.. Brakesvauxhallfdregister.co.uk/wp-content/uploads/2017/... · FOREWORD Contents. The main subjects dealt with are listed on page 2. An individual contents list is provided on the

-r ..

'

- f

S spension, Steering,·· .. Brakes

TS884

THE COMPLETE SET OF SERVICE TRAINING MANUALS FOR VAUXHALL VICTOR AND VENTORA CONSISTS OF THE FOLLOWING:

Title

FOUR-CYLINDER O.H.C. ENGINE & CLUTCH- Victor

SIX-CYLINDER O.H.V. ENGINE & CLUTCH- Victor & Ventora

SYNCHROMESH TRANSMISSION & REAR AXLE- Victor & Ventora

SUSPENSION, STEERING, BRAKES- Victor & Ventora

ELECTRICAL EQUIPMENT & INSTRUMENTSVictor & Ventora

BODY- Victor & Ventora

LAYCOCK TYPE J OVERDRIVE

POWERGLIDE TRANSMISSION (with Supplement TS 887)

BORG- WARNER TRANSMISSION (with Supplement TS 888)

ALTERNATOR CHARGING SYSTEMS

The information given in this Manual is correct at the time of preparation, but Vauxhall Motors Limited reserves the right to introduce specification changes which may affect this information.

Ref. No.

TS 881

TS 882

TS 883

TS 884

TS 885

TS 886

TS 862

TS 743

TS 806

TS 776 •

VAUXHALL Service Training Manual

Suspension, Steering, Brakes - Victor & Ventora

VAUXHALL MOTORS LIMITED LUTON ENGLAND

@ December 1968 TS 884

.-!

~

CONTENTS

FOREWORD .. 3

MODEL DESIGNATIONS 4

SPECIFICATIONS 5

RECOMMENDED LUBRICANTS 9

FRONT SUSPENSION 11

REAR SUSPENSION 34

STEERING 42

BRAKES 63

GENERAL INDEX 95

FOREWORD

Contents. The main subjects dealt with are listed on page 2. An individual contents list is provided on the first page of each section, and a general index is included at the end of the manual.

Supplementary Information. To keep the manual up to date with design changes which affect servicing procedure and specification data, supplements are published from time to time.

Riteway Service Tools. Reference is made in the manual to Riteway tools designed to facilitate service operations. These tools are available from the following sources:

All territories except Continental Europe, Kent-Moore Tools Ltd., Bow Street, Birmingham 1, England.

Continental Europe, Kent-Moore International A.G. Altgasse 6340, Baar-Zug, Switzerland.

3

4

MODEL DESIGNATIONS

* 94335 Victor Estate Car 97.5 cu.in. (1.61itre) O.H.C. engine.

* 94369 Victor Saloon 97.5 cu.in. (1.6 litre) O.H.C. engine.

94535 Victor '2000' Estate Car 120.5 cu.in. (2 litre) O.H.C. engine.

94569 Victor '2000' Saloon 120.5 cu.in. (2 litre) O.H.C. engine.

94635 Victor '3300' Estate Car 201 cu.in (3.3 litre) O.H.V. engine.

94669 Victor '3300' Saloon 201 cu.in. (3.3 litre) O.H.V. engine.

94869 Ventora Saloon 201 cu.in. (3.3 litre) O.H.V. engine.

* 120.5 cu.in. (2 litre) O.H.C. engine Also available

VEHICLE IDENTIFICATION NUMBER

0 ~VAUXHAll MOTORS lTD .• ~ IS. AU. 48:1965 1

S-4200

The vehicle identification number is stamped on a plate attached to the left-hand front wheelhouse panel, under the bonnet. On early models, the plate is attached to the left-hand front door pillar.

SPECIFICATIONS

Steering Geometry

Standing Height Standard suspension:

5.60 -13 tyres 6.2 -13 tyres 6.9 -13 tyres:

Four-cylinder saloon Four-cylinder estate car Six-cylinder saloon Six-cylinder estate car

165 -13 tyres: Four-cylinder saloon Four-cylinder estate car Six-cylinder saloon Six-cylinder estate car

Heavy-duty suspension:

5.60 -13 tyres 6.2-13 tyres 6.9 -13 tyres:

Four-cylinder saloon Four-cylinder estate car Six-cylinder saloon Six-cylinder estate car


Toe-in - Measured on wheel rims at height of wheel centres

Camber Angle Steering Pivot Inclination Castor Angle Toe-out on Turns (knuckle angle)

FRONT SUSPENSION

* 10.42/11.18 in * 9.92/10.68 in

* 10.52/11.28 in * 10.40/11.16 in * 10.34/11.10in * 10.24/11.00 in

* 9.88/10.64 in * 9.76/10.52 in * 9.70/10.46 in * 9.60/10.36 in

* 10.70/11.46 in * 10.20/10.96 in

* 1 0.80/11.56 in * 10.70/11.46 in * 10.64/11.40 in * 10.56/11.32 in

* 10.16/10.92 in * 10.06/10.82 in * 10.00/10.76 in * 9.92/10.68 in

* 0.03 in toe-out to 0.06 in toe-i n t zero to 1 o 30' positive 6° 23' to 8° 23' :f 2°30' to 4" Outside wheel 19° from straight ahead, with inside wheel at 20°

*Height of each side to be within specified limits and variation between sides not to exceed 0.24 in

t Camber angle to be within 1° side for side

:f Castor angle to be within 30' side for side

Torque Wrench Data

Control Rod to Lower Arm Nuts Control Rod Rear Nut Shock Absorber Upper Mounting Nut Shock Absorber to Lower Mounting Bracket Nut

* Clean dry threads

* 38 lb ft * 47 lb ft * 38 lb ft * 57 lb ft

5

FRONT SUSPENSION (contd)

Steering Arm to Steering Knuckle Nuts Steering Ball Joint to Steering Arm Nut Steering Knuckle to Ball Joint Nuts Steering Knuckle to Lower Ball Joint Nut-

Victor '3300' and Ventora Upper Arm Ball Joint Nuts- Service joint Upper Arm Fulcrum Bolt Nut Lower Arm Fulcrum Bolt Nut

Rubber bush .. Sleeve bush

Crossmember Mounting to Engine Mount Side Rail Nuts

* Clean dry threads

* 25 lb ft * 24 lb ft t 33 lb ft

t 47 lb ft * 22 lb ft *57 lb ft

* 38 lb ft * 68 lb ft * 38 lb ft

t Slotted nut. Where necessary tighten nut further to align split pin hole

Standing Height

Standard Suspension 5.60-13 tyres . 6.2-13tyres .. 6.9 -13 tyres:

Four-cylinder saloon Four-cylinder estate car Six-cylinder saloon .. Six-cylinder estate car

165 -13 tyres: Four-cylinder saloon Four-cylinder estate car Six-cylinder saloon .. Six-cylinder estate car

Heavy-duty Suspension 5.60-13 tyres . 6.2-13 tyres .. 6.9 -13 tyres:

Four-cylinder saloon Four-cylinder estate car Six-cylinder saloon .. Six-cylinder estate car


REAR SUSPENSION

* 9.39/10.15 in * 8.89/9.65 in

* 9.49/10.25 in * 9.46/10.22 in *9.45/10.21 in * 9.42/10.18 in

* 8.85/9.61 in * 8.82/9.58 in * 8.81/9.57 in * 8.78/9.54 in

* 9.74/10.50 in * 9.24/10.00 in

* 9.84/10.60 in * 9.74/10.50 in * 9.80/10.56 in * 9.70/10.46 in

* 9.20/9.96 in * 9.10/9.86 in * 9.16/9.92 in * 9.06/9.82 in

*Height of each side to be within specified limits and variation between sides not to exceed 0.24 in

6

T argue Wrench Data

Panhard Rod to Underbody Mounting Bolt Panhard Rod to Rear Axle Mounting Nut Rear Spring Upper Mounting Bolt Rear Spring Lower Mounting Nut Suspension Arm to Underbody Mounting and

Rear Axle Mounting Nuts

* Clean dry threads

* 24 lb ft * 24 lb ft * 24 lb ft * 24 lb ft

* 38 lb ft

TYRE PRESSURES- Front and Rear

Normal Operating Conditions

5.60-13 and 165-13 6.2-13 6.9-13

High Speed or Prolonged Running at Maximum Load

5.60 - 13 and 165-13 6.2-13 6.9-13

Saloon Estate car

Steering Gear

Oil Capacity - Nominal Rack

Diameter: Burman Cam Gears

Clearance in support bush Shim Thickness

Burman: Steel Gaskets

Cam Gears: Brass Steel Gaskets

Pre-load of Steering Gear. Load to Articulate Tie Rod

Steering Column Upper Bearing

Shim Thickness ..

STEERING

24 lb/sq in 22 lb/sq in 20 lb/sq in

28 lb/sq in 26 lb/sq in

24 lb/sq in 26 lb/sq in

0.25 Imp pint

0.8735/0.8745 in 0.8405/0.8425 in 0.001/0.003 in

0.002, 0.005 in 0.005 in

0.002 in 0.005 in 0.005 in 12 lb in maximum 2-4 lb applied at inner end of thread

0.005, 0.01 0, 0.015, 0.030 i

7

STEERING (contd)

Torque Wrench Data

Steering Wheel Nut Steering Column Mounting Bracket Bolts Universal Coupling Cotter Nut Universal Coupling Clamp Bolt Nut Flexible Coupling to lntermediate_Shaft Nuts Flexible Coupling Cotter Nut Steering Gear to Crossmember Nuts Steering Ball Joint to Steering Arm Nut

* Clean dry threads

Brake Drums

I nterna I Diameter Permissible Diameter after Service Refacing Permissible Run-out of Braking Surface

Front drums- checKed on hubs Rear drums- checked on axle shafts

Friction Pads

Permissible Thickness of Friction Material

Brake Discs

Permissible Run-out

Torque Wrench Data

Single Master Cylinder Reservoir Adaptor Tandem Master Cylinder Tip Valve Nut

BRAKES

Pressure Warning Lamp Actuator Plug and Adaptor Front Brake Flange Plate to Steering Knuckle Nuts Lockheed Brake Caliper Bolts Brake Caliper to Steering Knuckle Bolts

* Clean dry threads

8

*57 lb ft * 17 lb ft * 7 lb ft * 14 lb ft * 12 lb ft * 7 lb ft * 19 lb ft * 24 lb ft

9.000/9.005 in 9.06 in maximum

0.002 in maximum 0.004 in maximum

0.06 in minimum

0.004 in maximum

* 22 lb ft * 38 lb ft *181bft * 25 lb ft * 37 lb ft * 33 lb ft

RECOMMENDED LUBRICANTS- OVERSEAS

SAE I Usage Viscosity Specification

Number

Front Suspension and Steering

- GM 4750--M

Front Hub Bearings

Suspension Arm Ball Joints

- GM 4530-M

Steering Gear Pinion Outer Oil Seal

Steering Gear

90 GM 4655-M

Steering Tie Rod Inner Ball Joint

Brakes

-- GM 4653-M

Hydraulic System

Hydraulic Cylinder Dust Covers - Castor oil base grease, harmless to rubber

Lockheed Disc Brake Caliper I

Pistons and Seals -- Lockheed Disc Brake Lubricant I I

Brake Pedal Shaft and Bushes

Brake Flange Plate Shoe Contact

Pads

Rear Brake Cylinder Flange Plate GM 4550-M -

Contact Pointe;

Rear Brake Shoe Adjusters

Parking Brake Linkage

---- - -"

9

RECOMMENDED LUBRICANTS- UNITED KINGDOM 0

BP Castro I Duckham's Esso Gulf Mobil Petrofina Regent Shell

Front Suseension and Steering Energrease Castro lease LB.10 Esso Gulflex Mobilgrease Fin a Marfak Retinax L.2 LM Grease Multi- A MP Marson Multi- A

Front Hub Bearings purpose HTL2 purpose 2 Grease H

Suspension Arm Ball Joints Energrease Castro lease G.G. Esso Gulfsil Mobilgrease Fin a Regent Retinax C.3G MS3 Grease Graphite Grease Special Marson Grease AM or or Grease G.G7/8G or LM2 904

Steering Gear Pinion Outer Energrease LBM.10 or Esso MP Gulflex or Molytex

Oil Seal L.21M Grease Grease (Moly) (Moly) Grease 2

- - f--

BP Gear Oil Castro I Hypoid Esso Multi- Mobilube Fina Universal Shell Steering Gear

SAE 90 EP Thio-Hypoy 90 Gear Oil purpose GX90 Pontonic Thuban Spirax FD or GP90/140 Gear Oil MP SAE 90 90 or Multi- 90 EP

Steering Tie Rod Inner Hypoy 90 90 gear Lub-

Ball Joint ricant 90

Brakes Castro! Girling Brake and Clutch Fluid -Crimson

Hydraulic System or Lockheed Super 105 Brake Fluid

Castro I/ 0.4590 Esso

Hydraulic Cylinder Dust -- Girling Rubber TSD 803 -- -- -- -- --Covers Rubber Grease

Grease (Red)

Lockheed Disc Brake Caliper Lockh~ed Disc Brake Lubricant Pistons and Seals

Brake Pedal Shaft and Bushes Brake Flange Plate Shoe

Contact Pads Duckham's Rear Brake Cylinder Flange -- -- Keenol -- -- -- -- -- --

Plate Contact Points Rear Brake Shoe Adjusters Parking Brake Linkage

--

FRONT SUSPENSION

FRONT STANDING HEIGHT CHECK .. . . 12

STEERING GEOMETRY . . . . . . . . 13

FRONT HUBS .. . . . . . . . . . . 14

STABILIZER BAR . . . . .. . . . . 17

CONTROL RODS .. . . . . . . . . . . 18

FRONT SHOCK ABSORBERS . . . . .. . . 18

FRONT SPRINGS . . . . . . .. . . . . 20

STEERING ARMS .. . . . . . . . . . . 22

STEERING KNUCKLES . . . . . . . . . . 23

SUSPENSION ARM BALL JOINTS .. . . . . . . 24

SUSPENSION UPPER ARMS .. .. . . . . . . 27

SUSPENSION LOWER ARMS . . . . . . . . 28

FRONT AXLE . . .. . . . . . . . . 30

The independent front suspension incorporates coil springs with short and long arms, telescopic shock absorbers and a stabilizer bar. The suspension arms are mounted on a crossmember bolted to the engine mount side rails. Ball joints in the outer end of the arms carry the steering knuckles. Adjustable control rods are assembled between the lower arms and rubber mountings in the crossmember braces. The stabilizer bar is mounted on the front of the crossmember and linked to the lower arms. Rubber bump stops whiQh contact the upper arms are retained in brackets on the crossmember. Rebound is controlled by the shock absorbers.

11

12

FRONT STANDING HEIGHT CHECK

Car must be standing on level floor and at kerb weight, i.e. unladen and with full fuel tank. Alternatively, a weight equivalent to fuel required to fill tank can be placed above fuel tank. Tyre pressures must be correct.

After bounciog front end of car, allow to settle

then measure dimension 'A' from floor to centre

of each lower arm fulcrum bolt.

If results are outside specified limits, check rear standing height to determine if front standing height is influenced by condition of rear springs, before renewing front spring/s.

STEERING GEOMETRY

Toe-in and castor angle can be adjusted by altering the effective length of tl">e steering t le roos and control rods respectively. No provision is made for altering camber ang e or steering pivot inclination.

To ensure that the steering geometry is not affected by incorrect maintenance, attention should be given to the following points before commencing a steering geometry check:

1. Check all tyre pressures. 2. Check front hub bearing adjustment. 3. Check suspensio arm bushes and ball joints for slackness. 4. Check steering tie rod ball joints for slackness. 5. Ensure that car is set at specified standing height. If necessary, the car must be loaded or the car body jacked up to obtain the specified height.

TOE-IN

Toe-in should be checked on wheel rims at wheel centre height and with car at correct standing height.

