Jensen C-V8 III Instruction Manual

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HANDBOOK OF INSTRUCTIONS

FOR THE

JENSEN C-V8

This handbook is published for the use and assistance

of owners of JENSEN CARS. It embodies in a concise form the

advice and suggestions of the Company’s

Technical Staff in regard to lubrication, general care and

maintenance, together with supplementary information regarding

the necessary adjustments which may be required

from time to time.

COMPILED AND PUBLISHED BY

JENSEN MOTORS LIMITED

WEST BROMWICH, ENGLAND

Telephone: West Bromwich 2041 (10 lines)

Telegrams: Expert T elex: 33526

The Chassis Serial Number will be found on the identification plate

fixed to the front of the scuttle, and also on the underside of the

companion box lid.

N.B. The full Chassis Serial Number must be quoted in all

correspondence.

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VEHICLE PARTICULARS

CHASSIS NO ..........................................................................

ENGINE No .............................................................................

KEY Nos.:

Ignition, Shroud and Door .....................................................

Boot and Cubby Locker.........................................................

REGISTRA TION No................................................................

ORIGINAL DA TE OF

DELIVERY FROM WORKS ....................................................

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Foreword

The Jensen C-V8 is designed and built to high standards of precision
and quality . Every car when it leaves the works has been thoroughly tested
and adjusted by experts.

However, in order that the car may give the utmost satisfaction, it should
receive adequate care and attention, and for this reason the instructions
given in this handbook should be observed.

In compiling this handbook some knowledge of the operation and
care of a motor car have been pre-supposed. All descriptions of
position are relative to the driver’s seat.

It is the aim and ambition of Jensen Motors Limited that every owner
shall be completely satisfied. For this reason, Jensen dealers are
chosen with particular care, and can be relied upon to carry out any
servicing or repairs.

Alternatively, the Jensen Service Department at West Bromwich is
always at the disposal of any owner, and all communications in
connection with service matters should be addressed to the Service
Manager.

JENSEN MOTORS LIMITED

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Contents

VEHICLE P ARTICULARS 3
Foreword 4
Contents 5
General Dimensions and Data 6
Instuments & Controls 7
Controls and Instruments 8
Start Up and Running Hints 10
Engine Lubrication System 12
Lubrication & Maintenance 14
Fuel System & Carburettor 17
Ignition 20
Distributor 20
Cooling System 21
T ransmission 22
Steering & Suspension 24
Brakes 25
Wheels & Tyres 27
Wheel Changing & Jacking System 27
Bodywork 28
Cabin Heating & V entilation Systems 30
Electrical System 31
Lights 33
T ool Kit 35
Equipment 36
Service Lubrication 37
Rec. Lubricants For Jensen C-V8 40
Index 41

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General Dimensions and Data

The chassis number will be found stamped on a plate secured to the underside of
companion box lid and on a plate secured to the front of the scuttle. This number is also
stamped on the front of the chassis frame front cross member. The engine number is
stamped on the L.H. bank of the cylinder block immediately forward of No. 1 Cylinder.

Cylinders are numbered as follows :—

R.H. Bank Front to Rear 2-4-6-8 L.H. Bank Front to
Rear 1-3-5-7

Bore 108 mm. (4.25 ins.)
Stroke 86 mm. (3.375 ins.)
Cubic Capacity 6,276 cc. (383 cu. ins.)
B.H.P. 330 at 4,600 r.p.m.
Compression Ratio 10.1
Firing Order 1-8-4-3-6-5-7-2
Coolant Capacity

including Heater 32 pints (Imp.), 38 pints (U.S.), 18.2 litres

Oil Sump Capacity 8 pints (Imp.), 10 pints (U.S.), 4.7 litres including Filter.

(Dipstick top level must not be exceeded).

Engine Oil Pressure at 40/50 m.p.h. 45/65 p.s.i Gearbox Capacity :
Automatic 17 pints (Imp.), 20 pints (U.S.), 9.5 litres
Manual 6 pints (Imp.), 7 pints (U.S.), 3.3 litres

Rear Axle Capacity 3 pints (Imp.), 3.6 pints (U.S.), 1.705 litres
Fuel Tank Capacity 16 galls. (Imp.), 19 galls. (U.S.), 72 litres

OVERALL GEAR RATIOS:

Automatic 1st 7. 5 : 1

2 nd 4.44 : 1
3 rd 3.07 : 1
Reverse 6.74 : 1

Manual 1 s t 8.16 : 1

2 nd 5.86 : 1
3 rd 4.26 : 1
To p 3.07 : 1

Reverse 7.92 : 1
Tyres Dunlop 6.70 x 15 Road Speed
Tyre Pressure 24 p.s.i. (1.68 kg./sq. cm.) all round (see Notes on Wheels and

Tyres)
Wheelbase 8 ft. 9 ins. (2.667 metres)
Track (Static laden

weight) : Front : 4 ft.7-13/16 ins. (1.417 metres)

Rear: 4 ft. 8-7/8 ins. (1.445 metres)

Toe-in (Static laden

weight) : 1/16

ins. (1.5875 mm.)

Camber (Static laden

weight) : 1° pos.

Castor Angle (Static

laden weight) : 2° pos.
King Pin Inclination 6° 30'
Centre of Gravity 49 ins. (124.46 cm.) aft of front axle

Overall Width 5 ft. 7 ins, (1.714 metres)

Overall Height 4 ft. 7 ins. (1.397 metres)
Overall Length 15 ft. 3-1/2 ins. (4.686 metres)
Ground Clearance 5-3/8 ins. (14.6 cm.)
Turning Circle 38 ft. (11.592 metres)
Weight (dry) 29 cwt. (1473.2 kilogrammes)
Steering Ratio 17.2:1 (3.3 turns, lock to lock)
IGNITION TIMING 10° before T.D.C. at 500 r.p.m.
CONTACT BREAKER .014 ins. to .019 ins. (.35 mm. to .48 mm ) GAP
SPARK PLUGS Champion J10Y. Gap .035 ins. (.89 mm.)
VAL VE CLEARANCES Zerolash. No adjustment required
OIL SUMP CAPACITY It is important that sump should not be filled above the high level mark on the

dipstick, other-wise functioning of zerolash tappets may be impaired

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Controls and Instruments

Pedals

On cars fitted with automatic transmission, only two pedals are used in driving the car. The right­hand pedal controls the accelerator, and the centre, broad pedal, the brake. The left hand pedal
operates the dipswitch and provides a footrest. With the manual gearbox the pedal controls follow
the conventional arrangement.

Handbrake

The handbrake is centrally located and operates self adjusting mechanical brakes on the rear discs
only. A thumb-operated ratchet release is incorporated in the handle.

Steering Wheel

The 17" steering wheel is adjustable on its shaft, to suit individual requirements. Adjustment is effected
by the black sleeve immedi-ately below the wheel. The sleeve is loosened by turning it in a clockwise
direction. When loose, the steering wheel can be moved up or down to the desired position, and re­locked by turning the sleeve anti-clockwise. (There are four holes toward the lower end of the sleeve,
and 3/16

" Tommy bar may be used in these if necessary).

Ignition and Starter Switch

The ignition and starter are both controlled by a single switch with a removable key.
Turning the key clockwise switches on the ignition circuit and the ammeter, fuel gauge, and water
temperature indicator. Turning the key further clockwise against spring pressure will operate the
starter motor. As soon as the engine starts the key should be released.

Choke

The carburettor incorporates an automatic choke (See Starting-up section on page ).

Cigar Lighter

The cigar lighter is operated by pushing it in as far as it will go. After approximately 10 seconds it will
pop out, and is then hot enough for use.

Fan Switch

The three-position fan switch controls the two speed heater fan (See Heating Section page ).

Panel Light Switch

The three-position panel light switch controls the panel lights giving two levels of illumination. The
panel lights are in circuit with the main lighting switch, and will not work until the sidelights are on.

Main Light Switch

The sidelights and headlights are controlled by a three-position switch on the facia. In the half-way
position it will bring on the sidelights, and in the fully down position the headlights. Once the headlights
are on, high or low beam should be selected by the foot dipper switch.
The headlights may be flashed by pulling backwards on the direction indicator lever.

The Direction Indicators

The direction indicators are operated by a lever on the right of the steering wheel. To indicate a turn,
the lever should be moved the same way as the steering wheel. The direction indicators are self­cancelling after the turn has been completed. A visual indication is given to the driver by the green light

on the facia. Pulling backwards on the lever flashes the headlights.

