Jensen C-V8 III User manual

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HANDBOOK OF INSTRUCTIONS
FOR THE
JENSEN C-V8
This handbook is published for the use and assistance
of owners of JENSEN CARS. It embodies in a concise form the
advice and suggestions of the Company’s
Technical Staff in regard to lubrication, general care and
maintenance, together with supplementary information regarding
the necessary adjustments which may be required
from time to time.
COMPILED AND PUBLISHED BY
JENSEN MOTORS LIMITED
WEST BROMWICH, ENGLAND
Telephone: West Bromwich 2041 (10 lines)
Telegrams: Expert Telex: 33526
The Chassis Serial Number will be found on the identification plate
fixed to the front of the scuttle, and also on the underside of the
companion box lid.
N.B. The full Chassis Serial Number must be quoted in all
correspondence.

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VEHICLE PARTICULARS
CHASSIS NO ..........................................................................
ENGINE No.............................................................................
KEY Nos.:
Ignition, Shroud and Door.....................................................
Boot and Cubby Locker.........................................................
REGISTRATION No. ...............................................................
ORIGINALDATEOF
DELIVERY FROM WORKS ....................................................

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Foreword
The Jensen C-V8 is designed and built to high standards of precision
and quality. Every car when it leaves the works has been thoroughly tested
and adjusted by experts.
However, in order that the car may give the utmost satisfaction, it should
receive adequate care and attention, and for this reason the instructions
given in this handbook should be observed.
In compiling this handbook some knowledge of the operation and
care of a motor car have been pre-supposed. All descriptions of
position are relative to the driver’s seat.
It is the aim and ambition of Jensen Motors Limited that every owner
shall be completely satisfied. For this reason, Jensen dealers are
chosen with particular care, and can be relied upon to carry out any
servicing or repairs.
Alternatively, the Jensen Service Department at West Bromwich is
always at the disposal of any owner, and all communications in
connection with service matters should be addressed to the Service
Manager. JENSENMOTORS LIMITED

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Contents
VEHICLEPARTICULARS 3
Foreword 4
Contents 5
GeneralDimensionsandData 6
Instuments&Controls 7
ControlsandInstruments 8
StartUpandRunningHints 10
EngineLubricationSystem 12
Lubrication&Maintenance 14
FuelSystem& Carburettor 17
Ignition 20
Distributor 20
CoolingSystem 21
Transmission 22
Steering & Suspension 24
Brakes 25
Wheels & Tyres 27
WheelChanging&JackingSystem 27
Bodywork 28
CabinHeating&VentilationSystems 30
ElectricalSystem 31
Lights 33
ToolKit 35
Equipment 36
ServiceLubrication 37
Rec.LubricantsForJensenC-V8 40
Index 41

