Overdrive problems

[flying farmer]

SWMBO confessed last year that she has twice reversed with the overdrive engaged, and the car stopped suddenly. This is with a J type overdrive fitted to what I think from the gearbox number is a MK1 Triumph 2000 casing.

Fortunately nothing has broken (yet), but due to the knackered inhibitor switch being in a non standard place it is a gearbox out job to fix it and I can't be bothered.

I am not a big fan of the A type overdrive as I have had two of them with broken one way clutches, not exploded like the pictures DTPH posted, but with the pressed in brake ring either split or torn loose.

[Guest]

Where would you suggest getting a solenoid from

Most people don't know this, but the whole production was sold off lock stock and barrel to GEAR VENDORS, CA USA some considerable time ago..
They are producing all repro parts. "assembled under license from Laycock Engineering."

Here is some more data:-

Type J Overdrive An overdrive unit capable of handling up to 185 ft.lb. of continuous engine torque; identification plate on side of overdrive unit.

Type P Overdrive An overdrive unit capable of handling more engine power (torque) than Type J.
It can handle continuous engine torque of 220 ft.lb. (30ONM). Identification plate on side of overdrive unit.

J type come in 25, 28 and 27% ratio, and I consider the 27% to be the best of the bunch.
I sold a brand new one the other day.

[StagJonno]

Neil, As a "temporary" fix, you could tap into the reversing light circuit to feed the coil of a changeover relay, using the Normally Closed (NC) contact in series with the O/D solenoid feed. Thus, when reverse is engaged, this relay operates, interrupting the supply to the O/D solenoid. Then, all you need to worry about is using too much welly in 1st & 2nd with the O/D switched in.

Jonno

[flying farmer]

Neil, As a "temporary" fix, you could tap into the reversing light circuit to feed the coil of a changeover relay, using the Normally Closed (NC) contact in series with the O/D solenoid feed. Thus, when reverse is engaged, this relay operates, interrupting the supply to the O/D solenoid. Then, all you need to worry about is using too much welly in 1st & 2nd with the O/D switched in.

Jonno

That sounds like a simple solution, I think I will try that.
It is not a problem for me, but SWMBO doesn't drive cars fitted with overdrive on a daily basis and tends to forget it is engaged

Neil

[Will]

Most people don't know this, but the whole production was sold off lock stock and barrel to GEAR VENDORS, CA USA some considerable time ago..
They are producing all repro parts. "assembled under license from Laycock Engineering."

Here is some more data:-

Type J Overdrive An overdrive unit capable of handling up to 185 ft.lb. of continuous engine torque; identification plate on side of overdrive unit.

Type P Overdrive An overdrive unit capable of handling more engine power (torque) than Type J.
It can handle continuous engine torque of 220 ft.lb. (30ONM). Identification plate on side of overdrive unit.

J type come in 25, 28 and 27% ratio, and I consider the 27% to be the best of the bunch.
I sold a brand new one the other day.

Where in uk somewhere in thread it was mentioned the solenoid was cheap best price I can find is £120 new or £72 recon but none in stock

[Guest]

Get one from OD spares or ORS.

[Chris Attrill]

All,

Have had an opinion from a specialist who reckons that stronger cone clutch return springs would cure my problem so am having them fitted and will report back shortly