![]() I have never understood any of the logic of any of that. The TR4 has a clutch well over engineered for 100bhp, while the TR5 which uses the same was always a marginal clutch cover, despite all the hype surrounding the Laycock units, (which are the same as used on the 2L Vitesse!) Otherwise why use the large clutch spline size common to the Stag/Jaguar Mk2/E type? In my view they should have had the larger Stag clutch on the TR5/early TR6 too, because they are always dying,. The main improvement in the Stag drive line was the clutch which used a 9.5" DS - (same as Jaguar XJS-6), instead of the smaller 81/2" used on the Dolomite and TR6. Only the TR4 and TR5 had the BIG accumulator which gives that whopping fierce activation you need for high torque. On the A type OD, by the time the Stag came along, they only had the small accumulator anyway, (as did the Jag Mk2s) so most of the stuff about the Stag being "high performance" is nonsense. Who knows why, because most of them fitted it from the factory! The solid dashpot is the part that does most of the improvement in behaviour of the operation of the J type.Īs in most overdrives this stuff is set with shims anyhow. Sprint has 6, like the Spitfire 1500 and Dolomite 1850. The number of starts is stamped on a lug on the end of the overdrive. ![]() ![]() To find the "starts" its exactly that, look down the hole and rotate the output shaft 1 complete turn and count how many times you see a "start" of a coiled tooth ![]()
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