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Service Manual Nissan Cedric Model 31 Series

1. ER CEST i LALUA T S RE See GER 2 x E Get Goare box 135 PROPELLER SHAFT amp UNIVERSAL JOINTS Fig 1 Propeller shaft amp joint 1 Dust cover 8 Propeller shaft assembly 2 Sleeve yoke 9 Flang yoke A 3 Journal 10 Companion flange 4 O11 seal bearing retainer 11 Bolt 12 Nut 13 14 15 136 Plane washer Drive pinion nut Cotter pin PROPELLER SHAFT amp UNIVERSAL JOINTS Dimensions Length x Outside diameter x Inside diameter 1124 x 63 5 x 60 25 44 25 x 2 50 x 2 372 n Universal joint Journal diameter 14 75 0 579 38 Bearing race inside diameter 19 56 0 769 in Number of needle roller bearings 22 Needle bearing outer diameter 2 46 Lubrication An oil nipple is fitted to each center spider for lubricating the bear ngs The central ol chamber s connected to the four oul reservoirs and to the needle roller bearing assemblies Fig 1 The needle roller bearings are filled with oil on assembly 311 from the transmission Lubricates the sliding splinded joint between propeller shaft and the transmission Before refiting the propeller shaft to the transmission case smear the splines with the oil Removal Remove the rear propeller shaft flange from the pinion flange of the near axle by taking out the securing nuts bolts and lock washers Place a clean tr
2. 48137 26760 48029 32200 jJ 48032 32200 9 15115 48219 32200 Steering Gear 142 Assembling and Inspection In case the replacement of parts 15 required due to the defacements and damages of steering gear and housing bush disassemble and adjust in the following order Dismounting of the Steering 1 Take off the steering wheel Pull out the three screws of the back side of steering wheel boss then take off the horn button retainer as well as horn button After unscrewing and taking off the wheel nut pull out the steering wheel with the steering wheel puller 2 Disconnect the clamp on and under the remote control rod which is fixed on the jacket tube after unscrewing the steering jacket clamp bolt under the instrument panel and disconnect the horn cord 3 Disconnect the steering gear arm with the drag link unscrewing the end plug at the side of steering gear arm of drag link thus 1s taken off from the gear arm 4 Take off the fixing bolt of steering gear box which s fixed with the side member of frame 5 Pull out the steering assembly to the downward direction 2 Disassembling and Inspection of the Steering Gear After the steering assembly 1s dismounted and the gear oil 1s com pletely drained the steering gear box should be fixed on the vice setting the steering tube on level P T eot HR gt wt o 1 Taking off the steering gear arm EV Take off the nut of gea
3. ak Mat iy D vli i o uf Ms ai 1 yi 7 Wi 249 OM a ye Minh i 186 wheel cylinder pistons and therefore the fluid back into the pipe lines and master cylinder An independent mechanical linkage actuated by a hand brake mounted drivers seat side left or right side operates the rear wheels by mechani cal expanders attached to the rear wheel cylinder bodies FRONT BRAKES The front brakes are operated by each one wheel cylinder Each wheel cylinder consists of a body containing spring spring seats pistons piston cups cylinder cover lock wheel cylinder cover and adjust screw The shoes are allowed to slide and centralise during the actual braking operation which distributes the braking force qually over the lining area en suring high effeciency and even lining wear Adjustment for the brake shoes 1s by means the teeth of the gear typed covers connecting with the adjusting screws and each adjusting screw for brake shoes The brake shoes rest on the dimples formed in the back plate and are held in position by one return spring which connecting with the hole of shoes 2 REAR BRAKES o x m The rear brake shoes are not fixed but are allowed to slide and centra lise with the same effect as n the front brakes They are hydraulically operated by wheel cylinder and independent hand brake mechnism S 187
4. Model H Engine G Engine Type Over head valve 4cly 4 cycle Bore x Stroke 85 x 83mm 3 35x 3 271n 80x74 mm Total piston displacement 1 883 1 488 cc Compression ratio 8 5 1 8 0 1 Brake horse power 88 4800 PS 71 5000 PS 95 5000 SAE 77 5200 SAE Max torque 15 6 kg 113 7 1b ft 11 5 kg 83 15 ft 3200 rpm PS 3200 rpm PS 16 6 kg 120 1b ft SAE 12 0 kg 87 Ib ft 3600 SAE Firing order 1 3 4 2 1 3 4 2 7 Compression 12 0 kg cm2 172 Ib 1n 11 0 kg cm 158 Ibin 300 rpm 300 rpm Draining the Oil The oil pan a metal pressing with the drain plug On new and reconditioned engines the oil must be drained and refilled with new oil after the first 1 000 km and Subsequently at intervals of 5 000 km Drain the oil when the engine s hot since warm oil flows freely and takes with it any sludge or sediment which may have accumulatted Never use petrol or paraffin for flushing purposes Such cleamng me diums are never completely dispersed from the engine lubrication system and will remain to contaminate any fresh oil This may cause premature bearing failure Oil Pressure The normal operating oil pressure s 1 kg cmZ 2 rpm 14 221b n2 550 rpm at idling speed and 3 4 kg cm 0 rp 6 56 81b 1n 2000 rpm N we Refilling When refilling the sump do not pour the oil n too quickly as it may overflow from the filler orifice and mislead the oper
5. e 25 Bleeding s necessary any time a portion of the hydraulic system has been disconnected or if the level of the brake flurd has been llowed toxfall so low that air has entered the master cylinder With all the hydrauhi con nections secure and the supply tank topped up with the fluid remove the cap from the bleed valve and f t the bleed tube over the bleed valve 1mmersing the free end of the tube n a clean jar containing a little brake fluid Unscrew the bleed valvecap about three quarters of a turn and then ope rate the brake pedal with a slow full stroke until thef luid entering the Jar is completely free of air bubbles Then during a downstroke of the brake pedal tighten the bleed screw cap sufficiently to seat remove bleed tube This process must now be repeated for each of the other wheel cylinder D ye so 4 a 193 las erf E gt Always keep a careful check on the supply tank during bleeding since it 18 most important that a full level is maintained Should air reach the master cylinder from the supply tank the whole of the bleeding operation must be repeated After bleeding top up the supply tank to its correct level of approxi mately three quaters full Never use fluid that has been bleed from a brake system for topping up the supply tank as this brake fluid may be to some extent areated Such fluid must be allowed to stand for at leas
6. d 2 4 1 uL D x 82708 ut sl SERVICE MANUAL NISSAN CEDRIC MODEL 31 SERIES 3 NISSAN MOTOR CO LTD 5 OTEMACHI BLDG OTEMACHI CHIYODA KU TOKYO JAPAN i CABLES ADDRESS NISMO TOKYO PHONES 211 5281 9 H d t h D MW 6 z 4 3 D 5 1 7 1 5 ke Foe E ke 5 al Ee e i vr x sn R De f 4 ag ES 4 a wade yee eee d ra 4 72 E 4 Mota illie x S x b 4 4 NISSAN CEDRIC Model 31 n t amp 1 066 1 18 1 099 Das 2 164 4 n T69 1 81200 7 INTRODUCTION This manual has been complied for pourpose of assisting our distri butors and dealers for e fective service and maintainance of the model 31 Series Each assembly of the mayor components 1s described in detail In addition comprehensive instructions are given for complete dismantling assembling and inspection of these assemblies It 1s emphasised that only genuine Spare Parts should be used as re placements GENERAL DIMENSIONS L G31S U L G31 U Delux Overall length 4590mm Overall width 1690mm Overall height 1505mm Wheel base 2630mm Tread front 1338mm Tread rear 1373mm Road clearan
7. 2 Commutator segment Checking Brush and Brush Spring km A If the brush does not seat properly against the commutator surface corrections are made by reseating However if the brush worn beyond the wear limit or 1s broken it should be replaced To reseat the brush a piece of sandpaper of about No 150 fineness 18 wrapped around the commu A tator and with the brush installed n the holder over the sandpaper the hold eris revolved For finishing sandpaper of about No 320 rating 18 used After reseating 1t should be blown with compressed air and after cleaning 5 the dust off thoroughly the brush s wiped with a dry cloth The max permissible wear of the brush 1s 1 3 the length over which the brush should be replaced B If the brush spring does not have the proper tension 11 should be replaced Since the brush spring has considerable effect on the proper contact ng between the brush and the commutator t 1s necessary to determine the tension by the tester of spring tension with brush stalled A weak spring will increase the electrical resistance causing sparking and pit ting on the commutator while too strong a spring will hasten wear in the brush and commutator Thus when replacing a good grade brush and correct size spring should be used VOLTAGE REGULATOR On the voltage regulators is the crabon pile Hitachi Model R123 02 used Hitachi generator Model R123 02 Carbon Pile Volta
8. Cz 2 it E 0 2mm 0 008 n v 8 5 0 007 4 E 0 001 0 002 0 002 0580289570 008 0 018 as Thickness of left side shim e Ap Right B 2 3 3 therefore SE 0 25 mm 0 0101n H T2 B D 0 06 F 0 002 0 003 0 006 0 010 015 Thickness Thickness of right side shim It may as well be assembled by using the shim of thickness which 1s in accordance with above method of computation The left and right bear ing must be well pressed in otherwise the pre load changes Measure the backlash of the drive pinion amp ring gear as Fig by us ing the dial indicator to make sure that it is within 1 mm 0 2 mm 0 004 0 008 vice versa for adjustment If 11 15 much move to left by tak ng off the r ght sh m anda H 174 175 Without fitting Gear drive hypoid and oil seal when tightened Nut drive pinion with 1383 1662 kg cm adjust SNhim adjusting drive pinion bearing so as pinron drive hypoid friction torgue 38 to be 7 10 kg cm When bearing turning surface must be saooth with MP90 _ Bolt diff bearing cap tightening torque is 415 485 Kgem 5 x 2 R eg n e CNET y azad Kai R m Su 1 uo The numeral marked by the electric pen on the side of the drive gear shows that of the recommended backlash besides the set number
9. TO FRONTAXLE amp 354 7 7 2472 32207 85 3 8 grease applied 9 11345 tothe hole when fitting CLUTCH MASTE 46510 08700 AN BRAKE MASTER C Leg et gis AN P 46010 30001 Tightening torque D Clutch 8 Brake Pedal Height Adjusting sham Nos of sheet for standard usage 30611 27260 1 6t 2 sheet 30612 27260 je 30613 27260 0 St 6 sheet Clutch pedal full stroke 140 m m Clutch pedal excess stroke 34 m m after connecting clutch All stroke at top of withdrawal 14 5 m m B lever Excess stroke after discon 3 8 m m necting clutch Strength to press the pedal for 15 kg full Brake pedal full stroke 118 m m Brake pedal stroke at 60 kg 68 m m F g 1 strength to press the pedal 107 Release bearing Disc 30502 32200 30100 32203 Clutch cover x Pressure spring 30211 30100 30214 30100 Retainer spring 30513 26760 Bearing sleeve 30501 32200 Pressure plate 30213 30100 s Strut 30230 30100 Release lever 30220 32200 Release lever pin 30225 31300 Eye bolt 30224 31300 Anti rattle spring 30231 30100 30229 30100 Fig 2 Clutch i D Removing the Clutch To gain access to the clutch t s first necessary to remove the trans mission complete from the engine Once the transmission unit is free a turn at a time by diagonal selec tion until the spring pressing is relived The
10. Body drive gear tightening torque 484 553 kg cn Tighten by tapp ing bolt head with 1 4 Ib hemer M i Side bearing 7 5 ape 7 GE 2 3812 01300 3 01300 Tooth contact of differential gear 51 1s m r than 3 4 of ite width and 4 backlash ia 0 1 0 22 zm Reference dimension 198 406 19855 7 A 7 Ae After assiy of carrier gear and gear as directed 7 1 apply ah m adjusting drive gear 38153 41516 0 38161 27160 with thickness caapated threugh the equations and give bearing diff side preload A Es 4 Fig 14 Differential Gear Carrier Section T D 179 Thus the adjustment 1s completed way of precaution measure the L measurement which 1s within 198 40 198 55 mm as Fig 13 If t 1s insufficient add an additional shim of 002 ins 0 05 mm n left and right In this case the large size of michrometer as Fig 13 or special gauge should be emoloy ed for scaling The shake of the back of drive gear whith has been fixed wath the carrier should be measured by dial indicator to confirm that t s within 0 1 0 2 mm Mounting the Gear Carrier Ass y on 5 Rear Axle Housing Interiro of the axle housing should be cleaned well The carrier packing should also be replaced with new one Mount the gear carrier ass y without mistaking its upper side with down side and through 10 studs then fix with the lock washer amp nut The nut must be tightened
11. gt m si x r 5 53 23133 3220 23195 30000 1 23117 42200 D 23121 42200 D 13108 42200 EI 10 23122 42200 18 33118 32200 9 23123 42200 3 z r51 32z00 8 23120 85060 1 i Fig 1 Generator 1 Nut 7 Spring 15 Brush 2 Washer 8 Ball bear ng 16 Brush holder 3 Pulley 9 Chp 17 Brush spring 4 Spacer 10 Oil cover 18 Front cover 5 Packing 11 Key 19 Rear cover 6 Retainer 12 Armature 20 Brush cover 13 Filed coil 14 Yoke ass y D vi GENERATOR an j Type Voltage Out put Length of brush Outer diameter of commutator Rotation ratio to crankshaft pully Fig 2 Diagram of generating system 1 Generator 5 Fuse CAM Voltage regu 6 Lighting lator Switch 3 Ammeter 7 Lamp AQ Battery E D G123 03 12 volts 300 watt 2500 rpm 20 mm 0 78 in 45 mm 1 77 1n 1 46 1 The generator 1s mounted on the front left side of the engine and 15 driven by a fan belt at 1 46 times the speed of the crankshaft AS shown n the diagram of the generating system Fig 2 the gene rator terminal 1s grounded to the car body and the circuit line goes through the voltage regu lator and ammeter to charge the battery The generator 1s a con stant voltage type equipped with a crabon pile type The constant voltage type generator when charging ma n tains a fixed voltage at the gen
12. 00526 85561 404904 007616 17 OK 00089585 1 VALVE Material Inlet Chrome steel Exhaust Unilloy 2112 Valve timing Inlet opens T D Inlet closes B D Exhaust opens 7 Exhaust closes T Valve clearance Inlet amp Exhaust 0 43 mm 0 017 1n Hot 0 525 mm 0 0207 in Cold Dowel angle 50 54 Head diameter Inlet valve 1 57 1n Exhaust valve 1 26 in Valve seat angle inlet amp 3 exhaust 45 Valve face angle inlet amp exhaust 447 30 Valve length overall 109 mm 4 30 n Lift 8 5 mm 0 335 n Dismantling the Assembly To dismantle the rocker shaft assembly first remove the grub screw and locking plate from the rear rocker bracket Remove the pht pins flat washers and Spring washers from each end of the shaft 81146 the rockers brackets and springs from the shaft Unscrew the plug from the end of the shaft and clean out the oil way The two end rockers may be dismantled without the whole rocker assem bly being drawn out This may be achived by turning the engine by hand until No 1 push rod reaches its lowest position Unlock the tappet adjusting screw and screw it back as far as it will go Withdraw the split pin flat and spring washers and slide the rocker off the shaft x Sometimes the valve spring will have to be slightly compressed by lever ing a Screwdriver under No 2 rocker thus allowing the end rocker to slide off the shaft easily Repeat the procedure for No 8 rocker
13. 2mm 0 008 n 418 8 400 mm 3314 0 3307 1n 360 8 345 mm 3291 0 3285 1n 0 4mm 0 016 1n 13202 32202 o e o o Refitting the Cylinder Head Ensufe that the cylinder head and cylinder block joint faces are clean The cylinder head gasket 1s marked Top so that it will be placed head incorrectly Place the gasket into position and lower the cylinder into place Fit the seven cylinder head securing nuts finger tight Insert the push rods replacing them 1n the positions from which they were taken Screw back all the tappet adjusting screws Replace the rocker assembly and screw down the securing nuts finger tight Evenly tighten the cylinder head bolts a little at a time finally pulling them down with a torque wrench set to 45 50 lbs ft 6 2 6 9 kgm Removing and Replacing the Tappets Remove the cylinder head assembly and withdraw the push rod keep ing them in their respective positions so that they will be replaced on the Same tappets Take out the camshaft from engine block then push out the tappet from the top of the cylinder block with one of push rods also keeping them in same locations Assembly s a reversal of above procedure It may be necessary to insert the tappets from inside of cylinder block keeping upside down or lay down 1 21540 11062 32200 1 SSC 8 1 Engine shng i KA R bracket 1 gt 22 enne 2 O11 filler c
14. 6 When the former adjustment of pre load of the bearing 1s complet ed as in th previous paragraph inspect the pinion height again Unless any thing wrong is found loosen the pinion nut take off the flange insert the new oil seal in the rear of the carrier and for merly fix the flange washer and pinion nut The nut should be tightened up at the standard torque In case the cotter pin hole fitted the adjustment should be made not by tightening the nut but by filling the washer C Mounting the Differential Gear Ass y in the Carrier 1 Mount the complete unit of differential gear in the carrier and fix the bearing cap There 1s a engraved mark on the side of cap which should be fitted with mark on the leg of bearing housing when mounting It1s important to note that the fixing part of the cap of each bearing housing 15 machinerly finished up The differential gear case 1s inserted by the bearing adjusting shim with the side bearing as explained and by housing in the bear ing housing of carrier the bearing must be given the regular pre load The screwing torque of the fixing nut of the side bearing cap 15 at 30 35 ft lbs 420 490 kg cm and should be equally locked with fixing cotter pin So far only the differential unit 1s mounted and the drive gear 4 is locked with the drive pinion therefore the following adjustment must be made to acquire the regular side bearing pre load amp the gear backlash 2 Adjustment of side bearing
15. To make repairs put marks with chalk at the leaking points and even after the fuel in the tank has been drained out blow with compressed air through the tank to force out stagnant gasoline vapor completely Repairs E should be done only when the tank 1s completely dry Leakage 1s ordinarily mended by soldering When welding 1s neces sary the above precaution must be strictly observed Otherwise there will be danger of exposition B When gasoline Fails to Reach Gasoline Strainer If the fuel fails to reach the gasoline strainer when there 1s some fuel left 1n the gasoline tank and the operation of fuel pump 18 known to be satis factory check the following points S When it is difficult to confirm the delivery of fuel at the strainer loosen the connector at the fuel intake of the carburetor 1 Check to see if gasoline pipe is clogged with dust and dirt This can be easily checked by disconnecting the connector of the pipe and blow ing with compressed air toward the direction of the tank Then from the tank end blow the pipe again and clean the pipe In many cases the tip of gasoline intake pipe of tank unit 18 clogged with dust and water Therefore together with cleaning of the pipe the interior of the tank should be cleaned by removing the drain plug at the bottom of the tank Check to see if the gasoline pipe of the tank unit 1s so bent as to fail to reach the fuel surface The standard position of the bottom end of
16. Air being sucked n sion good Jet or pipe clogged Carburetor Float sunk 2 defective Float 18 high position will not descend Carburetor attachment not secure Piston ring or valve sticky Engine stopped DE on ompress on poor Piston or connecting rod broken Valve seating poor 18 gasoline Breaker arm spring defective No spark Contact point poor ing from Rotor shorted coil line Although there Breaker Ignition coil or condenser defective arm good Distributor wet Cap insulation defective Cord shorted or connection poor Wiring shorted or cut Plugs dirty or broken A Fig 4 A Trouble shooting chart Sparking form coil line x Netra dec gt E PES MEE 59 2 Engine operation defective during a running Compression weak Valve clearance incorrect Valve spring weak Valve deformed Muffier clogged mu ower Valve timing incorrect Ignition retarded too much Carburetor adjustment poor Power veak supplied insufficiently Carbon deposits excessive Gasoline of poor grade Intermittent S nen eid defective lack of power sticking Pre gn t on Engine gives off abnormal noise Overheat ng Bear ng worn Plugs dirty Sparking Breaker point defective irregular
17. Reassembling the Rocker On reassembly tighten the pedestal bracket securing nuts a little at a time working diagonally from nut to nut left nut of No 1 pedestal bracket right nut of No 2 left of No 3 and so on returning from the left nut of No 4 bracket and repeating the process until they are all tight If the rocker assembly has been completely stripped down and rebushed the 011 holes will have to be redrilled and the bushes reamed down to size before assembly on the shaft The rockers and spring must be replaced n their original position on the ends of the shaft Remember to replace the rocker shaft locat ing screw and lock plate Replace the spring and flat washers with the split pins on the ends of the shaft Replace the rocker cover and gasket The vent pipe should be at the front of the engine Secure the cover by means of the two cap nuts ensuring that the rubber bushed and engine lifting plates are in position If the rocker cover gasket or the rubber bushes are found to be faulty they must be renewed otherwise oil leaks will re sult Push Rod Removal If the valve rocker assembly has already been removed all that re mains 1s for the push rods to be lifted out They may on the other hand be taken out without detaching the rocker assembly Remove the air cleaner and rocker cover Slacken all the tappet adjusting screws to their full extent then using a screwdriver with the rocker shaftasa fulcrum depress the valve spri
18. The of the battery terminal s connected to the direct current terminal of the charger and the terminal of the battery to the terminal of the charger The charging 15 made with a current of 6 to 8 amperes As the charging progresses the battery voltage rises so that the charging current beings to decrease while small bubbles appear and the specific gravity starts rising If the charging 15 continued as 18 the charging current being small will make the charging time very long so that the voltage should be ad justed from time to time in order to maintain a steady charging current of 6 to 8 amperes When the charging progresses so that the voltage in each cell becomes higher than 2 5 volts and the specific gravity over 1 280 gas will be given off vigorously and the fluid will presnet a milkey appearance When this condition 18 reached the charging current 1s reduced to about 4 amperes and the charging continued until the specific gravity be comes constant That 1s the charging 1s continued until three consecu tive readings of the terminal voltage and the specific gravity Corrected g g P g ty to temperature taken every hour shows a contant value the charging being made by passing a 20 hour rate current through the battery If the temperature should rise higher than 459C during charging the current is reduced to one half or the charging is discontinued for a while until the temperature drops E The above 1
19. The oil pump 1s bolted under the crankcase and 1s driven from the camshaft gear by a short vertical shaft 331 drawn into the pump through the strainer and 1s delivered through internal oil ways The flow then passes through drilhngs in the crankshaft The con necting rod lends are drilled for jet lubrication to the cylinder walls From the rear camshaft bearing the passes upward through a drilling in the cylinder block and the rear rocker shaft bracket to lubricate the rockers and then drains back into the oil pan via the push rod aperatures 311 from the center camshaft bearing enters a gallery on the left hand side of the engine and lubricates the tappets through individual drillings As the camshaft rotates groove in the front journal register with a small hole in the camshaft locating plate thus all owing a small amount of oil to pass into the timing case during each revolution of the camshaft to provide lubrication for the timing chain and gears From the timing case the oil returnes via a drain hole back to the oil pan AL UIE 29303 08311 0 pue 2112 78 uteut ayy o dumd to y u nozu ued to y TO jo MOJJ v 9929219 1 SUL uua3s A uotje2tiqn IO 2 314 We ko d rs WE g 2 1 i d p i p H IR fae s ay WA or Fig 3 Component of 11 filter Removing the By pass Filter A
20. Wes d gi a 22 gu Ch 2 K i wd E ox 4 6 SN EN Oe RECH 24 e ym nat 4 7 Mi Y E oM a 41 Er y 27 dei x daha q af m b Di sep ula A 1 i uz d Assembly order of Transmission Gears Fig 2 ern seg mamam toe dE d mme imn de YA ed dus d a 7 a D Si e 0 00 pa D gt t i bea r St D 4 t Components of Gears amp Synchronizer 130 3 F g Counter Shaft Gears First locate the two thrust washers to the counter gears ensuring that the larger washer 1s at the front and then place the gear cluster in the gear case Check that there 1s end play for the cluster gears of between 0 04 0 06 mm 0 0015 0 0023 and remedy if necessa y by fitting a thicker or thinner rear washer Thickness of front thrust washer 3 91 3 96 mm 0 154 0 156 n Thickness of rear thrust washer 96 3 91 mm 0 156 0 154 n 013 3 988 mm 0 1580 0 1569 in 089 4 064 mm 0 161 0 160 in 166 4 140 mm 0 164 0 163 in 04 0 06 mm 0 0015 0 0023 in OF Ph Temporarily replace the counter shaft with a thin rod which will per mit the gear cluster to remain out of mesh with the main and drive shaft gears Drive Gear Shaft The ball journal bearing should now be drifted on to the
21. 684 mm 0 4988 0 4993 n Hole diameter for tappet 12 700 12 718 mm 0 4990 0 5006 n Tappet length 57 mm 2 24 1n ROCKER MECHANISM Push rod Overall length 196 6 197 4mm 7 74 7 77 in run out at center of rod Not to exceed 0 2 mm 0 008 n Diameter 6 35 5 36 mm 0 500 0 2504 n Rocker shaft length 398 mm 15 67 1n Rocker shaft diameter 0 7865 0 7874 n Rocker arm hole diameter 20 020 20 033mm 0 7882 0 7887 n Arm amp shaft clearance 0 020 0 054 mm 0 0008 0 0021 Arm lever ratio 1 46 1 CYLINDER HEAD Removing the Cylinder Head Drain the cooling system by opening the radiator and cylinder block drain taps One 1s situated inlet tube at the backside of the radiator and other at the rear right hand side of the engine If anti freeze mixture 18 in use it should be drained into a suitable container and retained for future use Disconnect the negative cable from the battery by extracting the ter minal screw and removing the lug from the battery terminal post Slacken both the retaining clips on the hose connecting the radiator to the thermostat housing and remove the hose Extract the thermostat housing securing nuts and remove the housing and thermostat Remove the aircleaner carburetor rocker cover and the inlet and exhaust manifolds Detach the high tension cables and remove the sparking plugs also disconnect the water temperature gauge connection from the thermost
22. Between speed 1 gear and speed 2 gear Inner diameter of bearing at rear end of main drive gear Outer dia of bearing at front end of main shaft Main shaft pilot bearing No of needies of nee dle roller bearing Dia x height of dittoed bearing Inner dia of 3rd gear bearing hole Outer dia of 3rd gear bush before pressing n Play of periphery of 3rd gear bush Amendment limit of dittoed play Inner dia of 2nd gear bearing hole Outer dia of 2nd gear bush Gap at periphery of 2nd gear bush Amendment limat of dittoed gap Thickness of front thrust washer on main shaft Thickness of interlocking ring on 2nd amp 3rd gear bush Thickness of gear thrust washer on main shaft End play of 2nd amp 3rd gear 0 003 0 00 suldar 4 EH 0 125 mm 0 00 30 005 in zx 20 485 20 503 mm 058064 8072 18 14 460 14 448 mm 0 5693 0 5688 in Needle roller bearing 3mm x 28 mm 118 in x3 102 an 18 33 388 33 401 mm 0 3144 18 3149 n 33 312 33 325 mm 1 3114 1 3119 n 0 06 0 09 mm 0 0023 0 0035 n 0 15 mm 0 0059 in 33 388 33 401mm l 3144 1 3149 in 33 312 33 325mm 3114 1 31193n 0 06 0 09 mm 0 0023 0 0035 in 015mm 0059 n 3 975 4 001 mm 0 1564 0 026 4 051mm 0 1585 0 077 4 102mm 0 1605 0 157518 15951n 1614 EN 937 3 962 mm 0 1549 0 1559 n 826 4 8
23. H differs ponE The external side of axle sh ft which locks with the side gear 15 inclined and fixed to axle e brake disc A H 160 The shaft 15 supported by the taper roller bearing to the axle tube with the brake disc fixed by the four bolts together with the adjusting shim It 15 not necessary to check the lubrication to the bearing but need to feed the new wheel bearing grease in proper quantity when disassembl ed The proper lubrication to the gear housing 1s also necessary other wise it would shorten the durability of the gear to cause the trouble The following points must be taken into consideration 1 Nominated Hy poid gear ol No MP 90 must be used Temperature over 32 C SAE MP 140 11 Itis prohibited to use any other kinds of gear oil or any oil of d fferent viscocity The same brand must always be selected The standard capacity of oil 1s about 0 9 The method of feeding oil should be done by taking off the feeler plug at the rear cover of the hous ing and fill in full up to the feeding hole The brake system would not work if over feed the o1l by causing it to flow out of the bath end of the rear axle housing into brake drum t Dismounting amp Disassembling of Differential Gear Carrier 1 Take off and drain out the gear oil 2 At the time of dismounting the gear carrier pull out the both left and and right axle shaft or pull out for at least 4 inches P 3 Take off the joint flange
