rear wheel bearing FIAT 500 1970 1.G Workshop Manual

CHAPTER 1
THE ENGINE
1 :1
1 :2
1 :3
1 :4
1 :5
1 :6
1 :7
1 :8
1:9
1 :10
1 :11Description
Engine removal (sedan—all versions)
Engine removal (station wagon)
Engine disassembly (sedan—all versions)
Engine disassembly (station wagon)
Cylinder head removal, servicing and
replacement
Timing gear overhaul
Crankcase and cylinders
Piston assembly
Connecting rods
Crankshaft and main bearings
1 :1 Description
The 'New 500' two-cylinder aircooled engine operates
on the four-stroke 'Otto Cycle' and is fitted directly to
the transmission unit which incorporates the rear drive
assembly as shown in FIG 1 :1 and FIG 1 :2.
With the power unit fitted at the rear several advantages
are obtained including better load distribution to the
wheels when the vehicle is loaded, elimination of propeller
shaft reducing the size of centre tunnel and better use of
available space.
The cylinder block comprises t w o cast iron cylinder
barrels w i t h cooling fins. The bottom of the cylinders fit
into machined seats in the aluminium crankcase.
The aluminium crankcase carries eight studs on which
are located the t w o cylinder barrels w i t h the aluminium
cylinder head on the top.
A two bush crankshaft of special cast iron is fitted into
the lower half of the crankcase. The crankshaft is
F5009 provided with a counterweight and is hollow to allow for
lubrication.
The steel connecting rods have thin wall bearing halves
on the big-end, and bronze bushes in the small-end. The
offset piston pin is of steel and retained in the piston by
two circlips.
Light alloy pistons are used and are of the taper-oval-
shaped type with a maximum diameter at the base of the
skirt, along an axis perpendicular to the piston pin. Pistons
are fitted with four rings as follows, one compression at
the top, two standard oil scraper rings and one side slotted
oil scraper ring.
The one-piece aluminium cylinder head is finned to
provide a larger cooling surface and carries the inlet and
exhaust manifolds.
The inlet passages merge into a single centralized
flange onto which is mounted the carburetter. The exhaust
passages run almost parallel to the axis of the engine. 1 :12
1 :13
1 :14
1 :15
1 :16
1 :17
1 :18
1 :19
1 :20
1 :21
1 :22Flywheel and starter ring gear
The oil pump
Lubrication, oil filter, relief valve
Valve timing
Valve stem to rocker clearance
Engine assembly (sedan—all versions)
Engine assembly (station wagon)
Power plant mounting
Adjustment of generator and fan belt drive
Modifications
Fault diagnosis

6 Release the ignition distributor support retaining nut
and lift away the distributor together w i t h its support.
7 Remove all the mounting bolts of the engine cooling
cowling and lift away the assembly. Release the t w o
carburetter retaining nuts and carefully remove the
carburetter together with its drip tray.
8 Lift away the valve rocker assembly having first
released the t w o retaining nuts together with the plain
washers and lock washers. Carefully lift out the valve
rocker pushrods noting their relevant positions.
9 Slacken the four central cylinder head cap nuts and
the four conventional nuts in the order, shown in
FIG 1 :44 or 1 :46. Lift the cylinder head from the
barrels. If difficulty is experienced it is essential to use
Fiat tool A.40014 or a similar drilled plate, otherwise
serious damage could be caused if other means are
used (see FIG 1:9).
10 Remove the four pushrod sleeves and the casing
containing the oil ducting to the overhead valve gear.
11 Remove the fuel pump retaining nuts and washers
and lift away the pump. Carefully pull out the pump
control pushrod from the crankcase.
12 Remove the six screws holding the centrifugal oil filter
pulley cover and lift away the cover. Remove the
centrifugal filter mounting flange by unscrewing the
crankshaft central bolt. Also remove the timing cover
containing the oil pump gears and the oil pressure
regulating valve. Note the position of the nuts,
toothed and plain
washers for correct reassembly.
