SERVICE

1100 Marks I & II,

1300, and KESTREL
Workshop
Manual
Quote Part No. AKO 3615 G when nrderlng this
publie::at.ion, which a1so replAcesAKD 3238 A and
AKD3294A
The British Motor Corporation Limited
BMC Service division
Cowley, Oxford, England
Telephone: Oxford 78941
Telegrams: BMCSERV. Telex. Oxford
re/ex: BMCSERV. Oxford 83145 and 83146
0 ....... , Cabl .. : BMCSERV. Telex. Oxlord. England
1 ... 7i."mI"_1 Q THE llUTlSH HOTOII. COAPOItATiON UMIT"EO. ~
2
INTRODUCTION
Tbi& MaDual has been prepared to provide s(r.tioe: operators witb tbe neces.sa.ry infor-
mation for concel maintenance and repair; it also serves &5 a readyreference book for
service suptI"YisioQ and covers ilems of procedure for guidaoce of both the fully qualified aDd
tbe mechanic. The pases aDd iUUSlraliOOI arc numbered consecutively
within eacb Section. and the Section title and letter arc shown HI tbe top of each page.
Maiotcoance iteros withio tbe Sectioas sbould be cerried out at tbe intervals specwed
in tbe Pa$$port to Service Of Driver's Handbook.
IMPORTANT
On cars fiued with emission control equipmcnt (EJ:haust POri Air Injcclion)
service operations and adjuSlme:nts showing symbol must be followed by an exhaust
emission check.
Servicing and adjusting e:oghle emission control equipment nlllst be carried out In
accordance with Ihe inslruclions given in Workshop Maoual Suppleruent AKD 4957.
1100. laue 6. Itnl8
CONTENTS
Introduction
General Data
Engine
Syncbromesh transmission 1098 c.c.
Automatic traosmission
1275 c.c.
Ignition
Synchromesh transmission
Aut(')matic trllnsmission . ,
Cooliog System
Fuel System
Synchromesh Irantraission
Automatic Iransmission
Clutch ..
Transmission
Synchromesh transmission
Automatic traGsmission
Drive Shafts

Steering ..
Broking System
EleclriC31
Wbeels and
Dody
Air-cooditioning SYilem
Recommended Lubrica..ots
1100. 6. IOUI!
..
. .
..
..
..
..
Section
A
Aa
Ab
D
Ba
c
D
Da
F
F.
G
H
J
K
L
M
0
P
End of Manual
3
ENGINE
Type$
Number of cylinders
Bore
Stroke
Capa.city
firiug order
GENERAL
Compression ratio : Siogk-carboreuer flpplication
TwiQcarbureu er application
Valve operation
B.M.E.P. ,
Hip compres.sioo
low co(l'lprcs.sioo
Torque :
High cnmpreuiCln
Low compression
Oversize bore: 1st
Ma x.
CrankshaH
Milia jourIlOlI diameter
MiILimum regrind diameter
Craokpio jouroal diameter
Cnlllkpio mioimum regrind di"mch:r
End-clearance
End-thrust
Main burinp
Number and type
Malerial
l.eoglh
Diametrical clearance ..
Undcrsiz.es
COllnecting rods
.Le.ogtb bet ..... een ceotres
Bigd Mirinp
Materinl
Beariog side-clearancc
Bearing diamclfical clearance
PLttoQS
Type
Clearances: 8otlom of skirt
Top of sltirt
Ovcrsizcl
PistOD riq.t
"
"
"
Compression : Type : Top ring:
"
"
"
"
Second aod third riogs
Width: Top ring
lIOO, issue 8. .5610
Second and third riogs
lWckoess
f:iUect gapt
Clearance in groove
DATA
JOAMW, 10GR, 10V.
4.
2-543 in. (64-58 rom.).
3296 in. (83'72 mm.).
67 cu. in. (1098 c.c.).
1,3,4,2.
85 : 1 (7'5 ; 1 ;J vaiJable).
89 : 1(8'1 : I available) .
Ovcrbead by pusb-rod.
Single cnrburelfe,
npplical;o1l
135 Ib./sq. in. at
2.500 f.p.m.
128 Ib./sq. iD. at
3,000 r.p.m.
60 lb. fl. at 2,500 I . p.m.
57 lb. n. al 3,000 f.p.m,
+'010 in. ('254 mill.).
+ 020 io. ('508 rom,).
Twill-carbureller
IIpplicQlioli
ia. at
2,750 r.p.m.
136Ib./sq. iD. ftt
2,150 r. p.m.
61 lb. fI . :lt 2, 750 ( .p. l)) .
60 lb. rt. :It 2,750 r.p.m.
\ 7505 to 1751 in. (44' 46 to 44' 47 mm.).
17105 io. (43'45 mN.).
16254 to 16259 io. (41 ' 2810 41 ,29 mm.).
1'5854 in. (40'27 mrn.).
' 002 to -003 io. ('051 to 076 rom.).
Taken at centre main bearing.
3 sbeU type.
Steel-hac ked lead-broozc. Icnd-indium-plalcd.
1,* in. (27 10m.).
001 to 0027 io. (025 10 ,070 mm.).
- 010 in., --020 io., -030 io.., - 040 io.
(- '254Illm., -508 mm., --,762 O'lm., -1016 rum.)
5' 75 in. (14'605 cm.) .
Steel-bllck.:d lead-bronze, lead-indium-plated.
008 to 012 io. (' 203 10 305 mm.),
001 to -0025 in. ('025 to '063 mm.).
Solid skirt.
000510 0011 )0 , (-oU 10 028 moo.).
0021 10 00:>7 in. ('053 to 094 mm.).
+010 in., +-020 in. (+'254 mm., + '508 mm.).
Plain internal cbamfer (chromc-faced).
Tapered.
06210 ' 0625 in. (1 ' 575 to 1587 mm.).
0615 to ,0625 in. {I' 558 to ( ,587 mm.).
10610 112 in. (269 to 284 mm,).
,007 to -012 io. (-178 to -305 mm.),
002 to -004 io_ ('051 to 102 mal.).
GENERAL DATA-continued
Oil conlrol: Type (early models)
Widtb .
Gudgeon pia
Type
Fit in piston
Ya),et
Thickness
Fin!:/J gap
to groove
Type (later models)
Rails fitted gap
Side spriogs filled gap
Seal 101el
Exhaust
Head diameter : Inlet
..
Slotted SCr<'per.
124 to 125 ill. (J' 15 to J 17 mm.).
' 106 to 112 in. (2'69 to 284 nun.).
007 to 012 in. (' 18 to JO mm.).
-(1015 (0 OOJ5 in. ('04 to09 "'m.).
DuaHex 61.
012 to 028 in. (-30 to 78 nun.).
'100 to ISO in. (2' 5 to 375 rom.) .
Fully floaling.
Hand posh fil
.. 45.
.. 45.
H51 to 1-156 in. (29'23 to 29J6 nlm.).
InJet (l:uer models, (win-carburelter appli
catioo) 1213 to 1218 iD. (3081 to JO' 94 111m.).
1000 to 1005 in. (25'40 to 25'S3 mm.).
279J to 2798 in. (7'094 to 7107 mm.).
2788 to 2793 in. (7'081 to 7094 rom.).
'J12 in. (7'925 mm.).
Exhaust
Stein diameter: Inlet ..
Exhaust
Valve lift
Valve stem (0 guide clearouce: Inlet
Exhaust
Valve rocker clearaoc.: : Ruoni.ng
TimiD&
Valve rocleer busb bore (reamed)
VaJ,c timlag
Timina mark..iogs
Chain pitch aDd number of pitches
Iolet valve: Opeos
Closes
Exhaust valve: Opens ..
Closes . .
Valve pldeI
Length: 10lel aDd exhaust
Valve spriogs (twia-carburellu application)
Free leoltb: Inlet and exhaust
Number or Ylork.iog coils
PJ"C$$ure: Jnlet aDd exbaust: Valve open
Valve closed
Vain "riD" (JiD"e-c:arbar'etW application)
Free lealth : Inlet aDd exhaust
of working coils
Pressure: lnltt aod eltbau$t: Valve open
Valve closed
T_
Type
Diameter
Leoa'h ..
C.-.rl
Journal diAll\eters: Front
Centre
Rca,
End-Boat
000a0I DsIa 2
. .
.
.
.
.
.
'OOIS to 0025 in. ('038 to 064 mID.).
002 to OOJ in. ('OSI to 076 DUn.).
012 iD. lOS mm.) (cold}.:
029 in. ('74 Inro.).
5630 to 5635 in. (14' 30 to 143t2 IWD.).
Dimples on lim.i.og wbeels, marb OD lIywbce1.
i io. (9-52S mID.). 52.
S B.T.O.C.
WA.B.D.C.
51 B.B.D.C.
21 A.T.O.C.
1'531 in. (38'89 mm.).
Ouler
1'750 in. (44'45 rom.)
<It
88 lb. (399 kg.)
52 lb. (23-6 kg.)
1'750 in. (44'45 moo.).
<It.
8S lb. (386 k,.).
S2S lb. (23-8 "'.).
Barrel.
a12 in. (20'64 mm.).
IS io. (3810 mal.).
Inner
1672 io. (42' 41 mm.).
61
30 lb. (1l6 kg.).
IB lb. (82 kg.).
16655 10 1-666 il). (42'304 to 42316 mm.).
162275 to 162325 in. (41-218 to 41'231 D\D1.).
13725 to 1-3735 in. (34'862 to )4,887 mm.).
003 to 007 in. ('076 10 '178 nuu.).
J too. .IIIue'. 5610
GENERAL DATA-contillued
Bearings : Type
laside diameter : Front
Centre ..
Reor
Clearance
ENGINE LUBRlCA nON SYSTEM
Oil pump
Typ"
Relief pressure valve operates
Relief valve spring: Free length
on 6lter
Typ"
Capacity
Oil prestllCe
Normal running
Idliug (nunimum)
tolJRL SYSTEM
Carburet ten
Make and type
Diameter
kl
Need1es: Staadard
Weak
Rich ..
Fitled length
"
..
Piston spring:
Twi n-c:trburett er applicatioo
"uti pump
Malee and type
Delivery rale
Delivery pressure
COOLING SYSTEM
Thermostat selling
Sraodard
Cold climates ..
Hot climates
Pressure (blow-oO)
IGNIl10N SYSTEM
Sparlting plugs
Size
Plug gap ..
CO"
Distributor
Distributor cootact poiots gap ..
. .
Static igaitioD timiDg: SiogJe-carbureuer applicalion
Twin<arburetter applicatioo ..
Disu-ibulor test data :
. . White-metallined, sleel-backed.
' 667(0 ' 6675 in. (42'342 to 42355 mm.).
'62425 to 162415 In. (41 -256 (0 41 269 mm.).
13745 to 13750 ia, (34-91210 34-925 rom.).
001 to 002 io. (-025 to 'OSI mm.).
[nlerDal gear or vane.
60 Ib.,'q. in, (4-2 kg./CIIl.
2
).
2et io. (72'63 mm.).
2/r i{l. (5477 mm.),
Full-flow, with paper e!emeDI.
I piot (1'2 U.S. pints, -57 lilre).
60 Ib./sq. in. (4-2 kg.fem.:).
IS Ih.jsq. in. (I-oS kg./em.!).
.. S.U. 1)pe HS2. Single or twin.
Ii ill . (31 75 ram.).
090 io. (2-29 mm.).
Single Twin
AN OJ.
E8 GV.
H6 06.
Red.
Rluc.
S. U. electric: SP 0( AUF 200.
56 pints/ br. (67 U.S. piots/hr., 32 Jjt(es/hr.).
to 3Ib./sq. in. ('17 10 21 kg./cm.,).
S2" C. (180' P.).
SS' C. (190' F.).
74' C. (165' F.).
IJ Ib./sq. in, ('91 kg,fc.tn.
t
).
Champion N5.
14 m.m.
025 in. ('635 mm.).
LA 12.
2504.
014 to -016 io. ('36 to 40 mm.).
J' B.T.D.C.
5' D.T.D.C.
Twio..carburctter applicatioD. bigh and low compression:
Automatic advaoce .. .. SlarlS 700 r.p.m., finisbes 28-32" al 5,000 f.p.m.
Vac.uum advance lotal (craokshafl degrees) 14" at 7 in. Hg.
Dwell aogle 60"3".
1100. IIsuc 8. 5610
GENERAL DATA-contil/ued
Si ngl e...carburettcr application. higb comprcssion:
Autom:uic "dvallce:
(Up to Engine No. IOAMW{flll H559141 )
(From Engi ne No. IOAMW(Taj H5S9242)
Vacuum adv;lnce tolnl (craokshaft degree .. )
Dwell aogle ..
SiDglc-carburetter application, low compre.<:sion:
Automatic advaoce ..
Vacuum adviloce 10lal (crankshaft degues)
Dwell logJe
CLUTCH
(Earll an)
Type
Diameter
Faciog maletial
Coil springs
CaIOl)r
Clu(cb fluid
(Later all'1I) IS above except
Typo
Diaphragm spriog
ColoW"
GEARBOX
Number of forward speeds
Synchromesh
Rarios : Top
Third
Second
First
Reverse ..
Overall ral ios: Top
Third
Secood ..
First
ReYerse ..
Speedorot:ler gear ratio ..
. ,
Road spud in top gear at 1,000 (.p.m.
STEERING
Type
StocriDg-wbeel turns-lock to lock
SteeriDg-wbcel di<"lUle.t.er ..
Camber &ogle .. ,
Castor angle
Swivel hub indinatioo
TC)C-(Iu(
. ,
. ,
Slatts 300 T.p.m., fini shes 30-34 at 5,500 T.p.m.
'. Starts 600 f.p.m., finishclt 30-34 at 5,400 T.p.m.
! l ' at 13 in. Hg.
60
0
)-,
Slarts 700 f.p.m" ftoisbes 32-36 at 5,600 T.p.m.
20" at 17 io. Hg.
60 :, ),
Single dry plate (coil springs).
71 in. (181 IDOl .).
Wouod yarn.
.' 6.
Black/White spot.
LoekhC<'d disc br:lke noid (Series II) .
SiDgle dry plate. (diRphragm spring).
I.
. . Green.

Secood, third, and fourth gears.
I <l , J.
1'412 : 1.
2172 : I.
3-627 , J.
3-627 , J.
.. 4' 133 : I.
. . 5-83 , J.
898 , 1.
1499 : 1.
1499 , 1.
17/6.
15 m.p.b. (24 km.p.b.) approx.
Rack and pillion.
3t
l6i in. (41'2 ero.).
lopositive lO) .
5+- poshive l -
10- CD
Steering lock: angle of outer wheel wilb inner wheel at 20
0

- in. (1 '6 rum.)_ coodition.
19-.
SUSPENSION
rrollt
Fluid pressure:
Aus(in, Morris, M.O.
M.G. (Normalair) ..
Priocess , .
20S lb./sq. in. (IHI
2 Ib./sq. iD. (' 14
. . 220 Ib./sq. io. (15'46 kg./ern.').
+ 10 Ib./sq . in. ('7
-0 lb./sq. in. (0 kg./em.,).
230 lb./sq. in. (16' 17 kg./ern.,).
+2Ib./sq. ill . (' 14
Unladen
condition.
1100. TS.flIC II. 5610
GENERAL DATA-contillued
Amli n, Morris, Riley,] 1300 Autorn:'lic only
Wolsclcy. M.G.
Pbs 1300 Aul omalic;
R_
Toe-oul ..
Camber ..
DIl'FERENTIAJ.
Ratio
ELECTRICAL EQUIJ'MEI'IT
SYJlcm
Cbargiol system
83ttcry
Capacity
Electrolyte 10 6U (Inc cell
Sianer motor
Dynamo . .
MalOl1lum output
Conuol boll:
Cul-ouL Cut-in volU,lc
VOltage
Revem CUlTCot
Regulator (aI1,500 r.p.ru. dynamo speed):
.,
225 Ih./:coq. in. kg,le,",:,)
:L1 lb . .Isq. in. ( I.lli g.fern.
2
) .
.. 250 Ib. :'sq. in. kg . .'c m.
2
) ,
= 2 Ih.!sq. io. ('I'" kg. 'em.2),
io. (3' 1& 011'0 .) .
,.
.. 4 133: I (15/62).
12-volt, positive cnrlb.
Current voltage cootrol.
Lucas N9 or NZ9.
Lucas D? or OZ9-llllec
40 .amp.-br. a' 2O-br. rate.
i pint (380 c.c., 1 u.s. pin I).
Lucas MHO.
Lucas C40.
22 amps.
luClis R8340.
126 to 1)'4.
9') to 11 '2.
80 amps. (wax.).
Opeo..cirtuit setting at 20- C. (68 F.) 142 to 148 volt".
For ambient tempenrurcs other than 20- C. (6S- P.) the roUowiog
:allowances sliould bt: made to the above SCUll'll :
For every 10- C. (18
0
F.) above 20- C. (68- F.) subtract 2 volt .
For every 10- C. (IS- F.) below 20- C. (68- F.) add '2 volt.
BRAKES
Type
Fluid
Frool
Disc. diameter
Pad area (lOW)
Swept nre" (tataJ)
Lining material
Minimum pad thickness
R ....
Drum diamelU
Lillio, dimensioos
Swept area (total)
Lining material
WHEELS
Type
1100. Issue 10. 10lti
Lockheed bydraulic; disc froDI, drum leading
aDd .railiuS shoes.
Lockheed Disc IJrake Fluid (Series JI).
8 ia. (20,] cm.).
16'S sq. in. ll06'5 cm.').
1).l2 sq. in. (8594 em.').
Mintex M78. FG. (F.xcept U.S.A. and Sweden).
Ferodo 2426F. FG. U.S. A. and Sweden.
- in . (1'59 mrn.).
8 ia. (20-3 cm.).
768 x 12j x 094 in. (195'0 x )1 7 x 239 mm.).
.. 63 sq. in. (406 CIll .I).
Ferodo AM8. FF.
4J X 12, ventilated <lise (Mk. I models).
4Cx 12. veotilated disc (Mk.ll and 1300 rnodeb).
Geoenl Oala ,
GENERAL DATA-continued
TYRES
Siu
Tyre Normal : Front (aU models)
Rear (SaJooo)
Rear (CouotrymanfTravelkr)
CAPACITIFS
Transmission castog (including filt er)
Cooling system (without heater)
Heater
Fuel tank ._
Hydro!astic suspension
GENERAL DIMENSIONS
OveraU length
Overall width
Overall beig,lJ1
Wbeelbase
Tfack: Front
Rear
Turning circle:
Ground clearanu . .
Ground clearaQce:
Luggage compartmenl
WElGIITS
Kubsidc (appro:.:.)
Kerbside (appro:.:.) : Countryman{rraveller
Maximum lowing. ,
TORQUE WRENCH SElTINGS
Cylinder bead stud oulS ..
ConnocUng rod big-end bolts
Mnin bearioS boIlS
Flywbttl centre-bolt
Rocker br::lckel outs
TraDsrnissioo case to crankcase
Cylinder side covers
Second typc--deep pres.led cover
Timiog cover-l in. UNF. bolt
Timing covet-A- ill, UNF. bolt
Water pump
Water outlet elbow
Oil filter ..
Oil pump . .
Manifold '0 cylinder head
Rocker cover
Crank.shafl pulle), out
. .
..
Transmission case stud$-i in. dia. UNe.
Trusmissioo sruds--/r- in. dia. UNC. . .
Tranlmission case stud Duu--i in. UNF.
Traosmi$Sion case stud nuts-,\- in. UNF.
5-50-12 or 145-12 SP41
.' 28 Ib/sq. in,
(1'97
241b./sq. in.
(1-1 kg.fcm.
'
).
26 Ib./sq. in.
(1'84
12 Ib.fl;q. in.
(2'24 kg./cm.I).
28 Ib./sq. in.
(1 -97 kg.fern.').
28 Ib.J$Cl. in.
(1 97
8, pints (10'2 U.S. pints. 483 lilet.s).
Sf piots (6-8 U.S. pints. 3'27
1 pint (1-2 U.S. pints,
.. 8 gallons (9 U.S. gallons, 36I.itres).
. . 5 pints (6 U.S. pints, 284 litres).
12 fl . 2i io. (3718 m.).
5 ft. OJ in. (1 ' 534 m.).
4 fl . 5 io, (l3,1. f'T'.).
7 fl, 9t io. (2'375 m.).
4 ft. 3! in. (1'297 ro.)] Static
4 ft. 2i in. (1'272 ro.) condition.
34 O. 9 in. (10'59 ro.).
6 io. (15'24 c.m).
6, io. (l5'5 em.).
cu. ft. ('21 m.').
1,782 lb. (808 kg.).
1.820 lb. (825 kg.).
1,344 lb. (610 kg.).
.. 40 lb. (I, (5'5 kg. 10.).
.. 35 lb. n. (48 kg. m.).
60 lb. n, (8,] kg. 01 .) .
110/115 lb. ft . (IH/15' 9 kg. m.) .
25 lb. fl . (3-46 kg . ... ).
. . 6 lb. ft. (.g kg. m.).
2 lb. ft. ('28 kg. 01.).
5 lb. ft. ('7 kg. m.).
.. 6 lb. fl. (.g kg. m.).
141b. n. (1 '9 kg .... ).
17 lb. n. (2') kg. m.).
8 lb. n. (1-1 kg .... ).
10 to 15 lb. n. (1 '38 to 207 kg. m.).
.. 91b. n. (1'2 lea. m.).
15 lb. O. (21 kg. m.).
4 lb. ft . (,56 kg. m.).
.. 10 lb. ft. (96 kg. m.).
8 lb. n. (1-1 kg. m.).
6 lb. ft. ('8 kg. m.).
25 lb. fl. (J'46 kg. m.).
Bonom GOver set screws---J io. dia. UNe. (change speed IOwu)
Firsl motion sball. Dut
Ig lb. fl. (2'5 kg. ro.).
6 lb. n. (.g kg .... ).
IS lb. n. (20'74 k .. m.).
150 lb. ft. (20'74 kg . ... ). Third molioo .baft nut
Ocacrnl Dala 6 1100. Issue 10. 10288
GENERAL DATA-continued
Flywhul housing bolls and stud nuts ..
Distributor clamp boll: Fixed nut type
Fixed bolt type
Final dri,e
Driven gear 10 differential cage
sb".rt 6ange outs
End cover boils (differential bousing)
Drive shaft 'U' boll mllj
Drain plug
SII5pCDIIOD and liteerlag
Steeriog lever to hub bolts
Steeriog lever ball joint out
Sturin, knuckle ball pin bottolIl out
Steering knuckle ball pin lOr nut
Steering knuckle ball pin retainer
Prool bub nut (drive shaft)
Rear suspension antiroll bar fL'(ing bolts
Rear suspension stub axle out
Front suspension upper arm pivot pia aut ..
Front suspension lower arm pivot pin nut
Steering-wheel Qut
Road wheel outs
Disc to bub
Frant swivel bub to calliper
Sleering-colullln clllmp bolE
((00. bsuc:l. 10288
18 lb. ft. (2'5 kg. m.).
SO lb. in. (-576 kg. m.).
30 lb. io. (-]45 kg. mol
55 to 60 lb. fl. (7-6 to 8] kg. m.).
70 lb. ft. (9-6 kg. m.) (and align to next split pin hole).
18 lb. flo (2-5 kg. m.).
10 to 1251b, n. ( 13810 ,73 kg. m.).
40 to 50 lb. ft (5-51 (0 69 kg. m.).
30 to 35 lb. fl (4'15 10 48 "g. m.).
25 lb. ft. (N6 kg. m.).
. . 35 to 40 lb. fl:. (48 to 55 kg. m.).
35 to 40 lb. flo (48 to 5'5 kg. m.).
70 lb. ft. (96 kg. m.).
!5O lb. ft. (W'74 kg. m.) min. (align (0 next split pin
bole).
70 lb. ft. (96 kg. m.).
60 lb. ft. (S'3 kg. m.) (aligo to Rex! split pin bole).
J5 to 40 lb. ft. {4'S to 55 kg. ro.}.
]5 to 40 lb. R. {4g to 55 kg.
50 lb. ft. (6'9 kg. m.).
42 lb. ft. (58 kg. m.).
40 to 45 lb. flo (5'5 to 62 kg. m.l.
45 to 50 lb. ft. (6'2 to 7 kg. m.).
3 to 9 lb. ft. (H to ] ,25 kg. m.).
Oencttl Data ,
GENERAL DATA
1100 AUTOMATIC
The following infonuatioa is appUe.ble to the J 100 Aa!olDlotic and should be used io coQjUJIction with tbe preoediD.
'Pecwcatioa (or .he 1100 SalOaD.
ENGINE
Type
Comprt.$sioD ralio
Eogioe idle speed (approx.)
D.H.P.
Torque
LUBRICATION SYSTEM
011 pamp
Type
Oll Wltr
Type
Capacity
Oil pressllft.
Normal running speed and temperature
Idliog (mioi.mum) at normal running tempenlturc
FUEL SYSTEM
Carbarellu
Malee and type
DialDeter
Needle ..
IGNITION SYSTEM
Distributor
Timiog marks
Timing: Distributor No. 41134A: Static
Siroboscopic
Distributor No. 41181A: Sialic
Siroboscopic
DIFFERENTIAL
Ralio: Early models
Later models
AUTOMATIC TRA,"SMISSION
Ralios: Top
Tbitd
Secoud
rirst
Reverse
QveraU (alios: Top
Third
Sccood
FirsE
Reverse
SlXedomelcr
1100. Issue I. S610
IOAG.
89 : l.
650 r.p.m.
S6 at 5,500 r.p.m.
61 lb. n. (8-44 kg. m.) at 2,000 f.p,m.
Hobourn Eaton.
FuU-6ow.
I pial (1-2 U.S. piols, 57 lim:).
60 Ib./sq. io. (4-22 kg.{cm.').
15Ib./sq. io. ( I -OS k g / c m ~
S. U. Type HS4.
11 ill . (38' 1 0001.) .
DL (Staodard), ED (Weak), DQ (rucb).
Lucas 2504.
Dimples 00 liming whct:ls, nlarks on COllverler.
.. 7 B.T.D.C.
10 B.T.D.C. al 600 r.p.rn.
.. 50) B.T. D.C.
80) B.T.D.C. 31600 r.p.ro.
3048, I.
3'21 : 1.
10 , I.
146 , I.
1845 : I.
269 , I.
269 , I.
Early models
. . 4; I.
584 : I.
738 : J.
1016 : I.
1076 ; I.
7/17.
liJler model
376 : I.
549 : 1.
6'94 : I.
10-11 : t.
10' 11 : 1.
GENERAL DATA-conlinued
1100
TORQUE CONVERTI:R
Type
IUtio
Convener output gear ratio
Eod-float
DRIVE SHAFTS
Make aDd type of jOiDl
TORQUE WRENCH_ SETI1NGS
CODverter centre bolt
Converter (six central bolts)
CODverter drai!} plugs
Converter housing bolts .
..
Differcoliol driving finDgt securing boUs
Gear u.in bearing caps ..
Gear tra in carrier slIap ..
Input ,baft oul
Servo unit securing bolls
Top aDd reverse clufch hub out. .
to cogine securing oul
Valve block securing bolts
Valve block: bolts (securing three sections)
g-in. U NF. bolts
j-in. UNF. bolts ..
CAPACITIES
Traosmiuioo ClUing (iocludiog filter)
capacity (approx.) ..
GENERAL DIMENSIONS
Kubside wcighl : Salooo (Automatic) ..
WEIGHT OF COMPONENTS
Eogi.oe IIDd traosmission assembly
Aulomatic lrltosmissiOD ,.
Gtnernl [')lIa 10
..
3-elcrocllt.
2 : 1 maximum.
H5 : 1.
,0035 10 0065 in. (-089 to 164 ffiO'l .).
. . Hardy Spicer, Hange joint.
110 to 115 lb. ft. (15-2 to 15' 9 kg. m.).
2210 24 lb. ft . (H)4 to 332 kg. m.).
.' 22 to 24 lb. n. (3' 04 to 332 kS- m,).
IS lb. ft . (25 k8. m.).
40 to 45 lb. ft. (5-53 to 6622 kg. m.).
12 lb. fl (166 kg. m.) .
12 lb. ft . (1 66 kg. m.l.
. . 70 lb. ft . (96 k8. m.).
17 lb. ft . (235 kg. m.).
ISO lb. ft. (207 k8. m.).
12 lb. ft . (1 ' 66 kg. 00.).
17 lb. fr. (235 kg. m.).
7 lb. ft. (97 kg. m.).
18 to 20 lb. fe, (2' 5 to 277 kg. ro.).
30 lb. ft . (4 15 kg. m.).
I) pinlS (738 litrc.s. 16 U.S. pj,nts) .
9 piots (5 litres, II U.S. piOlS).
1,848 lb. (8388 kg.).
357 lb. (162 k8.) .
112 lb. (508 kg.).
1100. lssut I. S61G
GENERAL DATA
1275 cc. POWER UNITS
The fuUowlng informatioa is .pJlliuble to models OHced with tbe 1275 (.c. pOlYtr nnil and sbould be used 10 CODJUilCtiOO
trilh tbe preceding sper;Wcatioo rOt tbe 1100 Salooo.
ENGINE
Type
Number of cylinders
Bore
Stroke
Capacity
Firing ordu
Valve operAtion ..
Compression racio: H.C.
L.c.
B.M.E.P.: H.C. ..
Torque: H.C.
Oversize bore: 1st
Max.
Cral1ll.sbafl
Majo jouroal diameter
Craokpin journal diameter
Crnoksl't .. f( end thrust
Cranksbaft end float . .
MaJD bearings
Number aDd Iypt:
Material
LenSlh ..
Di;lmetrica) clearance ..
UndersiZe$:
COnDecting rods
Type
Lenglh between centres
Blg....end beariDgs
Type and material
Length . .
DiatnelricaJ clUJ.nc.c ...
EndHoat of crankpin _.
Pislon!
Type
. .
Cleamnct in cylinder: Top of skirt
Bottom of sk.irt
Number of rings
..
Width of ring Grooves: Top, second. third ..
1100. I. 10288
Oil cootrol ..
Gudgeon pia base ..
12G find 12H.
4.
278 in. (70'61 mm.).
32 in. (81-28 rom.).
778 eu. in. (1274-86 c.c.).
1.3,4,2.
Overhead by pusb-rod.
88 : I.
8 : I.
134Ib.fsq. io. (9' 4 kg.fcm,t) al 3,500 T.p.m.
69 lb. fl. at ),500 T.p.m.
-010 io. (25 mm.),
-020 in. (-51 mm.).
.. 2'0005102-0010 in. (50'81 to S(}82 mm.).
'750410, 7509 iI), (444510 4447 mm.).
T"kcn in tbrust \wlshers at cealre main bearin,.
00210 003 in. (,05 10 07 moo.) .
Three trun-wall; split sbells copper-lead-indium.
VP3. lead-indium at NFM/3B.
975 to 985 in. (2476 to 2502 mm.).
001 10 0027 in. ('025 10 -07 mm.).
020 ill . (,51 mm.) and 040 in. (1 ,02 mm.).
H'Orizolltaliy splil lug ead, plilin small end.
5748 to 5792 in. (21'36 t'O 2J 59 mm.).
ThiQ-waU; Sled-backed, copperlendindiu." plated.
840 10 850 io. (21'33 to 2959 rom.).
001 to 0025 In. (,02 to 06 rom.).
006 to 010 in. (-15 to 25 mID.).
Alumioium, solid skirt, dished crown.
0029 to 0037 in. (,07 to 09 mm.).
0015 to 0021 in. ('04 to 05 mm.).
4 (3 I oil cootrol).
048410 0494 in. (1 23 (0 122 rom.).
157810 '1588 in. (4'01 to 40] mm.).
8125 to 8129 in. (20' 64 to 2965 mm.).
Cieaer&J Data 11
GENERAL DATA-contill/led
1275 cc. POWER UNITS-continued
Puton rio"
Compression: Type: Top .. Internally cbamferet1 chrome.
Second and third .. Tapered cast iron.
Width Top }
Secood 81ld Third :: 0615 [0 0625 in. (1'51 to 160 mm.).
fitted gap: Top .. 011 to 016 io. (-28 to ,05 DlIIl.).
Second and (tUrd 008 to 013 in. ('20 to 33 mm.).
Rin::; to groove clearance: Top ,. .. } .OOI5 I .0035 ' ('04 . N>. )
Second Aod ,bird 0 In. 10 u:>' IDID ..
Oil control;
Type ..
Fitted gnp: Rails
Side spring
Gudgeon Ill!
Type
Fit in piston
Diameter (outer)
Fit to cOlloecling rod
Cam.,h.rt
Jourulll diameters: Front
Centre
Rc,u
Bearing liuer inside diameter:
UD-reamed lifter fitting: Front
Centre
Rear
Reamed after fitting : Front
Centre
RCilr
Beariogs: Type
Diametrical clcilrllncc . .
End-thrust
Endfl oat
Cam lin
Drive
Timing eh;'lia
T.ppets
Type
Outside diameter
Length .
Rocker gear
Rocker short : Diameter
Rocker IIrm: Bore
..
Bush inside diameter
General Dat a ! 2
. .
..
.. . .
.. Duanclt 61.
:: }.OI2 to ,028 in. (30 to 70 mOJ.).
in conoecting rod.
Hnud push 61.
'8123 to 8125 in. (20'6) 10 2064 mm.) .
0008 to 0015 in. (-02 to 04 mm.) interference.
16655 It') 1-6660 ill . (42' 304 10 42' 316 mm.).
162275 10 162325 in. (41'218 1041231 mill.).
1' 3727510 J.J7350 in. (34' 86610 34889 rom.).
1652 in. (41'98 rum.).
161 in. (40'89 mm.).
136 in. ()4'52 mill.).
1-6670 to ',6675 ill. (42'34 to 42)5 mm.).
162425 to 162475 ill. (41 ' 25 to 41,)7 mm.).
13745 to ) ,3750 in. (3491103492 mm.).
While metal-lined,
001 to 002 in. (,02 10 05 tnm.).
Taken on lc1t:<1ling plate.
003 to 007 ia. ('07 to 18 0111;'1.).
' 318 in. (8'07 mm.).
Duplex chilin and gear from cr:4nkshafl.
j in. H"52 mm.) piteb X 52 pitches.
Bucket.
81125 to 81175 in. (20'60 to 2062 mm.).
\495 to 1505 io. (3797 to 38,2.] mm.).
5615 to 5625 in. (14'26 to 1429 mm.).
686 to 687 in. (17' 45 mm.).
5630 to 5635 in. (14') to 1431 mm.) .
1100. Issue I. 10288
GENERAL DATA-continued
1275 ce. POWER UNITS---t:-onJiJllltn
Valves
Seat angle: Inlet and exhaust
Head diameter: Inlet ..
Exhaust
Stem t.liRmeter: Inlet ,.
Exhaust
"
Stem to guide clearance: Inlet <'Ind exhaust
Vfllve Urt: Inlet and exhaust .,
Valve guides
Leogl.b: Inlet
Exhaust
Fitted height above ,eac Exhaust
Inlet
Valn springs
12H Engint's
Free length
Fitted length
Load .!It fitted lengtb ..
Load at top of lift
No. or working coils ..
120 engines
Fret: Ic:ngth
Fitted length
Load at fitted length
Load at top of lift
Valve crash
Valn. tinllng
Ti11lir.1g marks
Rocker c1c...,runce: Running
Timio:;
Ir:llet valve: Opens
Clost.3
v"lve: Opens.
Closes.
"
ENGlNE LUBRICA TlON SYSTEM
Oil pnmp
Type
Oil pressure relief volve
..
Relief valve spring: Free lcngth
Fitted length . .
"
"
..
Load fI t fittetl length.
OU filler
Type
Capacity
1100. I$&UC I. 10298.
"
"
"
"
, .
45,
[)07 to 1312 in. (33':2lo )),21 mm.),
to 1'1565 in. (29'24 to 2937 Dlm.).
'2793 to -2798 in. (7'09 to 7' 1 J DlIn.).
-2788 to 2793 in. (7'08 to 7-09 rom.).
0015 to 0025 in. (04 to -08 mm.).
'318 in. (8'07 mm.).
HiS75 io. (42-87 mm.),
\8437 io. (46'83 mm.).
}'540 io. (13-72 mm.,.
I '95 in. (49'13 mm.).
1'3!!3 in. (34'715 mm.).
.. 795 lb. (36'03 kg.).
124 lb. (563 kg.).
.. 4, .
OYler
182R in. (46474 mm.).
1383 in. (35128 mm.).
51 lb. (23'1 kg.).
87 lb. (39'5 kg.).
6.750 r.p.lll.
Dimples (111 timing gears.
0 12 in. ('30S moo.) cold.
021 in. ('S33 rom.).
B.T.D.C.
45" B.n.D.c.
51" B.B.D.C.
21
0
A.T.D.C.
Inlier
1703 in. (43'259 mm.).
1210 ill. (32'258 rom.).
251b. (11'3 kg.).
44 lb. (20 kg.).
Internal gear, splined drj\lt: from c<1IDshafl.
SO Ib.Jsq. ill. (5'3 kg.
286 in. (72'64 nun.).
.. 2'156 in. (5477 mm.).
13 to 14 lb. (590 to 635 kg.).
Fullflow type; renewable element; pressure: differen-
tialswilcb.
I pint (1'2 U.S. pints, S7lilre).
GenerAl D.1lA 13
GENERAL DATA-continued
1275 ce. POWER UNITS-continlled
System pressure:
Ruoruog
Idling
IGNITION SYSTEM
COO
Resislaoa: III 2 ~ C. (68
0
F.) primary winding
CoCl5umpLioo : (goitioo switched on ..
At 2,000 r.p.m.
DIstribD10r
Rotatioo of rolor arm
Cam closed period
Cam open period
Automalie advance
SeriAl number ..
Automatic ndV3na: eomlDcncts
Maximum advaoce
Deceleration check (vacuum pipe discooneclcd)
Cootaet point gap selling
Breaker spring tension
Coodenser C-;Ipacity
Timing marks ..
Static timi ng
Stroboscopic timing
Sparking pIngs
Sa.
Gap
COOUNG SYSTEM
Thermosta! selfillgs
Standard
Hot countries ..
Cold c:ounlries ..
FUEL SYSTEM
CarbureUer
Choke diameter
Jet size ..
Na:dles ..
Pislon spring
Gontrai 0-.113 !4
70 Ib./sq. in. (4-92 kg. cm.t).
IS Ib./sq. in. (I OS kg, em").
Lucas LA 12.
32 to 3' 4 ohms.
36 amps.
125 amps,
Lucas 2S D4.
Anti..elockwise.
6Q"3",
30"3".
Centrifugal.
41214A.
300 r.p.lIl.
18-22",
11 10 IS" al 2,800 r.p.m.
6 to 10" al 2,000 (.p.rn.
4 to 8 at 1,600 f.p.m.
014 ( 0 -016 in. (-35 to'4O nun.).
18 to 24 07 . (510 to 6S05 gm.).
1 8 to 24 mE
Flywheel and poinler on clutch cover.
S" aT.D.c.
10" ll.T.O.C. a! 600 r.p.m.
Champion N9Y.
14mm.
024 to 026 in. (' 62 (0 66 mm.).
&2 c. (1&0 F.).
74" C. (165" P.).
8' C. (190 F.).
Single s.u. type HS4.
Ii in. (38" mm.).
090 in. (2'29 mm.).
SWnfl:ird OZ, Weal.: CF, Rich BQ.
Red.
HOG. Issull I. 10288
GENERAL DATA-continued
1275 ce. POWER UNITS-contil/ued
GEARBOX
Number of forward speeds
SyncbrofDesb ; 1300 Moods
1275 c.c. engines
Ratios:
Top
Third
Second
First
Reverse
Overall ,alios:
Top
Third
Secoud

Reverse
Speedometer gear ralio .'
. .
Early 1275 c.c. engines
)-0: I
],426: I
2420: I
3829 : I
3829 : I
)-44 : 1
491 : I
83 , I
13 16 : 1
1) 16: I
Road speed i.n lop gear at 1,000 r.p,m.: )-65 : I ratio
),44 : I ratio
WEIGHTS OF COMPONEI"liTS
Engine
. .
Engine and Iransmission assembly
TORQUE WRENCH SETTINGS
Cylindu head sl ud nuts ..
1100. Tuue 1. IOlSS
..
4.
All (our forward speeds .
Second, third and fourth gears .
lAfer 1275 c.c. ellgines
)-0 : 1
17/6.
1 412 : 1
2' 112: 1
3627: I
J-627: I
365: J
516 : L
i 92 : L
1)21 : )
1321 : I
17 m.p.h. (275 km.p.b.).
18 m.p.b. (29 km.p.h.),
254 lb. ( 115 kg.).
69 lb. (31 kg.).
339 lb. (lS4 kg.).
.. 50 Ih. ft . (6-91 kg. 00 .).
1300 monels
1-0: I
143 : I
2'22 : I
352: I
) -54 : I
3-65 , 1
522 : I
8,08,1
12-85 : I
1292: I
Genual Oala U
GENERAL DATA
1300 AND 1100 MK. II MODELS
Tbe foUowing ioformatiOf\ is opplk"blc to the IJOU. 1100 Mk. II aufGaIRlic transmission, laler 1100 Mk. II slDthro-
mesh !.Iud Austio America mndels, and should be UStd in conjUlltDon wilh Ihe preceding specifications.
BRAKES
Type
Fluid
Fluid (American Markel)
Fro.,
Disc diameter
Pad area (lolal)
Swept area (total)
lining material
Minimum pad thickness
Cylinder diameter
Rear
Cylinder diameter
WRENCH STTL'1GS
Brake calliper pivot pin screws ..
Joertia valve end plug
Pressure failure switch
Pressure failule switch as!.embly end plug
Lockhecu hydraulic; frolll, single swinging
disc; rear, drum, leading ;lOd Irailing shoes.
L(lcklll"cd Disc Brake Fluid Series If or 329.
Lockht"cd Disc Droke Fluid 329 onl)'.
84 in. (21336 111111.),
nS6 sq. in. (l2U
148 sq. in. (955 em.').
Minltx M 7It FG.
nil!. (1 59 1Il1ll. ).
:! in. (50-8 mm. ).
80 ill. (20<32 mm.).
M 10 80 lb. in. (,75 10 92 kg. m.).
50 lb. ft. (6'91 kg. m.).
15 1h. in. (,17 kg. m.).
200 lb. in. (23 kg. m.).
StC Workshop MaDual AKO 4957 fot Aastiu Arne.rica engine toniog data.
1100. T&.Suc 2. 12872 Gcncr.\l 0;,\\, 11
SECTION A
General description
Camsbaft
Crankcase dosed-circuit breathing
CraoJcshart sod main be'lrings
Cranksbart primary gear
Lubriellted boshes
Noo-Iubricated bushes
tCylinder head
, .
Cylioder liners
tDocarboniuag
Distributor driviog spindle
Enginc aod traosmissioo
Eogine mountings . .
E){baust syslem
Fi rst ruotion sbaft outer race
Fly'wheel and c1utcb
Coil spring type
Diaphtagru sprios type
Flywbeel bousing
Flywbeel relaining ,crew Imud
FlywbuJ slartcr ring
Front sub-rrame and eogiae aS$ctnbly
Iolet and exbaust maoifold(s)
LubricatioD ..
Oil control pistoo rio8s- Duaficx 61
Oil pressure ,.
Relief valve
Oil pump
riston riogs . .
Pistotli aDd connect ina rods
Piston sizes and cyliDder bores
Priolary gear oil seal
TappeLS
TimiDg cover . .
TimiDI gears
Tools ..
TnlQSl'I)issioo . .
Valves
Grinding
Guides ..
tRoeker .adjustment
Rocker busbes ..
Rockers ..
Seat inserts
tTiming ..
THE ENGINE
..
. ,
, .
. ,
, .
, .
, .
tThtloe must be rollowed by au exlaaust emissioD check
1100. luue 1. S610
, .
, .
A.2S
A.4
A.29
A.30
A.37
A.9
A.36
A.IO
A.16
A.33
A.34
A.40
A.3oS
A. 11
A.38
A.22
A.S
A.32
A, IS
A.6
A.I
AAI
A.2
A.l
A.24
A.21
A.26
A.28
A.39
A.14
A.l9
A.20
end of Section
A.21
A.II
A.12
A.1l
A.IS
A.8
A.7
A.31
A.21

' . . -
A
A.I
A
--------_ .. _ ... _---_ .. __ . __ .. _-_._-.
TIlE POWER UNIT AND TRANSMISSION
(fwin-carbnretter Version)
i
!
AlI'llHIW I
I
I
_____ ... __ .. ___ ._ ... _ ._ . __ ..... __ . __ .. _ ...... __ . ___ ..... _ .................... _ .... __ .. .J
A.2 1100. l ~ t c 1. 5610
TIlE ENGINE
A
GENERAL DESCRIPTION
The overhead-valve engine is of unit construction wilh
one reverse and four forward gears assembl.:d inl O a
combined transmission casing and oil sump below the
engine crankcase. The unit is transversely mounted on
OeMble r ubber mountings. Drive is transmiued from the
ditrcrcotial by sbort driving ShOlfts to c:lch of the front
wheel hubs.
Engine arc in line in lhe left-hand side of
Ihc cylinder head. Oil senls arc titled to the v81ve stems
and there is normal pro,,'isioD on the valve rockers for
clearance
The camshaft, running in three whitc-mclal
is roller-chain-driven frum the cranksh"n. wilb synthetic
rubber chain Icnsioncrs. Both the oil pump and the
distributor are driven from Ihe camshaft., the dislributor
by a lronsvu$C shan with helical gear dri .. e.
Pistons carry Ihrec (;ompression rings and one sloned
oil control ring. The gudgeon pins are fully Ooaling and
the connect ing rods have renewable sleel-backed big-end
bearings ..... ith karl-indium- or Icad-tin-plalcd
The oil supply for fhe engine, gears. and differential is
carried in the transmi ssion else below (he crankcase, find
is tt:plcnidled through a filler aperture in Ihe valve
rocker cover.
Oil is dmwn fronl the base of Ihe Iransmission casina
by a rot ary pump mounted on Ihe rtar end of th.,; crank-
case and delivered to a full-flow eX(CJoal oil filter. passil"lg
on Ihrough drilled passages to the main, big.-end, and
c.amshafi bearings. Jet boles in tbe connttling rods
deliv!:C oil quickly to the cylinder walls, and the overhcad
rocker gear is provided with oil at reduced pressure via
the t:amshaft front bearing.
The tappets are lubricaled by oil returning from the
rocker gear by way of the pusb-rod apertures and by

The eX[emal oil filler carried 00 tbe right-hand siue of
the engine crankclsc is of (be ruu-oo","', n:ncwab)e-e)ement
type. It is conncctad to (he main oil gallery by a drilled
passage.
SecliOD A.I
LUBRICAnON
Checking the engine oil level
[nspect the oil level in the ensine and .transmission,
aed lOp up if necessary to tbe 'MAX.' or 'FULL' roark on
the dipstit:k. The oi l filler cap is on the top of Ibe engioe
valve cover and is released by turning it anti-cloekwise.
Clunging the cDgioe oil
Drain the oil from the engine and trdnsmi ssion by re--
mo ..... ing the magnetic drain plug on the rear right-hand
side of the transmission casing. Draining is preferable
when the engine is hot as the oil will flow more readilyhl
Ihis COouilion; allow at least 10 minutes for draining
before replacing tbe plug. The drain plug washer should
be renewed on alternate oil changes.
1100. 1. 51'\)0
Changing lIIe epgine nil filter
The oi l filter is of the rutt-fiow typt and tile bo .... 1
should be washed in fuel. The filler is rele4lsed by Uf)-
screwing the central bolt securing tbe filter to Ibe filter
head. When refitting ensure that the seating washer (or
the filter bod)' is eorr..:elly posit ioned, dcaD, and service-
able_ Ensure that Ihe wasbers below Ibe clemen! iruide
the bowl are fitted correcLly. The sma]) fdL or rubber
w<lsher must be positioned betweeCl tlle clement pressurc
plate and the washer a.bove the pressure spring.
It is essential (or correct oil fillration tbat the sca.ling
(feU or rubber) washer should be in good condition and
11 suug fil 00 tile c.eulre-seetlrilJg bolt.
NOT E.-Disconnect the battery before eommeoei.ng
work on fhe. filler.
Section A.2
OIL PRESSURE
Mo..-rU aDd M.G. carly models
When the isnit.ion is switched on a wami!!!", light io
tht instrument panel will glow, llnd if Ihe system IS
working corrl!Ctly it wil: 30 out when the engine IS
runni..cg.
Should Lhe oil pressure warning light contioue to glow
when the ensine is running at or abc"I\'c a fast idJiog
spccu, rhe cause tUay be lack of oil. low oil pressure, or
the need of a new oil filter element aDd engiac/t{"3os-
missioa {'IiI change. To locate the cause of the trouble
proceed as follows:
(I) Check the Icvel of the oil in the cogine and traus-
mission, and top up if necessary.
(2) If the light contilluC5 to &low when the engine is
running diseonneel th.e lead from lht oil
head. If the light IheLl goes oul fit a DCW oi l filter
clement and change the engine/transmission oil;
this should be done as soon possible: within a
maximum of a further 300 miles (500 km.).
[f the light still glows \\ilh the rulcr lead dis-
coonected aDd the c.ogine running, Slop the engine
immediately _nd t.arry out the follnwing.
(3) Check [hat there is no air leak. at the pump pick-up
union on the suction side of the pump and tbat
the oil pump is Ilot worn a.nd is (or.ctioo.illg
correetly_ See Section A.1A for oil pump removal
and dismantling.
(4) Cheek: that the straioer in the transmission casing
is clean and 110t choked with sludge.
(5) Check tbat the bearings to which the oil is fed
under pressure ha.ve the correct workillS clear
anccs. Should the bearings be worn and the clear-
ances excessive, the oil will escape more readily
from the sides of [he be.-U"ings, particularly wben
the oil is warm and becomes more fluid.
AU models exct'pl Morn.. aDd M.G. early mode.IJ
The information and instructions gi\'en apply to
above owdc1s "eXCCP! that !w() warning ligbts arcfitted,
one for oil pressure and one fcor the pil filter. If the oil
-' .J
A
THE ENGINE
I. Spring clip_
2. Cover.
J. DiaphngrrL
Fig. A.I
4. Meluinl: needle.
S. Spring.
6. Crucifonn l\IidC$.
filter warning light continues to glow when tbe engine is
running at or above a fast idling speed 8. new oil filter
element must be fined and the engine/transmission oil
cbanged within a maximum of a further 300 miles (500
kOI.).
fr Ibe oil pressure warning light glows when the
engine is ronniDg carry out tbe instructions aumbered
(I). (l). (4). nnd (5).
AU models
TIlt poilils menlinned can all cause a drop in
COll,tinuous cold runniog aDd the unnecessary use or
the mixture control are oOeo the C.1USCS .,( oil dilution by
petrol (fuc;) and a consequent faU off in pfCliSllre.
l'\OT'-The lutomatic: relief \'21'c in tbe lubriClitioD
system deals wilh DOY uces.'iivc oil pressure wbee starting
from cold. Wbea bot, the pr<!SSure drops Il! the oil bl-comcs
'more. fluid. Dcbih of the relief nlve are given in Section
A.J.
Section A.3
OIL PRFSSURE RELIEF VALVE
The Don-adjustable oil pressure relief valve is situated
.t the rear right-band side of the cylinder block and is
held in positioo by a domed hexagon nllt aDd sealed by
two fibre or one copp:: r washer. The relief valve spring
mainta ios a valve cup Clgains! a sealing machined in the
cylinder block to provide a!.l extra return passage ror the
oil should I:'e pressure be..cOOlc excessive.
The vnJve cup sbould examined to ensure that it is
scating corr<!ctly aDc tbat tbe spring has not 10sl its
tension. The cup caD be r emoved and ground into its
seating wiln Service tool 18G 69 a.nd the spring checked
by measuring its length to give the required relief
pressure (see 'GENERAL DATA'). Fit a new eup and
spriog ir neces.u.ry.
A.4
SectioD A.4
CLOSED-ClRCUlT BREATHING
(When 6Hcd)
Fresb air enters the eng.ine Illtougb two boles and a
ruter in the filler cap on the rocker eavcr. The air theo
passes to tbe crankCASe down the push-rod driUings. The
crankcase fumes leave the engine througb a breather out-
Itt pipe on the froDt engine side cover. Oil droplets aDd
mist are Irnpped in an oil separator btfore the fumes pISS
through a breather control VAlve and 10 the iotake mani
fold. Ibus providing closed-circuil crnnkcase brealb.iog.
OilftUer C3p
Detach the filler c"'p from the engine rocker cover and
fit a new filler eap/6lter assembly.
Breather control "alye
Remove the spring clip and dismantle the valve. Clean
all metal paris with solvent (uichlorelbylene, fuel, dC.).
If deposits arc difficult to remove immerse ill boiling
water before tile solvent. Do oot use an abrasive.
Clean UlC diapbragm with detergeot or mdhytated
spirils.
Replace componena showiog signs of wear or damage.
Reassemble the valve, milking sure the metering needle
is in the cruciform guides and the diaphragm is scated
correctly.
NOTE..-The tim-type "Ive assembly (witbollt the
cruciform guides) is suric:e.d as an assembly.
SectioD A.S
FLYWHEEL RETAL'/ING SCREW THREAD
The flywheel reuining screw thread in the end of tbe
eraokshaft is not Standard Whit ..... orth but is Whitworlh
forOl :
Diameter i in, 16 T.P.'. In- in. fulllbread.
If it is fouod necessary 10 clean up the tbread, the
operntioo must be confined to dellling up. This-thread is
highJy stressed aDd must always bt: up to full size,
Section A.6
INLET AND EXHAUST MANlFOLD(S)
Removing
Remove tbe carburetter(s) and air cleaner as detailed
in Section D. Slacken 01T and release the ex.baust pipe
clamp. When fitted, remove the c1osed<ircuit breather
coateol valve, by slackening tbe adaptor hose clip, aDd
removing (be suppOrt brAcket. Remove the DUts nod
washert securing lbe malli(old(s) to tbe cylinder bead;
withdraw tbe maoifold(s).
Refitting
Reverse tbe above order, but thoroughly clean the
joint faces aod 51 a oew gasket, placing tbe perforated
metal face of tbe gasket lowards the manifold(s}.
1100. 1. 56tO
TIlE ENGINE
A
S.<lion A.7
VALVE ROCKERS
Rtmovi.og
Drain che cooling system u;o Stion C2; usc a dean
container (or Ibe (Oni Ol0! if il conlains auli-fru:zc
intended (or further Uk.
Remove Ihe air de"oer as in Section D.
Unscrew Ihe securing screws aod lift oft' fach:,
00\'(" Ia.kiog care nOI 10 damage the cork gasket
Sll'ckcn Ihe rocker shaft bracket tilting nuts aoo 1M:
uterlll\\ cylinder head siud outs gradually. a tUfO at a
time, ill che order sbown in Fig. A.4, until all the load
is rc:lca5cd.
NOTE.-The u.:ttm.t cyliollu hud liDog IIUt!; ruust
be sb.ckeaed at the SlIme time as tbe rocker sb&ft securing
DUb. and ic fhe orderginD ill Fig. A.4, otherwise distortion
may like place Gluf f("Swt ill warer fitwiUie its way into the
(yliader beres and the n.n.<nniss.iOD CasiDi.
Completely unscrew the: rod:cr shaft bracku nuts and
remove the rocku )ssembly. together with the br2d:ets.
Withdraw the push-rods, at the same time m.:uL:inl
Ihem (or replacemenf in their posilions.
DijCltaDlWlg
Kemo ... e Ihe grub screw locating 'he mcker sban in tbe
frool rocker mounting bra.cht . Wirhdraw the splil pios,
Rat washer, and washer (rom the end of the shaCt
nnd slidelhc rockers, brackds,lUld spri,,!;!;: frOIl) tb.e sbafl.
the screwed plug fiUed to one end of the ,b2f\
and clean nUl t,he oihv.1)'.

When reassembtipgcoO'lmcnce with .be from mauoling
brackel, it wilh the grub screw. Follow up with
Ihe (clnlil1illg brackets ilnd spriogs, replAciog 'hero in
their origin,,1 position on the sban. The screwed plug end
of the: 'hafl should be positioned to tbe froDt oflhe engine.
Re6ttiA&
lte6t1inl! is A reversal of the u:mo\'al procedure, wilh
special emphrnis on Ole tightcning of the rocker brackel
and cylinder b::;ul !\ IOO OUIS; thcse must be lightened in
Ihe order ShOWI1 in Fig. A.4 and 10 the torque wrench
lilure giveo under 'GENERAL DATA',
Refer to Secljon A.15 roc details of valve rnckt:r
adjuslment.
....
Fig. A.2
Tile o/Yol,e Tocku, l'illiclt mlLfl IIDI
bl!
I U)(). lssue 4. 72130
Fit. A.3
III/Ieff ubuslting lite. jorced.,ype vn/pe rocker make
rtr",;" '"ot ,h, joint in fhe bush is il' (h, positioll
;l1dicot,d
Section A.S
VALVE ROCKER BUSHES
Rcbushing or the preSSt:d'feci valve rocker tilted at
3n to the rotSed is Dol practical aDd must
not be undecl:lkell. When bushes become \Yora oew
r()(;ker assembHe$ must be fitted. The fOrged type of
rocker can, ho",,-cver, be rebusbcd, aDd tbe: foUowing
procedure is given fOT this Iype: of Tockcr only.
H,emove aud dismaoUe tht: TOekeT shaft assembly as
detai led in Seclion A.1.
To remove and replace worn bushes the use of spcc;illl
Service tools ISG 226 and 18G 226 A, .c.o;mprising ..
drm 3(1d 3nvil, is recommended. Busbe'1 and rockeB
are very easily damaged by the use of improvi7.ui drifts:.
The anvil is recessed to bold tbe rod:C'T in positioo
while Ihe worn bush is driven or pressed out.
Press the. new bush inlo Ibe rocker bore with the butt
joint of the bush positioned OIl Ihe top of lht: boJ'C'. as in
Fig. A.3. The drift is rccessed 10 prevt:n! rhe budJ Operunl
wben being driven illio pOlli tion.
It ...... m be necessary to drill (he oil boles in tbe bUlb
10 coincide with the oilways in the roclcer. Shoukl the
oil hole tn the adjllster end be drilled before lbe busb is
fitted, extra care must be talcen to keep the holes to the
bush and rocker in line during Ib.e opetation.
If Ibe holes arc drilled after tJl(: following pro-
cedure must be adopted. Remove tbe adjuster screw a.od
use fl No. 4) drill ('089 in. [2'26 mm.)) 10 drill out tbe
end pillS and 10 eontinuc tbe oil\Y3}' through tJle bush.
Replug the eod after the opention with a rivet (pa.rt No.
se 2436) and weld it in position .
Tbe bole in tbe top of tJle rocker barrd must be
continlled Ibrougb the bush wilh a No. 47 ('0785 in.
11 '98 mm.D diameter driU. Finally. buroish-rc.a.m the
bush to {he dimensioru; given under "GENERAL DATA '.
A.S
A
THE ENGINE
SectioD A.9
RcmoYln&
CYLINDER IIEAD
r- Jl

I

Drain cooling system (sec Section C2). If anti
frene mixture is in usc it should bedrained illlo l\ suitable
dean conlmer.
Oisconnut (he negative cable rrom the bauery.
Slack,en the retaining clip on the hose connecting the
radiator to the lhermt'Slal housing and pull the hllse
clear nf Ibe bous..ing.
Rcmo'''c the radiator til>plate.
Remove the cnrbureuer(s) antl ai r ckallers as descrihed
in Section D. Take out the two rocker cover relilining
screws and rubber cups aod Ihe cover.
o\'er the studs. lower Ihe cylinder head into posiliol1 and
fit the cyl..inder head securing nuts finger tight.
InseT' the push-rods, replacing them in the positions
from which they wcre taken. Replace the rocker assembly
and scc urill1;!. !HIlS and lit the fill,!;cr tight. Tighten all
Ihe nuts gradually, a turn 011 a lime, in tbe order gi\'en in
Fig. A.4.
Whenever the head has been disturbed or thc valves
have been ground in or otherwise it is ncce!;$ary
to cbeek the valve dCOIrances as in Section A.IS. These,
nf course, will be finally adjusted after the engine has
Ixcn completely reassembled and WI) for a shon period.
Repllu;e the inlet :md exhaust manifold(s).
If a he<l.lcr is filt<!d attach the Itcater hose 10 the hc.1ter
control valve and rcfit thc suction advance pipe 10 the
thermostal housing.
Fig . ..4.4
ortler of and tightening Ille cylinder he(ld retoilling llUIS
Detach tbe bigh-tension cables and remove the spark-
ing plugs. care not 10 r
l
.1m.1ge tbe porcelilin
insulators.
Remove the sUclion advancc pipe cli p from 6xture
00 the WOller control vah'e housing. If the car is filled
wilh a heater remove the hose and cOlltrol cable from the
cont rol valve, which is situaled at the rear right-hand
top of the cylinder head.
Slacken the top clip on Ihe waler by-pass hose.
Remove the inlet and exh:lUst manirold(s) as described
ill Section A.6.
Remove the rocker atisemhly as described in Section
A.7, nol forgetling 10 slacken the cxternal cylinder head
bolding nuts at the same time. Withdraw thc pushrods,
keeping Ibelll in order or removal.
The eyJintlcr head may now be rcmov<!d.
NOTE.-To facilitate breaking Ihe cytioder bead joint.
tap each side of the bead with" ha01D1er, using a piece of
wood to take Inc lila\\'. When lifting the head
a direct pull should be &h'cn so thai lbe bead is pulled
eveo.ly up the studs.
Refitting
Make sure that the surraccs of both the cylindcr block
and tbe cyJimJcr head arc clean and U!;C a !lew cylinder
hcad it is not to usc jointing compound
or grease for the gasket. It will be noti ced that the
cylinder bead gasket is marked 'FRONT' and 'TOP' so
that it will be fitted corrcctly. Having sUpped the gasket
A.6
Replace the rocker cover, ocing careful to fit ils cork
gasket correctly into and securing il by ils nuts,
washers, and rubber cups.
Replace the c-1rburett.er(s) a nd air cleaner (Section
0).
Secure Ihe radiator Lie-plale and reconnect the radi:lIor
hose (0 Ihe thcrmostat housing.
Couueet Ihe negative cable to the battery lerminal;
close the water drain lap and plug, and refill the cooling
system as in Section C.2.
Swilch on Ihe ignition and check the fuel system for
Jeuks .
Start Ihe engine. and rUIl il unlil Ihe norm;11 workins
temperature is reached. Remove Ihe rocker cover and
check Ihe valve clearances (sec ScetiLln A.15). Replace Ihe
rocker cover.
Refit the bOllnet.
Section A_I0
DECARBONIZING
Remove tbecylindcr head as described in Seclion A.9,
Withdraw Ihe v;1h'cs as descrihed in Section A. I I.
Remove tbe cylinder head g;ukel and plug Ihe water-
ways with a dean rilg.
If special equipment is nOI available for c..Iccarbonizing
it will he necessary to scrape Ihe carbon deposit rrom
the piston crowns, cylinder hlock, and cylinder bc.1d,
using a blunl sc.raptr.
1100. T.uuc 4. 72330
THE ENGINE
A
A riog of carbon should be left rouod tbe peripbery
of the piston croWD and we rim of carbon round the
lOp of the cylinder bore should not be toucbed. To
facilitate tbis an old piston ring can be sprune ioto the
bore so thai it rests 00 top of the piston.
The c)'linder h.ead is next givC'O 3HemioD. The sparkjog
plugs must be cleaned aDd adjusted. Clean off tbe carbon
deposit from Ibe valve stems, vaJve ports, and combustion
spaces of cylinder bead. Remove all traces of cachon
dost witb compressed air or by the vigorous usc of a lyre
pump and tben tborougbly clean with paraffin (kerosene)
and dl')' off.
Fit a new cylind.::r bead gasket when repbciog the
head. noting that the gasket is marked to indicate tbe top
face aud the frOllt eod.
Seetio. A.lI
VALVES
Remomc
Remove tbe cylioder head as detai.led in Section A.9.
Remove Ihe cotter clip, compress Lbe valve springes)
wilb a valve spring compressor, and remove tbe split
colters.
Relellosc th.e valve spring(s) and remo"'e Ihe
Remove the retaining cap, valve spriog(s), and rubber
seal. Withdraw the valve from the guide.
Keep tbe in their relative positions when
removed from lbe cylioder head to ensure replacerneol
io tbeir original VAlve guides.
RetirtiD:l:
Place each valve io il$ respective guide and (it lhe
spriog(s) and the retaining C.1p. Compress the spring{s)
and li.t a Dew sealing rubber 10 the valve stem, push Ihe
B
Fig. A.S
componenl paris of 'he tlSsembly, sliowing
(A) ,he double sprint Dnd (D) ,he single
spring appJicollons, and (fJJJel) ,lie location 0/
the yolve S(!al ot the bollom ()f ,lIe coller groove
1100. fsue 5. 5610
/ .
u,.
Fig. A.6
Compressing a I'Qll'e spring with Service fool 45
sea.lagainst Lbe boltoal of the colter letes!, and
refit the cotters. Ensure IhAt tbe rubber seal is not pushc=d
out of the cotler roc:.c=ss 01110 tbe larger diil(l1elc=r of the
slc=rn, rc=lease the compressing 1001. and 6t the split
cotter rewining clip.
Section A.12
VALVE-GRINDlNG
Remove the val vC'S as in Sc=ctioo A.1)'
Each vah'e must bt clc..1ned thoroughly Olud cxnmined
careruJly for pitting. Valvc.s in a pilled conditioa should
be (Cfaced with a suitable uinder or DeW val ves sbould
be 6tted. Stamp Bny new valve with tbe nUlDber of the
port to whicb it is fitted ,
If the valve sea.U1 sbow siglls of pitting or unevenness
they should be trued by Ihe use of Service tools. These
lools will save lengthy and wasteful grinding in. When
using a cutLiog tool take caTe to remove only as much
metal a! to ensure 8 true surface. Wora valve
seats usuall y have a glass-hard surfatt, aod the glaze
breaker should be used to prepare the voUve seat surface
for any rttutting thai may be necessary. Narrowing
cutlers should be used to resto..-e tbe valve seats to the
original standard.
When grinding a val ... e 0010 its seating the valve face
should be smeared li ghtly with fine- or mt:dium-g,rade
carborundum pasle and then lapped in with Do suction
gri nder. Avoid the use of excessive quantities of grinding
paste and see that it remains in the region of the valve
seating only.
A light coil spring placed under the valve head wiU
assist considerably in the process of grinding. l1le vaJve
should be groUtld to its scat wiLb a semi-robry motioo
and occasionally aUowcd to rise by the pressure of the
coil spring. This assists in spreading tbe paste
evenly over Ibe valve face and seat. It is neces5llry to
Coury out tbe operatioll until .a dull, (ven, mat
surface free from ble{llish is produced 00 Ihe valve seat
and valve face.
A.7
A
THE ENGINE
Fig. A.7
Whenfiuing ,olve gllides they must be drb'tn ill unfif
'hey ore it- in, (15-1 mm.) above Ih8 machined joct!
of 'he 'IIolve sp"-IIg seol
On completion. the valve scal aDd ports sbould be
cleaned with :l rag sOAked in paraffin (kerosene). dried.
and then Iborough1y cleaned by compressed air. The
valves should be washed in pal'ilffin (kerosene) and all
traces of grinding paste removed.
Refer to Section A. II for details of v:llve refitting.
Seclio. A.J3
VALVE GUlDFS
Removing
RCDlOve Ihe cylinder head as shown in Section A.9.
Remove the appropriate valve aDd $pricg(s) RS in
Seetion A.II. Rest the cylinder head with its macb.ioed
(ace downwards on a clean surface and drive the vo,lvc
gwde downwards into the combustion space witb a
suilable--sucd drift. This should take the form of :l.
bardened-sted punch ,\- in. (II mm.) in diameter al,d
not Icss than 4 in. (10 em.) in length, with a loeating
spigot II' ill. (7'14 mm.) diarneler ma-:bined on one end
(or a lellglb of 1 in. (2' 5 em.) to engage tbe bore or the
guide.
Re8Hiag
When fitting new valve guides they should bc drivcn in
hom tbe top of the cyliader head, The inlet valve guide&:
must he inserted with the largl!:$( chamfer at the lop, and
the euaust valve guides should have their eounterbored
ends at the bollom. The valve guides should be dri ven
iota tbccombustion until they nrc H in. (IS' ) rom.)
above the machined surfau of (he valve spring sealiog
(see Fig. A.7).
Seelio. A.14
TAPPElS
Remoying
Remove the ($ee Sectioll D) and the
rocker covce.
Remove tbe manifold(s) (sec Seelion A.6).
Remove tbe rocker assembly as in Section A.1 and
withdraw the pusb-rods. keepillg them in their respective
A.I
POSitions to ensure their replaeemenl onto the same
tappets. Remove the tappet covers and lirt out the
tappets, also keeping them in their correct order to assisl
in replacing them in their originalloeations.
FittiA&
Refitting is a reversal of the remmlal sequellce.
New tappels should be filled by selective assembly so
that they JUSt fall into their guides under IheiT own
weight when lubricated.
is a reversal of (he above procedure, bul
care should be (aken (0 see Ihal Ihe lappet cover join IS
art. oil-Light and thai the rockers are adjusted 10 give the
correct valve clearance;.
Section A.IS
VALVE ROCKER ADJUSTMENT
If the engioe is to give its best performance and Ihe
valves are to retain Ihe;r muimum useful life it is
eS$cnlialto maintain the correct \lal\'e dearnnce. Accord-
ingly it is recommended thai the clearance be checked
al regular intervals and any uecessary adjustmeots made.
The clearance for both tbe inlct Rnd exhaust valves
is -012 in. ('305 truD.) when the engioe is cold. The eogine
has bn de.signed to operate with this clearance and no
depulW'e rrom it is permissible.
Provision for adjusting the valve clearance is nlade in
Ihe rocker arm by an adjustable screw aod lockmll.
Tbe rocker adjusLing screw is released by slackening
tbe hexagon loclc.nut with a spanner while bolding the
screw against rotalion witb II screwdriver. The valve
clearance can then be sci by carefuUy rotating the rocker
screw while cbecki ng Ibe clearance with a feeler gauge.
This screw is then relocked by tightening the
locknut while again holding the screw against rotation.
II is important to note tbat while the clearance is
being SCI Ibe tappel of the valve being operated upon
is on the back orifS cam, i.e. opposite to the peak.
Fig. A.8
The clearance between (he I'alve stem and rDcker
mlHt be 011 in. (' 305 mm.) with the mgine cold
1100. Issue 5. j610
TIlE ENGINE
A
As Ibis cannot be observed ;,\ccurately the rocker
;:u.ljushncnl is more easily carried out in the following
order, and this also avoids turning the crsl)k.sbafi over
more Ihlln is DCCCSsary.
Adjust No. I rocker wilh No.8 valve fuJly open
II II 3 II ,. .0 6" ., II
, ... 5 ...... 4 ......
.... 2 ,."7 .. ,,
.. ,,8 .... 1 ""
. 6 ,. II ., 3 ,. t.
.. ,. 4 II " II 5.. II
.. P 7 ,. ,. 2 ., ,.
A,)6
DlSTRl8UTQR DRJVlNG SPlNDLE
Removiog
Remo\"(: the distributor as detailed in Section O.
Take OU! the screw securing (be distributor housing 10
the cylinder block alld withdraw the hOLlsing.
Screw a ,\ in. UNF. boh approltiUlalely 31 in. (89 mm.)
long inlO tbe lapped end of the disnibulor drive spindle
and wi(hd(l)W Ihe spindle.
Refittiog
Turn tbe cra"kshaft until No. I piston is at T.O.C. Oil
its compression stroke:. When the valves 011 No.4 cylinder
arc 'rocking' (i.e. ex.hauSI just closing and inlet
opening). If the engine is set so lhal the 1/4 mark on tbe
Oywheel is in line witb tbe pointer on the clutch coveT,
or the dimples in tbe crankshaO and camshaft gears arc
in line, Ihe piston is exaetJy al T.D.C.
SCre ..... the *" in. by Ji in. UNF. boll iuto the threaded
end of the distributor drive gCDr lind, boldiog tbe drive
ge:ar with tbe slot just below Ihe borizontal aad lnc large
offset uppermost, eater the gear. As tlle gear engages
.... ith the camsbaft the slot will turo in an aoti-<:Ioc.kwise
direction until it is approximately io tbe two o'clock
position.
Remove Ihe bolt from the gear and insert tbe distri-
butor housiog aDd secure it with the special bolt aDd
washer.
Fig. A.9
The d/slT/bulor dr;ye with Ihl! slot in the corrut
Dnd the large offset upptrmost
1100. rssuc 6. 5610
Fig. A.lO
Tile li"';lIg marks Oil Ille jlyu'heel COIJ seen with
,he oid of 0 mirror offer UllloyjnE the inspection coyer.
T. D.C. posif/on is indicated by ,he mark J/4 shohln
inset: and IS- morks (Ire nlso provided
Ensure tbat the COTm:.t bolt is used aod tbat (he head
docs not protrude above the face of Ihe housiog.
Rdit the distributor, referring 10 Seclion 0.7 if the
clamp plate h:l$ bun rcleilSed.
Sedion A.I?
Removing
FLYWHEEL AND CLUTCH
(Coil Spriol type)
Remove (be battery and bauery c31rier.
Remove the sWIer as io Section L.6.
Withdraw the split pin from Ihe dutch opernLing lever
pivot, release the tension spring. pull tbe push-rod (rom
Ihe hydraulic slave cylinder, and remove the lever
assembly from the clutch cover.
Withdraw tbe slave cylioder mouDting screws .nd
secure the cylinder against the engine bullc.bcad.
Remove the exhoust pipe clamp and the radillor
cowling steady bracket.
Remove the DUIS aod set screw, securing the rur
enginc mOl/otiog to the sub-frame side-member and
exlract Ihe set screws securing the clutch cover to the
6ywhcel housiog.
Raise: the eogine with lifting equipment sufficiently ooly
10 e1labJe the cover to be removed. Make sure Ihat tbe
fan blades do not make contact with. and damage, Ihe
radiator core.
Remove the retaining nuts and remove the clutch
thrust plate (rom the pressure spring housing.
It is essential tbat the eDglne is turned to T.O.C. 00
Nos. I aod 4 eylioden belore removing the llywbOt:1.
In lhis positioo tbe 4C' washer localiog the primary geu
is fitted wirb the bridge linking the two flats above tbe
cranksbaft and cannot drop. (f this precaution is Ool
fakeD the 'C' wasber cao fall aod become wedged belfiDd
the Bywbeel oll seal and prevent the removal of the
nywheel without serious damage to the seal.
".9

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A
THE ENGINE
4UU
F;g . .'1.11
pOI\'er 1/11;1 mill 'tll/ovedfrom 'he cur Q complete unit
u. Lo"" oil switch.
Kilo, '" up lhe Iod in/! was.her and !.laden off lhc
Ilywhed rCllI illillg screw Ihrcc or (our threads. Usc:
Service tool J04cogclher wilh adaptor set lHG )04 M
to break Ihe flywheel aW:lY fr(\ m its on Ihe: (SIX'
of the crankshaft.
WAkNlNG. -As the Ilywheel is pulltd from fhe Cl'3uk-
shall, oil (rom the BIUlWIlS at the bile!;. of the Oyuhcel oil
se:ll ms )' spill dowo Ihe of the Rywbeel ooto Ihe clutch
dri,co plale. This should lie obSCT\"cti atlhc time of
to U"oid assuming tbat oil bas pll.SStd the seol wlUlst
tbe vchicle was in S"uvicc. En;TY cnrc mils. be calLen to
maintain tbe in I ycrtic:\1 posj,joo dllTiag Ibe
remoral operation to prncnl oil from this source wetting
tbe dutch facings.
Suew Ibe 'hrec: 51uds from the Adaptor sci into the
flywhcel Ihrotlgh Ihe recessed holes in the clutcb spring
housing. Fillhe plale oflooI18G)04 over the lhrce studs
and screw the nUls OniO Ihc studs, screwing Ihem down
evenl)' so that the plale remains parallel with the ftywbeel .
[nsert tbe shor:. centre screw and wilhdr3w the fl ywheel.
Remove tbe ext ractor immediately the taper is broken.
Unscrew and remo"'e the ftywheel retaining screw and
the Iceyed drh'iog washer. Withdraw tbe flywheel aDd
clulcb as a complete assembly. The clutch dismanlling
delails fire giveo in Section EJ .
The crankshaft primary gear GanuOI be removed from
tbe crankshaft without tbe ftywheel housi ng being
removed; this operation is cO\'tfed in Section A.22.
RefittiDg
Retiulug is a reversal of Ihe removal procedute.
The ftywbeel oil seal must be lubricated prior to re-
;1ssembly 10 preveot bumiog up of Ihe sealing lip before
adequale lubricant can reach this poin!.
A.12
Wipe QII traCt,.; of oil frOID the cr80kshaft Bnd flywbeel
capers, and make sure lhat tbe primary gea r ret.1..inillS- .C'
washer is positi(llied correctly in ils Groove. it is essential
thai these t;lpcr$; are degrcascd and completely dry before
the Oywheel is mounted. Turo Ihe crAnbhaft to bring Ihe
ci rclip 10 Ihe top of the shan to obviale the poss.ibility
of it falling oul of position and Ihereby preventing the
Aywhcel from being pushed fully onto the cr:mkshafl
L'\pec. Make certain tbal tbe flywheel retaining screw is
lightened up to the torque reading gi\'cn in 'GENERAL
DATA'.
Section A.IS
FRONT St.JB..FRAME AND ENGINE ASSEM81.V
Removing
Disconnect the battery and remove thl: clectrical leads
from the oil pressure warning light swi tches, distributor,
coil, and dynamo, and the earth cnble from the wing
\'alancc. Remove the horn.
Remove (he carburetter{s) and air cleaner as in Section
D .
Disconnect tbe cable from the heater conlrol valve on
the cylinder head and the water hoses froJ)] the val ve
and tbe ret urn pipe (when fitted).
Disconnect tbe spill hose from the radiator and
rdeast the retaining clip from Ibe cowling.
Disconnect the hydraulic dutch boses from Ihe supply
pipe Oll the bulkhead.
Remove tbe exhaust system as in Section A.S.
Discoonect tbe speedometer cable (rom (he trans-
mission casing.
Rell'love the dust excluder from tbe cbange. speed lever,
eX!r.lcl the two retainjng plale screws, and withdraw the
I ItXl. lssue S. 721JO
THE ENGINE
A
lever. Remove lite two screws securing the change speed
cJ(tensiOD to tbe ODor tunnel.
Evacuate the fluit.l from the suspensioll system and
disconnect bath hoses from tbe connecting on Ihe
bulkhead (S(:C Seclion H.3). Make certain the and
hO$(:$ arc seak:d 10 prevent dirt or grit entering the
system.
Disconnect tbe two (ront brake bos.t.S from the
bydraulic supply linc and the sleering tie-rods (rom the

Slipport Ihe engine bene,loth the transmission casing
and the change speed extension.
Remove .he sub-frame mounting nuI5 and bolts from
Ihc six mounting points. fil ret: each side. Rel\lOve Ihe
lower mounting brackets (rom eacb side of
the bulkhead. Mark them for replacement in thcir
originaJ positions.
Make certain all cablt:s aod leads are clear of the
t:ogine, tbat tht: slt:ering rack is cClllraliud, and th:n the
steerill!; lie-roos are pushed rt:arwMds.
Lin the body from the SUbrnlmt: and ellJine assembly.
Refitting
Renlliug is a re'.'t:rsill of tbe removal procedure. Make
certain thai the suspension system is recharged witb fluid
as in Section H.3.
Section A.19
liMING COVER
Remo\ing
Remove Ihe radiator as iD Section C.3.
Slacken tbe dynamo attachment bolts and the adju:uing
screw; re:move: Ihe fan bell.
Be(ld back Ihe fab on the crankshaft pulley lockiug
washer, remove the pullcy se:curing screw, and eardully
lever the pulley and damper assembly from tbe erank::s.hafl.
Unscrew {he sct screws on the timing case ftangc and
remove Ihe cover.
Refitling
Re\'Crse the removal proctdure when refilling Ihecover.
The oj, seal in thc cover must b.::: renewed if it shows
signs of damage: or deterioration, using Sen'ice 1001
laG 1]4 togt:tiJer with adaptor ISG 134 DO. A new cover
gasket sbould 3150 be filled.
Ensure that the: oillhrower behind the crankshaft pullcy
is fitted with tbe face marked 'F' away frOID the ensille.
FiU tbe annul'lJ groo .. e betweeo the lips of lhe oil seal
with grust: and use Service tool ISG 1044 10 centralize
the oil seal on the entnkshaft.
NOTE.-The u.rly.type front co'cr and oil throWtr
must fit: used logelbtr. Wben refi(tmg. ensure the oil
llu-ower is fitted wittt its concaye side facing away from the
e:agUa. Use Senite tool 18G 138 10 centraliu the nlbber
sed 0. tiN! crankshaft or IlSC the crauk. .. haft pulley
foUons:
The crankshaft pulley sbould be asserobled to the
cover before tbe cover is filled and used to ensure correet
ccnl1alizalion of the oil seal. Lubric.1l.c the hub of the
pulley and imert it inlo the oil seal, turning tbe pulley in
1100. l.uuc S. 72JlO
Fig . ..1.12
A renr end viel'; of ,III! p()lfer III/il remtJl'ed complelt
willi sub-frnme 111,,1 dril't shafts
". Three or rll<: siA 5ub-rrnrnc nl<)uuling poims.
I. The Ilisplaa:r hosa must be sealed arler the Iluid has been
and lhe hose disconne<:t ed 10 prel'cnt din
cmering thc unit.
a clock ..... ise direction 10 avoid the lip of tbe
seal.
Push lhe pulley and co\er onto Ihe craukshaft, making
sur.:: thai tht:: keyway on Ihe pulley bore is up witb
the Woodruff k.:: y fitted to Ihe cranksbaft b.:::fore finally
drifting Ih.:: pulley into position.
RcplOlce thc cover sci screws and li2h1en Ihem up
.::venly.
Section A.20
TlMlNG GEARS
Removiog
Remove (he timing cove r and oi l t.h.rOWI!r 35 in Se:elion
A.t9.
Unlock and remove the c3nlShafi chain wheeillul and
remove the nut and lock washer. Note tbat the localiog
las 011 the lock washer fits into Il;tt keyway or (he earn
shaft cbain whee!.
The caroshart a.nd crankshaft chaiu wbeels may DOW
be rcmo\ed, together with the timirlg cbain, by easing
each wbeel forword a fraction at a time wilh suilable
small leyers. Note tbe packing w<lshers imro.::diately
bchi(ld tbe gear.
Refitting
When reassembling, replace lhe :,>l me number of
washers as was found when dismllnllin:J unless new
,1. 13
A
THE ENGINE
I
Fig. A. IJ
The liming gears assembitd inlO lilt limillg choin
'Iti,ll (ht Iwo marks un the geor opposirc /0 ench othu
cams hart or crankshart components have. been fitted
which will disturb tbe alignment of the 1\\'0 wheels .
To determine the thickness of washers required place
a straight-cdge across (be sides of tbe camshaft wheel
teeth and measure wilh a feeler gauge Ihe gap-belween
the siraight-edge nnd the crankshaft gear.
When replacing the liming chain and gears set the
crankshaft with its keY""'ay at T.O.C. and the craoksha(t
with its keY"o'ay approximatf!ly at the one o'clock position
as seen fcom the froDt , Assemble tbe scars into the
timing chain with the two marks on fbe gear wheels
opposite (0 each other, as in Fig. A. I3. Kc:eping the
gears in this posi tion, engage the craokshaft gear keyway
with the key 00 the cranksh:ln and rotate the camsbaft
until tbe cam.5bart gear keyway a nd key are aligntd.
Pusb the gears onto the shafls as far as they win go and
secure the camshaft gcar with the lock washer :lnd nut.
Replace the oil thrower with (he face marked ' F' or the
concave side (early-type) away from tbe engine and the
remaining component s as detailed in Section A. 19.
Section A.21
VALVE Tll\<lJNG
Set No. I cylinder inlet valve to 029 in. (74 mm.)
clearance with the eogjne cold, and then turn the crank-
shaft until the valve is about to opell.
The 1/4 T.O.C. indicating mark ou the flywbeel sbould
theD be opposite the pointer in the clutch cover inspection
aperture, i.e. the valve should be about to open and No.
4 piston will be at T .O.C. 011 its compression stroke.
NOfR.-Do DOt omit to reset tbe Wet valve clearance
(0 012jo. (.)05 mm.) with Ute eQI.1ne cold wben the timing
cheek has been ccmpteted. The tieaJllnce of ' 029 iD.
('74 DUll.) is necessary to bring the opening position of tbe
valve 10 T.D.C. II is oot possible to check the nlve timine;
..4. 14
aecarate)y b;th the nlve rockers set at their D<lrmal rull-
niDg clearance.
Section A.22
FLYWUEL HOUSING
Removing
Remove tbe engine as in Scetion A.33.
Remove (be chllch cover-pirate alld extract tbe flywheel
and clutch assembly as in Section A. 17.
Slacken off and remove the sct screws and nots
securing tbe flywheel housing to tbe cylinder h!ock :10d
transmission case. Take particular notc of the position
i.tl whicb the screws arc fitted to radlilate their replace--
ment in thc same positions from wbich they were
removed.
Extra. care must be ta ken when withdrawing tbe
housing to avoid damaging the tips of the oil seal on the
clutch plate splines of tbe crankshaft gear. The
sleeve showo in Fig. A. IS should be pusbed over the gcar
splines aod held urlllly in Ibis posilioll while I,he housing
is withdrawn.
Refitting
Rcfilling is 1\ reversal of tbe dismarltling procedure,
with special attention being gi ven to tbe (ollowing points.
Make certain tbat tbe crankshaft primary gear inner
thrust washer is retitled with its cbamfered bore against
tbe crankshaft ftaugc.
Check the primary gear running cle.1rance. and adjust
any disercpllncy from the recommended figure o(between
0035 and 0065 in. (089 and 165 mOl.) by seleclive
assembly of Ihe IhJust washer. as indicated in Fig. A. 16.
Fig ..1.14
TM flywheel and clllIch Duembl)', show;,lg fhe
positions of the 15, 10", D"d se B.T.D.C. and fhe 1/4
T. D.C. markillgs
1100. Issue 5. 12)30
THE ENGINE
A
Fig. A.15
Snvice 100/ 18G 570 posi/iolled ortr dUlCh splines
of rhe Cfm/hlla!t gear 10 prel'ent damage 10 1lII' oil
sealo.t Ihe flywhul housing is withdrawn alld refilled
Thorougbly clean tbe joint faces of the cylinder block,
'r4lnsmission casing, ;!nd the flywheel housing.
of Ihe old jniot must be removed anI.! a n.w gasket fitted.
Use only a gasket as supplied by BMC Service division;
Ihis is mosl important.
Renew Ihe crankshaft primary gear oil seals if they
sbow sigus of damage 01' oil leakage. Darollscd seals caLi
be detcc.lctl b)' careful or the scaling knire
edge. Seals with imperrections must be renewed. [f Ihe
eogine covered 8 large m.ilcal;!e llew seals shmll" be
(.tled as a matter of rout ine. Pack the tirst motion shaft
bearing roUtrs wllh high-melling-point grease to prcvenl
Ihem lildng as the housing is being reotted . A speeilll
thin sleeve is avaiJable 10 6t over (be splines of fhe
primary gear to prevent the edges of tbe seal bcinJ; euf
by Ibe splines (see Fig. A. 15). The two pilot hars supplied
as pari of lhis 1001 set should be scrc:\\'ed into Ihe Iwo
bOllom lapped holes in the CrllUkcase. III <'ldditiou to
piloling the housing inlO position Ihey will lake lhe
weight off tbe lip of Ihe seal.
NOTE.---Sbould it bc necessu)' to reuew the gear
train, the transmission casing musl be removed to enable
the illler ge:u end-Oollt measurement to be tnken (see
Sections A.23 aod r.2).
Make certain Ihill the correct sbort set 11in is fill(;d ilt
Ihe right-hand lOp positioll io tbe hOllsiog. This is most
imporlant as i\ long screw could possibly cause damage
(0 Ihl! oil ,!aUery ill tbe cylinder hlock.
lne nywht:el housing boilS and stud nuts. should be
ligillened with a torque spanoer to the figure in
'GENE.RAL DATA'. This the desired com-
pression of the gasket (0 obtain a cornpres.sioo thickness
of 030 in. ('762 mm.). TlJere is a small cutaw:ly in Ihe
ilollsing gasket which enables a feeler gauge to be in-
serted between the two machined faces to check tbat tbe
gaskel b:ls beel) compressed 10 corrcet thickness.
1100. lJsuc 1. 52098
Section A. 23
TRANSMISSION
RemoriDg
Remove the engine as det.ailed in Section A.B.
Witbdraw tbe set screws, rembvc tbe clutcb cover
plate, and eXlIilct tbe flywheel and clutch as in Sed ion
A. I7.
Remove (be slarter mowr.
Relllo\'e the bousing as in Section A.21.
Wilbdraw tbc set screws froUl tbe flange of Ibe I r;IIIS-
mission case. Lift tbe engine with suitable lining equip-
ment to separate tbe engine from the traosmission case.
Det.1 ils of dismantling afe given io Sc.:tion F.1.
Re6tting
Rcfic(ing is il. re\'ersal of Ihe removal sequence, with
particular allention being given to the foUo .....-ing points.
TborougWy cleaD aU joint faces of the Ir<LDSmissioD
C:l.Sf.:, crankcase, and flywheel hOllsing. All traces of
damaged jOi lliS musl be rcmo\ed.
Sbould it be necessary to fit a new gear train, the
end-Aoat of tbe idler gea r must be checked before the
case is re6tted (see F.2).
When rc611 ing Ihe tra mlllissiQu case and Oywbccl
housing screw up Ihe set screws and nuts until they are
6nger lind then tightcn them down 8 turn at a time
to ensure ao even all round. This is most
important, not only to ensure a good oilLight joiot but
to keep Iht correct relatiooship between tbe crankshaft
primary gear. the idlcr gear, and lhe 6rsl motion suafi
dri\'i ng gCil rs.
Make Ihat the front benring cork oil seal
rcmains correctly position.:d as the crankcase is being
lowered onro the casing.
Fig. 1/ . 16
The crallkshaft primnry geor mllst be (numbled lI'itll
Ihe correct mlllling clearance hi between 0035 and
0065/11. (809 alld '16$ mill.). Mensure gap illdi-
cated and U.fe ,lie followillg wble 10 tie/ermine and
select rhe thru.rl wosller required 10 obtaill this
W/r.:" (he flUP iJ
'129510 1315 ill.
(32':1.! J'34 mm.)
'!lIS 10 ' (33S in.
(3' 1410339 mm.)
1335 '0 1345 in.
(3'39103-42 mm.)
clearance
Ult wa . lrer ,JdrJ.:nus
' 125 I" '127 in.
0 ' 17 to J22 mill.)
' 12, '0 '129 in.
(3'22 to J 27 mm.)
12910 !.ll in.
(3' 27 103' J2 mm.)
A.15
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A
THE ENGINE
Fig. A.11
engine (lnd transmission onembly with the
jlywhul hOflSing removea, show;"1 Ille gear Iroi" to
the firsl mollon shalt
J. Oil pUlOp.
2. CTuubaft primary gear.
l . Idler scar.
... Idler sear thrust .... ';Ishee.
SectiOD A.24
S. First molion shaft bc:ariQa'.
6. Firsl motion shaft driying Gear,
7. Roller bc:aring.
OIL PUMP
RemoriDg
Remove tbe eogine ilS in Section A.)),
Remove the flywbeel and clutch assembly aod the
flywheel housing as detailed in SecliollS A.17 and A.'ll.
Bend back the locking washers and remove the ,crews
.securing the pump to the crankcase. Withdraw the pump,
Doting the position of tbe sial in Ihe driving shaft in
order 10 assist in replacemeot.
DllmaolliDg aDd reassembling (Hobouro-Eliton)
The pump cover is located on the pump body by two
dowels aDd. set screw. Wben the sci screw is removed
the pump caD be ,eparated ror ell:aminaljon tlod replace-
ment where
The roeor eod-float and lobe clearance should be
ebecked as follows:
rllstaU tbe rotors io Ihe pump body, place a 'Iraight-
edge across tbejoiot face of the pump body. and measure
the clearaace betwe-en the top face of tbe rotors and the
under side of the straigbt-edge. The clearallce should oot
exceed 005 io. (121 DUD.). In cases where the clearance
is eucssive this may be remedied by removing the two
,U8
cover locating dowels lind carefuUy lappiog thejoiot face
of the pump body.
With tbe rotors instalJed il'l the pump body measure
tbe cle-villce between Ihe rotor lobes wben they are il'l
Ibe positions shown in Fig. A.Ja. rf the clearance is in
excess 0(006 in. ('152 rom.) the rolors roust be rencwed.
Reassembly is a reversal of tbe dismantling prOCtdure.
After reassembliog ebeck (he pump for freedom of
nction.
n.fitting
The rcfilling of the pump to the cylinder block is a
reversnl of the remo'''al procedure ; parlicular attention
must, however, be t,iveo to tbe filling orlbe pilper joi ot
w3!1her to ensure that tbe intake and delivery ports are
Dot obstructed. Use a new paper joint and lab washer(s).
SectioD A.ZS
CAMSHAFT
Removing
Remove the engine as detailed in Section A.3J.
Remove tbe rocker assembly (Section A.1), the inlel
and exhaust maDifold(s) (Section A.6), the lappets
(Section A.14). and the liming cover and gears (Sections
A. 19 and A.20).
Disconnect the hish-tension leads froUl the coil and
sparking plugs. and the low-tension wire from tbe side
of the distributor.
Remove the distributor IlSsembly (Section A.16).
Take out tbe screws and sbakeproof wRsbers wwch
secure the caroshafllocating plate to the cylinder block
aod withdraw tbe camshaft.
Should the camshaft tM::aring be excessive,
new bearing lioers must be titled, al'ld as tbis will entail
line reaming after fitting, botll the 8ywbeel bousing and
the transmission case must be removed as in Seclions
,0\ .22 and A.2).
Fig. A.18
Two types of oil pump which mDy jilfed 10 this
engine
RobolIrn-EoIOfl
I. Body.
2. Shin aell rOlor.
3. Cover.
4. Screw-eo\ler 10 body.
COllce""ie. (E4glJrurin6) Ud.
S. Pump (serviced as Itn :membly
only).
A "Ie loIN poJ/lions lor 1M dtilrllnu.
1100. lsAic 7. 5610
TIlE ENGINE
A
I TOI
RemoviDg tbe linen;
Worn liners caD be remGved and DClllliuCJS pulled into
the cylinder block ,,,jlh Sen'ice 1001 18G 124 A togelher
with. adaptors ISG 124 K, 18G 124 B, and 18G 124 M.

