Triumph 1955 TR2, 1956 TR2, 1957 TR2, 1958 TR2, 1959 TR2 Service Manual

ars

Complete Service Manuals published

by

Robert Bentley, Inc.

Volkswagen Beetle and Karmann Ghia Official Service Manual Type 1, Model Years

1966-1969. Volkswagen of America, Inc.

Volkswagen Super Beetle, Beetle and Karmann Ghia Official Service Manual Type 1,

Model Years 1970-1976. Volkswagen of America, Inc.

Volkswagen Station

WagonIBus Official Service Manual Type 2, Model Years 1968- 1976.

Volkswagen of America, Inc.

Volkswagen

Fastback and Squareback Official

Service Manual Type 3, Model Years

1968- 1973. Volkswagen of America, Inc.

Capri Complete Service Manual,

Model Years

1970- 1974. Robert Bentley, Inc.

Complete Official Triumph TR2

&

TR3,1953- 196 1-includes Driver's Instruction Book

and Service Instruction Manual. British Leyland Motors

Complete Official Triumph TR4

&

TR4A, 196

1

-

1968-includes Driver's Handbook,

Workshop Manual, Competition Preparation Manual. British Leyland Motors

Complete Official Triumph GT6, GT6

+

Mk 111, 1967- 1973-includes Driver's Hand-

book and Workshop Manual. British Leyland Motors

Complete Official Triumph TR6

&

TR250,1967- 1975-includes Driver's Handbook and

Workshop Manual. British Leyland Motors

Complete Official Triumph Spitfire Mk 111, Mk IV

&

15 00,1968 - 1976-includes Driver's

Handbook and Workshop Manual. British Leyland Motors

MG Workshop Manual: Complete Tuning and Maintenance Por All Models from

"M"

Type to TF 1500. W.E. Blower

Complete Official MGB, Model Years

1962- 1974-includes Driver's Handbook, Work-

shop

Manual, Special Tuning Manual. British Leyland Motors

Complete Official Jaguar "E-includes Driver's Handbook, Workshop Manual, Special

Tuning Manual. British Leyland Motors

Complete Official

948cc

&

1098cc SpriteIMidget-includes Driver's Handbook, Work-

shop Manual, Special Tuning Manual. British Motor Corp.

Complete Official

1275cc SpriteIMidget, 1967- 1974-includes Driver's Handbook,

Workshop Manual, Emission Control

Supplement. British Leyland Motors

del

Years

Comprising

the

official

driver's instruct ion book

service instruct ion manual

Robert Bentley,

Inc.

872

Massachusetts Avenue

Cam bridge, Mass.

02139

Library of Congress Catalog Card Number 75-42893

ISBN 0-8376-0125-8

Manufactured in the United States of America

Copyright

Q

1976 Robert Bentley, Inc.

All rights in this book are reserved.

No responsibility accepted for the accuracy of the contents.

Taken as a whole, the Triumph TR2s and TR3s represent
one of the most successful sports car designs in history; so suc­cessful that, by the early nineteen-sixties, they had helped to
make Standard Triumph the second-best selling imported car
marque in the United States. During the late nineteen-fifties
and early nineteen-sixties, countless fledgling race drivers
gained their early experience in these machines. Among them
was three-time World Champion Jim

Clark, who owned one of

the first-if not the very first-TR3 in

Scotland.

Today, in the nineteen-seventies,

TR2s and TR3s are as
eagerly sought after as they were twenty years ago when the
cars were

in production. This should not be surprising since
there has never been a time during those twenty years when
TR2s and TR3s were not proving their worth. In 1965, fully ten
years after the TR2 was discontinued and almost five years
after the last TR3 had been built, the cars remained highly
competitive in racing. In that year, the Sports Car Club of
America's U.S. F-Production Championship was won by

Brian Fuerstenau in a TR3-with Lee Midgely's TR2 solidly in
second place.

Wise collectors began to acquire

TR2s and TR3s even before
their long and successful history had been written on the race
track.

(As recently as 1975 a TR3 made

the field for The Cham-

pion Spark Plug Road

~acin~ Classic-an event that deter-

mines the ultimate

standings in

U.S. amateur road racing.) In

1970, at a time when the newest TR3 was on the verge of
becoming a ten-year-old relic, well-maintained examples of its
predecessor, the TR2, were already being purchased by collec­tors for more than the cars had cost when new. The prices of
fully restored

TR3s have since begun to follow suit and will un-

doubtedly

continue to rise as fewer examples of the type

become

available on the open market.

This is as it should be; the

TIP2 and TR3 are landmarks in

the

evolution of the sports car. Before the TR2 arrived on the
automotive scene, enthusiasts of limited means had very few
cars from which to choose. The TR3 was a windfall particular­ly to sports car-starved Americans who, in buying a Triumph,
could acquire 100-mph capability at a cost little greater than
that required to obtain an 80-mph

MG.TF.

Because the value of TR2 and TR3 sports cars is increasing,
it is impossible to overstate the importance of correct
maintenance and repair.

Unfortunately, original workshop

manuals and owner's manuals have, since the assimilation of

Standard Triumph by British Leyland Motors, become virtual-

ly impossible to obtain. Indeed, original books are now

collec-

.

.

tor's items in their own right. No vintage Triumph enthusiast
would choose to risk one by placing it on an oil-stained
workbench or on a garage floor! A new, readily available and
easily replaceable manual that duplicates the orginal manuals'

This Manual has been compiled in order to meet that need,
thereby supplying complete, accurate, and comprehensive
maintenance and repair data to both car owners and profes­sional mechanics. The

Driver's Instruction Book,

which com­prises the first part of this Manual, is similar to the handbook
provided with every new TR3. The

Service Instruction Manual,

which comprises the second-and largest-portion of this
Manual, is the official factory manual and was originally in­tended for use by dealer service departments. Owners of

TR3s
and the so-called TR3A or TR3B model will find it informative
to read the Foreword to the TR3 Supplement, which appears
on page

419.

Assembly work on small, highly-tuned machines such as the

Triumph sports

cars must be carried out with greater precision
than is commonly practiced on large American cars. Particular
emphasis must be given to the proper use of torque wrenches
and to strict adherence to the tightening torque specifications
which are given in this Manual. A fastener that is too tight can
be worse than one that is too loose-especially on a lightweight
sports car. Stretched or broken bolts and distorted parts, which
result from overtightening by musclebound mechanics, become

a serious concern where the precision fitting of light alloy and

thin-wall iron castings is involved.

The importance of cleanliness cannot be overemphasized.
Under no circumstances should an engine or gearbox be
repaired on the ground or on a garage floor. Thoroughly clean
the exteriors of major components prior to disassembly in
order to keep road dirt and other grime out of the working
parts. No more than a pinch of abrasive dust in a gearbox can
cause rapid failure of the synchronizers and bearings.

During the final assembly of an engine or gearbox, the
cleaned parts should be laid out on a clean workbench that has
been covered with clean sheets of new cardboard or wrapping
paper. The engine or gearbox itself, if not mounted on a special
stand, should likewise be placed on a clean workbench. Sand­papering, valve grinding, or the use of bench grinders should

not be permitted near the area where final assembly is taking
place. If assembly cannot be completed in a day, enclose the
partially-assembled engine or gearbox in a large plastic

bag-such as a new trash bag or a dry cleaner's garment return

bag-so that dust and dirt will be excluded until assembly
work resumes.

By observing these precautions during the maintenance,
repair, or restoration of your TR2 or TR3, you will be preserv­ing the value and the life of a car that is rapidly becoming one
of the classics among post-World War

I1

sports cars. If at any
time you lack the skills, special equipment, tools, or workshop
facilities for making repairs as they are described in this
Manual, we suggest you leave such repairs to an Authorized

contents is clearly needed.

Dealer or other qualified shop.

Note on the Table of Contents

Both the

Driver's Instruction

Book

and the

Service In-

struction Manual

are presented here exactly as originally
published by the Standard Motor Co.-including the
original page numbers. (The small numbers in the

center
at the bottom of each page are the original page
numbers.) We

have added the large, bold page numbers

at the lower outside margin of each page.

It is these large
numbers that are referred to in the Table of Contents
starting on the next page.

Contents

...............................................

Preface

5

1

OFFICIAL TRIUMPH TR2 & TR3 DRIVER'S INSTRUCTION BOOK

GENERAL DATA

..........................................................

12
Spare parts service, Licence data, General specification,
Road speed data

MANAGEMENT OF THE CAR

......................................

16
Controls, switches and instruments (clutch, bonnet locks,
choke control, gear lever, handbrake, radio controls,
overdrive control, petrol tap, seat adjustment, screen
washer, scuttle ventilator, brake light, direction in­dicators, head, tail and parking lamps, horn, ignition,
panel lights, starter motor, windscreen (windshield)
wiper, heater switch, ammeter, fuel gauge, oil pressure
gauge, speedometer, tachometer, ignition warning light,
water temperature gauge), Driving the car (to start the
engine,

driv~ng, new engines)

GENERAL UPKEEP

..........................................................

21

Regular inspection, Cooling system (filling, draining,
anti-freeze mixtures), Lubrication (engine, gearbox, rear
axle, brake and clutch operation, road wheel hubs, front
suspension and steering, propeller shaft, rear road
springs, hydraulic dampers, hinges, controls, door

Locks),

Tires (front wheel alignment, the jack)

BODYWORK

.....................................................................

33
Door adjustment, Soft top stowage, Soft top fasteners,
Spare wheel and tool stowage

RUNNING ADJUSTMENTS

............................................

35
Engine (decarbonizing and valve grinding, cylinder head
nuts, valve-rocker clearances, ignition timing, valve tim-

ing, sparking plugs, carburetors, fuel pump), Clutch,
Brakes (adjustment of brake shoes-lockheed brakes,
Girling brakes, handbrake adjustment, bleeding the
brake and clutch hydraulic system), Propeller shaft,
Hydraulic dampers, Loose bolts and nuts

ELECTRICAL SYSTEM

.................................................

46

Ignition, Battery, Dynamo (belt tightness), Starter motor
(cleaning and lubrication), Control box, Fuses, Lamps
(head lamps-bulb replacement, lamp alignment, to
check and adjust alignment, parking lamps (front) and
direction indicator flashing lamps, tail and

dnection m-

dicator flashing lamps, number plate

illuminator and
brake lamp, ignition warning light, direction indicator
warning light, high beam warning light, instrument panel
lights), Windscreen (windshield) wiper, Direction in-

dicators,

Windtone horns, Electrical component

specification chart

.......................................................

OPTIONAL EXTRAS 52

Radio, Heater, Overdrive (operation, lubrication, drain­ing), Wire wheels

-,

RECOMMENDED LUBRICANTS

..............................

.....

57

Recommended lubricants chart-overseas, British Isles

OFFICIAL TRIUMPH TR2 & TR3 SERVICE INSTRUCTION MANUAL

GENERAL DATA

.......................................................

63

Chassis specification, Body dimensions, Car

we~ght, Tire

sizes and pressure, Water capacity, Oil

capacity, Petrol,
Body specification, Spire speed nuts (general notes,
description, tightening torques), Commission number,
Body number, Engine number, Gearbox number, Rear
axle number, Recommended lubricants (British Isles,
overseas countries), Lubrication chart, Nut tightening
torques, Fractional and metrical equivalents chart,

Stan-

C.

dard measure and metric equivalents

ENGINE

...........................................................................

81

Dimensions and tolerances, General description (engine,

cylinder block,

cyl~nder sleeves, connecting rods, aeroflex

compensating

pistons, crankshaft, valves, camshaft,
cooling system, fuel system, Hobourn-Eaton double
rotor oil pump, coil ignition, engine mountings, flywheel,
to fit replacement starter ring gear, crankcase

ventlla-

tion), Engine

lubrication, Oil pump, Crankshaft and

main bearings (main bearing clearance, crankshaft end
float), Connecting rod bearings, Piston assembly and
cylinder sleeves, Figure of eight joints, Camshaft and

timing gears, To remove camshaft, Refitting camshaft,

To set valve clearances, To set valve timing in the

absence of timing wheel markings, Ignition and dis-

tributor timing, To decarbonize, Valve grinding,

D.

Removal of carbon, Low compression Kit-part No.

502227, "Purolator Micronic" oil

filter-type,l7F.5102,

Removal of engine and gearbox as a unit, D~smantling

engine, Re-assembly

of

engme, Ignition system (notes on

sparking plugs), List

of distributors being serviced,
Engine noises (main bearing knock, crankshaft end float,
big end bearing knock, small end knocks, piston knock,
noisy valve rockers or tappets, ignition knock (pinking),
back firing into carburetor, excessive oil consumption,
low oil pressure, high oil pressure), Fault location chart

........................................................

COOLING SYSTEM 141

Description, To drain cooling system, Fan belt adjust­ment, Thermostat, To remove thermostat housing, To
replace thermostat housing, To remove thermostat only,
To replace thermostat, Testing thermostat, Water
temperature gauge, To test water temperature gauge,
Radiator, To remove radiator, To replace radiator, Flex­ible hose connections, Water pump assembly, To remove
water pump bearing housing, To replace water pump
bearing housing, To dismantle bearing housing as­sembly, To assemble bearing housing assembly,

Recut-

ting water pump sealing

face, To remove water pump
body, To replace water pump body, Fan assembly, To
remove fan assembly from engine unit, To fit fan as­sembly to engine unit, To assemble fan for balancing,
Anti-freeze precautions, Service diagnosis chart

.........................................................................

CLUTCH 155

General data, Tool data, Clutch operation, Twin bore
master cylinder, Clutch slave cylinder, Clutch operating
shaft, Release bearing, Cover assembly, Driven plate as­sembly, Maintenance, Bleeding hydraulic system,

Greas-

ing clutch operating shaft, Adjusting clutch, Adjusting
master cylinder, Adjusting slave cylinder, To remove
flexible hose, To fit flexible hose, Removal of slave
cylinder (with fork-rod assembly), To replace slave
cylinder, Dismantling slave cylinder, Assembly of slave
cylinder, To remove release bearing and clutch operating
shaft, To replace clutch operating shaft and release bear­ing, Removal of clutch from flywheel with gearbox
removed, Replacement of clutch to flywheel, Dismantl­ing cover assembly using Churchill fixture No.

99A, As-

sembly of

cover plate assembly using Churchill fixture

No.

99A, Dismantling cover assembly without

Churchill
fixture, To assemble cover assembly without Churchill
fixture, Inspection of cover assembly, Adjusting release
levers, Condition of clutch facings, Reconditioning of
driven plate assembly, Service diagnosis chart

.....................................................................

GEARBOX 173

Dimensions and tolerances, Operation, Ratios, Bearings,
Mounting, Oil capacity, Nut and bolt data and tighten­ing torques, To remove gearbox leaving engine in posi­tion, To replace gearbox, To dismantle, To assemble, To
dismantle top cover assembly, To assemble, Installation
of overdrive (dismantling, assembly of gearbox, fitting
overdrive unit, valve checking, valve adjustment, fitting
isolator switch, operating switch), Supplementary in­structions for incorporating overdrive on "second" and
"third" gears (overdrive unit, gearbox top cover as­sembly)

REAR AXLE

....................................................................

205
General discription, To remove hubs, To replace hubs,
To remove hubs

(center lock type), To replace hubs
(center lock type), To remove axle shaft, To replace axle
shaft, To remove axle, To replace axle, To dismantle, To
re-assemble,

Service diagnosis

......................

FRONT SUSPENSION AND STEERING 225

Front suspension data, Description, Maintenance, Front
wheel alignment, To adjust front wheel alignment, Steer-

ing lock stops, To set steering lock stops, To remove
front hub and stub axle, To replace front hub and stub
axle, To remove front shock absorber, To fit shock ab­sorber, To remove front road spring, To fit road spring,
To remove and dismantle front suspension unit, To as­semble and replace front suspension unit, Steering, Type

and description, Maintenance, Adjustment of steering

box, To remove control head from steering wheel, To fit
control head and stator tube to steering wheel, To
remove steering wheel, To fit steering wheel, To remove
steering unit, To fit steering unit, To dismantle steering
unit, To assemble steering unit, Removal and replace­ment of drop arm, To remove idler unit, To fit idler unit,
Steering column bracing, Telescopic (adjustable) steering
unit (description, steering unit, steering wheel, control
head), To fit telescopic steering unit and steering wheel,
To remove telescopic steering wheel and steering unit, To
remove control head from

center of telescopic steering

wheel, To fit control head and stator tube

to telescopic
steering wheel, Steering stiffness, Assessment of acciden­tal damage

..............

ROAD SPRINGS AND SHOCK ABSORBERS

255
Front spring (description, maintenance, to remove or
replace), Rear road springs (description, maintenance, to

remove rear road spring, to fit, rear road spring
overhaul, to dismantle, to assemble), Front shock ab­sorber (description, maintenance, operation of telescopic
shock absorber, to remove or replace front shock ab­sorber), Rear shock absorber (description, maintenance,
valve operation, to remove rear shock absorber, to fit
rear shock absorber)

FRAME UNIT

..................................................................

265

Description, Assessment of accidental damage, prepara­tion of car, Checking side members for twist, Checking
side members for cradling, Checking side members for
squareness, Checking side members for bowing

PROPELLER SHAFT

......................................................

275

Description, Lubrication, Maintenance instructions,
Removal of propeller shaft, To dismantle propeller shaft,
To examine and check for wear, To assemble, To fit
propeller shaft

L.

WHEELS AND TIRES

..................................................

281

Construction of tire, Tire pressures, Repair of injuries,

Factors affecting tire life and performance (inflation
pressures, effect of temperature, speed, braking, climatic
conditions, road surface, impact fractures), Special types
of irregular tread wear ("heel and toe" or "saw tooth"
wear, "spotty" wear), Wheel alignment and its associa­tion with road camber (precautions when measuring
wheel alignment), Camber, castor and king pin inclina­tion, Tire and wheel balance (static balance, dynamic
balance), Changing position of tires, Pressed steel wheels,
Wire wheels (to remove, to replace, examination, wheel
building)

...................................

ELECTRICAL EQUIPMENT .....297

Batteries-models GTW7A/2, GTW9A12, GT9A/2,
and GTZ9A/2 (routing maintenance, service data, ser­vicing, preparing new unfilled, uncharged

batteries for
service, preparing GTZ "dry-charged" batteries for ser­vice, battery cable connectors), Generator-model C.39
PV/2 (general, routine maintenance, performance data,
servicing), Starting motor-model

M418G (outboard

drive)

(general, routine maintenance,

performance data,
servicing, fault diagnosis chart), Starting motor drive
(general, routine maintenance, construction, dismantl­ing, re-assembly), Distributor-model DM2 (general,
routine maintenance, design data, servicing),
Headlamps-model F700

MK/VI (general description,

bulb

replacement, setting,

renewal of light unit), Control

box-model

RB106-1 (general, setting data, servicing),

Windscreen

(windshield)

wiper

CRT15 (general, flashing

light direction

indicators), Electric

windtone horns--

models

WT614 and WT618 (general-adjustment, inter-

nal faults, both

horns fail to operate, one horn fails to

operate), Wiring diagram, Control box-model

RB106-2

(general, setting data, servicing)

.................................

....................................

N.

BODY

..