13 Release t h e four camshaft sprocket retaining bolts and
lift away the sprocket and timing chain. Using Fiat
pulley A.46020 or a large universal two-leg puller as
shown in FIG 1 :10 remove the crankshaft sprocket
and its body.
14 Carefully lift out the rocker pushrod tappets making a
note of their location and gently pull out the camshaft
making sure the front bearing bore is not damaged by
the cam lobes or distributor drive gear.
15 Mark the flywheel and crankshaft to ensure correct
reassembly and release the six f l y w h e e l retaining bolts
together w i t h the lockwashers and lift away the fly-
wheel.
16 Using Fiat tool A.60156 on the two central studs, lock
the two cylinder barrels in place as shown in FIG 1 : 1 1.
TOOL A. 40014
FIG 1:9 Tool A.40014 for cylinder head removal
F50015
17 Turn the engine upside down ensuring that no weight
is placed on the studs and remove the oil sump and the
oil suction scoop.
18 Mark the connecting rods and end caps to ensure
correct reassembly and remove the end caps. Place the
engine on its side and remove the cylinder barrels
clamp. Ensure that the studs are clean and carefully
slide off the connecting rod-piston-cylinder assem-
blies from the crankcase.
19 Remove the six screws holding the rear main bearing
housing to the crankcase and lift away the housing.
Remove the six screws holding the front main bearing
housing to the crankcase and lift away the housing.
20 Carefully ease the crankshaft from the crankcase
moving it diagonally to assist withdrawal. FIG 1:11 Cylinder hold-down tool A.601 56 TOOL A.60156 FIG 1 :10 Removing crankshaft sprocket w i t h puller
A.46020
PULLER A.46020

13 Remove all the bolts and washers joining the sump
casting to the crankcase making a special note of the
location of bolts of different lengths.
14 Mark the flywheel and crankshaft to ensure correct
reassembly and release the six flywheel retaining bolts
together with the lockwashers and lift away the fly-
wheel.
15 Using Fiat tool A.60156 on the two central studs, lock
the t w o cylinder barrels in place (see FIG 1 :11).
16 Turn the engine upside down ensuring that no weight
is placed on the studs.
17 Mark the connecting rods and end caps to ensure cor-
rect reassembly and remove the end caps. Place the
engine on its side and remove the cylinder barrels
clamp. Ensure t h a t t h e studs are clean and carefully
slide off the connecting rod-piston-cylinder assem-
blies from the crankcase.
18 Remove the six screws holding the rear bearing hous-
ing to the crankcase and lift away the housing. Remove
the six screws holding the front main bearing housing
to the crankcase and lift away its housing.
19 Carefully ease t h e crankshaft from the crankcase
moving it diagonally to assist w i t h d r a w a l .
20 To ensure no damage occurs to the long cylinder
barrel mounting studs these may be removed using
Fiat puller A.40010 or a universal stud remover as
shown in FIG 1 :12.
1 :6 Cylinder head removal, servicing and replace-
ment
Description:
The aluminium cylinder head is finned to increase the
cooling surface. Through bolts secure the head and the
two cylinders to the crankcase. The valves are controlled
by a camshaft through tappets, pushrods and rockers. The
connection between the head and the crankcase is via five
sleeves mounted directly between the head and crankcase,
and these accommodate the pushrods, lubricating oil and
passage for the crankcase gases. The cylinder head has
been
modified for the 110 F and later 120 engines as
they now incorporate a heater safety device as described
in Section 4 : 4 .
FIG 1:15 Cylinder head
17F500
The cylinder head should be removed whenever the
valves require attention or the engine to be decarbonized.
To remove the cylinder head proceed as f o l l o w s :
1 Remove the air cleaner, carburetter, rocker cover and the
screws securing the blower conveyor to the cylinder Removal of cylinder head: FIG 1 :17 Installing a valve guide using Tool A.60153
provided with pilot bush TOOL A. 6 0 1 5 3 -
WITH PILOT BUSH FIG 1:16 Cleaning valve guides
W I R E BRUSH A.11417 / BIS

After the crankshaft has been reground it is important
that all traces of swarf are removed by constant washing
and then drying with a non-fluffy rag.
