Ingieuk

Just dropped the gearbox oil out to have a look at the rear extension and found what appears to be a piece of circlip and the edge of two teeth. This doesn't fill me with confidence! Anyone recognise the circlip? Looks like it might be a bearing retainer, or maybe one of the clips off the mainshaft?

I'll have a look at the reverse stop plate before I remove the remote again. I've just been for a quick run out and it is unfortunately no better. Moving away from a junction and up the box is no issue, everything selecting really nicely (the bushings have improved that). Coming down it will not select 2nd at all. Just about get 1st and then into second no issues. If in 3rd gear you put the clutch in, roll to a stop you can then select 2nd. So the issue is somehow related to gearbox shaft speed (or position - circlip?) Next thing to try is removing the gearbox oil and removing the rear extension to check the circlip - though may only get as far as the oil tonight. I've ordered a new clutch friction disc, pressure plate, release bearing, master and slave overhaul kits. I concluded that having gone this far I might as well do the clutch to see if it sorts the judder out. Plus the master/slave cylinders are of unknown age and condition (though fluid is black!). One question Pete if you do not mind - I'm a little stuck on the coupling you mention - is this the mainshaft to propshaft drive flange (where the rear oil seal is) or the input shaft to mainshaft coupling? I understand the circlip in question is at the rear of the mainshaft but I'm unsure where I'm looking for the coupling. Maybe it will all come clear once I get going. Thanks, Richard

Couple of pictures of the selector forks. Also a picture of the car I found whilst looking for the selector forks pics.

Thanks Pete, it's quite pronounced, the gear stick moving 1/2in or so. Don't imagine that is the end float in the box but by the time it's transmitted the movement up the linkage it's obvious. I've got the remote rebuilt using a hybrid of old and new parts. I didn't remove the circlip in the end as the pivot bush was in good condition with little play. New nylon washers on the pivot closest to the selector took up quite a lot of slack. The reverse spring that comes with the kit is a bit weaker than the original so I may change that back at some point. I've also set the reverse stop bolt again, though it was only 0.15mm off the workshop manual 1.25mm gap. No slack at all in the linkage and the remote is back on the car, definitely feels nicer. All gears select positively with an audible click, particularly with the tunnel off. Before I go checking the circlip Pete mentions I'm going to go for a ten min run out tomorrow evening to see if the work so far has helped find the 3rd to 2nd change. Only want to change one thing at a time. I've got some more pictures of the selector forks I'll add for reference in a post below.

Thanks that is clear now. I guess it is not normal for the gear lever to shift under loading/unloading of the transmission? I'll see where I get to tonight. I was able to select all gears when stationary, but when on the move and under load I could not select 2nd from 3rd. I could declutch a couple of times and just about slide it into 1st. Once in 1st I could go back up the box again.

Tried this out, can select all gears reasonably easily. There is some more resistance when moving from the 1st/2nd selector to the 3rd/4th one. I did also try to select two gears at once (gently obviously) and it feels like the interlock mechanism was working, the other selector coming up snug against something hard. Got some better pictures of the wear I'll share when boot my laptop up later. That's a interesting thought, I'll try and see where it is on the exploded diagram so I get in my head what I'm looking for. So disconnect the prop shaft - might need to put it on stands as won't be able to turn the shaft to access all the bolts? Is the circlip at the oil seal end of the extension or the box end? Sorry not sure what an 'hsg' is either!

Yes it did, every time. Though it has done this for quite a while. What might this suggest? I'll curb my disassembly enthusiasm and get the remote sorted tonight. Thanks again, Richard

I'll have a go at that tonight. I've got some 6mm mild steel rod I can round the edges off to use as a tool. Ill keep my fingers out the way! If the gears select okay I'll take the top section off to have a look at the wear on the forks and check the interlock balls/detents.