Windscreen Wipers and Washer

A dual purpose switch on the facia controls the windscreen wipers and washer. If the switch is turned
clockwise to the first position, the wipers will operate at normal speed : turning it further increases
the speed of the wipers. The higher speed should not be used on a drying screen, as this will overload
the motor. The wipers are self-parking when switched off. The windscreen washer, which is of the electric
type, is operated by pressing the knob of the wiper switch.

Gear Selector and Indicator

(Automatic transmission only)

The gear selector and indicator are
mounted on the steering column. Five positions are marked on the indicator R N D 2 1. The
engine can only be started when the lever is the “N” position (See Starting and Driving Section
pages ).

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Clock

The electric clock is set by the knurled knob on the bezel, which should be pushed in to engage the
hands. If necessary, the clock may be regulated by turning the small screw head in the bezel, clockwise
to retard, and anti-clockwise to advance.

Map Light Switch

A Map light is fitted in the upper facia roll above the left hand face-level ventilator and is controlled by
a swi tch on the f acia marked “map”.

Face-level Air Booster Switch

The switch marked “Air” on the facia operates a fan which increases the fresh air output at face
level.

Rear Demist Switch and Warning Light

This switch controls the electrically heated back light. (The current to the rear light is cut off when the
engine cooling fans come into operation, so the demist warning light goes out, and comes on again
when the fans cut out).

Re-fuel switch

The re-fuel switch automatically unlocks the fuel filler flap on the left hand rear wing. Should the
solenoid fail, the flap can be opened manually from inside the luggage boot. (See Fuel System
section page ).

Horn Push

The twin horns are operated by the push button in the centre of the steering wheel.

Selectaride Switch

The Selectaride switch on the transmission tunnel controls the settings of the rear dampers. Four
settings are available, from SOFT up to 4. The harder settings should be used for high speeds, or
when the car is fully laden. The switch works in a CLOCKWISE direction only, and should not be used
unless the ignition is switched on.

Revolution Counter

The revolution counter has a red sector from 5100 RPM to 6000 RPM and engine speeds in this
sector should not be sustained. Maximum engine power is developed at 4600 RPM, so no advantage
will be gained by over-revving the engine. There is a low-fuel warning light in the rev-counter face. This
glows continually when 3 gallons only remain in the tank.

Speedometer

The speedometer incorporates trip recorder and odometer. To set the trip, the knob to the right of
the steering column and below the facia should be pressed upwards and turned anti-clockwise.
In the speedometer face is a high-beam warning light which glows when the headlamps are in the
raised position.

Ammeter

The ammeter indicates the charging or discharging rate of the battery. Under normal running
conditions a small charging rate is indicated. On starting the engine, the ammeter will indicate a high
charge rate for a short time, and then fall to suit the battery condition.

Oil Pressure Gauge

The oil pressure gauge operates only when the engine is running, and should indicate a pressure of
45-65 p.s.i. under normal conditions.

Coolant T emperature Indicator

The coolant temperature indicator operates only when the ignition is on. Under normal running
conditions, the instrument pointer should be within the white band on the scale. If the pointer enters
the red band—H—the cause should be investigated. DO NOT remove the radiator cap when the
engine is hot. (See Cooling section on page ).

Fuel Gauge

The fuel gauge indicates the petrol level in the tank shortly after the ignition is switched on.

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Starting Up and General Running Hints

ENGINE RUNNING-IN PERIOD

It is not necessary to drive the new car at consistently low speeds during the first few hundred miles
of operation. Precision manu-facturing methods and improved design make it possible to begin
driving in a normal manner.
While speeds in excess of 50 miles an hour should be avoided for the first 300 miles, occasional
spurts up to this speed (after the engine is warmed) will materially assist the “running-in” process.
After 300 miles of driving, occasional bursts of higher speed are not only permissible but desirable.
The new car should not, however, be operated at top speed until if has been driven at least 500
miles. High speed should always be avoided until the engine is warmed up to operating temperature.

During the “running-in” period it is extremely important to keep close watch on the engine oil level
and the panel instruments—especially the temperature and oil pressure gauges. Sustained high
engine speed should be avoided during early life of the new car so that all parts will become adjusted
to their position without excess friction and heat.
The observance of these precautions will be reflected later on in the prolonged life of the car. Under
this heading, lubrication is by far the most important item. Many troubles are directly traceable to lack
of proper lubrication and owners will be well repaid by giving careful attention to the lubrication diagram.
The engine attains maximum power at 4,600 r.p.m., and 5,200 r.p.m. should not be exceeded.
The illustration on page 6 shows the general arrangement of controls. The following points should
be observed in starting the engine.

STARTING THE ENGINE
It is essential to ensure that the handbrake is applied before starting the engine, as the

automatic carburetter system will cause the engine to run at a fairly fast idle speed on initial starting
from cold.
On cars with automatic transmission, move the gear range selector lever to neutral, quadrant position
“N”. The engine cannot be started unless the selector lever is in this position.

FOR ST ARTING FROM COLD
Depress the accelerator pedal slowly to one third of its travel and allow it to return to closed
position before starting the engine.

Turn ignition key to extreme right to operate starter. When engine fires, release key. The engine
should start immediately.

NOTE—Do not pump accelerator pedal. If engine does not start because of excess fuel in
cylinders, push accelerator pedal slowly to full open and operate starter while keeping pedal
depressed.

The fuel mixture is automatically adjusted to provide for easy engine starting and for the warming
up and operating periods.

GEARBOX OPERA TION

The automatic gearbox is more than just a mechanism which automatically adjusts the gear ratios
according to conditions of speed and load. An overriding control is provided which enables the driver
to exercise his own judgement and desire in regard to the gear ratios to be selected and an
understanding of what is possible greatly enhances the pleasure to be derived from driving the car.
The gearbox provides three forward speeds, Neutral and Reverse. The control quadrant is marked
as follows :—

RND 2 1

The following indicates the gears obtained in each range :
“1” 1st only (Maximum permissible 48 m.p.h.)
1st and 2nd (Maximum permissible 82 m.p.h.) “D” 1st, 2nd and top
“N” Neutral
“R” Reverse

There is one ‘gate’ position for reverse only.

To change into reverse press the button in the end of the gear lever.

TO DRIVE AWAY

If the driver so desires, he can leave everything to the automatic gearbox and gear changes will occur
at the theoretically correct moment in terms of speed and load. Obviously, however, road or traffic
conditions may be such that the automatic gear change may be undesirable, and it is for this reason
that the overriding controls are provided to enable the driver to enforce a gear change as and when

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desired.
The driver should, therfore, first familiarise himself with the approximate speeds at which the automatic
changes occur. These are as follows :

D Range

Up-changes (m.p.h.)

1-2 2-top
Light Throttle 11 15
Full Throttle 40 76

The owner-driver who wishes occasionally to indulge in a very fast get-away will obtain maximum
acceleration by allowing the automatic gearbox to make full throttle changes throughout the speed
range.
The automatic down-change at light throttle will normally occur at the following speed :

Top to 1st direct 8 m.p.h.

Under “Kick-down” conditions down changes occur at speeds below the following limits :

Top to 1 st 37 m.p.h.
Top to 2 nd 68 m.p.h.

Caution must be observed when making a “Kick-down” change at speeds below 32 m.p.h. in view
of the sudden surge of power engendered.

MANOEUVRING

When manoeuvring, “D” should be selected for forward movement. Reverse gear can be selected
whilst vehicle is in forward motion but only below 17 m.p.h.

MOUNT AIN DRIVING

When driving in mountainous country or with heavy loads, the 2 or 1 position should be selected on
upgrades which require heavy throttle for half a mile or more. Lower ratios reduce the possibility of
overheating the transmission and converter under these con-ditions. The 1 position is for severe
operation or to obtain better control or for operation in descending a steep hill.

IDLING

Neutral (“N”) should be selected when it is necessary to idle the engine for an extended period.

COASTING

Coasting must be avoided at all times, otherwise the gearbox may suffer serious damage due to lack
of lubrication.

TOWING
Transmission Inoperative. The vehicle should be towed with a rear end pick-up or remove the propeller

shaft.
Transmission Operating Properly. The vehicle may be towed safely in “N” (neutral) at moderate
speeds. For long distance towing (over 100 miles) the propeller shaft should be removed.

PUSH ST ARTING

If the engine fails to start in the normal manner, it may be started by pushing the car. Towing is not
recommended due to the sudden surge of power when the engine starts. Turn the ignition on, then
engage 1 (low) position and depress the accelerator pedal slightly; after the vehicle has been pushed
to a speed of 15 to 25 m.p.h. (approximately), the transmission will drive the engine.

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Optional Manual Transmission

The change speed arrangement being conventional, it is not proposed to describe the method of
engaging and changing gear, but a plan showing the gear lever positions is shown above.

