Transcript
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C.50[65
EXE· F.O. 15.11.65 Sighted by:
THE BRITISH MOTOR CORPORATION (AUSTRALIA) PTY. , LIMITED FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS PRE -RELEASE INFORMATION - AUSTIN 1800 The Austin 1800 has undergone extensive road proving in Australia f?re being introduced into production in this country, resulting in a number of improvements to suit local conditions, most of which will not be apparent to you as they are in the basic vehicle structure. The vehicle specification is basically similar to that detailed in the Workshop Manual AKD 4138 which has already been made available to you . The few changes affecting service procedures are:
'£
TORQUE WRENCH SETTINGS Cylinder head nuts - 40 lb. ft. maximum. VALVE TIMING Rocker clearance. 018 in. cold or .016 in. hot. Rocker clearance must be adjusted by the method outlined in Section A9 of the Workshop IVlanual. IGNITION SYSTEM o 1911ition timing - Dynamic 12 B. T. D . C. increase engine idle speed to 550 R. P. M.
at 500 R. P. 1VI.
and then
SuSPENSION Trim height at kerbside weight condition and 260 P. S. 1. mean pr e ssure c hecked from the front hub c entre to wing height should be lsi in. to 1St in. A slight differential in pressures may be us e d to equalize t h e . \ me an t rim heights each side. Vehicles must not be run a t p r es ~ ure ~ e xce eding 280 P. S. 1.
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C.50/65 STEERING Steering wheel turns - lock to lock has been reduced to 3. 8 by the introduction of a slightly larger pinion. FRONT WHEEL ALICNIVIENT The front wheels must TOE-IN 1/8 in. CLUTCH PEDAL HEIGHT The Clutch Pedal Height should be checked at every opportunity and should read 5-5/16 in. plus 0, minus 5/16 in. from the lower tip of the pedal rubber to the toe board (with carpet and felt removed). Adjustment is achieved by adding half packing pieces, Part No. lIB 5138, as necessary between the clutch master cylinder ±lange and the bulkhead. BLEEDING THE HYDRAULIC SYSTEM
(Rear brake reducing valve).
Top up the supply tank direct from a can of unused Brake Fluid. Special Note:
Never under any circumstances use fluid which has been bled from a system to top upthe supply tank as it may be aerated, have too much m01sture content and possibly be contaminated.
Ensure that the supply tank is kept topped up with fluid as it is ess ential that at no time during the bleeding operation should the flUld reservoir level be allowed to fall to 2 poiYlt wr!ere air may be admitted into the hydraulic system via the slJPply ta~k. Slacken off the adjusters to the rear wheels until they reach their stops. -----
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Bleed the front brakes fil"St. The pedal m 'Jst be pushed hard down tbrougll a full stroke; followeoj by three short rapid strokes and then allowed to return quickly to 1tS stop by removing the foot from the brake pedal. ;\'ote:
Remove t11e iloor mat or aY1Y other object Ivhich may obstruct tl)(O full stroke of the pe:lal. Ensure the hanjJ::..rake is appJied before commeJ:Jcing to bleed th e rear brakes. The pedal must now he jepresse:.:l slowly througb a full slroke and retlJrne-J slowly, allowi':lg ',hree or four seconds between each stroke.
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C.50/G5 If during this proces~ the pedal application causes the valve ball to contact the valve seat (this condition is easily detectab~e as the contact can normally be heard and the brake pedal canr.ot be pushed completely t.o the floor) the bleed screw must be tightened without delay whilst the a'~sist3.nt operating the brake pedal releases the handbrake. The combination of both actions displaces the ball valve from its seat.
o
The handbrake must then be ;re -applied and the bleeding continued' repeating the procedu~e until the air is dispelled at each rear wheel cyJ inder. Upon satisfactory completiori of the bleeding procedure, reset the adjusters on the rear drylD brakes. TRA NSMISSION Final drive ratio 4.187:1, 16.39 miles per hour per 1000 R. P.M. SEAT />1 DJUSTMENTS Bo~h
.
front seats are adju;st2,/)le fore and aft. by a spring - loaded lever which is located below eadl seat . The reclining front seat squabs are adjustable by a lever conti'ol to any angle from upright to flat. JACKING POINTS
\Vhen lifting the frout of the vehicle wlth garage jacking equipment, the ,iack ::-. ~·'::3t Norbe placed under the transmission case as it may lead to dam~ge of the engine mountings. It is re commend~d that 8 suitable jaeking block be facric3ted to locate aft. of the front s uspens ion mountings. TYRES ·
Radial Ply Tyres are the only tyres original eqwpnlent.
recommend~d
and are Lttcd
3S
PO\VER W-JIT - RElVIOVING AND REPLACING
The roci~er cover studs are unsuitable as fixing points for the eng i ne' lifting h'3ckets. However, the brackets should be attached to Nos. 5 and 8 c rlinder head studs for this purpose. PLEA3E
A1\-1END YOUR WORKSHOP MANUAL AC CORDIN"GLY.
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c.50165
PERFORMANCE STANDARDS With the introduction of the Austin 1800 ~nto production in A ustralia, we have entered into a new phase of Quality Control by establishing what is known as a "hot -run". This means that all engines and transmission assem~lies are run for a period of ~ an hour at varied speeds through a range , of 500 13,000 R.. P. M. under the actual conditions as installed in the vehicle. During this running period, a very thorough check of all ancillary equipment is carried out and all final adjustments made to tappets (after tightening down cylinder head) -' ignition, carburettor and general engine tune . This procedure is carried out by highly skilled operators using the latest scientific equipment. A nother feature of the "hot -run" is that it enables inspection to detect and correct oil leaks. This is done by means of ultra -violet light which will reveal even the latest trace of oil. We are confident of the effectiveness of the 11 hot -run" technique and it should not be necessary for any tuning adjustment during pre delivery service unless there is some obvious malfunction. As with features to have expense
all new models, there is a need to become familiar with new and standards, and the following explanations will enable you a better appreciation and perhaps save considerable time and in trying to correct what is a normal condition.
ENGINE The engine is fitted with a fairly high performance camshaft which reqll~res a tappet setting of .018 11 and as such, the tappets are a little more audible than may be considered des irable. However under no circumstances should the tappet clearance be reduced , as this can only lead to poor performance and ultimate valve trouble. As with all highly develuped engine s there could under certain circumstances be a slight tt'ndcnc)' for the 1800 engine to run -on after the ignition is switched ofL This can be aggravated by incorrect general engine tune or too fast an idling sp e ed, On the ot her hand, if the idling speed is reduced too mm2h then this c ould induce the characteristic gear train noise which yOll have proba bJ~' encountered on othe r Eastl West installations. Special care is taken during assembly to keep these factors within acceptable standards' and the only attention likely to be required by you is to keep the engine in a \ve ll tuned condition. "'~~·c·.d8:--"':;~1V'·C'i:·c~:Y;~'3·:a:,:\.:es should YOLl resort to changing ,years or polishing cylinder heads without f irst reporting the matter to the B.M. C. State Service Office or the State Distributor and obtaining the necessary authority, Page 4 of 5
C.50/65
The engine ventilating system is .of the closed circuit type and care should be taken to see that the oil filler cap and dipstick are correctly positioned otherwise an out of tune condition will become very apparent. In fact these two points should be immediately checked if any irratic • engine running is encountered. Durability and Road Test experience has indicated t};lat the initial oil consumption is likely to be in the vicinity of 5 pints per 1, 000 miles but this should settle down duringthe running-in period to within the region of 3 pints per 1, 000 and then -remain reasonably static. With modern oils the running-in period is likely to be prolonged over a period of 5, 000 to 6, 000 miles and under no circumstances should an engine be dismantled for the fitting of piston rings in order to correct oil consumption until 5, 000 miles has been covered or alternatively, authority has been obtained from the B. M. C. State Service Office or State Distributor. TYRES The Austin 1800 is the first production vehicle fitted with Radial Ply t y res as standard equipm ent, and there will be a need for you to becom e familiar with their characteristics. The many fine features associated with this. type of tyre are probably well known to you but you will also find that they tend to give a firm ride and small irregularities in the roa.d, such as the joints on concrete roads, will become far more noticeable. In spite of this yO".1 will find that the tyre gives the appearance of being under-inflated but under no circumstances should you deviate from the Factory's recommended pressure of 28 p. s. i. front and 22 p. s. i. rear. Radial Pl y tyres are also very critical to wheel balance and special attention is paid to this during assembly. Should any vibration or steering reaction be encountered, then y ou should firstly check for wheel balance. It is again emphasised that, as the 1800 was specially developed for Radial Ply tyres, conventional tyres are not to be fitted either singularly or in sets.
