I Unit: _2 ___ _

Section : 3

SERVICE SHOP MANUAL Page : -----I Date : October, 1969

UNIT 2 - TRANSI'v11SSION

SECTION 3

DAVID BROVVN 10-550 GEARBOX

INDEX OF CONTENTS

Technical Data

Gearbox-Technical Description ..

Lubrication

Routine Maintenance ..

Unit Replacement

Unit Overhaul (Refer to David Brown publication) ..

Forward Control Unit-Lubrication

Routine Maintenance

Unit Replacement

Unit Overhaul ..

Range Change-Technical Description ..

Control Valve-Technical Description ..

Routine Maintenance ..

Unit Replacement

Unit Overhaul

Operating Cylinder-Technical Description ..

Routine Maintenance

Unit Replacement

Unit Overhaul

Page

2

3

4

4

4

4

4

5

5

6

7

8

8

8

.. 10

. . 11

.. 11

.. 11

U nit : ~._.~_~_ .. _._J Section : 3

Page: 2 ~--I SERVICE SHOP MANUAL Date. October, 1969 .

TECHNICAL DATA

Ratios

Gears

Model

Type

Mainshaft 1 st speed gear Mainshaft, reverse speed gear Mainshaft 2nd speed gear Mainshaft, 3rd speed gear Mainshaft, 4th speed gear Mainshaft 5th speed gear Primary Shaft Layshaft 1 st speed gear Layshaft 2nd speed gear Layshaft 3rd speed gear Layshaft, reverse speed gear . . Layshaft, 4th speed gear Layshaft 5th speed gear Layshaft twin range driving gear Reverse shaft, driving and PTO gear

Bearings

Clutch Withdrawal Primary Shaft-I nner

Outer Mainshaf -Centre

Rear . . Layshaft-Front Inner ..

Front Outer . . Centre . . Rear

Reverse Shaft-Front Rear

Mainshaft gears (except reverse) Mainshaft 5th speed gear and Reverse shaft

driving gear

David Brown 10-550

10-speed constant mesh with two reverse speeds and air operated splitter control (Twin Range)

Gears

1 st 2nd 3rd 4th 5th Reverse

No. of teeth

53 53 46 37 27 20 22 15 22 30 28 39 45 38 38

High range

6·100 :1 3·610 :1 2·130:1 1 ·196 :1 0·768 :1 6·220 :1

Type of Gear

Helical Spur Helical Helical Helical Spur Helical Helical Helical Helical Spur Helical Spur Helical Spur

Single row ball type Single row roller type Single row ball type Single row roller type Single row ball type Single row roller type Single row ball type Single row roller type Single row roller type Single row roller type Single row roller type Double row needle roller type

Low range

7·95 :1 4·70 :1 2·78 :1 1·56 :1 1·00 :1 8·08 :1

Single row needle roller thrust type bearings.

I~_nit: ___ 2

i Section: 3

SERVICE SHOP MANUAL I-page: 3

Oil Seals

Primary Shaft Mainshaft (coupling flange)

Speedomete r Gear Chart

Spring loaded single-lip type Spring loaded double-lip type

Date : October, 1969 .1

Note : Rev/min based on Dunlop highway unless otherwise stated. Reduction gears to suit 4:1 speedo gears.

TYRE SIZE RPM

9·00 x 20 523 10 x 22·5

10 x 20 503 0·22·5

11 x 20 492

Range Change

Control Valve Operating Cylinder

Stroke

Selector Shaft Springs

Number Free length

MAKE GEARS

Dunlop Driving Driven

Dunlop Driving Highway Driven

I Dunlop Driving

Driven

Length when loaded with 61·51b (28 kg) . .

TECHNICAL DESCRIPTION

The gearbox has five forward speeds and one reverse with twin range auxiliary gears mounted at the front end, providing ten forward and two reverse speeds. The twin range section is air operated by push/pull cable mounted on the change speed lever and operates an air cylinder mounted on top of the gearbox casing through a control valve to select either the High or Low range gear ratios.

All gears operate in constant mesh, engagement being by sliding clutches. The mainshaft gears revovle on needle roller bearing assemblies with support bushes located on the mainshaft for 3rd, 4th and 5th speed gears, while the needle rollers of 1 st and 2nd gear rotates directly on the mainshaft.

The mainshaft is supported on a ball bearing at the rear end, and a roller bearing at the front end, the outer race of which is circlip located in the casing.

The layshaft is supported by roller bearings at the rear end and in the centre, while the front end is supported by a roller and ball bearing. The 1st and 2nd speed layshaft gears are an integral part of the layshaft, while the remaining gears apart from the

AXLE

5·78 7 ·01

23166-23 23164-21 23164-21 23166-23

23166-23 23164-21 23164-21 23166-23

23167-24 23164-21 23163-20 23166-23

Clayton Dewandre Clayton Dewandre

RATIOS -----

7·95 9·17

23162-19 23161-18 23168-25 23169-26

23163-20 23161-18 23167-24 23169-26

23163-20 23161-18 23167-24 23169-26

1·047 to 1·089 in (26·59 to 27·66 mm)

4 1 -h in (33 ·34 mm) 1 t in (28·58 mm)

twin range driving gear are key located on the shaft. The twin range driving gear is supported on the layshaft by a bush and is in constant mesh with the primary shaft gear.

