Home

Triumph TR2, TR3, TR3A factory service manual

1. SUPPLEMENTARY INSTRUCTIONS FOR INCORPORATING OVERDRIVE ON SECOND AND THIRD GEARS Fig 40 Ghost view of Top Cover Assembly iii Withdrawing the pivot bolt 3 f Remove Ist and 2nd speed selector to enable the change speed lever shaft retaining screw 6 spring and assembly to be withdrawn locking ball and slide this selector shaft tearwards clear of the casting to Caution When withdrawing enable the removal of the selector the change speed lever assembly fork ensure that the anti rattle spring g Remove Reverse selector fork and and retainer which is located on the spherical part of the lever is retained for re assembling shaft 9 carrying out the procedure as in f above excepting that the shaft is positioned by a plunger spring distance piece and retaining d R the th ire locked screw instead of the ball spring screws 4 gt and retaining screw e Unscrew and remove the three wire h Remove 3rd and Top speed select locked screwed taper pins 5 securing or shaft 7 and fork carrying out the forks to the selector shafts the procedure used in f above 201 SUPPLEMENTARY INSTRUCTIONS FOR INCORPORATING OVERDRIVE ON SECOND AND THIRD GEARS NOTE It is important that no attempt is made to move more than one selector shaft at a time otherwise damage will be caused to the bores of the top cover
2. ILLUSTRATIONS Fig 1 Propeller Shaft Details Fig 2 Tapping Tube Yoke to Release Bearing Race Fig 3 Removing Bearing Race by Hand Fig 4 Removing Bearing Race with Special Punch Fig 5 Removing Yoke Wd dixe Fig 6 Fitting New Oil Seals lx Page PROPELLER SHAFT Fig 1 Propeller Shaft Details NOTATION FOR FIG 1 Ref Description Companion Flange Flange Yoke Sleeve Yoke Assembly Nipple for Splines Spider Journal Assembly less Nipple Nipple for Journal Assembly Bearing Race Assembly Snap Ring DESCRIPTION The propeller shaft and universal joints fitted to this model are the Hardy Spicer Series 1300 the tube diameters being 2 and the overall length of the assemblies being 2 4 Details of these propeller shafts are as shown in exploded form in Fi When the rear axle rises and falls with the flexing of the springs the arc of the axle s travel necessitates variations in the length of the propeller shaft which is provided for by the fitting of a sliding spline at the front end of the assembly splined end of the propeller shaft is shown under Notation 13 in Fig 1 universal joint is supplied at each end consisting of a central spider having four trunnions four needle roller bearings and No Description Dust Cap Steel Washer Cork Washer Tube Splined Stub Shaft Prop
3. Fig 6 Sectional view of Rebound and Compression Valve of Rear Shock Absorber Valve Screw Valve Screw Washer Ring Seal Rebound Valve Compression Valve Rebound Valve Spring Rebound Valve Spring Nut Compression Spring Ring Seal x 0m0 0 w gt VALVE OPERATION To accomplish general damping of the car springs a small bleed is built into the valve This operates both on compression axle moving up and on rebound axle moving down As bumps become more severe on compression pressure builds up in the com pression cylinder and blows the compression valve off its seat at a pre determined pres sure controlled by the outer spring 264 As the speed of the rebound increases pressure is built up in the rebound cylinder and blows the rebound valve off its seat at a pre determined pressure controlled by the inner spring It will be clear that by suitable selection of springs in the valve any range from zero to a maximum rating of the shock absorber can be obtained in either direction TO REMOVE REAR SHOCK ABSORBER a Jack up the rear of the car and remove the road wheel nearest to the shock absorber to be removed b Remove the nyloc nut and plain washer from the connecting rod attachment to the spring plate It may be necessary to hold the hexagon on the inner side of the spring plate c Remove the nut and lock washer from the upper joint of the connecting link Utilising a suitable extractor rem
4. 2 8450 85 100 16 ft 110 125 Ibs ft attached crown wheel together with the hypoid pinion detachable pressed steel cover at the rear of the centre casing allows access to the differential unit and crown wheel the removal of this cover clears the way for the dismantling oftheaxle The hypoid pinion is mounted on two taper roller bearings which are separated from one another by tubular spacer pin ion s endwise relation with the crown wheel is adjusted by means of shims inserted 209 REAR AXLE between the head bearing outer ring and the casing Preloading of bearings is adjusted by means of shims between the spacer and tail bearing The differential casing contains two sun and two planet wheels and also carries the crown wheel which is bolted in position by ten bolts passing through the casing and into tapped holes in the back of the wheel itself NOTE 2 Fig 1 The crown wheel is attached to the differential casing by bolts locked by tab washers The crown wheel showed a tendency to work loose after exacting rally acceleration and reversing gear tests and to ob viate this possibility the 5 UNF attachment bolts were replaced by 3 UNF in axles numbered TS 4731 onwards The two planet wheels are mounted on a cross spindle this spindle being provided with a hole at one end and located by a pin passing through the hole and the differen tial casing NOTE 1 Fig l The
5. 20 Fig 21 XB Utilising the button the Pinion Setting Gauge Churchill Tool No M84 is set to zero is required under the pinion head bear ing outer ring to bring the pinion into its correct datum position mentioned earlier Due to the fact that the bearing inner cones are a slide fit on the dummy pinion and a press fit on the actual pinion to be used bearing expan sion will undoubtedly take place in the latter case pack of shims 002 003 below the gauge reading will be required to allow for this expansion and thus ensure the pinion is in its correct datum position Measuring the shim pack 217 REAR AXLE iv Although the packing shims are sup pliedto nominal thicknesses the dimen sions should be measured with a micrometer gauge It is important that no damaged shims are used and that they are thoroughly cleaned before measurement Fig 21 Remove the pinion setting gauge dummy pinion and pinion bearing outer rings vi Insert the measured pack of shims on the pinion head bearing outer ring abutment face Fig 22 and replace the pinion bearing outer rings pulling them into place with the special tool shown in Fig 18 Fig 22 vii viii 218 Shims placed in position on outer ring abutment face Press the pinion head bearing inner cone on to the pinion shaft Fig 23 The bearing spacer is fed on to the pinion shaft with the chamfer out ward
6. the crown These patches contain no fabric they do not affect the local stiffness of the tyre and should not be mistaken for repair patches Thev are embossed Balance Adjustment Rubber The original degree of balance is not necessarily maintained and it may be affected by uneven tread wear by cover and tube repairs by tyre removal and refitting or by wheel damage and Fig 15 Dunlop Tyre Balancing Machine eccentricity The car may also become more sensitive to unbalance due to normal wear of moving parts If roughness or high speed steering b WHEELS AND TYRES troubles develop and mechanical in vestigation fails to disclose a possible cause wheel and tyre balance should be suspected A Tyre Balancing Machine is marketed by the Dunlop Company to enable Service Stations to deal with such cases This is shown in Fig 15 a second marketed by Messrs V L Churchill Ltd in Fig 16 Dynamic Balance Static unbalance can be measured when the tyre and wheel assembly is stationary There is another form known as dynamic unbalance which can be detected only when the assem bly is revolving ELECTRONIC UNIT WHEEL BLOCK CONNECTION FOR SPINNER MOTOR _ Fig 16 There may be no heavy spot that is there may be no natural tendency for the assembly to rotate about its centre due to gravity but the weight may be unevenly distributed each side of the tyre centre line Fig 17 Laterally
7. h 690 407515 STATIC LADEN 18 63 O63 STATIC LADEN 206 5 4 Q TAPER 150 4 07 TAPER 4 4 0 ad 4 0 TAPER 15 0 16 75 205 SSS pu 41 71 p Nd DATA I 4 Y 6 BLADES 210 Me RATE gt 5 128 BLADE NY Eod CAMBER LADEN CAMBER FREE pereo CCC06 aae NOM STATIC DEFLECTION BLUE NEG NEG BASED ON RATE SPECD RED 78 19 NEG gi PERIODICITY 1947 STATIC LOAD 515 52600 STATIC STRESS IMPORTANT 15 50 w stconbun 71 400 Fig 2 Rear Road Spring EYE 875 880 ALL SECONDARY BLADES TAPERED THICK 5 3OOHS SONDIdS ROAD SPRINGS AND SHOCK ABSORBERS Fig 3 Exploded Rear Suspension Details NOTATION FOR FIGURE 3 Ref Ref No Description No Description l Rear Road Spring 12 Right Hand Shock Absorber Plate 2 Silentbloc Bush Assembly 3 Front Attachment Bolt 13 Nyloc Nut 4 Castellated Nut 14 Plain Washer 5 D Washer 6 Split Pin 15 Shock Absorber 7 Shackle Pin and Plate Assembly 16 Shock Absorber Link 8 Rubber Bush 17 Attachment Bolt 9 Shackle Plate 18 Attachment Nut 10 Nut 19 Nut for Link Upper Attachment 11 U Bolt 20 Nut for Link Lower Att
8. Leakage at hub b Clean out breather Renew oil seal if leakage persists Leakage at pinion head Clean out breather Renew oil seal if leakage persists Axle Knock a Splines on axle shafts or in differential a Replace worn parts gears badly worn b Splines on hub shell or centre of wire b Replace worn parts wheel badly worn Incorrect shimming of planet gears in Replace present ones in use with differential unit thicker ones a 223 Service Instruction Manual FRONT SUSPENSION AND STEERING SECTION G 225 FRONT SUSPENSION AND STEERING FRONT SUSPENSION INDEX Page Front Suspension Data ete 3 Description inh wah aks cea am 3 Notation for Fig 2 2 2 5 M 5 Front Wheel 6 To adjust Front Wheel Alignment 2 2 6 Steering Lock Stops 22 2 n 6 To set Steering Lock Stops ess 7 remove Front Hub and Stub Axle b 7 replace Front Hub and Stub Axle 24 gt 7 remove Front Shock Absorber ke 8 To fit Front Shock Absorber 8 To remove Front Road Spring 9 To fit Front Road Spring e 9 To remove and dismantle Front Suspension Unit 10 To assemble and fit Front Suspension Unit ais 11 STEERING INDEX Notation for Fig 11 I
9. Notation for Figure 5 MD 7 Maintenance Ma Cen 8 Valve operation alec oec Ch 8 Remove Rear Shock Absorber 8 To Fit Rear Shock Absorber 22 2 22 2 8 ILLUSTRATIONS Page Fig 1 Front Road Spring i pee 2 1 Fig 2 Rear Road Spring Cah ean 3 Fig 3 Exploded Rear Suspension Details 4 Fig 4 The Front Shock Absorber am 6 Fig 5 The Rear Shock Absorber 7 Fig 6 Sectional View of Rear Shock Absorber Valve 8 296 ROAD SPRINGS AND SHOCK ABSORBERS l OUT SQUARE TOLERANCE 188 PER FOOT LENGTH SPRING DATA DIMENSION ITEM DIMENSION WIRE DIA 50 t oo2 WIRE DIA 52 1 002 NUMBER NUMBER WORRING Cons WORKING COILS MEAN OF COILS 5 MEAN DIA OF cons 3 5 1940 FREE LENGTH 9 75 APPROX FREE LENGTH 9 19 APPROX FITTED LENGTH 6 75 t Az LENGTH 675 SOLID LENGTH 4137 4 26 MAX 5 DEFLECTION STRESS SOLID 151 000 FITTED LOAD 925 L8 HAND OF HELIX RIGHT souo LENGTH 446 4 29 MAX FITTED LOAD STRESS AT SOLID 148 000 LB D STATIC DEFLECTION 3 0 APPROX HANO OF HELIX LEFT SILICO MANGANESE SILICO MANGANESE MATERIAL GROUND BAA GENERAL DATA ITEM DIMENSION
10. b nN c d e Select a clean level floor space and jack up the car utilising four screwjacks It is suggested that two jacks are placed near the front box section cross member and the second two under the side members at the rear Remove all four road wheels Adjust the rear jacks until the straight portion of the rearmost tubular cross member is 14 from the ground measured as close to the side member as is practical Adjust the two front jacks similarly until the foremost tubular cross mem ber is 15 from the ground measured as close to the steering and idler mount ing brackets as possible Remove the front rebound buffer and bracket from each side of the chassis frame by withdrawing two bolts nuts and lock washers Through the lower bolt hole pass the plumb bob cord from front to rear Mark the floor directly under the plumb bob pointer This operation is repeated on the other side of the chassis frame and so creates points A and B Fig 3 2 0 f g h Vy i From inside the car adjacent to the front door posts raise the carpet and remove the most forward body securing bolts from the forward outrigger body supports Pass the plumb bob cord from below through the bolt hole Mark the floor immediately below the plumb bob pointer The operation is repeated on the other side and so creates points C and D Fig 3 Withdraw the split pins to remove the castellated nuts an
11. castellated nut and plain washer from the inner side of the vertical link TO REPLACE FRONT HUB AND STUB AXLE a b Fit the stub axle to the vertical link and secure with the plain washer castel lated nut locked by a split pin on the inner side of the vertical link Seat the grease seal on its spigot of the vertical link with the felt pad towards the centre of the car followed by the inner wheel bearing Place the hub grease catcher in position in such a manner that the shaped end of the pressing is below the vent hole in the brake backing plate Secure grease catcher to backing plate with four screws spring washers and nuts Fit the hub and outer bearing followed by the D aperture washer and attach castellated nut Adjustment of the Front Hubs These front wheel bearings should not be pre loaded The castellated nut should be tightened to a torque loading of 10165 ft and then slackened off 11 to 2 flats accord ing to the position of the split pin hole 235 CI 10 II f g TO REMOVE FRONT FRONT SUSPENSION AND STEERING The hub bearings are now considered to be correctly adjusted and the castel lated nut can be locked with the split pin Fit the grease retaining cap and grease nipple to hub and grease hub Replace road wheel and nave plate Remove lifting jack from under front of car SHOCK ABSORBER a b 9 6 f
12. g b a b c 9 f FRONT SUSPENSION AND Remove cover and joint washer after withdrawing the setscrews of the steer ing box cover Allow the oil to drain away Withdraw the rocker shaft whilst pro tecting the rocker shaft oil seal with a thin cylinder of shim steel Remove the setscrews and lock washers securing the end cover to the steering box followed by the shims and joint washer lower bearing race and ball cage can now be removed allowing the cam to be withdrawn together with the upper ball cage and rubber rings attached to the inner column The split felt bush situated in the top of the outer case can now be with drawn The upper bearing race can be drifted out from the steering box Drift out the bearing bush and oil seal of the rocker shaft ASSEMBLE STEERING UNIT Feed the rocker shaft bearing bush into the outer column and box assembly and press into position Slide the trunnion bracket into position on the rocker shaft housing The chassis mounting points should point forward and downward The two bolts should be tightened just suffi ciently to keep the bracket in position at this juncture Fit the upper ball race to the steering box Feed the inner column with the rubber rings and ball cage in position into the box Place the second ball cage in position on the lower bearing face of the cam followed by the race Locate a fresh joint washer
13. the roller itself When the correct degree of adjustment is attained tighten down the setscrew so that the roller will remain in contact with the vertical link Fig 4 Showing Use of Wheel Turning Measure for setting Steering Lock V L Churchill Turning Measure Tool No 121U NOTE If it is impossible to obtain the correct lock positions by adjustment of the steering lock stop this condition will indicate either a damaged steering drop arm steering lever or in rare cases a fault in the steering unit Where such difficulties do arise steps must be taken to diagnose the cause and neces sary replacements fitted 8 TO REMOVE FRONT HUB AND STUB AXLE a Jack up the front of the car remove b C 4 f g h nave plate and road wheel Remove grease retaining cap and grease nipple from end of hub Grease nipples were discontinued after Com mission No TS 5348 Withdraw split pin and remove castel lated nut and washer from end of stub axle Remove hub utilising Churchill Hub Removing Tool No M 86 or 5 132 outer hub bearing be removed when the hub is released from the hub remover Remove the four nuts spring washers and bolts securing the hub grease catcher to the brake backing plate Remove the inner wheel bearing from the stub axle followed by the grease seal stub axle can be removed from the vertical link if so desired by the removal of the split pin
14. 15 and Description 2 2 2 n 15 Maintenance us un de dE T hun 16 Adjustment of Steering Box ne te 16 To remove Control Head and Stator Tube 16 To fit Control Head and Stator Tube 2020 2422 16 To remove Steering Wheel dun ake 1386 132 17 To fit Steering Wheel ett 17 To remove Steering Unit 2 00 02 gt 17 To fit Steering Unit m 18 To dismantle Steering Unit exo aU Aue tus 18 To assemble Steering Unit uus 19 remove and replace Drop Arm 19 remove Idler Unit 20 To fit Idler Unit nz 2 qux ts 20 Steering Column Bracing 20 TELESCOPIC STEERING UNIT INDEX Description Code 21 fit Telescopic Steering Unit 2 gt gt 22 remove Telescopic Steering Unit 22 remove Control Head from Telescopic adjustable Steering Wheel 22 To fit Control Head to Telescopic adjustable Steering Wheel 23 Steering 23 Assessment of Accidental Damage 200220222 24 226 FRONT SUSPENSION AND STEERING Fig 1 Fig 2 Fig 3 Fig 4 Fig 5 Fig 6 Fig 7 Fig 8 Fig 9 Fig 10 Fig 11 ILLUSTRATIONS Page Front Suspension arrangement I Fig 12 Exploded details of Front Suspen sion 4 Outer Tie rod assembly 6 Fig
15. AXIS OF X 60 TOTAL LIFT OF BALL 690 019 RICHT HAND SIDE AS DRAWN LEFT HAND SIDE 15 GEOMETRICALLY OPPOSITE Outer Tie Rod Assembly STEERING LOCK STOPS The steering lock stop consists of an eccen tric roller mounted on each bottom trunnion by means of a setscrew and lock washer It is most important that the steering lock stops come into action before the conical peg of the rocker shaft follower reaches the end of its cam path This movement is not more than 33 either side of the mid point of the cam and will allow the steering wheel to travel approximately 21 turns from lock to lock The correct adjustment of the lock stops should allow a Back lock of 31 and a Front lock of 281 When checking this adjustment it is neces sary to satisfy the following initial require ments a The tyre pressures must be correct for all four tyres b The testing ground must be flat c Car must be in the static laden condition 7 b 4 FRONT SUSPENSION AND STEERING TO SET STEERING LOCK STOPS Select a space of level ground and run the car gently forward so that the front wheels run on to the Churchill Turning measure and the back wheels on to blocks as high as the Churchill gauge Fig 4 This will ensure that the car maintains its level Measure the wheel movement from the straight ahead position Adjust the eccentric roller by first loosening the setscrew and then turn
16. Bolt Steering Lever Distance Piece Nyloc Nut Setscrew Locking Plate Stub Axle Castellated Nut Plain Washer Split Pin Oil Seal Front Hub Inner Bearing Front Hub Wheel Stud Grease Nipple fitted up to Commission No TS 5348 Front Hub Outer Bearing Castellated Nut D Washer under nut Split Pin Grease Retaining Cap Bottom Trunnion Steering Lock Stop Bolt for Steering Lock Stop Spring Washer Grease Nipple outer bearings bears against the flange machined in the hub and the inner cone of the race against a D washer all are secured to the stub axle by a castellated nut and split pin These bearings are adjusted by the castellated securing nut but are not pre loaded Provision is made against the loss of grease by fitting a felt washer between the vertical link and inner bearing NOTATION FOR FIGURE 2 Description Oil Seal Front Lower Wishbone Arm Assembly R H Front Lower Wishbone Arm Assembly Bush for Wishbone Arm Grease Nipple Spring Pan Studs Thrust Washer Lock Washer Grease Seal Castellated Nut Split Pin Rubber Bush Support Bracket Nyloc Nut Bolt Nut Lower Spring Pan Assembly Bolt Bump Rubber Castellated Nut Cotter Pin Front Road Spring Rubber Washer Packing Piece Shock Absorber Lower Rubber Mounting Upper Rubber Mounting Metal Sleeve Washer Nut Lock Nut Shock Abso
17. DIMENSION _ ane menoon 229 rs wires neous Fa un 54010 54040 LEVERAGE 585 585 DEFLECTION DEFLECTION WHEEL RATE 130 LB IN WHEEL RATE PERIODICITY 83 95 PERIODICITY 92 ham 1213 WAHL FACTOR 1223 80 000 B D 5 STRESS 71 600 140 800 B D 158 000 1 0 d AT WHEEL te CLEARANCE FROM CHOC A BLOC AT 34 MAX WHEEL BUMP 13 O6 THICKNESS ON EACH END WAHL FACTOR STATIC STRESS STRESS AT MAX BUMP LADEN HEIGHT AT WHEEL CLEARANCE FROM CHOC A BLOC 3 WHEEL BUMP 1 8 FINISH SHOT PEEN AND IMPORTANT ENAMEL BLACK Fig 1 Front Road Spring For illustration purposes only the Competition Spring is shown This spring has a left hand helix 257 3 ROAD SPRINGS AND SHOCK ABSORBERS FRONT SPRING DESCRIPTION The low periodicity spring used the front suspension of this car is illustrated in Fig 1 This illustration also gives the data of both the normal road spring and the competition spring This competition spring can easily be distinguished from the normal type for it has a left hand helix Damping action is provided by a direct acting telescopic type shock absorber mounted centrally through the coil spring MAINTENANCE Very little maintenance should be required during the lifetime of the
