<div dir="ltr"><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small">Hi Steve,<br></div><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small">Best wishes for a Happy and Prosperous New Year.<br>Yep those symptoms mostly make sense. <br><span style="color:rgb(0,0,255)"><i><span style="font-size:11pt;font-family:"comic sans ms"">"The
first time it would engage when cold, but not when hot. The
accumulator walls were severely gouged, probably from too much debris in
the oil from not having been changed frequently enough before I got the
car. I found no other problems. I concluded that the massive leakage
prevented the accumulator piston from moving back far enough against the
spring to direct the oil to the metering pin."<span style="color:rgb(0,0,0)"><br></span></span></i></span></div><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small"><span style="color:rgb(0,0,255)"><span style="font-size:11pt;font-family:"comic sans ms""><span style="color:rgb(0,0,0)">In this case unfortunately you don't mention the pre-repair test pressures but they would have been quite low, probably 300 odd cold and below 250 hot, meaning that there was not enough pressure to move the clutch against the springs. I would imagine that as your drove and the oil heated up the unit would have started to slip and then dropped out of overdrive altogether. <br></span></span></span><br><i><span style="color:rgb(0,0,255)"><span style="font-size:11pt;font-family:"comic sans ms"">The
second time, the overdrive was slow to engage, felt like it was
slipping, and would make a whirring noise as it tried to do so. I put a
gauge on the O/D and went for a drive. I was reading 350 psi before
the O/D switch was flipped, dropping to 100 psi at it tried to engage
and back up to 350 - 365 psi after engagement. I found a broken
accumulator piston ring and a loose ring in the bottom of the
accumulator bore. After correcting that (and a broken thrust washer
behind the planetaries), I read 450 psi before flipping the O/D switch
and 250 psi as it engaged. I neglected to record the recovery
pressure. This was done on a test rig and I did not repeat the test on
the road since the O/D worked perfectly after reinstallation in the car.<br></span></span></i></div><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small"><span style="color:rgb(0,0,255)"><span style="font-size:11pt;font-family:"comic sans ms""><font color="#000000">In this case the pressure during engagement is a little low but that is, as you found, probably due to damage in the accumulator. I'm surprised to hear that it slipped with a 350 -360 engaged pressure but that may have had something to do with the broken thrust preventing full travel of the clutch member...not sure about that one..</font> <span style="color:rgb(0,0,0)"> I have experienced that whirring noise on some units as well I suspect it is the unidirectional clutch slipping.. I envy your test rig...I always intended to build one but I never got a round tuit...<br></span></span></span></div><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small"><span style="color:rgb(0,0,255)"><span style="font-size:11pt;font-family:"comic sans ms""><span style="color:rgb(0,0,0)">M<br></span></span></span></div></div><div class="gmail_extra"><br><div class="gmail_quote">On Wed, Jan 4, 2017 at 10:46 AM, BJ8Healeys <span dir="ltr"><<a href="mailto:sbyers@ec.rr.com" target="_blank">sbyers@ec.rr.com</a>></span> wrote:<br><blockquote class="gmail_quote" style="margin:0 0 0 .8ex;border-left:1px #ccc solid;padding-left:1ex"><div link="blue" vlink="purple" lang="EN-US"><div class="m_3422170562885498754WordSection1"><p class="MsoNormal"><span style="font-size:11.0pt;font-family:"Comic Sans MS";color:#002060">Mike, what I mentioned to Neil is that both times I have had problems with my overdrive failing to engage, or engaging sluggishly, the problem was the accumulator. The first time it would engage when cold, but not when hot. The accumulator walls were severely gouged, probably from too much debris in the oil from not having been changed frequently enough before I got the car. I found no other problems. I concluded that the massive leakage prevented the accumulator piston from moving back far enough against the spring to direct the oil to the metering pin.<u></u><u></u></span></p><p class="MsoNormal"><span style="font-size:11.0pt;font-family:"Comic Sans MS";color:#002060">The second time, the overdrive was slow to engage, felt like it was slipping, and would make a whirring noise as it tried to do so. I put a gauge on the O/D and went for a drive. I was reading 350 psi before the O/D switch was flipped, dropping to 100 psi at it tried to engage and back up to 350 - 365 psi after engagement. I found a broken accumulator piston ring and a loose ring in the bottom of the accumulator bore. After correcting that (and a broken thrust washer behind the planetaries), I read 450 psi before flipping the O/D switch and 250 psi as it engaged. I neglected to record the recovery pressure. This was done on a test rig and I did not repeat the test on the road since the O/D worked perfectly after reinstallation in the car.