1987 NISSAN PULSAR oil

106 Fuel and Engine Management
on the pickup coil wiring connector. The resistance
should be 500-1 500 ohms.

If the resistance is not as specified in either of the
above tests, renew the pickup coil.

(4) Remove the retaining spring from the dis-
tributor drive coupling.
(5) Using a pin punch, remove the drive pin
from the shaft. (6) Remove the drive coupling, washer, tang
washer and thrust spring from the shaft. (7) Remove the rotor and sh aft from the distrib-
utor housing. (8) Remove the retainer from the distributor
housing and withdraw the pickup coil. (9) Remove the retaining sc rews and remove the
control module from the distributor body. (10) Carefully lever the stationary pole from the
housing using a suitable screwdriver. Assembly is a reversal of the dismantling proce-
dure with attention to the following points:

(1) Ensure that the mating surfaces of the dis-
tributor housing and the control module are clean.
(2) Apply a silicone heat sink compound to the
surfaces between the control module and the distrib-
utor housing.
IGNITION COIL

To Test
(1) Disconnect the grey wiring connector and the
black wiring connector from the ignition coil in that
order. (2) Measure the resistance between coil terminal
I and the coil body. There should be a high resistance. (3) Measure the resistance between coil termi-
nals 2 and 4. There should be a low resistance. (4) Measure the resistance between coil terminal
3 and the high tension termin al. The resistance should
be other than infinity.
If any of the tests indicate a fault, renew the
ignition coil.

To Remove and Install
(1) Disconnect the negative battery terminal.
(2) Disconnect the grey wiring connector and the
black wiring connector from the ignition coil in that
order. Disconnect the high tension lead. (3) Remove the coil mounting bracket retaining
bolts and remove the coil and bracket from the
engine. Installation is a reversal of the removal procedure.

ELECTRONIC SPARK TIMING
To Test - Code 42

(1) Erase the self diagnosis code memory as
previously described. (2) Start and run the engine at idle speed for 60
seconds or until the ECM warning lamp lights.
(3) Stop the engine, switch the ignition On and
connect a jumper lead between terminals A and B on
the diagnostic link connector . Note any fault codes
displayed. If code 42 is displayed, proceed to operation (4).

If code 42 is not displayed, but was displayed
when the self diagnosis test procedure was originally
performed, an intermittent fault is indicated. Proceed
as follows:

(a) Check for faulty wiri ng connections. Check
that all wiring connectors are clean and secure.
(b) Check that all earth wires are secure.
(4) With the ignition switched Off, disconnect
the control unit wiring connectors. (5) With the ignition switched On, measure the
resistance between the contro l unit wiring connector
terminal D4 and a good earthing point. The resistance
should be less than 500 ohms.
If the ohmmeter reading is as specified, check the
wiring harness between the distributor 4 pin wiring
connector terminal D and the control unit wiring
connector terminal D4 for continuity. Repair or
renew the wiring harness as necessary. Also ensure
that the distributor 4 pin wiring connector is making
good contact when connected to the distributor.

If no fault can be found, renew the ignition
control module.

If the resistance is as specified proceed as follows.
(6) With the lead of a test lamp connected to the
positive battery terminal, backprobe the control unit
wiring connector terminal D5.

If the test lamp does not light, proceed to
operation (7).

If the test lamp lights, disconnect the 4 pin wiring
connector from the distributor. If the test lamp
remains illuminated check the wiring harness between
the distributor 4 pin wiring connector terminal B and
the control unit wiring connector terminal D5 for
shorts to earth. Repair or renew the wiring harness as
necessary. If the test lamp extinguishes, renew the
ignition system control module.

(7) Connect an ohmmeter between the control
Installed view of the ignition coil showing the coil
terminal identification.

117
EMISSION CONTROL
INTRODUCTION
To reduce the output level of the three primary
automotive emissions, carbon monoxide (CO), hydro-
carbons (HC) and oxides of nitrogen (NOx), and thus
comply with legislation on the maintenance of clean
air, several different emissi on control systems are used
in the Pulsar range of vehicles covered by this manual.

