4·101

----.

Section 2

Steering measurement and adjustment Exploded steering unit

Steering unit-servicing

Exploded arrangement of steering column Tie-rod inner ball joints

Steering column-servicing

Checking suspension and steering angles using screen and projector optical equipment

TRIUMPH

HERALD, VITESSE 6 and

SPITFIRE MODELS

GROUP 4

CONTENTS

Section 1

Front suspension data .. Road spring data Damper details ..

Front hub bearings

Front suspension-servicing Front road spring

Front dampers

Front vertical link

Hubs

Anti-roll bar

Rear suspension

Rear dampers ..

Radius arms

Rear vertical link assembly Assessment of accidental damage

Page

4·102 4·103 4·104 4·104 4·106 4·112 4·113 4·114 4·116 4·118 4·119 4·120 4·121 4·122 4·123

4·201 4·202 4·204 4·208 4·209 4·210

4·213

Second Issue

4·102

SUSPENSION

._------------------_._-----------------------------

Fig. 1. Steering and front suspension

(628

FRONT SUSPENSION GEOMETRY DATA

------_._._----

DESCRIPTION

DIMENSIONS

ITEM

See Page 4·203 (Static laden) See Page 4'203 (Static laden)

Upper Wishbone Lower Wishbone Steering Axis

Inclination

Toe-in (front & rear) Track at Ground Level

Inner fulcrum centre to outer fulcrum centre Inner fulcrum centre to outer fulcrum centre

Static laden (See Page 4·201)

Distance between wheel centres at ground level (static laden)

Camber angle Herald 1200 Herald 12/50 Vitesse

Castor angle Spitfire Camber Angle

See Page 4·203 (Static laden)

Second Issue

7·75" (19·685 em.) 10·13" (25'433 em.)

61°

0" to -to" (1·6 mm.)

Drum brakes Disc brakes

48" 48·94"

(121'9 cm.) (124'3 cm.)

Front z- pos.

Rear 2° neg.

4° pos.

Front 2° pos. Rear 3 ° neg.

SUSPENSION

FRONT ROAD SPRINGS

PART FREE FITTED IDENTIFICA-
MODEL No. LENGTH FITTED LENGTH LOAD RATE TION
Approx.
-
Herald Heavy l)uty 209033 10·97" 8·18" ± ·09" 7901bs. 284Ib/in. Yellow
and Courier Van 278·6mm. 207·8 mm. ± 2·29 rom. 358·7 kg. 5071 kg/m.
Spitfire 209685 12·59" 7·80" ± ·09" 7181b. 150Ib/in. Green
319·8mm. 198·1 rom. ± 2·29 mm. 325·97 kg. 2875 kg/m.
210566 12·21" 7·42" ± ·09" 7181bs. 150Ib/in. Light blue
31O·2mm. 188·5 rom. ± 2·29 mm. 325·97 kg. 2875 kg/m.
Herald r 208056 12·08" 8·18" ± ·09" 790 lb. 203Ib/in. White
Tnterchangeable1_ 306·8 rom. 207·8 mm. ± 2·29 rom. 358·7 kg. 3624 kg/m.
12·11" 8·18" ± ·09" 790lb 201 lb/in.
307·6mm. 207·8 mm. ± 2·29 mm. 358·7 kg. 3590 kg./m.
Vitesse 209009 12·49" 8·18" ± ·09" 940 lb. 229Ib/in. Brown
317·3mm. 207·8 mm. ± 2·29 mm. 426 kg. 4089 kg/m.
Herald 209013 10·47" 7·68" ± ·09" 790 lb. 2841b/in. Black
(Competition) 282 mm. 193 mm. ± 2·29 mm. 358·7 kg. 5071 kg/m. Spring packings, Part Number 125441 fitted between upper spring plate and suspension brackets on both sides of vehicle when equipped with heavy duty springs. Fitted to L.H. steering vehicles with normal spring on L.H. side only. (Except Heavy Duty springs, Estate Cars and Courier Van.)

REAR ROAD SPRINGS

PART BLADE No. OF
MODEL No. THICKNESS BLADES LADEN CAMBER LOAD RATE
Courier Van 305686 0·3125" 8 1·75" Neg. ± ·13" 19101b. 5521b/in.
7·94mm. 44·45 mm. ± 3·3 rom. 903 kg. 9855 kg/m.
Herald Estate Car 304860 0·31" 7 1·63" Neg. ± ·13" 1735 lb. 510 lb/in,
7·87 rom. 41·4 rom. ± 3·3 rom. 817·7 kg. 9106 kg/m.
Herald Coupe & 303724 0·2188" 8 0·93" Neg. ± ·13" 1010 lb. 202Ib/in.
Vitesse 5·56 rom. 23·62 rom. ± 3·3 rom. 458·54 kg. 3607 kg/m.
*Herald & Vitesse 305945 0·2188" 11 I ·94" Neg. ± ·13" 1420 lb. 270Ib/in.
Convertibles 5·56mm. 49·28 mm. ± 3·3 mm. 664·7 kg. 4821 kg/m.
also Saloons from
Commission Nos.
quoted below
*Herald & Vitesse 303727 0·2188" 11 1·54" Neg. ± ·13" 1420 lb. 2701b/in.
Saloon 5·56mm. 39·12 mm.± 3·3 rom. 664·7 kg. 4821 kg/m.
up to Commission ,
Nos. quoted below ,
Spitfire 305894 0·2188" 7 1·88" Neg. ± ·13" 945 lb. 166Ib/in.
5·56 rom. 38·9 mm. ± 3·3 mm. 429·1 kg. 2964 kg/m.
Herald Saloon and 305544 0·31" 7 2·25" Neg. ± ·13" i735 lb. 510 Ib/in.
Estate Competition 7·87mm. 57·2 mm. ± 3·3 mm. 817·7 kg. 9106 kg/m.
Herald Saloon, 305543 1"2188" 12 2-5" Neg. ± ·13" 1420 lb. 2951b/in.
Coupe, Convert- 556rom. 63·5 mm. ± 3·3 mm. 644·68 kg. 5267 kg/m.
ible Competition
Herald & Vitesse 305288 0·2188" 12 1·54" Neg. ± ·IY 1420 lb. 295Ib/in.
Saloon, Convertible 5·56 rom. 39·12 rom. ± 3·3 mm. 644·68 kg. 5267 kg/m.
Heavy Duty *From Commission Nos.: Vitesse HC.l420; Herald 1200 GA.223682; 12/50 GD.51956; 13/60 All Models: Herald Export GB.50849, rear road spring Part No. 303727 is replaced by Part No. 305945.

Third Issue

4·103

4'104

SUSPENSION

DAMPERS - FRONT

MODEL

DAMPER PART NUMBER

DAMPER AND SPRING UNIT PART NUMBER

208176

Herald Saloon, Coupe, Convertible ..

Vitesse HEAVY DUTY

Herald Estate Car

Courier Van and Herald, HEAVY DUTY ..

Herald Saloon, Coupe, Convertible, Estate Car, Courier Van

Spitfire

Vitesse and Herald Competition

206262

134635

208022

208022

134635

206262

209021

DAMPERS - REAR

134811

208178

209317

209679

209766

209030

MODEL

Herald and Vitesse Saloon, Coupe, Convertible

Spitfire

Herald and Vitesse and Courier and Heavy Duty for Saloon, Coupe, Convertible

Herald and Vitesse Competition ..

DAMPER PART NUMBER

123100

123100

132111

209022

FRONT HUB BEARINGS

HERALD & SPITFIRE

Outer

Standard Part No.

British Timken Part No. - Cone - Cup

Bore

O.D.

Inner

Standard Part No.

British Timken Part No. - Cone - Cup

Bore

O.D.

100536 03062 03162

0·6255" (15·89 mm.) 0·6250" (15·875 mm.)

