Overdrive (mechanics) 1

Overdrive (mechanics)
Overdrive can refer to two different things. An overdrive is a device
which was commonly used in automobiles to allow the choice of an
extra-high overall gear ratio for high speed cruising, thus saving fuel,
at the cost of less torque. Usually the final or top gear is called
overdrive. Non direct drive gears increase torque multiplication at the
expense of higher engine rpm and thus, decreased fuel economy.

It also refers to a combination of gearing inside a transmission or

transaxle which results in the output speed being greater than the input
speed. In the latter case, "overdrive" does not refer to a physically An overdrive is sometimes a separate unit that fits
separate identifiable part/assembly. into the back of a gearbox, as with this Fairey
unit. A plate warns to only engage the unit in
third and fourth gears.
History
Early manual automotive transmissions were limited to three or sometimes four speeds, with only the most
sophisticated being five speeds. This left an unfulfilled need for a higher gear ratio for highway cruising, which was
filled by the addition of separate overdrive units (auxiliary or bolt-on), in order to simulate an extra gear. Today
however, automotive transmissions manufactured since the 1980s tend to include overdrive within the transmission.
In the aftermarket early non-overdrive vehicles and 3/4 ton or heavier diesel trucks (where fuel economy and more
gears are always in demand) are the main use of bolt-on auxiliary overdrives.

Usage
Generally speaking, overdrive (OD) is the highest gear in the transmission. Overdrive allows the engine to operate at
a lower rpm for a given road speed. This allows the vehicle to achieve better fuel efficiency, and often quieter
operation on the highway. When it is switched on, an automatic transmission can shift into overdrive mode after a
certain speed is reached (usually 70+ km/h [43+ mph] depending on the load). When it is off, the automatic
transmission shifting is limited to the lower gears. For an automatic transmission, it is almost always best to select
overdrive and allow the transmission to control engagement of the overdrive. (It may be necessary to switch it off if
the vehicle is being operated in a mountainous area or when towing a trailer). With a manual transmission, overdrive
should usually be selected when the average speed is above 70 km/h (approx. 43 mph).
The automatic transmission automatically shifts from OD to direct drive when more load is present. When less load
is present, it shifts back to OD. Under certain conditions, for example driving uphill, or towing a trailer, the
transmission may "hunt" between OD and the third gear, shifting back and forth. In this case, switching it off can
help the transmission to 'decide'. It may also be advantageous to switch it off if engine braking is desired, for
example when driving downhill. The vehicle's owner's manual will often contain information and suitable
procedures regarding such situations, for each given vehicle.
Virtually all vehicles (cars and trucks) have overdrive today whether manual transmission or automatic. In the
automotive aftermarket you can also retrofit overdrive to existing early transmissions. Overdrive was widely used in
European automobiles with manual transmission in the 60s and 70s to improve mileage and sport driving as a
bolt-on option but it became increasingly more common for later transmissions to have this gear built in. If a vehicle
is equipped with a bolt-on overdrive (e.g.: GKN or Gear Vendors) as opposed to a having overdrive built in one will
typically have the option to use the overdrive in more gears than just the top gear. In this case gear changing is still
possible in all gears, even with overdrive disconnected. Overdrive simply adds effective ranges to the gears, thus
overdrive third and fourth become in effect "third-and-a-half" and a fifth gear. In practice this gives the driver more
Overdrive (mechanics) 2

ratios which are closer together providing greater flexibility particularly in performance cars.

How an overdrive unit works

The overdrive consists of an electrically or hydraulically operated epicyclic gear train bolted behind the transmission
unit. It can either couple the input driveshaft directly to the output shaft (or propeller shaft) (1:1), or increase the
output speed so that it turns faster than the input shaft (1:1 + n). Thus the output shaft may be "overdriven" relative
to the input shaft. In newer transmissions, the overdrive speed(s) are typically as a result of combinations of
planetary/epicyclic gearsets which are integrated in the transmission. In these cases, there is no separately
identifiable "overdrive" unit. A number of such transmissions and transaxles are manufactured by Aisin, for use in
vehicles produced by many different manufacturers. In older vehicles, it is sometimes actuated by a knob or button,
often incorporated into the gearshift knob, and does not require operation of the clutch. Newer vehicles have
electronic overdrive in which the computer automatically adjusts to the conditions of power need and load.

