1100 Marks I & II, 1300, and KESTREL
Workshop Manual Quote Part No. AKO 3615 G when nrderlng this publie::at.ion, which a1so replAcesAKD 3238 A and AKD3294A
The British Motor Corporation Limited BMC Service division Cowley, Oxford, England
SERVICE
Telephone: Oxford 78941 Telegrams: BMCSERV. Telex. Oxford re/ex: BMCSERV. Oxford 83145 and 83146 0 ......., Cabl.. : BMCSERV. Telex. Oxlord. England
1...7i."mI"_1
Q
THE llUTlSH HOTOII. COAPOItATiON UMIT"EO.
\~
INTRODUCTION Tbi& MaDual has been prepared to provide s(r.tioe: operators witb tbe neces.sa.ry information for concel maintenance and repair; it also serves
&5
a ready·reference book for
service suptI"YisioQ and covers ilems of procedure for guidaoce of both the fully qualified aDd tbe
1e$S~xperieDoed
mechanic. The pases aDd iUUSlraliOOI arc numbered consecutively
within eacb Section. and the Section title and letter arc shown HI tbe top of each page.
Maiotcoance iteros withio tbe Sectioas sbould be cerried out at tbe intervals specwed in tbe Pa$$port to Service
Of
Driver's Handbook.
IMPORTANT On cars fiued with
e:"(hau~1
I~I
emission control equipmcnt (EJ:haust POri Air Injcclion)
service operations and adjuSlme:nts showing
th..i~
symbol must be followed by an exhaust
emission check.
Servicing and adjusting e:oghle emission control equipment nlllst be carried out
In
accordance with Ihe inslruclions given in Workshop Maoual Suppleruent AKD 4957.
2
1100. laue 6.
Itnl8
CONTENTS Introduction General Data
Section
Engine
..
Syncbromesh transmission 1098 c.c.
A
Automatic traosmission
Aa
1275 c.c.
Ab
Ignition Synchromesh transmission
..
Aut(')matic trllnsmission . ,
..
D
Ba
c
Cooliog System Fuel System Synchromesh Irantraission
..
Automatic Iransmission Clutch
D
Da
..
Transmission Synchromesh transmission
..
Automatic traGsmission
G
Drive Shafts
..
Su~pcnsion
H
Steering ..
J
Broking System
K
EleclriC31
L
Wbeels and
Tyr~
M
Dody
0
Air-cooditioning SYilem
P
Recommended Lubrica..ots
1100.
F F.
Issu~
6.
IOUI!
End of Manual
3
GENERAL DATA ENGINE Type$
JOAMW, 10GR, 10V.
Number of cylinders
4.
Bore
2-543 in. (64 -58 rom .). 3·296 in. (83'72 mm.). 67 cu. in. (1098 c.c.). 1,3,4,2. 8 ·5 : 1 (7'5 ; 1 ;J vaiJable). 8·9 : 1(8'1 : I available) . Ovcrbead by pusb-rod . Single cnrburelfe, Twill-carbureller
Stroke Capa.city firiug order Compression ratio : Siogk-carboreu er flpplication TwiQ·carbureu er application Valve operation B.M.E.P. ,
npplical;o1l
Hip compres.sioo low co(l'lprcs.sioo
Torque : High cnmpreuiCln Low compression Oversize bore: 1st Ma x.
IIpplicQlioli 138Ib./~q.
135 Ib./sq. in. at 2.500 f.p.m. 128 Ib./sq. iD . at 3,000 r.p.m.
ia. at 2,750 r.p.m. 136Ib./sq. iD . ftt 2,150 r.p.m.
60 lb. fl. at 2,500 I . p.m. 57 lb. n. al 3,000 f.p.m, +'010 in . ('254 mill.). + ·020 io. ('508 rom ,).
6 1 lb. fI . :lt 2,750 ( .p.l)) . 60 lb. rt. :It 2,750 r.p.m.
CrankshaH
Milia jourIlOlI diameter MiILimum regrind diameter
Craokpio jouroal diameter Cnlllkpio mioimum regrind di"mch:r End-clearance
End-thrust Main burinp Number and type Malerial l.eoglh
" " "
Diametrical clearance .. Undcrsiz.es
"
COllnecting rods .Le.ogtb bet .....een ceotres
"
"
\ ·7505 to 1·751 in. (44'46 to 44'47 mm .). 1·7105 io. (43'45 mN.). 1·6254 to 1·6259 io. (41 '2810 41 ,29 mm .). 1'5854 in. (40'27 mrn.). '002 to -003 io. ('051 to ·076 rom.). Taken at centre main bearing.
3 sbeU type. Steel-hac ked lead-broozc. Icnd-indium-plalcd. 1,* in. (27 10m.). ·001 to ·0027 io. (·025 10 ,070 mm .). - ·010 in ., --020 io., -·030 io.., - ·040 io. (- '254Illm ., -·508 mm., --,762 O'lm., -1 ·016 rum.) 5' 75 in. (14 '605 cm.).
Big«d Mirinp
Materinl Beariog side-clearancc Bearing diamclfical clearance
"
PLttoQS Type Clearances: 8otlom of skirt Top of sltirt
Ovcrsizcl
Steel-bllck.:d lead-bronze, lead-indium-plated. ·008 to ·012 io. ('203 10 ·305 mm .), ·001 to -0025 in. ('025 to '063 mm.).
Solid skirt. ·000510 ·0011 )0 , (-oU 10 ·028 moo.). ·0021 10 ·00:>7 in. ('053 to ·094 mm.). +010 in., +-020 in. (+'254 mm ., + '508 mm.).
PistOD riq.t
Compression : Type : Top ring: Second aod third riogs Width: Top ring Second and third riogs
lWckoess
f:iUect gapt Clearance in groove lIOO,
issue 8. .5610
Plain internal cbamfer (chromc-faced). Tapered. ·06210 '0625 in. (1 '575 to 1·587 mm .). ·0615 to ,0625 in. {I'558 to ( ,587 mm.). · 10610 ·112 in. (2·69 to 2·84 mm,). ,007 to -012 io. (-178 to -305 mm.), ·002 to -004 io_ ('051 to ·102 mal.).
GENERAL DATA-continued Oil conlrol: Type (early models) Widtb .•
Slotted SCr<'per. · 124 to · 125 ill. (J' 15 to J ·17 mm.). ' 106 to ·112 in. (2'69 to 2·84 nun.). ·007 to ·012 in. (' 18 to ·JO mm.). -(1015 (0 ·OOJ5 in. ('04 to·09 "'m.).
Thickness Fin!:/J gap CI~araoce
to groove
DuaHex 61.
Type (later models)
Rails fitted gap Side spriogs filled gap
·012 to ·028 in . (-30 to ·78 nun.). '100 to ·ISO in. (2'5 to 3·75 rom.) .
Gudgeon pia Type Fit in piston Ya),et Seal
~Dgle:
..
Fully floaling. Hand posh fil •
.. ..
101el Exhaust
Head diameter : Inlet InJet (l:uer models, (win-carburelter appli· catioo)
Exhaust
··..
Stein diameter: Inlet ..
Exhaust Valve lift Valve stem
(0
guide clearouce: Inlet Exhaust
Valve rocker clearaoc.: : Ruoni.ng
TimiD& Valve rocleer busb bore (reamed) VaJ,c timlag Timina mark..iogs Chain pitch aDd number of pitches
H51 to 1-156 in . (29'23 to 29·J6 nlm.).
1·213 to 1·218 iD. (30·81 to JO'94 111m.). 1·000 to 1·005 in. (25'40 to 25'S3 mm.). ·279J to ·2798 in. (7'094 to 7·107 mm.). ·2788 to ·2793 in. (7'081 to 7·094 rom.). 'J12 in. (7'925 mm.). 'OOIS to ·0025 in. ('038 to ·064 mID.). ·002 to ·OOJ in. ('OSI to ·076 DUn.). ·012 iD. «lOS mm.) (cold}.: ·029 in. ('74 Inro.). ·5630 to ·5635 in. (14'30 to 14·3t2 IWD.).
Dimples on lim.i.og wbeels, marb io. (9-52S mID.). 52. S· B.T.O.C. WA.B.D.C. 51· B.B.D.C. 21° A.T.O.C.
OD
i
Iolet valve: Opeos
Closes Exhaust valve : Opens ..
Closes . . Valve pldeI Length: 10lel aDd exhaust
lIywbce1.
1'531 in. (38'89 mm.).
Valve spriogs (twia-carburellu application) Free leoltb: Inlet and exhaust Number or Ylork.iog coils
·.
PJ"C$$ure: Jnlet aDd exbaust: Valve open Valve closed
Ouler
"riD"
Inner
1'750 in. (44'45 rom.)
1·672 io. (42'41 mm.).
61·
88 lb. (39·9 kg.) 52 lb. (23-6 kg.)
Vain (JiD"e-c:arbar'etW application) Free lealth : Inlet aDd exhaust N~umber of working coils Pressure : lnltt aod eltbau$t: Valve open
T_
45·. 45·.
30 lb. (1l·6 kg.). IB lb. (8·2 kg.).
1'750 in. (44'45 moo.).
Valve closed
S2·S lb. (23-8 "'.).
Type
Barrel. ·a12 in. (20'64 mm.). I·S io. (38·10 mal.).
Diameter Leoa'h .. C.-.rl Journal diAll\eters: Front Centre Rca, End-Boat 000a0I DsIa 2
.
.
· ·
..
1·6655 10 1-666 il). (42'304 to 42·316 mm.). 1·62275 to 1·62325 in. (41-218 to 41'231 D\D1.). 1·3725 to 1-3735 in. (34'862 to )4,887 mm.). ·003 to ·007 in. ('076 10 '178 nuu.). J
too. .IIIue'.
5610
GENERAL DATA-contillued ..
Bearings : Type
laside diameter : Front Centre .. Reor Clearance
"
..
White-metal·lined, sleel-backed. ' ·667(0 ' ·6675 in. (42 '342 to 42·355 mm.). '·62425 to 1·62415 In. (41 -256 (0 41 ·269 mm .). 1·3745 to 1·3750 ia, (34-9 1210 34 -925 rom .).
·001 to ·002 io . (-025 to 'OSI mm.).
ENGINE LUBRlCA nON SYSTEM Oil pump Typ" Relief p ress ure valve operates Relief valve spring : Free length Fitled length
[nlerDal gear or vane. 60 Ib.,'q. in, (4-2 kg./CIIl. 2). 2et io . (72'63 mm.). 2/r i{l. (54·77 mm.),
on 6lter Full-flow, with paper e!emeDI. I piot (1'2 U.S. pints, -57 lilre).
Typ" Capacity Oil prestllCe Normal running Idliug (nunimum)
60 Ib./sq. in. (4-2 kg.fem .:). IS Ih.jsq. in . (I-oS kg./em.!).
tolJRL SYSTEM Carburet ten Make and type D iameter
..
kl
Single AN E8
Twin OJ . GV.
H6 Red.
06.
Single~rbu(etter ~pplicalion
T wi n-c:trburetter applicatioo
Rluc.
Need1es: Staadard
Weak Rich .. Piston spring :
"uti pump
S .U . 1)pe HS2. Single or twin. Ii ill . (31 ·75 ram.). ·090 io. (2-29 mm.).
S. U. electric : SP 0( AUF 200. 56 pints/br. (67 U .S. piots/hr., 32 Jjt(es/hr.). 2~ to 3Ib./sq. in . ('17 10 ·21 kg./cm.,).
Malee and type Delivery rale Delivery pressure
COOLING SYSTEM Thermostat selling
Sraodard Cold climates .. Hot climates
..
Pressure (blow-oO) IGNIl10N SYSTEM Sparlting plugs
Size Plug gap
..
CO" Distributor Distributor cootact poiots gap .. Static igaitioD timiDg : SiogJe-carbureuer applicalion Twin
S2" C. (180' P.). SS' C. (190' F.). 74' C. (165' F.). IJ Ib./sq . in, ('91 kg,fc.tn.t ).
Champion N5. 14 m.m. ·025 in. ('635 mm.).
LA 12. 2504. ·014 to -016 io. ('36 to ·40 mm.). J' B.T.D.C.
5' D.T.D.C.
Disu-ibulor test data : Twio..carburctter applicatioD. bigh and low compression: Automatic advaoce .. .. Vac.uum advance lotal (craokshafl degrees) Dwell aogle 1100. IIsuc 8. 5610
SlarlS 700 r.p .m., finisbes 28-32" a l 5,000 f.p.m. 14" at 7 in. Hg. 60"±3".
GENERAL DATA-contil/ued Single...carburettcr application . higb comprcssio n: Auto m:uic "dvallce: (Up to Engine No. IOA MW{flll H559141 ) (Fro m Engi ne No. IOAMW(Taj H5S9242) Vacuum adv;lnce tolnl (craokshaft degree ..)
'.
Slatts 300 T.p.m., fini shes 30-34° at 5,500 T.p.m. Starts 600 f.p.m., fin ishclt 30-34° at 5,400 T.p.m. ! l ' at 13 in . Hg.
600 ±)-,
Dwell aogle .. SiDglc-carburetter application, low compre.<:sion :
Automatic advaoce ..
Slarts 700 f.p.m" ftoisbes 32-36° at 5,600 T.p.m. 20" a t 17 io. Hg. 60° :, ),
Vacuum adviloce 10lal (crankshaft degues)
Dwell logJe CLUTCH (Earll an) Type Diameter
Single dry plate (coil springs). 71 in. (181 IDOl .).
Faciog maletial Coil springs
Wouod yarn.
.'
CaIOl)r Clu(cb fluid (Later all'1I) IS above except Typo
6. Black/White spot. LoekhC<'d disc br:lke noid (Series II) . SiDgle dry plate. (diRphragm spring).
Diaphragm spriog
I.
ColoW"
..
Green.
GEARBOX
•• Secood, third, and fourth gears.
Number of forward speeds Synchromesh Rarios : Top
I
Th ird
.,
Seco nd First Reverse .. Overall ral ios: Top
..
Third
Secood First
..
.,
..
.,
3-627 , J. 3-627 , J. 4 ' 133 : I. 5-83 , J. 8·98 , 1. 14·99 : 1. 14·99 , 1. 17/6.
ReYerse .. Speedorot:ler gear ratio .. Road spud in top gear at 1,000 (.p.m.
15 m.p.b. (24 km.p.b.) approx.
STEERING
Rack and pillion.
Type StocriDg-wbeel turns-lock to lock SteeriDg-wbcel di<"lUle.t.er .. Camber &ogle .. , Castor angle Swivel hub indinatioo
3t· l6i in. (41'2 ero .). lopositive ± lO) . 5+- poshive ± l - s~~~lde 10-
-« in. (1 '6 rum.)_
TC)C-(Iu( Steering lock: angle of o ute r wheel wilb inner wheel at 20 0
••
o~ CD
cooditio n.
19-.
SUSPENSION rrollt Fluid pressure:
Aus(in, Morris, M.O.
20S lb./sq. in . (IHI kg./em.~. ±2 Ib./sq . iD. (' 14 kg.felD . ~.
M.G. (Normalair) ..
Priocess
..
,
.
220 Ib./sq. io. (15'46 kg./ern.').
+ 10 Ib./sq . in. ('7 k8 ./em.~. -0 lb./sq. in. (0 kg./em.,).
Unladen condition.
230 lb./sq . in. (16' 17 kg./ern.,).
+2Ib./sq . ill. (' 14
~g. /em . ~.
1100.
TS.flIC II.
5610
GENERAL DATA-contillued Amli n, Morris, Riley,] 1300 Autorn:'lic on ly
Wolsclcy. M.G. V~nden
Pbs 1300 Aulo malic;
..
225 Ih./:coq. in. (1~ 'I)I kg,le,",:,) :L1 lb ..Isq. in . (· I.lli g.fern.2 ) . 250 Ib.:'sq. in. ( J7·5~ kg. .'c m.2 ) , = 2 Ih.!sq . io. ('I'" kg. 'em.2),
R_ Toe-oul ..
• io. (3'1&
Camber ..
,.
011'0 .) .
po~i l i vc .
DIl'FERENTIAJ.
Ratio
..
ELECTRICAL EQUIJ'MEI'IT SYJlcm Cbargiol system 83ttcry
Capacity Electrolyte
10
6U (Inc cell
12-volt, positive cnrlb.
Current voltage cootrol.
Lucas N9 or NZ9. Lucas D? or OZ9-llllec ",odel ~. 40 .amp.-br. a' 2O-br. rate. i pint (380 c.c., 1 u.s. pin I).
.,
Lucas MHO .
Sianer motor Dynamo
4·133: I (15/62).
Lucas C40.
..
MalOl1lum output Conuol boll:
22 amps. luClis R8340.
Cul-ouL Cut-in volU,lc
12·6 to 1)'4. 9') to 11 '2. 8·0 amps. (wax.).
Dro~o{f VOltage
Revem
CUlTCot
Regulator (aI1,500 r.p.ru . dynamo speed): Opeo..cirtuit setting at 20- C. (68° F.) 14·2 to 14·8 volt". For ambient tempenrurcs other than 20- C. (6S- P.) the roUowiog :allowances sliould bt: made to the above SCUll'll : For every 10- C. (18 0 F.) above 20- C. (68- F.) subtract ·2 volt . For every 10- C. (IS- F.) below 20- C. (68- F.) add '2 volt.
BRAKES Type
Lockheed bydraulic; disc froDI, drum aDd .railiuS shoes. Lockheed Disc IJrake Fluid (Series JI).
Fluid
Frool Disc. diameter
r~;
leading
8 ia. (20,] cm.). 16'S sq. in. ll06'5 cm.'). 1).l·2 sq. in. (859·4 em.'). Mintex M78. FG. (F.xcept U.S.A. a nd Sweden). Ferodo 2426F. FG . U.S. A. and Sweden . in . (1'59 mrn .).
Pad area (lOW) Swept nre" (tataJ) Lining material
-«
Minimum pad thickness
R.... Drum diamelU Lillio, dimensioos Swept area (total) Lining material
WHEELS Type 1100. Issue 10. 10lti
..
8 ia . (20-3 cm.). 7·68 x 1·2j x ·094 in. (195'0 x )1 ·7 x 2·39 mm .). 63 sq. in. (406 CIll .I). Ferodo AM8. FF.
4J X 12, ventilated
GENERAL DATA-continued TYRES Siu Tyre prC5Sur~5: Normal : Front (aU models)
.'
5-50-12 or 145-12 SP41 28 Ib/sq. in, (1'97
kg.fem . ~.
Rear (SaJooo)
241b./sq. in.
Rear (CouotrymanfTravelkr)
26 Ib./sq. in.
(1-1 kg.fcm. ' ).
(1'84
CAPACITIFS Transmission castog (including filt er) Cooling system (without heater) Heater Fuel tank ._
.. ..
Hydro!astic suspension
kg./em.~.
12 Ib.fl;q. in. (2'24 kg./cm .I).
28 Ib./sq. in. (1 -97 kg.fern .'). 28 Ib.J$Cl. in. (1 ·97
kg./enl.~.
8, pints (10'2 U.S. pints. 4·83 lilet.s). Sf piots (6-8 U.S. pints. 3'27 ~tres). 1 pint (1-2 U.S. pints, ·57Iit~) . 8 gallons (9 U.S. gallons, 36I.itres). 5 pints (6 U.S. pints, 2·84 litres).
GENERAL DIMENSIONS 12 fl . 2i io. (3·718 m.). 5 ft. OJ in. (1 '534 m.). 4 fl . 5 io, (l·3 ,1. f'T'.). 7 fl, 9t io. (2'375 m.). 4 ft. 3! in. (1'297 ro.)] Static unl~dcn 4 ft. 2i in. (1'272 ro.) condition. 34 O. 9 in. (10'59 ro .). 6 io. (15'24 c.m). 6, io. (l5'5 em.). 9~ cu. ft. ('21 m.').
OveraU length
Overall width Overall beig,lJ1 Wbeelbase
Tfack: Front Rear Turning circle:
Ground clearanu . . Ground clearaQce: Countrymanrr~veUcr Luggage compartmenl WElGIITS
1,782 lb. (808 kg.). 1.820 lb. (825 kg.). 1,344 lb. (610 kg.).
Kubsidc (appro:.:.) Kerbside (appro:.:.) : Countryman{rraveller Maximum lowing. ,
TORQUE WRENCH SElTINGS Cylinder bead stud oulS .. ConnocUng rod big-end bolts Mnin bearioS boIlS Flywbttl centre-bolt Rocker br::lckel outs TraDsrnissioo case to crankcase Cylinder side covers Second typc--deep pres.led cover Timiog cover-l in. UNF. bolt Timing covet-A- ill, UNF. bolt
..
....
..
40 lb. (I, (5'5 kg. 10.). (4·8 kg. m.).
35 lb.
n.
60 lb. n, (8,] kg. 01 .). 110/115 lb. ft . (IH/15'9 kg. m.) . 25 lb. fl . (3-46 kg . ...). . . 6 lb. ft. (.g kg. m.). 2 lb. ft. ('28 kg. 01.). 5 lb. ft. ('7 kg. m.). .. 6 lb. fl. (.g kg. m.). 141b. n. (1 '9 kg....). Water pump 17 lb. (2') kg. m.). Water outlet elbow 8 lb. n. (1-1 kg....). Oil filter .. 10 to 15 lb. n. (1 '38 to 2·07 kg. m.). Oil pump . . .. 91b. (1'2 lea. m.). 15 lb. O. (2·1 kg. m.). Manifold cylinder head Rocker cover 4 lb. ft . (,56 kg. m.). Crank.shafl pulle), out .. 10 lb. ft. (9·6 kg. m.). Transmission case stud$-i in. dia. UNe. 8 lb. n. (1-1 kg. m.). Trusmissioo ~ sruds--/r- in. dia. UNC. . . 6 lb. ft. ('8 kg. m.). Tranlmission case stud Duu--i in. UNF. 25 lb. fl. (J'46 kg. m.). Ig lb. fl. (2'5 kg. ro.). Traosmi$Sion case stud nuts-,\- in. UNF. Bonom GOver set screws---J io. dia. UNe. (change speed IOwu) 6 lb. n. (.g kg.... ). Firsl motion sball. Dut IS lb. n. (20'74 k.. m.). Third molioo .baft nut 150 lb. ft. (20'74 kg . ...).
'0
Ocacrnl Dala 6
n.
n.
1100. Issue 10. 10288
GENERAL DATA-continued Flywhul housing bolls and stud nuts .. Distributor clamp boll: Fixed nut type Fixed bolt type
18 lb. ft. (2'5 kg. m.). SO lb. in. (-576 kg. m.). 30 lb. io. (-]45 kg. mol
Final dri,e Driven gear 10 differential cage Dri~'e sb".rt 6ange outs End cover boils (differential bousing) Drive shaft 'U' boll mllj Drain plug
55 to 60 lb. fl. (7-6 to 8·] kg. m.). 70 lb. ft. (9-6 kg. m.) (and align to next split pin hole). 18 lb. flo (2-5 kg. m.). 10 to 12·51b, n. ( 1·3810 ,·73 kg. m.). 40 to 50 lb. ft (5-51 (0 6·9 kg. m.).
SII5pCDIIOD and liteerlag
Steeriog lever to hub bolts Steeriog lever ball joint out Sturin, knuckle ball pin bottolIl out Steering knuckle ball pin lOr nut Steering knuckle ball pin retainer Prool bub nut (drive shaft) Rear suspension anti·roll bar fL'(ing bolts Rear suspension stub axle out Front suspension upper arm pivot pia aut .. Front suspension lower arm pivot pin nut Steering-wheel Qut Road wheel outs Disc to bub Frant swivel bub to calliper Sleering-colullln clllmp bolE
((00.
bsuc:l.
10288
..
to 35 lb. fl (4'15 10 4·8 "g. m.). lb. ft. (N6 kg. m.). to 40 lb. fl:. (4·8 to 5·5 kg. m.). to 40 lb. flo (4·8 to 5'5 kg. m.). lb. ft. (9·6 kg. m.). !5O lb . ft. (W'74 kg. m.) min. (align (0 next split pin bole). 70 lb. ft. (9·6 kg. m.). 60 lb. ft. (S'3 kg. m.) (aligo to Rex! split pin bole). J5 to 40 lb. ft. {4'S to 5·5 kg. ro.}. ]5 to 40 lb. R. {4·g to 5·5 kg. m.~ 50 lb. ft. (6'9 kg. m.). 42 lb. ft. (5·8 kg. m.). 40 to 45 lb. flo (5'5 to 6·2 kg. m.l. 45 to 50 lb. ft. (6'2 to 7 kg. m.). 3 to 9 lb. ft. (H to ] ,25 kg. m.). 30 25 35 35 70
Oencttl Data ,
GENERAL DATA 1100 AUTOMATIC The following infonuatioa is appUe.ble to the J 100 Aa!olDlotic and should be used io coQjUJIction with tbe preoediD.
'Pecwcatioa (or .he 1100 SalOaD.
ENGINE Type
D.H.P.
IOAG. 8·9 : l. 650 r.p.m. S6 at 5,500 r.p.m.
Torque
61 lb.
Comprt.$sioD ralio
Eogioe idle speed (approx.)
n. (8-44 kg. m.) at 2,000 f.p ,m.
LUBRICATION SYSTEM
011 pamp Type
Hobourn Eaton.
Oll Wltr Type Capacity
FuU-6ow. I pial (1-2 U .S. piols, ·57 lim:).
Oil pressllft. Normal running speed and temperature
60 Ib./sq. io. (4-22 kg.{cm.'). 15Ib./sq. io. ( I -OS kg./cm .~.
Idliog (mioi.mum) at normal running tempenlturc
FUEL SYSTEM Carbarellu Malee and type DialDeter
S. U. Type HS4. 11 ill . (38' 1 0001 .) . DL (Staodard), ED (Weak), DQ (rucb).
Needle ..
IGNITION SYSTEM
Distributor Timiog marks Timing: Distributor No. 41134A: Static Siroboscopic Distributor No. 41181A: Sialic Siroboscopic
Lucas 2504. Dimples 00 liming whct:ls, nlarks on COllverler.
.. ..
7· B.T.D.C. 10· B.T.D.C. al 600 r.p.rn. 50) B.T. D.C. 80) B.T.D.C. 31600 r.p.ro.
DIFFERENTIAL
3048, I.
Ralio: Early models Later models
3'21 : 1.
AUTOMATIC TRA,"SMISSION Ralios: Top Tbitd
1·0 , I. 1·46 , I. 1·845 : I. 2·69 , I. 2·69 , I. Early models
Secoud rirst Reverse
QveraU (alios : Top Third
Sccood FirsE Reverse SlXedomelcr 1100.
Issue I.
S610
..
4; I. 5·84 : I. 7·38 : J. 10·16 : I. 10·76 ; I. 7/17.
liJler model£
3·76 : I. 5·49 : 1. 6'94 : I. 10-11 : t. 10'11 : 1.
GENERAL DATA-conlinued 1100
AUTOMAT1C-COnl;"u~d
TORQUE CONVERTI:R
Type IUtio Convener output gear ratio Eod-float
3-elcrocllt. 2 : 1 maximum. H5 : 1. ,0035 10 ·0065 in. (-089 to ·164 ffiO'l.).
..
DRIVE SHAFTS Make aDd type of jOiDl
..
..
Hardy Spicer, Hange joint.
TORQUE WRENCH_ SETI1NGS CODverter centre bolt
Converter (six central bolts) CODverter drai!} plugs Converter housing bolts . Differcoliol driving finDgt securing boUs
Gear u.in bearing caps .. Gear tra in carrier slIap .. Input ,baft oul Servo unit securing bolls Top aDd reverse clufch hub out. . ~SmiSSiOD to cogine securing oul Valve block securing bolts Valve block: bolts (securing three sectio ns)
g-in. U NF. bolts j-in. U NF. bolts ..
110 to 115 lb . ft. (15-2 to 15'9 kg. m.). 2210 24 lb. ft . (H)4 to 3·32 kg. m.). .' 22 to 24 lb. (3'04 to 3·32 kS- m,). IS lb. ft . (2·5 k8. m .). 40 to 45 lb. ft. (5-53 to 6·622 kg. m.). 12 lb. fl (1·66 kg. m.) . 12 lb. ft . (1 ·66 kg. m.l. . . 70 lb. ft . (9·6 k8. m.). 17 lb. ft . (2·35 kg. m.). ISO lb. ft. (20·7 k8. m.). 12 lb. ft . (1 '66 kg. 00.). 17 lb. fr. (2·35 kg. m.). 7 lb. ft. (·97 kg. m.). 18 to 20 lb. fe, (2'5 to 2·77 kg. ro.). 30 lb. ft . (4· 15 kg. m.).
n.
CAPACITIES Traosmiuioo ClUing (iocludiog filter) ~cfiJl capacity (approx.) ..
I) pinlS (7·38 litrc.s. 16 U.S. pj,n ts) . 9 piots (5 litres, II U .S. piOlS).
GENERAL DIMENSIONS K ubside wcighl : Salooo (Automatic) ..
WEIGHT OF COMPONENTS Eogi.oe IIDd traosmission assembly Aulomatic lrltosmissiOD ,.
Gtnernl [')lIa 10
1,848 lb. (838·8 kg.).
357 lb. (162 k8.) . 112 lb. (50·8 kg.).
1100.
lssut I.
S61G
GENERAL DATA 1275 cc. POWER UNITS The fuUowlng informatioa is .pJlliuble to models OHced with tbe 1275 (.c. trilh tbe preceding sper;Wcatioo rOt tbe 1100 Salooo.
pOlYtr
nnil and sbould be used 10
CODJUilCtiOO
ENGINE Type Number of cylinders
12G find 12H. 4. 2·78 in. (70'61 mm.). 3·2 in. (81-28 rom.). 77·8 eu. in. (1274-86 c.c.).
Bore
Stroke Capacity Firing ordu
1.3,4,2.
Valve operAtion ..
Overhead by pusb-rod. 8·8 : I.
Compression racio: H.C.
L.c.
8 : I. 134Ib.fsq. io. (9'4 kg.fcm,t) al 3,500 T.p.m. 69 lb. fl. at ),500 T.p.m. -010 io . (·25 mm.), -020 in. (-51 mm .).
B.M.E.P.: H.C. .. Torque: H .C. Oversize bore: 1st Max.
Cral1ll.sbafl Majo jouroal diameter Craokpin journal diameter Crnoksl't .. f( end thrust Cranksbaft end· float . .
..
..
2'0005102-0010 in. (50'81 to S(}82 mm.). '·750410, ·7509 iI), (44·4510 44·47 mm.). T"kcn in tbrust \wlshers at cealre main bearin,. ·00210 ·003 in. (,05 10 ·07 moo.).
MaJD bearings Number aDd Iypt: Material LenSlh .. Di;lmetrica) clearance .. UndersiZe$:
Three trun-wall; split sbells copper-lead-indium. VP3. lead-indium at NFM/3B. ·975 to ·985 in. (24·76 to 25·02 mm.). ·001 10 ·0027 in . ('025 10 -07 mm.). ·020 ill . (,51 mm.) and ·040 in. (1 ,02 mm.).
COnDecting rods Type Lenglh between centres
H'Orizolltaliy splil lug ead, plilin small end. 5·748 to 5·792 in. (21'36 t'O 2J ·59 mm.).
Blg....end beariDgs Type and material Length . . DiatnelricaJ clUJ.nc.c ... End·Hoat of crankpin _.
ThiQ-waU; Sled-backed, copper·lend·indiu." plated. ·840 10 ·850 io. (21'33 to 29·59 rom.). ·001 to ·0025 In. (,02 to ·06 rom.). ·006 to ·010 in. (-15 to ·25 mID.).
..
Pislon! Type Cleamnct in cylinder: Top of skirt Bottom of sk.irt Number of rings Width of ring Grooves: Top, second. third .. Oil cootrol .. Gudgeon pia base .. 1100.
Iss~
I.
10288
Alumioium, solid skirt, dished crown. ·0029 to ·0037 in. (,07 to ·09 mm.). ·0015 to ·0021 in. ('04 to ·05 mm.). 4 (3 conlprc~s ion. I oil cootrol). ·048410 ·0494 in. (1 ·23 (0 1·22 rom .). · 157810 '1588 in. (4 '01 to 4·0] mm.). ·8125 to ·8129 in. (20'64 to 29·65 mm.). Cieaer&J Data 11
GENERAL DATA-contill/led 1275 cc. POWER UNITS-continued
Puton rio" Compression: Type: Top Second and third
Width Top
Secood
81ld
.. ..
Third
::
Internally cbamferet1 chrome. Tapered cast iron.
}
·0615
[0
·0625 in. (1'51 to 1·60 mm.).
fitted gap : Top .. ·011 to ·016 io. (-28 to ,05 DlIIl.). Second and (tUrd ·008 to ·013 in. ('20 to ·33 mm.). Rin::; to groove clearance : Top ,. .. } .OOI5 I .0035 ' ('04 . N>. ) Second Aod ,bird 0 In. 10 u:>' IDID .. Oil control;
Type ..
..
Fitted gnp: Rails Side spring
:: }.OI2 to ,028 in. (·30 to ·70 mOJ.).
Duanclt 61.
Gudgeon £Ill! Prc~scd
Type Fit in piston Diameter (outer) Fit to cOlloecling rod
..
in conoecting rod.
Hnud push 61. '8123 to ·8125 in. (20'6) 10 20·64 mm.).
·0008 to ·0015 in. (-02 to ·04 mm.) interference.
Cam.,h.rt
..
Jourulll diameters: Front
Centre Rc,u Bearing liuer inside diameter: UD-reamed lifter fitting : Front Centre Rear Reamed after fitting : Front Centre RCilr
Beariogs : Type Diametrical clcilrllncc . . End-thrust End·float
Cam lin Drive Timing eh;'lia
..
.. ..
1·6655 It') 1-6660 ill . (42'304 10 42'316 mm.). 1·62275 10 1·62325 in . (41'218 1041·231 mill.). 1'3727510 J.J7350 in. (34'86610 34·889 rom.). 1·652 in. (41'98 rum.). 1·61 in. (40'89 mm .). 1·36 in. ()4'52 mill.). 1-6670 to ',6675 ill. (42'34 to 42·)5 mm.). 1·62425 to 1·62475 ill. (41 '25 to 41,)7 mm .). 1·3745 to ) ,3750 in . (34·911034·92 mm.). While· metal-lined, steel-b~eked . ·001 to ·002 in. (,02 10 ·05 tnm.). Taken on lc1t:<1ling plate. ·003 to ·007 ia. ('07 to ·18 0111;'1.). '318 in. (8'07 mm.). Duplex chilin and gear from cr:4nkshafl. j in . H"52 mm.) piteb X 52 pitches.
T.ppets Type Outside diameter Length . •
Bucket. ·81125 to ·81175 in . (20'60 to 20·62 mm.). \·495 to 1·505 io. (37·97 to 38,2.] mm.).
Rocker gear
Rocker short : Diameter Rocker IIrm: Bore Bush inside diameter General Data ! 2
·5615 to ·5625 in. (14 '26 to 14·29 mm.). ·686 to ·687 in. (17'45 mm.). ·5630 to ·5635 in. (14') to 14·31 mm.) . 1100. Issue I. 10288
GENERAL DATA-continued 1275 ce. POWER UNITS---t:-onJiJllltn Valves Seat angle: Inlet and exhaust
45 °,
Head diameter: Inlet ..
"
[·)07 to 1·312 in. (33':2lo )),21 mm.), to 1'1565 in. (29'24 to 29·37 Dlm.). '2793 to -2798 in. (7'09 to 7' 1J DlIn.).
"
Exhaust Stem t.liRmeter: Inlet ,. Exhaust Stem to guide clearance: Inlet <'Ind exhaust Vfllve Urt: Inlet and exhaust .,
1'151~
-2788 to ·2793 in. (7'08 to 7-09 rom.). ·0015 to ·0025 in. (04 to -08 mm.). '318 in. (8'07 mm.).
"
Valve guides
Leogl.b: Inlet Exhaust
" "
Fitted height above ,eac Exhaust
HiS75 io. (42-87 mm.), \·8437 io. (46'83 mm.).
"
}'540 io. (13-72 mm.,.
Inlet
Valn springs 12H Engint's Free length Fitted length Load .!It fitted lengtb .. Load at top of lift No. or working coils ..
..
"
..
" ,.
I '95 in. (49'13 mm.). 1'3!!3 in . (34'715 mm.).
..
79·5 lb. (36'03 kg.). 124 lb. (56·3 kg.).
.. 4,.
120 engines
OYler
Fret: Ic:ngth
1·82R in. (46·474 mm.). 1·383 in. (35·128 mm.).
Fitted length Load at fitted length
51 lb. (23'1 kg.). 87 lb. (39'5 kg.).
Load at top of lift Valve crash ~peed
Inlier 1·703 in. (43'259 mm.).
1·210 ill. (32'258 rom.). 251b. (11'3 kg.). 44 lb. (20 kg.).
6.750 r.p.lll.
Valn. tinllng
Ti11lir.1g marks
Dimples (111 timing gears. ·0 12 in. ('30S moo.) cold. ·021 in. ('S33 rom.).
Rocker c1c...,runce: Running Timio:; Ir:llet valve: Opens Clost.3 Ex.h~ust v"lve: Opens.
S~
B.T.D.C.
45" B.n.D.c.
51" B.B.D.C. 21 0 A.T.D.C.
Closes.
ENGlNE LUBRICA TlON SYSTEM Oil pnmp Type Oil pressure relief volve Relief valve spring: Free lcngth Fitted length . . Load fI t fittetl length.
..
Internal gear, splined drj\lt: from c<1IDshafl. SO Ib.Jsq. ill. (5'3 kg. crn.~). 2·86 in. (72'64 nun.). 2'156 in. (54·77 mm.). 13 to 14 lb. (5·90 to 6·35 kg.).
OU filler
Type
Full·flow type; renewable element; pressure: differentialswilcb. I pint (1'2 U.S. pints, ·S7lilre).
Capacity 1100.
I$&UC I.
10298.
GenerAl D.1lA 13
GENERAL DATA-continued 1275 ce. POWER UNITS-continlled
System pressure: 70 Ib./sq. in. (4-92 kg. cm.t). IS Ib./sq. in. (I ·OS kg, em").
Ruoruog ••
Idling
IGNITION SYSTEM
COO •• Resislaoa: III
20~
C. (68 F.) primary winding CoCl5umpLioo : (goitioo switched on .. At 2,000 r.p.m. 0
DIstribD10r Rotatioo of rolor arm Cam closed period Cam open period Automalie advance
Lucas LA 12. 3·2 to 3'4 ohms. 3·6 amps. 1·25 amps,
Lucas 2S D4.
Anti..elockwise. 6Q"±3", 30"±3".
Centrifugal.
SeriAl number ..
41214A.
Automatic ndV3na: eomlDcncts
300 r.p.lIl. 18-22", 11 ° 10 IS" al 2,800 r.p.m . 6° to 10" al 2,000 (.p.rn . 4° to 8° at 1,600 f.p.m. ·014 ( 0 -016 in. (-35 to'4O nun.). 18 to 24 07.• (510 to 6S0·5 gm.). ·1 8 to ·24 mE Flywheel and poinler on clutch cover. S" aT.D.c. 10" ll.T.O.C. a! 600 r.p.m.
Maximum advaoce Deceleration check (vacuum pipe discooneclcd)
Cootaet point gap selling Breaker spring tension Coodenser C-;Ipacity Timing marks .. Static timing Stroboscopic timing
Sparking pIngs
Sa. Gap
Champion N9Y. 14mm. ·024 to ·026 in. ('62
(0
·66 mm.).
COOUNG SYSTEM Thermosta! selfillgs Standard Hot countries .. Cold c:ounlries ..
c. (1&0· F.). 74" C. (165" P.). 8'· C. (190· F.). &2·
FUEL SYSTEM CarbureUer Choke diameter Jet size .. Na:dles .. Pislon spring Gontrai 0-.113 !4
Single s.u. type HS4. Ii in . (38 " mm.). ·090 in. (2'29 mm.). SWnfl:ird OZ, Weal.: CF, Rich BQ. Red. HOG.
Issull I.
10288
GENERAL DATA-continued 1275 ce. POWER UNITS-contil/ued
GEARBOX Number of forward speeds SyncbrofDesb ; 1300 Moods 1275 c.c. engines
.
4.
.
All (our forward speeds . Second, third and fourth gears .
Early 1275 c.c. engines
Ratios: Top Third Second First
lAfer 1275 c.c. ellgines )-0 : 1
)-0: I
],426: I 2·420: I 3·829 : I
Reverse Overall ,alios: Top Third
Secoud Fi~t
1·412 : 2' 112: 3·627: J-627:
3·829 : I )-44 : 1
1 1 I I
3·65: J 5·16 : L i ·92 : L 1)·21 : )
4·91 : I 8·3 , I 13·16 : 1
Reverse 1)· 16: I Speedometer gear ralio .' Road speed i.n lop gear at 1,000 r.p,m.: )-65 : I ratio ),44 : I ratio
13·21 : I
1300 monels 1-0: I
1·43 : I 2'22 : I 3·52: I ) -54 : I
3-65 , 1 5·22 : I 8,08,1 12-85 : I 12·92: I
17/6. 17 m.p.h. (27·5 km.p.b.). 18 m .p.b. (29 km.p.h .),
WEIGHTS OF COMPONEI"liTS Engine G~rbox
..
Engine and Iransmission assembly
254 lb. ( 115 kg.). 69 lb. (31 kg.). 339 lb. (lS4 kg.).
..
TORQUE WRENCH SETTINGS Cylindu head sl ud nuts ..
1100.
Tuue 1.
IOlSS
..
50 Ih. ft . (6-91 kg. 00 .).
Genual Oala U
GENERAL DATA 1300 AND 1100 MK. II
MODELS
Tbe foUowing ioformatiOf\ is opplk"blc to the IJOU. 1100 Mk. II aufGaIRlic transmission, laler 1100 Mk. II slDthromesh !.Iud Austio America mndels, and should be UStd in conjUlltDon wilh Ihe preceding specifications. •
BRAKES Type Fluid Fluid (American Markel)
Lockhecu hydraulic; frolll, single swinging c~lIiper disc; rear, drum, leading ;lOd Irailing shoes. L(lcklll"cd Disc Brake Fluid Series If o r 329. Lockht"cd Disc Droke Fluid 329 onl)'.
Fro., Disc diameter Pad area (lolal) Swept area (total) lining material Minimum pad thickness Cylinder diameter
Rear Cylinder diameter
10RQU~
8·4 in . (213·36 111111.), nS·6 sq . in. (l2U cm . ~) . 148 sq. in. (955 em.'). Minltx M 7It FG. nil!. (1 ·59 1Il1ll.). :! in. (50-8 mm.).
·80 ill. (20<32 mm.).
WRENCH S£TTL'1GS
Brake calliper pivot pin screws .. Joertia valve end plug Pressure failure switch Pressure failule switch as!.embly end plug
M 10 80 lb. in. (,75 10 ·92 kg. m.). 50 lb. ft. (6'91 kg. m.). 15 1h. in. (,17 kg. m.). 200 lb. in. (2·3 kg. m.).
StC Workshop MaDual Suppll'.m~1 AKO 4957 fot Aastiu Arne.rica engine toniog data.
1100.
T&.Suc 2.
12872
Gcncr.\l 0;,\\, 11
A SECTION A THE ENGINE General description Camsbaft
..
Crankcase dosed-circuit breathing
,.
,
A.2S A.4
.
CraoJcshart sod main be'lrings
A.29
Cranksbart primary gear Lubriellted boshes Noo-Iubricated bushes tCylinder head
A.30 A.37
,.
A.9
.,
Cylioder liners
A.36
,.
tDocarboniuag
A.IO
A.16
Distributor driviog spindle
,.
Enginc aod traosmissioo Eogine mountings
,.
A.33
A.34
..
E){baust syslem
A.40
First ruotion sbaft outer race
A.3oS
Fly'wheel and c1utcb Coil spring type Diaphtagru sprios type Flywbeel bousing
A.11 A.38
A.22
Flywbeel relaining ,crew Imud FlywbuJ slartcr ring Front sub-rrame and eogiae aS$ctnbly
A , IS
Iolet and exbaust maoifold(s)
A.6
LubricatioD ..
A.I
Oil control pistoo rio8s- Duaficx 61
AAI
Oil pressure ,. Relief valve
A.2
Oil pump
A.24
riston riogs . . Pistotli aDd connect ina rods Piston sizes and cyliDder bores
A.21
A.S
A.32
A.l
.,
A.26
A.28
Priolary gear oil seal
A.39
TappeLS
A.14
TimiDg cover . .
A.l9
TimiDI gears
A.20
Tools .. TnlQSl'I)issioo . .
end of Section A.21
Valves Grinding Guides .. tRoeker .adjustment Rocker busbes ..
Rockers .. Seat inserts
A.II
A.12 A.1l A.IS A.8 A.7 A.31
,.
A.21
tTiming .. tThtloe openJtion.~ must be rollowed by au exlaaust emissioD check
. .~ '
1100. luue 1. S610
A.I
A
--------_ .. _... _---_ .. __ .__ .. _-_._-. TIlE POWER UNIT AND TRANSMISSION (fwin-carbnretter Version)
i !
AlI'llHIW
I
I
I
_____... _ _ .. _ _ _ . _ ... _ ._ .__ ..... _ _ . __ .. _ ...... __ . ___ ..... _ .................... _ .... __ .. .J A.2
1100.
l~t:c
1. 5610
A
TIlE ENGINE GENERAL DESCRIPTION
The overhead-valve engine is of unit construction wilh one reverse and four forward gears assembl.:d inlO a combined transmission casing and oil sump below the engine crankcase. The unit is transversely mounted on
OeMble r ubber mountings. Drive is transmiued from the ditrcrcotial by sbort driving ShOlfts to c:lch of the front wheel hubs.
Engine
"al\'c~
arc
~ct
in line in lhe left-hand side of
Ihc cylinder head. Oil senls arc titled to the v8 1ve stems and there is normal pro,,'isioD on the valve rockers for
clearance adj u~( mcnt. The camshaft, running in three whitc-mclal bcaring~. is roller-chain-driven frum the cranksh"n. wilb synthetic rubber chain Icnsioncrs. Both the oil pump and the distributor are driven from Ihe camshaft., the dislributor by a lronsvu$C shan with helical gear dri ..e. Pistons carry Ihrec (;ompression rings and one sloned oil control ring. The gudgeon pins are fully Ooaling and the connect ing rods have renewable sleel-backed big-end bearings ..... ith karl-indium- or Icad-tin-plalcd ~u rfaces_ The oil supply for fhe engine, gears. and differential is carried in the transmission else below (he crankcase, find is tt:plcnidled through a filler aperture in Ihe valve
rocker cover. Oil is dmwn fronl the base of Ihe Iransmission casina by a rotary pump mounted on Ihe rtar end of th.,; crankcase and delivered to a full-flow eX(CJoal oil filter. passil"lg on Ihrough drilled passages to the main, big.-end, and c.amshafi bearings. Jet boles in tbe connttling rods deliv!:C oil quickly to the cylinder walls, and the overhcad rocker gear is provided with oil at reduced pressure via the t:amshaft front bearing. The tappets are lubricaled by oil returning from the rocker gear by way of the pusb-rod apertures and by spla~h.
The eX[emal oil filler carried 00 tbe right-hand siue of the engine crankclsc is of (be ruu-oo","', n:ncwab)e-e)ement type. It is conncctad to (he main oil gallery by a drilled passage.
SecliOD A.I LUBRICA·nON Checking the engine oil level [nspect the oil level in the ensine and .transmission, aed lOp up if necessary to tbe 'MAX.' or 'FULL' roark on the dipstit:k. The oi l filler cap is on the top of Ibe engioe valve cover and is released by turning it anti-cloekwise.
Clunging the cDgioe oil Drain the oil from the engine and trdnsmission by re-mo . . . ing the magnetic drain plug on the rear right-hand side of the transmission casing. Draining is preferable when the engine is hot as the oil will flow more readilyhl Ihis COouilion; allow at least 10 minutes for draining before replacing tbe plug. The drain plug washer should be renewed on alternate oil changes. 1100.
I~ue
1.
51'\)0
Changing lIIe epgine nil filter The oi l filter is of the rutt-fiow typt and tile bo....·1 should be washed in fuel. The filler is rele4lsed by Uf)screwing the central bolt securing tbe filter to Ibe filter head. When refitting ensure that the seating washer (or the filter bod)' is eorr..:elly posit ioned, dcaD, and serviceable_ Ensure that Ihe wasbers below Ibe clemen! iruide the bowl are fitted correcLly. The sma]) fdL or rubber w
Section A.2 OIL PRESSURE
Mo..-rU aDd M.G. carly models When the isnit.ion is switched on a wami!!!", light io tht instrument panel will glow, llnd if Ihe system IS working corrl!Ctly it wil: 30 out when the engine IS runni..cg. Should Lhe oil pressure warning light contioue to glow when the ensine is running at or abc"I\'c a fast idJiog spccu, rhe cause tUay be lack of oil. low oil pressure, or the need of a new oil filter element aDd engiac/t{"3osmissioa {'IiI change. To locate the cause of the trouble proceed as follows: (I) Check the Icvel of the oil in the cogine and trausmission, and top up if necessary. (2) If the light contilluC5 to &low when the engine is running diseonneel th.e lead from lht oil filt~r head. If the light IheLl goes oul fit a DCW oi l filter clement and change the engine/transmission oil; this should be done as soon D~ possible: within a maximum of a further 300 miles (500 km.). [f the light still glows \\ilh the rulcr lead discoonected aDd the c.ogine running, Slop the engine immediately _nd t.arry out the follnwing. (3) Check [hat there is no air leak. at the pump pick-up union on the suction side of the pump and tbat the oil pump is Ilot worn a.nd is (or.ctioo.illg correetly_ See Section A.1A for oil pump removal and dismantling. (4) Cheek: that the straioer in the transmission casing is clean and 110t choked with sludge. (5) Check tbat the bearings to which the oil is fed under pressure ha.ve the correct workillS clear· anccs. Should the bearings be worn and the clearances excessive, the oil will escape more readily from the sides of [he be.-U"ings, particularly wben the oil is warm and becomes more fluid. AU models exct'pl Morn.. aDd M.G. early mode.IJ T he information and instructions gi\'en apply to th~ above owdc1s "eXCCP! that !w() warning ligbts arc··fitted, one for oil pressure and one fcor the pil filter. If the oil
-'.J
A
THE ENGINE SectioD A.4 CLOSED-ClRCUlT BREATHING (When 6Hcd)
Fresb air enters the eng.ine Illtougb two boles and a ruter in the filler cap on the rocker eavcr. The air theo passes to tbe crankCASe down the push-rod driUings. The crankcase fumes leave the engine througb a breather outItt pipe on the froDt engine side cover. Oil droplets aDd mist are Irnpped in an oil separator btfore the fumes pISS through a breather control VAlve and 10 the iotake mani· fold. Ibus providing closed-circuil crnnkcase brealb.iog. OilftUer C3p D etach the filler c"'p from the engine rocker cover and fit a new filler eap/6lter assembly. Fig. A.I I. Spring clip_ 2. Cover. J. DiaphngrrL
4. Meluinl: needle. S. Spring. 6. Crucifonn l\IidC$.
filter warning light continues to glow when tbe engine is running at or above a fast idling speed 8. new oil filter element must be fined and the engine/transmission oil cbanged within a maximum of a further 300 miles (500 kOI.). fr Ibe oil pressure warning light glows when the engine is ronniDg carry out tbe instructions aumbered (I). (l). (4). nnd (5). AU models
TIlt poilils menlinned can all cause a drop in prcs~urc . COll,tinuous cold runniog aDd the unnecessary use or the mixture control are oOeo the C.1USCS .,( oil dilution by petrol (fuc;) and a consequent faU off in pfCliSllre. l'\OT£'-The lutomatic: relief \'21'c in tbe lubriClitioD system deals wilh DOY uces.'iivc oil pressure wbee starting from cold. Wbea bot, the pr
Breather control "alye Remove the spring clip and dismantle the valve. Clean all metal paris with solvent (uichlorelbylene, fuel, dC.). If deposits arc difficult to remove immerse ill boiling water before appl~ing tile solvent. Do oot use an abrasive. Clean UlC diapbragm with detergeot or mdhytated spirils. Replace componena showiog signs of wear or damage. Reassemble the valve, milking sure the metering needle is in the cruciform guides and the diaphragm is scated correctly. NOTE..-The tim-type "Ive assembly (witbollt the cruciform guides) is suric:e.d as an assembly.
SectioD A.S FLYWHEEL RETAL'/ING SCREW THREAD The flywheel reuining screw thread in the end of tbe eraokshaft is not Standard Whit .....orth but is Whitworlh forOl : Diameter i in, 16 T.P.'. In- in. fulllbread. If it is fouod necessary 10 clean up the tbread, the operntioo must be confined to dellling up. This-thread is highJy stressed aDd must always bt: up to full size,
Section A.3 Section A.6 OIL PRFSSURE RELIEF VALVE The Don-adjustable oil pressure relief valve is situated .t the rear right-band side of the cylinder block and is held in positioo by a domed hexagon nllt aDd sealed by two fibre or one copp:: r washer. The relief valve spring mainta ios a va lve cup Clgains! a sealing machined in the cylinder block to provide a !.l extra return passage ror the oil should I:'e pressure be..cOOlc excessive. The vnJve cup sbould b ~ examined to ensure that it is scating corr
A .4
INLET AND EXHAUST MANlFOLD(S) Removing Remove tbe carburetter(s) and air cleaner as detailed in Section D. Slacken 01T and release the ex.baust pipe clamp. When fitted, remove the c1osed
Refitting Reverse tbe above order, but thoroughly clean the joint faces aod 51 a oew gasket, placing tbe perforated metal face of tbe gasket lowards the manifold(s}. 1100.
~
1. 56tO
A
TIlE ENGINE
S.
Rtmovi.og Drain che cooling system u;o S«tion C2 ; usc a dean container (or Ibe (Oni Ol0! if il conlains auli-fru:zc intended (or further Uk . Remove Ihe air de"oer as in Section D. Unscrew Ihe securing screws aod lift oft' I~ fach:, 00\'(" Ia.kiog care nOI 10 damage the cork gasket Sll'ckcn Ihe rocker shaft bracket tilting nuts aoo 1M: uterlll\\ cylinder head siud outs gradually. a tUfO at a time, ill che order sbown in Fig. A.4, until all the load is rc:lca5cd. NOTE.-The u.:ttm.t cyliollu hud liDog IIUt!; ruust be sb.ckeaed at the SlIme time as tbe rocker sb&ft securing DUb. and ic fhe orderginD ill Fig. A.4, otherwise distortion may like place Gluf f("Swt ill warer fitwiUie its way into the (yliader beres and the n.n.
When reassembtipgcoO'lmcnce with .be from mauoling brackel, s~u,ing it wilh the grub screw. Follow up with Ihe (clnlil1illg brackets ilnd spriogs, replAciog 'hero in their origin,,1 position on the sban. The screwed plug end of the: 'hafl should be positioned to tbe froDt oflhe engine.
Re6ttiA& lte6t1inl! is A reversal of the u:mo\'al procedure, wilh special emphrnis on Ole tightcning of the rocker brackel and cylinder b::;ul !\IOO OUIS; thcse must be lightened in Ihe order ShOWI1 in Fig. A.4 and 10 the torque wrench lilure giveo under 'GENERAL DATA', Refer to Secljon A.15 roc details of valve rnckt:r adjuslment.
.... Fig . A.2 Tile pr~.ued-.flu/lype o/Yol,e Tocku, l'illiclt mlLfl IIDI bl! r~b',sIIl!r1 I U)().
lssue 4. 72130
Fit. A.3
ubuslting lite. jorced.,ype vn/pe rocker make rtr",;" '"ot joint in fhe bush is il' (h, positioll ;l1dicot,d III/Ieff
,h,
Section A.S VALVE ROCKER BUSHES Rcbushing or the preSSt:d·'feci valve rocker tilted at 3n ;)IICrnAli~ to the rotSed is Dol practical aDd must not be undecl:lkell. When bushes become \Yora oew r()(;ker assembHe$ must be fitted. The fOrged type of rocker can, ho",,-cver, be rebusbcd, aDd tbe: foUowing procedure is given fOT this Iype: of Tockcr only. H,emove aud dismaoUe tht: TOekeT shaft assembly as detailed in Seclion A .1. To remove and replace worn bushes the use of spcc;illl Service tools ISG 226 and 18G 226 A, .c.o;mprising .. drm 3(1d 3nvil, is reco mmended . Busbe'1 and rockeB are very easily damaged by the use of improvi7.ui drifts:.
The anvil is recessed to bold tbe rod:C'T in positioo while Ihe worn bush is driven or pressed out. Press the. new bush inlo Ibe rocker bore with the butt joint of the bush positioned OIl Ihe top of lht: boJ'C'. as in Fig. A.3. The drift is rccessed 10 prevt:n! rhe budJ Operunl wben being driven illio pOllition.
It ......m be necessary to drill (he oil boles in tbe bUlb 10 coincide with the oilways in the roclcer. Shoukl the oil hole tn the adjllster end be drilled before lbe busb is fitted, extra care must be talcen to keep the holes to the bush and rocker in line during Ib.e pu~ing~in opetation. If Ibe holes arc drilled after filli~lg. tJl(: following procedure must be adopted. Remove tbe adjuster screw a.od use fl No. 4) drill ('089 in. [2'26 mm.)) 10 drill out tbe end pillS and 10 eontinuc tbe oil\Y3}' through tJle bush. Replug the eod after the opention with a rivet (pa.rt No. se 2436) and weld it in position . Tbe bole in tbe top of tJle rocker barrd must be continlled Ibrougb the bush wilh a No. 47 ('0785 in. 11 '98 mm.D diameter driU. Finally. buroish-rc.a.m the bush to {he dimensioru; given under "GENERAL DATA '.
A.S
A
THE ENGINE
SectioD A.9 CYLINDER IIEAD
r- · Jl
"""""~ I l"~
RcmoYln& Drain tb~ cooling system (sec Section C2). If anti· frene mixture is in usc it should bedrained illlo l\ suitable dean conlmer. Oisconnut (he negative cable rrom the bauery. Slack,en the retaining clip on the hose connecting the radiator to the lhermt'Slal housing and pull the hllse clear nf Ibe bous..ing.
Rcmo'''c the radiator til>plate. Remove the cnrbureuer(s) antl ai r ckallers as descrihed in Section D. Take out the two rocker cover relilining screws and rubber cups aod renlt\v~ Ihe cover.
TII~
Fig . ..4.4 ortler of ~/(1('kellj1lg and tightening Ille cylinder he(ld retoilling llUIS
Detach tbe bigh-tension cables and remove the sparking plugs. tJlkill~ care not 10 rl .1 m.1ge tbe porcelilin insulators. Remove the sUclion advancc pipe c li p from il~ 6xture 00 the WOller control vah'e housing. If the car is filled wilh a heater remove the hose and cOlltrol cable from the control valve, which is situaled at the rear right-hand top of the cylinder head. Slacken the top clip on Ihe waler by-pass hose. Remove the inlet and exh:lUst manirold(s) as described ill Section A.6. Remove the rocker atisemhly as described in Section A.7, nol forgetling 10 slacken the cxternal cylinder head bolding nuts at the same time. Withdraw thc push·rods,
or
keeping Ibelll in order removal. The eyJintlcr head may now be rcmov
Make sure that the surraccs of both the cylindcr block and tbe cyJimJcr head arc clean and U!;C a !lew cylinder hcad ga.~ket; it is not nece~ry to usc jointing compound or grease for the gasket. It will be noticed that the cylinder bead gasket is marked 'FRONT' and 'TOP' so that it will be fitted corrcctly. Having sUpped the gasket A.6
o\'er the studs. lower Ihe cylinder head into posiliol1 and fit the cyl..inder head securing nuts finger tight. InseT' the push-rods, replacing them in the positions from which they wcre taken. Replace the rocker assembly and scc urill1;!. !HIlS and lit the Il\ll~ fill,!;cr tight. Tighten all Ihe nuts gradually, a turn 011 a lime, in tbe o rder gi\'en in Fig. A.4. Whenever the head has been disturbed or thc valves have been ground in o r otherwise di ~ lurbcd it is ncce!;$ary to cbeek the valve dCOIrances as in Sectio n A.IS. These, nf course, will be finally adjusted after the engine has Ixcn completely reassembled and WI) for a shon period. Repllu;e the inlet :md exhaust manifold(s). If a he
Replace the rocker cover, ocing careful to fit ils cork gasket correctly into po~ition and securing il by ils nuts, washers, and rubber cups. Replace the c-1rburett.er(s) a nd air cleaner (Section
0). Secure Ihe radiator Lie-plale and reconnect the radi:lIor hose (0 Ihe thcrmostat housing. Couueet Ihe negative cable to the battery lerminal; close the water drain lap and plug, and refill the cooling system as in Sectio n C.2. Swilch on Ihe ignition and check the fuel system for Jeuks . Start Ihe engine. and rUIl il unlil Ihe norm;11 workins temperature is reached. Remove Ihe rocker cover and check Ihe valve clearances (sec ScetiLln A.15). Replace Ihe rocker co ver. Refit the bOllnet.
Section A_I0 DECARBONIZING
~
Remove tbecylindcr head a s described in Seclion A.9, Withdraw Ihe v;1h'cs as descrihed in Section A. I I. Remove tbe cylinder head g;ukel and plug Ihe waterways with a dean rilg. If special equipment is nOI available for c..Iccarbon izing it will he necessary to scrape Ihe carbon deposit rrom the piston crowns, cylinder hlock, and cylinder bc.1d, using a blunl sc.raptr. 1100. T.uuc 4. 72330
A
THE ENGINE A riog of carbon should be left rouod tbe peripbery of the piston croWD and we rim of carbon round the lOp of the cylinder bore should not be toucbed. To facilitate tbis an old piston ring can be sprune ioto the bore so thai it rests 00 top of the piston.
/ .
The c)'linder h.ead is next givC'O 3HemioD. The sparkjog plugs must be cleaned aDd adjusted . Clean off tbe carbon deposit from Ibe valve stems, vaJve ports, and combustion spaces of Ib~ cylinder bead. Remove all traces of cachon dost witb compressed air or by the vigorous usc of a lyre pump and tben tborougbly clean with paraffin (kerosene) and dl')' off.
Fit a new cylind.::r bead gasket when repbciog the head. noting that the gasket is marked to indicate tbe top face aud the frOllt eod.
u,. Fig. A.6
Compressing a I'Qll'e spring with Service fool
Seetio. A.lI VALVES Remomc Remove tbe cylioder head as detai.led in Section A.9. Remove Ihe cotter clip, compress Lbe valve springes) wilb a valve spring compressor, and remove tbe split colters. Relellosc th.e valve spring(s) and remo"'e Ihe cotllpr~!\sor. Remove the retaining cap, valve spriog(s), and rubber seal. Withdraw the valve from the guide. Keep tbe \'al~s in their relative positions when removed from lbe cylioder head to ensure replacerneol io tbeir original VAlve guides. RetirtiD:l: Place each valve io il$ respective guide and (it lhe spriog(s) and the retaining C.1p. Compress the spring{s) and li.t a Dew sealing rubber 10 the valve stem, push Ihe
B
Fig. A.S
componenl paris of 'he \'Q/~e tlSsembly, sliowing tJD'~(! sprint Dnd (D) ,he single ~'D/~e spring appJicollons, and (fJJJel) ,lie corr~CI location 0/ the yolve S(!al ot the bollom ()f ,lIe coller groove 77r~
(A) ,he double
1100. fsue 5. 5610
I~G
45
sea.lagainst Lbe boltoal ~houlder of the colter letes!, and refit the cotters. Ensure IhAt tbe rubber seal is not pushc=d out of the cotler roc:.c=ss 01110 tbe larger diil(l1elc=r of the slc=rn, rc=lease the compressing 1001. and 6t the split cotter rewining clip.
Section A.12 VALVE-GRINDlNG Remove the valvC'S as in Sc=ctioo A.1)' Each vah'e must bt clc..1ned thoroughly Olud cxnmined careruJly for pitting. Valvc.s in a pilled conditioa should be (Cfaced with a suitable uinder or DeW valves sbould be 6tted . Stamp Bny new valve with tbe nUlDber of the port to whicb it is fitted , If the valve sea.U1 sbow siglls of pitting or unevenness they should be trued by Ihe use of Service tools. These lools will sa ve lengthy and wasteful grinding in. When using a cutLiog tool take caTe to remove only as much metal a! DC{'~sary to ensure 8 true surface. Wora valve seats usua lly have a glass-hard surfatt, aod the glaze breaker should be used to prepare the voUve seat surface for a ny rttutting thai may be necessary. Narrowing cutlers should be used to resto..-e tbe valve seats to the original standard. When grinding a val ...e 0010 its seating the valve face should be smeared lightly with fine- or mt:dium-g,rade carborundum pasle and then lapped in with Do suction gri nder. Avoid the use of excessive quantities of grinding paste and see that it remains in the region of the valve seating o nly. A light coil spring placed under the valve head wiU assist considerably in the process of grinding. l1le vaJve should be groUtld to its scat wiLb a semi-robry motioo and occasionally aUowcd to rise by the pressure of the ~ight coil spring. This assists in spreading tbe paste evenly over Ibe valve face and seat. It is neces5llry to Coury out tbe ~Tjndiog operatioll until .a dull, (ven, mat surface free from ble{llish is produced 00 Ihe valve seat and valve face. A.7
A
THE ENGINE POSitions to ensure their replaeemenl onto the same tappets. Remove the tappet covers and lirt out the tappets, also keeping them in their correct order to assisl in replacing them in their originalloeations.
Fig . A.7 Whenfiuing ,olve gllides they must be drb'tn ill unfif 'hey ore it- in, (15-1 mm.) above Ih8 machined joct!
of 'he 'IIolve sp"-IIg seol On completion. the valve scal aDd ports sbould be cleaned with :l rag sOAked in paraffin (kerosene). dried. and then Iborough1y cleaned by compressed air. The valves should be washed in pal'ilffin (kerosene) and all traces of grinding paste removed . Refer to Section A. II for details of v:llve refitting.
Seclio. A.J3 VALVE GUlDFS Removing RCDlOve Ihe cylinder head as shown in Section A.9. Remove the appropriate valve aDd $pricg(s) RS in Seetion A.II. Rest the cylinder head with its macb.ioed (ace downwards on a clean surface and drive the vo,lvc gwde downwards into the combustion space witb a suilable--sucd drift. This should take the form of :l. bardened-sted punch ,\- in. (II mm.) in diameter al,d not Icss than 4 in. (10 em.) in length, with a loeating spigot II' ill. (7'14 mm.) diarneler ma-:bined on one end (or a lellglb of 1 in. (2' 5 em.) to engage tbe bore or the guide.
FittiA& Refitting is a reversal of the remmlal sequellce. New tappels should be filled by selective assembly so that they JUSt fall into their guides under IheiT own weight when lubricated. A~\Cmbly is a reversal of (he above procedure, bul care should be (aken (0 see Ihal Ihe lappet cover join IS art. oil-Light and thai the rockers are adjusted 10 give the correct valve cle arance;.
Section A.IS VALVE ROCKER ADJUSTMENT
I~!
If the engioe is to give its best performance and Ihe valves are to retain Ihe;r muimum useful life it is eS$cnlialto maintain the correct \lal\'e dearnnce. Accordingly it is recommended thai the clearance be checked al regular intervals and any uecessary adjustmeots made. The clearance for both tbe inlct Rnd exhaust valves is -012 in. ('305 truD.) when the engioe is cold. The eogine has b«n de.signed to operate with this clearance and no depulW'e rrom it is permissible. Provision for adjusting the valve clearance is nlade in Ihe rocker arm by an adjustable screw aod lockmll. Tbe rocker adjusLing screw is released by slackening tbe hexagon loclc.nut with a spanner while bolding the screw against rotalion witb II screwdriver. The valve clearance can then be sci by carefuUy rotating the rocker screw while cbecking Ibe clearance with a feeler gauge. This screw is then relocked by tightening the he~380n locknut while again holding the screw against rotation. II is important to note tbat while the clearance is being SCI Ibe tappel of the valve being o perated upon is on the back orifS cam, i.e. opposite to the peak.
Re8Hiag
Whe n fitting new valve guides they should bc drivcn in hom tbe top of the cyliader head , The inlet valve guide&: must he inserted with the largl!:$( chamfer at the lop, and the euaust valve guides should have their eounterbored ends at the bollom. The valve guides should be driven iota tbccombustion spac~s until they nrc H in. (IS' ) rom.) above the machined surfau of (he valve spring sealiog (see Fig. A.7).
Seelio. A.14 TAPPElS Remoying Remove the carburcu~r{s) ($ee Sectioll D) and the rocker covce. Remove tbe manifold(s) (sec Seelion A.6). Remove tbe rocker assembly as in Section A.1 and withdraw the pusb-rods. keepillg them in their respective A.I
Fig. A.8
The clearance between (he I'alve stem and rDck er mlHt be ·011 in. (' 305 mm.) with the mgine cold 1100. Issue 5.
j610
A
TIlE ENGINE As Ibis cannot be observed ;,\ccurately the rocker ;:u.ljushncnl is more easily carried out in the following order, and this also avoids turning the crsl)k.sbafi over more Ihlln is
DCCCSsary.
Adjust No. I rocker wilh No.8 valve fuJly open II II 3 II ,. .0 6" ., II
,. . . 5 .... 2 .. ,,8
•. 6 ,. 4
. .
P
Sec~OD
7
...... 4 ...... , . " 7 .. ,, .... 1 ""
,.
II
.,
II
"
II
3 ,. 5..
,.
,.
2 .,
••
t.
II
,.
A,)6
DlSTRl8UTQR DRJVlNG SPlNDLE Removiog
Remo\"(: the distributor as detailed in Section O. Take OU! the screw securing (be distributor housing 10 the cylinder block alld withdraw the hOLlsing. Screw a ,\ in. UNF. boh approltiUlalely 31 in. (89 mm.) long inlO tbe lapped end of the disnibulor drive spindle and wi(hd(l)W Ihe spindle.
Refittiog Turn tbe cra"kshaft until No. I piston is at T.O .C. Oil its compression stroke:. When the valves 011 No.4 cylinder arc 'rocking' (i.e. ex.hauSI just closing and inlet ju~1 opening). If the engine is set so lhal the 1/4 mark on tbe Oywheel is in line witb tbe pointer on the clutch coveT, or the d imples in tbe crankshaO and camshaft gears arc in line, Ihe piston is exaetJy al T.D.C. SCre ..... the in. by Ji in. UNF. boll iuto the threaded end of the distributor drive gCDr lind, boldiog tbe drive ge:ar with tbe slot just below Ihe borizontal aad lnc large offset uppermost, eater the gear. As tlle gear engages .... ith the camsbaft the slot will turo in an aoti-<:Ioc.kwise direction until it is approximately io tbe two o'clock position. Remove Ihe bolt from the gear and insert tbe distributor housiog aDd secure it with the special bolt aDd washer.
*"
Fig. A.9
The d/slT/bulor dr;ye with Ihl! slot in the corrut po~ilion Dnd the large offset upptrmost 1100.
rssuc 6. 5610
Fig . A.lO Tile li"';lIg marks Oil Ille jlyu'heel COIJ ~ seen with ,he oid of0 mirror offer UllloyjnE the inspection coyer. T. D.C. posif/on is indicated by ,he mark J/4 shohln inset: S~. JO~. and IS- morks (Ire nlso provided
Ensure tbat the COTm:.t bolt is used aod tbat (he head docs not protrude above the face of Ihe housiog. Rdit the distributor, referring 10 Seclion 0.7 if the clamp plate h:l$ bun rcleilSed.
Sedion A.I? FLYWHEEL AND CLUTCH (Coil Spriol type) Removing Remove (be battery and bauery c31rier. Remove the sWIer as io Section L.6. Withdraw the split pin from Ihe dutch opernLing lever pivot, release the tension spring. pull tbe push-rod (rom Ihe hydraulic slave cylinder, and remove the lever assembly from the clutch cover. Withdraw tbe slave cylioder mouDting screws .nd secure the cylinder against the engine bullc.bcad. Remove the exhoust pipe clamp and the radillor cowling steady bracket. Remove the DUIS aod set screw, securing the rur enginc mOl/otiog to the sub-frame side-member and exlract Ihe set screws securing the clutch cover to the 6ywhcel housiog. Raise: the eogine with lifting equipment sufficiently ooly 10 e1labJe the cover to be removed. Make sure Ihat tbe fan blades do not make contact with. and damage, Ihe radiator core. Remove the retaining nuts and remove the clutch thrust plate (rom the pressure spring housing. It is essential tbat the eDglne is turned to T.O.C. 00 Nos. I aod 4 eylioden belore removing the llywbOt:1. In lhis positioo tbe 4C' washer localiog the primary geu is fitted wirb the bridge linking the two flats above tbe cranksbaft and cannot drop. (f this precaution is Ool fakeD the 'C' wasber cao fall aod become wedged belfiDd the Bywbeel oll seal and prevent the removal of the nywheel without serious damage to the seal.
".9
I
..
__ ._ _
\
31
.. _ ..
26
29
~3
~
28
30
"
I
- 13
2
,
27 20
..
25
,
-. '"
....
11---'·
""
'
- _ . _ - - - - - _ __
2.
- - - -_ ....
_
..... .. ... ....,.._ .. ., .. .
(./B
::~ ". ~
._._ ... _-
53
~
-
- --
--_ ... _ ..._ .... _._-- -
,!
, _ ..... _ . .!
..... 1) .....
~
~,~U
V8 ;
(;..-0;::' ~ I ~10 1
&-'2
-- .. _.--.- - -
~~
'.
_- _._ ........... _..•..... _.... _._ ...._
THE CYLINDER HEAD AND VALVJ<: GEAR
__ ...-
......_.
liQ)'-<
_
~ ,~ - ffffi11l ~5 e11:::\1 ' ~r ~- tla/~ ~\ [;J\\ ~ B, ,I
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=,
I
.
:::
I,I ~ 7',32 ~I
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i
I
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I
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>-
i
I,
f
I
I
I
I
II
i
1"
~L .
o
'"
;:l
,.f
!l
-
Rocker bnlckel srud (long).
Roclter brldet "lid (sbon).
Wiler outlet clbo ..... S1ud .
)).
".
...
_- .
Valve COlier.
2£l·1Clrclip.
".
Sprine cup.
17. P:lcki".>:: MI:.
Guide shrouu.
IS. Oilier spr:ict.
screw.
\\·:·sbcr.
Nili.
40.
".
-- ...-
Rubber bush.
Oil rlUer cap.
38. Vah' C rocker co'ltr.
)7.
)6. \\·."j
:"IS.
l4. Doublo-coil wa sher.
Brt.ckct pb.ICo
~tjn,
32.
adjlU\inB~.
......
Rocker bulb (ror rof&t'd (ype).
Villve rucker (rorscd I)"pe).
)0. Tappc:l
2'.
21.
12. NUl.
Exhaust ya""'C.
N.,
Nul.
51 .
Thetnl.lll ransruincr.
". ".
..
......... _._ ....
I ;;..
_----,
Inner spring (lI"in-carburcucr lppliClll ionl.
Gaskel.
51. Sporf,;iu, plus:.
SO. (""11:'.
55. RubbeT COGDCCCion.
54. O:--pus adaptoc.
n.
S2. ThCIUlOoSIII.
W:uher.
Elbow joinl.
". ,..
41. Wil.lcr Olllle! dbow.
47.
Loebul.
". ". ".
joiol.
27. ValVe l ocker (Jl1"CI$ed type).
)I .
Jnkl wlYC.
CoVCI
.
.
N.,
Cup wuher.
OiJI3D« piece.
46. Washer.
Rod.:e r i>rOl.Ckel,
Rocker lIrscket (tJ.pPed).
4J.
"
".
No.
26. Spacin, SpMC.
25.
,..
23. R.ocker sha rI "IllS (screwt'\I).
II . Wisher.
10. Co'iCr joiln.
•• SN
7. Maoifold stlld.
,.
s.
••
,. Plu,.
22. tlocl:;er s ha R pl\lC.
".
2. V.lye ;uide.
Deser/pllo,.
Rocker shafl.
lHSC';Pf","
-.- .. -.-- -.- .--
KEY TO THE CYLINDER HEAl> ANI> VALVE GEAR
.-- - - --_.__._. __...•......_.........
N• •
.- - - - - -
N•. Dtlcril'lirM I. CyliDdct head.
..-
A
THE ENGINE
4UU
F;g . .'1.11 111~ p OI\'er
1/11;1 mill sl/b-fr(Jm~ 'tll/ovedfrom 'he cur u.
Lo"" o il
pn~:surc
Kilo, '" up lhe Iod in/! was.her and !.laden off lhc Ilywhed rCllI illillg screw Ihrcc o r (our th reads. Usc: Service tool I ~G J04cogclher wilh adaptor set lHG )04 M to break Ih e flywheel aW:lY fr(\m its ~c i\ling on Ihe: (SIX' of the crankshaft. WAkNlNG.-As the Ilywheel is pulltd from fhe Cl'3ukshall, oil (rom the BIUlWIlS at the bile!;. of the Oyuhcel oil se:ll ms )' spill dowo Ihe f3e~ of the Rywbeel ooto Ihe clutch dri,co plale. This should lie obSCT\"cti atlhc time of r~oyal to U"oid assuming tbat oil bas pll.SStd the seol wlUlst tbe vchicle was in S"uvicc. En;TY cnrc mils. be calLen to maintain tbe tI~'''bccl in I ycrtic:\1 posj,joo dllTiag Ibe remoral operation to prncnl oil from this source wetting tbe dutch facings. Suew Ibe 'hrec: 51uds from the Adaptor sci into the flywhcel Ihrotlgh Ihe recessed ho les in the clutcb spring housing. Fillhe plale oflooI18G)04 over the lhrce studs and screw the nUls OniO Ihc studs, screwing Ihem down evenl)' so that the plale remains parallel with the ftywbeel . [nsert tbe shor:. centre screw and wilhdr3w the flywheel. Remove tbe ext ractor immediately the taper is broken. Unscrew and remo"'e the ftywheel retaining screw and the Iceyed drh'iog washer. Withdraw tbe flywheel aDd clulcb as a complete assembly. The clutch dismanlling delails fire giveo in Section EJ . The crankshaft primary gear GanuOI be removed from tbe crankshaft without tbe ftywheel housing being removed; this operation is cO\'tfed in Section A .22.
RefittiDg Retiulug is a reversal of Ihe removal procedute. The ftywbeel oil seal must be lubricated prior to re;1ssembly 10 preveot bumiog up of Ihe sealing lip before adequale lubricant can reach this poin!.
A.12
,,~.
Q
complete unit
switch.
Wipe QII traCt,.; of oil frOID the cr80kshaft Bnd flywbeel capers, and make sure lhat tbe primary gea r ret.1..inillS- .C' washer is positi(llied correctly in ils Groove. it is essential thai these t;lpcr$; are degrcascd and completely dry before the Oywheel is mounted. Turo Ihe crAnbhaft to bring Ihe ci rclip 10 Ihe top of the shan to obviale the poss.ibility of it falling oul of position and Ihereby preventing the Aywhcel from being pushed fully onto the cr:mkshafl L'\pec. Make certa in tbal tbe flywheel retaining screw is lighte ned up to the torque reading gi\'cn in 'GENERAL DATA'.
Section A.IS FRONT St.JB..FRAME AND ENGINE ASSEM81.V Removing Disconnect the battery and remove thl: clectrical leads from the oil pressure warning light swi tches, distributor, coil, and dynamo, and the earth cnble from the wing \'alancc. Remove the horn. Remove (he carburette r{s) and air cleaner as in Section D. Disconnect tbe cable from the heater conlrol valve on the cylinder head and the water hoses froJ)] the valve and tbe return pipe (when fitted). Disconnect tbe spill hose from the radiator and rdeast the retaining clip from Ibe cowling. Disconnect the hydraulic dutch boses from Ihe supply pipe Oll the bulkhead. Remove tbe exhaust system as in Section A.S. Discoonect tbe speedometer cable (rom (he transmission casing. Rell'love the dust excluder from tbe cbange. speed lever, eX!r.lcl the two retainjng plale screws, and withdraw the I ItXl. lssue S. 721JO
A
THE ENGINE lever. Remove lite two screws securing the change speed cJ(tensiOD to tbe ODor tunnel.
Evacuate the fluit.l from the suspensioll system and disconnect bath hoses from tbe connecting pi~s on Ihe bulkhead (S(:C Seclion H.3). Make certain the pipe.~ and hO$(:$ arc seak:d 10 prevent dirt or grit entering the system. Disconnect tbe two (ront brake bos.t.S from the bydraulic supply linc and the sleering tie-rods (rom the ~Iccril\g-arms.
Slipport Ihe engine bene,loth the transmission casing and the change speed extension. Remove .he sub-frame mounting nuI 5 and bolts from Ihc six mounting points. fil ret: each side. Rel\lOve Ihe sub-fr~m.:: lower mounting brackets (rom eacb side of the bulkhead. Mark them for replacement in thcir originaJ positions. Make certain all cablt:s aod leads are clear of the t:ogine, tbat tht: slt:ering rack is cClllraliud, and th:n the steerill!; lie-roos are pushed rt:arwMds. Lin the body from the SUb·rnlmt: and ellJine assembly. Refitting Renlliug is a re'.'t:rsill of tbe removal procedure. Make certain thai the suspension system is recharged witb fluid as in Section H .3.
Section A.19 liMING COVER Remo\ing Remove Ihe radiator as iD Section C.3. Slacken tbe dynamo attachment bolts and the adju:uing screw ; re:move: Ihe fan bell. Be(ld back Ihe fab on the crankshaft pulley lockiug washer, remove the pullcy se:curing screw, and eardully lever the pulley and damper assembly from tbe erank::s.hafl. Unscrew {he sct screws on the timing case ftangc and remove Ihe cover. Refitling Re\'Crse the removal proctdure when refilling Ihecover. The oj, seal in thc cover must b.::: renewed if it shows signs o f damage: or deterioration, using Sen'ice 1001 laG 1]4 togt:tiJer with adaptor ISG 134 DO. A new cover gasket sbould 3150 be filled. Ensure that the: oillhrower behind the crankshaft pullcy is fitted with tbe face marked 'F' away frOID the ensille . FiU tbe annul'lJ groo..e betweeo the lips of lhe oil seal with grust: and use Service tool ISG 1044 10 centralize the oil seal on the entnkshaft. NOTE.-The u.rly.type front co'cr and oil throWtr must fit: used logelbtr. Wben refi(tmg. ensure the oil llu-ower is fitted wittt its concaye side facing away from the e:agUa. Use Senite tool 18G 138 10 centraliu the nlbber sed 0. tiN! crankshaft or IlSC the crauk... haft pulley a~ foUons: The crankshaft pulley sbould be asserobled to the cover before tbe cover is filled and used to ensure correet ccnl1alizalion of the oil seal. Lubric.1l.c the hub of the pulley and imert it inlo the oil seal, turning tbe pulley in 1100. l.uuc S.
72JlO
Fig . ..1.12 A renr end viel'; of ,III! p()lfer III/il remtJl'ed complelt willi sub-frnme 111,,1 dril't shafts ". Three or rll<: siA 5ub-rrnrnc nl<)uuling poims. I. The Ilisplaa:r hosa must be sealed arler the Iluid has been C\'J~"\lilrcd and lhe hose disconne<:ted 10 prel'cnt din cmering thc unit.
a clock..... ise direction 10 avoid d3ma!ill~ the lip of tbe seal. Push lhe pulley and co\·er onto Ihe craukshaft, making sur.:: thai tht:: keyway on Ihe pulley bore is lin~d up witb the Woodruff k.::y fitted to Ihe cranksbaft b.:::fore finally drifting Ih.:: pulley into position. RcplOlce thc cover sci screws and li2h1en Ihem up .::venly.
Section A.20 TlMlNG GEARS Removiog
Remove (he timing cove r and oi l t.h.rOWI!r 35 in Se:elion A.t9. Unlock and remove the c3nlShafi chain wheeillul and remove the nut and lock washer. Note tbat the localiog las 011 the lock washer fits into Il;tt keyway or (he earn· shaft cbain whee!. The caroshart a.nd crankshaft chaiu wbeels may DOW be rcmo\·ed, together with the timirlg cbain, by easing each wbeel forword a fraction at a time wilh suilable small leyers. Note tbe packing wl me number of washers as was found when dismllnllin:J unless new
,1. 13
A
THE ENGINE aecarate)y b;th the nlve rockers set at their D
Section A.22 FLYWU£EL HOUSING Removing
I
Fig. A.IJ
The liming gears assembitd inlO lilt limillg choin 'It·i,ll (ht Iwo marks un the geor opposirc /0 ench othu cams hart or crankshart components have. been fitted which will disturb tbe a lignment of the 1\\'0 wheels . To determine the thickness of washers required place a straight-cdge across (be sides of tbe camshaft wheel teeth a nd measure wilh a feeler gauge Ihe gap-belween the siraight-edge nnd the crankshaft gear. When replacing the liming chain and gears set the crankshaft with its keY""'ay at T.O.C. and the craoksha(t with its keY"o'ay approximatf!ly at the one o'clock position as seen fcom the froDt , Assemble tbe scars into the timing chain with the two marks on fbe gear wheels opposite (0 each other, as in Fig. A. I3 . Kc:eping the
Remove tbe engine as in Scetion A.33. Remove (be chllch cover-pirate a lld extract tbe flywheel and clutch assembly as in Section A. 17. Slacken off and remove the sct screws and ~t\ld nots securing tbe flywheel housing to tbe cylinder h!ock :10d transm ission case. Take particular notc of the position i.tl whicb the screws arc fitted to radlilate their replace-ment in thc same positions from wbich they were removed. Extra. care must be ta ken when withdrawing tbe housing to avoid damaging the tips of the oil seal on the clutch plate splines of tbe crankshaft j)rim~ry gear. The sleeve sho wo in Fig. A. IS should be pusbed over the gcar splines aod held urlllly in Ibis posilioll while I,he housing is withdrawn. Refitting Rcfilling is 1\ reversal of tbe dismarltling procedure, with special attention being given to tbe (ollowing points. Make certain tbat tbe crankshaft primary gear inner thrust washer is retitled with its cbamfered bore against tbe cranksha ft ftaugc. Check the primary gear running cle.1rance. and adjust any disercpllncy from the recommended figure o(between ·0035 and ·0065 in. (·089 and ·165 mOl.) by seleclive assembly of Ihe IhJust washer. as indicated in Fig. A.16.
gears in this position, engage the craokshaft gear keyway with the key 00 the cra nksh:ln and rotate the camsbaft until tbe cam.5bart gear keyway a nd key are alig ntd. Pusb the gears onto the shafls as far as they win go and secure the camshaft gcar with the lock washer :lnd nut. Replace the oil thrower with (he fa ce marked ' F ' o r the concave side (early-type) away from tbe engine and the remaining co mponents as detailed in Section A. 19.
Section A.21 VALVE Tll\
~I
Set No. I cylinder inlet valve to ·029 in. (·74 mm.) clearance with the eogjne cold, a nd then turn the cra nkshaft until the valve is a bo ut to o pell. The 1/4 T .O.C . ind icating mark o u the flywbeel sbould theD be opposite the po inter in the clutch cover inspection a perture, i.e. the valve sho uld be about to o pen and No. 4 piston will be at T .O .C. 011 its compressio n stroke. NO·fR.-Do DOt omit to reset tbe Wet valve clearance (0 ·012jo. (.)05 mm.) with Ute eQI.1ne cold wben the timing cheek has been ccmpteted. The tieaJllnce of '029 iD. ('74 DUll.) is necessary to bring the opening position of tbe valve 10 T.D.C. II is oot possible to check the nlve timine;
..4. 14
Fig • ..1.14 TM flywheel and clllIch Duembl)', show;,lg fhe positions of the 15°, 10", D"d B.T.D.C. and fhe 1/4 T. D.C. markillgs
se
1100. Issue 5. 12)30
A
THE ENGINE Section A. 23
TRANSMISSION RemoriDg Remove the engine as det.ailed in Section A.B. Witbdraw tbe set screws, rembvc tbe clutcb cover· plate, and eXlIilct tbe flywheel and clutch as in Sed ion A .I7.
Remove (be slarter mowr. Relllo\'e the n~'w hcel bousing as in Section A.21. Wilbdraw tbc set screws froUl tbe flange of Ibe I r;IIISmission case. Lift tbe engine with suitable lin ing equipment to separate tbe engine from the traosmission case. Det.1 ils of dismantling afe given io Sc.:tion F.1.
Fig . A.15
Snvice 100/ 18G 570 posi/iolled ortr (h~ dUlCh splines of rhe Cfm/hlla!t gear 10 prel'ent damage 10 1lII' oil sealo.t Ihe flywhul housing is withdrawn alld refilled Thorougbly clean tbe joint face s of the cylinder block, 'r4lnsmission casing, ;!nd the flywheel housing. Alllr~cc s of Ihe old jniot must be removed anI.! a n.w gasket fitted. Use only a gasket as supplied by BMC Service division; Ihis is mosl important. Renew Ihe crankshaft primary gear oil seals if they sbow sigus of damage 01' oil leakage . Darollscd seals caLi be detcc.lctl b)' careful c~t\lll iu alion or the scaling knire edge. Seals with imperrections must be renewed. [f Ihe eogine h~s covered 8 large m.ilcal;!e llew seals shmll" be (.tled as a matter of routine. Pack the tirst motion shaft bearing roUtrs wllh high-melling-point grease to prcvenl Ihem lildng as the housing is being reotted . A speeilll thin sleeve is avaiJable 10 6t over (be splines of fhe primary gear to prevent the edges of tbe seal bcinJ; euf by Ibe splines (see Fig. A.15). The two pilot hars supplied as pari of lhis 1001 set should be scrc:\\'ed into Ihe Iwo bOllom lapped holes in the CrllUkcase. III <'ldditiou to piloling the housing inlO position Ihey will lake lhe weight off tbe lip of Ihe seal. NOTE.---Sbould it bc necessu)' to reuew the gear train, the transmission casing musl be removed to enable the illler ge:u end-Oollt measurement to be tnken (see Sections A.23 aod r.2). Make certain Ihill the co rrect sbort set 11in is fill(;d ilt Ihe right-hand lOp positioll io tbe hOllsiog. This is most imporlant as i\ long screw could possibly cause damage (0 Ihl! oil ,!aUery ill tbe cylinder hlock . lne nywht:el housing boilS and stud nuts. should be ligillened with a torque spanoer to the figure gi~'ell in 'GENE.RAL DATA'. This fi ~ urc ~ives the desired compression of the gasket (0 obtain a cornpres.sioo thickness of ·030 in. ('762 mm.). TlJere is a small cut·aw:ly in Ihe ilollsing gasket which enables a feeler gauge to be inserted between the two machined faces to check tbat tbe gaskel b:ls beel) compressed 10 il~ corrcet thickness. 1100.
lJsuc 1.
52098
Re6tting Rcfic(ing is il. re\'ersal of Ihe removal sequence, with particular allention being given to the foUo .....-ing points. TborougWy cleaD aU joint faces of the Irs ur~ all round . This is most important, not only to ensure a good oil·Light joiot but to keep Iht correct relatiooship between tbe crankshaft primary gear. the idlcr gear, and lhe 6rsl motion suafi d ri\'ing gCil rs. Make c~rL1ill Ihat the front benring cork oil seal rcmains correctly position.:d as the crankcase is being lowered onro the casing.
Fig.
1/ . 16
The crallkshaft primnry geor mllst be (numbled lI'itll Ihe correct mlllling clearance hi between ·0035 and ·0065/11. (·809 alld '16$ mill.). Mensure Illt~ gap illdicated and U.fe ,lie followillg wble 10 tie/ermine and select rhe thru.rl wosller required 10 obtaill this clearance W/r.:" (he flUP iJ
'129510 ·1315 ill. (3·2':1.! J'34 mm.) '!lIS 10 ' (33S in. (3'14103·39 mm.) ·1335 '0 ·1345 in. (3'39103-42 mm.)
Ult wa.•lrer ,JdrJ.:nus ' 125 I" '127 in. 0 ' 17 to J·22 mill.) ' 12, '0 '129 in. (3'22 to J ·27 mm.) ·12910 ·!.ll in. (3'27 103' J2 mm.)
A.15
A
-_._.-
---_._- - ... _-
.... j
I
i i
N
o
C
- ~ • • . '" ~
-
•
•
,i , :
! :
r ,i
I
, I .
...
i
@~ N i
--- --- --- ---. IMue 1. 1100
.4 .1 6
'
._ .•..... . .1
S209S
.i
,
I
~
i'"
De~fiplllHl
Wasbcr.
Wuher.
) D. )I .
Washer.
Oil thrower.
Camsh~I .
". IS .
16.
--..-
l>.
13. Key. Cover JC~W.
28. Cover joull.
12. CrankshaR PI.
rlDlinll:h~
~
C\)vo::r.
n.
MBin bearin, thrust w;uher (lown).
10.
,..
2G. TimillJ chain.
Main bc3ring thf\jst ....-asbo:r (upper).
>.
".
CrIlIl:shar, main bearill,.
W~r.
""w.
".
".
...".
"42
19.
.... __
,
I
I
i I I I I
,,
I i
I
,I
- - ... _-_.-._~I >
Drive spindlll.
Washer.
S=w.
Distributor houslnr.
Push·rod.
Tappe •.
Lock w;uhc r.
... ""w.
JI.
2). Gear key.
NUL
n
22. Tc:miotlct rin,.
lodt washef.
Mounlinc plate.
1).:su/pliOll
l6. t'btejoiDL
".
Bi,-eod bcl.rine.
24.
Washer.
~rew •
34. Washer.
)).
".
NtJ.
CRllluhafi.
•• Plue·
,.••
SmalI-end bu.sh.
21 . Camshaft .car.
Screw.
s.
". ".
Ca.mshah l0e3Ling pillt.
20. Wuhet.
Screw,
).
~).
Ikurfpli
rI. Pump drivjn, pi!).
No.
4. W;uhcr.
COf\lXCtinl rod (Nos. l ind
COflnte:(ins rod (Nos. I IlIld ll.
KEY TO THE ENGINE INTERNAL COMPONENTS
.....
_._ _--_ _. ...
._--_.-_.__................-......_-._._._-_.-_ ... _ --_..._......... _...
l.
..
No.
--_.... _
,------------."•.__.__ ..._ -
i;
!
I
i
0:
~
~.
~
~• I!
$
-
A
THE ENGINE cover locating dowels lind carefuUy lappiog thejoiot face of the pump body. With tbe rotors instalJed il'l the pump body measure tbe cle-villce between Ihe rotor lobes wben they are il'l Ibe positions shown in Fig. A.Ja. rf the clearance is in excess 0(·006 in. ('152 rom.) the rolors roust be rencwed . Reassembly is a reversal of tbe dismantling prOCtdure. After reassembliog ebeck (he pump for freedom of nction.
n.fitting The rcfilling of the pump to the cylinder block is a reversnl of the remo'''al procedure ; parlicular attention must, however, be t,iveo to tbe filling orlbe pilper joi ot w3!1her to ensure that tbe intake and delivery ports are Dot obstructed. Use a new paper joint and lab washer(s).
SectioD A.ZS CAMSHAFT
Removing
Fig. A.11 Th~ engine (lnd transmission onembly with the jlywhul hOflSing removea, show;"1 Ille gear Iroi" to the firsl mollon shalt J. Oil pUlOp. 2. CTuubaft primary gear. l . Idler scar.
S. First molion shaft bc:ariQa'. 6. Firsl motion shaft driying Gear, 7. Roller bc:aring.
... Idler sear thrust ....';Ishee.
SectiOD
A.24
Remove the engine as detailed in Section A.3J. Remove tbe rocker assembly (Section A.1), the inlel and exhaust maDifold(s) (Section A.6), the lappets (Section A.14). and the liming cover and gears (Sections A.19 and A .20). Disconnect the hish-tension leads froUl the coil and sparking plugs. and the low-tension wire from tbe side of the distributor. Remove the distributor IlSsembly (Section A.16). Take out tbe screws and sbakeproof wRsbers wwch secure the caroshafllocating plate to the cylinder block aod withdraw tbe camshaft. Should the camshaft tM::aring deanlu~ be excessive, new bearing lioers must be titled, al'ld as tbis will entail line reaming after fitting, botll the 8ywbeel bousing and the transmission case must be removed as in Seclions ,0\ .22 and A.2).
OIL PUMP RemoriDg
Remove tbe eogine ilS detail~d in Section A.)), Remove the flywbeel and clutch assembly aod the flywheel housing as detailed in SecliollS A.17 and A.'ll. Bend back the locking washers and remove the ,crews .securing the pump to the crankcase. Withdraw the pump, Doting the position of tbe sial in Ihe driving shaft in order 10 assist in replacemeot. DllmaolliDg aDd reassembling (Hobouro-Eliton)
The pump cover is located on the pump body by two dowels aDd. set screw. Wben the sci screw is removed the pump caD be ,eparated ror ell:aminaljon tlod replacement where D~ry. The roeor eod-float and lobe clearance should be ebecked as follows: rllstaU tbe rotors io Ihe pump body, place a 'Iraightedge across tbejoiot face of the pump body. and measure the clearaace betwe-en the top face of tbe rotors and the under side of the straigbt-edge. The clearallce should oot exceed ·005 io. (121 DUD.). In cases where the clearance is eucssive this may be remedied by removing the two
,U8
Fig. A.18
Two types of oil pump which mDy engine RobolIrn-EoIOfl
I. Body. 2. Shin ae ll rOlor.
~
jilfed 10 this
COllce""ie. (E4glJrurin6) Ud.
S. Pump (serviced as Itn :membly only).
3. Cover. 4. Screw-eo\ler 10 body.
A
I"di~ottl
"Ie loIN poJ/lions lor
dr~ckins
1M dtilrllnu.
1100. lsAic 7.
5610
A
TIlE ENGINE
Fig , ..4.19 Rellloll;IIg a CtllIIsha/1 liner, lI.rillg Strll/'ce It'D/ ISG 124 A nntl (u}aplor 18G 124 K.
The in.rel .{I10WS Ihe liner
~jng
replaced
'C'
w3..~".cr.
J. ' 0' wasber.
2. 'C'
""'a.'t~ r.
4.
I.
Ad~plor
110 t24 K.
I TOI
RemoviDg tbe linen; Worn liners caD be remGved and DClllliuCJS pulled into the cylinder block ,,,jlh Sen'ice 1001 18G 124 A togelher with. adaptors ISG 124 K, 18G 124 B, and 18G 124 M. C~n'rc
Insert the pilot adaptor 18G 12.4 K into the caroshart liner front bore from tbe ioside of tbe block aod the adaptor 18G 124 B into the centre liner from tbe rear,
small end firs!. With the body of the tool positioned on the uoltt screw, pass (be screw tbrough Ihe pilot adaptor and thc
Fitfulg Dew linen Line up the oil holu ia the liDers Aod the eyliedu bloek and make certain Ibat they remain eOlTeetly positioned 4urio: the whole opera'ioe. From find r~Dr
Place the !.leW Ijoer on the smnllcst diameter of Ihe adaptor 18G 124 K and insert tbe adaptor into tbe camshaft front liner bore from rhe inside of lhe block, largest diameter 6rst. tiOO.
JUlie S.
723)0
Th,~ad the body of the tool 01110 the centre: screw RDd pass the screw througb tbe adaptor located in the rront lioer from the front of the block. Position the huger oflhe two '0' wlIshers on the centre screw with the cut-away ponioo turned away from the butt joint of the liner: this joint must be covered by the washer. Place the slOlled washer on tbe Gut at tbe r~ilr of the centre screw nnd iosert tbe tommy-bar into the screw behind Ihe slotted washer. Tighteo the wing nut to pull tbe liner squarely ioto position. The rear liner is repla.ced by IhesaDlC method, usiog the adaptor 18G 124 M aod pulling tbe lioer into position from tbe rear of tbe block.. The ' D' washer is !lOt to be used when refitting a rear liocr.
