Haynes Triumph Acclaim Owners Workshop Manual 0856967920, 9780856967924

Citation preview

TRMAGGHN BIEL

Triumph Acclaim Owners Workshop Manual AK

Legg T. Eng (CEI), AMIMI

Models covered All Triumph Acclaim

ISBN

models,

1335 cc

O 85696 792 0

© Haynes Publishing Group 1983 All rights any form recording in writing

reserved. or by any or by any from the

No part of this book may be reproduced or transmitted in means, electronic or mechanical, including photocopying, information storage or retrieval system, without permission copyright holder.

Printed in England

ABCOE MN :

(

il

i 'f

y

HAYNES PUBLISHING GROUP SPARKFORD YEOVIL SOMERSET distributed in the USA by

HAYNES PUBLICATIONS 861 LAWRENCE DRIVE NEWBURY PARK CALIFORNIA 91320 USA

INC

BA22 7JJ ENG!

Acknowledgements Thanks are due to BL Cars Limited for the supply of technical information. The Champion Sparking Plug Company supplied the illustrations showing the various spark plug conditions. The bodywork repair photographs used in this manual were provided by Holt Lloyd Limited who supply ‘Turtle Wax’, ‘Dupli-Color Holts’, and other Holts

About

range products. Castrol Limited supplied the lubrication data, and Sykes-Pickavant Ltd provided some of the workshop tools. Special thanks are due to all those people at Sparkford who helped in the production of this manual.

this manual

Its aim The aim of this manual is to help you get the best value from your vehicle. It can do so in several ways. It can help you decide what work must be done (even should you choose to get it done by a garage), provide information on routine maintenance and servicing, and give a logical course of action and diagnosis when random faults occur. However, it is hoped that you will use the manual by tackling the work yourself. On simpler jobs it may even be quicker than booking the car into a garage and going there twice, to leave and collect it. Perhaps most important, a lot of money can be saved by avoiding the costs a garage must charge to cover its labour and overheads. The manual has drawings and descriptions to show the function of the various components so that their layout can be understood. Then the tasks are described and photographed in a step-by-step sequence so that even a novice can do the work.

It is freely illustrated, especially in those parts where there is a detailed sequence of operations to be carried out. There are two forms of illustration: figures and photographs. The figures are numbered in sequence with decimal numbers, according to their position in the Chapter — eg Fig. 6.4 is the fourth drawing/illustration in Chapter 6. Photographs carry the same number (either individually or in related

/ts arrangement

and recommendations, and these, when notified, are incorporated into our manuals at the earliest opportunity. Whilst every care is taken to ensure that the information in this manual is correct, no liability can be accepted by the authors or publishers for loss, damage or injury caused by any errors in, or omissions from, the information given.

The manual is divided into twelve Chapters, logical sub-division of the vehicle. The Chapters are Sections, numbered with single figures, eg 5; and paragraphs (or sub-sections), with decimal numbers the Section they are in, eg 5.1, 5.2, 5.3 etc.

each covering a each divided into the Sections into following on from

groups) as the Section or sub-section to which they relate. There is an alphabetical index at the back of the manual as well as a contents list at the front. Each Chapter is also preceded by its own

individual contents list. References to the ‘left’ or ‘right’ of the vehicle are in the sense of a person in the driver's seat facing forwards. Unless otherwise stated, nuts and bolts are removed by turning anti-clockwise, and tightened by turning clockwise. Vehicle manufacturers continually make changes to specifications

Introduction to the Triumph Acclaim Introduced

in October

1981,

the Triumph

Acclaim

is the first

developed

for European

mass-produced car to be manufactured in Britain in collaboration with

are

with

the Japanese Honda Motor Company. Being of identical design to the Honda Ballade, the Acclaim is fitted with an all-alloy 1355 cc four-

steering is of rack-and-pinion design.

cylinder engine through

either

mounted

transversely

a five-speed

manual

and driving the front wheels gearbox

or three-speed

semi-

automatic transmission. The lightweight body results in a high power-to-weight ratio, giving excellent fuel consumption figures together with sporting performance. The independent suspension has been _ specially

fitted,

discs

conditions.

