Been doing lots of work on the '33' AH tourer (carb, timing etc) and on a run into the local town to test what I have done
the rear axle sounds noisy (have commented before in earlier posts).
Basically when I first had the car the rear axle oil was drained, and there was a small part of what looked like a tooth
in the oil. On the second oil change very fine metal particles and very foamy AG140 oil. Suspect the foaming is
normal but !. Not due another oil change for a while but might do another one in the next 100 miles to see if still bits in the oil.
Turning by hand, no noise or tightness, and the same in lower gears, but in fourth gear with acceleration there is definately what sounds
to me like part of a tooth on the crown wheel damaged. Noise goes away when coasting or decelerating.
Presently I want to run the car (no long distances) but want to look at either a rebuild or replacement during winter.
Happy to do the work myself, but wonder who does rebuilds or replacement axles if it proves to be beyond my capabilities.
Being in the North East of Scotland could be a problem, but can pick up or deliver if necessary if distance and weather permits.
Will also be at Guildtown so can also discuss there.
I'll second Robert's comment, you're in good hands with Ruairidh & he's based just outside Glasgow.
If you are not keen to take the car off the road just now, and have a little pocket money to spare, why not acquire another axle for rebuild - then you can swap them over one weekend when it's ready.
Thanks.
Ruairidh should be at Guildtown so will see him there.
Will try to get a recording of the noise but definately sounds
like the crown wheel as I hear it every revolution of the rear wheel.
Not going to take the car to the meet as it is 120 miles away, and
it means he wife would have to drive the motorhome (which she hates doing).
Taken the rear axle apart now we are back from Guildtown.
Two days to get the hubs off (what gaskets) and spring pins
out, heat and brute force to get the pins out.
both pins badly warn so suspect they might be original.
Grease on the inside of the offside brake shoes, but luckily non on the linings,
but looks like whoever re-lined the brakes did not do it right as one copper rivet
was just starting to shine up !.
I think nearly every lock washer I came across (yes some not even fitted) had been
re-used, which is a definate no no.
Picture shows the two teeth breaking up, and wear marks (I think) show the unit was not set up correctly.
Lots of cleaning to do but will order up all the parts I need over the weekend, and with
luck the car should be back on the road in a month or so.
BTW, thinking of calling the car 'Bodgers Delight'.
Yep, that's toast. You might be able to save the diff and the bearings but they will need checking carefully.
You have to remember that pretty well all Austin Sevens were, between about 1950 and 1975, a fair swap for a packet of fags; and were run into the ground by people who only wanted cheap wheels and who certainly didn't care a toss about tab washers. Many have yet to fully recover.
Probably caught it early as all bearings are all in good condition. One score mark on the diff casing but only 1MM deep.
From the smell, at some time the diff had the wrong oil in it, but does not appear to have caused any damage.
Had to get the drive coupling on the end of the torque tube in the 'big' press up on the farm. Read 6 tons before the
coupling let go of the shaft with a big bang !.
Completely dismantled now and spent a lot of time cleaning everything ready for a coat of paint.
Some new parts have arrived, and hopefully will get a new crown wheel and pinion ordered near the end of this week.
A couple of parts though might be 'unobtainium' so might end up asking on here if anyone has spares.
Setting up the new diff will be interesting but done a lot of reading up on a few sites where others have done the job.
Martin, one thing I suggest to check before rebuilding with new parts is the run-out of the crown wheel carrier - breaking a tooth or two can put an almighty load into the differential housing. About 4 thou is deemed to be the acceptable limit (ref Jack French article in the 750 Companion).
