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The big change in the rear suspension occurred from chassis H-BJ8/26705 in 1964, the previously-mentioned starting point for the Phase II model of the Mark III. Until then, the cars had seven-leaf rear springs, and a transverse Panhard tie rod was fitted. The new rear suspension featured six-leaf springs, the Panhard rod was deleted, and two radius arms were fitted to pedestals on top of the axle casing, running forward to anchorage points in the body structure. The rubber bumpers were relocated to the top of the radius arm pedestals. Also at thsi time, the arms of the rear shock absorbers were modified to suit, but the type of rear shock absorber was always Armstrong DAS9RXP.
The Phase II six-leaf springs were rather softer than their predecessors as may be gathered from the following details of specification. Seven-leaf springs; laden camber 1/2in negative; free length, 34,9in. Six-leaf springs; laden camber 1in measured from top leaf; free length, 325/8in. The laden length of both sprigns was 36in. The early seven-leaf springs had zinc interleaving, the later six-leaf springs had polypropylene interleaving.
This was the straightforward standard BMC type: a 3/4 floating axle in a banjo type case with bolt-on differential carrier, and hypoid bevel gears for the final drive. Two different rear axle ratios were standard fitting on the 100-Six: cars with overdrive had 10/41 (4.1 to 1), cars without overdrive 11/43 (3.909 to 1). On the 3000 ratios were higher, at 11/43 (3.909 to 1) for overdrive cars, 11/39 (3.545 to 1) on cars not fitted with overdrive.
There were no important modifications to the rear axle before the Mark III Phase II model in 1964 at chassis 26705, when the rear axle case was modified to suit the new suspension (please compare the section on the rear suspension).
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