I must say for having over 15 years as an auto mechanic, I knew very little about transmissions before I started watching this channel. This transmission for being the very first automatic is still incredibly complex. It's amazing what mankind is capable of. Great video Mr. Kelly
You are the best auto mechanics teacher I have ever seen or listened to. I was in aerospace fabrication and truck and automotive repair and hot rod building also. And you really finally made it possible to understand automatic transmission technology. You are incredibly thorough and complete and make it all understandable. I am also disabled and in a wheelchair as you are. However I try to do as much as possible and you are absolutely amazing. Praying for you as I understand.
Wow, Mr. Kelly, this is a fantastic video. You are so comprehensive in your knowledge and instruction. I really enjoy that you add the history of the transmission and its components as the assembly process/instruction moves along. It only took me a minute into the video to realize that this guy knows what he is talking about ! Thank you.
Thank you so much for these great videos. I just pulled a leaking '53 hydra, and after finding these videos, I decided to take on a full rebuild. Having pictures and video adds an additional level of clarity and understanding that can't be easily gained from the shop manuals. The presentation and production is excellent (especially the photo overlays).
I own a 1968 RHD Rolls-Royce, which used the Hydra-matic transmission (with some minor modifications) and up to now all the information I had found online or in books was so generic. Then I found your videos, and I've learnt SO much ... Not only about the theory of how the fluid coupling trans would work but also practical applications and advantages of it. Overwhelmed by how well engineered the original Hydra-matic was. And the lectures are so thorough, methodical and precise..wish I was living in the States, near your university, I would enrol straight away on a course run by you, Sir! Thank you very much.
I just love this guy! Really knows his stuff and makes it easy to understand. I'm getting too old to think of a new career but I do think about finding an old transmission to take apart .
I don't care at all about cars but your videos are so well done and so informative that I can't stop watching them. I just keep being more and more interested in how cars work with every single video. Thank you!
Then you might also enjoy Kevin Cameron who writes for Cycle World magazine. Even if you don't ride motorcycles, he writes with clarity about all manner of technical issues relating to motorcycles. I do like cars and agree with your sentiments regarding this channel.
I really do appreciate that you admitted you was wrong and in details explained it. It is very beneficial in terms of teaching and passing the knowledge. But also tells a lot about your high professional standards. Nobody likes being wrong and talking about it. But to err is human. And you can't avoid it, unless you don't do anything. It's an inherent part of learning and exploring. Thanks!
As an educator, I want to commend you on your excellent presentations. Although I teach in a completely different field, I have been viewing your presentations partially because I am interested in the subject, but also because I have been learning from your pedagogical style and incorporating it into my own teaching.
I've just watched all 5 parts back-to-back, I need to have a lay down now ;-) Really enjoyed it, thanks from the UK where most of our cars are dull and boring.
Very durable unit. Beat it to death for 100K miles change the fluid, adjust the bands & beat it for another 100k miles. This was the base for the B&M Hydro Stick racing units. Later ones adjusted the bands internally with a gauge slipped over & set for a slip fit with a star wheel held by a spring tab/pin. great video. Really brings back memories. Keep up the great work !!
Your videos are hands down the very best source for learning about automotive tech I have ever been exposed to. I'm 48. I've been studying and working in the field since 1989. I thank you for your effort.
This is a fantastic video series! My dad had several cars (Kaisers) that used the Hydra-Matic transmission and he loved them very much. He really liked the solid shift feel as opposed to other automatic transmissions sliding into gear. I am now the caretaker of these fine cars, but have always been intimidated by the Hydra-Matic. I feel, that through this video series, I could rebuild one on my own with a better understanding of how they work thanks to your great teaching method!
This gentleman is really great. He explains everything precisely. Made a few mistakes? No problem admits, corrects and moves on. I am going to build my transmission using this tutorial. Thanks so much. You're great! The best I've seen. Cheers.
Thank you so much for this excellent video series, I appreciate the amount of work that has gone into these. At present our 1957 R-R Silver Cloud with almost identical transmission has just been rebuilt, this has explained in great detail the work involved. Thank you again.
Great info on the hydromatic transmission. I remember the many semi automatic variations that were around, such as tip-toe shift in a dodge. My dad had a 42 dodge he drove on a government project in wwII that had a fluid coupling with a clutch and manual transmission behind that. He loved it because he could drive in snow and ice conditions by starting out in High Gear and the output torque was so low he would not slip and be able to get in motion rather then spinning the wheels. We are all so used to modern automatics that those olden days were 'so primitive"
Thank you and thanks for your feedback. I am familiar with the Dodge/Plymouth/Chrysler/DeSoto Fluid Drive systems. They did have several unique advantages and several disadvantages when compared to the fully automatic Hydra-matic transmissions. Have a great day!
Hello professor Kelly and thank you for producing this painstakingly comprehensive overview of the original Hydra - Matic transmission. The leap forward in transmission technology this Hydra - Matic represents is unprecedented and should have earned the engineers involved a Nobel Prize. It took many brilliant and inventive minds and more than a few talented machinist's to produce this masterpiece. Well done John Kelly.
Awesome lectures! Thank You so much for making this videos so we could also learn things. I am loving this academic style, systematized material and Your engagement. I am advancing on my job everyday with theese amazing lectures.
Say Jhon I just seen the 5 part video of the first and very first Gen of the Auto Transmission ( Hydra-Matic) I'm 60 years old been into cars since I was a kid and this video I will make it my learning tool everyday when I get under the hood of my car Thanks alot and keep on teaching yep, this is like vitamin-c every time. Happy newyear.
I am from Germany and discovered your channel a few months ago looking for some information on how to set up differentials correctly. Since then I am "addicted" to your teaching;-) . I appreciate the accuracy and depth of information you are presenting. Also I like your style and humor. As a side effect, watching your videos helps me improve my English as it increases my vocabulary of automotive terms substantially. So, please keep up that great work! I hope, your students realize how lucky they are having such a good professor ;-) Take care!!
Another excellent video series. The historical anecdotes are interesting as well about this transmission's use in WW2; and who knew about the fire at GM interrupting production for months. Thanks for sharing.
