1980 SKODA 120 LS ESP

{
Smoll End ond
Big End Alignment
A misolignment of the centre line
of the
smoll-end bush ond big-end beoring
or the bore
for the big-end
beoring shells must never ex-
ceed 0.03
mm per 'lO0
mm of the connecting
rod length. For checking
ond olignment use
the
MP 1-102 or 1-159 f ixture.
Insert the odiusting pin
into the fixture ond
set both its diol indicotors to
zero. Clomp the
connecting rod without shells
into the fixture,
threod the pilot
pin
in it, ond swing
down the
connecting rod. The recdings
of the diol indi-
cotors will
show ony misolignment of the
smoll
ond big end. The moximum misolignment must
not exceed 0.03
mm os olreody mentioned.
Check for misolignment in two plones by tilting
the diol indicotors.
Two pilot
pins ore supplied, one with o
di-
ometer of 20 rnnr. the
other with o diometer of
20.05 mm, to motch the gudgeon
Pins.
To Motch Connecting Rod
with Gudgeon Pin
ond Cronkshoft
With regord to the reciprocoting movement
of the piston,
the gudgeon pin must hove
the
smollest possible
cleoronce in the
connecting
rod small end (ony lorger cleorcnce results
in
pin knocking). Therefore
select from
severol
gudgeon pins
one which will
be o close running
fit in the smoll-end
bush. lf no suclr pin is
ovoiloble, reom
tlre bush but never exceed the
moximum toleronce limits.
An oversize buslr lros to be
reomed to o nom-
inol diometer of 20.05 mm. For
the respective
dimensions refer to
the Toble supplied with
gudgeon pins. The big"end
beorings
i:;hells)
inouta be
selected occording to the nominol
diometer of the cronkpin. The
shells lrove no
diometer ntorking
oncl hove to be identif !ed
by meosuring their woll thickness with o mi'
crometer.
Motching Big-end Beoring
shells
with Cronkpins
MotchingCronkpin o"|,,n"iifl",,l ro,u,on
nominol diometer
1 thick"ness
mm
mm mm
45 (stondord)
44.75 (1st
regrinding)
44.50 (2nd
regrinding)
44.25 (3rd regrinding)
44 {:lttr regrinding) 1.490
1.615
1.740
1.865
1 990 0.007
Numericol lderrtif icotion of
Connecting Rods
For better identificotion, {igures con
be
stomped on the bosses of
the connecting rod
big end ( see Fig 2 11
1) . The f igures corre-spond with
the
number of the respective
gVtin-
derwithwhich theconnecting rod
is ossembled.
When replocing o connecting rod,
provide the
new connecting rod
with its very some identi-
ficction numbel. Stomp
the figures os much
toword the for end of the boss os possible to
ovoid fouling the loterol guide foce.
2.12 CYLINDERS, CONNECTING RODS
AND PISTONS
o) Only o cylinder (liner)
ond piston of
equot
'
diometer ond the some toleronce closs con
be ossembled qs
s unit.
b) Theengine cs qn
ossembly unit con befitted
cnly with cylinder liners ond pistons
of the
some diometer, the pistons being
of the
some weight grnLtp.
The inclividuol cylinder'cnd-piston qssemblies
con be, however, of dif
ferent toleronce
closses. On the othe'r hond, connecting rods
of only the sqme weight group
con be used-
These ore the cc;tditions for
the correct op-
erotion of pistons in the
cylinders ond for the
correct boloncing of the cronk mechonism.
For detoils concerning dimensions (diometers),
toleronce closses (cylinder liners, pistons) ond
weight groups
(connecting rods ond pistons)'
refei to fhe chcpters deoling with
the
individuol
pc|rts"
To Assembie Cylinder Liner
with Piston
qnd Connectirrg Rod
1. Toke cylinder liners ond pistons with
motching dinrensions, i. e.
cylinder liners of the
some boie (they need
not be necessorily of the
scrme toleronce closs), pistons
of the some
cliometer <,nrl tcieronce closs
to motch those of
the cvlinclr:i iitrers
ond of the sonre weight, oncl
connectitrct rorls, of rtne of
tlle twtl weiglrt
cl roLr PS.
lti''
DK 1161 2.
