GEARBOX DIMENSIONS AND TOLERANCES 2-201 DIMENSIONS NEW CLEARANCE NEW PARTS AND DESCRIPTION in. ‘m ins mm. REMARKS put Shaft Taput shat pigot bush, Length 106 26924 Bore in cr 0-754 1941516 | 0.002 0.0508 0733191262 | 00008 0.0127 Number of splines .. 10 Dia. of journal for front ball race 1-008 25.4127 | 0.0008 —0-0103, 1001 2544025. |—0-0001 0-005 Input shaft spigot race ball dis oss 17475, ‘Torrington needie os? 17449 roller bearing Press fit in bore. Mainshaft Spigot dia. 05000127 Runs in Torrington 04995 12-6873 needle roller bearing. 2andjed gear bush journal dia 08738 22-1945 | 0.0027 0.0686 08733 221818 | o-0012 0.0305 Centre all race journal dia. 1-000 254101 | +0002 +0-0051 | Transition it 10000254 0-002 —0-0051 Minsatt 2dr ger crip groove width 007 — 20065 | 0.010 0254 0076 19304 | ooo ——o-4016 Mansa 2rd ger sip groove ‘bottom dia. 0795 20193 0-790 200660 Mainshaft length between front end of st gear splines and front face of 2nd/ard gear cicclip groove 2-609 66,2686 2607 66-2178, Mainshafe rear ball race journal da, 0:7508 19067 | 0-006 -0152 07501 19.055 | 0-001 0:00: Mainshaft Gears and Bushes 3rd speed gear. oss 27-8003 | 0.0037 0.0940 10935277149 | 00007-00178. Width of hub between theust faces 0996 25-2984 O98 25-3492 3rd speed bush—1.D, 0876 232 00270-0686 0-875 00012, 0.0305 rd speed bush—O.D. 1098 00037 0.0940 10508 27-7063 | 0-007 0.0178, Length of bush, 1-002 254508 | 0-002 0-0508 | End float of gear on 1900 35-4 00050-1524 | bush 2nd speed gear—LD. 10845 27-8003 | 0.0027 0-0686 Fo93s 27-749 | 00012 o0s0s, Width of hub between thrust faces ria 284734 Las 285242 2nd speed bush LD. 087 — 22-2504 | 0-0027 0.0686 os7s 22-2250 | 0-012 0.0305 2nd speed bush—O.D. 10928 27791 | 0007) 0040 10908 27-7063 |—0.0007 00178 ‘The minus sign indicates an interference fit2-202 GEARBOX DIMENSIONS NEW GEARBOX — DIMENSIONS AND TOLERANCES — continued CLEARANCE NEW PARTS AND DESCRIPTION ins mm. | ins. mm, REMARKS HERALD 1200, 12/80 & SPITFIRE ‘Countershat gear cluster bore—both ends : 2 | o7sis 198s 07805 19-825 Depth of bore (eae) 153 38-862 Depth of bore (ont) 14436576 | VITESSE CCountershafe ear cluster bore—both ends eee | 0834 21-3224 | 08439 21-4351 i Depth of bore (rae) 1025 26.035 | Depth of bore ron) 0962 24348 Clutch Release Beating Details OD. front caver extension tay ans | oogs tas 1247 316% | 0.0018 0x81 Release bearing sleeve-LD. basis 31788 | 0.0035 0.0889 12505 31-7627 | 0.0015 040381 Release beating sleeve journal—O.. | 13007 381177 | 0.0012 —0-03048 1-802 38-1081 | 0-002 —0-00508 ‘Clueh release bearing —1.D. 150381 | 0.0012. 0.03088 164995 38.0873 | 0-002 —0-00508 Cluch release bearing ~0.D. 2-625 66.675 “Length 067 17018 all and Necdle Roller Beating, Details 0.0035 0.0889 ‘Front and cent ball races Hofman MS. 10K.0.D, 24995 63-487 Nil Nit 24990 63475, | —-0o1— —-0254 =, 002 25405 | +0008 02032 09997 25392 | “ooo1 00254 Transition fit Mainshaft spigot bearing — ‘Torrington needle roller No. 8.810 1D. os a7 on. 06875 17-4625, Length 62s 15-875 Stamped end must face outwards, Depth of pres fit nto constant pinion fend face 04711938 Rear extension ball race Hoffman 1S.8—0.0, rer? 47617 | 0001-00288 18742 47405 | 0-00-0000, —1, 07502 19-088 | “00006 —0-0152 97498 19.085 | 00001 —0.0025GEARBOX GEARBOX— DIMENSIONS AND TOLERANCES —continued PARTS AND DESCRIPTION Mainshaft Gears and Bushes—continued| Length of bush 2nd] gear thrust washer 2nd gear thrust washer aed gear citlip washer 2nd/3ed thickness gear mainshaft —citetip 2nd/3rd mainshatt cirelip—LD. Ind/3td mainshattcirclip—O.D. Mainshaft maximum permissible end float of 2nd/3rd gears and bushes| shaft Hub width between thrust faces Reverse Gear Pinion—I.D. bush Reverse gear spindle—Main dia, | End dia, CCoumteshaft and. Gears Countershaft-O.D. Countershaft—Length CCountershat bushes—Length LD. Bushes—Countershaft gears Distance between end thrust faces Thickness of front thrust washer ‘Thickness of rear thrust washer Thickness of rear rotating thrust washer 7 Overall permissible end float thrust Washer and ep on mas] DIMENSIONS NEW 127 1125 0158 182 0128 022 1124 0-122 007 0069 0-7 094 28-6258 28-575 39116 3-8608 35-1496 3.0988 3-1496 3.0988 L288 1-7526 20-066 23-876 o-1016 ous2d 21-5646 21-3106 16-7132 16.6954 16-6497 16-6370 14-2697 142570 16.6497 166370 2225 358 3467 16-713 16-6954 151-6634 151-6126 3175 3.1282 ren 16768 16891 16129 CLEARANCE NEW ins. mm, REMARKS, ‘0002 0.0508 | End float of gear on 0006 01524 | bush, | | 0010 0-254 00040-1016, Recommended end float 0-004" to 0-010" (0-1016 to 0-254 mm). 001203048} Obtain if necessary by 00040-1016 | selective assembly of ‘components. 00030-0762. 00018 0.04572 0003 0.0762 01s 0.04572 Ooots OORT | 0-002 0005 | 00030762 00180-0487 00030-0762 00180-0457 0.0125 03125 | Obtain if necessary by 00015 0.0381 | selective assembly of thrust washers,EXPLODED ARRANGEMENT OF GEARBOX DETAILSGEARBOX REMOVAL, Herald 1200, 12/50, 13/60, Vitesse and Spitfire To Remove Gearbox Leaving Engine in Position Raise the vehicle on a ramp or support it on axle stands. Isolate the battery, drain the gearbox and remove the front seats and carpets. Referring to Fig. 2, release the casting (2), fitted only to the Spitfire, by removing the bolts (1) and (3) and by detaching the tachometer drive cable from the instrument. ‘The following instructions are common to all moaels:— Remove the gear lever knob and grommet (4). Release the gearbox cover (7) by removing the fasteners (5), and (6) and three Serews on the engine side of the bulkhead, Remove the attachments (8), withdraw the slave cylinder (9) and allow it to bang on its pipe (10). ‘Take out the bolts (11) and completely remove the propeller shaft Release the front exhaust pipe from the manifold and clutch housing, Remove the starter motor and release the speedo drive (12) from the gearbox extension, Remove the nuts (13), lift off gear change ‘extension (14) and fit a’ cardboard cover to prevent the entry of foreign matter. Remove the nuts (15), jack up under the sump until the gearbox extension clears the mounting bracket and take off the mountings (16) Remove the clutch housing flange attach- ‘ments (17) and withdraw the gearbox. To Refit Reverse the removal procedure, IMPORTANT : Do not allow the gearbox to hang on the clutch spigot shaft whilst fitting it to the engine. Refill the gearbox with oil GEARBOX Fig. 2 Siti facia ‘port autachncts {| | Fig. 3. | Gearbox on ings | | acl pee PRR Fig, 8. Vitese gearbox attachments AE. ‘Second Issue2.206 GEARBOX Fig, 6 Exploded top cover details Fig. 7. Removing top cover ‘The following sub-assemblies may be removed and refitted in situ ‘Top cover extension, ‘Top cover. Rear extension, Speedometer driver gear and bearing Speedometer cable. DISMANTLING OPERATIONS ‘Top Cover ‘Withdtaw the bolts (17), (47) liftoff the top cover (29) and joint washer (19) Remove the nuts (27) and the spring washers then lift of the extension (36) and the paper joint (30). Remove the Nyloc nut (39) and bolt (28), releasing the shaft (46) from the gear change lever G). Remove gear lever knob (I) by releasing Tocknut (2) and unserewing knob. Second IssueGEARBOX 2207 Release cap (4) as shown on Fig. 9. Lift the fever assembly out of the extension and remove the eups (5) and (6), together with the outer spring C). Remove the snap ring (8) from the gear lever and detach the inner spring (9) and Nylon sphere (10). Detach the reverse stop plate (37) by romoving the two countersunk screws (40). Unserew reverse stop bolt (15) from gear lever. Remove the threaded taper locking pin (43) and withdraw the shaft (42) from the extension casing (6) and selector (3) Remove the rubber ‘O° rings from the extension casing bore (Fig 11). Detach the locknut (45) and unscrew the pivot bolt (32) from the coupling fork (44). Withdraw the shaft (46) from the coupling, together with fibre washers (34). Detach the coupling fork from shaft (42) by Arifting out the hollow spring steel pin (4). Dismantle the selector shaft and fork assem- blies by driving