1·6256" (41·293 mm.) 1'6250" (41'275 mm.)

100573 07100S 07210X

1·0006" (27·415 mm.) 1'0000" (25'4 mm.)

2'0006" (50'815 mm.) 2'0000" (50'8 mm.)

VITESSE

129897 LM.11949 LM.11910

0'75005" (19·051 mm.)

0'750" (19'050 mm.)

1'782" (45·245mm.)

1·781" (45'244 mm.)

129897 L.44649 L.4461 0

1·0633" (27 ·008 mm.) 1·0625" (26·98 mm.)

1'981" (50'26 mm.)

1·980" (50·292 mm.)

SUSPENSION

4·105

FRONT SUSPENSION

General

Before disturbing any part of the front suspension assembly, jack up the front of the vehicle and lower it on to stands placed under the chassis sidemembers, rearward of the front crossmember. Remove the road wheels and dismantle either R.H. or L.H. suspension unit as follows:-

Suspension Sub-Assembly-Removal

1. Open bonnet.

2. Slacken the impact clamps (see Page 4'212) and withdraw steering column from coupling (only necessary when removing sub-assembly on driver's side).

3. Empty the hydraulic system and disconnect the hydraulic brake flexible hose from the bracket or side valance (Fig. 2).

4. On Herald 1200, Mk. II, 12/50 and Vitesse models, remove the nut and bolt securing each valance to the sub-frame.

5. Disconnect the anti-roll bar link (2) from the lower wishbone (Fig. 9).

6. Remove the nyloc nut, plain washer, and using an extractor (Fig. 3), detach the tie rod end from the steering arm.

7. Note the number and position of shims (31) between the chassis frame and front and rear lower wishbone fulcrum brackets (32). Remove the nyloc nut (29) and washer (30) securing each fulcrum bracket to the chassis.

8. Remove 4 bolts (1) Fig. 4, spring and plain washers and tapping plates from the outer face of the sub-frame and one bolt (2), spring and plain washer securing the inner end of the sub-frame to the chassis frame.

9. Remove the suspension sub-assembly from the. chassis frame.

Fig. 2.

Disconnecting Hydraulic brake hose

Fig. 3.

Using Tool No. 8.160 to remove tie-rod end from steering lever

Fig. 4. sub-frame attaclnnent points

1 Outer bolts

2 Inner bolts

Fig. 5.

Suspension sub-assembly detached from frame

EXPLODED ARRANGEMENT OF FRONT SUSPENSION DETAILS

SUSPENSION

4·107

Dismantling Suspension (Fig. 6)

The front suspension may be dismantled with the sub-frame either on or off the chassis frame, as follows:-

1. Remove the front road spring assembly as described on page 4·112. Dismantle the spring and damper as descri bed on page 4 ,113.

2. Remove the two screws and detach the brake drum (Herald 1200 drum brakes).

Remove bolts, Fig. 10, and detach the brake caliper assembly from its bracket (Herald 1200, Spitfire or Vitesse disc brakes). If the sub-frame is left in position, tie the caliper unit or brake assembly to the chassis frame, or detach the back plate.

3. Remove the grease cap, split pin (62), slotted nut (61) and washer (60), then detach the hub assembly from the stub axle (52). Dismantle the hub as described on page 4'116.

4. Release the tabwasher (48) and remove four bolts, tabwasher, washers and nyloc nut securing the steering arm (28), brake backing plate (47), or caliper mounting bracket and dust shield to the vertical link (18).

5. Remove nyloc nuts (14) and bolts (11) securing the inner ends of the upper wishbones to the sub-frame.

6. Release the anti-roll bar from the lower wishbone (Fig. 9). Remove nyloc nuts (29) and washers (30) and detach the lower wishbone brackets (32) from the chassis frame. Note the number and disposition of the shims (31).

7. Detach the vertical link and wishbone assembly from the chassis sub-frame.

8. Remove the nyloc nut (22), washer (21) and, using an extractor (Fig. 12), separate the upper ball joint (16) from the vertical link (18).

9. Remove the bolts (15), nyloc nuts (20) and detach the ball joint (16) from the outer ends of the wishbone arms (10) and (12).

10. Remove the nyloc nut (37), bolt (46) and detach the lower wishbone assembly (35) from the lower trunnion (42), followed by the steel bush (39), shouldered nylon bushes (41) and dust seals (40) (see Fig. 13).

11. Unscrew the vertical link (18) from the . lower trunnion (42) and remove the dust seal (43).

12. Remove the nyloc nut (23), plain washer (24) and press the stub axle (52) from the vertical link (18).

13. If necessary, press the rubber bushes (13) from the inner ends of the upper and lower wishbone arms.

Fig.l0.

Disc brake caliper attachment bolts

Fig. 11.

Drum brake backplate attachments

Fig. 12.

Using extractor No. S166A to remove upper wishboue ball joint assembly

Fig. 13.

Removiug steel bush from lower trunnion

.r""> -,

Second Issue

4·108

SUSPENSION

Fig. 14. Cross section of upper and lower inner fulcrum pivots

Fig. 15. Fitting seals to lower fulcrum nylon bushes

Front Suspension Re-Assembly (Fig. 6)

1. Using a suitable press and pilot tool, press the rubber bushes (13) into the eyes at the inner ends of the upper wishbones (10) and (12) and lower wishbones (35) until they protrude equally either side of the wishbone eyes as shown on Fig. 14.

2. Fit the stub axle (52) to the vertical link (18), with the split pin hole in its outer end horizontal. Secure the stub axle with the plain washer (24) and nyloc nut (23).

3. Fit two nylon bushes (41) with a washer (41 A) beneath the flange, steel sleeve (39) and spring the rubber dust excluders (40) over the nylon bush flanges on the lower trunnion (42) (see Fig. 15).

4. Fit the rubber seal (43) to the vertical link (Fig. 16), screw the vertical link into the bronze trunnion (42) as far as possible, then unscrew it to the first working position.

Fig. 16. Fitting rubber seaJ to vertical link

Second Issue

SUSPENSION

4·109

NOTE: The L.H. threaded vertical link and trunnion must be fitted to the L.R. side of the vehicle and the R.H. threaded components to the R.H. side of the vehicle. The R.H. threaded trunnion has a reduced diameter at its lower end for identification (see Fig. 17).

5. Fit the, washers (4IB) and insert bronze trunnion (42) between the outer ends of the lower wishbone (35); retain in position with the bolt (46), washer (38) and nyloc nut (37). (Fig. 18).

6. Fit the brackets (1) and (2) (Fig. 19) to the inner eyes of the lower wishbone arms. Note that the bracket fitted to the front wishbone must have the longest portion below the chassis attachment stud centre line and the bracket fitted to the rearrnost wishbone arm must have its longest portion above the stud centre line.

7. Fit the ball joint assembly (16) between the outer ends of the upper wishbone arms (10) and (12) and secure with bolts (15), washers (19) and nyloc nuts (20).

4GYS91

Fig. 17. Identification of R.H. lower trunnion by reduced dia. at lower end

~RR~~~~~~-40 41

41A

Fig. 18.

Cross section of lower wishbone attachments to lower trunnion and damper/spring unit

Fig. 19. Positions of lower fulcrum brackets, (1) front, (2) rear

Second Issue

4·110

SUSPENSION

51

Fig. 20. Exploded disc brake components

8. Assemble the ball joint tapered shank to the vertical link (18) and fit the nyloc nut (22) and washer (21).

Fig. 21. Positions of Expandite Seal-a-Strip between disc brake caliper bracket and vertical link

9. Assemble the steering arm (28) and brake backing plate (47) to the vertical link (18). On disc brake models, assemble the dust shield and caliper bracket as shown on Fig. 21, sealing the dust shield to the vertical link and caliper bracket with Expandite Seal-a-Strip (105 S) Part No. 554420.

