Assembly

As explained, it is necessary to dismantle and reassemble tbe front hubs every 5.000 miles. The following sequence is the correct method of assembly.

1. Both inner and outer bearing and outer thrust rings are pressed into the end spigots of the hub casting.

2. The 11 inch (27,9 cm.) diameter flanged disc-brake casting is then bolted to the hub casting with four inch U.N.F. bolts, with spring washers.

3. The stub axle is fitted with its felt seal, hub washer and the inner roller thrust-bearing race. The bearing is greased liberally by hand; the felt seal is temporarily removed (see 5. below).

4. The brake caliper-plate is next secured to the stub axle. Note that these are left and right handed) with 'L' and 'R' on the castings.

5. The stub axle is then fed through the hub casting and the outer roller-thrust-bearing race hand greased and fitted, followed by the 'D' thrust washer, which keys to the axle thread flat.
   The castle nut is fitted and tightened until there is resistance to free rotation of the hub around the axle.  
   The nut is then released to the preceding castle slot which will accommodate the split-pin through the stub axle thread.  
   The end of the stub axle and appropriate adjacent castellation of the nut are centre-punched for future resetting.
   Note that this setting for just-free rotation is best obtained with the felt wasber seal (see 3 above) removed, as this offers resistance to free rotation, which can mislead. 

6. Remove castle nut, withdraw stub axle for the final fitting of the felt seal, then reassemble as above, finally securing the castle nut with the split-pin.

7. The assembled hub is then mounted in the vice with the disc-brake flange borizontal. Rotate the flange to check for rise and fall at its outer edge - this must not exceed + 0,003' (0,08 mm).

8. The outer domed grease cap is then tapped home on to its seat. The flanged rim of the cap permits future removal by lift with a screwdriver tip.

9. The appropriate brake caliper assembly -these are left and right handed, marked 'L' and 'R' is then bolted to the caliper plates simultaneously wilh the hydraulic flexible hose bracket and any necessary shim washers, with two -7/16 x 1-1/2 U.N.F. bolts and spring washers.  
   The gap must be equalized between the caliper body and the brake disc flange to within 0,008' (0,21 mm) and this is accomplisbed by packing the fixing bolts with 0,005" (0,14 mm) shim washers.   
   Brake pads float free retained by pins and slide clips.
   The caliper body bas a rubber capped hydraulic bleed nipple, as well as the brake hose connecting point.

10. The stub axle fork is fitted with two brass bushes which have helical grease grooves, and two forward-facing grease nipples. The stub axle is attached to the front of the radius suspension arm with a swivel 'king' pin fitted from the top and secured with a cotter-pin and nut. A dust cap is fitted above the swivel pin, and the steering arm keys into the slot in the casting beneath the swivel pin and is secured with two bolts and a bolt locking strap. Steering arms are interchangeable.

Lubrication

To obviate risk of over greasing of front stub axle bearings, no grease nipples are fitted.  It is necessary to dismantle the hubs every 5,000 miles, wash bearings, re-grease with a lithium based grease and re-assemble, as above.

Greasing should be liberal, but hub cavities must not be grease packed, as any emission of grease will throw centrifugally and may grease the disc-brake flange and impregnate the brake pads, with consequent loss of braking efficiency.

Bearing Adjustment

Wear of hub bearings is taken up, when necessary, by tightening of the hub castle nut and refitting the split-pin.

This will result in increased pressure exerted on the 'D' wasber and bearing races. (see 5 above).

FRONT SUSPENSION

General Arrangement

Front wheel stub axles are secured to the front radius suspension arms with swivel pins and bushes.

These tubular arms are, in turn, secured to the chassis with pivot pins  which are at an angle of 38°1/2 to the longitudinal axis.

The pivot pin bushes are aligned for horizontal level with the chassis,  and end-play is limited by an internal spacing tube and washer, or washers, to 0,009 inch (0,23 mm) maximum. This permits rise and fall of the front suspension within limits of 2-1/2 inch (6,29 cm) bump and rebound -5 inch (12,58 cm) total travel.

Suspension Support

Independent suspension of stub axles is augmented by independent springing. A heavy coil-spring assembly, under compression, is fitted between the outer ends of the radius suspension arms and the chassis main frame front head. These springs enclose cylindrical hydraulic damping units which absorb shock loads transmitted by the road wheels. There are rubber dome bump-stops fitted to the chassis, beneath the suspension arms. 

REAR SUSPENSION

A simple arrangement uses hydraulically damped shock-absorbing cylinders fitted with compression coil springs between the axle saddles and high-mounted chassis brackets.  Fore and aft alignement is maintained by a

modified Watt linkage with front and rear radius arms between axle and chassis securing points.

Each end of each radius arm is rubber bushed, eliminating need for lubrication.

Check straps are suspended around each side of the rear axle from high-mounted chassis wing brackets, to limit rear axle rebound or drop when jacking up the car.