Th e brakes of the 1800 are exceptionally effective, being power operated discs on the front and drums on the rear also incorporating a Girling non - skid reducing valve. Lik e all disc brakes there is a slight tendency to squeal but this must be accepted as a standard condition and corrective action u nder warranty will not be considered. r
N. Prescott,
S ..
Service Manager. Pag e 5 of 5.
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C.58
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F . O. Exp. 3. 12. 65
THE BRITISH MOTOR CORPORATION (AUSTRALIA) PTY. LIMITED
Sj ghted by :
FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS EARLY PRODUCTION MODIFICATIONS TO 1800 During the initial production of the Austin 1800, ments have been introduced into production,
certain improve-
The following is a summary of these and all vehicles delivered by you should be checked and the modifications carried out where it is found that they were not done in production. Hydrolastic Hose Protectors: Two plastic protectors, Part No, 24G 4346 (outer) and 24G 4327 (inner) were fitted from Ca r Serial No. 1522, These replaced the pieces of weather strip (HYA 2635) introduced for an interim period. The protector sleeve prevents chafing of the flexible displacer hoses where they pass through the upper and lower flanges in the aperture of the front displacer mounting tunneL Chafing of the hydrolastic rubber hoses can also occur by a tw i st s et into the flexible pi pe duri ng the initial ass embly . Wh e re this condition exists , break th e flexi b l e pipe j oint and r e s et the e ffec t ed bose. Note: The above mentioned Part Numbers will not be available until Ma y 1966. Any vehicle not fitt e d w ith either HYA 2635 or 24G 4 326-7 s ho u ld be fitted with a piece o f weathe r strip at out e r fl a ng e o nl y . Spe edom et er Cable . Incorrect spee do rnet er o per ation c an b e c au s ed by t he acci ,jental ki nk i ng o f t h e s peedo met e r cabl e wh e r e i t pass e s throu gh t h e hulk h e ad. Th e r un of the cable sho uld be insp e cted in this are a .
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Heater Hose Clearance Some vehicles may have insufficient clearance between the heater hose from the cylinder head and the R/H hydrolastic pipe .
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The copper pipe passing round the rear of the cylinder head has been reworked in production to overcome this condition. See Figure 1.
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All vehicles prior to Chassis No. 1375 should be inspected and if there is insufficient clearance the pipe must be reworked.
Fig. 1.
1.
Position heater control to off.
2.
Loosen the 2 hose clips and remove the hoses from either end of the pipe. It is not necessary to drain the cooling system.
3.
Slide the pipe through its mounting bracket on the rear cylinder head stud.
4.
Anneal the copper pipe by heating it to a cherry red condition around the area of the bend (Water pipe to water hose). Insert a suitable diameter rod into the bore of the pipe and rework the bend sideways to a straight ahead position, and then slightly downward. DO NOT ATTEMPT TO COLD WORK THE COPPER PIPE.
5.
Paint and refit the pipe to the vehicle ensuring that there is now sufficient clearance between the water pipe· hose and the Hydrolastic pipe.
6.
Top up cooling system.
Ja c king Points Prior to Car Serial No. 1800 it is essential that the jack is fitted into all jacking paints to ensure that it can be correctly positioned. The restriction of a jacking point can be caused by the welding flash around the sill panel to the jacking sleeve not being properly dressed. To correct this condition remove the obstructing welding flash and repaint. Page 2 of 4.
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C.58/65 Safety Belts It has been observed that belt adjustment can be rendered inoperative du~ to incorrect fitting of the adjustable webbing to the release buckle. For correct assembly, the adjusting strap of the harness must be positioned through the release buckle so that the overlapping webbing lies on top and NOT underneath. ~
Rear Wheel Cylinders 160 vehicles were intermittantly fitted with 3/4 in. bore rear wheel cylinders, and Car Serial Nos. are not available. However, this was intentional and they are quite satisfactory. If a 3/4 in. wheel cylinder should require replacement both wheel cylinders must be replaced with O. 70 in. wheel cylinders Part No. 27H 6304. The wheel cylinder bore size can be identified by a stamping on the main body of the cylinder i. e. 70 and 3/4 in. However should seals require replacing they should be replaced with a repair kit using the bore size number for identification. O. 70 in. kit, Part Number 18G 8068.
3/4 in. kit, SP 2042/3.
Part Number has been
ammended from SP2042/ 2 to
Front Door Lock Striker Plate To increase the cam to striker overlap to a mInImUm of 7/32 in. packing plates HYA 4677 can be fitted behind the striker plate. See Figure 2.
Fig. 2
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C.58/65 The contact area will be apparent from . a witness mark on the striker. Where it is found to be less than 7/32 in. packing plates MUST be fitted behind each striker plate. The plates are. 035 in. thick and o four is the maximum number that can be fitted. Should there be a case where the minimum contact area cannot be obtained by the addition of 4 packing plates, the front door hinge should be atljusted or res et. Door Bounce Back If the door bounces back on slam condition it is an indication that the
striker plate could be out of adjustment. Correct striker adjustment - with the button depressed the upper guide rail 0: the door lock must have a slight interference and full striker contact along the nylon guide.
)
~ N. Prescott, Service Manager.
S/L
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•...... E)·C 3h:.a..icoSl.1 -a1.11~t:i.I1
.l2....:1•.66 . . .Bighie.d..b*:
FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS PRODUCTION DEVELOPMENT Since the introduction of the Austin 1800 a number of improvements have been made to the vehicle and these have taken plac e as running changes in production. The following lists improvements NOT already covered in previous Service Bulletins. Unless otherwise stated introductory numbers are Se.ri,U Numbers. 1965
AUSTIN 1800
SERIAL' NO. 730
Extra sealing pad in 'D I post to improve dust sealing.
2543
New accelerator cable and return spring together with throttle spindle cam and thicker carburetter spacer to give a progressive throttle opening.
2585
Hand brake cables replaced solid rods plate.
2835
Improv ed wi ndscre en glass - ZEBRA ZONE- toughened section.
at brake back
1966 pal~cel
335 9
Improved
tray - raised edge and central divider .
3868
Improved indicator switch incorporating a metal spring.
3677
Aluminium sealing block containing Moly Grease fitte d tnside final drive assembly - between drive shaft - 0 A strapless drive clutch pressure plate assembly was introduced.
P age 1 01 2
\0
C. 30/66
4396
Improved rear brake drum - fully balanced.
4624
A?new type of accelerator linkage incorporating a rolling cam to improve throttle action.
4715
New door striker plate with improved wedge action.
From Engine No. 18 AMWUH - 27523. Camshaft 12H 1294 was replaced by Camshaft 12H 34. This camshaft gives identical valve timing to the Morris Major Elite and was fitted to increase valve train life. NOTE:
Tappet setting with this camshaft is 0.015" HOT.
SERVICE DIVISION THE BRITISH MOTOR CORPORATION (AUSTRALIA)PTY. LIMITED
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C42/66
Exp. F.O. g 7.6.66 Sighted b y:
FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS
OIL FILTER CHANGE PERIOD Recent enqUlrleS have given rise to the necessity for clarification of this Company I s Policy for oil filter change periods in our Transverse Engine Model Vehicles. The combined Drivers Handbook/Passport to Service issued with the three current models indicates in the Servicing Schedules that this operation be carried out at each 6000 miles service. This procedure is correct. In the Running Instructions section of the Hapdbook sub heading Lubrication Warning Light, it states that the filter should be changed on light indication. This also is correct.
Mlh-=--RANGE
AUSTIN 1800 MORRIS 1100
To summarise, the following procedure should be adopted and will, in future. reprints of the Handbook/Passport, be included in the Running Instructions Section. 1.
The lubrication warning light should be accepted as a guide for more frequent oil filter changes than the normal 6000 miles or six months periods.
2.
Should it be necessary to change the filter within this period, it must be recorded in the space provided in the front section of the Passport to Service.
3.
At the next 6000 miles service, the owner should notify the dealer if this has occurred and if necessary request his advice for further change.
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4.
If 6000 miles or six months have passed since the last oil filter
change, although the warning light has not appeared, both the engine oil and filter must be changed. The appearance of reverting to the system of automatic filter changes at 6000 miles, does not detract in any way from the importance of using the warning light indication. The crankcase oil, being common lubricant for both engine and transmission, requires more stringent check for partial blockage to the flow through faulty filtration. This would be indicated by the warning light. A changed filter at this point could avert costly repairs to the owner. S/L
SERVICE DIVISION THE BRITISH MOTOR CORPORATION (AUSTRALIA)PTY. LIMITED
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P. S. 18
C......... I.I~t:i.:Jt1
29::7.66_
FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS IMPORTANT CHANGES Hereunder are important improvements introduced into production of the Austin 1800. STIFF GEAR SHIFT Reports have been received of excessive gear shift effort when selecting 1 st and 2nd speed gears when the vehicle is at rest. This can be caused by binding of the primary gear train, due to insufficient idler gear end float. The condition is one in which the rotational freedom of the gear train is baulked and the alignment of the coupling teeth cannot be completed. To ascertain whether this is the cause of stiff engagement, proceed as follows with the power unit in situ:a.
