SERVICE MANUAL NISSAN MOTOR CO, LTD. someon TOKYO, JAPANaL a ate aL Tag MODEL L13,L16 & L20 ENGINES aaa Lae May AE NISSAN CHITA RS A a yy FUEL SYSTEM TSS EAL UMS aL a eae ea NISSAN MOTOR CO,LTD. | SA ay TOKYO, JAPAN‘This service manual has been prepared for the purpose of assisting service personnel of our distributors and dealers for effective service and maintenance of model L series engines. Since proper maintenance and service are most essential to satisfy oar customers by kooping their cers in the best condition, this manual should be carefully studied. The followings should be noted for effective utilization of this manual 1. Since only the informations concerning the engine are described herein, please refer to both this and the DATSUN 510 SERVICE MANUAL and DATSUN 2000 SERVICE MANUAL for complete details of the car. All the parts names in this manual conform to both DATSUN 510 PARTS CATALOG and DATSUN 2000 PARTS CATALOG, and only the genuine sérvice parts Listed in these parts catalogs should be used as replacements. All information, illustrations and specifications contained in this manual are based on the latest product information available et the time of publication approval. It is emphasised that those who use this manual revise the contents accord- ing to the SERVICE JOURNAL issued by the factory, which carries the latest factory approved servicing method. Rights for alternation in specifications and others at any time are reserved. NISSAN MOTOR CO., LTD,SECTION EG ENGINE GENERAL € EXTERNAL VIEW OF ENGINE MAIN: SPECIFICATIONS VEHICLE REFERENCE - RECOMMENDED LUBRICANTS. PETROL AND COOLANT ------- UNIT SERIAL NUMBER LOCATION - PERIODICAL INSPECTION AND MAMTERIMED © Sesprsetelbeie cise tes,ENGINE GENERAL EXTERNAL VIEW OF ENGINE External view of model L13, L16 engine Fig, 0G-2 Left hand side EG-1ENGINE External view of model L16 engine (SU carburetor} Fig. FG-4 Left hand side EC-2ENGINE GENERAL External view of model 120 engine Fig. FG-6 Toft hand side EG-8ENGINE External view of model [20 engine (SU carburetor) Fig. 6-3. Loft hand side EG-4ENGINE GENERAL MAIN SPECIFICATIONS Lie T20 es Sees ee eee Number of cylinders, in line + 4 [ee CH eRee Valve arrangement onc one OHe onc ouc Bore am, 83 83 83 | 78 | fin.) (3. 267) (8. 2677) | (3.2677) | (3, 0709) | (@. 0709) Stroke mint 59.9 73.7 73.7 69.7 69.7 (in.) 2.958) | (2.902) | (2802) | @z.74q | a744) Displacement ee 1,393 | 1,595 yes | 1,998 (ea in.) 9.) | 67% 87.) | 21.9 | Gat. ‘Compression ral B11 [ Berd | 86-1 [asia] ork Maximum power, SAH HP ft 4 109 12 123 ie ena 8,000 | 6,00 5,600 | 5,600 Maximum torque, SAE m-kg Wt 1.3 16.7 Ya (it-Ib.) 20.3) | G04) (020.8 95. 1) at Tep.m. 3, 600 4, 000 5,600 | 4,400 Capacities Oil pan (*) Ho 407 Pao 40 U.S. qis/U.K. ats 4.2/3.5 | 4. 42/85 | 4.2/3.5) 4.2/8.5 Coolant k 64 9.8 9.5 U.S. qts/U.K. gts 6.8/5. ho. 0/8.4 | 10.0/8.4 ) The table specifies the quantity of oil which is required for periodic oil replacement, when oil fill er is not replaced. ats/4.0 U.K. /qts). ‘As only the informations concerning power plant are described herein, please refer to both this and each manual for chassis and body for Should also the filter be replaced, the total quantity VEHICLE REFERENCE ‘The vehicles on wi 1s about 4,74 (9.0 U.S. complete details of the car. hich L13, L16 and L20 engines are installed are as follows: Meda! 510 series 510 sorios Pa)s10-()TK WP510 series H10V series 111308 series 9190 series Vehicle Name standard & deluxe | Datsun 1300 standard & deluxe | Datsun 1500 588 Datsun 1600 | L16 (Twin) Datsun 1600 Lis stom six L20 Datsun 2000 super six Datsun 2000 20 super six Datsun 2000 | L209 (Twin) Engine Ce steptasermenl 1,300 €.< 1,800 e.< 1, 600 ee 1,600 e.< 2,000 eve. 2,000 0.0 2, 000 c.<.ENGINE RECOMMENDED LUBRICANTS, PETROL AND COOLANT Use the following grades of oil, gasoline and coolant. ‘Temperature Above 32°C (80° #) average 32 19.0 © (9 wo Az F) ~ minimum © to “120 (62° to 10° F) ~ minimum Below -17'C (10° F) ~ minimum Engine oll (MS) SAE 30, 10W-90 SAE 20, 20W, LOW-30 SAE 10W, 10W-30 SAE 10W, 10W-s0 Recommended lubricants aker Shell Mobil | Caltex | Esso BP Castrol | Htbrtoating | points Lubricants ee me BP Shell Super | Mobiloil Havoline| Esso Extra | PP Engine Multi- | Motor Oi1 | Special Custom | motor OL Carburetor si Longlife | Castrotite| grade |shellx-100/MD | made | row-so. | Lenelife | |Castrolite) a 3 10w-30 row-30 | 10-30 | zow-a0 | ar tS : Distributor 8 | Motor Oi! what ® art ae Mobiloil a Shell | Havatine simgie-|x sino [Atetic. [QAM Lessa Motor | yyy - | Castrol or Mobil- oil, 30, | 20HD grade [20,20 [COON Moor | Ol S| Motor on | 20HD 2ow, Low * oil HD a | AF | Pao Malti 5 Melti- | shett Mobil ne DE Castro- | Distributor puzpose Marfak Energrease |lease Pt Retinax A | Grease Grease or cam heel Grease Seat ety LM Compression ratio Octane No. of fuel o EG-8ENGINE GENERAL Nissan long life coolant (L.L.C.) ‘This L.L.C. Is an ethylene glycol base pro- duct containing chemical inhibitors to protect the cars cooling system against rusting and corrosion, L.L.C. does not contain any glycer- ine, ethyl or methyl alcohol sate or boil away and « high or low temperature thermostats. Boiling point Perent ‘concen- tection [See level 0.9 kg! cooling tem pressure It will not be used w ‘evapo: th either It flows Freeze protection 106°C -19'c (221° F) @ P) 109°C 37°C Qe Fr “ery 20" B) freely, transfers heat efficiently, and will not clog the paseages in the cooling system. L.L.C. must not be mixed with other product. ‘This coolant can be used through out the seasons of the year and exchange period ia two years or total running mileage of 40,000 km (24,000 mites) cr) 932) 10 (14) 40 (+40) 0 30. 30. aS Fig. £G-9 Protection concentmtion UNIT SERIAL NUMBER LOCATION ‘There are two serial numbere for unlt ide tification: the engine number and the chassis number. These numbers are repeated in the car identification plate, which is located in an easy-to-read position Engine Serial Number ‘The engine number is stamped in the rear right side of cylinder block, at cylinder head contact surface, The number {s preceded by engine model, L12, L16 and 120. L13 - 000007 Serial No. Engine model EI Fig. EG-10 Engine serial and madet number‘Aatns 20 9919 =9 ENGINE z 5 See eee + on ee eee ere See ae meee Bei Pee Spy ou se ae ert OT 5 z mart oh 8 3 i : porte oO} OT oO aa o es See : ee ae t cere 5 + a rae? mS f ° ° : ae See 3 3 5 S 4 Oe 5 == — et ie wing Year HTD, ote 3 ee ee a ee 5 = Bei Hees ee rer eee 8 ace are s eee aie ee eet - ees o T a cece a Sy een . one 3 3 eee oy OT | t 8 . oy 5 eslfs|eelealeslenlss Eautte Balsstee g2)e2 82/93) eglee|ss Be| = 38/88/85 BEES) E5/25)/ 2213589 25 (anion ) 35) E5/EF Pi ja pe eee le ie SANIOd ONIXD3HD ONY NOLLWOINENT fie fs PERIODICAL INSPECTION AND MAINTENANCE wvananw> aanveantvn Jaana Joao SDNVATINIVI £Q-8ENGINE GENERAL AFTER FIRST 1,000 KMS (600 MILES) Changing Engine Oil Second replacement .... at 9,000 kms (2,000 miles) ‘Third replacement .. at 6,000 kms (4,000 miles) every 5,000 kme (3,000 miles) Fourth and thereafter ... Draining is best done after a good run, when the oil, being thoroughly warm, will flow readily and freely and any foreign matier will be held in suspension. Place a large bow! or other shallow contain~ er under the engine. Then remove the oil pan drain plug. Do this carefully, as the oil will be hot and it will spurt out with some force. After compeltely draining the dirty oll off so~ curely replace the of] drain plug and finally refill the engine in the usual way up to the "H" mark on the dipstick. Make sure the car is on a level surface while draining and filling the engine. pan capacity Lis cee AOE, Lis secre MOL 120 a02 AFTER FIRST 3,000 KMS 2,000 MILES) Replacing oil filter Second and thereafter .... every 10, 000 kms (6,000 miles) The oil filter is of full-flow cartridge (ype. Tho clement of oil filter ia sealed in the con- tainer as a unit, it can easily removed by hand Take care not to lose the rubber sealing ring. When it is assembled, the seal is lightly olled, and whon the soal contacted, it is tightoned by hand further rotating it about 1/3 turn. AFTER FIRST 6,000KMS (4,000MILES) Fan belt tension Second and thereafter . every 5,000 km (3,000 miles) EG-9 Incidentally, we call it the fan belt, but also it drives the water pump and alternstor. It is advisable, however. to check the tension re- gularly, 96 that waen the need for adjustment does arrive it is not overlooked. With the engine switched off and the bonnet up, push the belt gently downwards. You should be able to depress it about 10 mm (1/2 in.}. IF the fan belt has become slack through wear loosen the fixing and adjusting bolts, and move the whole of the alternator toward or away from the engine, This will take up the slack. Tighton the bolts again, and techeck to make sure the belt has the required free play. If you tighten it too much it will wear rapidly and also over- load the water pump and alternator bearings. EVERY 10,000 KMS (6,000 MILES) Changing cooling water Scale or sediment accumulated in water jacket or radiator is obstructive to hest radia- tion. The system should be thoroughly flushed ‘out opening the two drain plugs, one at the bottom of the radiator and other at the right side of the cylinder block, until clean water comes out. Always use clean soft water for filling the radiator. Immediately the cold weather ar- rives, the cooling system should be protected against frost by a good anti-freeze solution such as a NISSAN LONG LIFE COOLANT. To allow for expansion when hot, the level, when cold, should be just visible in the bottom of the filler neck. Do not overfill the system. This coolant (L.L.C.) can be changed every 40,000 kms (24, 000 miles). EVERY 40,000 KMS (24,000 MILES) Replacing air cleaner element (wet paper type) ‘The air cleaner is of a wet papter type ele- ment (viscous type). As this element has been performed special treatment, there is no need to elean the element until it is replaced by new one. This element will look so dirty as to be required dust, but never try to clean, since there is no fear to reduce the cleaning action. Cure must be taken not to injure filter element,ENGINE URNAL OR § SERVICE JOURNAL or BULLETIN Ro, | PAGE No. SUBJECT EG-10SECTION ET ENGINE TUNE-UP ENGINE TUNE-UP TROUBLE DIAGNOSES AND CORRECTIONSENGINE TUNE-UP ENGINE TUNE-UP CONTENTS GENERAL DESCRIPTION ET} ADDITIONAL PROCEDURE era BASIC PROCEDURE ett bese ern Connect tuneup equipment et ovlinder Sie EPS Battery inspection .. ET-Z ‘Clean and inspect high tension wires, Spark plugs-remove and recondition €T-2 distributor cap and rotor ., TS ‘Clem sind edlig Sitsaulos pata er Disuibutor lubricate ers Auntie: et3 Tonto ans coolt one Inspection of fan Bolt vc. €r3 Siguinorenseling iste Ge ers lngeionataienmal eye er3 Inspection of oi iter ETS Crburetor overhaul ind adjustment E14 Inspection of air cleaner Ets ‘Check carburetor choke and Inspection of furl sirainer €TS unloader eT4 Inspection of cooling system ET6 GENERAL DESCRIPTION (1)Positive lead to positive battery. ter- A minor tune and test consists of testing battery, cleaning, regapping or replacing, if required, spark plugs and distributor points: adjusting distributor dwell angle, ignition tim= ing, carburetor idle mixture, and hot idle speed. The complete or major tune and test proce- dure consists of these basic items plus other ignition, compression, electrical and carbu- rotor checks, and a final road test to ensure continued trouble-free operation, BASIC PROCEDURE Connect tune-up equipment Follow manufacturer recommendations for the use of testing equipment, Fig. ET-1 shows a basic schematic for instrumentation which will apply to many types of test equipment and may be used ap 0 cough guide if oquipmeat manufactirer's Instructions aro not available. Comections shown in Figure ET-1 are made as fallows: 1, Voltmeter (1)Positive lead to resistor side of coil. (@) Negative lead to ground. Timing ght ET-1 (2) Negative lead to ground. (3) Trigger lead to mumber 1 spark plug. 3. Tachometer (1) Positive lead to distributor side of evil (2) Negative lead to ground. Note: tachometer which uses a high voltage pick-up. Attach pi spark plug. This tachometer may also be used with con: ventional ignition system. 4, Dwell meter (1) Positive lead wo distributor side of coil. (2) Negative lead to ground. cal fier lead snack Bags Fig. ET.1 Simple schematic of tune-up insirementationENGINE Battery inspection 1. Check the level of the electrolyte in battery coils. Check the level line on the case with the battery electrolyte: If necessary, replenish with distilled water. 2. Measure the specific gravity of the baltery electrolyte. Fig, ET-2 Battery inspection ~ Full charge ~ Permissible] > value [value > at 69" F, 20°C) Frigid climates| Over 1,22 1.28 ‘Tropical vee es | Over 138 1.28 Other climates | Over 1.20 1.26 Clean top of battery and terminals with a solution of baking soda and water. Rinse off and dry with compressed air. Top of battery must be clean to prevent current leakage be- tween terminals end from positive terminal to hold-down clamp, Jn addition to current leakage, prolonged accumulation of acid and dirt on top of bettery may cause blistering of the material covering connector straps and corrosion of straps. After tightening torminale, coat thom with petrolatim to protect them from corrosion Spark plugs-remove and recondition See that correct spark plugs are used. Spark plug insulators should be thoroughly cleaned to prevent possible flash-over: ‘Thoroughly clean lower insulator and cavity by blasting. File both electrodes flat (rounded surfacos increase voltage required to fire plugs) and set gap to 0.8 to 0.9 mm (0. 031 to 0.039 1n.), When plugs are reinstalled, use new gaskets and tighten plugs to 1.5 to 2. Okg-m (11. 0 to 15.0 ft-lb) torque. Clean and adjust distributor points Fig. ET-3 Distributor point gap check Remove distributor cep and inspect points for excessive burning or pitting. Replace points if necessary, Use a point file to clean contact area and remove scale from points. Filing is for cleaning purposes only. Do not atiempt to remove all roughness. Apply a trace of bearing lubricant to the breaker cam. Adjust distributor dwell angle to 49 to 55 degrees on L13 and L16 engines and 35 to 41 degrees on 1.20 engine, Set ignition timing With distributor vacuum line disconnected and car operating at normal idle speed or below, set ignition timing. ‘The timing can be observed by the station- ary pointer al the (ront cover and the markings on the crankshaft pulley with a drvice called a stroboscopic light (alec referred to as a timing light) as shown in Figure ET-4. ET-2ENGINE TUNE-UP Note that the pulley groove is graduated 5° per scale division in terms of the crank angle. The (op dead center is located to the extreme left as viowed from the inspector's sido. Permissible slackness of fan belt: 10 10 19 mm (0.394 to 0,990 in.) Belt tension measuring point: Between fan pulley and alternator pulley. Inspection of engine oil Oil capacity of engine Maximum] 4.02 4.08 4.0L (1,06 US. gal.) | (.06US, zal-) | (1.06 US. sale) (0. 88imp, ‘StImp. gel.) (0,88 Imp. gal. Miaimem| 3,02 3,08 30k (0.75US, gals) | (0.79 US. gale) |(0.79 USe gale) (0,66 1mp. gal.) | (0.66 lp. gale )|(0-66 Imp. gal. Fig. BT-4 Ignition timing check Ignition Timing us Lis 120 Single] twin | Single | in | carb. | carb.| card. | carb. 40° /900 | 10° /e00] 14 /e60] 12" /560 [17° /609 rpm. [repem. [rop.m. [rpm [e-pom Inspection of fan belt Fig. ET-5 Fan belt tension L. Check for Replace if defective. a cracked or damaged V-belt Adjust the belt tension, if necessary 1, Cheek if the engine oil has been deteriorated by invading cooling water or gasoline. Drain and refill the oil, if necessary. Note: 2. A milky oil indicates the presence of cooling water. Discover the cause for necessary treatment. b.An oll with extremely low viscosity sug- gests dilution with gasoline. 2. Cheek oil level, and if it is lower than neces- sary, replenish oil of the seme grade up to the H level. Fig, ET-6 Engine oil level check ET-3ENGINE Carburetor overhaul and adjustment ig, ET-7 Idle adjustment OVERHAUL The detailed information for carburetor overhauling ig outlined in section EF (ENGI FUEL SYSTEM). Overhaul the carburetor assembly, refer- ring to soction EF. ADJUSTMENT Adjust carburetor idle speed and mixture to the following specifieations. Engine idling L1B engine 600 1pm. 116 engine fs eee be OF pm 126 engine oes B00 ps Check carburetor choke and unloader OPERATION AND ADJUSTMENT (Only for single carburetor £20 engine) ‘The specified choke setting provides ideal choke operation in all climates. No seasonal changes are necessary. Sctting are listed in NGINE FUEL SECTION. ‘The choke should just close at 75°F, When Set at index. In rare cases, it may he neces— sazy to change slightly (never more than two notches) from the standerd setting to properly calibrate the choke. Excess carbon in choke housing may funicate a leaking choke beat tube. Choke linkage and iast idle cam must op- crate frosly. Do not lubricate linkage since this will collect cust and cause sticking. Check unloader action, Inoperative un- loader can cause complaints of difficult hot starting. Adjust as outlined in ENGINE FUEL SECTION, VALVE CLEARANCE ADJUSTMENT This adjustment is impossible when the engine is in operstion ceseripted below: Follow the procedure 1. Loosen the pivot locking nut and turm the pivot screw until the specified oloarance is obtained with engine cold. Tighten the pivot locking nut securely after adjustment, and recheck the clearance, 2. Warm up the engine, and stop it. Then, measure the hot engine valve clearance in the same manner as above. If it deviates from the given hot-engine valve setting value, make necessary adjustment. 113 and L16 0 [tasks [0.20 (0.0070) | 0.20 (0. 0070) valve |S] Evtauat | 0.25 70,0098) | 0.25 (0.0096) earance 7 = ; mm (ia) | Hot 118) | 9.30 @.0138) pale ADDITIONAL PROCEDURE For diagnosis purposes, it 1s sometimes necessary to proceed further then the basic tune-up procedure. The following steps plus a ET-4ENGINE TUNE-UP. road test are included in a complete or major ‘tune and test procedure. Compression pressure: test each cylinder Note: If this test is to be performed, it should be done when plugs are romoved for service during basic tuneup procedure. ‘Unless checking for worn rings or for the couse of low speed miss, compression check should not be necessary. 