339
Body mounting points, To remove body, To fit body,
Battery box drain, To remove and dismantle front
bumper, To fit front bumpers, To remove rear

over­riders and brackets, To fit rear over-riders, To remove
front wing, To fit front wing, To remove

rear wing, To fit
rear wing, To remove bonnet lid, To fit bonnet lid, To
remove front apron, To fit front apron, Adjustment of
bonnet locks, To remove windscreen (windshield), To fit
windscreen (windshield), To fit aero-windscreen, To
remove door, To

fit door, Front door water sealing, To

remove door lock, To fit door lock,

Removal of gearbox

tunnel, To fit gearbox tunnel, To remove hood and fit-

tings, To fit hood and fittings, Water sealing of hood
seams, Adjustment of side curtains, To prepare car for
fiberglass hard top canopy, To fit fiberglass hard top
canopy, To remove fiberglass hard top canopy, To
remove luggage boot lid, To fit luggage boot lid, To dis­mantle spare wheel lid, To assemble spare wheel lid, To
fit Smiths circular heater

C.H.S. 92014

FUEL SYSTEM

................................................................

357
Data and description (tank capacity, petrol stop tap,
petrol pump, carburetors, air cleaners), To remove petrol
tank, To fit petrol tank, Petrol gauge, Precaution when

carrying out tests, To test dash meter, To test tank unit,

Fuel gauge fault location chart, To remove flexible petrol

feed pipe, To fit flexible petrol feed hose, Petrol stop tap,

To remove petrol stop tap, To fit petrol stop tap, Servic­ing petrol stop tap, To dismantle petrol stop tap, To as­semble petrol stop tap, AC fuel pump type

"UP, Petrol
pump oil seal, To clean pump filter, Testing while on
engine, To remove

petrol pump from engine, To fit

petrol pump to engine, To dismantle

petrol pump, To as-

semble petrol pump, Inspection of parts,

AC

air cleaners,
To remove air cleaners, To fit air cleaners to carburetors,
Servicing air cleaners, Disconnection of carburetor con­trols, To remove accelerator pedal, right hand side, To fit
accelerator pedal, right hand side, To remove accelerator
pedal, left hand side, To fit accelerator pedal, left hand
side, To remove carburetor from manifold, To fit

car­buretors to manifold, S.U. carburetor (description, con­struction), Throttle

and mixture control interconnection,
Effect of altitude and climatic extremes on standard tun­ing, Carburetor jet needles, To remove jet needle, To fit

needle, Centralization of jet, To assemble carburetor(s),
To adjust fuel level in float chamber,

Carburetor tuning,

Carburetor defects (pistons sticking, eccentricity of jet

and needle, flooding from float chamber or mouth of jet,

leakage from bottom of jet adjacent to adjustment nut,

dirt in carburetor, failure of fuel supply to float chamber,

sticking jet)

Q.

SPECIALIZED TOOLS

.................................................

385

Policy, Particulars of tools, Tool list

R.

BRAKES

.........................................................................

389
Description, Routine maintenance, Brake lining iden­tifications, Data, Front brake shoe adjustment, Rear
brake shoe adjustment, Handbrake adjustment, To bleed
hydraulic system, Leakage of fluid from master cylinder,
Brake and clutch pedal adjustment, Adjusting brake
pedal, To remove front left-hand flexible hose, To fit
front left-hand flexible hose, To remove front right-hand
flexible hose, To fit front right-hand flexible hose, To
remove rear flexible hose, To fit rear flexible hose, Twin
bore master cylinder (description), To remove master
cylinder, To fit master cylinder, To dismantle master
cylinder, To assemble master cylinder, Front wheel
cylinders, To remove front wheel cylinders, To fit front
wheel cylinders, To dismantle front wheel cylinders, To
assemble front wheel cylinders, Rear wheel cylinder, To
remove rear wheel cylinder, To fit rear wheel cylinder, To
dismantle rear wheel cylinder, To assemble rear wheel
cylinder, To remove hydraulic pipe line from rear axle,
To fit hydraulic pipe line to rear axle, Fitting replace-

ment brake shoes, To remove pedal assembly, To fit
pedal assembly, To dismantle pedal assembly, To assem­ble pedals, To remove handbrake lever, To fit handbrake
lever, To dismantle handbrake assembly, To assemble
handbrake assembly, To remove handbrake cables, To
fit handbrake cables

................

....................................

S.

EXHAUST SYSTEM

....

411
Description, Maintenance, To remove and dismantle ex­haust system, To fit exhaust system, To remove
manifolds. To fit manifolds

SUPPLEMENT FOR TR3 MODELS

..............................

417

Foreword, General data, Engine (cylinder block,

aluminum pedestals for rocker shaft, pistons, combus­tion head, engine oil filter, sump), Clutch (clutch driven
plate assembly, hydraulic operating mechanism), Rear

axle (general, lubrication of rear hub bearings, axle shaft,

wheel bearings and oil seals, differential and pinion as-

semblies, high speed and competition work), Front

suspension and steering (nylon bearings, lower inner

wishbone attachment), Body (specification, reveal
molding and grille, stainless steel wing beading, pas-

senger seat, occasional rear seat, to remove reveal
molding and grille, to refit reveal molding and grille, to

remove or fit wing beading, to remove passenger seat

squab, to fit passenger seat squab, to fit occasional seats,
to remove occasional seat, TR2

&

TR3 "hard top" in­stallation-car preparation, hard top preparation,
windscreen (windshield) attachment brackets, bridge
pieces, rear

cappings, drip channels, sealing rubbers, to

fit hard

top, rear

window light), Fuel system (petrol tank,
flexible fuel pipes, carburetors, air cleaners, inlet
manifold, to remove flexible fuel hose assembly, to fit
flexible fuel hose assembly, carburetor details, air
cleaners, inlet manifold), Brakes (Girling brakes and
hydraulic clutch-from chassis No. TS.13101, front
brakes, discs, rear brakes, running adjustments,
hydraulic clutch operation, clutch slave cylinder, general
maintenance, general advice on hydraulic components),
Exhaust system

Issued

by

STANDARD-TRIUMPH SALES LTD.

THE

TRIUMPH TR3 SPORTS

CAR

FOREWORD

The vehicle has been designed so that a minimum of attention is required to
keep it in satisfactory running order. There are, however, certain maintenance
operations which must be undertaken regularly, and the object of this instruction
book is to assist even the non-technical owner to understand the various
operations required, and so ensure that the vehicle receives regular and correct
attention.

If in any doubt about the vehicle's performance the owner should at once
consult a Triumph dealer, preferably the one from whom the car was purchased.
Triumph dealers are very carefully selected and are suitably equipped to give
satisfactory and expert after sales service.

There is

a

Service School at the factory at which our dealers' representatives

acquire a first hand knowledge of up-to-date service procedure.

Valuable
information is given regarding special methods and equipment which greatly
assists in getting the various operations performed more expeditiously.

SPARE PARTS SERVICE

To ensure the best possible service on replacement parts it is important to
note the following points

:-

(a) The policy of the Triumph Motor Company is not to supply spare

parts direct to the general public, but

all supplies are directed

through

Distributors who, in turn, will supply their Dealers. The name and

address of the Distributors and Dealers can be obtained from the

Service and Spares Directory included with each motor vehicle.

(b) It is recommended that only

C6Stanparts

"

(i.e.,

genuine Standard/

Triumph spare parts)

are used, only these carry a guarantee.
Experience gained by the manufacturers ensures that only highest
quality material is used and the strictest accuracy maintained in

manufacture.

(c) If in doubt about a particular part required, it is always advisable to

give the vehicle commission number and engine number, in addition
to the fullest description possible.

THE STANDARD CAR REVIEW

is a journal published monthly which
gives authentic information regarding the activities and products of The
Standard

&

Triumph Motor Co. Ltd. It is obtainable from most Triumph

dealers. Please write to the Publicity Department

for a free specimen

COPY.

Owners of this model who wish to be kept informed of modifications and
competition tuning hints should register as

a

member of the Triumph Sports

Owners' Association

;

details are given in the booklet enclosed with this

literature, or apply to the Publicity Dept., Triumph Motor Co.

(1945)

Ltd.,

Canley, Coventry, for a copy of the book, together with

enrolment form.

The Company reserves the right, on the sale of any vehicle, to make before
delivery, without notice, alterations to or departures from the specification,
design or equipment, detailed, described or illustrated in this or other

Company publications.

3

SPORTS

CAR

LICENCE

DATA

.....

......

Car number (Commission number)

......

Plate on dash

......

Engine number

........................

On cylinder block

(Both numbers are to be seen by lifting the bonnet).

..................

......

Cnbic capacity ...... 121.5 cu,

in.

(1991

CL.)

GENERAL SPECIFICATION

......

......

......

......

............

Number of cylinders

......

4

.....

......

......

Bore of cylinders ............

......

3.268 in. (83 mm.)

......

......

......

.....

......

Stroke of crank

......

3.622 in. (92 mm.)

......

......

......

......

......

......

......

Compression ratio

......

8.5

......

......

......

......

Firing order ..................

1,

3,

4,

2

......

......

Brake H.P. (Road Setting) ...... TR2 90 at 4,800 r.p.m.

TR3 100 at 5,000 r.p.m.

Imperial

U.S.

Oil Capacity

Pints Pints

Engine From

Dry

(see page 13) 11

13.2

(6.25 litres)

......

Drain and Refill ...,.. 10 12 (5.7 litres)

......

......

............

......

Gearbox

11 1.8 (0.8 litres)

,,

with overdrive-From dry ............ 34 4.2 (2.0 litres)

......

Drain and Refill 22 3.3 (1.6 litres)

......

......

......

......

Rear Axle

......

1i

1.8 (0.8 litres)

............

Water Capacity

of cooling system 14 16.8 (8.0 litres)

......

with heater fitted

......

14Q 17.4 (8.3litres)

Gallons

......

............

Fuel

Capacity

......

TR2 124 15 (57 litres)
TR3 12 14.4

(54.5 litres)

Dimensions:

......

......

......

......

Wheelbase

......

7' 4"

(224 cm.)

......

......

......

Track-Front ............ 3' 9" (1 14 cm.)

......

Rear

............

............

3' 9

$"

(116 cm.)

......

Ground clearance (under axle)

......

6" (15.2 cm.)

......

Turning circle (between kerbs)

......

32'

0"

(9.75 metres)

with disc brakes

35'

0"

(10.6 metres)

......

......

......

......

Tyre size

......

5.50"-15"

Overall Dimensions:

......

......

......

......

......

Length 12' 7" (384 cm.)

......

......

......

......

......

Width

4'

7;" (141 cm.)

......

Height (un1aden)-Hood erect ...... 4' 2" (127 cm.)

......

Top of screen

......

3'

10" (117 cm.)

Hood down and screen

removed

......

...... 3'

4"

(102 cm.)

Weights

(excluding extra equipment)

Complete, tank full of

TR2

TR3

......

petrol

......

18

cwts.

3

qrs. 7 lbs. 19 cwts. 0 qrs. 7 lbs.

(21071b.)(955kg.) (21351b.)(970kg.)

.....

Shipping weight

17

cwts. 2 qrs. 21 lbs.

17

cwts.

3 qrs. 21 lbs.

(1980 lb.) (900 kg.)

(2009 lb.) (910 kg.)

4

GENERAL SPECIFICATION

VALVE

TIMING.

[With

valve-rocker clearance set at 0.015" (0.38 mm.)].

Inlet valve opens 15" before top dead centre.
Exhaust valve closes 15" after top dead centre.

(15"

before or after

T.D.C.

is equivalent to

0.08

1"

piston travel or

1

S"

(3.81

cm.)

measured round the flywheel adjacent to the starter teeth).

VALVE-ROCKER CLEARANCES (see page 26).

IGNITION

TIMING

(see page 27).

Set to fire at

4' before top dead centre (distributor contact

points just

opening). As the advance is fully automatic, the semng is at

full

retard.

Contact breaker gap should be set at 0.015" (0.4

mm.).

ROAD

SPEED

DATA

1

O.D.

Gearbox Ratios

-

O.D.

3rd
1

.O9

Re-

verse

4.35

-

16.1

17.8

2180
1350

O.D.

3rd

/

2nd

1

2nd

--p

1.325 1 1.64 / 2.00

---

4.9

/

6.07

1

7.4

5.3

6.57 8.0

Overall Ratios

:

3.7 Axle

.

. .

. . . . . . . .

4.1

Axle

.

. . .

. . . . . . . .

l

-1-

l

Engine Speeds (3.7 axle)

Using

Dunlop Tyres

:

at 10 m.p.h.
at 10

!un./hr.

Using Michelin

X

Tyres

:

at 10 m.p.h.
at 10

km./hr.

Engine Speeds (4.1 axle)

Using

Dunlop Tyres

:

at 10 m.p.h.
at 10

km./hr.

Using Michelin

X

Tyres

:

at l0 m.p.h.

...

....,.

at 10 km./hr.

.....

....

SPORTS

CAR

MANAGEMENT

OF

CAR

CONTROLS, SWITCHES AND INSTRUMENTS

The position of the controls, switches and instruments will readily be

understood by reference

to

Fig.

l.

Scuttle Ventilator

Control.

Instrument Panel

Light Switch.

Direction Indi-

cator Warning
Light.

Oil Pressure

Gauge.

Water Tempera-

ture Gauge.
Speedometer.
Direction Indi-

cator Switch.

Note

:-

the same relationship to the steering wheel.

In left-hand drive cars D changes with K and E with

Fig.

Controls, switches and instruments (R.H. Drive).

I.

Tachometer.
Overdrive Control

Switch.

Ignition Warning

Light.

Fuel Contents

Gauge.

windscreen Wiper

Switch.

Ammeter.

Wash Con-

Screen

trol.

Starter Switch.

Side-head Lamp

Switch.

Ignition Lock.

Gear Change

Lever.

Choke

Control.

Handbrake Lever.
Headlamp Dipper

Switch.
Horn Button.
Clutch Pedal.
Brake Pedal.

Accelerator Pedal.

M.

F and H remain in

CONTROLS

Clutch.

Press pedal to disengage drive from engine to gearbox.

Do

not rest your foot on the pedal when driving, or hold clutch out

to free wheel.

Bonnet Locks.

To relezse, on earlier models pull the knob under the
dash panel on the right hand side. On later models insert the end of the
carriage key, provided for the boot lid, in the two patented fasteners at either

side of the front of the bonnet and twist to release. The safety catch in both
cases is situated under the front of the bonnet and can be released by the
fingers.

6

MANAGEMENT OF

CAR-Controls, Switches and Instruments

Choke Control.

See page 9 for full instructions.

Gear Lever.

See Fig. 2 for gear positions.

Overdrive Control.

See page 42.

Handbrake.

Pull to operate rear
wheel brakes. The lever will be
held in any position

by pressing

Petrol Tap.

This is situated on the left-hand side of thc frame adjacent

to the front wheel panel. To turn on the supply, pull the tap upwards

(see Fig. 29, lubrication chart), twist to lock in the open position.

the button on top of the lever

and releasing the lever. To
release ratchet, first pull lever

when the pawl will

aulo-

matically spring out of engage-

Seat Adjustment.

The seats are adjustable for "leg length" after

operating the lever which is situated at the side of the seat.

LIFT

Screen Washer

(where fitted).

To operate, push the control knob.

Scuttle Ventilator.

To open ventilator pull control knob.

ment with the ratchet and the
lever is free to release the
brakes.

@ @

Fig.

2.

Gear

positions.

Radio Controls.

See page 42.

S

WITCHES

Brake Light.

The switch is connected to the brake pedal mechanism,

but will operate the red rear light only with the ignition switched on.

Direction Indicators.

These self-cancelling indicators will only operate
with the ignition switched on, and a warning light will flash on the
dash panel when the switch is operated.

Head, Tail and Parking Lamps.

Pull knob to switch on parking

lights.

Turn slightly clockwise and pull again to switch on the

head

lights. Press

foot operated switch to dip head lights, press again for

cc

full on " position, in which position a small red light appears at the

bottom of the speedometer dial.

Horn.

Press button in centre of steering wheel to operate horns.

Ignition.

Insert key and turn clockwise to switch on. Do not leave

the switch

cc

on " when engine is stationary, to avoid the battery being

discharged by the current flowing through the coil windings.

Panel Lights.

Pull knob to switch on panel lights. These lights will

only operate when the parking lights are switched on.

Starter Motor.

Press to operate engine starter (see page 9 for full

instructions).

7

SPORTS

CAR

MANAGEMENT

OF CAR-Controls, Switches and Instruments

Windscreen Wiper.

Pull

to operate wipers ; they will only function

when the ignition is switched on. Push to stop when arms are in the

desired parking position.

Heater Switch. See page

42.

INSTRUMENTS

Ammeter. Indicates the flow of current into or out of the battery.

Fuel Gauge. Registers the amount of fuel in the tank.

It

operates

automatically when the ignition is switched on.

Oil

Pressure Gauge. Indicates pressure of oil being pumped to the

bearings.

The gauge should read

70

Ib./sq. in. (4.9 kg./sq. cm.) minimum

when the car is

travelling at normal speeds and the oil is hot. Only
a low pressure may be registered when the engine is idling or running
at low speeds

;

this is quite normal.

Speedometer. Registers vehicle's speed and total distance covered,

and is fitted with a trip which is cancelled by pushing up the serrated
knob (situated under the instrument) and turning anti-clockwise.

Tachometer. Indicates the speed of rotation of the engine in revo-

lutions per minute. (See page

10).

Ignition

Warning Light. Glows red when ignition is switched on

with the engine idling or stopped.

It is

an indication that current is

being drawn from the battery for the ignition circuit, or other purposes
that are controlled

by

the ignition switch.

Water Temperature Gauge. The gauge shows the temperature of

the cooling water at the thermostat. Under normal motoring con­ditions the water temperature should not exceed

185".

MANAGEMENT

OF

CAR.

DRIVING

THE

CAR

TO

START THE ENGINE

IMPORTANT-When starting the engine at any time

:

If the engine does not start when the starter is operated,

do not re-

operate until both starter motor and engine have come to rest.

This is to avoid damage to the starter pinion.

Starting when Engine is Cold

Place the gear lever in the neutral position and see that the handbrake is
on. Pull the carburettor choke control out to the stop, switch on the
ignition and press the starter switch button. When the engine has become
sufficiently warmed up, turn the choke control and allow the control
to spring back to the

half-out

position and turn to lock in this position.
After one or two minutes driving, as the engine warms up, it will be
possible to permit the control to return home without causing the engine
to run with undue hesitation. If the battery has been allowed to get
into a run-down condition, it is better to use the starting handle. When

the engine fails to start, do not keep the choke control out too long or the
sparking plugs will become wet with petrol and it will be necessary to
remove and dry them. When the car has been left standing for some
considerable time, the fuel level in the carburettor float chambers may
have become rather low, due to evaporation. The hand primer on the fuel
pump can be used under such circumstances, before the starter is operated,
(see page

29).

When starting in very cold conditions, the clutch pedal may be depressed

when operating the starter to relieve the motor of the considerable drag
in the gearbox.

Starting with Engine Warm or Hot

When restarting the engine while it is

still

hot the accelerator pedal should
be depressed to about one-third of its travel before pressing the starter
button, the choke control should not be used.