Insert the pilot adaptor 18G 12.4 K into the caroshart
liner front bore from tbe ioside of tbe block aod the
adaptor 18G 124 B into the centre liner from tbe rear,
small end firs!.
With the body of the tool positioned on the uoltt
screw, pass (be screw tbrough Ihe pilot adaptor and thc
<ldaptot in tbe centre liner.
Plact tbe sloued washer on tbe flat at the rear of the
centre Screw and insert tbe tommy-bar into the
behind the slolled wasl!er.
Tighten up Ih.e wing nul to withdraw the liner.
Front Imd renr
Insert the smaU cnd of the adaptor 18G 224 K into lhe!
camshaft frollt I;ner from the inside of the cylioder block,
thread the body of (he (001 ooto the centre screw, and
pass the screw through the adaptor from the front of the
block. Pla(c the sloned washer on the flat at tbe rear of
tbe centre screw aud illsert (he tommy-bar into the ccnhe
screw behind tbe slotted wasber.
Tisttteo up the wins nul to wilhdr,11v tbe worn liner.
The rear lioer is withdrawn by the S<."lme method, usiog
the adaptor 180 124 M and witbdrawing the Hiler from
tbe rear of the block.
Fitfulg Dew linen
Line up the oil holu ia the liDers Aod the eyliedu bloek
and make certain Ibat they remain eOlTeetly positioned
4urio: the whole opera'ioe.
From find
Place the !.leW Ijoer on the smnllcst diameter of Ihe
adaptor 18G 124 K and insert tbe adaptor into tbe cam-
shaft front liner bore from rhe inside of lhe block,
largest diameter 6rst.
tiOO. JUlie S. 723)0
Fig, ..4.19
Rellloll;IIg a CtllIIsha/1 liner, lI.rillg Strll/'ce
It'D/ ISG 124 A nntl (u}aplor 18G 124 K.
The in.rel .{I10WS Ihe liner replaced
I. 'C'
2. 'C'
J. ' 0' wasber.
4. 110 t24 K.
the body of the tool 01110 the centre: screw RDd
pass the screw througb tbe adaptor located in the rront
lioer from the front of the block.
Position the huger oflhe two '0' wlIshers on the centre
screw with the cut-away ponioo turned away from the
butt joint of the liner: this joint must be covered by the
washer.
Place the slOlled washer on tbe Gut at tbe of the
centre screw nnd iosert tbe tommy-bar into the screw
behind Ihe slotted washer.
Tighteo the wing nut to pull tbe liner squarely ioto
position.
The rear liner is repla.ced by IhesaDlC method, usiog the
adaptor 18G 124 M aod pulling tbe lioer into position
from tbe rear of tbe block.. The ' D' washer is !lOt to be
used when refitting a rear liocr.
Centre
Insert tbe pilot adaptor ISG 124 K. into the camshaft
fronl liner from the inside of the block.
Place a new lioer 00 tbe small end of the adaptor
180 124 D and positioo the adaptor in the eeRb"e lioer
bore from lIle rear, Inrgesl diameter 5rst
With tbe body of tbe tool positioned on tbe ceolre
screw iosert the scrt:w through the pilot adaptor and tbe
adaptor in the ceutre liner bore.
Position tbe larger '0' washer 00 the ceolce screw with
the cut-away porLion turned away from the butt joints of
tbe liner; this jOint must be by the washer.
Place the slotted. washer and the tommy-bar in the
centre screw and tighten up the wing nul to pull tbe
liner into pOSition.
ReamiDg tbe tint'l"S
It i!t es5eDtiitl that the eotter flutes arc kept clear of
swa..rf at aU times duriog the euttiDg opentioD, prderably
with air-blast equipmeol. The cutter sllowd be witbdraWD
from the lliter half-way through the aDd the swarf
removed from (be cutter aDd the liner.
Feed the reamer 'f6Y slowly and keep (be cutters dry.
A.19
A
1HE ENGINE
Fig. A.20
The et1msl/{/jt liner reanl('r sel lip 10 /int-reonl ("') rhe JrM' Qlld liners Dlld (u) 'he ceillre /iller
A. The C41lItn Pul No. 18G 121 AI' liu('d to the No.7 posilion and Pan No. ISG 12) AN 10 the No. 10 posh ion on the
D. The Wiler Put No. ISG III D filled to lite No.1 position on the afbt)r.
The. arbor should be lightly lubricated before asscmblinR
Ibe cofft'1"5 find pilots. AU olhnys shouhl be thoroughJy
dUDed "beu the cutting bO"e buo completed.
Fronl Dnd renr
Insert Ihe: taper pilots I:SG 123 AT anu ISG 123 OA
into Ihe centre and rtilT liners respectively.
Place Ihe parnllcl pilot 18G 123 AQ on the arbor.
rollowed by Ihe c\llIer 18G 123 AN.
Thread the arbor through the rront :md ce.ntre liners,
fit the culler 18G 123 AP on the arhor, itlld thread Ihe
arbor Ihrougb tbe IAper pilot in the rear liner.
Secure tke cutlers and pilots in lI!cir rc!speclive.
positions; 180 123 AN is located in No. 10 ilnd
18G 123 AP loe:ltcd in No.7 00 the arbor.
The cutter (or the fronl liner will ClIt first wilh the
arhor piloting in tbe ceotre nnd rear liners. The cUller for
Ihe rear liner will Colto\\' wilh the arbor pilolil)g io the
front and centre liners. Clear away all the swarf before
tbe plain pilot is :lllowed to enler the (ronl liner.
When Ihe cut in the rear liner is finished, free the
cUllers aod withdraw the arbor.
Centre
Set up for the second parI oflhe operation by ioserting
the pilots 18G 123 BC aod 180 123 BB in the front :lnd
rCir lioen>.
Thread tbearbor through Ihe pilot in the fronl liner and
pl:lce the cutter for the cenlre liner on the arbor. Thread
the arbor Ihrough the ce:otre liner and the pilot located in
the rear liner. Secure the culler aod pilots in position;
18G 123 8 is located in No.7 position on Ibe arbor.
Ream Ihe cenlre liner, release the cutter, and withdraw
Ihe arbor.
Refitting
Before refiuiog which is a reversal of the removing
procedure, assemble the camshaft retailling plate and the
chain wheel to the camshaft. aDd check the camshafl end-
ftoat ag:lins( the dimeosions given in the 'GENERAL
'-20
DATA' by measuring thc clearance between Ihe retaining
plate and the thrust face n( the camshMt fronl journal.
If the end-noal is excessive the retaining plate should be
renewed.
Lubricate thc journal ..... ilh engine oil "lid rerer 10
Section A. 16 when repillcing the diMribulor gear.
Section A.26
PISTONS AND CONNf.CTING RODS
The piswo/gudgeGD piD anll CGDnccting rodjsmaU-end
bLlSh can only be Gbtained as assemblies. Therefore, under
OG circumstances should the sll1311-tod bush or gudgeon pin
be renewed separately.
Rerno,"iDg
Drain the cooling systefll.
Drain the casing and cxlcmal oil filter.
Remove tbe engine from the frame (Section A.33).
Remove lhe flywheel n.ud dutch (Section A.l7), fly-
wheel casing (Section A.22). transmission (Section A.23),
and cylinder bead (Section A.9).
Unlock and remove the big-end bolts and remove Ille
benring c.'lp. Release Ihe connecting r(Jd froOl the crnnk-
sh.afl.
Withdraw the piston and connecting rod from the top
o( tllc cylinder btock and refit the beAring cap. The big-
elld btaring caps Ire offset, and the connoctiJlg rod
assemblies in Nos. I and 3 cylinders are intercbanseable
whcn new, as are for N()s. 2 and 4 cylinders. When
used paris :Ire replaced after dismantling it is essential
(bat tbey sbould be fitted in lheir original positioos. Tn
order to ensure lhis, mark each cap and coonecting rod
on tbe sides which arc fitted together with the number of
(be cyl.il:\der from wbich thcy are taken.
Disll!ut.lio.g
The gudgeon ptOS are fuUy floating ; remove the two
circlips locating each pin nnd press the pins Dill. It is
1100. Issue S. 72330
THE ENGINE
A
e-sKGlial lbat the piston assemblies should be replaced in
their own bores and fitted the same way round; they
should be marked 10 fllcitiUlc tNS.
ReassembUo&
Assemble the pistons to the connecting rods; the
gudgeon pia sbou1d be a hand push fit at a rooOl
temperature of 20 C. (68
0
E). Secure each pia in its
pistoo with two circlips. ensuring th31 they lit well into
their grooves.
Rt6ttiog
Replacement of tbe piston and connecLing rod is a
dircet revU'S31 of the above, bUI the piston riog gaps
should be SCI al 90 to eacb other.
It is that each connecting rod and pislon
assembly should be in iu own bore And fined
tbe same way round.
ReSt the bearinss in their origin.1 positions
(osueing that the lock washers are fitted correctly.
Tbe top and bottom halves of ntW bearings are,
however, iOlerchangeable, cach being drilkd for cylinder
wall lubricacion.
Section A.27
PISTON RINGS
Qe:moyiog
If no special piston ring exp.:mder is avai lable Ule a
piece of thin steel such as a smoothly ground hacksaw
blade or disused 020 in. (50 mm.) feel er gauge.
Raise one end of the riog out of its groove, insert the
steel strip between tbe ring and the piston. ROlate Ihe
slrip (ound tbe pislon, applying slight upword pressure
to the raised pori ion of the ring until it resCs on tbe land
:\bove the ring grooves. It can tben be eased offlhe piston.
Do not or replOllCC: the riugs over Ihe pislon
skin, but always over tbe lOp of the piston.
Fig. A.21
The corTee/ oj the cOllnecting rorls onti
pl.tIOtU ro Ihe uarlktIJaJI
1100. J.true 6. '610
Rc6ttWg
Fig. A.22
Chuking 'he pis/on rillg gop
Defore fitting new rings clean Ihe grooves in the piston
to remove any carboo deposit. Care must be taken not
to remove ony metal, or side-play between Ibe and
Iht groove will result, with consequent ex:cessivc oil
consumption loss of gaS-lightness.
The cylinder bore glazing should be removed before
filting (lew piston rings ioto a worn bore, using equip..
meot specially designed for this purpose.
T(:st new rirlgs io the cylinder bore to ensure that the
ends do not bun togetner. The best way to do Ihis it
10 insert the piston approximatdy I in. (254 cm.) into
the cylinder bore, push the ri.ng down onto the top of
Ihe piston, ar.d hold it there in order to keep the ring
square ",jib the bon:. The correct ring gnp is 006 to
011 in. ( 15 to 28 mOl .).
The second and third rings arc tapered and must be
filled with the narrow taper upwards. A leiter 'r is
stamped on Ihe Darrow face to facilitate id(:ntification.
Section A.28
PISTON SlZF.S AND CYLINDER BORES
]0 production pistons ore fined by sekctive assembly,
and to racilitate this tb(: pistoJ"ls are st<lmped wit h id(:nli-
lication 6gurcs on their crowns.
A piston stamped wilh a figure 2 enclosed in a diamond
is (or a bore beari ng a simi lar slamp.
In addition to the Shlndard piStClII there is a range of
two ovcrsite pistons available for Service purposes.
Oversize pistons :'ITe m:\rked with the actual oversize
dimeosions eodos(:d in an elJipse. A piston stamped 020
is suitable only for.a bore 020 iu. (S08 mm.) larger Ibnn
tbe staodKfd bore and, simil.lely, pistons wilb other
markings ar(: suitable only ror the oversiu bore indicaled.
The piston mnrkings indicate tlle actual bore size 10
which they must be 6ued. lhe rquisite running clearance
lJing allowed for in tbe machining.
A.21
A
TIlE ENGINE
Fig. A.23
The plSfon.t Oft: malked on flu;, crolllns ... if" a figure
enclosed in 11 diamond 10 indicote Ihe;r size gfadillg.
which sl/Ould correspolld willi the similor siu stamped
on Ihe cylinder block adjacent /0 the bous. Ol'crsize
pilloru also how! 'heir ol'usizt dimenJions stamped
011 the trolln of ,he piston
After reboring an engine, or whenever filting pistons
differing in size from Ihose removed duriug dismantling,
Ihal the sitt. of 'he piston fitled is stall'lped clearly
on the lop of the cylinder blo:k aJoog.sidc me appropriate
cylinder bore (see Fig. A.2J).
Pistons arc suppli ed in tbe sizes indicated in tbe
foll owing !."ble :
Suitable bore Metric
PiSlon marking size equivalent
STANDARD 254lA to 64576 to
25447 in. 64635 Qlm.
OVERSIZE
I
+,010 in. (-254 moo.) 25524 to 64830 to
25547 in. 64889 mm.
+020 in. (' 5011 rom.) 25624 to 65084 to
25647 in. 65143 rom.
Seelioo A.29
CRANKSHAFT AND MAIN BEARINGS
Tile crankshaft is staticaUy and dynamicaUy balanced
aDd is supported in the crankcase by lhut:
roaiD bearings. The eodfioat is conlrolJc:d by a tbeust
w8$her tiUed on each side of the centre main beariog.
RemoriDg
Drain the transmission casing and external oil filter.
Remove tbe cDgine as io SectiOD A.33.
Extr3ct tile ftywhceJ aDd clutch asscmbly (Seetioo A.I7)
ud remove tbe ftywheel bousing (Section A.22).
. 22
Remove the liming cover aod gears (Sections A. 19 and
A.20) and the I.r.Insrnission (SecLiOD A.23).
lift tbe cylinder block and place it upside-dowD io a
dismantling fixture. Take out the sparking plugs 10
facililate turniog the craoksbllfL.
Chock tbe crankshaft eodQoat to determine wbether
reoewal of the thrust washers is Deceu.uy.
Remove tbe connecting rod bearing caps and shells,
keepiog the shells \Vitil til eir respective caps for correct
replacement, and rel ease the conoectiug rods from the
crankshAft.
Prise out tbe retaining 'C' wasber and remove the
backieg aod thrust washer to release the primary gear
from the flywheel end of tbe craukshaIt.
Withdraw tbe maio beariog caps complete ..... ith the
bottom bearing sheUs; caps and their respective shells
must be kept togetber. The bottom halves of the two
tllJ"Ust washers will be removed with (be centre ma.in
bearing c:'p.
RemOVe:: the craokshafl, the two remaining halves of
tbe thrust w8sbers, and the top halfshells of the main
bearings rrom the craoksbafl.
IDspc<&I
Inspect the crankcase main journals Itnd crankpio.s for
wear, scores, scrntcbt. 3nd o\,,,liIY. If necessary, the
crankshart may be reground to the minjmulD. Limils
ShOWD UDder 'CENERAL DATA'. MaiD bearings for
reground crankshafts are available in sizes sbown under
'GENERAL DATA'.
Clean the crankshaft thorougbly, ensuring 'hat tJle
connecting oilways between the journals aod crankpins
are perfectly clear. Tbey COlO be cleaned oul by applying
R pressure gun cootaining fuel or paraffin (kerosene).
Wbeo clean, injecl a thin oil i D tbe same manner.
Thoroughly cleao tbe bearing shells, caps, and housings
above the craoksbaIt.
Examine the bearing sbells for wear and pittiog, aDd
look for evidcoec of breaking away or picking up.
Renew the sbells if necessary.
Bearings are: preunisbtd with the correct diamctral
clearance, aDd do not require bedding in. New beariogs
should be marked (0 match up wilh the markings on the
A
A
5765110
Fig . .04.24
A section through the uQ/I/';shDj't primory gear. The
bushes (A.) must be line-relJ/7led to 1S015 fo 15020 in.
(38' 13 to 3815 mm.)
1100. Issuo 6. 5610
I
THE ENGINE
A
cap. and aD no ac(,ount dtou1d tb1 be Wed to take up
WCI' or 10 reduce running tlearance.
Check the thrust l\'ashers for wear on their bt:aring
surfaces, and rcoew if necessary to obtain the correct
cod-ftoal.
Refitting
Installation of the crauks-haft amI bearings is a. rcvenal
of the rcnloval procedure, particular attention, however.
being gi .. oeo to the following points :
(I) Ensure fbat the fhrust washers arc replaced tbe
correct way rouud (the oil grooves should face
outwards) and locale tbe boHolD balf lab in the
slot in Ihe bt:arint c<lp.
(2) The bearing shells are notched 10 til the recesses
machioed in the housing and cap.
(3) Remember to fil tbe packing washers behind the
crankshaft liming chain wheel.
(4) Lubric.,1le tbe beatings freely wilh eogine oil.
(5) Tighten Ihe main bCOlring boilS (see 'GENERAL
DATAl for torque spanner seUings).
SectioD A.30
CRAl\'l{SHAFT PRIMARY GEAR
(I.ubriuted Busbts)
Follow tbe Oywheel housing removal procedure giveo
in Sect ion A.22 to gain access to the primary gear.
E);,ttacllhe retaining 'C' washer and backing washer and
witbdraw tbe gear rrom the cranksbaft, together with tbe
rront and rear Ihrllst washers.
Should Ihe busbes filled 10 the bore of Ihe gear become
\Vorn. thcy can be removed and new busbes pressed ioto
position. Burni.sh-ream in line to the dimcosion!l given
in Fig. A.24.
When refilling, make ccrtain that the correct running
clearance or ' 00)510 0065 in. (-089 10 . J65 mm.) is maio-
taiDed between tbe inoer iJu"ust \wlsher and the prilWlry
gear. If the is outside these Ii mils, select and
CIt the appropriate ...... uhcr from the size range SbO .... ll
under the &aption (0 Fig. A. 16. The rear thrust w4sber
muse be 6ued with the trenled thrust facc agnimt the
thrust fllce of tJle backing wasber.
The cranksb140 primary gear on early vehicles is
pressure-lubricated through drilling! in the crankshaft.
SectioD A.3J
VALVE SEAT TNSERTS
Shoulr1 rhc va lve scatings become so badly worn or
pilled i Jat the normal workshop cOlliog Ilod refacing
lools COIonol restore tbem to their original standard or
efficiency, special valve seal inserts can be titled.
The seatings in the cylinder head must be maehined
to the dimensions givcn in Fig. A.25. Eacll iasert sbould
bave aD i.a(erferell ce 6( of 0025 to 0045 in. (' 063 10
11 mrn.) and roust be pressed and not dri ven ioto the
c)'iindu head.
1100. Issue S. 1140


,
'---- F----.:' .
; ;' : ___ M I:
-- - - c---"
'----.J
Fig. A.25
Valve seol machining tliml!IIS;OIH
E.'fI,Q/,JI (A)
c. \ 124 10 ,12$ in.
(2S'55 to 2S'SS mm.).
o . t86 \0 -188 in.
(4n to 477 IPnl .).
. Malt. r.ldius 'OIS ill.
('38 mTll.).
f . I -oH5 to '0435 in.
(2599 to 1650 mm.).
1<. 45'.
'"/d (0) t)'lilll/a hfUd
120206
J. 1'3075 [0 13085 in.
(33' 178 ro 33,10.1 mm.).
1.: . \86 to 'ISS in.
(4-72104' 77 10m.).
l . Ma..'(. ndillS '015 in.
OSmm.).
M. H435 10 H(;.1S in.
(29'045 1029'551 mm.).
P. 4S'.
Inlet (s) ty/ilula h,,ld 11G 295
J . 1')7.010 ' 3755 in. l . Mu. r.,dius '015 in.
(34'90 \0 J4-95 mm.). ( 38 mm.).
I'. IR6Io '188 in. N. \ 206\0 t226 in.
(4'70 to 415 mm.). OO'fIO 10 3H5 mm.).
P.
After fitting, sriod or macbiue (ht new seaUug to the
dimensions given in Fig. A.25. Normal valve-griDding
may be oecessary (0 eosure dfidc::nt valve-sealiog.
SectioD A.32
FLYWHEEl. STARTER RING
(S)'llcru-omesb Transmissica)
To remove thc old starter ring fronl the ftywheel
fbnge split the ring gear with a cold chisel. taking care
oot to damage the flywheel. Make certain that the bore
of lhe new ring aod its lUatil"lg surface on the flywbeel
are free hom burrs nnd are perfectly clean.
To fil the oew ring it must be bea.led to a temperature
of 300 to 400
0
C. (572 to 7Sr F.), indicated by a Iigbt-
blue surface colour. Do not exceed this temperature,
otherwise tbe temper of tbe teeth will be affected. The
use of a tbumoslatieally controUed furnace is recom-
mended. Place tbe heated riog 00 the 6.Y\I>heel with tbe
lead of the ring tectb towards the fiY''''heel rcgister. The
expansion will allow the rioS to be fitted without force
by pressiDg or tappiDg it lightly until the ring is bard
against ils
This nperatioo should be:: followed by natural cooling.
when the 'shrink fit' win be pt'nn3ncmly established and
no rurther trealmenl required.
SectioD A.33
ENGINE AND TRANSMISSION
TtJe enginl: lind traosmiuion assembly call be removed
and refittcd througb tbe bonnet aperture, provided a
service pit is available. or supports placed under the front
A.23
A
THE ENGINE
sub-frame to raise the vehicle to a height (or an
10 work underneath.
Rerno,jog
Drain the cooling system if a healer is tined.
Remove tlte bonnet.
Disconnect the cnrlh lend froOi Ihe clutch and
remove (he elcctricalle:ads from Ihc distributor, coil, and

Remove: Ihe starter motor.
Remove: the carburellcrs lind air cleaner as in Seeljoll
A.4.
Disconnect the operating COIblc (fanllhe healer control
valve: on tbe cyli nder bead and the waler from the
valve and the return pipe.
Release the clutch lever tension spring, remove Ihe lwo
clolch slave cylinder mounting bolts, pull the push-rod
from the: cylinder, and secure the cylinder assembly on
the suspeusion ullit clca r of Ihc enpllc. Do not disconnect
the Ouid liut.
Remo\'e Ibe exhaust pipe to ma.nifold clamp.
Release Ihe cooling sysu:m spill from radi.uor
o1nd Ibe cowlil)8.
Ihe speedometrr cable from Ihe
mission casing, or at cable coupling on I,lter cars.
Remove Ihc dust exclude.r from the speed
cxtract Ihe two rClaillillg screws, lIod withdraw the
leyer. RemO\'e the two screws securing the change specd
oxtension to Ihe floor tunnel.
Jack up Ihe front clld :md place stlpporls Ihe
frame side-members.
Rclease Ihe cxbaust pipe from it!; 10C.1tioll on Ihe
IransmiS'iion casing. Remove Ihe four lower shouldered
set screws (IWO eltch side) securing Ihc. e:'IIension 10 Ihe
din-erem;,,1 casing a.nd remo\-e Ihe casing.
Remove Ihe 'U' bolls 10 dis.collnccl both drjve shafl
flexible couplings and push the joinls onto Ihe
shafls 10 separate Ihe couplings.
Remove Iwo nuls securing the. leO-hand engine
\m<>unLing 10 thc bearer plale.
Remo\'c two righl-hand-side cyli ndu head stud nuls
and fir IWO engine lifting eyes. Take Ihe weighl of the
engine wilh liflmg equipment and remove the right-hand
(ntine mounting br;]ckel and the screw!'i securing the reu
mounling bracket 10 Ihe J; ub-frame.
Make ccnain thal all cables, ctc .. ue of the
cni!-ioe alld lift Ihe unil from Ihe car.
Rdiltiag
ReSuing the engmc IS a reversal of (he remo\'al

Refill Ihe coolin. system as in Seclion C.2.
Section A.34
ENG['\IE MOUNTINGS
Re.moving
Rc:mmc tbc exhausl pipe 10 manifold damp.
SUppOli engine (0 take off the mounting
blocks.
..1 .24
From mOflrllings
Remove tbe nuts securing the mountiog blocks to the
engine bearer plate, right-hand mounling bra.cket, and
Ihe left-hand sub-frames,
Lift tbe eng;ne sufficiently 10 allow tbe blocks to be
extracted.
Reo, mounting
Rcmove Ihe (our screws securing Ihe moundllS block
to the cover and the sub-frame. Lift the engine sufficiently
10 allow the blocks to extracted.
Section A.35
FlllST MOTION SHAFT OUTER RACE
Rerne\'ing
To remove ouler race of tne (jrst motion shafl
bearing from nywheel housing remove Ibe spring
ring from ils aroovc immcdialcly above tbe outer raCe.
Expand the bearing housing by immersing Ihc Ilywhecl
huusing in very hOI water for sevc:ri\J minutes, Do not
usc other me.thods or bealillg the boUSlog. Overheating: or
the usc of a flame can casil)' di\roage I>r destroy Ihe fly-
wheel housing.
Usc Service 1001 18G 611 A to remove lite outer race
from the housing. Dismantle the tool by ren\oving tbe
threaded centre bolding pia, operating nUl, washer, and
('Iuler sleeve. Inser1 the cenlrt assembly or the t()ol inlO
thc fllce so Ihat thc lips or tile collet register evenly under
Ihe lower edge of Ihe mee. Tighteo tbe ncljusting nut 10
expand the collet into the race. Do not o\'ertighlcn. Refit
Ihe I>Uler sleeve, wRsber. operating aUI, and the holding
pin. 1-1011.1 the centre or the tool by Ihe holding pin and
lighten down the operati,ns nut to witbdraw Ihe race
from the housing.
This opCfl'llioll mi\y illso be cMried oul using Selvice
1001180617 B wjlh Ihe sleeve from Ihe original Service
1001 180 617.
Re6fliog
When refilling :111 Ollter race expanl.1 Ihe fl ywheel
housing as previously described and posilion the rut'e
in the mouth of Ibe bore of tbe housing with thc
nywheel housing resting on a flat wooden surface. Using
the driver portion of Service 1001 180617 A. gently drift
or press in the race unti l Ihe lOp edge is j ust sufliciently
clear of the ring groove 10 enable tbe spring ring 10 he
refilled,
Rdil the spring ring :! Ild lighlly oil tbe race.
Section A.36
CYUNDR LINERS
Should the eondilion of Ihe cylinder bores such
that fhey canoot be cleaned up 10 accept standard
oversize pistons, dry cylinder liners can be lilted, This
opcr.:uioo olay be c.1(ried oul by the usc o( specialized
proprielary equipment or with a power press using pilol
ada.ptors [0 dimensions shown in Fig. A.27. The press
mnst be ctlpable of 3 Ions (3048 leg.) pressure to fit new
1100. S. 1140
THE ENGINE
A
lioers and 5 to 8 toO! (5080 to 81lS kg.) to remove old
liners.
Remove the eogine from the vehicle as detailed io.
Section A.33. Dismantle the engice aDd remove Lbe
cylinder bead studs. IT liners bave nOI previously been
fitted tbe bores must be machiotd and boned to the
dimeDSioo/i; given in Ihe table below.
RelDoriag .. om
Place the cylinder block face downwards 00 suitable
wooden 6uppOrU on the bed of tbe press, making sure
tbat there is 6ufficient space between the block and the
of the press to aUow the worn lincr to pass down.
rnscrt tbe pilot in the bottom of the liner aDd carefully
press the liocr from the bore.
Prcsslog 10 De" llifen
Thoroughly clean the inside of the bores and the
oUlside orlbe liners. S1AI1d the cylinder block upright 00
the bed or tbe press, insert the pilot guide in the top of
the liner, and position the liner with its chautfertd end
in the top of the bore. Make certain tbat tbe liner is
square witb (be top of the block and that the ram of
press is over the ceJllrc of the pilot. P(Css the liner into
Ihe bore.
liner must be machined to the dimensions given
aflC'r pressill& illlo position.
Fig. A.26
Tlt4 COrr4C( primory geor running denronce is
0035 to 0065 in. (089 to . 165 171m.). Measure the
gop {ndicaud and fit the appropriate thrust lI"Dsh4r
as gi'll41l below 10 obioin this clearance
Wllt"KIlP ,',
' 111510'119 in.
(2,875 to ) ,025 mm.)
' 119 In '121 in.
(l-()25 to )016 rum.)
121 to 'Il) in.
13-01610 )J21 rum.)
'12l to ' 125 in.
(l'Il7 10 H! mm.)
USII waslln l/ricktU!u
' 111 to ' 114 in.
(1-848 10 2-898 nun.).
11410 ' 116 in.
(2-89810> 2949 mm.)
' 11610 '11It in.
(1,94910 )-(100 nun.)
' 11810 120 in.
(1'000 10 1051 mnl.)
Mocl!lI/r bnrtl 0/
cylll/tfu hlodc to ,ilis
Ff-l; 4m
1
,
, ' I I

''---c-l .
i' p I
SU)l
Fig . .4.27
Cylinder liner pilots should be made 10 Ih4 nbolle
dirnellsions Irom cnsc/lordening stul and cas/!
IJortlened. The pilof e,,tension should be made from
55-loti hardening and tempering steel, hardened in 011.
and Ihen tempered /0 550" C. (1,020" F.)
Prcuingout pilot
I.. in. (6668 :!::J,M mOl.).
I. in. {64'44 nlm_l.
C. Ij in. (4<1'45 mm.).
D. tin. (l90S mm.).
t. i ill. B.S.W. IhT'C3U.
PrCHi llciQ pilol
f . 1-& ill. (17-19 mOl.).
u . 2H in. (61-26 mOl.).
H. in. (6H! Illm.).
I. Ilin.OI75mm.).
I{. fin. (I9' OS mOl .).
L. 015 in. (-)8 mm.l.
Pilol exlcllsio"
N. 101 ill . (2667 CII).).
N. I in. (22' 22 mOl.).
p. tin. 05-87 O1m.).
Q. t in. (15-87 mm.).
I in. (25' 4 rrun.) flaIS.
s. fin. B.S.W.
T. Ii in. (J1 ' 75 mm.).
Seclio. A.37
CRANKSHAFT PRIMARY GEAR
(NoIl1I1bricated Busbes)
uter vehicles have bushes 6ued to the craokshoft
primary gear which require no lubricatioo to reduce the
possibility of oil Jeakage ioto, clutch. No oil is
provided for these bushes from the craDksbaft aDd no oil
seal is fitted in the flywheel .
To remove the pri.mary gear proceed as dcscnned io
Section A.3D.
Wheo n:6Uiog. cbock tbe fUonins. c1ea.r:1oce 10 tbe
dimensioos given iD Fig. A.26 aDd adjust by fitting tbe
correcllhrusl wasber.
-
Mocllfl/' lu/C!f btl"
LvII/II Lhlrt dlm,.,ulo" bt/ou OUIslik diOflltltr
JI/t"/rfcl/ /il 01
""t, In cylflUUr 10 ,Ids dlmclU/o"
", .
Pan No. 0111""
block bOff Q/lwfillW
A' (1098 e.e.) !2G 164 264015 (0 264125 in. 2641lS 10 2&4400 in. 002 10 ilO12S in. 1-542 to 1'.505 lB.
(61-()16 10 6Ht88 mm.) (67' 139 LO 67158 mm.) (' 05 to 08 mm.) (64-566 to 64-60S 1IlDI.)
1100. raua 7. 5610 A.lS
A
TIlE ENGINE
Section A.38
flYWHEEL AND CLUTCH
(Dlaphngm Spring Type)
RemotiDg and reflitti.ne
Carry ouf the instructions given io Section A. 17 with
the exception of the clulch thrust plate which is retaiaed
by a spring rill ,l!. Remove tile flywbeel and clutch assembly
from tbe cr.lOksbal't with Service IDOls 180304 aDd
laG 304 N.
Re6uing is a rcvcrslll of the removing procedure.
Section A.39
PRIMARY GEAR an. SEAL
Re.moviDg
Remove the Oywheel aod clutch (Sec.Lion A. I? [Coil
Spriog Type) or SeeLion A. 38lDiaphragm Spring TypeD.
Remove the 'C' wasl:ter securing the primary gear to
Ibe cranksbaft.
Screw the ccolre boll or tool 180 1068 bard home iolo
tbe cr.tnksbart.
Pull tbe primary gear away from the engine as rar as
possible.
Pass the body of 1001 18G 1068 oyer the ceotre bolt
and screw tbe winged out onto tbe centre bolt until the
groove in the primary gear is visible inside the toot body.
Fit the two bulf collets of the tool into the groove in the
gear uod uoscrew the wioged out aoLi-clockwise to
withdraw the primary gear and oil seal clear of the
housing.
Rc8ttiDg
Liberally lubricate Ihe oil seal all over, and fi t it to
tbe primary gear usiug (001 18G 1043. Eosure rbat tbe
primacy gear tbros! wasber is correctly posilioned 00 its
sboulder on (he cranksbaft, aDd fit the primary gear.
Cbeek tbat the gear teeth are starting to engage and
tbat the oil seal, whilst contacting the housing bore. is
dill seated aD the surface of the gear.
Pass the body of tool 18G 1068 over the crankshaft
aDd screw the winged Dut down tbe ceDtre bolt uotil the
base of the tool conlOlclS tbe lip of tbe housing bore.
Remove tbe tool and re6t the 8ywhcel aDd clutcb.
SeetioD A.40
EXHAUsr SYSTEM
Rtmonnc
(I) SlackeD the exhaust pipe. to manifold clamp.
(2) Release tbe pipe. from its fixing point on tbe traos-
mis.sioo case, from the two locations 00 tbe real
sub-rrame, aDd from the mounting by tbe rear
wheel areh on later Coul)trymao and Traveller
models.
ReOtt!nc
(3) Fit Ibe exhaust system to tbe manifold, leayiog tbe
clamp outs just slack .
.4.26
4
3
00137
Fig. A.2!
The UQr cross-member exhaust pf/H SUppOTt (fmer
models)
I. AdjuSI;!blc mountillg plltrorm. 3. Support craule.
2. Rubber bobbin (2 off). 4, Wonn drive clip,
(4) Saure tbe pipe: to bolb tbe rubber suspeoded sup-
ports on the rear sub-frame. On later models twio
rubber bobbins are fitted 10 a mounting platConn,
which may be adjusted yerticaUy at its point of
attaehnlCo( to the rear cross-member to prevent
misalignment of tbe exhaust pipe (see Fig. A.28).
(5) Fit tbe pipe to tbe wag point on tbe transmission
C<tse.
(6) 00 later Countryman aDd TraveUer vehicles fit the
elip to the strap 00 the rear wheel arch.
(7) FuUy t ighteo tbe clamp outs.
Hut shield
This is filt.td as :1.ll integral assembly with the silencer
00 laler models. Wheo tittiog a oew exbaust system 10
earlier ears, diseard tbe existing heat sbield, if
one is fitted .
SectiOD A.41
OlL CONTROL PISTON RINGS--DUAFLEX 61
(Laltr Can)
When fiuing (be later type of oil coottol ring (DuaHex
61), the foUowing points must be observed :
(a) Gap the rails and side spriog (see 'GENERAL
DATA').
(b) Tbe lugs of tbe cxpander must be butted together
(not cros.sed), aDd inserted into one of the holes io
tbe scraper rlog groove a D tbe non-thrust side or
the pislOO.
(e) Stagger tbe gaps of tbe twin rails and side spring
on tbe non-thrust side of the piston.
(d) Wben compressing the riogs before refitting the
pistons ensure that tbe end of eacb riag is fully
bome in the groove.
(e) Remove lOY &laze from the cylinder bores bfore
reSttiog the pistODS.
tlOO. Is.sue 7. '610
TIlE ENGINE
SERVICE TOOlS
18G n. Valve Seat Cutter Haadle
Both the: pilot aDd Ille haodle are used wilb tbe
fioisbing euner, the glaze breaker, aad Ihe narrowing
cutter.
18G 167 D. Valve Sui Cutler Pilot
18G 167. VaIYe Seat Finishing Cottn
18G 167 A. Vain Seat Claze BrHker
Tbe usc of tbese cutters will save lengthy aDd waSleful
"inding in when tbe valve seats acc pitted. Worn seats
usually bave a glass-hard surface, aDd the Jlaze breaker
\\;U prepare these scals for any cutting tbal may be
n ~ s a r y
laG 167 B. YaI'e Scal Narro'I'ri.Dg Cutter-Top
18G 167 C. Val .... Seat NlUTowiDg Cutter-Bottom
These narrowing cutters will enable the vaJve seats to
be roaiDt.ai.oed at their original dimensions, See
'GENERAL DATA'.
tSG 19. Vahe SUcti.OD Grinder
A metal bandle eomplek with a detacbable rubber
suction pad (180 29 A). An additional pad (18G 29 B)
is required for uae with this model.
1100. [ssuc 6. 5610
18G 21
($'
J8G 167 D
....
18G 167
18G 167 B
18G 19
18G 167 A
fOliA
18G 167 C
A<,'"
A
A.27
A
THE ENGlNE
laG 45. Valve SprinS Compressor
Tbis 1001 is designed wilh a earu and lever aetion which
is both positive and speedy, The adaptor riog i& specially
sbaped to faci litate the removal aod of split
tollds. Screw adjuslment is also provided.
18G 2. Crawhall Gear !lind PuUey Remover
A multipurpose 1001 \\ith ahemalive legs readily inter-
changeable: ODe pair wilb tbin Oat ends dtsigned LO
remove the craoksbaR gcar, and the other
tapered ends suitable for pLlUey
180 138. Craoksbalt Gear Rnd Pulley Replacer
Tbis tool will replace the crankshaft gear andJ'ellsore
Ibat the timiog cover is located correctly. The felt oil seal
aud cover lI)ust be concentric "'ith rhe cranlshaft.'.thus
safeguarding agninst oil Ieales.
18G 134. BearlDg :!lad Oil Seal Replacer (basic tool)
i8G 134 nc Cr.oksb:l[t Prim3l)' Gear Oil Seal ReplaceT
Adaptor
A.28
J8G 45
IBG 2
18G 138
&l'XX
18C 134
18G 134 BC
1100. {&,uc: 6.. S610
THE ENGINE
lac 134 80. Timio, Cue Oil SuI Replacer Adaptor
The fiuing of the primM)' gellf and liming case oil seals
10 their respc:Clivc posiliom must be carried OUI witb
extreme care, Both the handle (Part No. 18G 134) and
adaptors (Pari Nos. 18G 134 BC alld 18G 134 BD), must
be used to ensure that the seals are fitted to their respec-
Live positions correctly and without damage.
IBG 69. au Pump Rttief Vain GtiJuU.C-iD Tool
Ouigncri to facililale Ihe (cmo\'al Md grinding in of
the engille oil relief valve. the $cl sere\!,' will
expnnd the rubber plunger to ensure that thc 1001 is a
fil \ .... hcn imc:rctd inlo the hollow oil rel ief \'8h'c.
l8G SlM)ck SpRfUl:Cr
A shoclc-IYpt spanner designed 10 remove the crank-
sbltft pulley screw wi.hout having 10 lock the cra1\kshllfl.
t'ly iOlprovised mnns, which invariably dama8es the
engine components.
18G 55 A. PistOD RiDg Compressor
A cJampins dcvice to (.ompress the piston rinas,
C'nabling Ihe ope-rator to pusb Ihe piston assembly into
Ihe cylinder borc wjlh 8 millimtlm of rreUUH:, thus
a\oidins damage to !he pislon and piston
ISC 304 M. Flywheel and Clutch Remo ... cr Adaplor
These adaptors arc for use wilb basic to"t t8G 304
(shown al Ihe cnd of Section H) to remove the
(rom the crankshaft \vl"l en lilted with a coil spriug clutch.
The Ihree idcnlica) screws mllst be screwed Illrough the
plale of Ihis 1001 into the ftywheel and the roullh screw
10 replace Ihe cenfre screw of the tool.
1100. luue 5. 12330
A
18G 134 no
J8G 69
18G 98
I BC 55 A
l8G 304 M
A.19
A
THE ENGINE
18G 304 N. Flfl'l'bec!1 and auttb Remover Adaptors
A set of adaptors wh..ich must be used wben pulling a
6ywheel fill ed with a diaphragm clutch. Use wi lh tool
18G 304.
IBG 124 A. Camsbaft Lwer Remover lIIod Replaur (basic
tool)
18G 536. Torque Wrcocb-2 10 8 lb. ft. (' 28 to HI
kg. m.)
18G 537. Torque Wrcoch-S to 30 lb. ft. (0'69 to 415
kg. m.)
18G ]24 B. Cam!ibart Uaer Remover Adaptor
18G 124 K. Camshaft Linu Remover Ad:tptor
18G J1A M. Camshaft Liner Remover Adaplor
Will1 the aid of tool ISG 124 A aDd the above adaptors
camshaft liners can be tcolovcd and new lintrs pulled
iolO the cylioder block without tbe damage iu\'aril'bly
associated wit h the usc of improvised drifts.
A.30
18C 304 N
18G J24 A
".
18G 536, 18G 537
laG 124 B l8G 124 K 18G 124 M
1100. ~ u c S. 72))0
TIlE ENGINE
l aG 123 A
18G 123 A. C.m5haft Lieer Reamer (basic: tool)
18G 123 AT. Lioe-r RcameT Pilot-Ce.nlte
l8G 123 BA. Camshaft Liser Rumcr Pilot-Rear
lac 123 AQ. Liner Rumer Pilot-FroDt
18G J13 AN 18G 123 AI' t8G 123 AB
18G 123 BB. C:unshlft Liner Rumer Pilot-Rur
18G 123 Be. Libu ReAmer Pilot-FroDt
18G )23 AN. Cl4l11.Sboft Liner Reamer Cutter-Front
18G 123 AP. Camshaft Liner Reamer Cutter-ReM
18G 123 AQ 18G 123 SA
18G 123 AB. CamshAft Lioer Re.3Dlcr Cutter---Ceutre
11tis equipment is essential when reconditioning
cylinder blocks. olbcC\\'ise call1Sbaft liners cannot be
reamed in lioe, <lnd in coDscqucoc:e the clearance between
(be camsbaR journAl and tbe bearing will be iocorrecl.
18G lJ.4 HH. Flywbeel and Front Hub Oil Seal Replater
A42ptor
For the correct and easy replacement or tbe Oywbetl
oil seal. Use in conjunction with handle (part No.
18G 134).
laG 312. Torqoc WrcDch-JO to 140 lb. ft. (4' 15 to
194 kg. m.)
A universal torque wrench for use with standard
sockets. This tool is essential if tb<! recommended torque
figure for cylinder head stud nuts is not to be exceeded.
1100. Issue 2. 72330
l 8G 123 DB 18G 123 DC 18G 123 AT

..
18G I J..t 8H
18G 372
-
A
A.31
A
TIlE ENGINE
18G 510. Cnwharc Priml.r)' GeRr Oil Seal Protector
SIH'C
For use wheo 6ltiuS the flywheel housing 10 prevetU
the clutch splioes on 'he cranksbaft primMY gear,
damaging the oil seal. The two pilot studs must be
scuwcd into the two bottom Lapped holes in the cylinder
block.
18G 617 A. f1)'",heel Housing BeariJlg (First MOtlOD Shart)
Ooter Race Remot'crjReplaccr
This tool will remove and replace the oUler race or the
roller bearins witbout Ihe damage to the flywheel housing
which occurs when improvised illdbods arc used.
laG 1043. Cnnk5han Primary Gear Oil Seal Protector
Slun-
For use when fluing the ftywhect housing to prevent
tbe clutch splines on the crankshaft primary gent' damag
i08 the oil seaJ. This tool most be used for assembly when
a red silicon rubber oil seal is fitted.
The earlier Prolcctive Sleeve 18G 570 must DOt be ustd
with the silicon rubber seal, The two pilot studs must be
screwed into the two botlom lapped holes ill the cylinder
block,
J8G 1044. E d g j ~ fo'rOll1 Cover Ceotraliur
For use wben fitLing (he modifle.d liming cover and oil
tbrower (0 centralize Ihe cover on the crankshaft.
A.32
18C 570
18G 617 A
18G 104J
18G 1044
1100, Issue 1, 12).10
TIlE ENGINE
HIG 1068. RemoyerJReplaur-Prlmllr}' GUt Oll Seal
fbis tool enables the prilDary gear oil seal to be
removed ;Iod refilled with the power unit remainiDg
filled io the ... ehicle al\d wi lhout draining the engine or
removing the Oywhecl housing.
18G 226. AD,ij And Drift-Rocker Bush Remo"erj
Replacer
18G 226 A. Drift-Rocker BtL'Ib Remover/ Replacer
Use the drift 18G 226 A with Lhe anvil (rom Senice
tool kit 18G 226 (or remo\':og and (epilleing tbe forged-
type rocker bushes.
I )00. Issue 2. 5610
A
18G 1068
18G Zl6 A
"".33
Aa
SECTION Aa
THE ENGINE
Tbc loformatioD gi'l"tD 10 this SectiOG rerers tpedfiully to C D ~ fiUed "jib automatie traas-
IJltssKUt an' aU1l1 be used 10 conjwtclioo ,.-ilit SectioGa A (1091k.c. eogines) Dod Ab (1275-c.c. CDg:lDes)
StCf;On
CaU1Shart A . 7
.. Au.13
Converter output geaT .. .. Aa.11
CODverter housing oil seal replacement A . 12
Craoksbafl aDd main beariogs Aa.9
Cylinder liners .. A . tO
Dislribulor driying spindle A.A
EQiinc and transmission Aa.l
Lubrication Aa.J
Oil pUOlp Aa.6
Pistons aDd connecting rods Aa.S
Transmission unit Aa.J
tVa1ve timiog A a ~
t This opention mwt be rollowed by aD emaWit cmissioD ml'Ck ~ I
1100. fssue 4. 16068 Aa.l
Aa
THE ENGINE
Fig. AD. I
71te main /lJ be di.f(Ollne(led Dr from be/oul fhe cor before remoYillg
fhe tllgilfi' ond trDnsmiss;orl IIn;1
Section Aa.1
LUBRlCA TlON
EngiocjlclUlsmissiob oil 1"\,,,1
(I) Slarl the engine anti Tun for 1-2 m;oules. Swilch
{lIT Iht: ignilion and wait for I minule.
(2) Check the oil level with the dipstick and lOp up if
ncassary w;lh the recomroended oil 10 O,e 'MAX'
m,uk on (he dipslick.
Cba.oCiog the eogioc/lrusmissioo oil
Tbc oil should be drilined at Ihe periods recommended
io Ihe Driver's H'lOdbook and whil st it is warm aad
nuid.
(3) Remove the magnetic draio plug from the right-
hand side of tbe transOlissioo casin.g aDd abow tbe
oil to drain. Clean (usiog noD-Huffy clorb) aDd
refit Ihe drain plug.
(4) Refillihe engine/l.13nsmissioo unit wilb (he recom-
mended oil 10 tbe 'MAX' mark on tbe dipSfick.
(5) Carry oul ilelUs ( I) and (2).
AD.2
011 filler element rcplncement

(6) Place a suitable cODtainer bCDe;l!h the oil ruler.
(7) Slack.c=o tbe ignition coil mounting brocket clamp
bolt.
(8) Unscrew tbe central rcl., in.ing holt using a socket
spaoner inserted tbrough a hole iD Ihe eogioe
mounling plale, and remO'ie Ihe bowl and element
assembly.
Cltaning
(9) Thorougbly clean tile filter bowl witb petrol (fuel)
and dry off.
(10) Wipe the tiller hcnd dt.aQ and fil a new sealing
riog in the filter bead recess.
Rt!jifling
.(11) Reassemble the fileer bowl with n new dement.
Ensure lhat the ioler"al seat washer is in good
condition and iI snuz fj( on the retaining bolt, and
that the luter, shorl, spring is n(lt in eonjunc-
lioll with an early type, shorL fIJler .
1 tOO. Issuc". 16068
SECTION Aa
11fE ENGINE
Tbe infol'1ll.l.doa ".ea .. lh1s &c:tioa rtltn spetUlcally (0 eoPSel fitted tr,us..
mission 80d TOust be ased kl coojunctioa "Ub SectiOllS A (109k(. tngines) and Ab (127S-t.c:. tupnts)
Camshaf1
COl)vertcr oUlput su.r
Cooverter output gear oil seal replacerucQt
Cranksbafi and ruaia bearings
Cylinder tincrs
Distributor drivio8 IipiDdle
Engine and transmissioo
Lubrication
Oil pump
Pistons aod coollecting rods
..
, .
. ,
..
Sec/ion
AI.7
AI,II
Aa.12
AIl .9
Aa. IO
Aa.4
Aa.2
As.!
Aa.6
Aa.1s
TraosmillSioo unit Aa.3
tValvc timing . . Aa.S
t Thtse opuations must be followcd by RO uhausl c.,ision check Fii.1
A
1100. wucl. Illl! ..1'0.1
Aa
THE ENGINE
--
Fig. Ao.!
Tht main cn/1/polle"ff /0 be or remol'l!d/rom helm" the cor beJou fernOy;ug
fhe engine olld trnnnnissiOIl Imit
SectioD Aa.l
LUBIUCATION
Enginc!llJlnsmissioo oil len'l
(I) Start the engine and mil fnr 1-2 minutes. Swi lch
off lite ignilioQ and wa il for I miOl/Ie.
(2) Check ffle oil level witb the dipstick and lOp up if
Deccssary wilh ahe rn:ommended oil 10 the 'MAX'
mar\: on the dipstick.
Chillemg the 4:ngine/fraJl5U1is.sion oil
The oil should be drained al Ihe periods recommended
in Ihl!: Driver's Handhook and whilst it is warm and
ftuid .
(3) Remove the magnelic drain plug from tbe righl-
hand side of Ihe tranSfJUssion casing and al10w Ihe
oil (0 drain. Clean (usiog non.fluffy cloth) and
refit the drain plug.
(4) Refill Ihe engioeit ransmtssion unit with tbe rc.com-
mended oil to the 'MAX' roark on the dipslK:k.
(5) Carry OUt items (I) ;lnd (2).
Ao.2
Oil filler elemeDI repl.cemeol
Removal
(6) Piece a suitable eOr1tainer the oil filter.
(7) Slacken tbe ignilior1 coil mounling brAcket clamp
boll.
(8) Unscrew Ihe central retaining holt using a socket
spanner inserted through a hole in the eogine
mouDting plait:, and remove the bowl ADd element
assembly.
Cll!on;"g
(9) TboroughJy cleaD tbe litler bowl witb pet rol (fuel)
and dry off.
(10) Wipe the filler bead cteaa aDd fit <I new seating
ring in tbe filter head recess.
Refitting
(II) Reassemble the filler bowl with a Dew eleroeot aod
the internaJ compooeots fitted in Ibe conecl order.
Ensure that the internal sealing wasber is in good
condition and a SDUg fit on !be retaining: boiL
1100. lDuc 3. 11378
THE ENGINE
Aa
Fig. AQ.2
nloill components /0 be discofllluled or remoyltdfrom QbClVe ,he enr before remo'lling
the engine Qnd Ir(nlsmission fmil
(12) Refit the filter bowl assembly and tighten the
central retniniug boll 10 lhe torque figure given in
'GENERAL DATA',
(lJ) Check for oil leakage ilUJDediately the engine is
started.
(14) Top up tbe engine oil level following the iosfruc-
lions given in items (I) and (2).
(I S) Ensure the ignition coil mouDting brack.et is in
irs correct position and tighten tbe clamp bolt.
Filler bud and bowl assembl)"
Removin,S:
(16) Uuscn;w Ihc filter hCrlc1 rccRining bolts and renlOvc
(he assembly.
Refilli"g
{17.l Reverse. the renloy;)1 instructions, fitting a new joint
washer .wd seals if Tighten [be securing
bolts 10 the torque Q@urein 'GENERAL DATA',
(18) Carry oul items (13) and (14).
1100. luue 1, 11378
Section AI.2
ENGINE AND TRANSMISSION
RemON,
(I) Disconnect and bauery aDd (fay,
From below Ihe cor:
(2) Disconllecl the gear cbaoge cable at the maoual
selector rod lever and from Ihe trans
rnJssioD case, Remove the selector cnble to body
clip aod tie the cable back.
(3) Remove tbe exhaust steady bracket from the traos-
mission ease (olle nut bas a lockins lab).
(4) Raise: Ibe frollt of tbe car uDli.llbe wheels are free
to rOlllte and remove Ihe drive Shaft flaoge securing
outs ,
(5) Remove the engine rear mounting outs.
(6) Drain the cooliog sySlem.
From above:
(7) Disconnect the bonnet Slay aDd tie back the bOMel .
(8) Disconnect the split type speedometer drive cable.
Ao.)
Aa
TIlE ENGINE
Fig. AD,3
lifling QI/oehme'" wetlwhe/l remClvlng and rejit-
ti"g lhe power unit
(9) Disconnect the earth leAd from the body and rc,.
move the elecuicallea.ds (rOlta tbe coil, starter, aDd
dynamo and remove tbe distributor cap.
(10) Remove {he air cleaner, and disconnect the choke
and IhrOll..le cables and the fuel feed
(II) Disconnect the operating cable from the beater
control valve aod the water hoses from tbe valve
and re(llJ'"n pipe (when 6Ucd).
(12) Disconnect the engine stabilizer bar and remove
tbe nuls securing tbe two froot cogiDe mountings ,
(13) Remove tbe ex.baust pipe manifold damp.
(14) Release (be cooling system spi.U bose from tbe
radiator cowling.
(IS) fit the engine lifting .1Hachlllcnt (see Fig. As .) .
(l6) lift the engine vertically and sufficiently to release
the drive sh..lhs from the drivwg:Oaoges, and rc-
move tbe engine/traosmission \lolt fro, tbe car.
-
, C
J
,
"
J
I
(\. n
. .,' "
Fig, Ao.4
cetUre boll usillg Sell'ice 100/
18G 587. A suitable screU'dril"er inserled through tile
housing 10 SlOp the COllYe1tcr II/riling, and
'he dmin plllgs, are Indicateli by fJrro lVS
Ao.4
ReJIttiD.
(17) Reverse tbe removal procedure with particular
attention to tbe foll owing points.
(18) Lower the cngjne/lraosruission unit to a posilion
wbere the drive sbafts c.\ID engage the driving Racge
studs aod screw the securiog IlUI$ 00 approxi-
mately fOllr threads. Lower the unit completely
into the cae.
(19) Adjust tbe gear cbange c..."\ble aDd selector rod (see
Section Fa.2).
Fig. AD.5
Removing the com'ulcr usillg Sen'ice 1001 18G 1086,
A strewdril'er to stop Ihe converter fuming, a"d rite
loll' art! indicoted by Qrf(JII'S
SeCtiOD Aa.3
TRANSMISSION UNIT
Remorin,
(I) Remove tbe: cogioe aDd flansmission (sec Section
Aa.2).
(2) Remove the radiator 1lI0uniiog bracket from the
lransuUssion case.
(3) Ranove the slarter motor and converter cover.
(4) Drain the transmission.
(5) Knock back the lock wasber 00 the converter
centre hoh. Hold the converter from turniDg witb
a suitable screwdriver inserted througb the bole ill
tbe CODvener ttousing. Usi ng Se rvice tool18G 587
remo .....e \be centre bolt (Fig. Aa.4).
(6) K.noclr,; back the locking tabs aod renh)ve CJnee
equally spaced set screws from thceODvcrler ceotre.
Ensure tbat the slot in the end of tbe cf'.loksbaft is
boril'.outal. Using Service 1001 18G 1086 with the
adaptor correctly positioned remoyc the converter
(Fig. A:I.5).
1100. , !>SUC 3. 11 378
THE ENGINE
Aa
, )
1
t
.....
Fig. AfI.6
U.fillg Senice 1001 18G 1088 fO hold lilt CO/I verier 1)1f/-
put geor whit" 'he input gea! nut
(7) Remove tbe low presslIre vaJve from the converter
housing.
(8) Using Service tool 18G 1088 fitted onlo the con-
verter OUtpilt gear, remove tbe input gear self-
locking out (Fig. Aa.6).
(9) Remove the gear cblloge bell-crank lever clevis pin
and out and lift off tllC bell-crank kver. Remove
tbe bell-cra.nk lever pivot .
(10) Fit tbe nylon protector sleeve Service: (Dol 18G 1098
over tbe cOllverter OUlput gear.
(II) Rcmo\'c the il,nd set screws securing the con-
verter bousiog to the transmission and lift away
the bousing.
(12) Lever the maio oil feed pipe from the transmissioll
and oil pump.
(13) Remove tbc idler gear, IbTust washers and tbe
eonverler OUIPU! gear assembly.
(14) Disconneel Ihe 80\:ernor cODtrol rod al tbe car-
buretter.
, ....... :
r
""..:,:'"'''''''' """" "
--
Fig. Aa.;
,
!;
.;
"
"
''' Po' ',
The main oil fecd pipe with its rubber senl (Tlld spring
washl'r
1100, 2. 1J962
Fig. Au.8
The COli verier hOllsing remol'l'd showi,.g:
I . IIobio oil pump.
2. OUlput ;e.lr.
J. Idler lear.
l.oput gt;Ir.
S. Oil rord pipe.
6. Sc:!lillB riots
(IS) Rcmove Ihe oil filler .membly aDd then lbe engine
oil fecd pipe together with iLS rubbu se<11 and
spring washer,
(16) RClllove the OUIS and n( screws s\!curil1g the engine
to the transmission and wilb suitable lifting equip-
ment lift away the cnsioe.
Fig. AQ.9
Rep/QeI/lg the stolor hUlising uil seQI. Pressillg Ihe seal
ill usiJJg Service IUo/ISG 134 and adaptor ISG 134 eN
wilh (il1set) showing exp}(lded view
Ao.S
Aa
THE ENGINE
Fig. An. IO
The cOlIVerltl output gem. Measllre the gap inJit:ofed
and /it fhe opproprilJu thrust wnshcr
Inspection
Ensure tbal the oil rings filted to the main oil pipe, oil
lUter, traosmi ssion to engine ojl feed pipe and main oil
strainer pipe are in perreet condition. All j oi nt (aces must
be (rce (rom burrs Rud Dew joint wash:: rs must be used.
Cleanliness is esscnt ial at all times.
Inspect the idler gcaf bearings and renew if oece8Sa ry
usiug SeC',"i,"'! Inol 180 SRI to remove the be.uiogs (rolD
tbe Qsings. Y"spt:ct tbe input gear bcariug :lDd reoew if
necessary by removi ng the circlip and pressing [he bearing
(rom the bousiog. Check the main oil seals and (eoeW if
nt'ccssa ry. J( it is nc:c.essary to renew the converter output
gear oil $tal this operation is dcl.1iled in Section Aa.12.
To renew the sta.tor carrier oil Ral remove the st.llor
oil senl bousing and carefully remove the seal. Lubricate
the lIew se.'\1 and press into tbt: housing using Service
lools 18G 134 and 18G 134 eN (Fig. Aa.9).
RefiNing
(17) Immerse tbe (rolll main bearing C:lP moulded
rubber oil sc.,1 in oil and (II wilb tbe li p facing the
rear of the engine.
Fig. AD. II
idlu /Viti input filled wilh (he 1001
18G 1089 (/11'0 sels of special wtzShers Meh set
with D wax H'4rher)
Ao.6
(18) Fit the rubber sealing riog onto (be main oil
strfliner pipe and fit new gaskets 10 tbe traosQus-
sion case.
(19) Lower tbe engine OnlO we transmission. Ensure
thai the moulded rubber seal is correctly located.
Tighten (be set screws and nulS as tbe transmission
is bei ng lowered in posilioG.
(20) Refit the transmission (0 engine oil reed pipe, with
(he spring beneatb the rubber seal.
(2l) Refi t lhe oil rul er together with its two rubber
sealing rings and gad,els.
(22) Refit the main oiJ pump to traosmissioD oil pipe.
....b7 4 ,U.
Fig. AD.l2
The cOl/verier outplll (I), idler (2), ond input geor (3)
with their respective thrust washers
(23) Trim 01T any excess transmission joi nt from the
rea r of the unit. Ckan the surfaces and fit a new
converter bousing gasket_
(24) Refit tbe eoovutcr output gear. When refilOuB.
make certaio th.'\1 tbe correct running clearance of
-0035 to .0065 in. (08910 -165 mm.) iro maintained
between the inner tbrust washer and the convener
output gear. If tbe clearance is outside these: limits.
select and 6t the appropriate washer from the size
range, with the chamfered inner edge of the wasber
10 face the crankshaft.
COllverter output geflr thrust woshers
, 112 10 , 114 in. (2-84 to 289 mm.)
-114 to 116 io. (2,89 (0 294 mm.)
11610 ' 118 to. (2,94 to 299 mm.)
118 to -120 io. (2-99 to ) -05 mm.)
1100. hsuc I. 73962
THE f;l'IGfNE
Aa
(
0.' 8
)
l
". " ,
Fig . .1".6
Using Sl',.,ice 1001 18G 1088 to Iwld 'lit oul
pul genr ..... h<>n removing (he inp"1 1.('Qf mIl
(7) the low pressure .... alve from the converter
housing.
(8) Using Service tool J80 1088 lilled onto (he con
verier output gcar, reooove (be ioput gear self
nut (fig. A.3.6),
(9) Remove the gea r cbacge bcll-crank lever c.; leyis pin
Dod oUI aad lin otl" tbe bcll-crll.ok lever. Remove
tbe bdl-eraok lever pivot.
(10) Fit Ihe Dylon protector !:Iccvc Service lool18G 1098
over the couverter oulpull:c,;:ar.
(11) Remove the (lui! aod set screws securiog the con-
verier (0 tbe ttnd lift away
the boultiog.
(12) Lever the nl:Jin oil feed pipe frOIn Ihe
and oil pump.
(13) Rcnlove tbe idler gear, [brus! wl\shcJ$ " nd the
output gear assembly,
(14) Disconnect (he goveraor control rod at lhe car-
burcHer.
,
A , I
-
fig. An.7
Tht main (Iii feed pipe wilh its J'ubbu senl o1ld spring
washer
II 00. bsuc 2. 16068
Fig. An.S
The ("OJ/yef/e! hO!lsing shou'illg:
I . " 'bin oil pU.np.
2. COIwe,ler OUIJN\ grar.
.1. rdJer gear.
4. Input gear.
Oil (ted pipe.
G. Scilling rincs .
( 15) ncmovc (he oil filter :lsscmbly i1nd tbeD (he engine
oil feed pipe together wilh its rubber seill and
spriog wasIler.
( 16) Remove the nulS and set screws securing the cngine
to the transmission Cl.ucl with suitable lifting equip-
Jift aWAy the engillc,
Fig . ..40.9
eReplucillg 11Il' (."11II \"t'rll'r ol/Ip/ll g(!fIr oilsClll, Pre,fsiltg
lite seal UI "sing Snl'il'f! 1001 J RG 134 al/d adnplor
18G 134 eN l1.'j,1I 011 exp/Ol/cd view .fhol\'/l ilrJl!t.
Aa
1HE ENGINE
Fig. Ao. IO
Tht romer/tf Otlfpuf genr. Measure Iht gt1P huliCflltd
ond fit the nppropriate fllfllSI Il'nsher
lAspecdOD
Eosure tbat (be oil rings fitled 10 the maio oil pipe, oil
filter, transroission 10 eogioe oil feed pipe aDd main oil
straioer pipe are io perfcct conditioo. All joint races must
be (ree from burrs and oew joiot wasbers must be used.
Cleaoliocss is esseolial at IIl1lime.s .
Iaspect the kiter gear bearings and renew if oct.cssuy
using Service tool 18G 581 to remove the bearincs (rom
the casings. Inspect (he ioput leotf bearing and 'cuew if
occ.c:ssary by removing tbe circlip aDd pressi"! the beariog
froro the bousie._ Cbeck tbe maiD oil seals aod rCDew if
necessary. Ir it is necessary (0 renew the converter hous-
ing oil seal this operation is detailed io Seelio" Aa.12.
To renew theconvuter output geM oil seal remove Ihe
rear case asS(:mbly c.1r'tJully remove Ihc sell I.
Lubricate the new senl ;lnd preJ;S inln the hnusing using
Service tools 18G 134 and 18G 114 eN (Fig. A;'l .9) .
ReJItdD,
(17) Immerse tbe frool main bearing cap moulded
rubber oil seal in oil and fit with tbe Lip (aciog the
rear of Ihe engine_
Fig. Ao. 11
ond I"put filled with 1001
18G 1089 (fwo of Mch intu-
posed with a wax washer)
.4 6
(18) Fit Ibe rubber sealing ring onlo tbe main oil
strainer pipe aDd fi( new gaskets to the uansmis-
sioo case:.
(19) Lower tbe eosine 0010 lbe traosmissioo. Ensure
tbat the moulded rubber seal is conectly located.
Tightco tbe se:t screws Bod OUIS as the transmission
is being lowered in positioD_
(20) Refit the transmission to engine oil feed pipe, with
tbe spring beneath the rubber seal.
(21) Refit the oil filler togClher witb its Iwo rubb.!r
sealing rings llnd gaskets.
(22) Refit the mflio oil pump TO transmission oil pipe.
Fig . .040.12
The converter output (I), idler (2), and i1fput gear (3)
with their respective Ihwsl woshe,s
(23) Trim off any excess transmission joinl (rom Ihe
rea.r of tbe unit. aean the surfaces and fit a new
converter housing gasket.
(24) Refit (he converter output gear. When refilling .
make certain that the correct running c!eorallee of
0035 to 0065 in. ({)89 to 165 mol.) is mainlaioed
between the inner thrust wasber and the converter
output gear. If [be clearance is outside Ibese jimits,
select and fit the appropriate wasoer from the size
range, with the cbamfered inner edge of (he washer
to face Ihe crankshaft.
output gea, thrust washers
'112 to -114 io. (2-84 to 289 mm_)
-114 to -U6 io. (2'89 to 294 mm.)
-11610 -118 in. (2'94 to 299 mm.)
'11810 -120 in. (2'99 to ) 05 mm.)
1100. lsIl.IC 2. t6068
THE ENGINE
Aa
(5) Ibe idler gear to Ihe witb a
Dominal washer froro .be raoge: filled 00 the
traosmission side of (he idler gtAr. Assemble .be
idler gear Sen'ice too) 180 1089 with a deDtal wax
..... asher interposed onlo fhe converter housing side
of tbe idkr gear. To .;ullhe boles io the wax strip,
place tt\e larser wasbers of 180 1089, Doe on
either side of tile wu opposite each olber, aDd
press together.
(26) Fil Ibe ioptll gcar Service (Dol ISO 1089 iotcrposed
with ;J deolal wax washer.
NOTE.-I( the iDput gear will DOt fully Qlesh
the idler I:car, thi!I indlcales Ihat the third 5pHd
cnelioo cear !brus! lusher bas become displaced.
Therefore it is oeccss:lry to remove., dismantle, IUId
the gear traln as delaiJcd ia Section Fa.7
(a.lI items except (J.
(27) Fit Ibe 0)'100 prolector sleeve Service tool I gG 1098
over the COQ\'er\cr ootpot gear aod rent the COD-
verier housinG. tigbten ioto position to the correct
torque figure (see lGENERAL DATA'). The input
sha.ft Dut must Dol be litted.
(28) Remove Ihe CODverter 1I0USiD!;.
(29) Measure (he thickness nr the idler gcar thrusl
washer pillS tbe thickness of the idler gear Service
1001 l8G 1089 aod ils denIal WiIX, wasber. From
this figure subtract 004 to 001 in. ('102 10 178
mm.) to give the 10131 thickoess of the thrust
washers to be fiued to provide the correel idler
gear end-float.
Idler gear thrust washers
' 132 to " 33 iD. (J'35 to 337 U1I"0 .)
134 to 13.5 ill. ()'40 10 )42 mill.) .
13610 137 in. (345 to 347 rom.)
13810 '139 in. (3'50 10 3'53 mm.)
flO) Me:tSure the Ib..ickness of Ibe input gear S(rvice
100118G 1089 plus ils wax washer. Add 001
Fig. Aa.13
Aliglliug the olltlet pipe
1100. lssue I. 7]962
Fig. An.(4
Using tools 18G 1088 to hold Ihe com'trru
output and 18G 592 10 tighten the input geor nUl
/0 Ihe wrrecltorqucfigure
to 003 in. ('025 to 076 nlN.) to this figllre to give
Ole tOlallhieknes.<; or Ihe Ihrust wasbers 10 be fitt ed
to provide the required 'Dip' 00 Ibe input bearing.
Inplil gear thrust wos/ltrs
'(28 10 130 in. (3'25 to 3)0 rom.)
132 to '134 io. (3'35 to 340 mm.)
140 to 142 io. (3'55 to 361 mm.)
'148 to '150 ie. (376 to 381 mm.)
L52 to 154 io. (386 to J '91 nlm.)
(31) (/J) Divid:: the total tbickoess of the wasbers
ror the idler gear by 2 to arrive at the size of
each washer to b tilted, Fit ont wasber on
each side of the idler gear.
(b) Fit Iwo washers to make up the calcula!d
thick.o.ess onto the input gear shart. Both
washers must be fined to the outside of the
inputge<lr FiG. Aa. 12), wilh Ihe chamfered
inside edge of olle washc-r towards the gcar.
Fig. Ao.l5
The 011 pump eompolftmts . A' illdlcotes tlte lobe
positions for checking cleorances
Au.7
Aa
TIlE ENGINE
(32) Rdjl and align the converter outlet pipe (see FiS.
Aa. I3).
(33) Relit (he converter housing, and fighlen tbe nuts
and sci screws (0 the required torque figure (sa:
'GENERAL DATA' ).
(34) Refillhe io.,ut &eo,r nul and lighh:n to tbe correel
torque ;igufc (see 'GENERAL DATA") using
Service tools 18G 1088 and 18G 592.
(35) Remove each flair of holf!: ill IUrn rroru the coo-
\'crter and !it new IlIcking plates. Tighten tbe bolts
to the torque figure gi ven in 'GENERAL DATA',
gnd tap up the locking tabs.
(36) Lubricate Ihe COllverter oil seal aud refit the COli-
verIer. Relit tbe wasbcr (offset pegs) and Ihe cenlte
bolt with its lock washer. Tighlen the bolt to tbl!:
torque figure (sec 'GENERAL DATA')
with Service 1001 IftG 5S7 and 18G 592 and lock
up Ihe "',.'asher.
(l7) Refll Ihe low pressure va lvc aDd gasket.
(38) Rdil the gC:l r selcetM btllcrank Je ... ..::r, d .- vis pin,
and hoot.
(39) Rclit the con'erh:r COVeT, the stilrlcr motor, and
tbe rear engine moun!ing.
(40) For reofung the engine and trao!>rui;<:sion to Ihe car
see Section Aa.2.
SectioD Aa.4
DISTRIBUTOR DRIVING SPINDLE
Remoring lind refittistg
(l) Carry out the operations given in Section A. 16
wilh the foUowiog exceptions.
(2) To rotate Ibe crankshaft, insert a screwdriver
througb the hole in the eooverler housiog (set:
Fig. B:d) and auto Ihe converter sLarter riog gear
(0 hring the piston to the position described io
Sec1ion A.l6. rr tbe engine i;<: :<>e.t so that the 1/4
mark on the converter is in li ut with tl:le pointer 00
Ihe convener cover, the piston is al T.D.C.
Section Aiil.5
VALVE TIMING
(I) Carry out the operations gi\'en in Section A.2 1 with
tbe following exceptions.
(2) Turn the as described io Aa.4, uotil the
1/4 T.O.C. indicating mark 00 the coovener is
opposite the pointer on the: converter cover.
S..,tioo Aa.6
on.. PUMP
RelUofing
(I) Remove the cogilU! and tlAllsmissioo (see Section
A" .2) .
(2) Carry out tbe operatioDs given in Section As.3
items (I) (0 (12).
(3) Remove the pump securing set scrcWS aDd wilh-
draw the pump.
A12.8
Disnlanlling 2nd rea.s.scmbUng
(4) Carry out thc operaliollS givcn in Sectioo A.24.
Refitting
Carry out the opC'f;ltions given in S(CI;OI1 A.24.
SectioD A3.7
CAMSHAFT
NOTE.-E.\:treme ure is ueecssar)' wilen rcmo,,;ng the
CAmshaft The oil pump driye coupling Ibay stick by oil
acllicsioD to the camshaff lIDd raJl into the lrans-
mwion unit. Ensure Lbereforc "'hen rcOffing tbe urnsh.fl
that thi .. dri,'e coupling is fllily louted 00 the splined oil
purnp spilldlc.
Rcmo\'inc
(I) Carry out tbe oper.uions given in Sectioe A.25
witb Ihe following cxceplioDs.
(2) Remove tbe eOl.oi nc and 1ranslIlissioo (see Section
A<I .2),
(3) Should the front C<lDlsh.,fl bearillg dc:uallccs be
exceSSive, uew bearing liners must be titted, ilnd as
this will filling. bolb Ibe
converter, cooverter housing, Aud transmissioll
unil must be (see Sectioo
(4) For titting. aDd reaming a new lioer
c .. rr)' OUf operalions givcn io SecLion A.2S.
Refilling
See Section A.2S.
Section A . S
PISTONS Ai'\"D RODS
Removing
(I) Carry out tbe operations in Seelion A.26 with
tbe following excepli(llls.
(2) Remove tbe and traosmission unit (set:
.xe!ion A01.2).
(3) Remove tbe converter. converter housing, and the
IfnnsmissiOil unit from the eogine (see Section
A<I.3).
Refitting
(4) Relilling IS 0. reversal of the removal procedure
(see Sections A.26, Aa.2, Aa.3).
SectioD Aa.9
CRANKSHAFT AND MAIN BEARIl'iGS
Hemovln!:.
(L) C:my out tbe opcr::Jtions given in Secliou A,29.
(2) Remove the engine and transmission unit (see
Set:tioll Aa.2).
(3) Remove tbe COOI/erter, convener hOlJsing, and tbe
trDosmissioo unit from tbc engine (see Sectinn
.A.a . )).
1100. Issue I. 7]962
THE ENGINE
Aa
Inspecting and rdUing
(4) See Section A.29.
(S) laspect and refit tbe transmission unit (see Seclion
Aa.J),
Section A IO
CYUNDER UNERS
Carry Ollllhc opera.tions given in Section A.36 with (be
(ollowiog exceptions.
(1) Remove tbe cogint and lrans01i$sioD (5eC Section
Aa.2).
(2) Remove the Iransmission unit (rom the engine (see
Section A ... 3).
Section Aa.l1
CONVERTER OUTPUT GEAR
Removing
(I) Remove tbe engine and transmission (see Section
Aa.2).
(2) Carry Ollt (be operolioDs givcn in Section Aa.3.
items (3) to (II) aod (13).
Adjusting
(J) Sec Section A.a.3, item (24).
ReOttiDg
(4) Sec SectiOD A3. .3, items (32) to (39).
Section A ll
CONVERTER OUTPUT GEAR
On. SEAL REPLACEMENT
Remol'iog
(I) Remove the engine from tbe car as detailed in
Section Aa.2.
Fig. Ao.16
A secliol1lhrougIJ of filting converter output gear
oil sl!(fl. A = rhe dept!, measur4mtnt to 1M token
I. COllveller
2.. Oil seal.
1100. luoc I. 73%2
l . Service tool18G 1068.
4. Service tool adaptor
180 1068 A.
Fig. Aa.J7
Filling 'he cOl/vener output geor oil using StTl'iu
tho/18G 1068 wilh adO'ptor 180 1068 A
(2) Remove the starler moior and COQverter cover.
(3) Remove the converter (Section AiI.3, ilems (S) and
(6) ).
(4) Remove the old seal using Service tool 18G 1087.
Hool< tbe tool iota tbe oil seal groove aDd lap
outwards 00 tbe tool, working rOllod the seal until
it is removed.
Refil1ing
The new seal OUI,<;I be titled 10 the eorl'tJCl depth in order
Ibat Ihe oil dr.ua bole bebiod tbe: seal remains opeo.
(5) Take a deptb measurement (rom aoy cooveweol
point on the periphery of (he bousing bore or the
frollt race of tile housiug to the undercut face (set:
Fig. Aa. 16). Tbis measurement wiU be approxi-
mately i in. (9-5 Olm.), but sbould it be more or
less than Ibis meaSl.lI'ement this must be taken into
account and eit her added to or subuscted from
tin. (9'5 1llID.).
Examplt: If measuremeot is i io. (9' 5 lUJD.) tit
the new seal to be flush with the front
face of (he converter bousing.If measure-
ment is less tban I in. (9'5 0lID.) fit the
seal pmud of the face by the difference
of mC<lsurement obtailled.
NOTE.-The conferter face is oat machined
therefore the witial mC:lSUJ'emeot position and that
used when fitt:iDg a new seal wnsl always be takeQ
from the same position on tbe housing.
(6) Screw in the short Ibreaded eod of Service tool
18G 1068 A securely into tbe crankshaft.
(7) LiberaUy lubricate tbe new oil seal.
..40'.9
Aa
TIIE ENGINE
(8) Assemble the new seal togetber with Service tool
18G L068 ioto position (see Fig. Aa.l7).
(9) Screw in the wing nut of tbe tool uotiJ the seal is
pressed into the depth of measurement (see item
(5) ) .
.40.10
(10) The remainder is a reversal of the remo'li.agpro-
cedure.
(11\ Cbeck aod top up oil level (Section Aa.I).
1100. fSSllC I. 71962
THE ENGINE
Aa
Tnspeetioc :u.d rr.ftuiol
(4) Section A.29.
(S) Inspect 30d refit the u;,ir Section
Aa.3)
. Section A . JO
CYLINDER LINERS
Carry out the operations given in Sectioo A.36 witb (be
ronowing exceplions.
( I) Remove the I: n:;llIe and IUn\mission (sec Seclion
Aa.2).
(2) Remove tbe Ir.'lIsmission unit hom the engi ne (sec
Scclil)Q Aa.) .
Sectioo Aa.1I
CONVERTER OtrTPtrT GEAR
Rera01"ing
( I) Remove tbe cn,inc 3nd Iranr.rnissiol) (see Section
Aa.2) .
(2) CarTY out the ovcrations given in Section Aa.l.
items (ljlo (II) aod ( 13).
AdJllStiDg
(3) See Seclion Aa.3, item (24).
.R.c.6C1iDg
(4) Sec Seclioo An.3, items (32) to (39).
Section A 12
CONVERTER HOUSING OIL
SCAl. REPLACEMENT.
RCQlUl'iog
(1) Remove the cogjoc (rom the car as detailed ia
SecLion Aa.2.
F;g. Aa. IG
eFilliI'g 11/(' hOIIS;/lg oil sea/. A :::<: the (I(p'"
mtasuremenl 10 be tok".
l. hOllsing.
2. Oil leal.
1100. luU( 2. 16068
J. xrYioc tool IIG 10688.
4. ServiCe 1001 AdaploT
$1:1 IIG t06S A.
Fig. An. 11
eFirrillg hOllsing Qil Sefl'ice /001
18G I06R B 1IIit/. Of/aplor 18G 1068 Ae
(2) ReQloye lhe starter motOl Iud converter coycr.
(3) Remove the converter (Section An.3, items (S) and
(6) ) .
(4) RcD'lo\'c the old seal using Service tool 18G 1081.
Hook the tool into the oil seal grOOYC aod t2p
outwards 00 the tool, working rouod tbe seal until
il is reruovcd .
RtfilliDC
The Gew sui DIGSt be filled 10 the correel depth in order
thlilt tbe oil drain bole the seal remains open.
(S) Take a depth measurement from aoy convenient
poiot 00 tbe peripbery of the housing bore or the
froot race of the housing to tbe undercut face (sec.
Fi&. Aa.l6). TlUs \Will be approx.i.
ruateJy i in. (9S (DID.), but sbould it be more or
less tban this measurement this must be taken io(o
account aod either added to or subtracted from
i in. (9' S mrn.).
.tample: If measuremetll is i in. (9S mm.) fll
tbe aew seal to be: ftusb \\ith tbe: f,ont
race ofchecoavtrtcr housicg.lf measure
ment is less tbao i in. (9'S mm.) tit the
sclll proud or (he: face: by the difference
or measuremeDt obtaiccd.
eNOTE.- The convener housiDg race is nDt
tn.chilled therefore 'be initial measuremenl posiDDD
lad that DSed when filting a Dew stDl mllst always
be take.n rrOto Ibe satne po,;Lion on Ibe housiDg .
(6) Screw io tbe ShOft threaded eod or Servici. tool
J8G 1068 A securely iDto the crankshart
(1) Liberally lubricate the oew oil seal.
.AQ.9
Aa
TIlE ENGINE
(8) Assemble the new sui together with Service 1001
18G 1068 8 into position (see Fig. Aa.I7).
(9) Screw in the wing nut of tbe 1001 until the sea) is
. pressed into the depth of measurement (see item
(5) ).
(10) The remainder is a reversol of the removing pro-
cedure.
(II) Cbeck and lop up oil level (Seclion AG.I).
Seclion A . 13
CONVERTER
Rcmoriog
( I) Remove the bonnet slay ond lie hack the b01lnet
over the roof of the CM.
(2) Remove the baUcry and Ihe b;lIlcry tray.
(3) Remove Ihe air cleaner.
(4) Disconnect the engine lie-bar at the cylitlder block.
(5) Remove the exhaust manifold dnmp find front
bracket
Ao.IO
(6) Fit :I; IininA eye 10 Ihc rocker cover, and surporl
the engine with a h o i ~ 1
(7) Remove Ihe fcaf engine mounting bolts .
(8) Remove the !'ockClor bell-crank Icvtr dire shicld.
(9) Raise Ihe cllgine as far as Ihe fan and rndii\lor (owl
will allow.
(10) Remove the relC'lilling screws and fhe eonveretr
co\cr.
(II) Remove fhe Iwo plugs frOIll the (on ....erler. and
allow Ihe oi l 10 drain from il .
(12) Follow Ihe inslrucl il\lh givcn in items (5) aud (61
or Scclion Aa.3 10 remove Ihc (nllverler from the
cngille.
Refilling
Refillillg is a revcrsal of the di!>mOllltling sequcnce
given in items (I) to ( 12). Reference must be made to
items (35) and (36) of Section Aa.3 when lightening the
eonverler bolts. The oil in Ihe transmission mU51 he
replenished when Ihe cOllverter nod components have
been rC(lssembled .
1100. Issue 2. 16068
TIlE ENGINE
SERVICE TOOLS
lac J34. IkariDllUld Oil Se.a.I Rtplac:t:r (basic 1001)
ISG 134 CN. Oil Sui Stator Carrirr
18G 587. Sp8.DDU ceDG'e bolt)
IIC 1068. Remonf aod Replacer (basic 1000
laG 1068 A. Ad.plor Stt-Replacer Con'futu HoldliDC
OU Seal. Use "Ith 18G 1068.
1100. T$IIt,I(. I. 1)962
18G 1086. CODxener Remo,er
.,,"
laG 1087. CoOfener Hoosing Oil Seal Remover
laG 10'88, CODt'I!:rter Oufput GeAr Holding Tool
Jac 1089. Idler and lapot Gear Caoet Kit
Aa
Ao.11
Ab
SECTION Ab
THE ENGINE (1275 c.c.)
The information La this Sectiou tdrf!O specl8calJ, to the 1275 c.c. eogine and must be. us.ed iD coajwlctiotl "Ub
Sections A and Aa,
fCamsbaC\ ..
Oil pump
Pistons and conoecLing rods
Piston sizes and cylinder bOre5
tRocker shan assembly
tTappc:ts
tValves
..
..
Section
Ab.5
Ab.)
Ab.7

Ab.2
Ab.6
Ab.3
tValvc seat ioserts AbA
t T hest oprrations most be foUo"ed by 80 exhaust emission cl!.ed: 1=-1
1100. h SIK: I. 1016& Ab.!
Ab
THE ENGINE
2
3 00083A
Fig. Ab.l
'The oil pump d r i ~ t showillg the correct position Jor
Ille driving jI(l)lge
I. Oil pump drive shan. 2.. Drivjng ftaoge-.
l . Camsl,aff.
Seelio. Ab.l
OIL PUMP
Removing:
(l) Remove tbe cngine (Soction A.3l).
(2) Remove Ihe flywheel and clutch asscmbly (Section
A.17 and A.38) and also tbe flywheel bousing
(Section A.22).
(3) Unscrew tbe oil pump retaining screws and with-
draw the pump.
Dism2Dtliol
(4) Refer 10 Section A.24 for Ibe inslruclion covering
tbe Concentric or Hobourn-Eaton pumps.
Refitting
(5) Follow the instructions given in Section A.24 Doting
tbat the oil pump driving Dange is fitted with the
drive lug side towards Ihe oil pump.
Seclion Ab.2
ROCKER SHAFT ASSEMBLY F4I
RcmoriDg And refitting
(I) Follow Ibe instructions in Section A.7.
DismautliDg 3Dd reassembliag
(2) Carry out the instrtlClions in SeelinD A.7 noting
that tbe six distaoce pieces are 6tted ; one to each
side of tbe two ouler rockers, and one (0 the
bracket side of tbe two middle rockers.
Seelio. Ab.3
VALVES ~ I
Removing
(I) Remove the cylinder head (SC'Clioo A.9).
Ab.2
(2) UsiD& toni 18G 4S compress the ... alye springs,
remove the cotters, valye SpriDS cups, and springs.
(J) Remoye the YRlye oil seals, val ye spring sealS
(where filled), and withdraw tbe YalYes, O'lnrking
them for reasscmbly in their original positions.
Rdittiag
(4) Fil eacb val ve into its respeGlive guide, followed
by the spring scat (where fitted) ; then slide lite oil
seal down the valve stem and fit i( over lite valve
guide.
(S) Fit the spricg(s) and spring cup, and then using
tool 18G 4S compress the springes) and fit <be
collers.
Seelio. Ab.4
VALVE SEAT INSERTS
C]7l
~
If the valve seats caooot be restored by Ibe reculljng
process (Seclion A.l2), machine out tbe seatings to the
dimensions given in Fig. Ab.3 aod press special inserts
ioto the cylinder head. E".ch iosert must have an inler-
ference fit of 0025 to 0045 in. (-063 to 11 mm.).
Afler (juing. grind or macbine tbe new sealing to the
dimeosions given in Fig. Ab.3. Normal valve-grinding
may be necessary 10 ensure efficieot valve senting.
Seelio. Ab.S
CAMSHAFT
Remo,ing
(I) Drain tbe tranSnllUlon
($ectiou A .33).
and remove the: engine
Fig. Ab.l
The valve components anembled. (The inlel I'Dlve oil
seal is shown inset)
I. Splil COUCf$.
2. RclaiDina cup.
S. Valve (;IIide'.
1. Ourer sprin,.
4. Inner sprins
(l1G btlntunly).
1100. I&sue I . 102.81
THE ENGINE
Ab
(2) Remove Ihc traDsmission A.2J).
(l) Remove thc rocker sbnrt iI$scmbly and tbe push-
rods (Section A.n,
(4) Rc:nHwc the timing cover and gears (Secliotl A. 19
aod A.20).
(5) Remove the distributor assembly (Section B.7).
(6) Remove the caUlSbaft locating plate.
(7) Invtrl thc (llgine, to aUo"" the tappets to fall c1e;u
of the camshaft, withdraw cue camshaft rotating it
slowly to assist disengagement of the distributor
dri ve. The oil pump drive lJan&e may come away
with Ihe camshaft <IS it is withdrawll, if 50 it must
be re6tted (drive lug side towards Ibe oil pump)
to the oil pump drive shaft
Rc6rting
(8) Reverse Ill e rcroov:11 proceuure in (I) to (9) notiog
the (aVowing poinu:
(a) Ensure that tbe oil pump drivi ng Bange is
correctly positioned on tbe pump drive shaft.
(b) Rotale the com.sb3ft slowly when refitting to
assist engagement of (be oil pump drive
flange.
(e) Fit Ihe camshaft locating plate with its white.-
mctal side lowl\rds the
Camsb.rt bcvlog liners
(9) Refer to Section A.25 for removal, re6uing, aDd
reaming instructions.
Section Ab.6
TAPPETS
RCllloriDg
(I) Remove tbe call1sbafl (Seelion Ab.S).
(2) With the crunshan remoycd Ihe tappets may be
witburawn from Ihe cylioder bloeL: using a magoct
or alternntively. t urn the engine: upright mld Allow
the tapptts to slide out under tbeir own weigb!.
Lnbel Ihe tappets to eDsure correct reassembly in
their origioal positions.
Section Ab.7
PISTONS AND CONNECTING RO[)S
Rcmo\ing
Connecting rods
(I) Drain tbe cooling system.
(2) Drain the transmiuiOD easing "ad e,;teraol oil
filter .
(3) Rcrooye the engioe from tbe frame (Section A.33).
(4) Remove the flywheel and clutch (Section A. I7),
flywheel casing (Sectioo A.22), trallSmissioa (Sec-
tion A.23), and cylinder bead (Section A.9).
(5) Unscrew the connocting rod cap bolts, renlove the
caps with their beAring hal yes. and witbdrllw the
connecting rods aDd pistoDs from tbe top or the
cylinder bores. The cODoecting rods aod caps
should be marked to ensure re6r1ing in their
origioal posilions.
1100. Issuc J. 10281
E

"
' "
"
A
: ___ ' :
, .
'----C---' ,'
"
:.: '---"' - - -";
' . :J "!5Io1C
Fi. Ab.3
mtlchilJl'lIg
&lrtJ1lS1 (,,)
c. 11WS 10 11SIS in.
(2604S to 16-<173 Dun.)
LJ. -186 to Iaa ill.
(4' 72 to 4, " tnm,).
E. Mu:imum ndius 'OIS in.
( ]8 rom.).
F, 1144 10 1-164 m.
(2'H)II610 2!)SS'lrnm.).
H. IIS-.
Pistons
["Irl (I)
J. l lltOS 10 "JSIS in.
(lH16110 lHI!a mm.).
" . ' 18610 ' 13& ill .
(1112 10 471 nllll .).
L. M.lllimum radius '01S In.
(J3 mm.).
101 . '299510 \']195 in,
(lU9 10 3H8 mm,).
P. IIS-.
The gudgeon pin is a press tit to the connecting rod
small-end. Tbe interrerence fit or the pin io lhe srnaU-end
retains Ibe gudgeon pin ill its correet relative rosition Ind
tbe piston bosses (OnD the pin bearing surraces. It il
therefore essential that Ihe speci6cd interference fit (see
'GENERAL DATA')
To remove the gudgeoo pin Service tool J8G 1002
must be used 10 avoid crushiog or distorting lhe piston.
(6) Retain tbe hexagon:Li body (8) of Seno;ee tool
18G 1002 io a vice witb the cut-out (10) uppermost
(= Fig. AbA),
(7) Screw the large nUL (I) back until it is Ilush with the
eod of the ceotre screw (9), push the screw and nut
forward untillbe nut contacts the thrust (2).
(8) Slide the parallel sle:cvc (3), sbort length diameler
fint, on to tll C centre serew up to lhe shoulder.
(9) Place the piston assembly on tbe centre screw, then
fit the remover/replacer busb (5), loolest diameter
portiou towards the piston.
(10) Screw the stop nut (6) 0010 the otnlre screw and
adjust it until tbere is approx.imately n in. ('8 mm.)
end-play in the whole assembly, ensuring that tbe
parallel sleeve and the remover/replacer busb are
correctly located in tbe gudgeon pin bores on both
sides of the piston.
(II) Lock the stop out securely in position wilh the
screw (7).
(12) Check tbat tbe curved face of tlIe body is clean.
then slide the piston assembly carefuUy into posi-
Liou against the eurved f.ee. Check tbat the piston
rieJS Me ovcr the cut-out in tbe tool body.
(13) Screw (be Inrge nut (I) up to tbe thrust raoe (2).
(14) Hold tbe lock SCrew (1), not the stop out, with a
spaooer, aod turn the large out (() until tbo
gudseoo pin is withdrawn from the piston.
Ab')
Ab
THE ENGINE
Rt6ttiDg
Pistons
( 15) Remove Ihe large nUl (I) of Servi ce tool18G 1002,
and puilihe centre screw NIl a few inches as shown
in Fig. Ab.5.
(16) Slide the paTilllei sleeve (3), longesl lellglh di3meler
portioo first.., on to the ccnlre screw up Lo the
sboultlt r.
(17) Place the all the coonceling rod small end
up to the undercut (U).
(18) Smear the gudgeon piD wilh IhiD oil l\Jld slide il
over !be celllre screw and into lJI e pislon bore up
to the (<lce of the cOllnecling rod.
(19) the remover/replacer brush, sllort spigot
lo\\,':W.Js the gudgeon pin, 00 (0 the cenlre: screw.
(20) SCf(.wlhe slop uut (6) onto Ihe ccnlfe screw, adjust
the oul to gi ve h in. (.g lllID.) end-play, and lock
Ihe nut st:C.urc::ly in positioD with the lock. screw (7).
6
(24) Us.ing SCl'vice tool 18G 587 wi th torque
wrench on the large nUl (I), alld holding (he lock
,"crew (7) with a suitable spanoer, turo the large
nul to pull the gudgeoQ pin uutil (he flange o( the
remover/replacer bush (5) is n iu. ( '8 mID.) froID
the pi!; IOD sk..i rt. Under DO cirCUDlS(aOces must the
Oange be nlIowed to eootact the piston.
'flhe torque wrench bas not brn!.cn tbrou:;hnut
tbe puU the fit of the gudgeon pin to tbe couuectiug
fod is lIot acceptable ,1nd necessitates the renewal
of components.
11 is Ib,ll the large uut al\d Ibc centre
screw of the tool is kept wcU lubricaled wilb thin
engine oil, to avoid excessive fri ction which may
result ill a (alse torque wrench reaclion,
(25) Check that the pislon pivots freety 00 the pill, and
is also free to l>lide sideways. Should thi s Dot be so,
"
F;g. AbA
Serl"ice lool 18G 1002 in position to the gudgeon pin
I. LarGc nUl.
1. lbruu niCe.
J . Par.illcl steevc.
4. GudseOD pin.
5. Rl:tQovcr/rc"lteer bush.
6. Stop nUl .
7. Lock terew.
8. Dod)'.
9. Centre sac"'.
10. CUt-oul.
II. Undcrwt.
' J,,' _ Ir in. (' 3 mm.).
A\lU2 A
Fig. Ab.5
Service tool 18G 1002 in position (0 refit pin
(21) Check tbal tbc curved face oftJlc body is cleao,theo
slide the pi.ston into position against the curved
face. Check. tbal the piston rings :lrt over the cut-
out io the 1001 body.
(22) Screw the large nut onlo the centre screw until it
contacts the thrust race (2).
(23) Set the torque wrcocb Isa 537 10 16 lb. (t . (2' 21
kg. m.). This represtnts Ihe minimum Joad (or an
acceptable 6t.
AbA
wash tbe assembly in fuel or paraffin (keroseoe),
lubricate tbt gudgeon pin with Dcat Acheson's
Conoids 'oil dng' aDd recheck. If stiffness persists,
dismaotle tbe assembly and eheck for ingrained
diet or damage.
(26) When the assembly is satisfactory, check Ihe piston
and coDnoctiog rod for alignment and, lubricate
tbe gudgeon pin with Acheson's CoUoids 'oil dag'
before refitting 10 the engine.
1100. Jss\X: I. IOUl8
THE ENGINE
Ab

,
"
- . '
"
:- .: "