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General Dimensions and Data
The chassis number will be found stamped on a plate secured to the underside of
companion box lid and on a plate secured to the front of the scuttle. This number is also
stamped on the front of the chassis frame front cross member. The engine number is
stamped on the L.H. bank of the cylinder block immediately forward of No. 1 Cylinder.
Cylinders are numbered as follows :—
R.H. Bank Front to Rear 2-4-6-8 L.H. Bank Front to
Rear 1-3-5-7
Bore 108 mm. (4.25 ins.)
Stroke 86 mm. (3.375 ins.)
Cubic Capacity 6,276 cc. (383 cu. ins.)
B.H.P. 330 at 4,600 r.p.m.
Compression Ratio 10.1
Firing Order 1-8-4-3-6-5-7-2
Coolant Capacity
including Heater 32 pints (Imp.), 38 pints (U.S.), 18.2 litres
Oil Sump Capacity 8 pints (Imp.), 10 pints (U.S.), 4.7 litres including Filter.
(Dipstick top level must not be exceeded).
Engine Oil Pressure at 40/50 m.p.h. 45/65 p.s.i Gearbox Capacity :
Automatic 17 pints (Imp.), 20 pints (U.S.), 9.5 litres
Manual 6 pints (Imp.), 7 pints (U.S.), 3.3 litres
Rear Axle Capacity 3 pints (Imp.), 3.6 pints (U.S.), 1.705 litres
Fuel Tank Capacity 16 galls. (Imp.), 19 galls. (U.S.), 72 litres
OVERALL GEAR RATIOS:
Automatic 1st 7.5 : 1
2nd 4.44 : 1
3rd 3.07 : 1
Reverse 6.74 : 1
Manual 1st 8.16 : 1
2nd 5.86 : 1
3rd 4.26 : 1
Top 3.07 : 1
Reverse 7.92 : 1
Tyres Dunlop 6.70 x 15 Road Speed
Tyre Pressure 24 p.s.i. (1.68 kg./sq. cm.) all round (see Notes on Wheels and
Tyres)
Wheelbase 8 ft. 9 ins. (2.667 metres)
Track (Static laden
weight) : Front : 4 ft.7-13/16 ins. (1.417 metres)
Rear: 4 ft. 8-7/8 ins. (1.445 metres)
Toe-in (Static laden
weight) : 1/16ins. (1.5875 mm.)
Camber (Static laden
weight) : 1° pos.
Castor Angle (Static
laden weight) : 2° pos.
King Pin Inclination 6° 30'
Centre of Gravity 49 ins. (124.46 cm.) aft of front axle
Overall Width 5 ft. 7 ins, (1.714 metres)
Overall Height 4 ft. 7 ins. (1.397 metres)
Overall Length 15 ft. 3-1/2 ins. (4.686 metres)
Ground Clearance 5-3/8 ins. (14.6 cm.)
Turning Circle 38 ft. (11.592 metres)
Weight (dry) 29 cwt. (1473.2 kilogrammes)
Steering Ratio 17.2:1 (3.3 turns, lock to lock)
IGNITION TIMING 10°before T.D.C. at 500 r.p.m.
CONTACT BREAKER .014 ins. to .019 ins. (.35 mm. to .48 mm ) GAP
SPARK PLUGS Champion J10Y. Gap .035 ins. (.89 mm.)
VALVE CLEARANCES Zerolash. No adjustment required
OIL SUMP CAPACITY It is important that sump should not be filled above the high level mark on the
dipstick, other-wise functioning of zerolash tappets may be impaired

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Controls and Instruments
Pedals
On cars fitted with automatic transmission, only two pedals are used in driving the car. The right-
hand pedal controls the accelerator, and the centre, broad pedal, the brake. The left hand pedal
operates the dipswitch and provides a footrest. With the manual gearbox the pedal controls follow
the conventional arrangement.
Handbrake
The handbrake is centrally located and operates self adjusting mechanical brakes on the rear discs
only. A thumb-operated ratchet release is incorporated in the handle.
Steering Wheel
The 17" steering wheel is adjustable on its shaft, to suit individual requirements. Adjustment is effected
by the black sleeve immedi-ately below the wheel. The sleeve is loosened by turning it in a clockwise
direction. When loose, the steering wheel can be moved up or down to the desired position, and re-
locked by turning the sleeve anti-clockwise. (There are four holes toward the lower end of the sleeve,
and 3/16"Tommy bar may be used in these if necessary).
Ignition and Starter Switch
The ignition and starter are both controlled by a single switch with a removable key.
Turning the key clockwise switches on the ignition circuit and the ammeter, fuel gauge, and water
temperature indicator. Turning the key further clockwise against spring pressure will operate the
starter motor. As soon as the engine starts the key should be released.
Choke
The carburettor incorporates an automatic choke (See Starting-up section on page ).
Cigar Lighter
The cigar lighter is operated by pushing it in as far as it will go. After approximately 10 seconds it will
pop out, and is then hot enough for use.
Fan Switch
The three-position fan switch controls the two speed heater fan (See Heating Section page ).
Panel Light Switch
The three-position panel light switch controls the panel lights giving two levels of illumination. The
panel lights are in circuit with the main lighting switch, and will not work until the sidelights are on.
Main Light Switch
The sidelights and headlights are controlled by a three-position switch on the facia. In the half-way
position it will bring on the sidelights, and in the fully down position the headlights. Once the headlights
are on, high or low beam should be selected by the foot dipper switch.
The headlights may be flashed by pulling backwards on the direction indicator lever.
The Direction Indicators
The direction indicators are operated by a lever on the right of the steering wheel. To indicate a turn,
the lever should be moved the same way as the steering wheel. The direction indicators are self-
cancelling after the turn has been completed. A visual indication is given to the driver by the green light
on the facia. Pulling backwards on the lever flashes the headlights.
Windscreen Wipers and Washer
A dual purpose switch on the facia controls the windscreen wipers and washer. If the switch is turned
clockwise to the first position, the wipers will operate at normal speed : turning it further increases
the speed of the wipers. The higher speed should not be used on a drying screen, as this will overload
the motor. The wipers are self-parking when switched off. The windscreen washer, which is of the electric
type, is operated by pressing the knob of the wiper switch.
Gear Selector and Indicator
(Automatic transmission only) The gear selector and indicator are
mounted on the steering column. Five positions are marked on the indicator R N D 2 1. The
engine can only be started when the lever is the “N” position (See Starting and Driving Section
pages ).

