Workshop Manual

Type 190
Concise Edition
 Preface

The present complete edition of the Workshop Manual for Model 190 which
was announced in the preliminary edition of June 1957, continues our series
of workshop manuals designed to help you in carrying out repairs properly,
and in determining the causes of trouble.
The arrangement of the various groups has been changed to correspond as far
as possible to the layout of our Spare Parts Lists. With regard to page number-
ing, however, we hove continued the previous system of numbering each
section separately, which facilitates the filing of supplementary sheets.
All individual subjects hove been dealt with comprehensively and in great
detail so that this volume serves not only as a workshop manual for Model190
but also as a basic handbook for a ll our other passenger cars with a chassis
base panel. A second volume will contain supplements on all other models,
describing all features that differ from those of Modell90.
Where the terms left, right, front, or rear occur in the text, they should be inter-
preted as seen in the direction of travel.
An index has been added to facilitote reference to individual sections and
repair procedures.
For the first time, we hove listed ports whkh can be installed later on the
customer's request. Furthermore, a 1ist of all recognized optional extras has
been included, which should make it easier for you to give your customers
satisfactory expert advice.
lt is our intention to continue and extend our practice of publishing changes
in design in additional supplementary sheets, in order to keep the Workshop
Manual as up to date as possible.
These supplementary sheets should be filed in the Manual in the appropriate
section, and the list of supplementary sheets should be brought up to date
with the help of the gummed strips supplied.
We ask yo u to consider it your duty to ensure thatthe Workshop Manual and the
current supplementary sheets are at all times available to the skilled mechanic.s
in your workshops, and that individual sections are dealt with and discussed
in your training program.
Unfortunately, our request that you send us suggestions and hints on changes
you would like made ha~ met with l.ittle or no response. We should like once
again to ask for your cooperation in making this Workshop Manual as useful
and as closely related to practica! needs as possible.

Daimler-Benz Aktiengesellschaft
Export-Service
Stuttgart-Untertuerkheim, December 1957.

V
 Group lndex

Tedmical Speciflcations 00-1 Measuring Runs 00-4

General Ad(uttmentand Asaembly Data 00·2 Lubrication and Maintenonce 00- 5
Canverslon Tables 00-3 Extras 00-6

Engine arid Engine Suspension

Clutcfl

Transmission

Pedals

Control Adiustments

Springs and Shock Absorbers

Front Axle

Rear Axle

Wheels and nres, Adiustment of the Wheels

Propeller Shaft

Brakes

Steering Assembly

Fuel System

Exhaust System

Radiator

Underside Chassis Protection, Trailer Coupling

Engine 15
Electrical System Equipment and lnstruments 54
Body 82

Body

Cleaning, Care and Car Finish 98

Special Tools 100.
 Locotion of Model Plote
E.n gine Number and Chassis Number

~"'"'"ii2'5J

5U6

lacil1erung
~"
t.

~~
- ,,
•1 j
•

•
~B -
•

' '
'

·l
To ensure prompt and corred execution of your orders ond enquiries, please let us hove the follow-
ing details:

l. Complete chassis number

2. Complete engine number
3. Complete body number
4. Mileage covered

VI
 Loca tion of Unit Numbers

In your enquiries and orders referring to specified car units; please quote the unit serial numbers as
well.

Fro.n(Axle Number
on steering knuckle left and right

Steering Gear Number Transmission Number

punched on steering-gear housing punched on transmission case

¡,1¡ -., ~
. ..,,; .. ,,,
.r '
t."'

•
.
•

.
y·

Rear Axle Number

punched on lower part of rear axle housing

VIl
 Technical Specifications
~
General
A. Engine ~

Model M 121 ·8. 1

Operation Four cycle {Gasoline)

Number of cylinders

Bore and stroke (mm) 85 x 83.6

Total effective
pistan displacement (ce.) 1897

Compression ratio 7.5 : 1

Firing order 1-3-4-2

Maximum rpm 6000

Engine performance in metric HP at rpm
according to DIN 75 at 4600
in grHP at rpm according
toSAE 84at4800

Maximum torque in mkg

at rpm, DIN rating 13.9 at 2800

in mkg, SAE roting 14.8 at 2800

Crankshaft bearings 3 compound bearings
Connecting rod bearings Compound bearings
Valve arrangement Overhead
Camshaft location Top
Air cleaoer Pico-Silencer fitter
M<mn & Hummel AP 2154/00
Cartridge C 2154
Oil filter Percolator filter with
Micronic-insert in main flow
Knecht FO 235/5
Oil cooling Oil-water heat exchongers
Cooling system Water circulation through pump,
thermostat with by-pass pipe and fan
Lubrication Force-feed lubrication by means of
gear-type pump

00-1/1
Electrical Equipment at Engine

Distributor Bosch VJU 4 BR 14m K

lngnition adjustment Automatic advance with centrifuga! and

vacuum control,
retarding by hand.through octane
number compensator*) ·

lgnition coil Bosch TKA3

Spark plugs without suppressors Bosch W 175 T 7 "N"

Beru 175/14 lu3
Champion 730

Spark plugs with suppressors Bosch W 175 RT 7 "N"

Beru E 175/14lu3
Champion X 730

Starter Bosch EED 0.8/12 R 30

Generator Bosch U/GEG 160/12 - 2500 R 8

Regulotor Bosch 3-element voltage and current

regulator
RS/UA 160/12/15
•) On loter modeb the octone number compensotor is no longer instolled.

Fuel System and Mixture Control

Fuel feed pump DVG diaphrogm pump PE 10284 e

Fuel pre-filter Fine-screen full flow filter
Carburetor 1 Solex downdraft compound corburetor
32 PAITA
Stoge 1 Stage 2

Air horn "K" 23 25

Main jet "G" 0125 0170

Air correction jet "a " 180 200 e (with mixin$1

tu be)
Mixing tube "s" 44
Mixing tube holder
with polyamide ball valve Res. 5.5
ldle fuel jet 9 50

ldle air jet "u" 1.0(previously 1.5)

Float chomber vent 1.5
Accelerating pump Nr. 841 (neutral)
Pump jet "G" 80
lnjection tube high 0.5 graded
Storter fuel jet "Gs" 110

00-1/2
 Stage 1 Stage 2
Storter oír jet bore in storter slide 3.0

Floot needle volve 2.0

Weight of float (g) 7.3
(Nylon float)

By-pass bores 1.2 and 1.8

(prev¡ously 2 x 1.1 S)
Fuel tpnk capacity (liters) 56

Fuel reserve {liters) approx. 5.5

Fuel reserve indication Red indicator light

Engine Adju$tment Data

Tappet clearance with engine cold (mm)

lnlet 0.10

Exhaust . 0.20

lgnition points with 0.4 mm toppet

clearance for t~st measurements

lnlet opens 12'' BTDC

1n1et el oses

Exhoust opens 51 '-· BBDC

Exhaust closes 15" ATDC

Spork gaps. {mm)

Spark plugs without suppressors · 0.7-0.8

Spark plugs with suppressors 0.9 -1.0

lgnition setting at maximum advance 8 ± 1 BTDC

Contact point gap (mm) 0.4-0.5

ldle rpm 700-750

Fuel leve l (mm) 19-21

·1
1
Amount injected b:y 1
1
1
accelerator pump (cc/stroke) '
1 1.0 -1.2
¡
'

00-1/3
 B. Chassis
Clutch

Pressure plate F. and S. KS 12 K

Disk k 12 ssz
Facing Rusko

Transmission

Gear ratios
1st gear 1 : 4.05
2nd gear .1:2.38
3•d gear 1 :1.53
41h gear 1:1
Reverse gear (not synchronised) 1 :3.92

Front Axle

curb condition normally loaded

Front wheel camber 0 ° to + 1°*) 0° to + 1°*)
Front wheel toe-in - rolled average, 0-2 or o o to oo 20' 0-2 or oo to o o 20'
wheels not forced inward
Front wheel caster 2° 50' to 4° 3° 10' to 4° 10'
King pin inclination in accordance 5° 20' to so40' so20' to so40'
with camber
Track angularity differential with innerwheel
at 20° lock, curb condition approx. -2° 30'
• Should be the so me on both si des as far as possible ¡ odmissible difterence 30". Recommended 'IIOiue + O' 20' to +O' <40' normally loaded

Rear Axle

Rear axle ratio 1 : 4.10

Rear wheel camber
left opprox. + 1° 30'
curb condition
right approx. + 1o 45'
left - 2(130' to -3° 30'
normolly loaded
right - 3o to -4°

Steering Gear

Wheellock
mner 39°
outer 30°
Mínimum turning cirde (m) approx. 10.7
Steerrng shock absorber Stabilus T 20x 135
1

00-1/4
Wheels and Tires

Rim size 41j2 KX 13 unsymmetrical

Tire size 6.40-13
Tire pressure front 1.7
(atmospheres)
rear 1.8

Springs

Coil springs with rubber buffer rings and

front torsion-bar stabilizer

reor Coil springs with rubber buffer rings

Shock Absorben

Fichtel ond Sachs Stabilus

1 1

front Sov 26 x 130 T 40x 130

rear Tov 30 x 140 T40 x 140

Bralces

Service brake Interna! exponding hydrau lic broke,

oding on· oll four whee ls

Broke drum with turbo-cooling

Broke s~oes with outomatic·9djustment

Broke master cylinder, 0

Brake wheel cylinders, 0 front

reor 15/¡ •
6 (previously 1")

Hgnd b~oke Mechonicol, oding on reor wheels

•¡ lf on request on ATE Power Brake T 50 is installed, the brake master cylinder must be replaced
by one 11/ 16• in diameter.

Electrical Equipment

12
Battery Voltage {V)

Copocity (Ah) 56

00-1/5
 C. Dimensi-ons

Track {mm) front 1430

rear 1470
Wheelbase {mm) 2650

length of vehicle {mm) 4485

Width of vehicle {mm) 1740
Height of vehicle
curb condition (mm) appro~. 1560

Ground clearance, carrying two persons

(mm) approx. 205
1
1
1

D. Weights

Dry weight of vehicle (kg)

without fuel, spare wheel and tools
in curb condition 1110
Unladen weight of vehicle, with full fuel tan k,
spare wheel and tools {kg) 1200
load capacity (kg) 450
Permissible total weight (kg) 1650
Permissible axle load (kg) front 770
rear 880

E. Capacities
1

:
Cooling system with DB heating (liters) Water 1
1 approx. 9.3
1

Crankcase (liters) Engine oil max. 4

1
1
1
i
m in. 2.5
1
Oil filter (liters) Engine oil 0.5
1
Water pump (ce.) Hypoid orl SAE 90 10
Transmission (liters) Transmission. fluid 1.4 '

Rear Axle (liters) Hypoid oil SAE 90 2.25

Steering (liters) Hypoid oil SAE 90 0.3
Brake fluid reservoir (liters) A TE blue brake fluid 0.35

W heel hub, front (g) Anti-friction bepring grease 65each

Carburet.or shock absorber {ce.) Engine oil SAE 10 W approx. 1.2

00-1/6
 F. Speeds, Consumption Figures and Operating Conditions

Maximum speeds in the individual gears

(km/h)

1si gear 40
2nd gear 69
J•d gear 110
4'h gear approx. 140

Climbing ability (%)

1si gear 58
2 nd gear 29
Jrd gear 17
4'h gear 9.5
Engine speed at 100 km/ h in 4'h gear (rpm) '3580

Rated fuel consumption (liters/100 km) 8.9

Engine oil consumption (liters/100 km} 0.15

Cooling water working temperature (0° C) 70-95

Fuel commercial fuels with a mínimum anti-

knock rating of 86 octane (according to
Research-Method}

00-1/7
 Ad¡ustment and Assembly Data

All measurements in millimeters unless indicated otherwise

Tightening Torques at the end of each Group

· Engine - Group 01-24

A. Crankcase and Cylinder Head

Overhaul Stages of Cylinder Bores

Standard size llntermediote stoge 1st Overboul stoge 2nd Overhoul stoge 3rd Overhoul stoge 1
1

85.000 85.250 85.500 86.000 86.500

85.022 85.272 85.522" 86.022 86.522
1 1 1

Ma~ining Tolerances of Cylinder Bores

Out-of-round toleronce of cylinder bares 9.013

1

Conicity tolerance of cylinder bares 0.013

Deporture of cylinder bo~es from vertical to cronkshaft axis related to cylinder height 0.05

Permissible roughness of cylind~r wolls 0.005

Permissible undulotion of cylinder wolls 0.0025

Available Piston Sizes

Standard size lntermediote 1st Overhaul stage 2nd Overhoul stage 3rd Overhoul stage

84.96 85.21 85.46 85.96 86.46

84.97 85.22 85.47 85.97 86.47
84.98 85.23 85.48 85.98 86.48

Piston Measurements

Pistan clearonce 0.04

1

Piston diometer Cylinder bore less pistan cleoronce

Permissible weigl1t voriotion of pistons in ony one engine 4g

00-2/1
Mac:hining Tolerances for the Separating Surfaces of Crankcase and Cylinder Head

Crankcase Cylinder Head

Height 238.4 - 238.5 84.80-8.5.00

Permissible stock removal 0.3 0.5

longitudinal 0.03 0.1

Permissible out-of-level
lateral o o
Deviotion in parallelity between
upper and lower separoting surfoce 0.1 0.1

Test pressure (hot water, 70° C.) 2otm. 2 atm.

Overhaul Stages of Valve Guides and Cyltnder Head Bores

Volve guide Valve guide

Bores
force-fit
Overhaul 1n
size
stoge Color code Externo! Interno! diameter Length cylinder in cylinder
dio meter head head
lnlet ¡. Exhoust lnlet 1 Exhoust

14.013 1 14.000
plain
14.007 14.006

14.019 14.006
red
14.013 14.012

14.025 14.01 2
white
1 14.019 14.018
Standard
size
14.031 14.018
yellow
14.025 14.024
9.000 10.000 + 0.007
67 68
9.015 10.015
14.037 14.024
blue
14.031 14.030

14.043 1.4.030
brown 14.036
14.037

1si
14.225 14.200
Overhoul red
14.207 - 14.218
stoge

2nd
14.425 14.400
Overhoul white
14.407 14.418
stoge

00-2/2
Overhaul Stages of Valve Seat Rings and Bores in Cylinder Head

Milled Force-lit size

Diameter Height Depth in Depth in
out well of valve seat
Overhoul of valve of valve cylinder cylinder

,..
in rings in relo-
stage seat seat head heod
cylinde~ tion lo cylin-
ring ring t, ..
head cler head

Standard 48.000 48.160 8.000 10.00

2
size 48.016 48.150 7.910 10.10 + 0.134
lnlet to
1st Ove.rhaul 48.500 (49.30(})* 8.000 10.00 + 0.160
48.660 2
stage 48.516 7.910 10.10
48.65-0

Standard 42.000 42.145 9.500 27.50 17.70

size 42.016 42.135 9.410 27.60 18.30
+ 0.119
Exhaust lo
1st Overhaul 42.500 (43.300)* 9.500 27.50 17.70 t 0.145
42.645
stoge 42.516 9.410 27.60 18.30
42.635
1 1
• Uufinished size •• see Figures 01 - S/8 ond 01 ..:. 519

Valve Seat Machining

Volve seot angle in cylinder heod 9()0-30'

Valve seat width 1.25-lJS

Valve seot bad<ing off with milling culfer with bocking-off cutter
12{)0 or 150'* 1 mínimum 0.1
lnle.t 1
Permissible deepening of volve seat well
Exhoust 1.3

for new valve seots for reconditioned

Permissible depth of valve disk in relation to c:ylinder. valve seots
head separating surface
lnlet Exhaust lnlet Exhaust
1

for new valves 0.8 16 1.8 17.3

for reground volves 1.5 16.7 2.5 18

1

Compression Ratio and Compression Space.

Optional lower
Cylinder Head Standard c:ompression c:ompression
occording loSA 10 250
maximum 7.8 :1 - 7.0: 1
Compression ratio standard 7.5 : 1 6.8: 1
mínimum 7.25:1 6.6:1
1
Height of compression spoce 17.7-18.3 17.7- 18.3

Total compression space witn cylinder head fitted 69.8- 75.8 ce. 78.~· - 84.5 ce.

Compression spoce in cylinder heod with volves ond spark

62.3-63.3 ce. 70.~ - 71 .3 ce.
plugs fitted

00-2/3
 B. Orive Gear Parts
Crankshaft Grinding Table

Crankshaft Journals · Cra•kpU.s

Overhaul stage
Journal
Oiameter width at Rear journal Crankpin Crankpin
of Jou rnals locating width dio meter width
bearing

Standard size 69.96 34.000 34.000 51.96 32.000

69.94 34.025 34.100 51.94 32.100

1st Overhaul stage 69.71 34.0<Xr 51.71

28.025• 32.000
69.69 51.69

2nd Overhaul stoge 69.46 51.46

to
69.44 51.44 to

3rd Overhoul stag~

69.21 34.700* 51.21
69.19 34.725• 51.19 32.300

4th Overhaul stage

~ 4

• Groded from 0.1 mm to 0.1 mm occording lo ovoitoble thrust wosheu, (See Cronkahoft Beoringa, p. 00.2/5)
50.96
50.94

Machining Tolerances of Crankshaft Journals and Crankpins

Permissible out-of-round tolerance of crankshaft joúrnals and crankpins 1 0.005

Permissible conicity 0.01

Permissible misalignment of crankpins with regard to crankshoft journals, related to

bearing length 0.01

Permissible run-out of center cronkshaft journal with crankshaft supported on the

outside journals 0.02

Permissible lateral deflection of locating journal 0.015

Permissible radial deflection of flywheel flange related te three crankshaft journals 0.02

Permissible lateral deflection of flywheel flonge reloted te three cronksho.ft journals 0.01

Fillet radii at crankshaft journals and crankpins 2.5-3

Scleroscope hardness 68-74

Hordness of cronkshaft journals and crankpins
Rockwell hardness HRc 55-61

Permissible unbolance of crankshaft

The crankshofl ;, balonced together with the front counter-weight ond the ftyweel
15cmg
1

00-2/4
Crankshaft Bearing Play

Radial play End play

1 1

Cranksha!t beorings

Connecting-rod bearings
0.045 - 0.065

0.045 - 0.065
0.040 - 0.096

0.120 - 0.259
repair stage
1
up to 0.5

Cranlcshaft Bearings
-
Housíng bore 74.500 - 74.519

Out-of-round tolerance of housing bore 0.01

Conicity tolerance of housing bore O.Ql

Crush of bearing shell halves + 0,01

Overhaul stages
Stat;'dardl
Diameter of cronkshaft bearings with SIZe 1 1 11 1 111 1
IV 1 V 1 VI
beoring shell halves installed 69.99 69.74
70.02 69.77
69.49
69.52
69.24 1 68.99 1
69.27 69.02 - -
2.030 2.080 2.130 2.180 1 2.230 1 2.280 2.330
Thidcness of thrust washers
2.023 2.073 2.123 2173 2.223 2.273 2.323 1

Dimensions of Connecting Rods

55.600
Base bore for connecting rod bearings
1
55.619
28.000
Stanc!ard size
28.021
Base bore for pistan pin bushing
28.500
Overhoul stage
28.521

Permissible out-of-roundness of base bore 0.01

Permissible conicity of base bore 0.01

Center-to-center distance of bores

153.95
154.05

Width of connecting rod 31.880

31.841

Permissible difference in weight between connecting rod assemblies in any one &ngine 5g

Permissible departure from axial parallelity related toa length of 100 mm 0.03

Permissible longitudinal distortion, related toa length of 100 mm 0.1

1

00-2/5
Connecting Rod Bearings

Crush of bearing shell holves + 0,01

1
Overhaul stages
Standard
Diameters of connecting rod beorings with bearing size 1 11 111 IV
shell halves installed 51.99 51.74 51.49 . 5Ü4 50.99
52.02 51.77 51.52 51.27 5lm
Piston Pin Bushings
Standard size 1st Overhoul stage
Externo! diameter of piston pin bushings 28.048 28.548
28.035 28.535
r~ugh-turne1 final rough-turne~ final
Interno! diometer of pistan pin bushings
24.600 25.007 24.600 25.007
24.730 25.013 24.730 25.013
1 1 1
Force-fit dimension of piston pin bushings in connecting rod
1
ininimul}l + 0.3
After pressing in the piston pin bushings, the conneding rod should be unstressed for half on hour
ot 160--18()0 C.

Pistan Pins

Color code Diameter of P istan~

piston pins bushing re Cleoronce .Bore in piston

24.~7 25.007 24.994

block 0.010-0.016
24.994 '~m o 24.997
25.000 25.010 24.997
white 0.010~0.016
24.997 25.01.3 25.000

Conneding Rad Cap Balts

10.008
plain
10.001
Shonk diometer
white
10.016
10.009

Pistons
Piston cleoronce 0.04
1
Pistan diameter Cylinder bore less piston clearance

Pistons ovoiloble Standard size 1nt17rmediote 1st Overhaul 2nd Overhaul 3rd Overhaul
stoge stage .s tage stoge

84.96 85.21 85.46 85.96 86.46

84.97 85.22 85.47 85.97 86.47
84.98 85.23 85.48 85.98 86.48
1
Permissible difference in weight between the pistons in ony one engine 4g
PidQn ring clearance and gap Clearonce Gap
1
l. Compressión ring 10f85 X 77.6 X 2 0.55-0.70
1
2. Topered compression ri ng 1 i f85 X 77.6 X 2.5 0.45 -0.60
0.035- 0.062
3. Nov i stepped rin-g 85 x 3T 16 Novo 0.30-0.45
4. Nov í slotted ríng 85 x 5T 17 Nova 0.25-0.40
1

00-2/6
Flywheel

Cleoronce between clutch foce ond duteh clamp ing foee 29±0.1
1
new overhaul
Clearonee between elutch fa.ee ond flywheel
1 up to
ottaching flange 12.5
1 11.5

Oeparture from parallel between cluteh foee and clomping 0.05 mm at o diometer of 230 mm
foee for the erankshaft flange

C. Engine Timing
Valves
Valve Height Hordness
Shaft length of volve Volve seof at valve
heod
dio meter angle
dio meter heod shoft end

44.2 8.97 128 1.5

lnlet --¡¡y- 8.95
9()0 + 30 HRe 55-61

Exhoust 37.2 9.95 112.75 2.25

37T" 9.93

Valve Springs
Length L1 length L2
Externa! Length L depressed under final
dio meter Wire gage unlooded under load P1 load P2
mm mm mm mm 1 kg mm 1
kg

+2
lnner '1.0.7 2.6 42 34.2 8.9 25.7 18.6-1

+ 4.5
Outer 30.6 4 47 38.4 23.1 29.9 45.9-2.2

Camshaft and Camshaft Bearings

1st Beoring 2nd Beoring 3rd Bearing

!Timín¡¡ gear tnd) (F1ywheef end)
Overhaul stage
Shoft Beoring Shoft Bearing Shaft Beoring
1 1 1

34.975 35.000 1 44.975 45.000 45.975 46.000

Standard size
34.959 35.016 44.959 45.016 45.959 46.016

34.87!: 34.900 44.875 44.900 45.875 45.900

lntermediate stage
34.859 34.916 44.859 44.916 45.859 45.916

34.725 34..750 44725 44.750 45.725 45.750

1st Overhaul stoge 45.7ó9-
34.709 34.766 44109 44.766 45.766

00-2/7
Camshaft (continued)

Permissible eccentricity of intermediate bearing surface, cam base

ci1cles and camshaft timing gear hub, with camshaft supp<>rted 0.025
by the outside beorings

Brinell hardness HB Scleroscope

Hardness of bearing journals and cam base circles in kg/mm2 hordness
217 - 248 36-.40
Hardness of cam nose incl. lifting flonk mínimum 500 mínimum 64·.

Camshaft Bea ring Play

Radial play End play

0.025- 0.045 0.050-0.128

Chain Tensioner Pressure Sp ring

Externo! l ength l1 length l 2

length l
dio meter Wire goge depressed under under final
unlooded
mm mm load P1 load P2
mm
mm kg mm kg
15.6 1.1 118 +0.05
44 1.85 38 2- 0.10

Tension Sprocket cind Bea ring

Diometer of pivot pin in cyl inder heod 9.995

9.986

Bore in tension sprocket beoring 10.000

10.015

Oiometer of pivot pin in tension sprocket 19.980

19.959

Bore in bushing 20_000

20.021
Radial play of tension sprocket beoring on pivot pin in cyl inder
heod 0.005 - 0.029

Radial play of ten sion sprocket 0.020 - 0.062

Rocker Arms and Supports

Base bore in rocker arm 12.000

12.018

Externo! diometer of bushing 12.039

12.028
rough-turned final
1
Interno! diometer of bushing
10000
9.6
10.01 5
1
Bore in rocker arm block 9.985
10.000

Diameter of rocker arm shaft 9.987

9.972

Radial play of rocker arm on shoft 0.013- 0.046

Permissible deptJrture from parollel ity between sliding surface

and bore measured over o l ength of 100 mm 0.01
1
-
00-2/8
 D. Carburetor

Jets and Technical Data

Name of Part Stoge 1 Stoge 2

Air horn "K" 23 25

Main jet "Gg" 0125* 0170

Air correction jet "o" 180 200 e

(witt. mi.ing lube)

Mixing tube "s" 44 -

Mixing tube holder with polyomide boll valve Res. 5.5 -
ldle fuel jet "g" g50 -
ldle air jet "u" 1.0
(previously 1.5) -
Float P,amber vent 1.5 0 -
Accelerator pump Nr. 841 (neutral)
lnjection amount 1.0- 1.2 cc.fstroke -
Pump jet "Gp" BO -
lnjection tube high 0.5 groded -
Starter fuel jet "Gs" 110 -
Starter air jet bore in starter slide 3.0 0 -
Float needle valve 2.0

Weight of float (nylon float) 7.3g

Fuel level 19.21

Angle of throttle valve a• 17°

By-pass bares 1.2 ond 1.8

(previou•ly 2 x 1.15) -
Filling capacity of oil shock absorber - engine oil SAE 10 W approx. 1.2 ce.

' For countries obove 2000 m obove ••o-1evel lhe following optiono1 moin jets (SA 10 195) ore ovoiloble for corburetor odjustmenl :

0125 (standard size) Port No. 000 071 31 35

0120 Par! No. 000071 32 35
0117.5 Part No. 000 071 56 35
011 5 Part No. 000 071 29 35
0112.5 Part No. 000 071 57 35

00-2/9
 E. Fuel Feed Pump

Delivery pressure (atm.) 1 at 700 - 750 rpm 1 at 5000 rpm

1 0.15-0.20 1 0.25-0.30
Output atan engine speed of 5000 rpm (camshaft speed 2500 rpm) 35-40 liters
and feeding through a 2.0 mm float needle valve per hour

Performance is checl<ed with a suction head of 900 mm an d a delivery head of 400 mm wi th gasoline as a
testing fluid

Clearance between cam (l nd tappet 0.4 - 0.5

1

F. lntake and Exhaust Manifold

Heater Valve and Heater Valve Shaft

13.000
Base bare in exhaust manifold
13.018
13.039
Externa! diameter of bushing
13.028
10.132
Interna! diameter of bushing
10.159
9.995
Diameter of shaft
9.986
Radial play of shaft 0.137-0.173

End play of heater valve on each síde 0.2-0.3

G. Distributor and Oil Pump Orive

front re~r

Externa! diameter of idling gear shaft 19.980 17.960

19.959
----
17.940
Bore of front bushing
20.020
20.033
18.000
Bore of reor bushing
18.018
Externo! díometer of helical gear 13.968
13.950
14:000
Bore of bushing
14.018
front reo r
Radial play of idling gear shaf.t

End play of idling gear shoft

o.040-0.P74
l
0.05-0.12
0.040 - 0.078

Rodial play of helical gear 0.032-0.068

Backlosh 0.05-0.15

Misoligment of' oll sprockets, meosuring from sprocket on idling

gear shoft 0.1
1

00 - 2/10
 . H. Engine Lubrication
Oil Pump

12.000
Bore in oil pump housing
12.018

11.984
Oiameter of drive shaft
11.973

11.973
Diameter of oil pump spindle
11.964

Radial play of drive shaft 0.016-0.045

Radial play of oil pump spindle 0.027-0.054

G.ar play

Radial play End play Backlash

0.025-0.057 0.020-0.062 0.05-0.10

Mínimum axial play between housing and cam · 0.2

Oil Pump Output

Engine Vocuum Pressure Oil

speed Output
sudion side delivery side temperature Type of oil
kg/ min
rpm mm Hg atm. •e

5000 24.5- 20 % 400 S 100• Engine oil

1 SAE10

Oil Relief Valve in Main Oil Flow

Pressure spring

lenglh l1 length l2
Externa! length l
Wire gage depressed under under final
dia meter unloaded
load P 1 load P2
mm mm mm mm kg mm 1 kg

9.1-9.4 1.4 43.6 39 2.4

l 25
1
9.6

Opening pressure of oil relief valve 6 ± 0·5 kg/cm2

00-2/11
Oil Relief Valve in Oil Filter

Pressure spring -
Externa! Lengftt L Length L1 Length L2
Wire gage
diameter unloaded depressed under load P1 under final load P2
mm mm mm mm kg mm kg
1 1
12.25 1.25 49 32 2.6 24 3.30

for metal filter 2 ± 0•2 k g/cm 2

Opening pressure of oil relief valve
for paper filter 1.2 ± 0·2 kg/cm2

The varying opening pressures are the result of varying initial tension of ftte springs

l. Engine Cooling

Qistance between impeller and water pump flange• 23± 0.2

V-belt tension Depressed wiftt moderate thumb

pressure 5-10 mm

'see Figure 20-5/1

K. Rear Engine Suspension

Distance between front axle support and rubber buffer•• 5

••see Figure2A-1/1

· L. Torque Readings

Crankshaft bearing bolts 8mkg

stretch 0.1 mm
Connecting rod bearing bolts
in mkg 3J5 mkg

with engine cold 8mkg

Cylinder head atfaching screws
with engine worm ' 9 mkg

Rocker arm bearing screws 3J5 mkg

Flywheel screws 6-6.5 mkg

Spark plugs 4 mkg

00-2/12
 Clutch - Group 25
Flywheel

Distance between clutch face and flywheel recess 29±0.1

1
new overhaul
Distance between clutcn face and flywheel attoching tlange down to
12.5 11.5

Clutch Disk
released compressed
Thickness of clutcn disk
10.3;. 0.3 9.1 + 0.3

Permissible wear of total facing thickness 1

Permissible run-out of clutch d isk 0.5

Free motion torque of clutch disk 12 mkg

Stop angle of clutch disk 5' 30'

Fridion torque of dutcn disk 0.4-0.6 mkg

Permissible unbalance of clutdl disk 5cmg

Clutch
new overhaul
Thickness of clutch pressure plate
down to
15 1 14
lf more than 0.5 mm is removed, precision-ground steel shims of the thickness of the moterial removed must be
placed between clutch springs and spring cups
when clutch when clutcn
Distance between release levers and cover plate when clutch is disk is new disk is worn
installed in vehicle
17.8
1e8.8to
Clutch Springs

Color code Number Externa! Wire gage Free length under final
día meter length load
mm mm mm mm kg
white 9 25.~ 3.6 44.5 ?9.2 45 + 4
1
Total spring pressure =contad pressure 410 kg

Permissible unbalance of clutch max.2~ cmg

Clutch Adiustment Data

Clutch pedal free movement 25

Center clutch actuoting lever eye to center pedal shoft 45± ..

Clearance between release lever and throw-out bearing 2

00-2/13
 Transmission - Group 26
Gear Ratio and Number of Teeth

Gear ratio Number of teeth

1st gear 1 : 4.05 13/28

2nd gear 1 : 2.38 19/24

3rd gear 1 : 1.53 27/22

4th gear 1: 1 -
Reverse gear 1 : 3.92 . 12/17/25
Constant
(drive shaft : countershaft) 1 : 1.88 17/32

Baddash
1st gear 0.10-0.16

2nd gear 0.10-0.16

3rd gear 0.06 -0.12

Reverse gear 0.10-0.20

Constant (drive shaft : countershaft) 0.06 - 0.12

Bearing Surfa ces and Clearances of Main Shaft and Gears

Di a meter Bore
main shaft gear Ra dial play End play

1st gear 35.000 42.018

34.987 42.033 0.030-0.045 0.10-0.18

2nd gear 35.000 42.018

34.987 42.033 0.030-0.045 0.10-0.18
Plain bearing Roller bearing Plain beoring Roller- bearing Plain beoring Roller beoring
3rd gear 37.955 35.000 38.000 40.030 0.10-0.18
~.045- 0.070 0.030-0.05fl
37.946 34.987 38.016 40.005

Longitudinal play of key minimum 0.1

Bearing Surfaces of Countershaft and Counter Gears

Diameter Bore
Countershaft Counter <;;ear

for counter gear Jrd speed 35.033 . 35.000

35.017 35.025

for counter gear 4th speed 35.033 34.994

35.017 35.010

Permissible eccentricity of main shaft and count ershoft 0.02

00-2/14
Reverse Gear and Shaft

Bore of bushing Diometer of reverse geor shoft Rodio l play Force-fit dimension of
bushing in geor

+ 0.01 lo + 0.03
20.065 20.000 Ends expended ot 45•
0.065-0.111
~.098 19.987 bushing mus! withstond on
axial thrust of 15000 kg

Annular Grooved Bearing and Cylindrical Rollers

Designation Location Radial play End play Qiameter

Bore inner roce outer roce W idth
1
Annulor grooved
beoring Countershoft 0.017-0.032 0.17- 0.32 25 62 17
6305C3 DIN 625
Annular grooved
beoring Main shoft*
6306 N DIN 625
Annular grooved 0.008-0.022 O.lQ-0.20 30 72 19
beoring 6306 ZN
DI N 625 (ZN with Orive shoft
cover platel

Roller coge 2 x 18 Shaft diometer Bore speed

cylindrical rollers 1st speed gear
35 X 8 OIN 5402 gear
1209810312
mínimum
Split roller 0.030-0.045 35 42 21.4
coge 2x~8 0.10
cylindrical 2nd speed
rollers geor
3.5 x 8 OIN 5402
1209810312

2 Roller coges
2x28 cylindricol mínimum
3rd speed 15.5
rollers
gear••
O.Q30 - 0.058
0.20 35 40
2.5 x l1.8 DIN617
000'981 28 12

• On the moin shaft, only beorings morked X moy be instolled

(X = moximum rounding rod ius 2 mm)
•• In the l•t version, the geor is supported on o ploin beoring

Shaft Diameter for Ball Bearing Seat

Orive shaft Moin shaft Countershoft

30.009 29.996 25.000
29.996 29.991 24.996

Clearance between Annular Grooved Bearings and Front and Rear Transn1ission Covers

only al reo r
Orive shoft ond mai n shoft 0.00-0.05 Countershoft tronsmission cover
0.15-0.20

00-2/15
Synchronizing Rings

Nose width 1st gear 10 mm 2nd, 3rd, and 4th gear 8.4mm
1

Mínimum distance between the short teeth of synchronizing ring 0.5mm

and of the speed gear

Sliding Sleeve

Thrust when sliding sleeve is disengoged 7-11 kg

Play of sliding sleeve until contad is established with 1st- 4th

speed cone 0.8-1.3

Transmission Cover

Cleoronce between spacer tube or spacer rings and transmission

cover in shift position 0.10-0.15

Spring Testing Table

Externa! Wlre--gage Free length under load load
dio meter length tolerance
mm mm mm mm 1 kg %
Pressure springs a} 8.2 1.65
120 99314 01 6 OJ5 12.4 ±5
b) 73 2.00
Pressure spri n~s for shift
forks, 1st and nd gear, 7.6 a} 15.5 3.2
3rd and 4th gear 1.1 20.2 ± 8
b} 13.0 5.0
1869931301
Pressure spri"!t,' for a} 15.5 9.8
reverse Hear s ift shoe 7.8 1.4 20.25 ±8
136 993 3 01 b) 13.0 15.0
1
a) installed b) under final load

Shaft Diameters for Sealing Rings

new Repair stage Thread

29.900 down to turn a left-hand thread-

Orive shaft
29.848 29JOO pattem after refinishing

Three-way flange on 38.000 tur n a right-hand thread-

main shaft 37.340
37.840 pottern after refinishing

Permissible run-out of three-way flange at outside díameter 0.10

1 .

The three-way flange can be turned down to a minimum thic::kness of 8.5 mm

Torque Readings

Front moin shaft grooved nut 12 mkg

Rear main shaft grooved nut for attaching the three•way flonge 14-15 mkg

00-2/16
 Pedals - Group 29
Clutch Pedal

Free movement of clutch pedal

Distance between center of clutch actuating lever eye and center

of pedal ~haft
25
1
Clutch and Brake Pedal Bearings

Bushing oversize + 0.02 to + 0.06

27.040
Infernal di.a meter of bearing bushings
27.073
26.980
Externa! diameter of mounting tube
26.959

Adiustments - Group 30
Adiustment of Accelerator Pedal
See Job No. 30-3

Springs and Shock Absorbers - Group 32

A. Springs
a) F ron t S p r in g s

Color Code for Front Springs

Horder springs for bad roads os on

S1andard springs
optional extra (SA 10014}
Color Code Port No. 120 321 14 04 Port No. 1203211904
Trim dimensíon meosured at Pnormal in mm

white from 213 - 216 from 219.5 - 222

red above 216 - 219 obove 222 - 224.5

blue above 219 - 222 obove 224.5- 227

In the case of the front springs, the vorying trim dimensions ore not equalized by .spacers. When springs are replaced,
only springs with the same color coding should therefore be installed on both sides.

00-2/17
Test Values of Standard Front Springs

Tri m
Moximum Free length dimension, load Spring rote
front axle i. e. spring for 100 kg Wire Mean coil
of spring g~ge di a meter Number
Port No. lood in length under of load of
copocity normal load p rn In in
p coils
mm in mm mm
kg norm. max. mm
mm kg kg
+6
770 339 ·216-3 1
120 32114041
1570 1
819 21.7 15.1 110 : 85
1 1 1 1 1 1

Test Values of Front Springs for Bad Roads (optional SA 10 01 4)

Trim
Maximum Free length dimension, l oad srcring rote
hont oxle i.e. sprinJ or 100 kg Wire Mean coil
load of spring length gage diameter Number
Part-No. in un er of load of
capacity normal load p in in in
1 p coils
kg mm in mm mm
norm. max. mm
mm kg kg

+5
1203211904 770 334 222-2.5 1570 844 19.7 15.25 no±' 8

Color codeas for standard spri ngs, see page 00-2/17

• Tlrtis spring is also suitable for the needs of sports enthusiasts.

b) Re a r S p r in g s

Color Code for Standard Rear Springs

Rear spring left Rear spring right

Part No. 121 324 20 04 Pqrt-No. 121 324 21 04
Color code and and
Part No. 105 324 OO. 04. Part-No. 105 324 01 04 •
Trim dimension measured al Pnormol in mm

1 line from 170.5-172,5 from 171-173

white 2 lines above 172.5-1745 above 173 - 175

31ines above 1745-176.5 above 175 - 177

1 1ine above 176.5- 178.5 abave 177 - 179

red
21ines obove 178.5- 180.5 above 179 - 181

lline above 180.5-182.5 above 181 - 183

blue 21ines obove 182.5 -184.5 a bove 183 - 185

31ines obove 184.5- 186.5 obove 185 - 187

• For reaso':ls of standordizotion, recent models ore provided with the same reor springs os Model 219.

00- 2J18
Color Code·for Rear Springs for Bad Roads and for Export Rear Springs (optional, SA 10 113/1 or 2}

Rear spring left Rear spring right

Color Code Part No. 121 324 22 041 Part No. 180 324 26 04• Port No. 121 324 23 041 Por! No.180324 27 04•

Trim dimension measured at Pnormol in mm

11ine from 182-184 from 186.5-188.5 from 182.5- 184.5 from 187-189

white 21ines above 184-186 a bove 188.5 - 190.5 obove 184.5- 186.5 obov~ 189-191

31ines obove 186-188 obove 190.5- 192.5 above 186.5-188.5 obove 191 -193

1 line above 188 - 190 above 192.5-194.5 obove 188.5-190.5 above 193-195
reo
21ines obove 190-192 obove 194.5-196.5 above 190.5-192.5 obove 195 -197

1 line above 192-194 obove 196.5-198.5 above 192.5- 194.5 above 197- 199

blue 21ines obove 194 -196 above 198.5- 200.5 obove 194.5-196.5 obove 199- 201

31ines obove 196-198 obove 200.5- 202.5 above 196.5-198.5 above 201 - 203
1 1
• For reasans oí standordization, recent models ore provided with the same rear springs as Model 220 S.

Color Code for Rear Springs for Speciai-Purpose Vehicles (optional, SA 10154/1 or 2,
and SA 10 155)

lood Capocity (moximum rear oxle load)

1100 kg 1250 kg
Color Code
SA 1O1.54/1 or 2 SA 10155
Reor spring left Reor spring right Re~ springs, left and right
Part No.121 32412 04 Port No. 121 324 13 04 art No. 121 324 24 04
1
1 fine from 173.5 - 175.5 from 174-176 from 182-184

white 21ines obove 175.5-1n.s obove 176-178 obove 184- 186

31ines above 1n.5- 179.5 obove 178-180 above 186-188

1 fine obove 179.5-181.5 obove 180- 182 obove 188- 190

red
21ines obove 181.5-183.5 obove 182-184 obove 19() - 192

1 line above 183.5- 185.5 obove 184-186 obove 192-194

blue 21ines obove 185.5-187.5 obove 186 -188 obove 194- 196

31ines above 187.5 -189.5 above 188- 190 obove 196 -198

00-2/19
 Color Code, Corresponding Notch Position and Use of Rubber Compensating Ring

Rear spring Corresponding Rubber Campen-

Color Code Notch Position sating Ring

lline 4 yes

white 21ines 3 yes

31ines 2 yes

1 line 1 yes
red
21ines 4 no

' 11ine 3 no

blue 21ines 2 no

3 lines 1 no

Test Values of Standard Rear Springs

Load Trimdimen·
capacity Free length sion, i.e. Load Spring rote Wire Mean coil
(maximum of spring spring for 100 kg gage diameter Number
Part No. of load
fronf axle length under of coils
~n p p in in
load ..) normal load nonn. max. in
mm mm mm
kg in mm kg kg mm

121 3242004
890 296 178.5 ± 8 627 867 18.75 16.2 135 5.25.
left

1213242104
890 293.5 179 ±8 645 899 17.75 16.2 135 5.0
right

1053240004•
920 . 299.5 178.5 ± 8 644 848 18.75 16.2 135 5.25
left

1053240104• '
920 296 179 ±8 660 880 17.75 16.2 135 5.0
right

• For reasons of standardization, recent models are provided with the same rear axle springs as Model
219. When replacing springs, make sure that motched springs ore used ot the left and ot the right.
•• Within the limits indicoted, the permissible reor oxle load depends on the load capocity of the tire (see
also Job No. 40-0, Section B., Tires, ond Job No. 40-3, Section C., Wheel Adjustment Doto).

