Cobra 427 Instruction Book

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Foreword

This book was written with the object of enabling the
owner to maintain his car in perfect condition throughout

(

its life.

The Cobra 427 Chassis is designed and built at the
A.C. Factory, England, and like all other machinery of
advanced design needs regular care and attention to give
maximum results.
direction will be amply repaid by ultimate performance.

Shelby America Inc. are responsible for the conception of the
427 chassis, and in America for the fitting of the engine, and
gear box, manufactured by the Ford Motor Company of
America.

A.C. Cars were happy to co-operate to produce a sports car
of outstanding achievement.

6501 WEST IMPERIAL HIGHWAY,

LOS ANGELES, CALIFORNIA 90009

A

little time spent now and then in this

SHELBY AMERICA INC.,

Tel. [phone]

A.C. CARS LTD.

Registered Officeand Works:

THAMES DITTON, SURREY, ENGLAND

Telegrams:

(

"Autocarrier, Thames Ditton"

PRICE

Telephone:

Emberbrook 5621

40s.

A.T.G.

Reprint #1 1990

USEFUL INFORMATION

DIMENSIONS

Wheel Base:
Track:

Overall Length:
Width:
Height:

Weight:
Tyres:
Petrol Tank Capacity:
Electrical Equipment:
Capacity of Engine Sump:

Capacity of rear Axle:
Rear Axle Ratio:
Capacity of Gear Box:
Capacity of Radiator:

Chassis Number located on :

Engine Number stamped on:

IMPORTANT NOTE

Do not fit tyres of odd size to the rear wheels of the car. Running

the car in this condition may cause damage to the differential.

The engine of the car must pot be run with one rear wheel off the
ground with the car in gear. Under these conditions the
differential will drive the car off the jack.

It is possible to drive the transmission by raising both wheels clear
of the ground and running the engine with the car in gear.

The limited slip differential mainly when hot causes a certain amount
of grabbing when the car is making slight or sharp turns at low speeds.
This is a normal function with the

90"
Front: 53·96 Standard and Racing.
Rear: 53 Standard-55·1/8 Racing.

12'

lOt"
5' 5t"
2'

11"

Top of Scuttle--4' 1" Highest
Point on Soft Top.
21501bs.
8·15x15"

15 Imp. galls, 18 U.S. galls.

12 volt.
427 engine 6 U.S. quarts, 5 Imp. quarts.
289-6t Imp. pints, including Filter-
7iU.S. pints.
2t Imp. pints, 3 U.S. pints,
3·54 or
2t Imp. pints 289I3 Imp. pints 427.
24 Imp. pints 289I28 Imp. pints approx.

427.
Front Left or Right Wishbone Flange.
Engine Flange below rear L.H. spark
plug and on Bulkhead plate.

3·31to1

"Powr-Lok"

differential system.

1-4

litres.

"Powr-Lok'

COOLING SYSTEM

If the water level in the radiator header tank is to be checked while
the engine is hot, the pressure in the cooling system must first be released
by half turning the header tank filler cap. This permits pressure to be (
released through the overflow. It is dangerous to completely remove the
filler cap when the engine is hot without releasing the pressure as described.

Cars with aluminium radiators are fitted with a water bleed valve to
the cooling system. This must be removed in conjunction with the header
tank filler cap when topping up with water. The system is.full when water
commences to flow from the bleed valve aperture.

It is advisable to run the engine a few minutes with the bleed valve
and filler cap removed after topping up with water, this will ensure there
are no air locks left in the system.

After running the engine, the water height should again be checked
and added to if necessary. Where there is 'no bleed valve fitted the engine
should be run with the header tank filler cap removed following the same

procedure.

IMPORTANT

2

PROPELLER SHAFT AND

HALF SHAFTS

These units are manufactures by Messrs. Hardy Spicer to exceedingly
fine limits and are balanced to give freedom from vibration at all speeds.
The needle type universal joints will give long and satisfactory service
provided normal servicing is given, including greasing. Three such
greasing points are provided on each wheel drive shaft, one on each spider
and one on the slip splined joint. Two are provided on the propeller shaft
spiders. Lubrication is best carried out when the car is raised from the

(

ground and positioning of the shaft is necessary to allow the grease gun
to be applied. Attention every 2,000-3,000 miles will suffice.

Messrs. Hardy Spicer provide replacement Universal Joint Sets, these
consisting of a spider, four bearing races with needle rollers and snap rings.

In dismantling the Universal Joint observe the positions, this is so that
the yokes may be assembled in their original balance order.

Remove the spring clips and push or drive the spider to one side, this

will allow the race and needle bearing to come away. Reverse the proce-

dure to remove the other bearing. The spider with one end of the yoke
can then be removed. This procedure should be repeated to release the
spider itself.

In assembly, apply grease to retain the needles in the races and observe
that the sliding yoke is fitted to the correct splines. The yoke arms being
in line with each other.

Propeller Shaft Unit Order Number D.66976

Half Shaft Unit Order Number 55-0107jKR

I350YSA

(

3

SALISBURY DIFFERENTIAL

UNIT 4HU

REMOVING THE
COBRA DIFFERENTIAL ASSEMBLY COMPLETE

The differential casing is supported on three rubber mountings. Two
of these are hanger bearings and are located on either side of the differential
casing, the front bearing is mounted on the nose of.the differential.

Unbolt the drive shaft flanges to the road wheels and the rear flange
on the propeller shaft. Remove the front mounting bolts, and support (
the weight of the differential with a jack or block.

Remove the two side hanger mountings, it may be necessary to rotate
the differential assembly when withdrawing the unit from the chassis.

DIFFERENTIAL MOUNTING

PART NUMBERS

FRONT SUPPORT CASTING C-66091
Metalistic Mounting 13/1121 D-63784
Distance Piece D-66202
Washer Internal Shake Proof
~" B.S.F. Bolts 2i" long (Hex.)
,'0"

U.N.C. Bolts 1i"long D-66198

Support packing D-66196

SIDE SUPPORT CASTINGS

Metalistic Mounting

Support Bolt with Self Locking Nut

i

B.S.F. 7" D-66208

,{" U.N.C. Bolts

11"

long D-66199

f'

D-66534

13/860 D-63503

D-63503

(1)

(2)

(1)

(2)

(2)

(4)
(4)

(2)
(4)

(2)

(4)

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)

4

THE SALISBURY "POWR-LOK"

DIFFERENTIAL UNIT

WHY LIMITED SLIP DIFFERENTIALS ARE NEEDED

The purpose of a conventional differential is to provide equal torque
division between the two road wheels whilst compensating for the difference
in speed between the wheels when cornering. Since equal torque division
is obtained at all times, the total torque transmitted is limited by the
wheel with least adhesion. Whilst the limitation in performance of the
conventional differential has been noticeable in the past when driving on

(

ice or snow, these same factors are now assuming greater importance, due
to the trend towards a lighter weight on the axle, combined with greater
torque output from the engine. The Limited Slip Differential propor-
tions the torque so that, at all times, the wheel with greater adhesion will

transmit the greater portion of the torque available, whilst maintaining

the necessary differential action on cornering.

POWR-LOK

The Powr-Lok design combines excellent performance with low

initial cost and durability, and it is important to note that no other
assembly combines these advantages to the same degree. In operation, the
Powr-Lok combines the basic elements of the conventional differential
with the restraint of friction clutches which provide the necessary torque
bias. These basic features have been incorporated in a number of alter-
native designs but the Powr-Lok is unique in combining three alternative
methods of loading which are supplementary and provide the necessary
desirable qualities.

CONSTRUCTION

The cross pins which carry the pinion mates are so constructed that

there is clearance at the intersection to permit relative movement between
the two parts, each shaft having milled cam flats located in vee slots in the
differential case halves. The pinion mates have shoulders engaging
abutment faces on the clutch rings mounted adjacent to the differential
side gears. The clutch rings and side gears have common splines locating
on the axle shaft and the clutch rings are additionally provided with splined
hubs carrying the alternative internally splined clutch plates. The
remainder of the clutch plates are provided with 4 external lugs locating
in slots in the differential case halves. All clutch plates are specially

(

treated to obtain the desired friction characteristics and are flat with the
exception of one plate for each assembly which is dished to provide a
Belleville spring.

5

FRICTION CLUTCH LOADING

The loading of the friction clutches is effected by three different

methods-

1. Belleville Spring. Since one of the plates in each clutch pack is
dished to form a Belleville spring, the clutches are under a certain amount
of pressure at all times and there is, therefore, effective restraint of free
differential action, even if one wheel is clear of the ground. This point is
of great importance, since the other means of loading are dependent
the degree of re-action at the axle shafts.

on

SECTIONS OF T HE TV~O )

/ PLATES ~

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PRELOADING OBTAINED
BY USING DISHED PLATE

LOADING OF FRICTION CLUTCHES BY BElLEVILLE SPRING

2. The Separating Forces of the Differential Gears. As described, the
differential side gear abuts against the side gear ring and the axial loading,
due to the separating forces of the differential gears, is therefore transmitted
to the clutch pack and this loading will be directly proportional to the
torque transmitted by the gears.

THE SIDE GEAR RING LOADS

THE CLUTCH PACK AGAINST

THE DIFFERENTIAL CASE

DISHED BELLEVIL LE CLUTCH

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PRELOADING OBTAINED
BY USING DISHED PLATE

THE SIDE GEAR RING LOADS

THE CLUTCH PACK AGAINST

THE DIFFERENTIAL CASE

THE LOAD IS TRANSFERr,ED

TO THE SIDE GEAR RING

ADING DUE TO SEPARATING FORCES OF DIFFERENTIAL GEARS

THE LOAD ISTRANSFERRED

TO THE SIDE GEAR RING

6

3. Carn Loading. The cam faces of the cross pins which engage vee
slots in the differential case halves, impose a loading on the cross pins
along the axis of the differentia! when torque is transmitted bythe differen-
tia! assembly. This re-action is transmitted to the side gear clutch rings
through the abutment shoulders on the differential pinion mates.

THE PINION MATE SHOULDER

TRANSFERS THE LOAD TO

THE SIDE GEAR RING

THE SIDE GEAR RING LOADS

THE CLUTCH PACK AGAINST

THE DIFFERENTIAL CASE

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THE SIDE GEAR RING LOADS

THE CLUTCH PACK AGAINST

THE DIFFERENTIAL CASE

CAM LOADING

OF

FRICTION CLUTCHES

CROSS-PIN MOVES UP THE RAMP OF

THE V-SLOT IN THE DIFFERENTIAL

CASE

OPERATION

Under all normal driving conditions, the optimum balance between
free differential action and frictional restraint of same is obtained due to
the loading of the friction clutches by the combination of the differential
gear separating forces and the cross pin cam loading. Since both these
methods of loading are proportional to the torque transmission, there will
be appropriate division of torque between the clutches and the differential
gears. Under extreme conditions, however, when one wheel is on a
surface giving extremely low or zero adhesion, it is necessary to provide
additional torque bias, since the loading provided by the cam and gear
forces depends upon there being a minimum degree of re-action at each
axle shaft In these circumstances, effective action is provided by the
loading of the clutch packs by the Belleville springs.

It should be emphasized that the Powr-Lok design is unique, since
the supplementary cam loading, in addition to the pressure on the clutch
packs from the differential gears, makes it possible to use the minimum

(

number of clutch plates, resulting in a compact assembly. It is also possi-
ble to utilize plates with comparatively low friction characteristics which
can be maintained throughout the service life of the unit, hence the claim
for durability.

POWR-LOK

Will prevent a vehicle from becoming immobile when one driving wheel

loses traction.

Provides vehicle stability under adverse road conditions.

Controls wheel spin and resultant shock loads.

Reliable and effective throughout the service life of the vehicle.

