SERVICING INSTRUCTIONS AND ILLUSTRATED PARTS LIST FOR THE HEWLAND LLS GEARBOX

Transcription

1 SERVICING INSTRUCTIONS AND ILLUSTRATED PARTS LIST FOR THE HEWLAND LLS GEARBOX HEWLAND ENGINEERING LTD, WALTHAM ROAD, WHITE WALTHAM, MAIDENHEAD, BERKSHIRE, SL6 3LR, ENGLAND Engineering Limited PAGE

2 Description CONTENTS Page Description Page Technical Specification 4 Recommended Tightening Torques 5 General Notes 6 Differential Bearing Preload 7 Bevel Gear Setting 8 Pinion Shaft Setting 9 Crownwheel & Pinion Backlash Setting 0 Sequential Barrel Setting Gearbox Assembly (Manual shift) Gearbox Assembly (Pneumatic shift) 4 Ratio Change 5 Powerflow Differentials 6 Adjustable Powerflow Differentials 7 Differential Settings 8 Illustrated parts list 9 Conversion Between Manual & Semi- Auto Selector Barrels 30 Differential Options Illustrated Parts List 34 Conversion Between Standard and Adjustable TLT Differentials 37 EMA Differential 38 Output Flange Options 39 Tooling 40 Inverted gearbox assembly 4 Technical Bulletins 44 Manual History 45 Engineering Limited PAGE

3 ILLUSTRATIONS Description Page Description Page Fig. Differential Bearing Preload 7 Fig. Bevel Gear Setup Sheet 8 Fig. 3 Pinion Shaft Setting 9 Fig. 4 Crownwheel Backlash Setting 0 Fig. 5 Sequential Barrel Setting Fig. 6 TLT- Powerflow Differential 6 Fig. 7 TLT--A Adjustable Differential 7 Fig. 8 Differential Setting Table 8 Fig. 9 Output Assy Exploded View 0 Fig. 0 Output Assy Exploded View Fig. Casings Exploded View Fig. Layshaft Assy Exploded View 3 Fig. 3 Pinion shaft Assy Exploded View 4 Fig. 4 Manual Shift Assy Exploded View 5 Engineering Limited Fig. 5 Pneumatic Shift Assy Exploded View 6 Fig. 6 Input Assy Exploded View 8 Fig. 7 Anti Vibration Mounting - SA Use 9 Fig. 8 Barrel Conversion 30 Fig. 9 TLT- Diff Assy 35 Fig. 0 TLT--A Diff Assy 36 Fig. TLT Diff Conversion 37 Fig. Output Flange Options 39 Fig. 3 Tooling 40 Fig. 4 Inverted Assy 4 Fig. 5 Inverted Assy 4 Fig. 6 Inverted Assy 4 Fig. 7 Inverted barrel setting 43 Fig. 8 Inverted barrel setting 43 PAGE 3

4 TECHNICAL SPECIFICATION The LLS gearbox is a transaxle unit, designed for mid-engined, rear wheel drive cars. The unit is produced with six forward gears, reverse, and a range of differentials. The gear selection mechanism is sequential, R-N The drive is taken from the engine via the clutch shaft, which turns input and pinion gears to drive the final transmission assembly. Gear changing is effected through non-synchronising face dogs. An extensive range of gear ratios provides a wide range of gearing requirements. The gear ratios and differential assembly can easily be changed without removing the gearbox from the vehicle. Gear actuation is available with either a mechanical or pneumatic system. Heat treated nickel chrome steel is used to manufacture all gears and shafts. The selector forks are also steel. Lubrication is by internal pump with distribution circuit, and the oil is retained by lipped oil seals. Weight: Aluminium 66kg, Magnesium 58kg st to 6th gear ratios:.85: to 0.96: Oil type: 75W90 or 75W40 Final drive ratios: 9/3, 0/3, /3, /3 & 3/3 Oil quantity: 5.8 pints (3.0 litres) Max. torque: 450lbs.ft (60Nm) Engineering Limited PAGE 4

5 RECOMMENDED TIGHTENING TORQUES General nut and bolt torque settings:- Specific component torque settings:- (Where Specific component thread details are similar to General nut and bolt details, the tightening torques listed in this section must be adhered to for these components.) Pinion shaft nut tightening torque = 63 Nm (0 lbs.ft) Crownwheel bolt tightening torque = 00 Nm (75 lbs.ft) Selector Barrel nut tightening torque = 55 Nm (40 lbs.ft) Pinion Head bearing bolts = 30 Nm ( lbs.ft) Engineering Limited PAGE 5