Centre Insert tbe pilot adaptor ISG 124 K. into the camshaft fronl liner from the inside of the block. Place a new lioer 00 tbe small end of the adaptor 180 124 D and positioo the adaptor in the eeRb"e lioer bore from lIle rear, Inrgesl diameter 5rst With tbe body of tbe tool positioned on tbe ceolre screw iosert the scrt:w through the pilot adaptor and tbe adaptor in the ceutre liner bore. Position tbe larger '0' washer 00 the ceolce screw with the cut-away porLion turned away from the butt joints of tbe liner; this jOint must be cO\-'er~d by the washer. Place the slotted. washer and the tommy-bar in the centre screw and tighten up the wing nul to pull tbe liner into pOSition. ReamiDg tbe tint'l"S It i!t es5eDtiitl that the eotter flutes arc kept clear of swa..rf at aU times duriog the euttiDg opentioD, prderably with air-blast equipmeol. The cutter sllowd be witbdraWD from the lliter half-way through the ~I aDd the swarf removed from (be cutter aDd the liner. Feed the reamer 'f6Y slowly and keep (be cutters dry.
A.19
A
1HE ENGINE
Fig. A.20 The et1msl/{/jt liner reanl('r sel lip 10 /int-reonl ("') rhe JrM' Qlld r~or liners Dlld (u) 'he ceillre /iller A. The C41lItn Pul No. 18G 121 AI' liu('d to the No.7 posilion and Pan No. ISG 12) AN 10 the No. 10 posh ion on the D. The Wiler Put No. ISG III D filled to lite No.1 position on the afbt)r.
The. arbor should be lightly lubricated before asscmblinR Ibe cofft'1"5 find pilots. AU olhnys shouhl be thoroughJy
dUDed "beu the cutting
opcration~
bO"e buo completed.
Fronl Dnd renr Insert Ihe: taper pilots I:SG 123 AT anu ISG 123 OA into Ihe centre and rtilT liners respectively. Place Ihe parnllcl pilot 18G 123 AQ on the arbor. rollowed by Ihe c\llIer 18G 123 AN . Thread the arbor through the rront :md ce.ntre liners, fit the culler 18G 123 AP on the arhor, itlld thread Ihe arbor Ihrougb tbe IAper pilot in the rear liner. Secure tke cutlers and pilots in lI!cir rc!speclive. positions; 180 123 AN is located in No. 10 ilnd 18G 123 AP j~ loe:ltcd in No.7 00 the arbor. The cutter (or the fronl liner will ClIt first wilh the arhor piloting in tbe ceotre nnd rear liners. The cUller for Ihe rear liner will Colto\\' wilh the arbor pilolil)g io the front and centre liners. Clear away all the swarf before tbe plain pilot is :lllowed to enler the (ronl liner. When Ihe cut in the rear liner is finished, free the cUllers aod withdraw the arbor.
Centre Set up for the second parI oflhe operation by ioserting the pilots 18G 123 BC aod 180 123 BB in the front :lnd rCir lioen>. Thread tbearbor through Ihe pilot in the fronl liner and pl:lce the cutter for the cenlre liner on the arbor. Thread the arbor Ihrough the ce:otre liner and the pilot located in the rear liner. Secure the culler aod pilots in position; 18G 123 8 is located in No.7 position on Ibe arbor. Ream Ihe cenlre liner, release the cutter, and withdraw Ihe arbor.
Refitting Before refiuiog which is a reversal of the re moving procedure, assemble the camshaft retailling plate and the chain wheel to the camshaft. aDd check the camshafl endftoat ag:lins( the dimeosions given in the 'GENERAL
'-20
~I'bor.
DATA ' by measuring thc clearance between Ihe retaining plate and the thrust face n( the camshMt fronl journal. If the end-noal is excessive the retaining plate should be renewed. Lubricate thc journal .....ilh engine oil "lid rerer 10 Section A.16 when repillcing the diMribulor gear.
Section A.26 PISTONS AND CONNf.CTING RODS The piswo/gudgeGD piD anll CGDnccting rodjsmaU-end bLlSh can only be Gbtained as assemblies. Therefore, under OG circumstances should the sll1311-tod bush or gudgeon pin
be renewed separately. Rerno,"iDg Drain the cooling systefll. Drain the Irall~mission casing and cxlcmal oil filter. Remove tbe engine from the frame (Section A.33). Remove lhe flywheel n.ud dutch (Section A.l7), flywheel casing (Section A.22). transmission (Section A.23), and cylinder bead (Section A.9). Unlock and remove the big-end bolts and remove Ille benring c.'lp. Release Ihe connecting r(Jd froOl the crnnksh.afl. Withdraw the piston and connecting rod from the top o( tllc cylinder btock and refit the beAring cap. The bigelld btaring caps Ire offset, and the connoctiJlg rod assemblies in Nos. I and 3 cylinders are intercbanseable whcn new, as are tho~ for N()s. 2 and 4 cylinders. When used paris :Ire replaced after dismantling it is essential (bat tbey sbould be fitted in lheir original positioos. Tn order to ensure lhis, mark each cap and coonecting rod on tbe sides which arc fitted together with the number of (be cyl.il:\der from wbich thcy are taken. Disll!ut.lio.g
The gudgeon ptOS are fuUy floating ; remove the two circlips locating each pin nnd press the pins Dill. It is 1100.
Issue S. 72330
A
THE ENGINE e-sKGlial lbat the piston assemblies should be replaced in their own bores and fitted the same way round; they should be marked 10 fllcitiUlc tNS.
ReassembUo&
Assemble the pistons to the connecting rods; the gudgeon pia sbou1d be a hand push fit at a rooOl temperature of 20· C. (68 0 E). Secure each pia in its pistoo with two circlips. ensuring th31 they lit well into their grooves. Rt6ttiog Replacement of tbe piston and connecLing rod is a dircet revU'S31 o f the above, bUI the piston riog gaps should be SCI al 90· to eacb other. It is es~Dtial that each connecting rod and pislon assembly should be repla~d in iu own bore And fined tbe same way round.
ReSt the
big~nd
Fig . A.22 Chuking 'he pis/on rillg gop
bearinss in their origin.1 positions
(osueing that the lock washers are fitted correctly.
Tbe top and bottom halves of
ntW
bearings are,
however, iOlerchangeable, cach being drilkd for cylinder wall lubricacion .
Section A.27 PISTON RINGS Qe:moyiog If no special piston ring exp.:mder is available Ule a piece of thin steel such as a smooth ly ground hacksaw blade or disused ·020 in. (·50 mm.) feel er gauge. Raise one end of the riog out of its groove, insert the steel strip between tbe ring and the piston. ROlate Ihe slrip (ound tbe pislon, applying slight upword pressure to the raised pori ion of the ring until it resCs on tbe land :\bove the ring grooves. It can tben be eased offlhe piston. Do not ~move or replOllCC: the riugs over Ihe pislon skin, but always over tbe lOp of the piston.
Rc6ttWg Defore fitting new rings clean Ihe grooves in the piston to remove any carboo deposit. Care must be taken not to remove ony metal, or side-play between Ibe rin~ and Iht groove will result, with consequent ex:cessivc oil consumption ~od loss of gaS-lightness. The cylinder bore glazing should be removed before filting (lew piston rings ioto a worn bore, using equip.. meot specially designed for this purpose. T(:st new rirlgs io the cylinder bore to ensure that the ends do not bun togetner. The best way to do Ihis it 10 insert the piston approximatdy I in. (2·54 cm.) into the cylinder bore, push the ri.ng down onto the top of Ihe pisto n, ar.d hold it there in order to keep the ring square ",jib the bon:. The correct ring gnp is ·006 to ·011 in. (· 15 to ·28 mOl .). The second and third rings arc tapered and must be filled with the narrow taper upwards. A leiter 'r is stamped on Ihe Darrow face to facilitate id(:ntification.
Section A.28 PISTON SlZF.S AND CYLINDER BORES production pistons ore fined by sekctive assembly, and to racilitate this tb(: pistoJ"ls are st
Fig. A.21 The corTee/ ass~mbJy oj the cOllnecting rorls onti pl.tIOtU ro Ihe uarlktIJaJI 1100.
J.true 6.
'610
A.21
A
TIlE ENGINE Remove the liming cover aod gears (Sections A.19 and A.20) and the I.r.Insrnission (SecLiOD A.23). lift tbe cylinder block and place it upside-dowD io a dismantling fixture. Take out the sparking plugs 10 facililate turniog the craoksbllfL. Chock tbe crankshaft eod·Qoat to determine wbether reoewal o f the thrust washers is Deceu.uy. Remove tbe connecting rod bearing caps and shells, keepiog the shells \Vitil tileir respective caps for correct replacement, and release the conoectiug rods from the
crankshAft.
Fig. A.23
if"
The plSfon.t Oft: malked on flu;, crolllns ... a figure enclosed in 11 diamond 10 indicote Ihe;r size gfadillg.
which sl/Ould correspolld willi the similor siu stamped on Ihe cylinder block adjacent /0 the bous. Ol'crsize pilloru also how! 'heir ol'usizt dimenJions stamped 011 the trolln of ,he piston After reboring an engine, or whenever filting pistons differing in size from Ihose removed duriug dismantling, ~nscrc Ihal the sitt. of 'he pisto n fitled is stall'lped clearly on the lop of the cylinder blo:k aJoog.sidc me appropriate cylinder bore (see Fig. A.2J). Pistons arc supplied in tbe sizes indicated in tbe following !."ble :
PiSlon marking
STANDARD
Suitable bore size
Metric equivalent
2·54lA to
64·576 to 64·635 Qlm.
2·5447 in. OVERSIZE +,010 in . (-254 moo.) +·020 in. ('5011 rom.)
I 2·5524 to
64·830 to
2·5547 in. 2·5624 to 2·5647 in.
64·889 mm. 65·084 to 65·143 rom.
Prise out tbe retaining 'C' wasber and remove the backieg aod thrust washer to release the primary gear from the flywh eel end of tbe cra ukshaIt. Withdraw tbe maio beariog caps complete ..... ith the bottom bearing sheUs; caps and their respective shells must be kept togetber. The bottom halves of the two tllJ"Ust washers will be removed with (be centre ma.in bearing c:'p. RemOVe:: the craokshafl, the two remaining halves of tbe thrust w8sbers, and the top half·shells of the main bearings rrom the craoksbafl.
IDspc<&I Inspect the crankcase main journals Itnd crankpio.s for
wear, scores, scrntcbt£. 3nd o\,,,liIY. If necessary, the crankshart may be reground to the minjmulD. Limils ShOWD UDder 'CENERAL DATA'. MaiD bearings for reground crankshafts are available in sizes sbown under
'GENERAL DATA'. Clean the crankshaft thorougbly, ensuring 'hat tJle connecting oilways between the journals aod crankpins are perfectly clear. Tbey COlO be cleaned oul by applying R pressure gun cootaining fuel o r paraffin (kerosene). Wbeo clean, injecl a thin oil iD tbe same manner. Thoroughly cleao tbe bearing shells, caps, and housings above the craoksbaIt. Examine the bearing sbells for wear and pittiog, aDd look for evidcoec of breaking away or picking up. Renew the sbells if necessary. Bearings are: preunisbtd with the correct diamctral clearance, aDd do not require bedding in. New beariogs should be marked (0 match up wilh the markings on the
Seelioo A.29 CRANKSHAFT AND MAIN BEARINGS
A
A
Tile crankshaft is staticaUy and dynamicaUy balanced aDd is supported in the crankcase by lhut: ~newable roaiD bearings. The eod·fioat is conlrolJc:d by a tbeust w8$her tiUed on each side of the centre main beariog. RemoriDg Drain the transmission casing and external oil filter. Remove tbe cDgine as io SectiOD A.33. Extr3ct tile ftywhceJ aDd clutch asscmbly (Seetioo A.I7) ud remove tbe ftywheel bousing (Section A.22).
•. 22
5765110
Fig . .04.24 A section through the uQ/I/';shDj't primory gear. The bushes (A.) must be line-relJ/7led to 1·S015 fo 1·5020 in. (38' 13 to 38·15 mm.) 1100. Issuo 6. 5610
I
A
THE ENGINE
•
cap. and aD no ac(,ount dtou1d tb£1 be Wed to take up WCI' or 10 reduce running tlearance.
Check the thrust l\'ashers for wear on their bt:aring surfaces, and rcoew if necessary to obtain the correct
cod-ftoal. Refitting
•
'---- F----.:' .
Installation of the crauks-haft amI bearings is a. rcvenal being gi ..oeo to the following points :
Valve seol machining tliml!IIS;OIH '"/d (0) t)'lilll/a hfUd E.'fI,Q/,JI (A)
c. \ ·124 10 ,·12$ in .
(2S'55 to 2S'SS mm.). o . · t86 \0 -188 in. (4·n to 4·77 IPnl.). £. Malt. r.ldius 'OIS ill. ('38 mTll.). f . I -oH5 to '·0435 in. (25·99 to 16·50 mm.). 1<. 45'. J.
SectioD A.30
I'.
J.
(33' 178 ro 33,10.1 mm.). ·\86 to 'ISS in. (4-72104' 77 10m.). l . Ma..'(. ndillS '015 in. OSmm.). M. H435 10 H(;.1S in. (29'045 1029'551 mm.). P. 4S'.
Inlet (s) ty/ilula h,·,ld 11G 295 1')7.010 ' ·3755 in. l . Mu. r.,dius '015 in. (34'90 \0 J4-95 mm.). (·38 mm.). ·IR6Io '188 in. N. \ ·206\0 t·226 in.
or
SectioD A.3J VALVE SEAT TNSERTS Shoulr1 rhc va lve scatings become so badly worn or pilled iJat the normal workshop cOlliog Ilod refacing lools COIonol restore tbem to their original standard or efficiency, special valve seal inserts can be titled . The seatings in the cylinder head must be maehined to the dimensions givcn in Fig. A.25. Eacll iasert sbould bave aD i.a(erferellce 6( of ·0025 to ·0045 in. ('063 10 · 11 mrn.) and roust be pressed and not driven ioto the c)'iindu head. 1100. Issue S.
1140
OO'fIO 10 3H5 mm.). P.
CRAl\'l{SHAFT PRIMARY GEAR
(I.ubriuted Busbts)
120206 1'3075 [0 1·3085 in.
1.: .
(4'70 to 4·15 mm.).
Follow tbe Oywheel housing removal procedure giveo in Sect io n A.22 to gain access to the primary gear. E);,ttacllhe retaining 'C' washer and backing washer and witbdraw tbe gear rrom the cranksbaft, together with tbe rront and rear Ihrllst washers. Should Ihe busbes filled 10 the bore of Ihe gear become \Vorn. thcy can be removed and new busbes pressed ioto position. Burni.sh-ream in line to the dimcosion!l given in Fig. A.24. When refilling, make ccrtain that the correct running clearance '00)510 ·0065 in. (-089 10 . J65 mm.) is maiotaiDed between tbe inoer iJu"ust \wlsher and the prilWlry gear. If the c1ei\ran~ is outside these Ii mils, select and CIt the appropriate ......uhcr from the size range SbO....ll under the &aption (0 Fig. A.16. The rear thrust w4sber muse be 6ued with the trenled thrust facc agnimt the thrust fllce of tJle backing wasber. The cranksb140 primary gear on early vehicles is pressure-lubricated through drilling! in the crankshaft.
I:
Fig. A.25
(I) Ensure fbat the fhrust washers arc replaced tbe
(4) Lubric.,1le tbe beatings freely wilh eogine oil. (5) Tighten Ihe main bCOlring boilS (see 'GENERAL DATAl for torque spanner seUings).
,
- - - c---" '----.J ---~"' 5 $ UG
of the rcnloval procedure, particular attention, however.
correct way rouud (the oil grooves should face outwards) and locale tbe boHolD balf lab in the slot in Ihe bt:arint c
;;' : _ __ M
45~.
Afte r fitting, sriod or macbiue (ht new seaUug to the dimensions given in Fig. A.25. Normal valve-griDding may be oecessary (0 eosure dfidc::nt valve-sealiog.
SectioD A.32 FLYWHEEl. STARTER RING (S)'llcru-omesb Transmissica) To remove thc old starter ring fronl the ftywheel fbnge split the ring gear with a cold chisel. taking care oot to damage the flywheel. Make certain that the bore of lhe new ring aod its lUatil"lg surface on the flywbeel are free hom burrs nnd are perfectly clean. To fil the oew ring it must be bea.led to a temperature of 300 to 400 0 C. (572 to 7Sr F.), indicated by a Iigbtblue surface colour. Do not exceed this temperature, otherwise tbe temper of tbe teeth will be affected. The use of a tbumoslatieally controUed furnace is recommended. Place tbe heated riog 00 the 6.Y\I>·heel with tbe lead of the ring tectb towards the fiY''''heel rcgister. The expansion will allow the rioS to be fitted without force by pressiDg or tappiDg it lightly until the ring is bard against ils regi.s~r. This nperatioo should be:: followed by natural cooling. when the 'shrink fit' win be pt'nn3ncmly established and no rurther trealmenl required .
SectioD A.33 ENGINE AND TRANSMISSION TtJe enginl: lind traosmiuion assembly call be removed and refittcd througb tbe bonnet aperture, provided a service pit is available. or supports placed under the front
A.23
A sub-frame to raise the vehicle to a oper~lor 10 work underneath.
THE ENGINE ~uflkicnt
height (o r an
Rerno,jog Drain the cooling system if a healer is tined. Remove tlte bonnet. Disconnect the cnrlh lend froOi Ihe clutch hOllsin~ and remove (he elcctricalle:ads from Ihc distributor, coil, and d~' namo.
Remove: Ihe starter motor. Remove: the carburellcrs lind air cleaner as in Seeljoll A.4.
Disconnect the operating COIblc (fanllhe healer control valve: on tbe cylinder bead and the waler bo~cs from the valve and the return pipe. Release the clutch lever tension spring, remove Ihe lwo clolch slave cylinder mounting bolts, pull the push-rod from the: cylinder, and secure the cylinder assembly on the suspeusion ullit clca r of Ihc enpllc. Do not disconnect the Ouid liut. Remo\'e Ibe exhaust pipe to ma.nifold clamp. Release Ihe cooling sysu:m spill hos~ from th~ radi.uor o1nd Ibe cowlil)8. Disconn~ct Ihe speedometrr cable from Ihe tra n~· mission casing, or at Ih~ cable coupling on I,lter cars. Remove Ihc dust exclude.r from the chang~ speed lev~r. cxtract Ihe two rClaillillg pl"l~ screws, lIod withdraw the leyer. RemO\'e the two screws securing the change specd ·oxtension to Ihe floor tunnel. Jack up Ihe front clld :md place stlpporls bene~lh Ihe frame side-members. Rclease Ihe cxbaust pipe from it!; 10C.1tioll on Ihe IransmiS'iion casing. Remove Ihe four lower shouldered set screws (IWO eltch side) securing Ihc. e:'IIension 10 Ihe din-erem;,,1 casing a.nd remo\-e Ihe casing. Remove Ihe 'U' bolls 10 dis.collnccl both drjve shafl flexible couplings and push the ~Iiding joinls onto Ihe shafls 10 separate Ihe couplings. Remove Ih~ Iwo nuls securing the. leO-hand engine \m<>unLing 10 thc bearer plale. Remo\'c two righl-hand-side cyli ndu head stud nuls and fir IWO engine lifting eyes. Take Ihe weighl of the engine wilh liflmg equipment and remove the right-hand (ntine mounting br;]ckel and the screw!'i securing the reu mounling bracket 10 Ihe J;ub-frame. Make ccnain thal all cables, ctc .. ue cle~r of the cni!-ioe alld lift Ihe unil from Ihe car.
Rdiltiag ReSuing the engmc IS a reversal of (he remo\'al rroc;edur~.
From
mOflrllings
Remove tbe nuts securing the mountiog blocks to the engine bearer plate, right-hand mounling bra.cket, and Ihe left-hand sub-frames, Lift tbe eng;ne sufficiently 10 allow tbe blocks to be extracted. Reo, mounting Rcmove Ihe (our screws securing Ihe moundllS block to the cover and the sub-frame. Lift the engine sufficiently 10 allow the blocks to b~ extracted.
Section A.35 FlllST MOTION SHAFT OUTER RACE Rerne\'ing To remove th~ ouler race of tne (jrst motion shafl bearing from lh~ nywheel housing remove Ibe spring ring from ils aroovc immcdialcly above tbe outer raCe. Expand the bearing housing by immersing Ihc Ilywhecl huusing in very hOI water for sevc:ri\J minutes, Do not usc other me.thods or bealillg the boUSlog. Overheating: or the usc of a flame can casil)' di\roage I>r destroy Ihe flywheel housing. Usc Service 1001 18G 611 A to remove lite outer race from the housing. Dismantle the tool by ren\oving tbe threaded centre bolding pia, operating nUl, washer, and ('Iuler sleeve. Inser1 the cenlrt assembly or the t()ol inlO thc fllce so Ihat thc lips or tile collet register evenly under Ihe lower edge of Ihe mee. Tighteo tbe ncljusting nut 10 expand the collet into the race. Do not o\'ertighlcn. Refit Ihe I>Uler sleeve, wRsber. operating aUI, and the holding pin . 1-1011.1 the centre or the tool by Ihe holding pin and lighten down the operati,ns nut to witbdraw Ihe race from the housing. This opCfl'llioll mi\y illso be cMried oul using Selvice 1001180617 B wjlh Ihe sleeve from Ihe original Service 1001 180 617.
Re6fliog When refilling :111 Ollter race expanl.1 Ihe fl ywheel housing as previously described and posilion the rut'e ~quarcly in the mouth of Ibe bore of tbe housing with thc nywheel housing resting on a flat wooden surface. Using the driver portion of Service 1001 180617 A . gently drift or press in the race until Ihe lOp edge is j ust sufliciently clear of the ring groove 10 enable tbe spring ring 10 he refilled, Rdil the spring ring :! Ild lighlly oil tbe race.
Section A.36
Refill Ihe coolin£. system as in Seclion C.2. CYUND£R LINERS
Section A.34 ENG['\IE MOUNTINGS Re.moving Rc:mm·c tbc exhausl pipe 10 manifold damp. SUppOli Ih~ engine (0 take Ih~ w~ighl off the mounting blocks. ..1 .24
Should the eondilion of Ihe cylinder bores ~ such that fhey canoot be cleaned up 10 accept standard oversize pistons, dry cylinder liners can be lilted, This opcr.:u ioo olay be c.1(ried o ul by the usc o( specialized proprielary equipment or with a power press using pilol ada.ptors [0 th~ dimensions shown in Fig. A.27. The press mnst be ctlpable of 3 Ions (3048 leg.) pressure to fit new 1100.
I~ue
S. 1140
A
THE ENGINE
Ff-l;
lioers and 5 to 8 toO! (5080 to 81lS kg.) to remove old liners. Remove the eogine from the vehicle as detailed io. Section A.33. Dismantle the engice aDd remove Lbe
4m
~ , '
I
, 1I
~P--H--; !l ''--- c - l .
cylinder bead studs. IT liners bave nOI previously been fitted tbe bores must be machiotd and boned to the dimeDSioo/i; given in Ihe table below.
i'
I
p
RelDoriag ..om liD~
Place the cylinder block face downwards 00 suitable wooden 6uppOrU on the bed of tbe press, making sure tbat there is 6ufficient space between the block and the ~ of the press to aUow the worn lincr to pass down. rnscrt tbe pilot in the bottom of the liner aDd carefully press the liocr from the bore.
Prcsslog 10 De" llifen Thoroughly clean the inside of the bores and the oUlside orlbe liners. S1AI1d the cylinder block upright 00 the bed or tbe press, insert the pilot guide in the top of
SU)l
Fig . .4.27 Cylinder liner pilots should be made 10 Ih4 nbolle dirnellsions Irom cnsc·/lordening stul and cas/!· IJortlened. The pilof e,,·tension should be made from 55-loti hardening and tempering steel, hardened in 011. and Ihen tempered /0 550" C. (1,020" F.) Prcuing·out pilot
2.:~ in. (66·68 :!::J,M mOl.).
I..
the liner, and position the liner with its chautfertd end in the top of the bore. Make certain tbat tbe liner is square witb (be top of the block and that the ram of Ih~ press is over the ceJllrc of the pilot. P(Css the liner into Ihe bore. E~eh liner must be machined to the dimensions given aflC'r pressill& illlo position .
I. 2'517:!:~ in. {64'44 ~:m nlm _l. C. Ij in. (4<1'45 mm.). D. tin. (l9·0S mm.). t. i ill. B.S.W. IhT'C3U.
PrCHi llc·iQ pilol 1-& ill. (17-19 mOl.). u . 2H in. (61-26 mOl.). H. 2-S15::~ in. (6H! ~ :~ Illm.). I. Ilin.OI·75mm.). I{. fin. (I9'OS mOl.). L. ·015 in. (-)8 mm.l. f.
Pilol exlcllsio" 101 ill. (26·67 CII).). N. I in. (22'22 mOl.). p. tin. 05-87 O1m.). Q. t in. (15-87 mm.). ~ . I in. (25'4 rrun.) flaIS . s. fin. B.S.W. Ihrr~d. T. Ii in. (J1 ' 75 mm.). N.
Seclio. A.37 Fig. A.26 Tlt4 COrr4C( primory geor running denronce is ·0035 to ·0065 in. (·089 to . 165 171m.). Measure the gop {ndicaud and fit the appropriate thrust lI"Dsh4r as gi'll41l below 10 obioin this clearance Wllt"KIlP ,', ' 111510'119 in. (2,875 to ) ,025 mm.) ' 119 In '12 1 in. (l-()25 to )·016 rum.) ·121 to 'Il) in. 13-01610 )·J21 rum.) '12l to ' 125 in. (l'Il7 10 H! mm.)
.
LvII/II
",
Lhlrt Pan No.
•A' (1098 e.e.)
!2G 164
1100. raua 7.
5610
USII waslln l/ricktU!u ' 111 to ' 114 in. (1-848 10 2-898 nun.). ·11410 ' 116 in. (2-89810> 2·949 mm.) ' 11610 '11It in. (1,94910 )-(100 nun.) ' 11810 · 120 in. (1'000 10 1·051 mnl.)
Mocl!lI/r bnrtl 0/ cylll/tfu hlodc to ,ilis dlm,.,ulo" bt/ou filfl"lli~r
2·64015 (0 2·64125 in. (61-()16 10 6Ht88 mm.)
CRANKSHAFT PRIMARY GEAR (NoIl·1I1bricated Busbes) uter vehicles have bushes 6ued to the craokshoft primary gear which require no lubricatioo to reduce the possibility of oil Jeakage ioto, ~ clutch. No oil f~ed is provided for these bushes from the craDksbaft aDd no oil seal is fitted in the flywheel . To remove the pri.mary gear proceed as dcscnned io Section A.3D. Wheo n:6Uiog. cbock tbe fUonins. c1ea.r:1oce 10 tbe dimensioos given iD Fig. A.26 aDd adjust by fitting tbe correcllhrusl wasber.
OUIslik diOflltltr
0111""
2·641lS 10 2·&4400 in. (67' 139 LO 67·158 mm.)
JI/t"/rfcl/« /il 01 ~ ""t, In cylflUUr block bOff
·002 10 ilO12S in. ('05 to
·08 mm.)
Mocllfl/' lu/C!f btl" 10 ,Ids dlmclU/o"
Q/lwfillW 1-542 to 1'.505 lB. (64-566 to 64-60S 1IlDI.)
A.lS
A
TIlE ENGINE
Section A.38 flYWHEEL AND CLUTCH (Dlaphngm Spring Type) RemotiDg and reflitti.ne Carry ouf the instructions given io Section A.17 with the exception of the clulch thrust plate which is retaiaed
4
by a spring rill,l!. Remove tile flywbeel and clutch assembly from tbe cr.lOksbal't with Service IDOls 180304 aDd
laG 304 N. Re6uing is a rcvcrslll of the removing procedure.
3
Section A.39 PRIMARY GEAR
an.
SEAL
Re.moviDg Remove the Oywheel aod clutch (Sec.Lion A. I? [Coil Spriog Type) or SeeLion A .38lDiaphragm Spring TypeD. Remove the 'C' wasl:ter securing the primary gear to Ibe cranksbaft. Screw the ccolre boll tool 180 1068 bard home iolo tbe cr.tnksbart. Pull tbe primary gear away from the engine as rar as possible.
or
Pass the body of 1001 18G 1068 oyer the ceotre bolt and screw tbe winged out onto tbe centre bolt until the groove in the primary gear is visible inside the toot body. Fit the two bulf collets of the tool into the groove in the gear uod uoscrew the wioged out aoLi-clockwise to withdraw the primary gear and oil seal clear of the housing. Rc8ttiDg Liberally lubricate Ihe oil seal all over, and fi t it to tbe primary gear usiug (001 18G 1043. Eosure rbat tbe primacy gear tbros! wasber is correctly posilioned 00 its sboulder on (he cranksbaft, aDd fit the primary gear. Cbeek tbat the gear teeth are starting to engage and
tbat the oil seal, whilst contacting the housing bore. is dill seated aD the ~ng surface of the gear. Pass the body of tool 18G 1068 over the crankshaft aDd screw the winged Dut down tbe ceDtre bolt uotil the base of the tool conlOlclS tbe lip of tbe housing bore. Remove tbe tool and re6t the 8ywhcel aDd clutcb.
SeetioD A.40 EXHAUsr SYSTEM Rtmonnc (I) SlackeD the exhaust pipe. to manifold clamp. (2) Release tbe pipe. from its fixing point on tbe traosmis.sioo case, from the two locations 00 tbe real sub-rrame, aDd from the mounting by tbe rear wheel areh on later Coul)trymao and Traveller models.
ReOtt!nc (3) Fit Ibe exhaust system to tbe manifold, leayiog tbe clamp outs just slack .
.4.26
00137
Fig. A.2! The UQr cross-member exhaust pf/H SUppOTt (fmer models)
I. AdjuSI;!blc mountillg plltrorm. 2. Rubber bobbin (2 off).
3. Support craule. 4, Wonn drive clip,
(4) Saure tbe pipe: to bolb tbe rubber suspeoded supports on the rear sub-frame. On later models twio rubber bobbins are fitted 10 a mounting platConn, which may be adjusted yerticaUy at its point of attaehnlCo( to the rear cross-member to prevent misalignment of tbe exhaust pipe (see Fig. A.28). (5) Fit tbe pipe to tbe wag point on tbe transmission C
(6) 00 later Countryman aDd TraveUer vehicles fit the elip to the strap 00 the rear wheel arch . (7) FuUy tighteo tbe clamp outs.
Hut shield This is filt.td as :1.ll integral assembly with the silencer 00 laler models. Wheo tittiog a oew exbaust system 10 earlier ears, diseard tbe existing ~eparale heat sbield, if one is fitted .
SectiOD A.41 OlL CONTROL PISTON RINGS--DUAFLEX 61 (Laltr Can) When fiuing (be later type of oil coottol ring (DuaHex 61), the foUowing points must be observed : (a) Gap the rails and side spriog (see 'GENERAL DATA').
(b) Tbe lugs of tbe cxpander must be butted together (not cros.sed), aDd inserted into one of the holes io tbe scraper rlog groove a D tbe non-thrust side or the pislOO. (e) Stagger tbe gaps of tbe twin rails and side spring on tbe non-thrust side of the piston. (d) Wben compressing the riogs before refitting the pistons ensure that tbe end of eacb riag is fully bome in the groove. (e) Remove lOY &laze from the cylinder bores b¢fore reSttiog the pistODS. tlOO. Is.sue 7. '610
A
TIlE ENGINE SERVICE TOOlS
18G
n. Valve Seat Cutter Haadle
Both the: pilot aDd Ille haodle are used wilb tbe fioisbing euner, the glaze breaker, aad Ihe narrowing
cutter.
18G 21
18G 167 D. Valve Sui Cutler Pilot
($' J8G 167 D
18G 167. VaIYe Seat Finishing Cottn 18G 167 A. Vain Seat Claze BrHker Tbe usc of tbese cutters will save lengthy aDd waSleful
"inding in when tbe valve seats acc pitted. Worn seats usually bave a glass-hard surface, aDd the Jlaze breaker \\;U prepare these scals for an y cutting tbal may be
....
n~sary.
18G 167
18G 167 A
18G 167 B
18G 167 C
laG 167 B. YaI'e Scal Narro'I'ri.Dg Cutter-Top 18G 167 C. Val.... Seat NlUTowiDg Cutter-Bottom These narrowing cutters will enable the vaJve seats to be roaiDt.ai.oed at their original dimensions, See 'GENERAL DATA'. fOliA
tSG 19. Vahe SUcti.OD Grinder
A metal bandle eomplek with a detacbable rubber
suction pad (180 29 A). An additional pad (18G 29 B) is required for uae with this model. 18G 19 1100.
[ssuc
6. 5610
A<,'" A.27
A
THE ENGlNE
laG 45. Valve SprinS Compressor Tbis 1001 is designed wilh a earu and lever aetion which is both positive and speedy, The adaptor riog i& specially
sbaped to faci litate the removal aod repl~menl of split tollds. Screw adjuslment is also provided.
J8G 45
18G 2. Crawhall Gear !lind PuUey Remover A multipurpose 1001 \\ith ahemalive legs readily inter-
changeable: ODe pair wilb tbin Oat ends dtsigned LO remove the craoksbaR gcar, and the other pairj~ il.h tapered ends suitable for pLlUey grooves.~-=~:~
IBG 2
180 138. Craoksbalt Gear Rnd Pulley Replacer
Tbis tool will replace the crankshaft gear andJ'ellsore Ibat the timiog cover is located correctly. The felt oil seal aud cover lI)ust be concentric "'ith rhe c ranlshaft.'.thus safeguarding agninst oil Ieales.
18G 138
18G 134. BearlDg :!lad Oil Seal Replacer (basic tool) &l'XX
18C 134
i8G 134 nc Cr.oksb:l[t Prim3l)' Gear Oil Seal ReplaceT Adaptor
18G 134 BC
A.28
1100.
{&,uc:
6..
S610
A
THE ENGINE
lac 134 80. Timio, Cue Oil SuI Replacer Adaptor The fiuing of the primM)' gellf and liming case oil seals 10 their respc:Clivc posiliom must be carried OUI witb extreme care, Both the handle (Part No. 18G 134) and adaptors (Pari Nos. 18G 134 BC alld 18G 134 BD), must be used to ensure that the seals are fitted to their respecLive positions correctly and without damage. 18G 134
IBG 69.
au
no
Pump Rttief Vain GtiJuU.C-iD Tool
Ouigncri to facililale Ihe (cmo\'al Md grinding in of the engille oil relief valve. Ti~hlerung the $cl sere\!,' will expnnd the rubber plunger to ensure that thc 1001 is a li~hl fil \.... hcn imc:rctd inlo the hollow oil relief \'8h'c. J8G 69
l8G
9~,
SlM)ck SpRfUl:Cr
A shoclc-IYpt spanner designed 10 remove the cranksbltft pulley screw wi.hout having 10 lock the cra1\kshllfl. t'ly iOlprovised mnns, which invariably dama8es the engine components.
18G 98
18G 55 A. PistOD RiDg Compressor A cJampins dcvice to (.·ompress the piston rinas, C'nabling Ihe ope-rator to pusb Ihe piston assembly into Ihe cylinder borc wjlh 8 millimtlm of rreUUH:, thus a\oidins damage to !he pislon and piston riu.~s.
I BC 55 A
ISC 304 M. Flywheel and Clutch Remo ...cr Adaplor These adaptors arc for use wilb basic to"t t8G 304 (shown al Ihe cnd of Section H) to remove the n~vhccl (rom the crankshaft \vl"len lilted with a coil spriug clutch. The Ihree idcnlica) screws mllst be screwed Illrough the plale of Ihis 1001 into the ftywheel and the roullh screw u~d 10 replace Ihe cenfre screw of the tool.
l8G 304 M 1100. luue 5. 12330
A .19
A
THE ENGINE
18G 304 N. Flfl'l'bec!1 and auttb Remover Adaptors A set o f adaptors wh..ich must be used wben pulling a 6ywheel fill ed with a diaphragm clutch . Use wilh to ol 18G 304.
18C 304 N
IBG 124 A. Camsbaft Lwer Remover lIIod Replaur (basic
tool)
18G J24 A
18G 536. Torque Wrcocb-2 10 8 lb. ft. ('28 to HI kg. m.)
18G 537. Torque Wrcoch-S to 30 lb. ft. (0'69 to 4·15 kg. m.)
". 18G 536, 18G 537
18G ]24 B. Cam!ibart Uaer Remover Adaptor 18G 124 K. Camshaft Linu Remover Ad:tptor
18G J1A M . Camshaft Liner Remover Adaplor Will1 the aid of tool ISG 124 A aDd the above adaptors camshaft liners can be tcolovcd and new lintrs pulled iolO the cylioder block without tbe da mage iu\'aril'bly associated wit h the usc of improvised drifts. A.30
laG 124 B
18G 124 M
l8G 124 K 1100.
,~uc
S.
72))0
A
TIlE ENGINE
l aG 123 A
18G 123 A. C.m5haft Lieer Reamer (basic: tool) 18G 123 AT.
CanL~h.rt
Lioe-r RcameT Pilot-Ce.nlte
l8G 123 BA. Camshaft Liser Rumcr Pilot-Rear lac 123 AQ.
C~rnsbaft
Liner Rumer Pilot-FroDt
18G J13 AN
18G 123 AI'
t8G 123 AB
18G 123 BB. C:unshlft Liner Rumer Pilot-Rur
18G 123 Be.
Cam~bart
Libu ReAmer Pilot-FroDt
18G )23 AN. Cl4l11.Sboft Liner Reamer Cutter-Front 18G 123 AP. Camshaft Liner Reamer Cutter-ReM
18G 123 AB. CamshAft Lioer Re.3Dlcr Cutter---Ceutre 11tis equipment is essential when reconditioning cylinder blocks. olbcC\\'ise call1Sbaft liners cannot be reamed in lioe,
18G lJ.4 HH. Flywbeel and Front Hub Oil Seal Replater A42ptor
For the correct and easy replacement or tbe Oywbetl oil seal. Use in conjunction with handle (part No. 18G 134).
18G 123 AQ
l 8G 123 DB
18G 123 SA
18G 123 DC
18G 123 AT
~ ~.. 18G I J..t 8H
-
laG 312. Torqoc WrcDch-JO to 140 lb. ft. (4' 15 to 19·4 kg. m.) A universal torque wrench for use with standard sockets. This tool is essential if tb
Issue 2.
72330
A.3 1
A
TIlE ENGINE
18G 510. Cnwharc Priml.r)' GeRr Oil Seal Protector SIH'C For use wheo 6ltiuS the flywheel housing 10 prevetU the clutch splioes on 'he cranksbaft primMY gear, damaging the oil seal. The two pilot studs must be scuwcd into the two bottom Lapped holes in the cylinder block.
18C 570
18G 617 A. f1)'",heel Housing BeariJlg (First MOtlOD Shart)
Ooter Race Remot'crjReplaccr
or
This tool will remove and replace the oUler race the roller bearins witbout Ihe damage to the flywheel ho using which occurs when improvised illdbods arc used. 18G 6 17 A
laG 1043. Cnnk5han Primary Gear Oil Seal Protector SlunFor use when fluing the ftywhect housing to prevent tbe clutch splines on the crankshaft primary gent' damag· i08 the oil seaJ. This tool most be used for assembly when a red silicon rubber oil seal is fitted. The earlier Prolcctive Sleeve 18G 570 must DOt be ustd with the silicon rubber seal, The two pilot studs must be screwed into the two botlom lapped holes ill the cylinder block, 18G 104J
J8G 1044.
EdgjD~
fo'rOll1 Cover Ceotraliur
For use wben fitLing (he modifle.d liming cover and oil tbrower (0 centralize Ihe cover on the crankshaft.
18G 1044
A.32
1100,
Issue 1, 12).10
A
TIlE ENGINE
HIG 1068. RemoyerJReplaur-Prlmllr}' GUt Oll Seal fbis tool enables the prilDary gear oil seal to be removed ;Iod refilled with the power unit remainiDg filled io the ...ehicle al\d wilhout draining the engine or removing the Oywhecl housing.
18G 1068
18G 226. AD,ij And Drift-Rocker Bush Remo"erj Replacer 18G 226 A. Drift-Rocker BtL'Ib Remover/ Replacer Use the drift 18G 226 A with Lhe anvil (rom Sen·ice
tool kit 18G 226 (or remo\':og and (epilleing tbe forgedtype rocker bushes.
18G Zl6 A
I )00.
Issue 2.
5610
"".33
Aa
SECTION Aa THE ENGINE Tbc loformatioD gi'l"tD 10 this SectiOG rerers tpedfiully to CD~ fiUed "jib automatie traasIJltssKUt aU1l1 be used 10 conjwtclioo ,.-ilit SectioGa A (1091k.c. eogines) Dod Ab (1275-c.c. CDg:lDes)
an'
StCf;On
CaU1Shart
A•. 7
..
Au.13
.. ..
Converter output geaT CODverter housing oil seal replacement ••
A•. 12•
Craoksbafl aDd main beariogs
Aa.9
Cylinder liners
..
A •. tO
Dislribulor driying spindle
A.A
EQiinc and transmission
Aa.l
Lubrication
Aa.J
Oil pUOlp
Aa.6
Pistons aDd connecting rods
Aa.S
Transmission unit
Aa.J Aa . ~
tVa1ve timiog ••
t This opention
1100.
Aa.11
fssue 4.
16068
mwt be rollowed by aD emaWit cmissioD ml'Ck
~I
Aa.l
Aa
THE ENGINE
Fig. AD. I
71te main
compf)nt"/~' /lJ be di.f(Ollne(led Dr r~mt1vl!d from
be/oul fhe cor before remoYillg
fhe tllgilfi' ond trDnsmiss;orl IIn;1
Section Aa.1
011 filler element rcplncement R~moYQI
LUBRlCATlON
EngiocjlclUlsmissiob oil 1"\,,,1 (I) Slarl the engine anti Tun for 1-2 m;oules. Swilch {lIT Iht: ignilion and wait for I minule. (2) Check the oil level with the dipstick and lOp up if ncassary w;lh the recomroended oil 10 O,e 'MAX' m,uk on (he dipslick . Cba.oCiog the eogioc/lrusmissioo oil Tbc oil should be drilined at Ihe periods recommended io Ihe Driver's H'lOdbook and whilst it is warm aad nuid . (3) Remove the magnetic draio plug from the righthand side of tbe transOlissioo casin.g aDd abow tbe oil to drain. Clean (usiog noD-Huffy clorb) aDd refit Ihe drain plug.
(4) Refillihe engine/l.13nsmissioo unit wilb (he recommended oil 10 tbe 'MAX' mark on tbe dipSfick. (5) Carry oul ilelUs ( I) and (2). AD.2
(6) Place a suitable cODtainer bCDe;l!h the oil ruler. (7) Slack.c=o tbe ignition coil mounting brocket clamp bolt. (8) Unscrew tbe central rcl.,in.ing holt using a socket· spaoner inserted tbrough a hole iD Ihe eogioe mounling plale, and remO'ie Ihe bowl and element assembly.
Cltaning (9) Thorougbly clean tile filter bowl witb petrol (fuel) and dry off. (10) Wipe the tiller hcnd dt.aQ and fil a new sealing riog in the filter bead recess.
Rt!jifling .(11 ) Reassemble the fileer bowl with n new dement. Ensure lhat the ioler"al seat washer is in good condition and iI snuz fj( on the retaining bolt, and · that the luter, shorl, spring is n(lt u~ed in eonjunclioll with an early type, shorL fIJler. • 1tOO.
Issuc ·". 16068
A
SECTION Aa 11fE ENGINE Tbe infol'1ll.l.doa ".ea .. lh1s &c:tioa rtltn spetUlcally (0 eoPSel fitted ~illl atlt"lI)~tk tr,us.. mission 80d TOust be ased kl coojunctioa "Ub SectiOllS A (109k(. tngines) and Ab (127S-t.c:. tupnts)
Sec/ion
..
Camshaf1
AI.7
COl)vertcr oUlput su.r
AI,II
Cooverter output gear oil seal replacerucQt
Aa.12
,.
Cranksbafi and ruaia bearings
AIl .9
Cylinder tincrs
Aa .IO
Distributor drivio8 IipiDdle
Aa.4
Engine and transmissioo
Aa.2
Lubrication
As.!
Oil pump
.,
Aa.6
Pistons aod coollecting rods
..
Aa.1s
TraosmillSioo un it
Aa.3
tValvc timing . .
t Thtse opuations must be followcd by
1100.
wucl.
Illl!
Aa .S RO
uhausl c.,ision check
Fii.1
..1'0.1
Aa
THE ENGINE
-Fig. Ao.!
Tht main cn/1/polle"ff /0 be
d;sco'mec,~d
or remol'l!d/rom helm" the cor beJou fernOy;ug
fhe engine olld trnnnnissiOIl Imit
SectioD Aa.l
Oil filler elemeDI repl.cemeol
Removal LUBIUCATION
Enginc !llJlnsmissioo oil len'l (I) Start the engine and mil fnr 1-2 minutes. Swi lch off lite ignilioQ and wa il for I miOl/Ie. (2) Check ffle oil level witb the dipstick and lOp up if
Deccssary wilh ahe rn:ommended oil 10 the 'MAX' mar\: on the dipstick. Chillemg the 4:ngine/fraJl5U1is.sion oil The oil should be drained al Ihe periods recommended in Ihl!: Driver's Handhook and whilst it is warm and ftuid . (3) Remove the magnelic drain plug from tbe righlhand side o f Ihe tranSfJUssion casing and al10w Ihe oil (0 drain. Clean (usiog non.fluffy cloth) and refit the drain plug.
(4) Refill Ihe engioeitransmtssion unit with tbe rc.commended oil to the 'MAX' roark on the dipslK:k. (5) Carry OUt items (I) ;lnd (2). Ao.2
(6) Piece a suitable eOr1tainer
~neath
the oil filter.
(7) Slacken tbe ignilior1 coil mounling brAcket clamp
boll. (8) Unscrew Ihe central retaining holt using a socket spanner inserted through a ho le in the eogine mouDting plait:, and remove the bowl ADd element assembly.
Cll!on;"g (9) TboroughJy cleaD tbe litler bowl witb petrol (fuel)
and dry off. (10) Wipe the filler bead cteaa aDd fit ring in tbe filter head recess.
new seating
Refitting (II) Reassemble the filler bowl with a Dew eleroeot aod the internaJ compooeots fitted in Ibe conecl order. Ensure that the internal sealing wasber is in good condition and a SDUg fit on !be retaining: boiL 1100.
lDuc 3.
11378
Aa
THE ENGINE
Fig. AQ.2 T"~
nloill components
/0
be discofllluled or remoyltdfrom QbClVe ,he enr before remo'lling the engine Qnd Ir(nlsmission fmil
(12) Refit the filter bowl assembly and tighten the central retniniug boll 10 lhe torque figure given in 'GENERAL DATA',
Section AI.2
(lJ) Check for oil leakage ilUJDediately the engine is started. (14) Top up tbe engine oil level following the iosfruclions given in items (I) and (2).
RemON,
(I S) Ensure the ignition coil mouDting brack.et is in
irs correct position and tighten tbe clamp bolt. Filler bud and bowl assembl)" Removin,S: (16) Uuscn;w Ihc filter hCrlc1 rccRining bolts and renlOvc
(he assembly. Refilli"g {17.l Reverse. the renloy;)1 instructions, fitting a new joint washer .wd seals if nece~ary . Tighten [be securing bolts 10 the torq ue Q@urein 'GENERAL DATA',
(18) Carry oul items (13) and (14). 1100. luue 1, 11378
ENGINE AND TRANSMISSION (I) Disconnect and
r~move!.he
bauery aDd (fay ,
From below Ihe cor: (2) Disconllecl the gear cbaoge cable at the maoual selector rod bel1·craD~ lever and from Ihe trans· rnJssioD case, Remove the selector cnble to body clip aod tie the cable back. (3) Remove tbe exhaust steady bracket from the traosmission ease (olle nut bas a lockins lab). (4) Raise: Ibe frollt of tbe car uDli.llbe wheels are free to rOlllte and remove Ihe drive Shaft flaoge securing outs , (5) Remove the engine rear mounting outs. (6) Drain the cooliog sySlem.
From above: (7) Disconnect the bonnet Slay aDd tie back the bOMel . (8) Disconnect the split type speedometer drive cable. Ao.)
Aa
TIlE ENGINE ReJIttiD. (17) Reverse tbe removal procedure with particular attention to tbe foll owing points. (18) Lower the cngjne/lraosruission unit to a posilion wbere the drive sbafts c.\ID engage the driving Racge studs aod screw the securiog IlUI$ 00 approximately fOllr threads. Lower the unit completely into the cae. (19) Adjust tbe gear cbange c..."\ble aDd selector rod (see Section Fa.2).
Fig. AD,3 TJ,~
lifling QI/oehme'" wetlwhe/l remClvlng and rejitti"g lhe power unit
(9) Disconnect the earth leAd from the body and rc,. move the elecuicallea.ds (rOlta tbe coil, starter, aDd dynamo and remove tbe distributor cap. (10) Remove {he air cleaner, and disconnect the choke and IhrOll..le cables and the fuel feed pi~ . (II) Disconnect the operating cable from the beater control valve aod the water hoses from tbe valve and re(llJ'"n pipe (whe n 6Ucd). (12) Disconnect the engine stabilizer bar and remove tbe nuls securing tbe two froot cogiDe mountings , (13) Remove tbe ex.baust pipe manifold damp. (14) Release (be cooling system spi.U bose from tbe radiator cowling. (IS) fit the engine lifting .1Hachlllcnt (see Fig. As .) . (l6) lift the engine vertically and sufficiently to release the drive sh..lhs from the drivwg:Oaoges, and rcmove tbe engine/traosmission \lolt fro,» tbe car.
Fig. AD.5 Removing the com'ulcr usillg Sen'ice 1001 18G 1086, A strewdril'er to stop Ihe converter fuming, a"d rite loll' pr~ssure .,o",~. art! indicoted by Qrf(JII'S SeCtiOD
Aa.3 TRANSMISSION UNIT
Remorin, (I) Remove tbe: cogioe aDd flansmission (sec Section Aa.2).
-
,C
J
,
"
J I
(\.
n
. .,' "
Fig, Ao.4 /l~mol·jJlg Ih~ conv~r1er cetUre
boll usillg Sell'ice 100/ 18G 587. A suitable screU'dril"er inserled through tile co,,"er/~r housing 10 SlOp the COllYe1tcr II/riling, and 'he CO"I't~rter dmin plllgs, are Indicateli by fJrro lVS
Ao.4
(2) Remove the radiator 1lI0uniiog bracket from the lransuUssion case. (3) Ranove the sla rter motor and converter cover. (4) Drain the transmission. (5) Knock back the lock wasber 00 the converter centre hoh. Hold the converter from turniDg witb a suitable screwdriver inserted througb the bole ill tbe CODvener ttousing. Usi ng Se rvice tool18G 587 remo . . . e \be centre bolt (Fig. Aa.4). (6) K.noclr,; back the locking tabs aod renh)ve CJnee equally spaced set screws from thceODvcrler ceotre. Ensure tbat the slot in the end of tbe cf'.loksbaft is boril'.outal. Using Service 1001 18G 1086 with the adaptor correctly positioned remoyc the converter (Fig. A:I.5). 1100.
, !>SUC
3.
11 378
Aa
THE ENGINE
,)
1 t ..... Fig. AfI.6
U.fillg Senice 1001 18G 1088 fO hold lilt CO/I verier 1)1f/put geor whit" remoyin.~ 'he input gea! nut (7) Remove tbe low presslIre vaJve from the converter housing. (8) Using Service tool 18G 1088 fitted onlo the converter OUtpilt gear, remove tbe input gear selflocking out (Fig. Aa.6). (9) Remove the gear cblloge bell-crank lever clevis pin and out and lift off tllC bell-crank kver. Remove tbe bell-cra.nk lever pivot . (10) Fit tbe nylon protector sleeve Service: (Dol 18G 1098 over tbe cOllverter OUlput gear.
(II) Rcmo\'c the
nul~
il,nd set screws securing the con-
verter bousiog to the transmission and lift away the bousing. (12) Lever the maio oil feed pipe from the transmissioll
and oil pump. (13) Remove tbc idler gear, IbTust washers and tbe eonverler OUIPU! gear assembly. (14) Disconneel Ihe 80\:ernor cODtrol rod al tbe carburetter.
Fig. Au.8
The I. 2.
COli verier
hOllsing remol'l'd showi,.g:
IIobio oil pump. OUlput ;e.lr.
~.
Con~(:rtcr
S.
J. Idler lear.
6.
l.oput gt;Ir. Oil rord pipe. Sc:!lillB riots·
(IS) Rcmove Ihe oil filler .membly aDd then lbe engine oil fecd pipe together with iLS rubbu se<11 and spring washer, (16) RClllove the OUIS and n( screws s\!curil1g the engine to the transmission and wilb suitable lifting equipment lift away the cnsioe.
, !;
.;
""
,.......
:
r
''' Po' ',
""..:,:'"'''''''' """" "
--
Fig. Aa.;
The main oil fecd pipe with its rubber senl (Tlld spring washl'r 1100,
rs~ue
2.
1J962
Fig. AQ.9 Rep/QeI/lg the stolor hUlising uil seQI. Pressillg Ihe seal ill usiJJg Service IUo/ISG 134 and adaptor ISG 134 eN wilh (il1set) showing exp}(lded view Ao.S
Aa
THE ENGINE (18) Fit the rubber sealing riog onto (be main oil strfliner pipe and fit new gaskets 10 tbe traosQussion case. (19) Lower tbe engine OnlO transmission. Ensure thai the moulded rubber seal is correctly located. Tighten (be set screws and nulS as tbe transmission is being lowered in posilioG. (20) Refit the transmission (0 engine oil reed pipe, with (he spring beneatb the rubber seal. (2l) Refit lhe oil ruler together with its two rubber sealing rings and gad,els. (22) Refit the main oiJ pump to traosmissioD oil pipe.
we
Fig. An. IO
The cOlIVerltl output gem. Measllre the gap inJit:ofed and /it fhe opproprilJu thrust wnshcr
Inspection Ensure tbal the oil rings filted to the main oil pipe, oil lUter, traosmission to engine ojl feed pipe and main oil strainer pipe are in perreet condition. All joint (aces must be (rce (rom burrs Rud Dew joint wash::rs must be used .
Cleanliness is esscnt ial at all times. Inspect the idler gcaf bearings and renew if oece8Sa ry usiug SeC',"i,"'! Inol 180 SRI to remove the be.uiogs (rolD tbe Q sings. Y"spt:ct tbe in put gear bcariug :lDd reoew if necessary by removi ng the circlip and pressing [he bearing (rom the bousiog. Check the main o il sea ls and (eoeWif nt'ccssa ry. J( it is nc:c.essary to renew the converter output
gear oil $tal this operation is dcl.1iled in Section Aa.12. To renew the sta.tor carrier oil Ral remove the st.llor oil senl bousing and carefully remove the seal. Lubricate the lIew se.'\1 and press into tbt: housing using Service lools 18G 134 a nd 18G 134 eN (Fig. Aa.9). RefiNing (17) Immerse tbe (rolll main bearing C:lP moulded rubber oil sc.,1 in oil and (II wilb tbe lip facing the rear of the engine. ....b7 4 ,U.
Fig. AD.l2
The cOl/verier outplll (I), idler (2), ond input geor (3) with their respective thrust washers
(23) Trim 01T any excess transmission joint from the rea r of the unit. Ckan the surfaces and fit a new converter bo using gasket_ (24) Refit tbe eoovutcr output gear. When refilOuB. make certaio th.'\1 tbe correct running clearance of -0035 to .0065 in . (·08910 -165 mm.) iro maintained between the inner tbrust washer and the convener o utput gear. If tbe clearance is outside these: limits. select and 6t the appropriate washer from the size range, with the chamfered inner edge of the wasber 10 fa ce the crankshaft. Fig. AD.II Th~
idlu /Viti input g~ors filled wilh (he S~(l}icl! 1001 18G 1089 (/11'0 sels of special wtzShers Meh set in(~r pDS~d with D wax H'4rher)
Ao.6
COllverter output geflr thrust woshers ,112 10 ,114 in. (2-84 to 2·89 mm.) -114 to ·116 io. (2,89 (0 2·94 mm.) · 11610 ' 118 to. (2,94 to 2·99 mm.) ·11 8 to -120 io. (2-99 to ) -05 mm.) 1100.
hsuc I. 73962
Aa
THE f;l'IGfNE
( 0.'
8
l
)
". " , Fig . .1".6 Using Sl',.,ice 1001 18G 1088 to Iwld 'lit COII~~r/~r oul· pul genr .....h<>n removing
(7)
R ( mo~'C
(he inp"1 1.('Qf mIl
the low pressure ....alve from the converter
housing. (8) Using Service tool J80 1088 lilled onto (he con· verier output gcar, reooove (be ioput gear self· laclcitl~ nut (fig. A.3 .6), (9) Remove the gea r cbacge bcll-crank lever c.;leyis p in Dod oUI aad lin otl" tbe bcll-crll.ok lever. Remove
tbe bdl-eraok lever pivot. (10) Fit Ihe Dylon protector !:Iccvc Service lool18G 1098 over the couverter oulpull:c,;:ar.
(11) Remove the (lui! aod set screws securiog the converier hou~ing (0 tbe LIaDsmis~ioo ttnd lift away the boultiog. (12) Lever the nl:Jin oil feed pipe frOIn Ihe lI'ansmi ~sion
and oil pump. (13) Rcnlove tbe idler gear, [brus! wl\shcJ$ " nd the Con"~r(er output gear assembly, (14) Disconnect (he goveraor control rod at lhe carburcHer.
, A
-
Tht main (Iii feed pipe wilh its J'ubbu senl o1ld spring washer
bsuc 2. 16068
The ("OJ/yef/e! hO!lsing rf!mQ~f'rI shou'illg: I . " 'b in oil pU.np. 2. COIwe,ler OUIJN\ grar. .1. rdJer gear.
4. Input gear. ~ Oil (ted pipe. G. Scilling rincs .
( 15) ncmovc (he oil filter :lsscmbly i1nd tbeD (he engine oil feed pipe together wilh its rubber seill and
spriog wasIler. ( 16) Remo ve th e nulS and set screws securing the cngine to the transmission Cl.ucl with suitable lifting equipm~lIt Jift aWAy the engillc,
, I
fig. An.7
II 00.
Fig. An.S
Fig . ..40.9 eReplucillg 11Il' (."11II\"t'rll'r ol/Ip/ll g(!fIr oilsClll, Pre,fsiltg lite seal UI "sing Snl'il'f! 1001 J RG 134 al/d adnplor 18G 134 eN l1.'j,1I 011 exp/Ol/cd view .fhol\'/l ilrJl!t.
Aa
1HE ENGINE
Fig . Ao. IO Tht romer/tf Otlfpuf genr. Measure Iht gt1P huliCflltd ond fit the nppropriate fllfllSI Il'nsher
(18) Fit Ibe rubber sealing ring onlo tbe main oil strainer pipe aDd fi( new gaskets to the uansmissioo case:. (19) Lower tbe eosine 0010 lbe traosmissioo. Ensure tbat the moulded rubber seal is conectly located. Tightco tbe se:t screws Bod OUIS as the transmission is being lowered in positioD_ (20) Refit the transmission to engine oil feed pipe, with tbe spring beneath the rubber seal. (21) Refit the oil filler togClher witb its Iwo rubb.!r sealing rings llnd gaskets. (22) Refit the mflio oil pump TO transmission oil pipe.
lAspecdOD Eosure tbat (be oil rings fitled 10 the maio oil pipe, oil
filter, transroission 10 eogioe oil feed pipe aDd main oil straioer pipe are io perfcct conditioo. All joint races must be (ree from burrs and oew joiot wasbers must be used.
Cleaoliocss is esseolial at IIl1lime.s . • Iaspect the kiter gear bearings and renew if oct.cssuy using Service tool 18G 581 to remove the bearincs (rom the casings. Inspect (he ioput leotf bearing and 'cuew if occ.c:ssary by removing tbe circlip aDd pressi"! the beariog froro the bousie._ Cbeck tbe maiD oil seals aod rCDew if necessary. Ir it is necessary (0 renew the converter housing oil seal this operation is detailed io Seelio" Aa.12. To renew theconvuter output geM oil seal remove Ihe rear case asS(:mbly ~nd c.1r'tJully remove Ihc sell I. Lubricate the new senl ;lnd preJ;S inln the hnusing using Service tools 18G 134 and 18G 114 eN (Fig. A;'l .9) .•
ReJItdD, (17) Immerse tbe frool main bearing cap moulded rubber oil seal in oil and fit with tbe Lip (aciog the rear of Ihe engine_
Fig . .040.12 The converter output (I), idler (2), and i1fput gear (3) with their respective Ihwsl woshe,s (23) Trim off any excess transmission joinl (rom Ihe rea.r of tbe unit. aean the surfaces and fit a new converter housing gasket. (24) Refit (he converter output gear. When refilling •. make certain that the correct running c!eorallee of ·0035 to ·0065 in. ({)89 to ·165 mol.) is mainlaioed between the inner thrust wasber and the converter output gear. If [be clearance is outside Ibese jimits, select and fit the appropriate wasoer from the size range, with the cbamfered inner edge of (he washer to face Ihe crankshaft.
Fig. Ao. 11 TIt~ JdJ~r
ond I"put g~ars filled with Ih~ S~r'l;u. 1001 18G 1089 (fwo s~1S of spujalw(lsh~rs Mch s~t intuposed with a wax washer)
.4••6
Conv~r/er
'112 to -114 to -11610 '11810
output gea, thrust washers -114 io. (2-84 to 2·89 mm _) -U6 io. (2'89 to 2·94 mm.) -118 in. (2'94 to 2·99 mm.) -120 in. (2'99 to ) ·05 mm.) 1100. lsIl.IC 2.
t6068
Aa
THE ENGINE (5)
(26)
A.~seroblc Ibe idler gear to Ihe lraD~roission witb a Dominal washer froro .be raoge: filled 00 the traosmission side of (he idler gtAr. Assemble .be idler gear Sen'ice too) 180 1089 with a deDtal wax .....asher interposed onlo fhe converter housing side of tbe idkr gear. To .;ullhe boles io the wax strip,
place tt\e larser wasbers of 180 1089, Doe on either side of tile wu opposite each olber, aDd press together. Fil Ibe ioptll gcar Service (Dol ISO 1089 iotcrposed with ;J deolal wax washer. NOTE.-I( the iDput gear will DOt fully Qlesh ~i(h the idler I:car, thi!I indlcales Ihat the third 5pHd cnelioo !brus! lusher bas become displaced. Therefore it is oeccss:lry to remove., dismantle, IUId r~ssemble the gear traln as delaiJcd ia Section Fa.7 (a.lI items except (J». Fit Ibe 0)'100 prolector sleeve Service tool I gG 1098 over the COQ\'er\cr ootpot gear aod rent the CODverier housinG. tigbten ioto position to the correct torque figure (see lGENERAL DATA'). The input sha.ft Dut must Dol be litted . Remove Ihe CODverter 1I0USiD!;. Measure (he thickness nr the idler gcar thrusl washer pillS tbe thickness of the idler gear Service 1001 l8G 1089 aod ils denIal WiIX, wasber. From this figure subtract ·004 to ·001 in. ('102 10 ·178 mm.) to give the 10131 thickoess of the thrust washers to be fiued to provide the correel idler gear end-float.
cear
(27)
(28) (29)
Idler gear thrust washers ' 132 to " 33 iD. (J'35 to 3·37 U1I"0 .) ·134 to ·13.5 ill. ()'40 10 )·42 mill.) . · 13610 ·137 in. (3 ·45 to 3·47 rom .) ·13810 '139 in. (3'50 10 3'53 mm.) flO) Me:tSure the Ib..ickness of Ibe input gear S(rvice 100118G 1089 plus ils d~Dtal wax washer. Add ·001
Fig. An.(4
Using Ser~ice tools 18G 1088 to hold Ihe com'trru output g~ar and 18G 592 10 tighten the input geor nUl /0 Ihe wrrecltorqucfigure to ·003 in. ('025 to ·076 nlN.) to this figllre to give Ole tOlallhieknes.<; or Ihe Ihrust wasbers 10 be fitt ed to provide the required 'Dip' 00 Ibe input bearing. Inplil gear thrust wos/ltrs '(28 10 ·130 in. (3'25 to 3·)0 rom.) ·132 to '134 io. (3'35 to 3·40 mm.) ·140 to ·142 io . (3'55 to 3·61 mm.) '148 to '150 ie. (3·76 to 3·81 mm.) · L52 to ·154 io. (3·86 to J '91 nlm.) (31) (/J) Divid:: the total tbickoess of the tllru~t wasbers ror the idler gear by 2 to arrive at the size of each washer to b¢ tilted, Fit ont wasber on each side of the idler gear. (b) Fit Iwo washers to make up the calcula!£d thick.o.ess onto the input gear shart. Both washers must be fined to the outside of the inputge
Fig. Ao.l5
Fig. Aa.13 Aliglliug the COrl~erler olltlet pipe 1100.
lssue I.
7]962
The 011 pump eompolftmts . •A' illdlcotes tlte lobe positions for checking cleorances Au.7
Aa
TIlE ENGINE
(32) Rdjl and align the converter o utlet pipe (see FiS. Aa . I3). (33) Relit (he converter housing, and fighlen tbe nuts and sci screws (0 the required torque figure (sa: 'GENERAL DATA'). (34) Refillhe io.,ut &eo,r nul and lighh:n to tbe correel torque ;igufc (see 'GENERAL DATA") using Service tools 18G 1088 and 18G 592. (35) Remove each flair of holf!: ill IUrn rroru the coo\'crter and !it new IlIcking plates. Tighten tbe bolts to the torque figure given in 'GENERAL DATA', gnd tap up the locking tabs. (36) Lubricate Ihe COllverter o il seal aud refit the COliverIer. Relit tbe wasbcr (offset pegs) and Ihe cenlte bolt with its lock washer. Tighlen the bolt to tbl!: com~ct torque figure (sec 'GENERAL DATA') with Service 1001 IftG 5S7 and 18G 592 and lock up Ihe "',.'asher. (l7) Refll Ihe low pressure va lvc aDd gasket. (38) Rdil the gC:l r selcetM btll·crank Je.....::r, d .-vis pin, and rub~r hoot. (39) Rclit the con'·erh:r COVeT, the stilrlcr motor, and tbe rear engine moun!ing. (40) For reofung the engine and trao!>rui;<:sion to Ihe car see Section Aa .2.
SectioD Aa.4 DISTRIBUTOR DRIVING SPINDLE Remoring lind refittistg (l) Carry out the operations given in Section A .16 wilh the foUowiog exceptions. (2) To rotate Ibe crankshaft, insert a screwdriver througb the ho le in the eooverler housiog (set: Fig. B:d) and auto Ihe converter sLarter riog gear (0 hring the piston to the position described io Sec1ion A.l6. rr tbe engine i;<: :<>e.t so that the 1/4 mark o n the converter is in li ut with tl:le pointer 00 Ihe convener cover, the piston is al T.D.C.
Section Aiil.5 VALVE TIMING
b!f~1
(I) Carry out the operations gi\'en in Section A.2 1 with tbe following exceptio ns. (2) Turn the crank~h.3ft as described io Aa.4, uotil the 1/4 T.O.C. indicating mark 00 the coo vener is opposite the pointer o n the: converter cover.
S..,tioo Aa.6
on.. PUMP RelUofing (I) Remove the cogilU! and tlAllsmissioo (see Section A" .2) . (2) Carry out tbe operatioDs given in Section As.3 items (I) (0 (12). (3) Remove the pump securing set scrcWS aDd wilhdraw the pump. A12.8
Disnlanlling 2nd rea.s.scmbUng (HoboW'D-~t(Ja) (4) Carry out thc operaliollS givcn in Sectioo A.24. Refitting
Carry out the opC'f;ltions given in
S(CI;OI1
A.24.
SectioD A3.7 CAMSHAFT NOTE.-E.\:treme ure is ueecssar)' wilen rcmo,,;ng the CAmshaft The oil pump driye coupling Ibay stick by oil acllicsioD to the camshaff lIDd possibl~ raJl into the lransmwion unit. Ensure Lbereforc " 'hen rcOffing tbe urnsh.fl that thi.. dri,'e coupling is fllily louted 00 the splined oil purnp spilldlc.
Rcmo\'inc (I) Carry out tbe oper.uions given in Sectioe A.25 witb Ihe following cxceplioDs. (2) Remove tbe eOl.oinc and 1ranslIlissioo (see Section A
(3) Should the front C
Section A•. S PISTONS Ai'\"D
CONNECTl!.~C
RODS
Removing (I) Carry out tbe operations .~ i\'eo in Seelion A.26 with tbe following excepli(llls. (2) Remove tbe t:ogiJl~ and traosmission unit (set: .xe!ion A01.2). (3) Remove tbe converter. converter housing, and the IfnnsmissiOil unit from the eogine (see Section A
Refitting (4) Relilling IS 0. reversal of the removal procedure (see Sections A.26, Aa.2, ~tI;J Aa.3).
SectioD Aa.9 CRANKSHAFT AND MAIN BEARIl'iGS
Hemovln!:. (L) C:my out tbe opcr::Jtions given in Secliou A,29. (2) Remove the engine and transmission unit (see Set:tioll Aa .2). (3) Remove tbe COOI/erte r, convener hOlJsing, and tbe trDosmissioo unit from tbc engine (see Sectinn .A.a .)). 1100.
Issue I.
7]962
Aa
THE ENGINE Inspecting and rdUing (4) See Section A.29. (S) laspect and refit tbe transmission unit (see Seclion Aa .J),
Section A• •IO CYUNDER UNERS Carry Ollllhc opera.tions given in Section A.36 with (be
(ollowiog exceptions. (1) Remove tbe cogint and lrans01i$sioD (5eC Section Aa .2). (2) Remove the Iransmission unit (rom the engine (see Section A... 3).
Section Aa.l1 CONVERTER OUTPUT GEAR Removing
(I) Remove tbe engine and transmission (see Section Aa.2). (2) Carry Ollt (be operolioDs givcn in Section Aa.3. items (3) to (II) aod (13).
Fig. Aa.J7 Filling 'he cOl/vener output geor oil ~'ell' using StTl'iu tho/18G 1068 wilh adO'ptor 180 1068 A (2) Remove the starler moior and COQverter cover.
Adjusting
(J) Sec Section A.a.3, item (24). ReOttiDg
(4) Sec SectiOD A3. .3, items (32) to (39).
Section A•• ll CONVERTER OUTPUT GEAR On. SEAL REPLACEMENT
Remol'iog (I) Remove the engine from tbe car as detailed in Section Aa .2.
(3) Remove the converter (Section AiI.3, ilems (S) and (6) ). (4) Remove the old seal using Service tool 18G 1087. Hool< tbe tool iota tbe oil seal groove aDd lap outwards 00 tbe tool, working rOllod the seal until it is removed . Refil1ing
The new seal OUI,<;I be titled 10 the eorl'tJCl depth in order Ibat Ihe oil dr.ua bole bebiod tbe: seal remains opeo. (5) Take a deptb measurement (rom aoy cooveweol point on the periphery of (he bousing bore or the frollt race of tile ho usiug to the undercut face (set: Fig. Aa. 16). Tbis measurement wiU be approximately i in. (9-5 Olm.), but sbould it be more or less than Ibis meaSl.lI'ement this must be taken into account and either added to or subuscted from tin. (9'5 1llID.).
Examplt: If measuremeot is i io. (9'5 lUJD.) tit the new seal to be flush with the front face of (he converter bousing.If measurement is less tba n I in. (9'5 0lID.) fit the seal pmud of the face by the difference of mC
NOTE.-The conferter face is oat machined
Fig. Ao.16 A secliol1lhrougIJ of filting ,II~ converter output gear oil sl!(fl. A = rhe dept!, measur4mtnt to 1M token I. COllveller hou~jnK. 2.. Oil seal.
1100.
luoc I. 73%2
l . Service tool18G 1068. 4. Service tool adaptor ~t 180 1068 A.
therefore the witial mC:lSUJ'emeot position and that used when fitt:iDg a new seal wnsl always be takeQ from the same position on tbe housing.
(6) Screw in the short Ibreaded eod of Service tool 18G 1068 A securely into tbe crankshaft.
(7) LiberaUy lubricate tbe new oil seal.
..40'.9
Aa
TIIE ENGINE
(8) Assemble the new seal togetber with Service tool 18G L068 ioto position (see Fig. Aa.l7). (9) Screw in the wing nut of tbe tool uotiJ the seal is
(10) The remainder is a reversal of the remo'li.ag·procedure. • (11\ Cbeck aod top up oil level (Section Aa.I).
pressed into the depth of measurement (see item (5) ).
.40.10
1100. fSSllC I. 71962
Aa
THE ENGINE Tnspeetioc :u.d rr.ftuiol (4) ~e Section A.29. (S) Inspect 30d refit the
tr;m.~m issinn
(~ee
u;,ir
Section
Aa.3) •
. Section A•. JO CYLINDER LINERS Carry out the operations given in Sectioo A.36 witb (be
ronow ing exceplions. ( I) Remove the I:n:;llIe and IUn\mission (sec Seclion Aa.2). (2) Remove tbe Ir.'lIsmission unit hom the engine (sec Scclil)Q Aa .) .
Sectioo Aa.1I CONVERTER OtrTPtrT GEAR
Rera01"ing ( I) Remove tbe cn,inc 3nd Iranr.rnissiol) (see Section Aa .2) .
(2) CarTY out the ovcrations given in Section Aa .l. items (ljlo (II) aod ( 13).
Fig. An. 11 eFirrillg I"~ C()lfl'~TltT hOllsing Qil s~alllsil/g Sefl'ice /001
18G I06R B 1IIit/. Of/aplor 18G 1068
Ae
(2) ReQloye lhe starter motOl Iud converter coycr.
AdJllStiDg (3) See Seclion Aa .3, item (24).
(3) Remove the converter (Section An.3, items (S) and (6) ) .
.R.c.6C1iDg (4) Sec Seclioo An .3, items (32) to (39).
(4) RcD'lo\'c the old seal using Service tool 18G 1081. Hook the tool into the oil seal grOOYC aod t2p outwards 00 the tool, working rouod tbe seal until
Section A•• 12
il is reruovcd .
• CONVERTER HOUSING OIL SCAl. REPLACEMENT. RCQlUl'iog
(1) Remove the cogjoc (rom the car as detailed ia SecLion Aa .2.
RtfilliDC The Gew sui DIGSt be filled 10 the correel depth in order thlilt tbe oil drain bole ~d the seal remains open. (S) Take a depth measurement from aoy convenient poiot 00 tbe peripbery of the housing bore or the froot race of the housing to tbe undercut face (sec. Fi&. Aa.l6). TlUs measuretne~ \Will be approx.i. ruateJy i in. (9·S (DID.), but sbould it be more or less tban this measurement this must be taken io(o account aod either added to or subtracted from i in . (9 'S mrn .). £.tample: If measuremetll is i in. (9 ·S mm.) fll tbe aew sea l to be: ftusb \\ith tbe: f,ont race ofchecoavtrtcr housicg.lf measure· ment is less tbao i in . (9'S mm.) tit the sclll proud or (he: face: by the difference or measuremeDt obtaiccd.
F;g. Aa. IG
eFilliI'g 11/(' com'er/~r hOIIS;/lg oil sea/.
A
:::<:
the (I(p'"
mtasuremenl 10 be tok". l. Conl't~rr(r hOllsing. 2. Oil leal.
J. xrYioc tool IIG 10688. 4.
ServiCe 1001 AdaploT $1:1 IIG t06S A.
1100. luU( 2. 16068
eNOTE.- The convener housiDg race is nDt tn.chilled therefore 'be initial measuremenl posiDDD lad that DSed when filting a Dew stDl mllst always be take.n rrOto Ibe satne po,;Lion on Ibe housiDg.• (6) Screw io tbe ShOft threaded eod or Servici. tool J8G 1068 A securely iDto the crankshart (1) Liberally lubricate the oew oil seal. .AQ.9
Aa
TIlE ENGINE
(8) Assemble the new sui together with Service 1001 18G 1068 8 into position (see Fig. Aa.I7). (9) Screw in the wing nut of tbe 1001 until the sea) is . pressed into the depth of measurement (see item (5) ). (10) The remainder is a reversol of the removing pro-
cedure. (II) Cbeck and lop up oil level (Seclion AG.I).
• Seclion A•. 13 CONVERTER
(6) Fit :I; IininA eye 10 Ihc rocker cover, a nd surporl the engine with a hoi~1. (7) Remove Ihe fcaf engine mounting bolts. (8) Remove the !'ockClor bell-crank Icvtr dire shicld . (9) Raise Ihe cllgine as far as Ihe fan and rndii\lor (owl will allow. (10) Remove the relC'lilling screws and fhe eonveretr co\·cr. (II) Remove fhe Iwo plugs frOIll the (on .... erler. and allow Ihe oi l 10 drain from il . (12) Follow Ihe inslrucl il\lh givcn in items (5) aud (61 or Scclion Aa .3 10 remove Ihc (nllverler from the cngille.
Rcmoriog ( I) Remove the bonnet slay ond lie hack the b01lnet over the roof of the CM. (2) Remove the baUcry and Ihe b;lIlcry tray. (3) Remove Ihe air cleaner. (4) Disconnect the engine lie-bar at the cylitlder block . (5) Remove the exhaust manifold dnmp find front
bracket
Ao.IO
Refilling Refillillg is a revcrsal of the di!>mOllltling sequcnce given in items (I) to ( 12). Reference must be made to items (35) and (36) of Section Aa.3 when lightening the eonverler bolts. The oil in Ihe transmission mU51 he replenished when Ihe cOllverter nod components have
been rC(lssembled .•
1100. Issue 2. 16068
Aa
TIlE ENGINE SERVICE TOOLS
lac J34. IkariDllUld Oil Se.a.I Rtplac:t:r (basic 1001)
18G 1086. CODxener Remo,er ISG 134 CN.
Rt~la«r
Oil Sui Stator Carrirr
.,," 18G 587. Sp8.DDU (Coo~er1er ceDG'e bolt)
laG 1087. CoOfener Hoosing Oil Seal Remover
laG 10'88, CODt'I!:rter Oufput GeAr Holding Tool
IIC 1068. Remonf aod Replacer (basic 1000
laG 1068 A. Ad.plor Stt-Replacer Con'futu HoldliDC OU Seal. Use "Ith 18G 1068. 1100. T$IIt,I(. I.
1)962
Jac 1089. Idler and lapot Gear Caoet Kit Ao.11
Ab
SECTION Ab THE ENGINE (1275 c.c.) The information giH~a La this Sectiou tdrf!O specl8calJ, to the 1275 c.c. eogine and must be. us.ed iD coajwlctiotl "Ub Sections A and Aa,
Section
..
fCamsbaC\
Ab.5
Oil pump
Ab.)
Pistons and conoecLing rods
Ab.7
Piston sizes and cylinder bOre5
~b.8
tRocker shan assembly
Ab.2
tTappc:ts
..
tValves
..
Ab.3
tValvc seat ioserts
t T hest oprrations most be foUo"ed by
1100. h SIK: I.
1016&
Ab.6
AbA
80
exhaust emission cl!.ed:
1=-1
Ab.!
Ab
THE ENGINE (2) UsiD& toni 18G 4S compress the ...alye springs, remove the cotters, valye SpriDS cups, and springs. (J) Remoye the YRlye oil seals, valye spring sealS (where filled), and withdraw tbe YalYes, O'lnrking them for reasscmbly in their original positions.
Rdittiag (4) Fil eacb valve into its respeGlive guide, followed by the spring scat (where fitted) ; then slide lite oil seal down the valve stem and fit i( over lite valve guide. (S) Fit the spricg(s) and spring cup, and then using tool 18G 4S compress the springes) and fit
2
3
00083A
Seelio. Ab.4
Fig. Ab.l 'The oil pump dri~t . showillg the correct position Jor Ille driving jI(l)lge I. Oil pump drive shan.
2.. Drivjng ftaoge-.
l . Camsl,aff.
Seelio. Ab.l OIL PUMP Removing: (l) Remove tbe cngine (Soction A.3l). (2) Remove Ihe flywheel and clutch asscmbly (Section A.17 and A.38) and also tbe flywheel bousing (Section A.22). (3) Unscrew tbe oil pump retaining screws and withdraw the pump.
VALVE SEAT INSERTS
C]7l
~
If the valve seats caooot be restored by Ibe reculljng process (Seclion A.l2), machine out tbe seatings to the dimensions given in Fig. Ab.3 aod press special inserts ioto the cylinder head. E".ch iosert must have an inlerference fit of ·0025 to ·0045 in . (-063 to · 11 mm.). Afler (juing. grind or macbine tbe new sealing to the dimeosions given in Fig. Ab.3. Normal valve-grinding may be necessary 10 ensure efficieot valve senting.
Seelio. Ab.S CAMSHAFT Remo,ing (I) D rain tbe tranSnllUlon and remove the: engine ($ectiou A.33).
Dism2Dtliol (4) Refer 10 Section A.24 for Ibe inslruclion covering tbe Concentric or Hobourn-Eaton pumps. Refitting
(5) Follow the instructions given in Section A.24 Doting tbat the oil pump driving Dange is fitted with the drive lug side towards Ihe oil pump.
Seclion Ab.2 ROCKER SHAFT ASSEMBLY RcmoriDg And refitting (I) Follow Ibe instructions in Section A.7.
F4I
DismautliDg 3Dd reassembliag (2) Carry out the instrtlClions in SeelinD A.7 noting that tbe six distaoce pieces are 6tted ; one to each side of tbe two ouler rockers, and one (0 the bracket side of tbe two middle rockers. Fig. Ab.l
Seelio. Ab.3 VALVES
~I
Removing
(I) Remove the cylinder head (SC'Clioo A.9). Ab.2
The valve components anembled. (The inlel I'Dlve oil seal is shown inset) I. Splil COUCf$.
1. Ourer sprin,.
2.
4. Inner sprins
S.
RclaiDina cup. Valve (;IIide'.
(l1G btlntunly).
1100. I&sue I .
102.81
Ab
THE ENGINE (2) Remove Ihc traDsmissio n (~clion A.2J). (l) Remove thc rocker sbnrt iI$scmbly and tbe pushrods (Section A.n, (4) Rc:nHwc the timing cover and gears (Secliotl A .19 aod A.20). (5) Remove the distributor assembly (Section B.7). (6) Remove the caUlSbaft locating plate. (7) Invtrl thc (llgine, to aUo"" the tappets to fall c1e;u of the camshaft, withdraw cue camshaft rotating it slowly to assist d isengagement of the distributor drive. The oil pump drive lJan&e may come away with Ihe camshaft
Section Ab.6 TAPPETS
I~I
RCllloriDg (I) Remove tbe call1sbafl (Seelion Ab.S). (2) With the crunshan remoycd Ihe tappets may be witburawn from Ihe cylioder bloeL: using a magoct or alternntively. t urn the engine: upright mld Allow the tapptts to slide out under tbeir own weigb!. Lnbel Ihe tappets to eDsure correct reassembly in their origioal positions.
Section Ab.7 PISTONS AND CONNECTING RO[)S Rcmo\ing Connecting rods (I) Drain tbe cooling system. (2) Drain the transmiuiOD easing "ad e,;teraol oil filter . (3) Rcrooye the engioe from tbe frame (Section A.33). (4) Remove the flywheel and clutch (Section A. I7), flywheel casing (Sectioo A.22), trallSmissioa (Section A.23), and cylinder bead (Section A.9). (5) Unscrew the connocting rod cap bolts, renlove the caps with their ·beA ring hal yes. and witbdrllw the connecting rods aDd pistoDs from tbe top or the cylinder bores. The cODoecting rods aod caps should be marked to ensure re6r1ing in their origioal posilions. 1100. Issuc J.
10281
A
E
•
' "" "
. :.:"'---"'- - -";
: ~ f" --___' :
,
'--- -C- --','
'.
:J
"!5Io1C
Fi£. Ab.3 VQJ,,~ ,(~ot
mtlchilJl'lIg
&lrtJ1lS1 (,,)
["Irl (I)
c. 1·1WS 10 1·1SIS in.
J.
LJ.
".
(26·04S to 16-<173 Dun.) -186 to · Iaa ill.
(4'72 to 4, " tnm ,). E. Mu:imum ndius 'OIS in. (·]8 rom.). F,
1·144 10 1-164 m.
(2'H)II610 2!)·SS'lrnm.). H. IIS-.
Jim~nsiOlls
L. 101. P.
l ·lltOS 10 "JSIS in. (lH16110 lHI!a mm.). ' 18610 ' 13& ill. (11·12 10 4·71 nllll.).
M.lllimum radius '01S In. (·J3 mm.). '·299510 \']195 in, (lU9 10 3H8 mm,). IIS-.
Pistons The gudgeon pin is a press tit to the connecting rod small-end. Tbe interrerence fit or the pin io lhe srnaU-end retains Ibe gudgeon pin ill its correet relative rosition Ind tbe piston bosses (OnD the pin bearing surraces. It il therefore essential that Ihe speci6cd interference fit (see 'GENERAL DATA') i$ll.laintain~d . To remove the gudgeoo p in Service tool J8G 1002 must be used 10 avoid crushiog or distorting lhe piston. (6) Retain tbe hexago n:Li body (8) of Seno;ee tool 18G 1002 io a vice witb the cut-out (10) uppermost (= Fig. AbA),
(7) Screw the large nUL (I) back until it is Ilush with the eod of the ceotre screw (9), push the screw and nut forward untillbe nut contacts the thrust ra~ (2). (8) Slide the parallel sle:cvc (3), sbort length d iameler fint, on to tllC centre serew up to lhe shoulder. (9) Place the piston assembly on tbe centre screw, then fit the remover/replacer busb (5), loolest diameter portiou towards the piston. (10) Screw the stop nut (6) 0010 the otnlre screw and adjust it until tbere is approx.imately in. ('8 mm.) end-play in the whole assembly, ensuring that tbe parallel sleeve and the remover/replacer busb are correctly located in tbe gudgeon pin bores on both sides of the piston.
n
(II) Lock the stop out securely in position wilh the Joc~ screw (7). (12) Check tbat tbe curved face of tlIe body is clean. then slide the piston assembly carefuUy into posiLiou against the eurved f.ee . Check tbat the piston rieJS Me ovcr the cut-out in tbe tool body. (13) Screw (be Inrge nut (I) up to tbe thrust raoe (2). (14) Hold tbe lock SCrew (1), not the stop out, with a spaooer, aod turn the large out (() until tbo gudseoo pin is withdrawn fro m the piston.
Ab')
Ab
THE ENGINE (24) Us.ing SCl'vice tool 18G 587 wi th ~ h c torque wrench on the large nUl (I), alld holding (he lock ,"crew (7) with a suitable spanoer, turo the large nul to pull the gudgeoQ pin uutil (he flange o( the remover/replacer bush (5) is iu . ( '8 mID.) froID the pi!;IOD sk..i rt. Under DO cirCUDlS(aOces must the Oange be nlIowed to eootact the piston.
Rt6ttiDg Pistons ( 15) Remove Ihe large nUl (I) of Service tool18G 1002, and puilihe centre screw N Il a few inches as shown in Fig. Ab.5. (16) Slide the paTilllei sleeve (3), longesl lellglh di3meler portioo first.., on to the ccnlre screw up Lo the sboultlt r. (17) Place the pi~lOIl all the coonceling rod small end up to the undercut (U). (18) Smear the gudgeon piD wilh IhiD oil l\Jld slide il over !be celllre screw and into lJIe pislon bo re up to the (
n
'flhe torque wrench bas not brn!.cn tbrou:;hnut tbe puU the fit of the gudgeon pin to tbe couuectiug fo d is lIot acceptable ,1nd necessitates the renewal
of components. 11 is e~sentiltl Ib,ll the large uut al\d Ibc centre screw of the tool is kept wcU lubricaled wilb thin engine oil, to avoid excessive fri ction which may result ill a (alse torque wrench reaclion, (25) Check that the pislon pivots freety 00 the pill, a nd is also free to l>lide sideways. Should this Dot be so,
"
6
F;g. AbA Serl"ice lool 18G 1002 in position to I. LarGc nUl. 1. lbruu niCe. J . Par.illcl steevc. 4.
7. 8. 9. 10. II.
GudseOD pin.
5. Rl:tQovcr/rc"lteer 6. Stop nUl.
'~nUJve
bush.
the gudgeon pin Lock terew. Dod)'. Centre sac"'. CUt-oul. Undcrwt. ' J,,' _ Ir in. (' 3 mm.).
A\lU2 A
Fig. Ab.5
Service tool 18G 1002 in position (0 refit (21) Check tbal tbc curved face oftJlc body is cleao,theo slide the pi.ston into position against the curved face. Check. tbal the piston rings :lrt over the cutout io the 1001 body. (22) Screw the large nut o nlo the centre screw until it contacts the thrust race (2). (23) Set the torque wrcocb Isa 537 10 16 lb. (t . (2'21 kg. m.). This represtnts Ihe minimum Joad (or an acceptable 6t.
AbA
lh~ gudg~on
pin
wash tbe assembly in fuel or paraffin (keroseoe), lubricate tbt gudgeon pin with Dcat Acheson's Conoids 'oil dng' aDd recheck. If stiffness persists, dismaotle tbe assembly and eheck for ingrained diet or damage. (26) When the assembly is satisfactory, check Ihe piston and coDnoctiog rod for alignment and, lubricate tbe gudgeon pin with Acheson's CoUoids 'oil dag' before refitting 10 the engine. 1100. Jss\X: I.
IOUl8
Ab
THE ENGINE
':':;:
r;:~f~~
f . - --"}!, ,,,-, ,
, "
:" 'l'-~ " . , . -
Tighten Ihe bolls 10 Ihe torque figure given in 'GENI£RAL DATA', ;\iOTE.-Tbe big~od beArings arc of1'ser 00 the cODlleding rods, Ibe rod!; ShODld be fiued so tbAI (be bClU'ings of Nos. I aDd ,:\ arc off.
,
\ --
_J
. '
"
:- .:
,,
' ,,
Section Ab.8
,:
PIS10.' SIZES AND CYUNDER BORES
,r - ' ....'
, ,,
Fig. Ab.6 Th~ COfrect
oj"Sembly of 'h~ fYJTllltCliJlg rods and pistolls to fhl! crankshaft
III Rddition to tbe standard piSI!>llS there are also two oversize pil
Connecting rods (27) Reverse the remov:tl procedure. in (1) to (3) Doting the follnwing points.
(a)
Sta~gcr
the piston ring gaps at 90 to /!
Check Ihal the big-cnd hearings aTe correctly located in the connecting rods And caps.
1100. Issue I.
10288
..
Suilu~'" bore I JI:r
0
(b) Ensure Ihat each coonecliog rod aad piston i$ refitted in to original bore, the correct way round, (e)
PiMOI/ II/arking
STA:"oiOARD
- ---
OVERSIZE +·010 in . ('254 mm.)
2·7803 to 2·7800 ill .
.-
.
70·622 to 70·6 15 mID. ..
2·7903 to
2·7900 in. + -020 in. (·508 111m .)
I
Mefric eqll;\'alent
1·8003 10 2·8000 in.
70·87610 70·869 mnl . 71·1310 71·123 mm.
Ab.5
B
SECTION B THE IGNITION SYSTEM Sec(i(}l1
General description Capacitor
8 .10
ContaCl breaker
8.6
..
..
tOistribl.ltor
Higholcasioo. cables ..
..
8.7
..
8.'
tlgnilion adjuS(mcDt ..
B.9
Lubrication ..
S.I
Sparkin, pluSS
U.S
..
Testi.,g the low-leDSioQ cireuit
D.l
tTiming the ignitioD ..
UoeVCII firing
..
B.S
..
tThese opcratioD. mUll: bl: fonowel by an exhDusf emwloD check
1100. lwIc2. 52001
•. 2
~I
8.1
8
THE IGNITION SYSTEM GENERAL DESCRll'T10N
The ignition system consists of two circuils-prim;1ry and secoodary. The primary circuit includes Ib~ ootfery. (he ignition switch, tbe primary or low-tension circuit of (he coil, and the diSlribu(o rco nlacl breaker a nd capacitor. Tbe secondary circuit includes the: secondary nr bightension circuit of the coil, the distributor rotor 1'1 nd cover segments, the high-tension cables, aDd Lht sparking plllgs. Tbe ignition coil, which is mounted on fop of the dynamo, consists of 1'1 sO(l-iroll core around which is wound the primary end secondary winding'J. The coil CArrks at one end a ccntre high-t ension terminal and two Low-tension l erJllill :tl ~ marked 'SW' (switch) and 'C B' (contact brea ker) respcclively. The ends of the rrirnilry windings are connected to the 'SW' aDd 'ca' knllioals and tbe secondary winding [0 tbe 'cn' terminal ;lIld iile higlHensioo termioal. The distributor is mounted on the forward etut of the engine and is driveo by a sb"fll'lnd helicill gear from thc C.101Shllft. Automatic tin)ing control of the dimibutor is by cellirifugal mechlillism ;md a vacuum-operated UDit eilcb operating entirdy il)dcpcndeotty of the other. Tbe cenlrifugal m.:chanisrn regulates the igDition rldvance according 10 engine spc:ed, whiJe tbe vacuum control varies the timing according to engine load. The combined efieet of tbe two lUecbani!>l1\s gives added efficiency over tbe full opcratiDg rooge of tbe engine. A micrometer adjuster i,; provided, giving :\ nne maoual timiog adjustment to allow for the engine condition and the gradc of fuel used. A moulded rotor with a mt:ta l electrode is mounted on top of (bt: cam . Allllchcd tn the distributor body above the centrifugal adv:\llcc mecballi ~ m is a conlact brcaker plate carrying the cuntact breaker points and a capacitor connected in paralkl. A cover is filled over tbe distributor body alld ret~ i ne d by two ~pring clips attached to tll(~
body. rnside the cover i~ a ceolre electrode and spriog-Ioadctl earbn!1 brush which makes conlact wifh 'he rotor electrode. The brush is of compo~i~ construction. Ihe tOI) portiol) beiog made of a resistive COl)lPOUlld, while tbe lower portioo is made of surter carbon 10 prevent wear of the rotor elcctrode. Uoder no cirCU01StaJlCCS must a short, non-resisti ve brush be use.d to replace tbis long, resistive type. A measure of radio interference suppression is given by Ibis brusb. Spaced circurufercmially arouod the distributor coycr are the sparkiog plug high-tension cable segments. The disfributor is secured in position on tbe cylinder block by a dnmp plate. Wbeu tbe ignitioll is switched on tbe current frolU the bauery Buws tbrough tbe primary circuit and a magnetic field is built up arouod tbe core of tbe coil. When the contact breaker points arc opened by rota' ion of Ihe distributor C";\ll'l lbe current Oow is in,errupted, causwg a high voltage to be il)duced in lbe secondary winding of tbe coil by fhe sudden coUapse aod consequenl change in lhe m~gnelic field. The high-tensioll current thus generated io ,lIe secondary winding or the coil is cooveyed 8.2
by 'he coil high-Iension cable to the centre terminal o. tbe distributor cover. From here rbe current pass.:s through the carb()n bru!>h 10 the rotnr electrode aod is distributed 10 tbe segmcnlS and (hence 10 'he spacldog plugs via Ihe high-tensioo CD bles.
Section B.l T.UBR{CATlON Disrributor emn hem·ing Lifl the rOlor olf (be lop of the spindk by pulling it ~q utlrely and add a few drops or oil (0 tht cam bearing. Do uot remove Ibe screw whicb is .:xposed. There is a clearance between 'he screw and thc inner face of the spiodJe for the oil 10 pass.
Com Lighlly smear the cam with n very smaU amouot of grease; if {bis is nOl Ilv;lilable, clcao ttlgine oil m3 ~' be used. Automntic liming control
CarefuUy add a few drops of oil tbrouab. the bole in Ibe contact brea ker base through whicb tbe cam pa$Sts. Do not allow Ihe oil 10 get on or nelll' {he contacts . Do nol over-oil.
Section D.2 UNEVEN FlRINC
Slart lhe engine and set it 10 run at a fairly fasl idliog speed. Short-circuit. eae:b plug in turD by puUing tbe insulator sleeve up Ule cablc aDd placiog a hammer head 0( tbe blade of a. screwd ri\'er with 11 wooden or insula'ed haodle between the terminal aod the cyliDdt:r bead. No difference in tbe eogioe performance will be DOted ","'ben shoo· circuiting tbe plug io the ddecuve cylinder. Shorting tbe other plugs will make uneven running more proDouoced. Havi ug located the cylillder wbich is at (aull, stop tbe engine and remove tbe cable from the terminal of the: sparking plug. Restart the cnginc aod hold the: eod of tbe cable about ,\ io. (4·8 mm.) froOl the cylinder bead. lrtbe sparking is sLrong and regular•• hc fault probably lies in the sparking plug. Remove the plug, clean il. and adjust rhe gap to the cnrrect selling (Stt ' GENERA r~ DATA'), or alternatively fit 3 new plug. If there is 00 spark. or if it is \I.'f:ak aod irregular examioe tbe cable froro tbe sparking pJug 10 tbe dist'~ bulor. After a long period of service the insulation may be cracked or perished, in wbich ease tbe cable should be renewed. FioaUy. examine tbe distributor moulded cap and wipe the inside and outside with 11 clcan, dryeioOt; sa Illat the ca rbon I:Irush moves freely in its holder ~Dd examiue the mouldiog closely for sigos of breakdown. After Joog service it may become tracked-tbal is. a conducting patb OJlIY have formed between two or more of tbe ekarodes or betweell one of 'he electrodes and some part of .he 1100.
Issue 2. S2OO1l
B
THE IGNITION SYSTEM distributor in conn.ct \I.'jlb the cap. Evidence or" trac\.:(:d c.'p is shown by the presence of a Ihin black liM. A replacement t1i)lributor car must he fitted in place of DOC tbal has become tr"eked .
SOCriOD B.3 TESTINC nil:: LOW-TENSION CIRCUIT Sprill& back the securing clips on the distributor aod remove tbe moulded cap
~nd
rotor. If the rotor is a tight
61 it can he le\'ered off carefully with
it
screwdriver.
Check Ihal the contacts arc clean aDd frce from pits, burns. oil. Of grease. TUfD tbe crankshaft and cbeck tbat the contaci points arc opening :wd dosing correctly and that the c1t:1rancc betwcco them is coneel when tbey oue fully opened.
081SHW
Fig, B.2 n it ctJrr~CI TIIt!thod of fit/ing a high-fension coble. 10 Ih~
Rcsd the sap if nc:cessary to the: figure given io 'GENERAL DATA', Disconnect the c:l;blc at Lbc coatact breaker terminal of the coi l /'lad II.t the low-tension terminal of the disuibUlor, IIl1d connect a test lamp between these terminals. If the l:amp li,bts wb.:o the contacts close Dud g~s out
when the Cl)nlacts open, the low-tension circuit is in order. Should Ihe lamp rail to light, the contacts are dirty or tbere is :l broken or loose conotetion in th~ low-tension wiring.
(2)
(3)
(4)
Loc.atml n f:aoll Haviog delermiocd, by {est iog as previously described, thai Ihe fault lies in tbe low-tension circuit, switcb 00 the igoiliou aad tllrn Ibe crilokshaft unW the contact breaker poiols are fully opcoed. Refer to tbe wUiag diagram aDd check tbe circuit witb
eS)
a voltmeter «}-20 volts) as foUows . NOTE.-If lIle drccUt is i.n order the readiD. on tbe 1'nllmf:ler should be approximately 12 yoill.