1
OCCorl Selec'
cyl i nd
tolpro
the (
motch Son
pin or
gudge
in wh
suitob
bush.
Mor
respor
with v
meric<
Rod'.
3.L
the gr-
80"c i Sme
home
some
threod
Pin, o
circlip
on thr
pressi I
Fit
hole ir
the orr
4.F
or exp
detoils
the ri
groove
5- Pr
the crc
ond co
2.13 I
In or
ter ist ic
coms o
comsh<
c leoror
the cor
Volve '
with
lntoker
open be
close o
Fi,c 2.1211 -
Press'f ittirrg
of Gudgeon Pin into
Piston Usinq MP 1-i04
Drift
50

2,15-2.'t8
3. The
leokoge test should
be corried out with
the cylinder heod fully ossembled by pouring
o smoll quontity
of petrol
into the exhoust ond
intoke ports.
The petrol must not leok post
the
moting foce of the volve
in the combustion
chomber. Another method involves pouring
o smoll omount of thin oil into the combustion
chomber ond introducing compressed oir into
the exhoust ond intoke ports
using, for
exomple,
o rubber
cone. No oir bubbles must oppeor
oround the volve heods.
This test con be simplif ied by omitting the
fitting of vclve springs while pressing
the
volves into their seots by hond using o suitoble
Jixture (fork)
for holding down the volves.
Volves The volves
ore forgings of speciol high-tem-
peroture steel with o conicol seoling surfoce
ond ho,rdened stem end. The
volve heods ore
of unequol diometers (lorger
with intoke volves
ond smoller with exhoust volves).
Current reconditioning
of the conicol seoling
surfoce is done by grinding-in
with the respect-
ive seot. lf o mojor repoir is required,
regrind
the seoling surfoce
of the volve heod
on
o grinding
mochine to on ongle of 91 o
+10',
ond then grind
it in with the seot.
When regrinding the conicol surfoce, it is
obsolutely essentiol to keep it in
correct olign-
ment with the volve stem.
Valve Springs
rcs/po1201S
Outer Inner
Free Length 45.85
43.645.20
Wire 3.75 2.5
Diameter 4.OO
Mean Spring 26.75
18.5 26.5
urameter
T
Spring Pres-
sure
I nstal led
length L""En-I
3Omm Length
Length
30mm 29mm
299-358 N108-127N
460N hondle)
ond the short oil pumP,
to the cost oil
sump the 330 mn-r long dipstick ond
the longer
oil pump -
see Chopter 2.18.
2.18 TIMING GEAR COVER .
OIL PUMP
ln oddition to timing geors,
the timing geor
cover houses olso the oil pump
(f
orm ing its
housing) ond the distributor drive.
A generol
description of removing the timing
geor cover from the engine con be found in
Chopter 2.4
ond for detoils, regording its f
itting
on the engine, refer to
Chopter 2.3,
porogrophs
22 to 25.
The engine with the sheet oil sump hos the
shorter oil pump
with the suction stroiner
holder 72 mm long. The
engine with the
cost oil
sump hos the pump
30 mm longer.
Assembling Oil
Pump
Coot the pump geors
ond the drive geo'r
shoft
with oil, ond instoll them into the timing geor
cover. Insert the gosket
ond close the pump
with the lid with suction pipe
ond stroiner. Use
spring woshers to prevent
the lid screws from
s lcrcken ing.
Fi1.2.1811- Timing
Geor Cover Assembly -
Sectionol View
(for better illustrotion, the pinned
connection
of the shoft ond geor
is somewhot turned, its
correct position
being described in the text)
2.17
OIL SUMP
A sheet oil sump is used on engines with
o 68 mm cylinder bore.
Use o rubber gosket
when instolling the oil sump
on the engine.
Engines with o cylinder bore of 72 mm hove
o cost ond ribbed
oil sump. For its instollotion
use its respective
cork gosket.
