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ft_U GEAR VENDORS ..,. ,UNDER/OVERDRIVE'"

1035 Pioneer Way. EI Cajon. Ca 92020 • (619) 442·0365

300475

CUSTOMER COpy

SERIAL * ~F- //9~.J.¥'_ c(}c9o {'r ?!t'"~.3';? ?.<t/

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WARNINGS, CAUTIONS AND NOTES

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NOTE: The GV unit is an auxiliary transmission that works in conjunction with your present automatic transmission. Should you experience any transmission related problem call GV technical assistance department at 1-800-999-9555 prior to seeing your dealer or transmission servise center for diagnosis.

CAUTION: Check to make sure bolts do not bottom in transmission when tightening adapter.

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CAU110N: Never use "synthetic" or "extreme pressure" lubricants; also never use additives such as moly used in posi-traction rear ends.

CAUTION: Mount Aurodrive left of fuse panel, inside the vehicle, under the dash. Do not mount Autodrive near any heat source, i.e, heater vent. Do not mount unit in engine compartment.

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NOTE: After installation, insure initial component lubrication by driving vehicle a few miles before activating the overdrive.

NOTE: Speedo components and wiring should never be exposed [0 exhaust heal.

NOTE: Lubricate all seals, bushings and speedo components during installation with lnhiurn base while grease.

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NOTE: Have driveline modifications performed by a specialist with drive shaft balancing capabilities.

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Section/procedure

I II

1 2

3 4

III

APPENDIX A APPENDIX B

TABLE OF CONTENTS

Warnings, cautions & Notes General information Operating instructions Installation Pre-installation Installation

Installation: GV475

Special Installation: GV475 Electrical control Installation

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Page Pre-face

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1 3

5

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5 11 13

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Driveline Modification & Installation 15 Troubleshooting

Fluid: Type, level & servicing Torque Settings Troubleshooting Chart

Control Box Schematic

Speedo correction

Service and Maintenance Dimensions For Parts When New overdrive Exploded view Overdrive Parts List

21 21 24-]0 3D Jl

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A-LS A-16 A-17 A-L8

8-2)-90

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"RV POWER AND ECONOMY"

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GEAR VENDORS oHa.s bolh power and economy 10. you. vehIcle by adding overdrive and !wo qears bel ween your pre sant gea r r alIOS {lSI and 2nd. 2nd and Jrd IOf J·speed automancs 0' 2nd and Jrd. and J,d and 4th fa. 4 and 5-speed manuals].

The au"lia'Y uansrmss.on bolls d.rBC1ly 10 your transrrass on a. I.ansler case There are 16 dIlle rent models available lor autcmanc. manual. 2-wheel and 4-wheel drove vehicles

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Models are avaIlable as a complete kll lor mstauauon Irom GEAR VENDORS 01 can be purchased and Inslalled at ave. 300 eumonzen GEAR VENDORS dearers The install allan " a simple procedure requirIng no modurceuon 01 Ihe vehicle other than shol1enmg and 'ebalancing Ihe vehICles dflvelme in most Cases All unils aile. a .78 10 I overdrove rauo deSIgned to be Ihe optimum .atle tor gea. splillmg powe. and overd.ive economy The system has Oolh aurornanc (Autod.ive,wl and manual conl.ol modes al Ihe push 01 a bullon To acllvate in the manual control mode simply oress the button: to deacllvale press agaIn In vehicles With auiomanc uansrrus sjons you can shIh under luU th,onle (power shlill. II you have manual uansrrussio« you WIll depress you' cfulcn when shll11ng. In the automanc conuoi mode [automauc transrrus s-ons only) the Aulod.ive'" system auromaucauy engages Ihe overdrive at 45mph and disengages al lower speeds WIthOUt any alieni Ion at Ihe dnver However. Ihe Autod"ve'" can b<l overoldden at any lIma by pressing Ihe manual control buuon 10. gear splittIng a. nonovardnve oparauon

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POWER

(]·Speed Aulomatlc TransmissionS)

Righi now. when you shIh hom 1st 10 2nd. there 15 b<ltle. man 40% dltrelence in geallng which causes the engine RPMs to drop dramallcally fight aher you shih. Wilh Ihe lowe. RPMs. your engine develops slgnllicantly less ho~epowel and the torque convener slips mera Ihan at highe. RPMs. There'ore. Ihe "ehlCle seems 10 and does lose a 101 01 power when you shIll W,lh the UnderIOverd.iv,'" installed. you WIll have 8 gear light In belween 1st and 2nd (lSi over). which IS only 22% dllfe.ent Ihan 1st artd 24~tJ dlNe.ent than 2nd So when you need more power. you Will shll1 hom tsr. to 1st ave •. Ihen to 2nd. ,elamlng much hlghe. RPM horsepower and vehICle speed on each shIft. and your torque convene. equalIng more 01 IhlS power 10 Ihe rea. wheels.

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The same prnbtern eXlsls belween 2nd and drove (Jrdl. although usuaJly II is as louows: You are on the lIal gOing 60mph and arflve altha bouom 01 a grade too steep fa. hIgh qaar, but 2nd gear IS 100 low W'111 the GEAR VENDORS msraued. you WIll have a gea. between these two (2nd ove'l so Ihat you can sh.n down a hall a gear and add.ess the hili With lull power and higher RPMs wlthoul slOWIng down. Then as you need. you can shllt up a. down hall a gea. at a time. always able 10 keep yOLJ' vehicle's engine In the peak RPM and horsepower as you climb.

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POWER

(4 end 5-speed Manual TtansmrSSlonl

RighI now when you shllt I.om 2nd 10 Jld Ihere IS a belle. Ihan 400"" dlrrerence In gear rauo ThiS causes belle. thall a 40% drop In anglne RPM when you shIh look at Ihe ho.sepowe' graph 10. you. engIne. you WIll nonce Ihal this equates to a dramanc drop in powe •. The.e'OJ8. the vehicle seems 10 and does losa alaI 01 powe' when you Shih. With Iha GEAR VENDORS UndefiOve.dfive'" Installed. you nave a gear flghl in belween 2nd and 3rd (2nd ave.) which is only 22% dlllerent than 1st. So when you need po we •. you will shill ltOm 2nd. 10 2nd ave •. thert 10 J.d. retaining much highe. RPM horsepower and vehlcla spe ed on each shi 11.

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The same problem 0"515 b<ltween 3,d and 41h, although usually it is as follows You are on Ihe lIat going 60mph and anNe at the bortorn of a g.ade 100 sleep for 4th, but 3,d is 100 low Wilh Ihe Under/Overdrive Iu Inslalled, you Will have a gear belween 3rd and 41h (Jrd over) so Ihat you can shltt down hall a gliar and addras s the hili wllh full power and higher RPMs Without slowIOg-down Then as you naad, YOIl can stlll1 up 0' down half a gear al a lime, always able 10 keep you vohlcle's engine in Iho peak RPM and horsopower as yOIl climb

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ECONOMY

To gain Ihe best economy lor your AV, you wanl to be In Ihe correct gear, all Ihe time When ctimblng Ihis means Ihat ,f the gas pedal,s 10 Ihe lloor, we wan I our engine RPMs high making Ihe horsepower and speed we need. When on Ihe flal. we wanl 10 be 011 Ihe hOlsepower, which costs us 'uel 10 make, bul on the peak 10rQue for b<lst economy If you e.amlne Ihe horsepower and 10rQue curves lor you. eng,ne, you w,1I hnd most commonly Ihal you are cu"enlly running too high of engine RPMs when cruismq W"h Ihe GEAR VENDORS Under/Ove,d""e'u InSlalled, you will reduce engine RPMs by 22%. For oDarnple, 'f you a.e currenlly at 3000 RPMs in high gear_ you Will run al 23-40 RPMs in overdnvs. a 101 less norsepower, but SI,1I ell Ihe forQue needed lor mainlaln,ng crUising Speed, in mosl conditions

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ENGINE WEAR

Anolher way 10 look al the use 01 gear splilling and overdnvo '5 how il aile CiS Ihe lile and rehabdily 01 your AV lugging you. engine (.hroille wide open, onqme RPMg lowl in 100 lall a ge", has drasnc ettacts on engine psrrormance end Iole In a gas mo'OI, fuel washes Ihe Oil oft Ihe cyhnder w"lIs, Ihe decreased oil protection produces wear. lugging also induces pinging wh.ch carbons up .he carburelor In a dreset, axcas s 'uel (though diesel fuets do heve lubrocanls In Ihem) '5 no subsli'ule '0' clean 011 Lugging washes fuel pasr .he prsrons and ""0 Ihe 011 pan conrammannq .he oil MovlOg elliclenily at higher Speeds on grades (Gear Spl"''''g) has unquesllonable b<lnelils for manycomponBnls of your AV's eng'''6, IIensmission, ctutcn end coohng ')'$Iem_ no. 10 men'lOn ,hal w •• h overdrive, ,he same number of engine RPMs Ihal now lake you 1556 ml'es will lake you 20 miles when you are cruising.

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ENGINE NOISE

Nol only is Ihe GEAR VENDORS UndBr/Overdflve'u Ihe QUle'esl aUXiliary transnussio» you can buy, bullhe overdrive can atso greally .educe Ihe engine nOise you now e'p6"6nce. TRY THIS TEST. Rev your engrne while In neutral to 3000 RPMs (or whatever RPM you no.mally cru-se al) NOllce Ihe amount ot engine noise, .hen reduca the RPM! 10 23-40,22% lowerl and nsten The grear d.fferBnce in eng.ne noise can really add to your pleasure when cruISing hour anar hour down 1he highway

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SIMPLY PUT

GEAR VENDORS oHe.s bolh powe, and economy lor you, RV wllh more learu,e., .",rj all Ihe benef"s normally assoctated With bolh underd""". (power) end overdnvss (economy), hence Ihe product Irademark Under/Overdrive '" Nol an underdllve which WOuld get you a g"ar lowe, than tsr. bUI a planelary drrecl and over au.",ary '.an.mission wllh .he opllmum gear spll",ng rano and Ihe f.nesl constructron m Ihe indLJ.lry

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OPERATING UtSTRucrrOlls

Gell'leral llnfor::ma,tion:

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1>." TbeGV Under/Overdrive t5, a. bydra,ulically operated auxil ilary transmlssioh. It 1.5 activat.ed electronically by op e n inq and c lo s Lnq a s o le no Ld, Opening the s o le noLd allows the unit's shatt actuated pump to create 600-650 psi and cause the shift. Due to the hydraulic requirement the unit cannot be activated until approximately 20 mph and should not be operated below this speed.

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B. The av auxiliary has an electronic functiorr that turns it on and 0,(1 at prede:t,erm,i.ned speeds. This function prevents premature shifting of the unit before proper hydraulic pressure is achieved, and, prevents the unit from activatill'lq in reverse, which would cause internal damage. A manual override deactivates this f'unction it so desired. This override s .... i.tch is also used in conjunction with the transmission's manual contrbls to allo .... gear splltt.l.ng (see Gear Splitting and IIlppropr.ialte instructions fOlr

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c .. Gear spl.H:tiln<J is th,e ability to deHver a r Ina r dr i v a rati 0 between your present ta,ctory tra,nsm i s s i on's qe a r rat ios .. Three speed automatics will now ha~e six usable gear rattos, and tour-sp~ed manuals will have seven. Five-speed transmissions also benefit from this feature. Gear splitting Is accomplished by using a comb.ii.nation of the cve edrIve and tralnslllil.l.,sion man,ual concr o t s . I.e., GV foot switch and the vehicle's gear selector. Overdrive reduces engine rpm's, and the gear split~ing (say between second and third on automatics) increases engine rpm. Increased engine rpm means more horsepower, and added horsepower means better per (ormanc,e.