Warming

up

In order to minimise cylinder wear the engine should be warmed up
quickly when starting from cold in winter

;

the engine may be " idled

"

for a minute to let the oil circulate, but it should not be allowed to idle for
long periods, neither should the engine be raced up to high speeds.
An engine speed of approx.

1,500

r.p.m. may be regarded as a desirable

warming up speed.

9

SPORTS

CAR

DRIVING THE

CAR-The Engine

DRIVING

Gear Changing

For a smooth gear change into a synchronised gear (4th, 3rd & 2nd) the
movement should be slow and deliberate. The gear lever must always be
moved right home to secure full engagement. First and reverse gears are
not synchromesh, gear engagement being achieved by sliding the
respective gear into mesh. To avoid a noisy change do not engage
first gear with the car stationary and the engine revving at a speed greater
than 800

r.p.m., or when

travelling in access of

15

m.p.h.

Do not attempt to engage reverse gear whilst the car is travelling forward,

Desirable Speed Limits (Particularly in gears lower than top)

The engine is capable of" revving " very fast, yet the driver should avoid
continued

"

over-revving," which is most likely to occur in the lower gears.

We strongly recommend that in all gears the driver shall not drive

the car continuously at engine speeds above

4,500 r.p.m. How-

ever, during acceleration in the gears it is permissible to

attain

5,000 r.p.m. for short periods, which speed is indicated

by the red mark on the tachometer.

NEW ENGINES (see running adjustments)

During the early stages of a new vehicle's life, for at least the first 500 miles

(800

km.), the working surfaces of the engine will be bedding down. The
power and performance will improve only if during the running-in period
the vehicle is carefully driven at moderate speeds.

We recommend that the engine should be driven at speeds not exceeding 3,500

engine

r.p.m. during this period, and suggest that

"

running-in " should be

progressive. No harm is done if the engine is allowed to

"

rev " fairly fast

so long as it is thoroughly warm and provided it is not

pulling hard.

Do not

let the engine pull hard at low speeds, always select a lower gear.

GENERAL UPKEEP

REGULAR INSPECTION

Every

250

miles

(400

km.)

the oil level should be checked when the engine

is cold, and topped up if necessary. Withdraw dipstick

((F)

Fig.

3)

and wipe
clean, then insert and push fully home before withdrawing for reading.
Should the level be at the lower mark on the dipstick,

4

pints

(2.2

litres) of

oil

will

be required for topping up. The regular addition of oil not only
maintains the correct level, but also tends to keep up the quality of the
lubricant. Replenishment is via the cap

(D)

which does

NOT

require

unscrewing but may be lifted straight off.

Weekly,

Check

:

The water level in the radiator and if necessary replenish.

Use
clean rain water and keep the neck of the filler at least half full of
water.

Re-check after the engine has been warmed. The use of
hard water results in a deposit on the inner side of the cooling
surfaces, thus reducing efficiency.
Tyre pressures. The correct pressures are given on page

21.

It

is

usually a good plan to have the spare tyre inflated to a slightly higher
pressure than that recommended, as it is a simple matter to reduce
the pressure should the tyre be required for use.
The acid level in the battery at

(A)

and maintain

it

so that it is

just

level

with the top of the separators.

Overfilling may cause

the acid to spill and subsequently attack the surrounding

metal panels.

Use only distilled water when replenishing

(obtainable from the local chemist or garage).

Keep the filler plugs

screwed tight to prevent leakage of acid. Do not

overfill or the

acid

may splash out and do damage, and never use a naked light when
checking the acid level.

Fig.

3.

View

under

bonnet.

11

SPORTS

CAR

GENERAL

UPKEEP-Cooling System and Lubrication

COOLING

SYSTEM

Filling

(see page 11).

Draining

For the purpose of draining, taps are provided in the bottom tank of the
radiator and at the rear of the cylinder block on the right-hand side. As
the cooling system is pressurised it will be necessary, when draining, to

remove the radiator

cap

(E),

Fig.

3.

If a heater is fitted, ensure that the cock is open before draining.

Anti-Freeze Mixtures

We recommend the use of Smith's " Bluecol," Duckham's Anti-freeze,
Esso Anti-freeze or Shell

"

Snowflake " Anti-freeze (inhibited Glycol
base compound) in order to protect the cooling system during frosty
weather and reduce corrosion to a minimum. The cooling system is
fitted with a thermostat and there is a risk of the radiator block freezing
while the engine is running during the warming up period when the
thermostat is shut, even though the car has been left in a warm garage

and water is not frozen at the start of the

run.

We recommend that you provide for the cooling system ample protection
against a sudden fall in temperature down to

0"

F.

(-18"

C.)

during

frosty weather by using

3

pints of anti-freeze.

In countries where sub-zero temperatures prevail, consult your Triumph

dealer regarding the quantity of anti-freeze required.

It is inadvisable to use anti-freeze for more than one season since

the inhibitor becomes exhausted and the components in contact

with the cooling water may corrode.

LUBRICATION

This

is

one of the most important subjects

in

connection with the upkeep of

a

car, and careful attention to the following instructions will be amply repaid by

the results obtained

For the recommended periods of lubrication, see the lubrication chart

folded inside the rear cover of this book.

The

correct lubricants to be

used are given on pages

51

and

52.

GENERAL UPKEEP-Lubrication

Draining

To drain the engine, gearbox and rear axle, remove the plug provided

beneath each unit. This process is assisted by opening the filler to allow
ingress of air and by draining when the oil is hot,

i.e.,

immediately after

a run.

ENGINE

Only first quality oils are recommended for use in the engine sump. These are
each of the correct viscosity and character to

afford complete

lubrication

protection.

Additives which dilute the oil or otherwise impair this protection

must not be used.

After many thousands of

miles

running the rate of oil

consumption

will increase. When the rate becomes higher than 1 gallon per

1,000 miles

(1

litre per 400 km.), it will be desirable to use the next heavier

grade of the brand of oil you normally employ.
Engine

Oil

Drain Period

The frequency of the drain period should be related to the driving

conditions to which the vehicle is subjected. A period of

3,000

miles
(5,000 km.) is recommended as the interval for average driving conditions
as defined below.

It

should be reduced for unfavourable conditions

and may

be

extended for definitely favourable conditions.

Favourable

Long distance journeys,

with

little or no engine idling, on well surfaced

roads, reasonably free from dust.

Average
Medium length journeys on well surfaced roads with a small

proportion

of stop/start operation.

Unfavourable

Any of the following

:

(a)

Frequent stop/start driving.

(b)

Operation during cold weather, especially when appreciable
engine idling is involved.

(c)

Where much driving is done under dusty conditions.

We have found the use of an upper cylinder lubricant to be an advantage,
particularly in new engines, and recommend the use of such

a

lubricant,

particularly

until

the engine is thoroughly

cc

run-in." The lubricant should
be mixed with the fuel in the proportions given on the container. Such
lubricants

may

be used with advantage throughout the life of the vehicle,

particularly during wintry weather.

13

SPORTS

CAR

GENERAL UPKEEP-Lubrication

Carburettors

Every 6,000 miles (10,000

km.)

unscrew the brass hexagon plug
in the top of each of the carbur­ettors and top up with current
engine oil to the level of the
inner hollow shaft. Apply oil
also to the throttle linkages on
the engine, do not oil the bear­ings of the transverse rod at­tached to the scuttle as this will
seriously deteriorate the sealing
composition.

The

Oil Cleaner

The oil cleaner has been de­signed to filter the oil to a very
fine degree and the only atten­tion it requires is to see that the
filtering cartridge

(B)

is re­moved and that a new replace­ment cartridge is fitted at periods
not exceeding 6,000 miles
(10,000

km.).

Later models

employ a

"

full-flow " cleaner,

and since a very

"fine"

filter

Fig.

4.

Oil

Cleaner

"

full-flow"

type.

cartridge is fitted it is important that this operation is carried out,
otherwise, as the filter becomes choked,

unfiltered oil will be passed to

the engine via the balance valve in

the cleaner. To renew the cartridge,

unscrew the securing

bolt and remove the container, the cartridge can

then be withdrawn. On some models it may be necessary to unclip and

swing the crankcase breather tube rearwards to provide sufficient room
for container removal.

Wipe out the container to remove foreign matter trapped by the filter,
using a non-fluffy cloth, and inspect afterwards to make certain that no
cloth fibres remain.

It may be desirable to discard the old container washer

(A),

replacing it
with a new one each time the cartridge is renewed. When re-assembling
the container, ensure that the washer is correctly positioned in the groove

in the filter body. Do not tighten the bolt

(C)

more than is necessary

to obtain an oil-tight joint.
Approximately one pint of oil will be lost due to the removal of the con-

tainer, and the sump should be topped up with new oil after assembly.

GENERAL UPKEEP-Lubrication

The container should not be disturbed until cartridge renewal is required

;

as the accumulated dirt on the outside of the container may fall inside
and thus be carried into the bearings when the engine is re-started.

Ignition Distributor

(see Fig.

5)

Every 6,000 miles (10,000 km.), the cam

(B)

should be smeared lightly

with engine oil.

A

pronounced squeak occurs when the cam is quite dry.

Withdraw the moulded rotor arm from the top of the spindle and apply a

few drops or

thin

machine oil around the edge of the screw

(A)

to

lubricate the cam bearings and distributor spindle.

At

the same time, place

a single drop of clean engine oil on the pivots

(C)

and

(D).

Fig.

5.

Ignition distributor.

Water

Pump

There is one nipple
provided (see arrow,
Fig. 6) to which
the grease gun
should be applied
every 6,000 miles.

(10,000

km.).

Give

five strokes only

with

the

gun.

Fig.

6.

Water

pump

lubrication.

15

SPORTS

CAR

GENERAL UPKEEP-Lubrication

Dynamo and Starter

The dynamo front bearing is packed with grease before leaving the works,

and after a considerable mileage the dynamo should be removed for clean­ing, adjustment and repacking of the bearing with grease. This

should

be done preferably by the nearest Triumph or Lucas Service Depot. Every

12,000 miles (20,000 km.) pour a few drops of engine oil through the hole

in the centre of the rear end cap. The hole

is sealed from dust with a

small rubber plug.

The Starter is fitted with special bearings which require no lubrication.

Air

Cleaners. Every 6,000 miles (10,000 km.) it is advisable to remove the
air cleaners and wash in petrol, particularly the gauzes, after which soak
the gauzes in oil and allow to drain before finally wiping over

and refitting.

It

is very important to refit the air cleaners in the correct manner. Ensure
that the holes immediately above the setscrew holes in the carburettor
are lined up with the similarly positioned holes in the cleaner.

Oil

Filler Cap. Every 6,000 miles (10,000 km.) remove and swill the cap

in fuel, dry off and re-fit.

GEARBOX

Every 6,000 miles (10,000 km.) the oil level should be checked and topped
up if necessary.

To check the oil level, remove the rubber plug from the gearbox domed
cover, thus exposing the

dipstick (see Fig.

7).

Withdraw dipstick and
wipe clean, then insert

stick

and push it fully
home before with­drawing

for

reading. The
correct level is to the top
mark. The dipstick ori­fice is also the gearbox oil
filler.

If

an overdrive is fitted,
see also page 42.
Every 12,000 miles

(20,000

km.)

the gear-

box should be drained

and

refilled with new oil.

Fig.

7.

Gearbox oil filler and

dipstick.

REAR

AXLE

The hypoid bevel gears fitted in the rear axle require special lubricants to
ensure efficient operation and long life.

As these are special oils, it is advisable

to completely drain and replenish with new

"Hypoid" oil every 6,000

miles

(10,000

km.);

and in any event do not exceed a period

nf

12,000 miles

(20,000

km.).

16

GENERAL UPKEEP-Lubrication

It is advisable to have the oil level checked during this period, and especially
after the first 1,000 miles, and replenish if necessary to level with the bottom
of the threads in the filler orifice. Should a top-up be necessary, investigate
the cause of

oil

loss. The filler plug is accessible from underneath the

car,

being fitted to the rear axle cover (see arrow A Fig.

8).

Clean away mud

before unscrewing the filler plug to avoid grit

falling

into the axle.

BRAKE

AND

CLUTCH OPERATION

It is important that the filler cap on the combined hydraulic fluid reservoir,

integral with the master cylinders (see arrow BI or B2 Fig.

3,

page ll),

should be removed every 6,000 miles (10,000

km.),

the fluid level checked and

topped up

if

necessary. The reservoir should be filled to within one inch

(2.5

cm.) of the top, and never less than half

full

(see page 51 or 52 for the

correct fluid).
Later models with disc brakes have a circular reservoir which has an inner

chamber

;

this supplies the clutch operation mechanism. The correct fluid

level is to the top of this

inner chamber.

As

the cups in the master and all operating cylinders are pure rubber, it is

imperative to use only the recommended special fluid. Mineral oils would,

in

a very short time, distort and ruin them.

Clutch Shaft Bearings
The grease

gun

should be applied to the clutch shaft bearing grease nipples

(one at each side of the clutch housing) every 6,000 miles (10,000

km.).

One

shot only is sufficient. The nipples are accessible from underneath the

car.

[See arrow

(C),

Fig.

19,

page

311.

Clutch

and

Brake Pedal Bearings

The oil

can

should be applied to the various pivots, etc., of the pedal linkages,

both under the

bowet and

in

the driving compartment.

Fig,$.

Rear

axle

oil filler and handbrake compensator.

17

SPORTS

CAR

GENERAL

UPKEEP-Lubrication

Handbrake Cable Conduit

A

grease nipple is fitted in the conduit, as shown in the lubrication chart, to

which the grease gun should be applied every 6,000

miles (10,000 km.).

During the winter

months it is very important to keep the cable regularly
lubricated, as this prevents the entry of water which on cold nights will freeze,
thus locking the brake cable.
When lubricating the cable, grease is forced both ways and the gun should be

pumped until grease exudes at the end of the conduit.

Handbrake Compensator

Two grease nipples are provided on the compensator which is situated on
the rear axle casing (see arrow

B,

Fig.

8).

Front

ROAD

WHEEL HUBS

Recharging the hubs with grease on later models involves removing
the hubs, washing the bearings to remove all traces of the old grease
before liberally coating the rollers and races with new grease. This

should be carried out every 12,000 miles (20,000 km.). Where disc

brakes are fitted do not disturb the pipe unions but unbolt and move
the complete caliper, to

allow the hub and

disc to be removed, taking
care not to loose shims which may be fitted between the caliper and
the vertical link.
When replacing, ensure that the

inner race is tight against its shoulder.

Tighten the hub

nut until resistance is felt to hub rotation, then slacken

off

the nut by one flat of the hexagon and fit the split pin. This work

should

be preferably undertaken by your local Triumph agent who has

the necessary equipment for the task.

If

disc brakes are fitted

and the car is being used in competitions,
slacken off the hub nut one half flat and insert the split pin through one of
the two holes provided.

Rear

These bearings are lubri­cated via a nipple (see
arrow, Fig.

9)

situated
facing downwards at the
rear of the brake backing

plate. Give five strokes

of the grease

gun

every

6,000

miles

(10,000

km.).

Fig.

9.

Rear hub lubricator.

FRONT SUSPENSION

AND

STEERING

Nipples are provided for the lubrication of the steering swivels (A), outer
tie rod, ball joints, outer bushes of the lower wish-bones (see

B

Fig. 10),

GENERAL UPKEEP-Lubrication

and the steering slave drop arm pivot. Do not lubricate the joints attached to
the drop arms as they contain rubber. The inner bushes of the wish-bones
on early models also contains rubber. Later models have nylon bushes which
should be lubricated with oil occasionally.

A

pronounced squeak develops
should these bushes become dry. It is an advantage when greasing the lower
suspension swivels to jack up, under the road spring frame, until the front
wheel is free of the ground. This will allow grease to cover the thrust faces.

Greasing of these points should be carried out at least every 1,000 miles
(1,600 km.).
To lubricate the steering box, remove the rubber plug situated on the steer­ing column and top up with oil to the level of the orifice. This should
be carried out every 6,000 miles (10,000

km.).

Fig.

1

10.

Front suspension

lubrication.

SPORTS

CAR

GENERAL UPKEEP-Lubrication

PROPELLER SHAFT

The universal joints are of the needle roller bearing type and together with

splines should be

the

The nipple
bearings and the nipple

(B)

at each end of the shaft should be supplied with oil for the

lubricated every 6,000 miles (10,000

(A)

with grease for the splines.

km.).

REAR

The spring blades should be painted over with old rear axle or engine oil,

particularly around the blade tips and clips.
Rubber bushes are fitted in all the rear spring eyes and must not be lubricated.

ROAD SPRINGS

HYDRAULIC DAMPERS

The

front telescopic dampers do not require " topping up."

The rear dampers should be topped up with

Fluid

(Crimson)

miles (20,000
the dampers that

If

the dampers become inoperative they should be serviced by the makers.

to the level of the bottom of the plug hole every

km.).

It is absolutely essential for the proper functioning of

dirt

is prevented from finding its way into the interior.

Armstrong Shock Absorber

12,000

HINGES, CONTROLS, DOOR LOCKS, ETC.

The bonnet catches, hinges and several S-all control joints should be given
occasional attention with the oil
every month to ensure easy operation and to prevent corrosion. The connec­tions on the handbrake and
the controls to work freely

can.

Door locks should receive a drop of oil

r+&et mechanism, etc., all require

pd prevent unnecessary wear.

attention to allow

GENERAL UPKEEP-Tyres

TYRES

The maintenance of correct tyre pressure is a large factor in tyre life and the
steering and suspension of the

car.

Examine the tyres occasionally for flints or other road matter which may
have become embedded

in

the tread. Clean off any oil which may have got
on the tyres by using fuel sparingly. Driving into or over sharp edged
kerbs is liable to fracture the walls of the tyres and should be avoided where
possible.

Tyre Pressures

Dunlop

:

Front

......

22

lb.'sq. in. (1.55 kg./sq. cm.).

Rear

.

.

24 lb./sq. in. (1.7 kg./sq. cm.).

These recommendations listed below apply to cars used under ordinary road
conditions either

inae

U.K.

or Overseas. Where cars are to be used for racing

or special high

spec$

testing where a sustained speed of more than 110 miles

per hour is anticipated, it is desirable that the

Dunlop Rubber Company

should

be consulted as to

the need for tyres of full racing construction.

I

OPERATING CONDITIONS

100/105 m.p.h.

elsewhere.

(a) Normal motoring in G.B. and under

similar road and traffic conditions

(b)

Continental type touring with lengthy

N.E.

periods at sustained speeds in excess

+

6

lb./sq.in.

of 85/90

m.p.h.

(0.42kg./sq.cm.:

(c) Motoring which is predominantly

and R.S.
regularly of the high speed Continental
touring type.

Over

100/105 m.p.h.

R.S.

R.S.

+

6

Ib./sq.

in.

:O.42 kg./sq.cm.)

R.S.

+

8 lb./sq.

in.

10.56

kg./sq.cm.)

Key:-

N.E.

Normal equipment,

i.e.

Dunlop or Dunlop Fort, as case may

be, at regular inflation pressures.

R.S.

Road Speed tyres at regular inflation pregures.

