Thread: 51 MG restoration.

Originally Posted by MikeB52

That shiny new bell housing is a custom casting that marries to the tr3 engine....

!!!

It’s a slick conversion kit from every review Ive seen on it. The inventor was a Dutch engineer and after he passed away Moss bought the rights to it and kept it on their website.

https://mossmotors.com/media/instruc...0-135_INST.pdf

For those interested in skimming the nitty gritty details.

But yes, the clutch for the triumph does surprisingly have the same splines that Toyota used on their W58. The pilot gets an oversized bushing to keep things aligned and the throw out is inside the unit on the centre shaft so I eliminated one of the two cylinders my old system used.
Comes with it’s own hydraulic lines that connect to the one that used to feed my slave.
Can’t go any farther on it till I get the flywheel reinstalled so the tranny is tucked away.
Gonna be a fun driving season if all works out..

Originally Posted by MikeB52

But yes, the clutch for the triumph does surprisingly have the same splines that Toyota used on their W58.

There's an interesting...collaboration?...imitation?...not sure what to call it but there seems to be an interchange between the Japanese and British autos in that era which is surprising or at least not what one might expect. A lot of the locks and keys used in that era were the same between them. For example, the locks and keys used in the Datsun 1600 and 2000 were made by Union who made locks also for the British Leyland cars.

The reason this is.surprising is the.entire Locksmith business is different by region, most usually by continent. If I were to move to Great Britain I would have to relearn it because the lock systems used there are not the same as the ones used in the US.

Originally Posted by PaulFLUS

There's an interesting...collaboration?...imitation?...not sure what to call it but there seems to be an interchange between the Japanese and British autos in that era which is surprising or at least not what one might expect. A lot of the locks and keys used in that era were the same between them. For example, the locks and keys used in the Datsun 1600 and 2000 were made by Union who made locks also for the British Leyland cars.

The reason this is.surprising is the.entire Locksmith business is different by region, most usually by continent. If I were to move to Great Britain I would have to relearn it because the lock systems used there are not the same as the ones used in the US.

I think it's called industrial espionage!

It may not seem odd to us now but back in the 50s, 60s and 70s the world was nowhere near as globalized as it is today.

I think as far as transfer cases and standardization goes, there is a technical, or mechanical reason that they universally opted for either 21, or 23 spline shaft to coupler ratio’s.
Prolly has to do with force load balancing across each spline and the like.
All I know is it’ll work, and I’ve already files all my burrs away so the disk, and output shafts both slide full length.

Cool! The Japanese obviously copied some things with their own twist. Usually better after a while.
It's been my experience they seemed to stay with things that work vs reinventing the wheel every model year.
It has shown it'self in the 70's and 80's to me. Even up to the 90's Toyotas seemed like NOS stuff from 5-10 years prior.
Worked much better and longer than domestic small cars. I can remember when all of the big 3's small trucks were Japanese-made.

Hell, I have a 65 Triumph mororcycle with a 72 Suzuki front end. Just 1 common spacer and goes right on.

Just don't overrev the little motor with that gearmonster!

That should be an excellent upgrade.

Sorry, off topic but Bro Roy!
Could dis be yo plate mounted upside down?

Originally Posted by sharptonn

Sorry, off topic but Bro Roy!
Could dis be yo plate mounted upside down?

....

Originally Posted by sharptonn

Sorry, off topic but Bro Roy!
Could dis be yo plate mounted upside down?

A guy I knew had one that was

4MYX2NV