I remember, back in the 1950s, my father having one of these boxes in bits on the bench. He was an ex-Army mechanic (REME Sergeant) and could fix most things mechanical though I did learn a few new words that I shouldn't have on that particular day. He got it together successfully and he showed me how to drive it.
The main advantage (in commercial vehicles) is the lack of skill and effort compared to a non-synchro manual box. British buses of the period with a manual transmission required very precise double declutching in order to get the ratios to engage. Having driven a 1940s bus with this transmission I can assure you it's far easier (especially in urban traffic) than a manual of the same period.
@@andrewsmart2949 - As I remember it from a visit at the London Transport Museum back in the 1980's they had a "Test Seat" to check that the Bus Driver applicants was strong enough to depress the clutch pedal. You were to sit on the drivers seat and depress the clutch pedal all the way down, without the part of your body you sit on lifted from the seat. A big Red light came on if that happened, and you failed. / B.
These boxes are bullet proof, so good that they were fitted into some Formula 1 racing cars in the 1950's, and British buses have used them for decades.
Excellent to drive but much more complex than a manual gearbox and expensive to manufacture. Manual gearboxes are much lighter and more compact. Not many people today understand how to adjust these gearboxes. They last well but do require periodic maintenance especially the internal bronze bushes and bands.
Wilson pre selected transmission were used on buses in England in the early 1940s, early to mid 1950's replaced by the Monocontrol transmission ( semiautomatic)
Preselect Wilson boxes were used from around the mid 30s.I have driven an STL from 1937 with a Wilson preselect box. This is mechanically operated, the boxes used in RT, RTL, RTW and RF were air operated, and wilson semi automatics were fitted to Routemasters, the last being built in 1968.
I came here because I saw that a early formula One car had such a mechanism. It seems like a really great idea but I'm wondering how downshifting would work as in racing you need rev matching in downshifts. Maybe you could pre-select your downshift and flip the throttle at the same time you blip the clutch? Anyway, I noticed it didn't work out. Too bad it didn't find its way into passenger cars because so many people have terrible timing shifting standard transmissions
Trying to design a (pseudo-historic) tank, something that would have come out in the late 30s, early 40s (in time for WWII) Heard about this type of system, but still not entirely sure how the gear box is synchronizing with the engine speed. Thinking this would pair nicely with a (4+1 x2) sequential manual transmission. But I need to know HOW a preselector slips gears together, to know if a sequential system would fit.
Some people call it a gear shifter pedal and not a clutch pedal. What advantage does this arrangement offer over a standard manual transmission? and why did this design not catch because this predated dual clutch gearboxes we have today. Thanks.
Howdy, You have a good question; I don't know why except for the complexity of the gear box. The advantage, as I see it, is the speed with which shifts can be executed. The manual shift time is eliminated and shifts occur in the length of time it takes to press and release the pedal. Our modern automatics are much like this without the human input /control. Thank you for watching us. JOHN VILAS @ Vilas Motor Works
Según entiendo porque son mas fragiles que las cajas manuales y las automaticas modernas, almenos las neumociclicas que se intentaron usar en Uruguay con buses Volvo B58E se rompian por no aguantar la fuerza o la fricción Aclaro que es mi idea pero no estoy seguro, lo que si es que el sistema en ves de embragues como las automaticas modernas usaba bandas de freno que eran sometidas a fricción constante asi que habia un sistema de auto-ajuste de tuercas para las bandas, por eso llegue a esa conclusión
I remember, back in the 1950s, my father having one of these boxes in bits on the bench. He was an ex-Army mechanic (REME Sergeant) and could fix most things mechanical though I did learn a few new words that I shouldn't have on that particular day. He got it together successfully and he showed me how to drive it.
The main advantage (in commercial vehicles) is the lack of skill and effort compared to a non-synchro manual box. British buses of the period with a manual transmission required very precise double declutching in order to get the ratios to engage. Having driven a 1940s bus with this transmission I can assure you it's far easier (especially in urban traffic) than a manual of the same period.
