Overdrive Manual - 1956 Studebaker Golden Hawk Owners Register
Contents
1. From the Advanced Thinking of Studebaker CORPORATION INSTRUCTIONMANUAL THEWARNERAUTOMATIC OVERDRIVE FOREWORD Material contained in this Instruction Manual relates only to post war Overdrive types Warner R 10 and R 11 as used on the following makes of cars Ford Mercury Frazer Nash Hudson Packard Kaiser Studebaker Lincoln Chevrolet Willys While the actual details of construction may differ among the different car makes and models the essential working parts are similar if not identical and the information contained herein may be considered generally applicable to all cars equipped with these types of Overdrive Units I PERFORMANCE ooiiiicicccccccesessesesseecseeceeeeeeeceeeceenaeeeeeeaeeeeeeeees 2 3 le General stile dateiten Gacanuentdigendan uiaanianunvelas 2 De COMOT xx fecees sect t ee a ten Sh esate eee ctedh a 2 3 Operating Economy i eeeceecsecseesscessesseeeseeeteeeseenseeseenseenseentes 2 4 Reduced Engine Maintenance i saessesssssrserssessrsessresesseereseese 3 5 IncrecLsed Ease of Handling 9 eeeeeeeeceeesecetecseeseeeeeseeeereees 3 6 Highway Driving 2c chececk ath tein oath ones 3 Ta tity Traffic Driving anre E o teeter nee S 3 8 Reduced Use of Clutch Pedal oo ec eeeeecseeeceeeeeeeceeeeeeseeeeeees 3 TIT OPERATING PRINCIPLES 0 cccecccccccecesetseeeeseeseeeees 4 8 A MECHANICAL aesteseitenducdivesanesteraesastlaantcntenstneneereanans 4 9 General 934 s teattate ate E2. resuming the overcirive second by the usual method of closing the throttle Most of the benefits of automatic P himine are thus had without the usual complicated and expensive automatic transmission mechanism 8 REDUCED USE OF CLUTCH PEDAL a At pee below the overdrive cut in point the free wheeling action of the overdrive unit makes it possible to do all gearshifting without releasing the main clutch Above cut in speed it is necessary to release the clutch for shifting gears and likewise the clutch must be released when the car is being started from standstill and whenever it is being brought to a stop H OPERATING PRINCIPLES A MECHANICAL 9 GENERAL a The current production types Warner R 10 and R 11 of overdrive units are similar the R 10 being used on the smaller engines and the R 11 on the larger engines Variations of these units are made to adapt them to the various makes and models of cars but the principal working parts of both types are similar if not identical in all variations Therefore the working parts shown in cut away assembly Figs 1 3 5 amp 8 and in exploded view Fig 2 are taken as representative of all current overdrive units whose mechanical operating principles are explained as follows 10 FREE WHEELING DIRECT DRIVE a The transmission mainshaft Figs 2 and 3 extend thru the sun gear and is splined into the pinion cage and roller clutch cam The latter has 2 cam surfaces
3. and according to his own choice may momentarily close the throttle whereupon the roller clutch releases and the engine slows down At the same time the sun gear slows down more rapidly so that the sun arar passes through the stand still condition when the engine speed has fallen 30 and then reverses its motion Upon the instant of reversal the blocker ring moved by its frictional drive from the control plate hub also rotates slightly in this direction andl releases the pawl which snaps into the first notch of the backwardly rotating control plate Fig 7 b The extreme rapidity of this action insures that the control plate cannot rotate backward more than 1 3 turn at the most usually it will be less This engagement at nearl perfect synchronism accounts for the smoot action of this control Once engaged under the conditions of normal driving the overdrive is in action until the car speed falls to a value 3 or 4 mph lower than the cut in speed when the governor contacts open releasing the solenoid which withdraws the pawl if throttle is closed whereupon the condition of free wheeling direct drive is resumed 12 DRIVER CONTROLLED DOWNSHIFT KICKDOWN a It has been noted above that when the overdrive is engaged the engine only turns 0 7 as fast a 3 when in direct drive This reduces the Power available excepting at high car speeds and although this reduced power is usually sufficient for all purposes there
4. Pona e shift into low gear and roll car forward y hand Solenoid stem should then move an additional 3 8 in as the pawl engages fully These two tests indicate proper blocker action Unless both tests are met the blocker ring is probably not in the correct position c Rather than disassemble the entire overdrive unit this condition may be corrected externally With transmission in neutral and the dash control pulled out move car forward one full turn of the propeller shaft Then loosen the two solenoid capscrews as far as possible without removing and pull solenoid out as far as it will go and hold it there while the propeller shaft is turned forward about 1 8 turn Then push solenoid in and tighten capscrews The reasons for this procedure are readily understood from a study of Fig 7 28 INSUFFICIENT BLOCKER RING FRICTION a If the overdrive engages with a severe jolt or noise probably the blocker ring Fig 21 has lost its frictional grip upon the hub of the sun gear control pu This grip should be sufficient to set up a ictional drag of 4 6 lbs when new which will fall to 1 11 2 lbs when thoroughly broken in This is measured by holding one lug of the control plate in a soft jawed vise with a spring balance hooked into the notch of the nearest blocker lug and noting the pull required to rotate the blocker after it has started moving While low friction may be corrected by squeezing the blocker ring together for
5. a tighter fit new parts should be installed if available 29 DAMAGED ROLLER CLUTCH PARTS a Occasionally the unit aay not drive the car forward in direct drive unless locked up by pulling the dash control This may be caused by one or more broken rollers in the roller clutch the remedy or which is the replacement of the entire set of rollers b This may also be caused by sticking of the roller cage upon the cam This cage must move freely to push the rollers into engaging position under the pressure of the two actuating springs c Sometimes this is due to slight indentations worn in the cam faces by the rollers spinning remedied by replacement of the cam C COMMON CAUSES OF TROUBLE 30 DOES NOT DRIVE UNLESS LOCKED UP a Broken clutch roller Sea b Roller cage stuck 29 b c Clutch cam worn 29 c 31 OVERDRIVE DOES NOT ENGAGE a Dash control knob not fully pushed in 17 a b Fuse blown or missing 18 b T ae circuit between governor and relay 18 a to 8 d Improperly connected dash control cable 22 a e Shift rail bound by housing misalignment 23 a f Throttle switch stem stuck 25 b a Defective throttle switch 18 c h Defective governor 18 e i Governor pinion missing 18 e Defective solenoid 18 g Improperly wired 14 a Fig 9 l Blocker ring not in proper position 27 a 32 OVERDRIVE DOES NOT RELEASE a Grounded circuit between governor and relay 19 a to 19