Loosen the primary drive housing, refer item 8 page F2 Workshop Manual.
b.
Check gear selection, and if it is now satisfactory the condition is caused by insufficient idler gear end float.
c.
Remove the sized thrust washer and replace it with one which allows a clearance of 0.004" - 0.006" . . Thrust warners are available in the following sizes:.128 - .129"
22H 936
.132 - .133"
22H 331
.130 - .131 "
22H 937
.134 - .135"
22H 332
AUSTIN 1800
A 100% check of idler gear end float was commenced in production at Car Seriq.l No. 8740. BRAKE SERVO Some early 1800 production models suffered from servo unit' clonk' when the brakes were applied. One of the two small holes in the washer situated under the servo filter assembly was deleted.
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C49/66 However. a slight brake lag resulted together with the possibility of the one remaining hole becoming clogged with foreign matter. Later "models of the servo unit were modified to overcome both of the above mentioned conditions. These units can be identified by part numbers which are stamped on the vacuum cylinder end cover; Early Servo Unit Late
"
"
(Gir~ing
Mk II ) 64049126
" M k IIA)
64049082
If a complaint of brake lag on a Mk II servo arises. ascertain whether a single or double hole washer is fitted. If single hole fitted and the ve-
hicle's owner is prepared to accept a slight 'clonk' from the unit. punch an identical hole through the washer diametrically opposite the first. CLUTCH PEDAL TRAVEL ;:F.urther to Service Bulletin C9/ 66 and the introduction of the straples s drive clutch 13H 3533. A new clutch pedal, which restricts the pedal travel. was introduced at Car Serial No. 5519. This pedal is for production use and overcomes the necessity of a 100% Production pedal travel check. BAULK RING Refer page F8 paragraph 15 also Fig. F9 Austin 1800 Workshop Manual. The baulk ring first/ second sliding coupling has not been introduced into Australi an assembled vehicles. You will be informed by Service Bulletin when this change is introduced. WINDSCREEN Commencing at Car Serial No. 2835 a new type of toughened windscreen glass Part No. 24G 4472 has been fitted. This glass is known as "ZEBRA ZONE" and can be identified by a series of vertical stripes across the glass when viewed from an appropriate angle. The previous windscreen Part No. 24G 3774 has an oval shaped safety zone approximately in front of the driving position. THROTTLE DAMPER At Car Serial No. 8970 a throttle damper 13H 3486 was introduced to prevent surge dn the over-run and it is additional to the rolling cam throttle linkage previously introduced at Car Serial No. 4624.
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C49/66 REPLACEMENT RING GEARS c
Replacement ring gears are now painted with a six inch strip of scarlet coloured temperature indicating paint (Thermindex E6). ,
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When fitting these ring gears they should be heated evenly until the paint colour changes from SCARLET "- TO GREY BROWN - indicating a temo 0 perature range of 575 to 752 . If the ring gear is heated beyond this temperature range the colour will
change to yellow. This colour or temperature range must be avoided as softening of the gear will occur. This information will also apply to all replacement Australian manufactured ring gears irreEpective of model application.
SERVICE DIVISION THE BRITISH MOTOR CORPORATION (AUSTRALIA)PTY. LIMITED Page 3 of 3
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22. 3. 6_'L _ ~lgbtedQy: ~--------~~ -~-.
FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS
L _ _____
PRODUCTION IMPROVEMENTS Certain improvements have recently been incorporated in production of the Austin 1800 and are detailed hereunder. SHOCK ABSORBER - ENGINE A locally produced engine shock absorber was introduced at Car Serial No. 14840 with fixings and spacers modified to suit. AUSTIN 1800
Part number changes are as follows Description
~
llH 1361 ) 11H 1369 ) 88G 297 )
Shock Absorber for Power Unit.
1
AYH 0254
HBZ 0630
Bolt.
1
HBZ 0632
PWZ 306
Washer.
2
10K 130
Distance Piece.
1
Spacer.
2
Old Part No.
New Part No.
MYH 0200
GEAR CHANGE CABLES There have been three stages of improvement to gear change c ables which were introduced intermittently and the follo wing will enable id entification:1.
The original thicker type with smaller ferrules at the end Part No. 22H 868 and 22H 317. Technical Bulletin C4/66 dealt with rl1ctification of this type in case of splitting.
2.
Thinner cables with hexagonal ferrule Part Nos. 13H 2894 and 13H 2895. These were sealed and taped at the gearbox end.
3.
The current cables have the same Part No. 13H 2894/5 but incorporate a rubber boot over the ferrules.
©
All copyrieht reserved in this Technical Bulletin by The British Motor Corporation (Australia) Pty. Limited 1967
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''C 17/67
REAR HUB BEARING - RUST Damage to the rear hub bearing and seal cap result from water entry at the joint between the radius arm and back plate, This can be ~ remedied by applying a NITRILE sealer adhesj,ve 3M EC800 on the mating faces between back plate and arm. (See Bulletin C4/66 for 3M Suppliers). REAR SUSPENSION From Car Serial No. 14259,. the rear suspension has been modified in production by the use of Aluminium Die Cast rear mounting brackets replacing the existing mounting welded to the Body Shell - rear floor assembly. The new brackets cannot be fitted to the early floor section. BRAKE AND CLUTCH PEDAL ASSEMBLY Action was taken in production at Car S e rial No. 11000 to ensure correct a lignment of the brake and clutch master cylinders to the push·· rods. Cases o f s cored bores in master cylinders due to misalingment can be rectified by opening the section of the pedal channel at the pedal-to-cylinder clevis pi n hole with a lever to allow sufficient clearance between push-rod and cha nnel for alignment. IN TERl'vIITTENT BOOSTER OPERATION It has been found on isolated cases that lack of booster assistance can occur
arter the vehicle has been stationary overnight or for prolonged periods .. Two or three brake applications usually restore booster assistance until the vehicle is again stationary for a periodo The problem has been isolated t o the vacuum non- return valve in the manifold and can be effectiv e ly overc on'1:e by discardingtbis valve and replacing it with a similar valve designed t o fit on the hooster its elf. Parts required for this changeover are:Valve Part No , 64490204 Washers Part No, Banjo Bolt II II 64473639 378730 These parts are generally available from Lucas Agents and Stockists, B ONNET LOCK RELEASE C omm enc ing at Car Serial No. 15119 an internal bonnet lock release has bee n introdlJ ced in production, Earlier cars may be converted by kit Part :'\0 HYL 3 3fi9 which is available through normal parts channels, T RUNK LID The op erati ng lever of the trunk lid handle assembly is being secured by a lock \Nasher from Car Serial No. 13890 onwards. This will prevent incorrect location of the l eve r and difficult operation, F ACIA PANEL FINISHERS A new facia with polished cedar finish was introduced at Car Serial No. 10672 replacing the previous black crackle finish. SERVICE DIVISION THE BRITISH MOTOR CORPORATION (AUSTRALIA) PTY. LIMITED Page 2 of 2
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C37/67 Exp. F.O. P.S. 8.6.67
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Sighted by
FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS
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EXTENDED SERVICE POLICY The following policy which will be effective for twelve months, or until amended by subsequent Technical Bulletin, has been established to enable Dealers to achieve maximum cu stonl.er satisfaction in service by applying improvements recently introduced in'production; also to provide a means of modifying traded-in vehicles to the latest specification before re-sale. To facilitate this policy the following 'low mark-up' special price structure has been established, also it is felt that with this new price structure dealers will be able to maintain customer satisfaction even though the vehicle may be beyond the limits of our policy in age or mileage. Part No.
Description
lIYL 3721
Engine Mounting Kit.
13H 3888 (76082/11)
Cover (Clutch)
13H 3889 (76080)
Retail Price
Dealer Price
$
4. 80
AUSTIN 1800
$
6. 00
15.75
19. 70
Bearing (Clutch Release)
3.00
3. 75
B 521
Plate (Clutch)
8.75
10.95
HYL 3678 (8G 2506lVI)
Ring Set
7.00
8.75
13H 2894
Cable (Gearchange)
7. 15
8 . 95
13H 2895
Cable (Gearchange)
7. 15
8.95
Availability will be through normal parts distributing channels. Page 1 of 4
©
All copyright reserved in this Technical Bulletin by The British Motor Corporation (Australia.) Pty. Limited 1967
C37/67 ENGINE MOUNTINGS ~
The twin type mounting was introduced at Car Serial No. 10958 and is now available in kits, Part No. HYL 3721 comprising:. Description
Part No.