7

I

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00

DIFFERENTIAL

PART NUMBERS

1. Front Differential Flange

2. Oil Thrower

3. Oil Seal

4. Seating Washer

5. Oil Thrower

6. Timkin Taper Roller Bearing

7. Differential Casing

(

S. Timkin Taper Roller Bearing

9. Distance Piece

10. Sealing Ring

11. Spring Washer

12. Casing retaining bolt

13. Metal Retaining Washer

14. Retaining Nut

15. Flange Tab Washer

16. Inner Drive Shaft

17. Inner Drive Shaft Retaining Casing

18. Oil Seal

19. Timkin Taper Roller Bearing

KA-2-1-GBll
2HA-021
2HA-019
2HA-020
4HA-036
2HA-022
4HU-004-12
2HA-023
4HU-018
4HA-079-2
7LW-13
7B-NC 44

16W-28
4HU-089-1
4HU-091-1
4HU-005-4

4HU-014-1

4HA-079-1
4HU-025

REAR AXLE

Service tools recommended by Salisburys Ltd.
SERVICE TOOL LIST
Tool No. Description

SE.lOI Universal Dial Test Indicator, Catalogue No. 160, supplied by

SE.103 Pinion and Differential Bearing Cone Puller.
SE.105 Pinion Bearing Cup Extractor.
SE.106 Bearing Cup Installation Tool.
SE.107 Pinion Cone Setting Gauge.
SE.lOS Pinion Oil Seal Installation Collar.

Churchill&Co., Ltd., Great South West Road, Bedfont, Middlesex.

J.

E. Baty&Co., Ltd., 39 Victoria Street, London, S.W.I.

Complete sets of Service Tools are available from Messrs. V. L.

SERVICE DATA

f

( Pinion Drop "A" ...

fa) Mounting Distance

f'I'

(b) Gear Bolts Lbs. Ft. ...

Model

Zero Cone Setting "B"

l

C/L to Brg. Housing "D"

Shaft

Torque Spanner Setting, Drive...
Diff. Preload Shim Allowance ...

Backlash ... ... . .. As etched on Drive Gear (Minimum '004")

l

Pinion Bearing Preload ... 8-I2 Ibs. in all Models

unit indicated above.

EndFio", ... ...

Service data concerning the 4H U differential is the same as the

REFER TO PAGE 38 FOR RECOMMENDED OILS.

"C'

6HA HA

1·000" ',250"

...

2·000"

...

3·375"

...

4·193"

...

4·183"
,006" to ,008" all Models

40-50 40-50
,005" all Models

9

2'125" 2·250" 2·625" 2750"
3·625" 3·937" 4·312" 4·625"
4·848" 5·130" 5·505"
4·838" 5·120" 5·495"

3HA

1·375" 1·500" 1·750" 1·750"

f'

50-60

n,"

70-80

4HA 2HA

5-818"
5·808" 6·121"

f'

50-60

k"

70-80

5HA

2'968"
4·906"
6·131"

40-50 70-80

4HA

REMOVAL

TO REMOVE CALIPER-REAR BRAKES

1. Remove rear wheel.

2. Remove split pin and clevis pin from nandbrake abutment. Fig. 18.
(D.66053).

3. Remove wireon two caliper holding Bolts. Fig. 22.

4. Remove caliper holding bolts. Fig. 22 (D.6648I).

5. The caliper must be suspended from the wishbone to prevent damage
to the hydraulic brake pipe. (

6. lfthe banjo bolt, Fig. 23(376102W)is removed and the hydraulicpipe

isdisconnected, care must be taken that brake fluid is not permitted to
drop on car paintwork.

7. It will be necessary to bleed the brakes if the hydraulic brake pipe is

disconnected.

Note: Refer to rear hub drawing when carrying out this operation.

Page 11.

TO DISMANTLE REAR HUB AND UPRIGHT

1. Remove caliper holding bolts Fig. 22(D66481) and suspend caliper

wire from chassistubing.

2. Disconnect parking brake cable from the abutment Fig. 18(D66053)
on upright.

3. Disconnect four holding bolts on drive shaft outer flange Fig. 15
(4HU-077-2).

4. Disconnect top wishboneupper ball joint, RBJ-76. Fig. 2, page 15.

5. Loosen the two
tap out holding pin, Fig. 6, page 15 (D.66851).

NOTE: Before undertakingthe above operation, the disc and hubshouldbe

supportedby wire from a chassis tube.
If the hydraulic brake pipes are disconnected from the caliper

willbenecessaryto bleedthe brakes.

-!a"

cramp bolts on the lower wishbone outer end and

OF

REAR HUB

by

it

10

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REAR HUB AND CALIPER DRA WINGS

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STANDARD

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RACING

11

REAR HUB PART NUMBERS (STANDARD)

1. Rear Carrier
2: Hub Flange Bolt

3. Rear Hub

4. Rear Disc

5. Drive Pegs

6. Drive Peg Nuts

7. Oil Seal Outer "Burtonwood"

8. Oil SealInner "Burtonwood"

9. Spacer

10. Cone Outer "Timkin"

11. Cone Inner "Timkin"

12. Cup "Tirnkin"

13. Distance PieceLarge

14. Distance PieceSmall

15. Flange "Salisbury"

16. Washer "Salisbury"

17. Lock Washer

18. Handbrake abutment

19. Flange Bolt

20. Flange Nut

21.

Caliper 12/3 Girling

22. Caliper Bolt

23. Banjo Bolt Girling

24. Flexible Hydraulic Pipe

25. Connecting Gasket

26. Banjo

27. Banjo Gasket

-!an

B.S.F. High Tensile

-!on

B.S.F. Self-locking nut

It"

B-669I2-3
66074
C-66858-9
B.66908
ShelbyAmerican Inc.
ShelbyAmerican Inc.
275-3346-10

187-318
D-66871
2774X
2788A
2720
D-66872
67184
4-HU-077-2

16W-28
Salisbury 4-HU-091-1
D-66053

64032764/5
D-6648

I

376102W
3700634W
378711
64474288
378700

(

REAR HUB PART NUMBERS (RACING)

1. Rear Carrier

2. Hub Flange Bolt

3. Rear Hub

4. Rear Disc

5. Wheel Drive Pegs

6. Drive Peg Nuts

7. Oil SealOuter "Buttonwood"

8. Oil Seal Inner "Buttonwood"

9. Spacer

10. Cone Outer
II. Cone Inner "Timkin"

12. Cup "Tirnkin"

13. Distance Piece "Large"

14. Distance Piece·"Small"

15. Flange "Salisbury"

16. Washer "Salisbury"

17. Lock Washer

18. Handbrake Abutment

19. Flange Bolt :." B.S.F.

20. Flange Nut

21. Caliper ORA Girling

22.

Caliper Bolt

23. Banjo Bolt Girling

"Timkin"

-!o"

It"

B.S.F. Self-locking

High Tensile

12

B-66914-5
66074
C-66860
B-66909
ShelbyAmerican Inc.
ShelbyAmerican Inc.
275-3346-10

187-318
D-66871
2774X
2788A
2720
D-66872
67184

4-HU-077-2

16-W-28

4-HU-091-1
D-66053

64032772/3
D-66365
376102W

(

24. Flexible Hydraulic Pipe

25. Connecting Gasket

26. Banjo

27. Banjo Gasket

TO REMOVE REAR WHEEL BEARINGS

1. Remove locking washer Fig. 17 (Salisbury 4-HU-091-l).

2. Undo and remove Hub Flange Bolt, Fig. 2 (66074).

(

3. Remove spacer washer, Fig. 16(16W-28).

4. Remove drive flange, Fig. 15 (Salisbury 4-HU-077-2). This is a very
tight fit and can only be removed with a press of a draw.

5. The hub carrier Fig. 1 (B-66912-3) will then lift away with the two
oil seals Fig. 7 (Burtonwood 275-3346-10), Fig. 8 (Burtonwood
187-318), both bearing cups Fig. 12 (Tirnkin 2720) and the inner

bearing cone Fig. 11 (Tirnkin 2788A).

6. The outer bearing cone Fig.l0 (Timkin 2774X)will remain on the inner

hub shaft Fig. 3 (C-66858-9) with one large spacer Fig. 13 (D-66872),
and one small distance piece Fig. 14(67184), the spacers will lift away
without difficulty but the outer bearing Fig. 10 (Timkin 2774X) then
exposed will require a draw to facilitate removal.

7. The distance spacer Fig. 9 (D.66871) will lift away without trouble

when the bearing is removed.

8. The bearing outer cups Fig. 12 (Timkin 2720) and oil seals .Fig. 7

(Burtonwood 275-3346-10) and Fig. 8 (Burtonwood 187-318), which
will have remained with the hub carrier Fig. 1 (B-66912-3) may be
tapped out with a drift.

Note: There should be ·1000 vertical float when the hub is assembled; the

smaller distance piece mentioned above Fig. 14 (67184) measures
between ·150 to ·170 according to the amount of hub float; care
should be taken that the ·1000 vertical float is maintained when
the hub is reassembled.

Note: Part numbers quoted above are for a standard hub, racing part

numbers are on page 12.

2700634W
378711
64474288
378700

REFER TO REAR HUB DRAWING WHEN CARRYING OUT

THIS OPERATION, PAGE 11

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13

SUSPENSION UNITS

Upper Rear Wishbone Assembly (Photograph page
Wishbone Welded Assembly C.66823 (Fig. 1 photograph)
Spherical Bearing Joint to Rear Vertical Link (Fig. 2 photograph)
Spherical Bearing Rod End RBJ-76 (Fig. 2)

Lock Nuti"B.S.F. (Fig. 2)

Rubber Dust Shield

Spacer R.R.W.8 (Fig. 2)

1"B.S.F.

2i"

R.R.S8

Bolt (Fig. 2)

(Fig. 2)

IS)

1" B.S.F. Self-locking nut (Fig. 2)

Upper Rear Wishbone Assembly Inner Bushes (Fig. 13 photograph)
Bush Metalastic 13/935 (Fig. 13)

Special Bolt D-67179 (Fig. 13)

i"

B.S.F. Self-locking Nut (Fig. 13)

Wishbone Pivot Cup D-66819 (Fig. 13)
Lower Rear Wishbone Assembly (Fig. 10 photograph)

Welded assembly Number B-66881-2
Inner Lower Wishbone Bearing (Fig. If)

Adjusting Nut D-66829 (Fig. 11)

Sleeve D-66828 (Fig. 11)

o

Ring (Superfect) S.H.96-307 (Fig. 11)
Spherical Bearing (Rose) RBJ-210 (Fig. 11)
Circlip (Anderton) NAM-1300 (Fig. II)

Wishbone Pin and Bearings (Fig. 6 photograph)
Nylon bushes 12DU-16 (Fig. 6)
Rubber and metal seals 07S-IOO-SBW (Fig. 6)
Clamp Bolts

Chrome Pin D-668S1 (Fig. 6)
Rear Suspension Trailing Link (Fig. 8 photograph) 66877C

Trailing Link to Wishbone Bearing (Fig. 7)

Spherical Bearing and Circlip RBJ-20S/Seeger Circ1ip

3" Bolt (Fig. 7)
Two packing pieces (Fig. 7)

-!;,",

Ii",

!i"

nut (Fig. 6)

!i"

int. (Fig. 7)

1"Locking Nut (Fig. 7)

Trailing Link to Chassis Bearing (Fig. 9 photograph)
Spacer R.R. W.8 (Fig. 9)
Rubber Dust Seal R.R.S.8 (Fig. 9)
Spherical Bearing End Rod R.B.J.76 (Fig, 9)

i"

B.S.F. Lock Nut (Fig. 9)

S"

Bolt Xj-" (Fig. 9)

j-"

Locking Nut (Fig. 9)

Two packing pieces (Fig. 9)

Ruhber Bushes-Metalastic 13/1667, or Silentbloc E2088 (Fig. 9)

(

(

14

REAR SUSPENSION UNITS

1. Rear upper wishbone.

2. Upper Wishbone to rear upright spherical ball joint.

3. Rear brake caliper.

4. Shock absorber bottom mounting, reference to page 36.

5. Nylon bushes rubber and metal seals.

6. Chrome pin.

7. Trailing link, to lower wishbone, bearing.

( 8. Trailing link.

