How does it work? Patents, animations. Ford Model T Transmission
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- เผยแพร่เมื่อ 4 พ.ค. 2024
- This video is an excuse to study the original Ford patents for the Model T transmission. In so doing, I also explain its workings.
CAD animations by Flivver Channel.
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🔵 Brief transmission animation • Ford Model T Transmission
CONTENTS
00:00 - Intro
02:20 - The Parts
04:14 - The Pedals
05:58 - High Gear, Clutch
07:22 - The Brake Drum
07:59 - The Low Speed Drum
09:00 - The Reverse Drum
09:16 - The PATENT
11:10 - Conclusion
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#fordmodelt #modelt #modela #transmission #planetarygears - ยานยนต์และพาหนะ
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Wow this is a lot of work to produce this material. Greatly appreciated. Super interesting 🍻
Glad you liked it!
For the time, this was sophisticated transmission engineering. Very clever, robust and was in production for a long time. Thanks for a comprehensive and educational video.
Thanks for watching!
I'm from Australia but my father grew up in Denver and Sacramento. Whilst living in Sacramento in the early 1920's, he and his Brother built a boat and installed a model T engine and gearbox. The problem with ordinary gearboxes in boats is reverse gear is too slow. He used to tell me about how, with a model T gearbox you could weld one of the bands and have a reverse that was full speed, like forward. I found this article very interesting, because I never fully understood how all this worked.
I have heard of this as well, one does not need low or a Slower than direct reverse....I am not sure how that would be done....Unfortunately the only people that I knew of this are all gone now.... :(
Interesting! I will look more closely at old lakeboat engines and trans
This transmission design is one of the best transmission designs ever developed. Henry Ford is truly a brilliant entrepreneur and businessman. Today's transmission engineers will never admit how clever and efficient this transmission design really is. This triple gear design is brilliant and strong. Yes it is hard to understand how it works but once you do the math you will realize this transmission design's superiority, even by today's standards.
Yep. Agree.
Indeed it would seem to be an ideal transmission for an electric motor 🤔
This is a great video. About 70 years ago, I can remember driving a 1926 Motel T Touring Car (I think that was what it was called). It was very confusing operating the foot petals. But is was a lot of fun for a young kid.
Thanks for watching!
My son is in his twenties but the first car he ever drove was a Model T that had long ago been turned into a hotrod. We let him drive it around the ranch a bit with his little brother in the passenger seat. The 8 ball shifter stuck so high up out of the floor, it was over both of their heads. They stayed in 1st.
This really was engineered well for the purpose. Talk about staying power, they came up with some good fundamentals that are still with us now.
The engineers and designers were brilliant!
Thanks! My dad tried to explain how the Model T transmission worked but I did not understand until now. My grandpa used to make farm machinery like buck rakes and buck loaders out of Model Ts. These had to Model T transmissions in series to get a really low gearing. Dad tried to explain how what worked to me too with all the pedals but I'm still not sure on that one :)
You're welcome!
Interesting
Multiplying reduction gearing I see
@@fil1329 Cool, eh?
great video. I am 78 years old and grew up on the farm fixing and operating lots of machinery. I never rode in or drove a model T. but do understand the car and could operate it if I needed to do so.
I am glad you enjoyed the video. Model Ts are really fun to drive - so unique
I never truly understood how those things worked… now I have a clue. Thanks.
Glad to help in a small way.
This is beautiful explanation of how these work! When I describe it to people at car shows and such, I describe it as a two-speed automatic that you manually shift. Just about the easiest thing in the world to drive, as long as you've never driven a car before. Perfect first car for the masses, and much easier to drive than anything that came after it until at least synchromesh gearing.
Totally agree. It really was perfect for its time in history.
Chrysler had fluid drive transmissions you could shift with or with out depressing clutch.
@@gonesideways6621 True enough, but that was still at least 30 years after the Model T was introduced. And I can't say I have much experience with the more advanced or at least more modern transmission types, but didn't the early ones like the Vacamatic still need a synchromesh gearbox to work smoothly, at least until they switched to freewheeling?
FYI, Indy cars generally used modified T transmissions until the 1960's. If properly prepared they handled 400+ HP without breaking but they did have a separate clutch.