Michelin

X

Tyres : Front

.

24

1b.Isq.

in.

(1.7 kg./sq. cm.).

Rear

. .

28 1b.kq. in. (1.97 kg./sq. cm.).

These pressures should be increased by

3

@./sq. in. (0.35 kg./sq.

cm.).

if the car is driven consistently hard and fast.

2

1

SPORTS

CAR

GENERAL UPKEEP-Tyres

Changing Position of Tyres

It is recommended that front tyres be interchanged with rear tyres at least

every 3,000 miles (5,000

km.).

Diagonal interchanging between left front and

right rear and between right front and left rear provides the most satisfactory
first change, because it reverses the direction of rotation and keeps the wear
of the tyres even and uniform.

FRONT

WHEEL

ALIGNMENT

The alignment of the front wheels is most important in its

eRect on tyre wear

and good steering.

Escessive toe-in will lead to severe tyre wear, particularly

on the

"

kerb side " front tyre.

Correct Wheel Alignment. The wheels should Toe-in

9".

When using Michelin X tyres set Parallel to Toe-in

#.

To Check and Adjust Wheel Alignment

If

adjusrment is found necessary it should be carried

out equally on the
two outer tie-rods. When adjustment is complete ensure that the ball
joints are in the centre of

"

swing " before securely tightening the tie-

rod locking nuts.

THE

JACK

A

screw jack is provided which

is adapted to lift either side of the

car as required.
To fit the jack

in

position shown,

turn

up the carpet and remove

the small cover plate situated

just in front of the seat.

Engage the lower lip of the boss
with the bottom edge of the
square hole, then swing the jack

into a vertical position and lift to

ensure correct engagement, mak­ing sure that it is right home in its
socket. Apply the handbrake or

chock the wheels which will

remain on the ground before

operating the

jah handle.

If a jack

is

used under the rear
axle case, take care to ensure
that the jack pad does not touch
the rear cover plate when

lifting,

Fig.

12.

Jacking

the

car.

otherwise there is a risk of damage and consequent oil leak.

Dust may be removed from the exterior using a soft cloth only, but if it has
been wet at any time

it

is advisable to use a sponge and water. Always use
water when removing mud and when the car is clean finally wipe over with
an almost dry chamois leather. Washing alone will not keep up the brilliance
of the paintwork ofer an indefinite period and

it

may become necessary to

use a

cleaner to remove all

grease and dirt. It is advisable to acquire the
cleaner from a reputable dealer who will be able to advise you on the best
cleaner to suit the particular

paintwork of your car,

afterwards polishing

with some suitable preparation.
Special cleaners are available for removing traffic film and tar. Chromium

plated parts need cleaning with soap and water, and wax polishing is beneficial.

If,

due to neglect, the plate becomes spotted, it may be necessary to use a

chromium plate cleaner.

The interior of the car should be dusted occasionally and the carpets brushed

with a stiff brush. The upholstery may be cleaned by the application of a

little soap and damp cloth, followed by a final wipe down with an almost dry
sponge or wash leather. When a vacuum cleaner is available

it

can be used

with advantage to help

clem the interior.

DOOR ADJUSTME

The doors are provided

with

special locks which, when correctly adjusted,

prevent any movement of the closed door.

Only the str

repositioning

when

adjustment becomes necessary.

This adjustment should preferably

be

carried out by a coach fitter.

SOFT TOP STOWAGE

It is necessary to remove the soft top altoge~her when the car is required to

run in the open

condition. Take care not to fold the material too sharply.

The supports

may then be

hinged down flat behind the seats. When

refitting the soft top after erecting the supports always fasten it to

the body first and then pull

it

over the supports to fasten to the screen. When
fastened down the rubber backed roll of material attached to the top and
Nnning along the top edge of the

windscreen should be opened out and fitted

over the top lip of the windscreen frame to complete the sealing.

OPT TOP

FASTENERS

Two types of fasteners are used, " Lift the Dot " and " Tenax " (early
models only had

"

Tenax

").

When fitting either type& is only necessary

to push the fasteners over the securing stud as

showcin Fig.

13.

With

the

"

Tenax " type (as illustrated) do not press or pull the small knob before

engagement as there

will

be a risk of damage to the inner prongs. After
fitting, the knob may be pressed to ensure correct engagement.
To remove the fasteners, either

pull the small knob or in the case of the

"

Lift the Dot," do as its title suggests, lift the outer edge.

23

SPORTS

CAR

BODYWORK

Fig.

13.

"Tenax" soft top fasteners.

It may be found advantageous when removing the fasteners from the screen,
to relieve the tension on the fasteners by applying a slight hand pressure, in
the forward direction, to the

corrier of the soft top where it passes over its

supports.

SPARE WHEEL

AND

TOOL STOWAGE

The spare wheel is housed in a compartment under the luggage locker. A key

is provided for the panel locks and to open, insert the key and give a half

turn

towards the centre of the car to release each catch. The tools are stowed as
shown

in

Fig.

14.

To place them

in

position the spare wheel should be

withdrawn about six inches

(15

cm.).

Fig.

14.

Tool stowage.

RUNNING

Various adjustments are necessary from time to time in order to keep the
mechanism in efficient running order. The periods between depend largely
upon the manner in which the car is used and no definite time
for carrying out these corrections. The car should be examined however
every 6,000
can then be made (see page

miles (10,000

km.)

ADJUSTMENTS

can

be given here

and any adjustments which appear necessary

35).

ENGINE

Decarbonising and

It is recommended that the cylinder head be removed for decarbonising and

valve grinding after the first
attention to the valve seats, the metal of which becomes stabilised during
period. Thereafter it will be found that decarbonisation will be required

only after a period of about

gine is running satisfactorily after this period and that

normal compression, showing that the valves are seating reasonably well, it

much better to leave it alone.

The grinding of the valves becomes necessary in order not

the efficiency of the engine, but

and getting burnt.

We recommend that the work should be carried out by the skilled

at your nearest Triumph Dealer. For those who desire to do this work them-

selves, the main points to watch are

The procedure of turning the crankshaft in o
will

"

break " the seal of the cylinder head sh

this design of engine.

Once the cylinder head has been removed it is important that the
shaft is not rotated unless the cylinder sleeves are firmly clamped down
against their

washers fitted over the cylinder head studs marked

to overlap the adjoining cylinder liners, each being secured with a

cylinder head nut. If this precaution is not observed the sleeves may

rise, with consequent risk of water leaking into the crankcase after

assembly. On removal of the head and withdrawal of the push rods,

the passage ways in the
crankcase and sump must be sealed off with a clean sag or
The same applies to the rocker shaft
to prevent the entry of carbon particles which could do serious harm
the engine.

A

stick of soft solder is the most suitable tool for removing the carbon. On

no account should emery cloth or sandpaper be used.

It has been found advantageous to remove the tappets and clean the insides

just prior to refitting the cylinder head to

may

which

seatings.

Valve

seatings. This

have fallen into the chamber

Grinding

5,000

miles

(8,000

20,000 miles (32,000

to prevent a badly seating valve becoming worse

outlined below:

can

be accomplished by using two tubes and

block

leading to the camshaft and thence to the

oilway, both in the head

25

h.).

This is chiefly to give

this

km.).

Providing that the en-

each cylinder gives

is

only to increase

mechanics

crank-

4

and

5,

Fig.

15,

masking tape.
and the block,

to

ensure that any chips of carbon

are removed from the push-rod

a

RUNNING ADJUSTMENTS-Engine

A

new gasket must be fitted each time the cylinder head is removed.

The plain side of the gasket must be downwards against the cylinder

block and should be coated on both sides

with

cc

WELLSEAL" or

similar non-setting sealing compound.

When replacing the cylinder head nuts, tighten them gradually in the
sequence shown in Fig.

15,

in

order to produce

an

even pressure on the

gasket and prevent undue strain in the cylinder head casting.

It

will

be necessary to

recheck

the nut tightness when cold to

loo-105

lb.

ft.

The valve springs are close-coiled at one end and should have the close­coiled end towards the cylinder head when refitting. Before tightening

down the rocker

pedestals, screw back each adjusting screw and ensure
that the ball ends of these screws engage correctly with the push-rods.
Failure to attend to these items may result in damage to the push-rods.

The

adary her valve springs must

be fitted to the exhaust valves.

Smother the rocker gear with oil, particularly where the rockers bear on

to

the valves before replacing the rocker cover. Ensure that the cork

washer is undamaged and

shellaced to the cover, otherwise oil may leak

through the joint.

After the first 1,000 miles (1,600

km.) the cylinder head nuts should be

checked for tightness, with engine hot, in the order shown in Fig.

15.

Fig.

15.

Order

of

tightening cylinder

head

nuts.

Valve-Rocker Clearances (measured cold)

On

earlier models the running clearances are .010" (0.25 mm.) inlet and

.012" (0.3

mm.) exhaust. Where aluminium rocker pedestals are fitted

(later models) the valve-rocker clearances should be set at 0.010"
(0.25

mm.) inlet and exhaust for both normal and high speed motoring.

RUNNING

AD

JUSTMENTS-Engine

Adjustment

Remove the roeker cover and

turn

the engine crank with the aid of
the starting handle for half a revolution after the valve to be
adjusted has closed. It is easier to do this if the sparking plugs are
removed. This also provides an opportunity for inspecting
checking the sparking plug gaps.

Slacken the lock nut and adjust the rocker screw with a screwdriver
until the gauge is a sliding fit between the top of the valve stem and
the rocker face.
Now tighten the lock nut and check that the clearance has not
altered.

and

Ignition

Timing

On initial assembly the ignition is set as stated on page

Fig.

16.

Premium grade fuels of

Ignition

95

octane (research method) or higher must be

leads.

used for these engines, and with this fuel a

"

pink." However, with a substantial amount of carbon build up, it may
be necessary to retard the ignition slightly so that
just audible when pulling hard with the engine speed above
To advance ignition, rotate the knurled screw as indicated.

2"

on the distributor vernier scale represents

of the distributor,

5.

"

clean " engine will not

"

pinking " is only

1,500

Each division

the crankshaft.
The firing order is

1,

3,

4,

2.

To obtain T.D.C. position turn the crankshaft until the small hole in
the belt pulley is

Fourdegreesis equivalent to

in

line with the pointer attached to the timing cover.

&

(4.7

mm.) measured on the circumference

of the crankshaft fan pulley.

i.e.,

r.p.m.

4" on

Valve

Timing

5

See page

for correct valve timing.

27

SPORTS

CAR

RUNNING

AD

JUSTMENTS-Engine

Sparking

Plugs

The sparking plugs were adopted for original equipment after lengthy
tests and as sparking plug types vary in suitability for different engines,
it is important that the correct type of plug be fitted when making
replacements, this is

:

Champion No. LlOS-$" reach.
In countries where the octane rating of the fuel is low, making it
necessary to use the lower compression ratio, it

Champion

L10

plugs.
For high speed touring however, use Champion No.
The gaps

(i.e.,

the width between the firing point of the centre electrode

and earth point) are originally set and should

(0.62

mm.).

Incorrect gap settings may cause misfiring or erratic slow

may

be desirable to use

L11S-y reach.

he

maintained at 0.025"

running. Faulty plug leads or cracked porcelain insulation in the sparking
plug

will also cause faulty

ignition, see also page

9.

Sparking plugs should be thoroughly cleaned, checked and adjusted (if
necessary) for gap setting after 6,000 miles (10,000 km.) use and at

12,000 miles (20,000 km.) should be replaced by new plugs.

Carburettors (Twin S.U.)

TR2

:

Type H4, Standard Needle

F.V.

For high speed and competition work use G.C. needles.
When

carburettors are fitted with oil bath air cleaners use

needles.

TR3

:

Type H6, correct needle for normal and competition work

When carburettors are fitted with oil bath air cleaners use CIW

needles.

AH

S.M.

Fig.

17.

Carburettors.

Adjustment

As the needle size is determined during engine development, adjustment

of the carburettors is confined to correct idling adjustment. Remove the

air cleaners and

run

the engine

until

it has attained its normal running

temperature slacken one of the clamping bolts

(B)

on the throttle spindle

connection and disconnect the mixture control link

(G)

by removing one

of the fork swivel pins. Adjust the idling speed to approximately

500

r.p.m. by moving each throttle adjusting screw

(A)

&

(C)

an equal
amount. By listening to the hiss in the intakes, adjust the throttle adjusting
screws

until

the intensity of the hiss is similar on both intakes. This

will

synchronise the throttles. When this is satisfactory, the mixture should

be adjusted by screwing both the jet adjusting nuts

(E)

up or down to

exactly the same extent, at the same time keeping the jet levers

(F)

pressed forward to ensure that the jets are hard up against the nuts, until
even running is obtained. As these are adjusted, the engine will probably

m

faster, and it may therefore be necessary to unscrew the throttle

adjusting screws a little, each by the same amount,

in

order to reduce the
speed. When the mixture is correct on both carburettors, lifting the piston
of one of them with a penknife blade should make the engine beat become
irregular from excessive weakness. If lifting the piston about

3"

(3

mm.)

on one carburettor stops the engine and lifting the other about

Q'"

increases the engine speed, this indicates that the mixture on the

first

carburettor is set weak and the second is set rich. The first one should,
therefore, be enriched by unscrewing the jet adjusting nut one flat at

a

time and the second should be weakened off by screwing up the jet

adjusting nut in a similar manner. When the mixture is correct, the

exhaust beat should be regular and even.
If it is irregular, with the splashy type of misfire and a colourless exhaust,
the mixture is too weak. If there is a regular or

rythmical type of misfire in

the exhaust

beat, together with a blackish exhaust, then the mixture is too
rich. This should be noted when the air cleaners are again in position.
When reconnecting the mixture control link, make sure that the jet levers
are pressed

forward and the control rod

adjusted correctly for length so
that the clevis pins may be inserted freely while the jets are in this position.
The throttle spindle interconnection clamping bolts

(B)

should now be
tightened.
The desired fast idle necessary when the choke is in operation is con­trolled by adjusting screw

(D).

For further information on the tuning, adjustment and maintenance of

S.U. carburettors, you are advised to get in touch with the S.U.

Car-

burettor Co. Ltd., Wood Lane, Erdingron, Birmingham

24,

from whom

the necessary literature may be obtained.

Fuel

Pump

The mechanically operated fuel pump, mounted on the left-hand side of
the crankcase, provides a constant pressure of fuel

to

the carburettor.

A

hand primer is fitted, which can be used to pump fuel to the carburettors

29

SPORTS

CAR

RUNNING

AD

JUSTMENTS-Engine

if

the float chamber is not already

full,

under which condition a slight
pumping resistance is felt before the lever reaches its stop. This resistance
ceases when the chamber is

full.

Fig.

18.

Fuel

pump.

The glass bowl acts as a sediment chamber for the petrol passing to the

pump. The foreign matter collects

on

the underside of the gauze and,

being washed off by petrol, sinks to the bottom of the bowl. To remove

the sediment, detach the bowl by unscrewing the

nut

at its base and wash

out the

bowl with the fuel that will be

in

it. When refitting the bowl,
tighten the nut just sufficient to ensure a fuel-tight joint, as over-tightening
may result in damage.

If

the pump

fails

to supply fuel to the carburett~rs

it

is advisable to attend

to the following points

:

(a) inspect the fuel pipe unions, which (if any are

loose) should be tightened up, (b) a blockage may have been caused

in

the fuel pipe, which may be removed by blowing through the pipe with

the aid

of

a tyre pump.

If,

after attending to the above points, the pump still fails to operate,

it

should be renewed and the old pump sent to the nearest

A.C.

or Triumph

Service Station.

Before doing any work on the carburettors or fuel pump which involves
disconnecting a fuel pipe it is important to turn off the fuel supply at the
tap on

the

chassis end of the flexible pipe. Failure

to

do this will allow the

petrol to drain away from the tank.

RUNNING ADJUSTMENTS-Clutch

CLUTCH

A

Borg & Beck single dry plate hydraulically operated clutch is fitted and as

it is

correctly set before leaving the works,

it will be some considerable time

before it requires re-adjustment. The hydraulic master cylinder for the clutch

has a

conamon filler with the brake

Fig.

system. (See arrow

19.

Clutch

adjustment.

(B)

Fig.

3,

page

11.)

There is, however, a partition in the container to ensure that any possible
defect in one system does not affect the other.

Adjustment of the mechanism can normally only be judged as necessary at the

connecting rod between the operating cylinder and the shaft operating lever end,
see

Fig.19. The correct setting is when there is

.075"

(1.9 mm.) end float of

the

rod between operating cylinder and lever, in the " foot off" condition. To
achieve the correct setting, measure the total movement of the operating lever
by hand and

if

different from the specified amount release the locknut

(B,

Fig. 19) and adjus7the length of the connecting rod to the correct figure. The
adjustable connection between pedal and master cylinder is set on initial
bly and

If

MUST

a pipe has been disconnected, it will be necessary to bleed the system.
bleeder nipple
ing the system, see page

NOT

be tampered with as it wili never require adjustment.

is

shown by the arrow

34.

(A

fig. 19). For instruction on bleed-

assern-

A

BRAKES

The pedal operates the brakes on

all

four wheels hydraulically, whilst

the

handbrake control operates the brakes on the rear wheels by means of cables.

3

1

SPORTS

CAR

RUNNING

AD

JUSTMENTS-Brakes

See page

17

for checking level of fluid

in

reservoir.

If it is found to be par-

ticularly low, it is an

indication that a leak has developed somewhere in the

system and it should be traced and rectified without delay.

It must be remembered that the presence of oil, grease or

sidar foreign

matter

on a drum brake shoe will seriously affect the coefficient of friction and in

Fig.

2oA.

Front

assembly.

Fig.

20B.

Rear

assembly.

Lockheed

Brakes.

consequence the retarding effect of that particular brake, in spite of the fact
that it is being applied with the same force as the others.

In such cases the
brake drum should be thoroughly cleaned with fuel and the brake shoes
replaced by new replacement shoes. Cleaning the

biake shoe is not satisfactory.

Do not re-line the shoes but fit either genuine

Lockheed or Girling replacement

shoes, depending

upon the installation. These shoes

have the right type of

lining machined to the

correct radii.

Should the shoes be removed,

care must be exercised to ensure that the pull-off

springs are located behind the shoes and hooked through the correct holes,

as

shown.

Adjustment of Brake Shoes

Lockheed Brakes (fitted on earlier models)

After a considerable mileage it may be found necessary to adjust the brakes.
Ths is evident

when the brake pedal has to be depressed to within

1"

of

the floor before the brakes operate. There are TWO adjusters to each

frmt wheel and

ONE

to each rear wheel as shown.

RUNNING AD JUSTMENTS-Brakes

The following procedure should be followed to correctly adjust

the brakes:

1.

Apply the brakes hard, with the car stationary, to position the shoes

in

the drum, then release brake.

2.

Jack up the car, remove the nave plates and road wheels.

3.

Rotate hub until hole provided in the brake drum coincides with
screwdriver slot in

rnicram adiuster.

4.

Insert a screwdriver and turn the adjuster clockwise

until

the shoe

contacts the brake drum, then

turn

adjuster back one notch. There

is a constant drag on the rear wheels due to the action of the differ-

ential and the axle oil.

Do not confuse this with the brake drag.

