ELECTRICAL AND MEQANICAL RESTRICTED WHEELED V E H I C L E S

Ell6lWEERlWB . REWLATIOWS IL,

CLUTCH, GEARBOX AND PROPELLER SHAFTS

GENERAL DESCR l PT l ON ( ~ i 57)
g

188. 'he power from t h e engine (1 ) i s transmitted through a 10 in. Borg and Beck
single dry p l a t e clutch t o a 5-speed gearbox (6), which i s devoid of reverse gear.

189. The drive from t h e gearbox i s transmitted by means of a short, Hardy-Spicer

,
propeller shaft (8) t o a transfer box (10) which incorporates the reverse gear and
i s integral with the r e a r axle (9), the rear drive pinion being formed with t h e
transfer box output shaft. For description of t h e transfer box, see page 121.

l 90. A long Hardy-Spicer propeller shaft ( l 1) directs the drive from the transfer
box output shaft t o a sliding dog clutch integral with t h e front axle (1 6),
permitting four wheel drive t o be obtained when required.

. CLUTCH (Fig 58)

Descri p t ion
191. The 10 in. single dry p l a t e type clutch consists of a driven p l a t e assembly,
f i t t e d on the spline ens-of the gearbox primary shaft and a cover assembly bolted t o
the engine flywheel.

192. The driven p l a t e assernbly comprises a driven p l a t e (2) riveted t o a splined

s t e e l hub. Ten segments are spaced and riveted equidistantly round the periphery
of the driven plate, and f r i c t i o n linings (1 ) are riveted t o the segments.

l 93. The cover assembly consists of a pressed s t e e l cover (6) and a.cast-iron pres-
sure p l a t e ( 3 ) loaded by twelve thrust springs (4). Mounted on the pressure p l a t e
are three release levers (11) each of which pivots on a f l o a t i n g pin (13 ) retained by
an eye-bolt (1 2). A n adjustment nut (8) is screwed on t o t h e eyebolt and secured by
staking. A s t r u t (9) i s interposed between the lug on the pressure p l a t e and the
ozter end of the release lever, An a n t i - r a t t l e spring (7) r e s t r a i n s the release
lever, and a retainer spring (10) connects the release lever p l a t e (5) t o the lever.

Clutch pedal and linkage (Fig 59)

194. The clutch pedal i s identical t o the brake pedal and consists of a rubber pad
(20) clipped on the upper end of a long stem (19). The pedal stem i s clamped t o
the long arm of a bell-crank pedal lever ( I O ) , which i s pivoted on the left-hand
projecting end of a shaft integral with a edal supporting member (8) secured t o the
underside of the floor. (see also Fig 797.

195. The pedal lever i s pivoted on the s h d t by two oil-retaining bronze bearings
pressed into the opposite ends of a long boss and i s retained i n position between
an hutment washer (6) a t the inner side and a plain washer (5) a t t h e outer side
by a c i r c l i p (9). I n each end of the bore i n the boss i s a rubber sealing ring
f o r excluding dirt and water from the bearings. A screwed plug at t h e right-hand
end of the s h a t give6 access t o an a x i a l d r i l l i n g through which o i l cm- be injected
t o lubricate the clutch and brake lever bearings simultaneously.

196. The short arm of the pedal lever i s connected by an adjusting rod, a relay lever
and an operating rod t o the clutch operating lever (18).

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197. The adjusting rod (12) i s provided with l e f t and right-hand threads a t opposite
ends. The end with the right-hand thread i s f i t t e d with a fork-end (1 l ) , backed by a
locknut f o r pin-jointing t o t h e pedal lever.
(1 3) carried i n one arm of the relay lever (14) .
The other end i s screwed i n t o a trunnicm
When the rod i s turned i n one
direction, i t s effective length i s increased so increasing the pedal f r e e movement.
When turned i n the other direction the f r e e movement 2s decreased. The f r e e movement
required i s 3/4 t o 1 in.