(I) Daflery to eOlllrol bo.~ f~rmi/lal '.8'. COlln~1 a voltmeter between the control box tennin,,1 '0' and
(6)
le"ilian tefminol nut
tarlh. No reading indiCollts a damaged c.1.ble or loose conotCli ollS. Con/rol box. Coon«:t a voltwet.er between the o ther control box aWliliary termioal '8' and eartb. No re.ldillg iodicates a broken or loose connection. Control box auxiliary termil/ol 'B' to terminal No.3 on ignition switch. COllatel a voltmeter between the ignition switch terminal No.3 3ndeartb. No readiJ.lg indicates:a damaged cable or loose conneGtion$. Ignit ion switch. CounCCl a voltmt:ter between tbe No . 2 ienition switch teraUnnl :and earth. Turn the ignition key 10 the igoioon position. No ra.dio:; indicatcs a f3Ull in tbe ignition switcb. Ignitioll switch. Conncct a voltntet.cr between the iguilion switch terminal No. I nod earLh. Turn the ignilioll ~e>' to tbe SI3rt position. No reading iodic.rIlCS 3 fault in the ignition $witcb. Ig/litioll switch to fiuebox It!rmjno/ '.,43'. Conoeet the voltmctcr between the fusebox terminal 'A3' nod e.'\ft b, No reading indicates 3 damaged cable or loose conucctiolls.
(7) FU.l f!box ICrmina/' A3' to ignit;all coil/ermillol '$W' . Connect :I. vollmcler between the ignition coil
Fig. JJ. I Tilt! me/hod 0/ connecting 1Iigh-umsiolJ Ie.ads I.
CarbOIl
bru ~h.
1100. IUlle l. lW98
2. Cable·securing scro:w.
Lenninal 'SW' aud eartb. No reading indicates a damased cable or loose connections. (8) Ignitiol! coil, Discooncct Iht: cablt: from tb~ 'ca' lermioal o r the ignilioo coil a nd connect a voJl~ meter between tbis It:rminal and earth. No readiog indicales a fault in the prinl(lry winding of tbe coil 30d :I. rt:placcmeol coil must be fitted. Tfthe correct rcaJing is given, remake Ibe connections to tbe coil tetaniaa!. (9) Ignition ~oil 10 distribulOr. Disconnect Ibe cable fro m tbe low-teosion tcrm.inll aD. tbe dislributor and conutet the voltmeter between tbe end of this cable aDd ear1b , No rt:ading indicates a damaged cab!..: or loose connecfions. (10) COlltact breaker ond copaciror. Canoeel the voltmelt( acros~ the coolaet breaker points. No fUding indicates a fault in the capacitor. B.3
B
THE IGNmON SYSTEM
hg. D.3 R~seJ
lhe plug
Hlj,,,
a Champion plug selling fool O.f SMwn
Section 8.4 HIGH-TENSION CABLES The high-Ieosion cables must be examined carefuUy and :lny whicb have tbe il)sulatioD cracked, perished, or damaged in aoy way must be renewed. To fit the cables to the tCruUDal of the ignition coil thread the knurled, moulded IcrlXl.inal out over tbe lead, bare tile cod of tbe eable for about tin. (6 nUll.). thread the wire through tbe brass washer rcruoved from tbe original cable, and bend back tbe strands over tile wa~her. finally. screw the terminal iolo tbe coil.
Section D.S SPAJUUNG PLUGS Service proctdwe To maiataio peak sparking plug performance plugs sbould be inspected, cleaned, and adjusted periodicaUy. UDder certain fuel and operating conditioos, particularly extcoded slow-speed lown driving, sparking plugs mllY bave to be serviced moce frequcntly. Disconnect Ibe ignition cables from aU sparkiog plugs. Loosen tbe sparkWg plugs about two turns anti-c.lockwise. using tbe correct socket oc box. spanner. Blow nway tlle dirt from around tbe base or eacb plug. If compressed air is Dol a vailable blowout c.be dirt witb a tyre pUDlp. Remove the sparking plugs and place thero io a suitable: bolder, preferably in tbe order that they were installed in the engine. Analysing serrice COOditiODS Examine tbe gaskets to see if tbe sparking plugs were properly installed. Jf the gaskets were excessively compressed, tilted on diny seats, or distorted, leaka~ halO probably occurred during service wbich would teod to cause overheating of the sparking plugs. Gaskets properly iostalled win have flat. c1eao surfaces . Gaskets which are approxiolately ooe-balf their original thickness will be satisfactory. but thinner one£ should be rcoewed . Ex.amioe the firing ends of the sparking plugs, ooting the type of deposit and the degree of electrode erosion. Re10Cmber thai if insufficient voltage is delivered 10 the
B.4
sparking plug DO type of plug can fire the mixture in tbe cyUnder properly. Normal cooditioo--Ionk for powdery deposiLS raoging from browa to sreyisb 180. Electrodes may be woro sligblly. These arc signs of a spa rking plug of the correct heat range used under norOlal conditioo!;~thl\t is, mixed periods of wgb-speed aod low-speed driving. Cleauing the plugs aod resetting tbe gaps are aU tbat is required. Watch for white to yellowisb powdery deposiu. These usually indicate toog periods of conslllo(-spccd driving or a lot of slow-speed city driving. Tbese deposits have no cffcct 00 performance if the sparking plugs ate cleaned tborougbJy at regular iOlcrvaJ,. Remember to 'wobble' the plug during abrasive blasting in the Champion servjce unit . Then file the sparking surfaces to expose bright, clean metal. Oil fouling is usually indicated by wet, sludgy deposits traceable to e:tcessive oil entering (be combustion chamber througb WOfn cylioders, rings, aDd pistons. excessive clearances betweeo intake valve guides Dnd slcms, or worD and loose bearings, etc. Hotter-type sparking plugs may aUeviate oil fouling temporarily. but io severe cases engine overhaul is called foc. Fuel fouliog is usual1y indicated by dry. black, fluffy deposits which resu lt from iocompJete combustion. Too ricb and air/fuel mi.'Cture or excessive use of the mixture control can cause incomplete buroiog. In addilioll, a defective coil, COnlaCI bre.ai::er points, or ignition cable can rcduce the voltage supplied to tbe sparking plug and cause misfiring. If fouling is evident ill ouly a few cylinders sticking valves may be the cause. Excessive idlin8, slow spoeds, or stop-and·go driving can also keep the plug temperntures so low thOtt norroal combustion deposi15 arc Dot buroed otT. 10 thc latter case boner-type plugs may be installed . Burncrl or overheated spwk.iuB plugs are usulilly identified by :I; while, burned o r blistered insulator nose ;tnd badly eroded electrodcs. Inefficient eogioe cooling and incorrect igraitioo limiog C
B
THE IGNITION SYSTEM Clean the gasket SCOIts on the cylinder head before installiog sparking plugs to ensure proper sealjog of the sparking plug gaskels. Tben, using 3 DeW gasket, screw in c
spark.itl~
plug hariQg
fbTtt or four .trtical flutes filet! in its tbreads. Finally. lighteD the sparking plugs to tbe following
values:
C.I. h~Qd 30 lb. fl . (4·15 kg. m.l
Sire 14 O'Iro.
TUff/.r
t
The number of [urns listed approximates to the carrec.t torque ..alues nod should be used if a torque wrench is nol llvailable or caDuot be used because of liwlcd 3c«ssibility. Conncct Ihe bigh-tension terminals antr the plugs are iostalled. Standard i:ap setrin~s Tbe sparking plug gap seuings r(conlmcoded RDd Iis1ed ul'ld~r 'G£l\'ERAL DATA' b;:avc: been found to give the best o ...erall performancc under all service cooditions . They arc baSed on extensive dynamometer testing and experientt on the rOlld and are gcnerl'lily a compromise between the wide gllps necessary for best idliog perrormancc and the small gaps required for the: best higb-speed performallce. AU plugs should be reset to tbe specified gap by bc:ndiug the side. electrode only. using the special 1001 lIvailable from the Cil3mpioD Sparking Plug Company.
Fig. B.4
The distribulor wi,II ,lie moulded cop tmd rotor removed, showi"g Ihe cOnt(lct breaker Qdjllslltl~nt fuel. The moving cOlltact can be removed from its moul1li.ug in order to assist clealling. Check and adjust the cootact breaker setting ancr cleaniog the cootacts. Check that the moving arm is rn:e on its pivot. IT it is sluggish remove the arm and polisb the pivot pio with a strip of fine eruery-cloth. Afterwards clean off aU 'races of emcry dust and apply a SpOt of clean eogine oil to the top of Ihe pivot. Tbe contact breaker spriog tcnsion should be between 20 aDd 24 oz. (567 aDd 680 gm.) measured at tbe contacts.
Seetion B.7 DlSTRlBUTOR
Section B.6
Removing
CONTACT BREAKER
The distributor has a preti.hed CODt8ct breaker uoit. The moving Cool act breaker plate is balaoced on two nylon studs, and Ihe ang.lc through which the plate may be lilted is controlled by a slud riveted to Ule moving conUcl breaker plate: IDealing in a slol in the base plate. The plate carrying the fUt.ed contact is secured by ooe: screw only. Turn the crankshaft until tbe coutact breaker poiuts arc fully opened and check tbe gap with a gauge baving a tbickness of the figure givcn in 'CENERAL DATA', [f tbe gop is correct the gauge should be a sliding Ill. Do not alter the seuiog uoless tbe gap vari~s considerably from the gauge tbickness. To adjust the selUllg keep the craoksbaft in the position which gives maximum opening or (be contacts. Slacken the fixed contact plate securiDg screw RDd adju!>t tbe contact gap by iosening a screwdriver i6 tbe notched hole and lurniog clockwise to reducc tbe gap and aoti-clock ..... ise to increase it. Tighten the securing screw. I( tbe CODUICts are dirty or pittcd they must be: cleaned by polishing them witb a fmc c.arborundum stODC aDd afterwards wiping ,bern wilh 1'1 cloth nloislcn~d with 1100. I$.SOC 2.
~I
5209.
Before removing thc distributor turn the cranksbaft uatil the rotor arOl is pointiog to tbe segment in the cover for No. I cylindec plug lead. This is to provide a datum for replacement. The distributor can be removed and rcplaced without interfering with the ignilion timing, provided tbe clamp plate pinch· bolt is oot disturbed . Remove the distributor cover and disconnect the lowteosion lead from I.be tenninal 00 Ule distributor. Disconaect the suction advance pipe at !.he union on the diSlributor. Extract lhc two bolts securing the distob\ltor clamp plate to the disu-ibulor housing and withdraw the distributor. Dismantling The coolact bre.aL:cr plate may be removed as aD assembly to give RCceSS to !.he cCDuirugal weights witllout completely dismaotling the distributor. To do this remove tbe rotor arm aDd tbell withdraw the slotted nylon low-teasion tenninal insulator from distributor body. Take out tbe two screws which secure the plate assembly to the distributor body. ease up the plate, .lad 8.5
we
R
TIm IGNITION SYSTEM Take oul the screw nnd spring lind flat washers securiDg the fixed contact plate and remove the platt. Tlike out the securing screw aud remove tbc capacitor. Extract Ihe two screws sccuring the base plate to Ihe distributor body, uOli08 tbtu Doe aJ~o secures the cilrtbing IClld, lind 1m out tbe base plale . Uohook the flexiblc ;!ctuating link coonecliog the dil4phragro in tllC vacllUOl nnit with the moving cualact breakcr plale.
.r~" ~"\ -
Fig. B.5 Th~ co"'p{ln~nt.r
I.
Oampin; "I,ll(.
2. Mooldcd cpo 3. Bnlst. <,nd sJ'lriuI:.
of 11ft distribUlor H . A"IOIll,lIic 3dwloncc: springs. \l. Weight llMenlbly.
•• S.
CoIlIo'CU (,<;1).
t< . t>.
(~p·relaWi"&
~
~paciloJr.
I~
Vacuum wuil.
ROlot :amI .
Sh"ft~od
,<:Iioll p!2lt.
clips.
7. Terminal Md le.l(1 (10"",1(.11$1011), 17. ....b. II. ThruM wasbcr. I . Mnving conlaCI brea&.:er pllll!:. I ~ . llri~iD' do," 9. Conilia breaker b;J.'IC platt, 20. ('lI'aUet Pin. I~ i::.anh lead . II.
e....
uc.hook the flex.ible aCluatiog liok coa.oc:cled to Ihe coalaCI breaker pJ~tc . The fo lJowiog proct!dure is oecessary if the distributor is to Ix completely stripped. Berore dismaolliog. make:l. careful note orme po~it;on iu which tbe various compollcoLS 8rc filted in order that they CDay be replaced correctly. Spriog back the dips and remove the moulded cap. Lift the rotor off the top of tbe spindle. If it is a light lit it must be levered oft' carefully wilh a screwdriver. Remove l.be out from the moviog cootact aocbor pia. Witbdraw the insulating sleeve from tbe capacitor lead aDd 10w·tell5ioo le.:ld couettors, nOliog tbe order io wbicb tbey are lilted. Lin tbe moving contact from the pivot pia. Remo~ l~ insulating washer from the 30chor and pivot pio. 8 .6
IMPORT ANT.-Nole the relative pO!lirions of the fotnr arm drive slot in the CAm II..S.Kmbly and the offset dri'te dOl!: at the driYin& r nd of Ibe spiodle to ensure Ibat the tjmin, is uot )80 0 out wheo the cam assc:mbly is engaged \\itb the e(:otrirugai ~·eig.hts during Is.se:mbly. Take out the COlm retaining screw, remove Ole auto· nlalic i'ldvancc springs. and remove the caUl. The: auto· mAtic advance sprin,s must not in aoy way be t.:lIDpered with before reassembly. Take out tbe ceolri(ugal we.igb ts. To relel\sc (be suction adv.:locc unit remove tbe eirclip, adjusting Ollt, ;lDd friction spring. Witbdmw Ille UOil. Clean tbe distributor cover and examillt it ror sigos of craeles and evide»ec of 'uaekjl)g', i.e. conducting paths whicb may have formed bctwceo adjacent segmenl S. Tbis is indicated by thin blDck lines betweeo tbl:: segmentSj when trus bas OCGurred tbe cover sbould be renewed . Ensure tb:u the carbon brusb moves freely in the disu-ibutor cover. Examine (bot anachmeol of the metal eleel10dc to the rotor mouldiog. If slad; o r nbDormally burned, renew the rotor. The contact faces of the contact brenker P0Lots should presenl a clean, greyish, frosted appearaoee. If burned or blackened, renew the coutact set or polish the contact face of each point with a fine oil·stooe. workioB wilb a rotary motion. Care sbould be takeo ( 0 maiowo the faces of the points Oat a nd square, so thal, when reassem· bled, full coolact is Obtained. Cleao the points tboroughly in fuel. Cbeck that the mOv.1ble eootact ann is fru 00 its pivot without slackness. Cbeclc the centrifugal lirniog control b
TIlE IGNITION SYSTEM
B
RCI.SKDlbting Reassembly is a dir~cl re.vcrsal of tbe di!:maotJiog proudure, although careful 3tteotioll must be given to the following poinlS. As !bey are asserobkd. lubricate the components the automatic advanoe mocbaoism. (he distributor sbaft, and the portioo of the shaft on which tbe cam tils with tbin,
or
clean cogine oil.
Turn tbe vacuum control adjusting nut uatil it is in the balf~way position when replacing the control unit, Whco engaging the cam driving pins with tbe centri-
rugal weights make sure that they arc ill tbe origi..llal position. When seen from above, tbe small offsd or (be d)'iving dog must he 00 the right and the driving slot for the rotor arm must be io the six. o'clock position. Adjust the contact breaker 10 give a max.imum opening
to the figure g;VtO ill 'GENERAL DATA', Rdttiag To replace the distributor insen it ioto tbe distributor housing uotil tlle dri"'ing dog rests on the distributor drive share, TUrl) the: rotor aHa slowly u('Itll the driving dog lugs engllge with the drive sbart slot5, both of which are off'sd to ensure correct replacement. Turn the disulbulor body 10 align Ibe clampiog plate holes wilb those in Ibe bousiog. The remainder or tbe assembly s«!uencc is now the reverse or that for removal. Provided tbat the crankshaft bas not beeD turned, tbe; rolor ann will be opposite !.he segment for No. I plug lead, The high-tension leads can thea be replaced ou their respective plug termioals in the order of firing, Le. I, 1, 4. 2, remembering tbal tbe distributor rOlation is aoti-clod:wise wheo ,,;ewcd froro above. NOTE.-U the ciampini plate has beeD removed, or eYeD slackened, resnltiD~ iD lost timimC. the procedure &ireD ill Section B.8 aboold be nndertaktll to reset (be discribulor.
SectioD B.8 TIMING THE IGNITION
I~l
TIle (ollowing method should be IJsed to reset the static ignitioo timing. Remove the distributor and make quite certain that the distributor driving spindle bas been refitled corr~clly .3S in Section A.16. Remove the valve rocker cover so that the vaJve acLion cao be observed, To turn the fiywbecl to the r~quired posicion remove the sparkiDg plugs. select top gear, and push the car forward. Turn tbe crankshaft unLiI No.1 pistoo is at Ule top of its compression stroke, Le. tbe exhaust valve of No.4 cylioder is just closing and Ihe inlet vaJve just opening. If the crankshaft is now turned until the 1/4 mark 00 tbe ftywbecl is in line with tbe pointer in the apenurc 00 the clutch cover the piston is eXlctly at T.O.C. Turn the crankshilft back from this position until the poioter indicates lhe conttt selting. Set lhc contact breaker points to tbe figure given in 'GENERAL DATA" when in tbeir position of maximlJm 1100. wue j
.
5610
Fig. 8.6 The t{"';'lg marks 011 Ihe flywheel, and tIle ""dh'ofor, may be ..:tten with ,lie aid of 0 mirror aJ'~r remol'illg 'he inspution plate on the clutch (Ol·er. T.D.C. position;s j"dico/td by 'he mork 1/4, and, ill odditio", 5°, 10°, and 15" B.T.D.C. marks Ofl' oho prolJided
opening. fosert the distributor into its bouswg, and engage the dri,,'e dog lug with the slot in the driving spindle (both of which are offsct) by slowly rotaling the rotor arm. Serew in (be two set screws to secure the distributor damp plate 10 the distributor housing. I( is esseDtial to lighteD up tbe damp plate pinch-bolt to tbe correct torque tiabtn~ss (see lGENERAL DATA') in order to eosure correct aJignment before tig,htcning the set screws down in the centre of tbe elongaled boles of tbe damp plate. To obtain aD accur;.te $CHing tbe de-clrical method should be used in determining the actual position at wbich Ibe point!' break, Illld tbe [oUowing procedure should be adopted. SIRcken the clamp plate pincb-bolt aDd lura the distributor body in an aoLi,lockwise direction uatil the points are (uUy closed , Witb tlle !oW-[eOS;OD lead connected to the distributor. switch on Ihe ignitioo, canDee! a 12-voll lamp ia parallel with lhe coni act breaker points (i.e. one le.ad from the distributor low-lensioD tenninal aDd the other to earth), aDd turn the distribmor clockwise until tbe lamp lights, indicating that tbe poiolS bave just opened. Secure tbe distributor body in this position by tigbt.ening up the clamp plate ploch-bolt . Finally. cbeck lhat the rotor arm jj opposite the correct segment in tb~ distributor cap for No. I cylinder. RecollDcct the suctioo advance pipe and refil the distributor coyer and valve rocker cover. When usia& a :iLrobosc(\pic lamp do Dot allow the eagi..oe r.p.m. to rise bigh eoougb to operale. the centrifugal advance weights. If the vacuum advancc take-oj)' is direct from tUe induction maaifold tills sbould be rusconnccled before 3uempUng the ti.roiog cbeck, otherwise engine timiog will be sel retarded. 8 .7
B
THE IGNITION SYSTEM
SectioD B.9 lGl\'lTION ADJUSTMEN'r
~I
Manual adjustment is provided ror the ignilioo point 10 eoable (be best stt(jl')& (0 be aHain~d for varying grades or fuel. The adjustmel.( out is intJicaled by Ibe arrow io Fig. B.7; turning the nut clockwise retards aDd anticlockwise advances the ignition. Each :'::adualion ollihe
adjusting spindle blUrt'
rcpre~nts
;.ttlProximalc:ly S ~
ticning: movement aud is equal 10 55 chch 00 tbe l.:ourlcd adjuster nut. The raDge of adjusnncnl provided by this micrometer adjuster is Dormany ample 10 deal with any variation cOCQuolcrcd. Do Dot ctisturb tbe piocb-boll ullleSS absolutely DeetSsar)': the liming: canool otherwise: b<: correc:lly adjusled . When l"eliming is necu~ry refer to Section B.H.
Section B.10 CAPACITOR Tbc best metbod of It:sling Ihe capacitor is by substilutioo. Oiscouoec.t tbe original capacilor aDd cooaect a new oDe bctweeo the tow-teDsion termioat o( thc dislributor aDd earth. Should a. Dew capacilor be necessary, it is advisable
8.8
Fig. B,7 The disfributor with the moulded "liP wui rotor removed, showing the )"ernier ftdjusfment nut 10 fil a complete capacitor aDd brackel, but sbould :l capacitor ooly be available, use a bot irOD to 50fleo tbe solder securiog the defective capacitor (0 tbe bracket, Care J'OU$t be taken nol to overheat the new capacitor when solderiag it in position, Tbe capacity or (he capaci-
tor is ·18
(0
'22 microfarad .
1100.
ls5ue!l.
j610
Ba
SECTION Ba THE IGNmON SYSTEM The informalion given in this Section refers spedfi.caUy to e.ugines Stted with aGcomade 1Iaasmis.,iOB aod mOJI be used in coojllllC'lion witb Seetioo. 8.
trimiog (be igoilioD ..
.,
tThcsc opc:rations
1100. bsuc 2.
72330
,
mUSf
Section 8a.t
.
be follo"ed by ao exhaust emission check
c.J7l ~
&.1
Ba
11fE IGNITION SYSTEM
t ". i
~ tl
Seclio. B•. l TIMING Hm IGNITION
~~I
(I) urry out the operatioc ail/to ill Section 8 .8 witb tbe fo llowing exceptioD.
(2) T o rotate tbe crankshaft, loser! a. screwdriver througb the aperture (adjaceot to the oil dipstick) 00 the COOl/crier ho using, and turo lbe Slarier riDg gear io the direction of engine rotation to the position described io Section B.8. (3) The (btec: timing marh cae be seen 00 the converter (Fig. 8a.l) ancr removal of the rubber RtOmmct 00 the converter eud cover.
Fig. 00.1
17,,: Ilmi"g nwrks 011 tht (onre f/er, T. D.C. posilia,! is indicated by the marlc. 1/4 sholl'n ;1Jj'tt; 5° (1'f1d 10· marks art! a/so provided. Tilt hule in Iht conlltrlU hOU$ing (.111011'" inul) is /Iud for hUtf/ing Q sui/able 10(>//0 fum thr cOft'ltrlcr
8a.2
1100. IasLH:l.
723)0
c
SECTION C THE COOLING SYSTEM Stt:lioll
Geoenli description Draining. ftushing.
IliDd
C.2
6Jliol tbe system ..
EXplusio[l chamber Fan belt
..
C.S
Frost precaulioos
C.g
Lubrication
C. I
Radiator
C.3
Thermostat Water pump •.
II 00.
C .•
wue 2.
52091
..
C7
C:.6
C.I
r--·---··· . --·---····--·---·--··--·-··. ·----..· . ·---·-"'-1 i
I
THE COOLING SYSTEM COMPONENTS
,
I! i
JoI,. /)u"ip,jon J. Radi:llor 3$.~mbl)'. 2.
FillcI C3p (radi:llor).
J. Drain plue.
•• Top cowl. S. Bollom eowl.
,
.
No.
". ...". ". ".
Ducriplit>fl Hlldi:'tIor upper supPOrl bl'3ckel.
N• .
Supparl brackcl gromme!.
24. Hose clip.
Screw.
".
Plain w3srn:r.
26.
H05e clip.
Radiator lower S'IIpporl bl'1lckcl.
27.
Radiator CO'!yl hos.: clip.
23.
Duulplloll R:.dilltor OUIlet hose.
Radialor 10 exj)3nsion tllnk hose.
••
,.,.".
11.
Screll.',
28.
upJO$ion taf)k.
7.
NUl.
18.
Shakcproof wloih<:r.
29.
E.o.pMlSiOD tank Clp.
8.
Cowl SUITOI,ll\d (rubber),
19.
Doll.
30.
EJp;wsion lank stnp.
9.
Rlldialor mountm, bncket.
10. Spring w.uhcr.
)1.
Screw.
Ii
10. Bolt.
21.
Radialor hose 10 pump.
32. Sprios wasllcr.
,
II . Spring washer.
22.
R.ldialor hose to pum" (he:llc r).
Jl.
L~__ C.2
NUl.
_________________---' 1100.
ls.suc 2.
52098
THE COOLING SYSTEM GENERAL DESCRIPTION A pressurized cooliog system is used 00 this vehiele, therefort rmkina regular toppiog IJP unocce&SlIry. but i\ check should be made periodically 10 ensure that tbere bas been no loss or I,;oolanl doe to lea1
Sectloo C.I LUBtUCATION
Waitt pump Remove tbe plug froro tbe water pump casing ~nd refiJl the aperture wilh lubricant. Do Dot subject the pump to pressure lubrication, otherwise lubricant will be forced past the bc:I.rings onto tile face of tbe carbon staling ring and impair its efficieocy.
Section C.2 DRAINING, FLUSIUNG, AND FD..LING THE SYSTEM Oniaing Two draioing points Me provided for draioina the cooling syslem: one is at the base of tlae radiator no the
Th~
Fig . C2 expansion cltombtr cnp india/ted by 'lie arrow
forward s~e and the other is 00 the rcar of the cylinder block. Doth draio points aDd the beater tap must be opeoed and the radialor filler t:1p removed to drain Ihe cooling ~ys(em completely. If the system contains aoti· freeze collect it in a clea.n container for futore use. Flushiea To ensure efficient circulation of the coolaM and 10 recluce tbe formation of ~Ie and sediment in tbe radiator the system sbould be floshed with clean rUllJllna water before puttiog io aoti·freeze. The water s.hould be .Uowed to ruo through uotil it comes out clear from the drain ph),. When furring is excessive tbe radiator should be removed as in Sectioo C.l and flusbed through in the reverse way to tbe 60w, i.e. turD the ",dialor upside.down and let (he water Oow through the boltom hose coolleetion and out t.b.rougb tbe top. The use of radiator reverse-flush adaptor 18G 187 with I in. (15'4 mm.) diameter watcr hose is recommended for this purpose. FWin& Close the hcater lap aDd discoTU'lccI the heater hose. Fill (he system througb a ronnel iosertcd io the heater hose untiltht radiator is full to tbe top of the filler oeck . Cbeck IDe level of the coolaot io the expansioo link: this should be .ppro~Q)ately 2! io. (57 mm.) from the baUam . Reconnect the bose aDd opeo the beater tap. Re6t the radiator and expaasioo tank caps . Run the eogine 10 its DonnaJ working temperature, switeb off and allow it to cool. Vader DO clrtumstao.ces mart tile filler ClIp be remo.d wbea tk system is hOI. Check the level in !.he radial or, lOp up if OtctsSl:ry. and refit the flUer cap.
Section C,3 RADIATOR Fig. C.I Press the radiator cap downwards and lurn il nnl;clockwise to rclune i/. R~mO'IJe ollly who! cold 1100. Jsrue 6.
1140
Remo'fing Remove the cowling upper support bracket. Withdraw the bolt secoriog the bottom support bracket 10 the mouoting bnacktt of the transmissioo casing.
C.l
THE COOLING SYSTEM Tighten up tbe bolts with the dynamo held in Ihis position. A geotle hand-pull only ruU!;t bc Cleru~ d on the dyn:lIllo, olherwise the tension !Viii be excessive aud uodue straio will be (hro\lo'o on the dynamo beariogs. The belt should be sllfficiendy light to prevent slip, yet it must be possihlc to move it laterally about I iu. (2' 5 em.).
Remo\'i.ag
Fig. C.] A(Cts.~ (0
fhe Todiolor drain p/rlg is gailted/rom 'lie ]roll1 of the t:or
U1/d~r
Rdccisc the dips And pull Ihe lop hose from its conacetio" on the radiator. tbe bOllom bose from the water pump, and disconnect the heater hose if fitted . Remove tbe exp"nsioo chaU1ber hose from its CallnectiOD on tbe radialor top lank ~nd the hose clip from the radiator cowling. Extrllcl the screws securing tbe radio tor to the cowling, remove the lap balf of the cowling, and lift tbe radiator (rom the ....chicle.
Refitting
Installation is a reversal of the removal procedure. Refer to Section C .2 before. refilling.
SeCDOO C.4 EXPANSION CHAMBER Remoting The expaosion chamber situated under Ihe lower fronl valance should under no ci,cumslJlncc~ be tampered witb aDd requires 110 mainleoallce. Relntively higb temperatures are developed ill the cxpansioo chamber, and injury would be incurred jf the prcs~urized cap wcr~ removed when thc s}'~(el)l was hot. DiscODDeCI and remo\'C (hc spill hose from ils conncction on tht: radiator top t .. ok. Discooneci thc spill h01lc clip from the r"dialor cowliog. Remove the cxpansion chamber bracket securing set screws and lift aWil}' Ihe expaosion chamber, spill hose, and bracket.
Slackeo Ihe dynamo pivot and adjllsling rink ho)lS. Pusb the dynamo down, release tJ1C belt (rolD the cr.mk.shaft pulle~', aol,) remove tbe belt by O1nllQellvTing it bttween (be top of each fao bl:"lde and the radiator cowling. Sufficient cieMance bas been provided to allow the belt 10 pus between Ibe fao blades :4nd the rigbl-hllnd top of Ibe cowliog !lange.
Seelioo C.6 WATER PUMP Tb~
walt'( pump is of the eeoui(uglll impeller type mounted on a. COO"lmOI1 spindle witn the fan and operating io a cast nou~ing mountcd 011 tbe front of tbe cyliod(r block. Warer-sculiDS is effected by a spring-loaded carbon wasber bearing upon a seating in the impeller housing. It is oec.c.~s3ry to dismantle tbe pump and faa assembly to obtain access to tbe sealing glaud. Removing, dismaotliug, and refiUiDg illstruclioos arc given io Ole foUowing paragraphs.
Rcmoring Drain the waler from thc cooting system aod rcmove the radiator as io Section c.J. Rcruove tbe hose from the w,uer pump iolet connection and slacken loe lop clip of the therruostat by-pass bose. Remove Ihe dyotlmo, withdraw tbe four scI screws sC(;uriog Ihe fan blades 10 the water pump hub, and remove the l'lIadc~, belt. and pulley. Unscrew the set screws secul'ing tbe pump to Ibe cylinder block and remove Ihe pump complete wilh 'be by-pass hose.
Refttting Refitting is a direct reverSo11 of the r
SeCDon C.S FAN nELT .\djUSliDg
The adjustmeot of the dyoaroo and fan belt teosioll is eO"cctcd by slackening (he two dynamo pivot bolts, releasing the bolt on (he slolted adjusting liok, aod rai~ing the dynamo bodily unlil U\e bell tension is correc(. C.4
Fig . C.4
Thl! drai/l plug or tap for the cylinder block is lo("afl!d 011 the reor of the block 1100.
I~uc
6. 1140
c
THE COOLING SYSTEM Dism::anlung pun oul tbe bearing 100000ting wire through the hole in . he top of the pump body. G~(uly tap the spindle rearwilrds to release the combined SI)iodJc and bearing assembly. togelher with Ihe seat and V:lne.
Withdraw the vane (rom the spir.tllc with
Fig. C.s
Russembliog Reassembly is a revusal of Ihe dismanliing procedure. Make certain thai the h(lic in the bearing is lintd up wilh the lubrh~llin:; hole in the pump body belore pressing the btaring and spindle into posilioo. Should the interrerence III of Ihe ran bub have been impaired wh~l1 l he hub was withdrawn from the spindle, a new hub musl be filled.
THERMOSTAT Removing Dr<'lill the cooling System ($celioD C2). Discoonect the lOp bose and remove (be cowling Upptr support hracket. Remove the S\X:uring nuts and spri llg \wlshers rrom the Ihcrmo~tat cover and lift Ihe cover 3wilY rrom il s studs. Remove ,he pl\pcr joint washer and lin oul the thermostaT , Test II::: therlllostat opening lempcrahm: by immersing it in wa ler :II the temperature given in 'GF.Nf.RAL DATA'. If tbe (hermostat v.-Ive docs 1101 starl to OpeD o r ir the valve sticks in the rully open posilion. r(DeW Ihe therruoslst; under DO circumstilnces should any allempt be made to repair il.
Refitfillg Installat ion or the thermoslat assembly is the re ....eue or Ill.;: removal procedu re. threaded stem uppermost. Fit a new paper joint w-.sher ir thc eX!!'ting one is d.:un;tgtd.
Section C.S FROST PRECAUnONS WOlter. when it freeu~, expands, and ir precaut ions are Dot taken there is considerable risk of bursting the radi
A seC/ioll (flrollgh tilt! .....aler pump showing rhe !()t'n/ioIJ af 'he components. When assembled, the lIole in Ihe hearing n/lrst coincide It'iJlr the lubricoting hole in thl! ,,'afu p.mrp (A) nnd 'he/nee of 'he Iwb (8) InIISI be /filS" ...:i//) 'he t!IId of the spindle (c) ;s a cleurance of ·002 /0 ·030 in . (,508 to ·762 111m.)
d;ullage may ~ avoided by drainiog tbe cooling system when Ihe vehicle is lert ror any length of lime io frosty weatber. or by addiog allli·r'I.'C2C to the water. WheD a bealcr is filled aoti·freeze must be used as 0 0 provision is m-.de for draining the unit.
Section C.7
tiOO.
.oS'J""
1140
Before adding .lnli·freeze nlixture .lhe cooliog system must be drained and flushed througb by inscniog a bose in the fillillg orifice and allowing water to flow througb until denn . The draining points should be closed after aUowing all the wilter to drain away Hnd tbe anti-(reeze should be poured in first . follo .....ed by the wafcr. To p,c~'ent Ihe i pint (·6 U.S. piDL, ·28 litre) of water iu tbe c:\:pao~ion chamber rr ..czing add! piOI ("3 U.S . pint, '14 litre) of pure :ullj·(rceze (this satural~d solution avoids Ihe need to premix). WARNlNG.-Ensure thol Ute correct Clips ore fined to the expansioo ehllDlber :;}nd the fodi,Hor tuk wad that the S:;}me are securely locked in posirioo.
Only I'IlIli·fr
C.S
THE COOLING SYSTEM The recommended qU30lilies of ;'Inti-freeze for diffe.renl degrees of frost arc:
,
I
C.6
' c.
• F.
-19 ..-26 -33
-3 -15 - 28
,I
Commences
Absolute safe limit
!ruzlng at
• C.
• F.
SOllilioll (%)
I Quanlit)' of anti-freeze requ,-,td
-9
I
-16
16 9 3
2()
25 30
I I
, -IJ
i
If pis. (2') U.S. piS., J.O litre) 2 piS. (2'4 U.S. piS., I'llilces) 2i pis. (2'7 U.S. pts., l'2Iitres)
1100.
l$We 6.
1140
D
SECTION 0 TIlE FUEL SYSTEM S~ctl()ft
General description
t Air eleaner
..
D.'
..
tCarburctter(s) Fuel pump
D.]
..
D. ~
D.S
Fuel tank
0.6
Gauge uoit
0.7
Induction aod cubutctter suction chamber hutcn
..
Lubrication ..
0 .1
0 .8
ThIonIc damper Tools ..
..
..
tThese opeflltions must be foU01\d by an uhaust emission cbeck
1100. Issue 6.
I02!~
Eod or Section
Ei'G'
D.I
o
THE FUEL SYSTEM GENERAL DESCRIPTION
The (uel system comprises 3 fuel I;ml.: nloun(c(1 below the ItIGgage compart 1oent, an S.U. AUF 200 or SP
ele<:lriclll1y oper
transmission cugines these nrc eililer of tbe
single or twin HS2 Iype,
iiOe!
on 1275-c.c. and "II auto-
ma rie transmission en gines they Me of the siogle HS4
type . The level o flhe fuel in the tank is registered electrically
(4) Rcmovc the earthing screw. (S) Tile coil housing may now be removed frOIll tbe body. Nex l, remove the diapbragm and spindle assembly by taking hold of tbe diaphragm ;md ullscrewing it anti-clockwise uotil the a rmature spring pushes Ihe diaphragm away from the coil housiog. It is !:Id visable to bold the housing over the bench so that the 11 brass rollers wi!.} not fall on the Boor. TIle diaphragm aDd its spindle are serv iced as i\ unit and should not bc scpara ted.
by a meter on (be instrumeot panel . Till: "'i r clealler nued (0 the carburener(s) has a rene ..... ~
Peoe$f(I/ (llId TOl:ker
3blc paper-elemeot fl.Her to Im p road dust aDd other harmful matter from (be air berore it reaches tht: C<'ITburellcr(s).
termioal nut. and remo vc the lead washer; this wiU have Ilattcned on the term ioa l tag and thrcad, a nd is best cut away with cullins pliers or a koife. Unscrew the (wo 2 R.A . screws, hold ing the pedesta l 10 the coil housing, and remove lile earlb terminal tag. 'fipthc pedestal and wjthdraw lhe termina I stud from tbe tcrminall:lg. The pedestal ma y !lOW be removed witb the rocker mcchani~m nllached. (7) Push out the hardened sled pin wbich holds the rocker mochanisIU to lhc pedestal. Body and 'Inh'eJ (ryp~ AUF 200) (8) Unscrew the lwo 2 B.A. screws securi ng the spring cli\mp plate balding (he inlet and outlet noules. Remove the nozzles. fiher, aud va lve assemblies. Body 1I/1fl mfvps (type SF) (9) Unscrew the iolel union aDd remove lhe fi ller. Unscrew the Phillips screw and Inke out Ihe two vil ive assemblies.
Section D.1 LUBRJCATION Carbarette.r damper(s) Uoscrew the cap from tbe top of the suction clJ.:l1nber Bod relill lhe hollow piston rod with tbin engine oil until the level is t io. (13 mnl.) from the top. Under no circumstances must heavy-bodied lubricants be used. Failure to lubricate the pistoo damper will cause piston flutter and reduce :lccdcration.
Section D.2 FUEL PU1\1'P Remoring Enr1y cars The pump is locateu benentb the luggage ct)roparlmcnt on thc lcft-hand side. For rcnloval; d isconnect the battery eartb lend and detach tbc carth and supply leads from the termiuals on the pump. Disconnect the inlet. outlet, and vcot pi[>C cooneelioos. Remove the set screw~ securing (be mounting bracket to the under side of the luggage compartroem floor to relc;;!~e the pump and pump brackel.
[tiler cars The pump is loe:.Iled inside the luggage compartmenl on I.he right-hand side. For remo va l; di~nnecl the batcery earth lead a nd, froOl beneath lbe ca r, disconnect tuc inlet and outlet connection.... leaving the t1c.xible boses on the pump connections . From witWn the IU8gage coropa rtOlcnt lift the floor and remove th e drive screws securing the punlp mounting bracket to the body. Draw the pump ioto the lug!V4ge compartnlCn! and discoo nect the earth lead . Dismantling COl1f(JCi break er
(I) Remove tbe ins ulatcd slcc"c, termin31 nUl, aod coDoe-clor togetber witb its sha kcproof washcr. Remove the tape seal (if filled) and ta ke 00' the eod-cover. (2) UnSCrew the S B.A. screw which holds the contact blade to the pedestal. This will aUow the was ber, thc long
{6} Remove the end -cover seal was her, un screw the
Jnspeclioa (Typ, AU nCO) If gllm formation lIa ... occurred io Ihe fuel used in the pump, lIle PMts in COlllaet \\ith the fuel will bElve become coated with a substa nce simi lar fO "antish. This blls a strong stale s mell and roay auack {hc n«>prene diaphrJgm. Brass and steel parts so affected can be clea ned by being bo iled in a 20 per cent. ~olul io n of caustic soda, dipped in a strong ni tr ic ition. has not ocen d isloned but a llows n valve Lift o f app ro:
*
I tOO.
l,uuc 6.
)0288
.
__
....
D
_-_._._-
· - - - - · - - ' - · - , , - -· -........-r
THE AUF 200 and SP FUEL PUMP COMPONENTS
II
..
"
..
;8
j~
, \
~~0i3 ,·Bo/J@ "
r,
1
~,
\
I
~-- ..10 ~8
,
~
/ "'19 15 II
I I
14 17 I,· ~
-10 j7
,/
,
., I
0·
s ,
II
. i. ~""
.
t
, I Il
I
! I
" I
I
1 /~' 2J
! 4)
/&ffl"ClJ ,"" fI@ __
"
\
- .. ~~ 21
1
I \
)~ I I
II
3)
18
H
N(I. I.
,. ,.
Ul~bJ
.,, .,
D,Ju;pJitm Pwnp body (AUF 200 o(lly).
No, 1Jnt'ripJi(ln 17. TermioaJ sNd.
lS. Sci $Crew.
Di;'\phr:arm and srindle o1Uembl)'.
18. Sprin; wuhtr.
l~
Inlet ud oullel noulu.
37.
lllkt v.1lw:.
Arl'l),lIure ulIlr.tlwl1g roller.
•• Tmpact WlISncr,
...
l...c<:Id wasber.
38. Ourlel valve.
20. Tenninal nUl.
S.
Arrn;'\ture sprins..
21.
••
C<.>il bousillC·
ll, COOI.a btlde'.
7.
ScI~IY.
1).
Washer.
•• ••
Eanh COWlC(:lor.
24-
Conl:K:1
Sci screw.
Sprint washer.
... ...
sere ......
Filler. Gasket .
41.
Scalins band.
27. Spring wasber.
44.
Pump body.
28,
Screw.
45. Outlet valve.
II . Terminal 111;-
19.
End-co\'cr.
12. Terminat la8.
JO,
••• Valve retainer.
Shakcproof washer.
47. Screw.
IJ. Eanb laS.
~L
Connc.clor.
,",
14. Rocker pivoc pin.
n.
NUl.
IS. Rocker mochanism.
3l.
InsulaUna slc:c:ve.
5•. Washer.
.14.
Clamp pille (AUF 200 only).
51.
I •.
...
Peda$tal•
AUF 200 oniy.
.W. SealinB washer .
EDd-co\'U st:ll .... "shcr.
bl~
Drsc,;pliQn
N•.
...
SP oDI),.
Inlet "alvc. Filler.
Inl et noult.
, i
l _ _ . _•••• _
•.••• _ _ . _ .•• _ _ _ ... _
1100. Jssue 4. 64139
•. _ _ ..... _ _ ... _ .. _
•. _ . ________ . _ _ . • _ _ _ ._ •• _ _
J
D.3
D
THE FUEL SYSTEM
(2)
o
\
(3)
0
Fig. D.I
Flui"g rite ro~ku asst!mbly (0 ,Ire pedes wi: (insel) 'lie correct position of the centre loggle spling alfe!
(4)
Q.r.fcmbl),
(7) Examioe the contact brC3ker poi.afS for signs of burning
As above except (or the following: (2) Examine the outlet v:l lvc for dAmage. Cbeck that the centre rivet is ligbt ~od tbat loc un sprillg has not unwound, but is still holding tbe pltlslie valve disc on its lIUliog. The v:'llve disc should be free to lif!, and not be Irapped uncler the rivet shoulder. There must be no kinks or marks wwcb might cause it to fail to scat. (3) Euminc rhe illict valve assembly for kinks or d.lmage; the slillht discoloration of the valve disc is of no imponance 35 tbe colour is pre~ent only 10 pcrmil Ihe val .... e to be seen more easily. (4) Examine the valve scat in the body for damage Bud corrosion; if il is impossible 10 reroO\'e Ihe corrosion, Of if the seat is pilled, Ibe body must be diSCilTded. Russcroblillg PedcJlnl ond rocker NOTE.-Tbe steel pill whicb secures the roder mtdlanlsm to Ihe pedes/a] is specially bardened aDd mUS1 not be replaced by oUler thaD a genuine S.u. paM. (I) Invert th..: pedestal aDd fit tbe rocker assembly to it by pushing Ult steel pil) through the small boles io the rockers aod pedestal Slruls. TbeD position the centre tog!!:le so Ihat, with the [nller rocker spiodle in tension :I~3.iost tbe rear of the contact point. fbe cemre toggle spring is above the spindle on which lhe white rollers ruo . This posiliorU1lg is important to obtain the correct ·throw-ovec' llclion; it is also .:ssential that tbe rockers are perfectly free to swing on the pivot pin and that the arms are no! binding on the
D.'
(5)
legs of tbe pedestal. 1( nccessory, rockers: can be squared-up with a pair of loog-nosed pliers. Assemble lile square-lte.1ded 2 B.A. terminal stud 10 the pedestal, the back of which is rc(;c!:. Do oat overtighten tbe screws o r Ihe pedestal will crack. Do not fit tbe c:nnbct blade ~t this stage.
Dinphrogm m'sembly (6) Place tbe armature spring into the coil bousing with its larger diameler towards the coil. {7} Defore fitting the diaphragm, make sure tbal the impact wasber is filled 10 tbe arm,\l ure (Ihis is a sm<,}1 neoprene washer Illat fits io the armature recess). Do nol use jointing compound or dope 00 tile diapM;:sgm. (8) Fit the diapbragm by ioserting the spindle in Ihe bole in tbe. coil aod screwing it iota the t.hreaded trunnion in tbe ccntre of the rocker aSliembly. (9) Screw in Ibe diaphragm until tbe rocke' will nol Ihrow over; this must not be confused wilh jammin3tbc arm3ture on theco il hOllsing internal Steps. (10) Fit the t I bmss cCllualhing rollers by turniog back the dinphragm edge <,od dropping the mUcrs into Ihc coil recess. Tbe pump sbould be held in Ihe lerl hand, rocker end downwD.rds, to preve.ot the rollers froro fnlliog out . On laler-type roeker mtcbao1sms " 'jlb adjustAble 6ngtrs fit the eootaet blade and adjasllhc finger sci·
-
,/
'.
.....
'v.
,'. ~
..
"
...:
Fig. D.2 Unscrew Ihe diophrogm /Jlllillhe rocker )ilSt ,hrowsO l'er
ttoo. bsue 4. 6(139
o
THE FUEL SYSTEM tlng, as described under those headiap. thtn carefaUy remoYe lhe cootact bl.de. (II) Holding the coil housinl assembly io the left baod, in 3D approximately boriwntal positioo, push the
diaphragm spiodle in with the thumb of the right band, pushiog firmly but stt:ruijly. Uosuew tbe diaphragnl. pressing and releasing with tbe tbumb of the right b;lnd, until the rocker just ' throws Ollcr', Now t\lfn the diaphragm back. (unscrew) to the nearest bole and agaio four holes (two-thirds
A
of 8 complete turn).
(11) Press tbe centre of the armature and fit the retain-
iog fork at tbe back crlbe rocker assembly. This is done to prevent the rollers from falling out wheD the coil housing is placed on the bench, prior to tilting tbe body, and is not intended to $ueteb the diaphrngm before tightening the body screws. Body compontnU (type o4UF2oo) (13) Inlet and outlet valves:lIe ideotical assemblies aod arc held io position in the one-piett body casting by a sfeel spriog clamp plate, secured by two 2 B.A. scrcws. llus plale also seClJres tbe inlet aDd outlet oozzles, including tbe filter, aU of whicb are armoged to be accessible from (he ouuide of Olc pump. This inlet recess is deeper tban the outlet 10 aUow for the 6Jler and eklra washer. (14) Place tbe outlet vah·e assembly, toogue side uppermost, iu the rtcess marked 'outlet', place a joint wu!.ber 00 top of tbe vah'e assembly, and complete by adding the o utlet oozzle. (15) P}tlce the inlet valve assembly, tongue side dowowards, in Ibe recess marked ' inlet', foUow this wilb a joint washer, tbee tbe filter, dome side upwards, then anotber joint washer, completing tbe Assembly with the inlet ooule. (16) Take care lbilt both assemblies rest d owo evenly into tbeir respective rocesses . PositioD the oowes IS requirtd, place tbe clamp plate OD lop. and tigbten down firmly 00 to the body with Ole two 2 B.A. screws. Bady (ampantniS (~I'Pe SP) (17) lnse" the oller into the recess in the iolet union
__ J
Fig. D.3
Selling lite carrecl relafille pasilion of blade 0110 rocku conlocl pajrrls 1100.
hsue
j.
641]9
Fig. DA
The COlllaCl gnp setting an earlier-type racker assemblies I.
Pedestal.
2.
CDDI~CI
blade.
1. Ouler rocker.
-4. Inner tockc:r. 5. Trunni.on.
6.
Coil hOUiiDlJ.
.01.-·010 in. (·S rom.).
before screwiog ii, with its fibre washer, into the pump body. This will Jessen the risk of Ihe tip of the filter being forced ioto the valve recess aod lifting the valve from its seatiog. (18) Place the outlet valve assembly iDto its recc51 spring dowDwards, making sure that il sits evenly o n the sealiog in the body. 00 which il will be held peCluanenlly in cootac! by the clamp plate. Tigb&.co the Ph.il1ips screws, making surt: tbat the iolet valve disc is centralized 00 its seating. Body ollaclunent (19) Offer up the coil housiog 10 the body-ensure correct scating; between tbem. (20) Line up the six securing holes, marring sure that tbe cast lugs on the coil bousing are al tbe boUom. insert tbe six 2 B.A. scrows finger-tight. fit lbe earlbjog scre w with its Lucar coooector. (21) Re move tlJe roller-retaioing fork ca.refuUy, m.:WD8 sure that the roUers retain their positioo; a d.ilplaced roUer will (;ut lite diaphragm. It is Dot necessary 10 slteleb thediopbragro before tightening the sc:curing screws. (22) Tighten Ule securing screws in sequence as they appenr diamd.rically opposite eacb olller. Con/acl blnde (23) Fit the conL1ct bh,de and cojl lead to tbe pedestal with 'he 5 B.A. washer and screw. (24) Adjust tbe contact blade so that the contact poioU on it are a little a bove the coma,t points 0 0 Ibe rocker wilen the po int s a rc closed ; 3.150, thai wheo the co ntact points ma ke or break. ooe pair or points wipe oyer the eem.re-line or the otber in 8 symmetrical ma nner. As the contact blade is provided with a slot for tbe atUebmeol screw, some degree of adjustment is possible. (25) Tighten the coot.act blnde 'lllacitrucnt screw when tbe correc1 setting is obtained Calflac:1 gop s~tfi1tg
(26) CbecJc that when the
lIl1 1 ~r
rocker is pressed 00 to D.S
o
TIlE F1JEL SYSTEM
.... tf& -
Fig . D.5 Tlt4 rochr finger Jl:llillgs on modified rocker flSSemblies I . redOSlal.
2. CnnlacL blade. l . Outer rock.tr. ... _0035 in. (-9 mm.).
4. Inncr rocker. S. Tru"oion. 6. Coil housin". . . _ ,070 in. (1'8 mm.).
the coil bousing. tbe cOlltaet blade rests OP the Ollirrow rib or ridge wroch projects slightly above the main face of the pedestal. If it does 001, slaclc.ea the coolael blade attachment screw. swing (he blade clear of che pedestal, and beod it dowowllrds a sufficient &mounl so that when repositioned it rests agaiD~l !be: rib ligblly; over·teasioning of tbe blade will restrict the rocker travel. ED'H~NJ'pe
rocker DSs~mb1iu
(:2.7) Check. the gap between the points iudirectly by c.tTcfully holdiog Ibe: coulRel blade against the (ib on the pedestal without prc:ssicg against the tip. 'Tben cbeck if a ·030 in. (-76 rom .) feeler will pass belWeen the fibre ro ller$ and tbe face of the coil housing. If cecessary, Ibe tip of the blade caD be $et 10 correcl Lhe aap. Modifitd rock~r osstmbliu (28) Check tbc lin. of the COolae! bl'lde tip aboye the lOp of the pedesLRI wi(h a feeler puge, beDdiog the stop finger btoeilth the pedestal, if necessary, to obtain alifl of-03S +'OOS in. (·S9± ·13 nun.). (29) Cbeck the between rocker finger and coil housing with a feeler gauge, beoding the slap tiDIer, i!o~ry.IO obtain a saP of ·070+-005 in. (I·8+· 13,"m.). £nd..covu (30) Ensore tbat the eDd-coyer seal wlsber is in position on the tenbill8l stud, 6t !.he b.,kelite eod
(4) Ensure that there is AD adequate supply of paraffio (keroseoe) io tbe test rig tack. Priming OIId ma.:cimwn dtlil'~ry check Open tbe t.:lp 00 the test ria aad switch 00 tbe pump. The pump should prime from dry io to 10 15 seconds and the fuel sbould risc: io !.he glass jar uotil it ftows over tbe lOp of tbe drain pipe. If tbe fuel level d oes Dot rise aboYe. the smaU bole i.D the drain pipe the pump is !lot operaliol al Ibe required sfaod.,rd and must be iDSpClCted. Ai, Itok chtck When tbe pump is fitst switcbed on air bubbles will be seen emerging rrom the drai.o pipe. These bubble.s abould cease &fier the pump has been operaling for a minute or cwo. If the bubbles coolioue to appear it is ao indication that an air Jeak exists 00 tbe suction side of tbe pump aDd this must be found aod rectified. Val~~ seat chtck Oper3.le tbe pump for about 10 minutc.s aod then rum tbe lap riabt oft'. The pump sbould not beat for at least 20 sec.oods. If pumping actioo takes place wilhio 20 seconds the inlet val...e is not seating corre.ctly and must be reoewed. Mmi17lUIYI dtlht,y chtck PattiaOy OpeD the tap and cbeck lbal fuel is delivered (0 the glass jar. GraduaUy depress tbe spring blade to reduce Ihe stroke; tbe: pump should continue workioS with increasing frequency uolil it eventually stops due 10 there beiDa 00 gap kft between Ihe points. kdllced yoltoge check Turn tbe tap fully 00, reduce the yoltage to Sl·fvolts, aDd cbeck t hat the pump is (unct ioning satisfactorily.
a'p
Tatioc ot! standard rig (I) Check !.hal tbe pump poinls ~re correctly gapped IDd adjus~d . (2) Fit the approprio~ pump adaptor set 10 a slaodard test ria aDd mount the pump on
D.6
Fig. D.6 A chuking rig /()r tht Illtl pump It obtoinable flam BMe Sf!I'1ic~ Division I. The n in. (<4 In"",.). di~ . hole is 2 in. (SO n\ln.) below !.be top 0, chc pipe.
1100. Issuo. S. 64139
o
TIlE FUEL SYSTEM Sporklng check Switch 00 the pump and <:hcck for excessive spark.ing between the points. A smaU degr~ of sparking is permissible, but a special leak wire in the solenoid winding is designed to reduce sparlting to a minimum. If acessive spuking is evident tbe solenoid assembly must be renewed.
RdtBnl: Wben replacing, ensure that the outlet is verticalJy above the inlel port, i.e. tbe inlet and oUllet nozzles are borizontal. Also CtlSW"e a 800d carib coanecLion.
..·.alt dlaposis I. Su.Jpecfedjlleljet!djol/ure
Disconnect the fuel line at the carbureUcr aDd check. (or Dow. (a) If normal, examine for obstructed ftoat-cbamocr
needle sealing Of summed needle. (b) H normal initially. but diminiShing rapidly aud accompanied by slow pump operation, cbeck (or cornel taok. ventlng by removlug the fiUcr cap. Inadequate venting causes a slow power stroke, with resultant txccuive bura.ing of contact points. (c) If reduced flow is accompaoied by slow operation of the pump, cbeck for any reslriction 00. the inlet side of tbe pump, sucb as a clogged filter, which should be removed and cleaned. fn tbe case of reduced Dow with rapid operation of the pump, cheek for an air leak on tbe suction side, dirt under the valves, or faul()' valve scaling washers. (d) If no (Jow, cbeck for : (i) Eluffico/ supply Disconnect the lead from the term.ioaJ aDd test for an electric!!.1 supply. (ii) Faulty con/act points If electrical supply is satisfactory the bakelite cover should be rem.oved to check Ibat tbe tungsten points are in contact. The Iud should tben be replaced on the terminal and a sbort piece of bared wire put across the cootacts. If the pump then performs a stroke the fRuit is due to dirt, corrosion, or maladjustmeot of tbe tungsten points. (iii) ObslnlCltd pipeUlle between fuel (ank and pump The inlet pipe should be disconnected : if the pump then operates, trouble is due 10 a restric.tion in the pipeline between tbe pump and the tank. This Dlay be cleared by the use of compressed air after removing the fud tank filler cap. It should be Doted. ·bowever, that compressed aU- sbould not be passed througb the pump, as this will cause serious damage 10 the valves. (iv) Fnully diaphragm ac/ion IT the previous operation fail to locate tbe lTouble, stiffening o( we diaphragm fabric or aboormal frietioo in the [ocker 'throw-over' mechanism is to be suspected. To remedy these faulls, tbe coil housiog should be tIOO. lsrueS.
1140
removed aDd tbe diaphragm ftex:ed II. fe~ limes, takiog care oot to lose 80Y of tbe II rollers under iL Prior 10 reassembly, it I. advisable to apply a little thio oil 10 the 'throw-over' spriog spindles at a point where thcy pivot io the brass rockers. The diaphragm armature assembly should then be assembled and set in accordance witb the instructions giveo under IbM heilding.
2. Noisy pump Ai, Il!nk.r. If the pump ig noisy in operation, an air leak at ace or other or the suclioo lines may be the cause. Such or. leak may be cbecked by disconnocting the fuel pipe from the carburetter and allowing the pump to dischlUge into II. suitable container with the end of the pipe submerged. The e mission of cootiouous bubbles at this point will confirm tbe ex:..istence of 8.Q air leak. The fault should be rectified by C3fryiog out tbe follow· ing procedure: (0) Cb.eck that all connections (rom the fuel tank to the pump are in good order. (b) Check that the iDlet unioQ is tight. (c) Cbeck tbat the coil housing s«uring screws ar~ weU and evenly lightened. Air leaks on the suction side cause rapid operation of tbe pump and an: the most frequent cause of premature failure. 3. Pllmp operales '!lilhou/ delivering fuel If the pump operales without delivering fuel the most likely causes are : (a) A serious air leak on tbe suction side, or, (b) Foreign mallcr lodged under one of the valves. paniculacly under the inlet valve. To remedy (a:) sec para. 2 above. To remove any foreign matter lodged under the valves tbese should be removcd for eleaning.
Section D.3 CARBURElTER(S)
~I
IMPORTANT. The ins(rUCUOIIS giveo in this section for adjusting. dismantijl)g aod reassembling the carburetters applies oaly to tar! not fitled "jth exhau.st cmLo;sioD control eqWpIllCQt. Carbureuets fitted 10 cars with extu!:ljIsf eaWsioo control equipm~lIt must be tuned Illld serviced in accordance with th" instructions givell ill Workshop Mannal Supplement AKD 4957.
PIstOQ sticlrirJg The piston assembly compriles the suction disc aad Ibe piston forming the choke into whicb is inserted the bardened and grouod piston rod eopsing in a beanos in the .:entre of tbe suctioo cbamber and in which is inserted the jet nccdk. The piston rod funning in the bearing is the only part wWcb is in ac(uaJ eODt.a.ct with any other p .. rl, tbe suction disc, piston, and needle aU having suitable clearances to prevent stickiq. If sticking docs occur tbe whole asscmbl}" lbould be cleaned car&(uUy and the piston rod lubricaled with a spot of thin oil. No oil must be appijed to any other part except the D.7
D
THE FUEL SYSTEM entirety free from any kind of foreign matter or sticky substance capable of causing trouble. Float-dlamber(s) The position of the hinged lever ftoat assembly in the ftoat-ebamber must be such that the level of tbe 60at (aDd therefore the height of the fuel at the jet) is correct. To cbeck the Hoat level bold the 80at,cbamber lid and float assembly upside-down Dod place a i in. (3'18 mm.) diameter bar across the diameter of the mach.ioed tip of the ftoat-ebamber Ild, paraUel to the tloat lever hinge pio and under the Ooallevcr. The faceoftbe ftoat lever should just rest on tbe bar wilen the n081 Deedle is (utiy on its seating. If tbis is oot so, carefuJly reset the angle made betwttn the straigbt portion of the noat lever /lnd its binge uotil the correct position is obtained.
Fig. 0.7
Dor'llpt, I"b,icoliolt level
piston rod. A sticking pistOD can be Ilsoerillinc:d by removing tbe piston damper and lining the piston with a pencil or similar ilulrumcot; the piston should eome up quitt freely and fall bock sm&rlly onlo the jet bridge when released. On no account should the pistoll mura apriogbe sl.Tetc.bed or ils tension altered in an allempc to impro\'c ils rate of relurn, Floal-chambcr Ooodlna This is indiC
0 .8
CentriDa the. Jel When the .suctioo pistoo is lifted by the spring-loaded piston lifuDg. pia it should faJl freely and hit tbe inside jet bridge with a SOfl, metallie elick-that is, with tbe jet adjusting nut in its topmost position. If tbe click is only audible when the jet is in the fully lowered positioo. the jet unit requires recentriog on the needle. Disconnect the rod between tile jet lever ond the jet head. Unscrew Ibe unioo holding tbe nylon feed tube iolo the base of Ibe 80at~bamber, and witbdraw the tube and jet togetber. Unscrew the jet adjusting nut aDd remove the lock spring. Replace the adjusting out aDd screw il right up to its topmost position, thoo replace tllejel aDd feed tube. Slacke n oft' the large jet locking Qut uotil the jet bearing is just free to rotate by finger pressure. With the damper removed aod using a pencil 00 top of tlte piston rod. gently prcss the piston and needle down 00(0 fhe jet bridge. Tighten the jet locking out, obscrvil1g thai the jet head is slil! in its correct aogular position.
Fig. D.8
"flit mtflJ(1(J "/ checking the correa odjustmenf o/thc ./foat lel'er 10 ,'t in. (l ·I S 10 4'76 nun.) txar. u. Machined lip.
1< •
•
c. Anglc or float
k\"et .
D. Float DttdJe and seal oS$Clllbl)'. t.
Levcr hinge pin. 1100. Issue $.
1140
D
THE FUEL SYSTEM Lin the piston and check thai it falls freely aDd e\·enly. hilling the. jet bridge with a son, meaUic click. Thea fully lower tbe jet and fe-cbeck to sec ir tbere is any diffcrenu iD the soued of the impact; if tbere is and Lbe second leU produces a sharper impact sound, tbe cenlriog opcrt\lioll will have to be repcMcd until successrul. Remove the adjusting nul and replace the lock spring after tbe conclusion of the operation.
Sfo,,"·running adjustmeut IIInd synchrooiLatioo (nriDurblll'd1ef application) When the engine is rully run in UIC slow running may r~uin~ adjustJDent. This O'IUS! Dilly be carried (lui wben (be eogine has rcat;hcd ils oorlllal running temperature. As the needle siu is determined dUfiog engine development, tuoios of the carburellers is confined to correct idling scuing. Slacken tbe actutllil)g arms on tbe throttle spindle inlercormcctiol). Close botb tbrottles fully by unscrewing (he (hrouic adjustiog screws, Iben open each throtlle by screwillg down each idling adjustment screw one lurn. Remove the pistoos and suction chambers, aod disconnccllbcchokc conlrol cable. Screw the jet adjusliDg OUIS until e3ch jct is Bush with Ihe bridge of ilS carbureuer, or as Dear 10 Ibis os possiblc (bolh jcls bting in the same relative positioo to the bridge of tbeir rcsrective carhureUcrs). Replace the pis(oos aod suction cbamber assemblies, and check th;!t the pistons fall freely onto the bridge of the carbureUers (by means of the piston lifting pins). Turn down cll;ch jCt adjusting out two complete (urns (t2 na(~). Restart tbe engioe, and adjust the throttle adjusling Scre\...·s to gi ....e the desired idling speed b~ moving each throlile adju!:ling screw nn equal amount. By listeoiog 10 thc hiss io tile intakes, adjust the throtUe adjusting ~crews lIntil tbe intcnsity of the hiss is similar on bofb inlakcs. This will synchronize tbe throttles. Whcn this is s:Hisrllctf>ry the mixture should be ad· justed by screwi.J.Jg each jet adjusting nut up or down by the Sllmc :lmouot untillbe rastest idling speed is obtained consistent with cvcn tiri(lg. During this adjuslmeot it is
Fig. D.9 TIII! jet'/u between lIfe Ihraule shaft sfop and Ihe dlOk~
interconnecling spindle (llvin-carburelter opplicQtioll) 1100. lauo S. 64119
Fig. D.IO
The HS2-1Ype cnrbllrefler I. Throttle ~djullinl $Crew. 2. Butterfly operating rork. 1. Fasc·idh: adjusCing scn:w. 4. Je.I liD\.: securing sc:rc~.
S. Jet hCAd. 6.
Aoal-challlbcr suuriD, nul.
7. Jet adjllllin, nUl.
occessary that tbe jets are pressed upwMds to ensure tbat tbey are in contact with the adjusting nuts. As the mixture is adju~ted tbe engine will probably run faster, aed it may tberefore be necessary to uoscrew the throttleadjusliog screws a liule, each by the samearnouDt, to reduce the speed. Now check the mixture ~trength by lifting tbe pistOl} of the left-haod carburellcr by approximately -k iD. PS mm .), when : (I) If the enginc speed incrca.scs, lhc mixture strength of the lert·h~nd clirbureUcr is too rieb. (2) If tbe engine speed immediMely decreases, tbe mixture strength of tbe left-band carhureUer is too weak. (3) If Ihe engine spced momentarily itlcreascs very slightly, I.he mixture strength of the left-band carbureuer is correci. Repeat Ihe operation at tbe righl-hand carburclter, aod afler
D.9
D ri ". . .. :
-- ~---
....--.
_ _._.-- --..- - - -
... --.......... ..- - . ·----·1
...
4
•
Ii
•
\
j
\.
I
)
I,
~~/
I
! 1,•
, ,
.
~ ~
Z;
~
0
u
I
II Ii i
, I i
..:
S ~
i
u
! i i i
~
I
~
i
I
,
j
I
Ii
I ~~
:-@Y~
...
=2 .-=e=~~~~~}j,,~ ,-e
~
D.IO;-- -- --- - - -..- -...-. _____
_ __.... _
_
_
1100.
---1
tUlle S. 641)9
!>
~
~
f -
De,suipr!'(M Desrr;plfol/
earbu.t~ter).
Needle.
",....
Suppon ....-..sher.
23.
Rubber !;fOO11l1t1 (riabt ClU'bureller).
22. Rubber crommel (lcfl ClIrburCllcr).
'I.
20. F1oalo(:baO'lber.
...
IS.
11. Sprint·
NUl.
(ril:hl
~·arbur~lI c r) .
Pick·up levc.t (lef, carbureller).
SfU;III·
n.rollh: 51:«:\\ SlOp.
_ . _ .• _
...
...
.,.
lev~r
losl mOlioll ICI'<'.r.
43. Tab "'uher.
...
".
«l. Throule r.:lum
3!>. llltOule return levu (left ci rOllrclter).
Sere,,,.
16.
...
DolL
Lc~er
lind pin Ils5Cnibly I.ri\:hl
c.'rhu~lIcr) .
. _...........- ...................................... _1
N'L
61. Wasllcr.
6~
OS •
64. I .ever &lid pin au~mb!y lIdl carourcHcr).
63. Jet rod .
DisUlI'ICC Oi'dher.
61 . Spri.D1 I'flLShcr.
)S. Scn........·.
Wastlo:r.
IS.
6~
60.
37. Throu!c di~.
14. Burin,"
"Soh.
l6. Thro nk spinoJI..:.
13. Jet ;LSSCOlbly (,iabl ~rbllfCll cr).
Baffle pblt.
Cam Ic;vtr sPI'ing (right carbulcuer).
Jet a.s.scmbly (kft c:arburtller).
".
...
Cam lever spring (left QlbUJeucr).
". ". ". T,,,,-
spring (right carbUn'llcr).
34. Spring wuhcr.
I(;~'cr
II .
S<. Pick·up
Screw.
ll.
55. PicJ(·up lever spring (left carbur.:w:r),
S<. cam lever (right c:arbureuer).
Cam !eYer (lef,
10. Piston sprios.
". Washer. "
".
Nccdk 311d .seal aSUOlbly.
-.
o.p and damper Issetllbly.
SO. Aoat-ebWlber lid (riSh1 c.urburcllct).
.,.".
•• Fibre washer.
8.
'. "....,.
Float-clwnbtr Lid (len catbu.reIlCt) .
52.
29.
••
PislOD chambEr ~mbly.
51 . Screw.
Lever pia.
Wasber •
1 id( ("gh, c.arburcttcr) .
Liok (Jefl carilul"ellcr).
U.
...
....
5. Circlip.
Boll.
Washer (slccl).
Df'uripIiQ/I
47. Pit k. up l......cr (riChl c:arburcmr).
No.
I
!
·.·------·.-·-··-·--····-············.·.·.·.·······1
SO.
...".
24. WoiSher (robber).
N• .
KEY TO THE CARBURETIER COMPONENTS
_....._.._..._..•...... _._ .......-._.__._.-•.....•..
27. Float ;uscmbl)".
Pistoo LilWla pin.
CarblU'tlter bolIr (right).
Carburcller 00I:I)' (Iefl).
... __ ..
•• Spri.ol·
,. ,.
1.
N•.
--._..-.__ ........ -
------_.._._--_.
~r,
='
D
THE FUEL SYSTEM
To set Utis clearance: wIth lbe tbrottle silun levers free on the. tbrott]!!) shaft, put a ,012 iQ. ('30S mm.) feeler between tlle throttle shaft stop aod the cboke COCIlrol interconnecting rod. Move C;lch throuJe shaft lever
U there is a regular or rhythmical type of miliCU'c, Ur 2ctber with a blackish exhaust, the mixtwe is too rich.
downwards in turn until the lever pin rests lightly 00 the
Yr in. (1·6 mm.) free movement berote illilarlS to pull on
lower !'Irm of the fork in tbe carburctt..::r throttle lever.
the cam lever. Set tbe mixture control knob Or.l the dllsh p:mel to ia mrucjmum movement (about .. in. [16 IOIn .D without moving the c
Tighten tbe c1arep bolt of the throWe shaft [ever :It tbis position. When both carbureUers have heeD dea.lt witb
Tcmo ... e tbe feeler. The pins on tbe throttle shan levers should then hal,lc ck::raoce in the forks . Reconnect the choke cable, ensuring th;'lt tbe jet heads return against the lower face of Ibe jet adjusting outs
when the choke control is pushed ruDy io. Pull out the mixture. cootrol knob 00 the dash panet to its m..:"'Ix.imum rno\'emellt without moving the eatburelter jets (about i in. [[6 mm.I) and adjust the fastidle cam screws to give an engine speed or about 1.000 r.p.m. when hot.
Slow-running adjustments (siDgle-carbnrctter application) Wben tbe engine is fully ruo. in, the slOW-rUDo.ing may require. adjustment. Tbis must only be carried out wben the engine has reached its norr:cal runniog temperaturc. As the needle size is determ.ined during engine development, tuning or the carbureHer is c.on.6ned to correct idling setting. RUIl the engine until it has atlamed iu normal operating temperature, then close the throttle completely by unscrewing the tmoUle adjusting screw LlIltil the fnce of the screw just clears the lever stop. Open it by screwing down this screw one and a balf turns. Remove tlle pistoo aod suction chamber, disconnect the mixture control wire, and screw the jet adjusting nut unLil the jet is flush with the bridge of the c:arburettcr, or 'fully up' if tlllS position cannot be obtained. Replace the piston aod suction chamber assembly and check that the piston falls freely onto the bridge of the c.arburel'ter (by means of the piston lifting pin). Tum doWY) the jet adjusting nut two complete turns (12 flats). Restart tbe engine and adjust t.he slow-running screw to give the desired idling speed as indic.atod by the glowing of the ignition warning light. Turn the jet adjusting nut until the fastest idling speed is obtained consistent with even flfing. As the mixture is adjusted the engine will probably run faster, and it may therefore be necessary to unscrew the throttle adjusting screw a little in order to reduce the speed. Now check the mixture strength by lifting the carburctter piston (by mc.ans of the lift pin situated on the side of the c.arburetter body) by approximately it in. ('75 mm.), when: (1) If the engine speed increases and continues to run faster the mixture is too rich; (2) tf the engine speed immediately decreases, the mixture is too weak; (3) If the engine speed momentarily increases very slightly. the mixture is correct. When the mixture is correct tbe exhaust note should be regular and even; if it is irregular, with a splashy type of
D.12
misfi re "nd colourless exhnust. the mixlun:. is too w,;!)k.
Rccon.neet the roixture control wire wilb approx.imalely
Needles Remove the piston and suctiou chamocr asselDbly Slacken the needle clam.pi1Jg screw, extrael Ule needle and check its identifying mark (sl!e 'GENERAL DATA'). Refit tbe correct needle ensuring tllat the shoulder on the shank is flush with the piston base. Removing from engi.ne Remove the air cleaner as detailed in Secuon 0.4. Disconnect tbe mixture :ted throttle control cables, the throttle shaft retu ro springs (twin-carbureltec applica· tion), the suction advance pipe, nod tbe fuel delivery hose from their respective positions on the c.arburel1er(s). Remove the nuts and spring washers securing the car· buretter(s) to the Qlanifold flaoge(s). Lirt off tbe car· buretter(s} and the cable abutment plate. Refitling It should be noted thal the cable abutment plate filted bet .....eeo the carburetter(s) :tnd manifold flange(s) bas a gasket filted on both fa~s. Should either gasket be d;lrnaged, the plate aDd the flangc(s) must be lhoroughJy cleaned and new gaskets fit~.
Section D.4 Am CLEANER Removing To remove the element, unscrew the wing nut.(s) froro the top of the cleaner, remove the cover. and extract Ibe element. Disconnect the rocker cover to air cleaner breather pipe on cars without dosed-circ.uit breathing. Lin off the air cleaner assembly. Remove the screws securing tbe air cleaner manifold to the c:arburetter bodies and lift away the manifold (twin-earburetter applic.1tion).
Refitting Reverse the removal procedure. Fit a new element periodically. Do not disturb the att cleaner cover or remove the element tit aoy other time. NOTE.-The air clea.ne.r intake should be po!itioned adjacent to the exhaut manifold during winter operating conditions in order that the pos:sibillt'J or c=arbare"u ldog is rednced to the minimum. It i9 ad'fisable to mOf'e the intake aW'll.y from the DWIifold in warmer weather_ 1100.
TllSUO 4.
1140
D
TIlE FUEL SYSmM SectiOD D06
Section D.S
FUEL TANK GAUGE UNIT
FUEL TA.I'fi
Renloving
RemMi.og From within the luggage comp:ntment release tbe securins clip!'i, draw back (he hose frON the fuel tank inlet. and disconnecllne verll pipe. Raise tbe vel)icJc to a workable beight, rcooove the drain plug. and drain Ihe petrol into a container. Rcmove the exhaust pi~ aud silencer assembly. Disconnect tbe fuel outlet pipe at its UWOd witb tbe lilnk. Remove the set screws securing the lank (0 the under side of tbe body : at thc same time steady Ihe tank with a jack. Lower Ihe tank sufficiently (0 aUow access 10 the fucl ta.,k gauge and remove the luCIU" connector. The fuellaok C3D (lOW be removed.
Re611inl: Reverse Ihe removal procedure when refittiDg.
R~moYc the lank (Section 0.5). Rewove tbe tack gauge locking ring with Service tool 18G 1001 Dod lift out Ihl! J:1ugc: assembly and rubber sealing ring. Wben refitting the gauge unit a new rabber sealing riog aboutd be fiUed if necessary to eosure a fuel-tight join!.
SectiOD D07 lNDUcnON AJ"4D CARBUREITER SUcnON CHA MBER HEATERS (SiD~I~CArbureucr Application) Heaters arc lilted betweeo we Cilfburcller and tbe induction manirold and to Ibe carburetter suction chamber on models exported to COUnirics wl)ere cooditiODS of extreme cold exist. The induction heater is filled with the bulb of the lhermost.,t pointing iowards towards the centre-line of the eaglne aDd the io:,;ulatiog washer agaiost the maoi· folel . Eanl! retufo is througb a smaJl cui-away io the
U:!sulating washer, aDd cootact is lDade against the mani· fold Baoge. The accelerator cable abutment plate is interpo5ed between tbe heater aod the c.arbvreuer witb an iosulatiog washer 00 each side or the plate.. The carbureuer suction chamber bealer is 6lled on the ouuide of tbe suction cbamber and secured in position with a retaining ctip. The lcad is connected to the thermo-slat 00 t11e induction bealer.
Section DoS 11fROTILE DAMPER J27S e.c. Ellpes
Fig. D.I' Depr~:u
'he damper with (J jUIt!f gOllge beIWun Ihe lew!' pad and the oQmpu plul/ger
AdjllStiDg (I) Slacken the clamp nut aD the damper operating lever. (2) Insert a ·020 in. ruler gauge between the daroper plunger and operating lever. (3) With the carburetler bultertly closed, depress the lever until the damper is fuUy compressed. (4) Re-tigbtco tbe lever clamp nut and remove the f«ler gauge. If damping is exo=ssive. increase tbe feeler gauge selling by increments of ·010 io. until satisfactory, and vice versa ir damping is insufficient.
(For 'SERVICE TOOLS' su Pllgc D.14)
1100.
Inue]
)01'11
D.l3
D
TIfE FUEL SYSTEM SERVICE TOOlS
IIG 1001. Gauge Locking R.lDa Use for the correct remoYal and replacement of Ibe locking ring on tbe fuel gauge tank ullit. lBG 1001
D.14
1100.
I.ue 3.
10288
Da
SECTION Da THE FUEL SYSTEM The"-': informatioD giYCD in this StttiOD rders spKifiaHy to en&ines fintd witll automatJc b'an!JmissioQ lind must be used in ooojtmct.lon with SeedOD D. Section
tCarbureUer . •
.,
tTbese opeution must be roUowed by an exhaust emissioo check
1100.
Luve 2. 73962
DD.l
~I
Oa.l
Da
TIlE FUEL SYSTEM
Section 0 • . 1
(2) DiscoDDI::t:! we mixture ,It'll! IhroUle conlro] cables,
CARDURElTER
O\Jlt HS4) DescriptJoo T he HS4 carburcttcr is fiued to an engine equipped with a tHomat ic transmiuioo.
The di smantl ing and reasse mbling of the carburetlcr is as described for the HSl type in Seclio D 0.3. RemonJ (1) R c mov~ lbe air cJcalll!f as detailed ill Section 0.4.
lhe suction advance pire, alld the (ud delivery hose from the carburd k r. (3) Di~co llnecl the governor control rod fork end from
(be thronle lever. (4) Remove lhe securing nuts a nd spring washers ilnd Ufl off the carbureUer uad (he cable abutment
plate. Refilliog (5) Reverse lhe removal inslruclions, fiuiDS new j oint washers between Ibe manifold face a nd the abut· went plate and carbu.retter fl a nge if an y have l>eea damaged during re moval. Adjustments The method of adjusting the jet and slow ruuniog is as described in Section D.3 with the following e>:ceptiODS.
(6) Connect a t..cbolDete .... (7) Select 'N' on the geil ... lever quadrant and apply (he hand brake. (8) Run the engine until it allAias its Dormal runn..ing temperature aDd adjust the jet as described in Section 0.3.
(9) With the carburcttcr correctly tueed, adjust the throule adjusliag screw (2) (Fig. Da.l) uatil a max.imum idling speed of 650 f .p.m. is obtained .
Fig. Do. 1
The HS4 curburefler I. Jel IlljUUln, nul. 2. Throttle. Idjusliol screw.
DQ.2
]. FUE-idle .dju~tin8 screw. 4. GU"cmor control rod.
(10) Pull out the choke control to the maximum fastidle posilion. Check, flnd adjust if necessary, tbe fAst-idle adjustment screw (3) (Fig. Oa. I), to obtain "mallimum fast-idle speed of 1,050 r.p.m. Push in lhe choke control and re
1100.
~tJO
2. 73629
E
SECTION E THE CLUTCH Sec/ion
Geaeral description Clutch (brow-out stop
E.4
Cluteh Coil spring type
E.I
..
Diapbragm spring type Master cylinder
..
E.2
Slave cylinder
Tools . .
E.S
..
'.'
E.)
End of Secrion
1:.'.1
E .....- ..----.-----_ ........................................... _....... ~
-- - - -
............. '.....................
i
- . ~!
I
I! I i
I I I I i j I I
!
~
~
~
I
0
~ 0
~
-j
u
a
':;>'_ T ~
§
~~
~;
~~
")~
T N
~rZ ~
i iI i
I
i
I------,-,_.", _ __ .
.-
E.2
•
~
>-l r.l
II
T
~
~~
~
I
",~'
,
I
" ' " ..
"
'"
,
"
..... .................
.....
__
------,.-,,--
1100.
!
--~'
Issue 4. 641311
~
!'>
~
~
f '"
~
I
--
..
29. Nut.
13. Key.
stoo. Ctul:eb opcratinl \cvtf.
It PT'C5$utC sprin,.
..
___........ _._ _---
.........
41.
4&. Spring andtot (cyliDlkr).
Wubcr.
pin.
!
II
:
_-........._....--_...._--------._---_._.........._---_.._.._...._._-_.--i ~
pull-oft' ,prine,
32,
t S.
~'Cl
Flywheel tcftw.
~·rod
Rdusc beaMS.
Cover plale.
lO. 31.
...
4'. S9riDl aDehor (\&¥'tt).
44. Wasbcr.
".
T'Iatow~1
40. Tbrow-out
Lock washer.
".
21. I..ocIt washu.
12. Snap tthIW.
11.
] Ccil .",;", .,....
26. Plale; retalnine sprine.
10. DriviQ8 Slnp.
:n. Clutch "VUlI pl,t.c.
0&2. Slop Iuc:IalIIrt.
'25. Thrust plete.
9. Washer.
Lcd wasbet.
41 .
24. Sprilla: bouI,ltl. _
I. ptywbod :werobly.
~~.
3• • Covet SC('CW.
ll. Dil.phra"" sprill ..
1. Swur rio ... Dillpbqam sprin,
3.. Washer.
12. Rcu.ia.io& dip.
6. }Ju1.
.,..
l1. QulCb to\'eI.
21. Rh:d dowel.
Lod;,~r.
Lever pill.
20. PtoMW't pJ'l.le screw,
,
Hub ~.
,"s~",'ion
<.
lS. Sctc:w.
)4.
". ......... Strew.
,..
.:Iutch).
No.
19. Wuhor.
'".
SPrinc. bousinl (coli
aprill~
DurripriDlf
17. Tb.Nst plate screw,
No.
UY TO THE FLYWHEEL AND CLlfl'CH C:OMPONEN'rs
-
-_._. __._--_................. ...........---.._.__ ..•....- ........-......
l. P1)'91'hoeJ oil soal.
clci\'CtI
pillo.
DuafpllGIf
PreIsure plate:.
2. C ul.Cil
I.
N",
--
.-- ..
-- r"'-'-
E
THE CLUTCH GENE'RAL DESCRIPTION
the chrtch is of the si,Dgle-platc: dry-disc type mounted a splined hub and primary gear on tbe rear of tbe
Oil
cr:rohhaft, with the pressure and driven plales operating on the inner face of the flY'"bcc1. Lugs on the pressure plate exleod tbrough the flywheel and al'c secured 10
driving straps on the outer face of the fiy-.vbo::d aud the pressure spring housing by three sbouldered ~et screws. Tbe driving straps arc thenlselves ancbored to the Bywheel by three: morc shoulderecl set screws. Coil springs on early cars, or a diaphragm Spritlg on
Later cars, assembled in tbe housing pull(s) the housing and pressure plate rearv.'ards to keep (be fricdon lining of the driven plate in conl,let with tbe imler face of the flywheel. Disengagement is accomplished by moving the operatLng lever pressure. pad rorward agaLnst thc thrust plate of ilie pressure spring bousing; furtber pressure will then force the pressure plate away from the driven plate, which will in tum release itself from the flywbeel and be perruitted to revolvt:: freely on the craoksllaft.
flywheel, nnd secure it in positioo wiah the screw (l ad retaining place against the .flywheel boss. Ensure that the pressure spring locatiog guides ate seatiug correctly in Ih:ir slots io the spring housing. Make certain tbac aU cbe compocenls marked during Ibe dism3.ntling are refirted in tildr origillal positions. ~"ben reassem.bling the clutch to the flywbeel use Servic.e tool 180 304 M La compress the pressure springs. This tool wiU also ensure c.hat the boles in tbe pressure spring housing and the driving straps arc lined up witb the tapped boles of the c1utcb pressW'e plate lugs. II th~se holes are nut lioed up correctly difficulty will ~ ex.perienced wben ioserti.cg Ibe shouldered driving pins. Screw tbe driving pins io.to positioD, makiog cerlain that the sboulders of the driving pics are through Ihe driving straps. Tighleo up, alld knock up the lock.iog washers. Make cert.,\io that two driving str~ps arc 6Ucd to each of the three driving points, at the same time ensuring tholt the straps and pins are returned to their original positions. Refit the flywheel and clutch as iD SectioD A.17.
Section E.1 CLUTCH (Coil Spring type) Remove the Oywhed :lond c1utcb assembly 3.S detailed in Section A.17. NOTE.-111e dutch 10 R)'Wheel driving straps are lB.minatcd, i.e. two straps fitted to each of the Ihree driving poin~. Mark all components. incindioE both the straps and driving pins, before dismantling in order to ide.otify them for refitting in their original posit·jollS. Dismantling T1le clutch pressure springs must be compressed in order that the spring housing can be rele:!SCd from the flywheel. Insert the three screws of Service tool set 18G 304 M througb the three recessed holC!! in the spring housing, screw them fully iota the flywbeel, aod screw the three nuts down finger tight against the housing. Tightcn the auts a turn at a little until the complele load is laken from tbe three flywheel to clutch driving pins. Remove Ihe pins and gradually release the spring housing from compression until tbe springs are fully extcnded. Examine and renew any worn parts, taking particular note of the pressure spring housing for signs of elongation in thc drivin,g pio holes. Should the shoulders of the driving pins show signs of wear or ridging, they roust be replaced as a set of L!J.rce and not as individual pins; this also applies to the three driving straps on the flywheel.
Reassembling Reassembly is a revcrsru of Ihe dismantling sequence, with particular attention given to the following points. Use Serviu: tool 18G 684 to make certain that the hub of the drivcll plate is centraJized with the buh of the 6.ywbeel aod remnins so during assembly. Insert the tool througb the hub of the driven plate and the bore of the
E.4
Fig. E.l A uCl;on Ihrough the flywheel tmd coil spring clutch Qn'embly I. Drivin~ sll'llp. 2. Lock washer. 3. Driving pin. 4. Pressure spring.
14. Driving pio. IS. Loek washer. 16. Drivinc str.Ip.
S. Circlip.
18. St.uter ring. I g. Prtt1U1't" piau:. 20. Driven plale. 21. Drivcn plate hub. 22. Crankshal'l. primary gear.
6. 7. 8. 9. 10. II . 12. IJ.
K eyed wuher. Flywheel screw. Thrust plale.. Locking washer. Pro5sure spring guida. Guide nut. Lock w:u.hcr.
17. Flywheel.
23. Primary gear Wrin.:. 24. Theusl "':'!Ii her.
25. Crankshaft.
Prusure spring hoU!i.ng.. 1100. Issue S. 64)]9
E
THE CLUTCH Adiustin: It is inlpor'ao'ihal a dcaranc(; should exist ho:lw~cn lhc clutch thrust race and the thrust rln~ . As wear lakes place tbis dearaoce will diminisb, ltod i f (,('sleeted clutch slip will resule. An adjustable SlOp is provided on .he (r3n~mi ssion caslog just forward of the clutch operaliog lever. Pull (be optra!iog Ic"cr outwards until nil fn:e movement is taken up and theD ch~k wilh a fceler gauge that there is a clearance of ·020 in. (-5 mm.) between the operating le ..er aDd lhc ht:ad of the adjustment bolt. Correct if accesS
Section E.2 MASTER CYLINDER Loosmac:lioD aud opcr::afion TJu:: milsler cylinder pi~loll ;s backed by a rubber cup and is nornuUy beld in the 'ot{' positioD by a returo sprillg. lmruedi(llcly in front of the cup, wben it is io (he 'off' position. is a compeoSOllioa: orilice conoecfrng Ihe cyliod~r with the fluid supply. Th.is port aUows free compen$alion for any expansion or conll.1cCion of ftuid, (bus ensuriog tbilt the system is constantly fiUed; it Riso serves as R relea$( for ndditional ftuid d~WD inlO th.e cylioder duriog clutch applications. Pressure is applied to the piston by means of the pushrod I\nachcd to the clutch pedi'1. Thc reduced skirt of the piston forms an aooular space wbich is filled with fluid from the supply tank via the feed hole. Le!lkage of fluid from (he open ead of the cylinder is preveoted by the secoodary cup fiued to tbc flange end of the pistoo. By releasing the clutch pedal after application the piston is returoed quickly to its stop by the return spring,
Fig.
e.3
A deortlllce 0/ ·020 in. (-5 mm.) "msl exiSI betwee" 'he odjustobh: dutch relurI! SlOp u/ld the operating le~er thus creating II. vacuuw in tbe cyllnder; (bilt vacuum causes the main cup to coUapse and pass fluid through tbe small holes in the piston bead from the anDular space formed by the piston skirt. This additional nuid finds its wa.y back (0 th.e reserve supply through the compenuting orifice. No pressurc is maiotained in the clutch line wben the pressure is relCASed.
Remoriog Withdraw tbe clcyis pin securing the master cylinder pusb-rod to the clutch pedal leyer. Disconnect thc pressure pipe union froOl the cylinder, remove the two bolts securing the cylinder to the bulkbead, and withdraw tbe assembly complete from tbe car.
Dimlaatliog Remove the filler cap and drain out the Ouid. Pun back the rubber dust co....er and remove the eirdip with a pair of long-nosed plien; the push-rod and dished washer can then be removed. Withdraw the remaining pans sbown in Fig. £.4 from the cylinder barrel. To remove the secondary cup rrom the piston eartfuJly stretch the cup nver Ibe eod flange of the piston, using ooly the fingers.
Re:as.s£lDbling
Fig. E.2
(Coil ~pring type) Cluuh plesmre springs !ning compressed will, the aido/Service tool liG 304 M. with 1001 f8G 684 being used 10 keep the drivrn plole and flywheel antralized dllrlng the operotion 1100. hmc 5.
&C1l1}
Cleao an parts thoroughly. using the correct hydraulic fluid ror 811 rubber componenls. All traces of pellol (gasoline), paraffin (kerosene), or trichloretbylene used for cleaning the metal parts must be removed before assembly. Examine all rubber parts for damage or distortiou. It is usually advisable to renew the rubbers wben rebuildiog the cylinder. Dip aU the internal parts in brake fluid and a.c;semble them weL Stretch the secondary cup over the end 6aDgt of the piston with the Jip of the cup facing towards the opposite end of the piston. Wben tbe cup is in its groove work it round gently with tbe fiDgers to ensure correct seating
E.5
E
THE CLUTCH
o
FIg. E.4
A uc,lo1l througlJ
Ih~
clutch master
cylind~r
I. Push-f'od. 2. Rubber boo•. J. Mouotml naoce.
S. Body. 6. Wuhcr.
7. End pluC".
II.
Pitton.
4.
8.
11.
1'islon washer.
S",pPly laf\k.
CSrclip.
Insert tbe reluUI spring, largest-diameter coils first. tbe barrel . Make sun: tbe spring seat is positioned 00 the smaU-dinmel(r cnd or tbe spriog. iOIO
rosen the Illi'lster cup, lip first., laking care not to dlllDIIge or turn back the lip, and press it down onlo Lhe
spriog seat. Insert the piston, lak.ing care Dot to damage or lurn back the lip of the secoll(.Iary cup. Push tbe piston down !be bore and replace the pusbrod, rel!l..ining circlip, and rubber dust oo\'er. Test the master cylinder by fiJling the ta nk with fluid aDd PUShiD3 Ihe piston dowa the bore and aUowing it 10 return; aner DOC or two applications fluid sbould Oow from the olttltt_ Refilling Secure the master cylinder by means of the two bolts to the butkbead cro!\S-O)crnber_ Refit tbe pressure pipe (0 the cylinder barrel. Line up thc pusb-rod yoke with tbe pedal lever and roconoect them with the clevis pia. Rcfill tbe supply tank with the correct bydraulie 6uid and bteed the system 3S in Section E.3.
9. 10.
Siup w"-Sher. SccondiU'Y cup.
I). Main cup. 14. Spring retainer. IS. RCIu.m ,pring.
DismllntJwg Clean (.be ulerior of the assembly tho rougWy before dismaotJjng. Withdraw Ihe pusb-rod and remove the rubber dust seal; use only tbe fingers to displacc the sell] retaioing rillg. Tbe pistoo, piston cup, cup filler, and the return spring can be removed in thllt order after removnJ of tbe refaiDillg circJip. Exaraine the parts, especiaUy the seal, and renew thero if lbey arc woro or damaged; it is usuaUy advisable to ,e-flew all ru bht;f parts when rebuildiog the cylioder_ Rca.sscmbling
losert the rc(uro spring, largest-diameter coils first, into the barrd with the pi~'OD cup (jUer aUacbed to the !omall-diameter cod of the spring. Replace tbe piston cup, lip rust, taking care Dot 10 damage or turn back the lip, and press it dOWQ ooto the cup filler.
SeeDO. E.3 SLAVE CYLINDER Remoting Allacb a bleed tube to (he nippll! 00 the body of tbe sJave cylinder Rod opeo tbe bleed screw three-quartcrs of a turD: pump the dutcb pedal uatil aU the fluid bas been draioed into a clean cootainer_ Uoscrew the pressure pipe from the cylinder. remove the two bolls securing the cylinder body to Ihe clutch housiog, aDd remove tbe clevis pin 10 re lease tbe cylinder push-rod fro~ the clutch lever.
E.6
Fig. £ .5 If section through 0 clutch s/oye cylinder I. Sprinc. 2. Cup filler. 3. CUp.
6. Circlip.
S. Body.
• . Pi!>lon.
8. Push-rod.
7.
Rubber boot. 1100.
15.RIC S. 64139
E
THE CLUTCH
'0)
,II
I '
/1
throw-out plunger during overhaul the stop must be reset Screw the stop aod lock..nul away from the cover boss to tbe limit of its travel. Depress the dutch pedl\lto fully release tbe clutch, hold it io lhis position and screw the stop up against the cover boss, release the clutch pt:d.3.1 to fully eogage the clutcb, screw the SlOP up a funbcr ·002 to ·005 in. (·OS 10 '12 mm.) (equivalent 10 appro,umatdy one Oat of the hexagon), aod (ully Lighlen the loek..oul. Re·chcek the clearance at the lever stop screw, and adjust if necessary.
Seeli•• E.S CLUTCH (D1.pbnps SpriaC Iype)
Dlmtaotliu, Carry out the instructions given in Section 8.1 without the use o( Service 100" laG 304 and 180 304 M or
180304 N. Fig. E.6 (l) The c1ufch fully released, with (2) lh~ throW-Dill SlOp screwed up 10 Ihe cover bosr. (J) The dutch /ully engaged and Ihe slop (4) screwed up a/urlher ,00210 -OOS In. (-OS to -12 mm.) toward! the cover boss Posh lbe piston down tbe bore and repJace tbe rubber dust seal, first ro.aJtioS sure that the retainiog ring is in position 00 the ceatre Dange of tbe scal. Secure the seal to the cylinder body with the large steel retaioing riog. Replaee the operating plunger.
RefUting Refilling is a reversal of the removal procedure, but the ,ystem must be bled to expel any air from the fluid
liac$. Blet.dlol
Fill the master cylinder reservoir with 'he recommeoded ftuid (see 'GENERAL DATAl) and aUilch a rubber tube to the slave cylinder bleed va1vc; immerse the open end of the lube in • deao receptacle containiog a small amount of fluid. With a second operator to pump the clutch pedaJ, open the bleed screw on the slaYe cyljnder approximately three-quarters of II turn; at the end of the down stroke on (be clutch pedal close the bleed screw before allowiog the pedal to return to the 'off' po.s.itioo. Continue this series of operations unti) clear ftuid rree (rom air bubbles is delivered into the contaioer.
Seeti•• E.4 CLUTCH TIfROW·OUT STOP A sbouldered stop is fitLed to the clutch throw-out pinnae' operating againsl the Gentral boss of the clutch cover. This stop is set and locked in its correct position duriog initial assembly aDd should oat be distW'bed duriog Donnal serviciog. Clutch pedal fTu adjustment is 00.1)' underu.ken at the lever stop screw as detailed in Section E.I. Ir it is fouod DeccssaJ'}' to remove tbe 1100.
Juue S, 5610
Fig. £..7
A sution ''''()IIgh the ftywhul and diaphragm spring clutch a.uembly Orivin, pin. 13. Lock I\'a.~hu. 14. Dri\'in( Ilnp. Flywheel hub. '6. Thrust plate. I~
I. Stiner riejO.
,.
2, Flywheel. 4,
s.
Pressure pilic. OriVCD pl.atc. OrinD pale hub.
6. Circlfp. 1. C....,,',,". Cnnksban prim.,)'
••
••
".
17. Pille 'oldnitt, sprio" II. Tbru>< ........ ~f •
PrimIl"J' ICoIr bcatilll· 10, Ttvwl washer, II , flywheel hub botl.
".
Flywbed sa'CW.
>l. Kcya:!. w-.sl'let. 21 . Co=. 22. Di,phnarn aprin.,
E.7
E
TIIE CLUTCH
Inspecting Inspect llle cover fo r elongation of Ule driving pin holes and the driving pills for wear. Inspect the driving straps and renew the pins 3[ld sU.:Jps if worn.
Rc.asscmblinR Rcassembliug is a reversal of tbedismilotling procedure.
When using the origioal clutch cover, aliso tbe 'A' mark with the IJ4 nHlrk 00. tbe f1ywocel, to retain the engine's b£l lance.
E.8
1100.
ls::sue5. 5610
E
TIlE CLUfCH SEK\'lCE TOOlS EIlJ'IJ C1ulcbes The c1utchc!: in ccr1aio early powu uoits were filled with double springs. Tbe serial umnbers of lhese engines art!: lOAMW{fo./HLOI to JOO inclusive. IOAMW(rn/H401 to 511 inclusive. To dismantle and reassemble these clutches, three bolts and three nuts sh.ould be m3de up to tbe accompanying dimensions lind u~d in place o f Service tool laG 304 M. .... i io. (12·7 rom.). I. t In. UNF. c. 3 UJ. (76'1 min.). D.
<41
u.. (\ II mm.),
r. r.
J in. (6·)j mOl.), 111\, (22 mm.).
0, ll.
I ill. (I z.7 rom.).
M in. ( 20'6 mm.).
l8G 304 M. FI)'wbeel and (.1u1cb RCrDovcr Adaptors A set of four screws, three designed 10 screw iato the lIywheel and bold the clutch cover and pressure springs under compression in order ( 0 dismantle aDd reassemble the clutch (coil spring type). The fourtJl screw is used to replace the cealre screw of Ule rcmoviog tool ISO 304 when this tool is used to remove the clutch and flywheel rrom the craoklbllft. Do not use the black adaptor screws on cars filted \Vith diaphragm-spring clutches.
