Haynes Nissan/Datsun Stanza Owners Workshop Manual 1850101868, 9781850101864

Citation preview

x ISSAN

/DATSUN

STANZA

1982 to1986 11598 cc 51809 cc Saloon and Hatchback

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WESTERN EDUCATION AND LIBRARY BOARD. LIBRARY SERVICE. Books can be renewed, by personal application, post or telephone, quoting latest date, author and book number.

NO RENEWALS CAN BE GRANTED FOR A BOOK RESERVED BY ANOTHER READER. Readers are expected to take care of books. Lost or damaged books must be paid for by the borrower concerned. PD58

THE BOOK

Haynes Publishing Group Sparkford Nr Yeovil Somerset BA22 7JJ England Haynes Publications, Inc 861 Lawrence Drive Newbury Park California 91320 USA

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LIBRARY SERVICES

q.2¢¢ wiss/1684754

Acknowledgements Thanks are due to the Nissan Motor Company Limited of Japan for the provision of technical information and certain illustrations. Duckhams Oils provided lubrication data. The Champion Sparking Plug Company supplied the illustrations showing the various spark

plug conditions. Sykes-Pickavant provided some of the workshop tools. Thanks to Mead & Taylor (Yeovil) Ltd. for their assistance. Thanks are also due to all those people at Sparkford who helped in the production of this manual.

About this manual Its aim The aim of this manual is to help you get the best value from your vehicle. It can do so in several ways. It can help you decide what work must be done (even should you choose to get it done by a garage), provide information on routine maintenance and servicing, and give a logical course of action and diagnosis when random faults occur. However, it is hoped that you will use the manual by tackling the work yourself. On simpler jobs it may even be quicker than booking the car into a garage and going there twice, to leave and collect it. Perhaps most important, a lot of money can be saved by avoiding the costs a garage must charge to cover its labour and overheads. The manual has drawings and descriptions to show the function of the various components so that their layout can be understood. Then the tasks are described and photographed in a step-by-step sequence so that even a novice can do the work.

It is freely illustrated, especially in those parts where there is a detailed sequence of operations to be carried out. There are two forms of illustration: figures and photographs. The figures are numbered in sequence with decimal numbers, according to their position in the Chapter — eg Fig. 6.4 is the fourth drawing/illustration in Chapter 6. Photographs carry the same number (either individually or in related groups) as the Section or sub-section to which they relate. There is an alphabetical index at the back of the manual as well as a contents list at the front. Each Chapter is also preceded by its own individual contents list. References to the ‘left’ or ‘right’ of the vehicle are in the sense of a person in the driver's seat facing forwards. Unless otherwise stated, nuts and bolts are removed by turning anti-clockwise, and tightened by turning clockwise. Vehicle manufacturers continually make changes to specifications and recommendations, and these, when notified, are incorporated into

/ts arrangement

our manuals

The manual

is divided

into thirteen

Chapters,

each covering

at the earliest opportunity.

a

Whilst every care is taken to ensure that the information in this

logical sub-division of the vehicle. The Chapters are each divided into Sections, numbered with single figures, eg 5; and the Sections into paragraphs (or sub-sections), with decimal numbers following on from the Section they are in, eg 5.1, 5.2, 5.3 etc.

manual is correct, no liability can be accepted by the authors or publishers for loss, damage or injury caused by any errors in, or omissions from, the information given.

Introduction to the Nissan/Datsun The Nissan/Datsun Stanza was first introduced early in 1982. It is

powered by a completely new transversely-mounted engine, through a new gearbox to provide front wheel drive. The combination of well chosen gear ratios and a lightweight body provides excellent fuel consumption and satisfying performance. The fully independent strut suspension with a dual shock absorber

system gives the Stanza good handling and a comfortable ride.

Stanza

The level of standard equipment is high, but a range of optional extras is available. Working on the Stanza is well within the scope of the DIY home mechanic. The mechanical design is not too complicated and does not incorporate some of the complexities found in early transverselymounted engines.

Page > oO 2 5 ° = © a a © 3 ® 2) oon

> T Oo c i ot2h wo

N

s o 5 iS o

N

Introduction to the Nissan/Datsun Stanza

2

General dimensions, weights and capacities

5

Use of English

6

Buying spare parts and vehicle identification numbers Tools and working facilities

General repair procedures

Recommended

10

12

lubricants and fluids

Safety first!

