Hydramatic
Turbo Hydramatic Identification
Sep 30, 2020 The hydramatic transmission was introduced for the first time with the Oldsmobile lineup as a test subject. The Oldsmobile cars at the time were a more popular platform and provided a larger audience for the experimental technology. The GM brand also wasn’t very confident in the hydramatic transmission. Without a doubt, the planetary transmission helped ensure the Model T's success - children could and often did drive the cars - but it still proved tricky to learn, especially for those used to more conventional sliding-gear transmissions, and it still couldn't be considered a true automatic, what with three pedals in addition to a throttle lever and a brake lever that doubled as a gear selector. 1946-1964 Single & Dual Range Hydramatic Front Pump Seal SKU H9-9 $22.00 Buy Now. Hydramatic Rear Band Adjustment Tool Hydramatic Rear Band Adjustment Tool SKU J5071 $40.00 Buy Now. Hydramatic Oil Delivery Sleeve Hydramatic Oil Delivery Sleeve. GM Hydramatic transmission specialist! At Classic Hydramatic we rebuild or resurrect your classic car or classic truck Early Hydramatic, Dual Clutch, Jetaway, Dual Fluid Coupler, or Turbo Hydramatic transmission. Expert on vintage GM Hydramatic and Turbo Hydramatic series. This article contains much useful information about the Hydramatic. Earl Madman Muntz put the Hydramatic in the Muntz Jets from 1950-1953. A project Jet I’m working on has a 337 cui Lncoln flathead mated to a 1952 Hydramatic. Of Type A fluid througha funnel in the dipstick hole. Hope to get it running.
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Basic Automatic Transmission Diagnosis
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Preliminary Checks
Always begin ALL transmission diagnosis with the following initial steps:
- Check transmission fluid level and condition. Fluid level should be at correct range hot, be free of bubbles on the dip stick, and not be excessively dark, watery or appearcontaminated.
- Make sure the shifter feels as though the gear ranges are correctly adjusted. Drive should engage drive, reverse should engage reverse, and the shifter should be free to move.
- Ensure the engine is running correctly. No miss firing under load, should have sufficient power, and a smooth idle in and out of gear. If the engine is not running correctly, fix anyconcerns that are engine performance related. Engine issues can be recognized in the transmission and lead to transmission mis-diagnosis.
Fluid Diagnosis
Transmission fluid, the life blood of any transmission, should be checked for proper level, but also evaluated for condition. The fluid should not exhibit thefollowing:
- Small metallic particles (metal) or dark colored particles (friction material). Check this by wiping the dip stick fluid into a clean white paper towel or piece of whitepaper. If material is noted in the fluid, the transmission will likely require overhaul to correct the condition. A further check point would be to remove the transmission pan and inspectfor excessive debris in the pan.
- A watery fluid condition coupled with very dark color and a strong burnt odor. This is an indication of overheating. The transmission will likely require overhaul to correctthe condition. Change fluid and filter and reassess transmission operation.
- When the fluid is dark, yet does not have a strong burnt smell, this may be a normal condition. High mileage units and age can darken the fluid. If the transmission isoperating normally, service the transmission by replacing the filter and exchange as much fluid as possible. Exchange the fluid after the initial filter / fluid change to freshen as muchtransmission oil as possible.
Shift and Driving Diagnosis
Transmission shifting should be smooth and exhibit normal application (no delays, abrupt engagement, drag, or slide). When driving with normal acceleration thetransmission should be expected to shift out of 1st at about 15 MPH, andout of 2nd at about 25-35 MPH. This will depend on how hard theaccelerator is pressed. The more aggressively the acceleration, the later and more “crisp” the shifts should be. Some basic shift diagnosis include:
- Late shifting – generally caused by an issue with the vacuum signal to the vacuum modulator. Check for engine vacuum leaks, collapsed vacuum hoses, misrouted vacuum lines at theengine. A plugged vacuum manifold port may also cause the issue. Leaking booster. When in doubt, install a vacuum gauge at the vacuum modulator and check the vacuum signal and response.The gauge should follow 'crisply' the engine throttle changes without delay. If all looks good, try another modulator. Also, if the modulator is leaking fluid at the vacuum port, replaceit.
- No Shifting – be careful with this one. Can be tricky. No shift may be caused by a stuck or inoperative governor, or may act like a no-shift when in fact the modulator is holding backthe shift since the vacuum signal to the transmission may be “wide open throttle”. The best test is to accelerate the vehicle to the last 1st-to-2nd shift point (generally at or near 35 MPH). If the vehicle shifts hard into 2nd, check the modulator and vacuum signal. If the vehicle does notshift, it is likely governor pressure problems and deeper diagnosis or repair may be needed. If you are able, check for a stripped governor gear or stuck govenor valve by removing the governorand inspecting. Stuck valve may be an indication of metal in oil.