24. See Fig A Next turn the body upside down and press out the shaft assembly from the vane side on the U type bench The shaft and bail bearing assem bly can be drewout from the body Thus take out the vane floating seal and seal which remained in the pump body 28 11179 dung IOLA 20 5202 te dund Zeien JO META 90 99 9 314 OOZZE v201 Z 1921888 9 8 08 02 27 2 9 00 229 1 12 1959 pTsS 4Dog teos 80 180 4 20 eueA COCCE 06 Teog dung 19714 6 69 9 6 OO22 1512 OOZES 07 d vizG1 6 9 1 1 Reassembl y The reassembling of the pump s a reversal of the disassembly pro cedure but a care should be taken to ensure that the shaft assernbly is fitted correctly for a slit a hole of set ring with a groove of shaft so as to insert and set the said ring correctly d Adjusting the Clearance the Vane End and Body First press down the shaft fitting with a groove line to insert the Set pin Inserting thickness gauge Thickness 0 4 0 5 mm between the vane edge and inside of the body See Fig 5 press down the vane end on the U block bench Take out the thickness gauge and find out good condition Screw up with the cover and cork washer LUE E 5 C Se BLOC KS Ce x Fe IGNITION SYSTEM The ignition syst
25. n a diagonal line so as not to cause the oil leaks When t s mounted on the vehicle feed the gear oil immediately The oil of the designated hypoid gear oil No 90 should be feed Feed the 0311 tillat comes up to the down side of the feeding hole ZK ar 7 Kee O H Q Fig 14 When replacing the differential axle shaft do not forget the adjust shim between e end of the axle flange and the shaft with the brake disc assembly so 88 16 keep the end play of the axle shafts a sod 5 zs Axle Shaft Removal t ka AX Jack up the axle on the blocks Unscrew and remove the brake drum using a screw driver If the brake linings should hold the dium when the hand brake 1s released slack off the brake shoe adjuster a few notches Take off the fix bolts of the brake disc and remove the axle shaft assembly as shown Fig Tap out with swing hummer holding the wheel stud bolts with t e 180 Rear axle case ass y 43010 32201 9 12446 Bear ng cage bolt 2 24520 43083 32201 38322 55100 43068 32200 38212 01300 Reax axle shaft seal Adjust shim 43219 32200 x bearing spacer 43070 32200 Grease e gt 43216 32200 Rear axle pearing e PY lock nut e 43084 32200 40206 3220 Ss Lock washer 3 24414 1 43069 32206 1 E Roller bearing 43215 32200 43081 3220
26. shorting Mixture too rich Insufficient gasoline supply to carburetor Water n gasoline Misfiring Spark ng normal Nozzle clogged F g 4 B Trouble shoot ng chart REMOVING REFITTING OF ENGINE ASSEMBLY Operations with the Engine Removed The following operations are best performed with the engine removed from the car Although 11 may be found possible to carry out certain attentions with the engine in position 11 18 more convenient to do the work on the bench Experience has shown that 1t 15 much easier to remove the engine and transmission as a single unit than to detach the engine by itself To remove the engine and transmission upwards proceed as follows Completely drain the cooling sy stem and the transmission diaconnect and remove the battery and its supporting tray Remove the upper and lower ragiator hoses by undoring the retaining chps Disconnect the capacitor lead at the distributor also the high tension and switch wires at the coil Take off the dynamo lead and disconnect the starter motor cable at the motor end Remove the oil gauge and water temperature gauge leads from their terminals on the engine The throttle and choke controls must be disconnected from the carbu rator Disconnect the fuel pipe from the fuel pump Next remove the ex haust pipe from the manifold From below the vehicle remove the gear change se lector rod from the lever on the transmissi
27. starter should be dismantled disassembled and repaired Besides the above there is the case of the pinion meshing improperly If the trouble 1s due to the gear teeth being badly worn the gears should be repalced but if it is due to the screw guide on the pinion shaft being dir ty and not allowing the pinion to advance smoothly and causing improper meshing the shaft should be cleaned and oiled 3 Starter exceedingly noisy when in operation They flywheel ring gear 1s checked and if the teeth are deformed they should be repaired or the gear replaced Rattling noise caused by loose starter mounting bolts are corrected by retightening the bolts Noise caused by brushes improperly contacting the armature requires correcting as this condition not only produces noise but will hasten wear on both parts Noises made by the armature rubbing against the core while 1n opera tion s caused by too large a clearance between the armature shaft and the bushing so the worn parts should be replaced Wear between the shaft and bushing 1s due to lack of oil so that attention should be given to proper lubrication Lubricate once every half year using good grade of machine or mobile oil and lubricate the parts through the 611 nipples amount of oil required 15 about 5 cc for each bracket BATTERY Voltage 12V Capacity 50AM 20H Earth Specific gravity of 1 280 at 20 C electrolyte Level of electrolyte 10 mm Above electrode The CEDRIC 1s
28. z HAND BRAKE CABLE BRAKE DRUM SIDE a 7 20 b o lt 0 BRAKE DISC BACK 188 E P d Ki M 2 HAND BRAKE D n MEL The hand brake operates on the rear wheels only and s applied by a pull up type of lever situated along side the driver s seat 2 7 The cable from the control 1s attached to the toggle lever connected with b the rear brake d sc The hand brake linkage is set when leaving the works and should not require any attention under normal maintenance Only when a complete overhaul s necessary should the hand brake linkage require reseting S When this 1s correct the rear shoes should be locked to the drums the hand brake control just slightly applied and the wire rope set with the slackness just removed by means of a nut at the center rod of the equal zer drag link e 189 Pist r wheel cylinder ston rear 108 322002 4112 32200 090 Spacer rear wheel cyl p ston rear wheel eyl 44135 32200 0 44135 82210 Cover dust Adjuster screw Ze cover dust shield 41146 32200 R GC ors 41141 32200 L H 41209 32200 pring t 44110 32200 UE oc spring U 44105 32200 11145 1 B Vheel eyl body 7005 ass y Adjuster wheel 41207 32200 R H 41208 32200 L H Adjuster housing ass 41203 32200 sprin Retaining Spring m 41130 04100 Spring lock Pua
29. 0 1585 0 1595 18 32266 26761 4 077 4 102 mm 0 1605 0 16141n Reverse Gear x REfyt the reverse gear into the gear casing with the large gear to the rear E reverse gear shaft before inserting and secure the shaft with locat 7 and tab washer D x 132 Selector Rods amp Forks Before commencing to locate the selector forks within the gear case t 15 advisable to pre load the spring and ball into each fork and with the aid of a pilot bar retain the spring and ball in position until each fork rod has entered its correlative fork With the gear 1n the neutral position first fit the first speed sefector fork and then locate the third and fourth speed fork Now tap the third and fourth fork rod through the casing Continue tapping the rod through its fork until it reaches its final position Next locate the reverse gear fork and then enter the first and second selector fork rod and the reverse gear fork rod through the casing and into their respective forks When driving the fork rods hole remember to retrieve the pilot bars as they leave the forks The key ways in the rod ends are offset and when fitted the narrow face should be at the bottom Fig 4 Selector Rods amp Forks 133 SELECTOR INNER amp OPERATING LEVER CROSS SHAFT With the selector lever Fig 4 pinned to ts respective cross shaft also change speed cross shaft leyer assembly cottered to 118 own cross shaft t
30. 1 161 x 0 413 in Wire daa 1 2mm 0 047 in 120 Tenssion when installed 3 kg at 20 5mm _ 6 6 lb at 0 807 in Spring reverse fork pin Free length x Coil dia 20x 6 2mm 0 79 x 0 244 1n Wire dia 1 2mm 0 047 in Tension when installed 7 kg at 16 mm 15 6 lb at 0 63 18 Inter lock ball dia 6 035 mm 0 25 18 311 capacity 242 0 63 US Gal Genuine gear oil MP 90 In warmer district than 32 C Use 40 32101 32200 32150 01300 os 1 4522 1 24532 1 9 15115 1 9 15115 1 32134 01300 32132 30001 ok 00100 32291 32164 00100 0 15114 1 30414 00100 32136 041 3 257 32130 32200 0413 3 200 32169 00100 i 32161 00101 Dal F 1 Ke 18 Components of Transmission Case DISASSEMBLING THE CASE First drain the oil from the transmission by removing the drain plug The drain plug 1s situated beneath the case at the left hand side 121 Clutch Wi thdrawal Lever Bend back the lock washer remove the nut its spring washer and screw the bolt out of the bracket The leg of the clutch withdrawal sup port bracket on the steering part of the car 1s threaded do not therefore try to knock the bolt out or the threaded in the support bracket will be stripped Screw the bolt out Detach the rubber dust cover around the withdrawal lever from within the clutch housing Cross Shaft Levers The cross shaft levers are positioned on
31. 1 32290 5 Ki s Front suspension E 2 lower bali joint GEN x 2 amp 5 2 5 t Lowar hnk spindle front suspension 54418 22206 3222 Oust seal e 7 Front Suspension Link amp Spindle 155 ES f 3 32200 40070 322001 40011 9 600 40010 9 12444 37 A 1 34524 r 54544 32200 9 15219 54542 3220 110 781512 110 71812024 56144 04100 54533 32200 54036 32200 54038 32200 54053 32200 e hidi H Body center line 4 7L i CH Roy This drawing showing at standard 0 54529 32200 RH 54530 32200 H 54554 3220018 54401 32200 4080 xao 54010 32200 9 15216 65 Ue 54035 32200 9 11246 rm 54056 200 Si 9 12446 1 24645 3 1 24645 lt 40071 32200 6725 2 d Front Suspension Section x Bol 16 Ka ee M 4 bi Le D F Gei RAS M eS GE i a 7 aa 2 T e gi Te i H gt e E a e a gt R ack amp 7 t s Disassembling the front hub Dismantling of the front hub first jack up the car until the wheel 1s clear of the ground and then place under independent suspension spring plate Lower the car on to the blocks Remove the wheel If the drum appears to bind on the brake shoe the adjuster should be slackened Lever off the hub cap and then extract the split pin from the sp n dle nut Using a box spanner remove the
32. 1t can be cranked easily the starter including the wiring should be che cked and corrections made accordingly Is the battery rundown Check the specific gravity of the battery fluid to see if 1t 18 over 1 240 and recharge or replace the battery as found necessary All loose battery and ground cables should be cleaned and properly tightened Magneto grease or Gargoyle BRB No 1 All cord connections are i carefully tightened and special at tention given to the condition of insulation The assembly check s made by testing the starter as a Single unit using a fully charg ed battery Tests are made with a starter motor tester or with the apparatus shown n Fig 4 by Fig 4 which braking torque 1s measured Torque testing apparatus In this case the normal value should be 0 9 m kg To test the starter motor when installed on the engine the engine 1s first warmed up Then with the throttle valve in fully closed position the starter 1s actuated In addition if a starter motor tester s used performance tests can be made easily and accurately Construction of Magnetic Switch and Instructions The magnetic switch 1s an apparatus when the engine is being started serves to close the circuit between the battery and the starter motor and permits a large current to flow and actuate the starter motor After starting or when the engine 1s stopped the switch serves to keep the cir cuit open The principles of operation can be seen from
33. 21325 j a 15020 32200 15023 32200 pump shaft Ass y 15021 32200 Drive 1 11414 9 15114 15050 32200 Strainer A EAD cht Acht weg 2 aramaz YESS dE 00 0 S05 ae 59 5959 90 KEEN 9 9 E Oil Pump amp Strainer Assemb v Part No 15010 32200 SERVICE OPERATIONS WITH ENGINE IN POSITION Removing Starting Nut and Pulley Remove the radiator Slacken the dynamo attachment bolts and re move the fan belt Bend back the tab on the starting bolt locking washer Unscrew the starting nut by using heavy duty Shock type spanner A few sharp blows 1n an anti clockwise direction will slacken the nut Pull off the crankshaft pulley Removing the Timing Cover The timing cover is secured by set screw bolts each having a shakeproof washer The spring washers are m mediately below the bolt heads Take out the set screw bolts remove the cover and 115 joint washer Care should be taken not to damage the washer when breaking the joint If damage does occur fit a new p wahser cleamng of the faces Heavy duty Shock ty pe Spanner of the joint surfaces beforehand Fig 1 H t Removing the Timing Gear The timing chain 1s endless and t s necessary to remove both the crankshaft and camshaft gears together Before doing this notice the timing marks on both gears and their relationship to each other Draw off both the gears a little at a time f
34. 34665 3 34704 mm 84 966 84 976 84 986 in 3 34511 1 3 3455 3 34590 3 34629 3 34669 Over size available 0 010 0 020 030 040 050 0 25 0 50 0 75 1 00 1 25 0 060 in 1 50 mm Clearance cyld wall and ispiston 0 025 0 043 mm 0 001 0 0017 nn Checking by feeler gauge 1 2 kg with 0 04 mm feeler gauge 2 2 4 4 b with 0 0015 n feeler gauge Allowable difference of gross weight with connecting rod Within 5 gr Diameter of piston pin hole 21 987 22 000 mm 0 8656 0 8661 in Piston pin hole off set 1 05 0 95 mm 0 0414 0 0374 n Width of ring grooves Compression 2 030 2 055 mm 0 0800 0 0809 n Q l control 4 015 4 040mm 0 1580 0 1591 n 518 45 40X90H ki 811 7 91191 00226 01061 919 uu Ka 0 ae 0 1 di 00000 5806 5 a 4207 1 006 8 5 WED 4898 00 1 05 71 ME A 006 71 wey YEYS weg JOUSPA M207 00 71 1 00 1 50222 10061 EE GE oozze cozet 00222 01021 8811 7 25 5 Asse 3 OOZZE SEZEL x poi usng 77 001 07 90903 LOTET 0000 1 ma s snipe 184902 m 00222 01261 91891 2 881 e 00080 808 49 58 9 9 00085 68261 09 00085 55 61 000 1 39S 00 1 Ea 00085 95221 005 6 51 0020 61 HT oozze eszet Asse 3jeys lt
35. Fig 4 Closing the starter switch 51 allows the current to flow through the magnetic If there 1s trouble in the magnetic circuit it should be corrected For improperly contacting starter brushes the brushes together with the armature should be checked and corrections or replacement made as found necessary If all of the above checks with their corresponding repairs have been made and the starter still fails to operate the trouble can be assumed to be n the starter itself so that 1t should be removed from the engine and checked This 1s exceedingly rare but care should be taken to see that the star ter pinion 1s not locked into the flywheel ring gear Cases like this are usually caused by badly worn gears meshing improperly and if the defect is not too severe t can be remedied by placing the gear shift lever into fourth speed and rocking the car back and forth to free the gears If this trouble is frequently repeated the starter should be dismanted from the engine for checking and repairs Sy Fig 5 Magnetic switch 2 Starter turns but 118 turns but its turning power is weak and fails to start the engine If the trouble 1s due to a run down battery loose terminals troubles n magnetic switch worn and sticking brushes dirty and damaged commu tator etc the checking and repairs are made in the same manner as de scribed in the preceding chapters If the outer surface of the armature 1s rubbing against the core the
36. Put the drive gear ring gear on the buoy block as it 18 fixed in the differential gear case and measure with the dial nd cator Re volve the drive gear to turn around the differential gear case as the bearing do not move on the buoy block Measure the shake at the rear side of gear by the scale and the shake should be within 0 5 mm In mounting the gear clean well the f t ting face and rear face measured face of 1t and fix correctly then there should not be any shaking ASSEMBLING ADJUSTMENT A Assembling differential Gear 1 Assemble the pinion and side gear in the differential case Every parts Should be cleaned and oiled with new gear oil then the pinion mate side gear and t thrust washer should be assembled by the mentioned inspection and se jcaon before pushing in the pinion mate to shaft Inspection should be m e again in the clearance of between the washer or the backlash Adjustment must be made in case any abnormal 15 found x Strike n the pinion shaft 1 ng pin from the right side of the case opposite side of drive gear a d must be fixed by setting well the striking hole of 11 after putting t to the required piston so as the p should not loosen SN ES et AME E The drive gear as well as tke drive pinion shot e ES l Su ES ed or they must be replaced as a set whenever the Ing Otherwise they would not properly lock after assembling SE In mountin
37. SEES 41158 04100 Adjuster boot41153 04100 ni e 41128 30001 Rear brake disc We 41129 30001 44010 32201 R H 225 44011 32201 L H 44037 32200 8 44032 322 Rear wheel cyl 44100 32201 44036 32200 L H ass y Toggle lever 44034 32200 7 44033 32200 Rear return spring 32200 D Jat 2 link 44084 32200 2 Ze 4083 0 44082 32200 14081 32200 Rear return spring Lower 44071 32200 7 41200 32200 R H 41201 32200 1 8 og el ee Brake l n ng 44060 32202 41039 32202 Adjuster Rear brake shoe ass y Componets of Rear Brake 190 SCREW 3 2 p DRIVE NSW Front brake adjustment Rear brake adjustment 2 191 4 ADJUSTING BRAKES Raise the truck and place stand jacks front and rear so that all four wheels rotate freely Disconnect the parking brake cables at the cross shaft lever This precaution should be taken to eliminate the possibility of brake shoe drag due to mis adjusted parking brakes Remove the adjuster boot and insert a screw driver through adjust ing hole and engage the teeth on the wheel Turn the adjuster wheel down upward direction until the shoe becomes locked on the brake drum then turn it up approximately 12 notches until the wheel turns lightly MASTER CYLINDER This is consists of an alloy body witha polished finished bore and reservoir with cap The inner assembly 15 made f the
38. Sily pulled off endangering the operation Ia Be ore important to check and to set aside the parts in assembling order when disassembled re H d r v i E T e 144 Adjusting of Backlash Worm amp Roller Fig 2 5 EE 0 144 Zi pe ty ua HN NES p Components of Steering Gear Case Fig 3 145 Da elat b nic Inspection and Adjustment after Assembling It s important that the center of interlocking roller is located in the center of worm gear The inspection for this should be made ina way as to make sure of thete nal conditions of backlash at the position of steering wheel when turned fully to left and right In case the backlash differs greatly the interlocking position of worm gear must to adjusted again f The correct backlash at the both ends of worm gear should be made sure of after putting the more shim in the side of larger backlash at the gear arm and for equalizing pull out the shim on the Opposite side and tighten up he bolt again adjusting with the shim n front of and the shim behiridsth ygear housing Y W pk The paki sh at the center locking should also be checked and adjust ed 1finesessary 0 us Installation of Steering Wheel FTE Inspection by steering wheel P he Se wheel 1s celation locked with the shaft and it may as be Yo fix d t erf
39. When the system has been completely emptied 11 15 essential to allow air to escape through the thermostat valve and then finally top up The thermostat opening 1s set by the manufacturer and cannot be altered It opens at a temperature of 7231 5C During decarbonising it 18 policy to test this opening by 1mmersing the thermostat 1n water raised to the requisite temperature The valve should open under these conditions but if t fails to open a new unit should be fitted Overheating Overheating may be caused by a slack fan belt excessive carbon deposit in the cylinders running with the ignition too far retarded n correct carburetor adjustment faihre of the water to circulate or loss of water Fan Belt Adjustment The fan 1s driven from the crankshaft by a V belt this also driv ing the dynamo A new belt can be fitted by first loosening the clamp bolts F g 2 b which hold the dynamo in position and moving the dynamo towards the engine Slide the belt over the fan and onto the fan pulley Adjustment 1s then made by bringing the dynamo away from the engine The belt should be sufficiently tight to prevent slip yet the belt should have 15 to 20 mm 5 8 3 4 slace between the generator and crankshaft pulley when the mids pan s pushed firmly As the drive 1s taken on the V of the pulleys 11 15 not necessary to have the fan belt tight to do so may cause excessive wear to the dynamo and water pump bearings After the correct
40. axle s jacked up the trouble s with the front axle system In case the wheel 1s still felt heavy even when the front axle is jacked up the trouble 1s connectec with the front axle 9 When the front axle s jacked up the inspection of contacting and t ght ening parts of tie rod socket nackle arm drag link and the steering arm should be possible ADJUSTING IDLER p 2 3 In the standard adjustment pressure 18 not given on the rubber Spring When the idler arm 1s positioned in parallel with the idler body screw n the shaft so that 115 protruding from the body top 15 34 mm Then fit the rubber spring to 1t and tighten the nut at the top to the extent that the rubber s slightly compressed and clinch the nut In this case overall height of the rubber spring 1s 20 7 mm approx In the next after it i8 mounted to the car and toe in 1s adjusted tighten the rubber spring with bolt to eliminate residual dimentions on it by utilizing the long hole in the rubber spring fitting plate n 5 2 p GE Y Bai 27 b AZ NL S AN LA 4 f AN Ah x 2 o oa gt iie S A 24 A F T Ee 7 UNI W I LOI 181 40 20801 0 6 5 250 6 2 2 6 i 00222 15587 00556 149 0022 0 91 H 00226 EESBP OOCCt 5 8 0119 d NJ 2802 00220 269
41. be taken to tighten as slowly as possible when near the push up voltage Ce GC 4 If by adjusting the F screw the specified push up voltage cannot be s obtained but s less than 10 5 volts Case Az the F screw is unscrewed back nearly to the noload voltage and the P screw 15 slightly tightened If more than 10 5 volts Case Aj the P screw 15 lightly loosened Then by following the procedure shown n the push up voltage 15 redetermined 5 When the required voltage 1s obtained the P screw is fixed and the pile given a light shock to settle the piles after which the push up voltage 15 rechecked 6 After rechecking the F screw 1s unscrewed until the specified no load voltage 15 16 volts 2 500 rpm s shown The F screw 18 then fix ed 7 After the P and F screws are fixed the generator 15 stopped It 1s then restarted until 11 reaches the specified speed and the no load voltage 15 checked to see that s has the specified value It s important that be fore making this test the pile be given a light shock in order to bring it to a stable condition When the above adjustments have been completed the output should automatically conform to the specified value This is checked by rotating the generator at the specified speed and impressing a load Checking Cut out Relay The voltage at which the cut out relay points close 1s checked This voltage 1s determined by slow Adjust Spring ly increasing the s
42. carrier and fix the fool at 8 S Sm stud in Op posite side tighten the screw as to be the center terler then mount t by using adaptor as in a way of mounting the E SAT outer race The race 1s scarcely necessary to be taken off unless damaged 7 2 3 3 Mount the rear bearing inner race and roller to the drive pinion By using the round adaptor attached to the drive pinion rear bearing inner race replacer which was employed at disassembling press in the drive pinion This might as well be done in pr ssing in by the use of a certain drift x 169 AR 4 Mount the drive pinion n the carrier and adjust by measu ring the position The pinion height must be adjusted as mentioned n the previous paragraph by mounting temperarilly the pinion in the carrier and the bearing be given a regular pre load On the other hand the bearing of drive pinion should be newly oiled after the pinion 1s inserted from the inside of the carrier the inserted end Fig 6 of pinion should be locked with front bearing corn and tightened up by the pinion nut fixing with the companion flange till the regular revolving torque s required As this 15 not yet at the final assem bling the bearing spacer distance piece bearing adjusting shim and oil seal are not mounted At the time of inserting the front bearing as pushing n the inner race by pulling out the drive pinion from the rear side of the carrier Put the r
43. carries the third speed wheel The two sleeves are locked together by the driving washer Now position the third gear over its sleeve Place the spring and plunger into the hole in the main shaft and slide the splined washer Depress the plunger with a piece of wire through the hole 1n the third speed and slide the sprined washer over the plunger Then turn the washer for the plunger to engage with a groove in the washer The gears are now assembled on the main shaft and there should be end movement for the first speed gear between the center bearing and the keyed washer at the rear of the second speed gear Assemble the two baulking rings to the third and top speed synchronizer and coupling sleeve When fitted to the shaft the large boss of the inner splines of the synchronizer must face towards the front of the box Also note that in each case the pointed ends of the baulking ring lugs face inwards to the synchronizers Slide the third and fourth synchronizers slightly forward on the shaft to clear the counter gears and then carefully guide the main shaft assembly into the gear casing When the housing surrounding the main shaft bearing 1s flush with the gear casing the counter shaft gear cluster should be raised into mesh with the gears and counter shaft oiled and fitted inte position The lpped end must be flush with the gear cas ing FRONT THRUST WASHER THICKNESS 32264 26761 3 975 4 001 mm 0 1564 0 1575 n 32265 26761 4 026 32 451 mm
44. equipped with one of the above makes of batteries meeting the specifications of the Japanese Standard Type battery The interior construction consists of 6 cells each having a terminal voltage of 2 volts the voltage produced between the and terminals be ing 12 volts and when installed on the car the terminalis made the ground The battery when installed on the car is located on the right side of the engine room which makes it easy to inspect when the hood 1s raised However there 1s a tendency to be lax in servicing the bat tery Improper care will not only shorten the life of the battery itself but will lower the performance of the car so that care should be taken to always maintain the battery n the best of condition The construction of the battery together with the chemical action caused by charg Chemical action of battery ing and discharging are shown in Fig 8 The construction 1s exceedingly sample consisting of ebonite cells fil led with electrolyte in which are placed chocolate colored positive plates and gray colored negative plates with wooden separaters inserted in bet ween the plates When a load 1s placed between the positive and negative terminals the battery will discharge due to the chemical action of the active sub stances 1 e lead dioxide in the positive plates sponge form lead in the negative plates and dilute sulphuric acid n the electrolyte occur ring within the battery as shown in
45. from the s de of propeller shaft 4 Pull off the nuts of the housing and dismount forward the Carrier ass y 5 Take off the side bearing cap of carrier and pry witha l er the dfter ential gear case and the bearing 6 Dismount the differential side bearing Es 2 2 As illustrated in Fig 2 with the aid of side bearing puller the bearing The puller should be handled with care in catehy Ege hedge x of bearing inner race which is hard to hook Both the m CT bearing should be arranged separately E A EO 7 7 D smount the differential drive gear by loosening the on the differential gear case and spreading outithe lock washer asher Loosen them n a diagonal line considering to keep from the gear bend ing x i 161 we 3 Take out the differential 9 After taking the nut of the 10 Take out the drive pinion of pinion as well as the side gear The pinion mate shaft should first be pull ed out by striking out the pinion mate shaft locking pin which 1s fixed on the differential case from left side from the side of ring gear fixed to the right before pulling out the pinion side gear and the thrust washer The gear as well as the thrust washer should be arranged separately as left and right front and rear carrier pull out the com panion flange The drive pinion flange wrench should be employed setting its four points in the hole
46. inner surface of the core should be removed by polishing and the surfaces painted with rust preventive oil 3 The armature 1s inspected and repaired in accordance with the pro cedures outlined for the generator Especially to improve or correct the brush contacting condition the brushes are reseated At the same time the brush and brush spring are checked and are corrected or replaced 4 The insulation on the wires are carefully inspected and wires found with weak or damaged insulation should be replaced 5 An armature found with one part especially damaged by burning should be strictly tested by the insulation test Assmbling and Testing Starter Reassembling is performed by following the reverse procedure for d s assembling Ali frictional parts are lubricated with mobile oil SAE 30 while the bearings are coated with a small amount of grease circuit in the magnetic switch and causes the main circuit S2 in the magnetic circuit to close Releasing the starter switch button opens the magnetic circuit which also opens 52 1 Causes for magnetic switch failling to operate can be divided into electrical and mechanical sources Causes for electrical troubles A Current failure in magnetic circuit When the starter switch button n pressed and the current fails to pass through the magnetic circuit most of the trouble 1s due to broken soldered connection between the magnetic coil wire add the magnetic switch ter minal and d