13

Routine maintenance

14

Fault diagnosis

18

Chapter 1 Engine

22

Chapter 2 Cooling, heating and air conditioning systems

51

Chapter 3 Fuel and exhaust systems

68

Chapter 4 Ignition system

95

Chapter 5 Clutch

105

Chapter 6 Manual transmission

110

Chapter 7 Automatic transmission

130

Chapter 8 Driveshafts, hubs, roadwheels and tyres

137

Chapter 9 Braking system

148

Chapter 10 Electrical system

162

Chapter 11 Suspension and steering

ee rere i ee e ee e Chapter 12 Bodywork

233

ee 249

Chapter 13 Supplement: Revisions and information on later models

272

Conversion factors

301

Index

30 N

Spark plug condition and bodywork repair colour section between pages 32 and 33

Nissan/Datsun Stanza 1.6 SGL 5-door

Nissan/Datsun Stanza 1.6 GL 4-door

General dimensions, weights and capacities Dimensions Except North America Overall length: Alluexceptes-doonHatchback ez. \ssis...xeetties. Rema e, Gomtcnanetiitied 3-door Hatchback Overall width Overall height: AIIMEXGEDIES -GOON ILIALCMDACK setin teccentrrinsueiiertercoicturee renee re COON ACUI ACK csc rete eee tvctescocodt cscenscctosvesssucoscecvecesosasvassnsesttserersetes Wheelbase TRIGeT EORTC) Reeseeeetc eee enerae oro cre eect See ern 5 er was cavotanv umes vasueeamauseae A SUELS (SSFA) ina aeearcrscrny eRe aan eat srecetneeon coe nsec Candace aCe RRR EC EERE Meer een cee ROaGEcleAarance CUMOAGEG) qecercerccre ercetecc creck sz osunesoocisok cavcocovanctvecvecetarntecteerocce

4280 mm 4225 mm 1665 mm

(168.6 in) (166.5 in) (65.6 in)

1390

mm

(54.8 in)

1370 mm 2470 mm 1430 mm

(53.9 in) (97.3 in) (56.3 in)

1410

mm

165 mm

(55.6 in)

(6.5 in)

North America Overall length: SCO Ht LCI DC penesecateae cerer tetera oc cs oo otiecaicb iacas avagis av cusses cox sebbeueveueven here COOLER TG LCD ACK re. ateeteer otecon create naeascincodoe dave rovawoasidue santodoanttessatca@uetee Geer Whtassoc ose tae oo soos rte eee acvcicavtusueaSi'nwaccteatetceeh adheonegesecnazedtecevanceepeeats

4340

mm

(170.9 in)

4405 mm (173.4 in) 1665 mm (65.6 in)

Overall height: ES=Ol OCH I ECH IID CKiereceree rete cu eioanias sc eataronncsnsd rev senrereughecssucsmpeanenaantcsscusesedss BLO OTe HehCG FINAIG cose se rc aece ese cia cape oxnscnmesavansmectanuaseova svsesnsusuatixgcansta svete FAGVAGIEG 1G eAeLING. ree treecart Ios coe oosg coksp sna'essksnsiea Sovosaebuxecteccn cde sevaats ateteegesxaietaa NANG ILyca tereeo see ee re scr cw cots ercccven iaucwsb b'sdaveduato gdtce cep asevedvakGraer cd tarmac seenne TAGKemUNO NNE)Meese rene cae ee avecocpavadvonsasansp Rudsatancs snusopcasaieiiueseeretertace TRACK AN GAN) ates ce saecct sacra tae oo eet sec oavavesaieans ooesoaesksivnasesteusgdesaceieaonvsardotehectees

1370 mm

(53.9 in)

1390 mm (54.7 in) 165 mm (6.5 in)

2470 mm (97.2 in) 1430

mm

(56.3 in)

1410 mm

(55.5 in)

Weights Except North America Kerb weight: AZ AOOTES AIO OM bers pete eats casascavecatiarst hen idar orsaeusPctacesteraraadestracceanes ESE AO OTM AAC IAC Kerr atten Nec ata ao vsonnssbrenyoocivestesssecaxgucevods Mb aatnadeonsunireagnes Beco Hatchbacks (llOl irseee ted svascrccerecctvsseaevcacsssevsvsontevesiauvan onvastvespaxtuat BecOtall ATCAGhce WillsGR Sssaben rasdessccndepaserueraratsarntnopassSisaso

See

Chapter 3 Fuel, emission control and exhaust systems 15

Emission control systems — general

81

To exhaust manifold

s

1 All models have some form of emission control, but on vehicles not produced for operation in North America this is usually limited to the crankcase ventilation system (Chapter 1, Section 3) and in certain territories a boost controlled deceleration device (BCDD). 2 In North America, the engine is equipped with complex emission control systems which may include the following:

8

Air induction valve

Sealing

Air induction system

Exhaust gas recirculation control system Spark timing control system Spark plug switching control system Fuel shut-off system Boost controlled deceleration device High altitude emission control system Evaporative emission control system

Air filter

3 Californian vehicles are fitted with a catalytic converter in the exhaust system. 4 \t must be appreciated that the carburettor, ignition system and engine condition all contribute to the volume of noxious gases emitted from the exhaust and these items should always be kept in adjustment and tune.