The cast aluminium gearbox casing is in two halves to facilitate easy servicing and oil leakage from the casing at the input and output ends is prevented by oil seals.

Provision is made for the fitting of power take-off units which can either be driven from the reverse shaft driving and PTO gear or from the rear end of the layshaft. A blanking plate or cover is fitted to the casing when these are not fitted.

An efficient drum type clutch stop is fitted on the primary shaft and this is easily adjusted by means of a large bakelite knob located on the O/S of the bell housing. Instructions for adjusting the clutch stop are given in the Atkinson Operators Handbook.

A standard forward control change speed unit is fitted with a universal jointed change speed rod . A spring resistance must be overcome when moving the change speed to the 1 st and 2nd gate and reverse position.

Unit : 2 -J ----

Section : 3 I

Page: 4 SERVICE SHOP MANUAL Date: October. 1969

- - - -- - -------------------------------

LUBRICATION

For the lubrication periods and correct lubricants refer to Lubricants and Fluids and the Lubri­cation Chart in Unit 0 of this manual.

ROUTINE MAINTENANCE

First 1 500 Mile (2400 I(m) of a New Vehicle or the Fitment of a Service Exchange or Overhaul Unit

1. Check all mounting nuts for tightness. 2. Check the security of the range change

operating cylinder and control valve. 3. Check that the change speed forward control

is securely mounted. 4. Ensure that the gearbox breather is not blocked.

Monthly or Every 5000 Mile (8000 km)

1. Check gearbox for oil leakage and rectify if necessary.

2. Check all nuts and bolts for tightness including change speed forward control.

3. Carry out operating and air leakage tests on rang'e change control valve and operating cylinder.

4. Ensure that the gearbox breather is not blocked .

UNIT REPLACEMENT

To Remove and Refit the Gearbox

To Remove

1. Drain the oil frc ..... the gearbox preferably when warm and free flowing . Replace the drain plug when the oil has stopped flowing.

2. Remove the propeller shaft. 3. Disconnect the wiring from the speed a drive

unit. 4. Disconnect the change speed operating shaft

from the gearbox coupling flange and discon­nect power take-ofts if fitted .

5. Disconnect the clutch operating rod from the clutch operating lever.

6. Disconnect the air pipes from the twin range operating cylinder.

7. Suitably support the engine at the rear end and remove the rear engine and gearbox mounting crossmember.

8. Take the weight of the gearbox on suitable lifting gear and remove the clutch bell housing bolts.

9. Withdraw the gearbox from the flywheel housing and lower to the ground. ensuring that the gearbox primary shaft is clear of the clutch assembly.

To Refit

I n general refitting the gearbox is a reversal of the removal procedure. ensuring that the following points are carefully noted.

1. Check that the clutch driven plate is centralised correctly. see section 1 of this unit.

2. Sparingly lubricate the primary shaft with high melting point g,ease.

3. On no account allow the gearbox to hang on the clutch driven plate assembly when entering the splines. or driven plate distortion will take place leading to eventual clutch failure .

4. When the gearbox has been refitted. adjust the clutch pedal free play and the clutch stop as described in Section 1, Unit 3 of this manual.

5. Refill the gearbox with the correct lubricant as shown in Section 5, Lubricants and Fluids, Unit 0 of this manual.

UNIT OVERHAUL

For unit overhaul refer to the appropriate David Brown Service Manual.

FORWARD CONTROL UNIT (Refer to Fig. 1)

The change speed forward control unit is mounted on a bracket attached to the engine crankcase and consists of a lever assembly the lower wnd of which locates in a lever (15) attached to the forward control operating shaft (12) by a locating screw (18) . The shaft (12) is located in the housing (16) by two dry wrapped bushes (14) which are a press fit in the bosses of the housing and is connected to the control rod by a muft coupling (10) . Dirt and·foreign matter is prevented from entering the housing via the operating shaft by PVC bc;>ots (13) which are positioned over the shaft as shown in Fig 1.

The lever assembly (3) is located in the top cover by a conical spring (7) which locates over a damper (9) and spring loads a spherical seating (6) against the swivel ball of the change speed lever.

LUBRICATION

The unit is lubricated on assembly and needs no further lubrication until unit overhaul.

ROUTINE MAINTENANCE

Monthly or Every 5000 Mile (8000 km)

1. Check mounting securing nuts and tighten if necessary.

2. Check for play and/or wear in selector shaft universal joints and service if necessary.

3. Check for excessive wear in operating shaft bushes and replace if excessive wear is evident.

4 . Inspect the operating shaft boots for deteriora­tion and replace if necessary.

