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#11
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New Veriable Speed transmission
On Sun, 22 Oct 2006 18:08:29 -0400, "Dave Gower"
> wrote: >Based on my test drive, I think they're the wave of the future if they prove >reliable, which I think is likely because they're basically very simple. And >if you look at their cost as an option in the Caliber and Compass, they're >about the same price as the regular 4-speed Chrysler automatic. <snip> GM opined that they were superior in the mid 30s. It's just that they didn't bother with R&D, preferring to let the Euros do all the work. CVTs will replace step gear hydraulic transmission in three years. Main reason: cheaper to build. |
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#12
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New Veriable Speed transmission
"Dave Gower" > wrote in message ... > > "Itsfrom Click" > wrote > >>....DAFs were small, light cars and >> in those days not many Euroboxes were available with automatic. If I >> remember, the DAF used centrifugal variable rate pulleys with rubber >> belts. With the low weight and power, the belts had a respectable life >> of 40,000 miles or some such between replacements. > > The other significant thing was thatDAFs were Dutch. Holland has virtually > no hills, which was crucial to the success of these early CVTs, since they > would soon burn out otherwise. > > I recently test drove a CVT Caliber, and am looking seriously at a CVT > Compass as a replacement for my Focus. I really liked the CVT on the > Caliber. Some people say they feel sluggush, but that's just an illusion > caused by the lack of any shifts. In fact they go like stink because the > engine gets up on the cam and stays there, pumping out max hp in a steady > stream. > I agree - They lack perceived acceleration, but not the real thing. I guess everybody knows how they're made. They use a metal chain-like belt that can have toothed sides that can hook into teeth on the sides of the pulleys. They metal belt doesn't slip (that's not what this is for) but rather it is always running on the two pulleys. The pulley adjustment is just like you'd imagine from looking at a golf cart. The pulleys are coned and the two sides just squeeze in and out. No real change there. |
#13
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New Veriable Speed transmission
In article >,
"Dave Gower" > wrote: > Based on my test drive, I think they're the wave of the future if they prove > reliable, which I think is likely because they're basically very simple. And > if you look at their cost as an option in the Caliber and Compass, they're > about the same price as the regular 4-speed Chrysler automatic. They definitely will take over the automatic market, but they should be lower cost than the geared 5/6sp automatics. |
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New Veriable Speed transmission
On Mon, 23 Oct 2006 08:37:04 GMT, Doug >
wrote: >Gotta disagree with some of your comments: > >DAF's were marketed inthe USA, at least here in New England. I saw >several DAF dealers here in Connecticut and the USA headquarters for >SAAB was in New Haven, CT from their start of U.S. marketing around >1955 up until around 1995 when SAAB USA moved to Atlanta. <snip> Thus, they were regionally marketed. DAF sales/service were non-existant on the West Coast, and Saab was extremely spotty. I do remember when the V4s came out, and there was a dealer in LA selling them, but again, service and parts were a real bear. Once Saab's dealership network started to expand, they sold more V4s. The 2 strokes, although I do remember them in that era, were very, very rare. More common was the drool from the original Subarus, which were 2 strokes. The "Subes" were heavily marketed on the West Coast starting around 1969 as competition for VW's "bug," but VW had come out with the new, popular squareback and notchback 1500 Varient models, with which Sube couldn't compete. >Two friends of mine had DAF Dafodils - they were fairly reliable cars >albeit a bit "funky". New England doesn't have much flat land. The >hills around here didn't seem to destroy those CVT transmissions. >Periodic belt replacement was all that was necessary. <snip> They probably migrated westward, were seen for a short time, and disappeared. >I later had two Packards with Ultramatic drive - both were reliable >transmissions. The 1953 Packard had the original Ultramatic, while my >1955 Packard had the Twin-Ultramatic. Both were advanced transmissions >for their day that included, among other features, lock up torque >converters. Packard was the ONLY U.S. independant automaker to ever >build its own automatic transmissions. <snip> The problem with the Ultramatic was that John De Lorean's team decided, for some odd reason, that they'd seal up the torque converter shell with a bronze sleeve bushing with NO seal and NO oil rifling. As mileage would pile up, the bushing would wear, line oil pressure would decrease, and the transmission would self-destruct due to lack of lube oil. With the straight 8s, this bushing didn't