5.

Replace wheels and nave plates, then remove jack.

Girling

Brakes (fitted on later models)

The disc brakes, fitted to the front axles, are self-adjusting and should
only need replacing when the shoe pads are reduced to approximately

4"

(3

mm.)

thickness.

Fig.

21A

Front

Assembly.

Fig.

ZIB

Rear Assembly.

Girling Brakes.

The rear brakes are provided with a small adjuster which is positioned
on the backing plate, above the axle case, and easily accessible with the
road wheel removed. To correctly adjust the shoes,

turn

the adjuster

clockwise

until

the shoes are hard against the drum, then slacken off
adjuster by one notch. The general precautionary remarks as mentioned
for the

Lockheed brakes applies

equally to the Girling assemblies.

33

SPORTS

CAR

RUNNING

ADJUSTMENTS

Handbrake Adjustment (both makes)
Adjustment of the rear brake shoes as previously described automatically

readjusts the handbrake mechanism. The cables are correctly set before
leaving the works, and only maladjustment will result from tampering with
the mechanism.

Bleeding the Brake and Clutch Hydraulic System
If a pipe joint is uncoupled, the wheel cylinder cups or clutch operating cyl-

inder are inspected or replaced, the system must be bled in order to expel any
air which may have been admitted.

Air is

comprcssible, and its presence

in

the system will affect the working

of the brakes and clutch.
Whilst the majority or owners will prefer to have these operations carried

out by a Triumph Agent, for the benefit of those desiring to carry out
their own running adjustments, the procedure is as follows

:

1.

Wipe clean the bleeder nipple and fit a piece of rubber tube over ir,
allowing the tube to

hang in a clean container partially filled with

fluid,

so that the end of the pipe is below the level of the fluid.

2.

Unscrew the bleeder nipple one complete turn with a suitable spanner.
There is only one bleeder nipple to each wheel and one nipple on the
clutch operating cylinder.

3.

The fluid reservoir should be filled before commencing the bleeding
operation, and must be kept at least half-filled during the whole
operation, otherwise more air will be drawn into the system via the
master cylinder. Always clean the area around the plug before
removing it; this will lessen the risk of

grit falling into the chamber

after removal of the plug.

4.

Depress the pedal quickly and allow it to return without assistance.
Repeat this pumping operation with a slight pause between each
depression of the pedal. Observe the flow of fluid being discharged

into the glass jar and when all air bubbles cease to appear, hold the

pedal firmly down and securely tighten the bleeder nipple.

NOTE.-Depending upon the position at which a pipe joint in the brake
system has been uncoupled, it will be necessary to bleed the system at

either both front or both rear wheels. If the pipe was uncoupled at the

master

cylinder, then the system must be bled at all four wheels.

PROPELLER

S

If the propeller shaft has been taken apart for any resaon

it

is essential when

re-assembling the front end

splines to see that the arrows on the universal joint

and

propeller shaft end are in line (see Fig.

11,

page 20), so that the propeller

shaft

will

transmit uniform motion.

RUNNING ADJUSTMENTS

The front telescopic dampers fitted do not require any adjustment or topping
up. If the dampers are removed, or for some reason new ones are fitted, it is

advisable to hold them the right way up (in the case of the rear dampers

check the level of the fluid and replenish if necessary), then pump the pistons

to

each end of the stroke. This pumping action dispels any air which may

have entered the chambers. After this operation check the fluid level in the

rear dampers, and in both cases keep the dampers the right way up until

they are fitted into place.

LOOSE

BOLTS

AND

NUTS

All the vital nuts are locked in position by split pins, locking wire, or by an
additional lock nut or lock washer.

It

is, however, desirabIe that the car should

be examined

every

6,000

miles

(10,000

km.) so that if any nut is found to be
loose it may be tightened. The wheel nuts can periodically be checked by
the owner himself and occasionally removed,

oiled and refitted.

The general

examination of the chassis is a mechanic's job.

SPORTS

CAR

ELECTRICAL

SYSTEM

A

12

volt earth return (or one wire) lighting and starting set is fitted.

One
cable should be disconnected from the battery terminal before
removing any electrical unit, otherwise there is a risk of a serious

"

short."

A

list of the maker's numbers and descriptions of all electrical equipment

will be found on page 41.

IGNITION

Failure of the red warning light will not affect the ignition system, but the
bulb should be replaced at the earliest opportunity. The high tension leads
should be examined occasionally and if they are perished or worn through,
replace with the correct ignition cable, which should be obtained only from
your dealer, and should be of the correct length.

The moulded distributor cover should be removed occasionally and wiped all

over with a soft cloth. See that the carbon brush on

the

inside of the moulding
works freely in its holder. Clean away any trace of dirt or dust around the
contact breaker points. The points should be adjusted to give a maximum
gap of 0.015" (0.5 mm.). The distributor fitted to this vehicle has the radio

suppressor built into

the distributor head. This, of course,

means that an

outward inspection of the ignition and coil leads a suppressor will not be

apparent.

If a replacement or spare distributor head is required,
take care to ensure that it is of the correct type with the long carbon
pick-up, which is,

in

fact, the suppressor.

THE

BATTERY

Keep the terminals clean and well covered with petroleum jelly. If they are
corroded, scrape them clean, assemble and cover with petroleum jelly. Wipe
away all

dirt

and moisture from the top of the battery, and make sure that
the connections are clean. Do not over-tighten the wing nuts securing the
battery as this may result in the case becoming cracked.

THE

DYNAMO

The dynamo is of the compensated voltage type

and

operates in conjunction with

the

regulator unit which is housed alongside the cut-out in the control box.

The regulator unit ensures that the dynamo charges the battery

at

the rate

best suited to its condition. It automatically provides a large charging

ELECTRICAL SYSTEM-Dynamo,

Control Box and Fuses

current for a discharged battery and a low trickle charge for a battery in

the fully charged state. The cut-out, operated by dynamo voltage, prevents
discharge of the battery through the dynamo when the dynamo is not
charging, in which condition the ignition warning light will be glowing.

Belt Tightness

It is important that the belt is sufficiently tight to drive the dynamo

but not too tight as would put undue load on the dynamo and water pump
bearings. The correct tension is achieved when the belt can be pressed
inwards

&"--;"

(13-19

mm.) on the longest run,

i.e.,

from the dynamo

pulley to the crank pulley.

It is essential after adjustment has been

made to securely tighten the fixing bolts.

THE STARTER MOTOR

Cleaning and Lubrication

The starter brush gear and commutator will not normally require attention.

After 48,000 miles (80,000

km.)

however, it is advisable to have the

unit

serviced at a Triumph or Lucas Service Depot.
Should the starter pinion become jammed

in

mesh with the flywheel,

then it

can

be released by turning the crankshaft with the starting handle

in

the normal manner, or select top gear and rock the car backwards and

forwards until the pinion releases itself. Do not forget to switch off

the

ignition when carrying out this operation.

CONTROL BOX

The control box, mounted on the scuttle, houses the voltage regulator and cut­out. These units are carefully and accurately set before leaving the works and
must not be tampered with.

FUSES

The fuse carrier is located forward of the control box and houses two operating
and two spare fuses. The top fuse

(50

amp.) protects the horn, while the other

fuse

(35

amp.) protects those items which

can

only operate when the ignition

is switched on,

i.e.,

direction indicators, windscreen wipers, brake light,

petrol gauge and heater

(if fitted).

When replacing a fuse, it is im­portant to use the correct replacement; the fusing value is marked on a
coloured paper slip inside the tube.

A

blown fuse will be indicated by the failure of all the units protected by it

and is confirmed by examination of the fuse. If it is not possible to locate

the

cause of the trouble and the new fuse blows immediately, the equipment

should

be

examined

by

a Triumph or Lucas Agent or Service Depot.

37

SPORTS

CAR

ELECTRICAL

SYSTEM-Dynamo, Control Box and Fuses

current for a discharged battery and a low trickle charge for a battery in
the fully charged state. The cut-out, operated by dynamo voltage, prevents
discharge of the battery through the dynamo when the dynamo is not
charging, in which condition the ignition warning light will be glowing.

Belt Tightness

It is important that the belt is sufficiently tight to drive the dynamo

but not too

tighc as would put undue load on the dynamo and water pump

bearings. The correct

tension is achieved when the belt can be pressed

inwards

&"--2"

(15-19

mm.) on the longest run,

i.e.,

from the dynamo

pulley to the crank pulley,

It is essential after adjustment has been

made to securely tighten the fixing bolts.

THE

STARTER MOTOR

Cleaning and Lubrication

The starter brush gear and commutator will not normally require attention.
After 48,000 miles (80,000

km.)

however, it is advisable to have the unit

serviced at a Triumph or

Lucas Service Depot.

Should the starter pinion become jammed

in

mesh with the flywheel,

then it

can

be released by turning the crankshaft with the starting handle

in

the normal manner, or select top gear and rock the car backwards

and
forwards until the pinion releases itself. Do not forget to switch off the
ignition when carrying out this operation.

CONTROL BOX

The control box, mounted on the scuttle, houses the voltage regulator and cut­out. These units are carefully and accurately set before leaving the works and
must not be tampered with.

FUSES

The fuse carrier is located forward of the control box and houses two operating
and two spare fuses. The top fuse

(50

amp.) protects the horn, while the other

fuse

(35 amp.) protects those items which can only operate when the ignition

is switched on,

i.e.,

direction indicators, windscreen wipers, brake light,

petrol gauge and heater

(if fitted).

When replacing a fuse, it is im-

portant to use the correct replacement; the fusing value is marked on a

coloured paper slip inside the tube.
A blown fuse will be indicated by the failure of all the units protected by it

and is confirmed by

examination of the fuse. If it is not possible to

locate the
cause of the trouble and the new fuse blows immediately, the equipment
should

be

examined by a Triumph or Lucas Agent or Service Depot.

37

SPORTS

CAR

ELECTRICAL

To

CHECK

AND

ADJUST

ALIGNMENT

Park the car in front of a garage door or

SYSTEM-Lamp

wall

and square to
must stand on level ground and the front of the lamps should be
irnztely

25

ft.

(7.5

m.) from the " screen." The car should

the tyres at the correct pressures.

A

paint

should

bomet,
above the ground level as indicated

(A),

measured equally about the centre

oil

ehc

head lamps and adjust the lamps,

of each

circle of light coificides

be marked on the screen in fine

Two

crosses should

be

drawn

with

by

on

(B),

the

the

and

point

if

necessary,

cenxre

with

"

xsrcn

35i"

(see

of

Fig.

its

it.

The car
approx-

be

unladen and

the centre

"

27"

(1,150 mm.)

231,

until

of

(680

warn.)

apart

Switch

the centre

respective cross.

he

ELECTRICAL SY

STEM-Lamps, etc.

If adjustment is necessary, proceed as follows

:

Withdraw the front rim after removing the securing screw.

Remove
the dust-excluding rubber. This will reveal three screws (see arrows,
Fig.

24),

which can be adjusted to align the reflector correctly. When

the correct alignment has been obtained, replace the rubber and rim.
It is advisable to start adjustment with each screw screwed out half-way

;

this will ensure correct fitting of the rim when assembled.

Parking Lamps (Front) and Direction Indicator Flashing Lamps

To remove bulb, peel back the rubber ring and remove rim, then the bulb
can be withdrawn. When replacing rim, first slip the edge over the two
small lugs, then peel back rubber as rim is fitted. Ensure that the rubber
is located correctly over the rim edge, otherwise vibration may cause the
rim to become detached.

Tail and Direction Indicator Flashing Lamps

To gain access to the bulb, remove the cover, which is secured by two
screws.

Number Plate Illuminator and Brake Lamp

To gain access to the bulbs, remove the securing screw and withdraw
the cover.

Ignition Warning Light

Each bulb holder can easily be

Direction Indicator Warning Light

withdrawn from the rear of the

High Beam Warning Light

panel for bulb renewal.

Instrument Panel Lights

Replacing these bulbs is best left to the safe hands of a Service Station.

WINDSCREEN WIPER

For operation, see page

8.

DIRECTION INDICATORS

These are of

the

flashing type operating in the dual filament bulbs

in

the

parking lamps at the front and the tail lights at the rear. The flasher

unit

is

situated close to the control box underneath the

bonnet.

WINDTONE HORNS

Each electric horn, before being passed out of the works, is adjusted to give
its best performance and

will

give long periods of service without any attention.

No adjustment is required in service.

If for any reason the note is unsatisfactory, do not attempt to dismantle the
horn, but return it to a Lucas Service Depot for examination.

ELECTRICAL SYSTEM-Spedication

ELECTRICAL COMPONENT SPECIFICATION

1

Model Service ~ucas 1 volt-

l

Battery
Control Box
Coil
Dynamo

Distributor
Starter
Fuse Box

Flasher Unit
Horns

Windscreen

Wiper Motor
petrol Gauge Jaeger
Tank Unit

GTW9A/2 4011557 Head Lamps

......

1

RB106/2

......

B12 type L (home model)

......

C39PvL,21

type

DM2 type

1

V167 or 40480A

......

~418~ 25541F Front Parking Lamps

type V164 Tail Lamps

......

S.F.6
F.L.3

......

l

I

DR2 (-73105 Indicator Warning Lights

......

'

TA l&

I

No. No. age Watt.

---

1

37182 Left-hand dip, both lamps

Left-hand dip, both

L0

1

40403A

l

033240 Number Plate Illumina-

35003A

(export model)

Fght-hand

Vertical dip

tion and Brake Lamp

Lights and Direction l 987 12 2.2

~0.i

Fuses

~

......

di~

.. . . . .

1

>,

l

'

I

....

. .

50 amp. l 188219

I

35 amv. I 188218

I

Servrce

I

No

SPORTS

CAR

RADIO

For operating instructions, see the radio leaflet provided with the set. The
set is protected against possible electrical damage due to a short by a

5

amp.
fuse housed in the main lead union. The aerial mast should always be
lowered when the set is not operating.

HEATER

The heater is of the re-circulating type, with a combined rheostat and
ON/OFF switch on the dash panel to regulate the speed of the fan. At
the right-hand rear end of the cylinder

head, under the bonnet, a screwed
cock can be turned to vary the amount of hot water which is to be fed
to the heater unit from nil to maximum flow. Shutters on the underside
of the heater unit control the downward flow of air from the heater into
the car. Closing the shutters will not

affect the air flow to the demister slots.

Operation

The Laycock de Normanville overdrive unit effects a reduction in overall
gear ratio by means of a train of epicyclic gears which are brought
into action by a hydraulically operated cone clutch. Movement of the
electrical switch mounted on the outside of the dash panel will bring the

overdrive into operation. To

tzke the overdrive out of operation, return

the switch to its original position. The electrical circuit is

only complete

when the gear

lever is in

the position of top gear on earlier models and top,
3rd or 2nd gears on later models. Care should be taken on the earlier models
not to move the gear lever out of the position of top gear at road speeds

in

excess of

75

m.p.h.

(120

k.p.h.), and

it

should be remembered also that if

the overdrive switch

is

made, returning the gear lever from third to top

gear will automatically re-engage the overdrive unit.

Lubrication

The oil used for both lubrication and for the hydraulic pump

is

the same
as and connected with that of the gearbox. The two units also having a
common filler orifice in the gearbox top cover. With an overdrive fitted it
is inadvisable to use

hypoid gear oils as these may be detrimental to

the

operation of the unit.

Draining

There

is

a drain plug fitted to the overdrive unit, and when draining the

gearbox it is necessary to remove both the drain plug on the gearbox and

the drain plug on the overdrive unit.

WIRE

WHEELS

Cars fitted with disc brakes have detachable hub extensions each secured by
four nuts. This should be checked occasionally for tightness and especially
after the first

500

miles from new or when replacement parts are fitted.

The correct tightness is

60-65

ft. lb.

Fig.

25

Engine cross section.

43

SPORTS

CAR

SPORTS

CAR

710 9N19N3

80

37XV XVXX

(170

HLIA LNI

RECOMMENDED LUBRICANTS-BRITISH ISLES

MOBIL

Mobiloil

A

WAKEFIELD

I

B.P.

Esso

ENGINE

Summer

3uckham's NOL

"

Thirty

Castrol Energol

XL

I

S.A.E. 30

Shell X-100

30 Esso Extra

Motor Oil

2owi30

Winter

Duckham's

NPL

"

Twenty

Mobiloil

Arctic
Mobil

Upperlube

Castrolite

I

Energol

S.A.E.20W

Shell X-100

20/20w

Esso

U.C.L.

Upper Cylinder
Lubricant

......

Duckham's

Adcoids

Castrollo Energol Shell

Donax U

GEARBOX

3uckham7s NOL

"

Thirty

Mobiloil

A

Castrol Energol

XL

I

S.A.E. 30

Shell X-100

30

Essolube

30

REAR AXLE
STEERING GEARBOX

:

PROPELLER

SHAFT JOINTS

. ..

Duckham's

Hypoid 90

Mobilube

G.X. 90

Castrol

I

Energol

HYPY

EP

S.A.E. 90

Esso Expee

Compound 90

Shell Spirax

90 E.P.

Duckham's

NOL EP 140

Mobilube

G.X. 140

Castrol

Energol

Hi-Press

I

E.P. S.A.E. 140

Shell Spirax

140 E.P.

Esso Expee

Compound 140

FRONT WHEEL HUBS

Castrolease

Castrolease

Wakefield

Everyman Oil

REAR WHEEL HUBS and
ENGINE WATER PUMP

Duckham's

LBlO

Mobilgrease

M.P.

Energrease

C3

Shell

Retinax

A

Esso

Multi-purpose

Grease

H.

(Hand Gun)

CHASSIS. Grease Nipples

(Hand

or

Pressure Gun:

Oil Points

(Oil

Can)

Body and Chassis

.

.

E4obil Handy

Oil

Energol

S.A.E. 20W

Shell X-100

20/20W

Esso Handy

Oil

REAR ROAD SPRINGS

PAINT WITH OLD REAR AXLE OR ENGINE OIL

HANDBRAKE CABLES

Duckham's Mobilgrease Castrolease

Brake Energrease Shell

Keen01 KG 16 M.P.

I

Cable Grease

(

C3G

I

Retinax A

Esso Graphite

Grease

BRAKE AND
CLUTCH

Lockheed

RESERVOIR

Girling

GENUINE

LOCKHEED HYDRAULIC BRAKE FLUID

WAKEFIELD GIRLING BRAKE AND CLUTCH FLUID

TRIUMPH

TR2

&

TR3

SERVICE INSTRUCTION MANUAL

PART

2

Issued

by

STANDARD-TRIUMPH SALES

LTD.

This Manual has been prepared with a view to assisting

Standard Distributors and Dealers, at Home and Over­seas, to give an efficient repair and maintenance service
to owners of this Model.

The book is divided into seventeen sections, which are
separately indexed and indicated alphabetically. These
sections deal with the main components, equipment,
specialised tools and general data.

Dimensions and working clearances, together with other
useful data, are summarised at the beginning of various
sections with a view to facilitating reference by
repairers.

The Manual covers the specification of this Model
existing at the time of printing. Revised editions or
supplements will be made available as developments are
considered to justify such issues. In the meantime all
our Agents are kept fully up-to-date on Service matters

by the monthly issue of Service Information Sheets.