9 Compression pressure test ‘Test compression with engine warm, all spark plugs removed and throttle and choke open, No cylinder should be less than 80% of the highest cylinder. Excessive variation be- ‘tween cylinders, accompanied by low speed missing of the cylinder or cylinders which are low, usually indicates a valve not properly seating or a broken piston ring. Low pres- sures, even though uniform, may Indicate worn rings. This may be accompanied by excessive oil consumption. Compression prossure kg/em? (Ib/in2) at on ia fieoumnas | inaasy [toca fess | sath Roaw [oleae | cecim | | sinte carn, | 12,0 (471)/300 11,5 (159) 1 Ties [arena | iusay | Clean and inspect high tension wires, distributor cap and rotor Note: This operstion is to be performed whil checking distributor points during the basic tune-up procedure. Inspect distributor cap for cracks and flash over. External surfaces of all parts of secondary eystem must be cleaned to reduce possibility of voltage loss. All wires should be removed from distributor cap and coil so that terminals can be inspected and cleaned. Burned or corroded terminals indicate that wires wore not fully seated, which causes arcing between end of wire and terminal. When replacing wires in terminal, be sure they are fully seated hefore pushing rubber nipple down over tower. Check Gistributor rotor for damage, and distributor cap for cracks, Distributor-lubricate Wipe a very small amount of special cam and ball bearing lubricant on cam lobes when servicing. Tighten intake manifold and carburetor attaching nuts Intake manifold attaching bolts and nuts on engines should be tightened to proper torque. Carburetor sttaching nuts should be tightened securely. Leaks at these areas can cause rough idle, surging, deceleration popping or deceleration whistle. Inspection of oil filter 1. Check for oil leaks st the packing flange. If any leakage is discovered, tighten it a little, or replace the oil filter assembly. Do not over- tighton, 2. Replace the filler every 10, 000 km (6,000 Jo} running. Inspection of air cleaner Viscous type element makes cleaning un- necessary until the engine used for two years, or for 40,000 km (24,000 mile) running. (under normal conditions) ETSENGINE Inspection of fuel strainer These two engines use a cartridge type 20 ENGINE strainer, so if the malfunction Is detected, re- Check for a contaminated element, water Pl#ee 88 an assembly deposit and/or a cracked giass ball Inspection of cooling system Inspection of Radiator Cep Apply reference pressure (0.9 kg/em2) to the radiator cap (in case of Li3 and 116) and the reservoir tank cap (in case of 120) by means of a op lesler fo see if itis satisfac tory. Replace the cap assembly if necesso Fig. FT-10. Buel strainer for 120 engine Note: Pay specific attention to tho filtor element packing and the strainer packing when the fuel strainer isinstalled, Particularly, prevent air suction through the strainer packing, LI3 AND LI6 ENGINE Big. ET-A2 Radiator cap test Cooling System Pressure Test With radietor cap removed, apply reference pressure (1.9 kg/em?) to the cooling system means of 2 tester to check for leaks at system ‘components. Fig. ET-IT Fuel strainer for 113 fe and 1116 engine Fig. BT-13 Cooling system prossure tesi EDsENGINE TUNE-UP TROUBLE DIAGNOSES AND CORRECTIONS ‘Trouble ‘Doupisia cade Remedies CANNOT CRANK ENGINE OR] Improper grade oil. Replace with proper SLOW CRANKING grade oil. Discharged battery. Charge battery, Defective battery. Replace, ‘Loosen fan belt, Adjust. ‘Trouble in charge system. Inspect charge systom. Wiring connection trouble in starting | Correct. cireuit. Defective starter switch. Repair o replace. Defective starter motor. Repair or replace. (Trouble shooting provedure oa starting circuit) Switch on the starting motor with light put on ‘When light goes off or dims considerably a, Check battery b. ‘Check connection and cable c. Check starter motor When light stays bright a. Check wiring connection between battery and starter motor b. Check startor ewiteh ce. Check starter motor ENGINE WILL CRANK NORMALLY BUT WILL NOT START In this ease, following trouble cause may exist, but in many causes ignition system or fuel sys- Item is in trouble. Ignition system in trouble Puel system in trouble Valve meckanism does not work property Low compression. Cheek spark plug firstly by following procedure Disconnect high tension cable {rom one spark plug and hold it about 10 mm (0.9937 in.) from the engine. metal part and crank the engine. Good spark occurs Check spark plug (Check ignition timing Check fuel system Check cylinder compression ET-1ENGINE No spark occurs Check the current flow Ignition system in trouble Fuel system in trouble Low compression in primary cireuit. Very high current. Inspect primary clreult for short, Check breaker point operation. Low or no current Check for loose termi- nal or disconnection in primary circutt. Check for burned points, Distributor point burned. Repair or replace. Improper point gap. Adjust. Defective condensor. Replace Rotor cap anc rotor leak. Replace. Defective spark plug- Clean, adjust plug gap or replace. Improper ignition timing. Adjust. Defective ignition coil. Replace. Disconnection of high tension cate, Replace. Loose connvetion or disconncetion in | Repair or replace. primary cireuit, Lack of fuel. Supply. Dirty fuel strainer Replace (113 and 118). Clean or replace (120), Dirty oF clogged fuel pipe. Clean, Fuel pump will not work properly. Repair or replace. Carburetor auto-choke will not work | Check and adjust. properly. Adjustment of float Iével no good. Correct. Improper idling. Adjust. Dirty or clogged carburetor. Disassemble and clean, Clogged breather pipe. Clean. Incorrect spark plug. ‘Tighten to normal tor tightening, defective gasket. que, replace gasket. Improper grade engine oil or viscosity | Replace with proper dropping. grade oil. Incorrect valve clearance. Adjust. ET-8ENGINE TUNE-UP Compression leak from valve seat. Sticky valve stem Weak or defective valve springs. Compression leak at eylinder head gasket. Piston ring sticking or defactive. Worn piston ring or cylinder. (Trouble shooting procedure) Pour the engine oil from plug hole, and then measure cylinder compres- sion. Compression increased, Compression unchanged, Remove cylinder head ‘and lap the vaivos. Correct or replace valve, Replace valve springs. Replace gasket. Replace piston rings ‘Overhaul engine. ‘Trouble in cylinder or piston ring. Compression leak from valve, oylinder hoad or head gasket. IMPROPER ENGINE IDLING Fuel system in trouble Low compression, Others Clogged or damaged carburetor jets. Incorrect {dle adjustment. Clogged alr clesncr. Detective gaskets of manifolds or carburetor Insulator. Malfunetion of carburetor auto-choke (120 engine), Adjustment of float level no good. Incorrect valve clearance. Extremely low revolution, Clean or replace. Adjust, Replace element. Replace gasket. Repair. Adjust Previously mentioned. Adjust. Adjust. ENGINE POWER NOT UP TO NORMAL. Low compression Ignition system in trouble Incorrect ignition timing, Defective spark plugs. Defective distributor points. Previously mentioned. Adjust Clean, adjust or re- place plugs. Dress, or replace points also check con- denserFual system in trouble trouble Overheating Overcooling Others ENGINE Incorrect ociane selector setting. Malfunction of choke system. Clogged fuel pipe. Dirty or clogged fuel strainer. Fuel pump will not work properly. Clogged carburetor jets. Clogged air cleaner. Air inhailing from manifold gasket or carburetor gasket. Insufficient coolant. Looser fan belt. Worn or defective fen belt. Defective thermostat. Defective water pump. Clogged or losky radiator. Defective radiator filler eap. Air mixing into cooling system. Improper grade engine oil, Incorrect ignition timing. Defective carburetor (lean mixture). Defective thermostat. ‘Low octane fuel. Improper tire pressure. Dragging brake Clutch stipping. Adjust octane selector, Adjust, Clean. Clean or replace (L20). Replace (118 and 1.16). Repair or replace, Disassemble and clean, Replace element. Replace gasket, Replenish. Adjust fan belt, Replace. Replace, Repla Flush, ropair or re- place. Replace. Rotighten cach part of cooling system. Replace with proper grade oil. Adjust, Overhaul carburetor. Replace. Replace with specified ‘octane fuel. Make specified pres- sure. Adjust. Adjust, NOISY ENGINE Car knocking Overloading to engine. Carbon knocking ET-10 Use right gear in driv— ing Disassemble cylinder head and remove car- bon.Mechanical knocking Crankshaft bearing Inooking. Connecting rod bear- ing knocking, Piston and cylinder nolse Piston pin noise. ‘Water pump noise. Others. ENGINE TUNE-UP Timing knocking, Fuel knocking, Preignition (misusing of spark plug). ‘This strong dull noise increases when tho engino is ceceloratod. To locate the place, cause a misfire on each eylinder. If the noise stops by the misfire, this cylinder generates the noize. ‘This is a little higher-pitehed noise than the crankshait knocking, and also Increases when the engine ia acecler- ated. Cause a misfire on each cyl tnder end if the noise deminishes almost completely this crankshaft hearing generates the noise. ‘When you hear an overlapping metalic noise which Increases ite magnitude: with the revolution of the engine and which decreases as the engine is warmed up, this noise is caused by the piston and oylinder. To lovate the place, cause @ misfire on cach cylinder This noise ts heared at each highest and lowest doad ond of the piston. To looate the place, cause a misfire on each cylinder. ‘This noise may be caused by the worn or damaged bearings, or by the u- even surface of sliding paris. An improper adjustinent of the valve ‘cloaranee. Noise of tho timing chain. ET Adjust ignition timing. Use specified octane fecal. Use specified spark ol, ‘This is caused by the worn or damaged boar~ ings, or unevenly worn crankshaft. Renew the bearings and adjast or change the crankshaft. Cheek the lubrication aystem. Same as the care of| crankshaft bearings, This may cause an ab- normal wearing of the cylinder and lower compression which in turn will cause a lower ‘out-put power and ox- gessive consumption of ail Overhaul the engine This may cause & wear on the piston pin, or piston pin hole. Renew the piston and piston pin assembly. Replace the water pump with a new one. Adjust, Adjust the tension of the chain.ENGINE ‘An excessive end-play on the crank- shaft, Remarks: Disengage the clutch slight- ly and this noise will stop. Wear on the clutch pilot bush. Remarks: This noise will be heared when the cluteh is disengaged. Dismantle the engine and renew the main bearing bush. Renew the bush and adjust the drive shaft. ABNORMAL COMBUSTION (back fire, after fire, run-on ete.) Improper ignition timing Fuel system in trouble Improper ignition timing. Improper heat range of the spark plugs. Damaged carburetor or manifold gas- ket. (back fire, after fire) Defeetive carburetor jet. Improper function of the float. Adjust the ignition tim- ing Use specified spark plugs. Replace them with new parts. Dismantle the carbure~ tor and check it. Adjust the level, and check the needie valve. ‘Uneven idling, Adjust. Defective eylindor head, Improperly adjusted valve clearance. | Adjust it. = Excess carbon in the combustion | Remove the ead and chamber. got rid of the carbon. Damaged valve spring (back fire, | Replace it with a new after fire). one. EXCESSIVE OIL, CONSUMPTION il leakage Loose oll drain plug. Tighten it, Loose or damaged oil pan gasket. Loose or damaged chain cover gasket. Defective oil seal in front and rear of the crankshaft. Loose or damaged locker cover gas— ket. Improper tightening of oil filter. ET-12 Renew the gasket or tighten it. Renew the gasket or tighton it. Renew the oil seal. Renew the gasket or tighten it (but not too much). Renew tho gasket and tighten it with the pro- per torque.Excessive oil consumption Others ENGINE TUNE-UP Loose or damaged ofl pressure switch. Cylinder and piston wear. Improper location of the ring split or reversed assembly of it, Damage of seizure of rings. Wear of piston ring groove and rings. Fatigue of valve oil seal lip. Wear of vavive stem. In adequate quality of eagine oil. Engine ove sheat. ‘Renew the oil pressure switch or tighten it, Overhaul the cylinder and renew the piston. Remount the piston ings. Renew the rings. Repair or renew tho piston and cylinder. Renew the piston and piston ring. Replace the seal lip with a new one. Renew the valve or the guide. Une the designated oil. Previously mentioned. POOR FUEL ECONOMY ‘See the explanation of the power decrease Others Exceeding idling revolution, Defective acceleration recovery. Fuel loakage. Adjust it to tho dosig- nated r.p.m, Adjust it, Repair or tighten the connection of fuel pipes. TROUBLE IN OTHER FUNCTIONS Decreased oil pressure Inadequate ofl quality. Overheat. Defective function of oil pump regula tor valve. Functional deterioration of oil pump. Blocked ot! filter. Increased clearance in various sliding parts. Blocked oil strainer. Er13 Use the designated oil. Previously mentioned. Dismantle the oil pump and repair or renew it. Repair or replaco it with new one. Renew it, Dismantle and replace ‘the worn parts with new ones. Clean it.Seizure of sliding parts JOURNAL or BULLETIN No. ENGINE Troubles in the ol] gauge pressure switch. Oil pressure decrease. Defective quality or contamination of oil. Defective air cleaner, Overheat or overcoo!. Improper fuel mixture. (Principally to cylinder walls) Decrease of oil pressure. Too small clearances. Overheat. Improper fuel mixture. Replace it with a new one. Previously mentioned. Exchange the oil with proper one and change ‘the element. Change tho clement. Previously mentioned. Check the fuel eystem. Previously mentioned. Reassemble with the designated clearances. Previously mentioned. Check the fuel system. SUBJECT EraSECTION EM ENGINE MECHANICAL GENERAL DESCRIPTION ENGINE DISASSEMBLY INSPECTION AND REPAIR - EWGINE ASSEMBLY ---- SERVICE DATA AND SPECIFICATIONS ---------EM-40 TROUBLE DIAGNOSES AND CORRECTIONS ---EM-46 ena ei 8 FaENGINE MECHANICAL GENERAL DESCRIPTION CONTENTS L13 ENGINE EN-2 CYLINDER HEAD LIGENGINE ... s gheiniemceans EN-2. CANSHAFT ce scswnan 20 ENGINE i EN-3 VALVE MECHANISM. CYLINDER BLOCK wisencnreuentresnninne EM CAMSHAFT DRIVE CRANKSHAFT. crncenencunsmneornininns EM-4 MANIFOLDS PISTONS AND CONNECTING RODS ENA Fig. EM-1 General view of Lt3 engine Pig, EM-2 General view of 1.20 engine EM-1 EMS EMS ENO EMO —M7ENGINE L1S ENGINE L13 engine 1s a 1,296 cc (79.1 cu. in.) in line overhead camshaft four-cylinder engine and has 83 mm (3.2677 in.) bore and 69.9 mm (2.3583 in.) stroke with a compression ratio of 85:1, This engine is of a lightweight design ‘using many aluminum dicast parte. Using a two barrel type single carburetor, 113 engine develops a maximum output of 77 HP/6, 000 r,pem. (SAE). L16 ENGINE L16 engine is of the same general design and exiernal appearance as L13 engine, differing principally stroke, power and dimension of parts to bear higher output. L16 engine is a 1,505 co (97.9 cu.in.) in line OHC four-cylinder engine and has 83 mm (3.2677 in.) bore and 73.7 mm (2.9016 in.) stroke L16 engine is available in two types. In one type, which uses two SU type carburetors, it develops a maximum output of 109 HP/6, 000 r.p.m. (SAE) at a compression ratio of 9.5: 1, ‘The other type, which uses a single carburetor of a two barrel type, develops @ maximum output cf 96 HP/5,600 r.p.m. (SAE) at a compression ratio of 8.5: 1 ‘These two type engines are differing in the cylinder head, valves and pistons. Fig. EM-3 Sectional view of L13 engine EM-2ENGINE MECHANICAL 120 ENGINE L20 ongine is a 1,998 cc (121.9 cu.in.) in Tino overhead camshaft cix-cylindor engine and of the same general design and external appear- ance 4s 113 or L16 engine differing principally in th number of cylinders. 1.20 engine is available in two types. In one type, which uses two SU type carburetors, it develops a maximum output of 123 HP/5,500 x.p.m. (SAE) st a compression ratio of 9.0: 1. The other type, which uses a single carburetor of a two barrel type, is capable of a maximum output of 112 HP/5,600 r.p.m. (SAF) at a com- pression ratio of 8.5 : 1 Fig. FM-4 Sectional siewe of L20 engine EM-3ENGINE CYLINDER BLOCK ‘The cylinder block, which is of a monoblock special casting structure, adopts tho soven hear- ing-support system (L20 engine) and the five bearing-support system (L13 and L16 engine) for quietness and higher durability. Of a highly rigid deep-skirt design, it requires no compli- cated tappet chamber because of the OHC engine system and thus Ls light-weight. EM-6 120 engine ‘CRANKSHAFT ‘The crankshaft is fabricated of special forged steel. Provided with a high capacity balance weight, it shows quietness and high durability at high speed operation. Main bear- ings are lubricated from oil holes which inter- sect the main oil gallery which runs parallel to the oylinder bores. EM-4 7 £13 and L16 engine Fig. EV-8 L20 engine PISTONS AND CONNECTING RODS New-design light-weight pistons are of cast aluminum slpper-skirt type with invar-strut. Only L16 engine with a single carburetor uses the concave head pistons and others use the flat head pistons. The piston pin is of a special steel hollow type and is connected to the piston in a full floating fit, and is press-fitted onto the connecting rod. Connecting rods are made of forged steel. Full pressure lubrication is directed to the connecting rods by drilled oil passages from the adjucent main bearing journal. Oil holes at the connecting rod journals are located so that oll is supplied to give maximum lubrication just prior to full bearing load.ENGINE MECHANICAL Fig. EM-9 Piston ond connecting rod CYLINDER HEAD The cylinder head is made of light and strong aluminum alloy with good cooling eifi- ciency. A special aluminum bronze valve scat is used on the intake valve, while 2 special cast valve seat is installed on the exhaust valve. ‘These paris are all hot press-fitted. ‘The cylinder head of L16 engine is different between the single carburetor engine and the ‘SU-twin carburetor engine. Though the valve diameters of the former are the same as those of 113 engine, 116 engine with SU carburetors uses the valves of larger diameter. And in ‘counection with the compression ratio, the dome processing is adopted on the combustion cham ber area of the cylinder head only for the single carburetor L16 engine. Fig. EM-10. Cylinder head (L19 and L16 engine) EM-5 Fig. EM-1! Cylinder head (£20 engine) CAMSHAFT Camshaft is made of special cast iron and located inside the rocker cover. In Lis and 136 engine, four aluminum alloy brackets sup- port the camshaft and in 120 engine five alumi- num alloy brackets support the camshaft. Fig EM.12 Camshaft Camshaft bearings are lubricated from oll holes which intersect! the main oil gallory of the cylinder head ‘The lubrication method to the cam pad sur- face of the rocker arm and to the valve tip end in L13 and 118 engine is quite different from that in 120 engine In L13 and L16 engine concentric passages drilled in the front and rear part of the oam- shait from the galleries which supplies oi! to €ach cam lobe through an oil hole drilled in the base circle of each lobe. Lubrication isENGINE supplied to the front ofl gallery from 2nd cam- shaft bearing and to the rear oil gallery from Brd camshaft bearing. ‘These holes on the base circle of lobe supply lubrication to the cam pad surface of the rocker arm and to the valve tip end, In 120 engine there is no oil gallery in the camshaft and to lubricate the cam pad surface of the rocker arm anoil pipe with many oil holes is provided along the camshaft. This oil pipe provided ie supported by No.1, 9 and 5 camshaft brackets and from No. 3 brackets lubrication 13 supplied to this ofl pipe. Fig. FM-13 1.20 engine VALVE MECHANISM ‘The valve system has a pivot type rocker arm that ts activated direetly by the cam mech- anism, and this has made its moving parts considerably lighter and provides an ideal high- speed performance. Fig. EM-15 Valve mechanism (L20 engine) Only L18 engine uses the single typo valve springs and all other engines use the dual type valve springs. CAMSHAFT DRIVE Camshaft Is driven by a double row roller chains driven by exankshait. The tension of the chain is controled by a chain tensioner which are operated by spring and oil pressure. ‘Two types of tensioner are used in this L engine series, In L12 and L16 engine 2 rubber shoe type tensioner will insulate the vibrationof the chain and control the tension of the chain, Tn 120 engine an idler gear combined with the hain damper is used Fig. EM-14 Valve machonism (L13 engine) EM-6 Fig. EM-16 113 and 116 engineENGINE MECHANICAL the single-carburetor type has a monoblock manifold. ‘The exhaust manifold, identical in design on both ongine types, is a dual exhauat system intended to prevent decline in output due to ex- haust interference and to increase output through the inertia scavenging action. It is connected to exhaust pipes by flanges, which insure complete absence of exhaust leaks. Fig. EM-I7 £20 engine MANIFOLDS, The intako manifold is alurninum cast. The twin-carburetor typo engine uses one with an independent design for each carburetor, while Fig. EM-18 Monifolds for 113 engine Fig. EM-19 Manifolds jor 1.20 engine EM-1ENGINE ENGINE DISASSEMBLY CONTENTS CLEANING AND INSPECTING EM. 8 PISTONG AND CONNECTING ROD EM-12 DISASSEMBLY. EM. B CYLINDER HEAD. EM-12 CLEANING AND INSPECTING Wash the engine throughly before disas- sembly. Before washing, remove the alter- nator, distributor and starter, and plug up the carburetor alr-horn to avoid any infiltration of foreign matter. 