6. and 12 clutch rollers located GUTPUT anaFr PEPAHER CLUTCH Tbe RACE MEEO HER CUUTCH BOLLER FEE EEL GUTH FOLLER CAGE TRANSMISSION AAR HAT PAWL i FIERY HEEL PAYLI IZELEASED i CLCH ChM T ee TE Pied i a b 4 i T 7 Dai CONTIOL W IFUSHEG IHI Tae Figure 3 against these surfaces by means of the roller cage and the roller cage spring When a driving torque is applied against the cam the rollers are forced outward into wedging contact with the outer race Fig 4 a thus driving the car Under such driving conditions all the overdrive gears and their dea ao e control Darts revolve together as a unit Figure 4 b On the other hand if the throttle is closed removing the driving force the rollers release their wedging contact Fig 4 b permitting the roller clutch to overrun with the mainshaft pinion cage and engine turning at ci slower speed than the ring gear output shaft and propeller shaft Under such conditions the ring gear will turn faster than the pinion cage and the sun gear will turn slower than the latter In fact the sun i may turn forward stand still or turn ackward depending solely upon the relative speeds of the transmission main shaft and the output shaft If the former is turning at exactly 70 of the speed of the latter 72 in the case of R 11 type units the sun gear will stand still if it turns faster than this relatively the sun gear will
7. as that for fhe conventional transmission with the following ex ception Figure 18 m Remove the main shalt adapter plate gears and synchronizer assembly irom the transmission case as a umi Fig 19 Aller removing the syn chronizer assembly cand the gears from the main shalt remove the main shalt rear bearing large snap ring Fig 20 Then pull the adapter plate oll the main shall rear bearing and remove the oil singer from the adapter plate ELEY i Sia a a we Y A 3 aE 5 of St wt Pree SNAP RING So ave v 4 Figure 21 38 CLEANING AND INSPECTION a As each part is removed from the assembly wash it in clean solvent of a suitable nature and dry with air blast or wipe dry Protect parts from subsequent dirt accumulation b After cleaning eve parts visual inspection for wear or damage If the unit has been operated with improper or insufficient lubrication any wear or damage may he detected by visual inspection Replace any broken parts c If overdrive will apparently engage but not hold when the power is applied check to see that the blocker ring is positioned exactly as shown in Fig 21 d Roller clutch parts should be carefully inspected Ifrollers show surface markings of any kind they should be replaced If inner surface of outer race shows slight lengthwise indentations they are normal and do not impair the action of the clutch However if the 12 flat s
8. backwards shifting the sun gear so that the lockup teeth will engage the corresponding teeth of the pinion cage This causes the entire group of working parts to revolve as a unit duplicating in all respects the s karay PRESEN rT TRANSMISSION MAINSHAFT paS 7 4 SN PULLED OUT action of the conventional transmission In order to thus lock up the unit if the car is in motion it is necessary to open the throttle to assure that all parts revolve together or to release the overdrive if engaged by pressing the accelerator pedal to the floor pulling out the overdrive dash control at the same time Thereafter the car will have the usual conventional drive until the driver chooses to push the overdrive dash control in which may be easily done at any time B Since the roller clutch will not transmit a reverse drive it is necessary for the lockup mechanism to be used whenever it is desired to reverse the car This is done automatically by the transmission reverse shift mechanism which pushes the shift rail to the rear independently of the overdrive control lever whenever the transmission is shifted into reverse B ELECTRICAL 14 GENERAL a While the mechanical structure of the overdrive unit just described may be considered the working portion of the combination its automatic action is controlled entirely by the external electrical control system This system consists of certain units connected by a wir
9. clip g Install the aor gear on the output shaft and lock it in place with the large snap ring Insert the clutch rollers in the cage using heavy grease to hold them in position Then with low gear of the transmission engaged turning the cage and rollers counterclockwise until the rollers are in their low positions install the output shaft and ring gear on the pinion cage and free wheeling clutch com and roller unit assembly turning the shaft to the left as it assembles over the clutch rollers h Install the output shaft rear ball bearing with the two snap rings in the overdrive housing After inserting the speedometer and governor drive pears morl the front ball bearing in the housing he oil seal should then be installed with suitable oil seal driver Note The oil seal may also be installed with the overdrive housing on the main case i Install the manual control shaft oil seal control shaft manual control lever and retractor in the housing After removing the cap screw with which the adapter plate has been held on the transmission case install the overdrive housing Be sure the dash control conduit bracket is attached to the housing by the lower left cap screw l Push in the manual control shaft to engage the operating cam with the slotted shift rail Then drive in the tapered pin to retain the manual control shaft in its proper position k Install the lockout switch and the governor and install the wire which