198. The relay lever i s f i t t e d with an o i l retaining bronze bearing f o r pivoting on a

pin (15) attached t o the chassis frame. A d b e r sealing ring i s f i t t e d a t each end
of the bearing t o exclude dirt and water.
-" 199. The operatingrod (17) i s f i t t e d a t each endwith afork-end ( 1 6 ) ~f o r p i n - j o i n t -
I ing t o the relay and clutch operating levers.

200. I n the "off" position of the pedal, a rubber sealing washer, attached t o t h e front
end boss of the pedal lever, i s held i n contact with the underside of t h e vehicle f loar.

GEARBOX (Fig 60 and 61)

Description

201. The gearbox i s of the 5-speed, all synchromesh type provided with Warner type,
floating cone, baulking synchronizer units and i s devoid of reverse gear.

Gearcpe and shafts (Fig 60)

202. There are three shafts, namely the primary shaft (60), the mainshaft (30) and the
layshaft (52). These are disposed i n the normalmanner, t h e f i r s t two being i n l i n e
and the t h i r d being p a r a l l e l with and v e r t i c a l l y below the other two.

203. The primary shaft, with i n t e g a l gear f o r driving the layshaft gear cluster (50),
i s supported i n the front w a l l of the gearcase (1) by means of a medium journal b a l l
bearing (57) f i t t e d i n a mild s t e e l housing (56). The primary shaft nut (58) securing
the b a l l bearing on the shaft i s threaded left-hand.

204. One end of the mainshaft i s supported i n the centre w a l l of the gearcase by means
of a l i g h t jomnal r o l l e r bearing (8), also f i t t e d i n a mild s t e e l housing (9), and the
other end by a heavy journal b a l l bearing (26), housed i n the r e a r cover (25).

205. The layshaft i s a plain shaft which i s mounted a t both ends i n bores provided i n
the gearcase and i s prevented fram rotating by the engagement of i t s stepped end i n a
recess provided i n the f r m t cover (3).

2C6. The gearcase and covers, including the top cover (4) and the clutch thrust inspeo-
i i o n csver (2) , are made of die -cast aluminium alloy. A Gaco rubber type o i l seal
(59) i s housed i n the front cover t o prevent loss of o i l along the primary shaft. Two
seals are f i t t e d i n the rear cover, one a t each side of a spacing washer (28). The
inner seal (39) i s a Gaco rubber type seal, which i s f i t t e d i n the normal manner t o
preverit the egress of o i l . The outer seal (37) has a leather type sealing element,
rihich i s directed ov;twards i n order t o exclude mud and water during fording operations.
In addition, the sp2ces between the seals and i n the labyrinth formed between the outer
end of the rear cover and the driving flange (29) together with the flange cover (36)
are charged with grease on i n i t i a l assembly.

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Gears (Fig 60)

207. All gears are of the single helical type, with the exception of the 1 s t speed i
gears which are straight spurs, and i n t h e i r manufacture, all a r e shaved and lapped
t o minimise noise and case-hardened t o minimise wear. A l l gears are i n constant
mesh. l

1
208. The layshaft gear cluster (50) i s machined from a single stamping and i s s q p o r t a 1
on the layshaft by means of two needle r o l l e r bearings (51 ) mounted i n each end of the
bore and retained in position between three spring rings (55) which engage i n annular 4

grooves. A large thrust washer (54) i s positioned a t the front of the gear cluster l
and two s m a l l washers (42) of selective t h i c h e s s a t the rear. i

209. The mainshaft gear wheels are mounted on crowded needle r o l l e r s , and, with one
exception, i n conjunction with a splined bearing sleeve. The needle r o l l e r s (17)
f o r the l st speed wheel (1 6) are 4 mm dia. and 39.8 mm long, while those f o r the 2nd,
3rd m d 4th speed wheels ( ( 1 3 ) ~(10) and (7) respectively) are 3.5 mm &a. and
29.8 mm long. Two identical small bearing sleeves (12) are provided f o r the 2nd and
3rd speed wheels and a large sleeve (15) f o r the I st speed wheel, each sleeve being
splined t o the mainshaft. A t the front of' t h e 4th speed wheel i s a conventional
splined retaining washer ( 6 ) , which i s positioned i n ar, annular groove i n the shaft by
inem~sof a spring-loaded locking plunger (5). A t t h e r e a r of each of t h e bearing
sleeves f o r the l st and 3rd speed wheels i s a splined spacing washer (l l ) which also
retains the wheel endwise.

