>> Or, alternatively, unbolt the straps, throw them in the bin, turn the
>flange 90
>> degrees and bolt it straight to the remains of the propshaft. This is what
>> John Kipping does with these things I believe. I would assume all the straps
>> do is eliminate some of the 'shock' in the driveline.
>^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
>^^^^^^^
>WOW. . . I would definately recommend against this. Those straps are there
>to take up the small fore and aft movement of the engine and differential on
>their respective rubber mounts, plus any small deviation in driveline
>length's attributed to production tolerances. If you were to bolt it up
>solid you would be applying undue strain to the driveshaft u-joints and
>engine/differential mounts. Remember, the bean counters at B/L were always
>screaming to lower costs (as any corp. will tell you) and if these items
>wern't absoulutely necessary they would have been eliminated in production
>as a cost saving measure. Think about it for a moment, if the 'sliding
>shaft' wasnt necessary none of the TR;s would have them as a simple straight
>tube with a couple u-joints and flanges would certianly be cheaper!
I can see your point, BUT....on all the 1200 Heralds(Spitfire's with style as
Andy M would say) that I've worked on, they have ALL had a solid propshaft(Yes,
it's a bitch to remove) so I can't see as it would be any different to what I
said about removing the straps!!
>As a
>sidenote, the John kipping your reffering to I believe were racing
>Spitfires which probably had solid (read bolted directly) engine and
>differential mounting? In this case you could bolt things directly without
>concern for engine/diff movement.
Nope, the John Kipping I'm referring to is a major Triumph Spares supplier here
in England, don't know about any racing Spit's....:-)
Rich
England
ps. Hope this ain't gonna get nasty, I didn't mention any cats, OK Ken!!
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