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Clock
The electric clock is set by the knurled knob on the bezel, which should be pushed in to engage the
hands. If necessary, the clock may be regulated by turning the small screw head in the bezel, clockwise
to retard, and anti-clockwise to advance.
Map Light Switch
A Map light is fitted in the upper facia roll above the left hand face-level ventilator and is controlled by
a switch on the facia marked “map”.
Face-level Air Booster Switch
The switch marked “Air” on the facia operates a fan which increases the fresh air output at face
level.
Rear Demist Switch and Warning Light
This switch controls the electrically heated back light. (The current to the rear light is cut off when the
engine cooling fans come into operation, so the demist warning light goes out, and comes on again
when the fans cut out).
Re-fuel switch
The re-fuel switch automatically unlocks the fuel filler flap on the left hand rear wing. Should the
solenoid fail, the flap can be opened manually from inside the luggage boot. (See Fuel System
section page ).
Horn Push
The twin horns are operated by the push button in the centre of the steering wheel.
Selectaride Switch
The Selectaride switch on the transmission tunnel controls the settings of the rear dampers. Four
settings are available, from SOFT up to 4. The harder settings should be used for high speeds, or
when the car is fully laden. The switch works in a CLOCKWISE direction only, and should not be used
unless the ignition is switched on.
Revolution Counter
The revolution counter has a red sector from 5100 RPM to 6000 RPM and engine speeds in this
sector should not be sustained. Maximum engine power is developed at 4600 RPM, so no advantage
will be gained by over-revving the engine. There is a low-fuel warning light in the rev-counter face. This
glows continually when 3 gallons only remain in the tank.
Speedometer
The speedometer incorporates trip recorder and odometer. To set the trip, the knob to the right of
the steering column and below the facia should be pressed upwards and turned anti-clockwise.
In the speedometer face is a high-beam warning light which glows when the headlamps are in the
raised position.
Ammeter
The ammeter indicates the charging or discharging rate of the battery. Under normal running
conditions a small charging rate is indicated. On starting the engine, the ammeter will indicate a high
charge rate for a short time, and then fall to suit the battery condition.
Oil Pressure Gauge
The oil pressure gauge operates only when the engine is running, and should indicate a pressure of
45-65 p.s.i. under normal conditions.
Coolant Temperature Indicator
The coolant temperature indicator operates only when the ignition is on. Under normal running
conditions, the instrument pointer should be within the white band on the scale. If the pointer enters
the red band—H—the cause should be investigated. DO NOT remove the radiator cap when the
engine is hot. (See Cooling section on page ).
FuelGauge
The fuel gauge indicates the petrol level in the tank shortly after the ignition is switched on.