Outrigger Bracket
AYH 22'26
Engine Mounting - 2 bff
AYH 2222
Support Channel AYH 2223 plus screws, nuts and washers The earlier type single mounting, Part No. 11H 1610 will no longer be serviced. It is not intended to introduce a Campaign Change but the following broad arrangement will apply
Policy: a)
Vehicles that are less than 24 months old and have not exceeded 24, 000 miles. Original owners - material and labour, free of charge. Subsequent owners - material only free of charge, when normal Warranty has expired.
b)
Beyond limits of (a) where the original owner has encountered earlier failures of single type mounting - material only free of charge.
CLUTCH Earli er clutch problems have now been overcome a s detail e d in T e chnical B1Jlletin C62 / 66 and although it is not considered n e cessary to introduce a Campaign Change the clutch should be inspected whe n ev e r the engine is removed from a vehicle. Any earl y ty p e c a rhon th r usts or strap t y pe clutch assemblies 'Should be replac e d. Poli cy: a)
V ehi cl e s th a t a r e less th a n 24 nlOnths old a nd hav e not ex cee d ed 24, 000 mil e s - material and labour f r e e of charge.
b)
B eyond the limits of (a) for an original owner who has e xc e ed e d 24, ado mil e s but covered less than 36, 000 miles in 24 montbs a nd where the earlier type clutch or carbon is found to be fitted or wb ere either of thes e components have failed - material only fr e e of c harge .
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7/ 67
OIL CONSt] MPTION Modified oil control rings have b0en introduc e d into production as detailed in Tec·hnical Bulletin No. C16/67. These rings, Part No. HYL 3678 should be fitted when excessive oil consumption is enencountered, (in excess of three pints per 1, 000 miles after running in for at least 5, 000 miles). Policy: a)
Vehicles that ar e less thCin 24 Inonths old and hav e not e xcee d e d 34, 000 miles - matei a l and labour free of cb a rge.
b)
B ey ond mil ea g e limits o f ("-1 ) WIH, :1 l· ' cl c1 0 r ~! ) r D is tr ibu t or a u t bor 'it y if p ro bl e m wa s kno wn t o I) e in (>vi a encc prio r to t lli"t:; l imH b e in g excee d e d-rn a t eri a l an d 50 % o f l a u o ur free o f c h8r ge ,
GE AR CHAN GE C ABLES D e t aIls a rJd Met h od of identifyi n g t h e tb r ee ty p es of ca bl es f it::e d we r e gi "ve n in Tecbnica l Bu l leL n C 17 /6 7.
When an oil leak is sllch that in 11l(' dealer's OpllllOll ~lnd E?xper i enC'e a satisfactory repair as detalledLn Technical BllJJdin C6/ 6 6 ca n not be car r ied out; then a Ylew cable shculd b e fitted. It is important that tlle actu 3.l source of leak is traced a s we ha.v\:: four.d ma n y cases w h e r e ca bl es have been re placed n eed l es s ly becau se it was t h o u g h t that oil \vas leaking through the cCible itself where in fact 11 'Nas leaki n g past the cable end seals and l'unmng along tile cable. The foJ2C!wing policy will ~pply where an oil ll'ak he,s develope cl due to eitllcj~ rt design. or manu18ct 1 ;ring ddt.'ct Lut not Wllerc, t1H: leak is due to <1ccHlen1al jamage of tIle c2hleo PO ll C\"
_ _ ,L_
8.)
Verlic}pstJICll ,H'e 11280-; 1li::r l ~~4 n1011111S
:),4,
UOU
ole!
d.r;ci iI3V\"
not exceeded
n:'lh~so
S,_: bSl~IT "i(,111
,"\JlI"I'S - rJl:lll.:i'i:!\ eli h,dj J'd:'!li Pi"IC, ' pl'jS hCl1{ U"x-
i 11 co U c h c CiS l~ S
,i
I
l;j i nl
W l}l
ii ('
CO 11 co ide ;:' e rl
for h ,d! cl e ale r P 1 '] (
E'
p]UCi lid}!" icn.; ,
b)
Ue:.'utld tll('linlllCi of (a)
I(
is conslciC')"('ri tJw
UW!l, 'j"S
rC'spor;sibi1-
1t\ to 111I:C[ cdl costs bl11 exic;!ual1ng ('ircumsiances ClpplYln,!}, to ;.-n J () ]' i g ll ]a 1 () WJl C' rca n I) cpu i t c t II C' F d ct 0 (' Y 0 r" S Ln e D j s t rib u tor lor ,0nsidcLttiorL Page 3 o f 4
IJ
C37/67 VEHICLES TRADED-IN We are anxious that vehic les should be modified to the latest specification (as required) before re- sale and to assist dealers in this regard they may treat all trade-in vehicles as being of original ownership and apply the Service policy on that basis. It is also hoped that dealers will support this liberal policy by modifying at their own expense any vehicles that fall beyond these limits. The low material cost would not make this very expensive and buyers I confidence in a vehicle being modified to the latest specification should enable this expense to be recovered.
NOTE : The policy detailed in this Bulletin will be effective immediately, but the new prices will not come into operation until June 19th 1967.
SERVICE DIVISION THE BRITISH MOTOR CORPCR ATION (AUSTRALIA) PT\. L IMITED P a g e 4 of 4
S
C43/67
~y~---- F.O. -
P. S. -
-
--- - -
17.7.67
1------ - - -
Sighted by
FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS PRODUCTION IMPROVEMENTS Certain improvements have recently been incorporated in production of the Austin 1800 and are detailed hereunder. Expansion Tank - Drain Hose: From Car Serial No. 19584, a drain hose is now fitted to the expansion tank overflow tube to effectively direct discharged water downwards and away from the bulkhead area, AUSTIN 1800
Cylinder Head Studs: At Engine No. 5594, cylinder he;,d studs of improved material - together with thicker washers - have been introduced. The torque figure for the nuts when used with these studs and washers is increased to 45/50 lbs. ft. The latest part numbers are as follows Qty.
Description Cylinder Head Studs - long Cylinder Head Studs - short Washers
Part No. 51K 245 51K 246 12H 2178
4 7 11
Heater Outlet Connection Hose: A new heater outlet connection hos e of imp'roved quality and local manufacture was introduced at Car Serial No. 17557. The new Part No. is AYE 9278 replacing 12H 1653. Lubrication System: To eliminate air leaks, fibre washers 2K 4956 are now fitted on each side Of the plain washer at the oil strainer. This improvement was introduced at Engine No. 3170.
Page 10f 2
@
All ~ri"'t .... rved in tni. Technical Bulletin by The British Motor Corporation (Au5tralia) Pty. Li",i~ed 1967.
A
13
C43/67 Rear Hub Bearing Spacers: From Car Serial No. 13879, rear hub' bearings fitted in production are more precisely controlled with regard to length. As a result, bearing spacers and shims are no longer used and the following range of Graduated Distance Pieces are employed:BTB BTB BTB BTB BTB BTB BTB BTB BTB BTB BTB
939 940 941 942 943 944 945 946 947 948 949
Distance Piece - Rear Hub Bearing' 1. 193 11 1. 191 11 " " " " " II 'I I' 1.189" " " "" 1. 187'1 " " " " 1.185" " " " " " 1. 183" " " " " " II 1.181" " " " " 'I 1.179" " " " " 1.177" " " " " " 'I 1.175" " " " " 1.173" " " " " "
The C'mostat: An improved "Latch-Open" type of thermostat, Part No. 13H 3585 was fitted from Engine No. :5670. This is interchangeable and there is no change to the temperature specifications. Flywheel
H01\~ing:
From Engine No. 5798 the clutch lever fulcrum shaft hole now incorporates a rutlher plug to prevent entry of foreign matter into the flywheel housing. Exhaust System: At Car Serial No . 17638, a locally manufactured exhaust system of improved deslgn was introduced. Main changes are:a)
Front pipe has one flexible section only ..
b)
Silencer pipes have welded joints as opposed to previous "crin1ped" type.
c)
Silencer and rear pipe assembly constructed of corrosion resistant "GAL V ABOND II material.
d)
Impror-ements to brackets, clamps and clips.
Part number changes will be advised by Parts and Accessories Division through the normal parts channels. SERVICE DIVISION THE BRITISH MOTOR CORPORATION (AUSTRALIA) PTY. LIMITED Page 2 of 2 S/L
\
«
1~~E:8_ . If.:.Q ~.- ---P. S. -
5.2.68
. FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS EXTENDED SERVICE POLICY Further to Service Technical Bulletin C37/67: Since the introduction of this extended service policy we have maintained a close study of developments and feel that the stage has now been reached where this policy has substantially achieved its objective and can now be modified without affecting ou r original intentions of engendering owner satisfaction and goodwill. Therefore, as from the date of receipt of this Bulletin the policy beyond the normal Warranty period will be modified as follows:ENGINE MOUNTINGS:
(Single type only -
AUSTIN 1800
P/No. llH 1610)
Vehicles that are less than 24 rnonths old and have not exceeded 24, 000 miles and still in the original owner I shands: Material only free of charge CLUTCHES: Vehicles that are less than 24 months old and have not exceed ed 24, 000 rniles and still in onginal owner I shands: Onlv in cases where actual failure has occurred - material only free of charge. .oJ
GEAR CHANGE CABLES:
Vehicles that areless than 24 TYlonths olel and have not exceeded 24,000 miles and still in origmal owner's h and s Material only free of charge. The follow-up to Service Technical Bulletin Cl/68 will be issued shcrtly. Page 1 of 2
©
All copyright reserved in this Technical Bulletin by The British Motor Corporalion (Australia) Pty . Limited 1967.
