Datsun 411 Series, P411-U, PL411-U, P411-UT, PL411-UT Service Manual

SERVICE

MANUAL

hotor co*, ltd

TOKYO,JAPAN

P/N 99999- 20002

SERVICE

MANUAL

expert22 fl/ia http://rutracker.org

1

NISSAN

NISSAN HOTOft CO., LTD Hi • W0

TOKYO,JAPAN

P/N 99999-

20002

DATSUN

MODEL 411 SERIES

SERVICE
MANUAL

Hoeoe umx 3ah torrents.ru IMS'

NISSAN

NISSAN MOTOR CO., LTD.

OTEMACHI BLOG., OTEMACHI, CHIYODA-KU,

TOKYO,JAPAN

CABLE ADDRESS : "NISMO" TOKYO

PHONES : (216) 2311

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INT RODUC TION

This manual has been complies for purpose of assisting

DATSUN distributors and dealers for effective service and

maintenance of the Model P(L)411. Each assembly of the

major components

is

described in detail. In addition,

comprehensive instructions are given for complete dismantl-

ing, assembling and inspection of these assemblies.

It is emphasised that only genuine DATSUN Spare Parts

should be used as replacements.

DATSUN MODEL (L) 411 - U

CONTENTS

Page

MAJOR SPECIFICATIONS
ENGINE

i

Cooling System 3

Lubrication 8

SERVICE OPERATIONS 11

Rocker Mechanism 12

REMOVING & REFITTING 25

Operation with the Engine Removed 26

IGNITION TIMING 31

Distributor 31

Adjusting the Ignition Timing 31

FUEL SYSTEM 34

Carburetor 34
The Gasoline Tank 37
Fuel Strainer 40
Adjustment and Inspection of Engine 43

CLUTCH 48

TRANSMISSION 57

Cover of Transmission Case 58
Transmission Case 59
Extension of Transmission Case 65
Disassembly the Transmission Case (For 4 Stage Floor Shift) 72

CHASSIS

ss

FRONT AXLE 85

Disassembling the Front Hub 86

Indipendent Front Suspension 88

REAR AXLE 98

STEERING 112

BRAKE 119

Front Brake 120
Rear Brake 123

Hand Brake 126

ELECTRICAL SYSTEM 129

Alternator 130
Generator 132
Regulator 139

14 Items on Handling 142
Trouble Shooting List 143
Starter Motor 144

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DISMOUNTING & ASSEMBLING

MAJOR SPECIFICATION

OF

MODEL

41 1

SERIES

"— ____^MODEL

ITEM

~~

P(

L) 41

1-U

P(

L) 4 1

1-UT

WP(

L) 41

1-U

WP(L)41

1-UT

DIMENSIONS

Overall Length

3,995

mm

(157.3

in.)

3,995

mm

(157.3

in.)

DIMENSIONS

Overall Width

1,490

mm ( 58.7 in.)

1,490

mm ( 58.7 in.)

DIMENSIONS

Overall Height

1,440

mm ( 56.7 in.)

1,430

mm ( 56.3 in.)

DIMENSIONS

Wheel Base

2,380

mm (93.7 in.)

2,380

mm ( 93.7 in.)

DIMENSIONS

Room Space

Inner Length

Inner Width

.

Inner Height

1,710

mm ( 67.3 in.)

1,704

mm ( 67.1 in.)

DIMENSIONS

Room Space

Inner Length

Inner Width

.

Inner Height

1,240

mm (

48

.8 in-)

1,240

mm ( 48.8 in.)

DIMENSIONS

Room Space

Inner Length

Inner Width

.

Inner Height 1,130

mm ( 44.5 in.)

1,130

mm ( 44.5 in.)

DIMENSIONS

Tread

Front

,Rear

1,206

mm ( 47.5 in )

1,206

mm ( 47.5 in.)

DIMENSIONS

Tread

Front

,Rear 1,198

mm ( 47.2 in.)

1,198

mm ( 47.2 in.)

DIMENSIONS

Min. Road Clearance

175

mm ( 6.9 in.)

175

mm ( 6.9 in.)

DIMENSIONS

Overhang

to the

Front

End

without bumper

S05

mm ( 23.8 in.)

605

mm ( 23.8 in.)

DIMENSIONS

Overhang

to the

Rear

End

without bumper

950

mm ( 37.4 in.)

947

mm ( 37.3 in.)

WEIGHT

Vehicle Weight

885

kg

(1951

lb.)

960

kg

(2116

lb.)

WEIGHT

Distribution

Front

Rear

505

kg

(1113

lb.)

500

kg

(1102

lb.)

WEIGHT

Distribution

Front

Rear

380

kg ( 838 lb.)

460

kg

(1014

lb.)

WEIGHT

Vehicle Gross Weight

f Front

Distribution

I

(.Rear

1,160

kg

(2557

lb.)

1,235

kg

(2723

lb.)

WEIGHT

Vehicle Gross Weight

f Front

Distribution

I

(.Rear

600

kg

(1323

lb.)

595

kg

(1312

lb.)

WEIGHT

Vehicle Gross Weight

f Front

Distribution

I

(.Rear

560

kg (1234 lb.)

640

kg

(1411

lb.)

WEIGHT

Height

of

Gravity Center

580

mm ( 22.8 in.)

580

mm ( 22.8 in.)

