I

Unit: _2 ___ _
Section : 3
SERVICE SHOP MANUAL Page :
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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
6100 :1
3610 :1
2130:1
1 196 :1
0768 :1
6220 :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
795 :1
470 :1
278 :1
156 :1
100 :1
808 :1
Single row needle roller thrust type bearings.
I ~ _ n i t ___ 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
900 x 20 523
10 x 225
10 x 20 503
0225
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 6151b (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
578 701
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
-----
795 917
23162-19 23161-18
23168-25 23169-26
23163-20 23161-18
23167-24 23169-26
23163-20 23161-18
23167-24 23169-26
1047 to 1089 in (2659 to 2766 mm)
4
1 -h in (3334 mm)
1 t in (2858 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
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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 Lubri-
cation 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 discon-
nect 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 andforeign 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 deteriora-
tion 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 coup-
ling 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 down-
wards 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
~
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
~
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 shift-
cylinder 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 right-
hand 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 con-
nections 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 exces-
sive 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 cheese-
headed 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 (32 mm) from the valve body
in one direction and not less than -t in (32 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
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Unit: 2
Section : 3
Page: 10
Date
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 double-
acting 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 con-
nection 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 set-
screws 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
1
9
6 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 hex-
agon 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
~ a t ; ~ 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 end-
cover 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 35 in (88'9 mm) apart approxi-
mately. 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 con-
struction 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
setscrews. 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 com-
panion 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 sup-
ported 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 sup-
port 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 gear-
box 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 t apped 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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FIG. 4, EXPLODED VIEW OF TYPICAL PROPELLER SHAFT UNIVERSAL JOINT.
1. Flange yoke. 5. Needle 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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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 (0102 mm) cir-
cumerential movement, measures on the out-
side 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.