(© The Avisl Sauare Fur isthe ony tly anal engine cesign to go ino mass praducion a Brih faster. (© nes designed by Edward Tuma, who Hat been takes on by Ail in 1927, a8 9 S0Dcr overhead can spons mot. © The prciype was stormed ict a ighweigt fame which combines With ts cempat conscton anc theesfee! genrox i unt, made t very iy © Piodsctoe atoralstion saw a separate four-speed gearbox and ¢ earigt fame and cyl parts: the spate image wae sloping (© The 50D Jasted the years. ring superseded by 2 60ce vrin in 1823 amid atthe sileeor mae CLASSIC MECHANICS APIECE © in 1395 Edward Tumer weesigned the Square Fou, making tnt 2 ful 1.000 an abandoning the ovahuad camshaft infact of simple, cheaper shed vate seston (© A 600cc version was made for a short pent jis ble the war (© As it tat developed, the Sous Four ene had put an wight and Yl ge was pit to wok to maka tight, (© Te new unit wit erankcases ard cyindor bed in ght aly, want en show in 1348, © Lat ofthe line was the 40 MN2,intoducd in 1953; is mest rotcenble ‘tate ws 2 fou-pie exaust system (© A Arid foursuoke predecton came ie an end in August 1959Ries eater ts the unique-four pot motor. gee ger a e Last of the line. The Iki! OHV 100ce Four manutactured from 1959 to 1988, 38 1 Adier's frst 1000ce four-cylinder model was introduced for the 1937 season to replace the 600ce overhead ccam model. The new engine hed a cast- ign overhead-valve configuration, with 65mm bore and 75mm stroke. These dimensions were to remain the same untit the model's demise in 1959. ‘The castiron engine was made until early 1940, then discontinued during the ‘war and reintroduced when the factory fesumed peacetime production late in 1945. From 1945 to 1943 this model continued with tie engine unchanged, but for the 1949 season the first ofthe alloy- engined models came in a the Mil. The rankease layout and timing side arrangement was the same as on the iron ‘model, except for the introduction of coll ignition with a now Lucas ¢ replacing the old Lucas M. he MI enzine had an alloy eylindse block and all-alloy head with the ‘exhaust manifolds integral with the bead. ‘Two exhaust pipes were used and, like the iron engine, were taken off the front of the manifold Unfortunately the MMI engine suffered from a number of design problem Excessive heat build-up in the hea caused by the exhaust manifolds bei ppart of the whole casting and an alloy of dubious quality being used. Althoush « few ponco cheaper then the material specified, this was more than outweighed Dy the expense of warranty claims made by dissatisfied customers. For 1953 the last ofthe line came in as the alhalloy MIT, and the main Consideration here was 10 improve the reliability of tho eylinder head layout. To end the factory improved the exhaust ‘manifold, making it detachable from the main casiing, whilst providing two outlets forthe pipes oa each side. The rocker sear was also revamped. In this guise the Ariel Square Four continued in prodvetion until early 1959 when the whole range of four-stroke models was Sinally dropped completely. All Square Four engines are basically the same, their differences being in detail modification which will be dealt with as Wwe go along. In my experience two main Factors are to be considered when overhauling and using any of the Square Four models. First, everything must be kept scrupulously clean, with parieular attention paid to the engine internals, making sure that all ollvays ate free of sludge and hard carbon deposits. This may sound obvious but in the crankshafts, particulary, the sludge taps are very small and efficient, and many a broken conrod has been caused by a CLASSIC MECHANICS.Remaval of oil pump. Note steel shim betw. Note breather pive. sludge build-up blocking off the oil-feed to the big ends Tis also essential to maintain a clean lubrication system at al times, with oil changes st 1,000 mile intervals, and ‘more often if the machine is oniy used for short joumeys and infrequent rallying. A good duality monosrade oil should be lused ~ modem multiaradet only cause disasters! and the original grades recommended by the factory are found to tive best results Lastly, always bear in mind that although the four-cylinder layout of the Square Four engine scunds very nice, it was not designed to be driven like a sports cai! Engine bhp varied between 34 and 40 at a maximum of 3,8007pm and sa result they were not intended to be faced or rallisd In all cases of major engine failure, 1 have found the causes to be shidge CLASSIC MECHANICS. blocking the