18. MAINS SUPPLY li eccentric wheels give the same effect During rotation the offset weight dis tribution sets up a rotating couple which tends to steer the wheel to right and left alternately Dynamic unbalance of tyre and wheel assemblies can be measured on the Dunlop Tyre Balancing Machine and suitable corrections made when cars show sensitivity to this form of un balance Where it is clear that a damaged wheel is the primary cause of severe unbalance it is advisable for the wheel to be replaced 6 CHANGING POSITION OF TYRES There have been references to irregular tread wear and there may be different rates PICK UP WHITE TAPE Adh o w _ _ WEIGHT TOOL amp WEIGHTS Churchill r20 Electronic Wheel Balance of wear between one tyre and another It has also been stated that irregular wear is confined almost entirely to front tyres and that the left hand front tyre is likely to be more affected than the right hand front 293 I7 WHEELS AND TYRES DYNAMIC OR COUPLE UNBALANCE EQUAL EXCESS MASSES AT A AND Dynamic or Couple Unbalance The causes may lie in road conditions traffic conditions driving methods and certain features of design which are essen tial to the control steering and driving of a car Close attention to inflation pressures and the mechanical condition of the car will not always prevent irregular wear It is therefore recommended that front tyres be inte
19. STEERING COLUMN BRACING To provide greater steering column stability the nut and bolt fixing for the column attachment clamps at the facia panel were replaced by a tie rod This tie rod is attached at its inner end to the facia battery box stay and grips the column clamps at its outer end by two nuts and plain washers Cars with Commision No TS 1390 onwards are fitted with this tie rod The rod is attached to the facia stay by a 14 long bolt The bolt with a thin plain washer under its head is fed through the eye of the tie rod with the off set uppermost three thick plain washers are now fitted to the bolt This assembly is offered up to the underside of the facia stay and held in posi tion by a nut with a plain and lock washer An additional support bracket clamped to the steering column by two nuts and bolts and to the front suspension unit by a third nut and bolt was introduced at Commission No TS 5777 This bracket is situated between the front suspension unit and the steering box remove the column it will be necessary to loosen the two clamping bolts and re tightening them on replace ment of the column C FRONT SUSPENSION AND STEERING 16 TELESCOPIC ADJUSTABLE STEERING UNIT Description Fig 15 This unit is very similar to the normal equipment apart from three main features Steering Unit i The inner column is of similar length but its steering wheel attachment spli
20. a It is suggested that the suspect components 9 4 yE g Y are removed from the car as described in this m Section cleaned and laid a surface plate for 2 measuring The measurements taken should be com pared with those shown in the appropriate illustration and a decision made as to its condition H SERRATED SPACE amp 1 5 LINE TO COINCIDE AT ANGE SHOWN ON UNDERSIDE Fig 18 The Steering Drop Arm R H S 1 8 is symmetrical but opposite handed 2347 C 2 343 CRS TAPER HOLE IM MAX DA 50 499 DIA TAPER IN 8 ON DIA Fig 17 The Idler Lever R H S and L H S are Fig 19 The Steering Lever L H is symmetrical identical but opposite handed 252 24 1900S FRONT SUSPENSION AND STEERING NM 3E UNS Enos o A E gt 98 al _ o 995 oo Fig 20 ifi CHAMPERATSS TAPER 377 2 50 65 378 QA u GI 2 HOLES UNF 24 TPL 3 16 DIA N C 1O T P1 EFFECTIVE DIA 742 TRUNCATE TO 388 DIA THREADS MUST BE SMOOTH CLEARANCE ON EFFECTIVE DIA WHEN SCREWED INTO PART 2 200438 The Vertical Link 253 FRONT SUSPENSION AND STEERING I ER 1 1 t ROSS MUST PARALLFI WITH THESE FA
21. after with drawing the two countersunk setscrews If wire wheels are fitted the split taper ring wil have to be removed first f g h i Fig this can be effected by inserting the blade of a screwdriver into the split to expand the ring which can then be drawn off the hub First disconnect the Bundy Tubing and the hand brake cables at the wheel cylinders and then remove the bolts and nyloc nuts securing the brake back plate to the axle casing The hubs together with the half shafts oil seals bearings and brake backing plate now be removed from the axle These can be dismantled as described on page 5 Remove the axle check straps by first removing the four nuts lock washers Remove the nyloc nuts from the U bolts securing the axle to the road spring and swing the shock absorber arm attached to the spring plate clear The U bolts may now be removed from the axle Lift the axle clear of the spring and move it to the left allow the right hand side to be lowered when the axle end is clear of the right hand spring By moving the axle to the right it can be withdrawn from the chassis Fig 10 Axle being removed from car 213 Fl 9 10 TO REPLACE THE AXLE If a replacement axle is being fitted it will be necessary to remove the complete brake assemblies at the axle ends It is not necessary to remove the hubs for these can be r
22. an absence of scribe lines on these components the rocker shaft must be set in the straight ahead position and the drop arm fitted so that it is offset 3 to the left of a line passing through the centre of the rocker shaft parallel to the centre line of the column see Fig 14 13 TO REMOVE IDLER UNIT a Jack up the car and place stands securely under the chassis frame re move the jacks and remove the road wheel nearest to the idler unit b Remove nyloc nut and plain washer and utilising a suitable lever disconnect the centre rod from the idler lever c Remove the two bolts from the chassis frame brackets lift out idler unit d The idler unit can be further dis mantled by unscrewing the lever and fulcrum assembly from its bracket 248 Diagrammatic view of angular position of the Drop Arm 20 body The oil seal can now be removed from the base of the fulcrum pin 14 TO FIT IDLER UNIT a Ensure that the lever and fulcrum pin have full movement this is allowed by screwing the pin into its housing and unscrewing one full turn ensure also that the grease seal is in good condition and that the unit is fully greased b Offer up the unit to its bracket welded to the chassis frame and secure with two bolts and lock washers Attach centre tie rod to the idler lever and secure with nyloc nut and plain washer d Fit road wheel jack up car remove stands and lower car to ground
23. and the two clamps brought together round the steering column in such a manner that the column is not displaced Tighten the jam nuts up to the clamps and finally tighten the nuts of the clamp to anchor bracket attachment If stiffness still persists remove the centre tie rod from the drop arm by removing the nyloc nut and plain washer and so isolate the steering unit from the suspension unit Check the inner column for pre load by loosening the four bolts attaching the end cover from the steering box Should the movement of the steering wheel become easier shims must be placed between box and end cover Remove the control head and steering described on pages 16 or 20 followed by the felt bearing situated at the top of the column Check the inner column relative to the outer column if column appears to be displaced it can be assumed that the inner column is bent and must be replaced If the stiffness is traced to the ball joint assemblies isolate the joint by removing the outer tie rods from the steering levers The offending ball joint can now be located and corrected Should no stiffness be traced the car must be jacked up and the upper and lower bearings of the vertical link examined 251 CI FRONT SUSPENSION AND STEERING ASSESSMENT OF ACCIDENTAL 500 BB Da 4 i cud L I The following illustrations are necessary for DEM the assessment of accidental damage 3 E Aro
24. and difficulty will be experienced in removing the shafts i Finally shake out the interlock balls from the casing j Remove the existing isolator switch k Remove the two 1 UNF setscrews 11 from the oil sealing ring cover plate 12 enabling the plate and three rubber sealing rings to be removed 1 It being very difficult to remove welch plugs 13 and 14 without damaging them it is desirable to replace the old plugs with new ones when re assembling the new top cover Top Cover Assembly Fig 40 Assemble Assemble the new selector forks into the new top cover by reversing the dismantling procedure observing the following a Ensure before fitting the centre selector shaft that the interlock pin is positioned in the end of the shaft See 10 b After fitting and moving the centre shaft to the Neutral position feed the two interlock balls into position from either side See 10 TOP COVER CASTING LI 301768 NK LEAD TO OPERATING SWITCH PT PT 502412 EARTHED BY SECURING BOLT WELCH PLUGS 9 54505 Cover showing Isolation Switches ISOLATOR SWITCHS NO 42781 Fig 41 202 26 Isolator Switches The isolator switches Fig 41 Part No 42781 are not included in the top cover assembly Part No 502411 and will therefore be required Switch Adjustment Fig 42 It is important when moving the gear lever to an eng
25. are based on the correct relationship between tyre deflection De size load carried and inflation pressure By following 283 LI WHEELS AND TYRES the recommendations the owner will obtain the best results both from the tyres and the car Tyre Pressures Correct tyre pressures for 5 50 15 are Front 22 lbs Rear 24 lbs Note Pressures should be checked when the tyres are cold such as after standing overnight and not when they have attained normal running temperatures Pressures shown are for normal motoring when sustained high speeds are not possible Special Pressures for High Speed Motoring a For touring at sustained speeds in excess of 85 90 m p h pressure in front and rear tyres should be in creased by 6 Ib per sq in b For predominantly and regularly high speed touring of continental type pressures in front and rear tyres should be increased by 8 lbs per sq in Tyres lose pressure even when in sound condition due to a chemical diffusion of the compressed air through the tube walls rate of loss in a sound car tyre is usually between 1 lb and 3 Ibs per week which may average 10 of the total initial pressure For this reason and with the additional purpose of detecting slow punctures pressures should be checked with a tyre gauge applied to the valve not less often than once per week Any unusual pressure loss should be in vestigated After making sure that the valve is not lea
26. bearings will be 040 already estimated and 067 040 027 on the other side Having decided the thickness of shims required behind each differential bear ing these bearings are extracted with the special tool shown in Fig 31 The Fig 31 Removal of the differential bearing utilis ing the Churchill Tool No S103 and S4221 frame respective shim packs are measured with a micrometer gauge after ensuring that the shims are clean and undamaged and allocated to their respective sides of the crown wheel carrier xxii As each bearing is extracted the two portions of each must be laid aside for refitting in the same relation and posi tion asthatused during initial assembly Failure to fit these bearings in their original positions will upset the measurements made in previous opera tions xxiii Having fitted the two packs of shims in their respective positions the bearing inner cones are driven on to the carrier with a suitable sleeve tool as shown in Fig 27 and the outer rings applied 15 xxiv xxv differential assembly is now fitted into the axle centre casing and owing to the pre loading of the bearings a certain amount of casing spreading is desirable to complete this operation THE CASING SPREADER SHOWN IN FIG 13 SHOULD BE USED AND THE SPREADING OF THE CASE LIMITED TO THAT JUST REQUIRED TO EN ABLE THE DIFFERENTIAL ASSEMBLY TO ENTER THE CASING The bearing caps are then fi
27. bo DO DO N pand pom pami eA tt BRNRRERBRSSanageages gt ZA The Rear Shock Absorber NOTATION FOR FIGURE 5 Description LI Mounting Holes Crank Pin Crank Plate Oil Seal Connecting Rod Piston Pin Compression or Bump Piston Recuperating Valve Compression or Bump Cylinder Ring Seal Valve Screw Valve Screw Washer Rebound Valve Ring Seal Compression Valve Compression Washer Compression Spring Rebound Spring Rebound Cylinder Rebound Piston Seal Rebound Piston Gasket Shake Proof Washer Lid Screw Filler Plug Arm Connecting Link Ball End Bolt Rubber Cushion 263 ROAD SPRINGS AND SHOCK ABSORBERS The unit is filled to the base of the filler plug boss which prevents over filling and main tains the necessary air space essential to satisfactory operation The working mech anism is completely submerged in oil which is prevented from leaking along the spindle by means of oil seals 2 MAINTENANCE The damper requires very little attention but the fluid level should be checked every 15 000 miles It should be topped up to the lower reaches of the filler boss and only with Armstrong Shock Absorber Oil No 624 should be used the guarantee of this partic ular component becomes void if any other oil is used Every precaution must be taken to ensure that no lubrication is given to the rubber mountings of the connecting link
28. lock washers i Utilising two long bolts nuts and lock washers secure the rebound rubber and its bracket to the chassis frame j Remove the lifting jack from under the lower wishbones and replace the road wheel k Jack up front of car to remove support stands finally remove jack TO REMOVE FRONT ROAD SPRING a Remove front shock absorber as de scribed on page 8 b Withdraw the split pins from the castellated nuts on the underside of the lower wishbones Remove the centre nut and bolt from the front wishbone arm and the bump rubber assembly from the rear wishbone arm Feed two guide pins into the vacant holes c Place a small lifting jack under the spring pan with a suitable packing between jack and pan to prevent dam age to the shock absorber attachment studs on the latter d Remove the four remaining nuts secur ing the spring pan to the wishbone arms and lower jack easing the guide pins through the wishbone arms e spring can be withdrawn from its upper abutment together with rubber washers and distance piece An alternative method is to utilise the Churchill Tool No M50 in the following manner a Carry out operation a and b as previously described b Remove the fly nut bearing and plate from the threaded rod of the Churchill Tool followed by the washer c Feed the rod notched end first through th spring pan and upper shock absorber abutment to th
29. of the principal functions of the tyres fitted to a car is to eliminate high frequency vibrations They do this by virtue of the fact that the unsprung mass of each tyre the part of the tyre in contact with the ground is very small Tyres must be flexible and responsive They must also be strong and tough to contain the air pressure resist damage give long mileage transmit driving and braking forces and at the same time provide road grip stability and good steering properties Strength and resistance to wear are achieved by building the casing from several plies of cord fabric secured at the rim position by wire bead cores and adding a tough rubber tread Fig 1 FILLERS BEAD WRAPPING Lo BEAD WIRES Tyre Construction Part of the work done in deflecting the tyres on a moving car is converted into heat within the tyres Rubber and fabric are poor conductors and internal heat is not easily dissipated Excessive temperature weakens the tyre struc ture and reduces the resistance of the tread to abrasion by the road surface Heat generation comfort stability power consumption rate of tread wear steering proper ties and other factors affecting the performance of the tyres and car are associated with the degree of tyre deflection tyres are designed to run at predetermined deflections depending upon their size purpose Load and pressure schedules are published by all tyre makers and
30. on the road surface and a suitable distribution of load over the tyre s contact area when deflection is correct Moderate under inflation causes an increased rate of tread wear although the tyre s appearance may remain normal Severe and persistent under Excessive Tyre Wear due to persistent under inflation Fig 3 inflation produces unmistakable evi dence on the tread Fig 2 It also causes structural failure due to ex cessive friction and temperature within the casing Figs 3 and 4 Pressures which are higher than those recommended for the car reduce com fort They may also reduce tread life due to a concentration of the load and Breaking up of Casing due to over flexing and heat generation Fig 4 b Running deflated destroyed this Tyre wear on a smaller area of tread aggravated by increased wheel bounce on uneven road surfaces Excessive pressures overstrain the casing cords in addition to causing rapid wear and the tyres are more susceptible to impact fractures and cuts Effect of Temperature Air expands with heating and tyre pressures increase as the tyres warm up Pressures increase more in hot weather than in cold weather and as the result of high speed These factors 285 LI 9 WHEELS AND TYRES are taken into account when designing the tyre and in preparing Load and Pressure Schedules Pressures in warm tyres should not be reduced to standard pressures
31. studs Attach the lock washers and castellated nuts to the studs and fit the two bolts lock washers and castellated nuts adjacent to the bottom trunnion assembly xx When the spring pan is secured to the wishbone arms the Churchill Tool can be removed xxi Remove the guide pins from the centre holes and fit the bump rubber assembly to the rear wishbone arm and secure with a lock washer and castel lated nut Fit bolt lock washer and castellated nut to vacant hole in front wishbone arm Lock all six nuts with split pins xxii Fit the shock absorber as described on page 8 xxiii Ensuring that the taper bore of the vertical link and the taper of the stub axle are perfectly clean feed axle into link and secure with plain washer castellated nut and lock with a split pin xxiv Place the brake backing plate in posi tion on the vertical link and secure by the lower bolt holes first utilising two short setscrews and a locking plate Through the upper holes of the brake backing plate feed the longer of the two remaining bolts on to the shank of these bolts protruding inwards through the plate and vertical link feed a distance piece one to each bolt Selecting the correct steering lever it must point for ward and downward when fitted fit this also on the protruding bolts and secure with two nyloc nuts Finally tighten the lower pair of setscrews and turn up tabs of locking plate xxv Check that the length of oute
32. the rocker shaft utilising a suitable puller Churchill Tool No M 91 when the securing nut and lock plate have been 10 b c front of the car For the purpose of this illustration the bumper has not been removed Note the wrapping on the bumper bar to prevent wing damage first removed Slacken off the two pinch bolts securing the trunnion bracket and withdraw it from the steering unit FIT STEERING UNIT Adjust the end float of the inner column and the rocker shaft for depth of engagement see page 16 chassis mounting points are forward Do not fully tighten these two bolts at this juncture Attach the drop arm to the splined end of the rocker shaft in such a manner that the scribe lines on these compo nents align and appear to be continuous Position lock plate and tighten securing nut lock this nut with the plate by turning its edge over the machine ed on the drop arm and another part of the lock plate over the nut 246 Fit the trunnion bracket so that the 18 d 1 Place screw clip on draught excluder and feed the column of the steering unit upwards from the front of the car through the draught excluder and clip and under the facia panel Position the trunnion bracket in the chassis bracket and attach with two bolts and lock washers the longer bolt also accom modates the stiffening bracket for the bumper and is fitted to the lowermost h
33. the crown wheel by rotating it on its bearings using a dial indicator the crown wheel itself on a surface table with the aid of feeler gauges The differential assembly is installed in the casing in a similar manner to operation xiv but in this instance the D T I plunger bears against the back of a crown wheel fixing bolt Fig 30 Fig 30 Ascertaining the depth of engagement between crown wheel and pinion xviii The assembly is now forced away from xix the dial gauge until the teeth on the crown wheel go fully home with those on the pinion The dial gauge is now set to zero and the assembly levered towards the dial gauge Let this dimen sion be 045 The side float of the assembly measured in the last operation less the crown wheel and pinion backlash specified wil indicate the shim thickness re quired on the crown wheel side The backlash is specified as between 004 and 006 and an average figure of 005 should be used for this calculation giving 040 to be fitted on the crown wheel side XXI REAR AXLE To obtain the thickness of the shims required between the other differential bearing and casing the figure arrived at in previous operation 7 040 should be subtracted from the total side float measured in operation xiv plus an allowance of 005 to provide the necessary degreeof bearing pre load This gives a total shim thickness of 067 and thus shims on two