out the Weleh plugs (18) with & #"G-17 mm) dia, pin punch as shown in Fig. 10 ensuring that the selector shafts are clear. Remove the threaded taperod locking pins (s9) and (2) rom the slostor sats and fork Push the selector shaft (25) out of the cover, followed by tems (23) and (24). Remove the two interlock balls (26), ($0), plunger (S1), three selector plungers (21) and three springs (30) Fig. 8 Coote Sint to gearlerer ‘attachment ‘details Fig. 9. ‘Turning the cover to release the gearlever sssembls Fig. 10. Removing selector shaft welch plans2-208 GEARBOX 7 Fig. 14, Withdrawing Speedometer ving pinion Fig. 15, Removing rar extension Clutch Housing HERALD 1200, 12/50, 13/60 and SPITFIRE Deift out the pivot pin (55) from the clutch hhousing ($4) and remove the operating lever assembly (56). Release the clutch housing by removing the slave eylinder bracket (74), Tour bolts ($9) and one Wedgelock bolt (57). VITESSE Unelip the release lever pressing (I) from the pivot ball (2) and remove the lever and bearing (3) Remove the bolts (59) and (57) to release the clutch housing Rear Extension ‘Remove the nut (110), and spring washer (109) and withdraw the driving flange (108) from the ‘mainshaft (106) Withdraw six bolts (72) and one longer bolt securing the extension (62) to the gearbox. Remove the extension by lightly tapping the mounting lugs with a hide-ficed hammer. Remove the paper joint washer (73) and distance washer (107) from the mainshatt. Remove the peg bolt (64) and withdraw the housing (65) from the extension (62). Remove ‘the gear and shaft from the housing and detach the rubber ‘O° ring. Eject the ball race (67) and oil seal (68) from the extension.Fig. 16. Using Churel Countershaft HERALD 1200, 12/50, 13/60 and SPITFIRE Extract the countershaft locating bolt (113) and eject the countershaft (112), permitting the countershalt gear cluster to drop clear of the mainshatt gear. VITESSE ject the countershaft and retain the needle roller bearings by inserting a length of rod 0-685" (16-64 mm.) dia, » 55° (139-7 mm.) long, Input Shaft Utilizing Churchill tool as shown in Fig. 16, Withdraw the input shaft assembly from the gearbox. Remove the two circlips (99), (101), the dist- ance washer (100), then place in a press and extract the ball race (102) and oil deflector (103), Fig. 18, Mainshaft and Gears Using a hollow drift, drive the mainshaft (106) rearwards, as shown on Fig, 20, until the rear ball race (79) is clear ofits housing Tilt the mainshalt assembly (Fig. 19) and ‘extract the synchro unit (92), (95) and the syachro ‘cups (96) and (8), GEARBOX rain too! 42354 with adaptor $.4235A-2 to remove input shaft assembly Fig. 17. ‘Weithara ing the lavshalt Fi. 20, 2-209 Diving the mainshaft rearwarls to allow ‘the Shaft to be ted Second Issue2210 Re-postion the mainshaft and, using special extractor, remove the cielip (4) Fig, 21, Using Churchill tool S.144 to remove alas cireip Again drive the mainshaft rearwards and as this is now being finally withdrawn remove the mainshaft details as they are released from the sha Fig. 22. Removing mainsbat details Completely dismantle the mainshaft by removing the nylon speedo driving gear (76), the circlips (77) and (101), distance vinsher (78) and ball Face (79), Fig. 23. Using Charchill_press and adaptors to remove specdometer driving gear ject the reverse idler gear (121) rearwards. Remove the dowel bolt (137) and withdraw the reverse idler gear shaft (126). Remove the rear thrust washer (115) and, after lining the gear cluster (117) from the casing, remove the front thrust washer (119) and the sear rotating Uuust washer (110), Fig. 24, Kjecting the reverse pinionRBOX 2211 | i Drift out wom countershaft bushes and fit Fig, 25. Showing (eft) the Torrington neste eller ed to Vitesse counters ih) te Bases Tite to Herald 1200, 13/60 and Spice. ‘Complete the dismantling of the transmission cease by unscrewing the nut (125) and removing the operating lever (122) and pivot pin (123). Both synchro units are dismantled by with- drawing their outer syachro sleeves. Tt should be noted that spring-loaded balls are retained by these sleeves and to prevent losing any balls o springs it is advisable to cover each unit with clean rag whilst withdrawing its sliding member, Jn addition to the synchro balls and springs fitted to the second speed synchro unit, this 8 also provided with an interlock plunger and ball, ig. 26. Reverse isto ad lever detals 1 po | Second Issue2212 GEARBOX ASSEMBLY OPERATIONS Having thoroughly cleaned and carefully examined the gearbox components, renew all defective and doubtful items and ‘proceed to re-assemble them as follows Fig. 29, isp fo Countershatt (cntrls the Using heavy grease to support it, smear the Front ire stool fac of the front eountershalt thrust washer (119) and locate this in the gearcase, placing the bronze face towards the gear with ite tag in the recess provided. Centralise the washer inserting the rear end of the countershaft (112) ‘through the gearcase as shown on Fig. 29, Auach the rear rotating thrust washer (116) {in a similar manner, engaging its tags in the rear | slotted face of the countershaft gear cluster, | then lower the assembly into the casing, Push the gear cluster towards the front thrust ‘washer until this is nipped, then having smeared the rear thrust washer (115) with grease, insert this between the casing and the rotating thrust », ae | washer Ii) and sorely peste te ag sates to the recs provided =r ‘To ene the counterhat gear endow 9 bbe measured, it will now be necessary to align the thrust washers and the gear cluster with appropriate holes in the gearbox, then install the countershaft (112), Using feoler gauges inserted between the rear fixed thrust washer (115) and the adjacent rotating washer (116) measure the gear end-float as shown on Fig. 30, ‘Although permissible limits of 0-005" co 0.0125" (G04 to 031 mm) are quoted on page 2-203, an end-float of 0-006" (0-15 mm.) is recommended. Adjust by selective assembly of n we ——"* a ig. 31. available thrust washers. IF it is necessary 10 os Anseritng reduce the thickness of any thrust washer, DO a 4 reverse pinion NOT REMOVE METAL FROM THE BRONZE. FACE, ject the countershaft (112) allowing the gear cluster to drop to permit installation of the Brainshaft assembly. Reverse Idler Gear Screw the pivot pin (123) into the reverse idler gear selector lever (122) until a thread protrudes through the attached boss on the lever, then assemble this in the gearcase and secure it with @ nut (125) and plain washer (124). Position the reverse idler gear shaft into the easing and, having aligned its locating. hole, secure the shaft by inserting the locking pin (127) wih Tock washer (128) and tightening. Slide the reverse idler gear (121) over the shaft and engage its annular groove with the pin attached to the lower end of the operating ig. 32, Exploded countershaft and reverse pinion details lever (122) as shown on Fig. 31.GEARBOX 2213 Synchro Units 12 Assemble synchro springs (81), balls (83) land shims (82) to the 3rd/Top synchro hub GD. Fit the outer sleeve (95). 