A sheet boffle
is bolted
over the bottom of the oil sump.
Use
bolts with spring woshers to bolt it
down.
Relotion between oil sump,
oil dipstick, ond
oil pump:
To the sheet
oil sump oppertoins the dispstick
of o totol length
of 305 mm (including
its For
egi
stroiner v brrocket r
65 mm), 1
(the leng
proximott
The go
provides
geors. lf
gosket is
thicker tl" To prer
obnormol
respectivr
limits spr
Seol F it
the
t ig hte
n in1
thot it pr
edge of tl
Assemblir 1. Thre
brocket, s
pointing r
odio.4c in the pr
bore (pin
the pinne
When c
sure thot
line with
is importr
ignition d
To prev
ing durin
o pilot
m<
Then con
using o sr
2. After
ensure tl'
0.1 mm) I
3. Fit t
into the f
under the
Betwee
driven
I driven
I Axiol
c
I betwee
I and lid
58

'll
16. 17
19
q
"b 2A
Technicol
The gec
tegrol uni
Neither of
Since c,
tionolly tc
"georbox "
molly to d
respect i ve
The geo
from the c
reor oxle c
the so-coll
4.1 DtSM
PACK
The pov
tronsm issi,
plete with
Fi9.4.111.
Removql
o) Prelimir 1. Jock r
the reor wl
ond remov Droin th
see Choptt
b) Operoti
2. Prise r
of the reor
cobles ofte
3. Remo,
behind the
bottery. Re
engoge the
lever, loosr
fronr the gr
it from tht
housing to
getting int
pressed on
housing wi
4. Proce
bockrest, fr
detoch the
obsorbers, ,
c) Operotir
5. Remor
connectionr
cooling sys
see choPte
d) Operotic
6. Discol
motor.
4
2
'u., ts
I
Fbb
,w
FINAL DRIVE ASSEMBLY
I
r8
12
ik"-n
TO
13
6
q
76

Proceed
in the some woy with the
3rd- ond
4th-speed geors.
lf the morked position
of the neutrol is not
midwoy between the side morks (check
visu-
olly), remove the pinion,
mork the positions
of
the striking forks on
their rods (preferobly
on
either side), slocken the forks ond 'rnove
them
toword the required centre by
the distonce of
the deviotion of the neutrol morking. Then lock
the striking forks in position
with screws.
For the striking fork tightening torgue see
Chopter 1.8. 13. Adiust the reverse geor position
so thot
there is o gop
of obout 2
mm between its teeth
ond the odioining teeth, ond swing the striking
fork of the first ond second speed
to moke sure
thot it connot foul
the teeth.
14. Reinstoll the pinion
with its respective
woshers ond lock it in position.
Shift the strik-
ing fork rods to moke sure thot, for exomple,
o movement opposite to the required one of the
striking forks did not toke ploce,
i. e. thot the
neutrol is midwoy betvr'een the engogement
positions of the synchronizing clutches. Correct
ony error ond remove
ogoin the pinion.
Fitting Drive Geors ond Clutch Shqft
15. lnstoll the ossembled drive shoft into the
housing ond slip the splined bush on it.
Top home the seol ring with its seoling lip
pointing outwords into the guide
of the clutch
thrrowout sleeve, ond smeor it with oil. Then
threod the clutch shoft through the ring to
instoll it into the splined bush ond put
it into
the housing together with the guide provided
with o cooting of seoling compound on its cyl-
indricol bedding surfoce. Secure both the shoft
ond the sleeve with circlips.
lnstoll the sleeve guide
with its droin hole
level with the porting plone
of the housing ond
focing the pinion.
For the speciol seoling compound see the
note in Chopter 10.1.
16. Put the pinion
with geors
into the housing
ond oil oll synchronizing rings. Fit the MP 5-104
iig for
setting the crown wheel bocklosh into
the bore of the differentiol beoning ond the
fitted cover, fit the ossembled differentiol in it,
ond close the housing with the other housing
holf ofter hoving cooted the seoling surfoces
with o seoling compound.
