750-115 Driveshaft Table of Contents Updated 2021/06/29 1 Revision History ...... 1 16.7 Section Assembly ...... 70 2 Giving Credit Where Credit Is Due ...... 2 17 Installation ...... 71 3 Source of Information ...... 2 17.1 Alignment ...... 71 4 Preemptive Warnings ...... 4 17.2 Balancing ...... 74 5 Terminology ...... 4 17.3 Flexible Joint ...... 74 6 Driveshaft Manufacturer ...... 7 17.4 Lubrication ...... 75 6.1 750-101 ...... 7 18 Hardware ...... 77 6.2 105-115 ...... 8 18.1 Bolt manufacturer: ...... 77 7 750-101 Vehicle Identification ...... 9 18.2 Bolt Installation Direction ...... 78 7.1 Series & Model Variations ...... 9 18.3 Dimensions ...... 81 7.2 Column or Floor Shift ...... 10 18.4 Threads – Front Shaft & Nut ...... 83 8 Mysteries & Conclusions – 750 Series ...... 11 18.5 Torque Values ...... 83 8.1 How to Explain Bearing / Bearing Spacer / Slinger / Spring Change? 23 18.6 Miscellaneous Other Hardware ...... 84 8.2 Changes were they Simultaneous, Coordinated, Haphazard? ...... 24 19 Problem Resolution ...... 87 9 Other Evolutionary Changes ...... 25 10 Berlina & T.I. Only ...... 34 10.1 According to Parts Manual...... 36 10.2 Identification by Measurements ...... 37 11 Sprint & Spider ...... 38 11.1 According to Parts Manual...... 38 11.2 Identification by Measurements ...... 39 12 SS & SZ ...... 41 12.1 According to Parts Manual...... 41 12.2 Identification by Measurements ...... 41 13 105 & 115 ...... 42 13.1 According to Parts Manual...... 42 14 Remove - Driveshaft ...... 43 15 Evaluation...... 44 15.1 BEFORE Removing From Vehicle ...... 44 15.2 BEFORE Disassembly ...... 44 15.3 Pawl / Pawl Bush ...... 46 15.4 Threads – Front Shaft & Nut ...... 47 15.5 Splines ...... 47 15.6 U-joint ...... 48 15.7 Vibrations ...... 48 15.8 Straightness & Balance Specifications ...... 50 16 Rebuild ...... 51 16.1 BEFORE Disassembly ...... 51 16.2 Balancing ...... 51 16.3 Pawl Bush ...... 51 16.4 Ball Bearing ...... 52 16.5 Sliding Joint ...... 60 16.6 U-joint ...... 60 Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected]

750-115 Driveshaft Preamble Page | 1 This document is the authors best effort, it certainly is incomplete and probably has errors. Caveats #1: Italy/Alfa Rule – there are always exceptions, intentional and otherwise. #2: 50+ years of maintenance creates changes, intentional and otherwise #3: Parts catalogs are great sources of information, but do contain errors. #4: Parts catalogs sometimes reuse illustration after part design changes. #5: Parts catalog artists did not always understand part assembly order as described by the engineer. #6: Bill Gillham may have summarized it correctly, “Alfa was consistently inconsistent”. 1 Revision History Version Date Section Change Rebuild / Ball Bearing / Ball Bearing • Split Removal and Reinstall into separate sections. • Added instruction to use shims to keep Slinger from touching Housing. • Added missing instruction to “Place Spacer on shaft” Mysteries & Conclusions – 750 Series New discovery: the spacer comes in two version: (chart covering the spacer) • If front section flange held by nut & cotter pin; then spacer is 4 mm thick • If front section flange held by nut & pal-nut; then spacer is 3 mm thick Other Evolutionary Changes (U-joints) Corrected the measurements of the 750-101 U-joint Evaluation / BEFORE Removing From Vehicle New section. R 4 2021/06/29 Evaluation / U-joint / Flexibility New section Evaluation / U-joint / Snap-rings New section Rebuild / U-joint Education New section Rebuild / U-joint / Axial Play / Centering New section • Added evaluation and installation commentary based on Weber State University videos Rebuild / U-joint • Slip Joint – added comment about adding alignment marks. • Cross-Reference – corrected listing for 750 and 101-1300 Hardware / Torque Values Correction for 750-101. Driveshaft Manufacturer / 750-101 Changed statement from “rear section by Hardy-Spicer” to both sections. Driveshaft Manufacturer / 750-101 / Corporate History Added history of Hardy-Spicer. Mysteries & Conclusions – 750 Series Added direction of installation to drawing of 1365.24.004 Evaluation / Splines Added author’s method of testing Spline clearance. Evaluation / U-joint Yoke Added new section Evaluation / Straightness & Balance Specifications Added sample observation of 750 front section eccentricity R 3 2021-05-18 Rebuild/Ball Bearing / Removal, Installation / 750-101 Added design of tool for bearing removal, installation in 750-101 driveshaft center bearing housing Rebuild / U-joint / Snap-ring Added 1960’s Hardy-Spicer image with dimensions Rebuild / U-joint / Removal New section Rebuild / U-joint / Lubrication During Install New section Rebuild / U-joint / Cross Reference Added 750 unit Hardy-Spicer (GKN) K 11-04, made in UK R 2 2021-03-09 Entire document Some reformatting to match other documents by author Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Preamble Page | 2

Application Analysis / 750 & 101 - According to Parts Manual • Add part # of front assembly • Several number corrections Identification by Measurements …. In each of following • Section name change to make it easier to find. • Berlina • Major reorganization • Sprint & Spider • Added Hein Brand supplied measurements from NOS samples • SS & SZ • 105 Evaluation / Before Disassembly • Added photo: out of balance example • Added photo: marks on NOS Giulia Super rear section Rebuild / Ball Bearing / Bearing Removal & Reinstall / 105 Late New section & 115 Rebuild / Ball Bearing / Bearing Terminology New section, including “internal clearance” specification of “C3” Hardware / Bolt Installation Direction / 105 - 115 New section R 1 2019-02-25 Changes were not recorded Original Not recorded

2 Giving Credit Where Credit Is Due • [email protected] | Home. Thierry Van Nuffelen Information and photographs Reed Cearley Tunnel Case expert (information and photographs of early Removable Driveshaft Forks and Gearbox Forks). Andy Amatruda Excellent research and experimentation on eliminating driveshaft vibrations Hein Brand Dimensions and images of 750 front units. Stefan Siebert Berlina and early Sprint data John Kelly, Weber State University – YouTube videos (approximately 5 hours total) on history of U-joints, comparisons, and replacement procedures. Automotive Technology Department 3 Source of Information Title Pub # Date Coverage Provider Giulietta Spare Parts Catalog 5622 1956/10 750 Author Giulietta Spare Parts Catalog, 608 1957/11 750 Thierry Van Nuffelen Supplement to Giulietta Spare Parts Catalog publication 608 N/A 1957 or 58 750 Thierry Van Nuffelen Giulietta Cars Shop Manual, 611 1957/12 750 Author Giulietta Cars Shop Manual, 637 1960/9 750 Author Enclosure to the Shop Manual Technical Characteristics 854 none 101 Author Giulietta 1300 Spare Parts Catalog 776 1961/11 750 &101 Author Giulia Sprint GT Spare Parts Catalog 993 1964/06 105 Author Giulietta Spare Parts Catalog 983 1964/11 750 & 101 Thierry Van Nuffelen Supplement to Giulietta Spare Parts Catalog publication 983 750 & 101 Thierry Van Nuffelen Giulietta Coachwork Spare Parts Catalog 990 1964/11 750 & 101 Thierry Van Nuffelen Supplement to Giulietta Coachwork Spare Parts Catalog publication 990 Thierry Van Nuffelen

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Giulia Sprint, Spider, SS Spare Parts Catalog 1016 1964/10 101-1600 Author Giulia t.i. Spare Parts Catalog 1101 1965/12 105 Author Giulia Spider Veloce Enclosure to Spare Parts Catalog 1150 1966/03 101-1600 Spider V. Author Giulia Sprint GT Spare Parts Catalog 1313 1967/12 105 GT Author Shop Manual Propeller Shaft, Rear Axle and Suspension 1222 R1 1968/12 105 Author 2000 Berlina Spare Parts Catalog 1841 1971/11 115 Author 2000 GT Veloce Spider Veloce Spare Parts Catalog 5798 1972/03 115 Author Nuova Super 1.3 & 1.6 Spare Parts Catalog 2103 1973/05 105 Author Shop Manual Engine, Clutch, Gearbox 1008-R3 1973/05 1991 Spider Spare Parts Microfiche 115 Author Golden Anniversary Alfa Romeo Giulietta, Angelo Tito Anselmi N/A 2004 N/A Author Giulietta Sprint 1954-2004 50th Giulietta, Bruno Alfieri N/A 2004 N/A Author Alfa Romeo Production Cars from 1910, Amico & Tabucchi N/A 2007 N/A Author Dana-Spicer product catalog K350-3-DAG N/A 2019/01 1900 & later Internet

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft General Commentary Page | 4 4 Preemptive Warnings • U-joint – many vendors supply U-joint of the wrong size. Always measure the old cap and new cap, they must be the same within 0.005 mm. • Bolts - When working on 115 driveshaft be EXTRA CAUTIOUS of the nuts and bolts that secure the two sections together and secure driveshaft to differential. These are VERY ODD 9 mm bolts. 5 Terminology Driveline is the correct term for the combination of all the pieces between the gearbox and the differential.

Alfa, or the English translator, has changed terminology over the years. Below are a few examples and which term this document will use.

Term Source of Term This Document Perno di fissaggio (Fixing Pin) Pub 5622 TAV 29 Pawl (mainly because Pin is too Perno di centraggio (Centering Pin) Pub 5622 TAV 33 generic a term) Pin Pub 776 Table 58 See photos above Centering Pawl Pub 776 Table 72 • “Screw-on Pawl” (image on left) Pin Pub 776 Table 72 • “Machined Pawl” (image on right) Forcella di trasmissione Pub 5622 TAV 29 (Transmission fork) Forcella sul cambio per albero di Pub 5622 TAV 33 tranmissione (Transmission fork for GB-F transmission shaft) Gearbox Fork Fork, transmission Pub 776 Table 58 Fork, transmission Pub 776 Table 64 Fork, transmission Pub 776 Table 67 Fork, propeller shaft Pub 776 Table 69

Flangia di centraggio (Centering Pub 5622 TAV 33 flange) Driveshaft Fork

DS-F * = “Removable Driveshaft Fork” ** = “Welded to Shaft Fork” Flange, centre Pub 776 Table 72

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Term Source of Term This Document Spider Pub 776 Table 72 Universal Joint Pub 1222 A U-joint Cardan joint. Industrial term “External Locking” U-joints. Industrial term Flangia (Flange) Pub 5622 B Front Shaft Flange Flange Pub 776 Table 72 Cup for Centrifuge Pub 776 Table 72 C Slinger Slinger Pub 1222 Cuscinetto (Bearing) Pub 5622 D Ball Bearing Ball Bearing Pub 776 Table 72 Support Pub 776 Table 72 E Bearing Holder Seat Pub 1222 F Spacer Pub 776 Table 72 Bearing Spacer Flexible Bearing Pub 776 Table 72 G Rubber Bearing Collar Rubber Collar Pub 1222 Flexible Joint Pub 776 Table 72 Flexible Coupling Pub 1222 H Flexible Joint Footnote 1 Rubber Coupling Pub 1222 Hardy-Spicer Joint Weber State video Seating Pub 776 Table 72 I Rubber Collar Horseshoe Support Pub 1222 Bush Pub 776 J Pawl Bush Bushing Pub 1016 Anello di gomma paragrasso Pub 5622 (Grease ring) K Rubber Grease Seal Ring, grease retaining Pub 776 Ring, grease retaining Pub 1016

1 Often referred to as a “Giubo” (Joo-bo). Wikipedia entry: Giubo is a contraction of the Italian word giunto ('joint' or 'coupling') and the surname of the Italian engineer who designed and patented the first flex disc, Antonio Boschi (1896-1988). He later founded GIUBO SpA, a company solely dedicated to manufacturing flex discs. The giubo is believed first to have been used for this purpose on the Alfa Romeo model 1900. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft General Commentary Page | 6

Term Source of Term This Document Ghiera per ritegno guarnizione del manicotti (Ring nut for Pub 5622 L retaining the sleeve gasket) Spline Ring-nut Pub 776 Ring nut Pub 1016 Rondella per ghiera ritegno guarnizione (Washer for ring Pub 5622 M retaining ring) Spline Washer Pub 776 Washer Pub 1016 Guarnizione del manicotti Pub 5622 (Sleeve gasket) N Spline Gasket Pub 776 Gasket Pub 1016 Nanucitti oer akberi oisteruire Pub 5622 O (Rear shaft sleeves) Spline Sleeve Sleeve Pub 776 See “A” in first identification P U-joint list Flangia (Flange) Pub 5622 Q U-joint Flange Flange Pub 776

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft General Commentary Page | 7 6 Driveshaft Manufacturer 6.1 750-101 • The drive shafts were manufactured by Hardy-Spicer. This is clearly embossed on the U-joint Flange and Spline Sleeve. • It is possible some front sections were manufactured by others, since some front U-joint Flanges do not have visible Hardy-Spicer stamp. • The aluminum Bearing Holder was clearly not; since another vendor’s logo is present. Was it a Hardy-Spicer subcontractor or an Alfa Romeo subcontractor? Being an Alfa Romeo subcontractor might explain the continuous changes during the 750-series. The embossed Alfa part number also supports this notion. But that would not explain use of “inch specification” woodruff key used for the Front Shaft Flange on the front section.