2, Repeat with 2nd synchro unit. 3, Test axial release Toad which should be:— 3rd/Top: 19/21 Ibs. (8'618/9'525 ke); 2nd: 19/21 Ibs (8-618/9°525 kg). NOTE: If the actual reese loads ier from those specified, adjst the umber of shims beneath esch synchro spring 0. gve the core lading 2nd and 3rd Mainshaft Gear End Float on Bushes Measure the end float of each gear on its respective bush as shown on Fig. 35, ‘This should ‘be 0:002" to 0-006" (0105 to 0°1524 mm,). Fit a new bush to increase Moat; decrease Moat by reducing bush length CAUTION : Reduced bush length will increase end float of bushes on mainshatt Overall End Float of Bushes (Mainshaft) ‘Assemble the thrust washer (88), bush (91), washer (90), bush (91) and thrust washer (93) 10 the mainshaft. Secure the assembly with a discarded halfcirclip (94) and measure the total end float of the bushes and thrust washers on the mainshaft. If necessary, adjust the end float by selective use of thrust washers to give 0-004" £6 0-010" (0-1016 to 0.254 mm). Fig. 33. Checking Top’ Sed synchro release. Tea. ‘Aspring balance is attached {othe hook and. the pall Pressure Increased (0 "he point of release Fig. 34. Second speed synchro unit showing aster” spline (1), the Interlock tall (2)”and the” synchro. ball “(3)224 GEARBOX Fig. 37. Exploded malashaft details Fig. 38, Refitog the speedometer are gear 4 US Cnc tool S145 itval be toahat cep Mainshaft Assembly Placing the circlip groove to the rear, press ‘the ball ace (79) on the mainshatt (106), followed by the distance washer (78) and the Seeger ciclip (77), which must be correctly located in the smainshaft groove. Next press the speedo drive gear (76) on tothe imainshaft as shown on Fig. 38 and spring the large ciclip (101) iato the bail race groove. Pass the mainshaft through the gearbox and, holding it as shown on Fig. 40, thread. the mainshaft components on t0 the shaft in this order 1. Second gear synchro unit assembly with gear portion forward (make sure tat the interlock plug (82) and bal (83) are correctly located in this uni, 2. Second speed synchro cup (make sure that the thre lugs locate in the synchro hub). Rear thrust. washer (88) with its scrolled face forward. 4. Second speed gear (89) and bush (91). Centre thrust washer (90) ‘Third speed gear (92) and bush (91). Front thrust washer (63) with its sorolled face rearward. Utilising a spocial tool as shown on Fig. 41 install the circlip (94), Placing the longer boss of the inner synchro member forwards, slide the “top and third” synchro unit with baulke rings attached over the mainshaft and complete the installation by driving the rear ball race into its housing.Tecate the baulk-ring lugs in their respective slots in the synchro hub-as shown on Fig. 45. Countershatt ‘Align the thrust washers and countershaft gear cluster by pushing a 0-685" (16:64 mm.) dia. Fod, having a short taper on one end, through the gearbox and countershaft assembly. ‘Then eject this tool with tho actual countershaft, taking care to maintain contact between the two shafts ‘whilst the former is being driven out. Secure the shaft by aligning the lock pin holes and inserting ‘the lock pin (113) with the lock washer (114). 46. Installing the Tnyshaft and locking pin GEARBOX 21s 10s ‘Rime 2m rs ues 104 | t 193 - 102 1 iF ot 100% SiR fd = pS Fam ‘ \ a 7 C | ~ | Fig 42, Exploded int sat dts 48, Dots of dit wed for diving the nee earn in the inion { Input Shatt Wig. 4 Removal of the needle roller bearing (105) is | ffs, te not posible and necesttes replacment of the | amar gp input shaft (10D, Usea special def, tailed on Fig 43, to easurethatthe new bearings positioned atthe comeet depth, Smear the oil defector plate (103) with grease and place over the. spigot om the “np share Avoiding any distrbance of this plat, | press the bal race (102) onto the shat as shown | Dn Fig. 44. Secure the ball race by fing the distance vsher 100) and thecirclip (9) ensuring | thatthe later is correctly located in ts annular | groove in the shat, Having installed the large cirlip (101) on the ball race outer member and placed the “top” ru ae synchro. cup (93) over is cone on the input walls Katt fer op te aserbly and asthe ball ce | alc fr being driven into ts hotsing, simultaneously Mesemtl2.216 GEARBOX Second Issue 1 Fig. 48, Using torque wrench to tighten the driving Range ut «tive pinion ig, 50. esition of| font cover fo seal (Vitesse) Rear Extension Drive the ball race (67) into its bore in the rear end of the housing, followed by the oil seal (68) with the sealing lip facing forward (see Fig. 49). Lubricate the speedometer drive shaft and insert this into its housing (65). Renew the rubber ‘O* ring (68) if iis torn or perished. Tnsert the drive gear assembly into the rear ‘extension, aligning the location ‘hole with the corresponding hole in the extension. Insert and tighten the peg bolt (64) and spring washer as shown in Fig. 49, Feed the distance washer (107) over the end of the mainshaft and, after smearing the joint washer (73) with grease, locate this on the’ rear Face of the gearbox. Using hollow drift to drive the rear bal race over the mainshaft, install the extension and ft the securing setscrews (72) with lockwashers, Fitthe driving flange (108), spring washer (109) and nut (110), tightening the fatter to the correct torque. Front Cover Oil Seal (VITESSE) If necessary, extract the front cover oil seal and drive in new seal, with its sealing lip the rear of the gearbox, into the recess in the clutch housing Coat the paper joint washer (60) with grease, then assemble the washer and clutch housing (S4) to the gearbox. In the ease of the Vitesse, protect the oil seal by wrapping the input shaft clutch splines with adhesive tape. Secure the cover with ‘one wedge-lock bolt (57), plain washer (58) and 4 bolts ($9) with spring washers. Re-Assembly To re-assemble the clutch housing and clutch release mechanism, reverse the removal sequence and note the following:— To prevent ol leakage, ft a new copper plated steel washer (58) beneath the lower balt (57) Top Cover Having inserted the plungers and springs into the cover (ig. 5) alee “third” and top" selector shaft (24) ito. the front end of the over (29) whit feeding the shaft into postion, press down on the selector plonger, thus enabling {esha 0 pass over itand through the apprope aie sletor fork. Continue to insert the shat nuts mile indot registers withthe plunger, i, the neutral postonRepeat the procedure with the “reverse” shaft | @5) and selector (49) until this also has reached the neutral position. Insert the interlock plunger (31) into the “frst and second” speed shaft 23) and assemble this and its selector fork (48) into the cover by adopting a similar procedure, except that this shaft also passes through the “third and top” selector fork. Before th shaft (23) has been pushed fo its seatal position, insert the two iteriock. balls (G0) and! (26) into the transverse bore connecting {he batt ores at thereat of the casting ts sow | om Fig. 83 then push the shat further into the Cover tnt is sletor plage cogiters withthe tile indent, and the interock balls and plunger ate telained by the shal. Secure the forks and reverse selector by inserting threaded tapered locking pins. Using sealing ‘compound around the edges. of the welch plugs (18) drift these into the ends of the selector shaft bores. Ensure that all selectors and gears are in their neutral position, then place the joint washer and top cover assembly over the twio dowels on the gearbox. Secure these items with setscrews and Tockwashers, placing the longer ones at the rear. Reverse Stop Adjustment “Adjust the revere stop plate (37) and bolt (15) Jn the neutral patton oF the estfccond gate at shown in Fig. 54 Fig. 54 Adjustment of reverse stop plate and bolt — GEARBOX Inserting att showing ek hanger at position Le ‘Second IssueTRIUMPH HERALD, VITESSE 6 and SPITFIRE GROUP 2 CONTENTS Seetion 1 Clutch data (Herald and Spitfire) Sectioned clutch and gearbox unit Clutch Data (Vitesse) Master cylinder Slave cylinder Bleeding the hydraulic system Clutch release bearing . Clutch unit Diaphragm spring clutch Section 2 Gearbox dimensions and tolerances Exploded arrangement of gearbox details Gearbox removal Gearbox dismantling Gearbox assembly Section 3 Overdrive Section 4 Propeller shaft Page 2401 2-102 2-103 24104 2-106 2-106 2-107 2407 2112 2201 2-204 2-208 2-206 2212 2301 24012101 TYPE OPERATION ADJUSTMENT DRIVEN PLATE FACINGS Spline diameter 0/D Splines Maximum travel available ‘Minimum travel to release Release lever plate height ‘Maximum height of adjusters 7. Thrust springs —3 Dark Blue 6 Red Fig. 1. Secténal view ofthe elute, ol cLurca CLUTCH DATA 6A “Single Dry Plate” Hydraulic Seif adjusting Belleville washer type, cushioned by whitelght green Springs Mintex M19 0-871°)0:873° 2241222.17 mm) 0-875" (2222 mm) % 10 SAE splines 027° 86 mm) 0.24" 