Date: Mon, 2 Mar 1998 06:01:18 -0500 (EST)
From: Bert Clewits
Subject: Baulking rings
Hi Impers,
I think this mail didn't reach you all, so I'm sending it again:
I need your help on the following.
Apart from rebuilding waterpumps I need to do some transaxle rebuilts as well.
I bought some new Chrysler baulking rings years ago and noticed last time that they didn't fit on the Imp transaxle which I was rebuilding so I thought they were from another later or earlier series box.
But I'm not sure now as I had a look in my parts manual and I can't find that number:
It's: 75221570 they are in a chrysler box but compared with an imp one they are smaller in diameter.
Any ideas out there from which car they might be ?
(I got four new ones and would like to exchange them for imp ones if possible)
regards Bert
Date: Mon, 2 Mar 1998 13:03:33 +0100 (MET)
From: Gary and Carol Henderson
Subject: RE: Baulking rings
Hi Bert
They are not from pre-1974 Hunter or Avenger anyway. (I have Parts Books for those.)
Might be Simca 1000 or 1100/1300???
Cheers
GaryH
Date: Thu, 26 Mar 1998 05:13:58 -0500 (EST)
From: Russell Maddock
Subject: Re: "Hillman - " To: hillman@brigadoon.com
You should find a high degree of compatibility between your Imp and the two you have found for sale. The GT (Sport in other countries) should have various high performance goodies that your Imp wouldn't have come with as standard.
The transaxles can be easily swapped over between all these cars. The GT transaxle should be identical to yours. I think the Mk I unit would differ slightly internally, but I'll leave that for someone else to comment on.
Hope you don't mind my cross posting this to the Imp list.
Russ Maddock
http://www.petrie.starway.net.au/~sunbeam
Sunbeam Imp Sport
Sunbeam Alpine SIII GT
Talbot Alpine GLS
Peugeot 505 STi
-----Original Message-----
From: Louise.Sergi@mailhost.dpie.gov.au
Date: Thursday, 26 March 1998 12:03
Subject: "Hillman - " To: hillman@brigadoon.com
>This message forwarded by the Hillman List.
>
>Hello All,
>I need some technical advice.
>
>I have a 1966 Hilman Imp series 2, don't have the model number etc. with
>me, as I'm currently at work.
>
>I have just been given the contact details of a gent in Canberra
>Australia who is selling a Imp mk 1 and GT. Are they the same /
>compatible with my series 2 ?
>
>Yes I am technically ignorant but love my car and need gear box parts
>(mainly) but other spares defiantly.
>
>Any advice info to-day would be greatly appreciated.
>
>Thanks,
>Louise
Date: Thu, 26 Mar 1998 13:11:08 +0100 (MET)
From: Gary and Carol Henderson
Subject: RE: "Hillman - " To: hillman@brigadoon.com
Hi Russell, Louise & Co
The early transaxles lacked a breather, and had the drive-flanges held on by large stake-nuts. (These also worked slightly loose over time, leading to leakage. A 3/4" O-ring added inside is the official and actual fix.) Eventually someone noticed that the the flanges couldn't fall off in service anyway, so the later ones are 'blind' and just slip onto the splines. Don't think much else changed.
I have an idea that the driveshafts changed slightly in length at the same time, so it would pay to keep all of a given vintage as one bundle.
Good luck
GaryH
Date: Thu, 26 Mar 1998 07:40:25 -0500 (EST)
To: imps@coollist.com
From: Bert Clewits
Subject: Transaxles
>Yes I am technically ignorant but love my car and need gear box parts
>(mainly) but other spares defiantly.
--
The Imp transaxles are I think one of the best parts of the Imp, if they contain enough oil they are virtually trouble free.
Some trouble happens sometimes like:
top ball bearing making a noise caused by not enough oil oil leaks, usual for british cars, worn seals bad gear shift, maily due to the rubber seal/bearing underneath the gearshifter itself and can be easily repaired.
(To check it pull the gearshift up if that is possible then the rubber bearing must be replaced)
It will really improve the gearshift tremendously !
Another trouble is difficult gearshift when the car is still moving especially in first gear, this is caused by worn baulkingrings.
(There are at least two different types of baulking rings around)
(there are four similar baulking rings in each gearbox)
There are several types of gearboxes: The early type has no air valve at the back and has shifter balls and plates, they sometimes break and no gear selection is possible.
(The earlier gearboxes leak more oil then later ones.) The better gearbox is the one with the airvalve these have shifter plates which are more reliable, I think they are the post 67 boxes.
Hope this helps
Bert Clewits
Let's make things better
Date: Thu, 26 Mar 1998 22:51:10 +0100 (MET)
From: Nickcleak
Subject: Re: "Hillman - " To: hillman@brigadoon.com
> The early transaxles lacked a breather, and had the drive-flanges held on by
> large stake-nuts.
> Don't think much else changed.
Those flanges were pressed on to the splines on the later ones , it is very difficult to separate them ..not that you need to... The early Transaxles had different syncro hub assemblies , they were modified on the later cars .
The very late transaxles had extra casing webs around the output shafts.
Third ( or second! ) gear had one less tooth too ,
I have found a reduction in friction by using Castrol Syntrax 75 / 90 oil ...
Nick ...
Date: Mon, 30 Mar 1998 11:17:03 +0200 (MET DST)
From: Graham Miller
Subject: FW: Transaxles
I've got a feeling that between early and late transaxles the
driveshafts got thicker by about 1/8th of an inch. I can't remember if they got any longer though!
Unfortunately I haven't got any Imp manuals at work :-(
Also does anyone want to rescue my 67 Singer Chamois Saloon as I'm resigned to the fact that although it's perfectly restorable I'll never get around to it. I'm in Kent, South East England if anyone's interested mail me privately (gmiller@cib.org.uk)
Graham
Date: Mon, 30 Mar 1998 12:23:22 +0200 (MET DST)
From: Gary and Carol Henderson
Subject: RE: Transaxles
Hi Graham
The Sport, Husky and some Mk 2 Export had 1" instead of 7/8" shafts. The length is same for both: the only exception is very early Mk 1 (up to B.411 000340) which were different length, with corresponding change in hub spindle. Change to pressed-on drive flanges also no influence on shaft length. (All this from about 1967 copy of Rootes manual.) The manual states that the 1"shafts 'must' be used if the engine is tuned for sporting purposes.
Good luck
GaryH
Date: Mon, 30 Mar 1998 13:34:57 +0200 (MET DST)
From: Mike & Tich Marsh
Subject: Re: FW: Transaxles
I'm sure many will respond... it's the Van and Sport (or was it only Rallye?) shafts that were 1/8 thicker, not the later ones. I've an idea the corresponding wishbones were beefier too. Always a good option to fit these to any performance Imp.
Mike