Unit: 2

Section : 3

SERVICE SHOP MANUAL Page: 5

Date: October, 1969 ._. ----------------------~-----

FIG. 1. SECTION VIEWS OF FORWARD CONTROL.

1. Knob. 7. Spring. 2. Locking ring. 8. Screw. 3. Lever assembly. 9. Damper. 4. Cap. 10. Muff coupling. 5. Cover. 11. Bolt. 6. Spherical seating. 12. Shaft.

UNIT REPLACEMENT

To Remove

1. Detach the change speed lever draught excluder from the cab floor and release the jubilee clip from the lever.

2. Disconnect the range change cable from the change speed lever.

3. Remove one nut and bolt from the muff coup­ling to disengage the operating shaft from the control rod .

4. Remove the four setscrews which secure the top cover to the forward control housing and withdraw the change speed lever assembly complete with top cover and draught excluder up through the cab floor.

5. Remove the spherical seating, spring and damper from the top of the housing.

6. Remove the nuts and shakeproof washers from the housing studs and withdraw the housing from the mounting bracket, lowering it down­wards between the engine and chassis frame.

13. 14. 15. 16. 17. 18.

Boot. 19. Washer. Bush. 20. Stud. Lever. 21. Nut. Housing. 22. Washer. Locating screw. 23. Nut. Locating screw.

To Refit

Refitting is a reversal of the removal procedure ensuring that the change speed lever engages correctly in operating shaft lever.

UNIT OVERHAUL

To Dismantle

With the forward control unit removed from the chassis and already dismantled into two halves, dismantle the housing assembly as follows :-

1. Remove the PVC boots from the operating shaft and housing.

2. Remove the locking wire from operating shaft lever locating screw and remove the screw.

3. Withdraw the operating shaft from the housing and collect the lever. To dismantle the lever assembly, draw off the change speed lever knob (1) and locking ring (2) and withdraw the lever assembly (3) from the top cover (5) draught excluder, and cap (4).

Jnit : 2

)ection : 3

'age: 6 SERVICE SHOP MANUAL )ate . October, 1 969

4

1

2 "t 3 J 1

l~

FIG. 2. SCHEMATIC LAYOUT OF AIR OPERATED RANGE CHANGE UNITS.

1. Pressure regulator valve. 2. Supply from auxiliary reservoirs 3 . Pipe connections on chassis frame.

Cleansing and Inspection of Dismantled Parts

1. Wash all metal parts in a suitable cleaning solvent and blow dry with dry compresse.d air.

2. Inspect the operating shaft bushes for wear and replace if necessary.

3. Inspect the operating shaft and lever for wear and/or damage and replace if necessary.

4. Inspect the change speed lever for wear and/or damage and replace if necessary.

5. Inspect the conical spring and spherical seat for damage and/or distortion and replace if necessary.

6. Inspect the top cover change speed lever location for wear and replace if necessary.

7. It is recommended at unit overhaul that the rubber damper and PVC cap and boots are automatically replaced with new parts.

8. Inspect all nuts, bolts and studs of damaged threads and replace if necessary.

To Re-Assemble

1 . Assemble the change speed lever to the top cover and refit the PVC cap (4). draught excluder, locking ring (2) and press on the lever knob (1) .

2. If previously removed press new bushes (14) into the housing (16).

4. Operating cable. 5. Control valve. 6 . Operating cylinder on gearbox.

3. Position the lever (15) in the housing and refit the operating shaft (12) . Secure the lever to the operating shaft with the locating screw, which should be securely tightened and wire locked in posit!on.

4 . Refit the PVC boots (13) and wire in position on the housing shaft.

5. At this stage further assembly cannot be carried out until the housing assembly has .been refitted to the vehicle.

RANGE CHANGE

TECHNICAL DESCRIPTION

The equipment illustrated schematically in Fig . 2 is designed to operate the gearbox range change, using compressed air supplied by the vehicle braking system through the pressure regulator valve, which is fitted in the air line between the auxiliary reservoirs and control valve to protect the braking system in the event of air leakage occuring in the gear shift system.

The control valve is actuated by a push/pull cable and is mounted on the rear right-hand side of the engine. The main purpose of the valve is to control the operating cylinder, which is mounted on the gearbox casing, by admitting compressed air to one end of the cylinder and exhausting the other end to atmosphere. Operation of the valve reverses the porting to the cylinder causing an opposite force to be apglied to the gear shift parts in the cylinder and gearbox.

Unit : 2

Section: 3 I~-

SERVICE SHOP MANUAL Page: 7

CONTROL VALVE

TECHNICAL DESCRIPTION

The body of the unit has four ports for air line connections, and houses two spring-loaded inlet exhaust valves. The valves are identical, and consist of rubber faced metal discs lightly sprung against removable seats. A cover plate, bolted to the body, retains the valve springs and valve seat retaining springs. Two tubular exhaust stems project into a top cover, and are inter-connected by means of a beam spring to ensure synchronous operation. The cover has a short exhaust tube which should be fitted with a filter or breather pipe to prevent ingress of foreign matter. The operating cable, from a hand control knob, passes through a compression screw fitted in the cover, and is secured to a valve actuating toggle mechanism.

