HSECTION H

THE REAR AXLE(I~ and 2~ LITRE)

General Description.

Lu brication.

Section No. H.l

Section No. H.2

Section No. H.3

Section No. H.4

Section No. H.5

Section No. H.6

Section No. H.7

Section No. H.8

Section No. H.9

Section No. H.l0

Section No. H.l I

Section No. H.12

Section No. H.13

Section No. H.14

To remove a half-shaft.

To strip a hub.

To remove a brake back plate.

To ‘remove the rear axle from the car.

To remove the propeller shaft.

To take out the differential unit.

To remove the pinion assembly.

To dismantle the pinion assembly (2~ litre).

To dismantle the pinion assembly (1+ litre).

Reassembling the pinion assembly (2.~ litre).

Reassembling the pinion assembly (1+ litre).

Pinion setting by thrust ring.

Early-type axles.

Fitting the trunnion bearings.

GENERAL DESCRIPTION

The rear axle is fitted with semi-floating half-shaftsand consists of a pressed-steel banjo casing to whichthe malleable iron centre casting carrying the crownwheel and pinion assembly is attached by twelve boltson the 2~ litre and ten bolts on the 14- litre. Thetorque tube is an interference fit and riveted in thecentre casting.

The axle shafts are flanged at their outer ends toform the attachment for the brake-drums and wheels.

The shafts are each carried in a ball bearing which islocated in a housing bolted to a flange on the axlecasing. There is also an oil seal at this point.

A large hexagon nut retains the inner race againstthe machined back face of the flanged axle shaft. Thisalso provides the necessary end location. Spiral bevelgears are used for the final drive and pinion adjustment isobtained by the selection of a correct thrust ring whichalso functions as a spacer.

LUBRICATIONThe rear axle filler-plug is on the right-hand

side of the casing and when refilling or topping upthe oil should reach to the bottom of the filler-plughole.

The level of the oil should be inspected each 1,000miles (1600 km.) and replenished if necessary with oilto Ref. B, page P.2.

After the first 500 miles (800 km.) and subsequentlyeach 6,000 miles (10000 km.) the old oil should bedrained off and the axle filled with new lubricant.

The square-headed drain plug is on the under sideof the axle.

The capacity on the 24-litre car is 4 pints (2.3 litres)and 21 pints or 1.6 litres on the 14-litre car.

Each rear hub is provided with a hexagon plugwhich should be removed every 6,000 miles (10000km.)and a grease nipple substituted to permit greasing therear hub bearings with grease to Ref. C, page P.2.I

H. I

H THE REAR lYlE(1+ and 2+ LITRE)

Section H.3TO REMOVE A HALF-SHAFT

Jack up the axle and take offthe hub cover and wheel.Detach the brake pull rod at the balance lever on

the rear axle.Undo the three countersunk screws holding the

brake-drum to the axle shaft and lift the drum off.Remove the eight nuts and spring washers holding

the brake back plate, hub, and half-shaft assembly tothe flange on the axle casing and then pull the wholeassembly away.

Section H.2TO STRIP A HUB

Withdraw the half-shaft and hub assembly (SectionH.l).

Bend back the locking tab securing the large nutbehind the bearing and unscrew the nut.

Knock out the half-shaft, leaving the bearing in thehub.

Undo the set screws holding the brake back plateto the hub bearing housing and lift the brake backplate assembly away.

Knockout thebearing and carefully extract theoil seal.Reassembly is a reversal of this process, but make

quite sure that the oil seal and the part of the shaftupon which it bears are in good condition and free fromscore marks before refitting. Make sure also that the lipof the seal is not damaged when refitting the half-shaft.

TO REMOVE A BRAKE BACK PLATE

Remove the half-shaft and hub assembly (Section H.l).Undo the large nut on the half-shaft after bending

back its locking tab and tap the half-shaft out of thebearing housing.

Undo the screws holding the brake back plate tothe bearing housing flange and lift it off.

When refitting make sure that the lJp of the oilseal is not damaged.

Section H.4TO REMOVE THE REAR AXLE FROM

THE CARTake out the front seats and remove the cover over

the intermediate shaft.Undo the forward end of the intermediate shaft by

removing the four Simmonds nuts and taking outthe bolts.

Then pull the shaft forward, complete with the rearsplined coupling, until it is free of the driving shaft.

Detach thetrunnion mountings by removing the fourbolts and nuts on each side.

Raise the car by means of a suitable jack and placesupports under the chassis just forward of the frontends of the rear springs.

