Rear suspension More sub catagories: Rear axle Rear suspension

New products nut - half 3/8" UNF half x 3/8" UNF, spanner size: 9/16" 0,75 EUR incl. 19 % tax excl. fibre packing - spring plate Austin-Healey BN1.221536-BJ8.26704 MG A B B GT V8 C 3,50 EUR incl. 19 % tax excl. bush - rubber Panhard rod tie bar, gearbox from 1,40 EUR 1,40 EUR per piece incl. 19 % tax excl. nut - 7/16" UNF 0,25 EUR incl. 19 % tax excl.

Rear Axle:

Two types of rear axle were found. The original type was the spiral bevel, 3/4 floating axle also found on the A70/A90 models, with a final drive ratio of 8/33 (4.125 to 1). An alternative ratio of 9/33 (3.667 to 1) was optional. From chassis number 221536, it was replaced by a hypoid bevel, 3/4 floating axle, of a new standardized BMC design, also found on the Austin A90 Six Westminster. The ratio of this axle was marginally higher, at 10/41 (4.1 to 1).

In either case, the axle was of the banjo type with a bolt-on differential carrier, and the axle assembly was painted black. The spiral bevel axle had BSF threads,the hypoid type had UNF threads. The rear hub threads were changed from BSF to UNF at chassis 222571. AT chassis 228012, the oil filler plug was moved from the differential carrier to the rear of the axle casing. Also at this point, the rear hub lock nut threads became handed, with left- and right-hand threads, instead of both sides having right-hand threads.

Rear Suspension:

Conventional semi-elliptic springs were used for the rear suspension, again with Armstrong double-acting hydraulic shock absorbers (type DAS9R) mounted on the chassis side members ahead of the axle. There was an anti-sway bar or Panhard rod, anchored by a bracket by the left-hand spring bolts, and to the right-hand chassis side member.

Threee different types of rear springs were employed. The first type of rear spring had a negative (laden) camber of 1/4in (+/- 1/8in). From chassis number 148921, the springs were changed to a positive camber of 1/2in (+/- 1/8in) to improve ground clearance. Both these types of spring had seven leaves, with only the top (main) leaf wrapping around the shackle bolts. From chassis 152233 (intermittently) and from chassis 154647 (on all cars), stronger eight-leaf rear springs were fitted, with the two top leaves wrapped over the shackle lbolts. This type of spring went back to the original negative camber of 1/4in. There was a final modification to the rear springs when the hypoid rear axle was introduced at chassis 221536.

Other modifications to the rear suspension included altered rear axle bumper brackets to improve tyre clearance at chassis 146476. At chassis 220088, co-axial rear shock absorbers with larger valve chambers were fitted (compare the section on the front suspension). The rear spring shackle pin threads were changed from BSF to UNF at chassis 223220. Thre were no further modifications for the remainder of the production run.

Propshaft:

The propshaft was of the open type, made by Hardy Spicer, with universal joints front nd rear and always painted black. Originally the propshaft was 21 1/8in long, but with the change in overdrive at chassis 140205 it was shortened to 20 3/4in. The bolts holding the propshaft coupling flange to the overdrive were changed at chassis 155284. With the coming of the hypoid rear axle at chassis 221536, the propshaft was further shortened to 20in.