18G 304 M
18G 684. Clutch Centralizer
The use of this tool will ensure tballbe clutch pressure plale aDd the flywbeel remain ccotnlized throughout lhc reassembly operalioo. Insert the tapered centralizer through the bub of the clutcb plate and the bore or the flywheel , and secure it firmly in position with ils ret.,\ining plate, spring wasber, and sCI screw.
18G 6M
18G 304. Hub Remonr (basic tool) This basic tool is used with tbe ad"plor set 18G 304 M to pull the flywheel aod clutch assembly frolll tbe crank· sban. The centre screw is removed from the plate ~nd replaced by the short cealre screw from the adaptor scI.
.
"'
ISG 304 1100.
( $.Sue
2. 5610
£.9
E
TIlE CLUTCH
!BG 304 Z. Hub Remover-Hydraalic (bllSic tool) Altcrnatiye: to 18G 304. The safelY chain provided roost alwsys be used. Loop tb.e cbain round the centre boss or the tool and secure the two cods to a fixed point. No force or extra leverage must be used 00 the hydraulic
rara .
18G 304 Z
H.1O
1100.
Layc 2.
5610
F
SECfION F TIlE TRAI'>SMISSION SUlioll
F.4
Differtnlial assembly eG e :lrbox-di~m;lIl1ling
P,I
and reassembling
Third m()(ion shaft
Three-speed synchromesh ge.uboxes .. Four-speed "'Y llchromesh gCflrboxcs .. Tools ..
1100. Issue... 16068
..
P.2
F.Je End orSeclion
F.I
i
I;
,,
~
~
Co
i------_.. _.....
1! ! • i " l
... ...
_.__ - .---_.-._-
- - ....... _...... __
._.._._--
"U)H
- - - - -- - -
~"
.THE TRANSMISSION COMPONENTS (Three·sp.. d synchromesb gearbox).
I
--:-......... - -.-----.--:
;
.-.--... -....----.
- -'
f-·--····-······ ..·---
=f
~
~
F
SECTION F THE TRANSMISSION Differential assembly
S~CIJon
..
F .4
Third molion sbart . .
F.l End or Section
Tools ..
TruDSmissiOQ
DismanUiag R~aS$CUlbliDg
1100. Iauol. 5209B
..
F.l
F.2
F.l
F
-_.......- ....... ..-
[
.._._--
11
_ 0 0 _ _ _ _ __
-- . ~
..
-'-""_0
I
I
• ••""
oi
I
I J
I! J J
I
I
!
!
,
i
i
:
o
, i
~
~
~
0 U
I, z o
!
~
~ ~
:
,
! J I
i
i
J
i
L.__
F.2
o_
- _ .. _ .. _,- -
0-_0 _ _ _ _ 0 _ _ - ' - -
_ __ o____oJ 1100.
1S5U61.
Slota
:w
~
Ii
,.
;;
11
._----
Dift'creruw co'ter "ud. Dilfcretllial COYU Siud.
Conl.lOl sh.tf. bush.
S. aUI .
DitrerenLial cover stud nUl.
Washe r. Wasncr.
,•. ".
clttUp.
Idler tear bcarinlJ.
Oraio plu ..
riD,.
Oil sLniM:l'.
Pip&~.
-"" ......
BlIJb.
Re'\ocrsc p::at.
Lod<_.
Gear blUb (froot). Gear bw.b (rtaf). Idler p3t . Idler ~r thrust ~,hcr. Fir!l !1lOtioo shaft ceu. N'L
Sealin, ri",.
51.
.........,.
Pivot pio cird.ip.
SO. RCYarR ,bdl. S!. Reverse op.;rltlOI feVCl.
4'.
...
46. 47.
4l.
44.
4l.
41 .
"'. ".
39 .
lB.
". W....,.
". ...
30. Washer. lI . ScfClll' 10 casina)~ Washer. )) . Oil SIJClioD pi!». Joint ...aahu. ll. Pi~ tllUlJO. JOlnl wubu.
21. StalioS 28. Suaioer br..:lu:l. 29. Screw III nrainer.
2'.
>S. Plue wubet.
...
22. Ope..."IID, I.wt pin. 2l. I!xb~u$l pipe brlcket.
21.
20.
rrooo.
-.
Second spcod leaf thrusl wasMr.
Bush.
Sprin~
NUl .
10J.
'02.
101.
'00.
...
.,. ...
.
9l.
"'-.
Wuhcr. Spcedomelet qJiTodlc:.Dd ,CAf . EucI plate. Plale joiot.
Wa~er.
Bush UlCtDbly. Joint wa~hcr. Busb SC:h.'W.
Wuhl:f. Speedometer pUUoo.
.....". .....
'92.1.
Bea,;", shiItL 00. Final drive pioioo .
". ".....
". ...
SpriG&. Il. bulk rine. Bea.riog rdaioer. !1. Lock. wastier.
Third/lOp syneh.roDixr.
"S<.. ..,..
.2
SI .
Inlerloek,jol rio.g. 77. Third speed IOU. 1S. Third ro~ion sb~ thrust wutler. '0. Thrust washer pee.
".,•. ,•.
74. Sccood s peed ,tolr.
1).
11 . Second ,peed 5)'OChrouiut plunltr. n Baulk rinl.
Sprml,
S>. Syuc:lltoD.iz.er bUI,
Wuher. Loc:knUL Plun\:eT fork. end. Pluoger ,prioa. Pl•• Plua wasbc:r.
Le''eC~\IIt.
Clunge shaI",lc:vcf.
PIu~ sprins.
Coyer joiDL
IS). Lubricator washer . .
.1S2. Gear ebangc remote: cOlmo' sha fl Ilibrieat("lr.
TranSlUwion 10 crankcase: lCJew. Transmission 10 ClaDtc:asc: sc:rew (Jon&). 149 . Tl"II.Il:Smiz.iol1 10 cnnkc:asc mid. ISO. N,L lSI. wasbe:r.
147.
'42
,... ,... ,...
119. Covc::r SE'RW. ,<0. Wuber_ 141 . Mouot.itla ad:l.plOl INd. Wastier. 143. Nut. CnDkc:asc joint wasbct-R.H , 10. Cr.nkcasc jowl wuhcr-L.H. BuriDg cap oil _1.
na.
117. From coYc:r.
PiuC wasbet.
Sprio, pluJ.
114. I)S. B6.
W~hc:f.
Re:\'CIX d!cck: phWIC: r.
I)~
OJ.
Wuhcr. 129. RCQ"IOto-oOnuol shall.. 1)0. Sill ft Ic:l"tf. Ill. Leyer JCI'CW.
' 26. 121.
,,..
5Q"tA'.
l.£:\'C r ''''. '''. Wubc:r.
Oil teal. '22. Opeca tillllC:YeJ. Ill. K.". 121.
119. Cbanac speed (;lI1e:. '20. Gear chUF shan.
III.
117.
IU.
II~.
116.
First spc:ed Gcar,
Drier/plum
112. Scloc1or 1Cf"CW.
II ).
Third motion sh:u\ bearins.
Cirdjp.
Washer.
Rcye:nc rurle. Rcyc:nc fork. rod. 107. Fort tod selector. 'O!. Fint and scc:ood spood lott . '09. Fu,t a.od second. speed fori: rod. 110. T"bUd &nd (owth speed rOlk. III. Third and (ounh speW rork rod.
,...
'04. lOS.
(I,.
Third motion s!:lak
61. Citclip. 10.
66.
Flywheel housm, dowel.
FrODt cover dowel.
Thru5t washer
51 . First motion sban.. 6L First motion shdt rolkr beariD", Fint Olotioo ball W:ariD,.
... ... .,.".
Bearing. Distance piect. Retain inl riD",
l8. l •. Thrust wuher lrear).
'-'.
... ". BcariDIt
LaySQr.
Orlrrlpllol!
>l. l..ocatin, plate.
l4.
ll. l..J.ysh:a.rt.
(I,.
housio; slud . Ol . flywheel hou..,in,llud. 16. Fr('lnt cover stud (loo,). 17. Front cover 'Iud (s./ton).
f1~'hu:1
Il. Washer.
". ...
•• '0.
Dilfcrenti.al COYer ,0"11 WllShcr (lower).
Dift'crrnlbl COYtr joint washu (upper).
,.•• Oitfcrr.nlW cover .Iud
l . OirrtRnlial COYer doweL
1. O.
~
No. Durrlptio" I. Tratwnissioa c:l5C .
............... ............-........- . --... - ..-.......-...........- ...........-............-.-.. .
KEY TO 11fE TRANSMISSION COMPONENTS
f·.·--·-· ....- . ··. ·---- ··-..·-..··....·-·-..·.. ··......- ·..-·....
~
F
TIlE TRANSMlSSroN B
A
J
c D
.Fig. f :' ReI7lO\-ing
Ih~
third mniiOIl shaft Mari"g.
NOTE • The lear clt.nge reruole control shaft lubriulioD nipple on Ihe differential CQ\'cr requires .HentiDn ., major o\ocrbut period!! only, wben cruS(' should bee UsH.
Section F.l OismanUjog CII51118
rrom the ";I
(2) Withdraw the idler &Wr wilh its thrust washers. (J) Remove the diffcrcnlia' assembly (Sect;OIl FA).
(4) WiLhdmw the reverse detent plug, plunger, :lnd spring or the reverse lighl switch and pfunger. where filled. (5) Remoye the clamp and key from the inner end of the gear change opcnHing shan and pull (lUI the
sh:Jrl. (6) Remove (he SpceUOnldCr pinion bush securing screw and withdraw the bush lIsscmbly and pinion. (7) Remove Ihe speedometer gear ret .. ining plate and the gear.
£.4
OUts
and screws, and pIIII off
(9) Remove the selector interlocking !!Irm. (10) DiscQnnect the oil suction pipe (rom the bracket (where a clip is titled). and the 1'hI.nge and withdrllw the pipe (rom the strainer.
(II) Extract the drclip and withdraw the tirst mOlion ~haft roller bearing usina Sen'fce fool 18G 705 lind adaplor 18G 705 c.
GEARBOX (1) Remove the tranSlnis.!li<'m case (Seclion A.23),
(8) Remove the securing the froni cover.
(12) Use the. sciector scars together.
shaft.~
and lock first .. nd third
(IJJ Tap back the locking w,lshers and rtnlCIVe the 6rsl moliOl, shaft nUl. Use Service 1001 180 587 10 remove the I1MI drive aear nUl. and withdulV halh the input and final drive gears. (14) Tap back the loekinio\ plales, remove dIe four secu ring ~ews and the third mOlion shafl hcMing re';liner and packing shims.. revcr~e lIhafllocki ng plale, push Ihc Ii,ysh"ft from the clutch :!Iide of the c"$ojng and remove the laygeOlr and thrust wa~hcr~ .
(15) Rcmcwe Ihe layshaft lind
(16) Un$(;rew Ihe plugs from the outside of the casing and withdraw the selector rod interlocking plungers and spring.~ . 1100. Issu.: 4.
161)6g
,i
I..ock: washer.
Serew 10 casin g. Wuhcr. Oil suctio n pipe. Joinl washer. Pil?C flanae. JottIl wuhcr. Pipc screw. Wutler. Scalioa rins· PrilDilry gear. Gea r bu:lh (rronl). Gear busb (rear). Idler ~r. Idler FIr Ihru5( w:\sher. Fi rst mOlion shaft leo1r. Nut.
Washer.
Fl y.".. hccl ho~ins st ud. Fl yv.hcd hOUSLnI stud. fro nt co\"er stull (I(lnlO) . Fron t c()\"e r stud (sho n). Fro nl cover do .....el. flywheel ho using: do_I. Idler l eu bt:atins. Beatin, ti rc1i p. . 0p:;ratm8 lever pm. Exbaust pip:; bracket. Drain pluiPl uS washer. Oil $t rainer. Sealing rina. Str.ullCr b(3ckct. Screw In strtlioc:r.
".
.__ ....- _ . -
Reve rse gear. Bush. lO. Ra-enc aWL. lI . Rovorse operating Ie.ver. l2. Ph-ot pio cin:lip.
47. 4'.
).
43. ....
42.
....
19.
". ... ".
:n .
ll. lG.
)J .. 34.
12 .
) )I .
".•.
28.
27.
26.
24. lS.
23.
21 . 22.
20.
II.
...
17.
...IS. ...
10. Washer. 12. Diffcn:ntia.l CO l"tr stud nUl . 13. Washer.
••
-....... - ..
,.. U ypr.
C.yW(L
Dumpfifm
......
Reu.inin, rinlThrust ""'awr (rur). Thrust wuber (frollt). Finl motion shafl. F irst mMion s haft roller tx.arinl. FifU motion ball bearing. Qrclip. Tb ird motion ,h;tfl. Third motion Shilit bearinlC . CUtlip. Firs! sp.::cd gcar. Synchroruur baU. Sprio&Second ,peed 1yllttLtOQiut phmacr. S.uUt rillito Second speed lellt thrust ....asher. Second speed gc:ar.
BU3b~.
,.,
""'.. -------_._- - -..
WasbtT. Washe r. "XI. Speedometer fP indlo anc1 Gtti. 101. End plate. PJIlI:joinL 103.
97.
......
..... " ...
Spriog. Saulk rif18. &ann:: relaintl. Lock wasbCf. Sere...... .Bearin. shim. 90. PiAII dri ve piD.iO Q. 91. Nut. 92. Wa.sbcr. 9). Spc.cdo",,-·u:r pinion. 94. Bush o.sstrubly. . Joint washer.
8l.
...""'. ...,. ...". ......
Thrust wasber pea. 'I. S prinS· Thi rd/lop synchfonitcr.
79. Tbicd Notion SWllNUSl w:L$hct.
,.,.
18.
76. lnlerlockina tina. 17. Third speed lear.
?S.
". ""'.
72. 13.
71 .
69. 70.
67.
6l. 64.
60. 61 .
". ., ...". '".
S!.
55. LoQfio, pillte. )6. ..",... l1. Disu.ooc piece..
Sl.
No.
lillY TO THE TRANSMISSION COMPONENTS
....
_-_ ...- ....__....- ..-..__ ........ _-.........._._ - ............ _.-
No. £)uuip(i
·.-._-_ .. _...
~ L._. ___
~
~
-
i• ,..
II
1.0<.....
m
Wasbcr.
lc\-er )Clew.
R.elOOlc
Wuher. NOL
Craokcase~oillt washcr-R.H.
NOL
_____._.1
lSI . Wastier. Lubricuor ditrcte.lltial cover. m . lubricator dilf"e.nrotial toYer wuhc:r.
"" ",
14S. Crankcasc.JOint wasw-L.H . ,46- Bcarin, cal" o il seal. 141 . Tnaosmsion La crankcase 1ICrew. 141. T~iss.ioc to c:raokcasc sc.n:w (Ion,) . 149. Truslllia.ioo to crankcase SlUd.
1"3.
,...
..,
Plut\lu spfin&.. Sprin, plus. 136. Plu, wasber. 1)1. Froct coyer. 138. Cover joillL. 1)9. CoYef~. '40. W&$hn . 141. Moun u.o, ,dlplo r stull.
Ill. Reyene ehcck plW'llcr.
,,,. m.
I)'
']0. Ill.
'28. Wastier. ,,..
124. I2l.
I..cver SotWW. Wuber. ,U. Cbaop shaft lever . Ill. Lc¥'Cf strew.
12).
Kc~.
Plug. Plus: washer. 11 9. Cballce ,pocd ,",It. 120. Gear chal\&'O shart. 121. Oil_I . Operatina: lever.
11 1. 118.
I
· ·-··-··_····_-··_·-·---l
Dnuip(lPit WulJer. Re .. _ (ort. Reverse (ork rod. Fork rod seb:tor. First AlId scc:oad speed fori:; . rant ud sc:cood speed fort rod . Tbird ~d fo""b spood (orit.. Third and founb speed rurk rod. Selector .screw. Wasber.
_--
Plunscr fort. end. 116. Plunlet spriD"
114. liS.
Ill.
II'
J II .
110.
,"'.
'116. 101. '08.
lOS.
,...
No.
....
~
F
TIlE TRANSMISSION Reroove the lay and reverse shaft locking plales. push the l:tyshafi out of the easing. aad remove the lay~ar and thrust wasbers:. Remove the screwed retaioing plugs (rom tbe oulSide
of tbe casing and extract the selector rod interlocking plUngers and spring. EKlracl the first mOUOn shan bearing circlip lntl carefully withdraw the bearing from the casing, using Service tool 18G 284 with adaptor 18G 284 'S. Unlock the fi rst and second speed selector fork . with-
draw the forlc rod, and extract the selector fork fronl the casiog. To remove the third motion .!haft bearing carefully
drift the third motion shan rearwards until Service toni t8G 613 can be interposed between the first speed gear hub and the bearing. The recessed face of Ihe tool must be towards the bearing. CarefuUy drif't tbe third motioD sbarl rorward until the bearing is pr-.Ietically out or its I housing. The bearing can tben be gently levered off the shaft and out or its bousing. Extra care \DUst be lakeD when drifting t.be third motio n shan rorward Dot to damage the selector rorks. With tbe buring withdrawn the third mOlion shaft can be removed rrom the c;\sing. Unscrew lind reruo~'e lbe remaining oil straio
FYg. F.) A seClloII Illroug" lite third mollon shaft /Moring and retainer. Use Ihl jollo"rl'ing toble 10 InsUrt Ihol the t:orrect thft:kness' 0/ shim is usld Vsr $hinu total/I,.,
Wht n gap is
·oos 10 -006 in. (·127 10 ·152 min.) ·006 tu ·ooa in. f J 52 10 ·20) IUJIl.) ·00110 '01 010 ·0 12 to ·01410
·010 '01,2 ·014 ·015
ill. ·20) 10 ·254
min.)
in. f254 10 ·)04 mm.} in. ·)04 to ·)56 mm.) in. (·)5610 .)" mm.)
·005 in. fl27 rum.} ·007 in. ·178 mm.) ·009 in. (·229 mlJ\.) ·01 J in. f279 mm.~ ·Oll in. ·330 mm. ·01$ in. (·381 mm.)
Remove: the reverse gear shan, gear, and selector fork, and extract the detent spriog and plunger. Release the circlip from the reverse gear shifter levcr pivot pin and remove the lever.
Sectioo F.2
Fig, £ ,2
A SUliolllhrough Ille layshnjt and gear assembled ""0 Ihe Irmumiuion cosillg. Use 1M Jollowillg ,abll! 10 selet:' rhe correct size Ihri/sl wnsfler 10 girl! an endt:ieoTanre (1/ bellVem ·002 and ·006 in. (-OS I olld ' 152 nun.) Ulir lh~USI wt:II1"r~
W,wlllUP ill
Part No.
·12S 10 '1 21 in. {l· U 10 l-22 mm.} ·12810 ·1)0 in. (HS 10 BO mm.) ·111 10 ·I)J in. (l'J110 )-)7 rom.) '134 io. (HI I'IUZ).)
"'"
1100. 1 _ 01.
S69S7
22A<9 22,..,0 22A 52
REASSEMBLING THE TRANSMISSION Press tbe reverse gear shifter lever pivo t pin into its drilling in the bottom or the traosmission casing : 6.t the sbifter lever and secure it to the pivot with a ci rellp. Place the reverse gear aDd gear rork in position to engage the reverse sbifier lever and push tbe reverse gear sbaft tbrougb the autre web or Ihe casing into the gear, plain ead (oremost, lea~·ing tbe sloUed eod exposed. Insert the reverse selector rod interlock sprillg and plunger. Push the reverse sdeclor rod into the casing from the froat (a pick up tbe reverse gear fork on the way tbrough. Position Ihe third and fourth gear selector fork in the casing and push the selector rod through froUl the frol\t to pick up the rorlc on the wa), through . Screw io the selector fork set screws to engage Ihe indentations 00 the selector rods; ligbten up Dnd secure witb the locking nutS. Place the pick-up strainer in tbe casing and insert the fujog screws tbrougb the strainer bracket aod the lug ill the casing. leaving the llUts slack on tbe screws, Smear a small quantit), or grease on tbe sealing ring fitted between the brad~d and tbe strainer; this will help the oil Sliction pipe 10 pass througb and not pusb the seal out when it is titled . F.S
F
THE TRANSMISSION
Fig . F.4
A seclioll through the idler gear (mJ filst mOlio}J slroft "The idkr gear must bave (rom 'OOllO -008 in. (-016 to ·203 mm.) cnd·f1o.ll. •. Take the mea.~urc:mc n l between the linl mOl ion shaft bellrin&, face: and fhe bc.uiDI n:~sle', using Service 1001 18G 569 (or this pl)f'pO&C. A.
FDr measurvrrvrl (8)
Ute d,dip P(I" No.
1)96 10 ·098 in. (2'43 to 2·48 mnl.~ ·099 10 ' 100 io. (2-S I to 2'$4 nun.
2A l110 2A nil
Take the third motion shalt assembly and place it in tbe casing with the slotted eod passing througb tbe untie web of the casiog and witb the 6.rsl and second slidiDS bubs engaging the seleclor forks. Place the ball r
or
Refit tbe fu"st and second speed gear selector fork and fork rod aod secure the f()fic with its locating screw aod locking nut. Relit the first and second. t..b..ird and top seketor rod detent plungers aod spring,s. not forgeHing tbe .sealing wasbers to fit under the hl:ad of (he screwed retaining plugs. Replace Ibe drive pinion, locking wasbers, and out on the front end of tbe third motion sbaft; tighten the pinion nut. and bend over Ihe locking washer. Refit the lirs! motion shaft driving sear, ensuri.ng that the locating pegs on tbe lockiog washer are engaged in (he two boles in the gear; tighten up the nut a nd bend up the wasber. Refit (he laygear with a thrust washer at each end and with the slotted end of the sbaR 10 tbe fron t. Use Service 1001 18G 471 to retain the thrust washers in position when tbe layshaft is being filled . There must be an end·clearance of becween ·002 and ·006 in. ('051 and ·152 nUll.) when the loygear alld thrust wastIer are fitled: thrust wasbers ranging io size from '12l to '1)2 i.n. (3·08 to 3·34 mro.) are available to enable lllis clc-Draoee to be obtained. Turn the layshaR and reverse shart to liue up the slotted ellds ; the slots must fact C4cb otber to enable the shaR locating pl;tle to be refitted . Replace thc third motion shaft bearing rrtainer. fitting shims as necessary (sec Fig. F.3) to take up the area between the bearing outer race and the retainer. Note that the shims must be positioned underneath tbe reverse shoft aod Itlyshaft locating plate. Secure in posi tion with four set screws Rod Ihe lock plates. Remove the froni screw of the two holding tbe pick-up filter brRcket and insert Ihe oil suction pipe iota the IiIler. taking care not to push llic sealing rubber between the strainer Rnd s(fainer bracket out ()( position; lightly grensc the seal before inserting the pipe. Replace the two paper gaskets betweeu tbe pi.pe flange, the aliter blanking plate, and tbe casing; insert alld tighten up the two set screws. Replace the strainer bracket screw to secure the oil pipe support bracleet, rcplacc the Jacking plale, and tighten down both brllckcl screws; bend up the lockiog platc. Refit the selector interlock.ing arm :md the front end co\'cr and gasket. Joser! tbe speedometer drive gear througb the rront cover to eng~ge the slot in tbe third nlotioo sbaR, a{ld secure it ill. position with Ihe cover-plate, paper gasket, and two sci screws. Examine the seal in the pinion shaft housing, and rcnew il if necessary. Replace the paper gashl should it be damaged; push Ibe housing carefully over the pinion shaft and secure it with the one set screw. Insert the gear change operating sbaft into the casiug. tak.ing care not til damage the oil seal iu the casing with the Woodruff key fiued in the lower half of the shaft. Should it be necessary to replace tbe oil seal, use Service tool J8G 573 to drift the ne ....· seal into position . Position the seketor Icvtr inside tbe cash'g with tbe eod eugaged in the il)terioclillg arm and push tbe sl ,~ft through Ille lever boss illto its lo ~ve r bearins poiot in tbe casing. 1100. 11:1_.-4.
56981
F
TIlE TRANSMISSION (17) Remove the first motion slHtrt bearing eirdip and
witMraw the bearinc
~nd
shafl from the casing
with Service: toots 18G 284 and 18G 284 R.
(18) 'ftefcr to FiC. F.I . Drift rhe third motion shltfi backwards, cu: indta.tcd by the Arrow in (D). until a ~pecial Servic:t: fool (I) ciln be placed between the flnt speed anr (2) and lhe bearing (J), :t.~ illustrAted
ill (e). On three-speed synchromesh
~acboxes
The (ollowing operations are oDly neccuary if complete stripping of the casing is required . (21) Unscrew the selector shan/fork lock.ing screws and wilhl'lraw Ihe shafts and forks. (22) Rcmove the circlip front the rcverse gear shifter lever pivot pill lind remove the lever.
use
18G 6lJ, and on {our-speed units 18G 1127 with their relieved side cowards 'he bearing. These 1\0\'0
loots nlust not be inlen:hanaed, or Ihe bearing or casina will be damaged. nrif, Ihe third mOlion shafl forward as illustrated in (D), to push the bearing (3) from the web. takina care nOl to damage the selector forks. Pull the bearing from Iheshan, lind Iirllhe shafl from fhe casing. (19) Remove the $Irniner assembly. (lO) Withdraw the reverse shal"l. gcar .3nd selector fork .
ReaSHmblinp, (23)
Ir the Gearbox
hu be~n comll'elely stripped, firsl replace the rcver.~e gear shirter lever and pivot pin. Tben pu~h in the selector rods from the front ofthe casing, eng.lge Iben) with rhe selector forks, li,hlea lhe seleelor screws, and ~ure the lock oUIS.
(24) Position the rtver~e: se3r 3nd fork, and replace the re\'cr~ ~ha ft , with Ihe plaio end foremost. (25) Refll the oil strainer and smear some ,rca" onlo Ihe scaling ring to assist when filling the oil suelion pipe. (26) Refer to item (J 8). Refit Ihe third motion shan assembly with the sloued end paSSing through the cenlre web o f the cas.in8. Eaaa&e the sliding hubs with Ihe seleclor forks. (27) Refer 10 item (I'T). Drift the 6f$t ltIotion shaft a(ld bearina assembly into Ihe caliing using Servitt tool 180 579 (modified). Use Service 1001 180 569 to gauge the correct thiekne" of drclip required to retain the btllriog assembly. Try the thicker side of tbe gauge tirst; Ihe two sius are marked 00 thc handle. Refer to Fig. FA. which iUustratn this operation, aod 01 the circlip selected from the chart beneath il.
Fig . F.2
luneur IUsembly. Wilh 'he siundtrrd-siz(!t/ ,1,ruSI t\.·osh(!r fi"td. UH ,Ite IUblt below 10 selul Ihe ct;rTeet liu of 'lor/obi, wcuhtr. TM (JIlrt munfHrs of Ihe thrust fl'lUltf!rs availoble for Ihe three-spud and four. SpUIJ s)",chrotnf!Jh gearboxu ori' gi'fftl In colu","s Tiff!
• A' mId ' 0 ' respt'cli"(!~11
I. 2.
Uypr. uyshaff (UCHIq)ped on dlf'CNpccd ~hftJl1lCSh units).
3. Needle·rolkr
tlearin~
4 . Nccdlo-¥oU" bcIIirin&. S. ur(:C Ihrust wuber. 6. Smalllh",sl "'JI~he,.
(one
only (Oft chl'l:C-spctd syndt'OA'ICih unils). &.r(v I", .... ·-.~~ ly~"r(J""sh Kt'lJrlxlXI::S wl:,,,jillcd ....illl """,,rd IK,tIk-,lJIlu ~jn,:s. wi,}, ,,·hith flu: Itll" ~z~ 'Y~ tI" jlll",rluJlflfub!t ·
A
·IlS 10 '127 in. (HI 10 H2 mm.)
&SGllS
22(j
·11110 ·1.10 in. (l·ll 10 3·30 mm.)
BaG 316
UQ8S7
'!lIIO ·133 in. (l'31lo J-J7 mm.)
88G 327
no 8$8
·13<1 in. (3'41 mm.)
81G 318
llO 859
L1 lOP
•
Wlrm ,tip is
IUlIe 5. 16068
856
(28) Refer to ileal (t8). Drift (he third motion shaft bearing into the central web using Service tool t8G 579 modified, Together with the: spacer washer. (29) Refit thc laygeu with the stMd.lrd sized thrust Wills-her at one tnd, .lind measure lhe pp al tbe other. Refer to the eha n (f-·ig. F.2) to sel«t tbe correct variahle thrust washer, 10 give an end clearance of betwccn ·002 and ·006 in. (-OS and ·15 mm .), On Ibrce-spced syochromesh gearboJlcs the small thrust washer is a standard size, the large one ~Ieclive. and 'lien versa on four-speed 5),nchromesh 8carboxe~.
or
Use the dummy layshafl. Service tool 18G 471 10 position the Ihru~1 \vasher, aod refit !.be layshaft rrom Ihe clutch side:. with its ~Iolled end pos.itioned horizootally And towards thai of the reverse shaft. Refit the layshaf, and reverse shaft lockiog plate.
(30) Refil the Ihird motion shaft be.3ring retaiDer witbout :'I ny shims, lightly tighten the bolts and measure the gap. sec Fia. F.3. Fit the shims required (see charI), ensure that they are filled under the layshaft and reverse shaft locking plate, "nd finally tighten the bolts .. nd turn over the tab washers.
F_'
F
THE TRANSMISSION (36) Refit Ihe l'elector ioterlockiog arm , tbe rront eOVN , the speedometer gear lind cover, pinion. busb. and pinloD laousing, Push in the gear ebOinge opcruins: sb"rt. refit its key and clamp, a nd replace the reverse deteot pluager a nd ~prjl1 g, or Ihe reverse light switch (if filled) .
(37) Relit tbe diffcrclltial and cheek adjustmcnt as gi\'e(l ill Section F.4.
(38) Re6t tbc idler gear
'CENERAL DATA'. ! ltO
Check wi th feeler gouges fhat the idler gear has au clld· f1(l3t between ·003 alld ·008 in. (,OS and ,2 mm .), see Fig. FA. lhrust w,tsbers raogin t ill thickness rrom ·\32 to · 139 in . () '34 to 3·54 mm .) are available ror Itdjuslmen l.
or
Fig. F.J A $tcli(lll through Ihe third molion shaft bearing (lild Use 'he following fnble /0 lllsurt Ihal 'he
r~"ljn~r.
corucl rllick"css 0/ shim is used Whm~tlp "
-oos 10 {1(16 la. filio -IS mm.~ -oos in. -IS 10 -20 mm.
-006 10
.ooa 10 -010 10. NO to -15 mm.)
-010 to -012 in. (-25 10 ')0 mm., -01210 '014 in. (-)0 to · JS mm .~ '014 to -o IS in. (-)5 10 ·Ja mm.
-
U;J~
JhlnlS /tIlllf/;", ( ' !3 mm.~
-00$ in. -001 In. f'8 nun.
r'
.()()9IG . • 2] n\m.~
-011 -013 in. in. oJ] mm. mm.) (liS in. -38 nun.)
(31) Reret (0 item (10). Inscrt the oil suction pipf: into the. oil straiuer a~$e lDb l y. :\od (ighlen unt the external BaDge securiog bolts and then the br3cket retailliog bolts. Take care not to di .. place tbe Qil seal rrom the I>lr3iner. (32) Fit new idler gear need le-roller benings i( required. Eogage tbe exp<1odablc collets or Service tool 18G 5!H wilb e3ch old beariog and screw up the nul 0 0 rhe tool to educt them, OIfter removing the ouler eirc:1ip (whel1 filled) from lhe transmission. c.ui ng boss.
Usc Service tool ISG 582 (tbree-speed syncbromesh) or 18G 1126 (four-spud synchromesh) 10 fil (he new beariogs. Use the eoll,H supplied with each 1001 to cODlrol the depth to whicn the bearing is pressed iDto tbe flywheel hoosiog, the boss of which must be ~II supported during Ihis optI'l'tion. 1bese coll... rs ore not required wlaen filling the transmiuion cosing bt.,ring, sioce each tool':, shoulder governs the depth to wbieh it is pressed. Repl.al% the oute~ circlip. if tiued. ell) Refer to items (12) and (13). Refit tbe input aDd final drive gears, Md, using new lock washers tighteD tbe first motion shaft and final drive gellr nuls, using Service tool 18G 587 for the lalter ; the torque figures ore given. if) 'CENERAL D."l'A'. (34) Refit Ihe 6rsl mOlion shaft roller beariog aDd circUp.
(l5) Reverse the instructions in ilem (16).
F.6
Fig. F.4 A !eell'OIJ Ihrough Ih~ idlu gear and firsl maliOll shnfl. Mensure the gap '",' ~/li'etn Ille bearilfg /Q('c alld regislu wi,,, Service tool 18G 569, and fit Ihe appropriate ci,dip as ;lIdknfed b)' rhe charI below 1. 2.
J.
Idler gW". Idltr p r ' hru~ WlU'hcn. Finl motion shaft reller bea ring.
4.
S.
W"tn 80P Is
·096 10 -091 in. (H) 10 2·48 mm.) ·09810 ' 100 In. (2'48 10 2-54 f1lm. )
FilSt 1110lioo sbafl ball . Firsl ml\:ioo shart citclip. hc.vi n ~
Uu clrcHp Par( No.
2A ]710
2A 3711 1too.
lUlU; S.
1606a
F
THE TRANSMISSION
Fig. F.5 The jour-specd S)'lIchrom('xl! IronsmiSS;OIl nsumbly, wi,II a/l ,h(! gMrs
(40) Remove the flywheel hous in~ and gaskcI, and refit tbe tra.llsrnission unil to the engine as dC=lailcd in Section A.23, using .. new housing gasket to replace the ooe used for fhe idler gear CI\d-flo:1t ched .
Section F.2 TIlIRO MOTION SHAFT s),Dchromesh gearboxt'S
11.fS('mb/~d
iI/to the casing
Laler Iype gears. Depress ehe spring loaded pegs,
Iwist Olnd rem ove the secnnd ~pced gear tocking colLar
Thrce-ql~
Dismantling (I) Remove tbe Ibjrd mOlion sha fl assembly from the transmission as detailed in Section F. I.
(2) Remove the 6rst s~ed gear, hub and baulk ring from .be rear o{ the sha n, and the top and tbird gear synchromesh hub a nd baulk rings from the {ronl of the shaft. (3) Remo\"c tbe (roat thrust washer by pressing down Ibe spring-loaded locating plunger and rotaling tbe washer until tbe splines register with those on the shaft. Witbdraw tbe tbrust wasber and third speed gear, conlplete with needle-roUer bearings on latcr I}-pe gurs, and take out the plunger and spring. E(lrly Iype gears. Wilhdrllw the third gear bush aDd interlocking riog, roUowed by Ihe second speed gear and bush and Ihe rear thrust washer. 1100.
I~uc
6.
16068
Re!lssembling £arly type
g(!ar~i
(4) Fi t the rcar thrust washer. then the plain baJr or thc split bush with in flat c::nd towards the thrust washer. (S) Fit the second speed gea.r, with tht syochronUc::r
cone facing the rear of the sbaft.. Ihc:: interlock-ing ring and the splined half of the split bush. Engage the dogs of the split bushes wilh the slo ls io the interlocking riog. New bushes must be fitted, since tbe interrerence fit or the old ones will have been lost wheo they were rcmoved. Hea t thc bushes to 1\ temperature of 180 to 200" C. (356 0 to 392" F.). to allow the w to be filled ....'ilhout rora, ;Ind to obtain a permanent 'shrink fit ' on cooling. F.7
F
THE TRANSMISSION 00
wilh the cul·aWay toolh in the sellr assembly (see Fig. F.6), nnd that the cone end of the hub ~nd the tapered side of Ihe gear teeth arc on OPPOJile sides of the assembly.
Section F.3 THfRD MOTION SHAFT "'our-speed synchromesh. geluboxcs Oisml:niJinc (I)
OOQ83 Fig. F.6 Tire '/1rI~(!-lp(fetf .f1mchrom('sn firsl '/lid second speed plunger (I) ill its ,Irillillg ;n lite ,,"h (2) lJliglll'd ....i'h (he cUl-(II~oy fOOlh (3) ;n
gear osumbl.l", .~"o willg 1/11'
the .~cor n.uemhl)'
(6)
Rt'pl&c~
a nd depress the spring lind locking plunger, relit Ihe third !opted gcar, plain side firsl, ;md the h om Ihru:>1 washer, which mosl be ,,,,isled to ;:.Uow Ihe pillngu 10 lock il in position .
I .Ofer type geurs
(7) Slid\: the second speed gear 0 11 from the rear of the :thafl. plain side tirst. ilOer sljcki ng the IIcedle· roller bearings to Ihcir jouHlal witn grease. Replace the 1"'0 splil was hers, dCPlC~S Ihe tWO spring IOildcd locking ~gs, and refit Ihe lock ing collar,lwisling il until Ihc pc~s are heard 11,1 cr.gage the '>plint's. (8) From the froof of Ihe !>haf( rt=tit the third s~ed 8C,lr, plair:t ~jd t= first, with its nccdle-rnllt=r bearings. Slide on the fran! thrust \\a~her and twist it until the ~pring loaded p
gnJfS
(9) The end-floal of both lIu: second and Ihint speed gears when assembled on Ihe third molion shaft must be belween ·0035 and ·0055 in. (·09 and ' 13 mm.). (10) Refit 1M top anu .hird speed synchromesh hub Rnd baulk rings, wilb lhe plain side of the hub towards Ihe rear of the shafl.
(II) Refilthe first speed genr, hub, and baltl~ ring, with Ihc cone el)d of the hub tOwards Ihe fro nl of lhe shaft. Should lhe first and second speed gear asse01bly have been dismantled, Ihe gear must be correctly rcpasilioned 00 the bub, otherwise selection of second &ear will be impo!Sible. Ensure Ihnt Ihe plunger in the hub aligns
F.8
Remnv~
the shaft assembly from the Iransmission
as detailed in Sect jon F.I. (2) Withdraw the top "n(lthird !leas synchrcmesh hub and baulk rings from the front cnd of the sharI.
(3) Press Ihe fronll\lrust wusher plunger, ilnd turn the washer nntil ils splines regisler with those on tbe sbaft, cilablil\& ;1 TO be removed, complete with plunger and spring. Remove Ihe third speed gear, with its c.1ged needle-roller bea ring. (4) Remove Ihe first speed gear, baul!.; ring, and eng.:d needle-roller bearing (rom the opposite end of Ihe shafl. (5) Carefully lever Ihe needle·roller benriog journal backwnrds suffieienlly 10 fil Service 1001 IBG 2 and pull the journal from (he shaft,
(6) Remove the reverse mainshaft wheel
RcassembUng (8) Carry oul the dismantling instructions, but no te ilems(9)to(\J). (9) Use Service tool 18G 572 to prevent Ihc bf'llls and springs from being lost. shou.ld i( be Ilc..:cs.s;! ry to sepnratc Ihe slriking dogs from the synchromesh huh and cone asscmbli~$ . When r~ass('mbling the synchronizers, ensure that Ihe long h(l~S o n bolh Ihe sleeve and the hubs are on the sa me side.
(10) When refining the third and lOp speed synchronizer assembly, the loog boss on Ihe synchronizer sleeve must race the first motion shafl bearing. Tbe (irst a nd second ~pt:cd synchronizer itsscmbly must be fitlcd wilh (he lo ng bos~ towllrds the tim speed gcar, o r second speed synchromesh
1606B
F
TIm TRANSMISSION
Fig. F.S
The t,tJIWI1lssi(m ossembly lII;t1l all genTs assembled inlo the casing Line up the recess in tbe sbaft with the drilling through
the levcr boss, insert and tighten the sel screw, and bend up the locking wasber.
Refit lbe gear change operltlng shaft reverse detent plunger, spring. and plug. Refit the differe ntial assembly as in Section FA .
Should the idler gear beariog io the Oywhed c:aiog require reDewillg, the orca round the bearing boss must be weU supported during tbe pressing-in operation. Use Service tool 18G 582 to refit the idler gtAr bearing (0 both the ftywbecl housiug aod tbe transmissio n casing. The collar supplied with this tool must be used to control the deplh to wbicb the bearing is pressed into tbe fJywheei
bous;og. Should tbe beariog he pressed in to the (ull depUl of tbe bearing bore. it would mask tbe oil sllpply hole. The coUar is not required when refilting the idler gear bearing to tbe trAltJimissioo casing. Refit tbe roUcr bearing on tbe end of the first motion shafl. Before refitling the lransmis:;ioQ assembly the idler gear end-Iloat should be checked and adjusted by the following method . Thorougbly cleao the casing joint f3ce5 Rod fil a new Oywheel hOllsing gasket to the transmission case. Refit the idler gar witb tbe chamfered bore of tbe thrust wllshen IIgOlinst the gear ftlce. AS~ nlble the ftywheel housing to the transmission easing afler applying a smear of high-melting-point gr¢tlse to the first motion shaft 1100. TSlUI: S.
5610
bearing collen to preveot them tih.iag os they eoter tbe bearing o uler race located in Ihe flywheel bow.iog. Sbould aoy resistance be felt duriog auembly, withdraw the housing aud establish the causo-do Dot use foree. Tighten the stud nUIS to the correct torque figure aDd check tbe idler gear end-Ooat: this ibould be between '()()J and ·008 io. (-076 a.nd ·201 mm .). Thrust wa.!Iben raotiog in thickness fro m ·JJ2 to -139 io. (3-34 to 3-54 mOl_) are nvnill'lble to correct any discrepancy. Remove the housiog aDd gasket a nd refit the transmiwon ca!!le assembly to the craokcase as in Section A.23. NOTE.-Do not fit the boosing gasket used for tbe idler gellr eod-ftoat check; a ne" ellSket must be ftUed 00 the final assembly.
Section F.3 nURD MonON SHAFT Remove the sbaft assembly from tbe transmissioo casing as detailed in Section F.I . Dismantling Remove tbe first spted gear, hub. And bRUlk riogs frOID the rear of tbe shaft. Withdraw the top and third gear synchromesb bub aDd baulk ri'Og from tbe forward end of Ibe sbaft, observwg tbat the plair) side or the bub f3ces to the rear of the gearbox.
F.7
F
THE TRANSMISSION t\OTF..-Shoald the liMIt aad ,;(coad speed gear .u~ Illy bave been disra:lotled, the correef pnsltion or the Eel!' OD the hub ..-beD reassc.mblin, is most impoMaOI. ShoWd rhe cear be ineornetl), assembled 00 lhe hub. scJectiClO of first ~U( ,~jJ1 be impossihle . When reassembling, the gear 10 lbe hub t:nsCllC thut the plUD&er i.o the bub aUps Mitb tbe (Ilt-8WllY tootb in the ~Cat askmbly (sec Fig. F.6). nelit Ibe assembly ilS detailed in Section. F.2.
SecHOD F.4 Fig. F.6 Th~ firlland
.!f!cond speed t~O' nssembly. showing th~ Keor fmd hu.b correctly nntmbled. nil! plflnger is show,. al (I) Rcmove. the front thrust washer by pressing down the
spring-Ionded locating pJonger and rotating the washer uotil the splines register with Lhose on the shaft. Witbdraw tbe thrust washer and scar. Take oul (he plunger aDd spring and withdraw tbe lb.rd gear bush and tnterlockieg ricg. Withdraw the second sp.=:ed gear- and bush.
Remove the rear thrust washer. H it is Deccnary to separate the second or third aod fourth speed striking dog (rom the syncbromesh hub and cone assemblks tbe assembly should be wrapped in a suiLable piece of cloth in order to rc.tain the three balls aod sprioas which arc located io eacb hub. Rrusemblilli
Reuscmbly or Ihe Wrd motion shart is a fc.versal of the dis0l3QtJin; proc4:durt. Fit tbe rur thrust w~$boer and the plain bill of the split busb ""ilb the plaiD ~nd :against the thrust waliber. Follow thia with the w::ond speed gctr, the interlocking riog. and It'le spliQcd balf of (be eentre bush. engaging the doss each halr·busb witb the central ioterloc.ki"l rioa. The e.sseuuai interferenc.e fil of the busbes will have bocn destroyed wheo \hty were rrmovcd, aDd new bushes must be fith;d durina: reassembly. Heat the busbes to a temperature of 180 1(\ 200· C. (356 to 392° F.)j expaosion wilt tbea alk\w (hero to be 6ut:d without force, and subscqut.na niliural cooliD& will establish a perm3nent ·shrink. fit'. CarcruUy position the trurd speed ~:a ... plain side first and insert the spring and loeltio, plunger_ Depn:ss the plunger and push !.he thrust wasber into position above the pluoger. Turn the lhru!t washer until Ule plunger engages the spline and locks the wasber_ The end-tloat of tbe secood and third specd gear when assembled on the: third motioD sbatt must be between -0035 and ·0055 in. (-09 and -IJ nun.). Refit the top and third speed syncbromesb bub, plain side towards the retaining thOlst wasber_ Refit the first nod secood speed bub and ensure Iba! the cone ,ide of the hub is 00 the sante side of that assembly 81 the. plain .side of Ibe fint sear teeth _
or
}:8
DIFfERENTIAL ASSEMHL\' Remo\-jue
R emove the engine as detailed in Section A.33. Remove the transmission as dettliled io Section A.23. Withdraw tbe pivot pin and remove the belJ....cr:mr.. lever. Renll>ve the danlp screw securing the lever to the top of the remote-control shan and withdraw the sbaft. Remove the nylon sl'ating Dod teJ\Siou spring from botb the remote-<:olltroJ shaft and tbe shaft lever. Extract the split pin from the sloHed outs securing both rigbt- and )crt-hand driviog flanges to the diJferentiaJ gear sharts, remove the. nuts, usiog Sen'i~ Wol 18G 669 to hold each driving Bange il} turn, and withOraw lhe
flanges_ Do oot onder LOy eucumsla.lleeJ use lite tr.lJlSmissiGu casing as I. stop o( leverage poiDt WbeD rell1ol'wg tbe dJ"hiDi fllllic DUts or other compone.ats nf tb~ traDJoo rn.ls6ioo. SeriotlS dam.ge to the easing CIJ1 easU, rualt from miAse j,o Ws Unscrew the live u:t screws from eacb of lile final dn\·e end covers aud remo\'e tbe covers rrom the differential housing. Note lhe number of sbinlS fitted between the
".y.
diffet"eotial bearing and the housing. ReOlove the differential bousing stud outs, witbdraw the: bousing rrom the tranSnUssion cuse, and remolJe the diJ'l'erenual assembly . DisOIanlJing Withdraw the two ditfcrential bearings. usio, Service tool 1802_ Koock back the lock.ina pJne tabs and remove the sl;( set bolu securina tbe drivina gear to tbe cage. Mark the .ear and cage to assist in (efilUns them in their original positions. ~paratc the gear from tbe cage and extract the differential gea r and thrust washer from the bore or Ihe driving gear. Tap o ut the tapcr pin to release both the pinions and thrust washers, pinion spaccc, and tbe other differential gear And washer. 'The lapcr pin ca:-'Ilot be removed until the caCe 20d driviog
gtar are sePllntted. Reassembling Reassembly is a reveTSAI of the dismantling procedure; make sure, however, that the gear thrust washcn. are replaced with their slightly ch3mfered bores against the mach.ined faa: of the differential gears. It is essential tbat all parts are replaced in tbeir origi-nal positions.. 1100.
Issue 5_ 5610
F
THE TRANSMISSION
I.I"IA
Fi,. F.7 MtQJllr~}M gap
of point (A) wi,h 1M l~ft·1ttuuI dri"l! covel/ilttd _vilhout tl joinlwasMr and ndjust 1M ~Qrjng prdoad. JolI(Jwlng the refilling proudure g;~" belDIlI
Re61tNJc Place lbe differential assembly in the IrnOSffiISSIO[) casioS ....ilh a slight hi.. s towards the flywheel end of tbe co&iK. Rt;fit lhe differential houling with its joint washers. ligbtClliDg up the Duls sufficiently only to hold the bt::arings li.nnIy ilDd yet still allow the assembly 10 be displaced by the fillins of lbe right-haod final drive end cOYcf'.
Refit tbe riahl-hand drive end cover logclbe[ with its joint washer. Make ccrlain tbat the holes in the cover 6ange and the tapped bole in the transmission casillg aDd difrercotial housing are correctly lined UP. iusert tbe sci screws, aDd lilbtcn them up cardully and evenly to eDsure muimum contact between the regisler OD the inner race or (be cove ... and (be differential bearing outer rau. As lbt. scre.ws .1;re tightenw up tbe dllJ'ercotial assembly will be displaad ttWay rrom lhe Oywheel side or the engine.
Fit (be left-hand final drive cover without its joint washer. As the cove, ftanse win not haye tbe support of the joitu wAsber lighleo up the act screws sUl!ieientJy only for the cover register to nip the bearing outer raee ; oycrliabtenlng win distort Ihe cover a.,nge. Take a feeler pUle JneasW"Croenl between the cover flange and tbe diO'er.::nu31 housing 300 It
co\'er Oan~ and tbe housinl ,rums to the value of -OOS in. ('203 mm.) must be 6tted between the beario, outer ra.ce and tbe £e!Pst.cr on the cod covcc. The CODtpcessed thickness o( the cover joint wasber is .()(J7 in. (' 178 mm.) and the required pldoad on the beann" is ·001 to ·002 ill. ('02S to -oSI mm..). The correct gap is, thererore. -008 to ·009 in. ('203 to ·229 mm.). Any deviatioD from this figure must be made up by shimmin,; (or example. if (be gap as measured by the feckr gauge is -OOS in. (-127 mm.) I shim of -003 in. (-076 mm .) thiekoess must be added between the beariag and the re&iue( on the illl1U (lICC of the end cover. Remove the end cover, refit tbe joint washer and slUms to the dimeusions as (ound necess:ary by tbe abo~ pro-udure. and tighten up the cover screws. Tigbteo up the differential housing nuts; refit the driving /'Ianscs to the differential gear shaft.!: and secure them with lbe slotted nuts aDd split cotter pins. Wheo seryking a dilfereolial unit operators must make certaio llIat tbe driye sbarts are equally free to rob.tc on both sides, IS tiabtncss: 00 either one would tend (0 make Ihe vehicle's sleering pull one way or the olber. Fit the operatiog lever to tbe sp1.ined cod of the gear chaoge oper-olling shart; make certain lbat the reeeu in
the sharf is c:orreetly lined up with the (iriUing in the boss of Ibe lever before illSC:rtiol tbe set suew. Positioo the rClUotc-coutroJ shaft lever 00 the b.n cod of the operating le . . er; in5CrI tbe ft.mote-conlrol &h.rt ioto (he gear ehange extCD&iOD from the: botUtm 10 c~ge ond enter the spLined bore of the lever. Make eerf:lin 4hat 'be r«ess in the spliDed eod of tile sIIllll is U0e4 up wi,h the driWol in the lever boss before attempri.oc: (0 iDsert the set sera•• Refit the bell-crank IeYer.
(For 'SERVlCE TOOLS' su poge F.II) I ioo. Iswc: 4. S6917
F.9
F ,....--'----_.. .. _---.-,.. .. __.- - ,
-,
,_
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I I
·•
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I,
F~·--- ·-
.. - - - - -..·-- ._-_ ........... _ .. _._... - - -
-_ .. _---! 1100. h5uc 4.
~6981
F
THE TRANSMISSION
,
\
Fig. F.7
The third lIIo/ioll shaff nsumbly UOllr-spe~d ,f,liJlchromcsh georbo.u s)
,.
I. Third nlOlion shart . Bault rinAS. l . )rd and 4th sJ)l'<:d loynchmni7.er. Thn.o~1 washers .
••
s.
Reruo\'iu& (I) Remove the engine and traosmission ill StClioll~ A-lJ and A.2J fcspecli~'el)',
,...
(1) Wjthdra\.\' Ihe IWO differenli .. 1 bearings, using
liS
delail«.l
(2) Remove the remote conlrol housing from ils adAptor. (3) Rele:lst the control shart leyer froln Ihe top of Ihe remote conlrol shafl, which C;lO now be withdrawn . (4) EXlrtlcl Ihe split pin from Ihe sloued nulS securing hOTh righi- and left-h:lnd driving n;mges 10 Ihe differential g~.:Jr shan!;. remove the nUls. using Sen'ice tool 18G t16910 hold each driving flange in IUrn, and .....ithdraw the flange!: . Do nol under In), eircumstaaces use Ibe lransmissiou casi.o& a .~ a slop or leverage poinl wbeD removing ftlc drh'log Rloge nuls or other compooeois of the IriDSmission. Serious damage 10 the £Ising un easily rtsult rrom nUsusc in fbi$ Will)'.
(5) Unscrew Ihe live set screws from e.1ch of the final drive end CO \l':I")', and remove them from the differenlial hl,using. I'/n[e the number of shims fitted between the llifferenlial bearing and (he housing.
(6) Remove the differential hoosing stod nuts, wllhdnlw the housing from Ihe transmission case
~peed
Dismlintliog
DIFFERENTiAl, ASSEMBLY
Is~uc
,.
,n:lIl1sha(1 \,\I.:nr and hI
synchmnill:r. Needle·roUtr bearins. journal. 10. First sl'«d sear.
1. Su:ond'flK'Cl &e3r.
Section F.4
1100.
Rcwrsc •• 2nd
Needle-roller bearings.
I •. Third s~1I gear.
16068
Service 1001 I1!G 2. Knock back the locking plate labs and remove the six :te"t bolls securing the driving gear to the GI .~C . which mny now be sep.1r;:ucd after markin~ them to Assist in r~lling them ill their nriginal positions. Extracl Ihe differential gear and thrust washer from the bore of t he driving gear. (8) Tap nUl the taper pin pe: to release the pmlon ccntre pin, Ihe thrust block. both diJferenlial pinions and thrusl w:lshers and the other di.fferCOlial gear and washer.
Russcnlbling (9) Reverse Ihe disll1llnlling sequence, making sure that the gur thrust washers ilre replaced with their chamfered bores ill!., insl the machined f:lce or Ihe differenli:ll gei1rs, and Ihal 1111 PMtS are replaced in their original positions.
Refitting (10) Place the tliJferellliaJ a~ scl1lbly in the transmission casing wilh a sliglll bias towKrds Ihe R)'\vheeJ side. Refh the differential hou:.ing wilh ilS joint washers, nnd nip up the nuts sufliciently to hold the bearings, yet s(i ll allowing .he assembly {o be moved sideway!..
F.9
F
THE TRANSMISSION
Wifh lhe
l~f'-I/(Jlld d,iv~
Fig. F.a c.oyer jifled wi/houl j/3 joi1l1 wosher, measure Ihe gap 01 point' A'. ondfif shims be/ween 'he bearing Qnd cover fa oblain 'he required pre-load screws and differential housing nuts. NOle. Later assemblies arc fitted with increased thrust capacity beariogs. wh.icb must be fil1ed with the identification word 'THRUST' facing' tbe outside, towards the end cover. Since tbe pre-load is increased (0 ,004 in. (-I mm.), adjust the gap 'A' (liCC Fig. 8) wilb srums until it is -Oil in . ('28 mm.) before 'he joint wasber is fiued .
(II) Refit tbe righi-band drive end cover lOgether with its joint washer. Then c:lrcfuUy and e"eruy lighten up the Sct screws, 10 displace the differentjaJ iissc mb!y away from the 8ywbccl side and ensuring full contact between the register on the ilwer face of Ihc cm'. ~!1d Ihe differential bearing.
fit the Icft-h;md 5nol drive cover, willtout its joint washer, the compressed tbickness ofwhicb is -007 in. (-IS mOl.). Tigbten the sct screws sufficienUy for the cover register to Dip the beariag ouler rnee: ovcrtighlcI1ioS will distort the caver flange. The required preload on the bearings is ·001 to ·002 io. (,025 to ·05 rolTl.), heDee tbe gap bctwecll tbe cover flange rind the differential housing and Iransmission Ct'lsing must be between ·008 to ·009 in. (·2 to ·23 mill.). Measure this gap ('A' in Fig. F.8) with feeler g;IUgCS, and correct it as necessary by filling shims between the bearina ltnd the register 00 the covcr. For cxample if Ihe cap as measured is -005 io. ('13 mm .) R sbim of 'OOJ in. ('076 nun.) is required. MC:lsure thc gap if) several places: any deviations wi.1I i(ldic-ate tbat the end cover set screws have not been tigbtened evenly. Remove and re61 IJle end cover with ils joint wasber and the selected shim, aod tighten tbe cOYer
(12) Refit the driving flanges. making reference to itcm (4). The ligblening fi:ure is given in 'GENERAL
nATA'. (13) Make ceflain (b(lt both drive shans are equaUy free to rotate, olberwise the vehicle's stecring Illay pull 10 one side. (14) RcTcr to ilcm (3). Posilioll the remote control shaft le"er on the boll! end of Ihe oper;ltir.lC lever, illserl the remote cOntrol sbart frnm underlleath and engage it wirh the splincd borc or tbe former. Insert the set screw afler cbecking that (he drilling in Ibe boss and tbe recess in the sb"n are in alignment (IS) Replau the remote cOlltrol hOllsing, the trans· mis...ioo and the power Ilnit.
(For 'SERVICE TOOLS'
F.IO
lee
page F.12}e
1100.
IS/.II":~ .
16068
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L_._.. __ ... _.. _._....__ ....____.__ .....__.___ .... __ ........__..._.___ ..----1100. Issue 1. 16068
F.1l
F
TIIE TRANSMISSION SERVICE TOOLS
.UIC 1. PuUu (basic tool) For use wtltn removi nG the differential bearings and the (jrs.t speed g~
ISG 186. Repllccf'-First Spoed Gear BurioC Journal For use when rcpl::lcing the first spc(d geAr needleroller bearing jourual on fnur-speed synchromesh gearbo):cs only .•
laG 1'4. LaYlt.lr
Nwtl~ronu
&aria& Repbc.u
The filting of needle-roUer bearings iD the laygear is made considerably easier by the use of this tool. h CIO ,Iso be used to refit the bearing retaiaing spring ring.
.m 18G 194
tHG 114 A. Cirdip PUcrs
18G 214 A
laG 251. Cirdl:p Pliers-L.rce
18G 257
l8G 2801. Impa1se Extne.lor (bll5ic fool)
18G 284 F.12
1100.
Isu>I: 3.
1606S
F
TIfE TRANSMISSION SERVICE TOOLS
llG 194. Lanur Ncedle>-foUer Be-tine Replacu The filling of o(edl~ro)Jer bearings in the I:)ygear is made eonsiderably easier by the usc of ws tool. It can ..lto be ustd to rtfit the bearing retaining spring rinS.
.m l8G 194
18C 214 A. eireUp PUen
18G 1 14 A
ISG 257. Cirtlip PUers-L.",t
18G 257
ISG 284. lmpcdst EXb'.tJOT (basic tool)
IBG 2S4 J8G 114 D. First Motto. s.art IUm6ver A••ptor This ulI.c:tor wiO'l the adaptor positioned in tbe screwed eDd will withdraw both the first motion shaft and beariD" provided Lbe drive gear has been removed
aDd tbe beanl'S clip u tractcd.
laG 284 II
laG .71. DQDUD)' Layshaft A pilot (or Unioa up the gean Il'ld (elAining !.he thrust w3shcIS in position prior to insertins the layshaft proper.
18C 471 L100.
u".,e 1.
j2098
F.II
F
THE TRANSMISSION
18c 569. Fint MOtiOD Shit Dearing Circlip Gl,uge
The use of tb..is gauge will bc:lp to determine the correct siu circlip required to retain tbe first motion shah bearioG in position, and al the same time ensure tbat the essential amount of cod-float is still maintained . The two gauge sizes 8rc shown on tbe bandle adjacent to the relevaol gauge.
18G 569
IIG 572. Synchroruesb Vail Asstmbly Ring
Designed to raciljUttc the assembly or mated synchrODiter and slecve by enabling the $priDgs alld balls tu be iDsertcd quicldy alld ~asiJ)' ,
18G 512
18C 573. Cbange Speed Shaft OU StaJ Replacer
t8G 573
18G 578. DilrertDtiaJ Dearing Repllteer
18G 578
18G ~79. First and 'Ibfi'd,MolioD Sbaft Deari.og Replacer
t8G 579
18C S8t. Front Suspe03loo aDd Idlu Needle-bearin& Remover
ISG 581 F.12
1100.
l$Jue 2. 52098
F
TIlE TRANSMISSION
laG 184 B. Fint Modoa Shan Removu Adaptor
This exlractor with tbe adaptor positioned in the screwed end will withdraw both the urst motioo sbaft aDti bearing, provided the drive gtU bas been removed and the bearing clip eXlnetcd.
I RG 284 U
JIG 471. Du.mmy LaysWt A pilot Cor ooing up the gears and retaining the thrust washers in position prior to inserting the Jayshl.fi proper.
18G 471
IIG 569. Fird Motioa ShaH Dearing Circlip G.ug~
Tbe use of tWs gauge wiU help to delennine the correct size circlip requited to relain the first moLion shafl beario&: in position. aDd al the same time ensure thallhe essential amount of cod-6oat is sriU maintained. Tbe two gauge sizes are shown on tbe handle adjacent to the relevant gauge.
ISC 569
18G 572. Synchrom~ Unit Assembly Riaa Designed to facilitate the assembly of mated :iynchronizer and sl«ve by enabling the springs and balls to be inserted quickly alld easily. 18G 572
ISG 573. Clutoge Spud Sban Oil Seal Replacer
18G 573
IIG 578. OUfereatial
Bearin~
Replacer
18G 578 1100.
hsue 6.
16068
F. ll
F
THE TRANSMISSION
lac 579. Fint .01 Third MotioD Shaft Bearing Repllcer
l aG 579
IBG 581. front Suspension and Idler Needle--buriDg Re.moyer
18(; 581
.IC SSl B. First Modoll Sb.n Spigot Bearill& Remoyu Adaptor Use wilh the body of 18G 581 to remove tbe QeedJ.c... roller assembly (rom the first motioo ,haR. l8G 58 1 8
IIG 582. Front Suspensioo aad J4Ier Gur
Bearine
R~I8CU
eFor usc wilh three-speed synchromesh CrltDsmiuioo
units only_.
18G S81 F. 14
1100. Issuc 6.
J606I
F
11IE TRANSMISSION
18C 581 U. Firsc Motioo Sh.(t SpiROI Be_rill. Remover Adaptor
Use wilh the body of 18G SSI to remove the ocedkrollcr 1I1i$embly from the lint motio n shaft.
t8C 58 1 B
IRG 589. Firsl MoHon Sbalt Spitot Beariog Rtpl.cer
laG 589
IBG 581. front Suspension .nd Jiller Gear Bevin&: RepJioIcer
ISG 582
18G 587. Spanner A socket fo r use with the standard !orqut wrench ISG 372 fo r Ihe removal a.nd refitting of the final drive gear nut.
1Be 587
UsC 613. Tbird Motioa Sbalt 8euiDg RUUO.Cf
Fe ' lise when removiog the third motion shaft be"'rinS 10 prevent damace to the housing bort. ISC 6 13 1100. IUIIe S.
5610
F.I,3
F
THE TRANSMISSION
lie 70S. 8eariq Cufn Jbce Remcner (basic 1001)
J8C 705
IIG 70s C.
Betrloc Centre Race Remover Adaptor
Por the reraoval or tho roUt r bearing race centre rrom the tod or tbe tint molion sbaft. Use with basic tool laG 70S.
"
.".
18G 70s C
.IIG 591:. Torqae WI"CDdl-SO to \ l15 lb. f •• (5 10 30 q . ..)
18G 591
lac 669. Drhe Shift CoapU.ag Flange Wrtocb For usc whee remoriaa or replacicl the Bange retainloa nutl, tbw preveoliog possible damage 10 the transmiwoo eat ing throuab us.ing improvised mer hods.
....• 18G 669
£ .14
1100.
lssut S. j6tO
F
THE TRANSMISSION
18G 587. Spall.llcr
A socket fo r usc with tbe staodard to rq ue wrench 18G 372 for tbe removal and refitting of the 6nal drive gcar nut.
18G S87
laG 589. Firsl Motioo Sbaft Spigot Huring Repl .. c:er
18G 589
18G 59'2. TorqllE Wreoch-SO 10 22S lb. 30 kr. ID.)
rt.
.-
(5 to
JSG 591
JaG 613. Third Motion ShIlfl Rearing Remover
.For usc when removing tile tbird motion shan bearing fr,,,n Ihree · ~ pecd synchromesh Iransmissions, 10 preve nt lLllnage 1(\ Ihe housillg bore .• 18G 613
laG 669. Drift Slaft Coupling Flange Wrench Fo r usc when rem oviog o r replacing the flan ge relainiog nUl!, tbus preventing po~ible damage to tbe transmissioo casiog through using improvised mClh o d~ .
/'
/
.. ...
l 8G 669 1100. hrue I.
1606S
F. IS
F
THE TRANSMISSION
IIG 705. 8uriD& Ceotr. Race Remo'" (bask '001)
18G 70S
tiC 70s C. BnriDl entre Race Remover Adaplor Por the removal of the ro U~r bearing race. centre from lb. cad of the first motioo shaO. Usc with basic 1001 18010S.
18G 70S C
.,8G tU6. Repl.etf-Idler Gear Buring For use wilh (ouf·speed synchromesh transmission unilS only.
IBG 1117.
R c mon~ r_Third
MOlion Shari Bearlllg
For uSt when removing Ihe (hird mOl ion sha ft beilriug from (our-speed sy nchro mc ~ h lra nsmissioDs. to prevent d"maSc In rhe housit'lg bore or ,h~' hea ring .•
F.16
1100.
lS11)( I.
IMfiI(
Fa SECTION Fa TIlE AtrrOMATIC TRANSMISSION GeOCtal description
Power flow diagrams (MecbalUeal) Power ftOft di.lgrams (Hydraulie)
.,
Adjustmcats ..
,
.
Fa.2
lob.ibilor switch Gear cha.nee c.ablc aad selector rod Govcl'lIor control rod
Pressure check StlO speed check
Au.:<.iJ.iary pump and goverQor
Fa.S
DiO'crcntial assembly
Fa.'
Fault diagnosis
Fa.'
First gUl'
rn:c~wb«1
Fa.ll
aascmbly (one-way clutch)
Forward clutch
.,
Fa.6
Gear change cable
.,
F•. 12
Gear train Service 100iJ ..
End or Section
Servo assembly
Fa.S
Top and reverse clutch
Fa.lO
TraDsmission unit
Valve block ..
11M.
Fa.7
halo),
73962
,
.
Fa.3 F •.4
' ..1
Fa
THE AUTOMATIC TRANSMISSION GENERAL DESCRIPTION
The automatic lraosm.ission incorporates " threeelemenl fluid torque convertec with a mAAimum torque conversion ratio o f 2 ; 1 coupled to 3. bevel gear Iraio which provides four forward geMs and reverse: . Engine power is transmiued from the cnmkshaft conyerter output gear through un idler genr to the input gear which drh.-es Ihe bevel r~<.Iuclion gears in the gear II':lin asstmbly. The fioal drive is ltlnsmiUcd from a drh'c gear to I!o conventional-type diffe rellt;:! l yuit (simillr to that 6lted 10 ., synchromesh transmission unit), whicb in turn transmits ellgi ne power thrnugh two ftange-type coupling drive shnfls employing COnSI::UU velocity joints to Ihe road wbeeb. Tbe complete Se
Oil is drawn from the transmissio n casing through (he m:ain gallU: $lf3.inef ~Dd pick-up pipe by the main o iJ pump wbich has a high poteotial C')ut put and servcs both tbe en&ine lubricatiOIl rind Ira llSmissiOIi syste ms with a COOlfDon oil supply. The oif pusses thruugh drillings in the cylinder block and a pipe to the extcrnal full-ft ow tilter and thence to the valvc block. T~ valve block
FtJ.2
The power ftow tbrough the bevel reduction gears is coupled to the 6nal drive gear pinion by nlCAns o r two multi-disc elutcb auemblies operated hydraulically ifl ",an ual and the automalic setector positions. 10 the event of low-starting the engioe, an auxilia ry oil pump of low capacity is employed which is responsi\'C to vehicle speed oo1y, immediately thc engine starts the ntain pump .tutoroatically takes ove.r.
The IO"f'eruor .)'Ste. Tbe governor is driven by the aux.iliary pump gears and is o r the spriog-Ioaded mechanical type, with ils bobwcigbts mounted ou sllort liDks. A rod linkage tramfers the movement to the governor valve incorporated ill the \'alve block. chest. A spring-loaded rod connected to the carbureller provides an over·ride deyice. Tbe spring lends to be: compressed by acoelcrator pedal operation, and transfers this load by levers to (he Governor. The effect is to delay tra vel or the governor, which in tUrD delays gear shint more AS the aecclerator is depressed . The torque CODyertu This is fitted onto a taper on the rear oftbc c rankshaft . RouieaUy it comprises three elemenls, i.e. an impeller. a turbine. and 1\ sUItor, but it is onJy sen 'iccd as a unil. Tbere is a continuous supply o f oil circuli1til18 through the unit ; !.his assists iD dissipating the hut generated, and tbe out-fl ow passes through a low-pressure valve whicb roaintain! a 30 lb./sq . in. (2' 1 kg./C01 .2) pressure within the coovcrter to improve efficiency.
1M brut buds and suYOS Three brake baods are used . Onc is for revcrse :lnd the olben provide scoond aDd third speed reaclions. The clamping load i~ applied by thrce. hydraulic servos in a com mOl) easing. Tbe malti-disc dotcbes For forward motion a single-piston Inulti-disc clutch carrie~ tilt drive and is engaged at all limes durin, fo rward rootion or the car. Tb!s for ward dutch unit i~ fitted 00 one sidt or the fina l drive pinion Olnd on the other side is 3 top and reverse dutch asstm bly which has i\ landcm piston arrangemcnt. This featurc is neces· sary hcCIIUse tbc clutch is also ellgaged for revcrse alld since. a greater lorque capacity is required in Ihis CDse both pistons are pressurized. The Y8h'e block This asserobly is constructed or three sections. i.c. Ihe lid, v:llve cllest, nod pipe cbest. A linkage arra.ngement locates the selector va lve and Ibis in turn is controlled by the s:::tector rod, e.'f.tcrnally cODllected by cable to !.he gear selector lever in the car. Tbe runctioo of the various vDlves is 3!O foUo\\,'s: Th~ s~/utor YD/~ directs oil from the maiu suppl~' to either the govcrDor valve for automatic gear-shi ftin g or aUern:II..ively (0 the appropriate clu tch or sen'O for manual sel«:tion.
1)00.
Issue 1.
71962
TIlE AUTOMATIC TRANSMISSION The regrl/afor vollY controls the maiu line pressure, a ,(condor)' pi~lon all tbe valve boosts Ibis preuure when reverse is selected .
The
gOI'trtt()r )lol"e movemeot is coalrolled by the mechanical govemor and il directs the oil flow 10 tbe appropriate clutch or servo for automatic gear-sbifts.
The re/"y w/W!s nrt used for shins from second to tbird and third 10 lop. Tbey enable tbe clutch or ~rvo required to be supplied eitber (,om the selector vaJve in '0180uol' control or the governor valve ill 'automatic', In addition,
pistons ~re filted in froot of the secood aDd third relay ~'alves to ensure tbat on up-sbifts tbe eogagemcDI of the new ralio and release of the old occur simullaneol.J!ly 10 prevenl engine overspeediog betweeo shifts. A rday valve is not required for the first lear as tbe torque reaction is cOlltmUed mecbanically by a ooe--way clurcb .
1100.
I$$W 2.
1)962
Fa
rhe t()II'-Sf(I(( valve short-circuits tbe 8.lUuliary pump under aU Dormal driving conditions but supplies the required line pressure (o r tow-swrlios. Immediately the engine starts tbe m:-.in pump automatically tak.es over.
'[be low-pressure valve l1\i!> vah'e cODlrols the pressure ill the converter to 30 Ib./sq. in. (2'1 kg.fcm .:). Whc:n the engine is stopped the valve is seated, preventins the l:ooverter drainioa_ This avoids difficulties in checking tbe combioed eogioef transmission oil level and prevents a noisy aod inefficient CODverte r wheo rcslMlins tlte eng,illc. The aux:lliary pUlJ\p
This unit is uSI!d ror tow-starting. It is or limited capacity and is responsive to rOOld speed only_
Fa.3
Fa------_.
"' " .. ,,' "
-,-,,---- _.._--,--
--,, .•--..----
'The components of Ihe automatic Ironsmi.tsiOI! wilh the h,brfcalloll system and 'power flow' indicaled by arrow,J 10 Ihe ~ariO!Lf componenlS 1. MaID 00 strn1ner. 2. Oil pump.
,.
FaA
Oll
tilter (lsumbly.
4.
VoII..Ivc block.
S.
EtI~ne
oil feed.
6.
Coovencr feed pipe..
7.
Convener 10 low preuure valve feed.
Glwl:mor. l2. For-r.'ard d.,lch.
8.
Low
Il.
,. Gear 10.
pn::!\SUI'C
"oJve.
l/11in.
Top :IJ1d rcycl"5C clutcb.
--,-------
II.
Sn,,' uniL
14. Auxili'll)' pump oil strainer.
IS.
Auxi1inry pump.
_._...__..__..._._-- -_.I 1100.
T~ue
2..
7396
Fa
TIiE AUTOMATIC TRANSMlSSION POWER FLOW DIAGRAMS (MECHANICAL) The power flow diagrams indicate bow the various ratios are obtained. Four speeds and reverse 8fC provided and tbese are brought ioto operation by engaging the appropriate frictioe members.
NEUTRAL
NEUTRAL Whee in neutral all the bands and clutches are disengaged. therefore there iI no drive to the final
drive pi..u.ion. I. 2. 3. 4. S. 6. 7.
KEY TO CQMPO/,\"ENTS 8. Third gcar ba:nd. Converter output gear. 9. Seeood gear bano. 10. Top and,revclSC,dulcb. Idkr ac.ar. J I. Fonvard chllch. Input geM. 12. Final drivo piniOD. On~way clutch. Gear cnrrier. 13. Final drive ScaT. Reverse band.
Crankshaft
FIRST
FIRST S['>EED
In this mtia the forward dutch is applied aud the ono-way dutcb is operative. The carrier is sUltionary, its reaction bei"g controUed by the ooe--way clutch. The input bevel drivcs the planet wheels and thc planet pinions drive the forward output pinion and sban. Thus power is transfc:rred through the. planet asscmblic5 to the D1aillshaft, forward clutch . and the output gear, providing a ratio of 2·69 : I. 1100.
hsuc I.
73962
8.7/'75 1
Fa.5
Fa
THE AUTOMATIC TRANSMISSION SECOND SPEED
As for aU forward gears the forward clutcb remaios cngaged, and in addition the second speed
brake bud applied. This controls the reaction which is imposed on the reversedrive bevel when in tbis ratio. With the planet cluster orbiting around the reverse drive bevel, power is transmitted from the input bevel through tbe planets to the rnainshaf, and provides I ratio of 1·845 : I.
SECOND
1
KEY TO COMPONBNl'S I. CrankIhaIL 2. Coaver1oroutput,eat. 1. Idler &ear. ...
S.
TDPUI
rear.
O~way
duLCb..
6. Gear carTier. '1. Rc.vcrx band.
S. Tbird SC3r baod.
Scc.ond tear band. •• Top atld reverse clutch. 10. 11 . Forward clutch. 12. Fina1 drive pinion. Il. Fioal dri\'t ,ear.
THIRD
r 11 THlRD SPEED For this ratio the third speed bevel whet! is held by its appropriate drum and brake band, nnd in this case the plantt dusters orbit arou,nd this gear. Like second speed, power is Iransro;ltt:d from the input bevel through the pia neLS to the mainshaft and in lhis case provides 1'1 ratio of ,·46 : I.
FQ.6
~~bjSl
I too.
1,s$UC I.
11962
Fa
TIlE AUTOMATIC TRANSMISSION TOP SPEED 10 addition to the forw.rd clutch, the top aDd reverse clutch is engaged. This iu eO"ect locks up the bevd gars, and the reduction sear auembJy then rotates DS OTIC uwl to provide direct drive.
TOP 7
r
1t.71.15 1
KEY TO COMPONENTS Third leu band . I. Craaluhafl. 2 . Convener OUlpul seer. Sc.oood IP-I" b&nd. 3. (dler p.r. JO. Top ;u,d rcYetSe cJutc.h. II . Forward clutch. 4. Input sear. Il. Flrnl drive pinion. S. ODO-way clulcb. 13. Fjo~ drive pro 6.. G~ carrier. 7. Rcycnc benet
•• ••
REVERSE
REVERSE 10 this ratio the carrier is beld by the reverse
band-{lbe one-way clutch being inopuativc be· cause tbe rCHetioo is in the opposite direction to lint spctd). 1n 8ddiLion the top and reverse clutch i1 engaged . The input bevel wheel drivC$ the pland wheel ud the planet pinion driVe:! tbe reverse drive gear. Thus power is traosmitted through the plaut! 8s.scmblir:s to the top and reverse clutch and thence to tbe final drive pinion to providt a raLio 0(2·69 : 1. 1100.
luut 1. 4692
Fa.7
Fa
THE AUTOMATIC TRANSMISSION
POWER FLOW DIAGRAMS (HYDRAULlq
on OI
NEUTRAL KEY TO DIAGRAM I.
MaiD oil pump.
2. Oil filler. J. Regulator valve. 4. Engi ne lubricatic>n ff;lid Yah-e. S. Com'ClII:r. 6. Low pf£UUrc valve. 1. Engillc lubriauion. 8. Gear uain lubrication. 9. Engine lubrication. 10. Selttlo r valVCI. II . SelOClorvajvcdclcnr.
12. Second and lOp i:cm Y:llves. I], Thirdllc:3r v:llvc.
_
Lim:
14. Governor valve. I S. 16. 17. 18. 19. 20. 21 .
Forward dUll:". Top:and r~cnc tlul.::h. Second JClf brOlkc band. Third &elr brake band. Reverse ,car bnoke ~n(t. Tmv 5tan valve. Auxili:IIY pump.
prc~rc.
~ LubriCII lio n . ,1:-" :.1T j"' . Ex he~1. 1 "I~;U5""~:'1
-'.'.' ~
... J
Con verier pressllr...
I£VERSE GEAR
Fa.S
1100.
Irtuc 2. 4692
Fa
TIlE AUTOMATIC TRANSMISSION POWER FLOW DIAGRAMS (HYDRAULIC)
'''0'
fiRST OIAl AUTDIIAnc KEY TO DL\CRAM J. Main oil pump. J 2. Second llIld top geat valves. 2. Oil liller. Il. Third gear valve. 3. Regulator valve. 14. Governor va1vc. 4. Engine lubric.uioo n:licr valve. IS. f'nrward cluleh. S. Converlcr. 16. Top and n::vcrsccluu:h. 6. Low p r,,"~surc valve. 17. Scalild gear brake band. 7.
Engine lullrialion.
S.
Gcu mlin lubrication.
9. 10. II.
Engine lubrication. Sdc.::lor lIalve. Seloelor valv.: dW:n[,
IS. 19.
Tlllrd ~car bra!':e b;:md. Reverse gear brake band.
20.
Tow , Iart "'3Ive.
21.
Auxiliary pump.
hY: '. :/,?:.;-j N,.
Con\·c n c (pl'l:&S u:a.
FIRST GE AR IW/ujL 1100.
Is.sllC I.
71962
Fo.9
Fa
THE AUTOMATIC TRANSMISSION POWER FLOW DIAGRAMS (HYDRAULIC)
111'11
SECOND GEAR AUtOMATIC KEY TO mAGR.-\M Main oil pump. 12. ScG<.)nd and lOp &car "/lIves. 2. Oil filler. 13. Tbird acar ...AlYe. 3. Regulator va lvC'. 14. GOVClTlO( valve. 4. Engine lubrication relief valve. I~. Forward clulch. S. Converler. 16. Top and reverse clutch . 6. Lo.... pressure vllive. 11. Second gear brake baI:Id .
I.
7. Engine Jubric;lIion. 8. Gear lrolin lubr ic:atil)n. 9. EniiDe lu bricalion. 10.
Selcc:lor v~tH:.
18. Third gW" brake bioI!. 19. Reverse lear br.U:c band.
20. 21.
Tow StM1 valye. Awtil;aory pump.
_
Une
P ro.\$'JfC.
W'"~ Lu'ria'". h l.;- '1""-"" 1 Exh3USI. rtL;;JffiHI;:[:
! :":,_,
Convener pTtuurc.
11. Selector I'alvc del en!.
SECOND GEAR IIA!lUI'
Fo.lO
110().
Issue. I. 1J961
Fa
THE AUTOMATIC TRANSMISSION POWER FLOW DIAGRAMS (HYDRAULIC)
THIRD GEAR "Ufo.,nc I. Main oil pump. 2. Oll IiIlcr.
KEY TO DIACRA..\t 12. Sc:cortd ,ad lOP gear valveJ. IJ . Third gear valve.
3.
Rct;UblOr ,.,,,lve.
4.
6. 7.
Eosine lubricalioQ relief valve. Con\'crlcr. Low pre!'.~urc "Olive. 6"llinc lubriution.
I.
GeoIr \Tolin lubrJe.ltio n.
S.
9. Engine lubric.uion. 10. Sclcxtor vah'c, II . Seltaor valve delcol.
14. Governor wive. IS. .forward clutch. 16. Top and reverse clutch. 17.
Second ac.a.r brake biUld.
18. Third PI brdc baud. 19. Reverse tear brnkt. band. 20. Tow Slut valve. 21 .
Awtitiary pWllp.
_
Line prc.uurc.
~ Lubrbliuo.
1-''' -,,, "'--I E- I,- -, L. :::,;,: _::1 Corll'crlcr p! w ure . . _ , ~ ... . ... '-_ .
'"
.om.
-
THIRD GEAR MJ.UAt Il 00.
Issue J.
1J%l
Fa. 11
Fa
TIlE AUfOMATIC TRANSMISSION POWER FLOW DIAGRAMS (HYDRAULIC)
TOP GEAR A/HOM/.'"
amy I . Maln'oil pump. 1. Oil lillcr. ) . Rcru'-Ior valve, 4. S.
6.
7. I. 9. 10. J I,
en.i~ lubriou.ion ConllCfCtf ,
TO DLAGRAM J 2. SccoDd 4IId cOP lev va1YC1.
11. Third aear valYe. 14. Goycrnor vlllve. relic( lIalW.
Low preuun:: valve. En,jfIC lubriation. GCIf tnin lu bricatioo. Eosine lubricuion. Sc t
IS. 16.
FOfWIIfd clutch. Top lind rcvC!"SC eh,IIGb.
17. Second ,ear brake blod. 11. Third lUI' b,.kc Nod. 19. R~ve~ eear bt:lke band. 20. Tow lIan "alve. 21. A wt.i1i&Iy pwnp.
TOP GE A R MAtI/lAL
F.1. 12
Exhaust
'·>.;·r.)/d
......
Coovtrle(pres.sure..
au,o 1100.
Issue I.
71962
THE AUTOMATIC
Fa
TRA]~SMISSION
POWER FLOW DIAGRAMS (HYDRAULIC)
8UO '
TOW START KEY TO DlACRAM I. 2.
Main oil pump. Oil fihet.
3. Rcsulalor valvc. 4. Ellgine lubrication relief Yillyc. S. ConI/crier. 6. Low pressure valve. 7. Engine lubrication. S. Gear Inin lubrication. 9. EnSine lubrj~tion. 10.
Selector 'lUlve.
12. 13. 14. IS. 16.
Se.c.ond and lOP SCM valves. Third aCM \I:lI"c. Govcrnor valve. FUI'WMd clutch. Top and I'l':vcrse du,,:h .
17. Second ~car brake band. IS. Third gt.1r brnkc band. 19. RcvctsC I:car brake bant!. 20, Tow slut valve. 21.
_
Line p rcuure.
~~
Lu briC:ll ion.
Ihmiffpuml
Exh.lusi.
AuxiH
II . Selector vah'c detent.
1100.
l'-Sllt I.
7)962
Fa.13
Fa
THE AUTOMATIC TRANSMISSION M(I7fuaI 2. 3, 4 ConfuTo that there)! drive WITH cogine braking.
Sectioo F •. 1 FAULT DIAGNOSIS
Drive (automatic) Check the speed! at whidl aU up- aDd down·shifu are
Road test proc:edure It is iroPOruol 10 Ctlrry out a road test in aU cases of
cbangiog (these are detailed below SPEED CHART').
suspected (aulu in order to confirm which component(s)
of the automatie transmission are raulty or rcqlLire IdjustrnenL
00
tbe 'CHANGE
Reverse
10 suspected cases or slip DC poor aceeleration a cooverier staU spe«t test should be carried o ut liS detailed in SecLioDF• .2.
Conti.tm thai there is dri ve WITH engine brakina· NOTE.-l:o SIlSpttfH cues of r,al" alllSlllissioo ltan ud/or cl.teb amts., • stau speed test shoald be carritd o.t fD taU gtan to determine wbieb or the clutch anits udJor brakt blluds art raulty. 1'be mtthlUllcaJ power 00" diap..." iadiulo the compontDfS in QSt ror tach stU. l! tbert Is !lUp in all gears a low oil pressan: is i.a.dJc.attd whicb sbouJd be c:allflnocd hy a prt:SS'W'e ch~k at dcuUed in Stmon Fa.I .
Check the performance in all seveD selector positio ns I S gi ..,co below : N~UfrQI
Check lbat tbere is key sart in this position only. nnd DOl io tbe dri ve positions.
Manual I Confirm that there is drive with NO cnaine braking.
CHANGE SPEED CHART S~/~clI)r
PosiliDn
'0 '
'0'
'0'
'0 '
Thro "/~
Posilion
LiShl
K.ick~d own
Kick~doWD
Nil (roll Olll)
G~n'
""'.P.H.
JYJ .P.H.
Shift
1-2 2-3 3-4
20-24
1-2 2-3
41 -49
l-4
51-61
38-46 50--58
4-3 3-2 2-1
50-42 41-33
39- 31
27- 19
26-)8
4-3 3-2 2-1
21-17
10-1 4
15-19 27-34
IS-II
9-5
16 -23
15-21J
9-I3J • 14-18 19-23
24-31 32-39
24-32J •
43-54 66-78 87-100
82-94
8£>.
76-64J • 62-50
43-31
41-29
34-27 24-1 8 14-8
32-26J
47-39J
2O-1 6J
•
1:=!O •
23-29 • 31-31
39-51J
61-73 •
22-16
•
12-6
NOTE.- Tht fipres giveA abo"e marked • are applicablt ONLY to earl, automatic: tnOSlllissiOD anita which bate a final drire rado or 3·'" : 1.
l-D.14
1100. JSJalC I . 73962
Fa
THE AUTOMATIC TRANSMISSION FA UL T DIAGNOSIS
Diognosis and ReclifieD/ion S~quente
Faults Faully gear seloction, possibly witb tie-up in '0' posilioo on kick·dowD .. .. .. Slip or DO dri ...e in fo rward gears .. .. .. .. Slip in reverse
..
..
Slip or no driVe in all gears
..
..
..
..
..
.. .. ..
..
.. ..
..
..
.,
.. .. ..
.. ..
..
..
.. .. ..
1 2,3 4, 5, 6
..
7.8,13,20, 23
Difficult or bumpy selection and shirLS possibly with squawk 00 selection and .....ith lubrication .. .. .. .. .. warniog light on or low gauge pressure .. ..
ElTatic alllom.ulc shirts locom:cl sh.if\ speeds
..
..
..
..
..
..
..
..
Excessive creep or en,ine Sialls when selecting gear
.. .. .. ..
..
.... .. ..
..
.. ..
..
.. .. .,
.. ..
..
.. .. .. .,
..
.. ..
.. Unable 10 tow-slArt .. .. .. .. Gear wltine ·consistcilt with road speed but nOI in 'top' gcar (4) .. Continual wbi ne coosistenl witb eogine speed .. .. No drive in 'first' gear (I) auto matic and manu3.1 .. .. .. .. .. Slip o r 00 drive in 'second' gear (2) automatic a..od maoull .. .. .. No drive in 2, 3, o r 4 positions manual but drives in these lears on automatic '0' .. No d rive in 2, 3, o r 4 'd' positions a utomatic, but drives ;0 tbese sears on manual selection .. Poor accelerat ion .. .. .. .. .. .. .. Reduced max imum speed in all gears with scvere converter overheating .. ..
..
..
..
.. ..
..
.. ..
.. .. .. ..
.. .. .. ..
.. .. ..
.. ..
.. .. ..
7,8,9,13,20 7,10 II 12
13, 1..
IS 16 17, 18 19 13 13 21 22
DIAGNOSIS AND REC11FJCA TlON CHART
I 2 3
4
5 6 7
8 9 10 II 12 13 14
)5 16
17 18 19 20 21 22 2) 1100.
Check &ear chan&e c,1.bJe and selector rod adjusl1l1ent (Section Fa,2), Check tbe fillin& of forward clutch feed pipe (Section Fa,), Check the forward clutch and/or the shan riOts (Section Fa,6), Check the reverse lear band adjustment or remove the vaJve block and check: the reverse servo feed pipe '0' ring se:1ls (Section Fa,4). Re move the valve block aad clean; regulator valve or re\'erse: boosler pi$lon fauley (Section FaA). Check the top and reverse clutch booster piston or shut-off va lve (Section Fa. IO). Check engioe/traosmission oillcvel (SecLioa Aa. I). Carry' 01.11 pressure check (SoclioD Fa .2). Check oil 6her hud '0' ring scab. Remove and examine governor ullit for Slicking (Section F:l.5). Check governor conr rol rod adjustmeot (Section Fa.2). Check cflrburetter adjustment-iocorTCCl id le speed (Section Da. I). Remove and clean valve block. (Section F~.4) . Check auxiliary pump, pipes. and seals (Section Fa ,S). Check gear trai D adjustment (Section Fa.7). Check converter housing busb (Section A;\ .3). Check free-wheel support dowel boh-she.ued (Section Fa.). Check the ooc-way clutch unit (Scction Fa. II). Remove the vaJve block and check the SCIVO feed pipe '0' ring seals and cbeek the second gear band Adjuslment (Soetion FaA). Check main oil pump and flow valve, Ihe supply and reed pipe seals, and main oil strainer seals (Secdons Aa.6 a nd Fa.). Carry out slall speed check (Secrion Fa.2) , Chan&e tilt torque COilverter unit (&
FQ.IS
Fa
THE A'tITOMATIC TRANSMISSION Gear change
eubl~
nod selector rod
(7) Pull back Ibe rubber bools. Remove lhc "'''0 cle ...is pillS 10 discoOllect the gear dlanRe cahle and the selector rod rrom the bell-crank lever.
NOTE.-Donot slart !he engine with 'be seleClOl rod dis.collDee'ed.
(8) Ensure thai 1~,e selector rod is screwed in tightly and pushed into the lIansmission case 0' far as pouible. (9) Reo. the elevis pin into the selector rod fork aod cbeck asa.inst the measurement given in Fig. Fa.2. (10) Sl~cken the locknut n n the .selector rod fork. and adjust if nece~ry.
(1 I) Tighten lbe selector rod fork locknut and rOCODocct the beU-crank lever to the selector rod .
Fi.t!. Ffl. I The b,Mbllo,. swi/ch 011 Ihe geor clrmlgt lel'er hOl/sil/g. Insel, ,lie I iJnll3. 2 and 4 COlIIlUfiOllS mQI'ked 011 'he swireh
SectiOD F •. 2
NOTE.-ElLSW'e lbat the forked ends OD tbe and rod are square 10 the beU·CF:ank lever, before reconnecting.
~Iector ~ble
A DJUSTl\1E~TS
lnbibilor swifdt The switcb is locakd bousioC (Fig. Fa . I). l(
Oil
(12) With the gear lever at '0' adjust the: selector cable (Fig. Fa.2) until the: clevis pin can be euily ioserted . Cbeck this adjustment with the gear lever in 'R' and the selector rod pulled out to its utmost position. TIlis check wi!! also verify tbe conditioo of the cable. c1e ... is pins, and forks.
the rear of tbe gear selector
(13) Refit Ihe rubber boato(. GorUDor control ,od adjustment
has four terminals, two of which are councelcd
througb Ihe ian.ilion/sHuter circuit marked 2 alld 4. This ensures that the engine will only start when Ihe gear lever is in the 'N' potilion. The terminals marked t aod 3 are \lsed for reversing (when fiUed) ,
ligb[~nllect..ions
Chedc the gear change cable and selector rod adjuslmeot before adjusting the inhibitor switcb.
(14) Run the engine to its normal wotkins temperature. (15) Discoooeet the goverDor control rod at the carbu· relter.
(16) With tbe carbureHer correctly tuned. a~just the throttle adjusting. screw to give a tachometer rend· iog of 650 r.p.m. at tickover.
To adjwt (I) Select 'N', (2) Disconnect the electrical switch .
cor.nccliO~lS
from thc
(3) Slacken the lock nut and screw Ihe switch b as rar It- as possiuie. (4) Connect a test lamp or meter across the switcb terminals 2 aed 4. Screw the switch into Ihe housing unlil the circuit is made and mark the switch body. Continu e scre'\'loing in tbe switch and nOle the number of :orOii required until the ci rcuit breaks. R~mo\'e Ule tesl equipment and unscrew the switch from tbe housing balflhe Dumber of tUInscounled.
(5) Tighten the loc knut ~nd refit tbe el:cllical leads to the appropriate (erounllis. (6) Verify that the st."Irler operntes on ly when the gear selector lever is in 'N', also that the reversing light (when fitt ed) operates only when 'R' is selected .
NOTE.- If tl1e- switcb cannot be adjasted to operate correctly It mIlS! Ix: renewecl. Fa ,16
FIg. Fo.2
The gl!or cho"g~
CQhI~
I. Cable .djus li.o; nuts. 2. Cablo.
ond ululor rod showing: 3.
C.bk: yoke.
S/lown insel: the g~ar dlollge lenr ot •D' and th~ rod c/leeking dimeluions. A =- H UI. C19·85 "'I'll.)
selector
1100.
bsuc l. 4692
Fa
TIlE AIJfOMATIC TRANSMISSION
Fig. FaA
nle oil le'Vld dip$/lck willi the level m,,(klng$ shown
Fig. En ,)
illsel
The go~em()r c(mtrol rod tuijllslmen' showing: 1. l'bmuJe adjUSlmenl
$('few.
1. CiO"cmor ooolrol rod.
3.
Lockout.
4.
tin. (6-" mm.) diaaleter
..d.
Q i in. (6·4 rom.) diameter rod through the hole in the goycnlor conlrol rod bell-crank lever led into the hole io tbe transmission ease (fig.
(17) JO$CfI
Fa .3),
(18) Slaclc.:., the lockn ut (3) (Fig. Fa.3) and adjust the lengtb of the rod to suit the catbuteUcr linkage io lhe tickover position. (19) Reconnect the governor cootrol rod to the carbureuer. Tighten the ball joint locknu( and remove the checki ns rod from the bell'COlOk lever.
(25) SI3n and run Ihe engine up to its Dono,1 wo(kio, U:mper
pressures : (0) Iu all &esr positioo, except 'R' a prc.uurt of 100 Ib./sq. ill . (7·03 kg./cm.') should regisler 00 the sauGe. In 'R' the pressure should be 150 Ib./sq. i • . (IO·S kg./em.,). NOTE.-ShoaJd lhe 'pproxiro.ate pressates &inn ,bo\'e Dot be obtawable., see Sedioo Fa.l, °F,uk diagoo,Is'. (26) Rc mow: the pressure test eq uipment
Stall speed cbeck
(20) Start and run the cngil\C until it reaches its nor01JlI working temperature a nd ched, the oil level. (21) Connect a suitable tachometer or that of S¢(\Iiee toul laG 671 (sec Fig. Fa.S). (22) Apply the hand and fool brakes, select any gear POSilioo except 'N' o r I, apply maximum throttle for n('lt more than 10 $Cconds and note the tacho· meter readi!1!l. Compilre lhe figure o btained with. the chart below. R. P.M . ._----1,700-\ ,tlOO Un d~ r
O\'~r
COlldilidn
Rccti/;ulI/ou
Nil
s:i1i.~r:lC ! ory
1,000 S!!llOf (ree wheel
1,900
Chanse torque " erler
slip
Cheek Ifansmhs ion
TrIIl1SI\l j$sioll slip
uni l
,""
Test nolC )
l.lOO-I ,GOO
Chec~
Eng;ne down fQr po wer
~o n·
Road
cngine
.
(23) Disconneci the tachometer.
Pressure check ():4) Remo\'c the pressure point plug on the engi ne oil liller. and connect Service 1001 18G 677 (see Fil. F'1.5) o r u ~e pressure ga uge (Service tooll SG 502 A with ripe and adaptor ISG 501 K). 1100.
Issu o.: l . 73%2
~-=::J
1=-
.-=~
...·6!1'JR
!~
Fig. Fu.5 Checking 11,(, prusure:s and the :slall speed wi/" &(vire /oClI ISG 677. C()lInecl Iht gr(,fOn leoflto Ihe itni'iorl coil (C 0 ) co nnl~('liu" ami IIie red Ollft hlark leaJs 10 file bnflery posili~e llnd 1I"gmb'e ferm inO'S ,espfOc/ivefyi..,-
Fa. I?
Fa
TIlE AUTOMATIC TRANSMISSION
,-,~- I.--
Fig. Fo.6 Removing 'lie valve bloCk QIIJ JerllO bolts
Section Fa,3 TRANSl\IussrON UNIT
R~m()'ving
Fig . Fo.S the ouxl/(afY pump end govemof as.u·mbly
DiAaultJiol (I) Remove the eogine 3nd lIal"01iS$ion fro01 the car,
see Section Aa .2. (2) Remove rbe transmissi on (rom (he c"SiDt as
• detailed 10 Seclien AII .3 anJy if fitting a replacement eoginc. ltaosmiss;oo case, or. ir it is necessary to remove the m:lin oil slra il1cr piek'*up pipe And 5c31s. (3) Remove. the rroat co ...er ;\nd valve block bobbin .
(4) UQscrew and remove lhe ICO( selector rod.
(S) Remove tbe securing nuLs aud pull Il1e auxiliary pump aod gOvernor sian case.
!i ~~e mbly
from tJle w\oscnis·
NOTE.-F91;' all.'Cilliry pomp and io\'croor dis-
manlling anti reassembling. set Sec.tion Fa.S. R.e01 0 '·~~ the d.owel b..;-I t and pull out the ilu~iliar')' pump tilter outlet p i~. (7) Pull Q»t ·the auxiliary pump Inlet ftnd the rorward 6)
(8)
R~movc
the set screw and lin QUI (he aux.iliary
pump filter. (9) Remove the
rorw~rd
e\uleb. NOTE.-For forward. dulcb dlsmutliac .. d r~sseOlblioa:. sec Sedioa Fa.6.
(10) Withdraw the rorward output shaft ond lap oul the rc:verse ~hut·oa valve. Insett tbe duulIny 01.11· ptlt shan Service tool18G tOOl. Remove the dowel bolt (Fig. Fa .lI ) and remo"c the gcar uain whicb includes tbe top and ceverse clutcb wilh its Torrio:·
Ion needle (brusl beating "nd steel wJsber. aDd tbe first ge.. r free-whetl assembly.
NOTE.-Fo'f gear lTain disOl:UltliOg aDd reassembling) see Section Fo .7.
cI~p l)' pi['lCs.
Fig . Fa.9 Fig. FO.7 R~mo\'ing the
}'Id8
"olve block olld servo unit a.sGT nssembly
R~movi"g lilt! auxiliary oil pump sfrainu (I) muJ piIN (2) , "';Ih (3) the C/Ille' pipe. alld (4) the forwafd clutch opply pipe
1100.
~
I.
