Mazda RX-4 WORKSHOP MANUALKA WORKSHOP MANUAL MAZDA RX-4- Not: The specifications and design detalis contained in this imanual ate riot hinding. We reserve the right to carry out the modifications without previous notice LICENSE NSU-WANKEL TOYO KOGYO CO.LTD. HIROSHIMA, JAPAN SECTION INDEX Nama Section Engine eee aay Emission Control System | 1. _| Lubricating System 2 ‘Cooling ‘System 3 Fuel System [a Electrical System (Engine) | 5 Clutch 7 = 6 Four Speed Transmission 7 | Automatic Transmision | 7B Propeller Shaft 8 Five Speed Transmission | = 70 Rear Axle 9 Steering 10 Brakes Tate Wheels and Tires 12 Suspension ae Body 14 Body (Rotary Wagon) 14a Electrical System (Body) 15 Technical Data ¥ ©1073 Toye KoGYO ¢0., LT. PRINTED IN JAPAN 34 1001210JOH2ANnOwW jAAUMAM A MILE OL US CaM OFC ede kde Ee 2 * eeENGINE 1-A, ENGINE DISASSEMBLY 214 1-8. INSPECTION AND REPAII 128 1-B-1. Inspecting Front, Intermediate and Rear Housing ts8 1-B-2. Regrinding Side Housings ality 1-B-3. Inspecting Fron\ Stationary and Main Bearing .... 1-B-4. Inspecting Rear Sutionary Gear and Main Bearing... to 1-B-S. Inspecting Rotor Housing 0 1-B-6. Inspecting Rotor... = Meld j 1-B-7. Inspecting Rotor Bearing eh? 1-B-8, Inspecting Seal Springs 12 1-B-9_ Inspecting Rotor Oil Seal 3 1-B-10. Inspecting Apex Seal 1-B-I1) Inspecting Side Seal 1-B-12. Inspecting Corner Seal. 1-B-13. Inspecting Eocentric Shatt 1-B-14, Inspecting Needle Bearing 1-C. ENGINE ASSEMBLY Installing Oil Seal Installing Each Seal Installing Front Rotor Installing Eeventric Shaft Installing Front Rotor Housing. Installing Intermediste Housing Installing Rear Rotor and Rotor Housing 1:20 1-C-8. Installing Rear Housing 1:20 1-C-9, Tightening Tension Bolts Hea 1-C-10, Installing Flywheel or Counter Weight... 1:20 1-C-11. Adjusting Eccentric Shaft End Play. 1 28 1-C-12. Installing Front Cover and Eecenttie 4 ‘Shaft Pulley 1-C-13. Installing Oil Strainer and Ol Pan 1-C14. Installing Water Pump 1-C-1S, Installing Distributor z 1-C-16, Installing Exhaust Manifold 1-C-17, Installing Intake Manifold 1-C-18. Installing Alternator and Air Purup SPECIAL TOOLS — |9 | 18. Warer thermo sitth (for air conditioned) 19, Water thereo. stitch (For chee contra) ‘Fig, YH8 Engen cross ction (1)Fig. 1-2 Ringing crow section @) 19, PLY. valveoy awee ‘Trermostat Water pump essing Distributor deve pear [Eevowrie daft Metering pump drive year Metering pump Fi, 1-3 Engine eros section (3) 7, OW pump outer gear 4% OH pump ner pear 9. Of} pump body 10. Of strainer FLOM pan 12, Distributor 413, Distributor driven gear 14. OW pump chain adjustor 45. OW pump chain 16. Pressure contrat valve 17. Ol warning ssviteh1-A, ENGINE DISASSEMBLY Engine disassembly should be done in-the following order after removing. the engine from the: vehicle: Note: When overhauling a rotary engine, the former method of mounting the engine on to the work stand was {0 support the rear housing, Henceforth, ont ‘orcation when the "74 yeartype af rotary engine Is being introduces, we have adapted the method of Supporting the front housing by using the New Hanger (49 1114 005) for the purpose of facilitating: the working procedure. The new hanger ean be used for any type of engine now in service Fla. 1-4 Engine work stand 1. Remove the oil hose support bracket from the front housing 2 Mount the engine on the engine work stand (49 (0839 000) with the hangor (49 1114 005). 3, Remove the engine hanger bracket from the front 4. Disconnect the vacuum hoses, air hoses-and wires, then remove the deedleration valve if equipped 5. Remove the air pump attaching bolts and bar, and remove the air pump iF equipped and the V-belt 6, Remove the alternator attaching bolts, and remove the alternator and V-belt 7. Disconnect the metering oil pump connecting rod, all tubes and vacuum sensing tube from the eaiburet 8 Remove the Intake manifold attacking mits, and fold assembly Fig. 1-8 Removing intake manifoll a'y Then remove the gasket and two rubber rings 9. Remove the thermal reactor (or exhaust attaching: nuts and remove It with gaskets 10. Remove the distributor securing Aut and pull It ont from. the fromt cover wifold) Fig 1-8 Remoring dlsethuinr IL. Remove: the Water pump attaching bolts, and remove the pump and gasket the bolts attaching the oil pan, an femove ihe olf pan and gasket1 14, Remove the bolts attaching the oil strtiner, und remove the oil strainer and- gasket aon ¢ Se Fig. 1-9 Removing ol strainer 15. Apply identification marks onto the fro housing and rear rotor housing, which are commo parts, s0 that they will be as they were wher re assembling the engine oy EE Fig. 1-10 Putting identification marks 16. Turn the engine on thé work stand so thet the (op of the engine s up. ‘Then remove the attaching the engine mounting bracket to the front cover and remove the mounitig bracket 17. Attach tho ring goar brake (49 1881 060) t0 the flywheet or drive plate 18, Remove the eccentric shaft pulley bott and remove the pulley Fi 1-14 Removing cesentsic shaft pulley 19, Turn the engine ont the work stand so that the front end of the engine 1s up, 20. Remove the front cover attaching bolts, and remove the froat cover and gasket Fig. 112 Removing front cover 21. Remove the “O" sing from the oil passage on the front housing 22. Slide the oil hy ‘off the shaft 23. Remove the nuts attaching the chain adjuster and remove the chain adjuster wer and distributor drive gear Fig. 113 Removing chain adiuster 24. Remove the Jock nut and washer for the of! pamp driven sprocket, 25. Slide the oll pump drive sprocket and driver sprocket together with the drive chain off the ec eentric shalt and oll pump shaft simultaneously26. Remove the Keys om the eccentric shaft and pump shaft 27. Slide the balance weight, thrust washer and needle bearing off the: shaft 28, Remove the bolts attaching the bearing housing, and slide the bearing houting, needle bearing, spacer and thrust plate off the shat 29, Turn the engine on) the work stand so that the top of th 30. To remove the flywheel in case of engine mounted with manual transmission, proceed es follows 1) Remove the cluteh pressure plate assembly attaching bolts, and remove the pressure plate assembly. and alutel disk 2)Straighten the tab of the lock washer and remove the flywheel nut using the specat wrench (49 0820 035), engine Is up. Fig. 118 Removing Avwheel mut 3) Remove the Mywheel by using: the flywheel’ puller (49 0823. 300), turning the handle of the puiler and lightly hitting the head of the puller Fig. 1-16 Rimovine Mywheel 31, To temove the counter weight In case of engine mounted with automatic transmission, proceed as follows. 1) Remove the drive plate, and then remove the ring gar brake (49 1881 060), 2) Attach the counter weight braks (49 [881 055). ion the tab of the lock washer and remove the counter Ww (0820 035). 3) Remove. the counter weight by using the counter weight puller (49 0839 305), turning the thandle ‘of the puller and lightly lilting the head of the puller 32. Tum the engine on the work stand’ so that the rear of the engine is up, 33. Loosen) the. tenon iy Fie 1 1 nut Aising the special wrench (49 is in the sequence shown 17, aud remove the tension bolts Fie 1-17 Tension bolls loorening onder Nore Do not loosen the tension bolts at one time. Perform the removal in two or three procedures, M. Lift the rear housing off the shalt. Fa 1 1B Rewoving year housing 35, Remove any seals stuck (@ the sotor sliding surface of the rear housing and place them back into ther respective original positions. 36. Remove the all comer seals, comer seal springs, ade seals-and side seal springs from the rear side of the rotor. and place them in the seat case (49 0813 250), in accordance with the mumbers near each respective groove on the face of the rotor. These marks are made ti order 10 prevent each seal from n in reassembling,Fig. 1-19 Removing seals 37, Remove the: two sealing rubbers and two “O" rings from the rear cotor housing 38. Attach the dowel puller (49 0813 215), and pull the tubular dowels off the rear rotor housing holding the rotor housing down by hand to, prevent it from moving up, Fig. 1-20 Remorinig tubular dowel 39. Lift the rear rotor housing away from the rotor, being careful not to drop the apex seuls on the rear rowor. Remove the two sealing rubbers and 10 “ tings from the rear rotor housing. 40. Remove the each apex seal, side piove and spring from the rear rotor and place them in the seal case 41. Remove. the teat toto: away from the eccentric shaft and: place it, upside down on a clean sheet of fan? doth. 42. Remove exch seal and spring on the other side of the rear rotor, and placo them in the seal case as shown in Fig. [22 Fig, 1-22 Removing scale Note: I) IF some of the seals drop off, be careful not to change the original position of each seal on the rotor 2) Apply identification mark onto the rea: rotor, which is 4 common part to front rotor, so that when reassembling the engine the rotor can be installed (a its original. position. Fig. 1=23 Polting, Mentification mark 43. Remove the oil seals by using the oil seal remover (@9 0813 225). Remove the oil seal springs Fig. 1-24 Removing il seal1 Note: 1) Do not exert strong. pressure at only one place to prevent deformation: of the oil seal. 2) Be careful not to damage the ofl seal lip, Use a Sttitable protector shown in Fig. 1-24 3) Replace the “O" sings in the oil seals when the engine 1s overhauled, 44. Holding the intermediate housing down by band, pull the tubular dowel off the intermediate housing using the dowel puller (49 0813 215) 45, Lift the intermediate housing off the shaft being fareful not to damage the shaft. ‘The intermediate housing should be removed by sliding It beyond the fear olor joumal on the eccentric shaft. while holding the intermediate housing up and at the seme time Pushing up the eccentric shaft Fig. 1-25 Removing intermediate hosting 46, Lift out the eccentric: shaft 47. Repeat the above procedures to remove the front rotor housing and the front rotor assembly, 1-8 INSPECTION AND REPAIR 1-B-1. Inspecting Front, Intermediste and Rear Housing 1. Cheek the side housings for traces of gas or water teakage. 2. Remove all carbon on the housings with an extrs Fig 1~26 Removing sealine agent fine emery paper. When using a carbon seraper, be careful not to damage the finished suriaces: of the housings: 3. Remove the sealing agent on the housings by using 4 cloth or a brush soaked in a solution of ketone on thinner. 4, Check for housing distortion by placing a steaight tdge on the housing surface, Measure the clearance between the strnigh! edge and the housing surface with a feeler gauge, as shown in Fig. 1-27. If the distortion exceeds 0.04 mm (0.0016 in), reface or 1e- place: the housing, Fig. 1-27 Checking distortion 5. Check for wear on the rotor sliding surfaces of the housing and joint surfaces with rotor housing The wear of sliding surface has a tendency of excessive wear ‘occurring at following minor axis area of the housing Fg. 1-28 Checking position of wear~~) Fig, 1229 Checking wear “The wear of joint surface has a tendency of excessive wear at the hot zone of the engine as shows in Fig. 1-28 If the wear exceeds the following limit, reface or replace the housing. amt (0.0039 1m) (6.0020 w») ‘O10 ms 0.05 me Sling watace Jot mite | 1-8-2. Regrinding Side Housings ‘The side housings (front, housing, intermediate housing and reas housing) can be reused by grinding them if the required finish can be maintained, ‘And when this work is performed on the mirkets, ask the detalled Informations of Toyo Kogyo, and follow hem. 1-B-3. Inspecting Front Stationary Gear and Main Bearing 1. Check the teeth on the stationary gear for wear rack or damage 2. Check the main bearing for wear, scratching, faking ‘or other damages. 4. Check the clearance between the main beaging and eccentric shaft main journal by measuring the inner diameter of the main bearing and outer diameter of the eccentric shaft main joual, Fig. 1-90 Checking main bearing Yo hl nition nee Fig TAS Cheek salve sure difference between secondary ait and exhaust 19s to prevent exhaust gas from back"lowing. into the air injection system and scorching the ait pump, hoses, et. When the pressure. of secondary ar in the air injection system exceeds the exhausi yas pressure; the secondary ait opens the check valve and flows through the air {injection nozzles into the exhaust ports When the secondary. ait pressure drops. tower than the exhaust gas presse due (0 failure of the air pump belt, bweaking of the secondary alr Nose, etc., the check valve closes t0 prevent the backilow of the exhaust gas into the alr injection system. . Air injection nozzles The air injection nozzles are attached 10 each of the iront and rear rator housings. The secondary sir chan- neled via the air pump and the check valve is injected through the nozzles into the exhaust ports adjacent to the thermal reactor. Fig. 1A6 Air injection norzle . Air contro! valve ‘The air control valve, consisting of an ait cut valve, a No.1 relief valve snd a No.2 relief valve, fuss the following functions. Fig. YT Air control valve1A =a) —- Vw » starter — ‘rome it vo at ab, M2 tet vive To air mcoon am ene Lean sir ban L To oasleg a jckg (pastor Fig. 1A-8/Alr control valve fous section 1. When the alr cut valve is not operating, 1 becomes the passage of the secondary sir from the air pump into the exhaust ports through the check valve and air injec: ton nozzles:operation of air contrat yalve— 2, When the engine speed is over 4,000 rpm (in case oF automatic transmission, 3400 rpm when) the engine hot and 4,800 rpm when it Is cold), the supply of the secondary air into the exhaust ports stops and the secon- dary air (cooling ait) flows into the thermal reactor coo! ing air jacket to cool the reactor to propetly maintain the temperature. of the reactor.~operation of ait cut valve 3, When the engine speed is over 1,200 rpm during deceloration (1400 rpm. in. case of automatic rane mission), supply of the secondary air into the exhaust ports stops and the secondary air (cooling ait) [lows to the thermal reactot cooling air jeckel. The secondary air cutting in this instance prevents excessive supply of the secondary air into the exhaust ports and deteriorated reaction efficiency of the exhaust gas in the reactor. operation of air cut valve— 4, When the air pressure (the air Injection system ex ceeds, the supply of the secondary air into the exhaust ports is adjusted properly and the excessive secondary air (cooling ait) is relieved to the thermal reactor cooling air jacket to cool the reactor.-operation of No. 1 wie valve and No. 2 relief valve— The air cut valve opens and closes according to the di Merence of pressure between the vacuum chamber and air chainber. This valve, which fs connected to the dis- phragm, is closed daring normal operation by the intake manifold vacuum. When the engnie speed exceeds 4,000 rpm (in case of automatic fransmission 3,400 rpm at warm condition, 4800 rpm at cold condition), the control unit actuates the solenoid to close the vacuum sensing way. This ‘equalizes the pressures in the two chambers, the spring force causes the valve 10 open and the air Jn the aie ine jection system is channeled to the thermal reactor cook ingait jacket before being expelled to the atmosphere, At the same time, the aic eut valve closes the secondary air passage to cut secondary air supply into the exhaust ports During deceleration with the accelerator pedal released completely when the engine speed 1s over 1.200 rpm (1.400 spm jn ease of automatic transmission), the sale noid of the air control valve closes the vacuum sensing way between the Intake manifold and the air control valve by means of the low speed switeh in the control Unit and the ile switch. Consequenly, the spring force causes the valve ta open and the air in the air injection system Is channeled (0 the thermal reactor cooling jacket before being expelled to the atmosphere. AL the same time, the alr cur valve closes the secondary alr pass- age to cut secondary air supply into the exhaust ports, When the engine is sunning with ful load, the difference of pressure between the vacuum chamber and the air chamber of the air control valve diminishes because the intake mawifold vacuum Which Is led to the vacuum chamber decreases. Consequently. the spring force cau Ses the valve to open and the air in the air injection system is channeled to the thermal reactor cooling ait jacket before being expelled to the atmosphere. At the fame time, the air cut valve closes the secondary air pastage to cul Secondary air supply into the exhaust ports. The No. relief valve ts opened and closed in accordance With air pressure in the ait injection system and the force of the return spring. When the air pressure in the air injection system increases, the No. | relief valve is open- ed.and the air is led to the thermal reactor cooling air jacket 1 cool it before being expelled (0 the atinos- phere, thus the seonedary ait flow rate being controlled, ‘When’ the air pressure decreases, the spring closes the valve. The No. 2 toot valve is opened and closed in accondance with air pressure in the ait mjection system and the force of the retum spring. When the air pressure in the sie Injection system exceeds the specified value, the No. 2 tclief valve Is opsned and the ait is led to the thermal 1A1A {eactor cooling ait jacket to coo! it before being expeliod to the atmosphere, thus the sevondary ait Now rate ‘being controlled. When the am pressure decwases, the spring clows the valve. e. Thermal reactor ‘The thermal reactor \s mounted just outside the exhaust prarts. It oxidizes the unburned exhaust gas expelled From the engine, 10 reduce the noxious components such as hydrocarbon and carbon monoxide. When the engine speed is high ot during deceleration or full loud running, the air control valve feeds fresh ait from the air pump. © the thermal reactor cooling ait jacket to. properly Imuintain the temperature of the reactor, The non return vale which prevents backilow of exhaust gas fiom the reactor is attached at the air inlet of the reactor. Fig. 1A~9 Thermal