Although this Manual is primarily intended for the use
and guidance of Standard Distributors and Dealers and

other members of the Motor Trade, owners of this

Model can purchase copies through their local Standard
Distributor, but such orders will not be accepted direct

by Standard -Triumph Sales Ltd.

NDE

General Dat

...

Front Suspension

an

Steering

...

Bend back pages to
disclose black indicators
in line with markers.

SECTION

PAGE

63

81

141

155
173

25

255

265

275

281

297

33

357

385

411.

417

Service

Instruction

AI

Manual

GENERAL

DATA

SECTION

A

......

......

......

......

...... ......

......

......

......

......

......

,..,..

......

......

......

......

......

......

Tyres

......

......

......

......

......

GENERAL

DATA

GENERAL

DATA

Summaries of dimensions and tolerances,
relative to various components are given at the
commencement of the respective sections to
which they refer.
instances, in
the body of

ths manual, such

Whlst data given, in some

ths section appears elsewhere in

information being
frequently required, it is considered desirable
that it should be summarised in this section for
easy reference.

For the convenience of overseas readers, a
table of metric equivalents is included in this
section.

CHASSIS SPECIFICATION
Engine Details

Type

......

O.H.V. Push

Rod

Operated.

Bore of Cylinder
Stroke of Crank

3.268" (83

......

3.622" (92 mm.)

....

mm.)

Cubic Capacity

121.5 cu ins.

(Swept Volume)

Compression Ratio
Firing Order

......

.....

......

(1,991

c.cs.)

8.5
1, 3,4, 2

Compression Pressure

(With three Spark­ing Plugs fitted and
com ression gauge

F

ourth cylinder

in
engine warm, throt­tle set at tick
using 20 SAE oil
and operating the
starter)

......

over,

......

Average

120 lbs. per sq.

realng

in.

(8.4 kgs. per sq. cm.)

Sparking Plug

Make and Type

Champion No.

......

LlOS
High speed work No.
L1 1s.

g''

Sparking Plug Reach
Sparking Plug Gap
Distributor

............

......

Distributor Break Gap

(12.700 mm.)

.032" (.S

mm.)

Lucas DM2 P.4

.015" (.4 mm.)

Ignition Setting

4" B.T.D.C. (Based

(Full Retard)

......

on the use of

he1
with a minimum Oc­tane value of

80).

Vacuum Advance Basic setting 4 divi-

......

sions.

Inlet Rocker Clearance

Touring,

.O1ol'- (.25 mm.)

High Speed

Motoring

.013" (.33 mm,)

Exhaust Rocker Clear-

......

ance

......

Touring

.012" f.30 mm.)

High

spe;d ~otohn~

.013" (.33

mm.)

The above measurements are based on a cold

engine.

Crankshaft

......

Three journal molyb-

......

denum manganese
steel stamping with
integral balance
weights.

Crankshaft Bearings

Vandervell bi-metal

....

shell bearings.

Crankshaft Thrust

Four half semi-

......

circular white metal
faced washers fitted
in pairs either side of
the centre bearing.

60-ton molybdenum

Connecting Rods

......

manganese steel

stamping with big
end caps offset to
camshaft side.
Floating gudgeon pin

secured by circlips.

Connecting Rod Bear-

ings, Big End

......

Lead

indium bronze

bearings.

......

Small End
Pistons

......

......

Clevite Bush.

......

Aluminium alloy split

skirt

compensatmg

type, graded

F.

G or

H.

......

All

Piston Rings

fitted above gud-

geon pin.

Compression Rings

Scraper Ring

Camshaft

......

Cast iron,
Cast iron,

......

......

Special cast iron with

.062" wide.
,156" wide.

four bearings and

silent

cont6ur sym­metrical cams.
Driven by Duplex
chain.

GENERAL

DATA

Camshaft Bearings

......

Lubricating System

......

OilPump

......

......

Oil Pressure

......

......

Oil Cleaner

......

......

Carburettors

......

Valve Timing

......

Cooling System

......

Pressurised Radiator
Radiator Temperature

Front Bearing--cast

iron sleeve

;

2nd,

3rd and 4th

direct in crankcase.

After Engine No. TS
9095E engines will be
fitted with replace­able Vandervell
shell bearings, See
TR3 Supplement
Engine

Section

"B".

Wet Sump. Capacity

11 pints.

Hobourn Eaton high

capacity double ec­centric rotor.

Feed

to

main bearings, big
end bearings and all
camshaft bearings
under pressure.

70 lbs. sq. in. at 2,000

r.p.m. (4.9 kg. sq.cm.)

Purolator by-pass flow

system with

re-

placeable cartridge.

Twin

S.U. H.4.

Standard needles FV.

For high speed
motoring

G.C.

needles.

With valve rocker

clearance set at

.015"

(.38

mm.)

Inlet Valve opens at

15"

B.T.D.C.

Exhaust Valve

closes at

15" A.T.D.C.

15" is equivalent to

.O8l" piston travel

or

1.5" (3.81

cms.),

measured round the

flywheel adjacent to
the starter teeth.
Dims. on fan pulley

=

.72".

Thermostatically con-

trolled.

Pressure release at

3-f lbs.

Normal running should

not exceed 185°F.

(85°C.).

Capacity of Cooling

System

......

......

13 pints

(7.4

litres).

With Heater

......

14 pints

(8

litres).

Thermostat

............

Frost Precautions

......

Degrees of Frost

(Fahrenheit)

......

Proportion

......

......

Amount of " Bluecol

"

(Pints)

......

......

Piston Speed

............

Flywheel

......

......

Commences to open

at 150°F. (70°C.).

Fully open at 197°F.

(92°C.).

With

"

Smith's Blue-

col

"

anti-freeze mix­ture. Other brands
as recommended by
their manufacturers.

1.5 2.5

3

2,850

fc./m.in.

at 4,800
r.p.m. (This speed
is equivalent to 100
m.p.h. in

"

Normal

"

top gear.)

Cast Iron with induc-

tion hardened
shrunk-on steel
starter ring gear.

Clutch

......

......

Borg and Beck 9"

single dry plate. Hy­draulically operated.
Ball bearing clutch
throw out.

Gearbox

......

......

Four forward ratios and

reverse. Synchro­mesh on

2nd, 3rd and
top forward ratios.
Silent helical gears.
Oil

filler combined

with

dipstick.

Ratios

Overdrive

Top Top 3rd 2nd 1st Rev.

Gearbox .82 1.00 1.325 2.00 3.38 4.28
Overall 3.03 3.7 4.9 7.4 12.5 15.8

RearAxle

......

......

Hypoid Bevel Gears.

Taper roller bear-

ings on differential

and

for Hypoid

Pin-

ion Shaft. Ball bear-

ings for road wheels.

Shim adjustment for

Pinion

and

Crown

Wheel

adjustment.

GENERAL

DATA

Rear Axle Ratio

......

Wheels

......

Suspension

Brakes

......

......

Steering

......

Battery

......

Steel Disc Type with

chrome nave plates

(wire wheels op­tional extra.).

......

Coil springs for

in­dependent front sus­pension with tele­scopic dampers
Wide semi-elliptic
springs at rear,
controlled by piston
type dampers.

......

Lockheed Hydraulic

10"

X

2%" front,

9"

X

12" rear. (After

Commission No.

TS.5481 10"

X

2i"

front

and rear.) Two

leading

shoe type

used on

front

wheels, leading

and

trailing shoe type on
rear wheels. Alloy
cast iron brake
drums. Foot opera­tion hydraulic on all
four wheels. Hand
operation mechani-

cal

on rear wheels

only.

......

High Gear

Cam

and

Lever

typc

unit. Op­tional or use on
right or

left hand

drive. 17"

(431

mm.)

steering wheel

with

three spoke spring
we.

......

12 volt, 5 1 amp. hour

capacity, located un­der bonnet.

Performance

Data

B.H.P. (Road Setting):

90 at 4,800

r.p.m.

Maximum torque

:

1,400

Ib./ins. at

3,000

r.p.m., equivalent

to 145

lbs./sq.ins.

.

B.M.E.P.

(See

also

Fig.

1).

Maximum Speeds

(Touring Trim)

......

TopGear

110m.p.h.

175km.p.h.

3rd

Gear

......

75 120

......

2nd Gear 45 75

......

1st Gear 25 40

AI

Engine R.P.M.at 10 m.p.h. 10 lun.p.h.

Top Gear

......

500 310

3rd Gear

......

660 410

2ndGear

......

1,000 620

1st Gear

......

1,680 1,050

Rev. Gear

......

2,130 1,325

Acceleration Two

Up

Gear Speed Time
TOP

20-40

M.P.H.

9 secs.

(32-44 Km.P.H.)

30-50 M.P.H. 9

secs.

(48-80

Km.P.H.)

Through 0-50 M.P.H. 8 secs.
Gears (0-80

Km.P.H.)

0-40

M.P.H. 12 secs.

(0-96

Km.P.H.)

Fuel Consumption

......

......

Petrol 26-32 m.p.g. (10.87

-8.83 litres per

100

km.).

Oil

......

......

......

3,000 m.p.g. (1,100

km.

per litre.)

Car Dimensions

......

Wheelbase

......

7' 4" 224 cms.

......

Track-Front

3'

9"

1 14 cms.

......

Rear

......

3'

9i" 1 16 cms.

Front wheel

alignment

......

"

Toein"

3".

Ground clearance

(underaxle)

......

6" 15.2 cms.

T&g

Circle

......

(between Kerbs)

32'

0" 9.75 metres

Overall Dimensions

......

Length

......

12' 7" 384cms.

Width

..-..

4' 74" 141cms.

Height (unladcn)

.....

Hood erect 4'

2"

127 cms.

Top of Screen

......

3'

10" 117 cms.

Hood down and

Screen removed

......

3' 4" 102 cms.

......

Luggage

Space

See

page 5

of

this

section.

GENERAL

DATA

R.

l?

M.

Fig.

I

Power

Curve.

4

GENERAL

DATA

Body Dimensions

Hood erect

......

Top of Windscreen
Top of Steering Wheel

(See Fig.

......

50"
46"

......

40"

2).

Road to Top of

Scuttle

Pedal to squab."

......

......

37"
324"

to

428"

Seat to Hood

......

36"

Squab to Steering

Wheel

......

......

8"

to

18"

Seat to Steering

Wheel

......

Seat to Floor
Squab Height
Sidescreen Width

......

......

......

......

6"

app.

19"

31+"

Fig.

2

1,,270
1,168
1,016

940
825

1,079

914
203

457

152
216
482
8QO

Body

mm.
mm.

mm.

mm.

to

mm.
mm.

to

mm.

mm.

mm.

mm.
mm.

Dimensions.

Boot

Height at Hinges
Height at Locks
Length of Opening

Width of Opening

Luggage Space Behind Seats

Depth of Space
Length of Space
Width of Space

Width at Elbows
Width of Seat

Space between Seats

Passenger Leg Room

......

144" 368

......

7"

......

Max. 262" 679

Min.

......

Max. 45" 1,143

Min.

......

Max. 23" 584

Min.

......

Max. 20" 508

Min.

......

344" 876

......

45" 1,143

......

......

.....

183" 476

414" 1,054

139" 342
15" 381

18" 457

54"

Max. 34" 863

Min.

24

177

139

609

mm.
mm.
mm.
mm.
mm.
mm.

mm.

mm.
mm.
mm.

mm.

mm.

mm.

mm.

mm.

mm.

GENERAL DATA

Car Weight

Complete Car with

Tools, Fuel and
Water

18 cwts. 3 qrs. 7 lbs.

Shipping Weight

17 cwts. 2 qrs. 21 lbs.

Tyre Sizes and Pressure

......

Tyre Size

......

5.50"-15".

Tvre Pressures

Although no particular

skill is required

in
their application, an elementary know­ledge of the correct way to fit them is
necessary. It is not intended to refer to

(955 kg.)

each type of speed nut in detail and, in any
case, the types at present in use are likely to

(902 kg.)

be increased as production proceeds and the
desirability of their employment becomes

apparent.

2.

DESCRIPTION

Front

. .

22 lbs./sq. in. 1.55 kgsq./.cm.

Rear

.

24 lbs./sq. in. 1.7 kg./sq. cm.
Where cars are to be used for racing or special
high testing it is desirable that the

Dunlop

Rubber

Company be consulted

for special tyres.

Water Capacity

Cooling System

......

13 pints 7.4 litres

With Heater Fitted

.......

14 pints 8 litres

Oil Capacity

Engine-From Dry 11 pints 6.25 litres

Drain and

....

Refill 10pints 5.7litres

......

Gearbox

......

l$ pints .85 litres

,,

with Overdrive

3+

pints 2.0 litres

From Dry

......

Rear Axle

......

l+

pints .85 litres

Petrol

Petrol Tank capacity 124 galls. 57 litres

Body Specification

Two seater open sports, all weather equipment.
Detachable windscreen of Triplex safety glass.
Provision for fitting aero screens.

Steel body rust-proofed.

Front wings, rear wings and complete front

panel are bolted on detachable type.

Door hinged at front.

SPIRE SPEED NUTS

I.

GENERAL NOTES

These speed nuts are being used in in­creasing numbers on our products at the
present time

in

the place of nuts and lock

washers, as, in many instances, they

sim-

plfy

manufacturing processes and speed up

assembly work.

Spire speed nuts provide a compensating

thread lock. As the screw

is tightened, the
two arched prongs move inwards to engage
and lock against the flanks of the screw
thread. The prongs compensate for toler­ance variations in the screw.

A

spring
locking action is provided by compression
of the arch in both prongs and base as the

screw is tightened. The combined forces
of the threaded lock and that provided by
the spring prevent loosening due to vibra­tion.

3.

TIGHTENING TORQUES

Unlike normal threaded nuts, spire speed
nuts do not require a

great

deal of torque
when tightening the screw. The retention
of the screw by the nut depends on spring

tension alone. When tightening a screw
into

a

speed nut, only sufficient torque

should be used to produce the thread and

spring lock shown in Fig. 3. Excessive

Fig.

3

Showing an Untightened Spire Nut on the
left of the illustration and on the other
side a fully tightened one.

torque will only distort the ends of the
prongs and affect their spring tension and
may even break them.

Spire speed nuts

can

be used indefinitely
providing they have not been damaged by
over-tightening.

GENERAIL

DATA

REAR

ARBOX

AXLE

NUMBER

NUMBER

-

COMM!SSION

NUMBER

'

GENERAL

DATA

MENDED

LU

RICANTS

BRITISH ISLES

SHELL Esso DUCKHAM'S

VACL'UM

l

ENGINE

Summer

Shell X-100 Essolube Duckham's

1

Mobiloil

1

NOL

1

30

"

Thirty

"

'

I

A

Castrol

XL

Energol

S.A.E. 30

Shell X-100 Essolnbe Duckham's

l

Mobiloil

NOL

20/20W 20

"

Twenty

"

Arctic

Energol

S.A.E. 20

Castrolite

Winter

Upper Cylinder
Lubricant

.

....

Castrollo

!

Essomix Mobil

Donax U

I

Adcoids

Duckham's

1

Upperlube

Energol
U.C.L.

P

GEARBOX

Shell X-100 Essolube

Mobiloil

30 30

A

l

Castrol

XL

Energol

S.A.E. 30

REAR

AXLE

......

.....

STEERING GEARBOX

..

...

'ROPELLER SHAFT JOINTS

Shell Spirax Esso Expee

I

Duckham's

I

Mobilube

Castrol

HYP~Y

Castrol

Hi-Press

Energol

90

E.P.

I

Compound 90

I

Hypoid 90 G.X. 90

EP S.A.E. 90

Shell

Spirax Esso Expee Duckham's NOL

140

E.P.

I

Compound 140

1

EPT 140

1

~??&

Energol

E.P. S.A.E. 140

FRONT

WHEEL

HUBS

Esso High Tem­perature

Grease

Castrolease

W.B.

REAR WWEEL HUBS

and

ENGINE

WATER PUMP

(Hand

Gun)

Shell Mobil

Retinax

A

Hub Grease

Esso

Grease Mobilgrease

Larninoid Soft No. 4

Castrolease

Heavy

Energrease

C3

CHASSIS. Grease Nipples

(Hand

or Pressure

Gun)

Castrolease

CL

Oil

Points

(Oil

Can)

Body and Chassis

....

.

Shell X-100

/

Essolube Duckham's NPL Mobil

20/20W

20

l

"

Twenty Handy Oil

Shell Duckham's

Mobil

Penetrating Laminoid Spring Oil

Oil Liquid

Casuolite Energol

S.A.E. 20

REAR

ROAD SPRINGS

Castrol

Penetrating

Oil

Energolb

Penetrating

Oil

L

ALTERNATIVELY USE

REAR

AXLE OR ENGINE OIL

HANDBRAKE CABLES

......

BRAKE

RESERVOIR

......

GENUINE LOCKHEED HYDRAULIC

BRAKE

FLUID

!

Duckham's Mobil Castrolease

Retinax

A

Graphite Keen01 Graphited

1

Brake Cable

1

KG

L6

Grease Grease Grease

Energrease

C3G

GENERAL

DATA

RECOMMENDED

LUBR

OVERSEAS COUNTRIES

Esso

Energol Motor

Oil S.A.E. 40

Shell X-100

40

Essolube

40

ENGINE

Air Temp. "F. Ducf?lam's NOL
Over

70'

.

1

Forty

''

Mobiloil Castrol

"

AF

"

l

XXL

40" to 70"

....

Du$ham's NOL

)

Thirty"

Mobiloil Castrol

Energol Motor

Oil S.A.E. 30

Shell X-100

30

Essolube

30

10" to

40"

..

.

Duckham's NOL

"

Twenty

"

Mobiloil Castrolite
Arctic

Energol Motor

Oil S.A.E. 20W

Shell X- 100

20i20W

Essolube

20

Essolube

10

-10" to 10"

..

.

Duck$am's NOL

1

Ten"

Mobiloil Castrol

Energol Motor

Oil S.A.E.

10W

Shell X-100

low

"

Five

"

Mobiloil Castrol

Castrollo

Upperlube

Energol Motor

Oil S.A.E. 5R'

Shell X-100

5W

Esso Extra

My,tor

Oil

"

Zero

Shell

Donax

U

Esso Upper

Motor Lubricant

Energol

U.C.L.

Ducljfiam's NOL

Over

70"

...

1

Fifty

"

Mobiloil

BB

1

CastrO1

Energol Motor

Oil S.A.E. 50

Shell

X-

100

50

Essolube 50

Mobiloil Castrol

A XL

Energol Motor

Oil S.A.E. 30

Shell X-100

30

Essolube 30

Duckham's NOL

Over 10" to 70"

"

Thirty

"

GEARBOX

Duckham's NOL

i

Mobiloil Castrolite

Arctic

Energol Motor

Oil S.A.E. 20W

Shell X-100

20/20W

Essolube

20

"

Twenty

"

Below 10"

....

STEERING GEARBOX

Duckham's

Over

10"

. ..