at the front

Power-assisted and

drums

dual line brakes

at the

rear,

and

the

The Acclaim is extremely well equipped and all models are fitted with headlamp levelling, a tachometer, radio, digital clock and an interior boot release. Working on the Acclaim is well within the scope of the DIY home mechanic. The mechanical design is straightforward and simple, and does

not

engines.

incorporate

the

complexities

of early transverse-mounted

Contents Page

Acknowledgements

2

About this manual

:

2

Introduction to the Triumph Acclaim

2

General dimensions,

6

Buying

spare

weights and capacities

parts and vehicle identification

numbers

7

Tools and working facilities

8

Jacking and towing

10

Recommended

11

lubricants and fluids

Safety first!

12

Routine

13

maintenance

Fault diagnosis

16

Chapter

1 Engine

20

Chapter 2 Cooling system

49

Chapter 3

56

Fuel and exhaust systems

Chapter 4 Ignition system

74

Chapter

83

5 Clutch

Chapter 6

Manual

89

gearbox

Chapter 7 Semi-automatic

transmission

105

Chapter 8 Driveshafts Chapter 9

Dennen Chapter

Braking system

eee 10

117 120

eee

Electrical

ee

eee

system

137

Dee ee eee Chapter

11

Suspension

and steering

Neen eeee eee eee eee eeeee Chapter 12 Bodywork and fittings te ee ie SE el

167

eee

es 183

ee

ee

Conversion factors a index

nee

ee

eee

SS 202

ee 203

ydwniy wiejsoy god

Jepow

: e l

sessote

cscansene © Meee

inid| jepow STH wiejsoy ydu

c ip Aiien Oe accg

General dimensions, weights and capacities Dimensions Overalllftheteit Sector

tees ccceseeeee teeta

erent

ees

tenes Me reeseysvyescr ss

Oye ral livretha zsees tees reese ss cocencotes ere coca eee oe ceceess sisson te ta ee eenee eats Coss

52.7

in (1.340 m)

63.0 in (1.600 m)

CON GEIIETR CTU coscancesecerenccbecnb cacenceuisietrcecronbcrs Recon cre notoer root Cetooe or eee ner

161.2

GOUMGCIGANAIIC Cxccsesecescnscssceresscascvsesessscsecscvacses-steveuivets cruecociaecder consoaeetaceeetscicers MUM TAG MCING LeuetrshncocccsvsrsScvoccsc evestcaecorewet detasttecosscazeoseecesvesceseossesteaedueeesseneeseoceats WINGED ASEM ee pete tterereveratet ars. seeescssteverececasnce teceeuacetchatuaacstesnae evetseams esescevenes Track LR1 Lea occas oe eryCece eee ice tacts Se eRe ET ERECT OCALA PERE PEPE FROGteeter eee eee teateae sca a eater pate eet n sean ce Mane Mec dia wave

Plpat

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a

:

:

a

value, ignition timing, fuel octane rating (too low) and fuel mixture (too weak). Discard plugs and cure fault immediately

i e Split core self-evident, but cracks will only show after cleaning. Fault: preignition or wrong gap-setting technique. Check: ignition timing, cooling system, fuel octane rating (too low) and fuel mixture (too weak). Discard plugs, rectify fault immediately

82

Chapter 4 Ignition system

LS

insulator, and compression

10

is being lost.