6-09 mm) 1.83" (46-48 mm.) using 0-305" (2-797 mm.) gauge platein place of driven plate 2:22" (56:39 mm.) at full release 90/100 Ibs. (4082/4536 kgs.) 7585 Tos. (34/38°S kgs) ‘condition (Herald 1200, 12/50 and Spitice) ‘Second IssueCLUTCH 2-103, bs. cute oat foramen ae ouverte ee macs wnt 1. Spline diameter (O/D) Ce 0-996"/0:998" (25:3/25:35 mm.) 2 See : Vogt) astm Ghangemee & Mtmmtsgstnonen En Fig, 3. Sectional view of the cluteh (Vitesse)2404 CLUTCH MASTER CYLINDER OPERATION A. Clutch Driving Condition When the clutch pedal is released, the push rod (9) is returned to its stop (12) by the pedal return spring, This | permits the plunger (7) to move rearwards under pressure of the spring (8). The flange on the end of the valve Shank (4) contacts the spring retainer (6) and as the plunger continues to move rearwards, the valve shank (4) lifts | the seal (1) from its seat on the end of the eylinder bore and compresses the spring (2). ‘Hydraulic fuid ean then flow past the three-legged distance piece (3) and seal (1) either to oF from the reservoir. B. Clutch Released Condition Initial movement of the push rod (9) and plunger (7) releases the valve shank (4) and permits the spring (2) to press the valve shank (4) and seat (1) against its seat. ‘This cuts off communication between the cylinder and reservoir. Continued movement of the plunger displaces fuid through the hydraulic pipelines and releases the clutch Maximum stroke available— 138° (35-05 mm.) Stroke position at maximum cut off — 10-099" 2-5 mm.) 1 Valve seal 6. Spring retainer 11 Cirelip 2 Spring (valve seal) 7 Plunger 12 Push rod stop 3 Distance piece 8 Plunger seal 13. Plunger seal 4 Valve shank 9 Push rod 14 Fluid reservoir 5 Plunger return epring 10 Dust cover ig. 4. Section trough clutch master eyindercLUTCH 2407 CLUTCH RELEASE BEARING ‘To Remove Referring to Fig. 11 for Herald 1200, 12/50, 13/60 and Spitire vehicles: drive the pin (17) from the clutch housing and remove the operating lever 23). Drive out the pins (20) and release the bearing sloeve (15) by extracting the plugs (16. Withdraw the beating (14) from the sleeve. Referring to Fig. 9 for~Vitesse vehicles:— remove the slave cylinder attathment bolts (1) and move the push rod (2) clear of the release lever (3). Unelip the lever from its spherical pivor pin (4), withdraw the bearing sleeve (5) And take off the bearing (6). To Refit Reverse the removal procedure, circa Removal Remove the gearbox as described on page 2.208. Progressively unscrew the clutch attach- ‘ment setscrews and detach the cover assembly and driven plate from the Aywhee! face Fig, 10, Clutch release bearing and operating lever (Gerald 1200, 12/50, 13/60 and Spire) / 23- foo ig Bt, Raped peti leer assy feraia 1200, 12/80, 13/60 and Sptire) Fig. 12. Exploded slave cylinder details ‘Second Issue2108 CLUTCH 1. Driven plate 2 Pressure plate 3 Thrust spring 4 Spring cup 5 Clutch cover 12 Adjusting aut 8 Toggle 13. Release lever plate 17 Hinge pin 21 Lock pin 9 Retaining spring 14 Release bearing 18 Bush 22 Push rod 10. Bridge piece 15 Bearing carrier 19 Spacer washer 23. Operating lever 11 Lockplate 16 Thrust plugs 20. Tolerance ring 24. Push rod pin Fig. 13, Rxploded clutch anit (Herald 1200, 12/50 and Spice, condition prior ys fype chute) Dismantling (Fig. 14) ‘The Churchill catch assembly fixture No. 99 is recommended for servicing the clutch units Gitted to early Herald 1200, 12/50, Spitfire and. Vitesse ‘models. Themethod of dismantlingisasfollows:— 1. Position the spacers (6) on the baseplate and place the clutch unit over the spacers, with the Felease levers as near as possible over the spacers. 2. Mark the pressure plate, cover and toggles to facilitate reassembling them to. thelr original positions. Fit the operating handle (8) othe baseplate, and clamp the clutch unit by levering the handle. Secure the unit to the baseplate with six setserews (7). Remove the operating handle 3. Referring to Fig. 13, hold the release lever plate (13) down, and detach the retaining Springs (9). Remove the release lever plate. Fig. 14, Clutch assembly fixture No. 9A, ‘Second IssueCLUTCH MASTER CYLINDER ‘To Remove (Fig. 5) Proceed as follows: — 1. Empty the master cylinder through the clutch slave cylinder bleed nipple . Pull back the rubber dust excluder. 3. Withdraw the clevis pin securing the push rod to the pedal 4. Uncouple the hydraulic pipeline from the master cylinder, 5. Remove the bolts (16) from the master cylinder mounting flange and withdraw the ‘unit from the bulkhead. NOTE : Extreme cleanliness is essential when Sestng with any pat of te bydrauliceytem. Compenent paris shouldbe cleanin fydrtule Mui or alcohol To Dismantle (Fig. 6) 1. Remove the etl (11) and the push rod stop (12) and psh 0). 2. Withdraw the phinger (7) and recuperstion ‘alve assembly (19) om the cylinder bore 3. Using a small srewdrver, lift the tg on the Spring reine (6) ovr the Hanged end ofthe Hunger (2) and detach tho recuperati fale assembly. pane 4. Release the valve shank (4) from the spring retsinr (6) by manoeuvring the Mange on he $m through th ecsentriclypostoned hole inthe end Tace ofthe pring reainr. "The Spring (5), distance picee @) and spring @) tay now be withdrawn fom the salve shank (4). 5. Resnove the vale seal (1) from the sbank (8) by carsflly easing it off wilh the fingers. 6. Similarly, detach the rubber seals (8) and (13) fron the piston grooves. “To Re-assemble Reverse the dismantling procedure and note the folowing! 1. When ting the rubber sess, apply hydraulic oid to eae ther entry into the Bore of the Gylinder"and ensure that thie ips. face forward. 2. Avold tapping the spring (2) between the Gate shankosating.siouller" and. the Alstanceplooe Q)- The washer must be ai with is domed sie adjacent te valve Shank face ‘To Refit Reverse the removal operations, refill with hydraulic fuid and tbled the system as described ‘on page 2-106 | CLUTCH 2-105 1 Master cylinder 10 Pedal bracket 2. Bolt LL Rubber dust excluder 3 Spring washer 12. Split pin 4 Return spring 13. Plain washer 5 Pivot pin 14 Clevis pin 6 Circlip 15. Master eylinder bracket 7 Pedal rubber 16 Bolt 8 Pedal 17 Spring washer 9 Pedal pivot bush Fig. 5. Exploded cltch pedal and bracket assembly Fig. 6. Exploded clutch master cylinder ‘Annotations are given under Fig, 4.2106 Fig. 9. (Chatch release lever attachment (Vitesse) SLAVE CYLINDER (Fig. 12) To Remove Drain the hydraulic system by attaching a tube to the bleed nipple (25) and pumping the clutch pedal. Remove the tube and disconnect the hydraulic feed pipe (26). Release the slave eylinder by removing the bolts 4), To Refit Reverse the removal procedure, ensuring that the push rod is correctly engaged in the piston cup. Reconnect the hydraulic feed pipe, refill and bleed the system. ‘To Dismantle Remove the cover (32), ciel ‘out the piston (30) and spring seal (29) from the piston (31) and shake 8). Detach the ‘To Reassomble Lubricate the components with hydraulic fluid and assemble the seal 29) to the piston (30), placing the sealing lip towards the closed end of the cylinder (27). Insert the spring (28) and piston (30) into the cylinder bore. “Spring the Circlip GI) into position and reattach’ the rubber cover (3), Bleeding the Hydrmalie Sytem The presence ofa inthe sytem will prevent the proper functioaing” of the clutch and wl neeetsitte bleding t0 expel the ait During the beeing operation, Keep. the reserve toppedup with new brake fail and sure tht he level docs ot fall Below hall fl It the reservoir is allowed to empty, sr will be dea into the system, necestating rebleeding With the aid ofa second operator, bleed the system as follows: Wipe the bleed nipple clean, attach a length of rubber tubing tothe nippe and allow the end othe tne to hang in gla jar partly led with brake fu Unscrew the bleed nipple about a quarter taro, and, giving fast fll strokes with a sight pause beiween each stroke, pump the cluteh Pedal unit the clutch uid’ entering’ the gst Eontainer i free from air