Front Suspension

Working on the front suspension of the Mark 2 is made easy for the hobbyist, because it is possible to completely reassemble the front suspension apart from the vehicle and then “offer it up” to the frame of the car with a jack or two. It is certainly more convenient to assemble the components on a work bench or table than working under the car!

The image below from the Jaguar Mark 2 Models, Service Manual depicts the process.

“The front suspension assembly is attached to the body underframe at four points. The two longitudinal members are attached to brackets at the front end of the chassis side members via flat rubber/steel bonded mountings. The transverse member is attached to the chassis side members via two “V” shaped rubber/steel bonded mountings.”

Removal of Front Suspension Assembly

Removal of the Front suspension Assembly

Plate number 62 in the Spare Parts Catalogue for the Mark 2 Models is very helpful in identifying suspension parts.

Front Suspension Schematic

Front Suspension Schematic

The process begins with the Front Suspension Cross Member. This component is too large for my media blast box, so I took it to a commercial blaster for proper cleaning and then on to Premier Auto Body in Harrisonburg, VA for sealing, priming and paint. All front suspension parts are painted gloss black.

Full Cross Member

Front Suspension Cross Member

All of the smaller components of the front suspension were cleaned up in my own blast box and then painted at Premier. I have used my blast box for about a year now and I continue to be amazed at the way in which an old greasy and rusty part can be brought back to life.

Mounting Brackets for Cross Member to the Frame

I was able to reuse many suspension pieces, but I did replace a few with new parts – particularly those with rubber, usually sourced from  SNG Barratt. For example, I purchased new Rubber Mountings at Rear of Front Suspension Cross Member, otherwise known as “VEE” Brackets . I decided to “trial fit” these and all the other components (with the exception of the coil springs and shocks) of the front suspension so that when I become ready for the final installation everything will be prepared. This Bracket Mount requires two 3/8″ – 24 nylock nuts to secure the bonded studs of the mount to the cross member. A 3/8″ x 3 1/4″ – 24 bolt with a 3/8″ – 24 nylock nut is used to secure each of the “VEE” Bracket Mounts to the frame of the car.

"V" Mount

“V” Mount

"V" Mount

“V” Mount

"V" Bracket in Place

“V” Bracket in Place

I also used new Rubber Mountings at Front of Suspension Cross Member. These are used to mount the front of the cross member to the frame. Each of these mounts use two 3/8″ x 7/8″ – 24 bolts with two flat washers and two 3/8″ nylock nuts. In addition the center fastener for each is a 7/16″ – 20 nylock nut with a special washer (thick) secured to the cross member stud.

Front Mount in Place

Front Mount Installed

Front Mount

Front Mount

Front Mount

Front Mount

Front Mount

Front Mount Installed

Bump Stops

Another new rubber part located on either side of the cross member is The Bump Stop (Rubber) On Turret of Front Suspension Cross Member. Each Bump Stop is mounted to the turret with two 5/16″ x 3/4″ – 24 bolts and two 5/6″ – 24 nylock nuts. I added two stainless flat washers just to protect the paint on the turret.

Turret Bump Stop

Turret Bump Stop

Bump Stop Installed

Bump Stop Installed

Front Shock Absorbers

Each of the front shock absorbers is secured at the bottom with a Bracket, Under Spring Seat, For Mounting of Front Shock Absorber. The bracket is held in place to the Seat Assembly for Front Suspension Coil Spring by four set screws. The set screws are 5/16″ x 1″ – 24 (pointed). The set screws use tab washers to lock them in position. The front and rear tab washers are different lengths (slightly longer in the rear) and are available from SNG Barratt. A single 7/16″ x 2 5/16″ – 20 bolt with a flat washer  and a 7/16″ – 20 nylock nut holds the shock absorber to the bracket.

Front Shock Absorber Bracket

Front Shock Absorber Bracket

Bracket in Spring Seat

Bracket in Spring Seat

Bracket in Spring Seat

Bracket in Spring Seat

The Upper Wishbone Assembly

The Upper Wishbone Assembly is comprised of the LH and RH Levers, the Fulcrum Shaft, the Ball Joint Assembly for Upper Wishbone, and the Rebound Stop (Rubber) on Upper Wishbone Levers. To assemble these components one would first install the LH and RH Fulcrum Shafts to the turrets of the cross member, and then attach each Lever. However, to illustrate the components in the photographs I have assembled them detached from the turret.

The first step was to press the bushings into the lever ends. I am using Polybushes rather than the original metalastic rubber bushings.

Polybush Front Kit

Polybush Front Kit

I suppose that there are various means to insert the bushes into the levers. I simply used a vice with properly sized socket that permitted the bush end to slide into the socket as the vice pushed the bushing home. To make the process simpler I used a liberally applied poly grease from Prothane. The Prothane Grease is not a “grease” as we commonly know it. It is actually very sticky stuff! I used it with success in my Austin-Healey restoration. Polybush recommends using dishwashing soap to lubricate the bush, but I didn’t want to deal with the soap residue.

Inserting the Polybush

Inserting the Polybush

I then placed each Lever on the Fulcrum Shaft. A 1/2″ cupped Distance Washer is placed on each end to the Fulcrum Shaft first, with the cup facing the center of the Shaft. The Lever is then slid on to the Fulcrum Shaft, followed by a 1/2″ Special Washer (thick), then a 1/2″ – 20 Slotted Nut and a Split Pin to retain the Nut.

Levers To Fulcrum Shaft

Levers To Fulcrum Shaft

Each Rebound Stop (Rubber) On Upper Wishbone Levers is secured to the Levers with two 3/8″ x 3/4″ – 24 set screws and 3/8″ spring washers.

Rebound Stop

Rebound Stop

Upper Wishbone Assembly

Upper Wishbone Assembly

Ball Joint Assembly For Upper Wishbone Levers

The original ball joints required greasing as part of routine maintenance. A grease nipple was located on the top of each ball joint. Today, modern sealed units are available as replacements and I decided to substitute these in my restoration. The image below shows the Upper Ball Joint, the shims that are used to adjust the castor angle, and the Distance Piece. As a starting point for proper front end alignment, I will rebuild the front suspension with the same shims as were in place when I disassembled the car. 