Fit o rubber ring in the recess of the boss
beside the stud
bolt ond put
o spring wosher
under the nut. Tighten the remoining nuts
without ony woshers (the
stress of the bolts
ofter the tightening of the nuts provides
for'
their suff icient securing). Tighten the nuts
moderotely for the time being.
For the speciol seoling
compound refer to the
note in Chooter 10.'1. 17.
Proceeding through
the bore of the differ-
entiol beoring in the upper holf of the housing,
fit another
iig, the MP
5-104,
on to the differen-
tiol with flonges clomped so os to fit
into the
topered roller beoring cover, locote the cover
pocking, ond fosten
the cover by meons
of three
nuts. lf the clomping or drowing close of the
flonges of this jig
proves inodequote, it is
necessory to drow close the flonges olso of
the
first, previously
inserted
iig.
18. Drive the guide
of the clutch throwout
sleeve into the housing using the MP 3-103 drift,
top home the drive shoft, ond insert
two od-
iusting woshers under the collor of the
pinion
shoft boll beoring on both holves of the housing
ofter hoving determined their thickness by
meosuring. Using o wire needle
inserted into
the holes of
the tobs of the woshers orronge the woshers so
thot they do not overlop the porting plone
of
the housing,
then instoll the cover ond spring
woshers, ond tighten the nuts (seeChopter
1.8).
19. Fosten the housing by tightening the nuts
(see Chopter 1.8) ond lock in position
the guide
of the clutch throwout sleeve with the respect-
ive clip using the spring wosher under the
clip
nuts.
4.3 ASSEMBLING
FINAL DRIVE
Ref itting Differentiol 20. Turn the housing into the horizontol pos-
ition. Rotote the ends of the knurled hondles
of the inserted iigs MP 5-104
to move the re-
instolled differentiol (see previous porogrophs
16 ond 17) until the crown wheel withdrows
Fig. 4.311- Adiusting
1 -
MP 5-104 iig,
3 -
MP 5-106
iig,Bevel
Geor Bocklosh
2 -
MP 5-101
iig,
4 -
Screwdriver from
the
Determir
swivellin
To rotr
iig with
tiol stor
21. Ins
on the b,
rotote th
the diol
ible to th
Retoin
ogoinst 1
cover. Tl'
teeth chc
losh on t
of the ho
wheel sic
fied volut
the hond
fully its c
( preferob
wheel). I
opened f1
respectivr
of the
iigr
Now tl"
iusted on
flonges o'
topered r
This situc
trot i o n.
Fig. a3fi
for tc
1
22. Rem
side (turn
withdrow
dimension hos to be
roller beori
Measuring 23. Unscr
the toperer
locote it o
q,
ry
80

4.3-4.4
F
I
t
F
i
!
I
r
{.3-4.4
6. Remo
b) Crownwl Tools:
Settin
not le
1. Install
one of the
Glave Cylir
that the p
pendicular
2. Lock
between tl"
cover. 3. Using
back and
clearance I
teeth. This gauge, anc
wheel(see legible the
O.18mm bi
4. lnsuffi
wheel is tc
increase tl
from the nc
the equiva
This will p
increase th
Excess c
thickness
Selector Si
To worl
shims to n
(a) Bac
(b) Act
Refitting C Assembly
29. Instc
ond the rel it with nutr
-looded brc
To
(a) O.3i
(b) o.2r
lf
the shims
connot be set up exoctly to the
colculoted thickness, determine o thickness
which would result
in o prelood
due to on
overoll increose of 0.03 to 0.07 mnr of the di-
rnension of the shims.
27. Ploce the topered roller beoring on the
respective bore, bolt the other MP 5-107
iig on
the housing ond rotote
the centre bolt to press
the beoring into the housing os for os it will go.
Remove the iig, fit the shrunk-on
ring on the
stor pinion,
and lock the ring in position
using
o circlip. Lubricote the beoring with oil, f it the
respective shims on the beoring ond the gosket
on the cover, ond bolt down the cover.