bubbles. IMPORTANT. Ensure that the piston turns to its maximum travel st the end of each Stroke. A sticking piston will be obviow from the fol ofthe ped, Tinish with afew slightly faster appliations ofthe pedal, using the botiom half ofthe stroke, unt its apparent tat al ir bas been excluded. Close the Bleed screw” during. the last, pedal application, of with the pedal fully depressedCLUTCH 2109 1. Driven plate 6 Eyebolt 11 Clutch cover 2. Pressure plate 7. Release lever plate 12 Adjusting nut 3 Toggle pin 8 Release plate retainer spring 13. Operating lever 4 Toggle 9 Thrust spring 14 Beating sleeve 5 Strut 10. Anti-attle spring 15 Release bearing Fig. 15. Exploded clutch anit (Vitesse) 4. Continue to dismantle theclutch as follows:— (@ HERALD 1200, 12/50 AND SPITFIRE (Fig’ 13) Release the lockplates (11) and remove the nuts (12), lockplates (LI), bridge pieces (10) and toggle levers (8). Pro sressively slacken the setserews retaining 088 the cover to the baseplate and liftoff the | pig, 1g Attaching clutch unit to Churchill xtore (Herald and Spitfire). cover (5), retainers (4), springs (9) and pressure plate (2). (b) VITESSE Fig. 15) Tireak the staking on the adjusting nuts (12) and remove them. Progressively release the baseplate setserews and detach the cover (11), togele levers (4), eyebolts (6), pins @), siruts (5) and springs). Detach the pressure pate (2), ig. 17 Relsshag lockplaes (Herald nd Spire).2110 CLUTCH Fig. 18, Removing clutch cover assembly (Herald and Spitire) Soitre) Fig, 20, Assembling (opal 10 presure plate * ‘Hr ad Spite) Fig. 21, Gauge finger fitted prior to adjusting tonele height ea oe ness) Re-assenbly @) HERALD 1200, 12/80 AND SPITFIRE Poston the. pressure plate (2) on the baseplate, with the gistande pices positioned under the lever flerum ‘studs, Fit the Springs (, cups () and cover GS). Tighten the cover down tothe baseplate. Assemble the toggle levers. (8), bridge pisses (10), Toekplstes (11) and nuts C2) Fie the giuge finger (0, Fig. Ty with adaptor No.5 and adjust the nits (13) unt the gauge finger just contacts the ends of cach lever () Fig, 19. Remove the gauge and stg, ft the operating lever and operate tho cute few times. Reft the stad and fgavge, recheck the lever height and adjust if fecesary. When correctly adjusted, bend up the lockplates (1) against the nuts (ID). Fit the release plate (13) and secre it with the springs (). cheek the runout of the release pate with clock fauge 48 shown on Fig."23. This mast not xceed O15" (O38 mm), I eatislctny, remove the clutsh fom the baseplate (©) VITESSE Position the pressure plate (2) on the baseplate with the distance pieces positioned under the lever fulerum studs. Assemble the pressure plate (2), springs (9), eyebolis (6), pins (3), studs’ (5), “toggles (4), anti rattle springs (10) and fit the cover (11). Secure the cover to the baseplate with setserews and fit the nuts (12) to the eyebolt threads (6) ‘Adjust the toggle height as described lunder “Adjustment” and fit the release plate (7) and springs (8). Check the run-out Of the release plate with a clock gauge (Pig. 23). This must not exceed 6-015" (O38 mm). If satisfactory, remove the clutch from the baseplate,cuUuTcH 211 1072 Refitting the Clutch Unit Check the clutch driven plate for run-out by ‘mounting it on a mandrel between lathe centres and rotating it slowly whilst the plunger of a dial indicator bears against the outside face of the friction lining The maximum run-out must not exceed 0-035" (0:23 mm.). Prise the plate in the required direction until the run-out is within. specified Tims, ‘Check the fysvheet clutch face for satisfactory condition, and refit the clutch unit as Falows:— With ‘the Tonger boss of the splined hub towards the gearbox, offer the driven plate up to the flywheel and centralise it by using a special shaft which fits the splined bore of the hub and locates in a bush atthe rear of the crankshaft ‘A discarded input shaft sawn off to suit can be conveniently used for this purpose. Locate the cover assembly over the two dowels and secure the cover pressing by evenly tightening the setserews to the correct torque. Remove the centralising shat Fig. 22, Using a press and wood blocks as an alternative fo Churchill Axture No. 998 Fg, 28. Using » dial gauge to chock runout of release plate Fig. 24, Centralizing the clutch driven plate212 CLUTCH 1. Driven plate 2 Pressure plate 3 Rivet 4 Fulerum ring DIAPHRAGM SPRING CLUTCH UNIT 5 Diaphragm spring ‘The diaphragm spring clutch unit was intro- 6 Rivet ‘duced on Spitfire Mk. 2 and Herald 13/60 from Ist production and on Herald 1200 from Engine 7 Drive strap No. GA.204020E and GB24121E; 12/50 444466. 8 Cover pressing Under no circumstances must the dia 9 Retaining clip clutch unit be dismantled. Should any fault ‘develop in the unit, a complete replacement 10 Rivet assembly must be fitted. AL Rivet 12 Balance weight Fig. 25. 64° D.S, clutch details Second IssueOVERDRIVE 2301 OVERDRIVE UNIT (OPTIONAL EQUIPMENT) THE LAYCOCK DE NORMANVILLE. OVERDRIVE UNIT DESCRIBED IN THIS SECTION IS FITTED TO VITESSE 6 AND SPITFIRE 4, MK2 AND MK3 Second Issue2-302, OVERDRIVE DIMENSIONS, TOLERANCES AND SPECIAL TOOLS PARTS AND DESCRIPTION Pump Plunger diameter Pump body bore Pin for roller diameter Roller bore diameter Pomp Roller Bush Outside diameter of bush Inside diameter of roller Inside diameter of bush Outside diameter of pin Relief Valve Rolie valve plunger diameter Relief valve body bore diameter Operating piston diameter Operating piston bores Operating valve diamoter Operating valve bore Gearbox Mainstatt Diameter at hub bush Bush internal diameter Diameter at sunvhee! Inside diameter of sunwheel bush | Diameter at steady bearing Planet pin diameter: 0-802 to 1 ratio (25% Miscellaneous ‘Clutch movement from direct to overdrive Hydraulic operation pressure Ratio Special Tools For special tools refer to page 0-111. ‘Second Issue Dimensions New} Clearances New 3742 9-508 0002-005 369314 ols 041 3748 9-52 0002-005 3158 9845 0016-041 2497 6342 0007-018, 2502 6355 0022-056 231 6375 0007-018 232 64 0022-056, 3736 949 | 0005013 3759512 0023-058 37595525, 0005-013, 3759 9-548 0023-058 251 6375 0007-018, 2518 6396 ‘002 0s] 2497 6-342 0007-018 2502 6355, ‘002 051 0 L016 06 1s24 540-560 Ibjsq, in. (37:962-39-368 kglem.) 25%OVERDRIVE, 2-303 LAYCOCK DE NORMANVILLE OVERDRIVE ‘The overdrive is an additional gear unit, mounted on the rear face of the gearbox in place of the normal extension, When in operation, the unit provides a higher overall gear ratio than is available with the standard transmission, [Recluced engine speed, resulting from the higher ratio will reduce fuel consumption, increase engine life, and ensure ‘greater driving comfort, providing the unit is used correctly ‘The overdrive is operated by an electrical solenoid, controlled by a switch mounted on the steering column. An inhibitor switch, fitted in the electrical circuit, prevents engagement of overdrive in reverse, first and second gears. Suggested minimum engagement speeds are: Top gear Se 40 mph, Third gear | : 30 mph. ‘Maximum disengagement speeds are: Top gear At driver's discretion, Third gear 10 mph. Disengagement of the overdrive at a speed higher than stated may cause damage from “over-revving” WORKING PRINCIPLES Oversie Gears ‘The epcylic gear tran of the uni consists of a central sngears meshing with hepa! pears which in tums mesh with an internal toothed Sonulus Overdrive Disengaged (Fig, 1) ‘A cone cluteh (A), mounted on the externally ql splined extension of the sungear (G) i spring. ck iGaded, by Tour clutch springs (L) viva thrust ting 0) sd beating (agaist tbe annus (E) thus locking the gar trin and pemalting ove Tn an reverse tare to be tamed Fig. 1. Overdeive disengaged Overdrive Engaged (Fig. 2) When overdrive is selete, two hydraulically operated pistons () acting against bridge pico Gy*move forward and, overcoming the pring ressre, case the cove cluteh (A) to engage the Grate ring (B) sith auiient load tho the sungear (G) at