C3/68 OIL CONSUMPTION: Contribution towards the cost of r,ectifying excessive oil consumption on vehicles that have exceeded the normal Warranty period will only be considered where a B. M. C. Dealer has established that there was a history of excessive oil consumption during the normal Warranty period and where the vehicle is still in the hands of the original owner.
,
,
All cases with the relevant details and the Dealer's recommendations should be referred to the B. M. C. State Office or Service Engineer and, in the case of Western Australia, South Australia and Southern Tasmania, the State Distributor, in order to obtain the necessary authority.
The opportunity is taken to remind Dealers that Technical Bulletins covering B. M. C. Service policies should be treated as confidential within the Dealership and only those details which indicate the nature of the benefit to the owner should be conveyed to the owners of vehicles which are within the terms of the policy expressed. The use of such Bulletins as an excuse to convince other owners that the B. M. C. policy does not meet their particular complaint can only serve to nega:e the objective which the policy was originally designed to achieve. Thes e B. M. C. special policies for particular circumstances are considered to be most liberal and, in many cases, well beyond the \Varranty contract with the purchaser. They are intended to achieve mutual good\vill for the Factory and the Dealer. Please assist us by ensuring that all your staff us e the policies in the manner intended.
SEHVICE DIVISION THE BRITISH IVIOTOH COHPORATION (AUSTHALIA) PTY . LIMITED Page 2 of 2 S.
IJ
C21/6~
r-E-xp-,-13 ~9~_~
P.
___ _
s. -'
16.4.68 ~ghtedJ:?y
FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS AUSTIN 1800 The following Engineering advancements have been introduced in production and they are listed below for your interest and information. INTERIOR DRIVING MIRROR A locally manufactured interior driving mirror and ball joint assembly has been fitted in production at car numbers Automatic
Manual
1740
26256
The local assembly can be identified by the change of shape to the periphery of the mirror and a chrome extension to the swivel ball. EXHAUST SYSTEM To reduce exhaust resonance which occurs at transmission stall speed, a resonator was introduced to the rear exhaust pipe assembly at car serial nun1bers: Automatic Manual
1677 Intermittently commencing number not knO\vn.
PRESSURE CAP T!le expansion tank pressure cap assembly has been irnproved by increasi:-1g ;h e operating pressure from 13 to 14 p. s. i_ (Nominal). C: omm e nc i11g car ser i al num bel'
Aut0maLc
844.
DRIVE SHAFT From first ,production, Austin 1800 Automatics were fitted with Hardy Spicer Mechanical joints, instead of rubber drive couplings. WINDSCREEN WIPER A local windscreen wiper "Permanent Magnet" type together with locally Page 1 of 3
© All copyright reserved In this Technical Bulletin by The Brltl5h Motor Corporation (Australia) Pty. Limited 1968
.
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::P7.,1/68 ... , . ~
"~:a~tifactured wiring harness was introduced in production at car serial imir.u..bers Austin 1800 Automatic Austin 1800 Manual
1702 26383
You will be notified of the Technical Details whe;n they are received from Joseph Lucas. CAMSHAFT To improve idling conditions a new camshaft with reduced exhaust Opening period was introduced at engine numbers Manual
10701
Automatic
1018
Camshaft Timing: Inlet
Opens
50
B.T.D. C.
Inlet
Closes
45 0
A.B.D. C.
Exhaust Opens
40 0
B.B.D. C.
Exhaust Closes
10 0
A.T.D. C.
Rocker clearance: II
II
Running (cold)
.015in.
Timing
. 020 in.
Drivers handbook will be aniended. DOOR PULL HANDLE When existing stocks of door pull handles have been exhausted the assernhly will be withdrawn from the production line . The handles will be marketed a.s an access o ry. BRAKE SERVO A ne\\" bra ke hydraulic servo, having a rolling diaRhragrn, bas b een intro d uce J to thIS velJicle. T1ll' new servo is not serviceable, therefore, repair kits are not available .
Jdc: ni jficati on 1S by the marking lVJk2B s t amped on the en.d cover . Tlle C: U1J r n c y l in der 1 8 in two halves which are crimped together.
V3-
Commencing c ar serial numbers
,
Auto matic
1435
Manual
2G078
You will be ad vised o f furtber detail of th18 unit when information is received from the manufacturer Girling Ltd. Pag e 2 of 3
C21/68
DOOR GLASS CHANNELS The U. K. manufactured front an9 rear drop glass channels have been replaced by local items. The local channels are made of rubber with flock '" sprayed on the working surfaces. Commencing car serial numbers Automatic
2126
Manu;3.l
,
26208
BACKLIGHT GLASS Local manufa ctured backlight glass was introduced into production at car serial numbers:Automatic
863
Manua]
25531
Manual
26206
This glass cancels the U. K . supplied item. NEW STYLE FACTA At car serial numbers Automatic
1944
A · central console which carries the ash tray heater control bezel and an oddment box has been introduced into production. The facia panel has a square bJ anking plate covering a clock aperture. This oddment box is not the recess for car radio. The radio if fitted is positioned 111 the facia panel. HEATER PIPE The heater tap has been deleted and replaced with a re-designed copper pipe fitted direct to tbe cylinder head. Comm. e ncing engine llC1l11bers :Automatic
2591
Manual
12591
SERVICE DIVISION THE BHITISII MOTOR CORPORATION (AUSTRALIA) PTY. LIMITED Page 3 of 3
.,
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II
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FOR THE ATTENTION OF EZERVICE AND PARTS MANAGERS
!L_ ____ ,, __ _. AUSTI N 1800
PRODUCTION IMPROVEMENTS
Details of the following produc t ion .in! ;j l ' ,) \ 'c :;T~e ni s bave b ee n com pi l,:.,c: b y ;--> J vice/Factories Liaison for your int e re,:;t "nd ini'o1'mation.
PISTONS A modified pis t on wa s fitted at Engine J\: um be r ISY /T2_ / H 7725, The pi st on ::; similar to the h i gh compres s ion M. G. B, pi::;ton, and fi tte d w i th loc a l oi l 1t1'o1 ring - refer T e chnical Bulletin C16 / 67. To reduc e the com p r es sion ratio from 8,9: 1 to 8. G: 1 1'01' Aus tr a lian concJition.:; , a thicltJ':~;lsm i ,,~ :o "o;
:1[ '( '
ill t:xtc'l'nal appl'CJ.l'~l nc C" but wit h the spr ags ai-;sc'])I!-ll:r!l() Ujll'l'::I' np]Josi.t e directions, This nvcessitates th e pe,1'ts hCl \lll:.c (1l"I ' I'l'Jl( p:l l "
SlnJl];:]"
i il
Il\:!'.l
L,crs ,
a::;:--;t'mbled v,'i1lJ t he fldngc faclng Clutwal,(i :lnd i,S :i , :'1( l J i ,' "" ]' ('pl :iC l'llH'nt pill'! could be-: fitted, thc' follo \\'i]i g Cllcck S IID'::d 1-" ~ll;i(J., ii!',o, ' 10 (lJ'occl'cling 'vv itll asscnlbLy , 1; : ): 1: IJ llil:--:
j;\
,l)'C'
il u lding tlw u.:ntrl: supporl,
S 1]))(
\ \' -I'~~l ~~. (: ;-i 1 ·
th,' c:.ll 'j' icY' !:ihoulcl iJe' abb'
lU )'(11'-' 1 ('
1;1 I'"
ci:l'C'ction as the input sh alt That i s , anti clocJ1 ~h: 1:,,1\.'-;in the in lin e, when vie w e d from the il1]Jlil :';]li,'j 01 :'1,' t r a i 11 . ;1)lC] c:lOCl;:WiSl~
; T l(}\T C O VE H .'\ SSElVlHL'l I'll '. '
P:l ~ (:
;,ssembling pro cL:du re for fitt,ing th e oil sc:tl to the frc,nt :2 of 4
, " _W C)' il;i::;
C32/68 been revised. The previous method ofpres~;ing the seQ.J. into position, distorted the seal retaining boss i~l relation to the front face of the cover. This distortion can cause leakage at the oil si':al. A straight edge laid across the seal retaining boss will indicate this fault. Replace front cover assembly if necessary .