Clutch

The clutch is hydraulically operated and normally requires no adjustment. If attention is required the
work should be carried out by an officially appointed Jensen Distributor or Dealer.

Engine Lubrication System

The engine lubrication system comprises an externally mounted rotor-type pump, a full flow oil filter
connected to the pump by flexible pipes, engine sump, and various lubrication passages.
Oil is drawn from the sump through a fine mesh gauze strainer, and delivered to the bearings, via the oil
filter, under pressure from the pump. Uniform pressure is maintained by a relief valve in the pump.
The valve gear is lubricated by oilways through the cam-shaft, while the gudgeon-pins are splash
lubricated.
The oil level should be checked daily by means of the dipstick, which is on the left hand side of the
engine. Oil should be added via the filler cap on the left hand bank of cylinders.

Draining the Sump

The engine oil should be changed every 4,000 miles (or 3 months) (Every 2,000 miles if a great deal
of driving is done in heavy traffic or in very cold conditions).
The oil should be drained when the engine is warm. The drain plug is in the bottom of the sump.

Changing the Filter

The engine oil filter element should be changed with the engine oil with every second change. The
filter is mounted high up on the left hand side of the engine, and is connected to the pump by two
flexible pipes.
The element is changed by undoing the hexagonal nut on top of the filter housing. This will allow the
top of the housing to be removed, and the filter element withdrawn.
Before the new element is inserted, the housing, especially the top rim, should be wiped clean. A
new gasket should be used every time the element is changed.

After the fitting of a new filter element, the car should be run for a few miles and then the top joint of
the filter inspected for leaks. If necessary the hexagonal nut should be retightened.

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LUBRICATION AND MAINTENANCE

FIRST 1,000 MILES SERVICE

The following special service is necessary after the car has covered the first 1,000 miles.
Drain and refill axle.
Tighten driving belt if necessary.
Check contact breakers, and adjust if necessary.
Check electrical system.
Check steering and front end geometry.
Check tyre pressures.
Check hydraulic reservoirs for fluid.
Check lights.
Check braking system.

Check water level and connections and tighten if necessary.

A-1,000 MILES (second and subsequent)

A1 — King Pin Bearings Upper and Lower—Grease Gun (4 nipples).

A2 — Front Suspension Lower—Grease Gun (2 nipples).

B-2,000 MILES or Monthly

B1 — Brake and Clutch Master Cylinder Resevoirs—check and top up.

C-4,000 MILES

C1 — Steering Rack—Grease Gun (1 nipple).
C2 — Brake Balance Lever—Grease Gun (1 nipple).
C3 — Steering Dampers—Check and Top Up.
C4 — Front Shock Absorbers—Inspect and Top Up.
C5 — Sump—Drain and Refill.
C6 — Rear Wheel Hubs—Grease Gun (2 nipples).

C7 — Rear Axle—Check and Top Up.
C8 — Alternator—Clean and Check.

Manual Transmission

C9 — Clutch Bell Crank Lever—Grease Gun (1 nipple).
C10— Clutch Bell Crank and Fork Linkages—Lubricate.

D-8,000 MILES

D1 — Air Cleaner Element—Clean and Check.
D2 — Oil Filler Air Cleaner—Clean and Re-oil.
D3 — Distributor—Clean, Check Points.
D4 — Crankcase Ventilator Valve—Check.
D5 — Sparking Plugs—Clean and Check.
D6 — Oil Filter Element—Replace.
D7 — Manifold Heat Control Valve—Lubricate.
D8 — Automatic Transmission—Check and Top Up.
D9 — Propshaft U/J’s—Inspect for leakage.

Manual Transmission

D10— Gearbox—Check and Top Up.

E-12,000 MILES

E1 — Rear Axle—Drain and Refill.

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F-16,000 MILES

F1 — Front Wheel Hubs—Check and Repack if necessary.

G-20,000 MILES

G1 — Sparking Plugs—Replace.
G2 — Fuel Pump Inlet Filter—Replace.

H-32,000 MILES

H1 — Wheel Hubs—Clean and Repack.
*H2 — Air Cleaner Element—Replace.
*H3 — Automatic Transmission—Drain, Refill and Adjust.
*H4 — Automatic Transmission Oil Filter—Replace.

*H5 — Propeller Shaft Joints—Clean and Repack.

* Heavy operating conditions only; normally no attention required.

Manual Transmission

*H6 — Gearbox—Drain and Refill.

J-80,000 MILES

J1 — Carburettor Inlet Pipe Fuel Filter—Replace.

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Fuel System and Carburettor

Fuel System

The fuel system consists of the fuel tank, line and filters, mechanical pump, carburettor and air
cleaner.

Fuel T ank

The fuel tank is located below the floor of the boot and has a capacity of 16 gallons Imp., 19 gallons
(U.S.) or 72 litres. The low fuel warning light in the face of the rev counter burns continu-ously when
3 gallons or less remain in the tank.
The fuel tank filler pipe is covered by a flap on the left hand rear wing, which can be opened
automatically from the driver’s seat. The ‘Re-fuel’ switch on the facia controls a solenoid which,
when energised, allows the flap to fly open. Alternatively the flap can be opened manually by depressing
the small plated lever in the top left hand corner of the boot. There is a drain plug in the bottom of the
tank.

Fuel Line and Filters

The fuel line incorporates two filters, one before and one after the fuel pump. These are of the paper
cartridge type and cannot be cleaned. The filter between the tank and pump should be replaced every
20,000 miles and the filter after the pump every 80,000 miles.

Note:

Where dirty petrol has been

used, more frequent filter changes will be necessary.

Fuel Pump

The mechanical fuel pump is located on the right hand side of the engine. It is driven from the
camshaft and delivers fuel to the carburettor at 3-1/2 p.s.i.

Carburettor

The Carter AFB (Aluminium Four Barrel) carburettor is a compli-cated and sensitive instrument, for it
combines the best features of both single and multi-choke designs in one unit.
All jets etc. are correctly set before installation, so the only adjustment normally necessary will be to
the idling speed settings.

Idle Speed Adjustment—(Curb Idle)
To make the idle speed adjustment, the engine must be thoroughly warmed up. A much more reliable
idle adjustment can be obtained if the car has been driven a minimum of five miles. For the best
results, it is recommended that the tachometer be used in this adjustment.
Before making the idle speed adjustment observe the following precautions :

(

1) On cars equipped with the automatic transmission, disconnect the carburettor to bellcrank rod so that
the stop in the transmission will not interfere with the free movement of the carburettor throttle lever.

(2) To make the idle speed adjustment proceed as follows :—

(i) Turn the idle speed screw in or out to obtain 500 r.p.m. Be sure the choke valve is fully open and

that the fast idle adjustment screw is not contacting the fast idle cam.

(ii) Turn each idle mixture screw to obtain the highest r.p.m. While making the adjustment, carefully

watch the tachometer and notice that the speed can be decreased by turning the screws in

eith er direction from the setting that gave the highest r.p.m. reading.
(iii) Readjust to 500 r.p.m. with the idle speed screw.
(iv) Turn each idle mixture adjusting screw in the clock-wise direction (leaner) until there is a slight

drop in r.p .m. Now, turn each screw out, counter-clockwise (richer), just enough to regain the

lost r.p.m.

This procedure will assure that the idle has been set to the leanest possible mixture for smooth

idle. This setting is very important!

Since the correct speed was originally set using the speed screw, the speed obtained after

finding the leanest smooth idle setting will probably be too fast.
( v ) Readjust the speed screw to obtain correct idle speed. Repeat steps 2 and 4 above if necessary.

After the proper idle speed has been obtained, check transmission setting as described under throttle linkage.
Fig. 7.

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19

Throttle Linkage

The correct setting of the throttle linkage cannot be over-empha-sized. The throttle and automatic
gearbox controls being inter-connected, various conditions affecting car performance can be
encountered if the throttle is not set correctly. As well as poor general performance, there may be
delays in automatic gear-changes, both up and down, and total failure of the “kick-down’. If the
linkage has been disturbed for any reason, it must be reset in the following manner, with reference to
fig. 7.

(1) Block choke valve in fully open position and ensure release of fast idle cam. (These

precautions are not necessary on a fully warmed-up engine).

(2) Disconnect :

(a) Carb rod (A) at crosshaft lever (B)
(b) Carb-bellcrank rod (C) at carburettor
(c) Rod (D) at upper end
(d) Cable (G) from lever (H)

(3) Insert 3/16 dia, rods in the two positions indicated.
(4) Using rod (D) to hold throttle valve lever (J) against forward stop, adjust rod end until it clips

onto ball end stud (E).