Aluminum Bearing Holder:

Other example, that were probably also originals, had different numbers after the F&P and the ones printed sideways.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft General Commentary Page | 8 6.1.1 Corporate History Universal joints were originally manufactured in Britain by Hardy employing patents belonging to USA-based Spicer Manufacturing. Hardy and Spicer merged in 1926. Later Spicer became Dana Holding Corporation. The Hardy Spicer and Laycock Engineering group of businesses, later known as Birfield, have been part of the GKN Driveline group since 1966 6.1.2 Millimeters or Inches? Since Hardy-Spicer was a USA company, were the specifications in inches; or maybe a mixture?

It has been determined that the following components are manufactured to inch specifications: • Woodruff key (Front Shaft Flange) • Grease zerks (Spline Sleeve and U-joints) To date insufficient evidence has been gathered to determine if the U-joint was millimeters or inches. 6.2 105-115 The Giulia t.i. Spare Parts manual lists these alternative manufacturers: Fabbri, SPICA, and Spicer. 6.2.1 Millimeters or Inches? This question has yet to be investigated for 105 and 115 vehicles..

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft 750-101 Vehicle Identification Page | 9 7 750-101 Vehicle Identification 7.1 Series & Model Variations References to chassis numbers in the identification chart below are based on Amico & Tabucchi; which were more specific than the chassis numbers listed in Giulietta 1300 Spare Parts Catalog, publication 776 (11/1961). Then additional subdivisions were added based on data found in the Giulietta 1300 Spare Parts Catalog, publication 776 Table 57 and Table 61 (no pawl or with pawl). Note: some 750 power trains were installed in 101 chassis. Series Model Gearbox Beginning Chassis Ending Chassis Wheelbase Tunnel - No pawl 1493*00001 Discontinuously 1493.02781 – 1493.03447 Discontinuously 1493.02781 – 1493.03447 750B Sprint Tunnel - With pawl 1493*07300 2380 mm Continuous from 1493.03450 (3 missing numbers) Split 1493*07301 1493*10273 Tunnel - No pawl 1488*00002 Discontinuously 1488.06106 – 1488.07461 Discontinuously 1488.06106 – 1488.07461 750C Berlina Tunnel - With pawl 1488*20800 2380 mm Continuous from 1488.07463 (1 missing) Split 1488*20801 1488*24931 Tunnel - No pawl 1495*00002 Discontinuously 1495.00660– 1495.01144 Discontinuously 1495.00660– 1495.01144 750D Spider Tunnel - With pawl 1495*04810 2200 mm Continuous after 1495.01146 (2 missing) Split 1495*04811 1495*07213 Tunnel - No pawl 1493*E*01380 Discontinuously 1493.03218– 1493.03679 Discontinuously 1493.03218– 1493.03679 750E Sprint V. Tunnel - With pawl 1493*E*07441 2380 mm Continuous after 1493.03679 Split 1493*E*07442 1493*E*11051 Tunnel - No pawl 1495*00004 Discontinuously 1495.00291– 1495.00311 2200 mm Discontinuously 1495.00291– 1495.00311 750F Spider V. Tunnel - With pawl 1495.07144 Continuous after 1495.00658 Split Included in Normale numbers starting with 1495*01084 Tunnel 1468*00001 1468*17760 2380 mm 753 t.i. Split

101.00 Berlina 1488*30001 2380 mm 101.02 Sprint Split 1493*20001 2380 mm 101.03 Spider Spilt 1495*08001 2250 mm 101.11 t.i. 1468*20001 2380 mm

CONCLUSION: The switch to machined pawl occurred in 1956 for all models, with some Sprint Veloce carryover into 1957.

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Contradictions (only) found on Parts Manual 776 (11/1961) page 9 “Engine and chassis identification numbers”: Series Model Gearbox Beginning Chassis Ending Chassis Wheelbase (mm) 750B Sprint 1493*10301 2380 750C Berlina 1488*00001 1488*24930 2380 750D Spider 1495*00001 2200 750E Sprint V. 1493*E*0001 1493*E*12000 2380 750F Spider V. 1495*00001 1495*08000 2200 753 t.i. 1468*17750 2380

101.00 Berlina 2380 101.02 Sprint 2380 101.03 Spider 2250 101.11 t.i. 2380 7.2 Column or Floor Shift CONCLUSION: column or floor does not appear to impact driveshaft configuration.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Mysteries & Conclusions Page | 11 8 Mysteries & Conclusions – 750 Series The diagrams in the various parts catalogs presents a boat load of mysteries. The accuracy of part assembly order as depicted by those drawing is sometimes questionable. The following discussion will start at the gearbox and work through the driveshaft components. Gearbox Fork – Tunnel case Output Shaft The parts catalogs only list two tunnel case Gearbox Forks, one for Berlina (1365.24.011) and one for the rest (1365.24.005). What is the difference? Were there really only two?

• A well-known Tunnel Case expert has only observed two varieties, one with 12 mm bolt holes (left in photo) and 10 mm bolt holes (right). The Gearbox Forks are identical, except the 10 mm holes are closer to the center; therefore, requiring a small flex joint.

• Was the 10 mm version really only for Berlina?

Side note: Only one Gearbox Fork is listed for split case gearboxes (disregarding speedometer gear variations)

CONCLUSION: • The tunnel case Gearbox Forks were identical, except for bolt holes. • Owner of Sprint 1493*00024 reports having 12 mm bolt holes. • Owner of Sprint 1493*00669 also reports 12 mm bolt holes. • Multiple requests to the AlfaBB for Sprint owners with 10 mm bolts went unanswered. So, this very early Sprint probably settles the question of if Sprints ever used 10 mm bolts. Centering Pawl Change – Tunnel Case Main-shaft Gearbox – Driveshaft Interface When was the “screw on pawl” (1365.24.006) replaced by a pawl directly machined into the end of the gearbox output shaft? • Publication 5622 (10/1956) TAV 29 show Screw-on Pawl and Machined Pawl, so it must have happened by at least that date. Pub 776 Table 57 lists chassis numbers that various references place as 1956, with some Sprint Veloce carryover into 1957. • Publication 776 (11/1961) lists chassis numbers for the change.

Were the Gearbox Forks identical for the Screw-on Pawl and Machined Pawl? • A well-known Tunnel Case expert stated that the end result of either Screw-on Pawl or Machined Pawl is the same position of the Gearbox Fork and the pawl relative to the driveshaft. (The pawl diameter is different.) • Again, Tunnel Case expert has found the same Gearbox Forks used for both varieties.

Side note: A 1900 owner stated that 1900 with 4-speed used Screw-on Pawl; with 5-speed Machined Pawl.

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Screw-on Pawl Machined Pawl

Average measurement from several examples. Apparently the same as the later split case. Note: the threads on this version are the same as the Screw-on Pawl (20 x 1.0 mm).

CONCLUSIONS: • Because of the Pawl size change, the gearboxes are not interchangeable without other changes being made. • The switch to machined pawl occurred in 1956 for all models, with some Sprint Veloce carryover into 1957. Flex Joint 1356.24.001 – Veloce only 1365.24.425 – Normale

No photo available

• 1356.24.001 was a 1900-series. • Pub 5622, which predates the Veloce introduction, does not list 1356.24.001 • Pub 608 (11/57) does list 1356.24.001, but only for Spider Veloce • Pub 608 Supplement list 1356.24.001 for both Sprint Veloce (a correction to 608?) and Spider Veloce • Pub 728 (11/60) lists 1356.24.001 for the middle Flexible Joint for the 102- series (cast-iron 2 liter) • Pub 776 (11/61) implies 1356.24.001 was used from the 1st Sprint Veloce and 1st Spider Veloce. • Pub 993 Supplement (around 11/64) lists supersession by 105.00.15.300.00 when stock of 1356.24.001 stock is depleted. • No example of a Flexible Joint with the 1356.24.001 number molded into the rubber has been found. Whereas an example with 1356.24.425 molded into the rubber has been found.

UNRESOLVED: • The 1900 series is reported to be a heavier driveshaft. Is 1356.24.001 more robust than 1365.24.425? Did Alfa deem this more robust joint necessary for the racing oriented Veloce? •

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Connecting Front Driveshaft to Flex Joint

Is this parts catalog drawing attempting to imply multiple assembly arrangements? Is this an accurate depiction of all 750-101 front driveshafts?

The following diagram does NOT appear in any spare parts CONCLUSIONS: catalog, but is the author’s attempt at clarifying the confusing diagram above. • No examples have been found to confirm the existence of the “A” version. (It may still be out there.)

• The “B” version is found on early 750 series; for example, 1955 Sprint 1495.00367 and as late as Spider 1493*01365.

Was “B” only used with the Screw-On Pawl? • To date the only samples found have been for Screw-On Pawl.

• The “C” version is found on late 750 and all 101.

Was “C” only used with Machined Pawl? • To date the only samples found have been for Machined Pawl.

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Removable Driveshaft Fork (on front driveshaft section) The parts catalogs only list two, one for Berlina (1365.24.705) and one for the rest (1365.24.740). What is the difference?

• The two in the photo are the same except of the bolt holes. The one on the left has 12 mm bolt holes and the one on the right has 10 mm bolt holes that are closer to the center of the Driveshaft Fork. This would support that there are at least two versions.

Were there only these two versions? • Apparently not, see next photo. The photo on left shows two very different Note possible fracture line in one aluminum Removable Driveshaft Forks. sample:

Leftmost in photo: • Cast-iron tube / 3-legged support. • Bolt size not recorded • Bolt area thickness is 8 mm. • Steel Pawl Bush without a chamfered leading edge pressed into the tube. • Strong, durable design.

On the right of left photos: • Cast aluminum with steel tube + steel end cap pressed into it. • 10 mm bolts

• Bolt area thickness is 3 mm. • Steel Pawl Bush with chamfered edge pressed into the steel tube. • Weak design, see photo to the right.

For the similarities see the next entry.

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The aluminum and the cast-iron versions have The offset is the same as the later driveshaft with the Welded to Shaft Fork. the same: This allows for the same thickness Flexible Joint to be used with both. • Bolt patterns • Pawl Bush internal diameter (but not length) • Unit length (photo at left) is the same within reasonable tolerances (with 4 sample variances of 0.00 – 0.67 mm / 0.00 – 0.027”)

See later section “Berlina Only” for a dilemma related to this discovery. CONCLUSIONS: Which version came 1st, aluminum or cast iron? • Sprint 1493*00024 had aluminum fork, which is probably as close as we will get to verifying that the aluminum version came first. • Sprint 1493*00669 also has the aluminum fork, with 12 mm bolts and 100 mm diameter bolt pattern. • Berlina 1488*01453 also has the aluminum fork, but with 10 mm bolts and 96 mm diameter bolt pattern.. Aluminum / cast-iron was probably a design change without a part number change. DILEMMA: • Are the aluminum and cast-iron versions of the Removable Driveshaft Fork interchangeable? Is the 3 mm versus 8 mm thickness in the bolt area significant or not? • Was the cast-iron version only used with Berlina? (The one available sample was a 10 mm bolt hole, which implies Berlina.)

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Pawl Bush First, a comment on parts catalog illustration errors:

Parts catalog illustration versus actual The Pawl Bush as found in Removable Parts catalog illustration does match actual sample from driveshaft sample of Removable Driveshaft Fork: Driveshaft Forks is a simple cylindrical, with Welded to Shaft Fork. steel sleeve; with no bottom component (note gap in picture below).

CONCLUSION: • By the time Parts Catalog 5622 was published (10/1956) the engineers had already designed a change, but it was not yet implemented in production. SPECULATION: • The change in Pawl Bush design coincided with the change to a front driveshaft from Removable Driveshaft Fork to Welded to Shaft Fork.

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Ball Bearing Size Change Early 750 All Other Pub 5672 image: Pub 776 image:

Series Model Beginning Chassis Ending Chassis Alfa # Size Type Information Source #: Pub 5622 1365.24.401 1st ? 30 x 62 x 24 Size: SKF catalog Footnote 2 750 All (AlfaBB find) Randomly after #: Pub 776 Last 1365.24.428 30 x 62 x 16 Single row, sealed above Size: Samples 101-1300 All 1st Last As above Pub 776 101-1600 All 1st Last As above Pub 1016 CONCLUSIONS: • The change occurred in early 1958, based on statement in Addendum to Giulietta Spare Parts Catalog Publication 608 which would have been published after Pub 608 (11/1957). Bearing Spacer Series Model Beginning Ending Alfa # Dimensions Information Chassis Chassis Source When bearing 1365.24.401 used N/A As found: • When castle nut / cotter pin: 4 mm thick • When standard nut / pal-nut: 3 thick

When bearing 1365.24.428 used 101.00.15.134.00 Sample

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Bearing Holder Early Tunnel Case Embossed:

Turn 180 degrees:

It is probably an unfortunate coincidence that VR’s own part started with “101”. Late Tunnel Case & All Split Case Embossed There are three depressions for A second 40 degree bevel was added to accommodate the Slinger. “staking” the bearing:

Staking frequently cracked the Bearing Holder and some stakes leave a gap:

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Examples Series Model Gearbox Beginning Chassis Ending Chassis Alfa # Casting # Dimensions Tunnel At least to: 750 All 1st 1365.24.004 Same See diagram Case Spider 1495*E*004365 At least to: Split ? Sprint 1493*20716 1365.24.004 As above 101-1300 All (~ 1959) Split 101.00.15.126.00 Same See diagram 101-1600 All Split 101.00.15.126.00 As above • 105 Completely different • 115 CONCLUSION: • The aluminum Bearing Holder was changed toward the end of the 750 series, but appears to not coincide with the Ball Bearing change. Examples of later Ball Bearing (1365.24.428) with earlier Bearing Holder (1365.24.004) have been found. This assumption is further supported by Addendum to Giulietta Spare Parts Catalog Publication 608 (date? 1957 or 58) listing the change when “stock of the early one is exhausted”. • The new style provided questionable value. As observed in sample, some “stakes” might stop movement / misalignment of the Ball Bearing relative to the Bearing Holder and others ”stakes” leave a gap that would still allow movement. DILEMMA • These parts appear to use the Alfa part number as the casting number. Does this indicate that Alfa, not Hardy-Spicer worked with the subcontractor (VR)?