Slacken boot small retaining clips to prevent

distortion of boots while rotating tie rods.

Ensure that rods are rotated an equal amount otherwise correct steering lock will not be obtained.

CASTOR ANGLE

Castor angle is adjusted by turning two nuts at

rear end of control rod. Shortening rod de-

creases castor; lengthening increases castor.

Tighten rear nut to specified torque before

checking castor.

After adjusting castor, toe-in must be checked.

13

CAMBER ANGLE AND STEERING PIVOT INCLINATION

If camber angle is below specified lower limit with steering pivot inclination correspondingly gre~ter, or camber angle is above higher limit with steering pivot inclination correspondingly less, this will indicate distorted suspension arms or crossmember.

Should steering pivot inclination be within specified limits but camber angle is outside limits,

this will indicate a distorted steering knuckle.

TOE-OUT ON TURNS

Toe-out on turns is controlled by angle of steering arms. If readings obtained are outside specified limits this will indicate that one or both arms are distorted.

14

FRONT HUBS

The front hubs are mounted on

taper roller bearings with a spring-

loaded lip type oil seal at the inner

end of the hub. Wheel bolts are

splined and pressed into the hub.

FRONT HUBS- Bearing Lubrication and Adjustment

Hubs must be removed for lubrication of bearings. If grease is contaminated by water or foreign matter, inner races and rollers must be removed for cleaning. Use only recommended grease and work grease into roller cages. Do not pack hubs as grease may leak past seal and

contaminate brake facings or friction pads.

Rock wheel to check for slackness in hub bear

ings. Where movement is excessive or roughness

is apparent, remove hub and examine bearings.

Adjust hub bearings by tightening nut with tube

wrench and bar whilst turning wheel. After nut

is slackened, remove bar.

Retighten nut by hand grip on tube wrench. Nut

may be slackened to align slots with nearest split

pin hole.

15

16

FRONT HUBS- Reconditioning

On models with disc brakes, caliper must be re

moved before hub can be withdrawn.

Wheel bolts are splined and are a press fit in hub.

When renewing the bolt, engage splines of new

bolt with those in hub and press in bolt with

Installer 28446.

Lubricate hub bearings by working grease into roller cages. Do not pack hubs as grease may leak past seal and contaminate brake facings or friction pads.

Disc brake caliper attaching bolts have a nylon

insert (arrowed) in threads. Always renew bolts

and tighten to specified torque.

STABILIZER BAR

The stabilizer bar is rubber mounted in straps

bolted to the crossmember. Each end is attached

through rubber bushes and a link bolt and nut to

a bracket on the suspension lower arms. On six

cylinder models, the stabilizer bar is larger in diam

eter with crossmember mounting rubbers to suit.

After assembling bushes, cups, spacer and plain

washer, tighten link bolt nut to bottom of thread.

17

18

CONTROL RODS

The control rods are assembled between the sus-

pension lower arms and crossmember braces. In

addition to ensuring longitudinal location of the

lower arms the rods also provide a means of ad-

justing and controlling castor angle.

543

During installation, ensure that bush sleeve is

installed and insulator incorporating boss is

assembled·to front of crossmember brace.

Tighten control rod to lower arm bolt nuts to

specified torque.

Check castor angle after installing control rod; adjust rod as required and tighten rear nut to specified torque.

FRONT SHOCK ABSORBERS

The double-acting telescopic shock absorbers are secured

through rubber bushed eye mountings to the front axle

crossmember and brackets bolted to the lower arms.

Suspension rebound is controlled by the shock absorbers.

Do not attempt to remove shock absorber upper

mounting bolt when front wheels are off the floor

unless car is supported under suspension lower arm

or Compressor VR2042 is in position, as shock

absorbers control rebound and therefore spring

extension. Compressor swivel plate dowel must

locate in central hole in crossmember.

Before installing spring compressor, remove nuts

(arrowed) from shock absorber lower mounting

brackets.

After compressing spring, remove shock absorber

lower mounting bolt and brackets, then upper

mounting bolt.

19

20

FRONT SHOCK ABSORBERS (contd)

During installation of shock absorber, loosely as-

semble lower mounting bolt and brackets before

engaging upper mounting. Tighten mounting

bolt nuts to specified torque.

FRONT SPRINGS

In some cases left and right-hand springs differ in free length and arr therefore not interchangeable. There are six different springs to cover the various models.

FRONT SPRINGS- Removal

Before installing spring compressor remove nuts securing shock absorber lower mounting brackets to lower arm and detach control rod from lower arm. Slacken suspension arm fulcrum bolts and disconnect both stabilizer bar link bolts.

Use Compressor VR2042 to compress spring

before removing shock absorber lower mounting

brackets.

53 945

Use Remover JWP362 to release lower arm ball

joint from steering knuckle.

Attach Spring Keep VR2060 over six coils, en

suring that longer keep is positioned adjacent to

lower arm ball joint thus providing bias on spring

and facilitating removal and installation. With

draw spring after releasing compressor.

53948

21

22

S - I stallation

If new springs are being installed, spring keep

must be transferred using Pre-compressor

VR2065. Ensure that longer keep is positioned

relative to spring end as shown.

Where springs differ in length, longer spring is always assembled to left-hand side of car.

s 3224

Ensure that insulator is assembled to top end of

spring before aligning spring over seating in lower

arm. Check that boot is correctly located and

mating tapers are clean and free from grease be

fore attaching ball joint to steering knuckle.

Tighten stud nut to specified torque.

After lowering car, tighten suspension arm fulcrum bolt nuts to specified torque.

STEERING ARMS

Use Remover JWP362 to disconnect ball joint

from steering arm.

Remove hub for access to steering arm bolts.

During installation, assemble longer bolt to front

location (arrowed).

Ensure that mating tapers are clean and free from grease before attaching ball join •.

Tighten steering arm bolt and ball joint stud nuts to specified torque. Check front wheel toe- in.

STEERING KNUCKLES

To facilitate access to ball joints, partially com-

press spring using Compressor VR2042.

S3945

On models with drum brakes, flange plate can be

withdrawn from knuckle without disconnecting

brake hose.

23

24

STEERING KNUCKLES (contd)

Use Remover JWP362 to disconnect upper and

lower ball joints.

During installation of steering arm, assemble longer bolt to front location. Ensure that mating tapers are clean and free from grease before attaching ball joints. Tighten steering arm bolt and ball joint stud nuts to specified torque.

Check front wheel toe-in, except where accidental damage is involved, when steering geometry should be checked.

SUSPENSION ARM BALL JOINTS

All suspension arm ball joints have seatings which are loaded by a neoprene pressure ring to eliminate vertical clearance. These joints must not be compressed in a vice for assessment of wear but should be renewed if there is any perceptible slackness of the ball in the seating.

The upper ball joints are riveted to the suspension

upper arms on production, but service ball joints

are secured by bolts and nuts.

Two sizes of lower ball joint are used, with sus

pension arms to suit. The smaller joint illustrated

is used on four-cylinder models and is retained in

the lower arm by a special washer (arrowed) and

circlip.

The larger joint as used on six-cylinder models, is

similar in design to the smaller joint but does not

have the special washer under the circlip.

SUSPENSION ARM BALL JOINTS- Checking

Ball joints can be checked for slackness, after

raising front wheels and supporting car under sus-

pension lower arms. Rock wheel whilst holding

upper and lower joints in turn. If there is any

perceptible slackness, joint should be renewed.

SUSPENSION ARM BALL JOINTS- Renewal

To renew upper arm ball joint, upper arm must be removed. Drill and chisel off rivet heads and drill out holes in arm to 5/16 in. diameter.

Bolt service ball joint to upper arm, tightening

nuts to specified torque.

25

26

SUSPENSION ARM BALL JOINTS- Renewal (contd)

Lower arm ball joint can be renewed without removing lower arm. Support car under lower arm and use Remover JWP362 to disconnect ball joint.

Slacken upper arm fulcrum bolt and wedge arm

in raised position. Remove circlip, and on four-

cylinder models the special washer.

Drive joint out of lower arm, using piece of tube.

Engage splines of new joint with those in arm and drive home.

On four-cylinder models, locate special washer

with flat in position shown and concave side

upwards, before installing new circlip.

SUSPENSION UPPER ARMS

The wishbone type suspension upper arms are

bolted through rubber mountings to the front

axle crossmember. The production type ball

joint is riveted to the arm.

a . .

I 5-' ~

To facilitate access to upper ball joint, partially

compress spring using Compressor VR2042.

$3945

27

28

SUSPENSION UPPER ARMS (contd)

Use Remover JWP362 to disconnect ball joint.

Use Remover and Installer VR2023 to remove and

install bushes.

53239

Ensure that ball joint rubber boot is correctly located and mating tapers are clean and free from grease before attaching ball joint.

Allow weight of car to be taken on front springs before tightening suspension arm fulcrum bolt nut to specified torque.

SUSPENSION LOWER ARMS

The inner end of the suspension lower arm is

rubber bushed (early models) or sleeve bushed

(later models), and clamped between flanges on

the front axle crossmember. The ball joint is

retained in the arm by a circlip. On four-cylinder

models, a special washer is assembled between the

ball joint circlip and lower arm. On six-cylinder

models, the aperture for the ball joint is of in

creased diameter, with a welded reinforcement,

to suit the larger ball joint.

Suspension lower arm can be withdrawn after

front spring has been removed.

Use Remover and Installer VR2023 for remc:>Ving

and installing bush. Only sleeve bush is serviced

and sleeve should be smeared with oil before

installing.

Ensure that ball joint rubber boot is correctly located and mating tapers are clean and free from grease before attaching ball joint.

Allow weight of car to be taken on front springs before tightening suspension arm fulcrum bolt nut to specified torque.

29

FRONT AXLE

The front axle is attached through rubber bushes to the engine mount side rails. The upper mounting brackets are clamped by bolts to each end of a bush pressed into the side rails, whereas the rear mounting bushes are pressed into the crossmember braces and bolted to the

side rails. The suspension bump stops are mounted in brackets on the crossmember and contact the

suspension upper arms.

FRONT AXLE - Removal

For axle removal, steering gear pinion shaft

should be disconnected from flexible coupling

using Extractor Z8563 to remove cotter.

30

Disconnect brake hoses from brackets (arrowed)

on engine mount side rails.

' ' ~' ····- "'~' ;; :\. . . i - . (.: - . : -.~·: .. ~ :·lt ... ".,p ~-,f. :~) .. t

r. . . . ~ ·_. A. ..... - .: . ..: ~ . -- ~ ..,_.

V. ~v - ~~ \' ~ 1 . ~. ~

... "'-.:..~.! ~. . . (:J!!?', · .. _·.~.;:: "

Support engine before releasing engine and axle mountings.

FRONT AXLE- Inspection and Reconditioning

Use Remover and Installer VR2023 for removing

and installing axle upper mounting bush.

After smearing bush with liquid soap, install in

direction shown, otherwise edge of flange 'A' will

dig into bush.

31

32

FRONT AXLE -Inspection and Reconditioning (contd)

Use Remover VR2026 for removal of axle rear

mounting bush.

Smear bush with liquid soap, and install using

Installer VR2023 .

0 0 0

~------------------- E----------------------~

Crossmember can be checked for accidental damage against following dimensions: A- 2.28 in., B- 0.46 in ., C - 31.48 in., D - 24.00 in ., E - 30.58 in., F- 2.00 in., G - 2.44 in., H- 9.70 in.

FRONT AXLE- Installation

Smear outer faces of axle mounting bushes with of axle. Tighten all axle mounting bolt nuts a~"d SLcerin.; c torque. After installation, check castor angle and toe-in.

ec ' 40 ied

33

34

REAR SUSPENSION REAR STANDING HEIGHT CHECK .

PANHARD ROD

REAR SHOCK ABSORBERS

REAR SPRINGS



35 35 36 37 39 40

The rear suspension incorporates coil springs with parallel trailing arms, telescopic shock absorbers and a Panhard rod. Longitudinal location of the axle is provided by the suspension arms, while lateral movement is prevented by the Panhard rod.

Rubber bump stops are attached to the underbody sidemembers, with rebound being contro lled by the double-acting shock absorbers.

REAR STANDING HEIGHT CHECK

Car must be standing on a level floor and at kerb we igh-., i.e. Alternatively, a weight equivalent to fuel requ ired to f ill

II fuel tank.

Tyre pressures must be correct.

After bouncing rear end of car, allow to settle

then measure dimension 'A', from floor to centre

of each lower arm front mounting bolt.

A

If results are outside specified limits, check front standing height to determine if rear is being influenced by condition of front springs, before renewing rear spring/s.

PANHARD ROD .

The Panhard rod is assembled be-

tween a mounting bracket on the

underbody left-hand sidemember

and the right-hand upper arm

mounting bracket on the rear axle.

The end of the rod which is att- - ~

ached to the rear axle has a sleeved I ~ ~ I· ,I ; • <~; ..

\ J ~ .

rubber bush whereas the other end

is secured to the underbody

through two taper rubber bushes. LJ __ __ : _ _j

Before removing rod, support rear of body on stands and position ax 'e with jack or hoist so that rod is horizontal. This will facilitate rod installation..

Tighten mounting nut and bolt to specified torque.

554

35

36

REAR SHOCK ABSORBERS

The double-acting shock absorbers have a rubber

bushed stud fixing to the underbody, and a

rubber bushed eye attachment to the suspension

lower arm mounting bracket on the axle housing.

Suspension rebound is controlled by the shock

absorbers.

If car is raised off floor, support under rear axle to prevent shock absorber from fully extending.

Upper mounting nuts are accessible from inside

luggage trunk or cargo compartment af ter re-

moving rubber plug.

During installation, ensure that upper mounting bushes, cups and washer are located correctly, and washer is assembled against outer bottom bush. Tighten upper nuts to bottom of stud threads.

REAR SPRINGS

The rear spring assembly consists of an upper

seat, rubber insulator, coil spring and retainer

held together by a peened bush. The upper seat

is located by a dowel and bolted to a mounting

on the underbody rear longitudinal member.

The bottom end of the spring is secured through

a retainer to the suspension lower arm.

The right-hand spring is always longer than the left and therefore is not interct.c:n;::c:~ : :: .

There are eight different springs to cover the various models.

REAR SPRINGS -· Removal and Disassembly

Rest rear of body on stands and support axle with jack or hoist.

After disconnecting shock absorber and spring

bottom mountings, lower axle as far as possible

without straining brake hose. Remove upper

mounting bolt and withdraw spring.

37

38

REAR SPRINGS- Removal and Disassembly (contd)

If spring or insulator are being renewed, punch

out peened bush (arrowed) securing components

of spring assembly.

REAR SPRINGS- Reassembly and Installation

After assembling bush (3), retainer (5), spring ( 1),

insulator (4), and upper seat (2) to Expander

VR2061, tighten nut 'A' until bush is protruding

through upper seat, then peen over bush by screw

ing down nut 'B'.

Always assemble longer spring to right-hand side of car.

When installing spring ensure that spring upper

seat dowel engages hole (arrowed) in underbody

mounting. Tighten mounting bolt and nut to

specified torque.


The suspension upper arms are rubber bushed

front and rear. The arms are clamped between

brackets on the underbody rear longitudinal

members and axle housing.

SUSPENSION UPPER ARMS- Removal and Rebushi

Suspension upper arm can be removed irrespective of axle position re lat i'we -;:. front end of arm before removal to assist in bush renewal and arm installatio

Use Remover and Installer VR2023 for removal

and installation of bushes.

Bush installed in front end of arm is softer than that at rear end, and is identified by number '45' moulded on one end face. Rear bush has a number '60'.

Distance between bush aperture and strengthening flange at front-end 'A' is less than at rear end 'B', to ensure adequate clearance between strengthening flange and mounting bracket when arm is installed. If ends of arm have not been marked, identify before installing new bushes.