Upper Ball Joint Assembly with Spacer and Castor Shims

Upper Ball Joint Assembly with Spacer and Castor Shims

The following images show the LH Upper Ball Joint installed. The Ball Joint is fastened to the levers with a longer 3/8″ x 4 3/8″ – 24 bolt to the inside and a shorter 3/8″ x 3 1/4″ – 24 bolt to the outside. 3/8″ flat washers and 3/8″ – 24 nylock nuts secure the Ball Joint.  A 9/16″ -18 nylock nut is used to fasten the ball joint to the Stub Axle Carrier. On both sides of the car, the distance piece is fitted to the front of the car, with the shims to the rear. The bolt heads and washers are similarly to the front and the nylock nuts to the rear.

LH Ball Joint Shims

LH Ball Joint Shims

LH Ball Joint Shims

LH Ball Joint Shims

After having mounted the castor shims as they were removed from the car I discovered that  Jaguar Mark 2 Models Service Manual states that “A packing piece and 8 shims must be always fitted between the wishbone levers and the upper ball joint; their relative positions may, of course, not always be the same.” 

The manual also has an image: Figure 15 shown below. This image clearly shows five 1/16″ shims to the left of the ball joint and three 1/16″ shims to the right accompanied by the wider aluminum packing piece.

Castor Shim Diagram

So… I tried what the manual indicated:

Eight Castor Shims Installed

Once this is done it is impossible to mount the rubber bump stop and its bracket to the mounting holes in the wishbones. The holes for the bolts will not align as the wishbones have been separated too far by the 8 shims plus the packing piece! See the photo below and notice how far off the alignment is. By the way, I know the rubber bump stop is upside down. I consulted with a few friends who are restoring MK2s and with the various Jaguar MK2 forums and the general consensus is that the Service Manual is in error. From what I have been able to ascertain, eight shims were used on the earlier cars that had pressed steel wishbone levers, but when Jaguar moved to forged levers it also used the spacer and five 1/16″ shims instead of eight! In the figure above someone actually revised the levers to depict forged items, but they forgot to change the number of shims.

Bottom Line – back to the spacer block and five 1/16″ shims as was the case when I removed the shims from the car upon disassembly.

Fulcrum Shaft, for Mounting of Upper wishbone Levers

I then disassembled the upper wishbone assembly to mount the LH Fulcrum Shaft to the cross member turret. The Fulcrum Shaft is attached to the turret with four bolts and spring washers. The upper bolts are 3/8″ x 2 1/2″ – 24 (pointed) and the lower bolts are 3/8″ x 1 5/8″ -24 (pointed). These bolts screw into threaded plates inside the turret, as can be seen in the image below. Camber Shims seat between the fulcrum shaft and the turret. As with the Castor Shims, I am replacing the shims as they were removed. Adjustments will be made later and as needed when the car is aligned. Therear moiunt 

LH Upper Fulcrum Shaft with Camber Shims and Bolts

LH Upper Fulcrum Shaft with Camber Shims and Bolts

Cross Member Turret

Cross Member Turret

Fulcrum Shaft Installed

Fulcrum Shaft Installed

I then put anti-sieze on the shaft ends and reinstalled the levers on the fulcrum. Working from the center of the shaft, one first places the distance washer, followed by the lever, the special washer and a 1/2″ – 20 slotted nut and split pin. The slotted nuts are not to be tightened with split pins inserted until the car is on the ground and the full weight of the vehicle is on the suspension. 

Lower Wishbone Levers

With the upper wishbone assembly complete, I next moved to the Lower Wishbone Assembly. First, I installed the polybushes for the lower wishbone levers just as I had with the upper levers.

While final assembly with the coils springs and shock absorbers will be completed later, for purposes of this summary, I attached The Seat Assembly for Front Suspension Coil Spring to the Lower Wishbone Lever. Unlike the upper wishbone, the lower wishbone is one piece. Each seat assembly is fastened to the lower wishbone with five 3/8″ x 1″ – 24 bolts (pointed) and one 3/8″ x 1 1/8″ – 24 bolt (pointed). Each bolt has a thin wall spring washer. I also added thin stainless flat washers under the spring washers just to protect the new paint.

Lower Wishbone

Lower Wishbone

Wishbone & Spring Seat

Wishbone & Spring Seat

Wishbone & Spring Seat

Wishbone & Spring Seat

Fulcrum Shaft For Mounting of Lower Wishbone Levers to Front suspension Cross Member

I ordered new lower fulcrum shafts. These proved to be quite tight in the polybushes I had planned to use in the lower wishbone. I put the shafts in the freezer hoping that might help and I liberally coated the bushes and the crossmember with anti-sieze, but the fit remained too tight. I eventually gave up on the polybushes and installed the standard rubber bushes. These worked fine.

After positioning the lower wishbone, I tapped the shaft through the wishbone bushings and the crossmember and then fit the thick special washers on each end of the shaft with 9/16″ – 18 slotted nuts and a split pin.

OOPS! The two photos below shows the RH Lower Wishbone, but by mistake I installed the LH Spring Seat in the wishbone. I discovered it later (January 28, 2012) when I started to install the anti-roll bar and saw that the mounting bracket was to the front of the car, rather than the rear. Sorry – all is now properly configured!

RH Lower Wishbone with Bushings

RH Lower Wishbone with Bushings

RH Lower Wishbone Installed with Lower Fulcrum Shaft

RH Lower Wishbone Installed with Lower Fulcrum Shaft

Anti-Roll Bar

The Anti-Roll Bar is secured to the chassis side members with two support brackets that house rubber (or in my case, poly) bushings. These bushings are cut so that they can be “opened” and placed around the bar. Two 3/8″ x 1 5/8″ – 24 bolts with spring washers go through each of the brackets, a keeper plate, and an aluminum packing block before screwing into the chassis side member. This is depicted in the Plate 62 above as parts #73-76. The nylock nuts in the image below are not part of the required hardware, they are simply holding the components together until the anti-roll bar is mounted to the car. Again, I have added non-original stainless flat washers under the spring washers to protect the paint on the support brackets.

