<html><head><meta http-equiv="content-type" content="text/html; charset=utf-8"></head><body dir="auto"><div>I had a little time this weekend to work on the early TR3 tranny again and I test fitted the gears on the mainshaft. This early box has the funky three eared thrust washer, with holes.</div><div><br></div><div>I have two questions I hope can be answered. The three eared washer locks onto the splines on the mainshaft but there is a significant gap for the hub to slide on the mainshaft. Is that hub supposed to slide or does another washer go in front ? And, why the holes? </div><div><br></div><div>I don't see the extra washer in parts books.</div><div><br></div><div>I'm getting a custom bushing made to use a TR4 input shaft on the early mainshaft.</div><div><br></div><div>Thanks in advance.</div><div><br>Sent from my iPhone</div><div><br>On Aug 19, 2015, at 7:35 PM, <a href="mailto:malaboge@aol.com">malaboge@aol.com</a> wrote:<br><br></div><blockquote type="cite"><div>
<div id="AOLMsgPart_1_7e03571d-ec10-4ba6-8d77-fb845e6ab42b"> <font size="4"><font face="Comic Sans MS, sans-serif">I agree, loose is the way to go with that bushing. The original style also had a chamfered edge on the rear of the inside diameter,<font face="Comic Sans MS, sans-serif"> probably to help the insertion of the third motion shaft into that bushing. The nose of the original third motion shaft (rear mainshaft) had a scroll cut into it to help lubrication<font face="Comic Sans MS, sans-serif">, but the original bushings were smooth on both inside and out.<br>
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<font face="Comic Sans MS, sans-serif">I think the factory went to the <font face="Comic Sans MS, sans-serif">larger needle style bearing to alleviate the wear issue in the bushing as it allowed the trans to pop out of third gear on decel when that bush<font face="Comic Sans MS, sans-serif">ing got worn enough to allow movement at that interface.<br>
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<font face="Comic Sans MS, sans-serif">Good luck and check the triangular thrust spa<font face="Comic Sans MS, sans-serif">cer at the back of the box for cracks emanating from the corners of the teeth cut into it.<br>
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<font face="Comic Sans MS, sans-serif">my bushings are a bit worn as well...<br>
<font face="Comic Sans MS, sans-serif">Nick in Nor Cal</font><br>
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-----Original Message-----<br>
From: rkramer3 <<a href="mailto:rkramer3@austin.rr.com">rkramer3@austin.rr.com</a>><br>
To: Enquiries Road & Track <<a href="mailto:enquiries@roadandtrack.net.au">enquiries@roadandtrack.net.au</a>>; fot <<a href="mailto:fot@autox.team.net">fot@autox.team.net</a>><br>
Sent: Wed, Aug 19, 2015 3:01 pm<br>
Subject: Re: [Fot] early TR3 input shaft question<br>
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<pre style="font-size: 9pt;"><tt>That's the type of info I was looking for. Thanks Terry <br>
Bob Kramer <br>
<a href="mailto:rkramer3@austin.rr.com">rkramer3@austin.rr.com</a> <br>
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---- Enquiries Road & Track <<a href="mailto:enquiries@roadandtrack.net.au">enquiries@roadandtrack.net.au</a>> wrote: <br>
> the hard bronze bush system was used on all vanguards and non syncro TR;s. <br>
> The bush needs to float between main-shaft spigot and input shaft inner, so <br>
> about 0.003" clearance both inside and outside. we always made them with a <br>
> deep cut spiral in them to transfer oil. they will feel sloppy and the <br>
> input shaft will move around, but its no hassle in a race car box that <br>
> comes apart regularly and is not expected to last 100,000 miles. Use LG3 <br>
> spec bronze material to make them <br>
> <br>
> Terry <br>
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