11962
Fa
THE AUTOMATIC TRANSMISSION
Fig. Fa.tO
snaft with Onsel) l1fe rel-etse s!Jw·
nle Jorwnfd Oil/Pili
off M/~e (I! ) Remo,"'c the yalv!! block and servo unie securing bolts. Dcprc$$ the tops o f the baods and unhook them fro m the servos. Lift out the: valve: block and servo unit:tS;1n llS&embly (Fig. F a.7).
NOTE.- For value block dismantJiog IlOd reassembling sec Scd:ion FaA. FM seno unit dismaolliug and reassembling see $cectiOl) Fa.8. (12) Remove tho! b.1nds from the transroission case. (13) Remove the governor control assembly from the transmission case. Knock back the loelc washers And remove the nuts from lhe differential housing
Fig. Fa ,12 Re/llol';ng"lhe differeJll ftJ l (lssl.!mbJy
(14) Remove the main oil feed pipe and stra iner (see
item (2». ( I S) Knock back the lock washer on the nul OD the forw/l.rd clutcb splines 'U1d use Service tool 18G 1095 to ho ld tbe fOP and reverse c1utcb hub (Fig. Fa .14) .and remove the nut with 18G 1096 (Fig. Fa.IS). Drift out the top and reverse clutch hub and lift out the pinion ilssembly_
:lIld the differential end cover set screws . Remove the differential and ho usi ng assembly , NOTE.-For differeDtial dislOantling and reassembling, see Section f:l .g .
., .
~"?::::'
;'
'". .' I
, -":
I
",,",-
•
. / 'L::.."1 r
•
Fig . Fn .1I Remor-ing the g~ar Irt/in os.rembly. Thearroll'.<; indicate
the flowel boff utl,1 i/.r /oeo/ion in till: free-wheel suppo" 1100. fssIK. 1. -'3962
Fig. /"(1 .13
TIle
I11m'lI
oil sml;ner, pilk-lip pi~ .and seals Fa.19
Fa
TIIE AUTOMATIC TRANSMISSION
.A.bR~ 2
A
Fig. Fo.14
Using
Se.r~ice /00/
18G 1095 10 hold the fOp and
re'ierse splines ow/hell removing tire forword clutch hub nut (16) Remove both the beariDgs from the centre webs of the tcansmiuion case; each bearing must be drifle.d out on its outer r::act and from opposing sides of the webs.
Reassembling the transmis5ion unit Absolute cleaoliucss is essential, U~ fuel (petrol) or paraffin (kerosene) wbcre necessary fo r cleaning. Dry the componenLs with an air pressure IiDe or use non-Ou.(fy
.....
Cleat) all joint (3«5 and fit new joint washen aDd oil seals. After reusembly of each diSnI::antJed unit the complete transmission can now be rebuilt. Lubricate aU components with a recommended automatic transroission lubricaot. This is particularly important when fittio, Dew '0' rinp aDd seals.
Rem/willg 'he forward chJlcJ, hub nut I . Sc:Moc 1001 18G 1096.
F;g. Fa.16 Forward clulch splines. 3. Final driYe pinion.
Selective thrust \Ir"1ISher. -i. Top aod rev.n;c spiinCi. Shown (lnscl) c.onttlly as.scmbltd with lhe: arrow indicalia& Illc d1amrer on Ihe pinion (11) Refit the top and reverse dutch hub bearings to the ceutre webs of the transmissioD casing. Orin each beanng on its outer cage into tbe web until the bearing register contacts the face of tbe web. (JS) Refit Ihe top and reverse clutch bub. logether with tbe hnaJ drh'e gear pinion but wilbout tbe selective wasber. Ug,blly tighlen the rorward clutch hub nut unlil Ught f,iclioQ is relt on (be bearings when rotating the hub. (19) Check tbe gap ex..isting between tbe final driVe gear aDd the fonvard clutcb bub bearing face .
Fig. Fa.17
Fig. Fa.15
F• .1.O
I. 2.
2. Scw:kel h3ndle.
Using Su rlee tool 180 1095 10 hold r"~ lOp and r~verse splinu wilen tlght~ning Ihc !onvQrd dutch hub nul 1100. Wvc I. 73962
Fa
THE AUfOMATlC TRANSMISSION (24) Tap up Ih.c locking wilsher.
(2S) Insert Ihe fo rward OUtpul shaft wilh its bi-metal washer (see Fig. Fa . IO) through the OUlpul gear assembly. Ensure thai Ihe reverse sbul-ofT valve is located in the end of Ihe shaft, and Ihat Ihe Wee rings o n the shafl a rc io good condition.
(26) Position the pl:lstie sleeve over Ibe. rin~s Oll Ihe forward clulch sbaft and refit tbe forward clulcb unit Fit Se ......ice 1001 JSG 1097 (0 relaio the correct posilion of the forward clutch unit (sec
Fig. Fa. L9). (27) Refit the forward clutch apply pipe into its locatioo in the transmission casing.
Fig. Fo.IS
Tightening the forword clutch hub nul wilh Senice fcclr 18G 1096 (I) tmd 18G 592 (2)
(28) Refit the auxiliary pump pick-up slra incr ;and pipe, secure the pipe with the dowel bo lt (IiUcd with a copper se.lling wasber). Refn and tigbten Ihe strainer securing boll.
(20) Subtract ,002 io. (-OS mID.) from tbe gap measurement ;'Iod select a wasber of tllis thickness from the
rnnge available. (21) Remove the hub and rtfit Ihe assembly with U,e selected wasber and with the charofer on tbe final drive piruoo faciog tb,e gur train (see Fill. Fa . 16).
(22) Use Service tool 18G 1095 to hokl lhe top and reverse dutcb SpUIlc:.s (see Fig. Fa.17) and tigbteo the forward c1utcb bub nul witb Sef"Yice (00\
18G 1096 and 18G 592 (see Fig. Fa.IS). to tbe torque figure given in 'GENERAL DATA9. (23) Check that tbere is light frielioo
00
the beariDgs
when rotaling the hub, i.e. the bearings should have a prdoad of -002 in . (·OSmm .).
Fig. £0.20
Using lite posilioning fixture Service too/ 18G 1094 10 en.flfre correcl olignmem of 'he pfpu
(29) Fit a new joint washer 10 the lransmission casing. Fit Sel"'lice tool 18G 1094 and align the pipes (Fig. Pa .W). Remove the tool and refit lhe auxiliaI}' pump aDd governor assembly. (30) Refit the auxiliary pump and governor assembly (Fig. Fa .S), ensuring correct aJignmeol willl the oil pipes and the forwnrd shart. The plastic .sleeve fined over the rings on Lbe sbaft is for assembly purposes, aod wiU become safely displaced .1001 the fo rwa rd clutch shnft. Tighten the securing outs to the torque figure givtl."l ill 'GENERAL DATA'. Fig . Fo.19
(lJ) Remove thc forward clutch retainer-Service tool 18G 1097.
Holding 'he Jonvnrd clutch in po.~;lion wilh SUI/lei! lool IRG 1097
(32) Refit lhe second, third, and reverse gear bands into the transmissio n casing.
1100.
Is-;uc I.
73962
Fo.ll
Fa
THE AUTOMATIC TRANSMISSION (37) Locate the bands on the servo struts. (38) Refit the top and reverse clutch hub washer and the Torrington needle thrust bearing i"to position
with
Fig. FQ.21
Refilling rIll: gtor Ifili" "u(!mb/y. The nrrows imJicn/t the dowel bolr and il.t 11I(:nlioll ill the jre"·,,,"rrl mpporl (33) Fit (tt
2rC~l SC .
(39) Ensure thOlt Ihe top "lid reverse dutch friction plato:s arc rrt:e to drop befo re refi lling the gear Ir.l ill assembly into the transmission. Co rrccLly position the second. third. a nd reve rse gca r bands in the c..'1SC and refit the gca r Imin, usinS IInDd rressure ooly to push it into position. Sna p rotation backwnrds and forw:uds of the input gear will ilSSiSI in engaging the top and revcrseclulch friction plates. When c(Jrrcctly reassembled the dowel boll will cligage easily in the freewheel suppon (Fig. Fa.2 1). (40) Refit tht: dowel holt with :'i
I\CW
lock w:lshcr.
!lCW lIeolls to Ihe Ihr~c ... aly~ block bobbins and the m into their locations in the transmission
ca ~ mg .
(34) Slacken of(' the HlJjllSlmell1 o n the servo unit. (3S) Reassemble the vaive block alld servo unit 8S au assembly. fitLing new sca ls to the il1tcr-eonnectiug pipes. (36) Refit lhe v"lye block and the servo unit a!O an
assembly into the Iran$miS$ion casc, ensuriug correct location of the pipes Dud valve block bobbil)s together with correct engagemeDt of thc valve block go"'crnor val ...c link~ge with the governor unit. Tighten the valve block and the servo unit securing bolu to lite torque figures gi ...!!n in 'GENERAL DATA', Fig. Fo.2) The serra Imil hUlld oJi"s(l/Iem; A '" ·640 In 'OSO in. (1'02 102·01 mm.) (41) Screw the gear chang.: selector rod rully into tbc valve block link:!ge. Check and reset if necesS31)' the gear chang.: rod adjustmenl (see Section Fa .2). (42) Adjust the second. third. and reverse servos (see Fig. Fa.2J).
(43) Fit new se~ l s to the cover to valve block bobbio. and refit into tbe v[\ lve block . Fit:'i /lew joint w.1sber and refit the front cover.
I
i
(44) Refit Ihe ma in oil straiocr and pkk~up pipe using new sea ls (ir these itelns were removed), see item (2).
,!
,,
(45) Rent the differential as~mbly as detailed in Section Fa.9.
(46) Rdit the e",:illt (0 Ihe Iran ~m issiQI) as detailed in Section A:d (ir removed sce item (2». The Fo.22
CIJ(r(!<'(
Fig. FIJ.22 position of tht Irick-down rod Qssembly
(47) Refit the engine/lransmission 1I11it 1<' the car 3S detailed in Section Aa .2. 1100.
b1uc 1.7J962
THE AUTOMATIC TRANSMISSION
Fa
(2) Drain the cngine/ transmission unit. (3) Rerno,'c the eogine oil feed pipe.
(4) Remove the transmission front cover aDd valve block bobbin.,
(S) Placc the gear selector lever in tJle 'R' position on the quadrant.
(6) Remove the: beH-craak lever clevis pin. Unscrew aud pullout the selector rod sufficiently to n:move tbc valve block. (7) Loosell the servo uoit securing bolts.
(8) Remove tbe valve block: assembly as ind.i·.. idual
components, i.e. the lid. vnlve chest, aDd finally (if necessary) the pipe chest (Fig. Fe..2S). The ~'a lvc block call also be removed as an assembly. NOTE.-Befor~ dislUautliog tbe ,..I"e block it mwt be remembered tbat the valves are selected (or each bore. ]t is o( the Dtmost imporuoce therefore to rtas.sembJe each nJve mlo its original hare and positioo. Oearuine:u b esscllti~1 at aU lima.
171t! geor se/Ufor r(ttl find tIre gOI'erllor volre linkage
Section FaA
Dismantliog (9) Reroove tbe lid and valve chest from the pipe cbest (if removeu as ::l uuit), see Fig. Fa.2S.
VALVE BLOCK Tbe valve block COln be removed from cbe transmission un.il wilb the power unit in situ. (I is oece.ssary (0 clcall tborougbly the area arouod the
Iraosru.issioD frolll cover before any dismantling is COIllmeoced. Absolute cleanliness is c~sential at all limes and especially so whilst servicing Ihis unit.
RCOlOtiDg (I) Remove the oil filter head and bowl assembly, Doling tbe position of the sr.31!.
(10) Rcmove tbe selector and governor valves, (11) Remove Ibe 'C' clips aod tap out 'the plugs. Remo ...e tbe regulator valve. s('ring, and reverse boos~r piston assembly.
(12) Remove tbe 'C' clip and tap oul the plug. Remove the tOWSt...1f1 valve, spring, and spring retaioer. (13) Remove the 'C' wps and tap out the plugs. Remove me secood and fourth gear valves. springs, and booSler piston .
Fig. Fo.2S
The valve block a.qembly I.
HOO.
Issue I. 1J962
Lid.
2.
Vo lvc ~ hC$t.
J.
Pipc chw.
Fo.23
Fa
THE AUTOMATIC TRANSMISSION
6
The
VQ/~
Fig. Fa.26 d,t3( witll ,lIe IOC(lfiMS of Ille vall'u ond compOlltlttS
I. Sdoctor vah't. 2. Go....:mo(YJI"e. 3. Rerulalor YJlvc:..
4. Tow 1Iilln valve. S. Second and lOP car valve. 6. Third aear valve.
(14) Remove (be 'C' clip and t.lp out (he plug. Remove
the third j;eif valve booster piston, spring, spring retainer, and the plastic plug.
Iaopecriot
A6&31"
ReassembUag (I S) Reanemble eacb val ve assembly in the reverse
order of dismaotliog (see Fig. Pa .26). Cbeck that the 'C' clips and plugs are correctly located jn the valve chcst (see Fig. Fa.27).
CltaD aU plf'ts thorougbly ia cluo fuel (petrol) or paraffin (keroseDe) and dry off using aD air preiSure Iinc.
Check for burrs on the valves and valve chest and for sticldng: val~. Place all componcots in automatic trans· miUiOD oil before reassembling 10 tbe valve block .
Rc8Hing
(l6) R.diU.ing is a reversal of the removal procedure; take care to locate the selector valvo with the
Flg. Fo.lS
n,t 'loNe block asstmbly s/lowing: Fig. Fo,27 The voh'e cheSf
Fa.24
,..".
wi'" 'Ire 'C' clips corrully po.firiOlled
I. Three eon.neetlDs: bobbiJu. 1. Val\"e block to servo pipcll. J . Valve block to COOller!!!r real pipe. 1100. Jmue I. 13962
Fa
TIlE AUfOMATlC TRANSMISSION linkage Rod the governor rod with tbe governor. The 5at on the governor valve must face inwards. Tighten all securing boILS 10 tbe torque figures given in 'GENERAL DATA'. (11) Check, aDd adjust if necessary. the gear cbange cable and selector rod adjustment (su Section F • . 2).
(18) Refill the engine/transmission unit with the recommended oil to the 'MAX' mark on (he dipstick (see Section Aa.I).
Section Fa.S AtJXn.lAltY PUMP AI\'D GOVERNOR
Remo.i4g (I) Remove the engine/transmiuion unit from the car as detaited in Section Aa.2. (2) Remove the securing Ollts and pull the Duxiliary pump and governor ISsembly from the lransmission casco
Fig. Fo.30
11,e spudomder drive (DId governor assembly componenls ReOISsembling (8) Reauemble tbe al.lx..iliary pump gear with its bimetal wBsbec 10 the pump casing.
(9) Refit tbe governor aWlitiary pump gear and circlip. ( 10) Refit tbe governor assemhly to tbe auxiUary pump aDd retit tbe centre shaft. (II) Refit the speedometer drh'c assembly with a new goskel ir ncocssary. RefiltiJIg
(12) Carry out the instructions given io Section Fa.3, items (29) aud (30). NOTE.-Sec 'GENERAL DATA' ror aJt totqN
6gw
Fig. Fo.29
Remo"lling the fluxilinry pump and go¥~rnor assembly Dismantling
(3) Remove the speedometer drive assembly. (4) Remove tbe set screws aDd bolt. Pull out tbe governor etolre sbaft, Bod Lin away the governor asscmbly together with one of the 8ulciliory pump gears.
(S) Remove the circlip, lifl off the auxiliary pump gear, and remove the governor. (6) Lin oul the governor bearing trunnions and wasber. (1) Remove tbe second auxiliary putUp gear (rom the auxiliary pump casing logether with its bi-Dletal
washer. 1100. hsuo I. 7J961
Fig. Fa.31 The auxiliary pvmp gears
Fa.2$
Fa
THE AUTOMATIC TRANSMISSION
Section Fa.6
2
FORWARD CLUTCH
Remoflq (I) Carry out the operations given in Section Fa .), ;teDl' ( I). aDd (5) to (9).
DlsmauUi.De (2) Remove the circlip. NOTE.-Mark the retainer plale and steel clutch plate 10 assist ...heLI reassembUng. (3) Remove the retainer plate and clutcb plates (two
1---\-
paper, one steel). (4) Lift out the piston return springs and pressure
plate. (5) Remove tbe spri.c.g riog and toggles . The spring ring is fitted to eatly units onJy. (6) Use ao air pressure line to blowout tbe piston. (i) Remove the cirelip and lilt out the reverse sbut·otT valve.
.l Ul U
Fig. Fa.JJ Filling the forword clutch pislon using 18G 11 02
laspecting
Cbeck aU paftll for wear and reoew ir necessary. Cbeck the reverse sbut-olf valve oil seals aDd rcocw if Dece.~ry. RtuSf:mbUoI (8) ReSt tbe reversc shut-oW valve and fi t a new circlip. (9) Using Service 1001 18G 1102 assemble the piston witb the lips of the seal facing iuwards and Jubri· C3ted with IJ"'ll.osrn.ission oil.
Scryic~ 100/
2. Service 100118G 1102. I. Forward dutcb. 3. Forw.rd clutch pi.n oo.
(10) Assemble the toggles and spriog riog (early uDits) wi lb tbe ends tbe spriog ring between any two toggles (Fig. Fa.H), and with the cut oul tooth on the pressu re plate in the relati ....e position to
or
the ends of tht spring ring (Fig. Fa.32).
,46834A
Fig. Fa.32 The forward clutch compaT/ents. Tbe orrow indic(lleS the spring ring fill ed to early units of1ly
Fo.26
'100.
TloSU' J. 7J961
Fa
THE AUTOMATIC TRANSMlSSION
Fig. £0.34 The fit/ed position of the IOlglts anJ sprillg r;"g (arrowed) in the jorlV(lrd clutch (11) Assemble Ihe clutch plales and tbe piston return springs. (12) Refit tbe reliliner plate with its Sill rc«.ssed Leeth positioned rcl:ltivc 10 the piston return springs. (13) Refit the circlip, Re6ttUaJ (14) Carry 0111 the operations given ittms (26) to PI).
In
Section Fa.3,
Fig . Fo.36 Removing or ufiflillg the third spud Tl!OLfiOll gear. The nrrow:s indicate tllc hi-melfll WI/shu ltH:aliottS I.
'Bi·melall¥a.~Mr.
2.
Sh.i,m (ir filled).
(2) Remove tbe free-wIled supporl dowel bolt and remove tbe gear train assembly together with the lOP and rcvene clutcb (Fig. Fa.lt). Dismantlillg (3) Remove (be top and reverse clutch . NOTE.-For top and rel'use clulc.h dismaDtling aDd rellssembliDg, see Section Fa,tO. (4) Remove the thrust ca~ aod washeD (Fig. Fa.25).
(15) Rcfillhe governor linkage.
(5) Remove tbe third gear reaction member togctber with its thrust washer and shim (if6ctcd) Fig. Pa.36.
Section Fa.7 GEAR
TRAL~
RemOvtDR
( I) Carry oul the operatiolls given ill Secliun AlI:.3, items (I) to (10) and (13).
(6) Remove the input gcar, and pull off the first geilr free-wheel reaction mtmber and needle-roller bearing (Fig. f;!.37),
1
Fig. Fo.35
AUITA
Relnol';nc the lOp and rel'erst clule" 1. Torrint:ton nccdle: ("!"\lSI 2. Thrust wa.~r. ). Top and reverse clutch,
1100.
Wile I.
4. Thrust S.
bc:;lrmg.
73962
was~r.
Torrin~lon needle thrusl
bearing, 6. Sckctiv(; washer.
F~~.
Fo.37
Remo\'ing the iI/put geflr (I), the first genr free-wheel renctioll member (2), ond the needle-roller bearing (3)
Fa.27
Fa
THE AUTOMATIC TRANSMISSION
Fig. Fo.38 Removing Ihe one-\.'oy dUIC/J olld the inpul genr '11';1/1 ils Torril/glon nel'dlE fllmsl bearing o"d lV(lsher
(1) Knock b;ld Ih~ lod.: wa5hers ilnd remo ....e tbe first gear frct-wheel bousing set screws.
(8) Pull out the: first gear frcc-wheel assembly. ioput gear, Torringlnn (hms' race. and washer (Fig. Fa.38). NOTE.-For firsl EHr free-wbeel 2ssembl1l disruanllinc aud reu.sembling, see Section F• . II .
(9) Check the markings 011 the carrt.:=r and the bearing caps, i.e. marked NIL or wilh the leUtr '0', These lIrc reference marks to nlling dimeosions and tbe caps must be refilled il\ their original positions as
indicated by the marltings
011
reassembly of the
unit , (10) KIIOC'c back Ihe locking tabs and remove the' bearing cap bolts and the stTap ~eellring bolls. Lifl out tbe forward output gear, reverse output gear, 3nd tbe pinions. (II) Uft off the lhrusl bearings. pinit>Ds, and thrust
\.\Iasb.ers. (12) Liftofftbe forward output gear and thrust washer.
tbe reverse output gear, thrust washer, and thnlst race.
Inspecting Clean aud examine all parts for wear. Fit new tbrust wasber~ if requ.in:d and reo.:::w if necessary the Torrington needle thrust raccs. Fit new rubber seals and replace any loc"ing plales which have been disturbed.
R~a!;,.s~mbf)'
(13) Assemble the forward output gear \~itb il..s bi· metal wasber and tbe ·004 in. (·to Inro.) shim (if fitl.ed) interposed between tbe bi ~rtlct.tt washer and tbe c.urier (see Fig. Fa.40). Assemble the reverse output gear with its Torrington needle thrust bur· iog and steel wasber. (14) Insert Servicc tool 18G 1093 through the forward outpul gear and tbe assembly to ensure correct alignment. (IS) Check aQd reset tbe timing of tbe gear train (see Fig FaAI) by rotating the planetary gears until the timing marks 3rc in alignmel.ll. (16) Retain tbe timed position of the gear 1!ain and refit to tbe carrier e nsuring 111;;11 both timing marks align with Ihe dowel surface of the clllTie r. Fig . Fn.)9
Removing
In/!
forll'UI'tI and rel'c.1 41!
OUlp1l1
gC'ors, a",)
Ihe plol/I!tnry genrs from the carrier
Fo.28
(17) Refit the bearing caps to their respective positions (see markings), and using uew lock.ing plates relii and Ligbten the bearing cap and ca rrier bolls to tbe torque figure given in 'GEl\TERAL DATA.·. It 00.
Is.sue t.
73962
Fa
THE AUTOMATIC TRANSMISSION
8
6
I
5 4-A 681]"
Fig. FCJ.40 The complelely dismantled gttlf I,
Getl t carrier.
2.
j'lanclary ReIHS.
). 4.
Fonvatd OUtpUt gear. Reve(se outPUI gear.
S. 6. 1. 8.
IM;II
Steel w;u.bet (reverse output gc:u). PJ:tacIMY gMt IVUhtrs. Sleel sbim ((orwuu output gc;,r). Oi-metal washer (ronv:ml output gcar).
(18) Assemble the third speed reaction gear with iu
bi-metal wash~r fitted with [he while metal fau towards the reverse output :;car and with the steel sbim(s) located between Ihe bi-melal washer and [he gear. Retain each washer and shim in position with a suitable grcast: amI rdit the ;'J sscmbly to the gMT train (see Fig. Fa.42).
l-ig. F(I.42
Fig. Fa.4! Timing Ihe geflr Irai" 1100.
Issue J.
73962
Refillmg the third speed reoc/ioll gear with ilS bi-metal washe,., loco/ions il1dic(I/ed by ",rok'S 1.
Bi-melal washer.
2. SlUm (If filted).
Po.29
Fa
THE AUfOMATIC TRANSMISSION level, with 00 gap, to ensure that the. third speed reaction gear bas no cDd·float and the correct backl~sh is maintained.
)
Example: If thc selective. washer fitlc:d in Ope 'il· tion (23) was ·0365 ill. (-93 RIm.) thic\: and after check..ing Ihere was a gap, fit the correct selective washer fro/)l the range ava ilable (sec wa~he r chart below).
1
Gap
...".
Washer reqo.iced
1)00 to ·0035 in . (-000 10 '088 rom .) -0035 to ,0015 in. (·088 to ·19 mID.) ·0075 to ·011 Sin. ('19 to ·29 rum.) ·0 11 5 (0 ·01 50 in. (,29 to ·38 min.)
' IIBS in. (3 mm .)
·ill5 in. (2'88 mm .) ' 1095 in. (2'78 mm.) ' 1055 in. (2'67 rnm.)
Fig. FaAl
Refilling Ih~ illpul gear (I), 1M fiTSl geor free-wheel (£o('/;on memb~' (2), al/d Ihe "ud/~rolf(!r bearing (3)
(l9) Assemble the bevel input sbaft wilb ils Torriugtoo
needle thrust bearing and sclcclive stul ""'asber (see Fig. Fa .38). (20) Refit the Doe-way clutch to the gear trAin housing (Fig. Fa.38), tighteD the securing bolts. nod lap up the locking plate tabs.
(21) Refit tbe free-wheel SUrraTt. (22) Refit the input gear and needle-roller bearing (su Fig. FaA3). (23) Refit the top and reverse clutch witb its selective steel wasber and Torrington needle thrust bca,ring onto tbe reveBt oUlput shaft (see Fig. Fa,44).
(24) Check across the splincd cnd of the reverse output shart aod tbe adjattnt race of the top and reverse clutch (Fig. Fa,45). Doth race:'; must be c:;{;u;tJy
Fig. Fa,45
Checking rhal the emi of fhe reyeru au/pili shaJI (I) is leYei with Ihe infemai face oj the top Qnu rt:w~'se clutch (2) Fig. FilA:j
Refilling rill: lOp and re n:rse clulch I. Torrillg!on nced!~ Utruu balina:. 2.. Thrust wo.!hCl'". l. Top and reverse clutch.
Fa.30
4. Thrust washer. S. " orrington DC\.-d!C thrUSl bearin8·
6. Sc!ccliyc washer.
Refittine (25) Carry out the operatiolls given in Scctioo Fa.) items (39) and (40). The remainder is a reversal of the removal procedure. (26) Refit the power un.i{ to the car as detailed iD Section Aa.2. t 100. f$.SUe I .
739tlJ.
Fa
THE AUTOMATIC TRANSMISSION
Fig . .FaA6 Th~
filling rUDlionslJip of
th~ S~'I'O
iel"ers ",illl ,lie
reaclioll levers omd Sinlts
Seelion FI.8 SERVO ASSEMBLY
Remo\'lDe (I) Carry out the operalioDs given in Seclion Aa.2, items (I) to (10) and (13).
(2) Remove the free-wbeel support dowel bolt and remove the gcar train. (3) Depress the tops of the bands, remove the SC(l'O unit and valve block. retaining boilS, and remove the valve block and servo unit as an assembly. Dismaolliog (4) Remove the C(nlrc shaft aod Lin oue tbe servo
levers, reaction levers. washeN, and strulS. (5) Hold the servo cover aDd release tbe: securing screws and tbe cover.
Fig. Fa.48 Compress 1M seno spring using
Ser~ice
tonI 18G 4$
und adjust Ihe spring leng'" by rurniPlg IlJe (lui (arrowed) (7) Lock together the spherical nut and locknut. (8) Clu:ck Ihe sen'o sprillg length (see Fig. FaA9) and adjust if m:cessary usi ng Service tool J8G 45 to compress the spring (see Fig. FaA8). Hold the threaded centrc shaft with 0. spanner OD the spheric,,! nut. and turn the self~lock..ing out to adjust the spring lenglh to the dimension gjveo in Fig. Fa.49.
InspectiD& Check all ;:>ar1s for wear and renew if necessary.
(6) Lift out the springs aDd piSIt)IlS.
Fig. Fa.49 Fig. FaA7
Till!. serw) 1100.
(~I.
1)962
uml c(Jmporvnfs
TIle seno spring adjustmellt .-2 tV in. (52·5 mm.)
Fo.ll
Fa
THE AUTOMATIC TRANSMISSION (13) losert the centre shaft wilh the cut3way in the shafl correctly p('lsitjNl~'d.
Re61ling (14) Reverse the .....:mo\'aJ procedure and ildjust the SC[YO ballOl> ( ~cc Fig. F:1 .2J).
Section Fa.9 OU"FENENTlAL ASSEMHLY Rl'!non,1 (I ) R ClIlu\c _he cngine and tra llsm i$SlOn fmm till' car (see Sect io n "01 .2). (2) OrRin the en~nel ttatl~ missi" n unit. l~)
h~'/,.
Fn .50
The corral jilwrl po.Ii/iulI of ,lie serrD
'ti m "fi(m /1.':-('''$
RClS9Cmbling (9) Lubricate: the seals alltl lit \he pistl'OS );1«) the correct bOfl~$ (lips of ~cals r.,cill& downwards). (10) Assemole the springs .1I:d (1 t) H old (he cover
( I:!)
COV(r.
i ll po~i (i ()n
and f.\ the drive screw$..
Use Service tool 18G 11 00 to hold the dri, ing Hauge! and remove thoe centre securing bolls. Withdfi'lw the Ranges rrom the splined shafts.
(4) Knock b
A ~scmh.le
the slnll s, washer(s). reaction Ic\'ers. and sen o Icn~rs in 'nc rc\"crse order of dismanlling ( Fi~ . Fa .46).
Pig. FI'I.51
The brake banns (Inn .fImls corrully posiliolJed FD.32
Fig. Fa.52 R crnol·jng Ihc diffcrmtinl (lSSembly 1100. Issue I.
73962
THE AUTOMATIC TRANSMlSSION
Fa
Fig. Fa.53
The differential componenlS wilh Ihe arrow imllcolillg tilt aligmluff' slot '" Ihe spacer
Oismuillng (8) Remove the differeotial unit from its casing. (9) Wjtbdraw the oil seal housing, remove tbe bearings usioG Service: tool 18G 2. «(0) Knock. back the locking plate tabs and remove tbe bolls sccurina: the driving gear 10 the ugc. Mark the gear "nd cage 50 that tbey c:ln be refitted in
their origjoaJ posiuoru. (t I) Separate the drivin, gellf (rom the cage aod remove the diO'ercnt;zaJ gear aod thrust washer from the driving gear. (12) Tap oul the fOU pin and remove both pinions and thrust washers, pinion spacer, and the other differential gear and thrust wastIer. lnspectioo
Clcao aDd enrnioe tbe components (or wear and 6t Dew parts as oecessary. NOTE.-U IlDY component baa salrered damAge mUi (be result that swarf bas been inaodQ~ed taco the lubrkating system tbe aUlomatic. transmisstoQ must be remoTCd (Seetion Aa.3) aud dismaotled as der3iled lD SeelioD Fa.3. 11lis also applies if fittinZ • replac:emcDC dri,e gear plo.iOD into
the
traDSlD~
ami_
Absolute duuliness Is essential.
Reassembling (lJ) Reassembly is II. reversal or tbe disruaotling procedure. Make sure tbat tbe differential gear thrust washers Olfe refitted with their chamfered bores against the machined races bf the differential gears. Refit all components in tbeir origiua l positions. Re6tling (14) Rent tbe differelllHl1 un.it into the transmission case and pusb tbe assembly towards tbe converter, with the slot in Ihe spacer in alignment witb the dowel in the transmission case (Fig. Fa.53). Fit a new joint washer coaled witb Hylolllor jointing COnlpound . Eosure tbat Lbe oil seal is pressed squarely agaiost Ih.e face of the spaccr and refit the differential housing, fit new locking rlales, l!.Ild lightly tigllten tbe securing outs. 1100.
lliJ,uc I.
il962
Adjus/me", (is) Refit th~ cod cover without a joint washer bul with the orisinal adjustment shims. tighten tbe cover bolts evenly and sufficiently ooIy for the cover register to nip tbe bearing o uter race; overtighteo· iog wiU distort the flange .
(16) Tlike a reeler gauge measurement at varying positions between the sidc covcr flaoge and the differential bousing, any variation' io mealiuremellt will indicate thM the cover bolls are oot evenly tighteoed . Adjust tbe cover bolts accordingly unl il identical l1leasuremeots CAO be obtailled. Tbe compressed thicleness or a new cover joint washer is ·007 in . (' 178 rom .) aod tbe required preload on the bearings is ·002 in . ('OSI mm.). The correct gap is tlu:rdore ·009 in. (,229 mm.), aoy deviation rrom this figure must be made up by addillg or subtracting shims. £xomp/~ : U the fuler gauge rneasuremeot is ·005 in. ('127 mm.l, add a sllim of·OO4 io. (' 10 mm..) thickncss between the bearing and the eod cover.
(Ii) Rcmo ..:e tbe cnd cover, fit shims as required. and rent the cover with a new joint washer coated with HylolDar jointing COI\lpound. Tigbten tbe differential housing DulS and the cover bolls to tbe torque tigur.:.s gken in 'GENERAL DATA'. Tap up the lockiog plate tabs, except the nut which acctpts the exhaust pipe brackct (fitted \\'hen the engine is in tbe: car).
(18) Lubrialte the driving flange oil seals aud refit the flaoges makiDg sure that the split collets are correctly located inside the flanges. Fit new rubber seals to and refit the central securing bolts. Hold tbe Ibob'CS witb Service tool 18G L100 aod tigllICo the Oange bolts witb Service tool ISG 372 to the torque figure given ill 'GENERAL DATA', (19) Refit tile governur coutrollinkuge to tile traosmis· SiOli case with a new washer. Ensure the lever is positioned correctly, relative to the goveroor (see Fig. Fa .21).
(20) Carry out the 'Refittiu.g' iost(uctioJls given io Section Aa.2.
Fa.)3
Fa
TIlE AUTOMATIC TRANSMlSSlON
.--------------
.
~
~ "
00 0
Fif. FO,54 Tlte lop Q1/d r~yuse clufch components
Seelio. Fa.tO
(J) Remove the top aod reverse clutch frolll the gear train together with tbe Torrington needle Ihnat
TOP AND REVERSE CLUTCH
Remo"int (I) Cart}'
oul the Opt!lOItiOUS Biven in Section A •. l, items (I) to (10) and (13).
(2) Remove the rree-wheel support dowel bolt aod felllO"'C the gear train .
bearing and
tJIC
steel washer.
DismantlUlg (4) Remove the double spring circl.ip. (5) Rernove the retainer plate. (6) Lift out the paper pl:lte, sprwg ring, steel plait, p:lpcr plait, spring ring, aod tbe thin steel plate. (7) Remove the circlip. spring relainer, arid tbe pistoo return coil spring. (8) Ughtly shock tbe assembly .lgainsl a flat surface 10 remove the top gear pisto n and cylinder. (9) Re:6t the re"'erse (booster) piston iuto the bote, easing tbe pislon ring into the bore with II. screw~ driver. (10) Fit Service tool ISG 110) ioto the clutch unit and holding thc>;e together, lightly shock the assembly against a Oal surface to remove the reverse boosler piston. lnspectiDg Cbeck all parts for Wear and renew if Dcc.c.ssary. Renew the oil seals in the pistons. Check the piston ring gap wbicll must be ·016 to -020 iD . (·4 mm. to ·5l mm.). for both rings when fined in their respective bores.
Fig. Fa.55 Su~jce
tool 18G 110) (2) 10 remoye or Tefil lite rt.""ru genT pis/on (J) (olhe fOp ond Ttverse duu:h unil ( I) U$ing
Fa.34
ReassembliDg (11) Refit the reverse gear booster piston with the boSi facing outwards, using Service tool 1SG 1103 (au Fig. Fa .55). 1100.
laue I.
7396l
Fa
1HE AUTOMATIC TRANSMISSION
Fig. Fa.56 Th~ one-I.'af dllf~h remov~dJrom
thf' gear froln, wltl, rhe input gear, bearings and ,hrust washer showl! in
ossembly sequellce
(12) Refit tbe top gut piston into iLS cylinder with the boss Cacing outwards.
(13) Fit the lop gear piston aod cylinder into tbe clutcb housiog, with the cul-away$ 00 the rear outer edge of lIlt cylioder opposite tbe holes io the dutch bousing. (14) Refit the top gear pistoo rdurn spring. spring retainer. and circlip. (15) Refit tbe clutch plates, aligo..ing Ihe cutaway in tJle steel plate.~ (thin steel, sprint ring. paper, steel, spring ring, [Iaper),
(3) Knock back Ibc locking plate ttlbs nlld remove !.be retaining boiLs and the first geM free-wbeel (ooeW:J.y clutcb) from the housiog. DismanLliDg (4) Remove the circ1ip. (5) Lift out the spring riug. tirst gear free-wbeel, iotennediale spring ring, and thrust bearing. laspectio.&
Check aU puts (or wear and reoe ..... if IJ6CtSSBry.
(16) Refit tbe ret.,iot:r plate aod circtip. NOTE.-Befote refittiDg the clutch naif, ensure tb.at the (ridioG plates are free to drop. Re8ttiag
(11) Carry oue the operations given in Section Fa.7. items (ll) and (23). (18) The remainder is a re,·ers.,1 of the removal procc:dure.
Reassembling (6) Reas.scroble tbe tluust beariog, intermediate spriog riog. first gear free-wheel (lip faciog outw:J.rds. see Fig. Fa.58), spring riog, and refit tbe circljp. Re6tting (7) Refitting is a reversal of the removal procedure.
Seclio. Fa.12
Section Fa.ll
GEAR CHANGE CABLE
FIRST GEAR FREE-WHEEL ASSEMBLY
(ONE-WAY CLmCH) R~movi.og
(I) Carry Ollt lhe operaliou gh'cn in Secliou Aa .3. items (1) to (II) and (IJ). (2) Remove the {roe-wheel support dowel bolt aol:! remove tbe gear train.
Removal (I) Pull back the rubber sleeve and disco/wed ~th() gear cbange CJ\ble by removiog the cievis piD . SlackeD the yok.c clamp Dul aod remove the yoke.
C j"
.......
h.
··k........ ~ ....................•
......
Fig. Fa.58 Fig. Ftl.S7
The compotferfls of ,lte one-way cluld/ 1100.
lIsue I.
7]962
Filfing ,he one-lVflY clulc/, with (hI: lip (flrrOll'eJ) correctly posi'io"ed, uppermost Fa.35
Fa
THE AUTOMATIC TRANSMISSION
9
B
w
I
~.~
0
@l
..... - ,. ~
12-
6
- j 1O
....:....·;;
13-----j 14
-,
......
Fig. Fa.59 TM geuf
chajlg~
,.,. YokG. Rubber s)c(:vf..
',ous;ng nlld cablt compone,,'s. h,StiS show the reverse return spring loemion nnd tltt coble CQI'UIUlions
I.
Rubber fcrrulet.
••
Cabk skeve.
,.
Cable adjwlint tllll5. 6. Cilbk. 7. R.:.-cne rClum sprinK. S• Quadf';U1L
nut, rubber ferrules, and sleeve (sec Fig. Fa .59). Remove tbe froot acljusling nut from the outer cable and puU tbe cable dear of the transnli~~ioo . (2) Release the cable clip from the floor panel. (3) Remove the front Hoar covering. (4) Disconnect tbe eleCirical leads from lbe inhibitor switch.
(5) Rcmo ... c the four UUtS securiog. tbe gear chan~c bousiug plate to the floor p;,nei and remove (he housing and cable assembly.
DismanUing (6) Hold the
a~sembly in a vice aud remove the set screws securing the quadraot to the housing. RcJe:'.o;e tbe reverse returo spring from the base o f til(: iH)using aud remove the quadrant and lever assembly.
Pa.36
9. Gar selector lever.
10. Joint washer- basc plAte. II. 12.
B~platc.
Joiol washcr--housWl.
13. Gear chan&c housing. 14. JnhibitUf ~wj.dl. IS. Rubber gronvrn:l-bouting. 16. Lever rillnger.
(7) Unsere w the cable securing nul frOIl1 the fronl of the housing, pull the cable from the housing and release it from Ihe geat cbange lever plunge r~
Inspection (8) Cleao and inspect moving parl$ for wcar. ReusscQJbly
(9) Lubricate all moving parts with grellSe. (10) R eaSkn,bly is a reversal of the dismantling prQcedure. Refhtiog (1I) Refittil'lg ii a reversal of thc removal procedure. Fit a new juilJl washer I•• Ih,; bousill~ plate if necessary.
(12)
Adju~1 the inhibitor swit..:h {al'ld Ihe gear change cable and selector rod as detailed in Seelion Fa.::!:.
1100.
tl'.!ue I.
7)961
Fa
THE AUTOMATIC TRANSMlSSION
SERVICE TOOLS Operotion
Tool No.
No.
18G 1094 18G 109;
Fa.39
13G 537 13G 1036
Fa.l&
18G 1068 18G 1068 A 18G 1087
Fa .l8 Fa.la Fa.l8
Converter bousing-removing and refilling . ,
18G 1098
Fa.40
Differential drive sbarl coupliog removal
18G 1100
Fa.39
Forward clulch-disD:Wllliog and reassembling
18G \l02
Fa.40
Forward clutch huh DUI-removing and refitting
18G 1095 18G 1096
Fa.39
18G 1093
Fa .39
18G 1106
Fa.40
Idler ;:IIJd input gcars-cbeckiog adjustment
18G 1089
fn .39
Pressure aod siall cbecks
18G 677
Fa.la
18G 134
Fa .38
18G 134 CN
Fa.la
18G 1103
Fa.40
Top "Dd revcNC ciu(eb bub-removing and refitting
18G 1095 18G 1096
Fa.)9 Fa.39
Torque scuing$
18G 372 18G 537 18G 592
Fa.l8
Au.'(iJiary pump I!.nd governor assembly-removing aDd refitting
Converter-removing aad refilling ..
CODverter bousiog-oil seal replaciog
.,
Gear carrier asscrobly-dismantliog and reassembling
,.
Goveroor bousiog----ceutraliziog
,.
SI:ator canier oil seal-removing and replaciog
Top led re\·erse cll.llcb-dislD8Dlling :aDd reassembliDg
1100.
PlJg~
l..;sue 2..
561(1
..
Fa .39
Fa .la
Fa.39
Fa.l8 Fa.3S
Fa.3?
Fa
THE AUfOMATIC TRANSMISSION
J8G 134. BurloC and 00 Seal Replac.c.r (buic tool)
18G 1068. Remove!" aud ~ Repl.ttr (basic tool) 18G U4
ex.
R~pl~cer
ou SuI Stator Carrier
".
. '"
laG 372. Torque Wrencb-30 10 J40 lb. ft. (4-IS to
IN .......) IlG 537. Torque Wruch--5, tl:. JO lb. (I. (·69 to 4'IS kC- m.) IIG 592. Torque Wrt.DCb-35 to llS lb. n. (4'84 10 31-14 kg. m.)
IIC I068A. Ada9tor Set-Replacer Coonrtu HOO3U1a OU Seal. UK "Ub 18G 1068
18G 587. Spanner (Coovutu untre bolt)
J8G 1086. COD'ferter RelD.O'fer
18G 677. Pressure Test and Tachometer Equipmeat F•. 38
18G 1087. COQverter HollSiDg Oil Seal Removu lIOO.
ISlUe 2. 56]0
Fa
THE AUTOMATIC TRANSMISSION
ISG J088. CODycrfer Output Ge:llr Iiold1og Tool
18G 1095. Holdr-r- Top aDd RC'ferse CIgIc:h Hub
--.._~,
':'0' ••
18G 1096. Sor\l.tf Spanntr-Forwvd Outcb Hub Not
....... JIG 1093. Dammy Sh.rt-Fonoru' GearCllJTiu~W,
laG 1097. Reutaer-Forward Oatcb
laG 1094. PosUioDIDe Flxlwe-Oil Pamp Pipet
JaG 1100.
1100.
wue 2.
5610
Wrcath-Drin Shaft Coupling Fl.nEe
Fo.39
Fa
18G 1098.
THE AUTOMATIC TRANSMISSION
(·rh{~t tQr Slet~·t-CQn¥efler
OUlpul Cellt Oil
Sui
IBG U03. Replacer-Reverse Clal@. PL'Iton Seal
IBG t (02. Rtpllcer-Fon... rd Child! PiilOD Seal
fa.40
lSG 110G. CenrraUze.r-Goremor Housing
1100.
wuc, 2.
5610
G
SECTION G THE DRIVE SHAFTS General descriptio!) MainteoaDce Constant-velocity (bell) joints
G.I
SLidiog joints
G.2
Tools . .
1100.
~~IIC
6. 56 10
End of Section
{,il
G
TIlE DRIVE SHAFTS
GENERAL DFSCRJYJ10N Eacb of the two drive sbafts employed has two principal members iocorporaliog a Hardy Spietr constant-
or
velocity bt:1I joillt. Tbe hemispberical iuterior tlle bell joinl and the exterior of the inner ball rllce have sU:
grooves machined io line with Ihe sbart axis, aDd a ball cale carrying six ,~,. ;;l baUs is illiuposed betweeo (be two.
The ,Ieel balls eog.:l gc tbe grooves of both members to key them together and
lit
tbe same lime aUo\\' the melT'l-
bers to hinge rrcdy upoo eacb other. The joint is packed witb special grease aDd the unit is enclosed in a sealed rubber boot. The inner end of the drive shaft is splincd and has a pre-lubricated slidi llg joint stakd willi a rubber boot. MAINTENANCE
Examioc Ihe rubber boots enclosing Ihe conSL1nlvelocity joints ptriodic.1l1y aud replace tbe boots im· mediately tbere is Oloy sigu of deterioraLion or d;l mage. If a boot is damaged lubric.ant will be lost ;1nd roa.d grit will <:lIier thcjoint. It is dlen ncusSi'lry to remove the joiot (rom tbe sbafl and 10 cJiSrG30tle :lnd inspect tbe componeots (Section G.I). If a rubber boot is damaged io tbe workshop aod dirt has not entercd the joint.. a new bool ma), be filled (Sectioo G. I, item 26) without dis· Dllntlin.c Ibe j oi nt, arter first removing Ibe drive shaf! (rom the vebicle, releasing the slidingjoiot (Sectino G.2) and repaclUog the joiot with Duckbam's MB grease (Section G. I, items 16 and 22).
(6) As the components are mated and have operated togetber, they must be kepI io the same matina relationship. The relative positions of the ioner and outer races aud thc c.1.gc should be marked with blue marker or a paint which will not wash off when the parts arc cleaned. (1) Witb Ibe shaft withdrawn thc ioner ruce can s. . . ivel freely, Tilt the inner raot: until one ball is released
(Fig. 0.2), Note Ibat the cage swivels through balf the angle of tbe inner nuz. If tbe joint is sticky with grease eacb ball may be eased Ollt in turn with a pointed tool. (8) Swivel tbe cage illto line witb UIC axis of Ibe joint and turn it uool two opposite eloogated ...... indows coincide with two laflds of the beU joint. Ooe land will drop into a wiodow, aUO\~;ng tbe cagc and rice asscmbly to be lifted out (Fig. G.)}. (9) Swivel the iooer lace at rigbt angles to the cagc anc! turn it uutil two of the lands between the inner raoe Lracks are opposile elongated windows in the cage. One land wHl drop into a window. allowing tbe inner race to be extracted from the cage (Fig. G.4).
SectioD G.l CONSTANT-VEWCITY (IlELL) JOINTS
The constaot-veiocilY beU jOiDt may be rerooved (Of replacemenl 8S .8. unit or to bave a Service kit fiued . Under no clrcumsLanoe.s must individual components be replactd iu the beU joint assembly. RemoYiog (I) Remove Cue drive sbaft assembly as
w Section H.9.
(2) Clean tbe sha(1 nf road dirt and grease ond mount the shaft centrally in a vice fitled with soft jaws.
(3) Prise off tbe rubber boot cups, or cut the sof( iroo wire, aDd pull back: Ihe bool. (4) Tbc beU joint cao only be dismaollcd aftel" the ,emoval of the sbaft ; hold the shaft and jOiDt verticaJly, Ihe beU joint downwards, and give lbe cdge or the ouler race a sbarp lap witb a soft-
faced mallet (see Fig. G.I). This should contract tbe rouod·seetion spriog ring tbat is localed in a deep groove in the exlreme end of tbe sbaft and enable the joiol to be drawo from the shan. II should Dot be Decessar), 10 use: heavy blows for tbis operatioo. DltlDanUiog
(5) The joint should be dism8Dtied only if there reason to believc that it is still serviceable. G.2
IS
flg. G.I Drille "ie bell joint from I~ sha!r (Jltl/I! point indicated liDO. blue 6. 56tO
G
TIfE DRIVE SHAFfS
of the c:.age, the outside of the race whicb filS ioside it is checked instead. (15) The larger bore of the gauge will accept a Stalldardsized cage, but wiu reject an oversize one, and similarly the smaller bore will only aocept a standard-sized race. (a) U both the cage and the iooer race pass through their ra.pcctive bores, thea the cnge is. sta.Ddard size. (b) If the c:age passes wough the Ja\'ger bore, bUI tbe race will not pISS througb tbe smaUer, tbeo the cage is ·004 in . (·100 mm.) oversize on the inside. (c) If tbe cage will not pass through the larger bore, but (be race does pass through the smaller, (bea tbe cage is ·010 io. (·25 moo.) oversize 00 the oUlside. (d) 1I neither the cage Dor lbe wee is aceepted by tbe gauge, tben Ihe joint is of a very early lYpe, (or which DO kit is available. Replaer. lbe joints as a unit. Fig . C.2 Tift the il/ner race 10 remove or rep/au each ball in
turn
The kits available are as follows '
Kif (~arJy models) Standard
Insptc:tioo
(10) Clean all parts thoroughly in petrol (fuel), paraffin (kerosene), or white spirit BDd dry ofr. 10 normal service: wear should be distributed fairly evenly o'o'er alt components and the joiut will remain scrvi~able until the amount of end·float exceeds the acceptable WtOlf maximum of -025 in. ('64 mm,). (l1)Ex.amine the six baUs and if worn, rust-pitted, or showiog evideoce of ORtting, tbe joint assembly l)'Iust be replaced, (12) Inspect the iOller and Quler race uacks; these will be marked 00 Ibe Daub where Ibe baUs roU, but sbould be free (rolll iodcntation and the marking should be conSi!;tenl. (D) Inspect lue iUuer and outer spheriea.l surfaces of the cagcand lbecorrespoodiog surfaces or tbe inner and ouler «'tetS ; lhest wiU be polisbed by contact but must be free from ilDy sign of ·pick..ing~up·. The: edges of the cage windows may show signs of wear towards the outer side. Wear at these points may cause knocking wheo tbe joint is operated at high augles. (14) Oudull)' examine the shaft for c rack... ami ensure tJlat the square~section outer eird..ip is firmly in its groove:. Replacmg the baH Uige A "Worn baU cage caD be replaoed by a Service kit. The old cnge OIay be of a standard size, which (he majority are, or ooe of three noo~standard sizes. A j oint will only accept a replacement cage of the same siu as the original. Use the Service 1001 ring gauge. 18G 1012 as describr:d below to determine Ibe size of tbe ex.istiog cage. Note that. SiDe.:! it is exlrc:mely difficult to measure the inside J 100. Issue s. 5610
{)04 in . oversize
18G 8075
Yellow
18G 8071
Black
180 8076
Green
18G 817l 18G 8176
on
inside -010 in. oversize ou outside Kit (Ialer models) Staodard ·010 ;0. oversize
ParI No.
Colour Code Greeo
Black
AQS07 Fig . G.3
Remol'uJg Ihe coge anti ulner ra~e a.urmbly from ,lte bell joint G.!
G
TIlE DRIVE SHAFTS
A950B Fig. GA
A951 0
MaNZu"e 'he inner rQC~ in 'lie cOCe to 'lit required position 10 allDw it to be extracted Fig. G.S
RcassembUog (16) This is ao exact reversal of tbe dismantling procedure. AU cowpooeotssbould be lightly lubricat£d
The spUntd bell jOint tnd of the drive shufl sho\'Jing (he d rc/ip muJ (he round-section spring ring
wilb Duckham's M-B gre:l.SC: (BMC pack AKF 1457). The components should go togetber easily and no r('lr~ sbould be required. CI7) Insert tbe inner race iota the Gage by introducing one of the lands into an elongated wiodow in Ihc cag' (Fig. G .4).
(2S) Hold the sbaft in a vice and locate the iuner race on the shafl. Press the joint assembly asainst the spring ring whilst locating tbe riug centrally and cootr.lctiug it ia the chamfer of the inner race with screwdrivers. With the spring ring CCDtralized. a sbarp lap on thc end of the slub shart with a SOflfaced mallet will close up Ihe riD£. and Ille assembly ca n Iben be tapped on to tbe drive shaft , Make
(18) I05ert Ihc cage and inner race assembly into the bell joiol by tilting onc of Ihc c1ong,alcd windows over Doe of tbe laads in the outer race (Fig. G.3), The three paru cao DOW be curoed or swivelled freely io rdation (0 each otber.
(19) Locate tbe cage aDd iooer race in their original position relative to the beU joiot (as marked before
dismantling). (20) Keeping this relation between (be parts. tilt the cage until one baU caD be inserted in a window. Repeat this operation witb Iht: remaining balls (F;g. G .2). (21) EDsure tbat Ihe inner mce articulates Creely with the cage in the bell joint.. but cafe must be tak.en DOt to release the balls. (ll) The joiot sbould be 6lJed with the remainder of the p3ck of Ouckham's M·O gl·e:\~ before ioserting the shafl. Refitt.i.ac (23) Fit a new rubbe r boot if necessary, smearing the inside with Duckham's M·B grease. Take care when casing Ihe boot over the circlip on the shaft. (24) Rerlace tbe round-sectio n spring ring with a new ooe (Fig. G.S). [f replacing the $ha ft . fit a new drclip. G.4
Fig. G.6 Filling the clinchil/g clips, fuing Str'lict f()()il8G 1099 I. PuU the free cod lighllY bc:{wa:n the tabs. 2. Hold in position and sa:urc; with rrnnl tabs. 3. Fnld clip baek over lhe: roldell 13h~, 2rtd $CCII~ the clip end. 1100. Issue S. StilO
THE DRIVE SHAFTS lure thlt the shaft is fully engaged, with the inner race against the circlip, a nd that the inner ring bas expaoded inside tbe joint. (26) Sl ide tbe robber boot over tbe bell joint u..olil the rlldi.usod rib registers io the locating groove, and secure it with the la rc: c:Iiocbiog clip 'Using Se""ioc tool 18C 1099 .15 sbown io Fig. 0 .6. This is fitted ..... ith tbe tab pulled througb away from the direcLiDO of forward rOlatioo.. Locale tbe olher end of tbe boot in the groove in tbe drive sbaft aod secure it wilh tbe small clinching cl1p using pliers 18 G
1099.
Section G.2
bousing seal clips or cut the sort iroo wire, turn back tbe housing seal and slide off the joint fJaoge.
Remove the housie&: seal. RussembJ.i:ag (2) lubricate: the yoke cod or the drive sbJrt aDd the insi de Or the yoke bous;ng se.,1 and slid(: the SCOII onto tbe shan. Fill the cavity in the sliding joint yo ke with taL (2 1 gm.) or Duckham's M-B grease and fit the yoke to (h e sbaft. Locate (be .seal ioto th e groove on the shaft :led tbe otber end over the sleeve loca tion. Push the sb:;U1 to the bottom or Ihe yoke.s so tbat gr~~ is driven into the sc:ll . Hold the outer Up or th e sea l opeo to allow air and surplus grease to escape, eosure tbat the dia.meler of the beUowl does not exceed 1·75 in . (44 ·5 113m.). Secure tht yoke sedl with clinchlng clips using pliers
180 1099.
SLIDING JOINT DbmbtUng
(I) Remove the drive "haft nssembly if thi4: has not already been dOlle, as in Section H.9. Prist: oft" (he
Refilling Ihe drive sball asstmbl, (3) Reversc the removal instruct ions as g,iveo in Seclioll H.II.
(For 'SERVICE TOOlS'
1100. h.s ue 2. 56\(!
G
.fU
pDl6 G.6)
G.5
G
TIlE DRIVE SHAFfS SERVICE TOOlS
J'C 1012. SdtdJon C.D&e-ConstaDl Veloc:il), JOiol This 1001 Dlust be used 10 ascertaio U1(: corrc:Cl Sile: service kil when overhauling a constant velocil}' uru\'c-rSII
joint.
18G lOll
_--..
.......... .._ 18G 1099. PUers-ReiaillJog Clip-Driwe Shall", This 1001 is used ror fitting the clinching slips to the
drive sbart bools. J8G 1099
G.•
1100. Jssue 2. 5610
H
SECTION H THE SUSPENSION Sl!clion Geoeral description Anti-roll baT and auxiliary springs
H.8
Arch spriug ..
H.14
Castor aod camber DOgles 'IUd swivel bub ioclioaLioo
H.2
DepressurizinB. cvacuatiDB. and pressurizing
H.l
Displacer units (rront)
H.6
Displacer units (rear)
H.7
Hubs ..
H.IO
Lubrication
H.I
Radius arms (early model.)
H.S
Radius arms (later models)
..
al3 H. II
Schrader valve Sub-frames
..
..
..
Mountings SuSpeOSiOD pr~sure IDd willa heigbts Swivel hubs
Tools, .
1100. Isslle 6,
10288
D.' H.l2 H.IS
..
H.~
E'ld o( Secrioll
H.I
,
;
i
1
:i
:I
-I
.8 i
..,.~,.-
.' "
I ,L_
I
I
I
I I
I
I
--
I
I
I
I
...,
...-.....-- ...........-............ -.- ............... _........ _-_ ................... - ...-_.-
iJ-"
~-2S "'-,.
THE FRONT SUSPENSION COMPONENTS
_ .._----- ._--_._-_._.._-
._.
" "
I
I
1
,. . . . . . . . -.. . . . . . . ._-.. . . . .-...... -.._............. . . . . . . . . . . . . . -.-. . -_. -.. . . . . . . . . .__.-_. . _-.. .-.... . . . _.-.-.. . · ··-··· l =
_ i
~
\
i
!
pw
....
". ". ".
22. Cup waslltt. Tic-rod nuL. 24. Dump rubber . Nul. 26. Sprirl, wU~Ct. 27. RebowuJ burrer. ted: wamer. 29. Nut. 30. Spring washct. 31 . ' U' boll. ) 2. NUl. )). DispllC~' uOil.
>t .
".
Soh. IS. No' 16. Sprio, ~sher . 17. Tic·rod. IS. Tic-rod boIL. Nut. 20. Sprinr: \lIa~htr.
".
12. NUL 13 . Sprins wuhcr.
••
,.
••
•• ,.
,.
". ...
63.
...
6~
61.
". ...
55. :16. !'i7. 58.
...
52. 53.
51.
SO.
'1.
J<).
... ....,. ...... ....". ...
34.
.\S. ; 6. 37• .•8.
,Vo.
/)~/trlpt;(m
I.
Uppet arm fli~l"l pin. 2. PiVOL pill nul. Plain w,ube.r. Lower i'lrm pil'OL pin. Pivol nul. Sprina Ylube.r . 7. Plairo wash«. Lower IlI1'D bush. I..ocalin, bush . 10. Rclainin, plfllc (l..H. and It .H.). I I. Relillinin, pble kilL.
Dl'lt;,iplirm
s~ l .
Washer. FOOl roUe r jolilt. Roller jQIOI' SC.l1. L(\c:uil;l,; bush. Rel~inc pad. RClainin& bush. Cirelip. Upper arm suppon assembly (I .. H. and R.H.). Pi,'o( sk.rt h,,:ad,,!;. Pi"OI lub~. Dislarlee coU:u. SpillCC"r. lod;;", pin . Upper blUl pin. Nul wilh bumper CUI) . L(X;k washer. BaU scat. BUI pin retaine r. Ball pill &him. Leek was.ber.
Wubr:r.
...
". ".
...
".
......".
".
!
!
Ii
.......... --_._ ----,
-_
7G. Flanac· 77. SUJ. !.nett oil mil. 79. Spacer. 80. lDBCC bearin,. 81 . DitUl.OCe piece. 82. OUler bcariaa83. Outer oil su.I. 0<. DriviD, flanlC85. Whot-J Slud. 86. Whcclnut . Dri"c shilfl coDar. Drive shaft nur • L.c>wcr SUPPOTI arm CI..H . .lnd R.H). 90. Lower !>.aD pin. Nut. 92. Sprin~ w.t.thtr. 9) . Ball SCill!. SpriDJ. R.ttainer. Shim. "- Lock washer. Dust covet.
SLccrin,oUIn (L.H. and R.H.) . Boll. Do
Wa.s.hcr. RoUtr joio!
75 .
74.
12. 73.
10. 11.
(h.
01. DIlSL COvtr. 68. S,,;vcl hub (I,.H. and R.I-I .).
N,.
Si;rcw.
Dnt:riptjo" ilSSembly. Val.·~ C(lro::. Vall'c cap. InL CTCOtI~"!;Li.ol: pipe: (L.H . and R.H.). Clip. Disl,a1leo; piece. $ere,,·. Spring wasner. Clip. Val v~
KEY TO THE FRONT SUSPENSION COMPONENTS
---_ .. -...... _...... __ ... _.._.. -..... ......................... ----.-_.--_.._-_ .... _._-_ ............... __..__ .__._-. __ .....
c: i. _._............ _. ._ ......... _-_ ...................... _--. __ .,._._....-._._ .._--_.---.- ... _._........... _... _._..........
~
~
~
<
, "
N,.
.......... ...........,............ .... _....... _............
8!
=
H I
G
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en
i~
!~ i
8
I~
; ~ ! ~ ! w
,
J>:
i ~
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•
d
.
•
.,
,
~
II
L_---_._-
H.4
i i
.... _._._.. _-
_.- ----_.--,,--_...1100.
!
.
l.ssue '). ---:. 10288
H ._. . _-._-.-_. --I
!, i
!
iI
,
i I
I
I I
,0 d
'tR
...
...
,..;
,..
...
! !
j
! I
I
i
!----_._._- __._---_._-.
!lOG.
u.o. 4.
IOZlS
i iI
_ _ _ _ .__.J
H.5
H
THE SUSPENSION
••
•••
• ••<
•••
, ~
~
..,
-"
•
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.
,
~
~
t
~
~
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H .6
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.S
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,
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.s.
.= ,,
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;
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~
~
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,::
,
~
"
":;
.S
•
.~ ,
~~ ~
~
~
1100.
J:ssuc: 4.
li)2S~
H
THE SUSPENSION GENERAl. DESCRIPTIQS
' HydroJastic' is the name givcn to the type of su~r~lI· sian used on this vehicle. II is designed to reduce pitching and. 10 a great extent, rolling, and tberefore to gi"t: a smooth. flal ride wilh the bt:sl possible handling charac-
leristi(':s. The system consists of two front and (wo rear displacer units intc:rcouplcd longitudinally. Eacb is made of sheet sleel :lIld rubber alld consists of a pi&tOIl, a Uiaphr:lgm . a lower anu upper chamber housing, and a conic'll sJ,ring of compressed robber. Conl..lci of tbe froot wheels with a rOAd irregularity forces the piston to push the diaphragm up ; incrcMed pressure di.<;pl:tces some of the nuid from Ole bottom chamber (0 the top chumber. The rubber springs, due to tbe pressure increase aDd Ouid displnceroeot. dcfkcl, and the rcsuhant preuure increase causes tluid 10 disclulrge through tbe interconnecting pipe inlo the rear displacer uoil. The HuK! enli!ring tbe rear displ:lcer forces the diaphraGm to react ;lgaimt the piston. resulting in the car heigl.Jt a t the rear beillg raised . These events are virtuaUy simult
Tile froot suspension also com))risclI upper and lowtr amlS or unequal lengtb located in tbe side-members of the rroot lIub-fT3me with tbeir outer ends ttUached by ball joints to the swivel hubs.
Fig. H.5 HIe suspension ser~ice Imil cOl/"eelors A. Ev,,-cualing connector. u. Dcpr.cssuriLing IIlld presSUl'\lJng conncclo.>r. c. Krl!.rlcd knob. o . Blcedin, s<:rcw.
l.ockiog slide. Scaling plUi (c"'Il.cu.uil1, connector). G. $ealiol plug (
J'.
The rear suspension, in additiOIl to tbe Hydrolaslic unils. consislS of iodependcn l trailing arms, ;'SuxiUary springs. and an anli-roll b:lr.
Section H.I LUBRlCAnON
Upper and lo"·er 5wh·el k.oucllle!l Jaek up the froot of the ca r to fake the load off the slVivel knuckles and make certain thftt the nipples are cleao a.nd not blocked with road din. If tbe knuckles are already fully cbacged with (:,rc:iSC no further gre.ue clln usually bc forced in.
Section H.l
._---
CASTOR ~-U CAMBER ANGLES AND SW£VEL HUll INO.INATrON 6
The c lSlor and camber angles, swivel bub inclioation and wheel alignment of tbe front suspeos.ioD, and lhe camber al\~i wbeel a1igomc:nt of the rear suspeosion Are design settings lbal bave.a very important bearing ou the Sellcral halldlil\g of the car. Eacb setting, with the exception of the froot wheel aligOlDeot, is determined by maetUniog and assembly of coroponcDts aDd oon ~ is adjustable . Sbollid Ibe ear suffer damage to the suspcDsioo, the angles (as gitJen iu 'GENERAL DATA') must be. verified with a camber. castor, and swivet bub iodination gauge aod new rans fitted liS found necessary .
•" n
Fig , 1/.4 The siispensioll uniu unil I.
,.
CombiDc:d vacuuml pressure l&ok . Pfc:ml(C gautV. Pressure pump blind I/;.
l. 1100. Tuue 6. 69411
••,.
Dlack valve (valvc 2)
6.
Vacuum puge. VilCUum pump bantllc.
7.
Yello ..... v;ilve (valvc I).
Section H.3 DEPRESSURIZING, EVACUATING, AND PRESSURIZING Before any mnjor work can be carried out 00 the suspension and its components the system has to be H.1
H
THE SUSPENSION
~::
----A-
,' ':I/. :;...:: ,f;Vb
-
This is /;dtried o ut in the following manner. Remo\ e tbe pressure dust cap from the suspension unit in terconnecti ng pipe valve situated beneath the bo nnet. fit tbe yeUo'ff connector and close valve ' I' (yellow \·ah·e). Operate the vacuum pump until " reading of 27 in. (68'6 Clll.) of mercury is o bta ined o n tbe \'aCIlUIll gauge and all movement of fluid in tbe sight tu be has stopped (fo r every 500 ft. [152 m.l above sea-level subtract ,5 in . (1 '27 em.) o f merc u!)'). When the fluid is stationary in the sight tube aDd tbe vacuum gauge reads 27 in . (68·6 c m.) of mercury OpeD val ve 'I ' (yellow valve). Wa it o oe or two minutes until any further movement of fluid in the sight tube has stopped and remove tbe yellow connector. Re place tbe sealiDg plug in the connector.
Fig. H .6
'17tt ruspensioll serv;ce lIrtil connectors with the u ollllg plllgs re"ffovtd A.
SeIWr1g plugs.
D. EvlCtlating OO1'nOOl,:, r. C. De~rhin. a nd pus.Nrmn. cOMeclor.
u . Knurled k.oob. BlcediOA leftw.
t:.
r. Loc.kina
~liUe ,
depressurized and in so me cases evacuated . When the compo neol overhaul is completed the SYSICUl bas thea to be pressorized to tbe recommended pressure. For these operalions special service equipmeot is oeet.uary . Bdore ming the unite equipmeot (18G 682) che<:k that the prl:i!W"c and ucuam taD.k5 IlJ'"t filled to the level sbowu 00 the dipstick. One side of the dipstick mOl\'s the level in the pressure tank and the other side the level in the v.c:mun
-.
L.'er Rrnce equipmenl (tSG 703) bas " combiaed fWu for prenwe aDd nCOUlD fanb with a siebt IntI It the rtar or the unit to check the Iud in the ta:n1c . Top up 141 the correct levels with Hydrolastic Flu.id,
BMC part No. 97H 2801 .
Pressurizing Having carried out an y necessary operations on the suspension and evacua ted to ensure tbal aU {be air is out of flit. system, press.urization should be corried out as follo ws with the cat in tbe conditioo given in Section H.12 and resting 00 aU four wheels. Fit tbe billek CODDec.tor wilh the knurled k.l)ob unscrewed. Close valve '2' (black. valve) ;lnd opeu tbe bleed vah·e. Use the pressure pump until a ir is evacuated from the connection tube and 6uid a ppe.an. Close the bleed valve and screw io tbe knurled koob. Tncrease the pressure uotil a reading of 350 Ib./sq . in. (24·6 kg./em.1) is sbowing on the pressure gauge. The system need o nly be pressurized to 3SO Ib./sq. in . (24 ·6 kg./em.t) if a Dew displacer uo.it has been fitted . For alternative pressure, see SeCtlOD H . J2. After obtaining a reading of 350 Ib./sq. in . (24'6 kg. cm.2) on tbe pressure sauge unscrew the knUJled knob and open va1ve ' 2' (black valve) to release tbe prcsswe in the connectillg pipe. Remove the black collDector and refit tbe sealing plug. Mter 20 to 30 minules replace tbc black connector with the knurled koob ullscrewed. Close vaJ ...·e '2' (black valve), screw in
Depresswmnc
Should ic be Decessary to service lhe upper suspcusioll arm. Itrut, or aoy of the co mpooenu, tbe: fluid must be released from the syl lem, using the following prottdure. Remove the pretSure dust. cap (rom the suspensioll umC interconnecting pive val vc situated beneath the bonnet. Fit the black connecto r with the knurled koob unscrewed, Open.vaI~ 2 (btaek valve) and screw in the knurled knob to release the fluid in the suspension system into the pressure tank. After waiting two or three minutes check thai the suspension ' yslc rn is no lo nger under pressure by closing valve '2' (blnck valve) and reading the pressure gauge, which sbould no w read zero. Remove the blade co nnector and replace the pressure dust cap on tbe suspension unit interconnecting pipe valve . Replace the scaling plug in the blaa connector. KYacuatiag When litting Dew interconnecting pipes o r suspension units or relitting existing suspension units it is essential tbat tbe air be evacu
B.I
Fig . H.7
Tile el'llclIDling e.01l1lecfDr fiued to lite vo/ve suspen.sion interconnecling pipe
Olf
1100. CNue6.
(he ~9431
H
THE SUSPENSION the knurh::d knob. and open valve '2' (black valve) uncil the correct working pressure is showing on the pressu re gauge, see 'GE!\~RAL DATA', Un!>crcw the knurled icnob, open valve '2' (bl
Replace the scaling plug in tbe black conneclor and the pressure dusl cap on the suspension units interconnecting pipe valve. If the system has not been filled with new dis placer
units proceed as follows for pressurizillg. Fit the bl.tk connector with tbe knurled knob unscrewed. Close villve
'2' (black valve) and open the bleed valve. Usc the pressure pump unlil air is evacuated rrom the connecting lUbe. nnd fluid appean. Close the bleed valve aud screw in the knurled knob. Operate the pressure pump until tbe correct working pressure is shown 00 the pre!\~w..: gauge, see 'GENERAL DATA', Unscrew the knuded knob "lid open valve '2' (black \'alve) to release the pressure in the pipe . Renlove the black connector and replace the sealing plug in the bl.e).; connector and the pressure dust cap nn tho.: suspension unit interconnecting pipe valve.
Maintenance Should the service equipment be used continuo usly it may be necessary 10 c,lrry out tht following maintenance. Fig. H.9
&n';ce 100/laG 682 Remove the front pand and. 00 the lower Ief1-hand side of the unit, a drain screw will be seen on tbe vacuum pump. Remove the screw aud drain the fluid . A~ SOOD as the pu mp is empty of flu.id slowly pour the r.::commended vacuum oU S.A.E. 10 into the top of tbe pump until it starts to flow out of the drain serew hole. Replace tbe drain screw, Periodically lubricate tbe service uoit mechanism. $,uvice too/180 703 Remove tbe front panel aud fiji the \'acuum pump with recommended vacuum oil S.A,E. 10 through the filler
A rl!or-tmd view of flte power unit removed complete wilh sZlb-frmne Dlld ddve shafts A. lbrco of Ihe sil( J.
~u b·rr.lme
mountinll points.
The displaccr hoses must be scaltd afler the !'Ioid has !:Jccn dil'Olrled and tbe hoses disc:onnected. to prevent Che
cnny or din.
hole in the lOp of the pump. Fill onl)' whcn tile lever is al tbe eud of its downward stroke. Periodically lubricate the sen'ice unit alccbamsm. IMPORTANT.-Wbell the equipPltOI is oot in use both yah" shol1ld be lelr o~.
Seclion H.4 SUII-UAMES
Fig, H,8 The depressurizing a"d pressurizing cormeclIJr fitted fO the vah·. "". the suspension interconlll:("/ing pi/U liOO. Issue 6. 694:>7
Remonog-front (with engi.ne IlJld trllllSmbsloD assembly) Raise the car witb a jack under the lcansmi3sion casiag. placing a piece of wood between tht jack and tbe casing to avoid damage. lack the car sufficiently to talc:e aJlload olT the suspension . Remove the Wheels. Disconnect. the battery leads. Remove the bonnet. Depressurize the syst:;m (Section H.3). Discolln.::et all electrical eonne<:lions from the cllgioe. Removc the born. Remoye the carbur~ttcr(s) and air cleaner (Section A). Slacken off the exbaust pipe to manifold 'U' bolt and release the pipe from its fixiDg point Oil the transmission casiag and (rom the two locations Oil the rear sub-frame. U nscrew tbe speedo meter cable from the traasmissioa casing. Drain thc cooling syslem (SeetiolJ C). H.9
H
THE SUSPENSION
--A
Fig. H.IO
A5 3 80 A
Tile complete rellr sJJb-from~ assembly. s!Jowillg: ... The: displac.tf unit hoses.
Disconnec[ Ihe b~aler inlet hose from the water (onlrol valve and tbe olldet bose from the cylinder head pipe. Slacken the clamping screws and release the illner and ouler cables from lJlt: water comral valve:. Unscrew the c1ulch slave cylinder securing bolls and move Ihe cyliudc:r out of tbe way of possible damage. Remove (he gearbox extension (SectioQ E). Disconnect the displacer unit hoses at the unions localed on the enghlt bulkhead. Ensun: safe keeping of the restllelor cone. Plllg the cnd of el'lch hose to prevent the entry of dirt. Disconnect the brake hoses (Section K) and the steering tit:·rods (Section J). Will! the engine ,\lid Iraosmission assembly supported on the jack. lake the. weight of tbe body Oil pndded slings loCi led under the front wings. Remove the IWO boll~ at eacb fronl comer of tbe sub· fmme securing it to tbe ')lounting brackets on the body and the two boilS at each rear corner. Remove the two nuts secuimg each tower (housirlg tbe displAccr units) 10 the mounting brackets. Rewove the bolts securing the mounting br:\ckels to the boLly and lift out the mOIlI)tinC brackets. lower the jack, Hr! the body witb the sung, nnd whei:lthe COline and transmission assembly dear. RdtttiDg-froot Refilling is mainly:. reversal of the relJloval procedure. Wheel tbe engine aDd Inlosmission assembly into position and lower the body. rosen all the mour-tillg bolts and set screws before tightening any of tbem. II is most importaa! that no undue slTnio is used whto aLipioa: the mOUDfin&.' aDd bolls. Tighte n the bolts securing the tower mounting brackets (0 Ihe body to ensure correct aUgllnlc nt of the engine and transmission assembly. Tighten tbe relDainiog mounting bolts. Blced the brakes and pressurize the suspensio n system. H.IO
I . 11><:
3u",itiary sprUlI bT:ldr.cl Clenf(lll(;e.
Ucmo¥iog-rear Lin the rcar of the body v.;th the sling and free the suspension of all load. Deprc:ssurize tbe system . Remove the luggage compartment floor and the 1wO rubber plugs in the body floor panel 10 give access to the displaar units. Unscre.w tbe displacer ullit hoses at the unions. and plug the ends of the boses to kc ';' out din. Remove the e>ohaust pipe and silencer assembly. Take tbe weight of the 5ub--frat"l)e with A jack under a length of wood placed cenlrillly from frollt to rear of tile sub--framc. Raise until the wheels a re ofr the ground .uid remove chern. Disconnect the nJ:lio brake pipe al the uoioo loe~tcd 00 the front c ross-mc:mber of tbe sub-framt:. Plug tbe lines 10 prevent leakage of fluid . Remove the floor plate at the base of tbe hand brake lever and disconnect tbe cables; pull the cables through the fl oor Bnd clear of the body . Remove the rear ~e.t and squab, and tbe two rubber plugs in The floor . Unscrcw aU bolfs nod sel screws sc.cudllg the sub-frame to the mounting brackets and the brackets to the body. R."is.: the rear of the car and withdraw Tbe sub-frame 00 tlle jack.
Me.6ttinc-rur Reverse the removal procedure_ Insert aU the sub-framc mounting bolts and set screws before tigbtening any of them. U is roost imporf.IJI1 lbal 80 undue "rr~iD is used whto aliping ftlt Ulounriop a.od bolts". Bleed the brakes. Whcn re6tting ensure correct alignment of the stru( fool and di$placer unit before: pressurizing tbe suspension system. 1100.
lssul! 6.
694)1
H
THE SUSPENSION SectiOD H.S RADIUS ARMS (EARLY 1.... 00ELS)
AecooYiDI Remove lhe sub-frarae assembly (Section H.4). Disconnect lhe brake hose and plug the bost and pipe. WichclrSlw lbe split pio and clevj, pin and disconflccl the band brake cable from the lever 011 the backplate. Unscrew !.be tlut and washer from the hand brake cable ,eClor pivot and lin: oft' the secror.
Re1t8sc the haed brake cahle from tbe bracket by uliserewiol (be ferrule and sliding the cable through the
• Iot io the brocket. R.emove tbe anti-roll
bar and
IIUI
Refitting Re verse the removal procedure. Ens ure that the displacer unit strut foot is COrT«:dy located in the radius arm and the thrust washer is SUed with the relieved faoe towards the bearing. Bleed the brftkes . Pressuri7.e lbe suspeo.sion sYltem.
aux.iliary springs
(Section H.I). Remove the
NOTE.-Care nlflst be takeD to ensure tIIa. tbe buriags :ne rotatcd wbilst the 'Hiable-width spattr Is btiAc fitted, Jt is C$Se.ntiaJ 10 ensure thai the btllriog ilmu rate assembly 1I rotaliDg witb the shari (:lDd not on It) ..·tillst the prelold ill meamrtd.
aDd spril\g washer from each cnd of
the radius .urn pivot and tbe four set screws from the radius .rl'll outer suppon bracket. lin: out Ihe radius arm aDd displacer unit .
MolybdentlDl d.isuJphJdc grusu B.P. Enerarease L. 21M; Castrol Castroleasc M.S. 3; Duekham's L.B .M . 10; Esso T .S. D. 1278; Joy's Filtrate MolYlhiurD; M obil Grease Special; Shell Retinu AM: Sternol Ambroline 1001.
DdlDuiJiDl Wbcn dismantling, remove tbe
be~ring
cups, USial the
Serviee tool. DisCDlDtliOI:
aD. re.asstmblial: t.be roller (00' joiat
Remove the circlip and 1m out the assembly. When reassembling reverse the above procc:dure. Rra.o;:stmbling: Press the fixed length colla r outo the outer end of tbe pivot shart until the Bat face of the coUar is flush witb the stepped facc of the shaft, Fit the mounting bracket with tbe llUI aud spriug walOber, care being lalcen that the mouoting br.Jck"el does oat interfere with the positio n of the eolJar on thc shaft. Press the bearing cups into the radius ann witb a suitable n)alldrcl. Pack tbe bearings wilh nlolybdeulzed grease (sec eod of Section) aod fit the bearings into the radius arm . Fit the dust sb.ic1d ioto position Hush with the outer end face of the radius arm. Slide the pivot shart throug b the bearings fro~ the oUler end a nd fit a spacer from the range available, It is suggested that tbe spilcer originally titted be used, if available, or a spacer of ')01 ;0. (7·6 mm.) thickoess. Fit a suitable distance piece no tho inoer end of the sbart, ensuring that it botLS aeai nn tbe stepped face of the pivot sbaCt. Fit and lightly Ligb teD the nuts and spri ug wubers and check to ensure that the spacer is nOl too thiek as this: would subjecr Ole bearings to uodue stnin if the outs were rully tightened . H aving ensured tbat the spacer is tbe approxima te thickness required, tighten the nnts. Cbeek the torque required to rotate the sbaft : this should be in the ra nge of S to 10 lb. in. ('058 to ·115 kg. m .). If tbe torque is grealer a (hioDer spacer is required, aud if Jess a thicker spacer sbould be fitted . For guid,lOce. a spacer lruck.oes~ changc ·003 in . (·076 rum .) (difference betweeo COllseculive spacers in tbe rangc) will give a torque chaoge of 5 lb, in. (·OS8 kg. m.). Nioe spacers or dilrere(lt thicknesses a re available.
or
or
1I00,
I..swc ...
In~8
Seeli •• H.6 D1SPLACER
U~'TS
(FRONl1
RrmowolDC Raise the car wilb a jack under the lransm.iS5iOD caJin,. placinG a piece of wood between the jack aDd tbe casina until the load is taken off the suspension. Dcpressur1z.e the system, Disconncct the displacer unit bose froro. the union on the engine bulkhead. Unscrew the nut a od remove the outer end of the upper suspension arm frOID the knuckle. Unscrew the )lUt and withdraw the upper ami pivot boll . Remove the upper lUlU complete with ~~ . displacer strUt fOOl.
Witbdr.1w the: displacer. 1)isotl.Otli.Dg tbc upper anD Wben dis ma ntling, remove the bearing cups, using the Service tool. Dismantling IUId rc.a~mb(jog the roUer (001 joiot Re lllove the eircUp and lin out the assembly. Wbcu
reassembling, rcverse the above procedure.
Re.assembliDg tbe opper ana p~ss the bearing outer cups into the upper suppan arm with a suiubly sh ;,~ d U'ltlndreL Pack bo th bear;llgs with molybdeci7..cd grease (see eod of Section H .S) IJ'ld assemble the be:lring into the upper support a rm, care being taken to preveut damage to the oil sc:t ts. Press the fixed-length dist)nce .....:lshcr onto the pivot tube, eusuriog that the tlat race of the washer is Oush and square 'M.;!h the ecd of tile pivot tube, Slide the pivot tube tluoug.b the bearinGS: from the froot face of the upper luppon arm and fit a spacer from the raoge ,ava.iiable. It is rnggested tbat the spacer originally litted H.II
H
TIlE SUSPENSION
A
B
.....
Fig. H.l1 (B)
(A)
A scrf;on through the roller joim asumbly find theJront upper am1 pivot
be ust.d , if available, or a spacer of ·301 in. (7·6 rom.) thickne5.!l, Fit the upper arm pivot pin, ensuring that the flat washers butt against the end facc of the pivot tube and the fixed-length distance pieoe and variable spacer ate flush with the end of the pivot tube. Fit and lightly tigbkll the nul and spring washer, and check to ensure that the spacer is not too thick as tbis lYould subject the bearings to undue strain if the nuts were fully tightened . Having ensured that the spacer is of the approximate thickness requi~d. lighten the out. Check the torque required to rotate the shafl: this should be in the range of 5 to 10 lb. in. (·0.58 to ·1 15 kg. 01.). If the torque is greater a thinner spacer is required, and if les~ a thicker spacer should be fitted. For guidance. a spacer thickness ch:lnge of ·003 in. (·076 mm.) difference betwecn consccutivc spaccr:s in the range) will give a torque chaoge of S lb . in. (·0.58 kg. m.). Nine spacers of different thicknesses are available. NOTE.-Care must be taken to en5llCe that the bearings IIrc rotated ~· bilst the variable-width 9paeer is being fitted. It is ~tiaJ to fliSllle that the bearing inner race assembly is rotatine with the sbaft (aad not aD it) whilst the preload ii mcasared. H.12
A seclioll through th~ roll~r joint assembly and the uar radius ann pivot Rc.'fittiDg Revl:rSc the removal procedure. Ensure the correct location of Ihe dispiacer slrut foot and displ:lccr unit when pressuriziJlg.
Section H.7 DISPLACER UNITS (REAm Removing (1 ) Raise the reu of the vehick. and remove the road
wheel.
(2) Depressurize the system on the appropriate side of the vehiclc. (3) Oi!>connect the displacer unit hose at the umon beneath the rubber plug inside the boot. (4) RemO\lc the displacer strut. (5) Remove the displacer unit. Refitting Reverse the instructions io (I) to (5) (0 refit a displace r unit. EYacuate and re-pressuriz.e the sys!em (see SecliOD J-1 .3), ensuring that lhe displacer and strut are correct.ly seated whil~ doing so. 1100.
f srue 4.
1028S
H
TIlE SUSPENSION
A
B
,.. -_.-----'
..
.'
Fig. N.ll
The Hydrokmic suspension under vDriolls conditions A.
11 00.
J>sue 2.
S201)8
;..'orma).
; . .:. Front bump.
C.
Rear bUl'np.
H .13
H ___ . _._ - - - _ _ r----·-"""" ... ...
_ .. _-
.......
__.,
.
I
!
I,
I
j
~
;z:
I
~
,
0
I I
i
~
U
, N
'" (!)
~ ~
~
~
~
..: ~
I
I
§
'"
II ~ ;
'[--- _._,,H.14
~"ff
- ...-....
- . - . . -.... ~;~~ TMUC 2. S200B
~
......... .... " ... ............
N Ul.
NUl .
'o.
wuh.:r.
27.
Plain w:lsher.
Spring w;ut\o:f.
'.
".
.._ .•_•.•..• _...___ .._._._..___ ... _ ..__ .. _._.•__ ..
Screw.
Sprint: wiSh""
Screw.
Rear L.H. rr-41 Jub-fnarnc mCM'll iTl,.
Rcu A.H. teIIr sub-frame 111000011&.
N'L
\\'JS~ t.
Plain "",,-
lB.
... ""'0. ...
37. NOL
". ...
H.
33.
ll. Spri", wasbcr.
)J .
30. Spriol ..... asl1e r.
N,. Du~rlpliclf 29. Scrow-short.
_ ..._..._.._--_....._-.. - .... _.-
_ _ ._ ....__ .___ •___ ...._....____ .•_._ .. __•_____ _.__.__ .__.
I-'ronl L.R lcar sub-rrnme mOlJnl{"e.
r:ront R.H. fe/lr sub-frame lTK'Iunlin,.
28. Sc:n w- l,1n,.
26.
I l . Sere,v.
Rear sub-r,:ulu: as:;cmbly.
Rear
II .
2~ .
Nut.
".
Nut,
Ill..
"!'lX' $ub-fl'M'lt ulo.'Untilli:-
Washer.
2 ~.
Sarin, w;uhtr.
9.
Plain w:'isher.
rt~ifl
12.
21. S,,' ;;··;.
}> I;un
8.
w:'I$hcr.
7. 50.....
~
lower (root sub·fmme mouolioe.
Screw .
19.
IS.
R~r
17.
l)ewi"'I<)l1
Sere.....
Sae...·.
16. Sprinl,'; washe r.
IS.
ND.
FIMII slO b-fO'olC from fllountinl:='
Pt.,in . . . ;\5her. •• ,. SprinG "",ashtr.
,.
------
- -- .......
KEY TO THE SUS-FRAMES AND MOUNTINGS COMPONENTS
_._.•.....-.............. _..... _._._--_ .........•. -._._.. _..
Np. i>t->rr i;·,i•• n I . Frurlt scb-frame userub}),.
,
. ~
__..______
. r-······· ·· ··
:,. 1_ ::t'
~
w
8
.-
==
H
TIlE SUSPENSION driviog Bange and 8CJlibie jo.iot to idelltify tbem for refilling in their original positioo. Discoonect the upper and lower suspension arDlS from the swivel hub ball pins and withdraw the hub assembly and drive shaft.
Fig. H .13
A sel:lion ,hroug" {h~ SW;l,tl hllb ball join/s, ,akt! ftlder gauge meruuume/lfS 01 the positions indicated
SeelioD H.8 A1\"-ROLL DAR AND AUXlLJARY SPRINGS
RemoYing R~move the sub-frame assembly (Section H.4), aud with tbe radius arms on full bump remove the specia l sel screws securiog the an(i-roll bar and auxiliary spriogs
to the inside face of the radius arms. Remove the nuls securing the auxiliary spring 10 tbe sub·frame and lift away the: two assemblies.
Refttting The primary purpose of tbe auxiliary spriog bar is to
introduce a rate to the suspension. The origina l selling of tbe bars should not be altered unless a small trim alteration is required . The gap betweea the ioside face of tbe auxiliary spriog
bracket aDd the underside of the rear sub-frame (see Fig. H.lO) should be set at '125 in. ()'2 mm.) but snlll1 adjustDlents of ± ·125 io. 0'2 mOl.) call be madc, the maximum perro.issible gap being ·25 io. (6-35 rom.). To increase the beight of the rear cod, slacken off the two auxiliary sprina bar outs. Release tbe locknuts on tbe two adjuslcr screws, and turn the scrcw~ to reduce the gap. To decrease the beicbt of the rear cod (be load on the SpriDt bars must w-st be. reduced by loadiog the rear cod until a fuU bump efT~cl is produced. Turn (he screws to increase tbe gap.
Rc6ttina Thoroughly c\can aU conlpODeDU and refit the ball SCill, pio, and baU bousil1C without the paeking shims. locking "'asher, or lower ball joint sellt spriog. Screw down the ball housiog until there is no free movemcot between tbe ball and the balJ seatiog and measure with a feeler gauge the gap between the housing and the swivel hub. Remove the bousing aod ball pin (refit Ihe Spriu8 under the lower joint baU seal) lind repack the assembly with grease. Add sbil)lS to the value of tbe feeler gauge measurement less the thickness of the locking ....-asher. '0)6 io . ('9 mm.). The final assembly must have a eooditioD of zero to ·003 ill. ('076 rom.) end-Doal illld a further shim must be added to tbe initial feeler gauCe DleaSUreml!nl to produce Ihis condilioD. Replace the loekiDg washer 3nd refit the assembly to the swivel hub. Should tbere be: e"idence of c:(ccssive eDd-Boat or tigbtoess the rhidcnC"Ss of the hou,iDg slums must be adjusted accordingly. Use Service tool 18G )72 with spaoner 18G 587 to tighten the ball pin retaioer to the comet torque figure (see 4GENERAL DATA'). Tap up the locking washer on thrt:e Oats wirh ont Bat adjacent to the brake disc to secure Inc bousing. Replace tbe dust seal. reGt the suspen~ion amI. and Ligbten the baU pin nut to the torque figure given in
'GENERAL DATA'. Reconnect the lie·rod yoke to tbe lower arUl . Re6t the road wbeel Rnd lower tbe car. Pressurize lilt: system.
SeelioD H.I0 HUBS Front
Remoliing Raise tbe car with a jack under tbe lransmission c.:asiog;
piau a pieee of wood between the jack and Ihe casing.
SeelioD H.9 SWIVEL HUBS RCaIOviDg Depressurize the system. lack up the cat and remnve 'he road wheel. Remove the brate cOl lliper as iu Section K. Suppon (he C:IlUipu l\sserably-do not allow it to bang on the hydraulic hose. Remove the stub shaft nut and wHbdraw the wbeel hub. Disconllect the tie-rod ball end from the steering lever and tbe drive sb.. n at the flexible coupling, remo'Oing the four nuts from tbe coupling outer ' U' bolts. Mark the H.16
Remove tJle road wbeel :lod disconnect the brak;;: calliper assembly as in Section K. Support the calliper assembly-do 1I0t :lllow it 10 hang 00 the hydraulic hose. Remove the split pia and llut and pull 00" the bub easing and disc :assembly. using Service tooll&G 304 alld adaptor laG 304 B.
Broke disc r~mo}'Jng and refilling Remove tbe securing set screws and relllo~'c the hub from Ihc disc assembly. RefittiDg is a reversal oftbe removal procedure. Should the maximum run-out at tbe o uter peripbery of the braking surface exceed ·006 in . ('IS roro.) after fitting, the disc must be removed 311d repositioned on the drive sbaft splines. 1100.
I~ue
7.
1140
H
TIIE SUSPENSION Section H.l3
R~ftttj1f.g
Pack the bearings with grease . Reverse the removal procedure. Ensure that the bearings, wheo ins
Removing Raise the car witb tbe jack positioned under the rear frame cross-member. Remove the road wheel and grease-retaining cap. Remove tbe split pin, bub nut. and 6111 washer. Pull off the bub assembly, usiog Service tool
18G 304 logethu with adaptor ISG 304 B. RefittIng Pack both bearings with grease until there is a small protrusion of grease on either side of each one, sod also pack tbe cavity between the iDDcr bearing and the oil5e8l. Do Dot 6JJ either tbe cavity between the two bearings Of tbe retaining cap witb grease; lightly SUlCal" the spacer. Rt:fi.Hing is a reversal of Ihe removal pr~dure. Ensure tbat the hearings are fitled with their side marked 'THRUST' adjacent to the bearing spacer, aOlI tbat the Oat washer is fitted with tbe inner chamfered ed,c t~ wards the bearing.
Seclio. H.ll SCHBADER VALVES When tilting a new Schrader valv!; to the '1alve block Loctite Grade A sealant must be applied to tbe threads arUT inserting the ",aJve one or two threads. this is to eOSlJre that uo st:alant rcaches the internal bore of the (1'4 to 1·5 kg. valve. Tigllten the valve to 10 to II lb. m.) torque and allow 24 hours fOT tbe sealant to cure.
rt.
Section H.12
RADIUS ARi\lS (Later Models)
laler lwo-door Mk. I, all tlYo-door Mk. U, aod later four-door Mk. 11 models are 6lted witb progressive rubber a rch springs. which are ill pt:rmaoeDt cootact wilh tbe radius arms. These rubber arch springs replace the anLi-roll bar aDd aWtilil'lry springs, and Ihus Ibe reJOo \i;.!1 of the complete rear sub-fr
Reverse the iostructioos io (1) 10 (6). E"ilcuaIC and repressurize tbe system (sec Section H.3). ensuring tlUlt the displacer urn! and strut are correctly seated while doiug so. Readjust the hand brake.
S""tio. H .14
SUR-FRAME MOUl'oTINGS
Proot Support lhe weight of tbe engine and tnmsmissiOD assembly as close as possible to the mounting that is to be cbanged. If more thao one is to be changed at the same lime the body must abo be supported on the sling.
Rur Bither of the mountiogs at the rear of tbe rear sub-frame can be renewed in the same way as those of tbe front sub-frAme. To remove aud fit new mountings at the froot of the rear sub-frnme remove the sub-frame asst:mbly as detailed in Section H.4.
ARCH SPRING (Later Models)
Removing (I) Raise Ihe rear of tbe vehicle and remove Ihe road
wbeel. (2) Remove Ihe luggage floor. (hen release the Iwo nUIS securing ttle arch spring from inside tbe boot, a nd remove the arch spring. Refitti.og Reverse the dismantling sequeoce, nOling Ihe marking 'FRONT' on lhe arcb spring.
(For 'SERVICE TOOLS' see J1Qge H.l9)
1100. Issue 8.
10lli
H.l7
H Section H.tS SUSPENSION PRESSURE AND WING HEIGHTS
A
B
--~~C-~--------------------------------~-C-<~--~'~I 'Ol' CONDITION OF CAR Waler; oil; pelrol (max .) 4 Imp. &,,1. (4-8 U,S. gal., 18·2lilres)
(kg./em,,)
Fron. win, htight (A) 111. (mm.)
Rear wing htlght (0) In . (mm.)
See 'CeDual D_p'
Ill±! (J~ ' 1±6 ' lS)
IJI±! (346' 1± 6'lS)
Presti'" Ib./sq. in.
NOTE.-It is most ilDportanl thul tbe sllspeosioo system should be 6Ued to the correct pressure (sec 'CENERAL DATA'). At ioillal assembly, or subscqlltolly if a oew Hydrolaslic IInit is fitted. tbe system it to be pr~urizcd to JSO Ib./sq. io. (24·6 kg./ern ,l) (or a period 0(20-30 mioutes, or 300 Ib./sq. io. (21·) kg./em.') for JO minutes to 2 bo urs, before selling (0 the operatiog pressure staled in 'GENERAL DATA', The front and rear wing heights should tbeD be adjusted, 10 tbe dimensions ,howe, by means of the auxiliary springs o n Ihe rear suspeasioo. The pressure loleraoce given to be used 10 equalize lbe heigblS of Ihe vehicle sides to within 1 in. of each other withir. tbe permi95ible general beight variation. To check and adjurt the pre&9alel. (Service tools 18G 682 O J 703) Witb the CDr in tbe Above coudilion and resting on all four wheels carry oul tbe following. Fit the black coonedor wilh tbe k.nurled knob unscrewed. Close valve '2' (black va lve) and o peu the bleed valve. U,c the rres.~ure pump unlil air il evacuated rrom the connect jon tube and fluid appears. Close tbe bleed valve, operate Ibe pressure pump untillhe working prcssur;: is reached, (sec 'GENERAL DATA'), and then scre w in tbe knurled knob. If the pressure reading is low operate tbe prenure pump until the correet working preuure i. reachcd, (see 'GENERAL DATA'). If the preasurc ga uge readiog is bigh, adjust 10 the correct working preuurc by opening valve '2" (black valve). When the preasure readillg is correcl unscrew the knurled knob, open valve '2' (black valve), and remove the black connector. Replace tbe ,ealing plug in tbe black cooncclor and tbe prcssure dust cap on the sUlpensi o n unit interconnecting pipe valve. A cbeek c.a.o also be made on Ihe suspension pressures, using Service tool 18G 685. The tool must 8ri' be adjusted in the follolVing manner. Connect Lhe pump 10 a pres,ure gauge fitted with a Schrader valve from which the core bas be\:n rCPloved. Fill the tool with Hydrolastic fluid and operate the baud lever of Lbe 1001, Doling the prC'Ssure registered 00 the gauge. Adjust Ibe valve Heat uotil the working pressure of (be sylteDl is registered on tbe gauge (see 'GENERAL DA TA'). Tighten the lock screw aod replace Ibe wuher and screw. Fit the connector 10 the suspension unit inlerconnec(ing valvc and operate the hand lever until the rdief valve in the: tool commeoce£ to ope~le. The suspension will now be at its co rrect working pressure. NOTE.-ShouJd the Hydrolamc swopclllIion sJS1em snfI"er damage :tOil the fluid be lost, the suspenSion arms OD Ibe damaged side of the .ehicle will cantut tbe bomp rnbbus at both (ront IlIId rear. In this condidon tbt car may be drina with complete wet)" at 30 m.p.h. (48 km.p.h.) o'er metaUed roads.
---.-----.-.- -. H.I!
-----._--...-_.-_0._1100.
FmJc 8. 10288
B
THE SUSPENSION SERVICE TOOlS
laG 1l4. Beari.ag and Oil Sui 'Remo,'er "nd Replacer (basic tool) taG J34
18G 134 F. Front Hub Outer Utaridg Keplaen Adaplor
Por use witb J80 134 (to separate the drive flange from the brake disc).
laG 134 BU. Flywbeel and Froot Hub OU Seal Replaur Adaptor
Por the correct and easy repla(Cmenl of the ((Ollt hub oil selil. Use in conjunction ""ilh basK: tool 180 04.
~
~.. l8G 134 SA
JaG 260. flub Dearing Oulu Rate Remover (bRsic tool) JaG 260 H. Front Hub Drive Flange Beariog Ooter Race Remo\'cr Adaptor
An adaptor designed for use ill conjunction with bask: 1001 ISG 260 for the removal of the outer bearing races from the front hub.
Jac 260 H
JaG 260
laG 304 .•'root and RcaI' Hob RcmovCT (basic (ool)
laG 304 B. Front and Rear Hub Remover Bolt Adaptor Two of tbe ~daptor bolts 180 304 B are required in order to puU tbe rear hub from the rear radius aml .