The clearance between the main bearings and journals
must be checked before installing the crankshaft in the
engine. It should also serve as a recheck after the
crankshaft has been reground.
Measure the maximum main bearing internal
diameter and the minimum journal diameter using
accurate measuring equipment. The clearance must not
exceed .0039 inch otherwise the journals must be
reground and undersize bearings fitted.
Undersize bearings w i t h .0394 inch stock on the
internal diameter are also supplied unmounted. They
must be press fitted in the supports, the recommended
interference fit being .00039 to .00197 inch. After
pressing the bearing into the support, a hole is drilled in
the bearing in line with the location dowel hole in the
support. The hole is finished with a suitable expanding
reamer, such as Fiat U.0334, and the dowel pressed i n ,
noting that the hollow dowel fits in the flywheel end
support.
The next stage is to heat the assembly in an oven or
oil bath for a period of one hour at 150°C (302°F).
When the assembly has cooled to room temperature,
the bearing is reamed in a lathe to match the crankshaft
journal size.
3
Crankshaft oil seals:
Two inner spring rubber oil seals are located, one in a
special seat in the timing gear cover and the other in the
flywheel end of the crankshaft support and provide oil
tightness. These seals are shown in FIGS 1 :3 and 1 :34.
Whenever the engine is dismantled for overhaul these
seals should be carefully inspected for correct seating and
that the inner seal surface is not worn and that the contact
area is perfect both on the crankshaft and on the fan and
generator drive pulley hub.
Clutch shaft pilot bushing:
A self-lubricating bronze bush is fitted in the end of the
crankshaft as shown in FIG 1 :34 and provides a bearing
for the clutch shaft. Should the bush be worn use Fiat
puller A.40006/1 /2 to remove the worn bush. A new bush
should be fitted using a suitably sized drift.
1:12 Flywheel and starter ring gear
The flywheel should be inspected for wear at the clutch
driven plate contact area. It should be flat and have a
smooth finish.
The ring gear teeth should be cheeked for damage
which if evident, the ring gear must be replaced. To facili-
tate the fitting of a new ring gear on the flywheel, the new
ring gear should be heated in an oil bath to a temperature
of 80°C (176°F). Using a press gently ease the
expanded
ring gear over the flywheel and press fully home.
1:13 The oil pump
Sedan :
A helical-spur gear type oil pump is driven by the cam-
shaft through a front dog drive coupling. The gears are
F50025 To remove the pump from the engine proceed as
follows:Pump removal and reassembly:
Remove the engine rear central support from the timing
gear casing. Remove the filter cover pulley and lift
away the drive belt.
Release the hollow screw attaching the slinger and the
mounting flange of the filter on the crankshaft. Also
release the nuts fixing the timing gear cover to the
crankcase.
Remove the timing gear cover together with the oil
pump assembly and the pressure relief valve.
Lift out the oil pump suction scoop with the filter
screen attached from the sump.
Reassembly of the pump to the engine is the reverse
procedure to dismantling. 1
2
3
4
5 located in a special housing in the timing gear cover and
held in place by a cover plate. The oil pressure relief valve
is mounted on the drive gear shaft guide.
A pump suction scoop fitted with a filter screen is
secured in the crankcase and connects to a duct in the
timing gear case as s h o w n in FIG 1 :36.
2
4
6Key t o Fig 1 :36
Rocker shaft
Ducts, cylinder head oil drain
Oil pressure relief valve
to centrifugal filter
9
with central oil gallery
12Sump cooling air conveyor
indicator sending unitOil filler with vent valve
Line, oil delivery to rocker shaft
Level indicator rod 31
5
7Gear pump
8 Oil duct
Centrifugal oil fitter
1110
Crankshaft
Oil pump intake screen filter
13 Low oil pressure FIG 1:36 Engine lubrication diagram

FIG 1 :48 Power plant front support cross-section
FIG 1 :49 Checking the generator and blower drive
belt tension
1 :19 Power plant mountings
The combined power and transmission unit is elastic-
ally mounted on two supports.