eet Orr

aT

CZ, ogWY

“1... ae

16

Air induction system — description, testing and maintenance

epene eee epee 1 This manifold The 2 vacuum opening 3. The

Ss

system is designed to send secondary air to the exhaust to dilute the CO and HC content in the exhaust gas. air is drawn into the exhaust manifold in proportion to the created by the pulsating of the exhaust pressure caused by the and closing of the exhaust valves. main components of the system are an air induction valve and

From air cleaner

Fig. 3.32 Anti-backfire valve (Sec 16)

filter, and anti-backfire valve. Check the system hoses periodically and renew if necessary. 4 At the intervals specified in Routine Maintenance renew the filter 5 which is located in the air cleaner casing. 6 The anti-backfire valve can be checked if the engine is first run to operating temperature. Disconnect the hose from the valve and place a finger over the valve opening. Run the engine at 3000 rev/min and release the throttle sharply. 7 A suction should be felt on the finger proving that the valve is

operating correctly.

17 Exhaust gas recirculation maintenance

system

— description, testing and

ns

to the 1 With this system, a proportion of the exhaust gas is returned flame combustion chamber as a means of lowering the spark

temperature. 2 The major components of the system include the following:

Fig. 3.33 Air induction system filter (Sec 16)

EGR control valve ~ Thermal vacuum valve Venturi vacuum transducer valve

1 2 3.

EGR vacuum control valve Vacuum delay valve

3.

Periodically check the system

Air cleaner Air induction filter Air induction valve

4

Valve casing

5

Hose

hoses for condition and renew as

necessary.

remove the EGR At the intervals specified in Routine Maintenance 4 brush. control valve and clean off deposits using a wire system or If a fault occurs in the system, check the entire 5 re. procedu g followin the using ents compon individual EGR control valve 6 With the engine idling, place a finger on the and is below 152C diaphragm. If the engine has only just started

(59°F)

Californian check that the control valve, or both valves on

EGR control valve

Remove the valve from the engine and apply suction with the 8 mouth to the hose stub. The valve should move to the fully operational position and remain in this position for 30 seconds after the suction has ceased.

Thermal vacuum

valve

is raised to between models do not operate when the engine speed

9

and idling, the If the engine temperature is above 60°C (140°F) 7 ed to between increas is speed engine the when operate valves should

temperature of the engine coolant. 10 To check the operation of the valve, first partially drain the cooling system and remove the valve. Apply suction with the mouth to the

3000 and 3500 rev/min.

3000 and 3500 rev/min.

This

is attached

to the thermostat

housing

and

monitors

the

82

Thermal vacuum

valve

(3-port type)

)

(ivouot asa e

Carburetor

|

—_

Carburetor

venturi

From air cleaner

Throttle valve

E.G.R.

vacuum port

Engine coolant

t Exhaust gas from exhaust manifold

Fig. 3.34 EGR system excluding California (Sec 17)

No. 2 E.G.R. valve

:

Air

1!

No. 1 E.G.R. valve

N

a

\

Wwe

SSE

Carburetor Carburetor venturi vacuum port

E.G.R. vacuum port (for No. 2 E.G.R. valve) E.G.R. vacuum port (for No. 1 E.G.R. valve) Throttle valve One-way valve

eases

Thermal vacuum valve

(3-port type) Manifold vacuum port (for No. 2 valve)

Vacuum delay valve

dd -U

ra E.G.R. vacuum control valve

Exhaust gas

Sian air cleaner

E.G.R. control orifice

Vacuum reservoir tank

Fig. 3.35 EGR system for California (Sec 17)

E ngine coolant

83

Fig. 3.36 Cleaning EGR valve (Sec 17) Fig. 3.37 Location of EGR valves on Californian models (Sec 17)

To E.G.R. control line

To distributor advance control line

Fig. 3.38 Sectional view of EGR control valve (Sec 17) 1

Diaphragm spring

4

Valve

2 3

Diaphragm Valve spindle

5 6

Valve seat Valve chamber

Fig. 3.39 Sectional view of thermal vacuum valve (Sec 17)

Diaphra: E.G.R. control

ported vacuum

=>

a

Diag hrager

E.G.R. control ported vacuum —_

E.G.R. vacuum control valve

To vacuum ——

delay valve and

i.

nhacenas

Exhaust gas pressure

LES!

Ba

reservoir tank

Intake manifold vacuum

Fig. 3.40 Sectional view of VVT valve (Sec 17)

1 2. 3 4

Control orifice Air bleed Air filter Diaphragm

5 6 7

Diaphragm Diaphragm Spring

Fig. 3.41 Sectional view of EGR vacuum control valve (Sec 17)

Chapter 3 Fuel, emission control and exhaust systems should be 13 Now apply vacuum to the side stub when no leakage valve. the renew is, it If felt at the top stub.

