Last updated September 2001
Front Axle
Springs
Shock Absorbers - Luvax Vane or Rotor Type
Brake Linings
Clutch
Pre Selector Gearbox
Torque Spanner
Valves
Valve Springs
Pistons
Spark Plugs
Ignition
Timing Stick
SU
Solex
Zenith
Bearings
Gaskets
Oil Seals
I have taken this data from the following sources.
a | The Service Station and Motor Mechanics Manual, G.George 1940 |
b | Motor Trader Data Sheets 1937-40 |
c | Newnes Motor Engineers Pocket Book, 1950 |
d | The Book of the Riley - Robson 1956 |
e | Lodge Advert. 1956 |
f | The Riley 9 Manual - Robson 1952 |
g | Car models with corresponding carburetter and pump specifications - S.U. Co. 1964 |
h | Payen catalogue and price list1950 |
i | SKF and Hoffman bearing catalogues |
j | Riley Sales and Service Bulletins 1933-1950 |
k | Post war Riley workshop manual , alternative link |
AJT | My own notes |
Whilst every care has been taken in the compilation of this data, I cannot be held responsible for its use or for any errors etc etc etc. Please use you own discretion or seek advice from a suitably experienced mechanic or Riley expert.
Also note that Riley frequently changed their specifications and also often built up vehicles from stock which was to hand.
The Riley Register has reprinted a comprehensive range of original parts lists and instruction manuals. These are available for purchase by members.
Camber Degrees |
Toe In Inches |
Caster Degrees |
King Pin Inclination Degrees |
Source | |
All Models 1932-38 | 2-1/2 | 1/8 | 3-1/4 | 8 | a |
9hp, 15/6 1937 | 2 | 1/8 | 3-1/14 | 8 | b |
1937/8 9HP, 1938 1/12litre, 1939 12HP | 1-3/4 | 1/8 | 3-1/4 | 8 | c |
1939 12HP,16HP | parallel | b |
Front Length, Inches |
Rear Length, Inches |
Width Inches |
Front Leaves | Rear Leaves | Front Camber Inches |
Rear Camber Inches |
Source | |
Nine | 28-1/2 | 40-1/4 | 7 | 10 | b (1937) | |||
15/6 | 32 | 40-1/4 | 7 | 10 | b (1937) | |||
12HP | 28-1/2 | 40-3/4 | 1-3/4(Front) 2(Rear) |
8 | 11 | 3/4 Loaded 2-7/8 Free |
-1 Loaded 5-1/4 Free |
b (1939/40) |
16HP | 32 | 40-3/4 | 1-3/4(Front) 2(Rear) |
10 | 11 | 3/4 Loaded 2-7/8 Free |
-1 Loaded 5-1/4 Free |
b (1939/40) |
Front | Rear | Source | |
9HP, 1937 | CMPVC12 -20sec | CMPR10-10sec | a |
12/4, 15/6 1937 | CMPVC12-20sec | CMPR9-10sec | a |
12/4 SWB 1938 | CMPVC12-20sec | CMPR10-10sec | a |
12/4 LWB 1938 | CMPVC12-20sec | CMPR9-10sec | a |
12/4 Victor 1938 | CMPVC12-20sec | CMPR9-8sec | a |
16HP 1938 | ALC5-12sec | ALC5-8sec | a |
V8 1938 | ALC5-12sec | ALC5-8sec | a |
Make | Dia Inches |
Lining Length |
Lining Width |
Lining Thickness |
Ferodo Lining Ref. |
Source | |
Big4, 16HP, V8 1938 | Girling | 16 | 12-9/16 | 1-3/4 | 1/4 | GG/4/1 | a |
9, late 1935/8 | Girling | 11 | 10-9/16 | 1-1/2 | 3/16 | RV/14/2 | a |
12/4,15/6,1935/8 8/90 1936/7 12/6 1935 |
Girling | 13 | 11-3/8 | 1-1/4 | 3/16 | SI/9/2 | a |
14/6 MPH,Edinburgh,Stelvio 1934/5 | Riley | 15-1/2 | 15-5/32 | 1-1/4 | 3/16 | RI/9/1 | a |
9 1934, Early1935 12/6,14/6 1934 |
Riley | 13 | 12-23/32 | 1-1/4 | 3/16 | RI/8/2 | a |
All 1931/3 | Riley | 13 | 12-23/32 | 1-1/4 | 3/16 | RI/8/1 | a |
Ref (a) specifies Girling straight adjusters for early 1935, and inclined adjusters thereafter.
