[TR] TR4 Slave Cylinder Stay Rod

[Jerry Van Vlack]

I recall that the changes to the Transmission case had more to do with the 
number and placement of reinforcement ribs at the transition between the 
bell housing and the transmission case. The ribs didn't begin to show up 
until the 4 syncro TR4 style boxes. If the flange thickness changed too my 
guess would be that it happened when the ribs were added. I believe there 
were no ribs, then 1 rib then 2 ribs which lasted through the TR 6. My TR4A 
has 2 ribs and was built in May 1966. Were there ever 3 ribs???

As for the stay rod, it's hard to believe that running without that rod is a 
good thing.

JVV

----- Original Message ----- 
From: "Brad Kahler" <brad.kahler at 141.com>
To: "Randall" <tr3driver at ca.rr.com>
Cc: "Triumph Mailing List" <triumphs at autox.team.net>
Sent: Wednesday, June 17, 2009 7:43 PM
Subject: Re: [TR] TR4 Slave Cylinder Stay Rod


> My 1961 TR4 has the 1/4" flange and is full synchro.
>
> Brad
> CT288L
>
>
> Sent from my iPhone
>
> On Jun 17, 2009, at 7:19 PM, "Randall" <tr3driver at ca.rr.com> wrote:
>
>>> If you measure the thickness of the bell housing flange
>>> that
>>> bolts to the engine, it is about 3/8 of an inch thick on the early
>>> transmissions
>>> but close to 1/2 inch or more on the later transmissions! Much
>>> stronger! I
>>> don't
>>> know when this change occurred, but my guess is it changed when the
>>> gear
>>> box
>>> went to a synchro 1st gear.
>>
>> I believe it changed more than once.  The TR2-3 version was only
>> perhaps
>> 1/4".  I don't recall it getting thicker when the 4-synchro box was
>> introduced with the TR4 (and some TR3B), but perhaps it did.  Then
>> it got
>> thicker when the 6-cylinder TR5/250 was introduced; and again at
>> least once
>> sometime during TR6 production.  I believe one of those changes was
>> when
>> they tried to rationalize transmission parts between the TR6 and
>> Stag.  The
>> castings were the same, but the Stag casting is machined differently
>> (to
>> accommodate the roller thrust bearings on the countershaft).