Plugs should be cleaned by a sand blasting machine, which will

free them

from

carbon

more

thoroughly than cleaning by hand. The

machine will also test the condition of the plugs under compression. Any plug that fails to spark at the recommended pressure should be renewed. 11 The spark plug gap is of considerable importance, as, if it is too large or too small, the size of the spark and its efficiency will be seriously impaired. The spark plug gap should be set to the figure given in the Specifications. 12 To set it, measure the gap with a feeler gauge, and then bend open or close the outer plug electrode until the correct gap is achieved. The centre electrode should never be bent as this may crack the insulation and cause plug failure, if nothing worse. 13 Refitting the spark plugs is a reversal of the removal procedure. Screw in the plugs by hand until the sealing washer just seats, then tighten by no more than a quarter turn using a spark plug spanner. If a torque wrench is available, tighten the plugs to the specified torque. 14 Note that as the cylinder head is of aluminium alloy it is recommended that a little anti-seize compound is applied to the plug threads before they are fitted. 15 Refit the HT leads to the spark plugs, making sure that each lead is in its correct position. Push the plug caps firmly onto the tops of the

plugs. 16 Periodically the spark plug HT leads should be wiped clean and checked for security. At the same time their resistance may be checked with an ohmmeter and compared with the value given in the Specifications.

7

Fault diagnosis — ignition system

By far the majority of breakdown and running troubles are caused by faults in the ignition system, either in the low tension or high tension circuit. There are two main symptoms indicating ignition faults. Either the engine will not start or fire, or the engine is difficult to start and misfires. If it is a regular misfire, ie the engine is only running on two or three cylinders, the fault is almost sure to be in the secondary or high tension circuit. If the misfiring is intermittent, the fault could be in either the high or low tension circuits. If the car stops suddenly or will not start at all, it is likely that the fault is in the low tension circuit. Loss of power and overheating, apart from faulty carburation settings, can be due to faults in the pulse generator and electronic module or incorrect ignition timing.

Engine fails to start 1 If the engine fails to start and the car was running normally when it was last used, first check there is fuel in the petrol tank. If the engine turns over normally on the starter motor and the battery is evidently well charged, then the fault may be in either the high or low tension circuits. First check the HT circuit (if the battery is known to be fully

charged, the ignition light comes on, and the starter motor fails to turn the engine, check the tightness of the leads on the battery terminals and the security of the earth lead to its connection to the body. It is quite common for the leads to have worked loose, even if they look and feel secure. If one of the battery terminal posts gets very hot when trying to work the starter motor, this is a sure indication of a faulty connection to that terminal. : 2 One of the most common reasons for bad starting is wet or damp spark plug leads and distributor. Remove the distributor cap. If condensation is visible internally, dry the cap with a rag and wipe over the leads. Refit the cap. 3. If the engine still fails to start, check that current is reaching the plugs, by disconnecting each plug lead in turn at the spark plug end

and holding the end of the cable about 2 in (5 mm) away from the cylinder head. Spin the engine on the starter motor. 4 Sparking between the end of the cable and the head should be fairly strong with a regular blue spark. (Hold the lead with rubber to avoid electric shocks). If current is reaching the plugs, then remove them and clean and regap them. The engine should now start. 5 If there is no spark at the plug leads, take off the HT lead from the centre of the distributor cap and hold it to the head as before. Spin the engine on the starter once more. A rapid succession of blue sparks between the end of the lead and the block indicates that the coil is in order and that the distributor cap is cracked, the rotor arm faulty or the carbon brush in the top of the distributor cap is not making good

contact with the rotor arm. 6 If there are no sparks from the end of the lead from the coil, check the connections at the coil end of the lead. If it is in order, start

checking the low tension circuit. 7 Use a 12V voltmeter or a 12V bulb and two lengths of wire. With the ignition switch on, test between the low tension wire to the coil (it is marked +) and ground. No reading indicates a break in the supply

from the ignition switch. Check the connections at the switch to see if any are loose.