You sir are a true scholar and gent. Thank you very much for making these videos and lectures available for the general public. I have overhauled a Mercedes 722.4 transmission (thankfully it was successful!), but the information and knowledge you share is gold. Outstanding stuff - Weber and its students are privileged to have you
perfect what more can be said !!!! Sir I watched all of this on this magicly engineered part of GM history these guys were the best you just have to look at that main shaft SOLID AS ROCK
It's awesome what you're on RUclips with your videos. You're a inspiration to so many, both young & old. On top of that your videos are some of the best I've seen. Good job, keep it up.
Glad to hear the 4th gear correction; I had always heard that the torus slippage was only a few percent, unlike in a torque converter which slips so much that a fluid cooler is required.
Fantastic report on those transmissions, thank you! As I overhauled about 20 Hydramatic transmissions from the second generation (1956 to 1964 on Cadillacs), I would be please to see a similar report on those. Who knows, I could learn something! As a French speaking person, I appreciated the clear English from the teacher.
Thanks for a great video. In the late 50s/60s I was familiar with this transmission but never actually took one all apart. I did take a 57 olds jet a way hydro all apart and over haul it successfully.
Wow what a great series and history lesson. Not just read about it but see all the components in great detail. I always though the fluid coupling was a very simple setup, how wrong was I. Cheers.
Thank You, Thank you I Had a blast building the Hydra-Matic with you all the way. I have been in the Transmission Business for 35 years and still learning. Sam's garage T/V hosted by Sam Mahdavi and Sam Memmolo are restoring a 1954 Hudson Hornet on the show. The engine is the 5.0L inline flat head 6 cylinder engine. The Transmission is the Hydra-Matic unit you just assembled and thought me a lot about. The owner is the H&M HEM-Shaw Saw guy Gary Harrison. The Trans is being shipped from Atlanta Georgia to Baker City, Oregon and we get the opportunity to rebuild the unit. O-BOY The engine was locked up so they had a time removing the engine with the trans still mounted to the back of the engine. Question is the flex plate threaded were that gasket goes.
1955 super88 Holiday 4bbl Rochester. This car always impressed friends because the shift sound was like the 4 on floor back i n 1964. I had finally figured out the carb linkage , and made it shift better by tinkering. My greatest amazmemt was the easy push start! The whole truth is that the car would start on a rolling 7 mph. I have to think the big fluid coupling is more solid than people would imagine. No wonder no trans cooler needed. Man,pull her into low and youd think it was 442 or GTO. That passing downshift was brutal and made a little rubber. The trans is like a 4 speed . When I hear todays restored cars run with the Olds hydra with the 324.2 CID, I hear and recall the old familiar sound of the GM great 4 speed hydra-dramatic trans. (Highly Dramatic) I love the basic concept of two gear boxes in series with differing reduction and selection of individual through-put clutching scheme to yield 4 speeds. Two gear boxes and two clutch systems to Yield 4 great connections. It is true it was a bit harsh, but kids love that. They buy shift kits to give that result. Did anybody else like to start the car on a slight grade of the grocery store at 6 or 7 mph by shifting from N to Low od DR. Good Times with that drivetrain that had guts.
I generally enjoy transmission rebuild videos (Hiram Gutierrrez's channel is one of my favourites), and I have had the longing to seeing a vintage transmission dissected exactly in the manner that you did it. Thus a huge thank you for the effort you put in to making it possible. I am looking forward to seeing future videos! These are more thoughts, than suggestions. First of all - Packard's Ultramatic... I know it is extremely rare to source, but just a discussion into its pioneering lock-up clutch is worth mentioning. Second - you mentioned the scope of what cars featured them, but its worth expanding on that only GM's Cadillac and Olsmobile, but also the Lincoln's, Rolls-Royce and Mercedes Benz on its 600 engine. I do believe that the latter had their own evolution lines, but information is very scarce. Finally, and I know its very inappropriate to criticise Aaron Steverson for his amazing work, but the lack of such comprehensive material in regard to Ford's Cruise-o-matic and Crysler's Torqueflite is quite obvious. Not only that, but the effort both manufacturers made in making manual transmission more smooth and practical (Fluid Drive and the Overdrive unit).
Thanks for your feedback! I look forward to further exploration of the evolution of the automatic transmission from GM as well as Chrysler and Ford. I have an early Chrysler PowerFlight on the way. I am currently looking for an early Ford Ford-O-Matic.
Well done, I have been around these old boxes all my working life nearly fifty years from old American cars to Rolls and Bentley vehicles, I think you would enjoy looking into "The Crewe Box" its a Hydra Matic built by Rolls Royce for the early Silver Shadow models it has a longer aluminium case and uses a Jetaway clutch in the drive train, Keep the videos coming you are doing a great job Thank you from Ernie in the UK
Very cool to go back and look at these original units to see how it was done, in comparison to the advancement of today's technology. Thank You for your time, and knowledgeable guidance, and also production of this training video upload for free. (sub'd)
First american built hot rod, in fact first american car i ever owned : 1953 Olds 2 dr. black with 390 : 1 rear. limited slip, posi or welded spider gears. 1955 4 speed Hydro built to B&M specs and 1959 394 with Starfire cam. A somewhat tired dragstrip refugee but a fun car none the less and an introduction to big block stump pulling torque. Brings back memories from circa 1971.
I really like your videos on the hydamatic trans.I drove a 1958 GMC School bus that was a 6 cylinder with the hydamatic trans it was so much fun to drive the motor was right beside you inside the bus the front wheels was back behind you it N 14-13-12-R on the shifter you would have a rough shift best I can remember between 2-3 gear you could let off the gas and it would shift lot times it had a govner on the motor it would only go 35 miles per hour Best I can remember the trans give trouble on a long hill on its route when it would have to down shift a lot it they had to remove from that route I have heard the mechanics didn't like to work on it .aThe bus would carry more students than any other bus.So watching your video has been very interesting to know what made it work. Your trans may be little different but should be close I guess.I work on a lot trans the one I found interesting is the sector o speed in the early ford tractors they were like a automatic but had no torke converter it had a inch pedal instead and 3 bands 10 gears and 2 reverse really like to rebuild them back in the day.