The systems will be discussed under the headings
( 1 ) Crankcase Ventilation System, (2) Evaporative
Control System, (3) Air Preheat System — 1.6 Liter
Engine and (4) Exhaust Control System.

1. CRANKCASE VENTILATION SYSTEM
DESCRIPTION
The crankcase ventilation system is of the closed
type and is designed to prevent crankcase vapors
being emitted into the atmosphere. Crankcase
vapors are caused by gases escaping past the piston
rings into the crankcase during the combustion pro-
cess.

The crankcase vapors are collected in the cam-
shaft housing from the cra nkcase via the various oil
drain passages and the pipe from the side of the
crankcase.


The crankcase vapors are then drawn into the
engine via a branched hose connected to the camshaft
housing oil baffle and the throttle body (1.8 liter
engines) or inlet manifold (1.6 liter engines).

At idle speed, vapors are drawn through the
small branch of the hose and into the engine.

As the engine speed increases, vapors are also
drawn into the engine via the main hose.

TO SERVICE THE SYSTEM
(1) At intervals of 40 000 km, disconnect the
small engine ventilation hose from the throttle body
or inlet manifold and check that the metering orifice
is not blocked.

If necessary, clean the orifice using compressed air
and solvent.

(2) Disconnect all the engine ventilation hoses
and check for blocking, collapsing and deterioration.
Renew the hoses as necessary.

2. EVAPORATIVE CONTROL SYSTEM
Special Equipment Required:
To Test Purge Valve — Hand vacuum pump
DESCRIPTION
The evaporative control system reduces the
amount of hydrocarbons emitted to the atmosphere
through fuel evaporation.

The vehicles covered by this manual use an
absorption regeneration system to reduce vapor loss.
The system utilizes a canister of activated charcoal to
trap and hold the fuel vapors until they can be fed
into the induction system for burning in the combus-
tion chambers.

The basic components of the evaporative control
system are a fuel tank with a sealed filler cap, a
charcoal canister with a pur ge control valve, a fuel
check valve and pipes a nd hoses to connect the
various components.

NOTE: The fuel tank filler cap is not vented
to the atmosphere but is equipped with a one
way relief valve to prevent a vacuum form-
ing in the fuel tank.
View of the engine ventilation hoses and pipe. 1.8 liter
engine.

120 Emission Control
If the flap does not operate as described, renew
the air cleaner housing.

(2) Disconnect the vacuum hose from the servo
unit and connect it to a vacuum gauge.
(3) Start and run the engine at approximately
1 200 rpm. If the engine is cold there should be
vacuum. (4) As the engine temperature increases the
vacuum should decrease to zero. If the vacuum gauge does not read as described,
check that the vacuum supply hose is connected to the
thermal vacuum valve and the throttle body.

If no fault is found, renew the thermal vacuum
valve.

4. EXHAUST CONTROL SYSTEM
DESCRIPTION
The exhaust system is the greatest source of
pollutant emission from the internal combustion
engine.

On the Pulsar range of vehicles covered by this
manual, the exhaust control system consists of a
catalytic converter and the engine management sys-
tem. The engine management system constantly mon-
itors the exhaust gases via an oxygen sensor located in
the exhaust system. Fuel injection is then adjusted
accordingly to give the minimum amount of exhaust
emissions. Refer to the Fuel and Engine Management
section for further information.

CATALYTIC CONVERTER
The catalytic converter, which is located in the
exhaust system, converts hydrocarbons, oxides of
nitrogen and carbon monoxide present in the exhaust
gases into carbon dioxide, nitrogen, water and heat.

The catalytic converter does not require periodic
maintenance or replacement under normal circum-
stances. However, it can be damaged or poisoned by
excessively high exhaust gas temperatures, raw fuel
and the use of leaded fuel.