reactor ‘Manual transmission From coneustion ctunior Fraulator \ Reson eda seat omar“ Cetnn ae Soma a Fig, 1A—10 Cooling air circu YA-A-2, Ignition and Air Flow Control System The ignition and ax flow control system consists of « thermosensor, & thermodeiector, an idle switch, and a control unit Ineluding high speed switeh, low speed switeh, thermoswitch and trailing ignition switch, This system ignites. and cuts the trailing spark plug to suit ‘engine femperature and engine speed in order to enhance the reactivity of the thermal teactor whea the engine is cold, This system has a additional function of regu: lating the air control valve and the deceleration contro! valve. The operating time of the ignition and ait flow contro! system is shown by the following table, Secondary Air Injoction Cut ‘Operating i Part that operate coordinataly When engine pued ts over 4,000 pm wolenoid of alr control valve, sir et valve, high speod awrite, [Dating dsceleration hen engine weed Is over 1,200 9pm, solenoid of air control vale, sit cut valve, fow speed switel Ite soc ‘Wien tuning wader (all Toad ote valve ts neatly wide open) ‘When floor temperature i over approximately 12°C 12481) rouetive System) Feat hazard senior, control unit, solenoid of air contiol valve, sir cut valve ‘Automate Transmission ‘Gparating Tw That operate coordinataly ‘When eoxine weed tx over the ypecified vale 4.800 spra when cold 3.400 pm when kot solenoid of air cantrot valve, fir cut valve, highspeed switch ‘hermovensor, thermoswiteh (he last two parts when engine is hot) ‘During deccleiation when engine spect solenoid of ur control valve, {trotte valve is neatly wide open When Mloor temperature i, over approsimately 128°C (248%) (Prowesties system) i 1.400 rpm tir cut valve, low speed switch, a ite wwe ‘When running with Fal tn ‘ir et valve heat hiszaed sensor, conteol unit solenoid of uur contol valve, sir cut salve1A Control of Trailing Sperk Plug Ignition Mannwat Trarwmission (Geeelesation exctuded) when engine speed 5 1,200+4,000 rpm at cold condition ing park pag aie. Tk View agi bet ‘Durig Guising, acceleration and eceltation when enor spred is telow 1,200rpm or aver 4,000 rm at cokd condition snd trailing spark plop mene) low pee traling ignition switch low speed switch, high speed awit, Wwaling ignidon switch, idle switch Diiting éruising and accteration (Qeceleration excluded) when engine speed is 1.400~6.800 rpm at cold condition Whee engine is hot During crating, wccderallon and ‘decoration when engine speed ts below 1400rpm or over 4,800 pm at cold. condition | Trang park pg does not ine, Only nding park ping nny SY 2 Waling spank pug uit Bor teuding and Wwaling ark plugs dle switeh, trating nition site Wemnoensor, Hhernorwiteh, _trating ignition switets Tow speed switch, high speed switch traling ignition switch, idle. switeh . Thermosensor “The theemosensor, which is placed in the cooling water passage, detects the water temperature and sends the signal 10 the contro! mit ‘When the water temperature rises to the specified value the thermoswitch and the trailing ignition switch in the control unit close by means of the thermosensor. The slectric current then flows to the trailing side ignition coil and the trailing spark plug is ignited, In case of automatic transmission, the opening/dlosing time of the hhigh speed switch in. the control unit becomes. from 4.800 rpm when the engine is:cold t0 3,400 rpm when it ishot, Consequently, when the engine speed is over 3.400 rpm at hot condition, the high speed switch closes and the electric current flows to the solenoid of the air conttol valve and the soledoid cuts the vacuum se ‘way between the intake manifold and the air chamber of the sir control valve. The ait cut valve of the air contsol salve then stops the supply of the secondary air into the exhaust ports by means of the spring force, The secondary air flows into the thermal reactor cooling sir jacket Wo cool the reactor b. Thermodetector ‘The thermodetsctor which detects the ambient tempers: fue corrects the operating temperature sof the thermic sensor to resume the ignition of the trailing spark plug after the minimum time required for the thermal resetor warm-up, Fig, YA~12 Theemontetectoy1A ©. Control unit, In the control unit are the thermoswitch, trail i eh tion switch, low speed switch and high speed switch. The functions are as follows. (Refer 10 electric dagram in Fig. LA-14) Fig. 1-13 Contial unit 1. In the whole operating range at hot condition, the Wlermoswitch and the tiailing ignition switch close and the electric current flows to the traiing side ignition coil and the trailing spark plug is igited.—operation of ther- ‘moswitch and trailing ignition switch 2. When the engine speed |s over 3400 rpm at hot eon: dition, the thermoswitch and the high speed switch close and the electric current lows to the solenoid of the air control valve. Consequently, the solenoid cuts the vacuum sensing way between the intake manifold and the vacutim chamber, This actuates the air cut valve to stop the. supply of the secondary air into the exhaust ports and the air flows into the thermel reactor cooling air jacket (only m case of automatic transmission)—ope- ration of thermoswiteh and high speed switeh— 3. When the engine speed becomes over 4,000 rpm (in case of auitomatic transmission, 4.800 rpm at cold con: dition and 3,400 rpm at hot condition), the high speed switch closes and the electtic current flows io the sole- noid of the air control valve. The solenoid consequent ly cuts the vacuum sensing way between the intake ‘manifold and the vacoum chamber of the air contor! valve, This actuates the air cut valve 10 stop the supply of the secondary air into the exhaust ports and the ait flows to the thermal reactor cooling air jacket opera tion of high speed switch 4. Whether at cold oF hot condition, when the engine speed is over 1,200 rpm () 400 rpm in case of automatic transmission), point @® of the low speed switch closes and the elecitic current flows to the idle switch, during Ueceleration'when the accelerator pedal 1s relieved com: pletely, point (of the idle switch closes, and so the ele: trie current from the low speed switch ows to the so: Jenoid of the air control vaive. The solenoid then closes the vacuum sensing way between the intake manifold and the air coniro valve, and this-actuates the air cut valve to stop the supply of the secondary air isto the ex- hhaust port and the-air flows into the thermal reactor cooling ati jacket. At the same time, since the electric current to the solenoid of the coasting valve stops, the solenoid opens the atmospheric pressure sensing line ‘This actuates the coasting valve and the fresh air from the air cleaner enters the intake manifold and prevents afterburn.—operation of low speed switeh— 3. When the engine ‘speed Is below 1200 rpm (1,400 pm in case of automatic transmission), point ( of the Tow speed switch closes: The electric current lows SS |. = {font rh Resister Sait i Bi] [Slee ‘Battery Lenting Trang a oes fe te xn ee =o | zs te fi Le pia Conve : owt. enter tia + ie ise ‘switch jaarning sfemcie | ala fea iPivatve Fig. VA=14 Hhecuie daigam of contol anitto the trailing side ignition cod through the trailing ignition switch, and ignites the trailing spark plug. operation of low speed switch and trailing ignition switeh— 4d. tele switch ‘The idle switch detects the deceleration condition of the ar, It sends the decelerating condition signal to the contiol unit and tho coasting valve. The functions ate Fig. VAIS lle sustch 48 follows, (Refer to electric diagram in Fig. 1A~14) 1. While deceleration (with, the accelerator pedal releas ed) when the engine speed is over 1,200 rpm (1,400 rpm in cae of automatic Hranamission), point @ of the idle switch closes and the electric current flows to the ait conto! valve solenoid from the tow speed switch, The solenoid consequenily cuts the vacuum sensing way be ween the intake manifold and the vacuum chamber of the air control valve. This actuates the air cut valve to stop the supply of the sezondary air into the exkaust Ports and the air flows to the thermal reactor cooling air jacket 2. A the saine time, sice the electric current t0 the so- lenoid of the coasting valve tops, the solenoid opens the atmospheric pressure sensing line, This actuates the coasting valve and the fresh air trom the air cleanet enters the intake manifold and prevents” afterburn. 3. When the point ) of the low-speed switch and point @ of the idle switch are closed. the. electric current lows to the trailing side ignition cod through the tiling ignition switch. and ignites the trailing spark plug, 1A-A-3 Additional Air Control System ‘The additional air contol system consists of the decele- fation control valve and the altitude compensator During decdleration and gear shifting and immediately after tuming off of the ignition switch, the additional ait control system sends the fresh air from the air cleaner {0 the intake: manifold and adjusts the excessively rich fuel-sir mixture preventing aflerburn and reducing emis sions during deceleration. (operation of decelerstion cofitrol valve) In order to adjust the excessively rich fuelair mixture in running in the highland ares, the air 1s supplied 10 the intake manifold 10 tmprave the com 1A bustion, (operation of altitude compensator) Note: The vehicles for U-S.A and Canada are equipped with the altitude compensator. 1. Deceleration control valve The deceleration control valve consists of an anthafter- bum valve and the coasting valve and the functions are as fallows Fig. 116 Deceleration control valve 1. When the engine speed is over 1.200 rpm (1,400.rpm in case of automatic transmission), and during decelera- tion when the accelerator pedal is relleved completely, the decetoration control valve sends the fresh air from the air cleaner (0 the intake manifold—operation of coasting valve~ 2. Immediately after deceleration and during gear shift= ig, the deceleration control valve sends the fresh air from the ‘it cleaner to the intake manifold.—operation of antiafterburn valve 3. Immediately after turning off the ignition switeh, the deceleration control valve sends the fresh aie fron the + to the intake manifold.—operation of antiafter~ bum valve and cousting. valve The anii-afterburn valve operates by pressure difference between the vacuum chamber and the air chamber, and the spring fore. The balance hole in the diapiragm, necis the va the air chamber to. conitol the duration of valve opening. ‘The inlake manifold vacuum rises during deceleration ear shifting, and the pressure difference between the two-chambers opens the valve connected to the dia- phragm, so that fresh:atr from the air cleaners fed into the intike manifold 10 correct overrich mixture, thus ng afterburn. When the belance hole equalizes re difference, the valve is clesed to shut off air ‘When the ignition switch is turned on, the solenoid shuts the atmospheric pressure sensing fine leading to ihe air chamber. When the engine ts switched off the solenoid opens the sensing line, and, due to the resulting pressure Uifference between the vacuum chamber and the sit chamber, the valve connected to the disphragm is open- ed, and Tresh ait Is led from the ait cleaner into the take manifold to prevent afterburn ‘The coasting valve operates by pressure difference be: tween the sicuurn chamber and the ait chamber, and the spring force. The rise of intake manifold vacuum during, deceleration aud gear shifting ctuses the valve to open. im chamber a IAs 91A Ale chamber From intake ‘anitold eS To intake manitold t From ar aor To intake manifold Antieafterburn valve Fig. 1A=17 Decsleration contrel vil eran wation and ait from the air cleaner is supplied into the intake manifold to prevent afterburn and to keep the thermal reactor operating During develeration when the engine speed js above 1,200 rpm, (1,400 rpm for automatic transmission) the ‘control-unit and idle switch command solenoid to open the atmospheric pressure sensing line leading to the ait chamber, and, duc to resulting pressure difference be~ tween the vacuum chamber and the air chamber. the valre connected o the diaphragm is opened. and fresh air is led from the air cleaner into the tntake-rranufotd to prevent-afterburn, When the ignition switch is turned ft, the solenoid shuts the atmospheric pressure sensing fine leading to the air chamber, When the engine is switched off the golenoid opens the sensing line, and, due to the resulting pressure difference between, the va ‘cuuy chamber and the air chamnber, the valve connected to the diaphragm is opened, and fresh air is fed from the air cleaner into the intake manifold to prevent after- bum. 1a: 10 ‘ b. Altitude compensator (US.A and Canada spec models only) {tn order to prevent the fuel-aic mixture from becoming eawesively rich because of the low atmospheric pressure fn the highland ares, the altitude compensator sends the air to theintake manifold and adjusts the fuelair mixture, ig. 1-18 Altinide compensater1A Deculoration contrat valve ie swite hat valve ttorbarn Ecaashine valve From wir loaner SS Gontrol ue Farerx Fresh ov => View Fig. 1A-19 Addition air contol systers "To fnaks manifold Fig YA-20 Altituite Gimnjensator rom weetion ly the hightand area, especialy during idling, part of the inhaled aicis controlled by the altitude compersator and centers the intake manifold directly, This enables the overtich mixture to be properly adjusted. The hoses for altitude compensator are celored in. Blue for identifi sation JA-A-4, Kick-down Control System (For automatic ‘transmission only) ‘As well as the normal kick- To wntake: manifold Fig. VA~S7 Checking altitude compensator b. Removing altitude compensotor 1. Disconnect the hoses from the altitude compensator. 2. Remove the bolls attaching the altitude compensator and remove the altitude compensator1A TA-E-10. Wator Tomperature Switch (U.S.A and Canads spec models only) 4. Checking water temperature switch 1. Make sure that the conduction between the terminals lunder the normal temperature (20°C or 68°F), 2 Sturt and warm up the engine If the 1wo terminals of the switch are discondueted, the Water temperature switch is in good condition 3. If there is something extraordinary in the steps I and 2. replace the switch with a new one. Water temperate Lamp Fig. YA-S8 Checking water temperature switch bb, Removing water temperature switch 1. Drain the coolant from the radiator until the evolunt level is below water temperature switch 2, Remove the alternator and “V" helt if necessary 3. Disconnect’ the multiple coupler from the water lemperature switch, 4. Loosen and remove the water temperature switch, €. Installing water temperature switch Install the water temperature switch in the: reverse sequence wa 1. Idle Switeh a. Checking idle switch 1. Remove the ile switch coupler 2. If there is conduction between terminal (@) and ©) (Fig. 1A-60), and there is no conduction between ter ‘minal @) and (® when an external force is not applied to the ile switch fever (when the primary throttle valve ts idle position) and if there is no conduction between ter A and ©), and there is conduction between ter- Fig 1A-59 Checking idle ywitsh (1) Cone ait &_¢ Low apeed onto) FF Lona {air oor al Oosanig. vale ecelration contol vaio x sentra unit [PW aot te) ie ste lovee At sere Micro ewe Fig TA~B0 Checking idle switch 2) minal and when an external force is applied (when the primary throttle valve i open), the idle switch is normal b. Removing idle switch 1. Remove the air cleaner. 2. Disconnect the multiple coupler of idle switch, 3. Remove the bolts attaching the idle switch and remove the idle switch. Installing idle switch Install the idle switch in the revers® sequence 4. Adjusting idle swritah 1 Install the idle switch in the reverse sequence 2, Warm up the engine until the water temperature rises about 70°C (159°F), 5. Set the engine speed {0 900¢pm (Automatic trans- mission” 780 rpm in “D" range) by turning the air ad- justing screw. 4, By. incteasing and decreasing the engine speed with the accelerator pedal, make sure that switch changes over ftom "OFF" to “ON” or "ON" to “OFR” at the enigine speed of 1,000~1,100 rpm. (1,100~1,250 rpm for Automatic transtrission). 8. If the switch doesn’t change within the range of speclod REM, aus it by turning adjusting stew of Fig. TA-B1 Adjusting idle switch 1a: th1A idle switch lover. Turn the adjusting screw counter clockwise when the setting revolution is higher than specified RPM. Tum i clockwise when the setting revolution is tower than specified RPM. 6, Repeat the above procedure (4, $) and.set the engine speed within the range of specified RPM. 7. Make stire that the engine speed. ix 900 epm (Auto- matic transmission: 750 rpm in “D" range) by carrying out no load running 10 or three times, 1A-E-12. Choke Switch (For semiautomatic choke system) Checking choke switeh 1. Remove the choke switch terminal 2. If the (wo terminals of the switch are disconducted by pulling the choke control knob about 10 mm (0.4 in) oF 25 myn (1.0 i) for automatic transmission and eon: ducted by retuming the knob, the choke switch is normal Fig. 1-63 Checking choke switeh (2) 1A~E-13. Ventilation Valve ‘8. Checking ventilation volve 1 Check t0 see that the air cleaner element is riot logged 2, Install a yweuumn gauge as shown in Fig. LA~64 Veretatin ve Fig. 1-54 Checking venilation valve 3. Start the engine. When the engine speed is raised to 21500~3,000 rpm, the vacuum’ reading must he under 60 mmHg. 1b, Removing ventilation valve [- Remove the deceleration control valve, as described in Par, 1A~E—S. 2.. Remove the starting motor if necessary, 3. Disconnect the ventilation hose at the ventilation valve 4, Loosent and remove the ventilation valve with the ventilation valve wronch (49 1881 135). Installing ventilation valve Install the Yentilation valve in the reverse sequence. 1A-E-14. Evaporative Line (US.A and Canada spec models only) a. Checking evaporative Line 1 Discorinect the evaporative hose! from the *T" Which is connected t0 the ventilation hose 2, Connect the disconnected hose to the “U” type manometer as shown in Fig. LA~65. 