Early Rolls Royce Automatic gearbox

7/31/2019 Early Rolls Royce Automatic gearbox

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- ~\,i ib(:The automatic transmission fitted to the Bentley T and

Rolls Royce (1966-1969) is basically a General Motors

Hydramatic with a few modifications and a bigge~ case. It

works on the principal of a fluid fly wheel or d rive torus,

connected to two gear sets, one giving a large reduction and

one a small one. There is an extra gear set in the rear unit

which provides a reverse ratio in conjunction with the rear

unit, this I will deal with later.

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In first ~earthe front and rear units are held still by

the bands. Botp units are in reduction giving maximum

reduction.~

When the car shits to second gear,the front

'""*"unit is freed by releas~ing" the band and a clutch is. n

applied which puts the front unit in direct drive, ~he rear

unit is still in reduction so the unit with the",li,3.rgest"" .'

reduction is now working giving second gear. In third gear

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the situation is reversed, the front clutch isrele~~~g and

the front band applied, the rear clutch is appi,ied ,a1fd.~~~he.,:;

centre clutch which is mounted on a free wheel becomes 'i~

inoperative therefore putting the transmission into :~rnal:&;,~9'

reduction and giving third gear. When the transmisisi,dn shif,t"

into top gear the front band is released and the fr5~~~__I

applied this means that now both clutches are on~and,, '!.. '

.bands off making a lock-up condition from front t6:~1?aclC

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~n direct drive at a one to one ratio. rII'

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Now for reverse, in this case we introduce a further1f~e:i!I'r,~e

w:hich is used in conjunction wi tif",the rear set. Whenr've~se

is selected the front band and the rear cone clutch ~re 'a~

putting the front unit into reduction, drive is passed t~rcn~~

the, torus and along the main shaft to the rear un:!.t sun~,a:!~kl"", t('!!" ~

The rear unit sungear revolves in a clock-wise direction t~nifig

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its planet wheels in an anti-clockwise directioA~ the ri~g gffar, ,.

of the rear unit turns clockwise turning the re:ffV,~'&-seu:qit" "~

sungear clockwise, therefore the reverse uni t ~lanet whe"el~

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~1which are fastened to the' output shaft turn anti clockwise.

As the ring gear of the reverse unit ,is locked by the coneill '

clutch the~ shaft tur:qs with the .planet,gears and the reverse'.

ratio is obt:~~ed.

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The Drive Torus

This must not be considered as a torque convertor.

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It is

completely different in as much as there is no stator and

no multiplication of torque.

The cover of the torus revolves with the engine and is supplied

with oil from the front pump.

Two torus members of similar shape and size face each other

in the oil filled cover. As the speed of the driving member

increases the force on the driven member also increases and

drive is taken up between 500 and 1000 RPM, above 1000 R.P.M

the torus forms an efficient yet still flexible coupling

between the engine and gearbox.

The fluid coupling although being housed is not driven by the

flywheel directly. The drive is directed by the outside of

the torus to the front planetary unit, and then back via planet

carrier to the rear torus member. This means that a reduction

has already taken place and because of that the driven unit is

less likely to creep at low speeds. This unusual feature further

increases the efficiency of the transmission when the car is in

third and top gear. As you will remember to obtain direct drive

it is necessary to lock two members together. In the rear gear

set the two members are not locked together directly but the

annulus is locked by the clutch in the rear unit to the centre

section of the front planet carrier which is driven by the

front ring gear. The rear unit sungear is driven by the front

torus member and rotates at the same speed as the front unitplanet carrier which is the same speed as the rear unit ring gear.

Even though the effect is the same as if front and back units

were locked together part of the drive is transmitted hydraulically

through the coupling and the rest directly to the rear units clutch

and then on to the output shaft. This reduces the amount of

torque loss in the fluid cotlpling. The different r.p.m. between

the two couplings is taken up by the differential action of the!~

planet wheels.

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Running Adjua1ments

After first#[OOO miles adjust bands, check oil level

',~,After

After

3000 miles check for leaks

24000 miles drain and refill

Adjustment of Bands

Rolls Royce have two recommended tools for this job but both

'appear to be obsolete and unobtainable. We have found the

following procedure quite satisfactory.

Front Band

Rear Band

Tighten adjuster to 5 lbs ft. Back off four turns.

Set distance between spring~nd of servo andactuator rod to 17 em. using set square and ruler.

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front drive shaft through from the back locating the Woodruff

key into slot in v ane centre. There is no thrust between them.

There is a thrust at the back of the front drive shaft, a

single copper one. Replace large 0 ring around out side of

pump body. Overhaul front clutch - replacing seals feed in

Bronze rubber ring supports whilst putting lip seals onto

piston. Assemble exactly opposite to Dissembly. The lip

seals must be fed into the clutch drum using care and either

a t hin screw driver or a feeler guage with plenty of vaseline.

Before the last circlip is put in the clutch centre must be

installed to ~ermit perfect alignment as the plates become."

very tight.;: ')

Overhaul the centre brake using the same procedure as above.

Also the rear clutch.