wear all that fast because of lower TC temperatures and pressures, but when handling the torque of the V8s starting in '55, it became a real nasty problem. The first use of a torque converter clutch was in the Allison V-drive bus transmission from GM in 1938. I'm convinced that De Lorean got his ideas for the Ultramatic from that particular transmission...four element torque converter (the bus trans had five), torque conveter clutch to direct drive...same stuff in a much smaller package. It was the Ultramatic project that made De Lorean attractive to GM, and he left Packard before things started to cave in, including all the service problems with his Ultramatic. There is a shop out here in LA, Reseda Transmission, that knows the Ultramatic very well, and he rebuilds them with a proper oil seal on the torque converter shell bushing and with slotting on the bushing itself to promote better lubrication, and they last well enough. Still, they're "slushboxes," and do not get much power to the rear wheels, especially at low speeds or heavy loads. What sells a lot better for him is a THM700R4 conversion kit he sells to adapt the Packard straight 8s and V8s to the moderm GM transmission. He has a '56 Patrician so equipped, and the performance AND economy are somewhat startling. Driving his Patrician and then driving a 374" equipped '56 with the slushbox is the difference between driving a Buick GS and a '48 Super with Dynaflow. The Packard V8, while having oil pump and a few other teething problems, was a well designed package, many parts of which popped up in Chrysler "A" engines later, after Chrysler bought the near-new Packard engine plant from Studebaker. Stude had already bet their money on their 289 and thought the Packard V8 too big to fit their product line, probably not a very good decision. >The EARLY 1955 Twin-Ultramatics did have main shaft bearing problems >that wore excessively and destroyed seals. Packard rapidly fixed the >problem but it did damage their reputation. The 1956 "senior" >Packards such as the Patricians did have a push buttom servo >controlled transmission shifter that caused problems but, properly >speaking, that wasn't due to the transmission. <snip> That was a Ford/Autolite mess that was unwittingly "road tested" by Packard for Ford. You'll remember the electric punch button setups for the Ford MX transmission in the '57-'58 Mercs and the '58 Edsels...that was the same basic package, WITHOUT the problem that led to many '56 Packards going into park at road speed. For some reason, Autolite had designed the serve package so that when battery was removed, it went into park, regardless of vehicle motion...a design screw-up that cost Packard dearly in its last year. The die was already cast, though, as Nance had already negotiated the sale of Packard to Studebaker at the end of the '55 model year, when it became obvious that Packard didn't have the capital or design talent to keep up with their traditional competition, Cadillac. Even the very clever "refreshening" of the '51 body by talented stylist Dick Teague (the '55-'56 Packards weren't "new" bodies at all...just new sheet metal) couldn't save Packard against Harley Earle's P38 treatment of Cadillac's '48-'56 styling, and the Ultramatic, as well as warped oil pump bodies, finished off Packard's reputation for quality forever. As if a concession, '56 Cadillacs were also "lemons," with some of Cadillac Division's biggest design gaffes of all time. Failures on the road of '56 Cads were the stuff of legend, as they were on '56 Packards. >I always thought that the Borg-Warner automatics as used by Studebaker >and American Motors (and in some Jeep products before the Chrysler >takeover) were bullet proof . <snip> B-Ws were tough boxes. They just didn't evolve much past the early '50s control-wise...lack of partial throttle downshift, clunky shift "feel," etc. But they were good, solid transmissions that rarely gave trouble. AMC's moving to the Torqueflites after B-W exited the business in the US was an improvement for AMC, though, and it started AMC down the road to acquisition by Chrysler. The AMC/Chrysler merger was something Iacocca had wanted from Day 1, but was afraid that anti-trust litigation would quash it. His idea later became reality after the Reaganites neutered anti-trust enforcement and the FTC. It was pretty apparent by '86, though, that AMC would fail like Chrysler almost did in the late '70s, so the FTC, after token investigations, allowed the merger. >I owned a 1971 Avanti II (the Studebaker designed sports car) that >while it had the Corvette LT1 engine installed by the factory, it >still used the Studebaker Borg-Warner automatic. The engine was tuned >to 300 HP and I ran the car to 155,000 with NO transmission problems. <snip> B-W was also used in Checkers when they had Continental 6s as their power, and they were famous for NEVER needing rebuilds, even with abusive and harsh taxi cab service and non-existant maintenance. > >I also had a 1962 Rambler that I later sold to a neighbor. He ran the >car to 200,000 miles with one engine rebuild and NO rebuilds to the >Borg-Warner