WEIGHT

Proportion

of

Front Tire

with load

51.7

%

48.2

%

WEIGHT

Max. Inclination Right

Angle Left

46

46

WEIGHT

Max. Inclination Right

Angle Left

46

46

(i)

DATSUN

^ MODEL

ITEM —

P(

L) 41

1-U

P(

L) 41

1-UT

WP(

L) 41

1-U

WP(L)41 1-UT

w
o
£

Max. Speed

140 km/H (87 MPH) 140 km/H (87 MPH)

w
o
£

Fuel Consumption

18.5 km/£

18.5 km/£

§

K
O

Grade Ability sinfl

0.375, 0.417 (-UT)

0.334, 0.391 (-UT)

fe
w
w
ft

Min. Turning Radius

5

.0 m (16.4 ft.) 5.0 m (16.4 ft.)

fe
w
w
ft

Brake Stopping Distance (50 km/h'

13

5 m (44.3 ft.) 13.5 m (44.3 ft.)

Model

J

Make

NISSAN MOTOR CO., LTD.

Classification

GASOLINE ENGINE

Cooling System

WATER FORCED CIRCULATION

No. of Cylinder & Arrang.

4 IN LINE

Cycle

4

Combustion Chamer

BATHTUB TYPE

Valve Arrangement

OVER HEAD VALVE

Bore x Stroke

73 x 77.6 mm (2 .874 x 3.055 in.)

Displacement

1299 c.c. (79.27 cu.in.)

w
y

Compression Ratio 8.2

a
o

fc
w

Compression Pressure 11.5/350 kg/cm2 (r.p.m.)

a
o

fc
w

Max. Exploding Pressure

48/3600 kg/cm2 (r.p.m.)

Max. Mean Effective Press

9.7/28000 kg/cm2 (r.p.m.)

Max. B.H.P. (SAE) 67/5200 HP/r.p.m.

Max. Torque (SAE)

76 .7/2800 ft-lb/r.p.m. (10.6/2800 kg-m/r.p.m.)

Length x Width x Height

597 x 575 x 690 mm (23.1 x 22.6 x 26.5 in.)

Weight

139 kg (306 lb.)

Piston Type SPLIT SKIRT TYPE

Piston Material LO

-EX

(2)

MAJOR SPECIFICATION

ITEM

MODEL

P (

L) 41

1-U

P(

L) 4 1 1

-UT

WP(

L) 4 1

1-U

WP(L)41 1-UT

No. of
Piston Ring

Pressure

Oil

2

1

' Inlet Open

14° B

.T.D.C.

w

Valve Timing •

Inlet Close

50° A

B.D.C.

U
O

£
w

Valve Timing •

Exh. Open

52° B

.B.D.C.

U
O

£
w

. Exh. Close

12° A

T.D.C.

Valve

Intake

0.35 mm (0.014 in.)

Clearance

, Exhaust

0.35 mm (0.014 in.)

Starting Method

MAGNETIC STARTING SYSTEM

K

Type

N41 (14MZ), N50 (2SMB) 1 each

w
H
H ,

<

Voltage

12V

CQ

Capacity

40, 50 A.H.

Ground Polarity

NEGATIVE

Type

AC300/12WR

Make

MITSUBISHI

K

O H Generating Method

ALTERNATOR

<1
«

W

Voltage

12V

W
O

Capacity

300 W

Voltage Regulator

RL -2B1

K

W
H

«

<

Type

S114-92

K

W
H

«

<

Make

HITACHI

H

Voltage & Power

12-1.

4V-HP

S
w
H
Irt

—

K

W

Ignition Method

BATTERY-

-COIL TYPE

S
w
H
Irt

—

K

W

Ignition Timing

8° /600 B.T.D.C./r.p.m.

g <

Firing Order

1-3 -4-2

(3)

DATSUN

ITEM

MODEL

P(L)41 1-U
P(

L) 41

1-UT

WP(L)4 1 1-U
WP(L)41 1-UT

Ignition Coil

Type

C1Z-18

Ignition Coil

Make

HITACHI

Distributor

Type

D411-53

Distributor

Make

HITACHI

Distributor

Ign.Timing
Advance System

VACUUM AND GOVERNOR

Type

B

-6E

Spark Plug

Make

NGK

Spark Plug

Thread

14 mm (0.551 in.)

w

Gap

0. 7 ~0.8 mm (0.0275 ~0.0315 in.)

s
hJ
o

Type

D2630A-5A

CO

<

O

Make

NIHONKIKAKI

§

w
H

CO
>H

Throttle
Valve Bore

P.

26 mm

S.

30 mm

M
S3

o

Venturi Size

20 mm

27 mm

h-1
H

h—1
Z

Carburetor

Main Jet

#92 #140

O

t

Slow Jet

#48 # 48

Pump Jet

#45

Power Jet

#40

Air Draught

DOWN

Air Cleaner

Type & No.

PAPER TYPE 1 each

Air Cleaner

Make

TSUCHIYA

Fuel Pump

Type

DIAPHRAGM

Fuel Pump

Make

SHOWA, KYOSAN

Capacity of Fuel Tank

41^ r (10.8 U.S.gal.)

LUB-

RICA-

TION

Lubrication Method

FORCED PRESSURE TYPE

(4)

MAJOR SPECIFICATION

—MODEL

ITEM

P (

L) 41

1-U

P(

L) 41

1-UT

WP(

L) 41

1-U

WP(L)41

1-UT

LUBRICATION

Oil Pump Type

TROCHOID TYPE

LUBRICATION

Oil Filter

FULL FLOW TYPE (CARTRIDGE TYPE)

LUBRICATION

Oil

Pan

Capacity

2.9 £ r (0.76

U.S.gal.)