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D.

d'eacei v'a"te- t m GV aaXi tta r-y be fO'r-e so red light does not: illum-lnat"e soft g~ound or up steep grades.

Eiac I(i nq up j Do no bd.Cl<

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E. Hechanical spring pressure (640 lb." ·aU.ows tor engine braking (deceleration) and reverse, however caution should be ysed:

Due to. our hydraulic reuirement it is not recommended to decel i~ 1st overdrive. Gearing can be used to keep the vehicle's speed in check. Use your brakes to slow the vehicle down and then downshift t.o hold speed.

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Opera.tion:

A ... For overa.11eco!1omy and performance it Is best to operate your GV Under/Overdid,ve w:lth the dash swItch dep r e s sed to the right (40 mph actlvation~. A small red lIght on the dash switch wIll Ll Lum inat.e (key turned 011.1, when the unit is set for automatic overdr.ive., If o· re _ 1]g a.ppea rs, aeRIi"~e~ss t.lie (Qat: 5w teh 1:0 al:"t iva te tile unit. Place YOllr vehicle's gearse lector into drive and take o,fr. You will use your norma,l flrst three gears untH the vehicle reaches approKimately 40 mph and the small red light will dist.lmgulsh and thegr'een Ifght wHI lHumlnate and activate the gear change. As you decelerate you will feel the overdrive automatically kick off.

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B. To use all six gear ratios begin by depressing the dash switch to the left. This enables the unit to activate at app.roxlma,tely ,20 mph (dis,engage:ment occu r.s under 10 mph. ) Pl.a,ce the vehicle's gear selector in low. As you gain speed the vehicle will automatlcalllY be shifted into 1st over. Shitt the gear selector into second -- j~st as you feel It shiet depress the GV toot switch. This deactivates the GV Under/Overdrive and you are in 2nd direct. As engine rpm increases simply depress the GV foot switCh again for 2nd over. As eriqt ne rpm increases shift the vehicle'S gear selector into third ~Drive). just as you feel the transmission shift depress the GV foot switch. This is lrd direct. Simply depress the GV foot switch once more for overdrive.

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c. If cruiSing down the highway In overdrive, and you encounter a hill, the proper gear splitting p['ocedu~e is: At the bottom at the hIll, b~fore the engine looses rpm's, depress the floor button to deactivate the overdrive. You have shifted into thl.rd d1rec't. As the eng)lme loos'es, pove r , shift into second overdrive by depressing the floor button and moving the vehicle'S gear selector tritD second. The unit Is on, so you a['~ shifting into second-overdrive .. Thls will increase engine £pm and give the added horsepower needed to continue climbing the hill. As you progress up the hill a,nd engIne rpm starts t.O tall off, push the floor switch to deactivate the GV auxiliary. Engine rpm will again be increased because you have down shifted to second direct.

To shift do~n-again and split gears between first and second you should first dep re s s the'Uoor :sw:l.tch. As, the GV auxl ~ lary activates you can then manually pull the vehicle's gear selector Into 1st. Since the unit is on, you are actually shifting into 15toverdrive. The init snould be activated before manually shifting the vehic!.'s transmission to prevent engine overrevving.

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1 PRE-INSTALLATION

a. It is recommended that installation be performed by a qualified mechanic. In addition, prior to installation a local driveline specialist should be consulted. Insist on the driveline facil ity having drive shaft balancing capabilities. GM motorhome applications need a driveline shop that can also balance the driveline emergency brake drum.

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b. Refer to section on driveline modifications and familiarize yourself with the modifications necessary before installation.

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c. Before raising vehicle refer to driveline modifications and use protractor to record original driveline angles.

d. Use serviceable type thread locking compound (blue tube in parts bag) on all threads during installation.

2A. INSTALLATION:GV-475B

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• General Motors motorhome PJO chassis with GM 400/475 transmission equipped with driveline parking brake. Factory park brake moved to rear of 2-speed. Note: See special procedures concerning 1990 16,000 GVW P)O chassis.

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Note: Numerical reference in text pertains to Figure 1, GV-475B. Applicable art also appears in other sections of this book.

a. Raise vehicle and secure on safety jackstands.

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b. Place transmission shift lever in neutral and disenga~e parking brake. Turn parking brake hand lever cable adjuster counter-clockwise until no resistance is met.

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c. Follow driveline

removal instructions in

driveline section.

d. Disconnect driveline

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parking brake cable at connection forward of brake drum backing plate (2). Back off cable by t·urning adjuster (17) counter-clockwise.

e. Remove cable adjuster lock nut. (This nut will be used on brake cable extension rod.)

f. Disconnect brake cable from brake cable mounting bracket (10) by removing cable hold down strap (15J from bracket (10). (Before removing strap note rearward positioning of locating notch in strap.)

g. Unscrew speedo cable from transmission (12). Use cap off GV speedo to· cover opening in transmission.

h. Remove bolt/washer (18) (center of brake drum) secur ing yoke/brake drum assembly to output shaft of transmission. A longer bolt is supplied for installation but washer will be

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re-used.

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i . Pull brake drum (1) off backing plate (2).

Have brake drum and yoke balanced as an assembly. Balancing of the brake drum requires a special fixture. GV offers an exchange program for the brake drum if balancing capabili ties are not available. We will exchange your usable drum for a balanced drum at a cost of $60 plus shipping; and a $200 core charge will be charged for drums not returned.

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j. Remove four bolts securing backing plate assembly (2) to transmission and lift backing plate assembly from transmission.

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k. Remove nut securing

rubber insulator to

crossmember.

1. Use transmission jack and ra ise trans miss ion enough to allow removal of rubber insulator.

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m. Remove two bolts (20) securing rubber insulator to transmission and remove insulator.

n. Remove six bolt/nuts (}.9) securing short extension housing to rear of transmission.

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o. Remove brake cable mounting bracket (10).

p. Remove short extension housing from transmission (6).

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q. To utilize brake cable

mounting bracket it is

necessary to extend the

bracket's mounting fituds from transmission approximately liS-inch. This is accomplished

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by installing two nuts onto the stud -- butted together: use an open-end wrench on forward nut and turn counter-clockw i s e . Once stud is extended remove nuts and repeat procedure on the other brake cable mounting stud.

r. Replace output

housing-to-transmission gasket with gasket (4) supplied by GV.

s. Grease adapter's

pre-installed bushing and seal, then slip adapter over transmission's output shaft.

t. Install adapter to transmission using existing nuts and 1 1/4" x )/8"-16 bolts and washers. Do not tighten.

u , Grease coupler (8) inside and out then install onto transmission's output shaft (5).

v. space brake cable mounting bracket (10) away from GV unit by installing a washer on each mounting stud before installing brake cable mounting bracket. With bracket installed, install lock washers onto studs and install nuts finger tight.

w. Tighten

adapter-to-transmission bol t/nuts in a criss-cross pattern to draw adapter up evenly. NOTE: Use soft faced hammer to ensure adapter gasket surface is seated against transmission. CAUTION: Check bolts do not transmission when adapter.

to make sure bottom in tightening

x . Secure transmiss ion's rubber insulator to GV adapter

and vehicle's crossmember.

y. Check coupler (8) end play. To check end play, first ensure that transmission's output shaft is seated properly. Use soft faCe mallet, or block of Wood as protection for the coupler, and tap coupler to seat transmission IS output shaft (5). To measure end play, place a straight edge across adapter's gasket surface and insert as many shims (washers) as possible, between coupler and straight edge, without touching bar. Remove coupler and place shims (if any) in transmission side of coupler to obtain end play of 0.005 to 0.OJ5-inch. (Figure 2) •

1. POSI~~H rLAi ~~~L BAR ACROSS AOAP~ GA~A£r SURFACZ_

2. INS~T AS ~ANY SHI~

I WASH£a$) .. S PO=I3LZ. B~EZN COUP~ AND ~i BAR. "'I~OUT iOU~dI~G ~i BAR.

J. R~"!OV'E: C:JUP~ AIIO PLlCZ Sil!:lS III iHE 7RANSN!S5rOH S:OE OF c:aup'..=:! -:-0 onr .. ::1 a. ao~ 70 a.:J3:!-.i:~'C;-I C~RAHC::

BET"'E~ COUP~ .. NO tu7 BAR.

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Z position

overdri ve-to-adapter gasket (7) onto overdrive (red side facing adapter.)

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aa. Pos i tien overdrive assembly (9) onto adapter (6). To align splines with coupler (8), rotate overdrive'S output shaft while sliding assembly together.

abo Secure overdrive

assembly (9) onto adapter (6) using eight 1/4-inch nuts and lock washers. Tighten nuts to 12-14 ft-Ib. torque using criss-cross tightening pattern.

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ac. Connect 7/a-inch end of speedo extension cable (14) to overdrive speedometer output.

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ad. connect 5j8-inch end of speedo extension cable to impulse generator (13).

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ae. connect 7jB-inch end of vehicle's speedo cable (12) to impulNe generator.

a t , position brake drum backing plate (2) onto GV unit and secure with four bolts previously removed.

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ago Install brake drum (1) onto backing plate (2) and secure with 1/2-20 x I Ij2-inch bolt (supplied) and washer.

ah. Insert o-ring (21) into a-ring groove located inside tapered end of brake cable ex~ension rod housing (11) .

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a i . Install a-ring into groove an exterior of brake cable locator (17), wh ich is attached to the backinq plate brake cable.

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aj. pump approximately six

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I ( ) <_'_- : .: :~"". '" - I

iiiiTiT""""""'--- _ r-----;::1 ,- ~ ." . ~~ (J 1),

:""~I r-m I LQj~ ~

Hal d-Dawn r~atcll

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GV-47S-B

"'l.l:h Drum B r-.aJce

squirts of grease into the GV brake cable extension rod hous i ng (11),

a k , Thread coupler onto end of parking brake cable extension (16) (end of rod with no flat indention) until only 1/2-inch of thread is exposed.

a L, Join brake extension rod to backing plate brake cable by threading coupler onto threaded end of brake cable. Tighten assembly.

am. Position extension rod housing near its mounting location and insert the extension rod (16) into large end of extension rod hou s ing (11), slide housing over rod until brake cable locator passes snap ring groove.

an. Install snap'ring (22) into snap ring groove located inside brake cable extension housing (11).

ao. Install lock nut onto exposed end of brake cable extens ion rod (16),

ap. Thread brake cable adj uster (a ttached to end of brake cable) onto brake cable extension rod (16).

aq. Adjust brake cable to factory specifications (refer to appropriate service manual) and secure adjuster with lock nut.

ar. Secure brake cable assembly to brake cable mounting bracket (10). Notch on hold down strap (15) seats into notch on brake cable extension rod housing (11).

as. Refer to drive1ine modifications and installation.

page 10

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Install modified drive shafts.

at. with vehicle setting level, remove fill plug located opposite speedo gear and fill unit with DEXRON II ATF. proper fluid level on regular sump plate models is even with bottom of fill plug hole opposite of speedometer assembly (approximately 2B o z . ) Deep sump models require 3B oz.

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CAUTION:

Never

use

"synthetic" or "extreme pressure" lubricants; also never use additives such as moly used in posi-traction rear ends.