That's interesting. I will research that.
I do know they were 2 speed and have heard drivers refer to them as model T transmissions. I suspect that they were using a modified version of the T planetary gear setup. Many had a modified case cast of aluminum. They may have just been 'inspired' by the T but I'm sure I heard AJ Foyt call them a T transmission in an interview. @@flivverchannel
Henry Ford was so close to making the first automatic transmission . If only he knew .
Haha. True!
Yes, the two speed automatics like the Powerglide & the Ultramatic, although more refined, operated on the same principle. The low band, reverse band & the High clutch, rathere than being manually operated, were operated by hydraulic cylinders (servos) & the brake band was replaced by a parking pawl.
@@n.mcneil4066 interesting!
I’ve always found the transmission setup to be the most interesting part of the model T. I’ve watched many videos explaining its operation but this video is on another level. Amazing job, and your voice is perfect for these type of instructional/educational videos. Great job man!
Thanks! Glad you liked it.
Another good video. The T transmission is a mysterious beast to most folks ....
Thanks Donnie. I have yet to rebuild one. That's a future adventure and learning opportunity!
Ironically, Toyota’s hybrid drives use a planetary gearset to control the relative speeds of the engine and two electric motor/generators, one of which is directly connected to the drive wheels.
Other than computers and electronics, humans haven't invented much that's truly 'new' in the last 100 years. I'll try to find some diagrams of that Toyota hybrid drive; sounds interesting.
It only uses planetary gears for reduction of output speed / increase of output torque. There is no "shifting" , only one ratio, and no brake bands. It is geared directly to the motor/generator in the "transmission" , the generator that is attached to the engine crankshaft is not connected (mechanically) to the transmission.
no, @@jamesgeorge4874, the planetary gear set in a Toyota Synergy Hybrid Drive is not just a reduction gear set. It acts as a power splitter, allowing the ratio between engine and output speeds to vary continuously by controlling the speed of one of the electric motor-generators (designated "MG1" in Toyota's technical descriptions). While there is only one planetary set in the power splitter, the ratio of input to output speeds is not fixed.
@@flivverchannel keep in mind that the Toyota design uses the planetary gear set as a power splitter. This is long-established design (at least several decades older than Toyota hybrids), and is used in other hybrid car transmissions including the GM models such as the Two-Mode and Voltec (used in the Chevrolet Volt) and many Ford hybrid models.
In the Toyota HSD design and every other power-split hybrid,@@jamesgeorge4874, both motor-generators and the engine are all mechanically connected to each other, and none are connected directly to the engine's crankshaft.
In the simplest version (such as a Prius), MG2 is connected to the output at a fixed drive ratio; the engine, MG1, and the output to the final reduction gearing are connected to the planetary power splitter. In normal operation with the engine running the power splitter divides mechanical power flow between the output and MG1, while the electrical output of MG1 powers MG2. The battery accepts surplus power (from MG1) or provides extra power (to MG2) allow the engine output to vary less than the load of driving the vehicle.
There are also a few series hybrids (not from Toyota). In a series hybrid the engine drives a generator (only), and the generator electrical output (plus or minus any battery discharging or charging) drives the electric motors which drive the wheels. Gearing in these systems may be planetary or parallel, but there are no planetary power splitters involved.
I love technical stuff,people take this stuff for granted everyday like starting your car,at one time you had to get out and crank a handle,now you just press a button or some key fob and magic happens.
I hear you. Thanks for watching!
Thankyou so much for such a clear explanation Steven. I have a Model A, and had a bit of an idea how the Model T worked, but your video is brilliant at demonstrating it. Thanks for taking the time to teach others like myself.
Cheers from Australia.
Thanks. My pleasure! Cheers from Canada
Enjoyed your video on the T trans. An automatic transmission without the automatic shift mechanism. Seems like on the low and reverse ,one is over driven and one is under driven so because the triple gears are pinned together one has to add teeth and the other has to subtract teeth which gives forward and reverse with the engine turning in the same direction. I'm not an engineer so I co sould be wrong. Good that the T engine only turns about 2400 rpm or so wide open. That's quite a heavy mass when in high gear to be turning at today's modern engine red lines. The Ruxtell underdrive axel is a nice after market addition. Gives a gear between low and high. Also an extra low gear which might be of use if you had the make a tractor kit offered back in the day. There was a company at the time making a kit I think to replace the front axel and make the T four wheel drive. Saw an article in the Model T Times . It was a depo hack they had converted. A very scarce item . Looking forward to seeing your next video.