34. the rubber mountings This is detailed in the Front Suspension Section G under To remove front shock absorber NOTATION FOR FIGURE 4 Port in Piston Portion of Cylinder below Piston Portion of Cylinder above Piston Piston Rod Port in Piston Rod Guide Piston Rod Guide Foot Valve Foam Tube Oil Reservoir Piston Piston Valve Rebound Valve OPERATION OF THE TELESCOPIC SHOCK ABSORBER Fig 4 This shock absorber operates by the one way circulation of oil By this method of circula tion the oil moves all the time the unit is in operation thus keeping the unit cool under the most arduous conditions of service The valve gear is simple of robust construction and is self cleaning On the bump stroke the oil pressure opens the piston valve Pv against the spring load and oil passes through the ports A in the piston P from the lower to the upper por tion of the cylinder to The excess oil ROAD SPRINGS AND SHOCK ABSORBERS volume equal to the displacement of the piston rod D passes through the ports E in the piston rod guide F down the anti foam tube G and into the reservoir H by way of the rebound valve Rv On the rebound stroke however the piston valve Pv closes and oil passes through the ports E in the piston rod guide F down the anti foam tube G opens the rebound valve Rv against the spring load and passes into the reservoir H At the same time the fo
35. together with the old shim pack on the end cover and fit to the steering box utilising four bolts and lock washers Check for end float See Adjustment of Steering Box page 16 All float must be eliminated but asmall amount of pre loading is permitted End float is adjusted by the removal or addition of shims interposed between the steer 19 2 h i G k b STEERING ing box and the end cover Their removal decreases the end float whilst the addition of these shims increases the end float Press the oil seal into the lower extrem ities of the rocker shaft body Feed the rocker shaft into its bore through the top of the steering box and allow the conical pin to settle in the groove of the cam Whilst this shaft is being fitted it is essential that the 011 seal lip is protected from damage otherwise oil leaks will result Withdraw the adjusting screw in the top cover to ensure that its shank does not bear down on to the rocker shaft lever when the cover is secured to the unit Secure cover with three setscrews and lock washers utilising a new joint washer Ensure that the mounting bracket is in position as described in operation b for this cannot be fitted when the drop arm is attached to the rocker shaft Position the drop arm on the splined rocker shaft so that the scribe lines align secure with nut and lock plate the edge of the latter is turned up to secure nut and dro
36. 13 Showing use of Wheel Turning Fig 14 Measure for setting wheel lock V L Churchill Tool No 121U 7 Fig 15 Section showing Rubber Bushes at lower end of dampers __ 8 Fig 16 Front Road Spring being removed utilising the Churchill Tool No Fig 17 aue 9 Fig 18 The Front Suspension Unit Fig 19 partially dismantled 10 Fig 20 Section showing Rubber Bushes Fig 21 Wishbone 11 Fig 22 Section showing Rubber Bushes Inner Fulcrum Lower Wishbone 12 Fig 23 Section through Outer Shackle Pin Lower Wishbone 12 Exploded view of Steering details 14 Page Removing the Steering Wheel utilising the Churchill Tool No 208 3600 45 uum Bae 17 Showing the removal of the Steering Unit from front of car 18 Diagrammatic view showing the angular position of the Drop Arm 20 The Telescopic adjustable Steering Unit 21 The in position on the Inner Steering Column 22 The Idling Lever 24 The Steering Drop 24 The Steering Lever 24 24 The Vertical Link 25 The R H front and L H rear Upper Wishbone 2 26 The L H front and R H rear Upper Wishbone 2 26 The R H front and L H rear Lower Wishbone The R H rear and L H front are symmetrical but opposite handed 26 227 CI 55555555555 52222222522 SS Re TYRE SIZE 50 x 15 FRONT S
37. 3 Examination 2482 op 13 Wheel Building aul Mee weet 55 14 ILLUSTRATIONS Page Fig 1 Tyre Construction 22 22 et 1 Fig 2 Excessive Tyre Wear due to persistent Under inflation 3 Fig 3 Breaking up of Casing due to Over flexing and Heat Generation 3 Fig 4 Running Deflated destroyed this Casing 3 Fig 5 Local excessive wear due to Brake Drum Eccentricity 4 Fig 6 Diagrammatic Illustration of Slip Angles 5 Fig 7 Severe Impact has fractured this Casing 6 Fig 8 A Double Fracture 42402 226 ARS Ses 6 Fig 9 Heel and Toe Wear o ui we 00 sem comm 6 Fig 10 effect of Braking and Rolling Resistance on Tyre reddo t same une t Veh VM S 7 Fig 11 Spotty Wear due to a Variety of Causes wns 7 Fig 12 Fins and Feathers due to Severe Misalignment 8 Fig 13 Exaggerated Diagram showing effect of Road Camber on a Car s Progress 9 Fig 14 The correct relationship between Tyre and Tube _ 10 Fig 15 Dunlop Tyre Balancing Machine 10 Fig 16 Churchill 120 Electronic Wheel Balance 11 Fig 17 Dynamic or Couple Unbalance 12 Fig 18 Wire Wheel and Hub Cap 12 Fig 19 Wheel Building Dimensions 14 WHEELS AND TYRES WALL RUBBER CHAFERS Fig 1 Construction of Tyre One
38. 32 Back Lock 31 Front Lock 28 5 A 20 Back Lock gives an 18 75 Front Lock Front ee Parallel to 1 toe in Length Cenfr Tie Rod 19 44 Length of Outer Tie Rod 7 68 End Float of Lower Outer Shackle Pin Assembly 004 to 012 DESCRIPTION Fig 1 The two front suspension units are of wishbone construction Road shocks are absorbed by low periodicity coil springs each of these springs are controlled by a double acting telescopic shock absorber fitted inside the coil spring The upper wishbones are rubber bushed at their inner ends to a fulcrum pin which is attached to the spring housing they are shaped to form a U and the outer ends are interlaced to accommodate a distance piece and are secured together by the screwed shank of a ball joint This joint is fitted to and provides the axial movement for the upper end of the vertical link The inner ends of the lower wishbone arms are rubber bushed on each side and are attached to the fulcrum pin mounted on the upperside of the chassis frame The fulcrum is steadied at its extremities by two support brackets The outer ends of the wishbone arms bushed with Clevite bearing are mounted on either end of a shackle pin The shackle pin is splined centrally to fit transversely into the manganese bronze trunnion which is threaded to accommodate the lower end of the vertical link Each bushed end of the wishbone arms is locat
39. CC Qa PINION NUT TO BE LOCKED UP TO 85 IOOFT 38l LBS TORQUE SPANNER READING Sn II my PINION AND GEAR BACKLASH 004 006 AT GEAR SECTION THROUGH CASING iN DIRECTION ARROW BEARING PRE LOAD PINION 15 18 INCH LBS TORQUE WITHOUT OIL SEAL DIFF UNIT ALLOWANCE 002 0047 IN SHIMS OVER BOTH BEARINGS FOR BRG N WHEN SPREADING HOUSING FRAME DATUM amp REAR AXLE EACH AXLE SHAFT END NUT TO BE LOCKED UP TO I10 125 FT LBS TORQUE increased to 125 to 145 Ibs ft with special nut fitted from axle No TS 8039 TIXV ed L j TOTAL LENGTH OF BRAKE CABLE ASSEMBLY CRR 75 26852 06 17 50 50 IMC CRS BOTH SIDES Fig Ne eene 1 gt Axle arrangement For Notes 1 and 2 See page 4 REAR AXLE Exploded view of axle details Fig 2 REAR AXLE NOTATION FOR REAR AXLE EXPLODED VIEW FIG 2 I Description Description Axle casing assembly Breather Fibre washer Drain plug Grease nipple Bearing cap Bearing cap setscrew Tab washer Differential bearing Shims Differential casing Sun gear Thrust washer Planet gear Thrust washer Cross pin Locating pin See note 1 page 4 Cr
40. Contacts HEADLAMPS Description CONTROL Box Description ELECTRICAL EQUIPMENT INDEX ee te Bulb Replacement Ministry of Transport Lighting Regulations Beam Setting Renewal of Light Unit 2 2 2 2 Operation of Regulator iim a Operation of Cut Out Servicing Electrical Setting of Regulator Mechanical Setting of Regulator Cleaning Regulator Contacts 020202 Electrical Setting of Cut Out 22 2 Mechanical Setting of Cut Out 2 Cleaning Contacts of Cut Out _ WINDSCREEN WIPER To detach Cable Rack from Motor and Gearbox Inspection of Commutation Inspection of Brush Gear FLASHING LIGHT DIRECTION INDICATORS Fault Location 2 WINDTONE HORNS Method of Operation rr Adjustment Fault Location __ s RB 106 1 23 24 25 ds 25 26 e 26 27 27 28 28 106 2 33 33 34 35 35 36 37 38 28 29 29 299 300 Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig Fig OO WN LO 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 ELECTRICAL EQUIPMENT ILLUSTRATI
41. E and FG are of greater length than AD CF and EH respectively the left hand BH side member is forward of the right hand AG side member When AD CF and EH are of greater length than BC DE and FG respectively the right hand AG side member is forward of the left hand BH side member FRAME UNIT Fig 5 Utilising the eight generated points for the assessment of bowing 7 CHECKING THE SIDE MEMBERS FOR BOWING Fig 5 a Having gained access to the points generated on the floor beneath the car join the points Ato B C to D Eto and G to H b Accurately determine the mid points of the lines AB CD EF and GH Call these points J K L and M respec tively With a suitable straight edge join point J to point M d i If this line passed through points K and L the side members are correctly aligned ii When the points K and L lay to the right of the line JM the side members are bowed to the right iii When the points K and L lay to to the left of the line JM the side members are bowed to the left 273 Service Instruction Manual PROPELLER SHAFT SECTION K 275 276 PROPELLER SHAFT INDEX Type and Description 2 0 Lubrication and Maintenance Instructions d Removal of Propeller Shaft 2 2 Dismantling Propeller Shaft iL ues To Examine and Check for Wear 2 tee To Fit Propeller Shaft
42. LATIVE TO TYRE Fig 10 Showing the effect of braking and rolling resistance on Tyre Tread heel and wear If the tyre is assumed to be on a locked wheel and sliding forward the abrasive road surface may be likened to a file passing across the tread The manner in which the flexible rubber studs will be worn is clear There is a similar but less marked effect when the tyre is re Fig x1 Spotty Wear due to a variety of causes b volving but trying to hang back under the forces of braking and rolling resistance Modern tyre patterns designed for use on hard road surfaces are very stable do not consist of separate un supported studs or blocks such as are shown in the diagram In normal con ditions heel and toe wear should be absent or barely noticeable but any localised forces such as from eccentric brake drums fierce or binding brakes incorrect brake balance and severe front braking will usually cause this type of wear to appear amongst other evidence of these troubles An un suitable tyre contact area and distri bution of load resulting from road camber wheel camber or excessive deflection will also produce heel and toe wear Regular interchanging of tyres will prevent or reduce irregular wear see page 11 Spotty Wear Fig 11 shows a type of irregular wear which sometimes develops on front tyres and particularly on near front tyres The causes are dif
43. LES I 1 RE ON NI N x Fig 21 R H front and L H rear upper wishbone 22 5 GOSS DIAKEAM Buse IN POSITION BOSS MUST 86 PARALLEL WITH THESE FACES Y 2380 Fig 22 L H front and R H rear upper wishbone BosH PRESSED iN TO MATCH HOLE FOR GQREASER FRONT 7 GREASE NIPPLE Fig 23 but opposite handed 254 26 LH REAR The R H front and L H rear Lower Wishbone The R H rear and L H front are symmetrical Service Instruction Manual ROAD SPRINGS 4 4 SECTION E ROAD SPRINGS AND SHOCK ABSORBERS INDEX Front Road Spring Page Description uo Gtk OM 2 Maintenance uel Se 2 Remove or Replace 2 02 See Section G Rear Road Spring Description uec MEE n 2 Maintenance 22 5 e 2 Remove Rear Road Spring tee 2 Notation for Figure 3 20020022 ele 4 Fit Rear Road Spring 2 es 5 Rear Road Spring Overhaul 2 2 5 en 5 To Dismantle Rear Road Spring ees 5 To Assemble Rear Road Spring 220022002202 5 Front Shock Absorber Description 22 20 eMe 6 Maintenance aua dus 5 cede Vos 6 Notation for Figure 4 20 22002202204 09 6 To Remove or Replace Front Shock Absorber See Section G Rear Shock Absorber Description Su cum S 7
44. NG BOX Means of adjustment to take up wear is provided at two points both of which are accessible with the steering column in position The FIRST means of adjustment is made by adding to or taking from the shim pack located between the end cover and the steering box See Note The thickness of the shim pack controls the amount of float or pre load of the inner column While a slight amount of pre load is permis sible in no circumstances must there be any end float The second means of adjustment is by a hardened setscrew and locknut situated on the top cover plate This screw controls the amount of lift in the rocker shaft and is adjusted with the rocker shaft in the centre of the box that is the straight ahead position The cam gear which is integral with the inner column is similar in shape to a spiral cam having a greater diameter at its centre than at its extremities 244 16 When adjusting the rocker shaft it will be noticed that at the extremities of the arc through which the rocker shaft moves a certain amount of lift can be felt and as the shaft moves to the centre the amount of lift is progressively reduced The correct adjustment of the rocker shaft is when on turning the steering wheel from lock to lock a very slight resistance is felt at the centre of the travel The point of resistance should correspond with the straight ahead position of the steering NOTE The adjustment of t
45. ONS Page Battery 22 2 Taking Hydrometer Readings 2 nme 2 Commutator End Bearing Lubrication 22002420022 5 Checking Brush Gear wm 6 Testing Brush Spring Tension 2 2 7 Dismantled view of Generator 7 Showing Commutator Insulation Under cutting 8 Method of Under cutting Comrhutator 12002200 8 Tightening Pole Shoe Retaining Screws 9 Method of fitting Porous Bronze Bearing Bush 9 Exploded view of Drive End Bearing 10 Internal Connections of the Starting Motor 10 Checking Starting Motor Brush CC 10 Testing Brush Spring Tension m ux 11 Method of measuring Stall Torque and Current _ 12 Showing Starting Motor Dismantled 13 Bracket Brush Connections a gt ud 14 Testing for Open Circuit in the Field Coils 15 Method of fitting Bearing Bushes 0200220 15 Exploded view of Starter Motor Drive Assembly 17 Exploded view of Distributor 2 17 Fitting H T Cables 4 Ud 18 Headlamp with Front Rim and Dust Excluding Rubber aee Xe 22 Replacement of Headlamp Bulb 22 Diagram showing Headlamp Beam Setting 2 23 Light Unit replacement 224022000005 23 Control Box with Cover removed _ 24 Internal Connections of Control Box 24 Cut Out and Regulator Assembly 204022402 26 Mechani
46. SION AND Withdraw the split pin from the castel lated nut securing the ball joint as sembly to the upper wishbone arm Remove the castellated nut and with draw the ball joint assembly from the wishbone arms collecting the distance piece as the ball joint is moved Withdraw the split pin and remove the nut and plain washer securing the ball joint assembly to the vertical link and withdraw ball joint Withdraw the split pins from the castellated nuts at the outer ends of the upper inner fulcrum pin Remove the large diameter plain washers and the outer rubber bushes The wishbone arms can now be re moved and the second rubber bush withdrawn from the fulcrum pin Remove the steering stop screw from the lower end of the vertical link and detach the bottom trunnion assembly from the vertical link and collect the 011 seal situated between the vertical link and the trunnion assembly ASSEMBLE AND REPLACE FRONT SUSPENSION UNIT Assembly is made with strict regard to the markings on certain parts to ensure that they are returned to the same relative position 4 Fit a rubber bush to each end of the upper fulcrum pin RUBBER BUSHES 55552 SECTION SHOWING RUBBER BUSHES INNER FULCRUM TOP WISHBONE Fig 8 A section showing the rubber bushes of the Upper Wishbone Inner Fulcrum 11 ii iii iv v vi viii STEERING Feed the fulcrum pin into the upper wishbon
47. USPENSION SUSPENSION amp STEERING DATA TRACK AT GROUND STATIC LADEN 45 CASTOR ANGLE KING PIN INCLINATION STATIC LADEN 7 WHEEL CAMBER STATIC LADEN 2 WHEEL CAMBER FULL BUMP 3 00 WHEEL CAMBER FULL REBOUND 2257 FRONT LOCK 28 BACK LOCK 31 20 BACK LOCK GIVES AN 18 FRONT LOCK TIE ROD LENGTHS CENTRE 19 44 OUTER 768 1 5553 lt TN j Q x j zi p SES f isig See LL ie e See 2 22 6 SECTION SHOWING RUBBER BUSHES L D OF DAMP END OF DAMPERS SECTION SHOWING RUBBER BUSHES NNER FULCRUM TOP WISHBONE Fig Front Suspension Arrangement 228 AND STEERING 1 LONG HEADED PEG PART 109457 15 PROVIDED TO ENGAGE WITH TAPER COLLAR PART N 107942 PREVENT IT FROM ROTATING 7 V GUESS SECTION SHOWING RUBBER BUSHES SECTION THRO OUTER SHACKLEPIN LOWER WISHBONE INNER FULCRUM LOWER WISHBONE 2 229 1 2 FRONT SUSPENSION AND STEERING FRONT SUSPENSION DATA Track at Ground Static Laden 45 Castor Angle 2 4 2 Nil King Pin Inclination Static Laden T Wheel Camber Static Laden 2 Wheel Camber Full Bump 3 5 Wheel Camber Full Rebound 2 25 nu 1 Turning Circle
48. achment 260 4 5 ROAD SPRINGS AND SHOCK ABSORBERS TO FIT REAR ROAD SPRING a Press the silentbloc bush into the forward eye of the road spring and ensure that the eight split rubber bushes are in good condition b Offer up the spring short end forward to a position above the rear shackle bracket of the chassis frame and below theaxle Support the spring on a small jack and attach spring plate loosely to the shock absorber link c Fit the U bolts over the axle either side of the spring and through the spring plate secure with four nyloc nuts d Secure shock absorber link to spring plate e Feed the front attachment bolt from inner side of the chassis frame through its support tube into the silentbloc bush of the road spring and allow the machined flat on its head to bed against its abutment on the inner side of the chassis frame Secure the fulcrum bolt on its outer side by a D washer and castellated nut locked by a split pin f Fit the two rubber half bushes to the road spring rear eye one from each side Press a second pair of half bushes into the shackle eye on the chassis frame g Press the shackle pins of the shackle assembly through the rubber bushes and after positioning the inner shackle plate on the pin extremities between the shackle assembly and chassis side member fit and secure the two nuts and lock washers h Replace the rear wing stay positioning it b
49. aged position that the switch con tacts close at a precise point during the lever s movement The correct time for contact closure is when a Synchronisation is complete SUBTRACT 0 04 FROM GAP Fig 42 1 5 Adjusting the Isolation Switches b The synchro sleeve begins to cover the dog teeth of the driving gear NOTE Failure to obtain these con ditions will result in noisy and difficult gear changing To obtain correct switch adjustment pro ceed as follows Move the gear lever until Second gear is fully engaged b Wire a bulb in series with the switch contacts and connect to a battery Fig 42 Screw the switch into the rear switch boss Fig 42 until the contacts close Indicated by the bulb lighting GEARBOX SUPPLEMENTARY INSTRUCTIONS FOR INCORPORATING OVERDRIVE ON SECOND AND THIRD GEARS d Measure with feeler gauges the gap between the switch and boss that is the amount the switch would have to be screwed down to be fully home e From this dimension subtract 040 and make up the remainder with paper packing washers Part No 502146 Example If the gap measured 090 the subtraction of the 040 would leave 050 selection the washers vary in thickness obtain a pack which measures 050 f Disconnect the switch and remove it from the top cover g After installing the washer pack over the screwed p
50. ap yoke arms shaft see if arrow location marks lightly with a soft hammer as shown in visible when the parts are clean If no markings are visible re mark to ensure correct re assembly Having unscrewed the dust cap 8 Fig 1 pull sleeve yoke assembly 3 Fig 1 off shaft Clean enamel from snap rings and top of bearings races Remove all snap rings by pinching ears together with a suitable pair of circlip pliers and sub sequently prising out these with a screw driver If ring does not snap out of groove readily tap end of bearing race lightly in wards to relieve the pressure against ring Holding joint in left hand with splined Fig 4 Removing Bearing Race with Special Fig 2 Tapping Tube Yoke to release Bearing Punch 278 4 Fig 5 6 PROPELLER SHAFT Fig 2 Top bearing should begin to emerge turn joint over and finally remove with fingers as shown in Fig 3 If necessary tap bearing race from inside with small diameter bar as shown in Fig 4 taking care not to damage the bearing race This operation will destroy the oil seal and necessitate fitting replacement parts when re assembling keep joint in this position whilst removing bearing race so as to avoid dropping the needle rollers Repeat the operation described in previous paragraph for opposite bearing The splined sleeve yoke can now be removed as shown in Fig 5 Rest the two exposed trunnions on wood or lead blocks then tap flan