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Slinger & Spring Pub 776 Spare Parts Catalog image: This better depiction of part assembly order is from Giulia Sprint, Giulia Spider, Giulia SS Spare Parts Catalog, publication 1016 (10/1964)

NOTE: Some sources report finding from 0, 1, or 2 Slingers present.

Slinger number cross reference: • Note: same part number appears in the Spare Parts for the 115 series. • 101.00.15.132.00 -> 607.09199 • Alfa cross reference to 605.15491 appears on 1991 Spider microfiche • 105.48.15.132.00 -> 605.16886 (1991 Spider microfiche) Some Samples Series Model Chassis Build Date Ball Bearing Aluminum Support Slinger, etc.? Comments Version Version Author’s sample from box of Unknown Unknown Unknown Early Early No 750 miscellaneous parts Spider Veloce 1495*F*06989 1959/06/26 Late Unknown Yes One-owner 750F 101-1300 Sprint 1493*20716 1959 Early Early No 101-1600 Spider AR*378208 1963 Late Late Yes 24,000 mile car CONCLUSIONS: • Addendum to Giulietta Spare Parts Catalog, publication 608 (date? 1957 or 58) introduces the new Ball Bearing, but does not introduce the Spring or Slingers. Giulietta 1300 Spare Parts Catalog, publication 776 (11/1961) introduces the Spring and Slingers. This implies they did not happen at the same time. Also in Pub 608 Supplement is a statement that Ball Bearing 1365.24.401 was supplied until stock was depleted. • So do the Bearing Spacer, Slingers, and Spring make up for the 8 mm difference in the Ball Bearing? This will be discussed in “How to Explain ….” Section.

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Front Shaft Flange - Design Change

Part #13: • Pub 5622: 1365.24.402 • Pub 776: 1365.24.083

The example at the top of photo is from an 11/1956 Sprint Veloce (with machined pawl) and the bottom is from a later vehicle.

Both have a length of 54.0 mm. So why the change?

Series Model Beginning Chassis Ending Chassis Alfa # Size Type Information Source At least to: #: Pub 5622 1st 1365.24.402 20 mm Curve Sprint 11/1956 Measurement: Thierry’s sample 750 All At least by #: Pub 776 Last 1365.24.083 15 mm Straight Spider 1495*E*004365 Measurement: Thierry’s sample CONCLUSIONS: Maybe the change was Hardy-Spicer’s decision. Maybe Hardy-Spicer sold the same part to another car company and they required the change.

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Nut(s) @ Front Shaft Flange Series Model Gearbox Beginning Chassis Ending Chassis Item Alfa # Size Source Sprint 1493.03000 3/ -?? Inches Pub 5622 750 Tunnel 1st Spider 1495.01200 Standard nut 1365.24.403 4 Footnote 3 Pub 776 Berlina 1488.06500 Options 1 Castle nut 2120.15245 20 x 1.5 Pub 776 At least to (30 mm wrench) After above 4.0 x 36 Sprint 11/1956 Cotter pin No number Measured 750 Footnote 4 101-1300 Options 2 At least by: 20 x 1.5 Standard nut 2120.15060 Pub 776 1493*20716 Last 9.15 mm thick (30 mm wrench) 1495*F*6989, 6/1959 Palmutter 2120.20254 20 x 1.5 Pub 776 101-1600 All Split 1st Last As above (standard + Palmutter) Pub 1016 CONCLUSIONS: Maybe the change was Hardy-Spicer’s decision.

3 Steering wheel nut (1356.55.062) is ¾-16 inch. 4 While 4.0 mm cotter pin is correct, it is really difficult to insert. A 3.2 mm cotter pin is probably allowable. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Mysteries & Conclusions Page | 23 8.1 How to Explain Bearing / Bearing Spacer / Slinger / Spring Change? It seems clear that the total length of the front shaft assembly has to remain the same; because the position of the gearbox and the position of the “Saddle for Flexible (rubber) Bearing” built into the vehicle floor did not change. So how was it accomplished with all the changes? • The Front Shaft Flange redesign sometime after 1956 retained the total length of the flange at 54 mm, so had no impact. 8.1.1 Theory The Front Shaft Flange did not touch the old style bearing, but left a gap; which could allow the bearing to move out of correct position. Alfa solved this real (or potential) problem with the addition of the Spring, Slinger, and Bearing Spacer to fill the gap between the flange and bearing.

Shop manual Pub 611 (12/1957) This sample had an appears to show a space between the 11.5 mm gap ball bearing and the Front Shaft between the Front Flange. Shaft Flange and the new style Ball Bearing.

How would it work? • 24 mm (old bearing) + 11.5 mm (gap) = 35.5 mm = 3 mm (Bearing Spacer) + 1 mm (Slinger) + 16 mm (new bearing) + 1 mm (Slinger) + 14.5 mm (Spring). • Spring “free-length” was 19.1 mm and binds at 7.9 mm, so a compression to 14.5 mm is very reasonable. • Measurements from 1365.24.004 (old) and 101.00.15.126.00 (new) aluminum Bearing Holders verify that the internal “stop” for bearing is at the same depth. Therefore, the alignment of the Bearing Holder and the “Saddle” for Rubber Bearing Collar built into the vehicle floor must be in the Ball Bearing, Slinger, and Bearing Spacer. Is it a satisfactory solution? • Yes, the Slinger and Bearing Spacer provide the required 4 mm. 8.1.2 Don’t Be Surprised Don’t be surprised to find that at some point the 1365.24.004 Ball Bearing was replaced with a 101.00.15.126.00 but without the addition of Bearing Spacer and/or Slinger with the resulting 3-4 mm misalignment. But look carefully for the space, paint or 50 years of rust can make the spacer appear to be part of the shaft. Also look carefully that there are not two Bearing Spacers hidden in old paint or rust (this can cause the Front Shaft Flange not to fully seat on its taper).

Is this a significant misalignment? • Considering the 30 mm wide, relatively soft Rubber Bearing Collar; probably not. If already rebuilding a front driveshaft section, do it right. But taking apart an installed driveshaft solely because of it; is of questionable value.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Mysteries & Conclusions Page | 24 8.2 Changes were they Simultaneous, Coordinated, Haphazard? There were several changes made during the 750-series. But how are they interwoven or coordinated? • Addition of the Machined Pawl to the gearbox’s output shaft. • Associated Pawl Bush changed design and dimensions • Separate Flexible Joint part numbers for Veloce vs Normale. • Change in design of Removable Driveshaft Fork which connects to Flexible Joint. • Change to Welded to Shaft Fork. • Change to the dimensions of the Ball Bearing in the front section. • Addition of Spacer in association with Ball Bearing change. • Addition of Spring and Slingers in the front section. • Change in design of Front Shaft Flange which connects to rear shaft. • Change to type of fixing nut for Front Shaft Flange.

What was the order? Was there an order?

Summary CONCLUSIONS / SPECULATION • The switch to Machined Pawl occurred in 1956 for all models, with some Sprint Veloce carryover into 1957. • The change if Pawl Bush design occurred with switch to Machined Pawl. • The difference between 1356.24.001 and 1365.24.425 Flexible Joints is yet to be resolved. • The change in design of the Removable Driveshaft Fork from aluminum to cast-iron (or cast-iron to aluminum?) probably only applied to the Berlina. • The change from Removable Driveshaft Fork to a Welded to Shaft Fork occurred at the same time as the Machined Pawl. • The change in Ball Bearing design probably occurred early in 1958 • The addition of Bearing Spacer probably occurred with the bearing change, but the addition of Slingers and Spring might have been added randomly “soon” afterwards. • The change in the Front Shaft Flange (connection to rear driveshaft) probably occurred after 11/1956. • The change from fixing the Front Shaft Flange from castle nut / cotter pin to regular nut / Palmutter r occurred by at least 6/1959.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Other Evolutionary Changes Page | 25 9 Other Evolutionary Changes Gearbox Support spacers only appear in two places in spare parts catalog: • Berlina Coachwork section of Giulietta 1300 Spare Parts Catalog, publication 776 (11/1961) as 101.00.50.219.00 (14 mm) • Supplement to Giulietta Coachwork Spare Parts Catalog, publication 990 as 101.00.50.219.01 (18 mm) The spacers were made of aluminum alloy.

The following chart lists which vehicles used these spacers; the data is based on the experience of the 750-101 Yahoo Group. And yes, the bolt length just confuses the issue more than it already was. Gear Box Support Spacers Series Model Gearbox Chassis Begin Chassis End Spacer Inside Outside Length Bolt Alfa # Diameter Diameter Alfa # Tunnel 1st Last Not used 750 4-speed split After above Last Not used SPECULATION: 2100.00243 SS 5-speed split ? ? 14.0 101.00.50.219.00 (35 mm) 101-1300 At least 101.00.50.219.01 2100.00701 Rest 4-speed split Last 8.5 16.0 18.0 1493.20716 Footnote 5 (18 mm) • 48 mm silent block SPECULATION: 2100.00236 1st ? • 5-speed split As above (18 mm) 101-1600 All • 64 mm silent block ? Last Not used • 5-speed split • 105 All Split 1st Last Not used • 115

The following owners reported not having spacers: • Original owner 1959 750F with tunnel case. The following owners reported having spacers: • Owner 101 Giulietta: '59 Sprint, '60 Berlina, '62 Spider. • Owner 1961 Sprint Veloce when it had its 4-speed. They are 18 mm long. • Owner 1961 101 Sprint Veloce, purchased in 1961 and it has the original transmission and transmission bracket.

The following comments about replacing split-case 4-speed with 5-speed has been provided by others and has only been personally verified • Use the 4 speed cross member with spacers. • 48 mm silent block and later cross member then without spacers. • Giulia cross member (which has a 'hole' in it for the transmission to droop thru) without spacers.

5 Size from 1959 Sprint sample. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Other Evolutionary Changes Page | 26

1356.24.001 – Veloce only 1365.24.424 – Berlina only 1365.24.425 – The Rest Bolt hole are formed by two pieces of steel.

No photo available

See extensive discussion in section Mysteries & Conclusions – 750 Series

NOS example has “1365.24.425” molded into the rubber. Flex Joint @ Gearbox Series Model Gearbox Beginning Chassis Ending Bolt Spread Bolt Tube Info Source Alfa # Chassis 1356.24.001 • Sprint V. 750 Tunnel 1st (105.00.15.300.00) Probably same as 1365.24.425 Pub 776 • Spider V. Footnote 6 • SS 101 Split 1st Last As above Pub 776 • SZ Pub 5622 • Steel 750 Berlina Tunnel 1st ? 1365.24.424 10 mm 96 mm Pub 776 • 40 mm long Size: sample • Sprint Pub 5622 • Steel 750 • Spider Tunnel 1st Last 1365.24.425 12 mm 100 mm Pub 776 • 46 mm long • t.i. Size: sample 101-1300 All Split 1st Last As above Pub 776 105.00.15.300.00 Pub 1150 101-1600 All Split 1st Last 12 mm 100 mm 46 mm long (605.15.851) Size: sample 105 All Split 1st Last As above Pub 933 1991 Spider 115-2000 Spider Split 1st Last As above microfiche At some point aftermarket vendors appear to have switched from steel bolt tubes to aluminum.

6 Supersession number from Pub 993 Supplement (around 11/1964) Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Other Evolutionary Changes Page | 27

Pawl Bush (“A” in image above) Series Model Gearbox Beginning Chassis Ending Chassis Internal Diameter Information Source Alfa # (See diagrams below) 1st Footnote 7 Not listed 23 mm Pub 5622 1365.24.753 750 All Tunnel After above To last Tunnel Case (607.07218) 18 mm Pub 776 Footnote 8 101-1300 All Split 1st To last As above Pub 776 101-1600 All 5-speed 1st To last As above Pub 1016 106.00.15.145.00 105 All 5-speed 1st To last 18 mm Pub 993 (605.17314) 115-2000 Spider 5-speed 1st To last As above 1991 Spider microfiche

Version 1 (no Alfa part number) Version 2 (no Alfa part number)

7 Speculation: to end of tunnel case with Screw on Pawl 1365.24.006. 8 Description for part number states “includes plug”. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Other Evolutionary Changes Page | 28

1365.24.753 106.00.15.145.00

More investigation is needed to determine if 106.00.15.145.00 could be used as replacement for 1365.24.753.