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au. Refer installation electronics.

to electrical and install

8-2)-90

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Spaci~l In5t~11~tion Instructions

P-30 Genar~l Hotors Cb~ssis

1990 ch~ssis Hodals only

* Motorhome chassis equipped with 4758 automatic driveline mount.ed parking brake assembly found on 16,000 Lb GCVW chass is introduced by GM in 1990. The 1991 chassis will differ. NOTE: These chassis are fairly uncommo, . Please confirm with Gear Vendors that. these procedures are curren~. The 1991 GM chassis will be outfitt.ed 10' i th both manual and automatic parking brake system and 10' i 11 require a different procedure.

The aut.omat.ic parking brake assembly on this model is hydraulicly operated. It takas its power from the power steering system.

This new braking system requires moving a frame rail mount.ed brake canister. Follow all 475B installation procedures in GV Parking Brake Model Customer CODY Manual as well as following procedures to move diaphragm canister.

C~nist.ar Remov~l

a. Beg in installation wi th vehicle's Wheels blocked; transmission in neutral and hand brake released.

b. Locate brake canister and mounting bracket attached to passenger's side frame rail. This assembly has to be moved. The bracket is held in place by three bo 1 ts . The upper bo 1 t extends down through the frame rai land since the coach has been built on top of it, the bolt has to be cut off. Use an abrasive-wheel cutting tool to cut weld nut and bolt as close to inner bracket as possible. Use pry tool to push bolt up through frame and remove it. Paint modification to prevent rust.

c. The two lower mounted bol t.s are eas i 1 Y removed. Do not remove them now. Remove them later when the assembly is to be lifted from frame rail.

d.

)-inch

Inst.all

aluminum brake rod tool onto brake actuat.ing rod between canist.er and brake cable going to brake assembly backing plate (see Figure, ClI. NOTE; The aluminum GV tool may need to be trimmed t.of i t. actual rod length. This tool must be used to keep canister rod in place so parking brake shoes are not applied during relocation. This procedure also prevents fluid from squirting from brake canister.

e. Apply hand brake by pulling manual knob locat.ed on lower part of steering column.

f. Follow instructions in GV Parking Brake Model Customer Copy Manual to remove brake assembly. Leave" two bolts finger tight on brake backing plate until assembly is later removed.

GV

g. Hydraulic pressure is supplied to the brake canister through a large steel line. This line needs to be lowered

page 11

two inches at the point where it runs across the vehicle crossmember. A two inch spacer bolt, washer and nut assembly are provided by GV. Note where original line strap is attached to crossmember nearest to canister and disconnect strap from crossmember. Do not install new strap extension yet.

h. Disconnect hydraulic 1 ine from the rear a f brake canister and install plastic end caps onto canister fitting and hydraulic supply line.

i. Remove two bottom bolts securing brake canister to frame rail and remove two bolts securing brake backing plate to overdrive, and remove both components as an assembly.

j. Prepare hydraulic line by installing new GV brake line strap bolt (refer to step 7) through hole opposite existing mounting hOle and install deep nut to bolt and tighten. Attach line strap to this assembly and the added space lowers the line two inches.

k. Use abrasive-wheel cutting tool and cut bracket at leading edge of actuator. cut full length of upper bracket brace (approximately 12") off (see Figure Cl, dotted line). Paint modi fica tion to prevent rust.

1. Follow GV CUstomer Copy Parking Brake Model Manual instructions and install overdrive unit. Do not install brake assembly at this time.

Cani3ter Installation

m. Prepare to insta 11 canister assembly to frame rail

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approximatel y 20 inches from original location. Locate existing holes in frame at this point. One hole on bottom will align with forward mounting hole of bracket. The upper hole of bracket will align with hole in upper part of frame. It will be necessary to drill hole 3/8- inch for rearward hole in bracket.

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n. Drill J/8-inch hole and install canister assembly. Secure mounting bolts.

o , Steel tubing is

provided to extend hydraulic supply line. Route tube down inside frame rail. Remove plastic caps and connect tube to line and canister.

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p. Loosen plug in top or canister and bleed system by placing vehiCle in neutral and start engine. Allow air to escape rrom system and tighten bleed plug. After air has bled o r t , stop engine and fill reservoir. 00 not over fill system.

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q. Remove aluminum spacer block holding brake actuating rod.

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u. Continue with normal installation instructions.

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page 12

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CUT RIB ALONG DOTTED Llt~E ~

1.00

F I l • IJ .. E - 1

r [fj l J r~) [- ___)

- - \_ L

'-_ fIR" { rllf:; f~Jtf

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ELECTRONICS INSTALLATION

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ELECTRONICS INSTALLATION

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Regular Ale Electronics:

Mount AUTODRIVE control box in cah nf vehicle. Do not mount AUTODRIVE near any heat source, i.e. heater vent. Secure cnntrol box with two screws supplied.

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Connect AUTODRI VE's black ground wire to a good ground pmnr. NOTE: The ground connection nIUSl be a clean hale meta! surface 011£1 f;lUUII(iillg hardware must be snug.

Connect cable with red band into connector jack designated DASII SWITC!J/RED Oil AUTODRIVE control box.

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Connect cable with yellow band into connector jack designated SI(iNAL GENERATOR/YELLOW in AUTODRfVE contrnl bux.

Connect cable with violet band intn connector jack designated VIC)· LET/CONVERTER CONTROL in AUTODRfVE control bOJ{.

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Connect cable with while band into eon nector jack design<llctl WIIITF.!SOLENOID on AUTOD!HVE contrnl bLJJ{.

Pusition overdrive rocker switch and bracket assembly onto dashbo.ml cnnvenicnt to operator (driver). GEAR VENVORS provides t wn IllClhods of fastening the dash switch assembly, either two sided Velcro tape or with small screws.

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Position manual font switch on f lnorbourd convenient to operuturs Idt tont. Secure ill pi ace with two self tapping strews (supplied).

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~ a..uS TUI( nM 'b

iii Connect cable from foot switch

W "--"" '<'0'- "'" N (BLACK) to jack designated 1\1AN~

UAL CONTROL(BLACK on ,\UTODRlVE.

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Attaching power: Use fuse lap supplied by (;EAR VENDOHS 10 provide power to the AUrODRlVE cnntrnl box. 111e + 12 volt supply line i.I red and has an in-line fuse connector. Connect this line to the fuse tap that you illst,1l1 in the vehicle fuse box. It should be connected to the source side of a fuse that powers an accessory which comes on when the key is on. 'n1 11n,1 the source side of the fuse (to tap) unplug 'Ihat fuse and turn the key on. Determine which terminal is power source using voltmeter or test lamp, The other end of the red supply line (RCA type jack) plugs into the side of the control box marked +12.

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«u TOO RIVE CON mOL 80X

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N01[:

1.) NOT APP! ICABLE IF NOT 4X4.

2) SEE DETAILEf) [l11,ECIIONS IN TR08LESHOOrtNG SECTION OF THIS MANUAl FOR PROPER lIsr

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VIEWING PARTS SIDE Of' CIRCUIT BOARD.

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I I I

:::;~~:

.,,, ... ,,'-,----l=-= __ : ~

CON"'((TC!"! SELECTOR SW~TCH

AND Sl,,'US llGItf5

Wlr~1

D I 1\ (~ f ~ A ~1

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H.C. HOllSON

Ii-.l-gl

~""UTo-cn;t

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ELECTRONICS INSTALLATION

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Feed cables marked with YELLOW, anti WHITE bands through tile firewall of vehicle and run cables down and back rnwurds the overdrive. Leave excess cable length Inside cab and gather together with plastic ricwraps.

NOTE: WIrOI running cables through firewall, avoid sharp etign <111<1 possible COIltuU with areas that provide eXCl'ssll'e hear.

Connect flat type counectors on cable banded with a WHITE band to solenoid on the overdrive. Solenoid has no polarity.

Connect bayonet type connecmrs on cable handed with YELLOW 10 signal generator. No polarity.

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GY

GEAR VENDORS UNDER/OVERDRIVE

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DRIVELINE MODIFICATION AND INSTALLATION

GenerallnlonnatJon:

Every rnotorhome chassis differs slightly in driveline component configuration. For this reason each vehicle has to be dealt with individually. The following recommendations are offered as guidelines to assist in achieving proper driveline angle and balance. Many variables exist in driveline angles, therefore, the following are meant as guidelines and are not hard fast rules.

Understanding the importance of proper driveline angle and balance is crucial to satisfactory performance. Have driveline modifications per. formed by a qualified driveline specialist.

An inclinometer or protractor is needed to determine driveline angle.

Driveline angle is the actual slope of the driveline components, measured in degrees.

Note: No drive line measurement (length or angle) can be made with the vehicle on a frame type hoist. The wheel must carry the weight of the vehicle during these measurements,

Basic rules 01 drivellne operating angle:

Before removing drive shafts use paint or scratch alignment marks on matching yoke/shaft assemblies. This allows shafts to be returned to their original position.

General Information:

,...." ,,. _ 1 c-

DRIVELINE MODrFICATION AND INSTALlATION

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1. Attempt to maintain stock shaft operating angles. Use inclinometer before removing original shafts and record readings. Use readings as reference after driveline modifications.

Determine operating angles by comparing the difference in degrees between adjoining driveline components. Subtract the smaller number from the larger to find the u-joint operating angle.

Shimming under the transmission mount or carrier bearing is sometimes needed to correct severe operating angles.

la, Determine overdrive angle by placing an inclinometer on vehicle's engine starter motor. Record reading.

lb. Place inclinometer on forward drive shaft, and record reading.

lc, Place inclinometer on the rear sectionts) of shaft and record the meter's reading.

ld. Place inclinometer on differential inspection cover bolts and record reading.

2. The modified shafts should retain at least 1/2 of One Degree continuous operating angle. This means if the transmission reading is 5 degrees then the forward shaft reading should read at least 5.5 or 4.5 degrees. This difference ensures the needles in the u-joint rotate properly, as the vehicle is driven.

3. Operating angles between any two opposing driveline components (transmission & forward shaft, or forward shaft and rear shaft) should remain less than 3 degrees. Ex. forward shaft reads 4 degrees and next length of shaft should be around 7 degrees

• Note: Angles can exceed this guideline and still perforrnproperly. But if you have vibration or shudder during finial road test angle exceeding this rule would be suspect.

Modtflcatlon

a. When measuring for driveline length have overdrive permanently mounted and all wheels on the ground supporting the vehicle'S weight.

b. If the original front shaft is 26 inches or greater, from eye of transmission yoke to center of carrier bearing, you should CUt this shaft.

c. If the original front shaft is less than 26 inches from eye of transmission yoke to center of carrier bearing, then shorten the center (or rear

Modification

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GEAR VENDORS UNDER/OVERDRIVE

-, 2.8 OEG DOw;.... "3.2 OEG. DOWN

.s OECi. DOWN OPERATING ANGLE

,,~J

TRANSMISSION/OO - 3.0 DEG FRONT DRiVE SHAFT ••. 9 DEG

AEi\fI DRIIII; SHAFT -3.2 DEG FRONT DAIIII; SHAFT - 4 9 DEG

RULES

.~ ,,4.9 DEG. OOWN

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J

/

19DECi.~ OPERATING ANGLE

""

4.~ DEG

-J.O DEG 1.90EGOPERAT1NGANGLE 1.9

01.7 2CANCEUATION

""

•. 9DEG . 3.2 DEQ

1.1 DEG OPERATING ANGLE

HiOOD C.ANCEUATION OF I.J..JOINT OPERT1NG ANGLE ('WITHIN 1 DEG.) 2.(JPERATlNG AN\.GE LESS THAN l DECi.