The cover has two bosses, tapped *-20 UNC-2B, for mounting purposes .

When the control cable and trunnion are moved either up or down, the operating levers acting about

FIG . 3. THE CONTROL VALVE.

1. Air supply port. 2. Air delivery port. 3. Cable connection port.

Date : October, 1969

the pivot pin, extend the two springs between the poppet lever plate and trunnion pin until they reach an 'over-centre' position. At this point, the springs suddenly contract, moving the plate to operate the valves.

The design of the unit is such that when one valve is open to pass compressed air, the other is open to exhaust through the hollow stem. Compressed air enters the unit through the inlet port and p3sses to the interconnected valve chambers. In the illustration, Fig . 4, the right-hand exhaust stem is closed against the valve disc which is held off its seat allowing compressed air to pass to the right-hand shift­cylinder air line.

The left-hand valve disc is seated, tha exhaust stem being lifted clear by the beam spring . Exhaust air from gear shift cylinder passes through the stem, top cover and exhaust port.

When the toggle mechanism is operated, the right­hand disc valve seats and air is exhausted from the air line. The left-hand exhaust stem closes on the disc, pushing it off its seat allowing compressed air to pass to the left-hand gear shift cylinder air line.

FIG. 4. SECTION VIEW OF CONTROL VALVE

1. Trunnion. 2. Toggle mechanism. 3 . Beam spring. 4. Supply port. 5. Valve chambers. 6. Valve discs.

7. Valve seat. B. Plugged pori. 9. Delivery ports to

operating cylinder. 10. Exhaust stem . 11 . Exhaust port.

Unit: 2

Section: 3

8 Page: ---I

Date: October, 1969 I SERVICE SHOP MANUAL

ROUTINE MAINTENANCE

Monthly or Every 5000 Mile (8000 I<m)

1. Check the mounting bolts and air line con­nections at the valve for looseness and tighten if necessary.

2. Remove exhaust port filter and clear thoroughly in paraffin-blow dry with compressed air and refit.

Yearly or Every 50000 Mile (80000 I<m)

1. Dismantle the control valve, thoroughly clean all parts and inspect for wear and damage. Repair or replace all worn or damaged parts, or replace the complete valve with a Service Exchange Unit.

UNIT REPLACEMENT

To Remove the Valve

1. Release all air pressure from the system.

2. Brush away dirt from the unit, particularly at the air line connections and in the mounting area.

3. Note the respective positions of the air line connections to ensure cormct replacement. Disconnect the three air lines at the valve and plug the open ends to prevent dirt entering.

FIG . 5. CONTROL VALVE MOUNTED ON ENGINE

1. Air supply pipe. 4. Oelivery pipe. 2. Exhaust filler. 5. Oelivery pipe. 3. Operating cable.

4. Remove the two mounting bolts and detach the unit from its mounting. Slacken the cable fixing grub screws in the trunnion Fig. 6, unscrew the compression screw and remove the unit from the vehicle.

To Replace the Valve

1. Reconnect the operating cable to the trunnion in the top cover and tighten the compression screw.

2. Hold the unit in its mounting position and replace and tighten the two mounting bolts.

3. Reconnect the air lines as originally fitted . 4. Check the 'snap over' position of the trunnion

as detailed on page 9.

UNIT OVERHAUL (Refer to Fig. 6.)

To Dismantle the Valve

1. Remove grease and dirt from the exterior of the valve by scraping if necessary, followed by cleaning with solvent brush.

2. Remove the three cheese-headed screws and spring washers and detach the top cover and joint.

3. Unhook and remove the two valve actuating tension springs.

4. Examine the ends of the poppet lever plate pin, and drive out from the unserrated end . Take care not to damage the two mounting lugs. Remove the cable trunnion and pin assembly, two operating levers and poppet lever plate.

5. Unscrew and remove the beam spring locating screw and withdraw the two exhaust stems and beam springs.

6. Invert the unit, remove the six setscrews and spring washers and detach the cover plate and joint. Withdraw the springs, valve discs and seats.

7. Remove the two valve stem rubber a-rings in the body. .

8. Remove the valve seat rubber a-rings.

Cleaning and Inspection of Dismantled Parts

1. Wash all parts in cleaning solvent and blow dry with compressed air.

2. Carefully examine the body, lop cover and cover plate for cracks and damage and the the exhaust stem bores in the body for scores and excessive wear. Examine the exhaust stems for wear and scores, and the exhaust seat ends for wear and pitting. The stems should be a neat sliding fit in the body. Inspect the valve disc seats for wear and nicks and the disc and seat springs for corrosion and distortion.