Anti Roll Bar Frame Mount

Anti Roll Bar Frame Mount

Anti Roll Bar Frame Mount

Anti Roll Bar Frame Mount

Anti Roll Bar Frame Mount

Anti Roll Bar Frame Mount

The Link, Between Anti-Roll Bar And Coil Spring Seats secures the ends of the anti-roll bar to the suspension.The Link assembly is comprised of rubber (poly) bushes in the eye end of the links, with  7/16” x 1 3/4” – 20 bolts and 7/16″ – 20 nylock nuts connecting the Link to the Coil Spring Seats.

Each Link connects to the anti-roll bar with two rubber (poly) pads, a distance tube through those pads on the link shaft, and two retaining washers, all held in place with a 3/8″ – 24 nylock nut.

Anti Roll Bar Link with Poly Bushing

Anti Roll Bar Link with Poly Bushing

ARB Link with Hardware

ARB Link with Hardware

ARB Link Installed

ARB Link Installed

Anti Roll Bar & Fasteners

Anti Roll Bar & Fasteners

Complete Anti Roll Bar and Fasteners

Complete Anti Roll Bar and Fasteners

Front Hubs, Bearings and Brake Rotors

After disassembling one of the original front hubs to see how the various components were assembled in the hub, I reassembled the new RH and LH front hubs. 

These are the inside and outside bearings with races for one front hub. SNG Barratt sells two grades of these bearings with the more expensive being genuine Jaguar parts made by Timken. I opted for the more expensive Timken bearings that match what was used originally. Curiously, the outer bearings were made in Poland, while the inner bearings were manufactured in the USA – go figure.  The thin wire in the images below is for a label indicating RH and LH sides. Making sure that you keep the bearing and bearing race pair together is important. I marked these because all of the races went into the freezer to slightly “shrink” them making it easier to install in each hub.

MK2 front hub Timken Inner and Outer Bearings

MK2 Front Hub Timken Inner Bearings

MK2 Front Hub Timken Outer Bearings

New rubber seals were also ordered from SNG Barratt.

MK2 Front Hub Bearing Seals

I then installed the inner and outer bearing races in each hub again being careful to keep the bearings paired with their matching races.  I tapped them home with an aluminum driver as seen in the image below. I then smeared each race with a light coat of grease to protect the surfaces.

Outer Race Install

Outer Race Install

Outer Race in Place

Outer Race in Place

Inside Race Install

Inside Race Install

The next step was to install the brake rotors to the hubs. I purchased a brake upgrade kit from Coopercraft that uses ventilated rotors in the front. The upgrade is discussed further in the “Brakes” section of the blog https://valvechatter.com/?p=2330 . For now, I have just bolted the rotors to the hubs. Each hub/rotor requires five  7/16″ x 1 5/16″ – 20 bolts and five 7/16″ – 20 hub nuts.

Vented Brake Rotor 1

Vented Brake Rotor 1

Coopercraft Vented Brake Rotor Upgrade 2

Rotor/Hub Nuts

Outer Race Install

Hub Water Shields

The water shields are a press on fit, but I found them to be quite tight and they needed a little persuading. I used a piece of PVC pipe to drive home the water shield on the stub axle carrier.

Water shield install 1

Water shield install 1

Water shield install 2

Water shield install 2

The Stub Axle Carriers

The stub axle carriers were then fit to the upper and lower wishbones.The upper ball joint is inserted into the locating hole at the top of the carrier and is secured with a 1/2″ flat washer and a 1/2″ – 20 nylock nut. The lower ball joint is inserted in the lower locating hole of the stub axle carrier and is secured with a 9/16″ flat washer and a 9/16″ – 18 nylock nut. The carrier was loosely fitted and will be tightened when the front suspension cross member assembly is mounted to the car and the hubs are installed.

Axle Carrier Upper Mount

Axle Carrier Upper Mount

Axle Carrier Lower Mount

Axle Carrier Lower Mount

Stub axle carrier mounted

Stub axle carrier mounted

I lightly coated the stub axles with moly grease just as a rust inhibitor.

All the assembly processes described above were repeated for the other side of the front suspension cross member assembly. The next step is to attach the steering components to the cross member. That process is detailed in the Steering section of the blog under restoration.

Anti-Roll Bar

After installing the steering rack (See Entry 55) on the front suspension cross member, I attached both the RH and LH Anti-Roll Bar links to the coil spring seats by inserting one 7/16″ x 1 3/4″ – 20  hex head bolt through the coil spring seat bracket and the bushing in the link pin. The bolts were then secured by 7/16″ – 20 nylock nuts.

RH Anti-Roll Bar Link

RH Anti-Roll Bar Link

Anti-Roll Bar Installed

Anti-Roll Bar Installed

Following installation of the anti-roll bar, I turned my attention to the front brakes and specifically the brake calipers that mount to the stub axle carrier. This work is detailed in the Brakes entry under restoration.

Complete Front Suspension Assembly

Well, not quite. While the brakes calipers, hoses, and the steel lines for the power steering have been added, the front hubs, rotors and springs are yet to be installed.

Front Suspension Assembly Complete, sans Hubs & Rotors

Front Suspension Assembly Complete, sans Hubs & Rotors

While I painted the assembly, I powder coated the coil springs. I had thought about replacing the originals with a “sport” spring, but I decided to go ahead and try the originals again. I will evaluate the ride and then see if I want to switch out to stiffer springs. Whether the powder coating permanently and adversely affected the temper of the springs is unclear. Some have advised going ahead without fear of problems, others (with some good background material) suggest that exceeding 350 degrees F harms the spring and will hurt handling. My plan is to proceed with the original springs and if I find that I have negatively affected the springs then I will just have to remove them and substitute new springs from one of the typical parts vendors.