Synchron i zer un i t s (Fig 60 and 63)

210. There are three Warner type synchronizer units, one f o r engaging 1 s t speed,
another for e i t h e r 2nd or 3rd speed, and a t h i r d f o r either 4th or 5th speed. The
1
l a s t mentioned unit i s slidably mounted on the splined f r o n t end of the mainshaft,
vhile the other two are slidably mounted on the external involute splines of two
separate driving sleeves (Fig 60(40)) and (43) respectively, which i n turn are
splined t o the mainshaft.

21 1. Each synchronizer unit comprises a sliding hub (&l), (44) and (49) , a s l i d i n g
dog (47), three s t e e l detent b a l l s (45) and three detent springs (4.6). In addition,
there are two baulking rings (48) f o r each of two units and one r i n g only f o r the
l st speed unit.

Note: At an early stage during production, and in order to improve gear changing,
the size of the detent balls was increased from 3/16 to 9/32 in. diameter. To
suit the new balls, larger springs were also supplied, while the sliding hubs were
modified by increasing the diameter o f the reanted holes for the springs and balls
from 0.192/0.194 to 0.317/0.319 in. The hubs were also modified by increasing
the width of the slots from 0.746/0.754 to 0.84610.854 in., in order to give
sincreased movement to the baulking rings (see para 212). In the latest 1st speed
and 2nd/3rd speed hubs, the width of the slots is reduced to 0.671 10.678 in.
1
212. It w i l l be observed i n Fig 63, whicli shows the component p a r t s of the 2na/3rd
speed synchronizer u n i t , that each baulking ring has three lobes (A) each formed
1
<

with a V-shaped cafi face (B) a t the inner side. I n conjunction with these lobes,
there are three s l o t s (E) a t each end of the s l i d i n g hub and three s l o t s (D) i n the
i
sliding dog. I n conjunction with the cam faces on the lobes, an inwardly inclined
cam face (C) i s formed on each end of the short splines a t each side of the s l o t s
i n t h e s l i d i n g dog.

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213. The sliding dog i s mounted on the hub so t h a t the s l o t s in each a r e equally dis-
posed on the same radial centre lines, and i s ' h e l d i n the disengaged position by means
of the spring-loaded detent balls. Engaging i n the s l o t s at each side of the s l i d i n g
hub ( a t one side only i n the case of the 1 s t speed u n i t ) are the three lobes of a baulk-
ing ring which i s permitted a certain amount of circumferential freedom limited by the
cam faces on the lobes contacting the mating faces i n the s l i d i n g aog. It may be seen
i n Pig. 63, that t h e sliding dog can only be s l i d over t h e hub when t h e appropriate
baulking ring has i t s lobes i n l i n e with the s l o t S (D).

214. The baulking ring, which i s made of phosphor bronze ( o r atemfa-tively of aluminium
bronze) has a coned bore f o r mating with the coned extension of t h e gear.

Selector mechanism
215. The gears are selected by means of a ball-type change-speed lever, which operates
any of three selector forks, each fixed t o a separate sliding rod and engaging with a .
synchronizer s l i d i n g dog.

21 6. The change-speed lever (Fig 60(22)) i s mounted i n the top cover and i s retained i n
position by a t h i n s t e e l seat (18), synthetic rubber packing (19) and a dished s t e e l
cover (20). A synthetic rubber g a i t e r (21) i s clipped t o the lever and the lever
cover t o pfevent t h e entry of water t o t h e b a l l mounting during fording operations.