rest. The planet earier (D) can how rotate with the input shat (causing the planet gears (F) 10 rotate about their own axis to Give the ans a a fester epoed than the input ‘haf, this being alowed. by the fiee-whecling Aston ofthe un-ditetional latch (©), ~ ‘Second Issue2-304 OVERDRIVE HYDRAULIC SYSTEM Hydraulic pressure is developed by a plunger pump, cam operated, from the input shaft. The [pump draws oil through a wire mesh filter and delivers it to the operating valve. A relief valve, incorporated in the system, controls the working pressure. Operating Vale (Fig. 3) Tn diect drive position, the ball vale (G) issctedintocssapaneety Sehtag tere | @) from the operating cylinders (F). ‘When overdrive is selected, a solenoid causes ‘cam (D) to rotste lifting the ball from its seat in| the easing, and sealing the fop of the valve, thus ‘iecting oil ner pressure from port (Bf the gg. pete cine ‘When tite valve is returned to the direct drive position, oil from the operating cylinders is EXhrusted down th helog tale sta. through ~ \S > the retictor (E). LUBRICATION Being interconnected, the gearbox and over- drive unit have a common oil level, indicated by Fig. 3. Operating valve ‘a plug on the side of the gearbox. When draining the oll, remove the overdrive unit drain plug and gearbox drain plug. Access to the gauze filter, Which must be removed and cleaned prior to refilling with ol, i effected by removing plate (1) (Fig. 4) retained by four setscrews. Spill oll, from the rele valve, is diverted | through drilled passages to a bush in the front casing, then into the mainshaft and along a central drilling to the rear bearing in the annulus, | From the bearing, ol is passed, due to centrifugal force, through the uni-directional clutch to an oil thrower, from which itis picked up by a catcher fon the planet carrier and then to the planet gears Sia the hollow Bearing pine um NOTE: All gearbox and overdrive units fitted to now cars are filled witha special oi ~ formulated to give all necessary protection to new gears. Under nocmal eretmatance, Gil should not be changed, but may be topped &p with any of the approved ois, If anew nits fted, or parts of an existing unit are renewed, the uni should be replenished with ‘ew spevial ofl, supplied with & new uni, of ordered separately fom the Spares Division. | Should difficulty be experienced in obtaining the special oil, use One ofthe approved lubricants ; 1 Filter cover plate ON NO ACCOUNT.” SHOULD ANTE: iter ove plate | Picton “Apbinves “be ror INTO | 2 Drain plug THE OI 3. Nonetur valve plug | TM Aner toiling the gearbox and ruming the | 2 Noms a car for'a short dance recheck and top ip te pg | sitet o replace th och ts Geen st | bated round the hydraulic syste, Always uso Glan oll and take gen are to prevent teeny Fig. 4. Front casing viewed from underneath ‘of foreign matter when any part of the casing is ‘opened. Second IssueOVERDRIVE 2-308 SERVICING ‘The Operating Vale Acgess tothe valve plug, on top ofthe nit, is gained by removal! of tho gearbox cov (page 2205, Fig. 3). Operate the solenold several tines to release the hydraulic pressure, Unscrew thevalve plug and, with thea of all remove the spring. plunger and valve. 1 great care {ovoid damage to the val seat Femove the operating valve, by inserting length of sti wire down is contre and draving i up Ensure thatthe mall hole atthe Botton of the valve, breaking through tothe central dling, s hot choked, This hole provides a passage fo oi exhausted from the operating elinders when the Salve is moved tothe “direct deve” poston necessary the ball can be reseated as follows Place the ball ona block of wood, position the seat of the valve onthe Galland give the valve a Sharp gene tap, "Clean the valve seat in the sing, locate the ball oni seat and gently tap the ball using a copper dri. Tapping te ball oo hard will close the’ mouth of the valve seat and prevent valve reassembly Adjustment of Solenoid Operating Lever ‘The operting. valve, referred to above, is raised by 2 cam pied on a transverse shaft. A Solenoid-operatel lever is attached to. the ‘opposite end of the shat (Fig. 8). Remove the cover plate from the solenoid housings move the operating lever vatil ak” (762 mm) seting pi, pushed through the hole inthe lever aligs wit ole inthe csing. With 1 Operating ever «3. Adjusting nut tint Jost contac the operating lever, Remove 2 Seting pin 4 Solenoid plunger the seding. pin and. desnorgise the. solenoid Fig. 6 Adjosnent of operating leer Eoegse the folenid and recheck th alignment ~ of the holes heck thatthe current consumption is approximatcly 2 amps. A reading of 20 amps indicates tha the solenoid plunger isnot moving far enough to switch ftom the solenoid operating coil to the holding col of the solenoid and the operating lever must be re-used CONTINUOUS HIGH CURRENT WILL CAUSE PREMATURE SOLENOID FAILURE. With the solenoid de-energised, realign the seiting holes and inser the setting pin, Hold the Solengid plunger agaist the blank plug Fig.) tnd check that divension “A ig 40" “135° G51 to 3937 mim), Obtain this dimension by Sarying the thickness ofthe washer between the blanking plug andthe easing 9 nwesary. Alternately, on later units, adjust the position ofthe adjuster screw (3A) inset Fig. 14) Second Issue2306 OVERDRIVE ‘Testing Oil Pressure Release the hydraulic pressure by switching on tho ignition, engaging top gear and operating the ‘overdrive switch several times, remove the operat- ing valve plug and replace it with the hydraulic test equipment (Churchill Tool L188), Jack up the rear wheels of the car securely, start the engine and run up to about 20 m.p.h fon the speedometer. Check the hydraulic pressure in overdrive. ‘Soe page 2302. Lack of pressure when overdrive is selected may indicate that the pump non-return valve requires cleaning and reseating and/or the rolief valve and fier cleaning. Relief Valve | ‘Acoess tothe relie valves gained by removing the plug at the bottom of the front casing co adjacent to the solenoid housing cover plate Remove the spring, The relief valve body can be withdrawn by inserting a length of sti wire, shaped into a hook form, into the hole in the side of the body and palling out. ‘The relief valve plunger can then be pushed out of the relief valve body. Punp —Funetonal Check “Tocheck that he pumpis working, jack up the rear wheel ofthe earsecrely, remove the operat ing valve plug and start the engine, Engage to gear and with the engine running slowly watch | {irl being pumped into the vake chamber. If none appear the pump ls no functioning and its | return valve should be cleaned and eseted. Toten FIRST REMOVE the ve boy wing ‘Tool No. L213, theo, alter clemning, ap the bal sharply ono it seat. A flow ofall does not ecestlly indicate that the hyralisprensure i Sticking Clash | I overdrive cannot be disengaged after carryingont the prose outined on page 2305, the faut may result from a sticking cone elute ‘Tas canton is more ily to oseur on & new init, due to. insuffcent “bedding. in” of the | Fig. 9. Relict clutch, than on a unit which has been in service 44 valve com Tor some time. ments ‘The clutch can usually be freed by giving the ‘brake ring several sharp blows with a hide mallet from underneath when the car is on a hoist, Dosa The Electrical Circuit, Because many operational failures are due to corroded terminals and faulty wiring, check the wiring and connections before dismantling any part of the overdrive unit Good earth connections are essential on all ‘earthed components. ‘Second IssueOVERDRIVE 2307 Fig. 10, Adaplor plate und mainshatt details This applies particularly to. the solenoid becaine ofthe eaty current passed mormentany cach time the overdrive engaged Incortet adjustment ofthe solenoid esling in fuure ofthe main winding contact to opete may cause damage to the soloid and ray ‘ethe overdrive fk to operate afer checking all tho electrical connections, refer to Fg. Ii and proceed as follows 1. Switch om the ignition and