[Saloon-lovers] DG250 Torque converters

Since I’ve owned my 62 MkX, the DG250 has never been quite right, and it has
prevented me from enjoying the car to it’s fullest extent. The lovely and
gracious Susan has vehemently vetoed my serious consideration of purchasing
Andy Bradley’s recently refreshed DG250.

Let me describe the symptoms, what I think I’m hearing, and what I might try
to do about it (Susan willing).
1st gear fine. 2nd gear comes about nice and seamlessly. 3rd gear comes
along with a deep moan and a bunch of grinding and crashing sounds against the
flywheel. Bad.
It turns out that my “intermediate speed-hold” does actually work, but a get
the same groaning and crashing when I let up on the throttle and the thing
goes neutral. (I assume it is disengaging the torque converter to prevent
engine braking?)
I am completetly ignorant in the ways of slushboxes - not entirely solid on
how manuals work either, but the concept is a lot more tangible.

Could I get away with merely a torque converter replacement? Am I right in
assuming that the torque converter resides in the bellhousing and is sort of a
hydraulic clutch?
How much cash am I about to part with?

BTW, the car will eventually be completely torn down for a nut and bolt
rebuild (anticipating this to be a five year project) and I will do a proper
rebuild at that time). Buy the house first…

Best Regards,
Eric Scott Williams

After my experience, I am sold on G. Whitehouse, and I jsut ordered a
replacement Int. Speed Hold Solenoid.

I assume you are from the U.S., however I don’t know how far the long
tentacles of AOL reach, and if you are a subscriber from another country, if
your e-mail address still ends in .com. Be that as it may, I would suggest
you check out G. Whitehouse, in England. I would guess that someone over
here does the same work, but you might get an idea of what’s involved, and
if they can recommend someone, since the shipping would kill you.

G. Whitehouse Autos Ltd.
http://www.insites.co.uk/classic/jaguar/gwhitehouse/
e-mail: gwhitehouse@insites.co.uk

“Mark 1” Mark Stephenson
1959 3.4 Litre Saloon
Phoenix, AZ-----Original Message-----
From: EScott2U@aol.com EScott2U@aol.com
To: saloons@jag-lovers.org saloons@jag-lovers.org
Date: Monday, June 22, 1998 11:29 PM
Subject: [Saloon-lovers] DG250 Torque converters

Since I’ve owned my 62 MkX, the DG250 has never been quite right, and it
has
prevented me from enjoying the car to it’s fullest extent. The lovely and
gracious Susan has vehemently vetoed my serious consideration of purchasing
Andy Bradley’s recently refreshed DG250.

Let me describe the symptoms, what I think I’m hearing, and what I might
try
to do about it (Susan willing).
1st gear fine. 2nd gear comes about nice and seamlessly. 3rd gear
comes
along with a deep moan and a bunch of grinding and crashing sounds against
the
flywheel. Bad.
It turns out that my “intermediate speed-hold” does actually work, but a
get
the same groaning and crashing when I let up on the throttle and the thing
goes neutral. (I assume it is disengaging the torque converter to prevent
engine braking?)
I am completetly ignorant in the ways of slushboxes - not entirely solid on
how manuals work either, but the concept is a lot more tangible.

Could I get away with merely a torque converter replacement? Am I right in
assuming that the torque converter resides in the bellhousing and is sort
of a
hydraulic clutch?
How much cash am I about to part with?

BTW, the car will eventually be completely torn down for a nut and bolt
rebuild (anticipating this to be a five year project) and I will do a
proper
rebuild at that time). Buy the house first…

Best Regards,
Eric Scott Williams

Eric

The DG250 Torque convertor allows the gearbox to be in drive, and allow a
flexible range of gear multiplication when in 1st and 2nd, and to idle when
stationery.

When you drop into top, the direct drive clutch engages. This is similar to a
conventional clutch, but is held in place by hydraulic pressure. The clutch is
in the torque convertor casing, all bolted to the rear of the crank, ie in the
bellhousing. separate unit to the gearbox.

The clutch is only used in top gear, and means that there is no slip, your top
gear should feel like a manual box, normal engine braking, unlike 1st and 2nd
where there is little or no engine braking (except for L hold which gives
engine braking as normal)

The clutch can slip and make nasty noises, it can be slow to take up engagement.
It is normally ‘firm’ and quick in its take up, 2nd - 3rd is quite pronounced.
The clutch can slip if there is not enough hydraulic pressure, and there are
many reasons for that

To me, the fact that 1st and 2nd are operating correctly mean that the bands
aren’t slipping. But are you sure they are operating correctly, without
experience of another car?

The bands can slip in some gears and not in others.
Does it operate in reverse? It is possible to connect up gauges to various
pressure points, and diagnose from the readings, but I have never know anybody
do this.

Your symptons are very similar to a friends here, and he had a complete rebuild,
including a new rear pump . It cost 1000 UK pounds

The speed hold is simply a solenoid which holds the governor in place to hold
second gear, and means you don’t have to have your foot to the floor :slight_smile:

To be honest, I would include the torque convertor in your plans. if you have
the engine out, it is easier to do at the same time. there again, you also have
your e-type wishes to contend with :slight_smile:

Alastair Lauener
64 S-Type_______________________________________________________________________________
1st gear fine. 2nd gear comes about nice and seamlessly. 3rd gear comes
along with a deep moan and a bunch of grinding and crashing sounds against the
flywheel. Bad.
It turns out that my “intermediate speed-hold” does actually work, but a get
the same groaning and crashing when I let up on the throttle and the thing
goes neutral. (I assume it is disengaging the torque converter to prevent
engine braking?)
I am completetly ignorant in the ways of slushboxes - not entirely solid on
how manuals work either, but the concept is a lot more tangible.

Could I get away with merely a torque converter replacement? Am I right in
assuming that the torque converter resides in the bellhousing and is sort of a
hydraulic clutch?

Since I know Merritt is away on business, I’ll jump in here and say that
he experienced what sounds like exactly the same symptoms with his
DG250, documented at:

http://www.jag-lovers.org/saloons/merritt/jag_story8.html

I donated a spare tranny to solve his problem. It’s beginning to sound
like this is a pretty common failure with the these slush boxes.

Ryan.> -----Original Message-----

From: EScott2U@aol.com [SMTP:EScott2U@aol.com]
Sent: Monday, June 22, 1998 11:54 PM
To: saloons@jag-lovers.org
Subject: [Saloon-lovers] DG250 Torque converters

Let me describe the symptoms, what I think I’m hearing, and what I
might try
to do about it (Susan willing).
1st gear fine. 2nd gear comes about nice and seamlessly. 3rd gear
comes
along with a deep moan and a bunch of grinding and crashing sounds
against the
flywheel. Bad.