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F.1 - MODEL IDENTIFICATION - Section Menu Commencing at Unit No 46/0267, a new gearbox with revised gate pattern was introduced. The type, index and manufacturing number are given on a number plate on the front of the housing. F.2 - OPERATING DIAGRAMS - Section Menu F.3 - LONGITUDINAL SECTION - Section Menu F.4 - SECTION THROUGH DIFFERENTIAL - Section Menu F.5 - SECTION THROUGH THE SHIFT FORKS - Section Menu F.6 - GEAR SHIFT LOCKING SYSTEM - Section Menu Each of the shift forks is locked, no matter what its position (whether in neutral or with a gear engaged) by a ball and a spring. Furthermore, the disc (1) locks:
- the 1st-2nd speed shafts and reverse shaft when the 3rd-4th gear is engaged. - the 1st-2nd and 3rd-4th speed shafts when the reverse gear is engaged. F.7 - REMOVING AND REFITTING THE GEARBOX - Section Menu A - Removing
- Disconnect the battery leads. - Drain the gearbox, using tool (Part No 46E 6167). - Figure 9 -
Remove the bolt (or circlip - Series one cars), which secures the rear gear control shaft to the cross shaft lever at the rose joint. - Figure 10 -
- Remove the two bolts securing the silencer (muffler) mounting bracket to the gearbox. - Undo the clip clamping the silencer (muffler) to the front pipe and withdraw the component rearwards. - Figure 11 -
- Figure 12 -
- Figure 13 -
- Figure 14 -
- the front cover plate fitted to the lower half of the clutch housing front.
- Grease the output shaft splines with a graphited grease. - Place one of the pin holes at the bottom of one of the splines in the transmission shaft, in line with the hole on top of one of the output shaft splines - Figure 15 -
- Figure 17 -
- Figure 16 -
NOTE - It is forbidden to use the camshaft pulley retaining bolt to turn the engine. One must therefore:
- Engage 4th gear. - Turn the wheel in the forward drive direction. - Adjust the clutch clearance. Fill the gearbox with oil: grade EP 80. Check and adjust if necessary: the gear change linkage for freedom of movement and ease of change. Series Two Vehicles. - Figure 18 -
For further information on the gearbox linkage see Section 'F.l0.'. F.8 - OVERHAULING THE GEARBOX (TRANSMISSION) - Section Menu A - Dismantling. - Figure 19 -
- Figure 20 -
- Figure 21 -
- Figure 22 -
- Figure 23 -
- Figure 24 -
- Figure 25 -
- Figure 26 -
1 - Gearshift control - Figure 27 -
- Figure 28 -
- Figure 29 -
- Figure 30 -
2 - Reverse gear wheel - Figure 31 -
3. Half-housings - Figure 32 -
4 - Primary shaft Remove the bearing track-rings and the adjusting washers. - Figure 33 -
- Figure 34 -
5 - Secondary shaft - Figure 35 -
- the pinion depth adjusting washer. - the 4th speed gear wheel and its ring. - the 3rd-4th speed synchronizer sliding gear wheel and the keys. - Figure 36 -
- the 3rd speed gear wheel stop washer. - the 3rd speed gear wheel and its ring. - Figure 37 -
- Figure 38 -
- the 1st speed gear wheel stop washer. - the 1st speed gear wheel NOTE: As the roller bearing inner track-ring is bonded to the shaft, this bearing cannot be removed. 6 - Differential - Figure 39 -
- Figure 40 -
7 - Rear housing - Figure 41 -
- Figure 42 -
- the rubber, - the shaft, - the internal lever. 8 - Cleaning and checking Clean and check all the parts. All seals and gaskets, roll pins and self locking bolts should be replaced by new ones. B - REASSEMBLING THE SUB-ASSEMBLIES - Section Menu 1. Secondary shaft - Figure 43 -
They therefore cannot be used separately. Replacing one of these parts automatically involves replacing the other. A common marking is inscribed on both the crown wheel and the pinion. Example: 27-200. UNDER NO CIRCUMSTANCES MUST ANY NOTICE BE TAKEN OF OTHER MARKINGS ON THE CROWN WHEEL. b) Final drive pinion synchronizer hub matching.
- Checking the parts. - If the final drive pinion, crown wheel or roller bearing are damaged.
IMPORTANT
The final drive pinion can be used again. The size of the synchronizer hubs to be ordered must be determined in order to ensure that they match the final drive pinion. To do this, measure the final drive pinion. - Figure 44 -
Measure the dimension across 2 of the splines on the final drive pinion shaft by means of a micrometer.
They can be identified by a colour code paint mark. - on the final drive pinion: This mark can be found on the corresponding crown wheel along side the matching reference. - on the synchronizers: it is to be found on the hub. The synchronizer hubs are fitted to the final drive pinion shaft on the press:
- 3rd - 4th speed hub: cold. Once the size group has been determined, prepare the synchronizers as follows:
- 1st - 2nd speed synchronizer: - Figure 45 -
- Figure 45A -
It is not necessary to dismantle this. If it has been dismantled and can be used again, re-assemble it as follows: Place the following on the hub.
