Austin A55 Driver's Handbook (Austin 1960) - £10
Austin A125 Sheerline Running and maintenance instructions (Austin 1949) - £10
Austin Light Cars running and maintenance instructions, covering 7, Big 7, 10,12 and 14 (Austin 1948) - £10
Austin Ten Service Manual (Austin 1951) - £20
BMC Forward Control Vehicles FFK140/360 Drivers Handbook (BMC 1963) - £10
BMC Forward Control Vehicles FJK100/140/160/360 Drivers Handbook (BMC 1964) - £10
BMC WEK60/100/240/300, FFK100/240/300 Drivers Handbook (BMC 1963) - £10
BMC WFK60/100/120 Drivers Handbook (BMC 1964) - £10
Ford Anglia and Prefect Instruction Book (Ford 1958) - £10
Ford Cousul and Cortina Service Manual (Ford 1962) - £20
Ford Popular, Eight, Ten Instruction Book (Ford 1953) - £10
Ford Special Pattern Vehicles for the British War Dept. Instructions on Driving Maintenance Repair (Ford - Ontario) - £20
Ford Taunus '76 and Cortina '77 Workshop manual (Ford 1976) - £20
Freight Rover 'Sherpa City' service repair operation manuual (BL 1982) - £20
Herald 1200, 1250, Vitesse and Spitfire Service Manual (Triumpth 1970) - £20
Hillman Minx and Ten Workshop Manual (Hillman 1946) - £20
Jaguar V12 Series 3 E-Type Repair Operation Manual (Jaguar 1971) - £25
Leyland 185/215/220/240/250 Handbook (BL 1974) - £10
MG 1100 Workshop Manual (BMC 1963), as new - £20
Mini Workshop Manual (BMC) - £20
Morris Light Van (8-10 cwt) Operation Manual (Morris Motors 1933) - £10
Morris Ten-Four Series M Operation Manual (Morris Motors 1953) - £10
Morris Minor (series MM) Workshop Manual (Morris Motors 1949) - £20
Morris Minor Series II Operation Manual (Morris Motors 1954) - £10
Morris Minor 1000 Driver's Handbook (Morris Motors 1962) - £10
Morris Oxford and Cowley Car Manual (Morris Motors 1927) - £10
Morris Oxford and Cowley Car Manual (Morris Motors 1929) - £10
Morris Six (series MS) Workshop Manual (Morris Motors 1955) - £20
Renault 5 Driving and Maintenance Handbook (Renault) - £10
Renault Fuego Driving and Maintenance Handbook (Renault 1984) - £10
Rover Workshop Manual 1950 onwards: 60, 75, 80, 90, 95, 100, 105, 110 (Rover 1964) - £20
Standard Vanguard III, Ensign and Sportsman Workshop Manual (Standard Triumph 1960) - £20
Triumph Herald 1200 Owners Handbook (standard Triumph 1961) - £10
Triumph Herald 1200 Owners Repair Manual (Standard Triumph 1962) - £20
Triumph Herald 13/60 Handbook (Triumph 1969) - £10
Vauxhall HB Viva engine, clutch, transmission, suspension and body manuals (set of 4, Vauxhall 1967) - £20
Vauxhall FE Victor, VX4/90 and Ventora engine and clutch manual (Vauxhall 1971) - £20
Vauxhall Series F engine, clutch, suspension and electrical manuals (set of 3, Vauxhall 1958) - £20
web: www.wintonbee.co.uk
e-mail:
tel: 01420 562378 (Alton, Hants)
Engine or Gearbox removal
Remove the clutch bearing grease tube before separating the engine and gearbox.
On reassembly, use a piece of wire through the gearbox opening to align the bearing. Once the engine and gearbox are together, slide a piece of tube down the wire and over the release mechanism, remove the wire, re-fit the grease tube then remove the guide tube.
Clutch
The clutch springs should be set to ~ 24 mm between the back of the plate and the front of the nuts when using a 9.5mm thick cork type clutch plate or ~ 29 mm when using a 10mm thick lined clutch plate. The Clutch springs are then compressed from ~ 43 mm to ~ 27-34 mm.
Flywheel
The flywheel has 97 teeth, which are integral to the flywheel. Worn teeth can be repaired by welding and re-cutting, using an angle grinder and cut off wheel to provide the lead in.
Valve timing
On some engines the timing cogs on the crankshaft and camshaft are punched, the timing being such that at TDC, the punch marks face each other.
Tappet clearance (cold) = 0.004"
The valve timing is slightly different on early (magneto) and later (coil ignition) types.