9. Trailing link to chassis bearing.

10. LOwerrear wishbone.

11. Lower wishbone inner bearing.

12. Differential front support, reference to page 4.

13. Upper wishbone inner bushes.

14. Differential side hanger bearings, refer to page 4.

15. Shock absorber top mounting refer to page 36.

Note:

Part numbers for suspension units above-are itemised on page 14.
Shock absorber bearings page 36.

(

15

REAR

The rear suspension is comprised of an upper wishbone Fig. I
(C-66823) which is suspended from the chassis by rubber bushes Fig. 13,
page 15, (13/935) held in place byi"bolts {O-67I79) and cup washers
diameter (D-668I9).

The bolts are inserted from inside theVof the wishbone with the cup
washers inserted from outside, the assembly is retained byi"locking nuts.

The outboard end of the upper wishbone comprises at"metal ball

joint Fig. 2 (RBJ-76), and two packing washers, to which the rear upright

is attached by a
and the rubber gaitered and requires no attention.

Above items detailed on page 14, under Upper Rear Wishbone
Assembly.

t"

x

2f' bolt andt"self locking nut, the ball joint is sealed

SUSPENSION

Upper Unit

i"

REAR

The lower rear suspension unit comprises a narrow angle wishbone
Fig. 10 (B-66881-2) page 15, with the triangle point chassis mounted, and a
radius arm Fig. 8 (66877C), chassis located at the leading end Fig. 9, with the
trailing end attached to the outer wishbone Fig. 7, page IS, this arm accepts
braking and accelerating forces, all points of rear suspension are sealed
on assembly, and do not require any further attention.

The inner wishbone bearing Fig.

joint (RBJ-21O), two circlips, a steel tube threaded at the ends, a

bolt with locking nut. Attached to the threaded tube are two adjusting
nuts, the positioning of which determines the running angle of the rear
wheeL

The base of the rear upright is attached to the outer part of the wish-
bone by a chrome pin Fig. 6 (D·6685
Fig. 5 (12Du-16), inserted in the wishbone Fig.to(B·66881-2), the chrome

pin is retained in position by clamp bolts

of the upright, each bearing is sealed against dirt and dust by rubber and
metal seals.

This bearing does not require attention.

The trailing link Fig. 8 (66877C) is attached to the wishbone.by a

t"

ball joint Fig. 7 (RBJ-205), lubricated and sealed, a 3" bolt, two packi nd

pieces and

should not be touched.

lubricated and sealed ball joint Fig. 9 (RBJ·76), operating in conjunction
with two chassis mounted rubber bushes Fig.9(13/1667), a

t"

locking nut and two packing pieces complete the assembly.

Assembly and Rear Suspension Trailing Link.

-!"

locking nut. This bearing is grease packed and sealed and

The leading end of the radius arm is attached to the chassis by a

Above items detailed on page

SUSPENSION

Lower Unit

II

comprises a sealed metal ball

I),

which runs through nylon bushes

f.,",

If' and

14,

under Lower Rear Wishbo ne

16

f,;"

nut at the base

y

x

5" bolt,

in

X

4"

(

r'

REMOVAL OF FRONT HUB

Castor Angle 3°
Camber Angle front Nil

Camber Angle rear 2° Neg.

Toe in front wheels
King PiHinclination 11°

*/1

TO REMOVE CALIPER FRONT

BRAKES

1. Remove front road wheel.

2. Remove caliper bolt locking wire, Fig. 23.

3. Undo and remove the two 16j3P caliper holding bolts, Fig. 21
(D.66483)

4. The caliper, Fig. 22, must be suspended from the wishbone to prevent
damage to the hydraulic brake pipe when the holding bolts are
disconnected.

5. If

the

hydraulic brake pipe is disconnected Fig. 25 (64474288) care
must be taken that brake fluid is not permitted to drop on the car body
work.

6. It will be necessary to bleed the brakes as indicated on page 34, if the
hydraulic brake pipe is disconnected.

7. When removing the caliper it will assist if reference is made to the
front hub and caliper drawings, page 18.

TO REMOVE FRONT VERTICAL

LINK

1. Unbolt caliper, Fig. 22 (I6j3P), and suspend by wire from chassis tube.

2. Remove locking nut and wire from inside top wishbone, Fig. 1, page 23,
and pull top of vertical link away. Fig. 2 (C.66813)-pages 18and 23.

(

3. Remove with ring spanner, the locking nut visible at the base of the
vertical link, and pull lower ball joint taper away, Fig. 3, page 23.

4. To remove the lower ball joint from the wishbone, remove the two
wired cap holding bolts together with the cap, the ball joint will then
withdraw through the base of the wishbone. Fig. 3, page 23.

5. The top ball joint may be removed from the upper wishbone tongue
upon removal ofthe selflocking nut. Fig. 2,page 23.

Reference should be made to the photographs illustrating the
composition of the upper and lower ball joints, page 22, before undertak-
ing verticle link removal.

The upper ball joint is a taper fit, and will require tapping to remove.

17

27

FRONT HUB AND CALIPER

DRAWINGS

••

®--

@ - ~\ ~

@

~ (14'i15

I

STANDARD

&

<.

,~

®--

~ ~~;~

(

6

13

if'l

16

RACING

18

14

I

~

~I

>-<

15

(

)

FRONT HUB PART NUMBERS (STANDARD)

1. Wheel Dunlop

2. Vertical Link C-668 I3

3. Stub Axle D-66821

4. Hub C-66852-3

5. OuterBearingConejOuterBearingCup LM.l1949-LM.1l91O

6. InnerBearingConejlnnerBearingCup LM.67048-LM.67010

7. Sealing Disc D-66445

8. D-Washer D-66446

9.

-?O"

dia. B.S.F. Slotted Nut FN.309

(

10. CotterPintHdia.lt"LG U.704

11. Washer

12. i"dia. B.S.F. Self locking nut

·13. Disc B-6691O

14.

io"

15.

io"

16. Hub nut SK-686

17. Steering Arm C-66460-1

18.

i"

19.

i"

20.

0

21. Caliper bolt D-66483

22. Caliper 16j3P 64032770-1

23.

-h-"

24. Gasket 378700

25. Banjo 64474288

26. Bolt 376102W

27. Flexible hose Girling Long 3700634W

28. Gasket 378711

29. Hub Dust Plug 67197

-tV

J.D. 1H" O.D. x 8G

dia. B.S.F. boltxIt" HT
dia. B.S.F. Self-locking nut

dia.

B.S.F. Bolt 2" long

dia. B.S.F. self-locking nut

Ring D-1614 M

dia. Soft locking wire

FRONT HUB PART NUMBERS (RACING)

1.

Wheel

2; Vertical Link

3. Stub Axle

4. Hub

5. Outer Bearing Cone/Outer Bearing Cup

6. Inner Bearing Cone/Inner Bearing Cup

7. Sealing Disc Nilos

(

8. D-washer

9.

-?o"

dia. B.S.F. Slotted Nut

10. Cotter Pin t" dia. If'long

11.

Washer

12.r dia. B.S.F. Self locking nut

13. Disc

14.

i"

15. Wheel Peg

16. Hub nut

17. Steering Arm

18.

r

19.

i"

-tt-"

1.

D. IH"O.D.x8G

U.N.F. Peg nut

dia. B.S.F. Bolt 2" long
dia. B.S.F. Self locking nut

19

Shelby American
C-66813
D-6682l
C-66854-5
LM.11949-LM.II910Timkin
LM.67048-LM.67010Timkin
D-66445

D.-66446
FN.309

0.704

B-66911

Shelby American

Shelby American

C-66849-50 Shelby American

C-67023-4

FB.106/16

20.

o

Ring

21.

Caliper bolt D-66476
Caliper

22.

-(r/

23.

24. Gasket

25.

26.

27.

28.

29.

dia. Soft locking wire

Banjo 64474288
Bolt
Flexible hose, Girling, long 3700634W
Gasket
Hub dust plug 67197

D-1614M

CR Girling

378700

376102W

378711

TO REMOVE FRONT WHEEL

BEARINGS

1. Remove brake calipers and suspend by wire from chassis, do not
disconnect hydraulic brake pipes unless bleeding of the brakes is

desired. Do not allow hydraulic fluid onto paintwork. Detailed
on page 17.

2. Prise out and remove aluminium dust cap, Fig. 29 (67197)-page 18.

3. Remove cotter pin from locking nut.

4. Undo and remove locking nut, Fig. 9 (FN.309).
:;. Pull off hub, Fig. 4 (C.66852-3), with disc, Fig. 13 (B-6691O), this will

come away complete with a D washer, Fig. 8 (D-66446), and outer
bearing complete, Fig. 5 (LM .11949- LM.1191O).

6. The inner and outer roller, Fig. 5 and 6, cones will also come away with

the hub.

7. The spindle is then exposed complete with inner bearing cup, Fig.

and oil retaining disc, Fig. 7 (D-66445).

8. Should it be desired to remove the hub stub axle, Fig. 3 (D-66821),

from the front vertical link, Fig. 2 (C-66813), remove the locking nut,

Fig. 12, and plain washer at rear of upright, 'the stub axle which is
a taper fit, should then be loosened with a slight tap, care being taken
not to damage the thread.

Part numbers quoted above are for a standard hub, Racing part

numbers are quoted on pages 19 and 20,

(

6,

(

FRONT SUSPENSION

Upper Ball

The ball units attaching the top front wishbones to the front uprights
are precision made bearings, which normally should operate for many
thousands of miles without attention. Lubrication is by nylon impreg-
nated hemispheres, which are sealed against dust, and dirt and do not
require further periodical attention.

Joint

20

Should it ever become desirable to inspect this ball unit, the method
of operation and construction becomes obvious on inspecting the exploded
photograph on page 22.

1. Self-locking nut.

2.

-t"

plain washer.

3. Rubber dust cap.

4. Metal dust cap.

5. Upper casing.

6. Upper hemisphere. This is a nylon impregnated bearing with a

(

(

light smear of graphite grease, on assembly.

7. Bearing pin.

8. Lower hemisphere, also nylon impregnated.

9. Spring tensioner. This is a spring washer, which should be assem-

bled with the cone pointing upwards. The tensioner exerts a light
pressure on the base of the lower hemisphere, ensuring continuous

contact,

10. Flat distance washer.

11. Lower casing, which screws directly onto the top of the front upright.
Three Allen screws, which have to be unscrewed before the lower
casing may be removed.

Lower Ball Joint

The lower ball joint suspension unit is a sealed nylon impregnated
hemisphere of similar pattern to the front suspension upper ball joint, and
does not require maintenance. The method of construction and assembly
is shown on the exploded photograph, page 22.

1. One

2. Recessed washer. This should be assembled with the recess facing

3. Rubber dust cover.

4. Brass dust cover.

5. Steel dust cover.

6. Slotted nylon impregnated hemisphere bearing. This SllOUId be

7. Bearing pin.

8. Nylon impregnated lower hemisphere lightly smeared with graphite

9. Spring tensioner which should be assembled with the cone pointing

10. Lower casing cap.

11. Two spring washers.

12. Two Allen screws.

Note: The Allen screws are drilled and wired. Items 1-5 are assembled

-1"

locking nut.

downward.

assembled with the slot at right angles to the main chassis tubes,
lightly smeared with graphite grease on assembly.

grease on assembly.

upwards, exerting light pressure on the lower hemisphere.

above the wishbone, items 6-12 are assembled below the wishbone.

21

0--.

(S)--'--+l

I~\i

" ·0

.~,

PHOTOGRAPH UPPER BALL JOINT

1.t"B,S,F. Self-lock Nut.