Hypoid 90

Energol

EP S.A.E. 90

S hell

Sgirax

90EP

Esso

XP

Compound 90

Esso

XP

Compound 80

REAR

AXLE

Duckham's

Below

iG

Hypoid 80

Castrol

GX 80 Hypoy 80

Energol

EP S.A.E. 80

Shell

Spirax 80EP

Mobilube Castrol

GX 140 Hi-Press

Energol

EP S.A.E. 140

S hell

Spirax

140EP

Esso

XP

Compound 140

PROPELLOR SHAFT

Duckham's NOL

jOINTS

.. . .

.

/

EPTl40

Esso

Bearing

Grease

FRONT

WHEEL

HUBS

D.uckham7s

1

LBlO

Castrolease

1

W.B.

REAR

WHEEL HUBS

Duckham's

and

ENGINE

WATER

H.B.B.

PUMP

(Hand

Gun)

Castrolease

Mobilgrease

MP

Castrolease

Energrease

C3

Shell

Retinax

A

Esso

Chassis Grease

CHASSIS

......

......

....,

Duckham's

Grease Nipples

Laminoid Soft

(Hand

m

Pressure

Gun)

Oil

Points

Duckham's

NOL

(Oil

Can)

"

Twenty

"

Body & Chassis

Castrolite

Energol Motor

Oil S.A.E. 20W

Shell X-100

2012ow

Esso Handy

Oil

Energol

Penerrating

Oil

Duckham's

REAR

ROAD

SPRINGS

Laminoid

Liquid

Mobilgrease

Castrol

MP.

I

Penetrating

oil

Shell

Donax P

Esso

Penetrating

Oil

I

ALTERNATIVELY USE

REAR

AXLE OR ENGINE OIL

Duckham's Mobilgrease Castrolease Energrease Shell Esso

HANDBRAKE

CABLES

Keen01 M.P. Brake Cable C3G

Retinax A Spring

KG16 Grease Grease

GENUINE

LOCKHEED HYDRAULIC BRAKE FLUID

-

Ref

A

GENERAL

DATA

ITEMS

1

DETAILS

Steering Swivels

......

. (4 nipples)

I

Outer Tie Rod Ball
Joints

............

......

(4

nipples)

Steering

Slave Drop

Amt

Pivot

(1

nipple) I STROKES

Lower Wishbone Outer Bushes

(4 nipples)

(

...........

Cable

......

(!

nipple)

Handbrake

Compensator

......

(2

nipples)

Clutch Shaft Bearings

...........

(2 nipples)

31

Engine Water Pump

......

Sz:iES

.....

.....

(2

nipples)

......

Front

......

......

(2

nipples)

Fitted up to

Commission No. TS.

5348

only

Ignition Distributor

Handbrake Lever

Carburettor

Dashpots and Control Linkages

AS

RECOM-

Door Locks, Hinges, Bonnet Safety Catch,

MENDED

Boot and Spare

Wheel Locks

....

Dynamo

........

......

......

.....

/

TOP UP OIL

LEVEE

Engine Sump-------

DRAIN & REFILL

WITH NEW OIL

......

......

Oil

Filler Cap ............

......

WASH

TOP UP OIL

LEVEL

Gearbox

DRAIN & REFILL

WITH NEW OIL

......

.....

Rear Axle

.....

......

....

Steering Gearbox

.....

.....

......

...

,

LEVEL

1

TOP UP OIL

THREE OR

Propeller Shaft

FOUR

STROKES

WITH OIL GUN

Universal Joints (2 nipples)

.....

Road Springs

......

.

.

.....

....

CLEAN

AND

OIL

......

....

......

Air Cleaners

....

......

OIL AS

RECOMMENDED

Hydraulic Blslke and Clutch Reservoir

TOP UP FLUID

......

LEVEL

Mileage

Interval

Thousam

of

Miles:

1

1

1

]h

14

5
5
5

5

GENERAL

DATA

ENGINE

NUT TIGHTENING TORQUES

Operation

I

CONNECTING ROD CAPS

I

1',"

UNF Bolt

1

105312

1

55-60

1

CYLINDER HEAD

1

MAIN BEARING CAPS

/

4"

X

13

NC Setscrew

1

57121

1

85-90

1

Description

I

FLYWHEEL ATTACHMENT

P

CRANKSHAFT

/

3"

::

24 NF Setscrew

1006

1

4246

1

4''

UNF and UNC Stud

I

TIMING CHAIN WHEEL TO CAM-

SHAFT

&"

x

18 NC Setscrew

1

56370

1

2&26

/

Der.ail

No.

106960
106959

I

OIL PUMP ATTACHMENTS

I

h"

X

24 UNF Stud

I

HN.2008 1 12-14

1

Specified

Torque

Range

lb./ft.

MANIFOLD ATTACHMENT

I

REAR OIL SEAL ATTACHMENT

I

f"

x

20 UNC Setscrew

I

UN.0755

1

8-10

1

Remarks

100-105

3"

NC Stud

Tighten nuts with en­gine cold.

-

CLUTCH ATTACHMENT
ATTACHMENT OF END PLATES

I

SUMP ATTACHMENT

I

h"

x

18 NC Setscrew

1

100749

1

16-18

1

ATTACHMENT OF OIL FILTERS

I

PULLEY TO WATER PUMP SPINDLE

h

fl

n

24 UNF

I

TN.3208

1

16-18

1

/

Sirnrnonds Nyloc Nut

h''

l8 UNC Setscrew

x

18 UNC Bolt

h''

x

18 x 24 UNC

1{~~.0874

1

18-20

1

Bolts HB.0882

Cap Nut DN.3408
Bolt HB.0856

1

DYNAMO BRACKET TO BLOCK

1

h"

X

18 UNC Setscrew

1

HU.0856 1 16-18

1

I

DYNAMO TO BRACKET

AND

PEDES-

R''

x

24 UNF

TAL Setscrew and Bolt

-

HU.0856
HU.0856

ROCKER PEDESTAL

#"

NF and NC

Stud

108205 24--26

I

OIL GALLERY PLUGS

20

14--16

102785 32-36 Tighten on to copper

I

HU.0954

1

24--26

1

washer.

Tapped into

Aluminium

I

ATTACHMENT OF STARTER MOTOR

I

9"

x

24 NF Bolt

I

NB.0915

1

2628

[

I

I

I

l

WATER PUMP ATTACHMENT

#"

X

16 UNC Bolt HB.0971 2628

X

16 UNC Bolt HB.0968 26-28

I

PETROL PUMP ATTACHMENT

I

ha

NF and NC Stud 31ST 12-14

I

131CO56

I

I

THERMOSTAT ASSEMBLY TO CYL-

h"

X

18 UNC Bolt HB.0878 16-18

INDER HEAD

fk"

X

18 UNC Bolt HB.0866 16-18

INLET TO EXHAUST MANIFOLD

fk"

X

24 UNF Stud

100419 12-14

I

DYNAMO TO PEDESTAL FRONT

I

fk"

X

24 UNF Bolt

1

59115

1

1618

1

GENERAL DATA

NUT

Operation Description

GEARBOX

I

FRONT COVER TO GEARBOX
EXTENSION TO GEARBOX

I

TOP COVER TO GEARBOX

/

ATTACHMENT OF ENGINE TO

GEARBOX

I

REAR MOUNTING TO GEARBOX

EXTENSION

FRONT SUSPENSION

BACK PLATE AND TIE ROD LEVERS

TO VERTICAL LINKS Setscrews and Bolts

WHEEL STUDS AND NUTS

I

/

BALL PIN TO VERTICAL LINK

r

TOP

\YrISHRONE TO FULCRUM PIN

/

SPRING PAN TO WISHBONE

l

TIE ROD TO IDLER LEVER AND

DROP-ARM

/

TOP INNER FULCRUM PIN TO

CHASSIS

I

LOYJZR FULCRUM BRACKET TO

CHASSIS

I

LOWER WISHBONE TO FULCRUM

PIN Nyloc Nut

FRONT HUB TO STUB AXLE

TIGHTENING TORQUES

I

A"

X

18 NC Setscrew

I

X

18 UNC Bolt

A"

X

18

Bolts and Setscrews

ha

X

/

1

/

/

/

/
/

l8 NC and NF

Bolt and Stud

4.

Y

20 UNF Bolt

4"

X

24 UNF

&"NF

Nut-Slotted

h"

X

20 UNF

Nut-Slotted

3"

X

24 UNF Stud

in

1:

24 UNF Bolt

4"

r

24 UNF

Simmonds Nyloc Nut

3''

X

24 UNF Bolt

8"

X

24 UNF Setscrew

h

"

,<

24 UNF Bolt

h''

x

20 UNF

3"

X

20 UNF

Nut-Slotted

(continued)

Specified

Detail

No.

Torque

Range

Ib./ft.

55-65 To suit pin hole.

2640 To suit pin hole.

Tighten

unscrew
one flat.

Remarks

REAR AXLE

I

BEARING CAPS TO HOUSING

-

-

HYPOID PINION FLANGE
CROWN WHEEL TO DIFFERENTIAL

CASE

I

1

+"

x

24 UNF Setscrew

8"

X

18 UNF

h"

X

24 UNF

)"

X

24 UNF

85-100
22-24

3540 Fitted from Commission

To suit split pin holes.

/

/

No. TS.2181.

GENERAL

DATA

NUT

TIGHTENING

TORQUES

(continued)

Operation

REAR COVER ATTACHMENT

I

BACKING PLATE ATTACHMENT

/

3"

X

24 UNF Setscrew

/

HU.0908 / 26-28

1

I

SPRING FRONT END TO FRAME

1

4"

X

20 UNF Bolt

/

106251

)

28-30

1

I

HUB TO AXLE SHAFT

REAR

SUSPENSION

I

ROAD SPRING TO REAR AXLE

Nyloc Nut

#"

X

24 UNF

8"

X

18 UNF

Nut-Slotted

SPRING SHACKLE (NUT TO PIN)

4"

X

24 UNF Nut

Shackle Pin 104953

100892
112635

SHOCK ABSORBER TO FRAME

BRACKET

110-125
125-145

$"

X

24 UNF Setscrew

4"

X

24 UNF Nyloc Nut

From axle No. TS.8039

HU.0908
TN.3209

26-28

GENERAL

DATA

FRACTIONAL

AND

METRICAL EQUIVALENTS

Inches
Frac. Dec.

mm.

Inches
Frac. Dec.

mm.

Inches
Frac. Dec.

mm.

STAND MEASURE AND METRIC

EQUIVaLENTS

English to Metric (linear)

l

inch

=

2.54 centimetres

l

foot

=

30.4799 centimetres

1 yard

=

0.914399 metre

1 mile

=

1.6093 kilometre

10 miles

=

16.093 kilometres

Metric to English (linear)

1 centimetre

=

0.3937 inch

1 metre

=

39.3702 inches

=

1.0936 yard

1 kilometre

=

0.62137 mile

English to Metric (square measure)

1

square inch

=

6.4516 square
centimetres

1 square foot

=

9.203 square decimetres

1 square yard

=

836126 square metre

Metric to English (square measure)

1

square centimetre= .l5500 square inch

1 square metre

=

1550.01 square inches

=

10.7639 square feet

=

1.196 square yard

GENERAL

DATA

English to Metric (cubic measure)

1 cubic inch

=

16.387 cubic
centimetres

1 cubic foot

=

28.317 litres

l gallon

(0.1605 cu. ft.)

=

4.546 litres

Metric to English (cubic measure)

1 litre

=

0.22 gallons, or

(1,000 cu. cms.) 1.7598 pints

1 cubic centimetre

=

0.61 cubic inches

English to Metric (weight)

1 pound

(Avoirdupois)

=

0.45359 kilogrammes

1 cwt. (1 12 pounds)= 50.8 kilogrammes

l

ton

(2,240 pounds)

=

1,016 kilogrammes

Metric to English (weight)

1 kilogramme

=

2.20462 pounds

100 kilogrammes

=

1.968 cwt.

1,000 kilogrammes

=

0.9842 tons

Service Instruction

Manual

ENGINE

SECTION

B

......

Engine Dimensions

......

General Description

......

The Cylinder Block

......

The Cylinder Sleeves

......

The Connecting Rods

Aeroflex compensating Pistons

......

The Crankshaft

......

......

......

The Valves

......

......

The Camshaft

......

The Cooling System

......

The Fuel System

......

The Hobourn Eaton Oil Pump

......

......

Coil Ignition

......

The Engine Mountings

......

......

The Flywheel
To

fit

replacement Starter Ring Gear

......

Crankcase Ventilation

......

......

......

Engine Lubrication

......

......

Description

............

......

......

The Oil Pump

......

INDEX

Page

To remove the

Oil

Pump from the Engine

......

......

To dismantle Oil Pump

......

......

......

Servicing the Oil Pump

......

Engagement of Oil Pump and Distributor

......

......

Driving Gear

............

.....

The Crankshafl and

Main

Bearings

......

......

Main

Bearing Clearance

......

......

......

Crankshaft End Float

......

......

......

Connecting Rod Bearings

......

......

Piston Assemblies and Cylinder Sleeves

.....

......

Fibre

of Eight Joints

......

......

Camshaft and Timing Gears

......

......

......

......

To

remove Camshaft

Page

......

......

Refitting Camshaft

............

21

......

......

To set Valve Clearances

......

22

To set Valve Timing in the absence of

Timing Wheel Markings

......

......

22

Ignition and Distributor timing

......

......

24

......

......

To Decarbonise

......

......

25

.....

......

Valve Grinding

......

.....

25

...

.....

....

Removal of Carbon 26

......

Low Compression Kit

.....

......

27

...

The Purolator Oil Filter

.....

......

27

Removal of Engine and Gearbox

.

......

28

...

.....

Dismantling Engine

......

30

Re-assembly of Engine

......

31

Notes on Sparking Plugs

....

37

List of Champion Spark Plug

CO

.

Ltd

.

...

Distributors

.

.

......

42

...

Engine Noises

.

.

46

Main Bearing Knock

. .

.....

46

Crankshaft End Float

......

...

46

......

Big End Bearing Knock

......

......

46

......

Small End Knock

............

......

46

......

Piston Knock (Piston Slap)

......

46

..........

Noisy Valve Rockers or Tappets

47

Ignition Knock (Pinking)

............

......

47

......

Backfiring into Carburettor

......

47

......

Excessive Oil Consumption

......

48

......

......

Low Oil Pressure

......

......

48

......

......

High Oil Pressure

......

......

49

Notation for Fig

.

49

(Exploded view of

......

Cylinder Block Details)

.....

51

Notation for Fig

.

50

(Exploded view of

......

Crankshaft Details)

.....

......

53

......

......

Fault Location

......

.....

54

ENGINE

ILLUSTRATIONS

Fig. 1
Fig.

2

Fig.

3

Fig.

4

Fig. 5
Fig. 6

Fig.

7

Fig. 8

Fig. 9

Fig. 10

Fig.

l1

Fig.

12

Fig. 13

Fig.

14

Fig. 15

Fig. 16

Fig. 17

Fig. 18

Fig. 19
Fig. 20

Fig.

21

Fig. 22

Fig. 23

Fig. 24

Page Page

Longitudinal view of Engine

......

6 Fig. 25 The TR2 Valve Timing Diagram

23

......

Cross section view of Engine

7

Fig. 26 Plug Lead Attachment Sequence 25

......

Cylinder Sleeve and Dimensions 8 Fig. 27

A " Pocketed " Valve Seating 26

Figure of Eight Joints

............

8

Fig. 28 Cylinder Head Nut Tightening

Sequence

......

......

......

27

Checking Cylinder Sleeve pro-

......

jection

......

......

.....

9

Fig. 29 The Purolator Oil Filter 28

The Piston and Connecting Rod

Fig. 30 The front of Car prepared for

Assemblv in

ex~loded form 9 Engine and

Gearbox Removal 29

I

~

---

The Piston and Connecting Rod

Fig. 31 The Engine and Gearbox being

......

Assembly

......

......

......

9

removed from the Chassis 30

......

Crankshaft, Bearings and Thrust

Fig. 32 Rear Oil Seal for Crankshaft 32

......

......

Washers

......

10 Fig. 33 Crankshaft Mandrel for Centring

............

Exploded view of Valve Operat-

the Rear Oil Seal 32

......

ing Gear

......

,

10

Fig.

34

Fitting the Lower Thrust Washer 32

Fitting a Replacement Starter Fig. 35 Sealing Rear Main Bearing Cap 33

Ring

............

......

......

12 Fig. 36 The Rocker Gear Assembly

35

......

A

diagrammatic view of Crank-

Fig. 37 Setting the Starter Dog at

"

ten

......

shaft Ventilation

......

12 minutes to four

"

......

......

36

Longitudinal view of Oil

Circula-

Fig. 38 Sparking Plugs in a tray ready

tion

......

......

......

......

14

for comparison

......

......

38

Cross section view of Oil Circula-

Fig. 39 Oil fouling indicated by a wet

tion

............

......

......

15 Shiny Black Deposit on the

Exploded view of Oil Pump

......

16

Insulator

......

......

......

38

Exploded view of Distributor

Fig.

40

Petrol fouling indicated by a dry

and Tachometer Drive details 17

flu* black deposit on the

Insulator

......

......

......

38

Position of Slot

in

Distributor

Boss

............

......

......

17

Fig.

41

Sparking Plug Gaskets in various

......

conditions

......

......

39

Measuring Crankshaft

End

Fig.

42

A

Blistered Insulator

......

......

39

Reducing the thickness of a Thrust

......

......

......

......

Fig.

43

Champion " 700 " Tester Unit 39

Washer

18

Fig.

44

The Champion Gap Setting Tool

40

The Churchill Fixture No. 335 19

Fig,

45

Teshg

for

Leaks

......

......

40

The Identification Letters on the

Fig. 46 Sparking Plugs ready to fit to

Piston Crown and the Cylin- engine. Note the new Gas-

......

der Sleeve

......

......

19 kets and the use of the Stand

40

Showing Wheel Markings for

Valve Timing

......

......

Showing Cylinder Sleeve Re-

tainer

......

......

......

Tappet on Base of Concentric

......

Portion of

Cam

......

The Valve Tappet is at Point of

Balance

......

......

......

Fig.

47

20

Fig. 48

2

1

Fig. 49

22

Fig.

50

23

Sparking Plugs in various con-

ditions

......

......

......

41

Comparison of two

Sparking

Plugs

......

......

......

......

41

Exploded view of Engine. Cylin-

......

der Block Details

......

50

Exploded view of Engine. Crank-

shaft

Details

......

......

52

--

-

PART AND DESCRIPTION DIMENSIONS CLEARANCE REMARKS

Crankshaft

Journal diameter

ENGINE-Dimensions and Tolerances

NEW NEW

Bearing Internal Diameter

2.4815"

2.4805"

Bearing Housing Internal

Diameter

2.6255"

2.6250"

Undersize bearings are available in the following sizes

Crankshaft End Float

Intermediate Journal Length

1.7507"

1.7498" .0048"

1

Intermediate Bearing Cap Width.

(Plus thickness of two Thrust

.745OU .0117"

1.7390"

Washers.)

Main

Bearing Cap Width

Big End

Crank Pin Diameter

2.0866"

2.0860"

Bearing Internal Diameter

2.0895" .0035"

2.0882"

:-.010", -.020", --.030", -.040".

Clearance of

.004"

is specified and obtained

to by selective assembly of

Thrust Washers.