47. its 10 degrees be fore top dead center position for compression If a timing lamp 1s used the standard gn t on timing 1s 12 degrees before top dead center at idling 600 rpm speed In the case of marks which are not evenly spaced pointers indicate 10 deg 15 deg and 20 deg positions before top dead center DISTRIBUTOR Type D410 01 D415 01 Ignition timing Idling B T D C 129 550 rpm 109 with timing light engine 600 rpm Adjust timing angle by the kinds of gasoline octane value Ignition timing advance Automatic advance by the centrifugal weight and vacuum timing control Automat c advance by the centrifugal weight and vacuum timing control Automatic advance Governor start advance at 0 375 525 rpm Governor start advance at 400 550 rpm Maximum advance angle 14 16 at 1800 rpm Vacuum advance Start advance at 90 110 mm 3 54 4 33 n Hg Max mum advance angle 330 mm Hg 6 5 8 59 Start advance at 4 7 5 5 n 120 140 mm Hg Max mum advance angle at crank shaft 9 120 at 12 6 n 320 mm Hg Firing order 1 3 4 2 1 3 4 2 Point gap 0 45 0 55 mm 0 018 0 022 n 0 45 0 55 mm 0 018 0 022 n 509 549 H tach 569 619 Mitsubishi 11 n 3 Contact arm Spring tension 500 650 gram 18 6 23 oz Capacity of condenser 0 20 0 24 mfd 0 20 0 24 mfd mE oe ge 5 CA Adjustm
48. left and right the roller shaft adjusting screw 18 loose The adjustment should be carried in a way as expla nedan adjustment of the position of steering roller In case the roller shaft shakes to left and right the roller shaft or the bush 1s worn out ther fore they should be replaced with new one and adjusted In this case the fixing bolt for gear housing front and ges lower s loose or the bearing s worn out for which th be pulled out in a way as mentioned n the item of wormed the adjustment should be made as inspection and assembling Wf In case the roller shaft moves to the axle shaft by returning the wheel to left and right the roller shaft adjusting screw 15 loos Sof O Sich the adjustment should be made 1n a way as explained in c tat the position of steering roller ge GE 5 147 6 Incase the roller shaft trembles to left and right the roller shaft or the bush 1s worn out and they should be replaced with new one and adjusted 7 Take off the drag link at the end of steering gear arm In case the play should be found by holding the arm and move it strongly back and forth the backlash of roller and vvorm gear s too large The adjust ment for this should be done in a way as explained in the above section setting the steering wheel at the center of turning to left and right 8 In case the operation of steering wheel felt heavy and becomes hght when the front
49. n the differential case Press in the both side of the bearing by using the drift It s important in this case to assemble by putting the side bearing adjust ing shim to give the bearing a proper preload in fixing with the carrier ASSEMBLING amp ADJUSTMENT BY GEAR CARRIER ASS Y It 15 to decide the assembling amp adjustment of gear which 15 most 1m portant in an rear axle ass y and should be carried in accordance with the exact sample shown by the manufacture The construction and mechanism must well be comprehended referring to Fig 5 amp 11 and the adjustment k repairing exactly according to the condition of practical use based on the adjustment by exact calculation A The Preparation for Mounting the Drive Pinion in the Gear Carrier Sr os 1 If the drive gear drive pinion and bearing are to the reused they are as a result of disassembling and inspection they should be assembled n order of disassembling at the previous condition of adjusting shim In case any item should be replaced or required to reuse even if any item 1s worn out prepare the various shims as mentioned later because the position of drive pinion to be fixed with carrier must be adjusted by the adjusting shim between the carrier and pinion rear bearing outer race 2 There are few numbers with 0 amp or besides set number marked by an electr c pen on the t p head surface of drivgipinion 2 They show the manufacturing error ina f gurgi thee unit 677
50. new filter element should be fitted every 15 000 km The filter forms part of the main oil gallery of the engine To remove the filter t 1s only necessary to unscrew the center bolt when the bowl can be removed from the crankcase complete with the element Take care not to lose the rubber sealing ring Remove the element and note the assembly of the components Wash out the bowl with pettol so thatitis clean It1s important to thoroughly dry the bowl to obviate any contamination of the lubricating 011 Replacing the Filter J With the center bolt the washer and the spring together with the collar in position in the bowl insert anew element Place the distance piece over the center bolt with the flanged end towards the element The bowl of filter must now be filled with ol Offer up the complete assembly to the engine and secure into position by means of the center Bolt S LI x ewe 41 Removing the Oil Pan The sump capacity 1s 3 1 htres Drain the oil and replace the drain plug Remove the set screw bolts which are inserted from the underside of A the secur ng flange and the lovver bolts from the bottom edge of the bell housing Lower the oil pan from the engine tak ng care not to damage the joint washers n the process Remove the 011 pan and pick up strainer The bolts securing the oil pump bottom cover are long enough to secure the pump to the crankcase Fig 4 illustrates the pump 7 n explose
51. not removed from a car which s to be stored the ground terminal on the battery should be disconnected n order to pre vent discharging and fire hazards 3 If the battery alone is to be stored t should be kept n a cool place and away from direct sunlight 4 When battery fluid overflows and adheres to the surface of the battery the acid should be neutralized by wiping with alkali solution and the surface wiped to keep 11 18 dry condition 1S ion of Chass Construct v d r gt 7 ec mo 3 a H ye E ca sap CLUTCH 105 GENERAL DATA Type Method of operation Clutch master cylinder bore Clutch operating cylinder bore Number of facings Facing size Total friction area Thickness of disc ass y d Free Compressed Pressure plate spring Free length Fitted length amp load Release bearing Height of release plate Release plate run out Flywheel facing run out Clutch pedal play Clutch pedal hight Single dry disc plate Hydraulic 15 875 mm 5 8 in 19 05 mm 3 4 1n 2 203 x 146 x 3 2 mm 8 x 5 7 x 0 125 1n 312 sq cm 48 4 sq n Less than 8 45 mm 333 in Less than 7 15 mm 0 282 1n 55 mm 2 17 1n 39 6 mm at 7942 kg 1 56 n at 173 8 4 4 Ib Angular contact ball bearing 40 TNK 20 52 0 2 mm 2 05 0 01 in 03 mm 001 n 0 05 mm 0 002 1n 12 20 mm 0 6 0 8 n 160 5 mm 6 3 0 2 in
52. of side bearing adjusting shim Thickness of side bearing adjusting shim Tightening torque for clamp bolt of side bearing cap Run out of opposit side of drive gear Tightening torque for clamp bolt of drive gear 0 075 mm 0 003 nn 0 050 mm 0 002 n 4 1 4 8 kgm 30 35 Ib ft 0 05 mm 002 n 4 8 5 5 kgm 35 40 lb ft BEVEL SIDE GEAR AND PINION MATE Number of tooth on s de gear Thickness of thrust washer on side gear Number of tooth on pinion mate Thickness of pinion mate thrust washer Backlash between side gear amp pinion mate Clearance between side gear amp case Amendment limit of dittoed clearance Tightening torque for wheel bearing nut OIL USED Standard of oil Oil quantity necessary 18 0 76 0 81 mm 0 030 0 031 n 10 0 76 0 81 0 030 0 031 in 0 1 0 2 mm 0 004 0 008 in 0 2 0 4 mm 008 0 016 in 0 5 mm 020 in 12 kgm 87 5 ft 1812 Gear 6311 MP 90 we Hy poid gear oil Log district than 32 C eee 140 0 9 1r 0 23 U S Gal o A te Fig 1 THE CONSTRUCTION amp HANDLING The rear axle 1s sem float ng and the hy poid bevel gear s used for slowing down the speed The engine power is transmitted through the transmission to the propeller shaft then to the drive pimon and finally drives the left and right rear axle with the differential gear which 1s housed n the axle housing The axle housing 1s made
53. per brake shoe Adjastnient of shoe clearance Front amp Keay brake Play for pedal Four wheel braking by oil pressure Mechanical braking for rear wheels 22 23 mm 7 8 1n Front wheel Rear wheel 19 05 mm 19 05 mm 0 5 0 8 kg sq cm 254 mm 10 in Less than 0 05 mm 0 002 in 0 20 mm 008 in 9 80 x 2 mm 0 032 in x 2 244 mm x 45 mm x 4 5 mm 110 sq cm Fasten adjusting gear notch completely and then make 12 turn ngs back 10 14 mm The Brakes on all four wheels are hydrauhcally operated by foot pedal application directly coupled to a master cylinder in which the hydraulic pressure of the brake operating fluid is originated A supply tank case integrally with the master cylinder provides a reservoir by which the fluid 15 replenished and a pipe line consisting of tube flexible hose and nuion inter connected the master cylinder and the wheel cylinders The pressure generated in the master cylinder by application with the foot pedal 1s transmitted with equal and undiminished force to all wheel cylinders s simultaneously This moves the pistons outwards which in turn expand the brake shes thus producing automatic equalization and efficiency in direct proportion to the effort supplied at the pedal When the pedal 1s released the brake shoe Springs return the shoes which then return the P Wheel eyl body ass y F wheel eyl piston 44112 30000 41122
54. piece and the indicator points to As the float s raised and the contact arm moves tank unit increases resistance n the circuit and thus the current which traveled through coil A then flows this time both contact arm and coil B and finally to the ground As both A and B coils are so wound as to have their magnetic poles in the same direction the iron piece will rotate to the direction where the magnetic power of the two coils can be balanced with the indicator deflect ing in the direction of F That 1s this 1s a gauge of electric resistance control type E signifies Empty level and F Full level Troubles with Fuel Gauge and their Remedies When something 1s wrong with the readings of the fuel gauge first d s connect the wiring at the unit and turning on the ignition switch ground and unground the terminal end of the said wiring to the body of the car If the indicator of the dash unit swings actively between E and F the wiring between the dash unit and the said terminal end 15 n good condition with the defect existing either in tank unit itself or in poor ground of this e unit In the test mentioned n the preceeding section if the indicator does D not swing but t moves moves to E when the dash unit end of the wiring ES from the tank unit s grounded the wiring between the dash unit and tank unit 18 defective 7 Therefore rewiring or repairing 1S required If when indi
55. piston and never pushed upwards over the skirt Before fitting the rings remove any carbon deposit from the grooves n the piston When fitting note that the second compression 35 tapered type and ol control ring s slot type processed by chromium plating Withdrawing Camshaft The camshaft 1s positioned by a locating plate held by three screws and shakeproof washers Note the position of the small lubricating ol hole in the locating plate when replacing should be to the right of the engine End play of 0 08 0 28 mm 0 003 0 011 1n 18 controlled by the thick ness of the locating plate and can be checked with a dial indicator set a gainst the camshaft gear Before withdrawing the camshaft the distributor and its driving spindle push rods will have to be removed Remove the oil pump and its drive shaft and take off the timing cover and gears The engine front mounting plate 15 now accessible and may be removed by withdrawing the setscrew and locking plates The dynamo swinging link must be removed d Take out the setscrews securing the camshaft locating plate when the camshaft can be withdrawn from the cylinder block a H D EN pus CAMSHAFT BEARINGS White metal bearings with steellining are used for the camshaft They can be taken out renewed when necessary t being usual to do this when the cylinder block 1s being reconditioned The bearings can be removed by drifing them out of their housing
56. pre load amp backlash y y To give the right pre load on the side bearing of differential gear case and in pressing the bearing 1n the differential case adjust by inserting inside the bearing adjusting shim of thickness calculat ed in accordance with the following method of computation S There 1s a marked numeral of adjusting bases on the t housing of the gear carrier and differential case The numefal s the manufacturing error in a unit of 1 1000 in against each stand ard measurement of A B C D in Fig 10 H To measure the width of the side bearing on left andi ght use the standard gauge 20 0 mm thickness and dial gauge on a Hat board In this case place the load on the bearing with the aid of weight block for about 2 5 kg to acquire the steady figures S Calculate the error on minus side against the each standard measurement of 20 0 mm on the unit basis of 1 1000 and assume each of them as E amp F Take the left side bearing for example When the measured widthis 19 8 mm 16 19 0 2 mm 0 008 n aga nst the standard measurement and the E s by excluding the y minus sign 0 0081n PO 173 The thickness of the shim 15 acquired by applying the numerals to the following method of computation T AtD C 0 00715 E T2 B D 006 n Fig 10 Thickness of shim on left side Thickness of shim on right side Example of calculation Left A 1 De 2
57. running at no load battery and resistance cir git cut out and rated speed generator 2 500 rpm engine 1 860 rpm the volt meter 1s read As shown in Fig 5 tightening the pile compression spring will raise the voltage so that 1f the voltage 1s low screw in and conversely if the vol tage 1s high unscrew 85 To measure the cut in voltage and cut out current connect the voltmenter as shown with the dotted line in Fig 5 to terminal B and make measurements through the circuit of terminal B and A fully charged battery Measurement of the output is made by reading the volt meter and ammeter through the variable resistance c r cuit with the battery circuit cut out During the meas urement of the no load regu lating voltage the terminal Fig 6 A voltage and terminal B voltage should be practical ly the same If there two voltages differ considerably this indicated a re sistance n the charging circuit In this case check the cut out relay for such defects as burnt contact points and repair as necessary Lock Screw P Screw Adjusting Regulator after Reassembly When reassembling adjustments are made throught the adjusting core and the pile pressure screw The regulator 1s connected up to the ge nerator at no load and revolving at specified speed 2 500 rpm the adjusting core F screw 1s t ght ened by turning t n clockwise d rection as shown n Fig 7 Thi
58. secondery cup ring 13 Let in valve release pin 5 Sec ndery cup 14 Ring 6 Primary cup 15 Gasket s 7 Master cylinder piston 16 Filler cap gasket 5 8 Let in valve assembly 17 Cap 1590757 9 Let n valve spr ng 18 End plug gasket 10 Return spr ng seat 19 End plug When pressure to the clutch pedal s applied the piston of the master cylinder displaces the fluid in the cylinder and via a pipe line in turn moves the piston of the cylinder pushing against the lever of the clutch shaft T 113 The Master Cylinder The master cylinder consists of an alloy body with a polished finish bore and reservoir with cap The inner assembly 1s made up of the push rod ring Stopper ring piston cups spring seat spring valve and valve Spring The end of cylinder 1s protected by a rubber boot Dismantling the Clutch Master Cylinder Disconnect the pressure pipe union from the cylinder and remove the securing bolts then the master cylinder and may be withdrawn complete from the car Remove the filler cap and drain out the flud Pull back the rubber boot and remove the stopper ring witha pair of long nosed pliers The push rod and ring can then be removed and unscrew the release pin When the push rod has been removed the piston with cups attached will be exposed remove the piston assembly complete The assembly can be separated by lifting the spring seat edge over the shouldered end of the piston Depress the piston r
59. shaft with its Spring ring away from the geared end Position the geared end of the drive shaft in a dummy 3rd and 4th speed coupling sleeve put the washer over the bearing tighten the nut and lock t n position Smear grease n the end of the shaft where the main shaft locates then load the 18 needle rollers so that they adhere in position by means of the grease Turn the gear casing to ensure that the counter teeth are below the 5 drive shait bearing housing Failure to do this will result in damage to both the counter gear and drive shaft geared ends The drive shaft can now be drifted into position from the clutch hous ng end Ensure that the spring ring resisters properly inthe racess onthe ke Oe ear case x Be 6 Main Shaft zo Press the main shaft center bearing complete with housing on to theg shaft from the rear The bearing must be pressed firmly against the shoulder of the center splined portion of the shaft Lightly oil the shaft forward of the bearing and refit the first speed wheel assembly with the synchronizer pointing forward Refit the thrust washer on to the shaft followed by the baulking ring The phosphor bronze sleeve which carries the second speed 1s a tight fit on the shaft there t must be first immersed in warm 011 and then 8 into position on the shaft Fut the second speed wheel over the sleeve then the driving washer and the second bronze sleeve which
60. spindle nut and ease flat washer under the nut clear of the axle thread by carefully using a narrow rod into small holes in turn each side of the spindle and tapping the race lightly With the hub removed outer bearing can be dismantled and by n serting a drift through the inner bearing and tapping the out bearing clear of the hub The inner bearing and 011 seal can then be removed by inserting the drift from the opposite side of the hub Assembling the front hub When assembling the hub and the inner bearing race first be inserted into the hub Pack the hub with recommended grease Replace the hub oil seal over the inner bearing Renew the seal if t s damaged any way The hub can now be replaced on the spindle Gently tap the hub into position until the inner race bear against the shoulder on the spindle Place the spindle flat washer into position and screw the nut down finger tight 440 Spin the wheel and examine the resistance SS Tighten the nut i A slightly increased resistance to the spinning of the will then ee be noticed The bearing are now preloaded and the split an ula be nserted to lock the nut e 4 Tap the hub cap to the hub after packing the cap with ges fc Replace the brake drum and secure with machine screws nit 18 mportant that the drum s fully home before this screws 18 tightened and if necessary the drum should be pressed 1 in position by 005 two wheel nut 9 R
61. the distance piece over the pillar followed by the cam shaped height finger Adjust the height of the release levers by screwing or unscrewing the eye bolt nuts until the height finger when rotated just contact the heighest point on the tip of the release levers Replace the height finger and pillar by the clutch actuating mechanism see Fig 5 and actuate the clutch several times by operating the handle This will enable the parts to settle down on their knife edges Replace the height finger and distance piece and readjust the height of the release levers checked for run out as near the edge as possible as if the error is more than 0 02 in press over the high spots until it is true within this figure It 1s 1mportant to keep friction facings free from oil or grease E y x g Refacing the Driven Plate E If a new complete clutch driven plate 1s not avilable new linings may be fitted to the old driven plate n the following manner Each rivet should be removed by using a 3 5 mm diameter 9 111 The rivets should not be punched out Rivet one new facing n position then if the correct tool 1s not available use a bluntended center punch to roll the rivet shanks securely against the plate The second facing should then be riveted on the opposite side of the plate with the clearance holes over the heads already formed n fitting the first facing The plate zi should then be m
62. the grinding process until an even matted surface 1s produced on the seating and the valve face On completion the valve seats and ports should be throughly clean ed with gasoline soaked rag and dried and the subjected to a compress ed air blast The valves should be washed in gasoline and all traces of grinding compound removed VALVES Valve head diameter Intake valve 40 mm 1 57 1n Exhaust valve 32 mm 1 26 1n Valve seat angle inlet amp exhaust 45 Valve face angle inlet amp exhaust 44 30 Valve length overall 109 mm 4 30 1n Laft 8 5mm 0 335 in 22 Reset the valve clearances and finally check them when the engine 15 not hot or cold cylinder head bolts may pull down slightly more after the engine has attained its normal working temperature in which case the valve clearances will have to be checked again and reset if necessary Refit the inlet and exhaust manifolds Fit the carburetor and reconnect the control linkage Refit the ignition advance suction pipe to the connection on the carburetter but do not at this stage refit the air cleaner or it will have to be removed later to check the valve clearances Replace the rocker cover taking care to fit the cork gasket correctly Place the thermostat and its housing n position and secure with the three nuts Reconnect the water temperature gauge wire and fit the radia tor hose to the thermostat housing Connect the cables to the battery Ensur
63. the right hand side of the case of transmission if the car has right hand steering and on the left hand side if left hand steering A cotter pin spring washer and nut secures each lever to its shaft After the nuts and washers have been removed the pins may be tapped out and the levers lifted off the shafts Side Cover Holding the side cover in position are set bolts and set screws with serrated washers all of which must be removed when the cover can be taken off Change Speed Cross Shafts amp Selector Arm Once the side cover 1s removed both the selector arm and change speed lever cross shafts can be drawn from the case bringing with them the change speed gate Gentle pressing prising may be necessary to assist removal of the gate as 115 rounded ends are a tight fit in the ma K chined recesses on the side cover seating After withdrawal the gate can be threaded off the selector arm and change speed lever At this stage the shafts 631 seals and felt washers can be withdrawn from the case at the operating lever side To remove the selector arm the shaft tap out the securing pin The engagement lever 1s anchored in 165 pivot by a nut and bolt whilst the pivot s connected to the cross shaft ton Front Cover Release the front cover situated within the clutch housing by remov fie ing the nuts and spring washers At this stage of disassembling do not Ka attempt to remove the cover and front
64. viscosity 4 Cleaning of spark plugs and adjustment of their gaps 5 Measurement of compres sion pressure of cylinders The standard compression pressure of the engine 15 approx 172 lbs per 54 in 12 0 kg cm at 350 r p m Measurement of pressure s made n the follow ng manner see Fig 1 First warm up the engine temperature of cooling water 70 80 C then re move all spark plungs and pull out the throttle knob all the way that 1s n the carburetor the throttle valve and choke valve are Fig 1 fully opened press a com Measuring Compression Pressure pression gauge against each by Means of a Compression Gauge spark plug hole and run ning the starter motor with a fully charged battery read the max mum pressure obtained within 5 8 rotations of the motor This meas urement must be made as quickly as possible It the compression pressure of any one cylinder differs by 10 lb sq in or more from that of another the cause must be investigated ww 6 Check and adjust the distributor If the breaker contact points have defective contact surfaces dress them abd adjust the gap to 0 45 0 55 mm 55 eri Also turn the cam of the distributor clockwise and check to see f the governor can carry out advancing function 7 Adjust ignition timing correctly By utilizing a power timing light the function of the governor can be checked together with the ignition timing 1llumination of
65. 0 B 12829 Zeie 32831 001 m 9 15414 1 if 15114 1 S 9 11144 x 9 15114 1 1 ET 9 15414 ae 14 ge 1144 ii m 32912 00800 3 Fork amp Shaft Selectar cross shaft lever Lock pin Plane lock washer amp plane nut Change speed gate assembly Reverse fork Reverse fork rod Check ball Locking ball spring Fork rod locking strip big Fork rod locking strip small First amp second speed fork First amp second speed fork rod Third amp fourth Speed fork Third amp fourth Speed rod 124 Counter Shaft amp Gear Using soft metal dirt drive the counter shaft forward and out of case when the counter gear cluster and two thrust washers will drop to the bottom 57 2 0 of the case d 41 These gears can only be lifted from Ee the casting when the main and drive shafts S x 21 together with their respective gears have N 7 been removed sd To remove the needle roller bear ng ene within the counter gear cluster 11 15 nec 2 n essary to break the reta n ng c rcl ps be Soe s fore driving out the bearing with a suita MES 07 Ix ble piece of metal tubing 213 Fig 4 Main Shaft The main shaft can now be withdrawn from the transmission casing To remove the gears from the main shaft first slide off the third and fourth speed synchronizer assembly then with a
66. 0 001 n 0 025 mm to decide the thickness of Mei ae ment of standard position The standard pimonghes ERE sol 0 mm from axle center as shown if Fig 6 If the 9 SE to discriminate due to the coroosion scrape off th xidize s substance on the surface by a some what narrow grind stone Kit care not to e t 6 scrape off even the mark a 167 Fig 5 Adjustment of Pinion height Adjust to the direction of an arrow 18 accordance with the pimion mark 3 The thickness of drive pinion adjusting shim are arranged as follow ing Sech Standard pP N Thickness Leaf Nos art No 275 mm 0 031n 38127 25660 GE 4 7 X 38154 2660 0 25mm Olin 2 38128 25660 38155 2660 0 125 m y 0 05 38129 25660 3 156 2660 0 075mm 0 0338 38130 25660 The use of the adjusting shim will be explained in the following para graph of adjustment Supposing the drive gear and the drive pinion were replaced as a new set and the height of drive pinion previously used was right prepare the shim of thickness which equals to the difference of fig ures on the new and this pinion Deduct the previously used shim 19 case itit plus increase in case of minus and have the general idea of required thickness of the shim for assembling to prepare It 1s convenient to inspect the condition before disassembling in a way as mentioned later in the m
67. 01 mm 0 1900 0 1890 12 0 16 mm 0 0048 0 006238 zt wr n D gt 119 Amendment limit of dittoed play 0 25 mm 01 in Synchronizer spring Free length 127 mm 0 49 in Outer diameter 6 7 mm 0 25 1n Coil diameter 0 8 mm 03 1h Tension 2 ke at 8mm Outer dia of syn d chronizer locating hole 9 32 in 7 144mm COUNTER GEAR Inner dia at gear bearing 22 420 22 433 mm 0 8826 0 8831 in Outer dia of shaft 16 391 16 401 mm 0 6452 0 64561n Type of bearing Needle roller bearing No of needles 20 x 2 front amp rear Dia x length 3mm x 23 8 mm 0 118 0 936 in Thickness of front thrust washer 3 91 3 96 mm 0 154 0 156 in Thickness of rear thrust washer 3 96 3 91 mm 0 1560 0 15401n 4 013 3 988 mm 0 1580 0 1569 n 4 089 3 140 mm 0 161 0 160 in 4 166 4 140 mm 0 164 0 163 n End play 0 04 0 06 mm 0 0015 0 0023 1n Amendment limit of dittoed play 0 10 mm 0 004 in REVERSE GEAR Inner dia of bush 14 338 14 376 mm 0 564 0 566 Outer dia of reverse shaft 14 249 14 262 mm 0 561 0 56141n Gap between shaft amp bush 0 076 0 127 mm 0 003 0 005 in Shift rod Poppet spring Free length x Coil dia 34 7 x 8mm 1 366 x 0 32 in Wire dia 1 4 mm 0 055 18 a Tension when installed 6 5 kg at 28 mm 14 4 10 at 1 10 1 Dia of check ball 7 9 mm 0 311 in Spring reverse fork pin Free length x Coil dia 29 5 x 10 5 mm
68. 08 728 217 5 8 957 38 375 14 761n 379 14 92 18 Yellow tape with white lines 54010 322081 728 748 217 5 8 957 18 379 14 92in 38415 121n Yellow tape with 4 White lines Ev 153 FRONT AXLE amp SUSPENSION The front axle 1s equipped with the independent suspension with coil spring and telescopic shock absorber and connection of the upper and lower swivel axles with the double transverse links 1s of a ball joint type and the swivel pin 1s not used for it The upper spindle bracket 1s bolted to the front suspension member with caster shims and the lower spindle 1s connected to the lower bracket of the suspension member with the shims EAL REA SE s NNER vi d d INR hy m n N E zB gt 4 R Mea d m 4 Assembly 32200 Front suspension upper ball jont Upper link bush 445 uo 4 Camber shm A M Knuckle sp ndle left hand d 4 Camber 40015 32250 462 7 J Knuckle spmdie rght hand Upper link m Spmdle not Spindle bot abon bumpe ns 40040 0411 1 34535 gt 7 S zw 2 r 5 15218 sum 64538 32200 9 21 siu x s B ic E 4 eund bumper q e 54050 22203 4 EN d Lower l nk 54528 22201 061 wae ior 1 24848 wor Assembly NEA id
69. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 Gear case front cover Front cover gasket Main drive gear nut Lock washer Main drive gear bearing Main drive gear Main shaft pilot bearing Third amp fourth speed synchronizer sleeve Third amp fourth speed synchronizer ring Third amp fourth speed synchronizer hub Third amp fourth speed synchronizer ring Main shaft First speed gear Ma n shaft second speed gear Main shaft third speed gear Main shaft front thrust washer Main shaft gear third speed bush Main shaft cotter throust washer Main shaft gear second speed bush Second speed synchronizer ring Main shaft rear thrust washer Second speed synchronizer hub Synchronizer spring Second speed shifting insert Main shaft bearing retainer assembly Bearing retainer locator Key Main shaft spacer Speed meter drive gear Main shaft lock washer b Main shaft nut Az Locking Locking Counter Counter Counter Counter Counter Counter peg peg Spring shaft gear shaft needle roller shaft front thrust washer shaft snap ring shaft spacer shaft Snap ring Rear thrust washer Needle roller Reverse shaft Reverse gear bush Reverse gear assembly 127 the seal without damaging it conseque
