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</o:shapelayout></xml><![endif]--></head><body lang=EN-US link=blue vlink=purple><div class=WordSection1><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'>Mike, the first O/D problem occurred shortly after I bought the car back in the '80s. I had no test gauge to check the pressures and didn't know much about the system anyway. The O/D would shift and stay engaged as long as it was engaged when cold. But whenever I had to stop after the oil got hot, it would shift out and never shift back in again until the oil was cold. Those symptoms lasted for a while (a year or two, as I recall), and then the overdrive quit shifting at all. I had a spare BJ7 gearbox/overdrive so I installed that. The overdrive in that one worked exactly like the BJ8 O/D did before it quit <img width=15 height=22 id="Picture_x0020_7" src="cid:image001.gif@01D266B3.594D4120" alt=pissed0002.gif><o:p></o:p></span></p><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'><o:p> </o:p></span></p><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'>The second O/D problem occurred two years ago. My friend and usual long-distance BJ8 traveling companion, George Haywood, had the motor available and built the test rig himself without my knowledge until he brought it over to test my overdrive (photo attached). It worked great after we figured out how to couple the motor shaft to the input shaft of the gearbox. We used a short length of thick-walled rubber hose and 2 band clamps (oriented 180-deg. out for balance). The first length of hose was too long, and it allowed some instability in the RPMs between the motor and input shaft. After we shortened the hose enough, it worked great.<o:p></o:p></span></p><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'><o:p> </o:p></span></p><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'>Happy Healey 2017!<o:p></o:p></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'><o:p></o:p></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'><o:p></o:p></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'><o:p></o:p></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'><o:p></o:p></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'><o:p></o:p></span></p><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Calibri","sans-serif";color:#002060'><o:p> </o:p></span></p><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'><o:p> </o:p></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"'> michael.salter@gmail.com [mailto:michael.salter@gmail.com] <b>On Behalf Of </b>Michael Salter<br><b>Sent:</b> Wednesday, January 04, 2017 11:48 AM<br><b>To:</b> BJ8Healeys<br><b>Cc:</b> Healey List<br><b>Subject:</b> Re: [Healeys] BN6 Overdrive<o:p></o:p></span></p></div><p class=MsoNormal><o:p> </o:p></p><div><div><p class=MsoNormal><span style='font-family:"Comic Sans MS"'>Hi Steve,<o:p></o:p></span></p></div><div><p class=MsoNormal><span style='font-family:"Comic Sans MS"'>Best wishes for a Happy and Prosperous New Year.<br>Yep those symptoms mostly make sense. <br></span><i><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:blue'>"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></i><span style='font-family:"Comic Sans MS"'><o:p></o:p></span></p></div><div><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:black'>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 style='font-family:"Comic Sans MS"'><br></span><i><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:blue'>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.</span></i><span style='font-family:"Comic Sans MS"'><o:p></o:p></span></p></div><div><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:black'>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..</span><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:blue'> </span><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:black'> 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...</span><span style='font-family:"Comic Sans MS"'><o:p></o:p></span></p></div><div><p class=MsoNormal><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:black'>M</span><span style='font-family:"Comic Sans MS"'><o:p></o:p></span></p></div></div><div><p class=MsoNormal><o:p> </o:p></p><div><p class=MsoNormal>On Wed, Jan 4, 2017 at 10:46 AM, BJ8Healeys <<a href="mailto:sbyers@ec.rr.com" target="_blank">sbyers@ec.rr.com</a>> wrote:<o:p></o:p></p><div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><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.</span><o:p></o:p></p><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><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.