8

With

a reading

at the coil + terminal,

measure

the voltage (or

connect the test larnp) between the coil — terminal and earth. With the ignition on and the engine stationary, 12V should be measured (or the test lamp should light). If not, check the wiring from the — terminal to the electronic module. If a multimeter is available, disconnect the coil

and measure the primary (LT) winding resistance. The correct resistance is given in the Specifications. e 9 With satisfactory readings at both + and — terminals, check *he voltage across the + and — terminals with the engine cranking on the

starter motor. A reading of 1 to 3 volts should be obtained. If so, check the coil secondary resistance against that specified, then check the resistance of the HT leads (see Section 6). If not, carry on with the checks below. 10 Disconnect the module connector. With the ignition on, measure the voltage on the coil side of the connector between the black and the blue wires, then between the black and the black/yellow wires. 12V should be obtained in each case. If not, check the wiring from the ignition coil to the module. If so, proceed as described below. 11 Disconnect the pulse generator connector. Check the continuity of the blue and the red wires which connect the pulse generator to the module. Both wires should show continuity. 12 If the wiring is satisfactory, connect ohmmeter probes across the pulse generator and measure its resistance. This should be within the limits given in the Specifications. If not, renew the pulse generator; if so, renew the module.

Engine misfires 13 If the engine misfires regularly, run it at a fast idling speed. Pull off each of the plug caps in turn and listen to the note of the engine. Hold the plug cap in a dry cloth or with a rubber glove as additional protection against a shock from the HT supply. 14 No difference in engine running will be noticed when the lead from the defective circuit is removed. Removing the lead from one of the good cylinders will accentuate the misfire. 15 Remove the plug lead from the end of the defective plug and hold it about % (5 mm) away from the cylinder head. Restart the engine. If the sparking is fairly strong and regular the fault must lie in the spark plug. 16 The plug may be loose, the insulation may be cracked, or the points may have burnt away giving too wide a gap for the spark to jump. Worse still, one of the points may have broken off. Either renew the plug, or clean it, reset the gap, and then test it. 17 If there is no spark at the end of the plug lead, or if it is weak and intermittent, check the ignition lead from the distributor to the plug. If the insulation is cracked or perished, renew the lead. Check the connections at the distributor cap. 18 If there is still no spark, examine the distributor cap carefully for tracking. This can be recognised by a very thin black ijine running between two or more electrodes, or between an electrode and some other part of the distributor. These lines are paths which now conduct electricity across the cap thus letting it run to earth. The only answer is a new distributor cap. 19 Apart from the ignition timing being incorrect, other causes of

misfiring have already been dealt with under the section dealing with the failure of the engine to start. To recap — these are that: (a) (b)

(c)

The coil may be faulty giving an intermittent misfire There may be damaged wire or loose connection in the low tension circuit There may be a fault in the electronic module or pulse

generator 20 If the ignition timing is too far retarded, it should be noted that the engine will tend to overheat, and there will be a quite noticeable drop in power. If the engine is overheating and the power is down, and the ignition timing is correct, then the carburettors should be checked, as it is likely that this is where the fault lies.

;

| Chapter

5 Clutch

Contents

Clutch — adjustment Epc ranevanen naeePeR noe aaen ett ecinrtc sate anteai Grasse yidadeenaste: Clutch — INSPECTION vessecsssssecesssseesssssseccsssesecessssisseesssssaseeessieeecsssuseeessssens

2 6

BeOCC

INCL TAIN ce metecc centers ownyat cnecsnssun censnes sewictact dace: tueccsavOssar eavoaeor ences’

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EINC

ECA) CLA ROMOMVAL, Sere sea: seec cacostavevbey ce See i ceone. doh. sahscsaaswassvet ra revecteurs

$}

Clutch pedal — removal and refitting .........ssccsssscsceessseesesesssscseseness Clutch release bearing and arm — removal and refitting ...........00

4 8

V/

Fault, diagnosis =

—

2. 3.27 Removing the selector arm holder

3.28 Differential located in the clutch housing

eC zg

3.31c ... and withdraw the selector shaft

3.29 Inner view of differential oil seal and circlip

anna

3.31a Unscrew the bolt ...

3.31b ... remove the selector arm...

3.31d Selector shaft oil seal location

3.32 Countershaft and mainshaft bearing locations in the clutch housing

3.36a Remove the thrust washer...

3.37 Removing the 3rd/4th synchro hub and synchro ring

3.38 Removing the 3rd gear, needle bearing and spacer collar

3.39b ... 2nd gear and synchro ring...

