New name on the boxe larger product rang
Page 38
Page 39
Page 40
Page 41
If you've noticed an error in this article please click here to report it so we can fix it.
Steve Gray examines the Turner-Spicer catalogue
UNTIL the end of the 1960s, Turner Manufacturing, as it was then known, was a family owned business manufacturing gearboxes in Wolverhampton. In 1968 it became a publicly quoted company and then in 1971 the Dana Corporation — manufacturer of Spicer transmissions in the USA—took a 30 per cent equity in the company.
By 1972, Turner was manufacturing Spicer boxes under licence to fill the gaps in its own gearbox range. It was a fairly logical step for Dana to work out a purchase agreement in 1978 which gave it 100 per cent equity of Turner Manufacturing.
The new company became Turner-Spicer and was able to offer a greatly increased product range, thanks to the Spicer influence. A programme of divisionalisation was begun in 1979 and completed by July 1980. The structure of the company today is the same as then.
Gearboxes are still TurnerSpicer's largest products. The company offers a wide range in the light to medium vehicle field, with the top end taken care of by the Spicer SST 10. For light-weight trucks up to 3,500kg (3.5 tons) gvw, Turner-Spicer has the 14-100, four-speed synchromesh gearbox.
All forward speeds are synchronised and there is a choice of ratios (seven in all) and maximum input torque depends on which set is chosen. Nominal rating for the lowest 6.23 to 1 first gear — is 136-157Nm (100-116Ib ft) while the highest with a ratio on first gear of 3.49 to 1 goes up to 176-203Nm (130-150Ib ft).
All the 14-100 series weigh 31kg (681b) with alloy casing, but without clutch housing.
The boxes, which have an oil capacity of 213 litres (33/4 pints) are designed for vertical mounting either with gearbox and engine linked by an integral clutch housing or by means of an adaptor plate with an existing clutch housing. To aid mounting, engine mounts can be built on to integral clutch housing if required. In addition a rear mount is available on the transmission case.
In order to suit varying differ
ent requirements, there is a range of clutch release bearings and forks on offer and although an integral SAE size 4 clutch housing is standard, others can be supplied. Depending on engine-clutch installation, either SAE or DIN involute splines can be provided. Three types of gear change control — direct stub lever, remote or offset remote — make this T4-100 range versatile enough for almost every possible application.
A second range of boxes for vehicles in the 3,500kg (3.5 tons) gvw bracket is the fivespeed, alf-synchromesh T5-100 series. These are either direct or overdrive, all synchromesh, five-speed gearboxes. Seven ratio options in each offer from 6.23 to 1 up to 3.47 to 1 first gear in direct drive with 5.23 to 1 to 3.23 to 1 first gear on the overdrive versions. These latter have overdrive ratios varying from 0,84 to 0.77 dependent again on model chosen.
Turner insists that each application must receive its approval to ensure correct design application. Like its four speed brother, the T5-100 is available with a complete choice of gear-change control, clutch-release mechanisms and clutch housings. It is another vertical installation unit and it weighs 37kg (81Ib) with alloy case but without clutch housing.
Torque capacity is variable according to the model chosen but ranges from 136-157Nm (100-1 161bft) for the lowest ratio direct-drive box to 176203Nm (130-150Ib ft) for the highest. Overdrive boxes have a capacity of from 156-183Nm (1 15-1351b ft) to 176-203N m (130-150Ib ft). Heavier-duty vehicles with gross weights not exceeding 10,161 kg (10 tons) are taken care of by the 14-200, a fourspeed synchromesh box with a nominal torque capacity of 271Nm (200lb ft) depending on ratio employed. There are six possibilities here from 7.14 to 1 to 4.53 for first gear. Maximum torque on the lowest ratio box is 380Nm (280lb ft).
