For those of you that insist on flogging your TRs, a little TR3 history,
and my solution.
Quite a few seasons ago I had a series of races that I successfully
completed with the smell of gear oil. I was cracking the main case,
as well as the tail housing. Because I inspected the gearbox after
every track session, it never caused a DNF, but it was expensive and
time consuming. The balance and truth of the motor parts, gearbox
parts, drive shaft, and rear axle flange were all blueprinted with little
improvement. We tried brand new cases/tail hsgs, and good, used
cases/tail hsgs. We made certain that all important surfaces were
flat and true. Tracks with bumpy, banked corners were the worst.
Willow Springs was one of the worst, but our lap record set with a
cracking rear case held for a amazing number of years, and the 914
finished second.
I consulted the GCR & PCS and Tech. I rejected the extra mount
at the rear of the motor block because of weight and too much added
time to R & R the motor or gearbox. Friend and fellow TR3 racer,
Dennis Kelly,(C & D Engineering) came up with some stout aircraft
cables and turnbuckles that I fitted with considerable thought re the
gearbox centerline, on each side of the gearbox. They ran from a
special top starter motor nut and a lower, special gearbox to block
fastener, to the tail hsg/rear mount interface. The cables were
tensioned and safety wired, and the problem went away.
We had learned about the better main cases and used these all
along. It was most convenient for the racer that Triumph never
changed the main case part number on the all synchro box!
Triumph had some brilliant people.
HP
|