ISG 304 1100.
Im.e.oj.
69437
"'''
J8G 304 B J/.l9
H
THE SUSPENSION
laG 587. SIt;,'!!1 Hub Rail Pin Rehliner Spinner
This socket must he vicd willJ lorque wrench I SO 312 in order that the correct torque figure may be appUed to Ibe swivel huh ball rel
IBG 587
18G 703. The I-f,"drolrts,tic Suspttiion Senice Unit
18C 70.1
ISG 68S. The Hydrulastic Hue! Pump
This l'Ialld pump should be used to bring the suspension SyslcJO up 1(\ the correct trim pressure. It must 001 be u ~d whe., the wstC nl bas been deflated either by a Italc ur by clisnl:lnlllllg. In such cases air wiU have been allowed to enter the system
lac 685 H .20
] 100.
lS!iuc:4. 69437
H
THE SUSPENSION
18G 704. Radin" Arru BC:l.ring Outer Race Removu
For the correct relllClval of the outer races of the taper roller bearings from the radius arm housing.
J8G 70-1
18G J14 UJ. Radius Arm Dearing Outer Race Replacer
For the correct aDd ellSY replacemeut of the outer r"~e ~
of the t.apcr roller bearings iota the radius arm
housing. Use in conjunction with basic tool lSG 134. 18G 134 8J
18G 70S. Bearing Centre Race RCDlo,'cr (buic. tooO
18G 705
BOO.
[5.lillC
2.
69437
R.21
H
TIlE SUSPENSION
l8G 70S 8. BuriDg Centre Race Removu Adaptor For the removal of tbe rront hub beariog race centre from the drive Gange. Use with basic tool 180 70S.
18G 705 B
ISG 70S D. Bearing Ceutce Rau Remof'cr Adaptor
For the removal
or lhe
rear bub bearinG race centre
rroOl tbe !lbaft Usc with bftsic tool 18G 705.
18G 705 D
H.22
1100. bsue 2. 69437
J
SECTION J THE STEERING GEAR Section Geoeral description Front wheel alignment
1.4
Steeriog Column ..
1.2
Lubrication
J.S
Lock. igniLioD. switch
1.7
NyloD. tie-rod ball ends
1.6
Rack and pinion
1.3
Wheel
1.1
Tool, ..
1100.
Wu~4.
S698T
.. Elld of Section
J.I
J
--------..-....----
-- ...-.- ..
-.--.~
i
!
,••
" ,, , i
i
L-.. _ ... _._._ ... ___ _ _ J.2
I ____ .________ .__ ._... _. ___ .. _ i 1100.
luut <4.
S6981
r' .
t;
o
I
i
I
:i
~
• I
~
_...__._.-
OS. Oall st:Il.
Rack.
lL
l4.
Oil seal.
Ball cone.
14.
".
".
".
End CQver j!Jinl.
Cover shim_
lI. End cover.
40.
J9.
".
C.1i1.mp base.
I.o cknul.
NUl .
31. NUl .
17.
lWl~p.
l6. Circlip.
Cirdi".
DUOIII'uher.
Rubtx:r bool.
Rubber boo!.
16. Ba.U catc.
SS.
lJ.
ll. Pinion.
Dj5C spring.
12.
Ball soc:kCI a$S("mbly.
[!;'lulU}.
Seal clip (inner).
30. Sal clip 31.
Yoke shim.
29.
11 . Cover joint.
...
•• Spring washer.
28. Rubber piler.
S. CovCT boiL
Locknut.
2J.
7. Dmper c.()vcr.
Ball hO\,lsing.
26.
•• Vl-lnpcr yoke.
wa~r .
wa.~hcr.
I
I I
I
,I i
_-,
_J
.. _ .......
._._....___ ._.. _......___..... __ .__ .
LoCknUI.
Slud.
Washer.
".
". ".
SiDelinG-wheel nut.
SlecriDs:-wh~l .
Waliher.
Spnng
Column ..crtw.
Washer.
Nul.
'Pinion clamp bok.
Scaling
Column bcarins: (lower).
Column bcarine, (upper),
Column lube.
,~
>S.
l4.
Sl.
5~.
".
...
... ...
47.
".
...
Wuher.
44.
Thrust sprine.
24.
Dtlrriplfofl
_._--
41. Columo ancmbly.
K01JSing scrc ....'$.
,.
'U' bolt.
42 N"
,I.
1'•.
..
Tii>fOd .
4.
13.
DU$b housing:.
Sprint: wcuhcr.
S.
22.
Fell bush.
Dts(rip.i
KEY TO THE STEERING COMPONENTS
..- ....
2
1'• • DtJt:rlplion I . bel.: housinG-
---_.-
~
J
TIlE STEERING GEAR GENERAL DESCIUPTION
The rack·and-piniotHype steering gear is secured to the eosine bulkhead. Tie-rods, operating tbe sleering arms, arc ollacbed 10 each cod of tbe stcering rack by baJl joints enclosed in rubber gailers. The "cering-coluOln engages (he 'plioed end of a hdical-Iootbed pinion 10 wbich it is secured by a cla mp boll. Pinion cod-play is eliminated by adjuscmcot of the shima fined beneath the pinion Lail buring rtt.aining plate. A damper pa.d inserted bcoeath tbe steering rack coolrols the backJasb between the piruOD Mod racle, WARNING.-Wbell the nhlcle 1I boisted so lbat tbe Iront 1'I'beels are clear of 'be ground, forceful mo1'clDfol of Lbe wheels from lock to lock must be .,oided, otberwise dam'it may oeeM withIn tbe steuing mcehaDism.
Section J.t STF.ERJN~WHE[L
Lever oul Ibe boro-push control. Unscrew aod rtruo . . \:
the liteering-wbeel retaioing nut Ind wilbdraw the steering-wbed, using special Service tool 18G 70 with adaptor 18G 70 A. Wtu:n re6tliDg the sleering-wheel apply the torque given in 'GENERAL DATA' 10 lighteD Ihe steeringwheel nul.
SectiOD J.2 STEERING-COLUMN Remorin& Disconnect Ibe direction indicator and horn control wire snap conoectors 10cRted below tbe parcel sbelf. Remove the out, boh, aDd spring washer clamping tbe column to the steering pinioo sbaft. after pulliog back the rubber shroud. Remove the two screws securiog tbe colwuo support br.1d:et to the under side of the fascia, pull the column assembly upwards to disengage it from the pinion shaft splines, and lift it from tbe car.
,
Inspection A benl iuncT I;olumn c.,u cause helwy sleering. Replacc the inner columo on ils own 10 tbe slc:erillg pinion shari, Ihen jack up the car beneath the fronl sub-frame, aod turn the rotld wheels fron) fuU -left to fuU-rightlock, so os 10 rolate tbe iuuer column. Should tbe lotal ' run-oul' O\·eT the top bearing face exceed! in. (6' 2 mm.), tlle column must be straightened, <1nd the check repeated, until it is wilhill l ;tl. (3. ' 111m.).
R_,
The metbod of replacing tbe steering assembly is a reversal of Ihe above ill ~(ruction~ . Make sure tblt the slot in the column clamp is cOrTectly localed with tbe road wbeel, io the slflligbt-abc.1d position. 00 right-band-drive models the clamp nlust be underneath the column and horizontal in order to bring the direction indicator cancelling lug iota tbe COrTecl position. 00 leO-haud-drive models or where the switch is rooved to the left-band side of tbe column the clamp alust be po,itloccd witb the slot uppermost . Tighten tbe slccring column clamp pinch bolt to the torque figure. given io ~GENERAL DATA'.
Section J .3 STEERING RACK AND PINION Remo.log Remove the steering-coh)mn as described in Section J.2. Jack. up tbe car beneath the front sub-frame and remove both tbe front road wheels. Disconnect tbe steering tic-rod ball joints. Slipport Ibe engine with lining equipment from above or with a viuiable-beigbt trolly jade under the Inns· mission ca~ing. Remove the sel screws and bolts from the six subfr:nne mounting points. Remove from inside the car (he nuts from the 'U' bolts screwing tbe rack housiog to the locboard.
.,
Flg. J.I A J.4
f~cl;o"
(hrough
Ih~ ~(e~ri"g
rOCK anti tie-Mdt 1100. Icsue 4. 3610
J
TIlE STEERING GEAR Lower the engine just far eoous)\ 10 pennit tbe rack nsscmbly to be n:leased from the toeboard aod with ~ drawn from tbe car on tbe driver's side of the vehicle. NOTE.-The nspeDSloa displacer hoses, hydraulic boses, controls, etc., hne Dot beeo diSCOnDcctccl for this operation, and to .'oid dlro8gtog them the engine mnlt Dot be lo'nred more than" absolutely otCeMary.
DlmIaDtllng Unlock. the ball end retaining outs on the steering tie-rods aDd rcmo\'c tbe ball e nd assemblies . Release the gailer clips from the rack housing and tic-rods. drain the lubricating oil, and remove the rubber gaiters. Remove tbe two damper housing relaiuing bo1t ~ , the damper cover-plait and packing shims, alld withdraw tbe damper and spring. Unscrew the two boilS securing the pinion shaft tail bearing retaining plale and remove the plale and packing shims. Extract tbe lower Ihmst washer, be .. ring, and bearing race, and witbdraw the pinion. The top be.,uing race, bearing. and thrust washer will be trapped behiod the rack leeth and can be removed after the piojon is withdrawn . Extract tbe pinion shaft oil seal. Using lools 18G 707, unlock and remove the ball joint hOllsing. Punch the indentatio ns io tbe lock washer clear of the slots in Ille locking ring and the ball housing. On later modds where a locking washcr is not fined puncb or prise up the indentalions in the locking ring clear of the slols in tbe rack Bud ball housing. Slacken back the locking ring and unscrew the bousing to releuse tbe Lierod, ball seat, and seat teosion spring. Witbdraw the rack frOID the pinioo end of the rack housing to obviate damage. to Ibe felt or 'VulkcUall' busb tilted in the opposite end of the rack bousing. Remove the busb securing screw from tbe fliCk: bou.sing, Jcver tbe felt busb at ilJl joint and extract it .from tbe bowing. Remove the felt bush metul ileeve.
Eumlaiag ror wur Thoroughly clean aod examine nil partl of the assembly; components showing 5igDs of wear must be replaced \Vim new parts. Fracturt:1l, hollows, or rougb.ness io the surfact:$: of the rack or pinion teeth wiU render Ihem unserviceable. Take parucw4I note of the rubbt:r gaitel"1; should tbey be damaged or sbow the slighlest signs of dclenoratioo, tbey must be replaced witb new ones. The Lie-rod ball bousing and baU seat sbou1d also be SUbjected 10 a careful cbeck aod Dew pana fitted if excessive wear is evideoL The ooler ball socket assembly cannot be dismi.Dtled, and must thC1efore be renewed complete if it is worn or damaged.
ReanembUDe: The 'Vulkellan' (plastic) busb is tbe replacement for tbe felt bush, and is used together with n sleel sleeved busb aDd a spacer. 10sert tbe spacer (plain end orsl) ioto tbe rack housing. 1100.
hsue: 6.
S610
fit the f'laslie bush into Ihe sted sleeve and ioserL it into tbe fack: housing (plain end first), with the flalS 00 che plastic bush positioned offset to lite retainiog screw hole in the rack howing. En.ure Ihat the spactr and bush are correclly positioned and drill Ibrougb the retaining screw bole aDd busb wilb a -b. in. (-27 mro.) driU. Remove aU swarf; coal Ihe retaining screw wilb • Jointing compound and refil to secure tbe bush . Cheek tbll.t Ihe screw does not proj~t inlo tbe bore of the plastic bwb. Refit the pinio o top bcaring. Insert the rack. iota the housing aIld refit the pinion and lo wer pinion bearing. Replace the pinion tail bearing cover without the packing shims and use a feeler gauge to measure tbe clearance between the cover and rhe housing HAl. Fig. J.2). Do Dot overlighten the covcr screws or an inco rrect measurement Dlay be obtained. Remove tbe co ver and refit witb Pilclting sruros to tbe value of the feeler gauge measurement minu, ·001 to ·003 in. ('025 to ·076 mru .) to obtain tbe requirtd preloadi.og. The joint [aces must be ITe.lllcd with shellac to prevent lubricant seepage. Screw the bnll housing loclc ring ooto tbe lack end to the limits of the thread (a new locking riog roust be used). Refit the seal spring, ,cal, lie-rod, and ball housing, tightening up firmly untillhe tic-rod is pincbed . Advaoce Ihe loc'cing ring to meet tbe ball housing aDd check that the lie-rod is still pinched. Slacken back the ball housing ooe-cighcb of a turn to allow full ~ rticulation of the tie.. rod. Relock tbe housing by tighten.iog lip tbe lockwg ring to a torque of 33 10 37 lb. ft. (4'60 to 5·63 ka. m.), at the same time cosuring that tbe ball bousing does not rotate. If adjuslment is correct tbe preload 00 the ticrod ball spberes must be such that a. torque of 32 to 52 lb. in. (·368 to ·599 kg. m.) is required on tbe tie-rod to produce articulation. Re611be damper assembly. Lock
ASJ85AW
Fig. 1.2 A sullon fhrough ,he sluring pinion and rock dbmper (~Qrly I)'pe)
Take a fedu 8au~ me.asu.rcmcnt and lit tbe pinl
Co
Damper yoke:.
1.S
J
THE STEERING GEAR
up by puncbiDg th~ lips of the loc.king rinS ioto the slots in the ball bOllsing and rack. A'" 106-5 lb. (1-81 to 2·8kg.)puU with a spring balance 811ached to the steering ball cod will give lrus figure .
Damper .djUSlmCD( (Hlr!}' type) To adjusf the rack damper tbe yoke must be rc61lcd 'With the springs b ut wilhoullhe packing shims. 1'jghten the secur.ng bolts ..... i{b tbe rack in the straightahead po~i (i on unti l it is jusl possible (0 rOtate the pinion shaff wilh the bearing preload gauge set ( 0 151b. in. (, 17) kg. m.). Take a fetlcr gauge 1I1e.1snrenlc:nl between the damJl('f cover-plat!! and its staling on the rack housing. Remove the dlunper co~·er. treat the joint faces with sbcllOlC, and refit the CO'lU with the packing shims to tbe value: of Ihe feeler gauge nlC
kg. m.). Damptr luljustmCDt (later type) Fit the dvnper yoke and cover-plalc without the sprin~ Of packing shims. Tighten the securing bolts witllihe rack ill (he slraighlahead posi,ion until i, is just possible to rOLate tbe pinion shaft with the hearing preload 8(1 oge set to 15 lb. in. ('17 kg. III.). Tllke. a feeler gauge measurement between (tbe cover-plate and its seating on the rack housing IB), Fig. 104). RemO\'e Ihe cover-plate and (reat the joint fa«s .....ilh shellac. Re6t (be yoke spring and covet-pl:l,e with pacltin~ shims 10 tlie value of tbe feeler gauge measurement plus ·002 in. 10 ·005 in. (-OS mm. to ·12 0l0'l .) , The torque load required to sl..art movement of tbe pinion aflerassembly must not exceed 351b. in. ('4 kg, m.). Fit a oew pillion shaft seal. Refit the rubber gaiters to the bousing and the lierods, Before securing Ibe gaiter clip on the tie-rod at the pioion end stand the assembly upri:;ht and pour in approltimalely -i pint ('4 U,S. pint, '19 litre) of ~lCt~me Preasure S.A.E. 140 oil through tbe eod of the gaiter. Refit and tighteD the gailer clip. Centralize 'he rack and marK the pinion so thai tbe position or the rack Cln be checked aner tbe assembly bas been fitted 10 tbe car. The full lra\'cl of tbe rack from stop to slop is 5 in. (12'7 em.), 2·5 io. (6'35 em.) in each
A bS 7S
Fig. J .4 If section rJtrough the steering pinion Qnd rQck damper (Infer type) .t . Take a fcdcr gauge meuun:m~'fII."d fillhe pioioncnd eovtr "ith shims 10 Ihe value of tht measurement minus {lO1 (0 -OOJ in. ( '()2S to ·076 mm.) before tiuing Ihc damper ),o\(e (C). t. Mmsure lbe lap lind fI\ shims. c . Damper )'oke.
direction . n,,"t:e and one-lhiTd turns of the pinion will give complete travel of the $leering rack from stop to Slap. Refit Ihe ball ends and loclr..ing outs. screwing both eads an equlll dinance onto each lie-fOd until tbe measuremwt between tbe two ball pins is as shown in Fig. 1.3. Tighten the locking nuls sufficiently oilly to prevent movement during refitling the assetrlbl~' 10 the car.
Rt6ttlug Reverse the removal prooedure, but leave the support nuts slad: until the sleering-column clamp pinch boh has becn tightened to tbe torque figure givell in 'GEN· ERAL DATA', Tben tighten tbe eolumn bracket nuts and finaUy tbe: steering rack 'U ' bolls. Cbeck and adjust the wheel a1ignment as in Section ),4.
Section J,4 FRONT W'lEEL ALIGNMENT When correctly adjusted the fronl wh.:els must toe out a total or 1. in. (1'5 nlm.) Of an angle of 6 min. 30 sec.
Fig. J.3 SleeTIng Tack. assembly dimoulonJ
len;th between (he baU piru 4S'34 ill. (11H6 em.). B. Rack leavel fton\ lbe CCnlr:r.) position 2'S ia. (6'3S em.' .
10. Ttoe aDenlblcd
1.6
c. R.clt" Irlvel
(fO/1Il.b~
D. The Ihraded lenl'h
ccatral posilioo 2·Si D. (6'3S an.l.
or the lic·rod.
1100.
Luoe 6,
S6tO
J
TIlE STEERING GEAR per \\"1:«1 with \lIe car in all wiladen condition. To ConTY out any uecessary adjustment tirst check Ihat aU lyres tile inBaled to file recommended pressures (see
'GENERAL DATA'). MeUllfcmeots
lU't takcD
on a 16;
io. (41·S em.) diameter (011 the side l\'all of the tyre) at .II. distaoce of 10.1 in. (26 cm.) abOl'C the grolUld surf.ce. Turo the wheels 10 the slrai~bHlbcad positioll. With COnvenoooal base-baT-lype aJipnmenl gauges mea.<:.urc· megts ill frail I of And behind the whetl centre! sbould be l:aken ill the Silme poiots 00 the lyres. This is achieved by mark.ing the lyres where the first realling is taken aad moving the car fOJ'\\'ard approx..imatdy half a road whul H:\·olution before taking the lIccond reading at the same: points. Wieh an optical gauge two or three n::adiDgs should be: taken with tLac car mO"ed fonrard (0 differeDt poshiolls~ 1800 road wheel tum for two readings and 1200 for three rea, lings. The average figure should 'hen be calculated. Wheels anti lyres vary laterally within their manufacturing tolerances o r as the result of service. and aligoment 6gures Obl .. iuw wiLhout moving the car ore uuceliable. If Ihe wheel alig.nment is incorrect adjust the Irack: by slaclc.eoiog Ihe locknut for each lie-rod ball joint and the dips securing Ihe rubber gailers to tbe tie-rods. Ihen fotale each tie-rod eqUAlly in Ihe Decessary direction . 80th ltc-rods have righl-haad Ibread~ , NOTE.~To cosure thill! tbe stef:ring rack iJ 10 the ctQIr.1 positioo aod tb.t !.he JteeriDg geometry is c:orrect it i5 inlportaot that the tie-rods are adjWlled to exactly eqUid Icoglhs. Aftcr adjustment tighten (he ball joint lockmus.
Seed.n J.S
A
B
Fig . l.S T"~ /ront wheel alignment check must In Joken with fh e frolll I!ihe~fI ill the stroight-oh~Dd position. Dimell.fioll (A) musl be ·A· ill. (1'5 mm.) greoltr Ihim (8)
Secli.n J.6 NVLON TIE-ROD BALL ENDS Ball joints havc nyton seats sealed [or life and protected hy rubber boots; no lubrication is required . The rubber boots must be maintaiDed in good condilion, and iril is found that a boot has become damaged in scrvice both boot and joiot mllsl be renewed. However, if a boot is damaged ia Ihe workshop during tbe reOloval of a joint which bas therefore not become CQnt.uD1inated by road dirl. tbe boot alone may be renewed. Before fittiag a bool smear the area adjacent to the joint with a little DCl'tragrease Super G .P. lubricant .
Seeti.n J.7 STEERING RACK LUBRJCA nON No provisioG is made (or periodical lubrication of Ihe stcering rack; replenishment is neccnary on ly where there is evidctlce of oil loss frOID the rack housing or the rubber gaiters. Sioce lubricallng Dipples are nOl providet.l , the folJowing procedurcs shouJd be (ollowed in order 10 make good allY oil 10$5. provided the lealcagc can be reclified wilhoul tbe nlck a.ssembly bei.1l8 removed from the vehicle. Remove the rctaining clip and release the rubber sailer from tbe right-hand cnd of the rack: housing (len-hand end 00 left-band-drive vebicles) and move Ihe rack co tbe slraight-ahead pOIiilion. Josert an oil Doule into the cod of the rack bousiog aod mjeet Dot more tban i pial (-44 U.S. pint, ·19 litrc). Use Elltrernc Pressure S.A.e. 90 oil. Reconnect Ihe rubb4:r gaiter and move the rack from side 10 side 10 distribute tbe oillhroughollt the housing.
STEERING LOCK IGNITION S>I
(For 'SERVICE TOOLS' I tOO.
l.utl(; S. 1140
sc~
;oge 1.8)
1.7
J
1HE STEERING GEAR SERVICE TOOlS
18G 207. Bearing Preload Gauge
Use this gauge togetber with the adaptor 10 lest the prcloadioB on the stc:uiog pinion during re:lsserubly. Secun: tbe adaptor to Ibe pioiou shaft Bud attach. tbe gauge in tbe adaptor flange. Move the weight along tbe Imr to tbe poundage required. 18G 207
ISG 207 A. StcerU:l" HAck PloJOD Prdoltd Adllptor
18G 207 A
lBG 70. SteeriDg-1fbeel Remover
18G 70
18G 70 A. StwinJ-wbul RemOfU Adaptor
IRG 70 A
1.8
1100.
fssue 5.
114{1
J
THE STEERING GEAR
18G 707. Sleering Rlid. nail Jowl SpanDer!
Designed to adjust the stcering rack ball joiot 10 the corrCCI torque figure ,
~dd i liona l
le,",crage muSE not be
used .
18C 707
, t8G 1063. Sleeting
"I"ID
.
and ~wi\'e1 Hub BaH Pill
Remover For re~lIsin, the taper joiDt on tbe swivel bub and stecrina·rack ball ends.
l BG 1063
1100.
l5S\Ic2.
1140
I .9
K
SECTION K THE BRAKING SYSTEM Section
Geoend dt:Seription Dlecdiog (be bydraulic system
K.5
Brak't$
Fronl (fixed calliper type)
K.2
Front (swinging C<1l1iper IYpe)
K.9
..
R.... Hand brake
](.4
MaioteDa.n.ce
](.1
Master cylinder
K.6
Pre5SUfe reguJaliDJ va've Removing a Ilexible bose
Tool' "
IIOG.
K.l
!auo J,
I02l~
..
..
K.7 K.8 End of Sectioo
K.l
K , I,
i--·_·· .. _· · _ · ·_-
-_._ . __. _._.....
_-_.....__...._... _
- .....- ......
..... . _.
--.. -----
• •• <
,,I
N
!
,! I
II , ! i
I I i
, ,,; !
~ 0
U
~
~ ,,i
~
i
I
L_ K.2
...... - . _- .-
- . - --
_.--.-,.-
__ --:::_.-J 1100.
~ 1. 10'l1~
K
r'- -------------'- ..,- ---"'----------j
I
I
,
·,~ 2•
,.• c
~ Ii
1l
•
~
:z:
-< ,-'
,;
"
,.• j
• ~ "
• ]~
~
ti •
~
~
,lj
(J
'"
l'i
M
.8 .. 11
::l
~
>
u
Ii
~-.-,,-.-,,-.-,,-.-----.--.------------------..-.-._.-----------------------------,,_.-----, K.3
liDO. 1..-6. f02l8
K
THE BRAKING SYSTEM btlow Ihe ballom of Ihe f,lIer neck., bUI not higher. The oeGCSsity for frequent topping up is an indication of a leak in the system wh;cb Should al once be traced and rcctified. Adjust Ibe rear brake-shoes (0 compensate for wear of liIe liniog.... Tbe need for this i! shown by the pedal ,oiDg down almost 10 the floorboMds before solid resistance is felt . rn order to mainlain peak brak..ing efficiency and lit Ibe same lime obtain maximum lire from (he fronl bl"'llke frictioo pads they should be eJtamiued (l(riodically, and if one pad has more ....ellr Ihao Ihe other Ibeir operati ng positions sbouJd be cban~ed over.
Fif. K.I TIr~
brake (A) nnd Ille clulCh (D) master cy/il'/ders
GENERAL DfSCRlPTlON The brakes on all four ~bcels arc hydraulically operated by 3 pe:(bl directly coupJeJ to B master cylinder io whicb the bydraulic pressure of the brake operating Huid i. gencrated. The front hrakes 01\ all Mk. I lIlodds and 011 e.uly J 100 MI-:. II mallual control models ace of Ihe rOlllli(lg disc an(j rigidly mounted calliper type, e:.cb calliper containing t\Yo frictioo assemblies betwecu which the disc rolales. The rcielion pads ace applied to Ibe disc~ by means of two pistons operated by hydraulic pressure, and are automatically retracted when tbe hydraulic pressure is released. Wear all Ihe friction pads is taken up flulomilliC
K.l
MAINTENANCE Periodically eurnine tbe quanlity of brake Quid io the matter cylinder. The level sbould be kept i io. (6 mm.) K.4
PreVtDtive JDlliDten&nce To ~afeguard IIgaiusl Ihe possibk effecls of wear, or dct~rioralion, it is recommended thaI: (I) Disc bra'-e pads, drum brake IiniDg!l, hoses. and pipes should he examined at intervals 00 greater than Ihose laid down in the Pa..ssport to Service. (2) Brake Ouid should be changed completely every 18 months or 24,000 miles (40000 km.) wbichever is liIe soone r. (3) AII8uid seals in Ibc hydraulic system and all fiex.iblc hosts sbould be examillc:d and renewed if necessary cvery 3 years or 40,000 miles (65000 bn.) whicbever is lilt $ooncr. Allhe sanle lime the working surface of Ibe pistons and of the bores of thc master cylinder. wbeel cylinders, and Olher slave cylinders shouJd be examined and new parts fitted where necessary. Care must be lakeo always to observe tbe following poinls: (a) At all times wc Ihe recommended brake ftuid. (b) Never leave fluid in Ullse.aled eoutainecs. It absorbs moisture quickly aad this caa be dangerous. (c) Fluid drained from liIe ,ystem or used for bleeding is best discarded. (d) The neussity for absolute cleanliness lhroughout cannot be over-emphastz.ed.
Fig. K.2 Ollt! square-hladed brake adjusting bolt II provIded on each rear brake-plDte 1100.
t.n.t. 6.
IOUS
K
TIlE BRAKING SYSTEM
Fig. K.3 T/;r ("')"'JlIJllell!S nf n j i.wd.rfPt! from brake mf"iJef
,. P:uJ p:,dJ.. sprint::. 6.,. \'hIOl'l. Bkc
h~ii'n
r~(:lil\in.
~rcw.
C~lIjpcr
,.
I'i.wn nujJ
~1I 1 .
II.
10.
(:IIUJ~,
mOllnlins:
~i'll .
"nti' i(juuk ~hi,\'u.
Seelion K.2 FI{O!'rl·r URAKES Calliper t.'·pe)
(Fi:(~d R~ot"'iDt
frictiOil pads Jack up Ihe car and remove rhe rOfld wheel. IXprc~~ Ihe pad retaining !IOprinG and withdraw the: lCUliuing !;plit pins. Remo\'c the sprins and wilbdrD.w the: (riclion p"d~ and anlj,slllIcak shims frolll (he: cllllipcr. using a slisht rOlaliona! movement (0 assist lemo ...,,!. Ie ma), be ncct'su.ry \0 usc A ptlir (If pointed-nose pfiers for Ihi~ operalion. Thoroughly clean the exposed facc of each piston lim) ensure Ihal Ille recesses in the calliper wbich receive Ihe fricLion pad assemblies are frec from rust and grif. Pres .. c:.ach piston ~ck inlo Ihe calliper. Wbilst this is beine done: lhe fluid IC"'eI in Ihe ma!'oler cylinder will rise. ItllC to ft.uid being displactcl by the pistons. h rna)' be lIecus~ry 10 siphon off any surplus (rom Ihe m;1Sler cylinder In prevent thc nuid from overOowing. Check Ihal Ihe relieved face. of each piston is ccrrectly posiliollcd alld fil the neW friclion pad assembljes ililo Ihe c;dliper. Fit the allti-squeak shims betweel\ tbe pi!>lon il1ld friction pad. Ensure Ibitt the pad ....senlblies ;,m: fCi!c to m.ove cilsily in fhe c.:alliper recusC's. Remove :any high-spots from the pad pressure plate by filing carefully. Refit the retainin~ spring in position, prC'$$ down lhe spring, and iOSl!rt the split pins. If Ihe rtillining springs show allY signs of dama!e or loss o( te nsion. new springs musl be. fitteLl. After fiuing new friclion p:!ds opcrate Ihe brak.: pedal several lirnes 10 ncljust the brake . Top up Ihe master cylinder if necessary. Remo"ing aDd di...mantling a calliper Disconnect the brake fluid supply hosc. Unscrew Ilnd removc the IWO boll!t secunng Ihe 1100.
luue <4
10189
calliper 10 t.he rrnn! hub aJ"ld w;lnuritw the calliper from the dise and 11Ob. Derrets the pl\U rel~in;ng sprillg and wilhdraw the rt( .. iniLlg split pin$. Remove the fdelioll Fads llnd anli-squeak shims :'Ind clean lhc OUlliide of tbe c:llIiper, nlllking sure tbat all din anu 1f;lces of cleaning fluid Ife conlp1ele\y removed. Reconneet the brake Buid supply bose aud support Ihe calliper 10 avoid SITDining the hose. Clanlp Ihe I)iston il) the nlOUlllilla half of (he calliper "I\d 8cotl), apply Ihe foot brake, This operlliion will force the piston in the rim Ilnlf n( Ihe calliper 10 move outwarcls. Continue will\ gentle pres~ure on Ihe (oot pedal unlill))e pi!llnn ba~ en,er¥ed sul'kienlly for it to be remo\'ed by hand . HIWc a cleall receplacle ready to catch lhe nuid as the pislon is rel1loved. With a suilablc bhmt-Iloscd tool remove the nuid sea) from its groove in thl: bore or Ihe calliper. taking irt:!t care nOI 10 danlagc Ihe bore of the callirer or the seal retaining groove. The dust seal relainer can be renloved by in~rti.n, a screwdriver between the retaioer nnd the s~ a l :'md gcolly prisin£ the retain~r from the mOllin ot' thl: calJipl!r bore. The rubber Ileal ciln lll~n be detached. Remn\'e 'he d,HllP from (he monntiDg-baJf piston. To remove fh e mounting-half pislon (mill the caUjper il is neceSSAry fit$IIO refit the rim-hllir piston, and thcrea.fli;:T the procedure is as previously dr:tailed. Wh!::n cleaning OUI the t;illliper it is essential that only nlC:fhylalcd spirit or the correel lockheed brake fluid be used O~ a c~Dinc medium, Other types of cleaning fluid may damAge the iQleTual rubber st!.lls betwccn the two hah'cs of Ihe calliper.
Fig. K.4 Th~
dific brake (lssembly (fixed calliper Type)
I . Bl"lIkc: disc.
2. Dltl!'dtr 1l:rell.'.
3.
CaUipc.r auc.mbl"
K.'
K _--_.-
,'-
..
~
... -
...
_. . .._. __.---_._--
,... '-1 I
i
I
!•
!
,i .,!
I I
" Q
~/ IJ
,
'
!
i
L II
K.6
';~ 8
II
I
'--"_ _ 11 _ _ , _
-
_ _ ....- ••
~.
__ , •• , . _
__ ._
_ _ _ ._. _ - _ . __ •
_ _.- : " 1100.
VC.
'C>J'. L H. botto/H.
Cover boll.
7.
,..
19.
lB.
17.
15.
".
No.
P(srripltrm
Sjlring ....'a..~hcr.
C;lllipt:r bole
Blco.:der s.:re"',
P!ug.
Sprill(:.
j'Jd as.>embly.
~
I ... .__ ............ __ ... _............. _......... _ ........... _.••. _..................... ,....... __ .;
Seal (inlier).
14. Seal.
13.
_. _ _ _... _._..._ .. _.............. _
Dust cover brackel- -LH . lOp. R.H. bollom.
br,)C!.:Cl-ILH.
,.
w~'¢ r
12. Piston.
NUL
Dust
CJmpcr uscmbly.
10.
Dust cove r.
3.
••,.
Washer.
•• 9.
Flange boll.
Or.r:riprirm Cover boll.
2.
No.
H, .. ",:; dis.:.
Dt'1cripfion
KEY TO THE FRONT BRAKE COMPONJo-:NTS
I.
No.
~ !L __ ......___. _ _ _ __ ._ _._ :.....
,,;
~I
~
!
r·-···· . ·-··············-········-····-·----···-······..-.-.--.. .-.. . . .- . . . - . . -_. -.. . .-.--..-.--..-.-. -.----.. . -.-..--...--...-.. .---.. --... .!
!II
!l
K
1liE BRAKlNG SYSTEM
Duke di,s.cs FoUolY the procedure dCIlI.ilcd in Section H.IO for Ihe remova l aod retitting of the brake disc. Should the mauroum run·oul al Ihe o uler periphery of the brak.ing ~l\ rraCt: exceel'l -00(\ in . (' 152 min.) after filliug , Ihe diJ;c IUUSI be removed and repositioned on Ihe drive shan $pliues.
RtasscltlbliDl Coal a new Ouid seal wilh l ockheed Disc Drake Lub,jun I, making sure tbal tbe seal is absolutely dry before so doing. Ind case Ihc scal inlo its groove witb Ihe fingers until it is !luting correcLly in Ihc groovc. SllCken the blccdtr scn~w in tbe calliper OD
fCClly posilioocd uppe:rmost. Press in Ihc piston until approJlim'lte:1y 1\- ill. (801m.) of the piston is protruding from the bore. Take great CMe 10 preveDt thc piston fih ing during this operation . If thc dust seal and retainer h3lve bt.c.n previously removed, Lake a ncw, perfectly dry dust seal, coal it with lockhced Disc Brake Lubrieaol , and fit the seal inlo its retainer. Position .he seal assembly on the prolfuding portion of the piston wilh the seal innermost. ensuring that tbe II$sembly is ~quare witb the piston . Prc:s.s home tbe piston and seal assembly with the clamp. Retighten the bleeder screw. The mounting-half piston is dealt with iu the $3lne roaone1 as deseribc=d for Ihe rim-half piston. The rubber bose must be discoonected to allow the clamp 10 be used aDd the bleeder screw must be slackened. Reconnect tbe hose and bolt tbe calliper to the bub. Do not depress the brake ped al . Fit tb e friel io o pad auemblic~, together with their retainio!; springs and split pin.~. and bleed tbe ~ystcru _
Arter bleeding opera te the brake ped:iI u\teral times to adjust the brake.
Seclio. K.3 REAR BRAKFS Drd;t-shoe adjustment As the brake linings weu, the pedal will travel nea rer 10 the floorboards before the brakes a rc JPplied. When the travel becomes excessive tbe brake·shoe must be adjusted Co bring cbe linings clo ser to the brake.druol . One eoromo D adjuster coot rolling the adjustment of bOlb tbe leading and trailing brake-shocs is located 0 0 tbe back or each rear brake backplate. Jack up the C3r and lurn Ihe adjuster scrcw in a clock· ..... ise direction ulltil the brake·drum is locked, thco slacken lhe screw unlil the drum rotates without rubbing. Repeal this adjustment Oil the othcr reaf road whceL
ReOlo,Uig the rear "beel c)"liDder assembly lack up tbe C;lt under Ihe rear sub-framc, remove the road wheel. aod tboroughly clean t.be brake backplate. Disconnect Ihe nellible fluid supply hose as detailed in Section K,S , Unscrew and r~lno\te the bleed screw. Remo,'e tbe circlip from the cylinder boss protruding througb Ule backplatc. Rcmo\le the bub eap and nul aud, using Service 1001s ISG 304 o.lld 18G 304 Il, withdraw the brake-drum and hub unjt. Remo \'e the br..,ke-shoes and extract Ihe eylioder. EumiDiog lbE rur tII'beel (yUndEr :numbl)' Remove the dust sea ls from the ends of tbe cylinder a nd exlr:Jct both pistons. Tbe rub~r piston seals Ihould be remo ....ed alld Dew seals fitled by usi og the tiDgers ooly. Do no t clean the rubber parts wilh anything otber thaD tlle correct Lockheed brake fluid . All traces of peltol (gllsoliue). ele,. used for cleaning nlclal parts must be: removed before reassembly. Rt6ttlac tbe rellr whed c.yliDder asstmbly The procedure. for refitling 0. rear wheel cylinder is a reversal oflhe removo.l sequence. In addition, aUtn,ion must be given to bleediog the hydraulic. system ilod adju$lio.g the brake·sboes as delailed ill Section K.S.
Fig . K.S
Tile rigltl-haml rear b,nke nssembly J. Hand brAke le,..,r. 2. Shoe pull-otr S(V"int-
4. 5.
Sf tidy ! Ilrinp.
6.
1.
7.
K.8
Shoe poll-(lft' SC)rifll:. ,.\djllS!~' .as~,"hI)". S.ead~· SPrifl!;.
H)"d tauhe cylinder_
Rcmo\"itl.t:: rtar shoes Cbock the rront foad wheels and set thl! hand brake in tbe 'off' positior, . Jack up the ear under the reat sub-frame and remove Ihe road wheeL ReOlove the bub cap a nd mil aod, using Service tools 18G 304 and t8G 304 0, withdraw the br:ak-drurn and hub un it . Disconneet the steady spriogs . Note tb.c position io which tbe pull-off springs ilre filled and remove tb.e shoes and springs. NOTF..-Do not press the fIr.ke pedal with the sboes relDO"ed from the backplate. 1100
Iswc 4.
j6\181
THE BRAKING SYSTEM Re6Hing rHr shoes
Refilling is a r~vt:rs,, 1 of tbe above. procedure; make sure Ihal tA,e puJl-ofT springs nrc anchored in their correct boles in lbe sboe wc.b alld that the br~l;o-shoes resister c:or~lly
io lbe slotted "nd of the brake wheel e)1indcr piston and il) the arljuslcr tappels.
Rcliniag Jr it becomes necessary to renew tbe .s.!1 of brah lirtin!!j; due to exctuive wear it is essential tbat the mat criai used for relining is Ihe same as origioally ~pcdficd or of an approved alternative. The same maltrial must be used for all four assemblies, otherwise the broke balance will be adversely affected.
For infornlntion as to approved lining malerials refer to
'CE~[RAL
DATA'.
Owing to the nced (or the brake Iirungs to be perfectly conceotric wilb (be brAke-drums, special precautions must be lakeo whell relining tbe shoes. It is not r~com rotllckd tb at ~Hning be ulldenaken ul'Lless all the specialist facilities art available. We ndvise th~ use of replacement shoe, obti'inable through OUI Special Repiir
Sr;n-iee. ,-\fter riveting the new linings to the brake-shoes it is esselllia l Ihal any high-~ pots $.hou1d be n~mo\'Cd before rc=placell1elll on the backplate. When new linings are fitted considerable adjustment must be Initde to the fOOL bmkc mechanism; turn Ihe adjusters to their full y 'olt' posilion before 3.1tt:lnpting to re6t the brake-drunls o\'er the new linings. Tbc haod brake must "I~o be in the fuUy released position. Do not allow ,r~se or paint to conle ioto contact with the brake linings. Do not clean Ihe rubber parts with anything other than the correct Lockbeed brake Huid. All traces of petrol (gasoline), elc" used for cleaning met:ll parIS must be reOloved before rea s~embly .
Section K.4
K
travel a t tbe brake hand lever trunnion, provided the following procedure is lIrietly adhered to. Fim make sure d•• 1 the slIoes are properly adjaaskd by mum of the shoe adjl.lstm as expJUttoo in SeedOD R.J. This is most importalll. Allply Iht: baod brake until the pawl e ngages with the third notcb all tbe r.atehet, aod adjust the outs at the hand bnake levcr until it is just possible to rotate the wheel by band under henvy pressure. 11 is important that tbe ro'ld wheels oller eq•• l rnisiaoee in order to get full braking power. RetutQ Ibe lever to tbe 'off' position and check: that both Wheels are perf..:ctJy free. If (bey are not, ren\Ovt: the brake-drum and hub unit, using Service I'ools 18G 304 and laG 304 8, oftbe bt"Jke that teudslO bind , and check Ihat tbe brake-shoe pull-Of{ springs are eorreetJy fitted and that tbe wheel cylinder h3$ not seized. Refit the brake-drum and hub unit, readjust, and check. Remo"ill&" tIt~ ha,d brake eabl('5 Chock tbe frout road wheels and set the hand brake lever io the 'off' position. Remove tbe cable /tdjusl ing outs and re mo~'e tbe cable fairlead located in the centn of the 600r between the front seats. Draw tbe cable tbrough the floor from ullderneath the car and relellse tbe cable from tbe guide channel on the rcar sub-fra me front cross· member. J;'Ick up the car under the rear sub-frame and remOVe the ro::td wheel. Remove tbe nut St:euricg tbe cable swivel sector to the rJdius arro and allow the sector to be reroo\'td witb the cable . Draw thc cable tbrough the frame and release it from the actuating lever on the brake backplate. Whe fl 61liog a lIew cable make eerlain thaI the corners of Ihe sector life 'nipped'.
Refittina the hud brake cabl~ Re6tti\lg is a reversal of the removal procedure. Make certain lhal the guide channel is well lubricated. Readjust the hand bra~e as dt.lailtd,
llANO DRAKE Should the h:lnd br:.kc lack power o r the Ie\'er sllow silns of reaehiDI the (tid of its travel on the r.tlchet hefore the brake-shocs come into opc.tacion, readjustUlent is necessa ry ; Ihis will also be indicated byex.ce»ive pedal travel. Raise Ihe rear o f the car until botb wheels arc clear of Ihe ground . Set tbe haod bfllkt: to the 'off' position and see that tbe. tWO ..... beels fot ll ie quite (recly. Adjust the shoes h)' means or tbe adjusuog screws :lS detailed. Cheek !.he han.d braL:e :Ictioo, and if e;(cnsive Iravel whkh prc~'enls proper application of the brdkes is still preSC'n( it is probably tbat lhe brake-shoe linings an! "'orn or, in exceptional cases. tbe cables have stretched. F.x
11-40
Section K.5 BLEEDli'lG TH£ HYDRAULIC SYSTEM 8ludin8 the braking system is not a routine mainlenaoce job and sbould only be ncce.ssary wben SOllie ponion of the hydnlulie t.qtlipmelU bas been discon~ na:ted o r the flu id le\'el allowed (0 fall so low that air has entertd the SyiltrD through the master cylinder. Fill the master cylinder reservoir with the recommended brake fluid (sec 'GENERAL DATA,) and keep it al lees\ half-rull througbout the bleeding opera.tion to preveot air being drawn into the system Ibrouln the n:servol.r. Attach tbe bleeder tube to the rear wheel cylinder bleeder screw, or in the caSe of the frOtH whetl brakes the blecder nipple on the calliper, and immerse (ile free end of Ibe lube in a clelln jiJT (OllIainiog a liule brake
Guid. K.9
K
THE BRAKING SYSTEM
•
I.
5
7
o Fig. K.6 A sec/ioll through the broke master qlindu I . Push·rod. 2. Rubber boot. 1. Mounting Hinge. 4. Supply lank. 5. Cylinder bod~·. 6. WAslw:r.
14. Spou. rcl3.iner. 1S. Retum spring.
II.
16.
Open the hleed nipple one full torn. Depr¢ss tbe brake
each dtprl!ssion of the. pedal. When the .fluid enlcrios the jar is completely free. of air bubbles h.old tnc: pedal firmly against Ihe noorboards and tighlclI the bleeder
screw. This process must be repealed on each bleed screw a t the rear wheel cylinders aDd front callipen. IruS
Suid
rc~c r"oj r
I).
r iston.
pedal slowly and aUow il 10 relurn without :tssislaoce. Rcpellt tllj, pumping action with a slight pau se beforc
After bleeding top up
12. ristun ""asher.
7. End plu~ 8. Citdip. 9. Stop ",aslJer. 10. Secondary cup.
to ils concel
!e,'cl.
NOTE.-Ocau Iluid bled hom the system must be tllo"td to slled uotil it is dur o( air bubbles (approxi mately 24 bolU"!'i) before it i~ used ngaio. Dirty Quid roust be. duc.:.rded. w
Section K.6
Maiu cu p.
V.I~e
assembly.
cyliuder is preveDted by the secondary cup tilled 10 the flllu ge end of lhe piston. By rdeasing the brake pedAj .after :1pplicatioll the pi§con is rt:turned quickly It) it~ stop by the returo sprine. thus creating a vacuum ill tbe cylinder; this vacuum causes the main cup to collapse and pass fluid througb the small holes ill the piston bead (ro m the 3nllUllir spaces forOlcd by tbe piston skirt . This additjonal flu id finds il~ way haek to the 'cs(n'c supply lank under the action of the brake reCUrn springs tbrougb the outlet valve and COOlpens.1 ling port until the system finally comes to rest . Jf the compensalin{! p ort is covered by Ihe piston cup whtn the system is at rest pre;sure \\'ill build up as a result of brake appJication. The combillation inkl and OJitlel check val\'e in Ibe bean ('If the cyli1lder bore prevents fluid pumped out from the cylimler when bleeding Ihe system returning 10 the cylillder. th us en~uring a fresh charge beine dcJi"ered al each stroke o f fhe pedal.
MASTER CYLINDER ConstruetioD aDd operation The master cylinder pislon i"~ hacked by a rubber cup and is normally held in the 'olT' position by :4 ret urn SpriD~_ Immediately jo frollt of the. cup, when it is in tbe 'oft" position. is a compensating port connecting Ihe cylinder with the: fluid supply_ This pOrl a llows free com· pensalioQ for any expansioll or <.:ontraction of fluid Ihus ensuring lil;)t the system is col1 sla nlly filled; it also serves 85 II relcase. for additional fluid drawn into the cylinder durm g b(ake: llpplications. l'res~ure is applied to Ihe piston by means of the push-rod attached to the brake pedal. TIle reduced Ekirt of the piston forms aD
K.l0
Rcmo.ing Remove th.e cird ip 3!1d withdraw the clevis pin ~ccur in g tile misconoect tile pressure pipe union from the master cyJjnde r, remove the two h olt!> !>c.;uring Ihe cylinder 10 lhe bulkhead, and then withdraw the asscmbly complete! from tbe car. DismADtling Remove thc filler eap and dwill out rhe fluid. Pull ba(;k tbe rubber dust cove r, remove the circlip witll. a pair lons·ooscd pliers, and the push-rod and dished washer can the n be rC'moved. Withdraw Ihe re[nailJin!l P:!rIS (rom Ibe cylinder barrel.
or
1100. Issue 4. 1140
TIm BRAKING SYSTEM
K
period of two week~- sen-ice, during which a closc clJeck wust be kept on the fluid level in the reservoir.
....,
SedlOD
K.7
Fig. K.7 n,e II),drllulic hroke prtlSllre reguloting vallie CDIIIponents
To remove the secondary cup (rom the pistoQ eareruUy stretch the cup over _he end nan~c of the piseoo, using only Ihe fingers.
Rtassetnhli4& Cle:l1l all pam IlIotOU8M)', u5ill~ Iht. recommended Ruid for all rubhcr cQ1nllollCllIS. Ailiraces of petrol
br~k e
(p.soline) or trK:hlorc(hylcllc used for cleaning the metal paris O]USI be n:movcd before assembly. Examine 1111 ru bber parIS for damage or distortion.
It is usually advisable 10 rcnew the rubh:rs when re-building the cylinder. lJip ;,11 tbe iOler"al parts in brake O'IJid and asse mble them wet.
Strch.:h Ibe secondary cup o'oer the cad fl.3nce of lhe piston with the lip orille cup facing tnward$ tbe o pposite end o f the pi:>ton. When Ihe cup is ill it s gronve work. il round gently with Ihe fi ng(f1 to make sure il is correctly SC3ted. Fit the valve cup and body to Ibe return spring. [nsen Ihe return spring into the ba rrel, making sure _~~._t~_~~o.t~ud~~~q
to receive the piston, nl:;lSler cup. Insert the master cup, lip first, takin!! care not to d3mage or turn back. the lip. and press it ~i.)\.r n onto the
spring
~c.a t .
Repl3cc the di~hed washer with iLS concave side in cootaet wilh Ihe n;ai., cup. Insert Ihe pislon, lak.ing care not to dam~gc or turn back the lip of lire ~..:.ondary cu p. Push the pis Ion down (be bon: a nd replace (be pushrod. retoioins circlip. 3nd Tubber dust cover. Rc6ctio, Secure tbe master cylillder by means of the two bolls to the bulkhead .aod re6t Ille pressure pipe uoioo to the cylindcr barrel. Line up (he push-rod yoke wjth lile pedal lever and scc.llre the yoke In Ihe lever with. tbe clevis pin a Dd circlip, Chedc. Ihe brHkc-shoe actju~ lmenc_ Refill and bleed the system. Check Ihe syslero for 1e.'\Ks with tbe brakes fully ou.
n.stiDc for suspeclcd Ovid lukage Before disc
luue 6.. 10258
PRESSURE REG ULATING VALV.!. A regu1;\{iog valve i~ fitted on Ihe brake 6uiJ line and is designed Co COlllrol the hyd raulic pressure to Ihe rea r brake·slJoe cylinders. Tlle rDuimum prl!Ssure 00 models tilled with fixed calliper type front brakes is limited to 450 lb./sq. in . (JI'6S kg. /cm.') and with swinging calliper type fro nt brakes to 375 Ib./sq. ill. (26'36 kg./crn. t ) ± 2S Ib./sq . in. (1'76 kg.icm. 2) . Wheo tbe pressu re in the fl uid line relches this figure the valve will close a"d prcvent any fUfther pressure being app)jcd (0 Ihe re:lr br3kes; all addiliona l prc ~~lI rc is transferred to lht wheel cylinders operating the front brakes. Remo\'jns Disconoect the tb ree pressure lines from their eeODe¢lioliS 0\1 the valve bod)' a nd remove Ibe 11111 and wa~ber to release the valve from ils lncation (1) thc rear sub· frame front cross·member.
Dlsco.nding Clean the elC lcrior of the a.ssembly. Unscrew and remo ve Ihe cnd pluS and sc3ling washer. Extract Ibe \'alve assemhly and the return spring. Examine the rubbe r seals ; if they Ire woro or damaged a new pistoll :lnd seal assembly must be litted. Reassembling Thoroughly cleau nod lubricate the body bore and 1111 Ine conlrnnenl p~Hts willt the rccommended bnakc tlujd. Fit a )ICW taper se..al aud piStOIl seal; make cenain th31 the t3per seal is fitted with the small diameter posilioned to enter tjlC \'alve bore (in!. Refit the return spr iD~ aDd Ihe \'a lve;: assembly, and secure ill positjoo with the cod plug al\d sealing w.uher. NOTE.-rr tbe suling: \\'Ilsher is .In aluminium one, It Dll1$t be replaced by ODe of copper, along wIth. new ead plue aad a nel\' sbort pipe froID cbe regulating ,.lre 10 the cbassis. Re6rtin&
Refit tbe ;)ncrubly 10 the sub-frame cross-member, reconnect the IIm:e pressure )joel. and bleed the systetn.
Section K.8 REMOVL"IG A FLEXllll.E HOSE Do not alteropc co release a Bcx.ible hose by turning either eod with a ~panne r ; it should be removed as
folio"". Unscrew tbe metal pipe lioe u.o.iOD. out from its con-
aection to tbe bose. Hold Ibe bexagoD 00 (he 6exj ble hose aod remove tbe
locknut securiog the Ocx..ible hose un.iotl to Ibe bracket . UtlscreW the Oexible hose from Ibe cylinder,
K.II
K
THE BRAKING SYSTEM 8
7
5
6
,,
\
-1.6---"-'( - -- )
Fig . A,S TI" piston Ullli brake pall oss~l/Ibfy 0/
Q
slI'hlgmg
cuflipu 1.1.,," frolll hrokt>
,. I.
l.
••
Friction ",..li. R(I~ ini "i pins. P"d rdilini ~ )f'lri ns . Pi"Oft dUl l !.e:'!.
S. Pistan. Piston O\, id s.'jll. 7. r;u\," '1'lindcr.
••
,.
Pis tOl) .1.<.WmbJy rclain ir.~ clip.
(7) Refit the retmoUlS spring in POSilillll, pre~s Iht spring down, and insert the splil pins. If the relaininc spring shows tiny ~ign s of dilmage I)r loss of tcnsion. Dew spriDts must be filled . (8) SI:ac\ccn the screw 0 11 the lOp of the (::l lIipcr i'ldja\:eut to Ihe I)i\lot pill boss, press the br:'l ke pedal sevell~llimcs 10 centralize the brake p;uh 00 the brake d isc, and relighlcn Ihe screw to lhc torque figure given in ICENERAL DATA'. (9) Top up the master cylinder ir necessary.
Rcmo"in!: :anti disnllnUing I. piSIOD .ssembl)' ( 10) I~em o\'e the friction pads and retainer R~ describeJ in items (I) (0 (3). (II) Disconnect the br;lke "nid supply hose. (12) Move the "winging calliper towards Ihe: centre of the vehicle. rc\c;l5e tbe retaining spring eli", and $lide the piston asstmbly fmln the calliper, with fhe lti\1 of a liioft·faced h:,Urunu if nect: ~sary. (J 3) Reconncct the b"(lkc fluid "upply hose Jn d support the calliper 10 avoid straining the hose. Press the br:ake pedal y.el\lly ulllil the pi5(f)11 has cmerged sUlficiently for it 10 be rcmo\'ed by h:lnd. ( l4) Di sm:antle the piston assembly anJ renlll\'C the seals ;'I S described ill Sccti(ln K.2 'Rrmu\'iog .nd dislnllluUiog :II calliper'. R~:l"i~mbliIiR
Secrion K.9
(1 5) RC:l ue mblc the. piston \Vilh a new seal as Jho.:ri bed in Seclion K .l, u,.:ing the pi\t..m reselling tool
FRONT 11R..u':£':oi (Sn;nging Calliper typr) Oesulplion The (ron\ brl1kes arc of the raolling disc ilnd
a piston u .umbl.Y
18G 590. ~i!'t£le
swinging COIUipcr type, each callip.::r conlaining twO friction pad assemblies between which Ihe disc rot ales. T he frklion pllds :ue applied 10 Ihe disc by nleiln~ of il single pil>IOn o peraled by hydraulic pressure. Fluid pre~sure clUtrs Ihe piston, which pushes ils friction pad onto Ihe disc. TIlt subseq uent rC
Rtotf\'io, friction pads ( I) lad.: up lhe CM aod rc movc jhc road wheel. (2) Depress the pad relai uing spring ;'Iud wilhdmw the relaining split pins. (3) Renlove Ihe ret;lining spring, lind withdraw lhe frieli on pads from Ihe calliper wilh the aid of 0\ pair of plicrs. (4) CIc.,l'I the exposed face of the piston. the recess upon wbich rhe moving pad slides aud the face of Ibe calliper againsl which the fixcd pad ruts. (5) Press Ihe pislon h:Jele: inlo its cylinder. The level in the MlUtercyJindcrwill rise while tbis is being (/('Ine, owing 10 fluid being displaced by Ibe piston. (6) Fit Dew f,ic;.lion pad tlsscmblies to the calliper. eosur;ng th.tt Ihe pad operalcd by lhe piston cnn more easily in il $ recess in Ihe calliper. ,1,,'. 12
Fig. KiJ The diu hrnh osItmbl), (swingiflg callipt'r IY/X') o.Ii~.
I.
Drake
~.
Olcwcr
3.
I'i'lon ;I""c",bl),.
~'C\\l .
.t. S wi n8,nr, ~.
~ ;,tlipcr.
F,~cd
1\) ~" ifl8 iflG c:lllipeT iC<,'unn g chI".
1100.
''\Sue 6.
1028&
K
THE BRAKING SYSTEM (16) Clean the slols in the piston and tlte edge~ of the calliper. then man
(19) Remo\'c tbe fricrion pads as described in (1) 10 (3). (20) Disconnect the brake hosc. (21) llns.crew and remove the two bolts securiog the calliper 10 Ihe front hubs ~nd withdr;iw the calliper from the disc aud hub. (22) Release the retaining spring dip and then lap the piston :mcmbly from the caUiper wilh a soflfaced h:lmmcr. (23) R t::ver~ tbe instructions (19) to (22) to rdit the calliper. Ensure thai lhe pivot piu and the sliding rijCt between the fixed and moving parts of the c;l1lipcr arc free from rust ilnd din. '0 thOlI the I11m'ing part of the calliper can swing freely. Notl! that the thick' steel washer is fiued 10 tile lower of Ihe two bolls attaching Ihe calliper to the hub, ,Il\(l that a spring washer i:<> litted to each. NOTl!:.-The c1eilflloce under the foot of the securing clip (see Fig. K.9 item S) at the reaf of Ihe 6xed calliper ~hould not CJtcced '040 io. Thi s tolerance is set during manufacture, "nd may only be checked with the fricti on p:.Ills removed.
4 -2
s 6
- ---..l.:!I
7 -d~r 8-
o
18 A
of the braking surface ~ho ulcl not exceed ·002 in. (·OS mm.) on the si ngle calliper type disC.
,.
I2. J.
5. 6. 1.
,.
Section K.l0 T."-.!'ffiEM MASTER CVLIJ'f'DER (Aoslin America ool!)
(7)
(8)
hoot (5) Grip the cylilldcr body 10 :I. so(t-ja\...·ed \'iee wilb fhe mouth o f !he bore uppermost. 1100.
IUlie 2.
12872
.~(Ttioll
through rhl!
Filler CJP. I'Ja!ilic re..o;.crmir. RCS<:f'mir
$Cll~.
Mai" cur. " iSlon w.,~hcr. ri~hm.
tandem III(1S/~r cylintlu 14.
Cirdip.
". H,. rirdifl· Cup.
17. I'i~'(ln. IS. Spri"g I'l:llincr. I'. SI(lr wa$hcr.
M;litlcup.
2.11.
W:l~h.:r.
Sprin~.
:!l.
lk;lring.
9. I•.
l'islOJl Jink. Pin.
"-
Srring. PlIsh-roo.
II.
12.
l'in rclui.\lcr. Mlliu Clip.
IJ.
Piston wa5hcI.
23. 24.
;:!j.
5pirolo:'\ rin"
Rubb.:r boo!.
(6) Compress the relurn spring and remove Ihe: Spiro.
Disman(jing
(3) Drain lbe ftuid from the reservoir and refit Ihe cap. (4) Plug tbe pipe con nections, thoroughly clean fhe exterior of Ibe assembly and remove the rubber
00655
Nt:. K.IO
Bral.:e discs Foll ow the instructioos giveo io Section K.2 for bmke discs, noting that the ma,umum run-out at !be periphery
Remot'iDII: (I) Dis..:onnect the hydraulic pipes from the master c~' l jnde r. a nd plug the pipe ends to prevent loss of fluid :U1J the etury of d irt. (2) Unscrew the two nuts securiog lhe mas!cr cylinder w the bulkhead, and lift it off', leaving lhe pushrod allaebed 10 the brake pedal.
l
{9}
(10)
lox ring from its groon! in the: primary piston, taking care not to distort the co ils of Ihe ring or score the bore of the cylinder. Using tool l8G 1112, removc tbe pistoo retaiuing the tool c ircl.ip. A slight radiusing of the sides may be necessary for ease of use on this mnstcy cylinder. Move the piston up and down in the bore (0 free Ihe nylon guide bearing and cap sCII; rcmove the guide bearing and seal Remove the plain washer, Using locI 18G 1112. remove the inner circlip.
or
K. l l
K
TIlE BRAKING SYSTEM
(II) Withdraw Ihe primary aod secondary pislon assembly complete with stop wa~hcr. (12) Remove: the stop wAsher. (I) Compr~s lbe spring sepArAtiog the two pistolls alld
dri~'c
out the foU-pin ret.)ining Ibe
pi~ton
link.
2
(14) Note (be poSitiODS of the rubber caps by their nloulded indentanons and remove Ihe cups :lod washers from the pistons. (15) Unscrew the four bolu stewiog the plastic reservoir to Ihc bod)' :lnd remove the reservoir . (16) Remove tbe two rcse(\'oir senting rings. (17) Unscrew the connectioo adaptors, discard Ihe copper gaskets, ;Iud rcmo\'c the spring and lr
IDSpecfion (18) Oeau all Lhe parts thoroughly using thc rt.Cl'Il1l· mended brake fluid and dry them with dC:lO lill!free cloth. (19) ElCaminc tbe metal pans (or wear aod damage, inspe<:t tbe rubber components for swelling, perishing. distortion. or any other siglls of deterioratiOG. Renew aU ..... orn. damaged, or suspect pArtS. R.eassemWiojit (20) Dip all tbe internal COlllpouellts in the recommended brake fluid and assemble them whik wei. (21) Locale tbe piston wilsher on tbe head of the secnndary piston. convex su rface flrsl. (22) CarefuUy ease Ihe secoodl'ry maiu cuP. lip last, o ..er Ihe end of the piSioo. using the fingers, ;:and seat it correctly in the groove adjaccnt to the wJsher. (23) C1Jrry out the operations in (24) and (25) with the w:tshcr aDd mil in eup of Ihe prim:uy pislon . (24) Reverse Ihe dismant..ling procedure in (5) 10 (16) and (1ft) 10 (20). Refitting (25) Reverse the relMval procedure in (I) and (1). laking CMe to guide lbe push-rod into the opening iu the rubber boot. foill the master cylinder with Loc"beed 329 nrake fluid. and b'eed (he syste m (see Section K.S), sWtfting with rhe rear brakes.
./ --,
, '/
3
4
~T,
.
/' / ~
5
6
7
Fig . K.II
A secfio" through 'he pressure foilure $'I\';/d,Q.tsemblJl I. Nyloo ,witch. 2. Switch body. J. Sbunle Yllll-e piS1OI! . PislOIl scal.
,. rwuo scat
••7.
Copper was~r. End plu,.
••
Dismantling (5) Remove the end plug and d isca rd (ne copper washer. (6) Unscrew the Dylon switch. (7) Wilhdrilw tbe shunie valve piston assembly froro the bore; use 3 low-pressure air liae to free the piston if ~ecessary . (8) Remove and discard the two pi~ton ~enls.
rn."peclion (9) Thoroughly clean aU tho: components usillg methylated spirit (dell3wrl!J alcohol) or lbe recolDmeoded brake nuid. and dry wiLli :t lintfree clotb. (10) Inspect the bore of the cil5ing for 5corins and damage. The complcte a.ssembly must be renewed if rhe bore is Dot in perfect condition . (II) Reconnect tbe wiring to tbe swilch and actuate lhe swilcb plullg.... r hi le$( the swilch operation and warning ligtu circuit . ReasstlUbling
Seelio. K.lJ PRESSURE FAll.URE SWITCH ASSEMBLY
Remo,ing (I) Disconnect thc wiring frmn the switcb . (2) Clean tbe switch assembly and its surroundiog::i. parucululy the pipe conoecliolls. (3) Disconnect and plug Ibe bydraulit: pipes. (4) Unscrew the relllining bolt and remove Ihe asscmbly. KI4
(12) Fit two new seals, lips facing outwards, to the piston. (13) Lubricate the pislon i4ssembly wilh Lockbeed Disc Drake Lubric.1.l1t .::Iud fit the piston iDto tbe bore. takjog care that the lip oC tbe leading seal is
oot turned back. ( 14) Fit a new copper wasber 10 the end plug, screw in aod Lighten the pluS to tbe torque figure gken in 'GE.NERAL DATA'. (15) Screw in Ihe switch aod carefully lighten it tn Iht: torque figure given in 'GENERAL DATA'. 1100.
ILW!: ].
12J7J.
K
'filE BRAKING SYSTEM
5
Refilling
(Hi) Reverse Ihe r~mo ....ing procedure in (I) h) (4), fill Ihe m;'l$ltr cylinder with Lockllcel.i 329 Brake Fluid, and bleed the system (sec ScC(ion K.5) staning with Ihe rC,'l!"
hr~kes.
Secli•• K.12 L"f£Rn<\. VALVE (Austia Anlena Ollly)
..~n inertia "al\:e, which replaccs the pressure regulating \,.. Ive described in Section K.7. is lilled in the Auid Line 10 the: rear brakes. h reduces tbe possibility of rctlr wheel skidding d\IC 10 weight l.ransfer during brOiking. The ;Htgle ilt which the assembly is mouDted allow~ Ihe sleel bill! inside the body to bold fhe vruvc: io Ihe open position, so that Ouid may pass 10 the rear brake!;. When braking heavily, Ihe weight transrer to the froot of the vehicle causes the: ball 10 move away frOID the vah'c, which is Ihen closed by d ligbt spring. Thus further pressur~ is prc:vculcd rronl reaching the rear brakes, and all additicmal pressure is Iransrerred to the (roil( brakes.
3 00673 Fig. K.12
A uclion through I. 2. 1. 4.
IJI~
Ead·pluI: sub·.u.scmbly. LilhllPring. VRlv.::. Steel ball.
inertia \'DI\'e (l.rsembly S. JIlCllia valve body. 6. End plug w(Uner. 1. Fluid $upply (rolD the mlSltr qUoder.
Reassembling
Re.roOYiDg (I) Remove, aDd Ihen plug lhe ends or, the hydraulic brake pipes. (2) Rc.mo,·c Ihe tlVO fixing bolts and lifl tbe iDcnia v;lh'c a~scrubly rrom its position beneath the rca(" sub-f(amc cross· member on Ihe riaht-h~nd ~ide . Dismantling; lind ex~uni.niog (.3) RemMC the end plug ,1Ild \VJ,lsher (rom (he iucr!ia v::tlvc bot1y. and eX!r;lCI the siul t><.U. (4) Clcl\J1 and ar)' thorollghly rhe body and sicel b.,!1 with d ean lockheed Brake Fluid or iDdustrial methylatell spiri!. (5) Carefully examine: i111 the ~omponents, which must be in perfeet condition i( they are to be re-used.
(6) In sert the steel ball ;nlO the boJy. (7) Screw in a new valve ilnd end·plug sub-assembly, fiuil1g II new copper wilsher. See tbat the scatin. races or bOlh the body ilssembly a nd end plug are cle.1n and undamaged, and tighten to the torquc figure given in 'GENERAL DATA'.
Re;filtiog (8) Reverse the rCIll\1\'J! procedure in (I) and (2), noting lhe marking 'FRONT' on the inertia valve hody. (9) Fill the maSler cylinder with lockheed 3.29 Rmk.c Fluid, and bleed the braking system as described in Section K.S. Then inspect tbe inertia valve (or fluid leaks wilh the foot brilkc pedal fully deptcs· sell lind IIlso with the syslem al res!.
(Far 'SERVICE TOOLS' j~e pnge K. 16)
1100.
Inoc. 1.
12B12
K.15
K
TIlE BRAKING SYSTEM SERVICE TOOLS
ISG 619. Oral.:e AdjustiDg SpaOJler TIle usc of this spanoer prevcnl~ damage to the aJjuslcn, cn;, blc5lhe brakes to be adjusted more sp«dily and effectively, i'lnd eli mina tes the possibility of damaged k;nuckles and lingen;. 18e 619
JaG 590. Disc Brake Piston Rc:scnine Tool Designed to reset Iht' pistons when re newing thc disc brake friclion ~ds. Illis tool will alsu be found iO\'alo · able. when sen·icing Ihe callipers. to hokl one piSh,)1l io POSilioll while reNoving the other piswn by mC:lm of hydraulic pre.~~ urc genera[(:d in Ihe master cylinder.
18G :590
K.J6
1100.
laut I.
I2S7Z
L SECTION L TIlE ELECTRICAL SYSTEM $eCfilm
Gcoeral description
Bauery
L2
Ory-cbarged-preparalioo for service
t.3
New, unfilled. uncharged-prepAration for service
LA
Control box
L7
Dynamo
L.S
..
Faulls-Iocation aod r(;llIedy
L.9
Flasher unit Fog
L.lO
lafDp.~
L.21
Fuel nod ICnlpualure gauges
L. 20
Fuse unit
L.8
Hcadlamps
L.12
Heated back·ligt\(
L2S
Horn l\nd horn-push
L.17
loterior lamps
L. 19
Lubricalioo ..
L.I
Number-plnte illumination lamp
LoiS
Paud ilnd warning lamp!';
L. 14
.,
RadiHlor badge lamp
Reversing lamps
..
1.24
L.ll
..
,.
Replacement bulbs
L26
Side and fttuhillg direction indicator lamps
L.n
StIU"ter
L .•
,.
Switches
L.lS
Tacbometer-impulse: type
L.22
Tail and stop and direction indicator lamps
1100. WUt 8.
1023S
L.16
L.II
Windshield wipers Wiring diagrams
..
.,
Page. L .ll- L.ll LI
L
THE ELECl'RICAL SYSTEM
GENERAL DESCRIPTION The l2-voh elcctrical equipment iccorpor.lIcs currcmvoltage conlrol for the charging circuit. The positiveearth system of wiring is employed. The ballCry is olDun led on the riglll-hand willg v~)ancc under tbe hoUJlel Hnd is readily accessible forexnmill>llion and maintenance allention. The dynamo is mounted on the right of the cytioder block and driven by an eodless belt from lhe craokshaft puUey. A rotatable mountiog enablu the belt tension 10 be adjusted , Tbe current \,01101&( control unit adjustment is scaled and should nol normally require attenlion. TIlt ru~s arc carried in t Xlcrnll1 holders mounted in an accessible position 00 t.he ri;bt-hand side of the engine cClI1rarimenl together with sp:l1t fuses. fr)$trunlenlS ~ re "oUagc-conlrolled by a bi-melal relislancc. Tbe slarter moto r is mount~d on th.e flywbeel housing oc llle right-hand side of the engine Llnit and operates OD the Qywbcellbrough the usual "tiding pinion device. The headlamps employ the double-filament dipping system. Botb lamps are filled with doublc-fil:!mcnt bul»s for Europe, and n se.1Jcd·bc:am uoil is filled for Home &Od U.S.A. markels, 00111 types dipping according fO the rcguJauons eltisting in the countries concerned .
Seelio. L.J LUORICA TION """",. Add a few drops of engine oil in tbe lubricating hole in the centre of tbe rear end bcaril\g plate. Do not
over-oU.
Seelio. L.2 BATTERY The battery is a 12-"oh lead-.acic1 type, having silt et 1J~ c.acb consisting of a group o rposilive and ncgative plates immersed io a solution of sulpburic acid (eleclroIYlej. The bnl1ery b:!s three functions: to supply current for star1ing, ignition, and lighting ; to provide a constarll supply or current 10 the elcclricaJ equipment Lloder Dormal operating conditions and when tbe conswnplion of the elecllieal equipment exceeds tbe OlJtput of the dynamo; aod to conlrol Ihe "olla!e of Ihe electrical supply system. Adjustmeuu: iD the "chide Tbe p'Jrpose of the following optr3tiom is to maintain tbe performance of the bauery al ils maximum. The batter)' and its surroundiog ports should be kept dry nd c1eaD, partjcuJarly tbe tops of the ceOs, as aoy dampnus could cause a lukase between Ihe securinG strap and Ihe ballery negative terminal and resull in a
L.2
parti(lUy diseh(lrged battery. elena off an;.> corrosion
rrom tbe bauery bolts, strap, and Iray with diluted Ammonia, aflerwards painting Ihe affected parts with aoti-sulphuric paint. Remo\'e the maoifold and check Ihat il is Ilot cracked, otherwise leakage of c1eclTolYle will occur. The electrolyte levels should be maintained just above Ihe tops of the uparafors by adding distilled w:ller. Never add acid. Check the termillal P('lS\s. If Ihey are e(')faded remove the cables and clean with diluted ammonia. SlOear the posts with pelroleum jelly before muaking Ihe conneclions and en~Ufe that the cable terminal scrc\\'~ are sccure. Test the condition of Ihe ba.uery cells hy u~ing a hydro01eler ; the specific gravity readings and their indicalions are as follows : For climates In/ow 2r Cell fully cbarged CeU about balf-disebargcd Cell completely discharged . _
c. (80" F.) 1·270 to 1·290 1·190101 ·210 "110 to \·1]0
For r:limofes nbore 27" C. (80" F)
CeU rully charged Cell about halr-discbarged Cell complcldy di$charg~d. .
1·210 to ' ·230 1'1]0 {(I 1·150 '·050 to , ·0 70
Tbese figures are ~iven assuming an elcelrolyte temperature of 16" C. (60' F.). If tb~ temperature or the eleetrolytc cxceeds IruS ·002 Olilst be added 10 hydrometer readiog.
Oiscoooect both cables from tbe bauery. Rekase the battery clamp and lift out the baUery. Viewing
Place lhe banery Oll a lead-cOlic-red bench or 01\ a wooden bencb tJ'eated with alui·sulphorie pain!. Check the electrolyte levels. Inspect the cootaioer for cracks. which mny be indic.ued by extcrnal corrosion or extreme variatioo io the decuolyte le\'cls. T~st the condition of the bSHery ceUs by usiog a hydrometer. All readings should be uniform. The hydrometer values given il\dieale the slate of cbarge or the b:.allcry. 1100. rS>lOC S. t0288
L
THE ELECI'RlCAL SYSTEM If the deelrolyte level is below the tops of the separa· it will 001 be possible lO withdraw 11 suf6eie1\t amount to rajsc (he hydromde:r OonL In sucb circumstances a hi,h-rate dischara.: tesCer should be used. NOTE.-lbc lISt oC • discharge tester is not rocom· me.ded for 00...... t(!SeiDe. bot oaly ."bett 8 hydrometer ruddle caanot be obtaiHd doe to an ttCcesrivety tow (0('$,
eltetro)flt Ind.
RtcllUCiDJ (rom u cxurul SOttrce Tbe leDgth or time (or a used bauery 10 remain on cbaqjc before it ClO be accepted as fuUy cbarged depends
eotirel!l 00 the specmc gravity before cbarging CO OlIllCQct:S and the cbargiog race. The cbargiog should continue at 4{l 8Dlp5. until all cells Ire lassing freely and evenly .sud
t1.11~
specific gravity in each ofthc: six cells bas
reached a maximu1ll, i.e. bas sbown flO further rise in four bOllr'S. The spc<:ific gravity at tbe end of cbarging should be within the limits given and should not va')' ·005 from the values g;\'en .
Do DOC allow the tewperatua: of tbe electrolyte 10 exceed tbe nLuimurn permissible temperfltllrc, i.e . For climates below 21b C. (80 0 F .) . . 39- C. (100' F.). For climates above 11° C. (80 0 P,) . . 49- C. (120° F.). If this temperature is reached tbe cbarge sboukJ be suspended to aUow tbe temperature to fall at fcost 6- C. (10° F.), otherwi~c the life of the baltcry will t¢rld to be shortened.
RtfiUiDg The ins~lIalion of Ihe nattl!ry is a rc:verS:J1 o f the procedure 'Removln,'. Sruear tbc terminal posts :ltld cable counccLions with p.:trolcum jelly and ligbten the retaining screws sufficiently to prevellt the cables from moving on tbe terminal posts when tested by hand, but do not overughten. NOTE,-Wbeoe\'cr boos«cr cba rg,iag of the ballcry ur electrical tfeJdiaj of tbe body is canicd out, the bnttery earLh Iud (positiye) mast be disconneeted to preyent dama,e 10 the electrical syslem.
FiOlar Iitt ballery Remove the scaling tape$ (when fitted) in lbe "U 6Jliog boles and 6.11 each cell with electrolyte to tbe top of lhe separators, io oDe operatioo. The tempe11llrure of tJle lilJin, room. banery, and electrOlyte sbouJd be maintained berv.·cen 16 and 38° C , (60 aod 100· F .). If Ihe battery bas been slored ill a cool place it sbowd be allowed to watm up t() room temperature before AllioS. P'uHwc ioto \1St Measurc tbe kOlpUilture '1l1d specific gravity of the eJecHolyte in eacb of tbe ceUs. AUow to staud for 20 m.inul~ aOO lhen re-cbeck. The banery is ready for service liDless tbe electrolyte tem perature WlS riseo by more than 5'5"' C. (lOb P.), or the specific gravity bas faUc:o by more tbaa 10 poiDts (-{HO S.G.) . 10 this eveDt, re-charge tbe banery at the Dormal ro--charge rate uotil the specific gravity remains constant for three successive Ilourly readings aDd aU cells arc gassing freely. Du.ri.cg the charge the ekClroly1C must be kept level ....ith Ule top of the separator guard by tbe l'Idditioo of distilled water,
Section L.4 PREPARING ~'EW. U~'Fll..LED. UNCHAR&ED BATTERIES FOR SERVICE
Preparing electrolyte D:tueries should lIut be filled wilh acid until required fo r initi
To obtain specific Add 1 1'01. oj (leid of (comw(!d 1·840 S.G. (correcl~d
gl'a~jty
to 16° C. I60·
F.»
10
16 0 C. [60-
F.11
10
Df Belo\\' 27" C.
Section L.3 PREPARING DRY-CHARGEO BATIETUE...<; fOR SERVICE Dry-charged balleries are supplied withQut eiec(('olyte pl~tcs ia a charged coaditioo. When tbe)-' are required for sen~ce it is only oec:euscy to 611 each Gel! with sulphuric acid of the correct spccillc grll\·ily. No initial cbarsing is r.:.:quir«J.
but \\;tb tbe
Preparing tlcctrol)'rc The eleclrolyte is prepared by mixIng cogetber disI tilled walet and concenlrated sulphuric:: acid. laking Ill.: precautions r.i~'cn in Section LA . TIl(; specific gravity of the filling eicctrt>lyte delX'nds (HI the:: <:Iim~lc i ll which , he battery is to be used . (100.
lssu( S.
1140
(80' F.) 3·2 \·olurues of water Above 27° C. 4,3 volUDles of water (80' F.) 1·210 Ke:u is produud by m.ix.iug at:id aed l4'ater, aDd the electrolyte should be aUowed to tool before taking bydrometer readlngs-\lnkss ;] lbennometer is wed to measure the aClual temperature a od a correc.t.lou applied It) lbe rcndil'lgs before pOUTing tbe I:!ectrolyte into [De battery.
Filling the balttr)' The tcmperature of the lilliJ'l; roolU. battery, aod el«:trolyte should be: mainlaiDed betw..:cn 16 lod 38' C,
(60 aad lOCOF.). Remove the sealiog lapes (whl!lI filled) in the filling holes and half-611 e:'len eell with electrolyte of tbe appropri.3lc specific gm~' ;ty . Allo w the bantry to ,tand
L.3
L
THE ELECfRICAL SYSTEM
(or at leul six hours in order 10 dissiplIlC tbe heat ,enerated by the chcmi(':)1 action of the acid on the plotes and scraratoJs, and then add sllfficicllt eloclrolytc to 611
each uilio the lOP of the scp;trators. Anow 10 stand for a furtber 1\\10 bours and thell proceed with the initial charge.
l.o.iHnl cbarge The initial cha rging rate is 2-5 am\Xres. Charge.iI1 tbis rate ulltil the voltase and specific gravity readings lIhaw no iucreasc over five suc.eessivc hourly fC!ldings . This will hike from 48 to 80 boW's. depending OD tbe length of time the baHcry has been stored before cbarging. Keep tbe current COllstant by varying the series resistaoce of the ciccuit or the generator output. 1bls charge should DOl be brokeD by 10111 rest periods. If, however, the temperat ure o f any ceU rises above tbe permissible maximum, i.e. For climates below 2JO C. (80" P,) 38° c. (100° F.), For climates above 2r c. (SO" F.) 49° C. (120 0 F.), the charge must be interrupted until the temperature has fallen at least 6° C. (10" F .) below tbat figure. Throughout tbe charge the electrolyte must be 1c:eptlevel with the top o f the separators by the addition of acid solution of the same specific gravity ;lS tbe odginal fiUing-io acid until specific gravity and charge re
Section L.S DYNAMO
vth.ic1e wilen dyn3mo is Dot charging Make sure that belt $lip is not the caU5e of the trouble. It should be possible to deflect the belt approximately t ia. (13 mm.) ..... ith moderatc hand pressure at Ibe
Testing
OD
centre of its longest ruo between two pulJeys. If thc belt is too slack tigbtCru.nll is effected b y slackening the two dynaD10 suspension boilS and then the bolt of the slottro adjustmcOl link. A gentle pull on tbe dynamo outwards will enable the correct tension to be applied to the belt and all three boilS should then be tightened firmly. Check that the dynamo and conlIol box. are connected correctly. The dyoamo terminal '0' sbould be connected to the control box termina.l '0' and tbe dyoarno terminal 'PO connected to the control box termionl 'F'. After switChing off alllighls aDd accessories discoonect
LA
the cables (roro Ihe dyn"mo LCrminals marked 'D' ~nd 'F' respectively. Counect the two terminals Wilh a short lenglh of wire. SLut the engine and sel (0 run at normal idling speed. Clip IDe negative !cad o( a movillg coil-type-voltmeter calibr.1tcd 0-20 volts to ooe dyoalDo termioal lIud the other lead to a good eartbi.ng point on the dynamo yoke. GraduaUy iocreast tbe engine speed: the voltnlcter re:ldillg should rise rapidly ~nd without fluct uation. 00 not (be voltmeter reading to reach 20 yolts. 00 oot r;lce the engine in an attempt to iocrease tho voltage. 11 is sufficient tu run tbe dynamo up to a speed of 1,000 r .p. ro. If tbere is no reading check the brusll gear. l{ the reading is low (approximately! to I volt) the field \\oinwng may be faulty. If the reading is approtilnately 4 to S "olts the annature wiuding may be fauJty . If the dyaamo is in good order leave the temporary link io position between lhe lerminals and restore tbe original cOQncctions, raking care to connect the dynamo termi nal '0' to the control box terminal 'D' and the dynamo lennina l 'F to tbe conlrol box tenninal 'F'. Rcmo"e the lead from tbe 'D' terminal 00 the cootrol box and connect the voltmeter between tbis cable aDd a good eartbing point on tbe. vehicle. Run the engine as before. The readillg sbould be Ihe snme as that measured dircctly on the dyo"mo. No reading on the voltme\er iudic3to;:s n brenk in tbe cable to tbe dynamo, Carry out the saUle proud\lfe (or the 'F' terminal, connecting the voltmder between cable and eartb. Finally. remove the link fro m tbe dynamo. H the reading is correct test tbe conlrol box.
"nuw
ReItJo\;ag To remove tbe dynamo disconnect the dyuamo leads from the dyoaroo terminals. Slacken aU th.: Attachment bolts aud pivot the dyoamo lOw:"Irds tbe cylinder block to enable the faa belt to be reruoved from the dYllamo pulley. The dynamo caD then be removed by withdrawing the two upper aDd one lower attachOlenl bolts. Di5ruanWDg RtmQvc the securing nut and take off the drive pulley, Remove the Woodruffkt.y from !.he commutator shaft UnSCrew and remo\'e the two through-bolts a nd lake off the commutator tnd brocket. Tbe driving end bracht, together with Ule armature and its baU bearing, can now be lifted out of the yoke. UnleS! tbe balI bearing is d amaged or rcqu~s att.cntioo it Deed oot be removed from the armature. SlIould it be necessary to remove the beariug, tbe armature roust be separated from thc cod bracket by \Deaos of a haod press. Serricing
B,w"e$ Lift tbe brushes up in tbe brush boxes and secure them in that position by positioning each brush spring at the side of the bnlsh. Fit the com.JQutator end bl1lcket over the commulator aDd release tbe brushet. Hold back ellch of the brush springs and move tbe brusb by 1100.
Issue S.
1140
L
THE ELECfRICAL SYSTEM
,HOI6A_
Fig. L.I Till! dynfllllo I. 2. ). 4.
COnUlltlC(lt"r end broacht . Fdl ring. Fe!t ring i'tlai ncr. Bron:ce oo$h.
S. Thrust washer. 6. Field coils. 1.
Voke.
8.
Sh;l(t «'IUd!.
9. 10. II . 12. 13.
Sh:.rt cllUar ,.... inin8 CI1f". Felt ring.
Shafl key. Sbart nul. Output lermin~1 ' 0', I". Brusbes. IS. Field tcnninal'F. 16. Commlltalor.
pulling gClIily on irs Oex..iblt connector. If (be movement is sluggish, remove tbe brusb from its holder and east tbe sitks by IiGbtly polisllluG it OD a sluoolh Nc. Always relit tbc brusbes io tbeir origioill positioll~ . If the brushes
arc badly worD, lIew brusbes must be fined and bedded 10 the commUL1tor. The minimum permissible !cogtb
or brusb is It iu . (7-14 roro.). Test the brush spring tensioll, using a spring scale. Tbe h~nsion of the springs when new is 18 to 24 oz. (SIO'7 to 681 gm.). In service it is permissible ror Ihis value to fall to IS oz. (425 gut.) before perfornlanec! may be affected. Fit new springs if the tension is low.
CommWllror A commutator in good coudilion wiU be smooth .lIld free rrom pits or burned spots. Clean the COfUU1l1lator with a cloth moistened with fuel. If Ihj~ is inefft:cth'e carerully polisb with a s\tip of rlOe glass-paper wbile rotati ng the aml3ture. To reruedy a badly worn conlmutator mount the arl1lature (with Of wilhout tbe drj'iC end bmcket) in a I3tbe, rotate at bigh speed, and lake l:I light cut witb a vel)' sbarp tool. Do Dot remove more metal than is necessary. Polish the CORlJllutator with very fine glass-paper. Underc.ut the mic." insulation between th t. segments to II depth or ok in. (,8 moo.) with a hacksaw blade &Tound down to the thickness or the mica . Some commutators arc of the moulded type aDd may be skimmed to R minimum dill.meter of 1·45 in . (36·8 mro.). The undercut must COliform to the roUowiug dicnensions: Widlb -Q40 io. (1'02 mm.). Depth ·020 iu . ('51 mrn.). It is imporlUut tllat the sides or tbe ulldercul clear tlte JlOO. 1S$Ut. " . 6411~
17. 18.
Through bvlls. Pole-shu.: $<,"\;ur ing s.;n:W$.
19. Amlatun:. 20.
Oaring rel4lining ",late.
21. FlIU bearing. 22. Corrupled wilsher. 21. Driving end bradd.
24. t>lIlky spacer.
mo ulding materi;!l by a ntio.i.rouru or ·OIS ill, ('38 1'Ilm.). The ruost common
Field coils Tcstlbc field coils with an ohmmeter without removiug them froro Ihe dynamo yoke. The readiog 00 the obmmeier should be belwttn 6·0 and 6·3 oillm. Jf this is not ava ilable conoect a 12-"olt D.C. supply with an ammeter io serh::s between the fidd term..ioal and the dynamo yoke. The amOieter reading. should be approximately 2 arops. rr no re:!ding is iudicated tbe field coils arc open-circuited ilud must be renewed . Tr Ibe current readiog is much moce than 2 amps. or the olllnmclt.r reading much below 6 ohms it is an indication that IDe iosulation of ODe or the coillields has broken dOWll . In either case, unless a subSlitule dyaamo is available. the IiclJ coils mu~t be renewed . To do this carry out the proccdure outtiocd below. DriU out the rin:t ~ecuring the field coil tenninaJ assembly to the yoke and ul1$older the field coil connec.lions. Remo\'e tbe insulation piece which is provided to prevenl the juncliOIl or the 6dd coils from COtltacDog the yoke. Mark the yoke and pole-shoes io order thai they cao be re6tll!d in thei.r oripnal positions. UllscreW tbe two pole-Shoe rctaioiag screws by means or 8 wheel-operated screwdriver.
[.s
L
TIlE ELECTRICAL SYSTEM
II
, \
~a14
Fig. '.2 Use n
II'h~el-npuotetl suen;t!,'j\'U poi~·.t"oe
to I"emol'l' Ih('
scren'S
Draw the pO\c-ShOes and coils oul of the yoke and lif! off the coils. Pit tbe Dew field coils o ....er the pole-shoes a nd phu.:e them in position inside the yoh. Take care that (he taping of tbe field coils is not lr:lppcd bet .....een the polesboes and Iho; yoke. LOCMc tbo.; p"je-shoes am.l field coils by )jghlly tighun108 the lUing screws. FuUy lighteD the screws by means of a whed-operated screwdriver and lock them by caulkins. Replace t b~ insulation piece between the field coil coonectious and the yol
yoke. Armaturl! The testing of tbe arl(ll'liurc winding requires the U5e of .a voltage drop-test and growler. If Ule5e are not available tbe armature should be checked by su bstitution . No a.ttempt should be made to machine the a rmature core or to true a distorted armature shaft.
Burial' Bearings which arc worn to such an t:xtenl Ulat we)' wiU allow side-movement of the armature $hnft must be renewed. To renew the bearing bush in n commutato r end bracket proc..:-cd as foUows. Remove Ihe old bearing busb from the end brackel. The bearing cao be withdrawn witb a suiuble extractor or by scrcwing a i in. tap lato the bush [or a [ew turns aod pulling out the bush with the tap. Screw the tap squarely ioto the bush to avoid damaging tbe bracket. Press the new bearing busb into tbe end brllcket, using a showdercd, lUghly polished mandrel o[ tbe same di,,me\er 85 the shaft which is to be ftned in tbe bearing. uahl the visible end of the bearing is Rush with the inner face of the bracket. Porous bronze bushes should nOI be opened out after fining or the porosity of the bush may be impaired. L.6
NOTE.-Ikforc fitting the uew bearing bush it should be: aUowed 10 stand (or 24 hours eomplelel)' iOlllJe~ in thin (S.A.E. 20) engine oil; lhi! ",iD lIlIo" the pores o( the hUSih 10 be trued wifh lubriellnf. In cases of extreme urgency this period Dlo.y be ~hortcllcd by placing the bush in oil bCQled 10 J()()- (21JO F.) (or two hoors. Allow the oil 10 1:40] before rCmO'lng Ute bu.
.J.--2
Fig . L.J
The me/hod oj pressing in Jhe
CQlltmUlIJlOr
end
brackl'l blls" I. Shouldered rMndrd. 2. Hand pras.
J. 4.
å blUh.
Support block.
1100. laue 4. 64U5'
L
THE ELECTRICAL SYSTEM
J4 15
16
17
IB
Fig. £.4 The 1. 2. 3.
Terminal n U\5 3nd Brusb spring. TbrouKh-bah.
"'ash~n .
S/Drler mOlo r
7. S.
&ariDg. BrushC$.
9.
Yoke.
10.
AnnalUr.: shJ.fL.
I I. 12.
Driving end bl"llcl.:c!, Pinion a.sse."TIblj'.
or similar too l whell [ile c:nd bracket is assembled to witltin about 1 il\. (12-7 rom .) oftbe yoke. Before c1osiJ1S the gap between the cod bracket and the:: yoke see that
the springs arc ia cotn~ct contact with the brushes . Add a ftw drops of oil through the hole in tho: ;).rrnaIU(e end cover.
RetiUing Reyetse th e rem(')\'a l procedure, n()lillg that all lilter models plain \\':tsb e r~ nrc fitted under the heads of rhe two upper n:ting bolls .
Section L.6
14. 15. 16.
Sleeve. Inlpaet wJsher. Marn S!,ring.
11. Loc.:tling washa. IS.
Cir.:lifl.
Sluggish action of the staner js usuaU y caused by a poor connection in the wiring wlucb causes a higb resisLance in the starter circuit. Cbeck. Ihe wiring as described above. ltemO\'iDg ReQlove the distributor as described in Sectioo B.7. Re1ei\Se the AUrter cable from the tcrOlin:l1 and unscrew the top starter ~ceurinB bolt. Working beneath the vehicle, releast alld witlldcaw the dirt det1c:ctor situ:tted under the Slarter .notor and un~crew the bottom starter securing bolt. Man~u \ 'fC the SLarter forward ilnd lin ekar of the ~Ilgin e.
STARTER Testing aD. vehicle wben stBrter is not operating In the folJowing test it is assumei.l that the battl:ry is in a charged condition, Switch Oil the lamps and operate tbe starter control. If the lights go dim, but thc starter is not beard to operate an indication is giyen that the currellt is Bowing through the starter motOr winding§, but that for ~omc reason lhe armature is nOL rotating; possibly the staner pinion is meshed p~nuanelltly with the geared ring 00 the flywh eel. This could be caused by the starter being operated while the engine is still moving, Tn this C35e the starter n\otor must be reruoved from the eogine for ex.atn.ioalion , Should the lamps retain tbeir brilliance wben the starter switch is operated, check that the switch is functioning. Next, if the switch is in order, examine the connections at tbe battery and starter switch, and also cxantine the wiring joio.ing these units , Continued failure of the staner to operate indicates an internal fault in the starter, whieb must be removed for ex.amination . 1100. lssud.
13. ReIllrainin& ip. ius.
1]40
ExaTWOfttiOO of commutator and bl'1lSb gear R en,ovc the starter cover band and examine the brushes alld com mutator , Hold back eacb of the brush springs and move tbe brllsh by pulling gently on its flexible connector. J( the It\OVemen t is shlggish rern ove the brush from its holder and el'lse the sides by lightly pousbing with a sD.lootb rue. Always replace brushes in tbeir original positiOns. If the brushes are worn so tbal they 00 longer bear on the commutator, or if the brush. fl ex ible lead has become e~posed on the fUMing face, they must be re newed . JI the commutator is blackened or dirty, clean it by holding a fuel·moistened cloth agaiml it while tbe armature is rotated . Secure the body of tbe ttarter ill 21 vice and test by connecting it with heavy-gauge cables 10 a 12·"'oit ballery. One cable must be co onected to the starter lCrminaJ, Ihe other beld against tbe starter body or end bracket. Under these ljgb! load coudi tions Ihe starter sbould NO at a very high. speed .
L.7
L
1HE ELECTRICAL SYSTEM NOT£.-U tbe screwed sleeve is worn or d_llUlged it is r.s.scotiaj th:lf it is reoe.wed together witb (he b:UTd And pinion.
Reassemble by reversing tbe above pr(lccdu.re. COII/mll/mor
Fig, L.5
The Slontr brush (onnecli()ns A.
8N!Oh~
• • Tapping con field coils.
If the oper.1tion of lhe starter is still ullsa\i~ractol)'. it should be disnlall.led for dtlnilcd inspection and testin;:. OUGlilDlling
Hold back. the brusb springs and take out the brushes. Remove the terminal outs Dod w:ahcrs from the Icnninal post on the commutator cnd bracket. Unscrew and withdraw Ihe two through·bohs.
Senicin& Brl/sllts Test tbe brush springs with a spring balaoce. The correct tension is 25 to IS Ot. (709 to 42) goo.). Fit a IlCW spring if the tension is low. l{ the brushes are worn so tbat they 00 looger bea{ on the commutator, or if the flexible connector has become exposed on the running race. they Ulllst be renewed. Two of the brushes are connected to tcnJ.)ioal eyelets attached to tbe brush boxes all tbe C, ': I;lDutator end bracket. Tbe other two bwsbes are col\nected (0 tappings on the field coils. The flexible: connectors must be removed by unsoldcriug and the connectors oftbe new brushc~ ~ecured iu their place b y solderiog. The brushes arc prerl'! mecl so thai bedding of the working face 10 the CUOlDlufalor is uonecessary .
A comnltlt<1to( in good condition will be smooth nnd free from pits and burnt spots. Clean (hc commutator with a cloth moistened witb fllel. If this is ineffective. careMly polisb with a strip of rUIC glass-paper while rot
Fidd coils Tbe field CQils can be tested ror an open circuit by conIlccung II 12-volt baucry ba~;ng a 12-voll bulb in one of the leads to the tapping-point of the field coils to which the brushes are conllected and flle field terminal post. If tbe bulb does 001 light tbere is au open circuit ill the wiring of the field coils. Lighting of the bulb does not nectSsarily mean that tbe field coils are io order, as it is possible tbat one of tbern may be e:trtbed to a pole-shoc or to fbe yoke. This mOlY be checked by removing tbe lead frorn tbe brusb connector and holding it OD a clean PMt of the starter yoke. Shvnlcl tbe bulb nnw light, it indic:lles th:n the field coils are earthed. Shcm!d the above tests indicate that tbe faults lie in the field coils. they must be renewed. When renewing the field coils carry out the procedure uelaikd in the dynamo section.
Drive
If the pinioll is tiebt on lhe screwed slee\'e. wash away any dirt witb paraffin (keroseoc).
Jr aoy paris are worn or damaged they must be renewed . Compress the springs And exlract the circJip. The complcte dri~'e assembly C;HI uow be pulled olr tbe splined sbaft. Unscrew the screwed ~lecve from the barrel assembly. L.8
Fig. L.6 COTtUIIII!fI!or end brnckcl I.
T~munal
eye.
2. nnuh bolder. 1100.
Lssuc3.
1140
L
TIlE ELECTRICAL SYSTEM Arh1(1IUre
EX4lrnination of Ibe armature ""'ill in maoy cases rCY(:
Ihc cause of fOliJure, e.g. conduclo~ lifted from tile commutator due to tbe starter being eogaged wbile tbe engine is running and causing Ihe :l.l"I'IIalurc to be "ol~l ~d at an excessive speed. A dAmaged ;urnaturc must in all cases be renewed-no attempt should be made to machine tbe armature core or to true 3. distorlcd armature Sh3ft. BeariDgs Btarinss which are worn 10
~ucb
an extent that tbey
will allow excessive side-play of the armature shan must
Fig. L.S
be renewed. T o renew a bearing bu.~h proceed as follows. Press the new bearing bush into Ibe end bracket, llsioS a shoukiered Ulandn:1 of tbe S;lIne dia01eter as the ~haft whicb is to fit iolo tho beariag. NOTE.-Tbe beariog bushes :are of the porous pbospbor~ bronze type, aod before ftttiog, IttW bushes should bt aUofl"ed to stud complctely immersed ror 24 hours io thin cogioe oil in order to fill the pores or the busb ,rilb lubricant.
Reass:embling Thc rea.~Strnhly of tbe uarter is a revers,,1 of the opcrariom described in Ihis u:clion . Re6ttiDg
Refilling is a r(vers;! 1 or the removal
procedur~.
Section L.7
.-
The charging circllit I. 2.
D YI I:l.ruO.
1.
Field. Cut,oul rcl:\y.
••
Ann3tu~.