ollways, particularly those in the cranks, and the engine having been thrashed at peak revs, The most useful ‘modification isthe fitting of an oil-cooler and the small unit used, for example, on the Triumpi/BSA three-cylinder models, lends itself readily to this application, Stripping the unit is quite straightorward and the top end on all types can be removed down to the rankease withthe engine in the feame. This reduces the weight of what is «very heavy engine and makes final removal of {the bottom end fom the frame much easier Remove the petrol tank. ‘After detaching the exhaust system ‘and control cables, remove the carbureitor which is held by two stenings tthe inlet in the conventional ‘manner. Detach the distibutor cap and HT leads, labelling them as they are removed from each ofthe plugs, Oil pump worm drive is a left hand thread fit on the end of the camshatt. Late 1956 and all 1957/6 engines are titted with the Solid steel chain tensioner to allow for thin litt between crankshaft and camshait sprockets Note three extractors to remove timing sorockets ete 1850 anv 1991/8 engines ara tea with oupiex timing chain and sprockets Gallbrated to operate the Special dynamo dive goaring which ensures an cary cutin Phase on the dyname Charging creat CYLINDER HEAD REMOVAL (IRON ENGINE) ‘Remove the rocker oil-feed pipe ard the twelve belts securing the head, including the four extended centre bolts ‘which pass through the rocker box. The dome nuts securing the rocker cover Serew on to these extended bolt, Tis advisabie to remove the rocker shafts at ths stage and this can be Tied out withthe aid of one of the extended centre bolts which pass through the rocker box. First take out the two. banjo bolts which pass through the side of the rocker bor. This exposes the ends of the rocker shafts and, after slackening Off the rocker adjusters, one of the extended bolts can be screwed into the end of each shaft whereupon the shaft ean be Pulled tree. Make a note of the rocker assemblies, and the order of the various shims. The rocker arms can then be > 39=FOUR Iited out At the same time this will facilitate removal of the pust-rods which cean row be removed from their fespective holes, All cocker gear, shafie land shims, should be carefully labelled ‘and kept in order of assembly ‘AUthie stage the exhaust manifolds ‘ean be removed from cach side of head after removing the eight (four each side) Min nuts and chrome decorative siript. Some iron engines also had alloy exhaust manifolds fied and care mast be taken to ensure that both these and the iron type are not damaged on removal. Lift the eylinder head clear and way to one side. sion to the valves requires a conventional obv spring compressor tool 8 Thtad should be emoved and placed on one side with their respective valve/spring assembly CYLINDER HEAD REMOVAL (ALLOY MKD, Remove the carb and oil-feed pipes 2s above. Note that the rocker covers can be taker olf after detaching the 1wo Securing nus on each: the rocker boxes fm these modals are intoyeal with the head. Remeve the eight head securing aus from the studs which extend nweards and through the head casting. In \idition, there are four nuts located inside the rocker boxes and four on the outside Between the second and third cylinder block fias there are twelve more nus whieh are cttached to bolts, or studs. pasting down through the block from the Sylindor head. These nuts must be lnscrewed almost to the end oF the Uiveads and the head lified so that thin sips of weod or metal can be inserted at four points. The nuts can then be Tinally unscrewed and taken out trom between the fins CYLINDER HEAD REMOVAL (MKIT ALLOY) Remove all fittings as above and then take off the eight exhaust manifold dome ruts which can be lifted clear from the Side ofthe head. If desired, the complete exhaust pipes ard silencers can be le situ and removed compiete with the manifolds after detaching the exhaust system from the frame. When Solex carburetor is fited: unscrew the three securing nuts and retaining clamp and take out the long pillar bolt which supports the clamp. Remove eight nuts on the top outside edge of the cylinder head and the nut in the centre of the head which is visible alter the induction manifold has heen taken off When SU carburetor is flued: the induction manifold can be removed after Uunserewing the three nuts and washers. «0 =SQUARE reveal io nuts in the centre of the head which must be taken out, together with the eight securing ruts on the outride edge of the cylinder head, ‘Remove the four