Ref(a) specifies MR - non metallic - linings for all models.
Ref (a) also specifies Bendix 2S (Non Servo) brakes for 9 hp 1938.
Make | Dia Inches |
Bore Inches |
Thickness Inches |
Facing Type |
No. of Facings |
Ferodo ref. |
Source | |
All 1937/8 (pre-select) | Newton Bennett | 9 | 5-1/2 | 5/32 | VM | 2 | 4/NB/1 | a |
9 HP late 1935/37 (pre-select) | Newton Bennett | 9 | 5-1/2 | 5/32 | VM | 2 | 4/NB/1 | a |
12/4 1936/7 (pre-select) | Newton Bennett | 9 | 5-1/2 | 5/32 | VM | 2 | 4/NB/1 | a |
15/6,8/90 1936/7 (pre-select) 12/4, 12/6 1935 (pre-select) |
Newton Bennett | 7-5/8 | 4-7/8 | 1/8 | VM | 4 | 7/RI/1 | a |
12/4, 12/6 1935 (manual) 6 cyl Falcon 1935/6 (manual) MPH, Stelvio 1935 (manual) |
Riley | 10 | 7-1/2 | 1/8 or 5/32 |
RAD II | 1 | 4/RI/1 or 1/SU/2 |
a |
12/4, 12/6 1935 (pre-select) 6 cyl Falcon 1935/6 (pre-sel) MPH, Stelvio 1935 (pre-sel) |
Newton Bennett | 7-5/8 | 4-7/8 | 1/8 | VM | 4 | 7/RI/1 | a |
14/6 12/6 9 1934 (manual) | Riley | 10 | 7-1/2 | 1/8 or 5/32 |
VM | 1 | 4/RI/1 or 1/SU/2 |
a |
14/6 12/6 9 1934 (pre-select) | Newton Bennett | 140mm | 100mm | 1/10 inch | VM | 8 | 6/RI/1 | a |
9 early 1935 (pre-select) | Newton Bennett | 7-5/8 | 4-7/8 | 1/8 | VM | 4 | 7/RI/1 | a |
All 1933 | Riley | 10 | 7-1/2 | 1/8 | RAD II | 2 | 4/RI/1 | a |
All 1931/2 | Riley | 10 | 7-1/2 | 1/8 or 5/16 |
RAD II or FB |
2 or 1 |
4/RI/1 or 5/RI/1 |
a |
VM = Moulded non metallic
RAD II = Ferodo Bonded Asbestos, Die-made, brass wire interwoven.
FB = Ferobestos non metallic.
Armsrong Siddeley maintenance booklet
Alternative method for setting toggle action
Cylinder Head Nuts | Connecting Rod Nuts | Main Bearings | Source | |
Post War 1 1/2 litre 1946-1952 | 45 lb ft | 35 lb ft | 21 lb ft(Centre) 65 lb ft (rear) |
k |
Post War 2 1/2 litre, 1946-1952 | 75 lb ft | 39 lb ft. | 75 lb ft. | k |
Note: Riley did not specify torque wrench settings in the pre-war years. Perhaps the average mechanic did not have access to such high tech equipment, or he was expected to be skilled and know how hard to pull on his spanners.
However, the pre-war 9hp, 6cylinder and 12/4 engines all used similar stud and nut sizes to the post war 1 1/2 litre, so these torque settings can be safely employed.
Similarly the pre-war 16hp is similar to the post war 2 1/2 litre car.
