I know that Alec. CW will only be able to obtain what is available to the market place in general. What I was saying is that the quality of the present GKN stuff is not as good as it was (in my opinion).
Kev
I know that Alec. CW will only be able to obtain what is available to the market place in general. What I was saying is that the quality of the present GKN stuff is not as good as it was (in my opinion).
Thanks for this post Thorsten, it's just the ticket!Thorsten wrote: ↑Tue Jun 09, 2020 3:44 pmHi Kev,
I've been running a set of CV driveshafts for 16 yrs now and can't complain - it's really fit and forget! I've done at least 40k miles until now without a problem ... As mentioned before you're looking for Stag items for a Mk2, TR6 ones are too short. I believe CDD offer Mk1 items as well.
Best regards
Thorsten
Yeah, I've got a copy of that NZ service note and all the stuff done by CW etc. It's all very complicated what with shackle height and flange bruising....nearly all too much for my limited brain cells.Ronald wrote: ↑Fri Jun 19, 2020 3:11 amThere was a long entry in the Register Service Notes "Bible" about 20 years ago, a copy of which was held by an NZ Triumph 2000/2500/2.5 Register member. It included an NZ Motor Corporation service update on vibration problems. One of the critical points was that propshaft UJ angles had to be within a fraction of a degree, so the correct length spacers for the rear engine mount for the type of gearbox used was important, as was the condition of the mount. And they altered the diff. at some stage . Shaft rebalancing was also mentioned. My 1970 2000 has certainly used a number of propshaft UJs in its 232000 miles, but the driveshaft ones seem to last longer. And some of those rear engine mounts don't have a long life...
Ronald Mayes, New Zealand
1970 2000 automatic
1977 2500TC manual/od
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