Hi David,
The Spridget transmission gets it lubrication from the rotation of the input
shaft and it's connection to the layshaft gear and it's rotation of the 2nd/3rd
gear on the output shaft. Not from the rotation of the output shaft with the
engine dead.
It's one thing to tow it short distances with the driveshaft turning on a dead
engine, it's nuts to tow it long distances with the driveshaft connected.
And David is right, the Datsun transmission gets it's lubrication in the same
way. It's loaded with a lot more gears too, that can go South on a long dry
tow!
Do as Frank says, disconnect it and tie it up so it won't fall out on the road
and that solves the problem.
Now I know that lots of folks have towed there cars for significant distances
with allegedly no problems, but it will do damage that shows up right away or
soon. (I know, I get them in for rehabbing!) These things have memories and
know when to let you down at the most inopportune time to get back at you for
abuse!
Later, Paul A
David Lieb wrote:
> I am not entirely sure about the Spridget tranny, but I do know that the
> non-overdrive transmission used in the MGA and MGB had a typically Rube
> Goldberg British engineering solution that caused rotation of the tailshaft
> to circulate oil through the rear bearings and bushings of the tailshaft in
> order to prevent damage to the trans while being towed. This naturally
> presumes that there is oil in the trans. I have been told that this is
> definitely NOT the case with the Datsun 210 5-speeds we like to implement in
> our toys. Do NOT under any circumstances tow one of these with the
> driveshaft attached. Frank's argument for disconnecting from the normal
> trans is also very strong; I am sure it is not a usual occurance, but once
> is all it takes to ruin your week.
> David Lieb
> 1972 RWA Midget
> 1973 RWA Project
> 1974 RWA Warrior
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