(5) Remove 3/16 dia. rod from bellcrank (F) and, still loading system against throttle valve lever

stop, adjust rod (C) till slotted hole just slips over carburettor lever stud. Then adjust rod
end out three (3) full turns and replace washer and spring pin in position.

(6) Adjust carburettor rod (A) until ball joint stud locates in lever (B) on crosshaft and fix with

nut and spring washer.

Adjust cable end ball joint, while applying a light load against cable stop, until it locates in hole

in accelerator crosshaft lever (H) and fix with nut and spring washer.

(7) Remove A dia. rod from crosshaft, and blocks from carburettor choke valve, and test that full

throttle opening is being obtained in carburettor when the pedal is depressed fully against
floor stop. If necessary adjust floor stop.

Air Cleaner

The air cleaner is held on top of the carburettor by one wing nut. Every 8,000 miles the air cleaner
element should be cleaned. Every 32,000 miles, or more often under dusty conditions, a new
element should be fitted. At any time if there should be an oil mark on 2/3 of the circumference a
new element should be fitted.

Closed Crankcase Vent System

The crankcase ventilator valve is located on the right hand rocker cover and is connected to the
carburettor body by a rubber tube. The valve serves as a vent for the crankcase, and also provides
upper cylinder lubrication by introducing oily vapour into the inlet manifold.
Every 8,000 miles the valve should be checked for correct operation.
The left hand rocker cover is vented via the carburettor air cleaner.

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Ignition

The ignition is of basically standard design, but incorporates two features which may be strange to
some owners. These are, a ballast resistor mounted in series with the coil, and twin contact breakers
fitted to the distributor.

The ballast resistor is a variable resistance in the ignition primary circuit. During low speed operation,
when the current flow through the primary circuit is high, the temperature of the ballast resistor rises,
increasing its resistance. This reduces the current flow , thus prolonging the life of the contact breakers.
At high engine speeds, when the current flow in the primary circuit drops off, the ballast resistor
cools down, thus allowing more current to flow, and more efficient high speed operation. As an aid to
easier starting, the ballast resistor is bypassed when the starter is in operation, thus allowing full
battery voltage to the ignition primary circuit.
The twin contact breakers are fitted to reduce spark erosion at high speeds (on an 8 cylinder engine).
The gaps should be set as if for a single unit, in fact the engine will run with only one set. When
setting the gap on one, the other should be blocked with a thin strip of insulating material, such as
mica.

Distributor

Every 8,000 miles 5-10 drops of oil should be added to the oil cup and 2-3 drops of oil to the rotor
wick. The cam and bumper block should also be thinly coated with grease. At the same time the
points should be cleaned and checked.

21

Cooling System

Capacity 32 pints (Imp.) 38 pints (U.S.) 18.2 litres.
The coolant is circulated by a centrifugal pump driven off the engine, by the same belt as the alternator.
A thermostat is fitted, immediately above the water pump, to assist in rapid warming up of the engine.

WARNING The cooling system is pressurised to 14 p.s.i. and therefore operates at a higher
temperature than normal. Scalding could result if radiator filler cap is removed when the engine is
hot. All checks should therefore be made when the engine is cool or cold.

T opping up

Coolant level should be checked daily. When necessary clean water should be added to bring the
level in the radiator up to the indicator bar in the header tank. The radiator should not be over-filled,
as the pressurised system requires room for expansion.
Cold water MUST NOT be added when the engine is hot, other-wise serious damage may be caused
to the engine. It must either be allowed to cool down, or hot water added to the radiator.

Draining Cooling System

There are 3 draining points; one at the bottom of the radiator, and one at each side of the crankcase,
at the base of each cylinder block. It is essential that all three be opened when draining the engine.
The radiator drain tap may become clogged with sediment, and should therefore be cleaned
occasionally with a piece of stiff wire.

Frost Precautions

In cold weather there is a risk of the water freezing and cracking the cylinder block or radiator.
Therefore, an anti-freeze solution should be used under these conditions. It is essential that only an
Ethylene Glycol-based product be used. For the correct quantities to add, for full protection under
different weather conditions, reference should be made to the anti-freeze makers’ charts.

Flushing

To reduce the formation of deposits, which impair efficiency, the cooling system should be flushed
out with clean water every 5,000 miles. This is particularly important before adding anti-freeze.

Thermostat

The thermostat restricts flow between the cylinder block and radiator to assist rapid warming up. It is
of the copper-impregnated wax type, and should start to open at approximately 57°C. It should be
fully open at approximately 75°C. Failure of the thermostat is indicated by slow warming up, and poor
heater performance.

Electric Fans

There is no engine driven cooling fan, but in its place two electric fans which operate only when
required to maintain optimum engine operating temperature. These fans are mounted on the cross
tube behind the radiator and are controlled by a thermostatic switch in the bottom of the radiator.
They are not wired through the ignition circuit and will therefore continue running, if necessary, even
after the engine has been switched off. (This is because the water temperature actually rises during
the last few seconds of a journey, owing to the car being stopped and there being no air flow through
the radiator. The fans will only run for a very short time, and then switch themselves off).

The fans are protected by a fuse in the Relay Box at the rear of the engine compartment.

22

Transmission

Automatic Gearbox

The Chrysler Torqueflite 8 Automatic Gearbox combines a torque-converter with a fully automatic 3
speed planetary gear system. For correct operation of the gearbox, it is essential that only the
recommended fluids are used, and that the fluid level is checked and replenished as necessary.
To prevent overheating of the transmission, the fluid is circulated through an oil cooler in the bottom
tank of the main cooling radiator.

In an emergency

If the fluid level is low, and none of the recommended fluids are available, SAE 10 engine oil may be
added. However, the gearbox should be drained and re-filled with the correct fluid as soon as possible.

Checking and T opping Up

The fluid level should be checked every 8,000 miles. When checking, the engine and transmission
should be idling and at normal operating temperature. To circulate the transmission fluid the
handbrake should be firmly applied, and, with the engine idling, each gear position selected in turn,
Neutral (N) being finally held.
The dipstick and oil filler pipe are located behind the right hand bank of cylinders. The fluid level
should be between the ‘FULL’ and ‘ADD ONE PINT’ marks, but never above the ‘FULL’ mark, when
checked in this way. If necessary, fluid should be added via the oil filler pipe. If it is necessary to check
the level when cold the level should be at, or just below, the ‘ADD ONE PINT’ mark.

Changing Transmission Fluid and Filter

Under normal driving conditions it should not be necessary to change fluid or filter but if a great deal
of towing, (or traffic work in hot weather), is done, this operation should be carried out every 32,000
miles. The following procedure should be adopted :

1) As no direct drain plug is fitted, a large container should be placed under the gearbox
sump and the sump bolts removed.

2) With the sump dropped, the access plate in front of the convertor housing should be
removed, revealing the drain plug for the torque convertor. This should be removed, allowing
the oil to drain out.

3) The convertor plug should then be replaced (14 in. lbs. torque) and the access plate
bolted back.

4) The oil filter should be removed by undoing the three screws which hold it in position.

5) The filter should be replaced with a new one. A new gasket should be used, and the
screws tightened (28 in. lbs. torque.)

6) Clean and replace the gearbox sump using a new gasket (150 in. lbs. torque).

7) Fifteen pints of clean transmission fluid should be added.
The procedure for checking the level should then be followed, and any fluid necessary added to bring
the level to the full mark (approx. 2 pints).

Propeller Shaft

The one piece propeller shaft has a constant velocity joint at the forward end and a universal joint at
the rear end. The sliding spline at the forward end allows the axle some fore and aft move-ment. The
rear joint is of the normal cross and roller type.
Both joints are packed with lubricant and sealed. They should be inspected every 8,000 miles (or 6
months) for external leakage otherwise it is not necessary to relubricate at all. If the car has been
used under severe conditions (see Auto-transmission) then it should be cleaned and repacked at
32,000 miles.
If it should be necessary to remove the propeller shaft, the following procedure should be adopted :

1) The clamps holding the universal joint to the yoke on the pinion nose should be undone.

2) The shaft should be supported, and not allowed to hang loose.

3) The sliding spline on the front of the forward universal joint should be disengaged from
the transmission unit.

23

When re-assembling, which should be done in the reverse order the following torque rating should
be used : Clamp bolts on rear universal joint 170 in. lbs.

Rear Axle

The rear axle is of the semi-floating type, and incorporates a limited slip diffential ‘Powr Lok’, which
spreads the driving torque to both wheels, even when one is slipping.
The ‘Powr Lok’ is extremely sensitive to lubrication, and only the oils listed on page should be
used,

i.e. SHELL EP90 SCL

In an Emergency

If this oil is not available, any 90 E.P. oil may be used for a short period. However, the axle should be
drained and refilled with the correct oil as soon as possible.
The rear axle should be drained and refilled at the first 1,000 mile service. Thereafter it should be
checked every 4,000 miles, and replenished as necessary. After 12,000 miles it should be drained
and re-filled.

