WARNER MODELS TRANSMISSIONS

WARNER MODELS
TRANSMISSIONS
WARNER 1939 ELECTRICAL
OVERDRIVE CONTROL CONT.
SPECIFICATIONS:—Control system units for each car
model are of various makes as foUows:
Solenoid Relay
Solenoid
Chrysler, DeSoto....Auto-Lite HR-4201.... Auto-Lite
Graham 96,97
R-B-M Model 4740
Delco-Remy
Packard
_
R-B-M Model 4780....Delco-Remy
Studebaker Comm. Auto-Lite HR-4201S Delco-Remy
Studebaker Pres. ..Auto-Lite HR-4201....Delco-Remy
Specifications for each type of equipment are as
follows:
AUTO-LITE SOLENOIDS
Small Plunger 'B'—Should close with 2.5 volts min.,
4 volts max. (6 volt units), 5 volts min., 8 volts max.
(12 volt units) with large plunger 'F' %" from
bottom.
Large Plunger 'F'—Should exert pull of 21 lbs. min.
(70° F.), 15 lbs. min. (210° F.) when %" from bottomed position.
Contact Gap (main contacts)—.047" plus or minus
.015" with large plunger 'F' bottomed in coU.
Current Draw (At 70" F.)—TBoth coUs' figure is for
both Holding and Starting coils together (main
contacts closed). 'Holding CoU' figure is for Holding coil only (main contacts open—plunger bottomed in coil).
Both Coils
Holding CoU
Both Coils
Holding CoU
Six Volt Units
Min. — Amperes — Max.
29.0
31.0
1.2
1.3
Twelve Volt Units
14
55
15
65
Volts
3
6
6
12
AUTO-LITE RELAYS
Contact Gap—.026". Air Gap—.012-.017" (closed).
Closing Voltage—2.5-3.5 volts (6 volt units), 5.0-7.0
volts (12 volt units).
Current Draw—Measure between 'TH.SW' and
'IGN.SW terminals at 75° F. Current should be 1.01.2 amperes at 6.0 volts (6 volt units—winding resistance 5-6 ohms), .8-.92 amperes at 12.0 volts (12
volt units—winding resistance 13-15 ohms).
Fuse—14 ampere capacity. Mounted on relay.
CAUTION—Do not use any other capacity fuse.
R-B-M RELAYS
Contacts Close—3.5-4.5 volts.
Current Draw—% ampere.
NOTE—No fuse used with this relay on Graham
and Packard models.
DELCO-REMY SOLENOIDS
Model 1569 (Six Volt), 1573 (Twelve Volt)
SmaU Plunger 'B'—Should close at 5.0 volts (1569),
6-10 volts (1573) with %" air gap of large plunger.
Large Plunger 'F'—Should close against 16 lb. puU
with %" plunger air gap at 6.0-6.38 volts (1569),
12.0-12.75 volts (1573) with both coUs operating, and
should hold against 18 lb. pull when bottomed in
coil at 6.0-6.35 volts (1569), 12.0-12.75 volts (1573).
Contact Gap (main contacts)—.020-.060" with large
plunger 'F' bottomed in coU.
Contact Spring Tension—10-13 ounces.
Current Draw—'Both CoU' figure is for both starting coU and holding coU together (main contacts
closed), 'Holding CoU' figure for holding coU only
(main contacts open—plunger bottomed in coU).
Six Volt—Model 1569
Amperes
Volts
Both CoUs
28-34.
6.0-6.38
Holding CoU
9-1.1
6.0-6.35
Twelve Volt—Model 1573
Both Coils
24.5-27.5
12.0-12.75
Holding CoU
66-.72
12.0-12.75
TROUBLE SHOOTING:—If overdrive does not operate,
check for blown fuse on relay. This fuse wUl blow if
control system does not operate properly. If fuse
blows continuously, check wiring circuits for
grounds or shorts, make certain that ignition circuit is shorted out momentarUy when solenoid first
energized (necessary to relieve gear load so that
solenoid can withdraw pawl), see that pawl plunger
operates freely without binding.
CAUTION—Do not instaU fuse of any other capacity than 14 ampere. This size fuse designed to protect control circuit from overload and to prevent
car staUing if transmission control does not operate
for any reason (Ignition wUl be restored and car
can be driven after fuse blows. NOTE—No fuse used
on Graham and Packard models.