.0016"

to

to

.006"

Internal Diameter of Bearing

Housing

Bearing Width
Undersize bearings are available

Big End Float

Crankpin Width

Con. Rod Width

Ovality

and

Taper

Journals and Crankpins

2.2335"

2.2327"

in

the following sizes

Should not exceed

1

:-.01OV, -.020", -.03OU, -.040".

.002"

ENGINE-Dimensions and Tolerances

PART AND DESCRIPTION DIMENSIONS CLEARANCE

Small End

Bore for Bush

Bush External Diameter

Internal Diameter of Bush

Gudgeon Pin Diameter

Piston Rings

Compression

Groove Width

Ring

Width

NEW NEW

1

.OOOO"
.995OU

1.0005"
.995"

Press Fit in Con.

REMARKS

Rod.

Ring

Scraper

Groove Width

Ring Gap

Piston Rings are obtainable

Pistons and Cylinder Sleeves

Bore Diameter

Top Diameter of Piston Skirt

Bottom Diameter of Piston Skirt

Top-Skirt Clearance

Bottom-Skirt Clearance

Width

in

Cylinder Sleeves

in

the following oversizes

F

3.2676" 3.2680" 3.2684"

3.2673" 3.2677" 3.2681"

3.2626" 3.2630" 3.2634"

3.2622" 3.2626" 3.2630"

3.2641" 3.2645" 3.2649"

3.2637" 3.2641" 3.2645"
.0054"

.0047"

.0039"
.0032"

:

+

.010", + .02OV, + .03OW, + ,040".

G

Applicable to

H

"

F,"

Pistons

"

l

G

"

&

" H "

ENGINE-Dimensions and Tolerances

PART AND DESCRIPTION DIMENSIONS CLEARANCE

REMARKS

NEW NEW

Height of Cylinder Sleeves above

face of Cylinder Block

Pistons are available in the following oversizes

:

+.020",

+

030", $040".

Camshaft

Front Journal Diameter

Front Journal Bearing Bore

External Diameter of Front 2.2498" Push Fit

in

Bearing 2.2493" Cylinder Block.

Bore

in

Block for Front Bearing

2.2507"

2.2498"

Diameter of

2nd, 3rd and Rear

1.7157"

Camshaft Journal 1.7152" .0026"

to

Bore

in

Cylinder Block for 2nd, 1.7198" .0046"

3rd

and Rear

Journals 1.7183"

End Float

Valves and Valve Guides

Inlet Stem Diameter

Inlet Guide Diameter

Exhaust Stem Diameter

Exhaust Guide Diameter

Included Angle of Valve Faces
Inlet Valve Head Diameter

Width of Inlet Valve Seating

.0469"

approx.

ENGINE-Dimensions

PART AND DESCRIPTION DIMENSIONS CLEARANCE REMARKS

NEW NEW

and

Tolerances

Exhaust Valve Head Diameter

Width of Exhaust Valve Seating

Oil

Pump

Outer Rotor Outside Diameter

Housing Internal Diameter

Depth of Rotor

Housing Depth

in

Bush

Cylinder Block

Distributor Driving Shaft

End

Float of Distributor and

Tachometer Gear Assembly

.0469"

approx.

Inner

Rotor

Major Diameter

Minor Diameter

Rotor Depth

Housing Depth

Clearance

on Rotors Min.

m.

ENGINE-Dimensions and Tolerances

PART AND DESCRIPTION DIMENSIONS CLEARANCE

REMARKS

NEW NEW

iete

1.560"

38

lbs.

1.980"

1.140"
10

lbs.

ENGINE

Fig.

I

Longitudinal view of Engine. For illustration purposes the sump

oil

filter has been omitted.

ENGINE

Fig.

2

Cross section view of Engine.

For illustration purposes

the

sump oil filter

has

been omitted.

I.

GENERAL DESCRIPTION

(Figs.

I

and

2)

The Engine

the overhead valves are push rod
operated, the 83

stroke give a capacity of 1,991 cubic

centimetres. The compression is 8.5
to 1.
A low compression kit (see page 27)
is available and reduces the com-

pression ratio to 7.5 to

has four cylinders and

mm.

The Cylinder Block

casting in cast iron, the abutments for

the cylinder sleeves, the three rear

camshaft bearings and the crankshaft

bearing housings are machined in a

single unit. The main bearing housings

are line bore machined

caps are not interchangeable and are

stamped together with the casting to

assist identification.

After Engine No.
vel bi-metal

to accommodate the camshaft. A

recognition feature of engines so fitted

with these bearings will be that three

setscrews retaining the three rearmost
bearings will clearly be seen on the left­hand side of the cylinder block. See
TR3 Supplement Engine Section

bearings

ENGINE

bore and 92

1.

is an integral

;

the bearing

9095E four Vander-

were fitted

mm.

"B".

Fig.

These two pairs of flats provide alter­native fitting positions to deal with
piston slap which normally occurs due
to wear along the axis of thrust.

The sleeves are machined all over and
ground on their upper faces. The lower
portion of each liner is provided
externally with a reduced diameter,

surmounted by a flanged face for
spigoting into machined recesses in the
cylinder block and a water seal pro­vided by a plastic covered steel joint.

A

4

Figure of Eight Joint.

Fig.

3

The Cylinder Sleeves

(c)

the wet type, being centrifugally cast

in nickel chrome iron and provided

with flanged upper faces, having two

pairs of flats at

Cylinder Sleeves and Dimensions.

(Fig.

90"

to one another.

3)

are of

The Figure of Eight joint (Fig.
made of steel and is plastic coated to
provide the necessary sealing pro­perties. Care must be exercised when
handling or storing these joints and
they should always be examined for
chipping or peeling of the plastic coat

before use.

If doubt exists as to the condition of
the plastic coat the joint should be
discarded. Only in the cases of ex­treme emergency should they be used
and then with a liberal application of a
sealing compound.

sleevei are spigot mounted and

The
held in position by the combustion
head, the initial position of the sleeve
allowing this
cylinder block

,0055" maximum (Fig. 5). The bores
are graded
propriate symbol is engraved on the
upper face of each sleeve. (See page

to stand proud of the

.003" minimum to

F,

G

or

H,

and the ap-

4)

is

2.)

92

ENGINE

Fig.

5

Checking Cylinder Sleeve projection
above Cylinder Block.

Fig.

6

The Piston and Connecting Rod Assembly

in exploded form.

(d)

The Connecting Rods

(Fig.

6)

are

molybdenum manganese steel stamp-

ings being provided with phosphor

bronze small end bushes and pre­cision type big end bearings. The rod
is drilled from the big end bearing end
to the small end bearing to provide for

the passage of oil under pressure from

angle to the centre line of the con­necting rod. The caps are dowelled to
the connecting rods and located by
these

dowels. This form of cap pro-

vides a more convenient

position for
tightening and loosening bolts, and also
has the added

virtue of allowing the
bearing caps to be removed progres­sively from below without the danger
of their dropping into the repair pit
immediately the bolts have been with­drawn. This connecting rod design
permits the piston and connecting
rod assembly to pass upward through
the sleeve bores and also has an

im-

portant advantage in reducing the
stresses in the connecting rod bolts.
The bolts themselves are secured by a
locking plate made from 20-gauge

material.

With the bearing cap removed, it is
possible to examine and replace the
bearings without removing the piston

assembly from the engine.

the

The

end

bearing

Fig.

7

The Piston and Connecting Rod Assembly.

cap is of a special design, the cap

Note position of cap

in

relation to split

securing bolts being inclined at

an

in

piston

skirt.

ENGINE

Aeroflex Compensating Pistons

(Fig

6)

are employed, which are made
from a special aluminium alloy and
each provided with two compression
rings and one oil scraper ring.

F,

G

or

The pistons are graded
(dimensions on page

2)

and this symbol

H

is stamped on the crowns. The piston

&

"

skirt has a

slot on the non-pressure
side and is fitted to the connecting rod
so that this slot is away from the point

7

of maximum thrust, Fig.

(facing the

camshaft side of the engine).

be taken when replacing the front
and rear oil seals. This operation is

32

and

described on page

The Valves

are overhead, push rod

33.

operated. The push rods themselves
are tubular being fitted with a ball at
one end and a cup at the other, both

being spot welded into position.

All valves are made from a chrome

nickel silicon valve steel stamping,
the inlet valve having a larger head and
a smaller stem than the exhaust valve.
The stems have a hardened tip. The

481

*engines
E were

exhaust valves fitted to
after Engine

No. TS.
made from a high nickel chromium
tungsten valve steel stamping, and the
stem was stellite tipped.

Fig.

8

Crankshaft, Bearings and Thrust
Washers.

(f) The Crankshaft

from molybdenum manganese steel,
being provided with balance weights
which are an integral part of the crank­shaft throws, adjacent to the three main
bearings.
Thls shaft is accommodated in three
precision type white
bearings, which are housed in the
cylinder block, being secured in
position by bearing caps and two bolts
and spring washers per journal. Crank­shaft thrust is taken by steel white
metal covered washers which are fitted
in two halves on either side of the
centre main bearing housing, being
located circumferentially by means of
projections on the lower half of each
pair of washers.
In the case of extreme necessity and
knowing that the crankshaft is in good
condition, it is possible to change the

bearings without first removing

main
the engine from the chassis. It is
essential however that extreme care

(Fig.

8)

is forged

metal steel back

Fig.

Exploded view of Valve Operating Gear.

9

Inlet valves are provided with two

springs. Three springs are used on the

exhaust valves only (Fig.

9).

springs are located by a valve collar and
held in position by split taper collars.
The close coil of the valve springs must
always be fitted to the cylinder head.

The Camshaft

(Fig

9)

is of special
iron alloy having chilled cam faces and
is provided with four journals. The
front journal is accommodated in a
flanged cast iron bearing, whilst the
other journals are mounted direct in

cvlinder block.

the

th; near future it is proposed to fit

In

Vandervel bi-metal bearings to

four

accommodate the camshaft.

A

nition feature of engines so fitted with

Valve

recog-

ENGINE

these bearings will be that three set­screws retaining the three rearmost
bearings will clearly be seen on
hand side of the cylinder block. The
front bearing is pressed into the front
bearing sleeve.
The camshaft
based hollow cylindrical chilled cast
iron tappets which in turn engage
hardened spherical-ended push rods,
the upper extremities of which are
hardened and cup-shaped, accommo­dating hardened ball ended screws,
which are mounted on the outer ends
of the respective rockers. Camshaft
end thrust is taken by the
bearing,
shoulder on the shaft

is measured by a feeler

-4cca:amshaftcliaiii wheel and the front
bearing housing or by

To reduce the end float a replacement
bearing of increased length must be
fitted. To increase the end float it will
be necessary to rub the bearing down
on a sheet of emery cloth placed on a

surface plate to reduce its length.
The rockers are of case hardened steel
and provided with phosphor bronze
bushes which are lubricated under
pressure from the main oil supply.

The eight rockers themselves are car­ried on a hollow rocker shaft which is
in turn mounted on four pedestal
brackets, the oil being fed along the
rocker shaft to the various rockers.

(i)

The Cooling System.

"C")

pressurised
utilised to assist the circulation of the

cooling

A

four-bladed 124" fan is mounted on
rubber bushes and is attached to the
crankshaft. The fan pulley is drilled
in its outer periphery and aligning
hole with a

timing chain cover sets Nos.
pistons at T.D.C. (see Fig. 37).
The radiator is attached to the body at
the upper corners and secured to the
chassis at its sides.

(j)

The Fuel System

incorporates a petrol shut off cock in
the pipe line from the tank to the pump,
this is situated on the left-hand chassis
member adjacent to the engine. Petrol

against the timing wheel and

is thermostatically controlled and

fluid.

operates directly on flat

itself. End float

~augdxwcen

a

dial indicator.

;

an impeIler pump is

pointer welded to the

(see Section

theleft-

flange$ front

(see Section

this

1

and

"P")

a

4

is supplied by an A.C. Type

S.U.

Type

to the twin
Each carburettor has its individual
A.C. air cleaner. The vacuum pipe to
the distributor is taken from the front
carburettor.

(k)

The Hobourn-Eaton Double Rotor
Oil

Pum~

merged
drawn from the engine sump through

a gauze filter. The oil is fed to the oil
gdlery and to the Purolator oil

(1)

Coil Ignition

distributor (Eucas
has a vacuum and centrifugal auto-

matic advance incorporated. It is

suppressed for radio and television.

(m)

The Engine Mountings

flexible type, the front bearer being
assembled on the rubber blocks on
either side of the chassis frame, the

gearbox itself being supported on a

rubber pad secured to a cross member
of the chassis frame.

(Fig.

type an&is self priming

(n) The Flywheel

cast iron and is fitted with a shrunken
starter ring of heat treated steel. It is

located on the crankshaft by a dowel
and secured by four bolts with lock
plates. The flywheel is marked by an

arrow which, when aligned with a

scribe line on the cylinder block, sets

1

Nos.
When fitting the
crankshaft ensure that both compo­nents are free
the run-out should be checked by a

D.T.I. to ensure the run-out does not
exceed
point may
and vibration.
There are two dowel holes in the fly­wheel 90" removed from one
this will enable the flywheel to be
turned 90" should the teeth of the
starter ring gear become increasingly
worn and a replacement not be readily
available. It must be remember'ed that
the timing mark must be obliterated
and a second stamped on the flywheel.

(0)

To Fit Replacement Starter Ring
Gear.

placement ring gear, certain pre­cautions should be taken to ensure its
future life. The installation can be

and 4 pistons at T.D.C.

from burrs. After fitting,

.003". Failure to observe this

lead to clutch disorders

When it is necessary to fit a re-

H4

14)

is employed and the

DM.2 Type

is manufactured from

flqwheel to the

UE

carburettors.

is of the sub-

are of the

Pump

;

oil is

filter.

V.

167)

another

;

ENGINE

carried out whilst the flywheel is still
cold. The ring should be immersed in
boiling water or its temperature raised

by

sQme other means ; a temperature
higher than boiling water is not re­commended for the heat properties of
the ring may be destroyed. The ring
must be fitted with the leading edges
of the teeth toward the starter motor.

Should a press not be available, fitting

of the ring gear can be carried out

"G"

using four

clamps and tapping the

ring into position with a brass rod

(Fig. 10).

Fig.

~ndicatin~ the use

10

fitting a Replacement Starter Ring.

(p)

Crankcase Ventilation

effected bv

~ermitting: air to be drawn

of

" G "

V

out of the'engine. To enable this

ejection a large bore pipe in the form of

"U"

an inverted

is fitted into the left­hand side of the cylinder block by
means of an adapter welded to its end.
The exposed end is cut away at an
angle to provide a wider opening
facing away from the slipstream.
The passage of air (the slipstream)
created by the cooling fan or the
movement of the car causes a depres­sion at the angle opening of the in-

"U"

verted

pipe and air is drawn out
of the cylinder block.
Fresh air is taken in through the rocker
cover oil filler cap, circulating round
the valve springs and rockers before
passing down the push rod tubes into
the cylinder block to replace air which
is being drawn out. It is essential
therefore that the filler cap is kept
as clean as possible to allow free passage

of air.

This

cap,

which

96

Clamps when

(Fig. 11) is

has a

gauze

1

Q

Fig.

11

A

diagrammatic

view

of

Crankcase Ventilation.

ENG

filter incorporated in

it,

should be

h

petrol and drained on each

asion when t

e engine oil is

2.

into the cylinder block, and is provided

The oil is prevented from escaping by the
rocker cover and after lubricating the
valve springs and ball pins, returns down-

wards through the push

rod tubes lubri-

cating the push rod

tappets before entering

the

sump.
Oil from the front camshaft bearing lubri­cates the timing

chain where four slots cut

1

at

90"

to each other on the face

flange adjacent to the camshaft

wheel allow oil to escape on to the timing

wheel. The oil is thrown out by

centrihgd

force on to the underside of the flanged

rtion of the wheel on which the teeth are

IX

holes are drilled obliquely, alternatey,

from the back and the front of the

wheel1

at

equal intervals from the underside of

the

flange into the s pace between the two toothed

rings. These holes allow the oil to be thrown
on to the underside of the timing chain,
ensuring its lubrication.

is of the double rotor type as
shown in Fig. 14.
The smaller centre rotor is driven

by

a

short

shaft on which it is pressed and pegged
in position. The two rotors are contained
in a housing

at the base of the oil pump

casting,

whch is provided with a cover

plate having a ground face, allowing

only

sufficient clearance on

the two rotors to

provide for

lubrication. The centres of the

rotor shaft has at its upper extremity

a recess

which engages a tongue on

the

drive shaft. The driving

nted in a phosphor

bush which is pressed into

the c

g to the difference

ENGINE

Fig.

12

Longitudinal

view

of

Oil

Circulation.

ENGINE

Fig.

I3

Cross section

view

of

Oil

Circulation.

Fig.

14

Exploded

view

of

Oil

Pump.

distributor drive shaft. From this annular
space oil is circulated round the engine as
described in

'Tngine Lubrication."

To

Remove

Oil

Pump from

t

Engine
(i)

Drain the oil from the sump

(preferably when the engine is
warm) and jack up the car.

(ii)

Remove the sump securing bolts
and, lowering it at the front, first
manoeuvre the sump and tray

past the

oil pump gauze filter.

(iii)

Remove the three pump securing
bolts and remove the pump and
filter as a

unit.

To

Dismantle Oil Pum

Remove the two bolts securing the
primary filter to the flange on the oil
pump elbow. Take note of the position
of the filter in relation to the elbow for

re-assembly,

i.e.,

the tube projecting
inwards should be as near as possible
to the bottom of the sump, thus en­suring there is a clearance between the

filter and the sump bottom.
To complete

the dis

antling it is now

only necessary to move the four

setscrcws. The inner rotor and

shaft
and the outer rotor can now be re­moved

and the dismantling is com

mote possibility of failures due to
defective

materials, no adjustments

are

Uely to be required until

approxi­mately 200,000 miles have been
covered, and then it is only likely to be
limited to the elimination of end float
in the rotors, and can be satisfactorily
dealt with by lapping the joint

faces of

the

pump body and cover. The

clearance new between the rotors

and

cover plate should e from

.0005"-

.0025"

and where a serious drop in oil
delivery from the pump is associated
with development of

excessive end
float, steps should be taken to lap the
cover plate and body.

(4

Thas drive is taken from the helical
gear on the camshaft through a similar
gear unit mounted on the oil pump
driving shaft

,

The shaft has a tongue at the lower­most end whch engages the oil pump
mounted in the sump.
The helical gear unit is

secured to the

shaft by

a

Woo ruffe key.

The upper
ear of this unit drives the tachometer
nd the boss-like extension is fitted

with a mills pin to prevent the gear and
shaft from rising. The head has an
offset recess into which the distri­butor shaft will seat.

When correctly eng
distributor driving
cylinder at T.D.C.
stroke, should assume a position ap­proximately

'3ve minutes to five

"

with the offset towards the rear of the
engine (Fig.

16).

In this
slot will point directly
exhaust valve rod sealing tube for
No.

1

cylinder,

e

distributor rotor

will face No.

1

S

king plug, and the
in the helical
with the

oil

d

See also

"13

Ignition and Distributor

Timing." Page

24.