Austin A35 User Manual

THE

CASSELL.BOOK

AUSTIN

A 35

OF

(1957-9)

THE

CA

SSELL

B Y

ELLISONHAWKS

1. The Cassell Book

2. The Cassell Bookofthe A ustin T en (1939-47)

3.

Th

e Cassell Bookofthe Fo

4. Th e Cassell Bookofthe

5. The Cassell Book

6. Th e Cassell B ook

7. Th e Cassell Bookofthe F

8. T he Cassell Book of the

9. The Cassell BookoftheAustin

10. Th e Cassell Book

11. The Cassell Book

12. Th e Cassell Bookofthe M orris M inor (Series

13. Th e Cassell Bookofthe A ustin A 35 (1957

14. Th e Cassell Bookofthe Th

e Cassell Bookofthe Vauxhall Wyve rn (19

16.

BYIAN NICK

15. The Cassell Book of the Hillman M inx

OLS

MOTORING

of

the

Austin

rd'Prefect'

Ford'

of

the

Ford'Popular'

of

theAustin A 40 Somerset (1952

ord'

Ford'

of

the

Ford'

of

the Standard E ight (1953

Ford'

SERIES

A 40 Devon (1947

A nglia ' (to 1953)

Consul ' (1951

Zephyr' and ' Zodiac'(1951

A30

•Seven ' (1951-6)

New A ng

New Pref

(1938

-53)

(from 1953)

-6)

lia'

(1953-7)

-5) MM)

-9)

ect'

(after 1953)

51-

-52)

7)

-4)

-6)

The Cassell .Book

of

the

AUSTIN

(1957

by

ELLISON HAWKS

A35

-9)

CASSELL LONDON

CASSELL & COMPANY LTD

35

Red

Lion

Square.London

and

at

MELBOURNE•SYDNEY

JOHANNESBURG•AUCKLAND

First

published 1960

..'

TORONTO•CAPE

Hawks

13

1960

wei

TOWN

II

III

IV

V

VI

VII

INTRODUC

FOR

THE

GENERAL

AND

TYRES

STEERING

SUSPENSION

BRAKING

ENGINE

CONTENTS

ING

THE

BEGINNER

MAI

NTEN

GEAR

SYSTEM

AUSTIN

ANCE;

\

PAGE

A35

I

9

BODY,

WHEELS

29

5

I

59

66

80

Butler

Set

and

Printed

& Tann er

in 10

pt.

in Great

Ltd.,

F.1259

Old

Britainby

Frome

Style

and

London

CARBURETTOR

VIII

FUEL

IX

COOLING

X

TRANS

XI

ELECTR

X

II

LUBRICATION

XIII

RECOMMENDED

FAULT

WIRING

INDEX

PUMP

SYSTEM

MISSION

ICAL

FINDING

DIAGRAM

SYSTEM

LUBRICANTS

CHART.

I06 n6

I25

I39

I 55

I93

2

I7

2I8

220

223

v

PREFACE

HE

PURPOSE

simple language howthe owner-driver may

T

thebest

The tempt saryifthe reduces efficiency to deteriorate, probable. The effici life of any car are determined by the

Thi appe tively small first-class scribe to

Minor running to time. is

very

h

ave

small routine

Detailed instructions are given so hecarried devoted to overhauling to mechanically-minded owner. necessary, however,itis generally advisable to allow local Au facilities to familiar failure give a course of

possible satisfaction from his Au

inherent

owners to neglect

best performance is to be

thusrend

s book is

arance of his car,

been avoided

and

writt

amount

ord

er.

the

' DoitYourself ' vogue .

The

old

true, for neglect

attention.

out

regularly

stin

dealer to do

handl

with

all

suggest remedies.

OF

THISBOOK

reliability of mod

the

and

causes

ering a breakdown onthe

ent

running, reliability

en for

the

and

of time necess

The

jobs involved are for those who sub-

adjustments

prov

erb

that'astitchintime

may

had

the

and

the

e such jobs. His staff is thoroughly

Austin

models,

training

ern

routinemaint

both

appe

owner who

who is able to devote

may lead to expense

owner been familiar

thoroughly. A section has been

extent

When

heavy

can

The

and

vn

is to describe in

stin

cars

obt

arance

attent

arytomaintain

be required from

that

possiblebythe

extensive work. He has

diagnose

Austin Motor Co.

instru

ction to selected

A35.

may

sometimes

enance so neces-

ain

ed. Neglect

and

mechanism

road

and

ion given to it.

takes

pride in

saves that

with

lubrication

attention

symptoms

length of

the

average

obt

ain

mor

the relait in

time

nine'

might

some

may

your

better

Ltd.

e

is

of

Vlll

mechanics from dealers' staffs,

th

make use of

Ano

ther gained conside Naturally, it

part

s are used when necessary.

A few readers

is elemen

e expert knowledge

point to bear in mind isthatthe Comp

rab

str

esses

may

tary.

Ex

PREFACE

and

owners are advis ed to

thu

s gained.

any

has

le experience from years of research.

that

only genuine Austin replacement

feelthat

perience shows, however, that often

some ofthe information given

the minor point isthe one that is overlooked, due to lack of kn

owledge of its imp

atur

ticular fe delay on

e. This can give rise to inconvenience due to

the

road, as well as expense in

This book is who have no responsibility for it. At would tender my ha

ve given, and for supplying illu

data

.

Victoria H ouse.

Southport

"

ort

ance or

unf

amiliarity with a

upk

not

publishedbythe

th

anks tothem forthe assistance they

Austin Motor Co. Ltd.,

th

e same time I

str

ations

and

ELLISON

par

eep.

technical

H AW KS

CHAPTER I

INTRODUCING THE AUSTIN A35

HE AUSTIN A35 is another a popular li

-

T

port

at low-

dat

e developments,italso has thecommodious luggagespace

so necess

elli

pti

c leaf-springs at rear,

ght

run

ary

car designed to give comfortabletrans-

ning cost. Equipped withthe most up-to-

for

tour

ing. Suspension incorporates semi-

out

and

independentfr

standing example of

ont

wheel

coils and wishbones at front. The driver has a clear view

th

e road ah ead,

of

Th

ere are two touring models door saloons, and and

Coun

trym

Mechanical design follows typical Austin

th

e car is simple to

can

be relied ontogive many years of care-free motoring.

Dri

ver's bucket seatis adjus

passenger's se

m

ents

of individual drivers and passengers and ensuring

thatlong-distance

and

threeoth

an.

maint

attothr

trav

controls fall readily to hand.

-th

e two-door and four-

er types

-th

e A35 Van , Pick-up

pr

actice in th

ain. Construction is suchthat

tab

le to five positions and

ee positions,

thu

s meeting require-

elling imposes a minimum of

at

it

fatigue.

Once

the

car is in use it isthe responsibility ofthe owner

tte

to keep it in good condition by careful a

tion and m bri

efly in

aint

enance.

the

general specification given below.

Th

e main compon

ntion to lubrica-

ents

are described

Engine

Engine, identical in all models, is of

our-str

cylinder f stroke 3-00in. ('76 mm.). giving 34 b.h.p.

oke type. Bore, 2'48 in. (62'9 mm.) and

Capacity:

at

4,750 r.p.m. with a maximum torque of

50 lb. zft. at 2,000 r.p.m. Compression r

Cylinders are cast en bloc and, with crankcase, provide a rigid mounting for the beatings 'carrying construction ensures

th

e counterbalanced crankshalf. This

the

least possible vibration.

the

usual four-

57'82 cu. in. (948c.c.)

atio:

upp

8'3 to

er half of the

thr

ee main

I.

A detachable cover gives ready access to overhead-type

I

z

THE

BOOK OF

THE

AUSTIN A35

push-rod operated valves. Oil seals are fitted to prev reaching

is driven

rubber ins correct chain tension. The overhead valves screwed rocker adj

mechanism is lubri

adjustment to a minimum.

lubric

th

e combustion heads by wayof

the

The camshaft , which is on the near side of

by

a duplex roller chain.

ertinth

atedund

The overhead

e sprocket to ens

ust

ment. The totally enclosed valve

cat

ed fromthe engine,thus r

er pressure fromthe oil

-va

lve rockers have a passage along which

It

incorpo

ure

silent running and

Th

e rocker shaft bearings are

pum

valve guides.

th

e engine,

rat

es a special

hav

e a simple

edu

p.

oil is fed to an outlet at the spherical ball-end, this l

fi

tting rod. Oil at as it is delivered cleara nce' purposely provided between and

intothe correspondingly shaped end of the push

thi

th

e rocker

s point n

tip

atur

ally obviates wear

und

er pres

sure,it

th

thu

s minimizing valve noise.

but

takes up the

e end ofthe valve

The four I-section connecting rods carry gudgeon pins

locked in

pin eyes, c

are

permit oil to reach adequate supply of

th

s are

e little-end eyes by clamp bolts. Asthegudgeon

not

itisunn

free to

ecessary to provide circlips or

turn

in the connecting-rod

of endwise pin movement.

Th

e big-end bearings areprovided with small h

th

e cylinder walls,

lubricant

und

er all operating conditions

thu

littl

pad

s to take

<;>l

s assunng an

and particularly when th e engine is cool.

The dish-he

aded

pistons are of a special aluminium alloy

with alumite sur face to ensure efficient lubrication,

skirts being of

upp

ermost is a are taper oil-con

tro

Lubri

cati

type oil

pump meshing gears driven from passed of r choked, int lost.

the

throu

the

engine

eturn

s to

the

erru

pted

Inst

filter would be by-passed.

the

split type. There are four rings :

plaiD;

compression rings, and

compression ring, the second .and .thlrd

th

e bottom n ngISan

lled slotted scraper ring.

on by pressure is developed by a submerged-

situated in a housingthatcont

the

camshaft.

gh an external filter

and

cleaned by a filter element before It

the

sump. Should this filter become completely

mountedonth

:=ti?-

s two

OllI

Sconstantly

e

oil flow tothe various bearings would

althoughthe

eadofth

e oil passing

purp

ose ofthe filter would be

throu

gh it to be cleaned,

ent

oil

cing

att

er

also,

sma

ll

e-end

es to

th

e

~h

e

int

er-

offsi~

e

not

be

INTRODUCING T

Oil is also supplied

main

bearings, big-end bearings, camshaft, and overheadvalve gear. A special a camshaft bearing to provide oil to pump

itself

has

a filterthat

FIG.I.-LE ADING

Pe,rial to sea t St

eering wheel to seat t

sq

uab

Distance be tween sea ts C I

Rear

sea t cushion Height over r Maximum int erior height F 4 I Height Heightof door

F

ron

t seat cu

depth . .

Front s

width . . . . .

Steerin g wheel to

cushion . . . . J

Front

abo ve floor . , . K

Rear

above

Height

squa

b .

A

. B I 2

dep

th D I

ear

seat E 2

over fron t

eat

seat cushion

floor . . . L I I!

, floor to

sea

opening

shion

cushion

seat

ground

t G 3 I

H 3 I!

I I

M

particles of carbon or fi

ltertake

s care of small particles in suspension inthe oil

HE

AUSTIN A35

und

er pressure to

rra

ngement is made forthe front

th

DIM

ENSIO NS

ft . in .

2

10

{

3

other

Overall heig Overall length 0 Overa ll wi

1

~

Scuttle wid th . . . . 3

Body

~

5!

II!

5!

I 7!

5

I 2

ro;

widt

illars.

p Rear sea t wi Body

wid th over rear sea t 3 ro

Wheelbase • . 6

Track, fro nt (at

level) . . 3

Tr

ack,

Ground clearance 61

urningcircle.

T Luggage

Height of op ening

inimum

M

opening

Depth Approximate

laden (including oil

wate

r, less fuel) . 13i cwt,

foreign m

the

e timing cham .

OF

T HE A35

ht

dth

h between cen tre

. . 3

dth

rear.

. 3 8i

compartmen

width of

. . . . . . I 6

weight un-

att

er. The external

tream.

The oil sump has a capacity of 6 pints . When

ilter has been renewed an

extra

pint

will be required to

crank

shaft

Th

ft. in.

N 4

II

. 4

. . . 2

ground

" 35 0

t:

I 8

2 61

and

the

II

II IIi

oil

3

e

t

4i

7t

9~

7; 9t

THE

BOOK

compens and

ate

for

circulating

theamount

pip be readily determined, a dip-stick is fitt ed on. of

the

engine near

Th

e engine

unit

, are moun

not

only insulates sound

the

power unit . The front engine m

and

tedonrubb

porate rubber pads to control undue movem tend

to occur

Thewat centrifugal and driven It

is controlled by athermostat fitt ed inthe water outlet

und

er inthe cooling system is circulated by a

pump

by

a V-type belt fromthe cranksh

atthe front endof the cylinder h entirely auto of

1640F.

The radi to

pr

event loss of on the assist cooling.

8!

pints.

is

ma

tic with a

ator

incorporates a chamber in

pump

shaft, draws air throughthe radi

The

Two drain taps are provided to allow

dr

ainedin frosty weatherifan a

Carburettor

Th

e Zenith carburettor (Model 26 VME) of down-

drau

ght

typ starting.Fu is drawn from Th

e fuel capacity ofthe t

The

e on near side of engine,has a choke for easy

el fedbya

th

A.C. oil-we

OF

THE

AU

STI

normally retainedinthe

es. To enable

the

distributor.

gearbox, bolted t og

the

engine-oil level to

eth

er to form a single

er pads. This type of moun

but

also absorbs vibration from

ount

er certain conditions.

built

into

the

front of

the

ead.Its

nor

mal operating temper

wat

er due to expansion. A fan, m

wat

er capacityofthe cooling system

the

nti

-freeze solutionis

,

pump

operated bythe camshaft

e t

ank

mount

ed atthe rear of the car,

ank

tted

air cleaner fitted tothe car

is 5£ gallons.

N A3S

filter

th

e offside

tin

ings also incor-

ent

tha

t may

cylinder block

aft

pulley.

working is

atur

the

header tank

ounted

ator

core to

system to be

not

used.

bur

ettor

is efficient in reducing noise due to the rush of air entering

th

e carburettor particularly when accelerating.

ant

has the adv into the engine where it can cause pipe leads from fumes from th

ey are drawn intothe engine

age ofpreventing grit from being drawn

pr

emature wear. A

the

valve cover to

th

e engine do

the

not

air cleaner sothat

reachthe body. Instead,

by

thenatur

It

also

oil

al suction

at this point.

ount

An electric-type petrol contents gauge is m

the

dashbo

ardsothat

the driver can seeata glance

ed on

the

INTRODUCING

level of the fuel in when

th

e ignition is ' on '.

Clutch

Th

g

e Borg loaded friction disc giving smooth engagement. clu

tch

lubr

ication, provided adju

sted.

and

-release bearing is of and

thatthe clutch pedal free movem

Thi required to free ad

justme

nt ofthe free-pedaltravel is a simple m

Gearbox

Th

e

e gearbox, of u

lted

direc

bo wa

rd

tlytoth

speeds and reverse with remote cen

the

Beck single dry-plate clutch has a spring-

will operate indefinitely without

s linkage is so designed

the

'There is synchromesh engagem

THE

AUS

TIN

tank

. This gauge will only read

the

carbon type, requires no

that

clutch. When necess

nit

construction with

e flywheel housing.

ent

on second,third and

A3S

ent

is correctly

littl

ary,th

the

It

has

tral

lever control.

Th

att

ention

e effort. is

e i

in

att

er.

engine, is

four for-

5

e

,

top gears, making gear-changing easy and effortless.

The

gears are of

the

helical type, ensuring a considerable

degree of silence as well as great strength. A pair of helical

to

gears transmit drive

Th

is a

rra

cable.

ngementensures automatic lubrication for

drive gears as well as obviating

Oil capaci

Transmission "

Th

e drive fromthe gearbox to the rear axle is by an

open-type

ty

of gearbox ,: 2! pints.

pr

opeller shaft at each end of which is a

speedometer

th

e need for anyadjustment.

Spicer universal joint with needle roller

haft

front end of the s

,in a correspondingly splined

With the rise

and

is free to move sligh

the cha nge in len

Rear Axle ',. l r

is a splined member that engages

par

fall of

the

tly

gththat

rear axle,

at the splined end, so taking up

occurs due to this movement.

A'banjo '-type housing cons

th

at is rigid yet light. The axle shafts are

. le

hr e-quarter floating

" , iJy detachable. On

type

, splined attheir inner ends and

the

axle-housing nd the hubs

thr

ough a flexible

'I,

Har

bea

rings. At the

t ofthe universal joint.

the

propeller shaft

tru

ction result s in a rear

o

~

dy-

the

6 are

shaft

THE

BOOK

mount

ed on ball races. A flange formed on each axle-

out

er end is bolted to the

OF

THE

AU

hub

STIN

to imp

A3S

artthe final

drive. '

Th

e crown wheel and pinion are of spiral bevel design,

the

pinion being mounted on

tap

er roller bearings.

Th differential is of t he two-pinion type and mounted on a single centre spindle. The cage is journal and

thrustball bearings, provision being made for

mount

ed on combined

mesh adjustment.

Th

e oil capacityofthe rear axle is I t

pint

s.

Braking System

Th

e Lockheed braking system employs hydraulicallyoperated leading brake shoes onthe front wheels and mechanically operated brake shoes on the rear. mechanical linkage is

actuat

ed by means of a h

ydra

Th

ulic cylinder and stirrup mount ed under the body. A pullup

type of handbrake operates dir ectly onthe mechanical

linkage tothe rear wheels.

Th

e fr

ont

Tho

se of the rear have one shoe ofthe trailing type and

th

e other leading.

the

front and single leadin g atthe rear-results in extremely

wheel brakes consist of two leading shoes.

Th

is combination- two leading shoes at

efficient braking.

Brak

e-shoe lining wear is taken up by a simple means.

The

brake shoes can readily be examinedbydrawing off

the

brake

drum

s, these being so m

nothave to be dismantled for

ount

thispur

ed thatthe

pose.

hub

s do

Steering

Th

e steering, of the cam-gear type, is a self-contained unitofextr st

eering

eme simplicitywith a ratio of

boxismounted

forward ofthe toeboard

12:

1.

The

and

provides a short steering column of greatrigidity.

Body

Th

e body ofthe A35 is essentially a single unit and does

not

require a

and

front

andrear

reinforced body shell.

tions welded

of

great

rigi

dit

and

y.

cha

ssis frame.

suspen sion

Thi

riveted

The

engine, gearbox,

unit

s are anchored to

s is made up of six

tog

eth

er to form a

major

box

the

sec-

section

I

NTROD

The

body fully stressed skin.Its left ofthe scuttle inthe engine compartment

Suspension at the

e

Thi

s is achieved by. members of unequal len int

erposed. A double-acting Arm

type shock abso

UCING

TH

E AUST IN A35

itself is of all-steel uni tary con

numb

er will be f

fro~t

is

i!1d

COl

I spnngs and WIsh-bone WIth

gth

epend er:t

, a compression spring being

stron

rber

is incorporated on each side inthe

oun

g h

structi

on with

d on the top

.

f.or

each

ydr

aulic piston-

7

;vh~el.

upper wish-bone member. . . . .

Th

e rear road springs, of the type, are low

bu

shed shackles, do not require any lubric

lubric

e

periodically be given

und

body

er-slung be

mountin

nea

th.

g. The spring-eyes,WIth their

atorsatthe centre ofthe upper rear s

att~ntion.

the

.

mult

i-leaf semi-elliptic

axle

h

~lUsin

hac

.

g

.to give a

rubb

ati

on. The

kles should

er-

An anti-rollbar-adevice to limit body roll when cornering- is fitt ed tothe s

tee

l bar m

ount

rear

axle.

It

consists of a U-shaped

ed so that its two arms point tothe rear. E ach arm is bolted tothe shock-absorber lever arm and thence connect ed, axle housing. A fuller descr

is given on page 60. .

The four hydraulic shock absorbers assist

throu

gh rubber-bushed links, tothe

ipti

on of this ingenious device

.,

in

damping out road shocks and in conjunction with the independent front suspension help t o give a comf

The pressed-steel road wheels

pierced intheir discs adjacent to the

coolthe

E

brakedrum

xtr

a low-pressure 52'0

s.

-13

ort

able ride.

hav~ventilati~n~lo

nm

to p

ermit

tub

eless

tyres

are fitted.

ts

arr to

Electrical Equipment

Lighting and starting equipment is of

Th

e 43-amp.

engine side ofthe

hr.

batt

bulkh

ery

(at

ead

zo-hr..

where ItISre

The generator is ventilated to prev

11

t. Output is automatically controlled by a regulator

0.

orc1

ing tothe requirem

Th starter motor is m

L ting it as required by a small pinion

I I )\1 rht into and

'I

II

· ignition system is of

out

entsofthe

ount

ed onthe off side ofthe engine,

of mesh withthe flywheel ring gear.

the

I2-v

olt

type.

r

~te)

is .fitted on. the adily

accessible.

entitbecoming too

system.

automa

tically

high-t ension type, with

8 T

distributor

breaker

Ignit ion switch,

when

Automatic fugally enables according to

The li lamp lamps lights, column, andrear lights. The full-ah

A warning light on the serves as a warning that on-coming

and

Th

on when

Underth

car

The

only

. Switching on of

HE

BOOK

and

rotor readily accessible b

gap setting

the

key is remo

advance

by

the

an

engine speed. A vacuum-assisted device

appropriate degree of advance to be made

the

ghtin

ounted

mount

l~

cat

IS

lights,

g equipm

in each fron t wing, and two 6-

ed on

ed

onthe

turned

andtoth

s m

third

ead

position. .

OF

and

for timing. .

mount

ed on

ved

.

andretard

load.

ent

consists of two 4zl36-watt head-

topofth

~i

ght-hand

clockwise to

e second

notch

bringsth

th

e facia

THE

the

e wings.

the

e headli

pan

AUSTIN

oth

A3S

for

contact

dash, is locked ' off '

are

controlled centri-

watt

The

switch for

side ofthe steering

first

notch

for

notch

to dip

ght

el is illumin

s to

the

ated

the

normal

headlamp beams are inthe full-ah ead position . This

tr

affic may be dazzled

that

the

headl

amp

e twin stop and tail lamps are

thebra

e facia

floor when

in.

~vaI~able

the

strument

whenthe side lights or headlights are in use.

s should be dipped.

automat

ically switched

ke ped al is depressed. '

pan

el is a courtesy light to illuminatethe

doors are opened. ., . '

pan

el is lit .byconcealed interior lamps

th

ese

pan

el li

ght

s indicatesthat,the

sidelamps have also been switched on. .

Th

ere is.a warning l has been left on with if the generator is not c

Thetr

~roll

in

late a se of a .s

.i

ste

afficators, ofthe solenoid-operated type, are con..

ed

from a switch tothe ri

early models,

r '

mod

els. .

The

windscreen wipers are ele

pa

rate control. .. . '

The he

at

er, when fitted, circulates h

ma

ll electric fan controlled from

'I

he electric

.ering wheel

amp

to showthe driver ifthe-.ignition

th

e engine statio

ha

rging. . .

ghtofth

andatthe c

horn

is controlled from

and

operates independently of

entr

ctr

ically ope

nary

.

e steering wheel

e of

the

eatedair

the

thecentre

It

also shows

dashbo

rated

and

by means

facia panel.

the

ignition

switch, ,. .

side-

the

side

head-

when

ard

have

of th e

iii

-

CH

APTER

II

FOR THE BEGINNER

E

FOLLOWING

that

the

T

y may be helpful to a new driver who it is a sumed is al road curtesy.

Th

that are to be learned from expe

dctrirn

perf

nta

l practices

rrnance and

durationofthenorma

This chapter describes some of pro dure. habits~oavoid,

at

will

th

If

atthe

youmay

not

only enable you to

A35 but will also avoid undue mechanical wear

Although an

cons i nti

f

llOWlI

By

<;>usly loo.ked

~g

inanimat

th

e in amply repaid fo.r care and a thousands of miles of pleasurable motoringthat

Fir

st let us refer tothe in

tr

at 1 in

rel~van

Fig-

s. z and 3, by si

t illu

stra

tions

HINT

S are given inthe hope

ready

familiar withthe

rudiment

s of

ere are not only.the niceties of driving

ne

nce,

but

also various

th~t

may re

sult

in reducing potential

l life of

th

out

set you are not clear

train

yours

e

object

aft

~r

str

as

uctions youWIll findthat you

tte

e correct methods of

el~

to

arn

adopt

the

obt

a car requires to be

much .as a horse or a dog.

ntionbyenjoying

the

about

a technique

best from yo

and

tear.

the

many

car.

the

ur

are

lie ahead.

strum

ava

ilable.

entsand

tti

ng inthe car withthe

It

is

imp

ort

controls illus-

ant

to be able

to find, and use, any appropriate control without hesitation .

The id al to foot .on movmg

th may seem, it is surprising how sary to look for a

congested state ofthe roads at bearing in m m"lst. have

In

also and yo,?r

your abilityto op

autom

car switched on so gear or

brake

the controlshould be ope

B 9

att

th

ain is to be able to

e control desired

withoutthe necessity of re-

pla

ce the h

and

e eyes fromthe road. Obvious as this advice

many

nyparti

indthe n

sup~~

me

cular co

ormalroad

confidence notonly in your

erate

ati

~all

y

. . At ni

ght

efficiently If you must

you

drivers finditneces-

ntrolthey want.

the

present

In

timeand

speed of traffic: you

car

t.he various controls swiftly

cannot

havethe interior

expect to control

top

thatyou can determinethe position of

levers.

It

is also

rated

import

ant

in order to give th necessary

to know how

or

the

but

light

the

I O

THE

BOOK

OF

THE

AUSTIN

A3S

FORTHE

BEGINNER

II

I Choke C

4 Oil Pr essure 7 Air C

II

re abilit untilth

can be wheel

ontr

ol. 2 Dir ecti on Indicator Switch . 3 Headlamp Beam Warning Light .

War

ont

rol. 8 Demister/Defrost cr, 9

Fuel

Gaug

e. 12 Ignition Warn ing Ligh t. 13 Mileage Recorder. 14 Speedometer.

sults

. By carefully p

y to controlthe car on the roadby

e oper

Within

certain limitsthe positions of b

adjust

byopera

side of each seat.

F I G.2.-F

ning Li

ght.

ation

becomes aut omatic.

ed nearer to or f

ting a hand lever an d c

Th

in the desired positions when

The adjustment of

th th

bo with ease . Make s

nga

e maymove rearw to, say, the b

easily leadto f long j

e clutch and fo

urethatth

ge one ofthe slots inthe ru nners,otherwisethe s

ards

rake

pedal. An un

ati

ourn

eys. .Itwill rew

gue or even to

in selecting the most comfo

with

To deal

left is the clutch

the foot co

peda

forward it disconnects

ully

allowing it to ret

f

ctsthe power ofthe engine tothe gearbox andthence

conne to

th

Make

clu

tchpeda

e rearax

le, thus causingthe car to move for

an

inflexible rule never to rest

l exc

ept

when necessar y to op

ACIA

PAN

EL

5 Heater Motor Switch. 6 Win dscreen Wiper Switch.

Pan

el Light Switch.10Ignition Switch.

15 Starter Control

ract

ising , you will increase yo

oth

arth

er from the s

atc

h on the

e seatsmay be moved and locked

the

drive

ot-b

thecontro

r's

seat s

rake

pedals can be operated

l is released.

hou

ld be such that

e lockin g device does actually

unexpect edly ifpres

suit

sur

able position

cramp,par

ard

you to spend a few moments

rta

ble adjus

ntro

ls;that

l (4, Fig. 3).

th

e dri ve fromthe engine. Care-

urn

grad

ually withth

tme

atthe ext reme

Wh

en pressed fully

e engine in gear

the

era

day

or ni

front

teer

e is applied ticula

rly

nt .

ward

foot on

te it.

ur

ght

seats

ing

out

er

eat

may

on

.

the

Some

I emistlng Vents. 2 Lighting and Dip Switch. 3 Horn Bu tton. 4 Clutc h Pedal.

5 Brake P eda l. 6 H andbrake. 7 Accelerat or Pedal. 8 Gear Lever

d iv rs t end to use it as a foot-re st , a

r I' it not only causes

11

' assnriIy but can contribute also to cl

)\ l ' essitat an expensive rep

witin yo I annot get

'l'his I ross

The

I cdul in

FIG.3.-DRIVINGC ON TROLS

habit

to be avoided,

theclut

th

d.

e centre isthe fo

forward appliesthe hydr aulically o

ch mech

air

job

and

e car home!

ani

sm to wear

utc

h slip. This will

also

embarr

otbr

ake (5, Fig. 3).

un-

assm

perated

ent

I ruk 'S on all four wheels, so bringingthe car to rest.

n th extreme ri

Tid ' I dal is connected by a short cable

I'111'

tt

lIsing 1lie engine speed to increase

or.

l when travelling along

Tit's ar the only controls for which

.t. j

11

onjunct ion w

ghtisth

Pr

essingthe pedal fo

ith

the steering wheel, t

e accelerato r pedal (7, Fig. 3).

andconduittoth

rward

opens

the

thedri

thethrottl

car to move

ver

uses his

hey

are

the

road

and

.

n ntr ols.

e

e,

12

THE

BOOK OF T

HE

AUSTIN A35

Dashboard Controls and Instruments

Th

e in

strum

ent

panel is well placed and as

th

e la

yout

seen

mentisth

speed of

the

small panel showing

Above

light

th

thatglows red when headli ahead (3, Fig. guished by

In

centre p

(II

, Fig. 2) showing

Wh

en filling up with fuel, switch on ignition and gauge will

is essentiallypractical. The

e easily read speedometerthat indi

car. Belowthe 40 mile per hour figure is a

th

e t

otal

mileage covered.

e 20 miles per h

2). When beams are dipped it is

turnin

g li

artition

pet

ourfigur

ght

switch to second position.

e on dial is the warning

ght

beams are directed full

below speedometer isthe petrol gauge

rol levelwhen ignition switch

record rise in tank level as fuel is supplied from pump

. th

e left of th e fuel gauge isthe oil-pressure warning

To

ght

light. This li

hed

switc

on and is extinguished when engineis oil pressure builds-up. Should running speeds and a check of the oil level made, to the engine

(4, Fig. 2) glows green when ignition is

thi

s li

ght

th

e engine should be stopped immediately

may

result. So fool-proof is the oil-pressure

come on at normal

oth

erwise severe damage

will

maininstru-

catesthe

ext

is'

th

e garage

sta

rted and

road

in-

on '.

system, however, that this normally would not occur.

It

is imp

no indic

ati

merely shows th

ortant

to realize

that

this warning li

on ofthe quantity of oil pres

at

pressure is inthe system.

ent

in the sump- it

If

you r

ght

gives

ound a corner and the oil-pressure lightflickers it may be regarded as a warning Your daily oil check by ensure

thatoil is maintained at

Th

e ignition warning li

of fuel gauge. This li switched on to indicate

When indicating Should

the

light warns

ba

tterymay when indication

and

thatcurrent is being drawn from

th

e engine speed is increased the light is extinguished,

that

the

engine st op wi

become

the

engine is runningatits normal speed it is an

that

thatthe sump level is unduly low.

th

e dip-stick (see page 19) shou ld

ght

the

correct level.

(12,

Fi

g. 2) is situated to ri

glows red when ignition is

whenthe engine is stationary or idling,

the

batt

the

generator is charging the

that

thoutitha

ignition remains on

undu

ly discharged.

the

gene

rat

or is

ving been switched off

not

If

charging. Investi-

batt

and

that

th

e lightglows

ght

ery.

the

be

FOR

THE

BEGI

NNER

gation should be made to establish

not

should ator

If

pan

el with loud-speaker in pocket to left of speedometer.

Th

be driven for any len

not charging or

the

batt

ery will become discharged.

a radio is fitted it may be placed below e two controls (6

and

9, Fig. 2) above demi

thefault

gthy

period withthe gener-

are respectively windscreen wiper and panel li

To

start

wipers, switch on control W. To

arm

switch off when pushthe arms across

Wh

en control is

s areatthe

the

turn

ed 90°the blades start to work wipers are driven by a motor th

e bonnet, coupled to a flexible cable r

tran

smits drive to wiper spindles. Mounted at

end oftheir stroke. Do

windscreen.

and

gearbox

ack

. The car

instrument

stercontro

ght

park

mount

ed under

mechanism

bottom

switch.

wipers

not

The

that

windscreen, they are so placed as to clear wide arcs in front of driver's

passenger's seats. An

int

eresting saf

ety

and

feature incorporated in wiper motor eliminates any possi-

bility of damage to mechanism should wiper blades as, for example, on ice or packed snow. autom

atically rest Switch off when blades are at att

empt

to pushthem across by hand, or drive mechanism

art

when the obstruction is cleared.

th

eir end oftravel. Do

Themotor

jam-

will

not

may be damaged . Wiper motor can be operated only when

tch

ignition is swi

Pan

el light control (9, Fig. 2) on concealed lights to illumin switch

will

Below parcel

th

when

ese accessories are fitted. As an optional extra. are

given on page 132.

ed on.

turnsthrou

at

e in

gh 90° to switch

strum

ent

pan

el. This

operate only when sidelights are ' on '.

tra

y is h

eaterand

Inst

ructions for operating

demister control for use

with

radio, heater is

the

controls

Below speedometer is key-operated ignition switch (ro,

2).

Turn

Fig.

clockwise

for'

on'

and

anti-clockwise for

, off,'. As previously explained, switching-on of ignition

into

circuit

the

other

until

driver's

illuminates warning light and also brings

accessories. Ignition key cannot be withdrawn

switch is

tation

s

ary.

'off'.

Do

not

Th

e same key is used

leave ignition ' on ' with engine

to

lock

door.

ter

At each side of speedome

atatthe

Th starting from cold

left is

the

this

choke control (I, Fig. 2). When

control should remain fully pulled

are two further controls.

13

ls

of

THE BOOK

u~til

out push for w

It

engine fires,

1D knob so

armi

ng-up.

is good practice to pu sh control home as soon as possible, otherwise engine will dilute a greater

In

rate

than

a corresponding position to choke control, (15, Fig. 2) is starter-motor control. until

ignition is switched on. Start

disengages without any action on driver's

OF

THE

AU

STI

N A3S

Dir

ectly engine is running,partly

thata medium-rich mixture is

theundul

th

e oil and

y rich mi

contribu

xtur

e drawn

te to cylinder wear

normal.

but

Thi

s will not operate

er motor engages and

part,

ava

ilable

on ri

otherth

int

ght

an

pulling of cont rol outwards.

Two impor control should never be op or when car is in gear. make a heavy drain on ba This

can

tant

points to bear in

era

ted when engine is running

Apa

rt from the factthat

ttery

, the car will lurch forw

mind

arethat

thi

s would

thi

ard

be dangerous should anyone be standing in front,

Should engine fail to start or suddenly stop do not again opera te control may

be caused tothe ring g

untilithas come to rest, otherwise

ear

on flywheel or to starter-

dam

age

motor pinion drive.

If

engine does not start at first few turns, do not keep

starter in action for a

battery

will be

Instead, find

finding chart on

Combined lighting and dip swit ch is mo

extending to

th

e ri

ny

considerable length of

run

down.

out

what is wrong by referring to fault -

pa

ge 2

18

.

ght

below steering column (2, Fig, 3).

unt

ed on an arm

tim

e or

Turning this clockwise to first notch switches on side and tail li

ghts;to second, headli

the

thir

d, headli thelightattop headli

ghts

when

th

ey are dipp ed.

Thehom

and can be op

Flasher indic

ght

s to full ahead. Aspreviouslyexplained,

of speedom

areatfull-ah

button

(3, Fig. 3) is in centre of

erat

ed when ignition switch is off.

ator

control is and above speedometer. Move ing ri

ght

and anti-clockwise for left. A warning li

ght

s in dipped positi

eter

ead

face is illuminated when

position and is extinguished

ste

ering wheel

mount

ed at

it

clockwise to show turn-

centr

on;

a nd

e of panel

ght incorporated with switch shows when flashers are in use.

FOR

THE BEGI NN

ER

15

Gear Lever

The gears are operated by a direct-acting lever located centrally in a Th

o

at

e head of the gear lever falls n

andprovides a direct and positive gear control. Reference

to Fig. 4 will show

position and in zontal play.

turretmounti

that

ng directly under

the gear lever has a

thisithas a considerable

With

engine stationary it may

the

atur

ally tothe left h

centr

amount

not

dashboard.

and

al n

eutr

of hori-

be possible

al

s

.

FI

G. 4.

-G

EAR

POSITIO

NS

to move the lever

wheels may be

therefore. remember to depress

ur« moving the gear lever so as to get '

To

ellgage first gear press th e gear lever to

111" \' 1' il forward. For second gear draw

\1',11'1

1"

1111'011/-:

II

l1l1d

~.id(',

h'\,('1 1'

1

lllJ'l

IIII' IIMIII II:IIIII sid." To cngage reverse gear raise the lever

11

1\':11.1 iulo nt-ul r.rl, move it to

1Will .1'1 WIIl'II il will Iw ill the required position. For

l,

dllll

V II I., 1.,\,(,

11111

'1'" ('

int

o th e various positions since th e gear

'ed

ge on '.

If

th

e engine is

th

e clutch pedal whilst you

therunofth

th

e left and

th

e lever back-

(: ne

utr

al position, keepingitto the left-

lia

ng(: into third from second, push

th

e right

1'

backwards keeping it pressed towards

runn

ing,

e gears '.

the

and

then

top

16

by pullingitupw fully tothe ri spn ng pressure

adjac lever being pulled up and rearw tothe rear wheels. A

position by.a

the Sometimes, and particularly if the

with

r

ear or by clearing with the

to apply brak on. gr this m in cases where brake cannot readily be released, brake p

the

THE

BOOK

ght

andbrake

ent

to his ri

tr.igger and a pawl.

pa

wl IS disengaged

some force,itis necess

wheel

brak

es either by pressing

wingthe h

th

e h

andbrak

Ther

dra

e are two

e pedalatth

The

leverage obtained on

eat

er t hanthat

eth

od ofapplication may befound helpful p

the

OF

THE

AUS

ard

s againstthe spring pressure, move

andthen rearw

ent

s its being engaged accide

lever is to

ght

hand.

ratch

andthe

ard

s. The resi

therightofth

lt

is of the pull-on type, the

ard

s to apply

et locksthe lever in

By

squeezing this trigger handbr br

ake has been applied

arytotakethe weight offthe

the

and

brak

tri

gger.

tip

s you may like to know.

e slightly h

e verysecurely, press downthe foot-

e same

tim

e pulling

the

developed by the

car is left on a g

thehand

foot-brake is

han

radient.

pr

edal;

thi

s will be found of assistance in releasing

pawl.

Th

e doors ofthe A35, either the two- or four-door may be opened from either inside or senger doors can be locked from inside handles

upw

ards

beyond. driver's door is locked from key. When raised, no doors automatically

are raised. Remember to to pre

vent

inside door

lt

is useful to make a

ignition key so

thus

locked,

can

the

sliding front door windows, whenthey

and

be opened. This position also locks

shut

anyone from insertinga stickto release one of

handlesand

so gain entrance to

noteofthe

that

you

may

ment without delay should

key can be obtained

The luggage

the

ignition

car

when necessary.

compartment

key

at

any

enabling you to leave your luggage in the

the

insidebyraisingthe

the

normal position.

outside

with

handles of other doors

all the windows suffici

be able to

the

need arise. A duplicate

time

through

boot

has

TIN

A3S

it

stan

ce by

nta

the

lly.

seat

brake

' on '

e driver's

ake is released.

foot-brake pedal

ard

er on and

If

then

you want

brake lever

rath

er

dbrak

e lever

If

arti

th

e hand-

and

cularlv

ess downthe foot-

mod

out

side.

Th

el,

e pas-

Th

withthe ign

ition

ently

the

car

.

code number of the

obtain

a replace-

your dealer .

a lock

that

accepts

capable

the

~un.

reta

17

the

in

FOR

THE

Th

ere are se venient roof above

and

helpful.

the

veralbod

y fittings

Forinstan

windscreen on

of being readily hin ged down,

lt

can

also be moved sideways within limits and ISspnng-

loaded to provide

it

in

the

desired position.

th

e necessary degree of friction to

BEGI

NNER

tha

t

will

ce, a visor fitted to

the

driver's side,

redu

ces glare from.

be found con-

and

Checking Radiators

Before taking should be made. radi

ator

mark

and

on

the

car

on the r

Theremu

the

engine-oil levelmust be

dip-sti

ck-not

st be suffic

more

oadatleast two checks -

ient

wat

er in

the

n

e~r

the

'

than

t m, below It.

Fu~

,

e

Fro

. 5.

-BoNNET

1'

111

11

. ' I' 'v ry t ime th e car is used

it will not be necessary to attend to

til l b h k d periodically. Grasp

mot

, .

if nthe bonnet front. This releases

CATCH. I n setsh

owssafetycatch

butboth

.these points

and

hinge forward

the

se

the

l It an 1 allowsthe bonnet to be lifted slightly.

I t b fully raised because it .is reta

in

ed by a

~afet

y

'h n b r leased by inserting the fing rs (FIg. 5)·

18

to its shapeddepr th

e lower end ofthe strut can be fitted.

fully down

will prev until such

The r clockwise required, filling so that

filler-plug

use rain some areas

THE

BOOK

Thebonnet

under

can be held open by using

side

and

ession inthe

The

bonnet is locked in the closed position by pressing

ward

s.

F IG.

6.-

D I P-STI CK L OCATI ON . Inset shows ' F U LL ' ma

atwhich oil level should be mainta

\J

ent

it rising

time

as it is pressed fully hom e.

adiator

water-

filler cap is removed

and

pressing it fully downwards. Add wat er if

thr

eads when

this contains no harmful deposits

tap

water

OF

THEAUSTIN

hinged downw

topoftheradiator

If

it is not so secured

but

it probably will vibrate

the

level is

the

just

engine is cold. Preferably,

can tend to fur formation. Replace

A35

the

stru

ard

s. There is a cup-

t clipped

into

the

safety catch

ined

and

by

turning it

belowthe

topofth

-for

which

rk

rat

tle

ant

in

FOR

THE

BEGIN

the cap securely. You will notice ized type, a detail de

Chec

it

kingEngine

The

moving

engine-oil level can readily be checked by first re-

th

engineatth

e engine dip-stick fitted onthe near SIde of

e front. ground when checking reading will result. Aft er out , wipethe lower end

alt

with

Oil

It

is as well to havethe

th

e oil level otherwise a misleading

th

and

home. On again withdrawing

vel is indicated onthe scale by

ig.6).

o

A po owed to fall u

11

is excess oil will be

Do

If

necessary, add suffici

the

full mark.

inttonot

e is nduly

that

whilstthe level should never be

, do

not

mark is exceeded. Apartfrom causing over-oiling,

wast

not

be t

empt

ed to use inferior or un

notonly

may

ce

for

the

th

ese

engine

n prove expensive in

ed.

contribute to diffic

become too stiff to

the

NER

thatit is of the pressur-

more fully in Chapter X.

the

car

on level

e dip-stick ha.s been I?ull

replacethe stick pushing l.t

it

you will see

the

ent

oil marking (

oil to bringthe

addsomuch

suitabl

long

run

that

the

Ins

amount

oil

that

the

elubricating

ult

star

ting-

turn-bu

t they

because of their

e.d

011

et,

ior lubricating properties.

switching on

once be evident

uld

th

ure

ump has a priming lever fitt ed to

n ily supply fuel to

ng h engine (see page

t 1ull the lever upwards several

t Ir ly

y full or

opl:)rn.tingcam.

u

i-

t

e

1l'II11

i n with

urn to

lng1 v r again, ceasing to do so when

r

thi:

th

e ignitionthe state ofthe petrol supply

by

the

reading onthe fuel gauge .

e car have been standing for any length of time

tt

or floatchamber may have become

it,

the

float chamber without

II

7). To primethe cartim

es.

and

If

empt with

it

is fe

itmay mean eitherthatthe floatchamb er

that

thediaphra

Inthe

latt

th

e released position.

ma

ns thatthecarbur

er case,

e starting

gm is held down byits

turnthe engine

handl

e whenthe dia

Th

en operatethe

it

ettor

is felt to work

floatchamber is

throu

phra

gh

gm

y.

it

lt

th rre t level.

th bonnet , making sure that

th

e catch secures it,

ready to drive away .

