warp9.9
Pocałuj mnie w dupę
Paul let me interject my opinion here. Its not so much as the Roadster got a beefed up shaft. Sure the spline Outs side diameter is larger and has a tooth or two more ( not sure if they are the same modal pitch as I have not measured them. Other then a couple U joints, and worn out splines from lack of lubricating, I am not aware of anyone breaking a drive shaft. I did notice that when the R3T came out it had the larger splined drive shaft. (buy one by mistake and you learn that
) I kind of thought it wasn't a bad Idea as it would keep anyone even on the assembly line from mixing up the two differential boxes Since the pitch cone angles are different. Years later I am thinking it was more of a consolidation of parts and the fact that the cost of tooling to make to different yet almost Identical parts would be well not very smart. Remember they are paying more for the tooling and upkeep because they are not making the parts a Italian company is. At any rate I have not measure the outside diameter of the differential spline cup but if it has not changed then what ever strength you think you gained on the splined shaft you just lost on the internal spline cup. I think it was more of a consolidating evolution, more controlled by the manufacture not Triumph. Sure it does lend to someone trying to put a R3T rear on a Roadster which would slow the line down as you either change out right there or put her aside for rework. But at least you would not have to tear the swing frame out to change the wrong shaft (remember the front spline on the shaft and the torsional output spline are the same on all Rockets)Again this is just a thought
Oh and it did not hurt
)