I just finished all 5 parts and I’m amazed by the complexity and strength of this Hydra-matic. I would like to see a part for part comparison to a 2022 Camaro v8 automatic transmission.
Have you ever used the internal band adjustment tool ? It sets both band spacing so you do not have to run engine at 1,000 rpm. B & M hydro use to sell them .
I was thrilled by detailed explanation in your video, but I am still confused with only one thing with automatic transmissions. Why, if we want to go forward we need to pull stick back, and if we want to drive back we need to push stick forward?
Because if the stick is down in park it would be in the way of the knees. Restrictions on egress in many cars with the control on the steering column... when the controller is moved to floor shift the transmission mechanical positions was not changed... in later cars the park and reverse are first and are first on tree going down ... fwd drive gears would be lower... if the reverse was at end and your hand accidentally hit the stick it would possibly go into reverse causing accident.... on some cars it was just push buttons to engage the trans.... many manual transmissions also have reverse in fwd odd position.. mechanical convenience, natural order, and the way we've always done it so why change I suspect...
An addition to content: The Hydramatic was in GM passenger cars through 1956--in the Olds & Pontiac models. The Hydramatic was one of two auto-trans options for these models and this year. The other option was the Jetaway (known as the Strato-Flight in the Pontiac).
@@richardcallahan8698 The '56 Hydramatic was the strongest of all the Hydramatics--it has one additional clutch in the rear pack, and the output shaft is larger. The bearing, tail housing/seal, and yoke, are also larger to accommodate these changes. All this led to the larger U-joints still in use today. BUT, all this still wasn't enough---the last year Hydramatic, 1956, was still limited to 220 HP capacity. Sadly, the horsepower wars that led to the Hydramatic's end.
Great work on the videos you must have spent hours and hours on research. I have been restoring a 1953 Lincoln Capri and when getting ready to pull the motor and transmission i was a bit surprised to see the Gm logo on the trans vin tag. Looking forward to going through it after watching your history/ repair videos. Any trouble finding parts? Thanks again for a job well done. Tony
That was a fantastic series of video history of the Hydramatic. I learned to drive in my dad's 1955 Olds 88. I don't recall every any problems with the auto transmission - I do recall oil consumption and generator failures though. Where did you get the book on rebuilding the Hydramatic? Also, my memory is that the Hydramatic on my dad's 55 Olds 88 had only 3 forward speeds - am I wrong?
Completely fascinating! Thanks. I saw somewhere that you posted about doing an episode on the GM Turboglide Transmission. If you have done the video, I cannot find it. Keep up the great work. Thanks. Dan
Thanks for the great video. I am in the process of rebuild my 1947 Cadillac Hydra-matic and trying to research information. My question is have you or anyone else on youtube show how to determine if the bushings are worn on a Hydra-matic.
Thank you! The service information shows using a feeler gauge to check the gap. If the gap is excessive, the bushing needs to be replaced. Best wishes!
Hello John, I love your videos. You do a superb job, sir. I have a question if you don't min... Do you know where I might be able to find parts and rebuild kits for the Borg Warner T35tb automatic transmission? It was used in the 1970's Saab cars. Much thanks!
This was truly amazing! Thank you so much for the fascinating History lesson. This was an incredible, yet odd unit! I was as blown away as you when I saw the Vane Pump!! Wonder if you could fit a 13 Vane from a 4L70!!?? 😉 The Clutch Load Springs, a-la 700-R4 was intriguing as well.
They were very reliable for 16 years before they were replaced with the next generation Hydra-Matic. They had harsh shifts, particularly between 2nd and 3rd gears, but people didn't care for a long time. They were just glad they did not have to shaft a manual transmission any longer. Thanks for your feedback!
I understand that the the reason Buick didn't want to have anything to do with these transmissions is that Buick used a torque tube between the transmission and the rear axle - a solid assembly in other words. In Olds and Cadillac, the rear springs absorbed the shock during shifting by allowing the rear axle to twist momentarily, so largely adsorbing the impact. Buick developed their torque converter transmission, the additional slip of which lessened the shift shock issue, albeit at the expense of efficiency. Today, the excessive slip inherent in a torque converter is removed by use of a lock-up clutch. Rolls-Royce chose the original HydraMatic transmission because they considered it to be the best of all autos, but their more precisely controlled (of course!) rear axle resulted in noticeable jerking during shifts. The plain fluid coupling used in the original Hydra-Matic has relatively little slip, is more efficient, which was important when the original automatic was being directly compared by customers with manual transmissions. The rear oil pump was another feature which was later dropped, but it enabled the car to be push started, again matching one of the abilities of a manual transmission.
Very informative of what I'm up against. I have acquired a '48 Olds Dynamic 66 Club Coupe. It's a survivor and I aim to keep it that way. Only reverse works at the moment.
I've got a leak at the bottom of my flywheel cover. The cover has a small hole I guess as an indicator. I fast forwarded to watch you reassemble from the torus cover. Looks like there could be a couple gaskets that could leak. Did I also see a drain plug on the cover? Maybe that could be my leak also? Thanks for sharing this video! Hydramatics rule!!
Can you please make a video on how cable shifter actually shifts gear in transmission... I have looked everywhere and still unable to find a video on it... I want to see how 2 cable shifter are changing 5 forward and 1 reverse gear in a transmission.... Please make a video on this.... ..2 cables can change only 4 gears(each cable can change 2 with pull and push) how does 2 cables change 5 + reverse..that is the part where I am confused...You channel is great I watch it all time..... Thank you..
This is excellent! I watched just to try and understand more about the one mechanical component of a car that i understood least. I got a lot more out of this than i thought i would. Plus, the front clutch drum and components including the hub that aligns with the friction discs and steel discs is the same engineering as is utilised in a 1976 Moto Guzzi motorcycle i am doing a light restoration on. Including looking into why i cannot get the 2 speed box which is in effect an auto. trans. of sorts. in to either range. This by virtue of the fact that there is a Sachs torque converter bolted to the flywheel. With a clutch housing bolted centered over the trans. input shaft. The very end of which has a hub just like this front clutch hub. Learned a lot. Thank you!