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Starting Up and General Running Hints
ENGINE RUNNING-IN PERIOD
It is not necessary to drive the new car at consistently low speeds during the first few hundred miles
of operation. Precision manu-facturing methods and improved design make it possible to begin
driving in a normal manner.
While speeds in excess of 50 miles an hour should be avoided for the first 300 miles, occasional
spurts up to this speed (after the engine is warmed) will materially assist the “running-in” process.
After 300 miles of driving, occasional bursts of higher speed are not only permissible but desirable.
The new car should not, however, be operated at top speed until if has been driven at least 500
miles. High speed should always be avoided until the engine is warmed up to operating temperature.
During the “running-in” period it is extremely important to keep close watch on the engine oil level
and the panel instruments—especially the temperature and oil pressure gauges. Sustained high
engine speed should be avoided during early life of the new car so that all parts will become adjusted
to their position without excess friction and heat.
The observance of these precautions will be reflected later on in the prolonged life of the car. Under
this heading, lubrication is by far the most important item. Many troubles are directly traceable to lack
of proper lubrication and owners will be well repaid by giving careful attention to the lubrication diagram.
The engine attains maximum power at 4,600 r.p.m., and 5,200 r.p.m. should not be exceeded.
The illustration on page 6 shows the general arrangement of controls. The following points should
be observed in starting the engine.
STARTING THE ENGINE
It is essential to ensure that the handbrake is applied before starting the engine, as the
automatic carburetter system will cause the engine to run at a fairly fast idle speed on initial starting
from cold.
On cars with automatic transmission, move the gear range selector lever to neutral, quadrant position
“N”. The engine cannot be started unless the selector lever is in this position.
FOR STARTING FROM COLD
Depress the accelerator pedal slowly to one third of its travel and allow it to return to closed
position before starting the engine.
Turn ignition key to extreme right to operate starter. When engine fires, release key. The engine
should start immediately.
NOTE—Do not pump accelerator pedal. If engine does not start because of excess fuel in
cylinders, push accelerator pedal slowly to full open and operate starter while keeping pedal
depressed.
The fuel mixture is automatically adjusted to provide for easy engine starting and for the warming
up and operating periods.
GEARBOX OPERATION
The automatic gearbox is more than just a mechanism which automatically adjusts the gear ratios
according to conditions of speed and load. An overriding control is provided which enables the driver
to exercise his own judgement and desire in regard to the gear ratios to be selected and an
understanding of what is possible greatly enhances the pleasure to be derived from driving the car.
The gearbox provides three forward speeds, Neutral and Reverse. The control quadrant is marked
as follows :—
RND 2 1 The following indicates the gears obtained in each range :
“1” 1st only (Maximum permissible 48 m.p.h.)
1st and 2nd (Maximum permissible 82 m.p.h.) “D” 1st, 2nd and top
“N” Neutral
“R” Reverse
There is one ‘gate’ position for reverse only.
To change into reverse press the button in the end of the gear lever.
TO DRIVEAWAY
If the driver so desires, he can leave everything to the automatic gearbox and gear changes will occur
at the theoretically correct moment in terms of speed and load. Obviously, however, road or traffic
conditions may be such that the automatic gear change may be undesirable, and it is for this reason
that the overriding controls are provided to enable the driver to enforce a gear change as and when

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desired.
The driver should, therfore, first familiarise himself with the approximate speeds at which the automatic
changes occur. These are as follows :
D Range
Up-changes (m.p.h.)
1-2 2-top
Light Throttle 11 15
Full Throttle 40 76
The owner-driver who wishes occasionally to indulge in a very fast get-away will obtain maximum
acceleration by allowing the automatic gearbox to make full throttle changes throughout the speed
range.
The automatic down-change at light throttle will normally occur at the following speed :
Top to 1st direct 8 m.p.h.
Under “Kick-down” conditions down changes occur at speeds below the following limits :
Top to 1st 37 m.p.h.
Top to 2nd 68 m.p.h.
Caution must be observed when making a “Kick-down” change at speeds below 32 m.p.h. in view
of the sudden surge of power engendered.
MANOEUVRING
When manoeuvring, “D” should be selected for forward movement. Reverse gear can be selected
whilst vehicle is in forward motion but only below 17 m.p.h.
MOUNTAIN DRIVING
When driving in mountainous country or with heavy loads, the 2 or 1 position should be selected on
upgrades which require heavy throttle for half a mile or more. Lower ratios reduce the possibility of
overheating the transmission and converter under these con-ditions. The 1 position is for severe
operation or to obtain better control or for operation in descending a steep hill.
IDLING
Neutral (“N”) should be selected when it is necessary to idle the engine for an extended period.
COASTING
Coasting must be avoided at all times, otherwise the gearbox may suffer serious damage due to lack
of lubrication.
TOWING
Transmission Inoperative. The vehicle should be towed with a rear end pick-up or remove the propeller
shaft.
Transmission Operating Properly. The vehicle may be towed safely in “N” (neutral) at moderate
speeds. For long distance towing (over 100 miles) the propeller shaft should be removed.
PUSH STARTING
If the engine fails to start in the normal manner, it may be started by pushing the car. Towing is not
recommended due to the sudden surge of power when the engine starts. Turn the ignition on, then
engage 1 (low) position and depress the accelerator pedal slightly; after the vehicle has been pushed
to a speed of 15 to 25 m.p.h. (approximately), the transmission will drive the engine.