6 GENERAL NOTES a) Read these instructions carefully and with reference to the illustrations. b) Before dismantling the gearbox, see that a clean tray is available, in which to place the parts. c) Thoroughly clean and inspect all parts before reassembly. Discard any worn or damaged components and replace with new ones. d) Use only genuine Hewland parts as replacements. These are manufactured in our workshops to the fine tolerance necessary and are rigorously inspected. e) Always ensure that locknuts, and oil seals are in good condition when reassembling. f) All studs and screws must be Loctited or wirelocked in position, unless stated otherwise g) Bearing Replacement :- Bearings can only be removed or renewed if the casings have been warmed in an oven, or with a blowlamp. In the latter case, keep the blowlamp moving while heating the casing. Note: Do not overheat. Test with a spot of water which will bounce off at the correct temperature. Once a casing is heated, all bearings should be pressed into their respective seatings without delay, thus eliminating the need to reheat. At the correct temperature, fitting the bearings should present no difficulty. During cooling, or when the casings have cooled, it is advisable to once more lightly press the bearings to ensure that they are correctly seated. h) Oil: Fill the gearbox through the plug hole on top of the maincase. The oil will find it's own level within the gearbox. Note: Too much oil will not directly cause any harm, but is undesirable as it may induce power loss and overheating of internals. Engineering Limited PAGE 6

7 DIFFERENTIAL BEARING PRELOAD Assemble the differential (3), ensuring that the bolts are fitted using Loctite 648 retainer, and are wire locked. Bolt the crownwheel (70) to this assembly, again ensuring that the bolts are fitted using Loctite 648, and are wire locked. Using the shims (34) & (9) from the original build as a guide, fit the outer race of bearings (() & (4) with TLT diff or () & () with EMA diff) to the maincase and side cover. Fit the inner race and bearings (() & (4) with TLT diff or () & () with EMA diff) to the differential case. Offer up the differential assembly to the maincase (78) and fit the sideplate (69). Adjust shims (34) & (9) as necessary to achieve 0.0** /0.0** of preload, giving **/** lb ft (**/** Nm) torque to turn. (With bearings oiled.) The suggested method for setting the differential bearing preload is to create axial float between the diff bearings (() & (4) with TLT diff or () & () with EMA diff) and measure this with a DTI. Then calculate the amount of shim required (34) & (9) in order to remove all of the float and add the required preload. Axial float can be created by removing shim (34) & (9) or by adding a uniform sized washer over each sideplate stud before the sideplate is secured in place. If this latter method is used the washer thickness must be taken into account when calculating the required shim (34) & (9) thickness. Each differential type requires different spacers. The page titled variable parts, shows which spacers should be used with which differential and CWP. There is no requirement to set the pinion head bearing preload as this is done at the factory. Engineering Limited SHIM FIGURE PAGE 7

8 BEVEL GEAR SETTING SHEET EXPLAINATION & SETUP TOLERANCE A typical example of a bevel gear setting sheet can be seen in adjacent illustration. The information relevant to the setting of the bevel gears is as follows: a) Pinion Setting. The information required for this is the feeler gauge dimension. See following section for procedure to set the pinion shaft. The tolerance on positioning the pinion shaft is the exact feeler gauge size to For example, the pinion is set correctly on adjacent example when a feeler gauge dimension of between to is achieved. b) Crownwheel backlash setting. The tolerance on the minimum backlash setting is 0 to The average backlash variation is the difference between minimum and maximum backlash that may be measured at any possible pinion shaft tooth to crownwheel gear tooth mesh position. See following section for procedure to measure the backlash. Rotate the bevel gear pair and take backlash readings at various different mesh point positions until the difference between minimum and maximum readings taken is same as the value for the average backlash variation on the setting sheet. For example, the two extremes that this pair on adjacent illustration could be set at and still be to correct specification is: Minimum backlash Maximum backlash 0.0 Minimum backlash Maximum backlash 0.03 FIGURE Engineering Limited PAGE 8

9 PINION SETTING Requires special tool No.SK-48 & SK-45-A & B Press the pinion head bearing assembly (4) onto the pinion shaft (70) Heat the maincase as described on page 6. Along with the nominal shim pack (87) Insert the pinion shaft and bearing assembly into its location bore in the maincase. Fix into place using screws (6) and spacer plate (86). Assemble the spacers and hubs (7), (7), (73) & (3) onto the pinion shaft. Fit bearing (5) and the pinion shaft nut (9). Using special tool SK-45-A & B (see tooling page) tighten the nut to the torque specified on the recommended tightening torques page. Fit tool SK-48 into the maincase diff bearing bore, and use feeler gauges to measure the gap between the tool and the pinion front face. This clearance should comply with the dimension indicated on the pinion shaft label (also etched on the head of the pinion shaft), and can be adjusted by adding or removing shims (87) from behind the pinion head bearing housing (4). Alternatively, the pinion mounting distance can be measured with a height gauge, and set to the dimension indicated on the pinion shaft label (also etched on the head of the pinion shaft). Important Note:It is imperative to check the selector barrel setting after changing or resetting a pinion shaft or pinion head bearing. It is not correct practice to replace a pinion shaft without measuring the setting distance, even if the old and new shafts have the same calibration. It is also good practice to renew the pinion head bearing if the pinion shaft is being replaced. Engineering Limited FIGURE 3 PAGE 9