Apparently three different springs were used on the MK2s. Some of the springs required ring spacers or packing. Glenn Logan from the Saloon-Lovers Forum reported that packing pieces – or ring spacers – are available from  SC Parts in the UK ( Part no. 207969). Glenn indicated that his car rode to high after installing his springs. As a remedy his plan was to cut his springs. Dave Moore suggested that instead of cutting springs, one could drop the spring pan and accomplish the same thing. Get longer hardened bolts for the lower  spring pan.

“Put a couple of washers between the spring pan and the wishbone there by dropping the pan and using up some of the ‘extra’ length.  A couple of washers makes a big difference.  Don’t forget to use the hardened grade 5 bolts though!”

Jeff Smith who just replaced his springs contributed the following:

“Just went through the same thing on my Mk1. Ordered new
springs using the original part numbers and installed with
the original spacers. Car sat roughly 5” over the front
wheels. Pulled them out, cut off half a coil, reinstalled,
still 1” too high. Pulled out again, cut another 1/2 coil.
Just about right. Long process but well worth it. Since the
bottom of the spring is flatten out, the 2nd cut (making 1/2
cut increments) will be dramatically different.”

Powder Coated Front Coil Springs

Powder Coated Front Coil Springs

Installing the Coil Springs

As stated above, I am going to try the original springs and see how they work out. To make it a little easier to maneuver the crossmember while installing the springs, I removed the rack and pinion assembly and the anti-roll bar. I then placed the crossmember assembly on a table (actually a wooden box with wheels) in an inverted position. The crossmember on the box looks precarious but in fact it is very secure.This way the coil spring seats are on top for easy placement of the compression tool. I borrowed the compression tool, modeled after the Churchill tool from a friend and it made the job much easier with fewer anxious moments than I had expected.

Crossmember on table

Crossmember on table

Coil Spring Compression Tool

Coil Spring Compression Tool

 

This diagram illustrates the proper assembly sequence of the compression tool:

Coil Spring Compression Tool Diagram

Coil Spring Compression Tool Diagram

 

 

 

 

 

 

 

 

 

 

Prior to beginning the compression process, small ring spacers or as the Service Manual refers to them, “distance pieces,” must be tapped out of the turret. Otherwise the threaded shaft of the tool will not fit through the opening in the turret. These will be replaced before installing the shock absorbers as they are intended to reduce the diameter of the turret hole to fit the shock upper mounting shaft.

Distance Pieces located in the Turret

Distance Pieces located in the Turret

Turret Distance Pieces

Turret Distance Pieces

I liberally greased the threaded shaft of the tool as well as the surfaces of the upper two pieces of the assembly to reduce friction. While many others have suggested that only two alignment guide bolts are needed for the compression process, I used four. This involves a little more work but it also provides for a smooth compression of the spring seat. I also greased the bolt shafts. The entire procedure was uneventful.

Greased threaded shaft

Greased threaded shaft

Tool Lock on Turret Top

Tool Lock on Turret Top

Alignment Rods

Alignment Rods

Bolts Securing Spring Seat

Bolts Securing Spring Seat

The Service Manual suggests that a fibre packing piece be interposed between the  upper wishbone levers and the cross member turret. I’m sure that the design provided in the manual is fine, but after creating a block per the provided description, I felt that it was unstable. Instead I created a different shape block as seen in the image below. To make it work I inverted the rubber bump stops. Once the assembly is on the car, I will knock out the wood block and reconfigure the bump stops in their proper orientation.

Wood Packing Piece

Wood Packing Piece

Wood Packing Piece

Wood Packing Piece

This image shows both springs installed in the front suspension crossmember. Pleased to have that job behind me!

Crossmember Assembly with Springs

Crossmember Assembly with Springs

While I am not a actor or a video director, I did put a six minute video together demonstrating the installation process:

Front Dampers or Shock Absorbers

Mike Eck  [email protected] a frequent contributor to the MK2 Forums and email list recommended using shocks available from NAPA in the front of the car. I decided to give them a try. Part number is RR 94012. They are very reasonably priced. The box states that they are a product of Tenneco but I think they are a Monroe shock and they are painted the color of blue usually associated with Monroe. I didn’t care for the blue, so I painted both with gloss black POR-15.

New Front Shocks Painted with POR-15 with Washers and Buffers

New Front Shocks Painted with POR-15 with Washers and Buffers

Lower Mount : Stem 3/8″ x 24
Shock Compressed Length : 9.875″
Shock Extended Length : 14.375″
Shock Travel Length : 4.5″
Upper Mount : Stem 3/8″ x 16
Shock Dust Shield : Yes
Shock Parts Pack Part # : P1135
 
 
Front Damper Inner and Outer washers with Polybush Buffers

Front Damper Inner and Outer washers with Polybush Buffers

Bracket Under Spring Seat, For Mounting of Front Shock Absorber Installed with Tab Washers Bent

Bracket Under Spring Seat, For Mounting of Front Shock Absorber Installed with Tab Washers Bent

When installing the washers and buffers one must be careful to put them in place in the proper sequence. The inner washers have a shoulder that when properly aligned fit into the turret distance pieces. I used polybush bushes rather than the standard rubber. The manual states, “before fitting a damper to a car, it is advisable to carry out the following procedure to bleed any air from the pressure chamber that may have accumulated to the the damper being stored in an horizontal position. Hold the damper in its normal vertical position with the shroud uppermost and make several short strokes (not extending more than half way) until there is no lost motion and finish by extending the damper to its full length once or twice..”

I followed the guidance provided and after inserting one pair of washers and a polybush buffer  on the top threaded rod of the shock I positioned it through the coil spring and up through the hole in the turret. I found it easiest to turn the assembly on its side.  As referenced earlier there is a LH and RH side to the bracket. On one side the holes for the bolts are closer together than on the other side. This, of course, translates to the shims as well.