3. Apply 4 compressed aie gradually into the manometer and. the difference of water level should be 356mm (14.0 in), After that, blind the inlet of the manometer. 4, Leave the manometer for five minutes, with the inlet tind. Then, if the difference of water level is over 343 rm (135 in), the evaporative line wall be in good condl- tion. If the difference is not within the specifications, inspect the following parts. If any defect, repair ot replace (1) Leaky or loosen hoses (2) Leaky condense tank G) Leaky fuel tank G) Leaky oF loosen fuel line (5) Leaky filler cap (6) Leaky fuel gauge unit1A CCheok vale Condense tank \ © Fuel tank, Hose restrictr —_— Apoly compressed air Difference of water level 7——“U" type manometer yo Fig, WAGE Checking oraporative le JA-E-15. Charcosl Canister (U.S.A and Canada spoe models oniy) ‘a. Checking charcoal canistor 1. Check to see that the air cleaner element i8 1 clogged. 2. Visually check the adhering condition of oil. When the whole surface is damp with oil, measure the yential: tion resistance, 3. Attach a vacuum gauge as shown in. Fig, LA~66, Check to see that when the engine speed is raised to 2.500~3,000 rpm, the vacuum gauge reads under 60 mm-Ho. {}-Vasiasn gauge Fig 1A=86 Checking chatvoal canivi Note: The charcoal canister and air cleaner cover should be replaced as an assembly only. JA-E-16. Condense Tank (U.S.A and Canada spec models only) a, Removing condense tank the hoses from the condense tank 2. Remove the rear package tray trim. 3. Remove the screws attaching the condense tank and remove the condense tank Rotary wogon: 4, Remove the service hole cover 2. Disconnect the hoses from the condense tank 5. Remove the screws attaching the condense tank nd temove the condense tank. b. Installing condense tank Install the condense tank in the ceverse sequence. 1A-E-17. Check Valve (Evaporative emission control ‘system, US.Aand Canada spec models only) Checking chock valve 1. Remove the check valve. 2. Blind one end of the check valve by hand, and install the pressure gauge to the other end as shown in Fig, 1A-67. Fig. 1A-67 Checking check valve 3. Breath in and out. the check valve with the pressure ‘of about 0.5 kg/em? (7.1 Ib/in? Jand If the valve operat- cs, it will be satisfactory, But, if not, replace it with, 'b. Removing check valve Sedan and Hard Top: I. Disconnect the hoses fram the check valve 2. Remove the nists attaching the check valve and temove the check valve, Rotary wagon: 1. Remove the service hole cover. 2. Disconnect the hoses rom the check valve. 1A: 31A Ho Contrat unit ot hazard sensor & Heat hezart lamp High spood switch NN aa | Soleniid IB an coatel vaive Fig, 1A-68 Checking heat hazard warning system 3. Remove the nuts attaching the check vale and remove the check valve . Installing check valve Install the eheck valve in the reverse sequence 1A-E-18, Heat Hazard Warning System 18 Checking heat hazard warning system 1, Remove the heat hazard sensor from the body. 2. Disconnect the air control valve lead and connect the test light as shown in Fig. 1A~69. Fig. YA-69 Connecting test lamp. 3. Place if in engine oil witha thermometer. Be sure to prevent the oil entering into the inside of the sensor, 4, Gradually heat the oi! so as to raise its temperature at the rate of one degree aminute. The lest tamp which |s connected to the ait control valve lead and the heat hazard warning lamp should light at the temperature of TA: 24 120 + S*C (248 = 10°F) when the engine is running at idle speed Fig. 1A-70 Heating up heat huzard tensor bb. Removing heat hazard sensor Sedan and Hard Top 1. Open the luggage compartment door and remove the at. 2. Disconnect the multiple coupler from the heat hazard sensor. 3. Remove the screws attaching the heal hazard sensor and remove the heat hazard sensor Rotary wagon 1. Fold the rear seat back forward. 2. Disconnect the multiple coupler from the heat hazard Sensor. 3. Remove the screws attaching the heat hazard sensor and remove the heat fizard sensor TA-E—19. Hoses and Tubes (All systom a. Inspecting hoses and tubes 1 Inspect all hoses and tubes for deterioration or holes and all tubes for cracks or holes 2. Check all hoses and tubes for inyproper connections. 3. If any defect is suspected, fit properly or replace if necessary.1A 1A-F. TROUBLE SHOOTING following table. When the symptoms of troubles are devected, proper care must be taken immediately before 1A-F~ The possible faults and theic remedies are lisied in the Symptoms, Causes and Remedies proceeding to the next probable cause. Symptons ard probable caus 1. Poor acceleration + The engine does not fully respond to the wepression of the accelerator pedal. * The accelerative force poor * The climbing capacity i: insufficion, * The max. speed can not be obtained 1) Improper ignition timings for loading and trailing plogs 2 Improper opering of carburetor secondary throttle valve 3) Fouling and excestive gay of spark plugs (Fouling by lead or carbon) 44) Bumed or improperly adjusted distributor contact point 5) Lack of fuel supply. al high speed running ©) Clorging of ait cleanet 2 Rough engine idling and hard starting + The idling speed can not be lowered. * Too much engine vibration af idling. + The engine starting & 190 hard. * ‘The engine stalls immectately even if jr starts. 1) Ait leak from ete Howe 2) Choexing of carburetor Jers 3) Improper eatiag of carburetor secondary: Motte valve 44) Fouled spark plug 5) Burned or improperly adjusted disaibutor contact polnt 6) Improper nition timings of lending and tailing. plugs 7) Defective ventilation valve §) Internal disconnection of leading snd trailing ignition vot 9) Aw leak ftom att rake system 10) Defectve deselerntion contol valve 11) Low compression pressure 12) Defective altitude compensator Noisy sir pump * The noi is generated by the aie pump whet the engine \s ing © The noite is geneeated by the air pump whce the engine ‘racing, 1) improgedty adjusted * 2) Defective sit pump 3) Dijconnected or taky alt hose 4) Inaiicent nihtening Of pump attaching bolts al 4 Improper tual connection hetween slow and main zones (Fat spot) © Shock 4 (alt when itopaescing the arcelerator pedal to tccelerale froin the low speed crulsiye condition * Shock: W felt when depressing the wccelecator pedal after uring fet at tow speed, 1) lingroper injection of carburetor aseeterstor pump 2) Clogaing of carburetor Jets 53) Fouled lean ypack plug 4) Excessively low carburetor fue tevet 5) Continuously opened onti-sfterbarn valve 5. Improper tual connection between primary and secondaty zones + Shock Is caused when acevlerutiig from tusning at around 3,000 pm by depressing the socelerator pedal, See S-C-2 Adjust Cheek. See 5-& Clean or replace See 5-C-1 Replace if necessary Sce4-0 Replace iF necessary Clean ‘Replace if necessary ‘Clean of seplace ‘Clean oF replace Adi Replace if necessary Replace Repair or replace if necessary Seo (AEH Replace 4F nessssay Repair Seo 1A-E-9 Replace sf necessary SeotA-E-1 Adust See 1A-K-1 Replace Connect and replace Tigh See 4-A-S Chean See $-E-3 Sco4-A-3 Adjust Seo VA-E-8 Replace W necessary YA: 251A a 10 ‘Symptoms and probeble exutes Remedies * Shock is caused when promptly accelerating from the middle speed or the decetenting condition, 1) Clogging of carburstor jets ean 2) Bxcrssively low carburetor fuel fevel See 4-A-3 Adjust 3) Serious clomging of air cleaner element ‘Ghean oF replace 4) Continuowly opened anthafterburn valve and coasting valve (deceleration contol valve) Large car Knocking dasing cruising, © I is impossible to cruise constantly in any geat * Shock is sonietimes caused during canning in top ear Note: These phenomena are more or lest inevitable, Therofore, unless the car Knocking ix excessive, 1 can be coparded 40 be normal 1) Clogzing of carburetor jets or excesstsly low fuel fovet 2) Trilling side ignition does not ocear, 53) Air feak from each howe |) Alt oak from each vale 5) Fouled spark pli {6) Aniproper distributor vacuum advance (no advance) 1 Abnormaliy large engine knocking 1) tmmproger ignition timing of Yeacing and tring sides (excessive advance) 2) Exceasive dstrivuter vacuum advance 23), Excessive dlstributor centrifugal advance 4) Too poor fuel ') Insufficient host range or extreme gap erosicn of spark pg Preigsition or mpit back ‘Large olse somes from the engine compartment a high ypeca ‘unaing, ese om the free way. and the engine horsepower falls ‘Note: If tho car (s run continuously anes the condition mentioned above, ‘the insulator ofthe spark plug is broken and bites into the combut- ‘oe chamber, causing the vebicle 10 be inoperable 1) Excessive spark plug gap for trailing side 2) kecessive edvance of trailing side inition 3), Excessive sdvance of lending side jgtion 4) tnsufficent heat range of spark plug 5) Inwutficient metering oll 6) Sticky apex seal 7) Improper alignment of high tension cords Large ear bucking oF docslration vibration Within the tamge where the coasting Valve shouk! operate (when decelerating from 1,200 spm faulomatic tansmision 1400 spmjor overt Inge cat bucking occurs (Note: Even if the car bucking happens to occur within the range of engine speed. fess than 1.200 rpm. (aufomanie wansmission: 1,400 apm) where the coasting valve does mot operate, it may be tegarded as nota 41) Improper operation of coasting valve (deceleration control vale) 2) Defective contiol unit 3) knyproper Idle {uct flow of idle speed 4) Alt Yeak from each hose ‘Nit Jeak from each valve 6) Detective ie switch 77) Improperly adjusted Idle switen 18) Fouled spark plug Atterburning = Extremely annoying afterburning occurs during deceleration, = Afterbuning occurs when turning of the Ignition switch See LA-E-B Replace if necessary ‘Clean of adjust (See 4-A-3) Check and replace Wf necessary See IA-E=19 Repait and replace if nesocary Replace If necessary Sec S-E~3 Clean ot replace See $-C-4 Repair and replace parts SeeS-C-2 Adi SeoS-C-t Ade SeeS-C-4 Adjust ean SeeS-E=-1 Adjust or replace Seed=A-L Adjust See 1A-E-19 Repait and repbee if necesary Repair and replice if necessary See IA-E-I1_ Replace See IA-E-I1 Adjust ‘Clean and woplace 261A ‘Symptoms ene probatie causes 1) Develetition contol vale aot opening prover 2) Cowsting yalye (deceleration contzol wae) not opening properly 3) Rich ide mixture 4 Gas leak fom exhaust syste 5) Too tow lle revolution 11. Owe flow from curburtor 1) Dost bidng into nerd vatre 2) Impropor sealing of needle valve 3) Improper movement of float 4) Large fuel pressure or fuel pump 12 The engine brake dows not work wen if the sceslorator pid is released, © Even if the avcelerator pedal Is released when running, the ‘engine twake does not work, which causey the overmuning and makes the diver uneasy, 41) mpoper returning of carburetor primary throttle valee 2) Improper returning of carburetor secondiry throttle valve 13, Tho ai jets out from the tai pipe for the forced air cooling doing idling. Vy Amsproper operstion of ate contol valve 2) Blectric cument flowing fem the oontrot if t0 ar contri wave ‘16, Factors which actversely sttect overt! emissions winder proper procedure 1) Ienpeeer operation of ait contol wulve (Air cut valve, No} lief alee and No.2 seief eave) 2 Defective control unit 3) Trailing side spark plug is nol conieoted. (when the engine 4s cold) 4) proper Ignition timings’ of leading and tailing plugs. 5) Improper engine idling speed 6) Defective carburetor (improper fuel lev, jr, ete.) 7) Amproper operation of deceleration contol vale 48) Fouled spark plug 9) Breakage of reactor 10) Air Yeak from secondary air passage 11) Air leak from exch sensing tube to intake manifold 15. Factors whieh advrsly affect ialing minions 1) fimpropet ing speed ov rinse 2) Defectiw spark plug 3) hampropcr ition timings of leading aot tuning sites A) Defective detutor contact: paint 5) Deterioated ait pump 6) Improper operation of sit otal vale 7) Defective conto} unt 4) Air lesk om each vats io Inte maniflit 9) Rethage of reeton 16, Factor Which sdvirely affect decoration armssions 41) timproper idling speed end fvel flow 2) linproper operation af decdleration control eave 3) liproper opetstion af alr conttol valve (Air Gat valve, No.1 telel valve and No. 2 setiof malve) A) ofective idle switch 3) Breakars of reactor 17, Factor which adversly affect acceleration emissions 1) feapeaper ait pomp Row 2) Defective ale content valve (Air eut Salve, No, | relia valve and ‘No.2 test vale) See 1A-E-t Replace See 1A-E-8 Replave See4-A-1 Adjust Repair ad repice ports See 4-A-1 Adjust clean ese and replace parte Adiust-and replace parts See 4-H Replace if necessary Replace Hf neceuary Replace Replace Mf necessary Replace Replace If necessary Adjast Adis Adjast oF repatt Replace if necessary Clean oF replace Replace Repair ant rephice Repuit and replace See4-A-1Aatnt ‘Clem of replace ‘dist Gheun + Repalce Replace if necessary Replace Reprir snd veplice See 1A-E-3 Replace ‘Adjust Replace If necessary Replace IF necessary Replace Replace BA Replace =F Replace if necessary1A Symptoms ad probable cayses Remedios 3) ‘ralling ide spark plug also ignited (when the engine is cold) ‘See LA-E-7 Replace 4 necessary 4) Defeetive thermoveaor See 1A-B-S Replace 8) Defective thetmadetectot See 1A-E-6 —Roplace 6) Defective carburetor (improper fuel level and other) ‘Adjust 7) Defective contro! unit Replace 28) Defective reactor See 1AE-3 Replace 9) Defective spark plue See S-E Replace AF a. Ale control valve Detects, Conditions of Trouble and Couses of Defects Related to Each System Pessibie woubies Number af revolutions daring idling decreases ‘Emision dung ling becomes unfarourble Eminion duting acccieration becomes unfavourable. Emission during cruting becomes unfuvouratie Emission during deceleration becumes unfavourable, Damuge Is liable 10 occur on reactor Rougit etgine idling Cenditions of Wouble of system . Remisins constantly open (air inject) Remains comtanily dosed (ait cut) Excemive air leakage from valve Probable exes a‘ 8 © Defective control unit Defective air control valve b. Thermosensor Passi woubles Exhaust emission becomes abnormally unfavourable, Possibility of the reactor belag damaged js great ‘Penalty (n fuel economy Power drop Conditions of wouble of system ‘A. Trailing nition does noi cui off im driving ranges other than “idling, deceleration ot wide open throttle” at normal temperature coli start B. Tralling ignition remains constantly off in diving raages other than “idling, deceleration, or wide open throtile™ when the engine 1s warm. Probeble causes Defective control wnie 1. Defective qhermosensor . Thermodetector Pomitie woubie 1, Trailing gnition does not gut off at nomial temperature cold condition aid 4 phigs are in operation. Condition: of trouble of svat ‘A. Disconnection of connector B. Broken connection of wires inside thermmodetector Probable causes Defective thermedetector 1A: 281A d. Control Unit Passibie Wwoubles ‘Gomaspanded Tm, T” Exhanat emision becomes abnonaally unfavourable ACD 2. Power dcop Be 3. Drireability shows abnormally deterioration wD ‘Conditions of weuble of system Conesponded Hom AA. Trailing ignition does not aut oAF when engine Ws cold. at (8 plugs in all ranges) Trailing igetion reraains constantly off ab © Deceleration control valve at ai conti} valve'opemte improperly : Prokabie causes @ Delseiive contiol anit 1b, Defoetive thermosensar @. Fuse of the contro} unit Possible woubles Comesponded nem 1. Posibilty of the reactar being damage is grate 4 2 Rovgh engine ising 8 3 Abnormal CO,1C readings at engine jing and decelerating ® 4 Fat spot occu dicing driving * 'S- Excessive periodical engine knocks (Serzing) 8 {6 Fa spot occurs during light acceleration fiom low speed 5 fanning ar deceleration condition 7, Engine idle speed becomes high. 6 Condition of trouble of sym Comresponied item | ‘As Air conivol vale Kemains open (ait Injection) abe B. Deceleration control valve (coasting valve) remsins open ah Probable causes ~ Fuse of control unit blows bb Detectine contro} anit © Defective air contral valve 4, Defective deceleration contiol valve f, Deceleration contro! valve Posible woubles Extremely annoying afterberning occurs during eceleration oF after tuning off the igniten aviteh Rovgh engine iting Hard exgine starting Abnotmil CO, HC readings at crag (ling and decelerating iat spot occurs during driving Excostive periodical engine knocks (Sereing) lat spot occurs during Sigh acceleration fiom low specd funaing or deceleration condition Engine idle speed becomes high cee Condition of Wouble of sysiem Valve slay open or dehy to close Vale stay closed or delay to open excessive air teak a valve Tecate mae Defective ile itch Defective contol unit Defective deceleration contol valve swvitoh Possible woubles Gorresponded ner xtausi enission becomes abnormally, unfavourable Driveabilty dowsiortes Abnormal afterburn occurs 1A 131A 7_Gar tucking becomes abnormally exeesahe Conttions of wouble af system Correiponded item ‘Ar Coasting valve remains constantly open at ucceleation and formal speed runing 1B. Coasting valve doce not open dusing deceleration, be mbied Probable eauot 1 Defective control unit Dofective coasting valve solenout Defective late switch IUnproper return of the urburetor primary throttle valve ‘h, Ventilation valve Poonibte irowbien ‘Corrmponded Rem 1. Mistining frequently occurs during ying and fluctuations {in number of revolutions increase. Number of revolutions at idling decreases Ditution of engine oi! with gasoline increses Defective purging occurs in charcoal canister. asp pep Conditions of trouble of system j Remains constantly dosed Remains constantly open => ‘Corresponded item Probable came Defective Venillalion valve 1A SPECIAL TOOLS 49 2113 010 Air pump gauge set 49 2113 O11 ‘Titting 49 2113 012 Pug 49 2113 O14 Pressure gauge 49 188) 125 ‘Thermal reactor remover 49 1881 135 Ventilation valve wrench 30LUBRICATING SYSTEM LUBRICATING CIRCUIT ...... O1L PUMP: Disassembling Oil Pump... Inspecting Oil Pump 2-B-3. Assembling Oil, Pump .. 2-C, OIL PUMP DRIVING... Be 2-C-1. Chain Adjuster Inspection... 