long sleeve nuts and four standard nuts which secure the rocker box assemblies, the latter can be lined clear. Take note of the cross-over rocker oll feed pipes ~ how they are leated and the tiny ibre washers used. “The push-rode can now be lifted clear, labelled, and placed on one side. Four more nuts remain. These are located between the first and second lower fins of the eylincer block ard alter their removal the head can be lifted clear of the cylinder block, REMOVING THE CYLINDER HEAD (ALL MODELS) any dificuty is experienced in removing the head, itean usually be freed by replacing the spark plugs and tating the engine: the head will be ‘blown’ free by the compression. Do not use serewdrivers or tyre levers t0 prise the head free as this can damage the fins (on the cylinder block and head. ‘On MkI alloy models the rocker shafts can be removed by taking off the rocker spindle end nuts from the outside of the boxes and punching the spindles out using 4 soft deft. Nose the slotted Removal of the rear crankshal! outer bearing (part no.1492-97) with 1.124in bore. Bearings in crankcase (part no.1431-37) nave 1.125in bore and must not be interchanged with 1432-37. Teetn on crankshaft coupling gears are centre Goited lor correct timin The marking is duplicated and either combination may be used. Note roar crank oil seah, and red fore quietening discs on coupling gears. which in this case require replacement ‘washers used to locate the spindles inside the box. ‘On the MKIL models, make a note of the position of each rocker block ‘essembly, the protruding boss on each Side of the box and how the spindle has its bearing surface offset. The spindle fits into the extended boss side of the steel box with the longest part of the spindle, The rocker arms will slide off the spindle after removal of the small crelip| Ibcated in the grooved end of exch spindle. Spindles are located by a brass dowelled plug made from no.10 gauge Wire and thie locates the spindle by way fof a groove on each side and in direct line withthe block fixing holes. The rocker spindles are a press Rit in their Support blocks ~ take note of the oil-feed holes and the small sealing fibre washers fF © rings used at this point where the feed pipes are located. ‘Some MEIl engines had the rocker or tappet adjusters fitted (0 the valve ends lof the rocker but later engines had the acjusters fitted to the pusi-rod end of the rocker arms, (On the alloy models the valve seats are formed from a high expansion steel insert which is @ press fit in the Combustion chamber, No valve caps are Fitted on alloy models, the valves having CLASSIC MECHANICS.ao Special tools are required to remove and replace ‘eoupling gears. Front goar nut is 2 normal right hand thread. These small fibre washers must ba filted in recess in rocker pivot block to ensure oil tight joint tor rocker spindle oll feed pipe. hardened stem ends. Hardened valve caps on the ror-engined mode's must be renawed if dimpled or otherwise wor. VALVES AND VALVE SEATS Each valve should be reground 10 its respective seating and not interchanged. ‘All inlet valves neve their stems undercut ‘below the head. Grinding in is carved ‘oat in the usual way and no special tools, fre required. Valve seat angle is 45° on. fll models, ROCKER BOX REMOYAL (1937 ‘TO 1948 [RON MODELS) ‘After considerable service these models are prone to oil leaks between the underside of the rocker box and the he ‘With the valves and extended bolts removes, the head should be placed ‘upside down to reves! the two nuts Securing the main inlet manifold, Those nuts should be removed. Remove the valve guides by using a suitable double- iameter drift. This & best carried out after heating the head in an oven (extreme heat is not required) and placing it upside down on a firm Surface before driving ovt the valve auldes, Replace the rocker box using the above procedure in reverse. I t CLASSIC MECHANICS Exhaust manifold is removable alter undoing four chrome dome nuts. Two copper/asbestos washers are fitted at each side. important to make sure thatthe alloy rozker box joint face Is in good condition and the use of a modem, high heat- fesistant jointing compound is recommended on all joint faces, gaskets tte, Wellseal smeared on the valve ipides before replacement also helps to prevent oll from leaking where the guides pass through the rocker box to head Joint, EXAMINATION OF THE HEAD FOR DAMAGE AND CLEANING. BEFORE REASSEMBLY On all Square Four models particular attention should be paid to the condition Of the eylinder