70. 1 6 10416 a 40221 04101 Hud bolt 43217 32200 Grease catcher packing 38164 32200 Rear axle shaft SR 181 the rear axle shaft Draw out the shaft and disc assembly by gripping it outside of the brake disc ADJUST SHIMS INGERT HEAR 5 F g 16 Assembly for Axle Tube Leferring to Fig 17 assemble to the axle tube with the axle shaft with braketdisc assembly Brake disc Grease catcher packing Grease catcher Bearing aget Grease seal Spacer tapper roller bearing Lock washer and Bearing lock nut In this case the shaft must be given a regular end play which 1s the end play of direction to the spline of shaft by the thick ness of adjusting shims inserted at the time of assembling In adjustment for this end play select the adjusting shims for one side Left or Right at the first R ert selected sh ms between the axle tube and the shaft assembly Fit the end play of axle shaft 0 85 1 10 mm Secondary attach the other side of axle shaft assembly and adjust end play 0 05 0 10 mm by selecting adjust shims 182 2 THE INSPECTION WHEN THE CAR STOPS 1 Operating the side brake and setting the revolving of axle shaft the gear backlash and the defacement of the spline in the housing can be found by inspecting the motion of the propeller shaft as moving it to left and right Specially n case of the drive pinion comes out and in the pinion bearing s worn out or the adj
71. 2 Battery electrolyte Fluid level 4 Since the battery fluid gradually decreases due to the loss of water caused by evaporation and electrolytic action the vent plugs in each cell are removed and the fluid level checked It 15 important to maintain the fluid level at about 20 to 24 mm above the battery plates If the fluid level becomes low the specific gravity will rise due to fluid becoming con centrated the paste in the exposed part of the plate will become severely concentrated through oxidation the battery performance will be lowered together with difficulty in recovery and shortening of the battery life The fluid level should be checked D about twice a week during summer or 1n hot regions and about once a week during winter or n cold re gions and the fluid replenished if found low If visual caps are used PERM SS BLE the fluid can be observed directly re He HEES LeveL s 29 PERMISSIBLE from the top without the necessity LOWEST LEVEL of removing the vent plugs As WHEN CORRECT WHEN TOO LOW r shown in Fig 2 the plug center will apear colored if the fluid lev Fig 2 el s normal and appear white if the level 15 low Checking fluid level through vent plug Replenishing fluid The battery fluid 15 replenished with distilled water provided the lose s due to water only and not to battery troubles or overflowing Dilute sulphuric acid 15 not used s this case distilled water is not obtaina
72. 50 mm 0 002 in 2 tE The steering gear 15 worm and roller and has the drum type of vorm gea lowest end of main steering shaft shaft 1s ncased n the jacket tube and the steering wheels kat t the top end of t Thee inter locks with the roller which 1s fixed on the roller shfit 005 pon it to turn and through which turns the steering arm around the axi 29 shaft at the operation of steering wheel The motion of the steering arm 1s that of back and forth n front of drag link and turns the spindle around the king pin with the connecting knuckle arm througiwhich changes the bushings of front wheels The roller shaft itself is supported by the two bearings both sides in the gear housing 2 H SC 140 48054 32200 48418 30800 0000 m 48419 30800 9 11245 9 15115 48405 30800 48029 2200 48032 32200 48035 32200 1 2 9 16120 48037 32200 48064 2716 48020 32200 Ass y Steering roller shaft 48100 335OO L H type 48100 32200 R H type 9 11346 N 48204 32200 Da oy DECH Maa M S c ye 4 de Ww e 48121 2 3 32200 4 5 7 75 de lt lt e R 48102 32201 Set Bis a 48201 3220 48129 32200 48132 32200 48135 32200 48206 30800 48037 32200 L H tyne 2 8035 32200 1 2 Complete gear 480 22006 R K type 48127 32200
73. 7 00100 NN SCH 9 15414 1 15114 1 8 11144 34436 32250 34467 32201 55 32917 00100 9 11146 1 34441 30100 d ws O 34443 30100 S v Kid 34445 20100 26 R me H 114 270 n Ze ve 34446 30000 0 1 6 4 b d For Right Handle 7 For Left Handle d 34452 32200 Fig 2 Remote Control Linkage 123 2 A 32805 00100 Q4 7 32886 00100 yy RES Si 15 22917 00100 00100 3 32885 00100 8 E 1 2 32884 10 2003 06100 11 32882 0 em am ee DJ 9 21020 9 11745 1 7 vu 32917 00100 TO 257 ke F g 3 1 Operating change speed fork 5 assembly 22 Change speed cross shaft 3 Change speed operating fork 4 Change speed operating fork 5 Fulcrum pin 6 Lever change speed cross shaft Lock pin 8 Selector shaft assembly 2 9 Selector shaft 10 Taper p n 11 Selector cross shaft inner lever 12 Cross shaft oil seal 13 Felt ring x 32816 00100 V z E 32803 00100 32829 26760 32831 00100 23 32828 00100 eee ime 201 00800 Z 32910 00800 32885 00100 1 Assy 25 4 8 32913 00100 12911 09101 2 14 15 16 17 33831 00100 20 _32829 2676
74. 8 Brakcet Mounting side 2 0 1 cap 9 N pple 3 Yoke 10 P n on group 4 Field coil 11 Band 5 Field core 12 Through bolt 6 Flat head screw 13 Terminal bolt 7 Armature 14 Commutator z R The connection diagram for the Starter 15 shown 1n Fig 3 The starter switch 1s a key type con bined with the ignition switch By turning switch to the right direc tion the relay on the magnetic switch moves to permit current to flow to the starter and cause the armature to start turning suddenly However the Starter Connection diagram Fig 3 pinion in the pinion group does not 3 Magnetic switch turn because of the counter weight but advances along the screw cut on 4 Starter motor the pinion shaft and meshed into the 91 D Ting gear After advancing about 14 mm the pinion completes the mesh ing into the ring gear and drives it with a powerful torque The direction in which the pinion moves 1s from the end of the shaft towards the starter bracket thus reducting the bending torque After the engine starts and its speed becomes greater than the no load speed of the starter the pin 10n 18 kicked back to unmesh and return to its former position Operational Precautions The instructions to be observed when starting the engine are as follows 1 The starter should be securely mounted on the engine and should not show any looseness j 2 The starter switc
75. 97 008220 5 113510 1 OL 0 ini 301 13111 11 38 ALAN OR OML LY 39180 9408 Ui KRUS WI 01 11801 5 668 501 GH mu 48546 32200 1 24518 9 16215 E 48405 58000 48541 32200 48544 32200 nn 48539 32200 c 9 32302 A PE Fed 8127 30001 KEE 48542 32200 48551 32200 t 150 THE CAUSE OF TROUBLE The cause of the trouble caused in regards with the steering in ope ration 1s closely connected with those of the front axle therefore itis hard to judge then Separately The following are main troubles caused n steering Heavy and difficult operation of handle 1 The 011 n gear box 2 Adjustment of worm and roller 1s poor 3 Damage on corn of worm bearing 4 Hard locking of column jacket bush 5 Steering shaft or tube s bended Insufficient Amount of Turning 1 Adjustment of worm and roller 1s poor 2 Fixing port of gear housing with frame 15 loose 3 Locking position of roller shaft and steering arm 15 bad Unsteady or Trembling Handle in Motion 1 Too much backlash of worm and roller wheel play 1s too large 2 Worm bearing and roller shaft bush 1s worn out 3 Looseness of each bolts on gear housing i 4 Looseness of fixing bolts for frame Insufficient Return of Handle 02 1 T ghtness of each parts mu 2 Worn out parts partial defacement ee iod R 5 r N
76. Fig 1 In this case the lead dioxide and the sponge form lead react with the dilute sulphuric acid the lead portion and the sulfate portion combining to form a lead sulfate film on the surfaces of both the positive and the negativeplates CHARGER SULPHURIC ACID CHARGING A DISCHARGING Fig 1 Thus as the discharging continues the sulphuric acid in the electrolyte becomes more dilute the specific gravity drops and the discharge capa city becomes less If at this time a charger s placed between the positive and negative terminals and current forced to flaw n the opposite direction to that of discharging the lead sulfate covering the plates will be decomposed to increase the density of the dilute sulphuric acid raise the specific gravity and restore the battery to its former state The above 18 an outline of the discharging and charging principles of the battery It 15 requested that these principles be thoroughly understood before servi cing the battery 9 Servicing 1 External inspection Rust or corrosion on battery terminals Damage in battery case Damage n battery posts and improper contact It 1s feasible to check the above points without removing the battery from the car Care should be taken to keep the battery clean at all times so that any abnormal corrosion of the connections overflowing of the bat tery fluid and other visible troubles can be quickly detected and the cause determined
77. For example 6 6 means the backlash of 0 006 n 1 Dial gauge 2 S T D gauge 20 mm thickness 3 Weight block 4 The bearing measured igi 176 After the Operation If 11 15 necessary to use the bearing again at the time of repairing the thickness of each shim of left amp right must be reduced for 0 001 0 003 on the basis of 80 or 60 against standard pre load n accor dance with the practical condition of use because over pre load 5 given to the bearing with the shim of thickness calculated from above method of computation Fig 12 Measurment of Backlash for the Driven Pinion amp Ring Gear T 5 177 ES E ee gt 178 ad 9 21430 38216 01300 38215 300 38210 25660 Companion flange 38214 25660 Q l seal 38140 04100 Pimon front bearing Supply chassis grease to oi seal lip when ass y Adjust Shin adjusting drive pinion and Shin adjusting diff bearing cap and correct tootb contact of gear hypoid Pinion bearing adyust shine making backlash 1 0 15 en am Spacer s Em 5 EE dl i d 5 1 Drive pinion adjust shims Drive pimon Hi 8 h Drive pimon rear bearing Lock pin z _Thrust_washer_ Drive gear r E Pinion mate Lock strap gi Shaft 2 E 4 Diff gear case Drive gear bolt Side gear n S de gear thrust washer
78. IGNITION TIMING cc 37 FUEL SYSTEM e 6 6 9 8 9 2 5 96 5 40 FUEL SYSTEM 05 40 CARBURETOR go de e u iex 45 FUEL PUMP 50 ADJUSTMENT AND INSPECTION OF ENGINE 7 PAT 38 2 saza 55 REMOVING amp Eri or ENGINE ASSEMBLY R e 61 COOLING SYSTEM alu IGNITION SYSTEM ELECTRICAL SYSTEM GENERATOR amp REGUS TOP 5529 BATTERY b CLUTCH 9 TRANS MISSION 9 4 94 9 9 9 DISASSEMBLING THE CASE ASSEMBLING THE TRANSMISSION SELECTOR INER amp OPERATING LEVER CROSS SHAFT PROPELLER SHAFT amp UNIVERSAL JOIN TS ve 4 6 9 9 ee eg e ENGINE ENGINE The engine s of monobloc construction and s fitted with overhead valves operated by rockers and push rods from the camshaft 11 seals are fitted to the valves Three steel backed bearings support the cam shaft which 1s chain driven The ol pump and distributor are driven from the camshaft each component having 1ts own drive shaft The pistons are each fitted with two compression rings and a slotted oil control ring Bearings of the thin shell preformed type are fitted to the connecting rod big ends and to the main bearings A counter blanced crankshaft 1s fitted The centrifugal water pump and cooling fan are driv en by the dynamo belt GENERAL SPECIFICATIONS
79. Y N Retainer 44113 am Adjuster screw Ka 41146 32200 R H H 41147 32200 L H e E cove 44124 1000 57 Adjuster wheel Lock spring 41208 32200 L X 41706 32200 41207 32200 7 H 5 O wheel cl connector us S lI 41130 04100 ss OOV 8 15217 1 Se Adjuster housing ass y 41203 32200 Adjuster retaining Spring 41213 04100 in 41209 32200 Lock plate 41214 55 Adjuster boot 41153 04100 41003 32200 EL 41110 0 41 158 0 B Front brake shoe Fore Bleeder screw 41030 32202 41128 0410 41128 3000 4 41129 30001 41021 32200 S Shoe return spring 41023 3221 Front brake shoe After 41031 32202 41021 32200 41039 32202 Front brake shoe return spring Component of Front Brake 1 185 D Dd Die ar K A b 0 Oh iF ya 4 i s 7 a n d 4 H iul Pa ba Ak ae L i W I 0 SH 41 ut d i oo Hi Ki Bo 4 i D qw A PT D t A cl 8 de ak d h k a s ME 16 Bum 8 Bea 5 90 PED Mw eh D i 1 RE ae La b abe Pi Ki Ke K 1
80. actor Adjusting the Brake Points To adjust the breaker points turn the engine crankshaft with the crank handle until the break r 1s fully open Then loosen the breaker point f x ing screw Next by turning the adjusting screw move the plate until a feeler gauge of 0 45 to 0 55 mm 0 018 to 0 022 ins thickness slides easily between the breaker points Then tighten the fixing screw securely Finally check the gap once more then reinstall thr rotor The in terior and exterior of the cap 135 wiped clean with a soft dry piece of cloth extra attention being paid to the areas between the terminals Clean the center electrode on the inside of the cap also The vacuum type timing advancer 1s functioning properly can be de termined by the inspection pointer located at the diaphragm if as the engine 15 being run this pointer moves when the engine speed is Suddenly changed the advancer 1s satisfactory O 45 T7055 9 018 CH 96 ADJUSTING THE IGNITION TIMING The ignition timing 15 adjusted to 10 degrees before top dead center with the engine stopped as shown in Fig With this adjustment the automatic timing advancer of the distributor advances the ignition timing even further at the time the engine starts to rotate and the timing 1s maintained constantly at valves suitable for the rotational Speed With the engine stopped adjust so that the distributor breaker point Just breaks when the piston of the No 1 cylinder 1s n
81. ain air bleed This vaporizable mixture 18 inhaled into double venturi by negative pressure and more perfectly vaporized to be led t into the cylinder But dia meter of jet differed from former one to be matched with per formance of engine e Accelerating System Due to adoption of separate type of accelerating system and power valve system instead of unit type reasonable accelerating system will be given The dumper spring 1s set in the accelerating pump piston which 1s double unit type In case that the piston reaches to lower end of cyl nder when pump rod is pushed by pump arm dumper spring 1s pressed then pump piston will operate up to fully opening of throttle valve 0 6 mm hole s provided at the top of accelerating nozzle the pump arm have three holes to be get correct amount of gasoline air mixture caused by engine condition 36 the connecting rod should be inserted to inside hole in winter and to outside hole in summer f Secondary Barrel Changing to Secondary Side The throttle valve of secondary barrel will be opened by dia phragm which 1s operated by negative pressure of venturi At the most narrow part of venturi placed in lower side of both carburetor primary amp secondary 1 3mm intake hole of negative pressure s prepared and from which the passage of negative pressure 1s led to outside of diaphragm The diaphragm 1s made from rubber being added oil proof nylon and fixed to diaphragm r
82. ap 3 Valve locker cover 2 2 4 Cover Kam joint P om en rs 5 Thermostat sinsi 6 Cyl nder head 7 Cylinder head gasket j 1 3 11614 10005 32200 Cylinder Head A Piston and Connecting Rod Removal Drain the colling water from the engine and radiator Drain and re move the ol pan from the engine then disconnect and remove the 1 strainer Take out the pal nuts and cap nuts from the big ends and with draw the caps When used parts are replaced after dismantling 11 is essential they are fitted into their original positions To ensure correct refitting mark the caps and connecting rods on the sides to identify then together The piston and connecting rods must be withdrawn upwards through the cylinder bores Release the connecting rod from the crankshaft side and slowly push the piston and rod upwards through the cylinder bore with the wooden bar Note It may be necessary to remove the ring of carbon or lip from the top of the cylinder bore with a hand scraper to avoid risk of piston ring breakage Remove the assembly from the top of the cylinder block Check the crankpins for ovality with a pair of micro meter calipers and examine the bearing surface for scoring either defect will necessi tate the removal of the crankshaft for regrinding CONNECTING ROD Material Length center to center Big end bearing Material Width Thickness B Diameter of big end
83. ap from the bleed screw attach a bleed tube open the bleed screw three quarter of a turn and pump the clutch pedal until all the fluid has been drained into a clean container Unscrew the flexible pipe union and adjustable push rod The ope rating cylinder can now be removed Remove the rubber cover and if compressed air hne 1s available blow out the piston from the side of union Examine all parts especially the seal and replace if worn or damag ed Assembing Place the seal into the stem of the pistoh with the back of the seal against the piston replace the springs with the small end on the stem smear well with the recommended fluid and insert into the cylinder Replace the dust cover and mount the cylinder in position making sure the push rod enters the hole in the rubber boot Secure the cylinder with the pinch bolt and screw in the pipe union Bleeding the Clutch System Remove the bleed Screw dust cap at the operating cylinder open the bleed screw appro ximately three quarters of a turn and attacha tube immersing the open end into a clean recep tacle containing a small amount of brake fluid Fill the master cylinder C mmended fluid and by using Slow full strokes pump the clutch pedal until the fluid entering down stroke of the pedal screw up the bleed screw Fig 2 remove the bleed tube and replace the dust cap When the clutch pedal 15 depressed the force is transmitted to the bearing and t
84. aring 13 Gear carrier packs LE MA Hypoid drive pinion 14 Washer N 3 Hypoid drive gear 15 Nut 5 Diff gear case 16 Stud n so Diff bevel side gear 17 Drive pinion nut DD sl O t Diff bevel pinion mate 163 4 12 Tak ng out the rear bear ng outer race of gear carr er The drive pinion bearing outer race replacer should be employed in this case In other upon the stud so as to make the screw at the center of carrier and set the adapter at the lower frim of the race Supporting the tommy bar and screw up till the corn closely touches the adapter then screw the wing nut to take out the rear outer race 13 To pull out the front bearing outer race from the gear carrier set the tool body pull t out with adapter n the way of rear race INSPECTION amp REPAIRING OF DISASSEMBLED PARTS Every parts after they are disassembled should be cleaned and clean ed by the compressed air before making an inspection and adjustment 1 Each bearing should be inspected in every unit of ass y in regard with the defect and defacement before diciding to reused them 2 Every gear should be inspected as to the locking condition defacement or any defects on the surface to see if they can be reused In case of insufficient standard h cklash deformation or found re placement 1s necessary Mh Specially the drive pinion and dr vi gear should be replaced in a set wnenever the locking con
85. arrow part of venturi tend downward then the heigher negative pressure to the diaphragm 18 given accordingly the diaphragm 18 more pulled to outside and secondary throttle valve 1s largely opened finally opened perfectly Generally primary barrel have no resistance up to 50 of valve opening angle and no necessity operate secondary barrel so that the secondary throttle valve will not open due to cam mechanism This cam mechanism is explained that the throttle valve arm pin fixed to throttle valve shaft in secondary barrel will be prevented by cam installed at primary throttle valve arm until 50 opening of primary throttle valve 1s obtained so that the secondary throttle valve cannot open The primary throttle valve 1s more opened then secondary throttle valve will become free by putting cam off from the pin accordingly secondary throttle valve will operate freely by diaphragm and fully opening of primary throttle valve will result fully opening of secondary throttle valve In this condition closing the primary throttle valve the se condary throttle valve s closed by the operation of cam then negative pressure in manifold 1s increased and secondary throttle valve is entirely closed therefore rotation of engine will smoothly reduced f g Secondary Fuel System 7 There 1s a head between the top of nozzle and float chamber therefore to spout the fuel from the main nozzle secondary throttle valve 1s remarkably op
86. at housing Take off the rocker assembly not forgetting to slacken the external cylinder head bolts at the same time Withdraw the push rods keeping them in the order of removal The cylinder head can now be lifted off the cylinder block To fac litate breading the cylinder head joint tap each side of the head witha hammer using a piece of wood interposed to take the blow Do not use excessive force When lifting the head a direct pull should be given so that the head 1s pulled evenly up the studs Remove the cylinder head gasket Decarbonising Remove the cylinder head With the valves still in position remove the carbon from the combustion chambers and the valve faces Leaving the valves n position for this operation ensures that damage cannot be caused to the seats by the wire brush which should be used for the removal of carbon If the exhaust valve heads are coated with a very hard deposit this may be removed by using a chisel shaped piece of hardwood Remove the valves and using the wire brush clean out the carbon from the n let and exhaust ports Blow out all traces of carbon dust with compressed air or type pump and finally clean the ports with gasoline and dry them out The carbon should now be removed from the piston crowns Rotate the engine until the piston to be worked 08 15 at T D C Protect the other cylinder bore from the entry of carbon particles by pushing a non fluffy rag into them Using a chisel shaped piece of ha
87. at center of pat from toe board DRIVEN PLATE ASSEMBLY This 1s the flexible type in which the splined hub 1s indirectly attached to a disc which transmits the power and the over run through a number of coil springs held in position by retaining wires Two friction linings are riveted to the disc COVER ASSEMBLY x The cover assembly consists of pressed steel cover and a cast iron pressure plate located by six springs Mounted on the pressure plate are three release levers which pivot on floating pins retained by eye bolts the eye bolts and secured by staking Adjustment nuts are screwed on Struts are 1nterpossed between the lugs on the pressure plate and the outer end of release levers Anti rattle springs load the release levers and retainer spring connect the release lever piate 106 RELEASE BEARING The release bearing consists of sealed type ball bearing t located by the operating fork and the release bearing retainer spring CLUTCH PEDAL When depressing the pedal the return spring works to push back until the pedal comes to half way but when the pedal goes over this position 1t works reversely to push down the pedal As the return spring 38 adjusted so that the lower end of the pedal has tension of 2 2 5 kg at position 182 mm from the toe board required strength to the pedal 1s about 17 kg ina full depressing but 11 becomes 12 17 lighter due to the operation of this return Spring
88. at low speed in HIGH TOP gear acceleration 1s applied sudden ly 47 FUEL SYSTEM The fuel tank has a capacity of 44 litres and s situated at the rear of the luggage compartment The fuel pump operated off the camshaft draws fuel from the tank and forces it into the carbur tor float chamber A large and efficient air cleaner filters the air supply to the carburetor FUEL SYSTEM GASOLINE TANK 12 US Gal z 17455 257 or 17218 32200 M 17424 32200 9 15514 1 9 15114 1 1 14414 1 17501 34200 M 17264 30100 21505 118 17231 32200 17291 32200 5 9 99422 1 9 98130 1 17229 32200 2 17232 32200 17401 32200 9 15415 1 9 15115 1 1 14522 1 F g 2 Gasoline Tank Mounting Situated on the top face of the tank 1s the gauge unit To remove withdraw the set screws which secure the unit to the tank not foregetting to disconnect the electrical lead beforehand Care must be taken not to strain or bend the float lever as this may seriously effect subsequent gauge readings Remember this also applies when refitting the unit Examine the joint washer to ensure that t 1s n position and undamage This s essential as the joint between the tank and gauge unit must be fuel tight TROUBLES amp REPAIRS OF GASOLINE TANK A When Fuel Leaks from Gasoline Tank When a crack distortion or damage 1s found 1n the tank repair or ES replace it 5
89. ator as to the quantity of lubricant in the engine Before testing the level of the 011 ensure that the vehicle is as near level as possible Always wipe the dipstick clean with a non f uffy cloth before taking the reading It should be remembered that time fnust be allowed for new 011 to reach to sump before reading the dipstick Check for Low Oil Pressure The oil pressure gage 1s installed at the instrument panel The 1gni tion switch s turned on and when the engine started firing and the oil pres sure increase normally as before mentioned Should t keep normal pressure during the engine running 1t 15 result of the 611 pressure down too low or the shortage of oil n the ol pan Check the level of oil in the oil pan by means of the level gage and top up if necessary If the pressure 1s still too low after refilling the oul switch s off and ascertain that the strainer 1s clean and not choked with sludge 4 also that no air leakage exists at the strainer union on the suction side of the pump In the case of 031 pump being defective remove the unit to rectify the fault If the engine bearings are worn the oll pressure will be reduced A complete bearing overhaul and the fitting of replacement parts 15 the only remedy necessitating the removal of the engine from the chassis LUBRICATION Circulation Pressure lubrication 15 used throughout the unit and 1s provided by gear pump nondraining
90. ay under the rear end of the gear box to collect any surplus 031 that may drain off The operator should now take the weight of the propeller shaft and then draw the splined end out of the transm ss on x D Dismantling AUS 5 1 R Clean away the paints from all the snap rings and bearinguaces to f ensure easy extrac t on of the bear ngs 25 A Remove the snap rings by pressing these ends together ahdiprise 9 out with screw driver If the ring done not come out tap the bear n Stace lightly to relieve the pressure against the ring oe Hold the splined end of the shaft n one hand and tap the radius of the yoke with a lead or copper hammer when teh bearing will begin to emerge If difficulty 1s experienced use a small bar to tap the bearing from the inside taking care not to damage the race itself being careful not to loss any of the needles 137 r Ek ve Mi ex Repeat th s opera tion the other bearing and the splined yoke can be removed from the spider The same proce dure can be utilized to detach the other spider from its yoke EXAMINATION amp CHECKING FOR WEAR l When the propeller shaft has been in use for a long t me the parts most l kely to show s gns of wear are the bearing races and the spider journals The complete assembly should be renewed if looseness or stress marks are observed as no oversize journals tia
91. ble water from city mains or other clean water may have to be used As city water in many cases contains iron or purifying agents a filter eich as puric should be used After replenishing the battery fluid the battery should be charged at least 20 minutes in order to allow the fluid to mix thoroughly This proce dure should be specially observed in cold regions due to the fact that if the replenished fluid 18 slow to stand without mixing there 1s a danger of the water separating to the top and freezing If the fluid level becomes low due to leakage caused by overflowing from vent plug or from damages in battery the trouble should be corrected first and the fluid replenished or replaced with dilute sulphuric acid made up to the same specific gravity as that n the cell When the fluid becomes exceedingly dirty t should be replaced since there are impurities mixed in the fluid The density of the replenishing or replacing fluid 1s determined by the specific gravity determination procedure described n the following chapter A slightly lower specific gravity of 1 260 1s used instead of the normal 1 280 at 20 C After replemshing the battery s wiped to remove all traces of spillage and the vent plug crewed n tightly plug is cleaned at this time to allow the gas to escape freely from the vent hole Specific Gravity The specific gravity of the battery fluid varies with the state of battery charge and when the battery is fully c
92. bviate any damage due to freezing of the cooling system When heavy frost 15 mm nent the cooling sy stem must be complete ly drained It 1s not sufficient merely to cover the radiator and engine with rugs and musfs There are two drain cocks one on the left hand side of the cylinder block and the other at the base of the radiator block Both taps must be opened to drain the system and the car must be on level ground while draining i The drain taps should be tested at frequent intervals by inserting a piece of wire to ensure that they are clear This should be done mme diately the taps are opened so that any obstruction freed by the wire may be flushed out by the water The draining should be carried out when the engine 1s hot When completely drained the engine should be run for a timed minute to ensure that all water has been cleaned from the system A suitable notice should be then affixed to the radiator indicating that the water has been drained Flushing the Radiator To ensure efficient circulation of the coolant and to reduce the forma tion of scale and sediment in the radiator the system should be periodi cally flushed with clear running water preferably before putting in anti freeze in the winter and again when taking it out 16 the spring The water should be allowed to run through until 1t comes out clear from the drain taps At intervals a stiff piece of wire should be inserted into the taps during draining to ensure that t
