Page Sixty-Two - A Well Regulated Window

 

I collected all the bits – just throw it together and call it a door, no worries, yep.  Yeah…

Finally satified with the paint on the doors, I bought all the channel runners, fuzzy strips, new cranks, new outside handles, weather stripping, stainless fasteners, te whole kit, good to go.  Cleaned, bead blasted and painted the metal bits – cracking!  I know working on doors is tedious, but nothing really to it.  Test fit the parts, take your time, don’t scratch the paint, and you’ll have new doors, right?  Just throw it together - hmm-hmm, sure!

Window Regulators

I’m just gonna say it, Rootes’ window regulator design blows, it’s flimsy, ain’t up to the task.  I bet many had failed by the late 60's.  Any looseness in the mechanism (and it came with plenty of factory installed looseness) misaligns the parts and crunchy grinding follows.

Sprocket and Gear

If you have taken Alpine doors apart, you will notice that the passenger’s side sprocket is in good nick, but the driver’s side almost always has half-eaten teeth on the sprocket.  The sprocket flexes, the gear moves on the shaft, the shaft wiggles in its mounts, shifting the gear teeth to the edge of the sprocket where overzealous yanking and cranking chews metal off the sprocket teeth – see the pic.  If the Rootes crew had made the gear a few millimeters wider, creating a larger contact patch, using a heftier shaft that doesn’t wobble in its mount, this wouldn’t be a problem.  (I would think they would have noticed this by Series IV and V.)

AND the little (meaning TINY, not up to the task) flange that holds the sprocket in line with the gear bends easily, allowing the sprocket to flex away from the gear.  AND the TINY axle doesn’t hold the gear solidly in place, so the gear itself moves some.  The gear/sprocket meshing surface is scant at best straight from the assembly line.  Yeah, the design abundantly sucks.

Half-eaten teeth exacerbate the gear/sprocket alignment problem.

What I had to do

Vendors once had replacement regulators but not anymore.  The interwebs have “kits” – a new sprocket and a gear (which probably requires a lot of fiddling to fit with the other regulator parts).

Having two sets of old regulators, I could combine the best of all the parts.  First, replace the chewed-up driver’s side sprocket with the second passenger’s side one.  (If you don't have a spare passsenger's side sprocket, I suppose you could flip a driver's side one - I didn't test this method however.)  

The caveat is that I had to grind off the factory pressed on doohickey pivoty thingy that holds the coil spring tension.  Turns out, that caused a myriad of travails, to wit.

Choose the best of the bits - yeah, they tend to rust...
A lot, especially in Alpines left to the elements for 30-ish years!

Tip: Take plenty of pictures before putting the mass of articulated appendages under the knife.  Once the arms are free to move at will, it’s confusing to get them back in the correct orientation.  I riveted the wrong end of the sprocket to one of the arms but didn’t know it until I had the whole thing reassembled, more on that coming up.

Gear/Sprocket Mesh Problem

Given that the margin of error for the gear and sprocket to mesh is damnably small, any play in the sprocket/gear/shaft and its assorted bits allows the gear and sprocket to slip alignment – hence the crunchy grinding and chewed up sprockets.

The Problems:
Yellow Arrow - a mear smidge of gear/sprocket meshing surface
Blue Arrow - gap between gear and bottom bushing
Red Arrow - TINY flange that is supposed to prevent spocket flex
Orange Arrow - Sprocket too far from the frame 

Gear Solution – Examine the regulator gear, spring, housing and shaft.  Find all the play and almost every part has some play.  The shaft can move in line with itself, allowing the gear to migrate to the sprocket’s edge – crunch.  Find some washers to take up any slack that 60+ years of exurberant cranking has created.  I used a copper washer (only one, despite the pic) at the top of the shaft between the shaft and housing and a #10 Teflon washer between the shaft and gear so that the gear seats solidly to the bushing at the base of the shaft, no play. 

I took some pics so hopefully, you can see it.

I used one of the copper washer and a #10 Teflon washer
to take up the slack at both ends of the gear assembly.

Sprocket Solution – Other than using a better-passenger’s side sprocket as a replacement, I bent the small tang that holds the sprocket tight against the metal frame of regulator.  I fear it will simply bend back over time, but we were it as Alphie rolled off the Ryton Plant assembly line back in February of 1964.

How it should mesh - more sprocket/gear surface contact.
You'll note I have a clamp holding the sprocket closer to the gear.
I bent the tang in toward the gear after taking the pic.
(Still has a gap at the bushing - the #10 Teflon washer
closed it and pushed the gear farther out.)

Behavioral Solution – Take it bloody easy when I/you crank the windows up and down.  It ain’t a race fer cryin’ out loud!

Coil Spring Mount Problem

The coil spring mount must orient to the mechanism correctly, or the spring won’t have the tension it needs to ease the crankage weight of the window.  (Hence taking pics before you start – I had the other driver’s side one for comparison, luck of the moronic.)  AND the mount must FIRMLY connect to the rear most arm, but not to the sheet metal frame where the regulator gear and spring must swivel.  Makes for tricky welding, which didn’t work like I had hoped, see drawings below.

The coil spring pivot must pivot on the regulator frame
but must not turn on the regulator arm.
BUT the arm and pivot don't have enough
metal for a solid weld

I cut a slot for a key, which prevents the pivot
from rotating under torque.
The #10 screw prevents the pivot from backing out.

Pivot Gizmo Problems

After I found the correct orientation for the coil spring groove in the sprocket pivot gizmo, I happily clamped it all together and broke out the MIG welder.  BUT I could not get a solid enough bead to keep the pivot from turning and hold it all together.  There’s substantial torquing on the pivot with the spring especially with a mindless oaf mercilessly winding away on the window crank.

Two issues here – 1. how to hold the pivot, sheet metal frame, and pivot arm together so that the pivot doesn’t back out, and 2. how to prevent the pivot from turning against the torque.

Problem 1 – I drilled and tapped threads for a #10 screw to hold everything together, simple enough once I rigged up a Rube Goldberg jig to hold it under the drill press.

Problem 2 – I cut a groove with my angle grinder into the arm and pivot gizmo for a key, which I wedged into the groove.  I tack welded the ends of the key in place then removed enough metal to get the #10 screw through it.  Hard to explain, see the drawing.

With the key to prevent the pivot from twisting and the screw to keep it from backing out, I assembled it, check the alignment (several times from different angles), then welded the screw, pivot, and arm together for good measure.

I laid it all out next the other driver’s side get-up and noticed that it wasn’t right.  After a few minutes of panic, I discerned that I had pop riveted the wrong end of the sprocket to one of the arms.  Fortunately, an easy fix that didn’t require grinding it all apart and starting over, like I said, the luck of the moronic.

Hinge Bolts Seizing Problem

I wasn’t expecting this one!  When I reattached the door hinge, one of the bolts seized solidly to the threaded adjuster inside the door.  I mean seized big time.  

Yes, I had chased the threads with a tap before it seized, to answer the question you’re thinking.

I had to drill the bloody thing out!  Now I'm on the hunt for another Series IV-V upper door hinge!

I ordered new stainless bolts and used plenty of anti-seize this time.

Nothing is as easy as you thought it would/should be, ever!