2-€-2. Oil Pup Chain and Sprocket Inspection = . PRESSURE CONTROL VALVE D1, Checking Pressure Control Viave. 2-E. OIL COOLER 3 2-E-1. Repairing Oil Cooler... 2-F. BY-PASS VALVE 2-F-1. Check By-pass Valve. ~ PRESSURE REGULATOR o.....0 2-G-1. Checking Pressure. Regulator .. 2-G-2. Checking Oil Pressure 2-H. OIL PRESSURE SWITCH 1 OM FILTER... DIL Replacing Oil Filter - 2-1. METERING OIL PUMP 2-1-1, Checking Metering Oil Pump... ‘Adjusting Metering Oi! Pump Disssembling Metering Oil Pump Assembling Metering Oi cenclon 2-K. CHECK VALVE ss L. OIL PAN 2-L-1. Gil Pan Removal 2-L-2. Oil Pan Inspection SPECIAL TOOL am eA Ny Ne 8 NCEA tn oa SO2 2-A. LUBRICATING CIRCUIT 1. The oll pump which & driven by the ecveniric shaft, draws up the oif from the oll pan through the strainer und sends it to the oil cooler through the pressuie control valve, 2. The pressure control valve sends the surplus oil back to the oil pan when the oil pressuie exceeds 11 kgiem? (156 Ibjia?) in order to prevent the oll cooler and the oil hose from damage by the exceeding pres- sure which ix generated at the starting in the very cold, weather. 3. The by-pass valve is installed’ on the oll cooler in order to prevent drop of oil supply which is caused by resistance of oil cooler in the cold weather and regulate the temperature of the oil circulating in the engine. The oil is sen} directly to the engine without passing through the oll cooler when the uif- fetonce of the oil pressure of inlet and outlet pipes Is more than 3.56 kg/em? (50.7 Ib/in?) at 70°C (158°F) and/or the temperature of the oll is under 60°C (40°F). 4. The oi) from the ot! cooler 1s forced to the pres sure regulator on the rear housing. 5, The oil of which pressure is regulated to $ kg/em? (71.1 Ibjin?), is Forced to the oil filter, 6, The off that has been filtered by the oil filter is forced to the front main dearing through’ the tubular dowel and 10 the rear main bexring through the pas- sage of the rear housing, 7. The oil that has. passed through the il holes of the bearings, lubricate the front and rear main bear ings and enters the oil passige provided in the ec centric. shaft 8 The oil passing through the eccentric shat passage lubricates the rotor bearings. 9. Necdle bearings which are provided in front of the front housing are lubricated by the oil forced through the little hole led to the oil passage of the eccentric shaft and the oil coming after lubricating the front win bearing. 10. The eccentric shaft is equipped with two oil jets The oil in the passage of the eccentric shaft Is in. jected through the off jets into the front and year rotors and cools the rotors 11. Statiouary gears and lnternal gears ae lubricated by the oil coming after cooling the rotors and after lubricating the main bearings. 12. The oi! passing through the tubutar dowel is sent to the front cover and ted to the metering ofl pump. 13. From the metering oil pamp, the oil is forved to the carburetor and is supplied into the combustion shambers together with the airfuel mixture to lubri- cate the apex seals, corner seals, side seals and hous- sings. Motoring opr Olt Fite Distrbutor—§ fli! vive i cooler Rotor tearing -_ _ il jot -_ L ae Man bearing re Brpss ey ocentne. shat ~ EEA CG} | xe Pressure rogulator i pap: i 1 Pressure contol valve Fig. 2-1 Lubricating circuit2-8. OIL PUMP The oif puimp is of a:rotor type based on a trochoid curve and consists of the parts as shown in Fig. 2-5. The feeding cupacity” is 6 liters/min, (12.7 US. pints) min., 10.6 Imp. pints/min.) st 1,000 rpm_ of engine speed. 2-8-4, Disassembling Oi! Purp 1 Remove the oil pump from the front housing. 2. Remore the snap sing from the shaft, and remove the fear rotors and. key 3. Remove the middle plate attaching screw and re: move the middle plate. 4, Remove the front rotors and key from the shaft 2-B-2. Inspecting Oil Pump 1. Check the clearance between the lobes of the rotors with a fecler gauge, a8 shown in Fig. 2-3, ‘The standard clearance is. 0.01 ~ 0.09 mm (0.0004 ~ 0.0035 in). If the clearance exceeds 0.15 mm (0.006 Fig, 2-2 Removiag oil pump Fig. 2-3 Chectine rotor clesnince in), replace both inner rotor and outer rotor. 2 Check the clesrance between the outer rotor and pump body with a feeler gauge as shown in Fig. 24. ‘The specified clearance is 0.20 ~ 0.25 mm (0,008 ~ O01 in) If the clearance is more than 0.30 mm Fig. 2-4 Checking oulor rotor ebarance Fa. 2-8 Oil pursp components 1 Oi pump driven sprocket 2 OF) puny chaie 3. Pump body 4 shat 5. Keys 6. Outer rater 7. tamer rotor & Middle pate 9. Simp sin 10, Stigper head 11, Spring 12. Boay2 {0.012 in), replice the rotor(s) or body. 3. Check the end fost of the rotors, Place a straight ‘edge actoss the pump body and measure the clearance between the rotor and straight edge with a feeler gauge, The standard end float s:0.05 ~ 0.13 mm (0.001 ~ 0.005 in). If the: total end float exceeds 8.45 mm (0.006 in}, correct the pump body or re plice both rotors. Fa. 2-8 Checking end float 2-B-3. Assembling Oil Pump 1. Attach the key of the front side rotor to the shaft 2 Install the front side inner rotor to the shaft so as to align the key groove of the inner rotor with the key on the shaft. 3. Mount the inner rotor and shaft assembly to the Fig. 2-7 tratalling roters Fig. 2-8 Tightening intermediate plate pump body, 4. Install the outer rotor to the body so as to see the identification marks of triangle. Apply oil to the rotors. (Fig. 2-7) 5. Install the middle plate to the body set screw. (Fig, 2-8) 6. Attach the key of the rear alle rotor to the staf. 7, Install the rear side inner rotor and outer rotor 8, Fit the snap ring on the shaft. Apply oi) to the rotors en the Fig, 2-9 Fitting snap ring 9. Mount the oil pomp assembly on the front housing and fix it with the bolts. Rotate the shaft by hand to see whether it rotates smoothly 246, OIL PUMP DRIVING 2+€-1. Chain Adjuster Inspection 1, Check the amount of protrusion of the chain adjuster, as shown in Fig. 2-10. If the protrusion exceeds 12mm (0.47 in), replace the adjuster or chain. 2. Gheck the mbber on the contacting surface of the chain adjuster for wear or damage and spring. for weak- ness. If necessary, replace the chain adjuster. 2-C-2. Oil Pump Chain and Sprocket Inspection 1 Check the chain for broken links 2 Check the sprockels for erucks and worn or da id teeth, Uf any defects are found, replice with new parts.2-D, PRESSURE CONTROL VALVE “The pressure control valve mounted on the front cover sends the surplus oif back 0 the ofl pan when the Pressure exceeds It kg/m (156 Ib/in?) in arder wo prevent the oil cooler and the oil hose’ from damage by the execeding pressure which Is generated at the starting in the very cold weather Fig. 2-11 Pressure control valve 2-D-1, Checking Pressure Contro! Valve Remove the cap of the pressure: control valve from the front. cover, Examine the spring and the plunger for vorresion or any damage. If (1 is serere, replace ‘with new ones Measure the fie length, set length and set pressure Replace with new spring WF these are tit In the speci fications 2-. OIL COOLER The rotor ts cooled by. the fubetcating oil, and the ail cooler Is employed 10 cool the oil The oll cooler 48 of the corrugated fin type ‘like » water radiaior and i mounted under the radiator HHirough insulation rubber, The oll cooler ts made of aluminum which has outstanding cooling efficiency 2-E-1. Repairing Oil Cooler The inner pressure of the ofl cooler is much higher thin the cooling raihator, so it should be repsired by Rig. 2-12 OU cooter aluminum, welding when dumaged, 2-£. BY-PASS VALVE The by-pass valve 1 installed ot the ol cooler in order 10 prevent drop of oil supply which is caused by the reswtance of the oil cooler in the cold weather and regulate the temperaiure of the oil circulating in the cosine, “The oil is sent directly. to the engine ‘without pussity through the oil cooler when the dif- ference of the il pressure of inlet and outlet pipes {s more than 3.56 kg/cm? (50,7 Ib/in®) at 70°C (18°F) and/or the temperature of the oiLis under 60°C (140°F), ——PeWiton the olf tomparature ie warm =P when the oll Lenperature is cold Fig, 2-14 iy pais valve 2-F-1, Checking By:pass Valve 1. Remove the cap mul and pull oat the by-pass valve 2. Soak the by-pass valve iy hot all of 75°C ~ 8°C (I67°F ~ 176°C). IF the protrusion of pis: fon is more than 3 mmm (0.2 in), the by-pass valve ts normal, (Fig. 2-15)Pia. 2-18 Checking by-pass valve 3. Check the spring and the valve for corrosion or any damage. If i is severe, replace with new ones. 2-G. PRESSURE REGULATOR ‘The pressure regulator is provided on the rear hous ing When the engine revolution becomes high end excessive oll pressure develops. in the system, the pressure tegulator opens to relieve the pressure and to send the excess oil 10 the oil pan. Thus, the oit pressure is maintained within the maximum pressace of $ ka/om? (71.1 Ib/int), Fig. 2-16 Pressure roqulaior 1. Lock ut 4. Spring 2 Regulator body 5. Plug 3. Phimger 2-G-1. Checking Pressure Regulator Remove the cap or regulaior assembly from the rear housing. Check the spring and the plunger for corrosion or any damage. I it is severe, replace with new ones. Measure the free length, set’ length and set pressure. Replace with new. spring. if these are not in. specifi- cations 2-G-2. Checking Oil Pressure ‘To check the oil pressure, proceed as follows 1. Warm up the engine to. the normal operating tem- perature and remove the oi pressure switch and install san oll pressute gauge (49 0787 280) in its place. 2:5 Fig. 2-17 Checking oll pressure 2. Run the engine at 3,000rpm and take a reading Of the gauge. if the reading of the gauge ts 6.0 kg/ fom? (71.1 Ib/in?), the oil pressure is 3, Run the engine at idling speed and take s reading fof the gauge. If the reading of the gauge 1s 2.5. kg/m? (95.6 Iblin#), the idling. pressure i normal. If the of pressure is extremely tow. check the fol- fowing points : Ensure that the oil level (@ between the “F” and matks of the dipstick giuge. 2. Cheek the oil pump, as described in Par. 2=B-2, 3. Check the pressure regulator for wear on the plunger and fatigue on the spring. The free fength of the spring 's 46.4 mm (1.827 in). 2-H. OIL PRESSURE SWITCH ‘The oil pressure switch fitted to the rear housing is connected by the wiring to the oil pressure warning lamp. The sife minimum pressure 1s 0.3 ka/om? (8.3 fine) at idle. If the oi! pressure drops below 0.3 kg/cm? (4.3 Ibjin?) the warning lamp lights up to indicate a trouble in the lubricating system. There: fore, when the warning lamp goes on, the oil pressure should be checked immediately. Fig. 2-18 Ol presse switch 241, OIL FILTER, The oil fier ix of a cartridge type. The elemeni of the filter js sealed in the container as a unit. ‘The oil filler 6 provided with a relief valve, If the2 cil filter is clogged by impurities io the oll and the filtering resistance resches 1.0 ka/em? (14.2 bf) the oil can not pass through the element. In this case, the oil pushes the relief valve open and_unfil tered oil is supplied to the engine The il Glter should be replaced every 12,000 km (8,000 mies). 2-4-4, Replacing OW Fitter 1. Remove the oil fitter cartridge with « suitable oil filter wrench Fig. 2-19 Removing olf filter 2. Apply oll onto the rubber gasket on the new filter cartridge. 3. Place the cartridge om the cover and serew it just touches the cover. 4. Tighten the cartridge further 2/3 1um but absolute ly. na sore, Do not use the oil filter wrench 5: Start the engine and check to see that the vil is not leaking from the joints. Top up with oil if necessary nun 2-J. METERING OIL PUMP The oil enters the metering oil pump from the iubt cating oil passage inthe front cover and the oil which is measured and discharged fom the metering cil pump entets the carburetor through a hose. The cil entering the carburetor is discharged from a por- tion of venturt 10 the working chamber to lubricate Fig. 2-20 Motering oll pump the gas seals. The plunger type metering oil pump is provided to sind the proper amount of oil to the carburetor and is driven by the distributor drive gear 2-J-1. Checking Metering Oil Pump As sufficient. consideration is being given on the pe formance snd durability of the metering oll pimp in its. production process, generally there is no need ‘of adjustment, But s¢ previously mentioned, the metering oil pump fs the heart of the operition of the gus seals and Insufficient amount. of ol! discharge could eause trou- bles such as drop in engine power and development of noise, because of insullicient lubrication, while excessive amount of vil discharge could cause problems 6 white smoke. Therefore, the amount of ‘oll discharge should always be within the proper range. In case the engine tends to show any of the shove troubles, the amount of oll discharge should be checked proceeding as follows 1, Disconnect the connecting od by removing the cotter pin. 2 Disconnect the 2 metering oil hoses from the carburetor 3. Install the tachodvell tester and set the engine 2 constant speed of 2,000 rpm. Wait until the oil discharge fiom the end of the metering oil hoses becomes steady and, when it is steady receive the ‘il i the measuring cylinder and start measuring she time simultaneously 4. Stop the engine after 6 minutes and check the amount of oil discharge. If it ts within the proper range shown below, the discharge is satisfactory Otherwise, adjust the oil metering pump 2.2.6 /6 mun, (2,000 rpm Note As lubricating oil is not being supplied to the: gas seals while the messurements. are being waken, a proper amount of clean engine oil should be added Into the carburetor of the engine should be run on mixed gisoline into which oll has been mixed ut the ratio of 100}2 2-2, Adjusting Metering Oil Pump If the amount of oll discharge measureu by the procedure shown in the previous parograph Is not proper it would be adjusted by the adjusting screw. Figs 2-22 Aiding crow of metering, ot) ump The amount of oil discharge Increases when the adjust ing screw is tigitened, and decreases wher) loosened. As the amount of cil discharge changes by 0.2 ~ 0.3 e/6 min/2,000 1pm per rotation of the scwew, adjust the screw ‘afler calculating the number of rotations necessary to obtain the proper adjustment Also. check to ensure that the lock nut of the adjust ing. screw will lock without fail and be sure not to bend the lever when adjusting. After adjustment has been completed, measure the amount of oil discharge again and make sure that itis within the proper tm fn case the metering oil pump cannoi be adjusted, it should be replaced as 9 damaged parts or a pump assembly, Connecting rod setting Set the clearance of connecting rod stopper pin and metering oil pump lever to 0 ~ 1.0 mm (0 ~ 0.04 in) by using suitable washer Fig. 2-23 Conmeting 10d setting 2-4-3. Disassembling Metering Oi Pump 1, Remove the eonttel lever, retin =pe by loosening the nut 2. Remove the front plate carefully as i is the spring and cap foaded, and remove the ‘sub plunger, plunger: spring und. oil seal ring 3, Remove the roar plate and oil seal ving 4. Push in the plunger slightly from the rear plate side by using a small screw driver and pull. the control pin-out from the pump body. 5, Pall the driving worm with the worm bearing out from the pump body by using « per and remove the thrust pl 6, Pushy oul the plunger and differential plunger from teat aide to Front side 2-4-4. Asiembling Metering Oil Pump Wash all the parts in clean kerosene before reassem bling them. As the pump has a highly. delicate mechanism, the greatest possible care should be taken in. reassembling the pump not to admit any foreign matter in il and not to eause any small 1. Apply the clean il in the cylinder. Slide. the plunger Into the body from front side of the body and then slide the differential plunger Into the body Until the gear of the plunger reaches the position of the bole for the driving worm. P= Fig. 2-24 Assembling plunge Note : fake sive that the slot of the differe matches the key of the plunger jal plunger 2. Carefully insert the thrust plate, driving worm: and worm bearing. g-. Fig, 2-25 Assembling drive wormFig. 2-26 Meterng olf pump ‘camponeat Worm bearing Diving worm Plunger ear plate Conteol pin Conteot lever Body Differentiat phangsr Sub plunger 0. Front plate 6, Insert the plunger spring and sub front side of the body Ga ~ a Fig. 2-27 Lnerting contr. pi ig, 2-29 Inerting sub phungsr from the 4, Place the oil seal ring on the groove. 7. Place the oil seal ring on the groove and fir the S. Fit the sear plate on the body making sire the front plate stopper for the control pin ftcing the contra! fever 8, Install. the spring, control lever and connectors. Hig. 2-28 Fitting rar plate Fig. 2-30 Inctaling contiol lever2: 2-K, CHECK VALVE ‘The check valve operates (0 prevent oil from flowing back into the metering oil pump. Confirm the tapered shoulder of the check valve before installing it 0 that the direction of the chick valve will not be mistaken for upside down. It should face to the metering off pump. Fh. 2-31 Dimction of chotk valve 2-1, O1L PAN 2-1-1. Oi Pan Removal I. Raise the vehicle and support with stands, 2. Drain the engine lubricant 3. Remove the bolis attaching the engine under cover, and remove the engine under cover, 4. Remove the bolts attaching the oil pan, and re ‘move the oll pan and gasket. 2-L-2. Oit Pan Inspection Scrape off any dist or metal particles from the inside of the oil pan, Wash the oll pan in a solvent and diy it with compressed air. Check the oil pan for any cracks and damaged drain plug threads. Inspect for damage (uneven surface) at the bolt holes caused by overtorqueing the bolts. Straighten surfaces as requiced. Repair any damage, ‘or replace the oil pan if repairs can not be made satisfactorily. SPECIAL TOOL 49 0187 280 Ol pressute gaugeCOOLING SYSTEM DESCRIPTION 35, COOLANT CIRCULATION 3-B. FLUSHING OF COOLING SYSTEM 3-€. COOLANT . ens 3-C-1. Checking Coolant Leakige 3-D. RADIATOR ... 3-D-1. Checking Radistor , 3-D-2. Repairing Radiator . 3-D-3.Checking Radiator Sealed Ca 3-D-4.Checking Expansion Tank Cap 3-8. FAN DRIVE a, 3-E-1. Checking Fan Drive 3-9. THERMOSTAT 3-F-1, Removing Thermostat 3-F-2. Inspecting Thermostat... 