Component Description
BORG WARNER 66TORQUE CONVERTER
Fig. 3:
The torque converter is of the three-element, single-phase type. The three elements are:
Impeller. connected to the engine crankshaft.
Turbine, connected to the gearbox input shaft.
Stator, mounted on a one-way clutch on the stator support projecting from the gearbox case.
The converter provides torque multiplication of from 1 :1 to 2.3 :1 and the speed range during which this multiplication is obtained varies with the accelerator position.
GEAR SET
The planetary gear set consists of two sun gears, two sets of pinions, a pinion carrier and a ring gear.
Power enters the gear set via the two sun gears, the forward sun gear driving in forward gears, the reverse sun gear driving in reverse gear. The ring gear, attached to the output shaft, is the driven gear. The planet wheels connect driving and driven gears, two sets of planet wheels being used in forward gears and one set in reverse.
The planet carrier locates the planet wheels relative to sun and ring gears, also serving as a reaction member.
CLUTCHES
The gearbox input shaft is connected to the torque converter turbine at the front end and is therefore known as the turbine shaft. The rear end of the shaft is connected to the front and rear clutches; (the clutches are of the multi-disc type operated by hydraulic pressure). Engagement of the front clutch connects the turbine shaft to the forward sun gear. Engagement of the rear clutch connects the turbine shaft to the reverse sun gear.
BRAKE BANDS
The brake bands, operated by hydraulic servos, are used to hold drive train components stationary in order to obtain low. intermediate and reverse gears. The front band is clamped around the rear clutch outer drum to hold the reverse sun gear stationary. The rear band is clamped around the planet carrier to hold the planet carrier stationary.
ONE-WAY CLUTCH
The one-way clutch is situated between the planet carrier and the gearbox case. Rotation of the planet carrier and the gearbox against engine direction is prevented so providing the reaction member for low gear (drive). Rotation of the planet carrier in engine direction is allowed (free-wheeling) providing smooth changes from low to intermediate and intermediate to low gears.
MECHANICAL POWER FLOWS
Neutral and Park
In neutral the front and rear clutches are off, and no power is transmitted from converter to the gear set. The front and rear bands are also released. In "P" the rear servo circuit is pressurized while the engine is running, so that the rear band is applied.
First gear ("D" selected)
Fig. 4:
The front clutch is applied, connecting converter to the forward sun gear. The one-way
clutch is In operation, preventing the planet carrier from rotating anti-clockwise. When the vehicle is coasting, the one-way clutch over- runs and the gear set free-wheels.
First gear ("1" selected)
Fig. 5:
The front clutch is applied, connecting converter to forward sun gear. The rear band is applied, holding the planet carrier stationary.
Planet pinions drive ring gear, and reverse sun gear rotates freely in the opposite direction to the forward sun gear.
Second gear ("D", "2" or "1" selected)
Fig. 6:
Again the front clutch is applied. connecting converter to forward sun gear. The front band is applied. holding the reverse sun gear stationary combined rotation of planet pinions and carrier drive the ring gear.
Third gear ("D" selected)
Fig. 7:
Again the front clutch is applied, connecting converter to forward sun gear. The rear clutch is applied, connecting the converter also to the reverse sun gear; thus both sun gears are locked together and the gear set rotates as a unit. providing a ratio of 1 : 1.
Reverse gear ("R" selected)
Fig. 8:
The rear clutch is applied, connecting converter to reverse sun gear. The rear band is applied, holding planet carrier stationary. Planet pinions drive ring gear in an opposite direction to engine rotation.
IDENTIFICATION
The Model 66 Automatic Gearbox was introduced on the Series III 6-cylinder Jaguar and Daimler Cars.
The two initial production transmissions were:
1. 066L transmission for use with the Jaguar XJ6 4.2. This can be identified by the yellow name-plate which will have "Model 66" and the number 6066 in raised, polished figures.
2. 067H transmission for use with the Jaguar XJ6 3.4. This can be identified by the golden brown name-plate which will have "Model 66" and the number 6067 in raised, polished figures.
Listed below are some of the improvements and modifications which have been built into this transmission.
CONVERTER
The Model 66 converter turbine hub has an increased spline size to take the larger input shaft.
The stator one-way clutch inner race has a revised profile and increase in hardness.
A Torrington race has been introduced into the impeller side of the stator.
The impeller blades have a rib formed in them to give added strength; this will be introduced into all 11 in torque converters.
Six impeller blades are welded in two places, equally spaced, to the impeller shell, again giving added strength.
The blower ring has been deleted on Model 66 converters, and the converter mounting bosses will be C02-welded to the front cover.
PUMP
A groove has been added to the pump/converter bush to improve lubrication of the bush. The groove stops short of the front edge of the bush (oil seal side) to prevent the oil seal being swamped.
A tin/aluminium pump drive gear bush, has also been introduced
The new stator support will have an increased diameter bush to accommodate the increased diameter input shaft.
A large pump suction tube has been introduced to ensure that the end of the tube is immersed in oil under all conditions.
INPUT SHAFT AND FRONT CLUTCH ASSEMBLY
An increased diameter input shaft is being introduced on the Model 66 transmission.
REAR CLUTCH AND FRONT DRUM ASSEMBLY
To improve the lubrication path to the rear clutch and front band, changes have been made to this assembly They are:
The rear clutch piston face (clutch plate side) will have four slots at right angles to one another to improve the oil flow from the inside diameter to outside diameter of the clutch pack.
The four wide grooves on the inside diameter of the front drum (steel clutch plate splines areal have been deepened to enable more oil flow around the plates.
Between the outside and inside diameter of the front drum, so that they line up with the four deepened grooves, four holes have been drilled to enable an oil feed to the front band to be maintained.
The rearmost lubrication groove between the three sealing ring grooves of the front drum has been deepened and the holes size increased in order to improve the oil flow.
The lubrication feed hole in the reverse sun gear has been increased in diameter.
ONE-WAY CLUTCH ASSEMBLY
An uprated 1St speed on-way clutch assembly has been introduced which will have 30 sprags instead of the 24 sprags on existing assemblies.
The centre support of the transmission has an increased diameter rear clutch and lubrication drillings.
Band Application Chart:
CARRIER ASSEMBLY
An improved lubrication oil-flow has been achieved by introducing a wider bush into the carrier cover which has opposing helical oil grooves.
Non-crowned. shaved. short pinions have been introduced. In order to improve their durability. these pinions have no identification groove.
OUTPUT SHAFT
The lubrication hole in the output shaft has an increased diameter on Model 66 transmissions.
MAINCASE AND SERVOS
The front clutch and governor feed hole in the rear of the maincase has been increased +o 5.0 mm.
The rear servo piston and cover have been strengthened.
OIL-PAN
In order to improve cooling and to ensure that the pump suction pipe is at all times below the fluid level a deep oil-pan is being used on the transmission.
VALVE BLOCK
An adjustable cam bracket is fitted. A transmission oil filter spacer is being used on the transmission now that a deep oil-pan is employed.
MISCELLANEOUS
A 5 mm spirol pin, secured by a split pin in the transmission cross-shaft is now fitted. With the deep oil-pan. as fitted to the Model 66. the total fluid capacity, from dry, is approximately 7.9 litres (14 pints; 17 U.S. pints}.