The first Hydra-Matic transmission was originally made in 1938 for the Olds 1939 model year. The first generation Hydra-Matic had NO Park position and a single Drive position. Locking the transmission when the engine wasn't running, was by leaving it in the "R" position. Reverse was accomplished with a sliding idler gear, like a manual transmission. This is why the transmission would grind if the idle speed was too fast. A second drive position was added later. When the Hydra-Matic factory burned in 1953 was the end of the first generation. In Cadillacs, a Buick Dyna-Flow was substituted or a manual transmission. It wasn't until 1982 that there would be a Cadillac offered with a manual transmission. After the Hydra-Matic factory started up again a new generation of Hydra-Matic automatic transmission was introduced. It was now called the Jetaway Hydra-Matic and was a whole different animal, with a Park position. This transmission was used into 1964 in Cadillacs, Olds and Pontiacs until the supply was exhausted. During the 1964 model year, Cadillac switched to Buick's new S.T. 400, an all-new 3-speed automatic. This single year first edition was identified with a single Drive position, like a 2-speed PowerGlide. As Chevrolet had done years before, Reverse was moved next to park. Rolls-Royce took over manufacturing the first-generation Hydra-Matic and used it until 1967 in European markets. For the U.S., R-R switched to the T.H. 400 and used it for over a decade, just as Jaguar did behind it's V-12 engine.
Hello professor, on the transmission screen are they.all.the same in all the other General Motors hydramatic transmission such as the one Gm used in their Cadillac line. Thanks
I have just finished rebuilding two Hydramatics from a 1945 M24 Chaffee tank, which is powered by two Cadillac engines, like the M5 Stuart tank you mentioned. I was surprised at how little detailed info there is on these trannies. Then, AFTER I finished the rebuilds, I found your excellent videos! That's just poor timing, either by you or me. :) I just wanted to add a couple of things I found. The M24 tank uses an intake manifold vacuum signal to the valve body, rather than the more common mechanical linkage from the carb, to determine engine load. The vacuum acts on a piston that operates the throttle valve. I don't know why this simple, reliable way of sending an engine load signal to the valve body did not gain acceptance over the complex mechanical system for so many years. You refer to the numerous bronze washers in these trannies as "bushings", but bushings by definition support a shaft radially. These bronze washers are thrust washers which are there to support the axial loads generated by the engagement of the helical gears. There are also various white metal bushings supporting the shafts like those in the bore of the oil delivery sleeve. I have posted some rather amateurish videos on setting the front and rear servos and bands (as I think this is an area that causes concern with setting up these trannies), and also a video on the basic valve body operation. I think (hope) these add to your videos. ruclips.net/video/tlgen9REnMg/видео.html ruclips.net/video/BQpR4ApSOd0/видео.html ruclips.net/video/onBkjvwGgEs/видео.html Malcolm
Fantastic Feedback! Thank you! I did not know about the vacuum modulation of line pressure on the the M24 versions. That is awesome. I did not think vacuum modulation of a production transmission occurred until the 1957 Chevrolet Turboglide transmission (even though the patent was granted in 1940) Patent US2310518 VACUUM CONTROL OF CLUTCH CAPACITY. Thanks again, have a great day! I will check out your videos.
hi, i've seen your video and it's very good! I have a Hydra Matic gearbox, it's from my 1949 series 62 Cadillac. The gearbox doesn't work well. I bought the book: The Hydra Matic tranmission 1946-1955 Adjustment and service manual. Do you think that with that book I can fix it? Where can I buy spare parts? Thank you. Paul
I must say for having over 15 years as an auto mechanic, I knew very little about transmissions before I started watching this channel.
This transmission for being the very first automatic is still incredibly complex. It's amazing what mankind is capable of.
Great video Mr. Kelly
You are the best auto mechanics
teacher I have ever seen or listened to.
I was in aerospace fabrication and truck and automotive repair and hot rod building also.
And you really finally made it possible to understand automatic transmission technology.
You are incredibly thorough and complete and make it all understandable.
I am also disabled and in a wheelchair as you are.
However I try to do as much as possible and you are absolutely amazing.
Praying for you as I understand.
Thank you very much and best wishes.
Wow, Mr. Kelly, this is a fantastic video. You are so comprehensive in your knowledge and instruction. I really enjoy that you add the history of the transmission and its components as the assembly process/instruction moves along. It only took me a minute into the video to realize that this guy knows what he is talking about ! Thank you.
Thank you so much for these great videos. I just pulled a leaking '53 hydra, and after finding these videos, I decided to take on a full rebuild. Having pictures and video adds an additional level of clarity and understanding that can't be easily gained from the shop manuals. The presentation and production is excellent (especially the photo overlays).
I own a 1968 RHD Rolls-Royce, which used the Hydra-matic transmission (with some minor modifications) and up to now all the information I had found online or in books was so generic. Then I found your videos, and I've learnt SO much ... Not only about the theory of how the fluid coupling trans would work but also practical applications and advantages of it. Overwhelmed by how well engineered the original Hydra-matic was. And the lectures are so thorough, methodical and precise..wish I was living in the States, near your university, I would enrol straight away on a course run by you, Sir! Thank you very much.
I just love this guy! Really knows his stuff and makes it easy to understand. I'm getting too old to think of a new career but I do think about finding an old transmission to take apart .
Thank you very much
I appreciate the opportunity to see how these are built and are assembled. I have two of these units, 1956 and 1962.
I don't care at all about cars but your videos are so well done and so informative that I can't stop watching them. I just keep being more and more interested in how cars work with every single video.
Thank you!
Thank you very much!
Then you might also enjoy Kevin Cameron who writes for Cycle World magazine. Even if you don't ride motorcycles, he writes with clarity about all manner of technical issues relating to motorcycles.
I do like cars and agree with your sentiments regarding this channel.
@@jameschristiansson3137 ttt
Just stumbled upon this. What a fun watch! thank you so much!
I really do appreciate that you admitted you was wrong and in details explained it. It is very beneficial in terms of teaching and passing the knowledge. But also tells a lot about your high professional standards. Nobody likes being wrong and talking about it. But to err is human. And you can't avoid it, unless you don't do anything. It's an inherent part of learning and exploring. Thanks!
