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<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'>> Is it advisable to override the switch and let the OD run in all
gears?<o:p></o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'><o:p> </o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'>I would certainly advise AGAINST overriding the lockout switch! Much
too great a chance of forgetting and leaving the OD engaged in reverse (the OD
will be badly damaged if it engages while the car is moving backwards).<o:p></o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'><o:p> </o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'>My guess is that <st1:PersonName w:st="on">Dave</st1:PersonName> is
thinking of an A-type overdrive, used on early TR6 & Stag. In the TR3-6
application, it came with an additional lockout switch that enabled operation
in 2nd gear. I'm not certain offhand, but I think the Stag did not have the
extra switch even with the A-type.<o:p></o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'><o:p> </o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'>But I think Sujit is talking about a J-type, as used on later Stag
& TR6. The J-type works differently, among other things it does not
carry a reservoir of high pressure oil to allow for instant engagement. It
takes several rotations of the driveshaft for it to engage, which of course
will be much slower in 2nd gear. It would probably still work OK though,
if you always make the concession of waiting for it to shift fully before
applying power in 2nd OD.<o:p></o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'><o:p> </o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'>But if you do decide to allow OD in 2nd, I would certainly add the
extra switch rather than just disabling the existing switch. I believe
(not certain) that the ramp on the back of the 1-2 shift fork is still there,
so all that is needed is to drill and tap the top cover for the second switch.<o:p></o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'><o:p> </o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'>There is an article on the Buckeye Triumphs site with details on how to
add the switch.<o:p></o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'><a
href="http://www.buckeyetriumphs.org/technical/Gearbox/ODSwitches/ODSwitches.htm">http://www.buckeyetriumphs.org/technical/Gearbox/ODSwitches/ODSwitches.htm</a><o:p></o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'><o:p> </o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'>-- Randall<o:p></o:p></span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'> </span></font></p>
<p class=MsoPlainText><font size=2 face="Courier New"><span style='font-size:
10.0pt'><o:p> </o:p></span></font></p>
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