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Expansion Plug (“C” in image above) Series Model Gearbox Beginning Chassis Ending Chassis Alfa # Diameter Thick Material Information Source Pub 5622 1st Footnote 9 2360.36018 25 mm 750 All Tunnel Pub 776 After above To last 2360.36016 20 mm Pub 776 101-1300 All Split 1st To last As above Pub 776 101-1600 All 5-speed 1st To last As above Pub 1016 106.00.15.146.00 OEM sample • 105 Footnote All 5-speed 1st To last (605.17315) 17.75 mm 3.3 mm 11 1991 Spider • 115 Footnote 10 microfiche Rubber Grease Seal (“B” in image above) Series Model Gearbox Beginning Chassis Ending Chassis Internal External Length Information Alfa # Diameter Diameter Source Pub 5622 Berlina Footnote 12 1st 1488.06500 1365.24.419 20 mm 36 mm 5 mm Pub 776 750 Sprint Sprint 1493.03000 Pub 5622 Footnote 13 1st 1365.24.423 20 mm 36 mm 11 mm Spider Spider 1495.01200 Pub 776 All ? After above ? 1365.24.426 ? ? ? Pub 5622 only 101-1300 All Split 1st Last 101.12.15.104.00 17 mm 30 mm 20 mm Pub 776 101-1600 All 5-speed 1st Last As above Pub 1016 105 All 5-speed 1st Last As above Pun 993 1991 Spider 115-2000 Spider 605.15564 microfiche Bearing Holders See earlier section “Other 750 Changes”.

9 Speculation: tunnel case with Screw-on Pawl 1365.24.006. 10 106.00.15.146.00 also appears in the 106 series (2600) Parts Catalog 11 OEM sample was hard nylon …… that shattered during examination (age dried out). Classic Alfa’s reproduction: ID 18.0 mm, thickness 3.1 mm and was more like polyurethane Durometer 90A 12 Tunnel case with Machined Pawl on gearbox output shaft and all split case gearboxes. 13 Tunnel case with Machined Pawl on gearbox output shaft and all split case gearboxes. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Other Evolutionary Changes Page | 30

Rubber Bearing Collar Series Model Gearbox Beginning Ending Alfa # Dimensions Info Chassis Chassis Source Used 750 All All 1st Last 1365.24.405 sample 101-1300 All Split 1st Last As above Pub 776

101-1600 All Split 1st Last As above Pub 776

Logo confirms originally made by Pirelli • 105 Completely different • 115

Flange on Front Shaft Series Model Gearbox Beginning Chassis Ending Chassis Alfa # Info Source 750 See Mysteries & Conclusions – 750-101 section of document 101-1300 All Split 1st Last 1365.24.083 Pub 776 101-1600 All Split 1st Last 105.00.15.138.00 Pub 1016 105 All Split 1st Last 105.12.15.138.00 Pub 993 115-2000 Spider Split 1st Last 605.16304 1991 Spider microfiche

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U-Joint Flange on Both End of Rear Driveshaft 750, 101-1300 & Early 101-1600 Late 101-1600 Late 101-1600 @ Differential

And then the 105 series went back to the round flange.

Series Model Gearbox Beginning Chassis Ending Chassis Alfa # Diameter Bolt Spread Comment U-joint Cup 750 All Tunnel 1st Last 1365.24.408 23.84 mm 45 x 54 mm 101-1300 All Split 1st Last As above Found on 101-1600 All Split ?~ AR*378208 Not listed 24.00 mm 45 x 54 mm AR*378208 – 23k mile 1963 Spider • 105 All Split Not listed 24.00 mm • 115 New flanges may be available from Spicer.

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U-Joints Industry generic type: “Round Outside Lock-Up/Snap Ring (OSR)”

How to measure: • Assemble bearing cups onto cross • Remove rubber seals or clamp bearing cups with a C-clamp or vise • Measure overall length “G2”. • Measure cup diameter “D1” and “D2”.

• Centerline lists 2: • 23.85 mm cap U-joint 1956-65 • 24 mm cap U-joint after that. • BobCor (long gone) listed 3: • 1365.24.805 750/101 • BobCor #: 105-1300/1600/early 1750 • 105.12.15.030.00 late 1750 / 2000 • NOTE: see “Rebuild” section of this document for U-joint cross reference numbers.

1365.24.805 Original Hardy Spicer

Another had F&P 63 SP1

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Aftermarket

Series Model Gearbox Beginning Chassis Ending Chassis Alfa # Size Comment D: 23.83 mm 750 All Both 1st Last 1365.24.805 O: 61.24 mm 101-1300 All Split 1st Last As above All Split 1st ~AR*378208 As above 101-1600 D: 24.0 mm All Split ~AR*378208 Last Not listed Footnote 14 O: 63.15 mm 105 All Split 1st Last Footnote 15 Footnote 16 D: 24.0 mm Includes two center 115 All Split 1st Last 105.12.15.030.00 O: 65.99 mm balancing springs. 607.11616 Footnote 17 115-2000 Spider Split 1st Last 607.11616 1991 Spider microfiche

14 AR*378208 – 23k mile 1963 Spider had 105 U-joints. The rear joint has to be one that does not have a large shoulder that the bearing cap abuts. 15 Many 105 Spare Parts Manuals were examined, but none listed a U-joint part number. 16 Spare Parts manuals do not list a part number, but purchase from Alfa dealer provided these two numbers. 17 The two center balancing springs might have invalidated the “O” measurement. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Berlina & T.I. Only Page | 34 10 Berlina & T.I. Only Berlina with Tunnel Case only Gearbox Fork Flex Joint Driveshaft Fork Pub 5622 TAV. 29 Pub 5622 TAV. 33 Pub 5622 TAV. 33 Pub 776 Table 58 & 72 Pub 776 Table 72 Pub 776 Table 72

#37 “Berlina only” listed as 1365.24.011, but which one is it? Is it the Screw-on Pawl version, the Machined Pawl, or both?

Is the difference just the 10 mm bolt holes?

#39 “Berlina only” listed as 1365.24.013. With Table 72 specifying Measurement from NOS sample, with Pirelli 65 mm length. But Table 72 also lists a 60 mm bolt, so were they logo, of what is believed to be 1365.24.424. 1365.24.013 – Bolt 65 mm length different length for the two directions? 1325.24.060 – Bolt 62 mm length Footnote 18 Aluminum Removable Driveshaft Fork • The offset of the Gearbox Fork with 10 mm bolt hole is the same as 12 mm bolt hole version. • The offset of the aluminum Removable Driveshaft Fork with 10 mm bolt holes is the same as 12 mm bolt hole version and the later Welded to Shaft Fork version.

This implies the same thickness Flexible Joint to be used with both. But that contradicts the above 40 mm deep flex joint instead of the 46 mm deep flex joint used with all other vehicles!

So, does it simply mean that the pawl protruded deeper into the Pawl Bush?

18 A t.i. owner (not Berlina) reported finding different length bolts going through the flex joint from the two directions. Implication? Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Berlina & T.I. Only Page | 35

Cast-iron Removable Driveshaft Fork • The 3 legs of the cast-iron Removable Driveshaft Fork with 10 mm bolt holes are thicker than the aluminum Removable Driveshaft Fork version by 5 mm, but the offset is the same. This would not change the protrusion of the pawl into the Pawl Bush.

CONCLUSIONS: • Comparing the worn area of the bushing in an aluminum-10 mm-bolt Removable Driveshaft Fork to an aluminum-12 mm-bolt Removable Driveshaft Fork, the wear area was 4 mm deeper on the 10 mm version. This would appear to support the theory of the pawl simply protruding deeper into the Pawl Bush to allow the thinner flex joint. • Pub 776 Table 72 lists the switch to a Machined Pawl on the gearbox output shaft occurred randomly between 14888.06106 / 1488.07461, then continuously thereafter. This identifies the change as occurring in 1956.

DILEMMA: • Early Berlina are very rare, so confirmation of data has not been possible. Berlina with 4-speed Split Case only – From 1488.20801 Gearbox Fork Flex Joint Driveshaft Fork Pub 776 Table 64 Pub 776 Table 64 Pub 776 Table 72 Since bolt 1365.24.059 is a 12 x 1.5; that Table 72 only lists Driveshaft Fork 1365.24.705 for would imply a different flex joint than Berlina up to 1488.06500; but says nothing about 1365.24.424. afterwards.

Since the Split Case is specifying 70 mm length, is the 101.00.13.405.01 – Split case output shaft flange for Berlina, Sprint, driveshaft side also 70 mm? and Spider. 1365.24.059 – 12 x 1.5 x 70 CONCLUSIONS: 101 Berlina used the same Gearbox Fork, Flexible Joint, and 12 mm bolts as the Sprint and Spider

DILEMMA: • 101 Berlina are very rare, so confirmation has not been possible. Berlina with 5-speed This was a 105 series vehicle, so everything is different.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Berlina & T.I. Only Page | 36 10.1 According to Parts Manual “Application” is taken from Giulietta 1300 Spare Parts Catalog, publication 776 (11/1961) – 750 & 101 coverage. Where “750” is identified by chassis numbers listed earlier in this document. WARNING – this chapter of the Parts Manual may be the most inaccurate chapter in the manual!

Application Gearbox Front Section Rear Section Flange on Assembled Unit Driveshaft Front Shaft U-joint Chassis Series Chassis End Type Gearbox Fork @ Flex Shaft (only) Flange Assembled Unit Flange Begin Joint 1365.24.011 Tunnel 1365.24.704 1st 1488.06500 + pin 1365.24.710 1365.24.705 1365.24.083 1365.24.802/1 1365.24.408 No pawl Footnote 19 136524.006 750C Use above or below random As above As above 1488.06106 to 1488..07461 ↕ 1488.07462 1488.20800 Tunnel 1365.24.011 1365.24.741 Integrated 1365.24.739 As above As above As above 753 Footnote 1st 1468.08500 Tunnel As above 1365.24.740 Integrated 1365.24.738 As above As above As above 20 • 750C • 101.00 1488.20801 Last Split As above 101.00.15.012.01 Integrated 101.00.15.012.01 As above As above As above • 753 • 101.11

19 Used when gearbox does not have centering pawl. 20 Also, for early Sprint, Sprint Veloce, Spider and Spider Veloce Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Berlina & T.I. Only Page | 37 10.2 Identification by Measurements

WARNING: reread How to Explain Bearing… / Don’t Be Surprised section about “D” measurement Front Section Rear Section Comment Measurements Pieces Meas. Pieces Assembled Unit Driveshaft Front Shaft AR BR U-joint Bolt Assembled A B C D E Fork @ Flex Shaft (only) Flange Flange @ C Unit Joint Tunnel case

336 9.50 32 12 90 100 1365.24.740 Integrated 1365.24.738 1365.24.083 ? ~ 1365.24.802/1 1365.24.408 with centering 785 pawl Tunnel case gearbox does 337 9.40 0 90 96 1365.24.710 1365.24.705 1365.24.704 As above As above 10 not have centering pawl. As above • Tunnel case with 341 9.30 26 10 90 96 1365.24.741 Integrated 1365.24.739 As above centering pawl • 10 mm bolts As above Split case 387 9.40 32 12 100 101.00.15.012.01 Integrated 101.00.15.012.01 As above 95 gearbox • “~” = approximate measurement • All of above have 18 mm bore for the end bushing, except 1365.24.710 which does not have a bush. • Above measurement from Brand Hein NOS sample

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Sprint & Spider Page | 38 11 Sprint & Spider 11.1 According to Parts Manual “Application” is taken from Giulietta 1300 Spare Parts Catalog, publication 776 (11/1961) – 750 & 101 coverage. Where “750” is identified by chassis numbers listed earlier in this document. WARNING – this chapter of the Parts Manual may be the most inaccurate chapter in the manual!

Application Gearbox Front Section Rear Section Flange on Assembled Unit Driveshaft Front Shaft U-joint Chassis Series Chassis End Type Gearbox Fork @ Shaft (only) Flange Assembled Unit Flange Begin Flex Joint 1365.24.011 • 750B Tunnel 1st 750 1493.03200 + pin 1365.24.709 1356.24.740 1365.24.706 1365.24.083 1365.24.802/1 1365.24.408 • 750E No pawl 136524.006 750D 1st 750 1495.01201 As above As above As above As above As above As above 1365.24.803/1 As above • 750B 1493.03201 1493.07300 Tunnel 1365.24.011 1365.24.740 Integrated 1365.24.738 As above 1365.24.802/1 As above • 750E • 750D 1495.01202 1495.04810 As above As above As above 1365.24.803/1 As above • 750F • 750D 101.00.13.405.01 1495.04811 1495.08000 Split 101.02.15.010.01 Integrated 101.12.15.012.01 As above 1365.24.803/1 As above • 750F Footnote 21 • 101.02 • 101.05 1493.7301 Last As above As above As above 1365.24.802/1 As above • 101.06 • 101.24 • 101.03 • 101.04 1495.08001 Last As above As above As above 101.20.15.017.03 As above • 101.07 • 101.25 • 101.12 105.00.15.13 (Giulia 1st Last As above 105.14.13.041.00 101.20.15.010.03 Integrated 101.12.15.012.01 101.28.15.017.04 Not listed 8.00 Sprint) • 101.23 • 101.18 1st Last As above As above As above 101.23.15.017.01 Not listed (Giulia Spider)

21 101.00.13.405.01 is listed for the Normale, but there is no separate number listed for Veloce. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Sprint & Spider Page | 39 11.2 Identification by Measurements

WARNING: reread the How to Explain Bearing… / Don’t Be Surprised section for how these measurements can be off because of multiple Bearing Spacers. Front Section Rear Section Comment Measurements Pieces Meas. Pieces Driveshaft Bolt Front Shaft Assembled U-joint A B C D E Assembled Unit Fork @ Flex Shaft (only) AR BR @ C Flange Unit Flange Joint 333 Tunnel case Foot ? ? 12 ? ? 1365.24.709 1356.24.740 1365.24.706 1365.24.083 Application dependent 1365.24.408 without note 22 centering pawl Tunnel case 336 9.50 32 12 90 100 1365.24.740 Integrated 1365.24.738 1365.24.083 Application dependent As above with centering pawl Measurement from 101-1300 315 ? ? ? ? 100 101.02.15.010.01 Integrated 101.12.15.012.01 As above Application dependent As above Spider, AlfaBB Measurement from 101-1600 Spider ? ? ? 12 ? ? Integrated 105.02.15.012.01 105.00.15.138.00 Application dependent ? AR*8378208. 105 size U- joints

22 Samples of the aluminum version of Removable Driveshaft Fork provide an additional 3 mm for a total 336 versus 337 for the integrated fork. Whereas the cast-iron removal fork is 8 mm Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Sprint & Spider Page | 40

Front Section Rear Section Comment Measurements Pieces Meas. Pieces Bolt Assembled Unit Driveshaft Front AR BR U-joint A B @ C Fork @ Flex Shaft (only) Shaft Assembled Unit Flange B Joint Flange Measurement from: 595 1365.24.803/1 As above Spider Veloce 1495.04365 Measurement from: 653 101.23.15.017.01 Not listed Giulia Spider AR*378208 Measurement from: 798 697 101.20.15.017.03 As above 101 Spider Measurement from: • Sprint Veloce 1493.06405 785 1365.24.802/1 1365.24.408 • Sprint 1493.20716 • AlfaBB member’s 101 Berlina with column shift Measurement from: ? 101.28.15.017.04 Not listed ….. no Giulia Sprint available to measure

The following was provided by others and have not been personally verified. • 1955 Sprint column shift, the “B” length is 30” (762 mm), with inclusion of Spline Sleeve and J-joint Flange it is 39 15/16 (1014.4 mm).