,
Engines between 18YA/RC/H 1164 to 2810 and '1 8Y/Ta/H 11665 to 12610 can be effected. TRANSMISSION SERIAL NUMBERS The serial number is identified by a Borg- Warner plate riveted to the converter housing on the rear bulge of the starter motor housing, e. g. TA 1234 Correspondence, reports and claims submitted to the Factory regarding Automatic Transmission must identify the unit by its transmission serial number.
~
SOUND DEADENER The Boot Lid Sound Deadener Anti-drum sheets were deleted 8t Car Serial Number 25177. ASH TRAY At Car Number 24869 the ash tray has been deleted from the back of t he driver'S seat. NEW STARTER MOTOR To increase the local contents and improve the starter motor performance a new starter (Lucas M40) fitted with an -"Eclipse" pattern starter dr iv '--' was fitted in production at Engine Number 10675. The M40 type (4 in. yoke) replaces the M418 t ype (4 3 / 16 in. yok e ). T his type of starter is a four pole four brush earth retul'n machin e with series parallel connected field coils.
Page 3 o f
':1:
,
' \
C32/68
Starter Test Data Nominal Voltage ........................ , ......... .. ............. 12V Lock Torque lbs.
1ft . ............................
15 lbs.
1ft.
minimum
-'· t ......................................... 4"0 . C urren ..J alnps maXImum
,
Starter Terminal Voltage ..................................... 7 volts . Running Torque lbs.
1ft.
,
@ 1000 RPM ........................ 6 lbs.
1ft.
Current .......................... : ........................ 280 amps Starter Terminal Voltage ........................ '........... " . 9 volts Brush Spring Tension .................................... 38-42 ozs. Interchangeability: New starter will service the old only jJ the latest ring gear (. 555 max. width) is fitted and cable terminal modified to suit. AUSTIN 1800 AUTOMATIC
Further to Technical Bulletin C4/68 :'3ection flOil Leaks!!. When replacing the valve body cover, careful attention must be given to ensure that there :s not a fouling condition between the cover and converter housing at the point indicated on the sketch .
.A. USTI N 1800 AUTOMATIC
CONVERTER DEFLECTOR COVERS
At Engine Number 18YA/RC/H 1165 the mesh stone guards were r e placed by sheet metal deflector covers. This modification is to prevent dust entry into the converter housing.
SERVICE DIVISION THE BRITISH MOTOR CORPORATION (AUSTRALIA) PTY. LIl\lITED SFL Page 4 of 4
I
i_ C :!)/68
1i -- Ex!=, ----
30
F. O. 19
P. S. 16.7.68
f-----
Sighted by i
~--- - . - -
FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS
l_ ___ _
INTRODUCTION OF THE 1800 UTILITY The Austin 1800 utility has been developed from the Austin 1800, manual and automatic saloons, and designed as a utility or cab and chassis for table top and special body variations. THE BRAKING SYSTEM A new braking system incorporating a tandem master cylinder to supply hydraulic fluid separately to the front disc brake, and rear drum brakes, has been introduced with the utility. Rear brakes are similar to the "Bendix" design, self energising and self adjusting, and residual line pressure is maintained in the rear brake lines. The hydraulic inertia line valve has been deleted and braking balance has been achieved by boosting line pressure to the front braking system by a power servo unit, and creating approx . . 114 cu. in. difference of fluid displacement between the primary and secondary pistons in the tandem master cylinder. A pressure differential switch has been coupled to the two braking systems and connected to an AMBER brake warning light fitted in th e facia panel. The differential switch has two safety functions applicable to the braking system .
.
1)
An AMBER warning light glows when the engine is started and fades O l ______ when the engine is running . This indicates that the brake light is functioning .
2)
Wi th brake pedal applied, and when a pressure difference b etwe e n the front and rear hydraulic systems exceeds a nominal 100 p . s. i. , t h e warning light will light up to full intensity, signifying that the b ra king systems require attention.
SELF ADJUSTING REAR BRAKES The automatic adjuster operates only when the brakes are applied while the Page 1 of 4
©
All
copyr'~ht
revrved In thlt Technical Bulletin by The Brlt ;.h Motor Corporation IAustralla) Ply. limited 1968
C41/68 vehicle is moving rearward, and only when the secondary shoe is free to move toward the drum. The star-wheel mpves one click on each brake .pplication and several brake applications may be necessary to obtain correct adjustment. OIL FIL 'fER WARNING LIGHT The oil filter warning light has been disconnected, and the wiring lead removed from the wiring harness. The BRAKE WARNING light has been wired from the brake pressu re differential switch and replaces the oil filter light. TORSION BARS, SETTING INSTRUCTIONS Should the torsion bars be disturbed for any reason the following setting procedu re should be adopted. 1)
With t he vernier bracket removed and the torsion bar unstressed, load the rear of the vehicle or adjust the Hydrolastic pressures until a distance of 5 in. exists from the centre line of the stub axle to the under floor pan.
2)
Fit the vernier bracket to torsion bar splines in an angular position, to allow fitting of the vernier to the body clamping bolts.
3)
Replace locking plates in the retaining slot manipulating the plates to a c c ommodate the top vernier bracket bolt. Torque all bolts and nuts to 35 l b s . j ft.
H YDROL ASTIC SETTING INSTRUCTIONS 1)
Ev ac uate to not less than 27 inches of mercury .
2)
For new displacer units only; minute s minimull'l.
3)
Pr es surise to give a front trim height of 15~ - t in. measured from h ub c entre to wing beading. Vehicle to be in a fully unladen state with no t m or e th a n 5 gallons of fuel in the tank.
overcharge to 350
+
20 p . s . i. for 60
+
A JO p. s. i . m a ximum differ e ntial i n p r e ssures m ay be used to equ a lise t r i m height o n e ach side of the v ehicle. If front trim height is not a chiev e d b e fo re r C:1 ching 280 p. s. i. then further investigation is required. Vehicle must NOT be run at fa pressure exceeding 280 p. s. i.
SP ARE WHEEL The s pa re wheel is cradled under the rear tray and is locked in rOB ition by a ke y lock 111 the hinged cover panel. It is essential to ensure that the P a ge :2 of 4
. I~
C41/68 tongue of the lock is in its locked.
retaining position when the cover panel is
FLOOR TRAY DRAINAGE Floor tray load attaching points are contained on the sides of the rear section of the floor tray, and the two plastic pan head blanking plugs can be removed, and the holes also used for draining;. PRE-DELIVERY CHECKING POINTS Special attention should be given to the following points:1)
TORSION BAR
2)
SPARE WHEEL - Check for correct functioning of the locking mechanism.
3)
REAR BRAKE ADJUSTMENT - Manually check the rearbrake adjust . . ~ ment by the following procedure.
4)
-
Check and tighten if necessary all torsion bar vernier br acket bolts.
a)
Rais e the rear of the vehicle with the wheel off the floor.
b)
With the rear brake drums "Cool" remove the rubber adjusting slot cover from the rear of the backing plates. Using a brake ad justing tool (MECO M402) or a wide blade ::;tumpy screw driver, turn the adjusting screw star-wheel upwal'd to expand the brake shoe until the drum is locked. Back off the star-wheel approx. 2 clicks until the drum is rotating freely.
c)
Replace the adjusting slot cover .
d)
Check the han dbrake cables for correct adjustment.
HAND BRAKE ADJUSTMENTS AND CHECKING PROCEDURE a)
Fully apply handbrake.
b)
Check that the link assembly (com.pensating) to balance secto r. is parallel to torsion bar ve rnier body side panels, and that the side cable retaining slots in the bal a nce sector a re at right an g l e s to the compensaLng link assembly.
TO ADJUST There are three adjusting locations in the handbrake cable systern. Page 3 of 4
.A )
C41/68 The intermediate handbrake cable fork to intermediate handbrake lever; and ferrules on the right and· left hand rear handbrake outer cable assemblies. These ferrules are positioned in the side longitudinal members. a)
Remove the clevis pin from the' fork intermediate cable to the intermediate handbrake lever assembly.
b)
Slightly increase the length of the intermediate cable by repositioning the fork on the intermediate cable adjusting rod.
c)
Reconnect the fork to the intermediate handbrake lever assembly.
d)
Releas e the locking nuts on the handbrake outer side cables ferrules.
e)
Adjust the side cable ferrules until the inner side cable retaining slots in the balance sector are angled approx. 45 0 away from their full on position. (Refer checking procedure).
f)
Apply handbrake to ensure the balance sector and link assembly are correctly positioned. Re-adjust if necessary.
g)
Tighten the ferrule locking nuts.
h)
With the handbrake ratchet in the off position, adjust the front cable fork in the intermediate cable adjusting rod, until the clevis pin can be inserted into the fork and intermediate handbrake lever; whilst a slight tension is maintained on the cable.
