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<DIV>I currently have my BJ8 OD in a “a thousand pieces” !</DIV>
<DIV>Prior to stripping, I too built up a similar test rig but 240V variable
speed with 3 ph motor as well. See pix.</DIV>
<DIV> </DIV>
<DIV>This rig was invaluable to help diagnose:</DIV>
<DIV> - low pressure that turned out to be a bad accumulator
and piston rings; replacing with modern O ring style and new accumulator spring;
used compressed air to extract
the
accumulator.</DIV>
<DIV> - confirm that front oil leak was GB front seal and not
rear main ... phew!</DIV>
<DIV> - that brake ring flange was leaking oil; hopefully now
fixed with Locktite 518; also leaks at adaptor flanges - new gaskets plus
Hylomar.</DIV>
<DIV> - bad main clutch bearing; unit was noisy in direct 4th
gear but much quieter in OD; this bearing only works in direct drive and not in
OD; it was shot and
interestingly
could only be heard on test rig and not when in car with road and engine
noise.</DIV>
<DIV> </DIV>
<DIV>Plan to run the transmission for several hours prior to reinstalling in car
to get up to temp and check the leak enemy.</DIV>
<DIV> </DIV>
<DIV>Thinking ahead, was looking and making one of Michael S’s famous oil pump
release tools; have done a few dry runs using the wire method and wonder why MS
chose the wire tool over holding the spring with some thin wire as others have
done ?</DIV>
<DIV>rg </DIV>
<DIV> </DIV>
<DIV> </DIV>
<DIV> </DIV>
<DIV> </DIV>
<DIV> </DIV>
<DIV> </DIV>
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<DIV> </DIV>
<DIV style="BACKGROUND: #f5f5f5">
<DIV style="font-color: black"><B>From:</B> <A
title=michaelsalter@gmail.com>Michael Salter</A> </DIV>
<DIV><B>Sent:</B> Wednesday, January 4, 2017 8:47 AM</DIV>
<DIV><B>To:</B> <A title=sbyers@ec.rr.com>BJ8Healeys</A> </DIV>
<DIV><B>Cc:</B> <A title=Healeys@autox.team.net>Healey List</A> </DIV>
<DIV><B>Subject:</B> Re: [Healeys] BN6 Overdrive</DIV></DIV></DIV>
<DIV> </DIV></DIV>
<DIV
style='FONT-SIZE: small; TEXT-DECORATION: none; FONT-FAMILY: "Calibri"; FONT-WEIGHT: normal; COLOR: #000000; FONT-STYLE: normal; DISPLAY: inline'>
<DIV dir=ltr>
<DIV class=gmail_default
style="FONT-SIZE: small; FONT-FAMILY: comic sans ms,sans-serif">Hi
Steve,<BR></DIV>
<DIV class=gmail_default
style="FONT-SIZE: small; FONT-FAMILY: comic sans ms,sans-serif">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-SIZE: small; FONT-FAMILY: comic sans ms,sans-serif"><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-SIZE: small; FONT-FAMILY: comic sans ms,sans-serif"><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-SIZE: small; FONT-FAMILY: comic sans ms,sans-serif"><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>
<DIV> </DIV>
<DIV class=gmail_quote>On Wed, Jan 4, 2017 at 10:46 AM, BJ8Healeys <SPAN
dir=ltr><<A target=_blank>sbyers@ec.rr.com</A>></SPAN> wrote:<BR>
<BLOCKQUOTE class=gmail_quote
style="PADDING-LEFT: 1ex; BORDER-LEFT: #ccc 1px solid; MARGIN: 0px 0px 0px 0.8ex">
<DIV lang=EN-US vlink="purple" link="blue">
<DIV class=m_3422170562885498754WordSection1>
<P class=MsoNormal><SPAN
style='FONT-SIZE: 11pt; 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: 11pt; 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: 11pt; FONT-FAMILY: "Comic Sans MS"; COLOR: #002060'><U></U><U></U></SPAN> </P>
<P class=MsoNormal><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Comic Sans MS"; COLOR: #002060'>Steve
Byers</SPAN><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Calibri","sans-serif"; COLOR: #002060'><U></U><U></U></SPAN></P>
<P class=MsoNormal><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Comic Sans MS"; COLOR: #002060'>HBJ8L/36666</SPAN><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Calibri","sans-serif"; COLOR: #002060'><U></U><U></U></SPAN></P>
<P class=MsoNormal><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Comic Sans MS"; COLOR: #002060'>BJ8
Registry</SPAN><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Calibri","sans-serif"; COLOR: #002060'><U></U><U></U></SPAN></P>
<P class=MsoNormal><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Comic Sans MS"; COLOR: #002060'>AHCA
Delegate at Large</SPAN><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Calibri","sans-serif"; COLOR: #002060'><U></U><U></U></SPAN></P>
<P class=MsoNormal><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Comic Sans MS"; COLOR: #002060'>Havelock,
NC </SPAN><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Calibri","sans-serif"; COLOR: #002060'><U></U><U></U></SPAN></P>
<P class=MsoNormal><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Calibri","sans-serif"; COLOR: #002060'><U></U><U></U></SPAN> </P>
<P class=MsoNormal><SPAN
style='FONT-SIZE: 11pt; FONT-FAMILY: "Comic Sans MS"; COLOR: #002060'><U></U><U></U></SPAN> </P>
<DIV
style="BORDER-TOP: #b5c4df 1pt solid; BORDER-RIGHT: medium none; BORDER-BOTTOM: medium none; PADDING-BOTTOM: 0in; PADDING-TOP: 3pt; PADDING-LEFT: 0in; BORDER-LEFT: medium none; PADDING-RIGHT: 0in">
<P class=MsoNormal><B><SPAN
style='FONT-SIZE: 10pt; FONT-FAMILY: "Tahoma","sans-serif"'>From:</SPAN></B><SPAN
style='FONT-SIZE: 10pt; FONT-FAMILY: "Tahoma","sans-serif"'> Healeys
[mailto:<A 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>
<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
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
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: 12pt"><BR><BR><U></U><U></U></P></DIV></DIV></SPAN></DIV></DIV><BR>______________________________<WBR>_________________<BR>Support
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<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>
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