He drank a cup of hemlock.

Whatever happened to Socrates, anyway?

(never mind...)

It does take away from the integrity of the forum, and I agree with Ted.  I have almost stopped posting due to others "getting the last word".  Joe-JDC

JDC

The THOUGHT POLICEMAN has spoken!



"FREE SAMPLE"

Done.

This back and forth banter between the two of you is not entertaining.  Seems like I remember Socrates being credited for not making responses if the information is not ‘Truthful, Good, or Useful’ which is always a good baseline for responding to posts.  Points have been made by the two of you at least two pages ago and now it’s just a contest to see who gets the last word.  Let this be the last word between you as it’s obvious now that neither of you is willing to let this go.

Lorena, Texas (South of Waco)

"Where are you sourcing your info on the trans?"

I'll call your attention to the official BW OD service manual, section II, Operating Principals, Overdrive, paragraph b: It says "Assuming that the car is being driven with the dash control pushed in, the sun gear control plate revolves along with the sun gear at the speed of the transmission main shaft. Under such circumstances, the blocker ring by it's frictional drag upon the hub of the control plate, is rotated into such a position as to latch the control pawl against inward movement. When the car reaches a predetermined speed the governor contacts close, acting through the electrical circuit to energize the solenoid. The latter sets a spring pressure against the pawl, tending to push it into engagement. This movement is prevented by the blocker. However, the driver may momentarily close the throttle, whereupon the roller clutch releases, and the engine slows down. At the same time, the sun gear slows down, more rapidly, so that the sun gear passes through the stand-still condition when engine speed has fallen 30%, and then reverses its motion. Upon the instant of reversal, the blocker ring, moved by its frictional drive from the control plate hub, rotates slightly in this direction and releases the pawl which snaps into the first notch of the backwardly rotating control plate."

This is from the Service Operations section, paragraph 28, INSUFFICIENT BLOCKER RING FRICTION. "If the overdrive engages with a severe jolt, or noise, probably the blocker ring has lost its frictional grip upon the hub of the sun gear control plate." (ed. note: this is usually a mechanical problem, however insufficient friction coefficient of the lubricant may cause a similar problem)

So, you can see how dependent the OD is on the proper frictional coefficient of the lubricant. The friction modifiers in modern gear lubricants will likely throw that balance out of kilter, causing drivability issues and possible damage. Bold italic added for emphasis. 

The OD needs a certain amount of friction to operate properly. That specified friction is provided by GL-1.

I now see (or hear) what you are saying.

Where are you sourcing your info on the trans?

OH! ... I forgot as usual. I went to BW for any possible lubricant update(s) and found they sold their manual trans operation to TREMEC some years ago.

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The OD needs a certain amount of friction to operate properly. That specified friction is provided by GL-1. I would like to see testing specifically on the OD before I would commit to using Redline. You're correct, Redline is unlikely to go to the trouble of validating their formula just for a relative few OD transmissions. If you have a BW OD equipped vehicle, or know someone who does and is willing to roll the dice, try it and report back.

... you're quick ...

I want to see independent real world testing and data.

I doubt anyone would take the time and expense of what you are asking. Why would the upgraded lubricant have any adverse effect on the OD section, other than better protection?

GL-4 is natural progression as is multi-grade detergent motor oils.

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