Russel. Thanks very much for the thoughts. You are correct - that 4-wheel-drive conversion is nifty! I wonder how much power actually gets to the wheels, with all those extra mechanical losses. When you start with less than 20 horsepower, and then siphon some away with mechanical losses...hmmm. It is interesting that Henry approved of the Ruxtel axle, and considered it one of the few worthwhile improvements to the T. Henry RARELY approved of accessories to his 'perfect' car.
Fantastic video!! Your graphics are soooo good!. Thank you for taking the time to explain this.
I had to call a friend (who is a collector) to ask about how neutral is achieved for cranking. Ed Archer explained that linkage involved with setting the parking brake (at the rear wheels), also moves the left pedal into the neutral position.
Yeah, I didn't do a good job of explaining the pedal and handbrake linkages. I should do another video to explain those better. Thanks for watching!
OK, you missed one thing, but the rest of it was great. I will never be as good at making videos as you are. I'm impressed.
@@cadmanchannel 😊
I remember my dad saying that Ford put the flywheel magnets in the T right up to the end, when they had batteries and starter motors. He said that the first time the transmission had to have the bands worked on they would take all the magnets out (not sure why). I know I had a lot of them to play with.
Yes, some people prefer the simplicity of the generator and battery, rather than ALSO having the magneto. The magneto was included, right to the end of production, so that you could start the car and run the car even if the battery was completely dead. Thanks for watching!
Great explanation … love the animation.
Without moving pictures, I have trouble understanding things...
I've always felt this was a very very interesting transmission and so simple in my way of thinking it's simple and very dependable it's a shame nowadays how complex everything has gotten and I'm 73 years old but I'm still I still learn too much stuff everyday so I guess we'll just keep on going
If you have a modern car with an automatic transmission, it most likely has this design in the transmission, only with multiple combinations of these same planetary gear sets. Chevy's original Powerglide transmission two speed automatic transmission was literally this transmission with a speed and load sensor that automatically changed the high -low ratio by determining the speed of the car and engine.
Keep learning!
The Model T transmission is a two speed automatic transmission with a manual "valve" body (your feet).
True!
I mean, it really is a very impressive piece of engineering design.
Yes, we can really admire it!
Really nice CAD work!
Glad you enjoyed it
@@flivverchannel If you don't mind me asking, what CAD package do you use?
And did you actually measure and reproduce a real Model T transmission?
@@billlewis9740 I imported someone's attempt at a model of the T trans, from a service called GrabCAD. I used Solidworks to patch and imlrove the model to look aboit right. It is NOT accurate, but is representative
Very interesting 👍🥃 good vid and explanation of the workings
Thanks! Cheers. 🍺
Nice history lesson.
Glad you enjoyed it
Good work!
Thank you! Cheers!
My Ford hybrid uses a planetary gearset. Using two electric motors to vary the speed of the various components gives a wide and continuous gear ratio. This makes for a smooth change in speed and good performace and is only the size of a grapefruit. The differential is actual larger and more complicated mechanically than the transmission (not including the electric motors)
Incredible to put that much power thru such a small gear package.
Good video. Thanks
Glad you liked it Jim!
I often wonder if and why this design couldn't have continued to be improved into a manual-automatic type of transmission.
The jump into unsynchronized manual crunch-boxes, and then the extremely complicated 2 speed powerglides baffles me. This method seems like it could be tweaked to be easier to learn and more reliable.
It would be interdiction to see a modem embodiment of this; but I have not seen one attempted.
That was a very good description.
Glad you think so!
Neat video. I would have liked a little more content on its operation (how to use it). If you’re interested in (hopefully) constructive criticism, my preference would also be for longer stills with voice over and less cuts to the “talking head” shots. I enjoy listening to the narrative while seeing the content. Thanks for making this content.
Great suggestions! There are lots of "how to drive a Model T" videos on TH-cam. But maybe I can do one with more of this 'what's going on inside' at the same time. Thanks for the encouragement.