Next take off both rear wheels and detach the brakeoperating rod at the relay lever at the centre of thetorque tube. This is done by extracting a clevis pinfrom the appropriate fork end.

Fig. H.2.•The trunnion housing ready for removal.

Section H.1

Fig. H.l.The half-shaft, hub, and brake assembly partially withdrawn.

H.2

(1+ and 2+ LITRE) TIlE REAR AXLE II

Then disconnect the shock absorbers at their axieattachments, undo the spring “ U bolts on both sidesand take off the retaining plates.

Use a hydraulic jack under the banjo casing tosupport the rear axle and then undo the nuts on therear shackles and remove the shackles. This will allowthe rear ends of the springs to fall to the ground.

Now raise the axle slightly until the brake relaylever pivot is clear of the frame cross-member.

Slacken the pinch bolt contracting the torque tubeonto the threads of the trunnion.

Turn the trunnion so that the lugs are clear of thetwo brackets welded to the chassis and then move theaxle forward.

Now unscrew the trunnion.Note.—On no account must the two brackets be bent.The axle should now be lowered slowly on the

hydraulic jack, at the same time pulling it awa> fromthe car.

Reassembly is largely a reversal of this process, butmake sure the relay lever pivot bolt is high enoughto clear the cross-member as the axle is pushed intoposition. With the axle roughly in position, packthe trunnion thread with grease to Ref. D, page P.2, andscrew right in ; then, with the clamp bolt loose, screwthe trunnion back until the greaser is vertical. This

generally represents about half a turn and shouldgive the dimension between the trunnion and therear face of the torque tube assembly indicAted inFig. H.4 for the various axles. This is important, toensure the correct location for the spring shackles.

It is also important that the pinch bolt should tightendown the threaded end of the torque tube onto thetru nn ion sufficiently, without actually locking.

CAR “A’ CAR ‘A”

1+ litre up toChassis No.38S/15000

52~ in.(133.2 cm.)

Commencing ChassisNo. 385/15001

52* in.(133.8 cm.)

2+ litre up toChassis No.585/3224

52~ in.(133.2 cm.)

Commencing ChassisNo. 585/3225

52* in.(133.8 cm.)

‘A’

The correct setting of the trunnion in the torque tubefor the different models.

Fig. H.3.The rear axle disconnected and ready for removal.

H.3

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IH.5

H THE REAR AYIE(I{ and 2~ LITRE)

The trunnion should offer a resistance to turning ofbetween 35 to 55 ft./lb. when the pinch bolt is screwedup tight. The spacing washer in the split lug of thetorque tube should be suitably modified in thickness ifthis resistance is not obtained. This is important.

With the trunnion set, reassemble the trunnionrubbers, but leave the fixing bolts loose until the rearaxle is fitted to the splings. This will facilitate assembly.

Fig. H.5.Fitting the special extractor tool to the propeller shaft.

Section H.~TO REMOVE THE PROPELLER SHAFTRemove the axle from the chassis, as explained in

Section H.4.Refit the trunnion housing and fit the extractor,

Special Tool No. ST.55, onto the splined end of thepropeller shaft.

Now rotate the trunnion housing anti-clockwise.Note.—This is more easily done if two special studs

6 in. long and threaded ~ in. B.S.F. are screwed intothe tugs.

The shaft will then pull straight out complete withthe trunnion bearing.

The bearing is removed from tbe shaft by detachingthe circlips and tapping the shaft through the bearing.

Section 11.6

TO TAKE OUT THE DIFFERENTIAL UNITRemove the axle from the car (Section H.4).Take out the propeller shaft (Section H.5).Remove the half-shafts (Section H. I).Drain the oil.Remove the ten nuts and washers holding the banjo

casing to the differential housing and separate thetwo parts. Note the paper washer at this point.

Remove the four bolts and lock washers holding the

Fig. H.7.The l~ litre differential unit in the process of withdrawal

from the axle casing.

bearing caps and the unit is ready for withdrawal.The bolts and caps should be marked for reassembly.

Note.—The setting is upset on the 4 litre when thebearing caps are removed and consequently the meshingof the gears must be checked on assembly.

Section H.7TO REMOVE THE PINION ASSEMBLYFollow the procedure as laid down in Section H.6.Take out the Allen’s screw which is located on the

later 1+ litre axle housing (see Fig. H.8). Earlier axleshave a lock plate.