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Optional Manual Transmission
The change speed arrangement being conventional, it is not proposed to describe the method of
engaging and changing gear, but a plan showing the gear lever positions is shown above.
Clutch
The clutch is hydraulically operated and normally requires no adjustment. If attention is required the
work should be carried out by an officially appointed Jensen Distributor or Dealer.
EngineLubricationSystem
The engine lubrication system comprises an externally mounted rotor-type pump, a full flow oil filter
connected to the pump by flexible pipes, engine sump, and various lubrication passages.
Oil is drawn from the sump through a fine mesh gauze strainer, and delivered to the bearings, via the oil
filter, under pressure from the pump. Uniform pressure is maintained by a relief valve in the pump.
The valve gear is lubricated by oilways through the cam-shaft, while the gudgeon-pins are splash
lubricated.
The oil level should be checked daily by means of the dipstick, which is on the left hand side of the
engine. Oil should be added via the filler cap on the left hand bank of cylinders.
Draining the Sump
The engine oil should be changed every 4,000 miles (or 3 months) (Every 2,000 miles if a great deal
of driving is done in heavy traffic or in very cold conditions).
The oil should be drained when the engine is warm. The drain plug is in the bottom of the sump.
Changing the Filter
The engine oil filter element should be changed with the engine oil with every second change. The
filter is mounted high up on the left hand side of the engine, and is connected to the pump by two
flexible pipes.
The element is changed by undoing the hexagonal nut on top of the filter housing. This will allow the
top of the housing to be removed, and the filter element withdrawn.
Before the new element is inserted, the housing, especially the top rim, should be wiped clean. A
new gasket should be used every time the element is changed.
After the fitting of a new filter element, the car should be run for a few miles and then the top joint of
the filter inspected for leaks. If necessary the hexagonal nut should be retightened.

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LUBRICATION AND MAINTENANCE
FIRST 1,000 MILES SERVICE
The following special service is necessary after the car has covered the first 1,000 miles.
Drain and refill axle.
Tighten driving belt if necessary.
Check contact breakers, and adjust if necessary.
Check electrical system.
Check steering and front end geometry.
Check tyre pressures.
Check hydraulic reservoirs for fluid.
Check lights.
Check braking system.
Check water level and connections and tighten if necessary.
A-1,000 MILES (second and subsequent)
A1 — King Pin Bearings Upper and Lower—Grease Gun (4 nipples).
A2 — Front Suspension Lower—Grease Gun (2 nipples).
B-2,000 MILES or Monthly
B1 — Brake and Clutch Master Cylinder Resevoirs—check and top up.
C-4,000 MILES
C1 — Steering Rack—Grease Gun (1 nipple).
C2 — Brake Balance Lever—Grease Gun (1 nipple).
C3 — Steering Dampers—Check and Top Up.
C4 — Front Shock Absorbers—Inspect and Top Up.
C5 — Sump—Drain and Refill.
C6 — Rear Wheel Hubs—Grease Gun (2 nipples).
C7 — Rear Axle—Check and Top Up.
C8 — Alternator—Clean and Check.
Manual Transmission
C9 — Clutch Bell Crank Lever—Grease Gun (1 nipple).
C10— Clutch Bell Crank and Fork Linkages—Lubricate.
D-8,000 MILES
D1 — Air Cleaner Element—Clean and Check.
D2 — Oil FillerAir Cleaner—Clean and Re-oil.
D3 — Distributor—Clean, Check Points.
D4 — Crankcase Ventilator Valve—Check.
D5 — Sparking Plugs—Clean and Check.
D6 — Oil Filter Element—Replace.
D7 — Manifold Heat Control Valve—Lubricate.
D8 — Automatic Transmission—Check and Top Up.
D9 — Propshaft U/J’s—Inspect for leakage.
Manual Transmission
D10— Gearbox—Check and Top Up.
E-12,000 MILES
E1 — Rear Axle—Drain and Refill.

