3rd class Automobile Technology chapter 2

CHAPTER TWO
MANUAL TRANSMISSION/TRANSAXLE
2.1 Introduction
A vehicle requires a lot of torque to start off and to climb hills, yet it does not require as
much torque to move on level ground. The source of the torque is the engine. Torque is a
twisting or turning force that is exerted on the input shaft of a transmission/transaxle. An
engine produces increasing torque as its speed increases up to a certain point where the
torque output starts to decrease. Therefore, to get a vehicle moving or to accelerate up a hill,
it is desirable to use a transmission that allows the engine speed to be increased even though
the vehicle speed may be low. Using gears allows the engine speed to increase at low vehicle
speeds yet still permits the engine speed to drop at higher speeds to save fuel and reduce
exhaust.

2.2 TRANSMISSION CONSTRUCTION

A transmission is usually constructed of cast aluminum machined to accept the internal parts
and strong enough to be a structural member of the drive train. The front of the transmission
attaches to a separate bell housing or includes the bell housing as part of the casting of the
transmission itself. At the front of the transmission (toward the engine) is the front bearing
retainer (sometimes called the quill ) that supports the clutch throwout (release) bearing and
usually houses the front grease seal. The rear of the transmission usually includes a separate
casting called the extension housing. The center housing is usually referred to as the
transmission case. SEE FIGURE 2-1 . The input shaft is splined to the clutch disc and is
also referred to as the main gear, clutch gear, or main drive pinion assembly. The main
shaft, also called the output shaft, is splined at the end and transmits engine torque to the
drive shaft (propeller shaft) through a yoke and universal shaft. All manual
transmissions/transaxles use a countershaft (also called a lay shaft or cluster shaft ) to
provide the other set of gears necessary to achieve the changes in gear ratios. The gears on
the countershaft are called cluster gears or counter gears.

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2.3 TORQUE FLOW THROUGH A MANUAL TRANSMISSION
The engine torque is applied to the input shaft when the clutch is engaged (clutch pedal up).
This torque is applied to the main gear, which is in constant mesh with the countershaft gear.
HINT: The fact that the countershaft is revolving any time the clutch is engaged makes
transmission noise diagnosis easier.
The engine torque is multiplied by the ratio difference between the main gear and the cluster
gear. The engine torque is then transferred and multiplied again when first gear is in mesh
with the corresponding first gear on the main (output) shaft. Again, the torque is multiplied
by the ratio difference between the two gears. The engine torque then is applied to the drive
wheels through the driveshaft, differential, and drive axles.
2.4 SPEED GEARS
All gears on the countershaft are permanently attached to the shaft. When the countershaft
rotates, all gears on the countershaft rotate. The input shaft gear is also part of the input shaft.
However, the gears on the main shaft are free to move on the shaft and are connected to the
main shaft through the synchronizer hub when a shift is made. The gears that rotate on the
main shaft are called speed gears and are free to rotate on a film of oil or on bearings.
2.5 SYNCHRONIZER PARTS AND OPERATION
Most vehicles today in a manually shifted transmission use a floor-mounted shifter to change
gears. The shifting lever either moves cables that transfer the shifting motion to the
transmission or transaxle or move the shift forks directly. Inside the transmission/ transaxle
are shift forks that control shifts between two gears, such as first and second or second and
third. Interlocks either in the shifter linkage itself or inside the transmission/transaxle prevent
the accidental selection of reverse except when shifting from neutral and also prevent
selecting two gears at the same time. SEE FIGURE 2-2 .

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Synchronizers are used in manual transmissions/transaxles to make shifting easier. To
synchronize means to make two or more events occur at the same time. When the driver
depresses the clutch pedal, torque is no longer being transmitted to the input shaft and the
drive wheels are “driving” the main shaft of the transmission/ transaxle. To achieve a clash-
free (no grinding sound) shift, the two gears to be meshed must be rotating at the same
speed. The detents and interlocks hold the shift mechanism in position.
The real “shifting” in a synchromesh transmission takes place in the synchronizer
assemblies, not the gears. Most synchronizer assemblies ride on the output shaft between
two gears. A synchronizer assembly is named for the gears on either side of it, which are the
two speeds that it engages. For example, a five-speed transmission with constant-mesh
reverse uses a 1–2 synchronizer, 3–4 synchronizer, and a 5-reverse synchronizer.
2.6 SYNCHRONIZER CONSTRUCTION
Although there are a number of design variations, all are similar and include a hub, a sliding
sleeve, a stop ring, (or blocker rings or synchronizer ring ), keys, and springs. In addition, the
tapered cone and coupling teeth machined on the speed gear are part of the synchronizer
assembly. SEE FIGURE 2-3 . In a typical synchronizer:
1. Splines attach the center hub of the synchronizer to the output shaft, so the hub and
outputshaft rotate together. There are also splines machined on the outer
circumference of the hub.
2. An outer sliding sleeve rides on the external hub splines with enough clearance so that
it slides freely. The splines on the sleeve also match the small coupling teeth of the
stop ring and speed gear. Coupling teeth are also called engagement or clutch teeth.
The sleeve is splined to the hub, so it rotates with the output shaft.
3. A stop ring sits between the speed gear and the sleeve. The coupling teeth on the stop
ring match those on both the sleeve and the speed gear. The stop ring also has a
tapered cone to match the cone machined on the speed gear.
4. Small, spring-loaded detent keys, also called synchronizer keys or struts, ride in
slots on the outer sleeve. The stop ring has slots to match these keys. This allows the
stop ring to rotate slightly, relative to the sleeve, before the keys hit the sides of their
slots and stop the stop ring. As the sleeve moves, the synchronizer keys move with it,
which pushes the blocking ring onto the tapered cone of the speed gear.