0;'

·0

~

+------0

{)------0

••

2.t"Plain Washer.

3. D-66368 Rubber Dust Shield,

4. D-66812 Dust Shield.
5, D-6681l Ball Cap.

6. D-66809 Upper Hemisphere,

7. D-66366 Ball Pin.

8. D-66370 Lower Hemisphere.

9. D-66407 Belleville Washer.

10. D-66810 Ball Cap Lock Washer.
II. D-66808 Ball Socket Casing.

Socket Screw Cap Point.

,. CD

()--@

PHOTOGRAPH LOWER BALL JOINT

(

. ~'. I"~ .~

tV

CD' ~.

CD .••

o
o .'

~'t~

I·

I

9 .0

, '.----0

~

64

_I.

.0

~,

0

CD.

0

I.t"B.S.F. Self-lock Nut.

2. D-66448 Special Washer.

3. D-66368 Rubber Dust Shield.

4. D-66803 Upper Dirt Shield Brass.
5, D-66802 Dust Shield.

6. D-6680l Upper Hemisphere.

7. D-66366 Ball Pin.

8. D-66370 Lower Hemisphere.

9. D-66407 Belleville Washer.

10. D-66329 Ball Cap.
II. -fo" Spring Washer.

12. D-66447 Socket Head Screws.

22

(

FRONT

UPPER AND

LOWER

WISHBONES

1. Front Wishbone C.66804.

2. Upper Ball joint.

3. Lower Ball joint.

4. Lower Wishbone B.66815-6.

5. Metalastic Bush 13-935, Bolt D-67179,·r B.S.F. Self-locking Nut.

6. Wishbone Pivot Cup D.66819, Metalastic Bush 13-935, Bolt D-67179,

f'

(

B.S.F. Self-locking Nut, Wishbone Pivot Cup D.66819.

FRONT SUSPENSION WISHBONES

The front upper and lower wishbones are attached to the chassis
points by rubber bushes. The recessed washers are inserted from the
outside top wishbone with the mounting bolts inserted from inside the
wishbone.

The recessed washers are inserted from inside the lower wishbone
with the mounting bolt pushed through from outside.

PHOTOGRAPH FRONT SUSPENSION

('

23

STEERING

LUBRICATION

The use of S.A.E.140 Hypoid oil is recommended for the steering rack,

and only if this is not available may another heavy gear oil be substituted.

ADJUSTMENT

The steering damper is pre-set to provide the required amount of (

damping effect and should not be altered.

REMOVAL OF STEERING WHEEL

Remove the A.C. monogram from the steering wheel centre, undo and
remove the exposed nut and washer. The steering boss sluminium casting
is a tight fit and it may be necessary to make use of a draw to effect removal.

If the indicator and horn lever is to be removed, undo the grub screw
located on the lever housing, disconnect the five electric wiring snap
connections beneath the dashboard. The complete housing may then be
removed from the steering column.

STEERING COLUMN REMOVAL

Remove the four pinch bolts at the top and base of the steering colum n

lower section.

Slide the two universal joints together on the splines provided at both

ends of column, it will then be possible to lift out the section complete.

To remove the top part of the column, undo the pinch boIts at the

base of the shaft

Undo the slide bolt under the dashboard, the top column section may

then be removed.

111

the driving compartment.

REMOVING STEERING RACK FROM CHASSIS

Jack up the front of car and remove road wheels. Loosen the pinch
bolts on the steering column and pinion splines. Fig. 21 (steering drawing). (
Undo and remove the fourrB.S.F -. self-locking nuts from the steering
rack assembly, undo the holding nuts on the steering arm ball joints.

The rack should be moved towards the radiator to provide clearance
for the pinion shaft, and may then be removed through the wheel arch
aperture.

When removing the steering rack from a right hand drive Cobra, the

radiator should be drained and the bottom hose with the aluminium

casting should be removed to obtain the necessary clearance.

It may be necessary to bend outwards the aluminium splash panel to

provide sufficient clearance.

24

REFITTING THE STEERING RACK

The foregoing instructions will naturally be reversed when refitting

the steering column.

STEERING ADJUSTMENT

The steering is mounted on a slide at the top end of the column, to

raise or lower the steering undo the slide securing bolt, behind the dash-
board, together with the bolt located at the lower end of the column in

(

the driving compartment, the steering may then be adjusted to the desired
position. Re-tighten bolts.

STEERING BALL JOINTS

These are prepacked and sealed and require no attention during

service.

(

25

f0~

II)

I

// 13

/

17

1l;IJ~~;......c·-1

'i .

~mm:r- ----

- :::-~. :---=---=---- -~----:---1

I'

1-- __

,-,,--_,___ -- I

\1)"/\'0

PINION ASSY. R.H.

&

RACK

tv

0\

STEERING

PART NUMBERS

1.

18681 Shim, '0024"

Shim,

18683

2.
18682 Shim, ·005" As required

3.

4. 19139 Joint
19135

5.
18271-S

(

(

6.

7. 70173 Rack Housing Assembly-Right-hand Drive
70177

19003 Rack for Left and Right-hand Drive Cars

8.
19008

9.

10.

18255 Thrust Spring

11.

19007 Ball Housing

12. 19004 Ball Seat

13. 16057 Seal Clip-Outer

14. 19006 Tie Rod

15. 18685
15258 Seal Clip-Inner

16.

17. 18255

18. 13443

19. 19498 Plain Washer
19424 Grease Nipple-Right-hand Drive

20.
15771 Grease Nipple-Left-hand Drive

21.

19500 Pinion-Right-hand Drive
19499

22. 19136

23. 18676

24. 18679 Joint
18686-S

25.

18677 Nut

26.

27. 15481

18678 End Cover

28.

0010"

Cover Plate

To"

U.N.Co Bolt,rlong

Rack Housing Assembly-Left-hand Drive

Locknut

Rack Seal

Thurst Spring
Damper Pad

Pinion-Left-hand Drive
Support Yoke

Ball Bearing

To"

U.N. CoBoltxIf'

i"

Spring Washer

long

As required
As required

1
1

2

1
1

1
2
3
2
2
2

2

2
2
3
1

1

1

1

1

1
1

1
2

1

1

1

27

BRAKE INSTRUCTIONS

DESCRIPTION-THE GIRLING DISC BRAKE

Front Disc Diameter II

The Girling Disc Brake is of simple construction consisting basically

ofadisc made from high quality cast iron and a cast iron caliper mounted

on a support bracket.

The disc, which is attached to and rotates with the hub, is straddled
by the caliper, held by two studs on the stub axle flange. On each side of
the caliper the cylinders contain a rubber sealing ring positioned in a
groove in the body and a piston protected by a dust cover. Inserted
between the piston and the disc is the segmental lining pad bonded to a
steel plate which is held in the body by retaining pins or plates.

Upon application of the brake pedal the hydraulic pressure generated
in the system causes the co-axially aligned pistons to apply equal and
opposite pressure by the friction pads on the rotating disc in direct propor-
tion to the foot effort applied to the pedal.

When the pressure is released and the compression on the disc

relieved, the pads and the pistons remain in a relaxed position with the pad

just touching the disc ready for the next application. In this manner

adjustment for lining wear is automatic and no manual adjustment is

required.

The present disc brake has friction segments whichoperate on a small
area of the braking surface leaving a large proportion of the disc exposed
to the atmosphere, allowingmaximum dissipation of heat.

Girling disc brakes fitted to the Cobra are self compensating and

require no adjustment whatsoever. The hand brake from chassis
CSX2I88 is self adjusting and requires little attention.

-tV.

Rear Disc Diameter

Wi".

RUNNING ADJUSTMENTS

CYLINDER MAINTENANCE

In order to replace the rubber rings or seals, it isnecessary to remove

the caliper assembly from the vehicle. The brake segments should be

removed in the manner described and instead of pushing the pistons to the

bottom of the bore withdraw them fro.n the caliper body taking care not (

to damage the surfaces. The sealing rings may then be removed by

inserting a blunt tool under the seals and prising out, taking care not to
damage the locating

for any signsof abrasion or "scuffing".

It is important that in cleaning the components no petrol, paraffin,

trichlorethylene or mineral fluid of any kind should be used. Clean with
methylated spirits, allow to vaporize leaving the components clean and
dry.

After cleaning and examining, lubricate the working surfaces of the

bores and pistons with clean genuine Castrol Girling Brake and Clutch
Fluid Crimson.

-grooves,

Examine the bores and pistons carefully

28

ASSEMBLING

Fit new rubber seals into the grooves of cylinder bore. Locate
the rubber dust cover with the projecting lip in the groove provided,
the outer one, in the cylinder bore.

Insert the piston, closed end first, into the bore taking great care
not to damage the polished surface. Push the piston right home then
engage the outer lip of the rubber boot in the groove.

The replacement of the lining pads as described on page 31 will retain

thepistons in position.

(

Refit the caliper assembly to the support bracket by means of the

two securing bolts confirming that the disc passes between the two pads.

If packing shims are assembled between the caliper and the mounting
face, it is important to replace them as initial assembly.

Re-connect the hose and bleed the brakes. Page 34.

LINING PAD REPLACEMENT

It is time to consider replacement when the lining pad is approxi-
matelyi"thick and under no circumstances should the pad be allowed
to wear below

It is advisableTOremove and reverse the positioning of the pads on
front and rear brakes at 2,000 miles intervals. This procedure will not
benecessarywith the parking brake.

Note: Some Girling calipers are made in paired halves bolted to-
gether, it should be emphasized that no useful purpose can be served by
separating the two halves of the caliper.

It should also be noted that some calipers are manufactured with an

end plug on the side; these are tightened into the calipers by the manu-

facturers by special process and no attempt should be made to disturb
them in the service.

To"

in thickness.

CLUTCH BLEEDING

The Clutch hydraulic system may be bled in the same manner as the

brake system explained on page 34, the bleed tube should be attached to
the clutch slave cylinder and the clutch pedal depressed until all air is
expelled from the system. .

After bleeding the clutch the reservoir should be topped up with

Castrol Girling brake and clutch fluid crimson.

The clutch reservoir should be examined and topped up during

(

serviceperiods, 2,000 mileintervals together with the two brake reservoirs,
which are mounted on the bulkhead under the bonnet. The clutch
reservoir is visible below the brake reservoirs.

29

GIRLING FRONT BRAKE CALIPER

TYPE 16/3P

PART NUMBER 64032770/1

1. Front Brake Caliper 2. Brake Bleeder 3. Pad Retaining Shafts

4. Split Pin 5. Brake Pad

(

(

30

REMOVAL AND REPLACEMENT FRONT BRAKE PADS

1. Withdraw split pinson both pad retaining shafts.

2. Withdraw both pad retaining shafts. These are withdrawn and
replaced from the inside of both calipers.

3. It will now be possible to withdraw both pads complete with metal
backing plates.

REMOVAL AND REPLACEMENT REAR BRAKE PADS

1. Withdraw split pins on both pad retaining shafts.

(

2. Withdraw both retaining shafts.

3. It will now be possible to withdraw both brake pads complete with

metal backing plates.

HAND BRAKE REPLACEMENT BRAKE PADS

1. Hold back spring tensioner and remove rubber dust cap from brake

adjuster.

2. Remove split pin on pull rod pivot pin.

3. Tap out pivot pin;

4. Pull apart clamping levers and push down brake pull rod to permit
easy withdrawl of brake pads.

5. The pads are both held by retaining springs which must be released

before pads may be withdrawn.

6. It should now be possible to remove brake pads and backing plates
from the socket provided without difficulty.

Note: When replacing rear brake pads the car must bejacked up and

the road wheelsremoved.

When ordering newfront or rear brake pads quote brakepart number.

(

31

GIRLING REAR BRAKE CALIPER

TYPE 12/3

PART NUMBER 64032764/5 EX

1.

Rear brake pad.
Shaft retaining split pin.

2.

