Reluctant to get to top gear

[harveyp6]

Now my understanding of the box, Harvey, is that that means that presures within are slightly higher than they ought to be? And that would be good for firm engagement of the bands etc? Is that a correct assesment? Or is there any potential downside to such a setting? If not, I'm certainly not changing it, cos it's exactly how I would set the box up given the choice!

Chris

I'd agree with that asessment, and I'd say that having the pressures on the high side is less likely to cause harm than if they're on the low side, the only downsides are harsher engagement, the bump on the 2-1 downshift caused by this, and that if you engage "1" (first gear lockup) on the move then the pressures being high will force the rear servo on harder and the servo mounting is a weak point, but if you do that with the pressures set correctly, but with the throttle open, then the same thing applies anyway.

There's no thermostatic control of the cooler on a BW35, and the reason they can hang on longer when they're cold is the fluid is thicker.

 

[V8P6B]

Thanks for that guys. Yeah, as Chris says, its actually quite nice set up like it is, especially under quite hard acceleration, when the box changes up spot on for a bit of performance. The more I drive it, the more I like it. Happy Days! 8)

And now on to the next new problem that has developed the last few days... A front wheel bearing giving notice... but thats another thread... :roll:

 

[Rovertron]

Hi all,

For what it's worth V8P6B, I've had various BW35 worries and concerns in all eight years of V8 ownership:

A loose diff mount causing all sort of grief including grievous amounts of gearbox shunt.
High tickover giving prestigious amounts of D to R shunt,
No kickdown at all and terrible upchanges (cable adjustment needed)
To finally some difficult to repeat horrific noises and loss of power (the current malady).

I've even had a noisy 'cavitation' whine from the fluid frothing thanks to an old filter resolving by a new filter and fluid replacement.

And.... the cherry on top... the reluctant 3rd gear especially in the cold requiring throttle lift-off. Yet on heavy throttle, it's a complete angel holding the 1 to 2 and 2 to 3 upchanges right on the money (1 to 2 at 30mph, 2 to 3 at about 50-55) as well as bang on full throttle kickdown from 3 to 2 and 2 to 1 .

I'm currently going through some gearbox worries and have just come back from a run, so to get to the point, your upchanges on light throttle are about the same as mine; which currently are:

1 to 2 at about 10mph
2 to 3 at about 30mph

I admit I pay more attention to the road than watching the speedo.

Downchanges are:

3 to 2 at about 20 mph
2 to 1 stationary.

If you can track down a workshop manual, there is a great set-up page with all the speeds, up/down changes on different throttles including kickdowns. I'm not sure if it's completely correct but it is a very handy guide.

 

[V8P6B]

I've got one of the Rover manuals, it's very useful. My car's set up almost perfect now once warm, with only a very slightly late change into top when the box is cold, which I can live with. I have got a slight amount of backlash in the drivetrain somewhere, but not excessive, and my tickover is pretty much spot on, to the point where selecting drive almost cannot be felt or heard.