Although a cast iron case is fitted as standard — giving a total weight with integral clutch housing of 77kg (1701b)—alloy versions can be built if high volume are ordered. The SAE size 3 clutch housing is fitted but alternatives are available. There are alternative clutchrelease mechanisms, bearings and input shafts too. Although a six-bolt SAE facing is provided on the righthand side for pt-o fitment, it is possible to have rear pt-o fitment if volumes are high enough. A five-speed box for the same class of vehicle is also manufactured by Turner-Spicer and it comes in both direct and overdrive forms. The T5-200 is again all-synchromesh and offers similar torque capabilities to those of the four-speed units. All except the T5P 2010, which has a 7.14 to 1 first gear and input maximum of 237Nm (1751b ft), have a torque capability of 271Nm (200lb ft). Overdrive versions give top-gear ratios ranging from 0.85 to 1 through to 0.75 to 1.
On the other hand, directdrive gearboxes which obviously all have 1 to 1 top gears also offer six ratio options with 7.14 to 1 through to 4.53 to 1. Turner again insists, though, that it is consulted before installation.
Another five-speed box which Turner-Spicer can supply is the T5-300. However, this is designed for medium-duty vehicles which gross at no more than 20 tonnes (19.7 tons). And synchromesh is fitted only to the four upper ratios. Both direct and overdrive versions are again available, but there are considerably more of the former with an impressive 11 versions against seven.
Although nominal torque rating for all varieties is 407Nm (300lb ft) individual torque ratings vary from 380Nm (280Ib ft) through 407Nm (300lb ft) to a maximum 441Nm (3251b ft). Overdrive versions have topgear ratios from 0.86 to 0.80 depending on which one is chosen.
First gear on most overdrive units is higher at between 6.47 and 5.87 compared to direct drive which have options from 7.58 to 5.87. Yet again the size 3 SAE clutch housing is used and the box weighs in at 120kg (2641b) complete with this unit.
A full range of selection control is available and there is a six-bolt, SAE facing provided for a side-mounted pt-o and additionally there is the facility for a rear-mounted pt-o. The T5-300 can be installed either vertically or horizontally in the chassis and can be remotely mounted or direct to the engine by means of a clutch housing.
Moving up the weight scale, the T5-400 is a five-speed gearbox designed for vehicles of up to 28 tonnes (27.6 tons) gvw. Synchronisation is provided on all gears except first, with constant mesh, and reverse. Again there are overdrive and directdrive versions with 12 olds against 10 direct. Max torque for the direct drive units is listed at 542Nm (400b ft) and for the overdrive ones it is 570Nm (420 lb ft).
There is an amazing array of ratio steps available on this gearbox. The direct version has 7.36 through to 5.64 to 1 first gears and the o/d has from 6.38 to 4.83. These allow permutations to be achieved which fit in with the requirements of differing manufacturers and operators.
Two six-speed transmissions for 28 tonnes (27.6 tons) and 32.25 tonnes (32 tons) gvw are available from Turner-Spicer. The first, the T6-400 has synchromesh on just the upper five ratios, with first being constant mesh. Depending on the ratio used, nominal torque is 542Nm (400lb ft) and ratios vary from
7.36 to 1 on first through to 6.38 to 1. Six ratio variants are on offer.
The T6-400 weighs 208kg (4561b) when fitted with the SAE 3 clutch housing, but this comes down to 180kg (370Ib) without it. Remote or direct mounting by means of the clutch housing is possiblewhile the unit can be fitted upright or on its side. Pt-o outlets on each side of the box with six-bolt SAE facings are provided, but it is possible to specify an integral layshaft driven rear pt-o.
Oil capacity for this box is nine litres (16 pints) and there is a full choice of direct stub lever, remote or offset remote gearshift control.
Second of the six-speed boxes is the M6-476, which was designed to meet the needs of 32.25-tonne (32-ton) gvw operation. With an all up weight of 148kg (3251b) the alloy cased box comes complete with an integral clutch housing. It is intended for vertical mounting but can be either coupled to the engine via the clutch housing or remotely fitted. The clutch housing is the SAE size 2 and cross-shaft hole drillings are available for either pull or push type of clutches.