Turn over the housing ond press-in
the other
beoring in the some monner (the press-fitting
iig is olreody in
position),
instoll the preporred
shims, ond bolt down the cover with its gosket.
28. Meosure how deep is tlre drive shoft
beoring below the level of tlre housing
surfoce
ond compensote the difference
with shims up
to o moximum protrrrsion
of 0. I mm -F0.05
rnnr.
Fig.4.3/4 -
Press-f itting of Differentiol Toperecl
Rollr:r Beorings
Using MP 5-107 Jig
Shims 0.1 nrm to 0.2 mm thick ore ovoiloble.
Fit the gosket
ond the ossembled cover on the
housing ond fosten it with nuts ond spring
woshers (for the cover refer
to Chopter 4.5).
Swing down the beoring
with the speedo-
meter drive geors
in the cover into engoge-
nrerrt with the pinion
drive geor
ond lock the
beoring in position
by tightening the nut of the
beoring clip.
Adjusting crownwheel Bearing
Alternative Method a) Crown Wheel Bearing Preload.
Tools Dial Test Gauge and Stand
MPs -
1OG lever Setting:
Preload O.Ob -
O.10 mm
1. Before assembling Transmission casing
remove outer crown wheel bearing races. Leave
the bearings on the
differential housing.
2. Assemble transmission. DO NOT carry out
operation 17
above.
3. Fit the outer races into casing pressing
into
place using coned cover. Do not forget to fit
gaskets. On the Selector Shaft side (side
B) of the
casing fit
approximately O.60 mm of shims
between the coned cover and outer races. Ensure
there is
backlash between crownwheel and
pinion, increase the
shim thickness if required.
4. Fit Dial test gauge
so that pointer
rests on
the differential as shown in fig. 4.3/1A.
5. Lift Crownwheel assembly to determine
clearance between bearings (a).
. . lf this exceeds
O.2O mm decrease the clearance to between O.O1
and 0.20 mm by f itting
shims to Non-selector side
of casing. (b)
. . . When the clearance is between
0.01 and0.20 mm take
a reading. Addtothis0.OS
to 0.10 mm. Make a shim pack
to this thickness
and fit to non-selector side (side
A) of transmission
casing. Check some
backlash still exists between
the Crownwheel and pinion.
Example 1st Dial reading 0.3O mm
0.20 mm
Shim fitted
on non-selector side.
2nd Dial reading 0.07mm
Shim pack
required between
0.07 +O.O5 =O.12mm
and0.O7mm *O.1Omm
= 0.17 mm
Shim sizes available.
0.08, O.14, O.2O and O.SOmm
Shim size selected O.14mm. This
will give
O.07mm preload
tension to crownwheel
beari ngs.
The Crownwheel should now
turn freely with
little drag. Fis.
4.3/1A
82

1-
in the
other groove.
Chose the ring olso with
regord to toleronces cvoiloble
in one closs of
the rings os mentioned in the previous
Pqro-
groph. Check the cleoronce of the geor with
the oid of o diol indicotor.
Then remove the geor
including the friction
ring in the second groove
of the shoft.
7. Ploce the lock of the 1st' ond 2nd'speed
synchron izing clutch on the bench with
its
teeth downword. lnstoll
springs in the clutch
core securing them with greose
ogoinst folling
out ond insert the clutclr core with the shorter
side of the inner heod on
top in the respective
geor. Locote bclls (dio. 1ir
in.) on the springs, com-
p,ress the springs with
the fingers or using
o suitoble rod, cnd fit
the complete core
itrto
the geor.
8. Hoving thus osembled the synchronizing
clutch lock, instoll the synchronizing ring
fronr
the opposite side of the geor.
Now threod the
lock on the oiled shoft
with the geor focing
owoy from the shoft.