head, Beac-blasting the head surfaces and making good ay broken fins is essential as the engines run hhot and benefit from having the ‘maximum cooling area available. On eastiron motors, black powder coating fon hcad and cylinder ie excellent for helping to reduce engine temaperauure. Warning: With alley engine heads which have been beas blasted, particular ceare must be taken to ensure no bead is Teftin any of the recesses ofthe head. It is most important to make sure the cillways, where the oil is fed to the rockers, are absolutely clean and free of ‘any abrasive. | have seen the rocker/ Rocksr assomblios will side olf the remaining set stud, after removal of two sleeve nuts beneath cross-over cil pipe. valve gear completely destroyed 2s a result of inadequate attention to the leaning of these parts ‘On the alloy models, the ollways are 2 maze of nooks and erennivs which tap bil sludge on a grand scale, The sludge is dimicult enough to remove but it also tracts glass bead like a magnet. I Fesommend that you thoroughly clean and degrease the alloy head and blank Off all oilways before attempting to blast itelean. CYLINDER REMOVAL Removal of the eylinder block is steaightforwerd once the holding down ruts have been taken off. On the iron ‘models, it is hest to remove the Magdyno first to feciltate removal ofthe nuts located in the cylinder flange, although & suitable spanner can be made up from a. Piece of hexagon bar with an open-ended Spaner cut off and welled onto the bar at right angles. The top of the hexagon bbar-ean then be turned with 3 wrench. "The cylinder joint to crankoase can be broken by simultaneously tapping the side of the cylinder and iting upwards ~ two pairs of hand: are useful here Exeme care must be taken to prevent damage to Ure cylinder fins, beware also p> "=!SQUARE =FOUR ‘of broken piston rings and other debris ‘coming acrift during this operation, PISTONS: Piston removal can be carried out after first removing the gidgeon pin cirelips in the esual way; warm the pistons before ‘tapping out the gudgeon pins. I the pistons aged replacing, make sure you ‘mark them in the correct order The cylinders should be rebored or liners replaced/bored ifthe wear excesés .008in. Likewise the pistons should be renewed if the bearing surfaces atthe skint have worn to inerease the clearance 0.004in from standard Piston rings should be renested ifthe end gap has exceeded 0.030in and stall fend bushes should be renewed. if worn and hend-reamed to 0.6868ia — 0.6863in, or "isin minus 0.001 MAII engines had conrods with the agudgeon pin running direct in the eye of the rod. Refit the top end by following the above procedure in reverse ordee STRIPPING THE COMPLETE ENGINE Having stripped the engine down to the crankease, the timing gears can be Temoved before taking the engine out of the frame, with the bottem end held Aller removal ofthe cylinder and pistons, care must be taken to ensure that the conreds are not damaged by coming into contact with the crankcase mouth, At the same time the cranks can be held secure by inserting shafts theoush the small end eyes of the conrods and supporting tem on wooden blocks resting across the top of the crankcases ENGINE SHAFT SHOCK ABSORBER (1937-48), Release the tab washer between the two lock nots andthe assembly can hen te released. Note order of assembly. The sssembly isnot adjustable and the lock ute should befall tightened ENGINE SHAFT SHOCK ABSORBER (1949-39) ‘splined seve and cere mat it aed on this assembly. Note thet there ison ail Sct fited nent to the sprockeu coupling gear ease. For the benefit of Swners of carer models this assembly is interchangeable withthe previous srrangement no allerations tthe ear shafts being necessary ‘small modification was introdoced in 1952, consisting of a cestelaed nut aftr diling = the threaded end of the driving shat ain from the end, This Was to prevent any possiblity of the tarter type coming tndone art again i interchangeable with previows models Sig th I/M pshck onrber CRANKSHAFT COUPLING GEARS AND CRANKCASE BEARING OIL SEAL ‘On ear models ofl sometimes enters the coupling gear hossing and is forced through the cer bearing ino the primary drive case. ca the cletch housing A space ‘djstng of seal ar inoduced dvereome tis problem and was made to fthotween the bearing end the vent coupling gear, From 1948 thie Srrangement was ited es standard. broval othe coupling nears can be carried out other onthe bench or with the engine inthe frames In either case Great care must be taken when removing