20

BOOK OF

THE

AUSTI N A3S

THE

Starting the Engine

After

tak

on, i.e. pulled up,

on-thatis,

positi thr

ough its ce

hav

e been caused by failure to take this routme precaution,

When s

we

ath

han

ta

er, it is helpful to

dle a few times before switching on. This relieves its

andthatthe gear lever is in

whe.r~

ntral

it can ?e.

position. Thi s

rting from cold, particularly during fros

turnthe engine by the starting

initial stiffness and greatly reduces

ta

ing your seat see thatth

rter motor and- much

s

It

is also good practice to press downthe clutch pedal for

this again reduces

mor

e important- onthe ba

th

e load and eliminates the drag of

e handbrake lever is

the

e.asil

y moved

IS

I~port

the

load both onthe

sid~ways

~ntasaccId~

neutral

nts

tte

ry.

the

oil on the gear wheels. .

If

th is held frictionally in any i Pull to run.

If

control bothsta

resisting the temptation to .keep It m use l?nger. t necessary under up more quickly if this is done. It is b drive away slowly since allowingthe choke to befully released

e engine is cold. pull outthe choke control. This

nt

th

e starter knob

Dir

the engine

until

andthe engine should soon commence

ectly it does so, release the starter control.

'cu

ts out ' and stops do not again usethe

the engine is at rest otherwisethe drive of

ermediate position ifturned.

rter and flywheel may be damaged. .

When

th

e engine is

run

ning,

th

e impression t

th

g

ra~u~lly

hat

releasethe

the

engme will warm

ett

er practice to

e engine will then w

s?o

n~r.~yadoptI~g

chok~,

han

arm

"?-p,

this procedure not only willthe lubricatingOJI reta.m ItS properties longer, because it will not tend to become dil by excess petrol, but p

etr

ol will

not

be wasted.

ut

Starting When Warm

Once

the

engine is warmed up it is

ary

to usethe choke

s

and

, of course,the accelerator

be left inthe normal idling position.

the

so opening

throttle,

not

only will

not

normally neces-

If

it ispressed down,

the

idling

must

jet rendered inoperative- since it relies for its action on the suction set accelerating cause difficult

up

pump

star

bythe

may

ting should

virtu inject

ally closed

petro~

into

the

mixtur

throttle-but

the

manifold ?-nd

e become too

th

nch.

ty

ed

be

IS

FOR

THE

BEGINNER

This

matter

Carburettor (Chapter

If

the advisable t o use having circuited with petrol happ

ens, push in

pr

essing down theunduly engine commences to fire, gradually it is felt to pick

If

the

cleaning. The simplest me

thathave

choking ' the engine is to place them on

th

eir'business

and

allow the petrol to useful accessory a oth

erwise wipe away the soot with a rag. Before replacmg

th

em in the engine

points is not bridged with carbon or flu

Th

e golden rule is to use

is covered more fully when we deal with

VIII).

engine has cooled down a little it may be found

th

themixtur

the

rich mi

e choke momentarily.

e too rich for thenthel?lugsmay be

and

no sp

the

choke control fullyatthe

ark

accelerator so that asthe engme xtur

e will be cleared. As soon as

up

speed and agam

will occur.

:ele

ase

run

If

so, beware of

s~me

the

choke when

normally.

engine still refuses to start ren::ovethe plugs for

th

become w

-ends'

ett

ed with petrol as

together, apply a li

od oftre

burn

'fi

make

le-car

off.

d',

surethat

the

atmg

spa

rkmg plugs

result of ' over-

th~

ground with

ght

ed m

have

that

up w

gap between

ff.

fron::the.rag.

brush

If

the

you

them

the

choke WIth discretion,

shor~

If

time

turns

atch

most

ith

th!s ;

2I

the

~hIS

the

Driving Hints

Before you can take

o

bta

in a provisional driving licence so

ta

ught to drivebyan experienced friend orbyone of

many

motoring schools in theoffi by

cial driving test you must always be accompamed

a driver who holds a current driving licence. desirable to take among repu be

move it

e

that

If

your

tati

set

To st

the

fully towards

the

this

acquaintances or

on. Eve n so,the following instructions

down and borne in mind :

art

from rest, first press down

gear lever to

the

lever will

occurs,

return

clutch, declutch

the

car on to

the

road you

that

stru

ctors. U

your

lessons with some co

the

bottom-gear positionbypressing

at

ntil

you have

a school

the

clutch pedal

mpet

left andthen forwards. You

not

readily enter

the

bottom

it to neutral , momentarily engage

and

again move

the

gear lever to

you

may

be

the

must

pa

s~ed

It

is most

ent driver

with

a good

may

well

and

may

find

-gear position. the

the

bottom-gear position when it should fully engage. This

THE

22

BOOK OF

difficulty sometimes arises duetothe

eth

are

gear te mesh. Allowing

alt

ers

their

'edge

the

rel

ati

ve positions

THE

AUSTIN A3S

fact

that

the

sliding

on'

to each

other

and

thus

cannot

clutch pedal to engage momentarily

and

so permits

them

engage.

Now release

thehandbr wards slightly to ease free

the

rat

chet

and

If

it is difficult to release

th

e foot-brake pedal to relievethe tension on

on brak

e linkage. .

Pr

ess downthe accelerator slightly atthe same time

th

allowing

e clut ch pedal to come gently up move forward as not

e isthatthe simultaneous actuation-one up

-ofthe clutch and acceler

down and

possibly uneven clutch engagement may ensue. Per-

push

the

severe, however, for it is only

mind

Bear in clutch engagement harmful for

thatthe hall-mark of a good driver is smooth

andthat

it

causes severe mechanical stress.

ake lever, first pullingitup-

the

pressure, squeeze

the

lever forwards

the

holding

the

and

rat

downwards .

chet,press firmly

and

clutch engages. The first

ator

pedals is

masteredby

harsh clut ch engagement is

trigger to

the

hand-

the

car will

point

and

one

not

easy

experience.

Gear Changing

When

th

e car is moving forward steadily it will be neces-

th

ght

e main bug-

th

e accelerator

tim

e pushing '

without

resistance

Whenthe

the

gears will

may

sary to change into second gear. One of bears of eliminated by

th

e novice-gear changing- is almost entirely

th

e synchromesh device.

To change from first to second gear, allow

return

to down the clutch pedal as far as unduehast a ste be felt

synchromesh device has come

to its closed position atthe same

it

ady

pre

but

e, move

ssure on

maintain

the

gear lever rearwards maintaining '

the

lever. A sli

the

pressure onthe knob.

into

will go. Then,

action mesh and second gear will be engaged noiselessly. Allow the

clutch pedaltoreturn

the

down

accelerator when

gently. At

the

car

will move forward

the

same time press

with

increased speed.

third

To change from second to

accelerator and depressthe clutch pedal. Move

lever deliberately forward into

similarly release

the

neutral position main-

the

gear

to

the

FOR

THE

taining a pressure to forward into and

control the speed ofthe car by

The acceler th

e gear lever rearwards

pr

essure on

a

Practi

third

final change at

or pedal, depressingthe clutch pedal,

se gear changing in

the

speed. Allowthe clutch pedal to return

intotop

into

the

lever towardsthe right-hand side.

BEGIN NER

right throughthe

the

gate

accelerator pedal.

gear is effected by releasing the

and

top-gear position, maintaining

thismanneruntil

the

car moves

23

andthen

moving

forward smoothly and steadily after each gear change. Carefully synchronize pedal movement to ensure smooth

ta

engagement in all circums

To Change

It

is equally necessary to learn how to change down

Down

to a Lower Gear

from a higher to a lower gear. This is essen climbing a hill that normallythe car could top

gear or whichever other gear may be in useatthe

tim

e. Also,

more slowly

In

changing down from top to third gear and from to second adop t pressure on

th

push

tra

ffic conditions may necess

th

an normally is permitted by top or

th

e gear lever

e following procedure. Maintainthe

e accelera

stea

nces.

tia

l

ascend

third

wh

gear.

not

ita

te travelling

thi

tor

and de-clutch. Simu

lta

neously,

dily into the desired position. The synchromesh device again comes into action to give a silent change. Release

th

e clutch pedal, controllingthe speed of

the car by using the accelerator pedal as necessary.

ent

A slightly differ changing down from second to bo is no synchromesh device. An easy change can be however, by adopting de-clutching '. Although this procedure be complicated it is simple and you should

procedure should be adopted when

tt

om as in

thi

s casethere

mad

th

e technique known as ' double

may

appear to

pra

ctise until

you are proficient.

Pr

oceed as follow

(a) De-clutch. Move

th

e pressure on

(b)

Allow clutch to engage, with gear lever in neutral,

and

(c) Release

accel

move gear lever

s:

th

e gear lever

the

accelerat or.

eratethe

pre

ssure on accelerator pedal, de-clutch and

engine.

int

o first-gear positionatonce.

int

o n

eutr

al, releasing

~n

III

rd

e,

THE

BOOK

(d)

Engage clutch, operate accelerator tomaintain

~

~.

Practisethis drill

cer

tai

n an d

pa

rticularly when ascending hills on which b

couldhave been used.

Tostop

cel

erator

Justbefore

dut

ch.

gear

intoneutral

rapi

the

car, firstof all take your foot offthe ac-

and

moveitover tothe fo

the

Wh

en s

OF

THE

AUSTIN A3S

desired

until

you can be sure of

d gear change in any circumstances,

ot-

brake t o

vehicle comes to a standstill depressthe

topp

ed applythehan

andthen release

the

clutch and fo

dbra

ott

ke,

makin

g a

om gear

the

left.

movethe

otb

rake,

Reversing

When

stationary.

is moving forwards will cause severe strain or the

With'the

'd utch

will rise no further. theright intothe reverse position. it forw r

eturn

andagain

and gen

Almost the steering is now reversed. steering wheel tothe ri temporarily the r become familiar l

earn

:practise re versing betweenthem- for instance, asifback -

In

novi so pia. mudguard and carthat is ah ad of you. A li show you how much room

engaging reverse gear the car

Any

attempt

transmi

It

into a line of parked vehicles. Nothing indicates

ssion

syst

car

station

and

lift

the

maintainingthe lift. Ne

ards

momentarily allowing the clutch p

as when engaging firstgear. De-clutch once more

movethe leverback

tly

acceleratewhenthe car will move backwards.

the

firstthing you will realize, of course, is

ear-t

withthese cha

how to

is a helpful idea to erect two guide marks

bac

k your carne

much

as inabi

not forget to allow for

bump

to go

int

em.

ary

and

the

gear lever

Th

ght

o move tothe left .

er w

upw

en move it

If

it

does not engage fully, move

wards.Engageth

Thatis to say,turningthe

causesthe front of

nged

atlyintoth

lity

to back his

hen

pulling

ttl

e practice

you

may

o reverse whenthe car

conditions,however,

mu

st always be

dama

engine

ardsuntilyou

through

xt,

the

runn

the

pullitrearwards

You

e desired

swing of

out

car

from

posit

and

neatly

will

allow.

the

v

ge to

ing, de-

feel it

gate

edal

e clutch

that

car-

will

soon

and

ion.

then

into

the

front

behind

ery

soon

the

to

.

a

FOR

THE

BEGINNER

Skidding

The

brak efficient except, of course, in emergency. tyre

life as well as straining

Ev

•

never of some whenthe unpleasant feeling control.

first !

immediately releasethe them this factor is

What sideways towards roa

d. Often

the

steering wheel in the skid develops. direction you

Do may control inanisol bus

drivers

to t eachthem

Tr

y to bearin

(I)

(2) Do

(3) Do not (4) Do

es on

butitis

ery

novice fears a skid. Whilstit is easy to

provoke a

otherper

sur

It

If

you

avoiding

generally

not

forget

be of gr

and

Ste

er a steady course . Ne

not

harshly. if your

not

falls so

to

vibrate

Running-in a Reconditio

When become

the

beyond

your

Au

bad

dri

skid'

son's

face is wet.

that

slides forward

have

timetomake

any

tendency

the

cause of a skid.

happensisthat

the

skid

If

may

finish up acrossthe

that

eat

accele driv

road

that

knowing what to do in an emergency

value.

ated

dri

vers of police cars use a ' greas

the

correct technique.

mind

rate

e onthe crown of

speed is low. Keep well to

allowthe engine to labour.

the

unduly

stin

ving tec

thecargenera

you

may

stupidity,tojam

Then

the

carisnotentire

and

brakes.Then

to lockthe wheels. Often

gutter

will become co

the

pla

engine

or tothe lower side of the

same direction as

you

turnthe wheel in

If

you are able to

ce you

the

following four p

nor

apply

runs

, change down to a lower gear.

ned

engine has done consid

furthe

r r

epair-inthat

A35

are

hniqu

e to use them harshly

Har

be compelled, because

youmay experience the

not

a split-second decision,

the rearwheels swing

ntr

will

realizethe reason why

ver

the

heavily, pinks, or appears

Eng

ine

era

powerful

sh braking reduces

lly.

on your

ly under

necessarilyradiator

carefully re-apply

ollable if you

that

road!

swerve abrup

brakessudd

road,

ble serviceitmay

case a reconditioned

brakes

to which

the

pract

ise skid

e-patch'

oints:

tly

enly or

particularly

the

If

the

25

and

say

your

turn

other

.

left.

speed

26 T

engine may be Consultyour'Austin agent who will a

HE

BOOK

obt

OF

THE

AUSTIN

ained fromthe Austin M

rra

A3S

otor

ngethe

Co.Ltd.

matt

er for

you. An allowance may be made for yourold engine.

Forthe first500 miles-or, if your can manage it , for

th

e first1,000 miles- handlethe new engine with care. it is carefully run-in repaid by smooth and efficient performance for a long

your

consideration and trouble will be

tim

afterwards.

Wh

en starting from cold, do not're

Releasethe choke co

ntr

ol as soon as possible.

driving away avoid rapid accele

The

engine is produced

withinext

rat

v-up'th

e engine.

Wh

ion.

remely fine limits in

en

so far asthe bearing surfaces are concerned. In order to

allow the working parts to become that surface

hardn

essthat

ensures long life, high engine

run

in and to a

tta

revolutions and excessive speeds should be restricted during

th

e ea

rly your car can th

e ru nnin g-in period has been completed. arethe suggested max duringthe

trav

el nor to ma

imum

runnin

g-in period, changing down as road con-

stages. Do not be in a

hurr

intain

y to see how fa

high

road

speeds until

The

following

speeds inthe various gears

ditions dictate:

Bottomgear: Second Third Top

End

eavour

engine

to become acc

makesatthese sary to driveatanyparti the engine to

run

easily withinthe

7 miles per h 15 25

0

4

usto

runnin

g-in speeds.

cular

our

med tothe soundthat

It

is

runnin

ran

g-in speed

ges t

abulat

not

but

ed.

the

neces-

allow

If

th engine feels stiff, stop for a time to allow it to ' ease off '. All the working p side and care in the ea

art

s are assembled somewhat onthe tight

rly

stages will enablethem to bed

in satisfactorily.

/ I.S th e engine becomes

run

-in you will quickly sense

the added power and response.

Some owners like to use a running-in compound. are several on provided it is

the

mar

theprodu

ket, any one of which may be used

ct of a mak er of r

eputeand

Th

ere

that

FOR TH E

the

proportions used are as advised. Some of th ese graphite

BEGINNER

27

compo unds may tend to become separa ted out in filter s

ofthe full-flow type.

If

e

desirable to fit a new element whenthe oil is changed the first 500 miles.

General Check at

Whenth

e reconditioned engine has miles, the engine oil shouldbe drai replenished approved br

do not do it

in

inst ead.

with and

with

.

At the same timethe cylinder-headnuts should be te

and tigh

st

initial tightening, th e cylinder head should not require further

will copper-asbestos

tenedintheord

attention.

Thethi

n steel cylinder-head gasket used onthe A35

not

compress to

typ

check the overhead-valve rocker clearance afte r ti

the cylinder-head

If

thatoc

50

0

miles

new oil ofthe co

If

it is necessary to flush

paraffin

but

use a suit able flushing oil

er shown in Fig. 32. After this

the

same degree as a gasket of

e. Nev

nut

erth

eless, it is advisable to

s (see page 96).

cursit

run

ned

rrect

may be found

for some 500

and

the sump

grad

e and of an

outthe sump

ght

aft

ste

any

the

ening

er

d

Check also that the sparking plug gaps are '025 in.

(,64 mm.) (see page 179, and Fig. 72).

The contact-breaker gap should be checked and set at from 0'014 to 0'016 in. and t he ind ex scale mi be re-set at

thi

s stage (see page 174).

Now thatthe engine is running more freely,the carb

tor

adju

Fullin

stm ent should be checked

stru

ctions are given on page 109.

and

re-set if necessary.

A check on nuts arid bolts is worth while to

e

thatth

it

runnin

Cho

e reconditioned engine has bedded-down

is secure in its mountings

g.

ice

of Petrol

Th

e choice of p

arti

cularbr

aft

er the init ial 500 miles

and

of petrol is a m

your individual decision as also isthatofth

differentm

The

formance.

att

er from

parti

cular grade of fuel used will affect engine per-

In

general, a

brand

lte

.

ring

the

ignition

ght

mak

e gra

adv

ance is all

usefully

uret

e sure

andthat

att

er for de-a

-

28 THE BOOK OF

that

is required to obtain different grades of fuel available. fuels, however, full advantage increasingthe compression ratio, a procedure generally tributionofth road testing setting, is described on page 177.

At

ally available. These are

Regular is somewhat similar to war-time Premium corresponds roughly to No. I petrol available before

Premium

perties giving improved performance.

the

worth

whileatpresent due to

is special grade of petrol.

the

car

time

of writing, there are two main grades gener-

War.

grad

es contain some

In addition, in determining which grade to use,

must

also be pression increased one originally fitted.

Whenitcleared

was

adjusted ignition setting, Premium fuel may benefit. This advantage ignition is ignition

Conversely, an engine Premium Regular grade is used. Again,the-ignition should be adjusted to

taken

ratio,and

by

settosuit

must

fuel will suit

into considerationthe m

whether

the

introduction of a different gasketto

the

to accept Regular fuel.

be advanced (see page 177).

not

it. '

THE

AUSTIN A3S

the

maximum

can

to obtain

Works,

this grade of petrol. Usu ally

with

the

'Regular'

additivesthat

this

ration

your

may

be obtained only if

ignition

give a good performance if

benefits from

For

the

only be

most efficient ignition

reconditioned engine

timed

higher octane

obtained

thatisnot

the

limited dis-

The

method

and

' Premium'.

confer pro-

atter

has been lowered or

With

this

not

give

the

to operate

the

by

'Pool'.

there

of com-

the

original

fullest

the the

with

the

of

CHAPTER

III

GENERAL MAINTENANCE

Body,

Wheels

HOSE MOTORISTS who are of the opinion thata

chassis is a metal frame the

T

supportthe

chassis

th

e wheels, axles, springs, steering connect ions, tyres, etc.

These components do

but

tion pr

operly lubricated will do much to remove the squeaks

and

rattlesthat

the world

Keeping

Manufacturers today use torque spanners to enable a definite degree of rubb

er gaskets are used in m to control tightness of nu ts securing tension is achieved individual assessm

It

is advisable to periodically examine all ness. rattles, squeaks andaccelerated wear will result. Some bolts are secured by tab washers, some there remove and

re-tighten. Do

have

pins

and

from becoming loose.

A

cotter

or

stud so positioned making it impossible to withdraw any

slackening of

body

may

wonder

can

require. Actually,the term chassis embraces

not

care in keeping

are

not

the

owner's neglect.

Nuts

and

Bolts Tight

tightn

by

ent

s of wh

If

neglected they will become

is evidencethat such bolts are

the

pin or

been

tight

tab-washers

pin passed through a hole in

passes through

bend

not

ened. Cotter (or sometimes called split)

are

the

ends of

the

nut

and

Tyres

pur

pose of which is to

whatmaint

require a great amount of a

nuts

and bolts tightand all

only annoying but advertise to

ess to be obtained. As cork or

anyparts

pre-set loadings

at'

seems to be

not

back

the

29

split

tab

pin the

forget to secure

two means ofpreventing

slots in a castellated

the

itself.

enance such a

it is

very

desirable

th

ese parts. Correct

rather

rapidly

by correctly tightened

washer as required

them

the

are

tight

nuts

cotter

end

nut bent and

than enough '. for tight-

looser

pins.

when

of a

. When

back

preventing

tte

part

and

they

nuts

nut

thus

n-

s

by

If

30 T

Removing

It

thathav screw spanner bein!5placed on

If

theenthu

thatth

If

bolt reasonable time for

Always use a setpossible. An usually springs a little an d is apt to

HE

BOOK OF T

HE

AUSTIN

Nuts and Bolts

often becomes necess

e rusted. Some bolts

into

nut

s thatare inaccessible so preventing a second

ary

to unscrew nuts

-forinsta

t~

em

to s

top

nce, in

them f

siastic ownertnes to unscrewthese it is possible

e nut,

hav

ing firmly rusted, will refuse to unscrew.

there is any doubtabout it,

thread

s and apply

adju

par

affin or pen

thi

s to do its work.

spann

stable

er or box-sp

spa

brushth

etr

ati

ann

nner, even ofthe best t ype,

dam

agethe sides of

A3S

and

the

bod

rom

turnin

e mud off the

ng oil, allowing

er wherever

thenut.

A split pin can often A useful tool for th e ground down to a pomted the h

ead firm grip is the spanner on rath

nut

of th e pin, enabling it to be levered

obtain

bolt

head

the

er one of despair forthe

can

be

dam has been unscrewed, assuming order,

punchoutthe pinthat

hole of

the

bolt.

prov

e surprisingly difficult to remove.

~urpose

ed.

with

one spanner and, using

nut

, s

is an old screwdriver carefully

pron

g. This can be ins

If

th

e pin cannot be extracted hold

another set-

hea

r off th e pin.

thr

eads ofthe

Thispractic

bolt

ert

out

once a

andofth

aged by this procedure. After the nut

thatthe

thr

ead

s are in good

stiJl remains inthe drilled

Road Springs and Shackles

The

rear road springs should be examined periodically to

see

thatthe

they become loose the centre boltmay

nuts

are full ti

ght

ened (5

and6,Fi

g. 7).

shear or the spring

leavesbreak. .

Simmonds lo

forthe spring-clip bolts, i.e.those bolts holding

of

the

spring tothe rear axle.

The

upper

prings is adj ustable sothat

(Fig. 7).

knock

may

cknut

s or single self-locking

end of each shackle at the

there should be no end-float

If

the

re is t oo much end-float a

be heard.

Any

adju

stm

nuts

rea

r of the road

ent

required should

are

thecentre

per

ceptible

bemade as described below.

Firs

t loosenthe lo

cknut

, or o

uterm

ost

nutofthe

bolts

y-

ed in

e is

used

two,

g.

GENE

RAL MA

onthe shackle, holding

doing so.

e

the adju

The

single nutatthe

FI

I Shackle Nipple. 2 Pin Bush. 3 Rea r Shackle and

Brushes . 5 Nut

G. 7.-RE AR S P

and

Washer Lower and 6 Upper P ins. 7 S

stm

ent so it must always be tighten up th e inn er nutcarefully clearance between the side ofthe shackle sprin

If

g eye. Do not overti friction nut

and

wear. Ti

to prevent

the

ght

adjustment being

INTENANCE

the

inner one if neces

oth

er end does

RINGSHACKLEASSEM

Pins

kept

untilth

ere is just running

plat

ght

en or there will be

en the locknut, holding

alte

red.

sar

not

BLY

. 4 Spring

hackl

e, Inner

tight.

e and

the

y whil

affect

Then

undu

inner

3I

st

the

e

Brake Linkage

If

at

any

tim

brake linkage, takeparticular care not to a

e it is necessary to disconnect any of

se

tting

. Any h linkage is strongly to be be correctly balanced for full efficie Detailed ins given in Ch

aphazard

tru

ctions regarding

apterVI.

att

empt to

depr

ecated forthe system

adjustthe

ncy

the

brake

to be obtained.

lter

linkage are

the rod

brak

the

e-rod

must

32

THE

BOOK OF

THE

AUSTIN A3S

Steering Gear

The ali

t

ant the front wheels are not. ment occur but

with proper lubric car has steering arms

shall point together slightly to the front. the distance at hub heig

*to t in. less

edge. The reason for this is separate slightly to the most efficient position. refer to page 57, where

impor strained or bent it is best to let your Austin dealer inspect the

Gr

va to place and assume may have been damaged (possibly it may have beeri hit. accidentally with a spanner), or the passage become choked. In either case the lubric when the untilthe t

hat

u l rs on, for instance,

can r h the brake linings. th

causing it to wear much more rapidly than would be

case if it were adequately lubricated.

gnmentofth

point. Whilstthe rear wheels are definitely fixed,

atthe steering linkage not only can

th

e steering can be affected.

The steering connections are of the

bump

ed into a curb, for instance, one of the

may

The standard se

than

The steering linkage and front suspension are very

ta

nt points

part

s to make sure everything is in order.

eas

e, Oil and Lubricants

The

chapter

rious p

Oil and gr ase

at prev

art

s to be greased or oiled.

th

e oil gun on a lubricator, press it several tim es

the

th

e grease gun is applied to it. When lubricating

chassis, therefore, it is always good practice to continue

lubric

is receiving

ent

s water

e front wheels is an extremely impor-

If

th

ere is any incorrect

ati

on will give long service, but ifthe

have become bent.

tt

ing of

the corresponding dimension at ta

and

on lubrication (see page 193) describes

job is well done. The lubri

ant

can be seen escaping from

att

ention. This does not apply to lubri-

not

and

the

frontwheels is that

ht

measured between the wheels is

tha

ke up this ini

thisad

if you feelthatthere is some p

th

only lubricate

grit from enteringthe

t in use th e wheels tend to

tial'

If

you wish to checkthe ' toe-

justment is described.

e wheels, where excess lubricant

undu

adju

stable type and

In

toe-in'and so run in

It

is

ant

but

also form a seal

adju

e tyre wear

other words,

the

not

sufficient

cator

ma

y have

will

not enter

the

bearing

bear

ing

st-

the

rear

in'

art

the

itself

and

the

GENERAL

the

Hence if necessary so grit or on -the bearing surfaces.

If

a lubric

it

than bearing runmng dry and wearing should. The bearing the

small charge forthe lubricator. Assuming

c

ann

ot force any thing

y

able to replace it wi free, however, it can only mean become choked for cleaning. C to harden in use

good lubri manufacturer of r

Keep

sump. A coating of

th

e sump to keepthe oil cool. Paraffin

of brush will be found most convenient for

importance of operatingthe gun several times

wat

to leave it in place for

thatth

er, is forced

ator

cant

th

e b

ottomofth

has been damaged, it is cheaper to replace

and

ert

ain grades of cheap lubric

and

of correct grade and

eput

MAINTENANCE 33

e old lubricant, ca

out

and

clean grease

thiscan

th

us damaged

throughth

th

a new one.

it

choke

e.

mud

will

that

be necessary to dismantle it

the

passages. Always buy a

e engine clean, p

prevents air acting onthe walls

rry

ing with it

tak

only result in

out

much earlier than it

can

cost m

e lubri

cat

or, it is advis-

If

th

e lubri

the

bearin g itself has

ant

type

marketed by a

art

and

thi

es its place

any

that

cat

are liable

icularly

a stiff

s.

any

the

times

you

or is

the

paint

Careofthe Bodywork

Althoughthe mod

use

than

the

varnish finish of earlier cars ,

way

s in which

mar

it" lustre.

Do not be t water. Road du quantiti

surfa~e

of been considerably dulled.

a hose soft cloth. An imp clear of accidentally pressed against deep scratches.

not

application, particularly in

es of water are used to float

the

mmute

The

Dry

be

cloth, acting on

scratches. In a shorttime

first rule,then, is to wash and

running water in conjunction

the

car with a chamois leather

tempt

ern

body finish will

the

owner even with

empt

ed to dust

st

is an abrasive

ortant

body.

ed to overdo

In

evitably it collects grit

stand

much rougher

ther

e are certain

the

best

int

the

car down without using

and

unless Iiberal

thisdust

the

dust, willproduce myriads

point is to keep

the

finish

the

car, using preferably

with

a sponge or

the

body

or wings can cause

and

then

polish. Too frequent an

case of wax polishes, can

polish. Do

ent

ions can

off

will

hav

hose itself and

when

the

e

34 actually dull

polish protects oth one, for it cannot be adequately polished and to a to apply

THE

BOOK

th

er hand, a

tt

ract dust so dulling the lustre. The bestm

th

e polish

thi

OFTHE

e surface.

AU

STI

N A3S

Prop

erly applied, a film of

e body and gives a good gloss. On

ck coatis not twice as good as one thin

spa

ringly, rubbing it on evenly and

mu

st tend

eth

od is

the

then polishing it vigorously.

The windscreen

le

ath

er. Do not omitthe rear window because clear vision

from

th

e rear is essential.

and

windows should be cleaned with wash

When washing the car a minor point to note is to avoid

water on

th

e brake plates and drums. Although it will not do any permanent harm, it will reduce imm ediate b

rak

ing efficiency. When takingthe

th

e first

tim to test obvious several t imes whilst effect of warming

Many owners, p give the in protecting but using a portable elect

, do

it when evaporate too quickly. On is unsuitable, a solvent will

M

eth

wax on a pad of

e after it has been washed It ISgoodpractice

th

e brakes and gauge their performance.

thatwater has reachedthe shoes, apply them

th

e car is in use. This will havethe

th

e d

rum

s and evaporatingthe mois

arti

car

cularly

an occasional waxtreatment as a

and

maintai~in

tho

g

the finish.. Some apply wa,x

nc

tool as supplied for h

yourself ' t asks. To get best

it

is not very hot so that solvent m

theoth

eva

od of application is imp

mutt

on-cl

oth water. Apply evenly over a small area, half a door panel.

im

mediat mut has

ely by fast

ton

-cl

oth.Carryoninthi

been covered.

Wh

en wax has been spread, polish

str

okes

with

s way until all

Exp

erience alone willtell polish to use and how large an area can be doneata Remember to include

int

erior mouldings wax polish may be used to bri around

Removing

will be lucky if you can

Summ

windows

Tar

er usually

and

windscreen.

brin

gs tar-

spra

av

oid collecting at l

c~r

~m

the road

If

se living nearthe

furth

er aid

and

wax

yman

does not

mid

r e

sul~s

work on a day

er hand, a hu

porate too slowly. .

ort

ant.

slightly damped w

Take up a Iittle

ith

say

, for in

stan

a clean linen rag or

body

you

and

ghtenrubber

surface

how

much

alsothat

mouldings

yers into action, and you

east

a few spots

~o

it is

tur

s e~,

day

cold

ce,

tim

GEN ERAL MAIN

TE

NANCE 35

on your car. They can usually be removed, however, by dipping a soft cloth in linseed oil and possible, tacklethe job before tar has time to set. are really obstinate, one of engine oil.

tr

y a mi

With

xtur

cloth around one finger moisten in solution and rub spots. Avoid applying agent to any

oth

er p

arts

of car. I mmediately tar spot

rubbin

e of two p

g gently.

If

art

s pe

thi

s cleaning

spots

trol

If

to

it

has been removed, wash away all traces of petrol and oil mi

xtur

e and re-polish.

Touching-up E

It

is inevitable th at the synthetic-enamelled p

r

the car will be sc stones. surfaces and g

namel

rat

If

neglected, rust will a

ched or possibly damaged by flying

rad

ually cause the surrounding enamel to

ttac

k the bare m

art

s of

eta

l

flake off. The careful owner will find it most advantageous to touch up such bare places as soon as practicable. . Not

e.

only will depreciate far less rapidly. Do not touch up a s th

at

very fine glass

s

app for the l

at colour m conside

theapp

has already rusted but carefully

earance of t he car be preserved, but It WIll

ur

rub

pa

per untilthe bare metal is bri

it down with

ght

before

face

lyingthe enamel. Use quick-drying synthetic enamel

pur

ter have a different we

pose and not one of the cellulose type.

at

ch is good at first it may soon change its tint

rab

ly and call

att

ath

ering rate, and even if the

ention to the minor blemish it

Th

ese

"vas desired to conceal.

Care of the Interior

It

is important to keepthe

int

erior ofthe body free from dust or road grit. To prevent road grit from being carried inside

th

e car is impossible,

into th e carpet

e.

if available, is interior.

and

damagesthe fibres. A vacuum cleaner,

th

e most convenient way of cleaningthe

It

may

also be used to keepthe

Seat covers are a worth-while investm

but

onceitisthere it is trodden

uph

olstery clean .

ent

for they t

end to keepthe original upholstery in good condition. When the time comes to sell t he car, a clean and pea

rance is a good sales fea

tur

e so far as the upholstery

att

ract

ive ap-

is concerned.

eath

er upholstery may be cleaned by using a

L

clothhaving a

littl

e soap onitand

app

lied briskly to

damp

the

THE

BOOK OF

THE

AUSTI N A3S

leather. The soap film should be rubbed off with another

damp

cloth.

Th

e upholstery can be finishedbypolishing

with a soft, dry cloth.

Do not be t

uphol

stery

passengers,

a

ppr

eciate the sensation of sticking to

th

eir co

If

desired, a good qualityfurniture cream

on

the

thupholstery can be cleaned w

Clo

tetrach

empt

for this sometimes makes it

ed to use an unsuitable polish on leather

tacky

parti

cularly your lady passengers, will not

the

seats orhaving

and your

stumesmarked!

may

leather when it is

tho

roughly dry.

ith

one ofthe carbon

be rubbed

loride liquid cleaners. But,the best advice is

to

avoid getting it dirty inthe first place !

Doors,

Locks

The

working parts ofthe door-lock striker plate and lock should be lightly lubricated- not only to cause parts to work smoothly but also to eliminate

It

is advisable to examine and ti

and Hinges

un

ght

en periodically,

th

due wear.

. necessary, the various screws securingthe door locks,

s

tr

iker plates andhinges.

th

Sometimes it may be necessary to remove handles obvious.

but,

if so, their method of a

Byadopt

ingthe following procedure no difficulty

ttach

ment is

e interior

not

always

should be experienced.

the

First, push

away

from the handle as far as possible. Then a pin will

be seen in

outofth

haft

s

the

e shank whenthe handle

.

To refit the handle first

the sq

uarethathas a drilled hole to align with the one in

the

handl

e. Check to make sure thatth

is the one th

turn

half a

Check

out

the film of oil on work freely. Nothing is with a sliding seat will slide to and

and

the

slides for this

leave marks.

chrome-plat ed washer, or escutcheon,

handle shank and this can readily be pushed

may

be pulled off the

make

sure

thatthe

hand

le is on

e handle position

at

is most convenient. Replace the handle when it may be found more suitable.

seat slides for free movement. Usually a

th

e working parts will assistthe slide to

not

lock. Avoid

that

may

mor

e annoyingthan to

will

not

slide- or,

app

lying excessive lubri

come in contact

strug

alt

ernati

vely,

cant

with clothing

gle

NERAL

GE

Protection

During

Before placing car in storage

cellulose finish and plated p

MAINTENANCE

Storage

art

37

it

is advisable to

s by applying a heavy film

protect

of wax and leaving it witho ut polishing. When car is to be used again, remove this liquid car polish and following up

atm

ent.

tre

Carpets should be

pr

otected

withananti

cleaning

with

a normal wax

-moth prep

with

ara

-

wax

coa

ting

by

tion after interior has been tho roughly brushed out.

att

eries should be sentto your local Austin dealer or

B

Lucas Service

Stat

ion for

maint

enance duringthe

tim

e car

is laid up (see page 168).

TYRES

Ty

res eliminate high-frequency vibrations and minimize

e

if

shocks due to inequalities in

because amount of

ati

compar but

vely small area. Not only

also

stron

g enough to con

tr

road

surfaces. They function

ead in contact withroad covers a

must

tai

n air

tyres be flexible

underpr

essure, tough

enough to resist damage, giving long mileage, and be able

tr

ansmit driving and braking forces satisfactorily.

to Furth

er,they mustprovide road grip, stability and good

ste

ering properties. Tothis somewhat formidable list of requirem and tyres

ent

s tyre manufacturers have nobly responded,

tod

ay seldom trouble us.

Modern tyres have a strong casing built up of several

tl

plies of cord fabric- or, more recen steel wire

-formin

g a tough wall andtread.

y, of rayon or even

They

are

secured to wheel rim position by wire bead cores.

art

of the work donebydeflection of tyres on a moving

P

c

ar

is converted into heat withinthem. This is easily demonstrated if you place your run

. You will find it quite warm, sometimes excessively

so.

Both

rubber an d fabric are indiff

at,

and

int

ernal

hea

he temp

eratur

es weaken tyre structure and reducetre

t is

han

d on a tyre after a f

erent

conductors of

not

easily dissipated. Such

ast

ad

resistance to general wear.

Importance

Tyres are designed for use

tions,

and

of

Correct Tyre Pressure

underpr

e-determined condi-

tables are available to showpressures to be used

THE

38

under differ

ensure

thattyres are always

BOOK

ent

loads and deflections.

recommended by

considerable labor mended pressure for front and rear, giving a su pa

rtoftyr

persons. W

e in contact

ith

a full loadthe pressureo~the

should be increased to 23 lb. per sq.

OF

THE

AUSTIN A3S

maint

th

eir

mak

ers, forthese are

ator

y work andpr

th

e A35 is 20 lb. per sq. in.

itab

with

road surface.

le di

act

str

ibution of loadto

It

is importantto

ained

atpres

sur

theresult

ical tests. Recom-

both

tha

Thi

s is fortwo

rear

Ty

re size :

tyr

Ill

.

5'20-13.

tte

Do not a

mpt to judge pres Check with pressure gauge, who will infl Check cold and

at

by

e your tyres to correct pressure on request.

app lying gauge directly to valve when tyres are

not

when they have attained

Appearance of a tyre may be normal,

it

gauge shows cause a

bnor

to be nn der-inflated. ThIS IS sufficient to

maltread wear.

Some owners consider sure gives more comfo so there are disti too low. One is

rt

nct

drawbacks in

thattyre will be damaged inte since plies- due to excessive flexing- deteriorate sooner than normally. Consequently there may thatexact

contr

ol as isthe case when

sur

e merely by appearance.

obta

inab le from your dealer

runn

ing temperature.

desJ?it

~

the

fa~

t

tha

thata slig

htly

reduced tyrepres-

able riding. Even ifthis were

hav

ing tyre pressures

rna

lly

mu

not

tyre

pressures are held at recommended figures. Under-infl ation causes unnecessa eve mended fi

ry

tyre wear-on an average 13 per ce

ry

10 per cent. reducti

gure.Th

is results .m

0J.!

in

p

~ essur

e

unm

istakable evidence on

belo

:-v

nt.

for

recom-

ch be

es of

es

GENE RAL MAI

NTENANCE

39

tread and causes considerable fricti on and excessive temperature

On

th resulting in discomf in

t

excessive wear, especially in r

imm

ediat elythey lift inthe air. againth surface and in This cycle of even

within

e other h

casing (Fig. 8).

and

, over-infl

ort

to occup

ati

on causes wheel

ants

of car.

ear

wheels, forthey spin

Whentheytou

eir speed is suddenly reducedbyc

thatbrief inst

ts

is continually repeated, for no ro

anttheirtread

ont

It

act

boun

ce,

also results

ch ground

with

road

is abraded.

ad surface is quite smooth nor is anyshock-absorber system perfect . Excessive

pr

essure also redu ces comfort

and tread life, forthere is a concentration of load and wear on a

sma

ller

wheel wobble. P

areaoftr

t

wear at steering connections or swivel axles, or if local wear in ference

atcentr

ead. On front wheelsitc

arti

cularly is thisthe case ifthere is some

theform

of a narrow b

e oftread.

ontribut

and

aroundthe circum-

th

es to

ere is

Even when in good condition, pressure is lost due to chemical diffusion of compressed air inner

tube.Rat

or about 10 per ce

e of loss is from I to 3 lb.ysq.in. per week,

nt.ofth

e originalpres it is advisable to check all tyres once a week and m pressures at rec leaking

by

omm

end

ed fi

over-inflating, nor reduce pressurethat increased owing to a rise in temper on a

hotday-foritwill be reduced to normal

thro

ugh walls ofthe

sure.Th

gur

es. Do not anticipate

atu

res- for example, as

with

erefore,

aintain

has

the

cool

of evening.

It

will be seen tha t or down, result in reduced each week in checking

ary

necess

is time well spent.

Although the spare wheel is a real help in time of

ma

ny an ownerhas found to his discomfort required it is flat, or its pres forget, r

outin

the

refore, to check

e.

var

iations in

tyre

life. A few mom

pr

essures

sur

e is below normal. Do not

itspressure also as

tyre

pressure, either up

and

correcting them if

part

ent

s spent

troubl

that

when

of normal

e,

FIG

. S .-EX CESSI VE W E AR CAUSEDBY

UNDER

I NFLATION

Tubeless

Tub A35 models. ventional int

ernal air pressure.Ifpunctured,

eless

Tyres

tyr

esarefitted as sta

Theyhavemany

type

in which a

tubeund

nda

rd equipment to allAustin

advantag

er tensionis

es overthe con-

stre

saybya nail,the hole

tched

by

40

immedi With in thata journe pleted without wheel-change. a special protection against r

Fig

( li

tt

caused they

the

chance of

conventional

THE

BOOK

ately

enlarges

a tubeless tyre, however,

the

cover, in which case

y-ev

int

erior liner as an

OF

andthe

en of a

apid

THE

AUSTIN A3S

tyre

often deflates suddenly.

the

any

escape of

hundr

ed milesor Tu

beless tyres incorporate

int

egral part of the

air loss when

nail is usually r

air

so-

the

tyre is punctured

. 9).

Tub

eless tyres give a high mileage becausethey generate

le heatand are e

FIG. g

A Air Retaining Liner. B Air Seal. C Sealed Valve

by

und

xtr

emely flexible. Excessive wear

.-SECTION OF T U BELESS T Y

er- or over-inflation is eliminated because

keep their correctpressure for a longer period.

If

a

tubel

wheel can be changed in

esstyre is

thishapp

tyr

dam

aged so

ening is

that

the

normal manner,

much

less remote

it becomes deflated,

e and tube. For an emergency repair an

inner tube may be fitted.

An air-tight seal between wheel and

ate

accur rims.

forming of b

In

addition some side of beads provided with sealing ribs, and

carefully fo

ead

bases to

tyr

thatcontact

es have sealing ribs formed in

side of rim. On

the

rmed

surfaces to provide an efficient seal.

tyr

e is achie

suit

contour of wheel

beads have

will

c

RE

than

very

etain

be so slow

may

be com-

tyre

giving

but

with

ved

tyresnot

smooth

ed

the

by

GENE RAL MAINTENANCE

Pr

ocedure for removing

similar to

but

that

the

for conventionaltube

following details should be carefully observed.