9. Instoll in position the
previously selected
friction ring with its groove
focing owoy from
the shoft (toword
the geor)
ond insert the
synchronizing ring into the fitted lock of the
synchronizing clutch. Slip the oiled geor ond Fig.4.6la
-
Assembling 1st' ond 2nd-speed
Synchronizing Clutch -
lnstolling the Core
ond Pnessing in the Bolls
the previously
selected friction ring on
the
oiled shoft. 10. Slip on the 3rd -
speed geor
ond secure it
with on
orbitrorily chosen ring from the ronge
of friction rings in complionce with the poro-
groph 2. Meosure the oxiol cleoronce ond odiust
it to 0.1*0.07 mm by o repeoted exchonge of
the friction ring. Now remove the geor,
lubricote it,
slip it on
the oiled shoft ond lock it in position with the
ring with the oil groove
focing the geor.
11. Proceeding occording to porogroph 2,
insert on orbitrory friction ring into the lost
groove, slip on the 4th-speed geor
ond tighten
the pinion
nut over o pilot
collor replocing the
beoring (for
exomple of dimensions dio.
25.5/38x26 with edges of the inner
bore chom-
fered to 1x45o). Mork the side of
the pilot
col-
lor which will be
turned toword the
nut so thot
the side focing the geor
connot be domoged by
impression. Adiust the cleoronce of the geor
to 0.1+0.07 mm by o repeoted trying
on (ex-
chonge) of the friction rings. Then remove the
geor ond the ring from the shoft.
12. Assemble the 3rd- ond 4th-speed synchon-
izing clutch using the some method os when
hoving ossembled thot of the 1st ond 2nd
speed. lnsert the synchronizing ring
into the
clutch ond slip the clutch on the oiled shoft
with the short side of the lock first.
13. Instoll the selected friction
ring in the
locking position
into the groove with its
oil
groove focing owoy from the shoft. Push or top
home the key into the spline of the shoft so
thot it posses
through oll friction rings ond its
end is ot leost flush with the splined shoft end.
Fig.
4.6/3 -
Locking 1st-speed Geor in Position
(turning the ring with o drift) with the Pinion
Clompecl in MP 3-105 or MP 3111 Jig
86 Fig.
4.(

*
Fir
il
.-q
Fig.
6.1/4 -
Costor Angle
It is imperotive to set the
ongle with regord to
the direction of forword
trovel os indicoted
by the orrow
Fig.6.1/5-Preporing front oxle for the condition
of check lood by inserting
steel bors of 181 mm
in diometer ond obout
220 mm long
The most importont points
from the point
of
view of driving ore the
toe-in ond the comber
ongle, the odiustment of which is permitted
by
the oxle design.
Adiust first the comber
ond then the toe-in
since o chonged comber
offects the toe-in.
We refroin from describing in detoil ony
meosuring method in view
of the lorge number
of existing gouges.
Insteod,
we odvise you
to refer to
the procedures recommended
by the
monufocturers of the gouges.
The check lood con be formed by blocking the
wishbones with bors occording to
Fig. 6.1/5.
Press down the cor with the hond, insert
the
bors under the wishbones so
thot they
beor
ogoinst the oxle brocket, ond releose the cor
to
let the bors be clomped. lf
clomping of the
bors
does not toke ploce
(which con hoppen on on
older cor with weokened springs),
consider the
condition os if the bors were
clomped, i. e',
corresponding to the position of the
front oxle
ot check looding.
The words "ot
full lood" describe o vehicle
looded so thot the distonce of the rubber deod
stop from the bottom of the
lower wishbone
stop is 20 mm (see olso porogroph
18) ond the
comber ongle of the reor wheels is 1". Meosure
these volues on oll wheels (not
only one front
ond one reor wheel) ond distribute the
lood os
necessory.
Toe-in To odiust the toe-in, screw
the right-hond ond
left-hond steering rods
symmetricolly (o
chonge
up to 1 mm con be effected by
one rod) ot
check lood so thot the distonce between the
wheel rims (or
ocross them) behind the oxle
(A+o) is lorger by the toe-in volue (o)
thon the
distonce between the rims
in front of the oxle
(A). To verify steering symmetry (correct screw-
ing of steering rods during
toe-in odiusting),
check the wheel lock position ot the
20" lock
ongle of the neorside wheel -
for the respective
volues refer to Chopter 1.7.