</span><o:p></o:p></p><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'> </span><o:p></o:p></p><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'>Steve Byers</span><o:p></o:p></p><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'>HBJ8L/36666</span><o:p></o:p></p><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'>BJ8 Registry</span><o:p></o:p></p><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'>AHCA Delegate at Large</span><o:p></o:p></p><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'>Havelock, NC </span><o:p></o:p></p><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-size:11.0pt;font-family:"Calibri","sans-serif";color:#002060'> </span><o:p></o:p></p><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-size:11.0pt;font-family:"Comic Sans MS";color:#002060'> </span><o:p></o:p></p><div style='border:none;border-top:solid #B5C4DF 1.0pt;padding:3.0pt 0in 0in 0in'><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><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.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</span><o:p></o:p></p></div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'> <o:p></o:p></p><div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-family:"Comic Sans MS"'>Hi again Neil,</span><o:p></o:p></p></div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><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. </span><o:p></o:p></p></div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><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.</span><o:p></o:p></p></div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><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. </span><o:p></o:p></p></div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><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.</span><o:p></o:p></p></div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-family:"Comic Sans MS"'>Michael S</span><o:p></o:p></p></div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span style='font-family:"Comic Sans MS"'>BN1 #174</span><o:p></o:p></p></div></div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'> <o:p></o:p></p><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'>On Wed, Jan 4, 2017 at 6:05 AM, Neil McDonald <<a href="mailto:nmcd10@gmail.com" target="_blank">nmcd10@gmail.com</a>> wrote:<o:p></o:p></p><div><div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'>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."<o:p></o:p></p></div><div id="m_3422170562885498754m_-4581731882496002555AppleMailSignature"><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'> <o:p></o:p></p></div><div id="m_3422170562885498754m_-4581731882496002555AppleMailSignature"><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'>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! <o:p></o:p></p></div><div id="m_3422170562885498754m_-4581731882496002555AppleMailSignature"><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'>_____________________<o:p></o:p></p><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'><span class=m3422170562885498754m-4581731882496002555apple-style-span>Neil McDonald</span><o:p></o:p></p></div><div><div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'> <o:p></o:p></p></div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'>Email: <a href="mailto:nmcd10@gmail.com" target="_blank">nmcd10@gmail.com</a><o:p></o:p></p></div><div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'> <o:p></o:p></p></div></div></div></div></div></div><p class=MsoNormal style='mso-margin-top-alt:auto;margin-bottom:12.0pt'><o:p> </o:p></p></div></div></div></div><p class=MsoNormal style='margin-bottom:12.0pt'><br>_______________________________________________<br>Support Team.Net <a href="http://www.team.net/donate.html" target="_blank">http://www.team.net/donate.html</a><br>Suggested annual donation $12.75<br>Archive: <a href="http://www.team.net/archive" target="_blank">http://www.team.net/archive</a><br>Forums: <a href="http://www.team.net/forums" target="_blank">http://www.team.net/forums</a><br><br><a href="mailto:Healeys@autox.team.net">Healeys@autox.team.net</a><br><a href="http://autox.team.net/mailman/listinfo/healeys" target="_blank">http://autox.team.net/mailman/listinfo/healeys</a><br><br>Unsubscribe/Manage: <a href="http://autox.team.net/mailman/options/healeys/michaelsalter@gmail.com" target="_blank">http://autox.team.net/mailman/options/healeys/michaelsalter@gmail.com</a><br><br><o:p></o:p></p></div><p class=MsoNormal><br><br clear=all><br>-- <o:p></o:p></p><div><div><div><div><p class=MsoNormal style='margin-bottom:12.0pt'><i><span style='font-size:10.0pt;color:black'>If you can't fix it with a hammer, you've got an electrical problem.</span></i><o:p></o:p></p></div></div></div></div></div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'>No virus found in this message.<br>Checked by AVG - <a href="http://www.avg.com/email-signature">www.avg.com</a><br>Version: 2016.0.7996 / Virus Database: 4749/13706 - Release Date: 01/04/17<o:p></o:p></p><div class=MsoNormal align=center style='text-align:center'><hr size=1 width="100%" noshade style='color:#A0A0A0' align=center></div><p class=MsoNormal style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto'>No virus found in this message.<br>Checked by AVG - <a href="http://www.avg.com">www.avg.com</a><br>Version: 2016.0.7924 / Virus Database: 4739/13675 - Release Date: 12/30/16<o:p></o:p></p></div></body></html>