NOTE; Vehicles with Commission Nos. from G.A.99486 (Herald 1200), F.C.2393 (Spitfire), H.B.7082 (Vitesse) and G.D.215 (Herald 12/50) have a rubber seal (73), Fig. 33, fitted between the recessed face of the caliper bracket and the vertical link.

SUSPENSION

4·111

Secure the components with bolts (51), spring washers (49), nyloc nut (25) and a new tabwasher (48). Tighten the bolts and nyloc nut to the torques quoted on page 23. Secure the tabs against the two lower bolt heads as shown on Fig. 22.

10. Assemble and adjust the hub assembly as instructed on page 4·116.

Fig. 22. Locking tabs securing backing plate and steering arm bolts

Fig. 23. Fitting shims between lower irmer fulcrum bracket and chassis frame

Fig. 24. Upper and lower wishbone attachments

11 Secure the upper (10 and 12) and lower wishbone (35) and inner fulcrums (32) to the chassis and sub-frame, ensuring that the shim packs are correctly located between the fulcrum brackets and chassis frame as shown on Fig. 23. Do not tighten bolts 36, 11 and 33, Fig. 6, at this stage.

12. Assemble and fit the damper/spring unit to the front suspension as described on page 4'112.

13. Fit the tie rod end to the steering arm and secure with nyloc nut and washer.

14. Refit the brake drum or caliper assembly, ensuring that any shims between the caliper and bracket are refitted. Adjust the brake shoe clearance in the drum as described on page 3'208.

15. Lubricate the vertical link lower trunnion (see page 0·204).

16. Refit the road wheels and lower the vehicle to the ground. To allow the rubber bushes to assume their correct working position, load the car before tightening the inner fulcrum bolts (11 and 33) and the damper lower attachment bolt (36). Check the castor, camber and front wheel alignment.

Second Issue

4·112

SUSPENSION

Fig. 25. Anti-roll bar attachment to lower wishbone

Fig. 26. Spring and damper attachments to chassis sub-frame

Fig. 27. Removing spring and damper assembly from front suspension

Front Road Spring Assembly (Fig. 28)

Removal

1. Jack up front of vehicle and support on chassis stands.

2. Open bonnet.

3. Remove hub disc, wheel nuts and road wheel.

4. Disconnect anti-roll bar from lower wishbone.

5. Remove the three nuts (4) and washers (6) that secure the upper spring pan (7) to the chassis sub-frame (see Fig. 26).

6. Remove the nut (18), plain washers (17) and (15) and bolt (14) from the damper lower attachment eye.

7. Support the brake drum assembly and withdraw the road spring assembly, Fig. 27.

Fitting

1. Support the brake drum assembly and enter the road spring assembly from beneath, passing the three studs of the upper spring pan through the holes in the chassis subframe.

2. Secure the damper lower eye to the wishbone with the bolt (14), plain washers (15) and (I 7) and nyloc nut (18).

3. Secure the upper spring pan to the chassis sub-frame with three washers (6) and nyloc nuts (4). A packing piece is fitted between the upper spring pan and chassis sub-frame on the left-hand side of left-hand drive vehicles.

SUSPENSION

4·113

4. Attach the anti-roll bar to the lower wish-

bone (Fig. 25).

5. Fit road wheel, wheel nuts and hub disc.

6. Close bonnet.

7. Jack up front of vehicle, remove chassis stands and lower vehicle to ground.

Dampers (Fig. 28)

Removal

1. Remove road spring and damper assembly

2. Using a press, compress as many coils as possible of the road spring just sufficient to relieve the load from the damper top nuts, Fig. 29.

3. Remove the locknut (1), nut (2), washer (3) and rubber (5) from the top of the damper.

4. Carefully release the load from the road spring and withdraw the assembly from the press.

5. Withdraw the damper (11) from the upper spring pan (7) and road spring (10).

6. Remove the lower spring pan (12) and collets (13) from the damper (Woodhead-Monroe type only).

Refitting

1. Fit the washer (9) and rubber (8) to the top of the damper (11).

2. Fit the collets (13) and lower spring pan (12) to the damper (Woodhead-Monroe type only).

3. Extend the damper (11) and insert it into the road spring (10) and upper spring pan (7).

4. Using a press, compress the road spring sufficient to enable the completion of the damper attachment to the upper spring pan, Fig. 29.

5. Fit the rubber (5), the washer (3), nut (2) and locknut (1).

Locknut
2 Nut
3 Washer
4 Nyloc nut
5 Rubber bush
6 Washer
7 Upper spring pan 9
8 Rubber bush
9 Washer
10 Road spring
11 Damper
12 Lower spring pan
13 Collets
14 Bolt
15 Washer
16 Metalastik bush
17 Washer
18 Nyloc nut >-------1 1-------2 1-----4

4GY 17

Fig. 28. Exploded view of front road spring and damper assembly

Fig. 29. Using press S.4221A with adaptor S.4221A·5 to compress the front road spring

Second Issue

4·114

SUSPENSION

?---16

17

~

Fig. 30. Vertical link, steering arm and associated details

Vertical Link

Removal

1. Open bonnet.

2. Remove the two screws and the brake drum, or detach the caliper unit from its bracket (disc brakes).

3. Remove the grease cap, split pin, slotted nut, washer and hub assembly from the stub axle.

4. Release the locktabs, remove four bolts (50) and (51), tabwasher (48), washers and one nyloc nut (25) securing the brake backing plate (47) and steering lever (28) to the vertical link (18). On disc brake models remove the dust shield and caliper bracket. Remove the brake backing plate (47) and tie it to the chassis frame to prevent it hanging on the flexible hose.

Fig.31. Using tool No. S.165A to release top ball joint from vertical link

5. Remove the nyloc nut (22) and washer (21) and, using an extractor, separate the vertical link (18) from the tapered pin of the ball joint (16) as shown on Fig. 31.

Fig. 32. Removing rubber seal from vertical link

Second Issue

6. Unscrew the vertical link (18) from the trunnion (42) and withdraw the seal (43) see Fig. 32. The vertical link fitted t<} the 1efthand side of the vehicle has a left-hand thread and the vertical link fitted to the ~ight-hand side of the vehicle has a right-hand thread.

I

7. Remove the nyloc nut (23) and plaln washer (24) and, using a press, remove the stub axle (52) from the vertical link (18).

SUSPENSION

4·115

Refitting

1. Insert the stub axle (52) into the vertical link (18) with the split pin hole in its outer end horizontal. Fit the washer and nyloc nut securing the stub axle to the vertical link.

2. Fit the rubber seal (43) to the vertical link, Fig. 32. Screw the vertical link into the bronze trunnion as far as possible then unscrew it to the first working position, i.e., so that it does not bottom when the road wheel is turned to full front or back lock.

3. Insert the tapered pin of the ball joint (16) into the tapered hole in the top of the vertical link (18) and retain in position with the washer (21) and nyloc nut (22).

4. Untie the brake backing plate assembly from the chassis frame and locate it in position on the vertical link. Insert the steering lever (28) through the aperture in the vertical link (18). Retain the brake backing plate (47) or caliper bracket dust shield and steering lever (28) in position by fitting the tab washer, washers, bolts and nvloc nut. On disc brakes, seal the dust shield to the vertical link and caliper bracket with expandite seal-a-strip (l05 S) Part No. 554420.

Turn up tabs of the locking plate against the side of the bolt heads, Fig. 34.

5. Assemble and adjust the hub assembly as instructed on pages 4·116 and 4·117.

6. Adjust the brake shoe/drum clearance as instructed on page 3'208.

8. Lubricate the vel-tical link lower bronze trunnion as instructed on page 0'204.

9, Close bonnet.