The front of the unit rests on a crossmember which is
secured under the car floor through two rubber block
mountings that are bolted to the gearbox casing as
shown in FIG 1 :48. The position of the rubber blocks
on the crossmember is adjustable so that the assembly
can be correctly aligned.
W i t h t h e rear of the unit the engine crankcase is sprung
to the b o d y rear crossmember through an articulated
swinging arm that compresses a coil spring as shown in
FIGS 1 :47 and 1 :49. A rubber bump pad is mounted
inside the spring to give a progressive action.
Whenever the power and transmission unit is being
serviced the condition of the mountings should be
checked and any worn or damaged parts renewed.
1 :20 Adjustment of generator and fan drive belt
The centrifugal oil filter cover/pulley on the crankshaft
transmits the drive through a V-belt to the generator and
centrifugal fan pulley.
32
(b) Engine stalls
1 Check 1, 2, 3, 4, 10, 1 1 , 12, 13, 14 and 15 in (a)
2 Sparking plugs defective or gaps incorrect
3 Retarded ignition 1 Defective coil
2 Faulty distributor capacitor (condenser)
3 Dirty, pitted or incorrectly set contact breaker points
4 Ignition wires loose or insulation faulty
5 Water on sparking plug leads
6 Corrosion of battery terminals or battery discharged
7 Faulty or jammed starter
8 Sparking plug leads wrongly connected
9 Vapour lock in fuel pipes
10 Defective fuel pump
11 Overchoking
12 Underchoking
13 Blocked petrol filter or carburetter jets
14 Leaking valves
15 Sticking valves
16 Valve timing incorrect
17 Ignition timing incorrect
(a) Engine will not start 1 :22 Fault diagnosis
Since its introduction the Fiat new 5 0 0 model has
been continually developed. The main modifications that
have been made are as follows:
1 Heating system safety device
2 Recirculation device for the blow-by gases
3 Cylinder head modified to incorporate item 1
4 Double valve springs fitted
5 Cylinder barrels modified to incorporate item 1
6 Flywheel modified to incorporate new type diaphragm
spring clutch mounting
7 Larger air cleaner container.
Details of these modifications are to be found in the
relevant sections if they necessitate a change in service
overhaul procedure. Other information is to be found in
Technical Data.
1 :21 Modifications
When the V-belt has been correctly adjusted the belt
should sag 13/32 inch under a hand pressure of about 22 lb
as shown in FIG 1 : 4 9.
Should the belt be too slack the generator and
centrifugal fan will not operate at the correct speed
causing overheating and a discharged battery. Also the
belt will slip causing rapid wear of the belt. Conversely
if the belt is too tight excessive loading will be placed
on the generator bearings causing excessive bearing
wear and noisy operation.
To adjust the belt tension proceed as follows:
1 Remove the three nuts ' B ' (see FIG 1 :49) on the
generator pulley and this will split the pulley into two
parts between which are spacer rings.
2 The tension of the belt is increased or decreased by
either reducing or increasing the number of spacers.
3 Place the spacer rings removed from between the
pulley halves on the pulley outer face so that the rings
may be re-inserted when fitting a new belt.
4 Tighten the three nuts to a torque wrench setting of
14.5
lb ft.
Key to Fig 1 :49 A Normal give-in: about 13/32 inch under
a 22 Ib pressure B Nuts securing the pulley halves with
spacer rings

FIG 5:10 Clutch throw-out mechanism
Key to Fig 5:10 1 Clutch throw-out yoke
2 Yoke return spring 3 Rod nut and counternut
4 Adjustable rod 5 Clutch throw-out
onto this shaft the outer operating lever is attached by
means of a key.
A return spring connected to the outer operating lever
is anchored onto the gearbox casing. When the clutch is in
its normal position the spring keeps the central thrust
carbon ring away from the withdrawal levers carrier ring.
The carbon ring is pressed against the carrier ring by the
throw-out ring which is connected to the forked lever as
shown in FIG 5 : 8 .
The clutch pedal must have free travel of 1"3/8 to 1"9/16 inch.