10 CROWNWHEEL & PINION BACKLASH SETTING Requires special tool No. SK-44 With the pinionshaft correctly fitted, and the correct differential bearing shims ascertained, the actual backlash can be measured by means of a dial test indicator (DTI) against the relevant crownwheel & pinion ratio mark etched in the face of tool SK-44. Assemble the spacers and hubs (7), (7), (73) & (3) onto the pinion shaft. Fit bearing (5) and the pinion shaft nut (9). Using special tool SK-45-A & B (see tooling page) tighten the nut to the torque specified on the recommended tightening torques page. Place tool SK-44 over the pinion shaft nut (9) and rotate the pinion shaft so the DTI shows the backlash between the gears. Be sure to take at least 6 backlash readings, turning the crownwheel degrees between each reading (this is to ensure that any variation due to manufacturing tolerances are taken into account. The correct backlash figure should be taken from the card supplied with the gears. If the measured backlash is incorrect, rectify it by removing some shims (34) or (9) from behind one diff bearing, and inserting the equivalent amount of shim behind the other, thus moving the diff across in the maincase. Do not add or discard any shims, as to do so will affect the differential bearing preload. Note: Dummy bearings can be used to ease the shim change during the setting procedures. However, before fitting the actual differential bearings, it is important to compare their width with that of the dummy bearings and compensate the shim thicknesses for any difference. Engineering Limited FIGURE 4 PAGE 0

11 SEQUENTIAL BARREL SETTING Requires special tool No.SK-375 & SK-43 Build up the assembly and bolt the fork setting fixture to it as shown. Rotate the barrel into neutral using a pin through the hole in barrel between 3rd-4th and 5th-6th gear. Measure and record the gap between the dogfaces of st through to 6th gear. Any differences in the gaps must be averaged out by replacing the barrel spacer (3) with one of a different size. Once the barrel position is set, secure the nut in place with Loctite 43, nut retainer, and torque the nut (39) as given on the tightening torques page. Note that it is not possible or necessary to set the forks individually. Tool SK-43 can be used to aid the fitting of the selector forks (36, 85) into the barrel (77) before the rail (84) is in place. FIGURE 5 Engineering Limited PAGE

12 GEARBOX ASSEMBLY (Manual shift configuration) A) It is assumed that all bearings, oil seals, studs, oil jets, and dowels are already fitted into their casings. B) Slide the reverse idler top hat bush (46) into place in the maincase (78), then push it in as far as it will go. Slide the second reverse idler top hat bush (46) into place, then pull it towards the rear of the maincase. Press the bearing (54) into the reverse idler gear (75), slide the sleeve (47) into the bearing, and position the gear between the bushes. Push the reverse idler top hat bush (46) towards the rear of the maincase, fit the screw (), and lockwire. C) Press the dowel (35) into the maincase, and secure the detent arm (05), trunion (53), and spring (06) into the maincase using screw (6) and washer (55). D) Position the pawl (0) in the slot in the selector rack (49), and press dowel (30) into place ensuring that it does not protrude outside the rack outer diameter, and allows the pawl to move freely. Slide the washers (50), spring (), and sleeve (5) onto the rack and secure them with circlip (6). E) Fit the quad ring seal (03) carefully onto the rack (49), then assemble the seal housing (44) onto the maincase using screws (9) ensuring o-ring (00) is fitted. Fit the spring carrier (43), into the maincase, oil the rack liberally and slide it in, ensure that it travels back and forth without sticking. Feed the barrel into the barrel bearing (6) secured in the maincase. It will be necessary to lift the pawl (0) up and rotate the barrel detent arm (05) so as to let the barrel pass. F) Slide the plunger (), spring () and washer (37) into the rack and secure with circlip (5), then fit rack cover (4) and o-ring (00), using screws (9). NB. If the gearbox has not yet been fork set, then delay this step, as it easier to push the pawl up if it has not yet been fitted with its return spring. These parts will need to be removed before the barrel can be removed. G) Fix the bell crank bracket (68) on the maincase using screws (8). Assemble the bell crank (5), bearings (7), spacer (48), shim (53) and washers (65) to the maincase, and secure with screw (3) and nut (95). Note: Select shim of a thickness so as not to load the bracket lugs when tightening the bolt. This could cause sticking. Ensure that the selector operates smoothly in both directions, and self returns to it s normal position. H) Fit the bearing (7) onto the clutchshaft (76) and secure using circlip (5). Fit oil seal (4) into slave adaptor (38), and slide the slave adaptor over the clutchshaft to enable fitting of bearing circlip (6). Offer up clutchshaft assembly to the maincase with oring (8) in place and secure with screws (9). Engineering Limited PAGE