I then turned to the top of the turret, installing the other pair of washers and a polybush buffer and locked it down with 3/8″ – 24 nylock nut.

Tightening Front Shock in Turret

Tightening Front Shock in Turret

The process was then completed for the other side of the crossmember.

Next, I tightened the bolts on the bottom of the lower ball joints and also bent their locking tab washers.

Ball Joint Cap Installed with Tab Washers Bent

Ball Joint Cap Installed with Tab Washers Bent

Installing the Front Suspension Crossmember

After finding and installing the hose fittings for the steering rack it was time to install the crossmember assembly to the car for a trial fitting. In addition to checking out the fit of the mounts, I needed to fabricate (actually just cutting some steel bar and tube) the new steering linkage connecting the steering rack to the steering column. Unfortunately, this turned about to be a more difficult job than I had expected.

I removed the front dolly from the car and placed the car on jack stands supporting the car at the forward jacking points. After placing the front crossmember on a low-wheeled dolly, I was able to roll the crossmember under the vehicle. I then wrapped a couple of tie-down trailer straps around the crossmember and the steering rack.

I then moved the engine hoist under the left hand side of the car and after attaching the straps, slowly lifted the crossmember into place. Initially, I made sure that the front mounting studs on the crossmember were located in the proper place and I then used a small floor jack to lift the rear of the crossmember so that the “VEE” brackets lined up with the frame.

Rolling the Crossmember into Place

Rolling the Crossmember into Place

 

Using Engine Hoist to Lift Crossmember

Using Engine Hoist to Lift Crossmember

Lifting Straps

Lifting Straps

The trouble that I encountered was with the fit of the “VEE” mounts. Neither mount lined up perfectly with the hole in the frame through which a bolt is inserted. After some fiddling I was able to get the RH mount to align but the LH was impossible. I estimated about 1/8″ off center. I finally used a grinder and removed some metal on the inside of the “VEE.” This allowed me to ultimately get a bolt through the mount and the frame although the fit was clearly not proper.

I checked my part order and discovered that the “VEE” mounts had come from SNG Barratt. Upon closer examination I determined that SNG Barratt sells two varieties of the “VEE” mount. The lower price variant was $31.17 at the time of order, and the higher price version was $73.55 when I checked. Sure enough, I had ordered the less expensive option. I called SNG Barratt and enquired about the difference between the two and was told that the more expensive mount was a “precision” piece. I ordered the “precision” mounts and replaced the ill fitting items and sure enough the definition of “precision” is that the parts fit! Very frustrating! Why would you sell something that does not fit – or at least not without modification.

The new mounts are visually much the same but obviously have slight differences in manufacturing tolerances that produced better results. The more expensive mount does have a “Metalastik” and “Trelleborg” manufacturing imprint apparently indicating a quality piece. Metalastik and a branch of Trelleborg merged to produce rubber/metal bonded products.

http://tinyurl.com/hoyl6qe

Metalastik Telleborg "V" Mount

Metalastik Telleborg “V” Mount

Having checked the “fit” of the front cross member assembly on the car, I removed it  and prepared to install the front hubs with brake rotors to the stub axles. Of course, this required the removal of the calipers. I had previously installed the inner and outer bearing races in the hubs.

It was now time to “pack” the bearings with high temperature bearing grease. I like to do this by hand and press the grease through one side of the bearing until I see the grease begin to extrude through the other side of the bearing. I then liberally coat all surfaces of the bearing with grease. The inner bearing is installed in the hub while on the bench. It is lightly pressed into place and the rubber seal with the cupped side and exposed spring wire facing toward the bearing is then tapped into position. The image below shows the inner bearing in seal installed in the hub.

Packed Inner Bearing Installed in Hub with Seal

I coat all surfaces with a light smear of grease. The maintenance section of the Service Manual states: “do NOT pack the hub with grease but apply a coating to the inside of the hub between the outer races of bearings. Apply a light coat of grease to the stub axle shaft; do not fill the hub end cap.” The hub and rotor are then offered up to the stub axle and the outer bearing is slipped on the stub axle against its race.

Packed Outer Bearing Installed

Then a special “D” washer is pressed in place over the stub axle end.

Stub Axle Special “D” Washer

Then a 1/2″-20 castle nut is threaded onto the stub axle. 

The Service Manual states, “Tighten the hub nut until there is no end-float, that is when rotation of the hub feels slightly “sticky”. Slacken back the hub nut between one and two flats depending on the position of the split pin hole relative to the slots in the nut.

Temporarily attach the road wheel and check that the wheel spins freely. If satisfactory, fit a new split pin and turn over the ends.

I used a torque wrench to tighten the nut to 45 pounds and then backed off the nut as described. The hole in the hub was then aligned with a notch in the castle nut and a hole in the stub axle end permitting the installation of a 1-1/2″” split pin.

Castle Nut Installed and Aligned

Split Pin Inserted Through Castle Nut and Stub Axle Hole

It is May of 2017 and I am ready to install the front suspension crossmember assembly on the car AGAIN. This time it will be to actually test drive the car. Then, as I have said previously, I will strip the car for paint. At least when I reinstall the front suspension this time I know I will be doing so with rear mounting brackets that will actually fit!

First, I loosened the two nylock nuts on each of the rear “V” bracket studs so there would be some slack in the mounts as they mated with the chassis frame rails. I then centered the cross member with hubs, brake rotors, calipers installed but without the steering rack, on my floor jack and slid it under the car (the car was already on jack stands). I roughly positioned it in place and lifted it until the front mount studs aligned in the front chassis mounts. However, I did not fasten the front mounts at this time. I then continued to raise the crossmember until the rear “V” brackets aligned with the mounting holes in the chassis frame rails. 

I inserted the LH rear “V” mount bolt through the mount and the frame rail and loosely fitted a nylock nut on the inside (engine bay side) of the bracket. I then repeated this procedure for the RH side of the car.