- the two springs (insert one end of each of the springs in one of the keys with the free ends on opposite sides of it). - Figure 45b -
c) Re-assembling: - Figure 46 -
- Figure 47 -
- the 1st speed gear wheel stop washer. The dummy key is to be placed in one of the keyways, which has an oil hole in it. - Figure 48 -
- Figure 49 -
- Figure 50 -
- with the position reference in line with that on the hub. Place the synchronizer spring on the 2nd speed gear wheel (in the same way as on the 1st speed gear wheel). Position the 2nd speed gear wheel and its ring. Position the gear wheel stop washer (turn it to align its splines with those on the final drive pinion shaft). - Figure 51 -
- one of the notches in line with the retaining key. Warning: Ensure that the 3 notches on the synchronizer hub are in line with the 3 keys. - Figure 51a -
- the pinion depth adjusting washer (that was removed during dismantling). - the double taper roller bearing and the speedometer drive worm gear. - Figure 52 -
2 - Differential - Figure 53 -
- The sun wheel (dipped in oil grade EP 80.) - The planet wheels and their friction washers (the locating lug in the hole in the housing). Dip the second sun wheel in oil grade EP 80 and fit it in the crown wheel. - Figure 54 -
- Figure 55 -
3- Primary shaft - Figure 56 -
2 - Primary shaft bearing clearances. 3 - Differential bearings. (without play if original bearings) - (with given pre-load if new bearings). The crown wheel/pinion backlash is adjusted after assembly. 1 - Adjusting the pinion depth a) - Positioning the final drive pinion. - Figure 57 -
- Figure 58 -
Exceptional case.
b) - Checking the pinion depth. - Figure 59 -
- a spacer (2) which is 42.5mm (1.673") high and which rests against the front face of the final drive pinion. This spacer is used for adjusting the 53 mm (2.087") pinion depth. Secure the left hand half-housing to support (Part No 46F 6176) Fit the secondary shaft. Fit the right hand half-housing and secure it in place by a number of bolts. (Do not tighten them). - Figure 60 -
- Figure 61 -
- If the dimension measured is greater than it should be, replace the washer by a thicker one. Washers are obtainable in thicknesses of 3.50 mm to 4.10 mm (.138 to .162") increasing in increments of 5/100 mm (.002"). When the final adjustment has been obtained, remove gauge (Part No 46F 6183), the front housing and the right hand half-housing. Remove the secondary assembly and lock the speedometer drive worm For the 53mm pinion depth:
2. - Adjusting the differential bearings: - Figure 61a -
- Figure 62 -
- Figure 63 -
- 8 mm (.315") diameter bolts: 2.8 m.da N (20 lb/ft). - Figure 64 -
Continue to screw in the nuts, which push in the bearing track ring. - Figure 64a -
- Figure 65 -
When using new bearings.
The differential should rotate with a resistance torque of between 0.050 and 0.150 m.da N. (.375 - 1.125 lb/ft). Continue to screw in the nuts. This pushes the track ring inwards: - Figure 65A -
Check the preload.
- Figure 65b -
3 - Adjusting the primary shaft bearings - Figure 66 -
- the adjusting washer (1) (removed during dismantling). - Figure 66a -
- the secondary shaft assembly. This position is adjusted by means of washer (1): Washers are obtainable in thicknesses of: 2.50- 2.75 -3- 3.25- 3.50 – 3.75 and 4 mm (.079 -.089- .108 -.118 - .128 - .138 - .148 - .158"). When the correct adjustment has been obtained, remove the secondary shaft assembly. b) - Adjusting the bearings - Figure 66b -
D - REASSEMBLING - Section Menu 1 - Gear shift control - Figure 68 -
- Figure 67 -
- Figure 69 -
- Figure 70 -
2 - Reverse shaft
- Figure 71 -
- Figure 72 -
- the secondary shaft assembly. Fit the differential to the left-hand half housing: Fit the left-hand half housing to the right-hand assembly. Make sure that the end of the reverse swivel lever is in the slot of the reverse gear wheel shaft. Insert the half housing securing bolts but do not tighten them. Fit the primary shaft bearing adjusting shims and the spacer. - Figure 73 -
- the shaft B. - the sealing rubbers C. - the outside lever D. - the slit in the pin must be square with the centre line of the shaft. Fit a second pin inside the first: - with the slit square with the slit in the first roll pin. Bolt the outside lever to the shaft. Screw in the breather. Fit the speedometer drive wheel and its guide, fitted with an "O" ring seal. - Figure 74 -
- Figure 75 -
8 mm (.315") diameter bolts: 2.8 m.da N (20 lb/ft). E - ADJUSTING THE CROWN WHEEL AND PINION BACKLASH - Section Menu - Figure 76 -
- Figure 77 -
- Figure 78 -
- Figure 79 -
F.9 - REMOVING AND REFITTING THE REAR HOUSING - Section Menu Removing.