As an educator, I want to commend you on your excellent presentations. Although I teach in a completely different field, I have been viewing your presentations partially because I am interested in the subject, but also because I have been learning from your pedagogical style and incorporating it into my own teaching.
I've just watched all 5 parts back-to-back, I need to have a lay down now ;-)
Really enjoyed it, thanks from the UK where most of our cars are dull and boring.
Thank you very much!
Very durable unit. Beat it to death for 100K miles change the fluid, adjust the bands & beat it for another 100k miles. This was the base for the B&M Hydro Stick racing units. Later ones adjusted the bands internally with a gauge slipped over & set for a slip fit with a star wheel held by a spring tab/pin. great video. Really brings back memories. Keep up the great work !!
Thank you! That is a great story!
Your videos are hands down the very best source for learning about automotive tech I have ever been exposed to. I'm 48. I've been studying and working in the field since 1989. I thank you for your effort.
This is a fantastic video series! My dad had several cars (Kaisers) that used the Hydra-Matic transmission and he loved them very much. He really liked the solid shift feel as opposed to other automatic transmissions sliding into gear. I am now the caretaker of these fine cars, but have always been intimidated by the Hydra-Matic. I feel, that through this video series, I could rebuild one on my own with a better understanding of how they work thanks to your great teaching method!
This gentleman is really great. He explains everything precisely. Made a few mistakes? No problem admits, corrects and moves on. I am going to build my transmission using this tutorial. Thanks so much. You're great! The best I've seen. Cheers.
Thank you!
@@WeberAuto ggggggggggggggggggggggggggpzov
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Enjoyed the program. Thx for taking the time
Thank you so much for this excellent video series, I appreciate the amount of work that has gone into these. At present our 1957 R-R Silver Cloud with almost identical transmission has just been rebuilt, this has explained in great detail the work involved. Thank you again.
Great info on the hydromatic transmission. I remember the many semi automatic variations that were around, such as tip-toe shift in a dodge. My dad had a 42 dodge he drove on a government project in wwII that had a fluid coupling with a clutch and manual transmission behind that. He loved it because he could drive in snow and ice conditions by starting out in High Gear and the output torque was so low he would not slip and be able to get in motion rather then spinning the wheels. We are all so used to modern automatics that those olden days were 'so primitive"
Thank you and thanks for your feedback. I am familiar with the Dodge/Plymouth/Chrysler/DeSoto Fluid Drive systems. They did have several unique advantages and several disadvantages when compared to the fully automatic Hydra-matic transmissions. Have a great day!
Hello professor Kelly and thank you for producing this painstakingly comprehensive overview of the original Hydra - Matic transmission. The leap forward in transmission technology this Hydra - Matic represents is unprecedented and should have earned the engineers involved a Nobel Prize. It took many brilliant and inventive minds and more than a few talented machinist's to produce this masterpiece. Well done John Kelly.
Thank you! I agree, it was an incredible combination of technologies.
These are some of the best videos on youtube.
Awesome lectures! Thank You so much for making this videos so we could also learn things. I am loving this academic style, systematized material and Your engagement. I am advancing on my job everyday with theese amazing lectures.
It really is remarkable for any group of engineers to develop such a device. It was a great invention that made our driving lives easier.
It really was an amazing development!
Say Jhon I just seen the 5 part video of the first and very first Gen
of the Auto Transmission ( Hydra-Matic) I'm 60 years old been into
cars since I was a kid and this video I will make it my learning
tool everyday when I get under the hood of my car Thanks alot
and keep on teaching yep, this is like vitamin-c every time.
Happy newyear.
I am from Germany and discovered your channel a few months ago looking for some information on how to set up differentials correctly. Since then I am "addicted" to your teaching;-) . I appreciate the accuracy and depth of information you are presenting. Also I like your style and humor. As a side effect, watching your videos helps me improve my English as it increases my vocabulary of automotive terms substantially. So, please keep up that great work! I hope, your students realize how lucky they are having such a good professor ;-) Take care!!
Thank you!
@dodge viper cool story bro.
Another excellent video series. The historical anecdotes are interesting as well about this transmission's use in WW2; and who knew about the fire at GM interrupting production for months. Thanks for sharing.
Thank you very much! It was a lot of fun to do this project.
You sir are a true scholar and gent. Thank you very much for making these videos and lectures available for the general public. I have overhauled a Mercedes 722.4 transmission (thankfully it was successful!), but the information and knowledge you share is gold. Outstanding stuff - Weber and its students are privileged to have you
I dont even work on cars and I enjoyed watching this. I do work on motorcycles and it funny that a lot of parts are still the same.
I somehow ended up falling asleep and waking up to this video a couple hours later. Thanks RUclips xF
perfect what more can be said !!!! Sir I watched all of this on this magicly engineered part of GM history these guys were the best you just have to look at that main shaft SOLID AS ROCK
Thanks for your feedback!
It's awesome what you're on RUclips with your videos. You're a inspiration to so many, both young & old. On top of that your videos are some of the best I've seen. Good job, keep it up.
Glad to hear the 4th gear correction; I had always heard that the torus slippage was only a few percent, unlike in a torque converter which slips so much that a fluid cooler is required.
Thanks for your feedback!
Fantastic report on those transmissions, thank you! As I overhauled about 20 Hydramatic transmissions from the second generation (1956 to 1964 on Cadillacs), I would be please to see a similar report on those. Who knows, I could learn something! As a French speaking person, I appreciated the clear English from the teacher.
Thank you very much!
Thanks for a great video. In the late 50s/60s I was familiar with this transmission but never actually took one all apart. I did take a 57 olds jet a way hydro all apart and over haul it successfully.
Thank you and Thanks for your feedback
Great work, you deserve a Gold Medal in teaching
Thank you!
Wow what a great series and history lesson. Not just read about it but see all the components in great detail. I always though the fluid coupling was a very simple setup, how wrong was I. Cheers.
Thank you!