. ' ,
, .
,
, ,
:
,
r - ' ....
, '
Fig. Ab.6
f
':':;:
. - --"}!
,-, ,
,
,
\ --
,
,
_J
COfrect oj"Sembly of fYJTllltCliJlg rods and pistolls
to fhl! crankshaft
Connecting rods
,
,
,
(27) Reverse the remov:tl procedure. in (1) to (3) Doting
the follnwing points.
(a) the piston ring gaps at 90
0
to /!<Ich
Olher. For oil control rings see Section AAI.
Camprrss the piston rings IIsing Service too!
18G 55 A,
(b) Ensure Ihat each coonecliog rod aad piston i$
refitted in to original bore, the correct way
round,
(e) Check Ihal the big-cnd hearings aTe correctly
located in the connecting rods And caps.
1100. Issue I. 10288
Tighten Ihe bolls 10 Ihe torque figure given in
'GENIRAL DATA',
;\iOTE.-Tbe beArings arc of1'ser 00 the
cODlleding rods, Ibe rod!; ShODld be fiued so tbAI
(be bClU'ings of Nos. I aDd ,:\ arc off.<iel lowards
the rear of .he engine. und the uellrings o( Nos .
2 aod 4 are offset to\f8rds .be (rODt (see Fig.
Ab.6).
Section Ab.8
PIS10.' SIZES AND CYUNDER BORES
III Rdditi on to tbe standard piSI!>llS there are also two
oversize pil<O h' ns :wailahle f\) r service purposes.
O .... ersize pistons are marked with 'he actual oversize
cllclosed in an and arc for a
bore oversize to standard by the same dimensi un.
The pi!OI(.n markings indicaee the (lctual bore size to
which they must be filted . the requi si te running
being allowed (or in tbe machining.
Pistons are :"I\'(lilable in the sizes indicated in the table .
. -
bore I Mefric
PiMOI/ II/arking JI:r
I
eqll;\'alent
..
. - .
STA:"oiOARD 27803 to 70622 to
27800 ill . 706 15 mID.
- ---
..
OVERSIZE
+010 in . ('254 mm.) 27903 to 7087610
27900 in. 70869 mnl .
+ -020 in. (508 111m.) 18003 10 711310
28000 in. 71123 mm.
Ab.5
General description
Capacitor
ContaCl breaker
tOistribl.ltor ..
Higholcasioo. cables ..
tlgnilion adjuS(mcDt ..
Lubrication ..
Sparkin, pluSS
Testi.,g the low-leDSioQ cireuit
tTiming the ignitioD ..
UoeVCII firing ..
SECTION B
THE IGNITION SYSTEM
..
.. ..
..
..
tThese opcratioD. mUll: bl: fonowel by an exhDusf emwloD check ~
Sec(i(}l1
8.10
8.6
8.7
8.'
B.9
S.I
U.S
D.l
B.S
. 2
B
1100. lwIc2. 52001 8.1
8
THE IGNITION SYSTEM
GENERAL DESCRll'T10N
The ignition system consists of two circuils-prim;1ry
and secoodary. The primary circuit includes ootfery.
(he ignition switch, tbe primary or low-tension circuit of
(he coil, and the diSlribu(orconlacl breaker and capacitor.
Tbe secondary circuit includes the: secondary nr bigh-
tension circuit of the coil, the distributor rotor 1'1 nd cover
segments, the high-tension cables, aDd Lht sparking plllgs.
Tbe ignition coil, which is mounted on fop of the
dynamo, consists of 1'1 sO(l-iroll core around which is
wound the primary end secondary winding'J. The coil
CArrks at one end a ccntre high-t ension terminal and two
Low-tension marked 'SW' (swi tch) and 'CB'
(contact brea ker) respcclively.
The ends of the rrirnilry wi ndings are connected to the
'SW' aDd 'ca' knllioals and tbe secondary winding [0
tbe 'cn' terminal ;lIld iile higlHensioo termioal.
The distributor is mounted on the forward etut of
the engine and is driveo by a sb"fll'lnd helicill gear from
thc C.101Shllft. Automatic tin)ing control of the dimibutor
is by cellirifugal mechlillism ;md a vacuum-operated
UDit eilcb operating entirdy il)dcpcndeotty of the other.
Tbe cenlrifugal m.:chani srn regulates the igDition rldvance
according 10 engine spc:ed, whiJe tbe vacuum control
varies the timing according to engine load. The combined
efieet of tbe two lUecbani!>l1\s gives added efficiency over
tbe full opcratiDg rooge of tbe engine. A micrometer
adjuster i,; provided, giving :\ nne maoual timiog adjust-
ment to allow for the engine condition and the gradc of
fuel used.
A moulded rotor wit h a mt:ta l electrode is mounted on
top of (bt: cam. Allllchcd tn the distributor body above
the centrifugal adv:\llcc is a conlact brcaker
plate carrying the cuntact breaker points and a capacitor
connected in paralkl. A cover is filled over tbe distributor
body alld by two clips attached to
body.
rnside the cover a ceolre electrode and spriog-Ioadctl
earbn!1 brush which makes conlact wifh 'he rotor elec-
trode. The brush is of construction. Ihe tOI)
portiol) beiog made of a resisti ve COl)lPOUlld, while tbe
lower portioo is made of surter carbon 10 prevent wear
of the rotor elcctrode. Uoder no cirCU01StaJlCCS must a
short, non-resisti ve brush be use.d to replace tbis long,
resistive type. A measure of radio interference suppression
is given by Ibis brusb.
Spaced circurufercmially arouod the distributor coycr
are the sparkiog plug high-tension cable segments.
The disfributor is secured in position on tbe cylinder
block by a dnmp plate.
Wbeu tbe ignitioll is switched on tbe current frolU the
bauery Buws tbrough tbe primary circuit and a magnetic
field is built up arouod tbe core of tbe coil. When the
contact breaker points arc opened by rota' ion of Ihe
distributor C";\ll'l lbe current Oow is in,errupted, causwg
a high voltage to be il)duced in lbe secondary winding
of tbe coil by fhe sudden coUapse aod consequenl change
in lhe field. The high-tensioll current thus
generated io ,lIe secondary winding or the coil is cooveyed
8.2
by 'he coil high-Iension cable to the centre terminal o.
tbe distributor cover. From here rbe current pass.:s
through the carb()n bru!>h 10 the rotnr electrode aod is
distributed 10 tbe segmcnlS and (hence 10 'he spacldog
plugs via Ihe high-tensioo CD bles.
Section B.l
Disrributor
emn heming
T.UBR{CATlON
Lifl the rOlor olf (be lop of the spindk by pulling it
and add a few drops or oil (0 tht cam bearing.
Do uot remove Ibe screw whicb is .:xposed. There is a
clearance between 'he screw and thc inner face of the
spiodJe for the oil 10 pass.
Com
Lighlly smear the cam with n very smaU amouot of
grease; if {bis is nOl Ilv;lilable, clcao ttlgine oil be
used.
Automntic liming control
CarefuUy add a few drops of oil tbrouab. the bole in
Ibe contact brea ker base through whicb tbe cam pa$Sts.
Do not allow Ihe oil 10 get on or nelll' {he contacts.
Do nol over-oil.
Section D.2
UNEVEN FlRINC
Slart lhe engine and set it 10 run at a fairly fasl idliog
speed.
Short-circuit. eae:b plug in turD by puUing tbe insulator
sleeve up Ule cablc aDd placiog a hammer head 0( tbe
blade of a. screwdri\'er with 11 wooden or insula'ed haodle
between the terminal aod the cyliDdt:r bead. No difference
in tbe eogioe performance will be DOted ","'ben shoo
circuiting tbe plug io the ddecuve cylinder. Shorting tbe
other plugs will make uneven running more proDouoced.
Havi ug located the cylillder wbich is at (aull, stop tbe
engine and remove tbe cable from the terminal of the:
sparking plug. Restart the cnginc aod hold the: eod of
tbe cable about ,\ io. (48 mm.) froOl the cylinder bead.
lrtbe sparking is sLrong and regular hc fault probably
lies in the sparking plug. Remove the plug, clean il. and
adjust rhe gap to the cnrrect selling (Stt ' GENERA
DATA'), or alternati vely fit 3 new plug.
If there is 00 spark. or if it is \I.'f:ak aod irregular
examioe tbe cable froro tbe sparking pJug 10 tbe
bulor. After a long period of service the insulation may
be cracked or perished, in wbich ease tbe cable should be
renewed.
FioaUy. examine tbe distributor moulded cap and wipe
the inside and outside with 11 clcan, dryeioOt; sa Illat the
ca rbon I:Irush moves freely in its holder examiue
the mouldiog closely for sigos of breakdown. After Joog
service it may become tracked-tbal is. a conducting patb
OJlI Y have formed between two or more of tbe ekarodes
or betweell one of 'he electrodes and some part of .he
1100. Issue 2. S2OO1l
THE IGNITION SYSTEM
B
distributor in conn.ct \I.'jlb the cap. Evidence or" trac\.:(:d
c.'p is shown by the presence of a Ihin black liM. A
replacement t1i)lributor car must he fitted in place of
DOC tbal has become t r"eked.
SOCriOD B.3
TESTINC nil:: LOW-TENSION CIRCUIT
Sprill& back the securing clips on the distributor aod
remove tbe moulded cap rotor. If the rotor is a tight
61 it can he le\'ered off carefully with it screwdriver.
Check Ihal the contacts arc clean aDd frce from pits,
burns. oil. Of grease. TUfD tbe crankshaft and cbeck tbat
the contaci points arc opening :wd dosing correctly
and that the c1t:1rancc betwcco them is coneel when tbey
oue fully opened.
Rcsd the sap if nc:cessary to the: figure given io
'GENERAL DATA',
Disconnect the c:l;blc at Lbc coatact breaker terminal
of the coi l /'lad II.t the low-tension terminal of the disui-
bUlor, IIl1d connect a test lamp between these terminals.
If the l:amp li,bts wb.:o the contacts close Dud out
when the Cl)nlacts open, the low-tension circuit is in order.
Should Ihe lamp rail to light, the contacts are dirty or
tbere is :l broken or loose conotetion in low-tension
wiring.
Loc.atml n f:aoll
Haviog delermiocd, by {est iog as previously described,
thai Ihe fault lies in tbe low-tension circuit, switcb 00 the
igoiliou aad tllrn Ibe crilokshaft unW the contact breaker
poiols are fully opcoed.
Refer to tbe wUiag diagram aDd check tbe circuit witb
a voltmeter }-20 volts) as foUows.
NOTE.-If lIle drccUt is i.n order the readiD. on tbe
1'nllmf:ler should be approximately 12 yoill.
(I) Daflery to eOlllrol '.8'. a
voltmeter between the control box tennin,,1 '0' and
Fig. JJ. I
Tilt! me/hod 0/ connect ing 1Iigh-umsiolJ Ie.ads
I. CarbOIl
1100. IUlle l. lW98
2. Cablesecuring scro:w.
081SHW
Fig, B.2
n it TIIt!thod of fit/ing a high-fension coble. 10
le"ilian tefminol nut
tarlh. No reading indiCollts a damaged c.1.ble or
loose conotCli ollS.
(2) Con/rol box. Coon:t a voltwet.er between the other
control box aWliliary termioal '8' and eartb. No
re.ldillg iodicates a broken or loose connection.
(3) Control box auxiliary termil/ol 'B' to terminal No.3
on ignition switch. COllatel a voltmeter between the
igni tion switch terminal No.3 3ndeartb. No readiJ.lg
indicates:a damaged cable or loose conneGtion$.
(4) Ignit ion switch. CounCCl a voltmt:ter between tbe
No. 2 ienition switch teraUnnl :and earth. Turn the
ignition key 10 the igoioon position. No ra.dio:;
indicatcs a f3Ull in tbe ignition switcb.
eS) Ignitioll switch. Conncct a voltntet.cr between the
iguilion switch terminal No. I nod earLh. Turn the
ignilioll to tbe SI3rt position. No reading iodi-
c.rIlCS 3 fault in the ignition $witcb.
(6) Ig/litioll switch to fiuebox It!rmjno/ '.,43'. Conoeet
the voltmctcr between the fusebox terminal 'A3'
nod e.'\ft b, No reading indicates 3 damaged cable
or loose conucctiolls.
(7) FU.lf!box ICrmina/' A3' to ignit;all coil/ermillol '$W' .
Connect :I. vollmcler between the ignition coil
Lenninal 'SW' aud eartb. No reading indicates a
damased cable or loose connections.
(8) Ignitiol! coil, Discooncct Iht: cablt: from 'ca'
lermioal or the ignilioo coil and connect a
meter between tbis It:rminal and earth. No readiog
indicales a fault in the prinl(lry winding of tbe coil
30d :I. rt:placcmeol coil must be fitted. Tfthe correct
rcaJing is given, remake Ibe connections to tbe
coil tetaniaa!.
(9) Ignit ion 10 distribulOr. Disconnect Ibe cable
from tbe low-teosion tcrm.inll aD. tbe dislributor
and conutet the volt meter between tbe end of this
cable aDd ear1b, No rt:ading indicates a damaged
cab!..: or loose connecfions.
(10) COlltact breaker ond copaciror. Canoeel the volt-
melt( the coolaet breaker points. No
fUding indicates a fault in the capacitor.
B.3
B
THE IGNmON SYSTEM
hg. D.3
lhe plug Hlj,,, a Champion plug selling fool
O.f SMwn
Section 8.4
HIGH-TENSION CABLES
The high-Ieosion cables must be examined carefuUy
and :lny whicb have tbe il)sulatioD cracked, perished, or
damaged in aoy way must be renewed.
To fit the cables to the tCruUDal of the ignition coil
thread the knurled, moulded IcrlXl.inal out over tbe lead,
bare tile cod of tbe eable for about tin. (6 nUll.). thread
the wire through tbe brass washer rcruoved from tbe
original cable, and bend back tbe strands over tile
finally. screw the terminal iolo tbe coil.
Section D.S
SP AJUUNG PLUGS
Service proctdwe
To maiataio peak sparking plug performance plugs
sbould be inspected, cleaned, and adjusted periodicaUy.
UDder certain fuel and operating conditioos, particularly
extcoded slow-speed lown driving, sparking plugs mllY
bave to be serviced moce frequcntly.
Disconnect Ibe ignition cables from aU sparkiog plugs.
Loosen tbe sparkWg plugs about two turns anti-c.lock-
wise. using tbe correct socket oc box. spanner.
Blow nway tlle dirt from around tbe base or eacb
plug. If compressed air is Dol available blowout c.be dirt
witb a tyre pUDlp.
Remove the sparking plugs and place thero io a suitable:
bolder, preferably in tbe order that they were installed
in the engine.
Analysing serrice COOditiODS
Examine tbe gaskets to see if tbe sparking plugs were
properly installed. Jf the gaskets were excessively com-
pressed, tilted on diny seats, or distorted, halO
probably occurred during service wbich would teod to
cause overheating of the sparking plugs. Gaskets properly
iostalled win have flat. c1eao surfaces. Gaskets which are
approxiolately ooe-balf their original thickness will be
satisfactory. but thinner one should be rcoewed.
Ex.amioe the firing ends of the sparking plugs, ooting
the type of deposit and the degree of electrode erosion.
Re10Cmber thai if insufficient voltage is delivered 10 the
B.4
sparking plug DO type of plug can fire the mixture in tbe
cyUnder properly.
Normal cooditioo--Ionk for powdery deposiLS raoging
from browa to sreyisb 180. Electrodes may be woro
sligblly. These arc signs of a spa rking plug of the correct
heat range used under norOlal is, mixed
periods of wgb-speed aod low-speed driving. Cleauing
the plugs aod resetting tbe gaps are aU tbat is required.
Watch for white to yellowisb powdery deposiu. These
usually indicate toog periods of conslllo(-spccd driving
or a lot of slow-speed city driving. Tbese deposits have
no cffcct 00 performance if the sparking plugs ate cleaned
tborougbJy at regular iOlcrvaJ,. Remember to 'wobble'
the plug during abrasive blasting in the Champion
servjce unit . Then file the sparking surfaces to expose
bright, clean metal.
Oil fouling is usually indicated by wet, sludgy deposits
traceable to e:tcessive oil entering (be combustion chamber
througb WOfn cylioders, rings, aDd pistons. excessive
clearances betweeo intake valve guides Dnd slcms, or
worD and loose bearings, etc. Hotter-type sparking plugs
may aUeviate oil fouling temporaril y. but io severe cases
engine overhaul is called foc.
Fuel fouliog is usual1y indicated by dry. black, fluffy
deposits which result from iocompJete combustion. Too
ricb and air/fuel mi.'Cture or excessive use of the mixture
control can cause incomplete buroiog. In addilioll, a
defective coil, COnlaCI bre.ai::er points, or ignition cable
can rcduce the voltage supplied to tbe sparking plug and
cause misfiring. If fouling is evident ill ouly a few cylinders
sticking valves may be the cause. Excessive idlin8, slow
spoeds, or stop-andgo driving can also keep the plug
temperntures so low thOtt norroal combustion deposi15
arc Dot buroed otT. 10 thc latter case boner-type plugs
may be installed.
Burncrl or overheated spwk.iuB plugs are usulilly
identified by :I; while, burned or blistered insulator nose
;tnd badly eroded electrodcs. Inefficient eogioe cooling
and incorrect igraitioo limiog C<lO cause gelleral over
healiog. $evere service, such as sustaioed ruSh speed alld
beavy loads, alO ::also produce abootIDnJly bigh tempera-
lures in the combustion cbamber which oecessitate the
use of colder-type sparkiog plugs.
File tbe sp:u-kiog surfaces of tbe electrodes with a
poiol$ file UOlil (bey are brigbt, deao. aod parallel . For
best resulu hold the plug in a viet.; and. if necessary,
enlarge the gaps slighlly.
Reset tbe gllps, using tbe bending fixture of a Cham-
pion gl\p-seuing tool. Do not apply pressure 00 tbe ceotre
electcode as iosulator fracture may result. Use tbe bend-
iog fixture to ohLain panllel sparking surfaces for maxi-
mum gap Ilfe.
Inspect aU sparkiog plugs for cracked or chipped
insulators. Discard all plugs with iosulator fractures.
Test the sparking ability of a used spllrk plug on a
comparator.
Clean tbe threads by meaDS of a baud Of power-driven
wire brush. If the laHer rypc is used tbe wirc diameter
should not exceed 'OOS io. ('13 rom.). Do not wire-brush
Ihe insulator or Ibe electrodes.
tiOO. h.suc 1. 52098
THE IGNITION SYSTEM
B
Clean the gasket SCOIts on the cylinder head before
installiog sparking plugs to ensure proper sealjog of the
sparking plug gaskels. Tben, using 3 DeW gasket, screw
in c<lch plug by band finger light.
NOTE.-lf the spnrkinJ plug ClUIJ10t be seah:d 00 it."
g:.skd by huud clcan Oul Ihe eylioder beld lhreads "jib
a clean-oul lap or witb aDother used plug hariQg
fbTtt or four .trtical flutes filet! in its tbreads.
Finally. lighteD the sparking plugs to tbe following
values:
Sire
14 O'Iro.
C.I.
30 lb. fl .
(4 15 kg. m.l
TUff/.r
t
The number of [urns listed approximates to the carrec.t
torque .. alues nod should be used if a torque wrench
is nol llvailable or caDuot be used because of liwlcd
3cssibility.
Conncct Ihe bigh-tension terminals antr the plugs are
iostalled.
Standard i:ap
Tbe sparking plug gap seuings r(conlmcoded RDd
Iis1ed 'Gl\'ERAL DATA' b;:avc: been found to
give the best o ... erall performancc under all service coo-
ditions . They arc baSed on extensive dynamometer testing
and experientt on the rOlld and are gcnerl'lily a compro-
mise between the wide gllps necessary for best idliog
perrormancc and the small gaps required for the: best
higb-speed performallce.
AU plugs should be reset to tbe specified gap by
bc:ndiug the side. electrode only. using the special 1001
lIvailable from the Cil3mpioD Sparking Plug Company.
Section B.6
CONTACT BREAKER
The distributor has a preti.hed CODt8ct breaker uoit.
The moving Cool act breaker plate is balaoced on two
nylon studs, and Ihe ang.lc through which the plate may
be lilted is controlled by a slud riveted to Ule moving
conUcl breaker plate: IDealing in a slol in the base plate.
The plate carrying the fUt.ed contact is secured by ooe:
screw only.
Turn the crankshaft until tbe coutact breaker poiuts
arc fully opened and check tbe gap with a gauge baving
a tbickness of the figure givcn in 'CENERAL DATA',
[f tbe gop is correct the gauge should be a sliding Ill.
Do not alter the seuiog uoless tbe gap considerably
from the gauge tbickness.
To adjust the selUllg keep the craoksbaft in the
position which gives maximum opening or (be contacts.
Slacken the fixed contact plate securiDg screw RDd
adju!>t tbe contact gap by iosening a screwdriver i6 tbe
notched hole and lurniog clockwise to reducc tbe gap and
aoti-clock ..... ise to increase it. Tighten the securing screw.
I( tbe CODUICts are dirty or pittcd they must be: cleaned
by polishing them witb a fmc c.arborundum stODC aDd
afterwards wiping ,bern wilh 1'1 cloth with
1100. I$.SOC 2. 5209.
Fig. B.4
The distribulor wi,II ,lie moulded cop tmd rotor
removed, showi"g Ihe cOnt(lct breaker
fuel. The moving cOlltact can be removed from its
moul1li.ug in order to assist clealling. Check and adjust
the cootact breaker setting ancr cleaniog the cootacts.
Check that the moving arm is rn:e on its pivot. IT it is
sluggish remove the arm and polisb the pivot pio with a
strip of fine eruery-cloth. Afterwards clean off aU 'races of
emcry dust and apply a SpOt of clean eogine oil to the
top of Ihe pivot. Tbe contact breaker spriog tcnsion
should be between 20 aDd 24 oz. (567 aDd 680 gm.)
measured at tbe contacts.
Seetion B.7
DlSTRlBUTOR
Removing
Before removing thc distributor turn the cranksbaft
uatil the rotor arOl is pointiog to tbe segment in the cover
for No. I cylindec plug lead. This is to provide a datum
for replacement.
The distributor can be removed and rcplaced without
interfering with the ignilion timing, provided tbe clamp
plate pinch bolt is oot disturbed.
Remove the distributor cover and disconnect the low-
teosion lead from I.be tenninal 00 Ule distributor. Dis-
conaect the suction advance pipe at !.he union on the
diSlributor.
Extract lhc two bolts securing the distob\ltor clamp
plate to the disu-ibulor housing and withdraw the
distributor.
Dismantling
The coolact bre.aL:cr plate may be removed as aD
assembly to give RCceSS to !.he cCDuirugal weights witllout
completely dismaotling the distributor. To do this
remove tbe rotor arm aDd tbell withdraw the slotted
nylon low-teasion tenninal insulator from we distributor
body.
Take out tbe two screws which secure the plate
assembly to the distributor body. ease up the plate, .lad
8.5
R
TIm IGNITION SYSTEM
I .
2.
3.

S.

7.
I .
9.

II.

.
Fig. B.5
-
of 11ft distribUlor
Oampin; "I,ll(. H. A"IOIll,lIic 3dwloncc:
Mooldcd cpo
springs.
Bnlst. <,nd sJ'lriuI:.
\l. Weight llMenlbly.
ROlot :amI . t<. ,<:Iioll p!2lt .
CoIlIo'CU (,<;1).
t>. cli ps.
Vacuum wuil .
Terminal Md le.l(1 (10"", 1(.11$1011),
17 . .... b.
Mnving conlaCI brea&.:er plll l!:.
II. ThruM wasbcr.
Conilia breaker b;J.'IC platt,
do,"
i::.anh lead .
20. ('lI'aUet Pin.
e....
uc.hook the flex.ible aCluatiog liok coa.oc:cled to Ihe
coalaCI breaker
The folJowiog proct!dure is oecessary if the distributor
is to Ix completely stripped.
Berore dismaolliog. make:l. careful note orme
iu which tbe various compollcoLS 8rc filted in order that
they CDay be replaced correctly.
Spriog back the dips and remove the moulded cap.
Lift the rotor off the top of tbe spindle. If it is a light
lit it must be levered oft' carefull y wilh a screwdriver.
Remove l.be out from the moviog cootact aocbor pia.
Witbdraw the insulating sleeve from tbe capacitor lead
aDd 10wtell5ioo le.:ld couettors, nOliog tbe order io
wbicb tbey are lilted. Lin tbe moving contact from the
pivot pia. insulating washer from the 30chor
and pivot pio.
8.6
Take oul the screw nnd spring lind flat washers securiDg
the fixed contact plate and remove the platt.
Tlike out the securing screw aud remove tbc capacitor.
Extract Ihe two screws sccuring the base plate to Ihe
di stributor body, uOli08 tbtu Doe secures the cilrtbing
IClld, lind 1m out tbe base plale.
Uohook the flexi blc ;!ctuating link coonecliog the
dil4phragro in tllC vacllUOl nnit with the moving cualact
breakcr plale.
IMPORT ANT.-Nole the relative pO!liri ons of the fotnr
arm drive slot in the CAm II..S.Kmbly and the offset dri'te dOl!:
at the driYin& r nd of Ibe spiodle to ensure Ibat the tjmin, is
uot )80
0
out wheo the cam assc:mbly is engaged \\itb the
e(:otri rugai during Is.se:mbly.
Take out the COlm retaining screw, remove Ole auto
nlalic i'ldvancc springs. and remove the caUl . The: auto
mAtic advance sprin,s must not in aoy way be t.:lIDpered
with before reassembly.
Take out tbe ceolri(ugal we.igbts.
To relel\sc (be suction adv.:locc unit remove tbe eirclip,
adjusting Ollt, ;lDd friction spring. Witbdmw Ille UOil .
Clean tbe distributor cover and examillt it ror sigos of
craeles and evideec of 'uaekjl)g', i.e. conducting paths
whicb may have formed bctwceo adjacent segmenl S.
Tbis is indicated by thin blDck lines betweeo tbl:: segmentSj
when trus bas OCGur red tbe cover sbould be renewed.
Ensure tb:u the carbon brusb moves freely in the
disu-ibutor cover.
Examine (bot anachmeol of the metal eleel10dc to the
rotor mouldiog. If slad; or nbDormally burned, renew
the rotor.
The contact faces of the contact brenker P0Lots should
presenl a clean, greyish, frosted appearaoee. If burned
or blackened, renew the coutact set or polish the contact
face of each point with a fine oilstooe. workioB wilb a
rotary motion. Care sbould be takeo ( 0 maiowo the
faces of the poi nts Oat and square, so thal, when reassem
bled, full coolact is Obtained. Cleao the points tboroughly
in fuel.
Cbeck that the mOv.1ble eootact ann is fru 00 its
pivot without slackness.
Cbeclc the centrifugal lirniog control b<oI lltocc weights
JIIod pivot pios for wear, and reoew tbc Colm assembly or
.... 'eights ir DCcc.ss.ary.
The cam assembly should be a free sliding lit on the
driving sbaft. H tbe clearAnce is excessive or tbe eaco
faccis wom renew the cam assembly or shaft as necessary.
Cheek the fit of the shaft in \.he body bearing busb.
Jf slack, renew the bush and sbafl as necessary.
To release the spindle from the body drive out lhe
parallel dti'Jiog pin passing througb the collAr of the
driving tongue member at Ole lower end of tbe spindle.
Press out tbe old bush. Tbe Dew busb should be
allowed to stand completely i-Olmersed io thin engine oil
for 24 hours, or alternatively for two houts in oil which
bas been beated to 100 C. (212- P.), before pressiog
it into tbe distributor body.
1100. lAue 2. 52091
TIlE IGNITION SYSTEM
B
RCI.SKDlbting
Reassembly is a re.vcrsal of tbe di!:maotJiog
proudure, although careful 3tteotioll must be given to
the following poinlS.
As !bey are asserobkd. lubricate the components or the
automatic advanoe mocbaoism. (he distributor sbaft, and
the portioo of the shaft on which tbe cam tils with tbin,
clean cogine oil.
Turn tbe vacuum control adjusting nut uatil it is in
the position when replacing the control unit,
Whco engaging the cam driving pins with tbe centri-
rugal weights make sure that they arc ill tbe origi..llal
position. When seen from above, tbe small offsd or (be
d)'iving dog must he 00 the right and the driving slot for
the rotor arm must be io the six. o'clock position.
Adjust the contact breaker 10 give a max.imum opening
to the figure g;VtO ill 'GENERAL DATA',
Rdttiag
To replace the distributor insen it ioto tbe distributor
housing uotil tlle dri"'ing dog rests on the distributor
drive share, TUrl) the: rotor aHa slowly u('Itll the driving
dog lugs engllge with the drive sbart slot5, both of which
are off'sd to ensure correct replacement. Turn the disul-
bulor body 10 align Ibe clampiog plate holes wilb those
in Ibe bousiog. The remainder or tbe assembly s!uencc
is now the reverse or that for removal.
Provided tbat the crankshaft bas not beeD turned, tbe;
rolor ann will be opposite !.he segment for No. I plug
lead, The high-tension leads can thea be replaced ou
their respective plug termioals in the order of firing, Le.
I, 1, 4. 2, remembering tbal tbe distributor rOlation is
aoti-clod:wise wheo ,,;ewcd froro above.
NOTE.-U the ciampini plate has beeD removed, or eYeD
slackened, iD lost timimC. the procedure &ireD ill
Section B.8 aboold be nndertaktll to reset (be discribulor.
SectioD B.8
TIMING THE IGNITION
TIle (ollowing method should be IJsed to reset the
static ignitioo timing.
Remove the distributor and make quite certain that
the distributor driving spindle bas been refitled
.3S in Section A.16.
Remove the valve rocker cover so that the vaJve acLion
cao be observed, To turn the fiywbecl to the
posicion remove the sparkiDg plugs. select top gear, and
push the car forward. Turn tbe crankshaft unLiI No.1
pistoo is at Ule top of its compression stroke, Le. tbe
exhaust valve of No.4 cylioder is just closing and Ihe
inlet vaJve just opening. If the crankshaft is now turned
until the 1/4 mark 00 tbe ftywbecl is in line with tbe
pointer in the apenurc 00 the clutch cover the piston is
eXlctly at T.O.C. Turn the crankshilft back from this
position until the poioter indicates lhe conttt selting.
Set lhc contact breaker points to tbe figure given in
'GENERAL DATA" when in tbeir position of maximlJm
1100. wue j . 5610
Fig. 8.6
The t{"';'lg marks 011 Ihe flywheel, and tIle ""dh'ofor,
may be .. :tten with ,lie aid of 0 mirror remol'illg
'he inspution plate on the clutch (Oler. T.D.C.
position;s j"dico/td by 'he mork 1/4, and, ill odditio",
5, 10, and 15" B.T.D.C. marks Ofl' oho prolJided
opening. fosert the distributor into its bouswg, and
engage the dri,,'e dog lug with the slot in the driving
spindle (both of which are offsct) by slowly rotaling the
rotor arm.
Serew in (be two set screws to secure the distributor
damp plate 10 the distributor housing. I( is esseDtial to
lighteD up tbe damp plate pinch-bolt to tbe correct
torque (see lGENERAL DATA') in order to
eosure correct aJignment before tig,htcning the set
screws down in the centre of tbe elongaled boles of tbe
damp plate.
To obtain aD accur;.te $CHing tbe de-clrical method
should be used in determining the actual position at
wbich Ibe point!' break, Illld tbe [oUowing procedure
should be adopted.
SIRcken the clamp plate pincb-bolt aDd lura the
distributor body in an aoLi,lockwise direction uatil the
points are (uUy closed,
Witb tlle !oW-[eOS;OD lead connected to the distributor.
switch on Ihe ignitioo, canDee! a 12-voll lamp ia parallel
with lhe coni act breaker points (i.e. one le.ad from the
distributor low-lensioD tenninal aDd the other to earth),
aDd turn the distribmor clockwise until tbe lamp lights,
indicating that tbe poiolS bave just opened. Secure tbe
distributor body in this position by tigbt.ening up the
clamp plate ploch-bolt .
Finally. cbeck lhat the rotor arm jj opposite the correct
segment in distributor cap for No. I cylinder.
RecollDcct the suctioo advance pipe and refil the
distributor coyer and valve rocker cover.
When usia& a :iLrobosc(\pic lamp do Dot allow the
eagi..oe r.p.m. to rise bigh eoougb to operale. the centri-
fugal advance weights. If the vacuum advancc take-oj)'
is direct from tUe induction maaifold tills sbould be
rusconnccled before 3uempUng the ti.roiog cbeck, other-
wise engine timiog will be sel retarded.
8.7
B
THE IGNITION SYSTEM
SectioD B.9
lGl\'lTION ADJUSTMEN'r
Manual adjustment is provided ror the ignilioo point
10 eoable (be best stt(jl')& (0 be for varying grades
or fuel. The adjustmel.( out is intJicaled by Ibe arrow
io Fig. B.7; turning the nut clockwise retards aDd anti-
clockwise advances the ignition. Each :'::adualion ollihe
adjusting spindle blUrt' ;.ttlProximalc:ly
ticning: movement aud is equal 10 55 chch 00 tbe l.:ourlcd
adjuster nut. The raDge of adjusnncnl provided by this
micrometer adjuster is Dormany ample 10 deal with any
variation cOCQuolcrcd.
Do Dot ctisturb tbe piocb-boll ullleSS absolutely DeetS-
sar)': the liming: canool otherwise: b<: correc:lly adjusled.
When l"eliming is refer to Section B.H.
Section B.10
CAPACITOR
Tbc best metbod of It:sling Ihe capacitor is by sub-
stilutioo. Oiscouoec.t tbe original capacilor aDd cooaect
a new oDe bctweeo the tow-teDsion termioat o( thc
dislributor aDd earth.
Should a. Dew capacilor be necessary, it is advisable
8.8
Fig. B,7
The disfributor with the moulded "liP wui rotor
removed, showing the )"ernier ftdjusfment nut
10 fil a complete capacitor aDd brackel, but sbould :l
capacitor ooly be available, use a bot irOD to 50fleo tbe
solder securiog the defective capacitor (0 tbe bracket,
Care J'OU$t be taken nol to overheat the new capacitor
when solderiag it in position, Tbe capacity or (he capaci-
tor is 18 (0 '22 microfarad.
1100. ls5ue!l. j610
SECTION Ba
THE IGNmON SYSTEM
The informalion given in this Section refers spedfi.caUy to e.ugines Stted with aGcomade 1Iaas-
mis.,iOB aod mOJI be used in coojllllC'lion witb Seetioo. 8.
trimiog (be igoilioD .. . , , .
tThcsc opc:rations mUSf be follo"ed by ao exhaust emission check
1100. bsuc 2. 72330
c.J7l

Section
8a.t
Ba
&.1
Ba
11fE IGNITION SYSTEM
t ".
i ~ tl
Fig. 00.1
17,,: Ilmi"g nwrks 011 tht (onref/ er, T. D.C. posilia,! is
indicated by the marlc. 1/4 sholl'n ;1Jj'tt; 5 (1'f1d 10
marks art! a/so provided. Tilt hule in Iht conlltrlU
hOU$ing (.111011'" inul) is /Iud for hUtf/ing Q sui/able
10(>//0 fum thr cOft'ltrlcr
8a.2
Seclio. B . l
TIMING Hm IGNITION ~ ~
(I) urry out the operatioc ail/to i ll Section 8.8 witb
tbe following exceptioD.
(2) To rotate tbe crankshaft, loser! a. screwdriver
througb the aperture (adjaceot to the oil dipstick)
00 the COOl/crier housi ng, and turo lbe Slarier riDg
gear io the direction of engine rotation to the
position described io Section B.8.
(3) The (btec: timing marh cae be seen 00 the con-
verter (Fig. 8a.l) ancr removal of the rubber
RtOmmct 00 the converter eud cover.
1100. IasLH:l. 723)0
SECTION C
THE COOLING SYSTEM
Geoenli description
Draining. ftushing. IliDd 6Jliol tbe system ..
EXplusio[l chamber
Fan belt
Frost precaulioos
Lubrication
Radiator
Thermostat
Water pump .
II 00. wue 2. 52091
..
..
Stt:lioll
C.2
C .
C.S
C.g
C. I
C.3
C7
C:.6
c
C.I
r----- .. --------------- .. ----.. .. ----"'-1
i THE COOLING SYSTEM COMPONENTS I
JoI,. /)u"ip,jon
J. Radi:llor
2. FillcI C3p (radi:llor).
J. Drain plue.

Top cowl.
S. Bollom eowl.

,.,.". .
7. NUl.
,
I
8. Cowl SUITOI,ll\d (rubber),
9. Rlldialor mountm, bncket.
i 10. Bolt.
No. Ducriplit>fl
".
Hlldi:'tIor upper supPOrl bl'3ckel .
".
Supparl brackcl gromme!.
... Screw.
".
Plain w3srn:r.
".
Radiator lower S'IIpporl bl'1lckcl.
11. Screll.',
18. Shakcproof wloih<:r.
19. Doll.
10. Spring w.uhcr.
21. Radialor hose 10 pump.
N . Duulplloll
23. R:.dilltor OUIlet hose.
24. Hose clip.
" .
Radialor 10 exj)3nsion tllnk hose.
26. H05e clip.
27. Radiator CO'!yl hos.: clip.
28. upJO$ion taf)k.
29. E.o.pMlSiOD tank Clp.
30. EJp;wsion lank stnp.
)1. Screw.
32. Sprios wasllcr.
Jl. NUl.
,
I
!
i
, II . Spring washer. 22. R.ldialor hose to pum" (he:llcr).
_________________ ---'
C.2 1100. ls.suc 2. 52098
THE COOLING SYSTEM
GENERAL DESCRIPTION
A pressurized cooliog system is used 00 this vehiele,
therefort rmkina regular toppiog IJP unocce&SlIry. but i\
check should be made periodically 10 ensure that tbere
bas been no loss or I,;oolanl doe to lea1<age. ConnecIC:d
10 the top lank of the radialor is an expansion cbaOlbtr
which receives the narl'DiI! eOOlaD! expaosion ..... heo the
system is ill tbe of bealing up. On expansion io
the lOp tank spilla&e is made ioto the expansion cbamber.
Wben the temperature of the system drops. this tcods to
cau$e a paJlial vacuum in tbe radiator top t:lok; tbe
spillage theo returns to the top tank.
If Ibe cooliog system is filled with anti-fre.:::re of the
ethylene glyeol type there should be DO reason to lOP
up Ihe level for al Icut two ycars.
The wattr circulation is assisted by a pump allaehed
10 !he froot of tbe eogine itDd driven by a belt rrom the
eraokshal't. The water circuhltes rrom the base of the
radi:alor aod passes arouod the cylinders and cylioder
bead. reacbing the top tank of the udiator core via the
Ihennos!al and the top water bose. FrOID the top tank it
passes down tbe r:ldiator core to the base taok of tbe
radiator. Ai r is blown through tbe radiator by a (an
allacbed to lbe witler pump pullcy.
Sectloo C.I
Waitt pump
LUBtUCATION
Remove tbe plug froro tbe water pump casing
refiJl the aperture wilh lubricant. Do Dot subject the
pump to pressure lubrication, otherwise lubricant will
be forced past the bc:I.rings onto tile face of tbe carbon
staling ring and impair its efficieocy.
Section C.2
DRAINING, FLUSIUNG, AND FD..LING
THE SYSTEM
Oniaing
Two draioing points Me provided for draioina the
cooling syslem: one is at the base of tlae radiator no the
Fig. C.I
Press the radiator cap downwards and lurn il nnl;-
clockwise to rclune i/. ollly who! cold
1100. Jsrue 6. 1140
Fig. C2
expansion cltombtr cnp india/ted by 'lie arrow
forward and the other is 00 the rcar of the cylinder
block. Doth draio points aDd the beater tap must be
opeoed and the radialor filler t:1p removed to drain Ihe
cooling completely. If the system contains aoti
freeze collect it in a clea.n container for futore use.
Flushiea
To ensure efficient circulation of the coolaM and 10
recluce tbe formation of and sediment in tbe
radiator the system sbould be floshed with clean rUllJllna
water before puttiog io aotifreeze. The water s.hould be
.Uowed to ruo through uotil it comes out clear from the
drain ph),.
When furring is excessive tbe radiator should be
removed as in Sectioo C.l and flusbed through in the
reverse way to tbe 60w, i.e. turD the ",dialor upside.-
down and let (he water Oow through the boltom hose
coolleetion and out t.b.rougb tbe top. The use of radiator
reverse-flush adaptor 18G 187 with I in. (15' 4 mm.)
diameter watcr hose is recommended for this purpose.
FWin&
Close the hcater lap aDd discoTU'lccI the heater hose.
Fill (he system througb a ronnel iosertcd io the heater
hose untiltht radiator is full to tbe top of the filler oeck.
Cbeck IDe level of the coolaot io the expansioo link:
this should be 2! io. (57 mm.) from the
baUam. Reconnect the bose aDd opeo the beater tap.
Re6t the radiator and expaasioo tank caps . Run the
eogine 10 its DonnaJ working temperature, switeb off and
allow it to cool. Vader DO clrtumstao.ces mart tile filler
ClIp be remo.d wbea tk system is hOI.
Check the level in !.he radial or, lOp up if OtctsSl:ry.
and refit the flUer cap.
Section C,3
RADIATOR
Remo'fing
Remove the cowling upper support bracket.
Withdraw the bolt secoriog the bottom support bracket
10 the mouoting bnacktt of the transmissioo casing.
C.l
THE COOLING SYSTEM
Fig. C.]
(0 fhe Todiolor drain p/rlg is gailted/rom
'lie ]roll1 of the t:or
Rdccisc the dips And pull Ihe lop hose from its con-
acetio" on the radiator. tbe bOllom bose from the water
pump, and disconnect the heater hose if fitted.
Remove tbe exp"nsioo chaU1ber hose from its Call-
nectiOD on tbe radialor top lank the hose clip from
the radiator cowling.
Extrllcl the screws securing tbe radio tor to the cowling,
remove the lap balf of the cowling, and lift tbe radiator
(rom the .... chicle.
Refitting
Installation is a reversal of the removal procedure.
Refer to Section C.2 before. refilling.
SeCDOO C.4
EXPANSION CHAMBER
Remoting
The expaosion chamber situated under Ihe lower fronl
valance should under no be tampered
witb aDd requires 110 mainleoallce. Relntively higb
temperatures are developed ill the cxpansioo chamber,
and injury would be incurred jf the cap
removed when thc was hot.
DiscODDeCI and remo\'C (hc spill hose from ils conncc-
tion on tht: radiator top t .. ok. Discooneci thc spill h01lc
clip from the r"dialor cowliog. Remove the cxpansion
chamber bracket securing set screws and lift aWil}' Ihe
expaosion chamber, spill hose, and bracket.
Refttting
Refitting is a direct reverSo11 of the r<!mov,,1 procedure.
SeCDon C.S
FAN nELT
.\djUSliDg
The adjustmeot of the dyoaroo and fan belt teosioll is
eO"cctcd by slackening (he two dynamo pivot bolts,
releasing the bolt on (he slolted adjusting liok, aod
the dynamo bodily unlil U\e bell tension is correc(.
C.4
Tighten up tbe bolts with the dynamo held in Ihis
position. A geotle hand-pull only ruU!;t bc on the
dyn:lIllo, olherwise the tension !Viii be excessive aud
uodue straio will be (hro\lo'o on the dynamo beariogs.
The belt should be sllfficiendy light to prevent slip,
yet it must be possihlc to move it laterally about I iu.
(2' 5 em.).
Remo\'i.ag
Slackeo Ihe dynamo pivot and adjllsling rink ho)lS.
Pusb the dynamo down, release tJ1C belt (rolD the cr.mk.-
shaft aol,) remove tbe belt by O1nllQellvTing it
bttween (be top of each fao bl:"lde and the radiator
cowling. Sufficient cieMance bas been provided to allow
the belt 10 pus between Ibe fao blades :4nd the rigbl-hllnd
top of Ibe cowliog !lange.
Seelioo C.6
WATER PUMP
walt'( pump is of the eeoui(uglll impeller type
mounted on a. COO"lmOI1 spindle witn the fan and operating
io a cast mountcd 011 tbe front of tbe cyliod(r
block. Warer-sculiDS is effected by a spring-loaded carbon
wasber bearing upon a seating in the impeller housing.
It is to dismantle tbe pump and faa assembly
to obtain access to tbe sealing glaud. Removing, dis-
maotliug, and refiUiDg illstruclioos arc given io Ole
foUowing paragraphs.
Rcmoring
Drain the waler from thc cooting system aod rcmove
the radiator as io Section c.J.
Rcruove tbe hose from the w,uer pump iolet connec-
tion and slacken loe lop clip of the therruostat by-pass
bose. Remove Ihe dyotlmo, withdraw tbe four scI screws
sC(;uriog Ihe fan blades 10 the water pump hub, and
remove the belt. and pulley.
Unscrew the set screws secul'ing tbe pump to Ibe
cylinder block and remove Ihe pump complete wilh 'be
by-pass hose.
Fig. C.4
Thl! drai/l plug or tap for the cylinder block is lo("afl!d
011 the reor of the block
1100. 6. 1140
THE COOLING SYSTEM
c
Dism::anlung
pun oul tbe bearing 100000ting wire through the hol e in
. he top of the pump body.
tap the spindle rearwilrds to release the com-
bined SI)iodJc and bearing assembly. togelher with Ihe
seat and V:lne.
Withdraw the vane (rom the spir.tllc with <l suitable
extractor and remove lhe pump se<l1 assembly.
Should the hearing show signs of wear or d:HlIngc, it
must be repl.leed by a new hearing and spindle <assembly;
bearings alooc 4Ire not scr'iiccd. The asscrohl)' should
be replaced with a new scal if weilr or damage IS
apPilreot or jf thl' is Icak..ing.
Russembliog
Reassembly is a revusal of Ihe dismanliing procedure.
Make certain thai the h(lic in the bearing is lintd up wilh
the hole in the pump body belore pressing
the btaring and spindle into posilioo.
Should the interrerence III of Ihe ran bub have been
impaired hub was withdrawn from the spindle,
a new hub musl be filled.
Section C.7
THERMOSTAT
Removing
Dr<'lill the cooling System ($celioD C2). Discoonect
the lOp bose and remove (be cowling Upptr support
hracket. Remove the S\X:uring nuts and spri llg \wlshers
rrom the cover and lift Ihe cover 3wilY rrom
il s studs. Remove ,he pl\pcr joint washer and lin oul the
thermostaT , Test II::: therlllostat opening lempcrahm: by
immersing it in waler :II the temperature given in
'GF.Nf.RAL DATA'. If tbe (hermostat v.-Ive docs 1101
starl to OpeD or ir the valve sticks in the rully open
posilion. r(DeW Ihe therruoslst; under DO circumstilnces
should any allempt be made to repair il.
Refitfillg
Installat ion or the thermoslat assembly is the re .... eue
or Ill.;: removal procedure. threaded stem uppermost.
Fit a new paper joint w-.sher ir thc eX!!'ting one is
d.:un;tgtd.
Section C.S
FROST PRECAUnONS
WOlter. when it expands, and ir precaut ions
are Dot taken there is considerable risk of bursting the
radi<llor, cylinder block, or heater (where fitted). Such
ti OO. Iswe 6 1140
.oS'J""
Fig. C.s
A seC/ioll (flrollgh tilt! ..... aler pump showing rhe !()t'n/ioIJ
af 'he components. When assembled, the lIole in Ihe
hearing n/lrst coincide It'iJlr the lubricoting hole in thl!
,,'afu p.mrp (A) nnd 'he/nee of 'he Iwb (8) InIISI be /filS"
...:i//) 'he t!IId of the spindle (c) ;s a cleurance of 002 /0
030 in. (,508 to 762 111m.)
d;ullage may avoided by drainiog tbe cooling system
when Ihe vehicle is lert ror any length of lime io frosty
weatber. or by addiog alllir'I.'C2C to the water. WheD a
bealcr is filled aotifreeze must be used as 00 provision
is m-.de for draining the unit.
Before adding .lnlifreeze nli xt ure .lhe cooliog system
must be drained and flushed througb by inscniog a bose
in the fillillg orifice and allowing water to flow througb
until denn. The draining points should be closed after
aUowing all the wilter to drain away Hnd tbe anti-(reeze
should be poured in first . follo ..... ed by the wafcr.
To Ihe i pint (6 U.S. piDL, 28 litre) of water
iu tbe chamber rr .. czing add! piOI ("3 U.S.
pint, '14 litre) of pure :ullj(rceze (this solution
avoids Ihe need to premix).
WARNlNG.-Ensure thol Ute correct Clips ore fined to
the expansioo ehllDlber :;}nd the fodi,Hor tuk wad that the
S:;}me are securely locked in posirioo.
Only I'IlIlifr<!cze of the cthylene glywllype il)corporat-
ing th.:: (;orreCi type of corrosioQ inhibitor is suitable
-.nd OWIII: rs ::Ire fe<:Olllmeuded to usc Blueeol Aotifreezc.
We als("I approve Ihe usc or any anlifreeze which COD-
tv Specification 8.5.3151 or B.S.)152.
Anli-flceze eim rClllain in tbe cooling system for two
years rmwided that the specific gravity of the coolant is
chc.cked and anlirrcel.t: added as rcquired.
Specialized equipment is oecessary to check the sp...'"Cilic
gravity which can be: obtained rrom the
manuf:lcturer.
Aftcr the second winter, drain the SystllllI :lnd Hush out.
Refill with rresh waler or the recomllleoded (lnli-rreeze
solution.
Do not use radiator aotifreeze sohuion io tbe wind-
shield-w;1shing equipnlcllt.
C.S
THE COOLING SYSTEM
The recommended qU30lilies of ;'Inti-freeze for diffe.renl degrees of frost arc:
,
I
I
I
Absolute safe Commences
,
i
limit !ruzlng at SOllilioll
Quanlit)' of anti-freeze requ,-,td
I
(%)
' c.
F. C. F.
I
,
-19 -3 -9 16 2() If pis. (2') U.S. piS. , J.O litre)
.. -26 -15
I
-IJ 9 25 2 piS. (2'4 U.S. piS., I'llilces)
-33 - 28 -16 3 30 2i pis. (2'7 U.S. pts., l'2Iitres)
C.6 1100. l$We 6. 1140
General description
t Air eleaner . .
tCarburctter(s)
Fuel pump
Fuel tank
Gauge uoit
SECTION 0
TIlE FUEL SYSTEM
Induction aod cubutctter suction chamber hutcn
Lubrication ..
ThIonIc damper
Tools .. . .
..
..
..
..

D.'
D.]

D.S
0.6
0.7
0 .1
0 .8
Eod or Section
tThese opeflltions must be foU01\d by an uhaust emission cbeck Ei'G'
1100. Issue 6.
D
D. I
o
THE FUEL SYSTEM
GENERAL DESCRIPTION
The (uel system comprises 3 fuel I;ml.: nl oun(c(1 below
the ItIGgage compart 1oent, an S.U. AUF 200 or SP
ele<:lriclll1y oper<l(ed di<lphr.lgnHype fuel pump, and
S.U. scmidowndwught On 1098-c.(".
transmission cugines these nrc eililer of tbe
single or twin HS2 Iype, iiOe! on 1275-c.c. and "II auto-
ma rie transmission engines they Me of the siogle HS4
type.
The level oflhe fuel in the tank is registered electrically
by a meter on (be instrumeot panel .
Till: "'i r clealler nued (0 the carburener(s) has a rene .....
3blc paper-elemeot fl.Her to Imp road dust aDd other
harmful matter from (be air berore it reaches tht: C<'IT-
burellcr(s).
Section D.1
LUBRJCATION
Carbarette.r damper(s)
Uoscrew the cap from tbe top of the suction clJ.:l1nber
Bod relill lhe hollow piston rod with tbin engine oil until
the level is t io. (13 mnl.) from the top. Under no
ci rcumstances must heavy-bodied lubricants be used.
Failure to lubricate the pistoo damper will cause piston
flutter and reduce :lccdcrati on.
Section D.2
Remoring
Enr1y cars
FUEL PU1\1'P
The pump is locateu benentb the luggage ct)roparlmcnt
on thc lcft-hand side. For rcnloval; disconnect the battery
eartb lend and detach tbc carth and supply leads from the
termiuals on the pump. Disconnect the inl et. outlet, and
vcot pi[>C cooneelioos. Remove the set securing
(be mounting bracket to the under side of the luggage
compartroem floor to the pump and pump brackel.
[tiler cars
The pump is loe:.Iled inside the luggage compartmenl
on I.he right-hand si de. For remova l; the
batcery earth lead a nd, froOl beneath lbe ca r, disconnect
tuc inlet and outlet connection .... leaving the t1c.xible
boses on the pump connections . From witWn the IU8gage
coropa rtOlcnt lift the floor and remove the drive screws
securing the punlp mounting bracket to the body. Draw
the pump ioto the lug!V4ge compartnlCn! and di scoonect
the eart h lead.
Dismantling
COl1f(JCi break er
(I) Remove tbe insulatcd slcc"c, termin31 nUl, aod
coDoe-clor togetber wit b its sha kcproof washcr.
Remove the tape seal (if filled) and ta ke 00' the
eod-cover.
(2) UnSCrew the S B.A. screw which holds the contact
blade to the pedestal. This will aUow the wasber,
thc long<oi l lead, and Ibc conlact blnde to be
removed.
Coi! hOl/sillg (Jnd diaphragm
(3) Unscrew the coil housing securing screws, usi ng a
thick-bladed screwdriver to avoid damaging tbe
screw heads.
D.2
(4) Rcmovc the earthing screw.
(S) Tile coil housing may now be removed frOIll tbe
body. Nexl, remove the diapbragm and spindle
assembly by taking hold of tbe diaphragm ;md
ullscrewing it anti-clockwise uotil the a rmature
spring pushes Ihe diaphragm away from the coil
housiog. It is !:Id visable to bold the housing over
the bench so that the 11 brass rollers wi!.} not fall
on the Boor. TIle diaphragm aDd its spindle are
serv iced as i\ unit and should not bc scpara ted.
Peoe$f(I/ (llId TOl:ker
{6} Remove the end-cover seal washer, unscrew the
termioal nut. and removc the lead washer; this wiU
have Ilattcned on the termioa l tag and thrcad,
a nd is best cut away with cullins pliers or a koife.
Unscrew the (wo 2 R.A. screws, holding the pede-
sta l 10 the coil housing, and remove l ile earlb ter-
minal tag. 'fipthc pedestal and wjthdraw lhe termina I
stud from tbe tcrminall:lg. The pedestal ma y !lOW
be removed witb the rocker nllached.
(7) Push out the hardened sled pin wbich holds the
rocker mochanisIU to lhc pedestal.
Body and 'Inh'eJ AUF 200)
(8) Unscrew the lwo 2 B.A. screws securi ng the spring
cli\mp plate balding (he inlet and outlet noules.
Remove the nozzles. fiher, aud va lve assemblies.
Body 1I/1fl mfvps (type SF)
(9) Unscrew the iol el uni on aDd remove lhe fi ller.
Unscrew t he Phillips screw and Inke out Ihe two
vil ive assemblies.
Jnspeclioa
(Typ, AU nCO)
If gllm formation lIa ... occurred io Ihe fuel used in the
pump, lIle PMts in COlllaet \\ith the fuel will bElve
become coated with a substa nce simi lar fO "antish. This
blls a strong stale s mell and roay auack {hc n>prene
diaphrJgm. Brass and steel parts so affected can be
clea ned by being boiled in a 20 per cent. of
caustic soda, dipped in a strong ni tr ic <leid solulion. and
wlally in boiling W<iter. Ligbt .. noy pans must be
well SOilked in methylated spirits and then ckaned.
(I) Cle;la tbe pump and inspect for cracks, d'lmagcd
joint facc:s, aad thrtads.
(2) E:<;lInine the plAstic valve assemblies for kinks or
dilOl:"lge to the valve pliltes. They can best be
checked by blowing and sud iuS with Ute mouth.
(3) Chock that {he n;Hro", tongue all the vah'e CiIlS-C.
which is benl over to ret ain Ihe valve and (0 pr.:: -
\'ent il being forced out of po:> it ion. has not ocen
disloned but a llows n valve Lift of appro:< ilUalcly
* in. (2 rom.).
(4) E:<amine the valve in the body for damage
aTJd corrosion ; if it is il"opo!'..<;:iblc to remove tbe
corrasiol"l, aT if tbe seat is piti ed. Ihe bod)' must be
discarded.
(5) Clean the tilter with tI. brush aod examine for
fractures, renew ir llccessnry.
(6) Examine tbe coil lead tag for security and the lead
insulation for damage.
I tOO. l,uuc 6. )0288
D
. __ .... _-_._._-
------'--,,---........ -r
THE AUF 200 and SP FUEL PUMP COMPONENTS
II ..
"
; 8
.. 1
r ,

\
,

I
\
. .10

15 II
/ "'19
,
,Bo/J@
!
I I 14 17
II
I

I
!
"
-10 j7
. i. "
/
I
, t 4)
,
0
s ,
. ,
&ffl"ClJ @
.,
I
/ ,"" fI
I
Il
I __ \
" - .. I \
1 I I
21 II 3)
18

,
H
., .,
N(I. D,Ju;pJitm No, 1Jnt'ripJi(ln N . Drsc,;pliQn
I . Pwnp body (AUF 200 o(lly). 17. TermioaJ sNd. lS. Sci $Crew.
,.
Di;'\phr:arm and srindle o1Uembl)'. 18. Sprin; wuhtr. Inlet ud oullel noulu.
,.
Arl'l),lIure ulIlr.tlwl1g roller. ... l...c<:Id wasber. 37. lllkt v.1lw:.

Tmpact WlISncr, 20. Tenninal nUl. 38. Ourlel valve.
AUF 200
oniy.
S. Arrn;'\ture sprins.. 21. EDd-co\'U st:ll .... "shcr. . W. SealinB washer .

C<.>il bousillC ll, COOI.a btlde'. ... Filler.
7. 1). Washer. ... Gasket .

Eanh COWlC(:lor. 24- Conl:K:1 sere ...... 41. Scalins band.

Sci screw . 27. Spring wasber. 44. Pump body.
I . Sprint washer. 28, Screw. 45. Outlet valve.
II . Terminal 111;- 19. End-co\'cr.

Valve retainer .
12. Terminat la8.
JO, Shakcproof washer. 47. Screw. SP oDI),.
IJ. Eanb laS. Connc.clor. ,", Inlet "alvc.
14. Rocker pivoc pin. n. NUl. ... Filler.
IS. Rocker mochanism. 3l. InsulaUna slc:c:ve. 5 . Washer .
... Peda$tal .14. Clamp pille (AUF 200 only). 51. Inl et noult.
,
i
l __ ._ _ . _ _ ._ . ___ ... _ . __ ..... __ ... _ .. _ . _. ________ . __ . ___ ._ __ J
1100. Jssue 4. 64139 D.3
D
THE FUEL SYSTEM
o
\ 0
Fig. D.I
Flui"g rite asst!mbly (0 ,Ire pedes wi: (insel)
'lie correct position of the centre loggle spling alfe!
Q.r.fcmbl),
(7) Examioe the contact brC3ker poi.afS for signs of
burning <lDd pitting; if Ihis is evident, tbe rocker
assembly and spri ng blade must be renewed.
(8) Examine the pedestal (or cracks or other damage,
particularly 10 the narTOW ridge in the edge of the
reclangular hole on which tbe contact blade rests.
(9) Examine the diapbrn!,Dt for signs of delerioration.
(10) Renew lbe following paus: all fibre aDd cork
wasbers, gaskets and '0' section sealing rings,
follen. showing signs of wear on periphery.
damaged bolts :lnd uoioos.
(Type SP)
As above except (or the following:
(2) Examine the outlet v:l lvc for dAmage. Cbeck that
the centre rivet is ligbt tbat loc un sprillg has
not unwound, but is still holding tbe pltlslie valve
disc on its lIUliog. The v:'llve disc should be free
to lif!, and not be Irapped uncler the rivet shoulder.
There must be no kinks or marks wwcb might
cause it to fail to scat.
(3) Euminc rhe illict valve assembly for kinks or
d.lmage; the slillht discoloration of the valve disc
is of no imponance 35 tbe colour is only
10 pcrmil Ihe val ....e to be seen more easily.
(4) Examine the valve scat in the body for damage
Bud corrosion; if il is impossible 10 reroO\'e Ihe
corrosion, Of if the seat is pilled, Ibe body must be
diSCilTded.
Russcroblillg
PedcJlnl ond rocker
NOTE.-Tbe steel pill whicb secures the roder
mtdlanlsm to Ihe pedes/a] is specially bardened aDd mUS1
not be replaced by oUler thaD a genuine S.u. paM.
(I) Invert th..: pedestal aDd fit tbe rocker assembly to it
by pushing Ult steel pil) through the small boles io
the rockers aod pedestal Slruls. TbeD position the
centre tog!!:le so Ihat, with the [nller rocker spiodle
in tension tbe rear of the contact point.
fbe cemre toggle spring is above the spindle on
which lhe white rollers ruo.
D.'
This posiliorU1lg is important to obtain the
correct throw-ovec' llclion; it is also .:ssential
that tbe rockers are perfectly free to swing on the
pivot pin and that the arms are no! binding on the
legs of tbe pedestal. 1( nccessory, rockers: can be
squared-up with a pair of loog-nosed pliers.
(2) Assemble lile square-lte.1ded 2 B.A. terminal stud
10 the pedestal, the back of which is rc(;c!<s::d to take
tbe square bead.
(3) Assemble tbe 2 B.A. spring wuher and put the
terminal stud throug!l the 2 B.A. lermin .. 1 L18,
then 6t tbe lead washer and Ihe eoncd out witb ils
cooed face to the Iud was1.Jer. (This mak.es better
con,:\c! tban an ordinary flat washer and nut.)
Tigbten the 2 B.A. Dill, :tnd finally add the end
cover sCiI washer.
(4) Assemble tbe pedestal to the coil housing by fiuing
the two 2 B.A. pedestal screws, ensuring tbat the
spring washer on the leftband serew (9 o'clock
position) is between the pedestal and the earthing
tag.
(5) Tigbteo tile screws, laking car..: to prevent the
eartbing tng (rom tllming, as this will strain or
break the earlhiog lJe>:. Do oat overtighten tbe
screws or Ihe pedestal will crack.
Do not fit tbe c:nnbct blade this stage.
Dinphrogm m'sembly
(6) Place tbe armature spring into the coil bousing
with its larger diameler towards the coil.
{7} Defore fitting the diaphragm, make sure tbal the
impact wasber is filled 10 tbe arm,\l ure (Ihis is a
sm<,}1 neoprene washer Illat fits io the armature
recess). Do nol use jointing compound or dope 00
tile diapM;:sgm.
(8) Fit the diapbragm by ioserting the spindle in Ihe
bole in tbe. coil aod screwing it iota the t.hreaded
trunnion in tbe ccntre of the rocker aSliembly.
(9) Screw in Ibe diaphragm until tbe rocke' will nol
Ihrow over; this must not be confused wilh jam-
min3tbc arm3ture on thecoil hOllsing internal Steps.
(10) Fit the t I bmss cCllualhing rollers by turniog
back the dinphragm edge <,od dropping the mUcrs
into Ihc coil recess. Tbe pump sbould be held in
Ihe lerl hand, rocker end downwD.rds, to preve.ot
the rollers froro fnlliog out .
On laler-type roeker mtcbao1sms "'j lb adjustAble
6ngtrs fit the eootaet blade and adjasllhc finger sci
- ,/ ' .
'. ,'.
..... v
Fig. D.2
" .. ...:
Unscrew Ihe diophrogm /Jlllillhe rocker )ilSt ,hrows-
Ol'er
ttoo. bsue 4. 6(139
THE FUEL SYSTEM
o
tlng, as described under those headiap. thtn carefaUy
remoYe lhe cootact bl.de.
(II) Holding the coil housinl assembly io the left baod,
in 3D approximately boriwntal positioo, push the
diaphragm spiodle in with the thumb of the right
band, pushiog firmly but stt:ruijly. Uosuew tbe
diaphragnl. pressing and releasing with tbe tbumb
of the right b;lnd, until the rocker just ' throws
Ollcr', Now t\lfn the diaphragm back. (unscrew) to
the nearest bole and agaio four holes (two-thirds
of 8 complete turn).
(11) Press tbe centre of the armature and fit the retain-
iog fork at tbe back crlbe rocker assembly. This is
done to prevent the rollers from falling out wheD
the coil housing is placed on the bench, prior to
tilting tbe body, and is not intended to $ueteb the
diaphrngm before tightening the body screws.
Body compontnU (type o4UF2oo)
(13) Inlet and outlet valves:lIe ideotical assemblies aod
arc held io position in the one-piett body casting
by a sfeel spriog clamp plate, secured by two 2 B.A.
scrcws. llus plale also seClJres tbe inlet aDd outlet
oozzles, including tbe filter, aU of whicb are
armoged to be accessible from (he ouuide of Olc
pump. This inlet recess is deeper tban the outlet
10 aUow for the 6Jler and eklra washer.
(14) Place tbe outlet vahe assembly, toogue side upper-
most, iu the rtcess marked 'outlet', place a joint
wu!.ber 00 top of tbe vah'e assembly, and complete
by adding the outlet oozzle.
(15) P}tlce the inlet valve assembly, tongue side dowo-
wards, in Ibe recess marked ' inlet', foUow this
wilb a joint washer, tbee tbe filter, dome side
upwards, then anotber joint washer, completing
tbe Assembly with the inlet ooule.
(16) Take care lbilt both assemblies rest dowo evenly
into tbeir respective rocesses . PositioD the oowes
IS requirtd, place tbe clamp plate OD lop. and
tigbten down firmly 00 to the body with Ole two
2 B.A. screws.
Bady (ampantniS SP)
(17) lnse" the oller into the recess in the iolet union
__ J
Fig. D.3
Selling lite carrecl relafille pasilion of blade 0110
rocku conlocl pajrrls
1100. hsue j. 641]9
A
Fig. DA
The COlllaCl gnp setting an earlier-type racker
assemblies
I. Pedestal. -4. Inner tockc:r.
2. blade. 5. Trunni.on.
1. Oul er rocker. 6. Coil hOUiiDlJ.
.01.-010 in. (S rom.).
before screwiog ii, with its fibre washer, into the
pump body. This will Jessen the risk of Ihe tip of
the filter being forced ioto the valve recess aod
lifting the valve from its seatiog.
(18) Place the outlet valve assembly iDto its recc51
spring dowDwards, making sure that il sits evenly
on the sealiog in the body. 00 which il will be held
peCluanenlly in cootac! by the clamp plate. Tigb&.co
the Ph.il1ips screws, making surt: tbat the iolet valve
disc is centralized 00 its seating.
Body ollaclunent
(19) Offer up the coil housiog 10 the body-ensure
correct scating; between tbem.
(20) Line up the six securing holes, marring sure that
tbe cast lugs on the coil bousing are al tbe boUom.
insert tbe six 2 B.A. scrows finger-tight. fit lbe
earlbjog screw with its Lucar coooector.
(21) Remove tlJe roll er-retaioing fork ca.refuUy, m.:WD8
sure that the roUers retain their positioo; a d.il-
placed roUer will (;ut lite diaphragm. It is Dot
necessary 10 slteleb thediopbragro before tightening
the sc:curing screws.
(22) Tighten Ule securing screws in sequence as they
appenr diamd.rically opposite eacb olller.
Con/acl blnde
(23) Fit the conL1ct bh,de and cojl lead to tbe pedestal
with 'he 5 B.A. washer and screw.
(24) Adjust tbe contact blade so that the contact poioU
on it are a little above the coma,t points 00 Ibe
rocker wil en the point s arc closed ; 3.150, thai
wheo the contact points make or break. ooe pair
or points wipe oyer the eem.re-line or the otber in 8
symmetrical manner. As the contact blade is
provided with a slot for tbe atUebmeol screw,
some degree of adjustment is possible.
(25) Tighten the coot.act blnde 'lllacitrucnt screw when
tbe correc1 setting is obtained
Calflac:1 gop
(26) CbecJc that when the rocker is pressed 00 to
D.S
o
TIlE F1JEL SYSTEM
.... tf& -
Fig. D.5
Tlt4 rochr finger Jl:llillgs on modified rocker flSSemblies
I . redOSlal. 4. Inncr rocker.
2. CnnlacL blade. S. Tru"oion.
l . Outer rock.tr. 6. Coil housin".
... _0035 in. (-9 mm.). . . _ ,070 in. (1'8 mm.).
the coil bousing. tbe cOlltaet blade rests OP the
Ollirrow rib or ridge wroch projects slightly above
the main face of the pedestal. If it does 001,
slaclc.ea the coolael blade attachment screw. swing
(he blade clear of che pedestal, and beod it dowo-
wllrds a sufficient &mounl so that when repositioned
it rests !be: rib ligblly; overteasioning of tbe
blade will restrict the rocker travel.
rocker
(:2.7) Check. the gap between the points iudirectly by
c.tTcfully holdiog Ibe: coulRel blade against the (ib
on the pedestal without prc:ssicg against the tip.
'Tben cbeck if a 030 in. (-76 rom.) feeler will pass
belWeen the fibre roller$ and tbe face of the coil
housing. If cecessary, Ibe tip of the blade caD be
$et 10 correcl Lhe aap.
Modifitd osstmbliu
(28) Check tbc lin. of the COolae! bl'lde tip aboye the lOp
of the pedesLRI wi(h a feeler puge, beDdiog the stop
finger btoeilth the pedestal, if necessary, to obtain
alifl of-03S +'OOS in. (S913 nun.).
(29) Cbeck the a'p between rocker finger and coil
housing with a feeler gauge, beoding the slap
tiDIer, obtain a saP of 070+-005 in.
(I8+ 13,"m.).
nd..covu
(30) Ensore tbat the eDd-coyer seal wlsber is in position
on the tenbill8l stud, 6t !.he b.,kelite eod<over,
secure wi!.h the brass out, fit the lennin.,l (ag or
cooneclor. aDd iDsulated sleeve.
(ll) The pump is DOW ready for test.
Tatioc ot! standard rig
(I) Check !.hal tbe pump poinls correctly gapped
IDd
(2) Fit the pump adaptor set 10 a slaodard
test ria aDd mount the pump on <be rig. In order to
observe: the aclioo of the coot act breaker a.ssembly
fit a cutaway cover to the pump.
(3) Conoed the pwuptoa t2voit D.C. eloctricalsupply
"itb a resistance and a voltmeter io the circuit.
D.6
(4) Ensure that there is AD adequate supply of paraffio
(keroseoe) io tbe test rig tack.
Priming OIId ma.:cimwn check
Open tbe t.:lp 00 the test ria aad switch 00 tbe pump.
The pump should prime from dry io to 10 15 seconds and
the fuel sbould risc: io !.he glass jar uotil it ftows over tbe
lOp of tbe drain pipe. If tbe fuel level does Dot rise aboYe.
the smaU bole i.D the drain pipe the pump is !lot operaliol
al Ibe required sfaod.,rd and must be iDSpClCted.
Ai, Itok chtck
When tbe pump is fitst switcbed on air bubbles will be
seen emerging rrom the drai.o pipe. These bubble.s abould
cease &fier the pump has been operaling for a minute or
cwo. If the bubbles coolioue to appear it is ao indication
that an air Jeak exists 00 tbe suction side of tbe pump
aDd this must be found aod rectified.
seat chtck
Oper3.le tbe pump for about 10 minutc.s aod then
rum tbe lap riabt oft'. The pump sbould not beat for at
least 20 sec.oods. If pumping act ioo takes place wilhio
20 seconds the inlet val ... e is not seating corre.ctly and
must be reoewed.
Mmi17lUIYI dtlht,y chtck
PattiaOy OpeD the tap and cbeck lbal fuel is delivered
(0 the glass jar. GraduaUy depress tbe spring blade to
reduce Ihe stroke; tbe: pump should continue workioS
with increasing frequency uolil it eventually stops due
10 there beiDa 00 gap kft between Ihe points.
kdllced yoltoge check
Turn tbe tap fully 00, reduce the yoltage to Slfvolts,
aDd cbeck t hat the pump is (unct ioning satisfactorily.
Fig. D.6
A chuking rig /()r tht Illtl pump It obtoinable flam
BMe Division
I. The n in. (<4 In"",.). hole is 2 in. (SO n\ln.) below !.be top 0,
chc pipe.
1100. Issuo. S. 64139
TIlE FUEL SYSTEM
o
Sporklng check
Switch 00 the pump and <:hcck for excessive spark.ing
between the points. A smaU of sparking is permis-
sible, but a special leak wire in the solenoid winding is
designed to reduce sparlting to a minimum. If acessive
spuking is evident tbe solenoid assembly must be
renewed.
RdtBnl:
Wben replacing, ensure that the outlet is verticalJy
above the inlel port, i.e. tbe inlet and oUllet nozzles are
borizontal.
Also CtlSW"e a 800d carib coanecLion.
.. .alt dlaposis
I. Su.Jpecfedjllelj et!djol/ure
Disconnect the fuel line at the carbureUcr aDd check.
(or Dow.
(a) If normal, examine for obstructed ftoat-cbamocr
needle sealing Of summed needle.
(b) H normal initially. but diminiShing rapidly aud
accompanied by slow pump operation, cbeck (or
cornel taok. ventlng by removlug the fiUcr cap.
Inadequate venting causes a slow power stroke,
with resultant txccuive bura.ing of contact points.
(c) If reduced flow is accompaoied by slow operation
of the pump, cbeck for any reslriction 00. the inlet
side of tbe pump, sucb as a clogged filter, which
should be removed and cleaned. fn tbe case of
reduced Dow with rapid operation of the pump,
cheek for an air leak on tbe suction side, dirt under
the valves, or faul()' valve scaling washers.
(d) If no (Jow, cbeck for :
(i) Eluffico/ supply
Disconnect the lead from the term.ioaJ aDd
test for an electric!!.1 supply.
(ii) Faulty con/act points
If electrical supply is satisfactory the bakelite
cover should be rem.oved to check Ibat tbe
tungsten points are in contact. The Iud
should tben be replaced on the terminal and a
sbort piece of bared wire put across the
cootacts. If the pump then performs a stroke
the fRuit is due to dirt, corrosion, or mal-
adjustmeot of tbe tungsten points.
(iii) ObslnlCltd pipeUlle between fuel (ank and pump
The inlet pipe should be disconnected : if
the pump then operates, trouble is due 10 a
restric.tion in the pipeline between tbe pump
and the tank. This Dlay be cleared by the use of
compressed air after removing the fud tank
filler cap. It should be Doted. bowever, that
compressed aU- sbould not be passed througb
the pump, as this will cause serious damage
10 the valves.
(iv) Fnully diaphragm ac/ion
IT the previous operation fail to locate tbe
lTouble, stiffening o( we diaphragm fabric or
aboormal frietioo in the [ocker 'throw-over'
mechanism is to be suspected. To remedy
these faulls, tbe coil housiog should be
tIOO. lsrueS. 1140
removed aDd tbe diaphragm ftex:ed II.
limes, takiog care oot to lose 80Y of tbe II
rollers under iL Prior 10 reassembly, it I.
advisable to apply a little thio oil 10 the
'throw-over' spriog spindles at a point where
thcy pivot io the brass rockers. The diaphragm
armature assembly should then be assembled
and set in accordance witb the instructions
giveo under IbM heilding.
2. Noisy pump
Ai, Il!nk.r. If the pump ig noisy in operation, an air
leak at ace or other or the suclioo lines may be the cause.
Such or. leak may be cbecked by disconnocting the fuel
pipe from the carburetter and allowing the pump to
dischlUge into II. suitable container with the end of the
pipe submerged. The emission of cootiouous bubbles at
this point will confirm tbe ex:..istence of 8.Q air leak.
The fault should be rectified by C3fryiog out tbe follow
ing procedure:
(0) Cb.eck that all connections (rom the fuel tank to the
pump are in good order.
(b) Check that the iDlet unioQ is tight.
(c) Cbeck tbat the coil housing suring screws
weU and evenly lightened. Air leaks on the suction
side cause rapid operation of tbe pump and an:
the most frequent cause of premature failure.
3. Pllmp operales '!lilhou/ delivering fuel
If the pump operales without delivering fuel the most
likely causes are:
(a) A serious air leak on tbe suction side, or,
(b) Foreign mallcr lodged under one of the valves.
paniculacly under the inlet valve.
To remedy (a:) sec para. 2 above.
To remove any foreign matter lodged under the valves
tbese should be removcd for eleaning.
Section D.3
CARBURElTER(S)
IMPORTANT. The ins(rUCUOIIS giveo in this section
for adjusting. dismantijl)g aod reassembling the car-
buretters applies oaly to tar! not fitled "jth exhau.st
cmLo;sioD control eqWpIllCQt. Carbureuets fitted 10 cars
with extu!:ljIsf eaWsioo control must be tuned
Illld serviced in accordance with th" instructions givell ill
Workshop Mannal Supplement AKD 4957.
PIstOQ sticlrirJg
The piston assembly compriles the suction disc aad
Ibe piston forming the choke into whicb is inserted the
bardened and grouod piston rod eopsing in a beanos
in the .:entre of tbe suctioo cbamber and in which is
inserted the jet nccdk. The piston rod funning in the
bearing is the only part wWcb is in ac(uaJ eODt.a.ct with
any other p .. rl, tbe suction disc, piston, and needle aU
having suitable clearances to prevent stickiq. If sticking
docs occur tbe whole asscmbl}" lbould be cleaned car&-
(uUy and the piston rod lubricaled with a spot of thin
oil. No oil must be appijed to any other part except the
D.7
D
THE FUEL SYSTEM
Fig. 0.7
Dor'llpt, I"b,icoliolt level
piston rod. A sticking pistOD can be Ilsoerillinc:d by
removing tbe piston damper and lining the piston with
a pencil or similar ilulrumcot; the piston should eome
up quitt freely and fall bock sm&rlly onlo the jet bridge
when released. On no account should the pistoll mura
apriogbe sl.Tetc.bed or ils tension altered in an allempc to
impro\'c ils rate of relurn,
Floal-chambcr Ooodlna
This is indiC<lfed by fuel flowing frorn the breather hole
io Ibe top of the Boal-Chamber lid bt:low tbe main fuel
fcx:d pipe. and is geoerally ca.used by grit betweeo the
ftoal-<:hambcr needle and its guide. The Ooal-<:hamber
lid should be removed and fbe needle and its guide
thoroughly cleaned.
Floal needle
If (be engine stops, apparently through lack of fuel,
wbeo !.bere is pIcnty in the tank and tbe pump is working
properly. the probable cause is :1 sticking float needle.
An easy lest for trus is to disconne.cl the pipe from the
electric pump to the carburcuer(s) and switch Ihe ignition
00 and 01T quickly wbile tile end of the pipe is direded
onto a pad of cloth or into a container.
Tf fuel is delivcred, starVation is almost urtaialy being
caused by a Boal occdle Slicking to its seating, and tbe
60at-chllmber lid sbouJd therefore be removed aDd tbe
needle and scating cleaned and refitted.
At the same time it \ .... iU be advisahle to clean out tbe
eotire fuel feed system as this U"ouble i:l caused by foreign
QlIl(tU in tbe fuel, and unless this is removed it is likely
to recur. It is of no usc wbatever renewing .my of Ib.e
component parts of the carburcttcr(s), aDd the only cure
is 10 sure (hal the fuel tank and pipe lines are
0.8
entirety free from any kind of foreign matter or sticky
substance capable of causing trouble.
Float-dlamber(s)
The position of the hinged lever ftoat assembly in the
ftoat-ebamber must be such that the level of tbe 60at
(aDd therefore the height of the fuel at the jet) is correct.
To cbeck the Hoat level bold the 80at,cbamber lid and
float assembly upside-down Dod place a i in. (3'18 mm.)
diameter bar across the diameter of the mach.ioed tip of
the ftoat-ebamber Ild, paraUel to the tloat lever hinge pio
and under the Ooallevcr. The faceoftbe ftoat lever should
just rest on tbe bar wilen the n081 Deedle is (utiy on its
seating. If tbis is oot so, carefuJly reset the angle made
betwttn the straigbt portion of the noat lever /lnd its
binge uotil the correct position is obtained.
CentriDa the. Jel
When the .suctioo pistoo is lifted by the spring-loaded
piston lifuDg. pia it should faJl freely and hit tbe inside
jet bridge with a SOfl, metallie elick-that is, with tbe jet
adjusting nut in its topmost position.
If tbe click is only audible when the jet is in the fully
lowered positioo. the jet unit requires recentriog on the
needle.
Disconnect the rod between tile jet lever ond the jet
head.
Unscrew Ibe unioo holding tbe nylon feed tube iolo
the base of Ibe and witbdraw the tube and
jet togetber. Unscrew the jet adjusting nut aDd remove
the lock spring. Replace the adjusting out aDd screw il
right up to its topmost position, thoo replace tllejel aDd
feed tube.
Slacken oft' the large jet locking Qut uotil the jet
bearing is just free to rotate by finger pressure.
With the damper removed aod using a pencil 00 top of
tlte piston rod. gently prcss the piston and needle down
00(0 fhe jet bridge.
Tighten the jet locking out, obscrvil1g thai the jet
head is slil! in its correct aogular position.
Fig. D.8
"flit mtflJ(1(J "/ checking the correa odjustmenf o/thc
./foat lel'er
1< 10 ,'t in. (l I S 10
4' 76 nun.) txar.
u. Machined lip.
c. Anglc or float k\"et .
D. Float DttdJe and seal oS$Clllbl)'.
t. Levcr hinge pin.
1100. Issue $. 1140
THE FUEL SYSTEM
D
Lin the piston and check thai it falls freely aDd e\enly.
hilling the. jet bridge with a son, meaUic click. Thea
fully lower tbe jet and fe-cbeck to sec ir tbere is any
diffcrenu iD the soued of the impact; if tbere is and Lbe
second leU produces a sharper impact sound, tbe cenlriog
opcrt\lioll will have to be repcMcd until successrul. Re-
move the adjusting nul and replace the lock spring after
tbe conclusion of the operation.
Sfo,,"running adjustmeut IIInd synchrooiLatioo (nriD-
urblll'd1ef application)
When the engine is rully run in UIC slow running may
adjustJDent. This O'IUS! Dilly be carried (lui wben
(be eogine has rcat;hcd ils oorlllal running temperature.
As the needle siu is determined dUfiog engine develop-
ment, tuoios of the carburellers is confined to correct
idling scuing. Slacken tbe actutllil)g arms on tbe throttl e
spindle inlercormcctiol). Close botb tbrottles fully by
unscrewing (he (hrouic adjustiog screws, Iben open each
throtlle by screwillg down each idling adjustment screw
one lurn.
Remove the pistoos and suction chambers, aod
disconnccllbcchokc conlrol cable. Screw the jet adjusliDg
OUIS until e3ch jct is Bush with Ihe bridge of ilS car-
bureuer, or as Dear 10 Ibis os possiblc (bolh jcls bting
in the same relative positioo to the bridge of tbeir
rcsrective carhureUcrs). Replace the pis(oos aod suction
cbamber assemblies, and check th;!t the pistons fall freely
onto the bridge of the carbureUers (by means of the
piston lifting pins). Turn down cll;ch jCt adjusting out
two complete (urns (t2
Restart tbe engioe, and adjust the throttle adjusling
Scre\ ... s to gi .... e the desired idling speed moving each
throlile adju!:ling screw nn equal amount. By listeoiog
10 thc hiss io tile intakes, adjust the throtUe adjusting
lIntil tbe intcnsity of the hiss is similar on bofb
inlakcs. This will synchronize tbe throttles.
Whcn this is s:Hisrllctf>ry the mixture should be ad
justed by screwi.J.Jg each jet adjusting nut up or down by
the Sllmc :lmouot untillbe rastest idling speed is obtained
consistent with cvcn tiri(lg. During this adjuslmeot it is
Fig. D.9
TIII! jet'/u between lIfe Ihraule shaft sfop and Ihe
interconnecling spindle (llvin-carburelter opplicQtioll)
1100. lauo S. 64119
Fig. D.IO
The HS2-1Ype cnrbllrefler
I. Throttle $Crew. S. Jet hCAd.
2. Butterfly operating rork. 6. Aoal-challlbcr suuriD,
1. Fascidh: adjusCing scn:w. nul.
4. Je.I liD\.: securing 7. Jet adjllllin, nUl .
occessary that tbe jets are pressed upwMds to ensure tbat
tbey are in contact with the adjusting nuts.
As the mixture is tbe engine will probably run
faster, aed it may tberefore be necessary to uoscrew the
throttleadjusliog screws a liule, each by the samearnouDt,
to reduce the speed.
Now check the mixture by lifting tbe pistOl}
of the left-haod carburellcr by approximately -k iD.
PS mm.), when :
(I) If the enginc speed incrca.scs, lhc mixture strength
of the clirbureUcr is too rieb.
(2) If tbe engine speed immediMely decreases, tbe
mixture strength of tbe left-band carhureUer is too
weak.
(3) If Ihe engine spced momentarily itlcreascs very
slightly, I.he mixture strength of the left-band
carbureuer is correci.
Repeat Ihe operation at tbe righl-hand carburclter, aod
afler <ldjustment the lefl-hand carblJreHer, since
boUI c.:.rburetters are iOlcrdependenl .
WbeD tbe mixture is corroet !.he ex.b::wst oote should be.
regular and even. If it is irregular, with a splasby type of
misfire aud colourless exhaust, tbe miltlure is too weak.
If tbere is a regular or rbytb.m.ical type or misfire in the
exbaust beat, together witb a blackisb exhaust, the lIlix
ture is too rich.
linkage adjustment (twin-c.nrburcUer "ppUc.ation)
The csrhure"er throttle 00 each carbureUer is operated
by a lever aDd pin, with the pi.o working in a forked lever
attached to the throttle spindle. A clearanceexisls between
the pin aDd fork, whicb must be maintained when tbe
throttle is closed aod tbe eogine idling. 10 prevent soy
load from thc accelerator liokage being transferred to the
throttle butt(6)" and spindle.
D.9
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1100. tUlle S. 641)9
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D
THE FUEL SYSTEM
To set Utis clearance: wIth lbe tbrottle silun levers free
on the. tbrott]!!) shaft, put a ,012 iQ. ('30S mm.) feeler
between tlle throttle shaft stop aod the cboke COCIlrol
interconnecting rod. Move C;lch throuJe shaft lever
downwards in turn until the lever pin rests lightly 00 the
lower !'Irm of the fork in tbe carburctt..::r throttle lever.
Tighten tbe c1arep bolt of the throWe shaft [ever :It tbis
position. When both carbureUers have heeD dea.lt witb
Tcmo ... e tbe feeler. The pins on tbe throttle shan levers
should then hal,lc ck::raoce in the forks .
Reconnect the choke cable, ensuring th;'lt tbe jet heads
return against the lower face of Ibe jet adjusting outs
when the choke control is pushed ruDy io.
Pull out the mixture. cootrol knob 00 the dash panet
to its m..:"'Ix.imum rno\'emellt without moving the eat-
burelter jets (about i in. [[6 mm.I) and adjust the fast-
idle cam screws to give an engine speed or about 1.000
r.p.m. when hot.
Slow-running adjustments (siDgle-carbnrctter application)
Wben tbe engine is fully ruo. in, the slOW-rUDo.ing may
require. adjustment. Tbis must only be carried out wben
the engine has reached its norr:cal runniog temperaturc.
As the needle size is determ.ined during engine develop-
ment, tuning or the carbureHer is c.on.6ned to correct
idling setting.
RUIl the engine until it has atlamed iu normal operating
temperature, then close the throttle completely by un-
screwing the tmoUle adjusting screw LlIltil the fnce of the
screw just clears the lever stop. Open it by screwing down
this screw one and a balf turns.
Remove tlle pistoo aod suction chamber, disconnect
the mixture control wire, and screw the jet adjusting nut
unLil the j et is flush with the bridge of the c:arburettcr, or
'fully up' if tlllS position cannot be obtained. Replace the
piston aod suction chamber assembly and check that the
piston falls freely onto the bridge of the c.arburel'ter (by
means of the piston lifting pin). Tum doWY) the jet
adjusting nut two complete turns (12 flats).
Restart tbe engine and adjust t.he slow-running screw
to give the desired idling speed as indic.atod by the
glowing of the ignition warning light.
Turn the jet adjusting nut until the fastest idling speed
is obtained consistent with even flfing.
As the mixture is adjusted the engine will probably
run faster, and it may therefore be necessary to unscrew
the throttle adjusting screw a little in order to reduce the
speed.
Now check the mixture strength by lifting the car-
burctter piston (by mc.ans of the lift pin situated on the
side of the c.arburetter body) by approximately it in.
('75 mm.), when:
(1) If the engine speed increases and continues to run
faster the mixture is too rich;
(2) tf the engine speed immediately decreases, the
mixture is too weak;
(3) If the engine speed momentarily increases very
slightly. the mixture is correct.
When the mixture is correct tbe exhaust note should be
regular and even; if it is irregular, with a splashy type of
D.12
misfi re "nd colourless exhnust. the mixlun:. is too w,;!)k.
U there is a regular or rhythmical type of miliCU'c, Ur
2ctber with a blackish exhaust, the mixtwe is too rich.
Rccon.neet the roixture control wire wilb approx.imalely
Yr in. (16 mm.) free movement berote illilarlS to pull on
the cam lever.
Set tbe mixture control knob Or.l the dllsh p:mel to ia
mrucjmum movement (about .. in. [16 IOIn.D without
moving the c<lrburetter jet ::tnd tbe (.:lst-idle cam
screw to give an ensine speed of about 1,000 r.p.m.
(when hot).
Needles
Remove the piston and suctiou chamocr asselDbly
Slacken the needle clam.pi1Jg screw, extrael Ule needle
and check its identifying mark (sl!e 'GENERAL DATA').
Refit tbe correct needle ensuring tllat the shoulder on
the shank is flush with the piston base.
Removing from engi.ne
Remove the air cleaner as detailed in Secuon 0.4.
Disconnect tbe mixture :ted throttle control cables, the
throttle shaft returo springs (twin-carbureltec applica
tion), the suction advance pipe, nod tbe fuel delivery
hose from their respective positions on the c.arburel1er(s).
Remove the nuts and spring washers securing the car
buretter(s) to the Qlanifold flaoge(s). Lirt off tbe car
buretter(s} and the cable abutment plate.
Refitling
It should be noted thal the cable abutment plate filted
bet ..... eeo the carburetter(s) :tnd manifold flange(s) bas a
gasket filted on both Should either gasket be
d;lrnaged, the plate aDd the flangc(s) must be lhoroughJy
cleaned and new gaskets
Section D.4
Am CLEANER
Removing
To remove the element, unscrew the wing nut.(s) froro
the top of the cleaner, remove the cover. and extract Ibe
element. Disconnect the rocker cover to air cleaner
breather pipe on cars without dosed-circ.uit breathing.
Lin off the air cleaner assembly.
Remove the screws securing tbe air cleaner manifold
to the c:arburetter bodies and lift away the manifold
(twin-earburetter applic.1tion).
Refitting
Reverse the removal procedure.
Fit a new element periodically. Do not disturb the att
cleaner cover or remove the element tit aoy other time.
NOTE.-The air clea.ne.r intake should be po!itioned
adjacent to the exhaut manifold during winter operating
conditions in order that the pos:sibillt'J or c=arbare"u ldog
is rednced to the minimum. It i9 ad'fisable to mOf'e the
intake aW'll.y from the DWIifold in warmer weather_
1100. TllSUO 4. 1140
TIlE FUEL SYSmM
D
Section D.S
FUEL TA.I'fi
RemMi.og
From within the luggage comp:ntment release tbe
securins clip!'i, draw back (he hose frON the fuel tank
inlet. and disconnecllne verll pipe. Raise tbe vel)icJc to a
workable beight, rcooove the drain plug. and drain Ihe
petrol into a container.
Rcmove the exhaust aud silencer assembly.
Disconnect tbe fuel outlet pipe at its UWOd witb tbe lilnk.
Remove the set screws securing the lank (0 the under side
of tbe body : at thc same time steady Ihe tank with a jack.
Lower Ihe tank sufficiently (0 aUow access 10 the fucl
ta.,k gauge and remove the luCIU" connector.
The fuellaok C3D (lOW be removed.
Re611inl:
Reverse Ihe removal procedure when refittiDg.
Fig. D.I'
'he damper with (J jUIt!f gOllge beIWun Ihe
lew!' pad and the oQmpu plul/ger
SectiOD D06
FUEL TANK GAUGE UNIT
Renloving
the lank (Section 0.5). Rewove tbe tack
gauge locking ring with Service tool 18G 1001 Dod lift
out Ihl! J:1ugc: assembly and rubber sealing ring. Wben
refitting the gauge unit a new rabber sealing riog aboutd
be fiUed if necessary to eosure a fuel-tight join!.
SectiOD D07
lNDUcnON AJ"4D CARBUREITER SUcnON
CHA MBER HEATERS
Application)
Heaters arc lilted betweeo we Cilfburcller and tbe in-
duction manirold and to Ibe carburetter suction chamber
on models exported to COUnirics wl)ere cooditiODS of
extreme cold exist.
The induction heater is filled with the bulb of the
lhermost.,t pointing iowards towards the centre-line of
the eaglne aDd the io:,;ulatiog washer agaiost the maoi
folel . Eanl! retufo is througb a smaJl cui-away io the
U:!sulating washer, aDd cootact is lDade against the mani
fold Baoge. The accelerator cable abutment plate is
interpo5ed between tbe heater aod the c.arbvreuer witb
an iosulatiog washer 00 each side or the plate..
The carbureuer suction chamber bealer is 6lled on the
ouuide of tbe suction cbamber and secured in position
with a retaining ctip. The lcad is connected to the thermo--
slat 00 t11e induction bealer.
Section DoS
AdjllStiDg
11fROTILE DAMPER
J27S e.c. Ellpes
(I) Slacken the clamp nut aD the damper operating
lever.
(2) Insert a 020 in. ruler gauge between the daroper
plunger and operating lever.
(3) With the carburetler bultertly closed, depress the
lever until the damper is fuUy compressed.
(4) Re-tigbtco tbe lever clamp nut and remove the
fler gauge.
If damping is exo=ssive. increase tbe feeler gauge selling
by increments of 010 io. until satisfactory, and vice
versa ir damping is insufficient.
(For 'SERVICE TOOLS' su Pllgc D.14)
1100. Inue] )01'11 D.l3
D
TIfE FUEL SYSTEM
SERVICE TOOlS
IIG 1001. Gauge Locking R.lDa
Use for the correct remoYal and replacement of Ibe
locking ring on tbe fuel gauge tank ullit.
D.14
lBG 1001
1100. I.ue 3. 10288
SECTION Da
THE FUEL SYSTEM
The"-': informatioD giYCD in this StttiOD rders spKifiaHy to en&ines fintd witll automatJc b'an!J-
missioQ lind must be used in ooojtmct.lon with SeedOD D.
tCarbureUer . . ,
tTbese opeution must be roUowed by an exhaust emissioo check ~
1100. Luve 2. 73962
Section
DD.l
Da
Oa.l
Da
TIlE FUEL SYSTEM
Section 0 . 1
DescriptJoo
CARDURElTER
O\Jlt HS4)
The HS4 carburcttcr is fiued to an engine equipped
with a tHomat ic transmiuioo.
The di smantl ing and reassembling of the carburetl cr
is as described for the HSl type in SeclioD 0.3.
RemonJ
(1) lbe air cJcalll!f as detailed ill Section 0.4.
Fig. Do. 1
The HS4 curburefler
I. Jel IlljUUln, nul. ]. FUE-idle screw.
2. Throttle. Idjusliol screw. 4. GU"cmor control rod.
DQ.2
(2) DiscoDDI::t:! we mixture ,It'll! IhroUl e conlro] cables,
lhe suction advance pire, alld the (ud delivery
hose from the carburd k r.
(3) the governor control rod fork end from
(be thronle lever.
(4) Remove lhe securing nuts and spring washers ilnd
Ufl off the carbureUer uad (he cable abutment
plate.
Refilliog
(5) Reverse lhe removal insl ruclions, fiuiDS new j oint
washers between Ibe manifold face a nd the abut
went plate and carbu.retter fl a nge if any have l>eea
damaged during re moval.
Adjustments
The method of adjusting the jet and slow ruuniog is
as described in Section D.3 with the following e>:ceptiODS.
(6) Connect a t..cbolDete ... .
(7) Select 'N' on the geil ... lever quadrant and apply
(he hand brake.
(8) Run the engine until it allAias its Dormal runn..ing
temperature aDd adjust the jet as described in
Section 0.3.
(9) With the carburcttcr correctly tueed, adjust the
throule adjusliag screw (2) (Fig. Da.l) uatil a
max.imum idling speed of 650 f .p.m. is obtained.
(10) Pull out the choke control to the maximum fast-
idle posilion. Check, flnd adjust if necessary, tbe
fAst-idle adjustment screw (3) (Fig. Oa. I), to obtain
"mallimum fast-idle speed of 1,050 r.p.m. Push in
lhe choke control and re<heck tbe idling speed.
(II) Adjust the governor eonltol cod as delailed in
Seelion Fa.2.
1100. 2. 73629
Geaeral description
Clutch (brow-out stop
Cluteh
Coil spring type
Diapbragm spring type
Master cylinder
Slave cylinder
Tools . .
SECTION E
THE CLUTCH
..
..
..
'.'
Sec/ion
E.4
E.I
E.S
E.2
E.)
End of Secrion
E
1:.'.1
E
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E.2
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E
THE CLUTCH
GENE'RAL DESCRIPTION
the chrtch is of the si,Dgle-platc: dry-disc type mounted
Oil a splined hub and primary gear on tbe rear of tbe
cr:rohhaft, with the pressure and driven plales operating
on the inner face of the flY'"bcc1. Lugs on the pressure
plate exleod tbrough the flywheel and al'c secured 10
driving straps on the outer face of the fiy-.vbo::d aud the
pressure spring housing by three sbouldered screws.
Tbe driving straps arc thenlselves ancbored to the By-
wheel by three: morc shoulderecl set screws.
Coil springs on early cars, or a diaphragm Spritlg on
Later cars, assembled in tbe housing pull(s) the housing
and pressure plate rearv.'ards to keep (be fricdon lining
of the driven plate in conl,let with tbe imler face of the
flywheel.
Disengagement is accomplished by moving the operat-
Lng lever pressure. pad rorward agaLnst thc thrust plate of
ilie pressure spring bousing; furtber pressure will then
force the pressure plate away from the driven plate,
which will in tum release itself from the flywbeel and be
perruitted to revolvt:: freely on the craoksllaft.
Section E.1
CLUTCH
(Coil Spring type)
Remove the Oywhed :lond c1utcb assembly 3.S detailed
in Section A.17.
NOTE.-111e dutch 10 R)'Wheel driving straps are
lB.minatcd, i.e. two straps fitted to each of the Ihree driving
Mark all components. incindioE both the straps and
driving pins, before dismantling in order to ide.otify them
for refitting in their origi nal positjollS.
Dismantling
T1le clutch pressure springs must be compressed in
order that the spring housing can be rele:!SCd from the
flywheel. Insert the three screws of Service tool set
18G 304 M througb the three recessed holC!! in the spring
housing, screw them fully iota the flywbeel, aod screw
the three nuts down finger tight against the housing.
Tightcn the auts a turn at a little until the complele load
is laken from tbe three flywheel to clutch driving pins.
Remove Ihe pins and gradually release the spring housing
from compression until tbe springs are fully extcnded.
Examine and renew any worn parts, taking particular
note of the pressure spring housing for signs of elongation
in thc drivin,g pio holes. Should the shoulders of the
driving pins show signs of wear or ridging, they roust be
replaced as a set of L!J.rce and not as individual pins; this
also applies to the three driving straps on the flywheel.
Reassembling
Reassembly is a revcrsru of Ihe dismantling sequence,
with particular attention given to the following points.
Use Serviu: tool 18G 684 to make certain that the hub
of the drivcll plate is centraJized with the buh of the
6.ywbeel aod remnins so during assembly. Insert the tool
througb the hub of the driven plate and the bore of the
E.4
flywheel, nnd secure it in positioo wiah the screw (l ad
retaining place against the .flywheel boss.
Ensure that the pressure spring locatiog guides ate
seatiug correctly in Ih:ir slots io the spring housing.
Make certain tbac aU cbe compocenls marked during Ibe
dism3.ntling are refirted in tildr origillal positions.
reassem.bling the clutch to the flywbeel use
Servic.e tool 180 304 M La compress the pressure springs.
This tool wiU also ensure c.hat the boles in tbe pressure
spring housing and the driving straps arc lined up witb
the tapped boles of the c1utcb pressW'e plate lugs. II
holes are nut lioed up correctly difficulty will
ex.perienced wben ioserti.cg Ibe shouldered driving pins.
Screw tbe driving pins io.to positioD, makiog cerlain that
the sboulders of the driving pics are through Ihe driving
straps. Tighleo up, alld knock up the lock.iog washers.
Make cert.,\io that two driving arc 6Ucd to each
of the three driving points, at the same time ensuring
tholt the straps and pins are returned to their original
positions.
Refit the flywheel and clutch as iD SectioD A.17.
Fig. E.l
A uCl;on Ihrough the flywheel tmd coil spring clutch
Qn'embly
I. sll'llp.
2. Lock washer.
3. Driving pin.
4. Pressure spring.
S. Circlip.
6. Keyed wuher.
7. Flywheel screw.
8. Thrust plale..
9. Locking washer.
10. Pro5sure spring guida.
II . Guide nut.
12. Lock w:u.hcr.
IJ. Prusure spring hoU!i.ng..
14. Driving pio.
IS. Loek washer.
16. Drivinc str.Ip.
17. Flywheel.
18. St.uter ring.
I g. Prtt1U1't" piau:.
20. Driven plale.
21. Drivcn plate hub.
22. Crankshal'l. primary gear.
23. Primary gear Wrin.:.
24. Theusl "':'!Ii her.
25. Crankshaft.
1100. Issue S. 64)]9
THE CLUTCH
E
Adiustin:
It is inlpor'ao'ihal a dcaranc(; should exist lhc
clutch thrust race and the thrust As wear lakes place
tbis dearaoce will diminisb, ltod i f (,('sleeted clutch slip
will resule.
An adjustable SlOp is provided on .he
caslog just forward of the clutch operaliog lever. Pull
(be optra!iog Ic"cr outwards until nil fn:e movement is
taken up and theD wilh a fceler gauge that there is
a clearance of 020 in. (-5 mm.) between the operating
le .. er aDd lhc ht:ad of the adjustment bolt. Correct if
accesS<! '1' .
Section E.2
MASTER CYLINDER
Loosmac:lioD aud opcr::afion
TJu:: milsler cylinder ;s backed by a rubber cup
and is nornuUy beld in the 'ot{' positioD by a returo
sprillg. lmruedi(llcly in front of the cup, wben it is io
(he 'off' position. is a compeoSOllioa: orilice conoecfrng
Ihe with the fluid supply. Th.is port aUows free
compen$alion for any expansion or conll.1cCion of ftuid,
(bus ensuriog tbilt the system is constantly fiUed; it Riso
serves as R relea$( for ndditional ftuid inlO th.e
cylioder duriog clutch applications.
Pressure is applied to the piston by means of the push-
rod I\nachcd to the clutch pedi'1.
Thc reduced skirt of the piston forms an aooular space
wbich is filled with fluid from the supply tank via the
feed hole. Le!lkage of fluid from (he open ead of the
cylinder is preveoted by the secoodary cup fiued to
tbc flange end of the pistoo.
By releasing the clutch pedal after application the
piston is returoed quickly to its stop by the return spring,
Fig. E.2
(Coil type)
Cluuh plesmre springs !ning compressed will, the
aido/Service tool liG 304 M. with 1001 f8G 684 being
used 10 keep the drivrn plole and flywheel antralized
dllrlng the operotion
1100. hmc 5. &C1l1}
Fig. e.3
A deortlllce 0/ 020 in. (-5 mm.) "msl exiSI betwee"
'he odjustobh: dutch relurI! SlOp u/ld the operating
thus creating II. vacuuw in tbe cyllnder; (bilt vacuum
causes the main cup to coUapse and pass fluid through
tbe small holes in the piston bead from the anDular space
formed by the piston skirt. This additional nuid finds
its wa.y back (0 th.e reserve supply through the compen-
uting orifice.
No pressurc is maiotained in the clutch line wben the
pressure is relCASed.
Remoriog
Withdraw tbe clcyis pin securing the master cylinder
pusb-rod to the clutch pedal leyer.
Disconnect thc pressure pipe union froOl the cylinder,
remove the two bolts securing the cylinder to the bulk-
bead, and withdraw tbe assembly complete from tbe car.
Dimlaatliog
Remove the filler cap and drain out the Ouid.
Pun back the rubber dust co .... er and remove the eirdip
with a pair of long-nosed plien; the push-rod and dished
washer can then be removed.
Withdraw the remaining pans sbown in Fig. .4 from
the cylinder barrel.
To remove the secondary cup rrom the piston eartfuJly
stretch the cup nver Ibe eod flange of the piston, using
ooly the fingers.
Re:as.slDbling
Cleao an parts thoroughly. using the correct hydraulic
fluid ror 811 rubber componenls. All traces of pellol
(gasoline), paraffin (kerosene), or trichloretbylene used
for cleaning the metal parts must be removed before
assembly.
Examine all rubber parts for damage or distortiou.
It is usually advisable to renew the rubbers wben rebuild-
iog the cylinder. Dip aU the internal parts in brake fluid
and a.c;semble them weL
Stretch the secondary cup over the end 6aDgt of the
piston with the Jip of the cup facing towards the opposite
end of the piston. Wben tbe cup is in its groove work
it round gently with tbe fiDgers to ensure correct seating
E.5
E
THE CLUTCH
o
FIg. E.4
A uc,lo1l througlJ clutch master
I. Push-f'od. S. Body. 9. Siup w"-Sher. I). Main cup.
2. Rubber boo . 6. Wuhcr. 10. SccondiU'Y cup. 14. Spring retainer.
IS. RCIu.m ,pring. J. Mouotml naoce.
4. S",pPly laf\k.
7. End pluC". II. Pitton.
8. CSrclip. 11. 1'islon washer.
Insert tbe reluUI spring, largest-diameter coils first.
iOIO tbe barrel . Make sun: tbe spring seat is positioned
00 the smaU-dinmel(r cnd or tbe spriog.
rosen the Illi'lster cup, lip first., laking care not to
dlllDIIge or turn back the lip, and press it down onlo Lhe
spriog seat.
Insert the piston, lak.ing care Dot to damage or lurn
back the lip of the secoll(.Iary cup.
Push tbe piston down !be bore and replace the pusb-
rod, rel!l..ining circlip, and rubber dust oo\'er.
Test the master cylinder by fiJling the tank with fluid
aDd PUShiD3 Ihe piston dowa the bore and aUowing it
10 return; aner DOC or two applications fluid sbould
Oow from the olttltt_
Refilling
Secure the master cylinder by means of the two bolts
to the butkbead cro!\S-O)crnber_ Refit tbe pressure pipe
(0 the cylinder barrel.
Line up thc pusb-rod yoke with tbe pedal lever and
roconoect them with the clevis pia.
Rcfill tbe supply tank with the correct bydraulie 6uid
and bteed the system 3S in Section E.3.
SeeDO. E.3
SLAVE CYLINDER
Remoting
Allacb a bleed tube to (he nippll! 00 the body of tbe
sJave cylinder Rod opeo tbe bleed screw three-quartcrs
of a turD: pump the dutcb pedal uatil aU the fluid bas
been draioed into a clean cootainer_
Uoscrew the pressure pipe from the cylinder. remove
the two bolls securing the cylinder body to Ihe clutch
housiog, aDd remove tbe clevis pin 10 release tbe cylinder
push-rod the clutch lever.
E.6
DismllntJwg
Clean (.be ulerior of the assembly thorougWy before
dismaotJjng. Withdraw Ihe pusb-rod and remove the
rubber dust seal; use only tbe fingers to displacc the sell]
retaioing rillg.
Tbe pistoo, piston cup, cup filler, and the return spring
can be removed in thllt order after removnJ of tbe refaiD-
illg circJip.
Exaraine the parts, especiaUy the seal, and renew thero
if lbey arc woro or damaged; it is usuaUy advisable to
,e-flew all rubht;f parts when rebuildiog the cylioder_
Rca.sscmbling
losert the rc(uro spring, largest-diameter coils first,
into the barrd with the cup (jUer aUacbed to the
!omall-diameter cod of the spring.
Replace tbe piston cup, lip rust, taking care Dot 10
damage or turn back the lip, and press it dOWQ ooto the
cup filler.
Fig. .5
If section through 0 clutch s/oye cylinder
I. Sprinc. S. Body.
2. Cup filler. 6. Circlip.
3. CUp. 7. Rubber boot.
. Pi!>lon. 8. Push-rod.
1100. 15.RIC S. 64139
THE CLUTCH
E
'0)
, II
I '
/1
Fig. E.6
(l) The c1ufch fully released, with (2) throW-Dill
SlOp screwed up 10 Ihe cover bosr. (J) The dutch /ully
engaged and Ihe slop (4) screwed up a/urlher ,00210
-OOS In. (-OS to -12 mm.) toward! the cover boss
Posh lbe piston down tbe bore and repJace tbe rubber
dust seal, first ro.aJtioS sure that the retainiog ring is in
position 00 the ceatre Dange of tbe scal. Secure the seal
to the cylinder body with the large steel retaioing riog.
Replaee the operating plunger.
RefUting
Refilling is a reversal of the removal procedure, but
the ,ystem must be bled to expel any air from the fluid
liac$.
Blet.dlol
Fill the master cylinder reservoir with 'he recom-
meoded ftuid (see 'GENERAL DATAl) and aUilch a
rubber tube to the slave cylinder bleed va1vc; immerse
the open end of the lube in deao receptacle containiog
a small amount of fluid. With a second operator to pump
the clutch pedaJ, open the bleed screw on the slaYe
cyljnder approximately three-quarters of II turn; at the
end of the down stroke on (be clutch pedal close the
bleed screw before allowiog the pedal to return to the 'off'
po.s.itioo.
Continue this series of operations unti) clear ftuid rree
(rom air bubbles is delivered into the contaioer.
Seeti E.4
CLUTCH TIfROWOUT STOP
A sbouldered stop is fitLed to the clutch throw-out
pinnae' operating againsl the Gentral boss of the clutch
cover. This stop is set and locked in its correct position
duriog initial assembly aDd should oat be distW'bed
duriog Donnal serviciog. Clutch pedal fTu adjustment
is 00.1)' underu.ken at the lever stop screw as detailed
in Section E.I. Ir it is fouod DeccssaJ'}' to remove tbe
1100. Juue S, 5610
throw-out plunger during overhaul the stop must be
reset Screw the stop aod lock..nul away from the cover
boss to tbe limit of its travel. Depress the dutch pedl\lto
fully release tbe clutch, hold it io lhis position and screw
the stop up against the cover boss, release the clutch
pt:d.3.1 to fully eogage the clutcb, screw the SlOP up a
funbcr 002 to 005 in. (OS 10 '12 mm.) (equivalent 10
appro,umatdy one Oat of the hexagon), aod (ully Lighlen
the loek..oul.
Rechcek the clearance at the lever stop screw, and
adjust if necessary.
Seeli E.S
Dlmtaotliu,
CLUTCH
(D1.pbnps SpriaC Iype)
Carry out the instructions given in Section 8.1 without
the use o( Service 100" laG 304 and 180 304 M or
180304 N.
Fig. ..7
A sution ''''()IIgh the ftywhul and diaphragm spring
clutch a.uembly
I. Stiner riejO. Orivin, pin.
2, Flywheel. 13. Lock
,.
Pressure pilic. 14. Dri\'in( Ilnp.
4, OriVCD pl.atc.
".
Flywheel hub.
s. OrinD pale hub.
'6.
Thrust plate.
6. Circlfp. 17. Pille 'oldnitt, sprio"
1. C .... ,,',,". II. Tbru>< ........