I then secured the front mounts with the two bolts per side and tightened them in place. The rear “V” mount bolts that go through the frame rails were then securely tightened, and lastly the two nylock nuts at the bottom of each “V” mount were tightened. That completed the installation of the crossmember. 

Next came the installation of the rack and pinion steering rack to its brackets that were already mounted on the front suspension cross member. One bolt inserted on the RH side and two on the LH side. All three then tightened. More detail is provided in the “Steering” entry to the website.

I then proceeded to mount the anti-sway bar to the front suspension cross member assembly. The first step was to assemble and mount the anti-sway bar links with new  polybush bushings to the brackets on the lower coil spring seats. Details about the links are provided earlier in this post. This photo shows the links mounted to the coil spring seat and to the anti-sway bar.

Anti-Sway Bar Link Mounted

I then lifted the Anti-Sway Bar into place and loosely mounted its ends to the anti-sway bar links. This gets the anti-sway bar into position so that one can then mount the LH and RH aluminum spacers and the sway bar brackets to the frame, each with two hex head bolts. Details provided earlier in the post.  I then firmly tightened the chassis bracket bolts as well as the anti-sway bar links.

Anti-Sway Bar Chassis Mounting with Polybush Bushings and Aluminum Spacer Blocks

The Goodridge Stainless Flexible Brake Hoses were the next items to complete. These were already connected to the LH and RH calipers. The ends of the hoses are positioned through the welded mounting clips on the inside of each wheel well where they are tighten down and then connected to the hard brake pipes. I found it easiest to connect the hose to the brake pipes first and to then tighten the hose to its mount on the car. 

LH Front brake hydraulic line junction to caliper

 

Rear Suspension

Rear Suspension Mounting

Rear Suspension Mounting

Rear Suspension

The MK2 rear suspension is a live axle leaf spring design utilizing bonded rubber bushings and pads. Torque arms with bonded rubber bushes at each end fit between brackets welded to the top of the axle and to a body cross-member at the back of the rear seat panel. Lateral location of the suspension is by means of a rubber mounted pan hard rod fit between brackets on the rear axle and the right hand chassis side member. Damping of the rear suspension is by telescopic hydraulic dampers located between brackets on the rear axle and the front of the luggage compartment floor. The dampers incorporate the bump and rebound stops which limit the movement of the rear suspension.

Rear Suspension Jag MK2

Rear Suspension Jag MK2

Rear Road Springs

The rear road springs are rubber mounted at the front, center and rear. I was going to reuse the rear leaf springs but after disassembling them I found them to not have sufficient arc on the lower leaf. The manual calls for  a camber of 3.45” to 3.78”.  Mine only measured about 3.25. I could have them re-arced, but I decided to just purchase new springs from SNG Barrett.

Free Camber On Road Spring

Free Camber On Road Spring 3.45″ to 3.7″

I noticed that the original springs had rubber “buttons” located between the leaves. The new replacement springs from SNG Barratt do not, and while not a condemnation, I notice that these springs are also made in India. I heard reports from a number of MK2 restorers that the rear of the car was sitting high with these springs.

All of this caused me to look a little harder for springs closer to the originals. Owen Spring in the UK makes MK2 springs that at least look much closer to the original design including the “buttons.” Owen uses British Classic Car Parts to market their classic car springs. I spoke with Jody Walker the product Development Engineer and decided to purchase a pair after he sent images to me. Quite a bit more expensive than the SNG Barratt product, but hopefully a superior spring that will yield the proper ride height. Including delivery to Virginia the springs were a little over $500.00.

British Classic Car Parts
Unit 8, The Old Saw Mills, Colaton Raleigh, Devon, EX10 0HP,  UK.
+44(0) 1395 568777 | Mobile +44 (0) 7969 013702 | 
Owen Spring MK2 Rear Leaf Springs

Owen Spring MK2 Rear Leaf Springs

Owen Spring MK2 Rear Leaf Springs

Owen Spring MK2 Rear Leaf Springs

Owen Spring MK2 Rear Leaf Springs

Owen Spring MK2 Rear Leaf Springs

Owen Spring MK2 Rear Leaf Springs

Owen Spring MK2 Rear Leaf Springs

Polybush Mounting Pads and Bushings for Rear Road Springs

Polybush pads and spring eye bushes were substituted for the original rubber.  The rear eye bushes were also substituted.

Spring Mounting Plates

I did blast the Clamping Plate, Securing Road Spring at Center and the Mounting Plate Assembly at Front End of Road Springs with aluminum oxide and after cleaning well painted these components with gloss black POR 15 and was very satisfied with the results:

Front & Center Leaf Spring Mounting Plates

Front & Center Leaf Spring Mounting Plates

Front & Center Leaf Spring Mounting Plates

Front & Center Leaf Spring Mounting Plates

Trial Fitting the Front Leaf Spring Mounting Plate

Trial Fitting the Front Leaf Spring Mounting Plate

Rear Torque Arm Assembly

The torque arms were blasted and painted. New polybush bushings with inserts were installed. As the photos show it is useful to have a large socket  (1 7/8″) and a fender washer handy to help press in the bushings with the aid of a little soapy water. Four hex head 7/16″ – 20 x 2 1/2″ bolts with 7/16″ flat washers and 7/16″ – 20 nylock nuts secure the torque rod ends to the body and the axle.

Torque Arms & Bushes

Torque Arms & Bushes

Getting it Started

Getting it Started

Squeezing the bushing

Squeezing the bushing

Torque Arms and Polybushings Installed

Torque Arms and Polybushings Installed

Panhard Rod

I could have cleaned up the washers and the Panhard Rod, but decided to simply replace the assembly with new components. The assembly is held together by a 1/2″ – 20 nylock nut at each end of the rod. I replaced the rubber bushes with Polybush bushes.

