CERBERA SERVICEI"WORKSHOP lWAN"UAL
Chassis
The plates UIldemeath are very important but for reasons
of prop clearance etc they could be better. The front sump
plate is made from either steel or alloy. If it is
alloy
there
should be a pair of additional stainless steel reinforcing
sections below the front anti roll bar mounts. Note that all
the UIlderside mOUIlting bosses are
10
mm threads.
Rear Suspension
The rear suspension is fUIldamentally similar to the
Criffith, the
main
differences b
e
in
g
the wheel
bearing
and
hub, the upright and driveshaft and the anti roll bar. The
same methods of adjustment apply. If you are removing the
bearing pack be careful with the length of the three
mOUIlting bolts, as if they are even 2mm too long they will
interfere with the handbrake shoes. See drawings for bolt
lenghts.
Front Suspension
The front suspension however is completely different. The
upright at present is machined from a billet of aluminium
(C0169/0170)
and has a brake calliper mounting bracket
(J0162).
Later cars will utilise a cast upright and will
include integral mOUIlting bosses so there will be no need
for the bracket
J0162.
All of the uprights are dimensionally
identical and have helicoil inserts where the steering arms
etc bolt on. Again the bolt lengths are fairly critical so refer
to the
drawings. The steering arms,
upper
ball joint
mOUIltings, brake calliper brackets, and the lower drag
struts are
not
handed.
The geometry is adjusted in the same manner as the
Griffith and the car seems to be very sensitive to castor.
The
shims are the only current means of adjustment but we are
intending using three different lengtrs of drag strut,
suitably marked, so that the castor adjustment can be
performed more easily and more accurately.
Wheels, Tyres
and
Steering
The wheels are the same front and rear but the tyres are
not. The
225/45
x
16
front tyres are responsible for
some
of
the sharp
steering
characteristics, but
in
the main
the
very
light and quick rack is the cause; you will get used to it.
There are a few other details regarding the rack. You cannot
centralise the steering wheel at the boss. It must be done at
one of the
UJ
splines. If the rack itself is not central relative
to the car (ie. equal travel in each direction) then it is
possible for for the tyres to foul the upper wishbone on full
lock. it is intended to utilise the latest Bridgestone tyre, the
502
as and when it becomes avaliable. The front size
remains the same but the rear will become
245/45x16.
Do
not fit
different tyres or sizes on
the same axle.
Due to the coarseness of the splines the ultimate
centralisation of the steering wheel may be achieved by
shuffling of the rack bar, but this should be limited to no
more than
1/2
turn of each track rod. Some of the racks
seem to have a tight spot just to each side of the straight
ahead position. We suggest leaving the adjustment for a
few hUIldred miles as they do wear in.
GEOMETRY SETII -CS
Parameter
Front
Rear
CAMBER (DEC)
0.5
- 125 i\!EC
05
- 1.25
N'EG(O.25)
CASTER(DEG)
3.5 - 4.5 POS
NI
A (0.25)
TOE(M[NS)
1O-20IN
10 -20
IN
(5)
TYRE PRESSURE
22
-
26
24
- 28(2)
NOTE:
The toe figures are
TOTAL
for the axle
in
question, i.e. for a
PAIR
of wheels. The above figures
represent acceptable tolerances. The maximum
discrepancy from to side on the axle in question should
be no more than the figures shown in brackets. In an
ideal world the Cerbera would be aligned at the
intended ride height, however, unless it is always to be
used with
4
people it will be acceptable to use a
passengerless car with at least half a tank of fuel. The
greater tyre pressure range is aimed at continued high
speed use ( above
100
mphl.
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