Unlike its smaller T6-400 brother, the M6 476 is synchromesh on all forward speeds, and comes in both direct and overdrive versions. Torque capability for all these is 644Nm (475Ib ft) and ratios vary from 9.08 to 5.06 (first). Overdrive ratios on top gear go from 0.77 to 0.74.
At the very top of the weight range, Turner-Spicer has its SST-10, ten-speed splitter box, fitted exclusively on UK specification Leyland Roadtrain trac tive units and on the Bedford TM.
Turner-Spicer says that the Splitter box means fewer gear changes, which makes the driver's life easier. Torque rating for the Splitter are between 1,290 and 1,765Nm (95013001b ft).
For Roadtrain applications, the box has a pre-select splitter facility, which enables it to be selected in advance without incurring any wear on the components.
As well as making a full range of gearboxes Turner-Spicer also manufactures Spicer Clutches and has 70 per cent of the UK pull-type market. The Angle spring range of heavyduty clutches are available in 356mm (141n) and 394mm (15.5in) diameters and are either manual or self adjusting. They offer a reduced pedal effort with constant plate load while being directly interchangeable with other pull-type designs.
This means that no changes to flywheel, clutch housing or linkage are required. Pedal assistances devices can be eliminated, says Turner-Spicer, because the pedal effort is reduced by 35 per cent. A feature of the AS Clutch is that the pressure spring angles automatically change so that the clamping load remains constant as the drive disk wears.
Once the self adjusting angle spring assembly is adjusted during installation, it stays that way for life. Each time the clutch is actuated, the adjuster mechanism monitors the facing wear. At a predetermined level this actuates the adjuster ring returning clutch free-play pedal dimensions to the correct operating level.
There are eight basic versions of Spicer AS clutches. All are twin plate with either a 356mm (14in) or 394mm (15.5in) size discs. Both sizes are available with either organic or ceramic facing. Any combination of disc size and facing material are available in manual or auto adjustment form. Torque capabilities are up to 2542Nm (1875Ib ft) for the 356mm (14in) clutch and up to 2441Nm (1800lb ft) for the 394mm (15.5in) clutch.
A "super duty" angle spring clutch is available for those requiring extra performance for specific tasks.
In addition to making the clutch itself, Turner-Spicer also supplies clutch brakes to prevent gear crashing when selecting 1st or reverse. The Spicer Torque Limiting Brake interchangeable with clutch brakes currently in use has a self con tained torque limiting feature to eliminate the need for specially sprung transmission bearing caps.
This is provided by internal spring washers driven by the hub reacting against the clutch brake covers, with facing material positioned between each spring washer and cover. The hub and washer combination slips with respect to the covers when a load of around 34Nm (25Ib ft) has been exceeded.
Application of the clutch brake is accomplished by depressing the clutch pedal fully which causes the release bearing to come in conthct with the brake. As the brake is spllned to the main transmission drive gear, the transmission is slowed or stopped.
The name of Spicer is almost synonymous with drive joints and naturally Turner-Spicer markets the Spicer Universal Joint range. Both Carden (Hookes) and full constant velocity joints are available from the Spicer U Joint Division (UK) at its Northampton factory. The current range of joints extends from the 1480 series fitted to vehicles of 12 tons gvw to the 1950 series which is used on the heavy mobile off-highway equipment.
Closely allied to gearboxes are, of course, power take-offs and Turner-Spicer offers the Chelsea range. Chelsea pt-os have the capability to handle light, heavy or extra heavy duty applications. All Chelsea pt-os have SAE 6 bolt or 8 bolt fittings and either wire or lever controls. Models can be specified for all automatic transmissions.
In addition, where required, there are two gear models. The type of pt-o. required depends on the application and Chelsea offers models to suit everything from concrete mixers to snow ploughs.