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F-16,000 MILES
F1 — Front Wheel Hubs—Check and Repack if necessary.
G-20,000 MILES
G1 — Sparking Plugs—Replace.
G2 — Fuel Pump Inlet Filter—Replace.
H-32,000 MILES
H1 — Wheel Hubs—Clean and Repack.
*H2 —Air Cleaner Element—Replace.
*H3 — Automatic Transmission—Drain, Refill and Adjust.
*H4 — Automatic Transmission Oil Filter—Replace.
*H5 — Propeller Shaft Joints—Clean and Repack.
* Heavy operating conditions only; normally no attention required.
Manual Transmission
*H6 — Gearbox—Drain and Refill.
J-80,000 MILES
J1 — Carburettor Inlet Pipe Fuel Filter—Replace.

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Fuel System and Carburettor
Fuel System
The fuel system consists of the fuel tank, line and filters, mechanical pump, carburettor and air
cleaner.
Fuel Tank
The fuel tank is located below the floor of the boot and has a capacity of 16 gallons Imp., 19 gallons
(U.S.) or 72 litres. The low fuel warning light in the face of the rev counter burns continu-ously when
3 gallons or less remain in the tank.
The fuel tank filler pipe is covered by a flap on the left hand rear wing, which can be opened
automatically from the driver’s seat. The ‘Re-fuel’ switch on the facia controls a solenoid which,
when energised, allows the flap to fly open.Alternatively the flap can be opened manually by depressing
the small plated lever in the top left hand corner of the boot. There is a drain plug in the bottom of the
tank.
Fuel Line and Filters
The fuel line incorporates two filters, one before and one after the fuel pump. These are of the paper
cartridge type and cannot be cleaned. The filter between the tank and pump should be replaced every
20,000 miles and the filter after the pump every 80,000 miles. Note: Where dirty petrol has been
used, more frequent filter changes will be necessary.
Fuel Pump
The mechanical fuel pump is located on the right hand side of the engine. It is driven from the
camshaft and delivers fuel to the carburettor at 3-1/2 p.s.i.
Carburettor
The Carter AFB (Aluminium Four Barrel) carburettor is a compli-cated and sensitive instrument, for it
combines the best features of both single and multi-choke designs in one unit.
All jets etc. are correctly set before installation, so the only adjustment normally necessary will be to
the idling speed settings.
Idle Speed Adjustment—(Curb Idle)
To make the idle speed adjustment, the engine must be thoroughly warmed up. A much more reliable
idle adjustment can be obtained if the car has been driven a minimum of five miles. For the best
results, it is recommended that the tachometer be used in this adjustment.
Before making the idle speed adjustment observe the following precautions :
(1) On cars equipped with the automatic transmission, disconnect the carburettor to bellcrank rod so that
the stop in the transmission will not interfere with the free movement of the carburettor throttle lever.
(2) To make the idle speed adjustment proceed as follows :—
(i) Turn the idle speed screw in or out to obtain 500 r.p.m. Be sure the choke valve is fully open and
that the fast idle adjustment screw is not contacting the fast idle cam.
(ii) Turn each idle mixture screw to obtain the highest r.p.m. While making the adjustment, carefully
watch the tachometer and notice that the speed can be decreased by turning the screws in
either direction from the setting that gave the highest r.p.m. reading.
(iii) Readjust to 500 r.p.m. with the idle speed screw.
(iv) Turn each idle mixture adjusting screw in the clock-wise direction (leaner) until there is a slight
drop in r.p.m. Now, turn each screw out, counter-clockwise (richer), just enough to regain the
lost r.p.m.
This procedure will assure that the idle has been set to the leanest possible mixture for smooth
idle. This setting is very important!
Since the correct speed was originally set using the speed screw, the speed obtained after
finding the leanest smooth idle setting will probably be too fast.
(v) Readjust the speed screw to obtain correct idle speed. Repeat steps 2 and 4 above if necessary.
After the proper idle speed has been obtained, check transmission setting as described under throttle linkage.
Fig. 7.