AJT
Inlet opens before TDC |
Inlet close after BDC |
Exhaust opens before BDC |
Exhaust close after TDC |
Inlet Tappet (hot, inches) |
Exhaust Tappet (hot, inches) |
Source | |
9 hp, 6 cyl, Standard models1932/8 | TDC | 50 | 55 | 30 | .002 | .003-.004 | a,b,c |
12/4 Standard and Special Series 1935/8 | TDC | 50 | 50 | 21 | .003 | .004 | a,c |
15/6 1935/8 | TDC | 55 | 50 | 21 | .004 | .004 | a,b,c |
16 HP 1938 | 7 | 50 | 50 | 17 | .003 | .003 | a,b,c |
12/4 Sprite 1936/8 | 20 | 50 | 50 | 20 | .004 | .004 | a,c |
Note : Many cars have recently been fitted with new or reprofiled camshafts. These are often made to a modern cam profile and may require tappet clearences of (typically) 0.015 inches. Consult the manufacturer if you are unsure.
Valve Closed Force lb. |
Valve Closed Length inch |
Valve Open Force lb. |
Valve Open Length inch |
Length when out of car (inch) |
Source | |
12/4 single springs type R216 | 51 | 1-47/64 | 65 | 1-29/64 | 2-3/4 | a |
12/4 double springs -----inner | 22-3/4 | 1-9/16 | 29 | 1-9/32 | 2-9/16 | a |
12/4 double springs -----outer | 34-3/4 | 1-5/8 | 47 | 1-11/32 | 2-13/32 | a |
12 HP 1939 ------inner | 2.562 | b | ||||
12 HP 1939 ------outer | 2.415 | b | ||||
16 HP 1939 -----inner | 2.536 | b | ||||
16 HP 1939 -----outer | 2-7/16 | b |
Type | Top Clearance | Skirt Clearance | Ring Gap | Ring groove clearance |
Compression | Source | |
9 HP | Riley BHB Split Skirt | .002-.003 (top) .002-.0015(Bottom)(sic !!) |
.007 | .001 | b | ||
15/6 | Riley BHB Split Skirt | .0025-.003 | .007 | .001 | 45.25mm | b | |
12HP 1939 | BHB Split Skirt | .003 feeler 1/2" wide needs 7lb force to withdraw |
.005 | free fit, no play | b | ||
16HP 1939 | BHB Split Skirt | as 12HP above | .005 | free fit, no play | b | ||
All models | Split Skirt | .020 - .030 | .0025 max | .002 | tight finger fit | j (1933) | |
All models | Solid Skirt | .025-.030 | .004 | .002 | tight finger fit | j (1933) | |
All models | .002 | .008 max .007-.0011 (Wellworthy rings) |
j(1936) |
Note: Manufacturers advice should be sought and followed when machining bores for new pistons. The clearance required varies dependant upon the construction (split or solid skirt) and the expansion rate of the materials used. There have been many recent cases of rebuilt engines seizing up when insufficient clearance has been allowed.
Champion | KLG | Lodge | Source | |
9HP | 16, 17 | KS5, M80 | CB3, H2 | d |
9HP | 16,17 | KS5,M60,M80 | CB3,H2 | f |
9 HP Standard Series | CB3 | e | ||
9 HP Special Series | HLN18, HLN18P | e | ||
9 HP, 6 cylinder | 13 | j (undated) | ||
9 HP (twin carbs) | RIV | j (undated) | ||
all other Standard Series 1937-40 | CN | e | ||
all other Special Series 1937-40 | HN, HNP | e | ||
12,14,15,16 HP to1936, Standard Series | CB3 | e | ||
12,14,15,16 HP to 1936, Special Series | HLN18, HLN18P | e | ||
12HP 1939-40, 15/6 | L10 | b | ||
12HP Sprite Series 1939-40, 16HP 1939-40 | L10S | b | ||
1906 V twin 9HP | D9 | letter from Champion |
Plug Gaps ----- Coil Ignition 0.025", Magneto Ignition 0.018" (ref d)
Champion have replaced L10 with L90, and the L10S with L85/L82C. (1985 Champion Catalogue)
They also list D16 to replace 13.