10. even the best of the current cars without overdrive Even though this is somewhat offset by the presence of less irritating noise from the wind and road it is well recognized that power plant noise and vibration are major contributors to driver and passenger fatigue to an extent which can be appreciated only by comparison with a car from which they have been substantially eliminated b If for instance the engine speed can be reduced by 30 the powerplant noise and vibration is reduced to half or less With this reduction these unpleasant effects apparently disappear and the riding sensation is almost that of continuously coasting downhill To accomplish this in a manner acce table to American standards of performance and handling ease requires an additional driving ratio automatically available above slow traffic speeds in which the car can be driven for miles at a time and from which than driver at his own pleasure can return to the usual high gear for purposes of acceleration and hill climbing This in brief is what the overdrive provides 3 OPERATING ECONOMY a When the car owner buys gasoline he may be under the impression that it is for the purpose of driving only the car He seldom realizes that a substantial portion of it is to overcome engine friction and drive the engine accessories At 40 mph it requires 12 hp to drive a typical car but without overdrive it requires an additional 18 hp to overcome
11. fea tere ene e at eh tes ed 4 10 Free wheeling Direct Drive 0 ccecceceeseeseeeeeneeneeees 4 Vis WVerdrive sadist ion chaset ag Sees cdi pes a es 4 12 Driver controlled Downshift Kickdown ow eeeeeeeeeesteereees 5 13 Conventional Drive eaei a oaa 6 B ELECTRICAL siidieiechisciisnciaciatotbeiinanewts 6 4 Ge erall sata seed h e e a dict lee tele aada aa 6 15 Speed Controlled Operation sesessssssssrseessesersesseesesseeeessese 6 16 Driver controlled Operation sesessssssssrseesseserseesersesseeeessese 7 17 Locked out Operation ssessssssssssssrsessresessrsressesersesseenesseseesseee 8 THE SERVICE OPERATIONS auaesssssssssssrsssrsssesesesesesess 8 15 A TRACING AND CORRECTION OF ELECTRICAL CONTROL TROUBLES gt aassseseserereirirrrerrerrrerererereree 8 18 Overdrive Does Not Engage i nessssssssssrsresseserseeseesesersreseene 8 19 Overdrive Does Not Release i eeceeeeeeseesseeseeteeeeeeeeeteeees 8 20 Will Not Kickdown from Overdrive cceececceeseeteeeeeteeeteeeees 9 21 Engine Cuts Out When Kickdown is Attempted ose 9 B MECHANICAL FAULTS ouu eceieccessssreeeseeceeeeeeeeeeeseeceeeees 9 22 Dash Control Improperly Connected cece 9 23 Transmission and overdrive Improperly Aligned wee 10 24 Improper Reverse Control Parts haaeeesessessceseereeseenees 10 25 Throttle Switch Improperly Adjusted seesessessessesesrsesesses 10 26 Improper Installation of Solenoid seesssesesereresess
12. h b Solenoid improperly installed 19 i 26 a b c Defective governor 19 e d Defective relay 19 h e Defective solenoid 19 i f Improperly wired 14 a Pig 9 g Defective throttle switch 19 d 33 DOES NOT KICKDOWN FROM OVERDRIVE a Throttle switch improperly adjusted 25 a b Defective throttle switch 20 a c Open or missing connection between solenoid No 6 terminal and distributor 20 a Fig 9 34 ENGINE CUTS OUT WHEN KICKDOWN IS ATTEMPTED a Defective solenoid 21 a b Grounded wire between solenoid No 6 terminal and throttle switch 21 a c Defective throttle switch 21 a 35 DOES NOT RELEASE LOCKUP a Improperly connected dash control cable 22 a b Shift rail bound by housing misalignment 23 a D SERVICING OF OVERDRIVE UNIT 36 GENERAL a The procedure described below as it relates to the transmission proper applies to transmissions manufactured by Warner Gear Division Borg Warner Corporation Where the overdrive unit is attached to a transmission made by the car manufacturer of a design materially different such procedure must be modified accordingly In such cases the reader is referred to the service manual of the car manufacturer b In the following the text has been prepared to apply to overdrive unit structures that while identical in principis will vary in some detail from one make of car to the other Where no attention is called to such vari
13. the pawl will not be withdrawn promptly from engagement but may simply drift out 11 the solenoid stem end has its two flats exactly facing the two solenoid flange holes it will not withdraw the pawl properly If the stem can be rotated when grasped by n pair of pliers it inc4cates that the internal keying has been sheared If it cannot be thus rotated it may be in the case of Ford cars that the special station wagon and convertible solenoid has been installed by mistake this solenoid has the stem flats faced toward the flange holes 27 IMPROPER POSITIONING OF BLOCKER RING a Occasionally either in assembly at the factory or in service operations in the field the internal parts of the overdrive unit may have been rotated with the solenoid removed and the pawl withdrawn from its normal location This may cause the blocker ring to rotate so that its two lugs are not located with respect to the pawl as shown in Figs 7 and 21 In other words the solid portion of the blocker ring may be in alignment with the pawl which will prevent full engagement of the pawl with the sun gear control plate b To test for this condition remove solenoid cover pull dash control knob out roll car 2 ft forward Push dash control in turn ignition switch on Then ground Th Sw terminal of relay and watch movement of center stem of solenoid It should not move more than 1 8 in when the solenoid clicks Then with the relay terminal still
14. the solenoid the outer spring of which urges the pawl toward release Due to the fact that the engine is drivin the car through the overdrive gear train the paw is pinched by the torque reaction and cannot release until the driving torque is removed This is accomplished as follows lb The solenoid stem is provided with a contact which close whenever the pawl is engaged grounding the No 6 tinal of the solenoid which is connected to one of the lower terminals of the throttle switch when the latter is moved to open the connection across its upper terminals the lower terminals are connected and this grounds the Poe breaker of the ignition distributor thus interrupting the engine torque The pawl immediately snaps out of engagement and this movement opens the grounding contacts of the solenoid restoring the ignition This entire action occurs with such rapidity that not more than 3 or 4 cylinder explosions are missed In the event that the driver raises his foot slightly from the accelerator pedal the normal position of the throttle switch is restored thus re energizing the solenoid but the pawl cannot re engage until the throttle is closed to cause the engine to slow down sufficiently to reverse the rotation of the sun gear as previously explained 17 LOCKED OUT OPERATION a In the event that the overdrive unit is operated in the locked out or conventional drive condition either by having the dash control knob pu