217. The selector rods and other associated p a r t s are shown i n Fig 61. The 1 s t speed
selector rod (10) i s assembled with a selector fork (11) and a distance-piece (9), the
2nd/3rd speed rod (18) with a selector (l 7) and a selector fork ( 1 9 ) ~while t h e
speed selector rod (20) i s assembled with a selector ( 1 6 ) ~a distance-piece and a
selector fork (21). Each selector and selector fork i s secured i n position by a con-
ical-pointed locating screw (22). The 1 s t speed selector fork i s assembled with a
spring-loaded stop plunger (15) M c h projects i n t o the s t r i k e r s l o t and i s located by
a small detent plunger, a l s o spring-loaded. I n neutral, t h e s t r i k i n g end of the
change-speed lever can engage f r e e l y with e i t h e r the 2nd/3rd or the J+th/5th speed
selector, but extra pressure must be exerted on the lever t o engage with the 1 s t speed
selector fork. The two distance-pieces serve as stops f o r the respective rods when
they are pushed forward.

218. Each selector rod i s located i n the neutral or engaged position by a spring-loaded
detent plunger Fig 60(23)). There i s also an interlocking arrangement, which i s
shown in Pig 6 1 b), and comprises an interlocking pin (13), carried i n the centre or
2nd/3rd s eed selector rod, and aligned in neutral with two identical interlocking
plungers 712) mounted a t each side of We rod i n transverse holes in the gearcase.
The pin and plungers together with the detent grooves in the selector rods prevent any
two rods being moved sir.~.~~lteneously
by the change-speed lever.

Clutch withdrawal mechan i sm

219. Mounted with a s l i d i n g f i t on the sleeve portion of the front cover i s a clutch
withdrawal bearing assembly comprising an extra l i g h t r i g i d b a l l b e a r k g (63), which i s
pressed i n t o a mild s t e e l housing (64). A thrust collar ( 6 1 ) ~ca-rrying an o i l thrower
washer, i s pressed i n t o the bore of t h e bearing and i s located by a spring ring. The
collar i s a clearance f i t i n the housing. A f e l t washer (62) f o r o i l retention bears
on the outer end of the c o l l a r and i s held between two retainers which, together with
the bearing, are secured in the housing by a spring r i n g (Fig 60(a)).

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220. The clutch withdrawal bearing operating fork, ( ~61 (6)), i ~with its two
located by two f l a t s provided i n the bearing housing, i s secured by two c o t t e r pins
t o the clutch operating shaft (4), on which are mounted two clutch withdrawal bearing
return springs of opposite hand (5) and ( 7 ) , one end of each spring being located i n
a s l o t i n the gearcase and the other end hooked over an i n t e g r a l peg at one s i d e of
the bearing housing.

221. The clutch operating shaft i s supported i n three thinwall bushes (Fig 60(35)),
one bush being pressed i n t o a short boss a t the left-hand side of the gearcase and
t w o i n t o a long boss a t the opposite side, where the operating lever i s attached t o
tne shaft. - A synthetic rubber sealing r i n g (34), f i t t i n g i n a groove i n the shaft,
i s located just inside the long boss.

222. A f l e x i b l e lubricating pipe (Fig 61 (3)) i s connected t o t h e bearing housing

a f t e r passing through a hole and rubber bush (1 ) i n the gearcase. The outer end of
the pipe i s secured by a locknut t o the front flange of the gearcase.

223. A small screwed plug (Fig 60(53)) i s stowed i n a v e r t i c a l blind hole under the
front end of the gearcase u n t i l required f o r use in sealing the adjacent clutch
housing drain hole during fording operations.

Lubrication
t
224. Lubrication of the geaxbox i s effected by the splash method, the lower portion
of the gearcase serving as a reservoir f o r oil. O i l i s directed by passages i n the
front arid r e a r covers t o d r i l l e d passages i n the ends of the layshaf't and thence t o
the needle r o l l e r bearings supporting the layshaft gear cluster.