Fig. 33. Exploded details of disc brake components

Fig. 34. Securing the heads of steering attachment bolts with lock tabs

Second Issue

4·116

SUSPENSION

Fig. 35. Cross section of Herald 1200 drum brake and hub assembly

Hubs

Removal

1. Remove the two screws and the brake drum, or detach the brake caliper unit (disc brakes).

2. Remove the grease cap (66), split pin (62) slotted nut (61) and washer (60) then pull the hub assembly from the stub axle.

Dismantling

1. Remove the outer roller bearing inner member (59) from the hub.

2. Using a soft metal drift, tap the inner roller bearing inner member (55) and felt seal assembly (53) and (54) from the hub (57).

3. Tap the outer rings (56) and (58) of the outer and inner roller bearings from the hub.

4. If necessary, remove the bolts (69), Fig. 37, and detach the disc (65) from the hub (57).

Assembly

1. Obtain' the correct adjustment by assembling the hub bearings dry, as follows :-Press the roller bearing outer rings (56) and (58) into the hub until they contact their respective seatings. Fit the bearings and the hub to the stub axle and retain by the washer and the slotted nut. Whilst rotating the hub by hand, tighten the nut only sufficiently to remove slackness. Slacken the nut back to the nearest split pin hole and record its position by marking the washer and the nut.

2. Remove the hub assembly and pack the space between the outer rings with grease and smear grease over the outer rings.

3. Coat the rollers of the inner roller bearing inner member (55) with grease and insert it into its outer ring.

53 54

55

56

66

58

59

60 61 62

4GY63

Fig. 36. Exploded view of drum brake hub bearing details

Second Issue

SUSPENSION

4'117

4. Tap the felt seal retainer (54) into the hub.

Oil the felt seal (53), squeeze out surplus oil and fit the seal to the retainer (54). On disc brake models ensure that the disc registers are clean and free from burrs before fitting the disc to the hub, and securing with bolts and spring washers.

5. Fit the hub assembly to the stub axle.

6. Coat the rollers of the outer roller bearing inner member (59) with grease and insert it into its outer ring in the hub (57).

7. Fit the washer (60) and slotted nut (61), tightening the nut until the marks correspond. Secure the nut with a new split pin and refit the grease cap.

8. Fit the brake drum and retain with two screws, or refit the caliper unit.

Adjustment in Service

1. Whilst spinning the hub, tighten the slotted nut to 5 lbjft. (0·7 mkg.) then unscrew the slotted nut one flat to give 0.002" to 0.008" (0·05 mm. to 0·2 mm.) end float of the hub.

Fig. 37. Cross section of disc brake and hub assembly

DIOJ

62

I

fir

60 61 66

Fig. 38. Exploded view of disc brake hub bearing details

Second Issue

4·118

SUSPENSION

2

I J£II

!~

3 4

4GY62

1 Nyloc nut 2 Link

3 Plain washer

4 Nyloc nut

5 Anti-roll bar 6 Nyloc nut

7 "U" bolt

8 Plain washer 9 Rubber bush

10 Clamp

11 Plain washer 12 Stud

Fig. 39. Exploded details of anti-roll bar

Anti-Roll Bar

Removal

1. Removethenylocnuts(4)and plain washers (3).

4. Tighten all nuts with the vehicle in the static laden condition.

2. Remove the nyloc nuts (6), plain washers (8), clamps (10) and "U" bolts (7) and withdraw anti-roll bar (5). If necessary remove the nuts (1), washers (11) and detach links (2) from anti-roll bar (5).

Replacement

1. Fit the clamps over the rubber bushes (9) on the anti-roll bar (5) and attach to the chassis crossmember with "U" bolts (7), plain washers (8) and nyloc nuts (6).

2. Assemble the links (2) to the anti-roll bar (5) with washers (II) and nuts (I).

Fig. 40. Anti-roll hal' link attachments to lower suspension wishbone

3. Engage the links in the lower wishbone bracket and fit the nyloc nuts (4) and plain washers (3).

SUSPENSION

4·119

REAR SUSPENSION

Before carrying out any work on the rear suspension, jack up the rear of the vehicle and support it on chassis stands. Remove the road wheels.

REAR ROAD SPRING

To Remove

1. Disconnect each brake hose from its steel pipe and chassis bracket by unscrewing the union nut (56), Fig. 41, and removing the nut (58) whilst holding the flexible pipe (57).

2. Disconnect the handbrake cable (64) from the backplate lever by withdrawing the clevis pin (61). Disconnect the spring (63), Fig. 42.

3. Jack up the vertical link (10), as shown on Fig. 43, to relieve the dampers of load. Remove nuts (47), bolts (43), Fig. 45, and disconnect the axle shaft couplings.

4. Slacken the damper upper attachment bolt (44), Fig. 41, remove the nyloc nut (13) and washer (14) from the lower attachment and pull the damper (9) clear of its lower fulcrum. Remove the jack from the vertical link.

5. Supporting the vertical link (10), remove the bolt (46) from the road spring eye as shown on Fig. 46.

6. Take out the rear seat and squab and remove the spring access cover.

7. Remove the six nyloc nuts (4), plain washers (5), detach the spring clamp plate (3) and unscrew the three rear studs (42) from the axle casing (Fig. 47).

8. Withdraw the road spring from the vehicle (Fig. 48).

Fig. 41. Rear suspension, vertical link, brake pipe and damper attachments

Fig. 42. Handbrake connections

Fig. 43. Using jack beneath vertical link

Second Issue

REAR SUSPENSION DETAilS

SUSPENSION

4·121

RADIUS ARMS

To Remove

Proceed as for removal of dampers, adjusting the jack beneath the vertical link (10) until the radius arm attachment bolts (33) and (50) can be easily withdrawn.

If the rubber bushes (41) are perished, worn or cut, use a press to remove them, and press in new bushes. If the radius arm chassis attachment brackets (34) are removed, ensure that on re-assembly the same number of shims (35) are refitted.

To Refit

Refit the radius arm (32), tighten the attachment bolts and nuts (50) and (28), (33) and (40), remove the jack from the vertical link.

Rear Wheel Alignment

Check, and if necessary, adjust the rear wheel alignment. Removing an equal number of shims from both sides (35) Fig. 44 increases the rear wheel toe-in and the addition of shims decreases the rear wheel toe-in.

Fig. 48. Removing road spring

Fig. 49. Radins arm attachment

Fig. 50. Jacking vertical link

Third Issue

4·122

SUSPENSION

Fig. 51. Axle shaft universal joint connections

Fig. 52. Removing steel bush from nylon bushes in trunnion housing

Fig. 53. Sectioned view of trunnion bushes

VERTICAL LINK ASSEMBLY

To Renew Trunnion Housing Bushes

1. Jack up under the vertical link to relieve the damper of load as shown on Fig. 50.

2. Disconnect:-

- the brake hose (57) from its steel pipe and chassis bracket;

- the handbrake cable (64) from the backplate lever, and return spring (63) Fig. 42;

- the axle shaft coupling, Fig. 51 ;

- the radius arm from the vertical link.

3. Remove the damper (9), lower and remove the jack.

4. Supporting the brake assembly, remove the bolt (46) from the road spring eye, Fig. 46, and place the brake/axle shaft assembly on a clean bench.

5. Remove the bolt (31), Fig. 44, and withdraw the vertical link (10) from the trunnion housing (26). Remove the steel bush (29), Fig. 52.

6. Examine and if necessary replace the seals and bushes as Fig. 53.

NOTE: Sufficient grease (Shell, Retinax "A" or approved alternative) must be used during assembly of these bearings to ensure that the space around the bearings is full.

7. Fit the vertical link assembly (0) to the trunnion housing (26) and to the road spring eye bush (1). Do not, at this stage, fully tighten the spring eye bolt (46).