3. Pad retaining shaft. 9.

4. Automatic hand brake adjuster.
Hand brake adjuster dust cop.

5.
Hand brake pull-rod.

6.

7. Hand brake pads.
Split pin.

8.

Pull-rod pivot pin.

10. Hand brake pull-rod.

11.

Rear brake caliper.
Brake bleeder.

12.

(

(

32

HANDBRAKE ADJUSTMENT

The handbrake pads are self-adjusting for wear. Should it become
necessary to
is automatically effected by applying the hand brake. It may be necessary
to slacken off the adjuster slightly to allow for the increased thickness with
the new pads. The handbrakc cable is preset before the car leayes the
works and should not require further adjustment when new pads are fitted.

fit

new pads as described on page 31, adjustment for clearance

(

(

33

BLEEDING THE SYSTEM

The process of bleeding is necessary only when a portion of the system
has been disconnected, or when the level in the supply tank has been
allowed to fall too low, thus permitting air to enter the fluid circuit. It
consists of removing any air which may have found its way into the system.
The GIRLING BRAKE FLUID used is speciallyprepared for the purpose
and it is important that no other fluid be introduced into the system for
replenishment or serious trouble will ensue.

PROCEDURE

The brake located the furthest distance from the Master Cylinder
should be bled first so in the case of left-hand drive cars the following
sequences should be adopted:

Rear Right-hand Wheel.
Rear Left-hand Wheel.
Front Right-hand Wheel.
Front Left-hand Wheel.

When bleeding the brakes on a R.H.D. car proceed as follows:

Rear Left-hand Wheel.
Rear Right-hand Wheel.
Front Left-hand Wheel.
Front Right-hand Wheel.

Bring all brake pads into contact with the discs by pumping the brake

pedal a few times.

Fill up supply tank with fluid, exercising great care to prevent entry

of dirt.

Take one brake at a time, jack up car and remove road wheel.
Remove the rubber cover from the bleeder nipple of the brake cylinder,
this will be found on the outside of the caliper. Fit rubber bleeder tube
in its place, and allow to hang in a clean container or glass jar, always
keeping end of tube below surface of fluid.

Unscrew the nipple about three-quarters of a turn with a suitable
spanner, and operate brake' pedal up and down a few times, lifting foot
free from pedal after each application. One or two strokes will cause
fluid to commence flowing, but pumping must be continued until the fluid
appears entirely free from .air, It is important that the reservoir is
frequently replenished during this operation as should it be allowed to
become empty, more air will be drawn into the system. After expelling
all traces of air, tighten nipple with brakepedal depressed and repeat
procedure with other wheels.

On completion make sure that reservoirs are topped up to correct

level, i.e., three-quarters full. The dual reservoirs are located under the

bonnet on the bulkhead just above the clutch reservoir.

Never use any fluid other than genuine Castrol Girting Brake and

Clutch Fluid Crimson which can be obtained from any Girling Agent or
direct from Messrs. Castrol Limited.

Always fit Girling factory replacement brake pads,

34

(

(

FRONT AND REAR SHOCK

ABSORBERS

The Armstrong Hydraulic Heavy Duty Damper is fitted as a standard

component to the suspension of the Cobra.

The damper is a double acting direct control unit which ensures a

smooth damping of the spring oscillations on both bump and rebound.

The design and development of this unit is the result of close cooper-

ation between A.C. Cars Ltd. and Messrs. Armstrong Ltd.

(

The damper is a self-contained and trouble-free unit and needs no

servicing attention of any kind.

By means of a special seal in the damper the hydraulic fluid is kept
in circulation in such a manner that leakage is not possible and therefore
no "topping up" is required at any time.

The valving control built into these units is the result of extensive and
exacting trials by Shelby America and A.C.

Should the dampers at any time require attention they cannot be
repaired by a garage or service station but should be returned to the A.C.
factory or Shelby American Inc. together with an order for replacement
units.

(

35

SPRING AND DAMPER BEARINGS

The rear. spring and damper bearings are sealed, and should not

require any attention. The top mounting is by rubber bushest"x 3"bolts,
self-lockingnuts and It"plain washers. The lower damper bearing is a
metal rose unitt"dia. This is a metal swivel bearing rubber sealed and
secured by at"bolt and self-locking nut. The metal distance piece is
bonded to the rubber seal.

The front spring and damper bearings are the same as those fitted to
the rear upper units being rubber bushed. The top unit is secured by a
3"xt"bolt with twot"packing washers. The base is secured by a (
2r' x

1-"

bolt with twot"packing washers.

Note: Reference should be made to pages 15and 23,illustrating shock
absorber location.

REAR SPRING UNIT
A. Shock Abscrber: C.66820Armstrong; 4407Racing; 4407/1Standard.
B. Coil Spring: C.66929Racing and Standard.
C. Spring Spacer: D.67124Racing and Standard.

D. Spherical Bearing Rose: RBJ-207. Racing and Standard

E. Circlip: Anderton 2300/29Racing and Standard.
F. Bolt:t"B.S.F., 3" long.Racing and Standard.
G. Spacer: D.66919Racing and Standard.

H. Bolt: i"'B.S.F. 4 ins.

I. Nut:t"B.S.F. Self-locking,Racing and Standard.
J. Nut: i" B.S.F. Self-locking,thin, Racing and Standard.
K.t"Plain Washer, Racing and Standard.
L. Metalastic Bush: Ultra Duty 13/12.39,Racing and Standard.

long,

Racing and Standard.

FRONT SPRING UNIT
A. Shock Absorber: C.66817Armstrong; 4405Racing; 4405/1Standard.
B. Coil Spring: C.66931Racing and Standard.

C. Spring Spacer: D.67124 Racing and Standard.
D. Bolt:t"B.S.F., 2t" long, Racing and Standard.
E. Bolt: t"B.S.F., 3" long, Racing and Standard.
F. Nut:t"B.S.F. Self-locking,Racing and Standard.
G.t"Plain Washer.
H. Metalastic Bush: Ultra Duty 13/12.39.

36

(

PETROL TANK REMOVAL

1. Jack up rear of car and remove road wheels.

2. Remove right-hand internal panel located in spare wheel well.

3. Undo lower petrol hose pipe clip visible through panel aperture.

4. Undo and remove the two tank supporting straps.

5. The petrol tank may now be removed from beneath the car.

(

RECOMMENDED OILS

ENGINE AND GEARBOX
Gearbox
289-E.P.90 Oils

289-S.A.E.30 Castrol XL

Suitable Engine Oils

Energol S.A.E.30
Essolube 30, Shell SA_E.30,
Mobiloil A.

427-E.P.90 Oils

427-S.A.E.lO-30 Grade Oils

Castro lite or Simular or
30 Grade Oils as 289 engine.

STEERING RACK

The use of S.A.E.140 Hypoid oil is recommended for the steering rack,
and only if this is not available may another heavy duty gear oil be
substituted.

WHEEL HUBS

U.K.

Overseas

Shell Retinax Castrolease

A.

Shell Retinax

A.

Heavy MP

Castro lease

Heavy MP

Mobilgrease

Mobilgrease

Energrease L2

Energrease L2

Ess() High

Tmp, Grease
EssoBearing

Grease

CHASSIS GREASE POINTS

(
\

U.K.

Overseas Shell Retinax

Shell Retinax

A. LM MP

A.

Castro lease

Castro lease

LM

Mobilgrease Energrease L2

Mobilgrease

MP

Energrease L2

Esso Grease

Esso Chassis

Grease

LUBRICATION

Correct and methodical lubrication is an essential point in obtaining
perfect running from a car, a point where an occasional expenditure of
time will be amply repaid by the results.

The mileages when the various points should receive attention are
set out on page 39.

37

SALISBURY HYPOID REAR AXLE

TECHNICAL DATA

Lubricants approved by Messrs. Salisburys for use in Salisbury Hypoid
Rear Axles:

LUBRICANT

Hypoid Gear Oil S.A.E.90
Esso Expee Compound 90
Hypoid "Filtrate" Gear Oil S.A.E.90
Silvertown Hypoid 90
Mobilube GX.90

"Oiline" H.A. Compound Hypoid Gear Lub. 90
Energol E.P. S.A.E.90
Ragosine Nimrod Hyp. (SAE.90)
Redline Super Hypoid 90 Oil
Caltex Hypoid Thuban 90
Shell Spirax 90 E.P.
Royal Snowdrift Gear Oil H.G. 90
Vigzol Vitapoid 90
Castrol Hypoy

ROUTINE MAINTENANCE

(

After first 500

miles

Drain and

refil oil

OIL CAPACITY OF SALISBURY HYPOID AXLES

Model
6 HA

HA
3 HA
4 HA
2

HA
5 HA

OIL CAPACITY 4HU DIFFERENTIAL UNIT FITTED TO COBRA

2t

Imp. pints. 3 U.S. pints. 1·4 litres.

It is better always to use the same brand of oil and to avoid mixing,

but in any case, use only one of the approved grades.

Oil drain plug located underside differential, lowest point.
Oil fillerplug located at rear of differential, right side.

Monthly or every

1,500 miles

Check oil and top up if

required

It

pints

pints

2
21

pints
pints

3

pints

3

pints

3

38

Oil Capacity
21
2t

2t

31 U.s. pints

3t
3t

Twice yearly at seasonal

change of oil or every

10,000miles

Drain and refill oil

u.s. pints

U.S. pints

U.S. pints

U.S. pints
U.S. pints 1·7 litres

1·0 litre
1·1 litres
1·3 litres
1·7 litres
1·7 litres

(

SERVICING, GREASING AND

OILING INFORMATION

Every 200 miles

Examine oil level in sump and if necessary add oil to correct level.

First 500 miles

It is advisable after a new car has completed this mileage to drain the
gearbox, rear axle and engine oils and refill with new oil. Drain from a
plug at under side in all cases and fill to the levels indicated.

(

Change oil filter, and again at 2,500 miles with new engine. Change
filter thereafter at 5,000 mile periods.

1,000 miles

Add distilled water to battery.

Check and top up if necessary brake master cylinder reservoirs with
Castrol Girting Brake and Clutch fluid Crimson.

2,000 miles

Change engine oil.
Universal joints wheel drive shafts.
Splines on drive shafts.
Universal joints, propeller shaft.

3,000 miles

Oil Distributor very sparingly in aperture provided in Distributor

Housing using S.A.E.30 Oil. Oil accelerator pedal shaft on bulkhead.

4,000 miles

Change Differential Oil.
Change Gearbox Oil.
Steering Pinion bearing, grease very sparingly.

5,000 miles

Grease nipples, parking brake cables.
Place S.A.E.30 oil sparingly on Carburettor linkages.

10,000 miles

(

Inspect front and rear hub bearings, grease should be applied only
sparingly. Inject sparingly S.A.E.30 engine oil into lubrication hole on
dynamo nose.

The steering rack is pre-packed and requires very little attention.
Remove clip on rubber gaiter and insert S.A.E.140 Hypoid oil into gaiter
end. Tighten gaiter clip.

Occasionally

Give the two pivots on the wiper arm a drop of oil; do not add more
owing to the possibility of it getting oil wiper blades.

Smear grease on battery terminals.

39

ELECTRICAL

GENERAL MAINTENANCE

MAINTENANCE INSTRUCTIONS FOR LUCAS 12 VOLT

ELECTRICAL EQUIPMENT AS FITTED TO A.C. COBRA

The electrical equipment is designed and manufactured to give long

periods of service without any need for adjustment or cleaning.

Normally very little attention is required to the electrical equipment
but for the benefit of those persons who desire, or find it necessary to carry

out their own electrical maintenance, the electrical components of the
Cobra are described in detail. It should be emphasized, however, that (
servicing of an advanced character may be carried out by the Lucas
Service Organization, who have agencies in all parts of the world.

COIL

The coil requires no routine attention other than checking the terminal

connections for security and cleaning the spaces around the terminals at
intervals as necessary.

