Yes, that is exactly what I am looking for. Can you supply the following:
1) Length end to end
2) Diameter of bolt holes at the gearbox end ….. 10 mm or 12mm?
3) The removal fork on the gearbox end …. is it aluminum or caste iron? (see photo of two sample I have seen … is yours different?)
4) In that fork, is a bushing that matches the end of the gearbox …….. is the inside diameter 23 mm … so you have a screw on pawl on your tunnel case …. or is it 18 mm … so you have "machined pawl" on your tunnel case?
5) can you take a picture of the surface of the shaft that would contact the removable fork.
Sorry, but I can't answer all of your questions..
The driveshaft is no problem,
Total length: 333mm
Bolt holes: 10mm
But for the gearbox..
The #00367 was rebuild from column to floor shift in the mid of -60s.
It will now be back to column shift, I have got nearly all parts. The tunnel case gearbox which I have was told to be the right one for this car, case is marked with 1365-15001. But when I now have a closer look to the removal fork, made of steel, I notice that holes are 12mm and not 10.. And sorry, part is mount on the box and nut is tighten, so I can't answer your last questions.
Thanks very much for replying; your car is solving several mysteries. I and another person are writing a document in an attempt to identify the driveshaft changes that occurred during the 750 series. Your input is very important.
While the parts manual says that only Berlina used the driveshaft with 10 mm bolts, we did not think that made since with the Sprint coming first. Now your car has verified that the very earliest Sprints also had 10 mm bolts.
Your reply to the question about the removable fork with a picture of the gearbox, makes me ask for you to look at this drawing (my fabrication from part catalog drawings) …….. do you not have a removable fork between the driveshaft section and the flex joint (Giubo)?
Your length of 333 mm + 3 mm for the expected aluminum removable fork would be almost the same as the later 337 mm front Sprint shaft with the fork permanently welded to the shaft (late 750 and all 101). I may have a source for a missing removable fork.
Your gearbox has no "pawl" on the output shaft …… only a nut. The pawl I would have expected is also in the drawing. Maybe this was part of the custom floor shift. Or is could resolve another mystery that some very early gearboxes did not have a pawl. There are several other differences in your photos from the later tunnel case I have.
By the way I have a new-old-stock flex joint for 10 mm bolt application.
It appears he needs a few items for the tunnel case. I can supply the trans fork with the 10mm holes and the flange with the 10mm holes.
I do not have the pawl/nut combo. But can have one made. Also it appears the box was converted to a floor shift then back to a column shift. A column shift has different shift forks and rods and different detent springs. These have to be changed in the conversion otherwise the shift pattern will be reversed. And the stiffer springs on the floor shift will make shifting difficult for a column shift
I haven't done my homework, seems like some parts are missing..
Been in contact with my Swedish Giulietta friends and I'm quite sure now that also the early Sprints were supplied with the "pawl"
Also found this picture (from Paul Gregory?) showing the earliest 1315 engine (00004) with attached pawl!
So I'm missing all the parts.. (One of my friends has the removable fork availably, Al with 8mm holes, don't know if it's 23 or 18mm) but so far no pawl..
Regarding my gearbox, found in the in the trunk of the car, is probably the original column shift box for 00367 (the floor shift box was mounted on car).
Carl has my early 750 box of parts. He will post a pic later. They include a flange in either steel or aluminum with 10mm holes. And an early trans fork with 10mm holes. With respect to the flange - picture posted earlier. I would prefer the steel one. I suspect the aluminum ones have work hardened by now. Also I believe the steel one is for the very early sprints and berlinas. Carl is not sure on this point.
I suspect Carl can provide a modest price proposal for all this stuff including the "rubber donut" I know this stuff is worth its weight in gold, but neither carl or myself treat it that way.
Strange how working on an article on the early 750 drive shafts leads to this.
I have this part in either aluminum or steel with the 10mm hole. The earlier picture is the steel one with the 10mm hole and an aluminum one with a 12mm hole. Both of my parts are with Carl now for his article on the early drive shaft.
He also has my transmission fork with a 10 mm holes.
Really interesting thread. In my workshop I have a mid-1955 engine and gearbox alongside a '56 Spider engine and gearbox. The earlier one has the pawl as discussed, but both have 12mm holes in the 3-lobed spider.
you should check and see if the 10 mm transmission fork was installed on the floor shift model when it was changed to the floor shift. probably that's what happened long ago so that your drive shaft would line up.
Sorry, I don't have the details of the floor shift replacement, but after having a closer look to the 10mm holes it seems like they are reduced from 12 to 10mm by bushings. I think they originally were 12mm, so that will probably explain the mystery!