engage top gar Sethe column control suite (1) to ove drive postion. Check thatthe battery voltage ts pest a ternal 21 and WS Short out the terminals on Cal and C2 on therelay unit). Ir the solenoid) operaee then the relay unit column switch and gear boxtbolatorsuitcharecuspect, Removeshort leu Tink rom between terminals CA fand C 3. Barth terminal W.1 on the relay unit, Ifthe lverdrve solenoid operates, then the gearbox Isolator switch is suspect. If the relay unit does not operate, renew the relay unit 4. Earth the yellow/green cable on the switch IF the solenoid operates, renew the control switch, OVERDRIVE. UNIT To Remove Disconasct the connectors from the gearbox overdrive switch and. overdrive solenod, and remove. the arbox/oerdrive unit from, the Cehies ina sitar manner to tha described for arb removal on page 2.208, Remove the nuts and spring washers securing the overdrive unt to the adaptor Banged care fly withdraw the overdrive uni 2 eke gg sad 5 a | bw pee a 1 To SW on cai 4 Solenoid 2 Overdrive switch 5. Relay 3 Too. ron ignition 6 Gearbox isolator switch switch Hig. 11, Overdrive circuit Fig. 13, Location of (1) overdrive swith, (2) gearbox isolator swte Second IssueEXPLODED ARRANGEMENT OF OVERDRIVE UNITOVERDRIVE 2309 DISMANTLING (Fig. 14) ‘To prevent damage or faulty operation resulting from the inclusion of foreign matter, serupulous cleanliness must be observed during all service operations. Prepare a clean area in which to layout the sismanfed ont snd ean containers {0 receive the staller parts. ‘With the front casing uppermost, secure the unit in suitably protected vee jaws. Release the tab seashers securing the four bridge pice retain- ing nuts, remove the nuts, washers, Bridge pisces Ci) and, from the operating piston. bores, remove the Bias springs (23). Loosen the two solenoid securing screws to prevent the rubber solenoid cover fouling during Front casing removal Progresively loosen, to ensure gradual release of the clutch spring loading, the eight mts Securing the front casing (21) and brake ring (3) to the Tear casing (5). Remove the nus, spring washers and liftoff the front casing. IF the brake ng remains with the Fear casing, tap gently £0 Remove the four clutch return springs @9) and withdraw the clutch sliding member com- plete with thrust bearing (11), theust ring (10), Fetaining plate (12) and sungear ©). Operating Valve and Relief Valve Remove as Uetaled on pages 2305 and 2:306 respectively Pump IMPORTANT: Remove the pump locating screw (33) before extracting the purnp body. Remove the pump plug 42), nonstetum valve spring (40) and bal 39), and the pump locating sre" (3), see note above. Unsere the none return valve body (38) using tool L213. Using tools L834, L-1B3A2 and adaptor L208, extract the purap body as follows (Fig. 15):— Screw the spindle into. the pump body, position the adaptor against the casing and Sere the wing nut dawn Filter ‘Remove the cover plate (23), retained by four selscrews and withdraw the filter (21), three ‘magnetic cings 5), and the rubberisteel bonded sealing washer @6). Operating Pistons Withdraw the operating pistons (30) from thei respective housings using fool 1.252 ling Clutch Member Remove the sungear retaining circlip (14) from its groove in the sungear extension and ‘withdraw the sungear (9), ‘Remove the thrust bearing retaining plate (12), bearing erlp (13) frm its groove oa the cone clutch hub and press the hub from the bearing(!) find thrust cing G10), Extract te bearing rom the ‘thrust ring using tool L-210A. pump body Fig. 16. Cteh sisi ‘member assembly ‘Second IssueOVERDRIVE vy, Vier of wit from right-hand sige showing Solenoid ‘cover removed Fig. 18. Phan assembly ‘itpiek-p ring Fig. 19, Removal of ‘ourling ftange nut Fig. 20, Removing cede bearing from annulus Second Issue Solenoid Remove the cover plate (54), retained by four setserews, blanking plug (32), and unscrew the | adjusting» nut. Unserew the two solenoid retaining screws and remove the solenoid (52) and plunger (50). Planet Carsier Assembly Inspect the gear teeth for damage and wear and check for excessive movement indicating needle bearing or retaining pin weat. If necessary, renew the complete carrer assembly (6). Annulus, Removal from Rear Casing Remove the speedometer bush locating setew (61) and, to avoid damage to threads, use tool 1.214 to extract speedometer drive bush (58) and pinion (57) from the rear casing. Remove the spiit pin (1) and nut (2) socuring the coupling flange (4) and press the annulus Torward. out of the rear case (56), The rear bearing (76) and oil seal (77) will remain in situ while the front bearing (72), speedometer drive gear (73), distance piece (74) and spacer washer | G3) will be withdrawn with the annulus. Remove circlip (67) and brass oil thrower ring (68) and withdraw the uni-directional clutch from the annulus ‘The needle bearing (5) in the centre of the annulus may be withdrawn using tool 1.208 as follows:— Withdraw the central bolt from the tool and locate the outer part of the tool inside the bearing, ensuring the four tangs register behind it, Insert the central bolt and serew against the annulus. Tap out the oil sal and rear hearing from the rear casing.RE-ASSEMBLY (Fig. 14) Renew gaskets, “O” rings, seals and tab washers, as necessary, during Fe-assembly opera Operating Valve Locate the operating valve (19) within its orifice in the front casing and chock that its hemispherical end abuts the Mat of the operating cam (48), Position the steel bal (18), plunger (17) and spring (16) and secure with blanking plug (18) lief Valve Insert the relief valve plunger (46) in the reliet valve body and locate the assembly within its orifice at the base of the front casing. Insert the spring (45), locating it on the boss ofthe plunger, and secure with the relief valve blanking plug (43), Pump Assemble the pump plunger (5), spring (39 and body (37) and locate the asembly within is rife in tho ront casing, locating the Hat ofthe plunger roller fork agninst the thst button Stunted below the cente bush. Press the pump body home, using tool 206A, unt the annul groove nthe purnp body Hsin alignment with fhe locating stew orice, Insert the Goveled locating serew and tighten, ensuring that the dowel fcate in the groove Serew in the non-retum valve body (38), using tool 1.213, position the ball (9) and spring (40) in the body and ft the retaining plug, ensuring that the spring locates correctly in the plug recess. Filter Position the tree magnetic rings (25) in the mouth of the filter (24) and the bonded steel/ rubber sealing ring (26) in the fer housing with its tec! face against the easing. Locate the filter in its housing, open end ‘against the rubber surface of the bonded washer, fit the cover plate (23) and secure with the four retaining setscrews. Fit the drain plug (4). Operating Pistons Replace the pistons with the open end of the piston bore facing forward, carefully easing the fealing rings into the cylinder bores. OVERDRIVE ig, 2, View of front casing sh ‘pomp installed Fig. 22. snnulis por to iting t0 ea casing Second Issue2312 OVERDRIVE Fig. 25. Unietctional elute tn positon ig. 26. Planet ear liment Anmulus and Rear Casing Locate the front beating (72) over the anaulus tail shaft and press info position against the locating shoulder at the rear of the annulus. Position the speedometer drive gear (73), distance piece (74), and, if fited, the spacing washer (75) on the til shaft, Fit the assembly 10 the rear easing. NOTE : Where new parts have been fitted, ‘make dimensional check between the distance piece and abutment shoulder for the rear beating. Fit spacing washers, as required, 10 jive a 005" to “O10” (-1270 to 254 mm.) end joat between the rear bearing and the casing. Press the rear bearing (76) onthe tal shaft and into the rear casing simultaneously. Fit the oil seal (77) using tool £.212 ‘Press the rear coupling flange (4) on the tail shaft, locate the washer (3) and. secure with nat 2) and split pin (1). Insert