Overdrive in Europe
The vast majority of overdrives in European cars were manufactured by an English company called Laycock de
Normanville (later GKN Laycock), at its Little London Road site in Sheffield, which is now demolished and
remanufactured in the UK by an ex-Laycock de Normanville employee trading as Overdrive Spares [1]. The system
was devised by an Englishman, named Captain Edgar J de Normanville (1884 - 1968)[2] , through a chance meeting
with a Laycock Products Engineer. De Normanville overdrives were found in vehicles manufactured by Ford, British
Leyland, Jaguar, Rootes Group and Volvo to name but a few. Another British company, the former aircraft builder
Fairey, built a successful all-mechanical unit for the Land Rover, which is still in production in America today.
The first production vehicle to feature the Laycock system was the 1948 Standard Vanguard Saloon. The first unit to
be created was the A-type overdrive, this was fitted to many sports cars during the 1950s. Several famous marques
used A-type overdrives, including Jaguar, Aston Martin, Ferrari, Austin Healey, Jensen, Bristol, AC and Armstrong
Siddeley. Later the A-type overdrive was to be fitted to the entire range of TR cars.
In 1959, the Laycock Engineering Company introduced the D-type overdrive, which was fitted to a variety of motor
cars including Volvo 120 and 1800s, Sunbeam Alpines and Rapiers, Triumph Spitfires, and also early 3-synchro
MGBs.
From 1967 the LH-type overdrive was introduced, and this featured in a variety of models, including 4-synchro
MGBs, the Ford Zephyr, early Reliant Scimitars, TVRs, and Gilberns.
The J-type overdrive was introduced in the early 1970s, and was adapted to fit Volvo, Triumph, Vauxhall/Opel,
American Motors and Chrysler motorcars, and Ford Transit vans.
The P-type overdrive marked the last updates and included both a Gear Vendors U.S. version and a Volvo version.
The Volvo version kept the same package size as the J-type but with the updated 18 element freewheel and stronger
splines through the planet carrier. The Gear Vendors U.S. version uses a larger 1.375 outer diameter output shaft for
higher capacity and a longer rear case.
Over a period of 40 years, Laycock Engineering manufactured over three and a half million overdrive Units, and
over one million of these were fitted to Volvo motorcars.
In 2008 the U.S. company Gear Vendors, Inc. of El Cajon, California purchased all the overdrive assets of GKN to
continue production of the U.S. version and all spares for J and P types worldwide.
The system features an oil pressure operated device attached to the back of the standard gearbox operating on the
gearbox output shaft. Through a system of oil pressure, solenoids and pistons, the overdrive would drop the revs on
whatever gears it was used on by 22%. For instance, the overdrive system applied to a Triumph TR5 operates on
2nd, 3rd and top gear. When engaged, the overdrive would drop the revs by approximately 450 rpm. The advantages
this had on fuel consumption was quite marked over long distances.
Overdrive (mechanics) 3

Overdrive in North America

In the days before automatic transmissions were common, especially in the 1950s, many rear-wheel drive American
cars were available with an overdrive option. Borg Warner provided the box that was factory-installed between the
transmission and a foreshortened driveshaft. Since the overdrive function, if enabled, could be shifted by simply
easing up on the accelerator without depressing the clutch pedal, the action was much like a semi-automatic. Also, an
electrically operated solenoid would deactivate the unit via a switch under the accelerator pedal providing the
equivalent of the kickdown of the automatic. A knob connected to a bowden cable, similar to some emergency brake
applications, was also provided to lock out the unit mechanically. Using overdrive with the main 3-speed
transmission in 2nd gear was similar in ratio to 3rd gear, and with the main transmission in 3rd, the overall ratio was
fractional (i.e., "true overdrive").
Such add-on overdrive boxes were available from the 1930s to the 1970s for cars and light trucks.
Today, all gas and diesel cars and trucks come with an overdrive transmission because of the benefit to fuel economy
and the environment (reduction of CO2 emissions). Overdrive is included in both automatic and manual
transmissions as an extra gear (or two in some cases).
Since 1979 Add-on overdrives are provided by Gear Vendors, Inc., El Cajon CA. for most U.S. made vehicles from
the 1920s through to current (2010) cars and light trucks.