S. CUf/l,;nt regulat~lr. 6. S....;Jn:p n::si~'~'r. 7. Fidd rt'$islor. S. Voltage regulator.
Tbe voltage regulator aad cut-out relay ,IrC I~mpcr;t lure competlsated to aHow for operatiag changes ill (he cllcuit r~·s i.stance and for climatic variations UI batlery voltage, The effect of temperature fluctuation on controt box s.crtings is further minimized by the use of n SWaDlP resistor connccted in series with the shunt coils of the volta3c regulator and CUI-out relay. for ntijusimcol puposcs lootbed caOlS arc carried 00 the front IiDlb of each magnet frarn~ to enable voltaae and currcut settings to be nl;!dc with a spt'cial 1001
(see fig . L.7). CONTROL BOX (Moliel RB340) CunnI descriptiOD The R0340 coDtrol box operates 011 tbe currentvoltage systtm of dynamo output regulation. Thlee units' are housed in the conuol box: two separate, vibrating armature-type, siogle-<:olltaCl regulators, and a cut-out rettly. Oue reguiator is responsive to cbanges ill currellt and the other to cbanges in voltage,
Tbe conlrol box settings arc accura.tely i\djuSled during manufacture and the cover shovld flat be relTloved
unnccc.ssarily. Pre.lUninary cbeck1na of chargillg circuit Before disturbing any electrical adjustments examine tue items mentioned below to cn~urc that the fautt does nol lie O\lISid~ (be control hox. Check the baUer)' by suhstitulion or with a ltyJr..-.mcter and a he:t"'y-uischargl! teslcr. Jnspect the dynamo driving belt. This should be just taut eDough to drive without slipping. Chcck tbe dynilmo by substit ulion or by disconnecting the cab tc~ from tbe dynamo terminals and li nking Ihe large terminal 'D' (0 the small terminal 'F', cotlncclins a voltmeter between this IiDk ,IOU carth, aDd running tbe dynamo up to abo ut 1,000 r.p. m., when a rising voltage should be shown. Insptclill!, tbe wising of the charging circuit and carry out continuity tesls between the dynamo, control box, and ammeter. Check the ear1h coonectiolls, particularly thai of Ih~ control box. III the evtnt or reported under-charging, ascertain Ihal this is not due 10 low mileage.
FIg. L. 7
The comrol box wilh CtHer removed I . Adjustment cams. :2. Selling 1001.
J. 4.
1100.
CUr-our Curn:nr
reb)!. re.w11or.
Wilt 1. 56987
5. (."urUnl rcaul&l or eon/aclS. Volillt reguhuor A. 7. Voha~ rellularor I:OnlaelS. S. CUp. 6.
VollA£e rt;::uJator Method %djusltnent Checkiog and adjusting sbould be completed as rapidly :LS pos.sible 10 avoid errors due 10 hcat i ll.~ of the operaring coil. Withdra ..... tbe cables from the conllol box (erminal
L.9
L
THE ELECTRICAL SYSTEM
blades 'B', To tuable the cngiue to be started it will be occessary 10 join the igoilion IIond battery feeds lOl&cther with a suitable lead. COJUlcct a first-grade 0-20 moving. coil voltmeter belweeo conlfol box letmiDai ' D' and a good e;u1hill8 poi"r. A couvtnienl method of mak.iug
Ibis connection is to witbdraw the igoilioll warniog ligh.t (eed from the control box termioal 'WL' and to clip tbe voltmeter leAd of appropriate polarity to lhe slnall term.inal blade lhis exposed, this terminal beiDg electrically common with termil)al '0', StArl tbe engine and run the dynamo at 3,000 r.p.m. The voltmeter reading should be steady aod lie between Lhe appropriate linlits sbown below according to tbe IC01ptrlllurc. A",bj~1Il umperDlur~ Volloge setting 10' C. (50' F.) 14-9 to IS'S 14·7 to 15· 3 20' C. (68' F .) lO· C. (86" P.) 14·5 to 15·l 40' C. (104' F.) 14·310 14·9 All ullsleady reading ma.y be due to dirty coolacls. If the reading is steady bUI occurs outside thc appropriate limits, an adjustruent must be made. Proceed as folJows. Slop the eogioe and remove the control box cover. Restart tbe ellgine aDd run the dYOaD1o at 3,000 r.p.m. Using a suilable 1001 (sec Fig. L.7), turn tbe voltage adjustmeol cam unril the correct selling is obtained. Turn tbe tool clockwise to raise the settiog or .:Inti· clockwise 10 lower iL Check Ihe setting by Slopping thc engine and theu again raisiog tbe generator speed to 3,000 r.p.m. Restore tile original connections and rcfit the eover. Cmreat regulalor On·loQd selling The cunelll regulator on· load setting is equal 10 the maximum rated output of the dynamo, which is 22 amperes. Melllod of Qdjwtm~J/t The d ynamo must be made lo devdop its maximum rated oulput. what.e,,·er the state of cbarge of the baHery might be allhe time of setting. The voltage regulato r must Iherdore be rendered inoperative, and lhi~ is Ihe funct ion of (he bultdog clip sbown in Fig. L. 7 to kt:ep tbe voltnge regulator contacts together. Remove the control box CO\'er and, usiug i\ buUdog clip, sbort out the contacts of tnc vollage ~glliator. Wilhdraw tbe cables from thc control box termjnal blade! 'n' and coonect It lirst·grddc 0-40 moving coil 8Dlolekr between these cables aod one of the terminal blades 'B'. ]t is imporlant thai termioal 'B' carries only this oDe conoecrion. All oiller load collDections, includ· ing Ole ignition coi l feed , must be made to the battery side orthe nlWDeler, S .....itcb 00 alIligbts and accessories, start the cngiot. aad run the dynamo at 4,500 r.p.m. The ammeter poioter sboutd be steady and iodicate: a current of 21-23 amperes. An unsteady reading may be due to dir1y contacts. If the reading is too high or too low aD adjuslment must be made. Proceed as follows . Using a suitable (001 (see Fig. L.7), turo the current adjustment cam until the: correct seltiog is obtained. L.IO
Turn the 1001 clockwise to mise the sClring or au.t.i10 lower it. Stop the engine, restore the o rigina l connections, and refit the control box cover.
e1oclcwi~e
Cnl~u t rclay Cut·iR DtJ.jllstmer1i CheclUng a Dd adjustiog; should be completed as rapidly as possible to a....oid errors due to beating oflhe operating coil. COI)uect a first -ge the cul'OIl1 relay adjustment earn uutil the correct selling is obtained . Turn the (001 doc;)..."Wis/::: 10 raise the sching or anti·clockwise to 100vcr it. Stnp the eoginc, resrore the original connections. and refit the cover.
Drop-off Qdjlutment Withdraw the cables (rom control box ler.lllinaJ blades 'B' . To enable the engioc to be star1cd it wiU be ncttUaJ"y to join the ignition and banery fads 10getber wito a &uitable lead . Cooocet a first-grade! 0-20 movtng-coil \'oLroeler between cootrol box lerminal 'B' and a good earthing point. Start tbe eogine and run up 10 approxi· m:Jteiy 3,000 r.p.m. Slowly decelerate and observe tbe \'oltmeter pointer. Opening of the conlacts, indicated by Ihe voltmeter pointer dropping to uro, should occur between 9·5 and II volls. Tf the drop·off occurs outside tbese Ii miLS an adjustlUent must be made. Proceed 8S follows. SlOp the engille and remove tbe contTol box cover. Adjust the drop-off voltage by carefully bending: Ibe lUed conUtet bracket, Reduciog the contact gap win rai~ the drop·ofr voltage i\nd illCreasiog the gap will lower i1. Retest.. and if occes.~ry readjust until tbe COrFI~ct dropolf 5Clliog is obtained. This sbould result in ;l cootact 'foUow lhrougb' or blade denccticlO of ·010 to ,020 in. ('25410 ·508 mm.). Restore the original conne-c:tions and refil the coycr.
Adjustme.t of air gap seUi"es Air gap seltings arc accurately adjusted durin, mal1U· racture and should require no further attention. If tbe original sellings have been disturbed, it will be neceuary to make adjusuneuts in tbe manner dw:ribed below. 1100. WIlOJ. 56981
l
THE ELECTRICAL SYSTEM Armatllre-Ia-bobbin core g(lps of ,'oJ/oge
//tiff
". 'L 1. ·0
current
-".~/.;
,egllloloTS
Di!.conocci the baiter),. Using a suitable 1001 (s~c fig. L 7), luro tbe adjustment cam of tbe regulator being adjusted 10 the poi nl gi\'i na minimum lift 10 111<: armature tensioning spring {by turning the tool anliclockwise (0 the fullest eXlcul). Slackcll the: appropriate contact reciting nul and unscrew the cootact. Insert a feeler gauge of -056 in. (1 -42 rum.) tJUckncs.~ between the I\rlllature and the regulator head, AS r;ar bade as the two rivet hctlds on the underside of the armature. With the gause in position. press squarely down on the ftTinahlTC, screw in the COluact until it just t o uche!> the anmnuro: contacl. Tighten the locknut and withdraw tbe gallge. Repeat this procedure on the remaining regulator. NOTE.-On earlier type regul:uors baring copper sbims 00 the reguJalor huds, the air gap litttlDg is ·045 io. (1'15 0l.aJ.) aad care must be 'liken not to dalOage (he copper shim. C3rry out the elecbic..a.l ~Hjng procedure. 'follow through' vi CII/-tllIl u/ny
em/IDCI
Dntl nfmnillfl!-to-bobbin
core gnp
Press the 3rmature ~quarely dowll lI!!ai nst Ihe copper St"ll;irillion on the core fau:. Adjust lhe: fixed cont.aCI bf;lckd :0 give a 'follow rhrough' or blade ddJ.:.:tion of (he moving t:onU!:ct of ·010 to ·020 in. ('25410 ·508 mm.). Adjust tne annature: back slop to give a c
or
Clc:)niDg cootacts Regula/Of cOl/tnus
To clcan the yoltage or currcllt regulal
Section L.S ."-USE UNIT DescriptiOrl Tbe fuse unit, which is located on the right-lllUld \... ;og \·alt.DCe of the engine computmenl. is ,10 open, insul."lted moulding carrying t .... o single-pole 35-amp. CIlrtridge-lypt. fUSe!: which are held in spring dips between the Luear conn«"tors. Two space fuses are carried in recesses in the fu ~e unit box and are positioned by retaining springs. The fuse which bridges the terminal blocks '1'-' 2' iii to protect tbe ignilioa-liwitch-c.onuoUed auxiliary circuits, e.g. the born, which is independent of the ignition switch. The other fuse, bridging terminal blocks '3'- '4' is to protect the ignilion auxiliary circuils, e.g. the fud gauge, windscrcen wiper motor, and Basher indicaION>. which only operate WhCD the ignitioD is switened on. The separate fusc for the pilot aod taillights is located in the cylindrical lube situated in tbe wiring loom 1100. IUlle 6. t0288
Fig. L.9
Voltnge regulolor. Insl!J is ,hI! pilot alld loillight fuse t. 2.
C<)vu. 'AUX' fuse (lS-anlp.).
4. '''UX ION' (usc (}j·J.mp.). 5. Sp;lTe fu~.
3. Fuse block . beneath the battery or fascia. To renew the fusc, bold oue eud of the (ube, push in, lwi~t , and pull off the other end. The fuse is then accessihle.
Section L.9 LOCA"CION AND nM£D't' 01; FAULTS
Although every precaulion is taken tu elinlinate possible causes of trouble. failure may occasionally develop tbroug,h Jack of attention to tile equipment or damage to tbe wiring. Tbe followjn~ is Ibe recommcnded procedure for a systematic examinatioo 10 loca te aod remedy the causes of some of the more usual faiths cncountcred. The. SOllfces of trouble are by no means always obvious, A"d ill sOlne cases a considcrable amount of deducLion from the symploms is needed before the causc is disclosed. For ioslaoce, the engiDe misbl 001 respond (0 the stane, switch ; a h;lsty inference would be that tbe starter rootor is ot fault. However, :1& tbe 0I010r is dependeDt on the bancry il may be tbal tbe battery is exbaustt"d . Thill iu tum Olay be due to the dynamo failing to charge the battery, aod tbe final cause of the trouble may be, perhaps, a lOose cooneetion in some part of Ihe. charging circuit . If, after carrying Qut an examiuation, tbe cause of the trouble is not found Ihe equipmcllt l:110uld be checked. CHARGJNG CIRCUIT
I. Battery in low sl.3.tc of cba.rJt (0) This sta le will be showQ by l:td: of power wilen sLarting, poor lisbt from Ihe lamps, and tbe hydrometer readings below 1·200. It may be due 10 the dynamo 001 ebargjng or siving low interminent OUlpul. The ignition warniog light will not go out jf tbe dynamo fajl~ to charge, or will flicker on and o ff in the event of intermiuent output.
1... tI
L
THE ELECTRICAL SYSTEM (b) Check lbe selung of the lamps. (c) If the bulbs are discoloured as the result or long service they ~houtd be rcnewed.
(b) ElIumwe the cbarging and field cin:wt wiring, tighten any loose connections, or renew any broteu cables. ray particular anention te the battery con-
nections. (c) Examine tbe dynamo driving belt; tak~ up any \1Il01.lC slackness by swioging the dynamo outward!'i on ils mouuLiog after slackening the 31t.'\chOlent boilS. (d) Check the regul:!.tor set Ling, aDd adjust if nw=ssary. (t) If. nftcr carryiDB out the above. the trouble is still Dot cured. ua\'c the equipmcill ennuned.
Battery oycrc.bargell This will be indicated by burnt-out bulbs, very ffUjucflt oeed for topping up the batury, and higb hydrometer readings. Check the charge reading with nn ammeter when the car is nll'ming. It should be of the order of ooly liD 4 amps. [f tbe ammeter redding is in excess of Ibis value it is advi!aok to cbtc:k tbe regulator selljng, Dnd adjust if ncecssafy.
2.
Lamps [jgbt ,..beu ,witched on bllt gradulI.lly fad, out· As paragrapb I (al.
3. DrillilXlct varies with speed of car (0) A!> paragraph t (D) . (b) Examine the battery coonections, making sure Ihal Ihey are light,
1.
STARTER MOTOR I. St3rler motor laen power Of {alb to twlI eoeiDe (0) See if Ihe engioe C:"IO be turned over by bal'id . If nOI, Ihe cause or tbe Sti.!'fACS5 in the eeaiot must be loc:ued ond remedied. (b) If tbe cogine can be tumed by hand first check that Ibe trouble is 1101 due (0 a discharged battery. (e) EX
3. Starter PWOD will 001 disengage from the flywbccl wbeo the engint is IllIUling Stop the engine and sec if (.be starter pinion isjnmmed in mesh with tbe 6ywbed, releasing it ir necessary by rotatioo o{ the squared end of tbe starter shart. If the pinion persists in sticking in olesh ba,'e tbe equipment examined. Serious damage may result to Ihe starter if it is driven by tbe flywheel. LIGHTING CIRCUlTS 1.
umps give iDsufBclcol illuminatioD (D) Test tbe slate of chArge or the battcry, recharging it if nece.qary rrom Illl independent electrical supply.
L.12
Section L.l0 FLASHER UNIT IUsulptiou
Mk. I models The flasber urut is situated on the right-haod side of tlie eogine eompastmeol and is controUed by a switch 00 the steetjng-colunlII: warning tights are provided on the iMtrument panel (eMly models) or on Ihe end of Ole switch lever (later models).
J 100 Mk . /I ontllJOO mOllels The flasher uwt fitted is the FU type and gives an audible w
FUDctiolls of wllrning lao.lp The w3rnil)g lamp not ooly serves to iudicate Ibat the Rasher unit is fuocliouing correctly, but also gives a warniog of any bulb failure occurring in tbe exteroal direction indicator lamps-since il reduction in bulb current Bowing throu :~ j', the coil reduces the electromngoetic effect acting on tbe secondary armature and so prcvents closure or the pilot Ijght contflcts. Cbeeking fawfy operation lD the tvent of trouble occurring wilb. a flasbing ligbt direction indicator system. tbe following procedure should be foUowed. Check tbe bulbs for broken filaments. Refer to the vehicle wiring diagram and check .:III flasher circwt connections. Check the appropriate fuse. Swilcli 00 the ignition. Check with a voltmeter bet.....een the 6aJiber unit terminal 'B' (or '+.) and earth that b.:lltery voltage is preseot. CO!l[lect togelbc:r flasher unit tenninals 'B' (or '+') and 'L' and operate tbe direction indicator switcb. If the Ilasher lamps DOW ligbt, tbe Hasher unit is defective and mUSt be renewed. 1100.
h:We 6.
t028fi
THE ELECfRICAL SYSTEM Maio'toancc Flasbt:r units cannOI be dismantled for subsequent reassembly. A defective unit must therefore be renewed. care being t~1:eD to connect as the original.
ReDCwi4c flasher unil When renewing a flasher unit or il.ll>lruling a Oasb.iog light system it is advisable to lest the circuits before coonections to dasber lermiools tire made. When testing joill (he cables normally COQQoclcd to those terminal together and operate lhe dice<:tioa indicator s ....ilcb, the (\'CDI of a wrong C(iODcction baving beeD made, the igniLion au~iliarjes fuse wiU blow bUI no damage \ViII be dODe to Ihe OriS her unit.
ro
Seclioo L.U W1NDSKIELD WIPERS Mainunance Inspect 'he rubber ..... iping demenls, which after loog 'ervice become worn and sbould be renewed. Lubricate the rubber grommet or wasber around the wneclbox spindle with a few drops of glyceriDe. Melbyl;ued spirits (denatured alcobol) should be used to ~movc oil. tar spots, and other stains from the wind· sbield. it bas beeu found that the use of SODle silicone· and wax·ba.sed polisbes for tbis purpose can be detrimental to lhe rubber wiper blades. Th~ gearbox and CJble rack are packed with gruse during manufact~ and need no furtber lubrication. Checking swilcbiaC medlilnism if the wiper fiLils 10 park or parks unsatisfactorily, the limit switch in thc gearbox cover should be cbecked. Unlcss the limit switch is correctly Sci, it is possible for the wiper motor 10 ove1TUO tbe open-circuit position
Resetting !..be limit switcb Slacken tbe four screws which secure the gearbox cover aud turn the domed cover until the ;ettiog pip on !.be lop of the cover is in line with (aDd in a position either n=aresl (0 or furtbest froro---depcoding on whicb side tbe blades 1l0rmaUy park) tbe central groove in the gearbox cover. Ch~kiDg
COTTent eoasumption wiptr fails to operate, or op.e:rates unsatisfactorily switch on the wiper and oOle the current being supplied to the. motor. The Dormal runaiog current should be 2·7 10 3'4 amps. Uu .1 ().....15 moviDg.coiJ ammeter connected in tbe wiper circuit, tben proceed as: foUows . 1( the
Wiper InkeJ no currtn! El.amine the fuse protecting tbe wiper eiceuit. U the fuse has blown, ex.amine 'he wiring of the motor circuit and of aU other circuits protoc:~d by tbll fuse. Reoew, if necessary. and cables wb.ieb are badly worn or chafed. 1100. Issue 4. 10288
L
filling protective s1ceviDg over the cables (0 pre'tcut a rccurreuce of thai 11:\111 . U the cX1..:m;;1 wi ria;,: is found to Ix ill order, replace (he fuse with Olle of Ihe rcrommenucd mliog. Tben proceed as [or the wiper taking an aboormaUy bigb currenl. If the fuse is inlacl, examine Ihe wiriug of the molor circuit for breaks, and ensure Ibal tbe wiper control swi(.(.h is operating correctly. When a cUrTeol·opcrated therlDosl4l1 is fitted test it by connceling an obmmeler across ils terminnls ill place of Ihe two cables. If a dosed circuit is indicated the Ihermostat is in order and tbe cables must be refitted. An open circuit means that the tbermostat has operated but nOI reset. Check tbe thermostat by substitution . Adjustment of the thermosLlt must not be allempted. If the thermostat is io order, proceed .1$ for the wiper laking an abnormally bigb current. Wiper takes abnormally 10111 current Cbedt tbat the ballery is fully charged. The performance of tbt: motor is depcndent on the condition of the bauery. Remove the commuLIltor end braded and e.u.mioe 01C brush gear, t:osuring that it bears firrn1y on tbe commutator. The tt:nsion spring must be reoewed if tbe brushes do not bear firmly on the commutator. Brush levers must move (reely 011 the pivots. If these levers arc stiff tbey should be freed by working them back .....ards ilnd forwards by baoel. E):;\mine the commutator and, if l1eC1!ssary, clean with a fuel-moistened doth. A suspected armature sbould be checked by substitution. Wiper fakes abnormnlly /liglr current If an abnorDl.:1Uy high current is shown on t.b~arumeter, Ibis may be due to exce:s.sive lo.1d on the driving shafl, Tbc sian current oftlle molor when cold is 14 amps. and when hot is 8 amps. U' there is no ohvious reason for 1his, such as a slickiug wiper blade. ;\ check showd be ffi;\de .. t the gearbox . Remove the gearbox cover and examine the gear a.ssembly, cbecking that a blow 011 tbe gearbox eod bracket has DOt reduced Ihe HQlatUN! end-float. Tbc armMure end-Boat adjusling screw must be SCI: to give an artMture end-play of ·OOS 10 ·012 in. ('20 to ·30 mm .). Sluggish opcratioD with excessive current consumptioo IDay be caused through friClion:!1 10s$Cs in badly positioned or defecti ...e connecting Cubes. The connecting tubes can be checked, using a cable gauge . (Details of this gauge caD be obtained from any Lucas Ascnt). The gauge cable i$ similar in appearance 10 Ihc dth'ing raek but is ·010 io. ('25 mm.) larger in diameler and is less Oerible. The gauge wiU not <=a.sily pass through connecting tubes baving less tban tbe mi.nimum permissible curvature. To check the lubing, using the gauge, it is necessary 10 ~movc the io.oer rack. Insert tbe gauge iD(o the connect· ing tube as far as tbe first whcelbox and Iheo withdraw it. Remove Ibe tubiog connecting tbe wheelboJies. InSert and withdraw the gause. H tbe gauge moves fredy lhe tobing is correctly installed . If the gauge does DOt move
L.iJ
L
THE ELECI'RICAL SYSTEM Refiltine All models Refitting is II re~'ersa t of the renlOV31 sequence, bllt care must be taken to ensure that the whedhoxt$ are cOrlecll}, liru:fl·up ;!IIU that the c.1ble rack. twisting it if nccl!$sary. e ng:'M('s Ihe ge:J( and spindle asscmblies.
Dismantling the moior Withdraw the four sere.ws securing the gearboll: Ulver
aDd remove the cover.
Fig. L.10 R~movof (Ina
I.
replQumenr of Ih~ windshield wiper arm
RClainm, clip.
2.
Splined drive...
rruly Lbe tubiog must be checked (or sbarp bends aod obslrucLiollS. Check (he wheeJhoxt.s for l'Iugnmcnt and thea reassemble. RemoviDg and rtfitting the nlOlor lod gearbox Disconnect lhe electrical cOllnections from the mOlo r then remo"Yc the wiper ,lnUS, the outer c3;<.ing from the
gcnrbox housing, the set screws securin g the IUOlor to Ihe radiator valance aDd withdraw the motor <1)1(1 inner cable rack. Re61ting is it reversal of the di ~m ;'lll\lillg sequence. but it may be necessary 10 twist the iuneT cable to eng;I!C the rack with the wonn on the whcclbox . NOTE.-WhcD fining 3 replaccmcol molor. rtmo\'c the gearbox co\'cr and chfi:.k .bat fbI! fiD1I1 drive lcar ratio Is stamped 'ISO' whicb indicalcs Ihe COITtet QTU of wipe.
Removing n'beclboxes All moods tWtp, Austill/Morris 1100 Mk. "(lnd 1300 Remove the motor aod geBrhox as described above, Ibeo remove tbe fascia palld (see Section 0 .19) aod the Icft~hand demisler duct. Rcmove Ibe nUl, (ront bush, and washer from the front of each wbeelbox and lit"! Ihe wbeelboxes from beneath the top p;mel as .In assembly. coD'lplele with the rell, bushes, spindle tubes, and Cllble rack outer casing.~. AU$lin ond Morris Sf/per De-/l/n 1100 Mk . /I (lnd 1]00
models Remove the moror .lud gearbox as described above, then remove (he f.lscia panel (see Section 0 .35) and drop tbe steering·column 10 enable the fascia centra) support, relained by two screws on either side, to be removed. RemO~'e tbe demister dUCIS, lIle retaining nuts from Ibe wheelbox driving spindles, (be grommet from wbere the oUler casing passes through tbe bulk bead aud finally lift the wheel boxes away complete with tbe outer casings. Aus/ill olfd Morris De-luxe
1100 Mk. II ond 1300 models
Remove tbe fascia as described in Section 0.]5, rcmove all beater and fresh air veots, aod then proc~d as dcscribtd in • All model,' above. L.J4
Withdraw the connectors and tbrough-holts 011 the eon1n)ul.ator end bracket. Removc the COlnmut~lor end bracket elear of tbe yoke. The brush gear can be removed by liftiog it clear of the commutator and witbdrnwiog it 4)S ;) unit . Care sbould be taken at tbis poin( to Dole the partlcul,lr side occupied by each brusb so that eacb may be replaced io its Niginal seuins on the commutator. Access to the armature and field coils can be gained by wilhdr.l.wiog the yoke. If it is necessary to rcmove the field coil, unscrcw the two scrcws sccllfing tbe pole-piece to the yoke. These screws sbould be marked 5n that tbcy can be returned to their original holes. Press out the )lole-piece complete with field coil, marking the pok-piece so tbn.l it can be repiliced ill its correct position luside the yoke. The pole~piL'Ce can now be pre~sed out of the Geld coil. Pieces oC carbon shorl~ileuitiDg adjacent segments of the conunlHalor will also cause excessive cunent consumption. The resistance between adjacent commutator segmeDls sbould be ·34 to ·41 ohm. Cleaaittg the commutalor and brush gear rcmoves this fault. When disroantUng, check Ihe internal wirinG of tJlC motor for evidence of short·circuiting due to chafcd or charred iosulation. Slip a new piece of slee..-ing over any cbarred connectiolls, and arrallge tbelll so ,hat Ihey do oot rub against sharp edges. While tbe molor is dismantled cbeck fbe vahle of tbe field resistance. If it is found to be lower thao 12,8 to 14 ohms a shorl circuit in the windings is indicated aDd a new field coiJ must be fitted . OLber evidence a sboncircuit will be given by cb;)rred leads from tbe field coil.
or
Dismllotliag the
~earbox
unit
Remove the circUp aDd washer from the cross·bead connecliog link pill aDd lift oK the cross·head and cable racle assernbl)'. Then I£move the circlip and washer from Ibc fillaJ gear sball Jocated underoeatb the gearbox urut. Remove aoy burr rrom the circlip groove before lifting out tbe final gear. Tbe armature and worm drive can now be withdrawn from the gearbox. AU sear teeth sbould be eX3mioed for sigos of damage or wear aod, if oecessary, oew gears fitted .
BeassembliDz; Reassembly is a reversal or tbe above procedures. When reasscmbliog, the following components sbould be lubricaled. 1100.
Issue: 4.
10288
-_ .... __ ._... _--_...
""
..
_
......" ........
_
... _ - --""" ..... "
L
.. __ ..."---_.-
TIlE ELECTRIC HORN AND WINDSHIELD WIPER COMPONENTS
i
No, I. Horn.
Ot!UdPliDl!
2. ScO:"',
N• .
".
IS.
Dt«riJl/I'1II
Drush sprine.
...
-'I.rmltu rc.
n.
Cro".hc~d
Washer.
••
N\l1.
". 11.
Ho rn-push,.
lB.
Switch.
•• Relaining lil)!:.
".
Shafl Ind lear.
1.
Contact (uJlper).
•• MO(if sprin,_ •• Cowr i1nd
':0" ' 0 (" 1 .
II .
...
Slip rine and rOlor .
Fcm.olc.
J2. Gronimci.
...
pbi" wuher. Sprine \\..sho:r .
,11. Wirer arm.
". ]S.
'---"""."-_.",,
..---------
i
!
I
Wiper blade .
Rubber.
ll. BnJSh gear.
1100. lswc 4. S6911
'btl.'\' ,
Ori.'e winl:-wluxlbox.
". n.
screw,
i
r~ek.
Dr;", c.uio;-molor 10
)t .
Bn.c~1
and
30. Oriy( eutn8-
Mount;"1 br;u:'kc1.
,I
Spindle .J.nd at:ar .
W . Stud .
2).
MOlir.
". ...
Pield cnil.
II
Dnuipl{oll
Wh ccl bcx.
3.
,.
No. 2$,
Brwh.
------ _... _... .... "
I I I
__._ - - - 'I L. IS
L
THE ELECTRICAL SYSTEM Ihe pnsiLion of Ihe arms may be adjusted by rc:o.H)\'i08 and re-engaging them ....~tb Ihe spl.ioed driving spindles. Ole angular pilch of the splines being 5·_ Do oot attempt (0 turn Ihc arms whilst in POSitiOll, bUI press back. Ule relaining clip (Fig. L. IO) io tbe beadpieces aod witbdraw tbe arms from Ibe driviog spindle!. Refit in Ihe desired position. The above adjustment may affeet the ~e lr· parking posilinn. Ir so, il may be corrected by adjustmeot nr the limit swilch position as desc ribed previously, If the arms allJ blades IIrc required 10 come to ri!st on the opposite side. Ihe lim;t swilch should be turned througb 180a, It should be. noted Ihat tIle switch cover is designed for IUmiog chrough 11 sector only and not through 300·, Tbe future prevents ulluecesSillY Iw;St iog of the exteroal flexible connections.
Fig. L.l1
TlJe L.H.D.
~Xctpf
Europe amI North America
hcaa/amp light Imil, willr
lh~ EllrOp(!Qn'fYp~
bulb and
socket OITtmgemnfl inset
Secnon L.U HF.ADLAMPS
ArmOIIIft! bell/fnRI
U,K. aDd North American types Headlanlps filled 10 vehicles operalins Oil Ibe U.K_
These. should be lubricated with s.t\.e. 20 engine oilthe self-alignjog bcariug being inuuerscd in Hill for 24 hours before assembly.
or Nortb American markets aTt of the sealed-beam type aaJ tbe: light units ;.··e serviced as complete assemblies only.
AmlDlw6 ShOJf (commutator tnt!)
Rtmolling th~ light IIl1it (U. K. lypt) The laQ\p rims are fitted witb rubber dust excluders aod rim rc1aining SCfCWS. Release the retaioiog screw 3t (be boUom or tbe rim aDd the lamp body aod lin away the lamp rim. Remove tbe inner rim securing screws and lift nW:ly tbe scaled-heaol as!.Cmbly aner disconnecling the three-pin socket.
Apply S.A.E. 20 engine oil. Fell lubricator in gearbox Apply S.A. E. 20 engine oil.
Wcmll wheel bearings. cross·l,t!ad, gflffle charmel, cO.,, , nlet/tlg rod, trani-pin, U"OfIll (lndfilloJ geDr shoft
Grc:lsc IiberaUy. Coble rack (JJld h'heelboxu Grease liberally_
Tts&g Switch on the ignition and the wiper control. The two wiped a. rcll5 should be arrroximl'ltely symmetrica l Oil Iht: windshield. Filting a blade Ie
:I
Refilling rM light IlIIif (U.K. type) Refil the three-pin plug 10 the rear of the ligbt uo it Place the ligb[ unit io the back-sheU. ellsuriog that Ihe regislCT!; moulded on the re::.r edge or the unit engage in the slols in Ibe back-sbtll. Replace the light unit rim a nd refit the securing screws.
wiper :lrro
Pull the wiper ;U'lTI away from the windshield and insert Ibe end orche arm into Ihe slotted spring fastening or Ihe blade. Pusb the two componenls into eo£agemcnt. Fitting a wiper :lJlD to the drivi.d~ spiadJe First ensure Ih3.t Ibe wiper Sl indies are io [be correct parking posilion by swilching on the igoilion and turning Ihe wiper control on and then off. To fi, the arms, press the headpieces onto the spind les at the correct par"ing angle lnuil Ihe retaining clip is beard to snap OVer the e nd or Ihe spindle drum. Operate tbe wiper eonlrol to ensure Ihal Ihe :urns come to re§ t in the correct park..ing position. Adjusting COffeot operation can be obtained by adjusting the position or Ibe IInns relative 10 Ihe spindles. 1r nc<:e: ~!;ary. L.16
Fig. L I 2
The hudfamp Jighl unit, showing Iht adjl4slulg 3crews for the NDr/h Amtrlcan and U_K. type unilS tiOO.
Issl1c 4.
56981
THE ELECTRICAL SYSTEM Fit Ihe rcaf cop edge of tbe lamp riro over tbe (Wo raised $Cctions of the back-sl.:tdl, press downward,; and inwards, and refit the rCINomg screw. DeDnr-.sCtfing (U.K. IYP6)
The lamps sbould be set so Illal the maio driviog beams l\fe parallel with Ihe Toad surface or in accordance wi th
loc.11 rcguJatioru. If adjwlmcnt is required, Ibis is achieved by removing the headlamp rim. Vertical adjustment can then be made by turning the screw at the top of the lamp in the neces· sary direcljnn. Horizonta l adjustmeDt CIlD be effected by using the adjustmeDt screw on Ihe right-hand side of the lamp. R~movillg Ih~
light unit (Norlh Am~ric/llJ type) Remo\'c the retai.ning screw from the bouoru face of the lamp rim, lif' tbe heUom of the rim forwa rds and upwards, and detach Ihe rim. Slacken the Lhree Phillips screws securing (bc li~ht unit retaining rim and tum the rim auti-clockwise to removc, supporting the leos of tbe light unit at th~ same Lime. Pull off Tbe tbree-pin plug (ronl the rear of the light unit . Refillulg the light unit (Nor", AII1~ricon type) Refit lhe tbree·pin plug to tbe rear of tbe light unit. Place (he litbr unit iD Ihe back-shell. ensuring tllat the registers m oulded 00 (be rear edgc of (he unit engagc in tbe slots io (he back-shell. Replace the ligbl unit rim so that the large diameters of tbe Ihree slotted boles pMS over (be heads of the three l"Ctl\i..Dicg screws, press the rim tirrn.ly inwnrds. and rOla te tbe rim dock-wise to tbe full Uleot of tile slotted holes. Retighten the securing screws. Fit the rear lap edge of the lallip rim over the ewo T:'Iiscd sections of tbe back-shell, press dowowards ilnd inwa rds, aDd rcnt the relainiag screw. Beom·stllillg (Nortlt American type) The lamps should be set in tbe dip position aod should be adjusted 10 comply with the regulations in the country or state in whicb the vchicle is opcraLin&. If adjustment is required. this is acbieved by renlP\'ing (he bcad!amp rim. VerticaJ 3djustmeat c.u then be made by turning tbe screw at tbe top or tbe !.amp in Ihc necessary direcLion. Horizontlll adjustment caa be effected by using the adjustment screw on the right-haod side of the Ii'lmp.
LH.D. (except Ew-cpe 111141 North AO'lt'riu) and EUI'CpeaD
'ypos Headlamps litled to vehicles cxpotted to these countries are of tbe douhle-f)lomeo(Mbulb type. Certain counlrie.~ have ligbting regulatioDs to wNcb !.he foregoiog arrangements do not confofll). sud cars exported to sucb countries have suitably modified lighting equipment.
Removing tile Iigh' tmit (1:.~lIropean type) To remove tbe ligbt unit for bulb replacement unscrew the rctaining screw at the bouom of the plated lamp rim and lift the rim away frorn the dust-t){c!uding rubber. Rem()~'e the dust-e1o:cludiog rubber, whicb will reveal tbe ebree springMloaded screws. Press the light unit tiOO. rS$ue 1.
t0288
L
inwards against the tellsion or tbe springs aod tum it in au anti~lockwise direction uutil tbe heads of tbe ~rews can pass tbrougb tbe enlarged ends or the keyhole lilot.s in the lamp rim. This wiU enable the ligbt unit fa be withdrawn sufficiently to give aUeQcion to the wiring and bulbs.
Bulb reploammt (EurDpeQII type) Tbe bead lamps fitted to kft-hand-drive cars for use in European countries are fitted with special front lenses giving au asymmetrical ligbt beam to the right-hand side. The bulb is released from the reflector by withdrawing Ihe three-pin sockot and pinching the two ends of the wire rttaining clip 10 clear the bulb flange. When replacing the bulb make cenain that the rectangular pip on Ihe bulb flaoge coaases the slol io the reflector seatiog. :Replace the sprwg clip witb its coils resting in tbe base of lhe bulb flange Dud engagiog the two retaining lugs on the reftector sc!liling. Refitting the liglll /II/it (Europeolllype) Position the tigbt uoil so tbal tbe heads of the adjusting screws coincide with the enlarged ends of the attachment slots. Push tbe tight unit towards the wiDg to compress tbe springs and tum the un.it to lhe rigbt 35 rar as it will S(')-that is, :lpproximately tin . (13 rom.). Rcplace the dust-exc1uding rubber aD Ibe lighl rim with its naoged face forward :lad rdit the plated rim.
Bulb replncemellf (L.H.D. (!x(epl Ertrope olld North AmericII)
Access to tbe bulb is obhlined in tbe same manner as Olal deseribed for European-Iype beadlamps. Twist the back·~bcll anti·c1ockwise and pull it off. The bulb call then be withdrawp (rom its holder.
BeDm-sellillg (L.H.D. 6)"'cept Europe nnd North America) These be. llDs arc set in the samc way ;IS tbe Europeaotype headligbt beams. lleoln-sellillg (E''''rop~Dn type) The lamps should be set so thai the main dri~'ing beams Are parallel with the road surface or in accordance with local regulations. (( adjustment is required this is achieved by removiD8 the plated rim and dust-excluding rubber. Vertical adjustment ei'ln Iben be made by turning the screw at the top of the lamp io the necessary direction. Horizontal adjustment C8l1 be effected by wing the adjust ment screws on each side of the tight unit.
Soclio. L. J3 SIDE AND FLASHING DIRECTION INDiCATOK LAMPS AustiD, Morris, Wolseley, aDd Riley To gai,u access (0 the side aad front !lashing i.odicator bulbs it is lIecessalj' to reo\ove the screws securing the lens. l:Iolh bulbs are of the bayonet-fixiog type.
M.G. To gain access 10 the bulbs press the covu inwards and ,urn anti-clockwise to reieue tbe cover locatina L.17
L
1HE ELECTRICAL SYSTEM
toagues (rom Ihe retaioing c.alche.s. Both bulbs are of Ihe bayonel-fixing type,
NUMBER-pL.~n:
Prin<= EKU&l..C( the rclaining screw to rdease lhe plated riOI
and the lens to gain llcce~s to both the light and direction indicator bulbs, The sKlelamp bulb is of Ihe c.aplcss type and the direc'loo iudicOI'or bulb o f Ihf: b::.yonci-fixi,ng type. Refitting is 11 dircci reversal of Ihe removal proadure.
Section L.14 PANEL AND WARNING LAMPS
NOTK-In all cases ",ben rClllo,ing the iostrumeot paoe) the battery posjti~'e tennioal must be disconnected, Monis Acass 10 the panel aDd v,'arning lights is effected by removing {be four PbiWps screws on the instrument cowling and lifting off the cowling. Remove the thrt:e PlUllips screws securing the instrument to the fascia and pull the combined instrument forward. Tbe bulb holders can then be pulled out rrom tbe rear of the combined iostrument panel. Wclseley, Riley, aod M.G. Access (0 the panel and warning lights is effected by removiug tbe access bole co\'cr rrom witbin the glove box . 'Remove tbe retaiolDg nUl and bracket from the rear of the ashtray. Disconnect tbe asbtray bulb holder :l.nd remove tbe assembly, Remove the ignition key escutcheon Disconnect the choke control. Remove Ihe direclion indicator switch and cowling and a llow the switch. \0 bang aD. its lead. Disconoect the sleering-coluOln to Cascia support bra.cket a.nd pull the inslrumenl panel forward. Tbe bulb holders can then be pulled out from the rear of Ihe col1lbined illslrumcnt panel. Amite and M.G. Sedao Access to Lbe panel and warlling l
to the panel and warniog light is effected by removing tbe bezels llDd pushing out thc ignitionl starter and wiper/wasb switches. Remove Ihe wing oul positioned directly below and behind !.he ball-mounled air duci OJ) the driver's side. Remove llle glovebox lid aod the drive-screws securing (he glovebox 10 the fascia hoard. Remove tbe wiog nuts positioned oue directly below and behind the ball-mounted air duct 00 tbe passeoge,'s side. and the other in the centre of the fascia . Disconnect the sleering-colufUO to body cross-member steady bracket and lower the column. Pull the fascia board fonvard at the bottom and tin it away from lbe fascia surround. The bulb holders can (hen be pulled out from tbe rear of the instrument panel. Refitting is a direct reversal of the removsl procedure. Ac.ttS$
L.IS
Section L.IS lLLUMINATlO:-': LAMPS
MOITO: Rod M.G.
Tbe uum ber-plale is illomin:l.led by a separate lamp and the domed cover is removed fo r bulb replacement by unscrewing the two scr¢W$ and withdrawing the cover.
Austio, Riley
RDd Princess Tbe Dumber-plate is iJlumin:lted b~' a separate lamp with (wil) bulbs. The cover is rcmoved by tJllSC"r¢wing the two allachmeAt screws, which enables i! 10 ~ t\·ithdrawn, giving easy access 10 Ihc bulbs.
Wotselcy Thc number-plate is iIIuminaled by two lamps with twin bu lbs. Access (0 the bulbs is obtaiued by uoscrewing the o m: slalled sc rcw and rem.oving the domcd cover and glass. Refitting is a direct reversal of the rcmo\'al procedur~.
Seclion L.I6 TAIL AND STOP AND DIRECTION INDICATOR LAMPS The tail lamps are of r.he double-filanl~nl type, (be second filament giving a marked increase in brilliance wbeo tbe brakes are applied. Access to r.he hulbs is gained from inside the luggage boof. 011 !I.-I.G. aDd Wolseley cars tbe tloor of the boo!, and the side trim !Dust be removed first. Pull the bulb holder rrom its socket in !be lamp bilek-plate. The flashing indicator bulb has ~ single filament and roay be filled eitber way round . The tail and stop lamp bulb must be fitted one way only and has olfsct haYOllct peg~ 10 en9urc this.
Section L.17 HORN AfI,'D HORN-PUSH Remoring the hom Remove the horu bracket to body securing nuts, spriug washers. and set screWs. Discounect tbe horn leads and remove tbe born assembly.
MamuvlUlcc If the born fails to operate, or operates ullsatisfactorily, first carry outlbe followiog external checks. Examine the cables: of the horn circuit. renewing aoy that are badly WOTll or chafed. Eusure thaI. aU eonuections are clean aud tight aod !bat the connecting nipple" arc lirnlly soldered 10 the cables. Check tbat the boilS securing the born brackets arc light aod (bat the horo body does not foul any otber lixtor!:s. Cbeck. the current cooSUlllptiOD, whicb sbould be J 10 3! arups. when the hom is operating correctly. 1100. Iswc 7. )0288
L
THE ELECI'RICAL SYSTEM The horn is a riveted Assembly and cannot normlllly be dismantled for subsequent reassembly. WARNING.-Jt is essential that Ihe slotted centre core aDd Us Jockllle out is Dot disturbed.
ConloN breaker odju.stment A small serrated adjustment screw is provided. Turn Ihis screw anti-clockwise unril Ibe horn just fails to
sound when the horn-push is depressed. Thea lurn
,~e
screw back ror about a quarlcr turn. This adjustment does nol ~ltcr the pil<:b of Illc not~ bl.ll merely takes up wear of moving p;lfts. If two horns are filled disconnect one while: adjuslillg
the olber, tailing C3rt: that tbe cable removed does nol come ioto conla.cl with any catthed metal-work,
Wben adjusting, shorl out the fuse ""0 '2'(0 obvialt oeedless replacement. If II hora does 001 sound alter makiogiheadjuslfflcol release the horn-push immcdialely. Refittlog Rdilting is a reversal o( Ibe removal procedure.
Remoring the born-push. Whcn removing tho! horn.push il is a r.irnple operation to Ic\'cr thc complete assembly out or IUe stceringwhed widl a screwdriver. Take CIIre nOI 10 damage tbe surround.
ReflltiDg Rdilting is a reversal o( Ibe (enloval procedure.
and push Ih.:m (r(lm tIle fasciA . Re\lersc Ihest iustrucl1nlh 10 refi!. 19nition/Sfarler (aU models) Rcmo-..illg On Austin nnd Morris IJOO ilnd 1100 Mk. II model s 6rsl remove the fa~cia panel (Section 0 .35), on Morris Mk . I modtls lhe ioslruweot cowl I\nd panel (Section 0 .19), and on ill1 M .G., Wolseley, and Riley models the inslrument pllOci assembly (Seelion 0 . 19) 10 gain aeces!> 10 the swilch assembly. Disconnect Ihe Luear connector!', uuserew the fixing our, and remove the switch as!iCmbly cOlllpkle with its 'D'·shaped lock ing washer.
Dismontling To remove the locking barrel (rom the swit.cb body iDserl the key aDd tUIII the switcb 10 the 'ignitioo on' position to align tbe barrel-refaining plunger wilh the smaU hole ill the ,witch body. Using an lIwl, depress (he plunser and wilbdrnw the barrel complete with key. Rto$sembling o"d refilling Reverse tbe dismantling Dod removing procedure. He:HlI..ight dipper (Mk. J model~) Rtmol'illg Remo\'c the dipping switch to Hoar securing screws and ""illldraw the swilell assembly. DiSC(lnllc.c::t Ihe cables from Ibe switch conneclors ;md remove the switch l'I~scmbly. SwifChcs arc serdced as complete unit~ only.
Refilling
Section L.18
Rc\'erse the n:mo\lal proc::eclure.
SWITCHES NOTE.-JD all casC!S when remoriog nritdH!:5 Ole battu)' po..~itive rermio:1I musl be diKOnDK'led.
Ligbtioe:, p.nel, and windscfC'Cn \viper (Mil.. I models) Remo~ing
In :.11 of Ihe ahO"e cases disconnect the Luc:lr can· nectars. unscrew tbe fixing nUl, ;lnd remove Ihe switch assembly complete witb ils ·O'-sb:..peJ lockiog washer. On M.G.. Wolseley, and Riley models it is necessary 10 first rCfl"Iove tbe instrument panel assembly. and on Morris models tbe inslrumcnt cowl and panel (Section 0.19) (0 gain :'tccess to the swilches.
{(efill;ng Refitting is a. reversal of the removal procedure. Lighting and ""indstr~D wipn (1300 ~ncl 1100 Mk. II models)
Tbe lighting ilnd windscreen wiper switches on Ihe Austin and Morris models are of the rocker Iype, and are de:scribt:d below. 0.0 the Vandeo PI(ls, Riley, Kestrel, M .G . and Wolseley vcrsions Ibey are the same as Ihose on Ihe MI.::. I models as de:scribed above. Rem(}l'ing and refill;"g
Remove the fascia panel as described in Section 0.35, pull the Lu¢:!r fMleners from tbe back of Ille swilches J 100.
Issue 9.
10288
Steering-column switch (all models)
Removing Remove tbe switcb cover retaiuiug screws and t!ll: cover. Disconnect tbe switeb wiring from Ille snap coollections located behind the fascia palleL UnscreW the switcb securing sercws and remove Ihe switch.
Refittillg Reverse tbe removal procedure, ensuring tbat the locating peg au the switch fils into tbe hole in Ihe OUler columu.
Section L.19 INTERIOR LAMPS Austill. Morm. Wolseley, Riley, and M.G. The interior lamp is located at the lap of the cenlre door pillar. Tllo lamp bas a switch incorporated in it and ao automafic switch is fillcd to eacb rront door pillar. The Countrym':lD{Travcller bas ao additional ioterior ligbt which is controlled manualJy by a s""ifeb incorporated in it. To gain ac:ceu to tbe festoon-type bulb geolly squeeze the plastic cover, which is sccuced in positioo by foUl small tongues;.
L
_....
THE ELECTRICAL SYSTEM
Front Q/td reQr
Remove the two screws rct ... ioing che cover Il'.,hc:: lamp
base aoe detach the cover and lens 10
cxpo~c
the bulb.
- - - - --- -_ _ _ IT
Seetion L,IO
e____-----------,' --r::--------- -----w-------------_ __ ,,
FUEL AND TEMPERATURIi: GAUGES (;tner&! desuiptiOD
•
.~
Tbe bi-metal resistance: cquipmeol for fuel nud temperature gauges cO(lsisl.$ or an indicator bead and Iraosmittcr nnit counected 10.a common vollate stabilizer Tbt sySlem by which the equipment fnoeticns is vollage $ens.itive aod fbe vollagt stabilizer is necC1Sary to ensure
a collsfant suppfy of a predetermined voltage to the equipmeol.
Fault ualysis For rapid diagnosis of a falilty uo.il use Smitus Automotive Instrument Tesler (whicb iocorpoTilles a thermalsensitive voltmeter.)
Fig. L.I S
Datu,:! ,olla,e Connect vollme(u 10 con(rol box terminAl '0' and carIb: (a) Eogine slationary: 12 valls approx.
(6) Eogjnerunningat 1,000 r.p.D1. and ignitionworning light OUI: 12-1J volts approx. Wh'ing
Check ror continuity between eacb unit and check rOf leak to earth . Cbeck rOf short-circuits in wiring 10 each uansmilter. Cbeck Ihat the voltage slllbili7.er and transmitters are eartbed. YO/faIt stabilizer Disconnect Ihe lead rrOM the stabilizer to the gauge at the gauge. ;Imi COnDCCI I: to tbe 'J' terminal 00 the [nslnnmnt Tc~lcr, the (.;Irlll termioal of whicb must be
Impulse ItJchomerer circuit 2. Control bOl(.
19.
rgniuon switch. raniUoD coil
lS. 39.
J. Balh.:ry (12-Yoll). ... St." I..:r solC'f\oid.
Fu~~AJ_A".
95. IttS~/: Z)'''''''~I'i''li loop
Ta~homtltr.
0/ p~/u Itud
cODoecled to tbe chassis. After two mioutes with Ihe icro1ioD 00 a re.1ding or 10 volts should be obtaioed. Substitute voltage Sl.abiliz~r, ir faulty. NOTE.-If !be "olbge stalJili1.1:r is removed il is essential to ensure when rcplat:lDg that terminals 'B' aad IE' are uppermosf ltnd not ueet'diog 20 0 from the ¥ertic81. Galtgel
Cbcck (or continuity between terminals with wiring disconne<;led. 00 NOT short-circuit n gauge 10 e.·nth. Substitute gauge, if fault)'.
Trnnsmitur(s) Check for continuity bClwccn tuminal and case with lead discunoecteu. Subsritutc Irilnsmitrer,
ir (aulty.
Seelion L_II Foe LAM}'S
Princess
Fig. L,13
The hi-metal rt!sistollu illstr//lnelllation C"irt'uir (2)
m
(4'
Cootrol box. ~ucfY-{12-"oll).
Stalter solenoid. ('9) Fusc-{AJ-A4). ()4, Fuel pugC'. (35) Fuel tank unil.
L.20
(lS) IQAllion swildl. (46) CoolAllI Icmpcralurc puge. (47) Coolanl lerupo;J1HU1e 1r.w5miIlcr. (6<) Voll.lgc stabilizer.
Acccs.s (0 Lhe lamp bulb is obtained by slackening tbe damp screw al the bOllom or Ihe unil, and withdrawiog tbe Ijr,ht uoil_ lift the bulb retaining-dip and liIe bulb cau theu be removed from its holder. Fit tbc replacement bulb ill the bolder witb the slot
in its disc in engagement with the projection io tbe bolder.
Wheo replacing Ibe ligbl uwt ascertain thai the locating lugs are correctly positioned io the lamp shell before attempting 10 tighten tbc lighl uoit damp screw. I tOO.
Issue 9.
102811
L
THE ELECTRICAL SYSTEM
r
Section L.22 TACHOMETER-IMPULSE TVPE The CQUipOlCOl consists of an indicator \lead aod pulse lead. The pulse Ic:ad is c:nnnectc<.i io ,cries bdween tbe ignitioo switch and the i."itJon eoil . ~t'ld transm its
\iollage p1J]ses fO Ihe jodicatar head.
11 5
®
~
~
FAuJly oper~(joQ Check wiring
(000c(.1..1 0 0 $
to the iudicator head aod
continuity or the circuil. Poor connecuons: may result in raulty rudicis . The pu lse leaf.! should (orro. a s,Yrtlrncccica\ loop and not tight apinst tbe plastic rorms (i oset Fig. L.IS) ,
A6''J7A
Section L.23
Fig. L.14 REVERS~"G
LAMP
Hetlled bQcJr..!fght el(('l/il
Princess To gllill a.ccess 10 the re ... crsing l&mp bulb remove tbe ~crcw securing tbe' cover aod lin away the cover and gi4$$
The bulb is of the bayonet tilting type and may be
ISO, Warl1ina lisbl (when th le4), 64. l rmrumc nl vall. ge s(lIbiUnr.
II>. Healed back·lillill 5....'(.;)), 116. Hca,td Mck·Jilfhl.
teo
pJoccd eitber \\,:ly round .
Seclion L.24 RAntA TOR BADGE LAMP
To removc the bulb from the radiator badge uo tt, raise the bonaet aad iostrt a band beb.ind Ihe grille, &quee'U the badge cealre retaining clips togetber aod push rorwarcl so Ibat if caa be withdrawn 10 give IIccess to the bllib. To replace Ihe badge centre press into posilion lInlil Ihe clips sprillg iota place.
Section L.25 ELEC1'RlCALLY HEATED BACK.· LIGHT RemoTiog ud rc8ttiDg For remQval and refilling proctdure refer 10 Section 0.J4.
Section L.26 Volfs
Wnf/S
BMC Port ND.
12
12 12 .2
50/40 45/40 45/40 50/40
BFS 4JS BFS 410 BFS 411 BFS 414
'2 .2 .2 12
5 21 6/21
REPLACEMENT BULBS Head laulps (L.RD. except U.S.A. :~nd Europe) Hcadlalllps (LH.D. Europe except hanee) Headlamps (France only) Headlam~ R.H.D. (dip !ert) Sidelamps. Austill, Morris, Wolseley, Riley. M.G. Priocess .. Direction iodicator lamps (front aDd rear) Tail and stop lanlp~ Number-plate illurni nation lamp: Morris, M.G. Austill, Woiseley, Princess. Riley Panel tights .. WMrni[lg ligblS )Dlerior lamp Direction indiC'dtor UOl Radiator badge (Wolseley) Fog lamp (PriD.ces.s) Reversing lamp (Princess) .. 1100.
Is~oc:
8. 10288
..
.2 .2 12 12 .2 12 12 12 12
6
6 6
2-2 2 6
1·5
UfOS 989 8F'S 501
BFS 382 BFS 380 BFS 207 8FS 989 BFS 987 BFS 221
8FS 154
6
BfS 280 BfS 989
48 21
BFS ]23 OFS 382 L.ll
L _._._--------_._-------, f
L.22
"
- -
- - - -- -, 11 00. [ssut8.
10288
L
: ' - --" ' -'~ """
"
'''''''''-''' ' ''---- - ' - - ----''' ' -''''._
KEY TO
..
,
i
I
nu: WlIUNG DIAGRAM
(M~<;.'ooa 1I 0tS
.v",
.. _•.. _ .• _. _ _ .• __. _.. - - -_ ..... _ ..!
Tr."cU,r)
....".
OtUrjpljon
Dnui/'IiM or Il'C$b ..ir n"'lor "lId. ( ..... hen littM).
,.
O)·II~ lno.
ll.
Control ball.
i3 . Healer or (mh'Jir molor (when fiued).
<
lbllur (12-voll).
Fuel J.,ugc.
~
SIltier sotennid.
".
<
SI;mtr mOlet.
)G.
Winds.;:re.;n \<'";p.:r swileh .
~
uP",.. swifdl,
J1.
Wjnd~fe«l wi~.
7.
~i,h l
,l8.
Is,nilionislarlcr $\\Iil<:h.
S. RliIht-N.nd hCtldllmp.
J9.
l",ilJoo coil
•• LcrL-hanll hc:adlamp .
...
H~ ltf
10.
M3in·~m
II .
Ri&ht-hlind s\d(bll1p.
I~
hfl ·~1Id
" ...
Pal'lC'llieht
"'Ml liah"',
II.
Numbtt·platc larnp.
i
Fuel pump.
". ". ...
aidtlamp. ~\\-jlc:b.
0.1 preu..re switch.. Oil
10.
fUs,ht · lland SlOP Ind Illil lamp.
ufr·h:VHlltop .mJ
II.
Slap IJimp lI¥itm.
It.
f lUe uBiI
20.
lnl(. i,or
21 .
Rittht-Mnd dO(lt ' wild!.
n.
Ld\.oond door ,witch.
Water Icmpcra1l.l~ pVIC (when fiuo:..1)•
". .,."'.
W,.I« Itmpcnlure IDrwmiuu jwheo filled). Re\'~1'!Ie
$0.
lamp.
~mp.
lamp (wben fiued).
Hi-rnelal iOSlnll'llotft1 voll.1(l:C stabilizcr. KCMcompnfln1C'ftt li,hl , ...i len
...
(lS~mp.).
wMnin, Ijibl.
Spocdl)illClcr.
...
I;.
prCll\HC
lenition wa m ill,li,hI .
4~.
(T"I~(lIn).
Rc.lIr cOIl\p:trtm~"IIi~11 ITrl\\,clkr).
II . .·\,lma), liJh!.
". ". Hom--p.Jsh.
51.
Hcaler switch or r.or.ll"" s.... itch rh;',t.
".
IndllCiinn healer .11td
"
".
Oil 611tf , ...ito.
26.
,..
,..
;
Ih«rIl~"'ta.t.
I
I
84. Stlclion chamber ~ell t('.
Fluhtr Il nit. Oif.:.tl ion iodic.tlor ,wireb.
..... ,.. 27.
!
ii
67. Unc (UK: OS", ,",,.).
Monl {t ....ill holM .,.1I~ n filled}.
Oirccaioo indialor/hudJiaht flashe r \\un in,
I O~ .
lubficlllion ..·UntO, li~"'.
II~ .
Reu window dftnW(r swilch C...·i\('n "ned).
Risht·ltand (ronl nuhcr lam".
116. n'':H
Ld'1-h3nd (ront nuh(. ' .. nlr .
D I.
Ri,hl· band rn ll IInbe1 l.mp.
¥'illd\",,'
duni$lct unit (.. hen rilltd).
Cvmbin~d Tl.-VC1'SO '\Ooilcll.'IUI(l(':l~ I;';
s.-,(c ty "",·ih.:h (when
RC'3 r wiOOt,W
1:;0.
lI. tefl·ham' rn r nlllher lamp.
ft(led).
,a.. .......
CULl C:Ou)UII CODE
Cr-.
Lt; . \..i, k
_..
I
<0. Disnibulor.
warnin, li,hl.
l~lI
;
I,
ll . Fuellauae l.lInk liN!.
dip IwifCb.
I
I
(i.-.
W . Wh,lt.
r'i1l~J).
.JeJlti~lcr
l.:arDoll
''''''''1:1, light (""hen
,,
Y. Yclbw. L BlHk.
_---_._.........._...... _.._---_.-------- .__.._....__......._---- _._...--- - -
1100.
IsAl~
5. 11010
L.23
L
----······.. ······ --·1 WIRING DIAGRAM (AustiD-SalooD aDd Countryman)
I
II I I
1100.
issueS.
114ll
1
,."".,.,.,.,."""",,_.,,-_._---------
KEY TO THE WIRlNG DIAGRAM (Aurtin-SalOOQ and Coantryman)
.
Dynam\).
2,
Conr wl b,,;\.
13.
),
BaLLcry- 12_voll.
J<, Fl.lei&aul:c.
'.,
S,arlcr :iOlC'noid .
ll,
"
Slaner molor.
J6, WIIHlshi&ld wiper sl"';Icl1.
6,
Ush!ing swi tch.
J7. Windshield wiper.
7,
Headlight dip switch.
38, lani,inll/St3rtcr " ..itch.
O.
Rishl·hand he.,dlal11p.
JO.
Jsnition coi).
left-hand hC:.IdJamp.
"',
DiSiTibulor.
No
,.
No, 32,
Dnuipliol1
...
10. Main-bci\m warning Ji,ht.
D<'lcrlplJ(III He~lIc.r
or frcsh·.ir molor 5\\"jl.:h (when tilted).
Hcat£r or (resh-air motor (whtn filled).
Fucllf.lul:c lank unil.
,
,,
Fl)C1 pump .
II .
Righl·hand l idclamp.
42. OU I'Il'C$.Surc. swi,c:b.
12,
l en· hand &idd.nlp.
43. Oil pressure ..... l'lIu'C lighl.
...
13. PaI'lCI liChl switch.
".
IS.
]gnilio" wamwa li::hl,
Paoel liah1s.
."
Spc
Numbcr·p]~ 'c
,~
W.t..:r tempera' ure "UIC (WhID 6I1cd).
".
Waler temperature lransmitler (whtoltluNi).
Ilnip.
••• Right·hand 1I0p 'nd hut Jilmp. 17.
ldt-hallu nop :md tail Ilimp.
'0,
Reverse 1,'lIlp
\8,
...
Stop lamp swiech.
60.
Radio (if filled).
2O,
[nteriu r hmlp.
OS.
1I ,
Risht-halld door switch.
!:6. Re;11 comparlmell! lisht (TravcUcr).
22.
l.cje - h~nd
",
'.'
HOTf' (twif' ho ms ",hell litted).
...
fuse unil (3S-amp.) .
door swirch.
~,:
. .
...
24, Horn- push.
",
25,
FJnsbcr unit.
26,
Din:x:lion il1dio:,1101 switch.
Dj'l1lctal in!erunJ.Cnt \lo!l;lllc slabili~r .
Rear compartmen t lilhl 5witch (TllIvtltcr).
!
I
i
i
I i
I, I
I,
1.ine fuse (3.5·3mp.). In,juctiCln he;a tcf and
'hcmlo~'at.
Sueei on chambe r heater.
Oil fiher IwilCh.
lOS. Lubrication wlm.ing light.
21. Direction il1lli03101 wBming !iSbl.
liS. Rear window demi slcr Io,j,' jtch (when tilled).
28.
Right-hand front fl:llhet !aml'l.
• 1<
".
1.eft-hand front flasher I.nnp.
Ill . Conlbincd revcnc switch/automatic gcarbo>: .wheh (when fillad).
)0,
R ighi-hand re;1I !'JuheT hUllp.
lI .
Len-hand rear Aashcr lamp.
150.
....
N. Br" ...... U, Blue. ,
Rellr window demiSitr unit (when filled ).
Rca, window dcmiller warn;n, light (wh,m fined).
CADLE COt.OlJJI. COO£
,.
0,
U;,
, ~"'.
w, Willie .
em..,
y,
Llllhl O,.. ~ •
D.
".Y"'" """ .
Wh6tl • CI~lt M.t I"'" C.)l.)I '~. !tUM< tl\o ftnl <1",.)10 ~ llI.iA ,.l""r Ind tt.< _,,"'" doo.o.tct (lit 11__ co.lc~ r .
i I too.
, - - - - - - - , -- - - , . - - . -... --. -.--,.,~--- - .- .. - . , - - . - - - . - - . -,- -_ __ --'I
{ssue 4.
t 1«1
L.2S
L
,-----I
- - - - - - - - --------_._-_.-
®
,
£.26
1100.
luue<4 .
1140
L
,----------_ ....-_.. _ - ----_._..._.._....... _--------., , KEY..TO THE WIRING DlAGRAM (M.G. IIId Wollele,) Nil. 1-
N,.
Duaipfiull
Detc,jplilNl
Dynamo.
1I .
l..d\· haooJ reU Iluher 1;lIup.
1 . Camrol bo);,
)2.
Healer o r (run·air mOlo r 5wilch (when fillC'd).
:n.
HuitT or (rc.sh~r "",(llor (whl:" fillcd).
8attery- 12·\,,,It.
3.
•• Sl;mcr
". ".
$ol~n~id.
5. 5 1:,"c( 1I1(.olor.
36. Windv :'cco wiper , wileh.
6.
Li,bWl.!: switch.
7.
Huo.llictll dip Iwilth.
l7. Winu.crr' u wiper.
•• Riehl·hand headlamp.
J8. 19nilion/narter switch.
".
h~dtamp .
9. It(t.u nd
10. M:.in·bcal1l .....arn l"llithl . II .
RiatM·haDd sidelamp.
12.
t.d',·hlIKllidclanlp.
Il.
r~ n(II'dI1
...
". ". ". .... ". .... ".
raocl li&hu.
".
Numb.::r· plllc l:anlp.
17.
Ltfl-baod slop .nd IRillamp.
~n d
tail 13mI'.
lB. Slo p blllp s.... i1ch. 19.
"'. ".
18nilion (;Oil.
'0. DislribuUlf.
switch.
16. R ight..na ntl slop
Fuel CIU,.: .
Fuel t-aUI:C lanJ,: unit .
Fuclpunlp, Oil
p~re
I ",·il(h .
Lubrication wa rnine liChl. llnition wa n lill, Ii,hl . Spccdonu;ltr. Wiler
It n lpe~Lurc
pUle.
Wl.lc.r Icmpcr.aluJ"C lrnmnliuer.
50. R,.evtr$C '.mp (when filled).
"'uw: uni! (15-lnlp.).
.... &i·mel..1
Inlerior i'"1p.
67.
ki.hl·ham! dum Jwileh.
II. ""hIm)'
U"C
irulnan~nl
, ·ollase JI.biliur .
(uu (J .~. :)I"'p.) . iIIl1n\in~lion .
2l. Lcfl· hJ nd doot swilch.
12. He."er or fresh·.ir iW;lCh Iiii'll ' ...·IIcn fiUed) .
:!J. HOnl .
g,
Oil fiJlcr ,",iten.
'J.
RadiiltOf bad;e illu"';'}:" :'In l.2mp {'h-·ol5tlc)'l.
24.
J·I(lm ·I'I:.~h .
lS.
F(uller unit.
26.
DiRclion
27.
O irOCfion in
II.
Rear window demil ler un it (when /i.!l n l).
".
Ria!lI· h.nd (r un t Duhcr lamp.
DI.
Cntnbinod rc'·cl'S(; l"'ilch/automa ti" &:c" rbo'l $.lIfel)" switeh (whtn " ned).
ind i~lor
lOS. Lybliealion w.minsl ij:iJl . lIS. Rtar window demistc!" swi tch (when filled).
Swi lch.
29. lcrt·h-ltld rfonl Ba.d)Cr lamp.
...
15O. Re-v wiodo .... dcnwslc.r ,"""mine lighl (wil eD fined).
Riehl-hand resr f\;}.\ hCT II.mp.
,,,
I ,. ,.
[
CAJlL.1 COLOUIt CODE
B..... " . U. BI"". ,~ .
,. ....... O.
<.0.
0._.
G, ... ~ . Li l~ '
W . W" i'~.
Y.
....ll.-.w.
n. . t l ~~·. ,n.- (,n, ,'.n'''e. ,h. n" ,"
W b.., A u l>l~ ........... c.. I<>u, ~ I.... n t oolo"," .~d the 1«ond ,h. It·. .. _ .... 1. ,," .
dot"",••
I,,
!_..... _ - - -- .---..- - -...--.---.. - ..,.......-.. -... ........ -.-,...- ....._..... _--'"f ...... _... _.._. -~
IJOO. lscue ) . 1140
L.27
L ~---,,-----------
·- - - - -·---·--·-·-.. ·..·--1
WIRING DIAGRAM (PriDCess)
..,
..
,I
..
•• •_ n ..
9 Ii-
"
, · I C 15-'---' ®®
us
f~
......:..... . '
1100. Is.sue 3. 1140
,--_......_-_._._
.......
_ _-
L
"",I
.....
i
No.
UY TO,;nm WlRING DIAGRAM
,,i
(P"""")
I i
Oc.rtrlptlotl
D)'n::&nlt>.
No, J4.
2. Conlrol bolo.,
JS,
fuel pUle l.ank unit.
J.
Brollcry-12·'1otl.
:)1.
Windscreen wiper motor.
4.
Siltier wfenc»d.
38.
'cn>tion/slattcr rwilch.
$. SlllIee llh)Ior.
39.
J,nilion ('oil.
6. Lith/ing swileh.
40.
Distributnr.
7.
Htadlamp dip swilCh.
41 . Fuel pump.
S.
Rirdll·h~nd
4J. 0,1 pressure gaulC.
9.
Ld'I-hand hcadJamp.
L
hc.ldlanlp..
"'~Ul1 i ns
.....
10.
/Iohin-bcam
II.
Kight·band sKIchulIp.
1Z. Ld\·hamJ
sidc:1~mp.
46.
Waler Icmpcr.Uurc gau(;e.
47.
Waler lenlpc'nlhlR:
48. Ammeter.
14.
Pllnt! lamrs.
49.
IS.
Number-plait illominatiolllllnp.
SO. Rc\"CI'SC lamp.
16.
R,iah{·luliHi SlOp and tailiamp.
S;!,
Fog Janlps switch.
17.
Lcfl-hantl stop lind tail lamp.
~.
R iih t·hllnd rug lamp.
I!. Stop IlLII\p svritch.
i
Rc\'cl'$C lamp switch.
55.
Lcfl·l\.IKi faa hllnp.
~(j.
Clock.
Fmerior lishu.
H.
Cipr·lishler.
21.
Ritht.~nd
60.
It.dio
22.
Left-hand door switch.
64.
Di-metal ilUtrumcnl voltage
"2.3.
Hom.
67.
line (us.e (3S-amp.).
24.
Ho rn-push.
77.
EltcUic. windsc::cun wilsher.
15.
Fl&$hcr unit.
til.
A,htray illumination lamp.
)~-amp .
3-4).
door switch_
16. Dira;tion mdicalCH" 3tId 5-.-itcb.
I
Ir.m~m j l i n.
Panr;! I.nlps swill;h.
20.
!
;
Ignilion warning limp.
J],
Fuse unit US-limp. 1-2.
,
• 5. Speedometer.
limp.
19.
ii
Drl"ipllotl
Fuel gauic.
hf~lamp
flasheT
(w~n
fiued). stabil i~t[.
112. IltumiRiliOrl hm rps 5witch.
!Jot. Oil filter ' ....itch. 21'.
Dirtccion indicator ""amin, llnrp.
28.
JUaht·h:lnd frollt flasher IlInrp.
29.
Left-hand front flasher 'amp.
30. R.illrt·hand rear HlUmr lamp.
10~ .
Lubrica.tion .....arn;ns lamp.
11 S.
Reir wiockr ..... demiSI s ..... itch.
116.
Re3r window denrist unif.
1]3. Conlbined wind$cCffn wlJshcr <1M wiper switch.
3J. Left·hanll r=r flilsher lamp. Ill.
ll. Hater or (rc&h·:lir motor $Wilch.
U.
Healer or
Combint"d rc..-.:rsc ~wilcbiautomatic gearboll salcCy ,witch (when fined).
(rc.~h·air ~or.
N. 1Ito_. U. IIlu• . K.
II."
OIU COLCUII. co»!': P. I"urp!••
O. a_A.
LO. 1..I,lu 0 ....".
"-". "'"ir•. V.
B.
v.no"'. I la(k.
I
______ ._ ......._._...... _______ .__ . ___ .__ .. _. ._. ____--,I 1100.
JUlIe),
1140
L2'J
L 1. - ······_·_··· _ _ ···_·_···__··· __ ·__ ··•·············· •.•....••........._. __ .__ ..•.....• -:. ,
WIRI NG DIAGRAM (Riley)
,
. 1
!. .
, ~
I
@~I .
.. q
"
'-_ L.lO
__
-_ _ _ _ -_ -
..._..........••....•..•.. __.......... .. ......•. _.-_..•......
...•
..
..•.
..•.
1100.
Issuc2.
11 40
.- ..-_..
L
_-_._-_..-......._._--_._.. _..-................._---.. -......_ ..
,i ,I
!
I
KEY TO THE WIlUNG DlAClIAM (Riley) No. I.
,.
,.
/Hscripliolt
1I . t .H.
Control bQx.
32.
He"ler ('Ir rresh ·ot!r molor S'I\'ltc:h (.... hen filled).
SaUer)' 112·\·0!!).
,.
Hcalet
J3.
4.
Slal~r
s.
Sl.1nct OWIOf.
••
Lighting 5witen..
7.
Hudli , h l dip s\\ilc:b.
solenokl.
M:..i,u·bc3111
"~rr.ing
liatl!.
rrnh'lo r (wm:n fined),
fuel laR U&C.
".
FucI ,aullc la nk Ilnil,
31.
W inWcf'CCn wiper.
l'J.
lJI'Iilion c('Iil.
-10.
D ist ribu tor .
, I.
Filel pump.
". ...
12. UI. sidc)arnp. Pa ncllighlJ s witeh.
1<. P.lIncl
(I f
flash.c:r.
! 8. SI_ rler .nd i, nilion swi,,;·!'!.
II . R. B. ,idela mp.
13.
r~u
36. Wimbe run wiper ,"wilch.
•• R.H. hc:IId llllllp. •• L.H. IlC.1dlamp. 10.
D~,crlplio"
No.
DYI1 IU1'1C)·
rll: ht~ .
Oil prcuufc pugc. Ign,ition wuning li (h L. Spc:cdunlo:tCf.
45.
I~ .
Numbc:r·pl:lIe hl/llp.
46. W.al e r lemperature g:lugc.
16.
R.H. stop and tail lamp.
47.
17.
LH . stoJP ;md laill.mp.
"". "'.
Siup ligll!
W;lI er lcmcpralurc lrarumiLlcr.
.
"'.
~",i!~·h.
Ne\"cr.<;e lamp (when tiuN). Di·mctaJ inSlnmtenl \'u"31e Sl:&b iliK r. Lin~
rnh:rio r lamp.
"
St . Ashlr.Ly li llhL.
'21.
ft . H. di'lOr ~wit.:h.
He., lcr 5W;II.:11 ur
"-
l .. H. d('Io( !wi tch .
" ...
ll.
Horns.
"'.
!-fe>m·push .
IDS.
lubrit.ui('ln ""3 min, li,hl.
f-1ashc-t unil.
liS.
Rear window
2 ~.
FU5I: uni t OS·amp.).
rusc ()5·~1llT'. ).
0 11 fillet
r~h' 3ir ~w i !C h
I."" .
~"·i lth .
OS. TlIehomc:le t. delOi~lcr
swit t h
(\\'h~n
fitted).
26. Dir("Ctio n indil:ator and headliMht nashe r 5"'il.:h.
116. Rea r window demisler \lO il (when filled).
21. D irectio n indic
I~I .
:>t. R. H. (ronl nasbc r.
ISO. ftnr wi ndow Ueromer \\--amine lilhl
29. l.H. fronl n.lshe r.
"'.
Comb;l)(d rc,'crse swilc:hlIlU l(lmalic: ,e3rM:Ii $.1rcty swill:h I\~hen fiLled).
r.... hen
fill ed).
tc..H. fCilr ll.1shcr.
c ... "u-: ~.
B.o_
U. 8h.II.
COI.nUA
cnD ~:
P. PuI~k. O. C;,.,...,. Le:>. UalKe:> ..... a.
, '.
'·~llo ....
81.. ~. Jt . Red. W!'Itc lI. m culvur.
'- -
1101).
I,,~] .
1140
• •
L.31
M
SECTIONM THE WHEELS AND TYRES (TUBELESS TYRES) SectIon
M .7
Jilek .. Tyres
Fitting MaintennnCA!
HOO.
..
M.5 M .\
Removing
M.4
Repairiog
M.6
Valves
M.2
Wbeel-rtmoviog
M.l
Wbeel .. od tyre balaocc
M.8
Iuuo 6.
1140
M .\
M
mE WHEELS AND TYRES
Seetio. M.l TYRE MA1NTENA.l"IICE
Even lyre wear is promoted by changing the position,. or the lyres on the car (sec 'Radild·ply tyres'). Altention should be paid to the following points \\jlh • view [0 obtaining the maxinlUnl miJeage from the lYles. Test thc pressures (If Ihc lyres by means of a suitable gauge .:::mU restore any air 105!. It is noL sufficient to ma\::c a visual inspcdion o f Ihc tyre fo r correct inflation. Inllate the span: wheel lyre to thc corro=d front wheel pressure. Keep thc ul'ads free from ~rit ;'Ind stolle ~ and carry SS,U"Y repairs. Clean the whed ri ms ;llId keep them free fr om rust . Paint the wheels if neccs~ary. Keep the dutch and brJ.kc5 adjusted correctly and in good (>Idcr. FicrccncS$ o r uneven actio n in either of these uniu has a deJ;\ruet i\'c ctfet:t upon thc lyres.
FiK. M.I
Interch(1nge the roml lI'neels diagollally, /;rillgillg the tp(1rt~ 11"/1('(>/ illfo It.,·e (.ICC 'Radial-ply tyr~s')
Misalignmellt call be a "cr.y COMly faul(, SU5ipec[ il if rapid wear (11' the frOlll l yre~ is 11(lliced and CotTed the fault al once. See Sccli(lll J.4 f\lr delails on front wht:'el alignment. Should the tyres get (ljly. pctwl fgas(lline) shou ld be applied ~parin gly and wiped \.ff at once. Avoid under- and o\"cr-inIl3Iion. Avoid kerbing :1J\d ot her causcs of !·C\·cre impact. Ha\'e any damage rcpai red iI.1lOlediatct;... Radi31-ply t)Tts Radial-ply lyres !-iw uld (lniy he fill~'d in sc ls (If four. altbough in ccrla in ci rcU mq:lIKes it i~ permissible I<> fit a pajr to the rCllf wheels; lyres of dilTerellt co n:;lrtKl ioll must no t be used on the samc axJe. A pair must never be fitted to the front wheels with conventional tyres at the rtar. The positional (banging ofwh~ls musl Dot be I1Odutab. if radinl-ply '>'res hnc been 6Hed 10 the rtlU wbcds oaly.
.,.. Fig . M .2
A
.~;mple
too! for fitting tlllMles.t lyre
1"II1rl!.~
A simple but effective 1001 for fitling Ihe valve can be made from a 7 ill. ( Ill() mm.) length of i in. (13 mOl.) Sl.:-el bar or i3 S.W.G. l;tecl tubing. Using a Ictter ·S· (8·S O1m.) driJI. drill a hole in one end 10 a depth of approximately lin. (15·9 mm.). Obtain :1 brass \'a lve dust ca p and solder the cnp ill Ihe driUed hole, Drill a hole in Ihe oppositc end of the 1001 about! in. (13 mm.) from Ihe end to accepl a :>hort piece of t io. (0'35 Inm.) diame!cr rod t(l provide:1 b:mdle. To tit the valve with the aid of Ihe tool lir:>! lihe rally coat the rubber valve and the perimeler oflhe valve hole in lite wheel with soapy water. Jnserl the \'al\'e into Ihe hole and sc.rew on the specin l 1001. A sharp pull will scat Ihe valve co rrectly. The \"ahe1O rna>' be t e~ l ed for air-tigllln c.~s by rowling Ih,;: wheel until Ihe valve is at Ihe lOp and inscrting the cnd of the \'aJ\'c in a small container of water. If bubbles appear the. scaling is faulty and the \'31,,(: interiM should he replaced with a new one. Valve caps, in addi(iOJl [() preventing dirt enh:ring the valve, form a secondary .dr ~ca l and should always he lilted.
Section :1-1.3 REMOVING A ROAD WHEEL Remove the hub co\'er by inserting the flalleneJ end of Ihe tool prm·ided inlo Ihe recess belween Ihe CO\'cr .1nd Ihl: road wheel adjaecnt to the retaining lobes. Employ a (wist ing Illolion and not a levering nlOvelllen(. Apply Ibe hand bra ke, slacken Ihe four nuts securing Ibe road wheel to the hub, ,"llld raise Ibe car with Ihejack (Scctioo M.7). Remove Ihe nuls ltlld lake orr the wheel. If the wbeel is being changed on a hill it is advisable to SCOld\ both froot and rear wheels on the opposite side to prcvcnt any possible movement when the car is o n the jack and the wheel removed.
Section M.2
VALVES A mushroom-headed rubber \'ahe is used wilh tubeJess lyres. The valve is ;ecured in the wheel bY:I small stepped flange 00 tbe rubber \'al\·e and by 'he pn:SSUR: of air inside the tyre.
M.2
Fig. M .)
"""
V"h'Llor {] lubeless lyre t 100.
11o.!:ut" 6.
1140
M
THE WHEELS AND TYRES When rdininG ensure fllill lhe wheel nuts arc rc:pl3ced with their taperrd faces :lgHillst tbe wheel ilnd arc
lightened in Ihe order 1.3,4,2 in rotation. Do not overti ~ht": lI:
(or lhe correct Jjgurc see 'GENERAL DATA'.
Seclion 11<1.4 REMOVING A l'\' RE Remove rhe valve inferior 10 deflate the Iyrt completely. Using spoon-shaped Iyfe kvcrs, which mmt b.: in good condition, separale tbe beads (,om Ihe rim "angc until bOlh bead.s a rc in the b.ue the rim. As inclillensihlc:
or
wires arc incorporated in Ihe edges or Ihe lyres, IHl aHemp! should be made to slreteh Ihe cd!;!cs over the rjlll
Seeno. 11<1.5 FITTING A TYR£ The tubeless tyre relies primarily all a good air seal between the lyre be3d aou Ihe rim and also between the rim and tbe valve. Great Gare is tbererore neussary to avoid the slightest damage to the lyre bead . Tbe following . instructions an:: of great imporlanc.t:.
Fig . .101.5 Le~'er
fhe cOI'er "~'er rile rj",. Ilsing lyre tel·ers in good conditioll 10 a'loid damagillg Ihe sealing edge of the t rre
Rim preparation RemOl'o! any visihle dents in the flange by careful hammering. Clo:an the flange and rin! seat with sleel wool. emery. or other ch:anillg medium, and remo\·e all foreip mauer, rust , rubber, etc. Paint need not be removed. but irregularities in the surface should be smoothed out. In ~:\t reme c;ases of rusting il may be necessary 10 use • wire brush or file. File or bulT away any high-spots altbe butt-weld joioe. Wip¢ the flaoge and bead Sell witb .I water-moistened cloth. Defore litljng, moisten we beads of the lyre, tbe rim and tbe tyre levers with Dunlop Tyre Bead Lubricant or a tbin vegetable nil soap solulion; do Dot ust grease. Moonl the ty/e on the rim and pusb one edge of the cover over the cdge of the rim ; continue working round the tyre towards the vnh'e position. Tbe portion of the tyre first fllted sbould be kepi pusbed ioto tbe well-base of the wheel rim and tbell no difficulty will be encoulltered in fltoug tbe last portioll of the cover. Do not rOTgct that the white or coloured balance spot on tbe lyre must be in liae with the valve position. fb.n~e.
Before in.ftation bouuc<: the crown of the lyre on the ground at various poiots to soap home the beads of the tyre against the rim of the wheel and provide a partial seal. Refit tbe valve i[l(crior.
Fig . M.4 Th~ Iyrc~ ha"~ \OIir~d ~Jges am) no Quell/pI mUSI be made to streIch fh~m. If fhe co\'C'r jifS lightly on fhl! rim s~lIli".t{ ;t sJllmld be freed by rlsinK Ihe lyre II!H!rS os indicated
1100
Issue 4.
S64)!7
Wilh the whee! in an upright position inflate tbe lyre. If a ~eal cann!')! be oblailled at tbe first rush of air bounce the tyrc again with the: air·line attached. In cases of difficulty apply a tourniquct of strong cord around the ci rcutnferenee of the tyre and ligbten. (uRate to a maximum of 40 Ib./sq. in. (2·8 kg./cm.~) until tbe bead. are fully seated again~l bOlb ri." flanges. Do ool iollale to a greater pressure tl1:01 stated. and do not stand over Ihe tyre duroog intlatioo. If a pressure of 40 lb./sq. in . (2·S kg,,'cm.~) wiU oot 5eat the beads properly, deftate. lubricate: the beads aod rim M.J
M
TIlE WHEELS AND TYRES remove Ihe tyre. Before doing so mark Ihe positions of tbe leak 00 the lyre and rim . Loss of air at Ihe rivets can be eured by peening over Ihe beads of Ihe rivels. The bfl~e of the vaJve or the valve interior : provided the valvt is correctly filled. this may be due to dirt under the valve seal. Clean Ihe valve seat and til a new \'81ve interior. NOTE.-Wate the tyre to the eoneet pressure before rtfittiag the wbeel.
Fig. M.6 Q Wheless lyre
A uc,ion through I.
SeCtiOD
Air-rtlaminJ tine.. 2. Ruhber air ~cal. 1. Rllbbeh~alcd vclvc.
wilh Tyrc Bead Lubricant, centralize the Iyrc, and reinflate. If the second "Hempt is uDsuccessful the wheel rim ci rcumference is sus-pee.( and should be checked wilh a riltl gauge if available, or replaced with 8 new
M.6 REPAIRING A TV1
PeaelndollS NormaUy a lubeless lyre wiU 001 leak as the result of penetration by a nail or other puncturing objecl.• provided that it is left in the lyre. Examine the tyres
wheel.
Allow Ihe lyre 10 stand for a few minutes so fhat any free air trapped between the flange and the bead cliDch (I'n ;:sca pe. Test Ibe coroplete ilnembly in a water IanI.-, payiog special attentiOI) to Ihe areas ilt the beads. valve, aDd wheel rivets. ,4.j"ier tbe beads have sealed properly aDd thc leak lest is satisfactory, dcfja.lc the tyee (0 its correct running pr~urc .
Suliog leak-., 1(K::lled duriDg testing
Loss of air may occur 31 any of the following poinlS. The area of the bead seal, sbowing as a leak at the lOp of the Range: Ihis is usually due to a high-spot on Ibe rim and can be c ured by bolding the belld av.'ay (rom the rim 10 allow (urther cleaning. Tbe wbeel rivets: in this case and ill extreme cases of Image io Ihe Mea o( (he bead seal it is necessary to
4l)tD
Fig. M.B T!J~
plug illserted i/l 'he lyre QlJd CIII of! to tlte corrul leng'h
and withdra w such objects at a time when loss o( air pressure will cause least inconvcnience. Use of plugging kit-IOC.'ltiOD and prepaT8tion If a hole fails 10 se;:l. milT),; Ibe spot and extract {he pUDcluring object, takitlg note of Ille direelion of PCOttT2tiOO. If the tyre is Iealcing a nd the puncturing o bjcct cannot be located by sigh.t it is necessary to immerse the ioHated tyre in water.
Dip Ihe plugging kit needle into Ihe flask of ,"olutioo and insert it into Ibe hole in the ryre, following Ihe same directiotl as the pcnetratioo. Repeat the operation until the hole is well lubricated with solution.
Fig. M .7 lns~rlillg
M ••
,ht plug IJnd n~~d'~ IIVOligh Q hol~ in ,h~ tyr~
Ropalr Select a plug aboutlwicc the diameter of the puncturing object. stretch it., and roll it into tbe eye o f the needle i io. (6·35 mm.) from the end. Afler dipping Ibe plug BOO. Issue 4. S6987
TIfE WHEELS AND TYRES into the solution insert tbe needle into [he hole and pusb the plug througb the lyre. Witlldraw the needle and cut off surplus plug about tin. (3·18 mm.) from the surface of the tread. The tyre can r.o"," be i.UJ:ued 30d used immcdi:ucly. Mor... sever.: injuries whkb are ouuide the scope of simple puncture repair mClh()ds arc dea.Jt with in Dearly Ihc same way as simil
Section M.7 JACK
Tbe jac!.: is "(signed 10 lifl
~lne
side of Ih.:
C3f ,\.I
a
lime. Apply the band bnt.ke, and if lhe car is on
M
Remove the plug from Ihe jackiog socket located io tile door !Oil! panel and insert the liftiog arm of tbe jack. Make ceflaiD tbat the jack lifling arro is pushed fuUy into the socket nod tbat tbe base of the jack is 00 firm 2fouod. Operate Lbo;! rGlchet.type jo.ck h:lodlc until tho car ha~ been raised to the de5ired heigbt.
SeclioD M.S WHEEL Af\'D TYRE BALANCE Uobalancc in wheel ;\nd lyre assemblies m.:ay be respousible for various c:tTe.:ts such as wheel wobble, abnormal wear of l,yres aud suspension paris, "ibrlliioo in the steering Of, in eXlreme cnses, io Ihe wbole car. rf My of these fRulis develop, for wwch no otber cau~ e,.10 be fouod. wheel and lyre balance sbould be cbecked und corrected according 10 instructions supplied by Ibe manufacturer of the balancing machinc. \VheD whcels are to be fe-halanced it is c~ential that the weight of the car be removed from the lyres: as soon as possible after a rull so thai temporary ftal spots do not form OD Ibe lYles. Nylon tyres are parlicul:lrly prone to Ihis and re-bnla ll..;iog wilh the lyres io Ihis condition is pointless.
.u.5
0 SECTION 0 THE BODY Secl iou
Bodywork
0 .1
Body alignment
0.27
Bonnet
0.8
Bumpers
0 .16
Cbcckiog bod y aligolllcot
0 .26
Doors
O.IS
G I"ss (four-door models)
..
GkiSS f(gul.nors «(our-door modds) .... G lass
Lock- rear door (Countryman and T raveller) Lndcs- anti-buTst Loch ((wo-door MIi . T and ro ur-door models)
Ouler handle- rear door (Countryman a nd Traveller) Outer bandies
..
it eilT door (Collnlrymau and T raveller)
Trim pad
0.3 0 . 12 0 .37 0 . 14 0 .30 0.36 0 .9 0 .29 0 .10 0. 28 0.4
Eleclric
0.34
Fnscia (Mk. I models)
0. 19
Fascia (Mk. II and 1300 models)
0 .35
Fron t grille
..
0.11
Glasscs-wind scrtCn aDd back-light
0.21
Headlining (Countryman aod T raveller)
0 .33
Horizontal uligoment check
0 .2'
Luggage compartment
Lid
0.5 0 .6
Lock Paint refio ishing instructions
0 .22
..
0 .20
Parcel shelf
Rea r quaner-ligb t (two-door Saloon)
0 . 18
Rear sjde windows (Couou yman a nd T raveller)
0 .31
SCat belu - BMC
0.2
Se31-rear (CooQtryma o a nd Se.lts
.. ..
0 .32 0.7
Strikers
0. 11
Sub-frame alignment dingram
0 .25
Toob . .
I LOO.
Trave l l~r)
End or SectiOIl
Venti lators
0. 13
Vertical alignmeot cbeck
0 .23
Issue 7.
1023&
0 .1
o
THE BODY
Section 0.1 Coatbft'ork
BODYWORK
Wash lhe: bodywork (,cqueIl1Iy• •,siogil. soft sponge :l.IId of waler conlaioing a mild detergent . Large
P'~llty
deposits of mud must be softened with waler before using the sponge. Smears should be removed by" seco nd wash in clean watu. and with the sponge if otcessary. When dry d eao the surface or the car with a damp chamois-leather . 10 addition 10 tbe reguJar maintena nce. ~peciaJ attentio n is required if lOt car is driven in extreme conditions such these cODditions and as sell spray, or on salted roads. with other forms of severe coul.uninalioll an addiliooltl washing operation is oecessary, wh,icb sbould include underbody bosing. AsJy damaged are.'$ should be immediately covered witb p:tinl aDd a complete repair cffcc:ted as SOOD as pos$iblc. Before loucbiDg-in light scratches :lOd abrasions Wilh pain! thorougbly deao tbe surface. Usc petrol/white spirit (g,1Solinc!hydrocarbon solvent) to remove spots of lar or g,reasc. The applicalion BMC Utr Polish is aU ,hal is required 10 remove troffic film aod to eosme the retention of thc new appearance.
rn
or
SriChl trim Never use an abrasive Oil staioless, chromium, aluminium, or plastic bright parIS aod on no aCCOUOl cleon them with mel.al polisll. Remove spots of grease or tar wilh petrol/white spirit (gasoline/bydrocarbon solvent) and wash frcquenlly with water containiog II nlild detergent. Wbeo the dil"t bas beeo removed polish with a dean dry doth or chamois-leather uolil bright. Any slight tarnisb round on stainless or plated pans which have DOl receivcd regular wasbing may be removed with DMC Chrome Cleaoer. An occasional application of mineral light oil or &rcase will help to preserve Lhe finish, particularly during winter, when sail may be used on the roads, but theSe protcclives must not be arplicd 10 plaslic finishes. Windscreen Tr windscreen smearing hilS occurred il can be removed wilh DMC $creen Cltaner. lDttrior
Clean the carpels wilh a stilT brush or vacuum cieaner, prerenbly berore wasbing the outside. The upholstery. carpets, And roof lining may be. treatcd with BMC 2way ClcallCr applied with a damp cloth and 3 light rubbing aclion. The h~sl rcsult will be obtained on carpets if lbe solulion is applied witb a sort brush. C,rpets shonld not be dUlled by the 'Dry-c:lean' process_ A razor blade will remove transrers rrom tbe .....·indow glass. Coachwork repairs
Tbe specially designed body jack 18G JOB B is aD essential item when r~ctifying any misaligDmeol or IlIc body consuuclion. Wifh tbe addition of a suiuble o:
0 .2
Prese"ative OQ Export can Certain cars le<1ving the fa..:lory are sprayed with a wa x preservative 10 saf~g uard their .finish. Remove by waslung the waxed surr'lCes libera lly with water to remove dirt; [hen apply a BMC-a pproved de-waxing agent d iller with :t spray or soft d oth, before wiping (In ' and polishing with a clean d ry cloth. The u:;e of a 1H.'11·" ppro\'cJ fluid could ill\'lI lid;He II. w(l rr anl )" claim.
Section 0.2 BMC SE."T BELTS Fitting C~ntre
pillnr The hole Ilear Ibe lOp or the centre pillar is concealed dtller by a ~nap-buu{"lO, which must be removed beJore proceeding rurtber, or behiod the pillflf trim; its position can thea be felt through the trim. Cut a hole in the trirtl o . . er the corresponding hole in the pillar. On Vanden Plas models fiest make sure that the hole ;0 the hardhoard liner coincides with the 110le in tbe pillar. Place tbe brackel. a waved w!l.sher. and a shouldered distance piece (lhe smaUer diameter of whicb will slot in the bracket) 00 ooe or the ,z,. in. (I H I rom.) bolts provided aod screw the assembly into the hole io the pillar. Ensure Ibilt 00 fabric remaios to interfere with a meW-lo·metal contact between Ibe distance pioce aod the pillar. Sill-SIalic !HIts
Locate tbe sill fixing point and cut the carpet immediately over the hole to ensure a metal-to-meta] eonlact betweeo the distance piece ttnd the sill. Place the bracket. a waved washer, and a shouldered dist.aoee piece (the smaller diameler of which will 5101 iolO Ibe bracket) 00 tbe .,\ in. (11-11 mm.) bolt provided nod screw the assembly into the bole in the sill. SUl-aulOl11olic btllS
Locate tbe sill fixing point and cut the covering immediately o. . er the hole. Place tbe belt hrneht, 8 waved washer flud shouldered distance piece (the sma.llcr diameter of which wj!\ slot inlo the bracket) the red Ming bracket, nnd dist.'\cce piece on tbe ii in. (I H I mID.) bolt provided nod screw tbe assembl)t' into tbe bole in Ihe sill. Drm boles in the siU through tbe -It io. (4·g mm.) boles io the bracket aDd screw in tile self-Iappiog screws. Seeu rc the reel to the hr.\cket so tbat tbe bell will unwiod on the pillar side, the bue of the reel must be moun ted in a horizontal posilion to ensure its correct function.ing. Tllnnt'l Lift the carpet and rtlllove tbe two plugs in the side of tbe tuonel nearest to the seat beiag litted. Position the tapping plale uoderneatb the 600r panel, ensuring tbat 00 pipe lioes are !rapped by it. Secur.:: the bracket of the short belt underneath the carpet and felt to the plate with screws and lock washers provided. A slit must be cut in Ibe carpet and felt 10 allow tbe bell to pass througb. Location for tllis slit caD be determined ir the belt is buckled in Ibe wearing position. 1101). rUUt; 7. t0288
o
TIlE BODY Tes,ing-ouloITIGlic be/t.f The reel will only lock under conditions of "harp deceleratioD or wbeu itlclincd to :til 3ugle of 45- . Afler installation. check thai tbt retl will lock wben tbe car is subjected to hard braking or sharp corccriDg. To unlock the reel, apply slight forward body pressure against the bell aod then release by a rearward movement of tbe
bo
cVCUlIlSlaoct'i.
SecDon 0.3 Fig. 0 .2
DOOR GLASS (Four-door dlodels)
Henao,ing Remove the inner door h.:lodlc, door pull (or arm-rest). aod window regulator baQdle (Section 0 .14). Remove the door trim pad assembly (Section 0.4) aod lever off the waist finisher sllips. Release tbe glass channclauacbed 10 the regulator assembly. Remove the glass stop and lower Ihe glass to tbe bnlloru of tbe door. Remove tbe regulator arc (rom the glass rcgul310r cbaonel aod the yertical and door top gtau fell Cb.lDnel. Release the veotilator securing screws and remo\'e the assembly. Withdraw tbe door glass assembly up through tbc top or Lhe door panel.
Tilt! door tl.fsembly A.
Hin~c ACrcWjI.
II. Chtck link. c. Door Illap pockcl
I.' .
Door handk and window
scrt\'l~ .
Section 0.4 DOOR TRIM PAD Austin, Morris, M.G., Wolscley. Riley
Remol'illg Remove the window regulator handlc, door pull (or am1-rc$t), and iuuer door handle (Section 0 .14, Mk. I lind four-cloor models) (lr thc auli-bUUI door lock remote control relainer (two..tJoor Ml:. II and 1300 models). Remove the screws secunog ,be door m:\p pocket to tbe trim pad assembly. Lever lite trim pad aWOy from the door panel.
pru,=
Re6ttiog
Refining is a reversal of the remoyal procedure.
- - .. -I -'-
~
i
\
!
l
"
Removing Remove thc door-lock handle, wiudow-regulator bandle, and Ihe drive-screws securing the chrome doorpuU to tbe arro-rest. Remove the wood screws sceuring tbe arm-rest to tbe map pockel lind remove tbe map pocket. Removc Ihe drive-screws securing tbe door uiro pad 10 the door panel aDd lever the door trim pad aWAy. Remove tbe drive-screws securing the. wooden door 6nisller 10 tbe door and lift off the door fini~bers.
Refilling Refining ;!I a rever!'.:!1 of the f(;mov.l1 procedure.
Section 0.5 LUGGAGE COMP ARTJ\.1ENT LID Remo\'ing
DbcODUect the rear Dumber-plait lamp. Support tbe luggage cOmp&rlOltot lid and remove Ibe bolts securing the lid to the binge b.·us. Refining Reverse Ibe removal procedure.
Section 0.6 Fig . 0 .1
The seal berl allnrhme,,1 poinLS (1110 fiUing l. 2.
J 100.
Pilbr.
j .
Sill (11.1ie: bell).
4. Sill (.. ut.olJlalie beh).
I~uc
6.
ImBS
l\ioDeL
LUGGAGE COMPARTMENT LOCK Do Dot UDder ADr cirl:nmsrances close the loU_gt
c0m-
partment lid wheo the lack met.ha.o.iuo is ill Ute procas of
being remo,ed or refi~ed.
0 .3
o
THE BODY
SeclioD 0 .9 DOOR LOCK O'I\'o-door Mk. 1 'nil four-door models) NOTE.-Bdorc .uemptio, fo ~mO\'e allY pari of tbe door lock mechanism because or (Illdt!' operafille. (jut check ,h., fhe coudinon is: nol clused by bRei installatjon. Removing Remove the inoer door bandle, door-pull, and window regulator bandle (Section 0 .14). Remove the door ,elm pad as~mbly (Seclioo 0.4). Release (he remote-eooteol bar rrom the door lock by removing the spring clip and wavy wllsber. Rcmove Ibc set screws securing tbt door lock 10 Ihc door panel aDd remo ..·c the lock BS$embly.
Fig. 0.1
TIlt! luggnge CompQrlmenl for k. I.
Nalchcd lock"" rin&2. J. Conn(Clin8Iink.
Ph,lhT" S<;re .....s.
Remonog Remove the notcbed locking rins and withdraw the push-bullon asstmbly. Unhook Ihe connocting link, remove tbe Phillips scn:ws secllring the lock catch mechanism 10 (he lid. Bod withdraw tbe calcb llsserubly. Refitting
Refitling is a reversal of the removal procedure.