I was about to post something asking what the advantage of these was but you've answered that perfectly! So I guess synchro boxes made these obsolete?
the clutch and gearshift needed horrendus force,hence why few women drove them
@@andrewsmart2949 - As I remember it from a visit at the London Transport Museum back in the 1980's they had a "Test Seat" to check that the Bus Driver applicants was strong enough to depress the clutch pedal. You were to sit on the drivers seat and depress the clutch pedal all the way down, without the part of your body you sit on lifted from the seat. A big Red light came on if that happened, and you failed. / B.
Then again, Leyland was making synchromesh gearboxes in the 1940s
Amazing to hear an American of all people demonstrate the workings of this gearbox type. They have had little to zero exposure to these.
These boxes are bullet proof, so good that they were fitted into some Formula 1 racing cars in the 1950's, and British buses have used them for decades.
Excellent to drive but much more complex than a manual gearbox and expensive to manufacture. Manual gearboxes are much lighter and more compact. Not many people today understand how to adjust these gearboxes. They last well but do require periodic maintenance especially the internal bronze bushes and bands.
Wilson pre selected transmission were used on buses in England in the early 1940s, early to mid 1950's replaced by the Monocontrol transmission ( semiautomatic)
no that hyd shifted computer controlled box was an abject failure
Preselect Wilson boxes were used from around the mid 30s.I have driven an STL from 1937 with a Wilson preselect box. This is mechanically operated, the boxes used in RT, RTL, RTW and RF were air operated, and wilson semi automatics were fitted to Routemasters, the last being built in 1968.
Remember driving a Lanchester with one ,about 1962, certainly was different 😉
Good demo there,, it's similar to the gearboxes that's used with the pneumatic gear shifters like I restore, , , cheers
SELECTOR Pedal, rather than Clutch pedal
Even though it operates the clutch?
I came here because I saw that a early formula One car had such a mechanism. It seems like a really great idea but I'm wondering how downshifting would work as in racing you need rev matching in downshifts. Maybe you could pre-select your downshift and flip the throttle at the same time you blip the clutch? Anyway, I noticed it didn't work out. Too bad it didn't find its way into passenger cars because so many people have terrible timing shifting standard transmissions
It did - many old Daimlers and Armstrong Siddeleys had preselector gearboxes.
Trying to design a (pseudo-historic) tank, something that would have come out in the late 30s, early 40s (in time for WWII)
Heard about this type of system, but still not entirely sure how the gear box is synchronizing with the engine speed.
Thinking this would pair nicely with a (4+1 x2) sequential manual transmission. But I need to know HOW a preselector slips gears together, to know if a sequential system would fit.
Could this be installed in a LHD car?
Some people call it a gear shifter pedal and not a clutch pedal. What advantage does this arrangement offer over a standard manual transmission? and why did this design not catch because this predated dual clutch gearboxes we have today. Thanks.
Howdy,
You have a good question; I don't know why except for the complexity of the gear box.
The advantage, as I see it, is the speed with which shifts can be executed. The manual shift time is eliminated and shifts occur in the length of time it takes to press and release the pedal.
Our modern automatics are much like this without the human input /control.
Thank you for watching us.
JOHN VILAS @
Vilas Motor Works
@@vilasmotorworksvilas4247 Thanks for you reply.
@@Alexander-jr8nw Thanks for your insight.
It works best with a fluid flywheel and the BSA/Daimler/Lanchester conglomerate patented that combination and never licensed it to anyone else.
@@roblemon6784 Thanks for the updated reply. Very much appreciated!
Hey mate where can i get a shifter like that
Interesante.
No entiendo por que no se hace mas
Según entiendo porque son mas fragiles que las cajas manuales y las automaticas modernas, almenos las neumociclicas que se intentaron usar en Uruguay con buses Volvo B58E se rompian por no aguantar la fuerza o la fricción
Aclaro que es mi idea pero no estoy seguro, lo que si es que el sistema en ves de embragues como las automaticas modernas usaba bandas de freno que eran sometidas a fricción constante asi que habia un sistema de auto-ajuste de tuercas para las bandas, por eso llegue a esa conclusión
Why O’h why do people refer to the Gear Selector pedal as “ Clutch” pedal????? For Heavens sake , It A Gear Selector Pedal 🤔🤔🤔