51. ation Feed the wires from the short tube of the control head into and through the stator tube now in the steering unit With the flasher control lever of the head at 12 o clock ensure that the verti cal lever of the stator tube plate is at the 6 o clock position Failure to observe this point will mean that the flashing indicators will not cancel correctly Secure the control head in the boss of the steering wheel by tightening the three grub screws situated radially in the steering wheel hub Do not move the steering wheel during this oper ation Tighten the gland nut to secure the stator tube to the steering box end cover and reconnect wires according to the colours or identification marks REMOVE STEERING WHEEL First remove the stator tube and control head as described on page 16 Remove the steering wheel securing nut If it is so desired the wheel and the top of the inner column can be centre popped for identification and simplified replacement Fig 12 Removing the Steering Wheel utilising the Churchill Tool No 20SM 3600 17 7 Utilising the Churchill steering wheel remover Tool No 20SM 3600 remove the wheel Fig 12 TO FIT STEERING WHEEL a b c d Place the car on level ground and set the wheels in the straight ahead position Feed the steering wheel on to the inner column of the steering unit in such a manner that the two horizontal spokes lie across the fore and a
52. aulic wheel cylinders and anchor blocks the latter being secured by spring washers and two nuts the former can be withdrawn provided the hydraulic connections rubber dust sealing boots etc have been removed The half shafts can now be withdrawn from the axle casing the bearing hous ings tapped off the bearings and the bearings withdrawn with a suitable puller shown Fig 7 The grease seal can then be tapped out of the bearing housings If the hubs have not been pre viously withdrawn due to difficulties in slackening the hub nuts mentioned they can now be slackened by gripping the axle shaft in the vice and the hubs then pressed off the axle shafts with a suitable tool or press Identification numbers on bearing caps and axle casing Note also the tops of washers laying in groove of bearing cap g h Fig 13 k REAR AXLE Remove axle centre casing cover and joint after withdrawal of eight setscrews Remove the differential bearing caps noting the markings stamped on the top of these and the correspondingly abutt ing portions of the casing The existing relation between the caps and casing must be retained when re assembling Fig 12 shows example of markings Apply axle casing spreader as shown in Fig 13 and lift differential assembly Casing spreader in position Churchill Tool No out of the axle centre casing Spread ing should be limit
53. b oil seal is shown in Fig 8 utilising Churchill Tool No M29 Fig 6 Hub removal utilising the Churchill tool No M86 The extraction of each hub will release the oil seal and bearing housing but leave the hub bearing on the axle shaft i Fig 8 Replacing hub oil seal utilising Churchill i Remove the hub bearing from the No M20 shafts utilising the Churchill Tool No 54615 Codes 8 and 10 See Fig 7 j The oil seal can now be drifted out of b Replacement of the hub bearing is the bearing housing if it is seen to illustrated in Fig 9 using Churchill be unserviceable Tool No M92 212 REAR AXLE Fig 9 4 8 Replacing wheel bearings utilising Chur chill Tool No M92 On later production cars the axle shaft provided an interference fit with the hub and it is necessary to replace the hub utilising the Churchill hub replacing Tool No 5125 On completion of the replacement operations it will be necessary to bleed the brakes TO REMOVE AXLE NOTE As the axle has to be tilted it may a b c 4 be desirable to drain off the oil Jack up car and remove road wheels Detach propeller shaft from pinion flange by the removal of four bolts and nyloc nuts Disconnect hand brake cable from the compensator lever Drain the hydraulic system and discon nect the line at the front end of the flexible hose See Brake Section Remove the brake drums
54. bone arms should then be lightly tapped outwards to dis place the lock washers now a splined fit to the shackle pin and this should be carried out altern ately on each arm to avoid altering the relationship of the shackle pin and trunnion i d This method will give the recom mended end float but as a final precaution the assembly should be checked for freedom of movement over its full range of operation before fitting the road spring Apart from damage at this point tightness will affect the ride of the car FRONT SUSPENSION AND STEERING xvi Attach the rod of the Churchill Tool No M 50 to the spring abutment bracket and the guide rods through the centre of the lower wishbone arms xvii Assemble the alloy distance piece spigot downward on the road spring with a rubber washer interposed fit a second rubber washer to the lower extremity of the road spring xviii The spring and distance piece assembly is offered up to the front suspension unit followed by the spring pan the latter being located on the guide pins It will be found that the rod of the Churchill Tool No M 50 protrudes downward from the unit Fit the plate to this rod in such a manner that the clamp bearing will seat in the recess and the studs of the spring pan fit into their recesses xix The fly nut of the tool can now be turned to compress the spring Ensure that as the spring pan closes to the wishbone it is located on the attachment
55. by looseness of the wheel on the axle hub Excessive wear on these splines will mean the replacement of the hub shell Rust caused by water entering from outside should be cleaned off and a smear of grease used to protect the interior of the shell and ease the fitting and removing of the wheel from the axle hub 295 WHEELS AND TYRES iii Rims All rust should be cleaned off the exterior of the rim and the affected portion protected with enamel or similar finish When the tyres are changed the interior of the rims can be inspected for corrosion Particular attention must be paid to the corrosion if it is not cleaned away the tyre will become affected d Wheel Building See Fig 19 The spokes should be laced as shown in the illustration and particular atten tion must be paid to the positioning of the valve hole failure to observe this point will mean that the valve stem of the inner tube will foul one or more spokes resulting in insufficient clear ance to connect an air line The hub shell spokes and rim should be loosely assembled and the rim brought into true position relative to the hub ensuring that the outside dish is maintained When this condition is reached the wheel should be mounted on a running hub each pair of spokes should be carefully tensioned a small amount at a time working from one pair and thence to the diametrically opposite pair Afterwards repeating the pro cedure with the opposed pa
56. c Examination This should be done periodically every 5 000 miles or at more frequent inter vals if the car is used for competition driving or racing After cleaning the wheels they should be examined for faults paying par ticular attention to the following i Spokes Looseness can be corrected and damaged spokes replaced but care must be taken to ensure that the position of the rim relative to the hub shell is not disturbed Fig 19 No undue load must be placed on any one spoke and all spokes must be under the same relative tension The correct tension is that that will give a flexible but strong wheel If the tension is too high the wheel will become rigid and loose its advantage over the disc wheel Or if too loose undue strain will be placed on the spokes resulting in breakages This tension can be ascertained by drawing a light spanner or similar metal object across the spokes When the spokes are correctly tensioned they will emit a ringing note however if the spokes are slack the will be flat Spoke tensioning is best carried out with the tyre and the tube re moved and any protruding spoke heads filed off flush to the nipple Note The building of wire wheels is a specialised trade and this Company and the wheel manufacturers advise that a wheel specialist is consulted if the condition of the wheel is in doubt ii Hub Shells The splines should be examined for wear this is often caused
57. cal Setting of Regulator _ _ 26 Mechanical Setting of Cut Out 220022402402 27 Sectioned view of Windscreen Wiper Motor 28 Horn with Cover removed 29 Wiring Diagram 32 Automatic Advance Curve 022402 33 Control Box with Cover removed _ 2 33 Internal Connections of Control Box 34 Regulator Air Gap Settings iem er 36 Cut out Air Gap Settings 2
58. car There is no lubrication required and the only possible maintenance would be to replace the rubber washers or to check the spring against the data given in Fig 1 TO REMOVE OR REPLACE These operations are fully covered in the Front Suspension Section G of this manual REAR ROAD SPRINGS DESCRIPTION Fig 2 Semi elliptical laminated springs are used which have their location point with the axle below and forward of the centre so that the longer end of each spring is fitted toward the rear of the car The forward fulcrum of the spring has a silentbloc bush and is mounted on a bolt rotruding from the outer side of the chassis fume The attachment is completed by a D washer and split pinned castellated nut The rear fulcrum is a shackle assembly utilising split rubber bushes interposed between the pins the spring or the chassis frame Theattachmentis completed nuts and lock washers situated betweenthespring and the chassis frame MAINTENANCE The only lubrication required is that for the spring leaves on no account must the rubber or silentbloc bushes be lubricated Over lubrication of the spring leaves should be avoided After the springs have been 298 cleaned brush the blades at their edges with engine oil this will allow sufficient oil to penetrate between the leaves and provide inter leaf lubrication Lubrication of spring blades is chiefly required at the ends of the leaves where one pre
59. cking the run out of the crown wheel mounting flange Fig 18 Fitting pinion bearing outer rings Fig 19 Pinion setting gauge assembled to axle centre casing Fig 20 The pinion setting gauge is set to Zero uu Fig 21 Measuring the shim 2 Fig 22 Shims placed in position on outer ring abutment face Fig 23 Pressing the pinion head bearing on to the pinion shaft Fig 24 Showing the pinion bearing spacer chamfer pointing outward 22 2 22 0 2 0n Fig 25 Testing the pre load of the pinion bearings Fig 26 Fitting pinion housing seal Fig 27 Fitting differential bearings to the differential casing Fig 28 Ascertaining the total end float of the differential unit without the crown wheel Fig 29 Location of planet gears for entry into differential casing Fig 30 Ascertaining the depth of engagement between crown Wheel pinion 2 Fig 31 Removal of differential bearings Fig 32 Checking the backlash 2 Fig 33 Crown wheel tooth markings 002200220022 Fig 34 replacing of the disc wheel type hub Fig 35 Knock on type hub in exploded CC 0000 1O Un gt gt US 4 MC Un Un 0C Alternative hub for centre lock wire wheels XG NOTE STANS age gra DEM S NOTE 2 E Qs VI SOS 22 2 lt
60. ction Manual ELECTRICAL EQUIPMENT 1 SECTION 297 298 ELECTRICAL EQUIPMENT INDEX BATTERIES Routine Maintenance 2 022 2 Service Data 2222 35 m Specific Gravity of Electrolyte Servicing na ithe Recharging from an External Supply 2 22 Preparing new unfilled uncharged Batteries for Service Preparing GTZ Dry charged Batteries for Service Battery Cable Connectors ios GENERATOR Description Mix amb Gat Rd Routine Maintenance C e et e Belt Adjustment Performance RUNI Servicing haie 45 48 Dismantle 20 2 uM ux Re assembly STARTER MOTOR Description 20 Routine Maintenance 200240240202 Performance Data Servicing oun Ge saat ox To Dismantle 2 0 2x Bench Inspection 2 Testing Field Coils Bearings 22 Assemble 22 STARTING MoTOR DRIVE Description Routine Maintenance Construction Dismantling Re assembly DISTRIBUTOR Description 7 Routine Maintenance Design Data Servicing usc aaa Distantlng 2 Bearing Replacement Re assembly 2 Replacement
61. d D washers from the rear road spring front fulcrum pins Pass the cord of the plumb bob over the fulcrum pin in such a manner that the bob hangs in front of the pin Mark the floor immediately below the plumb bob pointer This operation is repeated on the other side of the chassis and creates the points E and F Fig 3 Thread the cord of the plumb bob from the rear and through the lower jig hole in the rear road spring shackle bracket Mark the floor immediately below the plumb bob pointer This operation when repeated on the other side of the chassis frame creates points G and H Fig 3 Fig 3 FRAME UNIT CHECKING THE SIDE MEMBERS FOR TWIST If by adjusting the screw jacks under the chassis frame as described in Preparation of Car page 3 operation a e it is found to be an impossibility to bring the front cross member and the straight portions of the rear cross members parallel to the ground the frame can be considered to be twisted CHECKING SIDE MEMBERS FOR CRADLING a Having prepared the car as detailed in Preparation of Car page 3 operations a c it is now standing with the datum line parallel to the ground and this line is 20 from the ground Fig 2 b Referring to Fig 1 it will be observed that all dimensions are given from this datum line and by simple subtraction of these dimensions from 20 it is pos 4 Illustrating the eight points of the chas
62. d The checking floor must be level The car is in the static laden condition TO ADJUST FRONT WHEEL ALIGNMENT a With the car satisfying the initial requirements set the front road wheels in the straight ahead position and push the car forward a short distance b Check the alignment of the wheels with a Dunlop Optical Gauge or similar instrument c If only a fractional correction is neces sary it can be made on the outer tie rod on the opposite side to the steering box d 10 carry out this adjustment it is first necessary to loosen the two lock nuts and turn the tubetoshortenorlengthen the tie rod assembly Lock the tube by the two nuts and move the car forward half a revolution of a wheel and check and make a further adjustment if necessary 234 LEVER Fig 3 6 ui Ifan appreciable amount of maladjust ment has to be corrected check first the length of the outer tie rods Should these lengths be equal make the neces sary correction to both When they are found to be of unequal length first correct the rod nearest the steering box to 7 68 and then make any adjustment to the further one After making such adjustments it is a wise precaution to measure the length and if found to differ greatly from 7 68 the front suspension should be checked for acci dental damage TES CIRS TO CENTRE TiE ROD 2G ANGULAR MOVEMENT ALONG
63. drive unit Serial No 22 1275 in which case either 0 A complete new top cover assem bly Part No 502411 may also be required or ii top cover conversion Pack No 503219 203 Service Instruction Manual F REAR AXLE SECTION F 205 206 REAR AXLE Data 2 0 0 4 General description remove hubs 2 2 00054 replace hubs remove hubs 1 replace hubs J remove axle shaft 2 2 2 To replace axle shaft remove axle 22 2 replace axle __ _ To dismantle axle tee To assemble axle Service Diagnosis n ILLUSTRATIONS Axle arrangement 220 224022022002 Exploded view of axle details Hub removal tees The removal of the knock on type hub The replacing of the knock on type hub Hub removal Removing hub bearings Replacing hub oil seal A Replacing hub bearings we 2 Fig 10 Axle being removed from car Fig 11 Removing split pin from hub securing nut Uri t2 Fig 12 Identification numbers on bearing caps and axle casing Fig 13 Casing spreader in position Fig 14 Removing split pin from driving flange securing nut Fig 15 Removal of pinion head bearing Fig 16 Driving out pinion bearing outer rings 22 2 Fig 17 Che
64. e arm press the second rubber bush into the wishbone and fit the large plain washer followed by the castellated nut This nut should be left loose at this juncture While similarly fitting the second wish bone arm ascertain that the other ends of the arm are positioned correctly to receive the ball pin assembly and dis tance piece With the ball pin assembly toward the operator the wishbone flange on the right overlaps the one on the left This applies to both left and right suspension units Feed through the upper attachment of the ball joint assembly with the distance piece between the wishbone arms and secure with the plain washer and castellated nut locked by the split pin Tighten castellated nuts of inner upper fulcrum pins and lock with split pins Fit the ball pin taper into the vertical link with the rubber gaiter in position and secure with the plain washer and castellated nut Fit split pin in nut Offer up the inner upper fulcrum pin to the chassis frame and secure by bolts with a plain washer under its head and a lock washer with the nut at the points near the centre line of the car Set screws and lock washers are used for the attachment points nearer the ball joint assembly Ascertain that the shackle pin of the bottom trunnion assembly is mounted centrally This pin is a press fit in the body of the casting and is prevented from turning by the imbedding of the splines it can be centralised by the use of a
65. e pro truding end fit the washer AND STEERING Fig 6 Front Road Spring being removed utilising the Churchill Tool No 5 d Feed the plate on to the threaded e f g h i a portion of the rod protruding from the spring pan in such a manner that the bearing seat is downwards ensure too that the holes in the block locate on the studs of the spring pan Feed bearing on to threaded rod fol lowed by the fly nut tighten to com press spring a small amount Remove the four remaining nuts secur ing the spring pan to the wishbone arms By slowly unscrewing the fly nut the spring pan can be lowered down the guide pins When all tension is released from the road spring the guide pinsand the C washer can be removed from the upper end of the shaft Withdraw the Churchill Tool from the suspension unit together with the spring pan spring rubber washers and distance piece 13 TO FIT ROAD SPRING Attach the rod of the Churchill Tool No M50 to the spring abutment bracket of the front suspension unit and fit the guide pins through the centre holes of the lower wishbone 237 CI 14 FRONT SUSPENSION AND STEERING b Assemble the alloy distance piece spigot downward on the road spring with a rubber washer interposed be tween and position a second rubber washer on the spring s lower extremity The spring and distance piece assembly is offered up to the
66. e when re assembling Replace the differential assembly in the axle casing and release the tension from the axle casing spreader Check the run out of the crown wheel mounting flange this should not exceed 003 Fig 17 crown wheel itself can be checked on a surface table with the aid of a set of feeler gauges Having satisfactorily completed these checks the differential Checking the run out of the crown wheel mounting flange utilising a D T 1 10 assembly can be removed from the axle casing and dismantled as follows i Drive out the cross pin locating pin and withdraw the cross pin Rotate the sun wheels which will in turn rotate the planet wheels until the planet wheels with their respective thrust washers are op posite the cut away portions of the crown wheel carrier from which they can easily be with drawn iii Remove the sun wheels and their thrust washers so completing the dismantling of the rear axle II TO RE ASSEMBLE All parts must be examined carefully and a decision should be made as to which items require renewal Where it is found neces sary to replace the crown wheel or pinion for any reason the gears must be replaced as a pair as they are lapped together in manu facture The first consideration after replacing damaged or worn parts must be the correct interrelations between the crown wheel and pinion The assembled relation of these two gears must very closely ap
67. ect pinion pre load is obtained remove driving flange and fit the oil seal Fig 26 after which the Fitting pinion housing oil seal utilising Churchill Tool No Mroo flange should be replaced the castel lated nut tightened to the correct torque and split pinned The differential assembly bearings are now fitted without as yet installing any packing shims suitable driver such as that which is shown in Fig 27 should be used for driving the bearings on to the crown wheel carrier 13 Fig 27 xiv Fig 28 Fitting differential bearings utilising the Churchill Tool No M89 to the differential casing The axle bearing seats are carefully cleaned and any excresences removed The differential casing is positioned and the bearing caps fitted with regard to the identification markings are tightened down and then slack ened off a 1 turn This will prevent the bearings tilting but allow sideways movement dial indicator gauge is mounted on the axle centre casing with the plunger resting on the crown wheel mounting flange Fig 28 as sembly is forced away from the dial gauge and then the indicator set to zero The assembly should then be Ascertaining the total end float of the differential casing without the crown wheelfitted The caps should be tight and then slackened 1 turn LI XV Fig 29 xvi REAR AXLE levered in the opposite direction until the taper roller bear