225. A "lift-outw type of dipstick o i l l e v e l gauge ( ~ i g

60(32)) which also combines
the function of a f i l l e r plug i s mounted i n a 7/8 in. dia. bore a t t h e left-hand
side of the top cover. A 3/4 in. B.S.P. drain plug (33) i s f i t t e d under the bulge
of the gearcase. The o i l capacity of the gearbox i s eight pints.

226. A lubricating nipple (27) i s provided f o r replenishing the grease between the
o i l seals in the r e a r cover and thereby i n the labyrinth also. A vent plug (38),
incorporating a spring-loaded disc valve, prevents excessive pressure being
developed between the o i l seals while replenishing the grease.

227. The clutch with&awal bearing is lubricated by injecting o i l , as required, i n t o

a r a d i a l hole a t the outer end of the lubricating pipe a f t e r unscrewing the cap
.
( F I ~61 (2) )
Operation o f gearbox
228. The operation of the gearbox i s conventional inasmuch as t h e primary shaft i s
i n c'on~tantmesh with the layshaft gear cluster which i n turn i s i n constant mesh
with the mainshaft gears mounted on needle rollers. I n the neutral position, the
drive received by the primary shaft through the engine clutch i s transmitted t o the
layshaf't gear cluster, which causes the mainshaft gears t o r o t a t e idly. By means
of the synchronizer units, each mainshaft gear may be coupled as required t o t h e
mainshaft, so completing the drive through the layshaft gear cluster t o give l s t ,
2nd, 3rd or 4th speed or the mainshaft may be coupled d i r e c t l y t o the primwy shaft
t o give 5th or top speed.

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229. The particular feature i n the operation of the gearbox i s that the eynchronizer
units, due t o the f l o a t i n g cone baulking rings, ensure a delaying action u n t i l
eynchronization of the parts t o be meshed together i s a a e v e d and so prevent a clash
change. Each synchronizer u n i t operates in a similar manner, except t h a t the 1 s t
speed unit engages and disengages one gear only. The action of the &th/5th speed
unit i s described i n t h e paragra&s which follow.

230. Assume that 4th speed i s engaged and it i s required t o change up t o 5th speed.
I n 4th speed, the sliding dog i s meshed with the dog teeth of the 4th speed mainshaft
gear and the external teeth on the s l i d i n g hub, which i s splined t o t h e mainshaft, so
providing a positive drive from 4th speed gear t o mainshaft. By moving the change-
speed lever i n t o neutral, the clutch being disengaged, the sliding dog i s disengaged
from the 4th speed gear and s l i d forward i n t o a central position on the hub, when the
spring-loaded detent b a l l s r e g i s t e r in the grooves provided. The conditions now are
as shown i n Fig 60(a).

231. When t h e movement of the change-speed lever i s continued f o r a short distance

over the neutral position, t h e sliding dog and hub are moved forward together, because
of the spring-loaded balls, and cause t h e coned bore of the front baulking r i n g t o
contact the mating surface on the end of the primary shaft. P r i o r t o the change,
the primary shaft has been rotating f a s t e r than the &th speed mainshaft gear, therefore
when the coned s w a c e s come i n t o contact, the f r i c t i o n a l drag causes t h e baulking
ring t o be carried round i n the same direction as t h e primary shaft u n t i l the leading
cam faces on the lobes contact the mating cam faces i n the sliding dog. The position
of the baulking r i n g lobes and the pressure between t h e cam faces prevent any further
movement of the s l i d i n g dog and the change-speed lever u n t i l synchronization occurs.
Light pressure only i s required on the changespeed lever, just s d f i c i e n t t o keep the
coned surfaces i n contact. Increased pressure w i l l increase the f r i c t i o n a l drag and
therefore the wear between the coned surfaces, though shortening the period f o r
synchronization; it w i l l also lock the cam faces on the baulking ring lobes and in
the s l i d i n g dog more t i g h t l y together. When synchroni~ationoccurs, the baulking ring
rotates r e l a t i v e l y backwards u n t i l the lobes align with the s l o t s i n the sliding dog,
the l i g h t pressure on t h e change-speed lever then causing the s l i d i n g dog t o move
i n t o mesh with the dog teeth of the primary shaft, thus coupling the mainshaft
directly t o the primary shaft. .