Cnnksban prim.,)'
".
Flywbed sa'CW.

PrimIl"J' ICoIr bcatilll >l. Kcya:!. w-.sl'let.
10, Ttvwl washer, 21 . Co=.
II , flywheel hub botl. 22. Di,phnarn aprin.,
E.7
E
TIIE CLUTCH
Inspecting
Inspect llle cover for elongation of Ule driving pin
holes and the driving pills for wear. Inspect the driving
straps and renew the pins 3[ld sU.:Jps if worn.
E.8
Rc.asscmblinR
Rcassembliug is a reversal of tbedismilotling procedure.
When usi ng the origioal cl utch cover, aliso tbe 'A' mark
with the IJ4 nHlrk 00. tbe f1ywocel, to retain the engine's
bl lance.
1100. ls::sue5. 5610
TIlE CLUfCH
SEK\'lCE TOOlS
EIlJ'IJ C1ulcbes
The c1utchc!: in ccr1aio early powu uoits were filled
with double springs. Tbe serial umnbers of lhese engines
art!:
lOAMW{fo./ HLOI to JOO inclusive.
IOAMW(rn/H401 to 511 inclusive.
To dismantle and reassemble these clutches, three
bolts and three nuts sh.ould be m3de up to tbe accom-
panying dimensions lind u ~ in place of Service tool
laG 304 M.
... . i io. (12 7 rom.).
I. t In. UNF.
c. 3 UJ . (76'1 min.).
D. <41 u. . (\ II mm.),
r. J in. (6)j mOl.),
r. 111\, (22 mm.).
0 , M in. ( 20'6 mm.).
ll. I ill. (I z.7 rom.).
l8G 304 M. FI)'wbeel and (.1u1cb RCrDovcr Adaptors
A set of four screws, three designed 10 screw iato the
lIywheel and bold the clutch cover and pressure springs
under compression in order ( 0 di smantle aDd reassemble
the clutch (coil spring type). The fourtJl screw is used to
replace the cealre screw of Ule rcmoviog tool ISO 304
when this tool is used to remove the clutch and flywheel
rrom the craoklbllft.
Do not use the black adaptor screws on cars filted
\Vith diaphragm-spring clutches.
18G 684. Clutch Centralizer
The use of this tool will ensure tballbe clutch pressure
plale aDd the flywbeel remain ccotnlized throughout lhc
reassembly operalioo. Insert the tapered centralizer
through the bub of the clutcb plate and the bore or the
flywheel , and secure it firmly in position with ils ret.,\ining
plate, spring wasber, and sCI screw.
18G 304. Hub Remonr (basic tool)
This basic tool is used with tbe ad"plor set 18G 304 M
to pull the flywheel aod clutch assembly frolll tbe crank
sban. The centre screw is removed from the plate ~ n
replaced by the short cealre screw from the adaptor scI.
1100. ( $.Sue 2. 5610
E
18G 304 M
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ReI7lO\-ing third mniiOIl shaft Mari"g.
NOTE
The lear clt.nge reruole control shaft lubriulioD nipple
on Ihe differential CQ\'cr requires .HentiDn ., major o\ocr-
but period!! only, wben cruS(' should bee UsH.
Section F.l
GEARBOX
OismanUjog
(1) Remove the tranSlnis.!li<'m CII51118 rrom the ";I<lnk-
case (Seclion A.23),
(2) Withdraw the idler &Wr wilh its thrust washers.
(J) Remove the diffcrcnlia' assembly (Sect;OIl FA).
(4) WiLhdmw the reverse detent plug, plunger, :lnd
spring or the reverse lighl switch and pfunger.
where filled.
(5) Remoye the clamp and key from the inner end of
the gear change opcnHing shan and pull (lUI the
sh:Jrl.
(6) Remove (he SpceUOnldCr pinion bush securing
screw and withdraw the bush lIsscmbly and pinion.
(7) Remove Ihe speedometer gear ret .. ining plate and
the gear.
.4
(8) Remove the securing OUts and screws, and pIIII off
the froni cover .
(9) Remove the selector interlocking !!Irm.
(10) DiscQnnect the oil suction pipe (rom the bracket
(where a clip is titled). and the 1'hI.nge and withdrllw
the pipe (rom the strainer.
(II) Extract the drclip and withdraw the tirst mOlion
roller bearing usina Sen'fce fool 18G 705 lind
adaplor 18G 705 c.
(12) Use the. sciector and lock first .. nd third
scars together.
(IJJ Tap back the locking w,lshers and rtnlCIVe the 6rsl
moliOl, shaft nUl. Use Service 1001 180 587 10
remove the I1MI drive aear nUl. and withdulV halh
the input and final drive gears.
(14) Tap back the loekinio\ plales, remove dIe four
securing and the third mOlion shafl hcMing
re';liner and packing shims..
(15) Rcmcwe Ihe layshaft lind lIhafllocki ng plale,
push Ihc Ii,ysh"ft from the clutch :!Iide of the c"$ojng
and remove the laygeOlr and thrust
(16) Un$(;rew Ihe plugs from the outside of the casing
and withdraw the selector rod interlocking
plungers and
1100. Issu.: 4. 161)6g

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TIlE TRANSMISSION
F
Reroove the lay and reverse shaft locking plales. push
the l:tyshafi out of the easing. aad remove the
and thrust wasbers:.
Remove the screwed retaioing plugs (rom tbe oulSide
of tbe casing and extract the selector rod interlocking
plUngers and spring.
EKlracl the first mOUOn shan bearing circlip lntl care-
fully withdraw the bearing from the casing, using Service
tool 18G 284 with adaptor 18G 284 'S.
Unlock the fi rst and second speed selector fork. with-
draw the forlc rod, and extract the selector fork fronl
the casiog.
To remove the third motion .!haft bearing carefully
drift the third motion shan rearwards until Service toni
t8G 613 can be interposed between the first speed gear
hub and the bearing. The recessed face of Ihe tool must
be towards the bearing. CarefuUy drif't tbe third motioD
sbarl rorward until the bearing is pr-.Ietically out or its
I housing. The bearing can tben be gently levered off the
shaft and out or its bousing.
Extra care \DUst be lakeD when drifting t.be third motion
shan rorward Dot to damage the selector rorks. With tbe
buring withdrawn the third mOlion shaft can be removed
rrom the c;\sing.
Unscrew lind lbe remaining oil straio<!r bracket
screw aod loclUng plate :"Ind withdrnw the strainer
assembly.
Release tbe locknut and slacken off the trurd and
rounh gcar selector fork locatiog set screw, Withdraw
fbe selector rod and remove the rork from the casing.
Fig, ,2
A SUliolllhrough Ille layshnjt and gear assembled ""0
Ihe Irmumiuion cosillg. Use 1M Jollowillg ,abll! 10
selet:' rhe correct size Ihri/sl wnsfler 10 girl! an end-
t:ieoTanre (1/ bellVem 002 and 006 in. (-OS I
olld ' 152 nun.)
Ulir
W,wlllUP ill Part No.
12S 10 '1 21 in. {l U 10 l-22 mm.}
"'"
12810 1)0 in. (HS 10 BO mm.) 22A<9
111 10 I)J in. (l' J110 )-)7 rom.) 22,..,0
'134 io. (HI I'IUZ) .) 22A 52
1100. 1_ 01. S69S7
FYg. F.)
A seClloII Illroug" lite third mollon shaft /Moring and
retainer. Use Ihl jollo"rl'ing toble 10 InsUrt Ihol the
t:orrect thft:kness' 0/ shim is usld
Wht n gap is Vsr $hinu total/I,.,
oos 10 -006 in. (127 10 152 min.)
005 in. fl27 rum.}
006 tu ooa in. f J 52 10 20) IUJIl.) 007 in. 178 mm.)
00110 010 ill. 20) 10 254 min.) 009 in. (229 mlJ\.)
'01 010 ' 01,2 in. f254 10 )04 mm.}
01 J in. f279
012 to 014 in. )04 to )56 mm.) Oll in. 330 mm.
01410 015 in. ()5610 .)" mm.) 01$ in. (381 mm.)
Remove: the reverse gear shan, gear, and selector fork,
and extract the detent spriog and plunger.
Release the circlip from the reverse gear shifter levcr
pivot pin and remove the lever.
Sectioo F.2
REASSEMBLING THE TRANSMISSION
Press tbe reverse gear shifter lever pivot pin into its
drilling in the bottom or the traosmission casing: 6.t the
sbifter lever and secure it to the pivot with a ci rellp.
Place the reverse gear aDd gear rork in position to engage
the reverse sbifier lever and push tbe reverse gear sbaft
tbrougb the autre web or Ihe casing into the gear,
plain ead (oremost, tbe sloUed eod exposed.
Insert the reverse selector rod interlock sprillg and
plunger. Push the reverse sdeclor rod into the casing
from the froat (a pick up tbe reverse gear fork on the
way tbrough.
Position Ihe third and fourth gear selector fork in the
casing and push the selector rod through froUl the frol\t
to pick up the rorlc on the wa), through. Screw io the
selector fork set screws to engage Ihe indentations 00
the selector rods; ligbten up Dnd secure witb the locking
nutS.
Place the pick-up strainer in tbe casing and insert the
fujog screws tbrougb the strainer bracket aod the lug ill
the casing. leaving the llUts slack on tbe screws, Smear
a small quantit), or grease on tbe sealing ring fitted
between the and tbe strainer; this will help the
oil Sliction pipe 10 pass througb and not pusb the seal
out when it is titl ed.
F.S
F
THE TRANSMISSION
Fig. F.4
A seclioll through the idler gear (mJ filst mOlio}J slroft
A. "The idkr gear must bave (rom 'OOllO -008 in. (-016 to 203
mm.) cndf1o.ll.
. Take the between the linl mOl ion shaft bellrin&,
face: and fhe bc.uiDI using Service 1001 18G 569 (or
this pl)f'pO&C.
FDr measurvrrvrl (8) Ute d,dip P(I" No.
1)96 10 098 in. (2'43 to 248 2A l110
099 10 ' 100 io. (2-S I to 2'$4 nun. 2A nil
Take the third motion shalt assembly and place it in
tbe casing with the slotted eod passing througb tbe
untie web of the casiog and witb the 6.rsl and second
slidiDS bubs engaging the seleclor forks.
Place the ball r<lce aD the first motion sbaft and insen
the assembly into the c.'lsing. the Ihied motion
tbaft b;;anog in tbe centre web of the casing; make
Ik:ll both the first and third lIlolion shafts linc up,
and carcru1ly drift both the bearings into position . Use
Servia: (oolISG 579, toget her witb the distance eolJar. to
drift the third molion shaft bearing into dIe (.ema web
or tli e casing. Tbe colbr must be placed io the recess on
the end of tbe lOol ill order tbat the outer race will be
driven iota the casing at the same lime as tbe inner race
onto the tllird mohOD shaft. The same tool js
used to drift tbe first motion sbaft bearing inlo the C<)siog;
io this case the disbnce collar is not used. Fit the ftcst
motion shaft bearing retaininl; circlip (see Fig. F.4).
F.6
Refit tbe fu"st and second speed gear selector fork and
fork rod aod secure the f()fic with its locating screw aod
locking nut.
Relit the first and second. t..b..ird and top seketor rod
detent plungers aod spring,s. not forgeHing tbe .sealing
wasbers to fit under the hl:ad of (he screwed retaining
plugs.
Replace Ibe drive pinion, locking wasbers, and out on
the front end of tbe third motion sbaft; tighten the
pinion nut. and bend over Ihe locking washer.
Refit the lirs! motion shaft driving sear, ensuri.ng that
the locating pegs on tbe lockiog washer are engaged in
(he two boles in the gear; tighten up the nut and bend
up the wasber.
Refit (he laygear with a thrust washer at each end and
with the slotted end of the sbaR 10 tbe front. Use Service
1001 18G 471 to retain the thrust washers in position
when tbe layshaft is being filled . There must be an
endclearance of becween 002 and 006 in. ('051 and
152 nUll.) when the loygear alld thrust wastIer are fitled:
thrust wasbers ranging io size from '12l to '1)2 i.n.
(308 to 334 mro.) are available to enable lllis clc-Draoee
to be obtained. Turn the layshaR and reverse shart to
liue up the slotted ellds ; the slots must fact C4cb otber
to enable the shaR locating pl;tle to be refitted. Replace
thc third motion shaft bearing rrtainer. fitting shims as
necessary (sec Fig. F.3) to take up the area between the
bearing outer race and the retainer. Note that the shims
must be positioned underneath tbe reverse shoft aod
Itlyshaft locating plate. Secure in posi tion with four set
screws Rod Ihe lock plates.
Remove the froni screw of the two holding tbe pick-up
filter brRcket and insert Ihe oil suction pipe iota the
IiIler. taking care not to push llic sealing rubber between
the strainer Rnd s(fainer bracket out ()( position; lightly
grensc the seal before inserting the pipe. Replace the two
paper gaskets betweeu tbe pi.pe flange, the aliter blanking
plate, and tbe casing; insert alld tighten up the two set
screws. Replace the strainer bracket screw to secure the
oil pipe support bracleet, rcplacc the Jacking plale, and
tighten down both brllckcl screws; bend up the lockiog
platc.
Refit the selector interlock.ing arm :md the front end
co\'cr and gasket.
Joser! tbe speedometer drive gear througb the rront
cover to the slot in tbe third nlotioo sbaR, a{ld
secure it ill. position with Ihe cover-plate, paper gasket,
and two sci screws.
Examine the seal in the pinion shaft housing, and
rcnew i l if necessary. Replace the paper gashl should
it be damaged; push Ibe housing carefully over the
pinion shaft and secure it with the one set screw.
Insert the gear change operating sbaft into the casiug.
tak.ing care not til damage the oil seal iu the casing wi th
the Woodruff key fiued in the lower half of the shaft.
Should it be necessary to replace tbe oil seal, use Service
tool J8G 573 to drift the ne .... seal into position. Position
the seketor Icvtr inside tbe cash'g with tbe eod eugaged
in the il)t erioclill g arm and push tbe through Ille
lever boss ill to its bearins poiot in tbe casing.
1100. 11:1_.-4. 56981
TIlE TRANSMISSION
F
(17) Remove the first motion slHtrt bearing eirdip and
witMraw the bearinc shafl from the casing
with Service: toots 18G 284 and 18G 284 R.
(18) 'ftefcr to FiC. F.I . Drift rhe third motion shltfi
backwards, cu: indta.tcd by the Arrow in (D). until a
Servic:t: fool (I) ciln be placed between the
flnt speed anr (2) and lhe bearing (J), illustrAted
ill (e). On three-speed synchromesh use
18G 6lJ, and on {our-speed units 18G 1127 with
their relieved side cowards 'he bearing. These 1\0\' 0
loots nlust not be inlen:hanaed, or Ihe bearing or
casina will be damaged. nrif, Ihe third mOlion
shafl forward as illustrated in (D), to push the
bearing (3) from the web. takina care nOl to
damage the selector forks. Pull the bearing from
Iheshan, lind Iirllhe shafl from fhe casing.
(19) Remove the $Irniner assembly.
(lO) Withdraw the reverse shal"l. gcar .3nd selector fork .
Fig. F.2
Tiff! luneur IUsembly. Wilh 'he siundtrrd-siz(!t/ ,1,ruSI
t\.osh(!r fi"td. UH ,Ite IUblt below 10 selul Ihe ct;rTeet
liu of 'lor/obi, wcuhtr. TM (JIlrt munfHrs of Ihe
thrust fl'lUltf!rs availoble for Ihe three-spud and four.
SpUIJ s)",chrotnf!Jh gearboxu ori' gi'fftl In colu","s
A' mId ' 0 '
I . Uypr.
2. uyshaff (UCHIq)ped on
dlf'CNpccd
units).
3. Needlerolkr (one
only (Oft chl'l:C-spctd syn-
dt'OA'ICih unils).
4. Nccdlo-oU" bcIIirin&.
S. ur(:C Ihrust wuber.
6. Smalllh",sl
&.r(v I", .... Kt'lJrlxlXI::S wl:,,,jillcd .... illl """,,rd
IK,tIk-,lJIlu wi,}, ,,hith flu: Itll" tI" jlll",-
rluJlflfub!t
Wlrm ,tip is A

IlS 10 '127 in. &SGllS 22(j 856
(HI 10 H2 mm.)
11110 1.10 in. BaG 316 UQ8S7
(lll 10 330 mm.)
'!lIIO 133 in. 88G 327 no 8$8
(l'31lo J-J7 mm.)
13<1 in. (3'41 mm.) 81G 318 llO 859
L-
1 lOP IUlIe 5. 16068
The (ollowing operations are oDly neccuary if complete
stripping of the casing is required.
(21) Unscrew the selector shan/fork lock.ing screws and
wilhl'lraw Ihe shafts and forks.
(22) Rcmove the circlip front the rcverse gear shifter
lever pivot pill lind remove the lever.
ReaSHmblinp,
(23) Ir the Gearbox hu comll'elely stripped, firsl
replace the gear shirter lever and pivot pin.
Tben in the selector rods from the front ofthe
casing, eng.lge Iben) with rhe selector forks, li,hlea
lhe seleelor screws, and the lock oUIS.
(24) Position the se3r 3nd fork, and replace the
with Ihe plaio end foremost.
(25) Refll the oil strainer and smear some ,rca" onlo
Ihe scaling ring to assist when filling the oil
suelion pipe.
(26) Refer to item (J 8). Refit Ihe third motion shan
assembly with the sloued end paSSing through the
cenlre web of the cas.in8. Eaaa&e the sliding hubs
with Ihe seleclor forks.
(27) Refer 10 item (I'T). Drift the 6f$t ltIotion shaft a(ld
bearina assembly into Ihe caliing using Servitt tool
180 579 (modified).
Use Service 1001 180 569 to gauge the correct
thiekne" of drclip required to retain the btllriog
assembly. Try the thicker side of tbe gauge tirst;
Ihe two sius are marked 00 thc handle. Refer to
Fig. FA. which iUustratn this operation, aod 01
the circlip selected from the chart beneath il.
(28) Refer to ileal (t8). Drift (he third motion shaft
bearing into the central web using Service tool
t8G 579 modified, Together with the: spacer washer.
(29) Refit thc laygeu with the stMd.lrd sized thrust
Wills-her at one tnd, .lind measure lhe pp al tbe
other. Refer to the eha n (f-ig. F.2) to selt tbe
correct variahle thrust washer, 10 give an end
clearance of betwccn 002 and 006 in. (-OS and
15 mm.), On Ibrce-spced syochromesh gearboJlcs
the small thrust washer is or a standard size, the
large one and 'lien versa on four-speed
5),nchromesh
Use the dummy layshafl. Service tool 18G 471 10
position the \vasher, aod refit !.be layshaft
rrom Ihe clutch side:. with its end pos.itioned
horizootally And towards thai of the reverse shaft.
Refit the layshaf, and reverse shaft lockiog plate.
(30) Refil the Ihird motion shaft be.3ring retaiDer witb-
out :'I ny shims, lightly tighten the bolts and measure
the gap. sec Fia. F.3. Fit the shims required (see
charI), ensure that they are filled under the layshaft
and reverse shaft locking plate, "nd finally tighten
the bolts .. nd turn over the tab washers.
F_'
F
THE TRANSMISSION
! ltO
Fig. F.J
A $tcli(lll through Ihe third molion shaft bearing (lild
Use 'he following fnble /0 lllsurt Ihal 'he
corucl rllick"css 0/ shim is used
" JhlnlS /tIl llf/;",
-
-oos 10 {1(16 la. filio -IS -00$ in. ( ' !3
-006 10 -oos in. -IS 10 -20 mm.
-001 In. f'8 nun .
.ooa 10 -010 10. NO to -15 mm.) .()()9IG . 2]
-010 to -012 in. (-25 10 ' )0 mm.,
-011 in. r' mm.
-01210 '014 in. (-)0 to JS -013 in. oJ] mm.)
'014 to -o IS in. (-)5 10 Ja mm. (liS in. -38 nun.)
(31) Reret (0 item (10). Inscrt the oil suction pipf: into
the. oil st raiuer :\od (ighlen unt the
external BaDge securiog bolts and then the br3cket
retailliog bolts. Take care not to di .. place tbe Qil
seal rrom the I>lr3iner.
(32) Fit new idler gear needle-roller benings i( requi red.
Eogage tbe exp<1odablc collets or Service tool
18G 5!H wilb e3ch old beariog and screw up the
nul 0 0 rhe tool to educt them, OIfter removing the
oul er eirc:1ip (whel1 filled) from lhe transmission.
c.ui ng boss.
Usc Service tool ISG 582 (tbree-speed syncbro-
mesh) or 18G 1126 (four-spud synchromesh) 10 fil
(he new beariogs. Use the eoll,H supplied with each
1001 to cODlrol the depth to whicn the bearing is
pressed iDto tbe flywheel hoosiog, the boss of which
must be supported during Ihis optI'l'tion.
1bese coll ... rs ore not required wlaen filling the
transmiuion cosing bt.,ring, sioce each tool':,
shoulder governs the depth to wbieh it is pressed.
Repl.al% the circlip. if tiued.
ell) Refer to items (12) and (13). Refit tbe input aDd
final drive gears, Md, usi ng new lock washers
ti ghteD tbe first motion shaft and final drive gellr
nuls, using Service tool 18G 587 for the lalter ; the
torque figures ore given. if) 'CENERAL D."l'A'.
(34) Refit Ihe 6rsl mOlion shaft roller beariog aDd
circUp.
(l5) Reverse the instructions in ilem (16).
F. 6
(36) Refit Ihe l'elector ioterlockiog arm, tbe rront eOVN,
the speedometer gear lind cover, pinion. busb.
and pinloD laousing, Push in the gear ebOinge
opcruins: sb"rt. refit its key and clamp, and replace
the reverse deteot pluager and or Ihe
reverse light switch (if filled) .
(37) Relit tbe diffcrclltial and cheek adjustmcnt as
gi \'e(l ill Section F.4.
(38) Re6t tbc idler gear <lod thrust washers, witb the
charnferre<l side or each w.uher agaiast tbe ,ear.
(39) Refit the f1ywbeel bou.si tl g wit h a new joi nt wlIsher
and tighten 10 the torque figure gi vel1 in
'CENERAL DATA' .
Check wi th feeler gouges fhat the idler gear has
au clld f1(l3t or between 003 alld 008 in. (,OS and
,2 mm.), see Fig. FA. lhrust w,tsbers raogin t ill
thickness rrom \32 to 139 in. () ' 34 to 354 mm.)
are available ror Itdjuslmenl.
Fig. F.4
A !eell'OIJ Ihrough idlu gear and fi rsl maliOll
shnfl. Mensure the gap '",' Ille bearilfg /Q('c
alld regislu wi,,, Service tool 18G 569, and fit Ihe
appropriate ci,dip as ;lIdknfed b)' rhe charI below
1. Idler gW". 4. FilSt 1110l ioo sbafl ball
.
2. Idltr pr WlU'hcn.
J. Finl motion shaft reller
bearing.
S. Firsl ml\:ioo shart citclip.
W"tn 80P Is Uu clrcHp Par( No.
096 10 -091 in. (H) 10 248 mm.) 2A ]710
09810 ' 100 In. (2'48 10 2-54 f1lm. ) 2A 3711
1 too. lUlU; S. 1606a
THE TRANSMISSION
F
Fig. F.5
The jour-specd S)'lIchrom('xl! IronsmiSS;OIl nsumbly, wi,II a/l ,h(! gMrs iI/to the casing
(40) Remove the flywheel and gaskcI, and
refit tbe tra.llsrni ssion unil to the engine as dC=lailcd
in Section A.23, using .. new housing gasket to
replace the ooe used for fhe idler gear CI\d-flo:1t
ched.
Section F.2
TIlIRO MOTION SHAFT
s),Dchromesh gearboxt'S
Dismantling
(I) Remove tbe Ibjrd mOlion shafl assembly from the
transmission as detailed in Section F. I.
(2) Remove the 6rst gear, hub and baulk ring
from .be rear o{ the sha n, and the top and tbird
gear synchromesh hub and baulk rings from the
{ronl of the shaft.
(3) Remo\"c tbe (roat thrust washer by pressing down
Ibe spring-loaded locating plunger and rotaling tbe
washer until tbe splines register with those on the
shaft. Witbdraw tbe tbrust wasber and third speed
gear, conlplete with needle-roUer bearings on latcr
I}-pe gurs, and take out the plunger and spring.
E(lrly Iype gears. Wilhdrllw the third gear bush aDd
interlocking riog, roUowed by Ihe second speed
gear and bush and Ihe rear thrust washer.
1100. 6. 16068
Laler Iype gears. Depress ehe spring loaded pegs,
Iwist Olnd remove the secnnd gear tocking
colLar <lnd take out the two split washers. Pull the
gear from the reM of the and rl!moYe the
need.le-roller bearings rrom thei r journn1.
rf it is 10 scp;'tralc the second or third and
fourtll speed wiking dog from its synchromesh bub and
cone assembly, the assembly into Service tool
18G 572, to retain the three balls and springs which are
locl'lted in each hub.
Re!lssembling
arly type
(4) Fi t the rcar thrust washer. then the plain baJr or
thc split bush with in flat c::nd towards the thrust
washer.
(S) Fit the second speed gea.r, with tht syochronUc::r
cone facing the rear of the sbaft.. Ihc:: interlock-ing
ring and the splined half of the split bush. Engage
the dogs of the split bushes wilh the slols io the
interlocking riog. New bushes must be fitted, since
tbe interrerence fit or the old ones will have been
lost wheo they were rcmoved. Heat thc bushes to 1\
temperature of 180 to 200" C. (356
0
to 392" F.). to
allow thew to be filled .... 'ilhout rora, ;Ind to obtain
a permanent 'shrink fit ' on cooling.
F.7
F
THE TRANSMISSION
00
OOQ83
Fig. F.6
Tire .f1mchrom('sn firsl '/lid second speed
gear osumbl.l", 1/11' plunger (I) ill its ,Irillillg
;n lite ,,"h (2) lJliglll'd .... i'h (he fOOlh (3) ;n
the n.uemhl)'
(6) a nd depress the spring lind locking
plunger, relit Ihe third !opted gcar, plain side firsl,
;md the h om Ihru:>1 washer, which mosl be
,,,,isled to ;:.Uow Ihe pillngu 10 lock il in position.
I .Ofer type geurs
(7) Slid\: the second speed gear 0 11 from the rear of the
:thafl. plain side tirst. ilOer sljcki ng the IIcedle
roller bearings to Ihcir jouHlal witn grease. Replace
the 1"'0 splil washers, Ihe tWO spring IOildcd
locking and refit Ihe locking collar,lwisling il
until Ihc are heard 11,1 cr.gage the '>plint's.
(8) From the froof of Ihe !>haf( rt=tit the third
8C,lr, plair:t first, with its nccdle-rnllt=r bearings.
Slide on the fran! thrust and twist it until
the loaded p<!g is. heard to lock it
Early II/Jd later I J'Pt' gnJfS
(9) The end-floal of both lIu: second and Ihint speed
gears when assembled on Ihe third molion shaft
must be belween 0035 and 0055 in. (09 and
' 13 mm.).
(10) Refit 1M top anu .hird speed synchromesh hub
Rnd baulk rings, wilb lhe plain side of the hub
towards Ihe rear of the shafl.
(II) Refilthe first speed genr, hub, and ring, with
Ihc cone el)d of the hub tOwards Ihe fronl of lhe
shaft.
Should lhe first and second speed gear asse01bly have
been dismantled, Ihe gear must be correctly rcpasilioned
00 the bub, otherwise selection of second &ear will be
impo!Sible. Ensure Ihnt Ihe plunger in the hub aligns
F.8
wi lh the culaWay toolh in the sellr assembly (see
Fig. F.6), nnd that the cone end of the hub the
tapered side of Ihe gear teeth arc on OPPOJile sides of the
assembly.
Section F.3
THfRD MOTION SHAFT
"'our-speed synchromesh. geluboxcs
Oisml:niJinc
(I) the shaft assembly from the Iransmission
as detailed in Sect jon F.I.
(2) Withdraw the top "n(lthird !leas synchrcmesh hub
and baulk rings from the front cnd of the sharI.
(3) Press Ihe fronll\lrust wusher plunger, ilnd turn the
washer nntil ils splines regisler with those on tbe
sbaft, cilablil\& ;1 TO be removed, complete with
plunger and spring. Remove Ihe third speed gear,
with its c.1ged needle-roller bea ring.
(4) Remove Ihe first speed gear, baul!.; ring, and eng.:d
needle-roller bearing (rom the opposite end of Ihe
shafl.
(5) Carefully lever Ihe needleroller benriog journal
backwnrds suffieienlly 10 fil Service 1001 IBG 2 and
pull the journal from (he shaft,
(6) Remove the reverse mainshaft wheel <Iud tim,'
sccond speed synchroni"lcr asscmbly. and the baulk
ring.
(7) Press in the two plungers securing Ihe rear thrust
washer, turn it 10 align it \Vilh Ihe shaft 5plincs al\d
withdraw il from (he shaft. Remove the second
speed gear, and the split caged needle-roller hearing.
RcassembUng
(8) Carry oul the dismantling instructions, but note
ilems(9)to(\J).
(9) Use Service tool 18G 572 to prevent Ihc bf'llls and
springs from being lost. shou.ld i( be Il c..:cs.s;! ry to
sepnratc Ihe slriking dogs from the synchromesh
huh and cone When the
synchronizers, ensure that Ihe long on bolh
Ihe sleeve and the hubs are on the sa me side.
(10) When refining the third and lOp speed synchro-
nizer assembly, the loog boss on Ihe synchronizer
sleeve must race the first motion shafl bearing.
Tbe (irst a nd second synchronizer itsscmbly
must be fitlcd wilh (he long towll rds the tim
speed gcar, or second speed synchromesh <lclion
will lost.
(II) Use Service tool ,SG '86 to drjfi tbe firsl speed
gear needle-roller bearing jouro'" onto the Ibird
mOli on shaf! .
1100. tllSue6. 1606B
TIm TRANSMISSION
F
Fig. F.S
The t,tJIWI1lssi(m ossembly lII;t1l all genTs assembled inlo the casing
Line up the recess in tbe sbaft with the drilling through
the levcr boss, insert and tighten the sel screw, and bend
up the locking wasber.
Refit lbe gear change operltlng shaft reverse detent
plunger, spring. and plug.
Refit the differential assembly as in Section FA.
Should the idler gear beariog io the Oywhed c:aiog
require reDewillg, the orca round the bearing boss must
be weU supported during tbe pressing-in operation.
Use Service tool 18G 582 to refit the idler gtAr bearing
(0 both the ftywbecl housiug aod tbe transmission casing.
The collar supplied with thi s tool must be used to control
the deplh to wbicb the bearing is pressed into tbe fJywheei
bous;og. Should tbe beariog he pressed in to the (ull
depUl of tbe bearing bore. it would mask tbe oil sllpply
hole. The coUar is not required when refilting the idler
gear bearing to tbe trAltJimissioo casing.
Refit tbe roUcr bearing on tbe end of the first motion
shafl.
Before refitling the lransmis:;ioQ assembly the idler
gear end-Iloat should be checked and adjusted by the
following method.
Thorougbly cleao the casing joint f3ce5 Rod fil a new
Oywheel hOllsing gasket to the transmission case. Refit
the idler gar witb tbe chamfered bore of tbe thrust
wllshen IIgOlinst the gear ftlce. S ~ n l b l e the ftywheel
housing to the transmission easing afler applying a smear
of high-melting-point grtlse to the first motion shaft
1100. TSlUI: S. 5610
bearing collen to preveot them tih.iag os they eoter tbe
bearing ouler race located in Ihe flywheel bow.iog.
Sbould aoy resistance be felt duriog auembly, withdraw
the housing aud establish the causo-do Dot use foree.
Tighten the stud nUIS to the correct torque figure aDd
check tbe idler gear end-Ooat: this ibould be between
'()()J and 008 io. (-076 a.nd 201 mm.). Thrust wa.!Iben
raotiog in thickness from JJ2 to -139 io. (3-34 to 3-54
mOl _) are nvnill'lble to correct any discrepancy. Remove
the housiog aDd gasket and refit the transmiwon ca!!le
assembly to the craokcase as in Section A.23.
NOTE.-Do not fit the boosing gasket used for tbe
idler gellr eod-ftoat check; a ne" ellSket must be ftUed 00
the final assembly.
Section F.3
nURD MonON SHAFT
Remove the sbaft assembly from tbe transmissioo
casing as detailed in Section F.I .
Dismantling
Remove tbe first spted gear, hub. And bRUlk riogs frOID
the rear of tbe shaft.
Withdraw the top and third gear synchromesb bub aDd
baulk ri'Og from tbe forward end of Ibe sbaft, observwg
tbat the plair) side or the bub f3ces to the rear of the
gearbox.
F.7
F
THE TRANSMISSION
Fig. F.6
firlland .!f!cond speed nssembly. showing
Keor fmd hu.b correctly nntmbled. nil! plflnger is
show,. al (I)
Rcmove. the front thrust washer by pressing down the
spring-Ionded locating pJonger and rotating the washer
uotil the splines register with Lhose on the shaft. Witb-
draw tbe thrust washer and scar. Take oul (he plunger
aDd spring and withdraw tbe lb.rd gear bush and tnter-
lockieg ricg. Withdraw the second sp.=:ed gear- and bush.
Remove the rear thrust washer.
H it is Deccnary to separate the second or third aod
fourth speed striking dog (rom the syncbromesh hub
and cone assemblks tbe assembly should be wrapped in
a suiLable piece of cloth in order to rc.tain the three balls
aod sprioas which arc located io eacb hub.
Rrusemblilli
Reuscmbly or Ihe Wrd motion shart is a fc.versal of
the dis0l3QtJin; proc4:durt.
Fit tbe rur thrust and the plain bill of the
split busb ""ilb the plaiD :against the thrust waliber.
Follow thia with the w::ond speed gctr, the interlocking
riog. and It'le spliQcd balf of (be eentre bush. engaging
the doss or each halrbusb witb the central ioterloc.ki"l
rioa. The e.sseuuai interferenc.e fil of the busbes will have
bocn destroyed wheo \hty were rrmovcd, aDd new bushes
must be fith;d durina: reassembly. Heat the busbes to a
temperature of 180 1(\ 200 C. (356 to 392 F.)j expaosion
wilt tbea alk\w (hero to be 6ut:d without force, and
subscqut.na niliural cooliD& will establish a perm3nent
shrink. fit'.
CarcruUy position the trurd speed ... plain side first
and insert the spring and loeltio, plunger_ Depn:ss the
plunger and push !.he thrust wasber into position above
the pluoger. Turn the lhru!t washer until Ule plunger
engages the spline and locks the wasber_
The end-tloat of tbe secood and third specd gear when
assembled on the: third motioD sbatt must be between
-0035 and 0055 in. (-09 and -IJ nun.).
Refit the top and third speed syncbromesb bub, plain
side towards the retaining thOlst wasber_
Refit the first nod secood speed bub and ensure Iba!
the cone ,ide of the hub is 00 the sante side of that
assembly 81 the. plain .side of Ibe fint sear teeth_
}:8
t\OTF..-Shoald the liMIt aad ,;(coad speed gear
Illy bave been disra:lotled, the correef pnsltion or the Eel!'
OD the hub ..-beD reassc.mblin, is most impoMaOI. ShoWd
rhe cear be ineornetl), assembled 00 lhe hub. scJectiClO of
first be impossihle.
When reassembling, the gear 10 lbe hub t:nsCllC thut the
plUD&er i.o the bub aUps Mitb tbe (Ilt-8WllY tootb in the
askmbly (sec Fig. F.6).
nelit Ibe assembly ilS detailed in Section. F.2.
SecHOD F.4
DIFfERENTIAL ASSEMHL\'
Remo\-jue
Remove the engine as detailed in Section A.33.
Remove the transmission as dettliled io Section A.23.
Withdraw tbe pivot pin and remove the belJ....cr:mr..
lever. Renll>ve the danlp screw securing the lever to the
top of the remote-control shan and withdraw the sbaft.
Remove the nylon sl'ating Dod teJ\Siou spring from botb
the remote-<:olltroJ shaft and tbe shaft lever.
Extract the split pin from the sloHed outs securing both
rigbt- and )crt-hand driviog flanges to the diJferentiaJ
gear sharts, remove the. nuts, usiog Wol 18G 669
to hold each driving Bange il} turn, and withOraw lhe
flanges_
Do oot onder LOy eucumsla.lleeJ use lite tr.lJlSmissiGu
casing as I. stop o( leverage poiDt WbeD rell1ol'wg tbe
dJ"hiDi fllllic DUts or other compone.ats nf traDJoo
rn.ls6ioo. SeriotlS dam.ge to the easing CIJ1 easU, rualt
from miAse j,o Ws ".y.
Unscrew the live u:t screws from eacb of lile final dn\e
end covers aud remo\'e tbe covers rrom the differential
housing. Note lhe number of sbinlS fitted between the
diffet"eotial bearing and the housing.
ReOlove the differential bousing stud outs, witbdraw
the: bousing rrom the tranSnUssion cuse, and remolJe the
diJ'l'erenual assembly.
DisOIanlJing
Withdraw the two ditfcrential bearings. usio, Service
tool 1802_ Koock back the lock.ina pJne tabs and remove
the sl;( set bolu securina tbe drivina gear to tbe cage.
Mark the .ear and cage to assist in (efilUns them in
their original positions. the gear from tbe cage
and extract the differential gea r and thrust washer from
the bore or Ihe driving gear. Tap out the tapcr pin to
release both the pinions and thrust washers, pinion
spaccc, and tbe other differential gear And washer. 'The
lapcr pin ca:-'Ilot be removed until the caCe 20d driviog
gtar are sePllntted.
Reassembling
Reassembly is a reveTSAI of the dismantling procedure;
make sure, however, that the gear thrust washcn. are
replaced with their slightly ch3mfered bores against the
mach.ined faa: of the differential gears. It is essential tbat
all parts are replaced in tbeir origi-nal positions..
1100. Issue 5_ 5610
THE TRANSMISSION
F
I.I"IA
Fi,. F.7
gap of point (A) wi,h 1M dri"l! covel/ilttd _vilhout tl joinlwasMr and ndjust 1M prdoad.
JolI(Jwlng the refilling proudure belDIlI
Re61tNJc
Place lbe differential assembly in the IrnOSffiISSIO[)
casioS .... ilh a slight hi .. s towards the flywheel end of
tbe co&iK. Rt;fit lhe differential houling with its joint
washers. ligbtClliDg up the Duls sufficiently only to hold
the bt::arings li.nnIy ilDd yet still allow the assembly 10 be
displaced by the fillins of lbe right-haod final drive end
cOYcf'.
Refit tbe riahl-hand drive end cover logclbe[ with its
joint washer. Make ccrlain tbat the holes in the cover
6ange and the tapped bole in the transmission casillg
aDd difrercotial housing are correctly lined UP. iusert tbe
sci screws, aDd lilbtcn them up cardully and evenly to
eDsure muimum contact between the regisler OD the
inner race or (be cove ... and (be differential bearing outer
rau. As lbt. scre.ws .1;re tightenw up tbe dllJ'ercotial
assembly will be displaad ttWay rrom lhe Oywheel side
or the engine.
Fit (be left-hand final drive cover without its joint
washer.
As the cove, ftanse win not haye tbe support of the
joitu wAsber lighleo up the act screws sUl!ieientJy only
for the cover register to nip the bearing outer raee;
oycrliabtenlng win distort Ihe cover a.,nge. Take a
feeler pUle JneasW"Croenl between the cover flange and
tbe diO'er.::nu31 housing 300 It<lClsruiss.ion 'fbis
measurement must be takea in morc than one poshian;
variatioo& in mc.uureOleot wHl indictte Ib;'ll the set
serews have not been tightened up cvtnly. resulting in
the ditTerential assembly beinS pulled out o( alignment.
Adju$l tbe tension on the eover let accordingly,
at tbe 5:lIne time ;l.\'oiding cxttSlive tenlion being placed
UpeD tbe cover lbnll!. and measute aaain with the feeler
g:mgt: . tr a feeler pup cannot be inserti between the
co\'er and tbe housinl ,rums to the value of
-OOS in. ('203 mm.) must be 6tted between the beario,
outer ra.ce and tbe e!Pst.cr on the cod covcc.
The CODtpcessed thickness o( the cover joint wasber
is .()(J7 in. (' 178 mm.) and the required pldoad on the
beann" is 001 to 002 ill. ('02S to -oSI mm..). The correct
gap is, thererore. -008 to 009 in. ('203 to 229 mm.).
Any deviatioD from this figure must be made up by
shimmin,; (or example. if (be gap as measured by the
feckr gauge is -OOS in. (-127 mm.) I shim of -003 in.
(-076 mm.) thiekoess must be added between the beariag
and the re&iue( on the illl1U (lICC of the end cover.
Remove the end cover, refit tbe joint washer and slUms
to the dimeusions as (ound necess:ary by tbe pro--
udure. and tighten up the cover screws.
Tigbteo up the differential housing nuts; refit the
driving /'Ianscs to the differential gear shaft.!: and secure
them with lbe slotted nuts aDd split cotter pins.
Wheo seryking a dilfereolial unit operators must make
certaio llIat tbe driye sbarts are equally free to rob.tc on
both sides, IS tiabtncss: 00 either one would tend (0 make
Ihe vehicle's sleering pull one way or the olber.
Fit the operatiog lever to tbe sp1.ined cod of the gear
chaoge oper-olling shart; make certain lbat the reeeu in
the sharf is c:orreetly lined up with the (iriUing in the boss
of Ibe lever before illSC:rtiol tbe set suew. Positioo the
rClUotc-coutroJ shaft lever 00 the b.n cod of the operating
le ....er; in5CrI tbe ft.mote-conlrol &h.rt ioto (he gear ehange
extCD&iOD from the: botUtm 10 ond enter the
spLined bore of the lever.
Make eerf:lin 4hat 'be ress in the spliDed eod of tile
sIIllll is U0e4 up wi,h the driWol in the lever boss before
attempri.oc: (0 iDsert the set sera
Refit the bell-crank IeYer.
(For 'SERVlCE TOOLS' su poge F.II)
I ioo. Iswc: 4. S6917 F.9
F
,....--'----_ .. , .. _---
.-, .. ,_ .. __ .---
I
,
.. -----.. --
._-_ ........... _ .. _. _ ... -
" ,


--
-,
I
I
I
i
!
i
I
,
-_ .. _---!
1100. h5uc 4.
THE TRANSMISSION
F
,
\
Fig. F.7
The third lIIo/ioll shaff nsumbly ,f,liJlchromcsh georbo.us)
I. Third nlOlion shart . s. Needle-roller bearings.

Rcwrsc ,n:lIl1sha(1 \,\I.:nr and hI
, ...
,.
Bault rinAS. I . Third gear.
2nd synchmnill:r.
l . )rd and 4th sJ)l'<:d loynchmni7.er. 1. Su:ond'flK'Cl &e3r.
,.
NeedleroUtr bearins. journal.

washers .
Section F.4
DIFFERENTiAl, ASSEMBLY
Reruo\'iu&
(I) Remove the engine and traosmission liS delail.l
ill A-lJ and A.2J
(2) Remove the remote conlrol housing from ils
adAptor.
(3) Rele:lst the control shart leyer froln Ihe top of Ihe
remote conlrol shafl, which C;lO now be with-
drawn.
(4) EXlrtlcl Ihe split pin from Ihe sloued nulS securing
hOTh righi- and left-h:lnd driving n;mges 10 Ihe
differential shan!;. remove the nUls. using
Sen'ice tool 18G t16910 hold each driving flange in
IUrn, and ..... ithdraw the flange!: . Do nol under In),
eircumstaaces use Ibe lransmissiou casi.o& a slop
or leverage poinl wbeD removing ftlc drh'log Rloge
nuls or other compooeois of the IriDSmission.
Serious damage 10 the Ising un easily rtsult rrom
nUsusc in fbi$ Will)'.
(5) Unscrew Ihe live set screws from e.1ch of the final
drive end CO\l':I")', and remove them from the
differenlial hl,using. I'/n[e the number of shims
fitted between the llifferenlial bearing and (he
housing.
(6) Remove the differential hoosing stod nuts, wllh-
dnlw the housing from Ihe transmission case <tnd
remove the differenli.", assembly.
1100. 5. 16068
10. First sl'd sear.
Dismlintliog
(1) Wjthdra\.\' Ihe IWO differenli .. 1 bearings, using
Service 1001 I1!G 2. Knock back the locking plate
labs and remove the six :te"t bolls securing the
driving gear to the which mny now be
sep.1r;:ucd after them to Assist in
them ill their nriginal positions. Extracl Ihe
differential gear and thrust washer from the bore of
t he driving gear.
(8) Tap nUl the taper pin pe: to release the pmlon
ccntre pin, Ihe thrust block. both diJferenlial
pinions and thrusl w:lshers and the other di.fferCOlial
gear and washer.
Russcnlbling
(9) Reverse Ihe disll1llnlling sequence, making sure
that the gur thrust washers ilre replaced with their
chamfered bores ill!.,insl the machined f:lce or Ihe
differenli:ll gei1rs, and Ihal 1111 PMtS are replaced in
their original positions.
Refitting
(10) Place the tliJferellliaJ in the transmission
casing wilh a sliglll bias towKrds Ihe R)'\vheeJ side.
Refh the differential hou:.ing wilh ilS joint washers,
nnd nip up the nuts suflicientl y to hold the bearings,
yet s(i ll allowing .he assembly {o be moved side-
way!..
F.9
F
THE TRANSMISSION
Fig. F.a
Wifh lhe c.oyer jifled wi/houl j/3 joi1l1 wosher, measure Ihe gap 01 point' A'. ond fif shims be/ween 'he
bearing Qnd cover fa oblain 'he required pre-load
(II) Refit tbe righi-band drive end cover lOgether with
its joint washer. Then c:lrcfuUy and e"eruy lighten
up the Sct screws, 10 displace the differentjaJ
iissc mb! y away from the 8ywbccl side and ensuring
full contact between the register on the ilwer face
of Ihc cm'. Ihe differential bearing.
fit the Icft-h;md 5nol drive cover, willtout its
joint washer, the compressed tbickness ofwhicb is
-007 in. (-IS mOl.). Tigbten the sct screws sufficienUy
for the cover register to Dip the beariag ouler rnee:
ovcrtighlcI1ioS will distort the caver flange. The
required preload on the bearings is 001 to 002 io.
(,025 to 05 rolTl.), heDee tbe gap bctwecll tbe cover
flange rind the differential housing and Iransmission
Ct'lsing must be between 008 to 009 in. (2 to 23
mill.). Measure this gap ('A' in Fig. F.8) with feeler
g;IUgCS, and correct it as necessary by filling shims
between the bearina ltnd the register 00 the covcr.
For cxample if Ihe cap as measured is -005 io.
('13 mm.) R sbim of 'OOJ in. ('076 nun.) is required.
MC:lsure thc gap if) several places: any deviations
wi.1I i(ldic-ate tbat the end cover set screws have not
been tigbtened evenly.
Remove and re61 IJle end cover with ils joint
wasber and the selected shim, aod tighten tbe cOYer
screws and differential housing nuts.
NOle. Later assemblies arc fitted with increased
thrust capacity beariogs. wh.icb must be fil1ed with
the identification word 'THRUST' facing' tbe
outside, towards the end cover. Since tbe pre-load
is increased (0 ,004 in. (-I mm.), adjust the gap
'A' (liCC Fig. 8) wilb srums until it is -Oil in.
('28 mm.) before 'he joint wasber is fiued.
(12) Refit the driving flanges. making reference to itcm
(4). The ligblening fi:ure is given in 'GENERAL
nATA'.
(13) Make ceflain (b(lt both drive shans are equaUy free
to rotate, olberwise the vehicle's stecring Illay pull
10 one side.
(14) RcTcr to ilcm (3). Posilioll the remote control shaft
le"er on the boll! end of Ihe oper;ltir.lC lever, illserl
the remote cOntrol sbart frnm underlleath and
engage it wirh the splincd borc or tbe former.
Insert the set screw afler cbecking that (he drilling
in Ibe boss and tbe recess in the sb"n are in
alignment
(IS) Replau the remote cOlltrol hOllsing, the trans
mis. .. ioo and the power Ilnit.
(For 'SERVICE TOOLS' lee page F.12}e
F.IO 1100. 16068
F
;---------------------.. - ---------.... --.. .. -1
I
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L_._ .. __ ... _ .. _._ .... __ .... ____ . __ ..... __ . ___ .... __ ........ __ ... _. ___ .. -----
1100. Issue 1. 16068
F.1l
F
TIIE TRANSMISSION
SERVICE TOOLS
.UIC 1. PuUu (basic tool)
For use wtltn removi nG the differential bearings and
the (jrs.t speed needle-roller hearing journal (four-
speed s,ynchromc$h
ISG 186. Repllccf'-First Spoed Gear BurioC Journal
For use when rcpl::lcing the first spc(d geAr needle-
roller bearing jourual on fnur-speed synchromesh gear-
bo):cs only .
laG 1'4. LaYlt.lr &aria& Repbc.u
The filting of needle-roUer bearings iD the laygear is
made considerably easier by the use of this tool. h CIO
,Iso be used to refit the bearing retaiaing spring ring.
tHG 114 A. Cirdip PUcrs
laG 251. Cirdl:p Pliers-L.rce
l8G 2801. Impa1se Extne.lor (bll5ic fool)
F.12
.m
18G 194
18G 214 A
18G 257
18G 284
1100. Isu>I: 3. 1606S
TIfE TRANSMISSION
SERVICE TOOLS
llG 194. Lanur Ncedle>-foUer Be-tine Replacu
The filling of bearings in the I:)ygear is
made eonsiderably easier by the usc of ws tool. It can
.. lto be ustd to rtfit the bearing retaining spring rinS.
18C 214 A. eireUp PUen
ISG 257. Cirtlip PUers-L.",t
ISG 284. lmpcdst EXb'.tJOT (basic tool)
J8G 114 D. First Motto. s.art IUm6ver A ptor
This ulI.c:tor wiO'l the adaptor positioned in tbe
screwed eDd will withdraw both the first motion shaft
and beariD" provided Lbe drive gear has been removed
aDd tbe beanl'S clip u tractcd.
laG .71. DQDUD)' Layshaft
A pilot (or Unioa up the gean Il'ld (elAining !.he thrust
w3shcIS in position prior to insertins the layshaft proper.
L 100. u".,e 1. j2098
F
. m
l8G 194
18G 1 14 A
18G 257
IBG 2S4
laG 284 II
18C 471
F.II
F
THE TRANSMISSION
18c 569. Fint MOtiOD Shit Dearing Circlip Gl,uge
The use of tb..is gauge will bc:lp to determine the correct
siu circlip required to retain tbe first motion shah
bearioG in position, and al the same time ensure tbat the
essential amount of cod-float is still maintained. The two
gauge sizes 8rc shown on tbe bandle adjacent to the
relevaol gauge.
IIG 572. Synchroruesb Vail Asstmbly Ring
Designed to raciljUttc the assembly or mated syn-
chrODiter and slecve by enabling the $priDgs alld balls tu
be iDsertcd quicldy alld
18C 573. Cbange Speed Shaft OU StaJ Replacer
18G 578. DilrertDtiaJ Dearing Repllteer
18G First and 'Ibfi'd,MolioD Sbaft Deari.og Replacer
18C S8t. Front Suspe03loo aDd Idlu Needle-bearin&
Remover
F.12
18G 569
18G 512
t8G 573
18G 578
t8G 579
ISG 581
1100. l$Jue 2. 52098
TIlE TRANSMISSION
laG 184 B. Fint Modoa Shan Removu Adaptor
This exlractor with tbe adaptor positioned in the
screwed end will withdraw both the urst motioo sbaft
aDti bearing, provided the drive gtU bas been removed
and the bearing clip eXlnetcd.
JIG 471. Du.mmy LaysWt
A pilot Cor ooing up the gears and retaining the thrust
washers in position prior to inserting the Jayshl.fi proper.
IIG 569. Fird Motioa ShaH Dearing Circlip
Tbe use of tWs gauge wiU help to delennine the correct
size circlip requited to relain the first moLion shafl
beario&: in position. aDd al the same time ensure thallhe
essential amount of cod-6oat is sriU maintained. Tbe two
gauge sizes are shown on tbe handle adjacent to the
relevant gauge.
18G 572. Unit Assembly Riaa
Designed to facilitate the assembly of mated :iyn-
chronizer and slve by enabling the springs and balls to
be inserted quickly alld easily.
ISG 573. Clutoge Spud Sban Oil Seal Replacer
IIG 578. OUfereatial Replacer
1100. hsue 6. 16068
F
I RG 284 U
18G 471
ISC 569
18G 572
18G 573
18G 578
F. ll
F
THE TRANSMISSION
lac 579. Fint .01 Third MotioD Shaft Bearing Repllcer
IBG 581. front Suspension and Idler Needle--buriDg
Re.moyer
.IC SSl B. First Modoll Sb.n Spigot Bearill& Remoyu
Adaptor
Use wilh the body of 18G 581 to remove tbe QeedJ.c...
roller assembly (rom the first motioo ,haR.
IIG 582. Front Suspensioo aad J4Ier Gur Bearine
R ~ I C U
eFor usc wilh three-speed synchromesh CrltDsmiuioo
units only_.
F. 14
l aG 579
18(; 581
l8G 581 8
18G S81
1100. Issuc 6. J606I
11IE TRANSMISSION
18C 581 U. Firsc Motioo Sh.(t SpiROI Be_rill. Remover
Adaptor
Use wi lh the body of 18G SSI to remove the ocedk-
rollcr 1I1i$embly from the lint moti on shaft.
IRG 589. Firsl MoHon Sbalt Spitot Beariog Rtpl.cer
IBG 581. front Suspension .nd Jiller Gear Bevin&:
RepJioIcer
18G 587. Spanner
A socket fo r use wi th the standard !orqut wrench
ISG 372 for Ihe removal a. nd refitting of the final dri ve
gear nut.
UsC 613. Tbird Motioa Sbalt 8euiDg RUUO.Cf
Fe' lise when removiog the third motion shaft be"'rinS
10 prevent damace to the housing bort.
1100. IUIIe S. 5610
F
t8C 58 1 B
laG 589
ISG 582
1Be 587
ISC 613
F.I,3
F
THE TRANSMISSION
lie 70S. 8eariq Cufn Jbce Remcner (basic 1001)
IIG 70s C. Betrloc Centre Race Remover Adaptor
Por the reraoval or tho roUt r bearing race centre rrom
the tod or tbe tint molion sbaft. Use with basic tool
laG 70S.
IIG 591:. Torqae WI"CDdl-SO to \ l15 lb. f (5 10
30 q . .. )
lac 669. Drhe Shift CoapU.ag Flange Wrtocb
For usc whee remoriaa or replacicl the Bange retain-
loa nutl, tbw preveoliog possible damage 10 the trans-
miwoo eat ing throuab us.ing improvised mer hods.
. 14
J8C 705
" .".
18G 70s C
.-
18G 591
....
18G 669
1100. lssut S. j6tO
THE TRANSMISSION
18G 587. Spall.llcr
A socket for usc with tbe staodard torq ue wrench
18G 372 for tbe removal and refitting of the 6nal drive
gcar nut.
laG 589. Firsl Motioo Sbaft Spigot Huring Repl .. c:er
18G 59'2. TorqllE Wreoch-SO 10 22S lb. rt. (5 to
30 kr. ID.)
JaG 613. Third Motion ShIlfl Rearing Remover
.For usc when removi ng tile tbird motion shan bearing
fr,,,n synchromesh Iransmissions, 10 preve nt
lLllnage 1(\ Ihe housill g bore .
laG 669. Drift Slaft Coupling Flange Wrench
For usc when removiog or replacing the flange relain-
iog nUl!, tbus preventing damage to tbe trans-
missioo casiog through using improvised
1100. hrue I. 1606S
18G S87
18G 589
JSG 591
18G 613
/
/'
l 8G 669
F
.-
.. ...
F. IS
F
THE TRANSMISSION
IIG 705. 8uriD& Ceotr. Race Remo'" (bask '001)
tiC 70s C. BnriDl entre Race Remover Adaplor
Por the removal of the bearing race. centre from
lb. cad of the first motioo shaO. Usc with basic 1001
18010S.
.,8G tU6. Repl.etf-Idler Gear Buring
For use wilh (oufspeed synchromesh transmission
unilS only.
IBG 1117. MOlion Shari Bearlllg
For uSt when removi ng Ihe (hird mOl ion shaft beilri ug
from (our-speed lransmissioDs. to prevent
d"maSc In rhe housi t'lg bore or hearing .
F.16
18G 70S
18G 70S C
1100. lS11)( I. IMfiI(
SECTION Fa
TIlE AtrrOMATIC TRANSMISSION
GeOCtal description
Power flow diagrams (MecbalUeal)
Power ftOft di.lgrams (Hydraulie)
Adjustmcats ..
lob.ibilor switch
Gear cha.nee c.ablc aad selector rod
Govcl'lIor control rod
Pressure check
StlO speed check
Au.:<.iJ.iary pump and goverQor
DiO'crcntial assembly
Fault diagnosis
First gUl' aascmbly (one-way clutch)
Forward clutch
Gear change cable
Gear train
Service 100iJ ..
Servo assembly
Top and reverse clutch
TraDsmission unit
Valve block ..
11M. halo), 73962
. ,
, .
Fa
, . Fa.2
Fa.S
Fa.'
Fa.'
Fa.ll
. , Fa.6
., F . 12
Fa.7
End or Section
Fa.S
Fa.lO
Fa.3
F . 4
' .. 1
Fa
THE AUTOMATIC TRANSMISSION
GENERAL DESCRIPTION
The automatic lraosm.ission incorporates " three-
elemenl fluid torque convertec with a mAAimum torque
conversion ratio of 2 ; 1 coupled to 3. bevel gear Irai o
which provides four forward geMs and reverse: .
Engine power is transmiued from the cnmkshaft
conyerter output gear through un idler genr to the input
gear which drh.-es Ihe bevel gears in the gear
II':lin asstmbly.
The fioal drive is ltlnsmiUcd from a drh'c gear to I!o
conventional-type differellt;:! l yuit (simillr to that 6lted
10 ., synchromesh transmi ssion unit), whicb in turn
transmits ell gi ne power thrnugh two ftange-type coupling
drive shnfls employing COnSI::UU velocity joints to Ihe
road wbeeb.
Tbe complete Se<lr train assembly. includillg Ihe
reduction gear and diITerential units, runs parallel to,
and below, tbe crankshaft and is in the trans-
mi ssion c.:lsillg w)licn serves .1lso as the engine sump.
The system is controlled by a selector lever within
a gated quadrant ma rked with scven positions, and
mounted cent rall y on the: floor of the car. The reverse,
neutral, and drive positions are for normal automatic
dri ving, wilb the first.. second, third, <lnd fourth positi ons
used for maoual operation or over- ride as requi red.
This allows the syslem 10 be used a5 <l (uUy II;ulomalie
four-speed trAnsmission, from rest to 1n00ximum speed
with the gea rs Changing .1l1tor'llOltlcally according to
thronle position and load. If a 10'ol.'er gear is required to
obtain greater i'lccder:tl ion, an instant full throttle
position, i.e. kickdown' olllhc nceeler:ltor, immediately
produces Ihe chOlnsc.
Complete manual cont rol of all four forward by
use of the seleclor lever provides rapid changes. However,
il is very important that downward changes arc cffected
at tbe road serious damage may
result to the autolDAtic transmissioo unit. The second,
third, aod top gean provide ellgine braking whether
driving auloroalic or nl" nual, in first gear ... free- whcel
condi tion when decelerating. Manual selection to
third 01 $Ccond gc:!r giycs engine bralUng and also lIUOWS
the driver to stay i n a particular lOWer gear to suil road
coaditiol1s or when descending steep hills.
Thlt hydraulic system
Oil is drawn from the transmission casing through (he
m:ain gallU: $lf3.inef pick-up pipe by the main oiJ
pump wbich has a high poteotial C')ut put and servcs both
tbe en&ine lubricati OIl rind Ira llSmissiOIi systems wit h a
COOlfDon oil supply. The oif pusses thruugh drillings in
the cylinder block and a pipe to the extcrnal full-ft ow
tilter and thence to the valvc block.
valve block <lsstmbl y cOl1t rols prcssures to the
llaosmission. Separate valves control tile cOOl 'erler :Jntl
engine pressures. The oil passes frOIll the valve block
througb a h)ng connectinG pipe to the convener slator
uniL Illfee short interconuecting pipes lake the necessa ry
line .ppure 10 eacb of the servos which conlrol brake
band oper3tion in and automatic selector
positions.
FtJ.2
The power ftow tbrough the bevel reduction gears is
coupled to the 6nal drive gear pinion by nlCAns or two
multi-disc elutcb auemblies operated hydraulically ifl
",an ual and the automalic setector positions.
10 the event of low-starting the engioe, an auxilia ry
oil pump of low capacity is employed which is responsi\'C
to vehicle speed oo1y, immediately thc engine starts the
ntain pump .tutoroatically takes ove.r.
The IO"f'eruor .)'Ste.
Tbe governor is driven by the aux.i li ary pump gears and
is or the spriog-Ioaded mechanical type, with ils bob-
wcigbts mounted ou sllort liDks. A rod linkage tramfers
the movement to the governor valve incorporated ill the
\'alve block. chest.
A spring-loaded rod connected to the carbureller
provides an override deyice. Tbe spring lends to be:
compressed by acoelcrator pedal operation, and transfers
thi s load by levers to (he Governor. The effect is to delay
tra vel or the governor, which in tUrD delays gear shint
more AS the aecclerator is depressed.
The torque CODyertu
This is fitted onto a taper on the rear oftbc crankshaft .
RouieaUy it comprises three elemenls, i.e. an impeller. a
turbine. and 1\ sUI tor, but it is onJy sen 'iccd as a unil.
Tbere is a continuous supply of oil circuli1til18 through
the unit ; !.his assists iD dissipating the hut generated,
and tbe out-fl ow passes through a low-pressure valve
whicb roaintain! a 30 lb./sq. in. (2' 1 kg./C01 .2) pressure
within the coovcrter to improve efficiency.
1M brut buds and suYOS
Three brake baods are used. Onc is for revcrse :lnd the
olben provide scoond aDd third speed reaclions. The
clamping load applied by thrce. hydraulic servos in a
com mOl) easing.
Tbe malti-disc dotcbes
For forward motion a single-piston Inulti-disc clutch
tilt drive and is engaged at all limes durin,
forward rootion or the car. Tb!s for ward dutch unit
fitted 00 one sidt or the final drive pinion Olnd on the
other side is 3 top and reverse dutch asstmbly which
has i\ landcm piston arrangemcnt. This featurc is neces
sary hcCIIUse tbc clutch is also ellgaged for revcrse alld
si nce. a greater lorque capacity is required in Ihis CDse both
pistons are pressurized.
The Y8h'e block
This asserobly is constructed or three sections. i.c. Ihe
lid, v:llve cllest, nod pipe cbest.
A linkage arra.ngement locates the selector va lve and
Ibis in turn is controlled by the s:::tector rod, e.'f.tcrnally
cODllected by cable to !.he gear selector lever in the car.
Tbe runcti oo of the various vDl ves is 3!O foUo\\,'s:
directs oil from the maiu to
either the govcrDor val ve for automatic gear-shi fting or
aUern:II..ively (0 the appropriate clutch or sen'O for
manual sel:tion.
1)00. Issue 1. 71962
TIlE AUTOMATIC TRANSMISSION
Fa
The regrl/afor vollY controls the maiu line pressure, a
,(condor)' all tbe valve boosts Ibis preuure when
reverse is selected.
The gOI'trtt()r )lol"e movemeot is coalrolled by the
mechanical govemor and il directs the oil flow 10 tbe
appropriate clutch or servo for automatic gear-sbifts.
The re/"y w/W!s nrt used for shins from second to tbird
and third 10 lop. Tbey enable tbe clutch or required
to be supplied eitber (,om the selector vaJve in '0180uol'
control or the governor valve ill 'automatic', In addition,
pistons filted in froot of the secood aDd third relay
to ensure tbat on up-sbifts tbe eogagemcDI of the
new ralio and release of the old occur simullaneol.J!ly 10
prevenl engine overspeediog betweeo shifts. A rday
valve is not required for the first lear as tbe torque
reaction is cOlltmUed mecbanically by a ooe--way clurcb.
1100. I$$W 2. 1)962
rhe t()II'-Sf(I(( valve short-circuits tbe 8.lUuliary pump
under aU Dormal driving conditions but supplies the
required line pressure (or tow-swrlios. Immediately the
engine starts tbe m:-.in pump automatically tak.es over.
'[be low-pressure valve
l1\i!> vah'e cODlrols the pressure ill the converter to
30 Ib./sq. in. (2'1 kg.fcm.:). Whc:n the engine is stopped
the valve is seated, preventins the l:ooverter drainioa_
This avoids difficulties in checking tbe combioed eogioef
transmission oil level and prevents a noisy aod inefficient
CODverter wheo rcslMlins tlte eng,illc.
The aux:lliary pUlJ\p
This unit is uSI!d ror tow-starting. It is or limited
capacity and is responsive to rOOld speed only_
Fa.3
Fa
------_. "' " .. ,,' " -,-,,---- _ .. _--,-- --, , . --.. ----
1.
2.
,.
4.
S.
FaA
'The components of Ihe automatic Ironsmi.tsiOI! wilh the h,brfcalloll system and 'power flow'
indicaled by arrow,J 10 Ihe componenlS
MaID 00 strn1ner. 6. Coovencr feed pipe.. II. Glwl:mor.
Oil pump. 7. Convener 10 low preuure valve feed. l2. For-r.'ard d.,lch.
Oll tilter (lsumbly. 8. Low pn::!\SUI'C "oJve. Il. Sn,,' uniL
VoII..Ivc block.
,.
Gear l/11in. 14. Auxili'll)' pump oil strainer.
oil feed. 10. Top :IJ1d rcycl"5C clutcb. IS. Auxi1inry pump.
I
--,-------
_._ ... __ .. __ ... _._-- -_.
1100. 2.. 7396
TIiE AUTOMATIC TRANSMlSSION
POWER FLOW DIAGRAMS (MECHANICAL)
The power flow diagrams indicate bow the
various ratios are obtained. Four speeds and
reverse 8fC provided and tbese are brought ioto
operation by engaging the appropriate frictioe
NEUTRAL
Whee in neutral all the bands and clutches are
disengaged. therefore there iI no drive to the final
drive pi..u.ion.
members.
NEUTRAL
KEY TO CQMPO/,\"ENTS
I. Crankshaft
2. Converter output gear.
3. Idkr ac.ar.
4. Input geM.
S. n ~ w a y clutch.
6. Gear cnrrier.
7. Reverse band.
FIRST
FIRST S['>EED
In this mtia the forward dutch is applied aud
the ono-way dutcb is operative. The carrier is
sUltionary, its reaction bei"g controUed by the
ooe--way clutch. The input bevel drivcs the planet
wheels and thc planet pinions drive the forward
output pinion and sban. Thus power is transfc:rred
through the. planet asscmbli c5 to the D1aillshaft,
forward clutch. and the output gear, providing a
ratio of 269 : I.
8. Third gcar ba:nd.
9. Seeood gear bano.
10. Top and,revclSC,dulcb.
J I. Fonvard chllch.
12. Final drivo piniOD.
13. Final drive ScaT.
8.7/'75 1
Fa
1100. hsuc I. 73962 Fa.5
Fa
FQ.6
THlRD SPEED
THE AUTOMATIC TRANSMISSION
SECOND SPEED
As for aU forward gears the forward clutcb
remaios cngaged, and in addition the second speed
brake bud applied. This controls the reaction
which is imposed on the reversedrive bevel when in
tbis ratio. With the planet cluster orbiting around
the reverse drive bevel, power is transmitted from
the input bevel through tbe planets to the rnainshaf,
and provides I ratio of 1845 : I.
SECOND
1
KEY TO COMPONBNl'S
I. CrankIhaIL
2. Coaver1oroutput,eat.
1. Idler &ear.
... TDPUI rear.
S. duLCb..
6. Gear carTier.
'1. Rc.vcrx band.
THIRD
S.

10.
11 .
12.
Il.
Tbird SC3r baod.
Scc.ond tear band.
Top atld reverse clutch.
Forward clutch.
Fina1 drive pinion.
Fioal dri\'t ,ear.
r
11
For this ratio the third speed bevel whet! is held
by its appropriate drum and brake band, nnd in
this case the plantt dusters orbit arou,nd this gear.
Like second speed, power is Iransro;ltt:d from the
input bevel through the pia neLS to the mainshaft
and in lhis case provides 1'1 ratio of ,46 : I.

I too. 1,s$UC I. 11962
TIlE AUTOMATIC TRANSMISSION
TOP SPEED
10 addition to the forw.rd clutch, the top aDd
reverse clutch is engaged. This iu eO"ect locks up
the bevd gars, and the reduction sear auembJy
then rotates DS OTIC uwl to provide direct drive.
TOP
7
I. Craaluhafl.
r
KEY TO COMPONENTS

1t.71.151
2. Convener OUlpul seer.

Third leu band .
Sc.oood IP-I" b&nd .
Top ;u,d rcYetSe cJutc.h.
Forward clutch.
REVERSE
3. (dler p.r.
4. Input sear.
S. ODO-way clulcb.
6.. G ~ carrier.
7. Rcycnc benet
REVERSE
10 this ratio the carrier is beld by the reverse
band-{lbe one-way clutch being inopuativc be
cause tbe rCHetioo is in the opposite direction to
lint spctd).
1n 8ddiLion the top and reverse clutch i1 engaged.
The input bevel wheel drivC$ the pland wheel
ud the planet pinion driVe:! tbe reverse drive gear.
Thus power is traosmitted through the plaut!
8s.scmblir:s to the top and reverse clutch and thence
to tbe final drive pinion to providt a raLio 0(269 : 1.
1100. luut 1. 4692
JO.
II .
Il.
13.
Flrnl drive pinion.
j o ~ drive pro
Fa
Fa.7
Fa
Fa.S
THE AUTOMATIC TRANSMISSION
POWER FLOW DIAGRAMS (HYDRAULlq
NEUTRAL
KEY TO DIAGRAM
I. MaiD oil pump.
2. Oil filler.
J. Regulator valve.
4. Engi ne lubricatic>n ff;lid Yah-e.
S. Com'ClII:r.
6. Low pfUUrc valve.
1. Engillc lubriauion.
8. Gear uain lubrication.
9. Engine lubrication.
10. Selttlor valVCI.
II . SelOClorvajvcdclcnr.
12. Second and lOp i:cm Y:llves.
I], Thirdllc:3r v:llvc.
14. Governor valve.
I S. Forward dUll:".
16. Top:and tlul.::h.
17. Second JClf brOlkc band.
18. Third &elr brake band.
19. Reverse ,car bnoke
20. Tmv 5tan valve.
21 . Auxili:IIY pump.
IVERSE GEAR
on OI
_ Lim:
LubriCII lion.

,1:-" :.1Tj" ' .
-'.'.' . J Con verier pressllr ...
..
1100. Irtuc 2. 4692
TIlE AUTOMATIC TRANSMISSION
POWER FLOW DIAGRAMS (HYDRAULIC)
fiRST OIAl AUTDIIAnc
KEY TO DL\CRAM
J. Main oil pump.
2. Oil liller.
3. Regulator valve.
4. Engine lubric.uioo n:licr valve.
S. Converlcr.
6. Low valve.
7. Engine lullrialion.
S. Gcu mlin lubrication.
J 2. Second llIld top geat valves.
Il. Third gear valve.
14. Governor va1vc.
IS. f'nrward cluleh.
16. Top and n::vcrsccluu:h.
17. Scalild gear brake band.
IS. Tlllrd bra!':e b;:md.
'''0'
9. Engine lubrication.
10. Sdc.::lor lIalve.
19. Reverse gear brake band.
20. Tow , Iart "'3Ive.
21. Auxiliary pump.
hY: ' .. :/,?:.;-j Con\cn c(pl'l:&Su:a.
II. Seloelor valv.: dW:n[,
N,.
FIRST GE AR IW/ujL
1100. Is.sllC I. 71962
Fa
Fo.9
Fa
Fo.lO
THE AUTOMATIC TRANSMISSION
POWER FLOW DIAGRAMS (HYDRAULIC)
SECOND GEAR AUtOMATIC
KEY TO mAGR.-\M
I. Main oil pump.
2. Oil filler.
3. Regulator valvC'.
4. Engine lubrication relief valve.
S. Converler.
6. Lo .... pressure vllive.
7. Engine Jubric;lIion.
8. Gear lrolin lubr ic:atil)n.
9. EniiDe lubricalion.
10. Selcc:lor
11. Selector I'alvc del en!.
12. ScG<.)nd and lOp &car "/lIves.
13. Tbird acar ... AlYe.
14. GOVClTlO( valve.
Forward clulch.
16. Top and reverse clutch.
11. Second gear brake baI:Id .
18. Third gW" brake bioI!.
19. Reverse lear br.U:c band.
20. Tow StM1 valye.
21. Awtil;aory pump.
SECOND GEAR IIA!lUI'
111'11
_ Une Pro.\$'JfC.
Lu'ria'".
h l.;- '1""-"" 1 Exh3USI.
rtL;;JffiHI;:[:
! :":,_, Convener pTtuurc.
110(). Issue. I. 1J961
THE AUTOMATIC TRANSMISSION
POWER FLOW DIAGRAMS (HYDRAULIC)
THIRD GEAR "Ufo.,nc
KEY TO DIACRA..\t
I. Main oil pump.
2. Oll IiIlcr.
3. Rct;UblOr ,.,,,lve.
4. Eosine lubricalioQ relief valve.
S. Con\'crlcr.
6. Low "Olive.
7. 6"llinc lubriution.
I. GeoIr \Tolin lubrJe.ltion.
9. Engine lubric.uion.
10. Sclcxtor vah'c,
II . Seltaor valve delcol .
Il 00. Issue J. 1 J%l
12. Sc:cortd ,ad lOP gear valveJ.
IJ . Third gear valve.
14. Governor wive.
IS. .forward clutch.
16. Top and reverse clutch.
17. Second ac.a.r brake biUld.
18. Third PI brdc baud.
19. Reverse tear brnkt. band.
20. Tow Slut valve.
21 . Awtitiary pWllp.
THIRD GEAR MJ.UAt
_ Line prc.uurc.
Lubrbl iuo.
1
-''' -,,, "'--I E- I,- -, ... . ... '-_. ' " .om.
L. :::,;,: _ :: 1 Corll'crlcr p! w ure .
-
Fa
Fa. 11
Fa
F.1. 12
TIlE AUfOMATIC TRANSMISSION
POWER FLOW DIAGRAMS (HYDRAULIC)
TOP GEAR A/HOM/.'"
amy TO DLAGRAM
I . Maln'oil pump.
1. Oi l li llcr.
) . Rcru'-Ior valve,
4. e n i ~ lubriou.ion relic( lIalW.
S. ConllCfCtf ,
6. Low preuun:: valve.
7. En,jfIC lubriation.
I . GCIf tnin lubricatioo.
J 2. SccoDd 4IId cOP lev va1YC1.
11. Third aear valYe.
14. Goycrnor vlllve.
IS. FOfWIIfd clutch.
16. Top lind rcvC!"SC eh,IIGb.
17. Second ,ear brake blod.
11. Third lUI' b,.kc Nod.
19. R ~ v e ~ eear bt:lke band.
Exhaust
20. Tow lIan "alve.
21. Awt.i1i&Iy pwnp.
9. Eosine lubricuion.
10. Sc t<Xlor valve.
' >.;r.)/d Coovtrle(pres.sure..
J I, SeIOC:lor valve delcnt. ......
TOP GEA R MAtI/lAL
au, o
1100. Issue I. 71962
THE AUTOMATIC
POWER FLOW DIAGRAMS (HYDRAULIC)
TOW START
KEY TO DlACRAM
I. Main oil pump.
2. Oil fihet.
3. Rcsulalor valvc.
4. Ellgine lubrication relief Yillyc.
S. ConI/crier.
6. Low pressure valve.
7. Engine lubrication.
S. Gear Inin lubrication.
9. EnSine
10. Selector 'lUlve.
II . Selector vah'c detent.
1100. l'-Sllt I. 7)962
12. Se.c.ond and lOP SCM valves.
13. Third aCM \I:lI"c.
14. Govcrnor valve.
IS. FUI'WMd clutch.
16. Top and I'l':vcrse du,,:h.
17. Second brake band.
IS. Third gt.1r brnkc band.
19. RcvctsC I:car brake bant!.
20, Tow slut valve.
21. AuxiH<lty pump.
8UO'
_ Line prcuure.
LubriC:ll ion.
Ihmiffpuml Exh.lusi.
Fa
Fa.13
Fa
THE AUTOMATIC TRANSMISSION
Sectioo F . 1
FAULT DIAGNOSIS
Road test proc:edure
It is iroPOruol 10 Ctlrry out a road test in aU cases of
suspected (aulu in order to confirm which component(s)
of the automatie transmission are raulty or rcqlLire
IdjustrnenL
10 suspected cases or slip DC poor aceeleration a coo-
verier staU spet test should be carried out liS detailed
in SecLioD F .2.
Check the performance in all seveD selector positions
I S gi .. ,co below:

Check lbat tbere is key sart in this position only. nnd
DOl io tbe dri ve positions.
Manual I
Confirm that there is dri ve with NO cnaine braki ng.
M(I7fuaI 2. 3, 4
ConfuTo that there)! drive WITH cogine braking.
Drive (automatic)
Check the speed! at whidl aU up- aDd downshifu are
cbangiog (these are detailed below 00 tbe ' CHANGE
SPEED CHART').
Reverse
Conti.tm thai there is dri ve WITH engine brakina
NOTE.-l:o SIlSpttfH cues of r,al" alllSlllissioo ltan
ud/or cl.teb amts., stau speed test shoald be carritd o.t
fD taU gtan to determine wbieb or the clutch anits udJor
brakt blluds art raulty. 1'be mtthlUllcaJ power 00"
diap..." iadiulo the compontDfS in QSt ror tach stU.
l! tbert Is !lUp in all gears a low oil pressan: is i.a.dJc.attd
whicb sbouJd be c:allflnocd hy a prt:SS'W'e at dcuUed
in Stmon Fa. I .
CHANGE SPEED CHART
PosiliDn Posilion Shift JYJ .P.H. ""'.P.H.
' 0 ' LiShl 1-2 10-1 4
9-I3J
16-23
15-21J
2-3 15-19
14-18 24-31 23-29
3-4 20-24 19-23 32-39 31-31
'0'
1-2 27-34
24-32J
43-54
39-51J
2-3 41-49
38-46 66-78 61-73
l-4 51-61 50--58 87-100 82-94
'0' 4-3 50-42
47-39J
8>.<i7
76-64J
3-2 41-33 39- 31 66-55 62-50
2-1 27- 19 26-)8 43-31 41-29
' 0 ' Nil 4-3 21-17
2O-16J
34-27
32-26J
(roll Olll) 3-2 IS-II
1:=!O
24-1 8
22-16
2-1 9-5 14-8 12-6
NOTE.- Tht fipres giveA abo"e marked are applicablt ONLY to earl, automatic: tnOSlllissiOD anita which bate a
final drire rado or 3'" : 1.
l-D.14
1100. JSJalC I . 73962
THE AUTOMATIC TRANSMISSION
Fa
FA UL T DIAGNOSIS
Diognosis and
ReclifieD/ion
Faults
Faully gear seloction, possibly witb tie-up in '0' posilioo on kickdowD . , .. .. 1
Slip or DO dri ... e in forward gears .. .. .. .. .. .. .. .. . . 2,3
Slip in reverse .. .. .. .. .. .. .. .. .. .. .. .. 4, 5, 6
Slip or no driVe in all gears .. .. .. .. .. .. .. .. .. .. 7.8,13,20, 23
Difficult or bumpy selection and shirLS possibly with squawk 00 selection and ..... ith lubrication
warniog light on or low gauge pressure .. .. .. .. .. .. .. .. 7,8,9,13,20
ElTatic alllom.ulc shirts .. .. .. .. .. .. .. .. .. .. .. 7,10
locom:cl sh.if\ speeds .. .. .. .. .. .. .. .. .. .. .. II
Excessive creep or en,ine Sialls when selecting gear .. .. .. . , .. .. .. 12
Unable 10 tow-slArt .. .. .. .. .. .. .. .. . , .. .. 13, 1 ..
Gear wltineconsistcilt with road speed but nOI in 'top' gcar (4) .. .. .. .. .. IS
Continual wbi ne coosistenl witb eogine speed .. .. .. .. .. .. .. 16
No drive in 'first' gear (I) auto matic and manu3.1 .. .. .. .. .. .. .. 17, 18
Slip or 00 drive in ' second' gear (2) automatic a..od maoull .. .. .. .. .. .. 19
No drive in 2, 3, or 4 positions manual but drives in these lears on automatic '0' .. .. 13
No drive in 2, 3, or 4 'd' posi tions automatic, but drives ;0 tbese sears on manual selection .. 13
Poor accelerat ion .. .. .. .. .. .. .. .. .. .. .. .. 21
Reduced maximum speed in all gears wi th scvere converter overheating .. .. .. .. 22
DIAGNOSIS AND REC11FJCA TlON CHART
I Check &ear chan&e c,1.bJe and selector rod adjusl1l1ent (Section Fa,2),
2 Check tbe fillin& of forward clutch feed pipe (Section Fa,),
3 Check the forward clutch and/or the shan riOts (Section Fa,6),
4 Check the reverse lear band adjustment or remove the vaJve block and check: the reverse servo feed pipe '0'
ring se:1ls (Section Fa,4).
5 Remove the valve block aad clean; regulator valve or re\'erse: boosler pi$lon fauley (Section FaA).
6 Check the top and reverse clutch booster piston or shut-off va lve (Section Fa. IO).
7 Check engioe/traosmission oillcvel (SecLioa Aa. I).
8 Carry' 01.11 pressure check (SoclioD Fa.2).
9 Check oil 6her hud '0' ring scab.
10 Remove and examine governor ullit for Slicking (Section F:l.5).
I I Check governor conr rol rod adjustmeot (Section Fa.2).
12 Check cflrburetter adjustment-iocorTCCl idle speed (Section Da. I).
13 Remove and clean valve block. (Section
14 Check auxiliary pump, pipes. and seals (Section Fa,S).
)5 Check gear trai D adjust ment (Section Fa.7).
16 Check converter housing busb (Section A;\ .3).
17 Check free-wheel support dowel boh-she.ued (Section Fa.).
18 Check the ooc-way clutch unit (Scction Fa. II).
19 Remove the vaJve block and check the SCIVO feed pipe '0' ring seals and cbeek the second gear band Adjusl-
ment (Soetion FaA).
20 Check main oil pump and flow valve, Ihe supply and reed pipe seals, and main oil strainer seals (Secdons
Aa.6 and Fa.).
21 Carry out slall speed check (Secrion Fa.2) ,
22 Chan&e tilt torque COilverter uni t (&<ction Aa.3).
2) Check the low prcssure valve.
1100. IUDe 2. 4692 FQ.IS
Fa
THE A'tITOMATIC TRANSMISSION
Fi.t!. Ffl. I
The b,Mbllo,. swi/ch 011 Ihe geor clrmlgt lel'er hOl/sil/g.
Insel, ,lie I iJnll3. 2 and 4 COlIIlUfiOllS mQI'ked 011 'he
swireh
SectiOD F . 2
A
lnbibilor swifdt
The switcb is locakd Oil the rear of tbe gear selector
bousioC (Fig. Fa. I).
l( has four terminals, two of which are councelcd
througb Ihe ian.ilion/sHuter circuit marked 2 alld 4. This
ensures that the engine will onl y start when Ihe gear
lever is in the 'N' potilion.
The terminals marked t aod 3 are \lsed for reversing
(when fiUed) ,
Chedc the gear change cable and selector rod adjusl-
meot before adjusting the inhibitor switcb.
To adjwt
(I) Select 'N',
(2) Disconnect the electrical from thc
switch.
(3) Slacken the locknut and screw Ihe switch b as rar
It- as possiuie.
(4) Connect a test lamp or meter across the switcb
terminals 2 aed 4. Screw the switch into Ihe hous-
ing unlil the circuit is made and mark the switch
body. Continue scre'\'loing in tbe swi tch and nOle the
number of :orOii required until the ci rcuit breaks.
Ule tesl equipment and unscrew the switch
from tbe housing balflhe Dumber of tUInscounled.
(5) Tighten the loc knut refit tbe el:cllical leads to
the appropriate (erounllis.
(6) Verify that the st."Irler operntes only when the gear
selector lever is in 'N', al so that the reversing light
(when fitt ed) operates only when 'R' is selected.
NOTE.- If tl1e- switcb cannot be adjasted to operate
correctly It mIlS! Ix: renewecl.
Fa ,16
Gear change nod selector rod
(7) Pull back Ibe rubber bools. Remove lhc "'''0 cle ... is
pillS 10 discoOllect the gear dlanRe cahle and the
selector rod rrom the bell-crank lever.
NOTE.-Donot slart !he engine with 'be seleClOl
rod dis.collDee'ed.
(8) Ensure thai selector rod is screwed in tightly
and pushed into the lIansmission case 0' far as
pouible.
(9) Reo. the elevis pin into the selector rod fork aod
cbeck asa.inst the measurement given in Fig. Fa.2.
(10) the locknut n n the .selector rod fork. and
adjust if
(1 I) Tighten lbe selector rod fork locknut and rOCOD-
occt the beU-crank lever to the selector rod .
(12) With the gear lever at '0' adjust the: selector cable
(Fig. Fa.2) until the: clevis pin can be euily ioserted .
Cbeck this adjustment with the gear lever in 'R'
and the selector rod pulled out to its utmost
position. TIlis check wi!! also verify tbe conditioo
of the cable. c1e ... is pins, and forks.
NOTE.-ElLSW'e lbat the forked ends OD tbe
and rod are square 10 the beUCF:ank
lever, before reconnecting.
(13) Refit Ihe rubber boato(.
GorUDor control ,od adjustment
(14) Run the engine to its normal wotkins temperature.
(15) Discoooeet the goverDor control rod at the carbu
relter.
(16) With tbe carbureHer correctly tuned. the
throttle adjusting. screw to give a tachometer rend
iog of 650 r.p.m. at tickover.
FIg. Fo.2
The gl!or ond ululor rod showing:
I. Cable .djusli.o; nuts.
2. Cablo.
3. C.bk: yoke.
<t. Selottor rod yokc.
S/lown insel: the dlollge lenr ot D' and
selector rod c/leeking dimeluions. A=- H UI.
C 1985 "'I'll.)
1100. bsuc l. 4692
TIlE AIJfOMATIC TRANSMISSION
Fa
Fig. En,)
The c(mtrol rod tuijllslmen' showing:
1. l'bmuJe adjUSlmenl
$('few.
3. Lockout.
1. CiO"cmor ooolrol rod.
4. tin. (6-" mm.) diaaleter
..d.
(17) JO$CfI Q i in. (64 rom.) diameter rod through the
hole in the goycnlor conlrol rod bell-crank lever
led into the hole io tbe transmission ease (fig.
Fa.3),
(18) Slaclc.:., the locknut (3) (Fig. Fa.3) and adjust the
lengtb of the rod to suit the catbuteUcr linkage io
lhe tickover position.
(19) Reconnect the governor cootrol rod to the carbu-
reuer. Tighten the ball joint locknu( and remove the
checki ns rod from the bell'COlOk lever.
Stall speed cbeck
(20) Start and run the cngil\C until it reaches its nor01JlI
working temperature and ched, the oil level.
(21) Connect a suitable tachometer or that of S(\Iiee
toul laG 671 (sec Fig. Fa.S).
(22) Apply the hand and fool brakes, select any gear
POSilioo except 'N' or I, apply maximum throttle
for n('lt more than 10 $Cconds and note the tacho
meter readi!1!l. Compilre lhe figure obtained with.
the chart below.
R. P.M. COlldilidn Rccti/;ulI/ou
-----
._-
1,700-\ ,tlOO Nil
1,000 S!!llOf (ree wheel Chanse torque
slip
" erler
1,900 TrIIl1SI\l j$sioll slip Cheek Ifansmhs ion
uni l
,""
Road
Test nolC)
l.lOO-I ,GOO Eng;ne down fQr cngine
power
.
(23) Disconneci the tachometer.
Pressure check
():4) Remo\'c the pressure point plug on the engi ne oil
liller. and connect Service 1001 18G 677 (see Fil.
F'1.5) or pressure ga uge (Service tooll SG 502 A
with ripe and adaptor ISG 501 K).
1100. Issuo.: l . 73%2
Fig. FaA
nle oil le'Vld dip$/lck willi the level m,,(klng$ shown
illsel
(25) SI3n and run Ihe engine up to its Dono,1 wo(kio,
U:mper<lture and chock the oil level. Rtsut1 the
engine :lnd check the 'pproXoimate
pressures :
(0) Iu all &esr positioo, except ' R' a prc.uurt of
100 Ib./sq. ill . (703 kg./cm.') should regisler
00 the sauGe. In 'R' the pressure should be
150 Ib./sq. i . (IOS kg./em.,).
NOTE.-ShoaJd lhe 'pproxiro.ate pressates &inn
,bo\'e Dot be obtawable., see Sedioo Fa.l, F,uk
diagoo,Is'.
(26) Rc mow: the pressure test equipment <lnd rent tbe
plug.

