BW DG query

F

FrazzleTC

Active Member
This isn't a P6 question, I'm afraid, but, rather relates to a car that one of my good friends has acquired. It's an Armstrong Siddeley 346 with a Borg Warner DG fitted.
Now, my friend has a query relating to the pressure take off points.
Many of the test procedures to isolate the probable cause of transmission faults require a test gauge to be screwed into one of the pressure take off points and the reading checked against the normal range with unit running. I can get pressure test kits but need to know the thread type. The ones I've come across on ebay are either only BSP or NPT (taper). The Rover book just refers to use of the specified Churchill tool. No mention of its tread type or size.
Anyone know the answer?
Thanks in advance!
 
You might be better off asking on the P5 forum as I would expect Phil-Nottingham to know that. If not all you could do is remove one of the plugs and check it against a thread guage. Pressure tests don't really tell you a lot, if you check and have low or no pressure, it won't tell you why, and most times you know what is and isn't working when you drive the car.
I've got the pressure kit for the BW35 and I've never used it. There are loads more pressure test points on the DG though.
 
Another little question, which I'm not is DG specific, but relates to the same application.

The starter ring gear on the BW DG250 torque converter appears to be readily detachable from the latter via two bolts with locking tabs and to be located on to a flange which itself is welded to the torque converter during manufacture. Is the ring gear locating flange of a standard dimension on all DG 250 torque converters permitting inter changeability of ring gears of different OD/gear pitch to suit various engines which offered a DG250 automatic transmission? The context is a wish to use a Rover P5 3 litre DG250 torque converter on an Armstrong Siddeley 346 that has a non-operational DG250 automatic gearbox and potentially suspect torque converter. The Rover's DG250 automatic transmission is to be swapped as well onto the A-S bellhousing. As the transmission to be replaced is still in the A-S the starter ring gear dimensions have not yet been compared but it is quite probable that they will be of different sizes. Is it simply a case of swapping ring gears if they turn out to be different sizes?
 
I'd guess* that you could use the A/S bellhousing on the Rover box, and the A/S ring gear on the Rover converter as both boxes are DG250's. By then companies were realising the benefits of having common parts between various manufacturers, but you won't know for sure until you get all the bits in front of you.

It's a lot more complicated getting the converter on to the front of the box on a DG compared to a BW35. The whole thing needs to be fitted to the engine as one unit, as opposed to the BW35 which can be fitted bellhousing and converter first, followed by the box afterwards.

*And it's nothing more than that TBH.
 
Thanks chaps! I've given my friend a 3 litre workshop manual with diagrams to work from.
He's got just a couple of other questions, if anyone might be able to help?
First of all, does anyone know the differences between the 150, 200, and 250 models?

Also, is Comma AQF compatible with DG boxes?

Thanks in anticipation.
 
FrazzleTC said:
First of all, does anyone know the differences between the 150, 200, and 250 models?
Click to expand...

AFAIK the higher the number, the bigger the engine they can cope with.




FrazzleTC said:
Also, is Comma AQF compatible with DG boxes?
Click to expand...

Initially they were specced for Type A fluid, which developed into Dexron, but if you trawl through these service bulletins, it seems that was later changed to Ford Spec M2C-33F/G


http://www.terrysjag.com/3.8%20L%20Auto ... ervice.pdf
 
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