Before installing a tyre ensure

and

installing

and

thatrim

tub

tyre

is cl

eless

tyr

assemblies,

ean

and free

es is

from rust or damage. Do not use a hammer or tyre lever to free around easing beads over rim take carethat

tyr

e beads from rim,

tyr

e withthe feet, keeping cl

but

do so by

ear

of beads.

they

are

not

'tr

dam

eading '

When

aged

by tyre levers.

Whe

n infla

ting

as follow

s:

(a) Before installing

quick shots of air into tyre to force

a t yre immediately

(b)

In

stall valve core and inflate tyre to 40 lb. per sq. in. Check for air leaks by submerging wheel in water. After ensuring th

atthere are no air leaks at base of valve or valve core, wheel rivets or bead s recommended pressure, e.g.

If

diffic

ulty

is experienced in seating beads they must be

by

spread achieved w

constricting centre of

ithatyr

e constrictor tool, or alternatively a

piece of rope can be used ar

a tyre lever in

themann

20

ound

er of a tourniquet .

To assist in prevention of

that

inspected regularly so

any objects likely to cause

aft

er fitting, proceed

va

lve core, inject a few

bea

ds on to

and

bea

tyr

e assembly

eat

s, deflate to

d seats.

lb. per sq. in. (two persons).

tread

. This

tread

and

pun

ctures, tyres should be

tigh

tenedwith

can

punctures may be removed.

Repair

of serious

mark similar objects

tyre from wheel. Two methods of effecting repair are

Methods

Repair of

the

tub

eless tyrcs,though r

ath

conventional inner tubes, does not pres

pr

oblem. There are several repair kits on

et with full instructions.

Punctur

es of

the

type normally causedbysmall nails or

can

usually be repaired w

the

' Sealing Gun Method ' andthe

er differentfrom

ent

ithout

removing

th

is type of

that

any

the

'Plu

Method '.

When dealing

cut

, it is neces

by

methods mentioned below.

thatyou consult

S

EA

LIN

with

sary

your

puncturesha

to remove

Austin dealer or tyre service depot.

vinganirregular-shaped

tyre

from wheel

It

is suggested, however,

G GUN METHOD. This type of

and

repa

ir is suitable

repair

only for sealing small nail-holes. After reducing inflation

D

41

be

g

42 T pressure

is cleaned sealing

PLUG ME

a

rubbercement

inse

rted

HE

BOOK

to

5 lb. per.sq. in.

and

tread-filler injected into It W

gun

. . bi

THOD.

OF

After removing the

is applied to

with

a special needle. Needle IS

leaving plug in position.

tr

ead.

flush with tyre

Plu

large, medium and small.

THE

AUSTIN

and

r

em~

vin

g

pun

the

hole .and a ru"?ber plug

Out

er end of

I?lU

gs are supplied m

A3S

.the ?-ail,

th~n~Ithdrawn,

g.IS

Ith

ctunng

tnmme threeSIz

the

h~le

a special

0 ject

.d off

es :

GENERA

L MA

INTENANCE

unduly due to a leaking valve. As valve caps also additional prevent dust and water from tyre inflation any

Air-ti

of

itsint andthen ins bubbles appear, f

air

sealsthey should be k

th

oth

er d

ghtn

ey should not be placed onthe road or on

usty

surface.

ess of a valve depends on correct functioning

erior. Testbyrotating

ertitin an egg-cup of

aulty

ept

fully

tight

ent

ering. . When removed for

wheel

unt

il valve isattop

water

(Fig. 10).

seating should be removed

replaced by a new one.

43

act

as

ened to

If

and

,

FIG

. l o .

-TE

STINGAIR-TIGHTNE

COLDPATCH M

solv

entthen filled with tread-filler from outside. After

roughening

pecial cold patching maten

ETHOD.

and

c

~eaningi~sid~

Puncture is first

al ISaffixed. Any

i r moved from between patch

l (

hr.

r 'I'

I

~()I

clcalliJl~

o

ut

Tyre

Sometimes when

ATCHMETHOD. After cleamng ,Pu

( II ;i. filled w

fi n l pr

an l

1.

I •

ith

tread

pa

ratory oper

1.1

1 anized inthe norm al

-filler from outside. ati

Valves

tit

ar is standing pres

SS OFVAL

VE

cl~an

of tyre around

trapped

and

tyre

with

a corrugated

. . h

ncture

Necess~

ons inside tyre are carried

way

.

surema

ed

w

ith

punctur

~,

air

WIt

ry

y drop

Installin

m m any type of rim . th

flush against rim. Place the flat

g theValve

There are two types of valves for

eta

l cl

amp

-in

et

al cl

typeand

amp

-in type (left, Fig.

It

the

rubb II)

should be fitted by inserting valve

belesstyres

er snap-in type.

is suitable for use with

-the

tu

rough valve hole in rim , making surethat the washer is

rubb

er washer W over

stem and against rim . Apply metal washer M (with raised

NUT

'M'METAl

':~SlHAE

;

RUBBER

WASHE R

~

~~~§~RIM

~

~~~r

FIG.lI.

(Left) : Metal Clamp-in. (Right) : Ru bber Snap-in

side up) and

nut

flush with edge of

On some rims that

the

snap-in valve (right, Fig.II) which is simpler in some

ways, although a special tool To fit this type of valve, solution. in rim from

hand, screw

Push

tyr

knurl

/ FLANGEO

RUBBER

~

WASNER

- V A LVES

. Ti

metal

valve

e side of rim .

FOR

T UBELE SSTVRE S

ght

en until

rubb

er washer is almost

washer.

hav

e a deeper wellitis possible to fit

must

beused for installation.

icate with

Hold

valve base

thread

lubr ed-end first

ed knob of lever tool into

wat

throu

gh valve hole

er or so

with

mouth

one

Th

ap

e

of

44

valve, lever valve gently

THE BOOK OF THE AUSTIN A3S

rest

rubber-covered

part

of tool against rim base

untilitjumps

into position.

and

CausesofTyre Wear

Uneven patches on tyres factors such as incorrect wear, slack

bush

es, wheels

Speed has a considerable effect on being twice as much at 50 as due to more deflections of deflection are fierce

and

recovery.

acceleration,heavy negotiating bends or corners. the

wheels to

that

an abnormal amount of

att

ain maximum braking. To do so means

to no considerable purpose. do nothing

but

increase wear

Tyres are also affected

For

instance, correct from binding are of considerable importance. Braking vary

between one wheel position arid foreign free that complete sets mended material

matter

and

correctly balanced. Therefore, it is recommended

brak

on shoes even whenbrake mechanism is

es should be relined

and

not bythe Austin Motor Co. may

have unsuitable characteristics, especially if

linings differ between one wheel position

way

such a larly condition

as to ups et balance.

tha

t of near-side 'wheel, are

that

adds to

may

be due to a combination of

tyre

pressures, front-wheel bearing

out

at

per

minuteand Oth

of track, or a b

tyre

30 m.p.h. This is largely

er causes of abno

wear,

a more

ent

rapid

rmal

spindle.

the

wear

braking and skidding when

rubber 'Drivin

by

brake

lining clearances

Itisnot

very

factors other

and

necessary to lock

will be g on

consider

anoth

torn

off

tread

thebrakes'

ably

.

than

braking.

and

freedom

er, duetooil or

drums reconditioned in

individually. Use material recom-

Ltd.,

for

any

other

and

another

Front

the

severity of front

tyres,and

very

sensitive to

particu-

braking

rat

rate

can

may

any

relation to rear.

, Pick brake may

ing-up'

grab

be caused

of shoe lining leading edges tends to cause

and

can reduce

by

brake

tyre

life. Local flats on

drum

eccentricity (Fig. IZ).

tread

Braking effect varies during revolution of each wheel as uneven excessive

partsofdrum

tyre

wear is

examined and if necessary replaced

Anoth tions,

er cause of wear can be traced to climatic condi-

and

especially to those appertaining overseas.

in this country,

pass alternatively over shoes.

appar

ent, you should have drums

by

your

rateoftread

wear during a

Austin dealer.

Even

dry

warm

GENERAL

MAINTENANCE

45

e

F IG . 12

.-LoCAL

summer

may Resistance of Consequently, or

with

higher temperatures overseas. because w

in

Cornering and negotiating road bends has a severe effect

tyr

on

ater

es. A car issteeredbyslightly mis-aligning its wheels

FL

ATS

DUE

TOBRAKE

DRUM

E CCE NTR

be twice as much as during an average winter.

tread

decreases

tyre

wear is greater during summer

Wearismuch

tends to

with

increase in temperature.

that

are normal in countries

less on

act

wet

as a lubricant to

roads

months

than

on

thetread.

lCITY

dry

in

s

If

CE

NTREOFTuRN

W IT H 1\,10S LIP

A NG LE

FIG.13.-ILLUST

RATINGSLIP

A NGLE S

THE

BOOK

relative to direction of tyres as to incr

ease rate of w

and

front

otherfactor

s (Fig. 13).

Whendrawingupto

should be exercised to

ctures'

fra thisdam a

nyth

absorbed by t

causing

age is caused wit

ingunu

sual

yr

e and roadsprings .

OF

THE AU

tra

vel.

Thi ones. Re ear

sultin

according t o speed, load,

kerb

prevent

dam

age

hout

has oc

curr

s applies equally to r

g tyre slip and dist

, or

parkin

what are known as '

to

casing cords. S

owner being

ed,

init

cover when first signs of damage are may suddenly fail c di

sastrou

and

s re

It

is ofthe grea

thi

sultsifyour

s detail should be regul Mis-alignment causes l al

readym

t

ha

enti

t of line oftravel.

Keep an eye on fr

tr

eads.Duetothe'

will w

ear

mor

dition such as '

omplet

ely

anda'blow-out'

aretravelling at speeds.

testimport

oned, n

atural

ont

ancethat

arl

at

eral wear ontread because, as

y checked (see page 57).

direction

tyr

es andpart icularly ontheir

camber ' of the fr

e on one side

feath

er-edges'(Fig. 14), oruneven p

thanthe

STIN

A35

ortio

road

camber

g against it,

impa

ometim

awareth

ial shock

It

is desirable to

noti

havi

ced, for

ng been

ren

laterit

can

wheels are aligned

of whee l differs from

ont

wheelsthetread

otherbut

any con-

atch

ear

car

ct es at

ew

have

es.

NER

GE

should be suspect.

n

e

by drawing

thentheoth

and thenth

Une

of

fact

ing

wear, slack swivel-pin bushes, wheels

ent

b

Whe

mak

e. A set of of miles and and

an inferior one is really trifling. An inferior

let

you

feel it was

th

e fingers acrossthetreadfirstin one direction

e wheel to e-in requires corre

ven

patch

ors such as inc

spindle.

n bu ying new tyres always buythose of a known

the

downata most inconveni

not

AL MAINTENANCE

'Feat

er.

If

es onthe

orr

tyr

es will

her-edges ' can be f

a di

stin

ctly sharp edge can be f

cting

tyr

es ma y be

ect tyrepres

norm

ally

due

sur

run

elt

on a tyre

(see page 58).

to a combination

e, fro

nt-wh

eel be

outoftra

many

thou

ck, or a

difference in cost between a good make

tyr

e may

ent

mom

ent

really so cheap

aft

er all.

andthen you

47

elt

ar-

sands

Equalizing Tyre Wear

To equalize tyre wear it is a good plan every 5

ont

to change fr

wheels to rear. on any individu al tyre by compe of we

ar

experienced in fr

spar

Also, bring

to

allow a new spare tyre t o remain idleuntil other tyres

e wheel are being worn out as it

Diagonal

int

erchanging between near fr

intothis

may

and between off frontand most ro

tation

satisfactory

for each wheel (Fig. 15).

alte

rnati

ont

Thispr

nsa

andrear

eventsundue

ting for different kinds

plan, foritis

deterior

atefrom

near rear position, on, for it reverses

,0

00 miles

wear

wheel positions.

bad

policy

lack of use.

ont

and off

prov

directi

ides

lear,

the

on of

F I G. 1 4

.-'

F E ATHE R

EDGE'

DUE

TO

WHEEL

M IS -AL

IGNME);T

FIG.15.-T

YRE RE-P O

SITI

ONI N G

4

8

Change

THE

BOOK

the

wheels as follows :

OF

THE

AUSTIN A35

Spare to off-side rear. Off-side rearto near-side front. Nea

r-side front to near-side

Near-side rearto off-side fro

rea nt.

r.

Off-side front to spare.

Wheel Balancing

Corr

ect

rotational-balance of all wheels, and

of fr

ont

longtyre life are to beob

ones, is essen

tia

l if smooth high-speed tai

ned.Itis particul

on all cars having independ

ent

front suspension.

part

icula

runningand

arl

y necessa

rly

ry

obviates vibration, steering wheel tremor, andensures

precise s

tee

Wh

ring.

eels and tyres sho

uldbesta

tically and dynamically balanced after every tyre change. When a new tyre is fit

ted-or ifitshould be sus

pect

ed that in normal use tyre andwheel balance have been affected- rotationalbalance should be checked. Y machinethat sary, corrected

Tyr

es are now mad e w

indicate li

enables balance to be checked and, if neces-

with

ghtest

part

Coloured spot should be a t the valve position for tubeless tyres

FIG. r 6

outside standardbalance

issue, This is done

cov r casing.

In repairpatchesthey are embossed Ru

bber '.

Th

ese patches, or sometimes discs, sho

no accountbe removed or b

Original balance subsequently may be affectedbyun

t

read

wear or by repairs. Also,

increasingly sensitive to

our

Austin dealer

out

removingthe wheels.

ith

coloured sp

ma

y have a

ots

on bead to

s (Fig. 16). 1£ sometyres are sli

.-T

Y RE BALANCI

limitsth

byattac

hingloaded

orderthatthese are

alan

unb

alance due to normal wear on

NG

ey are co

rrecte

patche

not

'Ba

mistaken for

lance Ad

ce will be upset .

the

car

may become'

ghtl

d before

s inside

justmen

uld

even

It

on

GENERAL

mov

ing

parts.

tro

ubles develop, wheel

and

adju

sted.

Should

MAINTENANCE

roughness, or high-speed steering

and

tyre

bal

ance should be checked

49

Jacking-up the Car

TheAustin

the

type

t~ese

p

?intsisund either n wheels on ei jack

under either axle.

withthis

A fe'Ywords

an

offside wheel in a road on which there is a con

str

eam of traffic. Shoulditbe

th

e roadinto

so

thatthe wheel to be changed is on

A35 is pro

of jack known as

ght

or l

eft

side to be raised. As the fr

thersidearerai

jac

king system is

ab?ut

erneath

Th

jackin

vid

ed with t wo

Smith's'Stead

each side of

sed

ther

e is no need to ins

e effort

relat

ively small.

requ

point

y-lift'.

vehi

ired to raise

g-up. .~fpossible, never change

impr

act ic

abl

a quiet lan e or lay-by, drive tothe other side

the

side

s for using

One of

cle, enabling

ont

andrear

ert

the

car

tinu

e to

turn

away

from

al

off

the passingtraffic.

Before jacking-up

betw

een

the

hub

Thenext

y

Re~ov

placmg It Thus

the

car and

when raised.

thin

e.

th

e

~pa

adjac

carisnotsta

mak

e sure

thatthere is sufficient room

the

curb

forthe wheel to be lifted off

g to do is to apply th e h

re

wheel fromthe luggage compartment ,

ent

to the wheelthat

nding

with

out

andbrak

e firmly.

is to be changed.

a wheel

any

longer

thanis necessary.

Before fitting,

test

the pressure of

the

spare wheel to

make surethatitis fully inflated.

No.w re lev edge. a

time

Openthe front door

pro~d

lug IS fully engaged in of

t

to the car

Removethe br ace from

. removethe wheel and fitthe

Enterthenut

!l1

0ve

th

~

hub

enn

g It off WIth a com or screwdriver applied at

The

road-wheel

nut

and then the car is r

di.scthat

and

ins

ed

underth

e vehicle (Fig. 17). Be certain

the

jack

has

a firm footing on

the

hea.d of

tool kit. T

the

j.ackthe wheel-nut

urnina clockwise dir ection to raise

coversthe wheel

s sho

uld

be loosened a

ead

y to be jacked up.

ertthejack lug

socket

and

the

ground. Now

into

alsothat

brace

offthe ground onthe side to whichitis a

thejack, unscrewthe wheel

spar

e wheel.

s, coned ends first, so thatthe

nuts

by

the

littleat

the

socket

that

the

base

att

ach

supplied in

the

ttac

hed.

nuts

wheel is

,

50 T

HE

BOOK

OF

THE

AUSTIN

A3S

CH

APTE

R IV

STEERING GEAR

FIG. I 7 .- S MITH'S ' S T E ADY-LI F T '

correc

tly

cent

ralized. Slightly tighten up each nut diagonally, a l evenly against the hub.

Lower

clockwise and so release arid detach the jack.

Finally,

and

Check

e

nd

indefinitely.

ittl

e at a

th

e car to t he groundby

tightenthe wheel

fitthe disc cover.

thenut

ofthe day, after whichthey should remain secure

tim

e, to ensure thatthe wheel seats

nut

s with

s ofthe wheel you have just fitt ed atthe

JA

turningth

the

CK

e brace anti-

wheel-br ace

HE STE ERING cam-and-lever

T

manceuvrability when neg steering box, which is mounted just forwa rd of provides a short st eering column of great rigidity. A crosstube runs beh anism ample protection. .

The lower e a cam m th

e double lever is endwith th

e cam groove.

th

As

in

th

e cam.

th

e double lever andthis, in linkage

Inthe steering linkage, which has independ wheel suspension, one of tubes-i

lever of the steering gear. swivel arm of th

e double lever is conn ected movement to an

idler shaft and bracket. This is bolted tothe memb er, symmetrically opposite in mounting to ing gearbox, again thi

s idler lever is another side-tube connected to

by

way of its swivel arm. steering gear to side-tubes to normal road inequalities, any deviati ons will be equal for each wheel.

Th

e working

Pro

viding

will be enjoyed before any

indthe engine and gives the steering mech-

ndofth

ount

ed onball races.

a conically shaped pegpressed i

e steering shaft is

Thi

andfront

s connec

theright-h

the

-e

nsures

thatthe level is correc

GEARofth

typ

e with a r

e steering inner column terminates in

bolt

ed has a s

s p

ted

th

e front whee

part

turn

artly

rotatesth

wheels.

thetu

directly tothe front arm ofthe double

and

left-h

and

with

a double lever.

Thi

tha

t as each wheel rises and falls, due

s of

the

adjustm

e Austin A35 is of

ati

o of

12:I,

giving easy

oti

ating sh

Th hort

ed,the peg followsthe groove

turn

It

s other

wheel. To

the

wheel

s m

ls-

steering gear operate in oil.

tlymaint

51

arp

corners. The

th

etoe-board,

e rocker sh

cam leveratits

e rocker shaft moving

, actuatesthe steering

bes- referred to as side-

end

cross-tube .

throughthe

ethod

through equally

ent

is required.

aft

nto

contact with

is joined to the

rear end of

It

Fromthe rear of

of connectingthe

ained, long service

the

to which

inner

ent

front

the

tran

smits

medium of

oth

er side

th

e steer-

the

wheel

mount

ed

52 T

The is of eliminate

The strongly should ask your Austin dealer to ca skilled a heavy steering

HE

BOOK

OF

THE

AUSTIN A3S

linkage connectingthe double lever andcross-tubes

the

ball-and-socket

any

steering

other

box

adv

ised thatif

tte

mpts can cause ti

and

typeand

attention

regular lubrication will

for a considerable time.

has adjustments for wear but it is

adju

stment becomes necessary you

ght

accelerated wear or 'back

adju

rry

stm

this

ent

-lash'

movement), contributing to ' steering wander '.

It

may bethat

m

ent

yourself, however,

fully followed you should be able to do it

you find it necessary to effect some

andifth

ese instructions are care-

sati

Before adjusting, it is desirable to ascertain e wear is pres symptom is either excessive before th e r wobble or ' w linkage wear and test should disclose

Hav

way

and then the from moving sideways. Note th

e steering linkage connection . Do not forget connections are held and

double levers. wear oval. will not correct as a

Assume Grasp the double lever pushed, so away from th re is an adjustment whereby it can be the side cover to

with a loc fully tu rn untilth is so constructed wheels are directed straight adjust will be unduly stiff

When

tighten

ent

and whereithas

oad

wheels move, or a tendency for wheel

and

er'

not

th

e someone slowly

oth

er whilst you prev

in tapered holes in the swivel-arms

Thi

If

s is a condition

tru

the

wear is found to be inthe steering box.

bri

ngingthe end in

the

cam.

movement

to develop. This may be due to

to wear inthe box.

e source ofthe

turnthe steering wheel first one

allowed to become loose,they

e seating isthen no longer possible.

and

If

movem

taken

at the

troub ent

any

signs of lost motion

that

subsequent

see if

thi

s can be pu lled

the

box

nearer to or further

ent

is found at this

place. The first

ste

The

le.

the

tak

wardsthe

knut

fitted to it. Loosen

theadju

e end-flat is

thatthere is least ' back -

sting

top

is a hexagon-headed screw

thi

s locknut

screw clockwise a littleata

take

n up . Rememberthat

lash'

ahead.Ther

efore, always

withthe wheels in this position otherwise

atthe c

th

e correct adjustment has been obtained securely

the

locknut

makingsurethe screw does

entra

l position.

out.Un-

resulting in

(undue

adju

st-

sfactorily.

xactly

what

ering wheel

following

road

wheels

that

these

may

tight

ening

and

point

en up. On

and

care-

tim

the

cam

when

the

steering

not

turn

STEER

any

more. Re-checkthe adjustment in case this

pened.

It

is permissible forthe st eering gear, wheels jacked up, to have very sli position

wheel shaft. This wheel firmly with

but

there

Another point

must be no

at

which th ere may be wear is

may

bothhandsandbyalt down and pulling up along end-float is felt, it will be necessary to remove gearbox end cover to

ING

GEAR

ght

undu

be gauged by

th

e len

ext

ractthe

' d

rag'

e resistance.

gra

sping

ernately pushing

gthofthe

adju

stm

with

at this

the

column.

the

ent

has

hapboth

centra

steering-

steering

shims.

53

l

If

At the lower end of the steering box is a hexagon gland

nut.

It

locks

the

position. Provided

thatthe end cover is marked so

a known edge is to the top, the stator

long stator

tub

e in its correct relative

tube

need

not

tha

t

be

further removed.

As

the

removal ofthe end p

escape, use a receptacle to prev

late

will allow the oil to

ent

messing

the

floor.

RemovalofShims

Unscrew

at

downwards slightly, disclosingthe between it

types-s-brass and steel. Remove one

th

e removal of each,' bolt up

they

at

a time

the

four bolts of th e end p

late

adjustm

ent

andthe steering box. These shims are of two

at

plate

a time

and

are not removed

may

und

uly ti

the

end

thu

s the elimination of several shims

ghtentheball rac es causingthem

and move

shims fi

and

re-test.

tte

after

it

d

If

to wear rapidly as well as making the steering stiff. Should you suspect

thatthe

bearing ad

justment

appears to be too

tight, a quick check ma y be made by loosening slightly-

say half a

If

the steering now appears to be free it indicatesthat many numb

e

A stiff steering gear is sometimes

itself having been strained and

turn

each-th

e four end-cover securing bolts.

shims have been removed.

er must be refitted to

obt

too

Ther

efore, a suitable

ainthe correct adjustment.

trac

eable to th e column

out

of position.

Try

the effect of loosening the column -support bracket allowing the column to move into its normal th

e column in mounting can

be bolt ed into position without placing any undue

thi

s position is now free,the steering box

and

bracket should be set sothat

unrestrict

ed position.

the column

If

constraint on it.

54

Th

e correct

THE

BOOK

ste

ering adju

OF

TH

E AUS

stm

ent is when a very sli

TIN

A3S

ght , dr ag ' is felt asthe steering 'Yheel isturned from lock to lock withthe front wheels raised.

Do notforget thatremoving the end-plate will have

allowed allthe oil in th e

box

to escape.

Th

erefore, refill

the box to level of orifice.

Overhauling Steering Gear

Possiblythe owner steering gear when adj The same

adv

ice work unless you feel you At the outset it should be necessary for the removal ofthe steering wheel double lever. B hazardatte

mpts to remove them without

will either be abortive or will cause d

If

you have decided to dothe work yourself, first out emblem cap set in hub of steering wheel by ge prisingitwith wheel securing c

nut

and

astellatednut shaft. A special offits tapered m

Unscrew

box.Dr

Before

f

our

Ex

tractthe key onthe steering-wheel

the

inner column out of the stee ring-column tube. The major deta

il (Fig. 18). . .

In a press fit in splines

In

boltsat

aw rocker s

the

bolt

steering inner column can be dism

s holdingthe end cover mustbe un screwed.

part

s ofthe steering gear may now be inspe

spect the rock er shaft for wear onthe ball peg.

the

and

if anyare

spectthe face againstwhl.ch the for it mayhave been scored If at some gear

has

sufficient

been

lubricant.

deepthe face can be restored by carefully grinding.

may

find it necessary to ov

ustmentno longer becomes

app

lies here also

hav

point

-do

e sufficient

ed outthat

not

erhaul.

effechv~.

attempt

mech~nic

al

skill.

special tools are

and

othparts are secured ontapers

and

proper tools

ama

ge.

a screwdriver. Nextunscrew

withdr

aw washer. Remove

holding double lever to

extractor

ounti

will have to be used todraw

ng. . .

edges of side cover

haft

out of

itsbushes insteering box.

and

s

cotterpm

lift

It offthe

teer

rock

antledthe

tap

er and draw

cted

lever an d ISreplaceable. Look for twisted

T~l

found

the

shaft.

must

be renewed.

adJus~

mg

screw

adjusted

Pr

t<:>o

. tightly or

oviding thatth

tim

e the

operat

e scon ng IS not too

e~

ab~ts

st~en

WIthout

it

the

thi

the

hap

tak

l?-t

ly

m~

thi

S

ng

~

at

on an oil sto ne. Atthe same time exammethe adJl;lstmg screw for similar signs of wear and if necess

ary

treatinthe

s

-

e

~r

s

in

IS

ST

EERING

same way.Inspect the rocker shaft for wear at th e po where it is mounted in its cam for wear inthe grooves andattheb';l its

bearings. Wear at either ofthese

GEAR

bea

ring bush. Also, inspect

.ll

tra~k

pomtsWIll necess

55

int

the

s

th

at

~

orm

itate

renewing the unit. .

Th

e corresponding ball cups should be wear and if they are p cup

s are replaceable.

Th

oroughly wash allparts

ittedth

ey shou ld be renewed. Both

ready for reassembly.

exam

ined for

Reassembling

In

spect

the

s

cork gland atthe

haf

t and replace if necessary. It IS securedinposition

o u~side

endo~th

e

~r?ss

by a steel washer to be retained in place by lightly peening over the metal at three points around its circumference.

Pl

acethe steering outer column in the vice so end of th e box is pointed end to the bo

ttom

upward

s with the steering-wheel

.

that

the

Assemblethe ball cages and cups (if removed) and install

th e inner column. Refitthe end cover

and

shims, ti

ghten-

ingthe four bolts securely. .

Temporarily reassemble

end floator, alte

alsopage 53).

rna

tively, for too ti

Th

e c

no end floatbutjust

the

stee~mg

orr

ect adjustment is when there is

wheel.

ght

and

an adjustment (see

test for

a slight ' drag '. Remove or add shims between the ste ering box and end cover until this s

ett

ing is achieved. "

The upper bush- ju t replaceable aft

er very consid

Th

but

is scarcely likely to require renewal except

erab

e upper shaft bush is of a felt material. A new should be firstsoaked in engine oil one corner between the inner column and outer Th

en g

radually work the remainder screwdriver or similar tool. ite tothe p

steering

artofthe

sha

ft. Apply a few

le use.

felt

b~neath

that

the

~

teenng

and

ins

ert

ed bypushm

int

It

is advisable to ap ply graph-

drop

o position with a

makes

~onta

ct

s of oil here every

wheel-s-is

~

elt

tub

withthe

50

miles.

Next, oil th e rocker sha ft

and

ball peg and .insert

into

position in the box, the peg to enter th e groove m the cam.

Und

o the loc

the'adju

knutofth

e side cover plate and screw bac k

sting screw several

turns

..

g

e.

0

T

HE

BOOK

FI

G. I S

I Steering-wheel Securing Nut. 2 Felt

Shaf

t. S Housing for Gear. 6 Side Cover. 7

screw Locknut and10Screw. I I Cover Set-screw, 1 2 Side-cover Joint and 13

cover J only).

I 9 Set-screw 2 2 Retaining Disc.

Oil

.-COMPONENTSOFCAMTYP

oint

Washers.I4R

I 6 Bearing Ball Cups and Balls. I 7 Shims for Adjustm

and

Washer

23

Steering Side

the

surfaces of

wherethey touch one an

Fit

a washer between the

OF T

HE

AUSTIN

Bush

uhber

Ring forISTop Bearing Retaining Cup (for assemhly

.20Cam

and

Inn er Column . 2I Cork Sealing Washer.

and

Cross-tube Lever.24Lock or Plain Washer-,

25 Nut

and

the

adjusting screw

oth

er.

box

E S T

for Inner Column. 3 Peg,

Washer

and 8 Oil-Filler Plug. 9

Split

and side cover

A3S

EERIN

ent

and

G UNIT

. I 8End Cover.

and

cross sh

and

it up securely,

that

Refit the double lever noting

are

mark

ed to ensure reassembly on Tighten up new

cotte

the

r pin.

castellated

nut

bothitand

the

and

lockitsecurely

the

correct splines.

with

4 Rocker

Thru

En

aft

bolt

shaft

Adjust

so

th

thatat

the steering

Refit

th

STEER

e rocker

thecentral

at

this

e steering gear in

ING

GEAR

shaft

by means of

the

positionthere is no end fl

point

stiff.

the

reverse manner from

adju

sting

oat

screw

nor

that

57

is

when removing.

One or two points require care, however. Do

up

the

thr

ee bolts holding the steering box tothe side

member until the strap at the in

strum

ent

nottighten

panel has been

assembled.

When

reconnecting the steering linkage, t ake carethat

the

tap

drop

arm

are clean andthatthe

If

th

e steering-box bolts are first ti

thatthe steering column will

If

ers onthe connection and in

secured in

thi

s m

ann

er it will be stiff

not

the

out

ght

er end of

ened it

ght

may

nut

is pinned when ti

line up with the bracket.

and

undu

e bearing

the

.

be

wear may ensue (see also page 53).

e-attachthelighting

R

switch to the steering column.

Adjusting Front Wheel Toe-in

For

technical reasons, into which it is not necess

enter,

th

e front wheels must either be exactly parallel or

ary

to

point towards each other slightly at the front. An equivalent measurement , taken at wheels, is

16

in. to i in. less than at

They must not toe-in more than

will result

andthe steering itself will nor as responsive as th

ere is consid

era

ble toe-in or toe-out,itmay be thatone wheel has been bu ckled slightly or possibly the tyre is ru

st-

d-

a

nning true. Before proceeding further in such cases, it is as well to spin each wheel to establish if any of the above conditions are with

th

e wheels in

To

adju end of th e cross right-h

and

th

ese

nuts in

th

e required direction. This will havethe effect of moving b according to

When

the

both

locknuts.

E

pr

esent. Always test for front-wheel toe-in

the

st the wheel toe-in loosen

tub

and the

other

looseitis only necessary to

oth

wheels nearer tog

th

e direction in which

correct se

tti

hub

hei

ghtatth

th

e rear (Fig. 19).

i in., otherwise

not

it

should be.

' straight-ahead ' position.

e rememberingthat

a left-hand

ng has been

If

it

the

turnthe cross

eth

er, or

the

obtain

does appear

locknut at each

thr

ed securely ti

e front of

be as ac

tyre

the

-wear

cura

tha

not

one end has a ead. With all

tub

furtherapart

tub

e is

turn

ght

te

t

e

,

ed.

en

58 T

It

out

HE

is a m

att

er of some difficu

special apparatus devise a suitable Cut

this

to such a lengthth

BOOK OF

mak

TH

E AU

STI

N A3S

lty

to mea

sur

but

you

may

finditpracticable to

e-shift gauge from a wooden strip.

at it will exactly enter

e toe-in with-

bet

ween

CHAPTER V

SUSPENSION

FIG. 19.-T

th

e tyre walls atthe front ofthe wheels. Provide yourself

wi

th

two rests sothat on one strip is a snug fit between when similarly installed th

ere should not be more

o E-INBETWEEN

at

each enditis at

Less

when

hub atthe

WHEELRIM

th

an

the

heig

th

e wheelsatth

S. A is l .' t o t in.

B

wooden strip is resting

ht.

Assumingthe wood

rearofth

e front wheels

an k in. play.

e front

then

T IS ONLY NATU RALthat

performance of

I

ance

th

e question ofthe springing, or suspension, generally

th

eir respecti ve cars. Nextto perform-

owners should discussthe

is either praised or blamed. Th e suspension of a car is not merely oth

er factorsthat contribute to comf similar cars one experience a some an

owner who carries three passengers or an eq

the

method of springing used. There are many

whether taken singly or collectively

ort

able riding. For instance, on two

driv

er who may

what

differ

habit

ent

ually drive alone will

' ride'as compared with

uivalent

load. Therefore,the designer has to bear in mindthese

two extremes in producing a suspension system

und

be satisfactory

The Aus

tin

er widely

A35 is fitted with semi-elliptic

reverse camber leaf springs at

varyi

ng conditions.

th

e rear. Atthe front

is independent suspension employing large coil springs

und

that

erslung

will

ther

and

wish-bones.

R

~ad

Springs

Two factors sion are neglected springs- these t and

tyre pressure. Too Iow a pres

whilst too high a pressure tends to

and

that

Rear

Axle

hav

e a considerable bearing on suspen-

end

to become stiff-

sur

e contributes to roll,

pr

oduce pitching and

hard suspension generally.

Provided

thatth thetyrepressur sion should be found satisfacto Each rear spring has eight leaves and between four leaves

thr

squeaking andundue wear by virtue oftheir n

ua

rusting q

lities.

The spring eyes requiring no lubrication. At fitted, one end of which is th

e other in a bracketattac

e spri ngs are lubricated regularly

and

es checked (seepage 38)the rear suspen-

ry

for all normal conditions.

thetop

ee zinc st rips are inserted. Theseprev

atur

al non-

at

each end have silent-bloc bushes

th

e rear a spring shackle is

carr

ied inthe silent-bloc bush,

hedtoth

.59

e chassis frame. This

ent

e

THE

60

bracket loc weekly

by luggage co

lubricati

removingthe rubber plug si

BOOK

atingth

e s

on with the grease-gun. Access is

mpa

rtment floor.

F

IG.2o.-REMOVINGBUSH

OF

THE

AUSTIN

hack

le to the chassis frame needs

tuatedat

FROM

A3S

each side ofthe

SPRING

-EY

E

obt

ain

ed

SUSPE

wheel move upw th anthe sisted.

othe

Thi

ard

s or down

r, however,

s takes place because instead ofthe bar moving up or down as a whole one end only moves resistance isthen developed.

-t he anti-roll bar pr ev and

tends to give

entsundu

steady shock-absorber operation and lat

er in

thi

s section.

NSION 6I

ward

then

and

s to a greater degree

thi

s movem

ent

and

From

this you will see

e side movem

entofth

smooth suspension.

maint

enance is described

will be re-

considerable

that

e bo

Th

Front Suspension

Ea

ch front wheel is sion usually called t lower arms

tak

e this

he'

sha

mount

ed on a type of fr

wish-bo

pe.

ne'

Thi

ont

suspen-

beca

usethe

upperand

s system permitsthe fr

ont wheels to move up and down according tothe inequalities of

the

road

surfa

eering geom

bon

e member

lar

ge helical compression spring in such amanner as to

etr

y shall exist. Betweenthe lower wish-

and

st

ce,atth

e same

the

chassis frame is fitted vertically a

tim

e assuringthat

correct

dy

e

Do not be tempted to bushes ing qualities.

underth

e i

In

mpre

actual f

app

ly any oil to

the

sil

ent

-bloc

ssion thatit will improvetheir wear-

act,it

will havethe reverse effect.

Rear Shock Absorbers and Anti-roll Bar

An ingenious, yet simple, dev ice is ? to minimize body sway or roll such as IS caused by co or abnormal r of a steel and

in fr end and b sides whilst a

oad

con

dit

ions. In effect,

barmount

ont

of the rear axle. An arm is extendedateach

olt

ed tothe h

ed acrossthe chassis frame

ydr

rubb

er-bushed link connects the endof each

aulic shock absorberatboth

tte

d to

this

the

rear a:cle

rne

device consi

parall

el to

ring

arm to the rear axle itself. (This device is illustrated in Fi

g.

20

up

.) Suppose

ward

s. Sincethe absorber levers, normal far as r

ebound

the

car

hit

s a b

anti

umpthat

-roll bar is connected to hyd

raulic

contr

and

compression are concerned. Should one

moves the axle

ol is obtained so

the

shock-

sts

3

FIG.

I SwivelAxle-pinTop Bush. 2 Swivel Axle-pin

2I.-FRO

NT

SUSPEN

Lower-link Bushes

SION

L U BRI C

ATIO

Bott

om Bush. 3 Suspension

N P OINTS

62

cause

pad from causing

shock absorber. Although somewhat from

is

the parts service. - I t will be found

The

the

The

THE

BOOK

the

wheel to absorb

fitted

within

the

top

suspension to ' go

wish-bone

that same. upper

front

are

and

axle

lower wish-bone

beam. Provided

lubricated periodically

OF

THE

AUSTIN

road

shocks. A conical

this spring prevents abnormal loading

solid'.

memb

er incorporates a hydraulic

its

extern

fitted on

the

al appearance differs

rear

axle,

arm

that

takesthe

the

they

should give good

thatatsome points there are rubber bushes. These require no lubrication bearings fitted ally where are

two lubricators, one ben e

other

above lower wish-bone

Swivel axle friction caused when wheels steering wheel is

axle bearings

reference

Checking for

Shoulditbe suspected

suspensionthe following the

trouble. First, wedge

will

not

front wheels, oneata

Grasp

the

otheratthe

if

movement king-pin bushes oratthe ings

have

thebrake

By grasping position wear in

the

where a friend to look

In course of time, a little wear bushed ends of bushed ends.

with

lubricators

th

ey meet axle swivel housings (Fig. 21). There

has

an ' oilite ' washer

rotat

ed. This

are

has

lubricated

already been made.

must

ath

upp

arm

.

turn

thrust

through

be lubricated, especi-

er wish-bone

mount

from side to side as

washer

two nipples to which

VVear

that

there

is wear within

move. Release the

front wheel 'with

bottom

can be felt, this

method

the

tim

. Now

hub

will assist in diagnosing

rear

wheelsS0thatthe car

handbrakeand

e.

both

hands, oneatthe

try

to rock the wheel, and

may

be due to wearatthe

bearings.

If

worn, movement betweenthe brake

plate

can be seen or felt.

the

and

moving each to

steering linkage can be

the

wish-bone arms as well as in

But

thereislittle

wheels

with

the

hands in a horizontal

and

fro,

any

traced

out

for movement is most helpful.

may

. This is a

develop in

the

owner himself can do

A3S

rubber

the

operation

place of

various working

but

the

other

arm,the

ed to absorb

and

swivel

thefront

.jack-up

the

top,

the

hub

bear-

drum

and

lost motion or

matter

the

rubber-

the

metal

SUSPENSION 63

about this for dismantling

matt

easy

er.

th

e front susp ension is

not

an

Front Shock Absorbers

The

important

any rear suspension.

tained

a small orifice so causing a resistance.

resistance is less when when it rebounds or automat within

t~a.t

glvmg a n within

shock absorbers, sometimes overlooked, play an

part

tendency to '

pitch'

on wavy

Armstrong shock absorbers are fitted to

in damping-out

Th

eir shock-absorbing prop

by using a piston to force a

th

return

road

shocks

road

and

surfaces.

th

quantity

of fluid through

The

value of

e axle is moving upwards

s. This feature is

ically by a system of spring-loaded valves contained

the

bodyofth

The front shock absorbers are

theupper

eat

the

and

suspension linkage.

e shock absorber.

mount

ed in such a position

wish-bone arms connect directly tothem,

simple m

ethod

of incorpor

checking

e fr

ont

ert

and

y is ob-

thi

than

obt

ained

atingthem

s

Rear Shock Absorbers

Each

rear shock absorber is mount ed onthe chassis side

member directly above

~he

shock absorber is coupled tothe axle by a link mcorporates th

e necessity for l

rubber

ubr

th

e axle. The op

erat

ing

arm

that

bushes at each endthereby obviating

ication. No lubricationateither

end

of

of the link is required andthe addition of oil will only cause det erior

thatthey are keptfree from grease or oil.

,finds its way into them, clean off

The

rubb

not

be renewed.

ati

on. Indeed, care should be

er bushes are p

If

th

tak

en to see

If

oil or grease

with

artofthe

warm wateratonce.

operating

arm

and

can-

ey become worn, new arms should

be fitted.

Maintenance and Testing

The design of function for long periods. All the

fluid level

Two

important

-

(a)

Grit .or dust,the workmg

the

shock absorbers is such

that

and

top

up if required every

points to remember

natural

parts,must

not

is necessary is to check

thatthey will

6,000

are

:

miles.

enemies of highly loaded

be allowed to

enter

the

64

THE

BOOK

OF

THE

shock absorbers. Before unscrewing it is essential to clean around it so removed no

(b)

Th

e shock absorbers op

the

recommended fluid should be used. An unsuitable oil correct grade will alter

dirt

can

damagethe

will fall intothe orifice.

erat

e h

working p thecharact

AUSTIN A35

the

thatwhenitis

ydr

aulically

artsand

eristics of

filler plug

and

only

an in-

its

resistance.

After cleaning around for toppingupif required. be seen

by

using a small mirror

th

e filler plug, unscrew it

The

fluid levelatth

and

pocket torch.

e rear

ready

can For

adding fluid a force-feed oil-can is most convenient. Do

not

mix

engine oil

and

shock absorber fluid inthe same

can.

The

to

the

allow for

design of bottomofthe

natural

the

lid or cover is such

orifice suffici

expansion of

the

that

ent

air space is left to

fluid

that

when filled

occurs as the

shock absorber warms up in use.

th

Periodically inspect enters th

gland,

the

body

ere is a consist

and

possiblythe bearing, has worn and

and

ent

e lever shaftatthe

note

any

leak at this

absorber should be overhauled. that

you can carry

out

yourself, so

signs of fluid leakage.

pointitindicates

Th

is is

point where it

not

your

Austin dealer

thatthe

the

shock

an operation

should be consulted.

may

feel

that

the

At some time you

what it was

and

youmay

proba

bly suspectthe shock absorbers as being responsible. This is a be determined as follow

Remove

the

anti and carefully disconnect Grasping th

e extremes of

shock absorber

test, bearing in th

e fluid to be circulated withinthe

th

e link you

its

may

mindthat

to build up its normal resistance. meanthat an

ent

differ derangement of

It

is

not

unsuit

oils have been mi

the

practi

cable to give precise resistance figures

s:

-roll bar from may

trav

el.

the

shock-absorber lever

the

link from

then

raise

and

If

no real resistance is feltthe

require refilling. Do this

it will take several

int

Heavy

able oil has been

used-pos

xed-orthere

int

ernal mechanism.

suspension is

matterthat

the

lower it between

strok

ernal passages and

resistance

may

rear

axl

and

again

es for

may

sibly two

be some

not

can

that

SUSPENSION

In

could be used as a guide.

sh~ck

absorberthe lever should move steadily with equal resistance for The

eff

that

required to pull It down. when testing the

lever through one complete stroke

assumed

If

you still suspect

they

were, check

lubrication

Finally, examine a leaf breaks rubb

er rebound pads causing rough suspension.