1=-

.--

... 6!1'JR
Fig. Fu.5
Checking 11,(, prusure:s and the :slall speed wi/" &(vire
/oClI ISG 677. C()lInecl Iht gr(,fOn leoflto Ihe itni'iorl
coil (C 0 ) ami IIie red Ollft hlark leaJs 10 file
bnflery llnd 1I"gmb'e ferminO'S ,espfOc/ivefyi..,-
Fa. I?
Fa
TIlE AUTOMATIC TRANSMISSION

, -
-,
Fig. Fo.6
Removing 'lie valve bloCk QIIJ JerllO bolts
Section Fa,3
TRANSl\IussrON UNIT
DiAaultJiol
(I) Remove the eogine 3nd lIal"01iS$ion fro01 the car,
see Section Aa .2.
(2) Remove rbe transmissi on (rom (he c"SiDt as
detailed 10 Seclien AII .3 anJy if fitting a replacement
eoginc. ltaosmiss;oo case, or. ir it is necessary to
remove the m:lin oil slrail1cr piek'*up pipe And 5c31s.
(3) Remove. the rroat co ... er ;\nd valve block bobbin .
(4) UQscrew and remove lhe ICO( selector rod.
(S) Remove tbe securing nuLs aud pull Il1e auxiliary
pump aod gOvernor from tJle w\oscnis
sian case.
NOTE.-F91;' all.'Cilliry pomp and io\'croor dis-
manlling anti reassembling. set Sec.tion Fa.S.
6) the d.owel b..;-I t and pull out the
pump tilter outlet
(7) Pull Qt the auxiliary pump Inlet ftnd the rorward
pi['lCs.
Fig. FO.7
the "olve block olld servo unit a.sGT nssembly
}'Id8
Fig. Fo.S
the ouxl/(afY pump end govemof as.umbly
(8) the set screw and lin QUI (he aux.iliary
pump filter.
(9) Remove the e\uleb.
NOTE.-For forward. dulcb dlsmutliac .. d
sec Sedioa Fa.6.
(10) Withdraw the rorward output shaft ond lap oul
the rc:verse valve. Insett tbe duulIny 01.11
ptlt shan Service tool18G tOOl. Remove the dowel
bolt (Fig. Fa.lI ) and remo"c the gcar uain whicb
includes tbe top and ceverse clutcb wilh its Torrio:
Ion needle (brusl beating "nd steel wJsber. aDd tbe
first ge .. r free-whetl assembly.
NOTE.-Fo'f gear lTain disOl:UltliOg aDd re-
assembling) see Section Fo.7.
Fig. Fa.9
lilt! auxiliary oil pump sfrainu (I) muJ piIN
(2) , "';Ih (3) the C/Ille' pipe. alld (4) the forwafd clutch
opply pipe
1100. I. 11962
THE AUTOMATIC TRANSMISSION
Fa
Fig. Fa.tO
nle Jorwnfd Oil/Pili snaft with Onsel) l1fe rel-etse s!Jw
off
(I! ) Remo,"'c the yalv!! block and servo unie securing
bolts. Dcprc$$ the tops of the baods and unhook
them from the servos. Lift out the: valve: block and
servo unit:tS;1n llS&embly (Fi g. Fa.7).
NOTE.- For value block dismantJiog IlOd re-
assembling sec Scd:ion FaA. FM seno unit dis-
maolliug and reassembling see $cectiOl) Fa.8.
(12) Remove tho! b.1nds from the transroission case.
(13) Remove the governor control assembly from the
transmission case. Knock back the loelc washers
And remove the nuts from lhe differential housing
:lIld the differential end cover set screws. Remove
the differential and ho usi ng assembly,
NOTE.-For differeDti al dislOantling and re-
assembling, see Section f:l .g .
. , .
;'
'". I
, -": I
",,",- .'
./ 'L::.."1
r
Fig. Fn.1I
Remor-ing the Irt/in os.rembly. Thearroll'.<; indicate
the flowel boff utl,1 i/.r /oeo/ion in till: free-wheel
suppo"
1100. fssIK. 1. -'3962
Fig. Fa,12
Re/llol';ng"lhe differeJll ftJ l (lssl.!mbJy
(14) Remove the main oil feed pipe and stra iner (see
item (2.
( I S) Knock back the lock washer on the nul OD the
forw/l.rd clutcb splines 'U1d use Service tool 18G
1095 to hold tbe fOP and reverse c1utcb hub (Fig.
Fa .14) .and remove the nut with 18G 1096 (Fig.
Fa.IS). Drift out the top and reverse clutch hub
and lift out the pinion ilssembly_
Fig. /"(1 .13
TIle I11m' lI oil sml;ner, pilk-lip seals
Fa.19
Fa
TIIE AUTOMATIC TRANSMISSION
A
Fig. Fo.14
Using /00/ 18G 1095 10 hold the fOp and
re'ierse splines ow/hell removing tire forword clutch
hub nut
(16) Remove both the beariDgs from the centre webs of
the tcansmiuion case; each bearing must be
drifle.d out on its outer r::act and from opposing
sides of the webs.
Reassembling the transmis5ion unit
Absolute cleaoliucss is essential, fuel (petrol) or
paraffin (kerosene) wbcre necessary for cleaning. Dry the
componenLs with an air pressure IiDe or use non-Ou.(fy
.....
Cleat) all joint (35 and fit new joint washen aDd oil
seals.
After reusembly of each diSnI::antJed unit the complete
transmission can now be rebuilt.
Lubricate aU components with a recommended
automatic transroission lubricaot. This is particularly
important when fittio, Dew '0' rinp aDd seals.
Fig. Fa.15
Rem/willg 'he forward chJlcJ, hub nut
I . Sc:Moc 1001 18G 1096. 2. Scw:kel h3ndle.
F .1.O
F;g. Fa.16
I. Forward clulch splines. 3. Final driYe pinion.
2. Selective thrust \Ir"1ISher. -i. Top aod rev.n;c spiinCi.
Shown (lnscl) c.onttlly as.scmbltd with lhe: arrow indicalia&
Illc d1amrer on Ihe pinion
(11) Refit the top and reverse dutch hub bearings to
the ceutre webs of the transmissioD casing. Orin
each beanng on its outer cage into tbe web until
the bearing register contacts the face of tbe web.
(JS) Refit Ihe top and reverse clutch bub. logether with
tbe hnaJ drh'e gear pinion but wilbout tbe selective
wasber. Ug,blly tighlen the rorward clutch hub nut
unlil Ught f,iclioQ is relt on (be bearings when
rotating the hub.
(19) Check tbe gap ex..i sting between tbe final driVe
gear aDd the fonvard clutcb bub bearing face.
Fig. Fa.17
Using Surlee tool 180 1095 10 hold lOp and
splinu wilen Ihc !onvQrd dutch
hub nul
1100. Wvc I. 73962
THE AUfOMATlC TRANSMISSION
Fa
Fig. Fo.IS
Tightening the forword clutch hub nul wilh Senice
fcclr 18G 1096 (I) tmd 18G 592 (2)
(20) Subtract ,002 io. (-OS mID.) from tbe gap measure-
ment ;'Iod select a wasber of tllis thickness from the
rnnge available.
(21) Remove the hub and rtfit Ihe assembly with U,e
selected wasber and with the charofer on tbe final
drive piruoo faciog tb,e gur train (see Fill. Fa. 16).
(22) Use Service tool 18G 1095 to hokl lhe top and
reverse dutcb SpUIlc:.s (see Fig. Fa. 17) and tigbteo
the forward c1utcb bub nul witb Sef"Yice (00\
18G 1096 and 18G 592 (see Fig. Fa.IS). to tbe
torque figure given in 'GENERAL DATA9.
(23) Check that tbere is light frielioo 00 the beariDgs
when rotaling the hub, i.e. the bearings should
have a prdoad of -002 in. (OSmm.).
Fig. Fo.19
Holding 'he Jonvnrd clutch in wilh SUI/lei!
lool IRG 1097
1100. Is-;uc I. 73962
(24) Tap up Ih.c locking wilsher.
(2S) Insert Ihe forward OUtpul shaft wilh its bi-metal
washer (see Fig. Fa. IO) through the OUlpul gear
assembly. Ensure thai Ihe reverse sbul-ofT valve is
located in the end of Ihe shaft, and Ihat Ihe Wee
rings on the shafl arc io good condition.
(26) Position the pl:lstie sleeve over Ibe. Oll Ihe
forward clulch sbaft and refit tbe forward clulcb
unit Fit Se ...... ice 1001 JSG 1097 (0 relaio the
correct posilion of the forward clutch unit (sec
Fig. Fa. L9).
(27) Refit the forward clutch apply pipe into its locatioo
in the transmission casing.
(28) Refit the auxiliary pump pick-up slra incr ;and pipe,
secure the pipe with the dowel bolt (IiUcd with a
copper se.lling wasber). Refn and tigbten Ihe
strainer securing boll.
Fig. 0.20
Using lite posilioning fixture Service too/ 18G 1094
10 en.flfre correcl olignmem of 'he pfpu
(29) Fit a new joint washer 10 the lransmission casing.
Fit Sel"'lice tool 18G 1094 and align the pipes (Fig.
Pa.W). Remove the tool and refit lhe auxiliaI}'
pump aDd governor assembly.
(30) Refit the auxiliary pump and governor assembly
(Fig. Fa.S), ensuring correct aJignmeol willl the
oil pipes and the forwnrd shart. The plastic.sleeve
fined over the rings on Lbe sbaft is for assembly
purposes, aod wiU become safely displaced .1001
the forward clutch shnft. Tighten the securing outs
to the torque figure givtl."l ill 'GENERAL DATA'.
(lJ) Remove thc forward clutch retainer-Service tool
18G 1097.
(32) Refit lhe second, third, and reverse gear bands
into the transmission casing.
Fo.ll
Fa
THE AUTOMATIC TRANSMISSION
Fig. FQ.21
Refilling rIll: gtor Ifili" "u(!mb/y. The nrrows imJicn/t
the dowel bolr and il.t 11I(:nlioll ill the jre",,,"rrl mpporl
(33) Fit !lCW lIeolls to Ihe ... block bobbins and
(tt the m into their locations in the transmission

(34) Slacken of(' the HlJjllSlmell1 on the servo unit.
(3S) Reassemble the vaive block alld servo unit 8S au
assembly. fitLing new scals to the il1tcr-eonnectiug
pipes.
(36) Refit lhe v"lye block and the servo unit a!O an
assembly into the Iran$miS$ion casc, ensuriug
correct location of the pipes Dud valve block
bobbil)s together with correct engagemeDt of thc
valve block go"'crnor val ... c with the
governor unit. Tighten the valve block and the
servo unit securing bolu to lite torque figures gi ... !!n
in 'GENERAL DATA',
I i
!
,
,
,
Fig. FIJ.22
The CIJ(r(!<'( position of tht Irick-down rod Qssembly
Fo.22
(37) Locate the bands on the servo struts.
(38) Refit the top and reverse clutch hub washer and the
Torrington needle thrust bearing i"to position
with
(39) Ensure thOlt Ihe top "lid reverse dutch friction
plato:s arc rrt:e to drop before refi lling the gear
Ir.l ill assembly into the transmission. CorrccLly
position the second. third. and reve rse gca r bands
in the c..'1SC and refit the gca r Imin, usinS IInDd
rressure ooly to push it into position. Sna p rota-
tion backwnrds and forw:uds of the input gear will
ilSSiSI in engaging the top and revcrseclulch friction
plates. When c(Jrrcctly reassembled the dowel boll
will cligage easily in the freewheel suppon (Fig.
Fa.21).
(40) Refit tht: dowel holt with :'i I\CW lock w:lshcr.
Fig. Fo.2)
The serra Imil hUlld oJi"s(l/Iem;
A '" 640 In 'OSO in. (1'02 10201 mm.)
(41) Screw the gear chang.: selector rod rully into tbc
valve block link:!ge. Check and reset if necesS31)'
the gear chang.: rod adjustmenl (see Section Fa.2).
(42) Adjust the second. third. and reverse servos (see
Fig. Fa.2J).
(43) Fit new to the cover to val ve block bobbio.
and refit into tbe v[\ lve block. Fit:'i /lew j oint w.1sber
and refit the front cover.
(44) Refit Ihe main oil straiocr and pipe using
new seals (ir these itelns were removed), see item
(2).
(45) Rent the differential as detailed in Section
Fa.9.
(46) Rdit the e",:illt (0 Ihe as detailed in
Section A:d (ir removed sce item (2.
(47) Refit the engine/lransmission 1I11it 1<' the car 3S
detailed in Section Aa.2.
1100. b1uc 1.7J962
THE AUTOMATIC TRANSMISSION
Fa
171t! geor se/Ufor r(ttl find tIre gOI'erllor volre linkage
Section FaA
VALVE BLOCK
Tbe valve block COln be removed from cbe transmission
un.il wilb the power unit in situ.
(I is oece.ssary (0 clcall tborougbly the area arouod the
Iraosru.issioD frolll cover before any dismantling is COIll-
meoced. Absolute cleanliness is at all limes and
especially so whilst servicing Ihis unit.
RCOlOtiDg
(I) Remove the oil filter head and bowl assembly,
Doling tbe position of the sr.31!.
(2) Drain the cngine/ transmission unit.
(3) Rerno,'c the eogine oil feed pipe.
(4) Remove the transmission front cover aDd valve
block bobbin.,
(S) Placc the gear selector lever in tJle 'R' position on
the quadrant.
(6) Remove the: beH-craak lever clevis pin. Unscrew
aud pullout the selector rod sufficiently to n:move
tbc valve block.
(7) Loosell the servo uoit securing bolts.
(8) Remove tbe valve block: assembly as ind.i .. idual
components, i.e. the lid. vnlve chest, aDd finally
(if necessary) the pipe chest (Fig. Fe..2S).
The block call also be removed as an
assembly.
dislUautliog tbe ,..I"e block it mwt be
remembered tbat the valves are selected (or each bore. ]t is
o( the Dtmost imporuoce therefore to rtas.sembJe each
nJve mlo its original hare and positioo. Oearuine:u b
at aU lima.
Dismantliog
(9) Reroove tbe lid and valve chest from the pipe
cbest (if removeu as ::l uuit), see Fig. Fa.2S.
(10) Rcmove tbe selector and governor valves,
(11) Remove Ibe 'C' clips aod tap out ' the plugs.
Remo ... e tbe regulator valve. s('ring, and reverse
piston assembly.
(12) Remove tbe 'C' clip and tap oul the plug. Remove
the tOWSt...1f1 valve, spring, and spring retaioer.
(13) Remove the 'C' wps and tap out the plugs.
Remove me secood and fourth gear valves. springs,
and booSler piston.
Fig. Fo.2S
I. Lid.
HOO. Issue I. 1J962
The valve block a.qembly
2. Volvc J. Pipc chw.
Fo.23
Fa
THE AUTOMATIC TRANSMISSION
Fig. Fa.26
The d,t3( witll ,lIe IOC(lfiMS of Ille vall'u ond
compOlltlttS
I. Sdoctor vah't.
2. Go....:mo(YJI"e.
3. Rerulalor YJlvc:..
4. Tow 1Iilln valve.
S. Second and lOP car valve.
6. Third aear valve.
(14) Remove (be 'C' clip and t.lp out (he plug. Remove
the third j;eif valve booster piston, spring, spring
retainer, and the plastic plug.
Iaopecriot
CltaD aU plf'ts thorougbly ia cluo fuel (petrol) or
paraffin (keroseDe) and dry off using aD air preiSure Iinc.
Check for burrs on the valves and valve chest and for
sticldng: Place all componcots in automatic trans
miUiOD oil before reassembling 10 tbe val ve block.
Fig. Fo,27
The voh'e cheSf wi'" 'Ire 'C' clips corrully po.firiOlled
Fa.24
, .. ".
6
A6&31"
ReassembUag
(I S) Reanemble eacb val ve assembly in the reverse
order of dismaotliog (see Fig. Pa.26). Cbeck that
the 'C' clips and plugs are correctly located jn the
valve chcst (see Fig. Fa.27).
Rc8Hing
(l6) R.diU.ing is a reversal of the removal procedure;
take care to locate the selector valvo with the
Flg. Fo.lS
n,t 'loNe block asstmbly s/lowing:
I. Three eon.neetlDs: bobbiJu.
1. Val\"e block to servo pipcll.
J. Valve block to COOller!!!r real pipe.
1100. Jmue I. 13962
TIlE AUfOMATlC TRANSMISSION
Fa
linkage Rod the governor rod with tbe governor.
The 5at on the governor valve must face inwards.
Tighten all securing boILS 10 tbe torque figures
given in 'GENERAL DATA'.
(11) Check, aDd adjust if necessary. the gear cbange
cable and selector rod adjustment (su Section
F . 2).
(18) Refill the engine/transmission unit with the recom-
mended oil to the 'MAX' mark on (he dipstick
(see Section Aa. I).
Section Fa.S
AtJXn.lAltY PUMP AI\'D GOVERNOR
Remo.i4g
(I) Remove the engine/transmiuion unit from the car
as detaited in Section Aa.2.
(2) Remove the securing Ollts and pull the Duxiliary
pump and governor ISsembly from the lrans-
mission casco
Fig. Fo.29
Remo"lling the fluxilinry pump and o ~ r n o r assembly
Dismantling
(3) Remove the speedometer drive assembly.
(4) Remove tbe set screws aDd bolt. Pull out tbe
governor etolre sbaft, Bod Lin away the governor
asscmbly together with one of the 8ulciliory pump
gears.
(S) Remove the circlip, lifl off the auxiliary pump gear,
and remove the governor.
(6) Lin oul the governor bearing trunnions and
wasber.
(1) Remove tbe second auxiliary putUp gear (rom the
auxiliary pump casing logether with its bi-Dletal
washer.
1100. hsuo I. 7J961
Fig. Fo.30
11,e spudomder drive (DId governor assembly com-
ponenls
ReOISsembling
(8) Reauemble tbe al.lx..iliary pump gear with its bi-
metal wBsbec 10 the pump casing.
(9) Refit tbe governor aWlitiary pump gear and circlip.
( 10) Refit tbe governor assemhly to tbe auxiUary pump
aDd retit tbe centre shaft.
(II) Refit the speedometer drh'c assembly with a new
goskel ir ncocssary.
RefiltiJIg
(12) Carry out the instructions given io Section Fa.3,
items (29) aud (30).
NOTE.-Sec 'GENERAL DATA' ror aJt totqN
6gw<s.
Fig. Fa.31
The auxiliary pvmp gears
Fa.2$
Fa
THE AUTOMATIC TRANSMISSION
Section Fa.6
FORWARD CLUTCH
Remoflq
(I) Carry out the operations given in Section Fa.),
;teDl' ( I). aDd (5) to (9).
DlsmauUi.De
(2) Remove the circlip.
NOTE.-Mark the retainer plale and steel clutch plate
10 assist ... heLI reassembUng.
(3) Remove the retainer plate and clutcb plates (two
paper, one steel).
(4) Lift out the piston return springs and pressure
plate.
(5) Remove tbe spri.c.g riog and toggles . The spring
ring is fitted to eatly units onJy.
(6) Use ao air pressure line to blowout tbe piston.
(i) Remove the cirelip and lilt out the reverse sbutotT
valve.
laspecting
Cbeck aU paftll for wear and reoew ir necessary. Cbeck
the reverse sbut-olf valve oil seals aDd rcocw if
RtuSf:mbUoI
(8) ReSt tbe reversc shut-oW valve and fi t a new circlip.
(9) Using Service 1001 18G 1102 assemble the piston
witb the lips of the seal facing iuwards and Jubri
C3ted with IJ"'ll.osrn.ission oil.
2
1---\-
.l Ul U
Fig. Fa.JJ
Filling the forword clutch pislon using 100/
18G 1102
I. Forward dutcb. 2. Service 100118G 1102.
3. Forw.rd clutch pi.noo.
(10) Assemble the toggl es and spriog riog (early uDits)
wi lb tbe ends or tbe spriog ring between any two
toggles (Fig. Fa.H), and with the cut oul tooth
on the pressure plate in the relati .... e positi on to
the ends of tht spring ring (Fig. Fa.32).
,46834A
Fig. Fa.32
The forward clutch compaT/ents. Tbe orrow indic(lleS the spring ring fill ed to early units of1ly
Fo.26
'100. TloSU' J. 7J961
THE AUTOMATIC TRANSMlSSION
Fa
Fig. 0.34
The fit/ed position of the IOlglts anJ sprillg r;"g
(arrowed) in the jorlV(lrd clutch
(11) Assemble Ihe clutch plales and tbe piston return
springs.
(12) Refit tbe reliliner plate with its Sill rc.ssed Leeth
positioned rcl:ltivc 10 the piston return springs.
(13) Refit the circlip,
Re6ttUaJ
(14) Carry 0111 the operations given In Section Fa.3,
ittms (26) to PI).
(15) Rcfillhe governor linkage.
Section Fa.7
GEAR
RemOvtDR
( I) Carry oul the operatiolls given ill Secliun AlI:.3,
items (I) to (10) and (13).
Fig. Fo.35
Relnol';nc the lOp and rel'erst clule"
1. Torrint:ton nccdle: ("!"\lSI 4. Thrust
bc:;lrmg. S. needle thrusl
2. Thrust bearing,
). Top and reverse clutch, 6. Sckctiv(; washer.
1100. Wile I. 73962
Fig. Fo.36
Removing or ufiflillg the third spud Tl!OLfiOll gear.
The nrrow:s indicate tllc hi-melfll WI/shu ltH:aliottS
I. 2. Sh.i,m (ir filled).
(2) Remove tbe free-wIled supporl dowel bolt and
remove tbe gear train assembly together with the
lOP and rcvene clutcb (Fig. Fa.lt).
Dismantlillg
(3) Remove (be top and reverse clutch.
NOTE.-For top and rel'use clulc.h dismaDtling aDd
rellssembliDg, see Section Fa,tO.
(4) Remove the thrust aod washeD (Fig. Fa.25).
(5) Remove tbe third gear reaction member togctber
with its thrust washer and shim (if6ctcd) Fig. Pa.36.
(6) Remove the input gcar, and pull off the first geilr
free-wheel reaction mtmber and needle-roller
bearing (Fig. f;!.37),
1
AUITA
Fo.37
Remo\'ing the iI/put geflr (I), the first genr free-wheel
renctioll member (2), ond the needle-roller bearing (3)
Fa.27
Fa
THE AUTOMATIC TRANSMISSION
Fig. Fo.38
Removing Ihe one-\.'oy dUIC/J olld the inpul genr '11';1/1
ils Torril/glon nel'dlE fllmsl bearing o"d lV(lsher
(1) Knock b;ld lod.: wa5hers ilnd remo .... e tbe first
gear frct-wheel bousing set screws.
(8) Pull out the: first gear frcc-wheel assembly. ioput
gear, Torringlnn (hms' race. and washer (Fig.
Fa.38).
NOTE.-For firsl EHr free-wbeel 2ssembl1l disruanllinc
aud reu.sembling, see Section F . II .
(9) Check the markings 011 the carrt.:=r and the bearing
caps, i.e. marked NIL or wilh the leUtr '0', These
lIrc reference marks to nlling dimeosions and tbe
caps must be refilled il\ their original positions as
Fig. Fn.)9
Removing In/! forll'UI'tI and rel'c.1 41! OUlp1l1 gC'ors, a",)
Ihe plol/I!tnry genrs from the carrier
Fo.28
indicated by the marltings 011 reassembl y of the
unit ,
(10) KIIOC'c back Ihe locking tabs and remove the'
bearing cap bolts and the stTap bolls. Lifl
out tbe forward output gear, reverse output gear,
3nd tbe pinions.
(II) Uft off the lhrusl bearings. pini t>Ds, and thrust
\.\Iasb.ers.
(12) Liftofftbe forward output gear and thrust washer.
tbe reverse output gear, thrust washer, and thnlst
race.
Inspecting
Clean aud examine all parts for wear. Fit new tbrust
if requ.in:d and reo.:::w if necessary the Torrington
needle thrust raccs.
Fit new rubber seals and replace any loc"ing plales
which have been disturbed.

(13) Assemble the forward output gear il..s bi
metal wasber and tbe 004 in. (to Inro.) shim (if
fitl.ed) interposed between tbe washer and
tbe c.urier (see Fig. Fa.40). Assemble the reverse
output gear with it s Torrington needl e thrust bur
iog and steel wasber.
(14) Insert Servicc tool 18G 1093 through the forward
outpul gear and tbe assembly to ensure correct
alignment.
(IS) Check aQd reset tbe timing of tbe gear train (see
Fig FaAI) by rotating the planetary gears until the
timing marks 3rc in alignmel.ll.
(16) Retain tbe timed position of the gear 1!ain and
refit to tbe carrier ensuring 111;;11 both timing marks
align with Ihe dowel surface of the clllTier.
(17) Refit the bearing caps to their respective positions
(see markings), and using uew lock.ing plates relii
and Ligbten the bearing cap and ca rri er bolls to tbe
torque figure given in 'GEl\TERAL DATA..
It 00. Is.sue t. 73962
THE AUTOMATIC TRANSMISSION
Fa
8
6
I
5
4--
A 681]"
Fig. FCJ.40
The complelely dismantled gttlf IM;II
I, Getl t carrier.
2. j'lanclary ReIHS.
). Fonvatd OUtpUt gear.
4. Reve(se outPUI gear.
Fig. Fa.4!
Timing Ihe geflr Irai"
1100. Issue J. 73962
S. Steel w;u.bet (reverse output gc:u).
6. PJ:tacIMY gMt IVUhtrs.
1. Sleel sbim ((orwuu output gc;,r).
8. Oi-metal washer (ronv:ml output gcar).
(18) Assemble the third speed reaction gear with iu
bi-metal w s h ~ r fitted with [he while metal fau
towards the reverse output :;car and with the steel
sbim(s) located between Ihe bi-melal washer and
[he gear.
Retain each washer and shim in position with a
suitable grcast: amI rdit the ;'J sscmbly to the gMT
train (see Fig. Fa.42).
l-ig. F(I.42
Refillmg the third speed reoc/ioll gear with ilS bi-metal
washe,., loco/ions il1dic(I/ed by ",rok'S
1. Bi-melal washer. 2. SlUm (If filted).
Po.29
Fa
THE AUfOMATIC TRANSMISSION
)
1
... ".
Fig. FaAl
Refilling illpul gear (I), 1M fiTSl geor free-wheel
(o('/;on (2), al/d Ihe bearing (3)
(l9) Assemble the bevel input sbaft wilb ils Torriugtoo
needle thrust bearing and sclcclive stul ""'asber
(see Fig. Fa.38).
(20) Refit the Doe-way clutch to the gear trAin housing
(Fig. Fa.38), tighteD the securing bolts. nod lap up
the locking plate tabs.
(21) Refit tbe free-wheel SUrraTt.
(22) Refit the input gear and needle-roller bearing (su
Fig. FaA3).
(23) Refit the top and reverse clutch witb its selective
steel wasber and Torrington needle thrust bca,ring
onto tbe reveBt oUlput shaft (see Fig. Fa,44).
(24) Check across the splincd cnd of the reverse output
shart aod tbe adjattnt race of the top and reverse
clutch (Fig. Fa,45). Doth race:'; must be c:;{;u;tJy
Fig. FilA:j
Refilling rill: lOp and re n:rse clulch
I. Torrillg!on Utruu
balina:.
2.. Thrust wo.!hCl'".
l. Top and reverse clutch.
Fa.30
4. Thrust washer.
S. " orrington DC\.-d!C thrUSl
bearin8
6. Sc!ccliyc washer.
level, with 00 gap, to ensure that the. third speed
reaction gear bas no cDdfloat and the correct
is maintained.
Example: If thc selective. washer fitlc:d in Ope 'il
tion (23) was 0365 ill. (-93 RIm.) thic\: and after
check..ing Ihere was a gap, fit the correct selective
washer fro/)l the range ava il able (sec chart
below).
Gap Washer reqo.iced
1)00 to 0035 in. (-000 10 '088 rom.) ' IIBS in. (3 mm.)
-0035 to ,0015 in. (088 to 19 mID.) ill5 in. (2'88 mm.)
0075 to 011 Sin. ('19 to 29 rum.) ' 1095 in. (2'78 mm.)
011 5 (0 01 50 in. (,29 to 38 min.) ' 1055 in. (2' 67 rnm.)
Fig. Fa,45
Checking rhal the emi of fhe reyeru au/pili shaJI (I)
is leYei with Ihe infemai face oj the top Qnu
clutch (2)
Refittine
(25) Carry out the operatiolls given in Scctioo Fa.)
items (39) and (40). The remainder is a reversal of
the removal procedure.
(26) Refi t the power un.i{ to the car as detailed iD
Section Aa.2.
t 100. f$.SUe I . 739tlJ.
THE AUTOMATIC TRANSMISSION
Fa
Fig . . FaA6
filling rUDlionslJip of iel"ers ",illl ,lie
reaclioll levers omd Sinlts
Seelion FI.8
SERVO ASSEMBLY
Remo\'lDe
(I) Carry out the operalioDs given in Seclion Aa.2,
items (I) to (10) and (13).
(2) Remove the free-wbeel support dowel bolt and
remove the gcar train.
(3) Depress the tops of the bands, remove the SC(l'O
unit and valve block. retaining boilS, and remove
the valve block and servo unit as an assembly.
Dismaolliog
(4) Remove the C(nlrc shaft aod Lin oue tbe servo
levers, reaction levers. washeN, and strulS.
(5) Hold the servo cover aDd release tbe: securing
screws and tbe cover.
(6) Lift out the springs aDd piSIt)IlS.
Fig. FaA7
Till!. serw) uml c(Jmporvnfs
1100. 1)962
Fig. Fa.48
Compress 1M seno spring using tonI 18G 4$
und adjust Ihe spring leng'" by rurniPlg IlJe (lui
(arrowed)
(7) Lock together the spherical nut and locknut.
(8) Clu:ck Ihe sen'o sprillg length (see Fig. FaA9) and
adjust if m:cessary usi ng Service tool J8G 45 to
compress the spring (see Fig. FaA8). Hold the
threaded centrc shaft with 0. spanner OD the
spheric,,! nut. and turn the out to
adjust the spring lenglh to the dimension gjveo in
Fig. Fa.49.
InspectiD&
Check all ;:>ar1s for wear and renew if necessary.
Fig. Fa.49
TIle seno spring adjustmellt
.-2
tV
in. (525 mm.)
Fo.ll
Fa
THE AUTOMATIC TRANSMISSION
Fn.50
The corral jilwrl po.Ii/iulI of ,lie serrD 'ti m "fi(m /1.':-('''$
RClS9Cmbling
(9) Lubri cate: the seals alltl lit \he pistl'OS );1) the
correct (lips of r.,cill& downwards).
(10) Assemole the springs .1I:d COV(r.
(1 t) Hold (he cover i ll and f.\ the drive screw$..
( I:!) the slnll s, washer(s). reaction Ic\'ers. and
sen o in 'nc rc\"crse order of dismanlling
Fa .46).
Pig. FI'I.51
The brake banns (Inn .fImls corrully posiliolJed
FD.32
(13) losert the centre shaft wil h the cut3way in the
shafl correctly
Re61ling
(14) Reverse the .... .:mo\'aJ procedure and ildjust the
SC[YO ballOl> Fig. F:1 .2J).
Section Fa.9
OU"FENENTlAL ASSEMHLY
Rl'!non,1
(I ) RClIlu\c _he cngine and t ra llsmi$SlOn f mm til l' car
(see Sect ion "01.2).
(2) OrRin the unit.
Use Service tool 18G 1100 to hold the dri , ing
Hauge! and remove thoe centre securing bolls.
Withdfi'lw the Ranges rrom the splined shafts.
(4) Knock b<tck the lock was.hc:rs <)nd remove tbe nuts
from the fin:!l housing.
(5) H.cmovc Ihe securing screws :md pull tbe kiek
down linkage ;'lsscmbly dear of the tra nsmission
ctlse.
(6) Remove tbe twO .sc1 screws the end cover
(0 the and refilm'l! the flRal drive :l.nd
housing zssembly (Fig. Fa,52).
(7) Remove the rem3inio) bolts rroro the eud
cover atld rCIUO\'C the ... ,:I\'cr and (he ;!.djuurocnt
shims.
Fig. Fa.52
Rcrnoljng Ihc diffcrmtinl (lSSembly
1100. Issue I. 73962
THE AUTOMATIC TRANSMlSSION
Fa
Fig. Fa.53
The differential componenlS wilh Ihe arrow imllcolillg tilt aligmluff' slot '" Ihe spacer
Oismuillng
(8) Remove the differeotial unit from its casing.
(9) Wjtbdraw the oil seal housing, remove tbe bearings
usioG Service: tool 18G 2.
(0) Knock. back the locking plate tabs and remove tbe
bolls sccurina: the driving gear 10 the ugc. Mark
the gear "nd cage 50 that tbey c:ln be refitted in
their origjoaJ posiuoru.
(t I) Separate the drivin, gellf (rom the cage aod re-
move the diO'ercnt;zaJ gear aod thrust washer from
the driving gear.
(12) Tap oul the fOU pin and remove both pinions and
thrust washers, pinion spacer, and the other
differential gear and thrust wastIer.
lnspectioo
Clcao aDd enrnioe tbe components (or wear and 6t
Dew parts as oecessary.
NOTE.-U IlDY component baa salrered damAge mUi
(be result that swarf bas been taco the lubrkat-
ing system tbe aUlomatic. transmisstoQ must be remoTCd
(Seetion Aa.3) aud dismaotled as der3iled lD SeelioD Fa.3.
11lis also applies if fittinZ replac:emcDC dri,e gear
plo.iOD into the ami_
Absolute duuliness Is essential.
Reassembling
(lJ) Reassembly is II. reversal or tbe disruaotling pro-
cedure. Make sure tbat tbe differential gear thrust
washers Olfe refitted with their chamfered bores
against the machined races bf the differential gears.
Refit all components in tbeir origiual positions.
Re6tling
(14) Rent tbe differelllHl1 un.it into the transmi ssion case
and pusb tbe assembly towards tbe converter, with
the slot in Ihe spacer in alignment witb the dowel
in the transmission case (Fig. Fa.53). Fit a new
joint washer coaled witb Hylolllor jointing COnl-
pound. Eosure tbat Lbe oil seal is pressed squarely
agaiost Ih.e face of the spaccr and refit the differen-
tial housing, fit new locki ng rlales, l!.Ild lightly
tigllten tbe securing outs.
1100. lliJ,uc I. il962
Adjus/me",
(is) Refit cod cover without a joint washer bul with
the orisinal adjustment shims. tighten tbe cover
bolts evenly and sufficiently ooIy for the cover
register to nip tbe bearing outer race; overtighteo
iog wiU distort the flange.
(16) Tlike a reeler gauge measurement at varying
positions between the sidc covcr flaoge and the
differential bousing, any variation' io mealiure-
mellt will indicate thM the cover bolls are oot
evenly tighteoed. Adjust tbe cover bolts accord-
ingly unl il identical l1leasuremeots CAO be obtailled.
Tbe compressed thicleness or a new cover joint
washer is 007 in. (' 178 rom.) aod tbe required pre-
load on the bearings is 002 in. ('OSI mm.). The
correct gap is tlu:rdore 009 in. (,229 mm.), aoy
deviation rrom this figure must be made up by
addillg or subtracting shims.
U the fuler gauge rneasuremeot is
005 in. ('127 mm.l, add a sllim ofOO4 io. (' 10 mm. .)
thickncss between the bearing and the eod cover.
(Ii) Rcmo .. :e tbe cnd cover, fit shims as required. and
rent the cover with a new joint washer coated with
HylolDar jointing COI\lpound. Tigbten tbe differen-
tial housing DulS and the cover bolls to tbe torque
tigur.:.s gken in 'GENERAL DATA'. Tap up the
lockiog plate tabs, except the nut which acctpts the
exhaust pipe brackct (fitted \\'hen the engine is in
tbe: car).
(18) Lubrialte the driving flange oil seals aud refit the
flaoges makiDg sure that the split collets are cor-
rectly located inside the flanges. Fit new rubber
seals to and refit the central securing bolts. Hold
tbe Ibob'CS witb Service tool 18G L 100 aod tigllICo
the Oange bolts witb Service tool ISG 372 to the
torque figure given ill 'GENERAL DATA',
(19) Refit tile governur coutrollinkuge to tile traosmis
SiOli case with a new washer. Ensure the lever is
positioned correctly, relat ive to the goveroor (see
Fig. Fa.21).
(20) Carry out the 'Refittiu.g' iost(uctioJls given io
Section Aa.2.
Fa.)3
Fa
TIlE AUTOMATIC TRANSMlSSlON
.--------------

00
0

Fif. FO,54
Tlte lop Q1/d clufch components
Seelio. Fa.tO
TOP AND REVERSE CLUTCH
Remo"int
(I) Cart}' oul the Opt!lOItiOUS Biven in Section A . l,
items (I) to (10) and (13).
(2) Remove the rree-wheel support dowel bolt aod
felllO"'C the gear train .
Fig. Fa.55
U$ing tool 18G 110) (2) 10 remoye or Tefil
lite rt.""ru genT pis/on (J) (olhe fOp ond Ttverse duu:h
unil ( I)
Fa.34
(J) Remove the top aod reverse clutch frolll the gear
train together with tbe Torrington needle Ihnat
bearing and tJIC steel washer.
DismantlUlg
(4) Remove the double spring circl.ip.
(5) Rernove the retainer plate.
(6) Lift out the paper pl:lte, sprwg ring, steel plait,
p:lpcr plait, spring ring, aod tbe thin steel plate.
(7) Remove the circlip. spring relainer, arid tbe
pistoo return coil spring.
(8) Ughtly shock tbe assembly .lgainsl a flat surface 10
remove the top gear piston and cylinder.
(9) Re:6t the re"'erse (booster) piston iuto the bote,
easing tbe pislon ring into the bore with II.
driver.
(10) Fit Service tool ISG 110) ioto the clutch unit and
holding thc>;e together, lightly shock the assembly
against a Oal surface to remove the reverse boosler
piston.
lnspectiDg
Cbeck all parts for Wear and renew if Dcc.c.ssary.
Renew the oil seals in the pistons. Check the piston ring
gap wbicll must be 016 to -020 iD. (4 mm. to 5l mm.).
for both rings when fined in their respective bores.
ReassembliDg
(11) Refit the reverse gear booster piston with the boSi
facing outwards, using Service tool 1 SG 1103 (au
Fig. Fa.55).
1100. laue I. 7396l
1HE AUTOMATIC TRANSMISSION
Fa
Fig. Fa.56
one-I.'af thf' gear froln, wltl, rhe input gear, bearings and ,hrust washer showl! in
ossembly sequellce
(12) Refit tbe top gut piston into iLS cylinder with the
boss Cacing outwards.
(13) Fit the lop gear piston aod cylinder into tbe clutcb
housiog, with the cul-away$ 00 the rear outer edge
of lIlt cylioder opposite tbe holes io the dutch
bousing.
(14) Refit the top gear pistoo rdurn spring. spring
retainer. and circlip.
(15) Refit tbe clutch plates, aligo..ing Ihe cutaway in tJle
steel (thin steel, sprint ring. paper, steel,
spring ring, [Iaper),
(16) Refit tbe ret.,iot:r plate aod circtip.
NOTE.-Befote refittiDg the clutch naif, ensure tb.at the
(ridioG plates are free to drop.
Re8ttiag
(11) Carry oue the operations given in Section Fa.7.
items (ll) and (23).
(18) The remainder is a re,ers.,1 of the removal pro-
cc:dure.
Section Fa.ll
FIRST GEAR FREE-WHEEL ASSEMBLY
(ONE-WAY CLmCH)

(I) Carry Ollt lhe operaliou gh'cn in Secliou Aa.3.
items (1) to (II) and (IJ).
(2) Remove the {roe-wheel support dowel bolt aol:!
remove tbe gear train.
Fig. Ftl.S7
The compotferfls of ,lte one-way cluld/
1100. lIsue I. 7]962
(3) Knock back Ibc locking plate ttlbs nlld remove !.be
retaining boiLs and the first geM free-wbeel (ooe-
W:J.y clutcb) from the housiog.
DismanLliDg
(4) Remove the circ1ip.
(5) Lift out the spring riug. tirst gear free-wbeel,
iotennediale spring ring, and thrust bearing.
laspectio.&
Check aU puts (or wear and reoe ..... if IJ6CtSSBry.
Reassembling
(6) Reas.scroble tbe tluust beariog, intermediate
spriog riog. first gear free-wheel (lip faciog out-
w:J.rds. see Fig. Fa.58), spring riog, and refit tbe
circljp.
Re6tting
(7) Refitting is a reversal of the removal procedure.
Seclio. Fa.12
GEAR CHANGE CABLE
Removal
(I) Pull back the rubber sleeve and disco/wed
gear cbange CJ\ble by removiog the cievis piD.
SlackeD the yok.c clamp Dul aod remove the yoke.
Cj " ....... h.
k ........ ................. ...
......
Fig. Fa.58
Filfing ,he one-lVflY clulc/, with (hI: lip (flrrOll'eJ)
correctly posi'io"ed, uppermost
Fa.35
Fa
THE AUTOMATIC TRANSMISSION
9
B
I
w

0
- j
@l 6
..... - ,.
1O
12- ....:....;;
13-----j
14
-, ......
Fig. Fa.59
TM geuf ',ous;ng nlld cablt compone,,'s. h,StiS show the reverse return spring loemion nnd tltt coble CQI'UIUlions
I.
,.
,.

YokG.
,.
Cable adjwlint tllll5.
Rubber s)c(:vf.. 6. Cilbk.
Rubber fcrrulet. 7. R.:.-cne rClum sprinK.
Cabk skeve. S Quadf';U1L
nut, rubber ferrules, and sleeve (sec Fig. Fa .59).
Remove tbe froot acljusling nut from the outer
cable and puU tbe cable dear of the
(2) Release the cable clip from the floor panel.
(3) Remove the front Hoar covering.
(4) Disconnect tbe eleCirical leads from lbe inhibitor
switch.
(5) Rcmo ... c the four UUtS securiog. tbe gear
bousiug plate to the floor p;,nei and remove (he
housing and cable assembly.
DismanUing
(6) Hold the in a vice aud remove the set
screws securing the quadraot to the housing.
RcJe:' .o;e tbe reverse returo spring from the base of
til(: iH)using aud remove the quadrant and lever
assembly.
Pa.36
9. Gar selector lever.
10. Joint washer- basc plAte.
II.
12. Joiol washcr--housWl.
13. Gear chan&c housing.
14. JnhibitUf
IS. Rubber gronvrn:l-bouting.
16. Lever rillnger.
(7) Unserew the cable securing nul frOIl1 the fronl of
the housi ng, pull the cable from the housing and
release it from Ihe geat cbange lever
Inspection
(8) Cleao and inspect moving parl$ for wcar.
ReusscQJbly
(9) Lubricate all moving parts with grellSe.
(10) ReaSkn,bly is a reversal of the di smantling prQ-
cedure.
Refhtiog
(1I) Refittil'lg ii a reversal of thc removal procedure.
Fit a new juilJl washer I Ih,; plate if
necessary.
(12) the inhibitor swit..:h {al'ld Ihe gear change
cable and selector rod as detailed in Seelion Fa.::!:.
1100. tl'.!ue I. 7)961
THE AUTOMATIC TRANSMlSSION
Fa
SERVICE TOOLS
Operotion Tool No. P l g ~ No.
Au.'(iJiary pump I!.nd governor assembly-removing aDd refitting 18G 1094 Fa.39
18G 109; Fa.39
Converter-removing aad refilling .. 13G 537 Fa.l&
13G 1036 Fa.la
CODverter bousiog-oil seal replaciog 18G 1068 Fa.l8
18G 1068 A Fa.la
18G 1087 Fa.l8
Converter bousing-removing and refilling. , 18G 1098 Fa.40
Differential drive sbarl coupliog removal ., 18G 1100 Fa.39
Forward clulch-disD:Wllliog and reassembling 18G \l02 Fa.40
Forward clutch huh DUI-removing and refitting 18G 1095 Fa.39
18G 1096 Fa.39
Gear carrier asscrobly-dismantliog and reassembling 18G 1093 Fa.39
Goveroor bousiog----ceutraliziog , . 18G 1106 Fa.40
Idler ;:IIJd input gcars-cbeckiog adjustment 18G 1089 fn.39
Pressure aod siall cbecks 18G 677 Fa.la
SI:ator canier oil seal-removing and replaciog , . 18G 134 Fa.38
18G 134 CN Fa.la
Top led re\erse cll.llcb-dislD8Dlling :aDd reassembliDg .. 18G 1103 Fa.40
Top "Dd revcNC ciu(eb bub-removing and refitting 18G 1095 Fa.)9
18G 1096 Fa.39
Torque scuing$ 18G 372 Fa.l8
18G 537 Fa.l8
18G 592 Fa.3S
1100. l..;sue 2.. 561(1
Fa.3?
Fa
THE AUfOMATIC TRANSMISSION
J8G 134. BurloC and 00 Seal Replac.c.r (buic tool)
18G U4 ex. ~ p l ~ c e r ou SuI Stator Carrier
".
laG 372. Torque Wrencb-30 10 J40 lb. ft. (4-IS to
IN ....... )
IlG 537. Torque Wruch--5, tl:. JO lb. (I. (69 to 4'IS
kC- m.)
IIG 592. Torque Wrt.DCb-35 to llS lb. n. (4'84 10
31-14 kg. m.)
18G 587. Spanner (Coovutu untre bolt)
18G 677. Pressure Test and Tachometer Equipmeat
F . 38
18G 1068. Remove!" aud Repl.ttr (basic tool)
.. '"
IIC I068A. Ada9tor Set-Replacer Coonrtu HOO3U1a
OU Seal. UK "Ub 18G 1068
J8G 1086. COD'ferter RelD.O'fer
18G 1087. COQverter HollSiDg Oil Seal Removu
lIOO. ISlUe 2. 56]0
THE AUTOMATIC TRANSMISSION
Fa
ISG J088. CODycrfer Output Ge:llr Iiold1og Tool
JIG 1093. Dammy Sh.rt-Fonoru'
laG 1094. PosUioDIDe Flxlwe-Oil Pamp Pipet
1100. wue 2. 5610
18G 1095. Holdr-r- Top aDd RC'ferse CIgIc:h Hub
':'0'
18G 1096. Sor\l. tf Spanntr-Forwvd Outcb Hub Not
.......
laG 1097. Reutaer-Forward Oatcb
JaG 1100. Wrcath-Drin Shaft Coupling Fl.nEe
Fo.39
Fa
THE AUTOMATIC TRANSMISSION
18G 1098. OUlpul Cellt Oil
Sui
IBG t (02. Rtpllcer-Fon ... rd Child! PiilOD Seal
fa.40
IBG U03. Replacer-Reverse Clal@. PL'Iton Seal
lSG 110G. CenrraUze.r-Goremor Housing
1100. wuc, 2. 5610
General descriptio!)
MainteoaDce
Constant-velocity (bell) joints
SLidiog joints
Tools . .
1100. ~ ~ I I 6. 56 10
SECTION G
THE DRIVE SHAFTS
G.I
G.2
End of Section
G
{,il
G
TIlE DRIVE SHAFTS
GENERAL DFSCRJYJ10N
Eacb of the two drive sbafts employed has two prin-
cipal members iocorporaliog a Hardy Spietr constant-
velocity bt:1I joillt. Tbe hemispberical iuterior or tlle bell
joinl and the exterior of the inner ball rllce have sU:
grooves machined io line with Ihe sbart axis, aDd a ball
cale carrying six baUs is illiuposed betweeo (be two.
The ,Ieel balls eog.:l gc tbe grooves of both members to
key them together and lit tbe same lime aUo\\' the melT'l-
bers to hinge rrcdy upoo eacb other.
The joint is packed witb special grease aDd the unit is
enclosed in a sealed rubber boot. The inner end of the
drive shaft is splincd and has a pre-lubricated slidi llg
joint stakd willi a rubber boot.
MAINTENANCE
Examioc Ihe rubber boots enclosing Ihe conSL1nl-
velocity joints ptriodic.1l1y aud replace tbe boots im
mediately tbere is Oloy sigu of deterioraLion or d;l mage.
If a boot is damaged lubric.ant will be lost ;1nd roa.d
grit will <:lIier thcjoint. It is dlen ncusSi'lry to remove the
joiot (rom tbe sbafl and 10 cJiSrG30tle :lnd inspect tbe
componeots (Section G.I). If a rubber boot is damaged
io tbe workshop aod dirt has not entercd the joint.. a new
bool ma), be filled (Sectioo G. I, item 26) without dis
Dllntlin.c Ibe j oi nt, arter first removing Ibe drive shaf!
(rom the vebicle, releasing the slidingjoiot (Sectino G.2)
and repaclUog the joiot with Duckbam's MB grease
(Section G. I, items 16 and 22).
SectioD G.l
CONSTANT-VEWCITY (IlELL) JOINTS
The constaot-veiocilY beU jOiDt may be rerooved (Of
replacemenl 8S .8. unit or to bave a Service kit fiued.
Under no clrcumsLanoe.s must individual components be
replactd iu the beU joint assembly.
RemoYiog
(I) Remove Cue drive sbaft assembly as w Section H.9.
(2) Clean tbe sha(1 nf road dirt and grease ond mount
the shaft centrally in a vice fitled with soft jaws.
(3) Prise off tbe rubber boot cups, or cut the sof( iroo
wire, aDd pull back: Ihe bool.
(4) Tbc beU joint cao only be dismaollcd aftel" the
,emoval of the sbaft ; hold the shaft and jOiDt
verticaJly, Ihe beU joint downwards, and give lbe
cdge or the ouler race a sbarp lap witb a soft-
faced mallet (see Fig. G.I). This should contract
tbe rouodseetion spriog ring tbat is localed in a
deep groove in the exlreme end of tbe sbaft and
enable the joiol to be drawo from the shan. II
should Dot be Decessar), 10 use: heavy blows for tbis
operatioo.
DltlDanUiog
(5) The joint should be dism8Dtied only if there IS
reason to believc that it is still servi ceable.
G.2
(6) As the components are mated and have operated
togetber, they must be kepI io the same matina
relationship. The relative positions of the ioner
and outer races aud thc c.1.gc should be marked
with blue marker or a paint which will not wash
off when the parts arc cleaned.
(1) Witb Ibe shaft withdrawn thc ioner ruce can s ...... ivel
freely, Tilt the inner raot: until one ball is released
(Fig. 0.2), Note Ibat the cage swivels through balf
the angle of tbe inner nuz. If tbe joint is sticky
with grease eacb ball may be eased Ollt in turn
with a pointed tool.
(8) Swivel tbe cage illto line witb UIC axis of Ibe joint
and turn it uool two opposite eloogated ...... indows
coincide with two laflds of the beU joint. Ooe land
will drop into a wiodow, tbe cagc and
rice asscmbly to be lifted out (Fig. G.)}.
(9) Swivel the iooer lace at rigbt angl es to the cagc
anc! turn it uutil two of the lands between the inner
raoe Lracks are opposile elongated windows in the
cage. One land wHl drop into a window. allowing
tbe inner race to be extracted from the cage
(Fig. G.4).
flg. G.I
Drille "ie bell joint from sha!r (Jltl/I! point indicated
liDO. blue 6. 56tO
TIfE DRIVE SHAFfS
G
Fig. C.2
Tift the il/ner race 10 remove or rep/au each ball in
turn
Insptc:tioo
(10) Clean all parts thoroughly in petrol (fuel), paraffin
(kerosene), or white spirit BDd dry ofr. 10 normal
service: wear should be distributed fairly evenly
o'o'er alt components and the joiut will remain
until the amount of endfloat exceeds
the acceptable WtOlf maximum of -025 in. ('64 mm,).
(l1)Ex.amine the six baUs and if worn, rust-pitted, or
showiog evideoce of ORtting, tbe joint assembly
l)'Iust be replaced,
(12) Inspect the iOller and Quler race uacks; these will
be marked 00 Ibe Daub where Ibe baUs roU, but
sbould be free (rolll iodcntation and the marking
should be conSi!;tenl.
(D) Inspect lue iUuer and outer spheriea.l surfaces of
the cagcand lbecorrespoodiog surfaces or tbe inner
and ouler 'tetS ; lhest wiU be polisbed by contact
but must be free from ilDy sign of
The: edges of the cage windows may show signs
of wear towards the outer side. Wear at these
points may cause knocking wheo tbe joint is
operated at high augles.
(14) Oudull)' examine the shaft for crack ... ami ensure
tJlat the outer eird..ip is firmly in
its groove:.
Replacmg the baH Uige
A "Worn baU cage caD be replaoed by a Servi ce kit. The
old cnge OIay be of a standard size, which (he majority
are, or ooe of three sizes. A j oint will only
accept a replacement cage of the same siu as the original.
Use the Service 1001 ring gauge. 18G 1012 as describr:d
below to determine Ibe size of tbe ex.istiog cage. Note
that. SiDe.:! it is exlrc:mely difficult to measure the inside
J 100. Issue s. 5610
of the c:.age, the outside of the race whicb filS ioside it is
checked instead.
(15) The larger bore of the gauge will accept a Stalldard-
sized cage, but wiu reject an oversize one, and
similarly the smaller bore will only aocept a
standard-sized race.
(a) U both the cage and the iooer race pass
through their ra.pcctive bores, thea the cnge
is. sta.Ddard size.
(b) If the c:age passes wough the Ja\'ger bore, bUI
tbe race will not pISS througb tbe smaUer,
tbeo the cage is 004 in. (100 mm.) oversize on
the inside.
(c) If tbe cage will not pass through the larger
bore, but (be race does pass through the
smaller, (bea tbe cage is 010 io. (25 moo.)
oversize 00 the oUlside.
(d) 1I neither the cage Dor lbe wee is aceepted by
tbe gauge, tben Ihe joint is of a very early
lYpe, (or which DO kit is available. Replaer. lbe
joints as a unit.
The kits available are as follows '
Kif models) Colour Code ParI No.
Standard Greeo 18G 8075
{)04 in. oversize on
inside Yellow 18G 8071
-010 in. oversize ou
outside Black 180 8076
Kit (Ialer models)
Staodard Green 18G 817l
010 ;0. oversize Black 18G 8176
AQS07
Fig. G.3
Remol'uJg Ihe coge anti ulner a.urmbly from ,lte
bell joint
G.!
G
TIlE DRIVE SHAFTS
A950B
Fig. GA
MaNZu"e 'he inner in 'lie cOCe to 'lit required
position 10 allDw it to be extracted
RcassembUog
(16) This is ao exact reversal of tbe dismantling pro-
cedure. AU cowpooeotssbould be lightly lubricatd
wilb Duckham's M-B gre:l.SC: (BMC pack AKF
1457). The components should go togetber easily
and no sbould be required.
CI7) Insert tbe inner race iota the Gage by introducing
one of the lands into an elongated wiodow in Ihc
cag' (Fig. G.4).
(18) I05ert Ihc cage and inner race assembly into the
bell joiol by tilting onc of Ihc c1ong,alcd windows
over Doe of tbe laads in the outer race (Fig. G.3),
The three paru cao DOW be curoed or swivelled
freely io rdation (0 each otber.
(19) Locate tbe cage aDd iooer race in their original
position relative to the beU joiot (as marked before
dismantling).
(20) Keeping this relation between (be parts. tilt
the cage until one baU caD be inserted in a window.
Repeat this operation witb Iht: remaining balls
(F;g. G.2).
(21) EDsure tbat Ihe inner mce articulates Creely with
the cage in the bell joint.. but cafe must be tak.en
DOt to release the balls.
(ll) The joiot sbould be 6lJed with the remainder of the
p3ck of Ouckham's MO before ioserting
the shafl.
Refitt.i.ac
(23) Fit a new rubbe r boot if necessary, smearing the
inside with Duckham's MB grease. Take care
when casing Ihe boot over the circlip on the shaft.
(24) Rerlace tbe round-section spring ring with a new
G.4
ooe (Fig. G.S). [f replacing the $haft . fit a new
drclip.
A951 0
Fig. G.S
The spUntd bell jOint tnd of the drive shufl sho\'Jing (he
d rc/ip muJ (he round-section spring ring
(2S) Hold the sbaft in a vice and locate the iuner race
on the shafl. Press the joint assembly asainst the
spring ring whilst locating tbe riug centrally and
cootr.lctiug it ia the chamfer of the inner race with
screwdrivers. With the spring ring CCDtralized. a
sbarp lap on thc end of the slub shart with a SOfl-
faced mallet will close up Ihe riD. and Ille assembly
ca n Iben be tapped on to tbe drive shaft , Make
Fig. G.6
Filling the clinchil/g clips, fuing Str'lict f()()il8G 1099
I. PuU the free cod lighllY bc:{wa:n the tabs.
2. Hold in position and sa:urc; with rrnnl tabs.
3. Fnld clip baek over lhe: roldell 2rtd the
clip end.
1100. Issue S. StilO
THE DRIVE SHAFTS
G
lure thlt the shaft is fully engaged, with the inner
race against the ci rcl ip, a nd that the inner ring
bas expaoded inside tbe joint.
(26) Sl ide tbe robber boot over tbe bell joint u..olil the
rlldi.usod rib registers io the locating groove, and
secure it wi th the la rc: c:I iocbiog clip 'Using Se""ioc
tool 18C 1099 .15 sbown io Fig. 0 .6. This is fitted
..... ith tbe tab pulled througb away from the direc-
LiDO of forward rOlatioo.. Locale tbe olher end of
tbe boot in the groove in tbe drive sbaft aod secure
it wilh tbe small clinching cl1p using pliers 18G
1099.
Section G.2
SLIDING JOINT
DbmbtUng
(I) Remove the drive "haft nssembly if thi4: has not
already been dOlle, as in Section H.9. Prist: oft" (he
bousing seal clips or cut the sort iroo wire, turn
back tbe housing seal and slide off the joint fJaoge.
Remove the housie&: seal.
RussembJ.i:ag
(2) lubricate: the yoke cod or the drive sbJrt aDd the
insi de Or the yoke bous;ng se.,1 and slid(: the SCOII
onto tbe shan. Fill the cavity in the sliding joint
yoke with taL (2 1 gm.) or Duckham's M-B grease
and fit the yoke to (he sbaft. Locate (be .seal ioto
the groove on the shaft :led tbe otber end over the
sleeve locati on. Push the sb:;U1 to the bottom or
Ihe yoke.s so tbat r ~ ~ is driven into the sc:ll . Hold
the outer Up or the seal opeo to allow air and
surplus grease to escape, eosure tbat the dia.meler
of the beUowl does not exceed 175 in. (445 113m.).
Secure tht yoke sedl with clinchl ng clips using pliers
180 1099.
Refilling Ihe drive sball asstmbl,
(3) Reversc the removal instruct ions as g,iveo in
Seclioll H.II.
(For 'SERVICE TOOlS' .fU pDl6 G.6)
1100. h.sue 2. 56\(! G.5
G
TIlE DRIVE SHAFfS
SERVICE TOOlS
J'C 1012. SdtdJon C.D&e-ConstaDl Veloc:il), JOiol
This 1001 Dlust be used 10 ascertaio U1(: corrc:Cl Sile:
service kil when overhauling a constant velocil}' uru\'c-rSII
joint.
18G 1099. PUers-ReiaillJog Clip-Driwe Shall",
This 1001 is used ror fitting the clinching slips to the
drive sbart bools.
G .
18G lOll
..
.......... _ .. _--
J8G 1099
1100. Jssue 2. 5610
Geoeral description
Anti-roll baT and auxiliary springs
Arch spriug ..
SECTION H
THE SUSPENSION
Castor aod camber DOgles 'IUd swivel bub ioclioaLioo
DepressurizinB. cvacuatiDB. and pressurizing
Displacer units (rront)
Displacer units (rear)
Hubs ..
Lubrication
Radius arms (early model.)
Radius arms (later models)
Schrader valve
Sub-frames ..
Mountings
..
..
SuSpeOSiOD IDd willa heigbts
Swivel hubs
Tools, .
1100. Isslle 6, 10288
..
H
Sl!clion
H.8
H.14
H.2
H.l
H.6
H.7
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H.6 1100. J:ssuc: 4. l i 2 S ~
THE SUSPENSION
H
GENERAl. DESCRIPTIQS
' HydroJastic' is the name givcn to the type of
sian used on this vehicle. II is designed to reduce pi tching
and. 10 a great extent, rolling, and tberefore to gi"t: a
smooth. flal ride wi lh the bt:sl possible handling charac-
leristi(':s.
The system consists of two front and (wo rear displ acer
units intc:rcouplcd longitudinally. Eacb is made of sheet
sleel :lIld rubber alld consists of a pi&tOIl, a Uiaphr:lgm.
a lower anu upper chamber housing, and a conic' ll sJ,ring
of compressed robber.
Conl..lci of tbe froot wheels with a rOAd irregularity
forces the piston to push the diaphragm up; incrcMed
pressure di.<; pl:tces some of the nuid from Ole bottom
chamber (0 the top chumber. The rubber springs, due
to tbe pressure increase aDd Ouid displnceroeot. dcfkcl,
and the rcsuhant preuure increase causes tluid 10 dis-
clulrge through tbe interconnecting pipe inlo the rear
displacer uoil.
The HuK! enli!ring tbe rear displ:lcer forces the
diaphraGm to react ;lgaimt the piston. resulting in the
car heigl.Jt at the rear beillg raised. These events are
virtuaUy simult<loeous aod the car thereforc rides an
obSlructioo without pilch 1ll0Lion of the body. The
action of the !ilJspension is similar when the rear whels
negotiate lile irresul,uity.
li ,;: fluid used in the system is a mixture of water and
alcohv; into wbicb 3n anti-corrosive agent has been

Tile froot suspension also com))risclI upper and lowtr
amlS or unequal lengtb located in tbe side-members of
the rroot lIub-fT3me with tbeir outer ends ttUached by
ball joints to the swivel hubs.
._---
6
" n
Fig, 1/.4
The siispensioll uniu unil
I. CombiDc:d vacuuml

Dlack valve (valvc 2)
pressure l&ok.
,.
Vacuum puge.
,.
Pfc:ml(C gautV. 6. VilCUum pump bantllc.
l . Pressure pump blind I/;. 7. Yello ..... v;ilve (valvc I).
1100. Tuue 6. 69411
Fig. H.5
HIe suspension Imil cOl/"eelors
A. Ev,,-cualing connector.
u. Dcpr.cssuriLing IIlld pres-
SUl'\lJng conncclo.>r.
c. Krl!.rlcd knob.
o . Blcedin, s<:rcw.
f:. l.ockiog slide.
J'. Scaling plUi (c"'Il.cu.uil1,
connector).
G. $ealiol plug (<k:preuufizing
pnssuri:tios connector).
The rear suspension, in additiOIl to tbe Hydrolaslic
unils. consislS of iodependcnl trailing arms, ;'SuxiUary
springs. and an anli-roll b:lr.
Section H.I
LUBRlCA nON
Upper and lo"er 5whel k.oucllle!l
Jaek up the froot of the ca r to fake the load off the
slVivel knuckles and make certain thftt the nipples are
cleao a.nd not blocked with road din. If tbe knuckles are
already fully cbacged wi th (:,rc:iSC no further gre.ue clln
usually bc forced in.
Section H.l
CASTOR CAMBER ANGLES AND
SWVEL HUll INO.INATrON
The c lSlor and camber angles, swivel bub inclioation
and wheel alignment of tbe front suspeos.ioD, and lhe
camber wbeel a1igomc:nt of the rear suspeosion Are
design settings lbal bave.a very important bearing ou the
Sellcral halldlil\g of the car. Eacb setting, with the
exception of the froot wheel aligOlDeot, is determined
by maetUniog and assembly of coroponcDts aDd is
adjustable .
Sbollid Ibe ear suffer damage to the suspcDsioo, the
angles (as gitJen iu 'GENERAL DATA') must be. verified
with a camber. castor, and swivet bub iodination gauge
aod new rans fitted liS found necessary .
Section H.3
DEPRESSURIZING, EVACUATING, AND
PRESSURIZING
Before any mnjor work can be carried out 00 the
suspension and its components the system has to be
H.1
H
THE SUSPENSION
----A- -
Fig. H.6
..:: ,' ':I/.
:;. ,f;Vb
'17t t ruspensioll serv;ce lIrtil connectors with the
u ollllg plllgs re"ffovtd
A. SeIWr1g plugs.
D. EvlCtl ating OO1'nOOl,:, r.
C. a nd pus.-
Nrmn. cOMeclor.
u. Knurled k.oob.
t:. BlcediOA leftw.
r. Loc.kina
depressurized and in some cases evacuated. When the
componeol overhaul is completed the SYSICUl bas thea
to be pressorized to tbe recommended pressure. For
these operalions special service equipmeot is oeet.uary.
Bdore ming the unite equipmeot (18G 682) che<:k that
the prl:i!W"c and ucuam taD.k5 IlJ'"t filled to the level sbowu
00 the dipstick. One side of the dipstick mOl\'s the level in
the pressure tank and the other side the level in the v.c:mun
-.
L.'er Rrnce equipmenl (tSG 703) bas " combiaed
fWu for prenwe aDd nCOUlD fanb with a siebt IntI It
the rtar or the unit to check the Iud in the ta:n1c .
Top up 141 the correct levels with Hydrolastic Flu.id,
BMC part No. 97H 2801.
Depresswmnc
Should ic be Decessary to service lhe upper suspcusioll
arm. Itrut, or aoy of the compooenu, tbe: fluid must be
released from the syl lem, using the following prottdure.
Remove the pretSure dust. cap (rom the suspensioll
umC interconnecting pive val vc situated beneath the
bonnet. Fit the black connector with the knurled koob
unscrewed, Open. 2 (btaek valve) and screw in the
knurled knob to release the fluid in the suspension
system into the pressure tank. After waiting two or three
minutes check thai the suspension ' yslcrn is no longer
under pressure by closing valve '2' (blnck valve) and
reading the pressure gauge, which sbould now read zero.
Remove the blade connector and replace the pressure
dust cap on tbe suspension unit interconnecting pipe
val ve. Replace the scaling plug in the blaa connector.
KYacuatiag
When litting Dew interconnecting pipes o r suspension
units or relitting existing suspension units it is essential
tbat tbe air be evacu<lted from tbe system ond a partial
vacuum created.
B.I
This is /;dtried out in the following manner. Remo\ e
tbe pressure dust cap from the suspension unit inter-
connecti ng pipe val ve situated beneath the bonnet. fit
tbe yeUo'ff connector and close valve ' I' (yellow \ahe).
Operate the vacuum pump until " reading of 27 in.
(68'6 Clll . ) of mercury is obta ined on tbe \'aCIlUIll gauge
and all movement of fluid in tbe sight tube has stopped
(for every 500 ft . [152 m.l above sea-level subtract ,5 in.
(1 '27 em.) of mercu!)').
When the fluid is stati onary in the sight tube aDd tbe
vacuum gauge reads 27 in. (686 cm.) of mercury OpeD
val ve 'I ' (yellow valve). Wait ooe or two minutes until
any further movement of fluid in the sight tube has
stopped and remove tbe yellow connector. Replace tbe
sealiDg plug in the connector.
Pressurizing
Having carried out any necessary operati ons on the
suspension and evacuated to ensure tbal aU {be air is out
of flit. system, press.urization should be corried out as
follows with the cat in tbe conditioo given in Section H.12
and resting 00 aU four wheels.
Fit tbe billek CODDec.tor wilh the knurled k.l)ob un-
screwed. Close val ve '2' (black. val ve) ;lnd opeu tbe bleed
vahe. Use the pressure pump until air is evacuated from
the connection tube and 6uid appe.an. Close the bleed
valve and screw io tbe knurled koob. Tncrease the
pressure uotil a reading of 350 Ib./sq. in. (246 kg./em.1)
is sbowing on the pressure gauge. The system need only
be pressurized to 3SO Ib./sq. in. (246 kg./em.t) if a Dew
displacer uo.it has been fitted . For alternative pressure,
see SeCtlOD H. J2. After obtaining a reading of 350 Ib./sq.
in. (24' 6 kg. cm.
2
) on tbe pressure sauge unscrew the
knUJl ed knob and open va1ve ' 2' (black valve) to release
tbe prcsswe in the connectillg pipe. Remove the black
collDector and refit tbe sealing plug. Mter 20 to 30
minules replace tbc black connector with the knurled
koob ullscrewed. Close vaJ ... e '2' (black valve), screw in
Fig. H.7
Tile el'llclIDling e.01l1lecfDr fiued to lite vo/ve Olf (he
suspen.sion interconnecling pipe
1100. CNue6.
THE SUSPENSION
H
the knurh::d knob. and open valve '2' (black valve) uncil
the correct working pressure is showing on the pressure
gauge, see DATA' , Un!>crcw the knurled
icnob, open valve '2' (bl<lck valve) to rd..:ast the pressure
in the connecti ng pipe, and remove the black connector.
Replace the scaling plug in tbe black conneclor and the
pressure dusl cap on the suspension units interconnecting
pipe valve.
If the system has not been filled with new displacer
units proceed as follows for pressuri zillg. Fit the bl.tk
connector with tbe knurled knob unscrewed. Close villve
'2' (black valve) and open the bleed valve. Usc the
pressure pump unlil air is evacuated rrom the connecting
lUbe. nnd fluid appean. Close the bleed valve aud screw
in the knurled knob. Operate the pressure pump until
tbe correct working pressure is shown 00 the .. :
gauge, see 'GENERAL DATA',
Unscrew the knuded knob "lid open valve '2' (black
\'alve) to release the pressure in the pipe. Renlove the
black connector and replace the sealing plug in the bl.e).;
connector and the pressure dust cap nn tho.: suspension
unit interconnecting pipe valve.
Maintenance
Should the service equipment be used conti nuously it
may be necessary 10 c,lrry out tht following maintenance.
&n';ce 100/laG 682
Remove the front pand and. 00 the lower Ief1-hand
side of the unit, a drain screw will be seen on tbe vacuum
pump. Remove the screw aud drain the fluid. SOOD as
the pu mp is empty of flu.id slowly pour the r.::commended
vacuum oU S.A.E. 10 into the top of tbe pump until it
starts to flow out of the drain serew hole. Replace tbe
drain screw,
Periodically lubricate tbe service uoit mechanism.
$,uvice too/180 703
Remove tbe front panel aud fiji the \'acuum pump with
recommended vacuum oil S.A,E. 10 through the filler
Fig, H,8
The depressurizing a"d pressurizing cormeclIJr fitted
fO the vah. "". the suspension interconlll:("/ing pi/U
liOO. Issue 6. 694:>7
Fig. H.9
A rl!or-tmd view of flte power unit removed complete
wilh sZlb-frmne Dlld ddve shafts
A. lbrco of Ihe sil( mountinll points.
J. The displaccr hoses must be scaltd afler the !'Ioid has
!:Jccn dil'Olrled and tbe hoses disc:onnected. to prevent Che
cnny or din.
hole in the lOp of the pump. Fill onl)' whcn tile lever is al
tbe eud of its downward stroke.
Periodically lubricate the sen'ice unit alccbamsm.
IMPORTANT.-Wbell the equipPltOI is oot in use both
yah" shol1ld be lelr
Seclion H.4
SUII-UAMES
Remonog-front (with engi.ne IlJld trllllSmbsloD assembly)
Rai se the car witb a jack under the lcansmi3sion casiag.
placing a piece of wood between tht jack and tbe casing
to avoid damage. lack the car sufficiently to talc:e aJlload
olT the suspension. Remove the Wheels.
Disconnect. the battery leads.
Remove the bonnet.
Depressurize the syst:;m (Section H.3).
Discolln.::et all electrical eonne<:lions from the cllgioe.
Removc the born.
Remoye the and air cleaner (Section A).
Slacken off the exbaust pipe to manifold 'U' bolt and
release the pipe from its fixiDg point Oil the transmission
casiag and (rom the two locations Oil the rear sub-frame.
Unscrew tbe speedometer cable from the traasmissioa
casing.
Drain thc cooling syslem (SeetiolJ C).
H.9
H
THE SUSPENSION
--A
Fig. H.IO
A5 380 A
Tile complete rellr assembly. s!Jowillg:
.. . The: displac.tf unit hoses.
Disconnec[ Ihe inlet hose from the water (onlrol
valve and tbe olldet bose from the cylinder head pipe.
Slacken the clamping screws and release the illner and
ouler cables from lJlt: water comral valve:.
Unscrew the c1ulch slave cylinder securing bolls and
move Ihe cyliudc:r out of tbe way of possible damage.
Remove (he gearbox extension (SectioQ E).
Disconnect the displacer unit hoses at the unions
localed on the enghlt bulkhead. Ensun: safe keeping of
the restllelor cone. Plllg the cnd of el'lch hose to prevent
the entry of dirt.
Disconnect the brake hoses (Section K) and the
steering tit:rods (Section J).
Will! the engine ,\lid Iraosmission assembly supported
on the jack. lake the. weight of tbe body Oil pndded
slings loCi led under the front wings.
Remove the IWO at eacb fronl comer of tbe sub
fmme securing it to tbe ')lounting brackets on the body
and the two boilS at each rear corner.
Remove the two nuts secuimg each tower (housirlg
tbe displAccr units) 10 the mounting brackets.
Rewove the bolts securing the mounting br:\ckels to
the boLly and lift out the mOIlI)tinC brackets.
lower the jack, Hr! the body witb the sung, nnd
whei:lthe COline and transmission assembly dear.
RdtttiDg-froot
Refilling is mainly:. reversal of the relJloval procedure.
Wheel tbe engine aDd Inlosmission assembly into
position and lower the body.
rosen all the mour-tillg bolts and set screws before
tightening any of tbem.
II is most importaa! that no undue slTnio is used whto
aLipioa: the mOUDfin&.' aDd bolls.
Tighten the bolts securing the tower mounting brackets
(0 Ihe body to ensure correct aUgllnlcnt of the engine
and transmission assembly.
Tighten tbe relDainiog mounting bolts.
Blced the brakes and pressurize the suspension system.
H.IO
I . 11><: 3u",itiary sprUlI bT:ldr. cl Clenf(lll(;e.
Ucmoiog-rear
Lin the rcar of the body v.;th the sling and free the
suspension of all load.
Deprc:ssurize tbe system.
Remove the luggage compartment floor and the 1wO
rubber plugs in the body floor panel 10 give access to
the displaar units.
Unscre.w tbe displacer ullit hoses at the unions. and
plug the ends of the boses to kc ';' out din.
Remove the e>ohaust pipe and silencer assembly.
Take tbe weight of the 5ub--frat"l)e with A jack under
a length of wood placed cenlrillly from frollt to rear of
tile sub--framc. Raise until the wheels are ofr the ground
.uid remove chern.
Disconnect the nJ:lio brake pipe al the uoioo
00 the front cross-mc:mber of tbe sub-framt: . Plug tbe
lines 10 prevent leakage of fluid .
Remove the floor plate at the base of tbe hand brake
lever and disconnect tbe cables; pull the cables through
the fl oor Bnd clear of the body.
Remove the rear and squab, and tbe two rubber
plugs in The floor .
Unscrcw aU bolfs nod sel screws sc.cudllg the sub-frame
to the mounting brackets and the brackets to the body.
R."is.: the rear of the car and withdraw Tbe sub-frame
00 tlle jack.
Me.6ttinc-rur
Reverse the removal procedure_
Insert aU the sub-framc mounting bolts and set screws
before tigbtening any of them.
U is roost imporf.IJI1 lbal 80 undue is used whto
aliping ftlt Ulounriop a.od bolts".
Bleed the brakes.
Whcn re6tting ensure correct alignment of the stru(
fool and di$placer unit before: pressurizing tbe suspension
system.
1100. lssul! 6. 694)1
THE SUSPENSION
H
SectiOD H.S
RADIUS ARMS (EARLY 1 .... 00ELS)
AecooYiDI
Remove lhe sub-frarae assembly (Section H.4).
Disconnect lhe brake hose and plug the bost and pipe.
WichclrSlw lbe split pio and clevj, pin and disconflccl
the band brake cable from the lever 011 the backplate.
Unscrew !.be tlut and washer from the hand brake
cable ,eClor pivot and lin: oft' the secror.
Re1t8sc the haed brake cahle from tbe bracket by
uliserewiol (be ferrule and sliding the cable through the
Iot io the brocket.
R.emove tbe anti-roll bar and aux.iliary springs
(Section H.I).
Remove the IIUI aDd spril\g washer from each cnd of
the radius .urn pivot and tbe four set screws from the
radius .rl'll outer suppon bracket.
lin: out Ihe radius arm aDd di splacer unit .
DdlDuiJiDl
Wbcn dismantling, remove tbe cups, USial the
Serviee tool.
DisCDlDtliOI: aD. re.asstmblial: t.be roller (00' joiat
Remove the circlip and 1m out the assembly. When
reassembling reverse the above procc:dure.
Rra.o;:stmbling:
Press the fixed length colla r outo the outer end of tbe
pivot shart until the Bat face of the coUar is flush witb
the stepped facc of the shaft, Fit the mounting bracket
with tbe llUI aud spriug walOber, care being lalcen that
the mouoting br.Jck"el does oat interfere with the position
of the eolJar on thc shaft.
Press the bearing cups into the radius ann witb a
suitable n)alldrcl. Pack tbe bearings wilh nlolybdeulzed
grease (sec eod of Section) aod fit the bearings into the
radius arm. Fit the dust sb.ic1d ioto position Hush with
the outer end face of the radius arm.
Slide the pivot shart througb the bearings the
oUler end a nd fit a spacer from the range available, It is
suggested that tbe spilcer originally titted be used, if
avai lable, or a spacer of ' )01 ;0. (7 6 mm.) thickoess.
Fit a suitable distance piece no tho inoer end of the sbart,
ensuring that it botLS aeai nn tbe stepped face of the pi vot
sbaCt. Fit and lightly LigbteD the nuts and spri ug wubers
and check to ensure that the spacer is nOl too thiek as
this: would subjecr Ole bearings to uodue stnin if the
outs were rully tightened.
Having ensured tbat the spacer is or tbe approxima te
thickness required, tighten the nnts.
Cbeek the torque required to rotate the sbaft : this
should be in the ra nge of S to 10 lb. in. ('058 to 115
kg. m.). If tbe torque is grealer a (hioDer spacer is
required, aud if Jess a thicker spacer sbould be fitted .
For guid,lOce. a spacer changc or 003 in.
(076 rum.) (difference betweeo COllseculive spacers in
tbe rangc) will give a torque chaoge of 5 lb, in. (OS8
kg. m.). Nioe spacers or dilrere(lt thicknesses a re
available.
1I00, I..swc ...
NOTE.-Care nlflst be takeD to ensure tIIa. tbe
buriags :ne rotatcd wbilst the 'Hiable-width spattr Is
btiAc fitted, Jt is C$Se.ntiaJ 10 ensure thai the btllriog ilmu
rate assembly 1I rotaliDg witb the shari (:lDd not on It)
..tillst the prelold ill meamrtd.
Refitting
Reverse the removal procedure.
Ensure that the displacer unit strut foot is COrT:dy
located in the radius arm and the thrust washer is SUed
with the relieved faoe towards the bearing.
Bleed the brftkes .
Pressuri7.e lbe suspeo.sion sYltem.
MolybdentlDl d.isuJphJdc grusu
B.P. Enerarease L. 21M; Castrol Castroleasc M.S. 3;
Duekham' s L.B.M. 10; Esso T.S. D. 1278; Joy's Filtrate
MolYlhiurD; Mobil Grease Special; Shell Retinu AM:
Sternol Ambroline 1001.
Seeli H.6
D1SPLACER (FRONl1
RrmowolDC
Raise the car wilb a jack under the lransm.iS5iOD caJin,.
placinG a piece of wood between the jack aDd tbe casina
until the load is taken off the suspension.
Dcpressur1z.e the system,
Disconncct the displacer unit bose froro. the union on
the engine bulkhead.
Unscrew the nut aod remove the outer end of the
upper suspension arm frOID the knuckle.
Unscrew the )lUt and withdraw the upper ami pivot
boll .
Remove the upper lUlU complete with displacer
strUt fOOl.
Witbdr.1w the: displacer.
1)isotl.Otli.Dg tbc upper anD
Wben disma ntling, remove the bearing cups, using the
Service tool.
Dismantling IUId the roUer (001 joiot
Relll ove the eircUp and lin out the assembly. Wbcu
reassembling, rcverse the above procedure.
Re.assembliDg tbe opper ana
the bearing outer cups into the upper suppan
arm with a suiubly U'ltlndreL
Pack both bear;llgs with molybdeci7..cd grease (see eod
of Section H.S) IJ'ld assemble the be:lring into the upper
support arm, care being taken to preveut damage to the
oil sc:t ts.
Press the fixed-length dist)nce ..... :lshcr onto the pivot
tube, eusuriog that the tlat race of the washer is Oush
and square 'M.;!h the ecd of tile pivot tube, Slide the
pivot tube tluoug.b the bearinGS: from the froot face of
the upper luppon arm and fit a spacer from the raoge
,ava.iiable. It is rnggested tbat the spacer originally litted
H.II
H
TIlE SUSPENSION
A B
.....
Fig. H.l1
(A)
A scrf;on through the roller joim asumbly find
theJront upper am1 pivot
be ust.d, if available, or a spacer of 301 in. (76 rom.)
thickne5.!l, Fit the upper arm pivot pin, ensuring that the
flat washers butt against the end facc of the pivot tube
and the fixed-length distance pieoe and variable spacer
ate flush with the end of the pivot tube. Fit and lightly
tigbkll the nul and spring washer, and check to ensure
that the spacer is not too thick as tbis lYould subject the
bearings to undue strain if the nuts were fully tight ened .
Having ensured that the spacer is of the approximate
thickness lighten the out.
Check the torque required to rotate the shafl: this
should be in the range of 5 to 10 lb. in. (0.58 to 1 15
kg. 01.). If the torque is greater a thinner spacer is
required, and if a thicker spacer should be fitted.
For guidance. a spacer thickness ch:lnge of 003 in. (076
mm.) difference betwecn consccutivc spaccr:s in the
range) will give a torque chaoge of S lb. in. (0.58 kg. m.).
Nine spacers of different thicknesses are available.
NOTE.-Care must be taken to en5llCe that the bearings
IIrc rotated the variable-width 9paeer is being fitted.
It is to fliSllle that the bearing inner race
assembly is rotatine with the sbaft (aad not aD it) whilst
the preload ii mcasared.
H.12
(B)
A seclioll through joint assembly and
the uar radius ann pivot
Rc.'fittiDg
Revl:rSc the removal procedure.
Ensure the correct location of Ihe dispiacer slrut foot
and displ:lccr unit when pressuriziJlg.
Section H.7
DISPLACER UNITS (REAm
Removing
(1 ) Raise the reu of the vehick. and remove the road
wheel.
(2) Depressurize the system on the appropriate side
of the vehiclc.
(3) Oi!>connect the displacer unit hose at the umon
beneath the rubber plug inside the boot.
(4) RemO\lc the displacer strut.
(5) Remove the displacer unit.
Refitting
Reverse the instructions io (I) to (5) (0 refit a displacer
unit. EYacuate and re-pressuriz.e the sys!em (see SecliOD
J-1 .3), ensuring that lhe displacer and strut are correct.ly
seated doing so.
1100. f srue 4. 1028S
TIlE SUSPENSION
H
A
B
, .. -_.------
.'
' ..
Fig. N.ll
The Hydrokmic suspension under vDriolls conditions
A. ;..'orma). ; . .:. Front bump. C. Rear bUl'np.
11 00. J>sue 2. S201)8 H.13
H ___ .. _._
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-.-. . -.... ; ~ ~ TMUC 2. S200B
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H
TIlE SUSPENSION
Fig. H .13
A sel:lion ,hroug" SW;l,tl hllb ball join/s, ,akt!
ftlder gauge meruuume/lfS 01 the positions indicated
SeelioD H.8
A1\"-ROLL DAR AND AUXlLJARY SPRINGS
RemoYing
the sub-frame assembly (Section H.4), aud
with tbe radius arms on full bump remove the special
sel screws securiog the an(i-roll bar and auxiliary spriogs
to the inside face of the radius arms. Remove the nuls
securing the auxiliary spring 10 tbe subframe and lift
away the: two assemblies.
Refttting
The primary purpose of tbe auxiliary spriog bar is to
introduce a rate to the suspension. The original selling
of tbe bars should not be altered unless a small trim
alteration is required.
The gap betweea the ioside face of tbe auxiliary spriog
bracket aDd the underside of the rear sub-frame (see
Fig. H.lO) should be set at '125 in. ()'2 mm.) but snlll1
adjustDlents of 125 io. 0'2 mOl.) call be madc, the
maximum perro.issible gap being 25 io. (6-35 rom.).
To increase the beight of the rear cod, slacken off the
two auxiliary sprina bar outs. Release tbe locknuts on
tbe two adjuslcr screws, and turn the to reduce
the gap.
To decrease the beicbt of the rear cod (be load on the
SpriDt bars must w-st be. reduced by loadiog the rear cod
until a fuU bump is produced. Turn (he screws to
increase tbe gap.
SeelioD H.9
SWIVEL HUBS
RCaIOviDg
Depressurize the system.
lack up the cat and remnve 'he road wheel.
Remove the brate cOl lliper as iu Section K. Suppon
(he C:IlUipu l\sserably-do not allow it to bang on the
hydraulic hose.
Remove the stub shaft nut and wHbdraw the wbeel hub.
Disconllect the tie-rod ball end from the steering lever
and tbe drive sb .. n at the flexible coupling, remo'Oing the
four nuts from tbe coupling outer ' U' bolts. Mark the
H.16
driviog Bange and 8CJlibie jo.iot to idelltify tbem for
refilling in their original positioo.
Discoonect the upper and lower suspension arDlS from
the swivel hub ball pins and withdraw the hub assembly
and drive shaft.
Rc6ttina
Thoroughly c\can aU conlpODeDU and refit the ball
SCill, pio, and baU bousil1C without the paeking shims.
locking "'asher, or lower ball joint sellt spriog. Screw
down the ball housiog until there is no free movemcot
between tbe ball and the balJ seatiog and measure with
a feeler gauge the gap between the housing and the
swivel hub. Remove the bousing aod ball pin (refit
Ihe Spriu8 under the lower joint baU seal) lind repack
the assembly with grease. Add sbil)lS to the value of tbe
feeler gauge measurement less the thickness of the
locking .... -asher. '0)6 io. (' 9 mm.). The final assembly must
have a eooditioD of zero to 003 ill. ('076 rom.) end-Doal
illld a further shim must be added to tbe initial feeler
gauCe DleaSUreml!nl to produce Ihis condilioD. Replace
the loekiDg washer 3nd refit the assembly to the swivel
hub. Should tbere be: e"idence of c:(ccssive eDd-Boat or
tigbtoess the rhidcnC"Ss of the hou,iDg slums must be
adjusted accordingly.
Use Service tool 18G )72 with spaoner 18G 587 to
tighten the ball pin retaioer to the comet torque figure
(see 4GENERAL DATA'). Tap up the locking washer on
thrt:e Oats wirh ont Bat adjacent to the brake disc to
secure Inc bousing.
Replace tbe dust seal. reGt the amI. and
Ligbten the baU pin nut to the torque figure given in
'GENERAL DATA'.
Reconnect the lierod yoke to tbe lower arUl .
Re6t the road wbeel Rnd lower tbe car.
Pressurize lilt: system.
SeelioD H.I0
Front
Remoliing
HUBS
Raise tbe car with a jack under tbe lransmission c.:asiog;
piau a pieee of wood between the jack and Ihe casing.
Remove tJle road wbeel :lod disconnect the brak;;:
calliper assembly as in Section K. Support the calliper
assembly-do 1I0t :lllow it 10 hang 00 the hydraulic
hose. Remove the split pia and llut and pull 00" the bub
easing and disc :assembly. using Service tooll&G 304 alld
adaptor laG 304 B.
Broke disc and refilling
Remove tbe securing set screws and the hub
from Ihc disc assembly.
RefittiDg is a reversal oftbe removal procedure. Should
the maximum run-out at tbe outer peripbery of the
braking surface exceed 006 in. ('IS roro.) after fitting,
the disc must be removed 311d repositioned on the drive
sbaft splines.
1100. 7. 1140
TIIE SUSPENSION
H