COOLING

SYSTEM

Type

WATER COOKING CLOSED TYPE

COOLING

SYSTEM

Radiator

CORRUGATED

FIN AND

TUBE TYPE

COOLING

SYSTEM

Cooling Water Capacity

5.4

£r

(1.43

U.S.gal.)

COOLING

SYSTEM

Water Pump Type

CENTRIFUGAL TYPE

COOLING

SYSTEM

Thermostat

PELLET TYPE

CLUTCH

Type

SINGLE

DRY

DISC HYDRAULIC OPERATION

CLUTCH

No.

of

Plate

1 (FACING

2)

CLUTCH

Out.

dia x In. dia x

Thickness

200 x 130

x 3.5 mm

(7.87 x 5.12 x 0.138

in.)

CLUTCH

Total Friction Area

181

x 2 cm2 (28.06

x 2

sq.in.)

CLUTCH

In.

dia. of

Operating Cylinder

19.05

mm

(3/4

in.)

CLUTCH

In.

dia. of

Master Cylinder

15.87

mm

(5/8

in.)

TRANSMISSION

Type

3 FORWARD, 1 REVERSE
ALL SYNCHROMESHED
ON FORWARD GEARS

4 FOREARD, 1 REVERSE
SYNCHROMESHED

ON

2ND,

3RD, 4TH

TRANSMISSION

Gear Shift Method

REMOTE CONTROL

FLOOR SHIFT

TRANSMISSION

Oil Capacity

1.7 £(0.45 US.gal.)

2.2 £ (0.58

U.S.

gal.)

TRANSMISSION

Gear Ratio

1st

3.197 3.945

TRANSMISSION

Gear Ratio

2nd

1.725 2.402

TRANSMISSION

Gear Ratio 3rd

1.000 1.490

TRANSMISSION

Gear Ratio

4th

1.000

TRANSMISSION

Gear Ratio

Reverse

4.125

5.159

PROPELLER

SHAFT

1st Length x Out.dia

x In dia.

1222 x 71 x 67.8

mm

PROPELLER

SHAFT

Type

of

Universal Joint

SPICER TYPE

FINAL

GEAR

Gear Type

HYPOID

(5)

DATSUN

ITEM

——MODEL

P( L)4 1 1-U
P(

L) 4 1

1-UT

WP(L)41 1-U
WP(L)41 1-UT

£

ss

E o

Gear Ratio

4 375 P(L)

411"U

4 m

(op

3889

, P(L)411-UT

4'375

WP(L)411-U

4-111

(°P-

3889

> WP(L)411-UT

K

<

W

Housing Type

BANJO

O

Cn

Type & No. of Gear

STRAIGHT BEVEL PINION 2 each

Pn
HH

Q

Oil Capacity

1 £(0.26 U.S.gal.)

Type

RECIRCULATING BALL TYPE

2
W
H
in

Gear Ratio

15.0

CO
O

Steering J

n

36°

£
H-1

K

W

Angle

lout

28° 36'

W
H

C«

Steering Wheel Dia.

405 mm (15.95 in.)

Oil Capacity 0.33 £ (0.087 U.S.gal.)

Wheel Arrangement

2 FRONT, 2 REAR

W

o

H-1
>

W
Q

a

Front Axle Type

WISHBONE BALL JOINT TYPE

W

o

H-1
>

W
Q

a

Toe--in

3 mm

W

o

H-1
>

W
Q

a

Camber

1 0 45'

£
hH

Caster

0

«

Inclination Angle of King Pin

6 ° 15'

Rear Axle Type

SEMI-FLOATING TYPE

Type

FRONT: 2 LEADING; REAR: LEADING AND TRAILING

Lining Dimension

(Width x Thickness

x Length)

r

40 x 4.5 x 215 mm (1.575 x 0.177 x 8.465 in.)

§

w

Lining Dimension

(Width x Thickness

x Length)

u.

40 x 4.5 x 215 mm (1.

575 x 0.177 x 8.465 in.)

w

H
M
>H

<

«

PQ

Total Braking Area

r

351 cm2 (54.4 in2)

CQ

w

a

W

U

HH

>

Total Braking Area

u.

351 cm2 (54.4 in2)

<

Oh

m

K

W

M

In.dia. of Brake

F. 228.6 mm (9.0 in.)

Drum

R.

228.6 mm (9.0 in.)

(6)

MAJOR SPECIFICATION

-——-—_MODEL

ITEM

P(

L) 4 1

1-U

P(L)41

1-UT

WP(

L) 4 1

1-U

WP(L)4 1 1-UT

BRAKE SYSTEM

SERVICE BRAKE

OIL BRAKE

In.dia.

of

Master

Cylinder

22.22

mm

(0.8748

in.)

BRAKE SYSTEM

SERVICE BRAKE

OIL BRAKE

In.dia.

of

Wheel F'

Cylinder

R.

25.40

mm

(1.000

in.)

BRAKE SYSTEM

SERVICE BRAKE

OIL BRAKE

In.dia.

of

Wheel F'

Cylinder

R.

23.81

mm

(0.9374

in.)

BRAKE SYSTEM

SERVICE BRAKE

OIL BRAKE

Max.

Oil

Pressure

115 kg/cm2 (1636

lb/in2)

BRAKE SYSTEM

PARKING

BRAKE

Type

MECHANICAL

FOR

REAR WHEEL

BRAKE SYSTEM

PARKING

BRAKE

Lining Dimension

40

x 4.5 x 215 mm

(1.575

x 0.177 x

8.465

in.)