232. I n order t o engage 1 s t speed, which i s only required t o meet abnormal road
conditions, such as ascending or descending steep h i l l s , extra pressure must be
exerted on the change-speed lever. T h i s provision prevents accidental engagement .
i n normal operating conditions.

233. A d i a g r a m of the change-speed lever positions i s shown i n Pig 62. A corres-

ponding diagram i s embossed i n the r e a r gearbox cover i n the f l o o r of the vehicle.

PROPELLER SHAFTS ( ~64) i ~

234. The main and front drive propeller shafts are open shafts of Hardy-Spicer type
each comprising a tubular shaft assembly (3) and (4) respectively, a sleeve yoke (21 t o
form a sliding joint and two circular flange yokes ( l ) coupled a t the extreme ends by
needle r o l l e r bearing universal joints. The two shaf'ts are similar except i n respect
t o overall length and t o diameter of the tubular portion. The nominal length of the
main drive propeller shaft i s 36 3/8 inches between flange faces and the out side
diameter of the tubular portion i s 2 inches, the corresponding dimensions of the front
drive sWt being 56 l/& and 2 l/& inches respectively.

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235. The tubular shaft asserribly comprises a long s t e e l tube i n the opposite ends of
which a stub yoke and a splined stub shaft a r e f i t t e d and e l e c t r i c a l l y welded i n
position.

236. The sleeve yoke i s splined with a s l i d i n g f i t on the stub shaft of t h e tubular
sh&t assembly with the lugs or trunnions of t h e sleeve and stub yokes i n line. To
ensure t h a t the sleeve yoke i s reassembled i n the same r e l a t i v e position, two alien-
ment arrows are provided, one being stanped on t h e sleeve yoke and the other on t h e
stub shaft. A s shown i n F i g 65, t h e inner end of n e sleeve yoke (10) i s threaded
externally f o r a dust cap (8) which encloses a cork washer (7) m-d a s t e e l washer (9)
a t the back,'both washers being s p l i t f o r mounting on the stub shaft. The cork
washer, v&en l i g h t l y compressed by the dust cap, prevents l o s s of lubricant from and
the e c t r y of foreign matter i n t o the s l i d i n g joint.

237. A flange yoke (1) i s coupled t o t h e sleeve yoke by means of a journal or spider
(1 2) supported by four needle r o l l e r bearings (5), each f i t t i n g i n a cross-hole i n
one of the yokes and retained by a snap r i n g (4). The journal or spider i s assembled
with a cork gasket (11) i n a r e t a i n e r a t t h e inner end of each bearing journal t o
prevent l o s s of o i l and exclude foreign matter from t h e bearings. An i d e n t i c a l flange
yoke i s coupled i n a similar manner t o the stub yoke of t h e tubular sMt assenbly.
I1
1

238. A hook-on type l u b r i c a t i n g nipple (6) i s f i t t e d t o t h e sleeve yoke f o r lubriczt-

,
k g t h e s l i d i n g spline joint, while a push-or, type nipple (2) communicating with
i n t e r n a l o i l passages, i s provided a t t h e centre of t h e journal f o r the needle r o l l e r
bearings of each universal joint. A cover p l a t e Fig 72(2) i s provided i n t h e driv-
i n g compartment t o f a c i l i t a t e t h e lubrication of t h e main propeller s h d t f r o n t
universal joint and the s l i d i n g joint. I n e a r l y vehicles, access t o t h e r e a r
universal joint i s obtained underneath the vehicle; in l a t e vehicles a rubber plug
i s renoved from a hole a t the left-hand side of t h e r e a r tunnel t o obtain access.
The f r o n t drive propeller s h a f t i s lubricated from underneath t h e vehicle.

