Re: [AMC-list] Gremlin with Overdrive Question

[Joe Fulton <piper_pa20@xxxxxxxxxxx>]

Thanks, Glen,

As I get a little more into this project, I'll be able to confirm the info 
you've provided and I'll post some progress.   I think I already have the third 
gear switch for the tranny  I confirmed yesterday that the input shaft on the 
T-150 is the same diameter as the T-14.  Joe Fulton



----- Original Message ----
From: Glen Hoag <hoag@xxxxxxxxxx>
To: "AMC, Rambler, Nash, Jeep and family" <amc-list@xxxxxxxxxxxxxxxxx>
Sent: Sat, February 19, 2011 8:48:00 PM
Subject: Re: [AMC-list] Gremlin with Overdrive Question

I'm a little late to this discussion, but I actually have one of these setups 
and some first-hand experience.  In the Pacer, the OD took a special mount and 
crossmember.  The mount for the non-OD manual transmission attaches to the 
tailshaft, while the OD version mounts to the OD unit itself.  You might find a 
suitable mount by searching Volvo applications (1975-86 240 and 260), as they 
also used Laycock-de Normanville J-type OD units.  I believe that the 
Hornet/Gremlin (01/40) transmission crossmember was also unique to the OD 
application, but I'd have to check the parts catalog.  Somewhere along the line, 
I misplaced page 2 (Group 1) of my 73/78 parts catalog on microfiche; the rear 
crossmember is in Group 1.010 and the transmission mount (engine rear support 
cushion) is 1.013.  Perhaps someone has a parts catalog handy and can confirm 
whether different mounts and crossmembers were used on the 01/40 cars.

The third gear switch is one of those ball type switches that screws into a hole 
in the transmission, like the reverse gear switch, and is actuated by the 
second-third shift rail.  It's different from the reverse switch, which has one 
side is internally tied to ground, while the third gear switch has two 
terminals.  It is a fairly standard switch type, but you probably won't find it 
by application; the switch manufacturers seem to have forgotten about this 
usage.  Part of the reason for this switch is to prevent engaging the OD while 
in reverse gear.  Doing so will result in catastrophic damage to the unit.  Some 
British applications allowed the OD to be engaged in any forward gear except 
first.

More important than the third gear lockout is the WOT kickdown switch.  This is 
a normally closed pushbutton that is mounted on a bracket on one of the 
carburetor mounting bolts.  This switch is actuated by the throttle linkage at 
WOT.  It's purpose is to disengage the OD when you call for maximum 
acceleration.

--Glen



At 04:19 PM 2/11/2011, you wrote:
> The OD doesn't take a special mount, but the crossmember does need to go back a 
>bit more. Shouldn't be hard to reposition.
> 
> The cut-out switch is just a heavy duty normally closed momentary switch. The 
>solenoid valve is just a small solenoid, shouldn't draw more than 10A pulling in 
>(maybe as little as 5A) and 2-3A tops to hold. It's not like the big solenoid 
>that activates the old Borg-Warner OD units, the Laycock-DeNormanville unit you 
>have is hydraulic. The solenoid just moves a valve. Even most RS stores still 
>carry momentary switches. A 2A rating at 125V or so should be more than 
>sufficient. 10A at 12V is still only 120 watts, 2A @ 125V is 250 watts. You 
>don't need the third gear switch. Just don't turn OD on unless in third gear. If 
>you want one, it's a normally open momentary switch on a bracket so that the 
>third gear shift arm depresses the switch when in third gear. It's mounted in 
>the transmission, screws in at the front left side. You could mount a momentary 
>switch on the column or outside so the shift lever hits it.
> 
> The cut-out switch was usually mounted on the throttle linkage so it would be 
>depressed at wide open throttle. Mount it like the Borg-Warner auto kick-down 
>switch -- which would be a good switch to use. I haven't messed with the L-D 
>unit, but have done a lot with the BW units. Wiring is harder on the BWs because 
>the solenoid draws more power.
> 
> ------------------
> Date: Thu, 10 Feb 2011 20:02:14 -0800 (PST)
> From: Joe Fulton<piper_pa20@xxxxxxxxxxx>
> 
> I asked this same question on the AMC forum so pardon the repeat if you 
monitor
> both sites.? I'd appreciate any information folks can offer though.
> 
> I? am a few weeks away from installing this but I thought I would ask the
> question.?? I have an NOS 150T three speed tranny with OD.?? My Gremlin (76) 
>had
> a T-14 in it.? I both?trannies but?I have not measured or compared the 
>locations
> for the?tranny crossbrace and mount?and I'm wondering if the OD actually takes 
>a
> special mount.? I'll check Rockauto listings tonight, but thought I'd ask the
> question.?
> 
> 
> Another issue.? I have an NOS overdrive switch with turn signal stalk.?? What 
I
> don't have is the wiring harness for the overdrive.?? I can fabricate a 
harness
> from the wiring diagram in the TSM but I'm concerned about the cutout switch 
on
> the throttle linkage.? What did AMC use there??? What is a good generic switch
> to use?
> 
> Has anyone done this or does anyone have an 70s AMC with overdrive they can
> photograph?
> 
> Joe Fulton
> 
> --
> Frank Swygert
> Publisher, "American Motors Cars"
> Magazine (AMC)
> For all AMC enthusiasts
> http://www.amc-mag.com
> (free download available!)
> 
> 
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