- Late bump shift from 1st to 2nd – This may be caused by second gear clutch / band issues, a damaged 1-2 accumulator servoor second gear band adjustment (if equipped). In any case, the transmission will require inspection, adjustment and / or repair.
- Early Shifts – This is not common but may be caused by a partially stuck open governor valve, or a restriction in the vacuum signal to the modulator caused by a plugged port or kinked vacuumline.
- Starting in 2nd or 3rd gear – Begin by checking Reverse gear operation. If the transmission locks up (ordrags) in Reverse, then an internal clutch or band or one-way is seized in the engage position. That is why it starts in a gear other than first. Internal transmission inspection andrepair is likely required. If Reverse engagement is normal, then the likely cause is a stuck open governor valve. In any case, an inspection and repair of the governor and potentially thetransmission will be required.
- Slipping – slip in one or more gears, with or without load. Generally will also have burnt fluid. Check the transmission fluid level, and if low, correct and retest. The damagemay already have occurred. Internal inspection and repair may be necessary.
- Will Not Move Any Gear – If it will not move in any gear, then a major failure may have occurred. Check transmission fluid level. If empty, correct and retest. If fluid is atcorrect level, then an inspection and repair is required.
- Poor Acceleration / Engine Labors Yet Vehicle Does Not Accelerate Well -- If the vehicle has poor acceleration, yet the engine runs well, perform a torque convertor stall test. This willtest the convertor stator one-way for failure. If the convertor stator one-way fails, the vehicle will exhibit poor acceleration up to about 35 MPH, then like a switch being tripped, suddenlyaccelerate normally above 35 MPH.
Leak Diagnosis
Leaks may be minor or severe. Older transmissions may leak from more than one location since the seals have aged and hardened. If the leak is minor, tryresealing the leak (such as the pan gasket, speedometer O-ring, tail shaft seal). If the leak is major (such as front pump seal) or the leaks are too numerous, then a complete internalinspection, repair and reseal will be required.
Sound Diagnosis
Generally, gear or buzzing sounds may be caused by transmission gear failure or air in hydraulics, cooler line contact with body or frame, exhaust contacting body orframe, or an engine problem. If the gear sound follows the transmission shifting (such as growls in first and second, but not third) then the transmission planetary may be at fault. Ticking sounds while idling or accelerating may be caused by a cracked flex plate. Buzzing sound may be caused by cooler line routing where the line is contacting the frame or engine /transmission. Clicking and squeaking that follows road speed changes may be caused by a universal joint. Do not disassemble the vehicle until the origin of the sound is clearlypinpointed. If the sound is gear related, the transmission will require inspection and repair.
Whether or not you have heard the words “hydramatic transmission” before or not there, chances are you know what it is. The hydramatic transmission is one of the most important technological advances in modern automotive history. In fact, this special piece of machinery changed cars forever, and you probably have some version of it in your car today. Without realizing it, this innovation might actually be incredibly important to you.
The first automatic transmission
The hydramatic transmission was the first completely automatic transmission to be produced for consumer cars. Manual-transmission enthusiasts and purists might blame the automatic transmission for the death of the manual transmission. Regardless of personal opinion, the automatic transmission changed the automotive world forever, and it started with GM’s hydramatic transmission technology.
Turbo Hydramatic Identification
Ditching the clutch pedal
Thanks to the Cadillac and Oldsmobile sectors of the GM corporation, the first fully-automatic transmission that went into mass production was designed. The hydramatic transmission was introduced for the first time with the Oldsmobile lineup as a test subject. The Oldsmobile cars at the time were a more popular platform and provided a larger audience for the experimental technology.
The GM brand also wasn’t very confident in the hydramatic transmission. They decided that they were more willing to sacrifice the Oldsmobile name in case the concept wasn’t well received. That makes Oldsmobile the first car brand that had a mass-produced, fully-automatic transmission.
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It was well-received, obviously
People loved the convenience of the hydramatic transmission, and the rest was pretty much history. Automatic transmissions became all the rage, and more and more manufacturers stepped on to make their own. Since then, manual transmissions have become less and less common, but there are still plenty of new sports cars that you can buy with a stick shift.
Turbo Hydramatic Transmission
It quickly spread from Oldsmobile to Cadillac, and then to Pontiac. Soon after companies like Buick and Chevrolet began developing and testing their own versions of automatic transmissions. In the early 1950s, even Rolls Royce was buying the rights to use the hydramatic transmission.
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GM’s gamble to mass-produce cars with the hydramatic transmission truly paid off. It wasn’t only a success for Oldsmobile, but also GM as a whole, and it changed the automotive world forever. Since the introduction of the hydramatic transmission, we’ve come to see many variations of an automatic transmission.
Schwinn Hydramatic
In fact, there are so many variations of the automatic transmission that are produced by so many companies that they are more common than not. The technology used for automatic transmissions have made shifting faster, maintenance easier, and driving just a little less stressful.