Should any adjustment be necessary release the locknut
from the adjustable tie rod and adjust the position of the
tie rod until the correct adjustment is obtained. Tighten the
locknut.
500F. L and later station wagon:
The free travel of the clutch pedal should be 19/32 to
1"3/16 inch which corresponds to a clearance of .059 inch
between the throw-out sleeve and the ring (see FIG 5 : 7).
Should any correction be necessary release the adjust-
able rod locknut (see FIG 5:10), and reposition the
adjustable rod using the rod nut until the recommended
clutch pedal travel is obtained. Retighten the locknut.
5 : 8 Fault diagnosis
(a) Drag or spin
1 Oil or grease on driven plate lining
64
(g) Driven plate fracture
1 Check 2 and 3 in (a)
2 Drag and distortion due to hanging gearbox in plate hub (f) Tick or knock
1 Worn first motion shaft spigot or bearings
2 Badly worn splines in driven plate hub
3 Release plate out of line
4 Faulty Bendix drive on starter motor
5 Loose flywheel
(e) Rattle
1 Check 3 in (c)
2 Worn release mechanism
3 Excessive backlash in transmission
4 Wear in transmission bearings
5 Release bearing loose on fork (d) Judder
1 Check 1, 2 and 3 in (a)
2 Pressure plate not parallel with flywheel face
3 Contact area of driven plate linings not evenly distribu-
ted
4 Bent first-motion shaft
5 Buckled driven plate
6 Faulty power unit mountings
7 Worn suspension mountings
8 Weak rear springs
9 Loose drive shafts (c) Slip
1 Check 1, 2 and 3 in (a)
2 Check 2 in (b)
3 Weak pressure springs or diaphragm spring (b) Fierceness or snatch
1 Check 1, 2 and 3 in (a)
2 Worn clutch linings 2 Misalignment between engine and gearbox first motion
shaft
3 Driven plate hub binding on first motion shaft splines
4 Binding of first motion shaft spigot bearing
5 Distorted clutch plate
6 Warped or damaged pressure plate or clutch cover
7 Broken driven plate linings
8 Dirt or foreign matter in clutch

PRIMARY SHAFT-TO-CLUTCH
SHAFT MOUNTING PINCLUTCH SHAFT SEAL PRIMARY SHAFT WITH
1st, 3 r d A N D 4 t h SPEED
GEAR CLUSTER
2 n d SPEED
DRIVE GEARPRIMARY SHAFT
FRONT BALL BEARINGPRIMARY SHAFT
REAR BALL BEARING
PRIMARY
SHAFT-TO-CLUTCH
i SHAFT JOINING SLEEVEJOINING SLEEVELOCKRING
SPEED SELECTOR LEVER
CLUTCH SHAFT
LAYSHAFT WITH BEVEL PINION
SPEEDOMETER DRIVE GEAR
2 n d SPEED ENGAGEMENT
SLIDING SLEEVE
2 N D SPEED DRIVEN GEAR
LAYSHAFT FRONT BALL
BEARING
3 r d SPEED DRIVEN GEARHUB FOR
SLEEVE
3rd AND 4th/
SPEED ENGAGEMENT
SLIDING SLEEVE4 t h SPEED
DRIVEN GEARLAYSHAFT REAR ROLLER BEARING
LAYSHAFT-TO-PINION
ADJUSTMENT WASHER 1st SPEED AND)
REVERSE SLIDING GEAR
FIG 6:1Gearbox-differential unit longitudinal section
On the primary shaft extension outside the main central
body is mounted the second-speed driving gear. The
primary shaft is supported at both ends by ballbearings
whilst the clutch shaft rotates in a bronze spigot bush which
is press fitted into the end of the crankshaft. An oil seal is
fitted in the clutch shaft passage seat in the c o n n e c t i o n
support. The layshaft, together with the drive pinion of the
differential unit is supported at the front by a ballbearing
race. The layshaft carries the pinion adjustment shim, the
fourth-speed driven gear and its bushing, the hub and
relevant engagement sleeve for the t h i r d - and fourth-
speed w i t h first-speed and reverse-speed, the third-speed
gear and bushing and, outside the casing the second gear
and bushing, the hub with relevant second-speed engage-
ment sleeve and the speedometer drive gear.