From throttle vacuum

EGR vacuum

Vacuum

From reservoir tank

Fig. 3.42 Vacuum delay valve (Sec 17)

middle pipe stub of the valve. If the temperature of the valve is below 60°C (140°F) the valve should be open. If the valve is then heated in hot water to a higher temperature, it should close. Take care not to allow water to enter the valve openings, either fit caps or lengths of tubing to project above the surface of the water.

Venturi vacuum transducer (VVT) 11 This valve monitors the pressure of the exhaust gas which actuates the diaphragm (6) Fig. 3.40, also the venturi vacuum which actuates the diaphragms (4) and (5). The valve therefore controls the carburettor throttle vacuum which is required to operate the EGR control valve. 12 To test the valve apply pressure to the bottom hose stub of the valve. No air should be felt to leak from the top stub.

control valve

throttle 14 Fitted to Californian models, this valve monitors the the vacuum and the vacuum in the reservoir tank. The valve controls valve. EGR 2 No actuate to order in vacuum intake manifold turn and 15 To test the valve, apply suction to the stubs P1 and P2 in the check for leakage. Apply suction to the bottom stub and check that valve operates.

delay valve

16 This valve provides a slight delay in the operation of the vacuum control valve. If the valve is removed or a new one fitted, make sure that it is fitted the right way round as indicated by its colour coding. 17 If air is blown through the valve, resistance to its passage should be greater when blowing into the stub on the brown coloured side. If it is not, renew the valve.

2 ee. ee EE eee 18 Spark timing control system — description, testing and maintenance Seen 1 This system is designed to control the distributor vacuum advance under varying driving conditions in order to keep the emission of exhaust gas pollutants to a minimum. 2 Periodically inspect the system hoses and renew if necessary. 3 The system can be checked for satisfactory operation in the following way. With the engine cold and a stroboscopic timing lamp connected in accordance with the maker's instructions, check the ignition timing. 4 Allow the engine to warm up until the needle on the coolant gauge is mid-way between the cold and hot positions. Check that the timing has advanced from its earlier position.

Throttle valve

Fig. 3.43 Spark timing control system (Sec 18)

Chapter 3 Fuel, emission control and exhaust systems

85

To distributor vacuum line

=>

CA

Fig. 3.44 Spark timing vacuum control

valve (Sec 18)

5 No-change vacuum valve.

Fig. 3.46 Vacuum pump and gauge connected to vacuum control valve (Sec 18)

now connected to the valve as soon as vacuum is created, the ignition should retard when the engine is idling. If it does not, renew the valve.

EN ee eee 19 Spark plug switching control system — description and testing See ee Es a ees i 1 This system is designed to switch from the two spark plug per

valve

The testing of this valve is as described in Section 16.

Vacuum

Vacuum pump

Fig. 3.45 Hose detachment point on vacuum control valve for testing (Sec 18)

in the advance indicates the need for a new thermal

Thermal vacuum 6

Vacuum control valve

|\imea: Ta tI

To carburetor venturi vacuum

[oP

control valve

7 This valve is attached to the exhaust air induction tube support and connected into the distributor vacuum line. When the carburettor venturi vacuum exceeds a predetermined value air is bled into the distributor vacuum line to retard the ignition advance. 8 The valve can be tested if the venturi-vacuum hose is disconnected at the control valve end. If a vacuum or suction pump is

cylinder arrangement on NAP-X type engines to single plug operation when the engine is under heavy load in order to reduce engine noise. 2 The ignition is advanced simultaneously at the moment of switchover. 3 Major components of the system consist of a control unit attached to the distributor, a vacuum switch and neutral and clutch switches. Periodically check the condition of the system wiring and hoses. 4

Vacuum switch

Ignition control unit

Intake manifold

Clutch switch

Transmission gear position switch (Neutral switch)

19) Fig. 3.47 Spark plug switching control system (Sec

Chapter 3 Fuel, emission control and exhaust systems

86

ct the 3 To check the system for satisfactory operation, disconne wiring plug at the carburettor. and Using two short lengths of wire, bridge the red and black male 4 female terminals of the plugs. and 5 Start the engine and increase its speed to between’ 2000 not and does it If stop. and out cut should engine The rev/min. 2500 the connecting wires are in order, renew the engine revolution switch.