3-G. WATER PUMP. 3-G- |. Inspecting Water Pump 2. Removing Water Pump... Disassembling Water Pump.. 3-6 3-G-4. Assembling Water Pump... UU WEN EUW w oe SPECIAL TOOL.3 DESCRIPTION The completely sealed cocling system consists of radiator with @ sealed filler cap, an expansion cham- ber (sub-tank) with a pressure cap, centrifugal waler Pump, a thermostat and a fan ‘The radiator and the expansion chamber are connect- ed by hose. When the engine is heated sufficiently, the coolant’ in the radiator flows out and js Jed into the expansion chamber through the hose. The cook ant is then retumed to the radiator by negative pres- sure which builds up in the cooling system when the engine cools down. The coolant should be changed every Iwo years or every. 48,000 km (32,000 mites), 3-A. COOLANT CIRCULATION The water pump is driven by the eccentric shaft pul- ley over a V-belt and discharges the cooling water to the front housing. The water circulates from the front housing through the water passage provided in wach housing and flows to the rear housing. From the rear housing, the water is returned to the front housing. At low engine temperature, the thermostat 4s closed to keep the water from entering the radiator The: water is then jecitculated direeily to the water ppuinp and discharged to exch housing. As the ther: ‘mostat opens when the engine is warmed up, the water flows into the radiator. The cooled water flows from the radiator to the water pump throug the connecting hose and cools the engine by circulation. 3-8, FLUSHING OF COOLING SYSTEM ‘The cooling sysiem should be flushed every two years ‘or 48,000 ken (32,000 miles). The flushing procedures are as follows 1. Open the drain plugs and drain the coolant. 2, Close the drain plugs and supply clean soft water. Fig. 3-2 Radiator dain pine Not If necessary, use leaning solution to foosen rust and scale, by Following the instructions gen by the maker ‘of the cleaning solution Pressure cap Water pump fervansion tank Far] Fadia | Olt cooler Fig. 3-1 Coaling cies Rotor hovsing Car heater V Side housingFig. 3-3 Engine dain plug 3, Rum the engine for about one ho ‘operating temperature 4 Drain the water completely 5. Fill with soft water (deminerilized water) and genuine long life coolant, refecring 10 Par. 3~C, at the normal 3-€. COOLANT ‘The penne long Ife coolant (Parts Nos: O866 77 264, 0880 77 264 ot U884 77 264) Is used in the cooling system. The genuine long life coolant was developed for the luminum engine. Antifreeze solution and anticorro- sive solution are included in this coolant. The table below shows the mixing’ rate of water and gentine long tife coolant. Follow the table when changing the coolant Freezing point 65 60 hos ss Los The mixture ratio of antifreeze solution to. water must be umnder 45 to 55% In the area where the tem perature does not fall to -30°C (-22°F) Avoid to use the rich mixture coolant. 3-C-1, Checking Coolant Leakage Carefully ‘check the various parts for any leakage Of cooling water by using 2 radiator cap tester Refill the coolant full in the adistor and 1/3 ful in the expansion tank Run the engine until it reaches. normal operating temperature, With the engine cunning and tester installed, pump up the system to approximately 0.9 kglem? (13 Ibyin?). Note: Never allow the pressure to build up to more Fig. 3-4 Checking coolant lotkas than 1.1 kglem* (14 Tojin*), If pressure drops rapidly, visually. inspect all external paris for leaks. If’ no external leaks appear and pressure continues to drop, inspect the engine olf to aetermine whether or not coolant is leaking into the rotor housing due to a cracked rotor housing or leaking “O” rings. 3-D, RADIATOR. The radiator is of the corrugated fin type with 4 sealed ler cap, and.an expansion tank is adopted, 3-D-1. Checking Radiator Carefully cheek the midistor for water leakage,. (Refer to Par. 3-C-1.) A clogged radiator badly iafluences the cooling effect and should he cleaned with the compressed air. The radiator used on this model is made of copper Any minor leakage must be completely eliminated by soldering 3-D-3. Checking Radiator Seated Cap The radiator cap is sealed type and pull out the stop Wire in the direction of arrow when this cap removes, Cheek the cap rubber gasket to insure an airtight seal3 3-D-4, Checking Expansion Tank Cap ‘The pressure cup is provided on the expansion chamber, ‘The expansion chamber and the radistor are connected by ho. When the costing water is pressurized, the boiling point rises and this prevents overheating and minimizes the loss of water, When the pressure in the cooling system exceeds 0.9 ke/cin? (13.0 Ib/in?), the cap opens. When the coolant temperature falls, the vacuum release valve open at 0.1 kyle? (1A Ib/in?) 10 prevent vacuum from building up in the cociing system 6 Expansion tank cap To test the expansion tank rubbersgaskel fo insure an air tight seal then ate tach the radiator cap tester. The cap should be capable of retaining pressure 0.9 kg/cm? (13 th/in?), sap, fist wel the cap _ Fig. 3-7 Checking expancion tank exp 3-£. FAN DRIVE As shown in Fig. 3-8, the fan drive is diven with the water pump pulley, and by the work of the silicon, oil in the body, prevents the fan from marking more than @ certuin number of rotations. As may be seen from this structure, the number of fan rotations. will presumably drop if a defect, such as oil loakage, should occur on the fan drive. If an engine has the tendency to overheat, the number of fan rotations should be checked in the following manner 3:3 Scot ioe oe ia) Vs \ “Ssiticon oi pump puley Snowing Fig 3-8 Fan dive 3-E-1, Checking Fan Drive Testeis to be used: Photoelectric revolution counter and tochodwell tester. 1. Apply scotch tape to the positions “on the fan as shown in Fig. 3-8 2. Set the tachodwell tester’ to the engine. ‘Then start the engine and run it at_1,500 rpm, 3. Then tum the photoelectric revolution counter toward the fan and tead the speed of the fan tos tation, The fan speed should be within the standards shown m the. following table Presciibed Revolution ~ Frgine 7 fan 1.500 mm 1406 mpm or more 5,000 mpm 2000 rpm ~ 2.500 spe If the reading is below the standard, replace the fan tive assembly. {f the reading is more than the standard~Make a recheck in the following manner 4. When the reading exceeds the standard, warm up the engine for five minutes at engine speed of more than 3,000 rpm, and. then read the speed of the fan rotation at engine speed of 5,000 rpm. If the speed of the fan rotation is within the standard shown in the above table, the operation of the fan dsive is satisfactory, Note: When the photoelectric: revolution counter is not pre: pared, the revolution of the fan will be also checked by the procedure as. follows: 1, Prepare another car, and set the tachodwell tester and the timing light to the engine. 2. Apply the scotch tape on the fan of the checking ear and iin the engine at 1,500xpm. 3. Start the engine set the timing light to and aim the light to the scotch tape of the fan. Regulate the engine rpm of the car being set the3 tinsing light so at to coincide with the fan speed, and read the engine speed on the tachodwell tester, ‘which i the speed of fan: revolution 4, "Tae fan speed at 5,000 spm of engine, if necesary, can be checked in the same manner as above. Fig. 3-9 Checking fan drive 34f. THERMOSTAT To fegulate the temperature of the cooling water Greulating in the engine, a wax type thermostat is adopted. The thermostat is of a bottom by-pass type, which has outstanding cooling efficiency, and is different from the conventional indine type thermo stat in the undermentioned points. Therefore, it should be handled with particular care To radiator Fig, 3-10 Thermostat ant by-pam hote Fig. 3-11 Thormostat [As shawn in Fig. 3~10, 4 by.pass hole is provided at the bottom of the thermostat, “The by-pass hole on the bottom by-pass type thermostat is. larger than that on the inline type. The bottom by pass type thermostat, therefore, hat the following advantages: when the thermostat is fully closed, a large amount of cooling water circulates, thus preventing any local rise int the cooling water tem- persture, and, when the thermostat is fully opened, the valve of the thermostat closes. the: by-pass hole and. 50 all of the cooling water flows into the radi- ator, making effective use of the radiator. But, if the ‘thermostat is removed, a large amount of cooling water flows through the by-pass hole because the hole is large, ands the amount of cooling water flowing into the radiator decreases to half, causing the cooling water temperature to. rise, ‘Therefore, the thermostat should never be removed anid no other type of thermostat should be used. 2-F-1. Removing Thermostat 1. Dram the: cooling system 2; Remove the bolts attaching the thermostat cover to the water pump and remove the cover. 3. Lift out the thermostat 3-F=2. Inspecting Thermostat To inspect the thermostat, place it in water with thermometer and gradually heat the water Check the temperature when the thermostat starts to open and when it is fully opened, and also, measure the lift height when the thermostat is fully opened. If the ceading shows a large difference from the standard specifications. replace the thermostat. ‘The specifications of the thermostat are shown in the following table Starts t6 open 8250 (180°) Polly opens 95°C 203°F) Lift height Simm (031 ia) Fig. 3-12 Checking thermostat3 346, WATER PUMP The water pump employs a centrifugal impeller. In the pump bouly, the shaft is supported by Iwo bear- ings. The impeller is {ited 10 the wear end of the shaft. The seal assembly prevents water leakage 3-G—1, Inspecting Water Pump Check the water pump for leaks and excessive end play or looseness of the shaft and bearings. IF there (6 evidence of excessive play when the pulley is manually moved up and down, this indicates that the bearings are rough. IF water leaks from the hole located on the body, this is an indication of w defe ovessitating overhaul of the pump and check of the seal and seat surface, Uf defective, replace the seal assembly. 346-2. Removing Water Pump 1. Drain the cooling system. 2. Remove the air cleaner 3. Remove the bolts attaching back of the fan drive and remove the fan drive assembly \s ef - Bhat ~~ : Fig. 9-19 Removing fan ive 4: Loosen the bolts attaching the water pump pulley To the water pump boss if it 1s necessiry to disas- semble the water pump. 5 Remove the air pump and disengage the air pump drive Vsbelt. (if equipped) 6, Remove the alternator and disengage the V-belt 7. Remove the water pump pulley attachiiig bolls and reinove the pulley if necessary 8. Remove the nuts and bolts atteching the water pump. body and remove the pump body. It case the water pump is removed assembly, only four nuts will be removed. 3-G-3. Disassembling Water Pump J. Using the pulley boss support (Part No, 49 0813 143A), press the shaft slowly, and remove the pulley ‘buss and dust seal plave Fig. 315 Kemoving pulley boss 2 Remove. the snap ring retaining the shaft and bear- ing assembly in the pump body Fig 3-16 Removing swap ring 3. Place the front side of the pump body on: the support (Part No. 49 0813 145A) and apply. pressure Fig. 3-17 Removing tmpelier© Fe 218 Water pamp components 1. Pulley bom 2 Dust sal plate 3. Snap ring 4 Heating 5. Sacer 6. Stop ring 1. Shaft 8. Dust seal 9. wale plate 10. Pump body 411, Seal assembly 12. mpelier to the rear end of the shaft to press the shaft and remove the impeller from the shaft. Then press the shaft and bearing assembly out of the pump body. 4. Remove the seal assembly from the pump body: 3. Slide the baffle plate and dust seal plate off the shut 6, Remove the beating stop ring from the shaft 7 Remove the bearings and spacer from the shaft. 346-4. Assombling Water Pump 1. Fit the beating stop ring onto the groove of the shaft 2. Slide the dust seal plate onto the shatt 3. Slide the baffle plate onto. the taper of the shaft. 4, Press fit the bearing onto the shaft with seated side Fg. 319 Averbling impelist rearward 5. Press the shafl and bearing into the pump body. 6. Slide the spacer onto the shaft and fil 1/3 of the space between the Iwo bearings with grease. 7. Press fit the bearing onto the shaft with the seated side forward until the stap ring can be installed. 8. Install the snap ring onto the groove of the purip body t cetoin the shaft und fearing ussembly in position 9. Slide the dust seal plate onto the shalt, and press the pulley boss onto the shaft unti) Its ‘lush with the front end of the shaft 10. Apply lubricent onto the seal assembly and install the seal assembly into the pump body. 11. Press: the impeller onto the shaft with the end of the shaft, Hit is flush, Fig. 3-20 Assebiing pulley SPECIAL TOOL 490813 145A fer pump pulley boss supportFUEL SYSTEM... 4-4. CARBURETOR FUEL SYSTEM aA 4A? AS. +A. AB. 4-A-9, 4-A-10, Inspecting Carbureior AHI dle Adjustment... Fast Idle Adjustment Float Adjustment ‘Automatic Choke System (Sem-auto) ‘Accelerator Pump Fuel Inlet Fitting Sub-Zero Starting Assist Device (USA,, Canada and Arctic spec. models only) ‘Safety Throttle Return System .. Disassembling Carburewor Carburetor Assembly 4-AA.CARBURETOR (OPTION FOR RX-4 US.A. ‘and Canada spec. models arly) ..... 4-AA-L. Automatic Choke System (Fulkauto) 4008 4-8 PUBL PUMP : 4-C, FUEL FILTER 4 4-D. FUEL LINES 4512 448, FUEL TANK ale 4. AIR CLEANER art 4-F-1. Air Cleaner a2 4-F-2. Intake Air Tempemtire Control ‘System4 FUEL SYSTEM The {uel sysiem consists of the carburetor, fuel pump, fuel fitter, fue) tank, fuel lie, accelerator linkage und air cleaner, By the suction of the fuel pump, the Tact flows through the fuel line’ into the fuel filter, The fuel passes. through the filter element from the outside to the inside of the element. During this fuel flow, the filter element cleans out all tho dirt, The fuel pump is producing a constant controlled pressure, and the fuel volume required for engine operations, The fuel supplied by the fuel pump flows passing theough the fuel hove Into the carburetor The carburetor mixes the air and fuel in varying pro: portions for different operating conditions. As the ar passes through the carburetor before entering the engine, fuel is supplied into the eegine through the various circuits of the carburetor The air cleaner operates primerily to remove dust and ‘dit from the air which is drawn into he carburetor and then into the engine 4-A. CARBURETOR MAZDA RX-4 makes use of a two-stage, four-harrel, downdraft carburetor This cartmretor comprises two. sets each of primary barrels and secondary. barrels ‘The primary stage includes an idle system. slow sy tem, accelerator pump system, choke system, und system. In addition, an idle. switch for exhaust emission contecl system is attached to primary throttle shaft, The fluid of sub-zero starting aisist device and the oil from the metering oil pump aie admitted fiom primary stage barrels 10 combs tion chamber The stitude compensstor takes the wit from primary stage barrels and controls the air supply to the intake ‘manifold at tow atmospheris pressure such as high altitudes. driving The secondary stage includes a secondary operating dis phragm system, step system and main metesing system, Choking action 1s accomplished by means of a semi automatic choke as anosan * ® Fig. 41 Carboretor 1. Primary stage 10, Safety return. spring 19. Air adjust serew (for idle adiustmenty 2, Secondary stage JL Throttle return sping 20. To ditibutor vacuum conirol diaphragm 3. Primary alr bene 12 Fast idle connecting rod 21. From metering oil pump 4. Choke salve 13. Fuel howl ght ane 22. Feom sab-ecro stating asst fit tank 5. Secondary ait bent 14. Thott lever 23, Acoslentor pump lever 6, Fuel inlet iting (return side) 15, Choke lever 24. Accelerator pump piston 7. Fuel inet fitting (inlet side) 16, Thromte adust screw (locked) 25. Lead wire of bimetal 8. Himetal spring. housing 17, To altitude compensator 9. Vacuum break diaphragm 18, Idle adjust screw flocked)4-A-1. Idle Adjustment a. Normal adjustment 1. Fully warm up. the engine 2. Make sure that the return of the secondary throttle valve is proper. 3, Adjust the idling speed so that the engine revolu: tion will be in. specifications by manipulating the ait ‘udjust screw. Never meddle with the idle adjust screw and throttle adjust screw. Fig. 4-2 Idle adjustment Now To measure the engine revolution, be sure to wie 2 revolution counter intended for general servicing instead of the tachometer equipped on the vehicle Specifications — Idling Speed ‘Cat with Manual Transnision ar with Automatic Tranamisnon be. Particular adjustment Ile adjust screw and throttle adjust screw are adjust: ed by the manufacturer. These screws should not be adjusted. However, if the Idle adjust screw andjor throttle adjust screw get out of order for some reason, of after overhauling the carburetor, adjust them in the following. procedures ba 1, Adjust throttle opening to specifications ftom fully closed position by. the throttle adjust screw. Lock the screw lock nut firmly after adjustment 2 Start the engine and adjust the idling. speed to the specified value by the air adjust screw. ‘Specifications — Idling fuel adjustment 3. Set the idle CO, HC gay analyzer 4. Adjust the idle CO. gas reading as close to 0.1% 38 posible by the idle adjust screw. The idle HC reading must be less than 200 ppm. 5. Recheck ot readjust thie engine. idle speed and CO, HC readings until they meet thie respective specifications, Now: The gas analyzer should be adopted for checking purpose only, und no adjustment is needed if CO reading (s within 0.1% ~ 2.0% and HC reading is less than 200 ppm. ba. It ts better for the idie adjustment 10 use the fuel flow checker (49 2113 015) than to use: the gas analyzer. The adjustment by the fuel Mow checker should be done as follows. |. Adjust throttle opening: angle to specifications from fully closed position by the throttle adjust screw. Lock the screw tock nui finmly after adjustment 2 Set the fuel flow checker (49 2113 018) a& shown in Fig, 4-3 3. Start the engine and adjust the idling speed ap- Proximately to specifications by the air adjust sorev. 