239. A s l i n g e r d i s c i s assembled t o the f r o n t drive propeller a f t i n order t o

prevent t h e entry of stones and mud i n t o the hole in the chassis frame cruciform,
through which the shaft passes, Fig 79. The s l i n g e r d i s c (9) comprises two, semi-
c i r c u l a r , flanged s t e e l pressings which a r e secured t o the tubular portion of the
s h a f t by means of a balanced %&rehose c l i p (8), having two diametrically opposite
clanping screws.

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\ *

Engine
Clutch casing :
Front wheel drive lever
Change-speed lever
Handbrake lever L
Gearbox I
Propeller &aft -
Forward and reverse lever
main drivh

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... -- . . ...... --

9 Hear.8~cle
10 Transfer box
ever -
11 Propeller shaft front drive
1 2 Hanabrake adjusting rod
13 Barrel nut
. 14 Front wheel drive clutch h u s i n g
lever 15 Steering box
ain drive 16 Front axle
Fig.57 Sectianal elevation of vehicle
.

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ELECTRI GAL AN D MECHAni I CAL
EHOIHEERI H6 REGULATIOHS RESTR l CTED
-
WHEELED VEH l CLES

& c r e2

Elf ', 7

f Friction lining 6 Cmer l1 Release l&r

2 Driven plate 7 Anti-rattle snring L2 Eye-halt
3 Pressure plate 8 AQw-t nu% 13 Flaating pin
4 ThrllSt spring 9 .Strut
5 Releaae lever p l a t e 10 Retainer sprhg
Fig.!B Clutch

Pedal atem -
P&l. -
pad brake
B e e pedal. lever
~ & e p e h l return spring
'PLain washer
Abutwent warsher
B r a k e mmter cylinaer
Pedal suppoding member
~irc1i.p
Clutch pedal. lever
hrk-end
Clutch adjusting rod
Trunnion
Relay lever
Belay lever pin
Fork-end
Clutch o-peratimg rod
hutch operating Lever

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Pedal stem alutoh
Pedal pia c l ~ c h

fig.!B Perspective view o f clutch md brake pedal gear

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ELECTRI CAL All D MECHAll lCAL
MBINEERING REGULATIONS 4;l RE!

l Gearcase Change-speed lever

2 Clutch thrust inspection cover Change-speed lever
3 Front cover Change-speed lever
4 Top cover Change-speed lever
5 Retaining washer locking. plunger Plunger
6 Faurth speed gear retaining washer Rear bearing spacir
7 Fourth speed mainshaft gear wheel Rear cover
8 Roller bearing, LRJ40 o r equivalent B a l l bearing! W30
9 Centre bearing housing Lubricating nipple
10 Third speed mainshaft gear wheel O i l s e a l spaicing WE
11 &inshaft spacing washer Driving flange
12 Second and t h i r d speed bearing sleeve Mainshaft
13 Second speed mainshaft gear wheel Driving flange nut
14 Needle r o l l e r , 3.5 X 29.8 mm Dipstick
15 F i r s t speed bearing sleeve D r a i n plug
16 F i r s t speed mainshaft gear wheel Sealing ring
17 Needle r o l l e r , 4 X 39.8 mm Clutch operating d
18 Change-speed lever seat Driving flange corn
Issue I, ao Jun 55
 i
I RESTRICTED

O i l seal, 'Terfect" N O . ~ ~ G O / I G mm
Vent plug
-
WEELED VEHI CLES

O i l seal, "Gaco" No.4560

F i r s t speed synchronizer driving sleeve
F i r s t speed synchronizer s l i d i n g hub
Rear t h r u s t washers
Second and t h i r d speed synchronizer driving sleeve
Second and t h i r d speed synchronizer s l i d i n g hub
Sliding hub detent b a l l
Sliding hub detent sprkig
Synchranizer s l i d i n g dog
Synchrcbizer baulking r i g g
Fourth and f i f t h ~ ~ e e & ~ c h r o n i z es lri d i n g hub
Layshafi gear c l u s t e r
Needle r o l l e r bearings
Layshaf 't
Plug ,
Front t,bmst washer
Layshaft gear spring rings
Front bearing housing
B a l l bearing, MJ40 o r equivalent
Primary s h a f t nut
O i l s e a l "Gaco" No.MIS16
Primary s h a f t
Clutch withdrawal bearing c o l l a r
Clutch withdrawal bearing f e l t washer
B a l l b*ing, 9/=2 o r equivalent
Clutch Fthdrawal bearing housing
Front &ver shims