6

The throttle switch can be checked

if with the connector

plug

disconnected at the carburettor, there is continuity between the black wire terminal on the plug and the carburettor body when the accelerator pedal is depressed and released.

es Boost controlled deceleration device (BCDD) eS ee 1 This device is designed to reduce the emission of HC and engine oil vapour during deceleration on the overrun with the throttle valve closed. During the period of high intake manifold vacuum, the system

21 Fig. 3.48 Clutch switch (spark plug switching control system)

(Sec 19)

operates to admit additional mixture to ensure complete combustion. Tocheck operation of the system, connect a vacuum gauge to the 2

intake manifold. 3 Remove the dashpot adjusting screw. 20

Fuel shut-off system — description and testing ee SS

1 This system 2200 rev/min on 2 Use is made running on when engine revolution

operates when the engine is running in excess of the overrun with the throttle valve closed. of the fuel cut-off solenoid valve (provided to prevent the ignition is switched off) with the addition of an switch and a throttle valve switch.

Start the engine and note the vacuum gauge reading while 4 alternately depressing the accelerator pedal fully and then releasing it sharply. The vacuum reading should rise above -85.3 kPa (-25.2 in Hg)

and then slowly decrease to -81.3 kPa (-24.02 in Hg) eventually dropping to its idle boost. If the vacuum readings do not conform to the pattern described 5 adjust the control unit in the following way.

Carburetor slow system

Anti-dieseling solenoid

Idle mixture

emote

valve switch (“OFF” at throttle valve closed)

adjusting screw

Fig. 3.49 Fuel shut-off system (Sec 20)

revolution

switch

Fig. 3.50 Throttle switch connecting plug (fuel shut off system)

(Sec 20)

87

Coasting air bleed II

Mixture passage Coasting air bleed I Coasting jet

Secondary main jet Secondary barrel

Vacuum control valve

Diaphragm II Mixture control valve

Boost passage Intake manifold

Fig. 3.51 Boost controlled deceleration device (BCDD) (21E Series carburettor) (Sec 21)

Air passage

Bypass air control valve

Air Vacuum chamber I

paseae®

Carburetor body

Diaphragm I Air passage

Secondary

AG

VobodhPwad

throttle valve

Adjusting

bolt

a]

J

Vacuum control valve Vacuum chamber Il

Diaphragm II Vacuum port Intake manifold

carburettor) (Sec 21) Fig. 3.52 Boost controlled deceleration device (BCDD) (DCR Series

Chapter 3 Fuel, emission control and exhaust systems

88

Adjusting screw Cover

Mounting

Adjusting screw Fig. 3.54 BCDD cover and mounting screws (Sec 21)

Fig. 3.53 BCDD cover and adjuster screw (Sec 21)

compensator (see Section 8) and a canister to reduce vapour emission from the carburettor float chamber.

Remove the rubber cover from the base of the device. If the 6 vacuum was lower than specified turn the adjuster screw in an anticlockwise direction. If the vacuum was higher than specified, turn the adjuster screw clockwise. A quarter turn of the screw will alter the

vacuum pressure by approximately 2.7 kPa (0.79 in Hg). Check the vacuum reading after each adjustment. \f satisfactory readings cannot be obtained the BCDD must be 7 renewed. When removing the unit make sure that the fixing screws and not the body screws are undone.

22

High altitude emission control system — description

1

In order to offset the effects

vehicles

operating

under

these

of thinner conditions

es 1 This system employs a sealed fuel tank from which fuel vapour is vented and stored in a canister filled with activated charcoal. Once the engine is started, the vapour is drawn from the canister into the engine where it is burned during the normal combustion process. Under normal circumstances, the only maintenance required is to 2 check the security and condition of all the system hoses at periodic intervals. 3. The fuel tank filler cap incorporates a vacuum relief valve to admit air should vacuum conditions occur in the tank as the result of

air at high altitudes, will

have

an

Fuel evaporative emission control system — description

23

altitude

Vacuum switc —_——_

Intake manifold

Carburetor

connector

os

Carburetor altitude—,Cay compensation nipples

YOO V4

3 >

Uh ,

SS

S34

SRY

Altitude compensator bracket Altitude compensator

,

|

Altitude compensator air hose ¢ fuel tank

{To carburetor:

vacuum port

Canister for high altitude system

Carburetor outer vent pipe

Se

ey

Thermal vacuum valve

Engine —

[

Canister purge control vacuum line To air cleaner nipple

gyVent switching valve Front

Fig. 3.55 High altitude emission control system (Sec 22)

89 Fuel feed line

Fuel filler cap

Fuel return line

(Vacuum relief)

Fuel tank vapor vent line Engine

Carburetor

Mechanical

|

Fuel tank

ee

a...

fuel pump

Vacuum signal line

re

(To carburetor)

Fuel filter

Fuel check valve

Q|

Canister

purge line

Q

eS Vapor storage canister

Fuel gauge sending unit

Fig. 3.56 Fuel evaporative control system (North America excluding high altitudes) (Sec 23)

Fuel feed line Fuel return line : Fuel tank vapor vent line

Engine

Fuel filler cap (Vacuum relief)

Carburetor

Vacuum signal line (For purge control) ;