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2.7 SYNCHRONIZER OPERATION
When the outer sliding sleeve is centered on the hub, the synchronizer is in its neutral
position—it does not contact either of the speed gears. SEE FIGURE 2-4. To shift into gear,
the driver disengages the clutch and moves the shift linkage. The shift linkage, which is
described later in this chapter, pushes the sleeve toward one of the speed gears. As the sleeve
moves, the detent keys help guide the stop ring toward the speed gear. This causes the ring
cone to slide onto the tapered cone of the speed gear.
The speed gear is turning because it is in constant mesh with a countershaft gear. However,
the gear may not be turning at the same speed as the synchronizer assembly even though
both are on the same shaft. When the clutch is disengaged, the engine is no longer driving
the transmission, so there is no torque applied to the input shaft, and the countershaft, or
cluster gear, simply freewheels. As the shift is made, the stop ring acts as a brake to slow
down the gear so that its speed matches the speed of the synchronizer assembly.
That is, it synchronizes the shift. This matched speed allows the internal hub splines to easily
engage the coupling teeth on the stop ring and speed gear. When the clutch disengages, the
crankshaft drives the input shaft, which drives the countershaft, which drives the output shaft
through the selected gear.
The synchronizer goes through three stages during a shift:
1. As the shift is selected, the sliding sleeve moves towards the speed gear. If the speeds of
the sliding sleeve (main shaft) and the speed gear (counter shaft) are not identical, the speed
difference will cause the tapered cone to “mis-align” the teeth of the sleeve, the stop ring,
and the speed gear. This “blocks” the shift. Now, the tapered teeth of the sliding sleeve push
against the teeth of the stop ring, which in turn pushes the stop ring tapered surface up
against the tapered surface of the speed gear. This causes the speed gear to either speed up or
slow down based on the difference between the main shaft speed (hub) and the counter gear
speed (speed gear).
When the speeds are equal, the thrust is released on the tapered surface which now allows
the “alignment” of the sliding sleeve teeth, the stop ring teeth and the speed gear teeth which
allows the shift to be completed. SEE FIGURE 2-5.

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2. The sleeve overcomes the force of the detent key springs as the shift linkage continues to
move it toward the gear. This allows the stop ring to relax and move slightly so that the
sleeve splines begin to engage the coupling teeth on the stop ring. At this point, the coupling
teeth on the stop ring and the speed gear may not line up with each other. However, friction
continues to build between the ring and the cone, so the gear continues to slow down.
3. Once the sleeve, stop ring, and gear are all turning at the same speed, it takes just a small
movement between the stop ring and gear to align the coupling teeth and allow the sleeve to
slip completely over both sets. The speed gear is now locked to the output shaft through the
synchronizer stop ring and sleeve. SEE FIGURE 2-6.

Synchronizer stop rings are a simple type of clutch, called a cone clutch for the shape of the
mating surfaces. Some manufacturers refer to the synchronizer action as “clutching.”
Synchronizer sleeves and hubs are gear-quality steel. Stop rings are a softer metal “usually
brass, copper, or a sintered metal” to absorb the friction of synchronizer operation. The
tapered cone is relieved, that is grooves are machined into its contact surface. These grooves
serve two purposes; they