CONTACT BREAKER

During the first 500 miles (800 krn.) running of a new car, the contact
breaker heel tends to bed down; it is therefore advisable to check the gap
at this stage.

clean, set to the correct gap and parallel to each other.

It

is vitally important to keep the contact breaker points

SMITHS ELECTRIC ENGINE

COOLING FAN

Type PES.2379j4 mounted ahead of radiator.

From car CSX.2080 fan mounting rear of radiator, Type PES.2626.

From chassis CSX.2167 inclusive, a Lucas electric cooling motor is

fitted, Model 3GMwith large coloing blades, loca ted ahead of radiator.

The radiator cooling fan is fully automatic and is controlled
thermostat switch located in the casting integral with the bottom radiator
hose. No manual switch is provided.

427 Cobras are fitted with single or dual electric fans mounted behind
the radiator. Type PES.2379j4, Smiths.

40

by

(

a

LUCAS 12 VOLT BATTERY

TYPE FRT.9A

GENERAL INFORMATION -THE BATTERY

Occasionally check the condition of the battery by taking hydrometer
readings of the specific gravity of the electrolyte in each of the cells. Read-
ings should not be taken immediately after "topping-up" the cells. The
specific gravity readings and their indications are as follows:

1·280 - 1·300. Battery fully charged.

(

About 1·2\

Below \·\50. Battery fully discharged.

These figures are given assuming the temperature of the solution is
about 60°F.

O.

Battery about half discharged.

HOLD TUBE
VERTICALLY

DO NOT DRAW
IN roo MUCH

/ ELECTROLYTE

fLOAT MUST

BE fREE

TAKING HYDROMETER READINGS

The readings for all cells should be approximately the same. If one
cell gives a reading very different from the rest, it may be that acid has

been spilled or has leaked from this particular cell or there may be a short

circuit between the plates. In this case the battery should be examined

by a Service Depot or Agent.

(

EVERY 1,000 MILES, OR MONTHLY

BATTERY. Remove the filler plugs from each of the cells of the

battery and, if necessary, add sufficient distilled water to bring the electro-
lyte level with the tops of the separators, thereby replacing water which
has been lose by evaporation. A Lucas Battery Filler will be found useful
for topping-up. This ensures that the correct level is automatically
obtained and also prevents distilled water from being spilled on top of the
battery. Its use is particularly recommended on cars where visual examin-
ation of the electrolyte level is difficult. Do not use tap water. Never use
a naked light when examining the conditions of the cells and never over-fill
the cells when topping-up.

41

Wipe away any dirt or moisture from the top of the battery and

sure that the connections and fixing bolts are clean and tight.

Examine the terminals and, if necessary, scrape them clean and coat
them with petroleum jelly. The taper fitting cable connector must never
be hammered on to the terminal post nor should the self-tapping screw be
used in an ttempt to tighten the connector-if necessary, a light tap with
the wooden handle of a screwdriver will do this, before the screw is fitted.
The sole purpose of the screw is to maintain a tight joint after the connector
has been fitted.

make

AMMETER READINGS

When noting ammeter readings, it must be remembered that during
daytime running when the battery is in good condition, the dynamo gives
only a trickle charge so that the charge reading will seldom be more than
a few amperes.

A discharge reading may be given immediately after switching on the
headlarnps. This usually happens after a long time when the voltage of the
battery is high. After a short time, the battery voltage will fall, and the
regulator will respond, causing the dynamo output to balance the load.

When starting from cold, the charging current will rise until it reaches
a steady maximum at a speed of say 20 m.p.h., after which it will rema in
fairly high f-or about 10 minutes and then fall to a steady charge which is
most suitable for the particular state of charge of the battery.

(

It will be noticed from the ammeter readings that the dynamo does
not charge at very low engine speeds. This is because it is not rotating
fast enough to generate sufficient energy to charge the battery. The

cut-out, which is an automatic switch connected between the dynamo and
battery, allows the flow of current from the dynamo to the battery only.
It closes when the dynamo is running fast enough to charge the battery and
opens when the speed is low or the engine is stationary, thus preventing
current flowing from the battery through the dynamo windings.

The regulator causes the dynamo to give an output which varies
according to the load on the battery and its state of charge. When the
battery is discharged, the dynamo gives a high output so that the battery
receives a quick recharge which brings it back to its normal state in the (
minimum possible time.

On the other hand, if the battery is fully charged, the dynamo is
arranged to give only a trickle charge which is sufficient to keep it in good

condition without any possibility of causing damage to the battery by
overcharging.

The regulator also causes the dynamo to give a controlled boosting

charge at the beginning of a run which quickly restores to the battery the
energy taken from it when starting. After about 30 minutes' funning,
the output of the dynamo falls to a steady rate, best suited to the particular
state of charge of the battery.

42

LUCAS ELECTRIC HORNS

Model Numbers 69143A Low Note-69l44A High Note.

All horns are adjusted during manufacture to give their best per-

formance and will give a long period of service without any attention.

If one of the horns fails or becomes uncertain in its action it does not

follow that the horn has broken down. First ascertain that the trouble is

not due to some outside source, e.g., a discharged battery, or loose con-

(

nection or short circuit in the wiring of the horn; a short circuit in the

horn wiring will cause the fuse to blow. If both horns fail or become
uncertain in action, the trouble is probably due to a blown fuse, defective
relay or a discharged battery.If the fuse has blown, examine the wiring
for the fault and replace the spare fuse provided. A defective relay must

be replaced. A discharged battery can be recharged by a long period of

day driving or from an external source of current.

LOCK NuT

It is also possible that the performance of a horn may be upset by

(

the fixing bolt working loose, or b)' some component near the horn being
loose. If after carrying out the above examination' the trouble is not
rectified, the horn may need adjustment; but this should not be necessary
until the horns have been in service for a long period.

Adjustment does not alter the pitch of the note, but merely takes up
wear of moving parts. When adjusting the horns, short circuit the fuse,
otherwise it is liable to blow. Again if the horns do not sound on adjust-
ment, release the push instantly.

When making adjustments to a horn, always disconnect the supply.

lead to the other horn, taking care to ensure that it does not come into

contact with any part of the chassis and so cause a short circuit.

AD-JuSlING fIIU"

43

ADJUSTMENT

Remove the horn cover after withdrawing the fixing screw and

detach the cover securing bracket by springing it from its fixing.

Slacken the locknut on the fixed contact and rotate the adjusting
screw until the contacts are just separated (indicated by horn failing to
sound). Turn the adjustment nut half a turn in the opposite direction
and secure in this position by tightening the lock nut. Finally if the note
is still unsatisfactory, do not dismantle the horn but return it to a Lucas
Service Depot or Service Agent for examination.

THE IGNITION SWITCH AND

WARNING LIGHT

The ignition switch, besides forming a means of stopping the engine,
is provided for the purpose of preventing the battery being discharged
by the current flowing through the coil windings when the engine is
stopped. A warning lamp is provided which gives a red light when the
ignition is switched on and the car is running very slowly or is stationary,
thus reminding the driver to switch off.

Should the warning lamp burn out, this will not in any way affect
the ignition system, but it should be replaced as soon as possible in order
to safeguard the battery.

(

DASHBOARD BULBS

Ignition Warning Lights

2t

volt - 3 watts.

High Beam Warning Light

12 volt - 2·2 watt.

Direction Indicators Warning Lights

12 volt 2·2 watt Phillips.

Speedometer and Revolution Counter

12 volt 2·2 watt Phillips.

Electric Clock

Phillips 12 volt 2 watt 12829.

Panel Light Bulbs (Two)

12 volt 3 watt MCC P53 B 643 Torpedo Type Bulb.

44

(

BULB AND HEADLAMP

INFORMATION

Lucas Sealed beam headlights 12 volt 60-45 watt (American continent)

model number SZA20.

Lucas LeMans Yellow Bulbs. Phillips Duplo 371 imp. 12 volt 45/40
watt (France and Eu.rope). Despatch Number 51534.

Lucas LeMans White Bulbs. Phillips Duplo 12741 12 volt 45/40 watt.

Despatch Number 51534.

(

Standard Lueas headlamp, Right Hand Drive White Bulb (England)

Aisk Osram 12volt 50/40 W 414 Despatch Number 58260.

Marchal Asymmetrical Headlamps Standard Optique.
Marchal Bulbs 1263Bclear glass. 1263JCadmium Yellow Glass.

Lamp Model Number. Standard 6063.

Model Number DeLuxe 6963 (England and Europe).

SIDE AND TAIL LAMPS

SIDE/FLASHER LAMPS

To gain access to the bulb, turn the rim anti-clockwise, which will
release the glass and rim from the lamp. Note the bulb has offset securing
pins and can only be inserted in the holder the correct way round, thus
ensuring the low wattage filament is used for the side lamp and high wat-
tage for the flasher.

American cars are fitted with Amber glass in front flasher indicator.

TAIL/FLASHER LAMPS

Access to the bulbs is obtained from the inside of the boot. As in
the side lamp bulb the securing pins are offset.

REAR LIGHTS INDICATORS AND STOPLIGHT

Phillips HO 38012 Volt 6/21 watt·44 Offset pins.

(

SIDELIGHTS, FRONT AND lNDICATORS

Phillips No. 380 12 volt 6/21 watt ·44Offset pins.

45

LUCAS TWO SPEED WINDSCREEN

WIPER

MODEL 073152 (DR3)

The windscreen wiper consists of a powerful electric motor which

transmits motion to the wiper arm spindle through a flexible cable rack
mechanism. All moving parts are packed with grease during assembly,
and no adjustment is required.

The motor incorporates an overload protective device in the form of a
thermostat which under conditions of excessive heating will disconnect
the current supply to the motor. When the motor windings have cooled
and normal conditions restored, the wiper will automatically re-start.

A switch is situated in the centre of the instrument board. To bring
wipers into operation turn the switch to the right. The wiper is so wired
as to be inoperative when the ignition is turned off.

(

~ - / I I ,.

DR3 SCREENWIPER WITH PRS7 SWITCH.

GREEN

I

46

DR3

(

e-

~

~

e

{]

>

ts:

~

~

u:

~"~

~

z

~

~

'"d

~

~

Z

{]

~

BEARING

~

HOUSI NG

ARMATURE

BRUSH GEAR

IH

(\1t]j

~

ELECTRIC WIRING DIAGRAM

LUCAS MODEL SF4 TYPE

NEGATIVE EARTH

ALTERNATOR

CONTROL UNIT

-r-

MAIN

BEAM

'I~

0

"

R.H. HEAD LAMP

B

·1

loH.

HEADLAMP

'I~-

iH

;EAD~ DIP BEAM

.1

R.H SIDELAMP

'I~

L·H SIOELAMP

B

~L

.1

'

WA~NING

DIP

WAR.NING LIGHT

'ON

WU,

LIGHT

un

MAIN

BEAM

UW

BEAM

UR

R

IGNITION

WP0W

UW

UW

UW

UR

=_t"

R

-

w

IGNITION IWR

•

I~:~~~~R

-:-

I

~

NW

LIGHTING

I

i'.~

SWITOI S 6

U

Lw

1

DIPPER

SWITCH

UR

I

PANEL UGHT

1\

~

R.H. TAIL LAMP

~I'

-

~I'

NUMBER PLATE LAMP

LH. TAIL LAMP

_0_

R

R

LIGHT

-----l,.

0

iN

(1G G;r~"

SCREENWIPER WLG

MOTOR YLG

I

.----"----"<-,-0-;>

f·

r-

R.H. FRONT FLASH[R

I·

'I~

Ui.

'If- 0

I.

'I.

FUEL GAUGE&TANK UNIT

I (NOT FITTED TO f\ACING MODELS)

,

b/o-'!.'i-- -- -

AU)'. FUEL PUMP&~rrCH

_G

I

I

TACHOMETER

'I~i

G

-

-

FRONT FLASHER

~O_

GR

FLASHER

t

S:'TCH~

0=0--

~II

GW

GR

--

--_B_G-a::::D--ll.