MECHANICAL STOP LIGHT SWITCH The stop light switch is positioned under the dash panel and is operated by depres sing the brake pedal. The length of the stop light operating rod at the rest position on the brake pedal shaft must be 11/64 to 7/32 in. Adjustment is by resetting the stop '-......- light attachment bracket. COJ'vlPLETE TECHNICAL SPECIFICATION Re fe r Technical Bulletin C42/68.
SERVICE DIVISION THE BRITISH MOTOR CORPORATION (AUSTRALIA) PTY. LIMITED Page 4 of 4 SFL
The existing copy of page 2 has been amended. Please destro and re lace with this issue. 8. 8. 68
r-C42J~_ ~.
31_.
L.O·L P. S. 8.8.68
FOR THE ATTENTION OF SERVICE AND PARTS MANAGERS GENERAL DATA 18
The following information should be read in conjunction with the General Data Sheets in the Workshop Manual AKD 4138. This information includes all local change points as well as those introduced in the United Kingdoms and covers the Saloon and Utility models: -
AUSTIN 1800 SALOON
ENGINE Types Compression Ratio Brake Horse Power RAC rating Torque Idle speed - Manual II II _ Automatic
18Y Manual, 18YA Auto. AUTO18YC Utility. MATIC 8.6: 1 (Introduced saloon 18Y /Ta/H7725) 84 @ 5300 r. p. m. 16 HP AUSTIN 100 lbs. /ft. @ 2200 r. p. m. 1800 500 r. p. m. UTILITY 550 r. p. m. in (N) MANUAL
PISTONS Clearance'in cylinder: Top Bottom
AUTOMATIC .0036· - . 0045 in . .0018 - .0024 in.
PISTON RINGS Compression Type: Top Second & Third Oil control
Plain ) Cast iron Tapered) Molybdenum filled (Introduced saloon 18AMW/U/H 89512) Circumferential expanding (Introduced saloon 18Y /Ta/H 1484)
Page 1 of 7
© All copyright reserved In thl. Technical Bulletin by The British Motor Corporation (Au,tr.lla)
Pty. Limited 1968
C42/68 CAMSHAFT APPROXIMATE INTRODUCTION POINTS
#
(1)
18AMW /U/H 101 - H 27522
18Y /Ta/H 6511 - H 10700
#
(2)
18AMW /U /H ?7523 - H 97273
18Y /Ta/H 1001 - H 6510
18YA/Rc/H 1001 - H 1017 (3)
l8Y /Ta/H 10701 onward
l8YA/Rc/H 1018,onward
18YC/Ta/H 1001 onward VALVE TIMING
1
2
3
Rocker clearance: (cold) Timing
.018 in. · 020 in.
. 015in. . 02lin.
.015 in . . 020 in.
Inlet valve
Opens Closes
5° BTDC 45° ABDC
TDC 50° ABDC
5° BTDC 45° ABDC
Exhaust valve
Opens Closes
51° BBDC 21° ATDC
35° BBDC 15° ATDC
40° BBDC 10° ATDC
· 352 in .
. 360 in.
. 360 in.
Valve lift DISTRIBUTOR Type Service number Cam angle Contact breaker gap Decelerating check
Lucas 29D4 62941054A 60° ~ 3° · 014 - . 016 Distributor 2, 800 2, 500 1,900 1, 325 840 470
Vacuum advance commences " II finishes Maximum advance Igni tion timing dynamic
3" Hg. 13" Hg. 12° 12 @ 500 r. p . m. - with vacuum line disconnected. Champion N. 5 (14 mm) · 025 in.
Spark plu gs Spark plug gap
(Introduced saloon 18Y/Ta/H 6878) (AYH 0414) in. RPM and Degrees 11 ° - 13° 11 0 _ 13° 9° _ 11° 7° _ gO 3° _ 5° 0° _ 2°
°
FUEL PUMP Make
Goss mechanical (Introduced saloon 18Y /Ta/H 14874)
Fuel pressure
1"21
Page 2 of 7
(Issue 2)
-
21
.
"2p.s.l.
C42/()[-3
lVll\NliAL THANSlVllSSI01\J - UTILl'f')'
~ I
I
SjJeed
Gear Train
Ha.tio
Final
Drive
::. 292 :2. 217 1. 384 1. 000 3,075
~First
Second Third Fourth
Reverse
)
15. 64 ) With s ynla, 53 ) chrom es11 f). 57 ) on all ) 4, 75 l'ol'wa.t 14, G1 ) I~L'a )'
)
4. 75
)
,
16/76
) )
.
Overall Hatlo
I
Hatio
----_._-
15 7
Approx . MPH 1000 r p. m. Top Cear
AUTOMATIC TRANSMISSION - S A l JOO N AND UTJLJ'fV t--
Speed Hatio I
I
Converter Output
JOW
Intermediate T op Heverse A pprox
1. 03
) ) )
C e ar Train
l" inal D riv E'
-
2 3D 1 45
-
------
) I
)
1 00 ,)
R;li in
, )
,) ,
q ')
I
)
( J .--
o~)
I Ul /
(j ~ )
) 18~)
MPH 1000 l'. P rn. 'f o p (; e ar' Torque Convert e r si z e
~)~
D ;=)
.,. )
()
t lil i l. .> . 17,4:-1 Saloon
111
DRI\, E SHAFTS
l\'lanual - Saloon a nd Utili t y II II 11 Automatic
Resilien t coupl i ng a n d s li d i ng spline Needle ro11 e 1' uni v ersa l joint ~ll1cl sl i din g spline \v i t li !'l a n g e c oupl i ng
SUSPEN SIO N - S A LOON A N D UT IL IT Y
'r r im and p re ss ure Front Displ a ceI' unit size H ea r Tors i on har setting
A dJlJs i t o t1'irn h ei gilt I II ). 1 1 15 ·i + '-\
!\(:utr:ll
(U tLl i t ,Y onl y )
C'l'n 1. t ' C
I"] u i cl p rcs su l'C :2 8 0 p. s. j. n l :_. :. ';
L :i 1 j t v
j
i.- ( . r :; -/. )
CII Li d J
t
-/;j l~e rn
/\1:: : t i : i
I (-lOn
I\'!,',nui: 1
c] :;
c'! '1
,';:;J
C
:.-~
J 7, e
s ..
:,~ W i
tc h \,i i 1 J Li e dc~letr::d f:'OPl U -;:i ; oj :::; not neecs:' ;;ry 'c\lj th
..
OOf)
!1 CJ 9 ?
DOOR CHC Cl< A1\fJj "~' I C
!li!VC-
'!:., ' linq
i ,'"
Lil t '
i'
('II:
-i!l:'.~ i d I1 CC:,;
onH'
;' ",1'/
' u[ .': tl' j
tl1E.~
fron" door openj,n'J too
f (3 J.'
P a ge © 1 069 BMC Australia. -
ar1(i
p.
A Div i si on o f B ri t i sh Leyland Motor CO -.Juration o f Austra lia Pty. L im i ted
o~
C28/69 To overcome this condition the following procedure is recommended : 1.
Remove the door hold 'open'clip and take off the rubber stop.
2.
Add an extra half rubber stop. Ensure that this is butting up against the metal washer.
3.
Replace the original rubber stop.
4.
Replace hold open clip.
AUST I
HUB BEARINGS
1800
j\)
An improved gauging fixture was introduced to accurately cont r ol the rear hub bearing adjustment at Car Nos: Mk.I Manual 27:,70, Automatic 4065. Simi lQr action has now been taken for the front hubs and the bear ing end float reduced to ze.'_' o to .002" at Car Nos : Mk. II Manual 1390, Automatic 876. AUSTI N 1800
FINAL DRIVE PINION NUT
Irl the event of removal of the final drive pinion retaining nut-, F' ilrt No. 27H 9420 the £ollovJing should be observed 1.
Tho r oughl y degrease threads on the output shaft and on the pinion nut .
I. .
Apply Loctite Grade 'E' Torqu e
the pinion
as required to the reL_" vant
nut t o 150 -
170 ft. jIbs .
REDUCTION 1. \ JJ ttl ;::,e('1'
~YDR OL ASTlr
PRESSURE
to T e ,: h n j c a J Uu l Ie \ in C 4 0 / 68 , distance pie c e :=oh a v e fitted l ( ) the f r ont dnd rear susp c:o nsion. Commencirq Car
lee
fv'Jarn.ld j
AU ~:TT N
1800 rvlK.IT
Furthe r
-
}\u toma tic
1/)97
ALl, ['v]OIJF:L.S
10 1 .3
NEVJ WIPEH SWITCH
to Tec h n ical Bu l leti n C70 /68 a single acting wiper fitted at Car f~os:-
s"·JiL-r) \vas
.'';31 Go n
[1j, Jn u31
:!t i 1 i ty
l'-1:HI ua]
,) ') OJ ',' J q
Sa100n Auto. Utility Auto.