Refer to : Steering and Suspension, over

24

Steering and Suspension

Steering

The steering is of the rack and pinion type which provides light and sensitive steering at the cost of
some kick-back on poor roads. Dampers are incorporated in the rack housing to control this. There
is one grease nipple on the rack which requires attention every4,000 miles with a general
purpose grease. The dampers should be inspected and topped up with Shell Tellus 15 at the
same time. The ball joints are sealed and require no attention.

Front Suspension

The independent front suspension is of the wishbone type, the coil springs being held in compression
between the chassis frame and the lower wishbone, while the upper wishbone operates the piston
type dampers. An anti-roll bar connects the two lower wishbones. Suspension lubrication points are
shown in the lubrication chart. The hydraulic dampers should be topped up with Armstrong Fluid
every 4,000 miles. (See front dampers).

Front Wheel Alignment

Alignment of the front wheels is an important factor in tyre economy and ease of steering. The front
wheels should have ‘toe in’ of 1/16

". If adjustment is necessary it is made at the tie-rods.

Front Hubs - see previous page

The front hub bearings may need periodical adjustment. The following procedure should be
adopted.

1) The car should be jacked up and the nave plate removed.

2) The hub cap should be removed by turning it anti-clockwise.

3) The cotter pin should be removed.

4) The wheel bearing nuts should be tightened with a Torque Wrench to 90 ft. lbs. while the
wheel is rotated.

5) The nut should be backed off until a slot in the nut coincides with the cotter pin hole, and a
new cotter pin fitted.

Front Hub Lubrication

Wheel bearings should be inspected every 16,000 miles, under normal conditions. If the grease
has emulsified, the hub bearings should be stripped down and thoroughly cleaned before re­greasing. The bearings should be repacked with grease but the hub should not be completely filled
with grease, but only lightly applied around its inner perimeter. At 32,000 miles hub and bearing
should be cleaned and repacked with grease as above.

Front Dampers

The front dampers should be checked for level every 4,000 miles and if necessary topped up with
Armstrong Damper fluid.

Rear Suspension

The rear axle is carried on semi-elliptic springs, and is located laterally by a Panhard rod. The
telescopic dampers are adjustable from the driver’s seat (see Controls page ). No attention to the
dampers is required.

Rear Hubs

One grease nipple on each rear hub requires attention every 4,000 miles. At 32,000 miles the hubs
should be stripped, cleaned, greased and re-assembled.

25

Brakes

Brakes

A Dunlop hydraulic disc braking split system is used on all four wheels, operated by the foot pedal in
conjunction with a Vacuum Servo unit. The tandem master cylinder ensures that, should a failure
occur in any part of the system, braking would still be available on two wheels.
The handbrake is separate from the foot braking system, and operates through a mechanical linkage
to the self adjusting parking brake on the rear discs.
The brakes normally require no attention, as both foot and hand-brake are self compensating for
wear. When pads have to be changed, reference should be made to the Dunlop booklet supplied with
the car.

T opping Up

The reservoirs for the brake master cylinders are located above the Servo unit in the engine
compartment and require checking monthly, or every 2,000 miles, whichever is the shorter period. If
required, Dunlop Disc Brake Fluid should be added to a level half an inch below the top of the
reservoir. The reservoirs contain a rubber dust seal which should be removed before topping up.

26

Lubrication

There is one grease nipple on the handbrake compensating linkage which requires attention every
4,000 miles. A multi purpose grease should be used.

Bleeding the Braking System

If any item of the hydraulic system has been replaced or if air has entered the system, it must be
bled to restore proper working. This operation is fully described in the Dunlop booklet and the
instructions given should be carefully followed. It should be noted that Dunlop Disc Brake Fluid
was formerly known as Wakefield Crimson.

Servo
Note: The tremendous braking power of the C-V8 stems partly from the fact that one of the chassis

tubes is used as a vacuum reservoir. It is therefore imperative that these are not drilled, otherwise
serious loss of braking power would result.

27

Wheels and T yres

Wheels

The ventilated steel disc wheels are secured by five nuts. All nuts have right hand threads.

Tyres

The tyres fitted are 6.70 x 15 Dunlop Road Speed (RS5). These are tubed tyres having a nylon
carcase, and suitable for sustained speeds of up to 110 m.p.h. at standard pressures. Development
work on tyres is always proceeding, and Jensen Motors Limited will be pleased to give their latest
recommendations when new tyres are required.

Tyre Pressures

The recommended tyre pressures are :

Front 24 p.s.i. (1.7 Kg/cm2)

Rear 24 p.s.i. (22 p.s.i. for town use only)
For sustained speeds in excess of 110 m.p.h., the tyre pressures, front and rear, should be
increased to 30 p.s.i. (2.1 Kg/cm2)

Tyre and Wheel Balance

Tyre and wheel assemblies are balanced both statically and dynamically before they are fitted to the
car. In view of the high speeds attainable it is recommended that wheel balance is checked every
5,000 miles. Most large garages and service stations have balancing equipment.

Tyre Life

It is not recommended that the tyres be interchanged between front and back. (A tyre weakened by
excessive wheelspin could prove dangerous were it to fail when fitted to the front). However,
changing tyres from left to right and vice versa will help to prolong tyre life. If desired, the spare
can be alternated between the rear wheels.
The following factors have an adverse effect on tyre life :

1) Incorrect tyre pressures.

2) Misalignment of wheels.

3) Harsh acceleration. Wheel spin should be avoided.

4) Fierce braking.

Wheel Changing and Jacking System

The jacking system allows the car to be raised with the minimum of effort. The jack is of the Bevelift
type and is carried in the tool compartment, in the left hand side of the boot.
Four jacking holes are provided. These are in the chassis side members close to the wheel arches
and are protected by rubber plugs. These plugs have retaining wires to prevent them being lost.
When it is necessary to change a wheel the following procedure should be adopted.

1) The car should be on a hard level surface.

2) The handbrake should be applied.

3) The nave plates should be removed using the screwdriver in the tool kit. To avoid the
possibility of damage to the nave plate, it should be levered off as close as possible to one
of the retaining studs. These are located at 3 o/c, 7 o/c and 11 o/c relative to the tyre valve.

4) The wheel nuts should be slightly loosened, but not removed, using the wheelbrace

provided.

5) The spare wheel should be removed from its bracket (see Spare Wheel stowage page ).

6) The rubber plug should be removed from the nearest jacking point, and the jack spigot

inserted. The handle should be turned clockwise to raise the car.

7) When the wheel is well clear of the ground the wheel nuts should be removed, and the

wheels changed over.

The procedure should then be reversed.

28

Bodywork

Doors.

The door catches are controlled from the outside of the car by press-buttons in the exterior door
handles. They may be locked by either the remote control handles on the inside, or the locks in the
handles on the outside. In order to make it impossible to lock the doors with their keys inside the car,
the locks are self cancelling, and slamming the door automatically unlocks it.
When leaving the car from the right, the left hand door should be closed from inside by means of the
remote control handle, and then the right hand door locked from outside. When leaving from the left,
the procedure is reversed.
Roomy map pockets are located in the doors behind the combined arm rest/door pulls.

Front Shroud

The front shroud is hinged at the back, and has a locking mechanism designed to make it impossible for
it to fly open accidentally.
There are three separate operations required to open the shroud. The small square panel at the
front of the shroud must be unlocked using the ignition key. When this panel is raised, the shroud
release lever will be seen in the recess. This must be turned up-wards to a vertical position to
release the main shroud securing pins.
A safety catch is to be found in the air intake, immediately to the right of the car centre-line (to the left
when facing the car.) This should be pulled forward, and the shroud lifted with both hands. It will stay
open automatically when in its fully open position.
There is a small light mounted on the underside of the shroud. This is illuminated automatically
when the shroud is opened, provided that the sidelights are on.

Boot

The bootlid is spring loaded to the open position. Whenever it is opened a light in the forward left hand
corner is switched on.

Keys

Two keys are provided with each car. One will switch on the ignition, and lock or open the doors and
front shroud. The other will lock or open the boot and glove locker. Therefore, if desired, these may be
locked and the ignition key left with the car.
A second set of keys will be sent direct to the owner when the Application for Guarantee is made.
It is advisable to record the numbers of the keys, and a page in this book is provided for the
purpose.

