Hardy, I found your detailed OD info very illuminating. No, I don't even run
an OD unit in my TR3 but I enjoyed your write-up nonetheless. I can see that
you've put a huge amount of time and effort into pushing your machine to it's
uppermost limits of power and reliability. Very cool!
~Steve
-----Original Message-----
>From: Catpusher@aol.com
>Sent: Nov 12, 2012 4:28 PM
>To: fot@autox.team.net
>Cc: HRPTR3@aol.com
>Subject: [Fot] Racing a TR3 A Type Overdrive
>
>Racing a TR3 A Type Overdrive
>Please see what you can find in the archives.
>For many years the TR3 was one of a very few cars not allowed alternate
>gearbox ratios in SCCA E Production. Using second gear overdrive was
>essential with a full race motor to bridge the gap between 2nd and 3rd. I
>spent
>thousands of hours studying and modifying the OD. Running a pressure gauge
>during events is necessary, as is not allowing it to leak on the driver. The
>gauge will show when the solenoid is out of adjustment, and most critically,
>when there is a running pressure drop. If the accumulator piston does not
>reach the blow off holes, that oil no longer gets to several parts. The
>specks for the accumulator bore are very tight, and honing to remove the
>steel
>piston ring scratches will only work a few times. The TR4A IRS/TR6 piston,
>sleeve, and spring provide a much lower volume and pressure, but a
>replaceable sleeve is a good idea. Much research about piston displacement
>and
>pressure pointed me towards a Jaguar sedan assembly that was NLS, but JRT,
>with the help of a UK Jaguar club, provided a few sets of piston and sleeves,
>and I also located the matching springs. I did find it necessary to run an
>oil cooling system with an electric pump and MGC auto gearbox cooler, all
>set low enough that it would not flow back into the gearbox during the early
>laps before the pump was turned on. Keep in mind that I was running slicks
>and often ran where the track temps were high.
>TR Regards, Hardy
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