Mechanical fuel pump

Canister purge line

| |

SS

Fuel tank

)

: Vent line

ra

Fuel check valve

|

Fuel filter

O

ie)

SF =

(ar

Vacuum signal line

(For vent switching system)

:

z

Fuel gauge sending unit

Vapor storage canister

America high altitudes) (Sec 23) Fig. 3.57 Fuel evaporative control system (North

Chapter 3 Fuel, emission control and exhaust systems

:

Fuel tank

BHA \. side

£3)

iB

< Evaporative fuel flow © Fresh air flow

IG

% Fig. 3.58 Fuel tank filler cap (Sec 23)

Fig. 3.59 Fuel evaporative control system non-return valve (Sec 23)

monoxide (CO) content into harmless carbon dioxide (CO,) and water H,0).

withdrawal of fuel vapour. Check the operation of the valve regularly. Apply suction to the valve housing in the cap using the mouth. A slight resistance should be felt and then as the suction is increased the resistance should disappear and the valve heard to ‘click’. 4 If the filler cap valve does not behave in this way, renew the cap complete. 5 The fuel check (non-return) valve can be removed and tested by blowing through it from the fuel tank side. Considerable resistance should be felt with only a slight air bleed through the valve. 6 Now blow from the opposite direction and there should be no resistance or obstruction to the air flow at all.

24

Catalytic converter

1

This device is fitted into the exhaust system on North American

2° Take

gases

pass

to change

their hydrocarbon

(HC) and

not

to damage

the

catalytic

converter

ee 25 Accelerator pedal and cable — removal, refitting and adjustment ee ee eS eee 1 To remove the pedal, first take off the cover from under the facia panel.

2 Pull the end fitting on the cable towards you until the cable can be slipped out of the slit in the pedal arm. If the cable is not slack enough

carbon

Welded to brake pedal bracket

Stop plate

a

Accelerator wire

Pedal bracket

Retainer

Plastic washer

Nylon collar

Fig. 3.60 Accelerator cable and pedal (Sec 25)

Accelerator pedal

by careless

owing to the danger from fire.

versions. It is basically a container of catalyst beads through which the exhaust

care

jacking. 3 Expect high underfloor temperatures during the descent of long down gradients with the throttle closed or if there is an ignition or carburation fault. 4 Avoid parking a vehicle with a catalytic converter over long grass

Se

Chapter 3 Fuel, emission control and exhaust systems a en a no ap oesee

to be able to do this, slacken the cable adjuster at the carburettor. 3 Prise off the E-ring from the end of the pedal pivot shaft, disengage the return spring and remove the pedal (photo). 4 To remove the accelerator cable, release the cable from the pedal arm as previously described. 5 Remove the split plastic washer. 6 Working within the engine compartment, remove the air cleaner

ey eee ti

een

and release the cable adjuster locknuts. Unscrew the nuts until the cable nipple can be released from the quadrant on the carburettor. Note the wiring plug clip held by the cable nut (photo). 7 Squeeze the retaining tabs on the cable bush at the bulkhead and withdraw the cable assembly into the engine compartment. 8 Refitting is a reversal of removal, but apply grease to the cable ends and to the pedal pivot. Adjust the cable in the following way.

Pte

25.6 Wiring connector plug at throttle cable bracket

25.3 Accelerator pedal spring

Fig. 3.61 Facia panel lower cover (Sec 25)

Fig. 3.62 Accelerator pedal/cable connection (Sec 25)

Fig. 3.63 Accelerator pedal (Sec 25)

w Fig. 3.64 Accelerator pedal cable

components at bulkhead (inner side) (Sec 25)

91

Fig. 3.65 Accelerator cable locknuts at

carburettor end (Sec 25)

Fig. 3.66 Accelerator cable grommet at

bulkhead (outside) (Sec 25)

Chapter 3 Fuel, emission control and exhaust systems 92 eh Se toe I 26

a

ee SS

Manifolds and exhaust system

nne e es

1 The intake and exhaust manifolds are located on opposite sides of the cylinder head as it is of crossflow design. 2 The intake manifold is coolant heated and before the manifold can be removed, the cooling system must be partially drained. 3. The exhaust manifold has the hot air collector plate attached to it which is the source of warm air for the temperature-controlled air

cleaner (photo). Free play at pad center, “‘a’”’:

1-2 mm (0.04 - 0.08 in)

Fig. 3.67 Accelerator pedal adjusting diagram (Sec 25) 9 Using the fingers, open the throttle lever on the carburettor and then set the choke valve plate in the fully open position. 10 Adjust the accelerator cable by means of the end fitting locknuts until there is a free play measured at the centre of the upper surface of the pedal pad of between 1.0 and 2.0 mm (0.04 and 0.08 in).