BRAKE SYSTEM

PARKING

BRAKE

Total Braking Area

351

cm2 (54.4

sq.in.)

BRAKE SYSTEM

PARKING

BRAKE

In.

dia. of

Drum

228.6

mm (9.0 in.)

SUSPENSION

Front Suspension Type

INDEPENDENT SUSPENTION WITH COIL SPRING

SUSPENSION

Coil (Wire

dia. x

Coil

dia. x

Free Length

- No. of

Coils)

R.H.

CAR L.H. CAR

14.2

x 94 x

ffflfl-8.5,

14.2 x 94 x

325-8.5

o^5(L)

SUSPENSION

Rear Suspension Type

LONGITUDINAL SEMI-ELLIPTENG SPRING

SUSPENSION

Spring Size (Length x Width

x

Thickness

- No.)

6—2

1200

x 60 x c"

5-2

1200

x 60 x 6~l

5-Z

SUSPENSION

Shock Absorber

F.

Shoe k Abs orbe r

R.

TELESCOPIC DOUBLE ACTION

SUSPENSION

Shock Absorber

F.

Shoe k Abs orbe r

R.

TELESCOPIC DOUBLE ACTION

SUSPENSION

Stabilizer

F.

TORSION

BAR

TYPE

i

<«

a

w

5

H

Tire Size

F

'

R.

5.60

- 13 - 4P

5.60

- 13 - 4P

LAMPS

Head Lamp (Sealed beam)

12V-37.5/50W

x 2

LAMPS

Width Indicators

12V-

8W x 2

LAMPS

Tail Lamps

12V-

8W x 2

LAMPS

License Plate Lamps

12V-

8W x 2

LAMPS

Stop Lamps

12V-25W

x 2

LAMPS

Reverse Lamps

12V-25W

x 1

LAMPS

Room Lamps

12V-

5W x 1

(7)

DATSUN

(8)

MODEL P(L) 411-U

RUNNING PERFORMANCE CURVE

Final gear ratio

4. 375 (35/8)

1st speed ratio 3. 197

2nd speed ratio

. 725

3rd speed ratio

1.000

4th speed ratio

Gross vehicle weight

1,160 kg

Max. grade ability tan 0=0. 382(sm0=O. 357)

Tire effective radius 0. 287 m

Max. torque (SAE)

10. 6m-kg/2i00r. p m.

Max. BHP (SAE)

67HP / 5200r. p. m.

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

CAR SPEED (km/h) —

MODEL J ENGINE

PERFORMANCE CURVE

ENGINE SPEED (x 102 r. p. m.)

I

CL,

M
s

'u
Q

a
a

PS

MODEL WP(L) 411-UT

RUNNING PERFORMANCE CURVE

MODEL P(L) 411-UT

RUNNING PERFORMANCE CURVE

600

500

400

300

50%

Final gear ratio

4. Ill

1st speed ratio 3.945

2nd speed ratio 2.403

3id speed ratio

1.490

4th speed ratio

1.000

Gross vehicle weight

1, 235 kg

Max. grade ability

tan 0=0. 425(sin0=O. 391)

Tire effective radius

0. 287 m

Max. torque (SAE)

10. 6m-kg/2800r. p. m.

Max. BHP (SAE)

67HP/5200r. p. m.

45^

200

100

5000

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

Car Speed (km/h) f—

3000

4000

2

O

P

D

O
>

w

pi
a

2
3
3

2000

500

i

%

o

CU

c

•c
Q

300

PS 200

3

Bfi

100

Final gear ratio

4.111 |

1st speed ratio

3.945

2nd speed ratio

2.403

3rd speed ratio

1. 490

4th speed ratio

1.000

Gross vehicle weight

1,160 kg

Max. grade ability

tan 0=0. 459(sin 0=0. 417)

Tire effective radius

0. 287 m

Max. torque (SAE)

10, 6m-kg/ 2800r. p. m.

Max. BHP (SAE)

67HP/ 5200r. p. m.

50%

45%

5000

I.

s

4000 d

2

O

P

D

O
gi

OS
w
Z

C3
2
w

3000

2000

1000

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

Car Speed (kg/h) /—._

ENGINE

ENGINE

The engine is of monobloc construction, and
the valve are set in line in the cylinder head and
are operated by rockers and push rods from the

camshaft in the left hand side of the engine.

The camshaft, running in three steel backed

whitemetal bearings, is chain-driven and has a

rubber chain tenssioner.

The distributor and oil pump are driven

from the camshaft.

The pistons are the split skirt type of

aluminum alloy, and carry two compression
rings and a slotted oil control ring.

The piston pins are bolted in connecting
rods, which have steel backed lead and copper
alloy, changeable big end bearings.

A counter balanced crankshaft is fitted. The
end thrust on this component is taken by special
washers at the center main bearing. The
centrifugal water pump and cooling fan are
driven by the generator belt.

GENERAL SPECIFICATIONS

Engine type J type
No. of Cylinder 4
Bore (mm) 73 mm
Stroke 77.6 mm
Volume 1.299
Max. brake horse power 67 HP. at 5200 r.p.m.
Torque 10.6 kg-m at 2800 r.p.m.
Firing order 1-3-4-2
Valve arrangement Overhead valve, push rod type
Compression pressure 163 lbs.per sq.in. (11.5 kg/cm2) at 350 r.p.m.
Compression ratio 8.2 :1

- 1 -

DATSUN

ENGINE-RIGHT SIDE

ENGINE-LEFT SIDE

- 2 -

ENGINE

COOLING SYSTEM

An efficient cooling system is of major
importance to ensure the satisfactory running
of the engine and it is therefore necessary to
pay particular attention to its maintenance.