00-2/20
 Test Values of Rear Springs (optional, SA 10113/1 or 2,
SA 10 154}1 or 2, and SA 10 155)

Trim
load dimension, lood
capacity i. e. sprinJ! Sprin&)ale Number
(maximum free length length un er for 1 kg Wire Mean coil
Port No. rear oxle of spring normal load gag e dio meter of
p p of load in in · coils
load'"*) In
in in
norm. mox.
kg mm mm kg kg mm mm mm

Harder Rear Springs for Bad Roads and Export Rear

Springs (optional, SA 10113/1 or 2)

1213242204
950 281 190 ±8 '697 1065 13.05 17.2 135 4.65
left

1213242304 190,5 ± 8
950 279 716 1108 12.38 17.2 135 4.4
right
'

1803242604* 194.5 ± 8
950 294 668 970 .14.9 17.0 135 5:05
left

1803242704*
950 292 195 ±8 686 1005 14.1 17.0 135 4.8
right

• For reosons of stondardizotion, recent models ore provided with the some reor springs os Model 220 S.

Note: lf the springs 121 324 22 04/23 04 ore instolled, the standard shock absorbers must be replaced by shock obsor-
bers of shorter stroke and larger diometer (Part No. 180 326 02 00, or Port No. 121 326 03 00) (see Job No. 32- l,
Sections 8 ond C).

Harder Rear Springs for Ambulances, Police Radio Cars, and for Speciai-Purpose Vehicles
up to 1100 kg Rear Axle Load (optional, SA 10154/1 or 2)

1213241204 181.5 ± 8 840 11.62

1100 279 1168 18.0 135 5.0
left

1213241304
1100 277 182 ±8 864 1210 11.0 18.0 135 4.7
right

Harder Rear Springs for Speciai-Purpose Vehicles such as Light Vans etc. up to 1250 kg Recn
Axle Load (optional, SA 10 155)

1213242404~
left and righ 1250 264.5 190 ±8 915 1510 8.14 19.2 135 4.5
are identical

• Within the limits indicoted, the permissible rear oxle load depends on the load capocity of the tires (see
also Job No. 40-0, Section B, Tires, ond Job No. 40-3, Section C, Wheel Adjustment Doto).

Note: lf the springs 121 32412 04f13 04 or 124 324 24 04 are instolled, the ·standard type rubber buffer stops (Port No.
120 320 04 44) mvst be reploced by stops as per Port No. 120 320 04 44.

00-2/21
 B. Shock Absorbers
a) Front S h ock Absorbers
Standard Type

Designotion Dimensions of Shock Adjustment ond Accept-

Absorber in mm ance Voluesot n =lOO rpm
Color Part No .
Moke d?ou~s!~:r 1 Slroke ICompressed Stroke 1 Pull 1 Pressure
D H l mm kg kg
Front shock Absorber for Control Arm• 120 330 12 08 ond 120 330 13 08

Sov 26 x 130 0003236000

(without reinforcement piole) 25 35 5
block 38.4 130 239 + 2 50 140 10
1213230000**
Fichtel & Sochs 100 310 30
(wilh reinforcement piole)
1 - - -- -·--+-- - -- - - - ---t----:- - --+- - ----1f----l-- -+---..-t
T 40x 130 0003235600
(wilhout reinforcemenl piole) 25 35 5
block 44 130 244.5 + 2 50 140 10
121 323 01 00**
Stobilus lOO 310 30
(with reinforcement platel

Front Shock Absorber for Control Arm• 1803300008 ond 18033001 08

Sov 26 x 130 25 35 5
block 1203230000 38.4 130 239 + 2 50 140 10
Fichte l & Sochs lOO 310 30

T 40 X 130 25 35 5
block
Stobilus
1203230100 44
_:l2M5+ 2
1
50
100
J.40
310
10
30

• For reosons of stondordizotion, on recent models the lower control orms (Porl No. 120 330 12 08 or 13 08)
hove been reploced by the types used on Model 220 S (Porl Nos. 180 330 00 08 ond 180 330 01 08). On
these control orms, lhe through-woy hole for lhe shock absorber is lorger (58 mm diometer insleod of
previously 48 mm diomeler}.' For this reoson, lhe shock absorber mounting has had lo be changed occord-
ingly. Whan ordering, pleasa make sure t hat tha right type of shock absorber Í$ $p~ified.

•• Only shock obsorbers with reinforcement pioles ore supplied os replocemenls.

Shock Absorber for Bad Roads a nd Export Shodc Absorbers

(optional, SA 10113/1 or 2)
- · ··
Designolion Dimensions of Shock Absorber Adjuslment ond Acceplance
in mm Val ues al n =- 100 rpm
Color Port No.
Externo! Com-
Make dio meter Stroke pressed Stroke Pull 1 Pressure
D H l mm kg kg
T 50 X 130 25 65' 8
block 180 323 03 oo• 56 130 244.5+ 2 50 230 12-15
Stobilus 100 330 30

' lf these shock obsorbers ore inslolled later, control orms with a small through-woy hole (48 mm diometer,
Port No. 120 330 12 08113 08) mus! be replaced by control arms with a lorger through-way hole (58 mm
diomeler, Part No. 180 330 00 0810l 08).

Shock Absorbers for Speciai-Purpose Vehicles (optional, SA 10154/1 or 2, and SA 10 155)

ldenticol with Standard Type

00-2/22
 b) Rear Shock Absorbers

Standard Type

Designation
Color
Make
Part No.
Oimensions o f. Shock Absorber Adjustment and Acceptance

Externa!
in mm

día meter Stroke

Com-
pressed
Values ot n = 100 rpm
Stroke
Pull Pressure
1
D H l mm'" kg kg
Tov 30x 140 1213200331 25 90 20
(without reinforcement plate) +1
red 46 140-3 251 + 2 50 200 25
1213260000*
Fichtel & Sadu 100 370± 20 35±5
(wi1h reinforcement plate}

T 40x 140 0003264100 25 80 20

(wi1hout reinforcement plate) +1
red 44 140-3 254 + 2 50 220 30
121 326 01 00.
Stabilus
(with reinforcement plate) 100 380 43

•Only shock absorbers with reinforcement plates are supplied os replacements.

Shock Absorbers for Bad Roads and Export Shock Absorbers (optional, SA 1O113/1 or 2)

Dímensions of Shock Absorber Adjustment and Acceptance

Designation in mm Volues at n = 100 rpm
Color Part No.
Make Externa! Com-
Stroke Stroke Pul! Pressure
día mete r pressed
o H l mm kg kg

25 80 20
T 50x130
red 1803260200 55 130 254.5 + 2 50 220 30
+ 20
Stabilus 100 380-18 43±5

Shock Absorbers for Speciai-Purpose Vehicles (optional, SA 10154/1 or 2 and SA 10 155)

Designation Dimensions of Shock Absorbe rs Adjustment and Acceptance

in mm Values at n = 100 rpm
Color Part No.
Externo! Stroke Com-
Make dio meter pressed Stroke Pull 1 Pressrure
D H 1 l mm k~ k!1
Tov 36x 130 0003264500 25 80 20
{without reinforcement plote)
red 55 130 242 + 2 50 220 30
121 326 03 00* + 20
Fichtel & Sachs (with reinforcement plate} 100 380-18 43 ± 5

• Only shock absorbers with reinforcement plates are supplied os replacements.

00-2/23
 Front Axle - Group 33

King Pins and King Pin Bushings

King pin diameter Externa! diomete r Infernal diometer Infernal diometer Base Bore in
rough-tu rned final Steering Kn uckle
1
19.980 24.048 19.700 20.000 24.000
19.959 24.035 19.750 20.021 24.021

Radial play of king p in 0,02 - 0.0S2

End play of king pin 0.05-0.1

of thre_o ded pin in bottom port of steering knuckle support 0.46

:>-.
e
o:
o of threoded bushing in top par.! of king pin 0.32
~
o
QC
of pivot pins in threaded bushi ngs, top and bottom 0.45

Front Wheel Hub

Taper Roller Beoring Wheel spindle lnternal diameter Externo! diameter Interna! diameter
Designation diometer Roller bearing Roller beari ng Wheel Hub

DlN 720 16.994 16.992 47.000 46.977

30303 16.983 17.000 46.989 46.992

DlN 720 30.000 29.989 62.000 61.971

32 206 29.987 30.000 61.987 61.991
1

End play of wheel hub 0.000- 0 .005

Tie-Rods

Center-to-center distonce of boll heods opprox. 457

Ta rque Readings

Fixing screws for sub-frome 4 mkg

·1
Fixing screws for lower control arm 1(}-12 mkg

00-2/24
 Rear Axle- Group 35
General

Number of teeth 1
Georing Geor ratio Boc~la5h
drive pinion: ring gear 1

1
Gleason Hypoid 10 : 41 1 : 4.10 0.16
1 1 1

Bearings

Interno! Externo! 1
Use Designotion Radial play E.nd play
dio meter diameter

Annular grooved bearing for 180 981 00 25 39.988 80.000 approx.

speciol purpose bearin¡¡ 0.032-0.050
rear oxle shoft• 6208 C4 DIN625 40.000 79.987 0.32·0.50
1
Angulor contact bearing•• with 000 981 04 27 34.988 80.000 approx.
split inner roce for drive pinion
000 981 07 27
35.000 79.987 - 0.01:0.035
(optional)

Cylindrical roller beoring for 39.988 80.000

drive pinion
000 981 16 01
40.000 79.987 0.018-0.031 -

Taper roller bearing for 39.988 80.000

30 208 DIN 720 adjustoble odjustoble
differential 40.000 79.987

• On lile reor oxte shoft, only beorings with o rounding rodius of 2 -+ 0.7 mm on the inner roce moy be used.
•• A number of reor axles hove al so been litted with angular contoct beoring 3307 DIN 628 with one·piece innei roce .

Rear Axle Shaft

length Interna! Externo! Día meter Diameter al

Diometer for
sealing diameter of Oversize diameter of for ouler seat for
ring retainer sealing ring sea"ling ring sealing ring annulor
left 1 right retoiner retoiner grooved beoring

693 676 34.059 34.000 + O.Q18 to 37.700 50.000 40.013

687• 34.043 34.025 + 0.059 37.540 49.840 40.002

Permissible diameter decrease at sealing surfoces 0.5

Brake drum fit 66.954--ó7.000
1

al sealing surfaces ond boll beoring seot at splines

Permissible eccentricity
0.02 0.1

Permissible run-out
l 0.1

left shaft Right shoft

Thre<Jd on outside seoling surface of reor axle shoft i
1

right thread left thread

' Reor oxte shofts with locking device for the sliding sleeve

Left Axle Tube

Qeplh of bore for
Fitting length Porallel deviotion Bore for onnulor onnulor grooved Bore for loper
oi flange surfoces grooved bearing roller beoring
beoring

599.5.::! l 0.1 79.985 20.00 0.1 79.985

1 80.004 79.999
1

00-2/25
Right Axle Tube
Porollel
Length from deviotion Bore for Depth of
bore for Distance Permissible
flonge lo between onnulor Porollelity Width of decreose
center fo rk onnulor between
center fork ~oo~ed tOO'!ed e yes of eye~ e y es al inner foce
e yes eyes ond eormg of each eye
flonge earmg
79.985 25.960
670.5 t l 0.1 20.00+ 0.1 115 + 0.2 0.05 0.3
1
80.004 25.876
1 1

Bore of Externa! Sleeve on

diometer Oversize Bore of
e yes conn~ting Cleoronce
of bushings bushing
pm

38.000 38.059 + 0.018 to 33.000 32.975

38.025 38.043 + 0.050 33.025 32.950 0.025 to 0.075

Cleoronce between oxle tube ond reor oxle housing max.0.1

Supporting Tube

Bore in axle tube Externa! dia meter of

supporting tube Oversize
1 1
26.000
26.02·1
l 26.048
----=
26.035
1
+ 0.014 to + 0.048

Rear Axle Housing

Bore in housing Externo! diameter Force-fit dimension

of beoring or clearonce
Angular contact beoríng 79-994 80.000
For drive with split inner roce 80.013 79.987 - 0.026 to + 0.006 ·
1
pinion
Cylindricol roller bearing 79.985 80.000
80.004 79.987 - 0.017 to + 0.015
For 79.985 80.000
differential
Toper roller beoring
79.999 79.9'JJ - 0.012 to + 0.015
Distonce of contoct surfaces for eyes of right axle tube 110.9- 111
Permissible decreose eoch side 0.3
Diometer of bore 27.m - v.996

Connecting Pin and Sleeves

1
Color Connecting
Type pin externo! Bore in
eo de sleeve Oversize
diometer

28.000 27.983
1 white
2~.994 27.989
+ 0.005
lo
1
27.993 27.976 + 0.017
11 blue
27.987 27.982

Permissible run-out of connecting pin

00 -,.2(26
 Differential Gear
Orive Pinion
at ball bearing seat at splines

Permissible eccentricity 0.005 0.03

1
Permissible run-out 0.005

Interna! diameter Force-flt dimension or

Bearing seat on sha'ft
of bearing clearonce
1 1
35.006 34.938
Angular contact beoring
34.995 - 0.005 to + 0.018
1
35.000
40.013 39.988
Cylindricol roller beoring
40.002 40.000 + 0.002 to + 0.025
1

Universal Joint Flange

Permissible run-ou't, measured at outside diometer 0.02

1

When repairs are necessary, the universal joint flange con be turned down to o mínimum thickness
ot 5.70 mm

Diometer of seoling surface

35.000
1
34.840

When repairing, the seoling surface con be reconditioned; maximum removol of stock 0.5 mm

Differential

Difierentiol Bore in
Type Color code differentio 1 Oversize
pinion shoft
geor housing
Differentiol .
pinion shoft 17.023 17.000
1 white
17.012 17.010
+ 0.002 lo + 0.003
17.034 17.011
11 blue
17.023 17.021

Bore in differential pinion gE!ar 17.07

17.72

Play of differentiol pinion geors on differentiol pinion shoft o.b36-0.108

Externo! diameter of bearing surfaces at differentiol side geors

35.475
35.450
1
35.500
Bore in differential geor housing
35.525
1
Play of differential side geors in differentiol geor housing 0.025-0.075

1
Cleoronce between shim plote ond differentiol geor housing 0.05-0.1

00-2/27
Differential (continued)

Diometer ot differentiol Bore in ring geor

housing Force-fit dimension

107.035 107.000
107.013 TOrOT3 0,000 to + 0,035
Ring geor
Permissible run-out
l Permissible eccentricity

0.005 0.01
1
lnner roce Beor i n~ seat ot
Designotion of beoring different1al housing Force-fit
Seat ond bore of of beoring dio meter dio meter dimension
toper roller
beorings Taper roller bearing
39.988 40.030
30208
40.000 40.014
+ 0.014 to + 0.042
DIN720

Sliding Joint

Needle Needle
bearing Force-fit beoring
Type Color code bushing Bore Trunnion Clear-
in'yokes dimension bushin~ diometer once
externo! o r cleoronce interna
dio meter dio meter

29.502 -0.008
to
1 "29.N 29.500 + 0.012
1 1 whíte dot
29.510
(29.522r
29.515 (+ ?~005)•
+ 0.022 22.641 17.600 0.02
to
22.620 17.589 0.05
29.513 -0.008
to
29.m 29.511 + 0.012
11 2 white dots
29.521
(29.528 r ( +0.002r
29.523
+ h~ol7
• Previous dimension¡

Torque Readings

Screws ottaching ring geor to differential 7-8 mkg

Right threoded ring in reor oxle housing 4 mkg

Roller coge in reor axle housíng 50-80 cmkg

Grooved nut for drive pinion shaft 14-16 mkg

Adjusting scr~ws for pressure ring ot angular contoct beoring

on drive pinion shoft 2.5 mkg

Hexogon screw to connecting pin 10 -1 2 mkg

Costle nut for torque arm ol slep beoring 8 mkg

 Wheels and Tires, Adiustment of Wheels - Group 40
Wheels
Rim cir-
Rim width Rim cumference Permissible Permissible Permissiblc 1
diameter (measured eccentricily run-out .. unbolance
circumference)

4 1/,K x 13-8 114.'3 ± 1 328.7 1032.6 * 1 1.5 1.5 750 cmg

(Standard)

4 1/ 1 K X 15-A
optional 114.3 ± 1 379.5 1192.2 :b 1.2 1.5 1.5 750 cmg
(SA 10·174/1)

Tires

Standard low-pressure tire 6.40-13. 4-ply

1
Optional (SA 887/1-120) , low-pressure tire 6.40- 13 6-ply
Optional (SA 10215) low-pressure tire 6.70-13 4-ply
Optional (SA 10 135/1). low-pressure tire 6.70- 13 6-ply
Optional (SA 10 173) low-pressure tire 6.70- 13 6-ply
-Jransport type -
Optional (SA 10 174/1) low-pre.ssure tire 6.40- 1S 4-ply

Effective dynamic at 60 kmfh at 100 km/h at 140 km/h

radius

Tire size 6.40-13 299:.1::3 305±3 314*3

6.70-13 307 ±3 313 *.3 319 ±l

6.40-15 326 * 3 331 ± 3 338±3

Permissible Axle Load for various Types of Tire

Permissible axle load Specified tire pressure

1 Type of tire
kg atm.

6.40-13 4-ply approx.880 1.9

6.lt0-13 6-ply . approx. 900 2.0

6.70-13 4-ply approx. 950 u

6.70-13 6-ply dpprox. 1000 2.0

6.70-·13 6-ply approx. 1100 2.25

- tronsport type-
approx. 1150 2.50

approx. 1200 2.75

approx. 1250 3.00

6.40-15 4-ply approx. 900 1.7

1

00-2/29
Tire Pressure

For normal driving For continuous fast freeway drivino

1

lncreoses ofter
prolonged city lncreoses ofter fast lncreases ofter
Cold tires Cold tires fost highway
driving or limited highway trove( to
highway trovel to trove( to

Front wheels 1.7 atm. 1.8 atm. 1.9 alm. 1.9otm. 21 atm.
1
Rear wheels and
spare wheel 1.8 a ·fm.• 2.0atm. 2.1 atm. 2.0 atm. 2.3 alm.

• lf c.ar is fully loaded (6 persons and luggage), the rear wheel ti re pressure must be increased to 1.9 atm.
with tires cold.

W heel Adjustment Data

ti
Fro11t axle Rear axle :o
·¡;;
e

-
o
'O
e
ou
Track
an~ular-
lty King Pivot
O).:. e
c .!!! E
;:E
o""u
ti
Camber
Toe- Center 0'-U
OI.J.E
e: .!!! E
Per-
C:Et~ miss-
.!!! E
§e
tltl
O. u
.. e
point _tic
"ti
Ca m- Toe-in differen - pin
(aster incli-
"!:: Q. Q)
dis- "' ......
in or positi.on ~o.
-"e &l
toe- perm1ss- o"' .. ...
ible
mis-
......
tlt)
0QI
Cl ber mm tia l at 20" Ot141 Q)
-';1!;
o lack of tan~e Q.UI;t:
nation mm left right out ible Q.~tt;: align-
...j e ·- Qi"tl
inner ~ o"tl mm deviation ~6'0 ment Q)
)( ~ Cl) X - CP up to ..r.
wheel <'O ;e mm <·!!!:o
"ti,_ ~
.Jl.:E + 0'
._O) 2° 50'* 5'20' 34 ±2 approx. apfcrox. o±2
::. ·-
u~~
to 0-2 - to~
to 5 + 1'30' + '45'
2 3 O" 20' 5
~ +1'' 5' .ro·

Nor- + 0' 3' 10'* 5'20' ~2'30'• -3'**

mal to 0-2 -2' 30'* to to 34± 2 5 to to o ±2 2 3 O" 20' 5
load +1'* 4' 10' 5' .ro· -3'30' - 4'

' Th e difference between left ond right wheel comber should be os smoll os possible; moKimum permissible difference O" 30'. 'Preferoblo lront
wheel comber +0"20' lo+ 0"<40'.
-~ The difference in combar of the reor wh ee ls is opprox . o•30• with the cor looded, opproK. O" 15' in curb cond ition.

Track 1430 1470

1 1

Smallest turning circle d iometer 10.7 m

1
Smallest track circle diameter 10.0 m
1

Propeller Shaft - Group 41

Shaft Yoke and Needle Bearing Bushings
Externa! Infernal
Typc Marking diameter of Bore in Force-flt diameter of Tru nnion
needle bear- shaft yoke dimension needle bear- diameter (lea ronce
ing bushing ing bushing

1 white 26.022 26.000 + 0.005

1 to
dot 26.015 26.010 + 0.022 20.107 15.100
-· 0.02 to
20.120 15.089 0.05
2 w'hite 26.028 26.011 + 0.002

" dots 26.023 26.021

to
+0.017

00-2/30
 Brakes - Group 42

General

with brake pedal with brake released

depressed (re.sidual pressure}
Pressure in hydraulic system 1
60-80 atm. 1
1
..
0.4 - 0.8 atm.

Check of brake flu id level 1 - 2 cm below tap edge af fluid reservoir

Copacity of fluid reservoir

0.35 1it.
(ATE blue brake fluid)

-
Bundy steel tube 6 x 1 mm tz1 and S x 0.75 mm 0,
Dimensions of brake flu id lines on recent models 4.75 X 0.72 mm 0
1

Brake Master Cylinder

Brake master cylinder diameter 1' = 25.4 mm

Bore 25.400 - 25.502

Brake master cylinder diameter

with ATE Power Brake T SO installed
1'/••" .... 26.98 mm

Bore 26.980- 27.082

Permissible aut-af-roundness
0.03
af cylinder bare

Pistan diameter 25.252- 25.335

Pistan diameter with

26.832-26.915
ATE Power Brake T 50 installed

Pistan clearance 0.065- 0.250

Clearance between pistan and push rod tapprox. 1

Brake pedal free play 6-8

00-2/31
Front Brake Wheel Cylinder

Broke wheel cylinder d iameter V/•"

Bore 28.570-28.672

Permissible out-of-roundness of cylinder bore 0.03

Pistan diameter 28.505 -28.422

Piston clearance 0.055-0.250

Rear Bralce Whael Cylinder

Brake wheel cylinder diameter 1", on recent models 15/16"

1N 0 version 25.400- 25.502

Bore for
15/16N 0 version 23.810-23.912

Permissible out-of-roundness of cylinder bore 0.03

1" 0version 25.335- 25.252

Pistan diameter for
15/16 0 version
N 23.662-23.745

Pistan cleorance 0.065-0.250

Anchor pin ·
diameter Bore in brake shoe Radial play

Broke shoe suspension

15.968 U>.OOO
.0;032-'0:036
~5.941 16.027

Permissible weor of broke lining down to 1.5

1

Permissible deporture from vertical of broke shoe 0.5

1

Broke shoe externo! diometer 1.5 mm smoller thon broke drum intecnol diometer

Broke shoe toe slightly chomfered fo r opprox. 15 mm

00--2/32
Automatic Brake Shoe Adjustment

Adjusting sleeve
Brake Pin diameter Clearonce between pin
Infernal diameter length ond odiusting sleevc
1

front 12.000 26 11 .200

0.800 - 0.885
12.058 11.173

12.000 30 11.000
rear 1.000 - 1.085
12.058 10.973
1 1

Clearance between pin and adjusting sleeve front wheel broke rear wheel brake
1

meosured in the diredion of the longitudinal boro 0.8 1 1

measured in a direction perpendicular to the brake shoe 0.6 0.8

Adjusting force 60-90 kg

Thickness of friction washers 2.5 ±0.1

Thickness of thrust washers 2.0 ± o.os

Brake Drum

1
new repair stage
Interna! diameter of brake drum
1
230 1" 0·2
1
u~~o
1
Diameter of center bore 67.00- 67.03

Permissible out-of-roundness 0.05

Permissible eccentricity 0.1

Permissible toper 0.1

Permissible run-out obove the bares for the wheel bolts 0.1

Permissible unbolonce 200 cmg

00-2/33
Spring Testing Table

1
Free length under load
Type of spring length
mm mm kg
1
on 1" 0 version 73 57 3.2
Pressure spring for brake
master cylinder
on 1 1 / 1 ~· 0 version 72.5 56.5 3.2

front wheel 35 20 1.2±.10%

Pressure spring for brake
wheel cylinder
reo r wheel 45 30 1.2i10%

Pressure spring for broke

shoe suspension 545 26.5 +10'~

of reor wheel broke

23.8- S

+lO%•
85.5 103" 25- S
front wheel +10%..
Return spring for 114•• 36.6-5
broke shoe +lO%•
reor wheel 130.5* 18-5
1185 +10%•*
146.5** 33.5- 5

Pressure spring for outomotic brake shoe

16.4 13 1~1 40
odjustment

Pressure spring f or guide

pin f or ovtomotic 15.7 115 15 ±5 '~
brake shoe adjustment on front wheel

+10%•
Return spring for broke lever 57 64* 7- S
+10 ':4••
n·· 14.55- S

Retvrn spring for equalizer lever 1285" 4.2±10%•

88
of hond broke 198S• 8 :rlo%••

• pre·lension
•• final te nsion

00-2/34
 Steering - Group 46
Play in Steering Assembly Units

Permissible play, measured at steering wheel circumference tnax. 25

Steering Gear Housing, Steering Shaft and Steering Worm

Steering shaft Upper and lower bearing bushing Steering gear housing

·Bearing Infernal diameter Interna! d iameter Base bore

diameter rough-turned final Externa! diometer diameter

29.993 29.5 30.000 32.059 32.000 '

29.980 29.6 30.013 32.043 32.025
1

Steer i n~
gear
Taper roller bearing Steering worm housmg
1

Par! No. 1 Interna! Externa! Width Beoring seating Base bore

dio meter di a meter diometer día meter
19590 44.475 14.180 19.615 44.470
0009810318
19.600 44.450 14.448 19.602 44.495

P~essure Spring
Externa! Wire gage Free length length under load
diameter mm mm mm . kg
1 ·1 1 1
+10
17.5-0·1 23.6~ - 02
so-s
1
3.5
1 . 1
18.7
1

rressure Sleeve Pressure Screw

Externa! Infernal length Externa! Interna! Tightening_of pressure

dio meter dio meter diameter diameter screw m cover

22.048 17.8 22.2 Tighten hard, then 3-4 mm back,

22 M28x1.5 measured around circumference
22.035 18.0 22.3 of pressure screw
1 1
'
Steering Gear Arm

Crank 39 ± 0.3
1

Steering Relay Arm

Trunnion bearing Bearing bushing Steering. relay

arm
Base bore Externo! Infernal diameter
diameter diameter · Bearing diameler
1 rough-turned f.inal
22.000 22.048 17.7 18.006 17.984
22.021 22.035 1
17.8 1.8.024 17.966

Permissible radial play of steering re.lay arm 0.022 - 0.058

Oversize dimension of beoring bushing 0.014- 0.048

00-2/35
 Radiator- Group 50

Radiator

Cooling water temperature 70-95°(

Pressure 1 atm.
Cap
Vacuum 0.1 atm.

Radiator testing pressure when pressing out 0.5 atm.

Top 20 + 2
Oistance between radiator and fan
Bottom 10 + 2

V-belt tension Oepressian with moderate

thumb pressure 5-10 mm

Cooling Water Thermostat

begins ta open 78°-790C

Cooling water thermostat
fully opened 91 °-94° (

Stroke of valve head 8-9

Water circulation ata water temperature of 15°-2()0 C

and a water pressure of 1 atm. SG-70 1/h

00-2/36
 Electrital System- Group 15/54/82

A. Starter

General

Designation EED 0.8 / 12 R 30

Adjusting dimension for solenoid switch

a = 32.4 ± 0.1
(see Fig. 15- 2/2)

Test Values

Voltage Current
1
Speed
under load
rpm
Volts amp.
1

9.5 160-180 1100- 1250

Note: The test should :be made with a well-charged 12 volt battery with a capacity of 135 Amp/h

B. Generator

General

Generator U f GEG 160/12 - 2500 R 8

Designation
Regulator RS f UA 160/12/15

Mínimum permissible diameter of commutotor when reconditioned 31.5

of commutator of armature core laminotions

Permissible run-out
0.03 0.05

Springs for carbon brushes Brush pressure 4~500 9

00-2/37
Test Values

Generator Regulator
LJ/GEG 160n2-2500 R 8 RS/U.A 160/12n5

Startid' of regulator
Regulating Cut-in speed load Speed at rote output (given Return
1
voltage bottery and load current
rpm at rated output conditions)
Volts amp.
waHs rpm amp.

engine idling without 175 - 20.5 cold

baHery 2050 160 2560 25-75
13.8-14.8 195- 225 warm

Note: When the generator is tested, the brushes must be well run in. At normal operating · speeds and rated load
ther e must be no arcing of the commutator

C. lgnition Coil
Designation TK 12 A3

Test Values

Spark length 14mm Primary current 1.3amp.

D. Distrib.utor
General

Designation VJU 4 BR 14m K

Contad gap OA0-0.50

Angle of closure 48°-52°

The angle of closure must not change by more than 3° over the whole speed range

Contoct pressure of contact breaker 400-SOOg

Permissible end play of distributor shaft 0.1-0.2

00-2/38
Test Values

Angular distonce 9fP ± 10

Movement curve see Job No. 15-23

A vocuum of 600 mm Hg must not foil off by

leakoge test of vocuum control
more thon 10% within 2 minutes

15 minutes under standard operating conditions

roted voltage 12 volts
Continuous run test
spork length 7 mm
speed n = 500 rpm
-·

Test at maximum speed Speed (of distributor) n = 3000 rpm

(distributor speed) spork length 7 mm

Bottery voltoge 8 volts

spork length 9 mm
Test of storting output test period % minute
speed (of distributo() n = 100 rpm

E. Spark Plugs
General
Spork plugs without suppressors Spork plugs with suppressors
1
Bosch W 175 T 7 "N" Bosch W 175 RT 7 "N"
Beru 175114 lu 3 Beru E 175/14 lu 3
Chompion 7~ Chompion X 730
Electrode gap
0.7-0.8 0.9-1.0

F. BaHery
General
Voltage 12 volts Copocity 55 Ah
1
standard 2-2.2volts
Cell voltoge
mm1mum 1.8 volts
10 mm obove top edge of seporotors
Acid level
15 mm obove top edge of plotes
initiol chorging 3.5 omp.
Charging current in amp. ordinary recharging 5.6 omp.
..
quick charging 40 amp.
standard 16-32° e 1

Acid temperature moximum 4QOC

maximum (tropics) 50'> e

00-2/39
Acid Density and Specific Gravity

Acid density according

Specitic grcvity Condition
to Beaumé

1
32" Bé 1.285 fully c:harged
1

, 27-25" Bé 1.23-1.21 semi-c:harged

18-14" Bé 1.14-1.11 disc:harged

1
(The density values ore given for + 2()0 C)

Acid Density (Tropics)

Specitic gravity at
eondition
20• e
1
4o• e 1
60• e
1

1.23 1.215 1.200 fully charged

1.16 1.148 1.136 semi-c:horged

1
1.09 1.080 1.070 dischorged
1

G. Set of Bulbs
'

Use Number Wahage Remarks

eod\
1
Upper beam/ lower beom 2 35/35
Fog lights (optionol) 2 35
Parking beam 2 5
license ond trunk comportment lamps 2 5 tubular
Toil lamp 2 5 tubular
Stop lamp 2 15
lnstrument and dock lamps
Beom indicator
.1 2
tubular

2
ehorge indicotor 1 3 tubular
ehoke control indicator . 1 2
Signa! indicator 1 2
Flash signol, front 2 15
Flash signa!, rear 2 15 tubular
Rever.sing lamp 1 15 tubular
Parking lomp right (front) 1 2
Parking lamp right (reor) 1 2 tubular
Parking lamp left (front) 1 2
Parking lamp left (rear) 1 2 tubular
Interior lighting l 5 tubular

00 - 2/40
 Umrechnungstabellen
Conversion Tables

LéingenmaBe
linear Measure

Millimeter in Zoll
1 1 mm = 0.0394 in.
Millimeters to inches

Zentimeter in Zoll
1 cm = 0.394 in.
Centimeters to inches
--
Meter in Fu6
1m = 3.281 ft.
Meters to feet

Meter in Yard - 1m = 1.094 yds.

Meters to yards

Kilometer in Meilen
1 km = 0.621 stat.·mile
Kilometers to stotute miles
'

FlachenmaBe
Square Measure

Quadratmillimeter in Quadratzoll 1 mm2 = 0.0015 sq. in.

Square millimeters to square inches
Quadratzentimeter in Quadratzoll '
1 cm2 = 0.155 sq. in.
Sq11are centimeters to square inches

RaummaBe
Cubic Measure

1 Kubikzentimeter in Kubikzoll
1 cm3 - 0.0610 cu. in.
Cubic centimeters to cubic inches

Kubikdezimeter in Kubikzoll
1 dm3 = 61.023 cu. ins.
Cubic decimeters to cubic inches

1 dm3 = 1 1 (liter)

HohlmaBe
liquid Measure

11 = 2.113 US pints 1
liter in Pint- liters to p ints
1 1 = 1.759 Imperial pints

liter in Quart - Liters to quarts

11 = 1.057US quarts
1 1 = 0.88 Imperial quort

11 = 0.2642 US gol.
Liter in G<llloneo - Liters to gollons
11 = 0.22 Imperial gol.

00-l/1
GewichtsmaBe
wa·ght
1

Gra mm in Unzen
Grams to ounces (ov.)
1 g = 0.0353 oz.

Kilo~ramm in Pfund
-1 kg - 2.205 JbL
Kilogroms to pounds

OrudcmaBe
Pressure
Kilogromm pro Quadratzentimeter
in Pfund pro Quodratzoll
1 kgjan2 (at) - 14.22 lbs./sq. in. (psi)
Kilograms per squore centimeter
to pounds per square indt

Millimeter Quecksilbersaule
in Zoll Quecksilbersaule 1 min QS (Hg) - 0.0394 in. Hg.
Millimeters Hg to indtes Hg

O mm QS (Hg} '"' 29.92 ins. Hg

761J mm QS (Hg) = O in. Hg

TemperaturmaBe
Temperature
Grad Celsius in Grad Fohre nheit
Degrees centigrade to degrees Fahrenheit

DrehmomentmaQ.e
Torque
Meterkilogramm in FuBpfund
1 mkg - 7..233 ft. Jbs.
Kilogra m-mete r to foot-pounds

GeschwindigkeitsmaBe
Spead
Kilometer pro Stunde in Meile n pro Stunde
1 km/h - 0.621 miles/h (mph)
Kilometers per hour to miles per hour

Mete r pro Sekuflde in Fu6 p ro Sekunde

Mete rs per second to feet per second
1 m/s - 3.281 ft./s (fps)

Verbrauch
Consumption
l ite r pro 100 Ki lometer
in Meilen pro US-Gallone bzw. 235
1/100 km - miles/US gol.
Imperial Gollone
liters per 100 kilometers
to miles per US gallon or
282
1/100 km -= miles/ lmp. gol.
miles pe r Imperial gallo n

Beispiel : Verbrauch
Examp le: Consumption 8 1/100 km = ? miles/US gol.
235 ,_ 235 : 8 = 29.37 miles/US gol.
8 1/100 km ·

00-3/2
 Umrechnungstafel
Conversion Table

Mlllimeter in Zoll
Millimeters to lnches
1
MiUimeter - Millimeters
0,00 0,01 0,02 0,03 0,04 0,05 0,06 0,07 0,08 0,09
1 1 1 1 1 1 1 1 1

mm Zoll-lnches

o o 1 .000394 .000787 .0011811 .001 575 .001 969 .002362 .002756 .()()3150 .003 543
0,1 .003937 .004 331 .004724 .005118 .005512 .005906 .006296 .006693 .007087 .007 480
0,2 .007874 .008268 .008 661 .009055 .009449 .009843 .010 236 .010 630 .011 024 .011417
0,3 .011 811 .012205 .012 598 .012992 .013 386 .013780 .014173 .014 567 .014961 .015354
0,4 .015748 .016142 .016535 . .016-929 .017 323 .017717 .018110 .018 504 .018898 .019291
'
0,5 .019685 .020079 .020472 .020866 .021 260 .021 654 .022047 .022 441 .022835 .023'228
0,6 .023622 .024026 .024409 .024803 .025197 .025 591 .025984 .026378 .026772 .027 165
0,7 .027 559 .027953 .028346 .028 740 .029134 .029 528 .029 921 .030 315 .030709 .031102
0,8 .031 496 .031 890 .032283 .032677 .033 071 .033 465 .033858 .034 252 .034646 .035039
0,9 .035433 .035827 ..036220 .036614 .037008 .rol 4021 .037795 .038189 .Q38583 .038976