J. ... T !£\S ST 112 OF ONE DEGREE CONTINUOUS OPERTlNG ANGLE

NOTE: WHEN SLOPES ME IN THE SAA4E DIRECTION ON TWO CONNECTED COMPONENTS. SUBTAACT THE SMALlER NUMBER FROM THE lARGE TO FINO THE I.J..JOINT OPERA TlNG ANGLE. WHEN THE SLOPE S ",RE IN THE OPPOSITE DIRECTION ON TWO CONNECTED COMPONENTS. "DO THE ME,.\$UREMENTS TO FIND THE 1.J..J01NT OPERATING ANGLE.

Figure #7 Driveline Cancelation

Modification

page 17

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DRlVELINE MODIFICATION AND INSTALlATION

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section) drive shaft. If this shaft is shortened it is necessary to fabricate a cross member to relocate the carrier bearing.

d. As a general rule no section of finished driveline should be less than 12 inches in length. measured eye-to-eye of yokes, or hom center of yoke eye to center of carrier bearing.

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e. It is not recommended that any finished length of driveline be over 60 inches.

f. All sections of driveline should be balanced at the time driveline modifications are made. On GM applications the brake drum assembly may need tn be balanced as well. Ensure proper balance by balancing the drum and yoke as an assembly. Next, balance the drum and shaft as an assembly.

If drum balancing capabilities are not available it is recommended the forward shaft be shortened at the carrier bearing end and that the original phasing from it to the next shaft are retained. To ensure this a scribe a line on both shaft tubes that can be lined up at your driveline shop. This allows the drum and yoke to remain as an assembly and prevents disturbing their original relationship.

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g. To install the modified driveline, begin installing the forward section and work to the rear.

h. Check driveline angles and record readings.

i. Test drive vehicle, If vibration exists, recheck operating angles and shim driveline components until proper driveline operating angles exist,

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When determining driveline problems: Shutter on take off generally means to much operating angle on yhe u-joints, A high speed vibratinn could be hom angles or balance.

j. Gear Vendors retains the vehicle manufacturers original driveline support. Do not install additional crossmembers to the rear of our unit.

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Should a factory installed crossrnernber be in the way of our installation., consult the vehicle's chassis manufacturer before attempting any chassis modifications.

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Modification

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GY

GEAR VENDORS UNDER/OVERDRIVE

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rU

Chart #"1 Driveline Vibration

Modification

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DRIVEUNE MODIFICATION AND INSTALLATION

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Vibration @ cruise speed lEST #

1. Road test vehicle and ante road speed, engine rpm & gear positions where vibration exists. Stop vehicle, place transmission in neutral and run engine thru the noted rpm vibration range. If the vibration exists in neutral it is engine, transmission or torque converter related.

a. If there is no vibration while parked and in neutral it is driveline related.

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2. Isolate engine from torque converter/transmission.

a. Remove torque converter inspection cover. remove bolts from torque converter and pull converter away from flex plate. Hold converter back and run engine through rpm range where vibration existed. Does vibration exits? No vibration?

3. Check drive line operating angles.

a. Operating angles of at least 0.5 and no more than 3.

b. Good cancellation of u-joint operating angles (within I degree).

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4. 180 Degree Test is accomplish by removing the drive line, rotating it 180 degree (one-haft tum) and reinstalling it.

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5. Hose Clamp Test in some cases can remove vibration by tine adjusting the balancing of the drive line. To do this you must first jack the rear wheels off the ground. Place a block under the front wheels. Start the engine and place it in gear. Use a scribe and lightly touch the rotating drive shaft near the transmission yoke. With foot on the brake, place the shift selector in park and tum off the engine. Find the scribe mark left on the drive shaft. Place a hose clamp over the mark and tight the down with the head 180 degree (one-haft tum) away from the high spot shown by the scribe mark. If vibration problem continues call Gear Vendors.

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Modification

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FLUID: Type, Level , servicing

Type: DEXRON II ATF * or any ATF approved for GM transmissons. * Dexron II is a trademark of General Motors.

CAUTION:

Never use

"synthetic" use additives

or "extreme such as moly

pressure" used in

lubricants; also never posi-traction rear ends.

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Laval: Fluid level is even with bottom of fill hole, located opposite of speedo housing.

Approximately 28 ounces on flat plate sumps and 45 oz. on deep sump models.

Servicing: Change fluid every year or 15,000 miles.

NOTE: Fluid will discolor and appear dark due to clutch material used.

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a. To service, place drain pan under overdrive. Remove I-inch hex head drain plug and drain contents. On flat sump models remove six bolts securing sump pan to overdrive and drain oil.

b. With sump removed, pull straight down on suction filter to remove. Wash screen and air dry.

c. To clean the high pressure filter, gain access by using a spanner wrench or small punch and hammer to turn plug/caver counter-clockwise. Facing front of vehicle, the filter is located under plug on the passengers side of overdrive. The high pressure filter will come out when plug is removed. An aluminum washer is located on the shoulder 'in the filter bore and may not fallout.

d. wash filter in solvent and air dry.

e. Install filter/washer and replace aluminum washer if signs

of damage or scoring are present.

f. Replace filter plug and tighten to 16 ft. lb.

g. Insta~l suction filter, press-in to seat.

h. Install gasket and sump and secure with six bolts previously removed.

i. Remove drain pan.

j. Fill unit.

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TABLE 1 TORQUE SPECIFICATIONS

Nomenclature Torque (lb. ft.)

Rear/Main case nuts Sump bolts

Solenoid

Bridge Piece Nuts Front Face Studs

9 - 13 5 - 7 30 - 40 6 - 9 2 - 4

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SECTION II I

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1. GENERAL

Troubleshooting

In the event the overdrive fa i Is to shift, determine whether low fluid level or an electrical probieM could be the problem.

ELECTRONICS: If the unit fails to shift in or out of gear, notice if the green dash light is on -- or blinking on and otf. It is this light that tells the overdrive to s h I ft. I f the 1 ight doesn't corne on it would ind icate an electrical problem. However, the green light can illUminate and an electrical p'roblem could exists beyond the green light,

FLUID LEVEL: Slow shifting can indicate low fluid pressure. Make regular fluid level cheeks. Proper fluid level is even with 'the fill hole located opposite the speedometer gear. Use any GM

type approved automatic

transmission fluid.

ApproximatelY 28 oz. is needed to fill the unit it it is equipped with a standard sump plate. If equipped with a deep sump unit fill with approximately 45 oz.

CAUTION: Extended use

without oil will damage the GV unit. Check fluid level at tirst sign of trouble. If low t 1 u id leve lis suspected, operate vehicle with overdrive turned ott.

2. TROUBLESHOOTING

A. A t r ouo j e shooting chart is provided on the

fa llow i ng pages.

Should

it

become necessary to

disassemble/assemble the

overdrive, refer to Torque limits in Table 1.

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B. CURRENT fLOW: The Autodrive control box is fed a signal by the impulse generator attached to the speedo cable. from the control box a signal is sent to the dash mounted green 1 ight, and then to the manual on/off sv I r cn , the signalS final destination is to the solenoid on the GV unit.

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C. Make a quick check ot the el ectr ica 1 connec t ions at the so I eno id, speed s i q na l generator, and at the control box. Look for any wiring defects.

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O. I f the green dash light is illuminating at proper road speed and extinguishing as the vehicle stops, then the input side of the system is working p r ope r Ly . If unit is not activating then perform Jumper Test.

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E.

JUMPER

The

TEST:

t r oub Le shooting chart has a jumper wire test which isolates certain components within the electrical system. On back side of dash switch is five male electrical terminals. with the key off, connect one end of a jumper wire to upper left terminal, and the wire's other end to center terminal on the bottom row. This procedure by-passes the speed signa I genera tor and inpu t side 0 f

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control box.

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with ignition on, the green light should illuminate. (CAUTION: Never back up vehicle with green light on.) Depressing the manual on/oft switch should activate the solenoid. If solenoid does not click, suspect the solenoid cable, or the Red cable running from the dash sw itch to the control box.

Dete~ine the solenoid is functioning by supplying +12 to one t.e rm l ne I of the solenoid and a good ground to the other terminal.

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t , ce 11 Gear Vendors at 1-800-999-9555 tor assistance.

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TROUBLE SIIOOTING PROCEDURES

1. TAKE Off ALL JUMPERS BEfORE ANY ROAD TEST

2. WilEN YOU REACH A BOX ON THE TROUBLE SHOOTING CtlART TtlAT SAYS CALL GV, CALL 1-800-999-9555

J. JUMPER TEST

Facing llll of dash mounted rocker switch - Place jumper wire from upper lett terminal to bottom center terminal. On automatics, with the toot switch on and the green light on, determine if the solenoid is working by pulling either wire connector at the solenoid and listening (or an audible click (if click can not be heard, place hand on solenoid and feel for click.) On manuals, the test is the same with the hand switch on and the green light on. (Note: The solenoId will still operate with a burnt out green light.)

4. GREEN LIGHT TEST

Facing rear ot rocker switch - Ground right hand side o( rocker switch with power on. Green light should come on. It no green light, replace rocker switch and cable.

5. CIIECI< OIL Aim ROAD TEST

Level should be even with bottom of fIll hole located opposite speedo assembly.

A road test can determIne If there has been clutch faIlure in the overdrive. In high gear overdrive, back off on the throttle, downshift into the next lower overdrive gc~r and check tor engine compression braking. Turn ott the overdrive and check for direct drive compression braking. It there is no compression braking in overdrive, the lorward clutch has failed. A chatter in reverse, no reverse, and no compression in direct drive indicate the reverse clutch has tailed. It, in either case, you have no compression braking, call Gear Vendors, 1-800-999-9555.

6. OVERDRIVE WILL NOT DISENGAGE

Vehicle binds in reverse. DO NOT BACK UP! Severe damage will result. DIsconnect leads to solenoId to disengage unIt.

7. CIIECI< SYSTEM POWER

Measure 12v at Rocker Switch (Top Lett Terminal facing the Rear ot the rocker switch).

-23-

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QymQBIVE WlL!Ll.!QT nl~EtlGl\GE - G/LQU

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- Vehicle binds in reverse

- Do l!Q1' back up

- Severe damage will result

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- Disconnect wire leads to solenoid

- Call Gear Vendors, 1-800-999-9555

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REV~['N OP(RATlNG INSTRUCTIONS

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---1L_R_E_F_E_R __ T_D __ rA_8_L_E __ ~_2~

AND

OPERATES PROPERLY O. K.

z o ,~

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w

b

co z

.--\ REFER TO T~~E ~5 I

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REPLACE

AU10DRIVE CONTROL GOX YEllOW CA8LE

SIGNAL GENERATOR

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I.~R~(N lIGH!_ OPERAIlS ND OVfRDRJVE

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·CHART-T STANDJI,RD A\JTOfJR1V[

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8~i(CKING F~~ V[HICl.E MUST

8E

LEVEL

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DOES FLUID RUN our OF J Yr5

FILL PLUG HOLE _--_.]

WITH rill rlUG~~~"'OVED_! .