Sect iorwl view of gearbox

Cross-sectional view on A-A
P a r t section through clutch withdrawal shaft bosses

ge-speed lever s e a t packing

.ge-speed lever cover
ge-speed lever g a i t e r
.ge-speed1 lever
iger
bearing spacing washer
cover
!
1
i
. bearing, HJ30 o r equivalent i!
t c a t i n g nipple (

!
s e a l s w i n g washer
ing flange Fig.60 ~ r r a n ~ d e o
n ft gearbox showing shafts and gearing
ishaft
ing flange nut
hick
n plug L
. k g ring
,& operating s h a f t bushes
ing flange cover
Page 113
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L k C
 ELECTR I CAL AND MECHANlCAL
ENOl NEERl NB REQOLATIONS RESl

Lubricating pipe rubber bush Interlocking plunger

Lubricating pipe cap Interlocking pin
Clutch withdraws1 bearing lubricating pipe Centre bearing housi
Clutch operating shaft F i r s t speed selector
Clutch w i t ~ bearing ~ l r e t e spring L. H. Fourth and f i f t h spe
Clutch withdrawal bearing operating fork Second and third spe
Clutch withdrawal bearing return spring. R.H. Second and third spe
Lubricating pipe clamping p l a t e Second and third spe
Selector rod distance-pieces Fourth and f i f t h spe
F i r s t speed selector rcd Fourth and f i f t h spe
F i r s t speed s e l e c t o r fork Locating screw

View on front end of gearbox

Part section on B-B
Plan d e w of gearbox with top cover removed

Issue I, ao Jun 55
7~
 RESTRICTED WHEELED VEH I CLES
n
Eo22.

~lockingplungers
rlocking pin
re bearing housing locating screw
t speed selector fork plunger
th anh f i f t h speed selector
XI and third speed selector
Id and third speed selector rod
.
Id and third speed selector fork . 'Q'.
th and f i f t h speed selector rod
th and f i f t h speed selector fork
ting screw

Fig.61 A r r a n p e n t o f gearbox showing selector mechanism

T removed

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ELECTR I CAL W D MECtlAlY lCAL WHEELED VEH l CLES
EUQINEERlNB REBULATEOnS RESTRICTED

Fi g.62 Change speed lever posi tions

A Baulking ring lobes

B 'V" cam face at inner side of each lobe
C C m faces at ends of sh6r-t splines
D S l o t in sliding dog f o r huUciag r i n g l o b e
E Slots in sliding hub f o r baulking ring lobe
Fig.63 Exploded view of 2nd./3rd. speed synchronirer unit
showing principal features
Wsue I, m Jtm 55 page 117
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ELECTRl CAb AN D MECHAN I CAL WHEELED VEHICLES
MBIHEERIIIG REGULATIONS
RESTRICTED
D
bZei22

I Flange yokes
2 Sleeve yokes

3 Kin dritre tubular shaft assembly

4 Front drive t u b u l a r shaft; assembly

Fig.& Main and f r o n t drive propel ler shafts

l Flange yoke 7 Cork washer

2 Lubricating nipple (push-on tm) 8 Dust cap
3 Gasket retainer 9 Steel washer
4 Smp r i n g s 10 Sleeve yoke
5 Needle roller bear- assemblies 1 Cork gasket
6 Lubricating nipple (hook-on t y p e ) L2 Journal (or spider)
- Fig.65 Sl i d i n g sleeve universal j o i n t

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