After smearing bush with liquid soap, install in

direction shown, otherwise edge of flange 'A' will

dig into bush.

(Q/ ~. ~ A- 1- -l -B

558

s:=

40

SUSPENSION UPPER ARMS -Installation

Ensure that arm is installed so that bush with

number '45' (arrowed) on one end· face is assem-

bled to underbody mounting.

Allow weight of car to be taken on rear springs before tightening arm mounting bolt nuts tQ specified torque.


The suspension lower arms are rubber bushed

front and rear. Tre arms are between brackets

\ on the underbody rear longitudinal members and

axle housing.

560

SUSPENSION LOWER ARMS- Removal and Rebushing

Rest rear of body on stands, and support axle with jack or hoist. After disconnecting shock absorber and spring bottom mounting, lower axle as far as possible without straining brake hose before removing arm.

Use Remover and Installer V R 2023 for removal

and installation of bushes.

Bush installed in front end of arm is so<-te '45' moulded on one end face. Rear bus

After smearing new bush with liquid soap, install

in direction shown, otherwise edge of flange 'A'

will dig into bush.

::ar :me, and is identified by number •,;:::

SUSPENSION LOWER ARMS- Installation

Ensure that arm is installed so that bush with

number '45' (arrowed) on one end face is assem-

bled to underbody mounting.

Allow weight of car to be taken on rear springs before tightening arm mounting bolt nuts to specified torque.

41

42

STEERING

STEERING WHEEL . . 43 STEERING COLUMN CANOPY 45 STEERING COLUMN UPPER BEARING 45 STEERING COLUMN UPPER HOUSING 46 STEERING COLUMN. . 47 STEERING INTERMEDIATE SHAFT AND COUPLING 51 STEERING GEAR 53 TIE ROD OUTER BALL JOINTS 62

The rack and pinion type steering gear is mounted on the front axle crossmember. A flange secured to the pinion shaft is connected to an intermediate shaft through a flexible coupling. The upper end of the intermediate shaft incorporates a universal coupling which is connected to the steering shaft.

The energy absorbing steering column is supported by brackets bolted to the lower dash and instrument panels.

The steering wheel is a push fit

on the splined steering shaft and

is secured by a nut. A turn signal

cancelling sleeve is pressed on

the wheel hub. A medallion is

retained by screws accessible from

the underside of the wheel.

STEERING WHEEL

Access to steering wheel nut is obtained after removing medallion.

As steering wheel is serviced without turn signal

cancelling sleeve, prise off sleeve for transfer to

new wheel.

43

44

STEERING WHEEL (contd)

A B c 704

Position of cancelling sleeve relative to steering wheel differs when steering column lock is installed. When assembling sleeve ensure that securing tags engage correct holes in wheel hub: 'A'-Right and left drive, without steering column lock. '8'-Right drive, with steering column lock. 'C'-Left drive, with steering column lock.

Ensure combined switch and horn push is in

neutral position and road wheels are pointing

straight-ahead before installing steering wheel.

Install wheel so that spokes are positioned as

shown. Tighten steering wheel nut to specified

torque.

STEERING COLUMN CANOPY

The steering column canopy is secured to the

steering column by two screws accessible from

the underside of the canopy. The canopy can be

withdrawn without removing the steering wheel.

STEERING COLUMN UPPER BEARING

The upper end of the steering shaft is supported by a double row ball bearing. Pre-load is maintained on the bearing by a wave washer ( 1) and shims (2) assembled between the bearing top race and flat washer (3) and retained by a circlip (4).

If the bearing requires renewal, the steering column upper housing must be renewed since the bearing is not serviced separately.

After removing steering wheel, upper bearing pre-

load can be checked by gripping end of steering

shaft with fingers and ascertaining whether shaft

has any side play. If side play is apparent, remove

circlip and flat washer and install shims as required

until side play is just eliminated.

4

3

;9o

45

46

STEERING COLUMN UPPER HOUSING

:·=-=---;co mn upper housing can be withdrawn after removing cirdip, washers and shims ~-= --..-ee screws securing housing to retaining plate.

VR2064 If housing is tight on shaft, use Remover VR2064.

CAUTION: Under no circumstances should

either housing or shaft be hammered or levered

as this might result in damage to plastic injections

in steering shaft and render column unserviceable.

During installation, difficulty may be experienced

in starting screws securing housing to retaining

plate due to plate slipping down column. If this

occurs, plate may be located using pieces of wire

with hooked ends inserted between housing and

canopy.

After installing housing, check upper bearing pre-load.

STEERING COLUMN

~ 868

The energy absorbing steering column incorporates an outer jacket, gear shift tube and steering shaft which are designed to collapse when a severe impact occurs at the front end of the car.

The outer jacket has a mesh section which compresses when sufficient force is applied to either end of the column.

The gear shift tube, which is used on all models irrespective of whether they have a steering column mounted gear shift lever or a floor mounted shift lever, is fabricated from three tubes arranged so that one section telescopes into another, each section being retained by plastic injections.

The steering shaft is in two sections which are telescoped and have flats to take the torsional steering load, the assembly being held together by plastic injections.

In addition the bracket securing the column to the instrument panel incorporates three pads which are secured to the bracket by plastic injections and which will shear when a heavy impact is imposed on the steering wheel.

0)~

705

Only the upper bearing and housing assembly, shims, washers and circlip are serviced separately from the steering column. If any other parts are unserviceable no attempt should be made to disassemble the steering column. Instead the complete column assembly should be renewed.

47

48

PRECAUTIONS IN SERVICE

CAUTION: It is essential that the steering column assembly is handled with care as any shock loading on the steering shaft, gear shift tube, outer jacket or mounting bracket might damage these components and render the column unserviceable.

STEERING COLUMN - Inspection for Damage

The steering column and mounting bracket can be checked for damage without being removed from the car.

54088

Damage to mounting bracket is indicated if gaps

'A' are observed between pads ( 1) and bracket

(2). If gaps exist, plastic injections securing pads

to bracket have sheared allowing bracket to move

forwards and steering column to collapse.

Damage to steering column is indicated by bulg

ing or bending of outer jacket mesh section.

Note that mesh section is slightly corrugated

during manufacture and collapsing will only have

taken place if overall length of mesh section 'A'

is less than 9. 70 in.

If mesh section has begun to collapse, plastic injections in gear shift tube and steering shaft tube and steering shaft will also have sheared and column assembly must be renewed.

STEERING COLUMN- Removal and Installation

Steering column can be withdrawn after re-

moving steering intermediate shaft and coupling

and, where applicable, disconnecting control rod

(5) from change speed lever (3) and detaching

selector lever ( 1) from bracket (4) on steering

column.

Remove nuts (2) securing cover panel to dash

panel before disconnecting column mounting

bracket from instrument panel.

Where steering column lock is installed, remove centre panel and on Victor partially withdra instrument head assembly to gain access to ignition and starter switch wiring connector. On Ventora, remove tachometer.

After removing steering column finisher and

harness cover, disconnect combined switch and

horn push wiring at connector and detach col-

umn mounting bracket from instrument panel

before withdrawing steering column. Take care

of wedge from column bracket.

49

5

STEERING COLUMN- Removal and Installation (contd)

2

@ I

L. 706

After locating cover panel studs ( 1) in dash panel, screw bolts (2) home finger tight then fully ighten nuts securing cover panel to dash panel. Tighten bolts (2) to specified torque then

·nsert wedge (3) as far as possible between mounting bracket lower pad and instrument panel, i g only finger pressure. Finally install bolt (4) and tighten to specified torque.

STEERING INTERMEDIATE SHAFT AND COUPLING

The steering intermediate shaft is assembled be

tween the steering shaft and steering gear pinion.

The upper end of the shaft incorporates a splined

universal coupling clamped to the steering shaft

by a bolt and nut. On early models the coupling,

which is not splined, is secured by a cotter. The

lower end of the shaft has a flange bolted to a

flexible coupling. On the underside of the flex

ible coupling is bolted another flange which is

secured to the steering gear pinion by a cotter.

Use Extractor Z8563 to remove flexible coup-

ling cotter, also the universal coupling cotter

on early models.

51

52

STEERING INTERMEDIATE SHAFT AND COUPLING (contd)

Slide shaft downwards until universal coupling is clear of steering shaft, then withdraw.

If couplings will not slide on pinion or steering shafts, do not strike with hammer as this may damage plastic injections in steering shaft. Instead, couplings should be eased by twisting intermediate shaft while steering wheel is held.

53327

If original flexible coupling is being transferred

to new intermediate shaft, a hose clip should be

assembled around coupling before removing

bolts. This will stress rubber and facilitate

installation.

If new flexible coupling is used, note this is

supplied with a retention band (arrowed) already

in place.

After assembling flexible coupling to intermediate shaft, tighten nuts to specified torque and remove hose clip or retention band.

steering wheel and road wheels in straight-ahead position, install coupling bolfand/or co er s from top. Insert bolt or cotter in universal (upper) coupling first, to ensure correct a ial a ·gnment of intermediate shaft. Tighten bolt and/or cotter nuts to specified torque.

STEERING GEAR

Two makes of steering gear are used, the manufacturers name being cast adjacent to the pinion housing.

6

Burman

708

The Burman and Cam Gears steering gear, each comprising a housing, rack, pinion and tie rods, is bolted to the front axle crossmember. The rack is supported in one end of the housing by a bush, and at the other end by a spring-loaded adjustable yoke. Shims are installed under the yoke cover for adjusting the position of the rack relative to the pinion. The pinion is mounted in the housing on ball bearings, with shims for adjusting bearing pre-load installed under the pinion cover.

A tie rod is connected to each end of the rack by a ball joint. The outer end of each tie rod is screwed into a ball joint attached to the steering arms.

Steering lock is controlled by the ball joint housings on the rack contacting the steering gear housing.

53

Cam Gears

709

STEERING GEAR (contd)

STEERING GEAR- Removal

For steering gear removal, pinion shaft should be

disconnected from flexible coupling. Use Extrac

tor Z8563 to remove cotter.

After using Remover JWP362 to disconnect tie

rod ball joints from steering arms, steering gear

can be released from front axle crossmember.

STEERING GEAR- Disassembly

Tie rod inner ball joint can be removed after dril

ling out lockpin (arrowed) using 5/32 in. diameter

drill. To ensure that rack is not damaged, depth

of drilling should not exceed 0.34 in. for Burman

unit or 0.42 in. for Cam Gears unit.

Use Wrench D 1155 to hold ball joint housing on

Burman unit, and slacken locknut with open

ended wrench.

SA

55

01155

STEERING GEAR -Disassembly (contd)

54470

On Cam Gears unit, use Wrench VR2050 to hold

ball joint housing and slacken locknut with Wrench

01155.

STEERING GEAR- Reassembly

On Burman unit, after installing pinion inner oil

seal and upper bearing outer race in housing,

smear fourteen balls with grease and install in

outer race followed by inner race.

On Cam Gears unit, press in pinion inner oil seal,

open end first, until flush with housing, then

install pinion upper bearing followed by smaller

spacer.

A I Insert rack into housing from pinion end and position so that dimension 'A' between end of rack and housing, at opposite end to pinion, is 3.70 in. on Burman unit or 2.80 in. on Cam Gears unit. This will ensure that rack is in central position of its travel.

l . ~ :D

Insert pinion into mesh with rack so that, when fully installed, cotter flat is located relative to housing as shown in 'A' for right drive units or as in 'B' for left drive.

On Burman unit, smear pinion lower bearing outer

race with grease and install fourteen balls in race

followed by inner race. Install bearing assembly

in housing.

710

57

STEERING GEAR- Reassembly (contd)

On Cam Gears unit, install pinion lower bearing

in housing followed by larger spacer.

After tightening bolts to nip pinion cover, meas-

ure clearance 'A' then remove cover. Select

shims and gasket/s to total thickness of clear-

ance 'A' less 0.001 to 0.005 in. to provide

correct pinion bearing pre-load.

S4095

ears unit only one gasket is used between shim pack and pinion cover, whereas on ·each shim is assembled between gaskets. Ensure that thickness of gasket/sis

• :: count when assessing number of shims required.

With rack in central position of its travel, install

yoke and cover without spring. Lightly tighten

cover bolts, and measure clearance 'A'. Remove

cover and select shims and gasket/s to total thick

ness of clearance 'A' plus 0.0005 to 0.0030 in.

for Burman unit or plus 0.0005 to 0.0060 in. for

Cam Gears unit.

On Cam Gears unit only one gasket is used between shim pack and pinion cover, whereas on Burman unit each shim is assembled between gaskets. Ensure that thickness of gaskets is taken into account when assessing number of shims required.

Using open ended wrench and spring balance,

measure loqd, applied at right angles to wrench, ~-~--~---; -~

required to rotate pinion. If load obtained

exceeds specified maximum, check pinion bear-

ing and yoke shimming. 54097

Pinion outer oil seal should be filled with recom-

mended grease and pressed on to pinion until it

contacts housing. Install spire clip to retain seal

in position.

59

STEERING GEAR- Reassembly (contd)

54098

If rack has not been renewed, radial position of

existing lockpin hole should be indicated by a

pencil mark on rack before assembling ball joint,

otherwise difficulty may be experienced in dril-

ling new lockpin hole in correct position follow-

ing ball joint adjustment.

Using Wrench 01155 on Cam Gears unit or open ended wrench on Burman unit, screw locknut on to rack. Insert spring and seat, concave side facing outwards, into recess at end of rack.

Smear tie rod inner ball with recommended oil and insert rod into ball joint housing.

On Burman unit, use Wrench 01155 and open

ended wrench to assemble and adjust ball joint.

On Cam Gears unit, use Wrench 01155 and

Wrench VR2050 to assemble and adjust ball

joint.

Ball joint must be adjusted so that tie rod will

just start to move in joint when load of 2 to 4 lb.

is applied at inner end of rod thread. It is essen-

tial that load does not exceed 4 lb.

Recheck adjustment after tightening joint locknut.

After ball joint has been adjusted, a hole (2) for lockpin must be drilled centrally on joint between locknut and housing. On Cam Gears unit, hole should be 5/32 in. diameter, 0.42 in. deep and positioned radially so that it is not within 45° of locknut wrench locating hole (3). On Burman unit, hole should be 1/8 in. diameter, with maximum depth of 0.34 in. otherwise drill may break through into ball seat spring housing. On either unit, if rack has not been renewed care must be taken not to drill near old lockpin hole indicated by mark ( 1) made previously on rack. After installing lockpin, edge of hole should be staked.

=---

3

Install boot at opposite end to pinion, ensuring that clips are located so that they are a when gear is mounted on car.

Before installing remaining boot, gear should be

recharged with 0.25 pint of recommended oil.

Do not exceed this quantity.

Assemble locknuts and ball joints to tie rods ensuring that joints are screwed on to rods an equal amount.

6

STEERING GEAR- Installation

g gear mounting bolt nuts and flexible coupling cotter nut to specified torque. ating tapers are clean and free from grease before attaching joints to steering

ighten stud nuts to specified torque. Check front wheel toe-in.

TIE ROD OUTER BALL JOINTS

The joints are spring-loaded with nylon seatings

and it is possible to move the socket in line with

the stud against compression of the spring when

a load is applied.

Check joint by attempting to move socket up

and down. If any free movement can be felt in

joint without applying pressure, this indicates

wear or broken spring and joint must be renewed.

Use Remover JWP362 to detach joint from steer-

ing arm.

: _ - - • o location of original joint on tie rod, and ensure that mating tapers are clean grease before attaching joint to steering arm. Tighten stud nut to specified

ont wheel toe-in.

B,RAKES

BLEEDING THE HYDRAULICS"' s-:: BRAKE PEDAL AND SUPPO RT

VACUUM SERVO

SINGLE MASTER CYLINDER

TANDEM MASTER CYLINDER

BRAKE PRESSURE WARNING LAMP AC

BRAKE DRUMS

BRAKE SHOES

FRONT BRAKE CYLINDERS

REAR BRAKE CYLINDERS

REAR BRAKE SHOE ADJUSTERS

GIRLING BRAKE FRICTION PADS .