68. ed sideways on the shackle pin by means of a white metal covered steel thrust washer bearing on the screwed trunnion on the inside and on the outer side against a steel washer which is secured by a split pinned castellated nut During production the outer lower ends of the wishbone arms are assembled to the shackle pin to give an end float of 004 to 012 need for adjustment should only occur when the front suspension units have been disturbed Road dirt and weatherareexcluded from the grease lubricated bearings by special oil resisting rubber seals screwed trunnion at the lower end and the ball joint at the upper end of the vertical link provide the bearings for the pivoting of the road wheels Road dirt and weather are excluded from these bearings by a rubber gaiter interposed between the vertical link and the ball joint assembly at its upper end at the lower end a circular rubber seal is fitted between the trunnion and the link thread of the trunnion is sealed off by a disc let into the lower end of the threaded bore The steering lock stop consists of an eccentric roller bolted to the upper side of the trunnion and abuts against a machined face on the vertical link The vertical link which couples the upper and lower wishbone arms as previously described is a carbon steel stamping and carries the stub axle shaft the brake backing plate and the steering lever stub axle 15 of manganese molybden
69. ed to that required to just free the assembly in the casing Suitably identify the respective outer portion of the differential bearings with their inner races The inter relation of the component parts of these races must be retained when re assembling the rear axle Remove the crown wheel from its mounting flange after the withdrawal of the ten fixing bolts leaving further dismantling of the differential unit until a later stage After removal of split pinned flange nut as shown in Fig 14 and having removed the flange drive the pinion out through the casing with a hide faced hammer Lay aside the shims which are fitted between the spacer Fig 14 Fig 15 Removing split pin from driving flange securing nut and tail race for possible use when re assembling Remove pinion head bearing inner cone as shown in Fig 15 Removal of pinion head bearing utilising Churchill Tool No with slave ring TS and 84221 frame m Drive out the pinion outer rings as shown in Fig 16 removal of the outer ring of the tail bearing will also eject the oil seal and tail bearing inner cone The ejection of the head bearing outer ring will uncover the shims fitted between this and the casing 215 REAR AXLE Fig 16 0 Fig 17 216 Driving out pinion bearing outer rings utilising Churchill Tool No 208M FT71 These shims should be laid aside with the component parts of this bearing as a guid
70. ehind the rear wheel in the wing valance and chassis bracket provided and securing with bolts nuts plain and lock washers i Remove the jacks from under the body of the car REAR ROAD SPRING OVERHAUL better procedure to adopt when dealing with a road spring which has settled badly or where blades have broken is to fit a replacement only provision the Spares Department make for these springs other than complete replacements is the supply of the master blade The spring on being removed from the chassis should be laid on a surface plate and measured the measurements taken should be compared with those given in Fig 2 and a decision made as to its condition TO DISMANTLE REAR ROAD SPRING a Drift out the silentbloc bush from the forward eye of the master blade b Gripping the spring in a vice prise open the clips sufficiently to allow the removal of the leaves c Remove the centre bolt and dismantle the spring d Clean and examine the blades for cracks or breakages Damage is most likely to occur toward the centre hole of each blade e Examine centre bolt for damage and wear TO ASSEMBLE REAR ROAD SPRING a Greasetheblades with a graphite grease particularly at the ends where one blade contacts the one above b Feed the leaves on to the centre bolt and utilising a press or vice compress the assembly sufficiently to attach the nut of the centre bolt c Tap the clips ov
71. eller Shaft Assembly Simmonds Nut Flange Attachment Bolts two yokes as can be appreciated by a study of Fig 1 LUBRICATION Each spider is provided with an oil nipple and there is one fitted on the sleeve yoke assembly 3 to lubricate the sliding spline After dismantling and before re assembly the inside splines of the sleeve yoke should be liberally smeared with oil Each of the two journal assemblies are provided with an oil nipple which should be lubricated each 5 000 miles in ac cordance with the lubrication recommend ation made in the summary in General Data Section If a large amount of oil exudes from the oil seals the joint should be dismantled and new oil seals fitted 277 PROPELLER SHAFT 3 MAINTENANCE INSTRUCTIONS To test for wear Wear on the thrust faces is located by testing the lift in the joint by hand Any circumferential movement of the shaft relative to the flange yokes indicates wear in the needle roller bearings and or the sliding splines REMOVAL OF PROPELLER SHAFT a Jack up one rear wheel clear of the ground to enable the propeller shaft to be rotated b Remove nuts from bolts at both flange yokes engaging first gear as necessary to hold the shaft from turning when slackening nuts Tap out bolts and remove propeller shaft assembly 5 DISMANTLE PROPELLER Fig 3 Removing Bearing SHAFT Before commencing to dismantle propeller sleeve yoke lug on top t
72. emoved with the half shafts and brake backing plates The axle must be tilted during the fitting operations and filling the axle with oil should be delayed until the axle has been fitted to the car The fitting is the reversal of the removal For the bleeding of the hydraulic system see Brakes Section R TO DISMANTLE a Drain oil b Remove wheel securing cones wire wheel hubs only This enables the brake drum securing screws to be removed and the drums withdrawn Remove split pins as shown in Fig 11 Fig 11 Removing split pin from hub securing nut and hub securing nuts Preventing the hubs from rotating by means of a road wheel the conical washers can then be removed and the hubs complete with their splined tightening cones with drawn with a suitable tool or press Churchill Tool No M86 or S132 2 NOTE Some difficulty may be experi enced in the slackening of the nuts due to rotation of the hubs but since 214 d e f NOTE Fig 12 the axle is going to be completely dismantled the hubs can be removed at a later stage which means that the half shafts hubs brake backing plates etc must be removed as an assembly Remove brake shoes and return springs Withdraw the brake backing plates after removal of the eight bolts spring washers and nyloc nuts four from either back plate Further dismantling of the brake backing plates only require the removal of the hydr
73. eplacing of the disc wheel type hub utilising the Churchill Hub Replacing Tool No S125 12 SERVICE DIAGNOSIS Rear axle noise is usually apparent as a hum in moderate cases or as a growl in very severe cases Noises from the rear wheel bearings pro peller shaft bearing or tyres is often diag nosed as rear axle troubles Always ascertain that the noise attributed to the rear axle does actually emanate from that unit before dismantling parts Fig 35 Knock type hub I Axle casing 5 Seal and Bearing 8 Hub knock 12 Split pin Housing type 2 Hub bearing 6 Brake assembly Seis 13 Brake drum 7 Fixing bolts for 9 sSpiined taper collar 3 Axle shaft brake backing plate 10 Washer 14 ter sunk and seal bearing i 4 Oil seal housing 1r Castellated nut 15 Taper collar CAUSE REMEDY I Axle Noise a Inadequate or improper lubrication a Drain flush casing out with flushing oil and replenish with correct grade of oil See General Data Section A b Teeth broken off gears b Replace damaged parts c Contact of crown wheel and pinion c Noise during coasting move the not correctly adjusted pinion away from crown wheel Noise during driving move the pinion toward the crown wheel Do not move the pinion more than 004 when making these adjustments 2 Lubricant Leakage a Leakage in general a Reduce level of oil if overfull Clean out breather b
74. er with a hammer and an anvil so that they grip the blades firmly Failure to ensure complete tightness will result in knocks when the car is in use d Press the silentbloc bush into the for ward eye of the master blade and ensure that it does not become contaminated with grease 261 Fig 4 The Front Shock Absorber 262 t B Z 7 td V 4 6 a _ dmn b 2 E NS 2 4 d 7 INE PA WAS a 7a j XI gt 25 1 I f i APIO HMM OO bp ROAD SPRINGS AND SHOCK ABSORBERS FRONT SHOCK ABSORBER DESCRIPTION A telescopic type shock absorber is fitted utilising a stem fixing at the top with rubber bushes large diameter steel washers and lock nuts At the lower end it is first attached to a fulcrum pin bracket with rubber bushes interposed between shock absorber eye and fulcrum pin the bracket assembly is secured to the lower side of the spring pan The body of the shock absorber is in the centre of the coil spring MAINTENANCE The shock absorber is a sealed unit and requires no topping up If it is found to be unserviceable it must be replaced The only maintenance that can be required is the renewal of
75. erally because the natural direction of the wheel differs from that of the car An upstanding sharp fin on the edge of each pattern rib is a sure sign of misalign ment and it is possible to determine from the position of the fins whether the wheels are toed in or toed out Fig 12 Fins on the inside edges of the pattern ribs nearest to the car and particularly on the nearside tyre indicate toe in Fins on the outside edges particularly on the offside tyre indicate toe out With minor misalignment the evidence is less noticeable and sharp pattern edges may be caused by road camber even when wheel alignment is correct In such cases it is better to make sure by checking with an alignment gauge Road camber affects the direction of the car by imposing a side thrust and if left to follow its natural course the car will drift towards the nearside This is instinctively corrected by steering towards the road centre WHEELS AND TYRES TOE IN MORE WEAR ON L H FRONT TOE OUT MORE WEAR ON RH FRONT WHEELS PARALLEL WEAR EQUAL CAMBER DOWN Fig 13 Exaggerated Diagram showing effect of road camber on a car s progress As a result the car runs crab wise dia grammatically illustrated in an exaggerated form in Fig 13 The diagram shows why nearside tyres are very sensitive to too much toe in and offside tyres to toe out It also sh
76. ficult to diagnose although evidence of camber wear misalignment under inflation or braking troubles may be present Front tyres are at a disadvantage due to their fore and aft slip and distortion being in one direction Front tyres are connected to the car through swivelling stub axles and jointed steering linkage and they are subjected to complicated movements resulting from steering spring deflection braking and camber Load transference during braking causes increased loading and pattern displacement on front tyres and adds to the severity of front tyre operation Unbalance of the rotating assembly may also contribute to a special form of irregular wear with one half of the tyre s circumference more worn than the other half Unbalance alone does not cause the type of spotty wear illustrated but the unbalance usually becomes progressively worse as the irregular or unequal wear develops The nature of spotty wear the pattern being much worn and little 289 290 WHEELS AND TYRES worn at irregular spacings round the circumference indicates alternat ing slip grip phenomenon but it is seldom possible to associate its origin and development with any single cause It is preferable to check all points which may be contributory factors The front tyre and wheel assemblies Fins and Feathers due to severe mis alignment may then be interchanged which will also reverse their direction of r
77. for cold tyres Bleeding the tyres increases their deflections and causes their tem peratures to climb still higher The tyres will also be under inflated when they have cooled Speed High speed is expensive and the rate of tread wear may be twice as fast at 50 m p h as at 30 m p h High speed involves 4 Increased temperatures due to more deflections per minute and a faster rate of deflection and re covery The resistance of the tread to abrasion decreases with increase in temperature 11 Fierce acceleration and braking iii More tyre distortion and slip when negotiating bends and cor ners iv More thrash and scuffing from road surface irregularities Braking Driving on the brakes increases rate of tyre wear apart from being generally undesirable It is not neces sary for wheels to be locked for an abnormal amount of tread rubber to be worn away Other braking factors not directly connected with the method of driving can affect tyre wear Correct balance and lining clearances and freedom from binding are very important Braking may vary between one wheel position and another due to oil or foreign matter on the shoes even when the brake mechanism is free and correctly balanced Brakes should be relined and drums reconditioned in complete sets Tyre wear may be affected if shoes are relined with non standard material having unsuitable characteristics or dimensions espec
78. front suspension unit followed by the spring pan the latter located on the guide pins Fit the plate to the threaded rod of the Churchill Tool in such a manner that the bearing will seat in its recess and the studs of the spring pan in their recesses Follow with the bearing and fly nut d nS e The fly nut of the tool is turned to compress the spring Ensure that when the spring pan closes to the wish bone arms that it is located on the attachment studs at the inner ends of the wishbone Secure and lock washers and castellated nuts and fit two bolts with castellated nuts and lock washers at the trunnion end of the wishbone arm f When the spring pan is secured to wishbone arms the Churchill Tool can be removed and the guide pins with drawn from the wishbone arm NY The spring pan is finally secured to the wishbone arms by a nut bolt and lock washer at the front arm and a bump rubber assembly at the rear arm Lock all six nuts with split pins h The shock absorber can now be fitted as described on page 8 g TO REMOVE AND DISMANTLE FRONT SUSPENSION UNIT Before dismantling the units suitably mark the components so that they can be returned to their relative positions Carry out instructions as detailed for Remove Front Hub and Stub Axle page 7 and remove Front Road Spring page 9 then proceed as follows a Drain the hydraulic system and dis connect the flexible
79. ft axis of the car If on dismantling the column and wheel previously the components have been marked it is merely necessary to align the pops Fit the securing nut and tighten down Fit stator tube and control head See page 16 TO REMOVE STEERING UNIT a b c d 8 h i Disconnect battery lead and jack up front of car Place stands securely under frame and remove jacks Remove front bumper and front apron as described in Body Section N Remove the road wheel nearest to the steering column Using a suitable lever remove the centre tie rod from the drop arm of the steering unit Remove the control head from the centre of the steering wheel as de scribed on page 16 Remove the steering wheel as described on this page Loosen the clamp securing the column to the facia panel by slackening off the two nuts on the lower support stay this is a nut and bolt on early produc tion cars Fig 11 and the two nuts securing the clamps to the anchor bracket See page 20 Remove the clp from the rubber draught excluder Withdraw the two bolts securing the steering unit trunnion bracket to the chassis frame The steering unit may be drawn for ward and downward through the draught excluder 245 FRONT SUSPENSION AND STEERING Fig 13 The Steering Unit being removed from the k After the removal of the steering unit the drop arm can be detached from
80. g h Jack up the car place supporting stands under the chassis frame and remove lifting jack Remove road wheel Partially compress the front road spring by placing a small lifting jack under the spring pan Remove the lock nut and nut from upper end of shock absorber lowed by a plain washer and upper rubber mounting Detach the rebound rubber and its bracket from the side of the chassis frame after removing the nuts lock washers and two long bolts Remove the lifting jack from below the spring pan Remove the four nuts and lock washers from the underneath and centre of the spring pan After withdrawing the re bound rubber abutment plate the shock absorber can withdrawn through the spring plate After removing the shock absorber from the car its lower attachment brackets be removed Lift the tabs of the locking plate and remove the setscrew followed by one bracket and a rubber bush The second bracket is removed from the shock absorber together with the rubber bush the latter can be with drawn from the fulcrum pin of the bracket assembly TO FIT SHOCK ABSORBER a Examine all rubber bushes to ascertain that they are in good order Also ensure that the fulcrum pin is securely welded to the shock absorber attachment bracket 236 p 4 y RUBBER m 4 FULCRUM 2 BUSHES SECTION SHOWING RUBBER BUSHES LOWER END OF DAMPERS Fig 5 Section showing Rubber Bushe
81. ge yoke with soft hammer to remove the two remaining bearing races Removing the Yoke TO EXAMINE AND CHECK FOR WEAR The parts most likely to show signs of wear after long usage are the bearing races and spider trunnions Should looseness in the fit of these parts load markings or dis tortion be observed they must be renewed complete as no oversize journal bearing races are provided It is essential that bearing races are a light drive fit in the yoke In the rare event of wear having taken place in the yoke cross hole the holes will most certainly be oval and such yokes must be replaced In the case of wear of the cross holes in a fixed yoke which is part of the tubular shaft assembly only in cases of absolute emergency should this be replaced by welding in a new yoke normal pro Fig 6 cedure is to replace by a complete shaft assembly other parts likely to show signs of wear are the splines of the sleeve yoke or splined stub shaft A total of 004 circumferential movement measured on the outside diameter of the spline should not be exceeded In the event of the splined stub shaft re quiring renewal this must be dealt with in the same way as the fixed yoke Le a replacement tubular shaft assembly fitted TO ASSEMBLE See that the trunnion assemblies are well lubricated with one of the oils recom mended Assemble needle rollers in bearing recess smearing the walls of the races with va
82. he stator tube must be free to allow a portion to be drawn into the tube when the steering wheel is adjusted to a higher position STEERING STIFFNESS If after greasing all points of the steering stiffness persists the following procedure is recommended a Jack up the front of the car and turn the steering wheel from lock to lock A very slight resistance should be felt when the steering is almost in the straight ahead position If this stiffness is appreciable and extends to a distance either side of the straight ahead posi tion the rocker shaft adjusting screw situated in the steering box top cover is bearing too heavily on the lever head of the shaft The screw should be un locked and slackened off by a fraction of a turn and then relocked Should this fail to improve the condition further investigation must be carried out b Loosen off completely the nuts of the steering column tie situated under the facia panel followed by the two nuts securing the clamps to the anchor bracket If the column moves more than 1 from its clamped position c d e f 8 reposition by slackening the bolts securing the steering box to its mount ing bracket and the mounting bracket to the chassis frame Move the steering unit to its correct position Secure the mounting bracket to the chassis and the steering unit to the mounting bracket The clamp attachments to the anchor bracket should be made finger tight
83. he rocker shaft should only be made after ensuring that NO end float exists in the inner column TO REMOVE CONTROL HEAD FROM STEERING WHEEL a Disconnect the horn flasher control wires at the snap connectors situated on the wing valance Suit ably identify these wires for subsequent reconnection if the colouring is not distinguishable Slacken off the gland nut which secures the stator tube to the end cover of the steering box Slacken the three grub screws which are situated radially in the steering wheel hub Withdraw the control head and stator tube from the steering column e The stator tube can now be withdrawn from the control head These com ponents are a slide fit just below the control head b NY d N TO FIT CONTROL HEAD AND STATOR TUBE TO THE STEER ING WHEEL a Place the steering wheel in the straight ahead position This position can be checked by inspecting the alignment of all four wheels b Feed the stator tube with the anti rattle springs in position into the inner column of the steering unit with the tube slot uppermost and at the 12 o clock position Allow approximately 1 inch of tube to protrude from the end cover of the steering box C 4 b FRONT SUSPENSION AND STEERING Fit the brass olive to the protruding stator tube and secure with the gland nut Loosen nut back one turn this is retightened in a later oper