3.39c ... needle bearing and spacer collar

3.40 Removing the 1st/2nd synchro hub and synchro ring

3.41a Removing the 1st gear and needle bearing ...

3.41b ... and thrust washer

3.41c The dismantled countershaft

Chapter

6 Manual

3.43 Checking a synchro ring for wear

followed by 4th gear, needle bearing and spacer collar (photos). 37 Remove the synchro ring and spring, and 3rd/4th synchro hub and sieeve (photo). Mark the hub and sleeve in relation to each other. 38 Remove the synchro ring and spring followed by the 3rd gear, needle bearing and spacer collar (photo). 39 Remove the spacer washer, 2nd gear, synchro ring and spring, then remove the needle bearing and spacer collar (photos). 40 Remove the 1st/2nd synchro hub and sleeve (photo). Mark the hub and sleeve in relation to each other. 41 Remove the synchro ring and spring followed by the ist gear, needle bearing and thrust washer (photo).

Examination 42 Clean all the components in paraffin and examine them for wear and damage. Check the gear teeth for excessive wear and pitting. Spin the bearings by hand and check them for roughness and excessive lateral movement. 43 Check each synchro ring in turn by locating the ring on its gear

gearbox

99

3.46 Mainshaft bearing location in the 5th gear housing cone and rotating it until it grips. Using a feeler blade, measure the clearance between the synchro ring and gear faces (photo). If less than the minimum amount given in the Specifications, renew the ring. 44 Position each selector fork in its synchro ring in its synchro sleeve, and the selector guide on the reverse gear. Using a feeler blade, measure the clearances. If more that the maximum amounts given in the Specifications, renew them. 45 Ciieck that the holes in the breather cap are clean. Measure the diameter of the end cover sealing lip in three places 120° apart — if less than the minimum amount given in the Specifications, renew the end cover. 46 If necessary, expand the circlip and drive the mainshaft bearing from the 5th gear housing using a suitable metal tube (photo). Similarly drive in the new bearing with the metal tube contacting the outer track only, and with the bearing part number facing outwards. 47 \f required, the differential assembly may be dismantled, referring to Fig. 6.3. However, mark each component for position before removing it. Note that the final drive gear bolts have a /eft-hand thread. A puller will be necessary in order to remove the differential bearings.

The chamfer carrier.

on the final drive gear inside diameter

Ci

Fig. 6.3 Exploded view of the differential

(Sec 3) 1 2 3

4

5 6 7 8 9 10

Bearings Circlip Final drive gear Bolt Carrier Side gears Thrust washers Pinion gears Pin Roll pin

must face the

100

Chapter 6 Manual

gearbox eer

Reassembly 48 With all components renewed as _ necessary commence reassembly by fitting all the components to the countershaft up to and

including the splined thrust washer.

With

the countershaft

on end,

press down on the thrust washer and use a feeler gauge to measure the endfloat of the gears. If more than that given in the Specifications, select and fit new spacer collars or a thrust washer as applicable.

49 Locate the 5th gear thrust washer on the mainshaft followed by the needle bearing, 5th gear, and the synchro hub. With the mainshaft on end, press down on the synchro hub and use a feeler gauge to measure the gear endfloat. If more than that given in the Specifications, renew the thrust washer. Remove the components from the mainshaft. 50 Using a suitable metal tube, drive the mainshaft oil seal and bearing squarely into the clutch housing, having first lubricated the oil seal with gearbox oil. 51 Insert the selector shaft in the clutch housing and locate it in the selector arm. Fit the bolt and locktab, tighten the bolt, and bend the locktab onto the bolt head to lock it. 52 Lubricate the oil seal with grease. Drive it into position over the selector shaft using a metal tube. 53 Refit the rubber gaiter with the small drain hole facing downwards. 54 Locate the countershaft bearing oil guide plate in the clutch

housing, then drive in the bearing using a metal tube on the outer track. 55 Fit the bearing retainer plate, insert the screws and tighten them with an impact screwdriver. Stake the edge of each screw to the clutch housing with a centre-punch.