Pack the bearings with grease.
Reverse the removal procedure.
Ensure that the bearings, wheo ins<!rted into the hub.
a(e litted with their side marked 'THRUST" adjaccnt
to the bearing spacer.
R.a<
Removing
Raise the car witb tbe jack positioned under the rear
frame cross-member. Remove the road wheel and
grease-retaining cap. Remove tbe split pin, bub nut. and
6111 washer. Pull off the bub assembly, usiog Service tool
18G 304 logethu with adaptor ISG 304 B.
RefittIng
Pack both bearings with grease until there is a small
protrusion of grease on either side of each one, sod also
pack tbe cavity between the iDDcr bearing and the oil5e8l.
Do Dot 6JJ either tbe cavity between the two bearings Of
tbe retaining cap witb grease; lightly SUlCal" the spacer.
Rt:fi.Hing is a reversal of Ihe removal Ensure
tbat the hearings are fitled with their side marked
'THRUST' adjacent to the bearing spacer, aOlI tbat the
Oat washer is fitted with tbe inner chamfered ed,c
wards the bearing.
Seclio. H.ll
SCHBADER VALVES
When tilting a new Schrader valv!; to the '1alve block
Loctite Grade A sealant must be applied to tbe threads
arUT inserting the ",aJve one or two threads. this is to
eOSlJre that uo st:alant rcaches the internal bore of the
valve. Tigllten the valve to 10 to II lb. rt. (1'4 to 15 kg.
m.) torque and allow 24 hours fOT tbe sealant to cure.
Section H.12
SUR-FRAME MOUl'oTINGS
Proot
Support lhe weight of tbe engine and tnmsmissiOD
assembly as close as possible to the mounting that is to
be cbanged. If more thao one is to be changed at the
same lime the body must abo be supported on the sling.
Rur
Bither of the mountiogs at the rear of tbe rear sub--
frame can be renewed in the same way as those of tbe
front sub-frAme.
To remove aud fit new mountings at the froot of the
rear sub-frnme remove the sub-frame asst:mbly as
detailed in Section H.4.
Section H.l3
RADIUS ARi\lS
(Later Models)
laler lwo-door Mk. I, all tlYo-door Mk. U, aod later
four-door Mk. 11 models are 6lted witb progressive
rubber arch springs. which are ill pt:rmaoeDt cootact
wilh tbe radius arms. These rubber arch springs replace
the anLi-roll bar aDd aWtilil'lry springs, and Ihus Ibe
reJOo\i;.!1 of the complete rear sub-fr<lme to replacc a
radius arm is not required.
Remoling
(1) Raise the re<lr of the vehicle and remove Ibe road
wbeel.
(2) Depressurize the system on tbe appropriate side
of the vehicle.
(3) Release the band hrake, slacken the adjuster and
removc the clevis pill from t.hc lever 00 tbe brake
backplate.
(4) Remove lhe hand br:lke cable swi vel sector from
its pivot 011 Ibe uoder side of the radius ann.
(5) Discoanect (be brake hose at lhe union 00 tbe
sub-frame.
(6) Uodo tlle radius arm shaft ioner pivot nut,
remove tbe outer support hracket and the djsplacer
strut and manceuvre the radius arm assembly from
Ihe vehicle.
Re6tring
Reverse the iostructioos io (1) 10 (6). E"ilcuaIC and
repressurize tbe system (sec Section H.3). ensuring tlUlt
the displacer urn! and strut are correctly seated while
doiug so. Readjust the hand brake.
S""tio. H.14
Removing
ARCH SPRING
(Later Models)
(I) Raise Ihe rear of tbe vehicle and remove Ihe road
wbeel.
(2) Remove Ihe luggage floor. (hen release the Iwo
nUIS securing ttle arch spring from inside tbe boot,
and remove the arch spring.
Refitti.og
Reverse the dismantling sequeoce, nOling Ihe marking
'FRONT' on lhe arcb spring.
(For 'SERVICE TOOLS' see J1Qge H.l9)
1100. Issue 8. 10lli H.l7
H
Section H.tS
SUSPENSION PRESSURE AND WING HEIGHTS
A B

CONDITION OF CAR
Waler; oil; pelrol (max.) 4 Imp. &,,1. (4-8 U,S. gal., 182lilres)
Presti'" Fron. win, htight Rear wing htlght
Ib./sq. in. (A) (0)
(kg./em,,) 111. (mm.) In. (mm.)
See Ill! IJI!
'CeDual D_p' (346' 1 6' lS)
NOTE.-It is most ilDportanl thul tbe sllspeosioo system should be 6Ued to the correct pressure (sec
'CENERAL DATA').
At ioillal assembly, or subscqlltolly if a oew Hydrolaslic IInit is fitted. tbe system it to be to
JSO Ib. /sq. io. (246 kg./ern,l) (or a period 0(20-30 mioutes, or 300 Ib./sq. io. (21) kg./em.') for JO minutes to
2 bours, before selling (0 the operatiog pressure staled in 'GENERAL DATA', The front and rear wing
heights should tbeD be adjusted, 10 tbe dimensi ons ,howe, by means of the auxiliary springs on Ihe rear
suspeasioo. The pressure loleraoce given to be used 10 equalize lbe heigblS of Ihe vehicle sides to within 1 in.
of each other withir. tbe permi95ible general beight variation.
To check and adjurt the pre&9alel. (Service tools 18G 682 OJ 703)
Witb the CDr in tbe Above coudilion and resting on all four wheels carry oul tbe following.
Fit the black coonedor wilh tbe k.nurled knob unscrewed. Close val ve ' 2' (black va lve) and opeu the
bleed valve. U,c the pump unlil air il evacuated rrom the connect jon tube and fluid appears. Close
tbe bleed valve, operate Ibe pressure pump untillhe working prcssur;: is reached, (sec 'GENERAL DATA'),
and then screw in tbe knurled knob. If the pressure reading is low operate tbe prenure pump until the correet
working preuure i. reachcd, (see 'GENERAL DATA'). If the preasurc gauge readiog is bigh, adjust 10 the
correct working preuurc by opening valve '2" (black valve). When the preasure readillg is correcl unscrew
the knurled knob, open valve '2' (black valve), and remove the black connector. Replace tbe ,ealing plug
in tbe black cooncclor and tbe prcssure dust cap on the sUlpensi on unit interconnecting pipe valve.
A cbeek c.a.o also be made on Ihe suspension pressures, using Service tool 18G 685. The tool must
8ri' be adjusted in the follolVing manner. Connect Lhe pump 10 a pres,ure gauge fitted with a Schrader
valve from which the core bas be\:n rCPloved. Fill the tool with Hydrolastic fluid and operate the baud
lever of Lbe 1001, Doling the prC'Ssure registered 00 the gauge. Adjust Ibe valve Heat uotil the working pressure
of (be sylteDl is registered on tbe gauge (see 'GENERAL DA TA'). Tighten the lock screw aod replace Ibe
wuher and screw.
Fit the connector 10 the suspension unit inlerconnec(ing valvc and operate the hand lever until the
rdief valve in the: tool commeoce to The suspension will now be at its co rrect working pressure.
NOTE.-ShouJd the Hydrolamc swopclllIion sJS1em snfI"er damage :tOil the fluid be lost, the suspenSion
arms OD Ibe damaged side of the .ehicle will cantut tbe bomp rnbbus at both (ront IlIId rear. In this condidon
tbt car may be drina with complete wet)" at 30 m.p.h. (48 km.p.h.) o'er metaUed roads.
---.-----.-.--.
-----._--...-_.-_0._-
H.I! 1100. FmJc 8. 10288
THE SUSPENSION
SERVICE TOOlS
laG 1l4. Beari.ag and Oil Sui 'Remo,'er "nd Replacer
(basic tool)
18G 134 F. Front Hub Outer Utaridg Keplaen Adaplor
Por use witb J80 134 (to separate the drive flange from
the brake disc).
laG 134 BU. Flywbeel and Froot Hub OU Seal Replaur
Adaptor
Por the correct and easy repla(Cmenl of the ((Ollt hub
oil selil. Use in conjunction ""ilh basK: tool 180 04.
JaG 260. flub Dearing Oulu Rate Remover (bRsic tool)
JaG 260 H. Front Hub Drive Flange Beariog Ooter Race
Remo\'cr Adaptor
An adaptor designed for use ill conjunction with bask:
1001 ISG 260 for the removal of the outer bearing races
from the front hub.
laG 304 . ' root and RcaI' Hob RcmovCT (basic (ool)
laG 304 B. Front and Rear Hub Remover Bolt Adaptor
Two of tbe ~ d p t o r bolts 180 304 B are required in
order to puU tbe rear hub from the rear radius aml .
taG J34
~
~ ..
l8G 134 SA
JaG 260 Jac 260 H
"'''
ISG 304 J8G 304 B
1100. Im.e.oj. 69437
B
J/.l9
H
THE SUSPENSION
laG 587. SIt;,'!!1 Hub Rail Pin Rehliner Spinner
This socket must he vicd wil lJ lorque wrench I SO 312
in order that the correct torque figure may be appUed to
Ibe swivel huh ball rel<liner on reassembly.
18G 703. The I-f,"drolrts,tic Suspttiion Senice Unit
ISG 68S. The Hydrulastic Hue! Pump
This l'Ialld pump should be used to bring the suspen-
sion SyslcJO up 1(\ the correct trim pressure.
It must 001 be u ~ whe., the wstCnl bas been deflated
either by a Italc ur by clisnl:lnlllllg. In such cases air wiU
have been allowed to enter the system <Iud it is thea
essential 10 use the Hydrol.1S1ic Service Equipment
18G 682,;'IS described in Section H.3.
H.20
IBG 587
18C 70.1
lac 685
] 100. lS!iuc:4. 69437
THE SUSPENSION
18G 704. Radin" Arru BC:l.ring Outer Race Removu
For the correct relllClval of the outer races of the
taper roller bearings from the radius arm housing.
18G J14 UJ. Radius Arm Dearing Outer Race Replacer
For the correct aDd ellSY replacemeut of the outer
r ~ e ~ of the t.apcr roller bearings iota the radius arm
housing. Use in conjunction with basic tool lSG 134.
18G 70S. Bearing Centre Race RCDlo,'cr (buic. tooO
BOO. [5.lillC 2. 69437
H
J8G 70-1
18G 134 8J
18G 705
R.21
H
TIlE SUSPENSION
l8G 70S 8. BuriDg Centre Race Removu Adaptor
For the removal of tbe rront hub beariog race centre
from the drive Gange. Use with basic tool 180 70S.
ISG 70S D. Bearing Ceutce Rau Remof'cr Adaptor
For the removal or lhe rear bub bearinG race centre
rroOl tbe !lbaft Usc with bftsic tool 18G 705.
H.22
18G 705 B
18G 705 D
1100. bsue 2. 69437
Geoeral description
Front wheel alignment
Steeriog
Column ..
Lubrication
Lock. igniLioD. switch
NyloD. tie-rod ball ends
Rack and pinion
Wheel
Tool, ..
1100. W u ~ 4 S698T
SECTION J
THE STEERING GEAR
Section
1.4
1.2
J.S
1.7
1.6
1.3
1.1
.. Elld of Section
J
J.I
J
--------.. -.... ----
"
--... -.-.. . . ~

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L-.. _ ... _._._ ... ___ __
____ . ________ . __ ._ ... _. ___ .. _ i
J.2 1100. luut <4. S6981

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J

J
TIlE STEERING GEAR
GENERAL DESCIUPTION
The rackand-piniotHype steering gear is secured to
the eosine bulkhead. Tie-rods, operating tbe sleering
arms, arc ollacbed 10 each cod of tbe stcering rack by
baJl joints enclosed in rubber gailers.
The "cering-coluOln engages (he 'plioed end of a
hdical-Iootbed pinion 10 wbich it is secured by a clamp
boll.
Pinion cod-play is eliminated by adjuscmcot of the
shima fined beneath the pinion Lail buring rtt.aining
plate. A damper pa.d inserted bcoeath tbe steering rack
coolrols the backJasb between the piruOD Mod racle,
WARNING.-Wbell the nhlcle 1I boisted so lbat tbe
Iront 1'I'beels are clear of 'be ground, forceful mo1'clDfol of
Lbe wheels from lock to lock must be .,oided, otberwise
dam'it may oeeM withIn tbe steuing mcehaDism.
Section J.t

Lever oul Ibe boro-push control. Unscrew aod rtruo .... \:
the liteering-wbeel retaioing nut Ind wilbdraw the
steering-wbed, using special Service tool 18G 70 with
adaptor 18G 70 A.
Wtu:n re6tliDg the sleering-wheel apply the torque
given in 'GENERAL DATA' 10 lighteD Ihe steering-
wheel nul.
SectiOD J.2
Remorin&
STEERING-COLUMN
Disconnect Ibe direction indicator and horn control
wire snap conoectors 10cRted below tbe parcel sbelf.
Remove the out, boh, aDd spring washer clamping tbe
column to the steering pinioo sbaft. after pulliog back the
rubber shroud.
Remove the two screws securiog tbe colwuo support
br.1d:et to the under side of the fascia, pull the column
assembly upwards to disengage it from the pinion shaft
splines, and lift it from tbe car.
, .,
Inspection
A benl iuncT I;olumn c.,u cause helwy sleering. Replacc
the inner columo on ils own 10 tbe slc:erillg pinion shari,
Ihen jack up the car beneath the fronl sub-frame, aod
turn the rotld wheels fron) fuU-left to fuU-rightlock, so os
10 rolate tbe iuuer column. Should tbe lotal ' run-oul'
O\eT the top bearing face exceed! in. (6' 2 mm.), tlle
column must be straightened, <1nd the check repeated,
until it is wilhill l ;tl. (3. ' 111m.).
R_,
The metbod of replacing tbe steering assembly is a
reversal of Ihe above Make sure tblt the
slot in the column clamp is cOrTectly localed with tbe road
wbeel, io the slflligbt-abc.1d position. 00 right-band-dri ve
models the clamp nlust be underneath the column and
horizontal in order to bring the direction indicator can-
celling lug iota tbe COrTecl position. 00 leO-haud-drive
models or where the switch is rooved to the left-band side
of tbe column the clamp alust be po,itloccd witb the
slot uppermost .
Tighten tbe slccring column clamp pinch bolt to the
torque figure. given io DATA'.
Section J .3
STEERING RACK AND PINION
Remo.log
Remove the steering-coh)mn as described in Section
J.2.
Jack. up tbe car beneath the front sub-frame and
remove both tbe front road wheels.
Disconnect tbe steering tic-rod ball joints.
Slipport Ibe engine with lining equipment from above
or with a viuiable-beigbt trolly jade under the Inns
mission
Remove the sel screws and bolts from the six sub-
fr:nne mounting points.
Remove from inside the car (he nuts from the 'U' bolts
screwing tbe rack housiog to the locboard.
Flg. J.I
A (hrough rOCK anti tie-Mdt
J.4 1100. Icsue 4. 3610
TIlE STEERING GEAR
J
Lower the engine just far eoous)\ 10 pennit tbe rack
nsscmbly to be n:leased from the toeboard aod
drawn from tbe car on tbe driver's side of the vehicle.
NOTE.-The nspeDSloa displacer hoses, hydraulic
boses, controls, etc., hne Dot beeo diSCOnDcctccl for this
operation, and to .'oid dlro8gtog them the engine mnlt Dot
be lo'nred more than" absolutely otCeMary.
DlmIaDtllng
Unlock. the ball end retaining outs on the steering
tie-rods aDd rcmo\'c tbe ball end assemblies .
Release the gailer clips from the rack housing and
tic-rods. drain the lubricating oil, and remove the rubber
gaiters.
Remove tbe two damper housing relaiuing the
damper cover-plait and packing shims, alld withdraw
tbe damper and spring.
Unscrew the two boilS securing the pinion shaft tail
bearing retaining plale and remove the plale and packing
shims. Extract tbe lower Ihmst washer, be .. ring, and bear-
ing race, and witbdraw the pinion. The top be.,uing race,
bearing. and thrust washer will be trapped behiod the rack
leeth and can be removed after the piojon is withdrawn.
Extract tbe pinion shaft oil seal.
Using lools 18G 707, unlock and remove the ball joint
hOllsing.
Punch the indentations io tbe lock washer clear of the
slots in Ille locking ring and the ball housing. On later
modds where a locking washcr is not fined puncb or
prise up the indentalions in the locking ring clear of
the slols in tbe rack Bud ball housing. Slacken back the
locking ring and unscrew the bousing to releuse tbe Lie-
rod, ball seat, and seat teosion spring.
Witbdraw the rack frOID the pinioo end of the rack
housing to obviate damage. to Ibe felt or 'VulkcUall' busb
tilted in the opposite end of the rack bousing.
Remove the busb securing screw from tbe fliCk:
bou.sing, Jcver tbe felt busb at ilJl joint and extract it .from
tbe bowing.
Remove the felt bush metul ileeve.
Eumlaiag ror wur
Thoroughly clean aod examine nil partl of the
assembly; components showing 5igDs of wear must be
replaced \Vim new parts. Fracturt:1l, hollows, or rougb.-
ness io the surfact:$: of the rack or pinion teeth wiU render
Ihem unserviceable.
Take parucw4I note of the rubbt:r gaitel"1; should tbey
be damaged or sbow the slighlest signs of dcl enoratioo,
tbey must be replaced witb new ones. The Lie-rod ball
bousing and baU seat sbou1d also be SUbjected 10 a careful
cbeck aod Dew pana fitted if excessive wear is evideoL
The ooler ball socket assembly cannot be dismi.Dtled,
and must thC1efore be renewed complete if it is worn or
damaged.
ReanembUDe:
The 'Vulkellan' (plastic) busb is tbe replacement for
tbe felt bush, and is used together with n sleel sleeved
busb aDd a spacer.
10sert tbe spacer (plain end orsl) ioto tbe rack housing.
1100. hsue: 6. S610
fit the f'laslie bush into Ihe sted sleeve and ioserL it
into tbe fack: housing (plain end first), with the flalS 00
che plastic bush positioned offset to lite retainiog screw
hole in the rack howing.
En.ure Ihat the spactr and bush are correclly posi-
tioned and drill Ibrougb the retaining screw bole aDd
busb wilb a -b. in. (-27 mro.) driU.
Remove aU swarf; coal Ihe retaining screw wilb
Jointing compound and refil to secure tbe bush. Cheek
tbll.t Ihe screw does not inlo tbe bore of the
plastic bwb.
Refit the pinioo top bcaring. Insert the rack. iota the
housing aIld refit the pinion and lower pinion bearing.
Replace the pinion tail bearing cover without the packing
shims and use a feeler gauge to measure tbe clearance
between the cover and rhe housing HAl. Fig. J.2). Do Dot
overlighten the covcr screws or an incorrect measurement
Dlay be obtained.
Remove tbe cover and refit witb Pilclting sruros to tbe
value of the feeler gauge measurement minu, 001 to 003
in. ('025 to 076 mru.) to obtain tbe requirtd preloadi.og.
The joint [aces must be ITe.lll cd with shellac to prevent
lubricant seepage.
Screw the bnll housing loclc ring ooto tbe lack end to
the limits of the thread (a new locking riog roust be used).
Refit the seal spring, ,cal, lie-rod, and ball housing,
tightening up firmly untillhe tic-rod is pincbed. Advaoce
Ihe loc'cing ring to meet tbe ball housing aDd check that
the lie-rod is still pinched. Slacken back the ball housing
ooe-cighcb of a turn to allow full of the tie..
rod. Relock tbe housing by tighten.iog lip tbe lockwg
ring to a torque of 33 10 37 lb. ft. (4' 60 to 563 ka. m.),
at the same time cosuring that tbe ball bousing does not
rotate. If adjuslment is correct tbe preload 00 the tic-
rod ball spberes must be such that a. torque of 32 to
52 lb. in. (368 to 599 kg. m.) is required on tbe tie-rod
to produce arti culation. Re611be damper assembly. Lock
ASJ85AW
Fig. 1.2
A sullon fhrough ,he sluring pinion and rock dbmper
I)'pe)
A. Take a fedu me.asu.rcmcnt and lit tbe pinl<?o cod cover
dWn5 10 Ibc value or the mcasurcmcol 02J,DUS 001 10
001 iD. (-025 10 0016 rom.) berofc tiltiDglbc damper yoke (c).
11. Measure the pp and til stUnu.
Co Damper yoke:.
1.S
J
THE STEERING GEAR
up by puncbiDg lips of the loc.king rinS ioto the slots
in the ball bOllsing and rack.
A'" 106-5 lb. (1-81 to 28kg.)puU with a spring balance
811ached to the steering ball cod will give lrus figure.
Damper .djUSlmCD( (Hlr!}' type)
To adjusf the rack damper tbe yoke must be rc61lcd
'With the springs but wilhoullhe packing shims.
1' jghten the secur.ng bolts ..... i{b tbe rack in the straight-
ahead unti l it is jusl possible (0 rOtate the
pinion shaff wilh the bearing preload gauge set ( 0
151b. in. (, 17) kg. m.).
Take a fetlcr gauge 1I1e.1snrenlc:nl between the damJl('f
cover-plat!! and its staling on the rack housing. Remove
the dlunper treat the joint faces with sbcllOlC, and
refit the CO'lU with the packing shims to tbe value: of Ihe
feeler gauge nlC<lSUrcment mintlS 001 to 003 in. ('025 10
,076 mm.).
The lorque load requited to start movement of the
pioioo after assembly must not exceed 25 lb. in. ('29
kg. m.).
Damptr luljustmCDt (later type)
Fit the dvnper yoke and cover-pl alc without the
Of packing shims.
Tighten the securing bolts witllihe rack ill (he slraighl-
ahead posi,ion until i, is just possible to rOLate tbe pinion
shaft with the hearing preload 8(1 oge set to 15 lb. in.
('17 kg. III.). Tllke. a feeler gauge measurement between
(tbe cover-plate and its seating on the rack housing
IB), Fig. 104).
RemO\'e Ihe cover-plate and (reat the joint fas ..... ilh
shellac. Re6t (be yoke spring and covet-pl:l,e with
shims 10 tlie value of tbe feeler gauge measure-
ment plus 002 in. 10 005 in. (-OS mm. to 12 0l0'l .) ,
The torque load required to sl..art movement of tbe
pinion aflerassembly must not exceed 351b. in. (' 4 kg, m.).
Fit a oew pillion shaft seal.
Refit the rubber gaiters to the bousing and the lie-
rods, Before securing Ibe gaiter clip on the tie-rod at
the pioion end stand the assembly upri:;ht and pour in
approltimalely -i pint ('4 U,S. pint, '19 litre) of
Preasure S.A.E. 140 oil through tbe eod of the gaiter.
Refit and tighteD the gailer clip.
Centralize 'he rack and marK the pinion so thai tbe
position or the rack Cln be checked aner tbe assembly
bas been fitted 10 tbe car. The full lra\'cl of tbe rack from
stop to slop is 5 in. (12' 7 em.), 25 io. (6' 35 em.) in each
AbS7S
Fig. J.4
If section rJtrough the steering pinion Qnd rQck damper
(Infer type)
.t . Take a fcdcr gauge fillhe pioioncnd eovtr
"ith shims 10 Ihe value of tht measurement minus {lO1 (0
-OOJ in. ( '()2S to 076 mm.) before tiuing Ihc damper ),o\(e (C).
t. Mmsure lbe lap lind fI\ shims.
c . Damper )'oke.
direction. n,,"t:e and one-lhiTd turns of the pinion will
gi ve complete travel of the $leering rack from stop to Slap.
Refit Ihe ball ends and loclr..ing outs. screwing both eads
an equlll dinance onto each lie-fOd until tbe measure-
mwt between tbe two ball pins is as shown in Fig. 1.3.
Tighten the locking nuls sufficiently oilly to prevent
movement during refitling the 10 the car.
Rt6ttlug
Reverse the removal prooedure, but leave the support
nuts slad: until the sleering-column clamp pinch boh
has becn tightened to tbe torque figure givell in 'GEN
ERAL DATA', Tben tighten tbe eolumn bracket nuts
and finaUy tbe: steering rack 'U' bolls.
Cbeck and adjust the wheel a1ignment as in Section
),4.
Section J,4
FRONT W'lEEL ALIGNMENT
When correctly adjusted the fronl wh.:els must toe out
a total or 1. in. (1'5 nlm.) Of an angle of 6 min. 30 sec.
Fig. J.3
1.6
SleeTIng Tack. assembly dimoulonJ
10 . Ttoe aDenlblcd len;th between (he baU piru 4S'34 ill.
(11H6 em.).
B. Rack leavel fton\ lbe CCnlr:r.) position 2'S ia. (6'3S em.' .
c. R.clt" Irlvel ccatral posilioo 2Si D. (6'3S an.l.
D. The Ihraded lenl'h or the licrod.
1100. Luoe 6, S6tO
TIlE STEERING GEAR
J
per \\"1:1 with \lIe car in all wiladen condition. To ConTY
out any uecessary adjustment tirst check Ihat aU lyres
tile inBaled to file recommended pressures (see
'GENERAL DATA'). MeUllfcmeots lU't takcD on a 16;
io. (41S em.) diameter (011 the side l\'all of the tyre) at .II.
distaoce of 10.1 in. (26 cm.) abOl'C the grolUld surf.ce.
Turo the wheels 10 the positioll. With
COnvenoooal base-baT-lype aJi pnmenl gauges mea.<:.urc
megts ill frail I of And behind the whetl centre! sbould be
l:aken ill the Silme poiots 00 the lyres. This is achieved by
mark.ing the lyres where the first realling is taken aad
moving the car fOJ'\\'ard approx..imatdy half a road whul
H:\olution before taking the lIccond reading at the same:
points.
Wieh an optical gauge two or three n::adiDgs should be:
taken with tLac car mO"ed fonrard (0 differeDt
180
0
road wheel tum for two readings and 120
0
for three
rea, lings. The average figure should 'hen be calculated.
Wheels anti lyres vary laterally within their manufac-
turing tolerances o r as the result of service. and aligoment
6gures Obl .. iuw wiLhout moving the car ore uuceliable.
If Ihe wheel alig.nment is incorrect adjust the Irack: by
slaclc.eoiog Ihe locknut for each lie-rod ball joint and the
dips securing Ihe rubber gailers to tbe tie-rods. Ihen
fotale each tie-rod eqUAlly in Ihe Decessary direction.
80th ltc-rods have righl-haad
cosure thill! tbe stef:ring rack iJ 10 the
ctQIr.1 positioo aod tb.t !.he JteeriDg geometry is c:orrect
it i5 inlportaot that the tie-rods are adjWlled to exactly
eqUid Icoglhs.
Aftcr adjustment tighten (he ball joint lockmus.
Seed.n J.S
STEERING RACK LUBRJCA nON
No provisioG is made (or periodical lubrication of Ihe
stcering rack; repleni shment is neccnary only where
there is evidctlce of oil loss frOID the rack housing or the
rubber gaiters. Sioce lubricallng Dipples are nOl providet.l ,
the folJowing procedurcs shouJd be (ollowed in order 10
make good allY oil 10$5. provided the lealcagc can be
reclified wilhoul tbe nl ck a.ssembly bei.1l8 removed from
the vehicle.
Remove the rctaining clip and release the rubber
sailer from tbe right-hand cnd of the rack: housing
(len-hand end 00 left-band-drive vebicles) and move Ihe
rack co tbe slraight-ahead pOIiilion. Josert an oil Doule
into the cod of the rack bousiog aod mjeet Dot more tban
i pial (-44 U.S. pint, 19 litrc). Use Elltrernc Pressure
S.A.e. 90 oil. Reconnect Ihe rubb4:r gaiter and move
the rack from side 10 side 10 distribute tbe oillhroughollt
the housing.
A
B
Fig. l.S
/ront wheel alignment check must In Joken with
fhe frolll ill the position.
Dimell.fioll (A) musl be A ill. (1'5 mm.) greoltr
Ihim (8)
Secli.n J.6
NVLON TIE-ROD BALL ENDS
Ball joints havc nyton seats sealed [or life and protected
hy rubber boots; no lubrication is required.
The rubber boots must be maintaiDed in good con-
dilion, and iril is found that a boot has become damaged
in scrvice both boot and joiot mllsl be renewed. However,
if a boot is damaged ia Ihe workshop during tbe reOloval
of a joint which bas therefore not become CQnt.uD1inated
by road dirl. tbe boot alone may be renewed.
Before fittiag a bool smear the area adjacent to the
joint with a little DCl'tragrease Super G.P. lubricant .
Seeti.n J.7
STEERING LOCK IGNITION S>I<lTCH
Cars e:tponed 10 GerD13DY and Sweden pre filled with
a combined ignition/startu switch and steeriog-column
lock mounted on the sleering-columo_
On cars fined witb thc IDck 8 sleeve iDlegral with thc
ioner columa is slolled to permit cngagement of the lock
tDa:;ue ; tbe outer coluuUI is abo slotted to allow the
lock tOllgue to paS! Ihrough. A hole drille.d in tbe upper
surface of tbe outer c.oluDlD locates tbe steering lock
brackel. The bracket is 6ecurcd by two bolts eacb waisted
be:low the head to permit removal of the beads by shear
aClion during assembly.
To reO"love tbe lock, disconncct tbe: battery and Ibe
ignition/slaner switch conoections aod turn the lock:
se.tting to ' GARAGE" (0 unlock (he steering. Free the
slee.riog-column assembly as described in Secooa J.2 and
removc the lock securiog bolts wilb ao easy-out .
(For 'SERVICE TOOLS' ;oge 1.8)
I tOO. l.utl(; S. 1140 1.7
J
1HE STEERING GEAR
SERVICE TOOlS
18G 207. Bearing Preload Gauge
Use this gauge togetber with the adaptor 10 lest the
prcloadioB on the stc:uiog pinion during re:lsserubly.
Secun: tbe adaptor to Ibe pioiou shaft Bud attach. tbe
gauge in tbe adaptor flange. Move the weight along tbe
Imr to tbe poundage required.
ISG 207 A. StcerU:l" HAck PloJOD Prdoltd Adllptor
lBG 70. SteeriDg-1fbeel Remover
18G 70 A. StwinJ-wbul RemOfU Adaptor
1.8
18G 207
18G 207 A
18G 70
IRG 70 A
1100. fssue 5. 114{1
THE STEERING GEAR
18G 707. Sleering Rlid. nail Jowl SpanDer!
Designed to adjust the stcering rack ball joiot 10 the
corrCCI torque figure, le,",crage muSE not be
used.
t8G 1063. Sleeting "I"ID and Hub BaH Pill
Remover
For the taper joiDt on tbe swivel bub and
stecrinarack ball ends.
1100. l5S\Ic2. 1140
J
18C 707
, .
l BG 1063
I .9
SECTION K
THE BRAKING SYSTEM
Geoend dt:Seription
Dlecdiog (be bydraulic system
Brak't$
Fronl (fixed calliper type)
Front (swinging C<1l1iper IYpe)
R ....
Hand brake
MaioteDa.n.ce
Master cylinder
Pre5SUfe reguJaliDJ va've
Removing a Ilexible bose
Tool' "
IIOG. !auo J, I 2 l ~
..
..
..
Section
K.5
K.2
K.9
K.l
](.4
](.1
K.6
K.7
K.8
End of Sectioo
K
K.l
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liDO. 1..-6. f02l8
K.3
K
THE BRAKING SYSTEM
Fif. K.I
brake (A) nnd Ille clulCh (D) master cy/il'/ders
GENERAL DfSCRlPTlON
The brakes on all four arc hydraulically
operated by 3 pe:(bl directly coupJeJ to B master cylinder
io whicb the bydraulic pressure of the brake operating
Huid i. gencrated.
The front hrakes 01\ all Mk. I lIlodds and 011 e.uly
J 100 MI-:. II mallual control models ace of Ihe rOlllli(lg
disc an(j rigidly mounted calliper type, e:.cb calliper
containing t\Yo frictioo assemblies betwecu which the
disc rolales.
The rcielion pads ace applied to Ibe by means of
two pistons operated by hydraulic pressure, and are
automatically retracted when tbe hydraulic pressure is
released. Wear all Ihe friction pads is taken up flulo-
milliC<llly and no adjustment i$ necessary.
Fluid pressure tillers the moulliing half of the calliper
and pauts through internal fIuid passagts to the tim
half. thuS" exerting equal pressure on both opertlti"g
pistons and bringing Ibe friclion pads into
coniaci wil h Ihe disc faces.
The frool brakes 00 the 1300, 1100 Mic. " automacic
:lind laler 1100 Mk. II manu:IIl conlrol
afC of the siogle swinsing coilliper type and are
described in Seclion K.9.
The rear brakes arc of Ihe intemnl-expaoding type
with Doe leading and one trailing sboe in eacb assembly.
Pretsure on tbe pedal expaod; Ibe shoes in Tbe drums
hydraulically. and when the prcssurr: is released return
sprira" retract them ooto their stops 00 Ihe expander
unitJ. A valve i. lilted in the fluid line to limit tbe pressure
on tbe rear brakes.
The hand brake operates tbe rear brue& only througb
mecbaoical linkage aod requires no separate adjustmeDt
except at major overbauls (see Section K.4).
SediOD K.l
MAINTENANCE
Periodically eurnine tbe quanlity of brake Quid io the
matter cylinder. The level sbould be kept i io. (6 mm.)
K.4
btlow Ihe ballom of Ihe f,lIer neck., bUI not higher.
The oeGCSsity for frequent topping up is an indication
of a leak in the system wh;cb Should al once be traced
and rcctifi ed.
Adjust Ibe rear brake-shoes (0 compensate for wear
of liIe liniog .... Tbe need for this i! shown by the pedal
,oiDg down almost 10 the floorboMds before solid
resistance is felt .
rn order to mainlain peak brak..ing efficiency and lit
Ibe same lime obtain maximum lire from (he fronl bl"'llke
frictioo pads they should be eJtamiued (l(riodically, and
if one pad has more .... ellr Ihao Ihe other Ibeir operati ng
positions sbouJd be over.
PreVtDtive JDlliDten&nce
To IIgaiusl Ihe possibk effecls of wear, or
it is recommended thaI:
(I) Disc bra'-e pads, drum brake IiniDg!l, hoses. and
pipes should he examined at intervals 00 greater
than Ihose laid down in the Pa..ssport to Service.
(2) Brake Ouid should be changed completely every
18 months or 24,000 miles (40000 km.) wbichever
is liIe soone r.
(3) AII8uid seals in Ibc hydraulic system and all fiex.iblc
hosts sbould be examillc:d and renewed if necessary
cvery 3 years or 40,000 miles (65000 bn.) whicbever
is lilt $ooncr. Allhe sanle lime the working surface
of I be pistons and of the bores of thc master
cylinder. wbeel cylinders, and Olher slave cylinders
shouJd be examined and new parts fitted where
necessary.
Care must be lakeo always to observe tbe following
poinls:
(a) At all times wc Ihe recommended brake ftuid.
(b) Never leave fluid in Ullse.aled eoutainecs. It absorbs
moisture quickly aad this caa be dangerous.
(c) Fluid drained from liIe ,ystem or used for bleeding
is best discarded.
(d) The neussity for absolute cleanliness lhroughout
cannot be over-emphastz.ed.
Fig. K.2
Ollt! square-hladed brake adjusting bolt II provIded
on each rear brake-plDte
1100. t.n.t. 6. IOUS
TIlE BRAKING SYSTEM
K
Fig. K.3
T/;r ("')"'JlIJllell!S nf n j i.wd.rfPt! from brake mf"iJef
l. p:,dJ.. 6. \'hIOl'l.
,.
P:uJ sprint::.
,.
Bkc<kr
l. Relaining ('lin.

(rnounli!'l8 h;\I().
,.
Pitton dun seal.
,.
C'3l1i per (rim half).
,.
I'i.wn nujJ 10. mOllnlins:
II. "nti ' i(juuk
Seelion K.2
FI{O!'rlr URAKES
Calliper t.'pe)
frictiOil pads
Jack up Ihe car and remove rhe rOfld wheel.
Ihe pad retaining !IOprinG and withdraw the: lCUliuing !;plit
pins. Remo\'c the sprins and wilbdrD.w the: (riclion
and anlj,slllIcak shims frolll (he: cllllipcr. using a slisht
rOlaliona! movement (0 assist lemo ... ,,!. Ie ma), be
ncct'su.ry \0 usc A ptlir (If pointed-nose pfiers for
operalion.
Thoroughly clean the exposed facc of each piston lim)
ensure Ihal Ille recesses in the calliper wbich receive Ihe
fricLion pad assemblies are frec from rust and grif. Pres ..
c:.ach piston inlo Ihe calliper. Wbilst this is beine
done: lhe fluid IC"'eI in Ihe ma!'oler cylinder will rise. ItllC
to ft.uid being displactcl by the pistons. h rna)' be
10 siphon off any surplus (rom Ihe m;1Sl er cylinder In
prevent thc nuid from overOowing.
Check Ihal Ihe relieved face. of each piston is ccrrectly
posiliollcd alld fil the neW friclion pad assembljes ililo
Ihe c;dliper.
Fit the allti-squeak shims betweel\ tbe pi!>lon il1ld
friction pad.
Ensure Ibitt the pad .... senlblies ;,m: fCi!c to m.ove cilsily
in fhe c.:alliper recusC's. Remove :any high-spots from the
pad pressure plate by filing carefully.
Refit the spring in position, prC'$$ down lhe
spring, and iOSl!rt the split pins. If Ihe rtillining springs
show allY signs of dama!e or loss o( tension. new springs
musl be. fitteLl.
After fiuing new friclion p:!ds opcrate Ihe brak.: pedal
several lirnes 10 ncljust the brake. Top up Ihe master
cylinder if necessary.
Remo"ing aDd di. .. mantling a calliper
Disconnect the brake fluid supply hosc.
Unscrew Ilnd removc the IWO boll!t secunng Ihe
1100. luue <4 10189
calliper 10 t.he rrnn! hub aJ"ld w;lnuritw the calliper from
the dise and 11Ob. Derrets the pl\U sprillg and
wilhdraw the rt( .. iniLlg split pin$. Remove the fdelioll
Fads llnd anli-squeak shims :'Ind clean lhc OUlliide of tbe
c:llIiper, nlllking sure tbat all din anu 1f;lces of cleaning
fluid Ife conlp1ele\y removed.
Reconneet the brake Buid supply bose aud support
Ihe calliper 10 avoid SITDining the hose.
Clanlp Ihe I)iston il) the nlOUlllilla half of (he calliper
"I\d 8cotl), apply Ihe foot brake, This operlliion will
force the piston in the rim Ilnlf n( Ihe calliper 10 move
outwarcls. Continue will\ gentle on Ihe (oot
pedal unlill))e pi!llnn en,ered sul'kienlly for it to be
remo\'ed by hand. HIWc a cleall receplacle ready to catch
lhe nuid as the pislon is rel1loved.
With a suilablc bhmt-Iloscd tool remove the nuid sea)
from its groove in thl: bore or Ihe calliper. taking irt:!t
care nOI 10 danlagc Ihe bore of the callirer or the seal
retaining groove.
The dust seal relainer can be renloved by a
screwdriver between the retaioer nnd the :'md gcolly
prisin the from the mOllin ot' thl: calJipl!r bore.
The rubber Ileal ciln be detached.
Remn\'e 'he d,HllP from (he monntiDg-baJf piston. To
remove fhe mounting-half pislon (mill the caUjper il is
neceSSAry fit$IIO refit the rim-hllir piston, and thcrea.fli;:T
the procedure is as previously dr:tailed.
Wh!::n cleaning OUI the t;illliper it is essential that only
nlC:fhylalcd spirit or the correel lockheed brake fluid be
used a medium, Other types of cleaning fluid
may damAge the iQleTual rubber st!.lls betwccn the two
hah'cs of Ihe calliper.
Fig. K.4
dific brake (lssembly (fixed calliper Type)
I . Bl"lIkc: disc. 2. Dltl!'dtr 1l:rell.'. 3. CaUipc.r auc.mbl"
K.'
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K
1liE BRAKlNG SYSTEM
Duke di,s.cs
FoUolY the procedure dCIlI.ilcd in Section H.IO for Ihe
removal aod retitting of the brake disc. Should the
mauroum runoul al Ihe oul er periphery of the brak.ing
exceel'l -00(\ in. (' 152 min.) aft er filliug, Ihe diJ;c
IUUSI be removed and repositi oned on Ihe drive shan
$pliues.
RtasscltlbliDl
Coal a new Ouid seal wi lh l ockheed Disc Drake Lub,j-
un I, making sure tbal tbe seal is absolutely dry before so
doing. Ind case Ihc scal inlo its groove witb Ihe fingers
until it is !luting correcLly in Ihc groovc.
SllCken the blccdtr in tbe calliper OD<! complete
turn. Coal tbe piJ;IOn with lockheed Disc Brake Lubri-
call t alld locate the squa rel y in Ihc n\Ouln of lhe
bore wi lh Ihe CUI-away ponion of the piMon f:tce (or-
fCCll y posilioocd uppe:rmost.
Press in Ihc piston unti l approJlim'lte:1y 1\- ill. (801m.)
of the piston is protruding from the bore. Take great CMe
10 preveDt thc piston fih ing during this operation. If thc
dust seal and retainer h3lve bt.c.n previously removed,
Lake a ncw, perfectly dry dust seal, coal it with lockhced
Disc Brake Lubrieaol , and fit the seal inlo its retainer.
Position .he seal assembly on the prolfuding portion of
the piston wilh the seal innermost. ensuring that tbe
II$sembly is witb the piston. Prc:s.s home tbe piston
and seal assembly with the clamp. Retighten the bleeder
screw.
The mounting-half piston is dealt with iu the $3lne
roaone1 as deseribc=d for Ihe rim-half piston. The rubber
bose must be discoonected to allow the clamp 10 be used
aDd the bleeder screw must be slackened.
Reconnect tbe hose and bolt tbe calliper to the bub.
Do not depress the brake pedal . Fit tbe friel ioo pad
together with their retainio!; springs and split
and bleed tbe
Fig. K.S
Tile rigltl-haml rear b,nke nssembly
J. Hand brAke le,..,r. 4. Shoe poll-(lft' SC)rifll: .
2. Shoe pull-otr S(V"int- 5.
1. Sf tidy ! Ilrinp. 6. SPrifl!;.
7. H)"dtauhe cyl inder_
K.8
Arter bleeding operate the brake ped:iI u\teral times
to adjust the brake.
Seclio. K.3
REAR BRAKFS
Drd;t-shoe adjustment
As the brake linings weu, the pedal will travel nea rer
10 the floorboards before the brakes arc JPplied. When
the travel becomes excessive tbe brakeshoe must be
adjusted Co bring cbe linings closer to the brake. druol .
One eoromoD adjuster coot rolling the adjustment of
bOlb tbe leading and trailing brake-shocs is located 00
tbe back or each rear brake backplate.
Jack up the C3r and lurn Ihe adjuster scrcw in a clock
..... ise direction ulltil the brakedrum is locked, thco
slacken lhe screw unlil the drum rotates without rubbing.
Repeal this adjustment Oil the othcr reaf road whceL
ReOlo,Uig the rear "beel c)"liDder assembly
lack up tbe C;lt under Ihe rear sub-framc, remove the
road wheel. aod tboroughly clean t.be brake backplate.
Disconnect Ihe nellible fluid supply hose as detailed
in Section K,S,
Unscrew and the bleed screw. Remo,'e tbe
circlip from the cylinder boss protruding througb Ule
backplatc. Rcmo\le the bub eap and nul aud, using
Service 1001s ISG 304 o.lld 18G 304 Il, withdraw the
brake-drum and hub unjt. Remo\'e the br ..,ke-shoes and
extract Ihe eylioder.
EumiDiog lbE rur tII'beel (yUndEr :numbl)'
Remove the dust seals from the ends of tbe cylinder
and exlr:Jct both pistons. Tbe piston seals Ihould
be remo .... ed alld Dew seals fitled by usi og the tiDgers ooly.
Do not clean the rubber parts wilh anything otber thaD
tlle correct Lockheed brake fluid. All traces of peltol
(gllsoliue). ele,. used for cleaning nlclal parts must
be: removed before reassembly.
Rt6ttlac tbe rellr whed c.yliDder asstmbly
The procedure. for refitling 0. rear wheel cylinder is
a reversal oflhe removo.l sequence. In addition, aUt n,ion
must be gi ven to bleediog the hydraulic. system ilod
adju$lio.g the brakesboes as delailed ill Section K.S.
Rcmo\"itl.t:: rtar shoes
Cbock the rront foad wheels and set thl! hand brake
in tbe 'off' positior, .
Jack up the ear under the reat sub-frame and remove
Ihe road wheeL
ReOlove the bub cap and mil aod, using Service tools
18G 304 and t8G 304 0, withdraw the br:ak-drurn and
hub unit .
Disconneet the steady spriogs .
Note tb.c position io which tbe pull-off springs ilre
filled and remove tb. e shoes and spri ngs.
NOTF..-Do not press the fIr.ke pedal with the sboes
relDO"ed from the backplate.
1100 Iswc 4. j6\181
THE BRAKING SYSTEM
K
Re6Hing rHr shoes
Refilling is a of tbe above. procedure; make
sure Ihal tA,e puJl-ofT springs nrc anchored in thei r correct
boles in lbe sboe wc.b alld that the resister
io lbe slotted "nd of the brake wheel e)1indcr
piston and il) the arljuslcr tappels.
Rcliniag
Jr it becomes necessary to renew tbe .s.!1 of brah
lirtin!!j; due to exctuive wear it is essential tbat t he
mat criai used for relining is Ihe same as origioally
or of an approved alternative. The same
maltrial must be used for all four assemblies, otherwise
the broke balance will be adversely affected.
For infornlntion as to approved lining malerials refer
to DATA'.
Owing to the nced (or the brake Iirungs to be perfectly
conceotric wilb (be brAke-drums, special precautions
must be lakeo whell relining tbe shoes. It is not
rotllckd tbat be ulldenaken ul'Lless all the
specialist facilities art available. We ndvise use of
replacement shoe, obti'inable through OUI Special Repiir
Sr;n-iee.
,-\fter riveting the new linings to the brake-shoes it is
esselllial Ihal any $.hou1d be before
rc=placell1elll on the backplate.
When new linings are fitted considerable adjustment
must be Initde to the fOOL bmkc mechanism; turn Ihe
adjusters to their full y 'olt' posilion before 3.1tt:lnpting
to re6t the brake-drunls o\'er the new linings. Tbc haod
brake must be in the fuUy released position.
Do not allow or paint to conle ioto contact
with the brake linings.
Do not clean Ihe rubber parts with anything other than
the correct Lockbeed brake Huid. All traces of petrol
(gasoline), elc" used for cleaning met:ll parIS must be
reOloved before
Section K.4
llANO DRAKE
Should the h:lnd br:.kc lack power or the Ie\'er sllow
silns of reaehiDI t he (tid of its travel on the r.tlchet
hefore the brake-shocs come into opc.tacion, readjust-
Ulent is necessa ry; Ihis will also be indicated byex.ceive
pedal travel.
Raise Ihe rear of the car until botb wheels arc clear of
Ihe ground.
Set tbe haod bfllkt: to the 'off' position and see that
tbe. tWO ..... beels fot ll ie quite (recly. Adjust the shoes h)'
means or tbe adjusuog screws :lS detailed.
Cheek !.he han.d braL:e :Ictioo, and if e;(cnsive Iravel
whkh proper application of the brdkes is still
preSC'n( it is probably tbat lhe brake-shoe linings an!
"'orn or, in exceptional cases. tbe cables have stretched.
F.x<lmioe tbe brake-shoe lin,inss, and if worn rentWor
reline them if repl.3ccmellt shoes are not available.
rf excessi ve brake lever travel is still present with new
shoes or liniugs it is permissible to take up the excess
1100. lssuc: 4. 11-40
travel at tbe brake hand lever trunnion, provided the
following procedure is lIrietly adhered to.
Fim make sure d 1 the slIoes are properly adjaaskd
by mum of the shoe adjl.lstm as expJUttoo in SeedOD
R.J. This is most importalll.
All ply Iht: baod brake until the pawl engages with the
third notcb all tbe r.atehet, aod adjust the outs at the hand
bnake levcr unt il it is just possible to rotate the wheel
by band under henvy pressure. 11 is important that tbe
ro'ld wheels oller eq l rnisiaoee in order to get full
braking power.
RetutQ Ibe lever to tbe 'off' position and check: that
both Wheels are perf..:ctJy free. If (bey are not, ren\Ovt:
the brake-drum and hub unit, using Service I'ools 18G 304
and laG 304 8, oftbe bt"Jke that teudslO bind, and check
Ihat tbe brake-shoe pull-Of{ springs are eorreetJy fitted
and that tbe wheel cylinder h3$ not seized. Refit the
brake-drum and hub unit, readjust, and check.
Remo"ill&" ha,d brake eabl('5
Chock tbe frout road wheels and set the hand brake
lever io the 'off' position.
Remove tbe cable /tdjusl ing outs and tbe cable
fairlead located in the centn of the 600r between the
front seats. Draw tbe cable tbrough the floor from
ullderneath the car and relellse tbe cable from tbe guide
channel on the rcar sub-frame front cross member.
J;'Ick up the car under the rear sub-frame and remOVe
the ro::td wheel.
Remove tbe nut St:euricg tbe cable swivel sector to the
rJdius arro and allow the sector to be reroo\'td witb the
cable. Draw thc cable tbrough the frame and release it
from the actuating lever on the brake backplate.
Whefl 61liog a lIew cable make eerlain thaI the corners
of Ihe sector life 'nipped'.
Refittina the hud brake
Re6tti\lg is a reversal of the removal procedure. Make
certain lhal the guide channel is well lubricated.
Readjust the hand as dt.lailtd,
Section K.5
BLEEDli'lG TH HYDRAULIC SYSTEM
8ludin8 the braking system is not a routine main-
lenaoce job and sbould only be ncce.ssary wben SOllie
ponion of the hydnlulie t.qtlipmelU bas been
na:ted or the flu id le\'el allowed (0 fall so low that air
has entertd the SyiltrD through the master cylinder.
Fill the master cylinder reservoir with the recom-
mended brake fluid (sec 'GENERAL DATA,) and keep
it al lees\ half-rull througbout the bleeding opera.tion to
preveot air being drawn into the system Ibrouln the
n:servol.r.
Attach tbe bleeder tube to the rear wheel cylinder
bleeder screw, or in the caSe of the frOtH whetl brakes
the blecder nipple on the calliper, and immerse (ile free
end of Ibe lube in a clelln jiJT (OllIainiog a liule brake
Guid.
K.9
K
THE BRAKING SYSTEM

I. 5 7
o
Fig. K.6
A sec/ioll through the broke master qlindu
I . Pushrod. 7. End 12. ristun ""asher.
I). Maiu cup. 2. Rubber boot. 8. Citdip.
1. Mounting Hinge. 9. Stop ",aslJer. 14. Spou. rcl 3.iner.
1 S. Retum spring.
16. assembly.
4. Supply lank.
5. Cylinder
10. Secondary cup.
II. r iston.
6. WAslw:r.
Open the hleed nipple one full torn. Deprss tbe brake
pedal slowly and aUow il 10 relurn without :tssislaoce.
Rcpellt tllj, pumping action with a sli ght pause beforc
each dtprl!ssion of the. pedal. When the .fluid enlcrios
the jar is completely free. of air bubbles h.old tnc: pedal
firmly against Ihe noorboards and tighlclI the bleeder
screw.
This process must be repealed on each bleed screw at
the rear wheel cylinders aDd front callipen.
After bleeding top up IruS Suid to ils concel
!e,'cl.
NOTE.-Ocau Iluid bled hom the system must be
tllo"td to slled uotil it is dur o( air bubbles (approxi
w
mately 24 bolU"!'i) before it used ngaio. Dirty Quid roust
be. duc.:.rded.
Section K.6
MASTER CYLINDER
ConstruetioD aDd operation
The master cylinder pislon hacked by a rubber cup
and is normally held in the 'olT' position by :4 ret urn
Immediately jo frollt of the. cup, when it is in
tbe 'oft" position. is a compensating port connecting Ihe
cylinder with the: fluid supply_ This pOrl allows free com
pensalioQ for any expansioll or <.:ontraction of fluid
Ihus ensuring lil;)t the system is col1slanlly filled; it also
serves 85 II relcase. for additional fluid drawn int o the
cylinder durmg b(ake: llpplications.
is applied to Ihe piston by means of t he
push-rod attached to the brake pedal.
TIle reduced Ekirt of the piston forms aD <lDuular
space which is tilled wilh fluid from Ibe supply t .. lllk via
Ihe feed hole. Leakage of fluid from the open end of tbe
K.l0
cyliuder is preveDted by the secondary cup tilled 10 the
fllluge end of lhe piston.
By rdeasing the brake pedAj .after :1pplicatioll the
picon is rt:turned quickly It) stop by the returo sprine.
thus creating a vacuum ill tbe cylinder; this vacuum
causes the main cup to collapse and pass fluid througb
the small holes ill the piston bead (rom the 3nllUllir spaces
forOlcd by tbe piston ski rt . This additjonal fluid finds
way haek to the 'cs(n'c supply lank under the action
of the brake reCUrn springs tbrougb the outlet valve and
COOlpens.1ling port until the system finally comes to
rest . Jf the compensalin{! port is covered by Ihe piston
cup wht n the system is at rest pre;sure \\'ill build up
as a result of brake appJication. The combillation inkl
and OJitlel check val\'e in Ibe bean ('If the cyli1lder bore
prevents fluid pumped out from the cylimler when
bleeding Ihe system returning 10 the cylillder. thus
a fresh charge beine dcJi"ered al each stroke of
fhe pedal.
Rcmo.ing
Remove t h.e cird ip 3!1d withdraw the clevis pin
tile m<ls tcr cylinder push- rod to tbe pedallc\'er.
l>isconoect tile pressure pipe union from the master
cyJjnder, remove t he two hol t!> !>c.;uring Ihe cylinder 10
lhe bulkhead, and then withdraw the asscmbly complete!
from tbe car.
DismADtling
Remove thc filler eap and dwill out rhe fluid.
Pull ba(;k tbe rubber dust cove r, remove the circl ip
witll. a pair or lonsooscd pliers, and the push-rod and
dished washer can then be rC'moved.
Withdraw Ihe re[nailJin!l P:!rIS (rom Ibe cylinder barrel.
1100. Issue 4. 1140
TIm BRAKING SYSTEM
K
.... ,
Fig. K.7
n,e II),drllulic hroke prtlSllre reguloting vallie CDIII-
ponents
To remove the secondary cup (rom the pistoQ eare-
ruUy stretch the cup over _he end of the piseoo,
using only Ihe fingers.
Rtassetnhli4&
Cle:l1l all pam IlIotOU8M)' , Iht. recommended
Ruid for all rubhcr cQ1nllollCllIS. Ailiraces of petrol
(p.soline) or trK: hlorc(hylcllc used for cleaning the
met al paris O]USI be n:movcd before assembly.
Examine 1111 ru bber parIS for damage or distortion.
It is usually advisable 10 rcnew the rubh:rs when re--
building the cylinder. lJip ;,11 tbe iOler"al parts in brake
O'IJid and asse mble them wet.
Strch.:h Ibe secondary cup o'oer the cad fl.3nce of lhe
piston with t he lip orille cup facing tnward$ tbe opposite
end of the pi:> ton. When Ihe cup is ill it s gronve work. il
round gently with Ihe fi ng(f1 to make sure il is correctly
SC3ted. Fit the val ve cup and body to Ibe return spri ng.
[nsen Ihe return spring into the ba rrel, making sure

to receive the piston, nl:;lSler cup.
Insert the master cup, lip first, takin!! care not to
d3mage or turn back. the lip. and press it onto the
spring
Repl3cc the washer with iLS concave side in
cootaet wilh Ihe n;ai., cup.
Insert Ihe pislon, lak.ing care not to or turn
back the lip of lire cup.
Push the pis Ion down (be bon: and replace (be push-
rod. retoioins circlip. 3nd Tubber dust cover.
Rc6ctio,
Secure tbe master cylillder by means of the t wo bolls
to the bulkhead .aod re6t Ille pressure pipe uoioo to the
cylindcr barrel.
Line up (he push-rod yoke wjth lile pedal lever and
scc.llre the yoke In Ihe lever with. tbe clevis pin aDd
circlip,
Chedc. Ihe brHkc-shoe
Refill and bleed the system.
Check Ihe syslero for 1e.'\Ks with tbe brakes fully ou.
n.stiDc for suspecl cd Ovid lukage
Before disc<lTding any bydraulic cylinder suspecteJ
of Ie."kioj! fluid, ca rry out tbe following examioil(.ioll:
(I) Turn back Ihe rubber boot, and inspect Ibe :Issem-
Illy for leak<lge. The corrosion inhibiting fluid
norml'l ily present hc dried out aod not
for a sign of thi s.
(2) Re-examine the cylinder for Ie."lkagc aflcr a furlhu
1100 luue 6.. 10258
period of two sen-ice, during which a closc
clJeck wust be kept on the fluid level in the
reservoir .
SedlOD K.7
PRESSURE REGULATING VALV.!.
A regu1;\{iog valve fitted on Ihe brake 6uiJ line and
is designed Co COlllrol the hyd raul ic pressure to Ihe rear
brakeslJoe cylinders. Tlle rDuimum prl!Ssure 00 models
tilled with fixed calliper type front brakes is limited to
450 lb./sq. in. (JI'6S kg. /cm.') and with swinging calliper
type front brakes to 375 Ib./sq. ill. (26'36 kg./crn.
t
)
2S Ib./sq. in. (1'76 kg.icm.
2
) . Wheo tbe pressure in the
fl uid line relches this figure the valve will close a"d prc-
vent any fUfther pressure being app)jcd (0 Ihe re:lr
br3kes; all addiliona l is transferred to lht wheel
cylinders operating t he front brakes.
Remo\'j ns
Disconoect the tbree pressure lines from their eeODe-
li oliS 0\1 the valve bod)' and remove Ibe 11111 and
to release the valve from ils lncation (1) thc rear sub
frame front crossmember.
Dlsco.nding
Clean the elC lcrior of the a. ssembly.
Unscrew and remove Ihe cnd pluS and sc3ling washer.
Extract Ibe \'alve assemhly and the return spring.
Examine the rubber seals ; if they Ire woro or damaged
a new pistoll :lnd seal assembly must be litted.
Reassembling
Thoroughly cleau nod lubricate the body bore and 1111
Ine conlrnnenl willt the rccommended bnakc tlujd.
Fit a )ICW taper se..al aud piStOIl seal; make cenain th31
the t3per seal is fitted with the small diameter posi-
lioned to enter tjlC \'alve bore (in!.
Refit the return aDd Ihe \'a lve;: assembly, and
secure ill positjoo with the cod plug al\d sealing w.uher.
NOTE.-rr tbe suling: \\'Ilsher is .In aluminium one, It
Dll1$t be replaced by ODe of copper, along wIth. new ead
plue aad a nel\' sbort pipe froID cbe regulating ,.lre 10 the
cbassis.
Re6rtin&
Refit tbe ;)ncrubly 10 the sub-frame cross-member,
reconnect the IIm:e pressure )j oel. and bleed the systetn.
Section K.8
REMOVL"IG A FLEXllll.E HOSE
Do not alteropc co release a Bcx.ible hose by turning
either eod with a it should be removed as
folio"".
Unscrew tbe metal pipe lioe u.o.iOD. out from its con-
aection to tbe bose.
Hold Ibe bexagoD 00 (he 6exj ble hose aod remove tbe
locknut securiog the Ocx..ible hose un.iotl to Ibe bracket .
UtlscreW the Oexible hose from Ibe cylinder,
K.II
K
THE BRAKING SYSTEM
5
6
\
,
,
--
1.6---"'( - - -- )
Fig. A,S
7
TI" piston Ullli brake pall 0/ Q slI'hlgmg
cuflipu 1.1.,," frolll hrokt>
I. Friction ", ..li. S. Pistan.
,.
pi ns.

Piston O\, id s.'jl l .
l . P"d )f'lri ns. 7. r;u\," '1'lindcr.

Pi"Oft dUl l !.e:'!.
,.
Pis tOl) .1.<.WmbJy clip.
Secrion K.9
FRONT 11R..u':':oi
(Sn;nging Calliper typr)
Oesulplion
The (ron\ brl1kes arc of the raolling disc ilnd
swinging COIUipcr type, each callip.::r conlaining twO
friction pad assemblies between which Ihe disc rot ales.
The frklion pllds :ue applied 10 Ihe disc by of il
single pil>IOn operaled by hydraulic pressure. Fluid
clUtrs Ihe piston, which pushes ils friction pad
onto Ihe disc. TIlt subsequent rC<lelion on Ihe piston
cylinder pushes on the swingi ng to which it is
"Iuached, so lhlll lhe fricLion pad 00 lhe opposite side of
Inc disc is si rnull"ncousl), pulled onlO lhe disc face with
equal force.
Rtotf\'io, friction pads
( I) lad.: up lhe CM aod rcmovc jhc road wheel.
(2) Depress the pad rel ai uing spring ;'Iud wi lhdmw the
relaining split pins.
(3) Renlove Ihe ret;lining spring, lind withdraw lhe
frieli on pads from Ihe calliper wilh the aid of 0\
pair of plicrs.
(4) CIc.,l'I the exposed face of the piston. the recess
upon wbich rhe moving pad slides aud the face of
Ibe calliper againsl which the fixcd pad ruts.
(5) Press Ihe pislon h:Jele: inlo its cylinder. The level in
the MlUtercyJindcrwill rise while tbis is being (/('Ine,
owing 10 fluid being displaced by Ibe piston.
(6) Fi t Dew f,ic;.lion pad tlsscmblies to the calliper.
eosur;ng th.tt Ihe pad operalcd by lhe piston cnn
more easi ly in il $ recess in Ihe calliper.
,1,,'. 12
8
(7) Refit the retmoUlS spring in POSili ll ll, Iht
spri ng down, and insert the splil pins. If the relain-
inc spring shows tiny of dilmage I)r loss of
tcnsion. Dew spriDts must be filled.
(8) SI:ac\ccn the screw 0 11 the lOp of t he (::l lIipcr
i'ldja\:eut to Ihe I)i\lot pill boss, press the br:'l ke
pedal 10 centralize the brake p;uh 00
the brake disc, and relighlcn Ihe screw to lhc
torque figure given in ICENERAL DATA'.
(9) Top up the master cylinder ir necessary.
Rcmo"in!: :anti disnllnUing I. piSIOD .ssembl)'
( 10) the friction pads and ret ainer describeJ
in items (I) (0 (3).
(II) Disconnect the br;lke "nid supply hose.
(12) Move the "winging calliper towards Ihe: centre of
the vehicle. rc\c;l5e tbe retaining spring eli", and
$lide the piston asstmbly fmln the calliper, with
fhe lti\1 of a liioftfaced h:,Urunu if
(J 3) Reconncct the b"(lkc fluid "upply hose Jnd support
the calliper 10 avoid straining the hose. Press the
br:ake pedal y.el\lly ullli l the pi5(f)11 has cmerged
sUlficiently for it 10 be rcmo\'ed by h:lnd.
( l4) Di sm:antle the piston assembly anJ renlll\'C the
seals ;'I S described ill Sccti(l n K.2 'Rrmu\'iog .nd
di slnllluUiog :II calliper'.
a piston u .umbl.Y
(1 5) RC:l uemblc the. piston \Vilh a new seal as Jho.:ri bed
in Secli on K.l, u,.:ing t he pi\t .. m reselling tool
18G 590.
Fig. KiJ
The diu hrnh osItmbl), (swingiflg callipt'r IY/X')
I. Drake
Olcwcr
3. I'i' lon ;I""c",bl), .
.t. Swi n8,nr,
1\) c:lllipeT
iC<,' unng chI".
1100. ''\Sue 6. 1028&
THE BRAKING SYSTEM
K
(16) Clean the slols in the piston and tlte of the
calliper. then man<E.uYre the piston assembly into
the calliper, bleed nipple rcolrwa nJs, and refit the
retaining dip. Reconnect the brake hose and refit
the friction padi as ilJ (6) aDd (7),
(17) Gleed the br:lkill g system 015 descrihed in Section
K.5.
(IS) Centralize the br.]};e pads 0010 the disc .. s described
in (8).
Removing and repl:acing a calliper .iStmbly
(19) Remo\'c tbe fricrion pads as described in (1) 10 (3).
(20) Disconnect the brake hosc.
(21) llns.crew and remove the two bolts securiog the
calliper 10 Ihe front hubs withdr;iw the calliper
from the disc aud hub.
(22) Release the retaining spring dip and then lap the
piston :mcmbly from the caUiper wilh a sofl-
faced h:lmmcr.
(23) tbe instructions (19) to (22) to rdit the
calliper. Ensure thai lhe pivot piu and the slidi ng
rijCt between the fixed and moving parts of the
c;l1lipcr arc free from rust ilnd din. '0 thOlI the
I11m' ing part of the calliper can swing freely.
Notl! that the thick' steel washer is fiued 10 tile
lower of Ihe two bolls attaching Ihe calliper to the
hub, ,Il\(l that a spring washer i:<> litted to each.
NOTl!:.-The c1eilflloce under the foot of the securing
clip (see Fig. K.9 item S) at the reaf of Ihe 6xed calliper
not CJtcced '040 io. Thi s tolerance is set during
manufacture, "nd may only be checked with the fricti on
p:.Ills removed.
Bral.:e discs
Foll ow the instructioos giveo io Secti on K.2 for bmke
discs, noting that the ma,umum run-out at !be periphery
of the braking surface not exceed 002 in. (OS
mm.) on the si ngle calliper type disC.
Section K.l0
Remot'iDII:
T."-.!'ffiEM MASTER CVLIJ'f'DER
(Aoslin America ool!)
(I) Dis..:onnect the hydrauli c pipes from the master
and plug the pipe ends to prevent loss of
fluid :U1J the etury of dirt.
(2) Unscrew the two nuts securiog lhe mas!cr cylinder
w the bulkhead, and lift it off', leaving lhe push-
rod allaebed 10 the brake pedal.
Disman(jing
(3) Drain lbe ftuid from the reservoir and refit Ihe cap.
(4) Plug tbe pi pe connections, thoroughly clean fhe
exterior of Ibe assembly and remove the rubber
hoot
(5) Grip the cylilldcr body 10 :I. so(t-ja\ ... ed \'iee wilb
fhe mouth of !he bore uppermost.
1100. IUlie 2. 12872
4 -2
s
6 - ---..l.:!I
l
8-
18 o 00655
Nt: . K.IO
A through rhl! tandem cylintlu
I- Filler CJP. 14. Cirdip.
2. I'Ja!ilic re..o;.crmir.
".
Cup.
J. RCS<:f'mir
H,.
rirdifl
,.
Mai" cur. 17.
5. " iSlon IS. Spri"g I'l:llincr.
6.
I'.
SI(lr wa$hcr.
1. M;litlcup. 2.11.
,.
:!l. lk;lring.
9. l'islOJl Jink.
"-
Srring.
I . Pi n. 23. PlIsh-roo.
II. l'in rclui.\lcr. 24. 5pirolo:'\ rin"
12. Mlliu Clip. ;:!j. Rubb.:r boo!.
IJ. Piston wa5hcI.
(6) Compress the relurn spring and remove Ihe: Spiro.
lox ring from its groon! in the: primary piston,
taking care not to distort the coils of Ihe ring or
score the bore of the cylinder.
(7) Using tool l8G 1112, removc tbe pistoo retaiuing
circl.ip. A slight radiusing of the sides or the tool
may be necessary for ease of use on this mnstcy
cylinder.
(8) Move the piston up and down in the bore (0 free
Ihe nylon guide bearing and cap sCII; rcmove the
guide bearing and seal
{9} Remove the plain washer,
(10) Using locI 18G 1112. remove the inner circlip.
K. l l
K
TIlE BRAKING SYSTEM
(II) Withdraw Ihe primary aod secondary pislon
assembly complete with stop
(12) Remove: the stop wAsher.
(I) lbe spring sepArAtiog the two pistolls
alld out the foU-pin ret.)ining Ibe link.
(14) Note (be poSitiODS of the rubber caps by their
nloulded indentanons and remove Ihe cups :lod
washers from the pistons.
(15) Unscrew the four bolu stewiog the plastic reser-
voir to Ihc bod)' :lnd remove the reservoir .
(16) Remove tbe two rcse(\'oir senting rings.
(17) Unscrew the connectioo adaptors, discard Ihe
copper gaskets, ;Iud rcmo\'c the spring and lr<lP
valves.
IDSpecfion
(18) Oeau all Lhe parts thoroughl y using thc rt.Cl'Il1l
mended brake fluid and dry them with dC:lO lill!-
free cloth.
(19) ElCaminc tbe metal pans (or wear aod damage,
inspe<:t tbe rubber components for swelling,
perishing. distortion. or any other siglls of deteriora-
tiOG. Renew aU ..... orn. damaged, or suspect pArtS.
R.eassemWiojit
(20) Dip all tbe internal COlllpouellts in the recom-
mended brake fluid and assemble them whik wei.
(21) Locale tbe piston wilsher on tbe head of the secnn-
dary piston. convex surface flrsl.
(22) CarefuUy ease Ihe secoodl'ry maiu cuP. lip last,
o .. er Ihe end of the piSioo. using the fingers, ;:and
seat it correctly in the groove adjaccnt to the
wJsher.
(23) C1Jrry out the operations in (24) and (25) with the
w:tshcr aDd mil in eup of Ihe prim:uy pislon.
(24) Reverse Ihe dismant..ling procedure in (5) 10 (16)
and (1ft) 10 (20).
Refitting
(25) Reverse the relMval procedure in (I) and (1).
laking CMe to guide lbe push-rod into the opening
iu the rubber boot. foill the master cylinder with
Loc"beed 329 nrake fluid. and b'eed (he syste m
(see Section K.S), sWtfting with rhe rear brakes.
Seelio. K.lJ
PRESSURE FAll.URE SWITCH ASSEMBLY
Remo,ing
(I) Disconnect thc wiring frmn the switcb.
(2) Clean tbe switch assembly and its surroundiog::i .
parucululy the pipe conoecliolls.
(3) Disconnect and plug Ibe bydraulit: pipes.
(4) Unscrew the relllining bolt and remove Ihe asscm-
bly.
KI4
2
./
--,
,
.
'/
T,

3 4 5 6
Fig. K. II
A secfio" through 'he pressure foilure $'I\';/d,-
Q.tsemblJl
I. Nyloo ,wit ch.
,.
rwuo scat
2. Switch body.

Copper
J. Sbunle Yllll-e piS1OI! . 7. End plu,.

PislOIl scal.
Dismantling
7
(5) Remove the end plug and disca rd (ne copper
washer.
(6) Unscrew the Dylon switch.
(7) Wilhdrilw tbe shunie valve piston assembly froro
the bore; use 3 low-pressure air liae to free the
piston if
(8) Remove and discard the two
rn."peclion
(9) Thoroughly clean aU tho: components usillg
methylated spirit (dell3wrl!J alcohol) or lbe
recolDmeoded brake nuid. and dry wiLli :t lint-
free clotb.
(10) Inspect the bore of the cil5ing for 5corins and
damage. The complcte a.ssembly must be renewed
if rhe bore is Dot in perfect condition.
(II) Reconnect tbe wiring to tbe swilch and actuate
lhe swilcb plullg .... r hi le$( the swilch operation
and warning ligtu circuit .
ReasstlUbling
(12) Fit two new seals, lips facing outwards, to the
piston.
(13) Lubricate the pislon i4ssembly wilh Lockbeed
Disc Drake Lubric.1.l1t .::Iud fit the piston iDto tbe
bore. takjog care that the lip oC tbe leading seal is
oot turned back.
( 14) Fit a new copper wasber 10 the end plug, screw in
aod Lighten the pluS to tbe torque figure gken in
'GE.NERAL DATA'.
(15) Screw in Ihe switch aod carefully lighten it tn Iht:
torque figure given in 'GENERAL DATA'.
1100. ILW!: ]. 12J7J.
'filE BRAKING SYSTEM
K
Refilling
(Hi) Reverse Ihe .... ing procedure in (I) h) (4), fill
Ihe m;'l$ltr cylinder with Lockllcel.i 329 Brake
Fluid, and bleed the system (sec ScC(ion K.5)
staning with Ihe rC,'l!"
Secli K.12
L"fRn<\. VALVE
(Austia Anlena Ollly)
.. inertia "al\:e, which replaccs the pressure regulating
\, .. Ive described in Section K.7. is lilled in the Auid Line
10 the: rear brakes. h reduces tbe possibility of rctlr wheel
skidding d\IC 10 weight l.ransfer during brOiking.
The ;Htgle ilt which the assembly is mouDted
Ihe sleel bill! inside the body to bold fhe vruvc: io Ihe open
position, so that Ouid may pass 10 the rear brake!;.
When braking heavily, Ihe weight transrer to the froot
of the vehicle causes the: ball 10 move away frOID the
vah'c, which is Ihen closed by d ligbt spring. Thus further
is prc:vculcd rronl reaching the rear brakes, and
all additicmal pressure is Iransrerred to the (roil( brakes.
Re.roOYiDg
(I) Remove, aDd Ihen plug lhe ends or, the hydraulic
brake pipes.
(2) Rc.mo,c Ihe tlVO fixing bolts and lifl tbe iDcnia
v;lh'c rrom its position beneath the rca("
sub-f(amc cross member on Ihe
Dismantling; lind
(.3) RemMC the end plug ,1Ild \VJ,lsher (rom (he iucr!ia
v::t lvc bot1y. and eX!r;lCI the siul t><. U.
(4) Clcl\J1 and ar)' thorollghly rhe body and sicel b.,!1
with d ean lockheed Brake Fluid or iDdustrial
methylatell spiri!.
(5) Carefully examine: i111 the which must
be in perfeet condition i( they are to be re-used.
5
3
00673
Fig. K.12
A uclion through inertia \'DI\'e (l.rsembly
I. EadpluI: sub.u.scmbly. S. JIlCllia valve body.
2. LilhllPring. 6. End plug w(Uner.
1. VRlv.:: . 1. Fluid $upply (rolD the
4. Steel ball. mlSltr qUoder.
Reassembling
(6) Insert the steel ball ;nlO the boJy.
(7) Screw in a new valve ilnd end plug sub-assembly,
fiuil1g II new copper wilsher. See tbat the scatin.
races or bOlh the body il ssembly and end plug are
cle.1n and undamaged, and tighten to the torquc
figure given in 'GENERAL DATA'.
Re;filtiog
(8) Reverse the rCIll\1\'J! procedure in (I) and (2),
noting lhe marking 'FRONT' on the inertia valve
hody.
(9) Fill the maSler cylinder with lockheed 3.29 Rmk.c
Fluid, and bleed the braking system as described
in Section K.S. Then inspect tbe inertia valve (or
fluid leaks wilh the foot brilkc pedal fully deptcs
sell lind IIlso with the syslem al res!.
(Far 'SERVICE TOOLS' pnge K. 16)
1100. Inoc. 1. 12B12 K.15
K
TIlE BRAKING SYSTEM
SERVICE TOOLS
ISG 619. Oral.:e AdjustiDg SpaOJler
TIle usc of this spanoer damage to the
aJjuslcn, cn;, blc5lhe brakes to be adjusted more spdily
and effect ively, i'lnd eli mina tes the possibility of damaged
k;nuckles and lingen;.
JaG 590. Disc Brake Piston Rc:scnine Tool
Designed to reset Iht' pistons when re newing thc disc
brake friclion Illis tool will alsu be found iO\'alo
able. when sen icing Ihe callipers. to hokl one piSh,)1l io
POSilioll while reNoving t he other piswn by mC:lm of
hydraulic genera[(:d in Ihe master cylinder.
K.J6
18e 619
18G :590
1100. laut I. I2S7Z
SECTION L
TIlE ELECTRICAL SYSTEM
Gcoeral description
Bauery
Ory-cbarged-preparalioo for service
New, unfilled. uncharged-prepAration for service
Control box
Dynamo
Faulls-Iocation aod r(;llIedy
Flasher unit
Fog l a f D p ~
Fuel nod ICnlpualure gauges
Fuse unit
Hcadlamps
Heated backligt\(
Horn l\nd horn-push
loterior lamps
Lubricalioo ..
Number-plnte illumination lamp
Paud ilnd warning lamp!';
RadiHlor badge lamp
Reversing lamps
Replacement bulbs
..
Side and fttuhillg direction indicator lamps
StIU"ter
Switches
Tacbometer-impulse: type
Tail and stop and direction indicator lamps
Windshield wipers
Wiring diagrams . ,
1100. WUt 8. 1023S
..
, .
, .
..
L
$eCfilm
L2
t.3
LA
L7
L.S
L.9
L.lO
L.21
L. 20
L.8
L.12
L2S
L.17
L. 19
L.I
LoiS
L. 14
. , 1.24
L.ll
.. L26
L.n
L .
L.lS
L. 22
L.16
L.II
Page. L.ll- L.ll
LI
L
THE ELECl'RICAL SYSTEM
GENERAL DESCRIPTION
The l2-voh elcctrical equipment iccorpor.lIcs currcm-
voltage conlrol for the charging circuit. The positive-
earth system of wiring is employed.
The ballCry is olDunled on the riglll-hand willg
under tbe hoUJlel Hnd is readily accessible forexnmill>llion
and maintenance allention.
The dynamo is mounted on the right of the cytioder
block and driven by an eodless belt from lhe craokshaft
puUey. A rotatable mountiog enablu the belt tensi on 10
be adjusted,
Tbe current \,01101&( control unit adjustment is scaled
and should nol normally require attenlion. TIlt arc
carried in t Xlcrnll1 holders mounted in an accessible
position 00 t.he ri;bt-hand side of the engine cClI1rarimenl
together with sp:l1t fuses.
fr)$trunlenlS "oUagc-conlrolled by a bi-melal
relislancc.
Tbe slarter mot or is on th.e flywbeel housing
oc llle right-hand side of the engine Llnit and operates
OD the Qywbcellbrough the usual "tiding pinion device.
The headlamps employ the double-filament dipping
system. Botb lamps are filled with doublc-fil:!mcnt buls
for Europe, and n se.1Jcdbc:am uoil is filled for Home
&Od U.S.A. markels, 00111 types dipping according fO the
rcguJauons eltisting in the countries concerned.
Seelio. L.J
LUORICA TION
"""",.
Add a few drops of engine oil in tbe lubricating hole
in the centre of tbe rear end bcaril\g plate. Do not
over-oU.
Seelio. L.2
BATTERY
The battery is a 12-"oh lead-.acic1 type, having silt
c.acb consisting of a group orposilive and ncgati ve plates
immersed io a solution of sulpburic acid (eleclroIYlej.
The bnl1ery b:!s three functions: to supply current for
star1ing, ignition, and lighting; to provide a constarll
supply or current 10 the elcclricaJ equipment Lloder
Dormal operating conditions and when tbe conswnplion
of the elecllieal equipment exceeds tbe OlJtput of the
dynamo; aod to conlrol Ihe "olla!e of Ihe electrical
supply system.
Adjustmeuu: iD the "chide
Tbe p'Jrpose of the following optr3tiom is to maintain
tbe performance of the bauery al ils maximum.
The batter)' and its surroundiog ports should be kept
dry nd c1eaD, partjcuJarly tbe tops of the ceOs, as aoy
dampnus could cause a lukase between Ihe securinG
strap and Ihe ballery negative terminal and resull in a
L.2
parti(lUy diseh(lrged battery. elena off an;.> corrosion
rrom tbe bauery bolts, strap, and Iray with diluted
Ammonia, aflerwards painting Ihe affected parts with
aoti-sulphuric paint.
Remo\'e the maoifold and check Ihat il is Ilot cracked,
otherwise leakage of c1eclTolYle will occur.
The electrolyte levels should be maintained just above
Ihe tops of the uparafors by adding distilled w:ller.
Never add acid.
Check the termillal P('lS\s. If Ihey are e(')faded remove
the cables and clean with diluted ammonia. SlOear the
posts with pelroleum jelly before muaking Ihe connec-
lions and that the cable terminal are sccure.
Test the condition of Ihe ba.uery cells hy a
hydro01eler ; the specific gravity readings and their
indicalions are as follows :
For climates In/ow 2r c. (80" F.)
Cell fully cbarged 1270 to 1290
CeU about balf-disebargcd 1190101210
Cell completely discharged . _ "110 to \1]0
For r:limofes nbore 27" C. (80" F)
CeU rully charged 1210 to ' 230
Cell about halr-discbarged 1 '1]0 {(I 1150
Cell complcldy . '050 to , 070
Tbese figures are assuming an elcelrolyte
temperature of 16" C. (60' F.). If temperature or the
eleetrolytc cxceeds IruS 002 Olilst be added 10 hydrometer
readiog.<l for tacb 3" C. (S" P.) rise to give Ibe true
l=pecifie gravity, Similarly, 002 must be subtracted from
hydrometer re:!dil)BS for every 3" C. (5" F.) below
16' C. (60' F.).
The readillgs of aU the cells should be approximately
Ihe snrne. If olle ccll gi'yes a reading vcry different from
Ihc rest it nlAy be that the eJecuolyte has been spiUcd
or bas leaked from tbe cell or there may be ao internal
fault. In this case it is advisable to have the batt ery
eX3nlincd by a battery speciAlist. Should 3 bOll{ery he
in 11 low slate of charse. it should be: reehargcd by '''kiIlG
the COl, for a long da.ytime roll or by ehargin! rrom an
external source of D.C. lit a current rate of
40 amps. lIntillhe are gassing freely.
RemovUtJ:
Oiscoooect both cables from tbe bauery.
Rekase the battery clamp and lift out the baUery.
Viewing
Place lhe banery Oll a lead-cOlic-red bench or 01\ a
wooden bencb tJ'eated with aluisulphorie pain!.
Check the electrolyte levels.
Inspect the cootaioer for cracks. which mny be
indic.ued by extcrnal corrosion or extreme variatioo io
the decuolyte le\'cls.
the condition of the bSHery ceUs by usiog a
hydrometer. All readings should be uniform. The
hydrometer values given il\dieale the slate of cbarge or
the b:.allcry.
1100. rS>lOC S. t0288
THE ELECI'RlCAL SYSTEM
L
If the deelrolyte level is below the tops of the separa
(0('$, it will 001 be possible lO withdraw 11 suf6eie1\t amount
to rajsc (he hydromde:r OonL In sucb circumstances a
hi,h-rate dischara.: tesCer should be used.
NOTE.-lbc lISt oC discharge tester is not rocom
me.ded for 00 ...... t(!SeiDe. bot oaly ."bett 8 hydrometer
ruddle caanot be obtaiHd doe to an ttCcesrivety tow
eltetro)flt Ind.
RtcllUCiDJ (rom u cxurul SOttrce
Tbe leDgth or time (or a used bauery 10 remain on
cbaqjc before it ClO be accepted as fuUy cbarged depends
eotirel!l 00 the specmc gravity before cbarging COOl-
IllCQct:S and the cbargiog race. The cbargiog should
continue at 4{l 8Dlp5. until all cells Ire lassing freely and
evenly .sud specific gravity in each ofthc: six cells bas
reached a maximu1ll, i.e. bas sbown flO further rise in
four bOllr'S. The spc<:ific gravity at tbe end of cbarging
should be within the limits given and should not va')'
005 from the values g;\'en.
Do DOC allow the tewperatua: of tbe electrolyte 10
exceed tbe nLuimurn permissible temperfltllrc, i.e.
For climates below 21b C. (80
0
F.) . . 39- C. (100' F.).
For climates above 11 C. (80
0
P,) . . 49- C. (120 F.).
If this temperature is reached tbe cbarge sboukJ be
suspended to aUow tbe temperature to fall at fcost 6- C.
(10 F.), the life of the baltcry will trld to be
shortened.
RtfiUiDg
The of Ihe nattl!ry is a rc:verS:J1 of the
procedure 'Removln,'. Sruear tbc terminal posts :ltld
cable counccLions with p.:trolcum jelly and ligbten the
retaining screws sufficiently to prevellt the cables from
movi ng on tbe terminal posts when tested by hand, but
do not overughten.
NOTE,-Wbeoe\'cr booscr cba rg,iag of the ballcry ur
electrical tfeJdiaj of tbe body is canicd out, the bnttery
earLh Iud (positiye) mast be disconneeted to preyent
dama,e 10 the electrical syslem.
Section L.3
PREPARING DRY-CHARGEO BATIETUE...<;
fOR SERVICE
Dry-charged balleries are supplied withQut eiec(('olyte
but \\;tb tbe ia a charged coaditioo. When tbe)-'
are required for it is only oec:euscy to 611 each
Gel! with sulphuric acid of the correct spccillc grll\ily.
No initial cbarsing is r.:.:quirJ.
Preparing tlcctrol)'rc
The eleclrolyte is prepared by mi xIng cogetber dis-
I tilled walet and concenlrated sulphuric:: acid. laking Ill.:
precautions in Section LA. TIl(; specific gravity of
the filling eicctrt>lyte delX'nds (HI the:: i ll which , he
battery is to be used .
(100. lssu( S. 1140
FiOlar Iitt ballery
Remove the scaling tape$ (when fitted) in lbe "U
6Jliog boles and 6.11 each cell with electrolyte to tbe top
of lhe separators, io oDe operatioo. The tempe11llrure of
tJle lilJin, room. banery, and electrOlyte sbouJd be
maintained berv.cen 16 and 38 C, (60 aod 100 F.). If
Ihe battery bas been slored ill a cool place it sbowd be
allowed to watm up t () room temperature before AllioS.
P'uHwc ioto \1St
Measurc tbe kOlpUilture '1l1d specific gravity of the
eJecHolyte in eacb of tbe ceUs. AUow to staud for 20
aOO lhen re-cbeck. The banery is ready for
service liDless tbe electrolyte temperature WlS riseo by
more than 5'5"' C. (lOb P.), or the specific gravity bas
faUc:o by more tbaa 10 poiDts (-{HO S.G.) . 10 this eveDt,
re-charge tbe banery at the Dormal ro--charge rate uotil
the specific gravity remains constant for three successive
Ilourly readings aDd aU cells arc gassing freely. Du.ri.cg
the charge the ekClroly1C must be kept level .... ith Ule top
of the separator guard by tbe l'Idditioo of distilled water,
Section L.4
PREPARING UNCHAR&ED
BATTERIES FOR SERVICE
Preparing electrolyte
D:tueries should lIut be filled wilh acid until required
for initi<ll chRrgi ng. Electrolyte is prepared by mixing
dislilled water and concent r31ed suJphuric acid. usually
of 1840 S.G, The mi :<iog be ca.rried out either in a
lead-lioed tanL-: or iu suitable glass or eartheoware vessels.
Slowl y add tllC acid to the \\-',Her, stirring whh a glass rod.
Ne'er add (be ".l ter to tbe Add, as tbe resulting cbemica.)
r.::action causes violent aod dUllgerous spurling of the
('ollcenlr.lt.:d acid. The approx. imate proponions of add
and waler are ifldicated in the following table:
Belo\\' 27" C.
(80' F.)
Above 27 C.
(80' F.)
To obtain specific Add 1 1'01. oj (leid of
(comw(!d 1840 S.G.
to 16 C. I60 F. 10 16
0
C. [60- F.11 10
Df
32 \olurues of water
1210 4,3 volUDles of water
Ke:u is produud by m.ix.iug at:id aed l4'ater, aDd the
electrolyte should be aUowed to tool before taking
bydrometer readlngs-\lnkss ;] lbennometer is wed to
measure the aClual temperature aod a correc.t.lou applied
It) lbe rcndil'lgs before pOUTing tbe I:!ectrolyte into [De
battery.
Filling the balttr)'
The tcmperature of the lilliJ'l; roolU. battery, aod
el:trolyte should be: mainlaiDed betw..:cn 16 lod 38' C,
(60 aad lOCO F.).
Remove the sealiog lapes (whl!lI filled) in the filling
holes and half-611 e:'len eell with electrolyte of tbe
appropri.3lc specific All ow the bantry to ,tand
L.3
L
THE ELECfRICAL SYSTEM
(or at leul six hours in order 10 dissi plIlC tbe heat
,enerated by the chcmi(':)1 action of the acid on the plotes
and scraratoJs, and then add sllfficicllt eloclrolytc to 611
each uilio the lOP of the scp;trators. Anow 10 stand for
a furtber 1\\10 bours and thell proceed with the initial
charge.
l.o.iHnl cbarge
The initial cha rging rate is 2-5 am\Xres. Charge.iI1 tbis
rate ulltil the voltase and specific gravity readings lIhaw
no iucreasc over five suc.eessi vc hourly fC!ldings. This
will hike from 48 to 80 boW's. depending OD tbe length
of ti me the baHcry has been stored before cbarging.
Keep tbe current COllstant by varying the series
resistaoce of the ciccuit or the generator output. 1bls
charge should DOl be brokeD by 10111 rest periods. If, how-
ever, the temperat ure of any ceU rises above tbe permis-
sible maximum, i.e.
For climates below 2JO C. (80" P,) 38 c. (100 F.),
For climates above 2r c. (SO" F.) 49 C. (120
0
F.),
the charge must be interrupted until the temperature has
fallen at least 6 C. (10" F.) below tbat figure. Through-
out tbe charge the electrolyte must be 1c:eptlevel with the
top of the separators by the addition of acid solution of
the same specific gravity ;lS tbe odginal fiUing-io acid
until specific gravity and charge re<ldiogs have remained
constaol for five suoccssive hourly readings. If tbe ch,lrge
is continued beyond U)at point, top up witb distilled
water.
At the end of the charge carefully check the specific
gravity in each cdl (0 cnsure that, when corrected to
16
0
C. (60 F.) it lies between the specified limits. Ir any
cell requires adjustmellt SOUle of 1111.: electrolyte must be
siphoncd oW and replaced either by water or by
acid of strength origioaUy used for filling ill, depending
on whether the specific grnvity is too higl\ or too low.
Continue the cbarge for an hour or so to ensure adequato
mixing of tbe electrolyte and agaio check the specific
gravity readings. If necessary, repeat the adjustment
process until the desired reading is in etlch <,:0,) 11.
finally, allow Il\e ballcry 10 cool, and sipbon otr flOY
elcclrolyte O\'er thc tops of lhe separators,
Section L.S
DYNAMO
Testing OD vth.ic1e wilen dyn3mo is Dot charging
Make sure that belt $lip is not the caU5e of the trouble.
It should be possible to deflect the belt approximately
t ia. (13 mm.) ..... ith moderatc hand pressure at Ibe
centre of its longest ruo between two pulJeys. If thc belt
is too slack tigbtCru.nll is effected by slackening the two
dynaD10 suspension boilS and then the bolt of the slottro
adjustmcOl link. A gentle pull on tbe dynamo outwards
will enable the correct tensi on to be applied to the belt
and all three boilS should then be ti ghtened firmly.
Check that the dynamo and conlIol box. are connected
correctly. The dyoamo terminal '0' sbould be connected
to the control box termina.l '0' and tbe dyoarno terminal
'PO connected to the control box termionl 'F'.
After switChing off alllighls aDd accessories discoonect
LA
the cables (roro Ihe dyn"mo LCrminals marked 'D'
'F' respectively.
Counect the two terminals Wilh a short lenglh of wire.
SLut the engine and sel (0 run at normal idling speed.
Clip IDe negative !cad o( a movillg coil-type-voltmeter
calibr.1tcd 0-20 volts to ooe dyoalDo termioal lIud the
other lead to a good eartbi.ng point on the dynamo yoke.
GraduaUy iocreast tbe engine speed: the voltnlcter
re:ldillg should rise rapidly without fluct uation.
00 not "nuw (be voltmeter reading to reach 20 yolts.
00 oot r;lce the engine in an attempt to iocrease tho volt-
age. 11 is sufficient tu run tbe dynamo up to a speed of
1,000 r .p. ro.
If tbere is no reading check the brusll gear.
l{ the reading is low (approximately! to I volt) the
field \\oinwng may be faulty.
If the reading is approtilnately 4 to S "olts the anna-
ture wiuding may be fauJty.
If the dyaamo is in good order leave the temporary
link io position between lhe lerminals and restore tbe
original cOQncctions, raking care to connect the dynamo
termi nal '0' to the control box terminal 'D' and the
dynamo lenninal 'F to tbe conlrol box tenninal 'F'.
Rcmo"e the lead from tbe ' D' terminal 00 the cootrol
box and connect the voltmeter between tbis cable aDd a
good eartbing point on tbe. vehicle. Run the engine as
before. The readillg sbould be Ihe snme as that measured
dircctly on the dyo"mo. No reading on the voltme\er
iudic3to;:s n brenk in tbe cable to tbe dynamo, Carry out
the saUle proud\lfe (or the 'F' terminal, connecting the
voltmder between cable and eartb. Finally. remove the
link from tbe dynamo. H the reading is correct test tbe
conlrol box.
ReItJo\;ag
To remove tbe dynamo disconnect the dyuamo leads
from the dyoaroo terminals.
Slacken aU th.: Attachment bolts aud pivot the dyoamo
lOw:"Irds tbe cylinder block to enable the faa belt to be
reruoved from the dYllamo pulley. The dynamo caD then
be removed by withdrawing the two upper aDd one
lower attachOlenl bolts.
Di5ruanWDg
RtmQvc the securing nut and take off the drive pulley,
Remove the Woodruffkt.y from !.he commutator shaft
UnSCrew and remo\'e the two through-bolts a nd lake
off the commutator tnd brocket. Tbe driving end bracht,
together with Ule armature and its baU bearing, can now
be lifted out of the yoke. UnleS! tbe balI bearing is
damaged or att.cntioo it Deed oot be removed
from the armature. SlIould it be necessary to remove
the beariug, tbe armature roust be separated from thc cod
bracket by \Deaos of a haod press.
Serricing
B,w"e$
Lift tbe brushes up in tbe brush boxes and secure them
in that position by positioning each brush spring at
the side of the bnlsh. Fit the com.JQutator end bl1lcket
over the commulator aDd release tbe brushet. Hold
back ellch of the brush springs and move tbe brusb by
1100. Issue S. 1140
THE ELECfRICAL SYSTEM
L
,HOI6A_
Fig. L.I
Till! dynfllllo
I. COnUlltlC(lt"r end broacht .
2. Fdl ring.
9. Sh:.rt cllUar , .... inin8 CI1f". 17. Through bvlls.
). Fe!t ring i'tlai ncr.
4. Bron:ce oo$h.
10. Felt ring.
II . Shafl key.
12. Sbart nul.
18. Pole-shu.: $<,"\;ur ing s.;n:W$.
19. Amlatun:.
20. Oaring rel4lining ",late.
S. Thrust washer.
6. Field coils.
13. Output ' 0',
I". Brusbes.
21. FlIU bearing.
22. Corrupled wilsher.
21. Driving end bradd.
24. t>lIlky spacer.
1. Voke.
8. Sh;l(t 'IUd!.
IS. Field tcnninal'F.
16. Commlltalor.
pulling gClIily on irs Oex..iblt connector. If (be movement
is sluggish, remove tbe brusb from its holder and east
tbe sitks by IiGbtly polisllluG it OD a sluoolh Nc. Always
relit tbc brusbes io tbeir origioill If the brushes
arc badly worD, lIew brusbes must be fined and bedded
10 the commUL1tor. The minimum permissible !cogtb
or brusb is It iu. (7-14 roro.).
Test the brush spring tensioll, using a spring scale.
Tbe of the springs when new is 18 to 24 oz.
(SIO'7 to 681 gm.). In service it is permissible ror Ihis
value to fall to IS oz. (425 gut. ) before perfornlanec! may
be affected. Fit new springs if the tension is low.
CommWllror
A commutator in good coudilion wiU be smooth .lIld
free rrom pits or burned spots. Clean the COfUU1l1lator
with a cloth moistened with fuel. If is inefft:cth'e
carerully polisb with a s\tip of rlOe glass-paper wbile
rotati ng the aml3ture. To reruedy a badly worn conl-
mutator mount the arl1lature (with Of wilhout tbe drj'iC
end bmcket) in a I3tbe, rotate at bigh speed, and lake l:I
light cut witb a vel)' sbarp tool. Do Dot remove more
metal than is necessary. Polish the CORlJllutator with
very fine glass-paper. Underc.ut the mic." insulation
between tht. segments to II depth or ok in. (,8 moo.) with
a hacksaw blade &Tound down to the thickness or the
mica.
Some commutators arc of the moulded type aDd may
be skimmed to R minimum dill.meter of 145 in. (368
mro.). The undercut must COliform to the roUowiug
dicnensions:
Widlb -Q40 io. (1'02 mm.).
Depth 020 iu. (' 51 mrn.).
It is imporlUut tllat the sides or tbe ulldercul clear tlte
JlOO. 1S$Ut. ".
moulding materi;!l by a ntio.i.rouru or OIS ill, ('38 1'Ilm.).
The ruost common <lrf1)lllure raults are usually coo-
fined tQ open- or short-circuited windings. llldic.a(.ions of
an opencircuited ann;:tlure is given by burnt
commutator segments. A sborteir(;uited annaturc wiod-
illg is easily identified by discoloralion or the over-
healed windings ::Ind badly burnt commutator segments.
Field coils
Tcstlbc field coils with an ohmmeter without removiug
them froro Ihe dynamo yoke. The readiog 00 the obm-
meier should be belwttn 60 and 63 oillm. Jf this is not
ava ilable conoect a 12-"olt D.C. supply with an ammeter
io serh::s between the fidd term..ioal and the dynamo yoke.
The amOieter reading. should be approximately 2 arops.
rr no re:!ding is iudicated tbe field coi ls arc open-circuited
ilud must be renewed.
Tr Ibe current readiog is much moce than 2 amps. or
the olllnmclt.r reading much below 6 ohms it is an
indication that IDe iosulation of ODe or the coillields has
broken dOWll .
In either case, unless a subSlitule dyaamo is avai lable.
the IiclJ coils be renewed . To do this carry out the
proccdure outtiocd below.
DriU out the rin:t the field coil tenninaJ
assembly to the yoke and ul1$older the field coil connec.-
lions.
Remo\'e tbe insulation piece which is provided to
prevenl the juncliOIl or the 6dd coils from COtltacDog the
yoke.
Mark the yoke and pole-shoes io order thai they cao
be re6tll!d in thei.r oripnal positions.
UllscreW tbe two pole-Shoe rctaioiag screws by means
or 8 wheel-operated screwdriver.
[.s
L
TIlE ELECTRICAL SYSTEM
II
,
\

Fig. '.2
Use n suen;t!,' j\'U to I"emol'l' Ih('
scren'S
Draw the pO\c-ShOes and coils oul of the yoke and lif!
off the coils.
Pit tbe Dew field coils o .... er the pole-shoes and phu.:e
them in position inside the yoh. Take care that (he
taping of tbe field coils is not lr:lppcd bet ..... een the pole-
sboes and Iho; yoke.
LOCMc tbo.; p"je-shoes am.l field coils by )jghlly tighun-
108 the lUing screws.
FuUy lighteD the screws by means of a whed-operated
screwdriver and lock them by caulkins.
Replace insulation piece between the field coil
coonectious and the yol<c.
Rtsoldcr the field coil connections 10 the field coil
lermin:tl lags: and rc-ri\'et the Icrmio:ll assembly to the
yoke.
Armaturl!
The testing of tbe arl(ll'liurc winding requires the U5e
of .a voltage drop-test and growler. If Ule5e are not
avai lable tbe armature should be checked by substitution.
No a.ttempt should be made to machine the armature
core or to true a distorted armature shaft.
Burial'
Bearings which arc worn to such an t:xtenl Ulat we)'
wiU all ow side-movement of the armature $hnft must be
renewed.
To renew the bearing bush i n n commutator end
bracket proc..:-cd as foUows.
Remove Ihe old bearing busb from the end brackel.
The bearing cao be withdrawn witb a suiuble extractor
or by scrcwing a i in. tap lato the bush [or a [ew turns
aod pulling out the bush with the tap. Screw the tap
squarely ioto the bush to avoid damaging tbe bracket.
Press the new bearing busb into tbe end brllcket, using
a showdercd, lUghly polished mandrel o[ tbe same di,, -
me\er 85 the shaft which is to be ftned in tbe bearing.
uahl the visible end of the bearing is Rush with the inner
face of the bracket. Porous bronze bushes should nOI be
opened out after fining or the porosity of the bush may
be impaired.
L.6
NOTE.-Ikforc fitting the uew bearing bush it should be:
aUowed 10 stand (or 24 hours eomplelel)' in thin
(S.A.E. 20) engine oil; lhi! ",iD lIlIo" the pores o( the hUSih
10 be trued wifh lubriellnf. In cases of extreme urgency this
period Dlo.y be by placing the bush in oil bCQled
10 J()()- (21JO F.) (or two hoors. Allow the oil 10 1:40]
before rCmO'lng Ute bu.<h.
Tbc baU beariug is renewe.d foUows.
Drill out the ri ve ts which secure the bearing
plate to the end bracket and remove the plate. the
bearing OUI of the end brackcI and rcmMe the corru-
gated wasber. felt wl!.sher, and oil-retaining washer.
fkfore lilting tbe replacemeot bearing see lilat it is
clean and pack it witb high-melting-point grease.
Place the oil-retaini og washe.r. felt w3sher, and cor-
rug3ted washer in the bearing housing in the cnd bracket.
Press the bearing into the uousing. The OOler bearing
journal is OJ. light in we bearitlg huu5ing.
Reul the hearing retaioing plate, using ri vets having
the sume as originally ftHed.
NOTE.-WbcD pressing a dri'e-cod br:1ckd onto the
armature shaft the i.nner jonroal of the bcllrizJg must be
lltiliud to I:lke the pressw-c (b)' means of a lcogtb of sWt-
able tube). NOT Ibt: cod bracket.
ReU\erobling
The reassembl y uf the dynamo is a rel'er sal of the
sequencc.
If t he end bracket bas bt"eD n:moved from the armature
in dismantli ns. press tbe ile;.lring end bracket onto the
;lInaturc sbaft. talting care to avoid d:l.maging tbe end
plate and :mnaturc winding. When the
eOlnlllut:ilor cnd bracket the brushes must first be held
de:lr of the eommutator by parli.,Uy wilhdrawing them
(rom their boxes until eaeb brush is tra pped in posilion
by the side pre!':'; u(c of its 5pring. The brushes call be
onto the cnmmutator by a sm:l.ll screwdriver
.J.--2
Fig. L.J
The me/hod oj pressing in Jhe CQlltmUlIJlOr end
brackl'l blls"
I. Shouldered rMndrd.
2. Hand pras.
J. &aring blUh.
4. Support block.
1100. laue 4. 64U5'
THE ELECTRICAL SYSTEM
L
J4 15 16 17 IB
Fig. .4
1. Terminal n U\5 3nd
The S/Drler mOlor
7. &ariDg. 13. ReIllrainin& ip. ius.
2. Brusb spring. S. BrushC$. 14. Sleeve.
9. Yoke. 15. Inlpaet wJsher. 3. TbrouKh-bah.
<I. Bli nd co"cr. 10. AnnalUr.: shJ.fL. 16. Marn S!,ring.
S. TcnnjnJ.1 post.
6. Bearing bush.
I I. Driving end bl"llcl.:c!,
12. Pinion a.sse."TIblj'.
11. Loc.:tling washa.
IS. Cir.:lifl.
or similar tool whell [ile c:nd bracket is assembled to
witltin about 1 il\. (12-7 rom.) oftbe yoke. Before c1osiJ1S
the gap between the cod bracket and the:: yoke see that
the springs arc ia contact with the brushes.
Add a ftw drops of oil through the hole in tho: ;).rrnaIU(e
end cover.
RetiUing
Reyetse the rem(')\'al procedure, n()lillg that all lilter
models plain nrc fitted under the heads of rhe
two upper n:ting bolls .
Section L.6
STARTER
Testing aD. vehicle wben stBrter is not operating
In the folJowing test it is assumei.l that the battl:ry
is in a charged condition,
Switch Oil the lamps and operate tbe starter control.
If the lights go dim, but thc starter is not beard to operate
an indication is giyen that the currellt is Bowing through
the starter motOr winding, but that for reason lhe
armature is nOL rotating; possibly the staner pinion is
meshed with the geared ring 00 the flywheel.
This could be caused by the starter bei ng operated whil e
the engine is still moving, Tn this C35e the starter n\otor
must be reruoved from the eogine for ex.atn.ioalion,
Should the lamps retain tbeir brilliance wben the
starter switch is operated, check that the switch is func-
tioning. Next, if the switch is in order, examine the
connections at tbe battery and starter switch, and also
cxantine the wiring joio.ing these units , Continued failure
of the staner to operate indicates an internal fault in the
starter, whieb must be removed for ex.amination.
1100. lssud. 1]40
Sluggish action of t he staner js usuaUy caused by a
poor connection in the wiring wlucb causes a higb
resisLance in the starter circuit. Cbeck. Ihe wiring as
described above.
ltemO\'iDg
ReQlove the distributor as described in Sectioo B.7.
Re1ei\Se the AUrter cable from the tcrOlin:l1 and unscrew
the top starter bolt.
Working beneath the vehicl e, releast alld witlldcaw the
dirt det1c:ctor situ:tted under the Slarter .notor and un-
the bottom starter securing bolt.
the SLarter forward ilnd lin ekar of the

ExaTWOfttiOO of commutator and bl'1lSb gear
Ren,ovc the starter cover band and examine the brushes
alld commutator ,
Hold back eacb of the brush springs and move tbe
brllsh by pulling gently on its flexible connector. J( the
It\OVement is shlggish rernove the brush from its holder
and el'lse the si des by lightly pousbing with a sD.lootb rue.
Always replace brushes in tbeir original positiOns. If the
brushes are worn so tbal they 00 longer bear on the
commutator, or if the brush. fl exible lead has become
on the fUMing face, they must be renewed.
JI the commutator is blackened or dirty, clean it by
holding a fuelmoistened cloth agaiml it while tbe
armature is rotated .
Secure the body of tbe ttarter ill 21 vice and test by
connecting it with heavy-gauge cables 10 a 12"'oit ballery.
One cable must be coonected to the starter lCrminaJ, Ihe
other beld against tbe starter body or end bracket.
Under these ljgb! load coudi tions Ihe starter sbould NO
at a very high. speed .
L.7
L
1HE ELECTRICAL SYSTEM
Fig, L.5
The Slontr brush (onnecli()ns
A. Tapping con field coils.
If the oper.1tion of lhe starter is still it
should be disnlall.led for dtlnilcd inspection and testin;:.
OUGlilDlling
Hold back. the brusb springs and take out the brushes.
Remove the terminal outs Dod w:ahcrs from the
Icnninal post on the commutator cnd bracket.
Unscrew and withdraw Ihe two throughbohs. <tod
lI1IKe alf the COOlmutator cod bracket.
Remove the drivin8 end bracket complete witb
armature and the dri ... e assembly.
Senicin&
Brl/sllts
Test tbe brush springs with a spring balaoce. The
correct tension is 25 to IS Ot. (709 to 42) goo.). Fit a IlCW
spring if the tension is low.
l{ the brushes are worn so tbat they 00 looger bea{ on
the commutator, or if the flexible connector has become
exposed on the running race. they Ulllst be renewed.
Two of the brushes are connected to tcnJ.)ioal eyelets
attached to tbe brush boxes all tbe C, ': I;lDutator end
bracket. Tbe other two bwsbes are col\nected (0 tappings
on t he field coils.
The flexible: connectors must be removed by unsoldcr-
iug and the connectors oftbe new iu their
place by solderiog. The brushes arc prerl '! mecl so thai
bedding of the working face 10 the CUOlDlufalor is
uonecessary .
Drive
If the pinioll is tiebt on lhe screwed slee\'e. wash away
any dirt witb paraffin (keroseoc).
Jr aoy paris are worn or damaged they must be
renewed.
Compress the springs And exlract the circJip.
The complcte assembly C;HI uow be pulled olr
tbe splined sbaft. Unscrew the screwed from the
barrel assembly.
L.8
NOT.-U tbe screwed sleeve is worn or d_llUlged it
is r.s.scotiaj th:lf it is reoe.wed together witb (he b:UTd And
pinion.
Reassemble by reversing tbe above pr(lccdu.re.
COII/mll/mor
A comnltlt<1to( in good condition will be smooth nnd
free from pits and burnt spots. Clean (hc commutator
with a cloth moistened witb fllel. If this is ineffective.
careMl y polisb with a strip of rUIC glass-paper while
rot<ltiog the :trmalure. To remedy a badly worn commu-
totor, disnl alu.Ic the starter dri vl! ,1$ described above :and
remove the :trmature from the cnd bracket . Now mouet
th..:: armature no a lathe. rot <lle it Ht high speed, and take
;1 tight cut with a very sharp tool. Do 1101 remove au)'
nlore melal than is abllolutcly necessa ry, and finally
polish with very line
The mica all the starter cnnlmutalor must Dot be
undercut.
Fidd coils
Tbe field CQils can be tested ror an open circuit by
conIlccung II 12-volt baucry a 12-voll bulb in one
of the leads to the tapping-point of the field coils to
which the brushes are conllected and flle field terminal
post. If tbe bulb does 001 light tbere is au open circuit ill
the wiring of the field coils.
Lighting of the bulb does not nectSsarily mean that
tbe field coils are io order, as it is possible tbat one of
tbern may be e:trtbed to a pole-shoc or to fbe yoke.
This mOlY be checked by removing tbe lead frorn tbe
brusb connector and holding it OD a clean PMt of the
starter yoke. Shvnlcl tbe bulb nnw light, it indic:lles th:n
the field coils are earthed.
Shcm!d the above tests indicate that tbe faults lie in the
field coils. they must be renewed. When renewing the
field coils carry out the procedure uelaikd in the dynamo
section.
Fig. L.6
COTtUIIII!fI!or end brnckcl
I. eye. 2. nnuh bolder.
1100. Lssuc3. 1140
TIlE ELECTRICAL SYSTEM
L
Arh1(1IUre
EX4lrnination of Ibe armature ""'ill in maoy cases rCY(:<l 1
Ihc cause of fOliJure, e.g. lifted from tile
commutator due to tbe starter being eogaged wbile tbe
engine is running and causing Ihe :l.l"I'IIalurc to be
at an excessive speed. A dAmaged ;urnaturc must in all
cases be renewed-no attempt should be made to machine
tbe armature core or to true 3. distorlcd armature Sh3ft.
BeariDgs
Btarinss which are worn 10 an extent that tbey
will allow excessive side-play of the armature shan must
be renewed. To renew a bearing proceed as follows.
Press the new bearing bush into Ibe end bracket, llsioS
a shoukiered Ulandn:1 of tbe S;lIne dia01eter as the
whicb is to fit iolo tho beariag.
NOTE.-Tbe beariog bushes :are of the porous
bronze type, aod before ftttiog, IttW bushes should bt
aUofl"ed to stud complctely immersed ror 24 hours io thin
cogioe oil in order to fill the pores or the busb ,rilb lubricant.
Reass:embling
Thc of tbe uarter is a revers,,1 of the
opcrariom described in Ihis u:clion.
Re6ttiDg
Refilling is a r(vers;! 1 or the removal
Section L.7
CONTROL BOX (Moliel RB340)
CunnI descriptiOD
The R0340 coDtrol box operates 011 tbe current-
voltage systtm of dynamo output regulation. Thlee units'
are housed in the conuol box: two separate, vibrating
armature-type, siogle-<:olltaCl regulators, and a cut-out
rettly. Oue reguiator is responsive to cbanges ill currellt
and the other to cbanges in voltage,
FIg. L. 7
The comrol box wilh CtHer removed
I . Adjustment cams.
:2. Selling 1001.
J. CUr-our reb)!.
4. Curn:nr re.w11or.
1100. Wilt 1. 56987
5. (."urUnl rcaul&l or eon/aclS.
6. Volillt reguhuor A.
7. rellularor I:OnlaelS.
S. CUp.
I.
2.
1.