(FITTED 10 RACING

LG

SCREENWIPER

Gu GU

GU

GV

I

SWITCH

STOP L.AMP
ISOLATING

RELAY

MODELS)

WU

WU

wu

----CJ---

-------11'.

B

W

01 STp.,TeUrOR

we

SNAP

111

EARTH CONNECTIONS
MADE ¥lA CABLE

VIA FiXING BOLTS

W 549 380 77

CONNECTORS

OR

(

(

48

LUCAS MODEL SF4 TYPE

FUSE BOX

The fuse box contains four 45 amp. fuses, one of which is spare.

Access to these fuses is obtained by removing the push-on cover.

The units which are protected by the fuses can readily be identified

by referring to the wiring diagram.

A blo~n fuse is indicated by the failure of all the units protected by it,
and is confirmed by examination of the fuse, which can easily be with-
drawn from the spring clips in which it fits. If it has blown, the broken

(

ends of the wire will be visible inside the glass tube. Before replacing a
blown fuse inspect the wiring of the units that have failed for evidence of
a short circuit, or other fault which may have caused the fuse to blow and
remedy the cause of the trouble.

~ It is important. to use only the correct replace-

.'''",,'_-"V

/ .:;: 1

~ -t"

&

m

.

~/flflir9'//1"""'';,

I ..

~

o:f

~~.i.

;1:"

~{

ment fuse. The fusing valueISmarked on a coloured

"""'"

slip inside the glass tube of the fuse,

If the new fuse blows immediately and the cause

of the trouble cannot be found, have the equipment
examined at a Service Depot or Agent.

(

49

THE STARTER

When starting:-

1. Seethat the controls are properly set.

2. Operate the starter key firmly and release it as soon as the engine
fires.

3. Do not operate the starter when the engine is running. If the engine
will not fire at once, allow it to come to rest before operating the
starter again.

4. Do not run the battery down by keeping the starter on whenthe engine
willnot start.

HEADLAMPS-AMERICA

Lucas sealed beam headlights are fitted to all cars for the American

continent. This is a sealed unit and in the event of a fault occurring it

willbe necessary to change the light unit.

HEADLAMPS-EUROPE

Each headlamp incorporates a Lucas Light Unit which consists
essentially of a reflector and "block-pattern" lens assemblyprovided with
a mounting flange by means of which it is secured in the body housing.

The bulb is located accurately in the reflector and is secured by a bayonet-
fixedbackshell, which also provides the contact to the bulb. The design
of the bulb and of its holder is such that the bulb is correctly positioned in
relation to the reflector and no focusing is required when a replacement
bulb isfitted.

Identical double-filament bulbs are fitted in each lamp. In the
dipped position, both headlamp beams are deflected downwards and to the

left, right, or vertically, depending on local anti-dazzle legislation.
TO REMOVE THE LIGHT UNIT FOR BULB RENEWAL-

EUROPE

Remove the front rim by unscrewing the rim securing screw and

lifting off the rim. Next remove the rubber dust excluder",when three
spring loaded adjustment screws will be

>ClAUONTAI.

AD.I~l$C.RE.'W5

against the tension of the adjustment screw springs and turn it in an
anti-clockwise direction until the heads of the screws can be disengaged
through the slotted holes inthe Light Unit rim. Do not disturb the screws
when removing the Light Unit or the Lamp setting willbe altered.

50

visible,

J"AQNl' AIM

SCREW SECURING

kLAOlAMP AIM

Press the Light Unit in

-

(

Twist the back shell in an anti-clockwise direction and pull it off.

The bulb can now be removed from the rear of the reflector.

Place the replacement bulb in the holder, taking care to locate it
correctly. Engage the projections on the inside of the back shell with the
slots in the holder, press on and secure by twisting it to the right.

VERTICAL SETTING

LIGHT UNIT

ADJUSTMENT SCREW

(

DUST EXCLUDING

RUBBER

BULB HOLDER

HORIZONTAL SETTING
ADJUSTMENT SCREWS

Position the Light Unit so that the heads of the adjusting screws

protrude through the slotted holes in the flange, press the unitinand
turn in a clockwise direction. Replace the rubber ring so that the thicker
inner edge rests in the recess around the Light Unit rim.

Refit the front rim, locating the top of the rim first and secure by

means of the fixing screw.

HEADLAMP SETTING

(

The lamps should be set so that the main driving beams are parallel
with the road surface and with each other. If adjustment is necessary,
remove the front rim and dust excluding rubber as described above and
trim each lamp to the correct position by means of the three spring loaded

adjustment screws.

The setting of the lamps can be carried out by placing the car in
front of a blank wall at the greatest possible distance, taking care of course
that the surface on which the car is standing is not sloping relative to the
wall.

Cars fitted with sealed beam headlights are adjusted in this manner
with two set screws which are exposed when the lamp rim is removed.

51

INFORMATION

CONCERNING

MAINTENANCE

AND 427 V.8. HIGH PERFORMANCE ENGINES

289

289 HIGH PERFORMANCE ENGINE SPECIFICATIONS

GENERAL

Type

Displacement 289 Cubic Inches
Bore and Stroke 4·00" x 2·87"
Compression Ratio 10·S:1
Brake Horsepower 271 @ 6000 r.p.m.

Maximum Torque
Valve Lifters

Carburettor One 4-venturi
Fuel Super Premium 234·5-259·Slbs. @
Cylinder Block Precision Cast Iron 1'32" (valve open)
Material
Cylinder Head Precision Cast Iron
Material Material
Oil Filter

CRANKSHAFT

Material Precision-Molded
Main Bearings

Main Bearing Jour-
nal Diameter

Thnust Beari ng No.3

Crankpin Journal 2'1228"-2'1236"
Diameter

CAMSHAFT

Material
Bearings
Camshaft Gear Cast Iron

Material

VALVE SYSTEM

Operating Tappet

Clearance

Intake Valve Opens
Intake Valve Closes 0·010 @ 84° ABDC
Duration

Exhaust Valve Opens

Exhaust Valve Closes
Duration 324'
Valve Opening 96°

INTAKE VALVES

Material

Overall Length 4'863"
Overall Head
Diameter
Angle of Seat
Lift
Spring Pressure and
Length 1·77" (valve closed)

(S)

8-cylinder 90° Vee,

Overhead Valve Aluminized

312Ibs./ft.

3400 r.p.m. Lift 0·477'

Solid

Rotunda 6000 Mile
Type, Part Number
CIAZ-6731-A
(RI-A) PISTON RINGS

Alloy Cast Iron
Steel-Back Copper-

(S)

Lead Alloy
Replaceable Inserts
2·2482"-2,2490"

Precision-Molded
Special Alloy Iron
Steel-Back Babbitt
Inserts

0'018 (hot). Hot

setting to be made
after a minimum of
30 minutes@1200
r.p.rn. (no load)

0'008@ 46° BTDC

324'
0'008 @ 94° BBDC
0'010 @ 36° ATDC

S.A.E. 1047 Alum-
inized Steel

1'662"-1·667" Firing Order I-S-4-2-6-3-7-8
44'

0·477"
83·S-92·Slbs.

234·S-2S9·Slbs.

1·32" (valve open)

@

@

EXHAUST VALVES

Material

Overall Length 4·863"
Overall Head
Diameter
Angle of Seat and 44°
Face

Spring Pressure and
Length

PISTONS

Weight

No.1 Compression

No.2 Compression

No.3 Oil Control

Width-No.1 0,0774"-0'0781 "

No.2 0,0930"-0'0940"

Gap-e-Nos. 1 and 2

No.3

PISTON PINS

Type

Material
Length

Diameter

CONNECTING RODS

Material

Weight 20'776-21'OS9
Length S'IS35-S'IS65

CONNECTING ROD BEARINGS

Material Steel-Back Copper-
Overall Length 0-716"-0'726'

Clearance Limits 0'0009'-0'0029"

GENERAL

Valve Clearance
Carn Lobe Life 0'298
(normal)
Carn Lobe Wear O'OOS
Limit

@

Valve Lift (theor-
etical zero lash)

52

21-4N Forged Steel

1'442"-1·4S7"

83·S-92·S

Ibs.

1·77"(valve closed)

Extruded Alumin-
ium Cam Ground
21·09 oz.

Cast Iron Alloy,
Straight Face,
Chrome Plated
Cast Iron Alloy,
Straight Face, Sera-
per Groove, Phos-
ph ate Coated
Multi-Piece, Two
Rails and One Spa-
cer Expander, Steel
Rails, Chrome Pla-
ted, Oxide Coated
Expander-Blued
Steel

0'010"-0'020"
0'0 IS"-0'055"

Press-Fit in Rod
S.A.E. SOlS Alloy
Steel, Heat Treated
3,010'-3'040'

0,9119"-0,9124"

S.A.E.I 041-Forged
Steel, with separate-
ly forged Caps

Lead Alloy Inserts

0'022 cold-0'OI8 hot

0'477

@

(

(

Compression Pres-

sure (sea level)

Idle Manifold
Vacuum
High performance

V-8 (4-V)
High performance
V-8 (4-V)

IGNITION SYSTEM

Initial Ignition
Timing (new points)

Final Ignition
Timing (tune-up)

(

Distributor Number

Centrifugal Advance

(set test stand to 0°

at 2500 r.p.m. and
0' HG)

Maximum Advance
BREAKER POINTS

Arm Spring Ten-
sion (std. ignition)

Contact Spacing

Dwell Angle at Idle

Speed, std. ignition
combined
Standard Spark
Plugs
Spark Plug Size
Standard Plug Gap 0'02S-0'032
Width
Spark Plug Torque

130-170 p.s.i.

15HHG

2S0@6000 Brake
horsepower
340@3400 Torque

Ir BTDC
Ir BTDC

C5AZ-12127-EEZ

14°

27-30 oz.
0·019-0'021

30-33'

Part No. COAZ-

ISMM

15-20 Ibs./ft.

Advance

r.p.m.

Degrees

2t-3t

650
750

4 -5t
1000
1600
2000

6t-7t

7t-8t

8t-9t

I2405-A (BF-32)

FUEL SYSTEM
Carburettor Number

Main Metering Jet 52F-P 50F-P
Identification
Power Valve
Colour (normal) Plain

(altitude) Green

Float Setting (dry)

. . (wet)
Initial Idle Mixture
Setting
Accelerator Pump Inboard No.3
Setting
Choke Spring Manual
Housing, Initial
Setting
Maximum (hot) Idle 750-775 rvp.m.
Adjustment

Fuel Pump Static
Pressure

TORQUE LIMITS
Intake Manifold 20-22 ft.-Ibs.

Exhaust Manifold 13-IS
Oil Pan Drain Plug 15-20
Oil Filter

Connecting Rod
Retaining Nut

C40F·

951O-AL 9510-L

68F-S 66F-S

H-Hp

~H

I-It turns open

4-6 p.s.i.@500
r.p.m.