56

Fit the circlip in the groove in the clutch housing and lower the

differential into position. 57 Fit the selector arm holder, making sure that the socket is located on the selector arm. Insert and tighten the bolts. 58 Mesh the mainshaft with the countershaft, then fit them simultaneously to the clutch housing.

Wl

59 Move the 1st/2nd synchro sleeve to the 2nd gear position and fit the 1st/2nd selector fork in the sleeve groove. Move the sleeve back to the neutral position. 60 Fit the 3rd/4th selector fork in the sleeve groove and insert the shaft.

61

Insert the 1st/2nd selector shaft.

62 Locate the 5th/reverse selector guide on the selector arm and insert the shaft. 63 Turn the selector shafts so that the detent grooves face away from the gears, then align the holes and insert the selector fork bolts and tab washers. Tighten the bolts and bend each tab washer onto one flat of the bolt head to lock it. 64 Insert the reverse detent spring and ball in the clutch housing, then fit the reverse selector arm, locating the slot over the guide pin. Fit the special washer and tighten the nut. 65 Engage the reverse idler gear with the selector guide and insert the shaft 66 Expand the circlip in the gearbox housing and drive the mainshaft

bearing

into position,

until the circlip engages

the groove,

using a

metal tube on the outer track. Similarly fit the countershaft bearing making sure that the oil seal end faces into the gearbox. 67 Check that the housing dowel pins are in position, then locate a

new gasket on the clutch housing (photos). 68 Lubricate the differential bearing outer track, the mainshaft, countershaft, and selector shafts with gearbox oil to help refitting of the gearbox housing. Align the gearbox housing with the 5th/reverse selector shaft, then lower it onto the clutch housing and lightly tap it into position. 69 Insert the housing bolts together with the lifting bracket and tighten them evenly to the specified torque in the sequence shown in

Fig. 6.6 (photo). 70 Fit the clutch cable bracket and tighten the bolt. 71 Insert the three detent balls and springs in the holes in the bottom of the gearbox housing, then fit and tighten the plugs together with the washers.

i

a 3

oy

ZTE

H.15333

Fig. 6.4 Countershaft gear endfloat checking locations (Sec 3) 7 2

17st gear 2nd gear

3 4

3rd gear 4th gear

Fig. 6.5 Mainshaft 5th gear endfloat checking location — arrowed

(Sec 3)

101

H.IS335

Oe

)

G

Qe

Fig. 6.6 Gearbox housing bolt tightening sequence (Sec 3)

3.67b Clutch housing and gasket ready for fitting of gearbox housing

3.74a Tightening the countershaft locknut

3.74b Staking the countershaft locknut

3.69 Tightening the gearbox housing bolts

3.79 Gearbox housing and gasket ready for fitting of 5th gear housing

102

Chapter 6 Manual

gearbox

a 3.80a Using a nut splitter and a block of wood to hold the mainshaft stationary. Do not overtighten!

3.80b Tightening the mainshaft iocknut

72

Right-hand side oil seal

Fit the 5th gear (boss end first) onto the countershaft

splines

followed by the dished washer (concave side first). 73 Select reverse gear and lock the mainshaft using BL tool 18G 1357, or a nut splitter and block of wood. 74 Fit the countershaft locknut and tighten it to the specified torque. Lock the nut by staking the collar (photos). 75 Fit the 5th gear thrust washer to the mainshaft followed by the needle bearing, 5th gear, synchro ring and spring.

