<html xmlns:v="urn:schemas-microsoft-com:vml" xmlns:o="urn:schemas-microsoft-com:office:office" xmlns:w="urn:schemas-microsoft-com:office:word" xmlns:m="http://schemas.microsoft.com/office/2004/12/omml" xmlns="http://www.w3.org/TR/REC-html40"><head><meta http-equiv=Content-Type content="text/html; charset=utf-8"><meta name=Generator content="Microsoft Word 14 (filtered medium)"><style><!--
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</o:shapelayout></xml><![endif]--></head><body bgcolor=white lang=EN-AU link=blue vlink=purple><div class=WordSection1><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Calibri","sans-serif";color:#1F497D'>Hi Mike, hope your keeping well. I’m almost certain that this was the method used to help lock the inner hub to the spline during the engagement process, so as the outer driving ring engages into detent it prevented the inner hub jumping back in the opposite direction thereby also attempting to disengage the outer ring. I have often thought that sandblasting used parts on both that area of the main shaft and hub spline may improve the situation. The second gear hub is locked in position on the shaft. The later BJ8 steel syncro boxes used a positive locating pin to lock the inner hub to the main shaft. As a matter of interest some years ago I modified BT7 gearbox parts to include the BJ8 system, which also ensures that the hub can’t move back and rub on the opposing gears syncro cone when engaged.<o:p></o:p></span></p><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Calibri","sans-serif";color:#1F497D'>Cheers<o:p></o:p></span></p><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Calibri","sans-serif";color:#1F497D'>Larry Varley<o:p></o:p></span></p></div></body></html>