MANUAL TRANSMISSION SYSTEMS

The manual transmission is a vital link in the driveline of many modern vehicles. The manual
transmission uses different size gears to give the engine a mechanical advantage over the driving wheels.
Without this mechanical advantage, an engine can generate only limited torque at low speeds. Without
enough torque, moving a vehicle from a standing start would be impossible.

During normal operating conditions, power from the engine is transferred through the engaged clutch to
the transmission input shaft. The input shaft transfers this power to gears in the transmission. The gears
alter the torque and speed, and then send it to the rest of the powertrain.

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 emissions.

For example,

 First gear: Vehicle speed is low, engine speed is high.

 Second gear: Vehicle speed increases, engine speed decreases as shift is made.
 Third gear: Vehicle speed continues to increase, engine speed is kept in a narrow range.
 Fourth gear: Again, the vehicle speed is increasing, yet engine speed is about the same as in third
gear.

What Is the Difference Between a Transmission and a Transaxle?

A transmission is used on rear-wheel-drive vehicles, whereas a transaxle is usually used on front-wheel-

drive vehicles. A vehicle equipped with a transmission uses a separate differential to split the torque
equally to the drive wheels. A transaxle includes a differential assembly. In a transaxle, the differential,
sometimes called the final drive unit, is incorporated in the construction of the transmission.

Components of manual Transmission and a Transaxle

 Case
 Shafts
 Gears
 Synchromesh assemblies

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  Shifting mechanisms.

1. Case

Materials used to manufacture transmission case

 Cast iron
 Aluminum
 Magnesium (rare)
Purpose
 Serves as gear oil reservoir

Requirement
Must be strong enough to withstand maximum engine torque
√ Has two plugs
 Fill plug – used for checking level
 Drain plug
 Usually magnetic
 May be bottom extension housing bolt
√ Has vent to prevent pressure buildup

2. Gear

The purpose of the gears inside a transmission or transaxle is to transmit rotating motion. Gears are
normally mounted on a shaft, and they transmit rotating motion from one shaft to another. Sets of gears
can be used to multiply torque and decrease speed, increase speed and decrease torque, transfer torque
and leave the speed the same, or change the direction of torque

Gears and shafts act upon each other in one of three ways:

 The shaft can drive the gear

 The gear can drive the shaft
 The gear can be free to turn on the shaft

Gear Design

There are many types of gears, and each has its own operating characteristics. Common gears that are
found in manual transmissions and transaxles include:

I) Spur gears

The spur gear is the simplest gear design used in manual transmission/transaxles. A spur gear consists of
a gear blank with straight-cut teeth around its entire circumference.

All gear teeth lie parallel to the centerline, or axis, of the gear. The teeth are shaped so they can mesh
without slippage with a second spur gear’s teeth positioned along a parallel axis. Spur gear design

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permits 1.5 to 2.5 gear teeth to mesh at a time. The gear teeth make contact with each other over their full
width at the same instant. The fact that the gear teeth are in full contact increases the strength of the gear,
but also causes spur gear operation to be noisy. Due to their strength, most heavy-duty truck
transmissions use spur gears.

 Its main advantage is that its teeth are cut straight, so it can slide in and out of contact with other
gears.
 Its main disadvantage is that it is noisy during operation. Spur gears whine at high speed.
If a spur gear is found in a manual transmission/transaxle, it is usually only used for reverse gear.

FIGURE 1 Spur gears have straight-cut teeth.

II) Helical gears

A helical gear, although similar to a spur gear, has its teeth cut at an angle to the axis of the gear.
This enables more teeth, 2.5 to 3.5, to mesh at a time than the spur gear. Additionally, the angle
allows the teeth to mesh gradually, rather than all at once. As a result, helical gears run quieter
than spur gears.

The main advantage of helical gears:

 is that they operate much more quietly, and are much stronger than spur gears.

The main disadvantages of helical gears:

 Each gear pushes against its shaft parallel to its axis so they cannot be slid into and out of
contact with their adjoining gears. They must maintain contact at all times.
 Special bearings are needed to protect the gearbox from this type of axial, or thrust,
loading.
 Furthermore, because of the increased contact area, helical gears create more friction than
spur gears

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FIGURE 2 A spur gear has straight-cut teeth. This design is very strong and is used where strength is important. Spur gears are
noisy during operation. Helical-cut gears, on the other hand, operate quietly but create a force in line with the axis of the gears
due to the angle of the gear teeth

Helical gears are used for all forward speed gears, and in some cases, for reverse as well.

III) Spur bevel gears

Spur bevel gears allow gears to rotate on an axis that is 90 degrees offset from the gear in which it
contacts. The teeth of a bevel gear are cut at an angle to the outside gear surface. Simple bevel
gears have straight-cut teeth similar to those on a spur gear. Special gears used in a
differential, called spider gears, are a common example of the simple bevel gear.
 Spur bevel gears are only used as pinion gears and side gears in the differential assembly
of a manual/transaxle.

The manual transmission transfers power from the engine to the propeller shaft. It converts and multiplies
rotational speed, allowing engine RPM to remain in it's limited optimal power range while providing a
wide range of RPM to the propeller shaft; which, in turn, controls vehicle speed.

Multiple gear sets within the transmission provide gear ratios to best utilize the engine's torque. A gear
ratio of about 4:1 in first gear provides high torque to begin moving the vehicle. In contrast, a higher gear

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ratio of about 1:1 reduces engine speed at higher vehicle speeds when less torque is required to maintain
momentum.

Understanding manual transmission design features increases your knowledge of transmission operation,
and provides for easier and more accurate problem diagnosis.