3. Examine the toggle mechanism parts for exces­sive wear and the springs and beam spring for corrosion.

SERVICE SHOP MANUAL

To Re-Assemble the Valve

1. Renew the rubber faced valve discs, O-rings, joints and all parts found to be defective during 'Inspection'.

2. Lubricate the bores in the body, the exhaust stems, springs etc, by lightly smearing with Valvoline X-All grease.

3. Fit new O-rings on the valve seats and in the exhaust stem bores in the body.

4. Invert the body, press the two valve seats into position and insert two new valve discs. Each disc has a small hole in the rubber facing. Fit the discs with holes facing the valve seats. I nsert the fou r springs. Position the cover plate with a new joint and secure with spring washers and setscrews. Hold the beam spring in position between the exhaust stems and insert the stems into the body. Replace and tighten the locating screw.

5. Assemble the toggle mechanism as shown in Fig. 4 with the rounded ends of the operating beams on each side of the trunnion and the pin to the left of the trunnion centre line. Hold the lever plate and operating beams in place and press the pin into position, plain end first. taking care not to damage the mounting lugs. Ensure that the ends of the pin are flush with the mounting lugs. Attach the tension springs to the trunnion pin and lever plate.

6. Assemble top cover to body as ori]inally fitted, with joint, replacing spring washers and cheese­headed screws and tighten.

CHECK AFTER RE-ASSEMBLY

Move the cable trunnion up and down several times by hand to ensure that the toggle mechanism moves freely and that the 'over centre' action actuates the valves without any signs of lag or binding.

Check the 'snap over' position of the cable trunnion .

'Snap over' must occur when the cable trunnion is not less than tin (3·2 mm) from the valve body in one direction and not less than -t in (3·2 mm) from the top cover in the other direction.

FIG. 6. EXPLODED VIEW OF CONTROL VALVE.

1. Cover plate. 14. Beam spring. 2. Setscrew. 15. Screw. 3. Spring washer. 16. Poppet lever plate. 4. Spring. 17. Spring. 5. Spring. lB. Operating lever. 6. Valve. 19. Trunnion and pin. 7. Valve seat. 20. Grubscrew. 8. D-ring. 21 . Joint. 9. D-ring. 22. Cover.

10. J oint. 23. Spring washer. 11. Body. 24. Screw. 12. Pivot pin. 25. Compression screw. 13. Stem.

Unit: 2

Section : 3

Page: 9

Date : October, 1969

." co -

-------------,---Unit: 2

Section : 3

Page: 10

Date October: -'1969~1 SERVICE SHOP MANUAL

1

FIG . 7 SECTION VIEW OF OPERATING CYLINDER

1 . . Breather. 4. O-rings. 2. Piston. 5. Spring. 3. Seals. 6. Piston rod.

OPERATING CYLINDER

TECHNICAL DESCRIPTION

The operating cylinder has an integral body and mounting flange and an end-cover with a tapped hole for a breather. The cylinder body has two ports for air line connections and is sealed at each end to prevent the escape of air. The cylinder contains a

FIG . 8. THE OPERATING CYLINDER.

1. Piston shaft. 2 . Cylinder body. 3. End cover.

4. Breather. 5. Air supply- port.

exhaust.

7. Piston shaft. 10. O-ring. 8. Cylinder body. 11 . End cover. 9. Circlip.

piston assembly consisting mainly of a double­acting piston, a piston rod, a compression spring and a piston shaft slotted at one end to engage a gear selector lever in the gearbox. -The piston has two rubber seals and is extended on one side to form a guide tube in a bearing in the end-cover.

The piston assembly is designed to minimise shock loads on the gear shift components in the gearbox. Should the shift cylinder be operated when the gearbox meshing parts cannot engage, the spring is compressed and expands to move the piston shaft when the meshing parts are in alignment.

When the control valve is operated, air under pressure is simultaneously admitted to one end of the cylinder, and exhausted from the other end to atmosphere. The air pressure, acting through the piston and piston rod, compresses the shaft spring and applies a force to the gear shift parts in the gearbox.

These conditions continue until the control valve is again operated to change the gear ratio, when the inlet/exhaust porting to the cylinder is reversed, causing the piston to move in the opposite direction, again compressing the spring and applying a force to the gear shift parts.

Unit: 2

Section : 3

SERVICE SHOP MANUAL Page : 11

------ ---- - - - -- ---

ROUTINE MAINTENANCE

Monthly or Every 5000 Mile (8000 km)

1. Brush away 10::Jse dirt from the breather con­nection in the end -cover and remove the breather. Pour a few drops of light mineral-base oil into the cover and refit the breather.

2. Check the air line connections, end-cover set­screws and mounting bolts for looseness, and tighten if necessary.

Yearly or 50000 Mile (80000 I(m)

Dismantle the unit thoroughly clean all the parts and inspect for wear and damage. Repair or replace all worn or damaged parts, or replace the operating cylinder with a service exchange unit.

