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List,=20
FWIW, the original layshaft for the all synchro boxes had a hardness of 92 =
Rockwell. With the exception of TRF's, all of the replacement shafts I had =
tested=C2=A0several years ago fell far short of the design spec. Don't know=
what's being supplied by others today, but TRF's are still made to that sp=
ec and in the USA!=20
Additionally, a longer bearing can be used on both the front and rear of th=
e layshaft to provide more support. This replacement is .995" long and has =
an outer shell. It's not open as originally supplied by Triumph in the late=
r cars. This "shell" can be used to advantage in saving a cluster gear that=
's been damaged by the open needle bearing configuration: press it in with =
a bit of Loctite Stud and Bearing Mount.=20
NFI.=20
Ed Woods=20
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<html><head><style type='text/css'>p { margin: 0; }</style></head><body><div
style='font-family: Arial; font-size: 12pt; color: #000000'><P>List,</P>
<P> </P>
<P>FWIW, the original layshaft for the all synchro boxes had a hardness of 92
Rockwell. With the exception of TRF's, all of the replacement shafts I had
tested several years ago fell far short of the design spec. Don't know
what's being supplied by others today, but TRF's are still made to that spec
and in the USA!</P>
<P> </P>
<P>Additionally, a longer bearing can be used on both the front and rear of the
layshaft to provide more support. This replacement is .995" long and has an
outer shell. It's not open as originally supplied by Triumph in the later cars.
This "shell" can be used to advantage in saving a cluster gear that's been
damaged by the open needle bearing configuration: press it in with a bit of
Loctite Stud and Bearing Mount.</P>
<P> </P>
<P>NFI.</P>
<P> </P>
<P>Ed Woods<BR></P></div></body></html>
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