Fuel economy and drivetrain wear

Using overdrive gearing, the car's engine RPM drops, reducing engine wear and normally saving fuel. Since 1981
U.S. CAFE (corporate average fuel economy) legislation virtually all domestic vehicles have included overdrive to
save fuel. One should refer to the car's owner's manual for the proper speed to run at overdrive. All engines have a
range of peak efficiency and it is possible for the use of overdrive to keep the engine out of this range for all or part
of the time of its use if used at inappropriate speeds, thus cutting into any fuel savings from the lower engine speed.
There is some debate on the overall efficiency of overdrive gearing, as it requires more moving parts than direct 1:1
drive, but most will agree that within the transmission, this effect is minimal. The other difficulty can be in the drive
shaft rotation speed.
Overall drivetrain reduction comes down to three basic factors: transmission gearing (including overdrive),
differential gearing (in the axle), and tire size. The rotation speed problem comes into effect when the differential
gearing is a high ratio and an overdrive is used to compensate. This may create unpleasant vibrations at high speeds
and possible destruction of the driveshaft due to the centripetal forces or uneven balance.
The driveshaft is usually a hollow metal tube that requires balancing to reduce vibration and contains no internal
bracing.
The higher speeds on the driveshaft and related parts can cause heat and wear problems if an overdrive and high
differential gearing (or even very small tires) are combined, and create unnecessary friction. This is especially
important because the differential gears are bathed in heavy oil and seldom provided with any cooling besides air
blowing over the housing.
The impetus is to minimize overdrive use and provide a higher ratio first gear, which means more gears between the
first and the last to keep the engine at its most efficient speed. This is part of the reason that automobiles tend to have
larger numbers of gears in their transmissions nowadays. It is also why more than one overdrive gear is seldom seen
in a vehicle except in special circumstances ie. where high (numerical) diff gear is required to get the vehicle moving
as in trucks or performance cars though double overdrive transmissions are common in other vehicles, often with a
small number on the axle gear reduction, but usually only engage at speeds exceeding 100 km/h or about 60mph.
Overdrive (mechanics) 4

Mention in popular media

• The action of easing one's foot off the accelerator pedal to activate overdrive is described in Hot Rod Lincoln, a
rock song originally written in 1955.
• Kenny Loggins' "Danger Zone", one of the main songs of the original soundtrack of the film "Top Gun" includes
a verse about overdrive [3]

External links
• "How Automatic Transmissions Work - Overdrive" [4] (with a Flash interactive animation)
[http://www.odspares.com/ "Technical Site"

References
[1] http:/ / www. odspares. com/
[2] "Obituary: E,J.de Normanville". Motor: page 112. date 27 January 1968.
[3] " Kenny Loggins Lyrics, Danger Zone Lyrics >> (http:/ / www. stlyrics. com/ lyrics/ topgun/ dangerzone. htm)". Stlyrics.com. . Retrieved
2009-10-24.
[4] http:/ / auto. howstuffworks. com/ automatic-transmission8. htm
Article Sources and Contributors 5

Article Sources and Contributors

Overdrive (mechanics)  Source: http://en.wikipedia.org/w/index.php?oldid=323288553  Contributors: 3sgte, AGToth, AndrewWTaylor, Andy Dingley, Antandrus, Arminator, Artmario2001,
Ashley Pomeroy, CALR, Canley, Charles01, ChrisCork, Chuck Carroll, Collard, Culmensis, Davidsreid, Db the dba, Emoscopes, Gaius Cornelius, Gene Nygaard, Glenn, Glennb28, Grendelkhan,
Gvrick, Gzuckier, Hellomom, Hooperbloob, JaGa, John Nevard, Jwpurple, KB1KOI, Kjkolb, Lolbill, LrdChaos, Madsteve7, MikeCapone, Mr Larrington, Overdrivespares, PeterDz, Pjrich,
RedSpruce, RenniePet, Rfl, Rmhermen, SURIV, Scientizzle, Sfoskett, Sikboi, Six, SlayerK, Sobolewski, Sonett72, SpiderDawn, Sponge, Supra90, T3hllama, Tuor Beleg, Tygone2, Typ932,
Yamla, Zoohouse, 73 anonymous edits

Image Sources, Licenses and Contributors

Image:Fairey overdrive.jpg  Source: http://en.wikipedia.org/w/index.php?title=File:Fairey_overdrive.jpg  License: unknown  Contributors: Lewis Collard

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