4. Adjurt the idle fuel flow to specifications by the idle adjust screw. 5. Adjust the idle speed to specitications by the air adjust screw. 6. Recheck the idle fuel flow and the idle speed. ‘Yo zits oe A Fig. 4-3 Fuel flow cheek Thuotte opening angle ing feet ow rene ania 6 [Car with Manual Tranmision | 2205 depres | 22~24Wteh (O57 ~O62US gallowyhy | TSsee~82 a/S0ce Car vith Automatic Tranwmivion] 2405 degree | 2.25~245 uteryh (0.59~ 0163 US. gallonyh) | 73 ace ~80 ex/ 80.684 4-0-2. Fast Idle Adjustment 1, With the choke knob or choke fever, fully. pulled out, measure the primary throttle opening angle (A) ‘or the clearance (B) between the primary throttle valve and the wall of the throttle bore whew the eurburetor 4s disassembled. Note; To measure the ange (A), install a protractor 10 the primacy throttle shat centering correctly To measure the clearance (B), sea suitable wire gauge-o dail 2. If the clearance snot within: specifications, adjust the fast idle by bending the connecting rod. @ Ss Fa. 4-4 Fast idle Fig. 4-5 Adjusting fast ite Pulled by choke wire S. Fant ide Link (Bend this rod for adjustment) Choke shaft lover 6, Font le fever Choke lever 7 Throtte fever ‘Specificotions — Fast Idle Adjustiient A-A-3. Float Adjustment 8, Float level adjustment 1. With engine operating, check the fuel levels in the fuel bow! through the sight glasses using 1 suitanle mirror Fig, 4-6 Fuel bow! sight pas 2. IF the fuel levels are not within the specified ‘mark in the sight glasses, remove the ait horn with the floats, Then’ adjust the float level as follows. 3. Invert the air horn on a stand, Lit the float and Jet it down quietly until the float seat lip just touches the needle valve. By keeping this position, take measurement of clearance (H) between the float and the face of air hom gasket, Standard of this clear- ance (H) is 11 mm (0.43 in). ~ Fig. 4-7 Checking float level 4. If the clearance is not within specification, udjust the clearance (H1) by bending the float seat lip (A) shown in Fig: 4-9, 5, Install the air hom and recheck the fuel levels through the sight glasses. b. Float drop adjustment Allow the floal to lower by its own weight, and measute the distance between the bottons of Moat and the face of air hom gasket. The distance should be 52 + 0.5mm (2.05 + 0.02 in). (Fig, 4-8) Throdle valve opsniag angle (AY ‘Chentance betwen vote valve and boreiB) 160~ 170 depions 16.0~ 19.0 degsoes 1221.57 am (0.0880 ~ 00618 in) [021.33 mm (0.0598 ~0.0824 in) |Fig. 48 Checking float drop If the distance is not with specifications adjust by bending the float stopper (B) shown in Fig 4—9 Fig 4-9 Adjusting ‘oat AA. Fleat seat lip B, Float stopper tit 4-A-4. Automatic Choke System (Semiouto) The carbutetor for this model is equipped with a semi-automatic choke system. The semiautomatic choke control is accurately ad justed when originally assembled. Under normal service ‘operttions, itis recommended not 10 change the setting or to disassemble the components for servicing However, if the setting has heen distusbed, adjust it in the following. procedures. The bimetal spring should be adjusted before engine starting, In the case of adjustment that 1s mode after the engine warmed-up, it can not obtain a correct adjustment because the ambient temperature is dif ferent from the atmospheric temperature. 4. Vocuum break: diaphragm adiustment Push the diaphragm plunger in util sested and check the stroke of It. This stroke should be in the following specifications. cu) sti Fig. 4-11 Automatic choke system4 Specifications — Diaphnagm stroke Manual vanwnisaon | LO~ 7.2 wan (0.216 ~ 0283 mp ‘Automatic tansmisston | $.9~ C1 vm (0.232 ~ 0-240 in) b. Bimetal spring adjustment 1- Fully pull out the choke knob or choke lever and keep its position by wire 2. Push the vacuum break diaphragm plunger in fully and keep its position by wite as shown in Fig. 4—12 Fig. 4-12 Bimetal spring adjustment 3. Check the choke valve opening angle 4. 1F the setting has been out of order, adjust the choke opening angle following Fig. 4—13, i Pr i ast ? r : a ao o4 & & @ iti temperate 10 CFD Fig, 413 Choke valve opening angle ©. Automatic choke return system The automatic choke ceturn system is adopted on this ‘model in oeder to prevent the choke knob from falling to be returned. This system, as shown in Fig. 4-11, consists of the choke wire attahced with an electtomagnet and the water temperature detection switch. When the water emperaiure of engine is low, the choke knob can be held at an optional position because the water fempe- ature switch 1s ‘ON" On the other hand, when the engine is. warmed up, the detection switch becomes “OFF", and the electromagnet loses its force. Then, the choke knob is retumed by the choke return spring. 4-A-B. Accelerator Pump 1. Normal checking 1. Remove the ir cleaner 2. Check the pump for discharge by moving the pri- ‘mary: throttle valve, 3. Check the pump for nozzle’s cloggiig. When the pump nozzle is clogged, remove the nozzle and clean up the nozzle b. Checking amount of accelerator pump discharge Checking of accelerator pump discharge amount is as follows 1) Place the vehicle on a level ground. 2. Set the butette at the fuel inlet of the carburetor and fi ib with, fel 3. Fully openste the throvtle valve about five times and confirm the fuel discharged from the accelerating pump jet 4, Set the uel level in the burette at 300mm (11% in) above the fuel inlet, as shown in Fig, 414. Fig. 4-14 Checking fuel discharge 5, Fully operate the throttle valve ten times accord: w to the cycle as shown in Fig. 4-18 by means of the throttle lever ot acceler. ator pedal and ‘check the amount ‘of discharge by pan reading the de- Achebe crease of fuel it \ WwW the burette AN Fig. 415 Test patter 6.1 the discharged amount 1s not wathin specifications, check the accelerating pump piston and ete. ‘Specifications — Standard amoun} of fuel discharged out of accelerating pump Standand Mevarement OW ce 158/sttoke 68 ~92 ce/10 strokes 0g we 1SR/Moke 0.5 ~ 9 2ce/10 HOKE4-A-6. Fuel Inlet Fitting ‘The carburetor snlet fitting Is provided with » fuel return device to provent percolation. Whenever the key switch is on. a small amount of fuel which Ix Jed to the carburetor, returns to the fuel tank through the otifice of fuel retum pipe. Check the otifice for dog. When it i clogged, re- move the fuel inlet fitting and clean it by compressed Fig. 416 Fue inlet fitting 4-A-7. Sub-Zero Starting Assist Device (US.A, Canada and Arctic spec. models only) This is the device for increasing the starting ability of the engine in extreme cold. When the jgnition key is turned to the position of “start” under the citcum- stances where the temperature is below —18°C (0°F), 4 certain amount of starting assist fluid is supplied into the carburetor by a pump installed for supplying the starting assist Mui. heck whether the device is operating normally or not by the following procedure BS ey Fig 4-17 Starting assht fluid tank 1. Make sure that there is sufficient starting. assist fluid in the tank. Replenish if necessary, 2, Disconnect the hose on the side of the carburetor. 3. Disconnect the fead line of (S) terminal connected to the starter magnetic switch, ‘This is to prevent the engine from revolving when the ignition key is turned to “start” 4, Disconnect the connector f the lead line of the thermownit and connect the body with the eaith, 5. Turn tho ignition key to the position of “start” and make sure that the starting assitt fluid sprouts Our from the tip of hose for about S seconds 8. Make sure that the check valve fitted on the cat> bburetor is in proper working condition by blowing through it with your mouth 7, Reinstall the rubber hose and wires, which have been Femoved for the check-up 10, their proper positions. Note : 8. Check the level of the starting assist fluid at suit. able Internals: and replenish as required so that it wil not run. short, b. The mixture proportion of starting assis! fluid should be 90% of anti-freeze solution for Aluminum engine plus 10% of water Measuring tok ting assist stent Tien sini4 4-A-B. Safety Throttle Return System ‘The safety throttle return system is adopted In order to prevent any possible danger from occurring when the accelerator return spring should become broken during operation and at that instant the sccelerator should get out of control Under normal conditions, only spring @) operates a retum spring by pulling throttle lever @ which is Soonseled \te the ‘sccblerator wine: Link @) Hi fixed by cod © (whose upper end is fixed by counter OD) and does not have any connection with the movement of link @. In case spring @ should become broken, the upper end of cod Q slips off of counter D by spring @ and throttle lever @ is pushed by the movement of link @) instantaneously. ‘Compression spring @ works as an accelerator return spring with the same force at when spring @ is in ‘operation. Consequently even if spring @ should become broken during operation, no adverse effects ‘will occur in the operation of the accelerator control, ‘Checking : 1. Check that the throttle valve. opens compettely with the safety retum sysiem im set position 2, Tum the counter @ by hand anticlockwise and make sure that the upper end of rod @) slips off of counter (J) instantaneously, Fig, 4-19 Safety throttle return yystern A, Thwottle return spring B, Safety return spring 4. Counter 2. Safety retuen spring tod 3. Link 4. Throttle lever Fie. $20 Safety twoide return system4-A~9. Disassembling Carburetor &. Removing bimetal spring houlsng esembly 1, Disconnect the vacuum sensing: tube @, led to the vacuum breat_diaptiragm. 2 Remove the screws. (3) (don’t remove the screw @ attaching the bimetal spring housing @ with diaphragm bracket @) to the carburetor and remove the housing assembly @, b. Removing throttle return springs |. Dislocate the safety return spring © by turning the counter lever @ anticlockwise and remove the spring © from the spring stopper brecket @. 2. Remove the throttle return spring @ deliberately so as not to get hurt 3. Remove. dhe: epling -stopper beacket, and spring counter lever bracket (@ by removing the screws © Removing air horn 1. Ditconnect the fast jdle connecting rod by removing the cotter pin "Remove the accelerating pump con- necting tod (1 by removing the cotter pin 3, Remove the bolt (@ attaching the ialet fitting ( by box wrench or offset wrench (don’t se a spanner — open end wrench), and tenove te fiting (and. fier Remove the connector if necessary, 4. Remove the screws (and the center bolt attaching the air horn QD) to. the body @2) and remove the ait hom being careMul not to break the gasket, Fig. 4-21 Fig. 224d, Removing carburetor body 1. Remove the spring, retainer plate and check ball from x accelerator pump cylinder € of tne body 2D 2. Remove the idle switch & compe oe and spring 3 ee the connecting rod @) of the secondary operating. diaphragm 63) by removing the cotter pin ©) and remove the diaphragm ty removing the screws SP hemo: stows uate ing the throttle body ee) 10 the carburetor body GQ and pene te Noy Fig. 4-28 Fig. 4-26, . Disassembling air horn I Remove the float retaining pin GD, oar G2) and needle valve! 2. Remove the accelerator pump lever G4) by removing the serow G3) and pull out the pump pston 3. Remove the starting asist fd inte fting GD. 4, Remove the slow air bleeds4, Disassembling carburetor body - Remove the accelerator injection ‘nozile @_from the body and remove the weight and ball. 2. Write down the numbers and positions of all jets W remove the all jets from the surface of the body Remove the main jets 2) GB. by removing the plugs @9) from the body. 4, Remove the air adjust screws 60), 9, Throttle chamber T. Remove the idle adjust screw), Fig. 4-28 Throttle chamber 4-A-10, Inspecting Carburetor | Wash all parts in clean gasoline and di compressed air. All passages of the carburet be blown very carefully Never use 9 wire for cleaning the jets 2. Inspect the air horn, body and body flange for cracks. nicks or burrs on their respective gasket surfaces 3, Inspect the oat for deformation. damaged tab and worn retaining pin. bore 4. Check the float needle valve for wear and for proper seating 5. Inspect the fitee for rust and damage with must Fig. 4-27 Primary venir Prinary slow jet Primary main air bled Secondaty- matin air bleed Secondary venturi Secondary slow Jet (Step Jed) ind air bleed Pug Primary main jou Secondary main jet agpess Bas 6. Check the choke valve for proper choking, smooth movement and excessive play of choke shalt 7. Check all jets and air bleeds for clog, damaged threads, damaged head slots and damaged holes, 8. Check the primaty and:secondary throttle vulves if these close fiumly oF not, check them for smooth movement and excessive play of the shalts 9 Check the disphragm of vacuum control unit for damage, Check the: spring for weakness. 4-A-M1, Carburetor Asembly To assemble, follow the disassembly procedures im the reverse Order with the fellowing cautions. 1, Discard the old gaskets and use new ones 2 Confirm that all parts are in good condition and lean. 3. Both the primary sand sezondary systems have their Tespective parts which are of a shape. Therefore, when installing, care should be taken s0 as not (6 mistake one for the other. 4, When installing the bimetal spring housing: to the carburetor, fit the choke shaft lever to the bimetl spring end accurately by means of closing the choke valve anid pulling the vacuum break diaphragm shaft Fig. 4-29 Installing bimetl ting housing4 4-AA. CARBURETOR [OPTION FOR RX-4 USA. ‘and Canada spec. models only) 4-AA-1. Automatic Choke System (Full-auto) In the full automatic choke system, the operation of the choke wire which is essential in the usual semi- automatic system hat been eliminated. The system provides 2 full automatic choke,. which contrals the ‘opening and closing of the choke valre by the opera- tion of the thermopellet through which the cooling water of the engine runs. Outline of the Operation When the engine is cold, the thermopellet is im the contrasted condition. By the function of return spring , the choke valve is closed. As the temperature of water rises, the thermopellet begins to expand, thus pushing the choke valve in the direction of “open” theough the medium of links @, ©, cam. shaft ®. link @, rod (1), and link (3, In the state where the engine is warmed up, the thermopelict remains in the expanded condition, and the choke valve is. continuously pusted in the direc- tion of “open. When the temperature of the cool- ing water berins to drop after the engine ik stopped, the thermopellet begins 9 contract and the choke valve | closed again by the function of return spring Tirther, while the engine is col, the thermopellet {is in the contracted condition and by the fusetion ‘of return sping (24, 10d 3) is pulled up. Through links @ and QO, the throule valve is opened to the degree of “ast idle!” Once the engine is started, the choke valve and the throttle valve are compensated to the opening degree suitable for the warm-up. Then, ‘under the negative pressure of the inlet manifold, the diapheagn is pulled. Thus, the throttle valve is compulsorily moved it) the direction of “close” through link QQ; and the choke vaive, in the direction of “open” through tod (and link ‘At the same time diaphragm (5) is also drawn, and through bimetal shaft (19, the tensile force of bimetal spring 1s weakened, which facilitates the opening of the joke valve Fig. 4-30 Full automatic choke system a4 4-8, FUEL PUMP To determine that the {uel pump is in satisfactory ‘operating condition, teste for both fuel pump pressuce ‘and fuel pump capacity (volume) should be performed ‘he tesis are performed with the: pump instilled om the car. 1. Prossure tost 1. {tis required that measurement should be performed while the engine is in cold condition, and make sure that there is no fire around, 2. Remove the aircleaner assembly, Disconnect the fuel inlet hose at the carburetor. Use care to prevent combustion due’ to fuel spillage. 3. Connect the pressure gauge to te fuel inlet hose, Note: It is recommended to place the pressure gauge outside the engine compartment using a hose of adequate length, In this ease, place the gauge almost at the height of carburetor 4. Turn the ignition switety on and note the pressure reading. AF the reading is not within the specifications mentioned below, the pump is damaged and should be repaired or replaced. Tf the pump pressure is within the specifications, perform the test for volume rir Fig. 4-31 Testing fuel pump b. Volume test Tutn the ignition switch ion, open the hote restrictoe and expel the fuel into the container, while observ ing the expelling amount for one minute, Close the restrictor and read the amount. + Specification — Fuel pump. 0.25. ~ 0.35 kgiem? el eee GSS ~4.98 1/0?) Move than 1,150 o:/ein Feeding capacity (1.22 US, quact/min) If the pump volume is below specifications, repeat the test using an suxiliary fuel supply and 3 new fuel filter. I the pump volume meets specifications while usiig. the auailiary fuel supply, check for a festriction in the fuel supply from the tank and for the tank not venting properly 4-C. FUEL FILTER ‘The fuel flier is of a camtidge type. The element of the filter is sealed cartridge and should be te plazed following the maintenartce schedule. Fig, 432 fuel Filter 4-D. FUEL LINES Inspect the fuel lines for Jeaks and tighten the fuel line connections to prevent leakage, It is important that the fuel system should be Kept clean and free from water. In an exeessive amount of dirt or water is found, drain the fuel from the tank and blow out the fuel lines with compressed ai 4-£. FUEL TANK Inspect the fuel tank for cracks and corosion. If any defect is present, repair or replace as neces: Note : Before repairing, clean the fuel tank thoroughly with steam and sufficiently to remove all explosive gas, 4—F. AIR CLEANER 4-F-1, Air Cleaner Element The ait cleaner is of a paper filter type, The element should be serviced following the maintenance schedule. To clean, blow the element with compressed air at low pressure 4:124 4-F-2, Intake Air Temperature Control System Intake ‘it temperature control system consisting of a control valve and a bimetal is located within the air leaner and senses the engine room-temperature for a stabilized intake air temperature. a Ae coat valve evel Fin: 4233 Air control vale mS > BS ele (ep) ‘Opera tess ® «aS Aten temperature (°C) Fig. 438 Valve opening angle The intake of fresh air and hot air ts automatically contralied over by means of the bimetal and control valve installed in the air cleaner inlet side The control valve closes the fresh side air completely below 75 t 6'C (45.5 + 10.4°F) of the ambient temperature and only hot air is Jed into the engine though the ait cleaner element. The hot air is completely closed sbove 45.5 + 7°C (1135 + 126°F) and all the fresh air is sucked into the engine a. Removing air control valve 1, Remove the clip and bush {rom the bimetal side shaft 2 Pull out the shaft from the air cleaner body. 3. Remove the bimetsl by removing the set screw. Fig. A-36 Removing air contro! valve bb. Installing sir control valve To install, follow the removal proceduies in the reverse order with following caution Assembling the shaft to the bitmetal, allgn the sit of the shaft to the bimetal endELECTRICAL SYSTEM SoA. SF 3-6 S+H. SPECIAL TOOLS .. IGNITION COIL... SB, SPARK PLUG (ENGINE) BATTERY 5-A-1, Checking Batiery S-A-2, Charging Battery IGNITION SYSTEM DISTRIBUTOR . C-1, Adjusting 5-2. adhuting. igition thalng 5-€-3, Removing Distributor 5-C-4. Testing Distributor 5-5. Disussembling Distributor $-€-6, Inspecting Distributor 5-C-7, Assembling Distributor .. 