84. hose as described in Brakes Section Remove the grease catcher by removing four nuts and bolts Release the tabs of the locking plates and withdraw the lower 238 10 two of the four bolts securing the brake backing plate to the vertical link followed by the upper two bolts These bolts pass through the vertical link and distance pieces and thence through the steering lever on the withdrawal of these bolts it will be necessary to hold the steering lever and collect the bushes Alternately the brake plate can be removed from the vertical link without draining the system Fig 7 b Remove the nyloc nuts from the ends of the lower wishbone fulcrum pin followed by the nuts bolts and lock washers securing the fulcrum pin sup port brackets to the chassis frame The support brackets can now be removed Remove the split pins from the outer ends of the lower shackle pins Remove the castellated nuts grease seals and washers from both ends of the shackle pin d The wishbone arms can now be re moved and the thrust washer and grease seal withdrawn from the shackle pin Fig 7 The Front Suspension Unit partially dis mantled e Remove the two bolts nuts plain and locking washers followed by the two setscrews and spring washers from the upper fulcrum pin f The front suspension unit can now be lifted away from the car 15 h i 0 10 FRONT SUSPEN
85. ially if the linings differ between one wheel position and another in such a way as to upset the brake balance Front tyres and par ticularly near front tyres are very 286 sensitive to any condition which adds to the severity of front braking in relation to the rear Picking up of shoe lining leading edges can cause grab and reduce tyre life Local pulling up or flats on the tread pattern can often be traced to brake drum eccentricity Fig 5 The braking varies during each wheel revolution as the minor and major Fig 5 Local excessive wear due to Brake Drum Eccentricity axes of the eccentric drum pass alter nately over the shoes Drums should be free from excessive scoring and be true when mounted on their hubs with the road wheels attached Climatic Conditions The rate of tread wear during a reason ably dry and warm summer can be twice as great as during an average winter Water is a rubber lubricant and tread abrasion is much less on wet roads than on dry roads Also the resistance of the tread to abrasion decreases with in crease in temperature Increased abra sion on dry roads plus increased tem peratures of tyres and roads cause faster tyre wear during summer periods For the same reasons tyre wear is faster during dry years with comparatively little rainfall than during wet years When a tyre is new its thickness and pattern depth are at their greatest It follows that heat ge
86. ings go hard home The reading on the dial gauge 062 for example will indicate the total side float of the crown wheel carrier and should be noted for later reference The crown wheel carrier is now re moved from the axle centre casing so that the sun gears planet gears and thrust washers can be assembled the cross pin being used to locate the two planet gears with their respeceive thrust washers temporarily in position Fig 29 Subsequently the planet gears are Location of planet gears for entry into the differential casing rotated round the sun wheel through 90 degrees the cross pin being with drawn to allow the gears to assume their normal fitted position and the cross pin finally fitted and secured by its locking pin this pin being located by centre popping The crown wheel is fitted to the crown wheel carrier the fixing bolts thoroughly tighten to 22 24 lbs ft and secured with their respective lock ing plates NOTE The crown wheel attachment bolts were increased in diameter from to 3 at rear axle No TS 4731 The crown wheel is checked for flush fitting against the flanged face of the 220 14 xvii carrier witha feeler gauge thus ensuring that the crown wheel goes right home and also that there can be no question of casting distortion The maximum permissible run out of the crown wheel and crown wheel mounting flange is 003 The flange can be checked before the fitting of
87. ion thread the bakelite washer spigot uppermost over the splines of the inner column and locate it on the top of the outer column Slightly grease the splines Fit the telescopic metal shroud on to the steering column placing the smaller diameter downwards to engage the spigot of the bakelite washer The large diameter end of the metal shroud fits into the metal cupped washer the plane side of which abuts against the locking sleeve d With the three spokes of the steering wheel forming a and ensuring that the locking sleeve is loosened position the wheel on the splines of the inner column so that the lowermost spoke is pointing vertically downwards e Push the wheel down to its fullest ex tent and tighten locking sleeve This will uncover an annular groove in the upper end of the inner column The circlip can now be fitted Fig 16 Fit the control head as described in To fit Control Head to Telescopic Steering Wheel page 23 g The work can be completed as de scribed in fit Steering Unit page 18 operations and 1 inclusive 18 REMOVE TELESCOPIC ADJUSTABLE STEERING WHEEL AND STEERING UNIT a Proceed as described under To re move Steering Unit page 17 opera tions a to d inclusive 290 b Remove the control head and stator tube as described under remove Control Head on this page Fig 16 The circlip in position on the inner colu
88. irs which 757 NOMINAL INSET are located at right angles to the orig inal pairs At each stage of the tensioning the truth of the wheel should be checked both for lateral buckle and up and down movement gallop Then check ing any buckle or gallop by giving a slight additional or reduction of tension to the appropriate spoke or sets of spokes It is important that as little additional tension as possible is given when tru ing the wheel The desired condition when the wheel is finally true is that each spoke should have as near as pos sible the same tension as its neighbour This condition can be attained by slackening the tension of one spoke as as well as increasing that in the opposite spoke to position the rim correctly An experienced wheel builder will be able to gauge when the correct tension has been reached either by the general feel of the spokes or by the ringing note which the spokes will give when lightly struck with a small spanner or similar metal object When building is complete the spoke ends should be examined to ensure that none protrude through the nipple Any protrusions should be filed off and the filings brushed away from the rim 296 SPOKES Kx Bx 7 SWG 08 POSITION LENGTH BEND DUNLOP N ABB 116 6X 30 94 SP 222 C amp D 32 4 40 95 5 222 NOMINAL INSET X OUTSIDE DISH 3 2 14 Wheel Building Dimensions Service Instru
89. king the tube should be removed for a water test Do not over inflate and do not reduce pressures which have increased owing to in creased temperature See Factors Affecting Tyre Life and Performance page 3 a Valve Cores and Caps Valve cores are inexpensive and it is a wise precaution to renew them periodically Valve caps should always be fitted and renewed when the rubber seatings have become damaged after constant use b Tyre Examination Tyres on cars submitted for servicing should be examined for 284 Inflation pressures Degree and regularity of tread wear Misalignment Cuts and penetrations Small objects embedded in the treads such as flints and nails Impact bruises Kerb damage on walls and shoulders Oil and grease Contact with the car Oil and grease should be removed by using petrol sparingly Paraffin is not sufficiently volatile and is not recom mended If oil or grease on the tyres results from over lubrication or defective oil seals suitable correction should be made Repair of Injuries Minor injuries confined to the tread rubber such as from small pieces of glass or road dressing material require no attention other than the removal of the objects Cold filling compound or stopping is unnecessary in such cases More severe tread cuts and wall rubber damage particularly if they penetrate to the outer ply of the fabric casing require vulcanised re
90. locating pin used stepped shape but this is to be changed in the near future to the parallel type pin as shown in the main illustration Incorporated axle No TS 6260 onwards The axle shafts are splined at both ends The inner end fitting into the sun wheels and the outer extremity accommodating the wheel bearing and hub The hub is secured to the splined end of the axle shaft by means of a splined taper collar a shaped washer and a castellated nut The wheel bearing is accommodated the axle sleeve and a housing which is bolted to the flanged end of each axle tube The inner portion of the wheel bearing is gripped between the hub and a flange on the axle shaft The differential casing is mounted on two taper roller bearings the position of these being adjusted by means of shims inter posed between them and the casing itself disposition of these shims decides the crown wheel and pinion depth of engage ment and the thickness of these the amcunt of pre loading 210 2 TO REMOVE HUBS a Remove the nave plate b Withdraw the split pin from end of axle shaft Partly release the torque on the castellated hub securing nut c Jack up the car remove the castellated nut the road wheel and by the with drawal of the two countersunk set screws remove the brake drum d Remove the washer and the splined taper collar from the axle shaft Fig 3 Hub removal utilising the Chu
91. mn I9 of the steering unit c Loosen the clamping nut of the steering wheel hub and lower the wheel to its fullest extent hub and inner column may be marked for simplified replacement d Remove the circlip from its annular groove situated at the top of the inner column e Loosen the hub clamp to allow the steering wheel to be drawn from its column and at the same time hold the metal shroud assembly f Remove the cupped washer from the top of the metal shroud followed by the shroud and bakelite washer from the top of the outer column g Proceed with operation g and onwards as detailed in remove Steering Unit page 17 TO REMOVE CONTROL HEAD FROM CENTRE OF TELESCOPIC STEERING WHEEL sequence for removal is similar to that of the normal equipment other than the stator tube need not be released by loosening the gland nut and olive at the end cover of the steering box 21 FRONT SUSPENSION AND STEERING 20 FIT CONTROL HEAD AND STATOR TUBE TO TELESCOPIC STEERING WHEEL The procedure is the same as fitting the normal equipment but it may be considered necessary to apply a smear of grease to the upper slotted end of the stator tube to ensure freedom of movement It must be pointed out that over greasing at this point may lead to corrosion of the rubber nsula tion of the electrical harness and cause short circuiting The electrical harness protruding from t
92. n oil seal fitted at its lower extremity The shaft which protrudes through the case is splined to receive the drop arm The stator tube which carries the control wires of the electric horn and flashing indi cators is held in position by the bottom cover plate a gland nut and an olive the latter also provides an oil tight seal The unit is attached to the chassis frame by a trunnion bracket at its lower end and braced in the body of the car to the facia 243 2 FRONT SUSPENSION AND STEERING MAINTENANCE An oil filler is provided in the form of a rubber plug which is located on the steering column at approximately 12 from the steering box A high pressure oil should be used for replenishment See Lubrication Chart for Recommended Lubricants The felt bush in the top of the column outer tube is graphite impregnated and should therefore require no additional lubrication If owing to extreme climatic conditions a squeak should develop in the bush extra lubrication should be by colodial graphite Oil should not be used since it tends to make the bearing sticky An occasional check for tightness should be made to the steering drop arm the ball joints and also the steering box securing bolts Adjustment of the steering box can be affected in two ways firstly by shims interposed between the steering box and its end cover and secondly by a setscrew mounted in the top cover ADJUSTMENT OF STEERI
93. necessary to By inserting a screwdriver blade into the cut of the split tapered collar the collar will expand and allow it to be withdrawn from the hub Remove the two countersunk brake drum securing screws and withdraw the brake drum Fit the Churchill hub removing remove the It should be remembered See Fig 4 The removal of the knock on type hub utilising the Churchill Hub Removing Rings 5132 with the S4221 frame and slave ring Shown with brake assembly removed for photographic purposes alternate method of hub removal is to remove the axle shaft complete as described this page This necessi Fig 5 tates the severing of the hand brake and hydraulic connections and re moving the brake backing plate TO REPLACE HUBS type Fig 35 The replacement of the hubs is the reversal of their removal However the following Centre lock points should be noted a The axle shafts of later production cars provide an interference fit with the hubs To facilitatethe replacement of the hubs the Churchill hub replacing Tool No 125 was introduced and is illustrated in Fig 5 The replacing of the knock on type hub utilising the Churchill Hub Replacing Tool No Si25 Shown with brake assembly removed for photographic purposes b When the axle shafts are out of the casing it is still necessary to use the hub replacing tool or a fly press TO REMOVE AXLE SHAFT a Jack up car and remove
94. neration and pattern distortion due to flexing cornering WHEELS AND TYRES driving and braking are greater than when the tyre is part worn Higher tread mileages will usually be obtained if new tyres are fitted in the autumn or winter rather than in the spring or summer This practice also tends to reduce the risk of road delays because tyres are more easily cut and penetrated when they are wet than when they are dry It is therefore advantageous to have maximum tread thickness during wet seasons of the year Road Surface The extent to which road surfaces affect tyre mileage is not always realised Present day roads generally have better non skid surfaces than formerly This factor combined with improved car performance has tended to cause faster tyre wear although develop ments in tread compounds and patterns have done much to offset the full effects Road surfaces vary widely between onc part of the country and another often due to surfacing with local material In ACTUAL PATH M Zu WITH NO SLIP ANGLE some areas the surface dressing is coarser or of larger mesh than in others The material may be com paratively harmless rounded gravel or more abrasive crushed granite or knife edged flint Examples of surfaces pro ducing very slow tyre wear are smooth stone setts and wood blocks but their non skid properties are poor Bends and corners are severe on tyres because a car can be
95. nes are of a much greater length The outer column is shorter than the normal equipment to allow the increased length of the inner column splines to be utilised iii The distance of the steering wheel from the driver can be increased by 21 inches Steering Wheel The steering wheel is the three equi distance spoke type and is a slide fit on the splines of the inner column it is held at its maximum point of extension by a circlip fitted in an annular recess machined at the top of the splines See Fig 16 The lower length of splines between the underside of the steering wheel and the top of the outer column is covered by a telescopic metal shroud This metal shroud is supported at its smaller bottom end by a spigotted bakelite washer and positioned at its upper end under the steering wheel locking sleeve by a plated steel cup washer The steering wheel hub consists of a steel internally splined sleeve as its centre with a castaluminium surround The lower end extruding portion of the steel insert is split threaded and is provided with an externally tapered flange to accommodate aluminium steel lined locking sleeve An internal taper corresporiding to that on the lower extension of the steering wheel hub is machined at the bottom of the locking sleeve bore When the locking sleeve is screwed to the hub insert a chuck action is developed thus locking the steering wheel to the external splines on the inne
96. ntioned a great deal of work is eliminated 267 JI 1019 FRAME UNIT 43 78 43 72 5265 L 4125 NOTE THE POINTS C ARE SYMMETRICAL ABOUT THE CENTRE LINE WITHIN THE TOLERANCE OF A DIM 229 Fig 1 268 CC POINTS C SEE NOTE NT S b 550 3700 4400 4 19 577 P 79 uero pu Rem 49 06 88 OO WHEEL BASE 49 FRAME DATUM Plan view of Frame Unit Side view of Frame Unit FRAME UNIT 14 25 15 18 1 eoo 2 7Y am 15 00 15 007 _ MAX PERMISSABLE VARIATION BETWEEN wean OVER THIS LENGTH 22207 39 880 13850 4 SHACKLE TUBE REAM 875 DIA BOTH SIDES 99 1 5990 TO REAR CROSS TUBE 6 _ PERMISSABLE VARIATION BETWEEN SIDEMEMBERS OVER THIS LENGTH 2 10 2 269 FRAME UNIT DIA TUBE FRAME DATUM 154 DIA TUBE Fig 2 3 5 aE 11 EM 0 14 9 EF GH The car prepared for the assessment of accidental damage in particular the assessment of cradling for clarification purposes only the chassis frame is shown PREPARATION OF CAR Fig 2 a
97. ole the shorter of the two bolts utilises the upper hole Leave both boits loose at this juncture Secure the column to the mounting bracket under the facia panel by tight ening the two nuts on the lower support stay this was a nut and bolt on early production cars and the nuts securing the clamps to the anchor bracket See page 20 Tighten the two bolts securing the trunnion bracket to the chassis frame and finally the two bolts of the trunnion bracket to the steering unit Fit the centre tie rod to the drop arm and secure with the nyloc nut and plain washer Tighten the draught excluder clip Fit the steering wheel as described on page 17 Fit the control head and stator tube see page 16 Fill steering box with high pressure oil recommended in General Data Section Fit front apron and front bumper as described in Body Section N m Replace road wheel jack up car to remove stands and lower car to ground Reconnect battery 10 DISMANTLE STEERING UNIT a b Remove nut and lock plate and utilising a suitable puller Churchill Tool No M 91 remove the drop arm On no account must the drop arm be re moved by hammer blows as this may seriously damage the conical pin on the rocker shaft and also the cam of the centre column Slacken off the two pinch bolts attach ing the trunnion bracket to the body of the rocker shaft housing and remove bracket 9 f
98. or Squareness ue m 6 Checking Side Members for Bowing 7 ILLUSTRATIONS Page Fig 1 Fig 2 Fig 3 Fig 4 Fig 5 Side view of Frame Unit Preparing the car to assess accidental damage and check ing Frame for Cradlinp see mee 2 Generating the 8 points for assessment of accidental damage Checking Frame for Squareness _ ON Checking Frame for Bowing e Plan view of Frame Unit Folding page 1 amp 2 NSA FRAME UNIT DESCRIPTION Fig 1 A rigid structure is provided the frame side members being formed by opposed steel pressings welded together giving tubular type side members of rectangular section Welded at the front and rear ends of the side members are two tubular cross mem bers The front tube is 14 diameter and is supported by the steering unit and idler unit mounting brackets welded to the side members The rear tube of 1 diameter is welded between the two side members second tube just forward of the rear one protrudes through the side members and to it the rear road spring shackle brackets are welded The centre of the frame is braced by channel sectioned steel pressings forming a rigid cruciform structure and stiffened at its centre by heavy gauge plates This structure carries the gearbox and handbrake mount ing brackets At the front end but a little to the rear of the tubular cross member the frame is braced by opp
99. ortion of the switch screw the switch securely into the top cover Repeat the procedure with the Third and Top isolator switch TO STARTER SOL SWITCH WHITE FEED SIDE OPERATING ISOLATOR ITCH SWITCH wi w2 l RELAY CONTACTS ISOLATOR CI C2 SWITCH AMMETER IF FITTED BROWN WIRE BATTERY SIDE CLOSING HOLDING CCIL INTERNAL WHERE NO AMMETER IS SWITCH FITTED RUN TO BROWN amp BLUE ON HEAD LAMP SWITCH Fig 43 Wiring Diagram Wiring The switches are wired in parallel Fig 43 and the necessary link lead from switch to switch is obtainable under Part No 502412 One of the link wires is connected to earth Fig 41 remaining link wire is connected through a snap connector to one side of the operating switch Top Cover Conversion Pack Part No 503219 The following is a list of the parts included in the pack to convert the old type cover assembly part No 502078 to 502411 1 Top Cover Casting 301768 1 1st and 2nd Selector Fork 110753 1 Top and 3rd Selector Fork 110754 2 Welch Plugs 54505 1 Isolator Switch 42781 6 Packing Washers 502146 1 Link Lead 502412 3 Welch Plugs 104449 Overdrive Kit Part No 501803 for R H Part No 502104 for L H These kits may be used either a Where a car is to be fitted with over drive on all gears and is already fitted with a top cover Part No 502411 b To convert cars fitted with the old type over