13 I) The gear cluster can now be loaded into the maincase, (this is assuming the pinion shaft, and pinion bearing have been set as described on the previous pages). pinion gears, spacers, hubs, bearings and clutch rings can be slide onto it. It is necessary to fit the relevant selector forks in conjunction with their clutch ring, locating the selector fork pin into the barrel track, once all four forks are correctly located with their clutch ring, and the barrel, then the selector rail (84) can be slid through all of the forks and into the maincase. Using the comb tool, SK-43 may aid this process. Secure the assembly with nut (9) tightened to the specified torque locking ring (93) & circlip (4). The layshaft, input gears, and spacers can now also be assembled into the maincase. NB The pinion gears may need rotating in order to allow the input gears to pass and mesh correctly. J) Fit the gear cluster and differential oil spray rails (37, 67). Place oil filter (47) with cover (48), spring (6) and oring (0) into the maincase and secure with circlip (7). Fit oil transfer tube () with orings (97) into maincase. Fit oring cord (50) into the maincase at the rear for the bearing carrier. K) The bearing carrier can now be fitted with barrel bearing (3), lip seal (66), pot spigot (40) and shaft bearings (8) & (88). This can now be assembled together with the maincase. Now fit the oil pump (45 & 46) and cover (89) with oring cord (99) upon the rear of the layshaft and secure in place with screws (36) and washers (65). L) Presuming the differential bearing preload and crownwheel & pinion backlash has been set (see relevant previous pages) the differential and sideplate assembly may now be fitted to the maincase. M) Fit all ancillary parts, oil filters, breather and all oil fittings etc. Refer to illustrated parts list for part references. Engineering Limited PAGE 3

14 GEARBOX ASSEMBLY (Pneumatic shift configuration) A) All assembly details are as for the manual gear shift with the exception of the rack. B) Position the pawl (0) in the slot in the selector rack (9), and press pin (30) into place ensuring that it does not protrude outside the rack outer diameter. Slide the washer (50), spring (4), and sleeve (0) onto the rack and secure them with circlip (6). This spring has a finite life and will weaken with use. A new spring has a free height of.000. It is also advisable never to re-use the circlip (6). Slide the plunger (), spring () and washer (37) into the rack and secure with circlip (5). Slide rack assembly into the rack bore of the maincase. C) Carefully mount the glide rings (0) and hydraulic seals (0) onto both of the pistons (8), fit a spring (5) into both piston housings (4), and slide the pistons in after them, it is essential that the pistons are fitted into the housings correctly with the hydraulic seals positioned furthest away from the selector barrel. D) The piston housings (5) can now be secured using screws (9) to the maincase ensuring that oring (00) is fitted to both. Refer to illustrated parts list for part references. NB. If it is necessary to remove the barrel from the maincase without removing the rack, then this can be achieved by removing the piston housing, and piston from the right hand end of the rack, so exposing the rack end. The 5mm set screw located in the rack can now be removed, and a suitable tool can then be pushed up the Ø5mm hole that runs up the centre of the rack. This tool can then lift the pawl against its return spring, so allowing the barrel to pass underneath it and out of the maincase, once the barrel bolt has been removed. The 5mm set screw must be re-fitted using a suitable thread sealant to ensure the gearbox oil does not leak up through the rack. Engineering Limited PAGE 4

15 CHANGING GEAR RATIOS A) With a drip tray placed beneath the gearbox, remove the drain plug/magnet (**) and drain the oil. B) Remove the M8 nuts (94) securing the bearing carrier (79), and take it off the maincase. It may be necessary to tap lightly on the lugs provided to break the seal. Use a soft hammer for this purpose, never use a screwdriver to lever between joint faces as this may damage the faces and impair the seal efficiency when reassembled. C) Remove the circlip (4), locking ring (93) and then undo the pinion shaft nut (9), using SK-45-A & B. Withdraw the selector rail (84) about 3/4 until it becomes diengaged from the maincase, then move it to the left to disengage the selector forks (85, 36) from the barrel. D) Remove the pinion gears (80, 8, 83), hubs (7, 7) and clutch rings (74) from the pinion shaft. Slide the input gears (80, 8, 83), and spacers (34, 35) from the layshaft (8), then withdraw the layshaft from the maincase. E) Replace the gears with the required ratios. Gears are supplied in matched pairs, one for the mainshaft and one for the layshaft. Each gear is marked with two sets of numbers. The first of these indicates the number of teeth on the layshaft gear, while the second figure signifies the number of teeth on the mainshaft gear which mates with it. Both gears of each pair are marked in an identical manner. It is essential that gears are correctly paired to these numbers. Note: On all first gears, the gear teeth are machined integral with the layshaft. In such cases, therefore, if a first gear ratio change is required, the layshaft itself must be changed. F) Whilst changing ratios, it is advisable, as a matter of course, to wash and inspect all components which are to be used again before refitting. Check for wear and cracks, particularly to the clutch rings. Also examine the selector forks for heavy or uneven wear. G) Reassembly is the reverse of disassembly. Take care, when refitting the gear cluster into the maincase, to ensure location of the layshaft into it's front bearing. Some mechanics find assembly easier if the layshaft bearing inner track is pre-fitted in the casing, rather than onto the end of the layshaft. Slide the selector rail forwards to engage in the maincase. Check that all of the selector forks are correctly located in the barrel, this is aided by using comb tool SK-43. Engineering Limited PAGE 5