8. Jack up beneath the vertical link and fit the damper (9), radius arm (32) and the axle shaft coupling (45).

9. Place a trolley jack under the differential casing, remove the chassis stands and, with the vertical link supported at its running height, load the car and lower its rear end until the axle shaft assumes its static laden operating position. This is to allow the rubber bushes to assume their correct working position before tightening the nuts (11), (8), (13) and (28).

10. Connect the brake hose and handbrake cable.

Adjust and bleed the brakes.

Third Issue

SUSPENSION

4·123

ASSESSMENT OF ACODENTAL DAMAGE

The following dimensioned illustrations assist in the assessment of accidental damage.

It is suggested that any components which have sustained damage or are suspect in any way, should first be removed from the vehicle as instructed, then cleaned and accurately measured on a surface table.

The measurements obtained should then be compared with those given in the appropriate illustration and the serviceability of the components determined

Dimension Ins. _l
5·19 131·8 mm.
2 1·88 47·75
3 10·13 254·33
4 5·88 149·35 "
5 1·5 38·1 I Fig. 60. Lower wishbone arm assembly

Dimension 1

2

3

Ins. 1·5 7 2'13

38·1 mm. 177-8

54·1

Fig. 61. Upper wishbone arm

r-1-'~:----2

(£4

Third Issue

4·124

SUSPENSION

@2~',II)tf

up to and including the following commission I

numbers:-

Spitfire Herald 1200 .. 12/50 ..

FC 15575 GA 127238 GD 12253

4GYB

6

"~
\
Dimension Ins. mm.
1 4·375 111·13
2 1·26 32
3 1·107 28·12
1·117 28·37
4 0·955 24·26
0·965 24·51
5 2·543 64·59
2·553 64·84
6 0·914 23·2
1 0·5 12·1
Fig. 63. Right-hand steering lever (late type)
Fitted from the following commission
numbers (inclusive):-
Spitfire FC 15516
Herald 1200 .. GA 127239
Herald 12/50 GD 12254
Herald 13/60 All models
~, E532

FRONT

RE_AR

f-4---2 ---~

C6lS

Dimension Ins. mm.
1 4·375 111·13
2 0·99 25·14
3 0·39 85·32
4 0·361 9·32
0·377 9·57
5 1·936 49·11
1·94 49·28
6 0·31 7·87
7 0·5 12·7 Fig. 62. Right-hand steering lever (early type, now used on Vitesse only)

Dimension Ins. mm,
1 3·25 82·5
2 3·13 79·5
3 f 1·445 36·7
l 1·460 37-1
4 0·74 18·8
Fig. 64. Lower wishbone fulcrum bracket Third Issue

SUSPENSION

4·125

Dimension 1

2

Ins. 1·83 0'335 0·345 0·875 0'245 0·255 5·44 0·963 0·973 0·9995 1·0005 0'13 2'25 4·44 3·12 3·13 1·936 1·940

mm. 46·48 8'51 8·76 22·2

6·22 6·48

138·18 24·46 24·7 25'387 25·413

3·3 57-15

112·8 79·25 79'5 49·17 49·28

13 9 degrees

14 2 degrees

For Vitesse, dimension 7 is 1 ·062/1 ·063 in. (26'975/27'000 mm.).

Fig. 65. Vertical link (early Herald type, now used on Vitesse only)

3 4

5 6

7

8 9 10 11

12

Dimension 1

Ins. 1·83 0·825 0·815 0·875 0·245 0·255 5·44 1·6257 1'6242 0·9995 1·0005 1·94 2·25 4·44 3·2515 3'2485 1'964 1·960

mm. 46·48 20·955 20·701 22'2

6·22 6·48

138·18 41·293 41·255 25·387 25·4l3 49·28 57·15

112'8 82·588 82·512 49·88 49'78

13 9 degrees

14 2 degrees

Fig. 66. Vertical link (late type)

2 3 4

5 6

7

8 9 10 11

12

Dimension

Ins.

12'5 317·5 mm.

Fig. 67

Spitfire Rear suspension radius rod.

-------

•

Cb!3

Dimension

Ins. 15·88

403·3 mm.

Fig. 68. Herald 1200. 12/50, 13/60 and Vitesse rear suspension radius rod

4GY6

Second Issue

4·126

SUSPENSION

Dimension Ins. mm.
1 6'185 15H
to 6·195 to 157·35
2 8·185 207·9
to 8·195 to 208·15
3 2 50·8 Fig. 69. Rear suspension vertical link plate assembly

Dimension Ins. mm.
1 14 degrees
2 1·44 36·58
3 1'06 26'92
4 1·182 30·02
1·192 30'28
5 0'38 9·65
6 2·13 54·1
7 0·75 19·05 Fig. 70. Rear suspension radius rod chassis bracket

3 LRE======~=*~klb

4GY2

Third Issue

STEERING

4·201

1 8·715" (221·36 mm.) 2 1·42" (36·07 mm.)

3 3·325" (84·45 mm) 4 0·875" (22·23 mm.)

5 16·875" (428·63 mm.) 6 12·78" (324·62 mm.)

Fig. 1. Steering unit dimensions

STEERING MEASUREMENTS AND ADJUSTMENTS

Before carrying out measurements and adjustments on the front suspension and steering, inflate the tyres to the correct pressures and position the vehicle on a smooth, level surface. Place a load of 150 lb. (68 kg.) on each seat.

A. Checking Steering Locks

NOTE: The back and front lock angles are equal to each other only when the wheels are set at 20° from the straight-ahead position. Position the front wheels on Weaver or

similar wheel turning gauges, and place wood blocks of equivalent thickness to that of each gauge under the rear wheels.

Set the front wheels straight ahead and zero the gauges. Turn each wheel to 20° front lock and read the opposite gauge. Repeat the procedure with 20° back lock. If the front and back lock angles do not conform to 20°, damage to suspension components must be assumed.

B. Lock Stop Adjustment

Limitation of the steering lock is controlled by the locknut (33) Fig. 4, contacting the rack tube. Thus dimension (3) Fig. 1 is particularly important. Providing that this dimension is accurate and the steering unit is centrally mounted on the chassis, correct steering locks should result.

C. Track Adjustment (Figs. 2, 3 and 4)

Centralize the steering unit and measure the front wheel alignment, using Dunlop or similar wheel alignment equipment. If adjustment is required, slacken the locknuts (43) Fig. 4, the clips (42) and rotate the tie-rods (38) until alignment is correct. Note the reading. Roll the vehicle forward to rotate the wheels 180°, and take a second reading. Adjust the tie-rods to a mean of the two readings thus allowing for wheel rim run-otit.

Tightel the tie-rod locknuts and gaiter clips.

Fig. 2. Using Dunlop optical wheel alignment gauge

Fig. 3. Tic-rod end locknut and gaiter clip

I

EXPLODED STEERING UNIT

STEERING

4·203

Castor and Camber Measurement

The following instructions for measuring castor and camber are applicable to the Weaver instrument.

Run the front wheels on to Weaver or similar wheel turning radius gauges as shown on Fig. 5 and place wood blocks of equivalent thickness to that of each gauge under the rear wheels. Zero the gauges with the front wheels in the straight ahead position.

Remove the hub cap from the hub. Ensuring that the split pin does not foul it, place the spacer washer (4), Fig. 5, with flange outwards, and engage the claws of the adaptor (3) on the stub axle thread between two of the nut slots. Secure the spirit level unit (1) to the adaptor and tighten the knurled nut (2).

With the wheels in the straight ahead position, measure the camber from the L.R. Scale.

Turn the wheel to 20° back lock and zero the bubble on the R.R. scale.

Turn the wheel to 20° front lock and read the castor angle from the R.R. scale.

Repeat the operations on the opposite wheel.

Compare the camber and castor angles with those given on page 4·102. Appreciable differences indicate distorted suspension components, worn suspension bushes or settled front springs.