1. The exterior of the engine: check the covers und bolts for breakage, rust, damage and loss. 2. Cylinder block: cheek throughly the water Jacke: for cracks and breakage. 3. Clutch housing: check for cracks 4, Oil pau; check for excessive rust. DISASSEMBLY 1. Place the engine assembly on the ongine stand. (1) Remove the alternator (with bracket). (@) Remove the engine mounting R, H. (8) Remove the oil filter. (4) Remove the water drain plug. (5) Remove the oil pressure switch (6) Remove the ignition coil, engine), (7) Install the engine tachment (only for L20 (8). Set the engine on the stand. Engine stand: $137100000 Engine attachment $T37200510 (128 ond 116) S137200120(1.20) Fig. EM-21 1.20 engine Remove the high tension cable (with the dis- tributor cap on). Remove the spark plugs. 4. Remove the distributor assembly. EM-8ENGINE MECHANICAL 9, Remove the thermostat housing. Fig, £M-22 Thermostat housing removal 6, Remove the intake and exhaust manifolds Fig, EM-23 Manifolds removal 7, Remove the engine mounting L. H 8, Remove the crank pulley ‘As for L20 engine the crank pulley is a vibra- ‘tion damper type. So on removal use a special tool. Note: Special tool: $T44820000 Pig. EM-24 Vibration damper removal 9, Remove the fan pulley and the water pump, 10, Remove the fucl pump. LL. Remove the rocker cover. 12, Removo the chain tonsioner at the eylinder head front cover. ‘Thea, remove the cylinder head front cover. (Only for 120 engine). | Fig. £M.25 Cylinder head front cover remoual 13, Remove the fuel pump drive cam and the camshaft sprocket. EM-9ENGINE Fig. EM-26 Camshaft drive sprocket 14, Remove the idler gear(only for L20 engine). 15, Remove the cylinder head assembly. Use a special tool for removing the cylinder head bolts, Fig. EM-27 Cylinder head removal 8744830000 for L20 ‘814901 0000 for Lig and 116 Special tool Note: For the convenience of the cylinder head re. placement, a special service tool ST 48350000 is prepared to support the timing chain during tthe service operation. By using this tool, the timing marks on the crankshaft sprocket and the timing chain will be unchanged. So the ‘work for aligning the timing marks will be ‘saved so much, This special tool is prepared only for L13 and L16 engine. 847360000 He rd Fig. EM-28 Special lool for supporting the timing chain 16. Invert the engine. 17. Remove the oil pan and the oil strainer, Fig. EM-29 il strainer removal 18. Remove the oil pump and its drive gear. 19, Remove the front cover. EM-10ENGINE MECHANICAL 23, Remove the piston and connecting rod assembly, Take off the connecting rod bear- inge at the samo timo and keop thom in order. fig. EM-20 Chain tensioner and tinsing chain removal 20. Remove the chein lensioner. (only for LL3 and L16 engine) Fig. ENN-32. Piston and connecting rod aisembly removal 1. Remove the timing chain, Bi patiove ee Fe A 24, Remove the flywheel 22. Remove the oil thrower, the cranksheft wormn gear and the chain drive sprocket. Fig. EM.33. Flywheel removal 26, Remove the main baring cap. Use a special tool for removing the rear Fig. EM-31. Chain drive sprocket removal main bearing cap. EM-11ENGINE Fig, EM-34 Rear main bearing cap removal Special tool: $T4463000D (L13 and 116) 8144680000 (1.20) 26. Remove the rear oil seal (only for L13 and L16 engine). Fig, EM-35 Rear oil seal removal 27. Remove the crankshaft 28. Remove the buffle plate and the cylinder block net (only for L13 and L16 ongine). Fig. EM-36 Buffle palte end net removal PISTON AND GONNECTING ROD 1, Remove the piston rings with « ring remover. Fig. £M-37 Piston ring removal 2, Press out tho piston pin with a piston pin re~ mover and an anbor press. Fig. EM-28 Piston pin removal Special tool: $14484000D (L12 and L16) ST4454.0000 (L20) 2, Keep the disassembled parts in order not to mix all parts. CYLINDER HEAD 1. Remove the valve rocker spring. 2. Loosen the valve rocker pivot lock mut and remove the rocker arm by pressing down the valve apring. EM-12ENGINE MECHANICAL Fig, EM.39 Rocker arm removal Now: Take care not 10 lose the valve rocker guide, 3. Remove the oll pipe. (only for L20 engine) 4, Romove the camshaft. Fig. EM-40 Camshaft removal Note: At this time, take care net to let the camshaft scratch the cam bushing during removal. 5. Remove the valves using a valve lifter Special tool: ST47450000 EM-13 Fig. EM-AL Valve removal 6, Take care not to lose valve spring seat, oil seal, valve collet, and valve rocker guide. 20 engine L13 engine Fig. EM-42, Valve components Now: a Be sure to leave the camshaft boering intact. Because the bearing centers are liable to be out of alignment. 'b. L16 engine uses the dual type springs.ENGINE INSPECTION AND REPAIR CONTENTS PREPARATION FOR INSPECTION sisson E14 Boring of cylinder M22 CYLINDER HEAD AND VALVES EN-14 PISTON, PISTON PIN AND PISTON. ‘Checking head meting face ve EMI RING EN-23 ‘Valve assembly EMIS CONNECTING ROD EN-26 Valve spring —M-16 CRANKSHAFT. £N-20 Rocker arm and valve rocker BUSHINGS AND BEARINGS seinen EM-2T pivot R EM.17 Measurement cf main bearing Valyo Quide vn EM17 clearance : EM.27 Valve seat inserts sismianenis, ENCAB Measurement of connecting rod CAMSHAFT AND CAMSHAFT bearing clearance EN-28 BEARINGS EMI9 Fitting bearings a‘ snntaes EM2B Camshaft bearing clearance check EN-19 MISCELLANEOUS COMPONENTS EN-30 ‘Valve timing check EN-20 Crankshaft sprocket, camshaft ‘Comshaft elign ment check EM-20 sprocket Seen EM-30 CYLINDER BLOCK... _ EM21 Chain tensioner and choin guide EN31 How to measure cylinder bore M21 Flywheel EN.31 PREPARATION FOR INSPECTION CYLINDER HEAD AND VALVES. 1, Check the cylinder head and the cylinder Checking head mating face block for traces of water leaks before cleaning. 2. Wash all the parts to clean them completely of oil stains, carbon deposits, fur, and seallag material. 8. Ascertain if all the oll holes are clear by blowing air into them, 4. Use every caution to secure proper as- sembly. Fig. EM-43. Cylinder head Note: Never remove camshaft bearings unlest you have @ suitable machine for boring camshaft bearing in line. 11 you once remove camshaft beerings, the bearing centers will be out of alignment and the recondition is very difficult EM-14ENGINE MECHANICAL 1. Make a vieual check for eracke and flaws. 2, Measure the surface of the cylinder head (on the cylinder block side) for warping. If it is found to be beyond the limit designated below, regrind the affected surface with a surface grinder. Fig, EM-A4 Checking the cylinder head surfoce Head surface fatness Standard Maximum Lig and 116 |less than 0.03 mm] 0.1mm | engine (0.0012 in.) |(0. 0039 in.) jess than 0.05 mm| 0.1 mm (0.0620 in.) |(0, 0039 in.) | Hic enice Valve assembly 1, Check each of the intake and exhaust valve assemblies for worn, damaged or deformed valve caps and stems. Correct or replace the valve, if any excessive defects are de- tected. Fig, EM-46, Valves for L.19 ond 1.16 (Single carb.) engine 2. The valve face or valve stem ond surface should he refaced hy using a valve grinder. Fig. EM-45. Valve stem diameter check Fig, EM-48 Valves for 120 engine EM-19ENGINE Note Valve 1. Measure the free length and the tension of each spring. If the measured value exceeds Fig. EM-49 Valve grinder When the valve head has been reduced to 0.5 mm (0.0197 in.) or tess in thickness, re place the valve. Grinding allowance for the valve stom end Surface Is 0.5 mm (0.0197 in.) or less. spring the specified limit, replace the spring. 2. Chock the deformation of each spring with asquare. Any 1.6 mm (0, 0530 springs with the deflection of in, } Or more must be replaced. Spring specific: ia Lie 120 omer] 222mm 52.9 mm as (1.89 tn.) (2.0472 in.) oa72 Pee esha cu ee. 44. 35 mm 50.0 mm e ore (1.7657 in.) (1.9685 in, ) Outer | 00m 120721545 | 38,9 mm a1 29.0=1.5kg | 98.9 mn at 20.04 * | (87 inato7.70t 3.3115.) |(1.53 in. at 63.93 4 3.91 Ib.) |(1.58 im. at 69.99 = 9.91 Ib.) valve closed ? q On ae | 85 mam at 12.9 4 0.7 kg 20.9 mm at 13.1.4 0,7 kg ae et (1.38 in. at 27.12 3 1.54 Ib.) |(1.45 in. at 28.98 4 1. 54 Ib.) Outer POOmm a7: 90,7 mm at 47.8424 kg | 90,7 mm at 47.94 2.4 ke Vi eT 11.18 in at 156. II. 21 in, at 105.38 + 5.29 Ib.)}(1.21 im, at 105,38 4 5.29 Ib.) alve ~ eet Bait soe 24.$mm at 25.5419 kg 28,7 mm at 21.32 1.2 kg er (0.96 in, et 56.21 + 2.87 Ib.) |(1.13 im, dt 46, 96 + 2. 65 Ib.) EM-16ENGINE MECHANICAL Rocker arm and valve rocker pivot Check the pivot head and the cam contact and pivot contact surfaces of the rocker arm for damage or wear. If defects are found, replace them. A defective pivot necessitates its replacement together with the correspond- Ing rocker arm, Valve guide Measure the clearance between the valre guide and the valve stom. If the clearance exceed the designated limit, replace the worn paris or both valves and valve guide, In this case, it is essential to determine if such @ clearance has been caused by a worn or bent valve stem or by a worn valve guides. enaust Fig EM-51 Standard valve guide (L13 and 116 engine) ar eoTTe [ize am (ca72m Fig. EM-52 Standard valve guide (1.20 engine) = Tutake valve | Exhawt valve Sem [ay rye | 08~0-048 | 0.08 uotenue | 25009 88.03, | 82.45% 2.55 (2.4546. 3, 4665) | (3.2461 ~ 2.2500) PISTON, PISTON PIN AND PISTON RING <1. Check for seizing, scratches and wear. Effect a replacement when such a defect is de~ Fig. EM-67 Piston ond connecting rod assembly 2. Meaoure the sido cloaranee of rings In ring groove aa each ring is installed. Clearance with now pistons and rings should be as follows. EM-23ENGINE Fig, EM.68 Side clearance measurement ee eae SS ee oe ee ee Ring gap ie Standard Lis, £16 Leo : 0.23 ~ 0.38 0.20~0.35 Top ring mm (R-) | (@.o091~0.0150) | (0.0079 ~ 0.0138) | 1*9 (98%) Sevond ring 0.15~0,30 0,14 ~ 0.29 mm (in.) (0.0059 ~0.0118) | (0.0085 ~0. 0114) | 1° (0 9894) Tis 0.30 Oa = 0.29 outning matin) | 4 S059 0-018) | yacoose corsa) | 22 (0-0008) 3. Place the ring at the bottom of the ring traveled part of cylinder bore in which it will be used. Square ring in bore by pushing it into position with the head piston. Measure the gapbetween ends of ring with fecler gauge. Gap should be ae listed above. EM-24ENGINE MECHANICAL Fig. EM-69. Ring gop measurement Note: a. When the piston ring only is ta be replaced, without the oylinder bore being corrected, measure the gap at the bottom of the cyl inder where the wear is mi b Oversize piston. rings are available for service. (25, 50, 75, 100, 125, 150 over size) 4, Measure the piston pin hole in relation to the outer diameter of the pin. If wear exceeding the limit is indicated, replace such piston pin together with the piston on which it is installed, ‘Lis, Lis | 120 Piston pin outside | 20.993 ~20.998| 19. 995 ~ 20, 005 diemeter |(0, 8265 ~ 0. 8267)|(0. 7872 ~ 0. 7876)| mm (in. ) Piston pin| Tongth | 72-007 72.25. | 66.40 ~66..65 um qin.) |2 8857 2-844) |(2. 6142 ~2, 6240) Piston pin | bole 21.001 ~ 21. 008| 19. 999 ~ 20. 010 meter —_|(0, 8268 ~ 0.5271)|(0. 7574 ~ 0. 7878)| mm (in.) 5. Fitting of piston pin Determine the fitting of the piston pin into the piston pin hole to such an extent that it can, be finger pressed at room temperature. This piston pin must be s tight press {it into the connecting rod. Fig. EM-71. Measuring piston pin diameter [ee Lao Piaton pial to piston | 0.008 ~0.010 0.004 ~ 0, 011 clearance |(0, 0008 ~ 9. 0004) (0, 0002 ~ 9, 0008) mim fin.) Interier ence fit off piston pin| to con- necting rod. aun (in,) 0.015 ~0,033. | 0,017 ~0. 035 \(9. 0006 ~ 0. 6013) (0. 0007 ~0. o014)] EN-29ENGINE CONNECTING ROD 1, If a connecting rod has any flaw within the both sides of the thrust face and the large end, correet or replace it. Fig, FM-72. Connecting rod aligner Fig. EM-73. Big end end play check CRANKSHAFT 1, Check the shaft journal and crank pin for sears, biased woar and cracks Repair or replace affected parts 2, Check for bend or torsion using a connecting rod aligner. If bends or torsion exceeds the Limit, correct or replace the connecting rod. Standard [Maximum | | Comnecting rod | L13,| 0,030 | 0.05 bend or torsion | Lie |(0. 0012) | (0.0020) | {per 100 mm oF - | 0.005 | 0.05 | 3.91 in, length | L20 (0. 0010) | (0. 0020 mm (in) ms » 3. In replacing the connecting rod, select the rod so that the weight difference between new 13 |199Seam (2.18 [ete] 6.5m (1.450 j] rods and old one become within 6 gr. (0. 21202.) in unit weight, 4, Install connecting rods with bearings on to the corresponding crank pins and measure the thrust clearance tho measured velues ox- ceed the limit, replace such connecting rod, Wear limit 9.30 (0. 0228) 0.2~0.3 0.30 |. 0079 ~ 0, 0118) |(o. 0118) EM-26 Standard 0.2~0.3 #28. M180, 0079 ~ 0.0118) Lie mm(in.)}. 120ENGINE MECHANICAL J Sianierd] Maximum] 08 SPecitled value, replace the center shims, 6.01 0.03 Taper & out- | 113, 116) aes 7 EIS (0.0008) | (0. 0012) evans journal Tess than | 9 og andorankpin| 120 | 0.01 ae . 0012 mm (in.) (0.0004) | (992) 2. Chock the orankshaft for bend. If the bend exceeds the specified value repair or replace the crankshaft. Fig. FM.76 Crankshaft bend check face aia are ua, uel aoe | 6 fe8S, ‘Crankshaft (o,0908) | ” ven - eared ene) al 0.05 uo | "nes | ,%2 5, | c.0000 Hi. fae nesateg ig oats Ge al ae Bend values are halt as much as the readings obtained when the erankshaft is given a turn with the dial gauge applied to its center journal 3. After regrinding the crankshafi, finish it to the necessary size indicated in the lists on page EM-29 and 30 by using an adequate undersize bearing according to the oxtent of required repair. 4. Install the crankshaft in the cylinder block and mensure the thrust clearance. If it exceeds Standard 0.05 ~0.15 113, shatt | L16 0020 ~0. 0059) | (0, 0118) free end |— ae ee ah 0.05 ~0. 18 0.8 (0. 0020 ~0, D071) (0, 0118) mm (in.) 5. Chock the main drive shaft pilot bearing at the rear of the crankshaft for wear and damage. Replace it if any defects are detect BUSHINGS AND BEARINGS Measurement of main bearing clearance 1. Check all bearings and bushings for seizures, melts, scars and burrs. Replace bushinge, if any defects are detected. 2. Wipe off oil and dust (especially the rear of Uhe bushing), 3. Set the main bearing on the cap block. PLasticace, 78 Plastigage EM-27ENGINE 4. Cut a pistigage to the width of the bearing and place it in parallel with the crank pin, get ting clear of the ofl hole. Install the cap on the assembly and tighten them together under the specified torque. ‘Tightening torque: 7.0 to 8.0 kg-m (59-6 to 57.8 ft-lb) for 120 engine 4.5 to 5.5 kg-m (2.5 to 39.8 ft-lb) for L 13 and L16 engine 8. Remove the cap, and measure tho width of the Plastigage at ils widest part with the scale printed in the plastigage envelope. Measurement of connecting rod bearing clearance 1. Measure the connecting rod bearing clear- ance in the same manner, Tightening torque: 2.8 to 3.4 kg-m (20.2 to 24.6 ft-Ib) for L20 engine 2.7 to 3.3 kg- (19.5 to 23.9 ft-Ib) for L13 and 1,16 engine Bearing oil clearance standard | Wate Lig | _0-020~0.082 | 0.10 abe | {9:4005 ~0, 0004 | ob) bearing |) 1g | 0.020~0.072 | 0.10 clearance '?® | (a, 000s ~ 0.0028) (0. 0039) mm (in. } tao | 0-020~0.072 | 0.12 (0. 0008 ~ 0.0028) | (0. 0047) Lig | 9 014 ~0.056 0.10 Connect- |" | (0, 0006 ~ 0, 0022) / (0. 0039) ing red fT, | _.0.01d~0.080 | 0.20 Pee |S | 40.9008 ~ 0. 0026) (0. 0039) mm (in) p99 | _0,014~0,086 | 0.10 ae: |. 0.0006 ~ 0. 0026) | (0. 0039) 2. If clearance proves to be in excess of the specified value, replace bearing by undersizes and, consequently, grind out the crankshaft journal. Fitting bearings 1. Set the bushings on the main bearing cap and the cylinder block bearing recess and tighten the cap bolts to the specitied torque. ‘Tightening torque: 7.0 to 8.0 kg-in (50, 6 to 67.8 ft-1b) Fig. EM-80 Bearing crush check EM-23,ENGINE MECHANICAL 2. Loosen the cap bolt on one side and measure _Far 16 engine the clearance between the cap and block side. 4. Ascertain that the clearance 1s within double [Bearing | Bearing op | Crank oul the figures listed below. If it is not, replace |175509 mm| mm (in) oe the bearing a s ot Lage. 035 | 94, 942 ~54. 4. Bandle the connecting rod bearing in the sTD SO 4G BRE (0. 0717 ~0. 0722)| (2, 1631 ~3. 1636) 25 1.947 ~1. 960 | 54.692~54.705 Undersize (0.0767 ~0, 0772)| (2. 1582 ~2. 1537) ‘same manner. Ee Connecting rod cap tightening torque: 2.8 t03.4 kg-m (20.2 to 24.6 ft-Ib) for 120 engine 50. 2.072~2.085 | $4. 442~54. 456 Undersize |(0. 0816 ~0. 0821)| (2. 1434 ~2. 1439) 78 2.197~2.210 | 54.192~54.205 Undersize (0. 0865 ~0. 0870)| (2. 1335 ~2. 1341) 2.7 to 3.3 kg-m (19.5 to 23.9 ft-Ib) for L13 and L16 engine 100 2.922~2. 335 | 53.912~53.955 Undersize |(0. 0914 ~0. 0819)| (2. 1287~ 2. 1242) Bearing crush [ a Fe Gas For L20 engine Auniain’ | oxo.03 | ov0.08 | 00,08 Bearing Bearing top | Crank journal eae | ono.ooray | (oa -o012) | (oxo, 0012 size thickness | diameter seed ee | 1/1000 mm) mm (in.)_ | mm (n.) Alor: | [toss [ois 015.50 See re ae Pe .oteeh s |emme eae, STD |(0.0717~0. 0722) |(2. 1631 ~2. 1636) coco | a.oie)| ans : fe 25 (| 1.9a7~1.960 | 54.692~54.705 Undersize |(0. 0767~ 0. 0772) |(2. 1532 ~2. 1597) 50 | z.072~2.085 | 54.492~54.495 Main beating undersize lundersize |(0. 0810~0. 0821) | (2. 1494 ~2. 1499) eke 75 | 2197 ~2210 | 54.172 ~54. 205 Eee lundersize |(0. 0263~0. 0870) |(2. 1828 ~2. 1341) Bearing | Bearing top | Crank journal 100 | 2.522~2.985 | $8. 942 ~53.9: size thickness diameter fundersize |(0. o814~0. 0919) |(2. 1287 ~2. 1242) h/10comm| mm tin.) mm (in.) 1,827 ~1.895 | 64.742 ~ 64,955, i S7D | (6, g719 ~0. 9729)(2. 1691 ~ 2. 1636)| Connecting rod bearing undersize 25 1,992 ~1.960 | 54.692 ~ 54.705 Forti scasine Undexaize|(0. 0769 ~ 0. 0772)(@. 1692 ~ 2.1537) Guu Maca Goat 50 2.077 ~ 2.085 | 54.442 ~54. 455 size | thickness diameter Undersize| (0. 0818 ~ 0. 0821)(2, 1484 ~2. 1439) 2/1000 mmm (in.) mm (in.) 75 | 2.202~2.210 | 64. 192 ~ 54.205 rp | Le A88~1-506 | 49.961 ~ 49.074 Unde rsize|(0. 0867 ~ 0. 0870)(2. 1335 ~ 2.1341) : 0.0590 ~0..059)|(1.9670~ 1.9675) | noo | 2.a27~2.535 | 53.942 ~53.955 6 1,526~1.696 | 49.901 ~40.914 Undorelae|(0, 0916 ~ 0, 0919)(2. 1287 ~ 2.1242) Undersize (0, 0602 ~ 0, 0605) (1.9646 ~ 1.9651) EM-29ENGINE 12 1.858~1, 566 | 49. 941 ~49. 854 Undersize (0. 0613 ~0. 0617)|(1. 9622~1. 9628) 25 1, 623~1. 631 ‘Undersize (0. 0639 ~0. 0642 50 | 1.748~1.756 | 49,461~49, 474 Undersize (0, 0688 ~0. 0691)|(1. 9473 ~1. 9478) 7% | 1.e7a~a. 081 | 40,211 ~40, 224 Undersize (0. 0737 ~0. 0741) |(1. 9374~1. 9379) 100 | 1.998~2.006 | 40. 961~49. 974 | Undorsize|(0, 0787 ~0, 9700)|1.0278~1- 0281) | 49.711 ~49. 124 \(1. 9571 ~ 1, 9576) For L16 and L20 engine Bearing | Bearing tep | Crank pin size thickness | diameter 1/1000 mm] mm (in.) mm (ia,) sro |) 99~1.506 |49.961~49. 974 (0. 0588~0, 0693)|(1. 9670~ 1.9675) 6 | 1.823~1.596 | 49, 901~49. 914 Undersize|(0, 0600~0, 0605) |(1. 9646~ 1. 9851) a2 | 1.858~1.560 | 49. o41~ 49. 86a Urdersize|(0. 0611 ~0, 0617)|(1. 9622~ 1.9628) 26 | 1,618~1.691 | 49. 711~ 40. 728 Undersize (0, 0637~ 0. 0642)|(1. 9671~ 1.9570) 50 | 1,749~1.756 | 49. 461~ 40. 474 Undersize (0, 0686~ 0, 1691) (1.9475 ~ 1.9878) 75 | 1.80a~2,301 | 49, 211~ 49, 224 Undorsize|(0. 