Gl RUNG BRAKE CALIPERS

LOCKHEED BRAKE FRICTION PADS

LOCKHEED BRAKE CALIPERS

BRAKE DISCS

PARKING BRAKE CONTROL- VICTOR

PARKING BRAKE CONTROL ROD CABLE- VICTOR

PARKING BRAKE FRONT LEVER- VICTOR

89

PARKING BRAKE LEVER- VENTORA . . . . . . 9·

PARKING BRAKE UNDERBODY CABLE ADJUSTMENT . . 92

PARKING BRAKE UNDERBODY CABLE . . . . 92

PARKING BRAKE EQUALIZER . . 93

BRAKE PIPES . . . . . . 94

On models with the 97.5 cu. in. engine, the hydraulic braking system incorporates nato-teacmg shoe front brakes and leading-trailing shoe rear brakes.

On models with the 120.5 or 201 cu. in. engine, and available on models with the g- 5 cu. in. engine, are servo-assisted disc front brakes with leading-trailing shoe rear brakes. cylinder engined models, the brake calipers can be either Girling or Lockheed.

The parking brake operates on the rear brakes from a twist-release contro l be ow me instrument panel or, on Ventora only, from a lever mounted between the front seats.

Pendant type brake and clutch pedals are mounted on a common shaft ca rried on a support bolted to the dash panel.

Available on left drive is a dual braking system incorporating a tandem master cylinder.

63

EEDI G THE HYDRAULIC SYSTEM- Single Master Cylinder

- -=-~ '"5 eas· g parking br<>ke, turn front brake shoe adjusters anti-clockwise to fully off position :-::~ea .. Drake shoe adjusters clockwise until shoes contact drums. This reduces capacity of ::~:- s c linders and facilitates bleeding.

-:'"e brakes are servo assisted, vacuum should be exhausted from servo by depressing brake acal several times, and engine must not be run whilst bleeding is carried out.

_e ·hand rear brake should be bled first, followed by left-hand front, then right-hand front. - ere is no bleed screw for the right-hand rear brake.

Brake pedal should be depressed through full

length of travel, followed by three short rapid

strokes using last third of pedal travel, then

allowed to return quickly to released position

by removing foot from pedal. Tighten bleed

screw whilst pedal is fully depressed.

After all air is expelled from system, adjust brakes.

793

BLEEDING THE HYDRAULIC SYSTEM -Tandem Master Cylinder

Procedure for bleeding brake system with tandem master cylinder is similar to that recommended for single master cylinder except for operation of brake pedal.

Pedal should be depressed slowly through full

length of travel then allowed to return slowly to

released position, with a pause between each

pedal application.

After bleeding rear brakes, pedal travel will be reduced and no attempt should be made to force pedal to end of stroke.

During bleeding, piston in actuator which operamove and lamp will light when ignition is switchec can be reset by opening bleed screw on rear bral<e a pedal until light goes out. Immediately th is happe screw. When the light goes out a click will be fe lt o

oressure warning lamp may eec ' " g front brakes, piston

oressure on brake 211d t ighten bleed es back.

BRAKE PEDAL AND SUPPO

The pendant type brake pedal incorporating

nylon bushes pivots about a common shaft with

the clutch pedal. The shaft is mounted in a sup-

port bolted to the dash panel, and is retained in

position by a spring pin at the brake pedal end

and a split pin at the clutch pedal end. The pedal

is connected to the master cylinder or servo unit

push rod through a clevis.

On models with automatic transmission, a spacer

is assembled on the pedal shaft in place of the

clutch pedal.

With support in position, brake pedal can be with

drawn after removing spring pin (arrowed) and

withdrawing shaft sufficient distance to detach

pedal.

p / ;/ v

~

65

BRAKE PEDAL AND SUPPORT (contd)

~e i "'sta ll ing pedal, smear bushes and shaft with recommended grease. On models with a ic transmission, ensure that spacer is installed on shaft before assembling pedal.

:::l_ a support can be withdrawn complete with pedals and clutch cable after removing dash ator panel, master cylinder or servo, and on right drive Victor the parking brake control.

VACUUM SERVO

The suspended-vacuum type servo, which is basically the same for all models, is installed between the brake pedal and the master cylinder. Only the air fil ter, non-return valve, push rod seal and plate assembly and the dust cover are serviced. If an internal fau lt occurs or the push rod setting is incorrect, a replacement unit should be installed.

VACUUM SERVO- Air Filter Renewal

Access to filter is gained after pulling back dust cover from rear of servo and withdrawing filter retainer. Filters must be cut to allow removal and installation over push rod. After installing filter in housing, ensure that retainer is assembled to end of housing and that front end of dust cover engages retaining flange.

VACUUM SERVO- Non-Return Valve

The non-return valve has tags which retain it i'1 tbe se:vo si1ell, and is removed by turning anti-clockwise one quarter of a turn, using a wrercn.

~ ' -------......

During installation, use a new 0-ring without

grease and assemble valve in position 'A' for

four-cylinder left drive, position '8' for four-

cylinder right drive, position 'C' for six-cylinder

right drive or position 'D' for six-cylinder left

drive.

D

VACUUM SERVO - Push Rod Setting

Access to ~ervo push rod can be gained after re-

moving master cylinder. On models with single

master cylinder, push rod should project so that

dimension 'A' between front face of servo shell

and end of push rod, is 0.095 to 0.100 in. with

vacuum introduced in system and servo in off

position.

On models with tandem master cylinder, servo

push rod should be recessed so that dimension

'A', from end of push rod to front face of servo

shell, is 0.011 to 0.016 in. with vacuum intro-

duced in system and servo in off position.

722

I

l-A

A

67

68

VACUUM SERVO- Push Rod Setting (contd)

If servo push rod setting is not within specified limits, no attempt should be made to alter position of adjusting bolt at end of push rod as this is locked during manufacture and cannot be moved without damage to rod. Instead, a replacement servo should be installed.

VACUUM SERVO- Installation

After installing servo, ensure that pedal push rod grommet attaching pegs are fully engaged in holes of pedal support.

SINGLE MASTER CYLINDER

All single master cylinders used are centre valve

type, the main differences being in the cylinder

bore and fluid capacity. On four-cylinder models,

the cylinder has an integral reservoir with an ex

tension if used with disc brakes, whereas on six

cylinder models the reservoir is detachable.

Where the braking system is not servo-assisted,

the cylinder incorporates a non-adjustable

captive type push rod .

SINGLE MASTER CYLINDER- Disassembly

Where applicable, remove dust cover, circlip and

push rod before withdrawing plunger and valve

assembly.

If plunger sticks in bore, apply compressed air to outlet port to assist removal.

Remove spring retainer, return spring and valve

assembly from plunger after prising up tab of

spring retainer.

Release valve stem from spring retainer by com

pressing spring and withdrawing stem through

slotted hole. Take care of spring shim washer

when detaching valve stem from valve spacer.

On cylinder with detachable reservoir, access to

adaptor securing reservoir to cylinder body is

obtained after detaching baffle.

~

SP1875

54143

69

SINGLE MASTER CYLINDER - Reassembly

On cylinder with detachable reservoir, install

washer and adaptor in reservoir, then assemble

seal and sleeve over threaded end of adaptor.

Screw adaptor into cylinder body ensuring that

reservoir channel engages rib on cylinder body.

After tightening adaptor to specified torque,

locate baffle over adaptor.

It is essential that torgue fig_~J_re specified for adaptor is strictly adhered to. as master cylinder body is manufactured from aluminium alloy and can easily be damaged if adaptor is overtightened.

768

After assembling seal ( 1) to valve stem (2), en-

sure that spring shim washer (3) is assembled

with concave face towards valve spacer (4).

After locating seal on plunger, assemble spring and retainer to valve stem, then assemble reta.iner to plunger and depress retainer tab (arrowed) into recess in plunger.

ge seal and mouth of cylinder with brake fluid before inserting assembly into E seal lip carefully into bore. Where applicable, smear sealing area of dust cover

ed grease before assembling to cylinder body.

e~~

TANDEM MASTER CYLINDER

~ "' ' 2Z2 ~~ ~ ;I

+ , I

~(()~

, r---c::::ll ~

~ 777

The tandem master cylinder, which is only available on left drive, comprises two independent cylinders in series, the rear cylinder operating the front brakes through a tip valve, while the front cylinder operates the rear brakes through a centre valve.

Where the braking system is not servo-assisted, the master cylinder incorporates a non-adjustable

captive type push rod.

When pressure is applied to the brake pedal the primary plunger moves along the cylinder bore and the tip valve closes. This cuts off the supply of fluid through the primary port and further movement of the plunger results in hydraulic pressure being transmitted to the front brakes. At the same time, the pressure created, together with the increasing force of the intermediate spring, overcomes the secondary spring and actuates the secondary plunger. Initial movement of the secondary plunger closes the centre valve and hydraulic pressure is then transmitted to

the rear brakes. Should failure occur in either system, the other system will provide an effective brake although

brake pedal travel will be increased.

71

TANDEM MASTER CYLINDER- Disassembly

Where applicable, remove push rod by pulling back dust cover and removing circlip.

Plunger assemblies cannot be withdrawn until

tip valve is removed. Access to tip valve nut is

obtained after removing screws securing reservoir

to cylinder and pivoting reservoir around its front

mounting. Do not attempt to detach reservoir

from cylinder unless renewal is required, as res-

ervoir is retained at front end by internal circlip

and cannot be removed without being damaged.

Use a% in. A/F hexagon adaptor to unscrew nut.

After removing tip valve and primary plunger, secondary plunger assembly can be withdrawn by shaking cylinder body or applying compressed air to rear brake outlet port.

Place secondary spring and valve assembly in vice

with paper between vice jaws and assembly to

prevent contamination. With vice closed until

secondary spring is almost coil bound, prise up

tab of spring retainer.

oving assembly from vice, detach retainer, return spring and valve assembly from . plunger.

equires renewal, it can be removed by levering between reservoir and cylinder -- __ removal, prise out reservoir circlip and seal from cylinder body.

TANDEM MASTER CYLINDER- Reassembly

Before installing reservoir, install reservoir seal

and circlip in cylinder body.

Lubricate seal and tapered boss of reservoir with brake fluid prior to push'ng reservoir mto position. Ensure that circlip engages groove in reservoir.

After assembling seal (1) to valve stem (2), en

sure that spring shim washer (3) is assembled

with concave face towards valve spacer (4).

When retainer (2) is assembled to valve stem ( 1),

slide secondary spring (3) over retainer. After

locating seal (4) on secondary plunger, slide other

end of secondary spring over plunger.

Place secondary spring and valve assembly in vice

with paper between vice jaws and assembly to

prevent contamination. V ice should be closed

until secondary spring is almost coil bound, then

retainer pressed back against secondary plunger.

4 768

54177

73

TANDEM MASTER CYLINDER- Reassembly (contd)

Use long-nosad pliers to depress tab of retainer

into recess in plunger.

Assemble seal to primary plunger so that larger

diameter is towards inner end of plunger.

$4180

Smear plungers, seals and mouth of cylinder with brake fluid before inserting secondary plunger assembly into cylinder followed by intermediate spring and primary plunger.

After pressing primary plunger down cylinder

bore, install tip valve. Tighten tip valve nut to

specified torque.

"cable, smear sealing area of dust cover with recommended grease before assembling ·- e body.

BRAKE PRESSURE WARNING LAMP ACTUATOR

&Yfi)~&f)

778

The brake pressure warning lamp actuator is installed on a braking system incorporat:ng a tandem master cylinder in place of the four-way connector, and provides a means of operating the switch controlling the brake pressure warning lamp.

The unit is in effect two opposed cylinders with a common piston, and is connected betwee the front and rear brake hydraulic systems. Provided both systems are operating satisfactorily the piston is maintained in balance.

If the pressure drops in either braking system, the piston assembly will be forced from the central position and the switch plunger depressed resulting in the warning lamp lightmg.

For ease of assembly the piston is manufactured in two parts, the longer part having a radiused groove which acts as a ramp for the plunger of the warning lamp switch.

BRAKE PRESSURE WARNING LAMP ACTUATOR- Service Check

Warning lamp bulb and wiring can be checked by detaching wire from switch and connecting wire to ground. With ignition switched on, warning lamp should light.

After ascertaining that bulb and wiring are serviceable, actuator and switch may be checked as follows:

Where brakes are servo-assisted, vacuum should be exhausted from servo by depressing brake pedal several times and engine should not be run while check is being carried out.

After switching on ignition, open either front brake bleed screw and slowly depress brake pedal until brake pressure differential warning lamp lights. Close bleed screw and release pedal. Open rear brake bleed screw and apply light pressure to brake pedal until lamp goes out. Immediately this happens, stop applying pressure to brake pedal and tighten bleed screw.

Should lamp light again before bleed screw has been tightened, this means that piston has travelled past central position and must be reset by opening a front bleed screw and applying pressure until light goes out.

If performance of lamp differs from that previously described, actuator should be removed for disassembly.

75

BRAKE StiOES (contd)

1 Ensure that support plate (1) and clip (2) are

assembled to leading shoe of rear brake before

installing shoes.

53949

53712 S3713

After applying thin film of recommended grease to contact pads on flange plate, assemble shoes as shown. Ensure that front brake shoe return springs are located so that longer hook is attached to flange plate.

FRONT BRAKE CYLINDERS

The single-ended front brake cyl-

inders are bolted to the flange

plate and connected by a bridge

pipe. A bleed screw is provided

on the rear cylinder. 53375

On reassembly, assemble seal to piston so that

larger diameter is towards inner end of piston.

Locate smaller end of spring on inner end of

piston and coat cylinder bore and piston with

brake fluid before easing piston assembly into

cylinder. Smear sealing area of dust cover With

recommended grease before assembling to cyl-

inder body.

Ensure that sealing ring is assembled to cylinder

boss before installing cylinder in flange plate.

REAR BRAKE CYLINDERS

The single-ended floating type

rear brake cylinders locate in a

slot in the flange plate and are

retained by a retaining plate,

spring plate and an outer dis-

tance washer. The cylinder is

free to slide in the slot for self-

centralization. An extension of

the cylinder retains the operating

lever for the parking brake. ==

Cil J I:: ::I c:

$4183

79

REAR BRAKE CYLINDERS- Removal

With dust cover removed, use Expander 01148 to

depress spring plate tags ( 1) sufficiently to disen

gage them from slots in retaining plate (2). Hold

in this position by inserting thin rod between plates.

After prising out retaining plate, distance washer

and spring plate can be withdrawn and cylinder

removed from flange plate.

REAR BRAKE CYLINDERS- Reassembly and Installation

Assemble seal to piston so that larger diameter

is towards inner end of piston. After assembling

dust cover to piston, coat cylinder bore and piston

with brake fluid before easing piston assembly in-

to cylinder. Smear sealing area of dust cover with

recommended grease before securing to cylinder

body with clip.

53381

es of flange plate where cylinder slides and fulcrum pin of parking brake operating ..,.., . ended grease.

After locating cylinder in flange plate, install

spring plate and distance washer so that closed

end of each is towards parking brake operating

lever.

Press in retaining plate until tags on spring plate engage slots in end of retai boot over parking brake operating lever and retaining plate.

REAR BRAKE SHOE ADJUSTERS

The rear brake shoe expanding type adjuster is

attached to the brake flange plate by studs and

nuts, and can be withdrawn after the brake

shoes have been removed.

On reassembly, smear tappets and adjusting

screw with recommended grease.

GIRLING BRAKE FRICTION PADS

-ssemble

SP 186

The brake friction pads are held in the caliper body by retaining pins and spring clips with an anti-squeal shim interposed between each pad and piston.