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1. Channel excess lubricant out from between the two pieces for better contact.
2. Retain a small amount of lubricant. This decreases wear when the cone clutch must
slip slightly during coupling tooth alignment.
The internal splines on the synchronizer sleeve and the coupling gear teeth on stop rings and
speed gears have a special shape that works to hold the gear engaged once the driver releases
the shift lever. The ends of the gear teeth are chamfered, giving them a triangular shape.
These pointed ends allow easier sleeve-to-gear alignment as the angles tend to center the
splines between the teeth. Once aligned, a back taper machined behind the chamfered end of
the teeth and splines tends to keep the sleeve in place until the linkage pushes the sleeve
away for another shift.
Back taper is an angle cut opposite to the chamfer so that spline or tooth narrows just
behind the chamfered end. SEE FIGURE 2-7. The back taper creates resistance to motion to
keep the splines from sliding off the coupling teeth. This is especially important when there
is no torque load, such as coasting, to help keep the parts meshed. Worn back taper may
cause the transmission to jump out of gear, usually when the throttle is released.
Some synchronizer stop rings have friction material on the cone surface. This paper friction
material is the same as used on automatic transmission clutch plates, and provides a
smoother synchronizing action than metal-to-metal contact. A manual transmission with
paper stop rings must use automatic transmission fluid (ATF). Other lubricants damage the
paper ring surface. SEE FIGURE 2-8.

2.8 FIVE-SPEED TRANSMISSION TORQUE FLOW

A five-speed transmission has six gear sets that provide five forward speeds and one reverse
speed. Either a sliding gear or constant-mesh gears may be used for reverse. All forward
gears are the constant-mesh type. The Borg- Warner T5 manual transmission serves as an
example of a contemporary five-speed design. In addition to reverse, the T5 provides three
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gear reduction ratios (first, second, and third), direct drive (fourth), and an overdriven ratio
(fifth). A sliding idler gear is used to change output shaft direction and provide reverse.
1. NEUTRAL. In neutral, all of the synchronizer sleeves are centered on their hubs as
shown in FIGURE 2-9. Note that in this and the following illustrations the reverse
idler shaft and sliding gear have been repositioned for clarity. In actuality, the
assembly is positioned so it meshes with the reverse gears of the countershaft and
output shaft simultaneously. With the clutch engaged, the drive gear of the input shaft
turns the cluster gear, or countershaft. The speed gears are driven by the cluster gears,
but rotate freely, on the output shaft. The output shaft may turn if the vehicle is
moving or coasting, but no engine torque being transferred through the transmission.

2. FIRST GEAR. In first gear, the shift linkage slides the 1–2 synchronizer sleeve
rearward toward the first speed gear SEE FIGURE 2-10. The synchronizer assembly
locks the speed gear to the output shaft. With the clutch engaged, the input shaft drives
the countershaft, delivering engine torque to the gearbox. Torque transfers from the
first counter gear to the first speed gear, which drives the output shaft through the 1–2
synchronizer hub splines. Torque flows through the transmission in gear reduction at
the first gear ratio.

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3. SECOND GEAR. In second gear, the shift linkage slides the 1–2 synchronizer sleeve
forward, away from the first speed gear and toward the second speed gear SEE
FIGURE 2-11. The synchronizer assembly releases first gear, then locks the second
speed gear to the output shaft. With the clutch engaged, the input shaft is driven at
crankshaft speed and turns the countershaft. Engine torque transfers from the second
counter gear to the second speed gear, which drives the output shaft through the 1–2
synchronizer hub splines. Torque flows through the transmission in gear reduction at
the second gear ratio.

4. THIRD GEAR. In third gear, the shift linkage centers the 1–2 synchronizer sleeve
and moves the 3–4 synchronizer sleeve back toward the third speed gear SEE
FIGURE 2-12. The synchronizer assembly locks the third speed gear to the output
shaft. With the clutch engaged and the input shaft driving the countershaft, the third
counter gear transfers torque to the third speed gear. The speed gear drives the output
shaft through the 3–4 synchronizer hub splines. Torque flows through the transmission
in gear reduction at the third gear ratio.

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3rd class Automobile Technology chapter 2

5. FOURTH GEAR. In fourth gear, the shift linkage moves the 3–4 synchronizer
sleeve forward, away from the third speed gear and toward the input shaft drive gear. _
SEE FIGURE 2-13. The synchronizer assembly locks the input shaft drive gear to the
output shaft. With the clutch engaged, the input shaft drives the output shaft through
the 3–4 synchronizer hub splines and both shafts rotate at crankshaft speed. Torque
flows straight through the transmission at a 1:1 ratio, delivering engine torque to the
drive shaft. This is called direct drive because there is no gear reduction through the
transmission. The counter gears also turn because they are in constant mesh, but they
do not affect torque flow because all of the speed gears are freewheeling on the output
shaft.