UNIT REPLACEMENT

To Remove the Cylinder

1. Release all air pressure from the system. Note the respective positions of the air lines on the cylinder to ensure correct replacement.

2. Brush away dirt from the air line connections, and the mounting flange.

3. Disconnect the air lines and plug the open ends to prevent dirt entering .

4. Remove the mounting bolts and spring washers, and detach the unit from the gearbox.

To Refit the Cylinder

1. Use a new joint secure the unit to the gearbox casing with the two bolts and spring washers. Ensure that the gear shift lever correctly engages in the groove of the piston shaft.

2. Reconnect the air I ines as originally fitted .

UNIT OVERHAUL

(Refer to Fig . 10)

To Dismantle the Cylinder

1. Remove grease and dirt from the exterior of the unit, by scraping if necessary, followed by cleaning with solvent and brush .

2. Mark the end-cover relative to the cylinder to ensure correct re-assembly.

3. Remove four setscrew together with spring washers and detach the end cover with joint.

4. Withdraw the piston and shaft assembly. Hold the piston by the flats provided, and unscrew the cap nut inside the piston extension with a

196 in A/F hexagon box spanner. Remove the piston, nut and copper washer.

Date: October, 1 969

FIG. 9. OPERATING CYLINDER MOUNTED ON GEARBOX CASING

1. Gearbox casing. 4. Air supply-exhaust pipe. 2. Operating cylinder. 5. Air supply-exhaust pipe. 3. Breather.

5. Hold the hexagon locknut on the piston rod and unscrew the tab locknut.

6. Grip the threaded end of the piston rod in the protected jaws of a vice, and tighten the hex­agon locknut a few turns against the spacer tube. Remove the circlip, inside the piston shaft, and withdraw the piston rod assembly.

7. Unscrew the nut taking care, as it is subjected to a spring load of 10-15 lb. Withdraw the spacer tubes, stop washers and spring .

8. Remove the rubber seals and a-rings.

Cleaning and Inspection of Dismantled Parts

1. Clean all components in cleaning solvent and blow dry with compressed air.

2. Examine the body and end-cover for cracks and damage, and the cylinder bore for excessive wear. Renew if worn or damaged .

3. Inspect the piston for scores, cracks and damage, and the piston shaft for scores and for wear at the slotted end and circlip groove.

4. Inspect the springs for corrosoin and distortion, and the spacer tubes, stop washers, piston rod and circlip for wear and damage.

Unit: 2

Section: 3 I

Page: 12 I ~at;: ~ October, 1969--1

SERVICE SHOP MANUAL

FIG. 10. EXPLODED VIEW OF OPERATING CYLINDER

1. Cylinder body. 6. Setscrew. 2. O-rings. 7. Spring. washer. 3. Joint. 8 . Cap nut. 4. End cover. 9. Copper washer. 5. Breather. 10. Piston.

To Re-Assemble the Cylinder

1. Renew the copper washer, rubber piston seals, a -rings and all parts found to be defective during 'Inspection'.

2. Lubricate the cylinder bore, piston and piston extension, piston shaft and bore, and all other moving parts by lightly smearing with Valvoline X-All grease.

3. Install new a-rings in the cylinder and end­cover and two new seals on the piston . Fit seals back to end.

Assemble the piston rod parts in this order: stop washer, long spacer, spring, stop washer, short spacer. Use a modified G-clamp or similar tool to compress the spring, and screw the locknut on the end of the rod.

4. Tighten the nut until the outer faces of the stop washers are 3 ·5 in (88'9 mm) apart approxi­mately. Insert the assembly into the piston shaft ,'Inri fit the circlio.

11. Piston seals. 16. Stop washer. 12. Tab locknut. 17. Long spacer. 13. Locknut. 18. Spring. 14. Circlip. 19. Piston rod. 15. Short spacer. 20. Piston shaft.

5. Grip the threaded end of the piston rod in the protected jaws of a vice,' and slacken off the nut and adjust until it just touches the short spacer. Insert the chamfered end of the piston shaft into the flanged end of the cylinder and screw the tab locknut . on the rod and tighten against the nut.

6. Insert the end of the rod into the piston, ensuring that the locknut tabs engage the cast slots in the piston. Position a new copper washer and screw down the cap nut. but do not tighten . To ensure correct alignment, slide the as.5embly into the cylinder, and tighten the cap nut. Partially withdraw the assembly, and holding the piston by the flats provided, finally tighte n the cap nut. (Torque 100-110 Ib in).

7. Use a new joint and install the end-cover as originally fitted, replace spring washers and setscrews and secure. (Torque 50-601b in) . Move the piston assembly through its stroke several times to ensure freedom from excessive friction and/or binding.