Push the front gearset through the fro~t clutch. The thrusts

and bearing should be contained at the back of the gearset

by the gears.

Place the thrust - thrust support - circlip onto the protruding

shaft at the back of the front clutch. Carefully push the

centre brake onto the shaft and up to the metal sealing rings.

Place the rear .clutch in the casing right at the back after

ensuring that the front of it will slip easily into the centre

brake frictions also that the rear clutch centre will easily

slip into the rear clutch frictions. Place the front band

around the front clutch so that the smallest slot on the band;p

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Put the c~rcl~p onto the shaft at the back of the brake. Then~

~nsert the rear band ups~de down and turn around the shaft '

~nto ~ts correct pos~t~on.

the back of the brake.

Move the rear clutch forward ~nto

Push the rear clutch centre ~nto the rear clutch ensur~ng that

all the clutch plates are ~n l~ne. Then st~ck the copper thrust

~n pos~t~on w~th vasel~ne. Place the c~rcl~p onto the rema~n~ng

part of the shaft. Pos~t~on the thrusts e~ther s~de of the ~mput

shaft and push the longest part r~ght through to the front of the... .

gearbox.

Assembly of the Rear

Remove from the extens~on hous~ng, rear o~l seal and bear~ng.

Replace seals on cone clutch p~ston ensur~ng that the alum~n~um

cones are not scored or w orn at all. (Worn cones cause jamm~ng

of the reverse gear and can cause a lockup of all forward gears.)

Feed the p~ston ~nto the extens~on hous~ng us~ng a th~n feeler

guage. Be careful not to cut the seal. Also ensure the p~ston

locates the four steel lugs. Place the four spr~ngs onto the

p~ston and cl~p -the c~rcl~p over the reta~n~ng plate.

Place the gearset w~th the output shaft upr~ght on the bench,

sl~de the thrust and thrust support down to the gearset, then

sl~de the f~nal gearset centre and connect~ng plate down to the

thrusts. Put the c~rcl~p on next, then sl~de the f~nal gearset

down w~th the governor dr~ve fac~ng downwards. Put the half

~nch spacer on next w~th the slots fac~ng upwards. .

Assemble the park~ng gear and steel cone (as ~n d~agram) w~th

the alum~n~um cone r~ng ~n pos~t~on w~th the steel rectangle

locat~ng both ends. Place wavy spacer ~nto pos~t~on w~th the

fork pronged thrust washer. Include l~rge steel thrust between

cone p~ston and metal cone assembly. Put above assembly ~nto

correct pos~t~on on the extens~on hous~ng w~th the locat~ng block

~n correct PQs~t~on for f~nal assembly onto the ma~n case. Put

extens~on hous~ng onto output shaft and w~th the use of a press

carefully push the hous~ng r~ght down. There w~ll be three

t~ght spots. Next put ~nto the extens~on hous~ng

the two ~nch spacer w~th the ball bear~ng race. Follow th~s

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" ~w~th the speedo dr~ve, with the pla~n part to the back of the

extension hous~ng. Next fit the five inch spacer, the speedo

dr~ve w~ll be tight on the second and third spots. Push speedo

dr~ve down till it is firmly in pos~t~on. Now insert the rear

bear~ng which w~ll press home on the last tight spot, fit therear o~l seal.

Put a n ew gasket onto the rear of the main case and making sure

the parking pawl is in the correct position, place the extension

housing assembly onto the rear of the case. Put nuts and washers

on and tighten leaving the parking pawl bolt out till later.

Next connect the gearbox together ins~de i.e. the connectingplate and rear clutch case with the s~x one and a half inch

long 5/16 U.N.F. bolts.

Place the governor drive and rear pump assembly into place

leaving the bolts out till later. Clear and check the front

servo and place the straight pipe underneath it and the long

pipe to the governor drive must then be inserted into the

appropriate hole in the governor.Connect the centre block

to the front servo by its small pipe and likewise after cleaning

and checking the rear servo, connect that also to the centre

bl~ck with its two small pipes. W~th the front servo connected

to the governor support and rear servo locate the front servos .~~..~

underneath straight pipe w~th its hole in the pump and also the ''{'If?~~'

push rod with the band. Also locate the rear servo strut onto / "!>, "the rear band. While the assembly ~s resting like t~s before

push~ng down into the correct place pt in the small coil spring

between the two ends of the rear band. Push the servo assembly

down into position mak~ng sure end up in the r~ght place before

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bolt~ng up tight. You can now bolt the governor assembly onto O

the casing. Clean out the governor and make sure it is absolute~y

free and bolt it back onto the governor dr~ve. ,.

Clean all the valve body components making sure that the valves

move freely in their housings. Pay particular attention to the

compensator valve as t~s can cause strange problems if it sticks.

Connect the small selector to the ma~n valve block by its pipes

ensuring that the selector valve groove is located onto the pin

of the selector quadrant.

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Put the park spade upright to ~ocate into the prongs of the

se~ector quadrant and connect park operator and governor

surround to the va~ve b~ock with two straight pipes.

Date post:	04-Apr-2018
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Early Rolls Royce Automatic gearbox

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