6. FIFTH GEAR. In fifth gear, the shift linkage centers the 3–4 synchronizer sleeve and
moves the fifth synchronizer sleeve toward the fifth speed gear. SEE FIGURE 2-14 .
Note that on the T5 transmission the synchronizer assembly locks the fifth speed gear
to the countershaft. The speed gear drives a fixed gear on the output shaft. With the
clutch engaged, the input shaft drives the countershaft. The fifth synchronizer hub is
splined to the countershaft, so it is driven and driving the fifth speed gear when fifth
gear is engaged. This transfers engine torque to the output shaft through the fixed fifth
gear. Note the countershaft gear is larger than the output shaft gear. Therefore, fifth
gear is overdriven. Torque flows through the transmission at the fifth gear, or
overdrive, ratio. Typical overdrive gear ratios are between 0.6:1 and 0.8:1. This lowers
engine speed for economical highway cruising. On some five-speed transmissions, the
fifth speed gear is on the output shaft with the other speed gears. This type of
arrangement is typically used with constant-mesh reverse gears. In these designs, fifth
and reverse gears share a synchronizer assembly. The fixed countershaft gear drives
the speed gear, which drives the output shaft through the hub splines when the sliding
sleeve is engaged. Torque flow through the transmission is similar to any of the gear

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reduction forward speeds detailed above, but the fifth speed gear is generally
overdriven.

7. REVERSE. There are two common reverse gear designs used on transmissions:
A. Sliding gear .
B. Constant-mesh gear.
With a sliding reverse gear design, such as on the Borg- Warner T5, the shift linkage slides
the reverse idler gear on its shaft until it engages the reverse gears on the countershaft and
output shaft gear. Both gears are fixed to their respective shafts. This design uses spur gears
for reverse, not helical gears, because the gear teeth must move into and out of mesh. On
some gearboxes, the sliding gear splines to the output shaft. The linkage moves the gear
along the output shaft splines to engage the reverse idler gear.

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An unusual feature of the Borg-Warner T5 is that it does not have a separate reverse output
shaft gear SEE FIGURE 2-15. Instead, spur teeth machined around the outside of the 1–2
synchronizer sleeve act as the reverse output gear. When the T5 is shifted into reverse, the
linkage moves the reverse idler gear rearward so it simultaneously meshes with the
countershaft reverse gear and the gear on the synchronizer sleeve.
When the clutch is engaged, the countershaft is driven and the reverse gear drives the idler
gear, which rotates in the opposite direction of the countershaft. The idler gear drives the 1–2
synchronizer sleeve, so there is another directional change in rotation. Although the sleeve is
not engaged to a speed gear, it remains splined to the output shaft, so the sleeve drives the
output shaft when the idler gear is engaged. The output shaft rotates in the opposite direction
of the input shaft because the idler gear is between them.
With constant-mesh gears, the shift linkage moves the 5- reverse synchronizer sleeve away
from the fifth speed gear and toward the reverse speed gear when reverse is selected.
Typically, no stop ring is used between the synchronizer sleeve and the reverse gear, so the
output shaft must be stopped to engage reverse without grinding the sleeve splines against
the coupling teeth of the reverse gear. The synchronizer assembly locks the reverse speed
gear to the output shaft. With the clutch engaged, the input shaft drives the countershaft.

The reverse counter gear drives the reverse idler gear, which drives the reverse speed gear in
the direction opposite normal rotation. The reverse speed gear drives the output shaft through
the 5-reverse synchronizer hub splines. Torque flows through the transmission in gear
reduction at the reverse gear ratio. The output shaft turns opposite its normal direction of
rotation, so the vehicle moves to the rear.

MANUAL TRANSAXLE CONSTRUCTION

A manually shifted transaxle includes an input shaft, an output shaft, and a differential
assembly all in one case. The input shaft is attached to the clutch, which transfers engine
torque from the engine flywheel to the input shaft when the clutch is engaged. Most
transaxles use speed gears and synchronizers on both the input and output shafts, as shown in
FIGURE 2-16 . The differential assembly, also called a final drive assembly, attaches to the
output shaft and splits the torque to both front drive axles. SEE FIGURE 2-18 .

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TRANSMISSION/ TRANSAXLE REMOVAL

Before removing the transmission/transaxle for service, double check that the problem is not
due to any malfunction of the clutch or shift linkage. To remove a transmission or transaxle,
always follow the procedure in the service manual to be assured of doing no harm to either
the vehicle or to yourself. Steps typically involved in the removal and disassembly include
1. Disconnecting the negative battery cable
2. Safely hoisting and supporting the vehicle
3. Supporting the engine with a holding fixture or other support (front-wheel-drive).SEE
FIGURE 2-19.
4. Removing the drive axle shafts or drive shaft (rear-wheel-drive)
5. Removing the clutch linkage and shift linkage. SEE FIGURES 2-20 AND 2-21
6. Disconnecting the vehicle speed sensor and reverse (backup) light connectors

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3rd class Automobile Technology chapter 2
7. Removing the attaching bolts/nuts from the engine and transmission/ transaxle mounts
and then removing the unit from the vehicle.
Sometimes it is easier to remove the entire power train (engine and transaxle as an
assembly) from the vehicle. When the entire assembly has been removed from the vehicle,
often the transaxle can then be removed from the engine.

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