Early type Later type
Top Dead Centre (TDC) 0 degrees 0 degrees
Ignition (fully advanced) +320 (-040) +315 (-045)
Ignition (fully retarded)
Exhaust starts to open +126 +132
Inlet starts to open +002 +356 (-004)
Exhaust finishes closing +012 +012
Inlet finishes closing +234 (-126) +234 (-126)
Ignition system
Firing order 1243
Magneto points gap 0.012"
Distributor points gap 0.012"
Sparking plug gap 0.015" - 0.018"
Magneto
The Magneto should have a short circuit primary current of 1-2 Amps at 875 rpm, anything less and it will need re-magnetising. The original magneto was a Lucas GA4, which is interchangeable with the later GJ4 type with 2 hole fixing. The Lucas armatures are interchangeable. The secondary should have a resistance of 3000 - 5000 Ohms. Poor insulation in the condenser (~ 0.17 uF) and/or winding often results in the spark 'fizzling out' after about 20 minutes continuous use. A magneto can be checked by endurance testing it on the bench while connected to an 8kV annular spark gap for 60 minutes at ~3000 RPM, (by which time the armature shaft will become hot to the touch) and observing the spark, which should remain unchanged. Note magnetos are available either for clockwise or anticlockwise operation, so when sourcing secondhand
Magneto rebuild
Important remember to remove the HT brush and earthing brush before removing the armature. To dismantle the armature it is necessary to pull off the front bearing, which holds the slip ring in place. An appropriate small puller will be required to pull off the bearing inner race. Then the spacers and washers can be removed. The HT wire is pushed into the slip ring and then sealed, so should be heated with a soldering iron and pulled out to remove it. With luck the slip ring can then be pulled off by hand manipulation. If it is seized on the shaft or breaks, then it will have to be broken off and replaced with a new one available from http://www.magneto.co.uk/. Mark the armature ends and core so it can be reassembled with the same orientation. The 2 wires to the primary should be unsoldered, the two long screws undone and then the core can be removed.
Magneto to coil conversion
The early and later engines have a different number of teeth on the dynamo cog, so it is not just a case of fitting a later type 16 tooth dynamo/distributor to a magneto type engine.
A scrap Lucas GA4 or GJ4 type distributor can be converted to act as a contact breaker and distributor for an external coil and condenser, or preferably an external coil and electronic ignition module.
Using the centre dimple/vent on the outside of the distributor cap as a guide, (drill right through the cap with a ¼" drill), then open up this hole to ½". Carefully saw around the center contact housing of an spare modern bakelite distributor cap and turn the brush holder end to ½", just sufficiently long for the inner end to be flush with the inside face of the magneto cap. Glue in position. If using a GJ4 cap, the distributor rotor can be extended by fitting a ~10 mm long threaded spacer to the end. Dismantle the magneto and armature and remove/discard the windings, condenser and slip ring brush holder. Reassemble, with the 2 timing marks aligned together. Clean points and set gap to 0.012". A standard coil ignition condenser should now be secured via a suitable mounting tag to the cam ring clamp bolt. The condenser wire, together with a wire to the coil CB/negative terminal should now be wired to the contact breaker cover terminal and the cover refitted. Check/set the ignition timing, wire the coil +ve to the battery, via the dynamo/ignition switch (Sh terminal) and test. Alternatively, wire to an external electronic ignition module, in which case the contact resistance is not a problem and a condenser is not required. The plug gaps can be set to 0.025" resulting in quicker starting and less need for the choke.
[For full description of the magneto modifications, see:
www.mgcars.org.uk].
Dynamo
Dynamo is a Lucas type E418C. Magneto engines had a 3 terminal dynamo the common terminal being marked 'NEG' and the Armature terminal being marked 'POS'. Coil ignition engines were fitted with a 2 connection dynamo with the cutout (type SB5) and field fuse/charge reducer (type C1) mounted on the side of it. The charge reducer consists of two 3 ohm resistors in series and a 2 Amp fuse, which connect in series with the field winding.
Cooling System
Magneto engines had core plugs in the block and head. These are threaded ¾" BSP and can be replaced with ¾" stops, sealed in with a rubbery material like 'Copydex'.
10/25 History
The '10/25' was a derivative of the earlier '9/20' model with the engine enlarged.
The '10 Special' was a derivative of the '10/25'.
Production of the 9/20 between 1924 and 1927 was 13,000 and of the 10/25 and 10 Special between 1927 and 1933 was 24,687.
web: www.wintonbee.co.uk
e-mail:
tel: 01420 562378 (Alton, Hants)