---------
__
THE
FLYWHEEL
AND
4JLUTCH E
on
engagement,
according
to
the
severity of
the
conditions.
If
the
conditions
enumerated
above are
experienced.
the
dutch
driven
plate should be replaced by a new
one.
The
cause
of
the
presence
of
the
oil
must
be
traced
and
removed.
It is, of course. necessary
for
the
clutch and flywheel
to
be cleaned
out
thorough
Iy
before
assembly.
Where
the
graphite
release bearing ring is badly
worn
in service, a
complete
replacement assembly
should be fitted,
returning
the
old assembly for
salvage of
the
metal cup.
These
graphite rings
are
inserted
into
their
metal cups by heating
the
metal cup
to
a
cherry
red.
then
fardng
the
graphite
ring into
position. This Is a specialised Job,
but
It can be
carried
out
satisfactorily provIded
the
necessary care
is exercised. Immediately
the
ring is forced into
position,
the
whole should be quenched in oil. Align-
ment
of
the
thrust
pad in relation
to
Its face and
the
trunnions
should be within ·005 in. (,12 mm.).
In almost
every
case of rapid
wear
on
the
splines of
the
clutch driven plate, misalignment is responsible.
Looseness of
the
d riven plate on
the
splined shaft
results in noticeable backlash in
the
clutch. Mis-
alignment also puts
undue
stress
on
the
driven
member, and may resu I
tin
the
hub breaki ng loose from
the
plate.
with
consequent
total
fallure of
the
cI
utch,
It may also be responsible for a fierce
chattering
or
dragging of
the
clutch which makes
gear
changing
difficult. In cases of
persistent
difficulty it is advisable
to
check
the
flywheel for
truth
wIth a dIal indicator,
to
determine
any possible misalignment.
The
dial
reading should
not
vary
more
than
-003
In. ('07 rnrn.]
anywhere
on
the
flywheel face.
Seetion
E.9
INTRODUCTION OF 8 in. DIAMETER CLUTCH
Commencing at Engine
No.
9-408,
an 8 in.
diameter
clutch has been Introduced. This has been
done
to
alleviate
the
synchro noise condition and
to
Improve
the
torque
carrying capacity.
The
engine
type
description has been
altered
from
XPAG
lTD
to
XPAGJTD/2. Th is has been
done
for
the
reason
that
while
the
power
unitwith
gearbox
complete
is interchangeable,
neither
the
engine unit nor
the
gear·
box
unit
separately is interchangeable with previous
engines. because
the
clutch
thrust
race is In a different
listed
below
are
the
parts affected by this change
:-
position relative
to
the
engine bell housing. and
the
dutch
shaft and
thrust
face position is also different
in
the
gearbox
bell housing. This means
that
the
old
type
XPAGjTD engine and
the
corresponding
gearbox
will have
to
continue
to
be serviced.
The XPAGjTD
gearbox
can be identified by
the
dutch
fork
shaft, wh i
en
has a
diameter
of
tin.
(15·9 mm.)
and
the
Part No. SA.1906j9, whereas th e XPAG ITO
12
has a clutch
with
a
fork
shaft having a
diameter
of!
in.
(19 mm.) and
the
Part
No. SA.f906,'IO.
I
I
I
I
I
I
2
I
I
I
I
I
No.
Off
I
Description
Engine and
Gearbox
Unit
Power Unit with Clutch, less
Gearbox.
Electrical EquIpment,
Carburetter
and Manifolds
Gearbox
complete
Flywheel
with
Starter
Ring and Dowels
Starter
Ring
Clutch Assembly
Clutch
HOUSing
with
Bush
Bush for Clutch Housing
Clutch Fork
Clutch Fork Shaft
Circlip
Key
Clutch Lever
Replaced by
XPAG(TD/2
sA.2445/1
SA.I906jIO
sA.22S2/2
168020
168124
sA.1l39/4
MG.660j104
MG.795jl46
168023
MG.79
5/ 145
X.151/8
168021
Part
No.
XPAG/TD
sA.2+45
SA.1906/9
sA.2252/1
X.2H18
X.24436
MG.900;
14-
MG.862
J
335
MG.862.i300
MG.917,i117
MG.862/456
P.151/l8S
MG.900jl46
Section
&10
INTRODUCTION OF A CLUTCH CONTROL ROD
Com
mencing
at
Chassis
No.
TDmSI,
a clutch
control
rod has been fitted in place of a clutch cable.
On such cars
the
free
pedal
movement
"G"
(see
Fig. E.2)
must
also be maintained at ! in. (19 rnrn.).
M.G. Midget [Series
"TD
").
lssue 2 (E) 793<45-1/53
E.9
Wishvilles Classic
Automobile Library
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