Description

The cooling system is maintained by water

pump circulation, combined with an efficient fan
cooled radiator and thermostat.

The system is pressurised and the reliei

ralve, incorporated in the radiator filler cap,
controls the pressure at approximately 0.4 kg

per sq. cm. Do not remove the filler cap if
the temperature of the coolant is above boiling
point or if the engine is running. Topping-up

should only be required occasionally to replace
water lost through the overflow pipe. Top-up
when the engine is cold, and if possible use
clean soft water.

Fig. 1 Radiator

Fill to within l/2" of the bottom of the filler

plug well. Overfilling when the engine is cold
may cause water to flow through the overflow
pipe. The capacity of the system is approxi-
mately 5.2 litres.

- 3 -

DATSUN

Thermostat

In order to ensure maximum efficiency, it
is essential to keep the engine operating
temperatures within certain limit. To assist
this a pellet tyep thermostat is fitted, being
located in the water outlet at front of the
cylinder head.

Pellet type thermostat works by the principle

of rapid variation of solution of wax.

Fig. 2 Pellet Type Thermostat

The devise consists of metalic pellet, filled

with the wax, which controls a mash-room valve
by solution of wax.

When the engine is cold this valve is closed

and on starting the engine the flow of water to

the radiator is temporarily restricted.

Due this, the temperature of the water in the
cylinder head and cylinder jackets will quickly
rise, thus ensuring rapid warming up.

The heat so generated will gradually press
up the piston by shrinkage of synthetic rubber
sleeve so opening the valve, and ultimately
permitting a full flow of water to the radiator.
The thermostat itself is detachable; therefore,
should be occasion arise, it can be removed

from its housing and the hose reconnected to
avoid laying up the car.

The thermostat opening is set by the

manufacturer and can not be altered.

During decabonising it is policy to test this

opening by immersing the thermostat in water

raised to requisite temperature. The valve
should open under these conditions, but if it

fails to open a new unit should be fitted.

Overheating

Overheating may be caused by a slack fan
belt, excessive carbon deposit in the cylinders,
running with the ignition too far retarded,
incorrect carburetor adjustment, failure of the
water to circulate or loss of water.

Fan Belt Adjustment

The fan is driven from the crankshaft by

a

,r

V" belt, this also driving the alternator.
A new belt can be fitted by first loosening

the clamp bolts (Fig. 3), which hold the dynamo

in position, and moving the dynamo towards the
engine. Slide the belt over the fan and onto the
fan pulley.

Fig. 3 Fan Belt Adjustment

Part No.

Bated Temperature

Standard

21200 61001

Open at 76.5 °C ± 1.5'°C
Open fully at 90 ±1.5 °C

Optional for cold district

21200 61001

Open at 82 °C±1.5°C
Open fully at 95 ±1.5 °C

- 4 -

ENGINE

Adjustment is then made by bringing the
alternator away from the engine. The belt
should be sufficiently tight to prevent slip, yet

the belt should have 10 to 15 mm slack between
the generator and crankshaft pulley when the
midspan is pushed firmly.

After the correct tension has been obtained,
securely lock it in position again.

Frost Precautions

Freezing may occur first at the bottom of

the radiator or in the lower hose connections.

Ice in the hose will stop water circulation
and may cause boiling. A muff can be used to
advantage, but care must be taken not to run

with the muff fully closed,or boiling will result.
When frost is expected or when the car is to be
used in a very low temperature, make sure that
the strength of the solution is, in fact, up to the

strength advised by the manufacturers. The
strength of the solution must be maintained by

topping-up with anti-freeze solution as neces-

sary. Excessive topping-up with water reduces

the degree of protection afforded. Solution must
be made up in accordance with instructions
supplied with the container.

Top-up when the system is cold.

If the cooling system has to be drained, run

the mixture into a clear container and use again.

Protection by Draining

On cars where anti-freeze is not used the

following precautions must be taken during
frosty weather to obviate any damage due to
freezing of the cooling system.

When heavy frost is imminent, the cooling

system must be completely drained. It is not
sufficient merely to cover the radiator and
engine with rugs and masks. There are two
drian cocks one on the left-hand side of the
cylinder block and the other at the base of the
radiator block. Both taps must be opened to
drain the system and the car must be on level
ground while draining.

The drain taps should be tested at frequent

intervals by inserting a piece of wire to ensure

that they are clear. This should be done

immediately the taps are opened, so that any,
obstruction freed by the wire may be flushed out
by the water. The draining should be carried
out when the engine is hot.

When completely drained the engine should
be run for a timed minute to ensure that all
water has been cleaned from the system.

A suitable notice should be then affixed to
the radiator, indicating that the water has been
drained.

Flushing the Radiator

To ensure efficient circulation of the coolant
and to reduce the formation of scale and
sediment in the radiator, the system should be
periodically flushed with clear running water,
preferably before putting in anti-freeze in the

winter and again when taking it out in the spring.

The water should be allowed to run through until
it comes out clear from the drain taps. At
intervals a stiff piece of wire should be inserted
into the taps during draining to ensure that they
are not becoming clogged with sediment.