15. are times when it is desirable to return to direct drive for more power without reducing the car speed to the point where the overdrive would normally release b Under such circumstances the driver merely presses the accelerator pedal beyond the wide open position Through suitable electrical controls this releases the solenoid urging the pawi toward release from the control plate owever due to the driving torque reaction the pawl is held and cannot move to release until the torque is momentarily relieved This is accomplished by interrupting the ignition whereupon the pawl snaps to release which immediately restores the ignition When the overdrive has been thus disengaged the roller clutch carries the direct drive and the driver may hold it in this condition at his pleasure until he chooses to re engage overdrive by merely lifting his foot from the accelerator momentarily Thereupon the overdrive is resumed unless the car speed has in the meantime fallen below the overdrive release point 13 CONVENTIONAL DRIVE a Although the normal procedure is to operate the unit as above taking advantage of the free wheeling and the overdrive there are times as when descending long steep grades where it may be desirable to use the frictional drag of the engine as a brake Under such circumstances the overdrive dash control may be pulled out swinging the control lever Fig 8 forward thus moving the shift rail and shift fork
16. ations from the parts arrangement shown in Fig 2 it is assumed that the procedure of disassembly and reassembly is obvious 37 DISASSEMBLY a Remove transmission and overdrive assembly from the car and if possible mount the transmission on a transmission stand or large bench vise Drain oil from both transmission and overdrive cases b Remove front universal joint companion flange from overdrive unit using suitable puller if necessary Do not use a hammer to drive the flange off ser D D GHATS GGL dente Figure 10 c Remove the wire between lockout switch and governor Remove lockout switch and unscrew governor using thin wrench or adjustable pliers on the hexagonal surface provided for this purpose Do not use pliers or pipe wrench on the round body of the governor Fig 10 lt T d Drive out the tapered pin which holds the manual control shaft in the overdrive case see mop Pull out the control shaft as far as possible to disengage the operating cam from the slotted shift rail e Remove the four cap screws which hold the overdrive housing to the transmission case On Lincoln Mercury and Ford cars use suitable spreader to open ball bearing am ning While removing the overdrive housing lightly tap the end of the overdrive shaft with a lead or rawhide mallet Doing this prevents the shaft from comin di with the housing and spilling the clutc rollers f Remove the retractor spring from the
17. connects them Fit the companion flange on_the output shaft splines install the companion flange washers and nut and tighten the nut securely Note If the companion flange nut is not tightened sufficient y the speedometer and governor drive gears will rotate on the overdrive shaft and not drive these units 40 LUBRICATION a The transmission and overdrive unit are connected with oil passages so that the same oil is used for both However certain precautions must be used in the filling in order that the proper amount of oil may be carried b In making the initial filling first fill the overdrive unit with the proper oil until oil runs out the filling hole then replace plug Then fill the transmission with the same oil until oil runs out the filling hole and replace the plug c In subsequent filling at each chassis lubrication o inspect the transmission only for oil level and fill as necessary d The manufacturer of the overdrive unit recommends only straight mineral oil not the EP or extreme Pressure types of lubricant which are unnecessary for the overdrive and may contain ingredients that will corrode or otherwise damage the parts or form sludge or contain solid matter in suspension which may stop the oil passages to the pinion bearings resulting in serious and expensive damage to the unit UNDER NO CIRCUMSTANCES MUST A LUBRICANT OF THE HYPOID AXLE TYPE BE USED IN THE OVERDRIVE e The most
18. d forward by hand with one of the forward transmission speeds engaged the unit has probably been Se ae internally and must be repaired or replaced If no such damage is apparent and solenoid installation appears proper the solenoid itself may be sticking 20 WILL NOT KICKDOWN FROM OVERDRIVE a Ground No 6 terminal of the solenoid with engine running Press throttle switch stem by hand If engine stops inspect connection at terminal and also contacts inside solenoid for proper closing when stem is extended If engine does not stop it should stop when one of the lower terminals of the throttle switch is grounded When the other terminal is grounded engine should stop when the throttle switch stem is pressed If it does not replace switch If the engine does not stop when either of the terminals is grounded wire or connections are defective between the throttle switch and the primary terminal of the ignition distributor On some cars this connection 1s made to one of the primary terminals of the ignition coil be sure that it is not made to the terminal connected to the ignition switch b Occasionally the upper contacts of the throttle switch will not open Fo test for this condition turn on ignition switch ground at lockout switch or governor this should cause the solenoid to click Press the accelerator pedal all the way to the floor this should cause a second click as the solenoid releases 11 there is no second c
19. e However such conditions actually account for a very small fraction of the car s actual use Most of the car s total mileage is for straightaway driving whether in city traffic or upon the open road For these conditions the driver habitually uses third speed or high gear for which use the car manufacturer ME the relation of engine speed to car speed by choice of the rear axle gear ratio To meet American standards of performance a rear axle gear ratio is chosen that on a typical current model car may yield a power reserve five times as great as the power required for steady driving at 40 mph This reserve for acceleration and hill climbing is available by merely pressing the accelerator 1t obvious cannot be used for an important percentage of the total mileage traveled For most of this total mileage only a relatively small percentage of the engine s total ability is used and the necessity for ready availability of the balance results in certain serious compromises in the overall satisfactions of motor car ownership not generally realized by car owners who have been accustomed to accept them These are 2 COMFORT a In spite of its high level of mechanical excellence the best automobile engine produces noise together with some vibration and these effects increase sharply as the engine speed increases Whereas below 30 mph they may be scarcely noticeable above 60 mph they are to ci critical driver intolerable in