,Millimeter- Millimeters
o 1
1
1
2
1
3
1
4
1
5
1
6 7 8
1
9
1 1

mm Zoll-lnches
--
o o 0.039 370 0.078 7401 0.118110 0.157 480 0.196 850 0.236220 0.275591 0.314 961 0.354 331
10 0.393701 0.433 071 0.472 441 0.511 811 0.551 181 0.590 5.51 0.629 921 0.669 2<;1 0.708 661 0.748031
20 0.787 402 0.826772 0.856142 0.905 512 0.944 882 0.984 252 1.023622 1.062992 1.102362 1.141 732
30 1.181 102 1.220472 1.259 843 1.219213 1.338 583 1.377953 1.417 323 1.456693 1 .~96 063 . 1.535.433
40 1.574 803 1.614173 1.653 543 1.692913 1.732283 1.771 6541 1.811 024 1.850 394 1.889764 1.929 134
50 1.968 504 2,007874 2.047 244 2086614- 2.125984 2.1653541 2.204724 2:244094 2.283 465 2.322 835
60 2.362205 2.401 575 2:440945 2.480 315 2.519685 2.559 055 2.598 425 2.637 795 2.677165 2.716535
70 2.755906 2.795 276 . 2.834646 2.874 016 2.913 386 2.952 756 2,992126 3.031 496 3.070866 3.110!236
80 3.149606 3.188 976 3.228 346 3.267 717 3.307 087 3.346457 3.385827 3.425197 3.464-567 3.503937
90 3.543307 3.582677 3:622047 3.661 417 3.700 787 3.740 157 3.779 528 3.818 898 3.858268 3.897 638