16 POWERFLOW DIFFERENTIALS: TLT- AND TLT--S (Not applicable to EMA Diff) This powerflow differential unit is designed with versatility as it's major asset. Many factors will contribute to the settings required. A car with good traction and low power, may require a completely different arrangement to that of a car with poor traction and high power.there are 0 friction plates within the unit (4 splined to the diff casing, and 6 splined to the side bevel gears). Slip limiting is dependant on the friction resistance between these plates, and is affected by clamping the plates together. Four factors contribute to the total friction torque between the plates :) The side bevel gears thrust apart to clamp the plates as they transmit the driving power. This is a feature of the gear geometry, and is not adjustable. ) The side ring gear ramp angles have an effect on how much of the transmitted torque is converted into sideways (clamping) force onto the plates. For example, on the drive side of the ring gear, 45 degrees transmits less sideways force than 30 degrees. Likewise on the coast side of the ring gear, an 80 degree angle will transmit little or no clamping force onto the plates, whereas a 45 degree angle will transmit a much greater force. The side rings gear are available with many different drive/coast ramp angle combinations. 3) The second adjustable factor is how tightly the plate stack is compressed on assembly (known as static preload). The preload torque is measured between the side bevel gears, by holding one side bevel gear stationary, and measuring the torque required to turn the other. NB. Figure 6 shows a belleville spring fitted to the plate stack, that can be used to maintain static preload during the running in period. 4) The final adjustment is simply to re-order the plate stack so as to change the number of relatively rotating faces. The diagram shows the stack setup with the maximum working faces. Standard stack may be shuffled to give as few as working faces. Engineering Limited FIGURE 6 Note: Due to wear, preload spacers in powerflow differentials should be checked and reset periodically PAGE 6

17 ADJUSTABLE POWERFLOW DIFFERENTIAL (TLT--A) The TLT--A has the advantage of allowing external preload adjustment by the turning of a worm screw. To adjust the preload of the differential, insert tool SK-63 into the worm and turn anti-clockwise to compress the spring to increase the preload. Turn the worm clockwise to decompress the spring and decrease preload. The maximum preload that can be wound onto the differential whilst using friction surfaces is roughly 50lbsft. Fewer friction surfaces will not allow such a large preload figure. Access to the worm adjuster whilst the differential is in the gearbox is possible through the top cover () FIGURE 7 Engineering Limited PAGE 7

18 DIFFERENTIAL SETTINGS (Only applicable to TLT type differentials) This table is intended as a quick reference guide to percentage lock for various setting permutations. 30 degree ramps with working plate surfaces has been set as the 00% benchmark. Percentage Rating Ramp Angle No. of Friction Surfaces FIGURE 8 Engineering Limited PAGE 8

19 ILLUSTRATED PARTS LIST Engineering Limited PAGE 9

20 OUTPUT ASSEMBLY With TLT- & TLT--A differential FIGURE 9 Engineering Limited PAGE 0

21 OUTPUT ASSEMBLY With EMA- differential FIGURE 0 Engineering Limited PAGE

22 CASING PARTS FIGURE Engineering Limited PAGE

23 LAYSHAFT ASSEMBLY FIGURE Engineering Limited PAGE 3

24 PINION SHAFT ASSEMBLY IT IS ESSENTIAL TO ALWAYS RE-FORK SET THE GEARBOX IF THE PINION SHAFT HAS BEEN REPLACED FIGURE 3 Engineering Limited PAGE 4

25 IMPORTANT NOTE:GEAR SHIFT ASSEMBLY (MANUAL GEAR SHIFT ONLY) ITEM 39 BARREL BOLT MUST BE LOCTITED AND TIGHTENED TO THE TORQUE SPECIFIED ON PAGE 5 WHEN ITEM IS FITTED ADD A SMALL AMOUNT OF SILICONE SEALANT FIGURE 4 Engineering Limited PAGE 5

26 GEAR SHIFT ASSEMBLY (PNEUMATIC GEAR SHIFT ONLY) ALL OTHER GEAR SHIFT PARTS ARE IDENTICAL TO THOSE USED IN THE MANUAL GEAR SHIFT ASSEMBLY. Semi-Auto detent arm parts (DS spec neutrally detented) FIGURE 5 Engineering Limited PAGE 6

