OSCAR 1 - Page 5

Rear sus ensian (Type l)
- leaf springs from MGB
- shock absorbers from VOLVO 140
- rear shackles for leaf springs from VOLVO 210
NB: Grease lubricate 2 nipples in each side
every 5, 000 km.
Rear sus ensian (Type 2)
From VOLVO 240 complete. Modificatlon of lower
mounting point for coil springs.
Both type l and type 2 use shortened VOLVO top
linkarm.
Rear shock-absorbeis^. Type l: 140
Type 2; 240
Frontsus ensian and steerln
Camplete from VOLVO 140
Modifications:
- springs compressed
- lower steering column lengthened by
- top steering column from VOLVO 140 - 1973
- camber changed to 1/4° +/- 1/8
- castor changed to 2 1/2° +/- 1/2
- king pin inclination 8° to 9°
- toe-out on turns 21 1/2°
- toe-in straight ahead: 2 to 2 1/2 mm
Electrical s stem
See separate description. Malnly based on VOLVO
340 with addition of same separate relais for
LUCAS equipment and air condition.
Coolin s stem
Type
Thermostat, begins
to open at
Fan belts (two)
designation
Capacity (ind.
heating system)
Fans:
Positive pressure
(sealed system)
92°C føert. markets 87°C)
No. 958315 (used on B27 engine
to 1976)
Approx. 8 Itrs.
One normal + ane electric
DESCRIPTION
A.
BRAKES
The brake system is of the two-circuit type with
disc brakes all round. The system is provided
with a tandem-type master cylinder and a direct-
ly operating booster cylinder. Uhen the brake
pedal is depressed, the master cylinder is ope-
rated mechanically via the booster cylinder, this
increasing the pedal force about three times.
The brake pressure is transmitted hydraulically
from the master cylinder through the brake to
the wheel cylinders. The pistons in these åre
then pressed outwards and apply the brake pads.
The pressure lines to the rear wheel brakes åre
provided with a reducer valve which prevents
locking of the rear wheels
The principle of the two-circuit system is that
both front wheels åre connected to ane rear wheel,
e. g. should there be a failure in one of the
circuits, there is always braking poviier on both
front wheels and the other rear wheel. So at
normal pedal pressure the braking effect of one
of the circuits is 50%, but when pedal pressure
is increased, about 80S15 of the full braking
power ean be obtained in the ane circuit. This
provides maximum safety and'prevents lateral
dragging and rear-end lurching.. Uith the engine
stopped, the booster assists the braking a
further tuvo or three times after which the pedal
pressure mus t be increased about three times in
arder to obtain a braking power corresponding to
the braking power available uuith the engine run-
ning. The parking brake operates the rear wheel
mechanically as the brake disos have also been
designed as brake drums in arder to incorporate
the shoes for the parking brake.