~'S TRANSMISSlrJ;i .. sj- NO

____L~ L~_lUIO lE:~_E:t LOW_~ L

-jr'lI(AIN ~~O RE~ll; '1

REPlAr[ J- ---~- --~ TO PRorm LEvEL

COUPLER Sf Al _ REF[R fO ,

l_~UIO_ Typ: .. l~_~ Se..-v~cin~.J

YE:5

I· 'S-A-C-L-tA-N~A-R-E:A-. -P-R-,-S-E-N-r-' YES ~'S THE:- ClF~ -ARr;---

ON THe OVERDRIVE: ? .... _- AROUND THE: VENT

SEE NOTE AElOW ON THI: OVERDRIVE

1--

_._~L---,

NO

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NO

·'1-- R-Er;-.A-.~,~h;'l;C[l

CAUSE or L [i\~ _J

-- - - •.. _--

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(LLi\N AND "[FIlL (1vrRDRIVF

~rr'i[CK ~'OR n UIQ lFAKS I'

_ REFE:R TO ' .. _

'/ GlJ1D_ T!~~.!_~~~I &:_._:~:,~~~ ··CHART--? .:

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UI'::;.;:_::'Jt~~~FCl

':,~;-l (~~ l)1 D lAl::::Il t I RUM '::iOllI'tOID

~, IO~

I

I- - -);;;Ct-~[CT-----; I;,

":~)LUJUd) CAf3l.l" I n-_ -r-r---

,\ I H.U ~DI;RIVE BOX

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2X2 MODLlS

GROUND BI"U£ WIR~ AT GREE N UUH

UGHI IlLUMINAl ES ?

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NO OPERAfiON

YeS NO

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cutc« "" '" ~ E I

ON YH I ow WIRE

AT GREEN II~I~~_ OPlRATES

-----r:~~ 2 ytS t 12 vOLfS j 0 c- c," u I

+ voi i s --=: "'LEP_:::~

'lACE R£O~~ lNO GREEN LIGHT

C!lECK .12 VOLTS

ru.t.ow WIRE

:EI~ -1---1;-·+ I 2 VOLTS REPLACE ---G()

_':'O:IS ) L_ ~ .... AUTODR":'~_~:;:-12 VOLTS

NO GREEN LIGHT

OK

OVERDRIVe

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O.K.

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r-- NO GREEN LIGHT J

LOVERDRIVE OPERATES PROf'ERL Y

, -]

[ SWAP LIGHT CONNECTOR

l WITH OTHER (RED) LIGHT

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OPERATES

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l JUMPER TEST #3 _j

NO

GREEN

LIGHT

GREEN LIGHT

EECT PROPERLY I

=c_ _

LACE rOOT SWITCH ~ o BLACK CABLE

JUMPER TEST j[3__

GREeN LIGHT OPFRATES

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NO
GREEN
LIGHT
1
f~ REPLACE DASH SWITCH ASSY
AND RED CABLE .".-~
JUMPER fEST #3
NO
GREEN
LlGIIT
---
. - -- .. I . ~~EEN _LlGHT___j

OPfRATES I

-------~I

IWAD lEST .#5 J

--1;[~~lES 11._ o.«

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R[PlACF AUTODRIVE CONf~S!L [J0':.

JUMPER [T~~~_

(;RlE:N LICHT

----_,. -- ~---.-.

CAll

_. ---~ cr ~R V[NOO.?';

,

1..----

l

I~C/\I)

T

I OPf.fl_A~ (I. I.,

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"LfU\f\T 6"

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IlllA I~[D I_IGHT I ,jiM CREUI UGH I]

--I

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I?rn I,GriT 8f":IC;Hf ~llfUj llGlll OIJI '>

.. _----\.- .. ---

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fit;'1 Acr- 501 UJlJill PFRFORM

.1» . .11'1.11

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1 I'S r 4 .~,

j"N;)

I ~OI.UII)':J I)i~~ :-(;'d ~lJ~J

- ,-

;;""".::1,11",;,,,.--1

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-,

C'.r<_

SOt LNOI[) Of''"R,\1 ES

('~IJI)lllll CIIC:K)

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--:-- -·1 NO ovr kl-.i<IVt I'

TARII #2 __ - .----- f

_ -.- -- - . .1 CflU r·1 ~IC"l ~Jf'l :!A-, '; I

_·_·--····-1

I·~I t I f< Ie r}\lil t ff.~A ,~

N~_~~'~~H~r}h:IV~._, J ~~o Ct?1 t ~~ I 'Cli:

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AT SOLENOID'S TERMINA~S

CHECK SOLENOID OPERATION ~LENOID _~PFI1ATIO_N_

WiTH OUTSIDE POWER SOURCE (12 VOLT)

NO

SOLENOID SOLENOID OPERATES

[REPLAcO;ERATION (AUDIBLE CLICK) -J--~

SOLENOID REPL/IC E

SOLFNOID CAR( F

JUMPER ~ST #3 ~-~ --~ ("WHITF')

I t~;;:;p[RlESTij z

SOlum ERAT£~ __ ~AD~~ SC_Lf!:J_[1i1l_!orFRATFS - ~

(AUDIBLE CLICK) l--T~l "'-----"--='_r---(AUOlfll r WCK) ~

N~ OV[RO~V_£___?_P[f1_A~~ON OV[fWRlvr (I K

[Rf rlllCl 1-- 9

I"", AUI()I~llPJl (,:'HRUL BOX

SOlf-NOID ~RAfES J\ "~rF'l IFS] (;;- I

(~UD'rll E C!_ICK) - I NQ-- ---,

j SOLENOID

----" ------ '~;.JFRArl(}N

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0'::-£ !lAO B:=JLB

ECONNEcr Rop(RLY

------

fUSE IS O.

1M mOT SW",CH

(RAC( SINGU~ BlACK WIM'~ n'iO BULlET EON'iEClO~ AND UNPluG

Ci-t(CK fOR .. '2 YOLT5 ON MAI.E CONNECTOR (NO WHK FOOT SWlT01 BOTH ON AND Off

- ----- -----

AT }r.UWDAIY[ CONiRDt. BOX UNPLUG RED AND 8L.J,C1< JACKS '-t(A'SUR( voi lACE ACROSS JACKS

fifO JACJ.o; SHOUW MEASURE AP.PROK -i- ~ 2" vOlTS' 0 C

IF NO \lOllACE IS INOIC.-,l[O (SEE ElEC1RONICS Ii-tSrALlJI,TIO",,) CHLCK GROUND CONNECTION (EH_ACI< GROUND WiRE)

AND + 12 \IOU CONNECTION (REO POWERlINl)

POWER R[STDREO .r

JACKS

n, "0
til tl2
Ir'DLl voi r
POwER PDw~R
AI AI
,..,t,l[ .... ,£
E'O £,.,.D __ P__£W[R w"'-S "r JACl<S

NO REo LICHT

NO 11:[0 t.IGHT

---,

NO OV£RDRIV[ OPERA liON

--- -- ---------------

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CHATIERS IN REVERSE

CALL GrAR VENDORS

_ . ~~_<.J

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• \JH[EL DPIVE LDcr-OuT S\J]TCH (S[E "ICl'( j J

:'1'3~~A_ G~"JEP~rD;;

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DIAGRAH

SELECTOR S\i!TCH AND

STATUS LIGHTS

HC HOBSON

3-21- 30

EATONW SWiTCH ASSEMGLY

WHi"H! Y"lIoW' OlvE OLACK

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SPEEDO cORRECTION

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Refer to Table 2 "Speedo Correctlonh for actual drlvpn qpnr and applIcable adapters needed to correct speedometer.

TO USE TilE CflART:

A. Detertlline rear differential ratio jusually found on n L~q attached to the rear end.)

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B. Determine tIre diameter.

Measure t I te d i >lme ter across tire from front edge of tread to opposite outside tread.

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c. rind your drive ratio on the left side of Table 2. Cross ovpr to the column representing tire dIameter. Inside the box: The top listing represents the speedo driven gear and any special adapters needed to correct the speedometer. The bottom line rf'prpsents engine RPM at 60 MPH In direct drive.

HETHOD OF DETERMININ~ CORRECT DRIVE GEAR:

1. Hultiply engine RPM in dIrect drive by .015 Example: 4.10:1 dIfferentIal ratio wIth )1 Inch tires correct driven gear - 2667 x .015 - 40 te~th

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2. Early model GV P-type overdrIves were equipped with 17 tooth drive gears and are multIplied by .017. This model cnn be distinguished by the 2 o'clock position of the specdo housing hold-down bolt. The newer models have 10 o'clock positioning of their hold-down bolt.

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). The newer p-type overdrives come with a gear sleeve jspecdo gear housIng) that accepts )4-)9 tooth gears. The unit cnn accept 40-45 tooth gears by changing the speedo gear housing. Sppprlo gp>lr housing part numbers:

)4-)9 tooth = GH part '1162294 40-45 tooth ~ GM part '1362293

4. Gear Vendors Under/overdrives uSe G .. ner,.1 Hotors Turbo-llydro
400 series drIven-gears list ed below:
TEETH COLOR GM PART I TEETU COLOR GM PART •
• 14 Lt. Green 9774 4lJ 40 .Black 1362049
35 Pink 9780387 41 Ve II OW 1)62195
)6 White 1159270 42 Green 1162049
37 Red 1)59271 4) Purple 1362196
J8 Blue 1)59272 44 Gr;ooy 9180410
J9 Brown 1)5927) 45 Lt. Blue 9175181 5.

Speedo adapters used .89 reducer

• 1.11 multiplier I 1.25 multIplIer

in GV chart are:

GM part I 627]219 GM part I ]92567J GM part I 140208)6

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TABLE 1 TORQUE SPECIFICATIONS

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Rear/Main case nuts Sump bolts

solenoid

Piston-Bridge bar Nuts Front face studs

Front face nuts

1345 case attachment bolt Fixed yoke bolt 1/2"-20 Yoke ~trap bolt 5/16"-24 Collar bolt 1/4"-28

Torque (lb. ft. )
9 - 13 •
5 - 7
30 - 40
6 - 9
2 - 4
6 - 9
35 - 40
120
25 •
14 Nomenclature

FLUID: TYPE, LEVEL & SERVICING

TYPE: DEXRON II ATF * or MERCON ATF or any GM approved fluid.

* Dexron II is a trademark of General Hotors.

CAUTION: Never use "synthetic" or "extreme pressure" lubricants; also no additives such as moly used in posi-traction rear ends. LEVEL: Fluid level is one inch below bottom of fill hole,

located opposite of speedo housing. Approximately 28 ounces. Deep sump models require 32 oz. fluid (38 oz. for first fill of new unit) .

SERVICING: Check fluid each time you have your vehicle serviced. It is recommended the fluid be changed every 5,000.

NOTE: Fluid can discolor and turn dark due to clutch material used. Every 15,000, remove the sump pan and clean the sump filter and high pressure filter.

cleanliness: Absolute cleanliness must be maintained throughout all servicing operations. Great care must be taken to avoid the entry of dirt when filling or topping off with oil.

a. To service, remove six bolts securing sump pan to overdrive and drain ail.

b. Pull straight dawn an suction filter to remove. Wash screen and air dry.

c. Gain access to the high pressure filter by using a spanner wrench or small punch and hammer to turn plug/cover counter-clockwise. Facing front of vehicle, the filter is located under plug on the passenger's side of overdrive. The high pressure filter will come aut when plug is removed. Note aluminum washer which locates on the shoulder in filter bore, but do not remove.

d. Wash filter in solvent and air dry.

e. Install filter, and replace aluminum washer if signs of

damage or scoring are present.

f. Replace plug and tighten to 16 ft lb.

g. Install suction filter/rubber washer, press-in to seat.

h. Install sump pan and secure with six bolts previously removed.

i. Fill unit (a small hand pump is recommended).

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WIIR/II HGS, CAUTIOIIS 1111 D HOTES

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HOTE: fo~d owne~s - Many ro~d pickups come equipped with 1330 series u-joints, GV uses 1350 se~ies u-joints, have matching end cap installed at time of drive shaft modification.

HOTE: Lubricate all seals, speedo components and bushlngs du~ing installation to facil itate initial s t a r t vup lubrication.