52C-8, Installing Distributor... 5-E-1, Spark Plug Heat Range S-E-2. Removing Spark Mug cn non S-E-3, Checking Spark Plug SE, Installing Spark Plug... ALTERNATOR — S-F-A. Precautions, of SetVc€ arene 5-F-2 Checking Charging System on Cat. 5-R-3. Disassembling Alternator .. S-F-4. Inspecting Alternator 5-F-S. Asembling Altemator REGULATOR 5-G-1. Checking Constant Voltage Relay. S-G-2. Checking Pilot Lamp Relay . 5~G-3, Adjusting Regulator... STARTING MOTOR 2 S-H-I. Checking Starting Cir 12 H-2. Testing Starting Motor 12 S-H-3. Disassembling Starting Motor .... 2 5-H-4, Inspecting Starting Motor 13 S-HLS. Magnetic Switch Test... M4 5-H-6, Asembling Staring Motor5 5S-A. BATTERY 5-A-+1. Checking Battery As the battery has an important influence on starta: bility, ignition and lighting. check the following points periodically and always keep the battery in) perfect condition. Fin. 51 Checking specific gravity 1. Check the electrolyte level in each cell of the bat- tery, and add distilled water lo maintain the solution 10 ~ 20 mm (0.4 ~ 08 in} above the plates Do not overfill. 2. Qheck the specific gravity of the electrolyte with a hyérometer, as shown in Fig. S=1. If the reading is 1.28 or more, it indicates thot the battery is fully charged. If the reading is below 1.22, the battery requites recharging. 53. Check the tightness of the terminals to ensure good electrical connections. Clean the terminals and coat the terminals with grease. 4, Inspect for corroded or frayed battery cables, 5-A-2. Charging Battery & Constant current charge 1. If the exterior of the battery is dirty with sulphus fic acid or dust and dirt, wash these off with clean water and dry thoroughly’ before charging the battery. 2. Cheek the electrolyte level and add distilled water if necessary, Note: If addition of distiled water is neglected, the plates and separators will become exposed 10 air, causing & sulphation to. occur on the plates Do not add dilute sulphuric acid unless the electrolyte has overflown oF led out. 3. Connect the battery to the charger ensuring that the polarities are correct ut Distributor Ignition exit relay if ~ Distributor cap = eo LE q ntion switch ‘Startine moter Fig. 5-2 Ignition system5 4. To charge, apply an electric current of approxi mately SA until the specific gravity of the electrolyte reaches 1.27 ~ 1.29. b Fast charge Aso fast charge causes both the temperature and the level of the electrolyte to rise suddenly, it does not have w favorable effect om the battery. Therefore, this should not be performed unless in the case of an emergency. ‘When a fast charge is being applied with the battery Mounted on the vehicle, ensure that the cables are removed from the batiery terminals before the charge 1s applied, If this. is neglected, it could cause a damage 10 the diodes on the alternator, ‘The battery should be kept by the use of cooling ‘water to prevent the temperature of the electrolyte from exceeding 55°C (131°F), otherwise the charging should be discontinued temporarily when the temper- ature rises above this point, 5-8. IGNITION SYSTEM te the rotary engine, two spark plugs are provided in the working chamber, one above the minor axis (called the trailing side) and the other below the minor axis, (called leading side) of the epitrochoid surface, -s0 3 to enable the engine to obtain the optimum combus- tion efficiency under any operating condition. The primary wires from the individual breaker poinis for trailing and leading plugs ate ted io the two separate coils and the secondary wires also are sepa rately Ted via the distributor to the trailing and leading Ih the distributor, the vacuum sdtvanée works on the trailing side and the centrifugl advance works on both the tailing and leading sides, and the interval of the initial ignition timing between trailing and leading can be adjusted. The coil with external resistor is used. The ignition coil relay is equipped. to short-circuit the external resistor in starting (when the starter is running) so a8 to increase the secondary voltage and Linprove the startabiity, Short-citcuiting of resistor by the ignition coil relay ls made on the trailing sido only and that on the leading side by the ignition switch. The ignition coll relay has another contact point which serves to energize the ignition cireuit for the fuel pump, etc. Fa. £8 Disiibution of ignition5 5+. DISTRIBUTOR ‘The distributor for this model had two breaker points, one for leading spark plugs and the othet for trailing spark plugs. The distsibutor consist: of distributing mechanism, contact breaker mechanism, and ignition timing. ad vance control of centrifugal and vacuum. 5-C-1. Adjusting Point Gap ‘A scope, a dwell. meter, or a feeler gauge can be used to ‘check the gap of new breaker points, A Scope ot a dwell meter should be used to check the gap of used breaker points. Due to the roughness of used points, it is not advisuble to use a feeler gauge to check the gap. To check and adjust the breaker points with a feeler gauge: 1. Check the breaker points alignment. If necessary. bend the stationary point bracket so as to obtain contact in the center of the breaker points 2. Craak and stop the engine when the rubbing block fon the breaker arm just rests on the highest point of the cam. 3, Insert a feeler gauge of 0.45 mm (0.018 in) between the breaker points, loosen the (wo set screws and move the stationary point until the correct gap is obtained 4. Tighten the set screws and recheck the point gap. Fig. 5-4 Adjusting point gap 5-C-2, Adjusting Initial Ignition Timing To check and adjust the timing with a timing light, proceed as follows: + STEP—1+ 1 Connect a tachometer to the engine Note: ‘The tacho-dwell tester can be used in the same method ‘as when measuring the dwell angle on a 4 cylinder, 4 cycle reciprocating engine. 2, Disconnect and plug the vacuum tube on the dis. inibutor 3. Connect a timinig Hight 10 the high tension cord for leading spark plug of the front rotor housing. 4. Stat the engine, and run it at specified idle speed. (See page 4:2) B43 Fig. 55 Checking ignition timing 5. Aim the timing light at the timing indicator pin ‘on the front cover. Fig. 6-6 Timing. marks 6. If the leading timing is not correctly aligned, stop the engine. 7. Loosen the distributor locking nut slightly and rotate the distributor housing with engine running so that the leading timing may align with the indicator pion the front cover 8. Stop the engine and tighten the distibutor locking nut. Recheck th 9. Change com tension cord for trailing spark plug of the front housing. 10, Aim the timing light and check the timing. If the timing is in allowance of specification, the both Initial timings ate satisfactory and checking of timing {s finished, + STEP-2 If the trailing timing ix not In specification, adjust both the trailing and leading timings as fotlows: 11, Adjust’ the trailing timing to specification by rotating the distributor housing, 12. ‘Then, check the leading timing and read the error. 13. Remove the distributor cap and rotor. ‘Tur out beaker base set serews 4 to 2 tums and tun the base as required until comect timing is obtained. Note: Refer to’ graduations on the breaker base to make adjustment easior.*STEP Ls wadine A sath 2 Adiatt te 6 fy bicsher b Adjusl to — a Fig. 5-7 Adjusting. procedure ‘One graduation correspond t0 eccentric shaft angular displacement of 4 degrees, Fig. 5-8 Adhusting ming 14, Recheck the timing; If the timing. mark is not correctly aligned, repeat this performing until the correct timing is obtained. Spocifications — tnitial timing Todos a Telling 15° £4? at idle speed 5-C-3, Removing Distributor 1, Remove the distributor cap and disconnect the vacuum tube from the vacuum advance sunt 2. Disconnect the: coupler of primary wires from the distributor 3. Remore the disttibutor attaching mut. 4. Pull the distributor eit of the front cover Fig. 5-9 Removing distributor 9-G-4, Testing Distiburor & Dwell angle toxt 1. Disconnect and plig the distributor vacuum tube and connect the tester following the instructions of the manitfacturer. Then stari he engine and let It Idle 2. Turn the eylinder selector to the 4 cylinder, 4 evele position 3, Read the dwell angle on the dwell meter and compare the reading to specification. (55 ~ 61" in this case) 4. If the dwell angle is below specification, the broaker point gip 1s too wide. If the dwell angle is above specification, the breaker point gap is (00 close Tée gtrnutor ‘Body Fig, 5-10 Checking dwell angle Dwell angle adjustment If the dwell angle is not within specifications, pro: eed. as Follows: 1. Remove the coil high tension ‘cords from the dis: inibutor and ground them. Remove the distributor cap and place them out of the way 3. Connect Ue remote starter switch (490242 685A) in the circuit 4. Loosen the breaker point attaching screws, S. With the ignition switch on, crank the engine with 2 remote starier switch and adjust the gp to spect fication 6. Release the remote starter switch and tighten the breaker point attsching: screws, 7, Since the adjustment may fave changed when the attaching serew was tightened, crank the engine again $245 with the remote starter switch and check the dwell angle. When the dwell is propedy adjusted, remove the remote starter switch and tester loads. &. Advance test ‘The advance is checked to. determine if the: ignition ‘timing advances in proper relation to engine speed und load, Check the dwell angle. If the angle is not within the specifications, adjust the breaker points Geek the breaker atm spring tension [0.5 ~ 0.65 kg (LL ~ 141b)] and replace the points if the spring teasion is not within specifications. The advance characteristic of the distributor should tbe within the range as shown in Fig- $12 rin ag Tana EAD OF VALUE ie Te seen = Fig. 5-17 Agiance test Contrifuga!_advance s tH —=Distrivuter advanoa (deg) = Disiributer revolution (rpm) Voowun advaroe. So ect ean ee With auipmaii irarsmisaioh ='st nas aE hs" + Sis 310 j Note: ‘The ignition advance tester can be used in the same method as when measuring the ignition advance on the 4 cylinder, 4 stroke reciprocating engine bur the rmumerical value indicated on the scale is twice as much as the actual advance degree of rotary engine. S the indicated value should be divided into two. 5-C-5. Disassembling Distributor 1 Loosen the cap retsining clips and ft off the cap, 2 Remove the rotor. 3, Remove the screws attaching the vacuum control lunit to the distributor housing and remove the clip holding the vacuum diaphragm link. Remove the vac- uum control unit 4. Remove the screws attaching the condensers. 3. Remove the primary wires (rubber block) from the housing. 6 Remove the contact point assemblies from the breaker base by removing the set screws. 7, Remove the screws attaching the breaker base and remove the breaker bise. Fig. 513 Removing breaker base 8 Remove the cam set screw and remove the cim. 9. Remove the retaining pin attaching the distributor eiven gear. Remove the gear and the washer(s) 10. Remove the shaft in upward direction through the top of the distributor housing. 11. Remove the governors by removing the springs and. clips. §-C-6. Inspecting Distributor ‘8. Checking cap Inspect the distributor cap for crack, carbon runners and evidence of arcing, If any of these conditions existi, the cap should be replaced. Clean any cor roded high tension terminals, b. Checking rotor Inspect the rotor for cracks or evidence of excessive burning at the end of the metal strip. If any of these ‘conditions exisis, the rotor should be repiaced: ‘¢ Checking contact points Inspect the points for wear, burning, transferred metal and pitting If they ate sight, the points can becleaned with an olf sione. If they are severe, replace ‘with new ones, , Checking tension of contact arm spring For impection, hook a spring scale on the contact ‘arm and. pull in a straight fine at a right angle to the contact arm. Take a reading when the contact points suit to separate. The reading should be between OS ~ 065k (1 ~ 14 Ib). . Checking condenser Uf the condenser is leaky, 11 will cause a weak spark or burned contact points. Check the capacity of the condenser with condenser tester ‘The capacity ts 0.24~0,30 microfarads. In the absence of a tester, check by substituting « new condenser. 5-C-7. Assembling Distributor Assemble the distibutor in the reverse order of Ui assembling 5-C-8, Installing Distributor 4. Turn the eccentric shafl until the TDC mark on the drive. pulley aligns. with the indicator pin on the front cover. (See Fig. 3-6) 2. Align the tally mark on the, distnbutor housing and driven geat as shown in Pig. 5-14, 3.Ingett the distributor so that the distributor lock Fig. 5-14 Aligning ally mark bolt is located in the center of the slit, and engoge the gears, 4; Rotute the distributor clockwise until the leading somlact point starts (0 separate,.and tighten the dis- tributor attaching nut 5. lnstall the distributor cap and connéet the primary ‘wires coupler. 6, Set the timing with a timing light, then tighten the distributor attaching nut. (Refer to Par. $—-C~2) 7. Connect the vacuum tube to the vacuum advance anit. bv te Fg. 6-15 Distributor components 4, cap 6. Governor 2. Rotor 7. Condemer 3. Leading breaker point 8, Lock plate 4. Clamp 9. Distributor body 3. Vacoum daphragm 10, Distibutor dees gear 1, Shan 12 Oi seat 13, Breaker tase (Leading) 14, Breaker base (Tiling) 1S. Trailing breaker point 16. Cam 12. Cam set actew5 6-D. IGNITION COIL This model is equipped with two ignition coils of which is the oil cooling type. On this type of ignition col oil is sealed within the insulator inside the coil and, therefore, if by any chance an oil leakage should occur, this would cause a drop in the efficiency of the coll, resulting in deteriorating the performance of the engine. Therefore check the ignition coil to ensure that the (erminals ave clean and that thete are no exacks or oil leakages. Also, check the external and primary resistance, ‘Exteel Primary [>| = tate | npsist | tahoe | 13sRhove Trailing | PSE | 16 Q/20% | 146 Qrr0°C 5-£, SPARK PLUG On this engine, 2 spark plugs are provided in each work- ing chamber so 18 to enable the engine (o obtain the ‘optimum combustion efficiency under any operating condition. ‘These spark plug» for this engine are slightly different from for the reciprocating. engines in dimensions and heat values, ‘As you are aware, Real range of the spark plugs should be selected’ by owing of various conditions, otherwise durability of the spark plog, startability of the engine and running performance of the car will be down, Therefore, \t is recommended that heat range of the spirk plugs should be selected in each Vehicle running conditions. All spark plugs must be of the same maker ond mumber or heat range. If spark plugs shown burning white or rapid electrode wear, replace with a cold range wpe spatk plugs, Do not use spark plug whic! Is not specified 5-E-1. Spark Plug Hest Range ‘Two types of spark plug, standard spark plug and cold type spark plug, are avalable and they should be selected according to the weather condition and driving condition, a Standard ‘The standard spark plugs are of the standard specifi- cation and suitable for the vehicle which is not frequently driven at « continuous speed over 150 km/h (95 miles, b. Cold type ‘The cold type spark plugs are of a heat range higher than the standard spark plugs. They should be used in cae the standard spark plugs ate overheated, or for the vehicles which is frequently driven at a continuous speed of over 150 km/h (95 mailes/h), 5.7 5-E-2. Removing Spark Plug 1, Disconnect the wire from ach spark phig by grasping. twisting and then pulling the moulded cap of the wire only, Do not pull on the wire because the wire connection inside the cap may become sepa: rated of the boot may be damaged, 2. Afier loosening each spark plugs one or two turns, clean the area around each. spark plug pott with compressed air, then remove the spark plugs. 5-E-3. Checking Spark Plug 1. Inspect each plug individually for badly worn ele ctrodes, glazed, broken or blistered porcelain, and replace ‘the plug us necessary, 2. Clean the spark plugs throughly using a sand blast cleaner. 