automatic. Rambler called it "Flash-O-Matic" (GRIN). Stude called it something else, I cannot recall. Later versions of the B-W had a feature later stolen by Ford that allowed 2nd gear starts, only important in the North and New England, where ice was a continual problem. Ford saw value in this feature and added it into their FMX redo of the original B-W designed three band Fordomatic (MX) and retained it in the first few years of the C4 and C6 tranmissions, later going to 'SelectShift" with a manual selection of 1 or 2 at any time...supposedly. Both the C4 and C6 designed borrowed heavily on the A-727 and A-904 Torqueflite design, and Ford paid Chrysler up-front fees for parts of their design. The orignal, however, was and is still better. > >Independant transmission shops always bad-mouthed the Borg-Warner >automatic, in part because they didn't have the knowledge or the skill >level to do successful rebuilds. They didn't see as many and didn't >have the training or the tools.<snip> That all changed when the Japs went to B-W for their automatics in the '60s. The Toyota 830 is a B-W box built under license, as were the Nissans. VW also went to B-W for their automatic transaxles in their Varient/1600 series in the late '60s. All had one annoying feature common to all B-Ws...bad modulation of the 1-2 shift and indifferent part throttle downshifts, but they were very durable. B-W autos weren't complicated at all, and were far easier than redoing, say, a Dual Coupling HydraMatic or the horrid Chevy Turboglide. Twin Turbine Dynaflows were also complex rebuilds that commanded high prices. One reason shops didn't like B-Ws is because they never saw them very often....they were too durable! Money hungry tranny shops loved GM the best, especially in the late '70s and '80s during the height of the THM200 scam by GM...a Chevette transmission in V6 and V8 powered cars, for which they (again) were sued and lost. |
#16
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New Veriable Speed transmission
misc tranny comments.....(please make allowances for the passage of time & my memory) oddly enough, my first car was a '56 Packard Four Hundred with Twin-Ultramatic......car was 10 years old when I got it and the tranny was awesome!!!! and, since I was 18 years old, you can believe that I beat on it. Eventually, however, it started to leak......had it rebuilt by Aamco and it was almost as good as new.....10 years later, only a private 1 man shop would work on it and they never got the final "shift" (actually engagement of lock-up clutch) right.....and it burned it up pretty quick.But considering the "makeshift" nature of mods to the original Ultramatic, the weight of the car, and the difference in output of the V8 vs S8, it did a good job. Always liked the "double passing gears" : first downshift was just the clutch unlocking and torque converter going online - adequate for most passing situations.......second downshift added low gear and wow, did it fly! speaking of weight, I remember that one of the modifications for '56 was making the case out of aluminum instead of iron.....which reduced weight something like 95 pounds. Geees, what did the thing weigh? other: of course, John DeLorean was behind the '56 pushbutton control fiasco and other gadgets, but had nothing to do with the original Ultramatic of '50.........have some articles somewhere by the principal designer, Forest McFarland, in which he says the main problem with the V8 application was that the clutch wasn't made larger. and, it is my understanding that TU had a much better record in the '56 Golden Hawk......although still dealing with the massive power, the car was 1000 pounds lighter. don't know how it worked in '55 & "56 Hudsons & Nashes, but the V8 itself was less troublesome in Hawk & Hahes since it didn't have the vacuum booster on the oil pump.) Stude automatics: the original '50 "Studebaker Automatic Drive" was from the Borg-Warner Warner Gear Division and also featured a lock-up torque converter clutch with virtually no durability problems. That tranny was used by Stude thru '55. Since Stude production had fallen so much (and by all indications, S-P wanted to use more Ultramatics in Studes following Packard's purchase of Stude in June 1954) the Warner Gear tranny tooling was shipped off and used by Jaguar and others in Europe. BW then furnished a lighter-duty unit which Stude called Flight-O-Matic (Flash-O-Matic at AMC, Fordomatic, Mercomatic at FoMoCo). a decent tranny, but not as good as the old Warner Gear version (didn't have the lock-up, anti-creep, fewer bands, etc). It was beefed-up for the Avanti as "Power Shift" and handled the power well.....also available in AMC (forget what they called it). I had '67 & '72 Avantis with it and it was acceptable.......although I've never heard an adequate explanation of why B-Ws started in 2nd gear. But my '80 Avanti had Turbo-Hydro 400 and it was much better (but much newer design). But perhaps the best engine/tranny/car combination I ever had was a '67 Checker: Chevy 327 with a Cruise-O-Matic (C6?? it had Drive 1 and Drive 2 positions).......a great car! |
#17