Installed view of the catalytic converter.
To prevent the use of leaded fuel, a small diam-
eter fuel filler neck with a spring loaded trap door is
used.

To prevent damage to the catalytic converter, the
following precautions sh ould be observed.

(1) Do not operate the vehicle on leaded fuel.
(2) Do not push or tow start the vehicle.
(3) Do not allow the engine to idle for prolonged
periods. (4) Do not operate the vehicle if the engine is
misfiring.
(5) Avoid running the vehicle out of fuel.
(6) Ensure that the engine oil is formulated to
contain low phosphorous levels.
To Inspect Catalytic Converter

(1) Inspect the converter for dents and damage.
If the converter is damaged, it should be renewed. (2) Inspect the converter heat shield for damage
and ensure that it is positioned correctly. Renew the
converter heat shield if necessary.
To Remove and Install
To remove and install the catalytic converter,
refer
to the Exhaust System heading in the Engine section.

121
CLUTCH
SPECIFICATIONS
Type................................................... Single dry plate
Operation................................................... Mechanical
Pressure plate type .................................... Diaphragm
Release bearing type .......................Prelubri cated ball
Driven plate:
Outside diameter .................................... 215 mm
Rivet depth limit ....................................0.3 mm
Runout limit .........................................0.5 mm
Maximum spline backlash ...................0.7 mm
Pressure plate:
Diaphragm spring height
(installed) ...................................... 30.5-32.5 mm
Spring finger vari ation limit.....................0.5 mm
Clutch pedal:
Height .............................................. 175-185 mm
Free play ....................................... 12.5-17.5 mm
Release lever free play............................ 2.5-3.5 mm
Flywheel machining limit ...............................0.3 mm
TORQUE WRENCH SETTINGS
Pressure plate bolts.......................................... 29 Nm
Pedal pivot pin nut ......................................... 22 Nm
Cable loc knut.................................................... 4 Nm
Lower clutch housing to engine bolts.............. 21 Nm
Centre and upper clutch housing
to engine bolts .................................................. 49 Nm
1. CLUTCH TROUBLE SHOOTING
CLUTCH SLIPPING
(!) Worn driven plate facing: Check and renew
the clutch driven plate.

(2) Insufficient clutch pedal free play: Check and
adjust the clutch pedal free play. Ensure that the
release lever free play is correct.
(3) Weak or broken pressure plate diaphragm
spring: Check and renew the pressure plate assembly. (4) Worn or scored flywh eel: Machine or renew
the flywheel. Worn or scored pressure plate face: Renew the
pressure plate assembly.


Renew the clutch driven plate if the friction material is
worn down to, or is within 0.3 mm of the rivets.
NOTE: In most cases clutch slippage is first
evident by a marked increase in engine revs,
for no apparent reason, when pulling up a
steep hill. The clutch condition can be
positively diagnosed as follows: With the
handbrake firmly applied, and the rear
wheels chocked, select top gear and release
the clutch with the engine running at ap-
proximately 2 000 rpm. Clutch slippage is
evident if the engine does not stall. Make the
test as quickly as possible to prevent any
further clutch damage.

CLUTCH SHUDDER
(1) Oil on the driven plate facings: Renew the
clutch driven plate. Invest igate and rectify the source
of the oil leak.
(2) Scored pressure plate or flywheel face: Re-
new the pressure plate assembly or machine the
flywheel. (3) Loose or damaged driven plate hub: Check
and renew the clutch driven plate. (4) Loose driven plate facings: Renew the clutch
driven plate. (5) Cracked pressure plate face: Renew the pres-
sure plate assembly.

122 Clutch


Check the engine mountings for damage and deterio- ration.
NOTE: Clutch shudder is usually most
evident when reversing up an incline. As
loose or damaged engine mountings are a
cause for clutch shudder, thoroughly check
the engine mounting rubbers and mounting
hardware for damage or looseness before
removing the clutch for inspection.