Muy bueno!!
Thanks for watching!
Many electric vehicle drive units also use a planetary reduction gear design... although in almost all cases it is always engaged, and does not shift. The Volkswagen Group J1 platform of the Porsche Taycan and Audi e-tron GT has a two-speed planetary transmission (shifted by multi-plate hydraulic clutch) in the rear drive unit.
Interesting.
@retiredbore378 believe it or not, Tesla is not the only EV manufacturer.
Yes, Tesla uses parallel gears (in two stages in the cars, three stages in the Semi to get a higher reduction ratio), and so do the Nissan Leaf and various other makes and models. What I said is that many - not all - EVs use planetary gearsets; examples include the Ford Mach E and some Volkswagens.
Whether parallel or planetary, all production car transmission gears are helically cut - straight-cut gears are too noisy.
@@retiredbore378the steam turbine reference is valid, but obscure. Typical parallel-shaft EV transaxle are just like a simple conventional transverse manual transaxle, minus all of the unnecessary parts: clutch, synchros, shift mechanism, and all but second gear. Of course the case is just big enough to hold the few remaining components: input shaft with one gear, output shaft with one driven gear and one driving gear, and final assembly of differential with a ring gear bolted to its case.
I don't doubt your knowledge of gears,@dbore378... just cars, specifically EVs. It's a little weird for a non-Tesla owner to quote Tesla specs, but there's a lot of information about Teslas in public sources. What have you owned?
In addition to the first three examples (not exhaustive list) that I mentioned, planetary gearboxes have also used in EVs by Chevrolet (Spark), Jaguar, other VW Group models, and Ford... in both the E-Transit (which uses the same drive unit as the Mach E) and the mass-production F-150 Lightning. There are likely more that I haven't noticed. That's multiple manufacturers and at least tens of thousands of cars now (but probably hundreds of thousands), and the Lightning alone will account for tens of thousands per year. Yes, that's "many EVs".
By the way, if your intention was to say that the maximum ratio of a single parallel gearing stage in a steam turbine ship is 10:1, and compare that to Tesla's practice, I'll note that no EV uses a ratio that high for a single stage because it technically possible but in practice not feasible. Older Tesla Model S transaxles had an overall reduction ratio of 9.734:1 or 9.325:1 (depending which of three different drive units), but that was always in two stages; one axle of the Semi is (or at least initially was - specs change) 23:1, but in three stages so around 3:1 per stage. Other brands tend to lower overall ratios, typically around 8:1, and again in two stages. Planetary reduction transaxles use a single planetary set, typically for a similar overall ratio, although is some cases (such as the Ford F-150 Lightning) it is a compound gear set.
Good info. Still over my head lol
I'll have to try harder next time....
@flivverchannel you did just fine! Perhaps it's me. Unfortunately we have a house full of covid so I'm probably not thinking straight. I'll get with you next week about a part 2.
Get well soon@@plywoodpalace8002
Wow that is really hi-tech for the times.
It's remarkable, isn't it?
Very nice explanation! Thank you! I gonna start teaching my Son how to drive in a month. Our 26 touring will be the first one followed by the 46 gmc dump truck…. “Double clutch tap the gas son”
Good luck with that! Ts are easy, but weird. Shift from Low to high at VERY LOW rpm. Low gear is just to get going walking speed.
@@flivverchannel driving a T for 15 years now. I love every minite of it! It’s like a farm machinery. Use it once a week when it’s not snowing or raining.
@@bountyflyer excellent. As Bruce at Klep's says "drive 'em if you got 'em"
Incredible engineering, they had nothing to copy from. Also, horse and buggy or cart to a model T, rev the engine and SLOWLY slide the handbrake off you are on the way, Love my Ts. Since about 1959. ALLAMERICANAL NZ.
Thanks for watching!
Wished he'd put more thought into my 1948 2N but it's still runs today.
I've got a few 2N parts in my Model T - some 2N parts are easier to find today than T parts. Thanks for watching.
I think you left an important part out - at least as I understand the transmission to work:
It is all about the rotation of the triple stack gears on their shafts - relative to the flywheel rotation, which they are mounted.
