Miker, when the rear transmission shift fork is moved into reverse position it physically pushes the overdrive shift rail (and sun gear) rearward into the lockout position. This is why the overdrive shift lever loses all resistance to movement (cable disconnected) when the trans is in reverse—it doesn’t “feel” the return spring pressure anymore.

Here is a link to the manual for any who haven’t seen it. http://www.oldwillysforum.com/forum/TechData/BWOverdriveManual.pdf

1954 Crestline Victoria 312 4-bbl, 3-speed overdrive

peeet, I get that. But If the rail is properly in place and working (solenoid not engaged while parked). Shouldn’t the shift to reverse either 1) force the o/d to disengage or 2) stop the main transmission from engaging reverse? Maybe I’m confusing the remarks “locked up” with both being engaged. I owned a car with a bit of a Mickey Mouse factory 4 speed that would do that. If you pulled it from reverse and weren’t careful you could stick it in first (not always, just when it lined up right), with reverse still partially engaged. Letting the clutch out then really locked things up. Like call a roll back and put dolly’s under the rear wheels to load it. (It was a scrubby by the way).

miker
55 bird, 32 cabrio F code
Kent, WA
Tucson, AZ

Peeeot....as you suggested, I disconnected the O.D. cable to test the tension of the shift lever with the transmission in reverse.  Just as you predicted, there was no resistance to moving the lever from one stop to the other and no spring tension.  I then shifted the transmission into first gear and the free play of the lever was about 1/2" and the spring tension returned for the rest of the travel.  I assume that this means that the shift lever is working correctly????   Now what????  

Miker, when I am using the term “locked up” I am referring to the planetary gear set being locked, causing the transmission to operate like a conventional 3-speed. As for your question, it looks like there is a groove in the O/D pawl that corresponds to a larger diameter section of the shift rail. I am not positive but it looks like the idea is that when the rail is moved rearward (overdrive lockout) the pawl is prevented from moving at all because the large diameter section of the shift rail fits in the pawl groove. Conversely, if you were trying to shift into reverse while the solenoid is engaged, with pawl extended, you would be blocked from doing so because the large diameter section of the shift rail wouldn’t match up with the groove in the pawl.

Alan, based on what you described it sounds like the shift rail is indeed moving forward and backward like it should. I’m going to have to reread the thread to see if I can come up with anything else to try short of pulling the transmission out.

1954 Crestline Victoria 312 4-bbl, 3-speed overdrive

Peeeot....I have a feeling that my problem is going to come down to one of the causes described in sections 27-29 in the Borg Warner Manual.

It is looking more and more like my transmission is going to have to come out and someone who knows what they are doing will need to tear down the overdrive to figure out what is wrong inside of it.   I could pull the transmission myself but working on the internal parts of the overdrive is "way above my pay grade".  Does anyone know someone in the Southern California area who knows these transmissions?  

Alan, after reviewing the information again, I continue to believe that the root problem is mechanical and evidenced by the lack of freewheeling. I can see only two causes of no freewheeling: sun gear stuck engaged in locked position with planetary set, and locked up freewheel clutch. I can’t think of any way of dealing with either potential problem without overdrive disassembly.

I hope you can find a pro to sort it out for you. Good luck! I’m curious to know what the ultimate solution is.

1954 Crestline Victoria 312 4-bbl, 3-speed overdrive

peeeot, thanks. I knew the lock out was there, but never really understand how it worked. Got it now.

miker
55 bird, 32 cabrio F code
Kent, WA
Tucson, AZ

Miker, I’m not 100% on that explanation. The thing I’m not clear about is how it is possible for folks with a switch-activated overdrive to lock their drivetrain as described earlier in the thread. If the sun gear engages the planet carrier locking teeth and the pawl engages the sun gear control plate, that would lock the whole drivetrain just like shifting into park—but in order for it to happen, the shift rail would have to be able to move rearward with the pawl extended, contrary to my earlier explanation. Maybe someone else knows for sure.

1954 Crestline Victoria 312 4-bbl, 3-speed overdrive

The passage of a lot of years makes things a bit fuzzy. But when I was 17 I disassembled a T-85 R-11 unit to put a new first gear in, the original was chipped pretty good. I took the overdrive apart, checked everything, and managed to get it back together just following a (probably Motors) manual. The only trick I remember was from an old mechanic to “use a rubber band to hold the neddle bearings in, when you drive it it will break and not hurt anything”. I drove it for years with the only problem being a burned out solenoid years later. I’d tear one apart again. But mine was all working right when I started. Makes it easier than diagnosing a problem.

miker
55 bird, 32 cabrio F code
Kent, WA
Tucson, AZ