93. cator fails to swing but sparking s observed when the wiring connecting the battery with the terminal on the dash unit 15 discon nected at the dash unit end and grounded it proves the wiring 15 satisfac tory and the trouble 1s in the dash unit itself If sparking does not occur the wiring which 1s thus indicated to be out of order should be repaired or replaced we Incorrect readings of the indicator probably means that the height of the float of the tank unit 15 in error In this case adjust the height of the float by bending the rod Trouble with the unit are difficult to repair 50 11 should be replaced by a new unit In checking the tank unt be sure to insert a fuel gauge n the circui between the battery and the unit FUEL SYSTEM Specification of carburetor used for G type engine D3032A 1A Bore dia mm Venturi mm Main jet Main air bleed Power jet Slow jet Slow air bleed First Second Slow economizer Inner dia 75 Outer dia Inlet dia mm Used for H type engine D3234A 1A Bore dia mm Venturi dia mm Main jet Ma n air bleed Power jet Slow jet Slow air bleed First Second Slow economizer Inlet dia mm Inner dia Outer dia Ka Construction and Function CARBURETOR A dualtype carburetor with new mechanism 38 adopted dia gragm type operated by negative pressure accordingly high power can be obtained with suction resistanc
94. ce 190mm Room or Rear Body Interior length 1885mm Inter or w dth 1 390mm Interior height 1180mm WEIGHT Vehicle weight 1210kg 1240kg Seating capacity 6 persons Max loadage Gross vehicle 1540kg weight 1570kg PERFORMANCE maximum speed 140km h 88m h Fuel consump 15km liter tion Grade ability 0 506 san 9 0 496 Minimum turning 5 6m radius Stopping distance 14 3mm Initial speed 50 km h SPECIFICATION L31 U V P L 31 U L H31 U 4490mm 1690mm 1505mm 2530mm 1338mm 1373mm 190mm 1785mm 1390mm 1180mm 1180kg 1510kg 130km h 81m h l7km hter 0 420 5 4m 14 3m VP L 31 U 4690mm 4650mm 1690mm 1690mm 1520mm 1505mm 1530mm 2530mm 2690mm 1338mm 1338mm 1373mm 1373mm 190mm 190mm 200mm 2730mm 1945mm 1750 990mm 3 persons 6 persons 4500kg 400kg 1390mm 1185mm 1390mm 950mm 1180mm 1350kg 1260kg 1315kg 8 3 6 6 a 500 400kg 1790kg 1590kg ssa 1980 2045kg R e 140km h 140km h 130m h M 15km liter 15 5km liter 0 433 0 490 0 370 5 4m 5 7m 14 3m 14 3m 2 SC TT a p EN 3 ENGINE ee a GENERAL SPECIFICATIONS 124 LUBRICATION 999999 er 75 SERVICE OPERATIONS y r ENGINE x IN POSITION Gg i 1 ROCKER MECHANISM Kass en 19 ADJUSTING THE
95. connecting rod cap position the cap and the locking washers Insert the setscrews and tighten with a torque wrench to 35 45 lbs ft 4 8 6 2 kgm Finally set with the pal nut Check the connecting rod big end for side clearance 7 1000 n and see that the shell bearings are not binding on the crankpin when rotating the crankshaft If t s diffi cult to turn undo the big end and examine the shell and seat for dirt or grit Before reassembling al ways apply a little clean 011 to the piston surfaces and into the cylinder bore Never file the connecting rod caps or their mating surfaces as this creates oval ty in the bearing Removing a Piston Remove the clamping bolt from the small end of the connecting rod and push out the gudgeon pin The gudgeon pin 1s a push fit in piston at 30 40 C When reassembling ensure the gadgeon pin is positioned in the connect ing rod so that 115 groove 1s in line with the clamp screw hole Check that the spring washer fitted under the head of the pitch bolt 1s not damaged PISTON PIN Type Pin fit to piston pin hole Diameter Length Fit clearance pin and connecting rod Full floating Snap rings at both end of pin in piston Thumb fit at 30 40 C 86 104 F 21 99 22 0 mm 0 8657 0 8661 1n 73 mm 2 8740 in TIGHT 0 01 mm TIGHT 0 0004 n LOOSE 0 018 mm LOOSE 0 0007 n PISTON RINGS Top ring Plane type chrome plated 2nd ring Tapered t
96. crank pulley will enable to inspect the conditions of running and advancing of the timing B T D C 12 550 rpm 8 Inspection of fuel pump and gasoline strainer 9 Adjust the slow setting of carburetor 10 Checking operation of generator Check the generating condition and functioning of the cutout relay by means of indications of the ammeter 11 Adjustment of slack fan belt 12 Adjustment of valve tappet clearance Diagnosing of Engine by means of Vacuum Gauge and Combustion Tester In diagnosing the engine the condi tion of each cylinder can be assumed by measuring 168 compression For employment of a vacuum gauge connect t to the engine intake manifold and refer to Fig 2 The use of a master motor tester as showing in Fig 18 convenient When a combustion tester 1s used install a special intake pick up 1n the exhaust tube and after the engine has been started analyze by means of a special gauge the combustion gas which flows through the connecting hose into the tester and judge the combustion condition according to the mixture ratio of fuel and air When measurement 15 to be made in rainyor cold weather muse an auxiliary condenser between the pick up and the meter otherwise the excessive moisture in the exhaust gas will damage the functioning of the Fig 2 meter if permitted to enter t Motor Master Tester Available for 4 6 and 8 Cylinder Engine When a tester s to be
97. d and the parts are to be ins pected the armature growler 1s used for this purpose n the following mahnerk p ow agio Testing for Grounding in Field Coil The ground terminal of the field coil is removed one lead from the growler is grounded while the other lead is contracted with the other field coil terminal If the test lamp on the growler l ghts the field coil 35 grounded so that it should be replaced with new coil If the test lamp fails to hght the field coilis free from grounding Testing for Shorts in Field Coil The field coil s placed in series with an ammeter between the positive and negative terminals of a 12 volt electrical source If the ammeter shows an exceedingly high reading the field 1 15 shorted and should be replaced Rated currents are Hitachi 10 5 amperes Lead Wire Test Circuit Test To test the lead wire thatis the wiring from the plus brush holder to the generator A terminal the two leads from the growler are contacted with both ends of the lead wire If the test lamp lights there are no defects but if 11 fails to light there 15 a break in the lead wire which should be replaced If one test lead 1s contacted with one end of the lead wire and the other test lead contacted to the body and the test lamp hghts the lead wire 18 grounded Plus Brush Test One lead from the growler 1s grounded and the other lead 1s contacted with the plus brush holder If the test lamp lights the br
98. d form Unscrew the bolts and remove the z pump with its drive shaft 7 p OW 250 Ge AA Dismantling the Oil Pump Remove the setscrews and spring washers which secure the cover to the body and take off the cover On tilting the body upside down the drive gear and its drive shaft with a gear Refitting the Oil Pan Clean out the oil pan by washing 11 with gasoline the care to remove any traces of the sediment before refitting the 011 pan to the engine Pay pat cular attention to the oil pan and crankcase joint faces and remove any traces of old jointing ma erial Examine the joint washer and renew it if necessary The old joint washer can be used again if 11 sound but it is advisable to fit a new one Smear the faces of the joint with grease and fit the joint washer Laft the oil pan into position and insert the setscrews into the flange tighting them up evenly Reassembling the Oil Pump OIL PUMP Performance test 22 ltr 5 8 US Gal minute at 2000 rpm pump Pressure 4 kg cm2 5 89 15 in2 Engine oil SAE 20 temperature 70 C 158 F Regulator valve locked Vacuum 3 94 in Hg 100 mm Hg Gear back lash 0 55 0 3 mm 0 010 0 012 18 Clearance between gear amp cover 0 04 0 11 mm 0016 0 00431n 15028 3220 Driving spindle Regurator valve 15041 32200 15132 5800 15133 58000 Req valve spring Regulator shim 15136 7 58000 15030 32200 9
99. d with condenser to prevent drop of secondary voltage and ahsorb the sparks at make and break con tacts m 1 Fig 1 Wiring diagram of ignition system 1 Battery 2 Magnetic switch 3 Starter motor 4 Starter button 5 Ammeter 6 Ignition switch 7 Ignition coil R 8 Condenser IGNITION COIL Type 64 Primary voltage Primary current Gap test 9 Contact point 10 Distributor 11 Cylinder head 12 Voltage regulator 13 Generator 14 Primary cord 15 Secondary cord 16 High tens on cord Hitachi CIZ 01 Hansh n HU 13C 12 volts 1 8 ampers Check cause if current s less than one ampere or more than three amperes 8 7 mm 0 275 1n or more at 1800 rpm 80 C temperature of coil 1 Primary cord terminal 2 Primary cord terminal 3 Secondary cord terminal 4 Primary coil 5 Secondary coil 6 Core ron F g 2 Section of ignition coil Inspection Most troubles with the ignition coil can be attributed to short circuit of primary or secondary coils caused by their defective insulation over heating or interior damage With such a faulty ignition coil 1t does not generate sufficient second ary voltage and the engine will misfire But as repairs of troubles are very difficult except n cleaning termi nal connection replace a defective ignition coil Check of functioning of coil Remove the cap of the distributor and t
100. dding n t 18 being only necessary to ensure that the housings are scrupulously clean and dry and to place the bearings into position with the tangs located n their corresponding slots Always renew bearings if they are scor d or damaged in any way or following the regrinding of the crankshaft bearing surfaces In the latter case undersize bearings will be required and the kinds of sizes available are 0 010 0 020 0 030 and 0 040 etc Replacing Pistons and Connectig Rods r2 1 sert each piston and connecting rod assembly into the cylinder from heh n was taken t s essential that the split in the skirt of the piston isrpositioned towards the camshaft Compress the piston rings with inserting piston using tool Fig 3 and gently tap the crown of the piston with the wooden end of a hammer handle until the piston is clear of the piston ring clamp z Now push the piston down the cylinder block until the big end of the connecting rod just protrudes through the bottom of the cylinder bore then position upper half bearing shells Note Each upper amp lower bearing has the oil holes there by ensuring sufficient and 11 15 of the greatest importance that the corresponding oil hole in the bearing shell registers with the oil way to provide an unobstructed passage Wi 28 Pull the connecting rod onto the crankpin taking care not to injure the bearing surface Insert the shell into the
101. dition gets worse and the defacement 1s already r progress because t would caus he noise in later operation and be difficult to adjust even with proper yastment s made dr The 7 driving condition at the surface of drive pinion gear should b about from 2 3 mm to 3 4 n unloaded driving while the gear surface ta fit such from tip to full surface in an ordinary loaded driving gt The of this condition can be made as t 1 SUE ia fA to to inspect them as t s do otherwise by cleaning the both with thet nage Before disassembling and paint thinly and evenly with the mixed with thi Eis om the gear surface drive side then turn the pinion with hand to prisit th Mirage s of t on the gear Which shows the situations of considerably worn EE 8 vx In case of unloaded test t 15 perfect that the gears contact for about three quarter at the center of 1 4 of whole gear length from tooth interior tip end of gear on the pitch line s 164 3 Lock the side gear with pinion together with respective thrust in the gear case In case of the backlash over 0 2 mm and the clearance between the side gear and thrust washer exceeds 0 5 mm replace the thrust washer The else worn out parts should also be replaced The contact when ring gear 1s too close to pinion center in case of backlash should be adjusted closely or it gives much noise 4
102. dle valve carrier from outside and adjust the shims at the root of it Increase or decrease of two shims makes the fuel level up or down about 0 39 inch mm When the fuel level s wrong density of the mixture gas will become improper and the engine will get in disorder FUEL STRAINER AND FUEL PUMP Newly designed unitizing with the strainer Remove the glass bowl by slackening the nut on the top to clean the interior Remove the drain cock to eliminate deposits at the bottom Fuel pump Type Diaphragm Method driven Driven by camshaft Performance Out put Min 2 per m nute ar cam 1 000 r p m Max out let pressure 0 3 m 4 3 1b 1n The fuel pump which is of the diaphragm type s mecha nically driven by the eccentric part of the camshaft of the engine It draws gasoline from the tank and delivers it under pres sure to the carburetor Fuel pump amp fuel strainer ass y The fuel pump which 18 of the diaphrgm type 1s mechanically driven by the eccentric part of the camshaft of the engine It draws gasoline from the tank and delivers t under pressure to the carburetor Even when the engine 1s not running fuel can be delivered under pres sure by moving the hand primer up and down By the rotation of camshaft rocker arm 1s pushed and pull rod of dia phragm 1s pulled down At the same time diaphragm goes down against diaphragm spring and then 1s pushed up again 118
103. e Accelerating system is separated from power system to get more sufficient operation of accelerating pump simultaneously power system 18 automatically operation by negative pressure res ponding to the engine load so that the economical fuel consumption will be obtained in high speed or accelerating The needle valve 18 located vertically but horizontally for the reliable operation a Float Chamber Needle valve 1s located vertically as mentioned above accordingly over flow caused by partial wearing will be prevented b Choke System Semi automatic eccentric choke valve 1s adopted for only pri mary barrel and combined with the throttle valve accordingly in case of fully closing of choke valve the throttle valve 38 little opened for the easy starting c Slow System Slow system is almost same with former one 1e after passing through the main jet proper fuel will be ready by slow jet and vaporized with mixing the air coming from 181 slow air bleed and the above mixture s properly ready by 2nd jet which s so called slow econom zer then this mixed fuel will be re m xed with the air taken 1n by 2nd slow air bleed thus the more sufficient vapour will be gain and injected into slow port d Main System The mixture used in normal condition is mainly provided from primary barrel thus system 1s just Same with former type of dual barrel ie the fuel will be properly prepared by ma n jet and mixed with air coming from m
104. e 2 Replace resistance paper and clean 1 Wiring terminal loose or discon Same as Wiring nected at left 2 Wiring broken or shorted tion trobles Hitachi tsub sh H tach M tsub sh Temperature sta off 011 1 Coil lead wires 1 Constant voltage 1 Repair or replace Regulator 1 Wiring almost broken or grounded Same as at left 2 Loose terminal t le defective ground 1 Re adjust Insufficient charging Same as at left at left relay operates P screw 1 Commutator surface 1 Dress with sand 4 dirty or damaged Generator 2 Poor brush contact 13 Armature field coil shorted broken wire 1 Re tighten Same as at left 2 Replace wiring 1 Re adjust ICK SCRD CCA DF N RH ICA SCRD CCA DF N RH 1 Replace wiring or repair grounded Wiring Same as part at left 2 Tighten terminal securely or correct ground x 1 Voltage regulator voltage too low Regulator 2 Resistance in voltage regulator bilizer 7 ohms sta shorted bilizer 25 ohms 2 Reseat or replace brush shorted or broken relay operates 2 Carbon disc dama at low voltage 1 Constant voltage 1 Adjust by turning Cut out 1 Cut out relay points 1 Dress point with Same as dirty or damaged Same as at left sandpaper at left 3 Repair or replace ged 2 Replace carbon disc 1 Cut out relay w
105. e rator terminals regardleds of the vehicle speed thatis over a wide range of engine speeds and also Br duces an output conforming to the load In other words conforming to the state of battery charge the charging current is automatically regulated preventing excessive charging or discharging When the load 1s increased Suddenly the output will increase correspondingly so that the hfe of the battery will be prolonged Generator onstruction 3 As shovmaTi F g 3 the generat shunt wound and ventilated by a f Fig 3 Generator sectioral view 1 Frame 2 Armature 6 Ball bearings 3 Field coil 7 Fan pulley 4 Commutator 5 Brusk pring Fare 7 a x To disassemble first remove the drive pulley Then after removing the band cover press the brush spring back and pull out the brush from the holder Then by unscrewing the two through bolts connecting the end covers the generator can be disassembled as shown 1n Fig 3 All disassembled parts with the exception of the field coil and the arma ture coil are washed with gasoline before being inspected and reassembled When reassembling the front bearing being of the ball bearing type s filled with magneto grease while the rear bearing s lubricated with a few drops of light engine 031 When installing the generator on to the engine care should be taken to see that the fan belt 1s properly tensi
106. e i rua pourquio de 1 ni g re Hur quey i ite dure went Si ane jon AR work n anet O m Wd mh L 1 AQI pr LL Sank m dure 2 5 H T 611 5 1 1 qois f funy dag yorma Pes an COG Mun 64 03 e og nola 3532 3 D Pay 2 Ig 8 squids 40103 8104 40104 393815 20150 481 88 8 843 Enid 03581177 8 joo mol duet LN von yunu J T ee L gt e d 1 amp m b om m at 9909 yun mininin deis 61229591 Bu Jayeng 5 dure dii E vg ed O 4815 8 v LH tn e 0 rt Poon L 649 ili dur Train uim 1 78 8 buy 2 85 duej stima 49 It uan die dove w n dl OH nonme soog 9 1 dumppeeq 13008 2 7 GENERATOR REGURATOR Trouble Shooting Generator Equipped with Voltage Regulator ondi Location Cause of trouble Remedy f 0 at low voltag
107. e that the radiator and cylinder block drain tapes are closed and re fill the radiator Clean and adjust the sparking plugs and refit them clipping on the high tension leads The firing order of the engine s 1 3 4 2 Replace the clip which secures part of the electrical whiring harness to the side of the head The ignition can now be switched on and the engine started When the normal operating temprerature has been reached switch off and remove the rocker cover so that the valve clearances may be recheked Replace the rocker cover and fit the air cleaner when the final check has been made Whilst the engine is running check that the water hose connections and fuel line unions do not leak Tighten them if necessary OVER SIZE VALVES STEM AVAILABLE 13201 32200 985 7 970 mm 3144 0 3138 in 185 9 170 mm 3223 0 3217 in Guide hole dia 8 018 8 000 mm 0 3157 0 3150 in 8 218 8 200 mm 0 3235 0 3229 in Standard 13201 32201 Over size 0 2mm 0 008 n 8 418 8 400 mm 0 3314 0 3307 in Guide hole dia 018 8 000 mm 3157 0 3150 in 385 8 370 mm 3301 0 3295 n no Exhaust Valve Stem diameter Standard 13202 32200 7 960 7 945 mm 3134 0 3128 in 0 4mm 0 016 1n 13202 32202 oo o0 o LADY 218 8 200 mm 3235 0 3229 1n 160 8 145 mm 3213 0 3207 in 13202 32201 Over size
108. ear side of the carrier downward and set the tool under it then Support ing the end surface of drive pinion press in the bearing by using the drift The operation would be easier by using gt drive pinion front bearing inner lace inserter as shown t Fig 7 Pinion Bearing Preload Gauge 170 ZY Tighten up the pinion nut by turning t slowly with hands with the use of pre load gauge as Fig 9 to the degree that support the bearing pre load at 7 10 kg cm When the drive pinion 15 mounted in the previously mentioned condi tion t 1s necessary to measure the height of rear surface of the pinion whether t 1s higher or lower than the iz standard Make use of the special 1 drive pinion arrangement gauge The standard height of the pinion is 21 mm from the bottom of the side bearing fixed with the carrier The fixing position can be measured by setting an arc of circle on both sides of arrangement gauge at the posi tion of side bearing and insert the thickness gauge in the clearance bet ween the tip of gauge bar and the pinion such as to push in by scraping of the carrier in diagonal otherwise preload and the pinion height of the NN a 241 bear ng would comeout of order and E S tend to cause an unexpected trouble Fig 8 Use of drive pinion in future bearing Pre load Gauge 5 The formal adjustment of th drive pinion bearing and preload After the fixing position Ze ve pinion 15 decided as ment
109. easurement of pinion height Besides the con dition of defacement on the carrier the pinion bearing must be taken into consideration though t will be explained in detail later B Fixing and Adjustment of Drive Pinion 1 Drive pinion rear bearing outer lace should be mounted n the car rier In this case after inserting the properly selected adjusting shim as previously mentioned between the carrier and bearing race mount the outer lace by the special tool of drive pinion front rear bearing outer race replacer For adjustment of previously mentioned pinion height the shim at the rear side of this outer race 1s increased or decreased and the race also must be taken off 1n each time for this adjustment therefore the tools must be handled properly to avoid such a s tua tion as to make the bearing hole of carrier in an oval Referring to handling method of tool set the adaptor ring on the c rn to guide the body of tool at the small hole of carrier put the rear outer lace on the corn as bearing surface faces inside at the tip end of screw and put the split adaptor inside race At the same time support ing it by the bar twist up the corn till the adaptor and lace come to the setted position then screw up the wing nut so as the race be housed properly at the setted position is D amp r 2 Mount the front bearing outer lace in the carrier For mounting the front outer lace take off at first the adapter from the front end of the
110. eats In screwing in of upper and lower bodies and diaphragm fit them to gether according to the marks which were put before the disassembling and align one screwing hole to 165 mate and then screw n at the position where the diaphragm 1s fully pulled down with the rocker arm pushed to wards the side of the body by and pressure Do not screw n tight one by one since t causes warping Instead clamp all the screws round loosely and uniformly Then tighten them diagonally and lastly retighten all of them n order to make sure i As a general rule gaskets should be replaced by new ones Installation on the engine 1s done in the reverse order to that for d s assembly Be sure to set the rocker arm so that it 1s contacting the eccentric of camshaft properly not the rear side or to one side Replace the gasket between the cylinder block and pump with a new standard one Checking Function When repairs of the pump 1s over or before 11 1s installed on the engine make a check to see When a vacuum gauge 15 connected to the pump inlet port and the pump s mounted on a tester the rocker arm s activated by the eccentric of the camshaft Min 1 2 5 minute at 1 000 rpm Then the gauge pressure should be 0 22 kg cm 3 150 1b 1n2 4 50 mm Hg Max vacuum and even if operation 1s discontinued this condition should remain for more than 3 seconds When a gauge or tester is not available test n the following way Cl
111. ecessary to use the constant current charging for this purpose amp SPECIFIC GRAVITY 420 HE 412 706 Row amp A VOLTACE V 2 Instructions on quick charging For charging without the necessity of and for making the charge in a short time tr ul D ul o lt o gt 2 26 25 oss be great but this will hasted gt a m u o GI eo GRAY ITY ELECTROLYTE TEMPERATURE AMINAL VOLTAGE VIS qo TE CL 2 94 6 7 9 9 ft 2 4 5 CHARGING HOUR Fig 3 Constant current charging characteristics CURRENT A RESOURCE VOLTAGE TERMINAL VOLTAGE CURRENT CHARQINQ HOUR Fig 4 Constant voltage charging characteristics removing the battery from the car the quick charger s used In 3 using the quick charger there 1s a tendency to pass a large current to has ten the charging time but n order to pro tect the plates and also the life of the battery the specified current should not be exceeded and the charging current made as small as possible 103 Storing Instructions 1 Even if the battery is not being used it will self discharge Therefore a battery which has not been in use for a long period of time should be checked for its state of charge If the battery 15 not to given a full charge at the start and a light maintaining charge every month thereafter 2 If the battery s
112. efective ground connection from the coil wire to the magnetic switch body B Defective contact in main circuit 52 When the magnetic circuit is satisfactory and 52 18 closing but only a small current flowing due to high contact resistance and the opposite case of switch 51 opening but 52 remaines closed In either case the trouble lies in the faulty moving of the core or roughness of the contacting point surface Therefore polished the surface well then the operation will be come satisfactory Causes for mechanical troubles Failure to operate 1s caused 1n many cases by the guide shaft on the moving core of the magnetic switch main circuit 52 sticking against the cover hole Correction can be made in this case by loosemng the cover screws 4 pieces and retightening them so that the shaft moves freely 2 Precaution In removing nuts from the magnetic switch main circuit terminals when installing or removing cables the lower nut of the double nuts should be kept n a tightened state while unscrewing the lower nut 35 loose the terminal bolt may turn together and ground the terminal to the cover and cause damage Starter Troubles Their Causes and Remedies The following 38 a list of troubles which can be determined from the state the starter 1s installed on the engine 1 Starter fails to turn The engine 1s checked to see if it can be cranked by hand If t cannot be cranked the engine 1s at fault and should be checked If
113. efit the wheel and nuts are best finally tightened when the car 15 off the pack ng blocks but readyust the brake shoes if necessary the car is lowered to the ground 157 w REAR AXLE Type Sem float ng type Hous ng Banjo type with steel plate welded Driving method Hy poid bevel gear Number of teeth on drive gear amp pinion 35 8 4 375 UP31 0G31 H31 UV P 31 41 8 5 125 0 31 DRIVE PINION Tightening torque of pinion nut Pre load for pinion bearing without oil seal Thickness of adjusting shim on pinion bearing Thickness of adjusting shim on pinion bearing Thickness of bearing adjusting shim Thickness of beanng adjusting shim Standard position to install with drive pinion Dimension from center of drive gear to rear side of pinion Off set dimension upper amp lower E Thickness of E Pinion adjusting and pinion Thickness of side bearing k adjust ng shim Th ckness of s de bear ng adjusting shim Thickness of side bearing adjusting shim 13 8 16 6 kg cm 100 120 ft 1b 7 10 kg cm 0 07 0 10 1b ft 0 75 mm 030 n 0 25 mm 010 in 0 125 mm 0 005 in 0 075 mm 0 003 1n 61 mm 2 401 in 25 4 mm 75 mm 0 030 n 25 mm 010 1n 125 mm 0 005 in 075 mm 0 003 in 0 10 0 15 mm 0 004 0 006 n y 0 75 mm 0 030 in 0 25 mm 0 010 in 0 125 mm 0 005 in 158 Thickness
114. em 15 a system which 19 necessary for igniting the compressed fuel air mixture within the engine cylinders The electric current from the electric power source battery and generator as shown in Fig 1 flows through ammeter 5 and ignition switch 6 into ignition coil 7 The low voltage current through the primary coil 14 inter rupted by contact breaker 9 of the distributor This charges the mag netic field within the ignition coil intermittently thus inducing high vol tage The high voltage current 1s distributed by the distrubutor 10 through the high tension cord 16 to the spark plugs installed in the conbustion chambers of the cylinder head The spark plugs are made to spark to ignite the fuel air mixture in the cylinders To diagnose defects of the ignition system always have this distri bution principle in mind and check the low and high voltage circuits se parately As shown n Fig 2 The ignition coil has two coils with primary current which is sent through the primary cord s sent and cut the magne tic field within the primary coil changes and by mutural induction a vol tage of 10 000 volts or more 1s created 18 the secondary coil At this moment self inductior voltage in the primary coil causes sparking at the contact points of the distributor contact breaker resulting n a decrease 1n the induced voltage of the secondary coil and pitting of the contact points Therefore the primary circuit 1s provide
115. ened To adjust this discrepancy of gasoline air mixture a step port 1s ready at the top of secondary throttle valve Th s k nd of step port was prepared n former type carburetor which 1s utilized such as choke valve and main nozzle but this new type carburetor have no auxiliary valve so that the unique step port 1s necessary 1 The fuel n this step system s separated from main system after passing the secondary main jet properly ready at step jet vaporized with air from the step air bleed and reaches to the step port The main system 1s almost same with the system of primary side and main jet 15 prepared on the wall of float chamber 1t 1s to say that n case of high speed primary side system 1s utilized so that the severe operation or bad effect by inclination n sharp turn ing are out of consideration Diameter of bore and venturi are rather enlarged to take in plenty of air because of power barrel h Power System The power valve 18 in the center of float chamber and the push spindle connected with piston 1s just on the power valve At the upper side of piston the negative pressure in manifold side 1s led from the throttle valve When the negative pressure attains more than 110 mm of mercury thermometer the push sp ndle is lifted by piston beyond the tension of piston spring located between push spindle and air horn accordingly power valve is lifted up by valve spring and the valve comes n contact with valve seat