Seats

Both front seats are fully adjustable for both fore and aft movement and rake.
The seat adjustment is made by a lever at the front of each outer seat runner. This lever should be

moved outwards, and the seat moved forwards or backwards as required.
Rake adjustment of the backs is effected by turning a knob on the front of each seat.
For entry into the rear of the car, a pedal release is mounted at rear outer side of seat. When this is

depressed the squab is released and can be pushed forward.

Lockers

There are four lockers provided in the car. One is in the facia opposite the passenger, one between
the front seats, and one alongside each rear seat.

The glove locker in the facia has a pull-down lid which lies horizontal when open, so may be used as
a small table. It is locked by the same key as the luggage boot.

29

The companion box between the front seats has a padded lid which is hinged at one side.
The rear lockers also have padded tops and open upwards, the hinges being on the inside edges.

Safety Belts

Safety belts of the single diagonal type are fitted as standard to the C-V8, Jensen Motors Limited,
believing that safety belts can make a significant contribution to road safety.

The belts are fastened at their lower ends to substantial eyebolts on the car chassis, and at their
upper ends to the reinforced grab handles.

The belts have snap-action buckles, which can be both fastened and released quickly and with little
effort. The buckle is fastened by pushing the tongue into the buckle until a definite ‘click’ is heard. To
release the buckle, the buckle flap should be lifted through approx. 90' when the tongue will be
automatically released.
All adjustment for length is made at the fastening end. The belt is tightened by pulling the loose end
further through the buckle, and sliding the cursor down the belt to take up the slack. To loosen the
belt the buckle should be held by the two black catches and pulled upwards.

Spare Wheel

The spare wheel is carried on a special bracket below the luggage boot.
The bracket is lowered by means of a slotted tube in the right hand rear corner of the boot. To reach
this nut it will be necessary to fold back the carpet, and the cut out piece of underfelt. A special
adaptor is provided in the toolkit, and this should be used in conjunction with the wheelbrace. The
nut should be turned anti-clockwise until the bracket has dropped far enough for the spare wheel to
be withdrawn. The spare wheel should be replaced by reversing this sequence of operations.

Paint Work

The car should always be cleaned using a liberal supply of clean water. It is essential not to ‘dry
clean’ the car, as this will produce scratches on the smooth surface of the cellulose. Grease and tar
splashes are best removed using a soft rag dipped in petrol.
An occasional application of a good class wax polish will help to preserve the smooth finish.

Leather Upholstery

The leather upholstery should require no attention save an occasional wipe down with a little soapy
water. Harsh detergents should not be used. If subjected to heavy wear, or harsh weather conditions,
the upholstery will benefit from an occasional application of Connolly Hide Food.

Floor Carpets

When they become soiled, the floor carpets should be taken out and cleaned with a vacuum cleaner.
They are held in by press-studs.

Ashtrays

Two ashtrays are provided, one for front seat passengers, and one for those in the rear. Both ashtrays
are mounted in the central companion box. The forward one is covered by a chromed snap action lid,
while the rear one pulls out rearwards from the companion box. Both are removable for cleaning.

Lubrication of Body Parts

See “Service Lubrication”, page .

First Aid Kit

A compact but comprehensive First Aid Kit is supplied with the car. It is mounted under the lid of the
left hand rear locker.

30

Cabin Heating and V entilation Systems

Heating System

A powerful and comprehensive heating system of 4-1/2 Kw output is fitted, and this allows any
combination of temperature and air flow to be selected and maintained.
The car interior is heated by fresh air drawn from outside the car and passed over a radiator matrix
supplied with hot water from the engine. Therefore the heater will not be fully effective until the engine
has reached its normal operating temperature.

Controls

There are three main heater controls :—

1) Air cut-off control. This is mounted on the scuttle below the steering wheel and controls
the air passing into the heater. This valve is opened by moving the knob down.

2) Distribution control. This is on the left hand side of the central facia lower, flanking the
grille. Its position determines whether air from the heater is directed towards the windscreen,
or into the car interior. With the control at ‘INT’, air flow is directed into the front and rear
footwells and also through the grille in the facia lower. If the control is set to ‘DEMIST’, flow
is directed to the windscreen.

3) Temperature control. This is on the right hand side of the facia lower, opposite the
Distribution control. Once the desired temperature is set, it is maintained by a thermostatic
valve in the water system, regardless of the engine coolant temperature, or the car speed.

4) Fan. The flow of air from the heater can be supplemented by a two speed fan, controlled by
a switch on the facia. With the switch half way down, slow speed is selected ; moving it fully
down increases the fan speed.

Ventilation Systems

Two completely independent ventilation systems are built into the car.

1) Footwell Ventilation. Small sliding panels on the outside of each footwell are connected
to intakes below the headlights. Opening these panels provides a flow of air dependent on
the speed of the car.

2) Face level Ventilation. Two spherical air vents are mounted in the facia, which provide
fresh air from the scuttle intake. These are opened by pulling out the nozzles. A booster fan
is fitted to supplement fresh air output and is controlled by the switch marked “Air” on the
facia.

31

Electrical System

All electrical equipment is of Lucas manufacture with the exception of the Ignition, Starting and
Charging Systems, which are of Chrysler origin. The Electrical system is of the 12 volt NEGATIVE
earth type. Most British and Continental cars employ a Positive earth system, and the difference
must be observed—as INCORRECT POLARITY will cause serious damage to the rectifiers in the
alternator.

Alternator

The alternator takes the place of the usual dynamo. It is an alternating current generator, with six
built-in silicone rectifiers which convert the alternating current into direct current. The alternator
provides a high charging rate at low engine speed, and this means that the battery can be kept
fully charged all the time.

Belt Tension

The belt which drives the alternator and water pump has to be correctly tensioned. If it is too tight it
will load the alternator bearings excessively, causing their early failure ; if too loose, the belt will slip,
causing poor water pump and alternator performance. The belt tension can be checked by pressing
down on it, midway between the water pump and alternator. The deflection should be 1/4" except
where a new belt has just been fitted, when it should be 1/8”.

Battery

The battery is mounted in the engine compartment. The following Lucas battery is fitted and
recommended as a replacement :

Type BTZ1 1A
Voltage 12

Capacity 72 Ampere hours
The level of the electrolyte should be checked weekly, or more often in hot weather. If it has fallen
below the top of the separators, sufficient distilled water should be added to bring it to approx. i”
above the separators. It is important not to overfill the battery. The battery is held in its box by two
clamps and four wingnuts. It must always be firmly secured. The terminals should be kept clean and
tight, and well covered in petroleum jelly.

Fuses

Six fuses are used to protect the electrical equipment. The radio, the Selectaride rear dampers, and
the electric cooling fans are individually fused ; the interior light and the bootlight share a low
independent rating fuse, while all other circuits are carried by the two main fuses.
The main fuse box is under a black cover, mounted beneath the facia near to the steering column.
The top fuse is of 50 amp rating, and protects all circuits which operate independent of the ignition.
The lower one, of 35 amp rating, protects all circuits controlled by the ignition. Two spare fuses, one
50 amp and one 35 amp, are provided.

The fuse protecting the interior light and the bootlight is housed in a white nylon in-line fuse holder
adjacent to the main fuse box. This is a 10 amp fuse.
A black nylon in-line fuse holder will be found above the white one. This holds the 15 amp fuse which
protects the Selectaride Rear Dampers.
The 5 amp fuse for the radio is mounted below the radio itself. Access to it is gained by removing
the central instrument panel. The engine cooling fans are protected by a fuse in the relay box on
the bulkhead in the engine compartment. This is mounted in a white nylon in-line fuse holder.

Blown Fuses

A blown fuse is indicated by failure of all the items protected by it. These will be shown in the wiring
diagram. Before a fuse is changed, the cause of the trouble should be remedied, or it will blow again.
Fuses should always be replaced by ones of the same rating.

32

Volt age Control Box

The voltage control box is mounted beside the rear demist relay on the left hand side of the bulkhead
in the engine compartment. It is a delicate mechanism, and must only be disturbed by a qualified
electrician.

Direction Indicator Flasher Unit

This is located adjacent to the main fusebox beneath the facia. It is a sealed unit and requires no
attention whatever. It is a plug-in fitment, and must be changed complete if defective.

Electric Horns

Twin wind-tone horns, one high note and one low, are fitted in front of the radiator. They are operated
by a horn-push in the centre of the steering wheel and are supplied through a relay. This is fitted in
the relay box on the bulkhead in the engine com-partment, and must be changed complete if defective.

33

Lights

Bulbs

All 12v. Lucas No.