Castor and Camber Adjustments

Adjustment of camber and castor angles is accomplished by altering the number of shims assembled between the chassis and the lower inner fulcrum brackets.

Before adjustments are made, jack up under the spring to relieve side loading on the fulcrum brackets. Loosen the bracket from the chassis to permit manipulation of the shims.

After each adjustment is made, tighten the brackets to the chassis, remove the jack and measure the angles.

Castor Angles

To decrease, add shims to the front bracket or remove shims from the rear.

To increase, reverse the procedure.

Camber Angles

To decrease, add an equal number of shims to both brackets.

To increase. reverse the procedure.

1 Spirit level

2 Knurled nut 3 Adaptor

4 Spacer

washer

5 Rub cap 6 Turning gauge

Fig. 5. Weaver Measuring Equipment

Fig. 6.

Using Weaver equipment to measure castor angle

Fig. 7.

Positioning of shims between fulcrum bracket and frame

4·204

STEERING

Steering Unit

Removal (Fig. 8)

1. Remove item (9) from the coupling (7).

Disconnect the earth strap, secured by item (28) at one end, from the bolt securing it to the chassis frame.

Fig. 8. Steering unit attachments

Fig. 9. Releasing tie-rod end with tool No. S.160

Fig. 10. Engine mounting bolts "A"

2. Referring to Fig. 9, extract the tie-rod ends from the steering arms, after removing the securing nuts and washers.

3. Referring to Fig. 4, remove in the following order, items (24), (23), (20) and (21).

4. Using a sling and hoist, relieve the vehicle of the weight of the engine, and remove the bolts (A) Fig. 10; then raise the engine approximately 1" (19 mm.) (Vitesse only).

5. Move the steering unit forward to disengage the coupling from the steering column, and manoeuvre the unit from the vehicle, via the valance aperture on the driver's side.

STEERING

4·205

Refitting

1. Referring to Figs. 1 and 11, ensure that the steering unit is assembled to the dimensions given.

2. Rotate the pinion shaft from lock to lock, counting the number of revolutions. Turn the pinion shaft back half this number of rotations; thus centralizing the rack in relation to the pinion.

3. Position the steering wheel in the straight ahead position, i.e., with the spokes horizontal and beneath the wheel boss centre.

4. Manoeuvre the steering unit through the wing valance aperture on the driver's side of the vehicle (Herald and Vitesse) and engage the steering column in the flexible coupling.

5. Fit the rubber bushes (21) to the steering unit.

Assemble the "U" bolts (20) as shown on Fig. 11 and loosely secure them with the plates (23) and nyloc nuts (24).

6. Push the "U" bolt assemblies outwards until a i" (3'175 mm.) clearance exists between the flange plates welded on the rack tube and the retainers welded to the "U" bolts.

7. Hold the "U" bolts in the position achieved in (6), whilst an assistant slides the plates (23) inwards to abut their flanged faces against the chassis frame flange. Tighten the nuts.

8. Fit the nyloc nut (8) and bolt (9) to the steering coupling (7).

9. Re-connect the earth strap from the steering unit to the chassis frame.

10. Refit the tie-rod ends (44) to the sreering arms and secure with plain washers (18) and nvloc nuts (19).

11. Check the front wheel alignment as described on page 4·201.

A Distance between flanges must be iN (3-17 mrn.)

B Flange of item (23) must contact innermost flange of frame.

20 "U" bolt

21 Rubber bush 23 Locating plates 24 Nyloc nuts

41 Rubber gaiter

45 Steering column earth cables 46 Engine earth cable

Fig. 11. Steering unit attachments

Fig. 12. Tie-rod attachments

Second Issue

4·206

STEERING

32

Steering Unit (Fig. 4) Dismantle

Release the clips (42) and (40), and slide both bellows towards the outer ball joints. Slacken the locknuts (33) and unscrew both outer tie rod assemblies from the rack (32). Withdraw the coil spring (36) from each end of the rack.

Release the tabwasher (35), unscrew the sleeve nut (34) and remove the tabwasher (35), shims (26) and cup (37). Slacken the locknuts (43) and unscrew the outer ball joint assemblies (44) from the tie rods (38).

Remove the locknuts (43), rubber bellows (41), clips (42) and cup nut (39) from each outer tierod (38).

37

Fig. 13. Tie-rod inner ball joints

22

Remove the locknuts (33) from the ends of the rack. Unscrew the cap (27) and remove the shims (29), spring (30) and pressure pad (31) from the housing.

Fig. 14. Pinion thrust pad assembly

Fig. 15. Pinion assembly

Remove the circlip (10) and withdraw the pinion assembly, taking care not to lose the dowel peg (5). Remove the retaining ring (11), shims (12), bush (13) and thrust washer (14). Detach the rubber "0" ring from the annular groove in the retaining ring (11).

Withdraw the rack (32) from the tube (25) and remove the thrust washer (16) and bush (17) from the pinion housing.

'-.-

STEERING

4·207

Assembly

Insert the rack (32) into the tube (25) and place the bush (17) and thrust washer (16) into the pinion housing.

Adjust the pinion end float as follows:-

1. Assemble the thrust washer (14), bush (13) and retaining ring (11) to the pinion (15). Insert the assembly into the pinion housing and secure the pinion with the circ1ip (10).

2. Mount a dial gauge on the tube as shown on Fig. 17. Push the pinion down to its limit and zero the dial gauge. Lift the shaft until the retaining ring contacts the circlip and note the dial reading. This represents the total pinion shaft end float. Remove the circ1ip (10) and withdraw the pinion shaft assembly. Remove the retaining ring (11) and renew its rubber "0" ring.

3 Make up a shim pack to give minimum end float consistent with free rotation of the pinion shaft. Shims are available in 0·004" (0·102 mm.) and 0·010" (0·254 mm.) thickness.

4. Assemble the shim pack (12) and retainer ring (11) to the pinion. Re-insert the assembly into the housing and finally secure it by fitting the dowel (5) and circlip (10).

15

Adjust the pinion pressure pad as follows:-

5. Fit the plunger (31) and cap nut (27) to the rack tube (25). Tighten the nut to eliminate all end float and, using feeler gauges, measure the clearance between the nut and the rack tube faces as shown on Fig. 18. Remove the cap nut (27) and plunger (31).

6. Make up a shim pack equal to the cap housing clearance plus 0·004" (0·1 mm.) nominal end fioat.

7. Pack the unit with grease and assemble the cap nut (27), shim pack (29), spring (30) and plunger (31) to the housing (25) and tighten the cap nut.

8. When the unit is correctly adjusted, a force of 2 lb. (0·91 kg.) is required to rotate the pinion shaft at a radius of 7·9" (20·3 cm.) see Fig. 19. Check and re-adjust the unit, if necessary, by adding or subtracting shims from beneath the cap nut (27).

Fig. 16.

Cr ss-section through st ring unit

Fig. 17. Measuring pinion end float

Fig. 18. Using feeler gauge to determine shim thickness required under cap nut

Fig. 19. Measuring load required to rotate pinion

EXPLODED ARRANGEMENT OF STEERING COLUMN

STEERING

4·209

Assembling and Adjusting Tie-rod Inner Ball Joints

1. Slide the cup nut (39) over the tie-rod (38) and insert the cup (37) into the cup nut (39).

2. Position the lock tab (35) over the sleeve nut (34) and screw this fully into the cup nut (39). With the cup nut held in a vice, move the tie-rod (38) axially to determine the approximate shim pack thickness required. Remove the assembly from the vice and remove sleeve nut (34).

3. Prepare a shim pack (26) in excess of the estimated ball end movement and insert this in the cup nut behind the cup (37).