nead to avoid broken fins. CLASSIC MECHANICSTypical of the amount of dint that Gan be found in the erankshett Sludge traps the engine must be held secarely whist the opertion covad cur Remove the cpbog pat cover by aking off the shven sin nuts ‘Note thatthe large roller bearing housed in te cover hus an inner race whch .001in smaller on is centre Sore than those fied in the main rankoase This hearing ie cent to btsin but che problem can be overcome by ning one ofthe eatings used tthe Tain eankcese and fing twas the ad of Leoite bearing fis The two bearings tied inthe mein crankcase, slong with the one used in ihe gear cover, should be carly labelled if they ae 6 be used Remove ‘the nut from the front crankshalt coupling gear. The couring frars are now ready for extraction by ‘esos of especial ft of extractor tools sien alo ineonporate itmets for reassembling the gears on thei espe CLASSIC MECHANICS: E eC sm ian Cam folowers run-in alloy blocks Sagursd othe bass ol Be Grinder tock by a cating late, hd two sor bois wth tock muehork shafts. A complete set of those tools is essential for carrying out the work Bropery and avoiding dame othe ‘Coupling gears are a press ft on the stats, which also incorporate stee! keys. ‘The gears are exch marked with centre dots for corrset meshing with the marks in pairs so that either pair of marks can be used on reassembly, providing the single marked gear meshes between the two marks on the opporite gear ‘When fing the gears, make sure that they register correctly with the keys in the respective keyways otherwise incorrect alignment will result. Before replacing the coupling gears examine the fibre dises riveted to the face of each No valve stem end caps ara filted on the MAll engine. Pay particular atlention {0 ol feed {0 rockers, and ensure galleries in tho head aro Cleaned out | gear. These are ited 10 reduce the noise | ofthe gears or to damp out the ringing of the geare as they revolve in use, Ifthe fibre dises have deteriorated or become lone the vs hey shoul be TIMING GEAR (1937-48) Tron-engined models, and the fist alloy Mki model, have « double-plunger pump driven by a small spindle extension formed on the camshaft gear nut ‘Remove this by taking off the two hexagon nuts and lock washers and then pulling the pump off the fixed studs. Examine the pump joint face for damage ‘and remove the plugs in the base of the pimp to expose the to springs and wo balls “Thoroughly wash out the pump and its fittings in clean petrol and examine the pluagors for ary’ weer or scoring, Oil the Components before reassembly and make sure that the balls are making correct, Contact in the base of the pump body Lightly tapping the balls on to their bases Using a short steel bar has the effect of, Keeping the seating contours accurate and well sealing. Slightly stretching the springs will increase their tension, but this should not be overdone. Always use a new pump gasket on the joint face. The durclumin Sliding block Operating the plungers must be perfectly free inthe guides, but not Save any excess wear or sp-and-dsn Having removed the pump, the timing gears, consisting of magneto. camshaft ‘and crankshaft sprockets, can be wwitadrawn, The steel tensioner blade can be held down to reduce tension on the chain, whilst the sprockets are removed. ‘The camshait sprocket nut is a left hand thread and the magneto sprocket is centre taper fit. Both the camshaft and » eCrankcases apart, showing bearing housings, bushes on the timing side and rollers on the drive side. Pipe | m Secured f0 timing side returns oil from the sump filter ‘MKII pistons had the “Top Hat” shaped crown, peculiar (0 this moet =SQUARE =FOUR ranishatsprostet area eyed parallel ‘A steel oll seal washer is fitted behind the rear crankshaft sprocket and front fut. Note that the camshait sprocket is fied with the raised cemre boss inwards, ‘The magneto can be removed from its platform by taking off the top securing Sap and removiag the fixing bolt underneath, Note the position of the special joint washer between the éfankcase and the magneto crd cover. TIMING GEAR MKTII (1949-56) From the introduction of the alloy- ‘engined models the sparks were provided by a Lucas dynamo providing coll ignition and criven by a different type of sprocket to that used on the iron models vith Magdyno, ‘On MkI/MKII models a new type of timing chain tensioner was introduced 4a Conrods on the 1000cc Fours had detachable white tal shells, with the rods secuied by slotted type nuts ano split pins which were later superseded