116. ent 1s made by the following procedure 1 2 First adjust the distributer to the correct gap as described pre viously Turn the crankshaft gradually until the top dead center mark Fig 1 on the pulley perifery coincides with the mark for 12 deg before top dead center on the timing gear cover as the crankshaft approaches its position somewhat before that cores ponding to the end of the compression stroke of the No 1 piston Stop the crankshaft n this position The compression stroke of the No 1 piston can be determined if the spark of the No 1 cylinder 1s removed the hole plugged with a finger and the crankshaft turned With the crankshaft in the previously men tioned position the No 1 piston 1s in its position of 10 deg before top dead center of compression Next inserting the driving shaft of the distributor at an angle to the engine engage the gear on its lower and with the gear on the camshaft During this assembly place the slot of the distributor drive of the upper end of the shaft somewhat to the left At this time the smaller of the semi circles 135 placed toward the front Adjusting the direction of the rotor so that 1t engages the drive shaft slot mount the distributor to the engine At the same time the breaker must be n 118 position when 11 1s just begining to open If these conditions do not coincide they are made to do so by Shghtly turning the distributor body only To determine the posi tion
117. er bearings from the end Es of the drive gear shaft H a Rear Oil Seal This oil seal s situated in the end of the rear cover and should not be dismantled unless suspected of leaking It 1s almost impossible to take off 125 4895 0 188 8 8 8 5 41 514 1085 eg Zare ng 00100 1686 00100 06 1 109195 6 uzi i amp 0 0995 2026 09292 61226 L 0992 81226 02 002 07 0948 708 0 oozze eogee 09192 00100 02126 55 5 1 2 e 00586 Pezze 7 09197 8V226 05226 19220 10006 9 09L97 LWZZE 8 0008 6 00226 209 Sods ud 0 6 09192 59 puz 0995 595886 Q Nanu 392 033 8 09 92 99226 GEN Sei l 10226 1092 5 0 8 DOR OOS h LEG d J 00806 21126 1 ir sur Sunyu 09 92 25222 9926 2 00 8 00226 1112 003 2 60986 0969 15 9 00226 10276B ogzoz sozze 5 e 00226 6092 l r coire 7 00 5 oozze L0sze 4 z em A A Z D 0 2 g Tek D 09 92 21222 Stee 00226 10926 On 00726 S09 Qj 02598 2 EES y p pag Ge ra qnu iezruoiuou S wee u ev 126 Fig 5 Components of the Transmission
118. er of coil wire Co1l inside diameter CYLINDER HEAD Torque wrench setting Cylinder head nuts Connecting rod bolts Main bearing cap 48 7 49 3 mm 39 mm at 3041 5 kg 1 53541n at 6 3 3 1b 4 30 4 mm at 61 1 kg 1198in at 134 7 8 8 1b 6 6 7 4 3 mm 25 2 mm 169 in 1 992 1n 6 2 6 9 kgm 4 15 4 84 kgm 4 8 6 2kgm 9 75 11 06 kgm Release the valve spr ng the Withdraw the valve Fit 011 seal chamfered side down 1 917 1 931 in amp kii Pope y wra 1 i e CR 2 Wu tet qns Valve Grinding Before replacement of the cylinder head the valves and their seats should be examined for signs of pitting or burnt patches and distortion If these conditions are present the valve seats must be recut before attempting to grind in the valves whilst distorted valve heads should be trued or the valve renewed Only the minimum amount of metal should be removed n the trueing process When grinding a valve onto its sealing the valve face should be smeared hghtly with grinding paste and then lapped n with a suction type grinding tool The valve must be ground to its seat with a semi rotary motion A light coil spring interposed between the valve head and the port will assist considerably when lifting the valve n order to rotate the face to a different position This should be done frequently to spread the grinding compound evenly It is necessary to continue
119. es are not correct 11 When indicator settles bet ween 14 17 in ignition timing 1s retarded 12 When indicator moves slowly between 14 16 in it is because either elect rode gaps of plugs are too narrow or breaker point 18 defective 13 When indicator points to S n or below there is leakage at ntake man fold or gasket of carburetor Faulty clamping of gas ket 14 When indicator oscillates regularly between 5 19 n there 18 leakage at cylin der head gasket Faulty clamping of gasket 15 When indicator first rises high drops down to zero and then returns to 16 n muffler 1s clogged 16 When indicator moves slowly between 13 7 m carburetor 1s poorly ad justed Timing poorly adjusted Air being sucked in di Plug sparking weak Wiring incorrect Plugs dirty Sparkingat terminals Plugs do Short in circuit Plug rk carburetor Gasoline existsiu not spark No spark Ignition coil or condenser defective ing at ter Contact po nt d rty m nals Breaker defective Point contact poor Breaker arm insulation defective shorted in tank Ster defective Pipe clogged No gasoline in carburetor Float valve sticking E No air can enter tank Fuel pump not operating Engine will not start ER K 32 x Bud Engine seized free of de si Lubrication insufficient trouble a Compres
120. es of dirt and 631 from the housings and throughly dry them with a non fluffy rag Make sure that the 011 ways are clear When fitting the bearing caps ensure that they are replaced the right way round Each cap s marked and the marks should face the camshaft side of the engine pri age 3 3 rr CAUTION Never file the bearing caps to take up excessive play as this will cause ovality Always cover the bearing surfaces with engine 011 when they are re placed Do not forget to refit the thrust washer The main bearing caps are held in position by set screws and lock washers Pull the set screw up tight with a torque wrench set to a loading of 75 80 lbs ft 10 36 11 05 kgm When refitting the main bearing caps tighten the center one first After each cap 1s tighten rotate the crankshaft to ascertain that t revolues freely If 1t 18 tight remove the last cap tightened and examine the bearing and its seating for foreign matter Check the crankshaft end play by means of a dial gauge This should be 0 002 n 0 006 in 0 05 mm 0 15 mm If a bearing has run t s essential to clean out all oilways n the crankshaft and block Wash out the engine sump and the strainer The oil pump should be dismantled and cleaned Ensure that no part cles of bearing metal are left within the engine lubrication system Fig 9 Removing a Main Bearing Cap amp Extr
121. eturn spring allowing the valve assembly to 51146 through the elongated hole of the Spring seat thus releasing the tension on the spring Examine all parts especially the gasket cylinder bore and piston cups for wear or distortion and replace the new parts where necessary Assembling Smear the assembly well with the recommended brake fluid and insert the assembly into the bore of the cylinder end with piston cups lips in the bore Ech Replace the push rod with the secondary cup ring into the cylinder f lloy ed by the stopper ring which engages into the groove machined n the cylinder body 1 Replace the rubber boot and secure the unit by means of the two bolts on the flange and refit the pressure pipe union into the cylinder The Operating Cylinder This cylinder 1s of simple construction consisting of the body piston piston with cup spring and bleed screw the open end of the cylinder being protected by rubber dust cover The cylinder 15 mounted under side of the starting motor 114 41129 30001 4 RN q 9 12346 i 30646 30000 30542 30000 30532 30100 en 39533 et 30622 30001 30624 30001 e 46212 30000 30625 27269 30627 32200 30626 35001 30536 30002 30628 32200 30847 32200 30548 32200 Clutch Operating 115 os E reservoir with the re the container 1s free from air bubbles On a Dismantling Remove the rubber dust c
122. g in the case the fitting surface must specially Dele anediand fixed with 8 Nos screws as well as lock washer Bend the piene uim sureness after the drive gear shake 1s adjusted In tightening up the screw t should be set and supported by vice or any other setting tools so as not to damage t and screw up 1n a diagonal line with a wrench which fit correct ly with the head of the screws The standard screwing torque for this 5 35 ft lbs to 40 ft ibs Screw in for sure striking hghtly the head of screw by one quarter pund hammer 165 D 514 4595 4914452 4595 i 00210 51286 e __ 099 Z 01286 l 00610 91286 00 0 8818 8 0 09952 08186 099596 6 Aasv 10510 6 09957 6 2 0998 00100762986 8 10 LEE 0 2 5 s ZF8 11 58 00586 00185 Ne ossz SS 00810 856 00610 20186 fo 09957 856 e j rey 00100 528 ve Ki 9 0996Z 9286 R BEBE 0010 7 POELO 66986 josz rotse AC A 09115 281907 N 2 Que 001 0 0 1857 5 pur s 3 4 vc X D rn gt E ers 4 E 33 09957 0P 8 e ma 4 MX 9 3 ke 166 3 Mount the side bearing
123. ge setting no load 14 5 15 5 volts 2500 rpm generator 12 5 13 5 volts 1300 rpm generator Cut n voltage relay Release current Less than 5 amp Construction and Operation As shown 1n the above figure the regulator consists of the carbon pile magnet coil moving core spring and fixed resistances The principal part 1s the carbon pile which consists of several dozen layers of thin carbon discs By applying pressure to both ends of the carbon pile as shown in Fig A the resistance will change The utilization of this characteristic 1s the carbon pile voltage regulator the wiring diagram of whichis shown n Fig B Without a voltage regulator the generated voltage will vary with the speed load and other factors but a carbon pile regulator will main tain constant voltage by the following action PRESSURE me E e ul 3 y a 2 3 OO EF o gt m x c 6 Q 5 a RESISTANCE Fig A Fig B Sectional view of carbon pile Characteristics of carbon pile regulator 1 Pile pressure screw 2 Carbon pile 3 Pile holder 4 Moving core 5 Compression spring 6 Compression spring 7 Magnet coil 8 Flux adjusting screw Fig 2 Wiring diagram 1 Carbon pile 5 Stabilizer 2 Spring 6 Cut out relay 3 Magnet coil 4 Temperature compensating resistance x When used n conjuction with the generator and the voltage becomes high the current
124. h should be operated properly and should be re leased 1mmediately when the engine starts Excepting in extremely cold weather the engine should normally start within 10 seconds 3 The starter switch should not be operated when the engine 1s running If the engine fails to start allow time for the pinion to come to rest before turning the starter switch again 4 When the engine fails to start after turning the starter key for over 10 seconds do not continue turning the key time after time but try to save the battery In this case check for the cause of the trouble and correct so that the engine will start Checking While in Operation 1 With a fully charged battery and with the lamps l ghted the starter switchis used If the lamps become dim especially when the engine does not start the current 1s flowing through the starter motor coil but for some reason the armature 1s not turning Careful check should be made since the starter pinion may be locked in the flywheel ring gear and unable to return a trouble isually caused by turning on the starter while the engine is still running 2 When the starter switch s turned up and the starter motor fails to turn although the lights remain bright the switch should first be checked If the switch s in satisfactory condition then the condition of all the termi nal and ground connections of the battery starter switch and starter are checked If the starter motor runs but its move
125. harged the specific gravity should normally be from 1 270 to 1 290 at 20 C By measuring the specific gra vity of the battery fluid with a hydrometer The state of battery charge can be determined The specific gravity 1s read at the upper part of the graduation as shown n the illustration The specific gravity varies with the temperature so that the temperature of the fluid 1s measured and with the use of the fol lowing conversion factor corrections are made to the condition at 20 C in order to determine the actual state of battery charge If the specific gra vity falls below 1 220 the battery should be charged at once until the fully charged state of 1 280 1s reached Specific gravity when fully charted 1 280 at 20 C Temperature conversion factor for 1 C 0 0007 For each 1 C rise in temperature the specific gracity decreases 0 0007 and reversely a drop in temperature increases the specific gravity corres pondingly The reason for using a fluid having specific gravity of 1 260 for reple nishing or replacing as mentioned above 1s to take into consideration the 100 fluid becoming concentrated due to charging and lowering of fluid level in making the fully charged specific gravity about 1 280 Even if a specific gravity of 1 2801s shown when the fluid is at the normal level of about 22 mm above the top of the plates the fluid level when it becomes even with the top of the plates will concentrate the fluid to a spec
126. he surface pushes the release plate 116 TRANSMISSION TUN T Y 0 1 i i DA d 1 EIN KE i m 3 Bad 42 e 117 GENERAL DATA Type of gear S peed 1 Sp ed 2 Speed 3 Speed 4 Reverse No of tooth of gear Main drive gear Main shaft 3rd gear Main shaft 2nd gear Main shaft lst gear Counter drive gear Counter third gear Counter second gear Counter first gear Reverse idler gear 74 stages for forward 1 stage for reverse remote controled Synchro meshed for speed 2 3 amp 4 Synchro meshed helical gear type 3 94 2 40 1 49 1 00 5 16 20 25 31 28 31 26 20 11 13 amp 7 BACKLASH OF VARIOUS GEARS Play on revolutional direction Between main drive gear and counter drive gear Between third gears Between second gears Between low gears Between speed 3 amp 4 gj Synchronizers and main Between peripheral gu gears of speed 3 amp 4 synchronizers and gt coupling sleeve Between speed 3 amp 4 coupling sleeves and 0 main drive gear 1 Between speed 3 amp 4 coupling sleeves and speed 3 gear 0 075 0 125 mm 0 003 0 005 in 0 075 0 125 mm 0 003 0 005 n 1 r 0 03 0 12 mm 0 0014 0 0048 in 0 075 0 125 mm 0 003 0 005 in 118 Between spe E 2 syn chronizer 4nd main shaft spline Between 2 synchro mzer and speed 1 gear
127. he two shafts should be positioned n the case with the respective levers nearest to the side cover opening Note that the selector cross Shaft takes the forward position n the case At the same time that the Shafts are placed if the case the change speed gate should be threaded over the levers and the whole assembly put into the case as one unit The gate 1s located n position by its rounded ends n the machined neces ses of the side cover seating Before fitting the levers the oil seal and felt ring must be fitted to each shaft n that order The levers are cottered to their respective shaft Side Cover Secure the side cover into position by means of the bolts and screws ensuring that the side cover is intact Front Cover The front cover and gasket should now be positioned over the secur ing studs and attached by means of the seven nuts and lock washers TURN BUCKLE 134 24 K lt N 2 588 for if and out under 4th 4192 3670 34102 ndition mure that adjustment Make sur a this coi Ss Linkage A This mark gt 11045 1 05 7 Remote Control Supply chassis grease NCS 1 9 eps SE e Ke CS A sisi o WPA 5 5 LE suis AN me Vi i Aer 2 R A S 1 E 3 C N LAR 5 gt IK Xi e 689 s t ZN 1 TS
128. hey are not becoming clogged with sedi ment This method of radiator flushing may serve well but in cases where x the furr ng up 15 excessive the operator will find 1t more efficient prac tice to remove the radiator completely and flush 1n the reverse way to the flow turn the radiator upside down and let the water flow 1n through the bottom hose connection and out of the top connection WATER PUMP After draining the water from the radiator remove the pump unit from the cylinder block by taking off the fan belt and releasing the setbolts with spring washers and hinge bolts to dynamo 21027 04000 Water pump seal 21026 04000 21061 00 21043 TA 21062 32200 9 31306 1 YA 21067 30000 Taper plug 21022 32202 21054 32200 Pulley hub 5 H 8 amp 7 4 NW Water pump bearing x kibi 21035 0 8 A Lr A R A t 9 15116 v 9 11146 Cover gasket 21014 32200 21051 32200 aoe M Cover gasket Block side 21074 32200 1j 9 15214 L 1 24416 1 Fig 3 Water pump Removing the pump Shaft Assembly Disconnect the fan blades pulley and cover The shaft and ball bearings 1s combined with one unit Put the pulley hub on the bench First press or knock the shaft end with a drift hard bar and draw b out the pulley hub on the U type bench Take out the set p n from the slit which locked the shaft assem bly to the pump body
129. housing Big end width End play Clearance crank pin and bearing Piston pin bushing reamed in position CRANKSHAFT Material Diameter of journals Diameter of crank pin End ply Main bearing clearance Deflection RUN OUT at intermediate journal MAIN BEARINGS Material Number of bearings Widih Front and rear Center Bearing thickness Steel forging 144 mm 5 67 n Thinwall steel backed white metal 24 mm 0 945 1n 1 5 mm 0 059 n 55 000 mm 2 1653 in 28 mm 1 1024 in 0 2 0 3 mm 0 008 0 012 n 0 02 0 03 mm 0 001 in 22 mm 0 8661 in Steel forging 59 94 59 95 mm 2 3598 2 3602 n 51 96 51 97 mm 2 0457 2 046 n 0 05 0 15 mm 0 002 0 006 n 0 03 0 07 mm 0 001 0 0027 n 03 mm under 0 0012 n Thinwall steel backed white metal 3 28 mm 1 10 n 33 90 33 95 mm 1 3346 1 3366 1n 1 83 1 84 mm 0 0720 0 0724 1n 26 N 3 a YUBID UOJ Sig 1 395 71 00 00 71 4 095 00 1 8 11 6 7 000 71 Se e 0 00005 265 0050 71 00090 21221 KR a de Y 80621 00222 20621 00222 20621 00226 12061 00222 66221 1066 1 81896 q s 00 171 0 1 395 0 1 00 71 1 000 005 0000 71 6 71 0016 71 NU 7 97 006 1 i The shell bearing are removable by hand The bearings are require no be
130. ifference in diameters between the largest and smallest dimensions 18 exceeded or the depth of the mica segments from the surface of the commu tator becomes less than the allowable l m t of 0 2 mm corrections should be made When the commutator surface dirty or rough or 1s worn so that t s elliptical or stepped it will not only result in the brushes contacting poorly and causing decreasing output and further the burning damage on the commutator surface but will also hasten the wear of the brushes If the commutator surface s only oxidized t can be corrected with No 00 sand paper but if t s worn as described above corrections can be made only by supporting both ends of the armature shaft and machining as shown in Fig 6 However if worn over 3 mm t should be replaced Continued use of a commutator which is worn so that the depth of the segment mica 1s shallow may result in part of the mica becoming higher 12 Desp Deviate e than the surface of the commutator gol This condition will make the brushes X 7 jump and produce sparks to burn and A damage the commutator surface 5 The depth of the mica 1s correct ed by under cutting the cuts being carefully made with a hacksaw to the Fig 6 Undercutting commutator condition shown n Fig 6 The commutator surface 1S then finished A Correct finish by smoothing it with sandpaper or B Incorrect finish commutator stone 1 Mica insulation
131. ific gravity of over 1 310 If the specific gravity becomes higher than 1 30 caution should be taken since the life of the battery will be shortened rapidly 3 Terminal voltage at each cell By the above method of determining specific gravity the state of bat tery charge can be determined but the following methods can also be used to determine the condition of the battery charge An tester 1s used to determine the voltage drop by contacting both ter m nals of the cell and permitting a large current to flow through the tester A battery tester 1s used to measure the terminal voltage of each cell By the values measured the condition of the battery charge can be deter mined A method frequently used to determine the state of battery charge 1s to place a wire or metal tool across the battery terminals to permita spark to fly and making the determination by observing the strength of the Spark This method should absolutely be avoided as there 1s danger of igniting the gas generated from the battery of nearby combustible fumes The previously described methods and the following chart should be used instead to determine the condition of the battery Although the internal performance of a battery can be easily deter mined by making a discharge test with a battery tester frequent use 1s not recommended as it will lower the capacity of the battery It 15 nec essary that tests be made n accordancd with the following chart and with in 15 seco
132. ill 7 1 Adjust cutin vok 1 Re adjust not close or points ri Sei A tage or replace the Cut out vibrate igh voltage cut out relay 2 Replace relay 2 Voltage coil of charging charging current current switch relay 15 broken switch relay 1 Short or broken wire in armature field coil 2 Poor brush contact 1 Voltage regulator voltage too high Regulator 12 Broken wire coil 3 A and 8 ter minals contacting Note When charging insufficiently it 15 neccessary to check not only the charging circuit but also to see 1 the ammeter needle is stuck and to check for broken wire in coil low fluid level in battery difference in specific gravities internal short or damaged plates in battery and other causes 1 Repair or replace Same as at left Same us at left 2 Repair commutator reseat replace brush and brush holder Same as at lc t D Overcharging 1 Adjut b loosenmg 1 Rc adjust P 1 Constant voltage relay adjusted to operated at too high voltage 2 Broken wire in voltage coil of con stant voltage relay 3 and B ter minals contacting 2 Replace constant voltae relev 2 3 Repair insulation 3 Repair insulation CH aus n M 23132 85060 23127 32200 23135 42200 23131 42200 y Zo B
133. ioned in the previous paragraph y 2 Uff the pinion nut amp companion flange to mount again the eN Aon bearing spacer distance piece and nut Tighten up the nut Fig 8 by using the torque wrench at the regular torque of 100 20 ft lbs 13 83 16 62 kg cm The preload supportediy the bear ng n th s case s different accor ding to the condition of the bearing adjusting shim inserted The more of the shim inserted much the play of pinion to the di rection of axle 1s increased amp 5 The less of the shims inserted the more the bearing tightened by the previously mentioned nuts and cause to be burned if left and turned as itis Therefore for read Justment of the bearing pre W load in this case it must be adjusted 5y increasing oo decreasing the number of four kinds of adjusting shim as shown tie follow ing list and measuring with the use of the drive pinion bearing pre load gauge as Fig 7 so as to make the revolving torque of pinion at 7 10 kg cm if there should not by any error in the pinion with the head mark at 0 and the clearance should be sealed at 0 2 mm 0 008 n by the feeler gauge WEI r iz 4 171 Remarks When measuring the height of the pinion head set the semi circular side portions of the gauge on the side bearing seats insert a feeler gauge into the clearance between the tip of the gauge center rod and the pinion head and adjust the pinion The guage rod
134. ipe the rear companion flange and flange yoke faces clean to en sure that the pilot flange registers properly and the joint faces bed evenly all around and securely lock them n position It 18 advisable to use new lock in position It is advisable to use new lock washers D E gt D 388 ya Za zs 139 S STEERING STEERING GEAR Type Hindley worm amp roller Gear ratio 19 7 1 Steering wheel out dia 430 mm 16 93 n Turning torque of worm shaft 0 08 0 15 kgm 0 58 1 09 ft 1b at outer round of steering wheel Back lash of worm amp roller 0 0 2 mm 0 0 01 in at the top of gear arm of center position Play of turning direction at wheel 35 40 mm 1 38 1 57 n Off set worm and roller center standard 4 5 mm 177 n Center distance between worm oller 52 mm 2 05 n Locking tie 409 End play of worm roller 0 02 0 04 mm 0 0008 0 0016 in nd Tightening torque Cover bolts 2 5 kg m 18 2 ft 1b m Roller shaft bolts 14 kg m 102 1 ft lb Gear box fix bolts 4 5 kg m 32 8 ft 1b Oil capacity 0 34 0 008 U S Gal Thickness of adjusting shim 5 fo housing end play Shim for adjusting front end play 0 762 mm 0 030 in M 0 254 mm 0 010 in 0 127 mm 0 005 in 0 075 mm 0 003 in 0 050 mm 0 002 in Shim for adjusting rear end play 0 254 mm 0 010 in 0 127 mm 0 005 in 4 5 0 075 mm 0 003 in d 0 0
135. ir cleaner Unscrew the cap nuts securing the engine lifting brackets Remove the rocker cover and the cork joint washer Removing the Rocker Assembly Drain the colling system If anti freeze is in use use a clean container for the fluid if 11 18 to be used again It 15 necessary to drain the system and slacken the cylinder head bolts because four of the rocker shaft fixing bolts also secure the cylinder head If the cylinder head bolts are not slackened distonation may result and allow water to find its way from the coooling system into the cylind ders and pump Notice that under the right hand rear rocker stud nutis a special locking plate Completely unscrew the rocker shaft blacket nuts and remove the rocker assembly Complete with brackets and rockers CYLINDER Diameter of cyld bore Grade number amp dimensions STD bore Grade No Diameter of cyld bore mm 3 34684 5 34724 3 34763 3 34802 an i 3 34750 3 34759 3 34799 3 34838 Cylinder bore taper Less than 0 02 mm 0 0008 n Difference of each cylinder bore Less than 0 02 mm 0 0008 n Ove size piston available 0 25 0 50 75 1 00 mm 0 010 0 020 0 030 0 040 in Cylinder head surface warpage limit 0 1 mm 004 in PISTON Material LO EX Aluminum Alloy Diameter of piston skirt Measured at right angles to the piston pin Standard size mew fe T E Diameter of 84 975 84 985 84 995 piston 3 34547 1 3 34585 3 34625 3
136. irst removing the crank shaft gear retaining nut x As the gears are withdrawn care must be taken not to lose the pack ing washers from behind the cranksha t gear Between the camshaft gear teeth 1s a rubber ring which acts as a tensioner and ensures Si lent operation of the chain drive Examine the felt washer and renew ut if orl has been lost by seepage CHAIN MARK CHAIN MARK Fig 2 Position of refitting gears with the chain Refitting the Timing Gear Replacing the components of the timing gear 1s largely a reversal of the dismantling process but special attention should be paid to the follovv ing points Turn the engine crankshaft until the keyway s at T D C and the cam shaft with its keyway Fit the crankshaft and camshaft gears into their respective shafts find ing the key ways against each position of key as shown in Fig 2 Ensure the timing marks are opposite along in line Place the gears into position ensuring that the keys are present in keyways on the shafts Ensure again that the t m ng marks on the gears are opposite to each other and in line 1 same number of shims taken from front of the crankshaft must be replaced unless a new crank or camshaft has been fitted In this case the alignment of the gear faces and measuring the al gnment with a feeler gauge To adjust the alignment 1t will be necessary to vary the number of shims 9 Valve Rocker Cover Removal Remove the a
137. is made 0 2 mm 8 1000 18 shorter than the standard measurement 21 mm Therefore adjustment s made by selecting a feeler gauge 1n accordance with the plus or minus valve marked on the pinion head thus pinion s regarded as at the correct position because the height of the gauge 1s made shorter for 0 2 mm than the standard size 21 0 mm If 16 1s necessary to adjust the pinion height take off the drive pinion as well as pinion rear bearing outer lace from the carrier to adjust by in creasing or decreasing the number of the adjusting shim In other words read the mark on the head of the drive pinion before adjusting by increas ing or decreasing the number of device pinion adjusting shim to insert the feeler gauge which is deducted for the number of mark from 0 008 n in case of minus side added for the number of mark to 0 008 n increase of plus 4 For anstanc the mark shows adjust the position of drive pinion by deduSting the number of shim so as to make the clearance at 008 in 0 002 n 0f0in 136 necessary to give the bearing a right pre load At the time of pushing the outer lace into the carrier t must be done in a right way otherwise Specially when the old bearing 15 to be used again 1n assembling the adjustment should be made at th Tower torque than standard in accord ance with the conditions of practical use so as not to give it an over pre load P her S bi
138. l 18 wag races are a light drive fit gate unions d Any 5 yin the trunion bearing hole Siri the fitting of newyokes OX TheSetraiphtness of the shaft s determi 5025 measuring the offcenter 2 deflection of the shaft n rotation with a dial gauge applied both ends If the deflection exceeds clearance limit Less than 0 4 mm correct or replace the shaft 138 Reassembling Inspect that the drilled holes in the hournals are cleaned out and filled with oil Assemble the needle rollers n the bearing races and fill with the ol Should difficulty be experienced in assembly smear the walls of the races with petroleum jelly to retain the needle rollers 22 Nos n place Insert the spider in the yoke and tap the bearing in position with a foot nosed drift smaller in diameter than the hole in the yoke It 1s essential that the bearing races are a light drive fit in the yoke trunnions Repeat this operation for the other bearings The spider journal shoulder should be coated with shellac prior to fitting the retainers to ensure a good seal If the joint appears to bind tap lightly with a wooden mallet which will relive any pressure of the bearings on the end of the journals It 1s advisable to renew cork washers and washer retainers on speder journals using a tublar drift Replacing the Shaft Assembling Smear the propeller shaft splines with oil and slide the splines into mesh with those of transmission main shaft W
139. ment 1s sluggish it indi cates either a high resistance due to loose connection in the starter circuit or a badly discharged battery 3 If after the above troubles are corrected and the starter fails to ope rate occasionally and shows defective performance it 35 due to internal de fects so that in this case it should be dismantled and checked 9 09 8 001 6 672 00106 28662 1891 0010 5 2 1401 4994835 00106 002 7 499 00102 8862 00108 26682 00 67 8 k e mem men amp E sse ainjewiy JeuseA 0010 016 7 00106 Y16 Z sadoys ds lt 001066 7 Buds uinj8H 00106 S1 Z c 9 06 85 q 9 3 0 010 9000 ne D o p 00102 98222 adid Bunejnsul 0010 7 usnug 00106 996 00106 9 00106 077 00106 677 OOCTE LLEEZ 00612 11662 0010 77 0010 7 00102 69262 anges M 4 2 aping 002616 5 195 nz guuds xepueg 9 68 Dismanting and Disassembling 1 The starter can be dismantled easily by removing the two stud nuts mounting the starter on the engine 2 The two stay bolts on the starter rear cover front end when mount ed on the engine are removed 3 After removing the band cover the brushes and lead wires are re moved 4 By properly protecting and holding the starter body the armsture
