Quote:
Originally Posted by Gaz64
Ed,
I think you are confusing 2 shafts.
One is the reverse idler shaft, which is a captive shaft for the reverse idler to spin on. The other is the 5th/Rev rail, which is the the rail that has broken in Hauss's case.
I do find it hard to believe how that rail breaks, and yet the roller pin small diameter should fracture first.
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You are correct about the two being different parts, Gary but I thought Hauss was describing the reverse idler shaft in his post #102 when he showed this pic of a new and a broken shaft;
The identifier I was using was the roll pin hole in the end of the shaft. It appeared that the shaft was the shaft pictured in Paul's video at time = 35:43 and in the Tremec manual in the image below;
Actually I am relatively agnostic with respect to naming conventions other than for identification purposes as long as they are somewhat representative.
Edit out: The reverse idler shaft apparently experiences an in service forward thrust, which Tremec attempts to blunt as can be seen by the presence of the reverse idler gear thrust washer in the Tremec service manual illustration. The direction of the thrust, if it were great enough, could certainly break the back side of the roll pin hole off the end of the shaft as Hauss has illustrated in his picture in post #102.
Looking at the assembled component I must admit I am struggling with trying to understand where the forward thrust that fractures the end of that shaft is originating from. That said, it is apparent from their use of a thrust washer and Hauss's success in repeatedly breaking the part that the thrust is real and does come from somewhere.>
Edit in: That thrust washer goes inside the main case not outside, which makes more sense. The helix on the gear would push the gear rearward not forward and a thrust washer inside the case would protect the case from the rearward thrust on the gear. That really leaves me at a loss to explain the failure.
The fact remains however, that fourth gear tops out even with a 3.46 (or thereabouts) rear gear set at nearly 200 mph (with 295 tires) which still begs the question, why are we power shifting into fifth gear overdrive down in the second or third gear vehicle speed range? That sort of operation does not seem to either be a smart or a competitive way to drive the car — and could likely be a contributing factor to the repeated component failures Hauss's transmission is experiencing.
Ed