[Fot] Tr6 and gt6 transmission

[fubog1]

I'll agree with all that Steve has said, with emphasis on this-

"closeattention to all dimensions."
 
Clearances and end-float are critical.
Glen


 

-----Original Message-----
From: Steve Yott <tr4 at wi.rr.com>
To: rdavis4 <rdavis4 at cfl.rr.com>; fot <fot at autox.team.net>; 'dan griffin' <dangriffin154 at gmail.com>
Sent: Wed, Jun 24, 2015 9:57 pm
Subject: Re: [Fot] Tr6 and gt6 transmission


I have also read this information and have actually overhauled a number of Stag
gearboxes.  You are correct in that the input shaft and matching first motion
gear have to be changed for the TR series of engines.  The lay shaft itself is
different in that the lay gear carries two rear bearings and the thrust washers
are replaced with needle roller thrust bearings.  You could convert a TR box to
this type of setup but I really don't feel that it is worth the time.  I say
this because if you run a modified lay gear with dual rear bearings you will
rarely see much wear on the bronze thrust bushings used in the TR box.  One of
the main reasons for bronze thrust washer wear is when the rear bearing on the
lay gear gives up and starts wearing the shaft.  The whole lay gear assembly
then begins to go off perpendicular and the thrust washers will take the load
without a good result.

I have had very good success using the CD gearboxes
and changing the main shaft gear bushings to the steel variety and also boring
the lay gear to accept two rear bearings.  This configuration is fairly robust. 
The latest CF gearbox already has the steel main shaft gear bushings so just the
lay gear modification is required plus a good clean overhaul with close
attention to all dimensions.  Sometime machining is required to get these boxes
into spec!

Steve Yott

-----Original Message-----
From: rdavis4 at cfl.rr.com
[mailto:rdavis4 at cfl.rr.com] 
Sent: Wednesday, June 24, 2015 8:07 PM
To:
fot at autox.team.net; 'dan griffin'; Steve Yott
Subject: Re: [Fot] Tr6 and gt6
transmission

I've heard over the years the Stag 4 speed is the best of the
big TR design. It had internal changes to handle the V8 torque. The input shaft
is longer so would have to be swapped with the shorter TR 6 shaft.

Bob


---- Steve Yott <tr4 at wi.rr.com> wrote: 
> Just about everything!  These are
totally different designs.  The GT6 is closely related to the Spitfire gearbox
and the TR6 is the culmination of improvements of the 2000 and TR2 gearboxes. 
The later TR6 gearboxes are the best you can find for reliability as there are a
number of modifications available to improve the reliability as long as you 
stay in the 175 to 200 HP range.
> 
>  
> 
> Steve Yott
> 
>  
> 
>
From: Fot [mailto:fot-bounces at autox.team.net] On Behalf Of dan griffin
> Sent:
Wednesday, June 24, 2015 12:00 PM
> To: fot at autox.team.net
> Subject: [Fot]
Tr6 and gt6 transmission
> 
>  
> 
> What are the internal differences
between a tr6 and a gt6 transmission?
>


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