Thank You, Thank you I Had a blast building the Hydra-Matic with you all the way. I have been in the Transmission Business for 35 years and still learning. Sam's garage T/V hosted by Sam Mahdavi and Sam Memmolo are restoring a 1954 Hudson Hornet on the show. The engine is the 5.0L inline flat head 6 cylinder engine. The Transmission is the Hydra-Matic unit you just assembled and thought me a lot about. The owner is the H&M HEM-Shaw Saw guy Gary Harrison. The Trans is being shipped from Atlanta Georgia to Baker City, Oregon and we get the opportunity to rebuild the unit. O-BOY The engine was locked up so they had a time removing the engine with the trans still mounted to the back of the engine. Question is the flex plate threaded were that gasket goes.
All his videos are excellent, clear, precise and concise. Thanks, teacher
My Mom had a 51 Cadillac with this trans. She drove that car till 67. My older brother gave it durability testing as a 15 yr old.
1955 super88 Holiday 4bbl Rochester. This car always impressed friends because the shift sound was like the 4 on floor back i n 1964. I had finally figured out the carb linkage , and made it shift better by tinkering. My greatest amazmemt was the easy push start! The whole truth is that the car would start on a rolling 7 mph. I have to think the big fluid coupling is more solid than people would imagine. No wonder no trans cooler needed. Man,pull her into low and youd think it was 442 or GTO. That passing downshift was brutal and made a little rubber. The trans is like a 4 speed . When I hear todays restored cars run with the Olds hydra with the 324.2 CID, I hear and recall the old familiar sound of the GM great 4 speed hydra-dramatic trans. (Highly Dramatic) I love the basic concept of two gear boxes in series with differing reduction and selection of individual through-put clutching scheme to yield 4 speeds. Two gear boxes and two clutch systems to Yield 4 great connections. It is true it was a bit harsh, but kids love that. They buy shift kits to give that result. Did anybody else like to start the car on a slight grade of the grocery store at 6 or 7 mph by shifting from N to Low od DR. Good Times with that drivetrain that had guts.
Nice series John. Thanks for the history lesson and reassembly. Aren't you glad you kept the holding fixture b/c that made reassembly a lot easier.
Thank you! Yes, I could not have done it by myself without the fixture.
Thank you for this! I used it to rebuild my 53 Hydra-matic on a Willys Aero. You were great!
I really appreciate your knowledge !
This man is really great tank you for your teaching .God bless you.
Great lesson, thank you Professor Kelly!
Thank you
I generally enjoy transmission rebuild videos (Hiram Gutierrrez's channel is one of my favourites), and I have had the longing to seeing a vintage transmission dissected exactly in the manner that you did it. Thus a huge thank you for the effort you put in to making it possible. I am looking forward to seeing future videos!
These are more thoughts, than suggestions. First of all - Packard's Ultramatic... I know it is extremely rare to source, but just a discussion into its pioneering lock-up clutch is worth mentioning. Second - you mentioned the scope of what cars featured them, but its worth expanding on that only GM's Cadillac and Olsmobile, but also the Lincoln's, Rolls-Royce and Mercedes Benz on its 600 engine. I do believe that the latter had their own evolution lines, but information is very scarce.
Finally, and I know its very inappropriate to criticise Aaron Steverson for his amazing work, but the lack of such comprehensive material in regard to Ford's Cruise-o-matic and Crysler's Torqueflite is quite obvious. Not only that, but the effort both manufacturers made in making manual transmission more smooth and practical (Fluid Drive and the Overdrive unit).
Thanks for your feedback! I look forward to further exploration of the evolution of the automatic transmission from GM as well as Chrysler and Ford. I have an early Chrysler PowerFlight on the way. I am currently looking for an early Ford Ford-O-Matic.
John is a legend! This was a great series
That is an awesome series of lessons. Thank you for sharing your knowledge Sir.
I used your info to adjust my 55 hyromatic,,you are the man,,thankyou
thankyou
That is awesome! I am happy it was helpful
Well done, I have been around these old boxes all my working life nearly fifty years from old American cars to Rolls and Bentley vehicles, I think you would enjoy looking into "The Crewe Box" its a Hydra Matic built by Rolls Royce for the early Silver Shadow models it has a longer aluminium case and uses a Jetaway clutch in the drive train, Keep the videos coming you are doing a great job Thank you from Ernie in the UK
Thank you!
Very cool to go back and look at these original units to see how it was done, in comparison to the advancement of today's technology. Thank You for your time, and knowledgeable guidance, and also production of this training video upload for free. (sub'd)
very educative. thank you regards,
Perfect entertainment during the lockdown, thank you !!
Thank you very much
I really enjoy this project. Thank you.
Thank you!
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First american built hot rod, in fact first american car i ever owned : 1953 Olds 2 dr. black with 390 : 1 rear. limited slip, posi or welded spider gears. 1955 4 speed Hydro built to B&M specs and 1959 394 with Starfire cam. A somewhat tired dragstrip refugee but a fun car none the less and an introduction to big block stump pulling torque. Brings back memories from circa 1971.
Thanks for the information!
Thanks a lot. You make it look so easy. I hope I never have to find out just HOW easy it is on my old Bentley.
I really like your videos on the hydamatic trans.I drove a 1958 GMC School bus that was a 6 cylinder with the hydamatic trans it was so much fun to drive the motor was right beside you inside the bus the front wheels was back behind you it N 14-13-12-R on the shifter you would have a rough shift best I can remember between 2-3 gear you could let off the gas and it would shift lot times it had a govner on the motor it would only go 35 miles per hour Best I can remember the trans give trouble on a long hill on its route when it would have to down shift a lot it they had to remove from that route I have heard the mechanics didn't like to work on it .aThe bus would carry more students than any other bus.So watching your video has been very interesting to know what made it work. Your trans may be little different but should be close I guess.I work on a lot trans the one I found interesting is the sector o speed in the early ford tractors they were like a automatic but had no torke converter it had a inch pedal instead and 3 bands 10 gears and 2 reverse really like to rebuild them back in the day.
you are the god of transmissions
Thanks man ^_^
Thank you! Have a good day!
Haytham AL GHamdi it's actually a simple concept to understand. Calling him a god is overkill
Спасибо было интересно
this is very exciting presentation. clear and well understood
Glad you liked it
I love these videos.
Thank you!
