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A Td in Yorkshire Many Years Ago

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A Td in Yorkshire Many Years Ago A TD IN YORKSHIRE MANY YEARS AGO John Bath Long before the days of TROC, when I owned my Renown, a nice chap from Yorkshire corresponded with me. He owned this 1800 saloon. The picture he sent was of high quality but the size of a large postage stamp!!! I have scanned it as I don't think you have seen it before. The wonders of scanning ensure that I can get it up to a decent size. The photograph would have been taken in late 1960s or early 1970s. A Mayflower model Malcolm Banyer tells us that the Oxford Diecast magazine – latest issue, informs readers that they will shortly produce a 1: 76 scale model of the Triumph Mayflower. The pre-production photograph shows the Mayflower finished in what looks like Nile Green. TD AND TDA STEERING AND FRONT SUSPENSION Colin Copcutt INTRODUCTION For the owners and users of the early Razor Edge models, identified by the prefix TD or TDA to their chassis numbers, there has never been a single point of reference document to use as a workshop manual. The Standard Motor Company produced a Service instruction manual for the Standard I.F.S. cars in 1946, which included a supplement for the Triumph 18T and 18TR models. This document includes a large amount of interesting facts, but is by no means a complete workshop manual. In October 1947, the Motor Trader produced one of their excellent "Trader" Service Data Sheets number 136. In 8 pages, it attempts to provide all of the information necessary to undertake an overhaul or service. For owners of the TDA models, there has never been a published workshop manual. For the engine, gearbox and back axle, a copy of a Phase One Standard Vanguard manual is needed, with all other information coming from the two documents shown above. Some time ago, the TROC produced copies of Standard Triumph workshop manuals in a combined volume. This series of short articles is intended to bring together all of the known published, official information available, into a one point of reference for the overhaul of the steering and suspension of the TD and TDA models. 1. STEERING BOX AND COLUMN Members should refer to the diagram published in April 2008 Globe on page 14 and description of parts on page 15 which relate to the following section. Description The steering gear used on the TD and TDA models is the Marles Cam and Roller type. The cam is mounted on the shaft (F 11) which carries the steering wheel and the lever, which is provided with a hardened double roller mounted on needle bearings, is carried on the rocker shaft (F2), to which the drop arm (F3) is fixed. The cam is mounted between two ball bearings (F9). At the upper end of the steering column shaft a third bearing is provided, which consists of a rubber bush (F 19) which eliminates the possibility of dust entering. The rocker shaft is carried on phosphor bronze bearings (F 12). The assembly is secured to the off side chassis member by a ½ -inch BSF bolt which passes through a tube welded laterally through the chassis member. Maintenance The steering box is replenished with oil by the application of a gun, filled with EP 90 grade of oil, to the nipple on the box lid. It should be topped up with 3 strokes of the oil gun every 5000 miles. Adjustments for wear If vertical play in the steering column-in shaft develops, it may be eliminated by the removal of a sufficient number of paper packings from between the steering box and its end cover. The original type packings were available in two thicknesses, 0.005" coloured black and 0.010" coloured white. After a high mileage, wear may allow excessive backlash between the roller and cam. In order to carry out the necessary adjustments to remove the backlash, it will first be necessary to remove the steering box from the chassis. Disconnect the wiring at the base of the column and disconnect the gear change linkage at the ball pin and rod end (castellated nut). Detach the ball pin from the drop arm. Remove the gearbox cover, offside floorboard, pedal pads and toeboard. Remove the ½–inch BSF bolt holding the steering box to the chassis and lift the steering box and column through the car. Before removing the drop arm, suitably mark it and the rocker shaft to ensure its correct engagement with the splines on refitting. Having removed the steering box from the chassis, place the steering in the straight ahead position, which can be found by halving the total number of steering wheel rotations in moving lock to lock. After slackening the lock nut on the set screw in the steering box