DYI I:l.ruO.

Field.
Fig. L.S
The charging circllit
S. CUf/l,;nt
6. S .... ;Jn:p
7. Fidd rt'$islor.
Cut,oul rcl:\y. S . Volt age regulator.
.-
Tbe voltage regulator aad cut-out relay ,IrC
lure competlsated to aHow for operatiag changes ill (he
cllcuit and for climatic variations UI batlery
voltage, The effect of temperature fluctuation on controt
box s.crtings is further minimized by the use of n SWaDlP
resistor connccted in series with the shunt coils of the
volta3c regulator and CUI-out relay.
for ntijusimcol puposcs lootbed caOlS arc carried 00
the front IiDlb of each magnet to enable voltaae
and currcut settings to be nl;!dc with a spt'cial 1001
(see fig. L.7).
Tbe conlrol box settings arc accura.tely i\djuSled during
manufacture and the cover shovld flat be relTloved
unnccc.ssarily.
Pre.lUninary cbeck1na of chargillg circuit
Before di sturbing any electrical adjustments examine
tue items mentioned below to that the fautt does
nol lie (be control hox.
Check the baUer)' by suhstitulion or with a ltyJr..-.mcter
and a he:t"'y-uischargl! teslcr. Jnspect the dynamo driving
belt. This should be just taut eDough to drive without
slipping. Chcck tbe dynilmo by substit uli on or by dis-
connecting the from tbe dynamo terminals and
li nking Ihe large terminal 'D' (0 the small terminal 'F',
cotlncclins a voltmeter between this IiDk ,IOU carth, aDd
running tbe dynamo up to about 1,000 r.p. m. , when a
rising voltage should be shown.
Insptclill!, tbe wising of the charging circuit and carry
out continuity tesls between the dynamo, control box,
and ammeter.
Check the ear1h coonectiolls, particularly thai of
control box.
III the evtnt or reported under-charging, ascertain Ihal
this is not due 10 low mileage.
VollAe rt;::uJator
Method %djusltnent
Checkiog and adjusting sbould be completed as rapidly
:LS pos.sible 10 avoid errors due 10 of the operaring
coil. Withdra ..... tbe cables from the conllol box (erminal
L.9
L
THE ELECTRICAL SYSTEM
blades 'B', To tuable the cngiue to be started it will be
occessary 10 join the igoilion IIond battery feeds lOl&cther
with a suitable lead. COJUlcct a first-grade 0-20 moving.
coil voltmeter belweeo conlfol box letmiDai ' D' and a
good e;u1hill8 poi"r. A couvtnienl method of mak.iug
Ibis connection is to witbdraw the igoilioll warniog li gh.t
(eed from the control box termioal 'WL' and to clip tbe
voltmeter leAd of appropriate polarity to lhe slnall
term.inal blade lhis exposed, this terminal beiDg electri-
cally common with termil)al '0', StArl tbe engine and
run the dynamo at 3,000 r.p.m. The voltmeter reading
should be steady aod lie between Lhe appropriate linlits
sbown below according to tbe IC01ptrlllurc.

10' C. (50' F.)
20' C. (68' F.)
lO C. (86" P.)
40' C. (104' F.)
Volloge setting
14-9 to IS'S
147 to 15 3
145 to 15l
14310 149
All ullsleady reading ma.y be due to dirty coolacls.
If the reading is steady bUI occurs outside thc appropriate
limits, an adjustruent must be made. Proceed as folJows.
Slop the eogioe and remove the control box cover.
Restart tbe ellgine aDd run the dYOaD1o at 3,000 r.p.m.
Using a suilable 1001 (sec Fig. L.7), turn tbe voltage
adjustmeol cam unril the correct selling is obtained.
Turn tbe tool clockwise to raise the settiog or .:Inti
clockwise 10 lower iL Check Ihe setting by Slopping thc
engi ne and theu again raisiog tbe generator speed to
3,000 r.p.m. Restore tile original connections and rcfit
the eover.
Cmreat regulalor
OnloQd selling
The cunelll regulator on load setting is equal 10 the
maximum rated output of the dynamo, which is 22
amperes.
Melllod of
The dynamo must be made lo devdop its maximum
rated oulput. what.e,,er the state of cbarge of the baHery
might be allhe time of setting. The voltage regulat or must
Iherdore be rendered inoperative, and is Ihe funct ion
of (he bultdog clip sbown in Fig. L. 7 to kt:ep tbe voltnge
regulator contacts together.
Remove the control box CO\'er and, usiug i\ buUdog
clip, sbort out the contacts of tnc vollage
Wilhdraw tbe cables from thc control box termjnal
blade! 'n' and coonect It lirstgrddc 0-40 moving coil
8Dlolekr between these cables aod one of the terminal
blades 'B' . ]t is imporlant thai termioal 'B' carries only
this oDe conoecrion. All oiller load collDections, includ
ing Ole ignition coi l feed, must be made to the battery
side orthe nlWDeler, S ..... itcb 00 alIligbts and accessories,
start the cngiot. aad run the dynamo at 4,500 r.p.m.
The ammeter poioter sboutd be steady and iodicate: a
current of 21-23 amperes. An unsteady reading may be
due to dir1y contacts. If the reading is too high or too
low aD adjuslment must be made. Proceed as follows.
Using a suitable (001 (see Fig. L.7), turo the current
adjustment cam until the: correct seltiog is obtained.
L. IO
Turn the 1001 clockwise to mise the sClring or au.t.i-
10 lower it. Stop the engine, restore the original
connections, and refit the control box cover.
rclay
CutiR DtJ.jllstmer1i
CheclUng aDd adjustiog; should be completed as rapidly
as possible to a. ... oid errors due to beating oflhe operating
coil.
COI)uect a first -ge<lde 0-20 movingcoil voltmeter
between control hox tcrminal '0' and 1'1 good earthing
point. A convenienl metbod of making this connection
is to withdraw tbe ignition wuning Ught feed from
control box terroioal 'WL' alld to dip volt meIer
lead of appropriate polarity to the smAil termioal blade
thus exposed, this (erminal being electrically COaunOD
with termioal 'D'. Switcb on an electrkalload such as
tlle beadlamps, slart the engioe, aDd gradually inerease
tbe eogine speed. Observe tbe vohmet.er pointer. The
voltage sbOilld rise steadily and theo drop sligluly at lbe
iU51ant of contact closure. Thc cutin vollage is tbal
whico is indicated immediately before Ihe pointer drops
bn<.:k lind sbould be: within thc liruits 127 to 13-3 Yolu.
If Ihe cutin occurs outside these Ii mils, an adjustment
must be made. In this ew:nt proceed as follo ..... s.
Remove the control box cover. Using a sui table: 1001
(sec Fig. L.7), Nrt> the cul' OIl1 relay adjustment earn
uutil the correct selling is obtained. Turn the (001
doc;). .. "Wis/::: 10 raise the sching or anticlockwise to 100vcr it.
Stnp the eoginc, resrore the original connections. and
refit the cover.
Drop-off Qdjlutment
Withdraw the cables (rom control box ler.lllinaJ blades
'B' . To enable the engioc to be star1cd it wiU be ncttUaJ"y
to join the ignition and banery fads 10getber wito a
&uitable lead. Cooocet a first-grade! 0-20 movtng-coil
\'oLroeler between cootrol box lerminal 'B' and a good
earthing point. Start tbe eogine and run up 10 approxi
m:Jteiy 3,000 r.p.m.
Slowly decelerate and observe tbe \'oltmeter pointer.
Opening of the conlacts, indicated by Ihe voltmeter
pointer dropping to uro, should occur between 95 and
II volls. Tf the dropoff occurs outside tbese Ii miLS an
adjustlUent must be made. Proceed 8S follows.
SlOp the engille and remove tbe contTol box cover.
Adjust the drop-off voltage by carefully bending: Ibe
lUed conUtet bracket, Reduciog the contact gap win
the dropofr voltage i\nd illCreasiog the gap will lower i1.
Retest.. and if readjust until tbe drop-
olf 5Clliog is obtained. This sbould result in ;l cootact
'foUow lhrougb' or blade denccticlO of 010 to ,020 in.
('25410 508 mm.). Restore the original conne-c:tions and
refil the coycr.
Adjustme.t of air gap seUi"es
Air gap seltings arc accurately adjusted durin, mal1U
racture and should require no further attention. If tbe
original sellings have been disturbed, it will be neceuary
to make adjusuneuts in tbe manner dw:ribed below.
1100. WIlOJ. 56981
THE ELECTRICAL SYSTEM
l
Armatllre-Ia-bobbin core g(lps of ,'oJ/oge //tiff current
,egllloloTS
Di!.conocci the baiter),. Using a suitable 1001
fig. L 7), luro tbe adjustment cam of tbe regulator
being adjusted 10 the poi nl gi\'i na minimum lift 10 111<:
armature tensioning spring {by turning the tool anli-
clockwise (0 the fullest eXlcul). Slackcll the: appropriate
contact reciting nul and unscrew the cootact. Insert
a feeler gauge of -056 in. (1 -42 rum.) between
the I\rlllature and the regul ator head, AS r;ar bade as the
two rivet hctlds on the underside of the armature.
With the gause in position. press squarely down on the
ftTinahlTC, screw in the COluact until it just t ouche!> the
anmnuro: contacl. Tighten the locknut and withdraw
tbe gallge. Repeat this procedure on the remaining
regulator.
NOTE.-On earlier type regul:uors baring copper
sbims 00 the reguJalor huds, the air gap litttlDg is 045 io.
(1' 15 0l.aJ.) aad care must be 'liken not to dalOage (he
copper shim.
C3rry out the elecbic..a.l procedure.
em/IDCI 'follow through' Dntl nfmnillfl!-to-bobbin core gnp
vi CII/-tllIl u/ny
Press the 3rmature dowll lI!!ai nst Ihe copper
St"ll;irillion on the core fau:. Adjust lhe: fixed cont.aCI
bf;lckd :0 give a 'follow rhrough' or blade ddJ.:.:tion of
(he moving t:onU!:ct of 010 to 020 in. ('25410 508 mm.).
Adjust tne annature: back slop to give a c<lre gap or
035 to 045 in. (' SS9 to 1147 lOin.).
Check the cut-in and drop-off yolt age IIcUiogs.
Clc:)niDg cootacts
Regula/Of cOl/tnus
To clcan the yoltage or currcllt regulal<lr c ..... I1 1at:ts usc
fille carborundum Slone or silicon carbide paper followed
by mcthylated spirils (denatured alcohol).
Cu/-(mt rclay COlflOe/l
To d ell n tile cul-OUI relay cont.aelS use a strip of fine
g)ass-pnper-ne\'er c:lTbonmJunJ slone or emery-doth.
Section L.S
. "-USE UNIT
DescriptiOrl
Tbe fuse unit, which is located on the right-lllUld \ ... ;og
\alt.DCe of the engine computmenl. is ,10 open, insul."lted
moulding carrying t .... o single-pole 35-amp. CIlrtridge-lypt.
fUSe!: which are held in spring dips between the Luear
conn"tors. Two space fuses are carried in recesses in the
unit box and are posi tioned by retaining springs.
The fuse which bridges the terminal blocks '1'-' 2' iii to
protect tbe ignilioa-liwitch-c.onuoUed auxiliary circuits,
e.g. the born, which is independent of the ignition switch.
The other fuse, bridging terminal blocks '3'- '4' is to
protect the ignilion auxiliary circuils, e.g. the fud gauge,
windscrcen wiper motor, and Basher indicaION>. which
only operate WhCD the ignitioD is switened on.
The separate fusc for the pilot aod taillights is located
in the cylindrical lube situated in tbe wiring loom
1100. IUlle 6. t0288
". 'L
1. 0
Fig. L.9
Voltnge regulolor. Insl!J is ,hI! pilot alld loillight fuse
t. C<)vu. 4. '''UX ION' (usc (}jJ.mp.).
2. 'AUX' fuse (lS-anlp.). 5. Sp;lTe
3. Fuse block.
beneath the battery or fascia. To renew the fusc, bold
oue eud of the (ube, push in, and pull off the other
end. The fuse is then accessihle.
Section L.9
LOCA"CION AND nMD't' 01; FAULTS
Although every precaulion is taken tu elinlinate
possible causes of trouble. failure may occasionally
develop tbroug,h Jack of attention to tile equipment or
damage to tbe wiring. Tbe is Ibe recom-
mcnded procedure for a systematic examinatioo 10
loca te aod remedy the causes of some of the more usual
faiths cncountcred.
The. SOllfces of trouble are by no means always
obvious, A"d ill sOlne cases a considcrable amount of
deducLion from the symploms is needed before the causc
is disclosed.
For ioslaoce, the engiDe misbl 001 respond (0 the
stane, switch ; a h;lsty inference would be that tbe starter
rootor is ot fault. However, :1& tbe 0I010r is dependeDt on
the bancry il may be tbal tbe battery is exbaustt"d .
Thill iu tum Olay be due to the dynamo failing to
charge the battery, aod tbe final cause of the trouble
may be, perhaps, a lOose cooneetion in some part of Ihe.
charging circuit .
If, after carrying Qut an examiuation, tbe cause of the
trouble is not found Ihe equipmcllt l:110uld be checked.
CHARGJNG CIRCUIT
I. Battery in low sl.3.tc of cba.rJt
(0) This stale will be showQ by l:td: of power wilen
sLarting, poor lisbt from Ihe lamps, and tbe hydro-
meter readings below 1200. It may be due 10 the
dynamo 001 ebargjng or siving low interminent
OUlpul. The ignition warniog light will not go out
jf tbe dynamo to charge, or will flicker on and
off in the event of intermiuent output.
1.. . tI
L
THE ELECTRICAL SYSTEM
(b) ElIumwe the cbarging and field cin:wt wiring,
tighten any loose connections, or renew any broteu
cables. ray particular anention te the battery con-
nections.
(c) Examine tbe dynamo driving belt; up any
\1Il01.lC slackness by swioging the dynamo out-
ward!'i on ils mouuLiog after slackening the 31t.'\ch-
Olent boilS.
(d) Check the regul:!.tor set Ling, aDd adjust if nw=ssary.
(t) If. nftcr carryiDB out the above. the trouble is still
Dot cured. ua\'c the equipmcill ennuned.
1. Battery oycrc.bargell
This will be indicated by burnt-out bulbs, very ffUjucflt
oeed for topping up the batury, and higb hydrometer
readings. Check the charge reading with nn ammeter
when the car is nll'ming. It should be of the order of
ooly liD 4 amps.
[f tbe ammeter redding is in excess of Ibis value it is
advi!aok to cbtc:k tbe regulator selljng, Dnd adjust if
ncecssafy.
STARTER MOTOR
I. St3rler motor laen power Of {alb to twlI eoeiDe
(0) See if Ihe engioe C:"IO be turned over by bal'id.
If nOI, Ihe cause or tbe Sti.!'fACS5 in the eeaiot must
be loc:ued ond remedied.
(b) If tbe cogine can be tumed by hand first check
that Ibe trouble is 1101 due (0 a discharged battery.
(e) EX<lmrne the connections to Ibe battery, starter,
and starter switch, making sure that they arc tight
and thaI tbe cables connecting these units are not
damaged.
(d) It is also possible tilat tbe slarter pirtion may have
jammed in mesb with tbe DywheeJ, altbough Ibis
is by no means acammOQ occurreoce. To disengage
the pioion rolale the squared end of the starter
sban by mea os ora spaoner.
2. Starter openstts but does not cru:k tile eoput
This {"ull will occur ir the pinion of tbe starin drive
i, DOl "Uowed to move along the scrc:.wed sleeve into
eDgagemeQI witli tbe flywbeel, due to dirt havingcollectcd
on tbe .screwed sleeve. Remove lhe slarler alld clt"an the
sleeve carefully with paraffin (kerosene).
3. Starter PWOD will 001 disengage from the flywbccl
wbeo the engint is IllIUling
Stop the engine and sec if (.be starter pinion isjnmmed
in mesh with tbe 6ywbed, releasing it ir necessary by
rotatioo o{ the squared end of tbe starter shart. If the
pinion persists in sticking in olesh ba,'e tbe equipment
examined. Serious damage may result to Ihe starter if it
is driven by tbe flywheel.
LIGHTING CIRCUlTS
1. umps give iDsufBclcol illuminatioD
(D) Test tbe slate of chArge or the battcry, recharging
it if nece.qary rrom Illl independent electrical
supply.
L.12
(b) Check lbe selung of the lamps.
(c) If the bulbs are discoloured as the result or long
service they be rcnewed.
2. Lamps [jgbt ,..beu ,witched on bllt gradulI.lly fad, out
As paragrapb I (al.
3. DrillilXlct varies with speed of car
(0) A!> paragraph t (D) .
(b) Examine the battery coonections, making sure Ihal
Ihey are light, <lnd rcnew IIny faulty cables.
Section L.l0
IUsulptiou
Mk. I models
FLASHER UNIT
The flasber urut is situated on the right-haod side of
tlie eogine eompastmeol and is controUed by a switch 00
the steetjng-colunlII: warning tights are provided on the
iMtrument panel (eMly models) or on Ihe end of Ole
switch lever (later models).
J 100 Mk. /I ontllJOO mOllels
The flasher uwt fitted is the FU type and gives an
audible w<lrning from inside tbe: vehicle when in use.
ft is contained in a sroaU rectaogular container situated
in the wiring loom behind the fascia and is accessible
from ioside tbe vebicle via tbc parcel tray; pull from lbe
two lucar fasteners to remove it A warning lighl(s) is
(are) provided 00 the instrumeot panel.
FUDctiolls of wllrning lao.lp
The w3rnil)g lamp not ooly serves to iudicate Ibat the
Rasher unit is fuocliouing correctly, but also gives a
warniog of any bulb failure occurring in tbe exteroal
direction indicator lamps-since il reduction in bulb
current Bowing the coil reduces the electro-
mngoetic effect acting on tbe secondary armature and so
prcvents closure or the pilot Ijght contflcts.
Cbeeking fawfy operation
lD the tvent of trouble occurring wilb. a flasbing ligbt
direction indicator system. tbe following procedure
should be foUowed.
Check tbe bulbs for broken filaments.
Refer to the vehicle wiring diagram and check .:III
flasher circwt connections.
Check the appropriate fuse.
Swilcli 00 the ignition.
Check with a voltmeter bet ..... een the 6aJiber unit
terminal 'B' (or '+.) and earth that b.:lltery voltage is
preseot.
CO!l[lect togelbc:r flasher unit tenninals 'B' (or '+')
and 'L' and operate tbe direction indicator switcb. If the
Ilasher lamps DOW ligbt, tbe Hasher unit is defective and
mUSt be renewed.
1100. h:We 6. t028fi
THE ELECfRICAL SYSTEM
L
Maio'toancc
Flasbt:r units cannOI be dismantled for subsequent
reassembly. A defective unit must therefore be renewed.
care being to connect as the original.
ReDCwi4c flasher unil
When renewing a flasher unit or il.ll>lruling a Oasb.iog
light system it is advisable to lest the circuits before
coonections to dasber lermiools tire made. When testing
joill (he cables normally COQQoclcd to those terminal
together and operate lhe dice<:tioa indicator s .... ilcb, ro the
(\'CDI of a wrong C(iODcction baving beeD made, the igni-
Lion fuse wiU blow bUI no damage \ViII be dODe
to Ihe OriS her unit.
Seclioo L.U
W1NDSKIELD WIPERS
Mainunance
Inspect 'he rubber ..... iping demenls, which after loog
'ervice become worn and sbould be renewed.
Lubricate the rubber grommet or wasber around the
wneclbox spindle with a few drops of glyceriDe.
Melbyl;ued spirits (denatured alcobol) should be used
to oil. tar spots, and other stains from the wind
sbield. it bas beeu found that the use of SODle silicone
and waxba.sed polisbes for tbis purpose can be detri-
mental to lhe rubber wiper blades.
gearbox and CJble rack are packed with gruse
during and need no furtber lubrication.
Checking swilcbiaC medlilnism
if the wiper fiLils 10 park or parks unsatisfactorily,
the limit switch in thc gearbox cover should be cbecked.
Unlcss the limit switch is correctly Sci, it is possible for
the wiper motor 10 ove1TUO tbe open-circuit position <lnd
continue to draw current.
Resetting !..be limit switcb
Slacken tbe four screws which secure the gearbox
cover aud turn the domed cover until the ;ettiog pip on
!.be lop of the cover is in line with (aDd in a position
either n=aresl (0 or furtbest froro---depcoding on whicb
side tbe blades 1l0rmaUy park) tbe central groove in
the gearbox cover.
COTTent eoasumption
1( the wiptr fails to operate, or op.e:rates unsatisfactorily
switch on the wiper and oOle the current being supplied
to the. motor. The Dormal runaiog current should be
27 10 3'4 amps. Uu .1 ().....15 moviDg.coiJ ammeter
connected in tbe wiper circuit, tben proceed as: foUows.
Wiper InkeJ no currtn!
El.amine the fuse protecting tbe wiper eiceuit. U the
fuse has blown, ex.amine 'he wiring of the motor circuit
and of aU other circuits by tbll fuse. Reoew,
if necessary. and cables wb.ieb are badly worn or chafed.
1100. Issue 4. 10288
filling protective s1ceviDg over the cables (0 pre'tcut a
rccurreuce of thai 11:\111 .
U the cX1. .: m;;1 wi ri a;,: is found to Ix ill order, replace
(he fuse with Olle of Ihe rcrommenucd mliog. Tben
proceed as [or the wiper taking an aboormaUy bigb
currenl.
If the fuse is inlacl, examine Ihe wiriug of the molor
circuit for breaks, and ensure Ibal tbe wiper control
swi(.(.h is operating correctly.
When a cUrTeolopcrated therlDosl4l1 is fitted test it by
connceling an obmmeler across ils terminnls ill place of
Ihe two cables. If a dosed circuit is indicated the Ihermo-
stat is in order and tbe cables must be refitted. An open
circuit means that the tbermostat has operated but nOI
reset. Check tbe thermostat by substitution. Adjustment
of the thermosLlt must not be allempt ed.
If the thermostat is io order, proceed .1$ for the wiper
laking an abnormally bigb current.
Wiper takes abnormally 10111 current
Cbedt tbat the ballery is fully charged. The perfor-
mance of tbt: motor is depcndent on the condition of the
bauery.
Remove the commuLIltor end braded and e.u.mioe
01C brush gear, t:osuring that it bears firrn1y on tbe
commutator. The tt:nsion spring must be reoewed if tbe
brushes do not bear firmly on the commutator. Brush
levers must move (reely 011 the pivots. If these levers arc
stiff tbey should be freed by working them back ..... ards
ilnd forwards by baoel.
E):;\mine the commutator and, if l1eC1!ssary, clean with
a fuel-moistened doth. A suspected armature sbould be
checked by substitution.
Wiper fakes abnormnlly /liglr current
If an abnorDl.:1Uy high current is shown on
Ibis may be due to exce:s.sive lo.1d on the driving shafl,
Tbc sian current oftlle molor when cold is 14 amps. and
when hot is 8 amps.
U' there is no ohvious reason for 1 his, such as a slickiug
wiper blade. ;\ check showd be ffi;\de .. t the gearbox.
Remove the gearbox cover and examine the gear
a.ssembly, cbecking that a blow 011 tbe gearbox eod
bracket has DOt reduced Ihe HQlatUN! end-float. Tbc
armMure end-Boat adjusling screw must be SCI: to give an
artMture end-play of OOS 10 012 in. (' 20 to 30 mm.).
Sluggish opcratioD with excessive current consumptioo
IDay be caused through friClion:!1 10s$Cs in badly posi-
tioned or defecti ... e connecting Cubes. The connecting
tubes can be checked, using a cable gauge. (Details of this
gauge caD be obtained from any Lucas Ascnt). The gauge
cable i$ similar in appearance 10 Ihc dth'ing raek but is
010 io. ('25 mm.) larger in diameler and is less Oerible.
The gauge wiU not <=a.sily pass through connecting tubes
baving less tban tbe mi.nimum permissible curvature.
To check the lubing, using the gauge, it is necessary 10
the io.oer rack. Insert tbe gauge iD(o the connect
ing tube as far as tbe first whcelbox and Iheo withdraw it.
Remove Ibe tubiog connecting tbe wheelboJies. InSert
and withdraw the gause. H tbe gauge moves fredy lhe
tobing is correctly installed. If the gauge does DOt move
L.iJ
L
THE ELECI'RICAL SYSTEM
Fig. L.10
(Ina replQumenr of windshield wiper arm
I. RClainm, clip. 2. Splined drive...
rruly Lbe tubiog must be checked (or sbarp bends aod
obslrucLiollS. Check (he wheeJhoxt.s for l'Iugnmcnt and
thea reassemble.
RemoviDg and rtfitting the nlOlor lod gearbox
Disconnect lhe electrical cOllnections from the mOlor
then remo"Yc the wiper ,lnUS, the outer c3;<.ing from the
gcnrbox housing, the set screws securing the IUOlor to
Ihe radiator valance aDd withdraw the motor <1)1(1 inner
cable rack.
Re61ting is it reversal of the sequence. but
it may be necessary 10 twist the iuneT cable to eng;I!C the
rack with the wonn on the whcclbox .
NOTE.-WhcD fining 3 replaccmcol molor. rtmo\'c the
gearbox co\'cr and chfi:.k .bat fbI! fiD1I1 drive lcar ratio Is
stamped 'ISO' whicb indicalcs Ihe COITtet QTU of wipe.
Removing n'beclboxes
All moods tWtp, Austill/Morris 1100 Mk. "(lnd 1300
Remove the motor aod geBrhox as described above,
Ibeo remove tbe fascia palld (see Section 0 . 19) aod the
demisler duct. Rcmove Ibe nUl, (ront bush, and
washer from the front of each wbeelbox and lit"! Ihe
wbeelboxes from beneath the top p;mel as .In assembly.
coD'lplele with the rell, bushes, spindle tubes, and Cllble
rack outer
AU$lin ond Morris Sf/per De-/l/n 1100 Mk. /I (lnd 1]00
models
Remove the moror .lud gearbox as described above,
then remove (he f.lscia panel (see Section 0 .35) and drop
tbe steeringcolumn 10 enable the fascia centra) support,
relained by two screws on either side, to be removed.
tbe demister dUCIS, lIle retaining nuts from Ibe
wheelbox driving spindles, (be grommet from wbere the
oUler casing passes through tbe bulk bead aud finally
lift the wheel boxes away complete with tbe outer casings.
Aus/ill olfd Morris De-luxe 1100 Mk. II ond 1300 models
Remove tbe fascia as described in Section 0.]5,
rcmove all beater and fresh air veots, aod then
as dcscribtd in All model,' above.
L.J4
Refiltine
All models
Refitting is II of the renlOV31 sequence, bllt
care must be taken to ensure that the whedhoxt$ are
cOrlecll}, liru:flup ;!IIU that the c.1ble rack. twi sting it if
nccl!$sary. e ng:'M('s Ihe ge:J( and spi ndle asscmblies.
Dismantling the moior
Withdraw the four sere.ws securing the gearboll: Ulver
aDd remove the cover.
Withdraw the connectors and tbrough-holts 011 the
eon1n)ul.ator end bracket.
Removc the end bracket elear of tbe yoke.
The brush gear can be removed by liftiog it clear of
the commutator and witbdrnwiog it 4)S ;) unit . Care
sbould be taken at tbis poin( to Dole the partlcul,lr side
occupied by each brusb so that eacb may be replaced io
its Niginal seuins on the commutator.
Access to the armature and field coils can be gained
by wilhdr.l.wiog the yoke.
If it is necessary to rcmove the field coil, unscrcw the
two scrcws sccllfing tbe pole-piece to the yoke. These
screws sbould be marked 5n that tbcy can be returned to
their original holes.
Press out the )lole-piece complete with field coil,
marking the pok-piece so tbn.l it can be repiliced ill its
correct position luside the yoke. The can now
be out of the Geld coil.
Pieces oC carbon adjacent segments of
the conunlHalor will also cause excessive cunent con-
sumption. The resistance between adjacent commutator
segmeDls sbould be 34 to 41 ohm. Cleaaittg the com-
mutalor and brush gear rcmoves this fault. When dis-
roantUng, check Ihe internal wirinG of tJlC motor for
evidence of shortcircuiting due to chafcd or charred
iosulation. Slip a new piece of slee..-ing over any cbarred
connectiolls, and arrallge tbelll so ,hat Ihey do oot rub
against sharp edges.
While tbe molor is dismantled cbeck fbe vahle of tbe
field resistance. If it is found to be lower thao 12,8 to
14 ohms a shorl circuit in the windings is indicated aDd
a new field coiJ must be fitted. OLber evidence or a sbon-
circuit will be given by cb;)rred leads from tbe field coil.
Dismllotliag the unit
Remove the circUp aDd washer from the crossbead
connecliog link pill aDd lift oK the crosshead and cable
racle assernbl)'. Then Imove the circlip and washer from
Ibc fillaJ gear sball Jocated underoeatb the gearbox urut.
Remove aoy burr rrom the circlip groove before lifting
out tbe final gear. Tbe armature and worm drive can
now be withdrawn from the gearbox. AU sear teeth
sbould be eX3mioed for sigos of damage or wear aod, if
oecessary, oew gears fitted.
BeassembliDz;
Reassembly is a reversal or tbe above procedures.
When reasscmbliog, the following components sbould be
lubricaled.
1100. Issue: 4. 10288
L
-_ .... __ ._ ... _--_ ... "" .. _ ...... " ........ _ ... _---""" ..... " .. __ ... "---_.-
No,
I .
2.
3.

,.

1.


II .
...
ll.
TIlE ELECTRIC HORN AND WINDSHIELD WIPER
COMPONENTS
Ot!UdPliDl! N . DtriJl/I'1II No. Dnuipl{oll
Horn.
".
Brwh. 2$, Whccl bcx.
ScO:"', IS. Drush sprine. ... Spindle .J. nd at:ar .
Washer.
".
-'I.rmlturc. n. and
N\l 1 . 11. Pield cnil.
".
Dr;", c.uio;-molor 10 'btl.'\' ,
Horn-push,. lB. Switch. ... Ori.'e winl:-wluxlbox .
Relaining lil)!:.
".
Shafl Ind lear . 30. Oriy( eutn8-<nd.
Contact (uJlper). W. Stud. )t . Fcm.olc.
MO(if sprin,_
".
Mount;"1 br;u:'kc1. J2. Gronimci.
Cowr i1nd ':0"' 0(" 1 . n . screw, ,11. Wirer arm.
MOlir. 2). pbi" wuher.
".
Wiper blade .
Slip rine and rOlor . ... Sprine \\ .. sho:r . ]S. Rubber.
BnJSh gear.
i
I
I
I
,
i
i
!
I
I
I
I
I
'---"""."-_.",, .. ---------
------ _ ... _ ... " .... __ ._---'
1100. lswc 4. S6911 L. IS
L
THE ELECTRICAL SYSTEM
Fig. L.l1
TlJe L.H.D. Europe amI North America
hcaa/amp light Imil, willr bulb and
socket OITtmgemnfl inset
ArmOIIIft! bell/fnRI
These. should be lubricated with s.t\.e. 20 engine oil-
the self-alignjog bcariug being inuuerscd in Hill for 24
hours before assembly.
AmlDlw6 ShOJf (commutator tnt!)
Apply S.A.E. 20 engine oil.
Fell lubricator in gearbox
Appl y S.A. E. 20 engine oil.
Wcmll wheel bearings. crossl,t!ad, gflffle charmel, cO.,, ,
nlet/tlg rod, trani-pin, U"OfIll (lndfilloJ geDr shoft
Grc:lsc IiberaUy.
Coble rack (JJld h'heelboxu
Grease liberally_
Tts&g
Switch on the ignition and the wiper control. The
two wiped a. rcll5 should be arrroximl'ltely symmetrica l Oil
Iht: windshield.
Filting a blade Ie :I wiper :lrro
Pull the wiper ;U'lTI away from the windshield and
insert Ibe end orche arm into Ihe slotted spring fastening
or Ihe blade. Pusb the two componenls into eoagemcnt.
Fitting a wiper :lJlD to the spiadJe
First ensure Ih3.t Ibe wiper Sl indies are io [be correct
parking posilion by swilching on the igoilion and turning
Ihe wiper control on and then off.
To fi, the arms, press the headpieces onto the spindles
at the correct par"ing angle lnuil Ihe retaining clip is
beard to snap OVer the end or Ihe spindle drum.
Operate tbe wiper eonlrol to ensure Ihal Ihe :urns
come to ret in the correct park..ing position.
Adjusting
COffeot operation can be obtained by adjusting the
position or Ibe IInns relative 10 Ihe spindles. 1r
L.16
Ihe pnsiLi on of Ihe arms may be adjusted by rc:o.H)\' i08
and re-engaging them .... Ihe spl.ioed driving spindles.
Ole angular pilch of the splines being 5_
Do oot attempt (0 turn Ihc arms whilst in POSitiOll,
bUI press back. Ule relaining clip (Fig. L. IO) io tbe bead-
pieces aod witbdraw tbe arms from Ibe driviog spi ndle!.
Refit in Ihe desired position. The above adjustment may
affeet the posilinn. Ir so, il may be corrected
by adjustmeot nr the limit swilch posi ti on as described
previously,
If the arms allJ blades IIrc required 10 come to ri!st
on the opposite side. Ihe lim;t swilch should be turned
througb 180
a
, It should be. noted Ihat tIle switch cover
is desi gned for IUmiog chrough 11 sector only and not
through 300, Tbe future prevents ulluecesSillY Iw;St iog
of the ext eroal flexible connections.
Secnon L.U
HF.ADLAMPS
U,K. aDd North American types
Headlanlps filled 10 vehicles operalins Oil Ibe U.K_
or Nortb American markets aTt of the sealed-beam type
aaJ tbe: light units ;.e serviced as complete assembli es
only.
Rtmolling light IIl1it (U. K. lypt)
The laQ\p rims are fitted witb rubber dust excluders
aod rim rc1aining SCfCWS. Release the retaioiog screw 3t
(be boUom or tbe rim aDd the lamp body aod lin away
the lamp rim. Remove tbe inner rim securing screws and
lift nW:ly tbe scaled-heaol as!.Cmbly aner disconnecling
the three-pin socket.
Refilling rM light IlIIif (U.K. type)
Refil t he three-pin plug 10 the rear of the ligbt uoit
Place the ligb[ unit io the back-sheU. ellsuriog that Ihe
regislCT!; moulded on the re::.r edge or the unit engage in
the slols in Ibe back-sbtll. Replace the li ght unit rim and
refit the securing screws.
Fig. L I 2
The hudfamp Jighl unit, showing Iht adjl4slulg 3crews
for the NDr/h Amtrlcan and U_K. type unilS
tiOO. Issl1c 4. 56981
THE ELECTRICAL SYSTEM
L
Fit Ihe rcaf cop edge of tbe lamp riro over tbe (Wo
raised $Cctions of the back-sl.:tdl, press downward,; and
inwards, and refit the rCINomg screw.
DeDnr-.sCtfing (U.K. IYP6)
The lamps sbould be set so Illal the maio driviog beams
l\fe parallel with Ihe Toad surface or in accordance wi th
loc.11 rcguJatioru.
If adjwlmcnt is required, Ibis is achieved by removing
the headlamp rim. Vertical adjustment can then be made
by turning the screw at the top of the lamp in the neces
sary direcljnn. Horizonta l adjustmeDt CIlD be effected by
using the adjustmeDt screw on Ihe right-hand side of the
lamp.
light unit (Norlh type)
Remo\'c the retai.ning screw from the bouoru face of
the lamp rim, lif' tbe heUom of the rim forwards and
upwards, and detach Ihe rim. Slacken the Lhree Phillips
screws securing (bc unit retaining rim and tum the
rim auti-clockwise to removc, supporting the leos of tbe
light unit at same Lime. Pull off Tbe tbree-pin plug
(ronl the rear of the light unit .
Refillulg the light unit (Nor", type)
Refit lhe tbreepin plug to tbe rear of tbe light unit.
Place (he litbr unit iD Ihe back-shell. ensuring tllat the
registers moulded 00 (be rear edgc of (he unit engagc in
tbe slots io (he back-shell. Replace the ligbl unit rim so
that the large diameters of tbe Ihree slotted boles pMS
over (be heads of the three l"Ctl\i..Dicg screws, press the rim
tirrn.ly inwnrds. and rOlate tbe rim dock-wise to tbe full
Uleot of tile slotted holes. Retighten the securing screws.
Fit the rear lap edge of the lallip rim over the ewo
T:'Iiscd sections of tbe back-shell, press dowowards ilnd
inwa rds, aDd rcnt the relainiag screw.
Beomstllillg (Nortlt American type)
The lamps should be set in tbe dip position aod should
be adjusted 10 comply with the regulations in the country
or state in whicb the vchicle is opcraLin&.
If adjustment is required. this is acbieved by renlP\'ing
(he bcad!amp rim. VerticaJ 3djustmeat c.u then be made
by turning tbe screw at tbe top or tbe !.amp in Ihc neces-
sary direcLion. Horizontlll adjustment caa be effected by
using the adjustment screw on the right-haod side of
the Ii'lmp.
LH.D. (except Ew-cpe 111141 North AO'lt'riu) and EUI'CpeaD
'ypos
Headlamps litled to vehicles cxpotted to these coun-
tries are of tbe douhle-f)lomeo(Mbulb type.
Certain have ligbting regulatioDs to wNcb
!.he foregoiog arrangements do not confofll). sud cars
exported to sucb countries have suitably modified lighting
equipment.
Removing tile Iigh' tmit type)
To remove tbe ligbt unit for bulb replacement unscrew
the rctaining screw at the bouom of the plated lamp rim
and lift the rim away frorn the dust-t){c!uding rubber.
the dust-e1o:cludiog rubber, whicb will reveal
tbe ebree springMloaded screws. Press the light unit
tiOO. rS$ue 1. t0288
inwards against the tellsion or tbe springs aod tum it
in au direction uutil tbe heads of tbe
can pass tbrougb tbe enlarged ends or the keyhole
lilot.s in the lamp rim.
This wiU enable the ligbt unit fa be withdrawn suffi-
ciently to give aUeQcion to the wiring and bulbs.
Bulb reploammt (EurDpeQII type)
Tbe bead lamps fitted to kft-hand-drive cars for use in
European countries are fitted with special front lenses
giving au asymmetrical ligbt beam to the right-hand side.
The bulb is released from the reflector by withdrawing
Ihe three-pin sockot and pinching the two ends of the
wire rttaining clip 10 clear the bulb flange. When re-
placing the bulb make cenain that the rectangular pip
on Ihe bulb flaoge coaases the slol io the reflector seatiog.
:Replace the sprwg clip witb its coils resting in tbe base
of lhe bulb flange Dud engagiog the two retaining lugs on
the reftector sc!liling.
Refitting the liglll /II/it (Europeolllype)
Position the tigbt uoil so t bal tbe heads of the adjusting
screws coincide with the enlarged ends of the attachment
slots. Push tbe tight unit towards the wiDg to compress
tbe springs and tum the un.it to lhe rigbt 35 rar as it will
S(')-that is, :lpproximately tin. (13 rom.).
Rcplace the dust-exc1uding rubber aD Ibe lighl rim
with its naoged face forward :lad rdit the plated rim.
Bulb replncemellf (L.H.D. (!x(epl Ertrope olld North
AmericII)
Access to tbe bulb is obhlined i n tbe same manner as
Olal deseribed for European-Iype beadlamps. Twist the
antic1ockwise and pull it off. The bulb call
then be withdrawp (rom its holder.
BeDm-sellillg (L.H.D. 6)"'cept Europe nnd North America)
These be ..llDs arc set in the samc way ;IS tbe Europeao-
type headligbt beams.
lleoln-sellillg type)
The lamps should be set so thai the main beams
Are parallel with the road surface or in accordance with
local regulations.
(( adjustment is required thi s is achieved by removiD8
the plated rim and dust-excluding rubber. Vertical adjust-
ment ei'ln Iben be made by turning the screw at the top of
the lamp io the necessary direction. Horizontal adjust-
ment C8l1 be effected by wing the adjust ment screws on
each side of the tight unit.
Soclio. L. J3
SIDE AND FLASHING DIRECTION
INDiCATOK LAMPS
AustiD, Morris, Wolseley, aDd Riley
To gai,u access (0 the side aad front !lashing i.odicator
bulbs it is lIecessalj' to reo\ove the screws securing the
lens. l:Iolh bulbs are of the bayonet-fixiog type.
M.G.
To gain access 10 the bulbs press the covu inwards
and ,urn anti-clockwise to reieue tbe cover locatina
L.17
L
1HE ELECTRICAL SYSTEM
toagues (rom Ihe retaioing c.alche.s. Both bulbs are of Ihe
bayonel-fixing type,
Prin<=
EKU&l..C( the rclaining screw to rdease lhe plated riOI
and the lens to gain to both the light and direction
indicator bulbs,
The sKlelamp bulb is of Ihe c.aplcss type and the
direc'loo iudicOI'or bulb of Ihf: b::.yonci-fixi,ng type.
Refitting is 11 dircci reversal of Ihe removal proadure.
Section L.14
PANEL AND WARNING LAMPS
NOTK-In all cases ",ben rClllo,ing the iostrumeot
paoe) the battery tennioal must be disconnected,
Monis
Acass 10 the panel aDd v,'arning lights is effected by
removing {be four PbiWps screws on the instrument
cowling and lifting off the cowling. Remove the thrt:e
PlUllips screws securing the instrument to the fascia and
pull the combined instrument forward. Tbe bulb holders
can then be pulled out rrom tbe rear of the combined
iostrument panel.
Wclseley, Riley, aod M.G.
Access (0 the panel and warning lights is effected by
removiug t be access bole co\'cr rrom witbin the glovebox.
'Remove t be retaiolDg nUl and bracket from the rear of
the ashtray. Disconnect tbe asbtray bulb holder :l.nd
remove tbe assembly, Remove the ignition key escutcheon
Disconnect the choke control. Remove Ihe direclion
indicator switch and cowling and allow the switch. \0
bang aD. its lead. Disconoect the sleering-coluOln to
Cascia support bra.cket a.nd pull the inslrumenl panel
forward. Tbe bulb holders can then be pulled out from
the rear of Ihe col1lbined illslrumcnt panel.
Amite and M.G. Sedao
Access to Lbe panel and warll ing l<amps is effected
from under the by withdrawing the push-in-IYpe
holders from lhe rear of the instrument paoel.
PriDt'CSS
Ac.ttS$ to the panel and warniog light is effected by
removing tbe bezels llDd pushing out thc ignitionl
starter and wiper/wasb switches.
Remove Ihe wing oul positioned directly below and
behind !.he ball-mounled ai r duci OJ) the driver's side.
Remove llle glovebox lid aod the drive-screws securing
(he glovebox 10 the fascia hoard.
Remove tbe wiog nuts positioned oue directly below
and behind the ball-mounted ai r duct 00 tbe passeoge,'s
side. and the other in the centre of the fascia.
Disconnect the sleering-colufUO to body cross-member
steady bracket and lower the column.
Pull the fascia board fonvard at the bottom and tin
it away from lbe fascia surround. The bulb holders can
(hen be pulled out from tbe rear of the instrument panel.
Refitting is a direct reversal of the removsl procedure.
L.IS
Section L.IS
lLLUMINATlO:-': LAMPS
MOITO: Rod M.G.
Tbe uumber-plale is illomin:l.led by a separate lamp
and the domed cover is removed for bulb replacement
by unscrewing the two scrW$ and withdrawing the cover.
Austio, Riley RDd Princess
Tbe Dumber-plate is iJlumin:lted a separate lamp
with (wil) bulbs.
The cover is rcmoved by tJllSC"rwing the two allach-
meAt screws, which enables i! 10 t\ithdrawn, giving
easy access 10 Ihc bulbs.
Wotselcy
Thc number-plate is iIIuminaled by two lamps with
t win bulbs. Access (0 the bulbs is obtaiued by uoscrewing
the om: slall ed sc rcw and rem.oving the domcd cover and
glass.
Refitting is a direct reversal of the rcmo\' al
Seclion L.I6
TAIL AND STOP AND DIRECTION
INDICATOR LAMPS
The tail lamps are of r.he type, (be
second filament giving a marked increase in brilliance
wbeo tbe brakes are applied.
Access to r.he hulbs is gained from inside the luggage
boof. 011 !I.-I.G. aDd Wolsel ey cars tbe tloor of the boo!,
and the side trim !Dust be removed first. Pull the bulb
holder rrom its socket in !be lamp bilek-plate.
The flashing indicator bulb has single filament and
roay be filled eitber way round.
The tail and stop lamp bulb must be fitted one way
only and has olfsct haYOllct 10 en9urc this.
Section L.17
HORN AfI,'D HORN-PUSH
Remoring the hom
Remove the horu bracket to body securing nuts, spriug
washers. and set screWs. Discounect tbe horn leads and
remove tbe born assembly.
MamuvlUlcc
If the born fails to operate, or operates ullsatisfactorily,
first carry outlbe followiog external checks.
Examine the cables: of the horn circuit. renewing aoy
that are badly WOTll or chafed. Eusure thaI. aU eonuections
are clean aud tight aod !bat the connecting nipple" arc
lirnlly soldered 10 the cables.
Check tbat the boilS securing the born brackets arc
light aod (bat the horo body does not foul any otber
lixtor!:s.
Cbeck. the current cooSUlllptiOD, whicb sbould be J 10
3! arups. when the hom is operating correctly.
1100. Iswc 7. )0288
THE ELECI'RICAL SYSTEM
L
The horn is a riveted Assembly and cannot normlllly
be dismantled for subsequent reassembly.
WARNING.-Jt is essential that Ihe slotted centre core
aDd Us Jockllle out is Dot disturbed.
ConloN breaker odju.stment
A small serrated adjustment screw is provided. Turn
Ihis screw anti-clockwise unril Ibe horn just fails to
sound when the horn-push is depressed. Thea lurn
screw back ror about a quarlcr turn.
This adjustment does nol the pil<:b of Illc
bl.ll merely takes up wear of moving p;lfts.
If two horns are filled disconnect one while: adjuslillg
the olber, tailing C3rt: that tbe cable removed does nol
come ioto conla.cl with any catthed metal-work,
Wben adjusting, shorl out the fuse ""0 '2'(0 obvialt
oeedless replacement. If II hora does 001 sound alter
makiogiheadjuslfflcol release the horn-push immcdialely.
Refittlog
Rdilting is a reversal o( Ibe removal procedure.
Remoring the born-push.
Whcn removing tho! horn.push il is a r.irnple operation
to Ic\'cr thc complete assembly out or IUe stcering-
whed widl a screwdriver. Take CIIre nOI 10 damage tbe
surround.
ReflltiDg
Rdilting is a reversal o( Ibe (enloval procedure.
Section L.18
SWITCHES
NOTE.-JD all casC!S when remoriog nritdH!:5 Ole battu)'
rermio:1I musl be diKOnDK'led.
Ligbtioe:, p.nel, and windscfC'Cn \viper (Mil.. I models)

In :.11 of Ihe ahO"e cases disconnect the Luc:lr can
nectars. unscrew tbe fixing nUl, ;lnd remove Ihe switch
assembly complete witb ils O'-sb:..peJ lockiog washer. On
M.G.. Wolseley, and Riley models it is necessary 10
first rCfl"Iove tbe instrument panel assembly. and on
Morris models tbe inslrumcnt cowl and panel (Section
0.19) (0 gain :'tccess to the swilches.
{(efill;ng
Refitting is a. reversal of the removal procedure.
Lighting and wipn (1300 1100 Mk. II
models)
Tbe lighting ilnd windscreen wiper switches on Ihe
Austin and Morris models are of the rocker Iype, and
are de:scribt:d below. 0.0 the Vandeo PI(ls, Riley, Kestrel,
M.G. and Wolseley vcrsions Ibey are the same as Ihose
on Ihe MI.:: . I models as de:scribed above.
Rem(}l'ing and refill;"g
Remove the fascia panel as described in Section 0.35,
pull the Lu:!r fMleners from tbe back of Ille swilches
J 100. Issue 9. 10288
and push Ih.:m (r(lm tIle fasciA. Re\lersc Ihest iustrucl1nlh
10 refi!.
19nition/Sfarler (aU models)
Rcmo-..illg
On Austin nnd Morris IJOO ilnd 1100 Mk. II model s
6rsl remove the panel (Section 0 .35), on Morris
Mk. I modtls lhe ioslruweot cowl I\nd panel (Section
0 .19), and on ill1 M.G., Wolseley, and Riley models the
inslrument pllOci assembly (Seelion 0 . 19) 10 gain aeces!>
10 the swilch assembly.
Disconnect Ihe Luear connector!', uuserew the fixing
our, and remove the switch as!iCmbly cOlllpkle with its
'D'shaped locking washer.
Dismontling
To remove the locking barrel (rom the swit.cb body
iDserl the key aDd tUIII the switcb 10 the 'ignitioo on'
position to align tbe barrel-refaining plunger wilh the
smaU hole ill the ,witch body. Using an lIwl, depress (he
plunser and wilbdrnw the barrel complete with key.
Rto$sembling o"d refilling
Reverse tbe dismantling Dod removing procedure.
He:HlI..ight dipper (Mk. J
Rtmol'illg
Remo\'c the dipping switch to Hoar securing screws
and ""illldraw the swilell assembly.
DiSC(lnllc.c::t Ihe cables from Ibe switch conneclors ;md
remove the switch SwifChcs arc serdced as
complete only.
Refilling
Rc\'erse the n:mo\lal proc::eclure.
Steering-column switch (all models)
Removing
Remove tbe switcb cover retaiuiug screws and t!ll: cover.
Disconnect tbe switeb wiring from Ille snap coollections
located behind the fascia palleL UnscreW the switcb
securing sercws and remove Ihe switch.
Refittillg
Reverse tbe removal procedure, ensuring tbat the
locating peg au the switch fils into tbe hole in Ihe OUler
columu.
Section L.19
INTERIOR LAMPS
Austill. Morm. Wolseley, Riley, and M.G.
The interior lamp is located at the lap of the cenlre
door pillar.
Tllo lamp bas a switch incorporated in it and ao
automafic switch is fillcd to eacb rront door pillar.
The Countrym':lD{Travcller bas ao additi onal ioterior
ligbt which is controlled manualJy by a s""ifeb incorpora-
ted in it.
To gain ac:ceu to tbe festoon-type bulb geolly squeeze
the plastic cover, which is sccuced in positioo by foUl
small tongues;.
L
THE ELECTRICAL SYSTEM
_ ....
Front Q/td reQr
Remove the two screws rct ... ioing che cover Il'.,hc:: lamp
base aoe detach the cover and lens 10 the bulb.
Seetion L,IO
FUEL AND TEMPERATURIi: GAUGES
(;tner&! desuiptiOD
Tbe bi-metal resistance: cquipmeol for fuel nud tem-
perature gauges cO(lsisl.$ or an indicator bead and
Iraosmittcr nnit counected 10.a common vollate stabilizer
Tbt sySlem by which the equipment fnoeticns is vollage
$ens.itive aod fbe vollagt stabilizer is necC1Sary to ensure
a collsfant suppfy of a predetermined voltage to the
equipmeol.
Fault ualysis
For rapid diagnosis of a falilty uo.il use Smitus Auto-
motive Instrument Tesler (whicb iocorpoTilles a thermal-
sensitive voltmeter.)
Datu,:! ,olla,e
Connect vol lme(u 10 con(rol box terminAl '0' and
carIb:
(a) Eogine slationary: 12 valls approx.
(6) Eogjnerunningat 1,000 r.p.D1. and ignitionworning
light OUI: 12-1J volts approx.
Wh'ing
Check ror continuity between eacb unit and check rOf
leak to earth. Cbeck rOf short-circuits in wiring 10 each
uansmilter. Cbeck Ihat the voltage slllbili7.er and trans-
mitters are eartbed.
YO/faIt stabilizer
Disconnect Ihe lead rrOM the stabilizer to the gauge at
the gauge. ;Imi COnDCCI I: to tbe 'J' terminal 00 the
[nslnnmnt the (.;Irlll termioal of whicb must be
Fig. L,13
The hi-metal rt!sistollu illstr//lnelllation C"irt'uir
(2) Cootrol box. (lS) IQAllion swildl.
m (46) CoolAllI Icmpcralurc
(4'
Stalter solenoid. puge.
('9) Fusc-{AJ-A4). (47) Coolanl lerupo;J1HU1e
()4, Fuel pugC'. 1r.w5miIlcr.
(35) Fuel tank unil. (6<) Voll.lgc stabilizer.
L.20
IT
--------------_____ e ___ _ --- --------, '
--r:: ------ ---- -----w---------- ---__ _
,
,


Fig. L.I S
Impulse ItJchomerer circuit
2. Control bOl(. lS. rgniuon switch.
J. Balh.:ry (12-Yoll). 39. raniUoD coil
... St." I..:r solC'f\oid. <to. Distribulor.
19. 95.
loop 0/ Itud
cODoecled to tbe chassis. After two mioutes with Ihe
icro1ioD 00 a re.1ding or 10 volts should be obtaioed.
Substitute voltage ir faulty.
NOTE.-If !be "olbge stalJili1.1:r is removed il is
essential to ensure when rcplat:lDg that terminals 'B' aad
IE' are uppermosf ltnd not ueet'diog 20
0
from the ertic81.
Galtgel
Cbcck (or continuity between terminals with wiring
disconne<;led. 00 NOT short-circuit n gauge 10 e.nth.
Substitute gauge, if fault)'.
Trnnsmitur(s)
Check for continuity bClwccn tuminal and case with
lead discunoecteu.
Subsritutc Irilnsmitrer, ir (aulty.
Seelion L_II
Foe LAM}'S
Princess
Acccs.s (0 Lhe lamp bulb is obtained by slackening
tbe damp screw al the bOllom or Ihe unil, and withdraw-
iog tbe Ijr,ht uoil_
lift the bulb retaining-dip and liIe bulb cau theu be
removed from its holder.
Fit tbc replacement bulb ill the bolder witb the slot
in its disc in engagement with the projection io tbe
bolder.
Wheo replacing Ibe ligbl uwt ascertain thai the locating
lugs are correctly positioned io the lamp shell before
attempting 10 tighten tbc lighl uoit damp screw.
I tOO. Issue 9. 102811
THE ELECTRICAL SYSTEM
L
Section L.22
TACHOMETER-IMPULSE TVPE
The CQUipOlCOl consists of an indicator \lead aod pulse
lead. The pulse Ic:ad is c:nnnectc<.i io ,cries bdween tbe
ignitioo switch and the i."itJon eoil . transmits
\iollage p1J]ses fO Ihe jodicatar head.
FAuJly
Check wiring (000c(.1..10 0$ to the iudicator head aod
continuity or the circuil. Poor connecuons: may result in
raulty rudicis.
The pulse leaf.! should (orro. a s,Yrtlrncccica\ loop and not
tight apinst tbe plastic rorms (i oset Fig. L. IS) ,
Section L.23
LAMP
Princess
To gllill a.ccess 10 the re ... crsing l&mp bulb remove tbe
securing tbe' cover aod lin away the cover and gi4$$
The bulb is of the bayonet tilting type and may be teo
pJoccd eitber \\,:ly round.
Seclion L.24
RAntA TOR BADGE LAMP
To removc the bulb from the radiator badge uott,
raise the bonaet aad iostrt a band beb.ind Ihe grille,
&quee'U the badge cealre retaining clips togetber aod push
rorwarcl so Ibat if caa be withdrawn 10 give IIccess to the
bllib. To replace Ihe badge centre press into posilion
lInlil Ihe clips sprillg iota place.
Section L.26



r
11 5
Fig. L.14
Hetlled bQcJr..!fght el(('l/i l
A6''J7A
ISO, Warl1ina lisbl (when thle4), II>. Healed backlillill 5 .... '(.;)),
64. l rmrumcnl vall . ge s(lIbiUnr. 116. Hca,td MckJilfhl.
Section L.25
ELEC1'RlCALLY HEATED BACK. LIGHT
RemoTiog ud rc8ttiDg
For remQval and refilling proctdure refer 10 Section
0.J4.
REPLACEMENT BULBS BMC
Volfs Wnf/S Port ND.
Headlaulps (L.RD. except U.S.A. Europe) 12 50/40 BFS 4JS
Hcadlalllps (LH.D. Europe except hanee) 12 45/40 BFS 410
Headl amps (France only) 12 45/40 BFS 411
R.H.D. (dip !ert) .2 50/40 BFS 414
Sidelamps.
Austill, Morris, Wolseley, Riley. M.G.
'2
6 UfOS 989
Priocess .. .2 5 8F'S 501
Direction iodicator lamps (front aDd rear) .. .2 21 BFS 382
Tail and stop 12 6/21 BFS 380
Number-plate illurni nat ion lamp:
Morris, M.G. .2 6 BFS 207
Austill, Woiseley, Princess. Riley .2 6 8FS 989
Panel tights .. 12 2-2 BFS 987
WMrni[lg ligblS 12 2 BFS 221
)Dlerior lamp .2 6 8FS 154
Direction indiC'dtor UOl 12 15 BfS 280
Radiator badge (Wolseley) 12 6 BfS 989
Fog lamp (PriD.ces.s) 12 48 BFS ]23
Reversing lamp (Princess) .. 12 21 OFS 382
1100. 8. 10288 L.ll
L
f
L.22
_._._--------_._-------,
"
- - ------,
11 00. [ssut8. 10288
L
.. _ .. _ . _. __ . __ . _ .. ---_ ..... _ .. !
.v",
..
,.
<

<

7.
S.

10.
II .

"
...
II.
10.
I;.
II.
It.
20.
,
i
21 .
n.
".
".
"
26.
27 .
,..
,..
,..
lI.
KEY TO nu: WlIUNG DIAGRAM
1I 0tS Tr."cU,r)
OtUrjpljon ..... ". Dnui/'IiM
ll. or Il'C$b .. ir n"'lor "lId. ( ..... hen littM).
Control ball. i3. Healer or (mh'Jir molor (when fiued).
lbllur (12-voll).
".
Fuel J.,ugc.
SIltier sotennid. ll . Fuellauae l.lInk liN!.
SI;mtr mOlet. )G. Winds.;:re.;n \<'";p.:r swileh.
uP",.. swifdl, J1.
dip IwifCb.
,l 8. Is,nilionislarlcr $\\Iil<:h.
RliIht-N.nd hCtldllmp.
J9. l",ilJoo coil
LcrL-hanll hc:adlamp .
<0. Disnibulor.
warnin, li,hl.
... Fuel pump .
Ri&ht-hlind s\d(bll1p. ".
0.1 preu..re switch..
aidtlamp. ".
Oil prCll\HC wMnin, Ijibl.
Pal'lC'llieht
... lenition wamill,li,hI .
"'Ml liah"',
Spocdl)illClcr.
Numbttplatc larnp.
... Water pVIC (when fiuo:..1)
fUs,ht lland SlOP Ind Ill il lamp. ".
W,.I Itmpcnlure IDrwmiuu jwheo filled).
ufrh:VHlltop .mJ lamp.
$0. lamp (wben fiued).
Slap IJimp lIitm. "'.
Hi-rnelal iOSlnll'llotft1 voll.1(l:C stabilizcr.
f lUe uBiI
.,.
KCMcompnfln1C'ftt li,hl , ... i len .
l nl(. i,or
... Rc.lIr ITrl\\,clkr) .
Rittht-Mnd dO(lt ' wild!.
67. Unc (UK: OS", ,",,.).
Ld\.oond door ,witch.
II. .\,lma), liJh!.
Monl {t .... ill holM filled}.
51. Hcaler switch or r.or.ll"" s .... itch rh;',t.
Hom--p.Jsh. ".
IndllCiinn healer .11td
Fluhtr Il nit.
84. Stlclion chamber
Oif.:.tl ion iodic.t lor ,wireb. ".
Oil 611tf , ... ito.
lubficlllion .. UntO,
Oirccaioo indialor/hudJiaht fl asher \\unin,
.....
Rishtltand (ronl nuhcr lam".
Ld'1-h3nd (ront nuh(. ' .. nlr .
Ri,hl band rn ll IInbe1 l.mp.
teflham' rn r nlllher lamp.
Reu window dftnW(r swilch C ... i\('n "ned).
116. n'':H 'illd\",,' duni$lct unit ( .. hen rilltd).
DI. Tl.-VC1'SO l.:arDoll
s.-,(cty "",ih.:h (when
1:;0. RC'3 r wiOOt,W
ft(led).
''''''''1:1, light (""hen
CULl C:Ou)UII CODE
, . ....... W. Wh,lt.
Y. Yclbw.
L BlHk.
a. Cr-.
Lt; . \..i, k (i.-.
I
I
I
;
I
,
I
i
!
;
i
i
I
I
,
,
_ .. _---_. _ .......... _ ...... _ .. _---_.--------. __ .. _ .... __ ....... _---- _._ ... --- - -
1100. 5. 1101 0 L.23
L
---- .. --1
WIRING DIAGRAM (AustiD-SalooD aDd Countryman)
I
I I
I
I
1100. issueS. 114ll
,."".,.,.,.,."""",,_.,,-_._---------
No
..
2,
),
'.,
"
6,
7,
O.
,.
10.
II .
12,
13.
".
IS.

17.
\8,
...
2O,
1I ,
22.
",
24,
25,
26,
21.
28.
".
)0,
lI .
KEY TO THE WIRlNG DIAGRAM
(Aurtin-SalOOQ and Coantryman)
Dnuipliol1 No, D<'lcrlplJ(III
Dynam\). 32, or frcsh.ir molor 5\\"jl.:h (when tilted).
Conr wl b,,;\.
13. Hcatr or (resh-air motor (whtn filled).
BaLLcry- 1 2_voll. J<, Fl.lei&aul:c.
S,arlcr :iOlC'noid . ll, Fucllf.lul:c lank unil.
Slaner molor. J6, WIIHlshi&ld wiper sl"';Icl1.
Ush!ing swi tch. J7. Windshield wiper.
Headlight dip switch. 38, lani,inll/St3rtcr " .. itch.
Rishlhand he.,dlal11p. JO. Jsniti on coi).
left-hand hC:.IdJamp.
"',
DiSiTibulor.
Main-bci\m warning Ji,ht. ... Fl)C1 pump .
Righlhand l idclamp. 42. OU I'Il'C$.Surc. swi,c:b.
l en hand &idd.nlp. 43. Oil pressure ..... l'lIu'C lighl .
PaI'lCI liChl switch. ... ]gnilio" wamwa li::hl,
Paoel liah1s. ." Spc<edomctcr .
Ilnip.

W.t..:r tempera' ure "UIC (WhID 6I1cd).
Righthand 1I0p 'nd hut Jilmp .
".
Waler temperature lransmitler (whtoltluNi).
ldt-hallu nop :md tail Ilimp.
'0, Reverse 1,'lIlp <when iiHtd).
Stop lamp swiech. 60. Radio (if filled).
fuse unil (3S-amp.) . ... Dj'l1lctal in!erunJ.Cnt \lo!l;lllc .
[nteriur hmlp. OS. Rear compartment lilhl 5witch (TllIvtltcr).
Risht-halld door switch. !:6. Re;11 comparlmell! lisht (TravcUcr).
door swirch.
'.' . 1.ine fuse (3.53mp.).
HOTf' (twif' homs ",hell litted). . In,juctiCln he;atcf and
Horn- push. ... Sueei on chamber heater.
FJnsbcr unit.
",
Oil fiher IwilCh.
Din:x:lion il1dio:,1101 switch. lOS. Lubrication wlm.ing light.
Direction il1lli03101 wBming !iSbl. liS. Rear window demi slcr Io,j,' jtch (when tilled).
Right-hand front fl:llhet !aml'l. 1< Rellr window demiSitr unit (when filled) .
1.eft-hand front flasher I.nnp.
Righi-hand re;1I !'JuheT hUllp.
Ill . Conlbincd revcnc switch/automatic gcarbo>:
.wheh (when fillad).
150. Rca, window
Len-hand rear Aashcr lamp. fined).
dcmiller warn;n, light (wh,m
CADLE COt.OlJJI. COO
N. Br" ......
,.

w, Willie.
U, Blue. 0, em.., y ,
".Y"'"
. , ... U;, Llllhl O, .. D .
""" .
Wh6tl M.t I"'" !tUM< tl\o ftnl <1",.)10 llI.iA
,.l""r Ind tt.< _,,"'" doo.o.tct (lit 11__
1
,
,
,
!
I
i
i
I
i
I
,
I
I
,
i
,-------,----,.--.-... .. -.,--.---.--.-,--___ --'I
I too. {ssue 4. t 11 L.2S
L
,------ ----------------_._-_.-
I

,
.26 1100. luue<4. 1140
L
,----------_ .... -_ .. _-----_._ ... _ .. _ .... ... _--------.
,
,
Nil.
1-
1 .
3.

5.
6.
7.

9.
10.
II .
12.
Il.
...
".
16.
17.
lB.
19.
"'.
".
2l.
:!J.
24.
lS.
26.
27.
".
29.
....
KEY .. TO THE WIRING DlAGRAM
(M.G. IIId Wollele,)
Duaipfiull N, . Detc,jplilNl
Dynamo. 1I . l..d\ haooJ reU Iluher 1;lIup.
Camrol bo); , )2. Healer or (runair mOlor 5wilch (when fillC'd).
8attery- 12\,,,It. :n. HuitT or "",(l lor (whl:" fillcd).
Sl;mcr
" .
Fuel CIU,.: .
5 1:,"c( 1I1(.olor.
".
Fuel t-aUI:C lanJ,: unit .
Li,bWl.!: switch. 36. Windv :'cco wiper , wileh.
Huo.llictll dip Iwilth. l7. Winu.crr' u wiper.
Riehl hand headlamp . J8. 19nilion/narter switch.
It(t.u nd
".
18nilion (;Oil.
M:.inbcal1l ..... arnl"llithl . '0. DislribuUlf.
RiatMhaDd sidelamp.
".
Fuclpunlp,
t.d',hlIKllidclanl p.
".
Oil I ",il(h.
switch.
".
Lubrication wa rnine liChl.
raocl li&hu. .... llnition wanlill, Ii,hl .
Numb.::r plllc l:anlp.
".
Spccdonu;ltr.
Right..nantl slop tail 13mI'. .... Wiler pUle .
Ltfl-baod slop .nd IRillamp.
".
Wl.lc.r Icmpcr.aluJ"C lrnmnliuer.
Slop blllp s .... i1ch. 50. R,.evtr$C '.mp (when filled).
"' uw: uni! (15-lnlp.). .... &i mel .. 1 , ollase JI.biliur .
Inlerior i'"1p. 67. U"C (uu
ki.hl ham! dum Jwileh. II. ""hIm)'
Lcfl hJ nd doot swilch. 12. He."er or fresh.ir iW;lCh Iiii'll ' ... IIcn fiUed) .
HOnl .
g,
Oil fiJlcr ,",iten.

'J.
RadiiltOf bad;e illu"'; '}:" :' In l.2mp {'h-ol5tlc)'l .
F(uller unit. lOS. Lyblieal ion w.minsl ij:iJl .
DiRcl ion Swi lch. lIS. Rtar window demistc!" swi tch (when filled).
OirOCfion in<Jicalor II. Rear window demil ler unit (when /i.!l n l).
Ria!lI h.nd (r unt Duhcr lamp. DI. Cntnbinod rc'cl'S(; l"' ilch/automati" &:c" rbo'l
$.lIfel)" swit eh (whtn " ned).
lcrth-ltld rfonl Ba.d)Cr lamp.
15O. Re-v wiodo .... dcnwslc.r ,"""mine lighl (wil eD
Riehl-hand resr f\;}.\ hCT II.mp . fined).
CAJlL.1 COLOUIt CODE
,.
B ..... " .
,.
.......
W.

U. BI"". O. G, ... Y. ....ll.-. w.
,.
<.0. 0._. n.
Wb.., A ........... c .. I<>u, I .... n ,n.- (,n, ,'.n'''e. ,h. n" ,"
t ool o"," the 1ond dot"", ,h. It ... _ .... 1. ,," .
,
,
,
I
[
I
,
,
!_ ..... _---- .---.. ---... --.---.. - .. , ....... -.. -... .. ...... -.-, ... - ..... _ ..... _--'"f ... ... _ ... _ .. _.
IJOO. lscue ) . 1140 L.27
L
~ - - - - - - - - - - - - - - ------------.. .. --1
WIRING DIAGRAM (PriDCess)
us
9
Ii-
.. , .. ...
_ n ..
,
C
I
15-'---'
f ~
,I
"
..... .:..... . '
1100. Is.sue 3. 1140
,--_ ...... _-_._._ ....... _ ..... _-
i
UY TO,;nm WlRING DIAGRAM
(P"""")
No. Oc.rtrlptlotl
L D)'n::&nlt>.
2. Conlrol bolo.,
J. Brollcry-12'1otl.
4. Siltier wfencd.
$. SlllIee llh)Ior.
6. Lith/ing swileh.
7. Htadlamp dip swilCh.
S. hc.ldlanlp..
9. Ld'I-hand hcadJamp.
10. /Iohin-bcam limp.
II. Kightband sKIchulIp.
1 Z. Ld\hamJ
J], Panr;! I.nlps swill;h.
14. Pllnt! lamrs.
IS. Number-plait illominatiolllllnp.
16. R,iah{luliHi SlOp and tailiamp.
17. Lcfl-hantl stop lind tail lamp.
I!. Stop IlLII\p svritch.
19. Fuse unit US-limp. 1-2. 3-4).
20. Fmerior lishu.
21. door switch_
22. Left-hand door switch.
"2.3. Hom.
24. Horn-push.
15. Fl&$hcr unit .
16. Dira;tion mdicalCH" 3tId flasheT
5-.-itcb.
21'. Dirtccion indicator ""amin, llnrp.
28. JUahth:lnd frollt flasher IlInrp.
29. Left-hand front flasher 'amp.
30. R.illrthand rear HlUmr lamp.
3 J. Lefthanll r=r flilsher lamp.
ll. Hater or (rc&h:lir motor $Wilch.
U. Healer or
No, Drl"ipllotl
J4. Fuel gauic.
JS, fuel pUle l.ank unit.
:)1. Windscreen wiper motor.
38. 'cn>tion/slattcr rwilch.
39. J,nilion ('oil.
40. Distributnr.
41 . Fuel pump.
4J. 0,1 pressure gaulC.
.... . Ignilion warning limp .
5. Speedometer.
46. Waler Icmpcr.Uurc gau(;e.
47. Waler lenlpc'nlhlR:
48. Ammeter.
49. Rc\'cl'$C lamp switch.
SO. Rc\"CI'SC lamp.
S;!, Fog Janlps switch.
Riihthllnd rug lamp.
55. Lcfll\.IKi faa hllnp.
Clock.
H. Ciprlishler.
60. It.dio fiued).
64. Di-metal ilUtrumcnl voltage
67. line (us.e (3S-amp.).
77. EltcUic. windsc::cun wilsher.
til. A,htray illumination lamp.
112. IltumiRiliOrl hmrps 5witch.
!Jot. Oil filter ' .... itch.
Lubrica.tion ..... arn;ns lamp.
11 S. Reir wiockr ..... demiSI s ..... itch.
116. Re3r window denrist unif.
1]3. Conlbined wind$cCffn wlJshcr <1M wiper switch.
Ill. Combint"d rc..-.:rsc gearboll
salcCy ,witch (when fined).
OIU COLCUII. co!':
N. 1Ito_.
U. IIlu .
K. II."
P. I"urp!
O. a_A.
LO. 1..I,lu 0 .... ".
"-". "'"ir .
V. v.no"'.
B. I la(k.
L
"" , I
i
,
,
I
i
i
i
,
!
;
I
i
I
______ ._ ....... _._ ...... _______ . __ .. ___ .. __ .. _ ... _. ____ --,I
1100. JUlIe), 1140 L2'J
L
1 ..- __ __ __ __ __ __ ... ........... _. __ . __ ....... -:.
, WIRI NG DIAGRAM (Riley) ,
.
1 ,
! . I
. ~
~ I .
..
q
"
'-_ ... _ .................. __ .......... _ .. _ ....... _. -_ ........ -_ ... _ .. _ .. . _ -_ .. . -
L.lO 1100. Issuc2. 11 40
.-.. -_ .. _-_._-_ .. -....... _._--_._ .. _ .. -................. _---.. -...... _ ..
No.
I.
,.
,.
4.
s.

7.


10.
II .
12.
13.
1<.

16.
17.
"
".
"'.
'21.
"-
ll.
"'.