4. Screw the sleeve nut (34) with lock tab (35) fully into the cup nut (39).

5. Using feeler gauges, measure the gap between the sleeve nut flange, lock tab (35) and cup nut face (39). This dimension, plus 0·002" (0'05 mm.) is the amount by which the trial shim pack must be reduced to give correct ball end movement.

6. Dismantle the ball joint and re-assemble it with the correct shim pack determined in (5). Test adjustment by applying a load of 1 t lb. (0'681 kg.) at the outer end of the tie-rod (38), when the tie-rod should articulate freely. If necessary, adjust the shim pack until correct operation is obtained. Shims are obtainable in 0·002" (0'05 mm.) and 0·010" (0'254 mm.) thickness.

7. When adjustment is correct, lock the assembly by bending the lock tab (35) over the sleeve nut (34) and cup nut (39).

Refitting Ball Joint to Steering Rack

1. Screw the locknut (33) on to the end of the rack (32) so that its position corresponds with dimensions 3 + 4 + 5 + 3 on Fig. 1, i.e., 24-40" (619'76 mm.) between inner locknut faces.

2. Insert the spring (36) into the end of the rack and screw the ball joint assembly as far as possible up to the locknut (33).

3. Repack the bellows (41) with grease (t oz.

Retinax "A" from dry) before securing them in position with clips (42) and wire (40).

4. Fit the locknuts (43) and outer tie-rod ends (44) to the tie-rods (38), adjusting them so that they correspond with dimensions 1 + 2, Fig. 1, i.e., 10·13' (257·43 mm.).

32

33

Fig. 21. Tie-rod coupling details

4·210

STEERING

Fig. 22. Steering column lower coupling

Fig. 23. Steering column attachments (HERALD 1200, 12/50 AND VITESSE)

Fig. 24. Removing flasher and lighting switches

Fig. 25. Using Tool No. 83600 to remove steering wheel

STEERING COLUMN

Removal

1. Remove the bolt (9) from the steering coupling (7), Fig. 22.

2. Disconnect the steering head cables at their snap connectors beneath the facia, and note the colours to facilitate re-assembly.

3. Referring to Figs. 20 and 23, remove the outer column support clamp (48) (lower) and the lower portion of the steering column upper clamp (53).

NOTE: On Spitfire models remove the driver's side glove box to obtain access to the nuts.

4. Withdraw the steering column assembly from the vehicle.

To Dismantle

l. Remove the cable trough (51).

2. Prise the horn push assembly (63) from the steering wheel boss and withdraw the contact brush (61).

3. Remove the switch covers and detach each switch from the column (Fig. 24).

4. Remove the bolts (35), spring washers (36), and detach the halves ofthe impact clamp (37) and (24). Withdraw the lower column (9) downwards and detach the nylon washer (38). Remove the upper inner column (39) with the steering wheel (59) in an upwards direction.

5. Hold the column (39) in the protected jaws of a vice and remove the nut (62) and spring clip (60). Use an extractor as shown on Fig. 25 to remove the wheel from the column.

Second Issue

STEERING

4·211

6. Remove the ODd "'P I (40) and depress the protrusions on the jbber bushes (43) and (55) as shown on Fig. 126. Using a length of bar, eject the bushes from the outer column (44). Remove the metal inserts (42) and nylon bushes (41) from the rubber bushes.

Re-Assembly

1. Assemble the nylon bush (41) and steel sleeve (42) to each rubber bush (43) and push the assembly into the bottom of the outer column (44) engaging the locating lugs with the holes as shown on Fig. 27. Ensure that the metal reinforcement ring at the end of the bush is oositioned towards the lower end of the column, Repeat the procedure with the upper bush assembly.

2. Fit the end cap (40) to the lower end of the column (44).

3. Fit the steering wheel to the inner column (39), aligning the direction indicator cancelling lugs on the column to correspond with the steering wheel spokes as shown on Fig. 28. Fit the clip (60) and secure with the nut (62). Peen the metal of the nut to the inner column to prevent it unscrewing.

NOTE: When replacing an old flasher switch with a new switch, the new canceIlation clip and setscrew must also be fitted.

4. Insert the inner column (39) into the outer column (44), taking care not to dislodge the bushes.

5. Pass the cables of the direction indicator and lighting switches through the apertures in the upper end of the outer column, and fit the switches and covers.

6. Insert the horn contact plunger (61) into the steering wheel boss and fit the horn button assembly (63).

7. Fit the lower column (9) and assemble the impact clamp (37). leaving the bolts (35) slack at this stage.

Fig. 26. Protrusions on rubber bushes and corresponding holes in steering column

42

41

Fig. 27. Steering column bush assembly

Fig. 28. Position of direction indil'ntor cllncelling Jngll in relation to the steering wheel

4·212

STEERING

Fig. 29. Tightening lower column clamp nuts

Fig. 30. Reconnecting cables at snap connectors

Fig. 31. Exploded view of steering column impact clamp

To Refit the Column Assembly

1. Fit the steering column assembly to the vehicle, passing the column through the rubber grommet in the bulkhead.

2. Fit the cable trough and the lower half of the upper support clamp (53).

3. Fit the lower clamp (48) with felt (49) and secure with nuts (47) and washers (45) and (46).

4. Position the steering wheel at the desired height and tighten the clamps (53) and (48).

5. With the steering wheel and road wheels in the straight ahead position, engage the lower column (9) with the steering coupling and secure with the pinch bolt (6) and nut (4).

6. Re-tighten the bolts (35) on the impact clamp (37). Using a socket key tighten the screw (22), Fig. 31, by hand as much as possible without bending the wrench. Tighten the locknut (23).

NOTE: The column will be unable to telescope if adjusted to its lowest position.

7. Re-connect the horn, traffic indicator and lighting cables at the snap connectors and re-clip the cables beneath the facia.

8. Refit the driver's side glove box, if previously removed.

COLUMN ALIGNMENT SPITFIRE ONLY

To align the steering column in relation to body mounting, limited adjustment is permitted by slots in items (17) and (29), Fig. 20.

STEERING

4·213

STEERING

Steering Geometry and Suspension Geometry

The term "steering geometry" refers to the layout of the steering mechanism and any of its dimensions, linear or angular, which contribute to the required behaviour of the steering system. The steering system is always designed to comply with the specification of the front suspension, in order that the best possible steering behaviour is obtained under all conditions.

For example, Toe-in and Camber are classed as suspension geometry; K.P.I. and Castor are classed as steering geometry.

Departure from any steering/suspension dimensions may result in unsatisfactory steering and/or abnormal wear of tyres, steering and suspension components.

NOTE: Poor steering and tyre wear is often caused by unbalance of the tyres themselves.

To avoid using jigs for rear wheel alignment,

it is recommended that optical equipment (e.g., Optiline, Optofiex, etc.) be used, enabling the front and rear wheels to be aligned simultaneously. This equipment projects a beam of light in a plane at right angles to each individual wheel axle, on to a graduated screen. The various angles and dimensions may be read directly and accurately off the screens.

Steering Axis Inclination (Fig. 32)

This is the angle in front elevation between the steering axis "A" and the vertical line "B". The steering axis is the continuation of the lower trunnion centre line through the centre point of the upper ball swivel, and it is about this axis that the wheel pivots as it is turned for control of vehicle direction.

Camber (Fig. 32)

Positive camber is the amount in degrees that the front wheels are tilted outwards at the top "C", from the vertical line "B".

Castor (Fig. 33)

Castor is the angle in side elevation between the steering axis "A" and the vertical line "B". It is considered positive when the steering axis is inclined rearwards.

Wheel Alignment

To ensure parallel tracking when the vehicle is moving, the recommended static setting is parallel to io" (1·6 mm.) toe-in.

Fig. 32. Steering axis inclination and camber angle

E432

Fig. 33. Castor angIe

4·214

STEERING

\

\

Fig. 34. Showing the relative angles of the front wheels when making a turn

Turning Radius Angles

Toe-out on Turns (Fig. 34)

This is the alignment of the front wheels relative to each other as they are turned to the left or right.