140. n m pinion gear 9 EEE sl R Number of tooth on ring 7 120 Amendment limit of short dimension on shaft dia pinion side 0 1 mm 0 004 n Ammendment limit of short demension of shaft dia rear end 0 1 mm 04 in Gap between shaft and bush pinion side 0 038 0 095 mm 0 0015 0 0038 18 Amendment limit dittoed gap 02 mm 008 n Gap betveen shaft and bush rear end 0 03 0 76 mm 0 0012 0 0030 in Amendment limit dittoed gap 0 2 mm 008 in Amendment limit of deflection on shaft 0 1 mm 0 004 in Amendment limit of short dimension 2 mm 0 08 in Dittoed degree of real circle 0 05 mm 0 002 n Dittoed limit of polarized wear 0 4 mm 0 016 n Bush length Amendment limit 9 mm 0 36 1n Construction and Operation Fig 1 Starter motor 1 Battery 2 Starter button The starter motor 38 a 1 4 horsepower sliding inertia type electric motor for use in starting The motor when mounted on the engine 18 on the front right side of the transmission with 118 pinion gear directly op posite to the ring gear The construction of the starter motor 1s simi lar to that of the generator but differs only 1n that its armature shaft extends out backwards with a pinion group installed on the end as shown in Fig 2 14 5 Pinion travel Fig 2 sectional view of starter motor 1 Bracket Commutator side
141. n remove the screws completely and lift the clutch assembly away from the flywheel Finally remove the driven plate assembly The release levers are correctly set on assembly Interference with this setting unless new parts have to be fitted will throuw the pressure plate out causing judder Dismantling Assembling amp Gauging By using service tool Fig 5 the clutch can be quickly dismantled reassembled and adjusted to a high degree of accuracy The tool comprises the following parts base plate centre pillar spac ing washers distance pieces hight finger actuating mechanism setscrews speed brace and metal box this tool 5 universal a chart indicating the paticular parts to be used for paticular types of clutch will be found on the inside of the lid of the box Tool No 4799 Dismantling W th tne clutch assembly select three spacing washers Fig 5 inset and place them over the code letter B on the 1 Release lever height ind cator 2 Distance piece 3 Center pillar 4 Clutch cover 5 Set screw 6 Pressure plate 7 Thrust spring 8 Spacing washer 9 Base plate 10 Lock nut 11 Adjusting screw 12 Release lever Now place the clutch assembly on the three spring washer so that the holes n the cover coincide with the tapped holes n the plate insert 109 gt the setscrews provided and tighten them a httle at a time by diagonal selection until the cover is firmly attached to the base plate a
142. nds Terminal voltage 0 Battery cond t on Complete d scharge Impossible to use 1 4 charged 1 2 charged 3 4 charged Fully charged Determining Repairabil ity The above completes the instructions on correct use and maintenance of the battery If the battery 1s overdischarged the plates inside the cells will become warped and the surface of the plates will be covered with white lead Sulphate 101 This will plug the many small holes n the wooden separators to 1n crease internal resistance and cause the voltage drop which will make recharging difficult It will be necessary in this case to repair or re place the plates in the battery Charging Whenever the battery has been repaired and when the battery fluid has been replaced and also while the battery 1s n use and the voltage drops due to large electrical consumption the generator installed on the car 1s unable to maintain sufficient charging In such cases the bat tery fluidis replenished or replaced if in faulty condition and the battery charged by connecting t to a battery charger 1 Instructions on normal charging procedures The fluid level s checked to see that t 1s about 22 mm above the top of the plates on visible type plugs t should be up to the normal level in dication Note The vent plugs on all cells should be removed while charging The terminals should be polished to remove all dirt and fluid adher ing to the surface
143. ng slide the rocker side ways and lift out the push rod All but the end push rods can be withdrawn n this way These will have to be withdrawn after the removal of the two end rockers from the shaft When replacing push rods ensure that the ball ends register in the tappet cups From here onwards reassembly 1s a straightforward reversal of the dismantling process H Adjusting Valve Rocker Clearances Remove the air cleaner and rocker cover There should be a clearance of 0 43 mm 0 017 n between the face of the rocker and the base of the valve stem Whilst checking the clear ances 11 15 important to maintain pressure with a screwdriver on the tap pet adjusting screw to disperse the film of oul from the push rod cup Failure to follow this procedure will result in a wrong reading being taken Turn the engine over by hand Starting handle until the push rod stops falling the valve 1s fully closed To adjust Fig 4 insert a screwdriver in the adjusting screw slot and slaken the lock nut Then insert 0 017 n feeler gauge between the face of the rocker and the valve stem Raise or lower the adjusting screw until the correct clearance 1s obtained Tighten the lock nut and recheck the clearance It s important to note that while the clearance s being set the tappet of the valve being adjusted must be on the back of the cam opposite to its peak t ROCKER MECHANISM TAPPETS Type Maushroom Diameter 12 673 12
144. ntly a new oil seal should be fitted if the old one has been moved It will be seen that the oil seal housing 5 pinched into position This can be removed by using a punch and hammer Drive Gear Shaft Before driving the drive shaft from its position tilt the counter gears now in the bottom of the case to clear the drive shaft gear Using a long drift inserted through the main shaft opening drive the drive shaft for ward complete with bearing and circlip from the case The counter gears may now be removed from the case To remove the bearing from shaft knock back the tab locking washer and unscrew the shaft nut This nut has a left hand thread The bearing can now be driven from the shaft preferably by resting the circlip of the outer race on the jaws of an open vice and driving the shaft downward Use a hide or lead hammer for the operation as great case must be exercised to prevent the end of the gear shaft from spreading A a E e ann 3 4 5 3 sf gt 2 K Z 5 128 ASSEMBLING THE TRANSMISSION Synchromesh Sub Assembly During manufacture 2nd speed gear the third and fourth speed coupling sleevs are each paired with their res pective synchronizers Only mated pairs of these parts should there fore fitted nas 3rd amp 4th Synchronizer 129 thy 9 522 4 rit cK a WW Cen d rd RI Mp
145. o be inserted n to the 2 hole in the pressure plate Move the strut upward into the slot n the pressure plate lug and over the ridge on the short end of the lever and drop 1t into the groove formed un the latter e Fut the other two levers in a similar manner Place the cover over the assembled parts ensuring that the anti rattle Springs are in position ssembling yu a 110 and that the tops of the thrust springs are directly under the seats n the cover In addition the machined portions of the pressure plate lugs must be directly under the slots in the cover through which they have to pass Compress the pressure pr ngs by screwing down the cover to the base plate by using the special set screw placed through each hole in the cover Tighten the screw a little at a time by diagonal selection to pre vent distortion to the cover The eye bolts and pressure plate lugs must be guided through the holes in the cover at the same time Finally repeat the procedure to make quite sure the release levers are seating properly and gauge again Secure the eye bolt nuts and fit the release lever plate on the tips of the release levers then secure by means of the three retaining springs Release the setscrews a little at a time by diagonal selection and remove the clutch assembly from the base plate Gauging Screw the nuts into the eye bolts and proceed as follows Screw the centre pillar into the base plate and slip
146. od other end of the rod 1s connected to throttle valve of secondary barrel 21 On the secondary barrel throttle shaft s eccentrically fixed against the bore so that the throttle valve will be tend to close when negative pressure occurs beneath the valve then the throttle valve 2 Zen entirely closed and results no operation 3 After opening the throttle valve on primary barrel and air 2 suction s ncreased the negative pressure of venturi 1s accord ng ly increased but no air ventilation to secondary barrel s made and negative pressure at the port of secondary barrel s not down Both negative pressure primary and secondary should be operated to the diaphragm accordingly the negative pressure of venturi at primary barrel 1s not increased until throttle valve of secondary barrel 19 operated because the secondary barrel negat ve pressure port will operate as air bleed On the other hand the d aphragm Will not operate unless regular pressure will be given out to operation of spring at negative pressure side The throttle valve on the primary side 1s largely opened and more air 15 supplied Accordingly negative pressure to be effected to the diaphragm will attain beyond the tension of spring and the power against opening the throttle valve and it results that the diaphragm 1s pulled to outside then the throttle valve 1s open When the air flow in the secondary barrel the air bleed efficiency at the port n most n
147. oise in the Gear Housing 5 GE e 1 Backiash of worm and roller 2 Insufficient gear oil 161 FRONT AXLE 152 FRONT AXLE Independent suspention with double wishbones ball joint Coil spring amp telescopic shock absobers Stab l z ing bar Hub bearing Inner type Tapper roller Size mm Outer dia xInner dia x Width 65x 32x 18 25 2 55x 1 26 x 0 71851n Outer type Taper roller Size mm 52x20x16 2 05x0 79x0 63 Toe n 2 3mm 0 08 0 12 1n Camber 1 30 Caster 1 30 Angle of inclination 6 30 of Swivel axle Tread 1330 mm 52 36 in Turning angle of front wheel Inside 35 Outside 29 30 Wheel bearing adjustment Tighten wheel bearing nut with wrench turning wheel at the same time pull up the adjust nut until resistance against bearing 15 felt then turn back nut 1 8 turn and insert cotter pin FRONT SPRING 54010 32201 668 688 225 8 861 377 14 84 n 382 15 041n Red tape with 1 white hne 54010 32202 688 708 225 8 861n 382 15 041n 386 15 201n Red tape with 2 hte lines 54010 32203 703 728 225 8 86 n 386 15 20 18 391 15 40 18 Red tape with 3 wit lines 54010 32204 728 748 225 8 861in 391 15 401n 395 15 56 1 Red tape with 4 white lines 54010 32205 668 688 217 5 8 957 366 14 4218 371 14 621n Yellow tape with 1 white lane 688 708 217 5 8 9571n 371 14 621n 375 14 761n Yellow tape with 2 white line 7
148. on casing Disconnect the earth strap from the starter motor Remove the hand brake con trol rod supporting from transmission Disconnect the speed meter cable from the trans mission Uncouple the pro peller shaft pinion franges at rear axle and draw the shaft out of the transmission To allow the engine and transmission to be drawn for ward the radiator must be removed by undoing the four securing bolts Engine amp Transmission assembly being lifted from chassis COOLING SYSTEM RADIATOR Type Maccord closed type Pressufised 0 3 0 4kg cm2 4 0 6 Ib in Total capacity of cooling water 8 4 ltr 2 2 US Gal THERMOSTAT Type Bellows type Start to open temperature 7241 59C 161 6 3 F Fully open temperature 80 1 59C 176 3oF Valve lift 9 5 mm 0 374 in An efficient cooling system 1s of major importance to ensure the satisfactory running of the engine and it 1s therefore necessary to pay paticular attention to its maintenance Attention 1s especially drawn to the procedure for winter months if damage 15 to be avoided Description The cooling system 1s maintained by water pump circulation combined with an efficient fan cooled radi ator and thermostat The system 1s pres surised and the relief valve incorporated in the radiator filler cap controls the pres sure at approximately 4 kg per sq cm Do not re move the filler cap if the temperature of the coolant 1s above boiling point o
149. oned After installing all electrical connections are securely tightened and cleaned Trouble Shooting Diagnosis through motoring test before disassembling the generator for inspection an overall check up cna be made through the motoring test The constant voltage genera tor operates together with the vol tage regulator which being a comp licated unit makes 1t difficult to discover troubles in the generator Thus by checking the performance of the generator alone through motor ing test makes this an efficient re pair operation For the motoring test a fully charged battery 12 volts and about 50 ampere capacity ammeter are required With the units connected for the tester The generator is turned as a motor and from the condition of the current and speed troubles occuring in the generator can be checked Fig 4 e A The generator in normal condition if the ammeter indicates from 5 to 7 amperes and the generator rotates smoothly with only a faint hum If the generator fails to rotate there s trouble n the electrical circuit The rated currents are 8 amperes at 750 r p m B If the ammeter indicates higher than the rated values thereisa short or grounded connection provided there are no mechanical defects It should be noted that a fairly large current will flow if the frictional re sistance of the rotating parts 18 great If the rotation s irregular there 1s a short o
150. orwarding direction tightened may as well be fixed to the forwarding direction tightened with nuts Ka T m 2 146 0 The standard revolving weight gravity of the wheel on the wheel rim circle as for as t s rightly assembled s 08 0 15 kgm 0 58 1 09 tt lb measured by the spring scale The play allowed on the circle of wheel is 35 40 mm Installation and adjustment of horn button The horn button should be installed in a reverse order of dismounting Inspection and Adjustment of Steering Fixed on Car The inspection and adjustment of the steering sy stem installed in the car should be made n following order 1 2 3 4 5 Set the car on the levelling place with the front wheels fixed to the for warding direction Take measure of the position of lower part of wheel and tube with the finger of one hand spin the wheel to left and right to the extent of wheel s play by another hand When the wheel moves up and down there should be found a play in the worm bearing to the direction of axle In this case the fixing bolts in front and rear upper or lower of gear housing are loose on the bearing 15 worn out The shim should be pull off in a way as explained in the item of worm bearing and the adjustment should be made as explained in the item of inspection and adjustment after assembling In case the roller shaft moves to the direction of axle shaft as the wheel spined hardly to
151. ost the inlet port and outlet port with finger tips Then after ope rating the rocker arm severaltimes suddenly release the fingers The pump s in good conditions if 3 to 5 seconds thence there can be heard a strong inlet and outlet noise respectively e The pump 5 mechanically fit for use when by connecting a hose to ithe inlet port t 15 able to draw up gasoline from a height of more than 0 5 m After installing the pump test its functions during operation E A Connect the gasoline pipe on the inlet post side only Leave that on the outlet port side as 1t 1s and turn the engine 6 to 7 rotations by means of the crank handle and make sure that there is sure outflow of gaso line from the outlet port B Connect the gasoline pipe to the outlet port side and tighten all the Piping joints Then turn the engine again several times to see if there 15 any leakage of air or gasoline from each connection D ADJUSTMENT AND INSPECTION OF ENGINE The engine must always be operated in the best possible condition and for this purpose periodic inspection and adjustment must be main tained n a certain order while in use as well as after overhaul Order of Inspection and Adjustmet of Engine 1 Check the cooling water water level and extent of f lth ness 2 Inspect the battery all connections level of electrolyte speci fic gravity of electrolyte and voltage 3 Inspect the o11 amount filthiness classification and
152. ounted on a mandrel between centers and checked for 111 run out as near the edge as possible if the wabbling 1s more thaa 0 02 n press over high spots until it is true within this figure It 15 1mpor tant to keep friction facings free from oil or grease Refitting the Clutch Place the driven plate on the flywheel with the longer chambered splined end of the driven plate hub towards the transmission The driven plate should be centralised by a dummy drive shaft which fits the splined bore of the driven plate hub and the pilot bearing of the flywheel The clutch cover assembly can now be secured to the flywheel by means of the holding screws tightening them a turn at a time by diagonal selection There are two dowels n the flywheel to locate 1n the clutch cover Remove a dummy shaft after these screws are fully tightened 35 ft lbs 4 84 kg m Refit the release bearing and transmission case The weight avoid strain on the drive shaft and distortion of the driven plate assembly or b y A m 12 DESCRIPTION OF CLUTCH CONTROL The clutch 1s operated from a master cylinder by means of a suspened pedal A cylinder mounted on the clutch bell housing 1s coupled to the clutch operating shaft 2 8 Fig 1 Components of the master cylinder 1 Push rod assembly 11 Piston return spring MEC us 3 2 Master cylinder rubber boots 12 Clutch master cylinder body 4 7 3 Stopper ring ass y dps 4 Piston
153. out of the press ed steel plate n the form of Banjo and constructionally strong enough gt inst the torsion or the bending for its light weight with its rear cover oer g welded Ine gear carrier is made out of light and strong alloy of aluminum and the differencial gear ass y 1s so constructed as to make easy dis mounting and the adjustment of each gear carrier The rear axle shaft is materially made out of molybdenum chrome steel of highly strength and the spline of the involute gear type Inside the housing the drive pinion drives the bevel gear which 1s closely conne ted with the differential gear case The each two pinions and side gears are fixed n this case and locked each other The pinion locks with the pinion shaft which is Supported by the gear case while the side gear whichis so supported as to function freely inside the gear case 15 connected with the spline at the top end of rear axle shaft 4 Thus ENER Struction of differential gear conbined with these gears has the fi wheels The pinion as t stays 2 t drive equally the side gear on left and right and drives a rear axle on the straight line In case of turn 2 PR es ili idi the resistance of some obstacles on the ground the pinion revolvestiiself on the pinion shaft and drives differentially the side Oe ne iS 73 gear as weli as the rear axle ishen the revolution of left and right wheels e H
154. over to the pile type may think that there 1s insufficient charging when the ammeter indication 15 small during daylight However there 15 no need to worry since the battery 1s fully charged Reversely if after driving for seve ral hours during the day and the ammeter pointer still indicated around 15 amperes on the plug side t shows trouble In this case check the fluid level and specific gravity of the battery Also check for incorrect wiring and 866 if any wiring paired immediately 2 During mght the ammeter pointer should indicate around 0 when driving at 30 to 40 km per hour If the indication 18 more than minus 10 ampers check up should be made n the manner as described in 3 During the day even with the battery fully charged about 30 am peres charg ng current may be indicated immediately after operating the starting motor There s no need to worry since this 1s to restore the temporarily consumed battery and it will return to the normal charging condition within 5 minutes STARTER MOTOR Model MA 1 4 12 NRD 9 S114 03 Voltage 12 volts Horse power 1 4 HP Torque 1 8 kgm minimum Brush spring tension 0 94 0 1 kg 1 9840 2 1b Length of brush 14 mm 0 551 1n des Diameter of commutator 34 mm 1 340 1n E z Number of p n on gear teeth 13 3 4 Starting current Less than 500 amps voltage 9 5 volts Lock torque Over 0 9 kg m Type of pinion gear Bendex type Number of tooth o
155. peed of the gene rator and reading the voltmeter con nected as shown n 1 10 until the Gap core points close The proper cut n to arm voltage s from 12 7 13 3 volts at 1 250 rpm If the voltage checked R 4 15 found to be too high when the 7 points close the relay adjusting 7 arm shown n 10 35 lowered to weaken the flat spring and if too low the adjusting arm 1s raised Relay 4 point gap i xx n Et kstrengthen the spring However Fig 10 t should be noted that the proper Cut out relay Upper left shows gap d stance of the relay parts are cut out relay winding detail Relay point gap 0 9 mm Arm to core gap points open 0 7 0 8 mm Arm to core gap points closed 0 4 0 5 mm The cut out relay points should be inspected about once n every two months Burnt pitted and other poorly contac ng points should be dressed with a fine file No 000 sandpaper or point dresser but points found to be badly worn should be replaced After dressing it will be necessary to readjust the point gap to the cor rect dimension If the actuating voltage of the cut out relay 1s found to be correct but the meter needle vibrates when the engine 1s idling the points will be quickly damaged so that n this case the idling speed should be low ered by adjusting the engine Checking through Ammeter Indications 1 Those familar with the third brush type when changing
156. piece of wire inserted through the hole in the gear cone depress the small spring loaded plunger which lo cates the splined washer at the forward end of the main shaft turning the washer into line with the splines The third and second speed constant mesh gears together with their common phosphor bronze sleeve can now be pull ed over the steel plunger and so clear of the main shaft As the phosphor bronze sleeves and their common driving washer are a tight fit on the shaft the shaft should be 1mmersed in warm oil n order to expand the sleeves so that they will slide off the shaft when the second speed gear can be removed Take out the steel plunger and spring Next remove the spl ned vvasher separat ng the second speed constant A k mesh gear assembly from the first gear unit and then slide the first gear X i assembly free of the main shaft To release the speedometer wheel from the main shaft straighten the tab washer and unscrew ts securing nut then slide the speedometer wheel off the shaft Do not lose the key Take off the dis tance piece and the main shaft bearing can be separated from its housing gt after the nut has been prised from the shaft If 1t 15 desired to dismantle the fourtheand third speed coupling sleeve or the first speed gear these can be pressed clear of their splined synchro nizers but care must be taken to retrieve the three balls and springs in each assembly Take out the main shaft front needle roll
157. push rod stoper plate r ng p ston secondary cap return spring let valve and check valve seat The open end of the cylinder s tected by a rubber boot as shown Fig 23 Desassembhng the Brake Master cylinder Disconnect the pressure pipe union from the cylinder and remove the securing bolts then the master cylinder and fluid reservoir may withdrawn complete from the cary Remove the filler cap and drain out fluid Pull back the gubber boot and remove the stopper ring with a pair of long nosed pgs Ap Ripe push rod assembly can then removed When the push rod ha s d removed the piston with the seconaary cap will be exposed there rere repas 2 Re ppistdn assembly complete can be separated by taking out other small parts dl parts 7 especially the rubber primary cap for wear or distor tion Nt ace with new parts where necessary SC m 1 A z SST 25 ie yc a D 9 p wi R gt D nN 3 E 7 as a e e 7 2 H 192 mi l Fig 3 Components of Brak master cylinder 2 1 Push rod assembly 8 eturn spring 2 Master cyl nder rubber boot Let out valve assembly 3 Stopper plate r ng 10 Check valve seat 5 4 Piston secondary cup 11 Brake master cylinder body 5 Master cylinder piston 12 Filler cap gasket E 6 Piston primary cup gt 13 Filler cap 4 3 n 7 Return spring seat 2 ha neg t af 51 e Bleeding the Hydraulic System KK
158. r arm and roller shaft cover andisiki d lightly the bolt then pull the gear arm out of roller sha 2 Dismounting the housing cover and roller shaft ass mbl NS In dismounting the cover the column jacket and roll Eras ats 5 sertibly after unscrewing the three nuts the adjusting shim tHE olt Ing gear must be bandled with care not to loose them Y 3 Taking off the housing end plate RN Unscrew the three nuts at the front end of the housing and they should also the handled carefully not to loose them 4 143 n BA 5 Pu AN d TE 5 6 Dismounting and inspection of the worm shaft and bearing The main shaft could be dismounted together with the roller bearing assembly and upper bearing corn by fixing the wheel nut on the tip of main shaft and striking out lightly without damage r Take the column jacket out of the gear housing thus the outer lace of upper bearing can easily be dismounted The adjust shim must be carefully handled not to loose them n tak ing off the housing gear Inspection and adjustment of dear housing column jacket and front cover Adjust the steering gear by changing the total thickness of the adjust shims of the worm bearing so that the starting torque for revolving worm shaft 15 0 08 0 15 kg at the circumference of steering wheel n this case tighten it with the end cover by appl
159. r ground in the armature and if the rotation 1s slow the trouble may be due to short or ground in the field coils Furthermore if the rotation is normal but the ammeter pointer vibrates exceedingly the trouble will also be due to short or ground in the interior parts C If the ammeter indicated below the rated values or 1f the rotation s uneven or slow there 15 a defective connection in the interior parts or a high frictional part In this case repairs or replacement of defective parts are made Diagnosing troubles with a tester With the above motoring test the generator can be check ed to see if t s faulty and the troubles approximately located but 1t would be more advanta geous to use a multitype tester shown in Fig 5 Furthermore by using a portable dynamo tester test can easily be made withoat removing the generator from the car In making these tests the A and F terminals of the generator are connected together the voltmeter 1s connected between generator A terminal and the ground and the ammeter 1s connected between regulator B terminal and the battery The engine 1s turned over at medium speed generator speed about 2 000 rpm If the ammeter pointer fails to move or if current 1s being generated Fig 5 but when the load is increased to Generator and Regulator tester 20 amperes the voltmeter indi cated below 13 volts the generator 15 defective and requires repairing When the generator 1s disassemble
160. r if the engine 35 running Topping up should only be required occasionally to re place water lost through the overflow pipe Top up when Fig 1 Radiator the engine 1s cold and if possible use clean soft water Fill to within 1 2 of the bottom of the filler plug well Overfilling when the engine 15 cold may cause water to flow through the overflow pipe The capacity of the sys tem s approximately 8 4 litres Thermostat In order to ensure maximum efficiency 1t 15 essential to keep the engine operating temperatures within certain limits To assist this a bellows type thermostat 1s fitted being located in the water outlet at the front of the cyhnderhead The device consists of metallic bellows filled with a volatile liquied which controls a mushroom valve When the engine 1s cold this valve 1s closed and on starting the engine the flow of water to the radiator 1s temporarily restricated Due to this the temperature of the water n the cylinder head and cylinder jackets will quickly rise thus ensuring rapid warming up The heat so generated will gradually expand the bellows so opening the valve and ultimatelly permitting a full flow of water to the radiator The thermostat itself 15 detachable therfore should the occasion arise 1t can be removed from 1ts housing and the hose reconnected to avoid laying up the car Should the thermostat be tight there are two tapped holes on the top which may be utilized to ease if from casting
161. rdwood Carefully remove the car bon from the piston crowns A ring of carnon should be left round the periphery of each piston and the deposit round the top of the cylinder bore should not be touched An indication as to when decarbonisation 1s requir ed s generally given by an all round loss of power Cars used mainly on short runs will require this attention more often than those used for long runs D 4 Removal and Replacement of a Valve Whilst the cylinder head 1s removed the valves can be taken out To do this compress the valve spring with the special valve spring compres sor Bis Removal Remove the two cap retaining collets valve spring cap valve oil seals and its retainer from the guide Keep the valves n their relative positions when removed from the engine to ensure replacement in their original valve guides Replacement Note that the diameter of the exhaust valve heads are smaller than the inlet valve To replace the valves insert each valve into its guide and replace the spring oil seal and retainer wards The oil seals are more easily fitted if they have been soaked in engine oil for a short period before use To replace the valve spring com press the valve spring Refit the cap retainers and secure them by means of the valve cotters Remove the Compressor VALVE SPRINGS Free length Fitted length amp load Compressed length amp load Effective turns of Coil Diamet