26.
21.
:>t.
29.
"'.
'--
/Hscripliolt
DYI1 IU1'1C)
Control bQx.
SaUer)' 112\0!!).
solenokl.
Sl.1nct OWIOf.
Lighting 5witen..
Hudli , hl dip s\\ilc:b.
R.H. hc:IIdllllllp.
L.H. IlC.1dlamp.
M:..i,ubc3111 liatl!.
R. B. ,idelamp.
UI. sidc)arnp.
PancllighlJ switeh.
P.lI ncl
Numbc:rpl:lIe hl/llp.
R.H. stop and tail lamp.
LH. stoJP ;md laill.mp.
Siup ligll!
FU5I: uni t OSamp.).
rnh:rior lamp.
ft . H. di'lOr
l .. H. d('Io( !wi tch .
Horns.
!-fe>mpush.
f-1ashc-t unil.
KEY TO THE WIlUNG DlAClIAM
(Riley)
No.
1I . t .H. flash.c:r.
32. He"ler ('Ir rreshot!r molor S'I\'ltc:h ( .... hen filled).
J3. Hcalet (I f rrnh'<II ir m<>lor (wm:n fined),
,.
fuel laRU&C.
".
FucI ,aullc lank Ilnil ,
36. Wimberun wiper ,"wilch.
31. WinWcf'CCn wiper.
! 8. SI_ rler .nd i, nilion swi ,,; !'! .
l'J. l JI'Iilion c('Iil.
-10. Dist ributor.
, I. Filel pump.
".
Oil prcuufc pugc.
... Ign,ition wuning li (hL.
45. Spc:cdunlo:tCf.
46. W.al er lemperature g:lugc.
47. W;lI er lcmcpralurc lrarumiLlcr.
"'.
Ne\"cr.<;e lamp (when tiuN).
.. DimctaJ inSlnmtenl \'u"31e Sl:&biliKr .
"
rusc
St . Ashlr.Ly li llhL.
"
He., lcr 5W;II.:11 ur I."" .
... 0 11 fillet .
OS. TlIehomc:let.
IDS. lubrit.ui('ln ""3 min, li,hl.
liS. Rear window swit t h fitted).
Dir("Ction indil:ator and headliMht nasher 5"' il.:h. 116. Rear window demisler \lOil (when filled).
Direction indic<llor warning \igh:. Comb;l)(d rc,'crse swilc:hlIlUl (lmalic: ,e3rM:Ii
R. H. (ronl nasbcr.
l.H. fronl n.lsher.
tc. .H. fCilr ll.1shcr.
B.o_
U. 8h.II.
Jt . Red.
$.1rcty swill:h fiLled).
ISO. ftnr wi ndow
fill ed).
c ... "u-: COI.nUA
P.
O. C;,.,...,.
Le:>. UalKe:> ..... a.
<v. While<.
, '. ....
81 ..
Ueromer \\--amine
W!'It<! . ubI< bu' .... colour co..k Iltt ftrol _ . 11K .... , ..
colo .. , ... <1 1M dnOIeI Il>c lI. m culvur.
lilhl r .... hen
1101). 1140
L
i
,
I
,
!
I
L.31
Jilek ..
Tyres
Fitting
MaintennnCA!
Removing
Repairiog
Valves
Wbeel-rtmoviog
Wbeel .. od tyre balaocc
HOO. Iuuo 6. 1140
SECTIONM
THE WHEELS AND TYRES
(TUBELESS TYRES)
..
SectIon
M.7
M.5
M. \
M.4
M.6
M.2
M.l
M.8
M
M. \
M
mE WHEELS AND TYRES
Seetio. M.l
TYRE MA1NTENA.l"IICE
Even lyre wear is promoted by changing the position,.
or the lyres on the car (sec 'Radildply tyres').
Altention should be paid to the following points \\jlh
view [0 obtaining the maxinlUnl miJeage from the lYles.
Test thc pressures (If Ihc lyres by means of a suitable
gauge .:::mU restore any air 105!. It is noL sufficient to ma\::c
a vi sual inspcdion of Ihc tyre for correct inflation. Inllate
the span: wheel lyre to thc corro=d front wheel pressure.
Keep thc ul'ads free from ;'Ind and carry
<l uI any nccl,> SS,U"Y repairs. Clean the whed ri ms ;llId
keep them free fr om rust . Paint the wheels if
Keep t he dutch and brJ.kc5 adjusted correctly and in
good (>Idcr. FicrccncS$ or uneven acti on in either of
these uniu has a deJ;\ruet i\'c ctfet: t upon thc lyres.
FiK. M.I
Interch(1nge the roml lI'neels diagollally, /;rillgillg the
11"/1('(>/ illfo It.,e (.ICC 'Radial-ply
Misalignmellt call be a "cr.y COMly faul(, SU5ipec[ il if
rapid wear (11' the frOlll is 11(lliced and CotTed the
fault al once. See Sccli(lll J.4 f\lr delails on front wht:'el
alignment.
Should the tyres get (ljly. pctwl fgas(lline) should be
applied and wiped \.ff at once.
Avoid under- and o\"cr-inIl3Iion.
Avoid kerbing :1J\d ot her causcs of !C\cre impact.
Ha\'e any damage rcpai red iI.1lOlediatct; ...
Radi31-ply t)Tts
Radial-ply lyres !-iwuld (lniy he in sc ls (I f four.
altbough in ccrla in ci rcUmq:lIKes it permissible I<> fit
a pajr to the rCllf wheels; lyres of dilTerellt con:;lrt Kl ioll
must not be used on the samc axJe. A pair must never be
fitted to the front wheels with conventional tyres at the
rtar. The positional (banging musl Dot be I1Odu-
tab. if radinl-ply '>'res hnc been 6Hed 10 the rtlU wbcds
oaly.
Section M.2
VALVES
A mushroom-headed rubber \'ahe is used wilh tubeJess
lyres. The valve is ;ecured in the wheel bY:I small stepped
flange 00 tbe rubber \'al\e and by 'he pn:SSUR: of air
inside the tyre.
M.2
., ..
Fig. M.2
A too! for fitting tlllMles.t lyre
A simple but effective 1001 for fitling Ihe valve can
be made from a 7 ill. ( Ill () mm.) length of i in. (13 mOl.)
Sl.:-el bar or i3 S.W.G. l; tecl tubing. Using a Ictter S
(8S O1m.) driJI. drill a hole in one end 10 a depth of
approximately lin. (159 mm.).
Obtain :1 brass \'a lve dust ca p and solder the cnp ill
Ihe driUed hole,
Drill a hole in Ihe oppositc end of the 1001 about! in.
(13 mm.) from Ihe end to accepl a :> hort piece of t io.
(0'35 Inm.) diame!cr rod t(l provide:1 b:mdle.
To tit the valve with the aid of Ihe tool lir:>! lihe rally
coat the rubber valve and the perimel er oflhe valve hole
in lite wheel wi th soapy water. Jnserl the \'al\'e into Ihe
hole and sc.rew on the specinl 1001. A sharp pull will scat
Ihe valve correctly.
The \"ahe1O rna>' be for by rowling
Ih,;: wheel until Ihe valve is at Ihe lOp and inscrting the
cnd of the \'aJ\'c in a small container of water. If bubbles
appear the. scaling is faulty and the \'31,,(: interiM should
he replaced with a new one.
Valve caps, in addi(iOJl [() preventing dirt enh:ring the
valve, form a secondary .dr and should always he
lilted.
Section :1-1.3
REMOVING A ROAD WHEEL
Remove the hub co\'er by inserting the flalleneJ end of
Ihe tool prmided inlo Ihe recess belween Ihe CO\'cr .1nd
Ihl: road wheel adjaecnt to the retai ning lobes. Employ
a (wist ing Illolion and not a levering nlOvelllen(.
Apply Ibe hand bra ke, slacken Ihe four nuts securing
Ibe road wheel to the hub, ,"l lld raise Ibe car with Ihejack
(Scctioo M.7). Remove Ihe nuls ltlld lake orr the wheel.
If the wbeel is being changed on a hill it is advi sable to
SCOld\ both froot and rear wheels on the opposi te side
to prcvcnt any possible movement when the car is on the
jack and the wheel removed.
"""
Fig. M.)
V"h'Llor {] lubeless lyre
t 100. 11o.!: ut" 6. 1140
THE WHEELS AND TYRES
M
When rdininG ensure fllill lhe wheel nuts arc rc:pl3ced
with their taperrd faces :lgHillst tbe wheel ilnd arc
lightened in Ihe order 1.3,4,2 in rotation. Do not over-
(or lhe correct Jjgurc see 'GENERAL DATA' .
Seclion 11<1.4
REMOVING A l'\' RE
Remove rhe valve inferior 10 deflate the Iyrt com-
pletely.
Using spoon-shaped Iyfe kvcrs, which mmt b.: in good
condition, separale tbe beads (,om Ihe rim "angc until
bOlh bead.s arc in the b.ue or the rim. As inclillensihlc:
wires arc incorporated in Ihe edges or Ihe lyres, IHl
aHemp! should be made to slreteh Ihe cd!;!cs over the rjlll
<IS Ihe bt .. ds mllS! NOT BE DAMAGED.
O"log to the c.onrtnH:tiOD of the .... becl Ihe lyres must
be rc.mocd OYU the IIII1TOW bead sut or Ute wb,"'C1 onl,..
Tyrcs caoDol be (emOfed or refitted the wide Oaage.
Pusb both cover edgcs into tbe w.:lJ-base of the wheel
and lubricate (he tyre beads and che lilting levers with
Dunlop Tyre Bead Lubricant or a thin vegetable oil soap
solution. Lever the cover edge ovu the rim of the whed,
using IWI) levers of 6 in. (15 em.) IlP;}T!.
COlltinur.: WaTkins round the whed until Ihe c,wel" 011
one is completely free.
Seeno. 11<1.5
FITTING A TYR
The tubeless tyre relies primarily all a good air seal
between the lyre be3d aou Ihe rim and also between the
rim and tbe valve. Great Gare is tbererore neussary to
avoid the slightest damage to the lyre bead . Tbe following
. instructions an:: of great imporlanc.t:.
Fig. M.4
am) no Quell/pI mUSI be
made to streIch If fhe co\'C'r jifS lightly on fhl!
rim ;t sJllmld be freed by rlsinK Ihe lyre II!H!rS
os indicated
1100 Issue 4. S64)!7
Fig . .101.5
fhe cOI'er rile rj",. Ilsing lyre telers in good
conditioll 10 a'loid damagillg Ihe sealing edge of the
t rre
Rim preparation
RemOl'o! any visihle dents in the flange by careful
hammering. Clo:an the flange and rin! seat with sleel wool.
emery. or other ch:anillg medium, and remo\e all foreip
mauer, rust , rubber, etc. Paint need not be removed.
but irregularities in the surface should be smoothed out.
In c;ases of rusting il may be necessary 10 use
wire brush or file. File or bulT away any high-spots altbe
butt-weld joioe. Wip the flaoge and bead Sell witb .I
water-moistened cloth.
Defore litljng, moisten we beads of the lyre, tbe rim
and tbe tyre levers with Dunlop Tyre Bead
Lubricant or a tbin vegetable nil soap solulion; do Dot
ust grease. Moonl the ty/e on the rim and pusb one edge
of the cover over the cdge of the rim; continue working
round the t yre towards the vnh'e position. Tbe portion
of the tyre first fllted sbould be kepi pusbed ioto tbe
well-base of the wheel rim and tbell no difficulty will be
encoulltered in fltoug tbe last portioll of the cover. Do
not rOTgct that the white or coloured balance spot on tbe
lyre must be in liae with the valve position.
Before in.ftation bouuc<: the crown of the lyre on the
ground at various poiots to soap home the beads of the
tyre against the rim of the wheel and provide a partial
seal. Refit tbe valve i[l(crior.
Wilh the whee! in an upright position inflate tbe lyre.
If a cann!')! be oblailled at tbe first rush of air bounce
the tyrc again with the: airline attached. In cases of
difficulty apply a tourniquct of strong cord around the
ci rcutnferenee of the tyre and ligbten. (uRate to a
maximum of 40 Ib./sq. in. (28 until tbe bead.
are fully seated bOlb ri." flanges. Do ool iollale
to a greater pressure tl1:01 stated. and do not stand over
Ihe tyre duroog intlatioo.
If a pressure of 40 lb./sq. in. (2S wiU oot 5eat
the beads properly, deftate. lubricate: the beads aod rim
M.J
M
TIlE WHEELS AND TYRES
Fig. M.6
A uc,ion through Q Wheless lyre
I. Air-rtlaminJ tine.. 2. Ruhber air
1. vclvc.
wilh Tyrc Bead Lubricant, centralize the Iyrc, and re-
inflate. If the second "Hempt is uDsuccessful the wheel
rim ci rcumference is sus-pee.( and should be checked
wilh a riltl gauge if available, or replaced with 8 new
wheel.
Allow Ihe lyre 10 stand for a few minut es so fhat any
free air trapped between the flange and the bead cliDch
(I'n ;:scape. Test Ibe coroplete ilnembl y in a water IanI.-,
payiog special attentiOI) to Ihe areas ilt the beads. valve,
aDd wheel rivets.
,4.j"ier tbe beads have sealed properly aDd thc leak lest
is satisfactory, dcfja.lc the tyee (0 its correct running

Suliog leak-., 1(K::lled duriDg testing
Loss of air may occur 31 any of the following poinlS.
The area of the bead seal, sbowing as a leak at the lOp
of the Range: Ihis is usually due to a high-spot on Ibe
rim and can be cured by bolding the belld av.'ay (rom the
rim 10 allow (urther cleaning.
Tbe wbeel rivets: in this case and ill extreme cases of
Image io Ihe Mea o( (he bead seal it is necessary to
Fig. M.7
,ht plug IJnd IIVOligh Q in
M
remove Ihe tyre. Before doing so mark Ihe positions of
tbe leak 00 the lyre and rim. Loss of air at Ihe rivets can
be eured by peening over Ihe beads of Ihe rivels.
The of the vaJve or the valve interior : provided
the valvt is correctly filled. this may be due to dirt
under the valve seal. Clean Ihe valve seat and til a new
\'81ve interior.
NOTE.-Wate the tyre to the eoneet pressure before
rtfittiag the wbeel.
SeCtiOD M.6
REPAIRING A TV1<E
PeaelndollS
NormaUy a lubeless lyre wiU 001 leak as the result
of penetration by a nail or other puncturing objecl .
provided t hat it is left in the lyre. Examine the tyres
4l)tD
Fig. M.B
plug illserted i/l 'he lyre QlJd CIII of! to tlte corrul
leng'h
and withdraw such objects at a time when loss o( air
pressure will cause least inconvcnience.
Use of plugging kit-IOC.'ltiOD and prepaT8tion
If a hole fails 10 se;:l. milT),; Ibe spot and extract {he
pUDcluring object, takitlg note of Ille direelion of
PCOttT2tiOO. If the tyre is Iealcing and the puncturing
objcct cannot be located by sigh.t it is necessary to im-
merse the ioHated tyre in water.
Dip Ihe plugging kit needle into Ihe flask of ,"olutioo
and insert it into Ibe hole in the ryre, following Ihe same
directiotl as the pcnetratioo.
Repeat the operation until the hole is well lubricated
with solution.
Ropalr
Select a plug aboutlwicc the diameter of the puncturing
object. stretch it., and roll it into tbe eye of the needle
i io. (635 mm.) from the end. Afler dipping Ibe plug
BOO. Issue 4. S6987
TIfE WHEELS AND TYRES
M
into the solution insert tbe needle into [he hole and pusb
the plug througb the lyre.
Witlldraw the needle and cut off surplus plug about
tin. (318 mm.) from the surface of the tread. The tyre
can r.o"," be i.UJ:ued 30d used immcdi:ucly. Mor ... sever.:
injuries whkb are ouuide the scope of simple puncture
repair mClh()ds arc dea.Jt with in Dearly Ihc same way as
simil<lC injuries 10 conventional covers.
If the lyre deflates on tbe rond following an unusually
laq.e penetration A tube cao be fitted to cn:lble the
owner 10 remain no the road uotil it is convenient for the
necessary repAirs to be carried QUI . (Tile valve used for
tbe (lIb.-Itss tyre muSI Ix removed befOfC fluing the
lube.)
Section M.7
JACK
Tbe jac!.: is "(signed 10 lifl side of Ih.: C3f ,\.I a
lime. Apply the band bnt.ke, and if lhe car is on <In
indioc il is advis.1ble 10 scoleb one of Ihe wheels ou Iht:
opposite side of Ihe car to tbe one being jiu;ked.
Remove the plug from Ihe jackiog socket located io
tile door !Oil! panel and insert the liftiog arm of tbe jack.
Make ceflaiD tbat the jack lifling arro is pushed fuUy
into the socket nod tbat tbe base of the jack is 00 firm
2fouod. Operate Lbo;! rGlchet.type jo.ck h:lodlc until tho
car been raised to the de5ired heigbt.
SeclioD M.S
WHEEL Af\'D TYRE BALANCE
Uobalancc in wheel ;\nd lyre assemblies m.:ay be
respousible for various c:tTe.:ts such as wheel wobble,
abnormal wear of l,yres aud suspension paris, "ibrlliioo
in the steering Of, in eXlreme cnses, io Ihe wbole car.
rf My of these fRulis develop, for wwch no otber
e,.10 be fouod. wheel and lyre balance sbould be cbecked
und corrected according 10 instructions supplied by Ibe
manufacturer of the balancing machinc.
\VheD whcels are to be fe-halanced it is that
the weight of the car be removed from the lyres: as soon
as possible after a rull so thai temporary ftal spots do
not form OD Ibe lYles. Nylon tyres are parlicul:lrly prone
to Ihis and re-bnla ll..; iog wilh the lyres io Ihis condition
is pointless.
.u.5
0
SECTION 0
THE BODY
Secl iou
Bodywork 0 .1
Body alignment 0.27
Bonnet 0.8
Bumpers 0 . 16
Cbcckiog body aligolllcot 0 .26
Doors O.IS
GI"ss (four-door models) 0.3
GkiSS f(gul.nors (our-door modds) .... .. 0 . 12
Glass <lnd regulotor (two-door 0 .37
Interior handles aod window rtgulalors 0 . 14
Lock- rear door (Countryman and Traveller) 0 .30
Lndcs- anti-buTst 0.36
Loch ((wo-door MIi .. T and rour-door models) 0 .9
Oul er handle- rear door (Countryman and Traveller) 0 .29
Outer bandies .. 0 . 10
it eilT door (Collnlrymau and T raveller) 0. 28
Trim pad 0.4
Eleclric<l lly heil ted D.lck-Light 0.34
Fnscia (Mk. I models) 0. 19
Fascia (Mk. II and 1300 models) 0 .35
Front gri lle .. 0.11
Glasscs-windscrtCn aDd back-light 0.21
Headlining (Countryman aod Traveller) 0 .33
Horizontal uligoment check 0 .2'
Luggage compartment
Lid 0.5
Lock 0 .6
Paint refio ishing inst ructions 0 .22
Parcel shelf .. 0 .20
Rear quaner-l igbt (two-door Saloon) 0 . 18
Rear sjde wi ndows (Couou yman and Traveller) 0 .31
SCat belu - BMC 0.2
Se31-rear (CooQtryma o and .. 0 .32
Se.lts .. 0.7
Strikers 0. 11
Sub-frame alignment dingram 0 .25
Toob . . End or SectiOIl
Venti lators 0. 13
Vertical alignmeot cbeck 0 .23
I LOO. Issue 7. 1023& 0 .1
o
THE BODY
Section 0.1
Coatbft'ork
BODYWORK
Wash lhe: bodywork (,cqueIl1Iy ,siogil. soft sponge :l.IId
of waler conlaioing a mild detergent . Large
deposits of mud must be softened with waler before using
the sponge. Smears should be removed by" second wash
in clean watu. and with the sponge if otcessary. When dry
d eao the surface or the car with a damp chamois-leather .
10 addition 10 tbe reguJar maintena nce. att ention
is required if lOt car is driven in extreme conditions such
as sell spray, or on salted roads. rn these cODditions and
with ot her forms of severe coul.uninalioll an addilioolt l
washing operation is oecessary, wh,icb sbould include
underbody bosing. AsJy damaged are.'$ should be im-
mediately covered witb p:tinl aDd a complete repair
cffcc:ted as SOOD as pos$iblc. Before loucbiDg-in light
scratches :lOd abrasions Wilh pain! thorougbly deao tbe
surface. Usc petrol/white spirit (g,1Solinc!hydrocarbon
solvent) to remove spots of lar or g,reasc.
The applicalion or BMC Utr Polish is aU ,hal is
required 10 remove troffic film aod to eosme the retention
of thc new appearance.
SriChl trim
Never use an abrasi ve Oil staioless, chromium, alumi-
nium, or plastic bright parIS aod on no aCCOUOl cleon them
with mel.al polisll. Remove spots of grease or tar wilh
petrol/white spirit (gasoline/bydrocarbon solvent) and
wash frcquenlly with water containiog II nlild detergent.
Wbeo the dil"t bas beeo removed polish with a dean dry
doth or chamois-leather uolil bright. Any slight tarnisb
round on stainless or plated pans which have DOl receivcd
regular wasbing may be removed with DMC Chrome
Cleaoer. An occasional application of mineral light oil
or &rcase will help to preserve Lhe finish, particularly
during winter, when sail may be used on the roads, but
theSe protcclives must not be arplicd 10 plaslic finishes.
Windscreen
Tr windscreen smearing hilS occurred il can be removed
wilh DMC $creen Cltaner.
lDttrior
Clean the carpels wilh a stilT brush or vacuum cieaner,
prerenbly berore wasbing the outside. The upholstery.
carpets, And roof lining may be. treatcd with BMC 2-
way ClcallCr applied with a damp cloth and 3 li ght
rubbing aclion. The rcsult will be obtained on carpets
if lbe solulion is applied witb a sort brush. C,rpets shonld
not be dUlled by the 'Dry-c:lean' process_
A razor blade will remove transrers rrom tbe ..... indow
glass.
Coachwork repairs
Tbe specially designed body jack 18G JOB B is aD
essential item when any misaligDmeol or IlIc
body consuuclion.
Wifh tbe addi tion of a suiuble OUlfit
aoy Iypt of mono-conslruction repair cao be effe<:ted.
0 .2
Prese"ative OQ Export can
Certain cars le<1ving the fa..:lory are sprayed with a wa x
preservative 10 their .finish. Remove by waslung
the waxed surr'lCes libera ll y with water to remove di rt;
[hen apply a BMC-a pproved de-waxing agent d iller
with :t spray or soft d oth, before wiping (In ' and polishi ng
with a clean dry cloth. The u:;e of a 1H.' 11" ppro\'cJ fluid
could ill\'lI lid;He II. w(l rr anl )" claim.
Section 0.2
BMC SE."T BELTS
Fitting
pillnr
The hole Ilear Ibe lOp or the centre pillar is concealed
dtller by a which must be removed beJore
proceeding rurtber, or behiod the pillflf trim; its position
can thea be felt through the trim. Cut a hole in the trirtl
o ....er the corresponding hole in the pillar. On Vanden
Plas models fiest make sure that the hole ;0 the hard-
hoard liner coincides with the 110le in tbe pillar.
Place tbe brackel. a waved w!l.sher. and a shouldered
distance piece (lhe smaUer diameter of whicb will slot
in the bracket) 00 ooe or the ,z,. in. (I H I rom.) bolts
provided aod screw the assembly into the hole io the
pillar. Ensure Ibilt 00 fabric remaios to interfere with a
meW-lometal contact between Ibe distance pioce aod
the pillar.
Sill-SIalic !HIts
Locate tbe sill fixing point and cut the carpet im-
mediately over the hole to ensure a metal-to-meta] eon-
lact betweeo the distance piece ttnd the sill. Place the
bracket. a waved washer, and a shouldered dist.aoee piece
(the smaller diameler of which will 5101 iolO Ibe bracket)
00 tbe .,\ in. (11-11 mm.) bolt provided nod screw the
assembly into the bole in the sill.
SUl-aulOl11olic btllS
Locate tbe sill fixing point and cut the covering im-
mediately o .... er the hole. Place tbe belt hrneht, 8 waved
washer fl ud shouldered distance piece (the sma.llcr dia-
meter of whi ch wj!\ slot inlo the bracket) the red Ming
bracket, nnd dist.'\cce piece on tbe ii in. (I H I mID.) bolt
provided nod screw tbe assembl)t' into tbe bole in Ihe sill.
Drm boles in the siU through tbe -It io. (4g mm.) boles
io the bracket aDd screw in tile self-Iappiog screws.
Seeurc the reel to the hr.\cket so tbat tbe bell will
unwiod on the pillar side, the bue of the reel must be
mounted in a horizontal posilion to ensure its correct
function.ing.
Tllnnt'l
Lift the carpet and rtlllove tbe two plugs in the side of
tbe tuonel nearest to the seat beiag litted. Position the
tapping plale uoderneatb the 600r panel, ensuring tbat
00 pipe lioes are !rapped by it . Secur.:: the bracket of the
short belt underneath the carpet and felt to the plate
with screws and lock washers provided. A slit must be
cut in Ibe carpet and felt 10 allow tbe bell to pass througb.
Location for tllis slit caD be determined ir the belt is
buckled in Ibe wearing position.
1101). rUUt; 7. t0288
TIlE BODY
o
Tes,ing-ouloITIGlic be/t.f
The reel will only lock under conditions of "harp
deceleratioD or wbeu itlclincd to :til 3ugle of 45- . A fler
installation. check thai tbt retl will lock wben tbe car is
subjected to hard braking or sharp corccriDg. To unlock
the reel, apply slight forward body pressure against the
bell aod then release by a rearward movement of tbe
bo<ly.
Tbe recl cod c:oycrs mllSt DOt be remored under ;my
cVCUlIlSlaoct'i.
SecDon 0.3
Henao,ing
DOOR GLASS
(Four-door dlodels)
Remove the inner door h.:lodlc, door pull (or arm-rest).
aod window regulator baQdle (Section 0 . 14).
Remove the door trim pad assembly (Section 0.4)
aod lever off the waist finisher sllips. Release tbe glass
channclauacbed 10 the regulator assembly.
Remove the glass stop and lower Ihe glass to tbe
bnlloru of tbe door.
Remove tbe regulator arc (rom the glass rcgul310r
cbaonel aod the yertical and door top gtau fell Cb.lDnel.
Release the veotilator securing screws and remo\'e the
assembly.
Withdraw tbe door glass assembly up through tbc top
or Lhe door panel.
Re6ttiog
Refining is a reversal of the remoyal procedure.
-
-
-
-'-..
I
i
\
l !
"
Fig. 0 .1
The seal berl allnrhme,,1 poinLS (1110 fiUing
l. Pilbr. j . l\ioDeL
2. Sill (11.1ie: bell). 4. Sill ( .. ut.olJlalie beh).
J 100. 6. ImBS
Fig. 0 .2
Tilt! door tl.fsembly
A. ACrcWjI.
II. Chtck link.
I.'. Door handk and window
c. Door Illap pockcl
Section 0.4
DOOR TRIM PAD
Austin, Morris, M.G., Wolscley. Riley
Remol'illg
Remove the window regulator handlc, door pull (or
am1-rc$t), and iuuer door handle (Section 0 .14, Mk. I
lind four-cloor models) (lr thc auli-bUUI door lock remote
control relainer (two..tJoor Ml:. II and 1300 models).
Remove the screws secunog ,be door m:\p pocket to
tbe trim pad assembly. Lever lite trim pad aWOy from the
door panel.
pru,=
Removing
Remove thc door-lock handle, wiudow-regulator
bandle, and Ihe drive-screws securing the chrome door-
puU to tbe arro-rest. Remove the wood screws sceuring
tbe arm-rest to tbe map pockel lind remove tbe map
pocket. Removc Ihe drive-screws securing tbe door uiro
pad 10 the door panel aDd lever the door trim pad aWAy.
Remove tbe drive-screws securing the. wooden door
6nisller 10 tbe door and lift off the door
Refilling
Refining ;!I a rever!'.:!1 of the f(;mov.l1 procedure.
Section 0.5
LUGGAGE COMP ARTJ\.1ENT LID
Remo\'ing
DbcODUect the rear Dumber-plait lamp. Support tbe
luggage cOmp&rlOltot lid and remove Ibe bolts securing
the lid to the binge b.us.
Refining
Reverse Ibe removal procedure.
Section 0.6
LUGGAGE COMPARTMENT LOCK
Do Dot UDder ADr cirl:nmsrances close the loU_gt c0m-
partment lid wheo the lack met.ha.o.iuo is ill Ute procas of
being remo,ed or
0 .3
o
THE BODY
Fig. 0.1
TIlt! luggnge CompQrlmenl for k.
I. Nalchcd lock"" rin&- 2. Ph,lhT" S<;re ..... s.
J. Conn(Clin8Iink.
Remonog
Remove the notcbed locking rins and withdraw the
push-bullon asstmbly. Unhook Ihe connocting link,
remove tbe Phillips scn:ws secllring the lock catch
mechanism 10 (he lid. Bod withdraw tbe calcb llsserubly.
Refitting
Refitling is a reversal of the removal procedure.
Section 0.7
SEATS
Remoyio:
From
Remove tbe sel screws securing tbe seal to the l'Ioor
ccnne seclioo aDd remo\'e tbe seal.
R'a<
On Mk. I modeli remove the seal to floor tunnel
bracket securing 111\1 and pull the 1;cal forward (or
removal. On MI.: . IT aDd lJOO models remove the self
lapping screw from the floor tunnel bracket, and pull
the frool of tbe Se.1i upwards. On aU mollels 10 remove
tbe squab, remove fhe lower body securing screws aod
lin it above the locating lugs on the rear body section.
RcfiUjug (froot and rear)
Reverse the removal proecdure.
SeelioD 0.8
BONNET
Removing and rtfitting
Mark: fhe hinges relative to their bOllnet bracke(s to
assist wbee rc6Uieg, then remove tbe scre ..... s sc<:uriog
the /clescopic bOWlet stay to tbe boonet. Suppon the
bonnet and remove Ihe nuts, spriag wOIshers, plain
washers, and bolts which secure Ibe bonnet 10 lhe bonnet
hioges. Lift aW:1Y the bonoet assembly.
Refilling is a rcverul of Ihe ::.bove illstrucli ons.
0. 4
SeclioD 0 .9
DOOR LOCK
O'I\'o-door Mk. 1 'nil four-door models)
NOTE.-Bdorc .uemptio, fo allY pari of tbe
door lock mechanism because or (Illdt!' operafille. (jut
check ,h., fhe coudinon is: nol clused by bRei installatjon.
Removing
Remove the inoer door bandle, door-pull, and window
regulator bandle (Section 0 .14).
Remove the door ,elm pad (Seclioo 0.4).
Release (he remote-eooteol bar rrom the door lock by
removing the spring clip and wavy wllsber. Rcmove Ibc
set screws securing tbt door lock 10 Ihc door panel aDd
remo .. c the lock BS$embly.
Refitting
Revcrse Ibe removal procedurc when refiuing.
Section 0.10
OI1TER DOOR HANDLES
RemoYlag
Retno\'e the illlerior door ba ndle (or door lock remo":.
cOlurol ret <lil1er) door-pwi (or arm-res!), wiudow regu-
lator hllodlc and !rim pad. (Sections 0.4 and 0 . 14).
Remove 1he door h:Hldle 10 door panel securins !ct
screws and lifL away Ihe nuter handle. OD Mk. { and all
four-door models Ole push-buHnn assembly is conlll.ined
in the outer h:lDdle.
Refiltlng
Reverse the removal procedure.
Fig. 0 .5
Door lock and striker mcchn/liSIll (Mk . I OllJ lour-
door models)
relJinin; screw.
2. Lock <lpc:ra1ina k; ..
1. Renlo,e control to door
reuiniD8 sc:r.:ws.
4. Sc\ftapping scc/:w.
5. Conned;"; link.
6. Oueer cloor handle
rellu.ning Ic:feWi .
7. Key opefll;n, ann.
8. Lode (nlll\l(.
9. Lock 10 !.Ioor I\uia.in,
5Cfe\Vs.
10. rusbbuLiun plunger boll .
11 . lock toDUelor.
12. Locknul .
13. Children's salelY ""ch.
14. Slrikcr 10 dnar pill3r
rclalnina screws.
IS. Antir.snJe clip.
1100. luue 6. 102\18
TIlE BODY
o
Section 0 .11
STRTKERS
Rtmovit!:
M:uk the posilion or 011 Ih(' door pill:'!r In
assist when rditling. Remove the set KfCW$ securiug tbe
miker 10 the door pillar and lift away tbe assembly.
RefittLar
Reverse rhe removal procedure.
Secliu. 0 .12
DOOR GLASS ,REGULATORS
(Follr..cfoor models)
Rcmo\'iuj;
RCnlQ\'c rtte inner door handle, door-puU (or arm-rest),
:Ind window regu):.uor handle: (SCctil'Ul 0.14). Remove
the door trim pad assembly (Section 004).
Remove rbe regul;lIor securing screws aDd the regu-
lator bracket KGuriog screws. Release fhe window regu-
lator aTe from the boUOfll of tbe wiodow class, Lift the
wiodow glau up 10 cltar the regulator and ,(mOliC Ihe
rcaulalor and br3ckcI assembly.
RdiUing
Reverse the rcmovlI l procedure when rctiniog.
Section 0.13
VENTlLATOw.S
RtllHH' ing
RClnove the icterior door and window regulator
(Secliou 0 . 14). the door trim pad
(Section 0.4).
Release but do not rcmove the window assembly
(Stction 0.3) lift Ol.!t the lientilalor assembly.
RdttiDg
Reverse tbe removal procedure when refining.
Section 0 .14
WINDOW REGULATORS AND INTERIOR
DOOR HANDLES
RtMorin&:
Remove tbe centre screw acd spring washer and pull
off the handle ADd finisher.
Remove the two screws securing the door-pull (or
arm-resl) 10 the door assemblies. and lin it off.
For details of Ihe anti-burst door locles rerer to
Section 0.36.
Rtfiriin&
Refilliog is a reversal of the removal procedure.
Section 0 .15
DOORS
Remon.,
Mark tbe binses on tht door pillar for easier refilling.
Remove the splil pin. w3sber. aud the check link clevis
pin. Support the door and remove Ihe set screws securing
1100. isSue S. 10288
Flg. O.S
door ",j,,, Jlu: trim pod (follr-door
II . 0 0.." ).'\(I.: rtl'l)ote (enn ol. C. Venti lator lotr(w.
o. Door st ... r D. Window rcgnl., t<>r a"d
br:'le/..cl sereWl.. f. 001.'( vl:l<;s t(lulMor :'Ire.
the door hinges 10 the door pillar and remove Ihe door

Aefi ltiflg
Ihe removal procedure whl!n refi lling.
Section 0 .16
DUMPERS
Austm. Morris, Wolseley, Riley, M.G.

Remove the bolts securing Ibe ,",limper to the lower
(rnot "alanee and lift off the 8ssc:mhiy.

Remove the bumper to rear valance bolts aod
remOl'e the bumper assembly.
Priucess
Rnllo\'jng-rcor
Remove the bumper to rClr villa nee, securiDg set
screws and From withi n tbe boot remove tbe side-
coyer alld the side pane) 10 humper set screws. DisconotCI
the conocetor 00 tbe rear number-plat e lamp and lin oil
Ihe bumper assembly.
Vr(JTlI Qllt! rtfi/")
Re"erse the removal procedure wheo refilling.
Seclio. 0.17
RemoYine FRONT GRILLE
R"ise the bonuel and remove the rronl grille securing
screws. Li(1 away .be srille assemhly_
Re6t1ing
Reverse the removtl l procedure.
0.5
o
TIlE BODY
Fig. 0 .6
The reo' qllurlu-lillhl
1. Frame :r.s.semhf)' (re.1r R.H.). S. GI:lu.
1. Fr.rne assembly (ir,1"! R.H.), I'i . C ... 'dl ;I\.SCmbt)',
3. Glazin, rubber. 7.
. Screw.
Seclio. 0.18
REAR QUARTER-LIGHT
Two-door Salnon
RtmoviDll
Remove the screws securiog Ihe ci!olch 10
Ihe body aod swiog the qua.rlcr-ligbt open Slighily.
Firmly grip the top and bottom secl}oO and pull the
quarler-light out of tbe body rubber gluing-
To ftfir the quaT'cr-Ught reverse tbe removal procedure.
Seclion 0 ./9
FASCIA
(Mk. [models)
Wolstley, Riley. and M.G.
C:U"e most be lakeD ,,.btll remo,iog or refilting (he
fucla assembly due 10 it being of Fibreglass interlock
eon.slrUct:iou.
Remo'llilJR
Discouote! the bauefY lead.
Remove fbe llccess bole cover hom wilhin tbe Jlo\'cbox
aDd remove fbe retaining OUI and bracket from t be te:lf
or 1he .,sbuay. Disconnect tbe asbtray bulb holder and
remove tbe assembly. RenlOveIDt:
Remove the direction indicator switch and cowling acd
allow it to bane on its lead.
Disconnect the stttring column to rascia support
brackcl. ;and the choke eonlrol from its connection olllhe
carburcucr. Pull the instrument panel forward lind di s-
connect tbe windscreen wa.er pipes, speedometer drive
cable, !.tip miluge rescl eootrol (eorly e:us). oil pressure
gauge pipe (Riley only), ;'11:11.1 all e1eclric.a1 conoections.
Lift away lhe instrument panel assembly. Remove. the
paod lixing screw within tbe slove box and fixing
5crews located beneath tbe glove box. Lift away the glove
box assembly from the ceatre section of r.he f3.scia. Rc-
0.6
move the screws from .abovc .and helow tbe inslrument
pand aod lift away the assembly. Remove tbe
two screws trom above and below the ceolre section and
lift away tbe assembly.
Austill lWei M.G. Sedao

The fa.scia eoruprises two basic assemblies .a padded
top pAnel llnd a lower panel wbich carries the jourunlcDfs
aDd e:ODtrols. The panels: most be removed and refillcd
scparately.
Disc.onDcct the leads from tbe battery aDd the choke
cont rol cable from t he c.'\rbureuer.
Tbe fascia lOp panel is attached to me lower paDei 0.0
early models by one out, spring. and plain wasber to a
stud at eitber eod, aod by countersuDk screws wbere tbe
twn p .. nels meet . Tbe studs pass through tbe extreme
cods of the lower pa.ael and the outs are accessible from
behiod it On later models tbe faseia top-paDel is a.ttaebed
to lower paoel hy four drivl>SCrews wit h binged metal
taps on tbe heDds of the drive-screws. Lifl ofT lOp paDeI.
Uoscrew tllC ignitioD switch aod wirldscreco wasber
control locking riogs. Release the switcbes controlliog
tbe head and sidelights, windscreen wipers.. and paod
lighes by undoiog eheir hexagon loelcing outs.
Oiseoonttl t.be speedometer drive cable and all tbe
electrical cODooctions to tbe iDstruments. Pull out the
warDing and panel lamp bulb bolders.
0.0 earl y model!:, remove toe six lower pand securing
screws aod linoul the panel, whicb sbould be manlr;uvred
out from tbe passenger's side. at the: same time ensuring
t hat the back: or the instrument casiDe clears Ihe steering-
column mouDting bradel.
Ou laler !Dodels remove lhc two dri ve' scre\\-"$ 00 tbe
wiodscruD scuttle aDd the four screws beoealh the fascia .
Release the slcering-column brad:et and lirt Due Ihe
paoel assembly,
MOrTis

Disconnect the bOUery lead.
Remove tbe clamp bolt securi ng the lower end of tbe
column to (he pio.iOD Bod tJle set screws rrom the columc
bracket beneatb t.be rascia.
Disconnect the flasttiog indicator aDd horD COOf)cclioD
beoeath the parcel sbclrand remove tbe column assembly.
Remove tbe iasl1ument panel eowliDg Md diSCODocct
ehe inserumeDt panel. Remove tbe combioed iostrwneot
panel asscnIbl y and !.be faseia S(:curing screw!> 00 the
fascia. surround. Pull the fascia forward, disconoect the
wiodscreen <leruistiog duclS. and remove the rascia panel
:merubly.
Prinees.s
Rc:m(llIinr
bauer)' atld lUl.x/ure COlll rol cab!.!.
From wilLin t.be car, reOlove tbc bezels and push out
the igrtilion/Surter aDd wiper/wash switcbes.
Remove tbe wing uut positioDed directly below and
bchlnd Ihe brall-mounted ail" duct Oil the driver'S side.
RemO\'e tbe gJo\"c- box tid aod !.be drive-screws secur-
ing the glove-box to Ibe rasda board.
llOO. Issue S.
THE BODY
o
Remove the wing \.lUU one directly helow
aDd behind the ball-mounted air duct 00 the passenger's
side, and the other in tbe eeoHc of the fascia .
Disconnect tbe steeriog-column to body cross-member
sIc3dy br>lcket OUid lower the column.
Pull tbe f:lStia board forward at the bOil om and lirt
it away rrom the fascia surround.
Disconnect a.U lnsltumcois and switcbes aod remove
tbe fascia board complete with instruments and $witcllcs.
Remove the drh'c-screws securing (be fascia surround
10 the body crou-rucmber. Remove the drive-screws
securing the surround to the 'A' post aDd tbe surround
to tbe top cross-U'lcmner.
Remove the' A' post finishers and lift away the surround.
Refittiltg
When refittwg the fascia and sUITol.md. reverse the
removal proceduTI!. The fascia board on the PriDcess
must be fitted witb tbe board-securing<lips located in
Iht fascia surrouod.
Section 0.20
Removing
PARCEL SHELF
Remove Ibe clamp bolt securing the lower t:nd of Ihe
column to Ibc piruoo and thc set screws from tbe column
brachl beneatb the fascia.
DisconllCct the flasbing indicator aod horn connectioll
bc:oealh Ibe p.'\rcel shelf lDd remove the coluro.n assembly.
Release tbe beater c:oDtrol panel from the parcel shelf
rail.
Oisconnect :"Iod rewove Ihe bonnet pull cable (WOlsclcy,
Riley, M.G., and Prince$$ only).
Remove: the pared shelf securing and lih of('
tbe assembly.
Refitting
Renlling is a or rbe removal proa::dule.
Section 0.21
WINDSCREEN AND BACK-LIGHT GLASSES
Removing
Lift Ibe windscreen wiper arms clear of tbe glass,
fig. 0 ,7
tool ISG 468 to e(J,fe the dllllltl('/ lip (lrer
,IIc wiudrcrem or back-lig"t gInn
1100. lssue 6. 70840
Hg.0.8
Tile 11Si' of tht glazing 1001 alld eye to tlt,,(ul the
locking filler Strip into tllf' rubbu "hom ,eI
Prise up the end of the locking filler alld carcfu.lly pull
it from Iht; channel in tbe surround rubber.
PrMS Ibe glass (rom inside Ill \! car, commencing at 3
corner, :l.l)d ease the surround tubber (rom the JIlClal
edgr;; of the body
Re6.ttiag
Tf the glass bas been broken, remove aoy picc.cs which
remain in the chan.oel. Examine Ihe rubber, aod usc a
(lew rubber there be any signs or damage or
deterioralion. The rubber 00 !.he back-light &lass of tbc
Counlryruan and Traveller is staled and mUSI be reoewed,
Fit Ihe surround rubber 10 the body aperture and
lubricate the 'glass' chanDei with a soap--aodwalt(
solu(ion. Place tbe glass inlo tbe lower chan.oel of the
rubber surround i'nd commence at the comer to tift tbe
lip of the rubber over the gl:l!S, Service tool
ISG 468. Use che short peg on the bandle of the installa-
tion 1001 ror this purpose.
i\ppl)' a solution to Ibe lockiog filler
strip ehannc:l 10 in fitting the slrip.
Using Service tool 18G 468 with adaplor 180468 A,
thread Ibe end of the (liler througb the eye of the
adaptor UDder the roller. lay the filler SHip in
posicion over the groow iD the surrouud rubber. lnser!
the eye of (he tool in the nlltr strip groove, hold lbe
tiUer strip in positioo, and to I)ush the (001
alonl\ the groove, rolling the stri p into position. A sligh!
action will assist wbCQ rouuding lhe coroers.
After compleling the circuit CUt all' any surplus strip
to make B neat bull joint at the: ccotro-Iine of the glass.
EnSUi',' . ilat Ihe filler is fitted with its tbicku section
facio: tnwards tbe gJass or Ihe wi ndscreell,
NOl'K-ln Ihe of windscreen breakagt, mioule
panicles of glass faU ioto the wiodscreen dernister ducts
a.nd tubes. \Ybell the blower motor is s\\itched 00: these
particles :lCe discbargcd iDto tlIe dri\'er's or po.sse:Dger's
(:tee.. The dtmister duets IlDd tubiDg must be disconDeeted
rrom lIIe healtr box ud blo\\'o out bdore Ihe new wind-
screeD gh!oss is fitted,
0.7
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1101). Issue J. 56981
TIlE BODY
o
5
Fig. 0 .9
For reference su lext
SectiOD 0.26
CHECKING BODY ALIGNMErIT
The equipment required for cbeekitt8 (be body al.ign-
ment coosists of Ihis basic body-checkiog jig Service too)
18G 560, and adaptor ut 18G 560 H, used in eonjuuc-
lion with basic adaptor set 18G S60 A.
lltis eqa.iplOeGl Is i.arcnded to be used solely 1lJ. tbtd.iog
tlxture. ud mldu DO circumstances must aD, weJcl1Dg or
repair '!'fork be carried oaf 00 the body while It Is still in
positioG Oil tile jig.
AlsembUog Ibe jig
Where item numhers are quoted in the followio. refer
to Fig_ 0 .9.
NOTE.-8dore a.s:sembliug the iii the front jacking bar
of basic adaptor set 18G 560 A mIlS! be drillecJ to take Ibe
jacking bars of adaplor set 18G 500 H.
Mark tbe basic adaptor j<\ckiDg bar 18G 560 A.
scribing n line in Ibe cenlre or its length. Clamp the two
jackiDg bars of adaptor set 18G 560 H DOLO the jacking
bar of basic adaptor set 18G 560 A. Usiog tbe boles in
adaptor 18G 560 H, drill throuGh the jacking har of
basic ad:lptor set JKG 560 A. Assemble the jack..iog bars,
using the countersunk sel screws supplied. Assemble the
jacking bar!' of basic adaptor set 18G 560 A ill a similnr
m3nocr.
Remove the two socket screws from each coreer
plate on the froot cross-member of tbe basic jig. AHach
the tWO short support pcdCSlals (I) from adaptor set
ISG 560 H to the cross-member at thc.sc points . Each
pedestal is clearly labeUed to show its correct location
<lirrclionaUy. Fit Ibe plate marked 'Fof'WlVd I' (5) from
tbe basic ad3plor SCI 18G 560 A and Ihe plate mMked
1100. luuc I. S69S1
'Forward 2' (6) from the basic adaptor set 18G S60 A
to the basic jig at the points indieated on the inside of
the len-hand side-member.
Attach one of the. taller pairs of support pedestals (2)
from <ldaplOr set 18G 560 H to thr: basic jig.
Fit the three cbecking adaptorc (J) aod (4) aod the
two jackiog scrcws (II) from Rdaptor sct 18G 560 H
and basic adaptor set IRG 560 A rcspectively. Place Ibr
jacking bars (7) from adaptor set 18G 560 A in positioo
on the jAcking screws. Screw in tbe two rear jacking
(10) from basic "dapior set laG 560 A, and
place tbe jacking bars (8) from adaptor sct 18G 560 H
in position on the screws.
Fit tbe two support pedestals (9) from l8G 560 H 10
the reM corners of the basic jig:.
Wben the assembly of the jig and Oldllplor sets is
complete, Adjust the jig by mean!: of its siX' adjust -
able feet (12) (one at each corner, onE: 00 eacb ,ide)
uolil the weight is taken from the caslon; and the jig
i$ level. LcvelliDg indic;uors are provided. 00": on cacb
$idenl":lIlber and ooe OJ'! the front ..:ross-mcmber.
If a fixed-position hoist is to be used 10 lift the body
onto the jig. (he jig must be IcveUed-up in a cenlral
positioo UDder the boist witb tbe body already fflised.
CbeclUng alignmenf
ReD\oY(! the two pins wim Imurkd head!> from the
ch<ckiog faees of the front support pcdesLals (2).
Move the rea r !>upport pedestal (9) to its most rear-
ward positioo by meaos of the slolled boles in the base of
tbe pedcsI:J.1 supports.
Lower tbe body sqUArely o\'er (he pedestul support!
\ltltil it rtst s on (he jacking bar!..
0.29
o
THE BODY
Fig. O.lO
For refuence SIt tex'
A( DO time must tho wcigbf of the budy be i.ken by tbe
pede5taJ .apport.9.
Lower tbe jacking bars cquaUy, keeping the bod}'
'CIU8rt with the j ig, unlil Lhe body is in line with the
c:btcking pin hole!: in the support pedestal (2).
When tbe body is io Ihis position, fit th(: of tbe
.apport pedestals (2), Jnser! tbe two c:heckiog piDs
through Ibe boles in the support pedestals (2) and into
the body. Check: the relation of tbe holes i(l the body to
tbe plain sbanls: of tbe checking pins. The ideal position
if when each of the boles in the body is coocentric with
the shank: of ils che.::king pin. Adjust the body on the
j1a: until this position, or lhe nearest possible approach
to ii, hM been attained .
A parallel clearance of i in. (3 mm.) (3), Fig 0.10,
must be obtained between the checking faDeS of the front
support pcde.sl.als (2) and the body (a dri ll shll;nk is a
COQvenient gnugc to U$C when cbecking these clearances).
Move the rear support pedestals into contact with lhc
body and tighten dowo the titiog bolts, check the rebtive
positions of the lines scribed 00 the outer edge of c.acb
rear pedestal, and the tiDes scribed on either outer edge
of the jig rear The ideal position is when
lbe lines on the pedestllis coincide with the central lines
00 the coroer plates (5), Fig. 0 . 10. The lines scribed
tither side of eaeh ceotral line sbow the matimum
0 .30
permissible )imit$ of adjustment with the for.vard cheek
ing faces of the rcar support !'edestals in contact with the
body.
NOTE.-Sbonld Che body be damaged in 9uch a "ay that
it is' impossible to iower it OD tbe tbtcldna: Jie ..nth all of
tb. pedestalJ 10 posiUoo. it b poss:Ible to dleek
01_ body alipmtot witb the support pedestal ill the
damaged area of the body remond.
After lhe correct location of the body on the jig bas
beta established 00 the Checking faces of the front
pedestals (2) and 3t the holes 00 the front
facts of Ihe rear support pedestals (9) 00 the
body, we remaining allgnmenl points and clearances
can be checked.
The four holes in tbe support pedeslals (I), the two
boles in t.he support pedestals (2). tlle eight holes in
the support pcdesws (3) and (4), and the eight holes in
the rear support pedestals (9), should all line-up by sight
with their cOIT6poading holes in the body.
A paraUei clearance of tin. (6 mm.) (3), (6), aod (7),
Fia- 0.10, must exist: between the checking faces: of the
pedtstaJ supports (I) and the body, and between the
cbeckiDg faces of the pedestals supports (3) and (4) and
the tt'lC-board.
Tbe front cbeclriog faces of the rear support pedestal.
must be in contact witb the body. The alignment can be
1100. luo I. J6957
THE BODY
o
cbecked by insertioga set as shown in (J) Fig. 0.10,
bUI the set screws must not be used 10 lighten the suppon
pedesLa..ls to the body or he forced in any \Yay to assist
in body alignment.
A parallel clearance of i in. (6 mm.) (4), Fig. 0.10,
must exist betwecfJ the rear checking nu;cs of the rear
support pedestals (9) Clnd tbe body_
Section 0.27
BODY ALJGNMENT
To check the body alignment of a au which bas beeD
dllmagc:d when tbe correct jig is not available, a system
of diagonal and meaSUremCD[ c1lccks from points pro-
jected from the under frame onlo a level Ooor is used
(sec pages 0.26 and D.2?).
To eosure that the nligltmcIl.t chock is ca.rried out
accurately. tbe vehicle must be raised so tbat it is par.1L1d
with (he Ooor, borb from side-Io-side aDd frOID froot-to-
rear. Use tbe comparative measurements given 00 page
0.26 to do tbis. Lill the vehicle to a cooverueo( working
heigbt and adjust the froot or rear of the vehicle until tbe
points given on page 0 .26 for (he fmnt and rear on holh
sides of thc car arc in tbe correct \'crucaJ position rdati\c
10 each other; for example, if tbe rear points (M) are
36 in. (914 em.) from tbe Ooor. as tbe rear points are
3H in. (8969 rum.) lower in rdat ion to tbe froot poiolS
(A), the front points must be set It ;\ beight of 39U in.
(1005 cm.) above the floor.
At lhe same time, it will be helpful to check tbe relati.ve
beights of all the intermediale points siven 00 page 0.26,
so thai aoy distortion ofthc car in the vertical plane will
be ascerlainW.
Chalk over the area of (he floor directly below (he
point.s shown on page 0 .27. Using n plumb--line, project
tbe points from tbe Clr auto fbe Door, marking tbe
positions with a pencilled cross. Thc centre between
pair of points can be established by meanS of a large
pair of compasses an.d the ecntr.fl poinls mtlrJted 00 the
floor. [n addition, diagooals cao be delermilled between
lOY two pairs of points and the points of intersection
marked on the floor. At Ihis stage a lengtb of lrun cord.
covered with chalk. Can be held by two in sucb
a position that it passes Ihrough as maoy of tbe cenlral
poinls Dnd inlusections marked as possible. Wbile the
cord is held talll a third operator raises the ceotre of it
and tben anows it to spring back smartly 10 fhe floor.
If tbe resuliing white line through all the points
tbe body alignment is satisfactory. Any points through
which tbe white line does Dot pass win be in a posilion
wbere tbe underfr.llme is out of alignment.
deviations in the and longi.
tudinal measurements, given on pages 0 .26 .. nd 0.27.
confirm body misalignment. It must be understood thar
allowunce be made for norma] manufacturing tolerances
aud that a reasonable departuft: from nominal dimensions
cao be permilled withool detriment to ro..1d performance.
1100. Issue 4. 10288
Section 0.28
Remoriog
REAR DOOR
(A)1IDtryTwU1llDd TraveUer
(I) Support tbe door. Remove tbe Joclmut aDd bolt
from each of lhe two door brackets.
(2) Remove three captivc screws from Cloh or the
two hinge plates in the drain chAnnel.
(3) Lirt the door away.
Refitting
Rt:verse Ihe rCUloval procedure.
Secli 0.29
Removing
RUR DOOR OUTER HANDLE
CountrynlaD ud Tra'elIer
(t) Remove tbe Irim pad b)' Jeveriu! tbe tlxing OJiPI
aWlIY rrom the interior paoel.
(2) Remove tbe tWO 2 B.A. outs witll flat aDd spriJ:Ja
wasber (rom the ourer handle studs sod tift tbe
bandle from the door.
Re6ttiog
Reverse the removal procedure.
Section 0.30
REAlI DOOR LOCK. REMOTE CONTROL, AND
LINK BAlI
Countryman and TraveUer
RtDJo'riJlg
(L) Remove tbe six metal thread screWS with flat a.o.d
spriog washers from the luck, remote cOlltrol. aod
link bar.
(2) un. tbe lock aod remote cODtrol from the panel.
Reftttioa:
Reverse the removal procedure.
Section 0 .31
Removioa:
REAlI SIDE WINDOWS
CoantrymaD and Trlll'elIer
(I) Uoscrew aod remove the two window catches.
(2) Remove the two closing clips aDd detach tho
outer aDd iDoer finisbers.
(3) Remove the eight inoer linisbu relaiaiDg clips.
(4) Drill out !.he five ri vets holding tbe gJass cba.nDoJ
retainer 10 thc body.
(5) Remove the assembly by levering the glass channel
retAiner up aad out from the bottom.
(6) To remove tbe glasses from Ihe assembly carefully
Rex tbe spriag steel channel retainer aDd lift t.bem
out.
0 .31
o
THE BODY
RefItting
(7) Assemble Ibe wiodow glanes ioto Ihe channel
retaiDer.
(8) r:it the usembly into the body aperture, sea.Ling it
wilb Gtastlcoo DumDum pully. Pari No,
97H 2127.
(9) Re6t the eipt ilUKr finisher retaining clips.
(10) Rivet the glass cbaouel and relaioer into positioD.
(11) Seal between the glass channel retainer and the
body with Dum-Duro putty. laking care 10 avoid
sealing over the water outlets.
(12) Rc6t the inDer and outcr finisbers with tbeir tlP-
propriate clips and replate the Iwo window
catches.
Seelio. 0.32
Romoriog
REAl! SEAT
CoaatJyman alld 'Traveller
<I) The rear seat cusWoo can be lifted oul arter re-
moval of (oW' hexagon-beaded metal Ihread
screws whieh secure it 10 tbe pivot bmckcl.
(2) To remove the rear squab. lift tbe rear mat lind
uoscrew the nine metal thread screws whicb secure
tbe squab to tbe hinses on the floor.
Rctttiog
Reverse the removal prOced\lre.
Section 0.33
HEADUVING
CountryG'2In and Traveller

(I) Remove the two sun visors and rel3ining clips.
(2) Remove the incerior driving mirror.
(3) Remove tbe inferior lights.
(4) Remove lbe wiDdscreeo wiper arms and blades
(Soction L. t I).
(S) Remove the wiDciscreen (Section 0.21).
(6) Parity remove the upper SoetiODS of the door seals.
(1) DriU out the live rivets and unscrew the four
cupped screws to remove the rear header rail trim-
med cappiug.
(8) Release the quarter-li!ht finishers by removing tbe
centre finish.iug clips.
(9) Remove the bead lining from around the
fhmge. door openings and quarter-lights, taking
care. Dot to split the lining mnterial.
(10) un Ibe head lining suppa" irODS rrom Iheir
loe:l.tioos which nre: now expott.d.
(II) Remove the head lining and support irons a$ an
assembly.
0.3l
Refitting
Reverse the removal procedure.
Section 0.34
ELECl'RICALLY HEATED BACK-LIGHT
Removioa:
Remove both rear quarter trim linen. Disconnect the
wires at the soap COlll'lectors ioside the body right-band
qUitters, and from the earth connection io the body
lerthand quarter.
Remove tbe back-light a1ass (Seclion 0.21) aDd with-
draw the wire:; througb the in Ihe body and
surround TUbber.
Re6tting
Reverse tbe removing procedure.
Section 0.35
FASClA. L"STRUMNTS. swrrcHES
(1300 od 1100 M1I:. II models)
Austin/Morris Dc-luxe:
fascia and rDcker switchu
(I) Disconnect lhe baUery earlh lell.rl.
(2) Remove the four screws holding the p'anelto
the parcel tray trim :loti pull il forwJllrd". complete
with the lighting OIad windscreen wiper swilehe!t.
(3) L>iSCOllnect the Luc.u filsteners, push tbe switches
(rom the (:ucia panel and remove them.
Removillg
(4) C..arry out tbe inSlructions (I) to (J). nOling Ihal the
four ("scia panel serews also bold the speedometer.
(5) Pull the speedometer diseonoecl lhe
cable and e:arth wire, pliU out the warn.ing lights.
and remove the ;milrun,elll a!iSCmbly.
Removillg slDrur/ignilioll switch
(6) Carry out tbe illslruclious (4) ilnd (S) then unscrew
the be7.e1 nUl rrom the ignitioo/slMler switch,
il rearwards. (eed it througll Ihe speedometer
aperture nod disconnect the wires.
Rt1l1()v;ng wQsher pump
(7) Carry out the: instructions (4) and (5), theo unscrew
the bezellllll S(curing the windscreen lV.IIsher pump,
pull jt (rom bthiud {he instrument p3nel, reed il
Iinough Ihe speedometer apcrlure. and disconnect
the nylon pipt:s.
1100. Issue 01. 102&8
THE BODY
o
Removing heolu control switcil (Jour models)
(8) Disconnect the batltry carlh lead, unscrew the \
bez.el [Iut (rom Ihe hellIer control $wilcb. and
remove it from beuealh the parcel tray. Dis
connect tbe LUGar fasteners.
Remo\'ing the pllred Iroy auembly
(9) Remove the fascia pand, the speedometer l'Ind ::.11
the switches .. , described in (I) to (8).
(10) Remove the scveo screws steurin, the lower edge
of the parcel flay to tbe body. Hend the lOp edges
of the p:lfcd Iray down 10 clear tht padded lOp
rail, and lift the parce!ltay asscrobl)" out .
Refilling
Reverse the disnlantJing in!Olructions. but Dote the
following. When retilling tht piucd Iray, push its top
edgu bt:ce<l.lh Ihe padded top rail, stafling at Ibe inside
6rsl find working t)ulwards. Feed "II Ibe switcbes or
wire !..brough their respe<:tive h(\les before refiuiug the
speedometer. Replace the rubber ring around the
speedometer before the fascia panel.
ADStla./ Morris Supu De-luxe
Remol'ing and rcplncing ,he fascia
(II) Disconnect the bl\tlery eilrlu lead.
(12) Remove the four screws holding tbe lOp rail in
posilioo, il(cer bendios baek the hinged melaJ c,'lpS
from the outer two screws; then lift otl'thc rilil .
(13) Remove the lii:< securing Ihe pallel,
e.lse back the door Irim Rdjaccn( 10 the fuci:'! ,
and pull it forw:ml.
(14) Oisconnect tbe choke c.1ble 3.( the carburetler, pull
:III Ihe lucnr fasteners from the backs of Ille
switcbes, unscrew the from the speedometer
:lnd remove its e;.Irth lead.
(15) Lift the fascia panel :l.way, complete with switches.
(16) To ufil t he f:lsci. feed the choke cable through
the bulkhead :l.nd then reverse the instructions (II)
10 (15), filling I]ew hinged metal C<lpS on the outer
lop ril il if oecessary.
Remolling nlld r ep/aeing 'he speer/omeler
(17) the top r3ilas io (12), tbell release. but do
not remove tbc fascia piled as iu (13).
(18) Disconneel all lucar fasteners, (he eartbiDS wire
lind speedomeler COIbJe.
(19) Undo flle top two screws secoring the speedometer,
and pull it out so rele3J;ing the bollom clips,
(20) RefitliDg is a reversal of the dismalltliog sequence.
Push Ibe dips o\'er the lip of the fasein before
replacing tbe top $Crews.
Remo\'illg anti Ibe pureel 'ray
Tbe remot;RI and repl:acemellt of tbe pilree! trilY for
the Super Dc-l uxe 1300 aod 1100 Mk. 11 models is as
give'l in Section 0 .20 fOT Mk. I models. Note tbat tbere
are two :lddition31 screws in the centre behind Ihe fasein.
RemCH' jng ond rep/neillg ff,e w(Jsher pump
(21) Uf\screw the bezel IUlt , pull the windscreen w.1Sher
pump out (rom behiod the fascia and disconnect
the nyl on pipes. Replacement is ., reversil l of the
removal procedure.
1100. '$:Cue]. II>2S8
Fig. 0 . 11
Alllf-brvs' door lock Cf1mpollell1s
I. Door striker. II . 'Door lock nleCbanism
2. Door lock mechanism.
J . Door push 10 Open.uOI
leyerc!ill
4. Door opc:nting
le""T.
5, Door flush 1'C13ioin,s clip.
6, 0<>01' push.
7. OoM releASe
9. Door SlIIke1 r':lainioa:
sere .....
10. Ot)CrnLin& rod rC13inioa
ctipt.
11. 'Door release opcralml rod.
12. Door lock Operntiol rod.
11. AOl i-raule clip (twoolf).
OpcraiiAR: mechanism screw
Remol'!ng ond rep/adng 'he $Wifdl(!s
After renloving the fascia panel as described io (II)
to (16), follow the inslrueth)os for swiech removal and
replacenlenl in Section LIS.
Vaoden Plas, Riley Kestrel, M.G., and WolseIey
The rtNoy .. 1 and refitting of (he fascia paoel. ioslru-
meots :lOd switches 00 the 1300 and 1100 Mk. II versions
of the above marques is as described fClr the Mk. r models
in Sections LIS, 0 .19, and 0.20.
Seetio. 0 .36
ANTIBURST DOOR LOCKS
Two-door 1100 Mk. I( and 1300 models are fitted with
anti-burst 'Sports'-type door loch. These fit flush wi th
Ibe doors and cao be locked from the inside when
closed by puUing the s<lfety latch rcarwMds.
Removing
(I) Remove the window regulRlor bancile (Seclion
0.14), flrm-resl, tbe door lock
rctainer, the trim piUJ (Seclion 0.4). and tbe grey
door lillers.
(2) Rele:lse the meW clips securiug the remoto-conlrol
rods to thc door lock. pull the :lnti-raUle clips
from the door, undo tbe four securing screws and
withdraw tbe remote-control aru:mbl)'.
(3) Pull off bolh the small :llld I;,rge push bulton
rct3ining dips (!>ee Fig. 0 .1 I), and wi thdraw the
push butlon assembly.
(4) Remove the door Jock relililling screws, and pull
tbe door lock i1ssembly outwards.
Refitling
Reverse the insl rucl ions given in ( I) to (4).
0 .33
o
THE BODY
Fig. 0.12
Tile door (tJOOund 1100 Mk. " fWD-door
models)
I. Door I<x),; n:mote contr,'!.
2. Window IIn!1
brachl screws.
l . VcntilHwf screw.
0.34
4, Door stop sac:ws.
S. Door re;uJalor ;Ire.
6. Anti-Rule clip$.
SeetiOD 0.37
DOOR GLASS AND REGULATOR
(fwo-door modtlt)
RemoYiog
(1) Remove, the wicdow regulator band Ie, door pull
(or armrest), the inner door baudle (Mk. r models,
Section 0.14) or the door lock remole coolrol
reli.iner eMk. II and DOO modt.1s) the trim p<ld
(Section 0.'1) aod the door liners.
(2) RenlOvc the door glass SlOp and lower tbe door
glass to the bOltom of the door.
(3) Lever off tbe outtr weatherscrip and the illDcr
door waist fsil.
(4) Remove tbe ventilator screw (see Fig. 0.12),
tbe 00 tbe top edge of the door, and Ii((
out tbe fixed quarter-ligbt assembly.
(5) Ceoln:: the bouom cOBlml eMoncl, Ulen twist the
glass forwards aDd upwards 10 remove it.
(6) Release lbe teo screws securiDg the window wiuder
mechanism, aDd withdraw it.
Re8tting
Revel":ic Ihe inSll'uclioM given io (I) 10 (6).
1100. 3. 10'2"
THE BODY
SKRVlCE TOOLS
Por \de. when 61tioB the rubber sealioa strip 10 Ibe
wiodsereco and rear window raouJdiolS.
Tbe 1001 compriscs:
I. Handle.
2. Key.
) . Post.
4. eye.
S. Hook.
laG ~ A. Robber MoaJdla, GluiDr Tool Adaplor
For use witb 18G 468.
18C 3M n. Body Jack God Cue
For usc when correcting misalignmeDt on aJl-sleel
bodiu.
o
-"".
18G 468
18e 468 A
I ~ JOH 0
1100. '*Ie I. J0288 0 .35
o
TIlE BODY
/
18G '560 H. Body Checking J1g Adaptor Set
For use. witb basic jig 18G 560 and basic adaptOr set
laG 560 A.
18G 560 H
0 .)6 n OO. ' s.sue I. 1l)28.i
Gelleral description
fault diagoosis
Millor repairs
ServiciDg including:
Preco.utiODS
ServiciDg equipment
Compressor oil leyel
Leak testio&
RVl\cualioQ
Cbarg)Dg
1100 ~ ~ u c I. 62029
..
SECTION P
AIR-CONDmONlNG SYSTEM
. .
..
Surion
P.3
P.2
P. I
p
P. I
p
,....-.. _._---- ---, -, ... _ .. _.-._ ..... _---.
,
!
!
i
,
I
,
,
1
I
!
1
,

THE OPERATION OF THE SYSTEM
.---9-
J 18 16
Fv ====1
4
<::::::::::::J GascollS rd' ;IIUolOI.
.-Uquid refrl gerllnt.
<=:=I Cool air.

\J JUrD or induced ai .
N . DUU/plloll
.. Evaporalor p,Kt .
,.
Fall and molor
l. Control swilcl\ea.
==>

Tempel'lllun: $eosing switch phial "I'\d CApillary
rub<.
q
N . Ducripfio"
10. Comprusor.
... lolel .
".
O Ul lel.
OJ. Fan aDd mOlO1 (conde"str).
r
14. High-prasur.: contrul ' .... ilch (f;lJ1).
l. Ev,porator mauit.
0>. matrix,
6. B:dMCIe pipe.
J6. lUsb-prcssure cllloOUl (clutch).
7. e:cpalUlol) "!'lIve.
" .
liquid nx:.ei"er.

Teatper.uure p!tial and capillary lube.
... Sight glass .
,.
Clutch.
.,,,.
I
,
,
,
_._._ ...... _-._ ..... _ ... _._--_._ .. _--_._ ... _.-_ ... __ ........ _ ... _-_ ......... __ ... _. __ ._-,
P.2 II 00. h:!iue I. 62029
AIR-CONDmONING SYSTEM
p
Fig. P.I
The /ayo/ll of the s y s J ~ m (FOT uftren see text)
GENERAL DFSCIIIP110N
Tbe S)'llem employs a. mechanical compression means
of refrigeration and utilizes a liquid refrigerant 10 absorb
the beat from lhe air within tbe QT, thus lowering the
temperature of tbe air. Its operation is coolrolltd by
four switebes--'OFP', ' LOW', 'MED', and 'HIGH'-
00 tbe evaporator pack.
The complete system comprist$ a compressor aDd
clutcb. liquid receiver, an eVAporator pack unit, .a
eoodcostr. end three pressure-sensitive switches.
Compressor lDd dulcli (7 aGct 8)
The sillgic-cylinder, reciprocating-IYpe compressor bas
a capacil)' of J-5 cu. in. (57-) c.c.). It is mounted, com-
plete with clutch. all the engine and is bcU-driVCD from
the cranlahart pulley.
A connector block is mounted 00 tbe cylinder head
for the connection of the suction and discharge ftexible
pipes. Also embodied in (he CODae.ctor block are two
let'vicing eOOJ)ec:tioDS; operlled by aD internal probe-type
COQOOCtor on the charging lines, and used when leak
lesting, evacuating or cbarging tbe system.
1100. Issue 1. 62029
Tbe clutcb is electro-lllBgnelie in operation by an
integral solenoid attached to Ihe compressor crankcase
and is conlColled dicectly by a push-button swilcb. and
indirectly by bigh- aad Jow-pressure cut-out switches.
Otber clutch compooents are mounted 00 tbe compressor
crankshaft Rnd arc secured by a single self-locking boll.
Condenser IlQd fan (11)
The coodenser, a fin-alld-tube type of beat exchanger,
is mounted behind (be grille, and a fan driven by an
electric motor is mounted 00 a spider bracket directl y
bebiod the condenser.
Llqahl recei,er (6)
The liquid reoeiver is mounted inside tbe eng,loe com-
partment on the left-Mild wheel valance and is used 10
store refrigenml.
Sight gll5S (4)
The sight glass is mO\lDtod ou tbe radiator duct and
dowllStrtam of the liquid receiver. It is provided for
observing the cooditioo of tbe refrigerant cbarge.
P.l
p
AIR-CONDmONlNG SYSTEM
switches (S and 10)
The high-pres.surc cul'OUI wQich (I)olrol$ tbe comprt.S
$Ot clulcb is nl Quoled :tdjlccnt to the liquid receiver on
tldiattlr duct and is COM((;lcd to the liquid receiver
by a Shorl . U pipe. The cOndel'l$(T pr(S$urc 1$ controlled
automaticall y by 11 hi,hpres.sure switch whicb (ulS jll the
condenser fan l'I nd is mouo!cd on tbe forward side of
tbe bantry tmy. The $wi lCb is canutetcd by a shon pipe
to Lllc coodeoser oullet pipe.
Enpor.,or ptck W')jt (I)
The evaporalor paelc uoil is Ihe air condition com-
pODen! of Ihe system O'lounlcd below the fasci:! . II COQ-
sisls of a heal cKchanBcr roatti.'( boused in tbe (va porator
box, and an t:icclricalJy dri .. eu r,," capnble of drawing ai r
Ihrough the nl.,ri x. A walcr t1rain pipe from tbe bottom
of the cvarora'or prOlludes Ihrough:l hole in the floor .
Also included in the evaporator pack unjt are four push-
bullOD control swi tcbes, a temperature phial, and a
sensing swilch.
E,.puslon ,.alyn (2 aud 3)
Tbe expansion v.:al vc is coonected on ooe side 10 tbe
inlet or tbe evapor:uor pack unit and by .a bal:mtt pipe
10 tbc outlet of Ihe evaporator pack urn!. Connected to
tbe cxpilnsion \'alve is a t(rnperaturc phial secured by
a dip 10 the oullct pipe.
Rel;,y li nd tiQc fust (12)
Doth ilre situated 00 the bulkbeild adjaceot to the
current /voltage regulator. The rclay energizes the clulcb
solenoid ilod tbe line fuse is lhe safety device of Ihe
system.
Pipe-tiMS
Twn forlils or pipe-line arc uscl.l, bt-iog either copper
or rubber. LarGe.diameter bore. iosulated pipe
is used 0)) Ihe low. preuure side Olod smaUdiameler bore
pirie on the high-pressure side.
Refrigeunt
The gas used in the system is known as dic:hlorodi-
f! uotontetilane (Rehiserallt 12) anl3. is trOlnsparent illH1
in botb liquid and forms. [( is m:;arketed
as 12, Arci on 12, Dupont 12, or Diafton 12.
OPERATION
When the is ruoDjO& ::r. t or above a rast idl ing
lImJ Ihe s)'&lem is switcbed to select oac of tbe fao.
spcl:ds, 'lOW', ' MEO' or . HIGH', tbe solenoid is
energ,iud by tile relay ao.d the clutcb pla.te is drawo along
the c(3nksbaft to engage the: enaioe driven pulle)', thus
driving the coruprcuor.
The ai r willlin the vehicle is then circulated through
th..:: evapOrltlo( pack UOil by tbe faD. It eolers tbe back of
lhe evaporator pOlek unie, is drawo tbrougb tbe maulx:
where it conled and discbarged through tbe 10uHa
inlO the car.
P.4
The vapori1.ed refrigcrant in the matri x. baviog
absorbed heat frOIll the ci rculating air, is drawo ioto tbe
coo)pressor on eacb downward strolce of Ihe pistoo, 00
each opwud strokc the vapour is compressed, and due
to this compression the vapour is subjected to n furt ber
inereOlsc io teroperature.
The valve opeos :lnd the super-heated vapour
passes 10 tbe c:ondenser.
Since the temperatureoflbe is now considerably
higber Ih30 the atmospberic: temperature, it givel up
beat to tbe air Bowin, througb the QlMr\.'( aDd is con-
dco,ed to a liquid statc. Tbe coodeosed refrigerant 60ws
ffOro thc condeDSCr and is stored temporarily ill the
liquid rou:i ver uotil it is required for tbe evaporator pack
unit.
A continuous Slream of rerrigerant passes rroca the
liquid through tbe sight glass iolO thc expansion
val .... e. 11 is then met cred nnd expanded iD.IO Ihe cvaporA-
tor Olatri,. according to tbe teruperl\IUre Ol lld pressure
requirements of Ihe system.
Sbould the temperature of tbe t.Y2porator pack unit
matrix fan 100 l ow, moisture coodeosed ( cOttl tbe air
would freeze on fbe matrix, thu, restrietiog lbe air Oow
and decreasing the evapor"lor pack unit outlet pressure.
Sueb a (rcae-up or the matrlx is prevented by the act ion
of the temperature sensing 5V'I ileh, which disengtlges the
compressor clutcb wbeo tbe temperature of tbe ai r
IC::Ivin& Ihe matrix falls to -2'3- C. (2S- F.), and CUIS io
at a telXlp/=rat ure of \ 6- C. (3S F.).
Should thlt sym:Ol be subjectcd to pressure illereii5'.':S
beyond those at wroeh it normaJly operates lite high-
pressnre cut-out wbich seoses the rcrrigeraot
will operate at a prettclcrmincd pressurc 10 tne
compressor dulch.
Thc f;'\o mounted btbi nd the eondcoser maintains a
degrec 01 cooliog whell the cilr is stationary. It is coo-
trolled automltlicnily by a prcssure-control swi tcb which
opcr:t tcs on a rise of pressure in the condenser wheD tbe
car is slJJ lionary.
The degree of cooling required COlO be seleC:led on the
rour- bult on control switch on the evaporator pack unit.
Fan speeds are selected by pressing oDe of lhree buttons
-'LOW', 'MEDIUM', or ' HIGH"-ts required. wbile
the fourth bunoo ;s used 10 .!Iwilch the system
OFF' . Operalioo of any bullon automal ically caoeds
the Ilfevious selecti on.
Cooling ceo be mai lltained uoder aU conditions
provided (he enginc is ruo at or abov.e 1,500 r.p.m.
To durease the interior tempera lure quickly aU tbe
wiodows sbould be closed. lhe ' HIGH' button depressed,
and the engi ne run at <Ippro;lli;m.tcly 1,500 r.p.ro. uutil
the lc:mperalUre falls to tbe desired level.
During aoy pe:riod wbeo the air-conditiooiog s)'stem
il: not requircd it sbould. be operated for about IS
minutes weekl y. This will help to keep the components
io good workiog order.
, Ion. t'<.!1\: l. 62029
AIRCONDmONING SYSTEM
p
Section P.l
SERVICING
PIlICIlUUODS
The following sb.ould be obscn'cd when
serlo'iciDg the system:
The refrigerant is normaUy non-toxic, bot tah care
Dot 10 iohale fumes whco using a "arne-type leak d-etector.
Always discharge the refrigerant in a weU-veotilated
area. Do Dot apply bt.<lt to auy part of tlle: system as llUs
is likely 10 increase tbe pressure of the refrigerant vapour
aod so cause damage. Similarly the refrigeranl supply
cylioder must nOl be subjected to excessive heal , [f aoy
componeot containing refrigerant is 10 be disconoccu:d,
the cbarge should first be bled from the system through
tbe compressor servicing coonecLioQ$. 00 removal of a
component the 0[31:" connections must be iOlmediately
,wed with blankiog caps or plugs to prevent dirt aDd
moisture colerioi the system.
Ir a Ic:.a.k detector of the type whicb cmploys a naked
Hame is used, eD,sl)re that there is no daogu from petrol
01 other iol'lammable materials.
Equipmmt
The foll owing equipmeot is nKessary for leak test iog,
evacuating, or charging the system:
(I) Pressure gauge registering to 300 lb. sq. in. (21 1
kg/em.I),
(2) Pressure/vacuum gauge 30 in. Hg. (762 mm. Ha),
l50 lb. sq. in. (10'5 kg./cm.
t
) .
(3) Halide test lamp or other suilable leak detector.
(4) Vacuum pump capable of mainlaining a vacuum
of 296 in. He (7S2-1 mm. Ha) al sea-level.
(5) Cbargio.a lines with internal probe-type connectors
(fr' U.N.F.).
(6) Refrigerant cyli.oder adaptor.
(7) Supply of Refrigerant 12.
(8) Spring balance to weigb !.he refrigeraot cylinder
aud its contellts.
(9) A supply of the recommended lubricaung oil .
Fig. P.2
(Dmprf!SSOr oille'l't' (11JtifiJ/er plugs indicQted by thl!
Dlrows
1100. Issue 2. 64139
The emcuoliofl /uipment connuted to the compreSSor
I. Disc:hus:e servieiog connoc:lion.
2. SlX:linn servic:iDc conncelion.
Camprcssor ail te"d
The compressor wiU be cbarged witb tbe correct
quaouty of oil at the time of installatioo io tbe car, and
topping up should Dot be necessary unless a compressor
leak t."lCCurs. However, the oil cootent should be cbecked
00 wben the refrigerant is discharged from the
system.
CIJecking the level
Remove (be:. dust cap rrom the compressor disch3rge
valve senicing connection aDd connect the charging line
lilted with probe-type coonector. Allow a shorl period
ror the refrigerant to escape from the system.
Remove tbe oil level plug and cbeck that Ole Itvd is
up to the bottom of the level plug bole.
Remove tbe filler plug if ueccssary, and top up to the
level wilh the recommeoded lubricating oil.
Refit (he level and fiUcr plugs and lighlen to torque
figures of 6 7S lb. fI. (-10 kg. YD.) and 30 lb. fL (4 1 S kg. m.)
rcspecliliely.
Tbe system O\Ust DOW be leak-tested, cvaeuated. re-
charged, and fiQally leak-tested ag.1io.
Leak le!\tiUI!t
After initial instal..l.tttion of tbe system or the completion
of OlDy work wbich bas neces.silalcd tbc discharge of
refrigeraol, aU unioos and pipe counections should be
cbecked to enswe that they are tightened securely aDd
are leak-proof. All joints should be cleaned ;)nd surplus
oil removed.
Rcmolie the blaol.:.ing cap and coaoect one of tbe
cbargiog Iioes. together with the pressure gauge, to tho!
eomprcssor discharge seNiciug eOllncctiol1.
Remove tbe blao.king t."lP aDd connect the otber
charging line, together with the refrig.:raot supply cylin-
der, 10 thc compressor suctjou ser\'icing connection.
ensurc tballbe cyliuder is uprigbl, wilb Ihe valve at tbe
top, so tbat ooly gas will entcr tbe system. Open tbe \'a l\/e
or Ibe supply cylinder to allow gas (0 cuter Ihe sysleOl
Afler a few mioui.eS. when Ihe pressure ceases 10 risc,
P.l
p
AIR-CONDmONING SYSTEM
.... ,
Fig. P.4
leak-tellin, flNi chargIng equipment connected to
lhe c(Jmpressor
I. Discharge Kl'liciDg coooec:don.
2. Suction cormectioD.
sufficieot 88s will have entered the system. The valve of
lbe supply cylinder sbould DOW be closed to coable a
Jeak lesl 10 be carried OIlL
NOTE.-The foUo.g mstrucooos apply to a type of
leak detector which QSe& a naked flame.
If such a detcc:lol is used, ensure thlll thuc is no
danger from pelTol or other iDftammable malerial.
Light !.he Halide lest lamp and pass the stasi.og tube
slowly around each joillt of the system. A slight leakage
of refrigcrallt will be indicated by the OODle of lhe dch!CIOr
turning green, whil st a SC\'crc leakage wiJl cause tbe Barue
to turn blue. Rectify ftllY Jeaks by tightening (he defective
joints. Two spalloers must always be used when tighten-
iug connections and care must be cxercistd to prevent [he
threads froID being stripped.
When all the leaks have been recti lied
Disconnect the cbargi ng line from the refrigerant
supply cylinder, thus allowing the refrigerant to escape
from the system.
Evacuation
After leak-testl0g and before the system is chnrged it
must be; evacuated 10 ensure that the pipe-linC$ are free
from air and DloislUre.
C'ODUL"t:t tbe prt:ssure/vacuum gauge, together with tbe
charging line, to tbe compressor suction servicing con-
necti on. Connect the vacuum pump to tilC comprcssor
tliscba.rge servici ng connection. Run the vacuum pump
and eVilcuatc tbe s>'stem until a figure approximately
30 in. Hg (762 cm. Hg) is indicated on the gauge (for
ever}' 500 ft . [152 01.) above sea-level subtract 5 iu.
[1'27 cm.] of mercIII"Y). Ev!\cual ion sbould continue for
at least 10 minutes. After tbis period tbe chargi ng lioe
should be disconnected from the discbarge servicing
connection at the compressor whilst the vacuum pump
lsstill runnlog; the system must tbeD bold the vacuum for
:l furlber 10 minutes.
P.6
JOlmcdillcly lhe evacuatioD procedure is completed
remove the remairuog cbarging line, "ltb the
pressure/v.eDOrD gauCe. from the compressor. The system
must now be cbarsed with refrigerant.
Cbareioe
When fuUy cbarged the system coalaUJs 15 Ol. (42S
am.) of refrigeraot. To measure the quantity of refriger-
ant suspend the supply cylinder from the 5print balaace
and Dole the weight of !.hc cylinder together witb iu
contents nnd cbaraing line, before aUowio8 gas \0 cnter
the system. Tbe correct amount of cbarge it obtaine.d
wben the weight of tbe cylinder has decreased by 15 oz.
(425 sm.). Under condiUoll! of low temperature and
it will be found useful to warm the cylindcr and
assist vaporization of the liquid. If tbe eyli.oder is 10 be
warmed it should be Sfood in a ves.sel contaioing wlrm
water. The temperature of the water muS[ 001 excud
50" C. (122- F.), and tbe cylinder must. of course, be re-
ruoved from the water when being weigbed.
Councet tbe higb-pressure gauge together witb ooe of
(be charging lines (0 (be compressor discharge servicing
connection. Cooncet onc end of the other cbargiog line
to tbe refrigerant supply cylinder and tbc other end
loosely to tbe compressor suction servicing cooncction.
Open tbe refrigen:101 supply cylinder valve sligbtly to
purge tbo cbarging line or air <lod wbilst purging lighten
the cbarging line on Ihe compressor suction servicing
coonectiOD. Note the weight of the cylinder aDd ensure
that it is upright wi:th tbe valve lIthe top. Stan Ihe engine
and switch the lirconditioning !)'item to HIGH'. The
refrigerlnt gas will DOW be drawn into the system. Run
the engtQI:. initially at about 1,000 r.p.m., and increase
the speed slowly to 2,000 r.p.m. as the pressurc within
tbe system increases.
NOTK-Ma:dmum ebar&iDg pressure VArie!! accordtag
10 the ontsil1e lIir tcmpc!rature BOd eaeiDe Witch t.he
pressure gAuge, aad if a sudden increase La charging pres-
sure is exvcri clicetl, or i( tbe prtsSUre exceed, 350 Ib./sq. kI.
(1 ... 6 k!;.Jcm,I), dcooting blocli.ace or scnre ofcrcbarl:,ing.
the s)'stem mlL'lt be swilcMd oft" at ooee Dod the rftn.!t
traCi!d :HId rectified.
Walch tbe spri ng blliftnce, nnd ,,"5 soon as tbe system
hft .i ab!orbcd a charge of 15 oz. (425 gm.) d ose the valve
(I f the refrig<:rant suppl y cylindcr. Check the sight gll'lu
for freedom from bubbles wit h the engine rUll oing at
I,OI.X.I r.p. m. Increase Lhe eogine speed 10 2,000 r.p.m.
and check the sight glass again. Immediately after slarliog
the ch,lfgi ng procedure the sight glass may appear 10 be
clear and free (rom bubbles. 111is is because tbe glass is
empty. The system is not cha rged un:il after the sight glass
is free from frothing lind bubbli ng.
ocCtlrriug P10 Dlflllllrily io the siebl
glass when the coodcoser rau ads ill is con..id"red oormal
operation.
Disconnect tbe chargiDg lines from both compressor
servicing connections :led iii the blnnlUng caps to the
compressor connecl iotls and the open end of the servie-
iDg equipment. Switch off tbe engine and rur<onditi on-
iog system.
1100. Iuue 2. 6041l!il
) ........... _._ .. _._._. __ .... _--_ ...... _-_._------------
TIlE COMPRFSSOR COMPONENTS
"
IS
ND. Ducri;lIiDtl
I. Compreuor lind ciu\,h.
2. Car 1IU1.
J. Gllnge unian.
4. Wuher.
5. Nul.
6. Plrun
. Connector block.
t. ConnCClor block g;uket.

9. Siud (q'lindcr block (0 con-
nector blC'o.:k.).
10. Nut (cylinder head t ('> block).
II . Washer (eylinderhcad toblock).
11. Stud (cylinder head 10 hlock).
Il Filler.
H. Cylinder head.
Nfl. Dlter/pHon
IS. CyJinder head gMkct.
16. Bolt! reed (n
valve p1.J IC).
17. Wa.o; her (discharge vtlh'c
10 vah'C plale).
IS. Oridsc picco.
19.
20. Dis.::h.1rge \nh .. recl.!.
21. Gui da.
22. VR!-'C plale.
2]. Suctio{l valve rbCd.
24. Cylinder block gukel.
2S. Oil 5cparator and baffle plale.
26. Wedge lock boh.
21. P1.Jin washer.
28. crutch uscmbly.
,vD. DU"iplu,,,
29. Puzidrh' screWl .
30. Solcm.>id.
:;' 1. St:1 screw.s (seal 10
comprC$SOr).
32. Spring washer hou.,J(I,G 10
cOnl r ressor).
S,:al h,. ... ming.
:'4. GlISkct.
3S. C.arbon gland seal. ,
36. ' 0 ' ring (carbon . !:r
,;coal). . ;usemhi\.
37. Rotary 5<:<11. J .
It. ' 0 ' ring (TVi:uy seai).
39. Did! sprin, .
Shim.
p
I ___ . _._ ___ _ ________ ______ __ __ _ __ .----_ _ .-_ . ___ .... 1
1100. krut 2. 64139 P.7
p
AIRCONDITIONING SYSTEM
Seclion P.2
MINOR REPAIRS
The repair or (cplau-meDt of most GOrnpooeoU will
nect.$S1fate the: discharge of Ibe rcfriaernoL The rectifica-
liDO of fauhs wiU be mostly by reoewal or defective
pariS. On completioD of the repair operatioD tbe system
must be leak-tested, (\'acuatcd. r(-cbarged, and leak
tested apio. BJ30kiog caps or phlSS must be filted (0 all
optc conoec:t ions during repairs.
Pipe-lints
DamRge to pipc-lioes should be rccliJied by replace-
Olent, but copper pipes may be made up by the operatel.
Whco reco"oecling a joint smear a film or the ucom-
mended lubricating oil on boUI surfaces of the flared ends
of the pipe. Obstwctioo or the pipe-lice caa be detected
by feel : au eXlcosive h:mperaturc drop downstream of
tbe obslrucliOQ may be clwred by remo ... a! of tbe pipe:
and blowiq through with a biabprwurc air line.
Compressor &lid clalch
Rt'ntm-illg
OiscOOOK( (he baUer),. SlackeD the compressor
mouoling bolls and lbe nut wiUch securC$ (be lowu cod
or the adjusring link. Remove (be: ' V' belt from the
compressor pull(y and discbule tbe re(rigera..o( from tbe
system througt\ the discharge sefVlcing COD
nectioG. Disconnect thc electrical leads 10 the dutch,
and the Oexible hoses from the suction and discharge
servicing connecti ons. Remove the compressor mounting
bolls and lin tbe compressor assembly from its mounting
brackel.
DisnllJtllling Ihe cyl1ndtr head
Remove the six stud nuts and washers which secure
tbe connector block aod cylioder bead 10 tbe cylinder
block. LUt orr tbe coooector block and remove Ibe cy
linder bead by u.ppiOI tbe valve: plale on tbc lugs
provided with a copper or bidefaccd mallet. The
suction va lve Illter COln oow be: removed from tbe cylinder
bead. Separate tbe valve plale from the cylioder bead and
dise3rd 1>oIh the cylinder head aDd valve plate gaskels.
ReD\Ove the two sct screW$ securiol the discharge rt:cd
valve to the vah'e plale. Lin off lhe bridge piec.c. bridge
pi(cc guides, diseil arae va l\'C spring, and discbargc valve
,ud.
hlJpeclilll
Clean all items in a suilable duning asent such as
trie:hlorelhyl(n( aod e):a mine for signs of damage. wear,
or Check thc valve reed spring pins for
security in tn( cylinder block and exa mine the cyliuder
walls ror donnage or wear.
RtfWCmb/illl,he hl!(Jd
PO$i(ioll a new g.1s!cet 01) the cylinder block aod fit the
suClioll rced over lhe spriog pios. It is most imporlant
that lhe reed reslS 00 Ihe e)(lrudiog Illgs of tbc gasket.
Asselob/e lbe discharge reed valve to the valve plale aDd
P.8
ughteo the two atlachment boIlS 10 u torque figure of
1'25 lb. ft. ('17 kg. ro.). Refit tbe valve plate to thecylillder
block aDd position a new ;asket io top of the vah'e plate.
Re6t the: cylinder head and insert the suclioo fileer In
protrude througb tbe oil separ4ltor. Refit the connector
block tOletber wiUt a oew gasket aDd ligbten the cylinder
and coaoec.lor block nul s 10 a torque figure of IS lb. fl .
(2OJ xg. m.).
Disman/lin, shojI snlls
(f an oil or refri,erant leak has occurred put the com
plessor shan seals it should be rectifted by reoewal of
the shart .seal fts.scmbly. Remove the selr-Iocking boh
from (be compressor shaO. With a in. U.N.C. (Ii io.
(38 'OUD.) tIlinimum leogtb) bolt screwtd into the dutcb
bub the assembly caD b( removed by serewiog \h( bolt
agaiust tbe compressor shall and rorciog the a.s.selnbly
rree. Remove tbe throe Pozidriv set screws and lift off the
clutch solenoid assembly from the compressor seal
housinG. Remove the three remaining bolts and with
draw the seal housin" earbon gland seal aud ' 0' riog.
rotary seal and '0' ring, dish spriog, and sbitos if
Inspecllng
Check the .seal locating dowel on Ihe crankshaft ror
.security. The dowel should between '190 in.
(4' 8S mm.) aod 200 io. (S'Oi mm.). Clun aU items in a
suitAble cleaDiog ageot such as trichloretb)!lene. and
e):amine for si gns or aad wear.
shoft seals
using J1ew components wbere UeGeSSOlry.
in the rever$( order to that described for dismaotling.
The '0' riogs should be lightly coated with the recom
mended luhricauog oil before asstrnbting aod a new
gasket sbowd be fitted between a seal boosing and tbe
cylinder block. Secure the seal housing (0 the cylinder
block, using Lbc three set screws aDd wasbe". and tighten
the set screwS to a torque figure ons lb. fe . (1 '04 kg. m.).
Position tlle clutcb soleooid with its lead to the top Rnd
secure it 10 the cylioder block. witb three Pozidri v sct
screws, aDd tighten the set .screws to a torque n,ure or
75 lb. ft . (1 ,04 kg. m.) . Remove the compressor oil level
and ruJer plugs and top up the oil level to the bortom of
the level plog bole. ReUlthe oil levd and fill er plugs and
tighten to a (orque figure of 675 lb. fl . (' 10 Icg. 00 .) aDd
30 lb. fl . (4' 15 kg. 00.) respectively. Relit Ihe clutch hub
and usembly to the compressor sbaft, usiag a Dew sel(
loclting screw.
RefiuinJ
Refit the cMlpeeSSor on ils moonting and re>-make Ibe
electrical connections to tbe clutch. The 'V' belt will now
require adjustmeot and tbe system mut be leakleslt:d.
eVllcuatcd, cbarged, and Jeak lested again.
'V' Bells
Rl!molling and refilling
Repla.::e meot of either the compressor or dynamo belt
c."l O be Rchi eved by slackening the compressor or dynamo
mouDting bolts aDd adjusting links. EitJler helt cao tben
be red off the pulley through the: blades oftbe faD. making
1100. Issue 2. 64139
A1R-CONDmONING SYSTEM
p
usc of lhe cut-away in tbe radiator cowling.
RefiuJn, either belt is a reverse of tbe procedure;
do aot .t'K'liabtto. The bell should be sufficiently figbt
to prevent sli p, yet it must be pGSsible 10 move it laterally
about i to tin. (lJ to 20 11l1D.) midpoint on the longl!Sl
meith between the pulleys.
CODdCD.llf and flD
The condenser and ran assembly is nOI subject to
(cpair, otber t han the replacement of defective
The condenser can be removed (!"Om lhe CfIr Mltr tbe
refrigerant has been from the system (stt
Section P. I) and the (roul bumper anti grille have been
remOved (sec Section 0.18).
Llqvid f'tuinr ud .....
Tbese arc Dot repairable ADd should be rcocwed
if found defecti\'e, aefore remo\'al the refrigernnt must
be discbaracd (rofU the: system.
E".porator p.c:k ami
The items whicb together make up tbe ev"pomIO(
pad: unit mu.u be reoewed if found defecti\'e. The fa/)
$elector switcb, f;'tn molOr, temperature sensing switcb
or exp"DsioD valve can be removed without cecno\'i og the
complele unit from tbe ellf.
Diseonout loe batleC)' and remove the evaporator
pack unit front co"'er, which is secured by (our drive
screws, two 00 eaeb side.
Fun "lector swi tch
Remove the two countersunk set screw, beneath tbe
switcb pbte, diSCOnnect tile electrical Icads, and remove
the $witcb.
NOT.-Wben reasserubling e.usure Ihal fbe sJ)ted
(onllol re$i.ster is mounted ;)1 least + in. OJ mID.) clellr or
au,v cOlDpOnllll.
f3n motor
Disconnect the f:1O loolor electric:. l ICoids, support !he
nlotor ;r,Jld remove the set scrcws (rorn the ellds of the
four motor suppor! brnckets. Wirhdraw the motor ;tDd
ran, takin, c:.re not to d,1(DOIge thc f .. D,
Using $ervju tool ISG 50S relUove the grub screw
from fbe fall bub aod tbe f30 from tbe motor spiodle,
Tell2perAture stf\SinC '''iteb
Remove the 1'1'10 sci Sl!rcw.s and release the wire which
secures the seosiog phial to the roatrlx.
Exp:msloo nlfC
Discharge tbe rertigetanl from Ll'Ie system :lod pt(:1
back Ihe spooge rubber from the suclion pipe sufficienlly
to re move tbe temperature phial. Disconnect the balaoce
pipe f,oro the low-pressure connection. Disconoect the
high-pressure pipe ffom (be tllp3Dsioo .... al ... e. unscrew tbe
uoioo nut, aod teInO\'e tbe expansion val .... e froro the
eVl\rorator. The expallSion valve !Day be cleared if Ole
obseNction is 5uspcc:red. but ao otber repair or adjllst-
1100. luuc I. 62029
Fig. P.5
COII/prevor and dynmno pulley belt
I. Compreuor poUlLS.
2. Dynamo IdjUJlinC poinl s.
Ineot should be attempted. Fit blltnldog plugs or caps to
aU open connectioos.

RefHtinc of the fan selector swi tch. fan roolor, temper-
ature swiech or expalisioD valve Is the reverse of
Ihe rellloval procedure. Aner refilliDg the upaoslol)
....alve Ihe syslcm must be Icllk-ll!sled. evacuated. charged.
and leak-Inlet! again.
Rnporator pad
Rt mollillg and dismontlinl
Discharge Ihe refrigerant from tbe system and remove
tbe bolls securing tbe li:'n- and tighthand portioDs of the
fascia lrays 10 the evaporator. f)isc.nrmect the ekerrical
conoet:lions at the back of the evaporator and withdraw
the evaporator drl'in tube from the grommet in the floor .
Discoooect the pipe from thc evaporator
connections. Unscrew the unioo nut securiog the ex-
pansion valve to Lbe evaporator. Fit the bll'lnkillg plugs
and c:\PS to all OpeD conoections.
Support the evaporator paek and the two bolts
securing the evaporator pack upper lugs 10 tbe fascia
rail. Rtmove Ihe out and washer which the
orillor PilCk to the boltom support bracket and withdraw
fhe evaporator p3cK.
Remove tbe cvaporalor CO\'cr and diconotct tbe
motor electrical leads. Remove the fan and temperature
sensing switch and lirt out the Ulalrix.
(lnd
Revtrsc the removal procedure and 1t:;tIHest, evacuate:,
ch;uge, and leaktest again.
Electrical eqwpUlcnt
All electrical components of tbe system are readily
fepl aced; recliucation of defective pa,rls is by suhslituuon
(see Wiring Diagrnm).
P.9
p
,---------_._. ---_ ... _-"------ _ ... ,, ... -
,
No.
I.
1.
,.

S.

I
i
WIRING DIAGRAM
CD
r-- - ----,
I I
"6156

IJtlcrlpllon No. Duerlplio"
Fao QI<.Iror. 1. TCOI pera(uro "DSiD.l awirth.
Hi,h-pressure curin.

FUK 3 (ilPl ilion controlled :\or:es.sori e\).
Fi!'! moror.
RCiiSlot &S$Cmhty.
Cluleb,
Conlrol $Wileb.

10 .
II.
11.
CAJlLIl COLOUR cooa
rfY. lI:o"'D/Y.:IIOw,
O. G ..... ".
Il. 81&ck.
Tcrouoal '0' on (onlrol bo)\",
we l\ue.
Rday.
Hilh-pl'Cloturc CUI -OUt .
r-I". .
U. III ....
Whao:! Iou 'W" CIC>\<I<II 0044 1011Ut ..... "'" d"OI ... Ibo r-.la
...... ,..- 0.. .... 0fI4 dUlOIoo ill. '"_ " I ...... .
,
i
I
I
i
1.--_ .. _ .. __ ...... _._ .. _ . _ . . _._. ______ _____ _
P.\O 1l00, Issue I. 6lO29
AIRCONDmONING SYSTEM
p
Secnon P.3
FAULT DIAGNOSIS
Ponible defects will become apparent thcough the
raUure or fbe syslem 10 cool \be air in the cat. If tbe
5YSicUl is DOl warling corrcclly. carry out the following
mecb3rucal aDd electrical checks.
Mbulca.l
i!lCamiDt the compressor and dynamo 'V' bells for the
correct teosion. ensure that tbecoodenser and evaporator
malris IlTC 001 obstructed.
COD.1lect the pressure/vacuum saup:. roaelhcr wilb ooe
of tbe cbarging liou. 10 the c.ompressor suction servicing
connection, and tbe and cberging line
to the discbarae iCrvicing COnDtA:Uon. Ir GO prasure is
recorded on the gauBes the systelD has lost its refrigerant
charge; tbe leak $bould be reclilied and the system
leakteslcd, e ... aeuated. cbarged, and leak-tested again.
If preMurc readings are obtained. check the sight clasa
ror a continuous stream of bubbles which would indicate
a low refrigerant charae.
U the .ystem is fuDy charged further component
chub caD be made.
Condenser,lon, and hlghpreJsure switch
With both puges uill connocted, and the cngine
running at 1,500 r.p.m., cote the It whlcb the
condco$;er fan starts 10 operate, thi4 should be 160 Ib./sq.
in. (18') kg./elD.
I
) . Wbeo the eODdell5Cr pre5ture fall, 10
180 Ib./sq. in. (12'6 kg./em,,) tbe (liD a:I$CS to bc drlveD.
Compressor hlghpressure IWftclt
With botb gauges still ditcoo.nect the
electrical feed to thecondeo!er fan motor. Run tbeeoglnc
at 1,500 T.p.m. and note Lbe pressure at which the com
pressor clutch disengages, whieh would be 290 lb./sq. Ill.
(10-4 kg./em.). The clutch sbowd rWDgage wbeD the
pressure (ltlls to 250 lb./sq. in. (1'6 kg./cm.,).
1'01'E.-Oo oot ooutinue tbe tat if Ute prfSM1r8 rieeI
.bo.e 290 lb./sq, hi. (204 kg./cm.l).
EJt.c.uical
With tbe cngioe ruoniog at 1,500 r.p.m. cbed: the
dynamo output with a mo\'ing-coil voltmeter. This
should be not less than 9 volta. Check the line fuse IUd
tbe (use '3'-'4' in the fu!.t:box.
Check for continuity through and to each unit. tad
connections (or security.
COMPRESSOR LUBRICANTS
Steruol
I
Elitc RM
I
- -
FDtratc 'Filtratc' N.C. oil
Mobil G1ITgoyie Arctic Oil 300
Castro) lccma tic Medium
BP BP LPT JOO
Duc.khBm's R04

SheD Clavus JJ
.. __ .
".,. NOTpol 50
(For 'SERVICE TOOLS' see 1'.12)
IJoo. hsuel. 641l'J P.1l
p
AIR-CONDrflONlNG SYSTEM
SERVICE TOOLS
18G 508. &1 Sttt'l'l' Key (buic: 1001)
J8G 508
P.12 1100. Issue 2. 641}9
RECOMMENDED LUBRICANTS
1100. lisut 4. 520<.111
RECOMMENDED LUBRICANTS
ENGINE AND TRANSMISSION. CARBUR.i!TTER(S), On.CAN
,
I
elflNllie
,
UMlll/lens
I
Lhlcklwn"
""".,
.... MobU
I
S ... BP Plllnio Stenlol
All
Q55- OLslrolilc e.s.so Elttl'i'l MobUoH Shell Super Super ViKo- Fil11"11C Slemol W.W.
above C. Molor Oil Special MOlor Oil Stau, or IOWj30 Mul li.c;ndll
1"'.) . IOWj JO IOW/JO ViIco-Slat.lc Mulri.lJ1ldc IOWj4(J
Apprnval for CilTS other than Ibo!oC tilled ... jth AUIOInatic Transm.issioo is :Uso liven to: DuckhlUD'. Q. 20-50, I:2so MOI ('>r Oil
1JJW/40. Piltrate 2OW/SO, Mobiloil Spcci;al 20W/4(J, for icmpc:ralUJ"CII down 10 -12- C. (10 P.) , aDd 10 1Il0UOltldcOf sma)&.vilo.:osil y
cooveeliooal lubricants by the Comp:loies listed iu tb.b ch3l1.
enaioe Ind transmission I riC&l'lU for the Automatic TraomUssiOD vcnioos arc C(jolioed to Ibo:IC showo in tbe m&1Il charI. In no
cin:wntl:loces musl iny .dditivc be inlJ'OcJuad Into the lubrialou. I'UOmmcoded for We AUlomalic TransrrW:slon.
"For fetnpel'1lluL'C$ below -II" C. (0' F.) usc. multigrade S.A.!!.. SW/lO oil.
WHEEL l'IUDS, WATER PUMP. AND I.URRjCATION POINTS
All condit ions O"dr.h;l nl's MobillreNC
..... ,
""' .......
Fill,.te Arubroline
1..9. 10 t .M. Mulli- M.P. Recitlu L.2 Super L.K.T.

lUfPllJC
A lil hilllll
rQ'CH
,
UPPER CYLINDER LURRJCAST
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Stemol
AOCQid CYlinder Upperlubc Upper CYlinder Io'-gikoyl
Liquid Lubricant Cylinder Lubricant
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