4
2752 5 03
C28/69 AUSTIN 1800 MK.II
BONNET LOCK SPRING
Further to Technical Bulletin C76/68 - Bonnet Cable Failures. A weaker bonnet lock spring HYB 1354 has now been fitted. Commencing Car Nos:Austin 1800 Manual Saloon Austin 1800 Auto. Saloon
1546 1970
Austin 1800 Manual ute Austin 1800 Auto. ute
,
AUSTIN 1800
602 501
HEATER - ASSEMBLY
Further to Technical Bulletin C71/68, baffle plates were fitted at Car No: Manual 2118, Automatic 1702. AUSTIN 1800
MODIFIED FIRST MOTION SHAFT
Further to Technical Bulletin C49/68, the U.K. Workshop Manual supplementary sheets differ from their assembly drawing. You should disregard the Technical Bulletin inset 'A' and assemble the bearing with the LIP of the OUTER bearing facing INWARD and the INNER roller race-standing proud by at least 0 . 010 ". COMPANION BOXES
AUSTIN 1800 SALOON
The rear door companion boxes have been deleted and replaced by a one piece trim. Commencing Car Nos l\1anual
6720
Auto.
5568
EMISSION CONTROL VALVE
AUSTIN 1800
A new emission control valve 13H 5191 having a tapered end control pin and a blow back valve spring, replaced the existing control valve 13H 3609 . Comm encing Engine Nos 18YD/Ta/H 2432 18YE/Rc/H
1942
18YF /Ta/H 1157
Page 3 of 4
A
C28!68 AUSTIN 1800 MK.II SALOONS
HAND BRAKE LEVER
The handbrake lever has been repos~tioned from the parcel tray to a centre floor position mounted between the front seats. Commencing Car Nos :Saloon Manual
4092
Saloon Automatic
3163
AUSTIN 1800 MK.II MANUAL SALOON
PENDANT ACCELERATOR PEDALS
The organ type accelerator pedal was replaced by the pendant type accelerator pedal at Car No:- 4092
AUSTIN - MORRIS SERVICE
Page 4 of 4
S/F .L.
C14/69 Ex})
B~ITISH
]I'
0
P 3 LEYLAND
15.8
B
Sighted by:
SERVICE PRODUCrl'ION
nIPROV'~MENTS
The following improvements have .been introduced in production: VAcUtJ},[
);J PIl):~ -------F;:)l'i'I~ - ----~ ...,,,
•• , ... ,"' OY
r~"l
l
. Ii. .... ." ) ~ ; _ :... ;, .
r1'110 ~(l(lptor plate joint rl:l.[~dlcr. '.~nt1 tl-.1C rcnr r:lain : .:crlrin~ ca~) corl~ joint '.v;lsher. hr~s ~.~ccn de.1c~t,C:l.1... ~~1h0.:i hr;,\'c been r(~place(~ by [~ one·· 'J l c ce joirt '~1°~"~lcr ,.. ; + 1. ::, [I~· · !co . 'r 2nQII i:·lf,(~l·t, C O: ~u:lcncin [~: ~n .~~ inc tJUl:Jber~ 1~YD;~~/JIS560 1(}YEil1D/II3990 18',?/Ta/lL1 1l01.
"-' "
At Car i-JU!:lbcrs : SlH'i;Jg nni t has
1
~
:)~el1
.•
I~
.- • ,
'1 () 9 ::.:.n("l . .;'-..: l to::]~L t, j c J U »), f i t tc?!.l '.":1. :) ~ so r t/or qEnl:ity ruhher vn.lvcs . .
}" r~·tllU[ll
J. llC r oar II)'{ll'o J antic ~3pj'i ~ } r ocL ha'v e been tlc ) (~-L(~: ~, r L!L.~ ; U~d1
::; 11 1l i -1'j ;:'CC:. <~ i~l .f~ ~:.~(l. ) J ; j,Ct.:; : ~Jy
r l il ..:~ • .
· ;~; ~c~
:·. ~: l r; :
locntir::1; ri n.~; [Hld .L )ush 1. locati~ ' l~~ ri n r; a~'lcl
rOllt'l ( '1,
~,
.. .,
v u. .!..
I
, ' T
1 i~()O
To
6'}
J
~-, -,
", ( ,
r,c2.t 8 1 "i,1cs ll ;:vc been re \'lo 1'::c(1 ~)y spot -l'.'cldi116 rei ;I ol'ci iL~~) lr~t cs; tOV:0 [o"-'\'ianl en<18 or the sCG.t sl idc , COi;L;1('nci ; \:~ Cnl'::lnber,~: lhmll;cl,) 11:~Cl /,uto::lnt ic 5[~'O . overCOillC
a Se rvi c e prot J (: ' 1
.~ -
1 .:"' .' .r . J , :~,
L~le
@1969 BMC Australia. - A Division of British Leyland Motor Corporation of Australia Pty. Limited
A
.
J
AUSTIN 1800 SALOONS.
PETROL FILLER PIPE.
At Car Numbers: Automatic 4271 and Manual 5400, the petrol filler pipe grommet is now sealed to the filler pipe with "Selley's" rubber caulking compound.
,
AUSTIN 1800 SALOON.
TRUNK' LID WINDLE.
The trunk lid handle has been repl~ced with a trunk lid handle similar to that fitted to the Morris 'Nomad'. Commencing Car Numbers: Automatic 3544 and Manual 4745 not interchangeable.
MUFFLER & TAILPIPES.
AUSTIN 1800 UTILITY.
To prevent the exhaust gases staining the tailgate a new tailpipe (Jnd muffler assembly was fitted at Car NW11bers: Automatic 569 Manual 1107.
AUSTIN 1800 SALOON AND UTILITY.
FRONT
DOOR LOCIGNG
ASSY.
The front door lock assembly is now fitted to the opposite front doors locl, assembly to RIH door, and the U/H lock assellliLJ l.,U the L/ H door. To operate the lock, the lcey must be inserted with the serations f GC ing; downward.
Li n
LOC AL IlEATEIl,
AllSTIN 1800 SALOON.
-------~
The imported U.K . heater wa s r e pl a ced by an Australi an-produced h8 a t er at Car Numbers: Auto matic 11196, Manual 1908. Heating and the air distributing con t rol Imobs ar e now fitted in the re ve rs e order.
AUST L~
1800 SALOON
l~~D
UTILITY.
CONNEC TING nOD BE!\JlE)GS;
Hori z ontally ~plit connecting rod and short skirt pistons are t o b e fitted to the Austin 1800 engine. The connecting rod bearing t o suit t he ~ cormec ting rod has been supplied by the Manufac turer. Ilowever , to enable production to use these bearings in the current cOlmecting rod t the bearing has an additional oil hole. These bearings arc iden t ified by t he suffix liD" added to the bearing Part No. A1.1101156 "D". Page 2 of 3
Clli!6-, CL': )SDATT:::m rS;] --------i\ " C' 1y[l~u ~)f:i"L ~... ql"Y SP!' ~ (); ])0, 12 -');; -fl :l ...... r.-. 1'(' Jlldc cLl the "Lucus" battery "l2~-.~n-50 ni. C~r ::umh(\ , .·~; ,~ut()jrl~:..t i f' :';" In'on : ;\}:22. !':'.!.nun 1 ~;: loon 41.66 ~:~1"~d :«:~lUi·!l Utl 11 t.'.' ~~S), ,
.
'
'1'110 "Clyc:pll ~)nt,V.'r~' h· L~ii;1E'nsj()ntllJY ·':Wl:<11(.r · thim Lhe'originnl "Luc~s'" ;):~t~, t'ry
,
'~':.(' tOll'iC';;U ':1)','(,)",; :!n:! ':~lJ') ;;': I'L ~J,~n3 !::,V(' :)('en i.1clc'tC'd from the stnnunrd '.'v::lc10 ;::':t1 nr,' ,)0\; :'l~ "':i v) ';:'('~'i:d >:'()":~\C';"l()n :)J'(lcrCi only, :·Od:1C~(.i!\g Cnr ;:ulllbcrs; fithOIIl:ll lC ')~8 ,mel tknuDl 7}6.
Lh~
ell,;,l
boot lId new
/)r;:1(L1 ,' ,
sys'~ , C;:l
hin~es
the, )rcssurc
11". ~:._; no'~ rec~'dircil by t>c ncy,r ;')11:: ;" ;,·; ~,~ ;,1}'(, ;;,:;;:t1C jl(J) \.;~
_ , i>.---- ---_._--' ..... -. _._-----_ '(";' , ; ) 1 : : : . .
tr 2.y to C()1-1' "' "\ ~ ~ 0C i r