If

ort

.required

that

and

the

whole extent of its

toyu

sh up

and

if it takes you several seconds to move

all is well.

that

the

road

the

tyr

es for correct pressure.

the

and

springs

the

axlemaythen

general, when testing

travel

the

lever is slightly less

If

you gain

the

riding qualities are

springs

and

shackles for correct

them

selves as sometimes

bear

in one direction.

this

impression

thenitmay

on one of

not

the

than

be

what

the

e.

CHAPTER

VI

BRAKING SYSTEM

FFICIENT

enable

E

law requires cer

ta

in standa

such mechanical order as to per

safety owne ava

und

r's

natural

ilable whenever th ey may be needed, he must also

remember

d monstration of

It

is

not

BRAK

th

e car to be

thatany braking sys

rds.

ES are not only a necessity to

contr

olled onthe

tem

shall conform to

It

also requiresthatbrakes are

mitthe car to be used with

er all conditions.

Th

erefore,

apar

desire to have efficient brakes readily

F

IG.

22.

that

always

-BRAKIN

at

any

timeth

th

eir complete efficiency.

appr

eciated

G

SYSTE

M

e police

that

much ofthe pleasure

roadbut

t from

may

the

kept

the

require a

in driving a car is dependent to a considerable degree on th driver's confidence in his brakes. Two symptoms thatcause

the

driver

acute

anx

iety

particular

are

harsh braking and inefficient braking, i.e. when efficiency is so reduced bra

times

that

kes.

Hars

h braking can

uncontr

undue force has to be used to

not

only cause

ollably in wet

66

the

car to skid-some-

weath

er-butitalso imposes

applythe

BRAKING

thr

ough

severe strain responsible for braking gives not

be able to stop in

draw

up suddenly.

. No m

III

the

first place-andthe Austin system certainly is well

designed

th

att

er how well designedthe braking system may be

-it

is materially affected by the periodic a

outthe

undu

e tyre wear. Onthe other hand, poor

e driver an

it receives. Neglect is soon shown by stiffness in

ing

par

in

ts with result

Top :

Whenbrake

causes push

t he b

rakes.

ant

FIG.23.

-BR

peda

rodtomove

B~ttom:

stirrupasshownbythe

Therefore,itis the driver's responsibility to seethat brakes are correctly adjus condition at all

tim

es.

SYSTEM

tran

smission.

unpl

eas

tim

e should some vehicle in fr

ant

It

feelingthat

loss of efficiency.

AKINGSYSTEM

l is depressed

stirrupforward

Hand

brake

ted

and are in

hydr

ope

ratesdirect

arrow

thorou

aulicpressure

to

is directly

he may

ont

tte

ntion

th

e work-

operate

ly on

his

gh working

Front and Rear Brakes

Th

e braking system ofthe Austin A35 is designed to operate for .long periods w ment, provided The various po

thatperiodic

int

s requiring a

lubrication chart (see page

ithoutthe necessity for adj ust-

lubr

ication is carried out.

tte

ntion are shown onthe

206).

68

the have two leading shoes. This

extremely powerful braking effort to be ob

TH

The

E BOOK OF

brake

pedal operates shoes on all wheels

THE

AUS

hydraulic system. Onthe front wheels

type

of braking enables an

TIN

A3S

throu

thebrakes

ta

ined

gh

with

minimum of mechanical effort. Brakes on the rear wheels

tr

ailing

and

have one arr

angem

ent

not conditions mitting undu

The m

but

the

e effort.

ethod

car

on a master cylinder (Fig. nected to hydr with an expander

wheel two brake cylinders actuate

At

th

e rear a hydraulic cylinder and a push rod a

two shoes through mec

Th

e pipe line connecting master cylinder to cylinders on front wheels is a This allowsfor rise and fall point due to movements of road wheels rel

Th

e foot-br ake pedal, is connected a rod so rearwards.

to

that

In

master cylinder

one leading shoe in each drum. This

only permits satisfactory braking in all

also hasthe additional advantage of per-

to be held on severe gradients without

of applyingthe front and rear brakes relies

aulic'

slave ' cylinders on each frontwheel

unitonthe

24), pedal-opera

rear wheels. On each front

th

e leading brake shoes.

ted

and con-

ctua

han

ical linkage (Fig. 23).

tt

ached tothe framebya flexible pipe.

thatnaturally

mount

ed on chassis side member,

master cylinder through

whenthe pedal is depressed

turn

, this pushes down

thus

forcing fluid

tak

ativ

the

underpr

es place at

e to chassis.

medium of

the

rod

moves

plunger in

essure to the

thi

brake cylinders (Fig. 25).

Th

e h

andbrak

it

tween

and to move and so to apply rear brakes in a similar to foot op

A reservoir, or supplyt located to right of gear lever on fluid it contains is p th

rough a suitable connecting pipe and union.

Itisimportant of

hydraulic

plenished.

The

use of an unsuitable fluid such as a mineral oil, could

cause rapid deterior

e lever operates rear shoesbylinkage be-

rear-cylinder push rod. This causes

erat

ion ofthebrakes (Fig. 25).

thatnoother

fluid

ank

, is fitted underthe cover plat e

ermitt

ed to enterthe master cylinder

shouldbeused

ati

on of oil seals,

fluid

the

floor (Fig. 26). The

than

when

the

thu

s preventingthe

correct

system

stirrup

mann

grade

is

system from working correctly.

As alr

ead

hydraulic cylinder to each

y described, on

the

front wheels there is an

br

ake drum. One end of each

a

te

er

re-

M

....

;!j---t\-

BRAKING

..ll....'LI

SYSTEM

69

s

;!l- - - - -

70

shoe rests on an end is

THE

BOOK OF

I Ex pander Spring. 2 Rubb er Cup . 3 Cylinder Body. 4 Push Rod.

'5 Rubber Boot . 6 Piston. 7 Cup

I Cover Plate. 2 Filler Cup. 3 Cover-p

F IG.25.-

FIG.26.-BR

abutm

att

ached tothe pi

THEAUSTIN

REARCY

Ex

AKE

FLUID

entthat

stonand

LI N D

ER

pander. 8 Bleeder Screw

RES

ERVOIR

lat

e Securing Screw.

forms a stop.

expands whenthe

A3S

Theoth

brak

BRAK

pedal is depressed. thatthe moving ends face movement.Thu because of

Th

e rearbrak

s, a powerful braking effect is obtained

the'leading-shoe'effect.

es are oper Fig. 25, located at floor-bo th

ards.Whenbrak

e master cylinder

and push rod 4.

moveswith through outward

it.

Attach mechanical linkage, causes untilthe

brake

Because only one shoe in each somewh tion

at

less powerful effect is obtained.

al, however, for th e design is

greater proportion of braking on

The

otherend

on

th

e abutment within pand natur and

thisabutm

the shoes to

ally in course of

as it

accessible for

Every

Thi

I,OOO

s should be ! in. below filler opening. To gain access

of each pair of rear

that

protru

des

adju

miles check level in b

to reservoir pull back c reveal a metal cover pl

ING SYSTEM 7I

Ea

ch shoe is s

the

atedbyth

therear

off side and se

e pedal is

cau

ses cup 2 to

Thi

s push rod abuts a sti

eparat

ely

dir

ection of

e cylinder shown in

curedunderthe

depr

essed, fluid from

thrustout

wards pi

rrupand

operated

brak

ed toitis a pull rod

the

lever to be

shoes are bearing against

rear

drum

is ' l

Thi

intend

the

act

s as a stop. An ingenious means

ent

enables an adjustment screw to ex-

take

up any lining wear thatmay

tim

e. This screw has a slotted

thr

ough th e brake plate it is easily

stm

ent

when required.

arp

et from under foot pedals to

at

e inthe floor. This plate can be

ed to produce a

front wheels.

brak

e shoes is m

rake

fluid reservoir.

e-drum

ston

and

thru

the

drum. eading' s is

int

ount

occur

thi

end

so

6

s

s,

st

, a

en-

ed

removed after releasing the two fixing screws rendering the

reservoir cap accessible (Fig. 26).

The brake linkage itself is

se

tt

ing will

regularly lubric

not

be necessary provided

at

ed and inspected to ensure

adju

stedatth

e works.. Re-

thatthe linkage is

that

the

nut

s

do not become loose (Fig. 24).

Apart from periodically topping-up

adju

sting

brak

sity

for

It

cannot be too

e shoes as required,there shouldbe no neces-

the

system to be di

stron

sturb

gly stressed

ma

ster cylinder

ed in

any

that

braking efficiency

and

way.

can be completely upset unless adjustments are correctly made. Consequ your

er

e

ability to makethem as necessary, you will be well

ad

vised to ask your Austin dealer to

To maintain your

entl

y, if you

have

any

carryoutthe work.

brakin

g system in efficient condition by

doubt

about

.-

72 using brake-shoe

see

pa

THE

ge 74.

BOOK OF

adju

stm

THE

ent

provided for

AUSTI N A3S

brake

Bleeding the Braking System

When the master-cylinder piston is moved rearwards it compresses to move a is only import

underpr

ant otherwise prevent

a fullbraking effect being of air in longer fe

els'

fluid in

nd

so applyingbrake shoes. Althoughthe fluid

to keep

air

may

the

syst em is evidenced when

solid'

the

essure when

the

system completely filled with fluid,

ent

er. Asitis compressibleitwill

but

has a ' spon

system, causing each slavepiston

brak

e pedal is depressed,itis

obtain

ed.

Th

the

gy'

feeling. Provided

e presence

bra

ke pedal no

the

A B

plates,

BRAKING

SYSTEM

Before proceeding further, unscrewbrake cover and if necessary Loosen bleed nipple- ab

out

fluid to

thr

maint

ee-quarters of a

add

sufiicient.

th

at is now needed is to operatethe foot-brake, using

All

tea

regular s

dy strokes between the limits ofits

73

supply

tank

ain correct level.

turn

will be

tra

vel,but

FIG.

27.

-BR

AKEBLEEDNIPPL

ber Cover.

B:

ank

Bleed

has been inspected and

thatthe

A:

Rub

master brake-supply t

topped up as necessary, air should never enter

if

However,

it is felt

brake pedal feelin

Obtain a jar, a leng

the

system requiresbleeding, due to the

g'

spongy ', proceed as described below.

th

of rubber pipe, anda spanner of

Nipp

E

le

the

system.

a size to fit the bleed-nipple hexagon at B, Fig. 27. Then,

rtl

y fill

the

pa rub

ber cover (A) acting as a dust cap is fitt ed over bleed nipple. Pull off andretain end of the tube

in jar, passingitwell below fluid level.

jar with clean hydraulic brake fluid. A

thi

s cap and enter one

tu

be on the nipple. Placethe o

the

r end of

FIG.28.-FRONTBRAKEAS

I

Bra

ke Linin gs and 2 Shoe. 3 Wh eel Cylinder. 4 Slo

Brake

-hose. 6 Cylinder Bridge Pipe. 7 and 8 Large and Small Fi

plate.10Clicker Wheel.IIDus t Cover . 1 2Pull-off Springs '

SEMB

LY

tte

d Adjusting Screw. 5 Flexible

xin

g Bolts 9 Ba ck-

a second person to watch the jar and pipe for you is desir-

able. Pro discharged from fluid. bubbl level of thebrake supplytank fall here. Top

Pr

eturn

r e

ned

minimizing any possibility of air entering

When no more air

rubber

tu

be and fittheprotecting

bab

ly, he will see

th

The

pedal should be operated until no furth er air

es are observed.

up

e rubber pipe underthe level of

It

if necessary.

eferably use complete strokes

tha

t at first bubbles are

is most importantnot to let

unduly

or air may enter

and

allow the pedal to

fully yet slowly. The bleed valve should be tig

afterth

F

e air has been expelled on a down stroke thus

th

e system.

bubbl

tubetightenth

es are seen to be issuing from

e bleed nipple, detach the rub ber

rubb

er

capJ!." '~<

.

.N~

the the

ht-

the

THE

74

BOOK OF

The same procedure should be carried

whee~s

was fluid

system. particles of.grit reach working

ill

It

is that

anditmay

th

e system It WIll have been expelled. .

not

usually good

you

In

~hen

have

poured

the

first place , it is liable to contain

that

can cause wear or failure should

partsofthe

are liable to persist for some time

,!,s

ed in

is. dition you

thesyst

have

em it

been

THE

AUSTIN A3S

.

be' safely assumed

pra

ctice to use again

into

the

system . . Secondly,

and

~

ill

t

end

tr

ying

to createthe very con-

to correct.

outonthe

thatifany

jar

when bleeding

if any of

the

air

thi

.other

air

brake

the

dust

or

they

bubbles

s fluid

Brake-shoe Adjustment

The

necessity for is undue foot-brake pedal movement. will never allow of

th

e toe-board. Shouldthere be no undue pedal move-

n:ent

and

011

or grease on

necessary for

yet

the

braking

brake

adjustm

pedal to

brak

e shoes. drum

ent

is indicated when there

The

trav

el to within less

appear

s poor, it may be due to

In

such a case it will be

s to be removed

careful owner

than

2 in.

and

for

the

shoes to be cleaned.

If

t~e

sho

e~

be satisfactorily cleaned

are soaked

shoes. Detailed instructions for quent

page').

wit~

and

o.ilor grease

It ISb

etter

thi

s are given on subse-

they

can rarely

to fit replacement

Front Brake Adjustment

To m

aint

ain maximum efficie

adju

sting approximately every I ,OOO miles. To do this

proceed as follows. Apply h

ont

road

wheel

fr forward direction

untilitis free to revolve. Spin wheel in

and

apply f

ncy

, all

brak

andbr

ake

and

jack

ootbr

ake firmly to centralize

es require

up one

shoes in drum. Remove road wheel cap and align hole in

and

brake

drum

wheel cylinder (Fig. 29). Ins turn

clicker wheel in clockwise direction relative to wheel cylinder off thr

operations on

until

brake shoe bears hard against drum. Back

adju

stmentthe least possible amount (usually two or

ee clicks)

until

other

Adjust opposite front wheel

(For clicker wheels see also

with clicker wheel on one wheel

ert

screwdriver or short lever

wheel is free to revolve.

wheel cylinder. Replace

br

akes in a similar

I O, Fig. 28 and 4, Fig. 30.)

road

and

Repeatthese

wheel cap.

mann

er.

BRAKING

FI

G. 29.- F RONT B

A : Disclosing Clicker Wheel

SYSTEM

RAK

E A D

JUSTIN

75

G H OL E

Rear Brake Adjustment

Fir~t

releasmg the the

~t

difficult if not impossible to operatethe

th

e handbrake. Never

handbrake lever ' on ' because inthese circumstances

shoes are exp

and

ed within

place chocks under

the

front wheels before fully

att

empttoadjust

the

drum

s. This will make

adju

sters.

with

Next Jackupone rear wheel until it is free to revolve. Remove th

.e :vheel cap an?proceed as forthe front brakes

aligningthe hole m the wheel and brake drum with

by

the

adjuster screw.

at

. You will find th

both

shoes and the adjuster wheel must be one shoe bears againstthe drum. Continue turning both

shoes bear hard. Backthe adjus

amount

until the wheel can revolve. Replace the wheel

cap and adjust

the

Apply

brakepeda

there is only one adjusting point for

ter

the

least possible

th

e other rear wheel in a similar m

l once or twice to make sure the shoes

turneduntil

until

ann

have centralized themselves.

Handbrake Linkage Adjustment

Th

e adj

ust

ment m

adeatth

e Works forthe handbrake

normally should not require any alteration as lining wear

e

will have little take

up lost motion

~ect:

Should it be f

ill

the

handbrake linkage, however,

ound

necessary to

er.

THE

BOOK OF

there is adju

stm

entatthat

rod is secured tothe sliding link.

some free

tra

vel inthe ha

THE

AUS

point at which

It

ndbrak

is essential to provide

e beforethe expander

TIN A3S

the

hand

brake

unit

expands the shoes.

The

above arethe only adjustments thatthe

should normally have t o make, but

adju

stm

ent possibly as a result of cumul reason. Generally, your Au to

carryout circums dealer is

becomes necessary tothe handbrake l

ativ

e wear or for some

stin

this work,

ta

nces when the linkage has to be reset when no

avai

lab

le.

dealer should be allowed

butthere may be exceptional

it

may bethat some

driver

ink

other

age,

Replacing Brake Shoes

Inthe course of time, after continued ad justment,

may

be found necessary to replacethe brake shoes. This

is an operation th

average owner, provided he followsthese in fully. A fe mend

itself tothe owner-driver keen on ca own repairs, is without

Fir

th

e necessity for using a wheel puller.

st jac ground. The most conveni is to jack-up one side blocks or bricks under th

ing is to ensure on a firmbase, for you will in order to work on to

ha

ve to support the weight of the car on your toes

some friends can be found to free you !

not

good forthe car to fall off its suppo

at

is well withinthe c

apa

bilities of

structi

atur

e ofthe Austin design, which will com-

rry

thatthe four

k-up

the car with all four wheels clear of

that

the

brakedrum

ent

at

th

way of doingthis usually

a time, placing sui

e axles in

s may be removed

tab

turn

. The imp

when the car is jacked-upitre

have

to remove allthe wheels

brake shoes.

It

is very disturbing

In

any case,itis

rts

on tothe ground.

ons care-

ing

out

le wooden

ortant

until

the

Replacing Front Brake Shoes

Th

ere are

two

prec

auti

ons to observe when either of front brake drums is removed. First, do not apply hand or foot-brake far, since, asthere is no restraining limit on b beyond fluid to escape. Air could enter moved bey

rak

e-shoe travel, the pistons

thei

r normal limited movementthus

th

may

be moved

permitting

e system ifthe pistons

ondthe limits ofthe cylinders. The brake fluid,

it

his

sts

the the

BR

AKIN

which could be lost under affect braking efficiency if

Secondly, when the b

rak

G SYSTEM

th

ese conditions, would seriously

it

reached the brake linings.

e shoe is removed take care

77

not to letthe piston move out of position inthe cylinder. An ela

sti

c b

and

Each brake

countersunk screw and then drawing it off

If

you m

you

will be surethat did before you withdrew it. removed make sure

tight.

placed around it is a useful makeshift.

drum

can easily be removed by

ark

the

drum in its position rel

when replaced it will

If

th

thatthe

If

this is so,then slackening off each adjuster will

e brake

brakeadju

und

oing

the

wheel studs.

ati

ve tothe hub

runastru

drum

cannot be

stment is not too

the

ly as

facilitate removal.

It

is b

ett

dealer rather

er to obtain replacement shoes from your Austin

thantr

y to rivet new linings yourself. The linings should be firmly bedded and accurat ly machined after fixing to suit

obtainable thi

s respect.

through

When fittin g

the

adjuster

It

is advisable to apply a film of gr ase tothe steady-

screw

posts situated between brake-she w b a

Th

e shoe r

of

th

e spring to the outside behind the brake shoe (Fig. 28).

eturn

After replacing b

If

marked for position, cnsur thatthe marks are in line. In any case hub

and brake the

countersunk

When

brak

drum

adjusting

tak

sligh

th

e brake-drum raelius. The shoes

your dealer will be found efficient in

the

new shoes, engage them in the slots of

andthe opposed-wheel cylinder.

nd

spr

ings are Jit t d withthe hooked ends

oth

brake shoes, refitthe brake drum.

e car to wil arefully

e dru m to I r vent grit from

tly

out of tune. Secure

back plate.

the

flanges onthe

thro

the

screw.

the

bra

kes,

after

fitting replacem

wing

drum

the

with

ent shoes,itis advisable to loosen each cylinder anchor bolt. There slackened off to brakes should be applied also form within tightened mann

in

shoe clearance

are

two on each

the

brak

brake

securely

er described above.

thismannerit

will

and

brake

extentofabout

hardsothat

e-shoe anchorage, line

drum.

and

with

plate.

The

anchor bolts should be

Each

one

turn.

the

cylinders, which

them

should be

Thenthe

seves

thebrakes applied in the

Whenthe bolts have been set

be found advisable to checkthe brake-

adjust if neces

sar

y.

up

it

THE

BOOK

14

FIG.30.-R

I Brake Lining

6 Pull

Guide. 12 Exp ander Unit. 13 P ull-off Spring Short-coil, and 14 Long-coil

and

Rod.

7 Rubber Boot. 8

2 Shoe. 3 Sl

OF

THE

AU

STIN

EAR B R AKE A S

ott

ed Adjustin g Screw, 4 Clicker Wheel and 5 Spring .

. 9

Back-plat

SEMBLY

e.10A

butment

A3S

Pad

.IISpring

Usuallyitis beneficial toadjust new or reconditioned shoes to a slightly gre shoes

that

have already

no

rma

l close

adju

stm

ater

clearancethan in the case of

bedd

ed themselves in but later

ent

can be made .

Replacing Rear Brake Shoes

Removethe rear brake d

th

e same as thatof

of

the

shoes andsprings differs slightly.

m

antlethe

shoes

and

screwdriver or similar lever against one of

stud

s as a fulcrum (Fig. 30). . .

Pr

essing upwards from the expander

the

sha

andoutwa

nk against

rds when each

and pressure to free the brake shoes otherwise the be strained. With one shoe free,the be pulled

When prising

away

.

the

shoes from their mountings take care

rum

the

fro

nt.

springs tog

adju

sterumt

the mounting of which is Note thatthe disposition

It

eth

er by placi

thebrak

e~d

is best to dis-

ng-aIarge

the

brak

e shoe will force

may be

discon

s. Use only sufficient

spr

ings

othe

r may readily

..

e-plate

it

ne~ted

m~y

BRAKING

dama

not to cause ing on th

it

e cylinder

or allowing a brake shoe to

ge to

bor

e be distorted

be seriously affected. Disconnect

taketh

e shoes to your Austin agent for re-lining.

the

SYSTEM

brake

cylinder either by lever-

strik

brak

e-shoe op

th

e brake spring

e it. Should

erati

The brake plate should be carefully cleaned, also

brakedrum or oil on the polished braking surface

to

not linings when at

thi

can now be corrected more readily

, but take good care

not

to leav e any grease

ofthe drum. A

e when handling brake shoes is to avoid fingeringthe

th

e h

and

s stage to unscrewthe

s are oily and greasy.

adju

ster fully as any stiffness

th

It

is advisable

an when everything

is reassembled.

Apply a film of grease to each end of

web where

it

entersthe jaws ofthe piston and

the

unit.

Ea

ch pair of brake shoes can be reassembled with the

springs already fitt ed.

juster end end.

thatth

andthe shorter spring fits at the abu

Fit

each inthe corr ect loc

e spring is between th e shoe web plate. Positionthe screwdriver as for di gently place in

expandthe second shoe

th

e piston

If

it is necessaryto alterthe linkage refer to the para-

graph on page 75. Make sure th

e

nter

ed when all is ready for th e

Check th

at

all locknuts are ti

Th

and

adjust er units.

e longer spring fits atthe ad-

ati

on installing them so

and

smant

unt

il it can be inserted

at

both

shoes are correc

brak

ght

e-drum rep lacement.

and that all split pins

are entered. Then carefully road-test the car.

79

on could

and

the

tip

brake-shoe

adju

ster

tmen

t pad

the

brake

ling

and

int

tly

o

CHAPTER

VII

ENGINE

HE

T

providedthe r

oil level

maintain

time to time, it will function for an great

reliability.

It

is no longer considered necess

MODERN

adiator

ed,

CAR

and

ENGINE

is k

ept

the

fuel

is so reliable

filled

with

tank

replenished from

ind

efinite period

ary

for

the a skilled mechanic capable of coping even breakdown on of motoring. motor-car normal obtain

routinemaint

ed, however, this m

even with

Although

definitely

the

road

It

is

that

thi

sometimes t

enance.

the

highly efficient pro

yourAustin

without

much a

as wasthe case in the early

s reli

ability

aintenanc

inherentinth

emptsth

If

th

e best service is to be

duct

e owner to neglect

e remain s neces

of today. A35 is capable of tte

ntion, neglect

will reduce its efficiency causing its mechanism and to

det

erio

rate

r

oad

more

probabl

takesaprid

who a relatively small running

is no

ord

er.

the

working ofthe mod

As

doubt

is justified in

of the various

e. This book is

e in his

amountoftime

familiar tothe owner, no len

thesepa

parts

ges. At th e same

andofth

a sistance in helping to

of your car. Once these principles are cle

III diagnosis of any fault is

a fault-finding table is given on page

as well as to r

r Iercncc to

thi

s table usually provides a clue to th e

end

car

and

who is pr e

ern

int

eir functions c

obtain

the

made

er abreakdown onthe

written

par

to keeping it in first-class

ernalcombu

gthy

tim

e, a knowledge

annot

best performance

arly

easier. To assist further,

218.

In

cula r component thatis causing trouble.

Th

e design ofthe

strok

4-

e or

Otto engines to day. A downw draws a corre

ctly

Austin

A35 engine is

-cycle principle, as ard

movem

pro

porti

oned gaseous mi

80

are

the

majorityofcar

ent

of xtureofpetrol

that,

water,

the

with

driv

er to be

withamajor

days

e modern

sary

running

in-

ultimately

appearance

for

the

owner

ed to d

evote

stion engine.

description

but

be of

out

under

stood,

case of need,

parti-

based

the

on

the

pistons

ENGINE

and

air

fromthe

through

the

Dealing

bottomofthe

movements

upward

-compressionvalves are closed. Cons into

the

small space

completed its

At

the

current

from to occur der.

at

The powerfully, imparting the

piston is connected.

carburettor.

manifold

with

and

only one cylinder,

induction

being controlled

inl~t

stroke

This

the

by

both

valves.

the

equently,the

abovethe pistonbythe

upward

topofthe

gen

the

correct

erated

travel.

compr

through

instant,

ession

fires

strok

the

highly compressed gaseous

rapidly

a power impulse to

forcing

At

the

piston downwards

the

bottom

flow

':'Ie

inlet valve closes, Its

mixtur

ignition

the

cranksh~ft

expansive effect being now largely spent,

and

the

opens

The

burnt andsoouttothe the

complete cycle. . . .

All

the being so every

complete revolution of

even

and

during

The

camshaft is drivenathalf a duplex roller chain passing over to give this reduction. A drives

the tension delivering it to

Unlike develops little power minute engine speed. ponents

the

requisite speed to develop

the

road

of

the

engineitwill be necessary to change down to a lower gear. Should whilst

running

piston moves upwardson

gases' are forced

air.

past

this valve

Th

e piston is now

four pistons work m .a similar

timedthat

continuous

the

whole

time

two

power Impulses are applied for

the

turning

the

engine is runmng.

crankshaft.

effort, or torque,ISobtained

the

suitably

distributor

spark

the

but

the

must

he~ical

responsible for producing a high-

from

the

steam

coilatthe

plug of

engine,

at.

the

a low

power nses considerably WIth mcrease in

It

is obvious, therefore,

be so

timed

that

gear

exact

correct cylinder.

internal

n~mberofr.evo~utions

the

engine

the

l?o.wer

gradients or traffic conditions reduce

the

engine be called

at

too

Iowa

upon

number

enters

the

cylinders

find

that

at

t~e

.camshaft. On

inlet

and

the

exhaust

e is compressed

timeithas

e an electric spark,

co~l

and

chargeinthe

mixture

tim.ed

cylin-

expands

<l:nd

to which

of this stroke,

the

exhaust

the

exhaust

into

the

valve

stroke.

a silencer

readytorepeat

manne~,

each

. Thus,.

crankshaft

speed

sized sprockets

on

t~e

cams~aft

ir;stant

and

combustion engine

that

all

the

com-

m~y

revolve

required. Should

the

speed

to

prope~

the

of revolutions

81

an

by

for

p~r

at

car

per

82

minut

THE

BOOK

OF

THE AU

STIN

A35

e (r.p. m.), severe stresses will be imposed on all

the working surfaces ofthe engine and t:ansmission leading to excessive wear. Any a in any gear will readily be irregular

oth fe

lt

runnin

g resulti-?g

er symptom is when individual power rmpulses can.be

inst

eadofth

e normal smoothsurge. The hammer-like blows caused when do great

Loss of

ha

rm tothe working surfaces.

Power

When it is realized

at

speeds considerably in excess of 4 ,

ment

or even sli

anc

e considerably .

will fall

If ascer

andsoth

.any falling off in power be

ta

ined

Forinstanc

cent. of

the

ght

andthe remedy applied as ?oon as possible.

e, if for

available

tt

empt to

th

e engine ' labours'in this m

dnve

the

apparent

~n.

pinking or .knocking.

car too slowly

by

the

har

thatthe engine is capable of revolving

800

r.p.m.,

mis

adju

stm

ent

c~

With

loss of efficiency

n

e engine will not develop suffici

n

oti~

ed

th

any

reason one plug misfires, 25 per

hor

se-power will be lost

<l?Y

affect Its perfo.rm-

the

:evolu

e reason

ent

sh a

ann

er can

derange-

tlons

power.

shoul

~

and

nd

An-

be

the remaining cylinders will be correspondingly over-loaded. At

th

e same ti me,

If

the

various

if

ther

e is still some reduction in engine power, thismay

be due to

th

the

adju

stment

e need of '

engine will no longer

r~n

s are known to be m

top

overhauling ' or asitis more

smoothly.

ord

er,

and

commonly known decarbonizing. .

th

In normal use carbon deposit accumulates on valves, and cylinder head. This comb

ust

which inevi

ion combined with

tabl

y passes intothe combustion head albeit

burnt

car

b?n isthe

011,

a

e pistons,

pro~u

pro

portion of

ct

in small amounts. The valves tend to become less gas-

tight

andparticularly sothe

for controlling

th

e escape ofthe

This deterioration is a gradual process so

the resulting loss ofpower will not at once

If

there is some loss of power usually associa

pinking, however, this is generally

exhaust.

burnmgexha

a~

valves responsible

ust gases.

that

generally

becom~appare~t.

tedWIth

ir:dication

t~a

t

decarbonization is necessary although It IS not possible to say

exactly how oftenthis overh aul w.ill be required. . As a general guide, every although some owners with misplaced have not decarbonized their engine for

10

,000

miles IS usually suffici

prid

e declare they

40

,000

or

ent

50,000

of

ENG

INE

miles. taken to correct sli valves

The

ma

y '

point

burn

to b

earinmindisthat

ght

leakageatthe

' so causing

unless steps

exhaust valves these

dama

ge totheir faces

are

and

totheir seats inthe cylinder block.

ompr

To test c

with

the

handl

e or alternatively by

ession. Hold

ignition off.

Turnthe engine bythe starting

feel a decided resistanceateach half th

e engine rockback against

top

dead centre whenitwill

pressure developed moving

Remember to give turnsoth has

erwise you will

the

proper degree of compression. All f sions should be equal. degree of resistance to

tap

pets with insufficient clearance.

th

e engine at le

not

If

it

may

compression loss is leaking piston rings likely to occur

until

man

the

accel

erator

the

fan-belt. You should

turn,

suffici

thepres

turn

th

e piston p

partl

sureuntil

y forw

artl

ast

fully open

ent

to make

youpass

ard

due to air

y downwards.

two conse

cuti

then

feel if each ofthe four cylinders

our

one or more has notth

compres-

e same

be due to leaking valves or

Anoth

er cause of

but

this is

not

y thousands of miles have been

ve

covered .

that

A point to remember is

slightly raisethe compression

carbon deposit will

rati

o by decreasing

combustion-head area . In some casesthe deposit

become red

hot

and ignite the mixture before it is fully

very

the

may

compressed. This condition, known as pinking, can cause heavy loading on

th

e working

part

s becausethe pi

stonstill moving upwards at the end of its compression strokereceives fully at

should be ground-in re-set afte r carrying together

th

Themak

out

e heavy blow ofthe ignited mi

xtur

e end of its stroke. .

ers advisethat

valves of a reconditioned engine

andthe rocker clearances should be

th

e first 1 ,0 0 0- 2,000 miles.

thi

s operation is given inthe following pages,

withinstructi

ons on how to remove t he carbon

Thepr

e beforeitis

oce

dur

e for

deposit.

D

eca

rbo

niz

ing

the En

Thi

s operation is well within the abilityof

owner,

but

suitable p

work and assure its being carried

gine

repa

rations will reduce

the

unn

out

with a minimum of

int

ellig

ecess

ent

ary

inconvenience.

The old tag ' if a job isworth doing

at

all, it is worth doing

THE

BOOK

well ' applies to Apart

fromthe unsatisfactory res

th

job being a continued source of or scamped work may result in a hold-up on

OF

THE

e work you are to

ult

irrit

AUSTIN

carryout

s of a

badly

ati

on,

A3S

on yourcar.

performed

any

oversi

the

ght

road,

possibly miles from a garage.

First, place you have found helpful to have an inspection lamp, opera from

the

ba

ttery.Dark since nothing is worse components

Next, place on a conveni

are likely to need. Pro cure two or which to place engine so as to prev can be fitt ed, once a p bility

thatit

or

lat

er it

cover

th

the

car inthe garageso

unhampered

access to the engine.

that

as far as possible

It

will be

tedeithe

mains or connected by a flexible lead tothe car

corners can

the

location of which is

the

various

than

ent

the

n be clearly illumina

fumbling in

bench

parts

thedarkwith

not

clear to you.

the

various tools

thr

ee small boxes in

dismantled fromthe

enttheir loss. Although a new part

art

may

e wings

have fallen

cause

dama

with

cloths to

is lostthere is always

intoth

ge.

e engine where sooner

It

is a good idea, also, to

prevent

their surfaces from

the

possi-

ted

you

being scratched .

When decarbonizing, use new gaskets for the cylinder head and exhaust manifolds your Austin dealer. Apply a film of grease to

obtain

ed in advance from

the

cyli

nder head gasket when it is replaced or use gold size or one of the proprietary gasket cem You will be well advised to remember cement can

maketh

entsmark

eted for the purpose.

thatthe

use of a

e cylinder headextremely difficult to remove subsequently. Should it have been used on a previous occasion, thoroughly clean cylinder block

before

th clean rag of some particles of this

andhead

of all

e new gasket is fitted.

mate

rial that does not leave fluff since

may

findtheir way

the

trac

surfaces of b

es of

You

the

will require some

old cement

intothe engine possibly

oth

leading to a h ked oil passage.

Valve-grinding paste will also be needed and can usually be bought in . nv nient tins containing either a fine or a coarse grad r a economical mix

a s

upp

ly mixed with oil.

t buy it in this form

ratherthan

ly Ir m p wder and grease.

It

is usually more

att

empt

A suitabJ 1in is userul to hold paraffin for washing

various

part

s dismantled during

the

operation. Since you

to

the

ENG

INE

will

proba

bly time, an the

othe

sump to allow

also be draining

r similar

tin

the

oil to drain into it.

the

engine sump at

the

same

will be required to be placed under

Thistin

should

be capable of holdi ng 6 pints .

Raise the bonnet strut hinged to the ta

r

p and allow

a

nt

i-freeze solution in

and

securely

radiator

cowl. Open the r

thewatertorun

the

system keep the liquid for re-

propitopen w

away,but

if you have an

ith

the

adiatordrain

use. Another tin should be provided for this purpose if necessary. C

Withthese preparations completed

apacity

about81pints.

the

work can now

proceed .

Dismantling the Engine

In

the

autho

r's warming up may

do more h while hot it

may

be impossible to

opinion

the

engine prior to removing

arm

may

distort slightly on cooling and afterwards

the

tha

n good. A

obtainth

practice som

part

e orig

eti

mes advised of

the

variouspar

tha

t is detac

ina

l perfect fit

ts

hed

between the various flange faces. Therefore, dismantle the engine cold.

To avoid

-

being inadvertently operated, disconnect

terminal. This will isol

The air cleaner is held on A hose clip secures the hose connecting to the valve cover. Loosen

allow

The

is held by two cap nuts, one at each end on

rubb nut

should

otherwise

Rem ing the pinch bo th

e cable to be pulled through its location. Remove accele the p union to carenot

any

possibility of short-circuits or of the engine

turn

ed if

the

th

e b

attery

atethe

thecarbur

the

cleaner to be removed with

sta rter

by removing the negative

electrical system.

th

e clamp

motor

switch is

ett

or by a clamp bolt .

the

bolt

the

air cleaner

sufficiently to

valve cover.

valve-rocker cover should nextbe removed. This

top

er bush and washer fitted on the

not

be lost. Carefully raisethe rocker cover,

the

ove

rator-to-thrott

etr

joint washer may be damaged.

the

choke cable from the ca

lt

on th e choke lever sufficien

le-lever control rod and disconn

ol pipe by unscrewing the nutsecuring the fi

the

floatcha

mber

andatthe

sha

nk of each cap

rburettor

by loosen-

tly

petrol pump.

to allow

to losethe fibre washers fitted on each side of the

. The

the

ect

lte

Take

r

86

carburettor-filter banjo union. disconnect

leads afterwards in their correct 4 in order asthey are removed, radiator. Remove

hose connections. firmly

damage. between split advantage reassembling

pipe can be removed con:pletely as in

for this is fitt ed at th e front end of held disconnectthe th

removing the manifolds tothe cylinder head (Fig. 33). Do not

yoke washers manifold flanges.

THE

BOOK OF

the

Unscrew

and

distributor-vacuum control-pipe union .

the

terminals from

if you are

Loosenthe hose cl

It

but

with

car

If

you

bose

try

and

If

the

hose.

to cut it, replacing it

the

engine.

Undothe hose clips

the

way

when

the

not

the

ampateach end of th e

e it can usually be removed

it

THE

AUSTIN A3S

It

will also be necessary to

the

four high-tension plug

sure of being able to replace

ord

er labelthem number

I being n

sparking plugs.

is often found thatthi

to loosen it by pushing a screwdriver

the

radi

ator

connection you

app

ears firmly fixed itmay be an

and

hoses so

cylmder h

with

a new one when

thatthe h

?th

ead

erwiseitwill

IS removed. A clip

thereturn

by

one of th e yoke-washer nuts. Do

oth

e ri

ght-h

It

is bestatthi

and

side of the engine above

s stage t o removethe manifolds, first

exhau

st pipe at the manifold joint.

er heater pipeatthe

control valve on

Next, unscrew th e nuts securingthe mJet

that

bridgethe lugs ofthe exhaust and mlet Th

e manifolds

and

carburettor can

them

I,

2,

3,

and

earest

the

upperwater-

s hose adheres

without

may

eat

er r

eturn

pipeand

not

forget to

thedistributor.

and

exhaust

los

~

then

be lifted off as a unit.

It

is advisable to remove

maybebent

when you aretrying to lift

thepush rods

awaythe cylinder

oth

erwise

they

head. To facilitate removing them slacke n backthe rocker-adjusting screws (3, Fig. 34). end of rocker to be detached from upwa

rds out of position.

engine ifitis foundthat

It

will be necess

one ofthe push rods IS holding a

the

Thi

s allowsthe

push

rod

ary

and

.to

ball

drawn

tun~

valve open.

If

you prefer to removethe can be done. unscrewthe

Fir

st, disconn

nut

s securing each rocker-shaft

valve-~ocker

ectthe

011

gear first

feed pipe

bra

and

cket .

thi

then

The

rocker shaft may then be lift ed offthe cylinder head.

Unscrew t he nine cylinder-head

,

nut

~

s, the po

siti

oning of

th

1?e

th

ENGINE

87

is

e

FIG

I Valve Rocke r Cover, 2 w asljcr and 3 Nut Cap. 4 Rocker

and 6 Spacing Spring . 7 Oil F ilter Cap. 8 E ngine Slmg

IO

Carbur

ett

I4

pipe.I9Cylin

or. .IIPetrol Pipe from Pump to Ca

Guide. "S

which is shown in Fig. 32.

are

e

s

those below being used to secure der

head. Plain washers are fitted b

head

nuts shaft. These washers are of th

e clips securing

It

should now be possible to lift awaythe cylinder he

by

easingitupwards parallel

it does

not

. 3 L - ' Y L'I N DE R-H EAD A

Inl

et Manifold.I6Exhaust Manifold

der

-head J oin t

Wash

er. 20

Elbow

The

the

level of

the

rocker-shaft

the

except to the four adj

the

thethermostat

with

bind

on

the

studs.

Therm

SSEM

BLY

Shaft.

cket. 9

ets to

the

to

5 Valv e Roc ker

C

ylmd

etr

ol D ra m -

the

cylinder-

the

rocker

Bra

rburetto

r, I2 Valve . I 3 Spnng and

and

I 7 Was her. I 8 P

osta

t Assembly. 2I Water

actual

rocker

cylinder-head

shaft,those above it

brack

eneath

acent

spring type. Disconnect

by-pas

s hose.

the

cylinder block so

~

Hea d.

Outl

nut

.cylin-

ad

that

et

s

88

THE

BOOK OF

9

THE

AUSTIN A3S

7

ENGINE 89

If

the cylinder head is difficult to remove do force it off by driving a wedge or screwdriver into joint.

If

th

e h

ead

is really ob

stinat

e tap it carefully along

not

the

try

face

the face joint with a mallet or a wooden block. Another

ay

is to

turn

w

the engine several

tim

es with the plugs refitt ed

to

FIG.32.

I Carbur

8

-0RDER

FIG. 3 3

ett

or, 2 its Securing Nut and 3 Set-screw.

Pipe. 6

.-INLET

Exhaus

t Manifold

..

OFTIGHTENINGCY

ANDEXHAUSTMAN

and

2

7 its Nut. 8 Clamping Washer

6

LI NDER- HEAD

{Inl

et Manifold. 5 Petrol Drain

IF O

NUT

LDS

S

FIG

I Screwdriver. 2 Valve Rocker . 3AdjustingScrew. { Locknut. 5Push Rod

th

e push rods installed so

and

. 3 4.-P USH- R ODREMOVAL

that

cylinder compression

will loosen the head.

If

the the holding rocker-sh

screwed

washers

Valve

rocker gear has not already been removed, unscrew

oil feed pipe union

and

rocker shaft lifted off

are

fitted beneath

nut,

after doing whichthe nine

aft

brackets to cylinder head may be un-

its

the

se nine

studs. Spring

nuts.

Removal

nuts

Before removing the valves carefully clean their heads to see if you may either consider by stamping or pr eserving tion for replacement. numberthem

th

ey are

numb

ered. it

If

th

ey are

worth

numb

th

em inthe same relative posi-

you consider

yourself, a point worthy of notice is

not

numb

ered

eringthem yourself

it

necessary to

tha

t this

should only be done when each valve is fully on its seat,

90 otherwise

subsequently. A convenient ord such a sizethat

They

~~.

THE

the

BOOK

stem

OF

THE

maybebent

AUSTIN

and

the

valve will leak

way

of preservingtheir

A3S

er is to drill eight holes in a board,the holes being 'of

onlythe valve stems may pass

FIG. 3 5 .- U SI NG T OO L T O C OM P R

maythen be k

Th

e n

ext

operation, valve remo val, IS grea

eptinthe

ESS

V A

LVE

sam

e order as when in

."

