Gege Blog 19.1 Rebuild of Gearbox A (f) .pdf



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Gege Blog English –

19.1 – REBUILD of GEARBOX "A"

- Réfection de la boîte "A"

NB: the problems concerning the longitudinal play (4mm) of the two primary half-shafts and the axial play of their bushes will
only be finally resolved here . (Michel finalizes gearbox "A) The solutions presented on this page are therefore not final ...

The box A being dismantled and cleaned , the box F dismantled , elements of the box B unraveled , it is time to sort through all
of this to reassemble a box A in good condition. The goal is to recover a maximum of original elements from the A since it is
that of the car, but a lot of parts (mainly those of the transmission brake and the pedal) are always scattered in cases, and they
must be found, cleaned and checked for wear, to be replaced by better ones from the other boxes.
Tuesday February 9, 2016

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The pieces of the F box being stored in a crate while waiting for their cleaning, this evening I will only deal with those from the
A and the B, fairly mixed in other crates ...

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A

1) Drum brake on transmission

On the left the B (I think), on the right the A. Both drums are quite scored, we will see what General brakes say ... Anyway,
they must be cleaned beforehand:

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2) Brake shoe shims on transmission

I find the four (from A and B) in two stages (!), A chance:

/

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3) Brake shoes on transmission
There I find three pairs, and there is a fourth in the crate of the dismantled F! On the left, not greasy, probably that of the A.
In the center the segments of B, and on the right unknown origin, and one segment was tinkered with a riveted
reinforcement. We will therefore keep the segments on the left

4) Bottom bracket with clutch fork

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On the left the shaft from the A , correct state. On the right, the shaft is completely worn on the pedals side: to the bin!

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!
5) Pedals

There is a little choice ... I guess those that have been repainted come from A, so we will keep those.

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. But the A's accelerator pedal (right) was broken and rewelded with an approximative pad. There we will keep the pedal of B:

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6) Box cover

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There is no photo, that of A has already been cleaned (by the previous owner, thank you Sir), so we keep it. I temporarily put
back on it , the brake lever , but it seems strange and full of handcrafted parts. Has it been transformed to act in conjunction
with the transmission brake (or vice versa)? We'll see ...

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And there are still a lot of parts to sort in small boxes ...

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February 10, 2016

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Some cleaning tonight; pedal shaft from B with clutch fork :

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After:

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Unfortunately, this is the best one of the three we have, but it is still worn around the brake pedal. The nominal dimension (at
the fork, where it is still intact) is quite strange: 17.88 mm ... It may be necessary to find one in better condition, or machine a
new one. ..

Friday February 12, 2016
Little brainstorming session with André today. We make an inventory and sort the useful and useless parts, in order to clear
the garage a bit. The decision is made to take out the starter ring in order to have it rectified in order to be able to turn it over,
and thus use it for the next 90 years (the starter pinion meshes only over half the thickness of the starter ring ).

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We gently extract the bush receiving the shaft of the starter launcher (with two sockets and a threaded rod, after heating the
casing with a heat gun, using a technique now widely proven and very effective). the shaft of the starter launcher, whose
initial diameter should probably be 12 mm, is about 11.96 mm at its end. The bush is more than 12 mm, so we will machine a
new one about 11.98 mm inside diameter.

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Saturday February 13, 2016

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Metrology session today. The longitudinal clearances of the intermediate gear train and the reverse return gear must be
measured.
1) reverse sprocket

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According to the documentation, the reverse gear adjustment washer is located at the front (clutch side). The casing does not
have any bush (shouldered or not), therefore the shaft (non-rotating) is mounted directly in the casing, and the gear is in
principle supported on the aluminium casing at the rear.

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I measure a clearance of 1.85 mm, so we will have to machine a washer of this thickness, and I did not find any information in
our doc concerning this washer (apart from its position at the front which seems strange to me). ..

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2) Intermediate gears
Then I measure the longitudinal play of the intermediate train. The clearance is 3.75 mm! The shaft (non-rotating) is mounted
directly in a bore of the aluminium casing at the front (clutch side), and in a shouldered bush at the rear .

.

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But for the gears (intermediate and reverse) to be meshing, on the contrary it would be necessary to advance the reverse one,
therefore put it in abutment on the flange molded in the casing (top in the center of the photo), and insert the washer 1.85
mm at the rear of the reverse gear

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.