The gears are operated by a gear selection lever mounted
on the tunnel situated between the two front seats. This
operates through a rod actuating the selector and shifting
mechanism which is housed in the gearbox casing cover.
Refer to FIG 6 :3 where it will be seen th a t the positioning
of the striker rods is ensured by a spring-loaded ball-
bearing. The risk of engaging two gears at the same time is
eliminated by three rollers which slide in suitable slots
machined in the rod (see FIG 6 : 4).
The differential unit and the final drive gear train are
housed in the t w o semi-covers which
have previously
been described, the final drive pinion being integral with
the layshaft. The differential casing may be split into t w o
halves. The bevel gear is fitted on one of the halves and is
66
secured by the same screws joining the two halves
together. The differential side gears are internally splined
into which are located the splined axle shaft ends which
are able to slide by means of a specially designed slip joint.
Two specially shaped rubber oil boots are inserted on the
swing axle shafts and fit over the side gear extensions to
ensure that there is no loss of lubricant or the ingress
of dirt.
The transmission and differential unit to suit the station
wagon differs from the sedan in that the transmission to
engine mounting plate and the bellhousing are modified to
suit the engine repositioned on its side.
6 : 2 Removal of gearbox/differential unit:
The complete unit may be removed whilst the engine
remains in situ and to remove this unit proceed as follows:
1 Disconnect the battery positive cable and jack up the
rear of t h e vehicle and place on firmly based stands.
2 Disconnect all control cables and wiring from the
starter motor and the clutch lever. Remove the starter
motor, the clutch lever reaction spring and the clutch
cable support on the gearbox.
3 Remove the three bolts securing each of the driving
shaft flanges to the flexible coupling at the wheel ends
and carefully take out the inner spring.
4 Disconnect the shifter rod from the gearshift lever at the
gearbox extension and also the
speedometer drive
cable. Remove also the flywheel undercover. Place a
suitable support under the engine.

FIG 6 :2 Gearbox gears, forks and striker rods
KeytoFig6:2 1 Rear roller bearing 2 Layshaft with bevel pinion 3 Front ballbearing 4 Front bearing plate
5 Bushing 6 Fourth-speed driven gear 7 Third- and fourth-speed sliding sleeve 8 First and reverse sliding gear
9 Sliding sleeve hub 10 Third-speed driven gear 11 Bushing 12 Bushing 13 Second-speed driven gear
14 Second-speed sliding sleeve 15 Second-speed sliding sleeve hub 16 Speedo drive gear 17 Reverse sliding gear
18 Reverse sliding gear shaft 19 Clutch shaft 20 Clutch shaft-to-primary shaft sleeve 21 Primary shaft rear ballbearing
22 Primary shaft with first and reverse, third and fourth gear train 23 Primary shaft front ballbearing 24 Second-speed drive gear
25 First gear fork 26 First and second gear striker rod with second gear fork 27 Reverse gear fork 28 Reverse gear striker rod
29 Third and fourth gear fork 30 Third and fourth striker rod 31 Gear selector and engagement lever
SPRING
GUIDE BUSHES
REVERSESTRIKER R O D
BALL SPRINGS
POSITIONING BALLS STRIKER R O D
BALL SPRING
COVER PLATE
1st A N D 2 n d SPEED
STRIKER R O D3 r d A N D 4 t h SPEED
STRIKER R O D
FIG 6 : 3 Detail of gearbox section through striker rod
positioning ball springs
F50067 5 Using a garage type hydraulic jack fitted with Fiat
support Arr.2076 carefully placed under the gearbox-
differential unit take the weight of the unit from the
front mounting. Carefully remove the nuts securing the
transmission unit to the engine and also the nuts that
secure the transmission front support to the body
brackets.
6 Carefully draw the transmission forwards away from
the engine taking very great care that no weight is
allowed to act on the clutch shaft until the end of the
clutch shaft is clear of the flywheel and clutch cover
assembly. Carefully lower the transmission to the floor.