Pads should be renewed when friction material has worn to thickness of 0.06 in. Do not allow oil or grease to come into contact with pads. Before removing pads, reduce fluid level in master cylinder until reservoir is half full to allow for fluid movement when new pads are installed. Do not depress brake pedal while pads are removed.

81

2:

GIRLING BRAKE FRICTION PADS (contd)

Install anti-squeal shims with arrow pointing in

direction of forward rotation of disc.

Reposition pistons in caliper by depressing brake pedal a few times before topping up master cylinder.

GIRLING BRAKE CALIPERS

\ or a I)

The brake caliper assembly and disc shield are

bolted to the steering knuckle. Each half of

the caliper assembly incorporates a cylinder with

a groove for a sealing ring. The exposed end of

each piston is protected by a rubber dust cover

secured to the caliper body by a spring ring.

The brake calipers which are used on models

with a six-cylinder engine are similar in design

to those used with a four-cylinder engine ex-

cept that they are larger.

779

GIRLING BRAKE CALIPERS- Renewal of Seals

Under no circumstances should bolts securing two halves of caliper together be removed, as difficulty could be experienced in obtaining an effective fluid seal on reassembly.

After removing spring rings and rubber dust

covers, tie piece of cloth around inlet port pis-

ton and caliper body, then eject other piston by

applying air pressure to inlet port. Untie cloth

and place inside caliper before ejecting remain-

ing piston.

CAUTION: Compressed air will eject pistons

rapidly, therefore keep fingers clear of pistons

during removal.

Ease seals out of caliper, taking care not to damage grooves or bores of caliper. Clean pistons, caliper bores and grooves with Girling Cleaning Fluid.

Ensure that new seals are seated in caliper bore grooves. Lubricate seals, bores and pistons with brake fluid before pushing pistons squarely into bores.

GIRLING BRAKE CALIPERS -Installation

Caliper attaching bolts have nylon inserts. Always

renew bolts and tighten to specified torque.

83

LOCKHEED BRAKE FRICTION PADS

The brake friction pads are held in position by a spring retainer which is secured to the caliper bod 'w split pins. An anti-squeal shim is interposed between each pad and piston.

Pads should be renewed when friction material has worn to thickness of 0.06 in. Do not allow oil or grease to come into contact with pads. Before removing pads, reduce fluid level in master cylinder until reservoir is half full to allow for fluid movement when new pads are installed. Do not depress brake pedal while pads are removed.

Ensure that rei ieved section 'A' of each piston is

positioned correctly relative to caliper as shown,

i.e. downwards and to the rear, before pressing

piston back into caliper. Arrow indicates front

of car.

Use Clamp D 1133 to press piston back into

caliper before installing new friction pads.

'+ion pistons in caliper by depressing brake pedal a few times before topping up master

LOCKHEED BRAKE CALIPERS

BBB

The brake caliper and disc shield are bolted to the steering knuckle. Each half of the caliper assembly incorporates a cylinder with a groove for a rubber fluid seal.

A grooved rubber dust seal is located in a recess in the mouth of the cylinder bore and is held

in position by a retainer.

LOCKHEED BRAKE CALIPERS- Renewal of Seals

Assemble Clamp D 1133 to mounting half of

caliper to retain piston in position, then insert

piece of wood in caliper to protect other piston

during its removal. Apply compressed air to

inlet port and eject piston from rim half of caliper.

CAUTION: Compressed air will eject piston

rapidly, therefore fingers should be kept clear of

piston during removal.

$4477

85

86

LOCKHEED BRAKE CALIPERS- Renewal of Seals (contd)

After removing clamp, insert a blunt screwdriver

between dust seal and retainer and carefully

prise out retainer.

54478

After easing dust seal and fluid seal out of caliper, taking care not to damage groove or bore of caliper, clean piston, caliper bore and groove with brake fluid or methylated spirits.

Coat new fluid seal (seal without a groove) with recommended grease before installing in groove in caliper bore.

Smear piston with recommended grease before

entering it squarely into bore; the relieved sec

tion of piston must be positioned correctly

relative to caliper as shown.

When new dust seal (grooved seal) is assembled

to retainer, coat seal with recommended grease.

Use Clamp D1133 to press seal and retainer 01133

home.

54487

Renew seals in mounting half of caliper in similar manner . •

LOCKHEED BRAKE CALIPERS- Disassembly

Do not separate halves of caliper unless new bolts and fluid channel seal are available. Bolts are of special material and substitutes must not be used . .

Remove piston from each caliper half by applying

air pressure to fluid channel with hand over end

of piston to prevent rapid ejection.

LOCKHEED BRAKE CALIPERS- Reassembly and Installation

Renew dust and fluid seals as previously described, noting the instructions on piston position.

Before assembling caliper halves together, locate

a new fluid channel seal in mounting half of cal-

iper and be sure joint faces are clean and dry.

87

LOCKHEED BRAKE CALIPERS- Reassembly and Installation (contd)

- ·s important that new bolts are used to secure caliper halves together. Ensure that bolt reads and threads in caliper are dry before installing bolts and tightening to specified torque.

It is essential that correct torque figure is strictly adhered to.

Caliper attaching bolts have nylon inserts. Always

renew bolts and tighten to specified torque.

BRAKE DISCS

The brake discs are attached to the hubs by bolts

and lockwashers. All discs are basically similar in

design except that those for use on six-cylinder

engines are thicker.

2 c ·sc n-out will push caliper pistons back into bores resulting in increased brake 3e o re checking, tighten hub nut to eliminate any bearing end float.

For run-out check, mount indicator so that plun-

ger is located 0.70 in. from periphery of disc. If

run-out exceeds specified limit, disc must be renew-

ed. After carrying out check, adjust hub bearings.

PARKING BRAKE CONTROL- Victor

The twist-release parking brake

control is secured to the under-

side of the instrument panel and

to the dash panel.

I~

Control can be removed as an assembly complete with cable, after disconnectil'1g clevis from front lever and removing nut securing lower end of control housing to dash panel.

89

PARKING BRAKE CONTROL -Victor (contd)

Remove steering column finisher to gain access

to bolts securing control housing bracket to in-

stru ment panel.

Pawls and spring can be removed after withdrawing control rod from housing.

784

On reassembly, assemble pawls and spring into

housing before installi ng control rod and cable.

Tighten nut at lower end of housing before tightening bolts secu ring housing bracket to instrument panel. Lubricate clevis with recommended grease.

PARKING BRAKE CONTROL ROD CABLE- Victor

a:> e can be renewed without removing control from car. After disconnecting clevis on front _ ;:r, i draw control rod until its guide pin is clear of housing mounting bracket, then turn

-__ • 8 = -o release cable. Do not remove rod completely otherwise pawls may be displaced. ~=.==-= · ta ing, lubricate cable and clevis with recommended grease and ensure that pawls

ocated correctly in control.

PARKING BRAKE FRONT LEVER- Victor

The parking brake front lever is mounted on the

engine side rai l, and can be withdrawn after dis

connecting the clevises and removing the circlip

from the lever shaft. On reassembly, lubricate

pivot and clevises with recommended grease.

@@~

~

PARKING BRAKE LEVER- Ventora

The push button release parking

brake lever is bolted to a plate

attached to the body floor panel.

Access to lever mounting bolts

and cable clevis is gained after

removing centre console.

Before installation, lubricate

cable clevis with recommended

grease.

~

789

785

91

PARKING BRAKE UNDERBODY CABLE ADJUSTMENT- All models

Before adjusting cable, ensure

that rear brake shoe adjustment

is correct. Slacken locknut (2)

and rotate sleeve ( 1) until clevis

pins at outer ends of parking

brake rods can just be rotated

freely, then tighten locknut.

PARKING BRAKE UNDERBODY CABLE- Victor

The underbody cable on the Victor is connected to the parking brake front lever by a slotted clevis and to the equalizer assembly on the rear axle through a threaded adjuster. The cable is supported by guides on the underbody and a guide in the transmission rear mounting support.

During installation, lubricate guides and clevis with recommended grease. On right drive Victor with automatic transmission, cable should run underneath engine rear mounting crossmember. On all other Victor models, irrespective of type of transmission, cable sbould be located~ crossmember.

PARKING BRAKE UNDERBODY CABLE- Ventora

The underbody cable assembly on the Ventora consists of an inner cable and an outer casing. The outer casing incorporates a bracket at the front end and an adaptor at the rear end which are screwed to the floor panel. The front end of the inner cable is connected to the parking

ra e lever through a slotted clevis, while the rear end runs through a guide to an equalizer ::: ....,bly on the rear axle.

o oarking brake lever clevis, and screws securing cable bracket and adaptor to floor -=-= . ca be gained after removing centre console and rear carpet.

On installation, coat underside of adaptor with sealing putty before assembling to floor panel. Lubricate guide and clevis with recommended grease.

PARK.ING BRAKE EQUALIZER

1041

The parking brake equalizer assembly is attached to a mounting bracket on the rear axle.

On reassembly, lubricate all pivots and clevises with recommended grease and assemble antirattle springs between upper half of rod clevises and respective levers.

When assembling cable clevis to equalizer lever, locate clevis pin in outer hole on Victor or inner hole on Ventora.

93

BRAKE PIPES

Brake pipes over 36 in. long are not serviced, but Bundy tubing is available in 25ft. lengths for forming longer pipes.

A B

Ascertain which type of flare is required, i.e.

concave 'A' or convex 'B'.

780

Use Flaring Tool JWP230M to ensure that ends

of pipe are correctly flared.

GENERAL INDEX

Adjustments

Brake Shoes .

A

Front Hub Bearings.

Parking Brake Underbody Cable

B Bleeding the Hydraulic System

Single Master Cylinder

Tandem Master Cylinder

Brakes ..

Brake Calipers- Girling

Brake Calipers- Lockheed

Brake Discs

Brake Drums ..

Brake Friction Pads- Girling

Brake Friction Pads- Lockheed

Brake Pedal and Support

Brake Pipes

Brake Pressure Warning Lamp Actuator

Brake Shoes

Brake Single Master Cylinder

Brake Tandem Master Cylinder

c Castor Angle

Camber Angle and Steering Pivot Inclination

Control Rods

F Front Axle

Front Brake Cylinders .

Front Hubs

Front Hub Bearing Adjustment

Front Shock Absorbers

Front Springs ..

Front Standing Height Check

F rant Suspension

Front Suspension Arm Ball Joints

Front Suspension Lower Arms

Front Suspension Upper Arms

L Lubricants Recommended

77 14 92

64

64 63 82 85 88 77 81

84

65 94 75 77 68 71

13

14 18

30 78

14 14 18

20 12 11

24

28 27

9

p Panhard Rod

Park ing Brake Contro l .

Park ing Brake Control ;:{ad Cable

Parking Brake Equalize

Parking Brake From Leve

Parking Brake Lever

Parking Brake Underbody Cable

Parking Brake Underbody Cable Adjustment . .

R Rear Brake Cy li nders

Rear Brake Shoe Adjusters

Rear Shock Absorbers . .

Rear Springs

Rear Standing Height Check

Rear Suspension

Rear Suspension Lower Arms

Rear Suspension Upper Arms

Recommended Lubricants

s Specifications

Stabilizer Bar

Steering

Steering Arms

Steering Column

Steering Column Canopy

Steering Column Upper Bearing

Steering Column Upper Housing

Steering Gear ..

Steering Geometry

Steering Intermediate Shaft and Coupling ..

Steering Knuckles

Steering Tie Rod Outer Ball Joints

Steering Wheel .

Toe-in

Toe-out on Turns

Tyre Pressures .

Vacuum Servo .

T

v

35 89 90 93 91

91

92

92

79 81

36 37

35 34

40

39 9

5 17

42

22 47 45 45 46 53 13

51

23 62 43

13

14 7

66

95

TS974 SUPPLEMENT To Training Manual TS 884

SUSPENSION, STEERING, BRAKES- · FD Victor, VX4/90 & Ventora

CONTENTS

INTRODUCTION ..

RECOMMENDED LUBRICANTS ..

SUSPENSION ..

STEERING

POWER STEERING SYSTEM- Ventora II ..

BRAKES ..

.. 3

4

.. 6

11

15

.. 37

INTRODUCTION This Supplement provides information on changes in design ana servicing procedure since publication of Training Manual TS 884, which covers suspension, steering and brakes on FD Victor and Ventora. The supplement also covers the introduction of VX4 90, Model 94769.

The information given in this supplement is correct at the time of preparatio Motors Ltd reserves the right to introduce specification changes which mav af4ect this information.

VEHICLE IDENTIFICATION

On later models the vehicle identification plate is attached to the instrument panel, at the left-hand side, and can be read through the windshield glass. This plate is stamped with the model and chassis number.

On some cars a service parts identification plate is attached to the left-hand front wheelhouse panel, under the bonnet. This plate bears the following information in the sequence shown:

Model Destination Job No Paint Code Trim Code

Option Codes

3

~

RECOMMENDED LUBRICANTS- United Kingdom

Usage BP Castrol Duckhams Esso Gulf Mobil Petrofina Shell Texaco

Suspension Arm Ball Joints Energrease Castro I e .G. Esso Gulf Mobilgrease Fina Retinax Regent C.3G or MS3 Grease Graphite Graphite Super Marson AM Grease

Manual Steering Gear Pinion Energrease Grease or Grease or Grease No.1 LM2 904 or Outer Seal L.21M LBM.10 Esso MP or Molytex

Grease Grease Gulflex Grease 2 (Moly) (Moly)

Front Hub Bearings and Caps Energrease Castro I LB.10 Esso Gulflex A Mobil grease Fina Retinax Marfak

Steering Shaft Bearings L.2 LM Grease Multi- MP or Marson A All Grease purpose Mobil grease HTL2 Purpose

Power Steering Ball Joints Grease H Super

Manual Steering Gear BP Gear Castro I Hypoid Esso Multi· Mobilube Fina Shell Universal Oil SAE Thio- 90 Gear Oil purpose GX90 Pontonic Spirax Thuban

Power Steering Pinion Hou sing 90EP Hypoy GX90/140 Gear Oil XP 90EP 90 or FD or 90 SAE90/140 Multigear Hypoy Lubricant 90

Power Steering Hydraulic BP Castro I D·Matic Esso Automatic Mobil Fina Shell Texamatic System Autran TQ or Dexron Transmission ATF 220 Dexron Automatic 6673

ox Dexron R Fleet- AutomatiC Dexron ATF Fluid Dexron matic 0 Transmissio n Dexron

Fluid

Front Hub Oil Seals (disc brakes) Rocol Anti-scuffing Paste or Croda Grease GP/G6591

Brake Pedal Shaft and Bu shes Brake Flange Plate Shoe Contact

Pads Duckhams Rear Brake Cylinder Flange Plate - -

Keenol - - - - - -Contact Pomts

Rear Brake Shoo AdJUSters Parking Brake L1nkage

Brake Hydrau lic Systom Castroi/Girling Brake and Clutch Fluid·Crimson or Lockheed Super 105 Brake Fluid

Brake Cylinder Du st Covo''' Castro I/ 0.4590 Esso

- Girling Rubber TSD 803 Rubber Grease - - - - -Grease (Red)

Lockheed Caliper Pistons and Soo~ l s Lockheed Disc Brake Lubricant Lockheed Servo Components

RECOMME OED 1U 18RIC.A TS- Overseas

SAE Usage Viscosity Sc·~icatio;;.