It is also necessary to advance the intermediate gear train by 0.9 mm ...

,

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and therefore insert a washer of 3.75 - 0.9 = 2.85 mm at the front of the shafts (there, the doc says 1.5 2 and 2.5 mm washers)

.

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I also measure the length of the gears, but of course I ignore their length before the bearing faces wore out ...

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The shoulder of the rear bronze bush is quite ugly, and I extract it (easily)

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The bearing face of the shoulder is dead, asymmetrically scored, and we will therefore have one machined with a shoulder
increased by 0.9 mm (or a little more) and we will put a washer accordingly at the front ...

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The reverse gear will have to be advanced, and the 1.85 mm washer placed at the rear and not at the front. It will also be
necessary to check that the front gear of the primary shaft (still engaged on the front gear of the intermediate gear train) is
indeed facing the latter ...

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I still had to clean the transmission brake lever:

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And while I'm at it , I open the clutch “roller bearing ", without losing any ball ... I had already cleaned but not lubricated, it is
now done: . And we will have to find a C stop ring for the groove nut (would we have lost it during disassembly?) ...

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Tuesday February 16, 2016

Resumption of work after Valentine's Day in Ostend ...

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Complete "blank" reassembly of the box, in order to check the clearances, and if necessary to find the best elements among
the parts of the three boxes A, B and F ...

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To start, replace the shouldered bush 12 058 of the intermediate shaft, smooth insertion with a threaded rod, nuts and
washers ...

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The reassembly of the cleaned assembly is much easier than the dismantling of dirty and rusty parts:

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The documentation recently provided by André allows me to discover that there are two types of primary shafts. Here we are
in the presence of the second type: the front half referenced 30 265, 129 mm long without the protrusion of the bush’s rear
half referenced : 12 AR 361, 199 mm in length

:

.

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The rear half shaft is really very worn where the bearing is seating; we will probably replace it with the half shaft (during
cleaning) of the F box ...

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But there is another oddity: a washer 30.25 x 44.75 x 4 between the front bearing 25x52x15 (ref 10 482) and the fixed gear on
the primary shaft 30 265. It is locked between the inner ring of the bearing and the gear:

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No trace of this (large) washer in the documentation, and moreover it was absent on box F! We also did not find it in the boxes
of the scattered parts of box B. However, in its absence, the front part of primary shaft would advance by 4 mm, and the
clearance between the two half-shafts would be increased by the same amount. Strange ..

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But with this washer, the entire front half of the primary shaft is in place, and securely fitted by the front flange 11 796 (which
has an oil return groove to be compared with the notch in the steel cage 11 811 of the front bearing).

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There is a similar groove in the cage 11 810 and the flange 11 797 at the rear:

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.
But as we are going to put sealed bearings, these precautions will be purely aesthetic ...

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February 18, 2016

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André brought back the elements of the cleaned box F, including the rear primary half-shaft on which we count a lot ...

IC

But before examining its state, we refit the original primary shaft without large washer of 4 mm in thickness between the
bearing and the front gear..

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:

.

Of course, the rear half shaft (here the original of this box) abutting against the rear bearing now leaves a gap of 4 mm
between the two half shafts:

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Here, pushing the rear half shaft fully forward:

and here pushing it backwards in abutment against the rear bearing :

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The play is obviously 4 mm as the thickness of the b. ... washer:

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We do not understand; the box cannot extend by itself (!), The cages are perfectly in place and the front oil thrower nut
tightened.

. And the rear half shaft is well in abutment on the AR bearing ...

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Machining fault originally compensated by this washer? Wear somewhere (but where) compensated by this assembly?
Mystery ...

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I then examine the condition of the rear primary half-shaft in box F. The splines are a little bit pricked by rust, but less worn
than those of the rear half-shaft in A, and the sliding gears in A are fitting well and with much less play ... In addition, the
conical part receiving the drum is in good condition, a simple cleaning should suffice.

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The bearing surface of the rear bearing was “distorted" according to the method of the old mechanics ( Loctite did not yet
exist), in order to compensate for wear and to obtain a tightening of the rear bearing. The similar bearing of the half shaft of
the A also shows play and would have required the same treatment, or a Loctite mounting to prevent the rotation of the inner
cage of the 20x52x15. However, I do not understand this wear, since the shaft in this place must have been 20 (- 0 + 0.01) at
the start, thus preventing the rotation of the inner cage, and moreover no trace of heating is visible. ... The machining
tolerances in 1924 were not what they are today, nor the quality of the steels used ...