Thanks, they are well bonded so I'll leave them be. As you can see below I've struggled with the repro bushes for the gear remote for a similar reason. There is some slight play in the first pivot and the fork - though the bolting was quite loose. Neither seem particularly worn compared to the replacement kit, however the kit is not of the quality I would expect. The black buses are very mis-shapen, the pivot ball is far from smooth and smaller cup washer I have removed is fairly sturdy and metal - whereas the replacement is a beige plastic with big mould marks. I'm going to get in touch with Canley Classics as the black bushes in particular are basically unuseable. The other parts are useable with a bit of filing but that rather defeats the point of buying a bush kit to take up play in a linkage! I've attached a photo of the two misshapen bushes and the old and new pivot The reverse stop seems set okay - never had any issues getting it in, goes in nice and positive. No issues with it sticking in either, everything is nicely greased and free. The clutch was something that did cross my mind. I noted when I serviced it last the fluid was rather black. In the 7 years I've owned the car I've done nothing to the clutch, cylinders or fluid. I have had some judder over the last year or so that can occasionally get quite bad. Also there is the slight kangarooing at low rpm/higher load. Any areas I can check? The slave cylinder looked in good nick when I had a cursory glance today. Good thinking! Though running my finger over the area it may be a trick of the light as it feels like it is more worn towards the centre, though the transition between the 1/2 and 3/4 selectors is worn. From the workshop manual the interlock you mention seems to be two ball bearings with a shuttle piece between them, presumably they engage internally in each of the selectors so that only one will slide at a time. The exploded diagram also has a detent pin and spring for each of the selector shafts. I'm not clear on what these detent pins engage in or do though? I've tried to take a photo of the exploded diagram. The interlock ball bearings are item 110, the shuttle piece 111, the three detent pins 85 and the detent springs 86. The workshop manual doesn't state it outright but it alludes to being able to remove the selector shafts along with the top casting of the gearbox without removing it from the car. Though as Pete points out regarding the clutch, it might be best for me to just bite the bullet and get the gearbox out of the car and take a look at the lot whilst its out. At least the weather is good and I can work until 9:30pm before having to push the car back in the garage! Thanks all for the help you have provided, it really is invaluable. I hope adding photos and (fingers crossed) a solution at the end will be a decent reference for others with the same issue! Richard

Interior is out. Transmission tunnel is out despite it's desire to stay stuck to the car by what looked like several tubes of mastic! Gear remote is off, some interesting findings already. Hopefully I have managed to attach some pictures. There seems to be a quite a lot of wear on the female parts of the selector forks, particularly (maybe unsurprisingly) on 1st/2nd. There is also some wear on the right/left hand sides of the selector. The remote itself seems fairly tight with little play. I'll replace the parts as discussed above (thanks Pete), but it does raise some other questions; 1) Are the selector forks worn enough to be causing the issue? (I imagine they are not helping) 2) Is the selector supposed to have flats on either side? (The flats almost look machined but could be wear) 3) There seems to be quite a lot of strain on the gearbox mounting rubbers - any idea of the typical places to check for this? None of the engine mounts look misaligned or in poor condition. It might be normal but if I took them off I'm not sure I'd be able to get them back on! In the meantime I'll replace the bushes and try it out on the road (maybe in the week - can only leave a 1 year old with my wife for a few hours before I'm dragged back inside!) Thanks again, Richard

The bushings kit has now arrived. The cup is indeed razor sharp! I'll try getting the remote off later on and see where we get to. I need to work out how to remove the tunnel, the interior is nicely finished so I'll be taking it slow. Any tips on fitting the bushing kit? Thanks. Richard

Thanks very much for the help. As a parting shot after I'd bought the car the previous owner mentioned he had 'replaced the bushes in the gear stick' so I guess that means those bushes were done then. That is a few thousand miles ago though so I'll order one of those sets as a starter. I should say it is a non-overdrive box (not that I guess that matters). I think it is unrelated but since I've had it the car has a tendency to kangaroo, particularly whilst under heavier load. It doesn't seem to happen when accelerating away from a roundabout, but on a steep sharp bend (of which there are a few round here - NY Moors) it can be quite bad. At first I thought maybe the clutch was slipping but the revs do not increase. As I say its probably unrelated but I thought I'd mention. If I do end up with the gearbox out I guess it is a good time to do the clutch whilst I'm in? I'll make sure I introduce myself in the appropriate section. Rich

Hi, thanks for the reply. No the lever will physically not move from third to second, pushing left and backwards just ends up with the lever over the left hand side. I've just been out to have an extra run out and at lower engine speeds, when going from third to second if you push it slightly forward towards first, 50% of the time it will slot into second. There were a couple of crunchy fourth to third changes too, it also felt like there was more drivetrain shuffle than normal in third. This could be me being very sensitive to anything unusual though. I should say I've done around 3k miles/year in the GT6 since I got in 2013, so it gets a reasonable amount of use. I didn't do the original restoration though so I'm not sure on the history of the gearbox.

Hi All, I'm wondering if you could advise me on an issue I have my rotoflex Mk3. On the way back from work today I have found that I was unable to go from 3rd to 2nd gear. Very occasionally in the past it has been reluctant but it always got there. 1st to 2nd, 2nd to 3rd, 3rd to 4th, 4th to 3rd, 2nd to 1st were all fine. It seems a curious fault. All was fine on the way this morning and the first half of the drive home. Going 3rd to 1st to 2nd worked to get home for the bits where 2nd was required but it is not ideal! No amount of trying to slip it in seemed to help and I was reticent to apply force! When stationary it feels as though I can select any gear. The question I have is where to start looking? Is it likely to be in the mechanism or the box itself and am I likely to be facing a gearbox strip and rebuild? My experience with gearboxes is fairly limited, as it has not caused issue before Thanks, Rich