I believe Champion 7Com or D16 to be a fair replacement for 16 or 17. (AJT)
Static Ignition Setting, with position of manual control | Advance Range | Contact Breaker Gap |
Source | |
9 hp and 6 cylinder, 1932-38 | TDC Full retard | a | ||
9 Hp 1937 | TDC Full retard | 0.012 | b | |
9 hp 1937/8 | TDC Full retard | Scintilla Mag 0.12-0.016 Distributor 0.010-0.012 |
c | |
15/6 | 5deg ATDC Full retard | 27 degrees(auto+manual) at distributor | 0.012 | b |
12/4 standard, special series and sprite, 15/6, 1935-39 | 5 deg ATDC Full retard | 54 degrees(auto+manual) at crankshaft | a | |
12/4 1938 | 5 deg ATDC, Full retard | Scintilla Mag 0.12-0.016 Distributor 0.010-0.012 |
c | |
12hp 1939 | 1 inch on flywheel rim BTDC, Full retard | 24 degrees centrifugal 20 degrees manual (at crankshaft) |
0.016 | b |
12hp 1939/40 | 5 deg ATDC Full retard | 0.010-0.012 | c | |
16hp 1938 | 12 deg BTDC Full advance | a | ||
16hp 1939/40 | TDC Full retard | 24 degrees centrifugal 20 degrees manual (at crankshaft) |
0.022 | b |
1-1/2 litre 1946-7 | 8 deg BTDC (i.e. 2 flywheel teeth), Full advance | 32-35 degrees centrifugal 15 degrees manual (at crankshaft) Centrifugal advance starts at 1000rpm, and reaches full advance at 4000rpm |
0.030 | b |
12/4 | TDC, Full retard (Feb 1935) 8 deg BTDC Full retard (Aug 1935) |
12 degrees (manual) | 0.018 | j |
Notes: These settings are from period literature. With modern fuels (different burn rates from that available then) and modified engines (e.g high compression pistons, modified camshafts) they may no longer be the optimum. Some experimentation may be required.
Ignition settings are sometimes given in terms of distributor rotation rather than crankshaft. Remember that the distributor rotates at haf the speed of the crankshaft.
The automatic advance range (measured in distributor degrees!) of the standard Lucas DK distributor is stamped on the steel advance plate which is found underneath the contact breaker plate. It is determined by the length of the slot which is cut in the plate.
The distributor points gap that is required depends upon the shape of the cam. If you are not sure about the cam that is fitted in your distributor then the best method is to set the gap with a dwell meter. A dwell of 50-60% is a safe setting.
After fitting new contact breaker points the high spots on the fibre (or nowdays plastic)cam follower wear at a very fast rate during the initial bedding in period. Don't forget to reset the points after a 100 miles or so. Also lightly smear the cam with a little light grease.
The gap on a normal magneto is usually 0.012". Plug gaps are also less when using a magneto (0.012-0.015).
I have included the settings for post war RMA as it gives details of the automatic centrifugal advance. -AJT.
It is difficult to find TDC and other timing points on most Rileys because the flywheel is well hidden, and is not often marked. A timing stick which is inserted in a sparking plug hole is an alternative. These tables show the relationship between piston movement (in inches from TDC) and crankshaft rotation in degrees. A timing stick may be made from a length of dowel rod and pencil marks made on it to show the points that you wish to measure.
To find TDC accurately Riley illustrate a dial test gauge (Sales and Service Bulletin Nov 1935) adaptor to screw into a spark plug hole..
Anyone dropping and loosing their measuring stick in the cylinder is invited to send in a small article describing how they got it out again.
A simple Excel spreadsheet was used to produce these timing stick tables.