0735 ~ 0, 0741)] (1.9374 ~1.9879) yoo | 1,903~2,006 | 48, 961~48. 974 Undersize|(0, 0785~0, 0790) (1.9276~ 1.9281) MISCELLANEOUS COMPONENTS Crankshaft sprocket, camshaft sprocket 1, Check tooth surfaces for flaws and wears. Replace defective sprocket if any defects are found. 2. Install the camshaft sprocket in position and check for run-out. If it is found to exceed 0.1 mm (0.04331 in), replace the camshaft sprocket. Check for thrust deviation at the same time. As for 120 engine three kinds of locating plate differing in thickness are availa ble, so make the necessary adjustment using those locating plates. Fig. EM-81 Cemshoft sprocket run-out check 0.08 0.38 (0, 0081 ~0, 0250) 0, 04 ~0, 30 | (0, 0016 ~ 0, 0118) ‘Thrust deviation 29 ae mm Gin.) 4640.85 oottng plate aickneas |(0-1890 £ 9-020) fea ae aber, AEE tintin 5,0 + 0.05 (0.1988 + 0, 0020) 3. Check the chain for damage, severe wear and stretch at its roller links, Replace a defective chain. 4, When the chain stretches extremely, the valve timing goes out of order. In L13 and L16 ‘ongine (excopt L20 engine), two locate (Cam- shaft set) holes are provided in the camshaft sprocket to correct the valve timing, Adjustment of camshaft sprocket location for L15 and 116 engine If the stretch of the chain roller links is extreme, adjust the camshait sprocket loca~ ton by transfering the camshaft set position ‘of the camishait sprocket to No.2 or No.3 holes EM-30ENGINE MECHANICAL 1, ‘Turn engine until No.1 piston is at T-D.C. on its compression stroke. Examine whether the camshaft location hole on the camshaft, sprocket comes off the left end of the oblong groove on the camshaft locate plate (if the camshaft location hole is off the left end of the oblong groove, the stretch of the chain is beyond the limit. } procedure as mensioned above. The amount the modification by using No. 3 hole is 8° by the rotation of the crankshaft. 4. When the modification becomes inpossible even by transfering the camshaft location hole, replace the chain assembly. Chain tensioner and chain guide Fig. EM-82. Camshaft locate plate (13 and L16 engine) Notch for timing check Fig. EM-83. Camshaft sprocket (113 and L16 engine) 2, Turn the engine until No.1 piston is at T.D.C. on its compression stroke set the camshaft on No.2 location hole of the eam= shaft sprocket. ‘Then this No.2 hole should be on the right end of the oblong groove. When the No.2 hole is used, the amount of the modification is 4” by the rotation of the crankshaft. 3. If the valve timing can not be corrected by using No.2 hole, use No.3 hole as the same EM-31 - ge— a Fig. EM-84 Camshaf\ drive mechaniim for L13 and L16 engine Check for wear and breakage. necessary, Replace if, Fig. EM-B5. Camshaft drive mechanism for 120 engine Flywheel L. Cheek the clutch dise contact surface of the flywheel for damage and wear. Repair or zo- place if necessary.ENGINE 2. Measure devistion of the clutch disc contact surface with a dial gauge. If it exceeds 0,1. mam (0.04881 in.), replace it. 8. Check tooth surfaces of the ring gear for flaws and wear. Replace if necessary. Note: Replace the ring gear at about 180° to 200°C (356° to 392°F). ENGINE ASSEMBLY CONTENTS: PRECAUTIONS 3 —M32 PISTON AND CONNECTING ROD EMa3 CYLINDER HEAD .... EM32 ASSEMBLING OF ENGINE eae PRECAUTIONS 1, Use thoroughly cleaned parts. Particularly, | check whether oil holes are clear of foreign matter or not. 2, In installing sliding paris, such as besrings proceed after applying engine oil to them as required 8. Use now packings and oil seals, in principle. 4, Keep tools and work benches clean and clear of dust and oil staine. 9. Keep the necessary parts and tools ready near at hand. 6. Be sure to follow specified tightening torque and orders where necessary. CYLINDER HEAD 1. Assembly of valve and valve spring Set the valve spring seat in position, and tit the valve guide with the oll seal. Assemble tho valve in order of tho following, valve, inner and outer valve springs, spring retainer, valve collet and valve rocker guide: Fig. EM-86 Valve installation Note: a. Check whether the valve face is clear from foreign matters. b. As for L13 engine the valve springs are the single type, and other engines use the double valve springs. 2, Assembly of valve rocker pivot Serew valve rocker pivots joined with rocker spring washer and lock nuts in the pivot bush, (in L18 and 116 engine the spring holders are combined with the rocker pivot bushes.) 3, Assembly of camshaft Set the locating plate and install the eom- shaft in cylinder head carefully. Do not damage the bearing inside. EM-82ENGINE MECHANICAL 4. Install the camshaft sprockot on camsnafte and tighten it together with fuel pump cam to the PISTON AND CONNECTING ROD specified torque. L, Assemble piston, piston pin and connecting rod assorted according to cylinder No. for every cylinder. (13 and L16 engine) FM-88 Camshaft sprocket installation (1.20 engine) Fig. EM.90 Piston and connecting rod assembly Note: a, Piston pin is o tight press fit to the connect ing rod, and fitting force is from 1 to 3 ‘tons and tha aid of the special tool is naces- sary. In pressing the piston pin in the connecting rod, apply engine oil to the pin and the small end of the connecting rod. bb. Arrange so as the oil jet of the connecting rod large end is directed toward the right side of the cylinder block. ©, As the center of the piston pin is off-set in. relation to the cantar of the piston, be sure to make proper assembly. At this time, check the camshafl for the end play 5. Connect the oll pipe im position (only for L20 engine) 6. Install the rocker arms, pressing down the valve springs by screwdriver, 1. Install the valve rocker springs. EM-33ENGINE 2. Install the pision rings. Install top and second rings in right position, a8 the rings with marks up. 3. Fix bearings on the connecting rod and the connecting rod cap. Note: Clean the back side of the bearings carefully. ASSEMBLING OF ENGINE 1, Set the cylinder block on the working stand. 2, Hold down jute seal into the cylinder block rear bearing using ST47810000 and trim the excessive seal ends with a knife. Be sure to remove the entire excess. (only for 1.20 engine) Fig. EM-91 Rear jute sea! installation for L20 engine 3. Set the main bearings on the proper portion of the cylinder block. Fig. EM-92 Main bearings and caps for L138 and 1.16 engine Note: a. Only the center bearing (No.3 bearing of L13, 1.16 engine and No.4 of L20 engine) is a flanged type for thrust force. ‘All intor bearings (No.2 and No.4 of L13, L16 engine and No.2, 3, 5, Gof L20engine) ‘are the same type ones. . The front bearing (No.1) is also the same type with the rear bearing (No.5 of L13, L16 and No.7 of L20). Only difference between both bearings i that the front besring has en cil hole and the rear one has no hole. . All beatings excent No.1 bearing have a interchangeability between upper and lower bearings. 4. Apply the engine ofl to the main bearing sur- faces on the both side of the cylinder block and cap. ‘Thon, instsll the crankshaft . Hold down the jute seal into the rear main bearing cap. (only for L20 engine) 6, Install the main bearing cap and tighten the bolts with specified torque. Tightening torque: 7-0 to 7.8 kg-m (50.6 to 57.8 ft-Ib) for L20 engine 4.5 t0 6.5 kg-m (22.5 to 99. 8 ft-Ib) for L1 and L16 engine Note: a. Arrange so as the arrow mark on the bear- ing cap Is faced toward the front of the to tho tightening of the besring cap bolts, place the bearing cap at 2 proper position by shifting the crankshaft in the axial direction, ¢, The tightening operation should be made gradually in separating three or four stages ‘and outwardly from center bearing 4. After securing the bearing cap bolts es ‘certain whether the crankshaft is cosily rotatable. EM-3¢ENGINE MECHANICAL 7. Make aure of the erankehalt end play 10. Install the rear end plate. Crankshaft end play: 0.05 to 0.15 mm (0, 002 tw 0, 006 in. ) for Lin and L16 engine LL, Install the flywheel securely using the lock washers, and tghlen the bolts with specified torque. 0,05 to 0.18 mm. (0. 002 to 0.007 in.) for L20 engine ‘Tightening torque: +.8 to 6.1 kg-m (34.7 10 44,1 ft-1by for 120 engine 9.5 to 10.5 kg-m (68.7 s0 75.9 f-Ibp for L13 and L18 engine Fig. EM-93. Cranteshaft end play check 3. Installed the side oi soals into tho rear main bearing eap as same way in the cylinder block. Pig. EM.05. Flyshee! installation 12. Install the piston-rod assembly. Note: a Insert the pistons in the corresponding cylinders. Fig, EM-94 Side oil sea installation 9. Install the rear oil seal. (only for L13, L16 engine) special tool: ST49370000 Note: If the excessive wear is found at the contact surface of the rear oil seal on the crankshaft with the rear oil seal, install the rear oil saal shim and shift the surface of contact. Fig, FM.96 Piston-rodd mesombly installation EM-35ENGINE b. Apply the engine ol! an concerning parts. . Arrange so as the F marking on the piston is faoing front of ongine 4. Install piston rings at 180° to each other, avoiding their fit in the thrust and piston pin axial directions. 13. Install the connecting rod cap, ‘Tightoning torque: 2.4 to 34 ke-m (20.2 W 24.6 ft-lb) for LI, 116 and 120 engine Fig, EM-97 Connecting rod cap installation Note: a. Arrange connecting rods and connecting rod caps so that the cylinder number on ‘them faces the same side. bb In case of L20 engine lock the clamp with the locking-nut. (as for L13, L16 engine the locking-nut is unnecessary) 14. Make sure of the ond play of the connecting Tod big end. Pig. EM-98 Big end end play check EM- Big end end play: 0.20 10 0.80 m (0.0078 to 0. 0138 in.) for Lis, L16 and 120 engine 26. Install the cylinder head assembly, Fig. EM-99 Cylinder head installation Note: a, Spread sealing agent over the cylinder block surface. Place the gasket on it, and apply sealing agent to the gasket top. b. Tighten the head bolts to the specified torque. Three different types of bolts are used. [So be careful when installing.) Tightening toreue: 6.0 to 6,0 kg-m (36.2 to 48. 4 ft- Lb) for L13, 116 and L20 engine Applicable special tool: ST44830000 for L20 engine ST49010000 for L13 and Li¢ engine i 13 and L16 ongine Front 120 engine 9909 0 9 8] 8 4 2 6 0 4 % 3 1 5B 9 13 9 OUO" 002-6 Porge tightening sequence chart 38ENGINE MECHANICAL Nate: @ When installing the cylinder head, make sure thet all the valves are apart from the hhoad of the pistons. b, Do not rotate the crankshaft and camshaft separately, because the valves will hit the head of the pistons, 16. Insiall the crankshaft sprocket and distri- butor drive gear and fit the oil throwers, Fig, EN-101 Crankshaft sprocket and distributor drive gear Note: Face the mating marks of the crankshaft sprocket forwards 17. Install the timing chain. Note: a. Make sure that the crankshaft and camshaft keys point upwards. Fuel pump dire Chain guide Crank sproche! Cam sprocket Chain guide M-102 Timing chain installation for 113 end £16 engine b. Set the timing chain making its mating marks meet with those of the crankshaft sprocket and the camshaft drive sprocket at the right hand side. There are 42 (in case of L13 and L16) and 40 (in case of 120). Chain links between two mating marks of the timing chain, Key Valve oll seal Chale temtoner Idler gees Chain guide key ‘Tiening made Chain gaide ‘Tirwing, mark Fig. EM-103 Timing chain installation for £20 engine 13. Install the timing chain idler gear. (enly for 120 engine) Fig. EM.104. Timing chain idler gear installation EM-37ENGINE 19, Install the chain guide to the cylinder block, 20. Install the oh: a LiL6 engine). tensioner (only for L13, 3 Fig. EM-105 L13.and L16 engine 21. Press in the new oil sezl to the front cover, (the front cover o!l seal should be replaced when he front cover 1s disassembled. ) 2. Install lower front cover and upper front cover in that order, with the gasket im between, (As for L13, L16 engine, the upper Front cover is combined with Cylinder Head. ) Note: a. Apply the sealing agent to the both surface of the gasket 'b. Whon installing the uppor cover, pay atten: tion to the head gasket fitting whothar if it is inserted completely. . Check the height difference between the cylinder block upper face and the front cover upper face. Its difference must be less then 0.15 mm (0.0059 in.) 23. Install the chain tensioner assembly. (only for 120 engine) Fig. EM-105 Chain tensioner installation 24, Install the crankshaft pulley and water pump, then set the No.1 0 its T.D.C. of the compression stroke. pistor Fig. EM-107 Crankshaft pulley and water purnp installation 25. Insert the oil pump and distributor ériving spindle into the front cover Note: Install the driving spindle so as the projection on its top is loceted just in 11 : 25 arm. posi tion, at this time, the smaller bow-shape will bbe placed toward the front. Fig. EM-108. Setting the distributor driving spindle Install the fuel pump, water inlet elbow thermostat housing front, cngine slinger, ther mostat and the water outlet ell im their position, + Install the oil strainer a the gaske EM-38ENGINE MECHANICAL Apply the sealing agent on the both surface of the gasket especially on the front and rear portions of oil pa iner installation Fig. EM-109 Oil st Install the distribator assembly 29. Install the rear engine slinger, exhaust manifold and the intake manifold with ca: retor. a0. Adjust the valve clearance with the specifi ed dimensions. Fig, EM-110 Value clearance adjustment Ligand 116 | 120 Tntake (at coldy | 0.20 0.20 mam (in 0.0078) | (0.0079) Exhaust (at cold) | 0.25 0.25 mm (in. } 0.0098) | (0. 0098) Sl. Install the clutch assembly 32. Connect the fuel hose on the front part of the engine. Note: Take care so as the spacers are fitted in thei position, 33. Install the rocker cover. Note: Bond the gasket to the rocker cover using the before-menticned soaling agent. Then, install the rocker cover to the head. 4. Connect the distributor to plug high tonsion lead wire FM-111 Alternator iastallation 85. Dismount tho ongiae avaombly from the working stand Install the alternator bracket, alternator, engine mountings, ignition coil, ofl filter, oil pressure switch, oil level gauge and water drain plug, ele. Fig. EM-112 Engine assembly 28. Connect the vacuum line.ENGINE SERVICE DATA AND SPECIFICATIONS GENERAL SPECIFICATION Model rr) [ue [ta | Oplinder arrangement iil Gin ine Displacement 1296 ¢.c. 1595 ¢. c. 1998 ec. (oL02 cnin.) (280 Guim.) (421. 89 e810.) Snake aa oceous $3 58.9mm —8x73.Tmm 78.0 69.7 mm Valve arrangement Max. brake horsepower Max. gross torque Firing order Engine idle vr. p.m. Compression ratio Engine idle manifold mmiig Gn Hg) at idle . p.m, Oll pressure (ot at 2,000 r.p.m.) TIGHTENING TORQUE (3.2877 x 2, 8583 In.) (3.2677 x 2, 90L mn.) (3, 0709 x 2, 7441 in] 0.0.C. 0.H.C. single car, Twin cab. Single cab. Twin ea 7 M0 ‘SoHP/ 10OHP)-112HP)23HP/ OO pm. SK Bm. GODT pm, 5600 mpm, S6O0E pn, ttigm, 1B kgm tibign, 17g, Wale (@.3ieby tio)’ (103 iby” (zt typ’ (428 2-1)’ 3,600r. peste. 3,600%.pem- —4,000npum, 34800n perme 4, 4001. p.m Log A-5-o 8-2-4 600 600 650 600 83 Single carb. 8.5 Single carb. 8.3 ‘Twin carb. 9.5 Over 450 (17.7) 8.8 ~4.2 kg-em? (64.0 ~ 60, 0 Ib/in2) Twin carb. 9.0 450/530 a7, 1/550 3,5 ~4, Olxg/em2 (49.7~ 56.8 Ib/in2) Cylinder head bolis Connecting rod big end nuts Flywheel fix bolts Main bearing cap bolts Camshaft gear bolt Oi pan Oil pump Ist Turn 2nd Turn 4.5 kg-m 5.5 kg-m (2.5 ft-lb) 89.8 f-1b ) 2.7~3, 3 kg-m (28. 5~25.9 ft-lb) 9.5~ 10.5 kg-m (68.7 ~75.9 ft-lb) 4,575.5 kg-m (92.5 —39.9 fe-Ib) 12,0~16. 0 kg-m (80h ~ 115. 8 ft-Ib.) 0,4 ~0.7 kg-m (2.9~5.1 ft-lb) 1.5~2.1 kgm (10. 8~15.2 ft-Ib) EM-40 ist Tarn 2nd Turn 4.5 kg-m 5. 5kg-m (22.581-1b ) (20.8 f-1b ) 2.8~3.4 kgm (20.2~24.6 ft-1by 48-6 Lkgem (4.7~44.1 f-1b) 7.0~8.0 kg-m (60.6~57..8 fb) 4,879.5 kg-m (34. 7~ 89.8 fi-lby 0.4~0.8 kg-m @.9~5.8 fU-1b) 2.0~2.5 kg-m (4.5 ~ 18.1 ft-1b)ENGINE MECHANICAL Oil strainer Crank pulley bolt 13 Lis 0,§~1.2 ke-m .8~3.7 ft-1b.) 16.0~18, 0 kg-m = @18.7~130.1 feb.) 120 0,5~1.2 ke-m (©.78~8.7 fi-lb.) 15. 7~ 18.5 kg-m (113, 5133, 8 f-Ib,) SPECIFICATIONS a) Valve mechanism: Waleuaiearaaes Tee oe Valve clearaice oady : Valvéliead dia. -Intake ~Bxhaust Valve stem dia. Intake “Exhaust Valve length Intake ~Bxhaust Valve litt ‘Yalve spring {ree length - Outer -Inner Valve spring loaded length Outer (1.18 in. /156. 9 tb. } (1. 21 im. /105. 4 1b. ) -Inner Valve spring assembled -Outer hight -Imer Valve spring effective turns Outer -Inner In, 025mm Ex, 0.30 mm (@.0098 im.) (0.0118 m.) In, 0.20 mm — Ex, 0.25 mm (@.0079 in.) (0, 0098 in. ) Single Carb. Twin Carb. 38 mm 36mm 42 mm Q.50im) 50m.) (1.65 in.) 33 mm 33mm 38mm (301m) @.30in) G30 my 6mm (0.31 in) & mm (©. 81 in.) 115.9 mm (4.56 in.) 116.0 mm (4:57 In.) 10.0 mm 10.0 mm 10,5 mm. (0.2927 in.) (0. 2987 in.) (0.4134 in. 48.12 mm 2.0mm 89 in.) (2.05 in.) 44, 85 mm (2.77 in.) 30,0 mm/71. 2 kg 30.7 mm/47. 8 kg 24.9 mm/25, 9 kg (0-96 in. /56.2 1b.) 40.0 mm/30.7 kg 38.9 mm/29.0 kg (1.57 in. 767.7 1D.) (1. 53 in. /62.9 Ib.) 35 mm/12. 3 kg (1.38 in. /27.1 by 2.75 45 EM-41 In, 0.25 mm Ex. 0.3) mm (0. 0098 in) (0.0118 in.) In, 0.20 mm Ex. 0.25 mm (0. 0079 in) (0.0098 in. ) 38 mm (1.50 in.) 33 mm 30 in.) 8mm (0. 31 in.) 8mm (0.31 in.) 110.7 mm (4. $6 in, ) 110.7 mm (4.36 in.) 10.4 ma ) (0.408 in.) 92.0 mm (2.05 in.) 30.0 mm (1.97 in.) $0.7 mm/47. 8 kg (0.21 in. /105. 216, } 28.7 mm/2L. 3 kg (2.18 im. /48.9 Ib.) 38.9 mm/29. 0 kg (2.53 in, /63. 8 Ib) 36.9 mm/13.1 kg (1.45 in, /28. 8 1b.) 468 65 HeENGINE Valve spring wire dia. -Outer “Inner Valve spring coil dia. -Outer “Inner Valve guide length “Intake -Exhaust Valve guide height from head surtace Valve guide inner dia, Intake -Exhaust Valve guide outer dia. -Intake -Exhaust Valve guide to stem -Intake clearance -Exhaust Valve seat width “Intake ~Exhaust Valve seat angle Intake “Exhaust Valve seat interference -Intake tit Exhaust Valve guide interference ~Intake fit LIs Lis 4.5mm, 4.0 mm 0.1810.) (0.16 in.) 2.92 mm (0.11 in.) 34.8 mm 93.2 mm @.97 in) (1.3L in.) 24.9 mm. (0, 960 in.) 59.0 mm. (2.82 in.) 10.4 ~ 10.6 mm (0.409 ~ 0,417 in.) 8.000 ~ 6.018 mm (@. 3150 ~ 0. 9154 in.) 8.000 ~ 8.018 mm (0. 9150 ~ 0.9154 in.) 11,985 ~ 11.996 mm (0.4718 ~ 0.4723 in.) 11.985 ~ 11.996 mm (0. 4718 ~ 0.4723 in.) D,015~ 0,045 mm @. 0008 ~ 0.0018 in.) 0,040~ 0,070 mm (@. 0015 ~ 0.0028 in.) L4~1.8mm (6.085 ~ 0, 071 in.) 1.6~ 2.0mm (0.083 ~ 0. 079 in.) aa As" 0.08 ~ 0.11 mm (0, 0031 ~ 0, 0043 In.) 0,06 ~ 0.10 mm (0. 0024 ~ 0.0039 in.) 0.027 ~ 0,049 mm. (@, 0011 ~ 0, 0019 in.) EM-42 20 4.0 mm (@.16 in.) 2.8mm @-1L in.) 33.2 mm. (1, 307 in.) 23.95 mm (0. 943 in.) 53,2 mm «2.09 in.) 53,2 mm (2:09 in.) 11.4~11.6 mm (0.449 ~ 0,497 In.) 8,000 ~ 8, 018 mm. (0.3150 ~0.3154 in.) 8,000 ~ 8.018 mm (0.3150 ~ 0.154 in.) 11,985 ~ 11, 996 mm. (0.4718~0.4728 in.) 11,985~ 11.998 mm (0.4718~ 0.4725 in.) 0,.015~0.045 mm (©. 0006~0. 0018 in.) 0.040~0,070 mm (0. 0016~0. 0028 in.) L4~1L6mm (0, 055 ~ 0, 063 in.) 1.8~ 2.2mm (0.071~ 0.087 in.) 4a ay 0,081~9. 113 mm. (0. 0082~0, 0044 in. ) 0.064~0,096 mm. @. 0025 ~0. 0038 in. ) 0.027 ~ 9. 049 mm (0, 0011 ~ 9, 0019 in. )ENGINE MECHANICAL b) Cemshaft and timing chain Camshaft end play Camshalt robe Litt Camshaft journal dis -1st 2nd. -3rd -4th 6th ‘Camshaft bend Camshaft journal to bearing clearance Camshaft bearing inner dia. -lst 2nd Sed ath ¢) Rooker arm lever ratio 4) Connecting rod Center distance Bearing thickness (8. T. D.) Big end end play LB 116 L20 0.08 ~ 0.38 mm 0.04~0. 30 mm (9.0031 ~ 0, 0160 ia.) (0, 0016~0. 0118 in.) Single carb. Twin carb Single carb. Twin carb. 605mm 665mm 7.00 mm 7.05 mm 7.35 mm (0,261 in.) (0,261 in.) (0,275 in.) (0.277 in.) (0, 289 in. ) 47,949 ~ 47, 962 mm 47.949~ 47.962 mam (1.8877 ~ 1, 3888 in.) (1. 8817 ~1, 8883 1.) 47.949 ~ 47. 962 mm 47,949 ~ 47.962 mm (1.8877 ~ 1, 8883 in.) (1, 8877 ~ 1, 8883 in.) 47. 