CLUTCH GRAB
(1) Oil soaked driven plate facings: Renew the
clutch driven plate. Invest igate and rectify the source
of the oil leak.
(2) Cracked pressure plate face: Renew the pres-
sure plate assembly. (3) Loose or broken engine mountings: Check
and renew the engine mountings as necessary.
(4) Binding release mechanism: Check the oper-
ation of the release mechanism.
NOTE: Visually check the operation of the
cable actuated release mechanism. Check
the inner cable for fraying and jamming in
the outer cable.

INSUFFICIENT CLUTCH RELEASE
(1) Stretched, frayed or broken clutch cable:
Check and renew the clutch cable. (2) Worn or damaged release mechanism: Check
and renew components as necessary. (3) Insufficient pedal height: Check and adjust
the pedal height.
(4) Warped clutch driven plate: Renew the
clutch driven plate. (5) Excessive clutch release lever free play:
Check and adjust the release lever free play to
Specifications.
NOTE: Visually check that the clutch cable
operates the release lever before removing
the clutch for inspection.

RELEASE BEARING NOISE
(1) Dry or worn release bearing: Check and
renew the release bearing.
(2) Damaged pressure plate diaphragm spring;
Check and renew the pressure plate assembly.
NOTE: Lightly depress the clutch pedal with
the engine running to check for release
bearing noise. If the release bearing is faulty
and has to be renewed, always check the
other clutch components.


Check the diaphragm spring fingers for scoring and damage.
2. DESCRIPTION
The clutch consists of a single, dry, driven plate
assembly, splined to slide on the transaxle input shaft.
A diaphragm spring type pr essure plate assembly is
bolted to the engine flywheel.

The driven plate is sandwiched between the
pressure plate and the flywheel and transmits the
drive from the engine to the transaxle.

Cushion rubbers are interposed between the hub
of the driven plate assembly and the plate friction
surfaces in order to cushion the drive.

The release mechanism is actuated by the clutch
pedal through a cable to the release lever and bearing.

Operation of the clutch pedal moves the release
lever which pushes the release bearing into contact
with the diaphragm spring fingers, forcing the dia-
phragm centre towards the flywheel. When the outer
edge of the diaphragm deflects, the clutch is caused to
disengage.

Clutch pedal free play is adjusted at the release
lever end of the clutch cable.

Clutch pedal height is adjusted at the pedal stop
on the pedal mounting bracket located under the
dashboard.

Clutch 123
3. CLUTCH UNIT AND RELEASE MECHANISM

Special Equipment Required:
To Install — Clutch aligning tool
TO REMOVE
(1) Remove the transaxle from the vehicle as
described in the Manual Transaxle section. (2) Mark the pressure plate cover in relation to
the flywheel to ensure installation to the original
location. (3) Progressively loosen and remove the pressure
plate assembly retaining bolts working in a diagonal
sequence across the assembly. (4) Remove the pressure plate and driven plate
assemblies from the flywheel. Note the installed
direction of the driven plate to aid assembly.
(5) Disengage the clips retaining the release
bearing carrier to the release fork and slide the release
bearing assembly out of the clutch housing. Note the
installed position of the re taining clips to aid assem-
bly. (6) Align the release fork retaining pins with the
slots in the clutch housing and remove the pins using
a pin punch.
(7) Remove the release lever and shaft and
withdraw the release fork and return spring from the
clutch housing.
TO CHECK AND INSPECT

(1) Check the driven plate facings. Renew the
driven plate if the facings are worn down to within
0.3 mm of the rivet heads or are gummy and oil
soaked.
(2) Check the driven plate hub cushion rubbers
for deterioration and damage. Renew the driven plate
if the hub is damaged. (3) Mount the driven plate on the transaxle
input shaft and measure the spline backlash at the
outer edge of the driven plate. Renew the driven plate
if the spline backlash is beyond Specifications. (4) Check the pressure pl ate assembly for wear
on the diaphragm spring fingers, cracked diaphragm
spring and a cracked or distorted cover. Check that
the pressure plate face is not badly scored.