Carb Spec | Type No | Needle Rich |
Needle Std. |
Needle Weak |
Spring | Source | |
9, 1930 | AUC54 | Pair OM | D4 | g | |||
Brooklands 9, 1930 | AUC70 | Single HV4 | K | g | |||
9, 1931 | AUC78 | Pair OM | D2 | g | |||
9, 1931 (heated induction) | AUC78 | Pair OM | D7 | D1 | PJ | g | |
9, 1930 -6cylinder (sic!!!) | AUC89 | Pair OM | O7 | g | |||
12/6 1933 | AUC113 | Single HV3 | R6 | R0 | a,g | ||
14/6 1933 | AUC113 | Single HV3 | RLS | RLB | MME | a,g | |
9 Ulster Racing 1932/3 | AUC124 | Pair HV2 | VS | g | |||
9, 1930 | AUC126 | Single HV2 | M5 | M6 | M7 | g | |
14/6 Special Sports 1932 | AUC154 | Three HV2 | 81 | R3 | 2 | a,g | |
9, 1932 | AUC155 | Single HV2 | 1 | M5 | M6 | g | |
9, 1933 | 155 | Single HV2 | 1 | M5 | M6 | a | |
9 Sports 1933 | AUC183 | Pair OM | D7 | D1 | PJ | a,g | |
9 Brooklands 1933 | 124 | Pair HV2 | LS1 | VS | 62 | a | |
12/6, 1933 | AUC200 | Three OM | WX | CW | CX | a,g | |
9, 1934 | 235 | Single HV2 | 1 | M5 | M6 | a | |
9 Sports 1934 | AUC221 | Pair OM | 1 | MA | S | a,g | |
9 Ulster Racing 1934 | 124 | Pair HV2 | LS1 | VS | 62 | a | |
12/6, 1934 | AUC236 | Single HV3 | R6 | R0 | AM | a,g | |
14/6, 1934 | AUC236 | Single HV3 | RLS | RLB | MME | a,g | |
12/6 Special Sports 1934 | AUC237 | Three OM | WX | CW | CX | a,g | |
14/6 Special Sports 1934 | AUC238 | Three HV2 | 81 | R3 | 2 | a,g | |
MPH 1935 | AUC276 | Pair HV2 | MME | g | |||
12/4 Sports 1935/6 | AUC285 | Pair HV3 | A3 | g | |||
12/4 Special 1935 | AUC298 | Pair HV4 | WO3 | g | |||
12/4 Special 1936/7 | AUC391 | Pair HV3 | CC | g | |||
16 1939 | AUC415 | Single D5 | 6 | white | g | ||
12 1939 | AUC416 | Single H2 | BY | 3 | V2 | g | |
12 Sprite1939 | CC | c |
A white spring (AUC1166) gives 18oz force when compressed to 3.562 inches.
SU Throttle sizes
Throttle Diameter Inches |
Type | Source |
7/8 | HV0 | g |
1 | UB,OM,HV1 | g |
1-1/8 | HV2,H1,D2 | g |
1-1/4 | MC2,HV3,H2,D3,HS2 | g |
1-3/8 | HV4,H3,D4 | g |
1-1/2 | H4,D4L,HD4,HS4 | g |
1-5/8 | U5,HV5,H5,D5 | g |
1-3/4 | H6,DU6,HD6,HS6 | g |
1-7/8 | HV8 | g |
2 | H8,HD8 | g |
Type | Choke | Main Jet | Pilot Jet | Assembly | Starter Air Jet | Petrol Air Jet | Source | |
9, 1936 | 26 HBFD | 21 | 105 x 230 | 50 | 20 | 4 | 120 | a |
9 Sports 1936 | 2-26 HBFD | 20 | 100 x 230 | 55 | 20 | 4 | 120 | a |
9, 1935 | 26 FHDSS | 21 | 100 x 44 | 55 | 12-15 x 300 | 4 | 120 | a |
9 Sports 1934 | pair 26 BFHD | 17 | 90 x 52 | 60 | 12-13 x 300 SE | 4 | 120 | a |
9, upto 1934 | 26FH | 21 | 100 x 44 | 55 | 4 | 120 | f | |
9, from 1934 | pair 26HB | 21 | 95 x 200 | 60 | 4 | 120 | f | |
9, from 1934 | 26HB | 21 | 105 x 230 | 50 | 4.5 | 110 | f | |
12 1933/4 | 3-26 FHGSS (2) end Carbs (1) mid carbs |
(2) 17 (1) 20 |