mm
1
lOO
1
200
l 300
l 400
1
5001 600
1
700 1 8001900 1000

~~~~~~ ,3.937 008¡7.874 016111.811 024,15.748 031119.685 039,23.622 047127.559 055131.496 063,35.433 071 39.370079

Beispiel:
Examplé: 2860,35 mm ? Zoll-lnches
--------------------------------
2000 mm = 2x 1000 mm = 2x39.370 079 = 78.740158
800 mm 31.496 063
60 mm = . 2.36~ 205
0,35 rnm .013 780 .
2860,35 mm = 112.612 206

00-3/3
 Job-No.
Test Runs
00-4

A. Fuel Consumption Tests

l. Levei-Road Consumptión
The level-rood consumption of o motor vehicle is determined under certoin. definite conditions lo id
clown in o DIN standard. Under ordinory conditions it is hordly possible to ochieve level-rood con-
sumption since the vorying operoting conditions resulting from troffic ond road conditions, driving
hobits, weother influences, tire condition, ond tire pressure hove on unfavorable influence. and in-
crease fuel consumption. Nevertheless the level-road consumption figure is of considerable impor-
tance since it makes it possible to compare cors of vorious types under uniform standard conditions .
When determining level-road consumption, the following conditions must be strictly observed:

o) Vehicle
The ve hiele ond oll its ports, including carburetor setting ond ignition ti m ing, must be of the standard
type.
lt must be fully looded (permissible total weight opprox. 1650 kg).
The engine ond the vehicle must be run in. Befare the actual test the vehicle should be run foro suf-
ficient period of time to ollow engine, tronsmission, and reor oxle to reoch their normal operoting
. temperotures (coo ling water temperotur opprox. 80° e).
Note: During the cold seoson test runs should not be mode when the outside temperoture is below
-s:c.
b) Route
Runs should be mode on o level freewoy stretch (short gradients of mox. 1.5%) opprox. 20 km long,
on a windless doy (moximum wind velocity 2-3) in opposite directions. The runs must be mode with-
out any intervening time lag.
The exact distance covered should be determined by meons of the road mileage signs and the
stopping distance of the vehicle should not be token into consideration.

e) Speed
The speed should be kept constant as far as p·ossible at two thirds of the moximum speed, but should
not exceed 80 km/h. The cor should be driven in top geor over the whole stretch.

d) Fuel
The car should be run on the fuel prescribed i n the operating instructions. For knock-free operating
the engine of Model 190 requires commerci ally sald fuels o(a mínimum odane roting of 86 ac-
cording to the research method (ROZ).

e) Fuel Consumption
The amount of fuel consumed during the test run should be determined by meons of a fuel-mileoge
tester which con be switched from the 'run' to the 'test' position f rom the beginning ond to the end of
the test route. With a 10% increase for unfovoroble conditions the level-rood consumption is then
determined in occordonce with the equotion

kn = 110 ~ (liters/100 km)

w
where kn = level-road consumption in liters/100 km
K = fuel consumption in liters
W = test route in km

00-4/1
 The level-rood consumption of Model190 has becn offkiolly tested os on oll our other models. To
moke a!lowance for inevitable differences in test conditions, oll meosuring tests should be bosed on
o + 5% tol erance.

Under these conditions, the meosured level-rood consumption of Modell90 is 8.9 liters/1 00 km.

In pro.ctice it is almost impossible to fulfill the conditions laid down f or meosuring level-road
consumption.

11. Fuel Consumption According to German Standard DIN 70 030

In order to adopt fue! consumption tests to present conditions ond to developments in automotive
engineering, o revised edition of the DIN Standard 70 030 was issued in August 1956.

As compared with the previous edition of the Standard for determ ining leve l-road consumption of
motor vehicles (April 1952), the new edition contains the following chonges:

a) The title was changed from "Kraftstoffn ormverbrau ch " (level-road consumption) to "Kraftstoff-
verbrauch nach DIN 70 030" (fue! consumption according to DIN 70 030).

b) The load during the rest run was decreased to half the difference in weight between the per-
missible total weight and the curb weight (in the cose of Model 190 = 225 kg) instead of the per-
missible total weight.

e) The test distance was shortened from 20 km to 10 km.

d) The speed was fixed ot 3/ 4 instead of 2!J of the maximum speed as determined in accordance with
DIN 70 030. The maximum permissible test speed wos increased from 80 km/h to 110 km/h.

A comparativ ely Jorge number of test runs is necessary in arder to determi.ne accurately the value of
fue! consumption according to DIN 70 030. The accurate figure for the fuel consumption occording
to DIN 70 030 of Modell90 will be announced os soon os the official tests hove been concluded.

In proctice it is hardly ever possible to fulfill in every detail the conditions loid down for meosuring
level-road consumption ond fue! consumption occording to DIN 70 030. lt is much more convenient
therefore to meosure portia ! load consumption (see Section 111) or overol! cons umption (see Sec-
tion IV).

111. Fuel Consumption Curve {Partial Load Fuel Consumption)

for obvious reosons, not only the leve l-road consumption of a car but olso its fuel consumptio n at
other speeds is of great interest. For this reason we give in add ition to the level -road consumption
figure a fue! consumption curve, the so-called portia! load consumption curve (Fig. 00-4/1 ). The
values plotted in the graph are derived from meosurements.

At the various tesi speeds, fue! consumption is determined by running the vehicle over a 1 km stretch
of leve! freeway in opposite directions. As a rule it is sufficient to take measurements at speed ínter-
vals of 20 km/h.

The partialload consumption curve is determined on r uns made with two persons in the car ond with
a full fuel tank. When checking the partialload consumption, which is the most retiable indication of
the cor's actual consumption, the following conditions must be observed:

00-4/2
 1/IOOkm
18

14 /
12 V
/
V
10
/
,_.~ ~
8

4
""""' -~

o
o w w ~ " ~ ~ ~ ~ ~ ~ 00 ~ ~ ~ ~
~/h -

Fi g. 00 .,...- 4/1

o) The test route m ust hove been accurately measured. In selecting the test route it is odvisable to
contact the competent authorities in arder to select a suitable route since the distance between
milestones very often is not accurate enough. The best method is to measure the route by means
of a measuring tape.

b) Test runs should only be mode on o dry road . On wet roods considerable discreponcies ore in-
evitable.
Test runs should not be made ot an outside temperature below -5' C.

e) Besides the driver a second person is necessary to take the measurements. This musi· be a relioble
and experienced autamative mechanic.

d) Befare carrying out o test run it is advisable ta check the campressian, the ignitian timing, the car-
buretar setting, ond the tappet clearonce .

e) Tire pressu re must be in accordance with our specifkotians (front 1.7 atm., rear 1.8 atm. ·..vith tires
cald).

f) At the beginning of the test run the engine must be at aperating temperature (water ond ail tem-
peroture opprox. ao:
C)¡ tronsmission ond .reor oxle must hove wormed up.

g) Measurements must be made at all test speeds in 4'h gear.

h) Measurements shauld be made in such a woy that the speed at which fuel cansumptian is ta be
determined is reached 200 ta 300 meters befare the beginning af the test raute and shauld be
mointained aver the whale stretch (1 km) . The speed shauld be maintoined occarding to the 20,
40, 60, 80, etc. km/h marks an the speedameter dial.

The actual speed of the car is determined b y recarding the time required ta caver the test route
(calibrotian af the speedameter), and fuel cansumptian is measured by switching on the fuel-
mileage tester during the periad af the test.

Noté: At speeds abave 60 km/h, the cor· shauld be timed with an accuracy af 2/10 sec. The cansump-
tian curve in Fig. 00- 4/l is platted withaut a percentoge in crease far unfavorable canditians. As in
the case af level-rood cansumptian o talerance of + 1Of'o is permissible. The above values can anly
be abtained if the car is in gaod warking arder.

00-4/3
IV. Overall Fuel Consumption

To determine overol! fuel consumption, which is the omount of fuel consumed on a fairly long stretch
and under normal trafflc conditions, it is advisable to selecta circuit of approx. 100 km over ordinary
roads. Measurements over shorter stretches are useless since traffic conditions, driving habits, and
rood conditions are bound to hove an adverse effect. lt goes without saying that the test route must
be known to hove exoctly the required length.

The test route should be covered under normal traffic conditions and at a fairly constant speed, fuel
consumption should be m.easured ond the run should be accurately timed. .

Overall fuel consumption is determined by means of the equation

ks = !._ (liters/100 km)

w
where ks = overol! consumption in liters/100 km
K = fuel consumption in liters
W = test route in km
The average speed is
w
v = 60 -km/h
t
where v = average speed in km/h
W = test route in km
t =time in minutes required for the test rt~n

In evaluating the measurements, attention should be given to the fact that even on such a long test
route, consumption depends to a large extent on trafftc conditions and above oll on driving habits.
For this reoson consumption tests should always be made by the sorne dri~er, who must be an ex-
perienced expert, and the vehicle should always carry two persons or the driver plus 65 kg of weight.
After selecting a stretch ofaccuratelyknown length it is odvlsoble to cover the distance several times in
o car in good working arder and to measure fuel consumption at different average speeds. These con-
sumption figures can then be used as a basis for measurements carried out w ith other cars.

At a rough estímate, overol! fuel consumption at a given average speed can be assumed to equal
partialload consumption ata speed 20-25 km higher.

Example: At a measured average speed of 60 km/h permissible overol! fuel consumption can be
roughly as muchas the partialload consumption ata speed of 80 to 85 km/h (see Fig. 00-4/1). The
portia! load curve would in this case indicate a permissible overol! consumption of 8.1-8.5 li-
ters/100 km.

V. Testers

Various flrms manufacturing automobile accessories hove brought a number of fuel-mileage testers
on the market which are suitabl~ for measuring fuel consumption (partiolload consumption). Most of
these testers hove a capacity of 0.5-1 liter. The tester is connected vio a three-way cock to the fuel
tank and to the fuel feed pump. With this arrangement it is possible to use fuel from the fuel tonk
even when the tester is connected so that the carca n be driven to the test route with the tester in-
stalled.

00-4/4
The tester is fllled by switching the cock to the "fiW' position. One of these testers which we find very
useful for the purpose is thé fue l-mileoge tester produced by Messrs. V. lowener of Cologne (Model
VLC 1003 A) Fig. 00-4/2).

Fig00 -4/2

1 Groduoted g loss i nsert

F ~ "FiW positíon fo.. tillíng the tester
2 Three-woy cock O = ' Run• position wíth fuel supplíed lrom the luel lonk
P = "Test• posítíon with fuel supplíed from the tester
3 Connectíng hoso (red)
4 Connectíng hose (whíte)
S Connectíng hose (block)
6 Conversíon table
7 Hook
8 Rubber suctian cups

The tester con be hooked over the side window by meons of the hook (7) ond is held in position by
two rubber suction cups (8). Attoch tu be (3) to the suction si de of the fu el feed pump (red tu be), tube (4)
to the supply line to the fuel tonk (white tube) tube (5) to the second connection ot the delivery side of
the fuel feed pump (block tube).

For detoils see the instructions for use of the individual testers. By means óf this tester the portiolload
consumption curve con be plotted with sufficient occurocy. However, fo r measuring overall con-
sumption the copacity of this tester is not lo rge enough . lt is odvisoble therefo re to use a gosoline con
with a connection foro fuel hose welded into the bottom . An accurote colibroted meosuring stick
should be made for this con so thot the fuel contents con be occurotely determined. At the end of the
test run, fuel consu mptión is measured by filling up the con.

The values thus determined should be entered in the data sheet for fuel consumption issued by our
firm (see specimen on page 00- 4/6). Complaints should always be accompanied by a carefully
completed data sheet.

The Doto Sheets con be obtoined from our Untertürkheim factory, Export Service Department.

00-4/5
 Model Mileage
Data Sheet for
Chassis No.:
Fuel Consumption
Engine No.:
Branch Agent First licensed:
Owner:

Measured by: Dote:

Customer's comploint:

Type of fuel: ... ·········-···· ... Cooling water temperature

Specific grovity: ... Oil temperature: ..

Weather conditions: . .... . .

Road condition: .. .... .. ... ... ···-... . ~· . .. .... Outside temperatun!: ....

1. Fuel Consumption Under Partial Load Distonce run = 1 km

Load: 2 persons or
driver + 65 kg weight

Speed indicoted
by speedometer
km/h 20 40 60 80 100 120 140 160

Time recorded for 1 km t sec. ,

Actual speed
1 X 3600
V eff = km/h
t

Fuel consumption per km liters

Fuel consumption per 100 km liters

2. Overall Fuel Consumption

load: 2 persons or
driver + 65 kg weight
Recorded mileage ofter test run .................. .. km
Recorded mileage before test run ...... ........ ................. km
O.stonce run W km
Fuel consumption K ...... liters
Time recorded t ... min.

Overol! fuel consumplion k= 100 x ~= 100 x - - - - = .. ............... liters/100 km

60x W
Average speed V= = 60 x - - - - = km/h
t

In practice it is hardly ever possible to measure level-road consumption and fuel consumption
under the conditions la id down in DIN 70030. lt is much more convenient to measure partiallood
consumption or overall consumption.
Fór detoils on test runs see Workshop Manual Model 190, Job No. 00-4, Section A.

nn A 11
 B. Oil Consumption Test.Runs

The oil consumption of an engine can only be determined accurately by an oil'consumption test run.
Oil dip stick measurements are too inaccurate.

Since oil consumption depends toa large extent on driving habits i. e. engine load and engine speed,
a test route should be selected for a circuit of approx. 100 km in orderto simulate ·actual normal oper-
ating conditions. This test route should include 30 to 40 km of f reeway or similar roads on which an
average speed of 110 to 120 km can be mainta ined.

The whole test route should be covered ata certain average speed and the speeds laid down for the
various laps should as far as possible be adhered to on other test runs. lt is advisable always to hove
oil consumption test runs carried out by the so me d river. The ve hiele shou Id carry 2 persons or the dri-
ver plus 65 kg of weight. When these conditians are observed, oil consumption can be determined
with sufflcient accuracy and the consumption of different engines can be compared.

Befare the test run is carried out the engine must be very carefully checked for possible leaks, for in-
stance at the oil fl'lter, at the cylinder head cover, etc.Oil consumption should be determined as fo.! -
lows:

a) Warm up the engine; oil temperature should be 75-80:l C. The oil temperature should be mea-
su red with an Electric Distant-Reading Thermometer 000 589 21 27 whose heat feeler is put in the
oil pan instead of the dip stick. ·

'b) Keep a clean vessel in readiness and wei gh the empty vessel.

e) Place the vehicle on a level surface and mark its position in such a woy that after the test run the
vehicle can be p laced in the sorne position.

d) Disconnect the main ignition cable from the ignition coil to the distri butor at the ignition coil or
take off the distributor cap. ·

e) Unscrew the droin pl.ug at the oil pan and run the warm oil into the clean vessel for a period of
30 minutes. The engine should be turned for about ten seconds by means of the starter motor
after 15, 20, and 25 min. of draining.

f) Screw in the oil pan drain plug and tighten.

g) Weigh the vessel with the oil on a sca le graduated in grams and fill up to the specifled weight
of 3520 g {corresponding to 4 liters).

h) Ca refully flll the weighed amount of oil into the engine, taking care not to spill any.
The vessel must be used again after the test run and should th'e refore not be cleaned or used for
other purposes in the meantime since otherwise weight errors will result.

i) Orive the veh icle under the above-mentioned conditions for approx. 100 km.
k) Place the vehicle in the previously morked position immediately after the test run.
1) Disconnect the main ignition cable from the ign ition coil or remove the distributor cap .
m) Place the vessel previously used for the purpose under the oil pan, unscrewthe oil pan drain plug
and dra in the o il. Draining time is again 30 min. Turn the engi ne by means of the starter motor
for about 10 seconds after each 15, 20, and 25 min. draining. Screw in the dra in plug and tighten .
n) Weigh the vessel with the oil.
o) Determine the oi l consumption from the difference i n weight between the two meosurements be-
fare and ofter the test run.

00-4/7
Oil consumption (boil) is usually given in liters and computed from the difference in weight as de-
termined above, the speciftc gravity of the oi1, and the distance run in accordonce with the fol-
lowing formula
weight of oil consumed
b -
oil - specific gravity of oil (g/cm3 ) x distance run (km ) liter/l 000 km
The speciflc gravity of the oil is 0.88 g/cm3

Example:
Weight of oil consumed: lOOg
Distance run: 98km
Oil consutnption is accordihgly
100
b
oil
=
0.88 X 9
S = 1.161iters/1000 km
For Model190 permissible oil consumption is up to 1.5 liters/1 000 km = 1320 g/1 000 km.
The measurements and all necessary details should be entered in the data sheet issued by our firm
(see specimen on page 00- 4/9). All complaints should be accompc;anied by a carefully completed ·
data sheet.
The Data Sheets can be obtained from our Untertürkheim factory, Export Service Department.

00-4/8
 Model: ..................................... Mileage: .. ... ... ........ ..........
Data Sheet for
Chassis No.: . .............. ... ... ................................
Oil Consumption
Engine No.: ......... .
Branch/Agent First licensed: ............... ......................................................................
Owner: ........ ..................................................................................... .
......................................••.............................................................. ................ .

Measured by: Da te: ...... ... ................................. ................

Customer's complaint: .... ..........

Distance run: ....................................................................... . Weathe r conditions: ..................................................................... .

Road conditions: ..............................................................................

Cooling water tempe~ature: .................... . ..... oc Outside te mperature: ............................ ..................... .......... °C

Oil temperature: . .. . ....... oc Oil pressure a t idling speed: ... ..... . ............. . kg/cm 2
Type of oil: . (with oil tempe ratura measured}

W e ight of empty vessel: .............................. g

Weight of vessel with oil* befor.e test run: .................... g

Weight of vessel with oil after test run: ... g

Weight of oil consumed: ............................. g

* Specified weight of oil before test run:

Mode ls 180, 1800 = 3520 g; Model 300 Se+ 8800 g

Mo? els 190, 190SL = 3520 g;
= 9700 g, capacity 11 liters
Models 219, 220a, 2205 = 5280 g; Model 300 SL + {
Models 300, 300b, 300c, 3005 = 5720 g; = 13200 g, ca pacity 15 liters.
+In the cose of Models 300Sc ond300Sl olso
weigh oil container

Recorded mileage after test run km Rema rks: .. ....................................... ..

Recorded mileage befo re test run ...... ................. km

Distance run ........ . km

Oil Consumption
weight of oi consumed (g} = ............ .liters/1000 km
boil
0.88 •• (g/cm3) x dista nce run km 0.88 X

u Specific grovity of oil = 0.88 g/cm•

Measuring instructlons (For detciils see Workshop Manual Model190, Job No. 00·4, Section B);
l. Keep o cleon meosuring vessel for the oil in reodiness ond weigh the empty vessel.
2. Worm up the engine toa moximum oil temperoture of 800 C (meosure the temperoture).
3. Place the vehicle on o level surfoce.
4. Droin the o il into the meosuring vessel, dro ining time 30 min. Turn the eng ine by means of the starter
for obout 10 seconds eoch after 15, 20, ond 25 min. For this 'purpose re move the distributor cap in the
cose of gasolina engines and cover the intoke connections in the case of diesel engines.
5. Weigh the vessel with the droined oil and fi ll up with oil to the prescribed weight.
· 6. Fil l the weighed amount of oi l into the eng ine without spilling.
7. Make test run occording lo instructions.
8. Drain the oi l os described above o nd weigh.

00-4/9
 C. Acceleration Test and Moximum Speed Test

l. Acceleration Test
In proctice it is frequently necessary to check the occe lerotion values of a car. For this purpose the
occelerotion values can be token from the occeleration curves below (Fig. 00- 4/3).

¡ 1 1
150
' geor
3rd geor
4th
1

~ i"""
1 ...
L; ¡.....
100
¡,.....
,....
..,. ~ """"
¡,.."'
2nd geor !..o'
I/ ~
.....
~ 1/ ¡..<"

50 11' 11'
i/ lt" L..;' """'
J!Z ~
~

t in sec 10 20 30 40 50
Z·l71

Fig. 00-4/3

lt is advisable to carry out the occeleration test in 3rd geor. The 2nd geor is unsuitable because the
time ova il able is too short with the result thot considerable meosuring errors moy occur. The 4'h gear
should not be used either beca use in vi'ew of modern trafflc density even on freeways the cleor stretch
required for accurate meosurement is hardly available anywhere.

Tests runs should be corried out under the following conditions:

a ) Use a stop watch to check the time necessary to accelerate the car from 20 km/h to 100 km/ h. To
do this, open the throttles fu lly ata speed of opprox. 15 km/h and time the caras soon as it
reaches an actual speed of 20 km. Time it again when the speed.has gone up to 100 km/h, thus
meosuring the accelerotion time. The throttles should be fully opened over the whole stretch.

b) The speedometer must be ca libroted at leost for the two measuring speeds of 20 km/h and 100
km/h. Measurements without a calibrated speedometer are useless.

e) Befa re measurements are token, ~he engine must hove reached its operating temperature (water
and oil temperature approx. 80° C); transmission and rear oxle must hove warmed up.

d) Test runs shoul.d o.n ly be mode on dry roads.

e) Tire pressure should be in accordonce with our speciflcations (front 1.7 atm ., reor 1.8 otm. with
tires cold).

00-4/10
 f) Befare carrying out a test run, it is advisable to check the compression, the ignition timing, the
carburetor setting, and the tappet clearance.

g) The test route must be level without mejor g radients (maximum 1.5%).

h) The car must ca rry two persons.

1) Ma'ke the acceleration test twice in both directions (wind influence) and compute the mean value
of these measurements.

k) The acceleration curves given in Fig. 00-4/3 only apply if the ve hiele is in good working order.
In order to eliminate the effect of unfavorable conditions a tolerance of +5 to +6% is permis·
sible.

11. Maximum Speed Test

In practice the measurement of maximum speed of cars with high terminal speed is almost impossible.
Any check carried out under inadequate conditions is bound to produce wrong results. However, to
complete this section of tests, we list below the conditions to be observed:

a) The test ro ute inust be exactly 1 km long an d must be level (short moximum gradients of i .5%).

b) The test route must be covered in opposite directions. There must be no time lag between the two
ru ns. Compute the mean value f rom the two runs.

e} Atmospheric pressure may be 745-765 Torr, air temperature 0°-30° C.

d} The test run must be made on a windless day (maximum wind velocity 2-3).

e} Engine, transmission, and rear axle must be in run-in condition.

f) At the beginning of the test run the engine must hove reached operating temperature (water and
oil temperature approx. 80° C).

g) The road surface must be dry.

h) There must be a level approach-stretch of ot least 3-4 km which should be covered like the test
route with throttles fully opened.

i) The car must be fully loaded.

k) Tire pressure must be increased to the va lues laid down for continuous fast freeway driving (front
1.9 atm., rear 2.0 atm. with tires cold)._The tires and their tread must be in good condition.

1) Window and ventilating system must be closed.

00-4/11
 Lubrication a nd Maintenance

A. Lubricating Points

The vehicle is provided with the following grease flttings:

Front Axle:
a} Two front nipples each and two rear nipples each at the support
for the left and right control arms.
b) Three nipples ot the left and ot the right steering knuckle.
e} One nipple at the bearing of the steering relay orm.
d} Two nipples each ot the bol l heods of the left ond right tie-rod
ond of the center tie-rod.

Pedals:
Two nipples

Propeller Shaft:
a} One nipple ot the front of the flange.
b} One nipple at the center of the universal joint
and at the beoring.
e} One nipple at the rear of the universal joint
and at the slip coupling.

Rear Axle:
Two nipples

Hand Brake Cable:

One nipple left ond right

Front and Rear Doors:

Left and right two nipples eoch

B. Oils and Greases for the VariousAssemblies

The following oils and greoses should be used for lubricoting the various assemblies:

Engine:
moximum 4 1iters
mínimum 2.5 liters engine oil

Cooling Water Pump:

10 ce Hypoid Oi l SAE as for the rear axle

Distributor:
for the lubricator . ................... . . .. .... engine oil
for the felt in the cam bore .... .... .... . ....... engine oil
for the greose sliver in the sliding rotor heel
...... ·................ BOSCH Ft 1 v 4 lubricating grease

00-5/1
Generator:
Engine oil

Transmission :
1.4 liters transmission fluid irrespedive of the season

Front Wheel Hubs:

Each hub 65 g onti-friction beoring greose
Rear Axle :
2.25 liters Hypoid Oil SAE 90 irrespective of the season
Steering :
0.351iters ATE original blue brake fluid or Lockhead brake fluid
Flash Direction

Sig~al Switch:
1 g Kollag greose M 1./2

Starter Cable,

Heater Cable:
Sheii-Ambroleum cable greose
Grease Nipples at
Front Axle, Rear Axle
and Propeller Shaft:
Door Hinges:

Trunk Compartment Ud
and Engine Hood Hinges:
Anti-fridion beorin-g greose

Deta ils of types and mokes of suitable ond approved lubricants are given in our brochure "Fuels
ond Lubriconts" (Betriebsstoffe). Our Export Service Deportment will gladly give any informotion
required on the subject.

00-5/2
 C. Lubrication and Maintenance Care

a) lnitial Lubrication and Maintenance Procedure

After the first 50-100 km:

Check all wheel nuts for tightness and re-tighten, if necessary.

After the first 500 km (Service Book Sheet No. 1):

l. (lean wire coil in oil fllter.
2. Drain engine oil (while a il is still hot} and replace with new oil (4 liters plus 1f2 liter if oil fllter is
cleaned at the same time).
3. Drain oil in transmission case (while oil is still hot) and replace with new oil. Befare draining,
check oillevel (must come up to filler hale}; in case of oilloss, check for leaks.
4. Drain oil in rear axle housing (while oil is still hot) and replace with new oil. Befare draining,
check oillevel (must come up to filler hale); in case of oilloss, check for leaks.
5. Check oillevel in oiler at distributor and top up if necessary.
6. Check tappet clearance an.d readjust, if necessary.
7. Check the tension of the fan belt, re-tighten, if necessary.
8. Carburetor: Check all pipe unions, the screws at the cover of the start mechanism, the fixing nuts
at the carburetor flange, the carburetor cover screws, the jet screws and the check valve at the
foot of the accelerating pump for tightness ond, if necessary, carefully re-tighten them evenly all
round. Check oil leve! in shock absorber and, if necessary, top up.
9. (lean fuel ftlter element.
10. Clean the screen in the fue l pump.
11. Test foot and hand brake, readjust hand brake if necessary.
12. Check wheel nuts for tightness and re-tighten if necessary.
13. Check tire pressure and correct if necessary.

After the first 2000 km (Service Book Sheet No. 2):

l. Drain engine oil (while oil is still hot) and replace with new oil.
2. Check the tension of the fan belt, re-tighten if necessary.
3. Check all nuts of intake and exhaust manifold for tightness and re-tighten, if necessary.
4. Carburetor: Check all pipe uhions, the screws at the cover of the start mechanism, the fixing nuts
at the carburetor flange, the carburetor cover screws, the jet screws and the check valve at the foot
of the accelerating pump for tightness and, if necessary, carefully re-tighten them evenly all
round. Check oil leve! in shock absorber and, if necessary, top up.
5. Check contact gaps in the distributor and adjust if neces~ary; do not file contact points.
Under no circumstonces re-oil the felt in the cam bore befare the car has done 24000 km, since
this may cause the contact points to foul up.
6. Check wheel nuts for tightness and re-tighten if necessary.
7. Check tire pressure, correct if necessary.
8. Check toe-in and camber ond od¡ust if necessary.

00-5/3
 9. On sliding-roof version: retighten the screws at the sli ding-roof slide rails and grease the slide
rails.
10. Grease the engine hood hinges, engine hood sofety hook, door hinges and trunk compa rtment
lid hinges.
11. Check and grease the door check mecha nisms.
12. Apply a little talcum to rubber draft excluders of the doors but do not in any case clean them with
solvents or gasol ine.
13. Test foot and hand broke on a test run.
At the same time give attention to body noise. El iminate noise if any and re-tighten the set collars
at the lock bolts if necessary.
Read just hand brake and bleed brake system if necessary. lf an ATE Power Brake T50 is instol led,
this should olso be bled.

After the flrst 4000 km {Service Bao k Sheet No. 3):

l . Carry out alllubricating and maintenance operations due every 4000 km.
2. Replace the paper element of the oil fllter.
3. Check toe-in and camber and a djust, if necessary_

00 - 5/4
b) Regular Lubrication and Maintenance Care

Mileage 1 location Job

Tires Check tire pressure ond odjust if necessory.

1) Cronkcose- Check oil level ond top up if necessory; do not exceed
prescribed moximum.

Oil filler 2) ( lean wire coil.

Cronkcase2) Droin oil with engine warm ond reploce (4 liters + % liters
if oil filter is deaned at the same time. Check the seoling
ring of the droin plug for serviceobility ond, if necessory,
reploce.
Front oxle 3) Use o greose gun to force greose into the ·following 21
greose nipples; the grease fittings should be cleoned be-
forehand:
o) At the support for the right control arms
2 nipples in front and 2 nipples at the reor;
b) At the support for the left control arms
2 nipples in front and 2 nipples at the rear;
e) 3 nipples eoch ot the right and left steering knuckle;
d) l nipple at the bearing of lhe steering relay arm;
e) 2 nipples each al the ball heads af the left and right tie-
rod and of the cenler tie-rod.
Pedals3)
Rear oxle3) } Use a grease gun lo force greose into the grease nipples;
the grease fittings should be cleaned beforehond.
Propeller shoft3) Greose.
Front: the greose nipple at lhe flange.
Cenler: the greose nipple al the universal joint and the
greose nipple in the beoring.

l
Rear: the greose nipple in the universal joinl ond the
greose nipple at the splineway; do not overgreose al the
4000 km splinewoy.
Joints for pedols and steering
column gear shift and levers,
cables, and linkages for hand- Check ond grease.
broke and carburetor
lines, connecting hoses and con-
nections for engine oil, cooling
water, fuel, brake fluid ond
vacuum 4 )
Clutch
Fuel filter
l Check for leaks, chafed spots and depressions.

Check clutch pedal free play and adjusl if necessary.

Cleon element.
Fuel pump After backing out the fixing screw for the cover 2 turns,
unscrew the plug ond drain the water.
Fon beit Check tension and if necessary, retension.
Exhaust pipe Check flange nuts at exhaust manifold for tightness and re-
tighten if necessary.
Exhaust manifold Clean heater val ve shaft at the bearing surfaces by spray-
ing with crude oil or penetrating oil and free up.
Battery s¡ Check acid leve! and acid density.
Electricolly-operated units Check for proper operation.
Brakes Check foot brake ond hand brake for proper operation
and, if necessary, adjust hand brake.
Broke fluid reservoir Check fluid level ond, if necessary, fill up to 1 cm below the
edge; if there is any major loss of fluid, check the brake
system for leaks.

') From time to time ond before every long journey.

2) Every 2000 km when driving in cities only or on very dusly roads; observe spec ified g rodes of viscosily.
3) Every 2000 km on muddy roads or on slush-covered roads and al~o on very bad roods.
•) lf an ATE Power Broke T SOis insto lled.
') At leost ev ery 4 weeks .

00-5/5
 Mileage Location Job
1
Front ventilotor duds Cleon i nsect screen.
Oil filter Reploce paper element.
Distributor Check breaker contacts for d irt and corred gap ond, íf ne-
cessary, adjust.
Spark plugs Clean and check electrode gops.
Volves Check tappet clearance and adjust, if i1ecessary. Check
compressío n.
Fuel pump Clean screen in cover.
Tro nsmission case Check oíl level (m ust come up to fille r hole); in case of oil
loss, check for leaks.
Rear a xle housing Check oíllevel (must come up to filler hole); in case of oil
loss, check for leaks.
Roed whee ls 1) Balance and relate 1) accordíng to the diagra m on Page
40-0/4.
Rood wheels Check toe-in and cambe r and adjust if necessary.
Seots Re-tighten screws for seat rails.
8000 km
Window channels Clean and dust; keep free from greose.
Door weather strips Remove rubber oqrasíon ot folded plate by means of goso-
líne. Powder rubber draft excluders with tolcum; under
no circumstanc es cleon wíth solvents or gosoline.
Door hinges Force greose ínto the greose nipples ond re-tighte n fixing
screws.
Check ond if necessory re-tighten fixing screws ot door
locks and lock bolts, ond if necessary also re-tighten set
collars at lock bolts.
Door locks, hood lock ond trunk Clean eoch of the hood lock and of t he trunk comport-
compartme nt lock ment lid lock with gosolíne, carefully grease, but do nol
pul any oil in the keyholes2). ·
Keep ·the lock bolt of the door locks cleon ond free from
oil, d 1eck the lock piole of the trunk compo rtment lid lock
and adjust if necessary.
Hood hinges, safety hook of the }
hood and hinges of the trunk Greose.
compartme nt lid Re-tig hten lock fostening screws of the hood.

Battery Cleon termínols, check for tightness, and grease with acid-
resi sting grease.
Spark plugs Re place
Water pump Check o il lcvel ond top up if necesso ry.
Carburetor Clean and check. Check injedion amount of occeleratin g
pump. Clieck a ll pipe unions, the screws at the cover of
the start mechonism, the fixing nuts ot the carburetor
flonge, the corburetor cover screws, the jet screws and
the check volve at the foot of the occelerotin g pump for
16000 km tightness ond, if necessory, corefully re-tighten them
evenly all ro und. Check oil level in shock absorber ond
if necesscry top up. 1
lntake and exhoust line Check o 11 nuts for tightness and re-tighten if necessory. _
Fuel pump Check fixing nuts for tightness ond re-tighten if necessary.
Shock absorbers Check for oil leoks. Only check the lower fi xing ntn~ for

l
tightness.
Moin sílencer Clean tne bares al the bottom of the casing.
Nuts, screws and cotter pins of
steering, engine mountíng, pro- Check over o pit or on o lífting plotform and if necessory
peller shaft, and rear axle hous- retighten nuts and screws.
íng
Hond brake cables Apply some grease lo the greose nipples.

1) Every -4000 km in exceptionally hot weather a nd continuous fas! freeway driving.

2) These locks con be provided with floke grap hite (Edelgraphit-G esellschaft mbH Gadesberg Rhi
ne).

00-S/6
 Mileage location Job
Front wneel beorings Replenish greose.
Tronsmission cose Oil chonge (while oil is still h o t). Befare droining check
oil level (must come up to filler hole); in cose of oil loss,
check for leoks.
Reor oxle housing Oil chonge (while oil is still h o t).
16 000 km Befare droining check oil level (must come up to filler
hole); in case of oil loss, check-for leoks.
Steering housing Check oil level.
ATE Power Broke T SO 1) Remove oir cleoner ond reploce filler element,
Windshield wiper2) Grease linkoge.
Heodlights Check odjustment.

Air cleaner3) Replace poper element ond wash out housing wíth a goso-
1
line-soaked cloth.
Distributor Fill up oiler with engine oíl. Remove distributor cap ond
rotor orm ond put 3-4 drop.s of engine oil on the felt in
the ca m bore. Coutíon 1Do not overlubrícote since other-
wise the contacts moy foul up. light!y grease distributor
24 000 km cam and check the greose sliver in the slíding heel, if
necessory renew with Bosch grease Ft 1 v 4.
Cooling system Flush out and re-flll with treated water.
Brakes Remove broke drums. Smooth the lining surfaces with
emery cloth. Check drums, broke linings and dust caps
of the wl,eel cylinders. Remove abrasion dust.

Dístributor Check.
Generator Remove. Check collector for proper operation ond, if ne·
cessory, turn off. Clean brush holders ond reploce
brushes.
Steering tube Check jointing disk ond reploce if necessary. Che,.'< steering
48000 km for play and adjust if necessory.
Tie-rods Check joints ond seols.
Brokes Check brake master cylinder ond broke wheel cylinders
for le_oks. Check power brakel for vocuum and leaks.
Roed wheels Check for externa! damage.
Flash direction indicotor switch Grease notch plate and roller.

96 000 km l
r-------~-----------------------r----------------------------------------------
Rear wheel ball bearings Replenish grease,

1) fnstolled only os on optionol extra.

2) 1t is ofso odvisoble to reploce the rubber ports of the windshield wiper blodes ot intervols of 6 to 12 months. depending on the degree of weor.
¡) Only if lhe cor is regulorly driven over dvsty roods.

00-S/7
 D. Lubrication and Maintenance Char1
Oil fi ller screw
Engine water d roin oil droin plug o
Engine o il d ip-stick Oislributor Engine oil filler neck cock Broke fluid reservoir Bottery fror.t door hinges tronsmission

·· ...........-....... --
.......

As required --··

Cooling woter droin

codt

Greose nipple ot
steering knuckle
lcft and righf
-1!>00 - - - - - ..

@
_ _ \@)
En gine o il filler
-----~

.................... ._
Engine oil droin
plug
/
_,./
\
\ ' ,,
···--- ----·---------------------,-·-·-..
--- ""··-..._,
't '1
2500 2500 10000 LSOtl 2500 2500 2500 2500

Support for leh con· Fuel filler Fronl wheel b earings lefl tie-rod ou1side Support for Ioft con- Pedo ls lefl ' ie-rod inside S upport for steer
rrol arm lronl left ond righl lrol orm reor Cenler tic-rod lef1 reloy orm right
rod in side, cenfer
t ie-rod right
 Optional Extras

The classified list on the following poges contains oll importont optionol extras which, to comply with
our customers' special wishes, can be built in either subsequently or in certain cases also by our
foctory. This classifled list is intended to facilitate the dea le r's task of giving expert advice on optional
extras. In a ll cases where the subsequent insto llation procedure is not entirely self-explonatory, the
procedure has been described in detail. Reference to the corresponding Job Nos. will be found in
the last column of the list below.

Orders for any individua l parts requ ired shou ld also stote Order or Part No. and also the SA or KW
No. Please note that Order Nos. hove on ly been allocated to optional extras which are ava ilable as a
complete set reody for assembly. In all other cases, unless the Part No. is given in this list, the ports
shauld be ordered individ ually according to the list heoded "Avail able Parts" included under the
oppropriote Job No.

A. Engine

Designotion Order or SA-No. or For subsequent

Port No. KW-No. instollotion see

Tropical fon with increosed cooling effect 180 200 00 24 10113 Job No. 01 - 4,
with compensoting Section E
wosher
180 205 04 52
Fuel pump with dust filter 000 091 53 01 10113 Job No. 01 - 4,
Section H
Cylinder head with lower compression 6.8 : 1 1210161020 10250 Job No. 01 - 5,
Section C
Note : In countries where only fuels with o lower anti-
knock volue ore ovoiloble, a cylinder heod with lower
compression is ovailoble. When such o cylinder heod
is instolled, a cylinder heod gosket Port No. 121 016
10 20 should be used. The ignition setting must be so
ad justed thot the engine operotes without pínking
when the vehicle is driven.

Set of corburetor jets for countries 200 m obove seo- Order jets 10195 Job No. 07- O,
leve! occording to Section H
Port No.
Exhoust system without presilencer (for trop ics)
left-hond d rive 121 490 07 20}
right-hand drive
1011311
121 49008 20

Herder rubber mount ings for engine suspension

reor left 121 2230012 1011 3/l } Job No. 24-1,
reor right 121 223 01 12 10113/1 Poro. S

'

00-6/1 .
 B. Wheels and Tires

Designotion Order or SA-No. or For subsequent

Part No. KW- N o. instollation see

Second spore wheel brocket 10120 890 90 31 1399-120 -

ehromium-ploted ornamental ring for rim 4.50 K X 13 120 401 00 23 878--120 -
Disk wheel (welded) for 6.70-13 tires for 1100 kg reor 180 4000802 10 215 Job No. 40- O,
oxle load (ombulonces ond police radio cors) Section A
Disk wheel (welded) for 6.40-15 tires (export) 183 400 04 02 10 174r1 Job No. 40- O,
Section A
R. ond D. original tire choin 000 583 4716 10066 -
Note: Tire choins should only be used when ordinory
winter tires ore no longer sufficient, i. e. when
gradients hove lo be covered in deep snow. For this
purpose we recommend fine-link tire choins. Tire
choins should olwoys be tried out on t he tires be-
fare they are actually needed in arder to f1nd out
whether the tire choins flt ond ore in good working
arder.

C. Springs, Shock Absorbers and Steering Shock Absorber

Designotion Order or SA-No. or For subsequent

Part No. KW-No. installation see

Herder front springs for bcd roods ond for sports pur- 1203211904 10014 Job No. 32- O,
poses Section e
Herder reo r springs for bad roods and speciol export
rear springs, left
up to 950 kg reor axle load 121 324 22 04 10113/1
or 180 324 26 04
Herder reor springs for ba d roads o nd speciol export
reor springs, right
up to 950 kg rear oxle load 121 324 23 04 1011311 Job No. 32 -O,
or 180324 27 04 Section e
Reinforced reor spring, left
up to 1100 kg reor oxle load 121 32412 04 1o154/1/2
Reinforced rear spring, right
up to 11 00 kg reor oxle load 121 324 13 04 10154/1 /2
Reinforced reor spring, left ond right
up to 1250 kg reor axle load 121 324 24 04 10155
Shock obsorbers for bad roods ond special export shock
obsorbers
front shock absorber 180 323 03 00 Job No. 32-1,
10113
reor shock absorber 180 326 02 00 Section B
Shock obsorbers for speciol- purpose vehicles sta ndard or 10154/1/2
front shock absorber 180 323 0300 ond } Job No. 32 -1 ,
reor shock absorber 121 326 0300 10155 Section e
Fabric bag for shock absorber dust protection front and 180 320 01 59 10113 Job No. 32-1 ,
rear Section D
Steeri.1g shock absorber with dust protecti~n sleeve 000 4600466 10 113t1 Job No. 46 - 10,
Section B

00-6/2
 D. Steering

Order or SA-No. or For subsequent

Designation
Part No. KW-No. instollation see
'

Steering wheel ivory 120 464 05 01 Job No. 46-2

Shift lever knob ivory 186 268 01 40 }747-120 -

Trademork plate ivory 187 460 02 44 Job No. 46-2

Steering tvbe 50 mm longer for upper beom signoling 1804601609

switch
} KW1027 Job No. 26-15
Steering column jacket ossembly, 50 mm longer 180 4607916

Steering shock absorber with dvst protection sleeve 000 4600466 10113/1 Job No. 46-10,
Section 8

E. Heating System and Radiator

Order or SA-No. or For subsequent

Designotion
Part No. KW-No. instollotion see 1
1

Blower for heoting system, 12 volts, for right ventilotor 111208309008 1428/3-120 Job No. 83 - 4,
duct Section 8

Note: For customers who hove to drive o lot in winter

ond in ony kind of weother we recommend the instal·
lotion of a second blower ot the right side of the car.

Reor comportment heoting (Behr) or underseot heoting 1o121 830 00 60 55 301/2 Job No. 83-10
with blower

Note: We recommend the instollotion of an underseot

heoting system when the reor comportment of the car
is freqvently occupied ond increased heoting efficacy
is desiroble. This heol'ing system which utilizes the
cooling water circulotion os o source of heot, heots
the foot sp<.1ce of the reor compartment by meons of
o hot oír blower.

Rodiotor cover 000 505 2601 10 218 Job No. 50-4

00-6/3
 F. Eledrical Equipment

Designation Order or SA-No. or For subsequent

Part No. KW-No. installation see

Two-tone extra-loud horn system (Bosch) Order according to 10 210 Job No. 54-15,
Ji st of availoble Section B
parts

Three-tone disk-type 12 volt horn system (Bosdl) Order according to 10209 Job No. 54- 15,
list of available Section e
parts

Plug for inspection lamp for connection to cigar lighter 00054512 28 55111 -
socket

Socket without inspection lamp (engine compartment) O rder according to 779/5-120 Job No. 54 - 20
li:St of available
parts

lnspection lamp (clip-on type) 12 volt with bulb 12 V 5 W 000 583 0719 779/3-120 -
Engine compartment light 12 volt Order according to KW 5786/ 2 Job No. 82 - 18
list of available
parts

Automatic glove locker light 111208209050 KW 574312 Job No. 68 - 4,

Section e
300 watts generator Order according to 10183 Job No. 01 - 4,
list of available Section O

l
parts

Manual regulator for battery charging with vehicle 1203000830 10229

standing (radio cars) u,ally ;"'talled
by the manu-
facturers of the
Battery main switch (radio cars) 121 540 04 99 10211 radio sets

Lead-plate battery, tropical design 0005411201 10 113/1 -

00-6/4
 G. Additional lighting Equipment

Order or SA-No. or For subsequent

Designotion KW-No. instollotion see
Port No.

Fog light 130 0 gloss-colored

Helio l
Bosch Order according to
list of ovoiloble 1412-120 Job No. 82-19,
Fog light 130 0 yellow parts Section A
Helio
Bosch

Contactar 12 volts for outomotic cut-out of fog light Order according to 569/2-136 Job No. 82-19,
when upper beom is switched on list of ovoiloble Section B
parts

Contactar 12 volts for lower beam flash signo! system Order according to 10 226 Job No. 54-16,
(in countries where upper beam flash signals are not list of ovoitable Section C
permitted)
~

parts

Automatic glove locker light 11 120 820 90 50 KW 5743/2 Job No. 68 - 4,

Section C

lnspection lamp (clip-on type) without bulb

Bu lb G12V SW
{)()() 583 0719
DIN72601
779/3--120 1 -
Engine comportment light 12 volts Order occording to KW 5786/2 Job No. 82-18
list of available
parts

Spot-light left, with bu lb 12 volts 1o120 820 9773 KW 5760/3 -

Spot-light right, with bulb 12 volts 1o120 820 96 73 KW 5760/4 -
Reversing light (poi ice cars) 10120 820 90 67 1475-120 -

00-6/5
 H. Car Radios

Designation Order or SA-No. or For subsequent

Part No. KW-No. installation see

8ecker car radio "Mexico" 10121 82010 86 55152/l

1
Becker car radio "Le Mans" 1o121 820 20 86 55152/2

8ecker car radio " 8rescia" 10121 820 30 86 55152/3

Talefunken car radio 1 D 54 UK (tropical design) 1o121 820 61 86 55160/2

Telefunken car radio 1 D 61 U (not for use in the tropics) 1o121 820 62 86 55160/3
Job No. 82-20
Telefunken car radio 11 S 61 (Selektor) lo 121 820 60 86 55 160/1

Adopter Reims 1, 12 volts 16-19-25-31-41 -49 000 820 10 87 55151/1

1 meter bands

Adapter Reims 11, 12 volts 16- 19- 25- 41 - (75 and 000 82011 87 55151/2
60) - (125 and 90} meter bands

Adopter Reims 11 1, 12 volts 19 -25-31 - 49(75 ond 000 82013 87 55151 /3

60) - (125 and 90) meter bands

Automatic aerial (WISI) (Hírschmann) 000827 os 01 J 55052/l JL

000 827 04 01

Aerial zip-fastener (in headlining) 1o 120 695 90 88 KW 1481 /1 JI

Special parts for ínterference suppressíon on front

wheel hubs

Hub cap with contact spring and notched socket pin 120 330 01 57 755-120

Engine suppressíon devíces for VHF radio

Suppressed spark plug ofter release

through Service Job No. 01 - 3,
Bulletin Sectíon C

Suppressed and dust-sealed distributor rotor 8osch 00015811 31

ZVVT 5 Z 5 Z

Suppressed plug for distríbutor 8eru VES 5 (5 K Ohm) 0001561010

Rubber cap 8eru Type G 1 000159 05 85 10186 Job No. 82- 20

Narrow Vee-belt, electrícally conducting

(left-hand drive) 000997 41 92

(right-hand drive) 000 997 42 92

00 - 6/6
 l. Interior Fittings

Order or SA-No. or For svbsequent

Designation Part No. KW-No. instollotion see

Rear seat bock with center folding arm, rest, upholstery 101209201030 55103/l -
material with MB-Tex
(indicate color shade and body No.)
Reor seot bock with center folding arm rest, MB-Tex 101209201130 55103/2 -
(indicote color shade and body No.)
Rear seot back with center folding arm rest, uphol stery 101209201330 55103/3 -
leather
(indicate color shade ond bady No.)
Bench driving seat without center arm rest, uphol~tery lO 120 910 45 01 55 058/1 -
material with MB-Tex
(indicate color shade and body No.)
Bench driving seat without center arm rest, MB-Tex 10 120 910 46 01 55058/2 -
(indicote color shode and body No.)
Bench driving seat without 'center arm rest, upholstery 1o120 91 o47 01 55058/3 -
leather
(indicate color shode ond body No.)
Bench driving seot with center folding orm rest, up- 10120 910 35 01 55101/1 -
holstery material with MB-Tex
(indicate color shade ond body No.)
Bench driving seot with center folding orm rest, MB-Tex lO 120 910 36 01 55101/2 -
(indicote color shade and body No.)
Bench driving seot with center folding orm rest, up- 1o120 91 o37 01 55101/3 -
holstery leother
(indicate color shode ond body No.)
Reclining seat fittin.gs for bench driving seot 1o120 91 o84 01 55 015/1
Reclining seot fittings for left driver's seot 10120 910 93 80 1436/5-120
(Moke Reuter)
Reclining seat fittings for right driver's seat 1o120 91 o94 80 1436/6-120 Job No. 91 - 3,
(~oke Reuter) Section B und C

Reclining seot fittings for left driver's seot 1o120 91 o91 80 1436/l -120
(Moke Keiper)
Redining seot fittings for right driver's seot 1012091092 80 1436/2-120
(Moke Keiper)
Heod rest, upholstery material with MB-Tex 10 120 970 90 50 1439/1 -120 -
(indicate color shode)
Heod rest, MB·Tex 1o120 970 92 50 1439/3-120 -
(indicote color shode)
Head rest, upholstery leother 1o120 970 94 50 1439/4 -120 -
(indicote color shode)
Heod rest, upholstery material 10120 970 95 50 1439/6-120 -
(indicote color shode}
Heod rest, upholstery material with upholstery leother lO 120 970 97 50 1439/8-120 -
(indicote color shocje)
Driver's seot loyer, 50 mm longer order according to KW5724 -
SANo. from Sindel·
fingen works
Plexigloss pone for screening driver's seot 1o120 71 o99 22 KW 5815 Job No. 91-4

00-6/7
 K. Travel Equipment

Order or SA-No. or For subsequent

Designation Part No. KW-No. installation see

Notionolity plote 00059501 20 1438-120 -

1 set suitcoses with cord cover for trunk comportment, 1 o120 840 90 11 1441/1 - 120 -
with anchor straps, 2 trunks, 1 linen case, 1 shoe case