S P RI N G

tly

facilitated by using a valve-spring compression tool (Fig. 35). are several variations of isthat other fits on to the

co

whilstone end rests onthe head of the valve,

the

tool isthen

tte

r cup. so allowing'the two split c

actuated

thi

s tool but th e esse

valve co

tte

r cup.

By

to compress the valve spring

ott

ersatthe valve-

ntia

suitable means

stem end to be freed from their location in the groove thevalve-stem end.

You

will see

two cotters and must be

that

a spring circlip is fitted aroundthe

detached

before

theyinturn

be withdrawn.

An

alt

ernativemethod

to place a

suitabl

headsothatit

e block of wood inside

rest s onthe valve to be removed.

of removingthe valve spring is

the

combu

through.

the

There

l purpose

the

and

around

can

stion

Th

ENGI

NE

wood should

the

combustion space wi wood as directed, bench, all thatis th en neces onthe co The

block of wood is to prevent thevalve moving down-

ward

s when

allow

the

before you are r

Be m

you

have inthe box you are using for part s theoth actu

ally retained all

Each valve bet ween which is an oil seal. oil working downw combustion chambers by

notbeappre

and

tte

r cup, removin g the cotters as described above.

the

spring

eth

pres

and

ead

y, otherwisetheymay

odical over

released the two co

ciably

thi

cker

thin

the h

with

the

cylinder h

sar

y is to press down firmly

sur

e is applied. Take care

cott

er cup to

thanthe

ead.By

jump

tak

thi

s valve removal.

tte

rs and circlips place them

and

rep

eadflatonthe

out

esome finding!

Imm

eat

er seven valves. This will ensurethat

the

ardspa

par ts.

has an

upp

er and a lower

Thi

s seal is there to prevent

st the cotters and reaching th e

wayoftheva

lve guides.

cottercup

placing

of position

91

depth

of

thi

not

to

ediately

this with

you have

part

Pr

efer-

s

ably, renewthese oil seals when reassembling.

By dividing therubb Carefully clean have

adh

Carbon

Clean away all

and

valve ports .

the

valve seats in the head for it is essent ial

the

valve c

ott

er cup

upperand

lower

par

er seal will be disclosed and canthen be removed.

away

anytraces of the rubber should this

ered tothe metal surfaces.

Removal

carbon

from inside the combustion heads

It

is as well to take care not to scratch

that

they

ts

should form a perfect seal.

Whenthe cylinder head has been thoroughly decarbonized

it

is a good plan to remove the carbon deposit also from

th

e pistons and the following procedure should be

Since carbon is an abrasive

and

usually breaks away in small particles it is best to work on one piston at a Owing tothe crankshaft co

up

whilst two are down. Stuff rag bores in which the pistons are at th e b toprev

smear

ent

carbon chips entering them. A good

grease around withthe cylinder bore. at

thi

e

s point.

Takegreat

care

not

the

edge of the

Thi

to scratch

nst

ruction two pistons will be

int

o the two cylinder

ott

om oftheir stroke

pistonatth

s will pr ev

ent

thepiston

adopt

ed.

tim

tip

is to

e junction

carbon entering

heads since

e.

92

th

ese are of rel

the approximate th the

temporarily increased has again formed when an Tak

THE

BOOK

ati

whole surface ofthe pisto n

ly!

OF

THE

AUSTIN A3S

vely soft aluminium alloy. Do not clean

but

leave a ring of carbon

in. in

width

around the circumference of

e pist on to assist in keeping down oil consumpti on.

whole surface is cleaned oil consumption may be

until

such

tim

e as the carbon ring

impr

e care to remove any

ovement will be found.

carbon

deposit fromthe under

surface ofthe cylinder head.

When

sati

sfiedthatthe carbon has been completely remov ed take your rag and clean the top of th e engine, pa

rticularly aroundthe cylinder-head studs. .

The

val

ves should nextbe washed. Any heavy deposIt of carbon should be carefully scraped off not only from thetopofth

e head

but

also fromthe underneath and from th e stems. A steel-wire scratch-brush, or . file card ', is usually foun d to be effective for th.is purpose. .

Wash the valve springs and examme them for an)' signs

of f

ati

gue, loss of temper, or breaks. As a r

<?u

gh guide all

valve springs should be the same length (It m.) an d .when stood on a flathorizontal surface should be perpendicular to

it.

If

anyof the exhaust valve springs appear to be shorterthis is a sign of loss of temper and it would be advisable to replace the whole set. Finally, washthe cotter

cups and cotters. . . .

Before grinding in the

Holding each valve just off ItS

val

ve~

tr

y

ea~

s~at

h

valve~nItS guide.

mg

see If

~he

.

head can be moved sideways. Undue Side movement indicates wear on the valve stem or inthe guide. Undue wear of th

e inlet valves can ac

count

for uneven slow

runnin

g due to air leaks and in any case some loss of efficiency at high speed due to

98 regarding how to fit new in

any

imp

erfect seating. A no.te is give.n on page

doubt

as to your ability to do this

.v:

alve guides

~)Ut

If you fe.el

your

Austin

dealer can do it for you.

Examine particularly the valves

Th

eseare

affected by h

the

enginethere should be nothing to

direction.

the

inlet valves

them

. A

the

exhaust valves and

eat

alth

ough if you have periodically

The

y are somewhat smaller

and

burnt

are therefore

exhau

st valve is usually

numb

eredI,4, 5 and 8.

theyma

w~

rry~b ou

ill

not

int

erchangeable WIth

charact

y have been

c~ecke.

t

m this

diameterth.an

erized by

ENGINE

a brown appearance while in e to be warped,

If

cipient burning is denotedbyaseries of parallel lines forming a

kind

of criss-cross valve seating ap headinth

withpartofthe

patt

pea

rs all aroundthe

e form of a grey-white surface withthe valve

xtrem

e cases it will be found

seating

burnt

away.

ern. All is well provided

und

erside ofthe valve

93

In-

thatthe

hea

d

itself normal steel colour.

Valve Grinding

Now you

mat

ch-

val

ve seating. Fit

rubb

er s

d

backwards valve slightly from its seating not

forget to

time

during

gr

ound

Carefully remove

are

sti

ck, apply a

uct

FIG.36.-SuCTION

read y to grind-in No. I valve. With a

littl

e coarse grinding paste to the

the

valve in the head , engage

ion tool on th e valve headand lightly tu rn it

TYPE

VALVE-GRINDING

and

forw

ard

s (Fig. 36). Periodically raise

rotate

the

valve

grinding-in process sothat

and

continue to

appro

ximat

TOOL

ely t

the

evenly.

the

valve

and

wash off

the

tum

. Do

turnata

seating is

paste

from

the

THE

and

BOOK

taking

th

94

its

head

th

e cylinder head.

Nowexamine should show an even surfaces have been in con pitsand

if these are deep, or ifthey extend across ing; it may be necessary for be

tr

eated with a special machine that your Austin dealer will have. will pro

If

bab

thepit

ly removethem.

is that a pit is an imperfection th

and it will p

ermit

itself with possible damage to

OF

THEAUSTIN

a cloth also wipe away

e seating on the valve

matt

surface all around where the two

tac

t. You may find one or two

th

e valve or the seating to

s are

sha

llow normal

The

point to bear in mind

atprev

A3S

the

andinthe

hand

ent

s a perfect s

leakage and ultimate failure of

the

seat in th e head.

paste from

head.

the

grinding

the

Finish by using a fine grinding paste. Grind in

remaining valves in the same manner.

Dip a rag only moist ened with it. Then valve-grinding paste from the seatings in is most imp

int

o some clean paraffin,

tho

ort

ant. You are now ready to reassemblethe

but

make sure it is

roughly clean all

th

e head. .

trac

valves.

Re-fitting Valves

Before replacing valves clean rag should be positioned

in such a m mi

ght

Install the valve with the stem lubric locati on, Place the oil-seal retainer in position and fit in

th

Fit and

co

tte

form on the machined somewhat larger to accommodate on

th correctly paired with th e wider p the inner relieved p

a film of grease is applied to thatwhenthey are pressed together machined on position as should n

ann

er as to pr eventth

e loss of

any

cotterthat

fall out of position or be dropped accidentally.

at

th

en fit the spring in the recess provided for it.

ed in its correct

th

e rubber seal

e locationatthe centre.

the valve compression tool and compress

thecotte

rs.

r cup. You now have to fitthe two split

Exa

mination will show thatthese have a conical

out

side. The inside

upp

er end of each is

the

e valve stem. Make sure

art

s are upperm ost.

the

. val ve stemthey will

the

spring is released on to them. The circlip

ext

be fitted to retain them securely. Remove

thatth

art

th

e inside of each

s of

e two

the

around

not

cott

cones and

It

will help if

the location

move

shoulder

cotter

It

seat-

eat

valve

the

es of \ Thi

spring

ers are

that

~

out

of

ENGINE

the

tool taking care to check thoroughly

cup

has passed over

int

o th eir 'positions on the valve-stem

Pro

ceed with an individual check each are correctly m stem and th

atthey are seated in the groove of th e valve

both

of th em and is compressing b

th

e others in the same m

tim

ount

ed within

e to ensure

thecotte

that

the

end

.

ann

er making

thatbothcotte

r cup onthe valve

95

cotter

oth

rs

stem.

Sparking Plugs

Thespa checked. These should be necessary to close for so doing you may crack

plug useless. Adjust

s

fur s

ettin

th

If

age it is good policy to renew ind

rking plugs should be cleanedand gaps carefully

'025 in. (,64

th

it

to increase in use, do not bend the centre electrode as by

er from

e gap slightly, sincethere is a t

th

e insul

the

side electrode nearer to or

the

centre electrode to givethe correct

mm

ation

and renderthe

.).

If

end

g.

the plugs have been in use for a consid

th

em. Whilst

efinite,their life can be unsatisfactory

erab

after

le mile-

apparently

a c

it ency

gap

ertain

is

mileage- say, ro.ooo-s-has been covered because their deterioration results in less e

Do

not

forget

that

ffic

ient oper

ation

.

when your engine has been decarbon-

ized and the valves ground-in, thecompression will probably

ctor

alone

may

be higher than it was before. This fa

mis~rin g

of

spa

rking plugs

that

hav

e seen considerable

cause

service.

Install the

leads. Firing order

Th

e Austin Motor Co.

spa

rking plugs

and

1,

3, 4,

reconnectthe high-tension

2.

Ltd

. recomm

endthat

Champion

N5 Long Reach plugs should be used (see page 179).

Replacing Cylinder Head

Tak

o

th

e head is lowered into position

stub of

the

pump

clips securely when

Thoroughly clean

of

the

head, also

e care to fit

thethermo

body

the

cylinder-block face,

stat

and

thethermostat. Ti

pipe is correctly located.

und

er side, or cylinder-block side,

by-pass pipe so thatas

the

hose enters onthe

ghtenthe

and

install a new

96

gasket.

uppermo fully

b

ottom th for da mage rod notfully ente the rocker shaft lubricant. As described on page hollow and become choked although effici

care to ens and

THE

BOOK

Thi

s should be

st.

Grease is advised as a gasket seal. .

Fitthe cylinder

into

position.

and

ins

ert

OF

THE

AUSTIN A3S

fitt

ed with

head

overthe studs and lower It care-

Lubri

catethepush

them inthe lo

the

cati

side

on -pro

e cup' end uppermost. Correct replacem

mayresultifth

red

and

it

may bethat

ent

oil-filtr

ation

th

Replace

the

e valve-rocker shaft androckers tak ing great

urethat

the

machined face ofthe cylinder head on which t

e engine is t

into the t

appe

rocker ends for

20

one ofthe oil passages

thi

s is unlikely because of

system.

bott

om ofthe rocker-shaft

t. Carefully ex

any

2 , the rocker

mark

ro~s,

videdmaking

entisimportant,

urnedwith

signs of

seat are clean.

th

Engage

it

may be neces

up

the

e rocker with the

push Reconnect In

stall

the

brack

ets

plain

aft

and

washers on

brack

andtight

Fit

rocker-sh Enternuts pressureevenly ing

th

ese

nuts

Adjustclearance

ensure the until sta Adopt

ti corre

thatavalve is

following

valve

rting

this

ght

en lock

ct

clearances.

It

is

advi

has

handleahalf

proc

nuts

sable also to use new exhaust-manifold

sarytoturnthe engineIfthecam rod. th

e oil-feed pipe union.

spring washers and

pull

down se

brackets

ets, for

en down a

over

cylinder he

see Fig. 32. . .

to

'012

not

proc

edure.Turn

just

closed.

turn

edure

for each

securely

pus

~

ro.d again

nut

s on

the

cur

ely.

the

thatdonot

se l

atter

littleata

ad.

have

For

pass

spring

tim

order

in. ('305 mm.) (FIg. 37). To

held p

artl

y open by a cam,

engi~

le

b:f

Notethis

startinghan?le

~

omt

andthen grve

to ensure satisfactoryclea

valv

when

e. Make

youhave setrockers to grve

surethat

and when thesehave been fitt edthe inlet and man

ifolds should be offered up

at

each end, shouldhave a spring washer

finger-tight. Slipthe spring washer over the

the

set screws . followed

into

position..The studs, one

and

thr

bythe yoke washer.

ed '

Top'

top

.

~nd

a

p~sh

amme

lack

of

shaft

is

has

the

brack

ets

hey

n

~tingt~at

ISholding

rocker-shaft

through

washers.

e,

sp~eading

of ti

ghten

adopt.

ran

ce.

~ou

gaskets

exhaust

nut

entered

eaded end of

The

yoke

E

NGI

NE

washers bridgethe lugs onthe inlet and exhaust and

. ensure a satisfactory

Install

the

Refit

vided for

a new gasket onthe lower flange

pipeatthispoint.

wat er-h

it

eat

er return-pipe hosetoconn

on radi outletto blockatwater of

induction

pip

e whereitpasses along

Reconn

manifold is a clip for s

ect

water-flow

ator.

pump.

pip

joint

(Fig. 33).

It

c

onn

Se

cur

upport

out

side of engine.

e for heater.

ects

bottom

ed tothe

ing heater

and

man

couple

ectionpro-

nutatfront

radi

return

97

ifolds

up

ator

-

FIG. 3

I Screwdriver Blad

Connect car

and

air next doubt esc

ape

Replace

must

verbythe

co

Refit

..refill

7.-ADJUST

ein

bur

cleaner tog

to cover

about

with

gasketthis

when engine is

the

air

be correctly

clip.

the

rad

iator

the

system.

Adjusting Screw. Arrow points to Loc

ett

eth

plain wa

cleaner

attach

It

ING

R OCKE R C

Gauge

LEARANC

knut

E

. 2 Feeler

or an d controls and refit rocker co

er. Make

sher

surethat

above

it.

rubberbush is

If

thereisany

should be renewedotherwiseoil m

runnin

g.

notingthatthebr

ed to

the

top

hose,

turn

may

be found

connection on

off

the

that

eather

drain

the

thermostat

the

rocker

taps

ver

ay

pipe

and

8

9

tends to cause an air lock, little time to fill. Consequently, it recheck Usually, started

bolt

THE

the

(see page 133).

Reconnect

and

prot

BOOK OF

water

level before finally

heater the

will not fill

batteryearth

ect

the

connection

THE

AUSTIN A35

and

that

the

heater will

may

be necessary to

starting

until

the

engine has been

terminal, tighten its clamp

with

a film of petroleum

jelly.

The

engine is now ready to be

warmed up,

car

efully inspect it for water leaks or signs of exhaust or compression leaks. Check noting li is charging plete

th

e behaviour'ofthe

ght

. By accelerating

and

th

e reassembly

that

the

engine verifythat

it cuts in

andthe car onthe road for test. After its first nuts

should be ti

order, also ex

When

th

the

tappetadju

e engine has covered

ght

ha

ened down finally in their correct

ust-manifold

stm

ent

and

started

and

the

oil pressure by

green oil-pressure warning

the generator

and

out

satisfactorily. Com-

may

then be

run

the

cylinder-head

nuts

(Figs. 32

about

makeany

and

500

miles recheck

slight

adjustm if necessary. Again examine the cylinder-head see

they

are tight.

If

the

ignition timing requires

tion see page 176.

take

the

engine.

when it has

takenout

33). ent

nuts

and

altera

ENGINE

a

99

s

-

Fitting

New

Valve Guides

As you will probably do your own decarbonizing it may

that

be new valve guides. about

detached the

downwards

in time you will find it nece;;sary to fit

If

you feel competent to do this set

following manner: ' ,

must be removed,

valve withdrawn from the

The

it in

cylinder

and

the

head

the

guide is to be replaced.

The

guide

itself-a

by

press fit in

means of a drift and hammer. The drift

thehead-may

should be of brass or copper, otherwise

burr

raised

that

may

damaged or a from entering

it.

prevent

the

port

guide

the

oneor

rocker shaft

in which

be driven

may

valve stem

A ' stepped ' drift (A, Fig. 38) should be used so

will be readily located in position. Keep

the

guide

and

then

on out

from

the

combustion-head side.

with steady blows it can be driven

A new guide should be inserted in

the

drift square

the

same way, i.e.

more

that

be

it

F

IG.

Inset A. Shows form of Tool. Inset B. The valve Guide should be H in.above

38.-REM

OVINGVALVE

Cylinder

Head

GUID

E

100 THE BOOK OF driven in from

.are not

iron and have an i va

lve-

hea

fit of the guide at

the

mt

th

nt

d end.

combustion-head side.

erchangeable- the inlet valve guides are cast

e exhaust valve guides bronze.

ernal diameterthat is somewhat largeratthe

Inthe case of the inlet valves the close

th

e upper endof the valve stemprevents

oil from working down

Referring to Fig. 38, carefully drive in the guide

th

e top isitin. above the level ofthe recessed location

on which the valve spring seats, as shown

at

THE

thi

s point.

AUSTI N A3S

Thevalve guides

at

Thelatt

until

B in ins

bottom right.

Connecting Rod Removal

Instru connecting operation is best left to your A

necessary equipment to correct replaceme ning but may in of which could easily exceed a by

tr

However,

rod

and

pistons

but

it is suggested thatthis

ust

carry

nt

turn

can

not

lead to mec

out

only cause unsatisfactory

ny

economy you mightmake

ying to do this work yourself.

the

se inst

ruct

ions have been compiled for

in dealer who has the

the

work. Any in-

han

ical failure the cost

conscientious and careful owner who desires to

ctions are given below so that you may remove

th

is operation himself.

It

is

adv

isable to disconnectthe ba

possibility of someone operating

and

s are insidethe engine !

h

First jack up

th

e car using wooden blocks or similar pack-

tte

ry to obviate the

th

e starter when your

ing togive yourself plenty of room to lie underne

ath.

carry

the

run

the out

Make

sure that this packing is substantial and carefully fitted as'

you

will find it extremely

your chestduring theoperatio

is a cushion on which to re

Remove

cylinder

withdrawn

the

head

sump (as described on page 198)

to allow the piston and connecting rod to be

thr

oughthe bore.

Turnthe engine so that N

bottom

of its stroke. connecting-rod bolt s and unscrew th

e cap and examine this for id ensure correct replacem end bearing liners

painfu

Freeth

ent.Take

(II

, Fig. 39).

l should the car collapse on

n!

An

add

itional convenience

st

your head.

O.1

connecting rod isatthe

e locking t abs of the two

th

em. Carefully release

enti

fication markings to

care

not

to lose

and

the

big-

er

et

the

ENGINE 101

-

FIG.39.-C

Piston Rings : 1 and 3 Parallel, 2 and 4 Taper 7 Gudgeon Pin Clamping Screw

end Shell

ONN

ECTINGRODAND

and

6 Lubrication Hole. 8 Connecting R od. 9 Little-end

and

Bearings, 12 Connec ting-rod Cap. 13 Lock-wash er

Washer.10CYlinder-wall

screws. IS Mark on R

PISTONASSEMBLY

and

Scraper

Rings. 5 Piston.

Lubri

cat

ing J et .IIBig-

od

and Cap

and

14 Set-

T

HE

I0

2

Pushthe

th

e cylinder bore.

at

the top of

BOOK OF

connecting rod

If

the

bore remove it. .

You are now able to examine

nectin g-rod bearings. These l

THE

AUSTIN A3S

and

piston upwards

th

ere is anyaccumulation of carbon

th

e piston rings

att

er are of

the

throu

and

non-adju

gh

con-

st-

able shell type. The rings may be replaced if necessary.

It

will be f

ound

of help if

thr

ee pieces of metal are used to

F

IG.

4I.-CHEC

ENGINE

KING SIDE C LEARA N CE OF A

PIST

ON I N

ITS

I03

G RO OVE

FIG.

4 o .- M ETALS

TRI

PS US E D AS

SLIDES

FORPIST ONRINGS

act as ' skids ' when removing the rings to avoidbreaking the

m. Insertthese equally aroundthe circumference and expand tween

Test wi

-oorj in. nor

verticle movem dimensions ins

th

e rings gradually so thatthe '

th

e pi

Make sure

th

a feeler gauge.

skids'

ston

and

the

that

inside face of

rings are not too tight intheir grooves.

Th

ere should be not lessthan

mor

e than '0035 in. ('0381 to '0889 mm.)

ent

(Fig. 41).

ert

them inthe cylinder bore approximately

If

th

the

ring (Fig. 40).

e rings conform tothese

pass be-

one-third ofthe

pist.o~

into

position should be between

'2794 mm.).

way

down and

the

bore will positionthe ring.

'006

If

the

gap is less

than

trul

y square. and

Th

e gaps in this

'O

Il

in. ('1524 to

Pu

'006 in. it will be neces-

shingthe

sary to file one end of the ring very accurately with a fine

untilthe

file remove a

th

e piston. .

requisite dimension is

ny

burrsandthe ring is ready for replacem

obtain

ed. Carefully

ent

Gudgeon Pin

.

Any

wearatthe

,tive effect of mov

move gudgeon pin unscrew and remove clamp bolt spring washer (9, Fig. 39) to allow connecting rod in which

Gudgeon-pin replacem

throughthe

gudgeon pm

ement

piston boss

may

be due to

the

cumula-

between piston and pin. To re-

with

it

is a push fit.

ent

is effectedbypr

and

aligning it with

to be pressed

essing

the

out

the

little

on

of

end

104

of registers clamp bolt

these

suitably

must

holes (6

THE

BOOK OF THE AUSTIN A35

the

connecting rod so

with

the

and

If

you are fitting new connecting-rod bearings note

have

cut

spring washer,

a small locating tongue

location inthe connecting rod and cap. These

be scrupulously clean on b

and

10,

Fig. 39) must be unobstructed.

that

bolt hole in

the

cut-away slot in

the

little end. Refit

and

tightenup

that

oth

surfaces

~lmW\~~

i , !

... . . . . l._••

~

~j

t

·r

.:

. .

. . .

!.

••••

registers

and

i ii-:~

;~

iU

i

l ~

:

.:...... :

the

pin the

securely.

tha

with the

oil

ENGINE

lOS

Correct order of assembly of connecting rods is shown

must

in Fig. 42. On all pistons split skirt c

t

amshaft

a

the

;

Position each piston-ring gap one-quarter of a

not

possess such a tool

ring in

turnsothat

tendency for

and

may

be fitted over

them

into

take

it enters

the

rings to overlapthe piston

great care to compress each

the

bore properly. There is a

the

cylinder.

face engine

the

piston rings

and

they break

turn

cylinder

various

If

you do

from

easily.

With pistons correctly inserted apply a film of oil

the

big-end bearings. Couplethem

to

th

making sure stall a new locking tab bene

e cap is fitte d in its original location.

aththe head of each bolt before finally lockingthe head of turn

the

engine. can be removed by loosening is some incorrect assem ther until

th

If

th

e engine is stiff and ifthis

th

bly

ese big-end bolts,thenthere

and

you

e cause has been found .

Crankshaft main bearings are of similar

up tothe crankpin

the

bolt withthetab

must

not

proceed furtyp

sti

e to

In-

but

ffness

the big-end bearings and although it is possible to remove them if you consider would be well advised to leave

th

ese bearings need a

th

is to your Austin dealer.

tte

ntion you

FIG. 4 2 .-

PO

SITIONOFOF

ASSEMBLYOFC

F-S

ETS

ONNE

.AND

CORRECTORDER

CTINGROD

S

When refitting piston carefully oilthe pistons rings

andpiston

Note

camshaft

Ensure

skirt

that

the

oil

sideofengine.

that

the

as well as

holes

(ro,

Fig.

the

39)

holes lineupwith

gudgeon pins.

must

always

corresponding holes

face

away

in shell bearings to allow free passage of oil.

Each

connecting rod is numbered

numbered.

numbers

must

The

These numbers appear on split sides of connecting

and

each half is also

be towards the camshaft.

rod

ends.

OF

from

small

CHAPTER VIII

CARBURETTOR

F

T~E

, e.rratIc or unsatisfactory running, without further ado or

I

l

og~cal

reason he usually blames it on the carbure ThIS may be due in part to the fact easy to adjust, unskilled alt er bad performance:

AVERAGE

th

~

carbure

ttorISrar

adJustn:ents can

Pr

ovidedthat periodic

OWNER

If

the

ely to blame.

ups~t

~oth

has cause to complain of

tha

ati

ons are often the cause of

complaint is

ign

i~ion

att

ention as described in this

t as it is relatively

ana

lysed, however,

'F

idd

ling'withthe

and valve se

ttin

tto

g.

chapter is carried out, unsatisfactory running is generally tr

aceable to some other causethanthe carbure

ttor.

is an accurate metering instrument designed by experts

and any a

ttem

pt to improve its efficiency usually results

only in loss of performance.

Howthe Zenith Operates

Th

e Zen

ith

carbur

ettor fitted to the A35, isof because air enters thr

oughthe choke, taking with it into

atthe top, t

fold a correctly proportioned quantity of petrol. Ap from.being an efficient type of carbure provides a correctly proportioned mixture ranges of

Fu~l

supphed to

thr

ottl

e openings.

drawn from th e tank by the pump (Chapter IX) is

th

e carbur

a float and needle-valve mechanism to ensure a const

(Model No. 26 VME) (Fig. 43), as

the

down-draught type.Itissocalled

rav

els vertically downwards

the

induction mani-

ttor

it automatically

throu

ett

or float chamber. This contains

art

gh all

ant

petrol level irrespective ofthe varying proportions of petrol

that

may be used bythe engine according tothe particular

thr

ottl

e position.

The carbure

and

jet sufficiently, main, compe supply

th

tto

r also c

ont

ains main jet, compensating

slow-running jet . Once engine speed has risen

nsat

ing and slow-running jets

e necessary fuel in correct proportionsupto full

106

CARBURETIOR

2

1°7

r.

=

.L.-_

- 5

6

It

throttle. . The

~h~ot~l

ticking-over . . As. speed increases a

over, slow-runrung Jet cuts

9

FIG.43,- Z

I Fu el Inlet. 2 Choke Control Spindle Arm. 3 Air Mixture.

4 Choke

Contr~

l.

8 Mam J et Cover, 9 Compressing J et Cover.

eISn~arl

8

ENITHTYPE26

Int

er-connection to Th

6 Th rottle Stop Screw. 7 ' Control Spindle Arm ,

Chamber Retaining Bolt

s

low-runni

y

n~

closed, IS responsible when engine is

VME

CARBURETTOR

rottl

e. 5 Va

cuum

10

jet , in operation only when

nd

out

automa

main jet takes

tically.

7

Timing

Float

As has been explained already, when starting from cold,

int

choke on dashboard is pulled so as to close air

!hi

s action .causes t hrottle to open sligh

IOn

mterconnect

ery

l;I

httl

by nni

caused slow-r V

. rod (4, Fig.. 44). Most ofthe depression rotation of engme ISconcentrated on progression n&",

and

emulsi?n block

e air enters at this stage

and

outl

ets

so mi

tly

by means of

(I,

xtur

ake.

2,

and

6):

e is rich as

is desirable when starting from 'cold.

Whe~

th

the

e.engine fires, a heavier depression is cr

engme SIde of s

only by auto

a

~d

close rapidly by engrne puls

xh:r

e weaker and .of greater volume is provided, thus

mI ensunng a good engrne speed p

eratur

e is attained.

I?at

tra

ngler flap (3). As

ic

sprin

~

tensionitnow is caused to open

this

ati

ons. In consequence, a

untilnorma

l working tem-

eat

ed on

is held closed

108

I

Pr Rod 8

Tbr

13 Compensating Jet. 14 Tube

Choke

THE

BOOK

FIG.

44

ogression Outlet. 2 Slow-

. 5

Air

ottl

e S top Screw. 9 Slow-running Jet.10Needle Seat ing.IIFloat. 1 2 Well.

.- S E

Regulating Screw. 6 Em ulsion Block Outlet Nozzle. 7 Emulsion Tube

may

be released gradually untilitcan be r

OF

THE

AUSTIN A3S

CTION

OF 2

6VME

C A

RBU

running

O'!tlet. 3 Stran gler Flap. 4 In terconnection

and

15 its J et. 16 Main J et and 17 Tube

RE T TO R

eturn

ed

to its closed position , when strangler flap will be fully open.

For

normal operation when is ' ticking-ov runnin slow-running o

er'

.petrol/air mixture is supplied from slow-

g jet (9). Depression will be conc

ut

let (2)

throttle is closed and engine

andintu

rn will be directed to

entrated

on

slow-running jet (9) where there is a fall in depression

by

adjus

tme

controlled

Petrol will be

(12). At thro

ttle sion will be concent idling position a

is a sured. On

nt of air-regulating screw (5).

dr

awn from well bene

edge is a

ra

pr

ogressive get-away from slow-running

throttle

furth

ted.

Wh

being opened further, depression

ath

slow-running

er outlet (I ) where depres-

en thro

ttl

e is opened from

jet

will be concentrated on nozzle (6) of emulsion block project-

nto

ing i

narrowest part of choketube. petrol can be drawn from passages (7 ready reserve of

pet

rol mustbe

The

and

ava

13), because a

ilable for in

result is

that

stant

acceleration.

The

eventual source of petrolsupply isthrough main

compensating jets (15

and

16).

Whenpetr

ol in well (12)

and

has been consumed, and as top of well is open to atmosphere,

CARBURETTOR

jet (IS) becomes air-bled. Petrol issuing from will meet emulsified p

ha

common c main j into

choke

nnel (7) thus tending to break-up p

et.

Supply from

tube

etr

ol from compensating jet in a

both

sources willthen be

from emulsion block nozzle.

main

etr

109

jet (16)

ol from

dra

wn

As soon as petrol in float chamber sinks below.a pre-

determined level, float

it

s seating (10) and allow petrol to pass

from intocha

mber.

will fall and pe

rmit

needle to drop

through

seating

Adjustments

Slow-running adjustment, w

sometimes known as

ttl

e-stop screw (6, Fig. 43)

thro

'idlin

The former determines degree of slow-running throt

tle pos

iti

on for idling to be a

slow-running speed this control must be

·

If

t

urn over ', slowly, m

ed in opposite direction,itwill give s

If

engine is inclined to'hunt ' when

ixtur

e is too rich and

air-regulating screw in

hen

g '- is ob

engine is out of gear-

tai

ned by means of

and

air-regulating screw (3)·

dju

sted. To increase

turn

must

beweake

anant

i-clockwise direction. This

and

enables

ed clockwise.

lower'

runn

ned

by turning

tick-

ing

will cause a reduced depression on slow-running jet resulting

in a reduced

If

weaknessatslow-running speeds is suspected, adjustment screw should be This

will

output

.

then

turn

red

uce air leakatscrewto give a greater depression

ed in a clockwise direction.

air-

on slow-running jet.

If

the

carbur

ett

or is old,itis impossible tohave good

It

slow-running. factors Th valves se correctly sary for

burettor hot

jets)

otherthancarbur

ese include jo

not

tt

ing of sparking plug points. Once

seating, ignition over-ad

adjust

many

It

may

be here mentioned

settings

climates. Alternatively, slightly richer settings (larger

may

be used in cold climates.

must be rememberedthatthereare

ettor

that

intsthatarenot

ed, however, no

influence slow-running.

air-ti

ght

,wornvalveguides,

van

ced,

and

carburettor

attention

should be neces-

inc

has been

thousands of miles.

that

may

be found necessary on cars used in

slightly weaker car-

orrect

IIO

THE

BOOK OF

THE

AUS

TIN

A35

Dismantling

No working p derangem any possible source of by having passed

Grit or wa bowl not have been cleaned a

Water in petrol can give

art

ent

by wear. All.fuel is filtered,

throu

ter

mayenterth

s of the Z

enith

tr

ouble.

gh air filter.

e passages should filters or

nd

tr

ouble unexpectedly because

carburettor are subj ect to

thu

In

addition, air is cleaned

s eliminating

drained often enough.

it will not pass through the small orifices and so, being

ta

rved of p

s

etr

ol,the engine misfires or stops.

Sometimes, therefore, it may be necessary to dismantle or clean the carbure requiring mantling, ensure clean. simi to drop

If

lar

clear surface so

any

tto

r but

the

design is such thatthose p

att

enti on are readily accessible. Before dis-

thatyour

possible disma

small part, it may be re

handsand

ntl

e over a metaltray or some

that

, if you are unfortu nate enough

bench arethoroughly

tri

eved.

art

Float chamber (27, Fig. 45) should be disconnected by un

screwing securing bolts (3)andwith float (33) removed to

a safe place. Remove main and compensating jet

(24 and26), b

oth

of which are located on

und

erside of float

plu

gs

chamber. Main compensating jets may be unscrewed by using squared end of one of

e floatch

amber

ret

aining

th

bolts.

Slow-running jet (36 inset) (37) may also be removed from flo

xt,un

screw

the

Ne block

(Ig) to flo

joint washer

(20).

five set screws (I8) securing emulsion

at

chamb er, taking care

Hold carburettor firmly in one hand a suitablespanner removeneedleseat ing

Remove (I), allowing s

str

angler flap (2) by unscrewingthe two screws

tr

angler spindle (30) to be withdrawn after

and

screw over c

apa

not

to damage .

city well

e help of

at

chamber.

andwith th

(2I)and washer (22).

unhooking strangler spring (3I) .

ra

The st consequently special care should be it.

ngler flap is bevelled along its two ro

taken

It

can be fitt ed correctly only one way. Correct position of strangler spring should also be reference to s

Theint

from its

tra

ngler lever (28).

er-connection rod (8) should now be disconnected

upp

er end.

und

ed edges,

before removing

noted

with

CARBU

RE

TTOR

III

s

FI G.

45

.-E

I Screws Fixing and 2

Carburettor Body. 6 Air Regu

connection Rod. 9 Float Lever. 1 0 Throttle Lever and

Washer. 13 T Screw Spri ng. 17 Stop Screw. 18 Se t Screws Fixing. 19 Gasket. 21 Needle Seating and 22 Washer. 24 Compen 25 Main J et Washer and 26 J et. 27 Fl oa t Chamber. 28 Strangler Lever. 29 Retaining Clip for

Stran

Lever. 33 Fl

xPLODED

Str

hrottle

Spindle. 14

gler Lever. 30 oat.

34 Gasket (bowl to

Jet . 37 Screw over Capa

A clip (2g) holds strangler lever in position. Undo

and strangler lever will slip off along with its spring

VIEW

angler Flap. 3 Screws Bowl to Barrel. 4 Choke Tu be. 5

lating

Stra

ngler Spin dle and 31 Spring. 32 Spring for

OF26VME

Screw. 7 Screw Fitting Choke Tube. 8 Inter-

Thr

ottl

e F

ixing

barr

el). 35 Air Release

Screws. 15

city

Well

C AR

BUR

ETTO R

II

Fixing Nut . 12 Sprmg

Thr

ottle. 16 Stop

Em

ulsion Block and 20

sating

Jet and 23

Tub

e. 36 Slow-running

Wash

Stran

gler

thi

(32),

er.

s

the correct assembled position of which should be noted.

With

throttl

e (IS) closed, also note relative positions of

and

int

floating lever (g)

throttl

e lever

edges of

(IO).

thethrottl

Alternatively observe

th

Unscrew rottle.The

th

e two

spindle (I3) canthen be

erconnecting Also notethe way in whichthe bevelled e fit inthe bore of carburettor body.

th

e position of dimpl es onthe

throttl

e fixing screws (I4)

rod

assembly and

and

tak

en out with

throttl

withdraw

e.

lI

Z

TH

E BOOK OF

floating lever,

int

er-connecting

lever, leaving spring washer (re) and

Takeout

thr?ttle

stoJ?screw (r7) and its spring (r6).

THE

rod

AUS

TIN

assembly

nut(II

A35

and

throttle

) in position.

Also remove air-regulating screw (6) together with its

tub

spring. When detached screw (7) will allow choke

e (4)

to be taken out.

Reasse

dismantling process is followed in reverse. damaged, change joi and carbure side marked

unlikely there will be cause to remove this

Cleaning

mbl

y

Reassembling

It

is best to leave emulsion block in position, for it is

the

carburettor is straightforwardif the

nt

washer (34) between float cham

ttorbody.En

'TOP'

upp

ermost.

surethat

If

float is replaced with

at

any time.

Jets

old or

ber

Flush chamber with petrol and clean jets by blowing

through

- in reverse probing them or you orifices or cause a

replace jets. Before doing so, however, ensure that

them

- eith er with a

dir

ection to fuel flow. Do not use wire for

may

burrthat

tyr

enlarge the carefully calibrated

will

Having t horoughly cleaned flo

e pump or withthe

par

tially block them.

at

cha

mber and passages,

mouth

th

fibre washers are correctly positioned and in good condition.

at

with

Re-install flo

Before pos

iti

oning carburettor, operate

themark

on pump to ascertai nthat

If

it

needle valve.

pa

ge

on Inc

1ZO.

orrectM

ixture

For all positions of

tt

carbure

or setting is predetermined by

main jet, compensator

does not,

the

jet

times try to fit smaller jets in an

fuel consumption

but

by

such experiments give rise to overheating

the exhaust valves to burn.

experienced necessitating a wider

usually an increased fuel consumption . Standard size

' top'upp

ermost.

hand

petrol passes freely

see'

Petrol SupplyFailure '

throttle abovethat

for idlingthe

the

and

choke tube. Owners some-

att

unduly weakening

empttoobt

the

often

In

addition, loss of power is

throttle

opening and

primer le

thr

sizes of

ain b

mixtur

causing

ver

ough

the

etter

s:

CARBURETT

Choke Compensating d higher

too weak

to stop suddenly. tor is a sym

ignition, or sticking

tube:

ent

ally, all jet sizes are clearly marked on

the

An incorrect

numb

the

2Z

mm,

with

jet

i: 57. Slow-running

er,

the

largerthe jet.

mixture

engine

is either too weak or too rich.

runs

erratically when idling

'Spittingback'

ptom

of a restricted

val

If

th

e mi

xtureisunduly

ves.

will tend to choke itself to a stop. On acceler hesitate before clearing

Lack of acceleration adjustment, cylinder head.

carbure

retard

Oth

tto

r, partially blocked jets, engine not correctly

its

elf

may

ed ignition or he

er causes are faulty fuel supply, dirt in

OR

third

bar

. Main j

jet:

through

jet

, weak mi

rich

the

engine

and

again running evenly.

be due to f

aulty

avy

carbon deposits·in

II3

et:

50. Inci-

the

jets

-the

and

tends

the

carburet-

xtur

e, faulty

aft

er a while

at

ing it will

slow-running

80.

If

timed, indifferent compression, sticking or badly-seated valves.

High fuel consumption may be due to any one, or a com-

bin

ati

on, of cleaner. Excessive vibration onenginemo ing carburettor. Str

angler-flap partially closed.

the

following:Over-rich mi

In

correct jets.' Leaks in fuel s

xtur

e. D

unti

ngs. Flood-

upp

irt

y air

ly line.

e

PuncturedFloat

A punctured float is

the

float, when

ut.

It

is b

abo

ett

to solder the leak will increase

rar

e.

It

can be verified by s

the

petrol inside can be

heard

er to replace a leaky float for

the

weight thus causing

splashing

any

att

hak

ing

empt

the

level to be raised giving rise to increased consumption.

If

it is essential to effect a first-aid repair, however, immerse This will escape from

of petrol vapour. Once float film of solder carefully restricted to

e

leak. You can test immersing

the

float in boiling

ma

y be soldered

the

wat

the

by

er to evaporatethe petrol.

puncture inthe f

petrol has been eliminated the

applyingthe

the

efficiency of

float in boiling water

orm

of bubbles

thinn

est possible

actual area ofthe

the

repair by again

and

this time no

bubbles should escape.

If

at

any

th

at

time you remove

the

gasket between its flange and

the

carburettor, always ensure

the

inlet manifold

II4

is in good condition. Remember also pipe

found advantage,particularlyinthe

!ha~

THE

jointtothe

When

that

.is now

BOOK

distributormust

the.carburettor

the

ignition

run

in.

OF

THE

AUSTIN

that

be

kept

has been

setting

adjusteditis usually

also can be

caseof a reconditioned engine

For

instructions on adjusting

A35

the

suction-

airtight. adjusted

with

the

ignition see page 174.

Air Cleaner

The

airpassing

~o

gritord!rt

mcrease engme life

A.further.imp~rtant

w

ett

ed with oil, permits

into

the

~nters

the

but

also to reducethe deposit of carbon.

p~intisth~t

carburettor

engine. This

the

air

to become impre

is cleaned so

not

only tends to

filter elem

ent

that

, being gnat

ed with finely divided oil particles so assisting efficient lubrication. A final

ac!s as an effective silencer

but

important

pointisthatthe cleaner itself

by

eliminating

carbur

ettor

noises,

One of two types of

air

cleaner is ofthe oil-w

:ars

fo~

It re

E

xport

with

theHome

quir

es no attention,

Th

e oil b

ath

Market) should be di

oil up to

typ

the

air

cleaner maybe fitted.

ettedtyp

~ark

et.

Apart

e of

aircleaner

smantl

arrow m

ark

The

e (Fig.

46)

and

is fitted to

from regular cleaning,

(fitted to cars forthe ed, cl

eanedand

eve

ry

1,000

miles.

normal

filled

In countries with a heavily dust-laden atmosphere cleaning should be c

To

b

olt

, disconnectthe bre

.The oil wmg strainer in to

drain rrect level, Th

every 6 ,000 miles. the cleaner should point where bolt. d

etach

Pouralittl

in

sert

arriedoutatmor

r

~move

bath

either

air

nut.The

petrol

and

dry

and

typ

cl.eaner is dism

stramerthen

and before new oil is the

cleaner reassembled.

e fr

equ

ent

inter

vals.

e of air cleaner, slacken its cl

atherpipeand

can

clean oil r

liftitoff.

antledby

be lifted

etain

er. Allow

pour

ed in up to

releasing

out

. Rinse

strainer

e cleaner used inthe Home Market should be cle

If

operated in very

have

the

If

th

ed from

the

cleaner joins

is is looseneditwill allow

the

carburettor.

e p

etrol

cleaner vertically so

attention

into

a suitable shallow

the

that

dusty

more often.

carburettor

the

end

conditions

At

is a

cleaner to be

cont~iher

having

amp

the

aned

the

clamp

and

the

gau

ze will be swilled in

in

the

petrol,

the

cleaner aside to engine oil over away

before refitting

FIG

you

the

. 46.-

can

AIR

Position cleaner so

Before finally

pu

shed home fully on to c Regular a

becau

se with continued use loaded this tor

with dust.

will pre

resulting in an enriched

tight

tte

ntion to

vent

air

consumption.

CARBURETTOR

it.

By

wash

away

dry

and

gauzeand

the

CLE

that

ening cl

when

allow

cleaner tothe carburettor.