3. Inspect each spark plug for make, and heat range. Fig. 5-16 Checking gop Below is the table of recommended spark plugs. They fare all recommended for US.A. and Canada spec. models, and for ECE ase recommended *-marked plugs only, and for Australia marked plugs only. Sundacd | cold wes | Inkl pp ~e7EM | «BREW woe [rok | =aesem — |US-A. Conde ” BTEMV ‘BSENV and ECE spec: URTEMY | BRSEMY —_|06~0.7 mm (oom~ TWHEA [> W2SEA aay Nippon: |+W22EAR |» W2SEAR perso | wazeaG | wastac | Astlin woe W2IEARG) W2SEARG | 0.85~2,95mn wan | were 70083 v 0,037 in) CHAMPION *RNSOR | + RNIBE » 5-£-4, Installing Spare Plug 1. In order to protect the thread portion of the spark plugs, IL Is recommended to apply Moly Paste (0289 77 767 or 0259 77 768) to the threaded portion of the new spark plugs 2. Thread the spark plugs into the rotor housing finger tight until. the gaskets contact the housing. If the plugs cannot be installed with finger pressure, clean the threads with n suitable greased thread chaser. Torque cach plug to specifications. 3. Connect the spark plug wires.5-F. ALTERNATOR 5-F-1, Precautiosn on Service When servicing the charging system, observe the fol towing precaution. If not followed, the resull will be in serious damage of the system, 1. Do ot short across or ground any of the terminals fon the alternator. 2, Never operate the aliernator on with an pee Gireuit (vith the field terminal connected andthe armature terminal disconnected). 3. When installing a battery, always. make sure’ that the negative post of the battery is attached securely to the pround strap 4. Never reverse battery cables, not even for an instant, as reverse polarity current flow will damage the diodes in the alteroutor, 5. When charging the battery with a fast charger, disconnect the positive cable at the battery. §-F_2. Checking Charging System on Cer If the electrical system is not charging properly, cieck all electrical connections and the fan belt tension priot to performing any test of the charging system, then determine whether the trouble is im the altemator for regulator before removing the. alternator Gheck the alternator by using a alternator tester (49 (0370 290), If the checker is mot available, check as follows I. Disconnect the wire from “B” terminal of the allemator and connect the negative lead of the ammeter to the wire und the positive lead to the “B” terminal. 2: Disconnect the alternator coupler led to the regu- itor 3 Start the engine and hold the altemator speed: to 2,000 rpm. 4. Make the short ctreuil_ for @ moment by connect- ing. “B® terminal and “F” terminal of the alter with the suitable wire as shown in. Fig. $—18: S. Mf the meter reading increases remarkably, the rouble is in. the regulator. and: if there: i no change Inv cursent, it is inthe altemator Fig. S17 Alternator components 1 Putey 5. Front bearing 11, Terminal bole 2 Fan 7. Hearing retainer 12. Rectifier 3. Spacer 8 Rotor 13. Grush and holder 4. Slinger 9. Rear bearing 18, Rear hoosing 5. Front housing 10, Sutor 13. CondenserNS ru ingitte Fig. 5-18 Checking charming system 5-F-3. Disassembling Alternstor 1. Remove the radio noise suppression condenser from the rear of the alternator 2. Remove the through bolts 3. Separate the front housing assembly by prying apart With a scrowdriver at the slots of the front housing. 4, Hold the front housing and rotor assembly, clamping the rotor. Fig. 519 Loorening pulley nut S$. Loosen the pulley retaining mut and remove the nut, washer, pulley, fan, spacer and front slinger 6. Remove the front housing with bearing and remove the rear slinger Remove the nut, washers and insulator fro terminal at the rear of the alternator. 8. Remove the screw attaching the rectifier to the rear housing and remove two sciews attaching brush holder and rectifier 9. Carefully remove the stator, rectifier and brush holder assembly from the rear housing. Usg care to keep the brush holder assembly intact during removal from the rear housing 10. Remove the brush holder assembly 11. Unsolder the stator leads from the rectifier 12. If bearing replacement is necessary, remove the rear bearing from the rotor shaft with a puller. To replace the front bearing, remove the bearing fetainer attaching screws, and press the bearing ftom the front housing the 5:9 5-F-4. Inspecting Alternator 2, Checking stator coil heck the stator cail for both open and grounded circuits with @ tester. To check for open, connect the prods to each of the two leads, as shown in Fig. 5-20. If there is ino flow of current, the coil is open circuit and. must be repaired oF replaced. Fig. 5-20 Checking stator cod for open To check for ground, coanect oné prod to the 6 and the other to each lead wire, as shown in Fig 5-21. If 2 ground is present the current will flow and the stator coil must be repaired or replaced. Re Fig. 5-21 Chocking ator coil for ground Fig. 5-22 Checking rotor for openb. Checking rotor To check for open cir. cuit, place both prods of a tester on the slip rings, as shown in Fig 3-22. If the reading 184 to 6 ohms, there is no trouble In the rotor, To check for ground, connect one prod. to the slip ring and other prod to the core, as shown in Fig. S23. If the current flows the rotor must be repaired ‘or replaced, x x Fig. 5-23 Checking rotor for ground & Checking diodes Diodes for ise in the alternator are available in two different types. the positive diode which allows current to flow from the lead wite 10 the case but not fom the case to the lead wire and the negative diode ‘which hos the opposite properties. To check, read the resistance between the lesd wire and case with a tester. Then reverse the tester leads and note the readimg. If both readings are very low for high. the diode is defective A good diode will give one: low reading and one high reading Fig. 5-24 Checking diode Fig. 5-25 Brush holder assembly ¢. Checking brushes and springs ‘The brushes should be replaced when onethird of the original length 18 wom away. This is indicated by a wear limit line on the side surface of each brush. Check the brush spring tension. The tension. should te between 330 and 450 gr (12 and 16.02). Replace the springs if the tension is less than 330 gr (12-02) &F if excessive corosion exists &. Checking bearings There is no need of lubricating as the beating is pre- lubricated. In a long spell of use, when the bearing is worn or damaged, replace it with a new one. 5-F-5. Assembling Alternator Assemble. the alternator in the reverse order of dis assembling, noting the following points. |, When installing the rotor assembly to the rear hous- ing and stator assembly, hold the brushes in postion by inserting a pieve of stiff wire into the hole of the brush through the rear housing 2s shown in Fig. $26. Fig. 5-26 Installing rotar assembly 2: The soldering of the diode leads should be per formed in less than twenty seconds us the excessive hieat may damege the diode. 5:105 5G. REGULATOR The regulator used (or this model is composed of two control units, a constant voltage relay and s pilot lamp. relay, mounted as an sssembly. 5-G—1. Checking Constant Voltage Relay To check, use an almost fully chayged battery and connect 9 voltmeter between the (A) and (E) termi- nals of the tegulator, as shown in Fig. 5-27. ‘Then, hold the alternator revolution to 4,000 rpm (engine revolution 1,800 cpm) and take a reading of the voltmeter, If the reading is from 14 to 1S volts, it I In proper order. If it (5 not within the specifi- ations, the voltage relay must be adjusted, as in- structed im Par, G3. Fig. 5+ 27 Checking constant voltage relay 5—G-2. Checking Pilot Lamp Relay Make 9 circuit, as shown in Fig, 5-28, using a volt- meter and variable resistor, and light up the pilot lamp. Then, slide the knob of the variable: resistor 450 that the voltage gradually increases, Read the voltage between the (N) and (E) terminal when the lamp goes out. IF this voltage is 3,7 to 5.7 volts, I is normal. Next, slide the knob to gradually reduce the voluge and the lamp will light again. If the reading is less T than 3.5 volts st this time, itis proper. 5-G-3. Adjusting Regulstor First, check the air gap, back gap and point gap with ‘4 wire gauge. If they. sre not within the specifica- tions, adjust by bending the stationary contact brack- et After correct gape are obtained, adjust the volt age setting. Bend the upper plate down to dectease the voltage setting, up (o increase the voltage setting In case of the pilot lamp relay, if the voltage when the lamp lights up is adjusted to the specification, the voltage when the lamp goes out may be within the specification, Fig, 6-28 Adjunting repultor ‘he tie Bea Pont Fig. 5-30 Gaps of regulator Specifications Constant voltage relay Fig. 5-28 Checking pilot lamp relay ‘Ain pe 0.7 Li we (078 ~0.083 iy Point wip 0.3.~04 mm (0.012 ~0.016 in) Back gap 07.1.1 mm (0.028-~0.043 in) Pit lamp relay Air ap 0.9~ 12mm (0035 ~0.047 In) Fomt wp 0.7 ~ 1.4 mm (0.028-~ 6.083 in) Back gap 7 1A mm (0.028.~ 0.043 in)5-H. STARTING MOTOR (Under the engine type) 5-H-+1, Checking Starting Circuit When the starting motor fails to operate or does not satisfactorily operate, check the following points before removing the starting motor: 1. Weak battery 2. Cofroded ot loose battery terihinal 3. Loose starting motor terminal 4, Broken or loose wires of the starting circuit 5, Faulty ignition switch 5-H-2, Testing Starting Motor 4 Froe running tast 1, Place the starting motor in a vise equipped with soft jaws and connect a fully-charged 12. valt battery to the starting. motor. 2 Connect an ammeter between the (B) terminal of the starting motor and the battery. 3. Operate the starting motor and take a reading. On |.2KW starting motor, the current draw should be less thas 75 amperes at 4,900 rpm or more. [2.0 KW: less than 100 amperes at 7,800 rpm or more} e_] sie os @) tare v we ° Fig. 5-31 Fie running (ost b. Lock resistance test |. Install the starting motor on a test bench. 2 Test the lick resistance of the starting motor, following the instructions of the test equipment mans: factuee. 3. With applied battery voltage adjusted to $.0 volts, te current flow should be 760 amperes [1.2 KW: 1,100 anperes|_ or less.and the torque should be 1.1 mig (7.95 fet), [1.2KW: 24 mekg (17.3 by) {f the starting motor does not perform to the above test requirements, cepa it referring to the following list \) Starter rotates slowly with large current at free running a) Worn, dirty or defective bearings ') Short circuit of armature ©) Grounded armature and field call 2) Starter does not rotate with a large current, a) Defective field. cirouit ») Defective armature cixeult ©) Burnt commutator 3) Low torque and low current flow. Low free running speed. PAD Breakage of fel clout b) Excessive internal resistance 4) Low torque. High free running speed a) Short circuit of field coil 5-H-2, Disossembling Starting Motor |. Disconnect the field strap from the terminal on the magnetic switch, 2. Remove the magnetic switch attaching serews and remove the magnetic switch, spring and washers from the driving housing. Fig. 5-93 Removing plunger 4 Remove the through bolts and brush holder at- iching screws. Then, remove the rear cover Fig. 5~34 Removing rear cover5 5. Remove the insulator and washers from the rear end of the armature shaft 6. Remove the brush holder. 7, Separate the yoke from the driving housing. Fig. 5-35 Removing yoke assembly $. Remove the rubber packing, springs and spring seal 9. Remove the atmature and over-tunning chitch as: sembly from the driving housing. Fig. 5-38 Removing armature assembly 10. Remove the driving lever. IL. Drive the pinion stop collar toward: the armature, and remow the stop ring. Then, slide the stop collar Fig. 5-37 Remoring pinion stop collar and over-running cluteh off the armature shaft, 12. IF the field coil removal is necessary, temove the pole shoe retaining: screws. Then, remove: the. pole shoes and field coil from the yoke. S-H-4. Inspecting Starting Motor &. Chacking armature Check the armature for both ground and short cir- suit. To check for ground, touch one prod of an ohmmeter to exch segment and the other prod to the core or shaft, ‘An infinite reading should be oblained for each seg- ment. Af the meter reading is not infinite, the arm- ature windings are shorted to the core or shaft and the amature tnust be replaced. Fi. 5-38 Checking armature ‘To check for short circuit, use a growler fester, Place the atmature agninst the core of the tester, and hold a steel strip on the armature. Then, rotate the arma- ture dowly by hand. If the armature coil is shorted, the steel strip will become magnetized and vibrate. Replace the armature if @ short is found. b. Checking commutator If the commutator is dirty, discolored or woro, clean it with emery paper and wash with clean solvent After cleaning, undercut the mica between the see ments to the depth of 0.5 ~ 0.8 mm (0.020~ 0.031 In), as shown in Fig, 5-390,80 wo Rd canes Win Fig. 540 Commutatar jnicd depth Checking field coil To test the Reld. coil for ground with at ohmmeter, place one prod on the yoke or pole core and the othe: prod to the eld terminal. An infinite meter reading should be obtained. If « reading other than infinite is found, replace the field windings Fig. 5-41 Checking feid call for ground 4. Checking brush holder Check the brush holder for ground. Touch one prod of an ohmmetet 10 the insulated brush holder and the other prod to the brush holder frame IF the meter rexding is other than infinite, the brash holder assembly is shosted and must be cepliced Repeat this test for the other insulated brush holder Do nor use this test on the two grounded brush holders. #. Checking brushes and brush springs Cheek the beuthes and replace if they are worn down more than one third of their original length. Other wise, the brush spring tension will be reduced, leading oan increase ip the brush-commutator contact te sistance, This will lower the torque and cause the burnt commutator surface The spring tension is 14. ~ 1.8ke (49 ~ 63 02), IF the tension is too low, replace the springs. 4. Checking bushes Check the clearance between the armature shaft and the bush. If it exceeds 0.2 mm (0.08 in), replace the bush 5-H—5. Magnotic Switch Tost a, Pullin coil test ‘Apply the specified voltage (12V) between the (S) termianl and (M) Fig. 542 Polbin coll west b. Holding coil test Ground the: (M) terminal to the magnetic switch body with a lead and impose the specified voltage (12V) upon the (S) terminal to pull in the plunger, If the plunger remains at the lead from the (M) terminal, there is no (rouble with the holding coil, Fig. 5-83 Holding cel fort Fig 5-44 Return lest5 & Return test — justing washer between the magnetic switeh body and Push in the plunger by hand and apply the specified the driving housing. voltage (12V) between the (M) terminal and the magnetic switch body. If the plunger is not attract ed, there ts no- wouble 5-H-6. Assembling Starting Motor To assemble the starting motor, reverse the proced- lure of Par, 5-H-3, noting the following poins 1. Adjust the armature shaft end play to 0.1~04 mm (0.004~0.015 in) with « thrust washer on the reat end of the shaft 2. When the magnetic switch is engaged, the clear- ance between the pinion and stop collar should be 0.5~2.0 mm (0.02 ~ 0.08 in), This clearance can be adjusted by inserting the ad+ Fo. 5-45 Checking pinion position SPECIAL TOOLS 49 0242 685A Remote starter switch 49.0370 290 Alternator (esterCLUTCH DESCRIPTION, 6-A, CLUTCH PEDAL ADJUSTMENT. &-B. RELEASE FORK ADJUSTMENT 6-C. CLUTCH REMOVAL =D. CLUTCH INSPECTION... 6-D-1. Checking Retease Bearing and Fork... 6-D-2. Checking Pressure Plate and Cover Assembly su 6-D-3. Checking Clutch Dise 6-D-4, Flywheel Inspection 6-D-S. Ring Gear Replacement 6=D-6, Checking Pilot Bearing . 6-D-7. Pilot Bearing Replacement. 6-D-8. Checking Eccentiic Shaft Rear Oil Seal 6-£. CLUTCH INSTALLATION 6-F. CLUTCH MASTER CYLINDER .. = 6-F-1, Removing Cluich Master Cylinder . 6-F2. Disassembling Clutch Master Cylinders 6-F-3. Checking Clutch Master Cylinder 6-F-4, Assembling Clutch Master Cylinder... 6-F-S. Installing Clutch Master OMlinder 6-G, CLUTCH RELEASE CYLINDER . 6-G-1, Removing Clutch Release Cylinder... 6-G-2. Disassembling Clutch Release Oylinder 6-G-3. Checking Clutch Release Olindet 6-G-4. Assombling Clutch Release Cylinder 6-G-S._ tnstalling 6-H. AIR BLEEDING SPECIAL TOOLS...6 DESCRIPTION The clutch is of the single dry disc type, The clutch assembly comists of the clutch disc assembly, clutch ‘cover and pressure plate assembly and clutch release ‘mechanism. ‘The clutch operating mechanism is of the hydraulic type, consisting of a dash mounted master cylinder and 8 clutch release cylinder mounted on the clutch housing. 6A. CLUTCH PEDAL ADJUSTMENT ‘The free travel of the clutch pedal before the push tod contacts with the piston should be 0.6 to 3.0 mm (0.02 to 0.12 i), To adjust the free travel, loosen the fock ut and tum the push rod until the proper adjustment is msde, Tighten the Jock ut after adjustment is completed, Fig. 6-1 Adjusting clutch pedal A: Free play (Clearance betwee piston exp and piston rod) B: Pedal height (Height from toe bourd to pedal) 1 Master cylinder 4 Height adjusting bolt 2 Rod 5. Leck out 3. Lack iat 6. Pedal 6-B. RELEASE FORK ADJUSTMENT If the adjustable type release cylinder is used on the clutch operating mechanism, adjust the fres play as follows: Fig: 62 Adjustable type release cylinder 1 1, Boot 2 4. tock mut 3. Spring wat 9, Release ork 4. Cylinder adjusting nut 5. Spring 10, Washer 66. Piston stesrance HL, Relea 10d adjusting mut 1. Remove the boot from the telease rod 2. Loosen the release rod lock mut and turn the free play adjusting nut until the correct free play is ob- lwined. The free play is 3.0~ 4.0 mm (0.12 ~ 0.16 in). 3. Tighten the lock nut Fig. 63 Adjusting release fork free play Uf the nom-adiustable type release cylinder is used on the clutch operating mechanism, the free play adjust: ment is not necessary. Fig. 6-4 Norvadjustible type release eylindes 1. Cytinder 4 Release rod 2 Piston S. Spring 3. Boot 6. Piston cup 6-C. CLUTCH REMOVAL To remove the clutch from the vehicle, proceed as follows: 1, Remore the transmission, 2. Install the ring gear brake (49 1881 060), 3. Remove the 4 standard holts and 2 ceamer bolts holding the clutch cover assembly to the flywheel and remove the clutch cover assembly and the clutch dise.