Headlamps 1A Unit 37.5 w. S.B. 54521805

2A Unit 37.5/50w S.B. 54521806
Side Lamps 6 w. S.B.C. 209
Flasher 21 w. S.C.C. 382
Stop/Tail 6/21 w. S.B.C. Index 380
No. Plate 6 w. M.C.C. 98 9
Reversing 2 1 w. S.C.C. 3 82
Boot 6 w. S.B.C. 209
Bonnet 6 w. M.C.C. 989
Interior and Map Lights 6 w. Festoon 254
Warning Lights Et- Clock 2 w. Peanut 281

Instrument 8- Gear
Quadrant Illumination 2.2 w. M.E.S. 987

Headlamp Setting

Where possible, headlamps should be set by a professional using specially developed equipment.
Mechanical Aimers for use on sealed beam units, or Lucas ‘Beamsetter’ equipment will enable the
lights to be set quickly and accurately.
However, where such items are not available, the beams may be set, keeping the following points
in mind.

a) The beams should be set with the car in its normally loaded condition (i.e. 1 or 2

passengers, tank z full).

Setting is most easily done with the car on a flat, level surface.

Centre of maximum light intensity on high beam should be 2" below horizontal in 25 ft.
Adjustment is made by turning the screws on the light unit retaining plate, exposed by removing the
rim. There is one screw for vertical adjustment, one for horizontal, except on the European-type unit,
where there are two for horizontal adjustment.

Sidelights and Rear Lights

The lenses on all side and rear lights are secured by two Phillips screws. If these are removed, the
lens may be taken off and the bulb changed. Bulbs in the stop/tail lamps have twin filaments, but the
offset peg bayonet fixing ensures correct positioning.

Those in the side lamps and front and rear flashers have single filaments only, and may be
replaced either way round.

Reversing Number Plate Light

The combined reversing and number plate lamp is mounted directly beneath the rear number plate.
The two bulbs illuminating the number plate come on with the sidelights, while the reversing light is
operated whenever Reverse is selected on the gear change quadrant.
Access to all bulbs is gained by removing the two chromed countersunk screws in the cover of the
lamp, thus allowing the cover and lens to be withdrawn.

Map Light

The bulb can be replaced through the light vent.

34

Gear Change Quadrant Light

To gain access to this light it is necessary to move the selector cover up the steering column towards
the wheel. The cover is secured by three wing nuts which can be loosened from behind the facia.
When the cover is withdrawn, the lamp holder can be pulled to the left, out of its housing, and the bulb
changed.

Interior (Roof) Light

The interior lamp is mounted in the centre of the roof, and is operated by the opening of either door.
It can also be switched on at the light itself. The plastic cover is held in place by four tongues, and can
be removed by squeezing it in the middle. The festoon type bulb can then be changed.

Boot Light

To replace bulb, turn plastic cover through 90 and withdraw.

Warning Lights

The location of the four warning lights are shown on Fig. 1. To replace bulbs the following
procedure should be adopted :

1) Rear Demist

Remove centre panel by removing the two P.K. screws and withdraw bulb holders.

2) Flasher

Remove facia crash pad and withdraw bulb holder.

3) Main Beam and Low Fuel

Withdraw bulb holders from rear of appropriate instru-ment.

RADIO

A Motorola fully-transistorised push-button radio operating through twin rear speakers is fitted as
standard equipment. Full operating instructions are given in the separate manual accompany-ing
the car.
N.B. It should be emphasised that the small grille beneath the facia is not a loud-speaker, but is part
of the vehicle’s heating system.

35

Tool Kit

An adequate set of tools is supplied with the car.
The tools are stowed in a compartment on the left hand side of the boot.

The tool kit comprises the following :

1—Phillips Head Screwdriver.
1—Standard Screwdriver.
1—Electricians’ Screwdriver.
1—Plug Spanner.
1—Open Ended Spanner, 7/16" x 1/2” A/F.
1—Open Ended Spanner, 9/16” x 5/8" A/F.
1—Open Ended Spanner, 11/16” x 3/4” A/F.
1—Adjustable Spanner, 3"
1—Pair Pliers.
1—Tyre Pressure Gauge.

1—Lifting Jack.
1—Wheelbrace, 3/4" A/F.

1—Adaptor for Spare Wheel bracket operation.

36

Equipment

JENSEN MOTORS LTD. accept no liability for tyres, batteries or radios not manufactured by the
Company although supplied by the Company. All claims in respect of such should be addressed to
their respective manufacturers at their addresses quoted below.

Important

When claims are being made

under guarantee

it is essential to quote the chassis number, which is
stamped on a plate located under the companion box lid, and the date on which the car was
commissioned.

Battery

Joseph Lucas (Electrical) Ltd., Gt. Hampton Street, Birmingham 18, or
Dordrecht Road, Acton Vale, London, W.3.

Tyres

Dunlop Rubber Co. Ltd., Fort Dunlop, Birmingham, or 1, Albany Street, London, N.W.1.

Radio

World Radio Ltd., Edgware Road, Cricklewood, London, N.W.2.

As our policy is one of continual improvement, we reserve the right to alter the specification and
maintenance instructions without notice.

37

SERVICE LUBRICATION

GRADE AND ATTENTION

ENGINE UNIT CAPACITIES PERIODS DETAILS

Above SAE 20W-40 Change oil.

+ 32°F. or SAE 40 4,000 m.

_______________________________ (6,500 k.)

As low as or

+10°F. SAE 10W-30 3 Months Check oil and top up if

________________ or SAE 10W necessary at more frequent

Sump As low as intervals when new.

-10°F. Change filter.
Below SAE 5W-20

-10°F.
Sump 8-1/2 pints (Brit. Imp.) If changed separately.

Filter 10 pints (U.S.)

4.7 litres
Normal Clean with paraffin or petrol

Oil Filler SAE 30 8,000 m. and re-oil.
Air Cleaner (13,000 k.)

Dusty
500 m.
(800 k.)

Clean Clean housing and cover.

Element 2402677 8,000 m. Remove wrap from filter and

(13,000 k.) wash in paraffin to remove or

6 Months dirt and oil. Shake or blot
Carburettor and Air Wrap 2463982 Renew dry. Clean filter with air
Cleaner 32,000 m. nozzle (min. 2" away) from

(51,000 k.) inside. Discard element if

or 2 Years damaged. Discard element and wrap if oil

shows on 2/3 of circumference.

SAE 10W-30 8,000 m. 5-10 drops in oil cup. (13,000 k.)
SAE 10W-30 or 6 Months Lubricate felt rotor wick with

Distributor 2-3 drops.

M.P. Chassis Wipe cam and bumper block

Grease clean and apply thin coat of grease.

Heat Control Valve 8,000 m. Lubricate each end of the
Manifold Heat Solvent (13,000 k.) valve shaft when manifold is
Control Valve P/N. 1879318 or 6 Months cool and move control back

Shell Donax P. and forth.

8,000 m. Check valve. With engine

(13,000 k.) idling remove valve. Inlet

Crankcase Ventilator or should hiss and vacuum
Valve 6 Months should be felt. Remove oil

filler cap. A piece of stiff
paper should be sucked
against filler tube. With
engine off valve should click
when shaken. Replace valve
if none of these occur.

________________________________________________________________________

20,000 m. Replace filter No. 1.

Fuel Filter Filter 2120024 (32,000 k.) Replace filter No. 2.

80,000 m. Earlier replacement may be

(130,000 k.) necessary under some operating conditions.

Mopar Carburettor 8,000 m. Apply cleaner to ends of

Cleaner 1643273 (13,000 k.) choke shaft where it rotates

Carburettor Choke (Denatured alcohol) or in air horn while moving

6 Months choke shaft backwards and forwards.

38

GRADE ANDATTENTION

ENGINE UNIT CAPACITIES PERIODS DETAILS

4,000 m. Wipe clean and inspect

Alternator 2098840 40 Amp.(6,500 k.) ventilation holes for dirt

Or accumulation.

3 Months

Engine Tune Up 10,000 m. Spark Plugs.

(16,000 k.) Clean and adjust, if necessary replace.

or

1 Year

Distributor.

Remove cap and rotor, clean and inspect.
Check breaker points for pitting blueing and
misalignment and clean and adjust. Lub-ricate
cam and wick. Check all wires and caps for
seating and clean and set for ignition timing.

Carburettor.

Clean air filter. Check fast idle cam. Adjust idle
speed and mixture to correct sett-ing. Tighten
carburettor to manifold nuts. Check oper-ation
of choke piston and manifold heat control and
crankcase ventilator valve. Use appropriate
solvents if necessary.

Electrical.

Check battery S.G. Clean and tighten battery
terminals and connections. Test bat-tery line
voltage at starter. Test starter cranking ability.