H.6

(1+ and 2+ LITRE) THE REAR AXLE IIOn the 4 litre the pinion sleeve is locked by a lock

screw inserted under a plug in the axle.On the l.~ litre,..up to Chassis No. 15000, Special

Tool No. ST.95 is needed for unscrewing the pinionassem bly.

On the 4 litre remove the hollow dowels and fitthe Special Tool No. ST.68. It is essential that theretaining plate on this tool be bolted firmly to thebearing housings, otherwise the tool will slip out ofthe slots on the pinion assembly retaining ring.

Fig. H.8.Removing the Allen’s screw on the pinion housing which locks

the pinion sleeve on the 1+ litre later-type axle.

Section H.8TO DISMANTLE THE PINION ASSEMBLY

(4 litre)

Remove the pinion assembly as explained in SectionH.7.

Prise off the locking ring and unscrew the grubscrew holding the muff coupling and pull this couplingoff. Pull off the ball race.

Bend back the locking plate and undo the two ringnuts with •‘C” spanners.

Take off the locking plate and the two nuts.Note.—On reassembly set these nuts so that slight

resistance can just be felt when the pinion is rotated byhand. Also make sure that the chamfered outer edgesof the nuts are together. This eases locking.

Next lift off the screwed housing and the ball thrustrace.

It will be found that this leaves the outer race of’theroller bearing and the forward race of the ball thrustin the housing.

When reassembling, make quite sure that the hous-ing is clean so that the pinion assembly may be pulledup squarely and tightly against the setting thrustwasher (Part No. S.1908).

Section H.9TO DISMANTLE THE PINION ASSEMBLY

(1+ litre)

Follow the procedure as laid down in Section H.7.Take off the circlip on the muff coupling and then

take out the set screw holding the coupling in place.Pull off the coupling, lift off the spacer and remove

the lock washer.

Fig. H.lO.Removing the l{ litre pinion assembly.

Now undo the ring nut, which should be locked updead tight on reassembly, and take off the bearingguard.

Take off the next lock washer, which will allow thedouble ball thrust bearing to come away.

Lift off the outer and inner sleeves, when it will bepossible to remove the roller bearing by means ofan extractor. Take off the pinion head washer.

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H THE REAR A~TUI~ (I{ and 2+ LITRE)

Section 11.10

REASSEMBLING THE PINION ASSEMBLY(2~ litre)

Make sure all components are perfectly clean beforeassembly.

Fit the coupling muff onto the splines of the pinionshaft and lock it in position with the grub screw andits retaining ring.

The pinion assembly is now ready for insertion inthe axle.

Fit the large ball thrust bearing in the pinion sleevehousing,.l~rge diameter first, and press it into position.

Fit the roller race in the pinion sleeve housing andpress it into contact with the thrust race.

Insert the pinion shaft through the bore of ~theroller and thrust races.

Fit the small ball thrust race into the forward endof the pinion sleeve housing and screw the thick lockring into position on the pinion shaft with the “ Cspanner ST.77. Place the lock washer in positionagainst the lock ring and thread the thin lock ringinto position on the pinion shaft.

Adjust the thick lock ring so that a slight resistanceis felt from the bearings when the pinion is rotatedby hand when both locking rings are tight. Thereshould be no signs of binding, and when the rightsetting is obtained the lock washer should be bentinto engagement with the slots of both lock rings.

The ball journal bearing may now be pressed intoposition on the pinion shaft, followed by the couplingmuff, which is locked in position with the grub screwand spring locking ring.

The pinion assembly is now ready for assembly inthe axle.

Section 11.12

PINION SETTING BY THRUST RINGOn the later 2{ litre rear axles and later l{ litre

axles the pinion assembly is located in its correctposition in the axle relative to the crown wheel bymeans of thrust rings of varying thicknesses assembledbehind the pinion sleeve and forming the abutmentfor the pinion sleeve assembly in the axle centrecasing.

Correct selection of the thrust ring is therefore ofthe utmost importance and special gauge fixtures arenecessary to enable the correct thrust ring to bedetermined.

For the 2.~ litre axles the following gauges arerequired (see Section Q)

ST. 121/I

ST. 121/2

ST. 121/3

ST. 121/4

ST. 121/5

ST.l 12

Bush 2 off

Gauging bar I off

Plug I off

Slip gauge (nominal) I off

Slip gauge (—.010 in.)

Pinion spacer gauge

I off

I off

Section H.ll

REASSEMBLING THE PINION ASSEMBLY([4. litre)

Make sure all components are perfectly clean beforeassembly.

Fit the pinion spacing ring on the pinion shaft withits chamfered inner bore against the pinion.

