![]() ![]() The plunger can be stuck because it is rusted up or has become bent for some reason. If it has failed because the operating plunger is stuck up inside the switch the overdrive will be operating all the time, so in theory it will work on all gears including reverse. Turning now to the isolation switch failing. There is no similar protection for engaging reverse on the MGB. On the TRs reverse is to the right of 3rd and 4th gears and you have to lift the gear leaver to engage reverse. I always thought the overdrive only worked of 3rd and 4th gears because of the torque of the B-Series engine, but interestingly, the Triumph TRs used the same overdrive units but it worked on 2nd, 3rd and 4th gears and the TR engine develops more torque, so I now think it is more to do with the location of reverse gear also being on left of the gate. It points forwards on the 3 synchro box and rearwards on the 4 synchro box. For both types the isolation switch is located on the nearside of the gear lever remoted control housing, which is bolted to the top of the gearbox and this switch prevents the overdrive being activated in 1st, 2nd and reverse gear. The main distinguishing difference is the type has an external solenoid and the type LH has an internal solenoid. Early 3 synchro cars used the type D and later 4 synchro cars used the type LH. Firstly all MGBs used a Laycock Overdrive. ![]()
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