valve gear finds its way back to thc e~lgine sump down
a
drain passage and
external pipe at the rear of thc cylitlder block, and by a similar drain passage
and pipe into the auxiliar~ drive covcr at the forward end of the crankshaft,
wher'e it lubric:itcs the dynamo dri- c a1.d inclined shaft gears, finally passing
through the cr:~nkshnft b:~ll race oil to t'ie oil filter in the crankcase.
At
the end of the first 100 miles
and
even subsequent 500 miles this
restrictor pin should be withdrawn by p:~ssing
a
piece of stiff wire, hooked
at its end, through the hole which can be seen in the end of the pin. The
restrictor and its housing should be carefully cleaned before replacement.
On no account file the pin, alter its shane or otherwise interfere with it.
Draining the Sump.
Owing to dilution by petrol, a certain amount
~f
which always works past the pistons into the sump, and chemical decom-
position caused hy I~eat, the best oil gr:~dually loses its lubricating properties,
and must therefore be periodically drained out :~nd renewed. This should
be done at least every 1,500 miles, :~nd preferably every 1,000; it is false
economy, particularly in
a
small high speed engine like the
M.G.
Midget,
to run with old
"
worn out
"
oil.
To drain the sump the following procedure is adopted.
In front of the
sump will be found the main suction pipe from the filter unit to the pump.
Ry disconnecting the pipe from the filter the oil can be drained out of the
sump, but as the filter must
eventual!^
be removed for cleaning this may as
well be removed right away, for
by
so doing it will greatly speed up the
operation. After the oil has all been drained the filter should be cleaned
and replaced. When refixing the suction pipe to the threaded end of the
filter great care must be
taker1 to see that the pipe is fitted correctly. In-
correct refitting at this point will cause an air Icak in the oil feed, and the
pump will suck air instead of oil, resulting in a seizure
if
the engine is run
for any length of time.
Clutch Thrust.
Access to this is obtained by removing the cov,er plate
on the clutch housing, when the lubricator will be found undern~eath.
A
few
drops of 'engine oil should be dropped
in
every 500 miles.
Gearbox and Back Axle.
The oil level in the gearbox and in the back
axle should be inspected every
500
n~iles and replenished
if
necess:lry through
the combined inspection and filler caps, situated, in the case of the gearbox,
on the near side, and in the case of the
luck axle, on the rear of the differ-
ential housing.
The gearbox and back axle should always he filled up when warm-i.e.
immediately after a run-and
a
short stick should he inserted into the filling
orifices to make sure th:it congested oil clinging inside the spout does not
give a false level reading.
Overfilling must
be
avoided, because excess of oil in the gearbox may
work through to the clutch and cause serious slipping, while excess in the
back axle may work along to the brakes and seriously impair their efficiency.
There is no danger of this
if
the fillers are correctly used, because their
positions on the gearbox and axle housings determinc the
"
full
"
level
automatically.
The gearbox and back
:~xlc should be drained after the first 1,000
miles, and subsequently every 2,000 miles. When refilling the gearbox
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