(2) 85 x 52 (1)100 x 41 |
50 | 12-15 x 300 | 4 | 140 | a |
9 1937/8 | 26 HBFD | 21 | 105 x 230 | 50 | 20 | 4 | 120 | a |
9 1937 | 20 | 100 x 230 | 60 or 50 | c | ||||
9 1937/8 | 1-26 BHFG 1-26 HBFD |
21 | 95 x 200 | 60 | 20 | 4 | 120 | a |
Type | Choke Tube |
Main Jet |
Comp. Jet |
Slow Running Jet |
Economy Jet |
Capacity Tube |
Prog. Jet |
Starter Venturi |
Start Jet |
Start Control Jet |
Needle Seating |
Dilution Plugs |
Source | |
9 (Earlier models) | 26 HZ | 17 | 85 | 85 | f | |||||||||
9 1933/9 | 26VEH 26VEHG |
17 | 55 | 55 | 45 | - | 2 | 110 | 3.5 | 90 | 110 | 2.5 | Out | a |
9 1938 | Twin | 20 | 65 or 55 | 65 | 45 | - | c | |||||||
9 high charge 1937/8 | 26VEH 26VEHG |
17 | 62 | 45 | 45 | - | 2 | 110 | 3.5 | 90 | 110 | 1.5 | Out | a |
9 1938 | 26VEH | 20 | 75 | 65 | 55 | - | 2 | - | 3.5 | 85 | 4.5 ??? | 2.5 | Out | a |
12/4 1935/8 | 36VH | 27 | 110 | 85 | 65 | 150 | 2 | 160 | 5.0 | 120 | 120 | 2.0 | Out | a |
12/4 1938 | 36VEH | 27 | 110 | 85/90 | 65 | 150 | c | |||||||
12/4 Special Series 1938 | Pair 36VH | 25 | 100 | 75 | 55 | 140 | 2 | 160 | 4.5 | 110 | 110 | 1.5 | Out | a |
12/4 1938 | 36VI-2 | 28 | 110 | 80 | 70 | 135 | 2 | Nil | 5.0 | 130 | 110 | 2.5 | Out | a |
15/6 1937/8 | 36VH | 27 | 110 | 95 | 65 | 150 | 2 | 160 | 5.5 | 135 | 120 | 2.0 | Out | a |
16/4 1938 | 42VI-2 36VI-2 |
32 | 130 | 110 100 |
75 | 150 | 2 | Nil | 5.0 | 140 | 120 | 2.5 | - | a |
V8 18HP 1937/8 | Pair 36 VI-2 | 25 | 100 | 75 | 55 | 130 | 2 | 150 | 4.5 | 110 | 110 | 2.5 | Out | a |
This is from SKF and Hoffman data sheets. All Hoffman numbers have been replaced by their SKF equivalents.
Most of these bearings (or their equivalents from other manufacturers) are in current production and should be easy to obtin from local bearing stockists.
There are also certain other bearings (mostly in late 9 HP gear boxes) which are Riley specials.
9HP Mk 1,2,3 |
9HP Mk4 |
9HP Plus, Plus Ultra |
9HP 1934 |
9HP Merlin |
14/6 1932 |
14/6 Stelvio Winchester |
12/6 14/6 1933/6 |
12/4 | 12 HP SV 1928 |
16HP | V8 | |
Distributor | - | - | B4 | B4 | B4 | RMS5 front RMS7 rear |
RMS5 front RMS7 rear |
B4 | ||||
Camshaft | B8 | B8 | B8 | B8 | B8 | B8 | B4 front B8 rear |
|||||
Exhaust Camshaft (if fan fitted) | B6 | B6 | B6 | |||||||||
Fan Spindle | RLS5 | RLS5 | RLS5 | |||||||||
Water Pump | 6303, N203 | RLS5, EE12 | ||||||||||
Clutch Spigot | EE8 | EE8 | EE8 | EE8 | RLS5 | RLS5 | EE9 | RLS5 | ||||
Clutch Withdrawl (not Mk1) | I.131463 | I.131463 | I.1314163 | I.131463 | I.131464 | I.131464 | 6208 | |||||
Mainshaft, to No 42000 | RLS10 | RLS10 | RLS10 | RLS10 (early models) |
RLS10 (early models) |
6306 | ||||||
Mainshaft Spigot to No 42000 | RMS8 | RMS8 | RMS8 | RLS8 (early models) |
