I was amazed when I took it apart that it wasn't in worst shape. From a
design point of view, it looks fine as long as you are in high gear (so
accelerate fast and get into 4th;) But in 1-3 where the countershaft is
rotating and there is a load on the cluster, I see problems. The problem
with mine was that the oil slot in the countershaft (layshaft) had
completely filled itself with gunk - this left the bushings running dry and
wore the shaft out. Judging by the amount of wear on the shaft I am
assuming that this transmission made a lot of noise while in 1st-3rd because
the cluster would have been bouncing up and down.
I've got a 71 tranny on the way - maybe. I like the looks of the 71 better
because the countershaft uses rollers instead - and the countershaft is a
lot cheaper since it's just a hardened rod. I bought on ebay for a
reasonable sum, but the seller is trying to charge $50 to ship it - only
seem to have that problem when dealing with businesses on ebay.
I'll keep the original 70 tranny that's currently in the car - just in case
we ever want to put it back in. My wife's 70 MK3 is about as original as
you can get, so we are trying not to change it too much.
Chuck P
-----Original Message-----
From: Graham Stretch [mailto:technical@iwnet.screaming.net]
Sent: Tuesday, June 12, 2001 3:08 AM
To: Spit List
Subject: Re: { NASS } Early spitfire tranny/parts for sale
Hi Chuck
You must not overlook the fact that these boxes were designed for the
Standard 8, a little car even by spit standards, with, I think, an 850cc
motor rated at something like 20 - 30 bhp. This box was probably over
engineered for that car, especially if you consider top speed, and therefore
rotational speed (read wear). The most amazing thing is this gearbox
continued to be reworked until the Dolomite 1850 with 91 bhp and 105 lb.ft.
of torque, they can really chew them up!
Graham.
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