27 RACK ASSEMBLY CONVERSION MANUAL PARTS Posi on Part Number 7 BEA-6 35 F3A-0-9A 44 LLS FTR FTR FTR FTR FTR FTR HP-M LD LLS-0-77 LLS-60-M 95 NUT ORI ORI-7 05 PCT-60-0 SCR-07 SCR- 3 SCR-56 8 SCR-357 SPR SPR TMT-60-4 TMT TMT TMT WSH CIR-3 Engineering Limited Qty 4 * 4 Descrip on BALL BEARING DOWEL ** PLUNGER PLUG SPACER TUBE SELECTOR RACK SELECTOR RACK WASHER SLEEVE - TRAVEL STOP BELL CRANK SOCKET CAP SCREW ** WASHER BELL CRANK BRACKET SELECTOR BARREL MANUAL KAYNUT O-RING O-RING DRUM STOPPER ** SOCKET SET SCREW SOCKET SET SCREW SOCKET CAP SCREW LOW HEAD SOCKET CAP SCREW COMPRESSION SPRING COMPRESSION SPRING POT SPIGOT RACK END COVER RACK SPACER RACK END SEAL HOUSING SHIM WASHER CIRCLIP Manual shift Rack Assembly Exchange for ** These changes only apply to gearboxes built to Pneumatic (SemiAuto) spec. from 04 onwards as they use the DS barrel with additional neutral detent feature Pneumatic Shift Rack Assembly (Semi-Auto applications) PNEUMATIC PARTS Posi on Part Number 0 BEA CPK-60-9 CPK CPK LLS-60-99B 6 SCR LLS-60-S 77 LLS-60-DS 0 ORI-3 05 LLS-60-99A 7 SCR SPR-7 5 SPR-3 4 TMT WSH PLU-048 Qty * * See page 30 for barrel conversion Descrip on WEAR RING PISTON SELECTOR RACK SELECTOR RACK WASHER SUPPORT (DS BARREL) ** SOCKET CAP SCREW (DS BARREL) ** SELECTOR BARREL SEMI AUTO SELECTOR BARREL (04 onwards)** VL SEAL STOPPER (DS BARREL) ** ANTI ROTATION PIN COMPRESSION SPRING SPRING PISTON HOUSING WASHER BLANKING PLUG PAGE 7

28 INPUT ASSEMBLY FIGURE 6 Engineering Limited PAGE 8

29 ANTI VIBRATION MOUNTING OF ROTARY POTENTIOMETER (SEMI AUTO USE) FIGURE 7 Engineering Limited PAGE 9

30 CONVERSION BETWEEN MANUAL AND HEWLAND SEMI AUTO SELECTOR BARRELS When switching the gearbox configuration from manual to semi automatic, the sensor drive needs to be changed to facilitate our preferred gear position sensor installation. This can be performed by changing the sensor drivers as shown below. LLS-60-M Pre 04 parts did not have this profile feature (required for DS spec parts ~ additional neutral detent which is now standard for Hewland spec. Pneumatic/Semi-Auto applications) Manual Selector Barrel Assembly EXCHANGE FOR Semi Auto Selector Barrel Assembly LLS-60-DS (was LLS-60-S pre 04) Check compatibility of donor barrel - LLS-60-DS requires this profile feature (LLS-60-S does not) FIGURE 8 Engineering Limited PAGE 30

31 Posi on Part Number BEA-079 BEA-4 BEA-6 BEA-86 BEA-63 BEA-360 BEA-406 BEA-407 BEA-47 BEA-44 CIR-08 CIR-084 CIR-89 CPK-60- CPK-60-3 CPK-60-5 CST-0-4 CST-0-3 DG-9-A DGB-05- DGB-39-0 DGB-44-0 DGB-44- DGB-44-4 DOW-00 DOW-063 DTR-60-7# Engineering Limited Qty 6 Descrip on COMPRESSION SPRING NEEDLE ROLLER BEARING NEEDLE ROLLER BEARING DOWTY WASHER ROLLER BEARING BALL BEARING BALL BEARING BALL BEARING NEEDLE ROLLER BEARING WEAR RING TAPER ROLLER BEARING TAPER ROLLER BEARING BEARING INNER TRACK PINION HEAD BEARING CIRCLIP CIRCLIP CIRCLIP PISTON SELECTOR RACK SELECTOR RACK WASHER CORE PLUG OIL TRANSFER TUBE CIRCLIP TAPER ROLLER BEARING EXTERNAL CIRCLIP INTERNAL CIRCLIP BALL BEARING O-RING DOWEL DOWEL BARREL SPACER * See page 34 Posi on Part Number EMA- * TLT- * EMA-3-3A * EMA-3-3B * EMA-3-3C * LLS-06-A * LLS-06-B * LLS-06-C * EMA-3-4 F3A-0-9A LLS-60-99B F3A-44-3 F3D-36- FGC-05-3 FGC-05-4 FGC-8-AT * LLS-8 * LLS-8- * LLS-8- * LLS-8-AL * LLS-8-BL * LLS-8-CL * NLT-8-TRIPOD * FT-9-A FT-44- FTR-0- LLS-0-35 FTR-0-36 FTR-37- FTR-37- FTR-60- Qty 6 Descrip on DIFFERENTIAL ASSEMBLY DIFFERENTIAL ASSEMBLY OIL MUFF OIL MUFF OIL MUFF DIFF SPACER DIFF SPACER DIFF SPACER SHIM DOWEL SUPPORT (DS BARREL) SOCKET CAP SCREW WASHER BALL BEARING LIP SEAL DRIVE SHAFT DRIVE SHAFT DRIVE SHAFT DRIVE SHAFT TRIPOD ASSEMBLY TRIPOD ASSEMBLY TRIPOD ASSEMBLY TRIPOD ASSEMBLY CIRCLIP OIL SEAL BEARING RETAINING PLATE PLUNGER PLUG REVERSE IDLER SPIGOT SLEEVE SPACER TUBE PAGE 3