76

Fit the

5th

gear

synchro

hub

(recessed

side first) onto

the

mainshaft splines using a metal tube if necessary. 77 Locate the selector fork in the synchro sleeve groove so that the chamfer on the sleeve will face away from the 5th gear. Slide both components simultaneously over the 5th/reverse selector shaft and synchro hub, making sure that the previously made marks are aligned. 78 Secure the 5th gear selector fork to the shaft by driving in the roll

pin. 79 Locate a new gasket on the gearbox housing. Fit the 5th gear housing, insert the bolts, and tighten them evenly and in diagonal sequence to the specified torque (photo). 80 Fit the mainshaft locknut (/eft-hand thread) and tighten it to the specified torque (photo). Loosen the nut, then retighten it to the same torque. Lock the nut by staking the collar. 81 Select neutral and remove the nut splitter or BL tool. 82 Align and fit the oil barrier plate. Fit the end cover, bolts and wiring clip, and tighten the bolts. 83

5 Jack up the front of the car and support it on axle stands. Apply the handbrake and remove the roadwheel. 6 Disconnect the battery negative lead. 7 Place a suitable container beneath the gearbox. Unscrew the filler plug with a 17 mm spanner, and unscrew the drain plug with a 2 in square drive. Drain the oil, then refit the plugs. 8 Extract the split pin and unscrew the nut from the front suspension lower balljoint. 9 Using a separator tool, release the lower control arms and balljoint from the steering knuckle/hub. 10 Using a tyre lever or similar lever, force the inner end of the driveshaft from the differential while pulling the front hub outwards. Take care (particularly on cars with a serial number from 117 813 on) not to extend the driveshaft inner joint, otherwise the ball-bearings may fall out. Tie the driveshaft to one side. 11 Lower the oil seal from the gearbox and wipe clean its location (photo). 12 Dip the new oil seal in the gearbox oil, then drive it squarely into the gearbox housing using a block of wood. Wipe away any excess oil. 13 Pull the front hub outwards, then insert the inner end of the driveshaft into the differential and push it in until the spring clip

engages the groove.

Fit the breather cap.

84 Insert the speedometer pinion and housing in the 5th gear housing. Fit the bolt and washer, and tighten the bolt. 85 Insert and tighten the reversing lamp switch. 86 Temporarily extract the differential bearing circlip from the clutch housing and, using a suitable metal tube, lightly drive the bearing and differential into the gearbox housing. Refit the circlip, then measure the clearance between the circlip and bearing outer track using a feeler blade. If the clearance is not the specified differential endfloat, select a circlip of the appropriate thickness and fit it. 87 Lubricate the differential oil seals with gearbox oil, then drive them into the housings using a block of wood. 88 Fit the clutch release bearing and arm as described in Chapter 5. 89 The gearbox is now ready for refitting as described in Section 2.

4

Differential

oil seals — renewal

Left-hand side oil seal 1 Remove the left-hand driveshaft as described in Chapter 8. 2 Lever the oil seal from the gearbox and wipe clean its location. 3 Dip the new oil seal in gearbox oil, then drive it squarely into the clutch housing using a block of wood. Wipe away any excess oil. 4 Refit the driveshaft as described in Chapter 8.

=

4.11 Levering out the right-hand side differential cil seal

Chapter 6 Manual 14 Fit the lower control arm balljoint to the steering knuckle/hub, tighten the nut to the specified torque (see Chapter 11) and install the split pin. 15 Fill the gearbox with the specified oil. 16 Reconnect the battery negative lead, then refit the roadwheel and lower the car to the ground.

5

Selector

shaft oil seal — renewal

1 Jack up the front of the car and support it on axle stands. Apply the handbrake. 2 Prise the clip from the gearchange rod then, using a suitable drift, drive out the roll pin. If the pin is seized in position it may help to heat it first. 3 Detach the gearchange rod from the selector shaft. 4 Pull off the rubber gaiter and lever the oil seal from the clutch housing. 5 Wipe clean the seal location, then lubricate the new seal with grease and drive it into position using a metal tube. 6 Fit the rubber gaiter with the small drain hole facing downwards. 7 Locate the gearchange rod on the selector shaft and align the roll pin holes. 8 Drive in the roll pin and position the clip over it as shown in Fig.