949.~ 47, 962 mm 47, 949~47, 92 mm (1.6877 ~ 1, 8883 in.) (1, 867~ 1, 8689 in.) 47.949 ~ 47,962 mm 47. 949~ 47. 962 mm (L. 8877 ~ 1, 8883 in.) {1. 8877~ 1. 8883 im.) 47.949 ~ 47, 962 mm (1, 8877~1, 8883 in.) 0.05 mm. 0,05 mm. (©. 0020 in.) (0.0020 tn.) 0,038 ~0.076 mm 0,038~0.087 mm (0.0015 ~0. 0026 in.) (©, 0015~0. 0026 in.) 48.000 ~48. 016 mm. 48. 000~48. 916 mm (1. 8898 ~1. 8904 in. } (1, 8898~ 1. 8904 in.) 48.000~48. 016 mm 48. 000~ 48.016 mm. (1, 8894~1. 8904 in.) (1. 8898~ 1. 8904 in.) 48. 000~48, 016 mm. 48, 000~48. 016 mm (@. 8898~ 1. 8904 In. ) (1. 8898 ~1, 8904 in.) 48, 000~ 48.016 mm 48, 000~48. 016 mm. (@. 8898~ 1. 8904 in.) (1. 8898~ 1. 8904 in.) 48, 000 ~48. 016 mm. (2, 8888~ 1. 8904 in.) Lo 1.45 192.97~198.(3mm 159.87~199.99 mm 127.97 ~128.03 mm (5.235 ~5.297 in.) . (5. 507~ 5.509 in.) (5. 038~5. O41 in.) 1,498~1.506 mm —1.493~1.506 mm 1.493~1. 506 mm (0, 0590 ~ 0.0595 in. ) (0, 0588~0. 0593in.) (0. 0588~ 0. 0593in. 0. 20 ~ 0.80 mm, 0.20~0. 30 mm. (0.0079 ~ 0.0118 in.) (0.0079 ~0. 0118 in.) EM-43ENGINE Connecting rod bearing clearance ‘Connecting rod bend (per 190 mm or 3.937 in.) ©) erankshatt and main bearing Journal dia. Journal taper & out of round Crankshaft free end play Wear limit of dittoed play rank pin dia, Crank pin taper & out of round ‘Main bearing thickness Main bearing clearance ‘Wear limit of dittoted clearance Crankshaft bend 4) piston Piston dit STD Oversize 1 Oversize 2 Oversize 3 Oversize 4 Oversize 5 Ellipse difference Las 11s L230 0,014~0,056 mm 0.014~0.068 mm «0. 014~0. 066 mm (0,0006~0.0022in.} (0.0006~0,0026in.) (0, 0006~9. 0022 In. } 0.03 mm. 0.03 mm 0,05 mm (0.0012 in.) (0, 0012 in.) (0.0020 in.) 84.042 ~ 64, 955 mm 84. 942~ 54.955 oom (2. 1631 ~ 2.1636 in.) (2. 1631 ~ 2. 1636 in.) less than 0.03 mm Jess than 0.08 mm (0.0012 in.) (0.0012 in.) €,05~ 0.15 mm 0.05~0.18 mm (0.002 ~ 0, 0059 in. ) (@..002~0. 007 in.) 0.3mm 0.8mm (0.012 in.) (0.012 m.) 48, 961~49. 975 mm 49. 961 ~49. 974 mm (1.9670~ 1, 9675°In. ) (1. 9670~ 1.9875 in.) less than 0.03 mm less than 0. 03 mm (0.0012 in.) (0.0012 in.) 1.827~1,835 mm 1, 821.895 mm 1, 822~1. 835 mm. (0. 0719~0.0722 in.) (0.0717~0.0722 in.) (0.0717 ~0.0722 in.) 0.020~0.062 mm —0.020~0.072 mm 0, 020~ 0.072 mm (0.0008~0,0024in.) (0.0008~0.0028in.) (0. 0008~ 0.0028 in.) 0.12 mm 0.12 mm (0.0087 in.) (0.0047 in.) 9.05 mam 9,05 mm (0.0019 in.) (0. 0019 in.) 82, 98~83. 04 mm 77.915~77.965 mm (8. 267~ 3, 269 in.) (3. 0675~3. 0695 in. ) 83, 22~ 89.27 mm. 77.935~77. 985 mm| (3. 276~ 8, 278 in.) (8. 0683~3. 0709 in.) 83. 47~83. 92 mm 78.165~76.215 mm (8. 286~ 9. 288 in.) (8.0774~8.0798 in.) 83.72~83.77 mm 78, 415~78. 465 mm| (3. 296~3, 298 in, ) (8. 0872~ 3. 0892 In.) 88, 97~ 84.02 mm. 78. 665~78.715 mm. (8. 305~3. 308 in.) (8. 0970~ 3. 0990 in.) 84, 47~ 84. 52 mm. 78, 915~76. 965 mm. (@. 826~3, 928 in.) (8. 1069~ 3. 1088 in.) 0,32 ~ 0.35 mm 0,29~0. 33 mm (0.013 ~ 0.014 In.) (0. 011~0, 018¢ in.) EM=44ENGINE MECHANICAL EM-45 Las Lie Ring grove width -Top 2.0 mm (0.08 in.) “Second 2.0 mm (0.08 in.) -oil 4.0 mm (0.16 in.) Piston to bore clearance 0, 025~0, 085 (0. 9010~0. 0018 in.) Piston pin hole off-set 140,05 mm (0. 0394 + 0. 0020 in. ) @ Piston pin Pin dia. 20, 995~ 21. 000 mm (0. 8266~ 0. 8268 in. ) Pin length 72, 00~72, 25 mm. (2, 8346~2. 8145 in.) Piston pin to piston clearance 0, 008~ 0, 010 mm. (0. 0003~ 0, 0004 in.) Interference fit of piston pin to 0. 015~ 0.038 mm connecting rod bushing (0.0006 ~0. 0018 in.) hl piston ring Ring height. -Top 2.0 mm (©. 0787 in.) Second -Oil Side clearance -Top 0,040~0.073 mm —_-0.045~0.078 mm. (0.00:6~0.0029in.) (0.0018~0.0031 in. ) -Second 0.030~0.063 mm 0.030~0.063 mm (0.0012~0.0025 in.) (0.0012~0.0026 in. ) -Oil 0.025~0.08%mm — 0.025~0.063 mm (0.0010~0.0025 in.) (0.0010~9.0025 in.) Ring gap ~Top 0, 29~ 0.38 mm (@.0091~0. 0150 im.) Second 0. 15~0, 30 min (@.0059~0. 0118 in.} -Oil 0.15 ~0.30 mm (@.0058~0, 0118 in.) 1.20 2,0 mm (0.08 in.) 2.5mm (0.10 In.) 4.0 mm, (0.16 in.) 0,079~0. 095 mum 40. 0030 ~0, 0037 in.) 1 £0.09 mm (0.0394 + 0, 0020 in.) 19.995 ~ 20.005 mm| (0.7812~0. T876 in.) 66. 40~66. 65 mm (2, 6142~2. 6240 in.) U0. 004~0; 011 mm (0, 0002~-0. 0604 in.) ‘TO. 017~0, 035 mm (0. 0007~0. 9014 in.) 2.9mm (0.0984 ins} 2.5 mm (0.0984 in.) 4.0mm (0.1875 ine) 0,.040~ 0.078 mm (@,0016~0. 0031 in.) 0,030~0. 068 min. (0. 012~0. 0027 in. | 0.025~0.088 mam (©. 0010~ 0. 0027 in. | 0.20~0.95 mm (0, 008~0.014 in.) 0.14~0,29 mm (0. 006~0. 011 in.} 0,140.29 mm (0. 006~ 0.011 im.)ENGINE TROUBLE DIAGNOSES AND CORRECTIONS Trouble Canse I. Noisy engine Loose main bearing. Replace. Burnt bearing. Replace. SIE of cranl jopair or replace. Sd Bent of crankshaft. Repai place. bearing Uneven wear of journal. Regrinding. Too much end play of crankshatt Replace center bearing. Loose bearing. Replace. Burnt bearing. Replace Paton end Teoh ane uaa conuiseeing od Loose piston pin. jolace pin or bushing. kocking Loose piston In cylinder. Recondition cylinder, Rroken piston ring. Replace Connecting rod aligament is not made,| Disassemble, and repair or replace. Loose bearing. Replace seein Too big axial play. Replace bearing thrust plate knocking Rough teeth of gears. Repair. Broken cam gear. Replace, ‘Chain tension no: adequate | Adjust, Wear and damage of chain. | Replace Timing chain Wear of sprocket. | Replace. noise Wear or breakage of tension adjusting, Replace mechanism. Clearance of camshaft and bearing too Replace ig. Wille Gaatince ioc nro | paivee. Wear of adjusting sorew. Replace Camshaft ana Wear of rocker face, Replace valve mechanism knocking Looge valve stem in guide Yielded valve spring, Burning of valve. Replace guide. Replace. ‘Mention later part. Water pump snocking End play of shaft. Broken impeller, Replace. Replace. EM-46ENGINE MECHANICAL ‘Trouble Cause Correction I, Other mechanical trouble Not correct valve clearance. Adjust. Sticked valve ‘Small clearance of valve stem with guide. ‘Yielded or broken valve spring. Biting or damage of valve stem, Clean stem or ream the guide. Replace. Replace or clean. Bad fuel. Use good fuel Not correct valve clearance. Adjust, ‘Yielded valve spring. Replace Thin valve head edge. Replace valve. Burnt valve seat ace Narrow valve seat. Refacing. Overheat, Mentioned Over speed. Drive right. Sticked valve guide. Repair. Shortage of engine oil. Dirty engine oil. Inadequate oil, | Overheat. Wrong assembly of piston with con- necting rod. Check every day. Clean crankease, replace oil filter element. Use right oil. Mentioned. Repair or replace. Excescive wear | Not correct clearance of piston ring. | Adjust. of cylinder and | Broken piston ring. Replace, Pe Dirty air cleaner Clean periodically. Too rich mixture. Adjust. Engine over run, Drive right. Sticked choke valve, Clean and adjust. | Overchoking, Start correct way Shortage of engine oll, ‘Check oil daily. aa Low oll pressure, Refer, connecting rod Not adequate engine oil. Rough surface of crankshaft. Clogged oil passage. Wear or eccentricity of bearing. EM-47 Use right oil. Grind and replace bearing. Clean. Replace.ENGINE wrong assembly of bearing. Repair. Defective : Raaasenan Looae bearing. ‘Hoplaces Connecting rod alignment is not made. | Repair or replace. | Shortage of engine oil. Check every day. | Low oil pressure. Mentioned. Not adcquate engine oil. Use right oll. epee Wear or out of round of crankshaft crankshaft Journal, bearing Clogged oil passage in crankshaft. Clean, Wear or eccentricity of bearing. Replace. ‘Wrong assembly of bearing. Repair. Not concentric crankshaft ar hearing. | Replace. MEMO: FM-43SECTION EL ENGINE LUBRICATION SYSTEM LUBRICATION SYSTEM svoe-esesss esses eeeess eee BL]ENGINE LUBRICATION SYSTEM LUBRICATION SYSTEM CONTENTS, DESCRIPTION . ~ 64 Installation .. £L3 LUBRICATION CIRCUIT EL2 Disassernbly and reassembly... ELS OIL PUMP .. EL2 Inpsection and repair ELS Doseription EL2 OIL PRESSURE RELIEF VALVE ELA Romoval ... £L2 — GILFILTER .. La L13 and L16 engine 120 engine Fig, Ele Lubriention cirenit, DESCRIPTION The lubricating system is Pressure -feed type system and is composed of highly efficient functional components suited for high perform= ance, i.e. high out-put and high speed running. EL-1 L19 and 116 engines adopt the same lubri- cation system, As for L20 engine, only the lubrication method of the rocker room and chain tensioner are different from that of L13 or L16 engine,ENGINE LUBRICATION CIRCUIT Oil is drawn from the oil pan through the in- let screen and tube to the inlet side of the oil Pump, then delivered by oll pump through the outlet portion of the oi] pump and the oil gallery to the inlet sido of the full flow oil filter and to the main oll gallery The main oil gallery supplies oll t the ‘srankshaft main bearings and drilled passages in the crankshaft direot oil from main bearings to connecting rod bearings. Ml injected from jet holes on connecting rods lubricates the cylinder walls and piston pins. In L13 and L16 engine the oil distributed from the main gallery enters the chain tensioner andthe pad is held against the chain by oll pros- sure and spring. And also the oil lubricates the ‘ming chain through the jet located near the chain. (In L20 engine, the chain tensioner situated on the cylinder head front cover). Furthermore lubricant Is supplied to cyl- inder head main oil gallery through the crank- shalt center bearing and camshaft bearings on the cylinder head are fed directly from this gallery. Nextly, as mentioned before to lubri- cate the rocker mechanism, two types of the lubrication methods are adopted in this "L" engine series, In L13 and L16 engine, the rocker arm and valve are lubricated intermittently by the oil through the oll gallery in the camshaft and the smell channel at the base circle portion of each 2 Cylinder head lubrication for Lid and 116 To this oil gallery, lubricant is supplied through the No.2 and No.9 camshaft bearing as shown in Figure EL-2. In 120 ergine, en oil pipe Ls provided ex~ tending through entire length of the camshaft as shown in Figure EL-3. Fig. BL-2 Cylinder head lubrication for 1.20 engine ‘To this oll pipe lubricant. is supplied through No.3 camshait bearing and the rocker arm end valve are lubricated intermittently by the oll through the aamil holes or the ofl pipe. OIL PUMP Description ‘The oil pump ase'y Is Installed to the bottom of the front cover (by three bolts in L20 and four bolt in 18 and 116)and driven by the distributor drive shaft ass'y. ‘The oil pump is a rotor type. The oil pressure is regulated by the regulator valve. A slot provided at the top of the drive rotor is engaged with a dog clutch at the lover end of the distributor drive shalt ass'y. ‘The oil pump is thus operated by a gear on the crankshaft throigh the distributor drive shaft ass Remoyal (Engine in vehicle) 1. Detach the distributor. 2. Drain engine oil. 9. Remove the front stabilizer. EL-2ENGINE LUBRICATION SYSTEM 4. Remove the splash shield board. 5. Detach the oil Pump body together with drive gear spindle. Installation 1. Before installing the oil pump in the engine set the crankshaft to the portion of T.D.C. of No.1 cylinder due to its relation with the distri- butor. Then, install the oil pump together with the drive gear spindle in the front cover, at this, time the punched mark on the drive gear spindle should be faced on front of engine. 4 Oil pump installation Ascertain whether the engagement Is in order or not by checking at the end of the spin- dle through the distributor fitting hole. Tighten the bolts connected oll pump to front Disassembly and reassembly 1. Soparate the body cover from the oil pump, by unscrewing one secure bolt, and take out pump drive and driver gears from the pump body Assemble oil pump carefully and do not tuen up the oll pump cover gasket, EL-3 Fig. EL-6 Oil pump for L20 engine Inspection and repair Clean the disassembled parts with cleaning solvent, and inspect for defects Inspect the drive rotor shaft for excessive wear and scores and check the following clear ances. Though the oil pump of L20 engine Is differ ent from that o or L16 engine in ite shape, the main specifications are the same between those two oil pumps.ENGINE Side clearance between ouler and inner rotor 0.05 ~ 0.12 mm (0. 0020 ~ 0. 0047 in. ‘Tip clearance 0.12 mm (0. 0492 in.) Clearance belween outer rotor and body vee 0,15 ~ 0.21 mm (0. 0059 ~ 0. 0083 in. } OIL PRESSURE RELIEF VALVE The oll pressure relief valve Ls aot adjust: able. At the relvased position, the valve permits that oil is by-passed through a passage on the pump cover to the inlet side of the pump, Check the: relief valve spring dimension to ensure that il has not lost its tension. felief valce Tigatening sorque | 113 ane 116 120 il purap LSa Rbk | 20 25k reoanting belts | (10.8 Spociticaticns ua 26 120 Oi prone at | LO< Lexgem® | aon ie ugiend| ing (14.25.19. 4 IhPine) (ua 2 7.4 26-402] Freelengts | 7mm (2.24 in) | 57 sm (2.24 i.) Pressured length) 39 mnt |1. 54 lo.) 39mm (1-54 la.) Salers pening su az upon? | 3.94 434g en promis (S000 58.7 fiat) [68.50 61.2 ine} OIL FILTER The oil filter is an casy-to-handle cartridge type produe:, xemoval and installation of then can be readily accomplished by hand. ‘The filter clement and the Milter body are caulked together, so interior cleaning is not necessary but the filter body with clement has to be replaced at every 10,000 km running. In cage Jastalling the oll filter, fasten it to the cylinder blocks by band. 15,2 41k) AS 18 fle) Pe EL8 Oil filter Cap atcceleme 2.00 3.5 ugem valve L694 25.31 fib) Note: Do not overfasten the filter, or oil loakkage may occur ~ | JOURNAL or i ae pate | URL eo | PAGE No SUBJECTSECTION CO 4; COOLING SYSTEM rp COOLING SYSTEM c-seosenseseeeseteeeeeeeeee “0-1COOLING SYSTEM COOLING SYSTEM CONTENTS DESCRIPTION con Inspect thermostat operation wes COM WATER PUMP Disassembly... co-4 Removal nen THERMOSTAT. wee Disassambly Removal... inspection Inspection FLUID-COUPLING (for 120 engine) Installation Lies Lubrication RADIATOR cos FAN CLUTCH (for L13 and L16 Removal coe ONGINE) sean Inspection e i coe Inspect fan clutch op SPECIFICATIONS i tifotmtee’ CPB. DESCRIPTION ‘The cooling sysiem is 2 closed pressure type with high cooling capability. Cooling water flowing through resistanco-free wator passages in the cylinder head and block is maintained at, adequate temperature range at all umes by means of an ample capacity water pamp, of a corrugated fin type radiator with high cooling efficiency and a pellet type thermostat cO-1 CO.1 Cooling system (LI engine)ENGINE Fig. CO-2 Cooling system (L20 engine) WATER PUMP In case of L20 engine the water pump with fluid coupling will be equipped for the models with, the torque convertor and the air conditioner. As for L13 and L16 engine, the fan clutch of mechanical type can be available only for the models with tae air conditioner, The water pump is a contrifugal type water pump with an aluminium diecast pamp body. ‘The volute chamber is bullt into the front cover assembly and a high pressure sealing mechs~ nism is adopted to prevent the water leakage and noise thoroughly. ‘Reninval Fig. CO-3 Water pump and front cover Fig. CO-4 Water pump removal coeCOOLING Drain cooling water completely. 2. Take the fan belt off the pulley. 3. Remove fan and pulley. 4, Remove the water pump. Disassembly 1. By reason of an aluminium make, the water purap body is proforably not to be disassembled. Inspection Pump body © Replace it if it has badly rusted or cor- reded vanes. © Replace itif it grows up excessive bearing noise or squeak with the engine running. Note: To prevent a squeak, use Nissan CSP (Cooling Systam Protector). Prior to installing the pump, clean it with Nissan CSC (Cooling System Cleaner). FLUID-COUPLING (For L20 engine) Jn the models with the torque convertor and the air conditioner a fluid coupling is combined with the water pump to maintain cooling effi- ciency and to prevent power loss at high speed operation. Fig. COS Fluid coupling co-3 SYSTEM 1. Ifa malfunction due to foreign matters, or sticking due to deteriorated oil are detoctod, disassemble the coupling for interior cleaning. Wash the coupling in gasoline, in this case ‘take care so that rubber seal will be kept away from gasoline. Note: 2. Check for seizure and a "gelatinized" oll (a Phenomenon of oll thickened into a semi-solid form). Change such oil because thickened oil will make bearings and grooves sticky. At the same timo, examine the condition of seal and bearing thoroughly. A blackened seal and bear ing due to seizure requires the replacement of ‘the pump body assembly. Lubrication Silicon oil is to be used. 1. If a malfunciton and oll leakage are detected, in the fluid coupling, rernove the water pamp for fan overhaul. After roassombly, it must be filled with silicon oil of exactly 11.5 cc using a veterinary type injection syringe. Fig. €0-6: Pluid-coupting tubrication jection slowly to help air ing agent to bo used in Carry out oil escape. A assembly: Three-Bond No.1 In this typa of water pump, oil can be re- plenished with the coupling installed in the engine. The quantity of oil to be replen- ished must not exceed § ec.ENGINE FAN CLUTCH (for L13 and 116 engine) In tho models with air conditioner the fan clutch will be equipped to maintain cooling effi- ciency and to prevent power loss. ‘This fan clutch is combined with the thermostat which detocts a temperature in the engine compart ment. When the tempersture goes up to a certain temperaiure, the thermostat bogins to operate and the fan clutch will be engaged Operation plate Dust cover Drum Fig. CO-7 Pxploded view of fan clutch Inspect fan cluteh operation Warm up the engine fully (20 ~ 30 minutes) and check the fan clutch operation at 2, 500 rpm. (engine revolution}. Cluteh operating «+++ + ONG EAC lemperature OFE SY 24°C Note: a. Temperature should be mesured at the wicinity of the fan clutch in the engine conpartment. b, Mesurememt should be done two or three times because tho thermostat operation hee a time tag to some extent, Inspect thermostat operation ‘Tako off the operation plate from the fan cluich and submerge it into the hot water (am proximately 70°C) for two or three minutes to inspect the thermostat operation. Disassembly 1. Unserew the four bolts and take out the op- eration plate, the dust plate, the fan and the Lining. Fig. CO.8 Fan clutch disassembly 2. Take off the snap ring and pull out the spider assembly. 3. Remove the drum. 4. If necessary, remove the water pump bub. THERMOSTAT ‘A pellet type thermostat 1s used in the water oui-let passage to control the flow of coolant, providing fast engine warm-up and regulating coolant temperatures. A wax pellet in the thermostat expands when heated and contracts when cold. The pellet is commected through a piston to a valve and when the pellet is heated, pressure is exerted against a rubber diaphragm with forces the valve to open, As the pellet ic cooled, the contraction ‘allows a spring to close the valve. Removal 1. Drain cooling water: 2. Remove radiator hose, 8. Remove water out-let elbow. ‘Then, take out the thermostat. cO-4COOLING SYSTEM Fig. CO-9 Thermostat removal Inspection To test the thermostet for proper operating temperature, submerge the unit in a container of water. Heat the water and observe the tomporature. 1, Measure the temperature when the ther- mostat valve just starts rising. 2. Measure the maximum lift of the thermostat valve. arcaLec (79.6 F 22.7" FB) above 8 mm at 93°C (0.815 in, at 207 F) Valve ope temperature: ‘Max. valve life: Fig, €O-10 Thermostat inspection Fea acre 12 marking sta polst about mam from the t Impect by investing the marced terewdriver 95%, cons It should be effective to use the following service parts, Gepending on where and how such parts will be used. Installation 1. In installing, apply binding agent (Three: Bond) to both sides of the packing for prevention of water leakage. 