ANER,OIL

gauze end is facin g radi ator.

amp

arbur

briskly

the

air cle

the

What

is worse, if cleaning is neglected

moving

any

grit

and

thoroughly

any

surplus to

-W E T TEDT Y PE

bolt

make

ettor

stub.

anerisvery

filter element becomes

from freely entering

mixtureand

increased petrol

the

dust.

dry

sur

e cleaner is

necessary

the

carburet-

IIS

cleaner

Set

pour

drain

CHAPTER

IX

FUEL PUMP

HE

FUEL'TANK

T

underthe

floor of luggage compartment. Asitis a lowerlevelthan side of engine,itis necessary

-capacity

thecarbur

51

gallons-is

situated

ettor, which is mounted on

that

fuel should be supplied by

at

near

pressure. This is effected by a mechanically operated pump

bolted on left-hand forward side of engine crankcase, with inlet pipe from rear tank. A lever is fitted to enable carbur

ettor become empty due to evaporation.

to be primed by hand, should float chamb er

leaking from edge of di alt

ernately. Sometimes such leakage may actually come from one of pump

The chamber is full set up in and

supplying further petrol although

may

continue working .

The plunger latter

th

e pipe unions causing fuel to

and collect around di

pump

mechanism is so a

andthe needle valve closed

the

pump

(Fig. 47) is similar in action to an ordinary

pump

except for

is replaced by a flexible diaphragm of large diameter. As the cam moves diaphragm downwards ment

chamber

and

the inlet valve. As

aphr

aphra

prevents

the

rocker

thus

creating a vacuum in

drawing fuel from

the

cam turns, inwards causing a diaphragm to rise by compression spring ben the outlet valve, since

eath

it. This forces fuel through

th

e inlet valve is now closed against

its seating to which it is held

If

petrol app ears to be

agm,

tight

en cover screws

run

gm flange.

rra

nged

that

when

the

diaphragm from moving

the

operating

fact

that

the

plunger in

arm

outwards, it brings

the

tank

the

rocker

by

a small compression

the

arm

action of

down to the

float

pressure

arm

the the

the

sedi-

through

moves

the

spring.

Before it can pass through a fine filter gauze examined

enterthe

and

cleaned if necessary every

diaphragm chamber, fuel

(I

0, Fig. 47). This should be

2,000

miles.

must

Access is gained by removing dome cover, after unscrewing retaining screw, when filter gauze itself

116

may

be lifted off

FUEL

its

seating. Cleanitwith

p

etr

ol. At On replacem screw joint. make certain head

the

same time, clean

ent

do

not

but

tighten only sufficiently to ensure a fuel-tight

Fit

a new cork gasket

that

fibre washer has been replaced under

of retaining screw when refitting cover. Check all

pump-mounting set-screws

PUMP

air from a

out

tyre

pump, or

sediment chamber.

II7

with

overtighten filter-cover retaining

und

er filter cover

and

petrol pipe unions for

and

tightness.

.

I Di a

D

rain

Filt

er.IICork Sealing Wa

shaft. 15

The that inlet valve faces upwards,

wards. Upward movement of force petrol through petrol to escape the the whilst

irom

FIG.

47.-A

phragm

Pull-rod,

Plug

and 6 Chamber. 7

Anti-rat

inlet

they

and

tle Spring. 16 Connecting

and

outlet spring-loaded valves are so arranged

permit fuel to pass only in one direction.

past

other hand, when

SECTIONTHROUGH

2 Spring. 3

sher

Diaphr

Inl

et Union. 8 Delivery Valve and 9 Port .10Gauze

. 1 2 Inl et Valve.13Camshaft Eccentric. 14 Cam-

and

the

delivery valve, raising it to allow

it on

its

the

way to

diaphragm is drawn downwards

FUEL

PUMP

agm. 4

Pump

Chambe r. 5 Sedim

Link

. 17 Rocker

the

delivery valve down-

the

diaphragm can only

the

Ann

carburettor. On

and 18 Pi vot

The

delivery valve moves downwards against its seating

the

inlet valve opens

the

tank

by suction.

and

allows petrol to be drawn

From

thisitshould be clear

ent

u8 that

~ovement

mlet

w~en

bemg demanded. When

float rises to close

further supply of fuel. of the

the pump.. ThIS supply cannot be

bur

THE

BOOK

fuel is supplied to

of .the diaphragm

and

delivery valves to function .

The

pump

.

the

I

Re

tain

Filter. 5 Dehvery Union, 6 Inlet Union . 7 Sedim

dia

rocker arm

float chamber is filled

FIG.

ing Screw, 2 ,Fibre Washer.~Cork Sealing Washer. 4 Gauze

Note: Priming lever is near NO. 7

phrag~

OF

THE

AUSTIN A3S

thecarbur

th

e needle

48.-FuELP

Washer

Th

dra

ws a further supply fromthe t

ettorbyan up-and-down

and

this alternately causes

may

continue to operate even

and

the

float ch

val

UMP

virtually no fuel is amb

ve,

thu

s cutting off any

E X PLOD

ED

ent

Drain Plug and

e nextdownward movement

pump

ed intothe car-

er is filledthe

ank

ettor, smce the needle valve is shut. The diaphragm of

the fuel-pump inlet is held downwards unable to force

fuel past

rocker lower slotted l

th

as

th

e needle valve ofthe carburettor. Thusthe

armofthepump

inkofthe

e carbur

ettor

merely rises

diaphragm assembly. As soon

requires more fuel,

and

falls within the

and

when

the

needle

th

the

to

valve opens,

the

FUEL

diaphra

PUMP

gm will rise

thu

s forcing

the

u9

petrol

intothe float chamber.

the

Once

thro

ugh its linkage, will again draw it down . According to

the

requirements of rise. Thus it will be seen down by back

diaphragm has risen sufficientlythe rocker arm,

the

float chamber so will the diaphragm

thatthe diaphragm can be held

pr

essure inthe pipe leading to

the

carburettor. When further supplies of fuel are required, however, the

compression spring will movethe diaphragm upwards to supply down th

e fuel tank. As long asthe engine is running a supply

is always available to m

at

flo

A small compression spring holds continuous cont carr ies

Fromthe above descri pump long as ally drained from ind

As mentioned earlier, lever for priming ber is not full a slight pumping resistance is felt before lever reaches its stop. This resistance ceases when

th

e additio

th

e diaphragm

nal

fuel.

andthe

Th

pump

aint

ain a const

chamber throughthe medium of

act

withthe camshaft.

th

e linkforth

is automatic in action

th

e filter is kept clean

e fuel-pump diaphragm.

pti

on it will be seenthatthe fuel

and

th

e sedimentbowl,the

efinitely.

th

e fuel pump is provided with a

purp

oses.

If

the c

e rocker

armthen draws

re-charges itself from

ant

level in the

the

needle valve.

th

e rocker arm in a

Th

e rocker arm

simple in operation . As

any sediment is periodic-

unit

will function

arbur

ett

or float cham-

the

the chamber is full. To testthe pump in position, switch off the

engine

and

disconnectthe fuel

pumpatth

e carbur

ettor

end leaving a free outlet fromthe pump. On turning over

the

engine by of fuel at every working every two revolutions of

One important point must

hand-priming lever cannot operate

held down by wards,

thusdra

hand

there should be a well defined spurt

str

oke ofthe

th

e engine.

th

e cam having moved

wing it down.

pump-thatis, once

not

be overlooked. The

th

e di

aph

the

If

this is so, although the

rocker arm out -

ragm if it is

hand-primer lever can be operated, it will not be felt to

th

e

move sarytoturn so bringing

the

e diaphragm downwards. Thus, it will be neces-

the

engine approximately one full revolution,

th

diaphragm to

It

will be

e cam clear of

returntothe

und

erstood

that

the

rocker arm,

uppermost position.

the

hand-primer lever will

and

allowing

not

120

operate

closed, for

holdthe' diaphragm in

THE

BOOK OF

the

diaphragm if

the

backpressure in

THE

AUSTINA3S

the

float-chamber needle valve is

the

petrol

pipe

the

lower position.

naturally

Fuel Supply Failure

Should

tained

th

ere is fuel in

thi

s is so it is as well to make a positive check by dipping a clean actually

verth

ne responded to calls for help when all thatthe fuel tank was become deranged leading.

tin

ellow'

f

If

quickest disconnect

ha

c ing reaching be in att

Suppose you find assume is

not from and pipe itself. nect the th

ere be an obstruction clean ber of hand most unplea

- it will probably mean

the

engine stop becausethe

correct level inthe floatchamber, ascertain

the

tank. Even ifthe gauge indicates

rod

or stick into

th

ere. Element ary as

thetank

pum

p has

not

to ascertainthat

thi

s advice may seem it is,

eless, a fact that garage breakdown vehicles

that

empty

and

in consequence give an incorrect

It

is a wise precaution always to c

I Sometimes fuel gauges

of petrol inthe boot- even if only to help ,

was wrong was

arryaspar

the

sometimes I

it is established

method

the

fuel

mber unit. T est

the

engine as suggested on page

thi

s point it is obvious

thecarburett

that

-there is fuel 'inthe

of checkingthe faulty compon

pump

from

thecarbur

the

flow fromthe fuel

that

or.

Inthis case, cleaning it with special

ettoratthe

pumpbyturn-

IIg.

Should fuel be

the stoppage m

tank,

ent

ention tothe needle valve will probably rectify matters.

that

the

carbur

ett

thefault

lies somewhere else.

or is all rightand

It

may be

tha

being discharged fromthe pipe you disconnected

the

pump.

turn

the

fuel pipe to

end

and

the

, if you can

Disconnectthe pipe from the pump again

engine in casethere is some blockage in the

If

againthere is no petrol temporarily recon-

find

out

if you can suck fuel

pump,

as previously described. On

dra

w petrol-rememberingthat as it has a

sant

taste you should avoid taking a mouthful

that

thepump

. Place your

the

filter

one of

the

mout

thro

ugh. Should

and

sediment cham-

pump

valves is not

the

seating correctly.

the

Alternatively,

diaphragmmay be

punctured

will

main-

that that

fuel is

have

other

the

is to

float

ust

t fuel -

h over

other

or-a

ed, for

actuat

121

ed

FUEL PU MP

very

rar Thi th

inlet orifice because

e occurrence- the diaphragm spring has broken.

s can usually be noticed when the engine is

e ch

ara

cteristic breathing sound will

th

e diaphragm will not be

not

occur atthe

turn

correctly.

In

either case, open

disclose filter screen. Wash out sedimerit bowl

filter as already in

A syringe

(8 a

nd

If

the bled, union thepum

If

you again cannot draw p

the

e

filter pipe to therecontin

may

12,

Fig. 47) valves to remove-any gritthat

pump

and

nuts

continues to refuse to function when assem-

the

diaphragm screws are

are

tight

p could preventthe

and

re-assembling

the

pump. Apply suction to

ues to be no response it prob ably is due to an

accumulation of fluff or

tank. blowing down you the such a case

It

may

th

may

clear

tanksothat

the

the tank

end of your journey

up

pump

chamber (4, Fig. 43) to

and

clean

stru

cted. .

be used to force fuel to delivery and inlet

may be

eat

ing.

tight

, see ifthe various

. An air leak on

pump

etr

the

pump

dirt

drawn into

the

suction side of

from working.

ol through after cleaning

, disconnect the main

the

end of it,

the

pipe from

and

the

be this encumbrance can be cleared by

e pipe. Remember, however,

pipe temporarily the

the

trouble may recur at _any

should be drained

and any

fuel remaining should be

and

that

dirt

remains in

time.In

cleaned at

whilst

the

if

filtered.

Leaking Fuel Pump

An

important usually evidenced only when stopped.

It

point to rememb er is thatle

th

e engine is running or has

is only under these conditions

that

aka

the

ge is

pump

is known to be primed.

Although fuel this is-not necessarily proof The golden rule in diagnosis is : ' Never sions.' First wipe

and

a rag due to a loose pipe connection have been removed

-cover

and

may

be seen to be dripping from

that

the

pump itself isatfault.

theext

erior ofthe

see whence the fuel is coming.

or-shouldthe pump cover

-from

the

gasket fitted ' between

body, or from 'the gasket bene

thepump

jump

to conclu-

pump

carefully with

Th

e leak

may

aththe bolt head.

be

the

I22

If

the ing the sediment chamber to

they have loosened fuel tween the screwed up, preferably tightening

THE

necessary

pump

BOOK OF T

the

engine

itself is primed.

HE

AUSTIN A3S

maybestart

Another possible source of leakage is

the

lower chamber. Should

ma

y escape at this face joint be-

upperand

lower surfaces.Ifso,

th

em diagonally to ensure

ed to ascertain

at

even pressure.

.

It

sometimes occursthat

diaphragm leaks flexion by p

at

this po

air entering on

umpt?take

atthe centre . Naturally,there is some

int

but

the

a consider.able .timetoprime itself. In

case; WIth leakageatthi

aft

er prolonged service the

usually

any

suction stroke,

s pointthe

outl

leakage is evidenced

et pressure would

be somewhat reduced.

att

empt

Do not

to replacethe di tion requires detailed knowledge of Apart

from

the

pressure developedbythepump

would result in

anything

creased fuel

y

~ur

Austin

consumption;

dea

else, unskilled replacem

the

carburettor flooding or .having an in-

diaphragm life

ler can usually give you quick service for

aphra

gm as

thepump

to be increased. This

this component.

Fuel-tank Contents Gauge

The

fuel contents gauge on

shows you how much petrol is in

the

instrum

the

tank,

trically through an ingenious float device.

The

indicator

current,

the of current. through the gauge, between the

current consumption is extremely small, so wired Reference to Fig.

handonthe

movem

The

the

that

ent

greater

the

more willthe indicatorneedle move

limits of

'Empty'and

it is in use only when

49 shows

gauge is movedbyan electric

being controlled bythe amount

the

amount of current passing

' Full '. Although

the

th

e working principle of the

electrical circuit.

the

fuel

tank

In the end of an unit. Attached to against

the

electrical resistance

As the level in

is a small cylindrical float

arm

tha

t pivots in

th

e arm is a riding contact lever bearing

the

fuel

tank

rises

the

die-cast body of the

that

forms

the

float varies

the

screws hold-

they

should be

thu

s causing the

thi

s opera-

assembly.

ent

may cause

may

be reduced.

ent

panel, which

operates elec-

the

gauge is

ignition is on.

attac

the

rheostat.

the

hed

res

that

any

ist

FUEL

ance and the amount of current flowing

Th

dial on the dash.

e meter co

PUMP I 23

thr

oughthe meter

nta

ins two small electromagnets consisting of coils with soft-iron cores. The variable current flowing

throughth

field and controls the position of

ese coils

th

alt

ersthe magnetic

e needle.

This t ype of gauge is extremely simple and should give

no trouble

butifth

ere is any

int

ermitt

ent

operation it may be due to a broken wire or to a loose connect ion. Should

s be suspected, examinethe wire and

mak

e sure

thi thatthe termin al is clean before finally tightening it. Failur

e due tothe fl

extr

emely rare.

is

It

is

importanttonoteth

PETROL

GAUGE

L-

FI

G. 4

9.-ELE CT RI CAL C

th

e resistance coil inthe t instrument-panel gauge, be tested by applying full voltage to

If

you suspect an electrical fault in either, you will be

th

well ad vised to get your Austin dealer to check

oat

leaking or tothe mechanism sticking

.£:. EARTH

I

= BATTERY

~T

at in no circum

IRCUIT

OF P

ank

unit

ETRO

, northe winding inthe

stanc

L G AUGE

es must

SYST

batt

EM

ery

em or damage will be caused tothe installation .

th

em over

for you.

If

you suspectthat the float ofthe

ma

y be removed fromthe well at

it face of but metalpartorth

to

be on.

th

tak

The

face ofthe t

e tank. Disconnectthe wire fromthe

e care it is

not

allowed to short-circuit on

ere may be damage should the ignition

ank

is protected by a rubber cap and

tank

unit is leaking,

the

rear ofthe top

tank

unit

any

this must be removed to gain access to the six retaining

th

screws. When

-

removed.

ey are withdrawnthe

unit

may be

124

Tak

T

e care

HE

not

BOOK

OF T

to bend or s

as it is when supplied or its co limits of its

tr

avel may be affected . The flo

vided with top and bottom s

arm

overrunning the resistance.

?h

ould

th

umt

fit a new one and reconnect

Th

e cover pl

th

e screws around its edge. See t

th

e cover pl

dirt

from working its way

e gaske t be damaged when replacing

at

e should then be replaced and secured

at

e is in good order for

int

HE

AUS

trai

n

th

e flo

rrect

movement between

top

s to

pr

th

e gauge wire terminal.

ha

t

th

thi

o the

s prevents

int

erior of

TIN

A3S

at

arm other

at

arm

th

e co

th

is pro-

nt

e

tank

ev

ent

with

e gaske t fitted to

dust

th

e car.

th

act

an

or

e

CHAPTER X

COOLING SYSTEM

r

rH

E

ENG

and

pr

of

th

at

essurized.

e coolant (

ed

in

point valve, loc

m

at

ely 4 lb. per sq. in. pres

includes a centrifugal

INE OF

TH

E A35 is water-cooled, sealed

Thi

s pressure raises the. boiling

wat

th

er) to

e radiator filler cap, opens at approxi-

wate

r pump dr

0

2

24

F. A pressure relief

sur

e.

Th

e cooling system

iven

by a

tri

angular

FIG.

sO

.

-COOLI

tat

.

2

Oiling Plu g for

ra

tor.

adju

stm

tur

e (I, Fig. 50).

ent. A

V b

gland wat a ve

I

Thermos

elt

from

th

e gene

requires no '

er

outl

et on cylinder head to assist

ry

desirable fea

A useful fittin g as an extra is an car. Connected to engine

water from

bulkh

the

th

ead a

e cooling system,

nd

incorporat es a core

engine can be circulated.

1

25

NG

S Y STEM

Water

Th

e spring-loaded c

th

ermostat is fitted at

rapid

int

erior

it

th

Pump

arb warming upheate

is m

oun

ted on

rough which

on-type

r for

the th

hot

e

126

THE

BOOK OF

THE

AUSTIN A3S

A small electrically-driven fan is fitted tothe heater so that w Th

control switch sit in a clockwise direction (5, Fig. is de

arm

air

can be circulated

e method of operating

ua

ted tothe centre of the ins

alt

with later inthis chapter.

th

e hea

2).

throughth

ter

fan is to

Th

e heater installation

e car

trum

ent panel

turn

Any petrol engine becomes hot in use because the

p

etrol/ai less this is dissip impossible for metallic seizure. Cooling is effected through the The water passes down through the core of to a to to find its way th header

r mi

xtur

e when ignit ed develops intense

ated

the

oil film would br

radiator

tankatthebott

thepump.From

thr

normal lubri cation would become

eak

down resulting in by

and circulating it around the cylinders.

om,

then

ce through a connecting hose

here it circu

ough passages

lat

es aroundthe cylinders

intothe cylinder head,

hea

passing

the

t. Un-

radiator

en aroundthe exhaust ports, etc., finally to reachthe

tankatthe

topofth

e radi

ator

by way ofthe

connecting hose.

As soon as the engine is V belt, circulates th

e na

tur

al tendency of the wa

the

described above, for

eattransferred tothe

The h

pat

ed bythe curre nt of air

forw

ard

progress ofthe car, assistedbya two-bladed fan

mount

ed on an extension of

immediately behind

startedth

water

hot

wat

th

e radiator (3, Fig. 51).

e pump, driven by the

thro

ughthe system assisting

ter

to follow the course

er rises and cool

er from the engine is dissi-

thro

ugh

the

thepump

shaft

radi

wat

ator

and

er falls.

bythe

situated

Thermostat

To ensure ma ximum engine efficiency it is essential to

ating

tempe

ratur

keep the oper ta

in limits.

water outlet at

The

volatil liquid

engine is cold,

Thi

s is done bythethermostat, located inthe th

th

ermostat consists of a m

e front ofthe cylinder head (2, Fig. 51).

tha

t controls a mushroom valve.

thi

s valve is closed, a by-pass being fitted to

allow for slight circulation. On s

th

flow of wat er to

resulting in a

rap

power unit. The he

e r

id increase inthe

atofth

es of the engine within cer-

eta

llic bellowsfilled with a

tarting

adiat

or is temporarily restricted,

wat

e w

ater

the

er temperature in the

in contact with the

Wh

engine, the

unit

body

wat

upp

enth

the

er

COOLING SYSTEM

12

7

.

9

8

7

FIG

. S

I Piller Cap. 2

S W

ater

Pump. 6 Cylinder Block Drain Tap . 7 Heater Tap, 8 Peed

I.-TYPI CAL

Thermostat

Pipe and 9 Return Pipe

CO

. 3 Pa n Blade. 4

OLI N G S YST E M

Radiat

or Drain Tap.

bellows causes the valve to open gradually through expan-

the

sion, ultimately allowing full flow to

Th

e thermostatis de

tach

able so

that

radiator.

should occasion arise

it can be removed from its housing and the hose recon-

nected. This avoids laying

If

the

thermo

that

may

Whe

n the system has been completely emp tied, it is

ntia

esse

l to wait a mi

statistight

be utilized to ease it from the casting.

nut

topping up, t o allow air t o escape

e

valve.

Thethe

158

rmostat is set

0

to 1670F. and it cannot be altered. When decarboniz-

upthe car.

the

re are two holes on

the

top

e or two after refilling before finally

thr

ough the thermos

by

the manufacturers to open at

tat

ing it is desirable to t est the thermostat by immersing it in

tha

water the

t has been raised to

valve fails to open a new

the

requisite temp

unit

should be fitt ed.

eratur

e.

If

128

Overheating

If

of the cooling

TH

E BOOK OF

THE

AUSTI N A35

you are in doubtas to what is the normal temper

wat

er, let us explainthatthere are two

atur

extremes to avoid. The cooling system may become so

thatthe

hot there is something wrong. readily asc is when the system is too cool or insufficiently high t o effect c vaporization will not tempera required to vaporize the mixture completely and if not achieved cating oil on th

inned it loses some of its effectiveness and fails to prev

water boils and

ertainab

le becausethere is no visible sign.

tak

tur

e has been reached. Heatfromthe engine is

partly

vaporized petrol may dilutethe lubri-

th

e cylinder bores. . Should

thi

s is always a sure signthat

Theoth

er extreme is

the

arb

engine t

uration, since perfect

emperatur

e place unless a certain minimum

thi

s oil become

not

thi

cylinder-bore wear. Most cases ofthis occur whenthe engine is first s

-sive use of

lup period

Perhaps at some time vou become aware

is boiling. Should such a high temperature be

not

imm

ediately unscrew the filler cap.

runthe risk of severe scalding, when the b oiling clouds of steam gush

at

engine th

e water has cooled off. As a rule

ust'

. This state of affairs usually remains

tr engine boils The engine is sound-insulated from

th

e shield also keeps out smells.

and easy to determine whether

th

e ' sme

by certain indic tend

ency to ' pink ' often isthe first sign of an overheated engine, although this may be due to some condition th

an water boiling inthe radiator. By water begins to boil, steam passing pipe is not visible to

If

it is consideredthat 'there's a smell of hot engine ',

and

if you

ta

rted and usually are aggra

th

e choke-therefore,the short erthe warming-

th

e b

ett

er.

vated

that

th e r

rea

If

you do this you

out

like a f

once. There is little else you can do

th

e average owner

-a

positive indication

ll'

of heated machinery. There are, however,

ati

onsthat can be used as guides. A

ount

ain. Switch off the

but

takesthe

th

e engine is running too hot

cooling system ' on

that

something is wrong;

theint

erior ofthe car

Thu

s, it is

not

the

thr

th

e driver.

think

it is a long time since the radi

oughthe overflow

by exces-

adiator

ched do

wat

wait

until

untilthe

always

sudd

oth

timethe

ator

was

so

s is

ent

en

COOLING SYSTEM

1

29

filled, or if there is any other reason for it, have a look to

make sure.

und

e

Anoth er point to be

radiator with cold water

even hot water

-to

an enginethat has boiled

its water can often cause a cracked cylinder block.

you must get onthe road again inthe shortest

It

e

andthere is some water inthe cooling system, engine and add water carefully so ent

eringthe block and causing local c water-pump will help in this direction to play for safety and wait until

th

So much for

th

e boiling and how to prevent a recurrence. The following

e results. Now to discover what caused

queries are tabulated and if you go

erlined is : Do not fill up the

if

it is

overhea

ted. Adding wate

away

tim

that

it is prevented from

ontr

but

th

e engine has cooled off.

action.

it is always best

throughthemth

r-

most of

e possible

startth

Th

e cause

If

e e

should be discovered. Do not be tempted to stop as soon as you

the oughly furl

thinkthe answer has been found

questionnaire in case morethan one cause is applicable.

(I)

If

you use a radiator muff or blind, has it been

ed?

(2) Are running conditioils

Is it open enough ?

unu

sual inthatthere may be

a heat wave, a full load, a long incline, or a following

(3) Isthe hand-brake

er

or binding so

Th

ese queries can be quickly checked by stopping

that

partl

y on or are

more power is required to drivethe c

car on level ground andtrying to push it along. can easily be done and if it

thenth

e brakes

-or

any stiffness in

run

s for a

but

work

the

brakes sticking

littl

e distance freely

thetransmissi

thr

wind?

If

on-c

ough

thor

ar?

the

this

-

an

be eliminated.

th

(4) Does hapsth efficiently. This ope

e engine seem to be ' pullin

e ignition advance mechanism is not working

ra

tes

automati reason or other it does not give the full range of thenthe engine theretard

(5) Test

st

art

er

ing-handle. Should cylinders be weak of overheating.

(6)

If

the fan-belt slips

will

lose power

ed ignition setting.

th

e compression by

the

thenth

Th

e engine

e valves

the

and

turningth

compression of one or

may

ignition warning li

g'?

If

not, per-

cally

but

if for some

adv

will overheat due to

e engine with

maybethe

root cause

be leaking.

ght

ance

the

mor

may

e

glow erratically since the generator- being driven from

th

e same belt- will be affected too.

The'wat

er-pump is

130

THE

BOOK OF

THE

also driven fromthe fan-belt so thus affect both fan and eli

minatethis

is done, not o

troubleby

nly

willthe belt wear quickly butthe pump, dynamo bearings and fan-sh In

creased wear will be should be sufficien a

bout

I in. in each direction.

tlytight

pump.But

havingthe belttoo tight.

aft

the

ine

to allowitto be moved

AUSTIN A3S

that

a slack b

do

not

elt

decide to

If

will be heavily loaded.

vit

abl

e result.

The

lat

erally

may

thi

belt

1COOLING SYSTEM

13

to testth

s

thanthe neighbours mayhave something to say ! mu

as also

qui

at

cannot the is stiff mis

its passages. Where possible cl used an d sothat a gr salts reason it is bestto use only soft

and wat

bott

e car onthe road, however, forthen people other

(8)

Front

ch can ck check for

cau

se considerable resistance to for

can

any

stiffness inthe gearbox or rear axle. A

tran

smission

therear-withthe

move in either direction

wheelsthatare

handbrak

adju

e off.

thi

s may be

stm

ent . .

It

due

(9)The cooling system

thi

s should be filtered whenthe r

'to~d

~tiffn

ess

carsuitably

-and should be to dragging

~aybeblock

quit

brak

ean

in ' or ' toed

is to raise one

blocked up so t

turnthe wheel

e free to

es or to some

~d

in one or more of

ram

wat~r

adiator IS filled

leaves and other foreign bodies ar e excluded. To

eat

er or lesser extent tap

that

form scale onthe inside ofthe

Rubb

er hose occasionally tends to shed

can obs

truct

the

flow of

er has continually topass

water

possesses

syst

wat

er such as rain

waterparticu

throu

gh hosesatth

em. For

its

larly since all

om ofthe radiator.

out

'

ward

~o

motion

whe

hat

with

turn

.

If

othe

sh<?uld be

und

esirable

this

wat

er.

inner surface

e top

and

o

~l

It it

r

A Gen

To

makeadju

genera

tor

until

securely lock g

FIG.52.-V

erat

or Rear Bracket Bolt and B its Adjusting Nut.

stm

desired degree of tension is obtained.

enerator

-BELTAD

C Swinging Link Locknut

ent, slacken bolts

in

that

(7) A choked silencer or exhaust pipe

heating and loss of power.

Thi

s can usually betraced

listening tothe exhaust note.

muffled hiss check would be to disconn th

e engine

rather

has

more

than

power w

a cl

ear'beat'

ectthe silencer

ith

out

JUSTMENT

and

raise or lower

position (see

may

If

it seems to

thenanadditiona

and

it. Do

not

Then

Fig

. 52).

cause over-

by

hav

e a

ascertain if

be t

empted

FIG.

53.-RADIATOR

l

I Overflow Pipe. 2 Filter Cap. 3 Bonnet Catch

TH

132

Heater and D

E BOOK OF

emis

ter

The Smith built-in heating and demisting u

extr

a) utilizes circulation in defrosting. ture

of 1580 to 1670 F . in cylinder block and sincethe

th

ermostatenablesthe engine to warm up very rapidly

he

at

is available forthe interior soon after starting.

Th

e heater consists of electrically driven booster fan,

the

cooling-system

int

erior and to windscreen for demisting and

Th

e enginethermostatm

bolted on left-hand side of engine

ont

through fr flexible pipe

dID

0

",

w

®

grille and forces it along a large diameter

intoheaterunit

"",,,Sf

....

HOT

DI,,.,.,.

0"

""

rffh

DI>o'Sf

0" Of'

Her

e it passes

-

@'

FI

G. 5 4.-TH

distribution chamber where shu

pan

control

el, regulate its flow into

Even without

car

and

on to windscreen due to car 's motion providing

thatthe

appropriateshutter is open. At low v ehicle speeds, mum

heating or switched on. entirely

shut

off-as, for instance, when in dense

toprevent entry of exhaust fumes,

The

heating

levers operating in a

DlfOOST

>ocT

E H

throu

the

fan switched on, air will be forced into

venti

If

necessary, air supply to interior can be

and

demisting

THE

AU

STIN

'A3S

nit

wat

er to heat air for

aint

ains a tempera-

bulkh

ead.

(optional

It

draws air

also situated on bulkhead.

rITh

OEMIIT

Of '

COl.D

DlMIST

....

"

COLD

EATERCONT

HOT

Of '

dfu

Ol,ItOST

®

ROL

W"__H

dID

O<fO<Sf

-

POSITIONS

HOT

I

T n

gh a water-heated radiator into a

tte

rs, operated from heater

int

erior of car.

in heating

lation is required,

and

particularly if

demisting

the

fan should be

traffic-

dust

, etc.

unit

quadr

ant

is controlled

mount

ed beneath instru-

by

DI

£n

rfi])

dID

...

..,.,.

unit

maxi

two

COOLI NG SYSTEM

m

ent

panel (Fig. 54). Upper lever regulates flow of air

133

to windscreen for demisting or defrosting whilst lower lever

at

es flow to interior for heating or ventilating. The

regul booster fan is controlled by a switch situated above heater

pan

e acco

ava

el.

mpa

ningTable sum

mar

izesvarious control

ilable for dealing with all types of weather

control

Th positions conditions.

ting/Ven

er-

ring

g

to

hot

Hea

nt

rol Lever Position Co

Co

en

B

etw and cord required

Cond

itions

I.

No

air

supplyto

vehicle int e

2 . W arm

3. W

4. Cold we

5.

If

weather-

cold

ventilating air, cold airto w

indsc

reen

armweath

entil

cold v

air,maximum airtowi

hot air,warm windsc

Fr

- maximum airtowindscreen

athe

ventilat

ree

eezin g weather

the

heater is switched on when

rior

atin

ndscre

air

n

started, hot air will not be obtained warmed up. Similarly, when

if

the

heater is switched off some little

-

before

the

When refilling have been d to

form in

the

Once

hea

ter

unit cools completely.

the

cooling syst

rained-

theheat

theremay

er unit.

engine is startedthe water

tilatin g Demi

Off '

'Co

ld'

' Cold '

een'Warm'

'Hot'

ing to he

' Off '

ac-

at

th

e engine isthoroughly

ntrolLeve

the

until

tim

sting/D

,

Off

, De

mist'

'Defrost

'De

,

Def

engine is first

the

e will elapse

em-should

be a tendency for an air-lock

pump

will

efrosting

r Pos ition

'

mist'

rost '

engine has

hot

the engine

usually

clear this air-lock after which the system may then be

up

fully topped

.

THE

134

Care

If

of

theradiat

BOOK

the Radiator

or is topped-up when necessary no particular care is required except periodically to inspect and clamps to

so allowing w

mak

at

er to seep through.

Some owners are

OF

THE

AUS

e surethatthey have

quit

e h

appy

on inspecting

TIN

not

thewater

A3S

th

e hoses

become loose

level when the engine is hot. A different story is told, however, when they look at it with the engine cold for has contrac

ittoth

ted

and the level has gone down. On refilling

e top some misgiving is felt when nextit

still more water is required. Whatis not realized is

thenthe

is found

water

that

that ifitwere checked'hot ' thenthe normal level would be reached, for only the surplus is lost down

In summer grille to see leaves. This s

it

is good

thatit

has not collecte d myriads of insects or

ta

te of affairs re

practi

ce to examinethe radiator

str

ictsth

passing and so may give rise to overhe

Ev

ery 1

2,0

00

Open

th radi THE probe

e drain taps and drain offthe water fromthe

at

or and cylinder head. IFANTI-FREEZE IS USEDKEEP

WA

TER. Aft er all the water has

thetap has become blocked with sediment it. Make sure

Allow a continuous stream of

out

th

e system keepingthe

th

e water is discoloured c

miles the system should be flushed out;

orifice with a piece of wire.

this

thatth

e radi

ator

drains fully.

wat

er from a hose to flush

radiator

ontinu

e flushing comes out clear. Do not forget to replace solution if there w

ater

Th

this

may

when you

e c

apa

was originally inthe sys

be some sediment or foreign m

pouritback.

city

of the cooling system is 8t pints.

th

e overflow.

e amountof air

at

ing.

run

out

If

theoutl

action

drain

tap

will

open.

untilthe water

th

e anti-freeze

tem

.

If

att

er filterthe

carefully

clear

you feel

Frost Precautions

If

th

will freeze.

e t emper

to split the cylinder block, cylinder h re

sultofth

to

tak

e trouble-

radiator

or using anti-freeze- topre

ature

In

falls suffici

doing soitmay

is can be expensive

eitherby

draining

ently,the

cooling water

set up sufficient pressure

ead

or radiator.

The

anditis well worth while

the

cylinder block

and

ventthis calamityfrom

COOLING SYSTEM

I35

occurring. The cost of anti-freeze solution is so small, com

pa

red w

up "

iththe repair billthat

that

no

mot

orist need feelthat

can re

sult

from a ' freeze-

he is embarking on

an expensive precaution.

The

effect of the anti-freeze solution is to lower the

et

If

FIG.

5 5 .-RADIATORDR

t

emperature

the

~

at whichthe water will freeze.

akers

'.

recommendations you will have ad

tection against

A

pointtonoteisthat

the

cooling system in fro

heater

radi~tor

of

the

is market

These can be ture

cooling water.

the

only safe precaution in such cir

There

are

several paraffin or petrol heating lamps on

thatoperat

~

sed

from falling unduly. Electric h

A anti-clockwise

any

normal frost .

from freezing since

Th

e onthe principle of

und

er the bonnet to prev

AIN

T AP . T o

dra

in,turn

If

tap

you follow

equate

when a heater is fitted, draining

sty

weather may not p

it

will

e use of an

anti

cumstan

the

revent

tr

ap a proportion

-freeze solution ces.

min

er's lamp.

entthe tempera-

eat

ing devices

-ei

pro-

the

ther

THE

BOOK OF

of

the

plug-in immersion

are also

find garage.

avail~ble.

that

freezmg can occur before

Th

seem to offer

erefore,the use of an anti-freeze solution does

Whilst these are effective,

the

best answer to

Although anti-freeze is entirely harmless to

system,

itisimportant bolted down to prevent Shouldthis occur,

the

engine oilpropertieswill be destroyed.

Should yo.u decide to rely on draining

are some

pomts

to observe. has been drained completely. Probe water has stopped issuing from blockage. Also bear in

both must be open

and

the

otherorrthe

ed-on

cylinder block (Figs. 55

Drai?-

the

system only when

otherwise some water

at

the

left

bottomofthe

THE

AUSTIN A3S

type

or direct-heat applications-

the

car returns to your

the

problem .

thatthe cylinder

any

leakage into

th

Fir

st, ensure

thetap

them

mind

e

atthe

that

in case there is a

there are two taps and

bottomofthe

left-hand sideatthe

and

56). the

may

be trapped.

car is on level ground

Ev

cylinder block or radiator

you

may

the

cooling

head

be firmly

the

engin

e system, there

that

the

system

s when

the

radiator

centre of

en a

littl

the

e water

may

considerable damage if it freezes.

Finally, when you have drained filler cap or some other indication on reminder not forg.et

thatthere is no water in

but

someone else otherwise might The engme can only be run for a very short water before extensive (and expensive)

This does

not

necessarily apply to you, of course, people have been known to fill taps than

open!

the

Since you can fill

taps

can

empty

it, this

the

system, placethe

the

driver's

the

system.

tim

dama

ge results .

the

system with one of

the

radiator more quickly

may

not be noticed when

seat

as a

You

may

not

know.

e without

but

the

replenishing.

Frozen Radiators

A frequent cause of mystification to owners is

why

the water sometimes boils in frosty weather. On examination, they

find

the

that

the

frozen solid.

it's

frozen?'

doesn't

Look at it this way. Suppose it is freezing

radiator is covered with icicles indicating

bottom

The

tank,

natural

and

probably

query

is:

the

hose as well, is

'How

Or it might be asked : •Ifit's

the

boiling water melt

the

ice?

'

can it boil if

frozen, why

hard

and ,

do

that

COOLING SYSTEM

the

car has been standing in

the

wind without anti-

137

freeze or without being suitably protected. The water

freezes. The driver The

engine rapidly warms up

the

radiator. Since

connecting hose

the

-has

lower

frozen normal circulation cannot

place. The engine soon boils

engine

and

tank

the

and

hot

-and

drives away.

water

passes into

possibly also

water pocketed in

the

take

the

starts

the

e.

FIG.

S6.-CYLIKDERBLOCKTAP.

drain,

turn

A ant i-clockwise

cylinder jackets. This heated through

the

radia

tor

and the fan blades also minimize

wat

er cannot be circulated

To

any

possibility ofthe existing ice contained in it from thawing.

A point to note is

styweatherthepump

fro Th

e fan-belt can become rapidly worn should

be

started

If

withthe impeller thus frozen.

boiling does occur st op the car as soon as it is known for continual boiling can cause damage. Do not the

radiator capatonce (see page 128). Allow

to cool

and

-shouldthere be no radiator muff temporary shield across w

ith

a newspaper. This will prev

or freezing the water in

water, taking care

K

th

at should

impeller

the

system freeze in very

may

become immovable.

the

bottom of

th

e bottom

not

to pour in cold water in considerable

ent

tank.

the

radiator core

the

cold air cooling Then refill with

engine

take

engine

-make

off

a

138 THE BOOK OF T

th

volume if distortion crack.

Allow

littl

e time whenitis pro

tr

ans

mittedthr

If

it does against the soaked with boiling water.

e engine is still hot for this may start a

th

e engine to

ough

not

do so an effective method is to place rags

pa

rt ofthe sys

run

bableth

the

radiator to cause

tem

HE

AUSTIN A3S

at a

stea

dy ' tick-over ' for a

at sufficient heatwill be

the

ice to melt.

still frozen and keepthem

CHAP

TE

R X I

TRANSMISSION

HE CLUTCH OF T in con

stru

T

duced to a minimum. cautions are followed no t rouble should be encountered.

If

wear occurs in course of time it will be necessaryto remove the engine unit. Austin dealer who has equipment for

Th

e clut ch is of.the single dry-plate type with two

renewable facings, one each side of

system is used whereby

is connected to

gearbox through a system of t

a smooth cushioned drive (Fig. 57).

This disc is first motion shaft of the gearbox, the front end of which is carried in the centre of

When

th

s

haft

through the splines on whichitis mounted. The front side of the disc can be pressed machined face of the flywheel. From this you will see tha

t ifthe disc be pushed strongly enough

wheel

it pressure against motion shaft carrying the front end of the first m the c

ran

A pressure p engine to t he clutch disc. This consists of a cast plate, roughly the same size as

is m

ount

th

e cover

to

the

flywheelthe clutch disc is tightly gripped between

th

e flywheel face on the one side and th

e other.

ctionand

the

work.

it

s hub. This drives the main shaft ofthe

mounted

e disc is rotated it also rotates the first motion

will

drive

it

, the flywheel will

andthe disc remain statio

kshaft.

late

ed in a cover, with six compression springs between

and

pressure plate . Whenthe cover is bo

HE

A35 is simple yet robust

its ad ju

Pro

th

e necessary specialized tools and

th

e disc carrying its faced linings

on, and is free to slide on, the

the

thro

ugh

is used totran

the

stm

ent

s have been re-

vided a few elementarypre-

Thi

s job is best left to your

th

e disc. An ingenious

hru

st springs thus ensuring

cranksh

the

facing on the clutch disc.

I39

aft

flange in a bush.

int

o co

ntact

gearbox .

smit

aga

If

turn

whilstthe first

nary

oti

on shaft turns with

the

drive fromthe

thepressure plat e on

withthe

inst the fly-

th

ere is no

. The bush

lte

It

d

THE

BOOK OF

.--

THE

- - -

AUSTIN A35

--

S?

TRANSMISSION

There are inner ends are ends move rearwards. to

the freeing The

clutch isthen '

The release pl moves forwards a release bearing. This in levers inwards, freeing

The three levers are acc another. thus, apart from lubric only a th

e free travel ofthe clutch pedal.

thr

ee hinged levers so

pr

essed towards

Hin

cover,

they

move

th

e clut ch disc fromthe flywheel

thepressure plate rearwards so

mounted

the

that

when their

flywheel their outer

ged on suitable bracket s fixed

andpressure

out'.

thr

ee release levers are connecte d to a suitable

ate

and

whenthe clutch pedal is depressed it

turn

th

e clut ch as alrea dy described.

ura

tely set with reference to one

The

release bearing requires no lubric

tte

ntion likely to be required is

atingth

e clutch-linkage jo

that

of adjusting

You will remember being advised never to place

the

on resting your foot on

(a)

release plate and so causes this to wear un

c th the

clutch pedal except when using it. Continuously

thi

It

brings

int

s pedal can have two bad re

o c

ont

actthe release bearing withthe

duly;

ert

ain definite pressure is required to betrans

e clutch disc to assure a solid drive. Foot pressure on

clutch pedal can reduce the grip onthe clutch disc

I4I

plat

forcesthe

ati

on and

ints,th

th

e foot

sults:

(b)

mitt

ed to

and thus it may slip. Any clutch slip is undesirable

eat

because extreme local h working surfaces of burnout.

Clutch slip is easily recognizable whenpresent.

the

Usually, it is noticed top

gear causes the engine to speed up without

is rapidly generated

clutch disc can overheat or even

th

at any sudden acceleration onthe

andthe

any

corre-

sponding rise in road speed.

In

extreme cases the engine a slight gradient. Great difficulty may occur in off on the

bottom

engine appearing to have no connection withthe trans-

mission even when

gear because

the

may'

the

race ' on

drive will

appr

not

clutch pedal is fully back.

oaching

startin

take

From

up,

this you will seethatthere is considerable loss of power and

speed.

