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redman60

Free Wheeling?

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Hupmobile had it right, called Super Drive. A push , pull knob on the dash. Pulled out a regular 3 speed transmission. Pushed in, free wheeling up two 35 miles an hr, let off the gass & engine speed is reduced 30%. Simple it cuts the engine from 3000 rpm to 2000 rpm. At this point it locks in and when you go under 35, it kicks out into free wheeling & you can shift to the forward gears with out using the clutch until you come to a complete stop. In Super Drive my 1936 8cyl gets 14 miles per gal. of fuel. And the over drive works in 2nd gear also. I only tried that once, the engine sounded too busy. When you shift into reverse the linkage takes it out of over drive, unless you pull the knob out first.

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So, would the physical appearance between the "overdrive" and "freewheeling" transmission be that the overdrive had an additional "gearbox" attached to the transmission, where the freewheeling transmission didn't have the extra gearbox?

<!--[if gte mso 9]><xml> <o:OfficeDocumentSettings> <o:AllowPNG/> </o:OfficeDocumentSettings> </xml><![endif]--> The freewheeling mechanism is an additional device attached to the rear of gearbox, but it does not contain any drive gears and does not change the gear ratio of the transmission. The free-wheeling device is about 8 inches in diameter and about 4 inches from front to back. Freewheeling is an over-running clutch which operates in all forward gears but not in reverse. An article in the July 1931 Automobile Trade Journal describes the mechanism as follow: “Plymouth’s free-wheeling unit is of the roller clutch type, located and built in at the rear of the transmission. The control for the free-wheeling unit is located on the dash, from where the lock-out mechanism is operated through a Bowden wire. There are three sets of rollers each in the over-running clutch, located between an outer ring and inner unit, having three cam surfaces.”

The primary advantage of free-wheeling was the ability to shift gears without using the clutch except getting started in first gear. The disadvantage was the lack of engine braking when stopping. Since the most likely situation in which the driver would be shifting gears would be in traffic and the situation in which engine braking is most needed is also in traffic, free-wheeling was found to be of little advantage and could be dangerous in an emergency event, especially in first or second gear.

At a car show last month, I met a lady named Sarah who had read my previous note. She had just purchased a 1931 Plymouth. If you happen to read this message, please call me again and leave your phone number. For some reason, my phone did not record the phone number from your call.

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My 1949 Studebaker Champion had freewheeling.

I did not find useless - I found it helped my gas mileage.

According to the Standard Catalog of American Cars - 1805-1942, Studebaker offered free-wheeling on some models from 1931 through at least 1935. By 1938 Studebaker offered overdrive on some models which would have given lower engine speed and better gas mileage at road speeds. I believe your car would have had overdrive, not free-wheeling.

According to the Standard Catalog of American Cars - 1946-1975, Studebaker offered overdrive for $91.55 on the Champion model and $97.85 on the Commander.

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Well, not always. On the '32 Packard the freewheeling works via a vacuum cylinder that is coupled to the clutch pedal and literally sucks the clutch pedal to the floor when freewheeling is engaged and you take your foot off the accelerator. No difference whatsoever in the transmission.

The freewheeling mechanism is an additional device attached to the rear of gearbox, but it does not contain any drive gears and does not change the gear ratio of the transmission. The free-wheeling device is about 8 inches in diameter and about 4 inches from front to back. Freewheeling is an over-running clutch which operates in all forward gears but not in reverse. An article in the July 1931 Automobile Trade Journal describes the mechanism as follow: “Plymouth’s free-wheeling unit is of the roller clutch type, located and built in at the rear of the transmission. The control for the free-wheeling unit is located on the dash, from where the lock-out mechanism is operated through a Bowden wire. There are three sets of rollers each in the over-running clutch, located between an outer ring and inner unit, having three cam surfaces.”

The primary advantage of free-wheeling was the ability to shift gears without using the clutch except getting started in first gear. The disadvantage was the lack of engine braking when stopping. Since the most likely situation in which the driver would be shifting gears would be in traffic and the situation in which engine braking is most needed is also in traffic, free-wheeling was found to be of little advantage and could be dangerous in an emergency event, especially in first or second gear.

At a car show last month, I met a lady named Sarah who had read my previous note. She had just purchased a 1931 Plymouth. If you happen to read this message, please call me again and leave your phone number. For some reason, my phone did not record the phone number from your call.

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RDWplymouth1931 I have a 49 Studebaker with OD AND it does have free-wheeling. It gives great gas mileage but don't use it on grades. My 33 Franklin has free wheeling but no overdrive.

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Saab two-stroke models (Model 92 etc) employed free-wheeling because the engine wouldn't lubricate properly on decel, producing engine damage and seizures. It wasn't a big factor in drivability since two-strokes don't produce much engine braking anyway. When Saab switched to the V4 Ford Taunus engine (Model 96 etc) the same transaxle was used and the freewheeling function was retained. It was okay -- Saab owners embraced being different.

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My 1932 Franklin Airman 5 passenger sedan has freewheeling. I also prefer to drive it in direct drive . . . with freewheeling engaged the engine has no affect when slowing to a stop.

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My 1933 Chevrolet has freewheeling that is operated via a knob on the dashboard that engages / disengages the system using shielded wire that runs down to the freewheeling unit.  

 

I would never use it either.  Freewheeling can be very dangerous going down hills or mountains since there is no engine resistance and you can overheat your brakes.  This is especially true on cars with mechanical brakes.

 

Think of it like bicycle pedals powering the rear wheel.  The pedals are the transmission output and the rear wheel is the differential / rear wheels, and when you pedal fast enough you go faster and when you are not pedaling fast enough relative to your speed or not at all you are coasting.

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Hupp  Super drive. Start out in  low to   second to  third.  When  you reach  35  miles  mph in  3rd. Push the  lever on the  dash. This  locks in  the over  drive. I t  reduces the  rpm  by  30  %. If the  engine  was  at  3000 rpm,  it  reduces  to  2100. If you  reduce the  speed  back to  35 mph it  kicks  out into  free wheeling. You  may  shift  gears  without  using the  clutch. If you  come to a  complete  stop,  you  will  need to  use the  clutch. This  is  an  option on my  1936  Hupp model  N. If you  choose.  with  the  lever  pulled  out  it is  like  a  regular 3 speed  transmission.  Hupp  had  a   a  free wheeling  transmission  in  1931  0n  there  8  cyl  Model L.

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