by ‘Simmonds pinnacie lock nuts. Note late type Mil motors had the gudgeon pin running direct in the small eng eye. This was adjustable, unlike the previous Welles type tensioner, and the fibre rubbing strip fited along the inside top edge of the timing chest on iron medsis ‘was no longer use ‘Crankshaft and dynamo sprockets are removed with a special extractor or claw type puller. The nut on the camshaft and cil pump drive is a left hand thread. with the sprecket keyed to the shaft, and a lipht push ft, No exicacior is required to remove the camshaft sprocket which can be eased off using light leverage. ‘On 1937-48 models the oil pump drive should have a maximum clearance of 0,00Sin only between the rear face of the dural sliding block which drives the ump and the front face of the camshaft rut. Excess clearance at this point Cause apping noise when the engine is ‘unning To remedy this, fit shims Detween the camstaft sprocket and the Securing nut until the correct clearance is obtained. The dynamo and distributor unit can be removed as one alter removing the securing nut, TIMING GEAR (1957-59) The Mil Square Four became increasingly popular with police forces in ‘Australia and New Zealand and this led to the dynamo output being stepped up to cope with the extra demand from. radio equipment, and so on. This resulted in enginos being fitted with duplex ciming chains and sprockets calibrated to operate the dynamo drive 0 that the cutin phaso was earlier. Duplex sprockets were fitted which are secured to the shalts using standard key practice and these can be withdrawn Using an extractor with bolts which corew Ino the gear. A special serew-on type extractor is available for the dynamo sprock ‘The oi pump on the MKIT models is the double-gear type driven by a worm ff the camshaft. To remove the pump, take off the three auts and slide the pump away complete with the spiral driven gear. ‘THE LUBRICATION SYSTEMS Cleanliness is essential and ideally the oil should be changed every 1,000 miles. ‘At the same time oil tanks and erankease Sump fillers should be checked and cleaned. Any good monozrade ol is Suitable: for cummer ase an SAE 50 oil is recommended, and in winter an SAE. 40, ‘On those models fitted with an oil ‘gauge, the oll pressure should record Approximately 25-35 Ib/sain, although a much higher pressure is permissible, “ihich indicates the pump is functioning, at maximum capacity and that the bressie release valve in sped wockng ‘On pre 1953 models the oil pressure is controlled by a spring-loaded release valve which operates as the pump produces e cortsin pressure limit This valve is located in the end of the front Crankshaft on the timing side and is ‘accessible after removing the large hhenagen alloy eap nut on the side of the crankease “The valve consists of a spring-loaded ball, secured by a split pin. It should be checked to ensure itis clean and that the ball is seating correctly. Any dirt trapped ‘between the ball and its soat will cause the oil pressure to drop and the gauge will record little or no pressure. ‘On engines that have seen a Tot of service or have been subject to infrequent ‘ll changes the use of modem detergent ‘monograde oils will cause dirt, or the by- products of combustion, o dislodge and Giculate in the ofl. Again, cleanliness is essential and itis always advisable to lean the system thoroughly before putting the engine back iato service. Persistent problems with dirt inthe pressuie release valve can be traced to a CLASSIC MECHANICSdirty engine! (On the MEI ongine the prossure release valve fs located in the body of the oil pump, and this should be removed and cleaned in the usual way. Lack of oil pressure can also be ireced to a week Telease valve spring: this can be cure Tehtly stretching the epring but if this fail, the spring must be renewed. IF the ball itself damaged or appears to be no onger in perfect condition, it to0 should be replaced, SPLITTING THE CRANKCASES With the top end removed, coupling sens detached, and the timing gears and fil pump dismantled, the erankeaces are ready for parting, First take off the cap nut which covers the front crankshaft and omove the nut aad cil pressure valve (1937-52 models) trom the end of the Shak. Remove the two bolis which secure the crankeates in the riddle, along with the bolts securing the halves: the cases, can now be tapped apart with a sof. hammer and the crarkshats and camshalt withdeawn, “Timing-side plain beatings should be examined and ifthe clearance excesds 0,004 0.008in the plain