Even

if some slipping has taken place and you adjust

the

clutch pedal,the heatthat

distorted

the

working

partsofth

was generated mi

e clutch so

thatitmay

ght

have

no longer give satisfactory service.

clut

~h-p

edal

Insistence on

adjustment

is made here

e.

e

a

g

TEE

BOOK OF THE AUSTIN A3S

because it is Insuffici may

be rubbing allthe tim e

suffici

ent

placed on

Ev

en withthe pedal fully depressed excessive free movement prevent

not completely isolated from

most

important

ent

free movement means

degree, it may prev

th

e clutch

and

to preserve

the

ent

this will

the

correct setting.

that

the

release bearing

engine is running.

full spring pressure being

then

slip.

Ifof

may preventthe clutch from freeing fully. This will

th

e gears being engaged readily because

th

e revolving engine.

they

are

Apart

from difficult and noisy gear changing actual damage to

eth

the gear-te

Some drivers do not appreciate to a lower gear if slip

the

clutch as, for in

a slight hill in top gear. Thi s is bad

may result.

the

engine speed falls unduly. Or

stan

th

e necess

ity

of changing

they

ce, to enablethem to surmount

pr

actice.

By

slipping

the clutch under these conditions, considerable horse-power

tr

is genera

the

to

ansmitted

ted

clutch.

but

the drive is

and

if persisted in this

not

solid. Great heat is

practi

ce will cause damage

Clutch Adjustment

In

course of timethe clutch pedal will require adjust-

ment. This is a normal condition because as

th

facings wear duces

th

e clearance betweenthe fingers

e pressure plate moves forward. This re-

until in extreme cases all free pedal moveme

tak

en up.

Clutch-pedal

operation, is carried

Pr

essthe pedal down until you feel it engage

plat

e. The free movem

adju

stm

ent, a perfectly

out

as follow

ent

should be i in. between

s:

pedal in its normal position when fully released it is felt to touch

matter

to measure directly a rule against resting on

From will see Adjustme the

the

underneaththe

th

e clutch-p edal linkage as shown in Fig. 58.

nt

rod betweenthe end ofthe clutch pedal clutch-operating lever, 4. To adj the

lock

nut

the

release mechanism.

the

clutch-pedal pad with

floor-board parallel to

free movement by placing

the

direction of travel.

car onthe right-hand side you

is achieved by altering the effective length of

ustthis length, slacken

at the end ofthe clutch-operating rod

the

and

thrustplat nt

str

aightforward

It

is a simple

the

clutch

has been

the

thrust

and

when

other

shaft

the

end

and and

TRANSMISSION

I43

e

I Clutch Pedal Lever. 2

4 C

either len pedal movem

F I G. 5 8 .-CLUT CH

lut

ch Opera ting 1'

gth

en or shorten it sothat there isthe requisite

ent

Pull

0<1.

of itin.

thatit allows this free movement to be feltbyth of one finger on

the

clutch pedal.

PEDALLINKAGE

-off Spring. 3 C

5 Clutch Pedal Shaft. 6

Th

e adjustment should be such

lutchWithdraw

Ant

i-ra

al Lever.

ttle

Spring

e pressure

Gearbox and Synchronizing Unit

It

has alre power only when turning at a certain minimum of revolutions per allows power for reached a hill By

engaging a lower gear th e engine will revolve faster

thus developing mote power. Although, because of

the

ady

been explained

minut

engine to

the

work it has to do. Suppose you have

that

e. The gearbox is a device

run

your

thatthe engine can develop

sufficiently fast to develop enough

car cannot climb in top gear.

numb

that

er

the

I44

E BOOK OF T

HE

AUS

TIN

A3S

TH

reduction inthe gearbox, your road speed will not be so

ther

great,

If

not,

mor

The gearbox of

clutch housing

e will be ample power to surmountthe gradient.

thenthe nextlower gear is engaged to give even

e power

thaninthird

th

e A35 is moun

and

is ope

gear. ratedby

ted

int

egral with the

remote con

tro

l (see

Fig. 59).

F

I Filler Cap. 2 Generator Oiling Point. 3 Dipstick. 4 Oil Filter. 5 Sum p

General

IG.59.-

Description

As long as recommended grade of oilat in Chapter X I

th

e lubrication chart) no appreciable wear of any working

ENG

INE

AN D G E

6 Gearbox Drain

the

gearbox is corr ectly lubricat ed withthe

II

(actual lubric

ARBOX(OFF-SID

Taps

th

e specified period as described

ant

advised is shown on

E)

and

parts will occur. Should damage arise through accident or abuse, your Austin dealer should be permitted to ca outthe over

required,

hau

l for you. Apartfrom the specialized tools

th

e gearbox itself cannot readily be removed

rry

TR

from

th

e chassis with such equipment asthe average owner

is likely to

ANSMISSION

have

available. In view ofthese remarks it is .

I45

notproposed to deal with dismantling and overhauling the

gearbox

th

e way in whichthe synchronizing knowledge of what mad

e we are better able to appreciatethe necessity for

but

instead to describe its general lay-out

unit

tak

es place when gear changes are

works.

and

With

care in changing gear.

Th

e synchronizing device, which enables a noiseless gear change to be made, is a feature owners to change down at not

only throws heavy

but

your passengers are liable to be jerked violently for-

If

ward.

they do not directly blame your driving met hods,

unn

str

esses on the whole

thatsometimes tempts

ecessarily high speeds.

transm

Th

ission

perhaps th ey may suggest that the car is faulty.

The four-speed gearbox of the A35 is of conventional

that

design in

th

e cl

utc

power from the engine is

h tothe first motion shaft. This drives the layshaft gears revolving whenever th

e clutch engaged. thirdand th

e helical type as arethose ofthe gear driven by

second of which have constant-mesh wheels of

Th

ere are also three

tran

smittedth

th

e engine is running with

oth

er gears,the

rough

the

first motion shaft. Atthe extreme rear end of the lay-

th

shaft is

e combined first and reverse gear butthis is of

the straight-toothed type.

It is well to explain here that

helical

typ

e of gear

the assures most complete silence in operation. This will be und

erstood when it is seen throughth tooth

e gears is overthe surface of more

at a time.

Bythese means continuous of power is secured. On first and reverse gears s tooth

ed gear wheels are used andthey are

A mome

thru

st is

nt's

reflection

not

caused by the helical teeth . considerable end-thrust is caused by plain

Th third th

eir fellows onthe layshaft. These gears onthe mainshaft

thru

st-

washers at each end ofthe shaft.

e main or

third

motion shaft carries

and second are ofthe helical type and mesh with

thatthe application of power

than

tran

not

may

pro

mpt

youto wonder if end..

It

is a factthat

but

it is taken care of

thr

ee gears. The

one

smission

tra

ight-

so silent.

are not free to slide along it but rotate on suitable bushes.

th

At the rear end of straig

ht

teeth splined to the mainshaft

e mainshaft is first gear.

and

is able to slide

It

has

a

is

HE

146 T

BOOK OF T

along to allow first or seco

HE

AUSTIN A35

nd

gear to be meshed. The

rear end of the mainshaft, which is extended rearwards

ount

is m in the extension housing. The fr

housed in a bushed bearing in the first

Consequen

oth

t~lrd

will be descnbed more fully later. At

help to understand how

ed on a ball race inthe gearbox and on a

ontofthe

mot

tly

er or tog

!h

e synchronizing device-used when engaging top,

and

s

~cond

etherthey can

gear-assures a sil

, each shaft

canturn

turn

the

various changes of gear r

independently of the

as may be required.

ent

engagement

the

mom

mainsh

ion shaft.

ent

nothe

aft

and

it may

ati

are obtained.

Gear Selection Mechanism

At

the

side of

the

selector shafts. Mo

unted

forked end of which enters an

gearboxthere

gear or. coupling sleeve and

third selec

tor

with

fork has

engage top gear, middle or ne

to engage

T~

efir

st

third

gear.

and

second gear selector also has three positions

are

three shafts known as

on each is a selector fork

annular

which it is associa

thre ut

groove in

e positions- forw

the

ted

. Top ard

ral position, and rearward

the

sliding

movmg forward to engage second gear, neutral position

in

th

e middle

reverse gear selector

and

rearward to engage bot

ha

s two positio

ns:

tom

neutral

gear. The

and

reverse

when moved forward.

the

Ignoring reverse for

spring-loaded steel plunger

moment, each selector fork has a

thatcanent

er any one of the

three notches machined in the selector shaft along which it

slides. From this you will see that once it has been moved

thatthe

so loaded plunger

Each extension. wards and forwards. slot in

plunger enters

selector s

Th

is is free to move sideways and also back-

anyone

the

will retain

haft

is moved

Th

location or notch the spring-

the

fork in place.

by

the

us, it can engagethe machined

of the three selector forks.

gear-lever

bott

om

The reverse gear selector fork similarly has a spring-

l~ade

d

VIde for neutral are only two locations in

plunger. Since it is merely necessary here to pro-

and

reverse gear position s, however, there

th

e shaft.

the

As you move

gear lever into or

out

of neutral you

plunger

the

erwise

the

147

pres-

the

engag-

TRANSMISSION

feel a slight resistance as

the particular gear engaged.

the

r

is

entering sure set up by

location in the selector shaf t.

the

plunger

in mesh. You will now appreciate

th

moving

e gear lever fully into

thi

s clicks

Th

tha

t retains the particular gear

intoneutralorinto

is is caused

th

po

by

It

e necessity for always

sit~on

,

oth

~he

IS

drive will not be taken onthe whole WIdth of ing teeth there will be a considerable tendency for

out

o

The gear-change lever mechanism is correctly set when

th

e car is assembledatthe

require

andthese,therefore, may be

of mesh.

any

adju

stment .

dama

ged. Also,

th

e gears to fly

works and should not normally

Top Gear

When top gear is engagedthe drive is direct . That is

say,the

to ma

inshaft to

to

the same speed. The gears on the driven bythe constant-mesh gears andsecond gears onthe mainshaft althoughthese l

top-gear synchronizing device locksthe gearbox

the

first motion shaft sothatthey revolve

lay~haft

and

III

,

turn

however,

rotatethird

at

~re

atter

transmit no drive to it, merely revolving idly.

Third Gear

Whenthe gear lever is moved intothe

the

synchronizing device moves rearwards locking the third

the

gear to

motion shaft is

mainshaft.

turnedthe the dri ve now being tu

rn somewhat more slowly because ofthe existing gear

reduction. As

the layshaftitalso revolves, driving gear on ju engagement of

will see the

the

mainshaft. This is slightly larger

st been explained now

th

thatth

e mainshaft is turning sligh

first motion shaft, because ofthe combination of gears brought into use. to

turn

in the first motion shaft because a be

It

will be seen that when the first

cons

tant

-mesh gears revolve,

tak

en to

the

layshaft gears.

third gear is formed

the

turnsthe mainshaft due to the

e dogs or coupling te

Th

e front end ofthe mainshaft .is free

thir

d position

int

egral with

corresponding

and

eth

. From this you

tly

slower

anngISpro-

Th

ese the

third

as has

than

vided at this point to allow for such movement.

THE

BOOK OF

Second Gear

On

the

lever being moved down to

position when moved rearwards it engages

that

is connected to

enga~em

gear

the

mamshaft

to

n:it~

the

similar to

ent.

This similarly locks

so that whenthe gear is

drive to .th!s shaft.

that

existing when

THE

AUSTIN A3S TRANSMISSION

the

second-gear

the

synchronizing device for second-

the

second gear

rotatedittrans-

T~

e

application of power is

third

gear is engagedexcept

selector

thatthe gear reduction is greater. So, for a given number of revolutions of rotatesthrough revolutions as compared with

Bottom Gear

.Movingthe gear lever forw

th

e b

shdes

gear on

th

e laysh

ott

forward speeds. The drive is similar to except

shaft,

Reverse Gear

thatgear

and

that

Reverse gear is engaged by lifting

lever upwards against

be moved the moves

throughthe

reverse-gear position.

the

reverse idler gear gear wheel splined to the mainsh shaft. in

With

the

previous case.

The .reyerse gear. on

and this m

turn A few moments' thought will soon show you idler gear connecting these two together to

turninthe

You will see considered two pairs of gears power

-th

e constant-mesh gears

th

e first motion shaftthe mainshaft

a proportionately greater number of

third

gear.

om gear

aft

int

o mesh with its corresponding

thu

s providingthe lowest ratio of

reductions between

ardtoth

e first-gear position

the

preceding one

bottom

gear on lay-

the

on mainshaft, are much greater.

the

knob of

spring pressure allowing it to

gate,

and

then

By

int

rearwards bodily

moving it rearwards thi s

o mesh with

aft

thu

s turning

the

bottom

the

gear

into

main- .

this differencethetransmission of power is as

the

lay

shaft

drives

the

dnves

the

bottom

gear on

that

idler gear,

the

mainshaft. that enables

it is

the

them

opposite direction.

that

on all

the

intermediate gears so far

have

been used to

and

the

two third-speed,

transmit

or two second-speed, or two first-speed pairs of gears, as the

case

may

turninthe

be. This always causes

same direction as

the

mainshaft to

first motion shaft. In

the

case of reverse gear, however,

the

idler gear

and

it is this

that

the

drive is

reverses

movement.

Interlock

A flat plate hingedatth the of

the selector forks. more

Mechanism

selector shafts

and

so shaped as to allow

gear lever to pass through

The

than

one selector being moved at a

purpose of this device is to prevent

e front end is

intothe slots in

gear lever is moved sideways to engage

th

selector required, two selectors

For

gear ratio tables see page 154.

Synchronizing

So far we

have

e plate also moves blocking

and

preventingthem from moving.

Unit

not

considered how

thi

s very simple,

effective, device operates.

Let us first deal with

between top and

third

th

e synchronizing device fitt ed

gear. This consists of an

having a circumferential groove in which

Int

fits. grooves or ' splin but This inner such an angle extension formed on

ernal tongues engagethe corresponding outer

es'

on a

hub

always keyed to it so

hub

has a cone face machined in each end

sliding along

that

it will

transmit

thatitfits closely a correspondingly machined

the

face of

the

top

The outer ring is held in ,a central position on

series of spring-loaded balls.

the

As has already been explained,

in

the

outer ring. This, however, is free to the groove is continuous. When say, to top-gear position, towards hub apply machined in

the the

the

top gear on

will also move with it because

sufficient frictional grip, forthey rest in indentations

the

When

both inner cone of outer cone on

outer ring.

hub

and

the

first motion shaft.

ring have moved a certain distance,

hub

will be pressed into contact with

first motion shaft applying a considerable braking effect. This is good fit

but

also because

they

selector fork isengaged

the

gear lever is moved,

fork pressesthe outer ring

the

spring-loaded balls

not

only because

are pressed into contact

taken

the

direction of

mounted

the

tim

e. As

the

selector fork

the

and

third

the

rotate

they

149

through

above

lower end

the the

particular

the

other

yet

out

er ring

mainshaft the

drive.

at

gears.

hubbya

because

The

inner

are a

150 T by

th

e medium ofthe spring-loaded balls. hold po

sit

This spring

th

e speeds ofthe first motion gear ized. When this has been achieve fraction of a second- the continued pressure of your h

HE

BOOK OF T

th

e pressure of your hand onthe gear lever

th

e inner hub and outer ring inthe same rel

HE

AUSTI N A35

ion.

pr

essure has been carefully designed so

and

hub

d-

and it only

thr

ough

Th

ese

tend

ati

that

are synchron-

take

to

ve

s a

and onthe gear lever overcomesthe spring pressure. It moves the

outer sleeve forw

terna

ex

l splines machin ed onthe a solid drive from top gear on throughthe outer ring tothe th

e mainsh

aftitrotat

When you change down into lever forward first slides back central position on loaded balls and they again en

ard

along

its

splines engagingthe

top

gear.

Thisth

th

e first motion shaft

hub

. Asthis is splined to

es with it.

thir

d gear, movingthe gear

th

e outer ring to it s normal

th

e hub. Here it is heldbyth

terthe location provided

en gives

and

e spring-

for them.

th

Continued pressure on

out

hub and

er ring rearwards. Here

and onthe third-speed gear are

throu

sure applied loaded balls in

gh the friction set up by

th

eir indentations. the speeds of these two gears are synchronized, ring

th corresponding the

en moving further rearw

out

er splines.

thi

rd-speed gear tothe

e gear lever movesthe inner

the

brou

ght

togetherbypres-

the

cones inthe

In

a similar

ard

s where it engages

Theythu

s effectively lock

mainshaftsothatthey

spring-

mann

th

e o

hub

ute

turn

as one.

th

Although

is descri

lot is going on "

tremely rapidly.

ent

two differ

speeds of

noiseless gear changing to be

pti

on makes it apparentthat

actu

ally synchronization takes

It

is this positive means of bringingthe

the

gears together

madeat

that

the

will ofthe

pla

'a

ce ex-

enables

driver.

cha

nging gear,therefore, allthat

In

th

de-clutch and move A little thought will show th th

e two engaging cones applythe necessary braking effect

e gear lever tothe desired position.

at

on being pressed together

is necessary is to

to ensure a silent change.

TRANSMISSION

Rear Axle

The rear axle ofthe A35 is of

utilizing robust, well-designed pa

Pr

experience (Fig. 60). with

th

e correct grade of oil it will give long service.

ovided it is lubricated regularly

stur

dy construction

rtsthe result of long

It

is unlikely that you will find it necessary for any overhaul to be carried o

ut

provided normal care is t aken.

If

it is

necessary for it to be dismantled for any reason, however,

it

is best to have this done by your Austin dealer who has

th

e necessary specialized equipment for handlingthe job.

Considerable care is necessary to ob

tainth

e correct running adjustment of the various working par ts and unskilled reassembly will probably result in a noisy rear axle with a reduced life. A few notes as to its construction operation

und

may

be of interest, for when its con

erstoodthe need for normal m

stru

aint

enance will be more

and

ction is

readily appreciated.

the

The housing, which carries

th

ential assembly at

e centre, is mounted on

springs so giving a low riding position to assist s

ont

Bolted to the fr housing in which is m also

th

er

r

e crown wheel and differen

Both

crown wheel and pinion are ofthe spiral bevel type,

used because not only is

face ofthe axle casing is a cast-iron

ountedth

the transmission of power is delivered tooth at a time. This has

crown wheel and differ-

topofth

e pinion with its bearings,

tialunit

tooth

thr

th

e additional ad

.

form strong butth

ough morethan one

vantageth

e road

ta

bility.

e

at

a silent drive results.

The

differential is ofthe single spider type with differential wheels splined tothe axle shafts. th

erefore be removed without its being necessary to dis-

mantleth

Each

the

e whole axle.

out

er end of the axle housing is machined to ca

brak

e-plate and road-wheel ball-bearing. This ball-

Th

the

ese can

rry

bearing is pressed into the hub and held in place by a

ta

sui

ble lock

nut.

A feature isthatthe rearbrake drum can be removed for brake-shoe inspection without its being necessary to remove

thehub

. This point is dealt with

more fully on page 76.

All parts requiring lubrication are provided with suitable

by

ducts and passages, oil being circulated

rotat ion of

the

15

TJ.<

T

HE

2

BOOK OF THE AUSTI N A3S

crown wheel as

th

power of wheel

e engine can be delivered

and

pinion very heavy loading can be placed on the

th

teeth. Consequently, if unduly a suffici highly

str

ent

essed p filler plug orifice, however, working

parts

will be inad

2 4 5

.ANSMISSION 153

e car

run

s alongthe road. As the whole

thr

oughthe crown

th

e oil level is allowed to fall y of oil will

If

th

e oil level is maintainedatth

th

ere need be no fear

equat

ely lubricated.

not

art

quantit

s.

reachthese

that

the

e

FIG.6oa.-ExPLODED

I In tern al Spl ined End of Pro peller Sh

4 Spider. 5 Oil Nipple. 6 Needle-bearing Assem bly. 7 Spring Ring

VIEW

OF F RONT-ENDUNIVER

aft.

2 Dust Cover. 3

SAL

Fron

t Half Coupling

Universal Joints and Propeller Shaft

The

axle is rigidly bolted to the rear springs. Although

turnin

these are so designed as to resist the by

the

axle drive it will be obviousthat inequalities in road surface causethe axle to rise and fall. not

possible to provide a rigid connection between gearbox

and

rear axle a propeller shaft is used. joint at each end to allow the gearbox to

fact

thatth

th

As

gearbox varies.

th

ment,

th

e bevel pinion of

ey are

e axle moves up

Prov

e frontend of th e propeller

slide in splines machined on

th

e drive to betran

not

in line (3, Fig. 86).

and

down its di

ision has been

th

e end ofthe mainshaft.

the

g effort caused

Thu

s, as it is

It

has a universal

smitted

rear axle despitethe

stan

mad

shaft

ce fromthe

e for this move-

being free to

The propeller shaft itself is tubular, a form of construc-

hat

tion t themeta

is strong yet light . The universal joints are of

llic needle-roller bearing type (6, Fig. 60a).

Lubrication

Every

1,00

0 miles the working parts of the two universal

. joints should be lubricated with oil.

L

JOINT

the

from

154 . At

Itself, be necessary to move lubricators rear end

It

the to ensure fitted

checking

Do

the

THE

BOOK OF

the

front

e~d

the

oth

er beingatrear (4 and 5, Fig.

into

the

same rem

there is one lubricator on

th

e car a

view.

For

ark

applies if it c

is good practice to check

universal

tab

not

flat of

joint

and

also those of

that

none of these

washers should be b

the

nuts. .

forget to

the

nuts

tapthese

after

THE

access to

the

have

ent

tab

they

have

AUSTIN A3S

the

.

spider

It

littl

60a)

e to bringthese two

the

lubricatoratthe

annotatfirst be seen.

boltsatthe

the

rear

end of

propeller shaft

worked loose.

aside when you are

washers firmly against

been tightened.

may

The

Gear Ratios

1- - - - - - ··--·· - - .._ _n • •

First .

ond.

Sec Third Top Reverse

Ra tios

3.628 : I

2.

374:

1.412:

Direct

4.664:

I

Overall

16.5°7:

10.8

02:

6.42

4.55 : 1

21.22

1

5:

1

: I

CHAPTER

XII

ELECTRICAL SYSTEM

HE ELECTRICAL SYSTEM plays an

. in

any

car.

It

T

petrol/air

mixture,and

provides

current forthe lamps, wiper, horn,

the

means of igniting

trafficators, fuel gauge, oil-pressure warning light,

motor, car

heat

er and radio.

This electrical energy comes from a

thi

s would soon become discharged- a generator driven

from

the

engine provides

the

means of keeping it continu-

ously charged. The charging rate is

important

batt

ery

autom

part

the

starter

but

-since

atically Con-

trolled through a regulator unit. Considerable care in

th

design relieves

except

that

e owner of practically every responsibility

of periodically topping up

the

battery

and

lubricating a few accessible points.

Whilst fully prepared to carry ments system as a complic

the

average owner is

ated

collection of wiring

out

apt

mechanical adjust-

to regardthe electrical

the

mysteries

. of which he prefers to leave alone. The present-day

but

electrical system is extremely reliable

pared to appreciate

the

working principles involved you are more likely to be able to correct may

develop.

Better

still, you

may

if you are pre-

then

any

fault

that

be able to forestall

trouble.

With

the

exception of

sparking plugs,

the

high-tension current for

lighting circuits

and

other accessories

the

all operate on a low-tension current. There is no possibility, therefore, of except from and

even this, disconcerting as it

It

should be realized

the

inquisitive owner receiving a shock

the

high-tension wires of

that

whilstthe various circuits

may

the

ignition system

be, is

not

harmful.

may be protectedbyfuses, damage can be caused by a shortcircuit or haphazard tinkering with pose of this chapter is to give an indication of

the

principles of

system

and

the

wiring. The pur-

the

working

advice on trouble-finding

should this become necessary.

The

wiring system is earthed.

155

That

is to say, since

THE

BOOK OF

THE

AUSTIN A3S

a circuit has to be completed before a component will work, a single wire is connected to switch or partsofthe from terminal of the

control-and

car. Curr

the

positive pole tothe negative pole so

the

battery

advantag

es ofthis

the'earth' ent

is connected to ' earth '. One of

arran

it-throu

is always considered to flow

gem

gh

the

appr

is throughthe me

the

ent

is thatcorrosion at

opriate

tal

positive

this terminal is much reduced.

There are two characteristics of any electrical

the

voltage or

and

the

amperage or ' measure ' ofthe amount of current flowing in Austin A3S is designed to work

If

the

ignition warning light does

'pre

ssure ' at which current is supplied

the

circuit. All electrical equipment on

at

I 2 volts pressure.

notgoout

engineis speeded upthen something is wrong and the

Th

should be investigated.

corrected or the owners fear mobilized

that

until

battery

should this

another b so, however, for even w a

restart

cient speed for

will

canbemad

then

be supplied forthe ignition system to work,

e if

th

e generator to ' cut-in '. Enough current

e fault should be traced

will be steadily discharged. Some

happenthe car will be im-

att

ery is obtained. This is not

ith

a completely discharged b

the

car is pushed or towed at suffi-

providedthe engine is kept running above a short time

It

is desirable, however, to have it fully recharged by your

thebatte

ry will soon be partially charged.

system-

when

thi

s speed for

the the

matt

and

atter

and

dealer as soon as possible.

If

you are so unfortunate as to find the ba

-p

discharged one morning the

lights on all night

the

handl exhaust coil has

These tips

e. In such cases, usingthe starter motor may

the

battery

not

sufficient current to provide a spark.

may

prove useful to youatsome awkward

erhaps because you

-it

is generally possible to st

to such an

extent

tte

ry practically

that

the ignition

have

art

left

on

moment.

ELECTRI

CAL SY

STE

M IS7

As an additional help,the various wires are identified by

thepa aint

enance

c~afe

d

.

~hps

ther

e IS a

rectified.

a more

nel,

ept

so

~he

tracers or distinguishing colours as shown in

botto

m left (page

There is little

is concerned, except to see

clean

and

cutting

tight

the

22

the

owner need do, so far as m

and

insulation

I ) . .

that

all connections are k

that wires~onot

and

causing a

becoIIl;

short-cIr~mt

e

various wiring looms are carefully securedbysuitable and

troubl short-circuit mentofth abl

y fail again unless the cause is f

th

e fuse usually'blows '.

e fuse is

not

sufficient, however,

ound

The cable concerned should be taped

e from this source is unlikely.

er

is a useful s

permane

nt

repair can. be made.

tand-by

III

th

e tool kit .

A.

roll of insulating tape

If

The

mere replace-

anditwillprob-

and

until

Never tolerate a fault anywhere in the electrical system

for,

apa

rt from the inconvenience ofthe

going , dea

at ni

y

Cut-out

El

batt

d',the complete failure of the lighting system

ght

can give you some anxious moments.

and

Regulator

Unit

ectricityprovided bythe generator is

ery. Although it is convenient to use thi s word,

e~gin

~

store~

suddenly

in

the

Wiring

What makes any car wm ng r average owner isthe a together in ' loo connections. Actually,

and

can be

tra

ced by

ppa

rent

ms'

and appearing to have numberless

the

stud

ying

at

her forbidding to

mult

iplicity of wires bound

the

wiring is quite straightforward

the

wiring diagram (page 22 0) .

FIG.6r.-FuSEU NITAND

I Auxiliary Ignition Fuse. 2 Auxiliary Fu se (50 am p). 3

4 Contro l Box

CON

TROL Box

Spar

e Fu ses.

IS8

electricity is whereby curr whether or

there would be oc.casions when

low speeds. A device, known as

con

suffi~I

THE

BOOK OF

not

really stored. Chemical changes occur

ent

can be drawnatsuch times as required

notthe generator is in use.

If

th

e generator was conne

n~c

ts

th

e generator.when

ently.

It

also dis-connects

TH

E AUSTIN A3S

cted

directly tothe

it

could

not

the

cut-out,

the

charging rate has risen

it

when

charge

automatic

the

engine is runmng slowly or has stopped. This is necessary for battery

windings, A

would soon discharge itself through

F

IG.

62.-CUT.OU

I Re

gulat

Contact Blade. 4

Movmg Con

or. 2 Cut-out Adjusting Screw. 3 Fixed

tact

Contact. 8 Regu

unit

known asthe voltage or current regul

T ANDVOLT

Stop

Ann

. 6 Regulator Moving Contact. 7 Fixed

lator

AGE C ONTROL

. 5 Arm

atur

Series Windings

e Tongue and

the

gen

IS also connected inthe wiring system.

.

The

cut-

out

consist

~

m

th

e control box (FIgS. 6I and 62).

size and of a differ

p

la~e

d

near a pall'of con

spn

~g

stationary.. the field w for the

and normally separ

~

s

ind

ing. When the voltage has risen sufficiently'

batt

ery

to be charged, the co

then flows around

of two concentric windings m

ent

magnetic characteristic.

tactskept

th

e speed increases, curr

apart by means of a lig

ate

d when

ntact

the

oth

er winding. This

Eac

h is of differ

the

gener

ent

flows through

s close

latter

The

ato

andcurrent

winding

batt

erator

ator

ount

y are

r is

ery

at

ally

th

ed

ent

ht

ELECTRIC

consists of larger diameter wire

th

augmenting

Now, assume

e force

th

e generator speed gr

point is reached where its

th

ready to flow in With

any further decrease in speedthe b

charge itself

e

begins to flow from generator, however,the magnetic effect holdingthe points

tog

eth

er is reversed.

batt

ery becomes isolated fromthe generator

e opposite direction fromthe b

throughth

th

as its speed increases once more and it can then be c

From

thi

and

If

s you will see that the cut-out acts

requires no a

, at any

time,th

tte

e owner accidentallypresses the contact

points of the cut-out together with

they

will immediately hold tog

from

th

e b

att

ery tothe generator. This condition must

not be allowed to continue otherwise

th

discharged and out

points be so pressed tog

release

th

em is to prisethem a

e generator

AL SYSTEM IS9

and

hasthe effect of

tha

t holds the contacts tog

adu

ally falls

outputbalances

att

e generator. The mom

e b

att

ery

thr

oughthe cut-out to

The

ntion

points

bythe driver.

then

separate

th

eth

harm

eth

e engine

er, currentthen passmg

th

e b

ed. Shouldthe

er allthat

par

t withthe

eth

er. .

until

the

current

att

ery.

ery would dis-

ent

current

the

andthe

until

such

tim

ha

rged.

aut

omatically

station~ry

att

ery will be

cut

is necess

thu

ary

mbnail.

a

e

-

to

Voltage Regulator

Th

e operation ofthe vol

tag

e regulator is somewhat

complicated. Broadly speaking,if a resistance is connected

in series with the field winding of the generator, the o is reduced. broug

ht great rapidity, providing th

e current tothe desired amount. Thu

ator

according tothe load onthe b

l charge. When given so it to a normal st

Alte

generator will give only a ' trickle-c

aint

ain it in a reasonably good condition

m

Inthe voltage regulatorthis is automatically

aboutbya pair of contactsthat

the

correct resi

open and close with

stan

ce to regulate

s output ofthe generator is controlledbyth

att

ery

th

e b

th

at it receives a r

at

e inthe shortest possible

rnat

ively, should the ba

att

ery is discharged a high output is

apid

re-charge

ttery

and

thu

be fully charged, the

harge'

, sufficient t o

without

ut

put

e regu-

its state of

s restoring

tim

e.

over-

charging it.

The

regu

latorenab

put immediately

les

the

gene

rator

to give the high out-

aft

er starting-up to restorethe energy

160

tak theoutput

normal

Th sealed owner. Should it be necessaryatanytime to

THE

en from

rate

e regul

bythe

BOOK OF

the

batter

of

the

generator is decreased to ..the s

of charging.

ator

unit

mak

ers.

THE

AUSTIN A3S

y. After ab

out30minut

es' running,

tea

is extremely reliable and, in fact, is

It

should never be altered by

adjust accurate instruments are required as well as detailed knowledge of its construction.

adv

well

need, or

ised to let your Austin dealer

takeitto a Lucas Service Station.

In

your own

int

erest you will be

att

end to it in case of

Generator

The gen

type, its characteristics being a rising vo increase in speed. mut frame), and p

ort

plain bearing in commu

1. Brush aud 2 Spring. 3 Thr ust Collar.' 4 Com

Collar. 7 Driving

and Washer.

erator

is of

the

plain two-brush, two-pole, shunt

It

ator

, field-magnet system housed in a yoke (cylindrical

bru

sh gear (Fig. 63). Armature shaft is sup-

consists of an armature with com-

ltag

e with an

ed in a ball-race carri ed in driving-endbracket and a

ta

tor-endbracket.

F IG. 6 3 ·- THEG E N E RATOR I N

End

-bracket. 8 Yoke. 9 Arm

II

B

rush

Holder.12Co

mmutatorEud-bra

EXPLODE

mutat

or. 5 Field Coil. 6 Di

atur

e. 1 0 Field Te

cket. 1 4 Terminal

D F ORM

rmina

stanc

l, 1 3 Nu ts

Ventilation is provided by circulating air with fan blades

incorpora ted in a pulley driven by

V-section belt from

crankshaft pulley.

the

arm

atur

The rotatio n of induces alternating voltages in armature·windings. are conv

carbon

ertedinto

bru

shespressed into contact and passed to

direct c

e in magnetic field produced

urr

ent to be collected by two

batt

Th

ery

storage.

the

ese for

dy

it,

ELECTRICAL SYSTEM

Out

put

at

depends on strength of magnetic.

which armature

rot

ates. As any variation of speed

causes a change of output ,

at

varying speeds, it is neces

trol

output

. This is done byvarying the strength ofthe

magnetic field, curr

ent

fi

~ld

and

sincethe generator is driven

sar

y toprovide means to con-

value being controlled by voltage

161

and speed

regulator as already described.

Testing the Generator

Th

e only rotating p This is a drum-shaped spindle wound WIth a the

ends of which are connected to a contacts in circular form All current generated in commutator

by

into contact with it

artinthe

and

th

two carbon

and

leadthe current tothe electncal

generat?risthe.

sen

numb

er of copper

known asthe commutator.

e arm

atur

e is collected fromthe

bru

shes. These are

armatu:e.

es of coils,

pres~ed

system. .

It

sometimes even aft er Consequently,the anxious owner will

happ

ensthat

the

commutator has been cleaned (see page

the

generator WIll not charge

~ond

er

164).

wherethe fault

really lies. This is where a test lamp ISof help. (See page

192,

• Fault-finding and Testing '.)

th

Disconnect

e two terminals fromthe generator,

yellow wire being connected tothe main

andthe yellow with green

tra

cer tothe field termmal.

bru

sh tem:inal

the

The terminals are of different size to ensure correct replace-

1

92

for in

stru

ment. (See page refi

ttin

g.) Temporarily connect togetherthe two termmals

th

e generater, earth one wire of the test lead

on the

oth

er to these two bridged terminals. Use a bulb of at

tts

e

least 36 wa

Startthe engine andthen very gradually increasethe

speed, when

for this test.

th

e l

amp

should light with rise in speed. As the gener trolled when lamp. in order,

thu

s connected,

If

th

e lamp lights bri

but

if only a dim light can be obtained at

ctions regarding

and

its

atoroutp

take

care

nottoburn

ghtl

y _thenthe

brillia~c

ut IS

speedthenthere is probably some fault inthe windings

c

o~ect

and

connect

e

increase

not

con-

out

~enerator

the

is any and

you should let your Austin dealer handle its repair for you.

162

THE BOOK OF THE AUSTIN A3S

Maintenance

It

has already been

in

the

gen ings. Works

eratoristhe

Th

e front bearing is packed with grease

and

requires no furth er attention. is a porous bronze bush. this bearing consists of a felt

bushbya light spring.

'the

centre, is a small hole engine oil should be ins over-oil, however, for excess lubricant the

commutator

gener

ator

If

gen

erator

causingthe

may fail to charge (Fig. 96).

refuses to

ignition warning l

th

with remove

e commut

th

e generator

Disconnect one terminal of

th

connect outofth

Loosen

e generator terminal connectorsbypulling

e loc

ati

ons in which

the

thr

ee bolts holding and tothe adjusting link to allow be released. generator

away

Th

from

Fully unscrew thetwo bolts passing through

body;

whenthese have been end-plate can be detached. bring with it Tak

e care armature the

end-plate.

The

the

not

to losethe distance-washers fitted on

shaft between

commutator

statedthat

armature

that

the

only moving

rotates

part

on two bear-

at

The

bearing in

miles. Do

find

ck,

and

ault

indicated

e f

and

rear bearing

its

way

then

ault

may

then

into

amp

remaining , on

ator

and

The

lubricator provided for

pad

pressed into contact with

At

the

rearofthe

which a few drops of S.A.E.30

erted

every

6,000

may

brush

es to

sti

cut

in-:-a f

'-th

bru

shes.

It

will be necessary to

partly

dismantle it .

the

battery

them

they

area

push

the

generator to its the

en, remove all three bolts

the

engine.

withdrawnthe

Wh

en -it is removed it will

fit.

bracket

fan-belt tension to

and

lift

the

generator

commutator

two brushes in their mounting brackets.

the

commutator

surface should be bright .

and

the

If

it is not,

bush in

the

the not the

by

dis-

the

it should be cleaned. Before doing so it is as well to see

the

two brushes are quite free in their holders, for if

if stick

the

commutator

that

takes place.

the

Test

brushes by gently pulling fitted on each. against return

the

spring tension

(Fig. 64).

of their holders using a piece of

begins to '

burn'

the

It

should be possible to pull

and

on releasing

If

th

ey feel stiff, draw

bent

wire in

due to

the

flexible connectors

them

they

them

carefully

the

sparking

them

back

should

form of a

they

out

to

be

ELECTRICAL SYSTEM

the

hook to hold

spring clear of

a petrol-damped cloth.

If

the

commutatorisdirtyitmay

paper. Do not use emery cloth.

all

dirt

has

When

are

the

same commutator their

holders

way

and they

been removed refit

round as originally.

if replaced half a

will not make effici

distance has been covered.

F

IG.64.-GENERATOR

Temporarily raise

oth

erwise

they plate is refitted. veniently for

the

may

the

purpose by engaging

brushes sufficiently in their holders

foul

the

The

brushes

sides. .

that

any

After ensuring

arm

ature

shaft so

shaft are in place, enter

that line. As diameter,

When

the

generator mounting-bracket holes are in

the

two through-bolt holes are drilled on

the

end-plate could be refitted half a

commutator

washers originally fitted on

has entered between

the

brush. Wipe

be cleaned with glass

the

brushes so

They'

bed

turn

round relative to

ent

contact

BRUSH

GEAR

commutator when

may

be wedged most con-

the

springs with their

the

end-plate on to

them

with

they

in'tothe

until

some

the

end-

turn

the

the the

the

out.

two

THE

BOOK OF

brushes fit ma

nner, push

the

two bolts.

Reassemble

install

the

springs on

the

end-plate right home

the

generator to

th

e fan-belt overthe pulley

before finally tightening

the

Replace

batt

ery cable connection.

The

generator should now charge

If

there are signs

two terminal connectors

that

THE

AUS

TIN

A3S

top

of each brush inthe normal

the

th

e bracket-mounting bolts.

and

secure it with

enginetaking care to

and

to adjust its tension

and

sati

the comm

sfactorily.

utato

r is blackened a

refit

the

nd despite cleaning, as described above, still will not charge is best to

Battery

The

any

nected tog rz-volt unit. Each cell contains positive

haveitchecked

batt

ery, one of

the

by

most

your A

ust

important

in dealer.

components on

car, is composed of six cells each of 2 vo

eth

er by lead

str

aps sothat

it builds up into a

ltsand

and

con-

negative plates immersed in a solution of sulphuric acid and distilled water known as

e electrolyte.

The

plat

es are divided

th

by insulator separators (Fig. 65).

ELECTR

Shouldthe

that

the

posts are of differ

.

It

is slightly larger

batt

ery be removed at

terminals are correctly reconnected.

ent

will be found

thanth connection on replacement. A connecting

The

re is a

the

positive cable to

tend

probably because •

The

prime neces

ICAL SYSTEM 16

any

time it is

importa

The

.sizes and are usually marked + a

that

the positive

e negative, to

battery

ency to neglect

it

must be all right for it is

sity

is to add distilled wa

post

pre

(the former)

vent any incorrect

can be ruined

the

negative terminal.

batt

ery maintenance

tertothe

working'

term

ina

nd

by

six

5

nt

l

.

it

FIG.

I Specific

66.-TES

Gra

TI NG

vity Reading. 2 See thatFloat is clear of

SPECIFICGR

Tube

AVITY

FIG.

65.-LUCAS

12-VOLTBATTER

cells

atleast

used for • topping

every month.

up'

for it contains iron

Tap

water should not be

andcertain

detrimental salts . A supply of distilled water sufficient for

r's

att

a yea the

refore do

uyabott

B station

ention can be

not

be t

le of distilled water from your chemist or service

and

keep it inthe garage for regular use.

obta

empt

ined for a shilling or two,

ed to ruin an expensive

battery

.

A useful accessory is a hydrometer specially calibrated

for car-battery use

stockist (Fig. 66).

to the individual ce cell

tops-and

Y

electrolyte is correct.

and

obtainable

It

serves two purpo ses

lls-s

o preventing spilling liquid on

to ascertain if

throu

gh your usual

-to

the

specific gravi ty of

add water

the

THE

I66

Consider first

Never allow

BOOK OF T

th

e question of liquid on

th

e tops of

the

sulphuric acid in the electrolyte will

quently, if corrode

and

the

battery

batt

ery

The normal specific

I

'z80

approximately

thegravity

can fall to

to I

HE

AUSTIN

cells to be wet. Rememb er

att

A3S

topofth

e cells.

that

ack metal. Conse-

is over-filledthe terminals will

tray

will be eaten away .

gravity

'300

I'I

of a charged

batt

butas it becomes discharged

OO, when it is

pract

ically , flat

ery is

out '.

the

Checking cap, ins into

th

e glass

ert

bulb. Allow but

make sure it is clear ofthe sides ofthe glass tube.

Then note

th

e specific gravity reading.

th

e reading of each cell is approximately eq

gravityisnot

the

hydrometer and draw some of

tub

e by compressing

th

e floatto be freely suspended (z, Fig. 66)

th

e figurethat

difficult. Unscrewthe filler

the

electrolyte

and

releasingthe

is level

It

is

withthe li

imp

ort

ant

quid;

to ensurethat

ual;

rubb

this is

also

thatthe level in each cell is the same.

If

one cell has a lower readingthan the corrected by drawing off as adding sulphuric acid of I ' corrected

by

several such additions it may be thatthere

is a short-circuit and

350

thebattery

much

s.g.

should be tested by your

oth

ers, it can be

fluid as possible

If

the cell ca

nnot

and

Austin dealer or local Lucas service station.

Similarly, if one cell appears to require topping up mor e frequently case for it may be

any ofthe others, examinethe b

thatthere is a crack

throu

gh which the

att

than

electrolyte is leaking away.

maint

The routine

enance required is given below

there is another pointthat should be mentioned. This is

the

batt

ery is

not

to make sure in its container. Do not overtigh

allowed to become loose

tenthe securing clamps, however, for the case may be cracked by so doing. On other hand, if it is not sufficie

and

chafe

and

possibly damage the cable insulation.

Maintenance

Unscrewthe cell plugs monthly

l

yt

e level. Top up if necessary, as instructed above.