(5) Check the flywheel face for heat cracks, burn
marks and scoring. Renew the flywheel if it is badly
scored.

NOTE: Slight glazing or burn marks on the
pressure plate or flywheel faces can be
corrected using emery paper. Minor scoring
on the flywheel face may be corrected by
machining the flywheel.

(6) Rotate the release bearing by hand and check
for noise or roughness. Renew the bearing and carrier
as an assembly if fa ults are found.
(7) Check the release lever and shaft for wear
and damage. Renew as necessary.
(8) Check the release shaft bushes and seal for
wear or damage. Renew as necessary.
(9) Check the release fork for wear and the
return spring for fatigue. Renew as necessary.
TO INSTAL

(1) Sparingly apply lithium base molybdenum
disulphide grease to the tr ansaxle input shaft splines,
release bearing carrier bore and rear contact surfaces,
release shaft bushes and release fork contact surfaces.
Slide the driven plate onto the transaxle input shaft
and remove the excess grease from the splines. (2) Install the release shaft to the clutch housing,
return spring and release fork. Install the retaining pins
Dismantled view of the flywheel, driven plate and
clutch pressure plate.
Dismantled view of the clutch release components.

Manual Transaxle and Drive Shafts 127
(6) Lubricating oil too thick: Drain the transaxle
and refill with the corre ct amount and grade of
lubricating oil. (7) Excessive end float in the mainshaft or input
shaft gears: Overhaul the transaxle.
NOTE: Check the clutch for correct opera-
tion. If reverse gear can be selected without
any gear clash this is a good indication that
the clutch is operating normally. Also check
that the correct type and grade of lubricating
oil is being used.

SLIPPING OUT OF GEAR
(1) Worn gear control rod assembly bushes:
Check and renew the worn components as necessary. (2) Faulty gear lever assembly: Check and renew
the faulty components. (3) Faulty synchroniser mechanism: Overhaul
the transaxle.

Check the engine mountings for damage and deterio-
ration.
(4) Worn or fatigued detent components: Renew
the faulty components as necessary.
(5) Excessive end float in the mainshaft or input
shaft: Overhaul the transaxle. Check and renew the
faulty components.
NOTE: In most cases, slipping out of gear is
caused by wear or damage to internal
components of (he tran saxle. However, prior
to removing and dismantling the transaxle
assembly, check the engine mounting rub-
bers and mounting hardware as vibrations
caused by loose or deteriorated engine
mountings can cause the transaxle to slip
out of gear.

GEARS CLASH ON CHANGING DOWN
(1) Faulty clutch or clutch release mechanism:
Check, adjust or overhaul the clutch or the clutch
release mechanism.


Check the friction surface of the synchro rings and cones
for wear or damage.
(2) Faulty synchro rings or cones: Overhaul the
transaxle assembly.
(3) Lubricating oil too thick: Drain the transaxle
and refill with the correct grade and quantity of
lubricating oil. (4) Broken, weak or incorrect positioning of the
springs in the synchro asse mblies: Overhaul the tran-
saxle assembly.
(5) Excessive end float in the mainshaft or input
shaft gears: Overhaul the transaxle assembly.
NOTE: Check the clutch as previously de-
scribed prior to removing and dismantling
the transaxle. Also check that the correct
grade of transaxle oil is being used.

TRANSAXLE NOISE (IN NEUTRAL)
(1) Insufficient lubricant: Fill the transaxle with
the correct quantity and grade of lubricant. (2) Worn input shaft bearings: Overhaul the
transaxle and renew the bearings. (3) Chipped or pitted constant mesh gears:
Overhaul the transaxle and renew the damaged com-
ponents as necessary. (4) Worn mainshaft bearings: Overhaul the tran-
saxle as necessary.
NOTE: First check the oil level in the
transaxle. To isolate the noise in neutral,
run the engine, depress the clutch and
engage any gear. If the noise ceases with the
clutch depressed it indicates that the noise is
in the transaxle.