the speedometer drive pinion (57) and bush (58) turning the annulus as necessary to engage the gear. Align the bush and casing holes and fit the dowelied locating serew (61). Insert the needle bearing (8) in the centre of the annulus using Too! L208 Fit the spring (6) in the roller cage (69) ofthe tani-irectional clutch, engaging one end in the cage. Insert the inner member (70), engaging the ‘opposite end of the spring, and ensure that the Slots of the inner member engage the tongues of the cage. Place the assembly, front face down, in the assembly too! L.178 (Fig. 22) and fit the roles. ‘Check tha the spring rotates the cage to drive the rollers up the inclined faces of the nner member. ‘Refit the thrust washee (71) and unidirec- tional clutch (Fig, 24) transferring the clutch direct from the assembly tool. Fit the brass oil thrower ring (68) and Secure with ciclip (6 Planet Gears Rotate the gears until the ETCHED lines fon the gear and carrier coincide (Fig. 26). NOTE: On one ofthe three gears the etched line ‘occurs on the same tooth as the centre pop mark Insert the sungear and recheck the etched lines {or alignment. Position the assembly within the annulus and remove the sungeat. Clutch Stiding Member Press the thrust bearing (Il) into the thrust ring and fit the four bolts ensusing the heads are correctly positioned. ress the assembly on the cone clutch hud and secure with circip (13) Fit the retaining plate (12) Insert the sungear (9) in the splined bore of the cone clutch ‘and secure with cirelip (14) Locate the assembly within the annulus and fit the four clutch return springs (29).Front Case to Rear Case Position the brake ring, both Faces coated with suitable jointing compound, on the rear face of the front case, ensuring the kidney-shaped slot in the brake ring is located at the bottom (Fig. 27) Fit the front casing to the rear casing. Clutch spring pressure will now be felt and it will be necessary to exert a slight pressure to bring the {ovo casings together sufficiently to start the nats Tighten diametrically opposed nuts until the two faces meet. Locate the bias springs (28) within the piston bore, ft the bridge peces 27) and sceure with sts and fab washers Position the solenoid plunger (S0) in the fork of the operating lever (49) and screw on the adjusting nut, replace the solenoid and secure with the two setserows, Adjust as detailed on page 2-305 and, on completion, refit cover plate (58) and blanking plug (82). OVERDRIVE UNIT To Refit Align the splines of the planet carrier and uni-directional clutch using a long screwdriver. Check tho alignment by inserting dummy main shaft (Tool No. L201) (Fig. 28), Rotate the gearbox mainshaft and position the pump operating cam with its highest point uppermost. Check that the spring clip (7) is correctly located in its groove on the mainshaft and does not protrude above the splines NOTE : tis essential that rotation of geae- box mainshaft and overdrive coupling flange is avoided until the unit is fitted to the gearbox. Remove the dummy mainshaft and fit the Unit to the gearbox, secure with spring washers and nuts. To refit the gearhoxjoverdrive unit to the vehicle, reverse the removal procedure. OVERDRIVE ig. 27. Fig. 28 Alignment cheek using ‘Tool Ne. E20 30, Overdrive mounting platform 2313 Second IssuePROPELLER SHAFT 2-401 1 Sliding yoke 2 Cinctips 3. Dearing cups 4 Seals 5. Retainers 6 Spider 7 Flange ‘Fig. 1. Universal coupling details VEHICLE AND OVERALL LENGTH | EXTENSION — MAXIMUM, STANDARD-TRIUMPH FACE TO FACE | DIMENSION @ | OUT OF BALANCE PART NUMBER DIMENSION (1) (AT EACH END) inom in em Herald 1200/1250/1360 | | 207410 (BRD solid) 2. | 50250 | 12764 _o 208033 (Hardy Spcsr solid) 50130 | 12733 ZERO 0-5 in os. at $00 rpm 208834 (BRD Frictionles) apoe | 13684 | 050 | Lar | —o-t in, ozs at 3500 rpm. 211143 (Hardy Spicer Sliding Joint) | 50-19 148 | 0-75. 191 (0-4 in, ovs. at 3,300 rpm. 212549 BRD Siup Drive) =| 5019 | 13748 ZERO 05 in, ors. at S000 rp Vitesse 6 - | | 208942 (BRD ordinary sliingspline) | 47110 | 119-66 427 arue | n1946 427 | _ os in. ons. at 5,000 npn. ‘Vitesse 6 with Overdrive — 208338 BRD ordinary sligingspling) | 43-650 | 11087 | 16s | 427 | —o5 fn, o2s. at 5000 rpm. asso | ost | iss | 401 Spitfire - 205616 (BRD solid)... | ates | 0572 ZERO 04 in, ozs, at 3500 rpm. 210508 (BRD Frictontess)” 11 | a4t37s | 0509 | 050 | 127 | oe in, ozs at 3,500 rpm. Spitfire with Overdrive - 10985 (BRD Fritionless) 3800 | 9652 | oso | rar | —o-tin, ozs at 3500 rpm For lubricating the rollers in the bearing cups (3), Fig. 1, use Shell Dentax 250 or Retinax A, of equivalent. For lubricating splines, Sliding and Frictionles, use Duckham’s grease Grade No. Q.5648 or Rocol Molytone 320, or equivalent Third IssueThird IssuePROPELLER SHAFT 2-403 PROPELLER SHAFT To preserve the fine degree of balance through: cout the transmission, should radial play develop in the propeller shaft universal couplings the complete assembly should be replaced with an exchange unit. Where exchange units are aot | available, proceed as follows: ‘To Remove — All models Raise the vehicle on stands or a ramp, Remove the facia support bracket, Spitfire conly, and gearbox cover as described on’ page 2208, Remove the propeller shaft rearwards, On Herald and Spitfire models, it may be necessary to lever the engine/gearbox unit forward to disengage the propeller shalt from the gearbox and axle driving flanges. To Refit Roverse the removal procedure, using new nyloc muts if the original nuts can be screwed ‘on to the bolts with finger pressure NOTE: The propeller shaft must be fitted with the sliding joint or strap drive atthe rear cng, if applicable, (see Figs. 12 and 13). Dismantling — Universal Joints ‘Remove one circlip from the forked end of the shaft and tap the tag.until the bearing cup ‘emerges (Fig. 6). Finally remove the cup using pei: Repett this operation on the opposite bearing and remove the companion flange from the propeller shaft. Remove the two remaining circlips, and rest- ing the two exposed trunnions on wooden block, | tap the lugs of the flange or yoke to remove the remaining bearings and cups. Fig. 7. Removing bearing cups ‘Second Issue2-404 Fig. 8. Fig. 11, Second Issue Refittng bearing cups Fig. 10, Rofiting spider Location of grease plus PROPELLER SHAFT Fig. 9. Tapping caps from yoke Reassembly Apply. jointing compound to the journal shoulders on the new spider. Fit the oil seal retainers over the trunnions using a tubular drift. Fit the oll seals to the retainers ass two trunnions of the spider chrough the bearing bores in the companion flange and fit the bearing cups and circlips, ensuring that these are properly seated, ‘The spider must be fitted with the lubrication boss towards the propeller shaft as shown in Fig. 11 Pass the other pair of trunnions through the bearing bores in the forked end of the propelier shaft and fit the bearing cups and circlips. Repeat the foregoing operations on the other universal coupling and relit the complete shaft assembly t0 the vehicle NOTE : The sliding joint should not be slismantled for any reason.PROPELLER SHAFT 2-405 Dismantling — Strap Drive (Fig. 13) Remove four bolts (3), nuts and washers securing the connector straps (I) t0 the end yoke (7) and tube coupling (6), Pull the end Yoke clear of the tube coupling and when re- assembling lubricate a follows: Repack the bore at “Y", Fig. 4, with Duckham ©.5648 grease and lubricate at “X” with Shell Dentax 250 or Retinax * equivalent. Re-assembly Reverse the dismantling procedure and when refitting the connector straps (1) ensure that the straps are interleaved as shown on Fig. 4. Serviceable Parts Sr BRD. Deseription Part No. Part No, 1. Connector strap 143215, — 2. “0” Ring — tube coupling 13213 3. Boltend yoke 143214 — 4. Washer— plain WPO36 5. Nut —Nyloc N09 ‘Non-Serviceable Parts 6. Tube coupling 212550 02/212300 17. Bnd yoke 212551 02/206237 Fig. 14. Rsploded arrangement of srap drive propeller shaft Fig. 12. Frietonlss propeller shaft