N ever hold a lighted match over the cell tops to ascerta

the level. The gases given off by a charged

flammable

and

can exp

ntly

tightthe case may move

and

examinethe electro-

batte

lode-

in some cases they have

ry are in-

er

be

ery

but

the

in

ELECTRI

the

blown out tunat

e person who received

cell

have no inspection lamp use a torch, although is very accessibly

The

electrolyte should be level

separators. Do

mount

not

CAL SYSTEM

topsand

ed ben

be temp

caused in

the

eath

ted

jur

y to

acid in his face.

the

with

bonnet .

the

top edge of the

to ' save topping up ne

the

unfor-

If

thebatt

you

ery

xt month' by putting in too much distilled water for when thebattery filled the surplus will find its way i ment, rusting

Never

, gasses '

add

the

level rises.

and

corroding everything it touches. , ,

anything

but

distilled water unless It

nto

If

the

the b

att

cells are over-

ery co

mpar

necessary to correctthe gravity, by adding acid as described above. comes more concentr addition of distilled strengthen h

arm

no liquid is visible. In this case, int ex

thepast dislodged unless covered with ac actuallyimmersed in acid iscapable of,being charged. if

becomes doubled, protected from corrosion wi

If

and the insides of the terminal clamps. Securely tig

With

normal gassing the electro

the

ful to

theplat

When checking

ervals for it tentthat Partlydry

causes a gr

cells become damaged for two reasons : (a)

atedbut

wat

acid solution

is restored to normal by

er. Adding acid will progressively

and

es.

the

level in

may

be thatthe carISbemg used to an

eat

er-

the

cells you may find

insp~ct

than-

usual electrolyte loss.

lyte

becomes increasingly

at.more frequent

e of whichthe plates are formed tends to become

id;

and

(b) only

the

cell is half

Keep

the

necessary, disconnect

empty

and

the

chargmg

rat

e automatically

this is not good for the plates.

positive and negative terminals clean and

th

a film of petroleum jelly.

the

ter

minals, andclean

merely be-

the

that

th

e a

rea

!h

us,

the

.posts

ht

en the bolts after replacement. As a very heavy current is tak

en bythe starter motor, ra

ting efficiently. Seethat the earthconnection f

ope th

e positive terminals to the chassis is clean and that the

olt

is tight. .

b

Owners sometimes wonder if frost can damage

batteri

es should fully-charged ba gr

avity

will not be affected

cases where

tt

thebatt

the

electrolyte freeze.

ery

with

ery isfully- or nearlyfully- discharged

dirt

y terminals prev

electro

lyte

by

the

severest frost.

ent

rom

the

In

England, a

of the correct

In

and where the frost is severe, it is possible for the

t-

IS

it

ir

168

electro Wit h the electrical system on your Austin A35 the

in normal use should be k

cha ba

becomes'sulphated'and hold its charge. Austin dealer

given a

THE

BOOK OF

lyte

to freeze. This usually means a split container.

rged

by

the

compens

Should your car be

tte

ry will rapidly deteriorate if left discharged.

out

THE

AU

ept

efficien

tly

atin

g voltage system .

of use for

any

STIN

A3S

and a

utom

len

gthoftime,th

in extreme conditions will not

It

is good policy,therefore, to let your

have

your

batte

ry,

arra

month

ly charge. This will keep it in good con-

nging for it to be

batter atically

dition until you require it again.

Ignition

The ignition coil is a sealed self-contained

no

from keeping

System:

att

ention forthere are no moving pa

Coil and Distributor

the

terminals

tight

unit

rts

and

in it.

the insulated end

requiring

Apart

clean, you can forget it completely.

th

By a process known as induction, up the primary 12 volt s supplied imately 12,000 volts. This high-tension th

e s

park

ing-plug gap ofthe correct cylinder to which it

by

is supplied

the rotor of

the

e ignition coil steps

bythe

battery

current, jumps

distributor.

to approx-

Any electrical breakdown in the ignition coil is extremely

ept

unlikely provided it is k

The contact-breaker in points, when a high-tension current is gene secondary coil. This causes a points and and compressed in, driven from

thisspa

th

e engine

rk fires the charge already drawn into,

th

e cylinder.

when each piston is at On

th

e distribu

tor

cap, which is

material, are five high-tension cables

par

ach s ontact inside all d

connected to

king plug and a centre cable w

the

cap and resting on an insulated arm

the'rotor'.The

the

coil. Insidethe cap are four me

clean as described above.

th

e distr

ibu

tor

opensthe contact

spark

to occuratthe

Th

andistim

the

topofth

e con

ed for

the

e compression stroke.

mad

e of an insulat ing

-one ith

oth

er end of

thi

ratedinth

plug

tact-

breaker is

spark to occur

connected to

a carbon

bru

s fifth cable is

tal

con-

tacts to each of which a high-tension cable is connected.

mount

The rotor is

ed on the distri

so that its outer end passes

th

but

or shaft

e four high-tension

andturn

conta

with very little clearance.

th

en, is

The electrical-circuit operation,

thatthe contact-

sh

cts

ELECT

br

eaker poi

th

y

e

It

e high-tension.curr

it

is genera

dis

tr through metal strip across which the currentis led to th e appropriate

nts

ted

ibutor cap.

the

carbon brush resting on it.

open at a predetermined in

along

RICAL SYSTEM

stantproducing ent.Th the

is is led from

cable to

the

cen

tre

the

contact inthe

Fromthis point it passes tothe rotor

Th

e rotor has a

16

coil where

9

contact. This contact is connected by a high-tension cable

~oth~

sparking plug of theparticular cylinder then due to

fire .

The

high-tension brush at the ce special type, in This eliminates wireless should be noticed fitted in

necessity to fit an distrib

utor suppressor could be fitted. However, suppressor at the

thata suppression resistor effect is provided.

and

that

thecent

is of an early

at

the

brush location,

there is no external suppressor

re H.T. lead

ext

ernal

suppr

type

the

brushand

pressor might result in difficult s

Th

e mechanism ofthe distrib

ntre

of the cap is of a

television interference.

and

there should be no

essor inthe lead.

and

does not incorpor

then

an external suppresso r

If

ate

combination ofthe existing

an additional

tarting

utor

ext

ernal sup-

or misfiring.

is quite simple

and

It

the

a

incorporates two devices for varyingthe time at which

th

e con

tact

consist of one known as

tact,theother

con end

e

and

points are to be separated. The contact points

the

'fi

xed'

or ' a

dju

linked to a spring

mounted on an

that

arm

insulated on one

presses it against

the

sta

ble '

fixed

contact (Fig. 67).

A small fibre tongue is provided on the moving contact

nte

d on

the

'ti

rel

ati

the

ntr

e '. This

distri-

ming '

ve to

position

oth

the

er

so that as the four lobes of a cam mou butor

shaft rotate it is successively separated fromthe

fixed co

correspondingly a spark at

(i.e.

th of the piston when it has reached

upw

s

direction being known as tim slowly 3,500 r.p.m. unless there is a means of ' a

ntact

. This produces the high-tension currentand

the

Th

e reason forthe necess

th

e period ofthe occurrence of the s

e pistontravel) is

Assume the s

ardtrav

el-t

not

park

occurs at top dead cent

he corresponding position inthe

plug points.

ity

of alteringthe

park

always understood.

re-

th

e extreme limit of its

'bottom

dead ce

ing will be satisfactory when th e engine is running

but

since the engine speed can increase up to say

dvancing'

THE

0

17

A Cont act P oints. B Condenser. C Contac t Adjusting Screws. D Micrometer

BOOK

FIG. 67.

Adjnster. E . Cam and

timing,the piston would be so far down its the greater r.p.m.

OF

-DI

STRIB

thatmu

THE

B

UTOR

TY

Driv

e-shaf t Oiling Point

AUSTIN

PE

D

c

MzP

H4

A3S

D

strok

e at

ch power would be lost before

the mixture has fully ignited. Accordingly, an ingenious device, known as incorporated so th

spark au

toma fact, with the engine running f siderably before Owing to

the

th

e c

entr

at

ifugal

with increase in engine speed

tically is made t o oc

astthe sp

th

e pistons have

limited

tim

e available, however,

rea

adva

nce mechanism, is

cur

earlier.

ark

ched

top

dead c

the

In

actual

occurs con-

entr

mixture

is

not

-fully ignited

work until

ELECTRICAL

and

the

pistons

therefore is

just

SYSTEM

notready

to do useful

commence to descend,

171

thus

ensuring efficient operation.

The

adv weights normally held inw they tend to fly

linking

to its driving shaft and

At first sight so anxious are operation

ance mechanism consists of two spring-loaded

ard

s. As engine speed increases

th

em to

outwardsand

the

distributor sh

th

is arrangement would ap

the

designers to

advan

this

tend

ency is utilized by

aftsothatit

ces

the

ignition.

obt

ain

thorou

turns

pea

r ideal. ghly efficient

thatthey have incorporated a vacuum

relative

But

timi

ng control. Under conditions of sudden acceleration from rel

ativ

ely slow engine speeds the ignition suddenly to advance due to depression in

th

e manifold. The va working off this depression, controls advancement in relation to

theremay

the

throttle

be a tendency for

th

cuum

th

e change of

tim

ing control,

e speed of ignition

opening until

the depression is constant. Directlythe engine speed has risen sufficiently,

the

timing con

tro

l providesthe correct

range of advance .

There is one other imp

bu

tor

known asthe c

unit

having no mov ing

in parallel with

thecontact

that otherwise would occur

Maintenance

As

with regular lubric and

Ev aside Apply two or the

all other mechanisms, the di

at

ion.

the

slight

att

ery

1,000

th

e two r

headofth

ent

miles remove

eta

thr

ee drops of

e screw inside

ort

ant

ond

enser

part

component inthe distri-

but

this is a self-contained

s.

It

is ele

ctr

ically connected

points and reduces

and

could soon burnth

any

spa

e points.

stributor

It

is provided w

ith

suitable lubricators

ion req uired is easily carried out.

the

ining clips. Take off

distributor cap,byspringing

the

thin

machine oil adjacent to

the

mounting carrying

rotor arm.

rking

requires

the rotor. A small passage is provided to conductthe lubricanttoth lobes with a film of petroleum jelly. .Do excess engine is running or grease on

e.

cause erratic running or even complete failure.

Since

e surfaces needing it (Fig. 68). Smearthe cam

not

oth

erwise it will be flung off

and

may

reach

the

cont

act

points is detrim

the

spark

has

to be delivered to

the

contact

the

apply an

cam whenthe

points. Oil

enta

l and

correct cylinder,

may

172

when replacing the ro

THE

BOOK OF

tor

THE

note

AUSTIN A35

tha

t there is a regis

ter

to ensure.it is replaced correctly. Due to its specially-designed shape the cap cannot be replaced incorrectly.

Lubricate the spindle on which

is mounted. The contact-breaker

FIG.

68.

A Connection from Coil to Contact-breaker. BB Points Adjustment Screws. C Condenser. D Contact-breaker

Points. E Micrometer Adjuster. F Vacuum Pipe Union

-0ILING

allow grease to be applied

the

moving contact arm

arm

must be raised to

DISTRIBUTOR

but

do not finger the contact

point or allow grease to reach it. ,

The moving contact the nut holding the low-tension cable to the Loosen n spring may

ut

adjacent to insulated collar

then

When replacing

insert th e slo

tted

end of the bolt and the insulator.

check

that

the

spring

The flat insu

the pivot must

lated

not

may

be freed by first unscre:ving

and

slotted end of

be detached from bolt.

the

lightly greased contact on its pivot,

end of the spring between

Tighten

and

contact are correctly aligned.

washer fitted beneath

the

thecontact

be omitted.

termina

squared.

nut and

on

The distributor mechanism should be lubricated. Access is obtained through a small hole drilled in the base. Lubricate sparingly,

but

avoid excess oiling.

Replacing the Plug Leads

If

the plug leads are removedatany time,

and

if they

ELECTRICAL SYSTEM 173

are

not

proceed that nearest the radia

and turn the engine by the starting air blowing

is rising on

numbered or marked to ensure correct replacement,

as.

follows: ,.

the

Unscrew

sparking plug from No. I cylinder (i.e.

tor

). Press

past

your thumb. This shows

the

compression stroke.

the

thumb

hand

over the hole

le until you feel

that

the piston

Another method of ascertaining approximately top dead

centre

position on No. I cylinder compression stroke, is to remove the valve-chamber cover. Move the engine nearly half a valve for No.

stiff piece of wire in the sparking-plug hole turn topofthe

turn

after the inlet valve has closed. The inlet

To establish

I cylinder is No

the

exact position of

.2

from the front.

the

piston, insert a

the engine. The wire, suitably bent to rest on

piston, will indicate when

the

piston is at its

and

slowly

the

topmost position.

With

the

on top dead centre firing position on No.

engine set by either method, approximately

I cylinder, proceed

as follows.

Remove contact /the rotor cap, noting plug leadconnecting No. Follow aro

the

distribu

the

und

the distributor cap in an anti-clockwise

tor

cap

and

ascertain to which

arm

is pointing. Replace the distributor

terminal socket concerned. Insert the

I cylinder to this terminal socket.

direction, looking down on top of the cover, and insert

the plug lead for No. 3 cylinder. Next to this, again

l.

moving in an anti-clockwise direction, fit

the

Lastly, fit turns

in an

the firing order isI,3, 4

If

th~

th

e engine so

stroke. (The method of doing

lead to No. 2 cylinder. Since the rotor

anti

-clockwise direction it will be realized

distributor has been

that

No. I cyhnder IS on the compression

and

2.

:emov~d,

th

is is describedatthe

NO.4plug lead.

that

re-time by turning

top

of previous page.)

Next, check

that

the

contact-point gap is correct.

If

not, reset as described above.

Wit~

the

the points should Just be about to open.

rotorJ?ointing towards No. I cylinder contact,

loosen the clamp bolt, which is on s

tarter

motor, so that the distribu

tor

If

this is

not

so

the

same side as

th

body can beturned to

e

obtain this setting. Lock theclamp bolt securely when set.

174

cap should be and weather is wet. to the

THE

BOOK

The

out

side, as well as

dirt

can

cause short-circuits particularly w

earth

without

same reason, wipe

OF

THE

AUSTIN A3S

the

kept

clean. An accumulation of dust

The

high-tension current

causing sparkingatth

the

leads as well asthe plug insulators.

inside, of the dis

the

e plug points.

tributor

hen.the

n leaks away

For

Adjustments .t

Check

the

Th

contact-breaker gap ev

is is quite simply donebyremovingthe distributor

ery

5,000 miles. .

c

~p

and turningthe enginewith thestarting handleuntilany one

the

of points.

lobes of

The '406 mm.), gauge provided in .

Carefully inserted,

the

gap.

ead

just

r When

by

the

moved nearer to or away from the adjustment tightened,

Modificat

On l

ater

the

cam has fully separated

the

gap, which should be '014 to '016 in. ('356 to

may

be checked by usingthe appropriate feeler

the

tool

kit

the

gauge should exactlyslide between

If

the

gap is too wide- or if it is too narrow-

looseningthe two screws in

se are loosened,the adjus

has become altered when

recheck

ion

mod

and

correct if necessary.

to Distributor

els a modified di

.

tab

stributor

the

ontact

er.

In

the

screws were

base plate.

case

le c

oth

is fitted (Fig. 69).

contact

may be

the

ELECTRICAL

To adjust contact-breaker po

contacts are fully open.

Then

screwdriver in slot (2). Move

SYSTEM

intsturn

engine over until

slacken screw (1)

plateuntil

gap between

and

ins

175

ert

contacts is '014 to '016 in. ('356 to '406 mm.) . When

It

tighten

may

setting is correct,

Th

e contact-breaker points should be cleaned every 6,000 miles. or have worn un equa o

ther

a corresponding hollow.

locking screw

be found lly-usua

and

re-check

that

they

have

become d

lly one develops a peak;

The

most satisfactory way

gap

irty

the

to correct this unevenness is to remove the contacts,

th

ed on

If

base.

terminal n

-the Take

the

required,

loosening bo con

tact

spring. The spring fromthe bolt off its pivot. washer fi the by from

tt

base.

unscrewing its two adj acent screws

the

uts

on

the

bolt

may

then

end is slotted-

care

pivot

not

betweenthe moving contact and

the

other cont

and

to lose the flat insulated

that

be disconnec

the

contact drawn

act

can

and

lifting it away

holds

the

ted

be removed

To restore the points to their original condition use either

the

a fine carborundum stone (Fig. 70) or one of

special

s.

FIG

. 6 9.-D I ST RIBU T OR AS

I Control AdjustingScrew and 2 Slot. 3 Cam and Drive

Oiling Points. 4 Contact Points. 5 Micrometer Adju

FITTED

TO LA

TER

4

MODELS

Shaft

stment

FIG.7o.-TRIMMING

-UP

CONTACT

POINTS

THE

may

BOOK OF

be

176 files

that emery cloth grease after facing dead flat and possible from

true

the

obtain

also be used . Clean away

thepoints,th

with

points. Replace and readjust.

TH

E AU

STIN

A3S

ed forthe purpose. Very fine

any

e aim being to leave

one

anoth

er. Remove

the

minimum

grit or

them

Ignition Timing for GradesofPetrol

To

obtain t.d. c. on its compression ing '. This position is indi Fig. 71) corresponds with groove in

FIG. 7I.-IGNITIONTIMINGMAR

(Left ) Early

are in line. (Rig ht) Igniti on timing

small pointers indica te SO and

Then, r with

SOpointer. This is of ass

amount of ad vance for commercial

ett

ing being 6° before t.d.c.

s

correct ignition timing, set No. 1 pi

strok

e, with valves 3 and 4 •rock-

cat

ed whenthe 0° pointer (Right,

crank

shaft pulley.

typ

e of igni

adjusting

otati

timing

ng crankshaft backwardsbring groove into line

PULLEY

tion

mark

ing indi

mar

10

° before TD C. Th ey are of assista nce in

when using premium grade petrol

KS ONCRANKS

catin

g TD C when hole and

ks on E ngines

ista

aft

er No.

9

3~36

nce when setting correct

typ

e fuel,the advised

ston

HAFT

arro

.

Th e

w

Withpremium grade fuels follow the same procedure

except

thatcrankshaft,

compression stroke of

untilthe groove in crankshaft pulley corresponds

aft

er being positionedatt.d.c. on

NO

. 1 cylinder, is

rotatedba

ckwards

withthe

10° pointer (Fig. 71). This assists when setting correct

ELECTRICAL SYSTEM

amount of ignition setting

being 12° before t.d. c. Asthere will pinking to serve as a warning when is most

important

Now, remove di

clamping

plate.With

NO.1 electrode in di

at

tactbreaker points begin to open. This inst determined exactly circuit. Hold one lead to

terminal. opens and

Fin

The

the

ally, tighten pinch bolt, refit distributor cover test car on effected on engine should pi

top

in

gear violent, or continues after 30 ret

ard

ed. Conversely, ifthere is no pinking, or if it dies

adv

ance for premium fuels,the advised

pr

that

this

settin

stributor

with

cover

rotor

arm

cover, rotate casing

the

aid of a smallbulb in a b

earth

light will go

sparkisth

the

road. Any

th

e vernier adjusting screw (Fig. 67).

nk

slightly

with

accelerator pressed down.

outatth

en correctly

furth

und

emium fuelis used, it

g is

strictly

and

slacken pinch bolt in

pointing to position of

andthe other at condenser

e inst

antthat

tim

ed for all cylinders.

er adjustmentmay be

er loadat10 to 30 m.p.h.

m.p.h

., ignition should be

not

adh

antmay be

If

I77

be any

ered to.

until

con-

att

ery gap and

Th

pinking is

out

e

early, ignition should be advanced.

Road TestofIgnition Timing

Withthe

thus

increasing

to

retard by turning as required

gradu

the

ignition

the

knurled knob of

-clo

ckwise to

al format ion of carbon inthe engine,

compression, it may be found necessary

tim

ing slightly.

the

retard

Th

is may be done

micrometer adjustment

and

anti

-clockwise to

advance (E, Fig . 68 or S, Fig. 69).

To make a timed wat

pr

acceleration procedure. This will require a stop-

ch and someone to help you.

of

roadthat

eferably not downhill or this would affectthe char

road

test,the easiest m

ethod

is to use

Tak

e the car to a stretch

is de-restricted, free from sideturnings,

act

the

and

er-

istics of ignition advance.

run

Timed acceleration

takeninthe road,and in

top

same direction

under

gear at a speed

similar conditions. Have

s are necessary. All should be

and

overthe same

just

below 20 m.p.h.

str

the

car running

etch of

Thenthe accelerator pedal should be pressed fully open and speedometer

carefully observed bythe helpful friend with the

stop-watch.

Directly

the

speedometer needle is on ' 20 ', the stop-

TH

17

8

E BOOK OF

watch should be started. mum

speed-i.e. 50 or 60

partofthe

On achieving

testthe accel

the

desired ma speedometerstopthe stop-watch. Notethe ac

curatel

y as possible. Goback and repeatthi the ignition a is less

thanprev

ignition

obt

ained.

until

dva

nced a little more.

iou

sly, continue te

no

impr

Obviou sly, ifthe ignition is

time

taken it means its ma

It

to accelerate betweenthe set fi

thatthe engine is over-

ximum

perform ance.

is not necessary to

Some drivers- particularly

THE

AU

STI

N A35

andstoppedat

m.p

.h. Underthe whole of

erator

must be fully open.

ximum

an agreed

speed reading on

s testwith

If

th

ovem

ent

in acceleration

furt

adva

tim

e up to speeds of 50 or 60 m.p.h.

tho

se who own a new car-

stingand

e recorded t ime

adva

ncingthe

her advanced but

gur

nced and is

es increases,

not

max

this

the

time

the

giving

may wish to restrict road speeds. Accordingly, acceleration times may be taken between 20 thi

s will comm limits. te

stin

g between 20 and 30

tim

es mustbe taken with g uptosay ately affectthe re

end

Theimportant

itself withinareas restricted

point

60 m .p.h. an error of a second will notproportion-

sult

so much asitwould do when te up to 30 m.p.h. whereitcould represent a large ofthe

time

by

this

it will

involved.

methodthe car is set to

run

equally well on a premium-grade fuel,

thebett

Th

e moral is, of course, to reset

If

then the

additional benefit will not be obtained. ignition sothatthe premium-grade fuel

tothe

grade fuel, th should be reset or some

best

Co

nve

adv

rsely, if

but

e engine will

anta

ge.

the

car has been set to use apremium-

a sta

ndardgrade

prob

ably be r

what

and30m.p.h

to obs

m.p

.h.,

rea

t accur acy. When te

er-

erv

e isthat

the'

stop '

run

on standard fuel

grad

e fuel can confer

may

fuel is constantly used,

ath

er over

har

sh and possibly inefficient

-adv

. No doubt

by

speed

when

and'sta

rt '

sting stin

proporti

but

the

be utilized

anced

and

performance will result.

Sparking Plugs

Although an insignifi

in

gplu

g is mostimportant.Plugshave

high

temperatures, must be of

cant

accessory to look at, the spark-

to operate

suitabl

e reach for

the

under

plug

as

on

ELECTRI

i-

points to be inthe bestposition for igni and mustnot

be so cool as to pe

CAL SYSTEM

rmit

oil to collect onthem

tin

g the mixture,

179

or so hot as to causepre-ignition. Obviously,the corre ct ty

pe of plug is neces

use

the

typ

e rec

omm

sary

and you will be well advised to

end

ed by

the

Austin Motor Co.

Ltd.

This isthe Champion N5. long-reach typ e.

No

plu

g has an

par

is

ticularly whenitis not a

ad

vised to consider renewing plugsthat

10,000 miles. Often erratic

ind

efinite life

and

on an efficient engine,

lar

ge one, the owner is well

have exceeded

runn

ing and bad

sta

rtin

g can

betraced to plugs,the useful life of which has been exceeded.

Periodically removethe plugs at least every6,000 miles and cleanthe points of a type of ha

ve to be clean ed

brushkno

by washingthem out t horoughly in petrol. not

resp

ond

to thistre

th

em for you on his sand-blast . This will only cost you .

a few pence and

a r

and

the po

eport

given ontheir condition.

Rememb erthataplu by over-tightening or by acci Fin

g

ally, do notbe tempted to use plugs without their gaskets . compression be thatthe mi

You

cannot get a perfect seal and not only will

lost

xtu

re will be upset onthe in

anycarbonby

wn as a ' file car

int

ernally, this is most easily done

atm

ent

let yourAustin dealer clean

int

s can be set, tested

g is vulne

denta

but

alsothere will be

bru

shingthem with

d'.

Should the plugs

und

rab

le and can be damaged

lly

hittingthe

an

duct

ion stroke.

If

th

ey do

er pressure,

insulator.

air leak so

Plug Adjustment

Having cleanedthe plugs, testthe gapatth

Th

e gap should be '025 in. (,64 mm.) (A, Fig. 72).The plug

gap is

very

imp

ort

ant

and

any widevariation as between

th

e f

our

imp electrode.

fitted to by

plugs onthe engine can make even slow

ossible.

If

it

is necessary to a

If

the gap mustbe a

the

plu

djustthe gap, never b

dju

sted, b

g body. Many plugs

endthe electrode

have

owners bendingthe centre electrode resulting in either

end

been

e points.

runnin

the centre

ruin

ed

g

loosening it inthe insulator or crackingthe insulator

In

either case

Alwa tributor moi

sture

ysk

the

plu

eep

g soon becomes

the

plng insulators,

the

cap free from dustand dirt.

can

collect on

thi

s film of dustmaking

fault

leads,

In

y.

and

damp

the disweather starting

180

difficult becausethe high-tension circuit to

THE·BOOK

FIG

The gap at inset A Top left should be .025 in.

. 72.

OF

-ADJUSTI

THE

NG

AUSTIN

PLUG

current

earth

ratherthan

sparkatth

Tracing Ignition Troubles

If

the

ignition is carefully maintained, as describ ed in

the

preceding pages, you should

due to breakdown.

But

as

have

no unforeseen delays

any

complic mechanism is liable to develop some sli be well to consider

what

minor difficulties may arise

how to correctthem.

Ignition trouble usually falls

stoppage or

Suppose

intermitt

the stops. The following of finding where

Leaving

the

ent

car, otherwise runnin g perfectly, suddenly

test

th

e trouble lies.

ignition switched on, disconnectthe low-

und

er two heads:complete

firing.

should indicate the quickest way

GAP

tend

e plug

ght

A3S

s to short-

point

ated

defect it

s.

piece of

may

and

ELECTRICAL

ten

sion cableatthe

baremetal

of should be seen. thi

s wire there deed, a broken wire the

low-tension circuit generally by seeing if

side of

the

cylinder block

If

you

may

cannot

be a

thatwill have to be located. Test

SYSTEM

the

distributor. Touch

with

it, when sparks

get

any

dirty

or loose conn ection or, in-

sign of

current

the

lamps will light.

If

current is reachingthe low-tension feed, reconnect it

and

make surethe rocker

for

it

to stick

the

arm, clean replace it. if necessary. See

If

the

from

the cylinder block. separate a spark from spark

is forthcomingthen

If

a

spark

the

cap engine th

e cylind er block. Should no

then

there

but

it may

the

If

the

that

points are in order, disconnect

distribut

or cap

With

th

em by pressing

th

e high-tension cable to

is produced, refitthe cable to

and

test

the

and

holdingthem oneata

may

be a short-circuit in

arm

is free to move. It is rare

have

stuck

open.

If

so, remove

bush inside, lightly oil its pivot

arm

is free, check

the

points are clean

and

holditabout

the

points normally touching

them

the

coil is probablyatfault.

sparking-plug leads

spark

the

gap,

the

i in. from

apart.

This should cause the

block.

the

by

timeabout

be visible from any,

the

rotor

and

centre wire

cap, replace turning

1in. from

or distributor

cap.

Misfiring is due to some condition such as spring, stiff rocker on

the

petrol

distributor cap or rotor, sticking valves, obstru

supply, or

A broken wire is

being

bound

obviously a

ends of such a case, as the

joint with insulation tape.

Additional causes are loose

dirty

and

not

togetherin

temporary

the

wire

maladjust

always easy to trace being generally

dirty

-arm

action, short-circuiting due to

carbur

ettor

misadjustment.

not

always easy to

the

looms.

repair

maybemade

and

the

twisting

system is an ' earth r

ed plugs. Normally

If

them

wires

contact

trace

found

points, weak

owing to m

and

by baring

togeth

er.

eturn'

and

connections or

the

accessible,

do

high-tension cables, although well protected, might develop a circuit if should

Remove

the

not

insulation has perished. This possibility

be overlooked.

th

e plugs, clean

and

test as already suggested.

adju

flat.

But,

protect

181

the

on

head-

and

sting

the

If

no

the

dirt

cted

any

the

in

short-

182

THE

BOOK OF

THE

AUSTIN

A3S

The only satisfactory test for a plug is when it is under pressure. Although a plug tested spark in

Fuses

outofth

th

e engineit does

e cylinder when

spark

not

und

er compression.

perfectly when

follow

that

it will

may

The wiring diagram (see page 220) indicatesthe positions

of

fuses, mounted in the control box, thatprot circuits. The 50-amp. fuse various accessories wired independently of the ignition swit ch.

ght

and h

orn

li

Th

e fuse A accessories on. Under

wipers, s

top

is, however, a 35-

are covered by

3-A4

th

at operate only whenthe ignition switch is

th

is included inthe circuit for those

is heading come the petrol gauge, windscreen

lamps and flashers.

amp

Although the fuses are

of

the

individual unit is indicatedbyth

strip inserted in

th

e glass

the fuse identification is

Starter Motor

markedA1-A

up

in such a

mann

The

thissame

The

fuse protectingthese

. one.

int

erchangeable, the fusing value

e colour of the paper

tub

e. As an additional safeguard

print

ed on

the

The starter motor is a self-contained

th

engine on by

a heavy cable (Fig. 73).

facia panel.

e off side

Wh

FIG.73

and

dire

en switch is

.-STARTER

ctly

connected tothe

It

is controlledbya switch on

operatedthe

MOTOR

MECHANISM

unit

ect various

2 protectsthe

er as to work

radio, interior

fuse.

paper strip.

bolted tothe

batt

motor

turnsand

ery

ELE

CTRICAL SYSTEM

revolvesthe engine through

the

medium of

thestarter-

drive.

Although simple in oper

on, the

st

arter-

~riyem

~ch~

ati anism is not always clearly understood. This mgemous device is illu

strated in Fig. 74.

FIG.74

.- S TARTERMOTOR

PINIO

N

The splined shaft adjacent to the flywheel carries a sleeve fitting closely to the splines. on which slides a small pinion

th

It

has a spiral

thr

ead

at can engagethe flywheel.

A strong compression spring is fitt ed between this sleeve

ndthe shaft end to act as a cushion against sudden shock

a

turn

the

when the pinion begins to

Directly

rapidly spiral along flywh

at a faster thrown out of mesh along When

th

e pinion being still out of engagement with

From

th

e switch is operatedthe

spin;

but

the

pinion, being freely

thr

ead, remains stationary. Therefore, it is drawn

the

spiral sleeve

eelso

the

starter

that

ratethanthe

when

motor

into

mesh with

the

engine firesthe pinion is driven

armatur

the

spiral

switch is released

this it will be obviousthat

engine.

armature

and

mountedonth

the

ring gear of

e. Consequ

thr

eads of the sleeve.

ently

the

motor stops,

the

flywheel.

its operation is simple

shaft

the

it is

and

automatic.

art

Do not use the st

the

or wheel te

pinion

may

eth

to cause damage .

Two things are essential for correct working :

start

er pinion

must

operation relies on its being able to move on

er switch whenthe engine is running

be brou

ght

into c

be free from oil

ont

act withthe fly-

and

dust

since its

the

(a)

the

sleeve;

e

184 T

(b

)

theba

m

otor

along

Starter Pinion

It

the freeing it. One is to engage

HE

BOOK OF THE AUSTIN A3S

tterymust be sufficiently charged for the s

to operate quickly enough for the pinion to slide

the

sleeve into mesh withthe flywheel.

Jamming

sometimes happensthatthe pinion jams in mesh

flywheel. Should

thi

s oc

curthere are two ways of top

gear

andthen rock

car backwards and forwards whenthe pinion

freed. th brake is released.

adopted ifthe first is cap pressed over

On removing end on which a spanner maybeturn

of the shaft is anti-clockwise,

the

it

m

It

is imp

ortant

e ignition should be switched off

FIG.75.-TuRN

thisit

that, if this method is employed,

and

thatthe hand-

Th

e second

IN G S QU

FR

EE J

AMMEDSTARTER

not

successful, is to detachthe small

th

e rear

will be seen

may

meth

od, which may be

AREDEND OF S HAFT TO

starter-m

otor bearing housing.

that

the s

be fi

haf

tte

d and so

ed (Fig. 7S).

th

e normal direction of

As

pinion. Shouldthe sh

rotati

on ofthe squared end

turnin

g it clockwise

aft

continue to prove ob

may be necessary t o undo the bolts securing

otortoth

e engine

but

this is rarely required.

t has a squared

tar

may

the

may

stinat

thesta

ter

with

the

be

shaft

free

rter

ELECTRI

If

it is foundthatthe pinion fails to engage

known that

th

e battery is fully charged,thenthe starter mot or should be removed and in paraffin to obv Th

ey must

not

iate

be oiled.

it is best to disconnect

CAL SYSTEM I8S

anditis

th

any

thebatt

e pinion and sleeve washed

tendency forthem to stick.

If

th

e sta rter

mot

or is removed

ery to avoid any possibility

of a short-circuit.

Th

e switch contacts are of large area use should not require to be cleaned, commu which case generator (see page in the commutator are not

ta

tor may become

th

ey may be cleaned as in the case ofthe

162).

The bearings of the a

dirtyorthebru

It

should be noted thatthe slots

undercut

rma

ture shaft, being ofthe oil-less

and

with normal

butthe armature

shes stick, in

, as in the gener

ato

r.

type, do not require lubrication.

sta

ath

er, or if a

rter motor

und

The

th

e engine we results. Under cold s

will first free

and

switch

are

fully capable'of starting er normal circumstances thi

ck grade of oil is in use, heavy loading

ta

rting conditions

th

e engine by usingthe

but

the

startin

wise owner

in severe

g handle. Such consideration will result in increased life so far as the

ba

tte

ry is concerned.

Horn

Adjustment

Pr

ovided it is securely mounted the horn requires

a

tte

ntion. The wiring circuit is fed through a fuse and should the horn fail the fuse should be inspected. operation be of help first to check

Using current is reaching pressed. troubl cleaned and does not li

may

indicatethe need for ad just ment.

th

e test l

amp

th

If

thelamp

e is

inthe horn itself. The contacts should be

readju

sted as described below.

e horn switch.

(described on page 192) check if

e horn terminal whenthe

glows when

thus

tested, thenthe

ghtthere is a broken connectionatsome

If

littl

Err

ati

It

may

button

the lamp

point

e

c

is

inthe circuit.

T~eho

retainer

~n

switch is accessible by carefully prisingthe

ring out of

th

e centre ofthe steering-wheel hub,

when the contacts will be disclosed.

L

~ os.

e

but

instrume

J?ounting

If It ISfoundthatthe condition is associa

nt

itself means for

can

affectthe note emi

adju

stm

tte

ent

is provided.

d bythe

ted

withthe

horn

186

wise it be screwed down too far. ofthe or a short-circuit may result. Adjusting does thepitchornot of compens

body.Then clockwise direction so separated. a little at a not the together. Securely lock the setti ng withthe lo

THE

BOOK

It

is bestto remove th e fuse when

may

inadvert

OF

TH

ently

be blown should

Take

hom

from touching

the

e ofthe horn

atin

g for any wear

Fir

st loosenthe lo

cknutinth

turnthe adjustin g se

thatthe c

Thi

s can be checked by moving the adj ustment

tim

e until on pressingthe horn

sound.

Thenturn

the

adjusting screw six notches in

opposite direction, to bringthe

E AUSTIN A3S

adju

stin

g, for ot

the

adju

stment

care to keepthe terminals

chassis when disconn

not

butt

control

the

on it will

but

is provided as a means

that

may arise in use.

e centre rear of

rra

ted screw in an

ont

act

points are fully

cont

act poin ts closer

cknut

her

ect

horn anti-

.

Lamps and Wiring

The

wiring is well insulated

pre

ventitchafing

l

ead

s from

app

ears to be damaged should be

tape. P

tim

oint

butitis

e to time. Any p

s where

rubbin

and

firmly held by clips to

adv

isable to inspectthevarious

artofth

bound

e insul

ationthat

with- insul

atin

g is sometimes liable to occur are wherethe cables forthe headlight s and sidelightspass und

erne

aththe

l

amp

s or sidelamps flicker

reason

and

headlamps when you are drivin g fast at ni

mudguard

putitri

ght.Th

s to the l

tak

e immediate steps to find the

e s

amp

s.

udde

n failure of one or b

ght

If

the

can be awk-

head-

oth

ward-to saythe least.

Headlamps

Asthe he there is no adju relative tothe reflector.

adlamp

stm

bulbs are ofthe'pre-focused'type

ent

provided for moving th e bulb

If

th

e in

stru

ctions are carefully

followedthe best optical setting will be obtained.

Double-filam

ent

bulbs are fitted, these having a current consumption of 42 watts in the straight-ahea d posit ion and 36

watts

when dipped.

Replacing Head and Sidelamp Bulbs

Undoth around be removed by lifting it

e securing screwatthebottom

the

headlamp glass (Fig. 76).

away

, det aching it first atthe

of the rim that fits

Thi

s rim canthen

ed

ELECTR ICAL SYSTE M 187

bott

-

om and disclosing a thisha th

s been carefully detached,

e ' beam dir

ection'

turn any of these screws or

Adjustingthe headl

Pr

essthe li

atthe same

ght

unit

timeturnin

rub

ber dust excluder.

the

will be visible. Do

the

adjustment will be affected.

amp

s is de

alt

with

inwards against

g it to

the

screws controlling

When

not

attempt

to

below:

the

spnng pressure

left, or anti-clockwise.

g

5

F

IG.

7 6 .-

HEA

I Verti cal Adju s

This will allow li

th

e heads of screws canthen pass

tmen

t Screw. 2

Securing Screw. 5 Horizontal Adjusting Screws

ght

DLAMPGLASS

Rubb

er Dust Ex cluder. 3

unit

to be removed fromthe body as

All thatis necessary to gain access to

bulb

is to

turn

the

back-shell in an anti-clockwise direction (as viewed from th e back) whenitcan be the bulb d

eta

ched fromthe holder.

After installing the replacem

typ

e (as described on page 186) ensures the bulb taking up its correct position, refit the back-shell. Take care tainingthe light

unit

tha

t the spring-loaded screws re-

have

their springs beh

and th eir heads in front.

ASSE

MB LY

Fron

t Rim. 4 R im

throu

gh th e slo

the

dra

wn off

ent

bulb ofthe required

and

noting

that

ind

tted

holes.

headlamp

and

a register

the flange

188

screw at been loosened draw

THE

BOOK OF

The sidelamp bulbs are accessible after slackening

the

back

of th e sidelamp body. When this

the

n as an assembly.

front rim and bulb holder

THE

AUSTIN

A35

niaybewith

the has

Headlamp Alignment

Headlamp beams

and

standing squared-up to it . The wall should be in semi-darkness of a suitable colour sothatthe may

be clearly seen.

thesett vertical

as required toadjust headl dimensions given inthe illu convenie on correctly set, it should be obsc adjusted.

of bonnet. Two crosses should be d above ground level and aboutthe

Switch on headlamps

of each circle of light coincides with

cross.

each side) control

To move

in

been

right-hand screw inthe direction, normally required to

tig the screw at

will raise the one lamp whilst working on the other. The car should

be on level grou nd when se

ing dimensions, see Fig . 77.

It

will be neces

and

nt

to shieldthe beam of one light, whilst working

th

e other.

point

A

Remove headlamp rim. Not e

that

ht

Should it be necessary to raise or lower the beam,

It

should be m

centr

the

screw a littleata time

obt

ained. To movethe beam tothe right,

en.

the

will be found most convenient to shield the beam of

must

be aligned when the car is

on level ground, 25 ft. from a

bright

For

head l

amp

sary

to d

etach

headlamp

horizontal adjustment screws may be

Wh

en this

e point (see B

the'

beam tothe left it is only necess

top

of the light unit

beam;

amp

bea

stra

tion.

particular

ured

ark

ed on

the

wall in line

rawnonth

42t in .

andadjust

sideways ' movem

unscrewing it will lower it.

apa

and

A respectively, Fig. 77). if required,

thatth

untilthe desired result

tting

the

blank

spots of headlamps

alignm

ent

chart giving

rim, after which

ms to conform

It

will be found

headl

amp

whilstthe other is

withcentr

e wall

rt,

measured equally

untilcentr

centr

e of its respe e two screws (one

ent

(D, Fig. 78).

ary

(C)

. Screwing this in

beams.

empt

wall

and and

turned

with

beam is

29t

ctiv

to screw

has

turn

the

turn

in.

ELECTRICAL SYSTEM

-

y

e

19

0

THE

BOOK

OF

THE

AUSTIN

A35

ELECT RICAL SYS

TE

M

191

ensure It IS fittedthe correct way round . The stop/ tai llamp bulb is of

the

earth return.

th

e double-cont

act

type,the cap providing

FIG. 7

A Light Unit. B Backshell, C Vertical and D Horizontal Adjustment. E Bulb-

8.-HEADLAMPUNI

holder. F Dust Excluder

T

Stop and Tail Bulb Replacement

Should it be necessary to replace the sto p- or tail-lamp bulb, access is ring ha

sa rim can be d lens, willthen be disclosed and can be the lens (Fig. 79).

It

will he seen thatthe bulb has offset securing pins to.

FIG.

obtain

ed by removing the lens. The rubber

double lip. By pulling backthe

etach

ed. The inner lip, which secures

dra

The

bulb canthen be detached.

79.-

RE

MOVALOFGLASSOF.

STOP

out

er lip, the

the

wn back to free

L AMP

Replacing the Number-plate

Lamp

To change the nu mber-plate lamp bulb all thatis neces-

sary

is to unscrew

cover (Fig. 80). In detaching

the

securing screw inthe middle ofthe

th

is cover t ake care not to

damage the sealing-washer fitted around it.

It

is usually helpful to clean this lens inside and when thus removed, p illumination. The l

F

IG.

80.-NuMBE R-P LATE I LLU MI N

ermitti

ng· maximum number-plate

amp

bulb is of the 6-watttype.

ATI

ON

out

side

Flasher Unit

The flasher unit is contained in a small cylindrical metal container, one end of which is rolled over on to an insulated pl

at

e ca

rry

ing the mechanism

u

nit

depends forits operatio n onthe linear ex lengt h of wire becoming he ing

throu

gh it.

Thisact

uating wire controls the movement of a spring-loaded armature a and

carrying a moving contact.

Thisact

uates a warning lamp indi c

is functioning correctly.

failure occurring in

Th

e warning

corporated in

the

exte

lamp

is located on the facia and is in-

the

indicator switch.

and

three terminals. The

pan

at

ed by an electric curren t flow-

ttac

hed to a central steel core

sion of a

atingthatflasher

It

also gives warning of any rna

l direction-indicator l

unit

bulb

amp

s.

Austin A35 User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

PREFACE

INTRODUCING THE AUSTIN A35

FOR THE BEGINNER

GENERAL MAINTENANCE

STEERING GEAR

SUSPENSION

BRAKING SYSTEM

ENGINE

CARBURETTOR

FUEL PUMP

COOLING SYSTEM

TRANSMISSION

ELECTRICAL SYSTEM