To eliminate scuffing when the vehicle is making a turn, each front wheel must be at right angles to the radius from its point of contact with the road to the centre of the turning circle. Thus the inner wheel toes-out relative to the outer wheel.

Unfortunately, using simple steering mechanisms, it is not possible to obtain the exact toe-out at every position through the complete turn from straight-ahead to full lock. However, scuffing can be minimised by careful positioning of the steering components.

Static Laden

The steering dimensions illustrated on Figs. 32 and 33 apply to a vehicle when static laden.

This condition is obtained by placing a 150 lb. (68 kg.) weight on each front seat and two similar weights on the rear seat.

Inside Wheel

Outside Wheel

OPTICAL ALIGNMENT EQUIPMENT

General Recommendations

To obtain the greatest accuracy from optical alignment equipment, it is necessary to comply with the following instructions:-

(a) Assemble the equipment in accordance with the manufacturer's instructions.

(b) Set the screen parallel and at right angles to a level floor.

(c) Set the car square to the screen with the centre of the front wheels 5 ft. 7 in. from the face of the screen.

(d) Adjust the tyre pressures and load the vehicle to the static laden condition.

20 degrees 50° 30' max.

20 degrees 48° max.

WH TE

I lINES.4 WIDE ~-
PAINTED AS SHOWN~
/ \ B,lo'
I : \ :
--t---- !-- -- i-=-
/1 II
I I
li I
4' 6"
~ I
I
u- _J

i 5' 7"

---TO FACE OF SCREEN

2' 6-

II' 6"

E_40~

Fig. 35. Suggested floor markings relative to the optical screen face

STEERING

4·215

Attaching the Projectors

Attach the wheel clamps by resting the lower support (6) on the edge of the wheel rim and pushing the upper support (4) until the cut-screws touch the inside of the upper wheel rim. Whilst pressing the upper support against the wheel rim edge, turn the cam lock (3) to secure the clamp.

Jack up the front wheels and ensure that the wheel clamp is clear of obstructions when rotating the wheel. Loosen the projector cam lock (5) centre the projector pivot (7) on the rods and retighten the cam lock (5). Slide the projector on to its pivot and tighten the clamping bolt (9). Repeat the procedure on the opposite front wheel.

Compensating for Wheel Run-out

The projector pivot mountings are provided with three large diameter milled edged compensating screws (2) for adjusting the projector beams to the true axis of the road wheels. Compensation for wheel run-out is effected as follows:-

Connect the projectors to the control panel and, by Sliding the telescopic projector lens (8) backwards or forwards, focus the light beam on the vertical line trueing scale immediately above the mirror hole in the screen.

Slacken the projector clamp screw (9) and, holding the projector (10) to keep the light image within the trueing scale, slowly rotate the road wheel. Note the extent of movement made by the light image across the scale and stop turning the wheel when the image reaches one extreme position.

Adjust the rearmost compensating screw (2) to bring the image to the centre of its movement. If two screws point to the rear, adjust both evenly. Repeat as necessary until the light image remains laterally stationary during wheel rotation.

Lower the wheels on to the centre of the turntables and apply the brake pedal depressor. Take hold of the bumper and jolt the car up and down a few more times. Unlock the turntables and jolt the car a few more times.

Fig. 36. Projector attachment

Fig. 37. Checking wheel run-out

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Fig. 38. Aligning mirrors to re-direct light image to the toe-in scale

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Fig. 39. Checking front wheel camber angle

TAKE CARE TO ENSURE THAT THE SCREENS REMAIN IN THIS POSITION FOR ALL FURTHER OPERATIONS.

Toe-in

To check toe-in condition, aim the light image at the centre of the mirror and, by tilting the mirror up or down, re-direct and focus the image on to the toe-in scale (1), Fig. 36, attached to the top of the projector. Turn the steering to align the light image with the zero line on the scale. In this position the road wheel is at right angles to the mirror.

Aim the opposite projector at the centre of its mirror and focus the reflected image on the toe-in scale. A direct reading of the toe-in condition can now be read from this scale.

Centre Steering

When toe-in checks have been completed, turn the steering to equalize the readings on both projector toe-in scales and check the position of the steering wheel spokes. These should be perfectly horizontal.

Camber - Straight ahead position IMPORTANT: Before taking a camber reading it is essential that the wheel is in the straight-ahead position (this applies for both L.H. and R.H. front wheels).

To check the camber of either front wheel, aim the light image at the centre of the mirror and, by tilting the mirror up or down, re-direct and focus the image on to the toe-in scale attached to the top of the projector. Turn the steering to align the light image with the zero line on the scale. In this position the road wheel is at right angles to the mirror.

By traversing the screen horizontally and tilting the projector, aim and refocus the light image on the measuring cross below the mirror. Tilt the projector to bring the image into the camber scale and note the reading.

Repeat the procedure on the opposite wheel.

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Fig. 40. Checking toe-out on turns

King Pin Inclination and Castor (Fig. 41)

Turn the wheel inwards and tilt the projector to focus the light image on the lower measuring cross (Position 1). Tilt the projector to bring the image into Position 2 and note the reading on the Castor index scale.

Tilt the projector to focus the image on the measuring cross (Position 3) and tighten the projector clamping screw. Turn the wheel 20° outwards and note the reading on the K.P.I. scale (Position 4).

Slacken the projector clamping screw and, by turning the road wheels and tilting the projector as necessary, focus the light image on the lower Castor index scale (Position 5) to the same value noted in Position 2.

Tilt the projector to bring the image into Position 4 and note the reading on the Castor scale.

Toe-out on Turns (Fig. 40)

Turn the L.R. wheel inwards and focus the light image on the mean measuring cross on the 20° line nearest the inner edge of the L.R. screen. Tilt the projector on the opposite wheel and focus the light image on the base line of the Toe-out scale, nearest to the outer edge of the R.H. screen.

This will indicate R.B. wheel toe-out on turns.

Fig. 41. Measuring castor and king pin inclination

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Fig. 42. Scales fitted to the rear wheels

Fig. 43. Centralising the front measuring rod

Fig. 44. Centralising the rear measuring rod

Fig. 45. Checking rear wheel toe-in

Rear Wheel Toe-in

Attach wheel clamps and scales to the rear wheels by following the procedure on page 4'215, for "attaching the projectors", but substituting scales for projectors.

Turn the projectors on the front holders through 1800 until the beams of light appear on the scales mounted on the rear holders. Turn the steering wheel until the same reading is obtained on both right and left rear wheel scales.

Mount the distance rods onto the measuring rods; place the assemblies on the floor in front and behind the rear axle with the distance rod plates resting against the wheels.

Focus both beams of light onto the front measuring rod scales, move measuring rods sideways until the same reading is obtained on the right- and left-hand scales; repeat this operation for setting the rear measuring rod.

Remove the projectors from the front holders and fit them in place of the rear wheel scales on the rear holders. Focus the beam of light on both front and rear measuring rods in turn, taking note of the readings obtained; by subtracting one from the other a toe-in value is obtained for each rear wheel.

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Rear Wheel Camber (Fig. 46)

1. With the projectors mounted on the rear holders, focus the beam of light onto the main screens and, by traversing the screens horizontally, focus the light image on the measuring cross (Position 1).

2. Tilt the projector to bring the image into the camber scale (Position 2) and note the reading. Repeat the procedure on the opposite side.

Chassis Alignment

When the rear end check is completed, check chassis alignment by placing the wheel indicator scales on the front holders (without disturbing the wheels, as they are set in the straight-ahead position). Readings taken direct from the wheel indicator scales will give an indication of the chassis and axle condition.

Fig. 46. Checking rear wheel camber