Sure...go ahead and engage it in 1st and second... if you desire
is to replace the o/d unit repeatedly when you blow it up.
The o/d can not handle that kind of torque...hence the design
of the lock out to begin with.
Paul Tegler
ptegler@cablespeed.com
www.teglerizer.com
----- Original Message -----
From: <TR250Driver@aol.com>
To: <spitfires@autox.team.net>
Cc: <triumphs@autox.team.net>
Sent: Monday, January 24, 2005 5:18 PM
Subject: 70 Spitfire Update.
> Hi Guys,
> Been a while but I FINALLY have the 70 Spitfire MK 3 back on the floor,
> sitting on all four wheels, aluminum flywheel and Tilton Racing Clutch
installed.
> This is the third attempt and I am hoping it works. Let just say major
> modifications were required. I took if down the street a couple of times
and there was
> no catastrophic failure like before so I'm keeping my fingers crossed.
Some
> throw out bearing noises when the clutch is disengaged but as long as it
> doesn't go "nuclear" I can live with that. It really requires the "Revs
Up" when
> launching or it kills the motor, man that Tilton is really grabbing. I am
> laying rubber with both tires with the limited slip, 455 Diff every time
off. I bet
> I can cut a second off my time with this set up if it holds together.
>
> Now I am wondering before I put the gearbox tunnel back on if I should try
to
> rig the OD to engage in first gear. This is an early GT6 box that will
only
> engage OD in third and fourth. Would it be good to have OD in first and
> second to eliminate shifting on the Autocross course? I am looking for any
> advantage I can get to give that Marty Sukey a run for his money for FTD
in Rockford
> this year.
> Cheers,
> Darrell
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