lid and raising the locking washer from its engagement with the stop face on the cover plate, adjust the set screw clockwise with a screw driver until the roller is felt to be engaging with the cam. The setscrew must then be slackened back sufficiently to permit the locking washer to engage its stop face on the cover. The steering gear should then be checked for backlash. With the gear in the central or straight ahead position, where clearance is at a minimum, the lost motion on the drop arm should not exceed l/32" It should be appreciated, that as the roller's movement is that of an arc of a circle, on the extreme locks, maximum clearance between the roller and cam exists. In the mid position, there should only be a bare clearance, sufficient to prevent binding. IT IS IMPORTANT THAT BACKLASH SHOULD BE CHECKED IN THE MID POSITION OF THE ROLLER’S TRAVEL AND THAT ANY ADJUSTMENT SHOULD BE MADE IN THIS NEUTRAL POSITION. When adjustments have been made in the neutral position, the gear should be operated through its complete range to identify if any binding between the roller and the cam exists. If binding does occur, it may indicate that the wear between the roller and the cam exceeds acceptable limits and that they must be replaced. NOTE: All work carried out on the steering mechanism is safety critical and must be undertaken by a qualified mechanic 2. TRACK RODS AND ENDS Members should refer to the diagram published in April 2008 Globe on page 13 which relates to the following section. Description A special type of track rod end is fitted to the drop arm. (K27), the ball pin of which is bolted through the hole in the drop arm. One extremity of the track rod end is provided with the normal threaded portion which screws into the off side track rod (K25), being secured in the rod by a clamp (K35). The other extremity of the track rod end is formed into a lever extension provided with a hole for the accommodation of the ball pin of the track rod end (K26) mounted on the inner end of the near side track rod (K24). The axis of the two ball pins are at right angles to one another, the one attached to the drop arm assuming the vertical position whilst the other is horizontally disposed. The two track rods are attached by their inner ends as described above, are connected at their other extremities, by track rod ends (K41) to a socket assembly mounted on a steering lever fixed at the rear of each stub axle assembly (K22 & K23). Maintenance Where grease nipples are fitted, three or four strokes of the grease gun should be given every 1000 miles. Adjustments for wear There are no adjustments that can be made when track rod ends are worn, replacement parts must be fitted. If any track rod ends are replaced, the front wheel alignment must be checked. The centres between the ball pins of the track rod ends on the offside track rod must be set to 12 3/l6" and any adjustments made by varying the length of the nearside (long) track rod. The correct front wheel alignment should provide a parallel setting of the front wheels. NOTE: All work carried out on the steering mechanism, is safety critical and must be undertaken by a qualified mechanic. A TRIO OF RENOWN PICKUPS Some may consider the treatment harsh, but perhaps as the result of a severely corroded back end, these cars had an extended life. KWP 468 is a July 1952 Worcester registration. This derelict TDB was found by Peter Faber in North Island, New Zealand. TDC 2294 was within the Club for many years. DID YOU KNOW? Tom Robinson Three TDC chassis were produced that did not become Renowns? In 1952 the Standard Motor Company produced these chassis which received vanguard Phase 1A cabs and ambulance bodies. Many years ago I had the opportunity to inspect one registered CFA 921, at that time owned by Michael Joy of Nottingham. On first glance I assumed that the chassis was Vanguard, but closer inspection underneath showed front wing struts as per our TDC model. This vehicle, Michael told me had been supplied new to Burton’s Brewery in Burton-on-Trent. From a list of experimental vehicles produced by Standard Triumph which I have, I can give the following information. Chassis Model Build Engine Registration Remarks no. date No. No. X504 20S 1952 X559E MDU 590 Massey Ferguson Factory, Coventry X511 20S 1952 MRW 713 Registered 13.11.52 X512 20S 1952 CFA 921 Burton’s Brewery Burton-on-Trent AFTER THE RENOWN: A POSTSCRIPT This article first appeared in the Globe August 1966 John Bath TROC historian We have already heard how the razor-edge era for Triumph effectively ended in October 1954 when the Renown quietly faded away.
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