JFB -
I can't specifically comment on your question, except to say that as I recall, all of the gears are "located" on the shaft via a series of snap rings or retained split washers (#211/212).
These retainers are close to the gear centerline.
The Syncrobody (216) and sliding sleeve are close to the gear, but on the outside of the cone (not where the welds would be).
I hope my description is clear...
Follow up report....
I have had my ZF back together for 1 1/2 years now.
The tranny is great.
2nd gear synchro action is great. I have put about 8-10K miles on the car.
If someone is working their own ZF, or has a very competent mechanic (like I did) helping you with working the ZF... I would highly recommend this route.
Not much point in going this route unless you are going it on your own... all the ZF experts have equally effective & proven solutions.
But in my case, the CRM solution works great and was cost effective.
CRM is highly recommended by Lyle and myself!
Rocky
I have had my ZF back together for 1 1/2 years now.
The tranny is great.
2nd gear synchro action is great. I have put about 8-10K miles on the car.
If someone is working their own ZF, or has a very competent mechanic (like I did) helping you with working the ZF... I would highly recommend this route.
Not much point in going this route unless you are going it on your own... all the ZF experts have equally effective & proven solutions.
But in my case, the CRM solution works great and was cost effective.
CRM is highly recommended by Lyle and myself!
Rocky
To follow up on this topic (5 years later)....
Tastes good, lasts a long time!
Rocky
Rocky. You da' man! Except when it comes to playing Cow Bell. Practice man, practice! It has to get better. 
@davidnunn posted:Rocky,I just noticed this.Redline MTL is 75W80Redline MT-90 is 75W90
That was a recommendation from Gary Hall. I called him for the ZF part which he had at the time. He said to try this stuff first before I took the ZF apart. I did and the issue disappeared.
There was only 32,000 miles on it at the time so it was difficult to concede that it was the second gear syncro.
This collection of ZF repair lore is priceless- thanks, Rocky. It seems that the main variables are part of the design. We are dealing with thousandths of an inch combined with metallurgy in high torque transmissions. In trying to save the expensive precision gears while replacing the all-steel synchro parts that wear faster, experience from WW-2 apply. Gear-steel just doesn't weld well. Some of the elements in gear-steel change phase or boil off at welding heat. It also doesn't plate well. I tried welding gear steels with a TIG and failed miserably. So easy backyard fixes were doomed.
Combine that with the fact that ZF gear-steel is 'different' from 8620, 9310 or common Ford gear-steel. Ford found that out in 1970 when, after complaining semi-publically, their own testing found that ZF's steel was 'better' than Ford's. Dunno if it was tougher, stronger, better-wearing or all the above but compared to a Ford Top-Loader or a Muncie, a ZF was 'better'. Is part of it the heat-treat? I know D Quella spent years working on transmission gears and synchros, not just for ZFs but Indy-car trannys etc. Glad to hear from Ron that he succeeded.
ZF as a company was founded in Germany by Count Zeppelin to make parts for his airships back in the1900s. Because at the time, he couldn't find any that were good enough. ZF later got into parts for vehicles, ships, submarines and other prime movers. Over the past 120+ years (plus two major wars for motivation), they obviously learned a bit about steel!