RLS8 (early models) |
|||||||
Clutch Spigot(pre-select) | EE11 | EE11 | RLS5 | |||||||||
Mainshaft Spigot(pre-select) | RLS9 | RLS9 | ||||||||||
Constant Mesh pinion | 6305 | |||||||||||
Prop shaft front | RLS8 | RLS8 | RLS8 | RLS8 | N/A | RLS8 | RLS8 | RLS8 | RLS8 | RLS8 | RLS8 | |
Prop shaft centre | 6205 | - | - | - | ||||||||
Differential | 6208 | 6208 | 6208 | 6208 | 30208 | 6208 | 6208 | 6208 | 6208 | 6308 | 6208 | 6208 |
Diff thrust | T9 | T9 | T9 | T9 | T9 | T9 | T9 | T9 | T9 | T9 | ||
Bevel Pinion front | RMS8 | RMS8 | RMS8 | RMS8 | 3306B | RMS8 | RMS8 | RMS8 | RMS8 | RLS10 | RMS8 | RMS8 |
Bevel Pinion rear | RMS9 | RMS9 | RMS9 | RMS9 | N306 | RMS9 | RMS9 | RMS9 | CFM9 I.130127 |
RMS10 | ||
Bevel Pinion thrust | T9 | T9 | T9 | T9 | T9 | T9 | T9 | T9 | T10 | T9 | T9 | |
Bevel Pinion thrust | O9 | O9 | O9 | O9 | O9 | O9 | O9 | O9 | O9 | O9 | ||
Rear Hub | 6209 | 6210 | 6210 | 6210 | 6208 | 6210 | 6210 | 6210 | 6210 (6208 -Victor) |
RLS14 | 6308 | 6308 (6210 -1938) |
Front Hub, Inner | RMS8 | 6406 | 6406 | I.131475 | RMS11 | RMS11 | 6406 | 6406 or RMS10 | 6307 | 6308 | 6308 | |
Front Hub Outer | RMS6 | RMS6 | RMS6 | RMS6 | RMS6 | RMS8 | RMS8 | RMS6 | RMS6 | 6305 | RMS6 | RMS6 |
Steering | W6156 | |||||||||||
Steering Top,Bottom | O8 | O8 | O8 | O8 | O8 | O8 | O8 | O8 | O8 | |||
Steering Bottom | RMS7 | RMS7 | RMS7 | RMS7 | RMS7 | RMS7 | RMS7 | RMS7 | RMS7 | |||
Dynamo front | RLS5 | 6206 | ||||||||||
Dynamo rear | RLS6 | 98305 |
The following gaskets are listed for Riley in the 1950 Payen price list . The Riley models to which they apply are sadly not given.
Circular gaskets (copper asbestos, open type)
I/D | O/D | Thickness | Type | Source |
8 | 15 | 2.0 | 8R3 | h |
13 | 18 | 1.5 | 13R4 | h |
40 | 55 | 2.0 | 40R5 | h |
Triangular Gaskets (copper asbestos)
Centre Hole | C to C of Bolt Holes |
Bolt Hole Dia | Thickness | Source |
44 | 63.5 | 10 | 1.5 | h |
44 | 64 | 10 | 1.5 | h |
Application | Payen No | Riley No | Quantity | Material | Source | |
9 Merlin and Kestrel from chassis 66M101 onwards | Fan | B105 | R45 | 1 | M/L | h |
Propeller Shaft | C134 | C1086 | 1 | M/L | h | |
Pinion Worm | C162 | A1492 | 1 | M/L | h | |
Rear Hub | D104 | A1493 | 2 | M/L | h | |
Rear Hub Flange (Mk IV only) |
5676 | A1148 | 3 | L | h | |
12HP 1939-46 | Front Hub | C218 | 100541Z | 2 | M/L | h |
Gearbox, front | B128 | MA3879 | 1 | M/L | h | |
Rear Hub | C78 | 80773Z | 2 | M/L | h | |
12/4 15/6 1936/38 | Fan | B105 | R45 | 1 | M/L | h |
Timing Cover | B105 | R45 | 1 | M/L | h | |
Rear Hub | D125 | A1371 | 1 | M/L | h | |
Flywheel Bell Housing | C134 | C1036 | 1 | M/L | h | |
Autovia 1938/9 | Front Hub | C205 | 2 | M/L | h | |
Rear Hub | D125 | A1371 | 2 | M/L | h |