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Throttle Linkage
The correct setting of the throttle linkage cannot be over-empha-sized. The throttle and automatic
gearbox controls being inter-connected, various conditions affecting car performance can be
encountered if the throttle is not set correctly. As well as poor general performance, there may be
delays in automatic gear-changes, both up and down, and total failure of the “kick-down’. If the
linkage has been disturbed for any reason, it must be reset in the following manner, with reference to
fig. 7.(1) Block choke valve in fully open position and ensure release of fast idle cam. (These
precautions are not necessary on a fully warmed-up engine).
(2) Disconnect :
(a) Carb rod (A) at crosshaft lever (B)
(b) Carb-bellcrank rod (C) at carburettor
(c) Rod (D) at upper end
(d) Cable (G) from lever (H)
(3) Insert 3/16 dia, rods in the two positions indicated.
(4) Using rod (D) to hold throttle valve lever (J) against forward stop, adjust rod end until it clips
onto ball end stud (E).
(5) Remove 3/16 dia. rod from bellcrank (F) and, still loading system against throttle valve lever
stop, adjust rod (C) till slotted hole just slips over carburettor lever stud. Then adjust rod
end out three (3) full turns and replace washer and spring pin in position.
(6) Adjust carburettor rod (A) until ball joint stud locates in lever (B) on crosshaft and fix with
nut and spring washer.
Adjust cable end ball joint, while applying a light load against cable stop, until it locates in hole
in accelerator crosshaft lever (H) and fix with nut and spring washer.
(7) Remove A dia. rod from crosshaft, and blocks from carburettor choke valve, and test that full
throttle opening is being obtained in carburettor when the pedal is depressed fully against
floor stop. If necessary adjust floor stop.
Air Cleaner
The air cleaner is held on top of the carburettor by one wing nut. Every 8,000 miles the air cleaner
element should be cleaned. Every 32,000 miles, or more often under dusty conditions, a new
element should be fitted. At any time if there should be an oil mark on 2/3 of the circumference a
new element should be fitted.
Closed Crankcase Vent System
The crankcase ventilator valve is located on the right hand rocker cover and is connected to the
carburettor body by a rubber tube. The valve serves as a vent for the crankcase, and also provides
upper cylinder lubrication by introducing oily vapour into the inlet manifold.
Every 8,000 miles the valve should be checked for correct operation.
The left hand rocker cover is vented via the carburettor air cleaner.

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Ignition
The ignition is of basically standard design, but incorporates two features which may be strange to
some owners. These are, a ballast resistor mounted in series with the coil, and twin contact breakers
fitted to the distributor.
The ballast resistor is a variable resistance in the ignition primary circuit. During low speed operation,
when the current flow through the primary circuit is high, the temperature of the ballast resistor rises,
increasing its resistance. This reduces the current flow, thus prolonging the life of the contact breakers.
At high engine speeds, when the current flow in the primary circuit drops off, the ballast resistor
cools down, thus allowing more current to flow, and more efficient high speed operation. As an aid to
easier starting, the ballast resistor is bypassed when the starter is in operation, thus allowing full
battery voltage to the ignition primary circuit.
The twin contact breakers are fitted to reduce spark erosion at high speeds (on an 8 cylinder engine).
The gaps should be set as if for a single unit, in fact the engine will run with only one set. When
setting the gap on one, the other should be blocked with a thin strip of insulating material, such as
mica.
Distributor
Every 8,000 miles 5-10 drops of oil should be added to the oil cup and 2-3 drops of oil to the rotor
wick. The cam and bumper block should also be thinly coated with grease. At the same time the
points should be cleaned and checked.