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Sprint Speciale & Sprint Zagato Page | 41 12 SS & SZ 12.1 According to Parts Manual “Application” is taken from Giulietta 1300 Spare Parts Catalog, publication 776 (11/1961) – 750 & 101 coverage. Where “750” is identified by chassis numbers listed earlier in this document. WARNING – this chapter of the Parts Manual may be the most inaccurate chapter in the manual!

Application Gearbox Front Section Rear Section Flange on Assembled Unit Driveshaft Front Shaft U-joint Chassis Series Chassis End Type Gearbox Fork @ Shaft (only) Flange Assembled Unit Flange Begin Flex Joint • SS Split 1st Last Footnote 23 101.02.15.010.01 Integrated 101.12.15.012.01 1365.24.083 101.20.15.017.03 1365.24.408 • SZ 5-speed 12.2 Identification by Measurements See Sprint & Spider / Identification by measurement section.

23 For ratio 9/41 use 101.12.13.041.00, for ratio 8/41 use 101.12.13.041.02 Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft 105 & 115 Page | 42 13 105 & 115 13.1 According to Parts Manual All Spider drive shafts from 1972 through 1994 are the same.

Application Gearbox Front Section Rear Section Flange on Assembled Unit Driveshaft Front Shaft U-joint Chassis Series Chassis End Type Gearbox Fork @ Shaft (only) Flange Assembled Unit Flange Begin Flex Joint

“Application” is taken from Giulia t.i. Spare Parts Catalog, publication 1101 (12/1965) and Nuova Super 1.3 & 1.6 Spare Parts Catalog, publication 2103 (5/1973) 105: Giulia 105.00.15.13 Super Split Integrated 105.02.15.012.01 105.00.15.017.08 Not listed 8.00 Giulia t.i. 105: Nuova Split 105.02.13.405.02 105.21.15.010.02 Integrated Not listed As above 105.12.15.017.02 Not listed Super

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Evaluation Page | 43 14 Remove - Driveshaft Hint: how to hold the other end ……… 105 Late & 115 Remove speedometer cable and insert long wrench

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Evaluation Page | 44 15 Evaluation 15.1 BEFORE Removing From Vehicle • Find the factory balance alignment marks on differential yoke and rear driveshaft yoke. If none are present add them, so you don’t disrupt the driveshaft balance. 15.2 BEFORE Disassembly • Before any disassembly find the factory balance alignment marks. If none are present add them, so you don’t disrupt the driveshaft balance. • Front section to rear section U-joint Flanges. • Front Shaft Flange • Spline Sleeve WARNING: • Marks have not been found on every driveshaft the author has worked on. • Marks may not be in alignment correctly due to prior owner misalignment during a previous repair. Below is an example!

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U-joint Flange – factory marks (“O”) Front Shaft Flange - author’s marks Spline Sleeve - factory marks (arrows)

WARNING: they are hand stamped and may not look exactly like this photo. Photo of NOS 105.12.15.017.02 (Giulia Super). No corresponding mark found on main part of shaft.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Evaluation Page | 46 15.3 Pawl / Pawl Bush The gearbox output shaft Pawl is supposed to center in the Pawl Bush and Flexible Joint. Wear makes the driveshaft flutter. • If the Pawl is not within specification there are two choices: (1) replace the gearbox shaft or (2) weld-up and re-machine. • If the Pawl Bush is not within specifications a new one must be machined.

While it is difficult to obtain accurate measurements, this example had: • 18.05 mm near bottom of Pawl Bush • 18.51 mm in wear zone The wear zone was oblong shaped, which implied the driveshaft was offset from the gearbox; an alignment problem discussed later in this document. Series Model Gearbox Specification Source Pawl OD 1365.24.006 22.9 mm Footnote 24 Tunnel with Screw-on Pawl All Pawl Bush ID Not listed 23.00 mm Used sample 750 Pawl OD N/A approximately 17.1 mm Used sample Tunnel with Machined Pawl Pawl Bush ID Not listed 23.00 mm Used sample • 750 Pawl OD N/A 17.98 mm (0.708”) Footnote 25 All Split • 101 Pawl Bush ID 1365.24.753 18.00 mm Pawl OD N/A 17.98 mm (0.708”) Footnote 26 • 105 All Split 106.00.15.145.00 • 115 Pawl Bush ID 18.00 mm NOS sample (605.17314) Generic Clearance 0.25” (6.35 mm) Footnote 27

24 Based on what appears to be a “new-old-stock” example of 1365.24.006. 25 Comment from a 750/101 Digest member. 26 Comment from a 750/101 Digest member. 27 Todd Tibbs, transmission builder by occupation: Normal (not Alfa specific) slip yoke to gearbox output bushing fit is almost always .025 or greater clearance, and I've never fixed a vibration by changing a bad one....but it always amazes me how loose a new bushing is. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Evaluation Page | 47 15.4 Threads – Front Shaft & Nut In three of four examples disassembled by the author the threads in the nut and threads on the shaft had been partially deformed by the torque applied during original assembly. This was obvious by the inability to “spin” the nut onto the shaft after both had been cleaned. The “castle nuts” were the most vulnerable. 15.5 Splines 750-101 105-115 Giulietta Shop Manual, Pub 611: “Check that the play between the splining in the 105 Giulia Shop Manual, Pub 1222: “Check the splines in the sleeve and the splines on the rear half of the ….” shaft and sliding yoke for good appearance. Check that play G between …”

From the drawing (if correct) the idea is to hold the Spline Sleeve from moving with your hand while rotating the shaft in what appears to be a fixture that only allows the shaft to rotate but not move sideways. The author found it more practical to do the reverse. Clamp the tube to a bench and rotate the Spline Sleeve. Place indicator on “flat” of the grease zerk.

This 750 example indicated 0.035 mm, a bit outside the wear limit. Another method might be the use of wires of prescribed diameter inserted between Spline Sleeve and splines (think of Weber jet measurement wires). Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Evaluation Page | 48

Series Model Gearbox Chassis Chassis To Fix Specification Source Begin End 750 All All 1st Last Wear limit: 0.3 mm (0.012”) Giulietta Shop Manual, Pub 611 (12/1957) 101 None found Replace • New: 0.04 mm (0.002”) 105 Giulia Shop Manual, Pub 1222 R1 shaft 105 All All 1st Last • Wear limit 0.20 mm (0.008”) (12/1968) 15.6 U-joint 15.6.1 Flexibility Verify that the U-joint easily rotates in both directions, it should fall under its own weight. If not, replace. 15.6.2 Snap-rings Look for distorted snap-rings, which indicates excessive axial force has been present.

15.7 Vibrations There are five types of drive shaft induced vibrations: • Transverse vibrations – caused by imbalance, it is speed sensitive; what those weights welded to the shaft are intended to fix. • Torsional vibrations - causes the drive shaft, “downstream” of the front U-joint, to “speed up” and “slow down” twice per revolution. That means that if the input to the driveshaft is a constant speed of 3,000 RPM the drive shaft is changing speed 6,000 times per minute. There are two causes: • The orientation (“phasing”) of the yokes at each end of the drive shaft. • The U-joint “operating angle”. The amount of that change in speed is proportional to the amount of misalignment between the yokes at the “driving end” and “driven end” of your drive shaft. • Inertial excitation vibrations - related to U-joint “operating angle” and length of driveshaft. • Secondary couple vibrations –all U-joints have some vibration if there is any U-joint “operating angle”. • Critical speed vibrations – “whipping” occurs when the driveshaft’s design RPM is exceeded. 15.7.1 Transverse Vibration Take care of all other vibration causes first.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Evaluation Page | 49 15.7.2 Torsional Vibration Was there vibration in the driveshaft, that was not attributed to a bad Flexible Joint or bad Center Bearing? 15.7.2.1 Phasing First check that the Spline Sleeve Yoke is correctly aligned with the Yoke at the differential end of Rear Driveshaft. The alignment marks discussed above should take care of this. Frequently the Spline Sleeve is removed for easier replacement of U-joint and then not reassembled according to alignment marks. Alfa driveshaft – “In Phase”

Generic driveshaft – “In Phase” and “Out of Phase”

Anything other than exactly in line, as on the left, is “out of phase”. This is a surprisingly common problem. But how do you tell if it is perfectly “In Phase”, if there are no factory marks? You can’t, but here is one possible procedure to get close: • Obtain 2 machinist quality blocks (for example “123 block”). • Clear off a flat workbench that is longer than your driveshaft. • Place the machinist blocks at the required separation so the Spline Sleeve Yoke and the differential end Yoke will sit on the blocks. • Since your workbench will not be perfectly level with the horizon, first use a machinist level or digital protractor (good to at least ¼ degree) to measure the slope of each block. You are measuring the slope of each block relative to the front / back of your workbench; not the slope from one block to the other. • Next, rest the flat surface of the two Yokes on the machinist blocks. • Measure the slope of the Yokes. Correct that value for the bench slope. • Do both Yokes have “zero” slope, which would mean both are both sitting completely flat on the blocks? • If “yes”, then you are done. • If “no”, then remove the Spline Sleeve from the shaft and rotate the required amount and reinstall. • This restores the driveshaft to “In Phase”, but it might not be back to the original factory perfect balance; since the Spline Sleeve, may now be 180 degrees from the original factory balanced position. Example Spline Sleeve Block Yoke Differential End Block only Block only Yoke on block Yoke on block Net Net 15.7.2.2 Operating Angle This topic will be discussed later in the Installation / Alignment section of this document, since it must be accomplished after installation.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Evaluation Page | 50 15.8 Straightness & Balance Specifications Series Model Gearbox Chassis Chassis Specification Source To Fix Begin End Not provided 750 All Split 1st Last Observed: Author’s Front shaft Eccentricity 0.10 mm sample Rear shaft max eccentricity 0.2 mm Bearing Holder max eccentricity 0.03 mm Straighten 101 All Split 1st Last Footnote 28 Rear shaft & face of flange max out of “square” 0.05 mm with press Rear shaft max out of balance 10 gr.cm.

105 Giulia Straighten Shop Manual 105 All Split 1st Last with press 1222 R4 (3/1974) 0.4 mm Rear shaft @ A max eccentricity (0.016”) 0.1 mm Rear shaft @ B max eccentricity (0.004”) Rear shaft dynamic balance @ 5000 RPM, max 12 gr-cm2 Add weights

28 Enclosure to the Shop Manual technical characteristics (for 101), publication 854 (no date) Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 51 16 Rebuild 16.1 BEFORE Disassembly Review the Evaluation / BEFORE Disassembly section above before disassembling anything. 16.2 Balancing Before concluding that a driveshaft is out of balance, review the Evaluation / Vibrations section above and Installation / Alignment section later in document. 16.3 Pawl Bush 16.3.1 Removal The following has been provided by others and has not been personally verified: • Jar the bushing loose with a blow from a wide sharp chisel to spread that gap; then use a slide hammer type puller • The bushing is steel, but have a machinist make bronze replacement, • The 101 part is the same as used in 105 2-liters, 106.00.15.145.00 (note: 106, not expected 105) 16.3.2 Nylon Plug Always replace.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 52 16.4 Ball Bearing You will probably want to replace, but it may not be a simple process. 16.4.1 Removal 16.4.1.1 All Series STEP 1 • Remove flange retaining nut(s) • Using hydraulic press and appropriately sized press plates, remove flange from shaft. CAUTION: do not deform the shaft threads • Remove the spring • Remove the woodruff keys • Remove the slinger • Continue in appropriate section: 750-101, 105 (early), or 105 (late) & 115. 16.4.1.2 750-101 CAUTION: The Bearing Holder is not symmetrical, so pay attention during reassembly to install it in the correct direction. CAUTION: DO NOT attempt to remove with a jaw-puller as somebody apparently did with this ruined example. STEP 2

STEP 3 If the Bearing Holder is of the later type, it is recommended that the “stakes” be drilled out to remove Ball Bearing. A #29 drill appears to be the size to remove the stake. After drilling, gently flatten the area with a punch to make the Ball Bearing extraction easier. When reassembling, replace stakes with set screws.