Slocken the steering rod
nuts ond rotote the
steering rods using on
olligotor wrench (Fig.
6.1/6). In oddition to the correct inflotion
pressure
of the tyres, poy
ottention to
severol essentiol
points when checking the wheel
olignment:
o) Ploce thewheel in the stroight oheod trovel'
ling direction;
b) The
steering rod ond the trock rod
must
not
be stressed. The stress con be eliminoted by
letting the cor swing
up ond down in its
suspension under the pressure of
your
honds
(olternotely press down ond releose
the
wings)
c) Prepore the oxle os
shown in Fig.6.1/5;
d) lf
o speciol gouge with
o scole for wheel
lock ongle setting is ovoiloble, odiust
the cor'
rect length of steering rods in
occordonce with
the position
of wheels in
check lock positions.
You will find the respective volues
in Chopter
1.7 "Steering".
Set the lock ongle
of the wheel
on one
side to 20' (on
o turn-toble) ond screw
the steering
rod of the other wheel to odiust
104

Shr
C
cle,
the
1
fittr
bor
(Im(
2
wit
woI
pisl
wor
the loc<(11,
3.
obo (M(
I nst
rod
the
oil' into
4.
witt
Con
prot
Inod
On f(
Inodr
oll c(
Excer
on c(
8.3 SHOCK ABSORBERS
The shock obsorbers ore of
the hydroulic,
telescopic, double-octing type of the PAL
moke.
The domping effect depends on the speed
of the
relotive movements of the oxle ond body. Doto
required for testing ond odiusting the shock
obsorbers ore given
in the following Tobles.
Front Shock Absorber -
see Fig.8.3/1
type PT 26x110,
Ser. No.443.621-215.000
1977-74 1 978 on
Maximum stroks llO mm 110 mm
Damping torce during
down stroke (compr€s-
sion 470N
500N
Damping force
during
upward stroke (expan-
sion) loSN
1
300N
Filling capacity lOO cc1OO
cc
Reor Shock Absorber
type T 26x175; Ser. No. 443.621.247.OO1
1977-78 1 978 on Both
types of shock obsorbers ore of similor
design, only their bottom fostening
is different
(the front shock obsorber hos o fostening eye,
the reor shock obsorber hos
o bolt ond locks
the outer protective
tube). They hove
o differ-
ent stroke, domping force, ond filling
copocity.
Removing ond Refitting When removing or refitting o shock
obsorber,
retoin the piston
rod (upper
fostening) by hold-
ing the flottened end of the threod in o sponner.
In the cose of
the reor shock cbsorber, retoin
the piston
rod in the bottom port
by holding the
heod of the bolt connecting it to the shock
obsorber cylinder.
The ossembly of the rubber bushes of the
respective shock obsorber mounting
con be seen
in Fig.8.3/1.
Access to the upper mountings of 'the
front
shock obsorbers is from the luggoge boot
(under the floor). The
threod is protected
by
o cop nut. The
mountings of
the reor shock
obsorbers ore occessible from the reor luggoge
comportment behing the reor seot bockrests ofter folding owoy the upholstery on the wheel
orch. The mounting is in the cyllndricol exten-
sion piece
in the scuttle
of the reor dosh.
Shock Absorbor Dismcntling
Dismontling is o routine procedure
beginning
with screwing out the plug
(1)
ofter the pro-
tective sleeve (tube)
hos been removed. Never
dismontle the piston
volves since there is o risk
of impoiring the domping force
by mixlng up
the volves.
o
o
*)
At o
temperoture ol 25
to 30oC,
of 100 strokes per
minute, ond
100 mm. frequency
stroke of
Fig.8.3/1 -
Front Shock Absorber -
Sectionol View
Maximum stroke
175 mm
175 mm
Damping force during
down stroke (compres-
ston, 470N
500N
Damping force during
upward stroke {expan-
sronl 950N
r
200N
Filling capacity 160
cc 160 cc
130