i set suitcases of upholstery leather for trunk comport- 10 120 840 91 11 1441/2 - 120 -
ment, with anchor straps, 2 trunks, 1 linen cose, 1 shoe
case {indicate body No.)

1 set suitcases with cord covers for trunk. compartment

when 2 spare wheels are fltted
10180 840 91 01 KW 5764/1 -
1 set suitcases of upholstery leather for trunk compart-
ment when 2 spore wheels are fitted (i ndicate body
10180 840 92 01 KW 5764/2 -
No.)

Brocket for second spare wheel 1o120 890 90 31 1399- il 20 -

Robe ~ord for bench driving seat, consisting of: KWS714/2 -
2 robe cords (leother) 000 810 os 53
2 robe cords (doth) 000 810 03 53
4 retainers 12 136 81 S 00 04
8 hexagon screws, chromium-plated AM 4x 15 DIN 63
1 fixing ongle left 1o1B6 913 os 17
1 fixing ongle right 1o186 913 06 17
1 retainer 1O120 91 O00 1S
(stote whether leather or clot h and indicote color
shode)

Luggage net for bench driving seat, consisting of : KW 5714/3 -

2 luggage nets 101868140507
4 fix ing ongles 1o186 913 07 17
2 retainers 101209100115
8 fill ister head screws, chromium-plated AM 4x10 DIN 85

Luggage net with robe cord for driver's seat (indicate 10 1SO 810 90 53 KW 5793/1 JL -
color shade)

luggage net for driver's seat 10180 810 90 49 KW 5793/2 Jl -

Robe cord for driver's seat 1o180 81 o91 53 KW 5793/3 J l -
luggage rack (on roof) 0008509003 1332/3-136 -
1 pair ski rocks, two-part (only for sedons) 000 84001 18 1128/l - 136 -
1 pair ski racks with 8 buckle strops (for sedans and 000 840 02 18 1128/2 -136 -
sliding roof cors)

Note: For wmter sports ski racks can be mounted on

top of the cor. The ski racks available from the Unter-
türkheim warks are of particulorly sturdy construction
so that top speeds are. possible even with skis carried
in the racks. Ski racks consisting of leather straps or
rubber straps are not recommended. To ovo id extra
lift always mount the skis with the points toward the
rear.

00 -6/8
 Order or SA-No. or For subsequent
Designation Part No. KW·No. installation see

R ond D o riginal ti re dloin 120 M0/6.40-13 000 5834716 10066 -

Note: Tire choins should only be used when ordinory
winter tires ore no longer sufficient, i. e. when g ro·
dients hove to be covered in deep snow. For this pur-
pose we recommend fine-l ink tire chains. Tire choins
should olways be tried out on the tires before they
are actually needéd in arder to find o ut whether the
tire chains fit and ore in good working arder.

1 complete spore parts kit consisting of: 121 5800310 10 221 -

1 spare part box, empty, morked 190 121 585 01 05

1 diaphrogm ossembly 000091 0428

4 Bosch spork plugs 000 159 4303

1 contact breoke r arm 0001580330

1 contoct holder 000 1580432

2 seoling rings 181 997 0341

1 fon belt 9.5x850 N 275

1 Bilux bu lb for headlight B 12 V 35/35W

DIN 72601
1 bulb for fog light D 12V35 W
DIN 72601
1 bulb for headlomp parking light G12V5W
DIN 72 601
2 bulbs for K 12 V 15 W for stop and reversing light 000 54418 94

2 bulbs tail light ond number plate light l 12V10W

DIN72601
4 bulbs for parking light and instrument panel light Hl2V2W
DIN 72601
2 bulbs 12 V 15 W for flash di rection signals front 000 544 1394
and rear
J 12V2W
1 bulb for upper beam p ilot light
DIN 72601
1 toleronce fee ler bond 0.1 O mm, 000581 0330
0.25 meters long, for inlet

1 tolerance fee ler bond 0.20 mm, 000 581 07 30

0.25 meters long, for exhaust

1 Micronic fi lter element 000184 22 25

1 cylinder head gosket 121 01609 20

1 packing bog 121 5850003

-
1 gosket between intake ond exhoust manifold, and 121 142 00 80
cylinder head

1 list of contents -

00-6/9
 L. Miscellaneous

O rder or SA-No.or For subsequent

Designation Part No. KW-No. insta llation see

W indshield washer with ha od pump 10 1808609990 1440- 120 Job No. 67-5
Section A

Windshield washer electrica l SWF 12 volts with gear- 11 120 860 90 90 55 142/4 Job No. 67-5
type pump Section B

Tra iler attachment for traile r loods up to 1200 kg 1RO 310 00 99 10021 Job No. 52 - 2
(O rder parts fo r
e lectrical socket
sepora te ly)

Under-chassis covering asse mbly

for left-hand drive 121 52000 97 Job No. 52 -1
for right-hand drive 12152001 97 } 10146/1

l ock for left fro nt door

locking inside a nd outside 10 1807202335 )

J ss1~n
plus locking door ha ndle left 10 180 766 05 01

l ock for right front door

locking inside a nd outside 10180 720 24 35
plus locking door handle right 10180766 06 01

1 lock fo r glove locker 1o120 680 99 91 1463 - 120 Job No. 68 - 4

Sectio,. B

Roller blind f.or bock window

for sedans 1o120 81o97 20 KW5769/l -
for sliding-roof cars 10 120 810 96 20 KW 5 769/2 -
Divided window reveal molding Order according 55147/l Job No. 72 - 3
to list of Section B
available parts

Mercedes star, flexible 101808800286 55146/3 Job No. 88 - 8

Fire extinguisher 0.81iters 1o120 860 98 80 KW5708/l /2 -

Flag mast 1o180 81o98 81 55029 -
Penna nt holder 1o180 81o99 81 55030 -
O utside rear view mirror
left 10180 810 9916
right 10 180 810 98 16 } 55 087/2 -

Funnel-type gasoline can Alboy 5 liters 0005830201 546/1 -136 -

Funnel-type' gasoline can Alboy 1O liters 00058303 41 546/2 - 136 -
Tire gage for English-spea king countries 00058303 47 10156 -
ATE Power Brake T 50 a ssembly for subsequent instal- 121 4300299 10 143 Jcb No. 42 - 15
lation

00-6/10
 Removal and lnstallation of Engine ~
~

The removol of the engine con be corried out in two woys:

o) Engine together with tronsmission,
b) Engine together with transmission and sub-frame.

Strict attention must be paid to the following instructions which apply to bath methods of removal.
lt is advisoble to stand the car over a pit. lf o pit is not available, the car must be raised sufficiently.
The car must be raised only ot its jack supports {see Fig. 01 -0/1). The stands must be fitted with
Adapter BE 1O004 in arder ta prevent the car from sliding off sideways. When roising the cor with
the jock, Adapter BE 1O986 must be fltted to prevent the cor from sliding off (see Fig. 01 - 0/2).
When raising the car by meons of o choin hoist or when lifting the front of the car off the sub-frome,
Lifting Rig BE 1O989 must be use d.
In all cases clean front fenders ond flt fender covers!

Fig. 01 -0/l Fig. 01 -0/2

01-0
 Removal and lnstallation of Engine IJob-Nol
together with Transmission ~
Removal:

l . Remove hood {see Job No. 88- 6).

Caution : In order to ovo id possible damage
to enamel on the fenders, the hood must
not be forced too far bock when opening.

Fig. 01-1/2
1 Right engi ne comportment panel
2 Center ·engi ne coonportment panel
3 Left engine campartment panel

Disc·onnect all electric cables at the gen-

erator, starter and distributor.

7. Disconnect the ign it ion odjustment control

cable at the beoring support of the distrib-
utor and also the choke cable at the co rbu-
retor. Detoch the accelerator linkage at the
control shaft lever.

Note: Recently the ignition adjustment control

Fig. 01-1/1 cable has been superseded.

8. Disconnect the ·fuel line at the fuel pump

and the flexible hose . for t he oil pressure
2. Droin cooling water and remove rad iator gage line at the oil filter.
(see Job -No. 50- 1). Disconnect heat ex-
chonger hoses and radiator thermometer Note: In arder to avoid domoge to the fuel .
hoses. pump and the carburetor when detaching ·
or attaching the fuel line, the threaded
3. Unscrew oir intake silencer with bracket. union must always be held steady with o
second wrench.
4. Discónnect the ground cable from the neg-
ative terminal cf the battery. 9. Remove the spring clips from the ball-cup
connectors {7) and (8) ond then detach the
ball-cup connectors at the bearing (see
5. Unscrew ond raise slightly the left section
Fig. 01 - 1/3).
{3) of.the engine comportment panel. Then
re leose the center section {2), pull it out of 1O. Detach exhaust from exhoust manifold.
the groove and press it back approximately
4 centimeters {see Fig. 01 - 1/2). 11 . Detach the exhaust suspension support (2)
ot the mounting plote (1) on the tronsmis-
6. Disconnect the ground cable at the upper sion, ond press the support (2) slightly out-
screw on starter by unscrewing the hexagon ward together with the exhaust pipe {see
nut. Fig. 01 - 1/4). ..

01-1/1
 Fig. 01 -1/3
1 Bcorin¡¡ 8 Shift rod boll-cup connector
2 Hexogou '''ew 9 Reloy shoft lever
3 Selector le'"' ot >hift lube 10 lever al shift tube
• Dust cover 11 Steering tube Fig . 01 -1/5
5 Cable connectar 12 Spring-looded ball-cvp
6 Selector lever connector 1 front universa l joint pinion r im greose fit1ing
7 Ball-cup connector al selector l3 Reloy lever 2 Pinion rim greo>e fitting for onnu lor grooved boll beoring
rod 3 Threoded bore for cover pjole fixing screw
• f ixing scréw for beoring btod<él
5 Po,ition morking ol beoring broaet on cnossis base panel

12. Disconnect the flexible speedometer drive

ot the tronsmission.
14. Disconnect propeller shoft and shaft plate
ot the tronsmission and push bockward.

Note: lt is odvisoble to unscrew the pinion rim

greose fitting ot the rear end af the slip cou-
pling, in arder that the air can escape ond
the coupling con be eosily telescoped.
Where loter models ore olreody provided
with o bore in the seoling plote to ollow
superfluous o ir or grease to escape, the
grease fitting need not be detached (see
Job No. 41 - 1, Fig. 41-1/7).

15. Detoch the return spri ng at the clutch throw-

out fork and at the transmission. Then after
looseni ng the odjusting screw (1) press
down the turnbuckle ond the pu ll rod .
Releose the swivel support (1O) by remov-
Fig. 01-1/4 ing the two hexogan screws from the spring
plate (see Fig. 01 - 1/6).
1 Mounlong piole
2 Support
) Front exhaust pipe brod<et
16. Pass o suitoble lifting cable oround the lef:t
of the engine in front of the first brocket of
the ignition lead conduit and tighten gently
13. Detach the cover plate for propel ler shoft until it takes the weight (see Fig. 01 - 1/8).
intermediote beoring. Mark the position of
the bearing bracket on the chassis base
panel (5).
17. Remove the self-locking nuts (7) of the rear
engine mounting at the left and the right
Then unscrew the two fixing screws (4) and on the front oxte support and remove the
wa shers (see Fig. 01 - 1/5). bolts (4) (see Fig. 01 - 1/7).

01-1/2
 19. In arder to ovoid domoge, cover the right
scoop of the cond itioned oir system with a
piece of metal.
Then slight~y roise ~he engine together with
the tronsmission with the hoisting rig ond
tilt it to on ongle of opproximotely 45°.
Turn the front end of the engine slightly to
the right, ond the reor at the tronsmission
to the left. In this position lift out the engine
together with the tronsmission (see Fig.
01 -1/8).

Fig. 01-1/6

1 Adjusting screw lar free play al clutch pedal

2 lodc nul lor odjusting screw
3 ladc nut lar pull rad
4 Pull rad
5 Relay lever
6 Clutch pedal shalt
7 Broke pedol
8 lack wosfler
9 Clutch pedal
lÓ Swivel suppart

18. Remove the left ond r ight front engine

mounting bolts; in doing so, hold the rubber
mounting steody with Wrench SW 22 (see
Fig. 01 - 1/9).

Fig. 01-1/8

lnstallation:

20. Hoist the engine together with transmission

ond lower it at on angle of opproximately
45a (tronsmission downword) u'ntil the trans-
mission is in the front port of the tronsmis-
sion channel. Now turn the front end 6f the
engine slightly to the right and the reor end
ot the tronsmission slightly to the left ond
continue to lower it until the engine has
possed the front cowling panel (see Fig .
01 -1/8). Then turn the engine bock into
position, lower it ond allow it to settle onto
the front oxle support.
Note: The front a~d reor engine mounting
· bolts con be placed in position with for
Fig. 01-1/7 greoter eose if, after lowering the engine,
Rear engine mounting
the lifting cable is odjusted behind the first
brocket of the ign ition lead conduit so thot
1 frant axle suppart 6 Rubber spocer 7 mm
2 Rubber mounting 7 Hexogan nul {self.locking) the engine and the tronsmission ore sus-
3 Reor engine suppart 8 Bellows pended in an approximotely horizontal
4 Fixing screw 9 Metal caver
S Washer o= 5 mm position.

01 -1/3
21. Drop into position the fixing screws (1) for lf o depth gage is not ovailoble, the screw
the front engine mounting at the left and should be unscrewed 21/2 turns ofter the
right on the front axle support ond screw rubber spocer is in position. (Pitch of the
in by hond (see Fig . 01 -1 /9). Do not for- th read 2 mm).
get the lock washers.
Note: The rubber mountings of the front and
reor engine suspension are marked with a
directional arrow and the inscription "vorn"
"front") (see Job No. 22- 1).

Fig . 01 - 1/9 6 ' z · 120

Front engine suspension Fig. 01-1/10

l Hexogon screw 4 Buffer plote 121 223 0065
2 Front engine support 5 Front oxte support Rear engine suspension
3 Rubber mounting l Front oxle support 6 Rubber spocer 7 mm
2 Rubber mounting 7 ~lexogon nul (self-locking)
3 Reor engine support S Bellows
22. Press the rubber spacer (6) over the he-..:a- 4 H&xagon screw 9 Metal cover
5 Wosher o 5 ffilll
gon screw (4) with the welded woshe, .
Screw the hexogon screw (4} approximotely
2-3 turns into the rubber mounting (2} (see
25. Screw the nut (7} onto the hexogon screw
Fig. 01- 1/10).
(4} and tighten. Also tighten the hexogon
Note: To focilitote the positioning of the bolts screw of the front engine suspension.
the engine should be eosed upword where
necessory. Moke sure t hot the bellows (8) '26. Press forword the prop_eller shaft, connect
ond the metal cover (9) are correctly seated. at the transmission and cotter the castle
t.uts.
23. Remove the lifting cable ond screw in the
fixing screw (4) until the rubber spocer (6) Note: Do not omit the seoling ring (3) between
just rests ogoinst the front axle support (see center cross and the propeller-.shaft flange
Fig. 01- 1/10). (Fig. 01 - 1/11 ).
Check that the shaft plote is correctly posi-
24. Measure the distance from the front axle tioned (see Job. No. 41-1 ).
support to the head of the hexagon screw
(4) with o depth gage. 27. Attoch the propeller-shoft intermedia_te
Then unscrew the hexagon screw a distonce bearing without forcing, noting the position
of 5 mm. Using the depth gage as a check, morked during the removol operation (see
rneasure the distonce ogoin. lt should now Fig. 01 - 1/5).
register 5 mm less.
Note: lt is necessory to screw the hexogon 28. Fit to spring plote {11} the two hexagon
screw into position in this monner in order screws which hold the swivel support {12)
to limit the upword movement of the rear for the clutch actuoting mechanism (see
engine mounting to a = 5 mm. Fig. 01-1/12).

01-1/4
 Fig. 01 -1/12
Fig. 01 -1/11 1 Clutch housing 7 Stud boll
2 Shims 8 Oamper spring
1 Trcnsminion mainshoft 6 Sealing ring J Brodcet 9 Wosher
2 ThrM·Way flange on the 7 Propeller shaft 4 Shim 10 Stud bolt
moinahoft 8 Pinion rim grease litting 5 lodc wosher 11 Spring retai nt~~t'
3 Secling ring 9 Relief grease fitting 6 Hexagon nut 12 Swivel •upport
<4 Center cross 10 Shaft piole
5 localing boll 11 Wosher 187 990 14 40
32. Attoch the boll-cup connectors (7) and (8)
of the selector ond shift rod (see Fig. 01 -
29. Then center the pedal shoft in the bore of l/3). Then fosten the clomps to the boll-cup
the chossis base plote. connectors.
Horizontal centering of the Pedal shaft is
corried out by removing or odding shims 33. Check the odjustment of the gearshift (see
ot.the point on the clutch housing where the Job No. 26- 3).
swivel support is mounted (see Fig. 01 ~
1/12). 34. Connect oll electric cables. When connect·
ing the electric cables poy ottention to tlle
The vertical centering of the pedal shaft is color coding.
corried out by moving the brocket (3) up·
word or down~ord (see Fig. 01-1/12). O) ( O b 1e CO n n e C t Í O n S to
Generotor:
Note: At present, modified brockets ore bei ng
. fitted. lnstead of the two slot hales, these Connect the block cable of the regulotor
brockets ore provided with two normal horness (1.5 mm2 section) fltted with tog to
bores. The shim (4) is no longer necessory. terminal DF
In order to focilitote the vertical odjustment the red cable (4 mm 2 section) to terminal
of the clutch pedal shoft the two bores in o t- (61)
the swivel support hove been increosed in the brown cable (2.5 mm2 section) to termi -
size from 6.4 mm 0 to 7.0 mm 0. nal O - of the generotor (see olso Job No.
lf o new brocket is fitted oto loter dote, the 54-4, section A).
two holes of the swivel support should be Note·: Be su re to conned cables to correct termi-
bored out to 7 mm 0. nals! lncorred connection of the termínols
· involves the danger of pole reversa! to
30. Attoch the tur.nbuckle for the clutch octuo· the generator and could result in the de-
ting mechonism ond the return spring for the struction of the regulatorl_
clutch throw-out fork. b) Cable (o'nnections lo Storter :
Connect bottery cable 30 ond the red cable
31. Adjust the clotch pedal free play to 25 mm. 51 (red leod No. 53 al')d No. 54 of the main
Check the clutch pedal for eose of move- wiring harness see Job No. 54 - 1, Section
ment (see Job No. 29- 3). A, Circuit Diogram of Moin Wiring). cable

01-1/5
 Sheaf to the terminal of the solenoid
switch. Push the rubber cap over the ter-
minal.
Connect the block/red control cable (lead
No. 25) to the slotted screw at the solenoid
switch.
Note: The block/red control cab le must not be o 22~~
passed through the rubber grommet at the 33 22a ~
starter terminal, since it might rub against o ®22,
22¡¡ 0
the battery cable terminal 30 and 51 (see ~~ 22b
Job No. 15-1, Fig. 15-1/2). In this case 23a"0 NU

the control cable might become live and

Fig. 01-1/13
operate the starter. The block/red cable
must therefore be wound araund cable 30 3 Bracket 23 Hexogon screw M 8.><20
19 Hexogan Scre" M 8/20 23oHexogon screw M.8x40
and 51 and connected directly to terminal 20 Spring wash"r 24 Washer
50. 21 Hexogon nut 24oWosher
22 Support 25 Spring wosher
22o Rubber wo>ht:r 26 He•ogon nut
e) Fasten the ground strap to the upper frxing 22b Cup woshe r 33 Mounli ng piCJie
screw on starter. 22c Sleeve

d) Connect cable from the ignitian coil, ter-

minal 1, to the distributor. at the adjusting lever (see Job No. 30-8,
paragraphs 11-13).
e) Connect the reversing light harness ta the
Note: This operation has become unnecessary
connector (5) for the reversing light (see Fig.
on recent models, becouse the ignition od-
01-1/3).
justment control cable has been superseded.
f} Connect the ground cable to the negative
40. lnstall the left ond center engine comport-
terminal of the battery.
ment panels.
35. Attach the exhaust pipe with a new gasket 41 . fnstoll the rad iator (see Job No. 50-1 )
to the exhaust manifold; tighten the three and connect up the radiator thermometer.
hexagon screws and nuts evenly.
42. Fit the air intake ~ilencer.
36. Attach the support (22) of the exhaust sus- 43. Connect the fuellines and the f1exible hose
pensian to the mounti ng plote (33) with the of the oil gage line at the oil frlter.
rubber washers (22a), the cup washers (22b),
the sl.eeves (22c) and the two hexogon 44. lnstall the engine hood (see Job No. 88-6).
screws (23a) with the washers (24a), spring Check the engine hood for correct seating .
washers (25), and hexagon nuts (26) (Fig. 45. Fill up with cooling water and bleed the
01-1/3). heat exchanger.

37. Connect the flexible speedometer drive. 46. Check the oil leve! in the engine, if neces·
\
sary top up with oil.
38. Connect the choke control cable at the
47. Stort engine and check a ll unions for
carburetor (see Job No. 30-6, parographs
mechanical tightness a nd leakoge ond check
15-20).
the electricol system.
39. Connect the ignition odjustment control 48. Check the cooling-water level, and if neces-
cable ot the distrib~tor bearing support or sary top up with water.

01-1/6
SUPPLEMENT ~
to Wt~rkshop Manual TypP 19(J E!]

Shorter rear engine ~upport

When harder rubber mounti ngs are installed (see Job No. 24 - 1, Fig. 5, N ote)· for the rear engi ne
suspension, the eng ine will be toa high at the rear if the engine suppart (3) which was standard up
to now is used (Fig. 01-1/14). To correct this, «;~n engine support which is 5 mm shorter is 0 t
present being used
as per Part N o. 121 233 29 04 at the left
and Part N o. 121 233 30 04 at the right.

Fig. 01-1/1 4

1 Front oxle 1upport

1 Rubber n1ounting
3 Roor engine support
4 Hexogon screw with wo•her (S)
6 Rubber 1pocer 7 mm thidt
7 Hexogon nul (.etf.todting)
8 Bellows
9 Mctol cover
10 Wosher 5 mm thidt
Purl No. 186 990 16 ~
o~ 5 mm
í
' - - 1
1
1
1
a...¡--l--1-rt----lilt
-·-----" t<ut

654

Pr!tvious v•nion b 42 mm
New ve rsion b '11 mm

For reasons of standa rdizotion, these supports which ore 5 mm shorter ore now used (os of Engine
No. 75 0121'3) even with the normal standard version of the rubber mounting. To compensate for the
difference in heig ht, a washer 5 mm thick (10), (Part N o. 186 990 16 40), is inserted between the
engine support (3) and the metal cover (9) a nd a longer hexagon screw (4) (Part N o. 121220 0171 M
12x 100) is used.
When installing the engine.make sure that ti) e washer (1O) is nQt omiHed when using standard rubber
mountings. When using harder rubber mountings the washer must not be fiHed .

1 Supplemeat No. h / fs.2. S7 Worksllop Manuol Type190 1 01-1 /7

 Removal and lnstallation of Engine J7ob-Nol
together with Transmission and Sub-Frame ~

Removal:

l. Drain cooling wote( and rel1love radiotor

(see Job No. 50-1)

2. Disconnect heot-exchonger hoses and rodi-

ator thermometer hoses.

3. Remove oír intoke silencer.

4. Disconnect the ground cable at the negative

terminal of the battery.

5. Remove the ground cable at the upper

screw on starter by unscrewing the hexagon
nut.

6. Disconnect all electric cables at the gen· Fig. 01-2/2

erator, starter, distributor ond steering tube.

7. Loosen and remove the upper clamp screw

(6) of the steering coupling (see Fig.
01-2/1). 9. Disconnect the control cable for ignition ad-
justment at the distributor.

Note: Recently the control cable for ignition

adjustment has been superseded.

1O. Disconnect the accelerator linkage at the

control shaft. Disconnect the choke control
cable at the carburetor (see Job No. 30- 6J
poragrophs 5 and 6).

11. Disconnect the fuel line at the fue! pump

and the flexible hose for the oil gage line
at the oil fllter.

Note: In order to avoid damoge to the fuel feed

Fig. 01-2/1 pump ond the carburetor when detaching
1 Hexagon n ut 4 Hexogon nut or attoching the fuel line, the threaded
2 Set screw 5 Adjusting ring union must always be held steody with a
3 Screw plug 6 Upper clamp screw
second wrench.

12. Disconnect spring clips from the ball-cup

!3. Unscrew the grub screw in the steering connectors of the selector and shift rod at
column jacket (see Fig. 01 - 2/2). Then pull the beoring (see Fig. 01 - 2/3}.
out the steering tube from the steering
coupling. 13. Detach exhoust from exhaust manifold.

01-2/1
 the bearing bracket on the chassis base
panel (5). Then unscrew the two bearing
bracket fixing screws and washers (see Fig .
01- 1/5).

17. DiS(:onnect the propeller shaft at the trans-

mission and push backward.
Note: lt is advisab le to unscrew the pinion rim
g rease fitting a t the rear end of the slip cou-
pling in order that the air can escape and
the slip coupling can be easily felescoped.
Where later models are already pravided
with a bore in the sea1ing plate to allow
Fig . 01-2/3 surplus air or grease to escape, the greose
fitting need not be detached (see Job No.
1 Beoring 8 Shift rod boll-cup contleclor
2 Hexogon screw 9 Reloy shoft lever
41- l, .Fig . 41-1/7).
3 Selector lt~ve~ ot shift tube lO Lever ot sh ift tube
4 Oust cover ·11 Steeri ng tu be
5 Cable connector 12 Spring-loaded ball-cup
18. De tach the return spring at the clutch throw-
6 Selector levar connector out fork and at the transm ission. After
l Boll-cup connector at selecto r 13 Relay lever
rod loosening the hexagon nut (2) a nd the set
screw (1) press down the turnbuckle and
the pul'l rod . Release the swivel support (1 O)
by removing the two hexagon screws froni
14. Detach the support (2) at the mounting
the spring pi ate (see Fig . 01 - 2/5).
pi ate (1) for the exhaust pipe suspension
(see Fig. 01 - 2/4}.

Fig . 01-2/5
1 Adjusting screw for clutch free play
2 lock nut for adjusti ng screw
3 lock nut for pull rad
Fig. 01-2/4 4 Pull rod
5 Reloy lever
1 Mounting piole 6 Clutch pedal shaft
2 Supporl 7 Broke pedal
3 Exhaust pipe b rocket 8 lock wosher
9 Clutch pe_dal
10 Swive l support

15. Disconnect the flexible speedome ter drive

at the transmission . 19. After removing the fixing screws (4), remove
torsion bar support mounting at left and
16. Detach the cover p iate forthe propeller shaft right of chassis base assembly (see Fig.
intermediate bearing. Mark the position of 01-2/6).

01-2/2
 Fig. 01-2/6 Fig. 01-2/8
1 Shock absorber mounting al lower control orm
2 Upper shod< absorber mounting above the dome of the
front oxle support 23. Remove the three fixing screws of the front
3 Hexogon nut axle support from the step bearings (1) and
4 Hexogon screw
(2) at the chassis base assembly (see Fig.
01 -2/9).
20. Back O\lt the sleeve nut (5) at brake line (6)
(at left and right on the wheel arch assem-
bly) 2 or 3 turns fram the brake hose (2) (see
Fig. 01 - 2/7).

Fig. 01-2/7
1 Wheel arch ossembly 4 Brake hose retoirling spring
2 Broke hose S Sleeve nut
3 Washer 6 Broke l ine

21. lhen screw fhe brake hoses at the !eft and

the right out of the brake !ine at the brake Fig. 01-2/9
anchor plate (see Fig. 01 - 2/8). 1 Front step bearing of front
oxle su pport mounting
2 Reor step bearing of front
22. Fit Liftin,g Rig BE 1O989 for raising the front oxle support moun ting

of the car at the front jack supports and

rai·se the car slightly. Place tail wheel BE 24. Raise the body approximately 1 meter (see
1O990 under the lower anchor pins of the Fig. 01 - 2/9} and push out the sub-frame
front axle halves (see Fig. 01 -2/9 and Fig. with engine, transmission and toil wheel to-
01 ._2/10). ward the front. Lower and support the body.

01-2/3
 %·114

Fig. 01 - 2/11
Front Mounting
Fig: 01-2/10
1 Step beoring 5 lower rubber buffer
2 Upper rúbber buffer 6 Cup wosher
3 Front oxle support 7 locl< plote
4 Spocer sleeve 8 Hexogon screw
lnstallation:

lnstallation is the reverse of the removal

procedure. Particular attention must be paid
to the following points:

25. Rub the rubber buffers with tole. Then insert

the upper rubber btJffers (2) in the front
axle support (3) (see Fig. 01 -2/11 and Fig.
01 -2/12).

26. Slide the sub-frame into the step bearings.

When doing this, check that the rubber
buffer is correctly seated between the frotit
Z·nl
axle support and the step bearlng.
Fit the lock plate (7), the cup washer (6), the
spacer sleeve (4) and the lower rubber Fig. 01 -2/12
buffer (5) on the fixing screws (8). Reor Mounting
1 Step beoring 5 lower rubber buffer
2 Upper rubber buffer 6 Cup wosher
27. Screw in the fixing screws and tighten with 3 Front oxle support 7 lodc plote
a torque of 4 mkg and tap the lock plate 4 Spocer sleeve 8 Hexogon screw

over.

Note: The spacer sleeve must not be distorted 29. Attach the propetlershaft intermediatebear-
by excessive tightening of the fixing screwl ing without forcing, noting the position
marked during the removal operation (see
28. Press forward the· propeller shaft, connect Fig. 01 - 1/5).
at the transmission and cotter the castle
nuts. 30. Pul! the wiring harness of the steering tube
through the cable conduit of the steering.
Note: Do not omit the sealing ring (3) between Line up t¡ , ~ front wheels in a straight fore
center cross and the propeller shaft flange and aft position and bring the steering
(see Fig. 01 - 1/11 ). wheel to the exact middle position and
Check that the shaft plate is correctly posi- insert the steering tube in the steering cou·
tioned (see Job No. 41-1}. pling.

01-2/4
31. Reploce the upper clamp screw in the. Connect the block/red control cable (lead
steering coupling and the grub screw in the No. 25) to the slotted screw at the solenoid
steering column iacket and tighten up (see switch.
Fig. 01 - 2/l and Fig. 01 - 2/2). Note: The block/red control cable must not be
Note: lf necessary replace clamp screw, nut passed through the rubber grommet at the
and lock washer. Only specified clamp starter terminal, since it might rub against
screws may be used to flx the steering cou- the battery cable ·termina ls 30 and 51 (see
pling to the steering tube. These screws Job Na. 15-1, Fig. 15-1/2). In this case
should be tightened so thot the steering cou- the control cable might become live and
pling is seated flrmly on the steering worm operate the starter. The block/red cable
and on the steeri ng tu be. Excessive tighten- must therefore be wound around cable 30
ing must be avoided in arder to avoid the and 51 and connected directly to ter-
risk of screws being strained and snapping. minal 50.

32. Connect the flash direction signa! and horn e) Fasten the ground strap to the upper fixing
cables to the steering column cable screw on starter.
connector at the wheel arch assembly left.
d) Connect cable from the ignition coil, termi-
When connecting up the cables pay atten- nall, to the distributor.
tion to the color coding of the individual
cables: e) Connect the reversing light harness to the
connector (5) for t he reversing light (see Fig.
The individual cables must be connected so
01 -1/3).
that the colors of the cables of the steering
tube wiring harness correspond to the main f) Connect the ground cable to the negative
wiring harness cables. terminal of the bottery.
(See al so Job No. 54- 1, S~ction A, Día-
gro m of the Main Wiring Harness, Wiring 34. Mount the two hexagon screws for fixing
Sheaf8)]). the swivel suppart (12) at the spring plate
(11) (see Fig. 01-1/11).
33. Conned up all electric cables.
When connecting the electric cables, pay 35. Then center the pedal shaft in the bore of
attention to the color coding. the chassis base plate.
Horizontal centering of the pedal shaft is
o) CableConnectionstoGenerator: carried out by removing or adding shíms at
Connect the block cable of the regulator the point on the clutch housing where the
harness (1.5 mm2 section fltted with tag), to swível support is mounted (see Fig. 01 -
terminal DF, the red cable (4 mm2 section 2/13); the vertical centering of the pedal
ta terminal D+ (61), the brown cable shaft is carried out by moving the bracket (3)
2.5 mm2 section to terminal D- of the gen- upward or downward.
erotor (see alsa Job No. 54-4, Section A). Note: At present, modifled brackets (3) are being
Note: Be sure to connect cables to corred fltted. lnstead of the two slots, these
terminals! lncorrect connection of the termi- brackets are províded with two normal
nals involves the danger of pole reversa! to bares. The shim (4) is no longer necessary.
the generator and could result in the de- In arder to facilitate the vertical adjustment
struction of the regulator! of the clutch pedal shaft the two bares in
the swivel support (12) hove been increased
b) Cable Connect ions to Starter: in size from 6.4 mm 0 to 7.0 mm 0.
Connect battery cable 30 and the red cable lf a new bracket is fltted at a later date,
51 (red leads No. 53 and No. 54 of the main the two hales of the swivel support should
w.iring harness, see Job No. 54-1, Sec- be bored out to 7 mm 0.
tion A, Circuit Diagram of the Main W iring
Harness), Cable SheafiJto the terminal of 36. Attach the turnbuckle for the actuating
the solenoid switch. Push the rubber cap mechanism and the return spring for the
over the terminal. clutch throw-out· fork.

01-2/5
 Fig. 01 - 2/ 14
3 Broclcet 23 Hexogon screw M 8x20
Fig. 01 - 2/13 19 Hexagon screw M 8x20 23o Hexagon screw M 8x40
20 lock wosher 24 Washer
1 Clvtdl hoviing 21 Hexogon nut 24a.Wo•her
7 Stvd bolt
2 Shims
22 Support 25 Lock wosher
8 Damper spring
3 Bracket 22o Rubber wosher 26 Hexogon nut
9 Washer
4 Shim 22b Cup washer 33 Mounting plote
10 Stud bolt
5 loc:k washer
22c st..ve
11 Spring piole
6 Hexagon nvt 12 Swivel svpport

Note: Th is operation has become unnecessary

37. Adjust the clutch pedal free movement to recently, since the ignition adjustment con-
25 mm. Check the clutch pedal fo .. ease of trol cable has been superseded.
movement (see Job No. 29- 3].
44. lnstall. the radiator (see Job No. 50-1 ).
38. Attach the ball-cup connectors and the
selector and shift rod (see Fig. 01 -2/3). 45. Screw in the brake hoses at left and right
Then fasten the spri ng clips to the bal l-cup into the brake line at the brake anchor plate
connectors. (see Fig . 01 - 2/8).
Then tighten up the s leeve nut (5) a t the
39. Check the adjustment of the gearshift (see
Job No. 26- 3). brake li ne (6) a t left and right a t the wheel
arch assembly (see Fig. 01 - 2/15).
40. Attach the exhaust pipe with new gasket to Make sure that the b rake hose retain ing
the exhaust manifold; tighten the three spring (4) is correctly seated.
hexogon screws and nuts evenly.

41. Attach the support (22) of the exhaust sus.-

pension to the mounting plate (33) with
rubber washers (22a), the cup woshers (22b),
the sleeves (22 e), and . the two hexagon
screws (23 o) with the washers (24 a), lock
washers (25) and hexagon nuts (26) (see Fig.
01-2/14).

42. Connect the choke control cable at the

carburetor (see Job No. 30-6, Paragraphs
15-20).

43. Connect the ignition adjustll'ent control

Fig. 01 -2/15
cable at the distributor bearing support or
at the adjusting lever (see Job No . 30-8, 1 W~eel ordl ossembly 4 Bro ke hose retoining spring
2 Broke hose 5 Sleeve nut
Poragraphs 11- 13). 3 Washer 6 Broke line

01-2/6
46. Bleed the broke 1ines (see Job No. 42- 1). mechonicol tightness ond leokoge ond check
the electricol system.
47. Fill up with cooling water and bleed the
heot exchangers. 50. Check the cooling-woter leve!, if necessory
top up with water.
48. Check the oil 'level in the engine, if neces-
51 . Check toe-in, comber, caster, wheelbose,
sory top up with oil.
ond if necessory ad just (see Job No. 40-3).
49. Stort the engine ond check oll unions for 52. Adjust headlights (see Job No. 82- 2).

01-2/7
 Engine Tune-up ~
~
In general it is sufficient to carry out the cher.kif'19 ond o9justment operotions descriyed in the proce-
dures A-K below. ·
lt is usuolly unnecessory to check the volve timing settings. This should only be 1.1ndertoken in
speciC!I coses.
An accurofe odjustment of the toppets is impossible with the engine worm. All doto on toppet
cleorance is therefore· only volid f_o r a cold engine.
For thi$ reason, th• checking and adiustment of tappet clearonces should f'!8Yer be undertaken with
the engine at worki ng temp'e ratura
Should it be necessory to begin adjustment operotions with the ~ngine at working temperoture,
procedures 8-H sf,ould fir~t be caúied C?Ut. Then whe_n the engine 'has become cold, the toP,pei
clearonce sho~ld be odjusted ond fin-olly, ~fter the engine has been wormed ·up, the idle should be
odjusted. ·

With the e ngine cold, operotions should be corried out in the following order:

A. Toppet ~leoronce odjustment

B. Compression meosureme nt

C. Cleo níng ond testi ng o.f !>park plugs

D. Meosurement ond adj u~tment of disJributor contoct gops

E. lgnition setting

F. Checking of comshoft odjustme.nt

G . Meosurement ond odjus.tme nt of fuel feed pump pressure

H.· Measurement ond odjustment of corburetor fu e l level

ond injection omount

l. Trouble-shooting hints on corburetor system

K. A~jus~ment of idle

L. Cbecking of v~l.ve timing settings

01-3/1
 A. Tappet Clearance Adiustment
Tappet clearance sh\Juld only be adjusted or checked with engine cold!

Tappet clearance
lnlet: = 0.10 mm
Exhaust: = 0.20 mm
l. · Remove air intoke silencer and cylinder
heod cover.
2. Check tightness of cylinder head bolts ond
if necessory, tighten as specifled. (See Job
No. 01-4, Section C, Fig. 44·): , ~~=
11-------"1
3. Move the com (of the comshoft) which oper-
a tes the tappet being odjusted to the posi-
tion where the lobe of the cam is not
pressed against the rocker arm but on the
opposite side and at r ignt ang les to the
sliding surface of the. rocker arm - i. e. the
base circle of the cam foces the sliding sur-
foce of the rocker orm.
The crankshaft is turned by means of the Fig. 01 - 3/2
shoulder screw which attaches the :Vee 1 Vee-pu lley 7 Sea l
2 Counterweight 8 Oil thrower d isk
pulley and the counterweight to the crank- 3 Washer 9 Crankshoft sprocket
shoft. Box Wrench SW 22 is used with a 4 Shou lder screw 10 Key
5 Dowel pi ~ l 1 Compensa ting ring
ratchet insert to do this (Fig. 01-3/2). 6 Oowel pin 12 Crankshofl
4. Slacken the hexagon nut of the toppet od- Note: When the cylinder head cover is replaced,
justment screw and odjust the screw, using the gosket must not be jammed out of
Special Combination Wrench 187 589 01 09, position .
to the specifled clearonce, using a tolerance
feeler bond. -
lt must be only just possible to move the
tolerance feeler bond between the. volve
stem ond the adius.t ment screw (Fig.
Ol-3/2o).

Driving direction
J J
OE OE
2nd
o 3rd
o
4th cylinder
Fig. 01-3/1

Now re-tighten the hexagon nut, holding

the odjustment screw steady. Check tappet
clearonce once again after having tightened
up the adjustment nut.
5. Put back cylinder head cover and oír intake
silencer. W~en putting on the cylinder head
cover, make su re thot the gasket is. properly
seated! Fig. Ol-3/2a
6. Run the engine and ched< the cylinder head 1 Positio n o f com
2 Spec ial Combinotion Wrench 187 589 01 09
cover fo.r leakage at the jointing surfoce. 3 To leronce fe~ler bond

01-3/2
 B. Compression Measurement

Compression ratio an~ capacity of compression chamber

With lower compression ratio.

Cylinder head With normal compression ratio
on request SA 1O250

Maximum permissible 7.8 : 1 7.0:1

Compression factor e Normal 7.5 : 1 6.8:1
Mínimum permissible 7.25: 1 6.6:1

Total capacity of compression

Hl;ndo'
chamber with
head fotted
apacíty of compression
69~8 - 75.8 cm 3 78.5 - 84.5 cm3
..

amber in cylinder head 62.3 - 63.3 cm•

1 with valves fitted and spark 70.3 - 71.3 <;m3
plugs screwed in

l. Bring the engine to normal working temper· Fahrzeug Nr..~.........

ature (cooling water temperatura 70 to
Komptessíonsdruclc in
so· c.
2. Remove spark plugs and turn the engine a
few times with the starter to remove any oil
carbon deposi"ts.

3. Turn the ignition adjustment knob O$ far to

the right as it will go.
Remove distributor disk and rotor arm.
Measurements. can now be token for oll
1- 111
4 cylinders on the compression r'e corder
without using an extension tube or on Fig. 01-3/3
elbow joint.

4. Press the rubber cone of Compression 6. Whe.n using Compression Recorder 000 589
Recorder 000 58918 21 into the spark pi ug 18 21 a compression of approx. 8.5 atmos·
.bore of the cylinder to be measured. A pheres will usually be obtained in the case
sei:ond person should now be employed to of n~w engines.
open the throttle valve to its full extent by
depr~ssing the accelerator and to operote The figures obtained for the individua l
-the starter(approx. 4-6 turns of the engine). cylinders should not vary by more than
1.0-1.5 atmospheres.
The throttle volve must be wide open in
order to ensure that the cylinder is complete· lf the discrepancy for any one cylinder
ly filled! exceeds this amount, a second measure-
ment should be token.
5. Measure all 4 cylinders. The recordar card lf the compression is only 7 atmospheres
must be moved to a new position for each or less, this ind_icates that thevalves, pistons
cylinder in turn (see operating instructions). or p istan rings are in need of repair. lf the
Make su re that the .duration. of turning the figures for two adjacent cylinders ore
engine remains approximately the sorne for oppreciably lower than the rest it will usu-
the measurements on all 4 cy l inder~ (Fig. ·. ally be found ·t hat the cylinder head gasket
01-3/3). between these two cylinders is leaky.

01-3/3
 C. Cleaning and Testing of Spark Plugs

Approved spark plugs:

For Modell90 the following spark plugs are approved:

Plugs without suppressors Plugs with suppressors

Basen W 175T7 "N" W 175 RT7 "N"
Beru 175/14lu3 E175/14lu3
Champion 730 X730

Note: lf fast driving is contemplated and especially where the vehicle is used for sporting purposes,
we recommend the plug .Bosch W 225 T 7 D or Beru 225/14 lu 2.
lf a radio is fltted to the vehicle, plug Bosch W 225 R T 7 or Beru E 225/14 lu2, both of which ore
suppressed, can be used.

Appearance of spark plugs:

After a long period of use, the appearance of the plug, i. e. the ports of the plug which face the
combustion chamber - especially the appearance of the conicol end of the insulator - give an
indicotion of whether the plug is operating properly or not.
Experienced servicing personnel are able to draw certain conclusions concerning
the adjustment and condition of the engine from the appearance of the plugs.

A
Note: The spark plugs shown in the following illustrations (01-3/5 to 01-3/10)
hove "overhead" ground electrodes while the plugs for our engines hqve side elec- .
trodes (Figure 01- 3/4).
The contructional torm of the electrodes does not, however, affect the oppearonce -
of the plugs. Fig. 01-3/4
In general, the following rules ar.e applicable when judging o plug from its oppear-
once:

Fuel without lead additive

Fig. 01-3/5 Fig. 01-3/6

Normal Overheated
Correct type of plug ; corburetor correctly odjvsted; Plug of too low o thermol volue; carburetor odjustment
insulotor light-brown; body of plvg dark grey; slight too lean; ignition too for advanced; insulotor burned
dry soot deposit on. body. white with molten metal droplets; color "bloom" on
threoded part and electrodes (plug has been heoted to
flash-point temperatura causing · spontoneous ignition).

01-3/4
 Fuel with lead additive

Fig. 01-3/7 Fig. 01-3/8

Normal Overheated
After o long period of use or when fuel hod high lead. Plug of too low o thermol volue; deposit of molten
content; considerable deposit, grey-yellow to brown, metal, consisting of leod compounds ond electrocfe
consisting of powdery leod compounds. erosion deposits ; molten metal droplets on insulotor.

Fuel with or without lead additive

Fig. 01-3/9 Fig. 01--3/10

Plug sooted up Ptug oiled up

Velvety, mott block soot deposit; mixture too rich ; car- Deposit of moist oil-corbon ond soot; broken pistan
buretor jet too lorge; insufficient oir. rings; excess pistan cleoronce; excess oil in combustion
chomber. Volve seols foultyl

Electrode gap:
In the case of all plugs without suppressors, the electrode gap is 0.7-0.8 mm. Suppressed plugs
have a gap of 0.9-1.0 mm.
The electrode gap should. in all coses be checked before fitting and if necessary, adjusted. lt should
be noted that the Champion plug, when new, has a spark gap of 0.6-5-0.7 mm. This plug must
therefore always be adju.sted to the specified gap. The sorne applies to the suppressed Bosch plug
which is at present made with on electrode gap of 0.7-0.8 mm.

01-3/5
The gaps should be checked with Plug Adjustment Gage 000 589 03 23 (0.7-1.0 mm) and adjusted
to the specified gap by bending the "Ground" electrode (Fig. 01-3/11).

Fig. 01-3/11
When the ground electrode is being bent into position, care must be token not to strain either the
center electrode or the insulator. lf the insulator is damaged the plug is useless.
lf the electrode gap is too small, the engine will id le irregularly and jerkily and will misfire; back-
firing will occur when the idling engine is pulling the vehicle.
In the course of time, the eledrode gap increases through electrode erosion and this can cal!se
plug failure.
Maximum engine performance can only be ottained with plugs of 100% efficiency. Faulty plugs,
incorrect electrode gaps, plugs with too high or too low a thermal value cause engine trouble and
may even result in serious damage to the engine. ·
Only plugs specified by the makers may therefore be used. All plugs deteriorate in time, owing to
the high strains to which they are subjected. We therefore recommend that the plugs be replaced
after 15000 to 16000 km.

Cleaning spark plugs:

When cleaning the outside of the plug, ca re must be token to ensure that the glazed surface of the
insulator is free . from wa-ter, oil. and dirt and that there are no moist deposits in the space between
the plug body and the insulator.
The inside of the body-bo~e, and in particular the foot of the i nsulator, must be cleaned as a sepa-
rote operation to rid these surfaces of any trace of deposits. lt is useless merely to clean the
ele(:trodes.
The state of the interior of the plug can easily be sePn with the aid of an ordinary commercial illu-
minated magnifier (Fig. 01-3/12).

Fig. 01-3/12

01-l/6
The cleoning operation is best corried out with o suitable sand-blasting machine, such o~ for instonce
the type· morketed by the firms af Beru or Bosch. The spark plug is inserled in o sócket of the sorne
dio meter as the plug thread and is held by hand and turned dvring the blasting operotion . " Wet"
or oi l-soaked plugs must first be washed with gasoline and dried with air-blast. The period of
cleoning with sond-blast must not exceed thot specified in the _instructions of the makers of the
mochine os otherwise the electrodes will be blunted. Furthermore, on ly sand of the specified
kind moy be used. Afte r sand-blasting, the spark plug sho uld be blown o ut with ordinary air-blast
and if necessary, freed from sand residue with a small tool.

Sond-blasting Tes ting for electricol e fficíe ncy

Fig. 01- 3/13 Fig . 01-3/14

lf no sand-blasting machine is availoble, it is possible to cleon the interior of the spork plug with
Spark Plug Cleaner 000 589 0168 or with a stiff steel wíre brush, al so vsing gasoline if necessary.
Brass wi re brushes or soft-metal ob jects must not be used to clean the !nsulator foot. Such objects
leave traces of metal on the surface of the insulator and as th is metal is. a good conductor, it could
lead to p lug failure.

Tes1ing spark plugs:

Certain spork plug defects - e . g ., gos-leakoge, fine cracks in the insu lotor etc., are practicolly
undetectable without test 'g ear. Commercially-available test equipment 1-los therefore been devel-
oped, enablíng the electrical efficiency and gas-tightness of plugs to be checked.
As the spark plug must be checked under work ing conditions, thot is to soy, under pressure, the
tester incorporates o specíal pressure chamber, which must be connected toa compressed-oir supply
(Fig. 01-3/14, Tester developed by the firm of Bosch}.
The compressed oír must be at a pressure of 5 atmosphe~es ond not more thon 8 otmospheres. A
pressure gage indicotes the pressure in the pres.sure chomber ot all times. The pressure chamber has
two apertures accessi ble from the outside. These opertures are threaded so thot 2 spark plugs can
be screwed in ond tested simultaneously. The second aperture may also be used for purposes of
comporison, in which case a second (new) spark plug of the sorne type is screwed in. Alternotively,
a dummy {stopper) plug may be screwed in.

01~3/7
The sparks leaping across the electrodes can be observed through the inspedion window. lf the
plug being tested is in good condition, a spark jumps the electrode gap every time. lf it does not, this
indicates that the high voltage is being dissipated a long another path, e. g., the current is Jeaking
along the ceramic of the insulator or passing to ground through an insulator crack.

When comparing the performance of 2 spark plugs, the high voltage hinged contad bracket is
first connected to the first plug and after this has been test~d, the bracket is moved_over to the second
plug and the spark observed.

A spark plug is in perfect working arder when at the normally specified test pressure of 5 atmos-
pheres, the sparks appear only at the electrodes of the spark plug or at the comparison spark gap
or alternately and regularly at both. But they must not be visible, nor ev~n audible, at any other
point.

A spark plug is nat in working arder when at the specified test pressure of 5 atmospheres either no
spark at all or only individual sparks appear at its e~edrod~s or at the comparison spark gap. lf the
spark plug has been carefully cleaned beforehand so that dirt can be exluded as a possible cause,
it can generally be ass~med that the insulator is defective. Under these conditions, it is usually the
case that the sparks are striking straight through the insulator and can be seen or heard passing
through it. In the case of a spark plug which is badly fouled with soot or oil, the ignition current flows
unseen vio the foot of the insulator and the body of the plug to the ground:

Corr.ct current ftow Curreat low diverted by fouli•a

Fig. 01-3/15 Fig. 01-3/16 Fig. 01-3/17

The spark leaps across the gap Fouling

between the electrodes.
At foot of insulator At upper part of insvlator
Clean plug by washing in gasoline Dirt or water on the surface of in·
ond if necessa ry, by sand-blasting. sulator. Keep insulator clean and
dry.

01-3/8
 Current ftow diverted $park 9GP by-pCIIIH
bv fracture in i...lator

Fig. 01-3/18 Fig. 01-3/19 Fig. 01-3/20

The current tokes the path of least The current takes the path of Jeast resistance: The
resistance: The ignition spark is ignition spark is missing a ltogetherl Cause: Oil<or-
missing altogetherl Cause: Jnsulator bon, road dust etc., hove bridged the gap and formed
fractured, e. g., through use of un- a conductor across it. Remedy: Remove obstruction be-
suitable plug wrench or careless tween electrodes. Clean cyl inder head.
handling when screwing in. Rentedy:
Take new plug and screw it in with
reasonable pressure. Avoid excess
pressure.

When testing the spark plugs, it should be borne in mind that in the course of time, the use of fuels
with lead additive causes a coating of lead oxides to form on the spark p lugs. These lead oxides re-
ma in non-conduc tors of electricity while cold but become conductors from 400° C upward.
As the lead oxide precipitate cannot normally be removed by sand-blastin g, such spark plugs may
work perfectly when . being examined on tne tester but may fo il wherr in the engine. This is yet
another reason why the spark plugs should be replaced after 15,000 to 16,000 km.

Removal and installation of sparlc plugs:

Removal:
lf the spark plug has seized hard in the cylinder head, it shollfld first only be unscrewed a little - to
avoid damage to the thread in the cylinder head- and then a few drops of oil or kerosene should
be run into the thread. The plug shou l~ the n be screwed in again and only after a lapse of sorne
time be completely removed. This is particularly important in the case of light-alloy cylinder heads
as the threads in these can easily be damaged by careless handling.
Carefully dean thread in cylinder head. lf the e ngine has been in use for sorne time, it is advisable
to remove the oil -carbon deposits by carefully screwing in an M Ux 1.25 tap. Befare putting in
the spark plugs, the engine shou ld be turned over a few times with the starter so that the dislodged
oil-carbon can be blown out.

lnstallation :
Smear the holding-thr ead of the spark plug with graphite. Th is prevents the thread from burning
onto the head later. Take ca re that the other parts of the spark plug- especially the electrodes and
the interior of the plug- are kept free of grophite. When slackening or tighten ing spork plugs, do
not hold the wrench in a slanting position, otherwise the insulator may be broken off or pressed side-
ways, allowing the center electrode to come into contact with the ground electrode.
Take reasonable care when tightening spark plugs. Check value of tightening torque is 4 mkg.