7 Remove the front support together with its rubbers,
drain the oil from the transmission unit and thoroughly
wash the outside to remove all traces of dirt and grease
and dry using a compressed air jet. The transmission is
now ready for dismantling.
6:3 Dismantling— gearbox
Before dismantling the gearbox ensure that the exterior
is thoroughly clean and then proceed as follows:

FIG 6:7 Differential components
Key toFig 6:7 1 Axle shafts 2 Sleeve retainment lockrings 3 Slip joint casings 4 Axle shaft-to-wheel shaft
coupling sleeve 5 Differential case cover w i t h bearing inner race 6 Side gears 7 Oil boot retainment cover
8 Side gear thrust ring 9 Idle pinion shaft 10 Idle pinions 11 Oil boots 12 Differential case w i t h bearing inner race
13 Adjuster retainment ring 14 Bearing housings with retaining nuts and outer races 15 Idle pinion shaft retainment cup
1 6 Bevel gear
withdraw the layshaft together w i t h the final drive
pinion and the roller bearing inner race from the rear.
11 From the inside of the gearbox casing carefully slide off
the following parts from the mainshaft, the drive
pinion adjustment shim, the third and fourth driven
speed gears together with their bushes, the t hird- and
fourth-speed hub and sliding sleeve, the first and
reverse driven gear, and carefully drive out the front
bearings and the bevel pinion rear bearing outer race.
1 2 Using a suitable press, drive out the drive pinion roller
bearing inner race from the end of the mainshaft.
Inspection of components:
Before inspecting the various parts removed from the
gearbox casing thoroughly wash all components and
blow dry using a compressed air jet and then proceed as
follows:
1 Thoroughly inspect the gearbox casing to ensure that it
is not cracked and that the bearing seats are neither
F50069 worn or damaged so allowing the bearing outer ring
to rotate during the normal operation.
2 Thoroughly check the ballbearings to ensure that they
are in perfect condition and that both radial ply and
axial play is not excessive. The maximum permissible
bearing play is as follows:
Front bearings of primary shaft layshaft:
(a) Sideways .002 inch
(b) Endwise .017 inch
Primary shaft rear bearing:
(a) Sideways .002 inch
(b) Endwise .016 inch
Hold the bearings firmly by the outer race and gently
rock the inner race backwards and forwards. The sliding
action produced should be free and silent. If any rough-
ness is felt then the bearings must be renewed. Check
the roller bearings by inspecting the condition of the
rollers as well as the outer and inner races. Always fit
new bearings if there is any doubt as to their efficiency.

3 Check the layshaft and the primary shaft between
centres and using a dial gauge ensure that there is no
distortion. The out of true reading for bearing seats
should be less than .0008 inch. Inspect the splines and
ensure that the side and outerfaces are not indented.
Replace if there are signs of wear. Also inspect the
reverse shaft to ensure that it is perfectly smooth and
not showing signs of pitting or partial seizure.
4 Carefully inspect all gear teeth for signs of excessive
wear or damage. The contact faces must be smooth and
show no signs of indentation marks. Also check that
the backlash between the gears, when correctly
mounted on the surface plate is not greater than .0039
inch. The maximum wear limit is .0079 inch. Check that
the quick engagement front teeth of the second-, third-
and fourth-speed gears are not damaged or excessively
worn. Renew if there are signs of gearchange lever
misuse.
5 Inspect the sliding sleeves and the relevent hubs, ensure
that all the working surfaces are perfectly smooth. The
clearance between the mating parts should not be
greater than .0059 inch. Also inspect the meshing teeth
and ensure that they are in good condition.
6 Check that the gear shifting selector forks are not dis-
torted and that the striker rods freely slide in their seats
in the gearbox casing.
7 Carefully inspect that all the oil seals are in perfect con-
dition and if there is any doubt they should be renewed.
8 Inspect the striker rod locking balls and the safety rollers
and ensure that they slide freely in their seatings. Also
check the ball load spring efficiency and if this shows
signs of weakness then it should be renewed. Any
faults with these items will cause difficulty in engaging
gears or autodisengagement during engine acceleration.