Remove the luggage compartment. Drain the gearbox, using spanner (Part No 46F 6187). - Figure 80 -
- remove the bolt which secures the reaction rod to the bracket on the gearbox. - Figure 81 -
Refitting. - Figure 82 -
F.10 - GEAR CHANGE MECHANISM - Section Menu Two types of rear gear change linkage have been employed in the course of production of the LOTUS EUROPA.
On series two cars this bellcrank bracket is chassis mounted. Other differences include the adoption of 'Rose' Joints where nylon swivels were previously used, a revised outside lever on the cross shaft, and a gear change reaction rod. 1) - Adjustment: Series one linkage. A careful check should be made to ensure that there is at least 6 mm (¼") clearance between the ball joint 'A' and the timing case, when 1st and 3rd gears are engaged. Packing washers may be inserted in conjunction with the spacers 'B' behind the bracket 'C'. To ensure a smoothly operating gear change the use of a molybdenum disulphide lubricant is recommended on the pivots of the gear change lever. A further check should be made on series one cars to ensure that there is adequate clearance between the battery box and the gear change shaft. When reverse gear is engaged, there should be 6 mm (¼"') clearance between the battery box and the lever. - Figure 84 -
Early production series two vehicles were fitted with nylon insert ball joints. Care should be exercised to ensure the correct fitting of the ball joint gaiters, as any ingress of moisture or grease can penetrate the nylon of the ball joints and cause premature seizure. Linkages fitted with these joints (Part No. 46F 6161) should subsequently be modified, using the replacement metal type (rose Joint 5 46F 6151) at a convenient opportunity. A careful check should be made to see if the ball joint of the reaction rod lies in a vertical position relative to the rear gear control shaft. This is an essential for a smoothly operating gearchange and can be rectified in the following manner. a - Detach the reaction rod from both the gearbox and the rear gear control shaft. b - Extend the ball joint and lock it to the reaction rod with ¼" to 3/8" minimum thread engagement. - Figure 85 -
- Figure 86 -
ADDITIONAL INFORMATION F.11 - GEARCHANGE LINKAGE ADJUSTMENT (Series 2 cars) - Section Menu In addition to the information given on page 40 of this Section, the following information also applies. - Figure 105 -
2. Ensure that location link is connected to the ball joint on the rear link with a .25 in. (6.35 mm.) to .375 in. (9.525 mm.) minimum thread engagement. If necessary, plain washers can be added to the other end of the link and rubber grommet to bring the link to the vertical position. The fixing bolt at this end must also have the same minimum thread engagement. 3. The ball joint on the rear link must be adjusted to give a dimension of 1.875 in (30.1625 mm.) from the face of the locknut to the outside edge of the ball joint. 4. The transverse links connecting the front and rear links are set on initial assembly and should not require adjustment. If however it is necessary to dismantle the transverse links for any reason, paragraph '5' and '6' below must be adhered to when re-assembling. 5. Ensure that the swivel faces of the relay lever bracket are free from dirt, underseal, etc. Liberally coat the swivel tube with grease before assembling the lever. Set the linkage to the dimensions given in Fig. 105. 6. Finally, ensure that the pivot bolt of the gear lever is slack enough to allow a friction free fore-and-aft movement while maintaining positive cross-gate movement. F.12 - IMPROVED GEARSHIFT LINKAGE - Section Menu An improved gearshift linkage has been introduced into current production, which gives a more positive and lightened operation. The linkage can be fitted to all Series II cars by proceeding as follows.
2. Disconnect the clutch cable (see Section 'Q'). 3. Remove the entire existing gearshift linkage, including the gear lever and the right-hand engine mounting bracket. - Figure 106 -
- Figure 107 -
- Figure 108 -
- Figure 109 -
- Figure 110 -
- Figure 111 -
3/8 in. nuts - 25 lbs. ft. (3.456 kg.m.) Editors Notes:
[2] Added "Type 336/56". [SV] [3] Changed numbers 1 and 2, which were transposed on the original drawing. [JJ] [4] Moved the pointer and number 1 to the correct side of the drawing. [JJ] [5] Changed numbers 1 and 2, which were transposed on the original drawing. [JJ] [6] Replaced drawing to depict correct ring gear orientation. [JJ] [7] Changed numbers 1 and 2, which were transposed on the original drawing. [JJ] [8] Changed from 5.25 in. (107.95 mm) to agree with Lotus Service Bulletin 71/24 dated 23.4.1971. Likely a typo in the Service Manual since 5.25 in is not 107.95 mm. LOTUS reMARQUE article MAINTAINING SIDE-SHIFTING EUROPA GEARSHIFT LINKAGES – PART II - December 1984 suggests the length should be 3.75 in. [JJ] Other Notes: [edit disabled for dial-up] |
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