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WIIRNING: GV-465 only - Install the 465 adapter and before installing the ov e r dr-j ve , till adapter's reservoir behind bushing with ~equi~ed lubricant.

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CIIUTION: Check bolts do not t~ansmission when adapter.

to make au r e bot tom in tightening

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CIIUTION: Never use "synthetic~ or "extreme pressure" lubricants; also never use additives such as moly used in posi-traction rear ends.

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CAUTION: When mounting I\utodrive the left kick panel is recommended, but be su~e nothing is behind the panel, 1.e. vehicle'S computer systel1l. 11150 do not mount Autodrive near any heat source, i.e. heater vent. Do not mount unit engine compartment.

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NOTE: After installation,

insure initial component

lubrication by driving vehicle a few miles before activating the ove~drive.

NOTE: Some GH van applications require relieving the adapter's upper rib to clear obstruction of the body.

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tIOTE: SUBURBIIN 2WD DRIVELINE T-BRIICKET: Gear Vendors has developed a T-b~acket which enables installers to retain the vehicle's o r I q Lna I two piece drivellne configuratlon. Rathe~ than lengthening the o r Lq i na I shaft to 57 1/4-inches the T-bracket requires each shaft be shortened 7 I/O-inches. The T-bracket moves the carrier bearing toward the rear of vehicle 7 I/O-inches and slopes down 1/2-inch to retain proper drivellne angles.

HOTE: SPEEDO HOUSING SEAL:

Insert small end ot seal into speedo housing. Push seal into housing until large end ot seal is flush with housing. Do not bottom seal into housing cavity. Lubricate seal and driven gear shaft betore installatlon.

NOTE: Reference to Figure 1 in the text pertalns to various drawings of' Gear Vendors' applications. Each drawing is labeled for a specitic applicatlon.

NOTE: Speedo components and wiring should never be exposed to exhaust heat.

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APPENDIX A SERVICE AND "AINTENANCE

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A-I

The overdnve gears are epicyclic and cunsrst 0' a canual sunwheel meshing wilh Ih",e planet geals which in turn mesh wilh an inl! lIlally toothed annulus All gears are in constem m rsh. The planet earlier is aUachad 10 the input shall and Ihe annulus is inlag.al wilh Ihe oulpul shall.

The unil is shown diag.ammalically in Figs 2 and 3.

An extension 01 Ihe gearbox mainshafl lorms Ihe overdrive inpul shafl. In duect duve Fig. 2. power is I,ansmined hom this shah 10 tha inner member 01 a uni·direcliona' clutch and Ihen 10 Ihe outer member of Ihis clulch Ihrough lollels which are d.iven up inclined faces and wedged belween Ihe inne, and oule' members The ouler member lo.ms oau 01 the combined annulus and OUlpul shall The geal t,ain is inope,ali",a. A cona clulch is mounled on the exle.nally splined aklension of the sunwheel and is loaded on 10 Ihe annulus by It number of sp,ings which have Ihei •• aaction againsllhe casing of the ove.drive unit. The sp.ing load is lIansmilled to tha clutch member Ihrough a Ihlust ,ing and ball bea.ing. This aflangement causes Ihe inne, hiclion lining 01 Ihe cone clutch 10 conlacllha oule, cone ot tha anr ulus and lolala wilh Ihe annulus. whilsl Iha Sp,i,lgS and thrust ling lemain slationary. Sinclt th'l sunwheel is spUned 10 Iha clutch member Ihe whole gea, train is locked. pe,mitting over-run and reversa torque 10 be nansmiued, Addilional load is imp aned 10 tha clulch membe r. dOling over-run lind reverse. by Iha sunwheel which. dua 10 Ihe helill angle 01 ils gear leelh. th,usts ,earwa,d and has for ils reaction member the cone clutch.

Fig. 3 shows Ihe oosulon of Ihe cone clutch when overdrive is engaged.

II will be seen that it is no !ongel in contact wilh Ihe annulus but has moved lorwa,d so Ihal 115 oule, friclion lining is in conlact wilh a blaka ling fo.ming paft of the ove,d,ive casing. The sun'wheello which the clulch is an ached is theretore held siallona.y. Th. planet earner rotatas wilh Iha input shall and Ihe planel wheels ara caused 10 rolale about Iheir own IUU and dliva tha annulus at a fasle, spaed than Ihe input shalt_ Tha unidirectional clulch allows Ihis sinca Iha outer member can ova.-.un Ihe innar member,

Movement ol tne cone clulch in a forward direcuon is etlecred by means of hydraulic pressure which acts upon two pislons when a valve is opened, by operating Ihe d.ive, conuoued selector swilch This hydraulic pressu •• overcomes Ih. sp.ings which load the clulchmamber on to the annulus and causes Ihe clutch to engage Ihll b.ake ling wil" sullicient laid 10 hold the sunwheel Itt ,esl. Additional load is Itgain Impartad 10 Ihe clutch in. forward di,eclion due to Ihll helix lingle ollhe g8ar teeth.

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IN DIRECT DRIVE

FIG.2

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_...--··..,.""'1 WII't ••

IN OVERDRIVE

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FIG. J

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A-2

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HYDRAUliC SYSTEM

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HVdrauilc pressure IS developed bV a plunger Ivpe pump. cam operaled hom Ihe inpul shall The pump draws 011 hom ao ali cooled sump Ihrough a sucuon fille. and delivers ;1 via II nOo relum vallie !laough a pres sure hiler 10 Ihe operaling pistons, solenoid vallie and .elief lIalve Incorocrated In Iha relief valve is a spri"g dasbpot which ensures smooth overdrive engagemeOl and disengagement under lIarV"'g conditions In dlfecl drive a residual pressure of aflproklmalelv 25 p.s i. is mamramed wlllli" the system When OllerdliVO IS engaged uus IS increased to II pre-determmed operaunq pressure

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ENGAGING OVERDRIVE

When Ihe sntenoid IS en6rll'Se(l. Its valve opens and 0,1 which is at residual pressure is due cted Via passagB Z 10 Ihe boltom of ure dashpot plslon Jhrs causes the dashpOI pinon to rise and COrll,lIess the slHlIlgs causing a gradual iflCiease in hydraulic pressure until the piSIOn leaches lis SlOP by which lime Ihu reliel valve spriog has be eo compressed to us working lenglh. thus pillmg lull operating pressure TIlls pressure causes Ihe opera ling pistons 10 move Iprwaid. overcoming Ihe cJulch return spongs and enganes the cone dutch tillhe biake liog.

FIG.4 OVERDRIVE

-.0.1"010 ",AlYI .__

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'OClNU' .. L IU.ftKA.IoQ ....

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SUMP

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ENGAGING DIRECT DRiVE

When the solenoid is de energised ils valva is dosed bV ., spriog. culllOg off Ihll oil supplV from Ihe pump !O Ihe dashpot Oil is now exhausted .. ia Ihe connol orihce in passage Z which ellows the .elief valve $pring 10 retax 10 it s direcl drivo eonduion. The dashpot springs continue 10 mnve tne dashpot piston 10 its stop. alloWinll the system pressure 10 prog.essilleiv drop which enables Ihll clutch ieturn springs 10 muve IIII'I cone ctutch gantlv ioto contact wilh the annulus

Jhe residual pressure 01 appro~lmalelv 25 p.s i. is now mamlamed In dliacI d"vlI.

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FIG.6

DIRECT DRIVE

IIIfll(f 'JAlVI

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SUMP

-c, SUC'U)H flL nfll

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Oil is discharged through the relief valve direct to an annular channel in the centre of the main casing and then through driHings in the mainshaft to the annulus spigot beering. Immediately in Iront of the spigot bearing a radial drilling passes oil through the uni-directional clutch, from here It IS directed by an oil thrower into 8 catcher disc on the planet carrier and to the planet beatings via the hollow planet bearing pins.

A radial drilling in the annulus meters lubricant from the mainshaft axial drilling to the rear bearing in the Reverse Spline unit. The amount 01 pressure in the lubrication passage is controlled by the lubrication reliaf valve.

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MAINTENANCE

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TYPE: DEXRON II ATF • or HERCON ATF or any r;M app r ov ad fluid.

• Dexron II is " trademark of G~neral Motors.

CAUT]ON: Never use "synthetic" or "extreme pressur~" lubriCAnts: also no additives such as moly used in posi-traction rear ends. LEVEL: Fluid level is one inch below bottom of fill hole,

located opposite of speedo housing. Approximately 28 ounces. Deep sump models requlr., 32 oz. fluid PB oz. for first fill of new uni t) .

SERVICING: Check fluid each tim., you have your vehicle s.,rviced. It is recommended the fluid be chang.,d ev.,ry 5,000.

NOTE: Fluid can discolor and tllrn dark due to clutch mater!,,] used. Every 15,000, r.,move the sump pan And clean th., sump filter and high pressure filter.

Cleanliness: Absolute cleanliness must be maintained throughout all serVicing operations. Great car., must be taken to avoid the .,ntry of dirt when filling or topping off with oil.

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CLEANLINESS

Scrupulous cleanliness must be maintained throughout all servicing opuratinus. EVf,n nllllllle particles 0' dust, din or lint Irom cleaning cloths may cause damage or inlerlme wllh Ihe correr.t operation. When the overdrive and gearbox have a common oil supplv, It IS naturally as Important Ihat the same high standards of cleanliness must be maintained when servicing the gearbox.

Great care must be taken to avoid the enlry of dirt when topping up or re·lilling

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For cleaning externally or internally use petrol or paraffin ONl.Y otherwise damage Illay occur to oil seals and other parts of the unit.

On no account should waler be used during cleaning operations as this will also affect the opera lion of the overdrive.

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OVERHAUL OF COMPONENTS ACCESSIBLE WITHOUT REMOVING OVERDRIVE FROM CAR

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CUECKING OIL PRESSURE

Aher lirSI ensuring Ihal Ihe oil lellel is correct remove the plug adjacent 10 solenoid Bnd iiI hydraUlic pressure gauge (L 10al logelh6r with adaptor (L.I aa· 21 W'lh Ihe car jaded up run Ihe Iransmlssion al approximatetv 25 mph. In direct drive Ihe re srdual pressure should reglsler on the gauge 10 appro,imalely 25 psi. When ollerdrrlle is enllaged. a pre ssure corresponding wilh Ihal specified 1m tne car model in ine rnanufactorer's handbook should be recorded Disengag8 overdrive and thu gauge should return 10 show residual pressure

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SOLENOID CONTROL VALVE

f he soleno .. f and operating valva IS 8 sell contained laelOfY sealed Will

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REMOVAL

The asse",bly can be removed by means 01 8 thin I· (25 111m) A/F open anded spanner. DO NOT ATTEMPT ro REMOVE BY GRIPPING CYliN· DRlCAL BODY OF SOLENOID VALVE

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INSPECTION

Exemine Ihe "0-- rings on the solenoid vallie lor damage and renew toqather with sealing washer if necessary

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TESTING

Test Ihe solenoid Call wllh II 1211 ballery and arnmeter. The solenoid should dr8w 8pproKImillely 2 amps Check Ihill the plunger in Iha valve moves forward when Ihe solenoid is energised (elfowedl and is reiumed 10 ils due ct drive pcsition by spring pressule when de energised.

NOTE. The sole nord does not operate with 8 loud click as in other Iypes of overdnves.