20. elow If it will roll backward b Push overdrive dash control knob in turn ignition switch on and off 11 overdrive relay and solenoid do not click follow procedure 19 h i below If click occurs it indicates circuit ground between relay and governor or within the governor or relay on Lincoln Mercury or Ford cars it may mean also that the relay contacts are stuck together c Pull overdrive dash control knob out turn ignition switch on and off if no click occurs grounded circuit is indicated between lockout switch and governor or within the governor follow tracing procedure 19 e below If click occurs push dash control knob in d Hold throttle switch open either by pressing accelerator to the floor or by pressing the throttle switch stem by hand turn ignition switch on and off If no click occurs grounded circuit is indicated between lockout switch and throttle switch follow tracing procedure 19 1 below If click occurs ground 1s indicated between throttle switch and relay or within one of these units follow tracing procedure 19 g below e With ignition switch turned on and overdrive dash control pushed in disconnect governor I click occurs replace governor If no click occurs at governor replace connection and disconnect governor wire at lockout switch If click occurs inspect wire for ground also switch terminal which may have been bent into grounding contact If no click occurs replace connec
21. erformance is readily apparent to the opn d car owner who recognizes certain substantial improvements not otherwise obtainable that the device makes possible in the overall operation and performance cmd hence in the enjoyment of the car as a whole While there is a prevailing tendency to stress features as such the car owner is primarily interested in the overall satisfactions of car ownership a feature is useful only to the extent that it makes a substantial contribution to those satisfactions of comfortable economical and reliable motoring While the owners of overdrive equipped cars are in general well acquainted with the improvements that they enjoy in such satisfactions few know exactly why the overdrive brings these benefits to them and a brief statement of the fundamental reasons is in order b If it were not for certain basic limitations of the internal combustion engine there would be no need for the transmission or any of its associated parts The reasons for these units are well established and generally understood The clutch or its equivalent must he provided because the engine must be first started and running without load and then gradually connected to the standing car Likewise the usual first and second gears or their equivalent must provide special mechanical advantage for the engine which cannot of itself provide the additional pulling capacity required for starting severe hill climbing or the lik
22. esreee 10 27 Improper Positicrning of Blocker Ring sesssssrerrerssre 10 28 Insufficient Blocker Ring Friction sssesesseresssesesssesrrserseeees 11 29 Damaged Roller Clutch Parts sassssssssssrseesrssesssrsrrerersrsreee 11 C COMMON CAUSES OF TROUBLE aessnsseessse 11 30 Does Not Drive Unless Locked Up asssssrssresssseserseeses 11 31 Overdive Does Not Engage i emssssersssseesesersesseeee 11 32 Overdrive Does Not Release 2 haaeecceessecseesteeteeneee 11 33 Does Not Kickdown from Overdrive ccceeeeteees 11 34 Engine Cuts Out When Kickdown is Attempted eee 11 35 Does Not Release Lockup oo cieeeccesecssecstecseestecseeeteeeseeees 11 D SERVICING OF OVERDRIVE UNIT a 11 36 General fasricsbcssecish sn a st slaantives Stes 11 373 Disassembly OG T toe ganze das eet 12 38 Cleaning and Inspection oo eeeeececceeseeseeeteeeseceeeeseeeeeeneeeneenes 14 39 7 Reassembly sxz 4cln eh heave a de dealt edo 14 AQ cEalbricationy Hts ak nahh assets n Seb accents 15 TABLE OF CONTENTS OMONDNBRWNFR Figure 2 Exploded View of Overdrive Parts Transmission Main Shaft 21 Snap Ring Large 28 Main Shaft Rear Bearing 29 Snap Ring Small 30 Oil Baffle 31 Adapter Plate Gasket 32 Adapter Plate 33 Sun Gear Control Plate and Blocker Ring 34 Retainer Plate with Oil Cuff 35 Adapter Snap Ring 36 Sun Gear Snap Ring 37 Sun Gear 38 Pinion Cage 39 Cage R
23. etaining Clip 40 Clutch Cam 4 Roller Cage Spring 42 Clutch Rollers 43 Roller Cage 44 Cam Retaining Clip 45 Retractor Spring 46 Manual Control Shift Rail 47 Manual Control Shaft 48 Manual Control Shaft Oil Seal 49 Manual Control Lever 50 Manual Control Fork Spring 51 Manual Control Fork Washer 52 Manual Control Fork Sun Gear Shift Collar Pawl Pawl Rod Oil Seal Solenoid Ring Gear Output Shaft with Clutch Outer Race Ring Gear Snap Ring Output Shaft Bearing Front Housing Gasket Housing Capscrew Governor Governor Pinion Snap Ring Governor Pinion Governor Drive Gear Speedometer Drive Gear Snap Ring Output Shaft Bearing Rear Rear Oil Seal Universal Joint Flange Plain Washer Lock Washer Nut Lockout Switch Gasket Lockout Switch I PERFORMANCE 1 GENERAL a Since the Warner overdrive was first introduced to the public in 1934 over two million of these units have been produced more than twice as many as the combined total of all other comparable devices offered since the first automobile transmission was invented Considering that each overdrive unit was pone at substantial extra cost without aggressive sales effort in its behalf and until recently without advertising effort the inescapable conclusion is that its favorable public reception has been based solely upon the merits of its performance That p