Section 0.7 SEATS
Remoyio: From
Refitting Revcrse Ibe removal procedurc when refiuing.
Section 0.10 OI1TER DOOR HANDLES RemoYlag Retno\'e the illlerio r door ba ndle (or door lock remo ":.· cOlurol ret
Remove tbe sel screws securing tbe seal to the l'Ioor ccnne seclioo aDd remo\'e tbe seal.
R'a< On Mk. I modeli remove the seal to floor tunnel bracket securing 111\1 and pull the 1;cal forward (or
removal. On MI.: . IT aDd lJOO models remove the self· lapping screw from the floor tunnel bracket, and pull the frool of tbe Se.1i upwards. On aU mollels 10 remove tbe squab, remove fhe lower body securing screws aod lin it above the locating lugs on the rear body section. RcfiUjug (froot and rear) Reverse the removal proecdure.
SeelioD 0.8 BONNET
Removing and rtfitting Mark: fhe hinges relative to their bOllnet bracke(s to assist wbee rc6Uieg, then remove tbe scre .....s sc<:uriog the /clescopic bOWlet stay to tbe boonet. Suppon the bonnet and remove Ihe nuts, spriag wOIshers, plain washers, and bolts which secure Ibe bonnet 10 lhe bonnet hioges. Lift aW:1Y the bonoet assembly. Refilling is a rcverul of Ihe ::.bove illstruclions. 0. 4
Fig. 0 .5 Door lock and striker mcchn/liSIll (Mk . I door models)
OllJ
lour-
8. Lode (nlll\l( . relJinin; screw. 2. Lock
1. Renlo,e control to door reuiniD8 sc:r.:ws.
4. Sc\f·tapping scc/:w. 5. Conned;"; link. 6. Oueer cloor handle rellu.ning Ic:feWi. 7. Key opefll;n, ann .
9. Lock 10 !.Ioor I\uia.in, 5Cfe\Vs.
rusb·buLiun plunger boll. 11 . lock toDUelor. 12. Locknul. 10.
13.
Children's salelY ""ch.
14. Slrikcr 10 dnar pill3r rclalnina screws. IS. Anti·r.snJe clip. 1100. luue 6.
102\18
o
TIlE BODY
Section 0 .11 STRTKERS Rtmovit!: M :uk the posilion or Ih~ Slrik~r 011 Ih(' door pill:'!r In assist when rditling. Remove the set KfCW$ securiug tbe miker 10 the door pillar and lift away tbe assembly.
RefittLar Reverse rhe removal procedure.
Secliu. 0 .12 DOOR GLASS ,REGULATORS (Follr..cfoor models)
Rcmo\'iuj; RCnlQ\'c rtte inner door handle, door-puU (or arm-rest), :Ind window regu):.uor handle: (SCctil'Ul 0.14). Remove the door trim pad assembly (Section 004). Remove rbe regul;lIor securing screws aDd the regulator b racket KGuriog screws. Release fhe window regulator aTe from the boUOfll of tbe wiodow class, Lift the wiodow glau up 10 cltar the regulator a nd ,(mOliC Ihe rcaulalor and br3ckcI assembly. RdiUing Reverse the rcmovlI l procedure when rctiniog.
Flg. O.S
111~
door
",j,,, Jlu: trim pod umo\'~t! (follr-door motlt/~)
0 0.." ).'\(I.: rtl'l)ote (enn ol. D. Window rcgnl., t<>r a"d br:'le/..cl sereWl..
II .
Venti lator lotr(w. o. Door st ... r ~\"'5. f. 001.'( vl:l<;s t(lulMor C.
:'Ire.
the door hinges 10 the door pillar and remove Ihe door a. ~$e mb)y.
Aefiltiflg
Section 0.13
Re\'cr~
Ihe removal procedure whl!n refilling.
VENTlLATOw.S RtllHH'ing
RClnove the icterior door and win dow regulator h~ ndlts (Secliou 0 .14). RemO~'e the door trim pad as~enlbly (Section 0.4). Release but do not rcmove the window assembly (Stction 0.3) ~Dd lift Ol.!t the lientilalor assembly.
RdttiDg Reverse tbe removal procedure when refining.
Section 0 .16 DUMPERS
Austm. Morris, Wolseley, Riley, M.G. P~mo\'illg-lrOIlJ
Remove the bolts securing Ibe ,",limper to the lower "alanee and lift off the 8ssc:mhiy.
(rnot R~Qr
Remove the bumper to rear valance ~curiog bolts aod remOl'e the bumper assembly.
Section 0 .14 WINDOW REGULATORS AND INTERIOR DOOR HANDLES RtMorin&: Remove tbe centre screw acd spring washer and pull off the handle ADd finisher. Remove the two screws secu ring the door-pull (or arm-resl) 10 the door assemblies. and lin it o ff. Fo r details of Ihe anti-burst door locles rerer to Section 0.36. Rtfiriin& Refilliog is a reversal of the removal procedure.
DOORS
Remon., Mark tbe binses on tht door pillar for easier refilling. Remove the splil pin. w3sber. aud the check link clevis pin. Support the door and remove Ihe set screws securing isSue S. 10288
Rnllo\'jng-·rcor Remove the bumper to rClr villa nee, securiDg set screws a nd ~Ull . From within tbe boot remove tbe sidecoyer alld the side pane) 10 humper set screws. DisconotCI the conocetor 00 tbe rear number-plate lamp and lin oil Ihe bumper assembly. R~fi/ling Vr(JTlI
Qllt! rtfi/")
Re"erse the removal procedure wheo refilling.
Seclio. 0.17
Section 0 .15
1100.
Priucess
RemoYine FRONT GRILLE R"ise the bonuel and remove the rronl grille securing screws. Li(1 away .be srille assemhly_ Re6t1ing
Reverse the rem ovtll procedure.
0.5
o
TIlE BODY move the screws from .abovc .and helow tbe inslrument pand ~cc lion aod lift away the assembly. Remove tbe two screws trom above a nd below the ceolre section and lift away tbe assembly. Austill lWei M.G. Sedao R~mo~ing
Fig. 0 .6 The reo' qllurlu-lillhl 1. 1. 3. •.
Frame :r.s.semhf)' (re.1r R.H.). Fr.rne assembly (ir,1"! R.H.), Glazin, rubber. Screw.
S.
GI:lu.
I'i. C... 'dl
7.
;I\.SCmbt)',
Iti~·cl.
Seclio. 0.18 REAR QUARTER-LIGHT Two-door Salnon
RtmoviDll Remove the screws securiog Ihe qU3rl~r-(j&hl ci!olch 10 Ihe body aod swiog the qua.rlcr-ligbt open Slighily. Firmly grip the top and bottom secl}oO and pull the quarler-light o ut of tbe body rubber gluingTo ftfir the quaT'cr-Ught reverse tbe removal procedure.
Seclion 0 ./9 FASCIA (Mk. [models)
Wolstley, Riley. and M .G. C:U"e most be lakeD ,,.btll remo,iog or refilting (he fucla assembly due 10 it being of Fibreglass interlock
eon.slrUct:iou. Remo'llilJR Discouote! the bauefY lead.
Remove fbe llccess bole cover hom wilhin tbe Jlo\'cbox aDd remove fbe retaining OUI and bracket from tbe te:lf or 1he .,sbuay. Disconnect tbe asbtray bulb holder and remove tbe assembly. RenlOveIDt: igoitionkeY~lllebcon . Remove the direction indicator switch and cowling acd allow it to bane on its lead. Disconnect the stttring column to rascia support brackcl. ;and the choke eonlrol from its connection o lllhe carburcucr. Pull the instrument panel forwa rd lind disconnect tbe windscreen wa.¢er pipes, speedometer drive cable, !.tip miluge rescl eootrol (eorly e:us). oil press ure gauge pipe (Riley o nly), ;'11:11.1 all e1eclric.a1 conoections. Lift away lhe instrument panel assembly. Remove. the paod lixing screw within tbe slove box and fixing 5crews located beneath tbe glove box. Lift away the glove box assembly from the ceatre section of r.he f3.scia. Rc0.6
The fa.scia eoruprises two basic assemblies• .a padded top pAnel llnd a lower panel wbich carries the jourunlcDfs aDd e:ODtrols. The panels: most be removed and refillcd scparately. Disc.onDcct the leads from tbe battery aDd the choke control cable from the c.'\rbureuer. Tbe fascia lOp panel is attached to me lower paDei 0.0 early models by one out, spring. and plain wasber to a stud at eitber eod, aod by countersuDk screws wbere tbe twn p.. nels meet . Tbe studs pass through tbe extreme cods of the lower pa.ael and the outs are accessible from behiod it On later models tbe faseia top-paDel is a.ttaebed to lower paoel hy fo ur drivl>SCrews with binged metal taps on tbe heDds o f the drive-screws. Lifl ofT lOp paDeI. Uoscrew tllC ignitioD switch aod wirldscreco wasber control locking riogs. Release the switcbes controlliog tbe head and sidelights, windscreen wipers.. and paod lighes by undoiog eheir hexagon loelcing outs. Oiseoonttl t.be speedometer drive cable and all tbe electrical cODooctions to tbe iDstruments. Pull out the warDing and panel lamp bulb bolders. 0.0 earl y model!:, remove toe six lower pand securing screws aod linoul the panel, whicb sbould be manlr;uvred out from tbe passenger's side. at the: same time ensuring that the back: or the instrument casiDe clears Ihe steeringcolumn mouDting bradel. Ou laler !Dodels remove lhc two dri ve' scre\\-"$ 00 tbe wiodscruD scuttle aDd the four screws beoealh the fascia . Release the slcering-column brad:et and lirt Due Ihe paoel assembly,
MOrTis R~II1t)"lling
Disconnect the bOUery lead. Remove tbe clamp bolt securing the lower end of tbe column to (he pio.iOD Bod tJle set screws rrom the columc bracket beneatb t.be rascia. Disconnect the flasttiog indicator aDd horD COOf)cclioD beoeath the parcel sbclrand remove tbe column assembly. Remove tbe iasl1ument panel eowliDg Md diSCODocct ehe inserumeDt panel. Remove tbe combioed iostrwneot panel asscnIbly and !.be faseia S(:curing screw!> 00 the fascia. surround. Pull the fascia forward , disconoect the wiodscreen
r
Disc onn C~1 th~
bauer)' atld lUl.x/ure COlll rol cab!.!. From wilLin t.be car, reOlove tbc bezels and push out the igrtilion/Surter aDd wiper/wash switcbes. Remove tbe wing uut positioDed directly below and bchlnd Ihe brall-mounted ail" duct Oil the driver'S side. RemO\'e tbe gJo\"c- box tid aod !.be drive-screws securing the glove-box to Ibe rasda board. llOO.
Issue S.
'Ol~1
o
THE BODY Remove the wing \.lUU po~itioDed: one directly helow aDd behind the ball-mounted air duct 00 the passenger's side, and the other in tbe eeoHc of the fascia . Disconnect tbe steeriog-column to body cross-member sIc3dy br>lcket OUid lower the column.
Pull tbe f:lStia board forward at the bOil om and lirt it away rrom the fascia surround. Disconnect a.U lnsltumcois and switcbes aod remove tbe fascia board complete with instruments and $witcllcs. Remove the drh'c-screws securing (be fascia surround 10 the body crou-rucmber. Remove the drive-screws securing the surround to the 'A' post aDd tbe surround to tbe top cross-U'lcmner. Remove the' A' post finishers and lift away the surround.
Refittiltg When refittwg the fascia and sUITol.md. reverse the removal proceduTI!. The fascia board on the PriDcess must be fitted witb tbe board-securing
Section 0.20 PARCEL SHELF
Removing
Remove Ibe clamp bolt securing the lower t:nd of Ihe column to Ibc piruoo and thc set screws from tbe column brachl beneatb the fascia. DisconllCct the flasbing indicator aod horn connectioll bc:oealh Ibe p.'\rcel shelf lDd remove the coluro.n assembly. Release tbe beater c:oDtrol panel from the parcel shelf rail.
Oisconnect :"Iod rewove Ihe bonnet pull cable (WOlsclcy, Riley, M.G., and Prince$$ only). Remove: the pared shelf securing screw~ and lih of(' tbe assembly. Refitting Renlling is a
re\'Cr~al
or rbe removal proa::dule.
Section 0.21 WINDSCREEN AND BACK-LIGHT GLASSES Removing Lift Ibe windscreen wiper arms clear of tbe glass,
fig. 0 ,7 US~ S~rvic~
tool ISG 468 to e(J,fe the dllllltl('/ lip ,IIc wiudrcrem or back-lig"t gInn
1100. lssue 6. 70840
(lrer
Hg.0.8
Tile 11Si' of tht glazing 1001 alld eye to tlt,,(ul the locking filler Strip into tllf' rubbu "hom ,eI Prise up the end of the locking filler alld carcfu.lly pull it from Iht; channel in tbe surround rubber. PrMS Ibe glass (rom inside Ill\! car, commencing at 3 corner, :l.l)d ease the surround tubber (rom the JIlClal edgr;; of the body aperlun~ , Re6.ttiag Tf the glass bas been broken, remove aoy picc.cs which remain in the chan.oel. Examine Ihe rubber, aod usc a (lew rubber ~ hould there be any signs or damage or deterioralion. The rubber 00 !.he back-light &lass of tbc Counlryruan and Traveller is staled and mUSI be reoewed , Fit Ihe surround rubber 10 the body aperture and lubricate the 'glass' chanDei with a soap--aod·walt( solu(ion. Place tbe glass inlo tbe lower chan.oel of the rubber surround i'nd commence at the comer to tift tbe lip of the rubber over the gl:l!S, u.~ iog Service tool ISG 468. Use che short peg on the bandle of the installation 1001 ror this purpose. i\ppl)' a ~oap -3nd-water solution to Ibe lockiog filler strip ehannc:l 10 assi~1 in fitting the slrip. Using Service tool 18G 468 with adaplor 180468 A, thread Ibe end of the (liler ~t.rip througb the eye of the adaptor ~nd UDder the roller. lay the filler SHip in posicion over the groow iD the surrouud rubber. lnser! the eye of (he tool in the nlltr strip groove, hold lbe tiUer strip in positioo, and commen~ to I)ush the (001 alonl\ the groove, rolling the strip into position. A sligh! s idc-to-~ ide action will assist wbCQ rouuding lhe coroers. After compleling the circuit CUt all' any surplus strip to make B neat bull joint at the: ccotro-Iine of the glass. EnSUi',' .ilat Ihe filler ~trip is fitted with its tbicku section facio£: tnwards tbe gJass or Ihe windscreell, NOl'K-ln Ihe cy~nt of windscreen breakagt, mioule panicles of glass faU ioto the wiodscreen dernister ducts a.nd tubes. \Ybell the blower motor is s\\itched 00: these particles :lCe discbargcd iDto tlIe dri\'er's or po.sse:Dger's (:tee.. The dtmister duets IlDd tubiDg must be disconDeeted rrom lIIe healtr box ud blo\\'o out bdore Ihe new windscreeD gh!oss is fitted,
0.7
2t;
~ po
;;!
..'"
Filling
Applying stOpJ)I!T
Primi ng
Acid elchil1g
Metal abrading
Grey O.l.P. C3663M
Primer Fi.lJer
G.l.P. IS43
or Stopper Brown
G.)'P, 8240
SI(lflf"tf Grey
Grey ccllulmc primCf G .I.P. C}971 MOl)
or
G ,Lf". N\). 53178
SYllthctil.' pr imer
(I.C.I.)
Appl y L>eo:
Howarth 81ue Twill. srade I t M
Emer),-cl(lIh . qt,.
Anti-corrosives 'St ripolc:nc: 799'
Water-soluble paint ~movcr. e.g. Sun~am
Strippi"S llril:inal
oain,
Mnterial
OpuQlim,
Section 0.22
I
I
50;50 with 204S/l.1.
-
SO/50 ..... ilh 2045M
b 10 I wIth ZIQ.lS
I
I parl Deoxidim:. 1 parl waler ~
In
3-4 iwuu
possi ble
u~'c rm gh t
t> "s h...,Uf), ur
l-hour
4 houl);
~-hnu r
-
-
if
SPr;\Y
k l11fc
GJa z lU~
Sprit)'
Sf\I'l"Y
Bru... h
disc
Hand or
Brush
-
-
-
ApplieD/ioll
Dr}'i", /im ts
Tltinning
.
rAINT R£"'NlSH.INC IN$TRUCTJONS
--..
-- ------ --
Instructions
I
'II
generously and r ub in with wit..::
gbl)' lO ensure sali~r:I ~: t,'ry key. iCOlner sol\'Cnl or white spirils
Apply two t th~ full coats, allowing 1S-25 minutes' dT ng time between coats
Apply stor. per in (hin laycr~ . allowing 15-20 minu te ~' d ng belween appli ca l io n.~. Hc.~ ~·y layers re~u in insuli i.:r;!nl drying. with ~ub· sequen t risl of c racking.
11 COiIt uf synthetic primer (r{'CClmmended for uperiot adhesio n) or o ne th in coat of celluloSo pri mer {recommcnded rM S')od adhesion). 'he us.c of a p rime r coal c nhallC\:s adbcliioll al gives the system a much s rcale r safety fa.:lo
Apr1yone
';uh-off operat ion. Allow apr roxim:l Iely live minutes to complete reaction. WOIsh thoroughly tb cold walcr to remove alJ tr.tIXs of Deox.idu solution, folJowed by a hot rinse. fhoroughl) ry surfa~ ~·il h a ckan d oth and blowout CI ices with ccmprtlistd ::air
before the
wool. Do n, allow Dcoltidinc solution 10 dry :)n·
Apply solul
Wipe with
Papcr thot
tho u riginal Ii.l1i~h with a scraper after allowing pi. -strip 10 minutes (0 react (repcd'. if neoessary). ·a sh offlh oroughly with cold wa(~ r , rubbing wi. wire: wool. Dr),. Blow o ut c ~ v i ccs with campr ;sed air. Strip. sroall a rea at a lillIe to enable ~ erect oeUlrali1.ins of the stripper
-.
R eQlo\'c
-'-
g><
~
>-I
=
'"
C>
j
~
f "
~
320 or 400 paper (dependent nu conditions)
BMC bod)' linishes (.se¢ 8MC Paint Scheme schedule)
and ('IOlish (see BMC Pa;1I1 Scheme schedUle)
Flatting
Apply;ng final colour COat
Polishing
I
15-20
n,inute~ I S"ray
I
until smooth: a guide coal (a
Overnight dry
minutes' nash betwcen COltS. Overnighl dry
2045M
SOISO with 2045M
5··10
5O!50 with
I
Hand or machine
Spray
Hand
Spr..lY
Oll~
coal, flash vir
spirit. The grade of paper quoted is from
COI1-
n:l~h
Thc colour coal must be thoroughly dry before polishing. After cuuing. bUniish to It high gloss with a cleiln mop, and finally clean with a liquid polish. ~.g. BMC cnr polish
Spray final double colour coat
Flat with )20 or 400 paper, dependent nn d;t;on:o\
Apply two double coats with a 5-10 minute between coalS. Overnight dry
the 3M Company (Minnesota Mining and Mrg. Co. Lid .); the grade of paper may \'a ry
wlt.ih~
De-nib or dry-sand with 320 paper. Clean wilh
Apply
NOTE.-(l) For faster drying of undercoats or lacal rtpairs G.I.P. thinners 1523 may be used . (2) Under extreme circumstances or heat and/or hllmitlily retarder G.I.P. Zl694 can be used added to the 2045M thinncn.
CUi
DMC body fin ishd (sC'¢ BMC Paint S~hem.: schedule)
~Iedule)
Applying coluur
SchcnlC
Sealer While 1,)( Red underco;sl (see UMC Paint
Scaler Grey or
320 grade paper
COOlS
5O/SO with 204SM
wet
Rub dowo weak contrasting colour) may be used to eDsure lbat tbe whole liurface is rubbed level. Wash off thorougbly with waler, spoDge all sludge, wuh oft'. dry witl' clcao sponge. Dry olf. Minimum of pail]( should be removed consistent with a sau~· ractory surface. Film thiclrncs.'i arter rubb;ng should bt: -0025 in. (·06 mm .) mill.
Abr.:asivc paper
280 efade
Dry·saudin, or de--nibbiog as required
Applying sealer or utadcreoll
Wel-$Indina
1=
><
0 0
"'"
..,:c
o
-_
;--_._-
...
__
...
-"--'1
1• N
,
'"f-<
i! 0~
!I ~ , ,j
I
,,i ,I !
I i
8 0'" 0 ~
'~.."
•
~
,i !
;
L_._ ...
0 .10
_
•. _ -
,
~ tJ..... _
I
II
!
j !,•
!-'
f i!
;
- r ..··- --
~
D~ffripliolt
Dnor eheek arm.
Check am). seal.
S.
••
Clevis Din.
Loc~
al'.';cml'ly.
RemMe: co ntro l a~btt.
..
Selev;•
Dutton ruum sprin,.
Push·bnuf)n.
WaMcr_~U'.
28.
Plain
\\'I~htr .
,•. """'.
27.
26. Washer- front.
l<.
". ".
Clip--oUte:r.
.~.
".
,
=
I
I
i
I,
I
I
.. _.___.-.-.......... _...__ ...._...____ .1
a ip a nd rivet ousemhly.
Door mould iD g.
'I. Finisher.
40. <'lip-ilV'lCr.
,•.
Walst rai l-oulCt.
16. Wai5t r.til sc-..I- <,lute r.
.';.
: <:. Clip.
0001' ludlc-R.H .
22. Spfq wISher.
Weather Sl rip -·inner.
.:. Waist ra il - inner.
...
handle.
Do\'Ctllil uscnlbly-R.l 1.
.\2. Striker-R."I.
I I.
N•. ' h:Jail'fitl,r lC1. SrrrnG washer.
.
Fihrc washer.
Re."(tte:~n tl'l~
ikn;;r ipfHln
21• Screw.
'0.
...
Sc~·.
a ip.
18. Nut.
17.
Nfl.
...
_ •• .. _•. _ .....••______ ...... _ .. _ ........ _ ... _........_ •• _ ... _. _ ...... _. ____ ......... __ ._ . ____ _
...
I) . Screw-Ionl.
12. Scre",,---&hon .
II .
10. Sere....
••
••
Serew.
7. Retaining pJale seal.
R ivel.
OIeck am} p ide spring.
,.
,.
1. Oc!nt hinlf.,
I. Deor $bell.
N••
.- --.-.. --.-... --... - . - -- ....--.. - ... -.. -.- .........- - - - .-.
KEY TO THE REAR DOOR COMPONENTS
.-- -...- ........ ....- - - -....... - -....... - .. -.- -.-.. -.. - -
o ••
Q
,i
______-=::::::::~_~~.::::_===-_ _ ....J 0 .12
1100.
IlSUC
J. 52098
c .....
i
"
Clip.
Channel aloKmbly.
4
s.
22.
Sprint: ""'aSher.
Window regulator handl.: .
Fibre .... asher.
ScR:w.
Spring WiI3hel.
10.
II .
Il.
\3.
bulkr.
'ic.nicaL
h .I·.n rrllmc
a~mbly.
Seating ruhbc:r.
Ri.~t.
Ri".-tl.
Rubber !itillinl; chunnel-I·crtical.
Ch:mnel :ts&Cmbly
a:;,s~lllbl)· .
~1(>flIUbbC1
VenlitalQf framr:
Nul.
D"uripliflll
SlOp bracket.
Suny.
t.i lass
ul~ss
15. (lIas,.
24.
21.
21.
20.
WindlWl rqulalor-R . H.
Sc rew.
I?
Rubber gla7jnC.
17.
... ...
IS.
14.
Nfl.
,.••
,.
&
(11= channel-lOp and rc-u.
S.
dlaond - rroltl.
GllI~
,.
No. l)urriplilJll I. Window ~!as.s.
·_...........
Handle cal~h.
17.
Comer W'ol)pin,l;.
' : t-
rl" in washer.
n. Jr..
S-t;reIV-IOllg.
Serc,,'- ~hc'rl.
Sere ..·.
Sere'f.
Drain ch.wnc!.
rin.
Sprilll;.
__
_._._......----
.........................
/)('.• cril'lioll
Rubber gla1jrt,!:.
34.
D.
32.
~!.
". SO.
~8.
27.
26.
,v".
_._ ......... -.. .............__ .......
KEY TO THE WINDOW COl\-IPONErf}'S
-_._._-._-----_ ... -.. _..... -.... _-....... _.. -.. _-_._---_.-"'-'" --------.. --
i.... --.... --.... -.-......---.-..-.-........ -..................... _. __ ... _._---_..... _.._- __ ...... ._"._" .. _... . _."""_._.,, __ ._,,._..J .
~
-I ~ ;
8 1-'-"-. I
=
o
f'- -- - - - .. ",,--,,- , - - ""--"'''-''--''''':;'';:; '''';':;-;;;;:::...- -- - - - - "--; J
I
\r~ i'!
'
,__ ""_""" _""'"'' """ ".,," _" _". . ". . ,,_ """. ___ . ". ""~"""""."" _'" _" ,___._ J 0. 14
1100. Tsruc 2. S2D9S
~
~
~
,..~
~
.___
Fronl winl :.sscmbly- L.H.
I.
D~scr;,'io"
•• Windsc= lower pa nd U5Cmbly.
24.
_____.__ .__
L-H.
,.m:c panel v..w:mbly-
J>.
Rtilr ....
Rcu wbeel arch panel ;wembly- LH.
14.
Bad:-light Io>-\'Cr finW-.cr.
Bact:-light upper tinisheT.
Ilool top panel.
rlaio wash«.
44.
Screw.
Dcflcc1or-L.H.
_ ........... _..___._.. ______ ._...__._. __ .____.. _____ . .. _. _____...______ ...... _.......... ,..___ J
,..". ,..
42.
...
Rear lalop k)1O'C f fQouolio, pand o
Il.
21.
Roorpaocl.
lamp upper 1l'I0000itig PaJlcl.
R~
12.
41. DcI\oclor- R.I-I .
Bonnet hinse pin.
2~
II. Toooe:au paoel aucmbJ,-L,H.
' 0. .Headlamp loourUint reinrorcemcn l.
Fra nt humper cc nm: RIppon bracll:eL
RoMe!
) '1.
38. Front bumper OUleT support bl"ilck cl.
J7. Front bumper 10&1e auach mcnL.
". hince.
RC.ilT b umper o uter s upport brcu;:kct- L. H .
36. Hcadlamp and l.riUe IJUrround p", nci a.ssembl)'.
10. 'B' and 'C p
Upp« ' A' post c lositlg p31'11;'1 - l...li .
21.
'A' posl - I .,H . •• ,.
aperture pa nel 3Membly.
\V~!ldscrccn
22.
7. Body sid_R.H .
Winc:!5crccu panel assco.bly.
21 . 'D' and 'C poll lo....-er finisher- R.H.
3 ~.
20.
Vali1DCe assembly- L.U .
H . Rear bumper OC:lllrc support brllcke!.
bl1ldcI- R .H .
'Rear quaner panel · ·LH .
~IIPflOr!
all .ch m~nr.
Ouu:'r siU pil.oeJ- L .H.
Rear bunlpc:r OUleT
bumper angle
Rc~r
n.
Ol!.' cripl ion
ru r panel ;u.scmbb',
H.
p~"cl.
I.ow ~r
ND .
JI .
Drip ml)ulding- L .H .
Cam fOil clt»ing
Can. Di l ;l.'<$eTnbly- LH .
VabUltc as.scmbly-R.H.
... ...
Ii.
".
No.
S.
4. SI
Fronl wing asscmb ly-R .H.
~
N •. Dacriplloll I . Jackin& bra..",,,,l.
KEY TO THE BODY SHELL COMPONEN1'S
j'. __.__ .... _....__ ... _.. _- - _.. _-_._. _ _ .... _------_.... __ ._.. _ ... _-- --_.-... _.---
~
o,._,----_._;---
,
, - - - - ,.-
--"'-.
1
·•
i
II ,i
i-_ .. _..- -_._. -
0.16
-._-._ ......
_- _... _....
---,- - -- - . : 1100 · Wuc2. 5m3
o
i··--····-···----··--·----·-·-----·--········---·,···-.----.....- --.-...--....
-~
,...: ,-,
ri. ,...
'"
N
..
.•~
::.
,
Z
,
-~
~
Z
"':
,.:.
...
,
,-_ ... 1100.
_._-_..........
hsue 3. 672'4
_... _. __.. -_..__ ._-_._._-_._.
,I
__ ..._-_._._- -----_..__.__.. __.. _---.:
0.17
o
r-' - -'- - ' -
,-
...... _...
_. . _.--_.- ..... _..
~
... ... -- .... -._.. _, .... ._--_. ~
__ __ .
..
'"' r.:> ~
'" >' 0
~
~
~
~
~"
.."
,
~{.;
o-l
'0~"
~
~ I
! !,
I!
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0
~
0
u o-l
~
, ~ ,, ;:!i U
! i
, , ,,
I!
~
'" ~
~
N
•
,
! i
I
~!/ T
_ _ _ ._._--_ ... -.-... _.__ .. L_ " .. 0.[8
"
1100.
Is.su<:l.
67214
~
-
o
"•
'~"
o
B
/1
In.~rum(nl
p.1nel lini.we
Sere .....
11.
~nlbly .
}
(Wol~"'y. M .G.).
...
Push-on fix.
Oc.miSltf s\.)( fillbhc:r.
Wash l'f. Nul.
n.
".
:\1 . Sen:"'·.
JO. F3.
19.
23.
Sere ....
N)'!\1I1
nUl .
.__ ...--------- --
~O.
49. Sc:tl:w.
...
Sc~w.
Nut .
PI;);n \\"3.(her .
41. Slay.
<6.
....
21. A$hl Jlly retaininl SlIlI p .
·U .
26.. . Wing nUl.
~....
42. St ilY·
Ri"-C:I.
Support rail.
ZO. Ashlrny cas<: assembly.
'1.
Ashtray &MCllIbi y.
--_._....._-.._--_.•...,._._.... _-----_. __..........-
' nl'l« hin,.:.
\G.
OUler I'Ii.nce.
GIOlc;box lid
".
OJ.
Sc:~w.
n.
11 . lnslRlment bou:l.
10.
II .... Instrumeot p'llw:\.us.embl}' (Ri k r).
Inst Ntuall panel assembly (Wobelc", ;\1,G.),
••
".
...
U. Plu,_
Screw.
7.
Rive,.
39. Washer.
".
J7. Ri"cl.
J6. BrlKokd.
lS. Rivo;.(.
No J.<. BU.tk.,.I,
Maaoelio.: Il.lCk k(cpcr.
,. ,,_.
22. M:I,netic l('l!.;k. 2),
flratk~ l .
G. Hr.r.c::kc!.
S.
Sercw. wa-shc:r, nylon nur.
•• Scn:w,
20. HMdlc.
Fascia paucl assernbly,,.o;cnlrc.
).
Zl.
19. Scruw.
Fascia panel a.ssem bly-l..H.
~uj)porl.
DuuipfilJ"
II. Gloycbox lid
Net.
2
as..~mblr-R.H .
DuufplitHI
f:ucil panel
DcscripfifM
........................ .. . - - ... .. .. .. _ . . . . .......... _ ........ - ... - . ..... . - .- .... ... . ... - .... . -.--.-.-- . .. - . - - - . _ ... _
I.
No.
_
KEY TO THE FASCIA PANl!.L <:Ol'vlPONENTS (WOLSELEY. RlLn'. God M .G.)
_ r···---··-------··--------·-·--·-
~
-
... - -
,
II
... _ . . - .
........-..._.
_
=
O_
.... . .. .. _... .. _- .. ........... _.... _...
_--_.. .._._-_ ......_- -_._._--_.-
.___ . . _._.
"
_ N
,'.
'..'
0
.'
'~
.~
;,
0
re
i
0
!
" ":. ~ . ~ .' -. ::
'--_.,._-- ._-_._--_ ....... 0 .20
__
. _ . .•.• _ - - .•• . _-, •••••• _ - _ •• - .... _. _ _ .. _
........._ _ _ _--i. 1100.
luud. 67214
o
r·-·-·----··----.... - ...... ·-.. -·-........-·-·-........ -.. -- ...... ·........·-..- ....-.-----.-, i
i
I
1100. laue 4.
:
56911
021
o --------_ j -''' '
........,,-
. .-----.. . . . . . .---
--_.- ...,-_ ......
--"-'·'--"'-1I
!
!
I
:G ._<}
1
I
I
I
I I I I
i
-i u
c
.,.·c
-
.. ~
Z
Z 0
~
0
,I
u
.,.~-<
I
u
•j
i
I I
D.ll
· ri .
~
-
,:," :x. - -
..,
.... :.:; .
:;
~ I
1 OO9
Y!
~ '
~ •
•
=
P
/
.( 0'
....
••
I•
~ f)
~
~ tilEo<
,I
1100. lIIu. 4. SI5t11
22. 21 . 80, .
Shakeproor WMob«.
Sonow.
<.
7.
S.
JO.
-
WiD, -nut.
ot:! Il... _ _. . ______.. __ .... _.___ .. _ __ ... -
29.
IS.
,,\;t«:. b~ .
Iou ~rc: .
,urround.
..
_._ ......_..-
Mi'oIrun: coolrol bracker.
Fresh-air
28. FrQh·air
t n.~lrunlenl
Plain wa.\N=r.
~.. . . ..
_._..._.._-_._..-
Finisher 'A,' post , LH.
".
_
Fmisbcr ' A' POSt, It.H.
Screw. 44.
4).
4L Nue.
".
support n.,,..
........... ......................
.- -
Pilllel illumination lighl casing.
Il. Stud and plalc.
26
Blankio g plUi.
40. Sere,."
F~a
Pusb-on b .
".
}S.
Demistc:r finisher slot.
". 17.
Ashtray dip &lid tray.
casco A~ h\ I'
As.h1~Y.
)S.
14.
Nut.
lL Plain washer. )) ,
....•_._.-.--..
Ducrlp/io/l
__ ._
lI . Screw.
..../1.
._.......... _..
JO.
2 1.
FMl:ia board.
...._..... -._._-
24. S..... i\eh pa1loeJ.
12 . Hin,c:.
II.
10. Plain w.uher.
•• Nut.
21 . Knob.
Plain wI!.bc:r. QuM~I.
20.
$crew.
MagndK: Cllch.
Lock slritor plalC.
".
4. Slwu::prvor ...·.:uhcr.
,.
lock.
Spring wastw:r.
I!,
11.
Screw.
2.
Duu",1iM Plain wlUher .
1. Plain ·... asher.
16.
....t>.
Fa.da surround.
Dcs~riplif)."
"-'- "" ' --- '------ --- --- -_ . _
KEY TO THE FASCIA PANEL COMPONENTS (Princess)
"
I.
(\(1.
- ' - """"- --- - --"-- "
Stud aud
-~--""- "
14.
~
r,.
~
.-
i i
~:
=
o~··-··-----A:--·-·· · · · ·--······ · · · · -·--
.. -···- ----.·· __ ··_·_·· ..·_-·--.. _.. ·1, ;
,
.
1
--_._- ----._.. 0 .24
.... - I-ue - - - . - - - ._ .. _ ._ ........ ... 1100. ,.. 4.
56981
~
~
~
~
,..
:;
;:
~
14. Cable trllnniOU.
". J6. Grommel.
S<:rcw.
Healer and demit!cr COlllruo/.
COIlU'ol Jcver kIlub .
2.
).
Hose clip.
Grommel.
12. Air aap control cable.
I I. Bulb holdcr.
Rul b.
Ho$C cli p.
"-
~.
Hose clip.
H =.
22. Pipe usunilly.
,.
21.
Tcmpc r~lIu rc
••
I •.
H~ .
l()inl was-her.
)6.
".
34.
)l.
DlJCl as.5elllbly-R.H.
n.
20.
Air 001\1101escutcheon. conlrol csculcheon.
DOllljslc r
ll.
".
Shakeproor wlbher.
7.
,.
•. )
Hcal ~r
Nut.
""..
ins truc tioll pllte.
DUCI ~mbly-I....H.
tube-l..H.
Demislcr rube-R.H.
Clip.
18. Wau::r valve.
"'~.
Hcaltt switch.
~
MotC.
Otleriplion
17.
".,..
21. Serew.
,..".
No .
,.•• Screw.
Screv.·.
No. Oucriplirm Il. Wa lcr valve COLlIIO! cable.
Otlcriplio,,-
Healer unil u.st.mbl)'.
I.
KEY TO THE MEA'TEll COMPONENTS
i
!
.... ·..····..·· .. ·....·.................................. __ ....... _.. _... _ .. - ... ".............. _... _ ......_.... __ ...._.... _........................................... _ ... _.-
-"0.
-~·· · ······· ·
L_ . _. . . ............... _. . .___. . _........... . _. . _. . . ___ . . . . . _. . . _._ . . . . . _. . . . . . . _..__ . ._. .___...... . ........._. _. ___._ . . .__ ........................... J
I
I
r· .. ··-···- ········-···· ..
=
, ,,;
I;
!
I
,
i
i
,
I;
I
I
Cod.
~
... $ I
Wi
~ !--..
'
,.
.!
___.._...__ ._ .. ... _.
"
in. (127 mm ,)
_ _ _ __
~
5 fi in. (144-4 mm.)
w
mounlir" (rev) Wheelba.se dalullllin~
AS43l .
-x
i
--_. . . . . . . . _. _----._---..,
Fron{ s\lb-fran'le mou(uilll (rear) 1(1 dlt\ll'O 1iroc
.... heel centre Rear nib-frame m(lunriDc «(ronl)--bod, r.:e 10 rnr sub-frame mounling (rear) RtAr sub-(nuoc lXIountio, (rear)-bnd, race {o datum line
Rear sub-frofne m OWltq «(fOOt) 10 dJIUIIl tiDe kear sub-frame rnoUDtini «(,orll}-bod" face: 10 24 It in. (620 mtll.)
Tower mountioS to
,
Locttrwn
,
nooy sil1lo datum lj l)C
--
DitMtViolf
Fron t sub-frame: mountin, (IO" 'cr) \0 1mnt sub-frame
"'ront sub- fraITIC mounting (fron l) In wbecl celltre \\lht:cl <:entre to lower rnl"llinling
,..../ -
I' ~
61 in.. (166·2 mill.)
~~,
15h in. (382 mm.)
Cod<
fltur
-_ . ,. -
L
.,
.!~y!
K
,"
lAUZJi(Hl frMI sut>.r~ mounting «(run t)
'::::=-~_ /m _
--.-.- ....--___ __.. _... __ ." ___ ..
PI: in. (440 mnl.)
o
(93-2 mm.) (1)0.9 mm.)
•,
3U in. j h in.
9/1 in. (234-1 mm.J I ~ I in. 096·9 mm.)
Df",~fnsfoll
T_ _ . . _ _ _ _
93t in. (2-314 m.) 5t in. (l46 0101.)
o
•c
A
{"'Ut(
~!----I-'...---/
II
!
VERTICAL ALIGNMENT CHECI:
__..- _....._.._......... _-------
--'-=:~
x-_
Section 0.23
,..--- _....•.
I ..1!,i
"~
=
A -A
_
..
o-c
B
I
D>-D
Width between CltDIrC5 of thE; ~ sub-frame rear mouoLinc SCI scrntS "'lit lB. (110HI nUll.)
A preliminary cbeck or [ne align mont can best be carried out by the systcm of diagonals and mUSl1Rment cbecks from points projected ODto a level Boor by means of a plumb-bob. A ccntre-.IiDc can then be e5t1.blished by meaD' of a large pair of compas$CS and uy deviation from correct alignmeot will be evident by f.ilure of the diaaooals to intcncct 00 tbe ccntre.-Iine or by coDlidc:rable deviations in the meaauremellts.
Widtb between ceatrcs of the rear sub-frame ftoot mouat inc set JC~W5 421 lB. (I073' IS mm.)
TRANSV>:RSE DIMENSIONS D-. Width between eenlrtl'l or the (ront sub-frame mlr mountina kI ~m\" 28! ill. (717-35 mIn .)
'?1~I;-7
._--
~1--/74\-=-I~ A
~ ~
...
_... ...._.....-._-_ _-_._._ _--
HORIZONTAL ALIGNMEI\, CH£C':
--_..._._._ ---_...... _.. __....................
Width bctwcco ccotrcs of lbe front ,ub-frame frOllt nlountiog sel ~ J01'~ io. (173-1 1 DUn.)
~ '------'
~.
~,
.~I, ~ I
-81 r I Section 0.24
=
I .
.
.
--"-,
.o_11--- ...-__ .-.._.......,---_._---------,_.•--_ __ _ ...
,
...... ............ . !
,i !
!
11"" -r
~
,, ,
A
.
,/
'2 i i i .. 1 't E
E
~
8
~
.!f
~
i
N N
"
N
~
,
=-
.£
~
N
"--;
I
i
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~ '"g
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-... .. ~
• •
~
w
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~ ~
~
;1
-3
E
~
~
ic
i !~
~
-..!! "" i~
.~
.,;
~
~
.E .. .E
*• -• o ,S
::l
.,11
N
,:
~
U>
~
~
U
......,
-i
~
'E2
s... ~
~
" - .... i, e: ,., '" , '" -• • I " ~
E E ;:
;:; ~
.~
.~ ,s .S! ~
•
!::
<
i
!g ,__ .. . .,_
0 .28
i _._..... _ ...... _ ... -
- '.. -_ ... -
I
.............. _. ____ .... _. ..................... - .............. ...:!1 1101).
Issue J. 56981
o
TIlE BODY
5
Fig. 0 .9
For reference su lext
SectiOD 0.26 CHECKING BODY ALIGNMErIT The equipment required for cbeekitt8 (be body al.ignment coosists of Ihis basic body-checkiog jig Service too) 18G 560, and adaptor ut 18G 560 H, used in eonjuuclion with basic adaptor set 18G S60 A. lltis eqa.iplOeGl Is i.arcnded to be used solely 1lJ. tbtd.iog tlxture. ud mldu DO circumstances must weJcl1Dg or repair '!'fork be carried oaf 00 the body while It Is still in positioG Oil tile jig.
aD,
AlsembUog Ibe jig Where item numhers are quoted in the followio£. refer to Fig_ 0 .9. NOTE.-8dore a.s:sembliug the iii the front jacking bar of basic adaptor set 18G 560 A mIlS! be drillecJ to take Ibe jacking bars of adaplor set 18G 500 H. Mark tbe basic adaptor j<\ckiDg bar 18G 560 A. its length. Clamp the two scribing n line in Ibe cenlre
or
jackiDg bars of adaptor set 18G 560 H DOLO the jacking bar of basic adaptor set 18G 560 A. Usiog tbe boles in adaptor ~I 18G 560 H, drill throuGh the jacking har of basic ad:lptor set JKG 560 A. Assemble the jack..iog bars, using the countersunk sel screws supplied. Assemble the jacking bar!' of basic adaptor set 18G 560 A ill a similnr m3nocr. Remove the two socket screws from each coreer plate on the froot cross-member of tbe basic jig. AHach the tWO short support pcdCSlals (I) from adaptor set ISG 560 H to the cross-member at thc.sc points . Each pedestal is clearly labeUed to show its correct location
luuc I.
S69S1
'Forward 2' (6) from the basic adaptor set 18G S60 A to the basic jig at the points indieated on the inside of the len-hand side-member. Attach one of the. taller pairs of support pedestals (2) from from the chupport pedestal (9) to its most rearward positioo by meaos of the slolled boles in the base of tbe pedcsI:J.1 supports. Lower tbe body sqUArely o\'er (he pedestul support! \ltltil it rtsts on (he jacking bar!..
0.29
o
THE BODY
Fig. O.lO
For refuence SIt tex' A(
DO
time must tho wcigbf of the budy be i.ken by tbe
pede5taJ .apport.9.
Lower tbe jacking bars cquaUy, keeping the bod}' 'CIU8rt with the j ig, unlil Lhe body is in line with the
c:btcking pin hole!: in the support pedestal (2). When tbe body is io Ihis position, fit th(: ~oDd of tbe .apport pedestals (2), Jnser! tbe two c:heckiog piDs through Ibe boles in the support pedestals (2) and into the body. Check: the relation of tbe holes i(l the body to tbe plain sbanls: of tbe checking pins. The ideal position if when each of the boles in the body is coocentric with the shank: of ils che.::king pin. Adjust the body on the j1a: until this position, or lhe nearest possible approach to ii, hM been attained . A parallel clearance of i in . (3 mm.) (3), Fig 0.10, must be obtained between the checking faDeS of the front support pcde.sl.als (2) and the body (a drill shll;nk is a COQvenient gnugc to U$C when cbecking these clearances). Move the rear support pedestals into contact with lhc body and tighten dowo the titiog bolts, check the rebtive positions of the lines scribed 00 the outer edge of c.acb rear pedestal, and the tiDes scribed on either outer edge of the jig rear eomer-pla~. The ideal position is when lbe lines on the pedestllis coincide with the central lines 00 the coroer plates (5), Fig. 0 .10. The lines scribed tither side of eaeh ceotral line sbow the matimum
0 .30
permissible )imit$ of adjustment with the for.vard cheek ing faces of the rcar support !'edestals in contact with the body. NOTE.-Sbonld Che body be damaged in 9uch a "ay that it is' impossible to iower it OD tbe tbtcldna: Jie ..nth all of tb. ~upport pedestalJ 10 posiUoo. it b poss:Ible to dleek 01_ body alipmtot witb the support pedestal ill the damaged area of the body remond. After lhe correct location of the body on the jig bas beta established 00 the Checking faces of the front ~upport pedesta ls (2) and 3t the holes 0 0 the front cb~king facts of Ihe rear su pport pedestals (9) 00 the body, we remaining allgnmenl points and clearances can be checked. The four holes in tbe support pedeslals (I), the two boles in t.he support pedestals (2). tlle eight holes in the support pcdesws (3) and (4), and the eight holes in the rear support pedestals (9), should all line-up by sight with their cOIT6poading holes in the body. A paraUei clearance of tin. (6 mm.) (3), (6), aod (7), Fia- 0.10, must exist: between the checking faces: of the pedtstaJ supports (I) and the body, and between the cbeckiDg faces of the pedestals su pports (3) and (4) and the tt'lC-board. Tbe front cbeclriog faces of the rear support pedestal. must be in contact witb the body. The alignment can be 1100.
l»uo I.
J6957
o
THE BODY cbecked by insertioga set ~crew , as shown in (J) Fig. 0.10, bUI the set screws must not be used 10 lighten the suppon pedesLa..ls to the body or he forced in any \Yay to assist in body alignment. A parallel clearance of i in. (6 mm.) (4), Fig. 0.10, must exist betwecfJ the rear checking nu;cs of the rear support pedestals (9) Clnd tbe body_
Section 0.27 BODY ALJGNMENT
To check the body alignment of a au which bas beeD dllmagc:d when tbe correct jig is not available, a system of diagonal and meaSUremCD[ c1lccks from points projected from the under frame onlo a level Ooor is used (sec pages 0.26 and D.2?). To eosure that the nligltmcIl.t chock is ca.rried out accurately. tbe vehicle must be raised so tbat it is par.1L1d with (he Ooor, borb from side-Io-side aDd frOID froot-torear. Use tbe comparative measurements given 00 page 0.26 to do tbis. Lill the vehicle to a cooverueo( working heigbt and adjust the froot or rear of the vehicle until tbe points given on page 0 .26 for (he fmnt and rear on holh sides of thc car arc in tbe correct \'crucaJ position rdati\·c 10 each other; for example, if tbe rear points (M) are 36 in. (91·4 em.) from tbe Ooor. as tbe rear points are 3H in . (89·69 rum.) lower in rdation to tbe froot poiolS (A), the front points must be set It ;\ beight of 39U in. (100·5 cm.) above the floor. At lhe same time, it will be helpful to check tbe relati.ve beights of all the intermediale points siven 00 page 0.26, so thai aoy distortion ofthc car in the vertical plane will be ascerlainW . Chalk over the area of (he floor directly below (he point.s shown on page 0 .27. Using n plumb--line, project tbe points fro m tbe Clr auto fbe Door, marking tbe positions with a pencilled cross. Thc centre between ~cb pair of points can be established by meanS of a large pair of compasses an.d the ecntr.fl poinls mtlrJted 00 the floor. [n addition, diagooals cao be delermilled between lOY two pairs of points and the points of intersection marked on the floor. At Ihis stage a lengtb of lrun cord. covered with chalk. Can be held by two O~ralof$ in sucb a position that it passes Ihrough as maoy of tbe cenlral poinls Dnd inlusections marked as possible. Wbile the cord is held talll a third operator raises the ceotre o f it and tben anows it to spring back smartly 10 fhe floor. If tbe resuliing white line ~s through all the points tbe body alignment is satisfactory. Any points through which tbe white line does Dot pass win be in a posilion wbere tbe underfr.llme is out of alignment. Con~iderablc deviations in the (ransv~rsc and longi. tudinal measurements, given on pages 0 .26 .. nd 0.27. confirm body misalignment. It must be understood thar allowunce be made for norma] manufacturing tolerances aud that a reasonable departuft: from nominal dimensions cao be permilled withool detriment to ro..1d performance.
1100.
Issue 4.
10288
Section 0.28 REAR DOOR (A)1IDtryTwU1llDd TraveUer Remoriog
(I) Support tbe door. Remove tbe Joclmut aDd bolt from each of lhe two door brackets. (2) Remove three captivc screws from Cloh or the two hinge plates in the drain chAnnel. (3) Lirt the door away. Refitting Rt:verse Ihe rCUloval procedure.
Secli •• 0.29 RUR DOOR OUTER HANDLE CountrynlaD ud Tra'elIer Removing (t) Remove tbe Irim pad b)' Jeveriu! tbe tlxing OJiPI aWlIY rrom the interior paoel. (2) Remove tbe tWO 2 B.A. outs witll flat aDd spriJ:Ja wasber (rom the ourer handle studs sod tift tbe bandle from the door. Re6ttiog Reverse the removal procedure.
Section 0.30 REAlI DOOR LOCK. REMOTE CONTROL, AND LINK BAlI Countryman and TraveUer RtDJo'riJlg (L) Remove tbe six metal thread screWS with flat a.o.d spriog washers from the luck, remote cOlltrol. aod link bar. (2) un. tbe lock aod remote cODtrol from the panel.
Reftttioa: Reverse the removal procedure.
Section 0 .31 REAlI SIDE WINDOWS CoantrymaD and Trlll'elIer Removioa: (I) Uoscrew aod remove the two window catches. (2) Remove the two closing clips aDd detach tho outer aDd iDoer finisbers. (3) Remove the eight inoer linisbu relaiaiDg clips. (4) Drill out !.he five rivets holding tbe gJass cba.nDoJ retainer 10 thc body. (5) Remove the assembly by levering the glass channel retAiner up aad out from the bottom. (6) To remove tbe glasses from Ihe assembly carefully Rex tbe spriag steel channel retainer aDd lift t.bem out.
0 .31
o
THE BODY Refitting
RefItting
(7) Assemble Ibe wiodow glanes ioto Ihe channel
Reverse the removal procedure.
retaiDer. (8) r:it the usembly into the body aperture, sea.Ling it wilb Gtastlcoo Dum·Dum pully. Pari No,
97H 2127. (9) Re6t the eipt ilUKr finisher retaining clips.
Section 0.34 ELECl'RICALLY HEATED BACK-LIGHT
(10) Rivet the glass cbaouel and relaioer into positioD. (11) Seal between the glass channel retainer and the
Removioa:
body with Dum-Duro putty. laking care 10 avoid sealing over the water outlets. (12) Rc6t the inDer and outcr finisbers with tbeir tlPpropriate clips and replate the Iwo window
Remove both rear quarter trim linen. Disconnect the wires at the soap COlll'lectors ioside the body right-band qUitters, and from the earth connection io the body lert·hand quarter.
catches.
Remove tbe back-light a1ass (Seclion 0.21) aDd withhole~ in Ihe body and surround TUbber. draw the wire:; througb the
Seelio. 0.32 REAl! SEAT CoaatJyman alld 'Traveller
Re6tting Reverse tbe removing procedure.
Romoriog
tbe squab to tbe hinses on the floor.
Section 0.35 FASClA. L"STRUM£NTS. A.!~D swrrcHES (1300 od 1100 M1I:. II models) Austin/Morris Dc-luxe: R~nlol'illg fascia
Rctttiog
Reverse the removal prOced\lre.
and rDcker switchu
(I) Disconnect lhe baUery earlh lell.rl. (2) Remove the four screws holding the fli~ia p'anelto
Section 0.33 HEADUVING CountryG'2In and Traveller
the parcel tray trim :loti pull il forwJllrd". complete with the lighting OIad windscreen wiper swilehe!t. (3) L>iSCOllnect the Luc.u filsteners, push tbe switches (rom the (:ucia panel and remove them.
R~cni.ll;'
(I) Remove the two sun visors and rel3ining clips.
(2) Remove the incerior driving mirror. (3) Remove tbe inferior lights. (4) Remove lbe wiDdscreeo wiper arms and blades (Soction L. t I). (S) Remove the wiDciscreen (Section 0.21). (6) Parity remove the upper SoetiODS of the door seals. (1) DriU out the live rivets and unscrew the four cupped screws to remove the rear header rail trimmed cappiug. (8) Release the quarter-li!ht finishers by removing tbe centre finish.iug clips. (9) Remove the bead lining from around the wiDd~rccn fhmge. door openings and quarter-lights, taking care. Dot to split the lining mnterial. (10) un Ibe head lining suppa" irODS rrom Iheir loe:l.tioos which nre: now expott.d. (II) Remove the head lining and support irons a$ an assembly.
0.3l
Removillg
spudDm~/l!r
(4) C..arry out tbe inSlructions (I) to (J). nOling Ihal the four ("scia panel serews also bold the speedometer. (5) Pull the speedometer rorw3rd~, diseonoecl lhe cable and e:arth wire, pliU out the warn.ing lights. and remove the ;milrun,elll a!iSCmbly. Removillg slDrur/ignilioll switch
(6) Carry o ut tbe illslruclious (4) ilnd (S) then unscrew the be7.e1 nUl rrom the ignitioo/slMler switch, p~l~" il rearwards. (eed it througll Ihe speedometer aperture nod disconnect the wires. Rt1l1()v;ng
wintlscre~1I
wQsher pump
(7) Carry out the: instructions (4) and (5), theo unscrew the bezellllll S(curing the windscreen lV.IIsher pump, pull jt (rom bthiud {he instrument p3nel, reed il Iinough Ihe speedometer apcrlure. and disconnect the nylon pipt:s. 1100.
Issue 01.
102&8
o
THE BODY Removing heolu control switcil (Jour models)
(8) Disconnect the batltry carlh lead, unscrew the
\
bez.el [Iut (rom Ihe hellIer control $wilcb. and remove it from beuealh the parcel tray. Dis· connect tbe LUGar fasteners .
Remo\'ing the pllred Iroy auembly (9) Remove the fascia pand, the speedometer l'Ind ::.11 the switches .., described in (I) to (8). (10) Remove the scveo screws steurin, the lower edge of the parcel flay to tbe body. Hend the lOp edges
of the p:lfcd Iray down 10 clear tht padded lOp rail, and lift the parce!ltay asscrobl)" out . Refilling Reverse the disnlantJing in!Olructions. but Dote the following. When retilling tht piucd Iray, push its top edgu bt:ce
6rsl find working t)ulwards. Feed "II Ibe switcbes or wire !..brough their respe<:tive h(\les before refiuiug the speedometer. Replace the rubber ring around the speedometer before relluin~ the fascia panel. ADStla./Morris Supu De-luxe Remol'ing and rcplncing ,he fascia (II) Disconnect the bl\tlery eilrlu lead. (12) Remove the four screws holding tbe lOp rail in posilioo, il(cer bendios baek the hinged melaJ c,'lpS from the outer two screws; then lift otl'thc rilil . (13) Remove the lii:< scre\Y~ securing Ihe fas~a pallel, e.lse back the door Irim Rdjaccn( 10 the fuci:'! , and pull it forw:ml. (14) Oisconnect tbe choke c.1ble 3.( the carburetler, pull :III Ihe lucnr fasteners from the backs of Ille switcbes, unscrew the dri~'e from the speedometer :lnd remove its e;.Irth lead. (15) Lift the fascia panel :l.way, complete with switches. (16) To ufil the f:lsci. feed the choke cable through the bulkhead :l.nd then reverse the instructions (II) 10 (15), filling I]ew hinged metal C
not remove tbc fascia piled as iu (13). (18) Disconneel all lucar fasteners, (he eartbiDS wire lind speedomeler COIbJe. (19) Undo flle top two screws secoring the speedometer, and pull it out so rele3J;ing the bollom clips, (20) RefitliDg is a reversal of the dismalltliog sequence. Push Ibe dips o\'er the lip of the fasein before replacing tbe top $Crews. Remo\'illg anti r~placing Ibe pureel 'ray Tbe remot;RI and repl:acemellt of tbe pilree! trilY for the Super Dc-luxe 1300 aod 1100 Mk. 11 models is as give'l in Section 0 .20 fOT Mk. I models. Note tbat tbere are two :lddition31 screws in the centre behind Ihe fasein . RemCH'jng ond rep/neillg ff,e w(Jsher pump
(21) Uf\screw the bezel IUlt, pull the windscreen w.1Sher pump out (rom behiod the fascia and disconnect the nylon pipes. Replacement is ., reversill of the removal procedure. 1100. '$:Cue].
II>2S8
Fig . 0 . 11 Alllf-brvs' door I. Door striker. 2. Door lock mechanism. J . Door push 10 Open.uOI leyerc!ill· 4. Door ~I~ opc:nting le""T. 5, Door flush 1'C13ioin,s clip. 6, 0<>01' push . 7. OoM releASe II'\CCh~oism.
lock Cf1mpollell1s II. 'Door lock nleCbanism 9. 10.
Door SlIIke1 r':la inioa:
sere.....
Ot)CrnLin& rod rC13inioa
ctipt.
11 . 'Door release opcralml rod. 12. Door lock Operntiol rod. 11 . AOl i-raule clip (twoolf). I~.
OpcraiiAR: mechanism screw·
Remol'!ng ond rep/adng 'he $Wifdl(!s After renloving the fascia panel as described io (II) to (16), follow the inslrueth)os for swiech removal and replacenlenl in Section LIS.
Vaoden Plas, Riley Kestrel, M.G., and WolseIey The rtNoy.. 1 and refitting of (he fascia paoel. ioslrumeots :lOd switches 00 the 1300 and 1100 Mk. II versions of the above marques is as described fClr the Mk. r models in Sections LIS, 0 .19, and 0.20.
Seetio. 0 .36 ANTI·BURST DOOR LOCKS Two-door 1100 Mk. I( and 1300 models are fitted with anti-burst 'Sports'-type door loch. These fit flush wi th Ibe doors and cao be locked from the inside when closed by puUing the see Fig. 0 .1 I), and withd raw the push butlon assembly. (4) Remove the door Jock relililling screws, and pull tbe door lock i1ssembly outwards. Refitling Reverse the insl rucl ions given in ( I) to (4).
0 .33
o
THE BODY SeetiOD 0.37 DOOR GLASS AND REGULATOR (fwo-door modtlt) RemoYiog (1) Remove, the wicdow regulator band Ie, door pull (or arm·rest), the inner door baudle (Mk. r models,
Section 0.14) or the door lock remole coolrol reli.iner eMk. II and DOO modt.1s) the trim p
(4) Remove tbe ventilator screw (see Fig. 0.12), tbe sc~w 00 tbe top edge of the door, and Ii(( out tbe fixed quarter-ligbt assembly. (5) Ceoln:: the bouom cOBlml eMoncl, Ulen twist the glass forwards aDd upwards 10 remove it. Fig. 0.12 Tile door CDmp()fI~nIS (tJOOund 1100 Mk. " fWD-door
(6) Release lbe teo screws securiDg the window wiuder mechanism, aDd withdraw it.
models) I.
Door I
2.
Window res:ul~l()(" IIn!1
brachl screws.
l . VcntilHwf screw.
0.34
4, Door stop sac:ws. S. Door ~M:I re;uJalor ;Ire. 6. Anti-Rule clip$.
Re8tting Revel":ic Ihe inSll'uclioM given io (I) 10 (6).
1100.
I~Lle
3.
10'2"
o
THE BODY SKRVlCE TOOLS
Por
\de.
when 61tioB the rubber sealioa strip 10 Ibe
wiodsereco and rear window raouJdiolS. Tbe 1001 compriscs: I. Handle. ) . Post. 2. Key.
4.
S.
Hook.
eye.
18G 468
laG
~
-"".
A. Robber MoaJdla, GluiDr Tool Adaplor
For use witb 18G 468.
18e 468 A
I ~G
18C 3M
JOH 0
n. Body Jack God Cue
For usc when correcting misalignmeDt on aJl-sleel
bodiu. 1100.
'*Ie I.
J0288
0 .35
o
TIlE BODY
/ 18G '560 H. Body Checking J1g Adaptor Set
18G 560 H
For use. witb basic jig 18G 560 and ba sic adaptOr set laG 560 A.
0 .)6
n OO. ' s.sue I.
1l)28.i
p
SECTION P AIR-CONDmONlNG SYSTEM Surion
Gelleral description fault diagoosis
..
..
Millor repairs ServiciDg including:
P.3
P.2
..
P. I
Preco.utiODS ServiciDg equipment
Compressor oil leyel Leak testio& RVl\cualioQ
Cbarg)Dg
1100
I ~~uc
I.
62029
P.I
p
---,-, ... _.. _.-._ ..... _---.
,...., .. _._----
!
I
THE OPERATION OF THE SYSTEM
.---9»-
J
18
16
, , ,
r,.,.~
r
Fv ====1 q
!
,i
I,
4
<::::::::::::J GascollS rd' ;IIUolOI. . - U q u id refrl gerlln t. Cool a ir.
==>
<=:=I
~Wllrf1)a.if.
\J
JUrD or induced a i•.
.,,,.
,
1 I !
1 ,
~
.
N•.
,.
DUU/plloll
Evaporalor p,Kt . Fall and molor
(~vapo"'lor).
l.
Control swilcl\ea.
••
Tempel'lllun: $eosing switch phial "I'\d CApillary
l.
Ev,porator mauit.
6.
B:dMCIe pipe.
7.
e:cpalUlol) "!'lIve.
••
Teatper.uure p!tial and capillary lube.
,.
rub<.
Clutch.
N•.
Ducripfio"
10. Comprusor.
...
". OJ.
lolel . O Ul lel.
Fan aDd mOlO1 (conde"str).
14.
High-prasur.: contrul ' .... ilch (f;lJ1).
0>.
CoDdc~r
J6.
lUsb-prcssure cllloOUl (clutch).
...".
matrix,
liquid nx:.ei"er. Sight glass .
_._._...... _-._....._... _._--_._ .._--_._ ..._.-_ __........_.. _-_ .........__... _.__._-, ...
P.2
II 00. h:!iue I. 62029
AIR-CONDmONING SYSTEM
p
Fig. P.I
The /ayo/ll of the sysJ~m. (FOT uftren« see text) GENERAL DFSCIIIP110N Tbe S)'llem employs a. mechanical compression means of refrigeration and utilizes a liquid refrigerant 10 absorb the beat from lhe a ir within tbe QT, thus lowering the temperature of tbe air. Its operation is coolrolltd by four switebes--'OFP', ' LOW', 'MED', and 'HIGH'00 tbe evaporator pack. The complete system comprist$ a compressor aDd clutcb. • liquid receiver, an eVAporator pack unit, .a eoodcostr. end three pressure-sensitive switches. Compressor lDd dulcli (7 aGct 8) The sillgic-cylinder, reciprocating-IYpe compressor bas a capacil)' of J-5 cu. in. (57-) c.c.). It is mounted, complete with clutch. all the e ngine and is bcU-driVCD fro m the cranlahart pulley. A co nnector block is mounted 00 tbe cylinder head for the connection of the suction and discharge ftexible pipes. Also embodied in (he CODae.ctor block are two let'vicing eOOJ)ec:tioDS; operlled by aD internal probe-type COQOOCtor on the charging lines, and used when leak lesting, evacuating or cbarging tbe system. 1100.
Issue 1. 62029
Tbe clutcb is electro-lllBgnelie in operation by an integral solenoid attached to Ihe compressor crankcase and is conlColled dicectly by a push-button swilcb. and indirectly by bigh- aad Jow-pressure cut-out switches. Otber clutch compooents are mounted 00 tbe compressor crankshaft Rnd arc secured by a single self-locking boll. Condenser IlQd fan (11) The coodenser, a fin-alld-tube type of beat exchanger, is mounted behind (be grille, and a fan driven by an electric motor is mounted 00 a spider bracket directly bebiod the condenser. Llqahl recei,er (6) The liquid reoeiver is mounted inside tbe eng,loe compartment on the left-Mild wheel valance and is used 10 store refrigenml. Sight gll5S (4) The sight glass is mO\lDtod ou tbe radiator duct and dowllStrtam of the liquid receiver. It is provided for observing the cooditioo of tbe refrigerant cbarge.
P.l
p
AIR-CONDmONlNG SYSTEM
H1&h ·pr~
switches (S and 10) The high-pres.surc cul'OUI wQich (I)olrol$ tbe comprt.S· $Ot clulcb is nlQuoled :tdjlccnt to the liquid receiver on II~ tldiattlr duct a nd is COM((;lcd to the liquid receiver by a Shorl . U· pipe. The cOndel'l$(T pr(S$urc 1$ controlled
a utomatically by 11 hi,h ·pres.sure switch whicb (ulS jll the condenser fan l'I nd is mouo!cd on tbe forwa rd side of tbe bantry tmy. The $wi lCb is canutetcd by a shon pipe to Lllc coodeoser oullet pipe.
Enpor.,or ptck W')jt (I) The evaporalor paelc uoil is Ihe air condition compODen! of Ihe system O'lounlcd below the fasci:! . II COQsisls of a heal cKchanBcr roatti.'( boused in tbe (va porator box, and an t:icclricalJy dri ..eu capnble of drawing ai r Ihro ugh the nl.,rix. A walcr t1rain pipe from tbe bottom of the cvarora'or prOlludes Ihrough:l hole in the floor . Also included in the evaporator pack unjt are four pushbullOD control switcbes, a temperature phial, and a tell\~ra (ure sensing swilch.
r,,"
E,.puslon ,·.alyn (2 aud 3) Tbe expansion v.:alvc is coonected on ooe side 10 tbe inlet or tbe evapor:uor pack unit and by .a bal:mtt pipe 10 tbc outlet of Ihe evaporator pack urn!. Connected to tbe cxpilnsion \'alve is a t(rnperaturc phial secured by a d ip 10 the oullct pipe.
Rel;,y lind tiQc fust (12) Doth ilre situated 00 the bulkbeild adjaceot to the current/voltage regulator. The rclay energizes the clulcb solenoid ilod tbe line fuse is lhe safety device of Ihe d~ l rica l system. Pipe-tiMS Twn forlils or pipe-line arc uscl.l, bt-iog either copper or ne~ible rubber. LarGe.diameter bore. iosulated pipe is used 0)) Ihe low.preuure side Olod smaU·diameler bore pirie on the high-pressure side. Refrigeunt The gas used in the system is known as dic:hlorodif! uotontetilane (Rehiserallt 12) anl3. is trOlnsparent illH1 co lou rle~ in botb liquid and v~pour form s. [( is m:;arketed as Fr~o o 12, Arcio n 12, Dupont 12, or Diafton 12. OPERATIO N When the cn~ ine is ruoDjO& : r.t or above a rast idl ing ~ peed , lImJ Ihe s)'&lem is switcbed to select oac of tbe fao. spcl:ds, 'lOW', ' MEO' or . HIGH', tbe solenoid is energ,iud by tile relay ao.d the clutcb pla.te is drawo along the c(3nksba ft to engage the: enaioe driven pulle)', thus driving the coruprcuor. The air willlin the vehicle is then circulated thro ugh th..: evapOrltlo( pack UOil by tbe faD . It eolers tbe bac k of lhe evapora tor pOlek unie, is drawo tbrougb tbe maulx: where it i ~ conled and discbarged through tbe 10uHa inlO the car. P.4
The vapori1.ed refrigcrant in the matrix. baviog a bsorbed heat frOIll the circulating air, is drawo ioto tbe coo)pressor on eacb downward strolce of Ihe pistoo, 00 each opwud strokc the vapour is compressed, and due to this compression the vapour is subjected to n furt ber inereOlsc io teroperature.
The di.sch~ rge valve opeos :lnd the super-heated vapour
passes 10 tbe c:ondenser. Since the temperatureoflbe v~pour is now considerably higber Ih30 the atmospberic: temperature, it givel up beat to tbe a ir Bowin, througb the QlM r\.'( aDd is co ndco,ed to a liquid statc. Tbe coodeosed refrigerant 60ws ffO ro thc condeDSCr and is stored temporarily ill the liquid rou:iver uotil it is required for tbe evaporator pack unit.
A continuous Slream of rerrigerant passes rroca the liquid r ~ceive r through tbe sight glass iolO thc expansion val....e. 11 is then metcred nnd expanded iD.IO Ihe cvaporAtor Olatri,. according to tbe teruperl\IUre Ol lld pressure requirements of Ihe system. Sbould the temperature of tbe t.Y2porator pack unit matrix fan 100 low, moisture coodeosed ( cOttl tbe air would freeze on fbe matrix, thu, restrietiog lbe air Oow a nd decreasing the evapor"lor pack unit outlet pressure. Sueb a (rcae-up or the matrlx is prevented by the act ion of the temperature sensing 5V'Iileh, which disengtlges the compressor clutcb wbeo tbe temperature of tbe ai r IC::Ivin& Ihe matrix falls to -2'3- C. (2S- F.), and CUIS io a~l\io at a telXlp/=rat ure of \ ·6- C. (3S· F.). Shou ld thlt sym:Ol be subjectcd to pressure illereii5'.':S beyond those at wroeh it normaJly operates lite highpressnre cut-out wbich seoses the rcrrigeraot prc~~ure will operate at a prettclcrmincd pressurc 10 di$cnga~\) tne compressor dulch. Thc f;'\o mo unted btbi nd the eondcoser maintains a degrec 01 cooliog whell the cilr is stationary. It is cootrolled automltlicnily by a prcssure-control swi tcb which opcr:ttcs on a rise of p ressure in the condenser wheD tbe car is slJJ lionary. The degree of cooling required COlO be seleC:led on the rour- bult o n control switch on the evaporator pack unit. Fan speeds a re selected by pressing oDe of lhree buttons - 'LOW', 'MEDIU M', or 'HIGH"-ts required. wbile the fourth bunoo ;s used 10 .!Iwilch the system ·O FF' . Operalioo of any bullon automal ically caoeds the Ilfevio us selection. Cooling ceo be mailltained uoder aU conditions provided (he enginc is ruo at or abov.e 1,500 r.p.m. To durease the interior tempera lure quickly aU tbe wiodows sbould be closed. lhe ' HIGH' button depressed, and the e ngi ne run a t
During aoy pe:riod wbeo the air-conditiooiog s)'stem il: not requircd it sbould. be operated for about IS minutes weekly. This will help to keep the components io good workiog order. , Ion. t'<.!1\: l. 62029
AIR·CONDmONING SYSTEM
p
Section P.l SERVICING PIlICIlUUODS
The following
p(~eautions
sb.ould be obscn'cd when
serlo'iciDg the system :
The refrigerant is normaUy non-toxic, bot tah care Dot 10 iohale fumes whco using a "arne-type leak d-etector.
Always discharge the refrigerant in a weU-veotilated area. Do Dot apply bt.
aod so cause damage. Similarly the refrigeranl supply cylioder must nOl be subjected to excessive heal , [f aoy componeot containing refrigerant is 10 be disconoccu:d, the cbarge should first be bled from the system through tbe compressor servicing coonecLioQ$. 00 removal of a component the 0[31:" connections must be iOlmediately ,wed with blankiog caps or plugs to prevent dirt aDd moisture colerioi the system. Ir a Ic:.a.k detector of the type whicb cmploys a naked Hame is used, eD,sl)re that there is no daogu from petrol 01 other iol'lammable materials. Equipmmt
The foll owing equipmeot is nKessary for leak test iog, evacuating, or charging the system: (I) Pressure gauge registering to 300 lb. sq. in. (21 · 1 kg·/em.I), (2) Pressure/vacuum gauge 30 in . Hg. (762 mm. Ha), l50 lb. sq. in . (10'5 kg./cm.t ) . (3) Halide test lamp or other suilable leak detector. (4) Vacuum pump capable of mainlaining a vacuum of 29·6 in. He (7S2-1 mm. Ha) al sea-level. (5) Cbargio.a lines with internal probe-type connectors (fr ' U .N .F.). (6) Refrigerant cyli.oder adaptor. (7) Supply of Refrigerant 12. (8) Spring balance to weigb !.he refrigeraot cylinder aud its contellts. (9) A supply of the recommended lubricaung oil .
Fig. P.2 77J~ (Dmprf!SSOr oille'l't' (11JtifiJ/er plugs indicQted by
Dlrows 1100.
Issue 2.
64139
thl!
The emcuoliofl «/uipment connuted to the compreSSor I. Disc:hus:e servieiog connoc:lion. 2. SlX:linn servic:iDc conncelion.
Camprcssor ail te"d The compressor wiU be cbarged witb tbe correct quaouty of oil at the time of installatioo io tbe car, and topping up should Dot be necessary unless a compressor leak t."lCCurs. However, the oil cootent should be cbecked 00 occasion~ wben the refrigerant is discharged from the system. CIJecking the level Remove (be:. dust cap rrom the compressor disch3rge
valve senicing connection aDd connect the charging line lilted with probe-type coonector. Allow a shorl period ror the refrigerant to escape from the system. Remove tbe oil level plug and cbeck that Ole Itvd is up to the bottom of the level plug bole. Remove tbe filler plug if ueccssary, and top up to the cor~ct level wilh the recommeoded lubricating oil. Refit (he level and fiUcr plugs and lighlen to torque figures of 6·7S lb. fI. (-10 kg. YD.) and 30 lb. fL (4· 1S kg. m.) rcspecliliely. Tbe system O\Ust DOW be leak-tested , cvaeuated. recharged, and fiQally leak-tested ag.1io. Leak le!\tiUI!t After initial instal..l.tttion of tbe system or the completion of OlDy work wbich bas neces.silalcd tbc discharge of refrigeraol, aU unioos and pipe counections should be cbecked to enswe that they are tightened securely aDd are leak-proof. All joints should be cleaned ;)nd surplus oil removed. Rcmolie the blaol.:.ing cap and coaoect one of tbe cbargiog Iioes. together with the pressure gauge, to tho! eomprcssor discharge seNiciug eOllncctiol1. Remove tbe blao.king t."lP aDd connect the otber charging line, together with the refrig.:raot supply cylinder, 10 thc compressor suctjou ser\'icing connection. ensurc tballbe cyliuder is uprigbl, wilb Ihe valve at tbe top, so tbat ooly gas will entcr tbe system. Open tbe \'a l\/e or Ibe supply cylinder to allow gas (0 cuter Ihe sysleOl Afler a few mioui.eS. when Ihe pressure ceases 10 risc,
P.l
p
AIR-CONDmONING SYSTEM JOlmcdillcly lhe evacuatioD procedure is completed remove the remairuog cbarging line, to~ther "ltb the pressure/v.eDOrD gauCe. from the compressor. The system must now be cbarsed with refrigerant. Cbareioe
When fuUy cbarged the system coalaUJs 15 Ol. (42S am.) of refrigeraot. To measure the quantity of refrigerant suspend the supply cylinder from the 5print balaace
...., Fig. P.4 Th~
leak-tellin, flNi chargIng equipment connected to lhe c(Jmpressor I. Discharge Kl'liciDg coooec:don. 2. Suction Kn'ic~ cormectioD.
sufficieot 88s will have entered the system. The valve of lbe supply cylinder sbould DOW be closed to coable a Jeak lesl 10 be carried OIlL
NOTE.-The foUo.g mstrucooos apply to a type of leak detector which QSe& a naked flame. If such a detcc:lol is used, ensure thlll thuc is no danger from pelTol or other iDftammable malerial. Light !.he Halide lest lamp and pass the stasi.og tube slowly around each joillt o f the system. A slight leakage of refrigcrallt will be indicated by the OODle of lhe dch!CIOr turning green, whilst a SC\'crc leakage wiJl cause tbe Barue to turn blue. Rectify ftllY Jeaks by tightening (he defective joints. Two spalloers must always be used when tighteniug connections and care must be cxercistd to prevent [he threads froID being stripped. When all the leaks have been recti lied re-te~t. Disconnect the cbargi ng line from the refrigerant supply cylinder, thus allowing the refrigerant to escape from the system.
Evacuation After leak-testl0g and before the system is chnrged it must be; evacuated 10 ensure that the pipe-linC$ are free from air and DloislUre. C'OD UL"t:t tbe prt:ssure/vacuum gauge, together with tbe charging line, to tbe compressor suction servicing connection. Connect the vacuum pump to tilC comprcssor tliscba.rge servicing connection. Run the vacuum pump and eVilcuatc tbe s>'stem until a figure approximately 30 in. Hg (76·2 cm. Hg) is indicated o n the gauge (for ever}' 500 ft . [152 01.) above sea-level subtract ·5 iu . [1'27 cm .] of mercIII"Y). Ev!\cual ion sbould continue for at least 10 minutes. After tbis period tbe charging lioe should be disconnected from the discbarge servicing connection a t the compressor whilst the vacuum pump lsstill runnlog; the system must tbeD bold the vacuum for :l furlber 10 minutes. P.6
and Dole the weight of !.hc cylinder together witb iu contents nnd cbaraing line, before aUowio8 gas \0 cnter the system. Tbe correct amount o f cbarge it obtaine.d wben the weight of tbe cylinder has decreased by 15 oz. (425 sm.). Under condiUoll! of low temperature and prC!lsu~ it will be found useful to warm the cylindcr and assist vaporization of the liquid. If tbe eyli.oder is 10 be warmed it should be Sfood in a ves.sel contaioing wlrm water. The temperature of the water muS[ 001 excud 50" C. (122- F.), and tbe cylinder must. of course, be reruoved from the water when being weigbed. Councet tbe higb-pressure gauge together witb ooe of (be charging lines (0 (be compressor discharge servicing connection . Cooncet onc end of the other cbargiog line to tbe refrigerant supply cylinder and tbc other end loosely to tbe compressor suction servicing cooncction. Open tbe refrigen:101 supply cylinder valve sligbtly to purge tbo cbarging line or air
traCi!d :HId rectified. Walch tbe spring blliftnce, nnd ,,"5 soon as tbe system hft.i ab!orbcd a cha rge of 15 oz. (425 gm .) d ose the valve (If the refrig<:rant supply cylindcr. Check the sight gll'lu for freedom fro m bubbles wit h the engine rUlloing at I,OI.X.I r.p. m. Increase Lhe eogine speed 10 2,000 r.p.m. and check the sight glass aga in. Immediately after slarliog the ch,lfging procedure the sight glass may appear 10 be clear and free (rom bubbles. 111is is because tbe glass is em pty. The system is not cha rged un:il after the sight glass is free fro m fro thing lind bubbling. ~OT£.-Bobbling ocCtlrriug P10 Dlflllllrily io the siebl glass when the coodcoser rau ads ill is con..id"red oormal operation. Disconnect tbe chargiDg lines from both compressor servicing connections :led iii the blnnlUng caps to the compressor connecl io tls and the open end of the servieiDg equipment. Switch o ff tbe engine and rur
)
........... _._ ..
p
_._._. __...._--_......_-_._-----------TIlE COMPRFSSOR COMPONENTS
"
•
IS
ND.
I. 2.
J. 4.
5.
Ducri;lIiDtl
Compreuor lind ciu\,h.
Nfl. Dlter/pHon IS . CyJinder head gMkct.
Car 1IU1.
16.
Gllnge unian. Wuher. Nul.
6. Plrun w~lIer. •. C onnec tor block.
t.
ConnCClor block g;uket.
9.
Siud (q'lindcr block (0 connector blC'o.:k.).
10. Nut (cylinder head t('> block). II .
Washer (eylinderhcad toblock ).
11.
Il
Stud (cylinder head 10 hlock). Filler.
H.
Cylinder head.
Bolt! (disch ~ri' v~l vc reed (n valve p1.JIC). 17. Wa.o; her (discharge vtlh'c ~ 10 vah'C plale).
IS.
Oridsc picco.
19.
~pring .
20. Dis.::h.1rge \nh.. ~ recl.!. 21. Guida. 22.
VR!-'C plale.
2]. Suctio{l valve rbCd. 24. Cylinder block gukel. 2S. Oil 5cparator and baffle plale. 26. Wedge lock boh. 21. P1.Jin washer. 28. crutch uscmbly.
,vD. 29. 30. :;' 1.
DU"iplu,,, Puzidrh' screWl. Solcm.>id. St:1 screw.s (seal hou~illf 10
comprC$SOr).
Spring washer (~a1 hou.,J(I,G 10 cOnl r ressor). ~J . S,:al h,....ming. :'4. GlISkct. 3S. C.arbon gland seal. , 36. '0 ' ring (carbon gl~lld . 32.
,;coal).
37. Rotary 5<:<11. It. '0 ' ring (TVi:uy seai). 39. Did! sprin, . ~.
krut 2.
64139
J
.
Sh im.
I__ _ ~_.• _._ ••• ___ •_ _ _ _ _ _ _ _ _ ••• _ _ _ _ _ _ •••• __ • _ _ ••• _ •• __ . - - - - _ •••• _
1100.
!:r
. ;usemhi\.
.-_ .••• ___ ....1
P.7
p
AIR·CONDITIONING SYSTEM
Seclion P.2 MINOR REPAIRS The repair or (cplau-meDt of most GOrnpooeoU will nect.$S1fate the: discharge of Ibe rcfriaernoL The rectificaliDO of fauhs wiU be mostly by reoewal or defective pariS. On completio D of the repair operatioD tbe system must be leak-tested, (\'acuatcd. r(-cbarged, a nd leak· tested apio . BJ30kiog caps or phlSS must be filted (0 all optc con oec:t ions during repairs. Pipe-lints DamRge to pipc-lioes should be rccliJied by replaceOlent, but copper pipes may be made up by the operatel. Whco reco"oecling a joint smear a film or the ucommended lubricating oil on boUI surfaces of the flared ends
of the pipe. Obstwctioo or the pipe-lice caa be detected by feel : au eXlcosive h:mperaturc drop downstream of tbe obslrucliOQ may be clwred by remo·...a! of tbe pipe: and blowiq through with a biab·prwurc air line. Compressor &lid clalch Rt'ntm-illg OiscOOOK( (he baUer),. SlackeD the co mpressor mouoling bolls and lbe nut wiUch securC$ (be lowu cod the adjusring link. Remove (be: ' V' belt from the compressor pull(y and discbule tbe re(rigera..o( from tbe system througt\ the compr~or discharge sefVlcing COD· nectioG. Disconnect thc electrical leads 10 the dutch, and the Oexible hoses from the suction and discharge servicing connections. Remove the compressor mounting bolls and lin tbe compressor assembly from its mounting brackel.
or
DisnllJtllling Ihe cyl1ndtr head Remove the six stud nuts and washers which secure tbe connector block aod cylioder bead 10 tbe cylinder block. LUt orr tbe coooector block and remove Ibe cy· linder bead by u.ppiOI tbe valve: plale on tbc lugs provided with a copper· or bide·faccd mallet. The suction va lve Illter COln oow be: removed from tbe cylinder bead . Separate tbe valve plale from the cylioder bead and dise3rd 1>oIh the cylinder head aDd valve plate gaskels. ReD\Ove the two sct screW$ securiol the discharge rt:cd valve to the vah'e plale. Lin off lhe bridge piec.c. bridge pi(cc guides, diseilarae va l\'C spring, and discbargc valve ,ud. hlJpeclilll Clean all items in a suilable duning asent such as trie:hlorelhyl(n( aod e):a mine fo r signs of damage. wear, o r ovcrn~ati ng. Check thc valve reed spring pins fo r security in tn( cylinder block and exa mine the cyliuder walls ror donnage or wear.
ughteo the two atlachment boIlS 10 u torque figure of 1'25 lb. ft. ('1 7 kg. ro.). Refit tbe valve plate to thecylillder block aDd position a new ;asket io top of the vah'e plate. Re6t the: cylinder head and insert the suclioo fileer In protrude througb tbe oil separ4ltor. Refit the connector block tOletber wiUt a oew gasket aDd ligbten the cylinder and coaoec.lor block nuls 10 a torque figure of IS lb. fl . (2·OJ xg. m.). Disman/lin, Ih~ shojI snlls (f an oil or refri,erant leak has occurred put the com· plessor shan seals it should be rectifted by reoewal of the shart .seal fts.scmbly. Remove the selr-Iocking boh from (be compressor shaO . With a • in . U .N .C. (Ii io. (38 'OUD.) tIlinimum leogtb) bolt screwtd into the dutcb bub the assembly caD b( removed by serewiog \h( bolt agaiust tbe compressor shall and rorciog the a.s.selnbly rree. Remove tbe throe Pozidriv set screws and lift off the clutch solenoid assembly from the compressor seal housinG. Remove the three remaining bolts and with· draw the seal housin" earbon gland seal aud '0' riog. rotary seal and '0' ring, dish spriog, and sbitos if fitt~d . Inspecllng Check the .seal locating dowel o n Ihe crankshaft ror .security. The do wel should prolrud~ between '190 in. (4'8S mm.) aod ·200 io. (S 'Oi mm.). Clun aU items in a suitAble cleaDiog ageot such as trichloretb)!lene. and e):amine for signs or di\m~ge aad wear. Rt(tSStmbJjnllh~
shoft seals
R~a sse 01ble.
using J1ew components wbere UeGe SSOlry. in the rever$( order to that described for dismaotling. The '0' riogs should be lightly coated with the recom· mended luhricauog oil before asstrnbting aod a new gasket sbowd be fitted between a seal boosing and tbe cylinder block. Secure the seal housing (0 the cylinder block , using Lbc three set screws aDd wasbe". and tighten the set screwS to a torque figure on·s lb. fe . (1 '04 kg. m.). Position tlle clutcb soleooid with its lead to the top Rnd secure it 10 the cylioder block. witb three Pozidriv sct screws, aDd tighten the set .screws to a to rque n,ure or 7·5 lb. ft . (1 ,04 kg. m .) . Remove the compressor oil level and ruJer plugs and top up the oil level to the bortom of the level plog bole. ReUlthe oil levd a nd fill er plugs and tighten to a (orque figure of 6·75 lb. fl . (' 10 Icg. 00 .) aDd 30 lb. fl . (4' 15 kg. 00.) respectively. Relit Ihe clutch hub and usembly to the compressor sbaft, usiag a Dew sel(· loclting screw.
RefiuinJ Refit the cMlpeeSSor o n ils moonting and re>-make Ibe electrical connections to tbe clutch. The 'V' belt will now require adjustmeot and tbe system mu£t be leak·leslt:d. eVllcuatcd , cbarged, and Jeak· lested again. 'V' Bells
RtfWCmb/illl,he
cylind~r
hl!(Jd
PO$i(ioll a new g.1s!cet 01) the cylinder block aod fit the suClioll rced over lhe spriog pios. It is most imporlant that lhe reed reslS 00 Ihe e)(lrudiog Illgs of tbc gasket. Asselob/e lbe discharge reed valve to the valve plale aDd
P.8
Rl!molling and refilling Repla.::e meot of either the compressor or dynamo belt be Rchieved by slackening the compressor or dynamo mouDting bolts aDd adjusting links. EitJler helt cao tben be red off the pulley through the: blades oftbe faD . making
c."l O
1100. Issue 2. 64139
p
A1R-CONDmONING SYSTEM usc of lhe cut-away proyid~d in tbe radiator cowling. RefiuJn, either belt is a reverse of tbe ~moval procedure; do aot .t'K'liabtto. The bell should be sufficiently figbt to prevent slip, yet it must be pGSsible 10 move it laterally about
i
to tin. (lJ to 20 11l1D.) mid·point on the longl!Sl
meith between the pulleys. CODdCD.llf and flD The condenser and ran assembly is nOI subject to (cpair, otber than the re placement of defective ilcm~. The condenser can be removed (!"Om lhe CfIr Mltr tbe refrigerant has been di~h.,ged from the system (stt Section P. I) and the (roul bumper anti grille have been
remOved (sec Section 0.18). Llqvid f'tuinr ud
d~1
.....
Tbese item~ arc Dot repairable ADd should be rcocwed if found defecti\'e, aefore remo\'al the refrigernnt must be discbaracd (rofU the: system.
E".porator p.c:k ami The items whicb together make up tbe ev"pomIO( pad: unit mu.u be reoewed if found defecti\'e. The fa/) $elector switcb, f;'tn molOr, temperature sensing switcb or exp"DsioD valve can be removed without cecno\'i og the complele unit from tbe ellf. Diseonout loe batleC)' and remove the evaporator pack unit front co"'er, which is secured by (our drive screws, two 00 eaeb side. Fun "lector switch
Remove the two countersunk set screw, beneath tbe switcb pbte, diSCOnnect tile electrical Icads, and remove the $witcb. NOT£.-Wben reasserubling e.usure Ihal fbe sJ)ted (onllol re$i.ster is mounted ;)1 least in. OJ mID.) clellr or au,v cOlDpOnllll.
+
f3n motor Disconnect the f:1O loolor electric:.l ICoids, support !he nlotor ;r,Jld remove the set scrcws (rorn the ellds of the four motor suppor! brnckets. Wirhdraw the motor ;tDd ran, takin, c:.re not to d,1(DOIge thc f.. D, Using $ervju tool ISG 50S relUove the grub screw from fbe fall bub aod tbe f30 from tbe motor spiodle, Tell2perAture stf\SinC '''iteb Remove the 1'1'10 sci Sl!rcw.s a nd release the wire which secures the seosiog phial to the roatrlx. Exp:msloo nlfC Discharge tbe rertigetanl from Ll'Ie system :lod pt(:1 back Ihe spooge rubber from the suclion pipe sufficienlly to re move tbe temperature phial. Disconnect the balaoce pipe f,oro the low-pressure connection. Disconoect the high-pressure pipe ffom (be tllp3Dsioo ....al ...e. unscrew tbe uoioo nut, aod teInO\'e tbe expansion val ....e froro the eVl\rorator. The expallSion valve !Day be cleared if Ole obseNction is 5uspcc:red. but ao otber repair or adjllst1100. luuc I. 62029
Fig. P.5 COII/prevor and dynmno pulley belt
arfjll.rflll~'"
I. Compreuor adjlWiD~ poUlLS. 2. Dynamo IdjUJlinC poinl s.
Ineot should be attempted . Fit blltnldog plugs or caps to aU open connectioos. No~
RefHtinc of the fan selector switch. fan roolor, temperature ~c nsiQ.! swiech or expalisioD valve Is the reverse of Ihe rellloval procedure. Aner refilliDg the upaoslol) ....alve Ihe syslcm must be Icllk-ll!sled. evacuated. charged. and leak-Inlet! again. Rnporator pad Rt mollillg and dismontlinl Discharge Ihe refrigerant from tbe system and remove tbe bolls securing tbe li:'n- and tight·hand portioDs of the fascia lrays 10 the evaporator. f)isc.nrmect the ekerrical conoet:lions at the back of the evaporator and withdraw the evaporator drl'in tube from the grommet in the floor . Discoooect the 10w~prcssurc: pipe from thc evaporator connections. Unscrew the unioo nut securiog the expansion valve to Lbe evaporator. Fit the bll'lnkillg plugs and c:\PS to all OpeD conoections. Support the evaporator paek and remo'il~ the two bolts securing the evaporator pack upper lugs 10 tbe fascia rail. Rtmove Ihe out and washer which ~ules the evap~ orillor PilCk to the boltom support bracket and withdraw fhe evaporator p3cK. Remove tbe cvaporalor CO\'cr and di§conotct tbe ~an motor electrical leads. Remove the fan and temperature sensing switch and lirt out the Ulalrix. R~".rstmbl;lIg
(lnd
'~fillillg
Revtrsc the removal procedure and 1t:;tIHest, evacuate:, ch;uge, and leak·test again. Electrical eqwpUlcnt All electrical components of tbe system are readily fepl aced; recliucation of defective pa,rls is by suhslituuon (see Wiring Diagrnm).
P.9
p
,---------_._. ---_..._-"------ _ ,
...,,...,
WIRING DIAGRAM
CD
r-- - ----,I
I
"6156 ~
No. I.
No.
IJtlcrlpllon
Fao QI<.Iror.
1. Hi,h-pressure cur·in.
,.
Fi!'!
Duerlplio"
i
1. TCOI pera(uro "DSiD.l awirth.
••
FUK 3 (ilPl ilio n controlled :\or:es.sorie\).
•• Tcrouoal '0' on (onlrol bo)\",
moror.
•• RCiiSlot &S$Cmhty.
10.
we l\ue.
Rda y.
S.
Cluleb,
II.
~
Conlrol $Wileb.
11. Hilh-pl'Cloturc CUI -OU t.
CAJlLIl COLOUR rfY.
lI:o"'D/Y.:IIOw,
O. G....." .
cooa
r-I". U.
II
i
I"'_'~..".l •.
III ....
Il. 81&ck. Whao:! • ca~l. Iou 'W" CIC>\
I
i 1.--_ •.•.•• _ ..•• _ _ ..•.•.•.•. _._ .. _ .• _ ••. •. _._. _ _ _ _ _ _ ••• _ _ _ _ __
P.\O
1l00, Issue I. 6lO29
p
AIR·CONDmONING SYSTEM Secnon P.3 FAULT DIAGNOSIS Ponible defects will become apparent thco ugh the raUure o r fbe syslem 10 cool \be air in the cat. If tbe 5YSicUl is DOl warling corrcclly. carry out the following mecb3rucal aDd electrical checks.
M«bulca.l i!lCamiDt the compressor and dynamo 'V' bells for the correct teosion. ensure that tbecoodenser and evaporator malri«s IlTC 001 obstructed. COD.1lect the pressure/vacuum saup:. roaelhcr wilb ooe of tbe cbarging liou. 10 the c.ompressor suction servicing connection, and tbe hig.b~prtssure ~ : ·.uge and cberging line to the discbarae iCrvicing COnDtA:Uon. Ir GO prasure is recorded on the gauBes the systelD has lost its refrigerant charge; tbe leak $bould be reclilied and the system leak·teslcd, e... aeuated. cbarged, and leak-tested again. If preMurc readings are obtained. check the sight clasa ror a continuous stream of bubbles which would indicate a low refrigerant charae. U the .ystem is fuDy charged further component chub caD be made.
Condenser,lon, and hlgh·preJsure switch With both puges uill connocted, and the cngine running at 1,500 r.p.m., cote the preu~ It whlcb the condco$;er fan starts 10 operate, thi4 should be 160 Ib./sq. in . (18') kg./elD. I ) . Wbeo the eODdell5Cr pre5ture fall, 10 180 Ib./sq. in. (12'6 kg./em,,) tbe (liD a:I$CS to bc drlveD . Compressor hlgh·pressure IWftclt With botb gauges still eonnect~, ditcoo.nect the electrical feed to thecondeo!er fan motor. Run tbeeoglnc at 1,500 T.p.m. and note Lbe pressure at which the com· pressor clutch disengages, whieh would be 290 lb./sq. Ill. (10-4 kg./em.·). The clutch sbowd rWDgage wbeD the pressure (ltlls to 250 lb./sq. in. «(1'6 kg./cm.,).
1'01'E.-Oo oot ooutinue tbe tat if Ute prfSM1r8 rieeI
.bo.e 290 lb./sq, hi. (20·4 kg./cm.l). EJt.c.uical With tbe cngioe ruoniog at 1,500 r.p.m. cbed: the dynam o output with a mo\'ing-coil voltmeter. This should be not less than 9 volta. Check the line fuse IUd tbe (use '3'-'4' in the fu!.t:box . Check for continuity through and to each unit. tad connections (or security.
COMPRESSOR LUBRICANTS S teruol
- -
I
Elitc RM
FDtratc
'Filtratc' N.C . oil
Mobil
G1ITgoyie Arctic Oil 300
Castro)
lccma tic Medium
BP Duc.khBm's
I
BP LPT JOO R04
-~.
..
__ .
SheD
Clavus JJ
".,.
NOTpol 50
(For 'SERVICE TOOLS' see pog~ 1'.12)
IJoo.
hsuel.
641l'J
P.1l
p
AIR-CONDrflONlNG SYSTEM SERVICE TOOLS
18G 508. &1 Sttt'l'l' Key (buic: 1001)
J8G 508
P.12
1100.
Issue 2. 641}9
RECOMMENDED LUBRICANTS
1100.
lisut 4.
520<.111
RECOMMENDED LUBRICANTS
ENGINE AND TRANSMISSION. CARBUR.i!TTER(S), On.CAN
,,
elflNllie UMlll/lens
""'''~'''J
above
• All
I
-18~
«()~
1"'.)
Lhlcklwn"
""".,
Q55-
OLslrolilc
C.
.... e.s.so Elttl'i'l Molor Oil
.
IOWj JO
MobU
I I
S ...
BP
Shell Super Super ViKoStau, or MOlor Oil
MobUoH Special IOW/JO
ViIco-Slat.lc
Plllnio
Stenlol
Fil11"11C
Slemol W.W. Mul li.c;ndll
IOWj30
Mulri.lJ1ldc
Ap prnval fo r CilTS other than Ibo!oC tilled ...·jth AUIOInatic Transm.issioo is :Uso liven to : DuckhlUD'. Q. 20-50, I:2so
IOWj4(J
F.~lra
MOI('>r Oil
1JJW/40. Piltrate 2OW/SO, Mobiloil Spcci;al 20W/4(J, for icmpc:ralUJ"CII down 10 -12- C. (10· P .) , aDd 10 1Il0UOltldcOf sma)&.vilo.:osil y
cooveeliooal lubrica nts
ltl~lkd
enaioe Ind transmission I
by the Comp:loies listed iu tb.b ch3l1.
riC&l'lU for the Automatic TraomUssiOD vcnioos arc C(jolioed to Ibo:IC showo in tbe m&1Il charI. In no
cin:wntl:loces musl iny .dditivc be inlJ'OcJuad Into the lubrialou. I'UOmmcoded for We AUlomalic TransrrW:slon. "For fetnpel'1lluL'C$ below -II" C. (0' F.) usc. multigrade S.A.!!.. SW/lO oil.
WHEEL l'IUDS, WATER PUMP. AND I.URRjCATION POINTS
All condit ions
O"dr.h;l nl's 1..9. 10
Ca.~l rlll~
F_~ro
t .M.
Mulli-
G~=
....., ""'.......
MobillreNC M.P.
Recitlu
L.2
A
lUfPllJC
Arubroline L.K.T.
Filtrate
Stemol Io'-gikoyl
G~~
,
rQ'CH
Fill,.te Super lil hilllll
UPPER CYLINDER LURRJCAST I\n conditions
Ducllhanl's
C:Hlrolio
AOCQid
Liquid
Esso Upper CYlinder Lubricant
Mob il Upperlubc
Shcll Upper Cylinder Lubrican t
Upper CYlinder Lubricant
"".
Mobilubc Q,X.9O
Shell Spiral( 90 B.P.
SP Oear Oil S.A,E.90
~1r
II
STeERING GEAR Ottd.: hanl's Hypoid 90
All comlilior15
1100.
]QUc
I.
1140
Caslro1 H yp<'!y
Gear Oil a.p.9O/140
R P.
Filtrate Hypoid Gear 90
Am bfllieum
B.P. 9O
...ma.tII'_~n n.
NI.IWSIIJ> , . . . I.JIIGRD
,""",,:9/17 (llT6oI) ""-'!.AIO