The three gears turn together as one unit mounted on shafts (they can rotate on their respective shafts) attached perpendicular to the flywheel.
The one gear is for output it is connected to final drive.
The other two gears are low speed & reverse - when either the low speed band or reverse band are engaged - the respective center gear is held stationary - thus the triple stack gears will either turn faster or slower than the flywheel.
This is the only difference between how low speed & reverse operate?
when the triple stack gears are turning faster than the flywheel this is reverse?
It was explained to me years ago.
The multi plate clutch provides direct drive for top speed.
The triple gears are weird. Are they 'triple gears' because there is 3 of them, or are they 'triple gears' because each one has three pitch diameters? I guess they are really triple triple gears... Anyway, thanks for your thoughts. I intend to study the transmission even more closely when I overhaul one. Maybe I'll do a follow-up video.
@@flivverchannel
I was looking at your cross section view & it looks like three separate gears that are held together, probably with some kind of screws.
The three gears have different pitch diameter.
It is probably easier to hob the gears separately & then assemble into one unit.
All three turn together.
Years ago, I was looking at a TH-cam that showed how a Model T transmission works.
I commented to the creator of the TH-cam that I did not understand how it goes in reverse, because 1st (low speed) & reverse seem to operate/function in the same manner.
He then sent me a detailed description of how the triple gears work.
My description is only from memory.
Basically, the triple gears rotate with the flywheel - but are on their individual shafts.
It is how they rotate on their individual shafts that determines low speed or reverse - they can turn CCW or CW on the individual shafts, this creates a forward or reverse.
I guess in high speed (direct drive) the triple gears are not revolving on their individual shafts but are still turning with the flywheel.
I hope that what I said makes sense?
Anyway, that person told me that their are supposedly Model T experts that don't really understand how the T transmission works.
Also, I remember in school the teacher was talking about gears &.mentioned that the Model T used Cycloid toothed gears instead of Involute tooth form.
Almost all machinery uses Involute gears, so it is a little unusual.
Thanks for making the TH-cam!
yes, it must be the ratio differences between low and reverse gear sets causing the triple gears to run in either direction I cannot visualize the rotating carrier with gears going all directions. Your explanation is by far the best one I have found....thanks@@chamberizer
@@larryanderson8049
Yes, it is fascinating!
@@larryanderson8049the carrier is always rotating in the same direction. When the green sun gear is locked by the brake band, it forces the planets to rotate. Since the planets have stepped diameters, the pitch velocities are different. Since the green planet is locked to a stationary gear, the smaller planet will give a positive speed, while the larger planet gives a negative speed.
Thank you. I have always wondered how it works. Where does the handbrake come into this, as I have seen people saying to set it half way (for starting?)😎
The handbrake was to your left & it was a parking brake. It applied the brake shoes in the drums on the rear wheels. The brake in the transmission was used to stop the car.
Thanks for the comment. I have since found that the handbrake has a cam on it which puts the gearbox into neutral.🙂🙂@@n.mcneil4066
@@melclark1066 That would be necessary, since the engine was hand cranked without a foot on the left pedal in neutral.
Question . . . Is it ok to use the low speed band to help slow the car equivalent to gearing down in a manual transmission, or possibly even using the low speed and brake pedal at the same time?
If you use the low band to slow the car, it will increase wear on the low band and drum, of course. It also puts loads through all the gears. If done aggressively, it could put more 'equivalent' horsepower through the transmission than the engine is able to, so overload is possible. To slow from High to Low, I would recommend First use engine braking with the throttle closed and the timing retarded, Then brake with the brake pedal until the engine revs match the speed of the car for Low, Then depress the Low pedal while matching the revs with throttle and returning the timing to normal. Thanks for watching!
This is an interesting design. I hope you have more on this to come. Specifically, how does the tranny disengage (go into neutral)? Obviously the forward gears would need to disengage when pressing the reverse lever and both disengage when hitting the brake. I'd assume the wet clutch serves that purpose? Also, how does the brake work when parked? Thank you.
Yes, I hope to dive even deeper in the future. For now... there is no true disengaged neutral. If none of the bands are tightened on the drum, and if the multiplate clutch is disengaged, then the triple gears do their dance to allow the flywheel to spin while the driveshaft is stationary. In 'neutral' gears and deuns are turning and any drag tends to try to creep the car forwards...