Number

Suspension Arm Ball Joints -- Gi'-' ~538 - 1.~

Manual Steering Gear Pinion Outer Seal

Front Hub Bearings and Caps -- GM 4750- M

Steering Shaft Bearings

Power Steering Ball Joints -- GM 6031- M

Manual Steering Gear 90 GM 4655- M

Power Steering Pinion Housing

Front Hub Oil Seals (disc brakes) Paste of heavy mineral oil -- with 25% by weight of

molybdenum disulphide

Power Steering Hydraulic System -- Dexron Fluid 9985158

Brake Pedal Shaft and Bushes Brake Flange Plate Shoe Contact

Pads Rear Brake Cylinder Flange Plate -- GM 4550- M Contact Points

Rear Brake Shoe Adjusters Parking Brake Linkage

Brake Hydraulic System -- GM 4653- M

Brake Cylinder Dust Covers -- Castor oil base grease, harmless to rubber

Lockheed Caliper Pistons and Seals -- Lockheed Disc Brake Lubricant Lockheed Servo Components

5

SUSPENSION STEERING GEOMETRY .. 6

FRONT HUB BEARING ADJUSTMENT AND LUBRICATION .. .. 7

FRONT HUB BOLTS 7

FRONT HUB BEARING SHIELDS.. .. 7

FRONT SUSPENSION UPPER ARMS BALL JOINTS .. .. 8

FRONT SUSPENSION LOWER ARM BUSHES .. 8

REAR SPRING LOWER MOUNTING NUT TORQUE .. .. 8

REAR SUSPENSION ARM BUSHES .. 9

REAR SUSPENSION UPPER ARMS .. 9

STEERING GEOMETRY

The steering geometry data and the front standing height checking procedure have been revised, and are applicable to all models.

All geometry checks including wheel alignment must be carried out with the car standing level at the front and rear within 0.24 in. side for side, and at kerb weight (i.e . unladen with fuel tank full).

Height checks should be taken from the front suspension lower arm fu lcrum bo lts and from the rear suspension lower arm front mounting bolts.

If one side of the car is more than 0.24 in. lower than the other, the low side must be raised by jacking the body.

The new geometry limits are as follows:

Front Wheel Alignment ..

Camber Angle ..

Steering Pivot Inclination

Castor Angle ..

* To be within 1° 30' side for side

6

0.04 in. toe-in to 0.04 in. toe-out

*Zero to 2° 30'

5° 23' to 8° 23'

t2° 30' to 4°

t To be within 1° side for side

FRONT HUB BEARING ADJUSTM ENT .ANID LUBRICATION

- o permit finer adjustment of the front hub aearings t he slotted nut was rep laced on later

odels by a plain nut and a pressed steel retai ner which has eight tags for split pin location.

It is now recommended that, in addition to packing the bea rings hub) is half-filled with grease.

FRONT HUB BOLTS

The bolts ( 1) used on early models are replaced by bolts (2) having 28 hardened splines. The hubs are produced with plain holes which are splined when the bolts are pressed in. With the improved fit of the new bolts, it is not necessary to peen or stake them in position.

When renewing a bolt of the new type, the old bolt can be driven out without removing the hub, and the new bolt drawn into position using a tube and a wheel retaining nut.

--,rease. ;::,-,: ~1.u :: -

2

FRONT HUB BEARING SHIELDS

1<82

On models with disc brakes, the front hub bearings are protected against the ingress of water and mud by two shields (1 and 2). To further improve this method of protection, redes igned shields (3 and 4) were introduced on later models.

When installing a later type outer shield on an early model, the inner shield must also be renewed.

7

----------------------------

FRONT SUSPENSION UPPER ARM BALL JOINTS Replacement upper ball joints are now serviced with four 0.25 in. diameter attachment holes.

These holes and the holes in the arm must be opened up to accommodate the 5/16 in. diameter bolts supplied in the service ball joint kit. Before drilling the holes, use two% in. diameter bolts to ensure that holes are correctly aligned.

FRONT SUSPENSION LOWER ARM BUSHES Due to the high interference fit of the sleeved bush in the lower suspension arm, failure of the draw bolt of Remover and Installer VR2023 has been experienced.

The procedure outlined in the manual covering the removal and installation of these bushes has, therefore, been revised.

1965

Instead of using the draw bolt, bush should be removed and the new bush pressed into arm in direction of arrow, otherwise edge of arm flange may dig into bush sleeve. Use the sleeve of Installer VR2023 to support arm, and thick washer of tool interposed between bush and press ram.

REAR SPRING LOWER MOUNTING NUT TORQUE The tightening torque recommended for the nut securing the rear spring to the suspension lower arm has been revised from 24 to 19 lb ft. This new figure applies also to earlier models.

8

REAR SUSPENSION ARM BUSHES

The rubber bush ( 1) used on early models is replaced by a bush (2) encased in a steel sleeve. This bush is used at both ends of the upper and lower arms, and is interchangeable in any of these locations.

2

The later type bush should be removed and installed using a press. A spacer must be used between the suspension arm flanges to provide support whilst this operation is carried out and, as an aid to installation, oil should be smeared on the steel case of the bush.

Bush should be installed in direction of arrow, otherwise edge of arm flange may dig into bush sleeve. Use the sleeve of Installer VR2023 to support arm, and thick washer of tool interposed between bush and press ram, and ensure that bush inner sleeve protrudes an equal amount each side of arm.

REAR SUSPENSION UPPER ARMS

1980

On later models, a new rear suspension upper arm and bush assembly was introduced. The bushes are steel-sleeved and an interference fit in the arm.

Bushes should be pressed in from flat side of arm until dimension 'A' (from arm to end of bush outer sleeve) is 0.32 in.

The arm can be installed either way round, but it is still necessary to allow weight of car to be taken on rear springs before tightening arm mounting bolt nuts to a torque of 24 lb ft.

With the introduction of the new arm, the rear axle bump stop and bracket have been deleted.

9

STEERING STEERING WHEEL ATTACHMENT

STEERING WHEEL CENTRE SCREWS ..

STEERING COLUMN LOCK ..

STEERING COLUMN .. .. .. .. .. i2

STEERING COLUMN GEAR SHIFT TUBE SUPPORTS .. 13

MANUAL STEERING GEAR ATTACHMENT .. .. .. 14

STEERING WHEEL ATTACHMENT

A steering wheel nut having a serrated flanged face was introduced on later models.

The tightening torque for this nut is 38 lb ft on Ventora and VX4/90, and 45 lb ft on other models.

On early models the steering wheel seats against a split ring located in a groove in the steering shaft. On later models the split ring has been superseded by two tapered collars which also locate in the groove, this having been made wider.

The collars are retained on the shaft by a rubber ring located in a groove in the collars.

STEERING WHEEL CENTRE SCREWS On Victor VX4/90 and Ventora II cars, the four countersunk screws which secure the spokes to the steering wheel centre are smeared with a locking agent when assembled in production.

If these screws are disturbed, the threads of the screws should be smeared with Loctite Grade AV before installing them.

STEERING COLUMN LOCK When removing either the steering column or steering column upper bearing on cars equipped with a steering column lock, it is necessary to disconnect the key-start switch harness at the rear of the instrument assembly. Due to the various types of instruments and instn .. rr~ent facia and the two types of radio, it is preferable to cut the switch harness just forward o~ the column mounting bracket rather than to disconnect the wires from their termina ls.

On installation, the harness can be reconnected by using snap connectors and s1eeves.

Experience has shown that when removing a steering column lock it is better to remove the break-head bolts by drilling a 1/8 in. diameter hole in the centre of eaci-J bolt, using a sharp high-speed drill, then withdrawing the bolt with a screw extractor. The drill should be resharpened for each bolt.

11

STEERING COLUMN

Individual components of the steering column and shaft except column outer jacket (2), cover panel ( 1) and cover panel bracket (4) are serviced separately. If any of these parts are damaged, a complete column assembly must be installed.

The following information covers replacement and adjustment of the column lower bearing only.

S-590

A single-row ball bearing (7) is used to support the lower end of the steering shaft (5) in a housing (6).

A sleeve and adjusting nut (9), both of plastic material , are used at the lower end of the shaft in conjunction with a coil spring, (8) to provide the required pre-load on the lower bearing.

When the column upper bearing and housing have been removed, the steering shaft can be withdrawn out of the gear shift tube (3).

The lower bearing is a press fit in its housing, which is attached by the three bolts which also retain the toe panel bracket to the outer jacket.

The new bearing should be pressed squarely into the lower housing until the shoulder on the bearing contacts the housing.

12

hen reassembling, the three bolts ( 1) must be tightened first to a torque tightness of 10 lb ft. The two bolts (2) should then be tightened to 10 lb ft.

A new adjusting nut and sleeve must be installed with the coil spring on the steering shaft prior to installing the shaft. Ensure that the adjusting nut is fully unscrewed on the sleeve.

After assembling the upper bearing and housing and adjusting the bearing pre-load, turn the lower bearing adjusting nut clockwise until it seats on the bearing inner seat, and the sleeve is in contact with the steering shaft flange. Finger and thumb pressure only should be applied.

The adjusting nut should then be secured by fusing it to the sleeve with a hot iron.

STEERING COLUMN GEAR SHIFT TUBE SUPPORTS On later models, three plastic supports were introduced into the steering column to provide additional support for the gear shift tube. These supports are spaced at 120° around the column, being secured to the lattice section of the outer jacket and bearing against the tube.

53673

The supports (one of which is shown on the left) can be installed on ear ier cars. It wil l be necessary to slacken the four bolts holding the co lumn lower bracket to the dash panel and to disconnect the column upper support bracket from the instrument panel. The column should then be lowered sufficiently to gain access to the upper end of the latt ice section.

13

-------------------------- ------- --------~~

MANUAL STEERING GEAR ATTACHMENT

The attachment of the manual steering gear on later models has been revised to prevent distortion of the gear casing and subsequent stiffness of the rack due to any surface irregularity of the axle crossmember.

A special washer (4) is used between the gear and crossmember at each of the outer attaching bolts (3), and shims (2) at the centre bolt ( 1) which has a washer (5) under its head and is screwed into a threaded boss in the crossmember.

When installing the steering gear, assemble the washers over the outer attaching bolts so that the convex side of each washer is towards the crossmember, and tighten the bolts to a torque of 19 lb ft. Do not tighten the centre bolt at this stage.

Sufficient slotted shims must now be assembled over the centre bolt to take up the clearance between gear and crossmember, and the bolt tightened to a torque of 9 lb ft.

3

14

POWER STEERI G SYSTE TROUBLE DIAG NOSIS ..

BLEEDING THE HYDRAULIC SYSTE

TESTING THE HYDRAULIC SYSTEM

POWER STEERING GEAR

HYDRAULIC PUMP

SPECIFICATIONS ..

-Ventora II

... I

.• "I

.. ~

.. 3.

.. 36

Power steering is provided on some Ventora II models by a self-contained rack and pinion ryp.e unit hydraulically-operated by a pump which is belt driven from the crankshaft pul ley. The control valve is incorporated in the pinion housing.

The power steering gear is bolted to the front axle crossmember in the conventional manner and the pump is mounted on a bracket attached to the engine crankcase. Flexible hoses con nect the pump to the control valve housing.

TROUBLE DIAGNOSIS

Noisy Operation

.. -,

=

When investigating complaints of noisy operation it shou ld be remembered rhat the pump is not completely noiseless. Some noise will be evident when the car is parked v. ith the engine running, particularly if the wheels are held on full lock . T his noise increases with engine speed. Power steering noise can be confused wi th alternator or water pllmp 11oise. The source can be determined by removing the respect ive be lt. Power steering noise can be due to any of the causes listed overleaf.

15

Fluid level low

Pump belt slack

Pump pulley loose or damaged

TROUBLE DIAGNOSIS (contd)

Control valve spool sticking. Check for noise on turns

Hose restricted. Check for noise on turns

Pump noise. Defective flow control valve or worn components.

Lack of Power Assistance

If trouble is experienced with lack of power assistance, park the car on a clean dry floor and with the engine running, turn the steering wheel from lock to lock several times holding on full locks momentarily. This will bring the fluid in the system to operating temperature, 6S- 75° C. The pull required to rotate the steering wheel can be checked with a spring balance, pulling tangentially on the steering wheel rim. If the pull required exceeds 10 lb the power assistance is insufficient and could be due to any of the causes listed.

Pump belt slack

Hoses or pipes restricted

Fluid level low

Air in hydraulic system

Low fluid pressure. Check as described under 'Testing the Hydraulic System'

Unbalanced Steering

Suspension or steering damaged

Control valve adjustment incorrect

Pipe damaged

Poor self-centring

Stiff operation of column assembly or suspension joints

Return hose or pipe restricted

Control valve spool sticking

Stiff operation of rack. This could be due to damaged rae piston or seals.

Fluid Leakage

Fluid leak from top of control valve body. Defective 0-ring or seal in top cover

Fluid leak between control valve body and pinion housing. Defective 0-ring or damaged mating faces

Fluid leakage into pinion housing and rubber boot at pinion end. Defective seal in pinion housing or defective seal in rack inner tube Fluid leakage into rubber boot at opposite end to pinion. Defective seal in rack bearing

16

BLEEDING THE HYDRAULIC SYSTE

id loss has occur red aue to the p" g refilled after overhaul, the follm'll:lQ procec:J:-.: sn::.'!! ~ ::: t>e . ::::z::-;J~?G ~::;. '? Xi:J= 3 :: ::r iT.::::own ~..,e

~ter filling reservoir to correct level with recomme at least two minutes, then start engine and run for about should be topped up again and the procedure repeated unti l

With front wheels raised clear of ground, run engine at approx iiT'ate turn steering wheel so that lock stops are lightly contacted on each JOCK, ::

top up reservoir until level is stabilized.

If fluid in reservoir is extremely aerated, switch off engine for a few minutes to wow::- .. -disperse then repeat last part of procedure.

TESTING THE HYDRAULIC SYSTEM

Ensure that the pump belt tension, front tyre pressures and engine idling speed are all correct.

To test the system use Test Equipment VR2062 in conjunction with Hose VR2062/ 16 and Adaptor VR2062/ 17. Disconnect pressure pipe from pump and connect test equipment between pressure union on pump and the pipe. The hose is assembled to the inlet of the valve body and the adaptor to the outlet as shown.

Check that fluid level in reservoir is up to 'FULL' mark on dipstick.

.:.

After opening test valve, start engine and with steering held on full lock, check for leaks at test equipment connections.

To bring fluid to operating temperature (65- 75° C), move steering wheel from lock to lock several times. Temperature can be checked by inserting a thermometer in reservoir.

To avoid localised wear on the tyres, do not turn steering through full lock more than five times

without moving car to change tyre to floor contact area.

The first test is made with the fluid circuit open. With engine running and steering wheel held on full lock momentarily, observe gauge reading. If maximum pressure is below 900 lb/sq in. a fault in the hydraulic system is indicated. To determine whether fault is in the pump or steering gear, proceed with second test.

17

TESTING THE HYDRAULIC SYSTEM (contd)

For the second test, slowly close test valve and observe reading on gauge. If indicated pressure is less than 900 lb/sq in, the pump is faulty. If pressure is 900 lb/sq in. or more it can be assumed that the fault lies in the control valve, rack piston or rack seals.

Do not operate pump with test valve closed any longer than is absolutely necessary otherwise the pump may be damaged due to overheating.

If the pump is faulty, the test should be repeated after pump is reconditioned and reinstalled. This will, in addition to checking the repairs made to the pump, determine the condition of the steering gear which may also be defective.

POWER STEERING GEAR

1 5

6

7

r 10 D

9 8 12

2292

18

The power is applied through a piston {4) which is attached to the rack and operates in the rack tube (3). Seals in the rack bearing (8) and the rack inner tube (2) confine the hydraulic fluid within the tube. Feed pipes (9) communicating with each end of the rack tube via the end housing (5) and pinion housing (1) are connected to the control valve body (14). A by-pass tube ( 11) which communicates with the outer ends of the steering gear housings prevents pressure build-up in the rubber boots.

The control valve body is secured to the pinion housing by three bolts and incorporates ports for the pipes connected to the rack tube in addition to feed and return ports which are connected through flexible hoses to the pump. Communicating with the ports are internal drillings and annular grooves (20) through which the fluid flow is controlled by a spool ( 13).