2. Install by the removal procedure in reverse. RADIATOR ‘The radiator is 2 conventional down flow type with the expantion tank located on top of the tube section, ‘The system is pressurized and the relief valve, incorporated in the radiator filler cap. controls the pressure at approximately 0.9 kg Per sq. om. 3 Fig. CO-1 L13 and L16 Engine Fig. CO-12-2 120 EngineENGINE T]Presne valve 6 [Oil cooler 2 | Ovestiow pipe (Torque converter) 3 | Expanded par 7 | Water pump 4} Reservotr tank 8 | Cap for water supply 5] Radiator 9 | Push button Por the models with torque convertor the oil cooler to cool the torque converter oil will be combined with the radiator. Romoval 1, Drain cooling water. 2, Disconnect radiator upper hose, lower hose and the hose to the reservoir tank. (The reservoir tank is provided only for L20 ‘engine. ) 3. Detach the radiator assembly by removing. the four fixing bolts. Inspection Le Fig. CO.12-4 120 Engine SPECIFICATIONS ‘Check for water leakage and cracks using a cap tester. If auch defects aro detected, repair or replace the radiator assembly. 20 Lid and L16 (height * width x thickness) Type Radiator fin spacing Radiator capacity .... Water capacity . Dimengions of radiator core ... Cap working pressure ....... 350 x $14 x 22 ram (13.78 x 20. 24 x 1. 26 in.) « Corrugated fin type -1. 8mm (0.071 in.) . 500 Keal/h °C + 0.9 kg/em2 (12. 8 Ib/in2) + 2.6 4 (0, 687 US. gal.) (0. 873 Imp. gal.) 290 498 « 88 mm (11.02% 19. 21 x 1. 30 in.) Corrugated fin type 2.3mm (L13) 1.8 mm (L16) (0. 091 in.) (0. 071 in.) 360 Keal/h °C 0.9 kg/em2 (12. 8 Ib/in? 6.4 £(1. 691 US. gal.) (1. 409 Imp. gal.) co-6SECTION EF FUEL SYSTEM AIR CLEANER ~ FUEL STRAINER FUEL PUMP CARBURETOR TWO BARREL CARBURETORS : SU TYPE TWIN CARBURETORS <+++>-+--> EF-26FUEL SYSTEM AIR CLEANER DESCRIPTION a NS a Fig. EF-1 Air cleaner Jor twin carburetor Fig. EF-2 Air cleaner for single carburetor of L20 ngine Fig. EF-3. Air cleaner for single carburetor of £16, LI3 engine replaced at every 40,000 km (24, 000 mile) of The air filter elements used are viscous operation paper type elements and does not require ery Note: Never treat the element by brushing or sir Cleaning regardless of contamination until it fs eosutey Heke anos EF-1ENGINE FUEL STRAINER DESCRIPTION lode] 120 Engine > Fig, EF-4 Sectional view of conventional ype fuel strainer Ag illustrated above, the fuel strainer on the L13 & 16 engine is different from that on the L20engine. The former, which has been new- ly adopted, is the cartricge type strainer, and a fiber mat is used as a strainer element. This strainer should be replaced at intervals not to exceed 40,000 km (24,000 mile). The latter is the conventional type strainer, having a eloth strainer element with high straining efficiency and Is fitted Into the glass bowl. < Model L13 & L15 Engine AL] es a Bees t Fig. EF Sectional view of cartridge type fuel strainer The strainer element in both types can he seen through the bow] for convenience of check ing the element's condition without removing the bowl, REMOVAL Disconnect the inlet and outlet fuel pipes, and the fuel strainer assembly is easily removed. SERVICE REFERENCE ‘These fuel therefore the strai fuel pump should x strainers have no pel cocks, ner, earburetor lines, snd be removed or cleaned when the tank is full, unless absolutely neces- sary. If required, place the tube, at the rear of the strainer, above the top of the fuel tank Note: On the conventional type fuel strainer, when. assembling the element and strainer packings ‘are in proper position, Take spacial care to ‘pravent air leakage from the element packing assembly. Fig. RE-6 Cartridge type fuel strainer EP-2FUEL SYSTEM FUEL PUMP CONTENTS DESCRIPTION . .. vl EFS REMOVAL AND DISASSEMBLY EF4 FUEL PUMP TESTING EF-3 INSPECTION EFS ‘Stotic pressure test EF-4 ASSEMBLY ..... EF-6 Capacity test .. EF-4 DESCRIPTION ‘The fuel diaphragm consists of specially treated ‘The fuel pump transfers gasoline from the tank to the carburetor in sufficient quantity to meet engine requirements at any speed or load. ‘The fuel strainers used on the model 113, L16 and 120 engines are of the diaphragm type. The pumps are of similar construction, and the service procedures are the same for each. Fig. EE-7 shows a cross-section of the pump. ‘The fuel pump consists of a body, rocker arm and link assembly, fuel diaphragm, fuel diaphragm spring, seal, inlet and outlet valves. Tubber, which is not affected by gasoline, held together by two metal discs and a pull rod, FUEL PUMP TESTING ‘A fuel pump ie operating properly when its pressure is within specifications and its capacity 1s equal to the engine's requirements at all speeds. Pressure and capacity must be determined by tuo tests, while the pump iz still ‘mounted on the engine, Be sure there is gasoline in the tank when carrying out the tests. EF-3 7 Schematic view of fuel-pumpENGINE Static pressure test The static prossuro tost is made as follows: L. Discomneet the carburetor fuel line st the carburetor. 2. Install the necessary adapter and "tee" fitting to the fuel line and attach a suitable pressure gouge. ae: tart and run engine at varying speeds 4, The reading on the gauge is the static fuel preaaure and thie should remain within the fol- lowing limits: € Model 120 Engine 3 —.24 lo 0.30 kg/em? (6-41 to 4.27 Ib/in2) € Model 115 & L16 Engine > 0.18 Wo 0.24 kg/em® (2.56 to 3.41 Ib/in2) Pressure below the lower limit indicates extreme wear on one part or a small amount of wear on cach working part. They aleo indicate a ruptured diaphragm; wora, warped, dirty or gumming valves and seats, or a weak dia- phragm return spring. Pressure above the upper limit indicates an excessively strong diaphragm return spring or a diaphragm that is, too tight. Both of these conditions require the removal of the pump assembly for replacement or repair. Capacity test ‘The capacity test is used only if the static pressure test is within specifications, and is made as follows: 1, Disconnect the fuel pipe at carburetor. 2. Place @ suitable container at the ond of the pipe Start the engine and run at 1, 000 x. p.m 4. On inodel 120 engine, the pump should deliver 1,000 c.c. (2.32 U.§.pts.) of fuel in one minute or less. ‘On model 1.13 & L16 engines, (2.11 U.8.pts. ). 1,000 ce. If no gasoline, or only a little flows from open end of pipe then the fuel pipe 1s clogged or the pump is malfunctioning. Before removing the pump, remeve tho gas tank eap, diseonncet both inlet and outlet pipes and blow through EF-4 them with an air hose lo make sure theyere clear. ‘This will climinate the possibility of a clogged gas strainer in the fuel tank. Recon nect pipes to pump and retest flow. REMOVAL AND DISASSEMBLY Remoye the fuel pump assembly by unscrew ing the two mounting nuts and disassembly in the following order. 1. Separate the upper body and the lower body. by unscrewing the bedy set screws. 2. Take off the exp and the cap gasket by re~ moving the cap screws 3. Unscrew the elbow and the connector. 4. ‘Take off the valve retainer by unscrewing the (vo valve retainer screws and two valves are easily removed. 5. To remove the diaphragm, the diaphragm spring, the lower body scal washer and the lower body seal from the lower body, press down the diaphragm counter to the force of the diaphragm spring and while doing this, cant the diaphragm so that the zeotangular part in the lower end of the pull rod is unhooked from the rocker arm link. Fig. FF-B Pull rod removal 6. Drive out the rocker arm pin by using a press or hammer:FUEL SYSTEM TW] Seen 2) Washer-rring 31 Capetuel pump 4] Gasketcap 51] Assy packing-valve 6 As'y vaiventuel pump 7 Retainer-vaive | Scroweretsiner 2,| As'y claphragm to Patt saa 11] spesg-atapiregm 12] Wethor-eaal, lower boty Seal-lower body | ‘Washer-lock | Nat Eibow ‘Washer lock aceon pa Spring-rocker arm 21] Spacer-side rocker arma 22,] Spacer-fuet pump to ‘eylinder bloeke 23,| Packing-fuel pump 24.| Assy arm rocker 25,| Pin-side rocker sem 26,| Spacer-side rocker arma 24 Fig. EF-9 Structure of fuel pump INSPECTION 1. Gheck the uppor body and the lower body for’ cracks 2, Check the valve assembly for wear of the valve and valve spring. Blow the valve as~ sembly by breath to exemine its function 9. Cheek the diaphregm for small holes, carcks and wear, RF-S 4. Check the rocker arm for wear at the portion in coataet with the camshaft. 4. Check the rocker arm pin for wear since 2 worn pin may cause oil leakage. 6, Check all other components for any abnor- malities and replace with new parts if the condition requires it.ENGINE ASSEMBLY Assembly is done in the reverse order of disassembly. In case of reassembly and re- installation, the following points should be noted. 1. Use new gaskets. 2. Lubricate the rocker arm, the rocker arm link, the rocker arm pin and the lever pin before installation. 3. To test the function, position the fuel pump assembly about 1 meter (3.3 ft.) above fuel level with a pipe connecting the fuel pump and the fuel strainer and operate the rocker arm by hand. If fuel is drawn up soon after the rocker arm ie released, the function of the pump is sufficient. Fig EF-10 Disassembly CARBURETOR Carburetor model installed each engine is as follows Engine model 120 (for H130) 116 (for P510) L13 (for 610) Carburetor model . DAH342 (Two barrel) HaGS8W (Twin) . DAF328 (Two barrel) HIL38W (Twin) DCK306 (Two barrel)FUEL SYSTEM TWO BARREL CARBURETORS CONTENTS DESCRIPTION son eve, BRET Adjustment of dash pot EFIS STRUCTURE AND OPERATION EF. 9 MAJOR SERVICE OPERATIONS EF 1g Primary syste : fF Removal nv - EFIG Secondary system EF13 Disassembly EF19 Float system EF-15 Disassembly and assembly of Fuel return systern FID auto choke ADJUSTMENT aie aaanaisncat RETO: Cleaning and inspection Idling adjustment EF-16 Assembly and installation Fuel level adjustment EF16 JETS y Starting adjustment EF-17 TROUBLE DIAGNOSES AND Adjustment of starting inter CORRECTIONS i EF-24 valve opening EF-17 SPECIFICATIONS AND SERVIC! Aojustment of interlock opening of DATA eF-26 primary and secondary throttle valve... EF-16 DESCRIPTION eae ‘Model DAH34z carburetor 120 Model DAF328 carburetor : Lié Model DCK306 carburetor ........4. L13 As almost all the mechanism of these car- buretore are quite similar, the general explana tion is made in common except different points. ‘These are downdraft carburetors which were made siming at the elevationof power and start- ing mechanism. These carburetors present, several disUncl features of Importance to the car owner, Fig. ERT DANI42 carburetor EF-7 Fig. BF-12 DAF328 carburetor Fig. BP-13 DAP28 carburetor (only for the car equipped automatic transmission)ENGINE Fig. EF-14 DCK306 Foremost among these feauires ere: 1. Secondary throttle valve is operated by the diaphragm which is pulled by the venturi vacu- um so that the high power and good aeceleration are gained in comparison with the auxiliary valve type. 2. Accelerating pump gives excelent accelers— tion. 3. The power mechanism, so-called vacuum actuated boost type, makes the good high speed drive. (For DAHS42 and DCK308) valve 4. Slow economizer mechanism makes the smooth connection with aecelerstion or decel- eration during light load running, and stable low speed performance Is gaine (For DAF328) 5. Automatic choke - Insures proper starting and driving carburetion during cold weather operation, (For the carburetor equipped with automatic choke.) These carburetors are almost similar as already mentioned, but in some points they have different structures. Accordingly, their explanation items are different, so the refer~ ence table is shown below aa yox can make hetter use of this manun © rburetor model T fier ee eee | DAH342 | DAF328 | DCK306 STRUCTURE AND OPERATION t Ope wollen | Leas eaieiaten beg ° ° Ete ee soyaveio ie ° ° 1) Aeelaroeg seein: 8 : ° tis Sanitne peckoniaes 8 ° 6 Ey Boeer valve weouaoles ° ° Ea Dem predovioa +0 Bi Monauery isis 2-1 Secondary main system | ° ° ° ioe cane fous ° ° arsacomie euilah Glos ouenialecd 8 5 6 3. Float Sysiem © © ° a, Pisl Ratact Seth © ° ° ADJUSTMENT | 1. Taling Aajustroent ° ° © Fuel Level Adjustment ° ° ° Starting Adjustment ° (a) Methen ° {Sy Baal se bajamtripnt é EF-8FUEL SYSTEM. 4. Adjustment of Starting Interlock Valve Opening 5, Adjustment of Interlock Opening of Primary and Secondary Throttle Valve 6. Adjustment of Dash Pot MAJOR SERVICE OPERATIONS 1. Removal Disassembly Disassembly and Assembly of Auto Choke Cleaning and Iaspection . Assembly and Installation JETS TROUBLE DIAGNOSES AND CORRECTIONS SPECIFICATIONS AND SERVICE DATA * Only for the eurburetor equipped with Automatic Transmission, STRUCTURE AND OPERATION ‘These carburetors consist of the primary aystem for normal running and the secondary system for full load running. The float system which the primary and secondary systems use in common, the secondary switch over mechanism, the starting mechanism, accelerating mecha~ nism, eic. are also attached. For model DAH342 and DCK306 carburetors, the power valve mechanism is attached and only for model DAF328 the slow economizer system adopted. On model DAH342 and DAF328 carburetors, the primary main system is of Solex type and the secondary main system is of Zenith Stronburg type. On model DCK805, both primary and secondary are of Zenith Stronburg type. & Model DAH342 Carburetor > Wot 1011 22 212019 i]S Main none T2 [Choke valve 2|5 main air bees a fais vent 3|5 stow air bleed a | vain air Heed 4 Stow jet 15|P Maio acute 5 |Neeale valve 16] Emulsion tube 6 [Needle valve wing |17|[P Stow jet 7|etoat 18]? Siow sir bleee 8/5 Emulsion tube 19] main jet 9S Main iet 20/P Idle hole 105 by-pass hole 21 |P by-pass ote 11s Throstle valve 22 |P Throele valve Fig. BF-15. Sectional viewENGINE << Model DAF328 Carburetor > my ats 16 ies fp it 20 ce 5 1 - | 7 ef UAL fot pune n T]ewaie none] 6]Neadie vave [i]s Tirenie vane [a0] sew jet an Pa J 2S Small vento | 7] leat f2[chotevitve |17|stew aconomtear | 22] tate lite 3s Mate as Hed | 0]8 taniston ube [13] suis used [16] stow air bieea [20] tate hote a] Siow jet | 9|sMainer [Sale Naie nate | 19) ai eae 24) By-pate hoe 5s siow urbieea [10| by-pam tole [15 |tcmomuer sees |20|teve gauge __|25]r-Thete vave Fig. BF-16. Sectional view / 1 1314 18 4647 i joa TA vent pipe | 6 ]SSiow jet 2|Ssmall venus; | 7 [Needle valve s|sMam nome — | a|eioar 4] Main air blaed | 9] Emutsion tube 3] stow air ieea_[10|5 Main jet Ti]SBr-pas bole | 16] 12/8 Throele valve | 17] 13] Coke valve 15 14[P Smal venturi | 19 ts[rmainnoete 20 P Main ow iced [21 ]P Main jet P Slow ait bleed |22 Main jet P Stow jet 23 [tale bole Vacuum piston |24 /P Bypass ole Powe! valve __[25|P Throttle velye Fig. EF-17 Sectional view EF-10FUEL SYSTEM 1. Primary system 1-1 Primary main system Model DAH342 & DAF328 Carburetors > Fuel flows, as shown in Fig. EF-15 & 16, through the main jet, mixing with air which comes in from the main air bleed and passes Uurough the emulsion tube, and 1s pulled out into the venturi through the main nozzle, ‘The multi-holed main nozzle insures a proper atomization of fuel ané a lew {uel consumption. << Model DCK306 Carburetor >> The primary main system is of Zenith Stronburg type. Fuel flows, as shown Fig. F-17, through the main jet, mixing with sir Which comes in from the main air bleed and passes through the emulsion tube, and is pulled out into the venturi through the main nozzle. 1-2 laling and slow system €Model DAH342 & DCK306 Carburctore >> During low speed running, as Fig. EF-19 & 17 show, fuel flow through the slow jet located right behind the main jet, mixes with air com- ing from the slow air bleed, passing through the low speed passage and is pulled out into the engine through tho idle hole and by-pass hole. The sinking type slow jet can eliminate opera- Hon troubles which may ocour at sudden stops of the car. < Model DAF928 Carburetor > ‘The throttle valve is opened at @ small angle when idling and in slow speed running, with a large negative pressure prevailing downstream of the fuel system. This nogative pressure acts on the slow speed system equipped with a slow economizer. ‘Through this action, fuel, measured through the jet section of the slow jet assembly located immediately behind the main Jet shown in Fig, EF-16, and air coming from the economizer bleed, are mixed in the emul- sion hole. This mixture is further mixed with air coming from the slow air bleed through the slow economizer and atomized, The atomized mixture is supplied to the engine from the idle hole and by-pass hele via the slew speed system line. Asa result, there is an excellent linkage between the slow speed system and the main system, and the resultant stable slow speed performance is ensured. 1-3 Accelerating mechanism “< Model DAH342 & DAF328 Carburetors > Pump injector Piacoa Fig. EF-16 During accelerating € Model DCK306 Carburetor > Pump Injecter Pump connecting rod ‘Throttle valve Piston Fig. EF-19 During accelerating ‘The carburetor is equipped with the pis~ ton type accelerating mechanism linked to the throttle valve. When the primary throttle valve, shown in Fig. EE-18 and 19, is closed, the piston goes up, and fuel flows from the BF-11ENGINE Moat chamber through the Inlet valve Into the space under the piston, When the throttle valve is opened, the piston goes down, opening the outlet valve, and fuel is forced out through, the injector. The piston return spring in the cylinder not only assures the smooth move- ments of the linkage but also serves to place imlet valve in position so that the piston goes down quickly and fuel is forced out through the injector. 1-4 Starting mechanism < Mojel DAF328 & DCK206 Carburetors > Pull the choke button to close the choke valve fully, then start the engine. This pro- vides a rich mixtire, making it possible to start the engine quickly, When the engine 18, started, the choke valve i opened at an ‘Adequate angle automatically, which prevents overchoking and ensures a smooth engine per- formance. While the engine Is being warmed up, it increases in spoed at steps, and by releasing the choke button en optimum engine speed can be obtained. With the choke valve closed fully, the primary throttle valve is caused to open at an angle best suited for start- ing through @ link mechanism, € Model DAHS42 Carburetor > (equipped with Automatic Choke) holes valv* Croke lever Manifald side. ‘S mm (0, 1969 in. ) Dis. Nut ‘Bim etal older Bumetal case Gauge plate ‘Bimetal Fig. EF-20 Starting mechanism ‘The choke valve opersting mechanism is an automatle choke of Well type, consisting of the bimetal mechanism (directly installed to the exhaust manifold) which cause the choke valve to function automatically, the diaphragm mech anism whieh open the choke valve after the ‘ongine starts and the fast idle mechanism which assures proper throttle valve opening end un- loader mechanism, Retara plate ITarotte valve HTarotle chamber Taal 32 mm (453986 ine) (1.2590 3a.) Pig, EP-21 Adjustment of starting interlock opening (2) Before starting As shown in Fig. EF-20, the choke valve is linked to the bimetal in the bimetal case by means of the choke lever and bi- metal rod, The bimetal functions to insure proper choke valve openings under all conditions of temperature. As Fig. EB-21 shows, the correct throttle valve opening for starting is given by the fast idle cam and Link. (2) Immediately alter starting When the engine starts, the vacuum created in the menifold pulls the diaphragm, permitting the choke valve to open against the bimetal spring, which prevents over~ choke, (8) Warming ap After the engine starts, the bimetal in the bimetal room warmed up by the heated exhaust air from the exhaust manifold causes the choke vaive to open fully. ‘The choke yalve Is linked to the Uhroitle valve by the Link and the fast idle cam. EF-12FUEL SYSTEM When the choke valve is opened 50°, the throttle valve opens until the correct open- ing for idle running 1s obtained. (4) Unloader mechanism ‘Uhis mechanism forcedly opens the choke vlave approximately 40° when the primary throttle valve is opened fully. It is effected even when the engine is cold by means of the unlogder lever incorporated in tho limkago and aids facilitating acceleration, 1-5. Power valve mechanism Model DAHS42 & DCK206 Carburetors > ‘The power valve mechanism, so-called yacuum actuated boost type, makes use of the downward pulling force of the air alream below the throttle valve. When the throitle valve is, slightly opened during Light load running, a high ‘vacuum ig oreated in the intske manifold. This ‘vecuum pulls the vaccum piston upward against, the spring, leaving the power valve closed. When the vacuum below the thrvitle valve is lowered duxing full load or accelerating run- ning, the spring pushes the vacuum piston. downward, opening the power valve tw furnish fuol. 1-6 Dash pot devies << only for Model DAF828 Carburetor equipped with Automatic Transmission > ‘This carburetor Is equipped with a dash pot interlocked with the primary throttle valve through a link mechanism. The dash pot, whioh ie exclusively installed on care equipped with a torque converter, is intened to prevent engine stall that would otherwise result from quick application of the brake immediately after the car xan, or from the quick release of the accelerator pedal after giving only small pressure. When the primary throttle valve is closed near full angle (1, 800 to 2,000-r.p.m. in engine speed), a throttle lever strikes the dash pot stem shown in Fig. EF-22, making the primary throt:le volve gradually open, and keeping the engine vunning. EF-13 1] Lock nat | Thuotle fever 21] Chote wire aru [5, | Throne chamber 3.