Press the roller bearing into position against thespacing ring and place the inner and outer sleeves inposition over the pinion shaft.

Press the double ball race in position on the pinionshaft, into contact with the inner sleeve, and placethe pinion extractor washer in position against thebearing.

Screw the pinion bearing locknut onto the pinionshaft to lock the bearing assembly firmly, and lock thenut with the lock washer.

Fig. H.il.The l{ litre pinion assembly. “A is the spacer thrust ring.

H.l0

(14 and 2{ LITRE) THE REAR AXLE HFor theST.79/lST.79/2ST.79/3ST.79/5ST. 104

14 litre axle the following are requiredBush 2offGauging bar I off (or S.121/2)Slip gauge (—.010 in.) I offPlug I offPinion spacer gauge I off

Illustrations of these tools are to be found inSection Q under their appropriate part numbers,and the special checking gauge for the pinion spacerthrust rings is also required to ensure that the correctthrust ring is selected before assembly of the pinion,thus eliminating all “ trial and error “in the assembly.

The thrust rings are available in a range of thick-nesses to enable the pinion assembly to be correctlylocated and they are tabulated below with theirrespective part umbers.

•215±•00lin.•218±•00Iin.•221±•001in.•224±~00lin.•227±~00lin.

•245±•00lin.•242±•00lin.•239±~00lin.•236±~00lin.

Part Nos.A. 1908/SRA. 1908/3RA. 1908/2RA. 1908/IRA. 1908/4R

A. 1854—IA. 1854—2A. 1854—3A. 1854—4

24 litre settingFirst carefully clean all the bearing surfaces of the

axle to make sure they are completely free from dirtas it is essential that the components should bed downperfectly on the seating surfaces.

Insert the plug S.121/3 into the pinion housing inthe axle, making sure it is right home on the seatingfor the pinion assembly.

Place the two bushes 5.121/I in position in the bear-ings for the crown wheel, making sure that theirth readsare in proper engagement with those on the axle.

Replace the bearing caps, again taking care thatthey engage the threads of the gauge bushes correctlyand that the bores of the bushes are in line.

Tighten up the bearing cap retaining bolts andinsert the gauging bar S.121/2 through the bushes,making sure that it enters freely, then turn it so thatthe flat, ground in its centre, faces the anvil on theend of the plug.

Insert the slip gauge 5.121/5 (.010 in. shorter thannormal “) between the flat on the gauging bar and

the end of the plug and carefully measure the gapbetween the slip gauge and the flat on the bar withslip gauges. The difference between the thickness of

the slip gauge and •0l0 in. indicates the variation inthe location of the seating for the pinion assembly inthe axle from “ normal “ and the adjustment whichmust be made from “ normal “ in the selection ofthe thrust ring to be fitted.

Fig. H.12.Inserting the gauge plug in the pinion assembly housing.This is the first step in determining the correct spacer

thrust ring to employ. A 1+ litre axle is illustrated.

For example :—lf a slip gauge or feeler 007 in. inthickness just slides between the end of the slipgauge 5.121/5 and the flat on the gauge bar it indicatesthat the seating is ~0l0in.—007 in. = ~003in. closerto the crown wheel axis than “ normal.” A thrustring ~003in. less than normal thickness would thereforebe indicated.

Fig. H.13.The slip gauge (‘ D “) about to be inserted between

the gauge bar and the head of the pinion.

24 litre

14 litre

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H. 13Riley (I.4~ and 2{ Iitre)—(H & E) March, 1952 (Issue 2)

H THE REAR AXlE

Allowance must however be made for anyvariation in the pinion assembly and the slightamount of compression which takes place whenthe pinion assembly is locked in position.

The compression effect is fairly constant and isapproximately 002 in. This must be added to thethrust ring thickness, but variations in the pinionassembly cannot be predicted and it is thereforenecessary to check the pinion assembly, with the thrustring in position, on the clock gauge testing fixtureST.l 12.

The clock on the gauge is first set to zero by placingthe plug S.121/3 in position on the shoulder of thefixture so that the ground end of its spindle engagesthe anvil of the clock gauge which can now be set inthe fixture to give a zero reading. The plug is thenwithdrawn and replaced by the pinion assembly withthe thrust ring.

Fig. H.14.The method of mounting a dial gauge on the axlecasing flange with its indicator in contact with theouter end of one tooth of the crown wheel to check

the backlash.