-------------------- -- ---Unit : 2

Section: 4

SERVICE SHOP MANUAL Page :

Date: April, 1969

UNIT 2 - TRANSMISSION

.SECTION 4

PROPELLER SHAFT

INDEX OF CONTENTS

Page

Technical Description 3

Lubrication .. 4

Routine Maintenance 4

Unit replacement-To Remove . . 4

To Refit 4

Unit Overhaul-To Dismantle 5

Cleaning and Inspection of Dismantled Parts 5

To Re-assemble 7

Unit: 2

Section: 4

SERVICE SHOP MANUAL Page : 3

TECHNICAL DESCRIPTION

On two axle and rear steer chassis a single . propeller shaft is used. The shaft is of tubular con­struction with 1 700 Series companion flanges at each end.

The propeller shaft incorporates needle roller bearing universal joints at each end, the forward end has a sliding slip joint to allow for elongation when running while the opposite end is fixed .

The flange and sleeve jokes are assembled on a trunnion journal with four needle roller bearing assemblies. The needle roller bearings, are self contained being assembled in a hardened bearing race. This bearing race is retained and located by a

Date : April, 1969

bearing cap, which in turn is held by a lock strap and setscre·ws. Lubricant from the centre of the trunnion journal fills the grease reservoirs in each arm, then passes through a small hole direct to the needle roller bearings.

The bearings are protected against lubricant leakage and the ingress of foreign matter by a bearing seal and retainer.

A relief valve positioned between two of the trunnion arms prevents damage to the seals through over lubrication or the use of high pressure equipment and serves as an indicator to show when the joint is completely filled. A lubricator is also provided in the slip joint for spline lubrication, leakage being prevented by a cork washer and dust cap. No relief valve is fitted to the slip joint.

16

FIG. 1. SECTION VIEW OF PROPELLER SHAFT UNIVERSAL JOINT.

1. Flange yoke. 5. Locking plate. 9. Closing washer. 13. Dust cap.

2. Bearing assembly. 6. Bearing seal. 10. Sleeve yoke. 14. Cork or felt washer.

3. Journal. 7. Seal retainer. 11. Lubricator. 15. Steel washer.

4. Bearing cap. 8. Lubricator 12. Slip stub shaft. 16. Tube and yoke assembly.

Unit: 2

Section : 4

Page: 4 SERVICE SHOP MANUAL Date : April, 1969

LUBRICATION

For lubrication times refer to the Lubrication Chart at the end of Unit O.

It is recommended that high pressure lubrication equipment is not used for lubrication of universal joints, as it is possible for the grease to be expelled from the relief valve before it reaches the needle roller bearings. The trunnion seals can also be damaged with the use of high pressure equipment. It is therefore recommended that a hand-operated grease gun only is used for this operation .

Never over lubricate to the extent that excessive grease is flung from the joints on to the chassis frame and body. Always wipe off any surplus grease which expels from the relief valve after lubrication is complete .

UNIT REPLACEMENT

To Remove

1. The propeller shaft can be removed by either removing the shaft complete with both universal joints or by disconnecting the front end at the sliding slip joint.

2. Support the propeller shaft near the sliding joint and remove the nuts and bolts from the companion flange at the sliding splined end.

3. Slide the splined sleeve yoke backwards about half an inch to disengage the pilot flange and allow the front end of the shaft to be lowered on to a suitable support.

4 . Remove all the nuts and bolts from the com­panion flange at the fixed joint end and lower

ROUTINE MAINTENANCE the shaft carefully to the ground.

Monthly or Every 5000 Mile (8000 I(m)

1. Check the tightness of all nuts and bolts.

2. Check for wear on universal joint needle roller bearings by lifting the joints, either by hand, or by the use of a length of wood suitably sup­ported under the joints.

3. Inspect for circumferential movement of the propeller shaft relative to the flange yoke by attempting to turn the shaft in the opposite direction to the companion flange. If movement is present this indicates that wear has taken place on the needle roller bearings, or the splines of the slip joint.

Fault Finding

If there is excessive noise and/or vibration from the transmission check the propeller shafts for :

1. Misalignment or out of balance due to incorrect assembly on the vehicle.

2. Wo, n or damaged needle roller bearings.

3. Loose flange yoke bolts.

4. Bent propeller shaft "tube due to accident damage.

5. I nsufficient lubrication.

5. If the propeller shaft is being removed by disconnecting the sliding slip joint, remove the nuts and bolts from the fixed joint end and slide the shaft forwards to disengage the rear companion flange pilot flange. Suitably sup­port the propeller shaft and before unscrewing the sliding spline dust cap check that the relative position of the trunnion journals to each other if the propeller shaft tube and sleeve yoke are not stamped with alignment arrows.

To Replace

1. Before refitting the shaft ensure that the mounting faces of the companion flanges are clean and free from burrs and/or damage.

2. Mount the rear companion flange on the rear axle companion flange ensuring that it beds evenly all round and secure with the nuts and bolts. New self-locking nuts should always be used and the bolts should be fitted with the threads towards the universal joints.