| Dash pot 6. | Throeele valve Fig. EF-22 Dash pot mechanism . Secondary system 2:1 Secondary main system € Model DAHS42 & DAF 328 Carburetors > ‘The secondary main system is of Zenith Strongburg type. Fuel-air mixture produced by the functions of the main jet, main air bleed and emulsion tube, in the same manner as in the primary system, 1s pulled out through the main nozzle into the small venturi, ‘Due to the double venturi of the secondary system, the higher velocity air current passing through the main nozzle promotes the fuel atomization, < Model DCK306 Carburetor > ‘The structure is almost same as the primary side, but emulsion tube and venturi are different. ‘Take care act to sssemble Lmproperly. 22 Step system ‘The construction of this system may cor- respond to the idling and slow system of the primary system,ENGINE ‘This system aims in the proper filling up of the gap when fuel supply is transferred from the primary system to the secondary one. The step port is located near the secondary throttle valve in its fully closed state. 23 2.3 Secondary switch over meckanism <€ Model DAHID#2 & DAP929 Carhurctors > 4 afsvecum jer [5-[Diapiragm|5,] Diaphragm 10d 2.] Diapheagm chamber] 4.| Diaphragm |6.| Vacuum jet cover Jehamber |7.| Vacuum piston Fig, EF-24 Foll trottte at low speed t]sVacumie [4 2 | Diaphragm 5 | Diaphragms od ‘chamber cover |6 | P Vacuum jet 3 | Diaphragm 7, | Vaciuim piston Fig. EF-23 Full throitle at high speed €Model DCK306 Carburetor 5 145 Vacauen jet |sJoiapiragm Je Vacuam jer 2}biaphragm chamber cover|5|iephragn chamber |8|Vacuum piston 3 Diaphragm spring lo] Throttle vatve |9JPower valve hoje “iwcttie vaive Fig. EF-25 Full throttle at high speed BF-14FUEL SYSTEM. Is vacuum jet IDiaptraem chamber coves Is] i} apheas apbragm chad losaprage: spans Vacuum jet [O]P Tarotie vaive scuum piston Power valve EF-26 Pull throt ‘The secondary throttle valve is linked to the diaphragm which is actuated by the vacuum created 1a the venturi. A vacuum jet is pro- vided at each of the primary and secondary Venturies, and the composite vacuum of these Jets ectuates the diaphragm. As the linkage, shown in Fig. RF-24 & 26, causes the secondary throttle valve not to open until the primary throttle valve opening reaches approximately 50° (as for DAP328, 43°; as for DCK306, 56"), {uel consumption during normal operation Is not excessive. During high speed ruming, as shown in Fig. EP-23& 25, as the vacuum at the venturi is moereasec, the diaphragm 1s pulled against the diaphragm spring force, and then secondary throtile valve is opened. ‘The atmospheric side in the diaphragm ‘chamber is connected to the aimoxphere. 3. Float system ‘There is only one float chamber while two carburetor systems, primary and sccondary, are provided. He ot Lowe speed Because of the alr vent type of the fost chamber ventilation, the fuel consumption will not influenced by some dirt aceumulated in the air cleaner. The needle valve is made of special hard eieel and will not wear for all its considerably long use. 4. Fuel return system Fuel fed from the fuel pump flows through the filler and needle valve into the float cham- ber. A constant fucl level fe maintsined by the float and needle valve. EF-15 Fig. EE-27 Fuel return system This device is intened to prevent vapor lock or percolation and to ensure 2 constantly stableENGINE idling in a hot engine compartment. As shown in Fig. EF-27, it consists of a body, pipe, bi metal and valve. Tho conventional system is employed up to the point where fuel delivered by the fuel pump is supplied to the float chamber in the carburetor. ‘The extra feature is that, when the engine compartment reaches a certain high temperature level, the resultant displacement of the bimetal causes the valve to open, returning most of the fuel supplied for slow speod opexa- tion to the fuel tank. Preferably, do not dismantle this device unless ary. And, always leave the bimetal intact. Q)Give te idle adjust screw approximately three turns, starting from the fully closed posi~ tion. Screw in the throttle adjust screw two or three turns and start the engine. (2)Screw out the throttle adjust screw gently until the engine is about to rotate unevenly after the engine speed gradually drops, (8)Serew in the idle adjust serew until the engine runs smoothly at the highest speed. (4)Re-adjast the throttle engine speed Repeat these operations until a smooth engine speed of approximately 550 r.p.m. has boon attained. screw to drop the Not Do not attempt to screw down the idle adjust screw completely to avoid damage to the tip, which will tend to cause mal- funetions. 2. Fuel level adjustment A constant fuel level is maintained by the float and needle vaive. Fig. BF-26 Disassembly (DAH342) ADJUSTMENT L. Idling adjustment Idling adjustment is made by the throttle adjust screw and idle adjust screw as shown in Fig. EF-29. Fig. EF-20 Idling adjustment 1, ] Prose seat [>. [ions stopper 2.[ Flot |4, [Newdle valve Fig. EF-30 Fuel level adjustment If the fuel level is in accord with the level gauge line, the float level is properly set. If the float level is not correct, adjust it by bend- ing the float seat as shown in Fig. EF-30. Approximately *H mm is required as the effective stroke of the needle valve. So adjust the gap between the valve stem and the float ErieFUEL SYSTEM. seat to “H mm with the fleat fully lifted up by bending the float stopper. ‘I; Model DAH342 & DAF32: carburetors -+- 1.5 mm (0, 00991 in.) Model DCK205 carburetor... 1.0 min (0. 0394 in.) Fig, BF-31 Adjustment of float sect (DAH342) Fig. BE-92. Adjustment of float stopper (DAH342) 3. Starting adjustment & Model DAH342 Carburotor * {only for the carburetor equipped with Auto- Choke} (@) Method ‘The choke valve operating mechanism of auto-choko type oan make the engine start easily by only turning the key. However, it is neces sary to step down the accelerator pedal first and then release it before switching on, (@) Fast idle adjustment When the choke valve is completely closed, the fast idle cam causes the throttle valve opon— ing to be suitable for starting. Tt is eorrect if the throttle valve opens 11°. This checking can be done by measuring A in Fig, EF-21, The specified clearance is 0.7% mm (0, 6303 in.) If necessary, adjust it hy screwing the fast idie adjust screw. Fig. EF-33 Fast idle adjustment 4, Adjustment of starting interlock valve opening &, Model DAFS28 & DOKS06 Carburetors > << Model DA¥S28 Carburetor “> T]evankered JA] Chore valve 2] Chae crank |5| Choke eaenscting ls. FThrotte lever ‘Thsotle chamber | Hrasotle valve |sfcnove taver |e. (Coke connecting Jeyer Fig. KF.34. Adjustment of starting interlocis talve opening EF-17ENGINE << Model DCK306 Carburetor ~> Choke lever Choke connecting Fest idle connecting, rod lever Thrcttle chamber ‘Parottle valve Starting laver Choke valve Fig, BF-35. Adjustment of starting intertock opening ‘The choke valve at a full close position auto- matically opens the throttle valve at an optimum, angle (as for DAF325, approximately 167; as for DCK308, approximately 15°) for starting the engine through a link mechanism, After re- assembly, or in a check on the inlerlocked opening angle, bend the choke connecting rod for adjustment so that a fully closed choke valve will bring the clearance A shown in Fig. EF-34 t 1.3 mm (0,0512 in. } [(as for DCK906, in Fig. EF-85 to 0.72 mm (0. 6283 in.) J. 16 Measererient of clearance of starting interlock vakye opening (DAI342) 5, Adjustment of interlock opening of primary and secondary throttle valves uA, femnecing iver mae [Returs plate [Sfrusonte bse Fig. EF-37 Model DAII342 & DAF328 carburetors [Thectsle chamber Renure plate [4] Tarotste valve :[eomecitag lever |S] Tarorte cel Fig. FP.38 Model DCK306 carburetor Fig. EF-27 & 36 show the primary throtile valve opened *@°, When the adjust plate fixed to the primary throttle valve is open *4°, it comes to contact with the connecting lever at + When the throttle vatve is further opened, the point @), where the connecting lever is in contact with the stopper, is detached, permitting the secondary system to start actuating, ‘The linkage between the primary and sco ondary throttles operates properly if the EF-18FUEL SYSTEM distance between the throttle valve and inner wall of the throttle chamber, C, amounta to specifications ag shown below. ‘The adjustment is made by bending the point of the adjusting plate. *a: Model DAHS42 carburetor ....., 50° Model DAF328 carburetor 59° Model DCKI06 carburetor 50° G + Model DAH42 carburetor . = 6.95 to 8.40 mm (0, 2736 to 0.3307 in.) Model DAF323 carburetor . -. 910mm. (0.3583 in.) Model DCK308 carburetor ......-.--...., 640mm (0.2520 im.) Fig. EF-39 Measurement of clearance 6, Adjustment of dash pot only for Model DAF328 carburetor equipped with Automatic Transmission “> ‘Tho adjuctmont of the dash pot oan be done by warming up the engine properly and checking if the throttle lever will touch the dash pot stem shown In Fig. EF-22 as the engine reaches botwoen 1,800 and 2,000. p.m. under no load. Proper contact between the throttle lever and the dash pot stem produces a normal dash pot performance, Should no acrmal increase in engine speed be obtainable, loosen the lock nuts, rotate the dash pot right and left, and adjust tt 80 that the throttle lover will hit the stem at between 1,800 and 2,000 r.p.m. Thon, fasten the loosened lock nuts, Note that the clearence GZ between the Uhroitie valve and the throwle chamber wall at this time should be about 0.8 mm (0.0709 in.) (10° in throttle valve angle). MAJOR SERVICE OPERATIONS ‘The perfect carburetor delivers the proper gascline and air ratios for all speeds of the particular ongine for which it was designed. By completely disassembling at regular inter— vals, which will allow cleaning of all parts and passages, the carburetor can be returned to its original condition and it will then deliver the proper ratios as it did when new. ‘Accurate calibration of passages and dis~ charge holes, require that extreme eare be taken in cleaning. Use only carburetor solvent. and compressed air to clean all passages and passage discharge holes, Never use wire or other pointed instrument to clean as calibration of caxburetor will be’ affected. 1. Removal ())Remove air cleaner. (2)Disconnect fuel line vaeunm line and choke wire (in case of Auto-Choke, choke heat) fram, carburetor. (3)Hemove the throttle lever. ()Remove four nuts and washors retaining carburetor to manifold. (5) Lift carburetor off manifold. (6)Remove and discard carburetor to manifold gasket. 2.Disassembly (Q)The main jets, slow jets and noodle velves on both primary and secondary sides are ac cessible from outside the carburetor for dis assembly, (2)The choke chamber can be detached by removing the connecting rod, pump connecting vod, zeturn apring, stop pin and four set screws thet hold it. ER-19ENGINE Pig. ERAT DAH342 (8) The primary and secondary emulsion tubes can he disassembled for a check by removing the main air bleeds on the respective sides. (4)To check the accelerator pump, the cylinder cover is removed. Be careful not to loae the return spring and inlet valve provided at the lower part of the piston during the disassem~ bling operation. Fig. EF-43 DAH342 (3)'The throttle chamber can be detached from the float chamber by removing the rod linking the diaphragm with tho secondozy throttle valve, and four set screws that hold it. It is preferable to leave the throttle valve intact unless otherwise required. If « dis- assembled valve is required to remedy a defect, it should be imstailed so that the secondary throttle valve particularly will be gap-izec. Otherwise, stable idling and slow speed per- formance will not be obtained, EF-20FUEL SYSTEM a i oe \ ° ~~ NS Fig. EF-44 DAH342 Fig. ER-4S DAH342 = ae ex < € Fig. BF-46 DAWN342 (6) To chack the float, the float chamber cover is removed paragrapa. as instructed in separate Fig. EF-AT DAH342 og ; Fig. EF-48 DAH342 BP-a1ENGINE (7) The diaphragm con be disassembled by re- moving throe sot serewe that hold the diaphragm chamber and another three set screws that hold the diaphragm chamber cover, In reassembl- ing it, take care go that tho edge of the dia- phragm will not be turned up. Big. EF-49 DAH342 (8)In disassembling and reassembling the inter- locking links, take care so that each linkage has a smooth action, and that it is not fitted in any forced position, 3.Disassembly and assembly of auto-choke (only for the carburetor equipped with ‘auto~choke) (Q)Remove bimetal case by releasing the two set screws. (2)Since bimetal in the bimetal case is an im- portant part with its sensitive performance, do not attempt to move it by force. Any improper handling may cause permanent distortion of bimetal. (B)In_ assembling, place thermostat cover gasket gontly and install thermostat cover after ‘having been sure that the lever on which bimetal hangs moves smoothly. (4) Make cure that bimetal in bimetal case hangs on lever. (5) After tightening completely, bend and adjust bimetal rod so that the upside of bimetal case is level with the underside of a slit of 0.5 mm (0. 02 in.) with on bimetal rod. (6)Be sure that bimetal rod operates smoothly. (7)To determine the opening, move diaphragm rod to the left (4-0) as shown in Fig. EF-50, ‘and adjust choke valve opening then (Re) to 1.8 mm (0. 0709 in.) by bending connecting rod 1.) Diaptuagm 4, [Choke Laver 2.| Diaporagm spring | 5. | Valve 3. | Diaphragm rod 6. | Connecting rod Fig. EF-50. Adjustment of opening where the engine starts firing ER-22FUEL SYSTEM 4, Cleaning and inspection Dirt, gum, water or carbon contamination in or on the exterior moving parts of a carbu- retor are often responsible for unsatisfactory performance, For this reason, efficient carburetion depends upon careful cleaning and inspection while servicing, ()Blow all passages and castings with com- pressed air and blow off all parts until dry Note: Do not pase drills or wiree through calibrated jets or passages as this may enlarge orifice and seriously affect carburetor calibration! (2) Cheek all parts for wear. If wear is noted defective parts musi be replaced. Note especially the following: (a) Check float needie and seat for wear. If wear is noted the assembly must be re- placed. (>) Cheek throttle and choke shaft bores in throttle body and cover castings for wear or out of round. (c) Inspect idle adjusting needles for burrs or ridges. Such a condition requires replace~ ‘ment. (B)Inspect gaskets to see if they appear hard or britile or if the edges are torn or distorted. 1 any such condition is noted they must be replaced (4) Check filter screen for dirt or lint. Clean and if it is distored or remains plugged, replace. (5)Cheok venturi clusters for loose or worn parts, If damage or looseness exists, replace cluster assembly. (8) Cheek the linkage for operating condition. (7)Iaspect the operation of accelerating pump. Put in the gasoline in the float chamber and make the throttle lever operate. And the check the injection condition of the gasoline from the aceclerating nozzle. EF-23 (8) Push in the connecting rod of diaphragm chamber and block the passage of vacuum by finger. And when free the connecting rod, check the leakage of air and the damage of diaphragm. 5.Assembly and installation Follow the disassembly and removal proc== dure in reverse. Replace tho gaskets, if necessary. In disassembling and reassembling the interlock link and related components, be care- ful not tp bend or deform any of the components. Reassemble so that all interlock links operate smoothly, JETS ‘The carburetor performance depends on jets and air bleeds. That is why these components are fabricated with utmost care. To clean them, use gasoline and blow air on them: Larger numbers stamped on the jets indicate Jarger diameters, Accordingly, main and slow jets with larger numbers provide richer mix- ture, snd the smaller numbers the leaner mixture. Inversely, the main and slow air bleeds, which are for air to page through, make the fuel leaner if they bear larger numbers, and the smaller numbers the richer fuel. Replacement of designated jets to meet the service condition of the car must be carried out with the above directions in mind. To cite a practical example, when it becomes necessary to economize fuel at the limited sacrifice of output to meet frequent light-load operation, use smaller main jets or slow jets, or larger main alr bleeds or slow air blceds than regularly specified. This should meet the purpose. Inversely, when increase in output is desired at the limited sacrifice of fuel consumption, use larger main jets or slow jets, or smaller m air bleeds or slow air bleeds, and that should bring a satisfactory result,ENGINE TROUBLE DIAGNOSES AND CORRECTIONS In the following tablo, the cymptoms and has no defect seems apparently to have some causes of carburetor troubles and remedies for troubles: when electric system is defective. them are listed to facilitate quick repairs Therefore, whenever the engine has troubles, ‘There arevarious causes of engine troubles. _olectric system must be checked first before It sometimes happens that the carburetor which starting carburetor adjustment. Troubles Possible causes Remedies Overtlow Dirt accumulated on needle valve. Clean needle vaive Fuel pump presoure too high. Repair pump. Needle valve seat improper. | Lap or replace. Excessive fuel | Fuel overflow. See above item consumption " : Each main jet, slow jet too large Replace, Bach main alr bleed clogged. | clean ‘endiy vive AbCaSEbng bpeces 1 aap: Outlet valve seat of accelerator | Lap. pump improper. Linked opening of secondary | Adjust. throttle valve too exrly. Power shortage | Each main jot clogged. Clean Each throttle valve does not fully | Adjust. open, Fuel pump operated improperly Repair. Fuel strainer clogged. Clean. Vacuum jet clogged Clean. Air cleaner clogged. Clean. Diaphragm damaged. Replace. Power valve operated improperly. Adjust. Improper idling | Slow jet clogged. Clean, Each throttle valve does not close Adjust. Secondary throttle valve operated | Overhaul and clean, improperly Each throttle valve shaft worn, Replace. Packing between manifold/earbu- | Replace packing. rotor defective Manifold/carburetor tightening im- | Correct tightening proper: Fuel overflow See the first item. EP-24FUEL SYSTEM Engine hesitation | Each main joi, slow jet clogged. By-pass hole, idle passage clogged Emulsion tube clogged. Idling adjustment incorrect Secondary improperly. throttle valve operated Engine does not start, Fuel overflows. No fuel. Gauge plate adjustment incorrect. Idling adjustment incorrect Fast idle adjustment incorrect. Bimetal rod in contact with bimetal Clean, Clean tube. Clean Correct adjustment Overhaul and clean, See the first Check pump, fuel pipe and needle valve Gorrect adjustment Correct adjustment. Correct adjustment Adjust, SPECIFICATIONS AND SERVICE DATA (Sse ee ee seat ee DAHS42 DATS25 | DCK306 ‘Applied engine T20 Lié Ts Primary | Secondary |Primary| Secondary Primary ] Secondary Outlet diameter 32 a4 23 32 26 30 mm (in.) | (1.2598) | (1.3386) |(1.1024)} (1.25983) | (1.4236) | (1 1811) rete alan ee (limite 1a dee (wee et) 0.9543) 0.9150) 0.4724) Main Jet to | eis | ems 4 | ¥ 96 #150 Main six bleed +220 #0 | #240 #120 | #80 + 90 Slow jet # 50 #90 | #43 | #180 | #43 #180 Slow air bleed #200 #50 | #180 | #100 #220 #100 Slow economizer aa | | es mm (in.) o (0.0708) | | Economizer bleed i 1a | | ie mm (in.) (0.0708) EP-25,ENGINE Float level 2341 2a41 281 mm (in.) (0.90554 0.0394) | (0. 