This method of radiator flushing may serve
well, but in cases where the urring" up is
excessive the operator will find it more efficient
practice to remove the radiator completely and
flush in the reverse way to the flow, turn the
radiator upside down and let the water flow in
through the bottom hose connection and out of
the top connection.

Water Pump

After draining the water from the radiator,
remove the pump unit from the cylinder block
by taking off the fan belt and releasing the
setbolts with spring washers and hinge bolts
to dynamo.

- 5 -

expert22 fl/ia http://rutracker.orq

DATSUN

Seat (set)

Washer

Pulley 21051-10600 (131 m/m dia. )

21051-10800 (143 m/m dia. )

Bearing

Fan

|

Wire lock

Hub for fan & pump pullev

Fan belt

(21067-10600)

21067-10800

(Used for 2MB type battery)

Gasket

Fig. 4 Water Pump

Fig. 5 Example of the Bench for

Pump Body

Removing the Pump Shaft Assembly

Disconnect the fan blades, pulley and cover.
The shaft and ball bearings is combined with

one unit.

Put the pulley hub on the bench.

First, press or knock the shaft end with a
drift (hard bar) and draw out the pulley hub on
the U type bench.

Take out the set pin from the slit which

locked the shaft assembly to the pump body.
(See Fig. 6)

Next, turn the body upside down and press

out the shaft assembly from the vane side on the
U type bench.

The shaft and ball bearing assembly can be

drew out from the body.

Thus take out the vane,floating seal and seal

which remained the pump body.

- 6 -

ENGINE

Reassembly

The reassembling of the pump is a reversal
of the disassembly procedure, but a care should
be taken to ensure that the shaft assembly is

fitted correctly for a slit (a hole of set ring) with

a groove of shaft so as to insert and set the said
ring correctly.

Adjusting Clearnace the Van

End and Body

First, press down the shaft fitting with a

groove line to insert the set pin.

Inserting thickness gauge (Thickness 0.4-

0.5 mm) between the vane end on the U block
bench. Take out the thickness gauge and find
out good condition. Screw up with the cover and
cork washer.

DATSUN

LUBRICATION

Circulation

Pressure lubrication is used throughout the

unit and is provided by an ecentric non-draining

oil pump. The oil pump is bolted into the left-
hand side of the crankcase, and is driven from
the camshaft gear by a short vertical shaft.

The oil is drawn into the pump via the filter
and is delivered through internal oilways to the
relief valve which is situated at the cover of
oil pump.

Fig. 1

From the relief valve the oil passes into the
main oil gallery on the right-hand side of the
engine. The flow then passes via connecting
oilways to the main, big end and camshaft
bearings through drillings in the crankshaft.
The connecting ends are drilling in the cylinder
block and the rear rocker shaft bracket, to

lubricate the rockers, and then drains back into
the oil pan via the push rod apertures. The oil
from the center camshaft bearing enters a

gallery on the left-hand side of the engine and
lubricates the tappets through individual drill-
ings. As the camshaft rotates, two grooves in
the front journal register with a small hole in

the camshaft thrust plate thus allowing a small

amount of oil to pass into the timing case twice
duringcase revolution ofthe camshaft to provide
lubrication for the timing chain and gears.
From the timing case the oil returns via a drain
hole back to the oil pan. The filter therefore
forms part ofthe main oil gallery and as such is
filled with oil under pressure.

The full of the oil enters the element through
holes in the cartridge, and passes through the
element into the annular space round the center

oipe.

This space is sealed top and bottom so that
the oil can only escape through a small hole into
the hollow center pipe and from this point back
into the oil pan.

Draining the Oil

The oil on new and reconditioned engines
must be drained and then filled with new oil

after first 2000 miles (3000 km) and at intervals
of every 3000 miles (5000 km). The drain plug
is at the oil pan. The oil should be drained
when the engine is hot as the oil will flow more

readily.

Before filling the oil pan with new oil dis-

connect and change the oil cartridge.

Oil Pressure

The oil pressure should not drop below 30
Ib./sq.in. (2.1 kg/cm2) on the gauge at normal
road speeds, whilst approximately 10 Ib./sq.in.
(0.7 kg/cm2) should be shown when the engine is
idling. New engines with new oil will give
considerably higher readings at low speeds
should there be a noticeable drop in pressure,
the following points should be checked:
a) That there is a good supply of the correct

grade of oil in the oil pan.

b) That the strainer in the oil pan is clean and

not choked with sludge.

c) That the bearings, to which oil is fed under

pressure, have the correct working clear-
ances excessive the oil will escape more
readily from the sides of the bearings,
particularly when the oil is warm and
becomes more fluid.

This will cause a drop in pressure on the
gauge as compared with that shown when the
bearings are in good order. The relief valve in
the lubrication system deals with any excessive
oil pressure when starting from cold. When hot
the pressure drops as the oil becomes more
fluid.

- 8 -

ENGINE

Check for Low Oil Pressure

Check the level of oil in the engine sump by
means of the dip-stick and top up if necessary.
If the warning light is still on after refilling the
sump, switch off and ascertain that the gauge
strainer in the sump is clean and not chocked

with sludge, sale that no air leakage exists at
the strainer union on the suction side of the oil

pump being defective, remove the unit and
rectify the fault.

Removing the Filter

A new filter cartridge should be changed
after first 2000 miles (3000 km) and then every
10,000 km after this.

The forms part of the main oil gallery of
the engine. The element of oil filter is sealed
in the container as a unit, it can easily removed
by hand. Take care not to lose the rubber
sealing ring.