An input shaft ( 12) engages the pinion ( 17) through dogs ( 15) which have radial clearance. A torsion bar ( 18) attached to the input shaft and pin ion retain the mating dogs in the central position when the gear is static. A sleeve (16) attached to the spool engages helical grooves (19) in the upper end of the pinion shaft.

Normal manual control of the steering is ma inta ined when the engine is not running by the engagement through the dogs of the input shaft and pinion.

The details of the rack yoke ( 1 0) and ba ll jo ints (6) at the rack ends are similar to those of the manual type steering gear but special t ie rods are used and can be identified by the annulus (7) machined on the rods adjacent to the outer end of the rubber boots. Lubricating oil is contained in the pinion housing, end housing and rubber boots at each end.

At ( 1) the pinion and contro l valve assembly is shown in the neutral posit ion. Upon rotating the steering wheel, initia l movement is taken through the torsion shaft. The relative radial movement between the input shaft and pinion due to clearance in the dogs, moves the spool in the appropriate direct ion by the action of the sleeve engaging t he helical grooves in the pinion shaft. At (2) t he movement of the sleeve and spoo l 'A ' is shown when the steering wheel is turned anti-clockwise. The actual amount of spool movement is approximately 0.03 in. in each direction.

When the steering is static and the engine running, all four ports in the control valve are open and fluid circulates between the pump and control valve. Movement of the spool directs fluid from the pump to the appropriate side of the rack piston via the ports and fluid returns from the other side of the piston through the respective port and drillings in the spool to the pump.

r ~- ~.L-J-, :r 1-L"-f_:- ~: 11 ~ 11 ,, Y,'\ t-t

I ~ ~,' , I I

l_QJ-

II . ._ '- ' ':iJLI 4:. ,, ":il':l:: i ' -··

A

2 2304

19

POWER STEERING GEAR-Control Valve Adjustment

If power assistance is unbalanced, i.e. the effort required to turn the steering wheel is greater in one direction than the other, this could be due to incorrect valve adjustment. To determine the amount of unbalance and thereby the adjustment necessary, first install Test Equipment VR2062 and bring fluid to operating temperature as previously described.

With engine running and front wheels raised clear of ground, rotate steering wheel slowly to each lock in turn with a spring balance, pulling tangentially at the steering wheel rim. Whilst applying a load of 3 lb when on lock, check the pressure recorded on test equipment gauge with the aid of an assistant. Make two or three checks to confirm that test is accurate. A pressure of 150- 200 lb/sq in. should be recorded and when the valve is correctly adjusted the pressure differential on each lock should not exceed 12 lb/sq in.

Adjustment is effected by means of the pinion bearing inner race which is threaded on the pinion shaft.

5600 7

The tab washer for securing the bearing and locknut has an offset internal tab. By inverting the washer, adjustments in 5° increments can be made. A 5° adjustment will alter the test gauge reading approximately 25 lb/sq in.

To adjust control valve, remove pinion bottom cove r. easure the amount of oil that drains out so that an equivalent amount can be replaced after completion of adjustment. Knock back locking tabs and remove locknut and tab washer. If pressure recorded on test gauge was low on left lock, turn bearing clockwise, or if low on right lock, turn bearing anticlockwise. After making an adjustment, engage inner tab of tab washer in slot in pinion and align nearest outer tab to slot in bearing. If necessary reverse tab washer to obtain closest position and tighten lock nut but do not bend tabs over at this stage. Bottom cover must be replaced before testing. Upon completion of adjustment and test, remove bottom cover and secure bearing and lock nut with one tab each. Replace lost oil by removing yoke cover and yoke and injecting oil in yoke bore.

20

POWER STEERING GEAR-Removal

The steering gear input shaft can be released from flexible coupling after removing cotter with Remover Z8563.

To disconnect tie rod ball joints from steering arms, use Remover 817.

Before detaching pressure and return pipes from control valve housing thoroughly clean around pipe unions to prevent ingress of foreign matter. After detaching pipes, seal pipe unions and ports. On left drive models release pipe clip from front axle crossmember.

POWER STEERING GEAR-Disassembly

Tie rod inner ball joints can be removed after drilling out lockpin with a 5/32 in. diameter drill. To ensure that rack is not damaged, depth of drilling should not exceed 0.37 in.

Use Wrench VR2050 to hold ball joint housing and slacken locknut with Wrench 01155.

Control valve body and top cover can be wi t hdrawn as an assembly after remov ing feed pipes and the three bolts. Take care of plate spring located on top of spool.

Having removed yoke cover, spring and yoke, remove cover from bottom of pinion housing.

0 ~

/~

' S5958

21

55960

22

POWER STEERING GEAR-Disassembly (contd)

55959

Inputs a-ft, spool and pinion assembly can be withdra rom pinion housing after removing locknut a d ab washer from bottom of pinion shaft and rewing bearing. Bearing distance piece i cor1e away with bearing.

o remove rack, first remove threaded locating pegs from end housing and pinion housing. The end housing and pinion housing can be withdrawn from rack tube by tapping them with a soft mallet.

After withdrawing rack from inner tube, remove 0-ring from pinion housing and withdraw inner tube.

Backing washers, sea and anti-extrusion ring can be w it hdra.·m from inner tube after removing eire ·p.

Rack and piston, and bearing housing assembly, can now be withdrawn from rack tube.

55962

55963

23

POWER STEERING GEAR-Inspection and Reconditioning

55964

The control valve spool is serviced as an individual item and can be removed after releasing the circlip. If spool or valve body are scored, both components should be renewed.

The input shaft, torsion bar, operating sleeve and pinion are serviced as a complete unit under the part name of pinion assembly. Disassembly of this unit is not recommended.

The intermediate bearing in the pinion housing can be removed with a claw-type extractor. Take care that the recess for the fluid seal is not damaged by the claws. The bearing is of sintered iron and care must be taken when pressing in the new bearing to ensure that it is not damaged.

Outer race of pinion lower bearing can be eased out of pinion housing after tapping a sharp blade between race and shoulder in housing.

24

The top cover, incorporating the input shaft seal and bearing is serviced as a complete assembly. The bearing wi ll be damaged if disassembly is attempted.

$5966

In addition to any corr-ponents requiring renewal due to wear or damage, the following items should always be re.,ewed after disassembly: the plate spring (located on top of valve spool), the piston ring and a 0-rings and seals.

POWER STEERING GEAR-Reassembly

Before installing, all seals and 0 -rings must be dipped in hydraulic fluid.

After installing a small 0 -r ing (arrowed) in pinion housing, push inner tube complete with circlip and reta ining ring f ully home in housing, then install large 0 -ring.

25

26

POWER STEERING GEAR-Reassembly (contd)

To avoid damaging inner tube seal with rack threads and teeth, assemble seal and components to rack in the following manner. Having placed circlip and one of the backing washers on rack, wrap a piece of stiff paper around threads and slide seal on to paper. Slide paper and seal over rack teeth to plain part of rack then slide seal off paper and on to rack.

The anti-extrusion washer and second backing washer can now be assembled to rack.

After inserting rack into inner tube and pinion housing, assemble seal components in inner tube and secure with a circlip. Do not draw rack teeth through seal otherwise seal will be damaged.

Having renewed piston 0-ring, piston ring can be eased into position.

When assembling rack tube over piston and rack, ensure that end of tube with two drillings in line, is towards rack teeth. Line up drillings in tube and housing and push tube fully home.

The locating peg which secures tube in pinion housing is provided with a bonded-seal type washer.

55973

27

55974

28


55975

55976

When installing bearing housing assembly in rack tube, line up drilling in bearing housing with appropriate hole in tube.

Before assembling seal to bearing housing, protect rack threads with a piece of thick paper and slide seal on to rack. Remove paper and install anti-extrusion ring.

Before installing end housing, ensure backing washer ( 1) and 0-rings (2) are located in housing, and engage by-pass tube in pinion housing.

Guide by-pass tube into drilling whilst pushing home end housing. Install locating peg with an aluminium washer.

When installing pinion assembly, ensure that rack is in centre position of its travel, i.e. when dimension 'A' from end of rack to ball joint housing abutment face in pinion and end housings is the same.

II b!/ I - _- l I~ A ... I 2305

Pinion must be meshed with rack so that when full installed, cotter flat is facing towards lefthand end of steering gear and at 90° to rack.

When installing pinion bearing, adjust so that when distance piece and bottom cover are installed, dimension 'A' is 1.62 in. This will locate spool in approximately neutral position. Do not bend over locking tabs on bearing and locknut at this stage as fine adjustment will be necessary after steering gear is installed on car.

29


Before installing valve body and top cover ensure that plate spring is installed on top of spool with convex face uppermost.

To assess thickness of yoke shims required, temporarily install yoke and cover without spring, shims or 0-ring. Lightly tighten cover bolts and measure clearance between cover and housing. Select shims of equivalent thickness plus 0.001 to 0.005 in.

When reassembling ball joints to rack, follow the procedure given for Cam Gears units in the manual with the exception that the power steering joints are assembled with recommended grease, not oil.

The pinion housing must be recharged with 0.33 pint of recommended oil before installing rubber boot.

POWER STEERING GEAR-Installation

Before engaging input shaft in coupling ensure that large washer, dust cover and small washer are located on shaft.

Flexible coupling cotter must be loosely installed in order that the steering can be turned frorr lock to lock when bleeding the hydraulic system and checking control valve adjustment. Do not tighten cotter nut until valve adjustment is completed, otherwise free longitudinal movement of the input shaft in the coupling will be prevented.

After completing control valve adjustment, ensure that bearing and nut are secured with tab washer and oil that has drained out is replenished.

30

HYDRAULIC PUMP

The vane-type pump is mounted on a bracket attached to the engine crankcase and is belt driven from the crankshaft pulley. The pump housing ( 1) is encased in an oil reservoir (2) which incorporates a filler cap with integral dipstick. Interposed between the end of the pump housing and reservoir is a fi ter 1 3) through which fluid flows frorp the return tube (4) before passing into the reservoir. This filter does not require periodical attention. A flow control valve 1 5, is incorporated in the outlet side of the PU""'P· Tt,e rotor (7) and vanes (6) operate in an eliptical pump ring ( 10) which is interposed between a thrust plate (8) and a pressure pla te (9) both of which have ported sur'aces.

5

HYDRAULIC PUMP-Belt Tension

Belt tension shou ld be as specified. Slacken all four mounting nuts when adjusting belt. The stud arrowed acts as a pivot. Do not move pump by prising against reservoir or by pulling on filler neck.

55980

~------\

·~----------.......... I

t., \_1 c;:::cc1 l' . ~----JI

1 "---i

i L

~ !

31

L

HYDRAULIC PUMP-Removal

Before removing drive belt, remove pulley nut and washer. After disconnecting hoses from pump, secure them in raised position and seal end of hoses and unions on pump.

Pump can be withdrawn from bracket and pulley removed simultaneously. It is not necessary to hammer pulley off shaft and this must be avoided otherwise pump will be damaged.

HYDRAULIC PUMP-Disassembly

Clean exterior of pump before disassembly.

When clamping pump in vice, avoid undue pressure on front hub otherwise bush may be distorted.

Reservoir can be eased away from pump housing after removing outlet union and the two retaining bolts. Remove flow control valve and spring.

55988

End plate retaining ring can be removed after withdrawing filter cage, by pushing a pin punch through hole in pump housing. End plate will normally be ejected by pressure plate spring; if not, a light tap will free it.

Having removed pulley key from shaft, and end plate 0-ring from housing, pressure plate, pump ring, rotor assembly and thrust plate can be withdrawn together.

Rotor is secured on shaft with a retaining ring.

In addition to any component requiring renewal due to wear or damage, renew all seals, 0-rings, retaining rings and filter.

32

HYDRAULIC PUMP-Inspection and Reconditioning

· g of pressure and thrust plates can be rectified by lapp ing on a flat surface, but - . -"c: all lapping compound is washed away before reassembly .

_ u marks and uniform wear on the contour surface of pump ring is not detrimental to -~ ~se or operation. If, however, surface is corrugated, both ring and vanes should be

ousing and bush are serviced as an assembly.

ontrol valve must slide freely in housing bore. Check that cap screw in the end of valve --.When dealing with a case of pump noise, renew flow control valve and spring.

y

~oc-~ijU m ....

~ = 00 0 . '.,' - 0 • tOo~

HYDRAULIC PUMP-Reassembly

Lubricate shaft seal with petroleum jelly before installing.

Install rotor after placing thrust plate on shaft with ported face towards splined end of shaft. Rotor must be free on shaft splines and installed with counterbored side towards thrust plate. Ensure that rotor retaining ring is installed securely.

~~

$5981

55989

33

HYDRAULIC PUMP-Reassembly (contd)

5 5983

Having inserted both dowel pins in pump housing, install a pressure plate 0-ring, lubricated with fluid, followed by thrust plate and rotor assembly. When installing pump ring ensure that rotation arrows are towards open end of pump casing. Pump rotation is clockwise as viewed from pulley. One of the arrows is shown at 'A'.

Ensure that vanes are located in rotor slots with their radiused edge fac ing outwards.

Before installing pressure plate, smear periphery of pressure plate with fluid. Ported face of plate must be towards rotor.

34

When installing end plate, locate 0-ring in appropriate groove and smear ring and periphery of end plate with fluid. After placing pressure plate spring and end plate in position with retaining ring on top, press home plate and whilst maintaining pressure, install retaining ring so that ring gap is in position shown.

Flow contro l spring and valve is installed as shown.

After installing f il ter cage and filter ensure that 0-rings for reservo ir retaining bolts and outlet union are correct ly located in counterbores before installing reservoir.

Reservoir 0-ring must be smeared with fluid before pushing home reservoir.

56008

35

HYDRAULIC PUMP-Installation

After inserting pump shaft and hub through aperture in bracket, assemble pulley to shaft before installing mounting nuts.

The system must be bled as previously described.

SPECIFICATIONS

Fluid Capacity of Power Steering System- Nominal

Right Drive

Left Drive

Pump Belt Tension ..

Pump Pressure ..

Steering Gear

Pinion Housing Oil Capacity

Rack

Diameter

Clearance in bearing

Load to Articulate Tie Rod

36

1.181mppints

1.32 Imp pints

0.50 in. deflection under thumb pressure applied midway between pump and crankshaft pulleys

900- 1000 lb/sq in.

0.33 Imp pint

0.873/0.875 in.

0.001/0.0045 in.

2- 4 lb applied at inner end of thread

BRAKES

GIRLING VACUUM SERVO NON-RETURN VALVE .. .. 37

LOCKHEED VACUUM SERVO .. .. .. .. .. .. 37

LOCKHEED TANDEM MASTER CYLINDER .. .. .. 44

GIRLING BRAKE CALIPERS .. .. .. .. .. .. 47

BRAKE DISC RETENTION .. .. .. .. .. .. .. 47

PARK ING BRAKE CABLE ADAPTOR .. .. .. .. .. 48

BRAKE PIPES- Lockheed Master Cylinder .. .. .. .. 48

BR AK E PRESSURE SENSITIVE REDUCING VALVE .. -- 49

GIRLING VACUUM SERVO NON-RETURN VALVE On later Girling vacuum servos the attachment of the non-return valve to servo is revised.

The non-return valve ( 1) is retained by a rubber grommet (2). Valve can be removed by easing it away from grommet. Grommet must be installed in casing tapered side first. Push and twist valve into position to ensure full engagement.

LOCKHEED VACUUM SERVO

1039

On models with a Lockheed tandem master cylinder and disc-type front brakes a Lockheed suspended-vacuum type servo is used. The servo is a direct-acting unit and is attached to brackets bolted to the clutch and brake pedal support.