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There are three depressions and “staking”: Drilled and flattened: Taped for 4 x 0.7 mm set screw.

Picture not available.

Remove Unit from Shaft STEP 4

Remove Bearing from Housing Install Bearing into Housing STEP 5

Continue with the steps listed in All Series – Part 2 section.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 54 16.4.1.3 105 (early) This may be the same as the “staked” version above, but the author has not worked on a 105 for a long time, so this section was added based on shop manual. These Bearing Holders also have “stakes”. The 105 shop manual says: “Take the bearing out of the support with a punch”. But then goes on to say “Replace the support if distorted during disassembly”. They probably should be drilled out. STEP 2 The Shop Manual’s photo for installing the new bearing implies there are 3 staking points.

. STEP 3-5 Same as 750-101 section above.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 55 16.4.1.4 105 (late) & 115 STEP 2 STEP 3 Push Center Support Unit off the driveshaft using appropriately sized press CAUTION this step is not in the Series 3 or Series 4 Spider factory shop manual! • Remove the bearing retaining ring

plates; being careful not to deform shaft threads. •

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STEP 4: Push bearing out of Center Support • Being sure to start the install from the correct side of the carrier …. • Use custom pusher • Using hydrohalic press and the proper tool(see above) that pushes only on the inner race, install the new bearing • Install the retainer. CAUTION: This is what happens when proper “pusher” is not used. Damaged seal from pushing on seal area or outer race

Grease got out; dirt got in

CAUTION: the bearing is against a “stop”, it goes in and comes out only from one side. This is not mentioned in the shop manual.

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16.4.2 Reinstall 16.4.2.1 750-101 STEP 1: STEP 2: More steps not in factory manual. • Place Spacer on shaft • Temporarily place slingers into carrier to verify they were not distorted • Place 1st slinger on shaft (and shim if required) during removal process. • Oil shaft where bearing will reside • Check that each slinger touches only the center race and not the carrier. • Using hydrohalic press and the proper tool to press, which only contacts Remember the slinger must rotate with the bearing, without touching the the center race of the bearing; install the bearing & carrier onto the shaft stationary carrier. The factory tool is A.3.0412, but any steel tube with OD 40 mm and ID 32 • If found to be distorted, repair or replace. mm at least 65 mm long will work. • If distortion is not the problem, add a 30 x 42 x “thickness needed” shim between bearing and slinger. • Verify that the flange nut spins onto the shaft easily. If not review Hardware / Threads – Front Shaft & Nut section STEP 3: STEP 4 • Place 2nd slinger on shaft (and shim if required) • Torque nut to prescribed value • Install woodruff keys on shaft (at slight starting angle) • For castle nut, watch as you approach the bottom of the range and stop • Place spring on shaft when you can insert the cotter pin. • Oil inside of flange • Install, as appropriate, • Position the flange over the shaft paying attention to the alignment marks • cotter pin you added. • pal-nut (smooth side against 1st nut), finger tight plus ¼ turn. • Carefully align the flange with the woodruff keys • Push flange on enough to be sure it is straight. • Add a drop of oil to the flange and threads • STEP 5 If replacing U-joint, do that first. If not, couple the Front Shaft Flange and the U-joint Flange. 16.4.2.2 105 (early) Basically, the same as 750-101

16.4.2.3 105 (late) & 115 Basically, the same as 750-101

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 58 16.4.3 Bearing Terminology Clearance It is not a quality rating.

Internal clearance is the play within a ball bearing. It is the geometrical clearance between the inner ring, outer ring and ball. It is a critical factor in bearing selection that will directly impact bearing life. It is often overlooked, particularly as to how it is reduced by interference fits.

Radial clearance is the play between the ball and raceway perpendicular to the bearing axis. Axial clearance is the play parallel to the bearing axis and is typically at least 10 times greater than the radial clearance. Generally, internal radial clearance will be reduced 80% of the interference fit amount.

Too little or too much internal clearance will significantly influence factors such as heat, vibration, noise, and fatigue life.

Rating system: C2, CN (also known as C0), C3, C4 It appears that Alfa driveshaft bearings are C3 2RS 2RS: two rubber seals JEM In the aftermarket, SKF uses the designation “JEM” for deep groove Found on a sample, but after reading SKF explanation, this might have been a ball bearings that are primarily used in electric motor applications. previous owners aftermarket installation. • “J” designates a steel cage • “EM” designates electric motor quality • C3 radial internal clearance • GJN is a urea-based high temperature grease that offers a wide range of operating temperatures and is quiet running.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 59 16.4.4 Cross Reference Series Model Gearbox Alfa Part # Size (mm) Type Alternatives Source 30 x 62 x 24 Class: radial/deep SKEFKO 5G-88506 Owner 750 Spider groove ball bearing Made in the UK (AlfaBB) SKF catalog for SKF 24g-88506 Tunnel 1365.24.401 Details: double 1365.24.401 (AlfaBB) sealed, internal • FAG 502728 Alfa Owner 9/59 & • SKF 88506/C3 Clearance: ? 12/62 • New Departure XD88506 Class: ball bearing Found on: 750 All • Sprint with Tunnel 30 x 62 x 16 RIV (Italy) ALN30 Details: single row, Case (eBay box: C3 clearance) 1365.24.428 Conrad seal • AR*378208 – 23k Tunnel (105.39.15.123.00) mile, 1963 Spider Split (605.166920) • FAG 6206.2RS Footnote 29 Alfa Owner 12/62 • New Departure 99506 Purchase from Alfa KBC (Korea) 6206D 2133 supplier 101-1300 All Split As above 101-1600 All Split As above • 105 SKF 6206-2RSJEM All Split As above Sample, aftermarket? • 115 Internet says: C3 clearance) In 2018, FAG is owned by Schaeffler; Timken is owned by Fafnir, and SKF labels some of their bearings MRC.

29 This cross reference to 105-number was found on a Parts Price List. Cross reference to 605 number from sample from Alfa dealer. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 60 16.5 Sliding Joint If it will be disassembled: • As you pull the Sliding Joint off, stop as soon as the splines appear. Now add alignment marks to the Sliding Joint and to the Rear Section shaft where it is reduced in size (a good location is in line with the grease zerk). • Fully clean out the old grease. • Always replace Spline Gasket. See Miscellaneous Other Hardware section for dimensions • Fill the splines with new grease and then reassemble. 16.6 U-joint CAUTION: If one U-joint must be replaced it is recommended that all U-joints be replaced, and with all the from the same manufacturer. This eliminates the possibility of different moments-of-inertia caused for different flexibility or different weights; which will cause vibration.

WARNING: before buying replacements, check the cross-reference list for what fits; many Alfa aftermarket suppliers are not suppling the correct unit for 750 and 101-1300. 16.6.1 U-Joint Education 16.6.1.1 How To Measure

• U-Joint caps must be compressed when measuring dimensions G1 & G2 • Unfortunately, no vendor every provided information on how much force to use. • The author has been unable to duplicate the G measurements listed in manufacturer catalogs

16.6.1.2 Press Fit When the U-joint cap is pressed into the Yoke hole, the material of the cap undergoes slight compression. This induces the cap to exert a normal force onto the inner surface of the hole. At the same time, the hole presses inward, as it also goes through a slight expansion because of the insertion of the cap. This normal force contributes to the generation of a large friction force which holds the two components together. The amount of force required to push the cap into the hole is dependent on “tolerance”. Unfortunately, the calculations for determining the proper tolerance are far from straightforward. Aside from the dimensions of the cap and hole, including chamfer on the cap will also cause a shift in the values. The type of steel or cast iron impacts the calculation. The intended operating temperature for the part being assembled also needs to be considered.

Why is this being discussed? Because, for example, the original Hardy-Spider U-joint used in the 750 and 101-1300 had caps of 23.83 mm diameter. Some vendors offer replacement U-joints that have caps of 23.84 mm diameter. Can they be used? • Practical Machinist website provides this: Generally, there are three types of fit: running fit (slide in with your hand), light press fit and heavy press fit. Moving from one type to the next, can be a thousandths of an inch change in size. • A retired machines Internet group that 0.01 mm would have considerable impact on the force required to install. This collaborated the authors experience attempting to install the 23.84 version before replacing it with a 23.83 version. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 61

• Bottom line, don’t take the change of damaging the Yoke, get the right U-joint. 16.6.1.3 Zerk or No Zerk? A very good YouTube video by Weber State University automotive instructor went through why the modern No Zerk is better. 16.6.1.4 U-joint Weight Another interesting part of the Weber State video was comparing the weight of OEM U-joints against aftermarket U-joints. Many aftermarket U-joints were heavier, which is not desirable in a spinning object. U-joints are constantly speeding up and slowing down; heavier ones will increase the moment-of-inertia; which will slow the desired speed change. 16.6.2 Snap Rings CAUTION: When removing original snap-rings, treat them gently you may have to reuse them; as many replacement U-joints come with snap-rings that are too thick. Think about a 0.2 mm axial movement of the joint, is the same as 0.2 mm runout of the driveshaft; but the specification for maximum runout is 0.10 mm.. HINT: retain a collection of snap-rings, different snap-ring manufacturers or even unit-to-unit variation can be 0.25 mm (0.010”). The author has seen a reference to Spicer selling various thickness snap-rings (0.057-0.065”) as a separate catalog entry.

750-101 750-101: 1960’s Hardy-Spicer 105-115 Spicer Current Production From 607.11616 package:

CAUTION: Review section Evaluation / U-joint Yokes for method of verifying snap-rings are fully seated into the groove. 16.6.3 Removal NO HAMMERS! NO IMPACT WRENCHES! An arbor press is the recommended tool, which has a limit off 2-3000 pounds force. A hydraulic press will also work, but it is easy to use too much force.. • If not previous done, add alignment paint marks to both Yokes. • If present, remove grease zerk. • Start with the U-joint caps that are in the Yoke Ears that have parallel sides. • Position the flange over a “catcher” with ID just larger than the U-joint cap’s OD and tall enough to accommodate cup

………….. picture to be added

• Using special tool, push the Cross of the U-joint until just before the Cross bottoms out against the Yoke Ear. • Using Vice-grips wiggle off the cap. • Push U-joint back fully into the remaining cap. • Flip over and again using the special tool push out the 2nd cap. • Repeat the process but using a 5 degree wedge under the catcher to compensate for the angled yoke ears.

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………….. picture to be added

• Remove the Cross. • Clean the area where the U-joint caps were. • Use a 90-degree pick and clean the snap-ring grooves. 16.6.4 Evaluation • Examine the surfaces where the U-joint caps were or gouging or rust. • Examine the Yokes for damage or distortion. These are frequently damaged from improper U-joint removal. When pushing U-joint out, if pushed too far the If the flange is not perfectly aligned with the The second type of damage is most likely to edge of the inner hole can be damaged as shown. direction of the press forces, the cup can gouge happen: This must be repaired before new U-joint can be the hole, as in this photo: • to the flange welded to the shaft when installed. attempting to remove the 2nd cap • when removing either cap from removal removeable flange’s “angled side” (photo shows problem than must be overcome with shims under the support):

Depending on how bad the gouge is, the shaft may be unusable.

• Use a small half-round “Swiss” file. • Polish with a brake cylinder hone

• Don’t overdo material removal, the new U- joint caps must be a light press fit. Even if neither of these problems is apparent, the force needed to remove old U-joints can bend the flange. Below is a method for checking.

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• The author fabricated a gauge to check. Insert How to use: gauge and both snap-rings to verify proper fit. • Measure the width of a good (no deformed) snap-ring for later reference

• Install one good, not deformed, snap-ring • Install gauge • Install second good snap-ring. • Verify snap-ring fully into groove by How to fix: comparing to original measurement • If it almost fits, go through your snap-ring collection for an appropriate thickness one that will fully install into the groove. • About the only way to reset to original dimension is with a BRASS hammer (don’t overdo it)

• The length is exactly the length of the U-joint. • The diameter is slightly less, to all finger pressure installation, but it must be large enough to test alignment of two holes and that If you cannot install, the flange has been bent they are still perfectly round. inward. • Check that there is no axial movement of gauge. If there is, the flange has been bent outward.

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• Examine original snap-rings to determine if they can be reused. See example of unusable snap-rings in photos below 750-101 750-101: 1960’s Hardy-Spicer 105-115 Spicer Current Production

16.6.5 Installation 16.6.5.1 Test Installation Follow this procedure to avoid a lot of grief and potential damage during installation. • Before actually installing new U-joints first verify the yoke has not be deformed and select the set of Snap-rings to be used in real installation. • Using the appropriate Test Rod for the Alfa series being worked on, verify that the test rod will just pass through both holes. • Install on Snap-ring, verifying it is fully seated in the groove. • Insert Test Rod • Install 2nd Snap-ring, verifying it is fully seated in the groove. Selecting a thickness that will work. The above procedure is in effect checking the “line bore” of the yoke. • Verify that the Test Rod has axial movement greater than zero (don’t pre-load the bearings); but no more than 0.05 mm (0.002”) axial movement. CAUTION: no axial movement causes premature bearing failure; excessive axial movement means driveshaft vibration!

• Remove both Snap-rings and label which yoke they will be used for. 16.6.5.2 Actual Installation CAUTION: U-joint manufactures worn that you must maintain the original position of the bearing cap. Why? One reason is the prescribed amount of grease in each cap; since some will stick to the trunnion of the cross interchanging caps will alter the amount. HINT: put a paint mark on one cap and the cross piece, since you should only have 2 caps off at any one time. CAUTION: Spicer says you must not lubricate the exterior of the U-joint cup or the Yoke where they will go prior to assembly; as this might allow cup rotation during use which will quickly ruin the bearing.