01-3/9
 D. Measurement and Adiustment of Distributor .Contad Gaps

After adjusting the contaets, the ignition should always be re-set because an alteration of 0.1 mm
i n the contact gap corresponds to a movement of the ignition crankshaft setting of approx. 3" .

Measurement can be made either The checking of the contact gap with the
feeler goge should be mode at a point
a) with a feeler gage or
beside the cone or the crater.
b) with the Closure Angle Meter 000 58912 21 This shifting of the point of contact does not
or with any suitable closure angle meter. odversely affect the working of the distrib-
utor. The contoct gap remains proctically
Measurement with the feeler gage: unchanged, despite the formation of cone
and crater. lt is therefore unnecessary to
l. Removc distributor cap and rotor. replace or grind the points befare the igni-
tion is noticed to be adversely affected.
2. Use Socket SW 22 with ratchet on shou lder
Note: When measuring with the feeler gage,
nut of crankshoft to turn crankshaft until
the distributor shaft must not be pressed
one of the cams on the distributor shaft lifts
against the contad breaker points.
the moving contact at all points. The mov-
ing contact sbould not be lifted with the
Measurement with the closure angle meter:
finger!
Measurement with the closure angle meter
3. Measure contact gap with feeler goge. The is much more accurate and is preferable in
contad gap should be 0.4-0.5 mm. all coses - párticularly in view of the fact
Should existing instructions specify o con- thot it enobles the test to be made with the
toct gap of 0.30--0.40 mm, these should be engine running. Faults caused by excessive
rectified. In 4 cylinder - os opposed to distributor sheft play or a loose base plate
6 cylinder - engines, a greater contoct are detected by this method.
gap is permissible.
l. Connect up meter in accordance with the
A true measurement can only be made with
mokers' instructions.
the feeler gage if the contads are new or
smooth and even. Moreover, the distributor
2. The angle of closure should be 46°-52°
drive shoft must not hove too much radial
when the engine is running at idling speed
play.
ond 44"-52" ot an engine speed of 1500 to
After only o short period of running, o 4500 r. p. m. ·
croter is formed on the moving contoct and When measurements ore being made, care
a cene on the stotionary one; this is caused must be token to ensure that the angle of
by the continuo! arcing due to the shifting closure does not vary by more than 3 · be-
of the actual point of contact. At this stage, tween the idle engine speed and an engine
accurate measurement cannot be made speed of 4500 r. p. m. Discreponcies in ex-
with the feeler gage (Fig. 01-3/21 ). cess of this indicate that there is too much
rad ial play in the drive shaft, that the base
plate has worked loase or that there is
some other fault in the distributor.
lf the ongle of closure is too small, the con-
tact gap is too large. lf the angle of closure
is too large, the gap is too small.

Fig. 01-3/21 After adjustment of the closure angle -by

altering the contact gap - the contact gap
1 Stoltonory conl oct
2 Mov1 ng con toct
must once more be checked with the feeler
3 Fee ler goge gage.

01- 3/10
 8oth the angle of closure and the contad
gap must lie within thespecifiedtolerances!
lf, after the ongle· of closure has been cor-
redly odjusted, the contad gap is smoller
thon 0.3 mm, the poi nts must be reploced .
lf, despite replacement of the points, the
contad gap is still too smoll, even though
the ongle of closure is corred, the distrib-
utor must be reploced.
Under no circumstances must the angle of
closure be correded by reducing the con-
tad gap below the specified value.

Testing contacts:
lf foulty ign ition is coused by excessive
burning of the contad breoker points, the
point holders ond contad breoker orm Fig. 01- 3/22
must olwoys be reploced (see Job No. 15-
23, Section C). Adiustment of the contacts:
Grinding the potnts on on oil stone should
only be undertoken in on emergency when Slocken set screw on stationory contad and
no new ports ore ovoi loble. turn eccentric adj ustment screw either to the
The specified volue of 400-500 g must be right or to the left as required. Tighten set
adhered to for the spring pressure of the screw after ad justment.
contad breaker arm- otherwise the points After adjusting the contads, the ignition
moy "flutter" at fa iriy high engine speeds should always be re-set because an a ltera-
ond foulty ignition will result. tion of 1.0 mm in the contad gap corres-
The test con be madewith a spring pressure ponds toa movement of the ign ition cronk-
gage (Fig. 01-3/22). shaft setting of approx. 3°.

01-3/11
 E. lgnition Setting

Before setting the ignition to 8° ± 1° TDC, the contad gap should olwoys be checked (see Job No.
01 - 3, Sedion D).
lgnition ad justment can be cÓrried out either
a) with the timing light or
b) with a suitot?le Aosh stroboscope.

a) lgnition adjustment, using timing light:

l. Adjust ignition control cable. Todo this because the Bowden cable may stretch
after a period of use ond it is therefore
o) move the timing lever (5) ot the distributor necessory to make allowonce for this.
beoring right over to the advance stop and
fix it in this position with a clamp (15) (see d) Push the rubber da m ping (4) and the clamp-
Fig. 01 - 3/24). ing chuck onto the Bowden cable as far as
the timing lever {5). Grip the Bowden cable
b) Slocken the hexagon nut (8) ond screw the in the clamping chuck by tightening up the
odjustment screw {9) right home (Fig. dl- hexagon nu~ (1 ) (Fig. 01-3/23).
3/23).
e) The cable must be drown taut by backing
e) Move th'e rotary control of the control cable out the odjustment screw (9) so that the tim-
for the ignition odjustment to the. left ing lever (5) of the distributor is definitely
ogoinst the stop "früh" (advonce) ond turn lying against the advance stop.
it bock from this position obout 3 to 4 mm, Then lock the odjust[Tlent screw (9) by
meosured oround the circumference of the tighten ing up the he?'Ogon nut (8) (see Fig.
rotory control knob . This extra omount of 01 - 3/23 and Fig. 01-3/24) and then re-
travel is del iberotely left at the control knob move the cla mp (1 5).

12

Fig. 01 - 3/24
1 He•ogon nu1 8 Hexogon nul
1 Clompong d11Jck 9 Ad justmenl screw
4 Rubbe r domping 15 Clomp
S Timong lever
Fig. 01-3/23
1 Hexogon nul 9 Adjustmenl screw
2 Clompi ng chuck 10 Rubber sleeve 2. Remove distribul·o r cap.
3 Wedge piece 11 Sleeve
4 Rubber dampiolg 1 2 Coi l spring
5 Timing 1ever 13 Hexogon screw for fixing 3. Use Socket SW 22 (with ratchet) on shoulder
6 Compression spri ng dislribulor
7 Disrribulor beoring l4 Cla mping screw
nut o n the front of the crankshaft to turn
8 H~xogon nul crankshaft in the direction in which the en-

01-3(12
gine turns to the point where the timing 4. Slacken clomping screw {14) ot timing lever
pointer indicates 8° ± 1o BTDC on the sea le of distributor {see Fig. 01- 3/23).
on the counterweight (Fig. 01-3/25).
5. Connect one cable of o 12-Yolt timing light
to the terminal (1) of the distributor ond the
other cable to ground (Fig. 01- 3/27).

1
ignition
switch @)

Fig. 01-3/27

Fsg. 01- 3/25 6. Switch on ignition.

1 Screw plug with pivot pin for cftoin guide
2 Screw plug for oil relief valve
3 Lock screw for cftoin drive 7. Turn the distributor in o clockwise direction
4 Cover p late until the points of the contact breoker are
closed. Then turn it slowly in .the opposite
direction until the timing light lights up. At
At the saine time the rotor orm (1) must , this point the breoker arm lifts off the con-
point to the timing mork for Cylinder No. 1 toct holder.
on the edge of the distributor housing (Fig.
01-3/26). 8. Tighten the clampíng scr~w (14) ot the
timing lever of the distribuf~r.

9. Check the ignition setting once agoi n. The

ignition is properly adjusted if, when the
cronkshaft is slowly turned ÍIJ the direction
in which the engine turns, the timing light
lights up exoctly at the instant ot which the
timing pointer points to 8° ± 1e BTDC on
the scole (se~ Fig. 01- 3/25).
Note: lf there is ony doubt about whether tne
ignitíon setting has been correctly odjusted,
it must be re-checked. The spork plugs must
be removed so that the engine con be
eosily turned. Care must be token to ensure
that the left side of the ·twin roller chain is
Fig·. 01- 3/26 properly tensioned.
1 Distributor rotor orm
2 Timing lever 1O. Put on the distributor cap.

01-3113
 b) Séiting the ignition with the flash stroboscope.

Setting the ignition with the flash stroboscope is preferable to the timing light method because the
ignition setting can be checked and adjusted at higher engine speed.

l. Check the adjustment of the ignition control 3. Check ignition setting.

cable (see Section A, Poragraph 1).
Note: Hold the flash stroboscope so that the
Note: When ad justing the ignition setting with timing indicator and the scaleareilluminat-
the flash stroboscope, the ignition control ed (see fig. 01- 3/28). lt is easier to toke
knob must be turned to the left (advance) readings if the punched figures and marks
os far as it will go. on the scale are rubbed over with white
paint.

2. Flash Stroboscope 000 589 48 21 is connect-

ed as fo llows: Ground lead 3 (block) to 4. The measured ignition settings should be:
ground.
Positive lead 2 (red) to o positive terminal,
ignition
e. g. ignition coil, Terminal 15. vacuum setting in
engine speed
untan derees
lnsert extension cable (4) between ignition B OC
cable ond spark plug of Cylinder No. l .
Then connect Cable 5 (blue) of the strobo- s• ± 1o
starter speed with (basic initial
scope to the extension cable (Fig. 01-3/28). setting)

n= 800 r.p.m. with 15°-23°

n= 800 r.p.m. without 15°-23°

n = 1500 r.p.m. without 26°- 32•

n = 3000 r.p.m. without 32°-39°

n =4500 r.p.m. without 41 o - 47•

n = 4500 r.p.m. with 47°-57°

Note: The engine speeds given must be strictly

adhered to. Revolution Counter 000 58912
21 should be used.
When checking the initial setting ot storter
speed the plug connectors should be pulled
off.

5. lf it is necessary to corred the ignition set-

ting, slacken the clamping screw (14) at the
timing lever of the distributor beoring (see
Fig. 01 -3/23) and turn the distributor so
Fig. 01- 3/28 thatthe specified ignition setting is obtained .

1 Flash strabascape 4 htensoan cable

1 Positive cable 5 Main cable
6. In order to check the timing curve of the
3 Ground cabh (Block) distributor accurately the distributor must

01-3/14
 be removed a nd the ignition curve reflect- Automatic vacuum control movement for distributor
ing the vacuum and governor control move- VJU 4 BR 14
ment checked on o suitoble test stand.

7. The distributor is in proper working arder

if the ignition setting a lters steadily and
r-·
without jerking in occordonce with the thick-
ness of the tolerance feeler bond used and
in relation to the appropriate engine speed ~'
100 200
1 1
300 400 500
or a lternatively the vacuum obtained at Oepreuion (vacuum) in mm ond inches mercury column N•

this speed (Fig. 01- 3/29) and (Fig. 01-

3/30). Fig. 01-3/30

Automatic govemor control movemetd for distributor

VJU 4 BR 14
Use of ignition control knob
1 1 1 1
1 1 1 (odane number compensator)
v.

V ~- The ígnition timing and installation of the

engine is carried out at the fqctory at the
t-1 ~
""
\1

~
1-- advance position and with a fue l specifled
ooC~
o 1000 2000 3000 4000 5000 6000
by us and having a mínimum anti-knock rat-
ing of 86 Octane according to the Research
Revolutions per minute of crankshaft Z·~ Method (F- 1).

Fig. 01-3/29 When the vehicle is in use, the control knob

of the odane number compensator on the
Note: The governor control movement curve instrument panel must be turned to the left
begins atO" (see Fig. 01- 3/29). as far as it will go and must be left there!
With the distributor installed in the vehicle,
the degrees registered on the scale for the The knob must only be turned to the right,
initial ignition setting (8") must be added to i. e. in the direction "reta:rd", if for any
the value read off the scale when making reason fuel of lower anti-knock rating than
the test. 86 F- 1 is used or a lternatively if -in the
Furthermore the ignition setting can alter course of time the engine should begin to
to sorne extent through the influence of the "pink" owing to thepresenceofcombustion
twin roller choin and the drive. Thus the deposits in the cylinders. The cUstomer
values given in Fig. 6 cannot necessarily be s~ould be informed about the corred
compared with those shown on the move- operotion of the octane number compen-
ment curve. sotor.

e) New distributor bearing without ignition control cable

The ignition control cable (octá ne number compensator) has recently been superseded becouse the
general improvement in the quolity of fue ls has rendered it no longer necessary to adapt the igni-
tion setting to the anti-knock rating of every individual fuel.
lf for any reason fuels of lower anti-knock roting thon 86 octane F- 1 hove to be used, the ignition
setting can be retarded in the direction "spqt" (retard) at the distributor bearing.

01-3/15
The following points should be token into account when setting the ignition:

l. After slackening the milled nut (12), back out

the adjustment screw (13) to the point where
the timing lever {3} is definitely agoinst the
advance stop. Then lock with the milled
nut {12) {F.ig. Ol-3/30a).
2. Adjust the ignition in the way shown in
porographs (a) and (b)- i. e. to 8° ± 1 BTDC.
3. lf the vehicle is using fuels of the prescribed
onti-knock rating (86 Octane according to
Reseoréh Method F-1) no chonges should
be made.
lf fuels of o lower anti-knock roting are
used, the ignition setting should be retarded
by screwing in adjustment screw (13) in the..
direction "spéit" {retard) to the point where
the engine operates without pinking.
Note:
o) A notch has been mode ot the edge of the
adjustment screw. One turn is equal to o;n
olteration of ignition setting corresponding
to approx. 1 degree of movement on the
camshaft or two degrees on the crankshaft. Fig. 01-3/30a
b) The adjustment screw (13) ond the cable (1 O)
1 Hex.ogon screw M 5x30 S 10 Cable A l.6X50 DIN 719 87
together with the nipple are supplied by the OIN 931-8 G with two nipples B 1.8
Spares Department asan assembly. 2 . Disk 5.3 DIN 125 St. DIN 71988
3 Timing lever ' 11 Clompi ng screw
When fitting, care must be token to ensure 4 Dislributor beoring 12 Milled nut 121 990 00 fi!
that the slot in the disk (8) which holds the S ·Spring 136 993 08 01 13 Ad juslment screw
6 Hexogon nut M 5 DIN 934·5 S 121 150 00 84
cable and the nipple is at the bottom 7 Cotter pin 1 X12 DIN 94 St. 14 Hexogon ·screw for fixing
because otherwise the disk might easily slip 8 Oislc 121 158 00 76 distributor
.9 Compression spring
off and get lost. 186 993 24 01

01-3/16
 F. Checking Camshaft Adjustment

l . Use Socket SW 22 (with rotchet) on the The crankshaft must only be turned in the
shoulder- nut to turn the cro nkshoft in the direction in which the engine turns. In this
direction of rotation of the engine to the way the left side of the chain is kept taut.
point where the timing pointer indicotes
2. The morks on the compensoting wosher of
TDC (Fig. 01-3/31 ).
the comshoft ond on the first comshoft beor-
Note : In the diogrom the timing pointer indi- ing must now correspond (Fig. 01-3/32).
cotes 5 degrees BTDC.

Fig. 01-3/32

In this position pistons number 1 ond 4 ore

Fig. 01-3/31 ot TDC. The pistan of number l cyl inder is
on the compressión stroke.
1 Suew plug wilh pivol pin for choin guidc
2 Screw plug for oil relief volve 3. Any neces!.ory correction moy be mode by
3 lock r.crew for cha in drive
4 Cover piole o tronsposition of the twin roller choin.

G. Measurement and Adj~stment of Pressure of Fuef' Feed Pu mp

l. The feed pressure of the fuel feed pump is

meosured with Pressure Goge (1) 000 589
30 21 (fig. 01- 3/33). Unscrew the fuel
pipe (6) leoding to the corburetor ond
connect the pressure goge (1 ) between the
pump exhaust (4) and the corburetor fuel
pipe (6) with the cock si de (2) of the pressure
goge toword the p·ump exhoust (4).

2. Open the cock (2) ond stort the engine (Fig.

01-3/33).

Fig. 01- 3/33

1 Prenure gag e 000 589 .Ji) 21 4 feed pump e•housl
2 Cacle on preuure goge 5 T-piece odopter
3 Milled nut S Fu'l feed pipe lo corburetor

01-3/17
3. Measure the feed pressure. The play con be corrected by removing or
The feed pressure should be 0.15 ta 0.20 by odding shims (seoling flange).
atmospheres at an idling speed of 700 to
750 r. p. m. with float needle valve closed. Note: lf the feed pressure of the fuel feed pump
is too high, the float needle volve may be
Note : The feed pressure remains more or less
forced and this could cause an unduly high
constant throughout the whole engine speed
fuellevel in the carburetor.
range.
The excessive feed pressure moy be due to
4. lf necessary, corred the feed pressure. This insufficient cleorance between drive cam
is done by measuring the play between the and pump tappet or hordening of the pump
tappet (4) of the fuel feed pump at the diaphrogm.
beginning of its power stroke and the BDC
lf the pump press~re is too low the carbu-
of the drive cam (7) (F¡g, 01-3/34).
retor system will be fuel-starved. As an
expedient shims may be added if the pump
pressure is too high, or removed if the pump
pressure is too low.
lt must be remembered, however, that one
shim at least is necessory in arde~ to obtoin
o fuel-tight joint between the jointing flange
of the fuel feed pump and the crankcase.
lf in spite of the play between cam and top-
pet being corred, the feed pressure can
still not be properly adjusted, the fault must
lie in the fue l feed pump.

Pac;it the hollow spoc;a

in the fuel feed pump
sand in the jointing
5. The float needle valve can also be checked
Aange wiltt greose. with the pressure gage.
Switch off the engine ond clase the cock (2).
Turn the milled nut (3) to the right, until the
Fig. 01-3/34 feed pressure is increosed to opprox. 0.26
atmospheres.
o, • Distance from the cronkcase to the drive cam al BDC.
02 • Distante between the aeolill'lg flonge ond the tappet ot the lf the indicator moves backward slowly,
beginning af the pawer atroke.
this indicates that the Aoat needle valve is
1 Seoling flange 5 Jointing flange leaking.
2 Bu>h ing 6 lnsulation flonge with gaskets
3 Shoulder >leeve 7 Com of the oil pump drive lf the pressure increases further, the float
4 Toppet shoft
needle valve will be forced, even if it is in
good condition. The opening pressure is
Measure (at the crankcase) the distance a 1 opprox. 0.28 atmospheres.
between the separating surfoce and the lf the floot needle valve keeps the pressure
drive cam at BDC (7), using depth gauge. constant the cock must be opened and the
Then measu re the distance a 2 between jhe pressure thus conveyed to the fuel feed
end of the toppet - with the tappet at the pump. The valves must be able to hold back
beginning of the power stroke - and the the accumulated pressure · for at least
sealing flonge. 3 minutes. lf the valves are leaking, the
indicator will move back quickly.
The difference between the two dimensions
O¡-o 2 is equol to the play between the Note: A floot needle valve can be tested for
drive cam and the tappet. leokage by forcing gasoline through under
pressure (see Job No . 07-3, Paragraph 17,
The play must be 0.4-0.5 mm. Note).

01-3/18
 H. Measurement and Adiustment of Fuel Level and lniection Amount ofCarburetor

Measurement and adjustment of fuellevel: engine and after removíng the carburetor
cover because otherwise, when the engíne
l . Warm up engine (radiator temperature at ís hot, the fuel will evaporate and a false
least 70° C) and tighten up all pipe unions reading will be obtained.
and screws on the carburetor.
The measurement of tbe fuel. level must be
made directfy against the separating parti-
2. lf possible, place the vehicle on a perfectly
tion (1 ).
horizontal floor.

3. Allow the engine to run for approx. 30

6. The reading should be 19-21 mm.
seconds at idle speed. This is in order to The figures given take lnto account the fact
allow the fuel level to settl~. that the surface tension causes the fuel to
rise approx. 2 mm at the separating parti-
Note: This is particularly important íf the
tion . Thus any measurement token ot other
manual lever of the fuel feed pump was
points would give a false fuel .level odjust-
previously used for filling the carburetor.
ment.
4. Switch off the ignition. Removethe a ir intake 7. Correct the fuel level if necessory. This can
silencer, disconnect the fuel pipe at the
be done by adding o second sealing r:.ing (1)
carburetor and take off the carburetor
for the float needle volve (2) or by corefully
cover.
bending the float anchor strip (3) downward
in order to make the fuel level lower (see
5. Measure the fuel level with the aid of a Fig. 01-3/36).
depth gage inserted at ttie separating parti-
tion of the float chamber, the measured dis- Th is additional seoling ring tokes the form
tance being between the upper fac.e of the of o fiber seal ing ring of the oppr9priate
carburetor housing and the surface of the thickness, inserted between the carburetor
fu el (see Fig. 01- 3/35). cover and the copper sealing ring of the
float needle volve.
Note: Measurement of the fuel level must be
A further sealing ring of 0.5 mm thickness
made immediately after switching off the
lowers the level of the fuel approx. 1 mm.
The fuel level can be made higher by re - r
plocing·· the sealing ring (l) by a thinner
sealing ring '6r by corefully bending the
Aoat anchor strip (3) upword (see Fig.
01 - 3/36).

Fuel level uncho nge d. Fuel level mode higher by

bending the floot anchor
strip upword.

Fig. 01-3/36
Fig. 01-3/35 1 Seoling ri ng 12x t 6x1 Cu 3 Floot a nchor strip
2 Floot need le volve 2 mm H Fue! level unchonged
1 Se pa rating p a rtition of floo t Ghamber (M t2x 1.25) H, Fuel leve! mode h igher

01-3/19
Measurement and adjustment of injection Cautionl Wait at least two to three seconds
amount between the individual strokes as otherwise
the full fuel amount will not pass into the
8. Unscrew retaining screw of injection tube diaphragm bowl and the graduated tube
and remove injection tube. reading will be too low.

9. Screw in a measuring tube in place of the 11. When the measurement of the injection
intection tube. amount is being made, the following points
A normal i"njection t ube, the neck of which must be token into account:
projects sideways over the edge of the
carburetor housing, can be used as a a) The measuring tube must forma perfect sea!
measuring tube. After turning the orched with the collar.
neck of the tube, there must be no leakage b) The pump arm ofthe diophragm pump must
at the collar when the injection is done. lf be working properly.
necessary, seal the collar with Teroson
plastíc solder. e) The slightest possible movement of the
linkage from the idle position must produce
Under no circumstances must the injection an ample ond even jet of fuel from the injec-
tube normally fitted to the carburetor be tion tube immediately.
turned outward and used to take the mea-
surement. 12. The injection amount should be 1.0 to
1.2 cm3fstroke.
1O. Check the injection amount by repeating
the injection flve times. Use a suitable 13. lf necessary, correct the injection amount.
graduated tu be or Graduated Tu be (Bu- The injection amount can be increased by
rette) 000 589 31 21 (see Fig. 01- 3/37). screwing in the hexagon nut (5) on the con-
necting rod (4) and decreased by screwing
it out (see Fig. 01- 3/37). After adjusting,
lock with hexagon nut (6). The nuts (5) ond
(6) on the connecting rod (4) must not be
screwed in to the point where the pump
arm (3) rises above the diaphragm shaft in
the id le position (see Fig. 01- 3/37). When
the accelerator is depressed, the injection
would not begin ot once becouse the pump
arm must flrst toke up the clearance be-
tween its own contact surface and the end
of the diaphragm shoft.
But it should be noted that immediate injec-
tion is necessary for smooth speed build-up
and perfect acceleration.

14. Unscrew the measuring tube and flt the 'in-

jection tube of ·;·he corburetor, using a new
gasket.

Fig. 01-3/37
Ca ution! The retaining screw of the injection
tube must be tightened after at the most
1 Groduoted tube (Burelle¡ • Connecting rod
2 lnjeclion tube S Shou ldcr nvt
500 km because the gasket tends to shrink
3 Pump orm S Hexogon nul after the first tightening and could cause
leakage.

The accelerator linkage must be moved 15. Moke a further check of the injection.
evenly and smartly to the maximum position
ond only releosed when the injection is 16. Screw on the corburetor cover ond connect
over. up the fue! pipe. Fit the oir intoke silencer.

01-3/20
SUPPLEMENT Job-No.
lo Workshop Manual Type 190 01-3

Copper Sealings Rings for Float Needle Valve

For the adjustment of the fuel level, copper sealing rings are now availobie in various thicknesses
as follows: ·
Part No. 000 997 81 40 0.5mm thick
Part No. 000 997 28 40 1:omm t~ick (standard)
Part No. 000 997 82 40 1.5 mm thick
Part No. 000 997 83 40 2.0 mm thick

The fuel level can thus be corrected quite simply without bending the float anchor strip. An altera-
tion of 0.5 mm in the thickness of the sealing ring is equivalent to an alteration in fuel level of
approx. 1 mm {see also Job No. 01-3, Para. 7).

SupplemeRt No. 4/1 S. 2. S7 Workshop Monuol Type 190 1 01-3/20a

 Trouble-Shooting Hints on Carburetor

Befare beginning any work on the carburetor, a check should be made of the spark plugs, contact
gaps, ignition adjustment, ignition leads, valve timing, compressioo and the feed pressure of the fuel
pump (see Job No. 01-3, Sections A-G).

Faults are often ascribed to the carburetor instead of to these parts! Check any suppression devices
which may be fitted. This opplies in particular to distributor rotor arm, ignition lead connectors and
spark plugs; the easiest way of checking is to temporarily replace these parts by others not fitted
with suppressors.

lf carburetor faults develop during running, these are usually caused by dirt, gum deposits, dried-
up or faulty seals and gaskets. In such cases it is usual! y enough to thoroughly clean all jets, val ves,
in jection tubes, bares and canals, blow out with compressed air and replace defective seals and
gaskets. When this has been done, the carburetor will usually work perfectly again. lf normal clean-
ing fails to remove the faults, it is advisable to completely disassemble the carburetor and to clean
and examine oll parts (see Job No. 07 -3}. lt is often impossilble to determine with certainty the
exact cause of a foult without checking oll parts, since the sorne fa.ult can hove various causes. To
assist in trouble-shooting, sorne faults ond thei r causes a re tabled below.

Foults Cause Remedy

Heavy fuel leaking Aoat needle valve Clean or replace Ao·a t needle
consumption val ve
Fau lty Aoat needle valve Replace gasket
gasket
Fuel level too high Adjust
Fuel pump delivery pressure Adjust
too high
ld le jet or main jet loase Tighten
ld le air jet or air <:orrection Clean jets
jets blocked
Carburetor cover loase Tighten carburetor cover
Check gasket
Mixing tubes blocked Clean- also clean side bares
Starter .slide valve leaking Check starter slide valve for
leaks and if n~cessary, re-face
sliding surfoces
Cable of starter slide volve Check cab le and adjust
incorrectly odjusted correctly

01-3/21
 Faults Cause Remedy

Note: A leaking storter slide valve or a starter slide valve which

is not quite closed can be detected by examining the vacuum
valve of Stage 2.
lf the starter slide valve·is leak-proof or if it is closed, the vacuum
valve is completely closed when the engine is idling.
Check by pressing on the counterweight of the vacuum valve.
lf the starter slide valve is leaking or is in operation, the vacuum
valve is raised at idling en~ine speeds, because the engine is
receiving the start mixture v1a Stage 2.
When making this check, however, the mechanical throttle valve
of Stage 2 must be <:ompletely closed, since otherwise the vacuum
valve will be raised by the air flowing vio Stage 2.

Poor idling ldle fuel jet or idle air jet Clean jets
blocked
Note: ldling can only be ad-
justed when the engine is at ldle canal, by-pass bares Clean canal and bares
normal working temperatura blocked
Suction canals fouled Cleon sudion conols
Fuel level incorred Adjust fuel level
ExceSS'ive delivery pressure of Correct fu el pump delivery
fuel pump pressure
Float need le valve leaking Reploce float needle valve or
gasket
Jd le mixture adjustment screw Replace idle mixture adjust-
damaged or brolcen ment screw
Mixing tube holder loase Carefully solder guide of mix
ing tube holder ond press into
position
Worn throttle valve shafts Replace throttle valve housing
and throttle valve shafts
ln jection tube drips Set fuellevel to lowestpermis
sible value
leaks in insulation flange, car- Test joints for leaks by smear-
buretor flange, intake mani- ing joints with soap ond moke
fold flange, in vacuum system leak-proof
of power brake (if fltted) ond
pneumotic ignition control

Note: For hot climates, the lower check valve on the diophragm
pump con be reploced by spring-assisted volve Solex No. ZK
3508. The spring roises the ball o little from its seat in the "rest"
position so that, when the pressure in the fuel chomber of.the
diaphragm pump gradually increases, the fuel can flow back mto
the floot chamber. When the outside temperature is low, how-
ever, and gradual occelerotion is applied, sorne slight uneven-
ness may be experienced.

01-3/22
 1

Foults Cause Remedy

ldle too fost Mechanical throttle valve of Test throttle val ve shaft and
Stoge 2 sticking reloy leyer

Note: The mechanical thrattle valve of Stage 2 must clase

completely in the idle position. lf the throttle valve is not
completely closed, a greatly increased idle speed results; in this
cose, the idle will not react to adjustment of the idle mixture
adjustment screw.

Carburetor floods Flaat needle valve leaking Re place float ·needle valve
Faulty float needle valve Replace gasket
gasket

Uneven speed build-up By-pass bares blocked Cleon bares

lnjection tube gasket leaking Tignten injection tube ar
replace gasket
lnjection tube blocked Replace injection tube
lnjection amount incorrect Corred injection amount
Check valve of diaphragm Replace check valve
pump leaking
Pump jet blocked Cleon pump jet
Pump diaphragm faulty Replace pump diaphragm

Engine difficult to start when Starter fuel jet blocked Cleon jet
cold
1

Engine uneven ofter cold start Mechanica 1throttle volve of Free up

Stage 2 not closing
Storter air volve fails to open Check starter oir valve
ond in consequence, stort mix- Blow out vacuum canal to
ture too rich Stage 1

Engine difficult to stort when Fuellevel too high Correct fuel leve!. Check floal
hot needle valve ond if necessary,
replace it
Reploce gasket
Check pump pressure and if
necessary, correct it
Air leakage See under Poor idle

01-3/23
 K~ Adiustment of ldle

l . Back out the id le adj ustment screw (11 ) to

the point where the throttle is completely
closed. Then bring the idle adjustmentscrew
up until it touches the idle stop and giv~ it
exactly one further turn (Fig. Ql..:_ 3/38),

2. Screw the idle mixture adjustment screw

(13) right in and then back it out exoctly two
turns.

3. Warm up the engine to normal working

temperature (at least 70° e cooling water
temperature) and adjust the idle, (using Re-
volution Counter 000 58912 21 ) to .an idle
Fig. 01-3/38 speed of n = 700-750 r. p. m.
1 Reloy 1ever lar operoling storler d evice
2 Connecling linkoge 4. Adjust the id le mixture adjustment screw by
3 Return spring
4 Fixing JCrtw for reloy levtr
turning it in or out so that:
S Fixing screw for storiM device
6 Acceleroting pump a ) the engine turns smoothly and
7 ldle fuel jet of Stoge 1 b) the highest possible idle engine speed
8 Retoining screw for o ír horn of Stoge 1
9 Pump jet is reached.
10 Moin jet holder with moin jet of Stage 1
11 ldle odjustment screw Then readjust the id le engine speed once
12 Boll volve with scrHn
13 ld1e mixture odjustment screw
more to n = 700-750 r. p. m. by adjusting
14 Connecting rod lo accelerot ing pump the idle ad justment screw.
1S Hexogon nut for li nkoge
16 Hexogon nut for thrott1e volve shoft of Stoge 1
17 Union for distributor vocuum control (closed with o s,crew) 5. By making a further slight correction with
the idle mixture odjustment screw try to
Note: When the idle is adjusted, the mechanicol improve the idle. lf necessary, adjust the
throttle valve of Stage 2 and the storter idle speed once more with the id le ad just-
mechanism must be completely closed. ment screw.

01-3/24
 L. Testing Valve Timing

After a considerable period of use, the valve timings may alter somewhat, d.ue to stretching of the
twin roller cba in or to machining or facing of the separating surfaces of the c;rankcase or the cylin-
der block and hea d. This will usually make no appreciable difference to the engine performance
but if necessary, it can be corrected by fitting c:m offset Woodruff key on the camshaft.
Since the ignition point a lters in the sorne way, the ignition should also be checked and corrected
in such cases (see J ob No. 01-3, Section E).
Checking of the volve timing is too inoccurate at the prescribed tappet cleorance (normal running
tappet clearance). Thus for test measurements, the timings are given ata tappet clearance of 0.4 mm.
The timing is, however, not adjusted to this 'est cleorance of 0.4 mm but insteod, the test measure·
ment is made with the valve roised 0.4 mm, because this method is much more occvro.t.e. ·
The timing obtoined with the valve roised 0.4 mm is the sorne as that obtained with a toppet cleoronce
of 0.4 mm.
In proctice, it is usuolly sufHcient to measure the timings with the inlet ond exha'ust valves of
No. 1 Cylinder.

The test measurement is mad~ in the following 3. Remove all spork plugs.
way:
4. Se.t N?. 1 pistan to TDC.
l. lf the engine is not in.s talled in the vehide,
a suita_ble graduoted disk divided into
5. Now tum the groduoded disk (1) so thot the
360° is fixed to the cronkshoft and a pointer
point.er (2) P.Oi nts to the Ó0 mark. Fi-x the.
is fixed to the crankcose (see Fig. 01-3/39).
graduated disk in this positíon (see Fig.
0.1 -3/40).

6. In arder to toke up the ·normal running ta.p-

pet dearonce, o tole~ance feeler bond is
inserted betwee'n the v:olve stem and the
odjustment screw.
The tolera.nce feeler bond must be -thi~k
enough to ensure that the normal tappet
clearance is definitely token up. 1.t does not
matter if the valve is slightly raise.d in
consequen.ce.

l. Screw the feeler {3) into the dial micrometer

and fix the d·ial micrometer by means of Dia.l
Gage Holder 198 589 01 21 (4) to the sadd' e
bracket (5) which holds the cylinder heod
cover, in such o way that the feeler (3) is
ploced verticol ly on the valve head of the
inlet volve of No. 1 cylinder and is o.f the
Fig . 01 - 3/39 sorne time depressed by 2.0· mm (see Fig.
\

01-3/40).
2. lf the engine is insto lled in the veh icle, Disk The feeler of the dial micrometer must be
180 589 07 23, d ivided into 360°, should be exactly perpendicular to the head of the
fixed l0 the comshaft (see Fig. 01 --:- 3/40). V(Jive otherwise appreciable errors in mea-
When the test is made in this way, it must suremen.ts will be made!
be remembered that the values read off In addition, the chain tightener must be
from the camshaft must be doubled! properly bled.

01-3/25
 the dial micrometer measures 0.4 mm less-
i. e., the valve is raised 0.4 mm.
Now read off the value indicated on the
graduated disk.
lf the graduated disk has been fixed to the
camshaft, the value read off must be
doubled. This value is the beginning of
opening of the valve!

10. Continue to turn the crankshoft in the direc-

tion in which the engine turns until the valve
is raised 0.4 mm when the valve clases -
i. e., when the dial micrometer gage
registers once more the sorne va lue as at
the moment of opening. Make sure that the
dial gage feeler is depre~sed the requisite
2.0 mm.
Read off the va lue indicated on the gradu-
oted disk. The value indicated is the end of
closing of the valve.
Note: While measurements are being taken,
the engine must under no circumstances be
Fig. 01-3/40 turned backward since this would cause
considerable errors in measurement. Mea-
1 Grodualed Disk 180 589 07 23
2 Painter (may be hand. made) surements must be checked, ofter reoding
3 Feeler off the angle of closure, by turning the
4 n
Dial Gag e Holder 1 589 01 21
5 Soddle bradcet far cylinder head caver cronkshoft sti ll further until the base circle
of the com is reached. At th is point the dial
8. Set the scale of the dial micrometer toO. micrometer must once more register O.
9. Now turn the crankshaft in the direction in 11 . The valve timings of the exhaust valve are
which the engine turns to the point where checked in the same way.

·Valva Timings for Test Measurements:

lnlet Exhoust Test cleorance

Comshoft
opens el oses opens el oses inlet and exhoust
1 1
121 051 11 02 12• BlOC 44" ABDC 51 • BBDC lS"ATDC 0.4 mm
1 1 1
1 -- 1

Note: lf an offset Woodruff key has to be used, the following points must be token into occount :
a) 1f the key is offset to the right {seen in the direction of travel) the valve opening instant is ad-
vonced and if it is offset to the left, the open ing instan! is retorded.
lf the Wooclruff key is offset 0.20 mm, this corresponds to a cronkshaft movement of approxi-
mately 1° 30'.
A movement of one tooth on the timing gear corresponds to o cronkshaft movement of 18°.

b) lf an offset Woodruff key is ftttecl, the ignition point must be reodjusted (see Job No. 01 - 3,
Section E}.

01 - 3/26
 Removal and lnstallation of Engine

Normally when repairs are being carried out, only those assemblies and engine parts are remov-
ed which hove to be repaired or tested. The procedures hove therefare been subdivided and arranged
so that in each section all the operations for removal and installation of the assembly or the part
in question are given. lf an engine has to be completely disassembled, the operations given in Sec-
tions A--Q must be' carried out.

A. R~moval, installation and adjustment of carburetor

B. Removal and installation of intake and exhaust manifold
C. Removal and installation of cylinder head, valves, camshaft, chain tightener,
tension sprocket and rocker arms
D. Removal and installation of generator
E. Removal and installation of water pump
F. Removal and instaliation of distributor with bearing
G. Removal and installation of distributor drive and oil pump drive
H. Removal and installation of fuel feed pump
l. Removal and installation of oil fllter
K. Removal and installation of oil relief valve . in crankcasEt
L. Removal and installation of oil pan
M. Removal and installation ofoil pump
N. Removal and installation of counterweight on cronkshaft
O. Removal and installation of ero nkshaft with flywheel
P. Removal and installation of pistons connecting rods
Q. Disassembly and assembly of cronkcose
R. Removal and instollotion of front sealin.g ring for crankshaft with engine in
vehicle ·
S. Removal and instollation of flywheel
T. Removal and installation oftwin roller chain with engine in vehicle

Clean and test all parts and ossemblies which hove been removed. Any domoged smaU parts, such
os screws, nuts, washers, lockwoshers, etc. must be checked to see if they are ñt forre-use. lf neces-
sory, they may be machined where practicable. They must not be reinstolled in domaged condition.

Gasket, sealing washers, locking plates, split pins, etc. must olways be replaced.

All ground and precision parts- and in particular their bearing surfaces- must be examined be-
fore being reinstolled in the engine. Any damaged beoring surfoces must deñnitely be remachined.
Ch~ck surfaces for burrs.

01-4/1
 Engine M 121 B. l.

13 ,..
Spork plug side

111>
11 25

Carburetor side
1 Air inloke silencer 6 Fon 10 Cyl inder heod cover 15 Oil filler 20 Corburetor
2 Dislri butor 7 Front c:ou nterweig hl on 11 Heoler unio n 16 Clulch housing 21 Coo ling water ret urn pipe
3 Cylinder heod cronkshoft 12 Cronkcose 17 Tronsmission 12 Chain t•ghtener
4 Woter pump 8 Oil pon 13 fuel pump 18 lnloke man ifold 23 Cooling woler leed pipe
5 Fc.n belt 9 Ven t tube 1~ Oil dípstick 19 Exhousl pipe 24 Generolor
25 Storler
01-4/2
 A. Removal, lnstallation, and Adiustment of Carburetor

Repair procedure - see Job No. 07---{) and lnstallation:

07-4.
4. Before the carburetor is installed, the in-
Removal : su lating flanges and the protecting plate
must be checked for planeness, and if nec-
l. Loosen the air vent linecap nutsatthecylin- essary damoged parts must be replaced .
der head cover and the hose clamp for the Also check that t he carburetor flange is per-
connecting hose at the air intake silencer. fectly plane.
Unscrew the fixing nuts for the air intake
Note: The two insulating flanges must be
si lencer brackets and remove the air intake
si lencer together with brackets. mounted without sealing compound.

2. Unscrew the fuel line and the vacuum line 5. lnstall the carburetor a nd tighten screws.
to the distributor, hplding steady the pipe Tighten the screws evenly in order to pre-
unions at the carburetor. vent distortion of the carburetor flanges.
Disconnect the accelerator linkage and the 6. Screw on the fuel line and the vacuum line
return spring at the carburetor throttle to the distributor, holding steady the pipe
va lve lever. unions at the carburetor.
lf the engine is installed . d iscpnnect the
Connect up the accelerator li nkage and
choke cable (see Job No. 30-6) (Fig. 01-
the retu rn spring. Connect up the choke
4/1 ). cable if engine is installed (see Job No .
30-6).

7. Fasten the brackets with the oír intake silen-

cer at the suction tube. Connect up the vent
line from the cylinder head cover to the air
intake silencer.

Adjustment:

8. lf the engine is installed, turn the idle ad-

justment screw (12) until the throttle valve
of Stage 1 is complete ly closed. Then bring
the idle adjustment screw to rest against
the idle stop and screw it in exactly one
turn (Fig. 01- 4/1 ).
Fig. 01-4/1
Then check the occelerator peda l adjust-
l Wire coil 11 Reloy lever
2 Clam p 12 ldle od justment screw ment ond if necessary correct (see Job No.
3 Hexogon screw 13 Main jet plug with moin 30-3).
4 Storter rotory slide volve jet of lhe Stage l
lever 14 Diophrosm pump
S Rubber gromme t 15 ldle mixture ad juslmenl
Note : When odjusting the idle adjustment
6 Adjusting nut screw screw, the mechanicol throttle valve of
7 Rubber grommet 16 Union for vacuum line lo
8 Spring steel wire lhe d istributor
Stoge 2 must be completely clored.
9 Clamp screw 17 Vocuum u nion for the tesler
lO Hexogon nul
9. Adjust the idle (see Job No. 01 -3, Sec-
tion K).
3. Unscrew the carburetor fixing nuts and
remove the carburetor. Take care that the 10. After the initial engine warm-up, tighten
lock washers do not foil into the suctio n up all unions, screws and nu.ts on the car-
tu be, buretor.

01-4/3
 B. Removal and lnstallation of Suction T·u be and Exhaust Manifold

Repair procedure- ~ee Job No. 14-5 manifold loosely. After aligning the suction
tube and the exhaust manifold, either on
Removal: an alignment device :>r on the cylinder
Note: The suction tube and the e>e:haust mani- head, tighten up. the shJd screw nuts.
fold can only be removed as one.unit. lt is
only necessary to unscrew the carburetor 7. Using a new gdsket, screw the suction tube
'beforehand if the suction tube has to be and the exhaust manifold o~to the cylinder
replaced. In all other cases t~e .suction tu be head.
ond the exhaus.t manifold cari be removed lf the engine is instaHed, fit the exhaust
with the c;arburetor screwed on. On the pipe to the exhaust manifold. Use a new
. other hand the oír intake silencer together gasket!
with the brackets must always be removed
beforehand.
8. Screw on the fuel line .a nd the vacuum line
l. -Unscrew the air vent line cap nuts ot the to the distributor holding steady the pipe
cylinder head cov~r and the hose Clamp for unions at the carburetor. Connect up . the
the connecting hose at the air intake silen• .accelerator linkage. lfthe engine. is installed,
cer. Unscrew the fixing nüts for the air in- connect the c:hoke cable at the carbur~tor
take silencer brackets and remove the oir (see Job No. 30-6)'and .fhe vacuuni line
intake silencer .togefher with brackets. for the ATE T 50 power brake - if one .is
fitted - ot the suction tube.
2. Remove the fuel line·- ónd the vocuum line
t.o the distributór, holding steady the pipe 9. Sc.rew up · the brackets with the a ir intake
unions at the carburetor. silencer ·at the suction tube. Connect up the
lf the engine is installed, disconnect the vent line from the cylinder heod cover to
choke cable (see )ob _No. 30- 6) (see Fig. the air inttrke silencer.
01-4/1).
lf an ATE T 50 power brake is fitted, the .1O. lf the engine is .installed, back out the id le
vacuum union at the suction tube must be adjustment screw until the throttle valve of
disconnected if the repoir is being done Stage 1.. is completely closed. Then. bring
with .the engine insJalled. th,e id le adjustment screwto rest aga inst the
idfe stop and screw it in exactly one turn
3. Disconnect the accelerator linkage at the
(see Fig. ~1-4/1 ).
accelerator pedal relay lever. .
lf the engine is insta lled, remove the ex.- Then check the accelerator pedal adjust-
haust pipe from the exhaust manifold. ment aríd if necessary correct (see Job No.
30-3), .
4. After releasing the fixing nuts, remove the
Note: When adjusting the idle adjustment
suction tube and the exhaust manifold
screw, the mechanical · throttl:e valve of
from the cylinder head.
Stage 2 must be comp·letely dosed.
5. lf necessary separata the suction tube ond
the exhaust ·manifold and remove the 11. Adjust the id l~ (see Job No. 01-3, Sec-
insuloting flange. . tion K).

lnstallation:
12. After an inítial engine warm-up, tighten up
6. After inserting the insUiating flange, screw dll 'the unions, ·screws and nuts on the
together the suction tvbe and the exhaust carbyretor.

01-4/4
 C. Removal and lnstallation of Cylinder Head, Val ves, Camshoft, Choin Tightener,
Tension Sprocket, and Rocker Arms

Repoir procedure- see Job No. 01-5 ond the camshaft so that the rocker orms ore
05-5. not under load (see Fig. 01- 4/17).

Re.moval: 8. Remove the inne( choin guides .in the

cylinder head. To do this, pull out the two
~. Remove sucfion tu be and exhaust manifold pivot pins with Puller 187 589 07 33, lifting
with carburetor screwed ,on (see Job No. the lock wire on the chain guide with a hook
01-4, Section 8). (sea Fig. 01-4/4).
Note: When pulling out the chain guide pivot
2. Disconnect the fuel line at the fuel pump pins use the correct threaded adapter of
and the vacuum line at the distributor and, Puller 187 589 07 33. Origina.lly the pivot
after loosening the pipe fixing clips at the pins had an M 5 thread and later an M 6
cylinder heod, remove both lines. thread.
NO.te: In arder to ovoid domoge to the fuel
pump when detaching the fuel line., the 9. Unscrew the comshaft sprocket fixing screw
threaded un ion must always be held steady (when doing so immobili.z;e the camshoft
with o second wrench. sprocket). Remove the choin tightener ond
then toke off the comshoft sprocket. lf ne-
3. lf the engine is installed, drain off part of cessary pull off with Pull.e r 1875890133 (Fig.
the cooling water. Collect.woter if additives 01-4/2).
are present 1 Poy ottention to the compensating washer
Then, after loosening the hose clamp, take and the Woodruff key!
the rubber hose, which connects the cooling Then place the chain in the sprockP.t hous-
water .drain union at the cylinder head to mg.
the thermostat, off the drain un ion.
loasen the clamp for the pre-flow line to
the heat exchonger at the cylinder heod
and pull off the hose.
Back out the heat feeler for the radiator
thermometer from the cylinder head.

4. Unscrew the cooling water drain unían.

Remove the two hollow bolts fdr the vent
line from the water pump to the cylinder
head and remove the line.

5. Remove the distributor together with beor-

ing (se.e Job No. 01-4, Section F).
Disconnectthe ignition lead connectors from
the spark plugs .a nd screw out the spark
plugs wlth Toggle Wrench 186 581 03 36. ·

6. Remove the cylinder head cover after

unscrewing the two clamp screws. Fig. 01-4/2

7. Unscrcw the rocker arm block stretch screws

and remove the blocks together with the Note: To avoid distortion, the cylinder head
rocker arms. When doing' this, always turn must only be removed cold.

01-4/5
1O. Uriscrew all cylinder head screws, starti ng Puller 187 589 07 33. Originolly the pivof
at the ends and working inward, and re- pi ns had an M 5 thread a nd later a n M ~
move them. At the same ti me remove the threa d.
cylinder head cover clomps.
D.o not omit the three hexa gon socket
screws at the fro nt on the cylinder head
(a, b a nd e in Fig. 01- 4/3}.
Screw d wos olreody removed when the
distributor beo ring was removed. lf o dis-
tributorbearingwith no fixi ng lug is instolled,
screw d is removed together with screws a,
b, a nd c.

Fig. 01-4/4

13. Remove the tension sprocket bearing. To

do this, pull out·the pivot pins ond remove
the compression spring.
Note: To remove pivot pins which áre jammed
tight use Puller 187 589 07 33 for the chain
guide pins with threaded adapter M 6.
Fig. 01 -4/3
o ond b Hexogon Socket Screw M 8x20 DtN 912--8 G 14. Unscrew the camshaft' bearing fixing nuts
with Wosher 8.4 DIN 433.
e .H exogon Socket Screw M 8x30 DIN 912--8 G with and remove the camshaft beorings.
Wosher 8.4 DIN <133.
d Hexogon Socht Screw for distributor with no fixing The camshaft beorings should only be re-
lug M 8x20 DIN 912--8 G with Woshor 8.4 DIN 433. moved if this is unovoidable, e. g. for re-
Hexogon Socl<et Screw for distributor .with fixing lug
M 8X45 DIN 912--8 G with Washor8.4 DIN 12~. machining the cylinder head faces.

15. Remove the valve COI')e halves, the spring

11. Raise the cylinder head ond remove the retainers, th.e outer ond inner valve springs
gasket. and toke off the ir thrust collors. Todo this,
Where abso lutely unovoidable remove the use Volve Lifter 186 589 02 31 ond Volve
water distributor pipe from the crankcase Mounting Bridge 121 589 01 63 (Fig. 01 -
with a pipe wrench. Pull out the camshaft 4/5).
toward the rear. Then turn cyl inder heod ayer and remove
volves.
12. Remove the outer choin guide. To do ·this,
pull out the two pivot pins with Puller Note : Befare removing the valves it is advis-
187 589 07 33, .lifting the lock wire on the able to check them a ll for leakage with
chain guide with o hook (Fig. 01-4/4). gasoline. Where valve leakage is found
machine the valve seats in the cylinder head
Nota: When pulling out the cha in guide pivot and a lso the valves (see Job No. 01-5 1

pins, use the correct threaded adapter of Section F and Job No. 05-5, Section A).

01-4/6
 age ot this point causes loss of oil pressure.
Befare fitting the flrst comshoft bearlng on
the cylinder head, clean ~the oil possage in
the camshoft beoring.
17. Check the camshoft beo ring olignment. To
do this, slicle in the ... amshoft without o il ; if
the comshaft cannot be turned eosily by
hand, check to see which bearing is jom-
mmg.
For this purpose remove one of the outer
comshaft beorings and ogain check the
comshoft for freedom of movement. lf the