With oilongasket
surface, hand tight-
en until gasket con-
tacts adapter face;
then
more
40-45

P

ft-Ibs.
ft-Ibs,

tigh

ten t turn

C50F-

::w

HH

s

S

(

53

427 HIGH PERFORMANCE ENGINE SPECIFICATIONS

GENERAL
Type

Displacement
Bore and Stroke
Compression Ratio
Brake Horsepower

Valve Lifters
Carburettor
Fuel
Exhaust
Cylinder Block
Material
Cylinder Head
Material
Oil Filter

High Performance

V-8 (8-V)

High Performance

V-8 (8-V)
CRANKSHAJIT

Material
Main Bearings (5)

Main Bearing Jour-
nal Diameter
Thrust Bearing
Crankpin Journal 2'4380"-2-4388"
Diameter

CAMSHAFT
Material

Bearings (5)
Camshaft Gear

Material

VALVE SYSTEM

Operating Tappet
Clearance
Intake Valve Opens
Intake Valve Closes
Duration
Exha ust Valve Opens
Exhaust Valve Closes
Duration

Valve Opening
INTAKE VALVES

Material

Overall Length
Overall Head
Diameter
Angle of Seat and
Face
Life
Spring Pressure and
Length

8-cylinder 90° Vee,
Overhead Valve
427 Cubic Inches
4·2328" x 3,784"

11'1 :1
4V-41O@5600
r.p.m.
8V-425@6000
r.p.m.
Solid
Two 4-venturi
Super Premium
Dual
Precision-Cast Iron

Precision-Cast Iron
Rotunda 6000 Mile

Type-Part Number
CIAZ-6731-A
(RI-A)

425 @ 6000 Brake

Horsepower

480 @ 3700 Torque

Precision-Molded
Alloy Cast Iron
Steel-Back Copper- No.2

Lead Alloy Replace- Gap-Nos. I and 2
able Inserts
2,7484"-2'7492"

No.3

Precision-Molded

Special Alloy Iron
Steel-Back Babbitt
Inserts
Molded Nylon on

Aluminum Die Cast

0'025 (hot)
0·006 @ 48° BTDC

0'008 @ 96° ABDC

324°
0·006 @ 96° BBDC
0'008 @ 48° ATDC

324°
96°

Special Alloy Valve
Steel with Alumin-
ium Coated Head·
5·446"
2,022"-2'037"

29°
0·500" at valve

80-90 lbs.@),82"
(valve closed)

255-280 lbs. @ )'32"

(valve open)

EXHAUST VALVES
Material 21-4N Forged Steel

Overall Length
Overall Head
Diameter
Angle of Seat and
Face
Lift
Spring Pressure and

PISTONS

Material
Weight
PISTON RINGS

No. I Compression
No.2 Compression
No.3 Oil Control

Width-s-No.

PISTON PINS
Type

Material

Length
Diameter
Bushing

CONNECTING RODS
Material

Weight
Length

CONNECTING ROD BEARINGS

Material

Overall Length
Clearance Limits

GENERAL
Firing Order

Valve Clearance

Cam Lobe Lift
(normal)
Cam Lobe Wear 0'005
Limit
Valve Lift (theor- 0'500
etical zero lash)
Compression pres-
sure (sea level)

IGNITION 1>YSTEM
Initial Ignition 8° BTDC
Timing (New Points)
Final Ignition 8°

Timing (tune-up)

I

No.3

with-Chrome Plated
Stem and Sili-
chrome tip
5·246"

1·723H-I·733"
44°
0'298" at Valve

80-90Ibs.@1·82"
(valve closed)
255-28P Ibs.@1·32'
(valve open)

Extruded Alumin-
ium Cam, Ground
23·31 oz.

Cast Iron Alloy
Chrome Plated
Cast Iron Alloy
Chrome Plated
MulH Piece-Two
Chrome Plated Steel
Rails and One Blued
Steel Expander

0'077 4"-0·078 I"
0'0930"-0,0940"
0,010"-0,020"
0·015"-0,055"

Full Floating
Tubular
S.A.E. 5015 Alloy
Steel Heat Treated
2'202'-3'212"
0,9750"-0,9753"
Bronze

Forged Steel with
separately Forged.
Caps
26'85-27·30 oz.
6,486"-6,490"
Centre to Centre

Steel-Back Copper-
Lead Alloy Inserts

0'736H-0'746"
0·00))" -0'0032

1-5-4-2-6-3-7-8
0·028 cold-0'025 hot
0·298

160-200 p.s.i.

BTbC

54

(

H

(

Distributor Number C5AZ-12127-EEZ

Centrifugal Advance 650
(set test stand to 0
at 2500 r.p.m. and 1000
O' HG)

Maximum Advance 16
Limit
Vacuum Advance Advance Vacuum
(set test stand to
90at 1000 r.p.m. 1000 2-5
andO' HG) 1000

(

Maximum Advance

0

0

r.p.m. degrees

1000

o

8t

Advance

r.p.m.

1600

2000 I1t-13

750

degrees

2i-4
4 -5+

7!--8+
n-II

In. HG

4-7

5t-8t 14

10

BREAKER POINTS

Arm Spring Tension

std. ignition 27-30 oz.

trans. ignition
Contact Spacing
Dwell Angle at Idle

Speed-std. ignition

combined

trans. ignition
Standard Spark
Plugs Part Number

Spark Plug Size 18MM
Standard Plug Gap
Width
Spark Plug Torque

22-24 oz.
0'019-0,021

0

30-33

0

22-24

COAZ-12405-A

0,028-0,032
15-20 lbs.jft,

(BF-32)

FUEL SYSTEM
Carburettor C4AF-9510-BJ primary

Part Number

C4AF-9510-BKsecond.or
C4AF-9510-CU primary Connecting Rod 53-58
C4AF-9510-CV second. Retaining Nut

Main Metering C4AF-9510-BJ-46F-58F
Jet Identification C4AF-9510-CU-71 F-74F

Float Setting (dry)

C4AF-9510-BK·46F-48 F
C4AF-9510-CV-71 F-74F

(wet) Fuel level at lower

Initial Idle Mixture
Setting
Accelerator Pump

8

Setting
Accelerator Pump
Clearance
Thermostatic Spring
Identification
Choke Spring Hous-
ing Initial Setting
Fast (cold) Idle
Adjustment
Maximum (hot) Idle 700-800 r.p.m.

Adjustment

Fuel Pump Static

Pressure

TORQUE LIMITS
Intake Manifold

Exhaust Manifold 12-18 ft-Ibs.
Oil Pan Drain Plug 15-20 ft-Ibs.
Oil Filter

Top of float to be
parallel with top of
inverted fuel bowl.

edge of sight plug.

I-It turns open

Summer-No. I
Winter-No.2
0·015

58LI
At Index Mark

1500 r.p.m.

4t-6t p.s.i.

500 r.p.m.

@

32-35 ft.-lbs.

With oil on gasket

surface, hand tight-
en until gasket
contacts adapter
face; then tighten t
turn more.

(

55

DASHBOARD INSTRUMENTATION

1. High Beam.

2. Indicator Light.

3. Speedometer. 10. Wiper.

4. Oil pressure Guage

5. Water Temp. Guage

6. Oil Temp. Guage 13. Heater, two-speed 20. Air Control.

7. Ammeter

8. Fuel Guage 15. Horn.

9. Panel Lights.

11. Glove Box.

12. Cigar Lighter.

14. Headlamps. 21. Ignition Light.

16. ScreenWasher.

17. Indicator Lever.

18. Ignition Key.

19. Revolution Counter.

(

(

56

ERECTING FOLDING SOFT TOP

(

1. Remove soft top bars from rear boot.

2. The two sections must be joined together and inserted in the sockets
provided at rear of cockpit.

(

3. Remove the soft top from the pocket provided at rear of seats, holding
the metal front section near the centre pins.

57

4. Insert centre holding pins in the slot provided in windscreen centre.
Press the holding pins into the slot one at a time and pull sideways

to engage the head of the pin under the channel.

5. Push down studs at rear of the soft top with exception of the last
three on either side.

(

6. Push down holding clips at side of windscreen.
58

(

7. Push rear folding soft tOP..hoop backwards to tension soft top and do
up internal securing tabs.

8. Push down remaining six studs on rear deck.

To remove the soft top reverse this procedure.

The thick perspex side screens are secured by inserting the bottom

bars into door sockets.

(

59

3HL

aor

MOS ~NIO'IO.>i N3HM

3HOU3:JOlId

l.dOOV

~NIMOTIO~

)

£

09

A.

CHASSIS INDEX

Armature ...

Ammeter readings ... ...

... ...

.

Page

..

.

..

.

..

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..

39

...

.

..

.

..

36

n.

(

C.

D.

E.

Brake instructions ...
Brake cylinder maintenance ...
Brake pad replacement
Brake system bleeding
Battery maintenance

Cooling system
Clutch system bleeding
Coil ...
Contact breaker
Commutator
Cut out adjustments
Coachwork ...

Dynamo diagram ...

Dashboard bulbs ... ... ...

Dashboard instrumentation ...

Electrical maintenance
Electric engine cooling fan
Electrical setting data
Electric wiring diagram
Electric horns
Erecting hood or soft top

...

...

..

...
...
...

...

."

...
...

."

...

...

..

,

...
..

,

...

...

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...
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,

...

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...
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.

..

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... ..

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...

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...

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.

..

...

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...

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...

...

...

...

... .

...

.

..

... ...

... ... ..

...

... ...

... ...

...

..,

... ..

... ...

...

...

..

,

...

,

...

..

,

...

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,

...
...

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.

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.

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..
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22

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22

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23

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28

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.

35

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..

..

2

.

23
34

.

34
39

45

60

.

41

.

54

55

.

34

,

34

,

44

.

52

.

53
56

F.

\

Folding soft top
Field coils ...

Front brake pads replacement
Front brake illustration ...

Foreword ...

Front hub removal ... ...

Front bearings removal
Front hub and caliper drawing B
Front hub part numbers ...
Front brake caliper removal
Front suspension vertical link removal ...
Front hub and suspension drawing A .. ,

... ...

...

...

...

...

...

61

.
...
...

..,
...

...

...

..

..,

...

...
...

... ...

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... ...

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...
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,

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... ...

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59
40
25
24

..

1
12
13
14
15
17
17
13

PAGE

1
2
3
4
5
6
7

8

9

10

11
12
l3
14
15
16
17

18

19

20

21
22
23

24

25

26
27

i8

29

30
31

INDEX

Foreword.
Useful information/Cooling system.
Propeller shaft and half shafts.
Salisbury differential mounting part numbers.
Salisbury differential "Powr Lok" unit.
Salisbury differential Friction Clutch loading.

"

"

Salisbury differential drawing.

Salisbury differential part numbers.
Salisbury tool list.
Removal of rear hub.
To dismantle rear hub and upright.

Rear hub and caliper drawing.

Rear hub part numbers.

To remove rear wheel bearing.

Rear suspension.

Rear suspension illustration.

Rear suspension.

Removal of front hub.

To remove front caliper.

To remove front vertical link.

Front hub and caliper drawings.

Front hub part numbers.
To remove front wheel bearings.
Front suspension u:pper ball joint.

Front suspension lower ball joint.
Front suspension ball joint photographs.
Front upper and lower wishbones.
Front suspension photograph.

Steering disassembly.

Refitting steering rack.

Steering ball joints.

Steering drawing.

Steering part numbers.

Brake instructions and running adjustments.
Brake lining pad replacement.

Clutch bleeding.

Front brake photograph.

Replacing brake pads.

"

62

"

"

(

(

e

PAGE

32 Rear brake photograph.
33
34
35 Front and rear shock absorbers.
36
37

(

38
39 Servicing and greasing information.

40

41 Lucas batteries.
42 Ammeter readings.
43 Lucas electric horns
44

45 Headlamp bulb information.

46 Lucas two-speed wipers.
47 Lucas wiper illustration.
48
49 Fuse box.

50

51
52 289 Engine maintenance.
53 289 Engine maintenance.
54 427 Engine maintenance.
55 427 Engine maintenance.
56 Dashboard instrumentation.
57 Erecting folding soft top.
58 Erectmg folding soft top.
59 Erecting folding soft top.
60 Packing folding soft top.
61

Handbrake adjustment.
Bleeding the brake system.

Shock absorber part numbers.
Petrol tank removal.
Recommended oils.
Salisbury axle technical data and oils.

Electrical general maintenance.
Electric engine cooling fans.

Ignition warning light.
Dashboard bulbs.

Side and tail lamp bulbs.

Electric wiring diagram.

The starter.
Headlamps Europe and America.
Headlamp removal and setting.

Coachwork maintenance.
Spares guidance.

63