Check the input shaft for damaged gears.

128 Manual Transaxle and Drive Shafts
TRANSAXLE NOISE (FORWARD GEARS
ENGAGED, VEHICLE MOVING)

(1) Insufficient lubricant: Fill the transaxle with
the correct grade and quantity of oil. (2) Worn input shaft or mainshaft bearings:
Overhaul the transaxle and renew the faulty bearings. (3) Chipped or pitted gears: Check and overhaul
the transaxle and renew the faulty gears. (4) Damaged or worn sync hroniser assemblies:
Overhaul the transaxle and renew the synchroniser
assemblies.
FINAL DRIVE GEAR NOISE

(1) Insufficient lubricant: Fill the transaxle case
with the correct grade and quantity of oil. (2) Chipped or pitted final drive gear and/or ring
gear: Overhaul the transaxle and renew components as
necessary. (3) Worn differential carrier bearings: Overhaul
the differential assembly.
(4) Worn mainshaft or input shaft bearings:
Overhaul the transaxle.
NOTE: Check the oil level in the transaxle
case and the condition of the front hub
bearings and drive shaft joints prior to
overhauling the transaxle.

EXCESSIVE BACKLASH IN FINAL DRIVE
(1) Excessive end float in the differential carrier
bearings due to worn or incorrect bearing preload
adjustment: Check and adjust the bearing preload or
renew the bearings.

(2) Ring gear to differential case bolts loose:
Overhaul the transaxle and tighten the bolts to the
specified torque.

(3) Excessive wear in the final drive gear: Check
and overhaul the transaxle. (4) Excessive wear in the differential pinions,
side gears or pinion shaft: Overhaul the differential
assembly.
NOTE: Prior to overhauling the differential,
check the serviceability of the C.V joints on
the drive shafts.

NO DRIVE IN ANY GEAR
(1) Sheared ring gear to differential case bolts:
Overhaul the differential assembly.

(2) Broken drive shaft: Check and renew com-
ponents as necessary.

(3) Inner C.V. joint shaft out of mesh with
differential side gear: Weak or broken inner C.V. joint
shaft snap ring. Renew as necessary.

NOISE OR VIBRATION IN DRIVE SHAFTS
( 1 ) Bent or twisted drive shafts: Check and
renew the drive shafts as necessary.


Check the drive shaft rubber boots for deterioration.
(2) Worn or damaged inner or outer C.V. joint:
Check and renew components as necessary. (3) Lack of lubricant due to damaged C.V. joint
boots: Check the C.V. joints for wear, repack the C. V.
joints and renew th e C.V. joint boot.
(4) Loose drive shaft hub nut: Tighten the hub
nut to Specifications. (5) Worn splines on the drive shaft or C.V. joint
inner race. Check and renew the faulty components or
drive shaft as an assembly.
NOTE: Noise or vibration in the front end
can also be caused by excessive tire or wheel
unbalance.

2. DESCRIPTION
The five speed transaxle installed in the Pulsar
range of vehicles covered by this manual has synchro-
mesh on all the forward gears.

The reverse gear is a spur idler gear which is
selected by sliding the idler gear into mesh with the
input shaft and the mainshaft.

The transaxle and differential assemblies are ac-
commodated in the same housing and the one oil level
check covers both assemblies.

Gear selection is by mean s of selector forks and a
striking rod which is operated by a floor mounted gear
lever assembly. A mechanism inside the transaxle
prevents the selection of re verse gear from fifth gear
until the gear lever is moved sideways in neutral. The
differential and final dr ive assembly runs on two
tapered roller bearings. Pr eload on these bearings is
adjusted by shims installed behind the bearing cups.
The assembly is driven by the mainshaft pinion
engaging the ring gear on the differential case.

The drive shafts are engaged with the differential
side gears at the inner end and the front wheel hubs at
the outer end.

The drive shafts and each C.V. joint can be