comshoft does not lurn freely, install the
bearing which has been removed and
Fig. 01-4/5 remove the other outer beoring to check if
1 Volve movnting bridge 5 Fixing screw this bearing is jomming.
2 Bor 6 Fixing scrcw (5) borc Slight bearing misalignment can be correct-
3 Cylinder heod cover clon>p for four cylinder enginc
4 Volve liftcr ed by lightly topping the base of the miso-
ligned beoring with a plastic hommer.
lnstallation: lt is essential that the camshaft should turn
easily. This is particularly important when
16. lf the comshaft bearings were removed, the cylinder head is installed and the
check the contact surfaces of the cylinder cylinder head s.crews hove been tightened.
head ond comshaft bearing carefully; they 18. Apply groph ite oil to the volve stems ond
must be absolutely plane ond free of burrs. insert in the cylinder heod.
Fit Volve Movnting Bridge 121 589 01 63 o n
the cylinder heod and turn it over together
with the cylinder heod in arder lo fit thé
volve springs (see Fig. 01-4/5).
Apply oil lo the seoling rings and press
them into the valve spring retoiners. Fit i·he
thrust collors, the inner ond outer volve
springs, the volve-spring retainers and the
valve cone halves, using Volve Lifter
186 589 02 31 (Fig. 01-4/7).

Z·iiY

Fig. 01-4/6
1 Comshoft bearing front viow

Use only dowel pins that ore tn perfed

condition for the cylinder heod.
Place in position the camshoft bearings
and install the fixing nuts, not forgetting
their washers.
Note: An oil passoge runs from the left screw
shank bore in the first comshaft beoring to
the camshoft lubricotion bore (Fig. 01-4/6). Fig. 01-4/7
There must be obsolutely no leokage where 1 Snop ring 5 Volve-spring relainer
the contact surfaces of the first camshaft 2 Thrust collar 6 Volve cone hall
3 Sealing ring retoiner 7 lnner volve spring
beoring and the cylinder head meet. Leal<- 4 Seoling ring 8 Ovter volve .s pring

01-4/7
19. Fit the tension sprocket bearing and drive See under Poragraph 42 for final tighten- ·
in the pivot pihs. When doing this, flt the . ing of cylinder head screws.
compressiop spring between the tension
sprocket bearing and the cylinder head.

20. Check whether the cylinder head screw:.

can be screwed deeply enough into the
crankcase blind bores. lf this is not the case,
the screw may be tightened but the cyl inder
head gasket will not be pressed on with
sufflcient force and th is moy cause it to
become defective or leaky. For this reason Fig. 01-4/8
befare fitting the cylinder head check that:
l . The threaded bore is clean,
Note: lt must be possible to turn the camshaft
2. there is no oil pad at the base of the freely by hand after the cylinder head
threaded bore, fixing screws have been tightened.

3. the screw can be screwed in sufflciently

deeply. 24. Screw in the four hexogon socket screws at
the front on the cylinder heod ond tighten
up with Hexagon Socket Wrench 187 589
21. Apply graphite oil tothecamshaftbearings 00 07 (see Fig. 01- 4/3). In the cose of
and slide in the camshaft from the rear. distributor bearings fitted with fixing lugs,
screw d (see Fig. 01- 4/3) · is fitted when
22. Check that the dowel pins in the cronkcose insto lling the distributor bearing.
are undamaged. lf necessory, drive in new
dowel pins. lnsert the water distributor pipe . Note: When screwing in screw e, 'connect the
in the bore in the crankcase and drive into distributor ground lead so thot the cable
position. Clean the cronkcase and the tag mokes perfect contoct with the cyli.nder
cylinder head at thei r mating surfaces. heod at all points (see Fig. 01- 4/8).
lnstoll a new cylinder heod gosket ond fit
the cylinder heod. 25. lnstall the distributor bearing (see Job No.
Do not confuse Model 190 cylinder heod 01- ~~ Section F).
gasket with that of Model 190 Sl or: thot of
Modell and 0319! 26. lnstall the outer chain guide. Make sure
that the pivot pins are of the correct length
Note: lt is advisoble to set the pisten of the ft rst (58 mm).
cylinder at TDC befare fitting the cylinder
head. This is the position required for sub- Press in the pivot pins until the lock wire on
sequent engine tune-up. the choin guide engoges in the annular
groove in the pivot pln.

23. Fit the cylinder head cover clomps. Apply

grophite oil liberolly to the cylinder head 27. Press the carnshaft sprocket together with
fixing screw threads o.n d the wosher su·r- compensoting washer but without the chain
faces and screw in cylinder ~ead fixing on to the camshoft and screw it up tight.
screws together with washers. Then check the alignment of the camshaft
sprocket ond the idl ing gear. Todo this, use
Tighten the cylinder head fixing screws in Tool 1875890223 (Fig. 01-4/9 and 01-
stages in the arder indicated below in Fig. 4/10).
01-4/8.
The rnisalignment of oll sprocket wheels,
First tightening . 4 mkg fro m the intermediote gear onward; must
Second tightening . 6 mkg not be more thon 1 mm. lf this is .not the
Third tightening 8 mkg case, another washer must ~e mounted on
Fourthtightening (check tightening) 8 mkg the camshaft.

01-4/8
 When measuring misalignment push back
all sprocket wheels as far as they will go.

Fig. 01-4/11

lf an offset Wooc{ruff key was previously

installed, c::are must be token to ensure that
' . . J

this is agai·n mounted in the correct posi-

tion.
Fig. 01-4/9 In this case, it is obsolutely necessary to
check the timing again {see Job No. 01-3,
Section L).
Compensoting Washers are avciilobte In the
following thícknesse-s: 2.5 rrim, 2.75 mm,
30. Turn the comshaft, together with the com-
pensating washer, so that the morking on
3.00 mm, 3.25 .mm and 3.50 mm.
the compensating wosher ond the first
camshaft bearing coincide (Fig. 01-4/12).
28. Check the camshaft end play. The end play
should measure between 0.05 mm and
0.128 mm (Fig. 01-4/11}. lf the end play
exceeds this amount, regrind the face of
the camshaft (see Job No. 05-5, Sec-
tion D).

Fig. 01-4/12

Set the pistan of the first cylinder to TDC.

Now lift out the chain from the sprocket
case with a hook and press the camshaft
sprocket with the choin in position on to the
Fig. 01-4/10
camshaft.
Poy attent~on to the marking on the com-
29. Remove .the comsh9ft sprocket ogoin ond pensating washer and the comshoft b.eor-
insert the Woodruff key in the camshaft. ing.

01-4/9
 When this is done, the left half of the chain When the chain tensioner is perfectly bled,
must be held taut to prevent the camshaft further pumping becomes impossible; con-
adjustment from altering after the engine siderable force is required to compress the
has been cranked. Then f1t the washer and choin tensioner even at the beginning of
the lock ring and tighten the screw. the operation.
Bleeding of the chain tensioner should be
31. lnstall the inner chain guide in the cylinder carried out with greot core, since imperfect
head. The pivot pins must be 58 mm in bleeding leads to chain noises when the
length. engine is idling.
See also "Checking of thain Tensioner"
(Job No. 05-5, Section F).

5 4 3
Fig. 01-4/13
1 Ttrrust pin
2 Pr·e ssure sleeve w i1h heod ,
boll retoiner, boll ond cylinder p ira Fig. 01-4/14
3 Compression spri ng
<4 Housing
S Seoling ring
6 Cover con 34. lnsert the rocker arm block guide sleeves in
the bares in the cylinder head and drive
them in. The guide sleeves must be seated
Press in the pivot pins until the lock wire "" firmly.
the chain guide engages in the annul
groove in the pivot pin.

32. Fit a new seal to the chain tensioner and

screw the chain tightener on to the cylinder
head with oil case empty.

33. Press back the tension sprocket bearing as far

os it wi 11 go, usi ng Bleeder Lever 187 589 02
63 or if necessary a s.crewdriver, and fill up
the cylinder head oi 1 case with warm en-
gine oil (Fig. 01- 4/4). Now gradually
release the sprocket bearing with the lever
ur screwdriver, at the so me time continually
filling up with oil, so that the oil case is
olwoys full of oil and the chain tensioner
connot suck in ony oír.
Then "pump" the tension sprocket bearing
until no more air bubbles can be seen at
the chain tensioner. The important thing is Fig. 01-4/15
to maintain the necessary oil ·level in the 1 Rod<er orm blodt 4 Spring clamp
2 Exhoust rodcer orm 5 Stretch screw
oil case during the bleeding process. 3 tnlet rodcer orm 6 Wosher

01-4/10
 lnstall the assembled rocker arm blocl<s
.and tighten up the stretchscrewto3.75mkg.
Check whether the spring clamps hove en-
gaged in the notches in the rocker arm
blocks (see 1:1rrow in Fig. 01- 4/15).
When installing the assembled rocker arm
blocks turn the camshaft so that the rocker
orms are not underlood(seefig. Ol -4/1 7).

35. Adjust the tappet cleorance with the engine

cold.
lnlet: 0.10 mm
Exhaust: 0.20 mm

Oirection of travet
J J J J
0 0 0 OE
E E E
o
1st.
o o
2rid. 3r d.
oitth. cylinder
Fig. 01-4/16

When checking ond odjusting toppet clear- Fig. 01-4/18

ance,. turn the apprapriote ca m so thot the
rocker arm is not under load. (Set the cam
base cirde against the rocker arm slidi ng Sfocken the odjusting screw lock nuts ond
surfoce.) (Fig. 01~4/17.) turn the adjustíng ~crew until toleronce
. feeler bond inserted between the odjusting
screw ond the volve shoft can ju.st be moved
between the surfaces.
Tighten up the odjusting screw lock nuts
ond again check the tappet Glearonce (Fíg.
01 - 4/18 and 01-4/19).

Fig. 01-4/17

Use Socket with Ratchet SW 22 on shoulder

screw which fastens Vee-pulley and co·un-
te~.eight to the cra.nkshaft.

Speciol tool for tappet cleoronce od just-

ment:
C--embinolion Toppet Adjustment Wrench
187 589 01 09 or Speciol Wrench 187 589
0001. Fig. 01-4/19

01-4/11
 .
36. Connect up the vent line from the water 42. lf the engine is installed, connect up all
pump to the cylinderneod. Do not omit the cooling water lines and the thermostat heat
sealing rings; two for eaéh un ion! Screw on feeler to the engine. Fill up with cooling
the cooling water drain union. using a new water.
sealing ring.
43. Set the timing (see Job No: Ol- 3, Sec-
37. Using Toggle Wrench 186581 0336, scr~w
tion E).
in the spark plugs and tighten with a torq'ue
of 4 mkg.
44. Tighten up the cylinder head fixing screws:
38. lnstall the distriputor (see Job No. 01-3, When tightening the cylinder head fixing
Sectión E). screws proceed as follows :.
39. Fit the cylinder head cover and fasten with Worm up the engine under slight load until
the clamp screws. the cooling water temperature reaches
80 C. Run the engine for a further five
Put the distributor cap on the distributor and
minutes at this temperature and then tighten
connect up the ignition cable connectors to
the cylinder -head fixing screws to 9 mkg in
the spark plugs.
the sequence indicoted in Fig. 01-4/8.
40. lnstall the suction tube and the exhaust After o road test of not more than 20 km
manifold with carburetor fitted (see Group check the tightening torque of the cylinder
01-4, Section B). head fixing screws (9 mkg). Do not force
the engine during the road test.
41. Connect the fuel line to the fuel pump and
• the vacuum line to the distributor. Then an- After the road test also check all unions for
chor both lines to the cylinder head with a leakage and all screws for tightness, ond jf
hose clip. The pivot pin lockiog screw serves necessory re-tighten.
also as a fixing screw for the hose clip. Do Finally check toppet cleorance once more
not omit the sealing ri ng between the with the engine cold.
cylinder head an~ hose clip!
After the cor has run o further 500 km,
Note: In order to avoid domage to the fuel · .carry out á third check on the tightening
pump when connecting up the fuelline, the torque of the cylinder heod fixing screws
th readed union must always be held steady (9 mkg) with the engine ot normal runn ing
with a second wrench. temperature.

01-4/12
 D. Removal an·d lnstallation of Generator

Repair procedure- see Job Na. 15 - 13. Note: In the flrst version, the generator is sup-
ported ot the front and the rear between
Removal: two rubber washers, and the tensíoning
screw at the bottom at the cylinder cronk-
l . lf the engine is installed, disconnect the
case housing is similarly supported oetween
negative cable at the battery and the cables
two rubber washers. In fhe second version,
at the generator.
however, (as of Engine Na. 65 00476) the
generotor only is supported at the front be-
2. Remove the nuts of the .generator rnount- tween two rubber washers. (Fig. 01-4L22).
ing (1) and the damping device nuts (2-6),
With the introduction of the. second version
and turn the clamp nut (4) far enough to
of the generator mounting, the ground
the right to allow the generator Vee-belt to
cable (24) was no longer fttted (Fig.
be removed (Fig. 01-4/20).
01-4/21 ). As of Engine No. 65 02360, how-
Unscrew the maunting nuts (1) and the ever, it wo.s instal led again and was later
fixing screw for the clamping piece (3) and fttted to the front of the génerotor am:l
remove the generator. lf necessary reniove lengthened. The ground lead on the ftont
the tensio.ning screw (6) at the crankcase. of the generator is now locoted between
the wosher (14), or olternativety the f ront
lnstallation: generator lug (2), and the lock washer (6)
3. Fit the tensioning screw (6) at the cronkcase . (Fig. 01-4/22; 2"d version).
Place the generator in position, fltthe clamp-
ing-piece flxing screw (3) ond insta ll all the
nuts together with their lock washers, but
do not tighten up.

47

~ í.s
~®
o~
@~ ~'\ 43 44 5
45 44

Fig. 01-4/21
14 Corbon brvshes $2 Sleeve
15 Compression sp ring 33 Rubber wo she r
17 Vee- pvlley 34 Cup wQsher
18 Woodrvff key 35 W osher
19 Lock wosher 36 · Sp'ocer sleeve 2S mm long
20 Hexogon nut 37 lock wosher
21 Supporl ~ 38 Hexogon nul
22 Lock Wash cr B 10 DI N 127 39 Tensioni ng screw
23 Hexagon Nut M 10 DIN 40 Tensioning nvt
934·5 S 41 Clomping piece
(previovsly M 8 DIN 42 Hexogon nvt
Fig. 01-4/20 934-5 $) 4:J Slee~e
24 Ground le od 44 Rub ber wosher
1 Gene rotor mounting 4 Ten sioning nul 25 Hexogon screw 45 Cvp wosher
2 Tensioning screw (ó) 5 Hexogon nul 26 S l~eve 46 Lock wosher
mount ing 6 Ten sioni ng screw 11 ~ ubber wosher 47 Hexogon nvt
3 Clompi ng piece 7 Choin te nsioner 28 Cup wosher 48 Hexogon screw
29 Lock wosher 49 lock wosher
30 Hexogo n nvt 50 Hexogon nvt
Do not om it the ground lead! 31 Hexogon screw

01-4/13
 lf repairs are being carried out on an engine front of the generator. When replacing a
not fitted with ground leed, a ground leed .ground leed which was fitted to the bracket .
should subsequently be installed on the and to the rear generator lu~ the new
ground lead should be fltted in the same
1st Version way at the front of the ge,nerator.

Tig,htening Vee-belt:

~· Cheddhe alignment of the pulley. Put on

the Vee-belt and tighten by turning the
tensioning nut (4) to the left. the distance
a which the Vée-belt can. be pressed out of
the straight when moderate thumb..pressure
is applied from the generotor side must
measure at least 5 mm and not more: thon
1.0 mm (Fig. 01-4/20). When this operatipn
2nd Version is co~plete, Jighten the lock nu_t (5) on.d the
front and rear mpunting riuts (1) and the
tensi.oning screw (2).

5. Conned up the generator cable and the

negative cable of the battery.
When connecting .the electric cab.les, pay
attention to the color coding.
Connect the block cable of the · regula.tor
harness (1.5 mm2 sedion),.fitted with tog, to
terminal DF, the red cable (4 mm2 $'edion)
176 2 5
to terminal -O + (61 ), -the _brown cable
(2.5 mm2 ~edion) to termin'a l D- of t~e
Fig. 01- 4/22 generator.
1 Hexagon 1crew '9 Engine •upporl
2 Generotor 10, Wosher Note: Be sure to connect cables to corred ter·
3 Cup wosher 11 Sp~er sleeve 25.5 mm minalil lncorrect connectron of the ter-
~ Rubber wosh~r 1'2 Ttnsianing screw
S Suppart 13 Stud screw minal• involves the da~ge:r of pole reversal
6 Ladc wosher U Spocer
7 Hexogon nut 1.5 Sleeve
to the generator 'and could result· iñ the
8 Htxogon screw destruction of the reguJator.

01-4/14
 Subsequent lnstallation of ·.l 300 Watt Generator
(Optional extra SA 10 183)

In place of the standard 160 Wott generotor, a 300 Wott generqtor con be supplied as on optional
extra for vehicles which ore moinly used for short journey work (taxis, doctors co rs), o r vehicles wh ich
hove an increosed electricity consumption due to the incorporotion of odditionol e lectrically ope-
roted units. The increosed bottery drain which occurs especiolly during winter months, is more ropid ly
rectified by o lorger generotor.

When o 300 Wott generotor is subsequently instolled, the generotor support must be reploced by a
reinforced version . In oddition, for reosons of spoce, the water pump must be replaced by onother
version. The orrangement of the clamp screws must likewise be modified.

The installotion operation is carried out as follows:

1. Disconnect the negative cable ot the battery 6. Fix thé water pump on the engine. When
ond the cables at the generotor. doing this, replace the gosket .ond the seol -
ing ring at the reor of the upper fixing lug.
The fixing screw M 8x60 DIN 931-8 G (17)
2. Slocken the generotor mounting nuts (1) an<l
for the upper lug on the water pump (13)
the clamping device (2-6) nuts and turn the
serves ot the sorne time os o fixing screw
tensioning nuts (4) far enough to the right
for the new tensioning screw (15), Port No.
to allow the Vee-belt to be removed. Un-
121 155 03 23, with spocer collar (14) Part
screw the mounting nuts (1) and the clamp-
No. 1211550251 (Fig. Ol-4/22a).
ing piece fixing screw (3) and remove the
generator. Unscrew the mounting nut for
the tensioning screw (6) ond the engine 7. lnstoll the·vent line without forcing. At each
support a t the cronkcose and remove the union use two new sealing rings.
tensioning screw. Screw out the stud bolt (2)
and in its place screw in Hexagon Screw 8. lnstall the new distributor pipe (for cooling
M 8x 18 DIN 933-8 G with lock washer water return flow ond heating), Port No.
and tighten up (see Fig. 01-4/20). 121 500 08 91, with the existing rubber hoses
ond anchor all hose lines with hose clips.
Refill rodiatorl
3. Droin port of the cooling water (collect
water if odditives ore present!) and after
releosing the hose clips remove the lines 9. Remove the standard generotor support
ot the water pump ond ot the distributor from the crankcose ond reploce by rein-
pipe for the cooling water return flow. . forced support (2), Part No. 121 155 05 35,
Remove the distributor pipe. Remove the (Fig. 01-4/22 a).
fon.
10. After fitting the rubber wosher (1 ), the cup ··
washer (8) and sleeve (5) to the support (2),
4. Unscrew the vent line from the water pump
insert the new 300 Wott generator from the
to the cylinder heod ond remove it.
front and fix with two Hexagon Screws
M 10x45 DIN 931-8G(4) (Fig.01-4/22o).
5. Remove the standard water pump ond Al so fit the new ground leod (1 0), Port
reploce it by the new pump Port. No. 121 No. 181 150 01 32, to the front of the gen-
200 03 01 with curved suction pipe supports. erotor.

Ol- 4/15
11. lnsert sleeve (20), Port No. 1801550553, in
15
the bore of lhe upper generator fixing arm 21
ond fix the existing clomping piece (23) w ith 22
-HIFRI.+:-fl.: 23
Hexogon ·screw M 8x42 DIN 931-8 G
with. lock wosher ond nut. Now push the
clomping piece onto the tensioning screw
(15) ond screw on the tensioning nut (22)
(Fig. 01-4/22 o).

12. Check the alignment of the pulley and then

put on the Vee-belt ond tighten by turning
thé tensioning nut to the left.
Nota: The distonce o, which the Vee-belt con
·be pressed out of the stroight when ·moder-
ote pressure is opplied f rom the generotor
side must meosure ot leost 5 mm ond not
m<?re thon lO mm (Fig. 01-4/20).
Now tighten up the lock nut (21 ), the nut
(19), the front ond rear mounting screw (6)
.nuts ond the fixing screw {17) for the tension-
mg screw. Fig. 01-4/22 o
1 Rubber wosher 13 Water-pumR hausing
13. Disconnect the cables ot the regulotor ond 2 Support 14 Spocer ring
reploce .the regulotor by o new one, Port 3 Generator 15 Tensioning screw
4 Hexogon screw 1'6 lod< wosher
. No. 0001541706. ·s Sleeve 17 Hex·o gon screw
6 Hexogon' nut 18 l oóc washer
1'4. Connect the cables to the correct regulotor 7 lod< wosher 19 Hexogon nut
8 Cup wosher 20 Sleeve
termino ls, to the generotor ond the negotive 9 ~xogon nut 21 Hexogon nut
terminal of the bottery (see Job No. 54-4, 10 Ground lead 21 Clomp nut
11 Crankcose 23 Clamping piece with
Section C). 12 Sealing r ing hexogon nut

01-4/16
List of available parbi

Quantity Designation Port No.

1 Generator LS/GKM 300/12/1450 AR 0001546001

1 Regulator RS/UA 300/12/1 0001541706
1 Pulley 1211500060
1 · ·w oodruff key 4x6.5 DIN 6888-St 60
1 lock washer B 14 DIN 127
1 Hexagon nut M 14xl.5 DIN 936-5 S
1 Support 12115505 35
1 Ground leod 18115001 32
1 Water pump complete 121 2000301
1 Distributor pipe 121 5000891
1 Tensioning screw 1211550623
1 Norrow Vee-l?elt 9.5x925 N 275

Engine support to cronkcote

1 Hexogon screw M8x18 DIN 933-8 G

1 lod< washer B 8 DIN 127

Clamp screw to water pump

1 Spocer ríng 1211550251

1 Hexagon screw M 8x60 DIN 931~ G

Generator to svpport

4 Rubber wosher 1 12115501 81

4 Cup wosher 136155 00 82
2 Sleeve 1361550453
2 Hexagon screw M 10x45 DIN 931~ G
2 lock washer 8 10 DIN 127
2 Hexagon nut M 10 DIN 934-5 S

Clamping piece to generator

1 Hexogon screw M 8x42 DIN 931~ G

1 Sleeve 180 15S 05 53
1

01-4/17
 E. Removal and lnstallation of Water Pump and Fan

Repair proced ure- see Job No. 20-5. lnstalla tion:

Removal:
5. When installing the water pump, replace
1. lf the engine is installe d, drain part of the t~egasket and the sealing ring behind the
cooling water (collect water where ad- · upper fixing lug on tne water pump.
ditives are present !) and ofter releasin g the
hose clips remove the lines at the water 6. ln.stall the vent line withou t forcing and use
pump. Unscrew the fan . two new sealing rings at each union.

2. Slacken the nuts of the genera tar mount- 7. Put on and tighten the Vee-belt (see Job No.
ing (1 ), the clampin g device nuts (2-6) and 01-4, Sectian 0).
turn the clampin g nut (4) far enough toward Screw up all the Vee-be lt clampin g device
the right to allow the Vee-be lt to be remove d and genera tor mounti ng nuts.
(see Fig. 01- 4/20).
8. lf the engine is installe d, conned all lines
3. Unscrew and · remove the vent line from at the water punip, refHI the radiato r and
water pump to cylinde r head. screw on the fan.
4. Unscrew the water pump. 9. Check the·fa.n dearan ce (see Job No. ~1).

~ubsequent lnstallation of a Tropical Fon

(Option al ex.tra SA 10 113)

For tropica l countri es in which the normal fan is no longer sufficiently effectiv
e, a tropica l fan with
an increas ed cooling effect can be installed a s an extra. The tropica l fan can
be installed in place of
the standar d fon s•mply by using a compen sating washer.

List of availab le parts:

Tropica l fan Part No. 180 200 00 24

Compé nsating washer Part No. 180 205 04 52

01-4/1 8
 F. Removal and lnstallation of Distributor with Bearing

Repoir procedure - see Job No. 15-23. 2. loasen screw (1) which holds in position the
timing lever ond the distributor trunnion
Removal:
screw {2) and pull o...t the dístríbutor (Fíg .
l. Disconnect the vacuum line at the distribu- 01- 4/23o).
tor, re1110Ve the distributor cap ond discon-
nect the ground leod (1) ot the condenser 3. Unscrew the hexogon socket screw (1) ond
Fig. 01-4/23}. pull out the clistributor beoring (Fig.
Ol-4/23b). Up to Engine No. 6500097 o
Note: No ground leods were instolled in the distributor beoring with no fixing lug wos
first engines. instolled. Up to this engine number the
lf the engine is instolled, disconnect the distributor beoring wos fostened by the
control cable ot the timing lever clamping screw (4) (Fig. 01-4/23o).
chuck ond unscrew the low tension lead (2}
ot the distributor (Fig. 01-4/23).
Note: The ignition odjustment control cable has
now been superseded.

Fig. 01-4/23b
1 Hexogon sacket screw M 8x415 DIN 912·8 G
2 Wosher 8.4 DIN 125
3 Distributor beori ng complete with fixing lug, Port No. l21 150 00 07
4 Spacer ring, Part No. 121 158 00 51
fig . 01-4/23
1 Ground lead 2 low tension lead lnstallation:
4. Fit the distributor beoring ond by meons of
hexogon socket screw (1) fosten the beoring
on the cylinder heod (Fig. 01-4/23b). Do
not omit the spacer ring (4} between the
fixing lug ond the cylinder heodl
Note: When replocing the distributor beoring
with no fixing lug, it is only necessory to
instoll o beoring with fixing lug together
with the individual ports illustroted in Fig.
Ol- 4/23b. In oddition, distributor beoring
hexogon fixing screw M8x 15 DIN 561-SS
should be reploced by Hexogon Screw
.M 8 X 1O DIN 933-8 G (Position 4 in Fig.
hg. 01-4/23o
Ol-4/23o).
1 Hexogon socket screw
2 Trunnion screw lf o distributor beoring with no fixing lug
3 t>istributor bearing with timing lever is reinstalled, fasten it with screw {4) {Fig.
4 He)Cogon screw M 8 X 15 DIN 561 -5 S for distributor beoring with·
out fi)Cing lug 01-4/23o).
Hexogon screw M 8 X 10 DIN 933·8 G for distributar beoring with
fixing lug 5. Fit the distributor beoring ond secure it
Screw (4) is now no longer fitted. with trunnion screw (2} (Fig. 01-4/23o).

01-4/19
 6. Set the ignition. To do this, turn the crank-
shaft at the front by means of the hexagon
shoulder screw, using Socket with Ratchet
SW 22, in the d iredion of rotatíon of the
engine until the flrst pistan is at compression
stroke and the timing pointer is at S0 ± 1
befare TDC on the counterweight g radua-
tion scale (Fig. 01- 4/24).

Fig . 01 - 4/25
1 He ~ogon n ut 8 Hexogon nu t
2 Cl omping d1uck 9 Adj usling screw
4 Do mper rubber 15 Retoining clamp
5 Timi ng lever

9. Tighten the screw (1) at the-distributor be ar-

ing (Fig. 01-4/23a), screw in the lock screw
with sealing ring (3) again and screw rhe
cover plate, together with gasket (4), back
on the crankcase (Fig . 01-4/24).

1O. Connect the ground le ad (l ) to the distribu-

tor, using the right condenser screw (see
Fig. 01-4/24 . Fig. 01-4/23).

1 Screw plug with pivot pin lor d1oin guid e

Note: lf ignition fa ilure occurs beca use of faulty
2 Screw plug lor oi1 relief volve ground connection between the distributor
3 lodc screw fo r d1oin d rive
~ Cover piole
and the engine block, the ground ·leed con
be subsequently installed. When installing,
care must be token to ensure tha't the cable
tag makes perfect contad with the cylinder
7. Press the fiming léver on the distributor head along its whole surface.
bearing hard over to the advance stop and
clamp it in this posltion with a clamp (Fig. 11 . Reconne.ct the vacuum line at the distributor
01-4/25). and fit the distributor cap.
lf the engine is insto lled, connect to the
8. Unscrew the chain dri'{e lock screw (3) and distributor the low tension cable (2) which
the cover plate (4) at the crankcase (Fig. runs from the ignition coil to the distributor
01- 4/24). Then turn the idling gear (click (see Fig. 01- 4/23) and connect the ignition
it over the· chain) until the rotor arm points adjustment control cable (see Job Np.
to the contad for the flrst cylinder orto the Ol-3, Sedion E).
tir:ning marks on the distributor housing
Note : ~ecently the ignition adjustment control
(Fig . 01- 4/25). Now turn the distributor
head so that the breoker contad at so± l cab le has been superseded .
before TDC just lifts from the contact holder.
12. Finally, the ignition setting must be checked
Note: Whilst turning the idling gear, slacken and corrected, e ither w ith the a id of a tim-
the chain: t o do this depress the tension ing light ora flash stroboscope (see Job No.
sprocket bearing. 01-3, Section E). ·

01-4/20
 G. Removal and lnstallation of Distributor Orive and Oil Pump Drive

Repoir procedure- see Job No. 15--5

Removal:

l. Remove the chain tensioner, the camshaft

sprocket and the distributor together with
the bearing (see Job No.Ol-4, Sections C
and F).

2. Unscrew the sprocket housing cover plate (4)

ot the crankcase ond unscrew the lock
screw (3) for the chain drive (see Fig.
01-4/24). Slacken the idling geor fixing
screw. Remove the distributor driv~ helicol
gear. Unscrew the idling· gear fixing screw
ond use Puller 1875890235 to pull the Fig. 01-4/27
idling geor off the geor shaft.

Fig. 01-4/26

3. Unscrew the retoining washer for the fro.nt

bearing bushing of the idling gear shaft (see
Fig. 01-4/30). Use Tool 187 58907 61 to
pull out the gear shaft together with the Fig. 01-4/28
front bushing (Fig. 01-4/27).
1 Helicol geor
lf the rear bushing has to be replaced, use 2 Bearing w1th bushing
3 ldling g eor shoft
Puller 1865890933 to pull it out. 4 Reor beoring bushing
lf the vertical beoring bushing forthe helico l
gear has to be replaced, either use Puller
189 589 09 33 to pull out the bushing or u_se lnstallation:
o drift to drive it ou't from the oil pan side.
Todo this the oil pan and oil pump must be 4. Use a suitable drift to press the vert.icol
removed (see Job No. 01--:4, Sections L bearing bushing for the helical gear ínto
andM). the bore in the crankcase.

01-4/21
 Use a su itable drift to drive in the rear bear- Note: Make sure that the front bearing bushing
ing bushing for the idling gear. When doing is correctly position ed, in order to facilitate
this, care must be token to ensure that the the fitting of the retaining washer (Sections
outer through- way groove in the bushing A-B in Fig. 01-4/30 ).
is on top. The open end of the inner groove
must face toword the rear (Fig. 01-4/29 ).
6. Use the screw (11) with the lockwas her (1 O)
to fix the retaining washer (9) for the front
bearing bushing (see Fig. 01-4/30).

7. Place the twin roller chain on the idling

gear and use Tool 187 589 07 61 to press the
gear onto the shaft (Fig . 01-4/31 ).

Fig. 01- 4}29

5. Befare installing the idling gear shaft; it is

advisabl e to measure the end play with the
bearing bushing pushed on and the idling
gear in position. The end play should be
0.05-0.1 2 mm.

Use Tool 187 589 07 61 to press the idling

gear shoft (apply o•l to the bearing surfaces),
together with the front bearing bushing, Fig. 01-4/31
into the bore in the crankca se.

In doing this do not omit the Woodru ff kevl

1
i
'-s
Fig. 01-4/3 0

l ldl ing geor shr.lt with 6 Wosher

Woodrvff key 1 Lock wosher
2 Reor beoring bvshing 8 He~ogon screw
3 Front beoring ·bushing 9 Retoin ing wosher
4 Cronkcose 10 l ocl< wosher
5 ldling geor 11 He~ogon screw Fig. 01-4/3 2

01-4/'2 2
 In arder to prevent the idling georfrom turn-
ing when the screw is being tightened (do
not omit the washer and the snap ring!),
wedge a piece of hardwood opproximately
15 cm long between the choin ond the idling
gear (Fig. 01-4/32).

8. lnstall the helical geor for the oil pump ond

distributor drive (opply oil to the beoring
surface) (Fig. 01-4/33).

9. Screw the chain drive lockin.g screw with

$eoling ring into the crankcose ond screw
the cover plote {with gosket) for the sprocket
housing onto the cronkcose.

10. Re-instoll the comshaft sprockef, the chojn Fig. 01-4/33

tensioner and the distributor with beoring 1 ldli ng geor shoft 4 Cronkcose
2 Beoring with bushi ng 5 Oi l pump drive •hall
(see Job No. 01-4, Sections C and F). . 3 Hf!l icol geor with cam

01-4/23
 . H. Removal and lnstqllatioñ of Fuel Pump

hold the threoded un1on steody with o

second wrench.

2. Remove the fixing sérews ot the jointing

flonge ond toke -off the fuel pump, together
with the jointing flQnge.

lnstallation:

3. Befare instolling the fué-1 pump, meosure i·he

play between the toppet when ot the begin-
fill up the hollow lpoce
between the fuel pump
ning of the power stroke ond.the com when
2 1 3 ' S ond the space in lile ot BDC. The differ.ence between .the meo·
jointing flange wi!h
grease
surements 01-02 is equol to the play:
Play is cor:reded by removol or oddition of
Fig. 01-4/34 shims (sealing flonge 1).
1 Seoling flonge · 5 JoinHng flonge
2 8ushing 6 lnsulating flonge with gaskets
At leost one shim, ho..,...ever, is necessory to
3 Shoulder slee~ 7 Com on lhe oil pump. drive form o seol between the jointing flange ond
4 Tapper shoft
the cronkcose.

Repoir procedure - see Job No. 9-5, 4. Screw the fuel pump, .together with the joint-
Section a. . ing flonge, to the cronkcase ond connect up
the fuel fines.
l. Unscrew the fuel fines.
Note: When connecting .up the fuellines, hold
Note: In arder t'o ovoid domoge to the fuel the threoded union steody with o second
pu-mp when removing the fuellines, olwoys wrench.

Suhsequent lnstallation of a~ Dust-proo.f Fuel Pump

(()ptional extra SA 10 113)

for i:ountries with dusfy ond sondy terroin, o fuel pump with two dust filters in the lower port of the
cose is ovoiloble in place of the normal fuel pump with o_ventilotion bore. The d1.,1st-proof pump con
be i_nstolled in place of the standard pump without further modificotion.

Fuel Pump with Dust Filter Port No. 0000915301.

01_:4/24
 . l. Removal and ln$tallation of Oil Filter

Clecining and checking procedur~ - see wheels hord over to the right, remove tl-le
Job No. 18-5, Section D. hexogon screw on the lower port of the oil
filter cose ond toh. off the lower port (Fig.
Removal: 01-4/36).
1. In order to remove the oil filter assembly,
the line to the oil pressure gage must be
disconnected beforehand.
1
2. Remove the fixing screws (1) on the upper
port of the oil filter case ond remove i·he
filter (Fig. 01- 4/35).

Fig. 01-4/36

lnstallation:

3. When instolling the oil filter, replace the

gosket between the upper port of the o 'il
filter case and the crankcase.
Tíghten up the screws on the. o.il filter and
Fig. 01-4/35
connect up the line for the oil pressure
1 Hexagon sod<et screw 4 Oil relief volve goge.
upper: M 8X30 DIN 912-8 G 2 otmospheres
lower: M 8X60 DIN 912·8 G 5 Threoded unían for line lo Note: lf only the lower port of the oil fllter case
2 Lowm- porl of oil fi lle·r cose oil pressure · gage
3 Oil relief volve was removed, care must be token to ensure
1.2 atmospheres that when screwing the lower part onto the
upper part the seal is not jammed.
Note: lf, however, the oil filter is being cleaned
in the course of lubric'ation and servicing, 4. lf the oil filter is removed with the engine in
it is sufficient to remove the lower part of vehiclet ond if no oil c;hange is made, top
the oil filter case. To do this, turn the rood up with 0.5 liter engine oil.

01-:-4/25
 K. Removal and lnstallation of Oil Relief Valve in Crankcase

Cleoning ond checking procedure - see

Job No. 18- 5, Section C.

Removal:
l. Remove the screw plug with seal. Then
unscrew the oil relief valve (6 atmospheres)
ot the upper longitudinal oil passoge (Fig.
01-4/37).
lnstallation:
2. Screw in the oil relief valve. Then screw in
the screw plug together with a new seal. Fig. 01-4/37

L. Removal and installation of Oil Pan

Removal: b) Use o jack lo roise the engine tronsmission

assembly obout 8 cm ot the rear of the
l . Take out the ·oil d ipstick.' Drain off oil.
transmission befare·removing the oil pan.
2. Remove the clutch housi ng caver plote. Re-
move the two M 10 fixing screws for the In stallation:
clutch housing. 4. Befare installing the oil pan, check the
3. Remove the two hexagon socket screws crankshaft oil seal at the reor.
which flx the oil pan to the crankcase and Apply sealing compou nd to the separoting
take off the oil pon. When removing the oil surfoce of the oil pan and the sealing sur-
pan, core must be token to ensure that the foce of the front gasket ond then flt the oil
dowel pin in the partition plate does not pon and screw up.
protrude. lf it does, tap back the .dowel pin
with a hammer. 5 . Fit the cover plote for the clutch housing,
screw in the two M 10 fixing screws and
Note: When the oil pon is removed with the
reinsert the ·oil dipstick.
engine in the vehicle, the fa'llowing addi-
tional preliminary operations must be car-
6. lf the oil pan is removed with the engine in
ried out :
the vehicle, re-connect the center tie-rod to
o) Unscrew the center tie-rod at the steering the steering relay orm ond then put 4 liters
reloy arm and turn it on its side. of engine oil in the engine.

01-4/26
 M. Removal and lnstallation of Oil Pump

Repair pro~edure - see Job No. 18-5, Removol:

Sectian B.
l . Remove the oil pan (see lób Nc. 01-4,
Section L).
2. Remove the fixing screws (2 Clnd 8) for the
oil pvmp at the crankcase ~nd f.or the
bracket (4) at the screw (6) and t~J<e off the
oil pump.
Note: In the first version of the engine, the
bracket (4) is fixed directly to the crankshaft
bearing cap wit~ H.e~qgon Screw M 12x75
DIN 931-10 K.

lnstallation:
3. Befare installing the. oil pump, remove the
fuel pump (see Job No. 01-4, SectiPn H),
as otherwise when the oil pump is bein-S
fitted, the cam on the oil pump drive s~aft
will catch against the fuel pump tappet.

4. Fit the o il pump with bracket and screw up.

In the case of o il pumps which are screwed
directly onto the crankshaft bearing cap,
tighten the hexagon screw to 8 mkg. In this
Fig. 01- 4/37 a
case do not install washer (5).
l Oil pump S Wosher
2 ~exoQon screw 6 Screw
3 lod< wosher 7 lock wosher
5. Reinstall the oil pan (see Job No. 01-4,
4 Brocket 8 Hexagon screw Section L).

01-4/27
 N. Removal and lnstallation of Counterweight on Crankshaft

Removal :
l . lf the counterweight has to be removed
with the eng ine in the vehicle, the rodiator
must be removed beforehand (see Job No.
50-1 ).
2. Remove the shoulder screw (4) which fixes
the pulley a nd the counterweight to the
crankshaft, and take off the washer (3) ond '-=Ft#=l=
the pul ley (1 ), then pull the counterweight ,__--t
(2) usi ng Puller 000 589 17 33 off the crank- :J-)JmtJ~~~~~~
shaft (Fig. 01-4/38).
Note: In later versions the wa sher (3) was weld-
ed to the pu lley (1 ).
lnstallation:
3. Fit the counterweight to the cronkshoft ex-
tension pin and turn the counterweight so
that-the bores for the dowel pins are lined Fig . 01-4/38
up . The n drive in the two dowel pins. 1 Pu lley 7 Oil seal
2 Counlerweight 8 Oil thrower
4. Fit the pulley (1) with washer (3) ond tighten 3 Woshe r 9 Cron ksh oft sprodcet
up the fltted parts firm ly by means of the -4 Shoulder screw 10 Woodrulf key
S Oowel Pin 8 h 8;<16 DIN 7 11 Compensating ring
shoulder screw .(4). 6 Oowel Pin 8 h 8 y.8 DIN 7 12 Cronkshah ·

01-4/28
 O. Removal and lnstallation of Crankshaft and Flywheel

Repo ir procedure see Job No. 03-5.

Removal :

l. Remove the comshoft timing geor (see Job

No. 01-4, Section C).

2. Remove the counterweight (see Job No.

01-4, Section N).

3. Remove the oil pon (see Job No. 01-4,

Section l ).

4. Remove the oil pump (see Job No. 01-4,

Fig . 01-4/39
Section M).

5. Remove the conneding rod nuts. Use o

plostic hommer slightly to knock bock the lnstallation :
connecting rod pins, ond then loasen and
remove the beoring caps. Remove the crank-
9. Remove all dirt from the ba~e bares and
shoft beoring caps in the sorne manner.
bearing shell holves with a clean, soft
chomois leather, befare installing the bear-
Note : When disossembling note the arder of
ing shell halves in the base bares.
the beoring shells ond the beoring caps.
The upper ond lower bearíng shell halves
6. Pu ll out the lower pivot pin for the right are. fttted with lugs. When fitting, therefore,
choin gu ide (seen in the direction of trovel) the bearing shell must ftrst be placed in the
with Puller 187 5,89 07 33. In doing this 1íft base bore so that the lug ftts into the groove
the lock wire on the chain guide with a suit- wh-ich is made to receive it. Only then is the
able hook. bearing shell pressed into the base bore .
The shells must be seated perfectly in the
Note: When pulling out the pivot pins for the base bore (Fig. 01-4/40 and 01-4/41).
cha in guide use the corred thread odapter
of Puller 187 589 07 33. The piv.ot pins
originally had on M 5 thread ond were loter
provided with an M 6 thread.

7.-· Remove the grease seol and oil thrower-

ring from the cronkshaft. Pull off the crank-
shoft timing geor with Puller 187 589 00 33
(Fig . 01- 4/39). In doing this it is essential
to lift the twin roller choin. Remove the
Woodruff key and the cQmpensating ring.

8. Remove the cronkshoft ond the flywheel.

Then remove the bearing sheU halves from
the cronkcase ond the beoring caps.
lf necessory toke off the check plote h-olves
from the center cronkcose beoring cap. Fig. 01-4/40

01-4/29
 2 mm (standard), 2.05 mm, 2.1 Omm, 2.15 mm,
2.20 mm, 2.25 mm, 2.30 mm and 2.35 mm.
Select check plate halves so asto allow an
end play of from 0.040 to 0.096 mm. For
further details (see Job No. 03-5, Section 8).

Fig. 01-4/41

10. Fit the check plate halves on the center

crankshaft bearing caps.
Note: The center crankshaft bearing is the loco-
ting bearing. In place of bearing shell.s with
a shoulder on the side, normal bearing Fig. 01-4/43
shells are installed and a check plate half is
fitted at each side of the bearing cap {Fig.
01-4/42).
11. Clean the fitted bearing shells and the
crankshaft bearing surfaces {use a clean soft
chamois leather), and then apply .graphite
oil and place the crankshaft in position.

12. Fit the main bearing caps. Then apply

graphite oil to the main bearing screws añd
the washers, screw them· in and then tighten
them in stages to the following torque:
First tightening . . . . 2 mkg
Second tightening . . . 5 mkg
Third tightening . . . . 8 mkg
Fourth tightening (check) . 8 mkg
The main bearing screws are not locked.

Note: The right front crankshaft bearing cap

Fig. 01-4/42 ·screw serves at the same time as ·a fixing
screw for the oil pump bracket. In this case
do not install a washer. Fit washers to all
The check plate halves are fixed to the other screws on the era nkshaft bearing caps.
bearing cap with two heavy dowel pins. In the s~cond version the oil pump brack.et
Care must be token to ensure that these is fixed by a h~xagon screw on the right
do not protrude. When the check plates are screw for the front bearing cap. For this
removed the heavy dowel pins should pro- reason the screw has a deeper head with a
trude 1.5 ± 0.1 mm beyond the level of the M 8 interna! thread and must be fitted .with
bearing cap (Fig. 01-4/43). a washer (see Fig. 01-4/37a).
In order to facilitate ·adjustment of crank-
shaft end play, the check plates are avail- 13. lurn crankshaft by hand and check that it
able in the following thicknesses: turns freely.

01-4/30
 removed by rolling out with a suitable piece
of rod. Take care not to damage the seal-
ing ring when doing this!

16. Press the compens.a ting ring and the crank-

. shaft timing gear onto the cronkshaft ex·
tension pin. Do not omit the Woodruff key!

17. Check aligmnent of crankshaft timing gear

to idling gear. Jhis is done by means of a
depth mrcrometer ora depth gage which is
Fig. 01-4/44
used to measure the distance from the front
face of the crankcase to the crankshaft
timing gear and to the idling gea.r (Fig.
Check end play at locating bearing (0.040 01-4/45}. To obviate the error caused by
to 0.094 mm) by moving the crankshoft side- e·nd-play, both the crankshaft and the idling
ways. The end. play can be measured with gear must be pushed to the rear as far as
either a dial gage or to!erance feeler bond they will go while meosurement is taking
(Fig. 01-4/44). place.
lf the crankshaft is diffkuiJ to mov'e, check The permissib!e degree of misolignment
the alignment of the bearing caps and, if (difference between the two meosurements)
necessary, corred by !ightly tapping with is 0.1 mm.
a plastic hammer. To oscertain which bear-
ing is binding, the bearings should be lf the misolignment exceeds this figure, the
loosened in turn whi!e the crankshoft is compensating ri ng behind the crankshaft
being turned until the foult is discovered. lf timing gear mvst be replaced.
thefoulty beoring shell is a new one, it must
Compensating rings are available in the
be replaced.
following sizes:

14. Remove the beoring ccips and toke out the 5.45 mm, 5.60 mm, 5.75 mm, 5.90 mm and
crankshaft. 6.05 mm.
The fabric sedling ring half on the flywheel
side should only be fitted in the cronkcose
after the crankshaft has been checked for
freedom of movement.
Apply tale, or if necessary oil, to the fabric
sea!ing ring and fit in the crankcase. The
fobric seoling ring must not be inserted
under too great pressure.
Note: Do not snop the locking pin for the fabric
sealing ring! Oil all contact surfaces and
after placing i·he crankshaft in position, re-
place the bearing caps and tighten to the
specified torque.

15. Screw on the oí! pan with fabric sealing

ring fitted and check w.hether the cranksh~ft
can be turned easiiy. Fig . 01-4/45
The fabric sealing ring must not exert too
much pressure. Then unscrew the oil pon
again. lf the shaft -does not turn freely, thé When flnally fitting the crankshaft timing
high spots on the fabric sealing ring must be gear do not omit the Woodruff key!

01-4/31
18. Fit the connecting rod bearing caps and When tightening the connecti ng rod p ins,
tighten up nuts. Make sure thot the nuts are· care must be token to ensure that the pins
the right way up. are not stretched too m uch or overtightened.
lf necessary, use new pins. In exceptional
The connecting rod pins are tig htened up to
cases the ntJts can be tightened up with a
a "stretch" (i . e. the difference between
torque wrench to o ti~htening torque of
tightened and untightened length) or
3.75-3.80 mkg. (are must however be
0.1 mm . They are not locked. Measure the
token to ensure that graph ite oil is liberally
" stretch" of 0.1 mm with a dial gage ora
micrometer (Fig . 01- 4/46). applied beforehand to the threads of the
connecting rod pi{'ls and the contad sur-
faces of the nuts.

19. Press in the lower pivot pin for the chain

guide (51 mm) until the lock wire on the
chain guide engages in the annular groove
in the pivot pin.

20. Press the oil thrower ri ng and the seal onto

the crankshaft extension pin. To avoid
damage to sea ling lips of seal, use a suitable
mounting sleeve with pressure block when
fitting the seal.
Note: Befare pressing the seal onto the cronk-
shaft extension pin, fill the spoce between
the two sealing lips with high-viscosity
greose.

Fig. 01 - 4/46

Carry out the measurement in accordance

with the following procedure:
First measure the length of the connecting
rod pins without the nuts screwed on. The
nuts are then fitted and tightened to the
point where the pins are 0.1 mm longer i·han
the original measured length (Fig. 01-4/47).

Fig. 01-4/48

21. Reinstall the oil pump, the oil pan, the

counterweight and the comshoft timing
geor (see Job No. 01-4, Section C, M, N
and L).

22. Set the ignition (see Job No. 01-3, Sedion

Fig. 01- 4/47 E). .

01-4/32
 P. Removal and lnstallation of Pistons and Conneding Rods

Renioval: 6. Press the snap rings into the pistan pin eyes.

l. Remove cylinder head (see Job No. 01-4, 7. Check the axial parallelity and squaring
Section C). error of the connecting rods (see Job No.
Remove· crankshaft and flywheel (see Job 03-5, Section C).
No. 01-4, Section 0). The permissible departure from axial paral -
lelity is 0.03 mm and the permissible squar-
Note: lf the pistons are removed with the crank-
shaft installed, unscrew connecting rod nuts ing error isO.l mm, overo length of lOO mm.
and knock back connecting rod pins slightly Corred greoter deviations by squaring the
by lightly topping with a plastic hommer. connecting r.ods.
loasen. ond remove beoring C?ps.
8. Befare the pistons with connecting rods at-
3. Joke out pistons ond connecting rods up- tached ore instolled, check and if necessory
ward. - correct the attitude of the pistan rings (Fig.
Note: Cambustion deposits on the upper end
01-4/49).
of the cylinder bares should be remove-d
with a scraper in arder to avoid domage to
- Oireclion ol lr(lvel
the pistan rings. Befare pressing out the
connecting rods with pistons; the beoring
shells must·be token out of the connecting
rods.
When removing the beoring shell holves,
mork them so that th~y con be refitted in
the right arder.

4. Remove the snap rings from the grooves in

the pistan pin eyes. Heat the pistons on o
e
hot plote to app rox. 60° and press out the
pistan p:ns.

lnstallation: Fig. 01- 4/49

5. Place the pistons, with the píston-heod

down, on o hot plate ond heot up to obouf The connecting rods are numbered 1 to 4,
60'· c. corresponding to the four cylinders (Fig .
Thoroughly cleon the oil passage and the 01-4/50).
connecting rod eye, hold the heoted pisten
Then apply grophite oil to the pistons and
over the connecting rod and pass a locating
drift through the pistan eyes and the con- cylinder wall surfaces and insert the pistons
with the aid of Pistan Ring Tightening-Band
neding rod eye. Then opply oil to the pi.s ton
pins ond press them in, if necessory tapping 136 589. 02 61 in the bores in the crankcase .
them with o plostic hammer. Moke sure that When th is i~ done, care must be token to
the pistan pins ore centrolly pqsitioned! ensure thot the cylinder wall surfaces are
not domaged. When the pistons, with con-
Note: When installing the connecting rod with necting · rods attached, are correctly
the piston attached, cc::sre must be token to installed the numbers on the connecting
ensure that the off-center oil passage in the rods must be on the left side, and the orrow
connecting rod is ot the right, seen in the on the piston-head must point in the direc-
direction of travel. tion of trove! (Fig. 01-4/51 ).

01-4/33
 1O. lnstall the cylinder head (see Job No. 01-4,
Section C).

11. Check the camshaft and ignition adjustment

and, if necessary, corred (see Job No.
01-3, Sections E ond F).

Fig. 01-4/50

9. lnstall the crankshaft and the flywheel (see

Job No. 01-4, Sect.ion 0). Fig. 01-4/51

01-4/34
 Q. Disassembly and Assembly of Crankcase

Disassembly: Note: The bearing block for the twin lever of

the corburetor linkage should be instolled
l. Disossemble the engine (see Job No. 01-4, ot the sorne time as tl.,e right cylinder cover.
Sections A to P).
9. Smear the threads of the screw plugs for the
2. Remove the two front engine supports at
oil passoges with sealing compound ond
the left and ot the right.
screw in ot the end of the oil possoges. 1n
doing this, care must be token to ensure
3. Remove the partition plote.
that no sealing compound enters the oil
possoges.
4. Remove the chain guides. To do this use
Puller 187 589 07 33. When pulling out choin
guide pivot pins, lift the lock-wire of the 10. Press the vertical bearing bushing for ·;·he
choin guide with a hook. helicof geor into the cronkcose bore wi.t h
a suitable drift.
Note: When pull.ing out the pivot pins for the
choin guide use the corred thread odopter Press in the rear bearing bushing for the
idling gear shaft with o suitable drift. 1n
of Puller 187 589 07 33. The pivot pins had
doing this, core must be token to ensure
originally an M 5 thread and now hove an
M 6 thread. thot the outer through-woy groove in the
bushing faces upward. The open end of the
5. Unscrew the screw plugs ot the ends of the inner groove must point toward the rear
longitudinal oil possoges. (Fig. 01-4/29).

6. Pull out the rear bearing bushing for the 11 . .lnstall the chain guides. The left choin guide
idling geor shaft with Puller 186 589 09 33. in the crankcase is shorter. The pivot pins
Pull out the vertical beoring bushing for the ore 51 mm long. Press the pivot pins in far
helical g.e qr with Puller 186 589 09 33 or enough for the lock wire on·the chain guide
drive out with o svitoble drift from the· oil to engoge in the .annular groove in the
pon side: pivot pin.
The upper pivot pin (for the left choin guide)
7. Toke off tl:te two cylinder covers which has on externa! thread and hexagon heod . .