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I then measure with the micrometer the part of the rear half shaft which fits into the bush of the front half shaft. That of the F
box: 17.93 mm

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and that of the A box: 17, 77 mm

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The bush of the primary front half-shaft of A had too much play on the rear half-shaft A, but the rear half-shaft F did not fit.
Close! . "Boring" therefore the bush with a cylinder of emery cloth, making sure that the bore of the bush remains cylindrical
(two hours of work anyway ...). Slight rectification, still with emery cloth, of the half shaft F which is slightly conical of a
hundredth, and that's all good, it fits without play:

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When we went to Dominique Laureau , we were told that the extraction of the half primary shafts had to make a “ plop “
noise when the play is ok (around a hundredth I think) . So it's successful, it "plops", provided of course that the grease holes
in the socket in the gear are plugged with grease, see this short sequence.

..

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Friday February 19, 2016
Continuation of operations: the primary rear half-shaft of F is retained, but it must be mounted on the brake drum of the A. It
is therefore necessary that they adjust perfectly on the conical shanks. As these parts have "suffered" the vicissitudes of good
old mechanics, it is a question of readjusting them properly. To begin, grooming of the axis:

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Presentation on the least messed up drum, that of A:

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Then lapping the shanks with lapping paste (for valves), it is very long but it works very well with a great amount of elbow
grease

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When you no longer perceive any imperfection and the fitting has no longer any play, the litters are uniformly marked gray,
final pass with emery cloth:

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and it's done.

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. The key is positioned perfectly, there will be no problem with reassembly.
Then measure the clearances with the drum fitted on the shaft.

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22 mm between the grooves and the drum. The 20x52x15 rear bearing taking 15 mm, there is 7 mm of play

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3 mm are in principle "absorbed" by the aluminum oil-thrower ring , and the "crushing washers" (7 - 4 of the front “phantom”
washer = 3 mm). Here they are more than artisanal, probably cut in copper seals from oil caps ... Bravo!

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So there remains the famous play of 4 mm of the bizarre front washer (which I want to suppress). So I fit the front half shaft
without the washer: then the rear half shaft of the F: there we will fit a washer (to be made) of 20x30x4 between the splines
and the bearing: so as to have no play between the two half shafts:

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Drum side, either fit a 20x30x3 washer (to be made) between the drum and the bearing, or we use an aluminum impeller
(unnecessary since the bearing will be sealed, therefore only for "aesthetics") with ad hoc washers to cover 3 mm:

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so that the drum fits completely on the cone, and resting on the bearing. I understand better the meaning "crush washers"
intended to obtain this essential tightening to avoid any longitudinal displacement of the primary rear half-shaft in the
bearing ...

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To finish this session, I give a new lease of life to the drum nut, nicely improved with chisels by "the good old mechanics who
knew their business" ... It will be necessary to find a 31 (?) socket wrench to tighten this nut properly.

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On this subject, a personal comment that I fully assume: after the war, these cars had to run at all costs. Rough repairs were
therefore frequent. In the sixties, they had become "old jalopies" that were laughed at, clown cars, and they were rebuilt
anyhow, damaging a lot of parts by “ I can't be bothered." attitude , and above all lack of professional conscience. It's a pity !,
working cleanly and with respect would not have been more complicated or more expensive. So I don't thank the garage
owners of the time who, by their disinterest in these old mechanics, yet witnesses of the history of the automobile, pose us so
many problems of correct restoration today. But we have to make up our minds, nowadays we don't even repair, we replace
without understanding ...

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Sunday February 21, 2016
"Blank" reassembly of the forks with their shafts, everything looks good ... (but without the springs it's a bit random, see the
assembly with springs here )

Neutral:,

first:,

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second

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reverse:

Tuesday February 23, 2016

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(third),

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:,

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Before taking these items to the brakes specialist General Frein, André cleaned the transmission brake drum and shoes ...

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He also cleaned and inspected the clutch disc. It has a small crack on the hub, and the rivets fixing the honeycombed metal
disc on the hub no longer seem tight enough. Anyway, the linings are to be changed ...