7 1

gearbox Gearchange

103 lever — removal, examination

and refitting

Jack up the front of the car and support it on axle stands. Apply

the handbrake. 2 Unscrew and remove the pivot bolt and disconnect the gearchange rod from the bottom of the gear lever (photo). 3 Pull off the seals, extract the bushes (if fitted), and press out the spacer collar. Remove the O-rings from the spacer collar. 4 Unscrew the knob from the top of the gear lever. 5 Remove the headlamp adjuster knob and plate, then remove the screws and withdraw the console. 6 Unscrew the screws and withdraw the ring and gear lever gaiter. 7 Extract the circlip from the top of the torsion rod and lift out the gear lever. 8 Note the location of the gear lever seat and stopper ring, then remove them. Remove the O-rings from the seat and withdraw the dust cover from the lever. 9 Examine the gear lever nut, gear lever, bushes, spacer collar and pivot bolt for wear and damage and renew them as necessary. Renew the O-rings and seals as a matter of course. 10 Refitting is a reversal of removal, but lubricate the seat, spacer collar and bushes (if fitted) with multi-purpose grease.

6.7. 9 Check and top up the gearbox oil level as necessary, then lower the car to the ground.

6 Speedometer refitting

pinion and housing — removal, examination and

1. The speedometer pinion and housing are located on the right-hand end of the gearbox. First pull up the cable dust cover, extract the spring clip and withdraw the cable from the housing. 2 Unscrew and remove the housing bolt and washer, and withdraw the pinion and housing. 3 Pull the pinion from the housing, extract the dowel pin, and remove the bush and seal. Remove the outer O-ring seal. 4 Clean the components in paraffin and wipe dry. Examine them for wear and damage and renew them as necessary. Obtain new seals. 5 Refitting is a reversal of removal, but lubricate the components with gearbox oil and make sure that the dowel pin hole is aligned with the bolt hole.

7.2 View of the gearchange rod from under the car

Fig. 6.7 Correct location of the gearchange rod-to-selector shaft roll pin (Sec 5)

104

Chapter 6 Manual gearbox

H.1S%37

Fig. 6.8 Exploded view of the gearchange lever components (Sec 7)

8

1 2

Spacer collar O-rings

5 6

Dust cover Stopper ring

3. 4

Bushes (if fitted)

7

O-rings

Sealing washers

8

Gear lever seat

Fault diagnosis — manual gearbox

Symptom

Reason(s)

Ineffective synchromesh

Worn

synchro rings

Jumps out of gear

Worn Weak Worn Worn

synchro rings and sleeves or broken detent springs selector forks gears and engagement dogs

Noisy operation

Worn bearings and gears Oil level low or incorrect grade

Difficult engagement

of gears

Clutch cable out of adjustment Partially seized spigot bearing in flywheel Worn selector components

Oil grade incorrect (too thick)

Chapter 7 Semi-automatic transmission Contents

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2 6 5

Specifications

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Three-speed

semi-automatic

transmission

wih

torque

converter.

Manually selected gears by means of hydraulically-operated multiplate clutches (forward) and servo-operated selector fork (reverse)

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105:

Test data StallPSPOCO Beret ab etreaserectscs peteateets ssissadnsacesnds taser iissae sndevisescsapsateooastueaivasescasaees Hydraulic pressure at 1000 rpm:

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2300 to 2900 rpm

6.0 to 7.0 kgf/cm? (85 to 100 Ibf/in’) 5.5 to 7.0 kgf/cm? (78 to 100 Ibf/in’)

Overhaul data Oil pump: DIVE MRO CAN CMOT OA ert racacerts nese cevsarerccxoadsdeapnsarrasvarsvercseneanascnsdbeueccsreteecenss DrivenegeanaGlal ClEALANCO sersssectnsscncceceaterecsssessesesarucncSsassaadecattestronsaa> Dhiveneataradialicla aan CO tee:cupssvsscsccssecusvssesssressctrecsssorascrtavncnseoacsyuras enter Servo valve return spring free length (MINIMUM) occ eeeeeseeees Wlalm siantaeOW GOAN MCMC Odb cerer-scvc--ca-scsarerenssesccccapna trerestuevevunerestacsnte aasesavae Mainshiante mvc se ametOa Gerccscrstcovcsccccretetestccsuscatsaccresveressasecavsenssv