162. s 9 0 8 An 00008 11 00006 111 mt 0026 0111 Bee 91181 6 5 6 00 6 8 2 aeg 00222 20061 00 71 0066 1 hd 9 00222 1 09916 8 00800 112 1 91251 AE L tsrt 9 00002 52011 00222 06011 7 01 Mi 00222 61011 1 0 16 6 00 566 1 7 08 1 dra 1 20616 6 When fitting new bearings care must be taken to line up the ol holes with the corresponding holes in the cylinder block Tap the new bearings into position and ream them to give a running clearance of 0 001 0 002 18 0 025 0 051 mm Refitting the Camshaft This 1s a reversal of the intructions for removal Care should be taken however to align and engage the drive pin n the rear end of the camshaft with the slot n the ol pump drive shaft Main bearing caps Remove the flywheel and clutch UAI Take off the timing chain the ol pan and the engine rear plate Unloc and remove the bolts securing the main bearing caps of the eyl nder block also the bolts securing the timing chain cover at front of cylinder block When fitting new bearings no scraping 15 required as they are machined to give the correct running clearance of 0 001 0 0027 n 0 03 0 07 mm Handle the new bearings carefully so as not to damage the fine surface finish 33 Remove all trac
163. s of flange to keep t from mov ing take off the nuts with the box wrench 234 gear carrier by striking out lughtly to the backwards the F g 2 Us ng of s de bear ng puller f ont end at the side of com Anen flan of drive pinion with the drift of soft metal as would be taken out together with the inner race of 0 roller distance piece and the adjusting shim and Y Outer race and pinion of front and rear bearing as well as the pen mad justing shim left in the carrier RG Lei 2 AE Me rear bearing inner race of the drive pinion The drive pinion rear bearing inner race replacer and the adaptor should be employed in this case The adaptor n the round form is for fixing and the other for taking off 15 easy to handle with the vice fixing one end vi tepla er hd we 3 D o o x i x Assembly gear carrier with gear 38300 37000 41 8 5 125 38300 37800 35 8 4 375 38300 37001 39 7 5 572 38300 36800 37 8 4 625 38164 32200 8 hi r i Fig 3 Differential gear carrier cde ke H va d L a Ae af RR Companion flange 10 Pinion shaft Carrier assembly 11 Diff side bearing R a a b N A e jt Drive pinion front bearing 12 Rear axle shafts Drive pinion rear be
164. s the constant current charging method generally used Initial charging 15 made by using a low current and long charging time but for ordinary recharging a current described above 1s used and the charging completed n about 12 to 16 hours 102 The point to be observed in charging 1s determining the time when the charging should be discontinued there 1s no overcharging or undercharging The completion time must be such that If overcharged more than necessary the charging current will be used up in decomposing the water in the battery fluid and not only will the 1 the aging of the plates due to tem peratur rise Efficient charging 15 attained when the charging 1s made with the least possible a mount of gas being generated Gas begins to be generated at the time the battery voltage begins 115 sudden rise from around 2 3 to 2 4 volts Therefore if the ele ctrical source voltage 18 ma nt ained at 2 3 to 2 4 volts the bat tery voltage will be unable to rise higher and the battery can be char ged with the least amount of gas being generated This 1s the con Stant voltage charging method in which an exceedingly large amount of current flows at the start but as the charging progresses the cur rent decreases and when the bat tery voltage becomes equal to the electrical source voltage there will be practically no current flow ing However to adjust the spe cific gravity after completing the charge itis n
165. s will cause the voltage to drop at first but it will rise again NO LOAD TERMINAL VOLTAGE lt SET POSITION TIGHTEN PILE ADJUSTING SCREW Fig 8 Position of pile pressure screw and no load terminal voltage This 18 due to the fact that at first the gap between the F screw and the moving core to increase the contacing re sistance of the pile sheets Tock Screw and lower the term nal vol tage As the F screw 1s t ghtened further the gap to the mov ng core reaches 0 and the term nal voltage shows a m n mum value E With further tightening the flux adjusting screw being to push the directly and the voltage rises rapidly This as the push up voltage The voltage 15 measured by connecting a voltmeter be tween the A and E terrrinals Fig 8 Adjusting core as shown n Fig 9 The procedure outlined below should be followed in making ne cessary adjustments from this sta ge on 1 With the connections made as shown n Fig 9 have the gene rator at no load B terminal discon nected and rotating at specified speed 2 500 rpm 2 Set the pile pressure screw position 3 Tighten the adjusting core p x F screw and determine the push Fig 9 Wiring hook up 7 up voltage If the F screw 15 tight for measuring push up voltage J ened beyond the push up voltage 10 5 volts 2 500 rpm the voltage r ses extremely fast so that carers should
166. shaft 1s pulled out 5 The armature and the front cover are taken out together 6 To remove the pinion group from the armature shaft the cotter pin on the end of the shaft 1s pulled out and by removing the pinion nut the pin 10n group 1s removed Inspecting and Repairing Parts The same procedure as that for the generator parts 35 followed the parts being cleaned and inspected after which determinations are made as to whether they can be reused or if repairs or replacements are necessary 1 The pinion 1s inspected for defects and if the tooth face 1S worn or the tooth edge 1s damaged the pinion should be repalced Worn or broken teeth will not only make the gear mesh poorly but will hasten the wear on the opposing gear and also poorly meshing gears will cause bending n the armature shaft For this last reason care should be taken when inspect ing to also check the flywheel and take remedial measures if the ring gear 18 found worn or damaged When the pinion 1s found defective replaced the entire pinion group 5 When inspecting the armature check the armature to core gap shaft to bushing clearance bending in shaft etc in the same manner as that for the generator and are corrected to the specified limits or the ar mature s replaced Special attention should be given to the clearance bet ween the armature and the core to see that they are not contacting and corrosion found on the outside surface of the armature or the
167. shaft and link may be worn to some extent This 15 not serious but when serious eccentric wear crack or breakage is found the part must be replaced As a remedial measure such wear can be compensated for at the time of dismantling and reassembling of the body by inserting a packing made of thick paper between the lower body and diaphragm to raise the relative posi tion of diaphragm shaft with repsect to the lower body r The rocker arm should be replace when its contact face with the cam and that with the link and its pin hole are seriously worn When its reemployment by reconditioning is unavoidable add material to the rocker arm and link by welding and finish them with a file but this can not last long and s no more than a temporary measure Renew the arm pin when 11 1s found worn excessively The diaphragm spring arm spring seldon become faulty but when weak ened replace them always with standard ones If the diaphragm spring 18 too strong it results in overflow of the float x chamber of the carburetor The tension of the spring must not be strengthened or weakened arbitra rily by hand Check to see if there 1s any warp on the joint surfaces of the cap and body and after disassembling is over renew the gasket to keep 115 airtightness n LS Ka Reassembling amp Installing Employ standard springs for the various uses as stated before Install valves precisely for close contact with their respective s
168. spring S By the movements of the diaphragm and functioning of the valves at the inlet and outlet of the pump chamber gasoline 15 drawn up from the tank to the carburetor If the float chamber of the carburetor contains enough gasoline and the needle valve 15 closed gasoline 1S not allowed into the carburetor Thus gasoline s stored n the pump chamber and due to 1ts pressure the diaphragm is kept down and cannot return Under this condition the rocker arm works n vain as the rod remains low The rocker arm spring serves to prevent noise keeping the rocker arm pushed against the eccentric of the camshaft Class bowl Se etter element 17069 58000 SES na packing e zu A 17103 50000 Tee maa 17053 Rocker arm 20 85065 170 m 17036 00100 0 Has 0 17015 32200 17019 850 Se 17016 0011 Fig 3 Components of fuel pump Disassembling amp Inspection Checking with fuel pump installed on engine Switch off and stop the engine Disconnect the fuel pipe at the inlet union of the carburetor and then turn the engine with the crank handle Now the gasoline should be ejected vigorously from the tip of the pipe once every two rotations of the crankshaft To test the function of the pump alone operation of the hand primer and checking the fuel ejection 1s enough Removal from engine Fuel pump can be easily removed by disconnecting the inlet and o
169. ssion Spring ger size wires should be used to replace v xr oving core the wires formerly used and wire to wire 6 Voltage coil connections should be amply soldered and m wound with black tape to preserve the in EN sulation Reparis Adjustment amp Inspection M D The voltage regulat ng part of the voltage regulator has been subyected to r g d inspection so that there should be practically no change while 18 use and no necessity for adjustments If trouble should occur however the regula tor should not be touched without previous preparations or this will on the contrary lead to bigger troubles Before adjusting the principles outlined above should be thoroughly understood and with a voltmeter and other instru ments on hand adjustments should be made correctly When adjusting the gap between the ad Justing core and the moving core itis difficult to determine this distance di mensionally so that 1t 1s of importance to make this adjustment electrically as Shown in Fig A Fig 4 Wiring diagram Adjusting when Voltage Changes after long Period of Service Fig 5 D C Voltmeter Wiring during adjusting In this case adjustments are made through the pile compressjgnscrew only As shown in Fig 5 to the A terminal of the regulator a voltmeter V 1S connected Terminal B 1s connected via an ammeter to the cr ent Syateh of the battery and variable resistance pup With the generator
170. t one day before 1t 1s used again This will allow the air bubbles in the fluid time to disperse Great cleanliness 1s essencial when dealing with any part of the hydrauhc system and especially so where the brake fluid is concerned Dirty fluid must never be added to the system x 2 KH 5 S s ag 9 die MOREM fe 7 E gt Ave Ze 2 32 m m m sm r Til d D 75 e x 2 x 4 SA 4 H 28 t 194 i AR s 2 s D gt H x e ACT 3 EN e E t E e Tac vr 4 aa do Ay 1 r wed b e at 2 Ap n ch d e D 1 H Kei e 3 ire gt a m d 2 efv E Sc H 1 o d MH a 4 Y E 5 5 wf A 2 A 1 Van R 1 L Printed in Japan Publication No 42311 802305 X 4 ite EA
171. t all possi ble points This is most important if the best results are to be achieved Mark the cover pressure plate lugs and release levers w th a centre punch so that the parts can be reassembled n their relative position n order to maintain the balance of the clutch Detach the release lever plate from the retaining springs and remove the three eye bolt nuts or adjusting nuts Slowly release the pressure on the springs unscrewing by diagonal selection the setscrews securing the cover to the base plate The clutch can be hfted to expose all components for inspection The release levers eye bolts struts and springs should be examined for wear and distortion Renew these parts if necessary bearing in mind that the thrust springs must only be renewed n sets Clean all parts and lubricate the bearing surfaces of the levers eye bolts etc sparingly with grease Ee Fig 5 Assembling tool 7 p br E E ae H Place the pressure plate over the three Spacing washers on the base plate with the thrust Springs 1n position on the pressure plate see Fig 6 Assemble the release lever ey e bolt and pin holding the threaded end of the ye bolt the inner end of the lever as close together as possible With the other hand insert the strut in the slots on the pressure plate lug sufficiently to allow the plain end of the eye bolt t
172. tension has been obtained securely lock the dynamo 1n position again Fig 2 Fan belt adjustment Ke 0 oe r 4 5 LEE Frost Precautions N e SN Freezing may occur first at the bottom ot the radiator or 18 the lower hose connections Ice in the hose will stop water circulation and may cause boiling A muff can be used to advantage but care must be taken not to run with the muff fully closed or boiling will result When frost 1s expected or when the car s to be used in a very low temperature make sure that the Strength of the solution n fact up to the strength advised by the manu facturers Th strength of the solution must be maintained by topping up with antifreeze solution as necessary Excessive topping up with water reduces the degree of protection afforded Solution must be made up in accordance with instructions applied with the container 8 Relations of freezing temperatures of alchol water and glycerine mix tures ratio 7 1 4 EM R 288 az Bee ELS A m a SEE alid hans MH 10 20 30 40 50 60 D 90 10 20 30 40 50 60 70 80 Alcohol water 96 Glycerine water mixture 190 Top up when the system 1s cold If the cooling system has to be drained run the mixture into clear container and use again Protection by Draining On cars where antifreeze 1s not used the following precautions must be taken during frosty water to o
173. the pipe 1s about 3 4 1n apart from the bottom n order to prevent its sucking up sediments on the tank bottom If not normal remove tank unit and adjust the bend of the pipe Check to see if the vent hole of the filler cap 1s clogged with dust and dirt not supplying air to the tank According to the degree of vac uum within the tank fu l cannot be drawn up even by the operation of fuel pump So be sure to clean the air vent of the cap If you should lose the cap and substitute a wooden plug for 1t a measure which is Sometimes wit nessed the condition inside of the tank becomes the same as though it were sealed up Always use only the standard cap Fig 3 Wiring of Fuel Gauge 1 Unit gauge 4 Ignition switch 2 Fuse 5 Ammeter 3 Fuel gauge 6 Battery Operation and Repairs of Fuel Gauge As shown in Fig 3 the fuel gauge consists of the dash unit and tank unit The dash unit which 1s installed on the instrument panel has two coils that cross each other at right angles whose magnetic forces control the movement of a keeper ron piece with a hand indicator On the tank unit a contact arm slides over a resistance in response to the float level As shown in Fig 3 if the 1gnition switch is turned on when the tank 15 empty electic current will flow from the battery through the ammeter into coil A and then through the contact arm to the ground Coil A 1s then magnetized attracts the ron
174. then fuel path 1s cut off When the negative pressure 1s down to 110 mm a head of boost valve 1s pressed by push spindle which 1s operated from exceeding spring tension then the fuel passed between valve and valve seat 1s properly ready at power jet placed at side wall of valve and meet with fuel in primary main system Idle Adjustment Idle adjustment is carried out with the throttle adjust screw and the idle adjust screw The throttle adjust screw adjusts the slow running speed Screw in to increase speed or turn out to reduce speed The idle adjust screw adjusts the density of air fuel mixture Screw n for lean mixture and screw out for rich mixture Therefore o the idle adjustment is to be done with these two screws 1n correla tion Too much screw 1n of idle adjust screw will damage the point of t and cause disorder in idle running If there 15 no effect on the engine however screw in the screw that s not a normal condition when it is necessary to check whether or not the slow air bleed s clogged the slow jet slackens or the fuel level 1s abnormally high Do the idle adjustment after the engine warmed up Adjust the idle running to 600 r p m Adjustment of Fuel Level in Carburetor On the transparent cover of the float chamber drawn 18 a line marked LEVEL which stands for the standard fuel level The fuel level should agree with this line The fuel level is adjusted with the adjust shims That 1s remove the float nee
175. through the magnet coil increases and makes the attrac tive force greater This increases the carbon resistance so that the current through the field coil s decreased and also decreases the gene rated current Conversely when the voltage becomes low the generat ed current increases Thus by properly matching the carbon prl requ lator limits the current by means of the current coil there no need of specially providing a current cut out Also the coil in series with the field 1s for improving the charging characteristics at low speed while the fixed resistances are for preventing variations in characteristics due to temperature changes Wiring Precautions In connecting up the generator and the voltage regulator care shouldbe taken to note the signs on the terminals shown in Fig 4 to make the connec tions tight and to make sure not to for get to connect the ground terminals However caution should be taken not to damage the terminals screws and other parts by tightening more than ne cessary For wiring heavy wires are used between A A and B B because of large currents flowing between these Fig 3 points and light wire is used between Voltage regulating principles F F Care should be taken not to mis take the size of these wires When the 1 Generator wires have been in service for a long 2 Field coil period of time they are repaired or re 3 Carbon pile placed In these cases the same or lar v 4 Compre
176. urn the crankshaft until the contact point of the contact arm closes Then switch on the ignition switch draw out the secondary cord from the central electrode on the distributor cap and holding its tip about 6 mm away from a metal portion of the engine open and close the point by mov ing the contact arm by hand NE If blush white and strong spark are created between the tip of the cord and the metal portion the co l may be considered to be all right When the sparks are feeble and reddish or when sparking does not take place unless the gap with the Metal portion 1s extremely reduced the coil must be defective Since these are cases when the condenser and ignition switch are all right to be exact employ a coil tester To check by means of an ammeter connect the primary coil and bat tery then measure the current If there 1s no current at all this signifies a break in the circuit In such cases the coil must be renewed For thorough inspection a coil tester should be employed are 5 ELECTRICAL SYSTEM 1242085 1 sory anaty d ajay tat da 3 6866 Ie i vum qmm Bove i i n a m qas 10102 d rs CA 2 es m PB pime Jousum Yoruma due ba wiel KH I em ll 1 uar dag ipune Eg 2 oy 1 donup pra AZI soou 398831 nu H
177. used make adjustments according to the gollowing table Conditions Without load Suitable Weight Ratio of Mixture Low Speed Running 600 r p m High Speed Running 2 000 r p m Engine Trouble Shooting Fig 3 1s intended to be of assistance n the systematic analysis and isolation of symptoms of engine troubles so that the defective points may be accurately traced and economically repaired 1 Normal condition Settles between 18 20 in 4 When above 3 condition exists indicator will swing to 018 if engine is raced 2 Normal condition When indicator fluctuates between a range of 02 725 as engine 1s raced rings and valves are in good conditions 5 uu When indicator sometimes drops by 4in or so valve sticking exists 3 Even indicator settles if reading is low rings or oil are in faulty condition 6 When indicator drops by several inches at certain time valves are burnt 7 When indicator drops by about 2 in valves leak Faulty seating of valves 8 When indicator oscillates actively between 14 and 18 m valve stem guide 15 worn out 9 When with a slight speed ing up indicator moves between 10 22 in and with increase of speed the range becomes larger valve springs are weak 10 When indicator remains still between 8 15 in it s because either valve timing is retarded or valve clearanc
178. ush holder grounded and should be replaced Testing for Grounding in Armature To test 1f the armature 1s grounded or not one lead from the growler 1s contacted with the armature shaft and the other lead with the commutator segment If the test lamp hghts the armature is grounded and should be replaced Testing for Shorts in Armature x To test for shorts in armature coil the armature 1s placed on top of the growler and with iron piece held over the armature coil the armature 15 rotated by hand If the iron piece 1s attracted to the armature coil the armature coil 1 shorted and should replaced Ch cking Armature Shaft and Bushing 4 The clearance btween the armature shaft and bearing bushing 1s checked and if the Shaft s found to be worn or badly bent t should be replaced If there 1s excessive looseness between the armature and the core becomes non uniform during rotation so that not only will the output be reduced and the smoothness of rotation be destroyed but this will cause the shaft to bend and cause the parts to touch The specifications should be referred to and defective parts should be replaced or repaired Checking Armature Coil This 1s a visual check up The connection between the armature coil and the commutator are inspected and all loose or defective soldered con nections are corrected Checking Commutator When the commutator becomes worn so that the oval ty of 0 4 mm d
179. ustment s necessary 2 Another inspection should be carried in a way by jacking up one of the wheels and spin 1t back and forth 3 Holding the tire of the wheels jacked up and spin and move to every direction When the shock 1s feit inspect the degree of tightness and adjust it 4 Inspect and confirm the volume and quality of the 011 in the housing Inspection in Motion 1 In case of giving the high metalic noise when speeding up the back lash 1s at the least or too much at the drive gear and the drive pinion M t 2 Giving any abnormal noise in speeding up or slowing down the drive pinion bearing is worn out or damaged 3 It s the bearing that gives the constant humming noise at high speed and the gear that makes a periodic nose at low speed In case there 18 any damage of the gear it must be immediately disassembled and repaired because if 1t 18 used as it 1s the broken gear cause to breake the other gear and another and so forth finally to the big accident 3 CH 183 At BRAKE 3 GENERAL DATE operated by foot operated by hand Inner dia of master cylinder Inner dia of wheel cylinder Residual pressure of brake oil BRAKE DRUM Inner dia of drum both front amp rear Degree of real circle of drum Amendment limit of dittoed degree Allowable limit of inner dia of drum BRAKE SHOE s Lining dimension both front amp 5 Tear wheel Length x width x thickness Lining area
180. utlet unions and loosening the 2 attachment Inspection prior to disassembling Prior to disassembling of the removed pump measure the distance between the rocker arm and flange of the lower body by means of a scale and see if the rocker arm rocker link and pi S are worn a Method of disassembling First wipe dirt off the outer surface of the pump and put marks on both the upper and lower bodies to make their reassembling easy It s easily separated into two when the six screws around the upper body are loosened Take great care not to damage the diaphragm during this disassembly Checking amp Repaires of Parts Wash the disassembled parts well in gasoline then inspect them Replace the diaphragm if any damage impregnation by gasoline Replace a valve assembly if any wear or faulty operations 1s detected Even if repairs are unavoidable required the limit for repairs of warp or wear of the valve s 001 n When the surface of the valve seat or valve is found irregular remove the valve seat of the outlet and dress the surface with a fine oilstone In case of rregular ty fo the seat surface of the inlet valve which can not be taken off from the body recondition t with a cutter and grinding tool When the surface of the valve 1s faulty place some very fine grinding compound on the surface of a flat piece of glass plate and grind it lightly with the tip of a finger The hole of the joint parts of diaphragm
181. washer 122 The operation will prove easier if the shift fork selector rods are tap ped forward thus pushing the cover away from the casing Selector Rods amp Forks Using a soft metal drift tap forward for a short distance each of the three rods and prise out the keys which are fitted to prevent the rods from turning s Now drive each rod forward clear of the forks and extract them from the case Care should be exercised n order not to lose the spring loaded ball fitted to each fork Lift out the three forks noting carefully their respective positions to assist reassembly Fitted behind the third speed fork 1s a distance piece which must be retrieved from the case when removing this fork Reverse Gear A lug which is an integral part of the main casting locates the forward end of the reverse gear shaft To secure the shaft n position a setpine 1s screwed through the lug locating 1n the shaft The setpin 1s locked by a tab washer Straighten the tab washer release the setp n then tap for ward and remove the reverse gear shaft Lift out the reverse gear 4 4 O ee 0 GMT 34498 32200 9 5 6 N e 9 16115 1 amp B eg 921215 9 15416 1 7 34410 30000 77 15415 1 34421 20000 EER Le Ka 0 0 34462 01300 g z 34421 30000 34490 01300 7 E 34463 3000 o 9 11146 1 34435 3220 NNE EEN xk 3291
182. when the breaker point 1s just begining to open turn on the ignition key hold the end of the No 1 spark cord about 1 4 inch away from the cylinder head and turn the body until spark jumps across the gap The off set slot position of the drive shaft when the No I piston 1s in ts compression top dead center position 1s shown here 5 Next put the distributor cap on and clamp 1t securely with the clip 6 To the No 1 spark plug connect the cord from the terminal to which the arm of the rotor 1s pointing Thereafter connect the terminal cords to their spark plugs in the counter clock wise order so as to obtain a 1 3 4 2 firing order 7 Upon completion of the wiring cover the distributor with a rubber cap The engine should now start properly Ordinarily the pointer of the octane selector 15 set at 115 zero reading during the ignition timing adjustment If the octane number of the fuel be ing used is low and the engine knocks the pointer adjusted to the right R to the optimum advance angle Conversely if the octane number 1s high the pointer s adjusted to the left A One unit of calibration of the selec tor corresponds to 2 deg of the distributor angle and to 4 deg of the crank shaft angle When a timing lamp 15 used the standard setting 15 12 deg before top dead center with the engine 191168 600 620 In any case the optimum adjustment 1s that n which a slight knocking is heard when with the car running
183. y ing the O ring Use the said ring 0 3 1 1 mm thicker than the used shims And further adjust by changing the thickness of the worm bearing adjust shims exchanging the rear and front shims Inspection and adjustment of the roller shaft The shaft itself should be check and replaced with new one whenit iS worn out The roller shaft assembly should be replaced in a unit in case the roller pin becomes loose and damages or defacement of surface of roller is found The replacement can be limited to the worn out parts after disassembling Fit the roller shaft to the gear housing after inserting the adjust shirns to the adjust screw and adjusting said screw so as the end clearance along the roller shaft 18 to be 0 01 0 03 mm with the shims The back lash at the top of gear arm s to be 0 0 2 mm in the vertical rolling center of the roll A 42 pee ger shaft and lock the nut up after comf rm ng that the roller s smooth eg Ss 611388 over the worm gear 5 8 Assernblesand Disassemble of the linkage ye 73 eld Thesjointypa ris of the linkage are constructed with the spring sheet d TOR DERBI and so forth and this order must be conformed with Nie wa 9 n assembling the unit Otherwise the Spring would not action be 2 s de i ivinig a shock to the every part of the umt wear ng out both the steering gear arm and linkage of the steering which furtherly willbe
184. ype Oil control ring Slot type chrome plated Type of rings Ring width Compression 98 1 99 mm 0 0780 0 0783 in 1 control 3 98 3 99 mm 0 1565 0 1570 n Ring clearance in groove Compression 04 0 08 mm 0 0016 0 00301n 11 control 03 0 06 mm 0 0012 0 00241n R ng gap n bore Compression No 25 0 40 mm 0 010 0 016 n X No 15 0 30 mm 0 006 0 012 1n O11 control 15 0 30 mm 0 006 0 012 in Ring tension Compression No u No 311 control 00 0 44 Ib 33 0 44 1b 67 0 44 8 0 2 kg 95 2 14 0 2 kg PISTON AND BORES There should be a clearance of 0010 0 0016 in 0 025 0 040 mm PISTON RINGS The top piston ring gap should be 0 010 0 016 in 0 25 0 40 mm when checked n the cylinder bore The clearance of the second and oil control compression rings in their grooves should amount to 006 0 012 n 0 15 0 30 mm If the piston rings do not travel to the end of the cylinder bores a lip 1s eventually formed due to wear This may be checked with a dial gauge and must be removed If this 1s not done there will be a tendency to 7 operation or a fractured ring caused by the top piston ring striking the hp Piston and rings are available in 0 010 n 0 254 mm 0 020 in 0 508 mm 0 030 n 0 762 mm 0 040 in 1 016 mm and 0 050 1n 1 270 mm oversizes The piston rings should always be fitted from the crown of the

Service Manual Nissan Cedric Model 31 Series

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