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On the other hand, the clutch disc found in the boxes of the B is unrecoverable, the grooves in the hub are ... cooked!

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February 25, 2016
André took the drum and the shoes to General Frein the day before yesterday, and recovered them today. Nice and good job
as usual, sandblasting, rectification, custom fittings, and for a very reasonable price ... We will still paint the drum (outside!),
Too bad, it is so beautiful like this ...

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Monday February 29, 2016

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André left the clutch disc at Général Frein when he recovered the drum and shoes. They took good care of it, sanding,
tightening the rivets (and a few welding points as a precaution), and relining, it's beautiful!

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Thursday March 10, 2016

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After 10 days of interruption devoted to treating my nasty flu, long session of measurements this evening, in order to have the
irreplaceable friend Michel make a serious series of adjustment washers for the three gear trains. In order to allow a fine
adjustment, I will ask for sets of 5 in 5 hundredths framing the theoretical measurement ...

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1) First, the washer that will replace the aluminium oil-thrower ring located behind the rear bearing, and the "crushing
washers". We decided to delete them altogether, unnecessary because of the sealed bearing, and source of problem: the
drum must be perfectly adjusted on the cone of the rear primary half shaft, and also perfectly adjusted against the bearing,
otherwise the half shaft may move in the bearing. The measurement being difficult to take, I mark the cone with black, place
the drum and take the measurement on the remaining black trace. This is obviously not of absolute precision, and we are
going to ask Michel for 20x30 diameter washers, in thickness 3.10 3.15 3.20 3.25 and 3.30. With that we should get away ..

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2) On the inner side, a washer will be needed between the grooves of the rear primary half-shaft and the rear bearing, to
resume the longitudinal play between the two primary half-axes, due to the elimination of the “crap” washer removed on the
internal side of the front bearing ( see here ). So a series of washers with a diameter of 20x30, with a thickness of 2.30 2.35
2.40 2.45 2.50 , which will leave a minimum of play between the two primary half shafts fitted..
3) For the intermediate gear train, the seriously gnawed rear shouldered bush must be rebuilt. The current shoulder is about
1.8mm, a new bush with a 2.8mm shoulder should do the trick. At the front of the axle, a series of washers with a diameter of
16x30, in thickness 2.40 2.45, 2.50 2.55 2.60 in order to adjust this as closely as possible.

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4) Finally, for the reverse return gear, it seems to me that the adjustment washer should be located at the rear in order to take
up a play of 1.85 mm. But so as not to take a risk, and so that this gear is just opposite the sliding gear of first and reverse, I
will ask Michel to make washers with a diameter of 16x30 in thickness 1.65 1.75 1.85, and two others of 0.20 and 0.10 , and
we will see whether to place them in front and behind, or only behind ...
Finally "blank" reassembly of the forks with their springs to check the correct positioning of the gears in the different speeds,
this seems correct ...

Neutral:

second:

Reverse:

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first:

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Direct D.

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Friday March 11, 2016
It is of course necessary to sandblast the gearbox / clutch, to give it an appearance that does not shock its neighbor the
magnificent engine redone by Michel ... But it is imperative to protect the many orifices machined, and André has prepared a
series screws and washers therefor. Very easy to place, 1/4 hour of work ...

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Everything is protected, and I'm taking this beautiful piece of aluminum to the sanding machine , we should get it back next
week ...

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Saturday March 12, 2016
A "very small job" at the beginning of this sunny afternoon: to reassemble the clutch disc, which has been rebuilt, before I take
care of the little “Tracab” which has been languishing in the garage since August ... Yes but, as usual, everything does not
always go as planned!
Cleaning of the parts with acétone :

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Installing the disc

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The disc is centered with the front half primary shaft, and there I see that the play between the bronze bush of the shaft and
the shaft of the crankshaft is .. huge! The shaft is OK, 12 mm (and 12.01 mm at its end, a little surprising matting since the
crankshaft is new ... It must have been mishandled during its long life as a spare part, I grind it with emery cloth)

.

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But the bronze bush of the front primary half shaft is more than 13 mm inside! Damn, but that's for sure: this is the
destination of this new bush bought by André from Dominique Laureau in June 2014, and whose usefulness we wondered by
having found it the day before yesterday in a small bag! Its internal diameter is 12 mm, so it will have to be corrected
somewhat with emery cloth to have a play without being tight :

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But it is of course necessary to extract the old bush, and it is not obvious since there is no access from the back Finally I attack
it with a milling cutter on the Dremel, in order to weaken it.