4 When removing or refitting a manifold, always use a new gasket and tighten nuts and bolts to the specified torque. 5 The exhaust system used on vehicles not destined for operation in North America incorporates single or dual downpipes according to engine size, a flexible joint to absorb engine movement and an expansion box and silencer (photo). 6 The exhaust system on North American models will normally incorporate a catalytic converter ahead of the silencer. Take great care not to damage this device when working on the system. 7 If the complete system is to be renewed, position the vehicle over an inspection pit. If this is not possible, jack the vehicle up as high as possible and secure it on axle stands. 8 Cutting through the connecting pipes will make removal in sections easier than attempting to withdraw the complete exhaust assembly.

26.5 Exhaust pipe flexible section

ww 26.10A Exhaust rubber mounting

26.10B Exhaust rubber mounting

Chapter 3 Fuel, emission control and exhaust systems

93

Heat insulator

U-bolt

$

U-bolt clamp

Clutch housing bracket

Flexible mounting

B&

Flexible mounting Main muffler

t insulator

Mounting bracket

8

-

GB,

Stop plate

U-bolt clamp

Front pipe

}

se

Flexible mounting

Expansion box

Mounting bracket Clutch housing bracket

Flexible mounting

Fig. 3.68 Typical exhaust system (excluding North America) (Sec 26)

Flexible mounting Mounting bracket

Flexible mounting

Catalytic converter

Flexible

mounting

Catalytic converter lower shield

4 Front pipe

Front

downpipe Clutch housing bracket

Mounting

bracket

Flexible mounting

Fig. 3.69 Typical exhaust system (North America) (Sec 26) have If only one section is to be renewed, make quite sure that you 9 section left an adequate overlap of original pipe to fit into the new

a before cutting the old section out. Failure to do this will prevent coupling. the at achieved being joint gastight 10 The exhaust system is flexibly mounted. Renew any mounting components

which are deformed or have deteriorated. Always renew

clamps (photos).

11 When connecting a new section of pipe, expansion box or silencer, remove burrs from the socket joints and apply a little grease before connecting. Fit the clamps only finger tight at first until the alignment

of the system has been checked and adjusted. 12

Make

sure that no component

of the system

is likely to touch

adjacent parts of the bodyframe or suspension when deflected within

the full extent of movement of its flexible mounting.

systems Chapter 3 Fuel, emission control and exhaust 94 a a a a i 27

ae

Fault diagnosis — fuel system

at

oe

OA

eS

ee

ee

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eee

Unsatisfactory engine performance and excessive fuel consumption are not necessarily the fault of the fuel system or carburettor. In fact they more commonly occur as a result of ignition and timing faults. Before acting on the following it is necessary to check the ignition system first. - ven though a fault may lie in the fuel system it will be difficult to trace unless the ignition is correct. The faults below, therefore, assume that this has been attended to first (where appropriate). a

Symptom erg

ee

re re 8 er ee es

ee

ee

Reason(s) ee

EE

SE

eee

Smell of petrol when engine is stopped

Leaking fuel lines or unions Leaking fuel tank

Smell of petrol when engine is idling

; Leaking fuel line unions between pump and carburettor Overflow of fuel from float chamber due to wrong level setting, ineffective needle valve or punctured float

Excessive fuel consumption for reasons not covered by leaks or float chamber faults

Worn jets Over-rich setting Sticking mechanism Dirty air cleaner element Sticking air cleaner thermostat mechanism

Difficult starting, uneven running, lack of power, cutting out

One or more jets blocked or restricted Float chamber fuel level too low or needle valve sticking Fuel pump not delivering sufficient fuel Faulty solenoid fuel shut-off valve Induction leak

Difficult starting when cold

Automatic choke maladjusted Automatic choke not cocked before starting Incorrect fast idle setting Faulty fuel cut-off solenoid valve Fuel filter clogged

Difficult starting when hot

Automatic choke malfunction Accelerator pedai pumped before starting Vapour lock (especially in hot weather or at high altitude) Faulty fuel cut-off solenoid valve Fuel filter clogged

Engine does not respond properly to throttle

Faulty accelerator pump Blocked jet(s) Slack in accelerator cable

Engine idle speed drops when hot

Defective temperature compensator Overheated fuel pump

Engine runs on

Faulty fuel cut-off valve

—_——_——— ee 28

Fault diagnosis — emission control system een

annals

Symptom

Reason(s)

Fumes escaping from engine

Seized PCV valve Split or collapsed system hoses

Fuel odour or rough engine running

Choked carbon canister

eee

Fuel filler cap valve not operating

Rough idling

Faulty or dirty EGR valve Collapsed system hoses

Fume emission from exhaust

Catalytic converter fault

Faulty idle compensator in air cleaner Fault in BCDD Faulty EGR valve

Backfire

Defective air cleaner intake valve Faulty EGR valve Faulty spark timing control system