Love you my friend
God bless you have a good life by the grace of God
Great video thank you. I have one of these transmissions leaking out of that front pump. Now that I know how to get the pump I may be able to fix it
I just finished all 5 parts and I’m amazed by the complexity and strength of this Hydra-matic. I would like to see a part for part comparison to a 2022 Camaro v8 automatic transmission.
Have you ever used the internal band adjustment tool ?
It sets both band spacing so you do not have to run engine at 1,000 rpm.
B & M hydro use to sell them .
I was thrilled by detailed explanation in your video, but I am still confused with only one thing with automatic transmissions. Why, if we want to go forward we need to pull stick back, and if we want to drive back we need to push stick forward?
Thank you! That is a great question!
Because if the stick is down in park it would be in the way of the knees. Restrictions on egress in many cars with the control on the steering column... when the controller is moved to floor shift the transmission mechanical positions was not changed... in later cars the park and reverse are first and are first on tree going down ... fwd drive gears would be lower... if the reverse was at end and your hand accidentally hit the stick it would possibly go into reverse causing accident.... on some cars it was just push buttons to engage the trans.... many manual transmissions also have reverse in fwd odd position.. mechanical convenience, natural order, and the way we've always done it so why change I suspect...
Excellent videos!! Looking forward to Dynaflow and Powerglide
Thank you! I am working on them now.
An addition to content: The Hydramatic was in GM passenger cars through 1956--in the Olds & Pontiac models. The Hydramatic was one of two auto-trans options for these models and this year. The other option was the Jetaway (known as the Strato-Flight in the Pontiac).
The 1956 jetaway was not strong like hydra of 1955 was. Smooth, yes; strong, no.
@@richardcallahan8698 The '56 Hydramatic was the strongest of all the Hydramatics--it has one additional clutch in the rear pack, and the output shaft is larger. The bearing, tail housing/seal, and yoke, are also larger to accommodate these changes. All this led to the larger U-joints still in use today. BUT, all this still wasn't enough---the last year Hydramatic, 1956, was still limited to 220 HP capacity. Sadly, the horsepower wars that led to the Hydramatic's end.
Great work on the videos you must have spent hours and hours on research. I have been restoring a 1953 Lincoln Capri and when getting ready to pull the motor and transmission i was a bit surprised to see the Gm logo on the trans vin tag. Looking forward to going through it after watching your history/ repair videos. Any trouble finding parts? Thanks again for a job well done.
Tony
That was a fantastic series of video history of the Hydramatic. I learned to drive in my dad's 1955 Olds 88. I don't recall every any problems with the auto transmission - I do recall oil consumption and generator failures though. Where did you get the book on rebuilding the Hydramatic? Also, my memory is that the Hydramatic on my dad's 55 Olds 88 had only 3 forward speeds - am I wrong?
Thank you! The 55 Hydra-matic was a 4 speed. You can find old repair manuals on ebay. Thanks for the feedback.
thank you so much for all videos , but I have been asking what orders the clutchs to be locked to change the gear ratio
The nut behind the wheel
Completely fascinating! Thanks.
I saw somewhere that you posted about doing an episode on the GM Turboglide Transmission.
If you have done the video, I cannot find it.
Keep up the great work.
Thanks.
Dan
Thanks for the great video. I am in the process of rebuild my 1947 Cadillac Hydra-matic and trying to research information. My question is have you or anyone else on youtube show how to determine if the bushings are worn on a Hydra-matic.
Thank you! The service information shows using a feeler gauge to check the gap. If the gap is excessive, the bushing needs to be replaced. Best wishes!
2:01:10 Amen! boy that was entertaining but I think I'll go for good long ride before I watch another one... maybe I go up to Bear lake.
LOL, Thank you! Long, but good! ;)
Hello John, I love your videos. You do a superb job, sir.
I have a question if you don't min...
Do you know where I might be able to find parts and rebuild kits for the Borg Warner T35tb automatic transmission? It was used in the 1970's Saab cars.
Much thanks!
Thank you! I don't have any idea of where to obtain those parts. Best wishes!
This was truly amazing! Thank you so much for the fascinating History lesson. This was an incredible, yet odd unit!
I was as blown away as you when I saw the Vane Pump!! Wonder if you could fit a 13 Vane from a 4L70!!?? 😉
The Clutch Load Springs, a-la 700-R4 was intriguing as well.
Were these transmissions reliable? Were they well behaved in terms of their shifting characteristics?
They were very reliable for 16 years before they were replaced with the next generation Hydra-Matic. They had harsh shifts, particularly between 2nd and 3rd gears, but people didn't care for a long time. They were just glad they did not have to shaft a manual transmission any longer. Thanks for your feedback!
I understand that the the reason Buick didn't want to have anything to do with these transmissions is that Buick used a torque tube between the transmission and the rear axle - a solid assembly in other words. In Olds and Cadillac, the rear springs absorbed the shock during shifting by allowing the rear axle to twist momentarily, so largely adsorbing the impact.
Buick developed their torque converter transmission, the additional slip of which lessened the shift shock issue, albeit at the expense of efficiency. Today, the excessive slip inherent in a torque converter is removed by use of a lock-up clutch. Rolls-Royce chose the original HydraMatic transmission because they considered it to be the best of all autos, but their more precisely controlled (of course!) rear axle resulted in noticeable jerking during shifts.
The plain fluid coupling used in the original Hydra-Matic has relatively little slip, is more efficient, which was important when the original automatic was being directly compared by customers with manual transmissions. The rear oil pump was another feature which was later dropped, but it enabled the car to be push started, again matching one of the abilities of a manual transmission.
i just bought a 1948 cadillac with a 4 speed hydra-matic :)
Very informative of what I'm up against. I have acquired a '48 Olds Dynamic 66 Club Coupe. It's a survivor and I aim to keep it that way. Only reverse works at the moment.
This must be a God send to vintage Hydromatic owners.
I've got a leak at the bottom of my flywheel cover. The cover has a small hole I guess as an indicator. I fast forwarded to watch you reassemble from the torus cover. Looks like there could be a couple gaskets that could leak. Did I also see a drain plug on the cover? Maybe that could be my leak also? Thanks for sharing this video! Hydramatics rule!!