32 Posi on Part Number FTR-60-3 FTR-60-4 FTR-60-5 FTR-60-7 FTR-60-8 HC-37- HP-M-7039 HP-M-9004 HP-M-905 HP-M-9037 HP-M-9038 HP-M-9039 HP-M-904 HP-M-9054 SCR-08 HP-N-9006 HYD-068 LD-0-9 LIP-04 LLS-0- LLS-0- LLS-05-A LLS-05-M LLS--RATIO LLS-6-A LLS-8-A LLS-3- LLS-3-S LLS-37 LLS-39LLS-60-M Engineering Limited Qty Descrip on SELECTOR RACK SELECTOR RACK WASHER SLEEVE BELL CRANK SPRING TRUNION NEEDLE ROLLER BEARING DRUM WASHER MAGNETIC DRAIN PLUG RING DOWEL BANJO JOINT SEALING WASHER BANJO BOLT DOWTY WASHER SOCKET CAP SCREW SOCKET CAP SCREW (DS BARREL) SOCKET CAP SCREW ADAPTOR WASHER OIL SEAL RATIO SPRAY RAIL BELL CRANK BRACKET SIDEPLATE ALUMINIUM SIDEPLATE MAGNESIUM CROWNWHEEL & PINION ASSY HUB HUB REVERSE CLUTCH RING CLUTCH RING REVERSE IDLER GEAR CLUTCH SHAFT SELECTOR BARREL - MANUAL * See page 34 Posi on Part Number LLS-60-DS LLS-30-A LLS-30-M LLS-30-A LLS-30-M LLS-RATIO-H LLS-RATIO-HUB LLS-RATIO-INT LLS-RATIO-L LSF-46 LSF-49-A LSFB-0-5 LSFB-5-3 LSGA-0- MLI-08- MLS-05- * TLT-05-A * TLT-05-B * TLT-05-C * TLT-05-E * TLT-05-F * NLT-05-A NMT-30 NMT-30- NUT-004 NUT-005 NUT-008 ORI-00 ORI-7 ORI-065 ORI-8 Qty Descrip on SELECTOR BARREL - PNEUMATIC DRESSED MAINCASE - ALUMINIUM DRESSED MAINCASE - MAGNESIUM DRESSED BEARING CARRIER - ALUMINIUM DRESSED BEARING CARRIER - MAGNESIUM 5TH/6TH GEAR RATIO PAIR HUBBED ND GEAR RATIO ST GEAR LAYSHAFT SET 3RD/4TH GEAR RATIO PAIR SELECTOR RAIL REVERSE SELECTOR FORK SPACER PLATE PINION HEAD SHIM BEARING OUTER TRACK OIL PUMP COVER SIDEPLATE SPACER SIDEPLATE SPACER SIDEPLATE SPACER SIDEPLATE SPACER SIDEPLATE SPACER SIDEPLATE SPACER SIDEPLATE SHIM MAINSHAFT NUT LOCKING RING KAYNUT KAYNUT KAYNUT O-RING O-RING O-RING O-RING PAGE 3

33 Posi on Part Number ORI-70 ORI-3 ORI-7 ORI-56 PCT-60- LLS-60-99A PCT-60-3 SCR-005 SCR-089 * VG-- * SCR-0 SCR-07 SCR-7 SCR- SCR-56 SCR-75 SCR-80 SCR-39 SCR-349 SCR-357 SGT-44-3 SPH077-M3 SPH078-M3 SPR-057 SPR-058 SPR-7 SPR-3 SPR-4 SPR-5 STU-06 STU-036 Engineering Limited Qty Descrip on O-RING VL SEAL QUAD RING O-RING DRUM STOPPER STOPPER (DS BARREL) COIL SPRING SOCKET SET SCREW HEX HEAD SCREW CROWNWHEEL BOLT SOCKET CAP SCREW SOCKET SET SCREW SOCKET CAP SCREW SOCKET SET SCREW SOCKET CAP SCREW SOCKET CAP SCREW COUNTERSUNK TORX SCREW HEX HEAD SCREW ANTI ROTATION PIN LOW HEAD CAP SCREW SOCKET CAP SCREW PAWL PLUNGER COMPRESSION SPRING COMPRESSION SPRING COMPRESSION SPRING SPRING COIL SPRING DISC SPRING STUD STUD * See page 34 Posi on Part Number TE-0-4 TE-66 TLS--3 TLS-3-A TLS-34-4 TLS-34-5 TLS-50 TMT-0- TMT-58- TMT-60- TMT-60- TMT-60-4 TMT-60-5 TMT-60-6 TMT-60-7 TMT-65-4 LLS-65-5 TMT-66 TMT-66-A TPT-44-3R VG-0-9 WSH-07 WSH-08 WSH-067 PLU-048 CIR-3 AVM-00 HP-M-906 SCR-89 TMT-0- ZH47-0 Qty Descrip on COVER PLATE OIL FILTER MAINSHAFT SPACER REVERSE PINION GEAR LAYSHAFT SPACER LAYSHAFT SPACER SELECTOR FORK SPRAY RAIL ASSY SLAVE ADAPTOR BARREL BOLT POT SPIGOT PISTON HOUSING RACK END COVER RACK SPACER RACK END SEAL HOUSING IDLER ROTOR DRIVING ROTOR OIL FILTER OIL FILTER COVER SOCKET CAP SCREW SEALING STRIP WASHER WASHER SHIM WASHER BLANKING PLUG CIRCLIP ANTI VIBRATION MOUNT SOCKET BUTTON HEAD SCREW SOCKET BUTTON HEAD SCREW MOUNTING PLATE OLDHAM COUPLING PAGE 33