37

LOCKHEED VACUUM SERVO (contd)

The movement of the servo push rod is governed by the travel of a valve rod and plunger connected to the foot brake pedal. Servo assistance is gained from the loading exerted on the servo push rod by a piston which supports a rubber rolling-type diaphragm forming two chambers 'A' and 'B' in the servo shell. In the 'brakes off' position, the valve body and diaphragm are held by a spring against the end cover of the servo unit in a state of suspended vacuum created by exhaustion of air through a non-return valve and hose connected to the engine intake manifold.

On application of the brake pedal, controlled entry of air at atmospheric pressure to the rear chamber causes the valve body to move the servo push rod, thus operating the master cylinder piston. In the absence of servo assistance due to loss of vacuum, the brakes can still be applied since there will then be direct mechanical action on the servo push rod. With the engine running, and with the servo in the 'brakes off' position, the same degree of vacuum exists in chambers 'A' and 'B' owing to an open interconnecting passage through the valve body.

III I VACUUM CJ AIR

38

1109

On partial application of the brake pedal, initial forward movement of the valve rod and plunger allows the spring-loaded rubber air valve to close the vacuum passage between chambers 'A' and '8'.

Slight further movement releases the rear seat of the plunger from the face of the valve to admit air at atmospheric pressure to chamber '8' through the plastic foam filter at the end of the valve body. The difference of pressure in the two chambers causes the valve body, diaphragm and push rod to move forward and bear on the master cylinder piston for actuation of the brakes.

The valve body cont inues to move forward slightly under t he influence of the greater pressure in chamber ' 8 ' until the rim of the rubber react ion disc is compressed by the front shoulder of the valve body ,against the counte r·resistance of the servo push rod. The face of the rubber air valve then meets the rear seat of ti-Je plu nger to cut off the supply of atmospheric air, trapping pressure created in chamber '8' but preventing increased servo action. At this stage, the reaction on the disc also equals the force applied by the foot pedal, the servo, therefore , attains a state of balance with the brakes held. If no such control were embodied, the servo action would not be progressive in relation to foot pedal effort and maximum braking wou ld result from even the lightest application of the brakes.

Further application of the brake pedal causes t he face of the plunger to compress t he rubber reaction disc at its centre to yet again open the air passage to chamber '8', thus repeating the cycle of operation to give heavier braking. The cycle is virtually instantaneous to the point of maximum foot pressure on the pedal, when full compression of the centre of the rubber reaction disc by the plunger no longer permits the cut-off of atmospheric air to chamber '8'. The servo will then provide maximum unrestricted assistance.

When pressu re on the foot pedal is partially released , the plunger and valve rod move rearwards to permit the rubber air valve to open the vacuum passage between chambers 'A' and '8 ' , but at the same time prevent ing further entry of atmospheric air through the valve body. The pressure in chamber ' 8 ' is thereby reduced to allow the valve body, diaphragm and servo push rod to retract under the inf luence of the large return spring in chamber 'A'. The valve body will stop moving rearwards when a state of balance is again attained in the servo. This occurs as the rear seat of the plunger contacts the face of the rubber air valve to close the vacuum passage between chambers' A' and ' 8 ' . The brakes are then held partly applied.

If all pressure is removed from foot pedal, the servo returns immediately to a state of rest in the 'brakes off position. Chamber '8' will then be exhausted of air, the servo push rod no longer exerts a force on the master cylinder piston, and fluid pressure in the pipe lines to the brakes is released.

39

VACUUM SERVO-Air Filter Renewal

Access to filter is gained after pulling back rubber boot from rear of servo and withdrawing filter retainer. Filter must be cut to allow removal and installation over push rod. After installing filter, ensure that retainer is pressed on end of valve bore and rubber boot is located

1182 over all five lugs on end cover.

VACUUM SERVO-Disassembly

Before removing master cylinder from servo, assemble servo cover removal tool to servo mounting studs and tighten nuts to 11 lb ft. Clamp one arm of tool in a vice and remove master cylinder. The rubber seal situated between the two units usually comes away attached to the master cylinder body. If not, leave seal in its retainer and extract both from shell when servo push rod is withdrawn.

Constructional details of servo cover removal tool.

After removing vacuum non-return valve rubber mount from servo shell, place slave flange on master cylinder mounting studs and tighten nuts to 11 lb h. Invert assembly to grip slave flange in a vice.

21/64in . DIA .

40

Constructional details of slave flange for master cylinder mounting studs.

End cover can be assembled to servo shell in any one of three positions. Before releasing end cover, mark cover and shell to facilitate reassembly.

Whilst maintaining a downward pressure to prevent sudden ejection of end cover, turn cover removal tool anti-clockwise as far as stops will allow. Gently release load on tool to permit cover to lift clear under the influence of valve body return spring.

Extract return spring and spring stop from shell. The captive-type push rod will remain in the valve body and can be removed later. Remove slave flange and from inside of shell, carefully push out master cylinder seal retainer complete with seal. Take off cover removal tool. Prise out servo push rod retainer from valve body to release rod.

Detach rubber boot. Ease filter retainer out of valve body and slide foam filter off valve rod. Slide end cover off valve body.

Use a small screwdriver to prise out bearing retainer from inside of end cover. Extract plastic bearing and rubber seal thereby exposed.

Separate rubber diaphragm from valve body and hold valve body so that key faces downwards. Key will be released on lightly pressing in the valve rod. Withdraw valve rod and plunger as one assembly which must not be further disassembled.

Push out rubber reaction disc from valve body by inserting blunt end of a pencil in the hole exposed by removal of valve rod and plunger.

VACUUM SERVO-Inspection

All retainers and rubber parts should be renewed.

If condition of valve rod and plunger assembly is suspect, it must be renewed as it is not possible to recondition the assembly.

41

VACUUM SERVO-Inspection (contd)

1120

The torque required to turn push rod adjuster in relation to the stem should be not less than 5 lb in. When checking, grip shoulder nearest push rod head in a vice, to avoid damaging stem. If torque is below limit, push rod and adjuster must be renewed.

VACUUM SERVO-Reassembly

Before reassembling, wash all parts in clean brake fluid, and wipe dry with lint free cloth. Renew filter.

Ensure that all parts are scrupulously clean and place on a clean sheet of paper. Make sure hands are clean.

After lightly coating rubber contact surfaces of valve rod and plunger with recommended lubricant, check that rubber valve is seating centrally then insert sub-assembly fully into bore of valve body.

Locate key in its recess in valve body and whilst maintaining light pressure on valve rod and plunger, slide key home to secure sub-assembly in valve body.

Key is retained in position by the diaphragm which can now be assembled to valve body. Ensure that inner edge of diaphragm is correctly seated in groove. Gentle stretching of diaphragm away from centre will facilitate bedding the edge, but lubricant must not be used.

Smear rubber reaction disc with recommended lubricant and insert it in valve body. Servo push rod can be used to seat disc .

42

After smearing cover seal and nylon bearing with recommended lubricant, assemble them in that order to end cover, with lips of seal facing away from bearing. Using setting tool, press in a new retainer, flat side first, until shoulder of tool contacts inside face of end cover.

Constructiona l details of servo seal retainer setting tool.

20° CHAMFER

1121

0 ·50 i n .

Slide valve body into end cover. Ease foam filter over forked end of valve rod to seat it in mouth of valve bore. Press in filter retainer, and f it rubber boot. Check that boot is properly positioned over all f ive lugs of end cover.

Assemble cover removal tool to end cover studs and slave flange on mounting studs of shell, as for disassembly. Clamp slave flange firmly in a vice with shell uppermost.

Engage spring stop in smaller end of return spring and place spring in shell. The two recesses on edge of spring stop are positioned by the heads of master cylinder mounting studs.

Smear edge of rubber diaphragm with recommended lubricant where it will contact rim of end cover and shell. Line up end cover with shell so that marks made during disassembly are in alignment.

Gently press end cover down, ensuring that diaphragm seats evenly in rim of shell and is not trapped by edge of cover. Whilst maintaining pressure, turn end cover clockwise as far as stops will allow.

Invert unit and secure cover removal tool in vice. After removing slave flange, carefully insert head of push rod in valve body, applying light pressure to seat it against rubber reaction disc.

The dimension t hat stem of push rod proj~cts from shell, when servo is at rest, is critical and can be checked by placing a gauge against master cylinder mounting studs. If push rod is more than 0.005 in . above or below appropriate datum edge on gauge, remove push rod and adjust. One turn on adjuster stem alters length of rod by approximately 0.035 in. Correct push rod projection is 0.408 in.

~~~ - - --- - --

1138

43

VACUUM SERVO-Reassembly (contd)

When push rod setting is correct, press retainer into position in valve body, using a metal tube. Avoid undue force otherwise reaction disc will be compressed and push rod setting altered. Insert metal retainer in end of shell over push rod, taking care not to score surface of rod. Smear push rod with recommended grease and insert rubber seal, bedding it down evenly and ensuring that smooth portion of rod extends through centre hole of seal, so leaving adjuster and threads exposed. Incorrect fitting of rubber seal could cause air leaks into shell, thereby impairing efficiency of servo unit.

Make sure that master cylinder is pressed fully home and its rubber seal well seated before fitting lockwashers and tightening nuts.

LOCKHEED TANDEM MASTER CYLINDER On later models a Lockheed tandem master cylinder is used. The unit incorporates two pistons in a common bore. The primary piston operates the front brakes through two separate pipes, one to the left-hand and one to the right-hand brake. The secondary piston operates the rear brakes only.

The plastic reservoir bolted to the cylinder has a vertical baffle and fluid is fed to the cylinder by two sets of drillings each comprising a feed port and a by-pass port thus providing an independent supply for each piston.

Should failure occur in either system, the other system will provide an effective brake although brake pedal travel will be increased.

On some export models a pressure warning lamp switch is screwed into the lower face of the master cylinder between the primary and secondary pistons. The switch is actuated by a springloaded double-ended piston contained in a separate bore in the cylinder casting.

On cars without a servo, the master cylinder incorporates a non-adjustable captive type push rod, and is bolted directly to the brake pedal support.

On cars with servo-assisted brakes the master cylinder is bolted to a Lockheed vacuum servo.

BRAKE PRESSURE WARNING LAMP SWITCH-Service Check

If the pressure drops in the front or rear braking system the warning lamp switch actuator piston will be forced from its central position in the master cylinder and will contact the switch, resulting in the warning lamp bulb lighting. The warning lamp bulb should be alight only when the parking brake is applied with the ignition switched on.

The operation of the warning lamp actuator piston can be checked as follows:

Vacuum should be exhausted from servo by depressing brake pedal several times with engine switched off.

With ignition switched on and the parking brake lever in the off position, open rear brake bleed screw and depress brake pedal, noting load required to cause warning lamp bulb to light. Hold pedal down while closing bleed screw, then repeat this procedure on the front brakes.

If the pedal load required is in excess of 50 lb on drum brakes or 70 lb on servo-assisted brakes, or if the warning lamp bulb fails to light the warning lamp switch and actuator piston must be removed for examination.

44

MASTER CYLINDER-Removal and Disassembly

The master cylinder delivery ports are threaded to metric standards. A 10 mm wrench is required for the pipe unions.

Primary piston (5) can be withdrawn after removing circlip from end of cylinder. Spring (4) is used only on cars with servo-assisted brakes. Secondary piston (3) and spring can then be removed after detach ing fluid reservoir, and withdrawing rubber seal (1) and stop pin (2) from fluid inlet port . Stop pin is a loose fit in its locating hole but before removing it, push piston against spring sufficiently to relieve pressure on inner end of pin.

.----.

ormm

To remove pressure warning lamp actuator piston (2), remove actuator switch (3) and plug ( 1) then tap cylinder on wooden block to dislodge piston assembly from bore of cylinder.

1

4

IM~

Pressure warning lamp actuator piston spring is retained by a circlip.

5

:l~ 56081

45

MASTER CYLINDER-Reassembly and Installation

1915

Lips of both primary piston seals ( 1) face towards smaller end of piston. Lips of seals on secondary piston (2) must face away from each other.

When installing pistons, smear seals and cylinder bore with brake fluid.

Piston return springs have retainer washers attached to one end of spring. Springs must be assembled with retainer washers located over spigot end of each piston.

2

\

46

Adaptor (2) must be sealed with an 0-ring ( 1) before installing it in master cylinder primary piston inlet port.

When assembl ing f luid reservoir to master cylinder, place seal ( 1) in secondary piston inlet port, and primary piston inlet port adaptor seal (2) in reservoir port. Smear seals, adaptor and reservoir pipe with brake fluid before securing reservoir in position.

On reassembly of warning lamp actuator piston, ensure that a plain washer is located at each end of spring before assembling circlip.

Before installing piston, ensure that 0-ring seals are seating correctly in grooves of piston.

When installing pressure warning lamp actuator piston, place a new sealing washer on end plug and make sure that distance sleeve is securely attached to spigot of end plug.

When reconnecting brake pipes to master cylinder, connect pipe from rear brakes to the single port at the end of the cylinder, pipe from left-hand front brake to upper of the two remaining ports and pipe from right-hand front brake to lower port.

GIRLING BRAKE CALIPERS Changes have been made to the Girling brake calipers on models with a six-cylinder engine. The later caliper has improved rubber dust covers, and the caliper halves and pistons have machining changes to accommodate the new dust covers.

The later calipers can be identified by the presence of a metal retaining ring (4) which retains the dust cover (3) on the caliper (5). On the earlier type caliper, the dust cover ( 1) is retained in a groove (2) in the caliper bore.

BRAKE DISC RETENTION

3 4

987

The brake discs on some models are secured to the hubs by self-locking type bolts. These bolts have spring-diaphragm heads and are designed for use without tab locking plates.

If self-locking bolts are disturbed, tab locking plates must be installed and the bolts tightened to a torque of 18 lb ft on models with a four-cylinder engine, or 35 lb ft with a six-cylinder

engine.

47

PARKING BRAKE CABLE ADAPTOR On later Ventora cars a redesigned and stronger cable adaptor is used. The adaptor (2), which forms part of the cable assembly is sandwiched between a retaining plate (3) and a foam rubber gasket (1). The cable outer casing and guide is anchored to the adaptor by two clips (4) .

BRAKE PIPES-Lockheed Master Cylinder

21S7

To suit the metric-threaded delivery ports of the Lockheed tandem master cylinder, the union nuts and pipe flares for the three pipe connections to the cylinder are to metric standards. A metric nut 'A' is coloured black for identification and is different in shape to the Unified-threaded nut 'B' used elsewhere in the pipe system.

To unscrew pipe unions from master cylinder, a 10 mm wrench is required.

When flaring a pipe for use with a Lockheed master cylinder, ensure that a metric nut is assembled to the end which will have a metric flare.

It is important that Punch and Die JWP230M/ 475 (coloured yellow for identification), are used in conjunction with Flaring Tool JWP230M when a metric convex flare is required.

When installing any of the three pipes connected to the Lockheed master cylinder, ensure the metric nut (coloured black) is assembled to the master cylinder. Union identification is most important as the Unified-threaded nut at the other end of these pipes can inadvertently be screwed into a cylinder port but thread engagement will be very weak and cannot provide an adequate seal.

48

BRAKE PRESSURE SENSITIVE REDUCING VALVE

Some export models have a pressure sensitive reducing valve incorporated in the braking system. The valve is positioned forward of the rear axle on the right-hand longitudinal member and is interposed in the rear brake circuit to prevent the rear wheels locking before the fronts under heavy braking corJditions.

The valve is inoperative until a predetermined pressure in the braking system is obtained. If this pressure is exceeded the va've meters the pressure to the rear brakes, inducing a greater pressure in the front braking system than in the rear.

To check the operatior> of t'"lis valve, the vehicle should be braked heavily on a concrete or tarmacadam surface, when t/"1e fro nt brakes should lock before the rear.

If the valve is inoperative. 't Should be replaced as a complete assembly since no individual parts are serviced.

49

.. Brakesvauxhallfdregister.co.uk/wp-content/uploads/2017/... · FOREWORD Contents. The main subjects dealt with are listed on page 2. An individual contents list is provided on the

Documents