Should it be necessary 10 clean Ihe oparilting valve. immerse this part 01 Ih8 solenoid valve in PARAF FIN unut rhe valva is clean

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II faulty the complete unit must be renewed,

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fIG.8. CHECKING OIL PAESS~R E

FIG.7. REMOVAL OF SOLENOID

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~--t .,_

fIG.8. SOLENOID CON'~'l:;'l VA '--V-=:

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DASH POT ASSEMBLY

There a.e two types 01 Dashpot Relief Valve Assemblies in cunent use as iIIusllnt!!!! in Fig 10 and t l .

STANDARD DASHPOT .RELIEf VALVE ASSEMBLY

Pressure a"juSlmenl shims (illilled' are captiva led on tillS assernbtv

Do not dismantle Ihe Dilshpo! and Reliel Valve Piston Assemblies otherwise Ihe pce·deterimed spring pressures will be disturbed

TWO SPRINO DASHPOT RELIEF VALVE ASSEMBLY

Pressure ad,u5tmeot shims (i' lilledl 00 this assemblv are located be!wean main pressura spring and reliel valve piston.

Care should be takan not to misplace shims dUling removal and replacement 01 this assembly. other wise mcurrect pressure readings will result

v/

. ('HUU: "Al'"

PISIOPII

IUSIDUAl PAISsu", 1i"1I1i11~0

"flllf"Al"l &P'''IPfD

DA ... 'DI OUllfil 'LII".

OAI,ICI

FlO. 10 STANDARD DASIIPDT RELIEF VALVE ASSEMBLY

"lUU".lVI 'IliON

fUll.' "Al"l .OOY

l1li .. ," ,,,nIUIIIII ,P'AU'lItJ

,,1,IOUAl ______ P"U$U .. I

IP'".HOI

/... O"'llr01' .'_.- OuUiII .lltVI

f\\·.·· D~"'CI

. J ) ._ ~A"Aal

r_..::-,r

FIG. 11. TWO SPRING DASUPOT RELIEF VALVE ASSEMBLY

11-6

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REMOVAL

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Removal procedure is Ihe same lor two sp,ing and standard Ivpe valva assemblies

Access 10 the leliel valve is gained by ,emovlng the overdrive sump and gaule lille,. II rhe vehicle has bean in recent use. cere should be taken to alloid burns 110m the hoi oil which will be rele ase d Using ChUfchill Tool l354. remove the dashpot plug Nexl. wilhd.aw the dashpot piston logelher with its component springs. Tho relief valve piston can now be wnhdrawn by carefully pulling down wilh e suuable pail of ptiers

Nul inserl 1001 l40t A (rig 121 into the now exposed relie! valve bore (laking care not to damage this] and withdraw Ihe reliel valve body together wilh Ihe dashpot sleeve.

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INSPECTION

E xamrne the pistons and ensure Ihey move haalv in Iheit respective bores Check the '0' rings '01 wear and damage

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TOOL L401A

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RE-FITTING

Re·lining procedure is Ihe same lor IWO spling and standard Iype valve assemblies. Fig. 1 J.

Belore assembtinq, ensure Ihal all component pa,ls ale lighllv oiled. Insert Ihe leliel valve body IOlhe bore and using Ihe dashpot au leI sleeve push lully home (note the end wilh the '0' ling is nearest 10 Ihe base of the casinq] Next position Ihe leliel valve piston and component springs in the dashpot cup.

Carefully posiuon these corooonents in the dashpOI outer sleeve al Ihe same time engaging Ihe ,elief valve piston in ifs housing.

Finallv. lillhe dashpot plug and tighlen to 161b It. end replace the gauze lille, and sump.

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FIG. 12. REMOVAL OF RELIEF VALVE BODY AND OASHPOT SLEEVE

RELIEF VALVE BOO ....

OASHPOT OUTER SLUVE

RELIEF VALVE PISTON

RESIDUAL PRESSURE SPRING

MAIN PRESSURE SPRING

OASHPOT PISTON

J :-<.

~ OASHPOTPLUG

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FIG. 13. RE-FITTIN'O RELIEF VALVE AND OASHPOT ASSEMBL ....

CONTROL ORIFICE

The control orifice is shuated in the angle dulling between 'he relief valve and solenoid connol valve. To gain access remova Ihe solenoid conuol valve. relief valve and outer sleeve. Clean the entice wilh e high pleS!ullt eir line.

00 NOT AITEMPT TO CLEAN TUE ORIFICE WITH WIRE OR ITS CALIBRATION MAY BE IMPAIRED.

PUMP NON·RETURN VALVE

REMOVAL

Access 10 the pump non-.elurn valve Is gained by removing Ihe overdlive sump end suction filler. Then using Churchill Tool L.354 ramnve tha pump plug lal<ing care not 10 lose Ihe non -return valve spling and ball. The pump valve seal can now be withdrawn. The pump body will be held in position by ils "0" ring. II il is necessary 10 remove this, lolale Ihe pt'opeller shall until the pump plungel is at lhe lOP of ilS SlIol<e. NUl carelully wilhd'aw Ihe pump body by hool<ing e piece 01 wile into the now elCposed inlel port.

INSPECTION

Clean and carefully !nspeci the non-return valve ball and valve seal Ind ensure Ihat Ihe "0" lings ale nol damaged.

RE·FIlTING

firsl place Ihe spling In the non return valve plug. Ihen position the ball on tha spring. The non',BIUln seal can now be located on Ihe ball end the complete assembly screwed inlo the maincase using 1001l354. and lighlen to 161bs. fl

PRESSURE FilTER

To gain access 10 p,essure filter remove sump and suclion filler. then using 1001 L.354 remove pressure hiler base plug_ The hlt!!1 element will come away with lhe plug. Note he aluminium washer which locales on Ihe shoul fe' in .he liller bore

Remove foreign maltel end tholoughly wash the element in pellol or palaffin.

When Ie-filling. renew the aluminium washe, if there ale any signs of damage 01 scoring. Finally lillhlen Ihe plllg to 161bs ft.

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FIG.14_ CLEANING CONTROL ORIFICE

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FIG.16. PUMP ASSEMBLY .'0'

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FIG.le. REMOVAlOF PUMP PLUG

A-8

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OVERDRIVE UNIT REMOVAL

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NOTE: Belore commencing overdrive removal it is advisabla to dnva the car and engage overdnve then disengage wilh Ihe dutch depressed le ailing the overdrive ready for removsl. This will release Ihe spline loading bel ween the planet carrier and uni-duecnonal clutch which could make rarnoval dillicuh.

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If this procedure has not been earned oul and dilficully is expenenced in removing Ihe ollerdrive flom the gearbox shaft proceed as foltows. Screw pressure adaptor l.402 into Ihe pressure taka-otl tapping and then energise Ihe solenoid. A grease gun charged wilh engine oil can Ihen be used to pressurise the unit via the pressure adaptor thus releasing the spline loading

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To separate the overdrive lrom the gearbolC remove Ihe eight ,. U N f. nuls securing Ihe unit 10 the adaptor plata. The overdrive can now be wilhdrawn Irom the mamshaltleaving Ihe adaptor plaIa in posiliOIi on Ihe gt!arbo~.

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DISMANTLING SPECIAL TOOLS

A complete set 01 special toots can be oblained as listed in AppendiX A Belora starling 10 dismsrule the assembly. the exrenor 01 Iha casings must be Ihorouuhly cleaned

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The overdrive can now be divided into four main sub assemblies as shown in fig. (18).

1. Main Casing and Brake Ring.

2. Clutch Sliding Member. Sunwheel and Bearing J. Planet Callier and Gear Train.

4. Rear Casing and Annulus.

To dismantle iruo these sub assemblies proceed as lonows

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FIG. 17. OVERDRIVE SECURING NUTS (Arrowed)

Mount Ihe unit lIellicall.,. in • like. The use 0' jaw protectors is racommended.

Nutramove Ihe operaling piston bridge pieces.

The sill nuts s8curing the mlin casing to Ihe rear case can now be remolled. These should be undone progressively 10 rele.se the clutch return' spring plessure_ NOle Ihe position of sealing washers which 'it on lhe two studs at me lop 01 the casing. The main casing complete with b,ah ring can now be separated 'rom the real case. Nexl lill oul the sliding member assembly complele wilh sunwheel. lollowed by the planel carrier assemblY. laking cafe not 10 damage Ihe oil catcher v.:hich is auached to Ihe underside 01 Ihe calliel.

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FIG.1B. FOUR MAINSU8-ASSEM8l1ES

DISMANTLING. INSPECTING AND ASSEMBLING THE FOUR MAIN SUB ASSEMBLIES

MAIN CASING AND BRAKE RING DISMANTliNG

Tap the b,ah rinQ hom its spigot in the main casing with e suitable drill. Using a pair of plie.s withd.aw the opelilting pistons. Neill remove the sump and suction liller.

The removal. inspeclion and IIssembly 01 Ihe remalllllig componenls in Ihe main casing ie .elief valv~ assembly. pump body and non-rerum valve. pressure 'iher lind solenoid control valve. a,e described unde' Iheir respective headillgs

. on previous pages. The pump plunge. assembly can be li'ted oulaller removing pump body

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INSPECTION Inspect the main casing fa, cracks a. damage

hamine the ope,ating cylinde. bores lor scores

or wear. Check Ihe 0p'e.allng pistons for wear and fiG. lB. MAIN CASE DISMANTLED replaca sealing .ings " Ihl!fe is any sign of damage.

Check Ihe pump plunge. assembly. ensuring Ihat

the snap is II good fil on th. mains halt cam end

Ihal Ihe,e is no excess play between the plunger

and strap.

U Ihe pump plunger assembly is Wain 0, damaged. Ihis must be ,.placed lIS e complele assBmbly

ASSEMBLY

Ughrly smeal Ihe opelilling pistons with oil lind .e·hl Nexi position I new gasket on the main casing end Iii Ih. tltllklt ,Ing ensuring il is fully home on ils spigot localion (NOTE: no jointing compound is requi,ed).

Re·lil remaining components II" p,eviously de scnbed

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FIG.20. RE· FITTING OPERATING PISTONS ,,·10

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INSPECTION Examine Ihe clutch linmgs on the slidmg marnher 101 anv sions 01 exceS~IVII wear 01 chelling IIlhelli is anv Sign 01 this condition Ihe sliding member FIG. 21-. REMOVING SUNWHEEL CIRCLIP assemblv complete must be replaced (It 15 not possible \0 hi l1ew linings <IS these afa precision machined alter bonding) Check the ball race and ensure Ihal il rotates smoolhlv <IS Ihis can be a source of noise when running in direct geM. Examine Ihll clutch return spllngs fur any signs 01 distoninn 01 collapse

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CLUTCU SLlDING.MEMBER ASSEMBLY DISMANTLING

Humove the cuclip hom the sunwheet extension and take out Ihe sunwheel Nexl remove Ihe cuclip !rom its groove on Ihe cone clutch hub and lap the clutch hom the thrusl ring bearing using II hide mallei The lwaring can now be pressed hom its housing aher filst extracling the larger cnchp which retains il

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Inspect Ihe sunwheal teeth fOI wa<lr 01 darnaqa.