100. osa steel LL welded together orming a rigid box section cross member This member forms the lower points of attachment for the front suspen sion and engine mountings It is built up to form the upper abutments for the front road springs and this upper structure is braced bya detachable tubular cross member and by supports to the two side members Welded in position approximately half way along the inner side of each side member are the jacking brackets each cruciform member is welded an outrigger body sup port bracket these brackets pass through and are supported by the side members There are four such brackets The complete frame is protected from corrosion by rust proofing THE ASSESSMENT OF ACCIDENTAL DAMAGE For this purpose reproduction drawings of the chassis frame giving the necessary dimensions are given as Fig 1 Even when a car has suffered only superficial damage it is possible that the frame mem bers have been displaced which will result in the road wheels failing to track correctly and it is recommended that the frame is checked for squareness It is possible to check the frame dimension ally to satisfactory degree of accuracy without first removing the body For clarity the chassis frame only is shown in the illustrations of this section Details of checks for twist cradling squareness and bowing are given in this section By carrying out these checks in the order me
101. ot valve plate Fv lifts and oil is recuper ated to the lower part of the cylinder B General slow speed damping is accomplished by bleed orifices built into the valve mechanism The maximum load of compression bump is 200 lbs and on extension rebound 500 Ibs TO REMOVE OR REPLACE FRONT SHOCK ABSORBER This is detailed in the Front Suspension Section under this heading REAR SHOCK ABSORBER DESCRIPTION Fig 5 The shock absorber body is attached to the brackets welded to the upper sides of the chassis frame and linked to the rear axle by an arm splined to the shock absorber spindle and a connecting link to a plate assembly mounted on the underside of the road spring The body has two equal sized cylinders accommodating steel pistons which are recip ricated through short connecting rods and are coupled to the crank plate which is attached to the spindle When the axle moves relative to the car this movement is allowed by the road spring the arm is moved up or down and as it is splined to a spindle the latter rotates The spindle is a splined fit in the crank plate this plate being coupled by means of connecting rods to the pistons in which are situated lightly loaded recuperating valves The pressure is built up in one cylinder or the other and since the cylinders are connected by ports in the body to the valve chamber this pressure is dependent on the valve setting 5 oc w end Ww
102. otation or better still the front tyres may be interchanged with the rear tyres Points for checking are a Inflation pressures and the con sistency with which the pressures are maintained b Brake freedom and balance shoe settings lining condition drum condition and truth c Wheel alignment d Camber and similarity of camber of the front wheels e Play in hub bearings king pin bearings suspension bearings and steering joints f Wheel concentricity at the tyre bead seats S M M amp T toler ances provide for a radial throw not exceeding 45 but this may be affected impact or other damage g Balance of wheel and tyre assem blies h Condition of road springs and shock absorbers Corrections which may follow a check of these points will not always effect a complete cure and it may be necessary to continue to interchange wheel posi tions and reverse directions of rotation at suitable intervals Irregular wear may be inherent in the local road conditions such as from a combination of steep camber abrasive surfaces and frequent hills and bends Driving methods may also be involved Irregular wear is likely to be more prevalent in summer than in winter particularly on new or little worn tyres WHEEL ALIGNMENT AND ITS ASSOCIATION WITH ROAD CAM BER It is very important that correct wheel alignment should be maintained Mis alignment causes a tyre tread to be scrubbed off lat
103. ove the link from the shock absorber arm this is a taper fit Remove the connect ing link from between chassis frame and spring d Remove the bolts and nyloc nuts secur ing the body of the shock absorber to its bracket on the chassis frame and withdraw the shock absorber and connecting link TO FIT REAR SHOCK ABSORBER a Remove the connecting link from the shock absorber arm b Offer up the shock absorber to its bracket on the chassis frame in such a manner that the body faces outwards and the arm points rearwards Secure with two bolts and nyloc nuts With the spherical knuckle of the con necting link lowermost offer up the link to the shock absorber arm and spring plate the link should be positioned between the road spring and chassis frame with the nuts away from the centre line Holding the hexagon of the lower attachment bolt secure the link to the spring plate with nyloc nut and plain washer d Utilising a nut and lock washer secure the connecting link to the shock absorber arm e Fit road wheel and remove jacks Service Instruction Manual FRAME UNIT J SECTION J 265 266 FRAME UNIT INDEX Page Description Seas 3 The assessment of accidental damage EC 3 Preparation of the t ide 4 Checking Side Members for Twist sae ss 5 Checking Side Members for she du 5 Checking Side Members f
104. ow the steering wheel to travel approximately 21 turns from lock to lock The cam takes the form of a spiral whilst the lever carries a conical shaped peg which engages in this cam As the conical peg does not reach the bottom of the spiral cam the depth of engagement can be adjusted This is effected by a hardened steel setscrew mounted on the top cover the screw when turned clockwise con tacts the lever s upper face and holds the conical peg in engagement with the cam The steering gear is a self contained and oil tight unit The cam attached permanently 15 Description Bolt Nut Idler Lever Idler Bracket Oil Seal Grease Nipple Centre Tie rod Silentbloc Bush and Fulcrum Pin Nyloc Nut Plain Washer Tie rod R H Inner End Assembly R H Outer End Assembly L H Inner End Assembly L H Outer End Assembly Rubber Gaiter Grease Nipple R H Threaded Lock Nut L H Threaded Lock Nut Nyloc Nut Plain Washer Steering Wheel Steering Wheel Nut Bolt Plain Washer Tie Rod Thick Washers Lock Washer Nut Fitted in place of 30 after Comm No TS 1390 See page 20 to the inner column which in turn is mounted on caged ball bearings immediately above and below the cam with a graphite impregnated bearing at its other end The lever to which the conical shaped peg is attached is an integral part of the rocker shaft assembly and the latter is mounted in a plain bearing the bore has a
105. own wheel and pinion Crown wheel bolt See note 2 page 4 Tab washer Tab washer Pinion head bearing Crown wheel run out Backlash between crown wheel and pinion Distance from ground thrust face on pinion to centre of crown wheel Pinion bearing pre load measured without oil seal Pinion head bearing ring shim Pinion bearing spacer Pinion tail bearing Pinion shaft shims Pinion shaft oil seal Pinion driving flange Castellated nut Washer Cotter pin Rear cover Joint washer Oil filter plug Washer Rear axle shaft Hub bearing Hub oil seal Bearing housing Hub assembly Wheel stud Splined collar Castellated nut Washer Cotter pin Not more than 003 004 006 3 4375 15 18 in lbs Pre load for differential bearings Allowance for 002 to 004 shims spread over both bearings Diameter of differential bearings Pinion nut tightening torque Hub securing nut tightening torque 125 145 lbs ft with special nut fitted to axle No TS 8039 onwards GENERAL DESCRIPTION Fig rear axle is of the hypoid semi floating type with shim adjustment for the differen tial bearings and for the endwise location of the pinion in relation to the crown wheel axle sleeves are pressed into the centre casing and each sleeve is located by four pegs The centre casing is a casting which accom modates the differential cage and the 2 8446 2 8440 2 8460
106. ows why sharp fins may appear on one tyre but not on the other and why the direction of misalignment can be deter mined by noting the position of the fins Severe misalignment produces clear evi dence on both tyres front wheels on a moving car should be parallel Tyre wear can be affected notice ably by quite small variations from this condition It will be noted from the dia gram that even with parallel wheels the car is still out of line with its direction of move ment but there is less tendency for the wear to be concentrated on any one tyre The near front tyre sometimes persists in wearing faster and more unevenly than the other tyres even when the mechanical con dition of the car and tyre maintenance are satisfactory The more severe the average road camber the more marked will this tendency be This is an additional reason for the regular interchanging of tyres a Precautions when measuring Wheel Alignment i The car should have come to rest from a forward movement This ensures as far as possible that the wheels are in their natural running positions ii It is preferable for alignment to be checked with the car laden iii With conventional base bar tyre alignment gauges measurements in front of and behind the wheel centres should be taken at the same points on the tyres or rim flanges This is achieved by marking the tyres where the first reading is taken and moving the car forwards a
107. p arm Having removed all end float as described in operation f adjust the depth of engagement of the rocker shaft and the cam by means of the screw mounted in the top cover The screw is turned clockwise to increase the depth of engagement or anti clockwise to reduce the depth The engagement is said to be correct when slight resis tance is felt when the rocker shaft is in the straight ahead position Fit the graphite impregnated bush to the upper end of the outer column The steering wheel securing nut is loosely attached to the inner column for safe keeping REMOVAL AND REPLACEMENT OF DROP ARM It should be noted that it is not possible to remove the drop arm of the steering unit without first removing the unit from the car This sequence is covered under remove Steering Unit page 17 247 CI Fig 14 FRONT SUSPENSION AND STEERING The drop arm must only be removed by a special puller Tool No M 91 15 commended a hammer must not be used since any blow would be transferred to the hardened conical pin in the rocker shaft lever which would in turn indent the cam gear and damage the unit The drop arm should only be replaced when the trunnion bracket is in position on the rocker shaft housing The arm is set in such a manner that it will point rearwards and downwards and the scribe line on the end of the rocker shaft will align with that on the drop arm and appear to be continuous Should there be
108. pairs The Dun lop Spot Vulcanising Unit is designed for this purpose and it is also suitable for all types of tube repairs Injuries which extend into or through the casing except clean nail holes seriously weaken the tyre Satisfactory repair necessitates new fabric being built in and vulcanised This requires expensive plant and should be under taken by a tyre repair specialist or by the tyre maker Loose gaiters and stick in fabric repair patches are not satisfactory sub stitutes for vulcanised repairs and should be used only as a temporary get you home measure if the tyre has any appreciable tread remaining They can often be used successfully in tyres which are nearly worn out and which are not worth the cost of vulcanised repairs Clean nail holes do not necessitate cover repairs If a nail has penetrated the cover the hole should be sealed by WHEELS AND TYRES a tube patch attached to the inside of the casing This will protect the tube from possible chafing at that point If nail holes are not clean and par ticularly if frayed or fractured cords are visible inside the tyre expert advice should be sought FACTORS AFFECTING TYRE LIFE AND PERFORMANCE a Inflation Pressures 2 Other things being equal there is an average loss of 13 tread mileage for every 10 reduction in inflation pres sure below the recommended figure The tyre is designed so that there is minimum pattern shuffle
109. placed Wheel nuts should be free on their studs When fitting a wheel all the nuts should be screwed up very lightly making sure that their seatings register with the seatings in the wheel Wire Wheel and Hub Cap WHEELS AND TYRES Final tightening should be done pro gressively and alternately by short turns of opposite nuts to ensure correct seating and to avoid distortion Wheels with damaged or elongated stud holes resulting from slack nuts should be replaced Rim seatings and flanges in contact with the PEN beads should be free from rust and irt WIRE WHEELS Fig 18 See Front Suspension and Steering Section also Rear Axle Section for special hubs a To Remove Wheels i Jack up the car ii With a copper headed mallet tap the lugs of the hub cap in the direction stated thereon Caps fitted UNDO UNDO jon right RIGHT SIDE hand side lof car Caps fitted UNDO UNDO jon left LEFT SIDE hand side of car iii gripping the tyre with both hands the wheel can be pulled off the hub b To Revlace Wheels i Lightly grease the splines of the hub and the thread of the hub cap ii Slide wheel to hub and secure the hub caps iii Tap the lugs of the cap with the copper headed mallet to secure the wheel RIGHT HAND SIDE CAPS ARETURNEDANTI CLOCKWISE TO TIGHTEN LEFT HAND SIDE CAPS ARE TURNED CLOCKWISE TO TIGHTEN Remove jacks 13
110. pproximately half a road wheel revolution before taking the second reading at the same points With the Dunlop Optical Gauge two or three read ings should be taken with the car moved forwards to different posi tions 180 road wheel turn for two readings and 120 for three readings An average figure should then be calculated Wheels and tyres vary laterally within their manufacturing toler ances or as the result of service and alignment figures obtained without moving the car are un 291 4 WHEELS AND TYRES CAMBER CASTOR AND KING PIN INCLINATION These angles normally require no attention unless they have been disturbed by a severe impact or abnormal wear of front end bearings It is always advisable to check them if steering irregularities develop Wheel camber usually combined with road camber causes a wheel to try to turn in the direction of lean due to one side of the tread attempting to make more revolutions per mile than the other side The resulting increased tread shuffle on the road and the off centre tyre loading tend to cause rapid and one sided wear If wheel camber is excessive for any reason the rapid and one sided tyre wear will be correspondingly greater Unequal cambers introduce un balanced forces which try to steer the car one way or the other This must be countered by steering in the opposite direc tion which results in still faster tread wear When tyre wear associated with camber result
111. press or gentle tapping with a copper faced mallet Fit the rubber sealing ring to the lower end of the vertical link followed by the bottom trunnion assembly which is a screw fit on the vertical link The trunnion is screwed home and then turned back approximately one turn so that the shackle pin lies parallel to the fore and aft line of the car but between the base of the vertical link and the chassis frame 239 ix x xi xii FRONT SUSPENSION AND STEERING Feed the locking washer and steering lock stop bush on to the steering stop securing bolt and attach to the bottom trunnion assembly The bolt is left finger tight at this juncture Fit two rubber bushes to the inner lower fulcrum pin situated on the upper face of the chassis frame one to each side Fit two thrust washers to the shackle pin one to each side followed by the grease seal The lower wishbone arms are now fitted over the rubber bushes on the inner fulcrum pin and on to the shackle pin simultaneously Fit a second pair of rubber bushes on to the inner fulcrum pin and into the lower wish bone arm followed by the support bracket the two holes of which are lowermost Secure with the nyloc nut but do not fully tighten at this juncture RUBBER BUSHES iam i uu 6 2 lt lt Lt SECTION SHOWING RUBBER BUSHES LOWER WISHBONE INNER FULCRUM Fig 9 Section showing Rubber Bushes a
112. proximate that used when the gears where lapped to gether after heat treatment during manu facture The datum position of the pinion with re lation to the crown wheel is specified as 3 4375 from the ground thrust face on the back of the pinion to the centre line of the differential bearings It is also important that not only should this datum position be achieved but that sufficient bearing pre load should be arranged to ensure the maintenance of the specified relations in service Having cleaned the abutment faces and bearing housings thoroughly and removed any excrescences from these surfaces the following procedure for re assembly is recommended i Fit the outer rings of the pinions two bearings pulling them into place with a special tool Fig 18 Fig 18 REAR AXLE Fitting pinion bearings outer rings utilis ing Churchill Tool No M7o ii Fit the dummy pinion M 84 the pinion bearing inner cones and install into the axle centre casing tightening the flange nut progressively until the correct pinion pre load of 15 18in Ibs is obtained iii Install the pinion setting gauge in the axle centre casing Fig 19 after zeroing the dial with a ground button held firmly on the gauge plunger Fig 20 and tighten bearing caps This gauge is used to assess the shim thickness which Fig 19 Pinion setting gauge Churchill Tool No M8 assembled to axle centre casing 11
113. r column 21 Fig 15 The Telescopic adjustable Steering Unit ommoou Spigotted Bakelite Washer Metal Telescopic Shroud Plated Steel Cup Washer Locking Sleeve Telescopic Steering Wheel Flasher Control Control Head d The length of these splines permit the range of adjustment and the circlip mounted in its annular groove limits the upwards movement The telescopic metal shroud covers and protects the splines at all points of adjustment The Control Head The contro head mounted in the steering wheel centre is similar to the normal equipment with the exception of the stator tube This consists of a short tube with indents at its lower end to form a key and a longer tube with a slot at its upper end The two tubes telescope together the indents engage ing with tbe slot provided The purpose of this key and slot is two fold firstly to prevent rotation with the steering wheel and secondly to provide telescopic action as the steer ing wheel is adjusted on its splines 249 FRONT SUSPENSION AND STEERING 17 FIT THE TELESCOPIC ADJUSTABLE STEERING UNIT AND STEERING WHEEL a With the exception of the steering wheel the fitting of this unit does not differ from that of the normal equip ment Follow the sequence given in Fit Steering Unit see page 18 operations a to b Ensuring that the car is on level ground and the road wheels are aligned in the straight ahead posit
114. r tie rod is correct and then connect the outer tie rod to the steering arm and secure with the nyloc nut with plain washer xxvi Connect the flexible hose to the hy draulic line as described in Brakes Section xxvii Fit the hub bearings and hub as de scribed on page 7 xxviii Bleed the hydraulic system if the system has been drained and adjust brakes xxix Fit road wheels nave plate and remove jacks xxx Check front wheel alignment as de scribed on page 6 xxxi Set the steering lock stop see page 6 241 CI 242 FRONT SUSPENSION AND STEERING 14 Exploded view of Steering Details Fig 11 FRONT SUSPENSION AND STEERING STEERING NOTATION FOR FIGURE 11 I Description Outer Tube and Box Assembly Rocker Arm Bush Rocker Arm Oil Seal Inner Column and Cam Rubber Ring Felt Bush Inner Column Ball Cage Ball Cage Race End Cover Joint Washer Adjusting Shims Bolt Lock Washer End Plate Gland Nut Rocker Shaft Assembly Top Cover Joint Washer Bolt Rocker Shaft Adjusting Bolt Lock Nut Oil Filler Washer Rubber Plug SLE Trunnion Bracket Bolt Steering Column Clamp TYPE AND DESCRIPTION The steering gear is of the cam and lever type with a ratio of 12 to 1 The rocker shaft travel should be limited to 33 either side of the mid point of the cam by the steering lock stops and this will all
115. rber Bracket and Fulcrum Pin Shock Absorber Bracket Setscrew Tab Washer Nut Rebound Rubber MAINTENANCE The maintenance necessary is largely con fined to periodical greasing see Lubrication Chart in General Data Section The hub bearings are not pre loaded and it will be necessary to ensure this condition is attained when carrying out adjustments see page 7 233 GI FRONT SUSPENSION AND STEERING As a precautionary measure it is most desirable to check that an end float of 004 to 012 in the lower outer wishbone arm attachment to the shackle pin is main tained Each arm is adjusted independently Apart from damage at this point tightness at this point can appreciably affect the ride of the car see page 12 para xii Front wheel alignment of parallel to 1 toe in should be checked if the front wheel alignment is in doubt see below FRONT WHEEL ALIGNMENT The track should be between parallel and 4 toe in The outer tie rods are adjustable for length and usually to give the correct track the distance between the centres of the ball joint assembles will be 7 68 If the wheel alignment is in doubt and a check is to be made it will be necessary to satisfy the following initial requirements a Tyre pressures are correct for all tyres b The amount of wear on both front tyres must be the same The front wheels are true and in balance