• With the cap at the bottom of the Cross, pull off the cap and set aside facing upward so the needles do not fall over. • Flip the Cross over and pull off the other cap and set aside

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• Starting with the Yoke with the non-parallel Ears. • Install the Cross into the Yoke Ear, with your paint mark at the bottom • Keeping the cap, with paint mark, open upward, push into the Yoke Ear as far as you can with your fingers. • Settle the Cross into the cap. • Set the cap on to the press plate • Place a smooth heavy steel bar, wider than the Yoke Ear on top of the upper Yoke Ear • Pressing on that bar, push the cap flush with the Yoke CAUTION: if using a hydraulic press be extremely careful not to use too much force (there is little “feel” with this type of press). • Holding the Cross so it will not fall out, inverse the Yoke • Push the 2nd cap into the Yoke Ear as far as you can with your fingers. • Set the 7 degree wedge on the press plate • Set the cap onto the wedge, verify vertical pressure • CAUTION: make sure the Cross in partially engaged into both caps. • Place the steel bar on the yoke and begin to press cap flush with Yoke Ear. As you slowly press, keep moving the Cross up and down and rotate to be certain engagement is proper and none of the needles have fallen out of place. • Now both caps are now flush with the Yoke Ears, but they need to go in further to install the snap-rings. • Using a plug smaller than the cap (old bronze starter bushing is good choice), push the first cap just enough to be level with the bottom of the snap-ring groove. CAUTION: don’t go too far, stop when you think you are close and try installing the snap-ring • Start with a pair of matched thickness snap ring, the thinnest in your collection. • Install the 1st snap-ring • Repeat with 2nd cup. • Verify that the U-joint freely rotates. Binding can be caused by: • Too thick of snap-rings • The cups being driven too deeply into the yoke. • A needle that fell out of place inside the cup.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 66 16.6.5.3 Axial Play / Centering Rudimentary test: Once a unit is assembled, holding the heavier section, verify the other section will fall under its own wight. Turn 90 degrees and repeat. Detailed test: The axial play must be greater than zero (don’t pre-load the bearings); but no more than 0.05 mm (0.002”) axial movement. • The snap-ring thickness is changed (in matching pairs) to adjust the play. • HINT: create a mount that can be held in a vice from a thick piece of steel (approximately ¼”) with holes drilled to match the Yoke. 1st Direction • With secured Yoke in vertical position. Hold down on the driveshaft and “zero” Lift up on driveshaft and take reading • Clamp indicator base to the steel plate and indicator place indicator on driveshaft.

2nd Direction • Rotate driveshaft ¼ turn Push down and zero. • With secured Yoke in horizontal position. Pull up and take reading • Clamp indicator base to the steel plate and place indicator on driveshaft.

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Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 68 16.6.6 Cross Reference CAUTION: • The Dana – Spicer 2018/12 online PDF catalog listed “5-101X” or “25-101X” for every Alfa from 1954 “1900” through 1979 Spider. This is not correct. • The SKF 2018/12 online PDF catalog listed “UJ413” for all Alfa Romeo 1954-1994; again, not correct. • The listed Dana-Spicer and SKF units are different dimensionally! Believed to be an original 1365.24.805 Series Model Gearbox Size Alternatives Source Alfa Part # Installed Size Vendor’s # Samples Dana-Spicer D: 0.938” (23.83 mm) 1365.24.805 D: 23.830 5-101X (made in USA) G: 2.411” (61.24 mm) Dana PDF dated 750 All Tunnel (with grease zerk) G: 61.450 25-101X (made in China) Snap-ring thickness 2018/12 Footnote 30 0.058”, # 1-7-29 Della Concordia Ugo S.r.l. Companies’ internet D: 23.84 (0.939”) CR 05 catalog 2021/06 listed O: 61.30 (2.413”) (with zerk) Alfa 1365.24.805 These were acquired from USA Alfa aftermarket parts vendors – the • From Alfa vendor Della Concordia Ugo S.r.l. Companies’ internet caps are too wide – will not work D: 23.84 CR 38 / 23.84 x 61.3 catalog 2021/06 lists O: 61.30 (no zerk) Innocenati, Lada, Case tractor 101-1300 All Split Same as 750 Della Concordia Ugo S.r.l. D: not measured Footnote 31 D: 24.0 mm CR 25/24 x 63.10 G: not measured 101-1600 All Split Not listed G: 63.13 mm SKF UJ413 D: 0.945" (24.0 mm) SKF {PDF dated (with zerk) G: 2.490"(63.25 mm) 2018/12) Not listed, but D: 24.0 mm Della Concordia Ugo S.r.l. Companies’ internet Footnote 32 D: 24.00 105 All Split G: 65.99 mm CR 25 catalog 2021/06 listed 105.12.15.030.00 G: 63.10 Footnote 33 (no zerk) 105# (607.11616) 115 All Split As above

30 Dana-Spicer 5-101X with 4/13/2020 date on box, has no indication of country of origin. The anti-rust paper wrapper was USA. The casting has no embossed numbers or other data. 31 Probably got this number during Giulia SS AR*381130 restoration, which had 105 U-joint Flanges and U-joints. 32 Spare Parts manuals do not list a part number, but purchase from Alfa dealer provided these two numbers. 33 Includes two center balancing springs, which might have invalidated the “O” measurement. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 69

Snap-rings Spicer Other Cap Diameter (D) Thickness Spicer # Thickness # 0.938” 23.83 mm) 0.058” (1.47 mm) 1-7-29 1.2 mm (0.047”) McMaster-Carr 23 mm, # 98455A716

0.945" (24.0 mm) Not offered Not offered 1.2 mm (0.047”) McMaster-Carr 24 mm, # 98455A124 How to measure, an example:

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Rebuild Page | 70 16.7 Section Assembly • Mate the two section paying attention to the alignment marks. • Torque bolts to prescribed values. .

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Installation Page | 71 17 Installation 17.1 Alignment The short front driveshaft’s horizontal and vertical alignment impacts wear on the Pawl, Pawl Bush, Flexible Joint, and Rubber Bearing Collar. 17.1.1 Vertical alignment – Front Driveshaft NOTE: The Flexible Joint is there for torsional dampening, not angular misalignment.

The desired result is a straight line from the crankshaft to the Front Shaft Flange. There will be a slope from there to the differential.

Remove the Flexible Joint and then bolt front driveshaft flange directly to the Gearbox Flange using 46 mm tubes to replace the Flexible Joint

or

Use the Flexible Joint with the Driveshaft Fork rotated so that you are directly coupling the Driveshaft Fork to the Gearbox Fork (as in photos to the right).

This will automatically align the driveshaft with the crankshaft and eliminates flex that will occur from the weight of the shaft.

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• Now raise or lower the gearbox until the driveshaft’s Rubber Bearing Collar just makes contact with its target location on the vehicle’s floor pan. • If the “Gearbox Support” doesn't reach the chassis, use spacers on the gear box support to fill the gap (see Other Evolutionary Changes section above). • If the “Gearbox Support” hits the chassis before the Rubber Bearing Collar is in its correct position, the engine is too low; use spacers at the engine mounts. Alfastop sells 1.5 mm stainless steel shims for this purpose. 17.1.2 Horizontal alignment – Entire Drivetrain

The desired result is a straight line from the crankshaft to the differential.

At least for 750 / 101 cars, the drivetrain is offset to the left; but you want the same offset throughout the drivetrain.

The desired result is for the gearbox, Rubber Collar, and differential to all have the same offset.

GB-R – GB-L = H-R – H-L = D-R – D-L

• The 750/101 drivetrain is biased toward the right (US passenger) side of the car. • Carefully measure the offset of your gearbox, Rubber Collar, and differential for the same offset. Suggested measurement location: • Gearbox at the flat area on side of casting for the silent block. • The two bolt holes for the driveshaft Rubber Collar Horseshoe. Measure from the body seam at the bottom of the rocker panels to the bolt hole. • Brake backing plates to the center of the differential yoke. Another option is inside edge of the wheel rims; but wheels are frequently bend. • Each time you are interested in the offset, so the actual measurement is not important. • The calculated offset should be exactly the same at all three points. • One typical problem is that the gearbox silent block is not centered in the rear housing of the gearbox. More ominous problems are chassis bend from a collision or use of non-OEM components.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Installation Page | 73 17.1.3 Driveshaft “Operating Angle” The driveshaft’s “Operating Angle” impacts driveshaft vibration. • Everything should be inline from the crankshaft pulley to the Front Shaft Flange. But this does not mean it is 0 degree with the horizon. • From the Spline Sleeve Yoke (arrow) to the differential is where you find the “Operating Angle” on an Alfa. • According to Dana-Spicer the “Operating Angle” should be: 1 • At least /2 degree relative to the engine crankshaft • No more than 3 degrees • The two Yokes should not be different by more than 1 degree. To check the “Operating Angle”; the vehicle must be a complete, normally loaded vehicle sitting on the tires. • Tools required: a machinist level or digital protractor (good to at least ¼ degree) to measure the slopes. • An online calculator is available: https://spicerparts.com/calculators • Rotate rear driveshaft to position Spline Sleeve Yoke horizontal relative to ground (“zero” slope relative a line from rocker panel to rocker panel). • Measure on centerline of Front Driveshaft • Measure on Spline Sleeve Yoke • Measure on Yoke at differential • Measure along edge of differential bottom cover • Turn the rear driveshaft 180 degrees and measure again (this will detect bend Yokes or shafts).

To calculate an “Operating Angle”: • If both slopes are up or both are down: subtract lesser from greater • If one slope is up and other is down: add lesser to greater. Example Spline Sleeve Yoke Operating Angle Yoke Differential End Operating angle Yoke 2.2 Yoke 2.1 Operand plus Operand minus Front Driveshaft 1.0 Differential 1.6 Net 3.2 Net 0.5 Conclusion Excessive operating angle Conclusion OK

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What to check if not within recommended values? • Is a Yoke bent (unfortunately a common problem caused by previous U-joint replacement)? • Is the rear spring ride height within specifications? • Recheck that the Front Driveshaft is in a straight line with the engine’s crankshaft. • Is the Front Driveshaft bend? • Is the Rear Driveshaft bend? 17.2 Balancing For specifications see the “Evaluation” section of document. 17.2.1 Vendor The following has been provided by others and has not been personally verified: • Driveline Service of Portland, 9041 NE Vancouver Way, Portland, OR 97211-1351, (503) 289-2264 . Ask for Roger Verlakus (1963 Sprint owner). They also will balance brake drums. • Brookline Machine Company (D.B.A Cockcroft Company) 333 Waterman Ave. East Providence, RI 02914, 401-438-3650, Fax 401-434-0549.. 17.3 Flexible Joint • Align the front shaft before installing the new Flexible Joint (see above). • Don’t remove the steel band that surrounds a new part until bolt torque is applied.

• Note instructions in 105 Shop Manual: “…the mounting bolts should be oiled to prevent them from binding in the bushings when being tightened”.

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17.4 Lubrication 17.4.1 U-joint Needles While they should be pre-lubricated when purchased, the following is provided for information purposes. WARNING: more grease is not better, the factory put in a prescribed amount of grease. 1960’s made in UK, Hardy-Spicer (GKN) box:

Fill with GREASE (1) Each Trunnion Reservoir (rubber seal) (2) Races with Rollers in position about ½ Full

Shell Retinax A Alvania No. 2 Esso Esso Beacon No. 2 Mobil Mobil Grease MP

WHERE APPLICABLE FIT LUBRICATOR BOSS (zerk) FACING TOWARDS CENTRE OF SHAFT

17.4.2 Zerk Series Model Gearbox Item Alfa Part # Size (mm) Source U-joint 1365.24.417 ¼-28”, 1.16” total length, only 0.26” threaded #: Pub 776 750 All Tunnel Spline Sleeve 1365.24.416 ¼-28”, probably tapered, 0.55” total length Size: measured 101-1300 All Split As above Pub 776 101-1600 All Split As above Pub 1016 17.4.3 Oil Specification Item Specification Quantity Source Pawl Bush – Driveshaft front Shell Retinax G 105 Giulia Shop Manual Pub 1222 R2 (12/1968) section AGIP F1 Grease 15 Fill 115 Spider Shop Manual Pub PA4466 (2/190) Footnote 34 Shell Darina Ax (Norm 3631-69408)

34 The Rubber Grease Seal keeps the grease from being contaminated and helps keep the rubber donut in proper alignment Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Lubrication Page | 76

15 (+/- 5) grams, Spline Sleeve cavity Same as Pawl Bush Same as Pawl Bush 0.52 (+/- 017) ounces Searching on AGIP F1 Grease 15 indicated it was a NLGI n.1 grease. Another site described NLGI n.1 for use with “Heavy-duty over-the-road applications, including tractors and trailers, delivery fleets, dump trucks. Description of consistency is “tomato paste”. A NLGI n.1 product from Shell: Gadus S2 V220 AC, multipurpose, extreme pressure grease, wet conditions

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18 Hardware 18.1 Bolt manufacturer: • Some cars use bolts from LOBO. • Some cars used bolts from Fontan Luigi S.p.A., Veduggio Milano, Italy (symbol “2F”, “3F” or “4F” as identified from USA Defense Department publication of manufacturer logos). • This does not appear to be year of manufacture related; the author has a 750 driveshaft and some NOS 105-series bolts from this manufacturer. • Bolt at gearbox marked “80” and bolt at differential marked “100”. This is probably tensile strength in kg/sq.-mm.