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ASSEMBLY

Fil rne ball race into its housing end secure wllh Ihe lalge circlip Position Ihis assembly oruo the hub of the cone clutch lind Iii tha ej,dip mto 115 groove Nexi insert the sunwhee] mto Iha. hub and Iii the cuclip on the sunwheel exrension

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PLANET CARRIER ASSEMBLY INSPECTION

lnspsct Ihe planet gears' for damage or wear. Check tha planet ge<lr be<l.ings for env excessive clearence Exanuna Ihe 011 catcher fOf damage

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FIG. 22. RE·ASSEMBLY OF SLIDING MEMBER

FIG.23. PLANETCARAfER A:9S1EMBl

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REAR CASING. ANNULUS AND UNI-DiRECTIONAL CLUTCH (REVERSE SPLINE TYPE)

DISMANTLING

Using a screwdriver blade remove the cirdip relaming the uni-directional chnch. Tha oil ttuower ring can now ba lilted out. NUl placa 1001 No. L' 78A over the now exposed undirecuonel clutch and lill Ihe inner member complete wilh rollers mto the special 1001. The bronle thrust washer can now be removed. Nexi wilhdraw Ihe speedomeler driven gear and bearing. To remove Ihe annulus filst driva a punch into Ihe welch plug al Ihe lop 01 Ihe ,ear casing and lever out. NORt using drclip pliers (1066) and plier points pOGGl) expand the circlip which secures tha annulus bearing. A lighl blow wilh a hide mallot upon Ihe and of Iha annulus will drive o.JI tha annulus complete wilh bea,ing from the rear casing. Remove Ihe nul securing Ihe spea Iorneter driving gear and wilh lhe ,id of a uni ,etsal nlraclor wilhdraw Iha ball rac._ NoI.lha oil weir (arrowed) is pressed mto Ih. real case to ensure an adequate supply 0' oil to the ,ell' bush and should not ba removed.

INSPECTION

Inspect Iha leelh and cone surlace ol the annulus 'or wear. Check Ihal Ihe uni-directional clutch ,oilers are nol chipped and Ihaltha inner and oorer members ar. 'ree hom damaqe, Examine Ihe spring and cage 'or distortion. Ensure Ihe lubriCillion porI to the rear 01 Iha annulus (arrowed) is dear. Finally ell limine Ihe rear casing bush and oil seal 10' wear Of damaga.

ASSEMBLY

Fil a new annulus ball race Nexllitlhe speedomerer driving gear wilh the plain portion 'acing the ball race and secure wilh nUl and new locking washer. Tighlen to 50-60 Ibs'l. Posilion Ihe ball race circlip in Ihe ree, casing and expand using cirdip pliers (066) and pher poinls pOG6l). Nexl press Ihe annulus lh,ough Ihe circlip and inl.o Iha casing. using a load 0' 840 lb. max., until Ihe bearing Is lully home and the drclip is located in ils groo\le. Care should be I"ken durinp this ooerenon nol 10 damaga the rear bush and oi seat Fil a naw welch plug end secure by Slriking lightly in the cenlre wilh a suilllble size lIai laced punch.

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FIG.24. REMOVING ANNULUS

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lubtlc.Uol1 pori

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FIG.25_ REAR CASE AND ANNULUS

".- 1 "}

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REAR CASING. ANNULUS AND UNI-DIRECTIONAL CLUTCH (Continued.

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ASSEMBLY

Nexl posinon Ihe spring and inner member 01 Ihe uruduacnonat clutch into Ihe cage. localing Ihe spring 50 that the cage is spring loaded in an annclockwise direction when viewed Irom Ihe irani. Place this essembly inlo 1001 17BA wilh the open side of the cage uppermost and Iaed Ihe clutch in a clockwise duacuon unul all Ihe rollers ere in place. Re·lil the bronze thrus] washer in Ihe recess In Ihe annulus. Transfer the uni -duactional clulch assembly horn Ihe special assembly 1001 inlo ils ouler member in Ihe annulus. Re·fil oil Ihrower and secure wilh circlip. Check thai Ihe chitch rotates in an enti-clockwise direction only

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FIG.26. UNI-DIREClIONAL CLUTCH COMPONENTS

FIG.21. UNI-[lIRECTlONAlClUTCH ASSEMBLY

FIG.2B. UNI·DIRECTIONAl CLUTCH IN POSITION

A - 1"1

REAR CASING. ANNULUS AND UNI·DIRECTIDNAl CLUTCH (continued.

FIXED flANGE DISMANTLING

Filsl remove Ihl! uni-duecttonal clutch as pre viously described Remove Ihe speedometer dliven geal Nexl lemove the coupling flange nut and washel Ihen wilhdraw Ihe lIange using a suilable e.llaclol. Thl! annulus may now be drilled out using a hida mallet applied to the end of Ihe lail shafl The Iront bealing speedometer dliving geal (and spacer II fitted) will be wilhd,awn logelhel wilh Ihe annulus. (Whele the one piece speedometer d,ive gear Is litled. Ihe spacer is not lequiled) The ,ea, bealing lind oil seal will.emain in posilion in the ,eer casing and can now be dnven out

INSPECTION

As pleviously descnbed undar Revelse Spline

ASSEMBLY

Position Ihe speedometer driving geal in the leal -casing wilh its plllin boss lacing Ihe I.onl bealing (whele a one piece speedomelel dliving gear is hlled Ihe melhod 01 assembly is nOI irnpmrant]. (NOTE: SpeedOml!ler dliving geal cannol be tilled from Ihe rllill of Ihe casing._ Ned pless Ihe hont bealing into the IlIIr cuing, ensuling Ihat ils nuter !lack abuls againsl Ihe shoulder in the casing. Posmon Ihll annulus wilh Ihll innel laclliesting on a suitable pading pillce. Using 1001 L 186 press Ihll Irenl baillinq togelhel Wilh thllieal casing and spsedometee dllying geal omo the annulus un Iii Ihe bealing abulson Ihlliocaling Shoulder. Nti'~llil Ihe spacer onto the annulus (if required) Using looll.186 PIIISS lh. 11181 bealing onto tha annulus and into thll,ll.' casing simullan'lOUsly Fillhe oit seal using looll.177. Finally p,ess on the coupling flangll and lecur. wilh Wisher and sell locking nul. Tighllln to. torque Jigule 01120 10 130 Ibs It.

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FIG_ 29, POSITIONING FRONT ANNULUS BEARING & SpeEOO DRIVING

GEAR IN REAR CASING

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FIG. 30. fiTTING A~NULUS USING TOOL lo188

'\-1"

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Mount iha rear casing assemhly verhcally in a vic a and insert sha planet callier assemblv (Nola the gaars can be meshed in any position). Ne~1 placa tha Sliding member assamblv cornptara with ctuich return springs oruo tha cone of Ihe annulus. at Ihe same lima angaging Ihe sunwheal with tha planar jJoilrs.Fillha brake ring into its spigol in the tail casing usmq a new joint on both sides. Posilion the main casing assembiv on 10 the Ihrust housing pins at the sama lime onlering Ihe studs in the blake ring. Ne_t fit the two operaling piston bridga pieces and secure wilh four now locknuts. finallv fil and p.ogressively lighlen Iha six nuts securing the rear and main casing assemblies, ensUling Ihal tha Iwo top studs (arrowed) are coaled wuh Wellsaal and have Ihe app.opriala sealing washers located on tha same studs The clutch return spring pressure will be fell as Ihe two casings go loyal her. FIG. 31. RE-FITTfNG MAIN CASEASSEMBLV

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fiNAL ASSEMBLY

NOTE: J0ll111ng compound should nOI ba used during assemblv

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FIG,32.

RE-ASSEMBLED OVERDRIVE

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RE-fITTING TO GEARBOX

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Using a scrawdnvee 01 suitable langlh ,olall, thll inne, member 01 the uuidhecnonal clutch in an enti- clockwise direction unlil the splines 01 this member a.e in Une wilh Ihe splines in Ihe planlll cauier.

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Ensura that the pump cam and planet carrier relaining clip are cOllectly located on tha mainshah. NllxI engaga bollom gaar and utlaJ lilting II new joint to the irani face 01 the overdriliB olla, It up 10 Ihll geaJbOl{. Hutate Ihe OUlpul shall of Ihll unit in a clockwise diraction, at Ihe same limll aPI1IVing sliUhli'orward pressure untii Ihe splines

become 11rlllageti A _ J ~

Ensurllthat Iha pump strap assambly ridllS smoothIy onto Ihe cam end that th. ovardrive pushes home 10 Iha adaptol plata lace withOUI IIJlcessilie 'OICII. Ne'" lit and tighten tha aight nuts which secuie the unit.

" the ova.d,ive lails to maet the IIdaplor plate face by approximalely •• it muans that the planol callie, and uni-directional clutch splines hava become mis-aligned. In Ihis case ramove the ullit and re align the splines.

A-U;

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KEY TO EXPLODED DRAWING

Reverse Spline Model

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hfl'" no D .. scrip.lon h,m no n,urlplion
~~--
, GII'i~.t U Slud
2 Sell locking nul '5 5 •• ,1 b,11
J 8,..'U' pl.c. .6 tub ... (.1~on •• h •• ",.Iv. 'p.mg
4 . Ol'tta'.no pi,",on U Lub.lc •• ion nt, ....... 1 .... plug
!i o IUIO 411 rump ,hep
II 51",1 .9 Pump P'"
1 M.'n <.1'. 60 Com
II WI!lIa., 1(:0,., ... , 61 Wood'ull"1
9 G.s .. ~i '11 Pi.nel (, .. i ••• 11.rub'._-
10 r •• nlu •• IPping plug II) Sunwh .. 1
.. 8,.1.:. ,iug 114 Clutch 110<1'''11 ...........
12 r; .,~ .. 1 115 Annulu.
n Cluuh ,.hun Ipdng 1111 Rr,utctor plug
14 'hlu,' Hog 151 M tinth,1t IUj>pOJ1 bo .. h
15 'h.uU pin 118 flN'I ..... h ..
16 'h,,, .. b.ll IOU 119 O,llh.o ......
11 R ... ,nlng (hdip &0 [ ... Up
18 [,,,I,p 10' .ll<llnll .... mbeo III Un! d" '<llon,1 dul(h .... mbI1
19 CU(_"P '0' ,.,un ..... h ... III Siud
10 Ol1hpo' , ••• 'V. III tOt' .... h ••
21 A.Io.1 volvo .... "'bIy 1S4 Nul
11 n."ld.J.~ p •• nUll • ...,.ir"tQ 55 R ••• c ....
2l O.d.I"o' p".on •· .... mb'y 611 O~v ..
14 o. ,hpol plug II' 11 .. ,,,'11 bu Ih
15 '0' .. ng 611 SpoIl'do du ... n g".'
26 Sump M ••• 69. 0',;"11
H Sump g., .... 10 Spudob .. ,,"11
211 Slimp H 5 •• 1< .....
29 S ••• w.,h •• n. Spe..do (o ... n."(M
10 11011 n Oil ••• 1
11 rump ptug ,. S'ud
11 Noo '.hU ... "".t'V • ...,.,r"tG 15 ¥r •• ,
J] 518ftl boll J8 todlnll nul
14 Non .elu.n 'V.I'Ve •••• 71 S",tdo .. b ...... h ..
15 ·0· .ing JII Sp .. do d"v"'ll g ...
16 Pump bod, J9 Annu'ut b.n '.(_e ("~Idl"
JI P'I!'\1u'. 1.1 ••• plug eo Annu'ul "ant h.U .IC.
18 r •• ULUI hite. "".,h .. el W.-{" "".1.h ...
J'I .rump ,,'uno •• 111 ·0' ';"11
.0 P.,., s 'llf. ,.u., 111 ·0·,;"11
• 1 O· ,mg 114 Was"' •
41 R •• It"' v ...... hod" 85 Sole.'atd'
41 (J 'mll
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.. - -- .. _ .. .. _ _ •

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CUSTOMER COPY

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GEAR VENDORS •

UNDERIOVERDRIVE™

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1035 Pioneer Way, EI Cajon, CA 92020 • 800-999-9555 In Ca. 619-442-0365

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