Automatic Automatic 8,000 m. With engine and trans
Transmission Transmission(13,000 k.) mission at normal operating

Fluid Type ‘A’ or temperatures and engine

Suffix ‘A’. 6 Months idling, and hand brake on, mo mentarily

engage each gear ending in neutral.

Note 1.

Use Tundish for Check fluid level which
ease of filling. should be at or below ‘F’ mark but never

above

Note 2 when in its warmed up

For normal use no condition. Add or drain off
oil change is nec- oil. If absolutely necessary
essary. to check cold, fluid should be at slightly below

the add one pint mark. If below add one pint.

17 pints (Brit. Imp.)32,000 m. Only for cars operating under

20 pints (U.S.)(51,000 k.) abnormal conditions.

9.5 litres o r Adjust auto transmission
2 Years and replace oil and filter. Abnormal conditions

are as follows:
(a) Frequent trailer towing.
(b) Operating in dense traffic i n hot

weather.

(c) Operate frequently with abnormal

loads.

SAE 140 8,000 m. Check fluid level by removing filler plug.

M ulti-purpose(13,000 k.) Replenish to filler hole.
Manual Gear Lubricant or
Transmission Capacity 6 Months For normal service no change is required.

6 pints (Brit. Imp.) If shift becomes excessively
7 pints (U.S.) hea vy in wi nter a change may be made to

3.3 litres SAE-80 or 90, or even auto trans type A Suffix
‘A’. Drain and refill.

39

GRADE AND ATTENTION

UNIT CAPACITY PERIOD DETAILS

Prop. Shaft Cross and Roller 8,000 m. Inspect for external leakage
Universal JointsMulti-purpose (13,000 k.) or damage.

Grease or

N LG I Grade ‘0’ (U.S ) 6 Months

(a)Front-C.V. Sliding Yoke Do not dis-assemble unless

Double Cross andMulti-Mileage external leakage or damage
Roller with lubricant is noted.
Sliding Yoke.P/N. 2525035

(b) Rear Cross and

Roller

Rear Axle Use only Shell 4,000 m. Check and top up.

90 EP. S.C.L. (6,500 k.)

(S1747 A) 12,000 m. Drain and refill.

3 Pints (Brit. Imp.)(19,500 k.) (N.B.-Drain and refill at 1st 1,000 m.)

Wheel Hub-FrontMulti-Purpose 16,000 m. Inspect and repack if grease

Grease (26,000 k.) is emulsified.

32,000 m. Clean and repack.

(51,000 k.)

Wheel Hub-RearMulti-Purpose 4,000 m. Grease-gun.

Grease (6,500 k.)

32,000 m. Clean and repack.

(51,000 k.)

Steering Rack Multi-Purpose 4,000 m. Grease-gun.

Grease (6,500 k.)

Front SuspensionMulti-Purpose 1,000 m. Grease-gun.
3 Points/Side Grease (1,625 k.)
Brake Balance LeverMulti-Purpose4,000 m. Grease-gun.

Grease (6,500 k.)

Shock Absorbers Armstrong 4,000 m. Inspect and top up.
Front SuspensionHydraulic Fluid(6,500 k.)

Steering Rack Shell Tellus 15 4,000 m. Inspect and top up.
Dampers (6,500 k.)
Clutch Bellcrank Light Oil 4.000 m. Oil-gun.
Lever (6,500 k.)
Clutch Bellcrank andLight Oil 4,000 m. Oil-can.
Fork Linkages (6,500 k.)

Brake and ClutchHydraulic Brake Fluid. Monthly or Check and top up.
Master CylindersDunlop Disc Brake2,000 m.

Fluid (3,250 k.)

Oil Filter Mopar Pt. No. 8,000 m. Replace oil filter element.

2129109 (13,000 k.)

Spark Plug Champion J-10Y 8,000 m. Check, clean, regap.

(13,000 k.)

20,000 m. Replace.

(32,000 k.)

Body MaintenanceLight Oil 4,000 m. Door hinges: Door locks

(6,500 k.) and handle push button :

or Window vent pivot: Rear

6 Months Qtr. light hinge. Shroud telescopic support

hinge pin : Boot lid hinge pin: Fuel filler lid hinge:
Boot lock push button.

Grease M.P. Shroud lock: Shroud safety catch : Shroud

telescopic shaft: Boot lid hinge torsion bar roller:
Boot lock: Seat slides.

Grease M.P. 32,000 m. Window wind mechanism.

Or Door lock mechanism. 2 Years

40

RECOMMENDED LUBRICANTS FOR JENSEN C-V8

SHELL B.P. ESSO CASTROL MOBIL

ENGINE Shell X-100 30 Energol SAE 30 Esso Extra Castrolite Mobile Special

Above — 32°F. or or Motor Oil 10W/30 or

Shell Super Motor Oil Visco-Static Mobiloil A

As Low as + 10°F. Shell X-100 20W Energol SAE 20W Esso Extra Castrolite Mobile Special

or or Motor Oil 10W/30 or

Shell Super Motor Oil Visco Static Mobiloil Arctic

As Low as — 10°F. Shell X-100 10W Energol SAE 10W Esso Extra Castrolite Mobiloil Special

Or or Motor Oil 10W/30 or

Shell Super Motor Oil Visco Static Mobiloil 10W

Below — 10°F. Shell X-100 Multigrade Energol SAE 5W Esso Extra Castrol ZZ Mobiloil Special

5W/20 Motor Oil 5W/20 or Mobiloil 5W

Oil Filler Air Cleaner Shell X-100 30 Energol SAE 30 Esso Extra Motor Oil Castrol XL Mobiloil A 10W/30

Distributor Shell Super Motor Oil Energol Visco Static Esso Extra Motor Oil Castrolite Mobiloil Special 10W/30

Automatic Transmission Donax T6 BP—AFT—Type A Esso Auto Trans Castrol TQ Mobilfluid 200 Fluid

Manual Transmission Spirax 140 EP or 90 EP BP Gear Oil Esso Gear Oil Castrol Hipress Mobilube GX 140

SAE 140 EP or SAE 90 EP GP 90/140 or or

Castrol Hypoid Mobilube GX 90

Rear Axle Transmission Oil None None None None 90 EP SCL

All Grease Points Retinax A Energrease L2 Esso Multi-Purpose Castrolease Mobilgrease

Grease LM Special

Accelerator, Clutch and Fork Linkages: AS FOR ENGINE__________________________________

N.B.—Additives to any of the above lubricants are not recommended.

41

A
Air Cleaner
Alternator
Ammeter
Antifreeze
Ash Trays
Axle—Rear
B
Battery
Bearings—Front
Blubs
Bodywork
Boot
Brakes
Bulbs
C
Carburettor
Carpets
Choke
Cigar Lighter
Clock
Clutch
Contact Breaker Gap
Controls
Cooling System
Crankcase V entilation
D
Dampers—front .
Dampers—rear
Data general
Demister rear
Dimensions
Direction Indicators
Distributor
Doors
E
Engine data
Engine lubrication .
Engine starting
Electrical Equipment
Fans—Cooling
F
Filter—air
Filter—fuel
Filter—oil
First Aid Kit
Flushing

Front Suspension
Fuel System
Fuses
G
Gearbox—lubrication
Gearbox—(automatic)

operation
Gearbox—(manual) operation
Gauges
H
Handbrake
Headlamp adjustment
Heating and ventilation

systems
Horns
Hubs—front
Hubs—rear
Idling
Ignition—switch
Ignition—system
Ignition—timing
Instruments
J
Jacking system
K
Keys
Kick-down
L
Lights
Linkage—throttle
Lockers
Lubrication—axle
Lubrication—chart
Lubrication—engine
Lubrication—gearbox
M
Map light.
N
Numbers—identification
O
Oil Filter
Oil Pressure
Panel lights
Pedals
Propeller shaft
Push-starting
R

Radiator
Radio
Rear Axle
Recommended Lubricants
Re-fuel.
Replacement Bulbs
Reversing light
Revolution Counter
Running Instructions
Safety Belts
S
Seat Adjustment
Selectaride
Service Lubrication
Servo
Shroud
Slow running
Spare wheel
Sparking plugs
Speedometer
Starting
Steering
Sump
Suspension—front
Suspension—rear .
T
Tappets
Temperature Gauge
Thermostat
Throttle Linkage
T ool Kit
T owing
Transmission—lubrication
Transmission—operation
Tyres .
U
Upholstery
V
Valve Tappets
V entilation systems
Voltage control box .
W arning lights
Wheels—alignment
Wheels—balance
Windscreen washers
Windscreen wipers
Wiring Diagram

Designed by KS Advertising Ltd., Canterbury. Printed in England by Buckland Press Ltd., Dover .

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