WARNER 1939 TYPE
(WITH ELECTRICAL CONTROL OVERDRIVE)
Std. or Optl. Equipment On:
Model AS3-T86A
CHRYSLER ROYAL, MODEL C22 (1939)
DE SOTO, MODEL S6 (1939)
Model AS5-T85A
CHRYSLER IMPERIAL, MODEL C23 (1939)
CHRYSLER CUST. IMP., MODEL C24 (1939)
Model AS7-T88
STUDEBAKER CHAMPION, MODEL G (1939)
STUDEBAKER COMMANDER, MODEL 9A (1939)
STUDEBAKER PRESIDENT, MODEL 5C (1939)
Model AS9-T88
GRAHAM STD. & SPEC, MODEL 96 (1939)
GRAHAM SUPERCHARGER, MODEL 97 (1939)
Model AS9-R6 (Overdrive Only)
PACKARD SIX, MODEL 1700 (1939)
PACKARD '120' EIGHT, 1701,1A, 2 (1939)
PACKARD SUPER EIGHT, 1703, 3A, 5 (1939)
NOTE:—Graham Models. This type used on later cars
only. See separate article for data on first type Horizontal Transmission with R6 Overdrive.
Packard Models—This Overdrive unit used in conjunction with the regular Packard Transmission.
See Packard Transmission article for data on
Transmission. Complete data on Overdrive unit is
given below.
Models AS7-T88, AS9-T88—These models are 'Horizontal Type'. Serviced in same manner as other
models except that transmission case cover is located on side of case.
TYPE:—Constant-mesh, synchro-mesh (Second &
High), sliding gear (Low & Reverse), all heUcal
gear type. Main drive gear mounted on ball bearing
in front end of case. Mainshaft mounted on pUot
roUer bearing in main drive gear hub (front end),
baU bearing in bearing retainer or overdrive adapter
bolted to rear of case (rear end) and extends
through into overdrive unit. Counter gear cluster
mounted on roller bearings on stationary countershaft with spacer between bearings and thrust
washer at each end. Reverse idler gear mounted on
plain bushing on short shaft which is retained by
key which engages slot in case at rear end.
Overdrive Unit:—SimUar in design to other Type R6
overdrive units except for sun gear mounting and
control as follows: Sun gear is free to revolve on
transmission mainshaft and is held stationary (for
overdrive) by a spring-loaded, solenoid controlled
clutch pawl mounted on the overdrive adapter
plate. The pawl slides between two guide plates and
m the inner position engages the sun gear blocker
plate so as to prevent rotation of the sun gear.
When the pawl is withdrawn by the solenoid to free
the sun gear, a balk ring (assembled loosely on
blocker plate) is dragged around sufficiently to
block the pawl In the withdrawn position (when
torque reversed by accelerator pedal release, balk
ring returned to original position so that pawl can
engage), but is prevented from further rotation by
lugs on the rim of the ring.
Synchronizing Units:—Various types used as follows:
Drag Ring Blocking Type (Chrysler C22, DeSoto)—
Synchronizer rings are loose in ends of inner clutch
sleeve and are actuated by a drag or friction ring
within the outer clutch sleeve which contacts lugs
on the synchronizer rings (initial movement of outer clutch sleeve carries drag ring with it and forces
synchronizer rings in contact with cones on gear
hubs). Teeth on synchronizer rings block or prevent gear engagement untU synchronization completed when final movement of outer clutch sleeve
causes clutch teeth on rim of sleeve to slide past
teeth on synchronizer ring and engage clutch teeth
on gear hubs. Inner clutch sleeve is stationary on
shaft and does not move during synchronization
and gear engagement.
Blocking Lug Type (Chrysler C23, C24)—Synchronizer rings mounted loosely in ends of inner clutch
sleeve (retained by snap rings) and are actuated in
usual manner by inner clutch sleeve (inner and
outer sleeves centered by poppet balls and springs
and move as a unit during synchronization). Three
lugs on synchronizer rings block or prevent gear
engagement until synchronization completed when
the final movement of the outer clutch sleeve e n gages the clutch teeth on the gear hubs.
Wire Bound Strut Blocking Type (Graham, Studebaker)—Synchronizer rings are free in ends of inner clutch sleeve and are actuated by three struts
which fit in slots in inner clutch sleeve and engage
notches In the rings. Struts are centered in outer
clutch sleeve by a locking wire or ring engaging

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