bearing bushes should be replaced. To remove the bushes, the crankcase half should be gently warmed, the grub screws removed ard the bashes pressed out using a Suitable mandrel or press tool Replacament bushes must be bored t© give @ finished clesrance of 0.001 0,005in after they have been refitted to the crankcase. Care must be taken to fensare that the cilways are in ine with the corresponding oil holes in the crankcase. Except for the pre 1949 fengines, which are not fitted with pins or [pnub serews to secure the timing side fain bushes, when new bushes are fitted they require dniling "sin x Main deep to receive the locating grub serew. Be ‘careful not to drill the locating hole beyond ‘sin otherwise the drill may break through into the white metal lining. “The roller bearings in the drive side ‘erankease half have their outer races secured by cirlips, These should be femoved after heating the ecankease half ‘and, having removed the circlip, the ‘outer race should drop out. The lipped Side of the outer race is located next to the crelip groove. CAMSHAFT BEARINGS The camshaft bush should be ‘examined for wear and replaced if necessary by gently warming the ‘rankease hall, when the bush can be pulled out of is housing by inserting 2 tieht fitting reamer, Turing the reamer will then enable the bush to be pulled free, New bushes must be line reamed to (0.874.0.875in after fitting, and drilled to ‘correspond with the oil holo in the housing. TAPPET GUIDES These normally give very long service and itis usually sufficient to easure that they are a comect fit in the block. If the cylinder block isto be bead blast y CLASSIC MECHANICS First of the line. The 1931 500cc OHC Square Four engine. Cleaned, itis best 10 remove the tappet {guides 1o prevent bead from being left in the engine by lodging around the guide block The guides are removed by taking Off the securing plates. which should be perfectly fat, snd pulling fee CONRODS, During 1948 the connecting rods were modified to accept loose shell linings of the now common white motal type. IP clearance between the big end crankshaf Journal and the rod shel! linings exceeds (01003-0.008in, then the sheils should be renewed. Ifthe cranksha itself is worn, it should be reground and new conrod shell bearings fitted. 1 is advisable to renew the big end connecting rod bolts alter lengtiy service. CRANKSHAFTS Partcalar attention should be paid to the cleaning of the sludge traps in the crankshaft! At the end of each ‘crankshaft located in the bob- weight there are countersunk in set screws which act as Blanks; beting these are the Sludge traps. Due to the fact that the Grilling through the crankshaf is rather ‘small, sludge is thrown into this area and cean build up to such an extent that it wil bloce off the feed hole through the Journal t the big end shells. ‘The set screws are secured by centre punching and itis most important (0 erove them and clean out the bole right through the crank. With the serews removed, the dirt will be feund to be G pany Rida '500ce ONC Four showing tho overhead cam and rocker layout with distributor driven off the end of tho camshaft Lucas model C3550 generato with distributor drive tightly packed and it will require prising free with a sharp pointed dail or piece 0 Sif wire, The hole should then be cleaned out thoroughly with clean petrol and blown out with an airline until absolutely clean. New set screws can be fiited and made secure by contre punching. Be swe to ft screws of the original length. REASSEMBLY Reassembling the engine is a straightforward reversal of the dismantling procedures Valve timing is genorally correct wher the two hcles in the camshaft sprocket are pointing downwards and in line with the timing mark on the crankshaft sprockst with ne.1 piston on top dead centre, However, if any variation results the foliowing method should be used Using a thin stool rula or gaugo in the plug hole of no.! cylinder, set the piston at Mein before TDC. With the piston in thie position the camshaft should be turned until the inte: valve just commences to open Its best to set the valve clearance at 0.002in when adopiin this method. Having obtained the correc! setting of a0.1 inlet valve, the erankshaft Sprocket should be offered up on one of the three keywaye provided and the Liming chain tested for correct meshing. ‘This method may require all three key positions being tied bevore the chain locates without riding the sprockets, Once the valve timing is set correctly on 0.1 cylinder, the timing will be correct i