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it then comes out in small bits, the bore of the shaft intact (but it takes time ...):

Measurement of the outside diameter of the new bush, almost 16.15 mm:,

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and the bore of the half shaft is 16.05 mm

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A tightening of 0.1 mm on this diameter is something serious !

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I hesitate (it happens to me ...), and I finally take the risk of not correcting the outside diameter of the bush, I will heat
"seriously" the end of the shaft, we will see ... But if I miss it, it's finished !
I squeeze the half shaft in a vice between two blocks of wood so as not to dissipate heat from the heat gun in the jaws of the
vice, and go: .
When my blocks start to burn, I spray icing penetrating oil at -43 ° on the bush,

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… present it (it fortunately has aslight bevel at its end), and with a few strokes of a well-hammered plastic mallet it takes its
place, well inserted, phew:

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Obviously the tightening has shrunk it, and it will still take a lot of work with a tube of emery cloth, then some lapping paste to
obtain a perfect sliding, but without play:

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I like, this half primary shaft before rebuilt as new ..

.

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At the end of the afternoon, I didn't work on “tracab” but I can finally replace the clutch disc by centering it with the shaft :

,

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...and replace the nuts. I simply tighten them "flush" for now, the fine adjustment (7 apparent threads as said on the 5HP
forum) will be done later, but I'll ask Michel to cut me 6 nuts 7x100 lowered as counter nuts to not have to struggle with
damaged threads during the final adjustment ... The hatch on the gearbox and clutch housing is made for that.

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March 16, 2016

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Not really the box, but not very far away: the crank with its support, refurbished by André. It is necessary to put back an axis,
an old drill bit of diameter 7, properly sawn, does the trick perfectly. We will definitely put it on the chassis:

40
March 17, 2016
Michel having indicated to me that the tails of drill bits were not generally hardened, I subject the little axis of 7 mm to the
appropriate treatment: heating with a red "cherry" torch, soaking in oil (it smells good! ), then returned to straw yellow ...

.
Pretty bluish color;

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I make a pre-adjustment of the clutch, 7 threads in 7x100 that makes 7 mm, easy with the caliper. I will put locknuts later ...

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Friday March 18, 2016

Recovery of the gearbox / clutch after blastsanding today, perfect work as usual by the Bacasable. And the boss is always
really nice!
Well, the casing is not absolutely new, it is still 92 years old ... But that is part of the history of the car.

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Small disassembly session of screws, nuts and protective washers, acetone cleaning and brushing of protected parts for
sandblasting ...

42

Brake shoe shaft treatment with rust converter.

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As everything is now well cleaned, we can clearly see the steel or bronze inserts of the bores receiving the different shafts:

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The bronze bush of the intermediate shaft at the back is obviously missing, sent to Michel in Italy for repair :

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The bore of the pedal shaft on the left side is not bushed, it is 18.60 mm.
Outer side (note that the starter shaft bush is also missing, also sent to Michel for remanufacturing : (re-fabrication) :

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and inner side :

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On the right side there is a big steel bush with an inner diameter of 18.28 mm. Inside

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: and outside :.

.
it is held by a tiny screw :

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And as André the boss is meticulous, a little coat of paint on the screws for filling and emptying the gearbox oil, so we won't
have to come back to it ...

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...

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,

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as well as on the shaft of the brake shoes:

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We're now waiting for Michel's job to finish this box

March 26, 2016
It is obvious that the mechanics of this 5HP could never have been restored without the help of my friend, Michel.
André sent a nice little package to the south of Italy by FeDex earlier this week, Michel has just started work, and I am always
as well amazed by his extraordinary work. And in addition, he makes lovely photos ...
. Obviously as usual we spent long (but very pleasant) moments discussing this not obvious repair, but the result is there,
incredible care and quality. So no comments, the photos speak for themselves ...

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Thank you, Michel, you really are the best ...
Thursday March 31, 2016

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The new pedal axis cut from an 18mm hard chrome steel bar, next to the old ...

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And a new key for the clutch fork ...

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Sunday April 03, 2016

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André has been working on the box covers for the past few days ... Disassembly, cleaning of the A:


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