Panhard Rod new and old

Panhard Rod New and Old

Panhard Rod Assembly

Panhard Rod Assembly

Rear Shock Absorbers

Mike Eck  [email protected] a frequent contributor to the MK2 Forums and email list recommended using Monroe air shocks in the rear of the car. With their adjustability the ride height of the car can be modified. Curiously, they are also recommended for and fit some Edsel models! I decided to give them a try. They were available from my local NAPA store. They may be inflated up to 150 psi. They are sold as a pair including air line, air fittings, and air fill kit. Although the image below shows the shocks as white they are actually black.

Mike states:

“They each have a compression fitting and they come with a length of hose, a “T” junction and a single Schrader valve, but there’s nothing to keep you from plumbing your own separate system. They have about 2.75″ of adjustment range. When I give them about 20 psi the rear of the car seems to disappear. I steer the front and the rear simply follows along. Give ’em a try!”

Specifications:

Monroe MA705 Rear Shocks

Monroe MA705 Rear Shocks

Monroe MA705 Rear Shocks

Monroe MA705 Rear Shocks

Installation of the Rear Suspension and Axle

I had heard from a number of folks who have actually installed the MK2 rear suspension that hanging the axle in the car with the torsion arms and leaf springs can be a real challenge. I don’t know if I had beginner’s luck or if I just had the sequencing of the process nailed perfectly, but whatever the reason, I installed the assembly by myself without any real difficulties. I should note that one piece of equipment made the job much easier than it might have otherwise been: a motorcycle/ATV lift. I purchased mine from Harbor Freight for $69.00, but they are available from Sears, Home Depot or other similar stores for less than $100. This device makes the axle much more stable and balanced than it would be on the single pedestal of a floor jack.

Motorcycle ATV lift

Motorcycle ATV lift

At the time of installation, I had the brake rotors, calipers, new hubs with new bearings and the hydraulic pipes mounted on the axle. I chose to wait to secure the handbrake assembly to the axle until after the axle was in the car. More information about the axle assembly can be found in the “Rear Axle Post” of this website https://valvechatter.com/?p=4072 

This is the sequence of my installation: 

As a service manual indicates final tightening of the bolts securing various components to the chassis must be carried out with the car in its normal riding position, that is, with full weight on the suspension. So in the sequence of steps below, all bolts/nuts are left loose and will not be tightened until he cat is under load.

First, I installed both torsion arms to the vehicle mounts.

Torsion arms with mounting bolts and nylock nuts

Torsion arms with mounting bolts and nylock nuts

LH Torsion Arm Mounted to Chassis

LH Torsion Arm Mounted to Chassis

As mentioned above I used polybush bushings and I liberally coated the outer surfaces of the bushes with Prothane Super Grease. I used this grease on my Healey when I restored it in 2008 and have never experienced any squeaking. I happened to purchase the grease from Summit Racing but it is available from other similar vendors as well.

Prothane Super Grease

Prothane Super Grease

Prothane grease on torsion arm poly bushing

Prothane grease on torsion arm poly bushing

Second, I installed the LH and RH Front Spring Mounting Plates. I started each of the three mounting bolts for each bracket and all were left very loose. 

Third, I placed the axle on the motorcycle lift and slid it under the car and into position to jack up to each of the torsion arms. This worked quite easily. I then slid the mounting bolts through the chassis mount and the torsion arm and loosely secured the nut to the end of the bolt for each side of the car.

Axle on Motorcycle Lift

Axle on Motorcycle Lift

Axle Linked to Torsion Arm

Axle Linked to Torsion Arm

Fourth, after the axle was secured to each torsion arm with the 7/16″-20 x 2 1/2″ bolts and unlock nuts, I placed the axle on jack stands with wooden blocks in roughly the position I thought would be appropriate for the propshaft and the leaf spring eyes to keep the axle from swinging.

Axle mounted on torsion arms resting on jack stands

Axle mounted on torsion arms resting on jack stands

Fifth, I slid a leaf spring into its front mount and rested the eye end of the spring on my floor jack sufficiently high enough to hold the spring in place without slipping out of the front mount.

Spring Eye on Jack

Spring Eye on Jack

With the rubber center cushions on the leaf spring I placed the center spring mount in position and loosely tightened the mounting bracket in place. This was made easier by starting with longer bolts than are specified and switching to the shorter bolts after the bracket is tightened down. Care should be taken to insure that the rubber cushions are centered in the bracket. 

Spring Positioned on Center Chassis Mount

Spring Positioned on Center Chassis Mount

Sixth, I was then able to use the floor jack to lift the spring into the axle mount although I could not perfectly line up the eye hole in the spring end with the holes in the axle mount. I found that a fairly large “C” clamp worked like a charm to squeeze the holes into alignment allowing me to then insert the bolts and loosely tighten the nuts to secure the spring end to the axle. 

"C" Clamp

“C” Clamp

Rear Spring Bolt in Place with Clamp

Rear Spring Bolt in Place with Clamp

Seventh, I removed the two axle jack stands and allowed the axle to “drop” to a lower position. I then slid the floor jack under the differential pumpkin and raised the assembly slightly higher than the propshaft when it was held parallel to the garage floor. This gave me sufficient “angle” to align the propshaft rear face with the differential and I bolted them together. I used lock washers and nuts in the photo but I will substitute nylock nuts at final installation. By the way, on final assembly the leaf springs will get cleaned up and repainted as well. The spring paint as provided by the manufacturer didn’t survive the shipping from the U.K.

Propshaft Fastened to Rear Differential

Propshaft Fastened to Rear Differential

Next come the panhard rod, the shock absorbers and the handbrake components.

The installation of the handbrake system is fully documented in the “handbrake” website entry: https://valvechatter.com/?p=3913

Rear Shock Absorbers or Dampers

As referenced earlier in this post, I am using Monroe air shocks on the rear of my MK2. This is a pdf of the Installation Instructions including diagrams: Monroe Air Shock Installation Instructions

Each end of each shock uses the following rubber bushes and cupped washers for mounting the shocks to the vehicle. 