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New Veriable Speed transmission
"Some O" > wrote > They definitely will take over the automatic market, but they should be > lower cost than the geared 5/6sp automatics. I also wonder if a version stripped of its automatic control circuitry could replace conventional manuals. They would have far fewer parts, and be much easier to learn to drive (no need to clutch when shifting, for example). |
#18
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New Veriable Speed transmission
Doug wrote: > > Independant transmission shops always bad-mouthed the Borg-Warner > automatic, in part because they didn't have the knowledge or the skill > level to do successful rebuilds. They didn't see as many and didn't > have the training or the tools. > The high cost of BW rebuilds is why many Jags were converted to V-8/US automatic power. Personally I would rather have a 5 speed manual, which people pay stupid sums for kits to put a Toyota five speed behind the XK engine. The Toyota five speed is cheaply available and there is no reason to pay big money when one can simply have a scattershield-style bellhousing made for about $600. There is also the "Quarterbreed" conversion which puts a THM350 or 700R4 behind the XJ engine. http://www.johnscars.com/qb/xj6qb.htm Which Jaguars are compatible with this conversion? XJ6 Quarterbreed kits are for all 68 to 87 XJ6 models (XJ6, XJ6C, XJ6L). Kits for XJ12, XJS, Mark I, II, IX or X are available too. No kits for ETypes yet. The Jaguar T400 from later V12 engines and the German ZF transmission on 1988-on XJ6's (XJ40) will not bolt to a pre-88 Jaguar 6-cylinder nor to early V12s equipped with a Borg-Warner. There's never been a GM trans behind a Jaguar 6-cylinder until John's Cars Quarterbreed. Why should I put a GM Transmission in my XJ6? The archaic, light duty BW (derived from a 1962 Rambler design) and its idiosyncrasies are expelled by a GM Turbo Hydra-matic (THM) transmission. Prime benefits of the Quarterbreed conversion: * Strong and reliable - Jaguar uses a GM THM in their later V12 cars, Rolls-Royce has used them since 1969. * Quarterbreed cars are quicker - less mass, better gear ratios and stall speeds. They also have consistent upshift and downshift characteristics. * Older Jaguars with a 3.08, 3.31 or 3.54 rear axle ratio really benefit from a GM overdrive, relaxing a buzzy 3000 RPM cruising speed to a calming 2100+. Lower RPM means better gas mileage and less engine wear and tear. * Years later - if your Quarterbreed needs tranny service in Bass Lake, CA., you can have it repaired for a fraction of the BW price tag, not to mention the same day. * Faster Starts - the GM flywheel-starter combination creates more torque and cranks faster... Plus you'll eliminate the death rattle flywheel and the $$$ Lucas (Prince of Darkness) starter. * Finally, when your cat finally uses up all 9 lives and it's time for a V8 - you will already have the transmission, starter and more. I will even allow you $200.00+ for the QB kit leftovers returned when you go Chevy V8. The Jaguar twin cam 6-cylinder is retained without modification to it or the car. The shifter retains its original appearance. Check out our Customer Testimonials. Which transmission should I use? * T350 for 1982 to 1987 Jags (with a 2.88 differential). Inexperienced drivers can lug the Jag motor (258 CID) when combined with a T700 30% overdrive and a 2.88 rear end. * T700 overdrive for pre-1982 cars (with a 3.08, 3.31 or 3.54 differential) to reduce cruising RPM. * T400 is not recommended as it is more involved and not necessary for the horsepower/torque of a 4.2L. * Don't use a 4L60E or 4L80E on your Quarterbreed. John's Cars is the home of halfbreeds - those wonderfully English cars with American drivelines. While not everyone loves my V8 conversions, most loathe the Borg-Warner (BW) automatic transmission. Time for another John's Cars exclusive retrofit: Jaguar Body + Jaguar V12 Motor + GM T700 Overdrive + Jaguar Suspension = V12 QUARTERBREED (QB) What is the V12 Quarterbreed? MORE QB's Quarterbreed for XJ6 Quarterbreed for Marks The V12 Quarterbreed is a John's Cars kit that allows you to put a GM T700 overdrive transmission behind a Jaguar V12 engine. This kit is not compatible with the V12 XKE although it is under consideration. This conversion is compatible with all Jaguars in the XJ series that have a V12 motor and GM T400 hydramatic. This includes all 1978 to 1996 XJS and XJS HE and all 1978 to 1992 XJ12 models (XJ12, XJ12L, XJ12C). This conversion is compatible with left-hand and right-hand drive cars. This kit is not compatible with the V12 XKE although it is under consideration. Quarterbreed kits for Jag 6-cylinders (XJ6 Sedans, Mark I, II, IX or X models) are available - call for free info. There is a street rod in the area with a Weber-carbed 4.2 and the John's 700R4 swap whose owner reports complete satisfaction. |
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New Veriable Speed transmission
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New Veriable Speed transmission
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