6 : 4 Reassembly—gearbox
To reassemble the components to the gearbox ensure
that all components are thoroughly clean and then pro-
ceed as follows:
1 Press t h e pinion rear roller bearing onto the layshaft.
Install the layshaft in the casing, and at the same time
fit the adjustment shim, the fourth-speed driven gear
together w i t h its bush, the sleeve and hub for third and
fourth gear engagement, the first-speed and reverse
driven gear and the third-speed driven gear with its
hub.
2 Install the front layshaft ballbearing securing the
bearing retainment plate w i t h the screws and finally
lock the screws in position.
3 Insert the primary shaft together with the first, third
and fourth driving gear train in the gearbox housing
and slide t h e rear bearing onto the shaft. Push the
input shaft forward to enable the clutch shaft coupling
to be inserted in t h e rear and to be pulled up the
primary shaft by means of the pin. Do not forget the
retaining ring.
4 Slide the primary shaft backwards so pushing the rear
bearing into its bore. Refit the front bearing onto the
primary shaft.
5 On the layshaft insert the second-speed driven shaft
and bush, the second gear sliding dog sleeve and the
hub. Also insert the second-speed striker rod and the
first-speed fork. Do not forget to fit the safety roller
into its seating.
70
6 Slide the second-speed driving gear onto the primary
shaft. Place the engagement fork on the third- and
fourth-speed engagement sliding sleeve, and insert
the striker rod, lock the relevent fork and fit the safety
roller.
7 Insert the third safety roller and install the reverse shaft
and insert the reverse gear cluster onto it and secure
the shaft by tightening its block bolt. Install the reverse
striker rod w i t h its relevent fork.
8 Now refit the speedometer drive worm gear onto the
layshraft. Tighten the nuts on the primary shaft and the
layshaft, not forgetting to interpose the plain washer
between the speedometer driving worm and the nut,
to a torque wrench setting of 1 8.1 Ib ft to 25.3 Ib ft
(primary shaft) and 28.9 to 36.2 Ib ft (layshaft). It is
recommended that the input shaft and layshaft are
locked together by engaging t w o gears at the same
time. Finally, fit the splitpins.
9 Lock the shifter forks onto their shafts by tightening
their respective bolts and bend up the special locking
plates. Install the three positioning balls and relevant
springs into their bores and refit the cover plate.
10 Install the casing cover together with its relevant
gasket. This will enable correct positioning of the shift
shaft lever so that it engages in the outer ends of the
shifter shafts protruding from the gearbox casing.
11 Install the speedometer drive support on the gearbox
casing and refit the upper gearbox cover.
For subsequent differential operations and adjustments
see Sections 6:6.
6:5 Dismantling—differential and final drive
For the removal of the differential and final drive unit
from the gearbox refer to Section 6:3. To dismantle the
differential assembly
proceed as follows:
1 Remove the retaining ring 2 (see FIG 6 : 7) retaining
the splined sleeve 4 and slide the sleeve off the drive
shaft.
2 Remove t h e retaining covers 7 and the oil boots all
together with the bushes and seals, adjuster ring lock
rings 13, adjuster rings housing 14, and bearing
adjuster and roller bearing outer races.
3 Separate the differential housing halves by unscrewing
and removing the six bolts that keep both the halves and
the crownwheel together. It is advisable to mark the
respective components to ensure correct matching
upon reassembly.
4 Remove the differential pinion shaft retainer ring, also
the differential pinions 10 by removing the shaft and
withdrawing the two axle shafts 1.
5 Remove the differential side gears 6 and relevent thrust
rings 8.
6 Using a press remove the differential bearing inner
races from their seats on the carrier halves.
7 Thoroughly clean all parts and dry using a compressed
air jet.
Inspection:
The components of the differential unit must be
thoroughly inspected for correct operation and to deter-
mine the presence of any wear, damage or other irregulari-
ties. To check the items concerned proceed as follows:
1 Check thoroughly the idle pinion carrier shaft for signs