If the correct thrust ring has been selected thedial gauge should show a reading of ±~OO2in.—003 in.(the difference of the axle from standard) =.OOl in.if not, the appropriate thrust ring must be selectedand fitted to give the desired reading.

Having determined the correct thrust ring thepinion assembly may be assembled in the axle and thesleeve screwed tightly into position with the specialspanner ST.68.

The assembly, of crown wheel, differential, andbearings, can now be placed in position in the axleand it is advisable to ensure that the pinion and crown

(1+ and 2{ LITRE)

wheel are engaged with the same teeth in engagement.This is facilitated by two adjacent “ marked teethon the crown wheel and one “ marked “ tooth onthe pinion. If these three teeth are identified withchalk marks no difficulty will be encountered inmeshing the marked tooth of the pinion between themarked teeth on the crown wheel. Make sure thatthe threads of the differential bearing housing are incorrect engagement with the threads of the axle.

The bearing caps can then be placed in position also,taking care that their threads exactly match up withthose of the differential bearing housings. Tighten upthe bearing cap bolts, then slacken them back two turnsto release the bearing housings. Screw the right-handbearing with spanner ST.I 13 so that its outer face ~sflush with the face of the yoke in the axle, and screwup the left-hand bearing ho~using as far as it will goso that the differeniial assembly is tight on its bearings.Now slacken back the left-hand bearing housingexactly two notches, which will give the correctsetting for the bearings.

Tighten up the bearing cap bolts firmly and checkthe amount of backlash between the crown wheel andpinion. This should be between 005 in. and ~OO8in.when measured with a dial gauge on the outer endof the teeth as shown in Fig. H. 14.

If not correct, slacken the bearing cap nuts twoturns, tap the caps with a lead hammer to free thebearing housings in the threads and unscrew theappropriate bearing housing two notches only inthe required direction, following it up by an equalamount with the other bearing housing to main-tain the adjustment of the bearings.

Tighten up the bearing cap bolts and apply the dialgauge check for backlash. Repeat as necessary untilthe correct backlash figure is obtained, when thebearing housings can be locked by means of newlocking tab plates.

As a final check use can be made of the special slipgauge ST.94 which should be a sliding fit between theground circumference of the differential casing andthe head of the pinion if the setting is correct. Inaddition a check can be made by observing the contactmarkings on the teeth by using a suitable markingmedium and rotating the crown wheel with the specialcranked tool ST.75.

A diagrammatic illustration of the tooth markingsand their interpretation are given on page H.18.

When it is established that the correct setting ~asbeen achieved the pinion bearing sleeve must belocked in position by the dowel grub screw, and sinceit is unlikely that the previous dowel hole will line upwith the grub screw hole it will be necessary to drill

1-1.14

(1+ and 2+ LITRE) TIlE REAR AXLE IIa new hole. Take care to drill it sufficiently deeplywithout actually breaking through the sleeve.

Insert and tighten down the dowel screw and lockit against rotation by means of three or four punchimpressions round its junction with the axle casing.

The later 1+ litre axles employ the same system ofsetting the pinion position by selection of the appro-priate thrust ring thickness and the procedure is the

Fig. H.15.The method of locking the differential bearing adjustingrings on the 2{ litre cara. Holes in the adjusting ring‘A are engaged by the two-pronged locking plate

B which is located to the bearing cap by the lockingbolt ‘C~~

same with the exception that the pinion assembly anddifferential assembly are somewhat different and theappropriate gauges must be used.

In this case the locking compression allowance is•004 in. and a lock ring is used to retain the pinionassembly in the axle centre casting, which is lockedby a screw which engages its perimeter. Since theadjustment of the position of the crown wheel is bynuts screwed on the differential casing spigots thedirection of adjustment is the reverse to that for the4 litre axle.

In addition the circumference of the differentialcasing is not ground and it is necessary to use thetooth-marking method of determining the correctmeshing of the crown wheel and pinion as indicatedon page H.18.

Do not forget to make sure that both adjustingnuts are properly locked before completing theassembly.

The method of locking in the case of l.~ litre cars isdifferent from that used on the 4 litre cars and con-sists of locking the hexagon adjusting nuts to thelocking washer by inserting the locking screw intothe tapped hole in the nut so that its spigoted endengages one of the slots of the washer.

Section H.13

EARLY-TYPE AXLES

Prior to Chassis No. 38S/15001 the location ofthe pinion assembly on l~ litre cars was carried outby adjusting rings at either end of the pinion assemblywhich screw into the axle centre casing.