The filtered oil in the element of filter
cartridge is sent to the oil passage in the
cylinder block, delivered to all the lubrication
system,crankshaft journal, crank pin, cylinder

bore, locker arm, camshaft journal and chain

tensioner, and finally returned to the oil pan.

The oil filter is provided with a relief valve.

If the temperature of lublicant oil is low at

starting, oil viscosity is high, or if the filtration

resistance of the oil filter element is large
caused by its choke up, the relief valve will be
opened with pressure difference to bypass oil.

Removing the Oil Pan

The sump capacity is 3.1 litres. Drain the

oil and replace the drain plug.

Remove the set screw bolts which are
inserted from the underside of the securing
flange, and the lower bolts from the bottom edge
of the bell housing. Lower the oil pan from the
engine, taking care not to damage the joint
washers in the process.

Removing the Strainer

With the snup lowered it is, possible to
remove the oil strainer through which oil is
drawn into the oil pump. To remove the strainer
unto the union connecting the oil pick-up to the
pump and unscrew the securing bolts.

The strainer may be dismantled for cleaning
purpose by removing the delivery pipe flange
bolts.

Notice that there are the dowel pins to the
cover which must be positioned correctly when
refitting.

Fig. 2 Oil Filter

- 9 -

DATSUN

Removing the Oil Pump

Remove the oil pan and pick-up strainer.
Three of the five bolts securing the oil pump
bottom cover are long enough to secure the
pump to the crankcase. Fig. 3 illustrates the
pump in explosed form. Unscrew the long bolts
and remove the pump with its drive shaft.

Fig. 3

Dismantling the Oil Pump

Remove the setscrews and spring washers

which secure the cover to the body and take off

the cover. On tilting the body upside down the
inner rotor with its drive shaft, and the outer
rotor with slide out.

Refitting the Pump

Clean out the sump by washing it in paraffin,
the care to remove any traces of the paraffin
before refitting the oil pan to the engine. Pay

] particular attention to the oil pan and crankcase

joint faces,and remove any traces of oil jointing
material. Examine the joint washer and renew
it if necessary. The oil joint washer can be
used again if it is sound, but it is advisable to
fit a new one. Smear the faces of the joint with
grease and fit the joint washer. Lift the oil pan
into position and insert the setscrews into the
flange tighting them up evenly.

Reassembling the Oil Pump

The outer rotor has a chamfered edge. It is

of great important that this chamber be towards

the base of the body, failure to assemble in this
way will result in the cover is tightened down.
Insert the slotted end of the drive shaft into the

body and bring the rotors into mesh.

Fig. 4 Oil Pump

- 10 -

ENGINE

SERVICE OPERATION WITH

ENGINE IN POSITION

Removing Starting Nut and Pulley

Remove the radiator. Slacken the dynamo

attachment bolts and remove the fan belt.

Bend back the tab on the starting dog nut

locking washer. Unscrew the starting dog nut

by using Heavy duty "Shock type" spanner.

A few sharp blows in an anti-clockwise

direction will slackent the nut.

Pull off the crankshaft pulley.

Fig. 1

Removing the Timing Cover

The timing cover is secured by set-screw

bolts, each having a shakeproof washer and a

special plain-washer. Note that the special

washer is of elongated shape and is fitted next

to the timing cover flange.

The spring washers are immediately below

the bolt heads.

Take out the set-screw bolts, remove the
cover and its joint washer. Care should be taken
not to damage the washer when breaking the

joint. If damage does occur fit a new washer,
cleaning of the faces of the joint surfaces
beforehand.

Removing the Timing Gear

Fig. 2

Fig. 3

The timing chain is endless, and it is

necessary to remove both the crankshaft and
camshaft gears together. Before doing this,
notice the timing marks on both gears and their
relationship to each other.

Draw off both the gears a little at a time,

first removing the crankshaft gear retaining nut.

As the gears are withdrawn care must be

taken not to lose the packing washers from
behind the crankshaft gear. Between the cam-
shaft gear teeth, is a rubber ring which acts as
a tensioner, and ensures silent operation of the
chain drive. Examine the felt washer and
renew it if oil has been lost be seepage.

Refitting the Timing Gear

Replacing the components of the timing gear

is largely a reversal of the dismantling process,
but special attention should be paid to the
following points.

- 11 -

DATSUN

Fit

the

crankshaft

and

camshaft gears into

their respective shafts. Ensure

the

timing

marks

are

opposite and

in

line.

Turn

the

engine crankshaft until the keyway

is

at

T.D.C.

and the

camshaft with

its

keyway

in approximately the one o'clock position.

Place

the

gears into position, ensuring that

the keys

are

present

in

keyways on the shafts.

Ensure that

the

timing marks on the gears

are

opposite

to

each other

and in

line. Drive

the

gears home.

The same number

of

packing washers taken

from behind

the

crankshaft gear must

be

replaced unless

a new

crank

or

camshaft

has

been fitted.

In

this case

the

alignment

of the

gear faces

and

measuring

the

alignment with

a

feeler gauge.

To

adjust

the

alignment

it

will

be necessary

to

vary

the

number

of

packing

wash

Fit

the oil

thrower behind

the

crankshaft

gear

so

that

its

concave face

it

towards

the

r

ront

of the car,

and check that the felt washer

s

in

position.

ROCKER MECHANISM

Valve Rocker Cover Removal

Remove

the air

cleaner. Unscrew the

cap
nuts securing the engine lifting brackets.
Remove

the

rocker cover

and the

cork joint

washer.