<u></u><u></u></span></p><p class="MsoNormal"><span style="font-size:11.0pt;font-family:"Comic Sans MS";color:#002060"><u></u> <u></u></span></p><p class="MsoNormal"><span style="font-size:11.0pt;font-family:"Comic Sans MS";color:#002060">Steve Byers</span><span style="font-size:11.0pt;font-family:"Calibri","sans-serif";color:#002060"><u></u><u></u></span></p><p class="MsoNormal"><span style="font-size:11.0pt;font-family:"Comic Sans MS";color:#002060">HBJ8L/36666</span><span style="font-size:11.0pt;font-family:"Calibri","sans-serif";color:#002060"><u></u><u></u></span></p><p class="MsoNormal"><span style="font-size:11.0pt;font-family:"Comic Sans MS";color:#002060">BJ8 Registry</span><span style="font-size:11.0pt;font-family:"Calibri","sans-serif";color:#002060"><u></u><u></u></span></p><p class="MsoNormal"><span style="font-size:11.0pt;font-family:"Comic Sans MS";color:#002060">AHCA Delegate at Large</span><span style="font-size:11.0pt;font-family:"Calibri","sans-serif";color:#002060"><u></u><u></u></span></p><p class="MsoNormal"><span style="font-size:11.0pt;font-family:"Comic Sans MS";color:#002060">Havelock, NC </span><span style="font-size:11.0pt;font-family:"Calibri","sans-serif";color:#002060"><u></u><u></u></span></p><p class="MsoNormal"><span style="font-size:11.0pt;font-family:"Calibri","sans-serif";color:#002060"><u></u> <u></u></span></p><p class="MsoNormal"><span style="font-size:11.0pt;font-family:"Comic Sans MS";color:#002060"><u></u> <u></u></span></p><div style="border:none;border-top:solid #b5c4df 1.0pt;padding:3.0pt 0in 0in 0in"><p class="MsoNormal"><b><span style="font-size:10.0pt;font-family:"Tahoma","sans-serif"">From:</span></b><span style="font-size:10.0pt;font-family:"Tahoma","sans-serif""> Healeys [mailto:<a href="mailto:healeys-bounces@autox.team.net" target="_blank">healeys-bounces@autox.<wbr>team.net</a>] <b>On Behalf Of </b>Michael Salter<br><b>Sent:</b> Wednesday, January 04, 2017 9:53 AM<br><b>To:</b> Neil McDonald<br><b>Cc:</b> Healey List<br><b>Subject:</b> Re: [Healeys] BN6 Overdrive<u></u><u></u></span></p></div><span class=""><p class="MsoNormal"><u></u> <u></u></p><div><div><p class="MsoNormal"><span style="font-family:"Comic Sans MS"">Hi again Neil,<u></u><u></u></span></p></div><div><p class="MsoNormal"><span style="font-family:"Comic Sans MS"">With all due respects to Steve I would not suspect the accumulator because it is in the hydraulic circuit ahead of the operating valve. <u></u><u></u></span></p></div><div><p class="MsoNormal"><span style="font-family:"Comic Sans MS"">If the accumulator was leaking badly enough to prevent the overdrive from engaging you would never see 390 p.s.i. if you are testing at the operating valve plug with the ball and spring in position.<u></u><u></u></span></p></div><div><p class="MsoNormal"><span style="font-family:"Comic Sans MS"">Although the specified pressure for our units is 470 - 490 p.s.i. I have never seen one achieve 490 p.s.i. and have found units that operated quite satisfactorily with pressures as low as 300 p.s.i. hot. <u></u><u></u></span></p></div><div><p class="MsoNormal"><span style="font-family:"Comic Sans MS"">Someone suggested running the car on stands and manually lifting the valve setting lever. That is how I test for correct operation BUT PLEASE be ware of that driveshaft spinning next to your right hip. Getting yourself tangled up in that will ruin your day.<u></u><u></u></span></p></div><div><p class="MsoNormal"><span style="font-family:"Comic Sans MS"">Michael S<u></u><u></u></span></p></div><div><p class="MsoNormal"><span style="font-family:"Comic Sans MS"">BN1 #174<u></u><u></u></span></p></div></div><div><p class="MsoNormal"><u></u> <u></u></p><div><p class="MsoNormal">On Wed, Jan 4, 2017 at 6:05 AM, Neil McDonald <<a href="mailto:nmcd10@gmail.com" target="_blank">nmcd10@gmail.com</a>> wrote:<u></u><u></u></p><div><div><div><p class="MsoNormal">Yesterday I wrote "I have concluded that the most likely cause of my problems are low OD fluid levels and/or inadequate opening of the actuating valve. Both I can readily deal with."<u></u><u></u></p></div><div id="m_3422170562885498754m_-4581731882496002555AppleMailSignature"><p class="MsoNormal"><u></u> <u></u></p></div><div id="m_3422170562885498754m_-4581731882496002555AppleMailSignature"><p class="MsoNormal">In off line discussions with Steve Byers I have added a third and ominous possibility, a defective accumulator. The good hydraulic pressure already confirmed only indicates that the pump is OK because testing was not done while trying to engage the OD. My understanding is that OD engagement is the accumulator's function and the pump's role is to pressurise the accumulator for this task <u>before</u> OD engagement. A definitive test of accumulator condition seems to be how well it holds pressure after the engine is switched off! <u></u><u></u></p></div><div id="m_3422170562885498754m_-4581731882496002555AppleMailSignature"><p class="MsoNormal">_____________________<u></u><u></u></p><div><p class="MsoNormal"><span class="m_3422170562885498754m-4581731882496002555apple-style-span">Neil McDonald</span><u></u><u></u></p></div><div><div><div><p class="MsoNormal"><u></u> <u></u></p></div><div><p class="MsoNormal">Email: <a href="mailto:nmcd10@gmail.com" target="_blank">nmcd10@gmail.com</a><u></u><u></u></p></div><div><p class="MsoNormal"><u></u> <u></u></p></div></div></div></div></div></div><p class="MsoNormal" style="margin-bottom:12.0pt"><br><br><u></u><u></u></p></div></div></span></div></div><br>______________________________<wbr>_________________<br>
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<br></blockquote></div><br><br clear="all"><br>-- <br><div class="gmail_signature" data-smartmail="gmail_signature"><div dir="ltr"><div><div dir="ltr"><i><font size="2"><span style="color:black">If you can't fix it with a hammer, you've got an electrical problem.</span></font></i><br><br><div></div><div></div><div></div></div></div></div></div>
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