24. housing the manual control lever from the control shaft and the control shaft from the inside of the case The removal of the control shaft oil seal is then easily accomplished g Using a brass drift drive the overdrive shaft ront bearing out of the front of the housing and remove the governor and speedometer drive gears Removing the rear flange oil seal then permits the removal of the two snap rings and the overdrive shaft rear bearing Figure 12 h install one cap screw to hold the adapter plate to the main case Then remove the overdrive main shaft catching the clutch rollers in one hand Fig 12 Removing the large snap ring will then permit the removal of the ring gear from the output shaft i Removing the retaining clip at the end of the clutch cam permits the removal of the cam and the pinion cage assembly Fig 13 To remove the cam from the pinion cage assembly remove the retaining clip which holds the two units together Fig 14 Then remove the sun gear and shift rail assembly Fig 15 j Remove the solenoid by taking off the cap screws and loci washers and turning the solenoid clockwise one quarter turn Fig 16 Figure 15 k Remove the large snap ring from the adapter plate Pig 17 The retainer plate the sun gear con trol plate and blocker assembly and the paw can then be removed Fig 18 L The procedure for the disassembly of the over drive equipped transmission is the same
25. ing circuit Whereas the electrical units are practically identical for the various makes and models of cars with overdrive equipment there are variations in the wiring circuit The wiring circuit as shown in the diagram Fig 9 applies as shown on 1949 Studebaker Kaiser Frazer Willys and Nash cars the latter with relay terminals marked 2 instead of Th Sw and 1 instead of Sol It applies on 1949 Ford Mercury and Lincoln cars except that the Ign and Bat terminals are combined and connected to the ignition switch It applies on the 1949 Packard cars excepting that ihe lockout switch is in the circuit between the relay and ignition switch instead of between the relay and governor 1949 Hudson cars employ a circuit which while broadly similar in operating principles is sufficiently different that Fig 9 does not apply and the reader is referred to the current Hudson s dealer s service manual for specific information on this circuit 15 SPEED CONTROLLED OPERATION a At low car speeds the electrical control system is completely inactive Whenever the car speed reaches the predetermined cut in point contrifupal force acting upon the revolving governor weights is sufficient to cause the governor contacts to close This grounds that portion of the circuit connected to one terminal of the relay marked Th Sw and it HHITI A EGIL D D teh bette Figure the ignition switch is turned on the relay con
26. itch is indicated note 22 a below before discarding switch If click results as the two terminals are grounded in turn e Ground governor terminal 11 no click results it indicates defective wire or terminal connections between governor and lockout switch throttle switch on Packard If relay clicks replace governor unless governor drive pinion is found to be mi ing or governor drive gear is slipping see 37 k below 1 If in following procedure 18 b above relay clicks but solencid does not remove wire from Sol terminal of relay and replace with test lamp If latter does not burn when relay clicks replace relay If it does burn g Replace wire to Sol terminal of relay and remove other end of this wire from No 4 terminal of solenoid and connect to test lamp Close relay as before If lamp does not burn it indicates defective Wire If it does burn it indicates defective solenoid or connections Remove solenoid cover examine solenoid contacts clean if necessary reconnect and test again for clicks before discarding solenoid 19 OVERDRIVE DOES NOT RELEASE CAUTION IF THIS CONDITION ACTUALLY EXISTS CAR WILL NOT ROLL BACKWARDS AND ANY ATTEMPT TO FORCE IT TO DO SO MAY SERIOUSLY DAMAGE THE OVERDRIVE UNIT ITSELF a Check for this condition by rolling the car backward by hand with the gearshift lever in neutral ignition switch off If it will roll forward but not backward follow procedure 19 h i b
27. justed by means of the two large nuts which clamp the switch shank that the accelerator pedal gives a full movement of the switch before the pedal strikes the floor mat The throttle control rod to the carburetor should be so adjusted that the carburetor throttle lever strikes its full open stop just as the pedal touches the throttle switch stem b Occasionally the large nuts which clamp the throttle switch through the floor board or switch bracket are tightened sufficiently to bend the throttle switch shank thus preventing free motion of the throttle switch stem This may usually be remedied by loosening the upper of the two nuts 26 IMPROPER INSTALLATION OF SOLENOID a If car cannot be rolled backward under any circumstances and there is no relay click when the ignition is turned on it probably indicates that the solenoid has been installed directly without twisting into the bayonet lock between solenoid stem and pawl thus jamming the pawl permanently into overdrive engagement b If the car will occasionally roll backwards but not always and there is no relay click when the ignition switch is turned on it may indicate that upon installation the bayonet lock was caught and the solenoid forcibly twisted into alignment with the attaching flange thus shearing off the internal keying of the solenoid Under these circumstances the end of the solenoid stem may not catch in the pawl and upon release of the solenoid
28. lick it indicates a defective throttle switch or that the throttle switch is not being opened see 25 a b following 21 ENGINE CUTS OUT WHEN KICKDOWN IS ATTEMPTED a With engine running press throttle switch stem with hand If engine stops disconnect wire from No 6 terminal of solenoid and press switch again If engine does not stop it indicates a damaged No 6 terminal insulator in the solenoid cover or a defective solenoid It the engine stops with this terminal disconnected it indicates either a grounded wire or a defective throttle switch B MECHANICAL FAULTS 22 DASH CONTROL IMPROPERLY CONNECTED a Unless the overdrive dash control wire is connected to the lockup lever on the left side of the overdrive housing in such a manner as to move the lever all the way back when the dash control knob is pushed in the lockup switch may be held open thus disabling electrical control operation Likewise it may hold the shift rail in such a position as to interlock the pawl against full ae even though the lockout switch is not held open resulting in a buzzing noise when overdrive engagement is attempted b To correctly make this connection loosen binding post at lever pull dash control knob out 1 4 in move lever all the way to the rear and tighten binding post 23 TRANSMISSION AND OVERDRIVE IMPROPERLY ALIGNED a The same symptoms as above may also result from misalignment at assembly of the overdrive hou
