And I believe even the "solid" shafts had a sliding type joint, although it
didn't slide much. If it was like mine in my my 72, It used a set of
small, thin spring steel plates bolted to cross yolks that allowed a small
amount of movement for and aft to take up the vibrations and movement that
the motor and diff mounts will surely have. Also, the shorter yolk that
slid inside the main driveshaft had a rubber "O" ring inside of the shaft
for damping.
Dave noted:
>Far be it from me to get in the way of your malty beverage but there may be
>many reasons for a sliding joint in the drive shaft on an IRS car. One may
>be the fact that the engine/trans and the diff are both mounted with
>compliant (rubber) mounts. Another is that if the shaft length were fixed
the
>length would have to be more accurate. With a sliding joint it only needs
to
>be able to adjust the actual distance wetwen the two ends. Another reason
>may be that it is the same shaft they've been using all along so why
change?
====
Good reasoning, particularly with the torque of the bigger TR engines (4 or
6). Most Heralds did not have a sliding joint in the propshaft, but some
did,
as did most of the 6-cyl. Vitesse/Sports 6 variants. Same with the GT6.
If nothing else, having the sliding joint (and having it function) sure
makes
it easier to remove said propshaft. I used to have a lot of fun huffing and
puffing and levering on things to get solid Herald propshafts out. :(
--Andy Mace
*Mrs Irrelevant: Oh, is it a jet?
*Man: Well, no ... It's not so much of a jet, it's more your, er, Triumph
Herald engine with wings.
-- Cut-price Airlines Sketch, Monty Python's Flying Circus (22)
Triumph 10 / Herald / Sports 6 vehicle consultant, The Vintage Triumph
Register: http://www.vtr.org
Check out the North American Triumph Sports 6 (Vitesse 6) and Triumph Herald
Database: http://triumph-herald.us
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