Yes, a drain plug
@@WeberAuto thanks, sorry for not watching the entire video. I kinda sucked in school. LOL
Thank you for a very informative program. well done....lp
Thank you for the video. Is this the dual range Hydromatic? I have a 1955 Caddy with that transmission.
Can you please make a video on how cable shifter actually shifts gear in transmission... I have looked everywhere and still unable to find a video on it... I want to see how 2 cable shifter are changing 5 forward and 1 reverse gear in a transmission.... Please make a video on this.... ..2 cables can change only 4 gears(each cable can change 2 with pull and push) how does 2 cables change 5 + reverse..that is the part where I am confused...You channel is great I watch it all time..... Thank you..
That is on my list of videos! Thank you!
waiting for ur video eagerly
This is excellent! I watched just to try and understand more about the one mechanical component of a car that i understood least. I got a lot more out of this than i thought i would. Plus, the front clutch drum and components including the hub that aligns with the friction discs and steel discs is the same engineering as is utilised in a 1976 Moto Guzzi motorcycle i am doing a light restoration on. Including looking into why i cannot get the 2 speed box which is in effect an auto. trans. of sorts. in to either range. This by virtue of the fact that there is a Sachs torque converter bolted to the flywheel. With a clutch housing bolted centered over the trans. input shaft. The very end of which has a hub just like this front clutch hub. Learned a lot. Thank you!
Thank you!
The first Hydra-Matic transmission was originally made in 1938 for the Olds 1939 model year. The first generation Hydra-Matic had NO Park position and a single Drive position. Locking the transmission when the engine wasn't running, was by leaving it in the "R" position. Reverse was accomplished with a sliding idler gear, like a manual transmission. This is why the transmission would grind if the idle speed was too fast. A second drive position was added later. When the Hydra-Matic factory burned in 1953 was the end of the first generation. In Cadillacs, a Buick Dyna-Flow was substituted or a manual transmission. It wasn't until 1982 that there would be a Cadillac offered with a manual transmission. After the Hydra-Matic factory started up again a new generation of Hydra-Matic automatic transmission was introduced. It was now called the Jetaway Hydra-Matic and was a whole different animal, with a Park position. This transmission was used into 1964 in Cadillacs, Olds and Pontiacs until the supply was exhausted. During the 1964 model year, Cadillac switched to Buick's new S.T. 400, an all-new 3-speed automatic. This single year first edition was identified with a single Drive position, like a 2-speed PowerGlide. As Chevrolet had done years before, Reverse was moved next to park.
Rolls-Royce took over manufacturing the first-generation Hydra-Matic and used it until 1967 in European markets. For the U.S., R-R switched to the T.H. 400 and used it for over a decade, just as Jaguar did behind it's V-12 engine.
love the video was wondering how you were going to get the rear band on been there done that keep up the good work my friend
Is it true that Packard's Ultramatic Drive was the first automatic to use a torque converter lockup?
I do not know, it could be.
This guy is a damn legend!
I have not seen the back side of the engine so I'm a little confused on how the fluid coupler attaches to the crank if that makes sense??
Hello professor, on the transmission screen are they.all.the same in all the other General Motors hydramatic transmission such as the one Gm used in their Cadillac line. Thanks
Great video! Thanks
Thank you!
From Wikipedia I see that Oliver K. Kelley was born Olavi Koskenhovi, from Salo Finland, 28 June 1904 - 28 March 1987, very clever man.
What are the insides of those bands lined with? Also, what are the "fiber" clutch plates made from? Is it the same stuff? Thanks!
Yes, some paper derivative. Bands and clutch disks seem to have the same material.
Interesting. Thanks for the reply!
I have just finished rebuilding two Hydramatics from a 1945 M24 Chaffee tank, which is powered by two Cadillac engines, like the M5 Stuart tank you mentioned. I was surprised at how little detailed info there is on these trannies. Then, AFTER I finished the rebuilds, I found your excellent videos! That's just poor timing, either by you or me. :)
I just wanted to add a couple of things I found.
The M24 tank uses an intake manifold vacuum signal to the valve body, rather than the more common mechanical linkage from the carb, to determine engine load. The vacuum acts on a piston that operates the throttle valve. I don't know why this simple, reliable way of sending an engine load signal to the valve body did not gain acceptance over the complex mechanical system for so many years.
You refer to the numerous bronze washers in these trannies as "bushings", but bushings by definition support a shaft radially. These bronze washers are thrust washers which are there to support the axial loads generated by the engagement of the helical gears. There are also various white metal bushings supporting the shafts like those in the bore of the oil delivery sleeve.
I have posted some rather amateurish videos on setting the front and rear servos and bands (as I think this is an area that causes concern with setting up these trannies), and also a video on the basic valve body operation. I think (hope) these add to your videos.
ruclips.net/video/tlgen9REnMg/видео.html
ruclips.net/video/BQpR4ApSOd0/видео.html
ruclips.net/video/onBkjvwGgEs/видео.html
Malcolm
Fantastic Feedback! Thank you! I did not know about the vacuum modulation of line pressure on the the M24 versions. That is awesome. I did not think vacuum modulation of a production transmission occurred until the 1957 Chevrolet Turboglide transmission (even though the patent was granted in 1940) Patent US2310518 VACUUM CONTROL OF CLUTCH CAPACITY. Thanks again, have a great day! I will check out your videos.
hi, i've seen your video and it's very good! I have a Hydra Matic gearbox, it's from my 1949 series 62 Cadillac. The gearbox doesn't work well. I bought the book: The Hydra Matic tranmission 1946-1955 Adjustment and service manual. Do you think that with that book I can fix it? Where can I buy spare parts? Thank you. Paul
Thank you for this series.... I like a series on the Chevy silverado 6 speed...
Hello shop teacher on the oil screen is it replaceable or reusable ask questions and learn or you'll never know
Real good video
Thank you very much
The gasket must be sealing ATF not engine oil??
Awesome, thank you!
there is no way you could get the adjusting tool in there on a M5 Stuart, you would have to have an engine on a stand to do that operation.
Wow! Thanks for watching