Rear Shock Rubber Bushes and Cupped Washers

Rear Shock Rubber Bushes and Cupped Washers

As one can see in the photo above, the two sides of the rubber bushes are not alike. The larger diameter “shoulder” side of the bush faces against the cupped side of the washer, while the smaller diameter “shoulder” fits against the opening in the body in the case of the upper mount and against the hole in the rear axle bracket in the case of the lower mount.

I first loosely mounted the upper ends of both of the shocks to the mounting holes in the body of the car which are located in the back rear LH and RH sides of the boot. It is useful (if not required) to have a helper to assist with this. The helper installs one cupped washer and rubber bush to the end of the shock and then pushes the shock through the floor. One must be careful to orient the air line fittings on the shock bodies so that they face inwards. This will become important later when the plumbing for the air pressure lines is installed.

Another rubber bush and cupped washer can then be placed on the threaded shock shaft inside the boot and a nylock nut can then be started on the threaded shaft. The larger diameter end of the shock faces upward.

Rear Shock Upper Boot Mount Loosely in Place

LH Rear Shock Upper Boot Mount Loosely in Place

To install the lower end of the shock I found it helpful to first use my motorcycle/ATV jack (A floor jack would be fine)  to raise the axle. I then placed a cupped washer and rubber bush on the end of the threaded shock shaft and pulled down on the shock to extend it through the hole in the mounting bracket on the axle. This does take a bit of arm strength! 

Installing Lower End of the Shock

Installing Lower End of the Shock

I then placed another rubber bush and cupped washer on the threaded shock shaft below the mounting bracket and again loosely mounted the shock by tightening the nylock nut.

Lower End Of Shock Loosely Mounted to Axle Bracket

Lower End Of Shock Loosely Mounted to Axle Bracket

I then insured that the shoulders of the rubber bushes were located inside the holes of the boot floor and the axle bracket and free to rotate in the holes. I then tightened the nylock nuts on both ends. I started with the upper ends but I don’t think it would matter. It is useful to hold the top of the shock with vice grips or a wrench so that the shock does not turn while tightening.

Lower End of Shock Tightened with Bushing Compressed

Lower End of Shock Tightened with Bushing Compressed

 

 The image below shows the LH rear shock installed in it mounts. Plumbing the air is next.

LH Rear Shock Installed

LH Rear Shock Installed

The next step was to do the “plumbing” for the operation of the air shocks. The “kit” that came with the shocks was part number AK18.

Monroe Shocks Air Fittings Part #AK18

This involves connecting the fitting on each shock to a central “T” fitting roughly in the center above the axle.

“T” Air Fitting

Air Lines to Shocks

I temporarily secured the air hose to the fuel pipe with plastic zip ties. Before painting the car, but after the axle is removed I will install a few permanent clips to secure the hose to the chassis.

Air Hose from LH shock to -T- Joint

From the “T” fitting a single air hose runs to the the Schrader Valve (like a bicycle or car tire valve) used for filling the system. I decided to locate the schrader valve in the boot behind the casing assembly on the LH side of the luggage compartment. I made a little bracket from some scrap aluminum that I had and mounted it to the floor of the compartment using two #10-24 x 1/2″ machine screws into nutserts that were installed in the floor. A 3/16″ hole was also drilled into the floor to allow the air hose to enter the compartment from below. A small rubber grommet was used to protect the air hose and to keep out moisture.

Schrader Valve Aluminum Mount and Rubber Gasket

Schrader Valve Mount NutSerts and Rubber grommet for air hose

Schrader Valve Mounted in LH Boot Compartment

Following installation I tested the system by filling the lines with 90 lbs. of pressure. Everything held tight with no leaks. I then backed the pressure out to 20 lbs. and that is what I will try initially based on the recommendation of Mike Eck. As one can see in the image below, there is approximately 1/2″ of unpainted surface on the shock tube which was the result of the expansion of the shock piston due to the air pressure.

Shock Adjustment with Air Pressure

Panhard Rod Installation

As can be seen in the image above the panhard rod was the next component in the rear suspension to install. I used polybushes rather than rubber for the panhard rod  and just as Eric Kriss had reported, the polybushes are simply too wide to allow mounting of the unlock nuts on the end of the threaded rod. I ended up cutting one bush in half with a hack saw blade and fit one half on each outer end of the rod. Hopefully, this work satisfactorily. 

Again, as recommended in the Service Manual I left the nylock nuts loosely fitted and will not tighten until the weight of the car is on the ground. I also loosened the adjusting piece with a wrench. The Manual offers directions on the alignment procedure for the panhard rod once under load:

“Place a straight edge across one rear tire and check the distance to the flange of the chassis side member at the point at which the rear spring centre clamp is bolted; repeat for the other side. The point of the chassis side member flange at which the dimension should be taken is between the two bolts which secure the rear spring centre clamping plate.

The dimension at each side (A, Fig 6.) must be the same. If they are not, adjust the length of the panhard rod until the two dimensions are equal by rotating the panhard rod tube with a pair of grips. Fully tighten the securing nut at the rear axle bracket end and recheck the adjustment. Finally, tighten the nut locking the adjusting pieces the panhard rod tube.”

Panhard Rod Adjustment

Rear Differential Lubricant

With everything related to the rear axle and suspension in place, the last step in the process is to add the differential lubrication. Mike Gassman, of Gassman Automotive recommended using an AC Delco (General Motors) additive product. It is universally available and I ordered a couple of 4 ounce bottles. 

Limited Slip Lubricant Additive

Having spilled a tiny bit of the stuff, I can see why Mike likes to add it. It is very slippery! After pouring the additive in first, I then added SAE 80W-90 Gear Oil. I think most any brand will do. The Jaguar Service Manual calls for 3 1/4 pints, but I always just fill the diff until the oil begins to overflow the fill hole and then I button it up.

Rear Diff Lube

My differential screw plug flat surfaces were stripped on the corners so I replaced it with a new one from SNG Barratt. While the threads match and it “fits” it will not screw-in to the point where the shoulder is flush with the casing. Just one more example of replacement parts not be exactly the same as the originals – not a complaint, just an observation.

SNG Barratt Diff Plug