34 VARIABLE PARTS Qty Qty Qty Item No Part No FGC-8-AT LLS-8 LLS-8- LLS-8- LLS-8-AL LLS-8-BL LLS-8-CL NLT-8-TRIPOD EMA Differen al Output tripod to suit GI87 Joint EMA Differen al 3:3 CWP Qty EMA Differen al Output flange (6 holes M0 x.5 on 94mm PCD) EMA Differen al :3 CWP Qty TLT Differen al Output tripod to suit GI87 Joint EMA Differen al 9:3, 0:3 or :3 CWP Qty TLT Differen al Output flange (6 holes M0 x.5 on 94mm PCD) TLT Differen al 3:3 CWP Engineering Limited TLT Differen al :3 CWP Part No TLT- EMA- EMA-3-3A EMA-3-3B EMA-3-3C LLS-06-A LLS-06-B LLS-06-C MLS-05- TLT-05-A TLT-05-B TLT-05-C TLT-05-E TLT-05-F SCR-089 VG-- TLT Differen al 9:3, 0:3 or :3 CWP Item No Qty Qty Qty Qty PAGE 34

35 TLT- DIFF ASSEMBLY FIGURE 9 Engineering Limited PAGE 35

36 TLT--A ADJUSTABLE DIFF ASSEMBLY FIGURE 0 Engineering Limited PAGE 36

37 CONVERSION BETWEEN STANDARD AND ADJUSTABLE TLT DIFFERENTIALS EXCHANGE FOR FIGURE Position Stock Quantity Description Number code 9 TLT-4 DIFF END CAP Engineering Limited Position Stock code Quantity Description 7 DTR-3-4 ADJUSTER WHEEL 8 NLT-3-5 CARRIER 9 FTR-3-0 DETENT PIN 0 HIS-3-8C WORM SCREW SPR-066 DISK SPRING 3 SPR-9 COMPRESSION SPRING 5 TLT-4-A DIFF CAP PAGE 37

38 EMA- DIFF ASSEMBLY Engineering Limited PAGE 38

39 OUTPUT FLANGE OPTIONS FIGURE Engineering Limited PAGE 39

40 TOOLING Engineering Limited FIGURE 3 PAGE 40

41 CS-94 Assembly Inverted version of LLS/LWS gearbox FIGURE 4 Engineering Limited PAGE 4

42 CS-94 Assembly Inverted version of LLS/LWS gearbox Cont. Main case FIGURE 5 Bearing carrier FIGURE 6 Engineering Limited PAGE 4

43 CS-94 Assembly Inverted version of LLS/LWS gearbox Cont. Mark vertical line Barrel setting for Neutral/reverse plunger assembly. Set up barrel/fork setting as normal ensuring you torque the selector barrel nut to level indicated on page 5 (40 lbs ft).. Once setting is complete ensure the barrel is in the neutral gear position and mark/scribe a vertical line onto the barrel nut as shown in fig 7 3. Remove the barrel nut from the barrel (this can be done with out removing the entire barrel assembly from the main case). 4. Press the barrel insert (CS-94-D) into the bore on the nut ensuring the higher of the steps on the insert is 90 out to the line you marked/scribed (fig 8). FIGURE 7 5. Assemble the barrel nut back onto the barrel and ensure that it is torqued to the level indicated on page 5 as before. 6. Assemble the plunger assembly into the gearbox and check operation is correct, with the plunger blocking neutral and reverse selection. Engineering Limited FIGURE 8 PAGE 43

44 Technical Bulletins Engineering Limited PAGE 44

45 Manual Modification History Date 3/07/00 5/05/0 4/06/0 7/06/0 4/09/0 8/09/0 //0 6/05/0 04/0/0 5//03 //03 Engineering Limited Modification First Issue Page 5: New view added Page 6: Item 44 changed, Item 55 added Page 9: Item 44 changed Page 3: Item 55 added Page 5: Note added to Item Page 3: Item 46 changed from TMT-65-5 to LLS-65-5 All Pages: Various Changes: Figure numbers changed, pages re-arranged and new page added (now page 9 AVM of Rotary Potentiometer exploded view) Items 60,6,6,63,64 added to Page 33 Page 40 - Tooling Updated SK- and Sk-3 replaced by SK-39 and SK-40 Page 4, 4 & 43 added to detail inverted LLS/LWS assembly. Page 33 - Item 98, 99, 08 updated. Page 34 - Item 08 updated. Page 3 - Item 74 updated from LLS-3 to LLS-3-S Page 4 - Weight and Max. torque figures added Page 4 - Added oil quantity Pages 6, 7, 30, 3, 3 & 33 updated showing DS barrel parts for Semi-Auto spec (neutral detent) PAGE 45