9055 + 0. 0394) (0. 9055 = 0.0394) Fuel pressure 0.28 0.24 0. 24 kg/em? (Ib/in2) (2.129) (414) (3.414) 2.60 2.35 Weight kg (IB. ) G72 (17) <€ Main jet variation’ ain jet (primary only Altimde DAFa26 DCK306 1,000 m (3,300 ft.) So art eee eee 2,000 m (6, 600 ft.) 100 92 3,000 m (10,000 ft.) 107 89 4,000 m (13,3300 ft.) 104 | 87 5,000 m (18, 600 ft.) 101 85, SU TYPE TWIN CARBURETORS CONTENTS DESCRIPTION .. eF-26 Feriocic inspection of suction STRUCTURE AND OPERATION svseescon.. EF-28 iember anciaction Histon cence. ERG? Float chambor EF-28 DISASSEMBLY AND REASSEMBLY era? Fuel return system codes RDB Disassombly and roossombly of Suction Venturi control system EF-28 piston and suction chamber EFa7 Fuel system aseoscun eF-29 Disassombly anc reassembly of ‘Starting mechanism EF-29 the nozzle EF-38 CONTROL AND ADJUSTMENT a BF =29. Disassembly of the float chamber... . EFAO lang adjustment cF-29 Disassembly of the link and Adjustmant of float level EF-35 Feleated components eF-40 Adjustmont of starting interlock TROUBLE DIAGNOSES AND ‘opening EF-25 CORRECTIONS x é Race Age nee Checking the damper oi! EF-36, SPECIFICATIONS EFA2 DESCRIPTION Carburetor model Applied engine model HIG 38W 120 engine As these two carburetors are quite similar, HL SBW ssc... scss-+ 16 engine the general explanation is made in common. EF-26FUEL SYSTEM ig. EF-52 Model HJL. 38W carburetor ‘These carburetors are variable Venturi type suitable for 4-cylinder 1,100-2, 0000.0. class. engines. ‘Two parallel synchronized carbure- tors (dual carburetors) are used av a sel. ‘The carburetor In the front facing forward (hereinafter refer to as F) applies to the Ist and 2nd cylinders, and the other rear carburetor (hereinafter refer to as R)applies to the Srd and 4th cylinders. The operation of these two carburetors is identical except for the position- ing arrangement of the vacuum nipple and float, ‘chamber. The needle valve is made of specially hard- ened steel and, therefore, is not appreciably worn even when used over long periods of time. Carburetor features are as follows: 1. The Venturi area is automatically ehanged according to engine air intake. Thus, the speed of the air flowing through the Venturi is nearly constant under all engine operating ‘conditions, 2. ‘Thus, air flow speed in the Venturi is high even when the engine is operated at low speed, fuel spray is satisfactory, and fuel is distrib- uted to the individual engine cylinders evenly, ‘Vehicle fuel consumption is minimized, and the driving features such as sccelerstion and deceleration, are highly superior 3, During high speed operation, the Venturi opens wide. Thereby reducing intake resist- ance to provide high output. 4. Moreover, engine output and vehicle accel- erating characteristics are greatly improved by the use of two parallel carburetors. 5. None of the various fuel aystems such as those required in conventional stationary ‘Venturi carburetors are required. Individual fuel system operations of idling, deceleration, acceleration, and output are accomplished using a single nozzle. Thus, the construction is extremely simple.ENGINE STRUCTURE AND OPERATION [Needle valve ‘Nipple [Suction piston Ar intake pore Float chamber Ventas Siseve Nenle Sleeve nut jer neecte chip INonts sleeve Irioat cnember set screw por lating adjusting FFiowt lever sping Boxe kdting adjaning lciip fice ‘suction chamber] [Damper oil i daraper Fig, EF-93 Schematic view Structure of these carburetors are shown in Fig, EF-59. Float Chamber Fuel fed from the fuel pump enters the float chamber through the needle valve. The fuel in the float chamber is maintained in the rated level by the combined operation of the needle valve and float. Fuel return system | Bieta Cover, Boy 6 Fig. EF-31 Fuel return system This is a device whieh prevent vapor lock or percolation and to enoure a constantly stable idling in a hot engine compartment. As shown in Fig. EF-54, 1 consists of a body, pipe, bi- mnetal and valve, The conventional aystem is oF. employed up to the point where fuel delivered by the fuel pump is supplied to the floal chamber in the ‘The ‘extra foature is that, ‘when the engine compartment reaches a certain high temperature level, the resultant displace- ment of the bimetal causes the valve to open, returning most of the fuel supplied for slow speed operation to the fuel tank. Preferably, do not dismantle this device unless necessary. And, always leave the bimetal intact, carburetor. Venturi control system ‘The suction chamber is located in the upper part of the throitle chamber, the suction piston slides vertically within the vacuum chamber thus changing the Venturi opening, Venturi yacuum pressure applicd to the head of the suation piston through the suction port, and atomospherie pressure in the air cleaner is introduced through the air intake port below the piston. The suction piston automatically moves up and down due to differences between upper and lower pressures, and the balance maintained between the pressure of the piston and suction spring force. For example, when the throttle valve is opened for increased output, the flow engine intake sir is increased. Thus, vacuum pressure of the Venturi increases, the piston is lifled until the piston balanced with the pressure, and the Venturi of is suction is 28FUEL SYSTEM opening enlarged. When the throttle valve is closed to reduce output, the flow of engine intake air 1s decreas- ed. ‘Thus, vacuum pressure of the Venturi is reduced, the suction piston lowers until the piston is balanced with the pressure, and the Venturi is constricted. The pressure of the suction piston and suction spring force are properly calibrated go thet the Venturi opening is optimum for any engine operating conditions, In addition, the suction piston rod is equip- ped with an oll damper 10 improve vehicle acceleration performance. The oil damper protects the suction piston from opening too suddenly during acceleration. Fuel system Alr velocity through the venturi (vacuum pressure) causes fuel to be sprayed from the float chamber, through the opening between the nozzle and jet needle into the Venturi. ‘The jet needle below the suction piston ‘moves up and down in the nozzle according to the motion of the suction piston. Fuel flow changes automatically due to the tapered shape. of the jet needle. Moreover, operating conditions under various driving conditions from idling to the fully opened, maximum speed are shown in Figs. EF-55 through 58. Suction camber Suction piston Fig, FF-5S Idting Fig, EF-50 Intermediate and low speed Fig, BP-57 Pully-opened low speed ee eee Fig, BY-58.Fully-opened high speed Starting mechanism ‘By pulling the choke knob, the starting lever is moved, and the nozzle is drawn down by a link mechanism. As a result, the clesrance botwoon the nozzle and jet needle is increased, and an increased amount of fuel required for starting is fed to the system. Moreover, the throttle valve is automatically set to proper opening for starting (approximately 6°) by the connecting linkage. CONTROL AND ADJUSTMENT Idling adjustment ‘The procedure for idling adjustment is described herein, since proper idling edjust- ment of these two carburetors is extremely important in obtaining peak vehicle performance and in effectively reducing fuel consumption. It should also be noted that improper car buretor adjustment not only has an adverse affect upon idling but also upon acceleration, output, fuel consumption, and other vehicle per- formance factors. EF-20ENGINE 1, Throttle valve synchronization adjustment (using a flow mete) and idling adjustment. & Throttle Valve Shaft Interlock and ‘Throttle Valve Full Closing Adjustment > ‘A]earsuretor [aftararei» tever]s[con! roa | S)Manitona (sont ce) fafrarorae —rftever — |tq|tock ant 2]rorotte | fetur spring |e}ausitiary|ti] Rubee [acjurt screw [slur pace | fare pacer las ‘GPadjustsczew ahever T]eatbaretor ]3]Comecting levey sintake manifold [icone side) | a}turonte adjuce | 9frizcxte 2}Tarotle | fscrew (C) connecting lever asst screw] 5|Adjust lever _fofTivotte lever Fig. EF-59 HIG 380 Fig. EF-60 #111 38° Operating procedure Precautions and confirmation 1, Remove the air cleaner. a. Warm up the engine prior to adjustment. 2. Loosen both the F and R carburetor throttle adjusting screws. Be careful that the heads of the adjusting screws do not contact the throttle lever. a. Make sure the front and rear throttle shafts are not connected. Tighten the front and rear idling adjust- {ng mits in the upper direction ones, and gradually back them off. When turned approximately on half a turn, the nuts will contact the nozzle heads. Return the idling adjusting nuts from this position approximately one and 2 half turns (approximately 2 1/4 of a turn for HJL 38W), Set both front and zear idling adjusting nuts to their standard positions. Under this conditions, dimension "A" (between Jet bridge and nozzle head) is approxi- ‘mately 1.5 mm (0. 0691 in.) (2.5 mm (0. 0984 in.) for HJL 38W ). Refer to Adjustment of "A" Dimension, ‘Thread the front and rer throttle adjust~ ing serews in a few turns, and start engine. a, Make sure that the engine is et normal operating temperature. | EF-30FUEL SYSTEM Fig EP-61 Idle adjust aut ‘Operating provecure 5. Turn front and rear throwle adjusting serews and reduce the engine speed to 800 to 700 v. p.m. Apply a flow meter to the front carou- retor air cleaner flange, turn the air flow adjusting serew, and align the upoer end of the float in the glass tube to the scale. 7, Then spply a flow meter to the carburetor air cleaner flange. (Do not move the flow meter air flow adjusting serew,) If the flow meter float is not aligned with the front carburetor sclae, turn the rear carburetor throttle adjust- ing serew and align the float with the front carburetor scale. . Stand the flow met Precautions and confirmation |. Heduce engine speed to the extent that the engine operates etabl; r float vertically. throttle valve open- ‘Throttle valve openings are even, and air flow is alco uniform when the positions of the floats in the glass tubes of the flow meters stop at the same position for both front and rear carburetors.ENGINE Precautions and confirmation 8. Tighten the front and rear idling adjust- ing nuts simultaneously by approximately 1/8 turns, and stop at the points where engine speed is fastest and most stable. When the idling adjusting nuts are tightened and the point at which engine speed is fastost and most stable can not be determined, hack off (loosen) the idling adjusting nuts to thetr initial positions, jcosen the F and R mute alternately by 1/8 tums to determine this point, and stop turning the nuts when this point located 9. Back off (loosen) the front and rear Ubrottle adjusting screws, and sct ongine speed to rated speod. 10, Thread in the throttle adjusting screw until the serev head con connecting lover. the throttle Idling fuel flow volume is reduced by Ughtening idling adjusting nut (turning it to the right), and is inereased by loosen ing the idling adjusting nut (turning it to the left), b. ‘The idling adjusting nut positions are sot at their standard positions, Thus, the idling adjusting nut adjusting range should be less than approximately + 1/2 of a full turn, ¢. The front and rear idling adjusting nut adjusting positions (number of turns by which both nuts are backed off) must be the same a, Repeat sieps 5 and 7 above, and set ‘engine speed to rated spood by adjusting the front and rear carburetors so that the air flow of both front and rear earburet- ors is the same, Rated idling speeds for Model 120 and L16 are as follows: Model 120 i 600 T.p.m. Model L1G seeceee es 650 r.p.m. ‘Model equipped with cooler: ... 700 r-p.m. a. Interlock the front and rear throtile shaft, b. Make change. sure that idling speed dees notFUEL SYSTEM Operating procedure Precautions and confirmation il. Move tho auxiliary shaft, and rapidly accelerate the engine (race the engine) a few times. Make sure that idling speed does not change. a. Make sure that interlock adjustment is proper. 12. ‘Turn the auxiliary shaft adjusting screw | a. Increase engine speed, and insure that {o increase engine speed from 800 to 1,000 the link interlock action operates proper r.p-m., apply flow meters to both front ly. and roar carburetors, and verily that the | seeaguust connecting rod length and match flow meter float positions are even. pe : the air flow of the front and rear car- If uneven, readjust the length of connect- buretore. ing rod 18. Back off the auxiliary shaft adjusting | a. Correction of difference between the front sorew, and decrease engine speed. and rear interlock links. | Apply flow meters ty the front and seer" 11 sich the idling air Now of the front and csrburetors, and re-confirm that the roar carburetors float position are even. If uneven, adjust the front and rear throtile adjust | c, Adjust idling speed. ing serews 0 that enzino speed does not | change, and equalize the flow meter float | positions 14. Stop the engine, and install the air clearer and duct. Thratile conrecting lever [2 2frmoute agus srem(c) | [Pireeis adjan rerew [auxiliary hat Piticoate adja saw lo|Twretla connecting lever fs[aajst screw Fig. EP-65 Throttle valve shaft interlock and throtile talve full cloving adjustment EF-29ENGINE Fees T[ Tasowte adhust eeew [3] Thvonle adjent sera fone tan ‘.[tiponle Conectng lever Fig. B66 Throtide valvn sha[t interlock axd throttle aloe full closing adjustment 2, Adjuolment of ''A" dimension (9) Roistall the suction chamber and suction niston, and make sure that the suetion pis When the numberof turns by which the idling Lavo Sea agjusting nut as been backed olf (loosened) cannot be accurately determined with the car- (4) The nozzle is now al ile standard position. buretors installed on the engine, adjust as Thus, the adjusting range of the nut is with follows, (See Fig. EF-67. ) in approximately + 1/2 of a tura, (1) Loosen the suction chamber access serow, ard disconnect the suction chamber and suction piston, Proceed carefully so tal the nozzle und jet needle are nol damaged ox bent. (2) Turn the idling adjusting oul, measure dimenaion "A!" (bevsean the jet bridge and nozzle head with slide calipers) ard adjust the nozzle position so that dimension "A" is approximately 0,5 mm (0.0197 in.) (ap- proximstely 2.5 mm (0.0884 in.) for AJL 38W ). The pitch of the (dling adjusting nut thread Sigua r eiwee | is 1mm (0.0096 48,),Thus,_ the ovale Etat |e moves Imm (0.0%94 in.) by (urning this §§ (——————— serew one full tura. fig. EF-O7 Adjustment of “A” dimension EP-3tFUEL SYSTEM Adjustment of float level Level gauge | Canze set screw [4-| Float chamber Pig. EF-68 Adjustment of float level ‘To measure the float level, first, loose the float chamber clip, disconnect the fuel line, and remove the sloove nut. Next, stand a 6 mm (0.2362 in,) inner dia~ meter glass tube (level gauge) in the level chamber as shown in Fig. EF-68, apply the fuel line to the nipple on the level gauge, and operate the engine at idling speed. If the fuel level indicated on the glass tube is 22 to 24mm {0.8661 to 0.9449 in.) from the top of the float chamber, the float level is properly set. TI no level gauge 1s available, the following method of ‘adjustment can be applied. 1. Remove the four set screws from the float chamber cover. The float chamber cover and the [oat lever can then be removed together. Place the cover on a work bench(with the float lever altached to the cover) with the float lever side up, 2. Lift up the float lever with the tip of your finger and then slowly lower the float lever. Stop lowering the float lover st the position at which the float lever seat just contacts the valve stem (See Fig. EF-69.) 3. The float level is correct if dimension "H" in Fig. EF-70 1s 14 to 15 mm (0.5512 to 0.5906 in.) under the foregoing conditions. If the dimension is not correct, adjust by bending as, shown in Fig. EF=70. 1. | Float lever ]2. [Bend here to adjust imemion Fig, EF-70 Adjustment of float levet Adjustment of starting interlock valve opening Fant idle lever Connecting plate ‘Connecting plate (A) Connecting tod Starter lever 6 | Throcele valve Fig. BF-71 Adjustment of starting interlock opening EF-25ENGINE For the adjustment of starting interlock opening, bend the connecting rod as shown in Fig. BF-71 with an appropriate tool such as radio pinohers to change its length. The interlock opening is increased by in- creasing the length of the connecting rod and is reduced when the rod is shortened. The inter- lock opening is eorrect, if clearance hetween the throttle valve and throttle chamber (dimen= sion B) is 0.6 to 0.8 mu (0, 0296 to 0, 0315 in.) when the startor levor is pulled all the way out To measure dimensions B, move the throttle lever to full-closing, and mak it there is no play in the first idling lever and adjusting lever interlocked unit Checking the damper oil friseen by tna ee Fig. EF-72 Inspection of suction piston When there is not a sufficient amount of damper oil, acceleration and other operating performance features become sluggish. When new carburetors are installed on the ongine, or when overhaul is performed, damper oil must be added without fail, Use Mobile oil SAE #20 for damper oil. Do not use SAE #30 or higher woight oils. Periodic inspection may upon driving conditions. should be checked depending However, the damper oil approximately every EY-36 5,000 km (3,000 mile) of driving (or approxi- mately every 9 months). "0 check damper cil level, remove the oil cap nut as shown in Fig. EF-72 and cheek the oil level marking on the two grooves on the plunger rod. No difficulty will be encountered and there is no danger until the oil level reaches the lower line. Ti the oil level drops below the lower Line, add off, Total ofl volume is ap- proximately 3c.c, Squirt oil into the damper little by little so that the ‘oil level completely reaches the upper line. When removing and replacing oil cap nut, be careful not to bend the rod. If the oil cap nut is loose, it may fall off. Be sure that it is sufficiently tightened by hand, 74 Inupection of suction pitton