Engine noisy under load

Faulty spark plug switching control system

hcssessnencnnssiniessanscesssGiestinesscssiaeias

Chapter 4 Ignition system Refer to Chapter 13 for Specifications and information applicable through

1986

Contents Breakerless distributor — air gap AdjUStMENE ........cccsceseeeeseersseseeeteees

3

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Fig. 10.109 Wiring diagram — clearance, license plate and tail lamps

COMBINATION SW (Headlamp & clearance) LIGHTING

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Fig. 10.110 Wiring diagram — headlamps, except for Sweden (with headlamp sensor)

231

COMBINATION SW (Headlamp & clearance) LIGHTING

RELAY BATTERY

(Via fusible link) FUSE BLOCK

=
. 5 Qaneett.ied Aone.

SR’_N.- America

(tetowtes as. c.oks

(0.1228 to 0.1465 in) (0.0858 to 0.1094 in) (0.0650 to 0.0886 in)

‘RA’ above 20°C (68°F) ‘R’ below 5°C (41 °F)

Electrical system Distributor type N. America and 1986 Canada models 1984-85 Canada models manual transmission............ automatic transmission.......... Ignition coils 1984-85 N. America models .......

primary resistance (2O°C—68F°) ir

D4N82-01 D4N82-02 CIT-132 1.03 to 1.27 ohm

...

secondary resistance (20°C—68F°). eS Partera VOC Ole cee

D4N83-16

.

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SORES sara. see ede

RyORECEIOlattett gonSatsGoins) creer sh.cheeseSe Nonmal OUtput< .cc6g2curece eo Se ht No load fOKIMINGl VOILAGE) 45 5.5 sis i ete lat CLUT SILER ROM Neo as joie Sole FOV GUIUOTI SIME ee co. Syren cde MEPS hetSsPee Ge ual acaalata bse as 8) Ss Outer ciameter of commutator 5... ce

Commutator cut depth). 2... 0.5% «at 5 ce ee eee eens Minimum length of brush .........--..0 Brush SprngitensiOn so) f— 2... oe qeberaye | ee ete Fale hele Pinion protruding length ............

8.4 to 12.6 ohm $114-322A 12 1.2 kW 11 volts less than 100

more than 3900 rpm more than 29 mm (1.14 in) 0.5 to 0.8 mm (0.020 to 0.031

in)

11 mm (0.43 in) 15.7 to 19.6 N (3.5 to 4.4 Ib)

0.3 to 1.5 mm (0.012 to 0.059 in)

Transaxle Manual transaxle gear ratios Ai stil. eke ancy Svea a eee yd Sime 2%

hyRRO efits ap1h. e. en tay araria .SICu ReReGY a . .4.. Reverse 22. Final drive E15 eees eee -regular gaS ......-2 high-octane gas .......--+eeeees ets. Greet .a.cee! Finaludrive: CA20 c.ca

Brakes Rear brake drum maximum

out-of-round

Stop light switch to stopper.........

3.063 1.826 1.207 0.902 0.733 3.417 3.895 3.789 3.550

less than 0.03 mm

0.3 to 1.0 mm

(0.0012 in)

(0.012 to 0.039 in)

Rear suspension Toe-in eo EUTOpe % i Be a Gh Be Pape West Germany, Sweden and Holland . Except Europe.....---.-++s++++: Camber, an tatic eh Get © > Brome ae odes Wheel bearing tightening torque.......--++++++> see eees return angle ......--+5+ Rotation starting torque

-8 to 5 mm -9 to 4 mm

(-0.31 to 0.20 in) (-0.35 to 0.16 in)

-5 to 8 mm

(-0.20 to 0.31 in)

O —

1°30’

39 to 44 Nm (29 to 33 ft-lb) 90°

ees with new seal. ./....--+-s+e overenaes With USCEGISCAl, Fo cfrcr ge scmncrei

0.78 Nm or less (6.9 in-lb or less) 0.39 Nm or less (3.5 in-lb or less)

bat ge + Beebese new) s@dl) bo. + 6. wh cee a uUSed Seale.

13.7 Nm or less (3.1 ft-lb or less) 6.9 Nm or less (1.5 ft-lb or less)

Rotation starting force at wheel hub bolt

Front suspension RAD Ghia css asinine ahccnc apf

outaae

-25' to 1°05’

273

274

Chapter 13 Supplement:

Revisions and information on later models

Lower balljoint turning torque

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2.0 to 5.9 Nm (17 to 52 in-lb) 0.5 Nm or more

(4.3 in-lb or more)

280 to 295 gm (9.88 to 10.40 oz) 180 to 190 gm (6.35 to 6.70 oz) 120.5 mm (4.74 in)

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Length (distance) Inches (in) Feet (ft) Miles

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