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D Type Overdrive - Cone Clutch Assembly


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Hello.

With the assistance of a good friend from the local area TSSC, we removed g/box & o/drive from the Vitesse this morning - all quite straight forward and an extra pair of hands makes a big difference.

The afternoon set about looking at the overall wear & tear of both units which I have to say was not that dreadful. However the following may of use to others in the future with regard to the D Type Overdrive Cone Clutch Assembly (CCA) or any type o/drive for that matter.

The o/drive filter was pretty clogged up, with what appeared to be tiny fragments of the band (cannot recall the correct term) that fits on the outside and inside of the CCA.

Regular inspection of the o/drive filter is good housekeeping but the access certainly does not make it an encouraging job to do - the following photos may galvanise owners with o/drive vehicles to take a more earnest view on checking what the filter has collected !! I think it is fair to say that had the o/drive not been stripped down the following would have gone unnoticed, with the unit eventually seizing - an expensive repair to say the least. You can see where the inner band is starting to breakaway as well as the outside by the rivet - not to mention the piece already long gone.

As you can see form the photos a new CCA is most definitely required and currently Canley Classics are giving the best price; still not cheap at just over £118 exchange including VAT. Needless to say one will be ordered shortly.

My thanks go to Pete Dunkley for his invaluable assistance today.

Regards.

Richard.

 

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Looks like you caught that just in time.

Glad it all went smoothly, wish I could have been there. (Currently croakier than Kermit) Hopefully parts won't be an issue, and just a thought, what about the Sheffield overdrive specialists? (ORS??) and they will be at Stoneleigh....

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Hello Clive.

Sorry to hear you are still under the weather - it was an interesting day.

I have left a message with ODS and hope to hear tomorrow or will chase up.

As you say, just caught in time.

Regards.

Richard.

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Richard in the manual you will see in mentions the timing(best running postion of the planet teeth)

With a clean you will with a sherlock intergity find the planets have a small etched mark on the edge of just one tooth, 

These MUST be aligned with the etched marks on the carrier  or you will get vibration,

These marks are poorly made,  elusive and hiding   dont assume they are not there or this doesnt matter

It ensures the three gears all take the same load,

Pete

 

 

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Attached are photos of our J type cone which I replaced with a reco unit around $90Aus ex UK ebay when I rebuilt a single rail internals into a 3 rail gearbox with J type attached using the single rail O/D mainshaft.

The cone internal band was OK and hardly worn, but the outer was just above min thickness and showed signs of spoiling at the outer edge. I opted for a separate reco unit rather than reco-ing  the original purely on cost, to get the original reco'd in Oz was $600,

I didn't understand why it was so expensive when it appears a similar material/structure to an auto gearbox band which are relatively cheap to reco. There is a small taper on the O/D cone, but that didn't seem to worry the reconditioner's. I was told the bonding is simply Aradalite cured in an oven? Yeh or Nah?

The relatively small surface area on the cone wearing surface for the loads transmitted has resulted in numerous clubhouse discussions on the beast way to engage O/D, ie slam it on, back off a little then engage, or even depress the clutch! I use the back off method.

What's your thoughts.

As a teenager (now near 73) I remember riveting brake linings onto a Mk1Sprites brake shoes when at college in the NE of England, easier to replace the O/D linings than bonding

Regards

Peter Truman

J Type Cone - Inner Friction Band OK.jpg

J Type Cone - Outer Band @ Min Thickness & damaged.jpg

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Hello Peter.

These bands are machined to an exact & critical thickness - different on A, D and J types respectively; as such the machining process is where the cost sits. You could look at the 3x different cone types and swear they are identical, but the difference may be a thou here or there.

I do not know the bonding process, but I would imagine there must be something to hold the material in place before the rivets - so a glue of some sort seems likely.

One accelerated wear & tear effect on these cones is allowing the O/D to be used at too lower a speed - in essence you need to be 30mph+ in 3rd and 40mph+ in 4th for the cone to operate without undue stress.

As for engagement and disengagement, I have always dipped the clutch because in essence O/D is another gear - 5th if you like.

It would not surprise me in the least if more than 50% of O/D units owned by members were in a similar state.

Thanks for the photos, always good to view.

Regards.

Richard.

 

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  • 2 weeks later...

Here is a photo from when i replaced the cone clutch on my d type. The one on the left is the one i took out which looks much the same as yours. The one on the right is the new one from overdrive repair services which cost £90 ish (in 2013) after the surcharge for the old one was taken off.

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I would hazzard a clue that apart from wearing thin , old age and such that broken linings would be the result of changes made under power acceleration, we all do it from time to time but a feathering of the clutch or a bit of throttle response on changes takes the 

load off the linnings and smooths the change into progressove changes more like changing gears.

Not a kick in the neck, 

On J types the cone clutch action seems more damped then the in or  out of the D type

Just some thoughts , 

Dave Twigger is always worth a call with any problems 

http://www.odspares.com/

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Hello Pete.

Agreed.

I must admit that I always dip the clutch prior to engaging and disengaging, you have to treat it as an additional gear - you use the clutch to change all other gears so the O/D is no different in that respect.

As you say over a period of time general wear and tear takes hold, plus many owners will not be aware of the cone condition until either the O/D is overhauled or the ultimate notification that something is amiss !!!

Regards.

Richard.

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