It

is

necessary

to

drain

the

system

and

slacken

the

cylinder head nuts, because four

of

the rocker shaft fixing nuts also secure

the

cylinder head.

If

the

cylinder head nust

are not

slackened

distonation

may

result

and

allow water

to

find

its

way

from

the

cooling system into

the

cylinders and pump.

Notice that under the right-hand rear rocker

stud nut

is a

special locking plate. Completely

unscrew

the

rocker-shaft blacket nuts

and

remove

the

rocker assembly. Complete with

brackets and rockers.

Dismantling

the

Rocker Shaft

Assembly

To dismantle

the

rocker shaft assembly

first remove

the

grub screw

and

locking plate

from the rear rocker bracket.

Removing

the

Rocker Assembly

Drain the cooling system.

If

anti-freeze

is

in use,

use a

clean container

for the

fluid.

Fig.

4

Fig. 5 Cylinder Head

Remove

the

split pins, flat washers

and

spring washers from each

end of the

shaft.

Slide

the

rockers, brackets

and

springs from

the shaft. Unscrew the plug from

the

end

of

the

shaft and clean out the

oil

way.

The

two end

rockers

may be

dismantled

without

the

whole rocker assembly being drawn

out. This may

be

achived

by

turning the engine

by hand until

No. 1

push

rod

reacher

its

lowest

position.

Unlock

the

tappet adjusting screw and screw

it back

as far as it

will

go.

Withdraw

the

split

pin,

flat

and

spring

washer

and

slide

the

rocker

off the

shaft.

Sometimes

the

valve spring will have

to be

slightly compressed

by

levering a screwdriver

under No. 2 rocker, thus allowing the end rocker

12

-

ENGINE

to slide off the shaft easily,
procedure for No. 8 rocker.

Reassembling the Rocker

Repeat the

Fig. 6

On reassembly tighten the pedestal bracket

securing nuts a little at a time working
diagonally from nut to nut, left nut of No. 1
pedestal bracket, right nut of No. 2, left of
No. 3 and so on returning from the left nut of
No. 4 bracket and repeating the process until
they are all tight. If the rocker assembly has

been completely stripped down and rebushed,
the oil holes will have to be redrilled and the
bushes reamed down to size before assembly
on the shaft.

Fig. 7

The rockers and spring must be replaced in
their original position on the ends of the shaft.
Remember to replace the rocker shaft locating

screw and lock plate.

Replace the spring and flat washers with the
split pins on the ends of the shaft. Replace the
rocker cover and gasket.

Fig. 8 Reassembling the Cylinder Head

The vent pipe should be at the front of the
engine. Secure the cover by means of the two
cap nuts, ensuring that the rubber bushed and
engine lifting plates are in position. If the
rocker cover gasket or the rubber bushes are
found to be faulty, they must be renewed other-
wise oil leaks will result.

Push Rod Removal

If the valve rocker assembly has already

been removed all that remains is for the push
rods to be lifted out. They may on the other
hand be taken out without detaching the rocker
assembly.

Remove the air cleaner and rocker cover.

Slacken all the tappet adjusting screws to
their full extent; then using a screwdriver, with
the rocker shaft as a fulcrum, depress the valve
spring, slide the rocker side ways and lift out
the push rod.

All but the end push rods can be withdrawn
in this way. These will have to be withdrawn
after the removal of the two end rockers from
the shaft. When replacing push rods ensure that
the ball ends register in the tappet cups. From
here onwards, reassembly is a straight forward
reversal of the dismantling process.

13 -

DATSUN

Adjusting Valve Rocker Clearances

Remove the air cleaner and rocker cover.

There should be a clearance of 0.014 in.
(0.35 mm) between the face of the rocker and
the base of the valve stem. Whilst checking the
clearances it is important to maintain pressure
with a screw-driver on the tappet adjusting
screw to disperse the film of oil from the push
rod cup. Failure to follow this procedure will
result in a wrong reading being taken.

Turn the engine over by hand (starting
handle) until the push rod stops falling, the
valve is fully closed.

To adjust (Fig. 9) insert a screw driver in

the adjusting screw slot and slaken the lock nut.

Then insert 0.014 in. feeler gauge between the
face of the rocker and the valve stem. Raise
or lower the adjusting screw until the correct
clearance is obtained.

Tighten the lock nut and recheck the

clearance.

It is important to note that while the
clearance is being set, the tappet of the valve
being adjusted must be on the back of the cam,
opposite to its peak.

Fig. 9 Adjusting the Rocker Clearance

CYLINDER HEAD

Rocker shaft

-Length

356.4

-Outer diameter 15.85~15.88 mm

Rocker arm bush

-Outer diameter
(before mounting)

19.01 —19.04 mm«i

-Inner diameter
(Reamer-finished

dimension after

15.89~15.90 muijf

mounting)

-Clearance

0.01-0.05 mm

Rocker arm

-Bore 19.012-19.037 mm

-Lever ratio 1.43

Removing the Cylinder Head

Drain water from the cooling system by

opening the radiator and cylinder block drain

cocks.

One is situated inlet tube at the backside of
the radiator and other at the rear right-hand
side of the engine. If anti-freeze mixture is in
use it should be drained into a suitable container
and retained for future use.

Disconnect the negative cable from the
battery be extracting the terminal screw and
removing the lug from the battery terminal post.

Slacken both the retaining clips on the hose
connecting the radiator to the thermostat hous-

ing and remove the hose.

- 14 -