I can't help thinking that a development of this with more ratios would have been a better solution than the complicated and troublesome double clutch automatics that now proliferate. It would be so close to a "conventional" hydraulic automatic, which now can provide up to 10 ratios (too many??), but could then dispense with the torque converter. I don't know about efficiencies - is there a lot of friction in a planetary gear set?
Yes, the T Transmission is quite draggy in Low and Reverse. The Triple Gears always in mesh and concentric Drums always rotating relative to one another, generates a lot of friction
Adding a ruckstell 2 speed axle is supposed to really make it go, my dad had one but I couldn't get him to install it on his 21' pickup.
I would love to try driving a Ruckstell equipped T!
You know, the sad thing is Henry Ford is turning over in his grave he built simple cars easy to maintain and afford now look at his company building over engineered expensive cars to maintain and people can’t afford them grace and peace
Yes, modern cars have lost the self maintainability of these early cars.
The focus is overly on tech and useless gadgetry to sell vehicles instead of quality.
Hate to be the fly in the ointment but would the "kids" these days actually be capable of maintaining them anyway?
I blame the public education system btw.....
@@jpoppinga8417 indeed. Fewer and fewer young people can tackle mechanical repairs. But all is not lost! It is incredible what success some have, tutored only by TH-cam.
@@davidcoudriet8439 I read that smarthphone connectedness is a leading factor in making new car purchase decisions :0
Could this transmission be used in a modern pivot steer loader? Seems like it could be improved by changing the design to disc brakes instead of the drum brakes, and using servos to take the strain off the pedals.
In concept, sure! But remember thus transmission only handles 20 horsepower. You might be wiser to look at modern automatics that handle higher power. Thanks for watching!
So when you go into reverse how does the hi speed clutch pack disconnect? Is there an interconnecting cam or something?
There is no interconnection between reverse and the high speed clutch pack. Operationally, one is meant to ensure that 'neutral' is selected before engaging reverse. If neutral is NOT preselected, then reverse will stall the engine.
Clever system.
Thanks for watching.
With the brake drum, do the brake bands need replacing?
Yes, the bands wear like a brake shoe. They need adjustment, and ultimately, re-lining. The original linings were cotton or wood! Lately, Kevlar is also used.
Well that's slightly misleading. Seems to me the Dodge brothers were the engineers that invented that transmission, and after Henry put the screws to them they opened their own automotive company.
Could be. Can you point me to some references on that?
The electricaly controlled overdrives common on british sports cars in tje last century use a similar planetary set. Only two of the potential ratios are used. Direct drive where the entire gear set rotates as a solid unit and an aprox 0.8 to 1 step up via the planetary gears.
Neat! I didn't know that. I'll look it up.
What did you do, when you wanted to start the motor or let it idle, if you didn't have a neutral? As I understand it, you would have to hold the pedal halfway down. And what did you do if you wanted to push a stalled car? I can't see how you could get by, without being able to shift into a neutral like a modern manual transmission
The handbrake lever has a linkage to hold the left pedal half way down, when the handbrake lever is in it's mid position. This way, none of the bands are gripping the drums, AND the multi-plate clutch is disengaged. In this arrangement you can push, or start, the car.
I never understood how they worked.. thanks
Thanks for watching!
To me it looks like the 3 speed transmission from a bicycle ( Sturmey Archer AW ) except much bigger. Even down to the spring.
I had to look up some tech info on those. Very similar. Thanks for watching.
What I want to know, did any early aviation pioneer adapt the FORD planetary transmission to drive a multi-speed propeller? Any information....?
I have never heard of this. Interesting tho.
@@flivverchannel It is: a very obscure branch of aviation technology. Most of the hits you'll find on GOOGLE came from me. Most of the multi-speed propeller reduction gearbox developments occurred immediate pre-WW2 and on into WW2 in America and Britain. Never used in production aero-engines but several experimental prototypes were made. Only two were ever flight-tested, 1st at McCook Field, Ohio using adapted Liberty engine and the 2nd in England with a ROLLS-ROYCE Eagle engine. A Model T transmission conversion would have been a good candidate for experimentation, that's why I asked. Ask around, you might get lucky. Cheers.