29. lled out or by shifting the transmission into reverse the shift rail is moved to the rear which also opens the lockout switch Since this opens the circuit between the governor and relay the latter cannot act to energize the solenoid This prevents any possible attempt to engage the pawl when operating in either conventional drive or reverse II SERVICE OPERATIONS A TRACING AND CORRECTION OF ELECTRICAL CONTROL TROUBLES 18 OVERDRIVE DOES NOT ENGAGE a Turn on ignition switch b Ground Th Sw terminal of overdrive relay If relay does not click inspect relay fuse replace if aga If fuse is good check with 6 volt test lamp at both fuse clips If lamp does not burn at either fuse clip check wiring between relay and battery or ignition switch If lamp burns at both fuse clips and there is no relay click when Th Sw terminal is ground d replace relay 11 relay clicks but solenoid does not follow procedure 18 1 below If both relay and solenoid click c Ground the two upper terminals of the throttle switch in turn If no click results it indicates defective wire or poor terminal connections between throttle switch and relay If click results from pounding one terminal but not from grounding the other it indicates open throttle switch Before discarding switch note 25 b below 11 click results as the two terminals are grounded in turn d Make similar tests at lockout switch excepting on Packard 11 open sw
30. natural impulse is to press the accelerator further and this act releases the overdrive making available the full acceleration of direct drive The direct drive is retained as long as the full acceleration is required when the driver no longer requires it he unconsciously lifts his foot from the accelerator whereupon the overdrive is resumed Ifthe driver so desires he may retain the direct drive indefinitely by maintaining a small amount of throttle opening By thus combining the unconscious reflexes of the driver with the automatic mechanism of the overdrive unit it is ossible to endow a mechanical brain with judgment and still have the entire action subject to the conscious control of a skilled driver 7 CITY TRAFFIC DRIVING a Much city driving is under conditions which penn speeds of 20 32 mph with frequent stops any drivers are accustomed to start in second gear under such conditions With overclrive equipped cars the driver may start in second gear accelerate up to the cut in speed and by merely lifting the foot from the accelerator pedal engage the overdrive second gear combination which is approximately the same ratio as the usual third speed At the first traffic stop it is merely necessary to release the clutch the gearshift lever is not touched Furthermore if a special burst of acceleration is needed in a tight traffic spot the full ue of second gear may be had by pressing the accelerator to the floor
31. satisfactory all round lubricant for the overdrive is SAE No 40 engine oil of a good gai For extremely hard driving in hot climates AE No 50 may be used J Straight mineral oils of the transmission type SAE No 80 for all round use or No 90 for hard driving in hot climates will also be satisfactory
32. sing to the transmission case resulting in binding of the overdrive shift rail so that the retractor spring cannot move the rail fully forward when the dash control knob is pushed in and the transmission is not in reverse Under such conditions the unit may remain fully locked up b To test for this be sure that the transmission is not in reverse disconnect the dash control wire from the lockup lever and feel the lever for free forward movement If the lever can he moved forward more than 1 4 in it indicates that misalignment probably exists To correct this loosen the capscrews between the overdrive housing and transmission case and tap the adapter late and overdrive housing until a position is ound where the rail shifts freely tighten capscrews 24 IMPROPER REVERSE CONTROL PARTS a Most overdrive installations provide some arrangement of the transmission controls whereby the shifting of the transmission into reverse also moves the overdrive shift rail backward to lockup the unit necessary for reverse drive This usually involves some modification of one or more parts of the reverse shifting mechanism which are not required with the conventional transmission Therefore if the car will not reverse unless the overdrive clash control is pulled out it is an indication that such special parts were omitted from the assembly 25 THROTTLE SWITCH IMPROPERLY ADJUSTED a The position of the throttle switch should be so ad
33. tacts will close This sends battery current to the solenoid ae No 4 energizing the windings of the solenoid causing the solenoid plunger to move compressing the inner spring and urging the pawl toward engagement Upon completion of the plunger movement a contact within the solenoid opens disconnecting the heavy traction coil winding leaving the lighter holding coil winding energized The solenoid parts remain in this position until the driver closes the throttle which causes the slowing down of the sun gear to the reversal point 11b above and permits the pawl to move into engagement under the pressure of the inner spring The movement of the solenoid pues also compresses the outer spring whenever the car speed falls to a point 4 or 5 mph below the cut in point the governor contacts open releasing the relay and opening the solenoid circuit whereupon the outer spring withdraws the pawl from engagement The circuit then remains inactive until the car speed again reaches the cut in point 16 DRIVER CONTROLLED OPERATION a When operating in overdrive the driver may require the return to direct drive without reducing the car speed below the cut out point If the accelerator pedal is pressed down beyond the position corresponding Io wide open throttle the stem of the throttle kickdown switch is pressed thus opening that part of the control circuit between the governor and relay whose contacts points open de energizing