cover the engine water jacket compartments
ofter removing the hexagon socket s.crews. 12. Fit the partition plate.
Remove ony fr ogments of the old gosket
from the sealiAg s{J.rfoces on the cronkcose
ond ·the two e,yl.inder covers. · 13. .Screw the two front engine· supporls to the
crankcose. The left engine support serves at
the same time for the fixing of the tíming
Assembly:
pointer. The upper screw on the right engine
8. fit the two cylind~r covers which cover the support serves ot the so me. time for the fix-
engine water jo.c;ket. Use o new gosket ond ing of the generator tensioning scr:ew and
smeor seoling compound on both sides. The the lower screw for the fixing of the gro.und
cylinder covers must form o perfect seal. leod to the generotor.
lt is therefore essentiol to test for leokoge
oft~r doin,g th1s (s.ee Job No. 01-5, Sec- 14. Assemble the engine (see Job No. 01-4,
tion A). Sections A to P).

01-4/35
 R. Removal and lnstallation of Front Grease Seal for Crankshaft with Engine
installed in Vehicle

Removal: ference, fill the space between the two seal-

ing lips with high-viscos.itygrease and press
l. Remove the rodiotor (see Job No. 50- 1).
in the sealing ring with a suitoble insertion
2. Remove the counterweight (see Job No. sleeve with pressure b lock (see Fig. 01-
01 - 4, Section N). 4/48).
3. Pry out the seoling ring with o suitoble tool. The shoulder half of the grease seal must
Core must be token to ensure thot when rest firm ly ogainst the face of the cronk-
doing this the guide, the bore and the oil case.
thrower ring are not domoged.
5. lnstall the counterweight (see Job No. 01-
lnstallation: .
4, Section N).
4. When installing the new grease seol, smear
it with sealing compouncl at its circum- 6. lnstoll the radiator (see Job No. 50- 1).

S. Removal and lnstaltation of Flywheel

Repo ir proceclure (see Job No·. 03-5, Sec-

tions E to H).

Removal:
Note: This operation is performed either with
engine r.emoved .altogether or, if the engine
is in the vehide, with clutch and tronsm is-
sion removed. ·

1. After removing the fixing screws, the Ay-

wheel is token off the crankshaft.

2. Check the annulor grooved beoring assem-

bly on crankshaft. lf on examination the
onnular grooved bearing assembly is found
to be defective, the bearing cover and the
bearing itse lf should be · pulled off w ith
Puller 136 589 07 33 (Fig. 01- 4/52).
Fig. 01-4/.52
The obove pic:turc shows the removcJI of the onnulor grooved bearing
lnstallation: osscmbly on eng ino Model 220

3. When instoll ing the new annular groove

beoring,. do not omit the spocer sleeve be-
tween the crankshaft and the annular Tighten the flywheel fixing screws (stretch
grooved bearing! screws) too tightening torqve of 4.4-5 mkg.
4. Screw the flywheel onto tlie cronkshcift. The Note: lf o new flywheel is instolled, it must be
flywheel is flxed in position on the crank-. balanced beforehancl (see Job No. 03-5,
shaft by means of a dowel pin. Section H).

.01-4/36
 T. Removal and lnstallation of Twin Roller Chain with Engine installed inVehicle

Removal: 6. Depress the chain tension sprocket and turn

engine until the jointing link w-itli·the spring
Note: lf repair should be necessary, a chain clip can be fitted ot the other end of the
with a jointing link {spare link) can be néw chain .
installed as a substitute for the endless
chain. This enables the chain to be replaced Cautionl
without disossembling the engine. lnsert jointing link (2) from front to rear
(contrary to direction of travel). Fit spring
When the engine is being overhauled,
clip (1) with its closed end pointing in the
however, an endless chain should always
direction the timing gear turns (Fig. 01 -
be fltted.
4/53).
1. Unscrew the cap nuts on the vent line at the-
cylinder head cover and unfosten the hose
clip an the connecting hose at the a ir intake
silencer. Unscrew the fixing nuts for the air
intake silencer brackets and remove the oír
intoke silencer together with brackets.

2. Unscrew the clamp screws anct take off the

cylinder head.

3. Unscrew stretch screws for fixing the rocker

arm blocks and re move blocks together with
rocker atms. When removing the rocker
arm blocks, turn camshaft each time to the
position where the rocker orms are not
under load (see Fig. 01-4/17). Fig. 01- 4/53
Note: Removal of the rocker orm blocks is nec- 1 Spring clip
2 Jointing li nk
essory in arder to avoid damage to the
valves, pistons etc. in the event of the chain
sliding off o sprocket when the crankshaft
7. Press back the tension sprocket bearing os
is turned.
for os it will go, using Bleeder Lever 187
589 0263, or, if necessary, with a screw-
driver, at the sorne time continually top-
lnstallation:
ping up fhe oil cose in the cylinder head with
worm engine oil (see Fig. Ol-4/14). Now
4. To retnove the old chain, file off one of the groduolly releose the sprocket bearing with
rivet heods and pr,e ss the rivet out with Link the lever or screwdriv~r, at the sorne time
Extractor 000 589 03 35. Connect the new continually topping up. with oil, so that the
choin to the old one by meons of o jointing oil case is always full of oil ond the chain
link (spare link). tensioner cannot suck in ony oir. Then
Fit spring clip (locking clip). "pump" the tension sprocket bearing until
no more oir bubbles can be seen ot the
chain tensioner. The important thing is to
5. Now turn the cronkshaft slowly ond feed
mdintain the necessary oil level during the
the new cha in in.
bleeding process.
Note: The crankshoft con be turned over ot the When the chain tensíoner is perfectly bled
hexagon shoulder screw which ottaches the further pumping becomes impossible. Con-
pulley. Use Box Wrench SW 22 for this. siderable force is required to depress the

01-4/37
 chain tensioner even at the beginning of Check whether the spring clamps hove
the bleeding operation. Bleeding of the engaged in the notches in the rocker arm
chain tensioner should be corried out with blocks (see arrow in Fig. 01-4/15).
great care, since imperfect bleeding leads
to chain noises when the engine is idling. When instolling the assembled rocker arms,
turn the camshoft to the position where the
See also "Checking of Chain Tensioner" rocker arms are not under load (Fig. 01-
(Job No. 05- 5, Section F).
4/17}.
8. lnsert the rocker arm block guide sleeves in
the bores in the cyl inder head and drive 9. Check the ignition adjustment ond the tim-
them in. The guide sleeves must be seated ing (see Job No. 01-3, Sections E ond l}.
firmly.
lnstall the assembled rocker arm blocks and 10. lnstoll the cylinder heod cover and the a ir
tighten up the stretch screws to 3.75 mkg. intoke silencer.

01-4/38
 Testing and Repairing Engine

In addition to knowledge and experience on the part of workshop personnel, testing and repair
operations to these engines coll for the use of special machine tools, meosuring instruments, gages
and special mechanical devices as outlined in the following paragraphs.

We therefore recommE'nd that the fullest use be made of our replacement scheme which makes
ovailable complete engines or individual component parts, sueh as crankcases, crankshafts, complete
transmission units, oil pumps, water pumps and fuel pumps, carburetors, distributors etc. All parts are
repaired in accordance with modern factory pradice and their satisfadory performance is thereby
ensured.

The handling and installation of all machined parts calls for the observonce of scrupulous core ond
cleanliness. A tiny damaged part on the surface of a ground shaft may result in scoring ofthe bearings
or other damage. lt is therefore essential to check all ground and precision parts for transit and han- .
dling damage and if necessary to reflnish them before installing. lt is equally important to observe
scrupulous cleanliness when assembling the parts.

Data for the various overhaul stages for cyli nder bores, crankshaft and camshaft and bearing
dimensions hove been standardized for the overhaul of our engines. The figures given in the accom-
panying tables are binding for all branches of our repair service.

The following table gives a general survey of the speciflcations for the various overhaul stages.

Overhaul Stages

Difference between standard and oversize in mm

Crankcase Crankshaft Camshaft

Overhaul stage
Crankshaft bearing Connecting rod Camshaft bearing
Cylinder bore and bore a nd cronkshaft bearing¡ bore ond bore and journa!
pistan diameter journal diameter crankpin diameter diameter

Standard size o o o o

lntermediate stage 0.25 - - 0.10

1st Overhaul stage 0.50 0.25 0.25 0.25

2nd Overhaul stage 1.00 0.50 0.50 -

3rd Overhaul stage 1.50 0.75 0.75 -

4th Overhaul stage - 1.00 1.00 -

1 1

01-5/1
 Crankcase and CyiÍnder Head

A. Cleaning and Pressure-Testing of Crankcase and if necessary, Surface-Grinding

Fig. 01-5/1
1 Cronkc:ose 6 Hexogon soc:ket screw M 6x12 OtN 912 8 G
2 Gosket 7 Screw plug
3 Cylinder cover 8 Plug
4 He><ogon socket screw M 6X18 OIN 912-8 G, 9 Gosket
olso for corbvretor linkoge beoring svpport 10 Cylinder cover
5 Wosher 11 Oroin volve

Cleaning: The oil passages whith leod te the bearing

for the horizontal ond vertical distributor
l. The water passages and connecting canals drive shaft und those which leod te tha
must be thorough ly cleansed of scale and cylinder heod must olso be cleoned.
other impurities.
After cleoning, new screw plugs must be
In the course of time, dirt and other de- used and these must first be cooted with
posits can collect between the wall of the sealing compound (e. g., Storryt) en the reo r
case and the cylinder covers. Both cylinder three threads befare they ore screwed in.
covers should then be token off if any doubt Core must be token te ensure thot no
exists and the deposits between case ond seoling compound enters the oil possage
covers removed. when this is done.
2. Carefully clean the sealing surfaces of the The upper oil passage has no screw plug ot
covers ond of the crankcase. New gaskets, the front. The opening is for the oil relief
with sealing compound applied, shauld be volve.
put on and the cylinder covers screwed
down. The cylinder covers must make a per-
fect seal with the crankcase and for this Surface-grinding:
reason it is absolutely necessary te carry
out a leakage test. 4. Check whether the upper separoting surface
of the cronkcase is perfectly even. Max·
3. Clean the oil possages. Remove the screw imum permissible deporture from plane is
plugs at the front and the rear of the cronk- 0.03 mm in o longitudinal direction andO in
case. The oil passages should then be o lateral direction. lf there is ony uneven·
cleaned with brushes and wire cleaners and ness in excess of this, the separating surfoce
blown out with compressed a ir. ·must be surface-ground or milled .

01-5/3
 The overall thickness of stock machined off the cronkshoft beoring must not exceed
must not exceed 0.3 mm. 0.1 mm over the whole length.
Deporture from porollelity between the up- The height H of the crankcase is norma.lly
per separoting surfoce ond the middle of 238.4 to 238.5 mm, measured from the sep-
orating surfoce for the ail pon (middle of
cronkshaft bearing) to the separating sur-
face for the cylinder head (Fig. 01 - 5/2).

Pressure-testing:
H
5. The crankcase is tested for leakage by sub-
jecting it to a pressure -te~t with hot water
(approx. 70° C} at a pressure of 2 atmo-
sphere.s.
Befare pressure-testing, the sealing com-
pound mustbe allowed to dryfor a sufficient
Fig. 01-5/2 period of time (at least 4--6 hours).

01-5/4
 B. Boring and Honing of Cylinder Bores

Meosure the cleoned cylinder bares at the top, Machining Tolerances

in the middle and ot the bottom, using an in-
terna! micrometer. The measurements must be Permissible degree of out-of-round 0.013 mm
token in the d irection of the axis of the pistan Permissible conicity 0.013 mm
pin (direction A) ond then at right angles to this
axis (direction B) (Fig . 01-5/3). Departure from vertical to crank-
shaft axis, calculated over total
height of cylinder 0.050mm

At the works, the numbers O or 1 or 2 ore

punched on the upper seporatíng surface of the
crankcose, opposite each cylinder.
The number Oindicotes:
direclion Cylinder díometer 85.00 mm
of driving
the number 1 índícates:
2. measuring·poinl Cylinder diameter 85.01 mm
the number 2 índícotes:
Cylinder diometer 85.02 mm.

3. meosuring.point The pistons ore avoilable in three grodings -

within the overhoul stages-in steps of0.01 mm.
The pistons must be selected .s o os to give
0.04 mm Running Clearance.
lf, when o repoir is being corried out, o nly one
A = l ongitudinal direction B = latera l di rection size of pistan is ovoiloble, the cyli nders should
Fig. 01-5/3 be honed out to flt the ovoiloble pistons.
After boring ond honing out the cylinder borec;,
it is odvisoble t0 check the cronkcase for leúk-
Out-of-round cyli nder bares mean increased oge (see Job No. 01 -5, Section A).
oil consumption and they must therefore be
bored and honed. Honing alone is insufficient Machining Dimensions of·Cylinder Bores
as the hone follows the out-of-round contour. m mm
lf the cylmder bares a re conical, but the degree
of conicity does not exceed 0.05 mm, honing is
sufficient. Bvt if the conícity exceeds this figure, Cylinder Available
Overhaul stage
bore piston sizes
the cylinders must be re-bored and then honed.
The point of maximumwear in the bore is token
85.000 84.96
as the bosis on which the requi red overhaul. Standard size 84.97
is decided. · 85.022 84.98
The allowonce for honing should not be more 85.250 85.21
lntermediate stage 85.22
thon 0.03 mm. Mochining dimensions must be 85.272 85.23
kept strictly to the limits lo id down in the toble .
85.500 85.46
After honing, the cylinder wa lls must be entirely 1st Overhaul stage 85.47
85.522 85.48
free ohcorings ond scratches.
The maxímum perm issible roughness of the 86.000 85.96
2nd Overhaul stoge 85.97
honed cylínder may be os much os 0.005 mm, 86.022 85.98
but the average depth of corrugation must not 86.46
3rd Overhaul stage 86.500
exceed 50% of the average permíssib le rough - 86.47
86.522 86.48
ness, i. e., 0.0025.mm.

01-5/5
 C. Machining and Pressure·Testing of Cylinder Head

lf the separating surface or the upper side of the cylinder head is 84.80- 85.00 mm (Fig.
the cylinder head is uneven or has become 01-5/4).
distorted or if there is slight surface damage After the seporating surface has been machined,
such as scorings, scratches, etc., the damaged the capacity and the height of the compression
surface must be re-faced. chamber must be measured. Any discrepancies
ln the longitudinal direction, the separating sur- must be corrected by milling out the compres-
face must not be more th on 0.10 mm O'Jt of sien chamber to the corred capacity (Fig. 01 -
leve!, and in the lateral direction, not more than 5/5).
0.01 mm.
lf the cylinder head surface is machined, the
overall thickness of metal machined oft must
not exceed 0.5 mm. The standard height H of

Fig. 01-5/4 Fig. 01-5/5

Compression Ratio and Capacity of Compression Chamber

-
Cylinder head Standard compression lower compression
(Optional, SA 10 250)

maximum 7.8 : 1 7.0:1

Compression factor E
standard 7.5 : 1 6.8:1
minimum 7.25:1 6.6:1

Total compression chamber

69.8 -75.8 cm3 78.5- 84.5 cm3
capacity with cylinder head fitted

Compression chamber capacity in

cylinder head with valves and 62.3- 63.3 cmJ 70.3 -71.3 cm3
spark pi ugs fltted

After machining the cylinder head separating surface, the head must be pressure-tested ata pressure
of 2 a tmospheres.

Cylinder Head with Lower Compression

(Optional, .SA 1O250)

In countries where only fuels with a lower anti-knock volue are available, a cylinder head with a
lower compression (Part No. 121 01O33 20) is available asan optional ítem.
lf such a cyl inder head is to be installed, another type of cylinder head gasket (Pa rt No. 121 016 1O20)
must be installed at the sorne time.
When this is done, the ignition setting must be adjusted so that the engine operates without pink-
ing when the vehicle is driven .

01-5/6
 D. Checking and Replacing Valve Guides

lnlet Exhaust Attention is here drawn to the fact that the

gages must be examined from time to time
to make sure that their accuracy has not
been impaired by use.

3. When replacing a valve guide, knock out

the old valve guide with Drift 136 589 00 39.

4. Then check the base bore in the cylinder

head, using an interna! micrometer. High
spots can be smooth.ed off with a reamer or
broach. lf necessary, the base bore can be
remachíned but this must be done at an
exact right-angle to the cylinder head
separating surface.
Fig. 01-5/6
5. The new valve gvides must be selected so
1 Snap ring 14 DIN 9045 for inlet · as to give a force-flt oversize of 0.007 mm.
2 Snap ring 14 DIN 9045 for exhausl
lf a valve guide of the required force-fit
allowance dimension is not available, an
oversize guide mvst be re-ground or turned
l. Clean the bores of the valve guides with down to the required dimension.
Cylinder Brush 000 583 04 38 and gasoline
or paraffin. 6. Rub a little tale into the bores in the cylinder
head and then place the valve guide on
Hard oil carbon deposits in the guides the bore {the valve guide must just bind at
should be removed with a honing tool. the entrence to the bore) and press into
Paraffin should be used for the lubrication . position with Forcing Sleeve 187 5891039.
The guide must either be pre-cooled befare
The honing tool consists of the following being installed or alternatively, the cylinder
parts: head must be heated to approx. 60° C.
Hand Honing Tool The valve guide can be pre-cooled by
with Nut and Setting Wrench 000 589 01 67 means of liquida ir or carbon dioxide snow.

· Adapter with Collet 000 589 03 31 Note: The valve guides are fitted with a radia l
groove in which there is a snap ring which
Honing Shaftfor lnlet 000 589 04 67 serves to prevent axial displacement of the
Honing Shaft for Exhaust 000 589 05 67 valve guide in the bore (see Fig. 01 -5/6).
The valve guides should therefore be
pressed into the cylinder head only as far
2. Use Testing Plug Gages 636 589 00 21 and
as the point where the snap ring líes against
187 589 01 21 to measure the bores for the
the cylinder head. lf the valve guides are
inlet and for the exhaust respectively.
pressed in too far, the snap ring will jump
The gage should just drop to the bottom of out.
the bore on the "go" si de, and on the "not-
go" side it should just bind on entering. lf 7. Check that the valve guides are firmly held
thé "not-go" section of the Testing Plug in the cylinder head. Use a suitable plastic
Gage can be inserted, the guide must be drift and by means of light hammer taps,
replaced. attempt to drive the guide out again. lf the
guide remains firmly held, the corred force-
Note: Only testing plug gages in new condition fit has been obtained. But if the guide can
must be used for measuring the bores. be tapped back out of the bore, a guide

01-5/7
 with a greater externa! diameter must be ing plug gages. Any narrow parts should
installed. be carefully honed up to the corred
dimension, using the honing tool for this
8. After pressing the va lve guides into position, purpose (see Paras. 1 and 2). lt is, however,
the bares shou ld be checked w ith the test- better to replace the v alve gu ide o nce more.

Dimensions of Valve Guides a nd Bores in Cylinder Head

Measurements in mm

Fig. 01 -5/7

Valve guide
Bore in
Overhaul stage Color code Externa! Infernal diameter d length l cylinder
di a meter head
D l nlet 1 Exhaust lnlet 1 Exhaust

plain 14.013 14.000

14.007 14.006

red 14.019 14.006

14.013 14.012

white 14.025 14.012

14.019 14.018
9 .000 10.000
Standard size 67 58
9.015 10.015
yellow 14.031 14.018
14.025 14.024

blue 14.037 14.024

14.031 14.030

brown 14.043 14.030

14.037 14.036

1st Overhaul 14.225 14.200

red
stage 14.207 14.218

white 14.425 14.400

14.407 14.418

01-5/8
 E. Replacement of Valve Seat Rings

lf a valve seat ring has to be replaced, the old valve seat ring must be carefully milled out. This can
be done with Valve Seat Ring Turning Tool 000 589 01 69. lnstructions for the use of this tool are given.

Dimensions of Bores in Cylinder Head and Valve Seat Rings

lnlet Exhaust

Fig. 01-5/8 Fig . 01 - 5/9

Measurements in mm

1 Milled-out Di ame ter Height Depth in Depth in

Overhaul well in of valve of valve cylinder cylinder
stage cylinder seat ring seat ring head head
head D Dt H t fo

48.000 48.160 8.000 10.00

Standard size 10.10 2
48.016 48.150 7.910
lnlet
48.500 (49.300)" 8.000 10.00
1st Overhaul stage 48.660 10.10 2
48516 7.910
48.650

42.000 42.145 9.500 27.50 17.70

Standard size 27.60 18.30
42.016 42.135 9.410
Exhaust
42.500 (43.300)* 9.500 27.50 17.70
1st Overhaul stage 42.645 9.410 27.60 18.30
42.516
42.635

• Rough-turning dimension

Force-fit oversize of the valve seot rings in cylinder heod

1nlet = 0.134--0.160 mm
Exhoust = 0.119-0.1 45 mm

01-5/9
 4. Set the cutter to the working diameter. The
working diameter should be 0.6-0.8 mm
smaller than the externa! diameter of the
volve seot ring so that after the stock has
been milled owoy, 0.3-0.4 mm remoins.
The working diometer is set by moving the
corriage with the oid of the ropid ad just-
ment (5). Release the lower nut and turn the
upper nut until the required diameter is
obtained. Then tighten up the lower nut
ogam.
After the working diameter has bee·n set,
the stop screw (1O) is screwed in until it rests
ogainst the stop and is then locked by meons
Fig. 01 -5/1 O of the clamping screw (9).
1 Knurlcd nut for 8 Pilot with collet Then once more release the lower nut of ·che
cut control 9 Clomping screw
2 locking screw 1O Stop screw
rapid adjustment (5) and mQve the c-utter
3 lod<ing screw 11 Feed contra 1 inward by lurning the upper nut.
4 Holding stand 12 Holdi ng stand bearing
5 Ropid odjustment 13 Stop
Once more frx the ropid adjustment in posi-
6 Corrioge 14 Contact mandrel tion by tightening up the lower nut.
7 Cutter
5. Now push the turning tool over the pilot
and adjust it for height. Todo this, releose
The turning too! is centered with the aid of a the locking screw (2), press the contad
combined pilot (8} and bearing on which it is mandrel downword and move the tool
supported and it is held in position by means of axially so that the cutter is approximotely
o holding stand (4}. 0.5 mm below the upper edge of the valve
lf the feed control (11} is held steady and the seat ring. Then tighten up the locking screw;
handle is turned, the carriage (6} moves from when this is done, the knurled nut (1) must
the inside to the outside with the cutter (7}, de- be screwed downword ond the locking
scribing a spiral path. screw (3) must be tightened.
Movement in the radial direction is limited by The stop nose (13) serves os a limiting stop
the stop screw (10) which is locked by means of to determine the milling depth.
the clamping screw (9). 6. Set up the holding stand (4} so that its bear-
When the rapid adjustment (5) is turned, .the ing end is centrolly located. Between the
carriage (6) returns to its original position . holding stand bearing (12) and the handle
After the cutter has been moved back, care there must be a distonce of ot least 1O mm.
must be token to ensure that the lower nut of 7. Now hold the feed control (11) steody ond
the rapid adjustment is tightened up again since
turn the handle. As soon as the stop screw
otherwise the automatic feed control will be
(10) reaches its stop, release the feed con-
inoperotive.
trol and give the handle one or two further
The cut control (determining the cutting depth) turns.
is operoted by turning the knurled nut (1).
8. Release the lower nut of the rapid adjust-
One graduation on the scale = 0.1 mm.
ment (5) and, by turning the upper nut, once
more move the cutter inward. Lock the rapid
l. Clean and test the valve guide and if nec- adjustment once more by tightening the
essary, replace it (see Job No. 01 -5, Sec- lower nut.
tion D).
9. Release the locking screw (3) and back out
2. Place the pilot with the collet (8) in the bore the knurled nut (1) about 5 groduations¡ this
of the valve guide ond frx it in position. causes the cut1·er to be moved about 0.5 mm
downword and thus a new cut can be ma de.
3. Screw the cutter (7) onto the carriage (6) This procedure should be repeated until the
with the aid of the corrioge screw. knurled nut (1) líes agoi nstthe stop nose (13).

01-5/10
10. After flnishing the milling process, take off
the turning tool ond the pilot and remove
the remains of the valve seat ring.

11 . Cleon the valve seat ring recess and meas-

ure the d iometer w ith Interno! M icrometer
000 589 1O21 (Fig. 01 -5/1 1).
lf the d iameter lies within the specifled
tolerances - the permissible maximum in-
crease in diameter is 0.02 mm - a va lve
seat ring of the same size may be installed
aga1n.
An oversize flt of 0.12 mm in the case of the
inlet valve and 0.10 mm in the cose of the
exhaustvalve must be obtained inanycase.
lf this fit is not obtained, the bore must be
bored out to the next overhaul stbge and a
valve seat ring with a greatet externa !
diometer must be instolled. Fig. 01 -5/11

12. Heot the cylinder head to 60° C. ond fit the

valve seat ring, preferably pre-cooled, in Note: l iquid oír or carbon dioxide snow may
the recess. Use o forcing drift with thrust be used for pre-cooling the valve seat ring.
collar to drive the ring home with light
hammer taps. Tap the valve seat ring until 13. After a new valve seat ring has been pressed
it contacts the base of the bore all the way in, the ring should be carefully peened at
round. three points.

01-5/11
 F. Machining Valve Seats in Cylinder Head

Backing·off
~ 120° orl50°
~""'

Z-J75

Fig. 01-5/12 Fig. 01 - 5/13

Volve seot bocked off with portable milling cutter Volve seat backed off with 120° or 150° backing-off cutter

a • Valve sea! width

b = Badting-off with o portable milling cutter
e - Permissible milling deptn far the badting.off

Machining of the valve seat can be carried out with the following tools:

a) with a valve seat turning tool,

b) with a backing-off cutter or
e) with a valve seat grinder.

1n order toen su re that the valve seats perfectly, the volve seat should be backed-off so that the width
of the seat "a 11 is from 1.25 to 1.75 mm. The backed-off section "b" must either be at least 0.1 mm in
width or must be made atan angle of 120° or 150°.
The upper and lower edges of the valve seat on the valve must under no circumstances bear on the
valve seat ringas the edges would bite into the seating, the valve would cease to forma perfect seal
and would tend to burn out. ·

After the valve seats hove been re-machined lnlet Exhaust

severa! times, they must be examined to
ensure that they hove not reached a level
more than 1 mm lower than a new valve
seat in the case of the inlet valve and 1.3 mm
in the case of the exhaust valve.
The following table indicates the extent to
which a valve seat can be re-machined.
These measurements must be strictly ad-
hered to and if this is not possible, a new
volve seat ring must be installed (see Job
No. 01 -5, Section E).
Furthermore, care must be token to ensure
that the amount by which the cylinder head
has already been re-machined (see Job No. Fig. 01 -5/14

01-5/12
 New valve seats Re·machined valve seats

a b a b
1 1

New valves 0.8 16 1.8 17.3

Re-ground valves 1.5 16.7 2.5 18

01 - 5, Section C) is subtrocted from the The mating between valve and valve seat
specifled dimensions befare any further should .be test~d with blue dye. This test is
work is done. made by turning the valve a lternately ene
Befare the valve seats are re-machined, the flfth to ene sixth of a turn to the left and the
valve guides must flrst be exam ined and if sorne to the right.
necessary, replaced (see Job No. 01 -5, In all cases, after the valve seats hove been
Section O) and at the sorne time the valve re-machined, a leakqge test of the valves
seats must be examined inordertoascertain must be carried out, using gasoli ne.
whether they hove not already been re- The following poragraphs describe the
machined too much and whether the va lve methods of using the various 'fools:
.s eat rings must be reploced.
The bestway of checkin.g this is to use a new. a) Machining the valve seat with Valve Seat
val ve. Turning Tool 000 589 00 69.
A dial gage is used to test the concentricity
and out-of-round of the valve seats. The
maximum permissible run-out is 0.05 mm
(Fig. 01 - 5/15).

Fig. 01 -5/16
1 Contoct mondrel 7 Feed control
Hg. 01 - 5/15 2 Locking screw 8 Ropid odjuslmen t
3 Knurled nut for 9 Corrioge
cut control 10 Heod with buill-in geori ng
4 Locking screw 11 Pi lot with collet
The special tools required for th is job are: 5 Holding stand 12 Cutter
6 Holding stand bearing
Dial Gage Holder 187 589 04 21
Testing Sleeve for lnlet Valve 187 589 02 21
wlth Testing Plug 1875890521 The turning tool is centered with the oíd of
Testing Sleeve for Exhaust a combined pilot (11) and bearing on which
Va lve 187 589 03 21 it is supported and it is held in position b;y
with Testing Plug 187 589 06 21 means of a hol ding stand (5).

01-5/13
 lf the feed control (7) is held steady and the After completing the cut, release the lock
hand le is turned, the carriage (9) moves nut of the rapid adjustment and once more
from the inside to the o utside with the cutter move the cutter inward.
(12), describing a spiral path.
When the rapid adjustment (8) is turned, 7. Release the locking screw (4) and turn the
the corriage (9) returns to its original posi- knurled nut (3) approx. % to 2 groduations
tion. {1 graduotion = 0.1 mm) to the left. Lock the
After the cutter has been moved back, core lacking screw (4) and immobilize the rapid
adjustment once more and make o further
must be token to ensure that the lower nut
cut.
of the rapid adjustment is tightened up
again since otherwise the automatic feed
control will be inoperative. 8. The cut control must be advanced anda cut
mode often enough for the seat to be deo n-
The cut control (determining the cutting
cut, after which· a further turn should be
depth) is operoted by turning the knurled
given without odvancing the cut control
nut (3).
(o "clearing cut").
One graduation on the scole = 0.1 mm.
9. The backing-off of the valve seat can olso
l. Place the pi lot with the collet (11) in the be done with this turning tool since the tool
bore of the valve guide ond fix it in position. has a second carriage which sets its cutter
to an angle of 120°.
2. Screw. the cutter (12) onto the carriage (9) When backing off at 120° or 150°, the
by means of the carriage screw. peened surfaces of the valve seat ring must
under no circumstances be turnad off.
3. Release the lower nut of the rapid adjust-
lt is therefore recommended that the back-
ment (8), slide the turning tool over the
ing-off be made at an angle of 90° in
guide bolt and, by turning the upper nut, accordance with Fig. 01 -5/12.
move the rapid adjustment so thotthecutter
is located at the middle of the valve seat.
Do not ollow the tool to drop. b) Machining the valve seat with a backing-
off cutter. ·
4. Now press the contad mandrel (1) for the Special tools:
. pilot (11) downward and lock it by means
of the screw (2). When this is done, the Cutting Arbor for
knurled nut (3) must be screwed downward lnlet 6365890631
and the locking screw (4) tightened. Exhaust 187 58902 31
Handle for
5. Set up the holding stand (5) so that its bear- Cutting Arbor 187 589 06 31
ing end is centrally locoted. When this is
done, the boll at the bearing of ·¡·he holding Valve Seat Milling
stand must be free all the woy round and Cutter for
the distonce between the holding stand lnlet 187 589 01 51
bearing (6) and the handle must be approxi- Exhaust 1875890451
mately 5 mm.
Portable Milling
Cutterfor
6. By turning the upper nut on the rapid ad- lnlet 121 58900 51
justment, move the cutter to a position near Exhaust 1215890151
the inner edge of the seat and then tighten
the lower nut. Do not advance the .:ut con-
trol mechanism yet. Hold the feed control l. lf the valve seat is insufficiently backed-off
(7) steady and turn the handle. When this is or is not backed-off at all, this must now be
done, the cutis usuolly irregular. done. The backing-off "b" must be at least

01 - 5/14
 0.1 mm in width or should be made at an
ongle of 120° or 150° {see fígs. 01-5/12
and 01 - 5/13).

2. After the seat has been backed-off, itshould

be rough-milled and flnish-milled or alter-
natively, surface-ground. Surface~grinding
should only be done with a very slight cen-
tral pressure on the milling spindle.

e) Machining of the valve seat with an eccen-

tric valve seat grinder (Fig. 01 -5/17).

l . Set the grinding head on the ongle grinder

toan ongle of exodly 90° -30'.

2. Rough-grind the volve-seat and then flnish-

Fig. 01 -5/17 grind.

01-5/15
 Power Unit Assemblies

A. Grinding Crankshaft
Sealing surface with
spiral threod-pattern
4

1
Crankshaft timing
gear shaft extension t
Fig. 03-5/1 Flywheel flange

After cleaning, the crankshaft must be examined for distortion and the bearing surfaces for out-of-
roundness, hardness and cracks. lf cracks are present, the crankshaft must be discorded. Distorted
crankshafts must be stroightened. Befare grinding, the crankshafts must be recentered. lathe hold-
ing points for checking and recentering ore the crankshaft timing geor shaft extension ot the front
and the flywheel flange collar for attoching the flywheel (Fig. 03-5/1 ). Under no circvmstances
should re-flnishing or turning be attempted atthese points. The flywheel flange moy only be honed .::~t
the side.
lf the beoring surfoces are more than 0.03 mm out-of-round or if they ore scored, they must be re-
ground to the next overhaul stage dimensions.
Re-grinding of cronkshoft and connecting rod bearing surfaces must be carried out strictly in oc-
cordance with the overhaul stage dimensions and tolerances set forth in the tables which follow.
There must be no deviation from the values specifled. After grinding, the bearing surfaces and the
side contact surfoces must be lapped toan impeccable polish. This applies particularlyto the locating
bearing. When re-grinding the side contad surfaces of the locating beoring and the connecting rod
bearing surfaces, remove as little stock as possible.
After grinding, the crankshoft must be dynamically balanced. The permissible unbalance is 15 cmg.
Carry out the balancing operation with the fl)'Wheel and the front counterweight installed (see Fig.
03-5/18}.

In order to mcintoin the specifled radio! The hardness of the crankshaft journals and
play, the base bores of the cronkshoft and crankpins is measured with a scleroscope
connecting-rod bearings must flrst of all be and must be
meosured ofter fitting the bearing shells, 68-74
and then the appropriate toleronce to which or Rockwell hardness
the crankshoft must be ground is determined
in occordonce with the bearing play tab le HRc 55-61.
on page 03-5/3. The maximum and míni- Localised oreas of up to 3% below the
mum radial running clearances laid down specified degree of hardness may be di s·
in this table must be strictly adhered to and regarded.
no departure may be made from the limits lf parts of the journals register less than the
laid down. mínimum degree of hardness, the crank-

03-5/1
 shafts must be re-hardened. After being re- particularly to the locating bearing and the
hardened, the crankshafts are unstressed crankpins.
for two hours at 180° C. They are then The bearing surfaces and side contact sur-
exam ined for cracks, straightened, centered faces must be lapped to an impeccable
and re-ground. lf there are variations in polish.
hardness on one and the same journal, the
journal must be normalised before being The fi llet radii on the crankshaft journals
re-hardened . The jour nal is heated to and crankpins must be kept strictly to the
400° e and then allowed to cool off, the specified 2.5 to 3 mm. They shou ld be nearer
adjacent journals being chilled during the to the 3 mm than the 2.5 mm lim it. lt is of
operation. particular importance to ensure that the
When re-grinding the crankshaft journals, flllet radii are free of scorings.
special ca re must be token to keep the width Affer grinding, remove all burrs on the oil
of the journals unchanged. This applies bores.

Table of Crankshaft Grinding Overhaul Stages

Measurements in mm

Crankshaft Journals Crankplns

Overhaul stoge
Diometer Width of
Diamete r W idth
ot Journals Journol 2 Width of
of Journals of Journols
1- 3 (locating Journol 3 1-4 1 -4
beoring)

Standard size 69.96 34.000 34.000 51.96 32.000

69.94 34.025 34.100 51.94 32.100

1st Overhoul stage 69.71 34.ooo• 51.71

32.000
69.69 28.025* 51.69

2nd Overhoul stoge 69.46 51.46

to to
69.44 51.44

3rd Overhoul stage 69.21 34.700* 51.21

32.300
69.19 34.725* 51.19

4th Overhoul stoge 68.96 50.96

68.94 50.94

• In steps of 0.1 mm, occording to the ovoiloble check plotes.

Permissible out-of-round of crankshaft Permissible lateral deflection of

journals and cran kpins 0.005 mm locating bearing journal 0.015 mm
Permissible conicity of crankshoft
jo,urnals ond crankpins 0.01 mm
Permissible radial deflection of fly-
Permissible degree of misalignment
wheel flonge related to three
of crankpins with respect to crankshaft
cr ankshoft journals 0.02 mm
journals expressed i n terms of the
length of the bearing 0.01 mm
Permissible run-out of crankshaft Permissible lateral deflection of
journa1 2 at rest in crankshaft flywheel flange related to three
bearings 1 and 3 0.02mm crankshaft jou rnals 0.01 mm

03-5/2
 B. Re-bedding of Crankshaft

1~

Fig. 03-5/2

Bearing Play of Crankshaft

tnmm

Radial• End play of locating bearing Crush fit of bearing shell halves

0.045. 0.065 0.040. 0.096 + 0.01

1

• The radial play shown in the table is an average play which in practice must be strictly odhered to.

The bearing shell halves of the crankshaft beorings ore supplied ready for fitting and graded for tne
various overhoul stages. The three upper bearing shells (1) and the lower center bearing shell half
(1) (with oil hole and lubrication groove) are identical and may therefore be interchanged (i. e. when
the bearings are new). The sorne applies to the two lower bearing shell halves (2).
The crankshaft bearings should always be replaced as a complete set of three bearings, i. e. of. six
bearing shell halves.
The tolerance of the bearing shell halves is ± 0.01 mm ata diameter of 74.519 mm. In the extreme
case, there is thus o crush of from -0.01 to + 0.03 mm, the base bore being 74.500-74.519 mm.
A crush of + 0.01 mm will usually be obtained. In practice it is unnecessary to measure this slight
crush because the bearing shell halves are supplied ready for installation and if the base bores in
the crankcase are of the correct diameter, a n adequate crush is assured.
The 2nd bea ring is designed as a locating bearing. The center bearing cap is for this reason fltted
with a check plate on both si des, held in position by two heavy dowel pins (Figs. 03-5/3 a nd
03-5/4).

03-5/3
 Fig. 03-5/3 Fig. 03-5/4
1 Crankshaft beari ng cap
2 Dowe l pin
3 Check piole half

The check plates are available in the following thicknesses:

2 mm (standard), 2.05 mm, 2.10 mm, 2.15 mm, 2.20 mm, 2.25 mm, 2.30 mm and 2.35 mm.
Departure from nominal d imensions in each case:- 0.020 to- 0.027 mm.
The check plate halves must be so selected that the correct end play of fro m 0.040 to 0.096 mm for
the journal of the locating bearing of the crankshaft is obtained.

l. Screw on the beoring cops and tighten the In order to check the bearing bores for
screws to a torque of 8 mkg. conicity, these measurements are token at
the front and again at t he rear of the bore.
2. After the base bores hove been corefu lly
cleaned, they should be measured with an
interna! micrometer in the three directions
A, B and C (measurements are token ot
right angles to the seporoting surface and
again ot 30° to it) (Figs. 03-5/5 ond
03-5/6).

Fig. 03-5/6

Permissib le out-of-round 0.01 mm

Permissible conicity 0.01 mm

3. Off-center bearing caps can be brought into

position by lightly tapping with a hammer.
The beoring cap is centrally p laced when
Fig. 03-5/5 a ll three measurements are identical.
Re-machining of the separating surfaces of
The diameter of the base bores is 74.500 to the bearing caps and the bearing shell
74.519 mm. halves is not permissible.

03-5/4
4. The bores ~hovld be meosvred in the sorne The toble of cronkshoft beoring play given
woy with the beoring shells fitted. on Poge 03- 5/3 can now be used to decide
the scole of toleronces occording to which
The diometer of the cronkshoft beoring with the cronkshoft journols ore to be ground.
beoring shell holves fitted is: Standard, No deporture in either direction moy be
69.99-70.02 mm, and ot 1'', 2"d, 3'd and 4'h mode from the specifled moximum ond
overhoul stoges, 0.25 mm less eoch time. mínimum radial play volues in this toble.

03-S/5
 C. Reconditioning and Re~bushing of Connecting Rods

,____-a----l.l Fig. 03-5/7

Dimensions of Conneding Rod

m mm

Distance Base bore Base bore Width

a D d b

153.95 55.600 28.000 31.880

154.04 55.619 28.021 31.841

1. Genero.l

a) The connecting rods must be so selected that the difference in weight

between the complete connecting rod ossemblies does not exceed 5 g
in any one engine.
b) The etched numbers (1-4) on the connecting rods must correspond to
those etched on the beari ng cops (Fig. 03- 5/8).
The figure 1 refers to Cylinder No. 1, the figure 2, to Cylinder No. 2
and so on.
e) The connecting rod with bushing, the pistan and the pistan pin must hove
the sorne color coding so thot the crush ond the end play volues are kept
to the specifled omounts.
Pistons must be so selected asto ensure thot the difference in the weight
of the pistons does not exceed 4 g in ony one engine.

2. Fitting of Bearing Shell Halves

Fig. 03-5/8
Bearing Play Values for Conneding Rod
in mm

Radial• Crush of bearing shell

End play
halves

0.045- 0.065 New 0.120-0.259

After repair upto0.5 + 0.01

•¡ The radial play shown in t he table is an average play wl1ich in proctice must be slrictly odhered lo.

03-5/6
The bearing shell halves for the connecting rods ore supplied ready for installotion exoctly os in
the case of the cronkshaft. The upper beoring shell halves (with oil hole) are identlco l and if the
beoring shell holves are new, they may be interchonged. The lower beoring shell holves (without oil
hole) ore olso identicol ond moy be interchonged. Procedure for fitting the beorings is the sorne os
that ol reody described for the bedding of the cronkshoft.
The diometer of the base bore is 55.600---55.619 mm; with beoring shells instolled, the standard di-
mension is 51.99-52.02 mm and at 1'', 2"d, 3•d and 41h overhaul stoges, 0.25 mm less ea eh time.
Re-gri nding of the sides of the cronkshoft beorin surfoces ond honing of the connecti ng rods incre-
oses the end play. An increase of end play of up to 0.5 mm is quite permissible.

3. Replacement of Pistan Pin Bushing

1-·- ~ -
1

i..:..:.-.2 il 17.~
1

J
Fig. 03-5/9

Dimensions of the Piston Pin Bushing

i n mm

1nlernol dio meter

Base bore Externo! diameter Rough·turning Final dimension •
dimension (bushing pressed inlo place)
d D d¡ d2

Standard size 28.0J0 2B.048 24.600 25.007

28.021 28.035 24.730 25.013

W ith larger
28.500 28.548 24.600 25.007
externa! diameter
28.521 28.535 24.730 25.013
(repair only)

• See next Toble for tole ronces of final-turned pis ton p in bushing.

Worn pistan pin bushings must be replaced. The crush fit dimension of the pistan pin bushing in
the bore must be ot leost 0.030 mm. When pressing in the pistan pin bushing, core must be token to
ensure that the oi l hale is opposite the oil possage in the connecting rod. After pressing in the pistan
pin bushing, the connecting rod must be unstressed for holf on hour ot 160°- 180° C. Then the bore
should be mochined to flt.
lf the base bore in the connecting rod is worn, it should be honed out to 28.500-28.521 mm ond a
bushing, 0.5 mm greoter in externo! diameter ~hould be pressed in.
The pistan pin play is 0.010-0.016 mm. To mointoin the specified ploy, the connecting rod with
bushing and the pistan pin must be matched accarding ta their color coding (see Table belaw}. The
pistan must olso beor the sorne color coding.

03- 5/7
 Color Coding for Matched Conneding Rods, Piston Pins and Pistons
Measurements in mm

1 Pistan pin
Color Pistan pin Pistan boss
Running play
bushing bore dio meter diometer

25.007 24.997 24.994

block 0.01 o- 0.016
25.010 24.994 24.997

25.010 25.000 24.997

white 0.01o- 0.016
25.013 24.997 25.000
1

4. Tightening Connecting Rod Cap Bolts

The connecting red cap bolts are without lock wa shers and are tightened to a stretch of 0.1 mm
(Fig. 03- 5/1 0).
The stretch must be measured with a d ial gage or a micrometer and corresponds to a tightening
torque of 3.75-3.80 mkg. lf the nut is released, the cap bolt must return to its originallength. Sma ll
variations of up to 0.01 mm, after the nut has been released, are permissib le. lf the discrepancy is
greater, the cap bolt has been tightened too much, i. e . it has been overstretched. In this case a new
connecting red cap bolt and nut must be used. ·

Fig. 03 - 5/10

lt is possible, as an exceptional measure, to tig hten the nut with a torque wrench. lf a torque wrench
is used, the thread of the connecting red cap bolt and the contact surface of the nut must flrst be
liberally smeared with graphite oil.
The head of the connecting rod cap bolt must not pro ject beyond the edge of the connecting rod and
it must be properly seated in the reces~. The cap bolt itself must be a tight flt in the bore of the
connecting red. For this reason, two stages of tolerance are specifled for the shaft diameter (plain,
10.001-10.008, white, 10.009-10.016 mm). The thicker connecting rod cap bolt (10.009_.10.016) is
marked at the head with white paint.

03-5/8
 5. Squaring of Conneding Rod

After reconditioning and before being installed

in the engine, each connacting rod must be
checked with a suitable testing instrument to
ensure thot the bores ore correctly oligned (Fig.
03 -5/11 ).
The permissible deviation fram axial parallelity
is 0.03 mm and the permissible longitudina l
distortion is 0.1 mm. In both cases the permis-
sible deviation is calculated with reference to a
length of 100 mm.

Fig. 03-5/11

03-5/9
 D. Fitting Pistons, l ogether with Ri ngs, into Cylinders

I n Medel 190 "ful l-skirt autethermic" pistens Each pisten is slightly topered. The diometer is
(se-called slipper pistens with extended skirts) greatest at the bottem, ot the skirt end (pisten
are fltted (Fig. 03- 5/12). skirt). The cress-sec~ien at this peint is neto per-
fect circle but an ellipse, the axis A being smoller
The piston play is 0.04 mm.
than the axis B (Fig. 03- 5/13).
The pisten size is pu nched en the head ef i·he The diameter ef the pisten is meosured ot the
pistan. The pistan must be se lected so as to lowest part of the skirt end in the direction B.
cerrespend w'ith the diameter ef rhe cylinder, This dimension is identico l with the size punched
ollewing a ru nn ing cleara nce ef 0.04 mm. The on the head of the cylinder.
pistens are therefere available in three grad-
'ings - within the everhaul stages - in steps
of 0.01 mm.
lf, when carrying out repoirs, enly pistons ef a
one particu lar overhaul stage dimension are
ovailable, hene the cylinder wall su rfaces te
match the pistens ovoilable.

Fig. 03 -5/1 3

When selecting the pistons, core must also be

Fig. 03-5/12
token to ensure that the difference in weight
b etween the pistons in any one engi ne dees not
Pistons Available exceed 4 g.
A check must be made te ensure that the pisten
Overhaul stage Piston diameter in mm rings are inserted in the corred sequence (Fig.
1
03 -5/1 4).
84.96 l . Compression ring 10f85x77.6x2
Standard size 84.97
84.98 2. Topered compressien ring 11f85 x77.6 x 2.5
3. Novi stepped ri ng 85 X 3 T 16 Nova
85.21 4. Novi slotted ring 85x5 T 17 Novo
lntermediate stage 85.22
85.23

1st Overhaul stage

85.46
85.47
~1
85.48

85.96
c::?2
2nd Overhaul stage 85.97
85.98 C)30
11~
3r~ Overhaul stage
86.46
86.47
86.48
04~ &.• ..JO

1 Fig. 03-5/14

03- S/10
When installing the Novi stepped ring and the
Novi slotted ring, .the corresponding expander
must be fitted so that the gap of the expander
is at the side opposite the gap of the piston ring
in each case.
lt is nermally unnecessary te check pisten ring
gap and greeve cleorance becouse the pisten
is supplied tegether with pisten rings ond pisten
pin reody fer instollatien.
For the exceptienal case, where pisten rings are
erdered and hove to be fltted individuolly, the
permissible vertical and gap cleorances are
given in the fellewing list.

Fig. 03- 5/15

Piston Ring Clearances
crankcase. Make sur e that when measurements
in mm
are token,
Vertical Gap the rings ore exactly ot right angles te the cylin-
clearance clearance der wall (Fig. 03- 5/16).
--
1. Compression ring 0.035-0.062 0.55-0.70

2. Tapered com- 0.035 - 0.062 0.45-0.60

pression ring 1
3. Novi stepped ring 0.035 - 0.062 0.30-0.45

4. Novi slotted ring 0.035 - 0.062 0.25-0.40

The vertical play ef the pisten rings in the ring

greeves is measured with a feeler goge (Fig.
03-5/15).
When measuring gap cleorance, the pisten
rings must be placed in the bere abeut 40-50
mm belew the upper separating surface ef the Fig. 03- 5/16

03-5/11
 E. Replacement of Starter Ring Gear

l. Heatthe old starter ring gear and pull it off it quickly onto the flywheel, with the bev-
immediately. elled side, seen from the direction of travel,
pointing forward (see Fig. 03- 5/1 7).
2. Heat the new gear to 200° C so that a li.ght The lateral deflection of the shrunk-on ring
yellow sheen appears: on it and then press gear must not be more than 0.4 mm.

F. Grinding Clutch Face of Flywheel

This job must always be done if there are

scorings or burnt patches on th·e clutch face of
the flywheel. The clutch foce must then be sur-
face-ground or precision-turned on a suitable
machine.
The clutch faceAmay be machined off until the
dimension b = 11.5 mm is reached. When the
Fig. 03- 5/17
clutch face is new the dimension is b= 12.2 mm.
A = Clutch foce The dimension must not be reduced below b =
B = Clutch plote 11.5 mm (Fig. 03- 5/17).
fixing surfoce The S!Jrface B must in any case be re-machined
a= 29 ± 0.1 mm
b "" 12.5 mm or turned so that the distonce a = 29 mm ± 0.1
is maintained in all cases.
When machining the clutch face, care must be
token to ensure that the ·surfaces A and B are
exactly parallel to each ~ther and· also to the
flywheel flange fixing surface. The permissible
deviatíon from parallel ís 0.05 mm ata día meter
of 230 mm.

03-5/12
 G. Balancing Crankshaft with Counterweight and Flywheellnstalled

The cronkshaft has three counterweights: ene ot the front, on the actual counterweight, ene at the
middle on the cronkshaft ond ene at the rear on the flywheel. With these three counterweights,
each of which has a pre-determined degree of unbalance, the crankshoft. is dynomically bolonced
(Fig. 03- 5/18). When the cronkshaft is fttted with the counterweight and the flywheel, these three
unbalonce quontities cancel each other out.

An overall maximum unbalance of 15 cmg is permissible.

Port 1: Front view Port 6: Reor view

Fíg. 03-5/18

1 Fronl counterweight 7 Dowel pin 10 h9X18 DIN 7

2 Oil ring 8 Cover plate
3 Crankshaft 9 Annular grooved bearing
4 Compensoling ring 1O Strelch screw
5 Spocer sleeve 11 Dowel pin 8 h8x16 DIN 7
6 Flywheel 12 Dowel pin 8 h8X 8 OIN 7

The balancing holes in the counterweight are bored with a 14 mm'