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Hardware Page | 78 18.2 Bolt Installation Direction 18.2.1 750-101 Bolts @ gearbox - Bidirectional 1955 Owner’s Manual: Bolts Shop Manual: Bolts Pub 776 Table 58: Bolts Pub 776 Table 72: Bolts

Same orientation in 4-59 Manual Bolts @ Front Section to Rear Section – Bolt Head Slip Joint Side 1955 Owner’s Manual Shop Manual Pub 776 Table 72

Same orientation in 4-59 Manual Bolts @ Differential – Bolt Head Driveshaft Side 4-1959 Owner’s Manual Shop Manual Pub 776 Table 72

Not illustrated

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Hardware Page | 79 18.2.2 105 Early Bolts @ gearbox – All One Direction Conflicting images in manuals, No personal experience Bolts @ Front Section to Rear Section – Bolt Head Slip Joint Side Conflicting images in manuals, No personal experience Bolts @ Differential – Bolt Head Driveshaft Side Conflicting images in manuals, No personal experience 18.2.3 105 Late - 115 Bolts @ gearbox – All One Direction Pub 2227 Pub 2227 Shop Manual

This was verified by the inability to insert the bolts from the driveshaft side.

Bolts @ Front Section to Rear Section – Bolt Head Slip Joint Side Shop Manual

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Bolts @ Differential – Bolt Head Driveshaft Side Shop Manual

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Hardware Page | 81 18.3 Dimensions Bolts @ gearbox Series Model Gearbox Beginning Chassis Ending Chassis Item Alfa Part # Size (mm) Source Bolt 1365.24.007 Footnote 36 a x b x 73 Sprint 1493.03000 Washer ? a Pub 5622 Tunnel 1st Footnote 35 Nut ? a x b Pub 776 Spider 1495.01200 Palmutter ? a x b • Sprint 1365.24.059 Footnote 38 • Spider Bolt 12 x 1.5 x 70 (105.16.15.306.00) Footnote 39 after above Pub 5622 Tunnel To last # Washer 2140.16722 Footnote 40 13.2 x 23 x 0.5 Footnote 37 Pub 776 Nut 2120.20071 12 x 1.5 (6.9 thick) Palmutter 2120.20250 12 x 1.5 750 Bolt 1365.24.013 10 x 1.5 x 65 Tunnel Washer 2140.16721 10.5 Pub 5622 Berlina (with 10 1st 1488.06500 Nut 2120.20070 10 x 1.0 Pub 776 mm bolts) Palmutter 2120.20249 10 x 1.0 Bolt 1365.24.060 a x b x 62 Tunnel Washer ? a Berlina (? 12 mm 1488.0650 ? Nut ? a x b Pub 776 ?) Palmutter ? a x b Berlina Split 1488*20801 Last ? 12 mm ? 101-1300 All Split 1st Last Same as 1365.24.059, etc. group above Pub 776 Bolt 105.16.15.306.00 12 x 1.5 x 75 101-1600 All Split 1st Last (605.15852) Pub 1016 Washer, Nut, Palmutter as above 105 All Split 1st Last As above Pub 1251 115 All Split 1st Series 3 As above Pub 1849 Bolt 605.15852 12 x 1.5 x 75 1991 Washer 1350.7417 115-2000 Spider Split Series 4 Last 13 x 20 x 2.0 Spider (2140.16657) microfiche Nyloc Nut 608.00838 12 x 1.5

35 Pub 5622 actually lists 1365.24.007 as being up to 1493.0300, but the follow-up bolt is from 1493.03001. So, it has been assumed the final 0 was accidently left off. 36 It has not been determined if this is a 10 mm or 12 mm bolt. 37 Owner of 11/1956 Sprint Veloce reports 70 mm bolts. 38 Bolts are part thread type, polished where not threaded. 39 Pub 983 Supplement provided cross reference number. 40 Ground, hardened washer, ID 13.3, OD 23.0, commonly referred to as a “shim washer”. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Hardware Page | 82

Bolts @ Front Section to Rear Section Bolts @ Differential . Series Model Gearbox Beginning Chassis Ending Chassis Item Alfa Part # Size (mm) Source 8 x 1.0 x 22 Bolt 2100.20042 part thread Pub 5622 750 750 Tunnel 1st Last Lock 2140.16805 8.2 Pub 776 washer Nut 2120.20044 8 x 1.0 101 All Split 1st Last As above Pub 776 101-1600 All Split 1st Last As above Pub 776 • 105-1600 Pub 1251 All Split 1st Last As above • 105-1750 Pub 3780 9 x 1.5 x 24 Bolt 115.09.15.167.01 115-2000 All Split 1st Series 3 Partial threaded Pub 5717 Nyloc nut 115.09.15.168.00 (605.18449) 9 x 1.5 Bolt 2100.20218 9 x 1.5 x ? 1991 Spider 115-2000 Spider Split Series 4 Last Nyloc nut 605.18449 9 x 1.5 microfiche

Nut(s) @ Front Shaft Flange Series Model Gearbox Beginning Chassis Ending Chassis Item Alfa # Size Source For 750-101 see the earlier “Mysteries & Conclusions – 750/101” section Standard nut 2120.15060 20 x 1.5 Pub 1313 105 All Split 1st Last Palmutter 2120.20254 20 x 1.5 Pub 5798 115-2000 All Split 1st Last As above Pub 1841 ? Nut 608.00651 ? 1991 Series 4 Spider Spider ? Nut 1260.3470 ? microfiche

Center Support Bolt 2100.02660 8 x 1.0 16 750 All All 1st Last Pub 776 Lock washer 2140.16805 8.2 101 All All 1st Last As above Nut 2120.20044 8 x 1.0 105 Early All All 1st Last Pub 993 Lock washer 2140.1704 8.2 • 105 Late Nut 2120.20054 8 x 1.25 All All 1st Last Pub 1841 • 115 Lock cupped 2100.81434 8.2

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Hardware Page | 83 18.4 Threads – Front Shaft & Nut Correct torque cannot be applied to old threads that have been damaged. • Use a “Rethreading Die” on the shaft threads and a “Rethreading Tap” on the nut. These are also referred to as “Thread Chasers”. Do not use tap and die for cutting new threads; that will cause permanent damage to threads. It is best to use oil lubricant during the process. • K-D Tools 3287, Axle Spindle Rethreading Set, includes a 20 x 1.5 mm die. • Lisle Tools 12220, for “NOx Sensor Holes” is a 20 x 1.5 mm tap. 18.5 Torque Values 18.5.1 750-101 No specification found, however: • The same spring is used through 1994 Spider. • The non-castellated version of nut (2120.15060) is the same as found in 1972 2000 Spare Parts Catalog. Alfa’s part cross reference supplies a strange 10726713 number; where the 1991 microfiche has 608.00651 which does not appear in the backwards cross reference. • The torque is listed in the 115 Shop manual and is probably reasonable. 18.5.2 105 Shop Manual Propeller Shaft, Rear Axle and Suspension, publication 12226 (12/1968): N-m Kg-m Ft-lb Nut for Flange on front shaft Not listed 25 – 29 Bolts for coupling two driveshaft sections together 3.5 – 4.0 (300-348 inch-lbs.) Bolts for coupling rear shaft to differential As above Bolt for driveshaft to gearbox 4.5 – 5.5 33 - 40 18.5.3 115 Workshop Manual 1991 Year 50 Stated, publication 4466 (2/1990): N-m Kg-m Ft-lb Nut for Flange on front shaft 98 - 137 10 - 14 72 - 101 27 – 29 Bolts for coupling two driveshaft sections together 37 - 39 3.8 – 4.0 (324-348 inch-lbs.) Bolts for coupling rear shaft to differential As above Bolt for driveshaft to gearbox 54 -56 5.5 – 5.7 40 - 41

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Hardware Page | 84 18.6 Miscellaneous Other Hardware Woodruff Key@ Front Shaft Flange Series Model Gearbox Beginning Chassis Ending Chassis Alfa Part # Size (mm) Source • Sprint • Sprint 14930300 Tunnel 1st 1365.24.404 ? Pub 5622 750 • Berlina • Berlina 1488.06500 All Tunnel after above To last # 1365.24.064 (607.07217) See below Pub 5622 101-1300 All Split 1st Last As above Pub 776 101-1600 All Split 1st Last As above Pub 1016 • 105-1600 Pub 1251 All Split 1st Last As above • 105-1750 Pub 3780 1991 Spider 115-2000 Spider Split 1st Last As above microfiche

1365.24.064 measurements from a used part. What is the “Nominal size”? The next chart lists standard metric sizes. None appear to precisely match above example. Measurements of a new 3/16 x 3/4” appear to be a good match and this is further supported by the fact that Hardy-Spicer was an USA company.

Nominal Size For Shaft Width Bore Depth “D2” Diameter “B” “H” 4 x 5 3.5 13 4 x 6.5 10 - 12 4 5 16 4 x 7.5 6 19 5 x 6.5 4.5 16 5 x 7.5 5.5 19 12 - 17 5 5 x 9 7 22

5 x 10 8 25 6 x 7.5 17 - 22 6 5.1 19

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Sliding Spline Section

Series Model Gearbox Beginning Chassis Ending Chassis Alfa # Function Specification Source To Fix Spline Ring- 1365.24.413 Footnote 41 Sample Replace nut Spline 22 x 32 x 4 mm 7 3 Gasket /8 x 1 ¼ x /16 inches 1365.24.414 Cork (but felt is Footnote 42 Replace 750 All Tunnel 1st Last probably better choice) 25.9 x 32 x 0.75 mm Spline (8.4 mm gap) 1365.24.415 Sample Replace Washer 1 x 1 ¼ x 0.03 inches (0.33” gap) 101-1300 All Split 1st Last As above 101-1600 All Split 1st Last As above • 105 All Split 1st Last Not listed • 115

41 5 Unresolved: 33 x 1.0 mm or 1 /16- 28 inches. These are Hardy-Spicer parts, which was an USA company, so could it be “inch” sized instead of metric. 42 Size based on crumbling cork sample and the internal diameter of washer. Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Hardware Page | 86

Rubber Collar Horseshoe Series Model Gearbox Beginning Ending Alfa # Dimensions Info Chassis Chassis Source 750 All All 1st Last 1365.24.009 Sample 101-1300 All Split 1st Last As above Pub 776

101-1600 All Split 1st Last As above Pub 776

• 105 Completely different • 115

Copyleft --- sharing with Alfa community Originally provided by Carl R. Davis Send correction to [email protected] 750-115 Driveshaft Problems Page | 87 19 Problem Resolution 19.1.1 Clunks under Acceleration The following has been provided by others and has not been personally verified: • Version 1: Take hold of the driveshaft near the Bearing Holder and try to rock it up & down. You will probably find that you can make it thump by hand. Look for visible cracks in the Rubber Bearing Collar and look to see if it is sagging. If any or all of these is the case, then you need a new Rubber Bearing Collar. • Version 2: Missing trailing arm (4) washers. • Version 3: The problem is caused by the differential rotating up at the front. Put the back of the car up on ramps (jack stands won't work). The car has to be resting on its rear wheels and then apply a jack to the front of the differential. (Place a block of wood in between to protect the differential.) Apply a bit of pressure to rotate the differential as it would under acceleration, and see what's hitting the underside of the car. Look carefully. You'll find it. • Version 4: Incorrect bolts used to connect front drive shaft to the Flexible Joint. Example had 2 that were too long. When the Flexible Joint bends under high torque conditions, the bolts hit a curved section of the gearbox case. This moves the Flexible Joint back and pulsates through the drive train actually causing the rear axle to rock back and forth. The harder the acceleration or deceleration, the more violent was the pulsing. • Version 5: Worn Pawl Bush in end of short shaft. The gearbox output shaft Pawl is supposed to center in the Pawl Bush, and the Flexible Joint should have only the engine's load. Wear makes the drive shaft flutter. 19.1.2 Shuddering While Backing up The following has been provided by others and has not been personally verified: • Alignment of the drive line is very important (see above section). The height of the rear of the gearbox is usually the problem. 19.1.3 Vibrations See the Evaluation / Vibration section earlier in this document.

The following has been provided by others and has not been personally verified: • Check the tightness of the large bolt that holds the mounting hardware to the gearbox. This is the large bolt that holds the piece onto the gearbox to which the Flexible Joint is attached. I removed the driveshaft and obtained a large socket wrench suitable for this nut. It seemed very tight with no noticeable play but I put a wrench on it and torque it down maybe a third of a turn further at the most. Silky smooth drive shaft ever since. • Use two hose clamps around the driveshaft with the screws together, to start, at the opposite side of the shaft from the maximum deflection under vibration. I found the point of maximum deflection by touching a screw driver lightly to the rotating shaft which left a mark. The two hose clamps noticeably reduced vibration, and still more when they were counter rotated slightly. 19.1.3.1 Weird Occurrences • Bad vibrations ultimately traced to the Gearbox Fork’s mounting hole not being in center of fork. • Bad vibrations from prior owners welding up the gearbox Machined Pawl to an oversize and drilling out the Pawl Bush to match; but neither perfectly round or straight. • Two Bearing Spacers installed, which prevented the Front Shaft Flange from fully seating onto the shaft’s taper. Torsional forces when accelerating / deaccelerating caused the Front Shaft Flange to rock on the shaft. • The metal insert in the Flexible Bearing were too long and caused misalignment of the Rubber Bearing Collar to its target location on the vehicle’s floor pan.

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