34. that these two ratios will be used to drive the car for all but an insignificant part of the car s total mileage The constantly changing conditions o road and traffic will re quire frequent changing from one ratio to the other and modem driving conditions require that these changes be made by controls that relieve the driver ofeffort and attention the right thing must be done at the right time Having these changes dictated by the fixed routine of an automatic mechanism is not enough The device must also comply with the intentions of the driver it must actually anticipate his requirements The overdrive controls fulfill these needs as follows 6 HGHWAY DRIVING a When the car is operated below a predetermined 1 cut in speed varying from 20 to 32 mph according to car make and model the direct drive is used making available the acceleration so desirable at lower speeds As the car speed increases above the cut in point the overdrive unit will shift into the overdrive ratio but only when the driver desires no further acceleration when consciously or unconsciously he lifts his loot from the accelerator whereupon the shift is completed Thereafter the overdrive remains in effect until the car speed falls below the cut out point when the overdrive is released b However at high speeds the driver while operating in overdrive may require additional acceleration beyond that available by opening the throttle wide His
35. the powerplcmt losses On the other hand with overdrive these losses amount to only I hp In the first case gasoline must be bought for a total of 30 hp in the second case for a total of 23 hp The difference stays in the owner s pocket Likewise the reduced piston speed as well as the reduced total piston travel enables many overdrive equipped cars to run from one oil change to the next without adding oil 4 REDUCED ENGINE MAINTENANCE a While it is obvious that if the engine travels only 0 7 as far as the car the intervals between the customary engine repair and service operations will be proportionately extended it must not be overlooked that the engine also travels only 0 7 as fast with overdrive operation and this reduction of destructive forces serves to extend these intervals still further Especially among those owners accustomed to hard fast driving this reduction of engine maintenance is a common experience with overdrive equipped cars The buyer ofa now car has a choice of many items of extra equipment that add to the pleasure and convenience of motoring but the overdrive is the ONLY one that pays back its own extra cost by its savings The luxury of increased con dort and improved performance that it gives is FREE 5 INCREASED EASE OF HANDLING a When a car is equipped with two driving ratios one for ooatonable and economical travel and the other for high activity or acceleration it may be expected
36. tion and f Disconnect other wire at lockout switch if click occurs inspect terminal for ground 11 none is found replace switch If no click occurs disconnect and reconnect in turn the two upper terminals of the throttle switch If click occurs as each is disconnected grounded wire is indicated between lockout switch and throttle switch g 11 click occurs when one terminal but not the other of the throttle switch is disconnected it indicates a ground at the terminals or within the throttle switch in which case it should be replaced Ifno click occurs when either terminal is disconnected disconnect wire from Th Sw terminal of relay If click occurs it indicates prouneed wire between that point and the throttle switch h 11 no click occurs when this wire is disconnected but relay still clicks when ignition switch is turned on and off inspect terminal for chips or other ground If none 1s found replace relay With Th Sw terminal disconnected disconnect Sol terminal If solenoid clicks replace relay If no solenoid click occurs i Remove solenoid If solenoid can be removed without rotating 1 4 turn it indicates improper installation without properly engaging solenoid stem in pawl see 26 a b below Remove solenoid cover and see if stem has been forced past upper contact spring Use P pulling tool to check pawl for release if pawl cannot be withdrawn freely from engagement or if the car cannot be pushe
37. turn forward and if it turns afc wer the sun gear will turn backward If the engine is idling with the car moving forward this reverse rotation may be quite fast 11 OVERDRIVE a If the sun gear is held against rotation Fig 5 the pinion cage and hence the engine will revolve through only 0 7 turn for each turn of the propeller shaft Fig 6 The action of the control elements involved 1s as follows b Assuming that the car is being driven with the dash control pushed in Fig 3 the sun gear OUTPUT SHAFT PINION BEARING pie PINION RING GEAR ry A PAWL gt t J ENGAGED Pet I SOLENOID Le DASH CONTROL T PUSHED iN ow FE Figure 5 Figure 6 control plate revolves along with the sun gear at the speed of the transmission mainshaft Under such circumstances the blocker ring by its frictional drag upon the hub of the control plate is rotated into such a position as to latch the control pawl against inward movement Fig 7 a When the car reaches a predetermined sane the cut in speed which varies between 20 and 32 mph acceraine to car make and model the governor contacts close acting through the overdrive electrical circuit to energize the solenoid The latter sets up a spring pressure against the pal tending to push it into engagement Th is movement is prevented by the blocker However the driver either unconsciously or consciously
38. urfaces of the cam show such markings it should be replaced 39 REASSEMBLY a Upon reassembly install new gaskets if available and also oil seals if the unit has accumulated any extensive mileage or ifthe seals have been damaged in removal b The procedure for the reassembly of the overdrive parts to the main transmission is the same as for the corresponding parts of the conventional transmission with the following exceptions c Place the oil slinger in the adapter plate insert the main shaft and rear bearing in the adapter plate and install the large snap ae After installing the synchronizer assembly and the gears on the main shaft install the adapter plate and the main shaft assembly in the main case Then fasten the adapter plate to the case with one cap screw d Insert the pawl with the notched side up When installing the sun gear control plate assembly and retainer plate be sure that the blocker ring and the pawl are properly positioned Fig 21 Then install the large snap ring in the adapter plate e Install the solenoid by turning the solenoid counterclockwise one quarter turn and attach the solenoid to the case with the two lock washers and cap screws f Install the sun gear and shift rail oot Attach the clutch cam to the poten cage assembly with the large retaining clip Then install the pinion cage and the clutch cam assembly on the main shaft and secure the assembly in place with the small retaining
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