116. rchanged with rear tyres at least every 2 000 miles Diagonal interchanging between left hand front and right hand rear and between right hand front and left hand rear provides the most satisfactory first change because it reverses the directions of rotation Subsequent interchanging of front and rear tyres should be as indicated by the appear ance of the tyres with the object of keeping the wear of all tyres even and uniform PRESSED STEEL WHEELS S M M amp T standard tolerances are a Wobble The lateral variation measured on the vertical inside face of a flange shall not exceed 3 b Lift On a truly mounted and revolving 294 12 Fig 18 wheel the difference between the high and low points measured at any location on either tyre bead seat shall not exceed 3 Radial and lateral eccentricity outside these limits contribute to static and dynamic un balance respectively Severe radial eccentricity also imposes intermittent load ing on the tyre Static balancing does not correct this condition which can be an aggravating factor in the development of irregular wear A wheel which is eccentric laterally will cause the tyre to snake on the road but this in itself has no effect on the rate of tread wear At the same time undue lateral eccentricity is undesirable and it affects dynamic balance There is no effective method of truing eccentric pressed steel wheels economically and they should be re
117. rchill tool No S 132 2 e Fit the Churchill hub removing tool No M86 or 5132 2 and withdraw the hub from the shaft Figs 3 and 6 alternate method is to withdraw the half shaft with the hub in position see page 5 this method necessitates the removal of the brake backing plate and the severing of the hydraulic and hand brake connections TO REPLACE HUBS The replacement of the hubs is the reversal of the removal but the following notes should be considered axle shafts of the later production cars provided an interference fit with the hub splines To facilitate the replacement of the hubs the Churchill hub replacing Tool No 125 was introduced see Fig 5 Should the axle shafts be out of the axle casing it will still be necessary to use the hub replacing tool or a fly press 4 REMOVE HUBS type Jack up the car and remove the hub cap by tapping the lugs with a copper faced mallet Remove the road wheel 5 b c d e f Fig 4 Tool No 5132 and hub that the hubs have right or left hand threads and care must be exercised when selecting the removal rings REAR AXLE Centre lock Fig 35 Remove the split pin through the aperture in the barrel of the hub Remove the hub securing nut from the axle shaft replace the wheel and lower the car when torque is applied to the nut After removing the nut withdraw the washer and splined collar It may be
118. road wheel b Ifthe car is equipped with wire wheels remove the split tapered collar by inserting a screwdriver blade into the cut of the ring It can now be drawn off the barrel of the hub c Withdraw the two countersunk brake drum securing screws and remove the brake drum Drain the hydraulic system disconnect the pipe line and the hand brake cable at the wheel cylinder 211 d FI REAR AXLE e Remove the four bolts and nyloc nuts 7 REPLACE AXLE SHAFT which secure the brake backing plate and the bearing housing to the axle The replacement of the axle shaft is the flange reversal of their removal However the following points should be noted f Withdraw the axle shaft assembly from the axle casing together with the brake backing plate assembly g Grip the axle in the protected jaws of a vice and utilising the aperture in the barrels of the centre lock hub remove the split pin Remove the castellated nut washer and splined taper collar Remove the hub with the Churchill hub remover Tool No S132 See Fig 4 h To remove the disc wheel hub first remove the split pin at the axle end followed by the castellated nut washer and splined taper collar Remove the hub with the Churchill hub remover Tool No M86 Fig 6 or 5132 2 Fig 7 Removing hub bearing utilising Churchill Fig 3 Tool 54615 Codes 8 and with S4221 frame and slave ring a The replacement of the hu
119. s as shown in Fig 24 shims previously removed when dismantling the axle are placed in position on the pinion and the assembly fitted into the axle centre casing The thickness of shims fitted will probably have to be adjusted to provide the correct pre load figure The inner cone of the pinion tail bearing is tapped into position on the pinion and up against the shims on the distance collar 12 Fig 23 Pressing the pinion head bearing on to the pinion shaft utilising the Churchill Tool No 151 and 54221 frame with slave ring Fig 24 x Showing the pinion bearing spacer cham fer pointing outwards followed by the previously used shim pack The driving flange is fitted on the end of the pinion shaft and firmly secured with the castellated nut and plain washer to a tightening torque of 85 100 Ibs ft THE OIL SEAL IS NOT FITTED UNTIL THE BEARING PRELOAD HAS BEEN CHECKED AS DESCRIBED IN THE NEXT OPERATION REAR AXLE Fig 25 Testing the pre load of the pinion bearing utilising the Churchill Tool No 20SM 98 Note The oil seal is not fitted at this juncture xi The fixture shown in Fig 25 is now xii Fig 26 applied the pre load of the bearings checked The correct pre load should fall between 15 18 in lbs If the pre load is inadequate shims must be with drawn whereas if an excessive figure additional shims must be tted When the corr
120. s at lower end of Dampers b c d e f g Press a rubber bush on to the fulcrum pin attachment bracket and feed this assembly bush first into the eye of the shock absorber Press a second rubber bush on to the protruding fulcrum pin Position second attachment bracket with the tab washer secure with the setscrew Turn over tab of washer Place a large plain washer in position on the upper end of the shock absorber followed by a rubber mounting spigot uppermost with the metal sleeve in its centre Feed the shock absorber assembly through the spring pan in such a man ner that the two attachment brackets locate on the studs of the spring pan assembly and at the same time the upper attachment will pass through the spring abutment on the chassis frame It may be necessary to compress the road spring by placing a jack under the lower wishbone assembly Attach the second rubber mounting spigot downwards to the upper end of the damper which is protruding through the chassis frame threading it on to the metal sleeve and followed by the plain washer and securing nut Tighten this nut sufficiently to nip the plain washers and metal sleeve and lock with a second nut 12 FRONT SUSPENSION h Place the rebound rubber abutment plate in position on the lower attach ment studs welded to the spring pan with the apex of the wedge pointing towards the centre of the car Secure with nuts and
121. s from road conditions and not from car condition little can be done except to interchange or reverse the tyres This will prevent one sided wear irregular wear and fast wear from developing to a maximum degree on any one tyre usually the near front tyre Castor and king pin inclination by them selves have no direct bearing on tyre wear but their measurement is often useful for providing a general indication of the con dition of the front end geometry and suspension TYRE AND WHEEL BALANCE a Static Balance In the interests of smooth riding pre cise steering and the avoidance of high speed tramp wheel hop all Dunlop tyres are balance checked to predetermined limits To ensure the best degree of tyre balance the covers are marked with white spots on one bead and these indicate the lightest part of the cover Tubes are marked on the base with black spots at the heaviest point By fitting the tyre so that the marks on the cover bead exactly coincide with the marks on the tube a high degree of tyre balance is achieved Fig 14 When using tubes which do not have the coloured spots it is usually advan 292 10 tageous to fit the covers so that the white spots are at the valve position Some tyres are slightly outside stan dard balance limits and are corrected before issue by attaching special loaded patches to the inside of the covers at Fig 14 The correct relationship between Tyre and Tube
122. seline or lubricant to retain the rollers in place It is advisable to replace cork gaskets and gasket retainers oil seals on the trunnions using a tubular drift as shown in Fig 6 The spider journal shoulders should be shel lacked prior to fitting retainers to ensure a good oil seal Ensure that the trunnions are clean and free from shellac before fitting needle rollers Fitting New Oil Seals 279 PROPELLER SHAFT Insert spider in flange yoke Then using a soft nosed drift about 45 smaller in dia meter than the hole in the yoke tap the bearing into position IL is essential that bearing races are a light drive fit in the yoke holes Repeat this operation for the other three bearings Refit snap rings with a suitable pair of pliers ensuring that rings engage properly with their respective grooves If joint appears to bind after assembly tap lightly with a soft hammer thus relieving any pressure of the bearings on the ends of the trunnions WHEN REPLACING SLIDING JOINT ON SHAFT BE SURE THAT SLIDING AND FIXED YOKES ARE IN THE SAME PLANE AND ARROW MARK INGS COINCIDE A single universal 280 joint does not transmit uniform motion when the driving and driven shafts are out of line but when two joints are used as in the case of a propeller shaft and are set in correct relation the one to the other the errors of one are corrected by the dis crepancies of the other and uniform motion is then transmi
123. sis which are generated on the floor below sible to calculate their height above the ground As an example when checking the posi tion of one of the front out rigged body supports the dimension given is 6 94 from the top of the support to the datum therefore if we subtract 6 94 from 20 the result will be 13 06 which should be the distance between the top of the support and the floor Measure the height above the ground at several points and subtract the dimensions obtained from 20 By comparing the results with the drawing dimensions it will be possible to determine whether the frame is true i When the difference is greater than the drawing the chassis frame is bowed downward 1 When the difference is less that the drawing the chassis frame is bowed upwards 271 II Fig 4 Utilising the eight generated points for the assessment of frame squareness 6 CHECKING SIDE MEMBERS FOR SQUARENESS Fig 4 a Itis assumed that the car has been pre pared and the eight points generated on the floor below Replace the road wheel and rebound rubber bracket The car is now moved so that the position of the markings can be examined b Utilising a suitable measure ascertain the lengths of the diagonals AD BC CF DE EH and FG 272 Ifthe chassis frame is square the length AD will equal BC CF will equal DE and EH will equal FG d 4 ii When BC D
124. sses upon the next and where the maxi mum relative motion occurs The clips should be inspected and any loose ness corrected by pinching the ears closer to the spring Failure to keep these clips tight often causes knocks at the rear of the car TO REMOVE REAR ROAD SPRING a Jack up the body at the rear of the car sufficiently to take the weight off the road spring b Remove the rear wing stay situated behind the rear wheel between the chassis and wing itself c Holding the hexagon of the shock absorber link remove the nyloc attach ment nut d Remove the two nutsand lock washers followed by the plate of the shackle assembly at the rear end of the spring Withdraw the plate and pin assembly and collect the rubber bushes from the spring eye and the chassis bracket e Screw a x 24 UNF bolt into the head of the forward fulcrum bolt to a depth of 3 Withdraw the split pin to remove nut and D washer Utilising a lever under the head of the UNF bolt the fulcrum bolt can now be withdrawn from the spring and chassis frame f Supporting the spring by a small jack remove the four nyloc nuts of the two U bolts attaching the spring to the axle remove the U bolts and the spring plate from the shock absorber g The road spring and the supporting jack is now removed from under the car to a bench The silentbloc bush can now be re moved from the forward eye of the spring
125. steered only by misaligning its wheels relative to the direction of the car This condition applies to the rcar tyres as well as to the front tyres The resulting tyre slip and distortion increase the rate of wear according to speed load road camber and other factors Fig 6 The effect of hills causing increased driving and braking torques with which the tyres must cope needs no elabora tion Road camber is a serious factor tyre wear and the subject is discussed on page 8 An analysis of tyre performance must include road conditions 7 Ug Son cR L FORCE 77 CENTRE TURN WITH NO SLIP ANGLE Fig 6 Diagrammatic Illustration of Slip Angles 287 ACTUAL CENTRE STRLORCe OF TURN LE WHEELS AND TYRES Impact Fractures In order to provide adequate strength resistance to wear stability road grip and other necessary qualities a tyre has a certain thickness and stiffness Excessive and sudden local distortion such as might result from striking a kerb a large stone or brick an up standing manhole cover or a deep pothole may fracture the casing cords Figs 7 and 8 Impact fractures often puzzle the car owner because the tyre and road spring may have absorbed the impact without his being aware of anything unusual only one or two casing cords may be Fig 7 Severe impact has fractured this Casing Fig 8 288 A double fracture frac
126. t Lower Wishbone Inner Fulcrum xiii xiv 240 Secure the support brackets to the brackets welded to the chassis frame utilising bolts nuts with lock washer Tighten the nyloc nuts of the inner lower fulcrum pins until they are solid Fit to both ends of the shackle pin at the outer end of each wishbone arm a thrust washer followed by a special lock washer collar inwards followed by the rubber grease seals These lock washers are prevented from rotating by self cutting splines Feed on the castel 12 f lated nuts to the ends of the shackle pin and obtain the necessary end float before locking with the split pin 7 4 654 LL SECTION THRO OUTER SHACKLEPIN LOWER WISHBONE Fig 10 A section through Outer Shackle pin and lower wishbone bearings End float in these bearings must be 004 to 012 xv Itis essential to have 004 to 012 end float for the outer boss of each lower wishbone arm As it is not possible to ascertain the end float by the usual method owing to the presence of the rubber grease seals the following pro cedure is suggested a Equal tightening should be applied to the two castellated nuts and continued until the assembly is solid b The nuts should then be turned back 1i 2 flats according to the position of the split pin hole and then split pinned The wish
127. tted Hence the importance of re engaging the splines cor rectly when they have been taken apart TO FIT PROPELLER SHAFT Wipe companion flange and flange yoke faces clean to ensure the pilot flange registering properly and joint faces bedding evenly all round Insert bolts and see that all nuts are evenly tightened all round and are securely locked Dust cap to be screwed up by hand as far as possible Sliding joint is always placed towards front of vehicle Service Instruction Manual WHEELS AND TYRES SECTION L 281 282 WHEELS AND TYRES INDEX Page Construction of Tyre 1 Tyre l0mwe oet c ca 2 Valve Cores and ue dee ste Gees 2 Tyre Examination duae 22 a 2 Repair of Injuries umo URG 2 Factors affecting Tyre Life and Performance gt m 3 Special Types of Irregular Tread Wear 6 Wheel Alignment and its Association with Road Camber 8 Camber Castor and King Pin Inclination dl cis 10 Tyre and Wheel Balance 220 20 204 2 202 10 Changing Position of Tyres o 2 11 Pressed Steel Wheels ae Am 12 Wire Wheels 2 h 13 use aad 13 om aye Gade cate 1
128. tted in their respective positions so that the number stamped on the caps coincide with those stamped on the axle casing tightening them to their correct torque of 34 36 Ibs ft xxvi The pinions and crown wheel backlash Fig 32 is checked witha dial gauge as shown in Fig 32 and should be 004 006 an average should be taken of several teeth Checking the back lash of the differential unit utilising a DTI Should the backlash be incorrect the transfer of shims from one side of the differential carrier to the other will be necessary If the backlash is too great then a shim or shims will have to be taken from the side opposite the crown wheel and the same shims added to the crown wheel side always maintaining 221 LI XXVII REAR AXLE the sarne overall total Should the back lash be insufficient then the reverse procedure must be adopted A tooth marking test should now be carried out and to enable this to be done a few teeth should be painted with a suitable marking compound The pinion should be rotated backwards and forwards by the driving flange over the marked teeth on the crown wheel and the markings compared with the diagram Fig 33 and the instructions on this diagram regarded HYPOID CROWN WHEEL TOOTH MARKINGS DRIVE SIDE Fig 33 xxviii xxix xxx xxxi 222 OVERRUN SIDE CORRECT MARKINGS ON GEAR PINION CONE TOO CLOSE PINION CONE TOO WIDE Cro
129. tured by the blow and ihe weakened tyre fails some time later there is usually no clear evidence on the outside of the tyre unless the object has been sufficiently sharp to cut it This damage is not associated solely with speed and care should be exercised at all times particularly when drawing up to a kerb or parking against one 2 SPECIAL TYPES OF IRREGULAR FREAD WEAR a Heel and toe or saw tooth Fig 9 wear This is the condition where one end of each pattern segment or stud is more worn than the other Fig 9 some extent it is latent in any non skid R 074 DIRECTION OF TRAVEL Heel and Wear pattern design and severe service con ditions may cause it to develop When each successive portion of a running tyre comes under load the tread is flattened and there is limited pattern distortion and shuffle on the road surface Additional movement is caused by braking driving and the tyre s own rolling resistance which acts as a constant retarding force On rear wheels the effects of braking and rolling resistance are offset by the effects of driving Rear tyres usually wear evenly if they are properly maintained Front tyres are at a WHEELS AND TYRES disadvantage in this respect and their pattern displacement tends to be al ways in the same direction Fig 10 illustrates the basic cause of DIRECTION OF TRAVEL TYRE ROTATION pue SLIP OF ROAD IN BRAKING RE
130. um steel which is mounted as a press taper fit in the vertical link is secured by a split pin locked castellated nut The brake backing plate with the brake shoes and hydraulic wheel cylinders attached is secured to a machined flange on the verti cal link by two setscrews with a lock plate at the lower two points and two bolts of unequal length at the upper two points The longer of these bolts passes through the front bore of the brake plate the vertical link a distance piece and the steering lever and is secured by a nyloc nut the shorter bolt is similarly secured and utilises the lower bore front hub is mounted on a pair of opposed taper roller bearings carried on the stub axle shaft inner bearing abuts against a projecting shoulder on the vertical link and its outer ring against a flange machined in the hub The outer ring of the 231 FRONT SUSPENSION AND STEERING OBDAaBDD 9S N M gt s M Y bil 27 if iul Exploded details of L H Front Suspension Unit Fig 2 FRONT SUSPENSION AND STEERING Description Inner Upper Fulcrum Pin L H Front Upper Wishbone Arm R H Front Upper Wishbone Arm Rubber Bush Plain Washer Castellated Nut Split Pin Upper Wishbone Ball Joint Assembly Grease Nipple Rubber Gaiter Upper Wishbone Distance Piece Vertical Link Castellated Nut Plain Washer Steering Lever Bolt
131. wn wheel tooth markings A new axle cover packing is fitted together with the cover itself and the latter secured with the eight setscrews Drive the wheel bearings on to their respective axle shaft Fig 9 and assemble to the axle unit The grease seals should now be tapped into the bearing housings Fig 8 and the assemblies fitted to each axle sleeve followed by the brake backing plate and shoe assembly The four bolts are fitted through each bearing housing and brake backing plate ensuring that both these items assume their appropriate relation with the axle sleeve the nuts are screwed into position and firmly tightened 16 XXXII The hubs are next fitted by means of a special tool or press Fig 34 and secured by the splined hub tightening cones conical washers and hub secur ing nuts A substantial spanner will be required to tighten the castellated securing nut A tightening torque of 110 125 lbs ft is specified After axle No TS 8039 the torque was increased to 125 145 lbs ft when a nut of a different material was intro duced Having thoroughly tightened up this nut the hole in the axle shaft is lined up with one of the slots in the castellated nut and the split pin is fitted xxxiii The brake drum is next fitted to each xxxiv hub and secured thereto by means of the two countersunk grub screws Fit wheel securing cones wire wheel hubs only Fig 35 Fig 34 The r

Triumph TR2, TR3, TR3A factory service manual

Contents

Download Pdf Manuals

Related Search

Related Contents