3. Mount the front end of the shaft onto the gear­box companion flange, again ensuring that it beds evenly all round and secure using new self-locking nuts. Tighten the nuts securely and evenly.

4 . Screw up the slip joint dust cap as far as possible by hand.

Unit : 2

Section: 4

SERVICE SHOP MANUAL Page: 5

5. If the propeller shaft was disconnected at the slip joint during removal , it should be refitted with the arrows on the sleeve yoke and tube in correct alignment to preserve the balance of the propeller shaft before the rear companion flange is bolted in place and the dust cap should be screwed on to the sleeve yoke as far as possible by hand.

6. Lubricate the universal joints and slip joint using a hand grease gun only with the correct lubricant as specified in Lubricants and Fluids, Unit 0 of this manual.

UNIT OVERHAUL (Refer to Fig. 4)

To Dismantle

1. Unscrew the dust cap (13) and pull back the steel washer (12) and cork washer (11) . This will allow the splined sleeve yoke assembly (9) to be withdrawn from the shaft (14).

2. Bend back the locking plate (3) tabs and remove the bearing cap bolts (4) and bearing cap (2) .

3. Support the flange yoke (1) and the splined sleeve yoke (9) on two wooden blocks.

4. Using a soft nose drift drive out the bottom bearing (5) which is a light drive fit in the yoke trunnion. Repeat the operation for the opposite bearing using a soft nose drift on the end of the spider journal (8), taking care to support the two halves of the joint.

5. The splined sleeve yoke (9) can now be removed and the bearings in the flange yoke trunnion tapped out in a similar manner.

Cleaning and Inspection of Dismantled Parts

1. Wash all metal parts in a suitable cleaning fluid and blow dry with compressed air.

2. Discard the journal gasket (6) and cork washer (11) together with the locking plates (3) and automatically replace with new parts.

3. The parts most likely to show signs of wear after long service are the bearing races and spider journals. If there is distortion, looseness or load markings in these parts they must be replaced completely. It is essential that the bearing races are a light drive fit in the yoke trunnion .

o

Date April, 1969

FIG. 2. TAPPING BEARING RACE FROM INSIDE WITH

A SMALL DIAMETER BAR.

FIG. 3. DRIVING OUT LOWER BEARING RACE ASSEMBLY.

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o 2

Alternative Circlip Fitting,

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11

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FIG. 4, EXPLODED VIEW OF TYPICAL PROPELLER SHAFT UNIVERSAL JOINT.

1. Flange yoke. 5. Needle ro/l~r bearing 8 . Journal. 12. Steel washer.

2. Bearing cap . assembly. 9. Sleeve yoke. 13. Dust cap.

3. Locking plate. 6. Bearing seal. 10. Lubricator. 14. Tube and yoke assembly.

4. Bolt, bearing cap. 7. Seal retainer. 11 . Cork or felt washer.

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(I) m :rJ < -n m

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Unit : 2

Section : 4

SERVICE SHOP MANUAL Page : 7

Date : April, 1969 -- --------

4. If wear has taken place in the yoke cross holes the yokes must be replaced. In the case of wear of the holes in the fixed yoke, it should be replaced with a complete tubular shaft assembly

5. Other parts likely to show signs of wear are the splined sleeve yoke and/or the splined stub shaft. A total of 0 ·004 in (0 ·102 mm) cir­cumerential movement, measures on the out­side of the spline should not be exceeded.

6. Unit packages are available for overhauling universal joints and contain items 3, 5 and 8 as shown in Fig . LI,. of this section.

To Re-assemble

1. See that all drilled holes in the journals are clean and clear.

2. Grease the needle rollers and assembly in the bearing races.

3. Renew the journal seals (6) and fit the retainers (7) and seals (6) on the journal trunnion . The journal shoulders should be smeared with shellac prior to fitting the retainers to obtain a good oil seal. Use a tubular drift, as shown in Fig. 5 to ensure that the seals and retainers fit down on the trunnion shoulders.

4. Insert the journal trunnion in the yokes. Tap the bearings into position at the opposite ends of the journal trunnion in turn, with a soft nose drift. It is essential that the slot in the top of the bearing race is in line with the bearing cap screw holes.

5. Refit the bearing caps, locking plates and bolts.

6. If the joint appears to bind, tap the lugs lightly with a wooden mallet, which will relieve any pressure of the bearing race on the end of the journal trunnion arm.

7. When replacing the sliding joint on the shaft, ensure that the lugs on the flange and sleeve yoke are in line. This can also be checked by observing that the arrows stamped on the sleeve yoke and slip stub shaft are in alignment. Screw the dust dap over the cork and steel washers as far as possible by hand.

8. Refill the joints and sleeve yoke with grease through the lubricators provided.

FIG. 5. REPLACING OIL SEAL AND RETAINER ON

JOURNAL.

FIG. 6. REFITTING SPLINED SLEEVE YOKE.