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Something TECHNICAL


The alloy cylinderhead has a sprocket driven camshaft which operates the valves directly via tappets. The clearence is adjusted by shims, therefore the actual tolerances must be taken first - compared with the factory data, then the camshaft has to be removed, the correct shims  placed between valve shaft top and  tappet, then camshaft replaced. The cyl.heads in connection with the cast iron block (block and studs) was meant to be the achilles' heel of the Stag.



The servoassisted rack and pinion steering is very effective, expects to be American, eg. it is very smooth, even movable with the little finger, which is very helpful when parking, but on the motorway one must get used to it, hectic movements are not advisable. The service of this system is easy and simple to do yourself.


 The Stags rear suspension is the same as from the Big Six Saloons,  aslant trailing arms  mounted to a subframe (3) whats' mounted to the chassis. These are made of  Dur alloy and are very robust. And they cannot rust like similar constructions made of steel. Springs and shocks are mounted separatly (1&2). The stabilisor (4) is an aftermarket design and helpful against the "Stag Twitch", which means the sudden movement of the rear end when cornering too briskly.
It can be obtained from the German Stag Club or from Monarch Stags

The waterpump is something special on the slant 4 and the V8 engines, it is not externally bolted to the block or head, no - it is situated between the two cylinder banks inserted into the block. The motorblock itself is the pump body  and is driven by a jackshaft through the engin, it saved some place and made the engine shorter - more compact. Die Mk1 Motoren besassen eine 6 Flügelpumpe, die Mk2 eine mit 12 Flügel, adjustment is made by one of the three gaskets. The pump ist removed by a special sliding hammer, screwed to the top of the pump.





Here is the Jackshaft, which drives the distributor at (1) which itself is driving the oilpump via a squared shaft.. At (2) the waterpump is driven and at (3) the Jackshaft  is driven by a sprocket connected to the crank by a chain.
Corrupted. Jackshaft therefore can cause severe engine damage when water finds it way in.

   

Overdrive planetgears were especially used by English, American and Swedish cars of the 50ties up to the 80ties replaced by electronic 5 and 6 speed transmissions today.
A special long shaft from the gearbox (1) penetrates the Overdrive(2&3), the power normally flows through, directly to the Overdrive output shaft. Switched by a solenoid (3), once activated electricially, opererating a hydraulic system, the power now is bypassing via the planet gears back to the output shaft (2)
This causes a different gearing, the engine rev. drops and therefore less petrol consumption. On the other hand, it allows you to accelerate more  resulting in a higher top speed. In Wikipaedia there is a contrary statement.
- but that is definately wrong.
US cars often had automatic transmissions flanged to an overdrive. So to the 3 gears there was a fourth gear to use, like visible on the small picture from a Mustang auto box.


Zenith Stromberg carburettors were only used in english or swedish cars  of the 60ties to 80ties. Their simple construction with only just one  jet and no accelerator pump. Their simple and construction and operation distinguished this carburettor type from others. Only the SU carbs used the same principle. Every youngster knows about his moped and that's the same way they work.
As air is sucked in and causes a vacuum in (1), where a diaphragm - connected to a piston with a  needle at the other end pointing into the nozzle (3), is lifting the piston up. Thereby the cross section is reduced or enlargened, more airflow - more needle lift - bigger cross section - more gas and vice-versa. Petrol comes from the float chamber (2), at (5) the throttle can be moved and adjusts the airflow sucked in by the engine.


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