@@andrerousseau5730 thanks!
The concept doesn't seem practical to me when variable pitch propellers were available. A lot of extra weight and complexity for little if any gain.
Hi Rowan, No, no. You misunderstand.; Progress with the multi-speed propeller was paced with general developments in aircraft propulsion. Practical variable-pitch propellers simply weren't available in the pioneering days and aero-engines were pathetically weak so more aggressively pitched propeller blades couldn't function as it would over-tax the engine on take-off. However, after the introduction of tetra-ethyl lead additive, power outputs of aero-engines underwent an exponential rise. Simultaneously, with the onset of war, the US Army air corps anticipated the need for super-heavy, long-range trans-Atlantic bombers for which massive engines (eg the STUDEBAKER XH-9350) would be required. The minimum fuel-consumption operating point of these engines corresponded to a shaft speed too low for efficient propeller operation, therefore the proposed solution was an extra step-up gear-ratio in the transmission. Think of it as the aero-engine equivalent of an automobile over-drive gear stage.
How does the reverse work exactly I know people who are 65 and STLL don’t understand it and they have been working on them since they were at least 30
What is the maximum hp it can handle
The Model T only produced 20hp. Some people have used this transmission with more powerful engines, but eventually the band and drum system, or the multi plate clutch, gives way.
Did the dodge brothers actually design this?
I don't know. Curious. Henry Ford often had designers fleshing out the designs that he layer patented, so maybe?
Something I still don't understand is, if the left pedal is pressed half way for neutral, how do you start it? With nobody on the pedals, it sounds like you would be starting it in high gear.
There is a linkage attached to the left pedal which ensures that the high gear multiplate clutch is disengaged when you are either at the neutral mid position or all the way down
@@flivverchannel I got that. But does that mean that starting the engine is a two person operation? If not, how is it kept in neutral while you are outside the car cranking on the engine?
@@johns7734 ah! The handbrake lever also has a linkage. When the hand brake is on, the trans is forced in neutral, holding it exactly like a middle left pedal does.
@@flivverchannel That explains it! Thanks. I knew that there had to be something.
Looks like there was almost as many individual parts in the transmission as there were in the rest of the car. Think of how many skilled machinist on manual lathes to cut all those teeth and gears.
Amazing isn't it?
It’s like the Ford Tri-Motor air craft. You can tell a ford Pilot by his three arms….
Interesting. Were they difficult to fly?
@@flivverchannelI’ve flown on one and spoke to the pilot, slow is what they are lol 80 knots all phases of flight. Not too hard to fly, but flies like a boat.
A good patent lawyer drafts the patent, returns it to the inventor for sign off, and the inventor doesn’t recognize his own idea.
😂
Truly a theft deterrent these days.
True 🤣
Bons tempos em que os carros não eram essas porcarias descartáveis de hoje.
Very Good!... #206 ✝ {3-10-2024)
.
There is no need to show a picture of the commentator. Using the full screen for the diagrams would be more effective.
Thanks for the suggestion.
And you know where the folks came from who designed it? The lads name is G. J. AND came from the H. Not from the U. SA. Sadly. 😅😊😮😢😂❤
Interesting. Can you link me to some references on this?
@@flivverchannel Jozsef Galamb. I try to find you some English links to this.
Elon Musk must have an army of engineers writing his patents 😅
No doubt!
Ford caught his transmission engineers doing nothing and fired them he wouldn't allow new innovation as model-t according to Ford was all that would ever be needed.
😅
Dodge brothers built the model fords and owned 10% of ford!
I understand they were a key part of the early Ford team.
A time and a place for everything, but it was carried on far too long and almost destroyed the company. Henry wasn't going to pay anyone a license fee to produce a better idea. He waited almost ten years after the starter was available before the T, got one, and we won't even mention hydraulic brakes.
😂
I couldn't get through this video because of the Mr. Roger's dialog with continual hillbilly music interruptions.
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1.5 speed helps
@@TheReadBaron91 😂
Nope. I still don’t understand it.
🤣 Guess I failed. I'll have to seek enlightenment, and try again; it's difficult to explain. Thanks for watching!
Worse mileage !
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