In this type of axle the pinion assembly is locatedin its correct position by adjusting the position of theadjusting rings in conjunction with the special gaugingbar ST.79/2 and special bushes ST.79/l, using thespecial slip gauge ST.79/3 and a ~OlOin. feeler gaugeto locate the head of the pinion in the right position,so that the combination of slip gauge and feeler justslides between the pinion and the flat in the centre ofthe gauge bar.

Fig. H.16.The special pinion spacing thrust ringgauge for the I + litre cars, showing a pinionassembly in position on the gauge with the

trial spacer in position.

The assembly is then locked in position, taking carethat the pinion revolves freely when turned by handbut without backlash, and that the slot machined inthe face of the rear locking ring coincides with thelocation of the crown wheel to give the requiredcrown wheel clearance on very early models.

Final adjustment of the meshing of the crown wheeland pinion is effected by adjusting the position of thecrown wheel to give correct tooth markings as indicatedon page H.18 when the crown wheel is rotated bymeans of the special crank handle ST.75.

H.15

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H.17

I H THE REAR ~‘~‘n~L~mjmA

(1+ and 2~ LITRE)

CROWN WHEEL TOOTH MARKINGS

OUTERDIAMETER

IINWARDMOVEMENTOF CROWNWHEEL

4.-+

TOE

THE NOMENCLATURE USED IN CONNECTION WITH THEGEARS IS HERE CLEARLY SHOWN. OPERATORS SHOULDBE FAMILIAR WITH THE CORRECT MOVEMENTS OF THE

GEARS IN PARTICULAR

DRIVE TAKING PLACE AT HEEL AND TOE AS SHOWN BYTHE ABOVE MARKINGS IS INCORRECT. RECTIFY BYMOVING CROWN WHEEL INWARDS AND PINION OUT-

WARDS TO MAINTAIN CORRECT BACKLASH

TOE

HEAVY CONTACT AT NOSE OF TEETH INDICATES THATPINION IS TOO FAR OUT OF MESH. MOVE INWARDSTOWARDS CROWN WHEEL AND MOVE CROWN WHEELOUTWARDS TO MAINTAIN BACKLASH IF NECESSARY

CORRECT GEAR TOOTH MARKINGS WHICH GIVE QUIETOPERATION AND MAXIMUM LIFE. NOTE THAT THESEMARKINGS ARE GIVEN.WHEN THE CROWN WHEEL IS

ROTATED

TOE TOE

DRIVE TAKING PLACE AT TOE AND HEEL AS SHOWNBY THE ABOVE MARKINGS IS INCORRECT. RECTIFY BYMOVING CROWN WHEEL OUTWARDS AND PINION

INWARDS TO MAINTAIN CORRECT BACKLASH

TOE TOE

HEAVY CONTACT AT ROOT OF TEETH INDICATES THATPINION IS TOO FAR IN MESH. MOVE OUTWARDS AWAYFROM CROWN WHEEL AND MOVE CROWN WHEEL

INWARDS TO MAINTAIN BACKLASH IF NECESSARY

The references to moving the pinion apply only to the older type I{ litre cars, and not to the later models where thepinion position is set by gauge. These models should be finally adjusted by movement of the crown wheel only.

Note.—These markings are only produced when the pinion is rotated from the crowwwheei arid notwhen tJe-dri~e-Is--app1iedfrom the pinion drive flange. A different set of markings is produced in the latter case, and care must therefore be taken of this pointwhen interpreting from the markings.

OUTWARDMOVEMENT

OF PINION

OUTWARD

MOVEMENTOF CROWN

WHEEL

TOE

INWARD

MOVEMENTOF PINION

TOE

TOE

H. 18

(I{ and 2+ LITRE) TIIE REAR AXLE HSection H.I4

FITTING THE TRUNNION BEARINGS

It is of importance that the trunnion bearingassemblies should be correctly fitted when the axleis fitted to the chassis. (See Fig. H.17.)

When the trunnion is correctly positioned in thebrackets on the chassis the inner mounting rubbercovers A.1737 should be fitted in position, followedby the five rubber bearing rings and stepped washerwith its boss facing inwards towards the trunnion.The outer rubber bearing ring A.1901 and the thrustwasher A.1910 are then located on the end of thetrunnion by the retaining bolt A.1909.

The outer mounting rubber cover is then placedin position, and the complete assembly of covers andmounting is bolted to the frame brackets.

The same process is repeated on the other trunn ion.

Fig. H.I7.

The correct method of assembling the torque tube trunnionbearings.

H. 19