Components

The rear wheel drive transmission is constructed with three shafts, five forward gears, and a reverse gear

Input Shaft

The input shaft also known as a main drive gear or clutch shaft is driven by the clutch disc and drives the
counter gear shaft. The input shaft is supported by the pilot bearing at the end of the crankshaft anda
bearing at the front of the transmission case.

Counter Gear Shaft

The counter gear shaft also known as a cluster gear drives the gears (1st, 2nd, 3rd, and 5th) on the output
shaft. This shaft is supported by bearings in the intermediate plate, at the front of the transmission case,
and in the extension housing.

Output Shaft

The output shaft also known as the mainshaft drives the propeller shaft. It is splined at the rear to
allow a sliding connection to the propeller shaft. The output shaft gears rotate on the shaft and are locked
to the shaft by synchronizers. The synchronizers are splined to the output shaft. The output shaft is
supported by a pocket bearing at the rear of the input shaft, a bearing at the intermediate plate and a
bearing at the extension housing of the transmission.

Gears

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Gears transfer engine power from the input shaft, through the counter gear shaft, to the output shaft.
There are five forward gears and one reverse gear. Only one gear is engaged at a time.

Forward Motion Gears

All forward motion gears are helical gears because of their smooth and quiet operating characteristics.
Helical gears create end thrust under load, and therefore have a thrust surface on the side of the gear.
Gear side clearance is limited to reduce noise and potential damage, which could result from gear motion.
Reverse requires an additional gear in the gear train. A reverse idler gear is used to change the direction
of the output shaft for reverse.

Reverse

The reverse gear is a straight cut spur gear and does not have a synchronizer. Spur gears are suitable for
this application because they shift into mesh more easily than helical gears, and they don't generateend
thrust under load. Straight cut gears may create a whine or light growl during operation.

Bearings And Bushings

Bearings and bushings are used to support shafts in the transmission. Depending upon design,
transmissions use a wide variety of bearings,including:

• Needle bearings can support large side loads but are unable to control end thrust loads. Individual
needles are housed in a single enclosure or a split bearing holder. They are used in most forward speed
gears.

• Ball bearings can support moderate to high side and thrust loads and are commonly used for the input
shaft and output shaft.

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• Roller bearings can support large side loads but are unable to control end thrust loads. Individual
rollers are housed in a single enclosure.

• Plain bushings can support large side loads and allow free in and out movement. Bushings are used
on the reverse gear and to support the propeller shaft slip yoke in the extension housing.

Synchronizer Assemblies

Synchronizer assemblies are used to make all forward shifts and to assist reverse gear engagement. The
role of the synchronizer is to allow smooth gear engagement. It acts as a clutch, bringing the gears and
shaft to the same speed before engagement occurs. Synchronizer components help make the speeds equal
while synchronizing the shift.

Gears on the output shaft are in mesh (contact) with gears on the counter gear shaft at all times.
Consequently, when the counter shaft turns, the gears on the output shaft rotate. When shifting gears, the
synchronizer ring supplies the friction force, which causes the speed of the gear that is being engaged to
match the speed of the hub sleeve. This allows the gear shift to occur without the gear and hub sleeve
splines clashing or grinding.

Synchronizer Components

The synchronizer mechanism is constructed of the following components:

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• The speed gear is mounted on the output shaft. A needle roller bearing is installed between the speed
gear and the output shaft, allowing the gear to rotate freely on the shaft.

• The synchronizer ring also called a blocker ring is made of brass and is installed on the conical
portion of the gear. Narrow grooves are cut in the inside area of the synchronizer ring to provide the
necessary clutch action of the gear. Three equally spaced slots are cut on the outside surface for the
synchronizer keys to fit into.

• Two key springs are installed, one on each side of the clutch hub to hold the synchronizer keys in place
against the hub sleeve.

• The clutch hub is fit to the output shaft on splines and is secured by a snap ring.

• Three synchronizer keys are installed in the three equally spaced slots in the clutch hub and are aligned
with the slots in the synchronizer ring.

• The hub sleeve has internal splines that slip over the clutch hub splines, engaging the spline teeth of the
speed gear. An internal groove cut in the center of the hub sleeve splines centers the hub sleeve. The hub
sleeve is indexed by the three spring loaded synchronizer keys.

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Synchronizer Operation

When the transmission is in neutral, the hub sleeve groove fits onto the synchronizer key detent. This
allows the gears to free wheel on the output shaft. As the clutch pedal is depressed and the shift lever is
moved into a gear, three stages are involved for the gearshift to occur.

1st Stage –Initial Synchronization

As the shift lever moves, the shift fork moves the hub sleeve to the right causing the spring loaded keys
to push the synchronizer ring against the cone clutch surface of the gear. Engagement of the synchronizer
ring to the cone clutch on the faster spinning gear cause the synchronizer ring to rotate, about one half
the width of a spline.

Rotation of the ring causes the sleeve to be out of alignment with the splines preventing further
movement, while pressure applied to the cone clutch by the sleeve creates a braking action to slow the
gear

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2nd Stage –Synchronization

When the shift lever is moved further, the force (which is applied to the hub sleeve) overcomes the force
of the synchronizer key springs. The hub sleeve moves over the detents of the keys. This movement also
causes more pressure to be exerted on the synchronizer ring and gear. The grooves on the inside surface
of the ring help to cut through the oil film on the conical surface of the gear. This ensures that the ring
will provide the needed clutching action for engagement. The taper of the sleeve spline pushes against the
taper of the ring teeth, causing added pressure to the gear cone. As the gear slows to the same speed as
the hub and sleeve, it will rotate slightly backward to allow alignment of the splines.The synchronizer
ring and gear splines line up at this time and the splines of the hub sleeve are ready to engage.

3rd Stage –Synchronized Meshing

When the speeds of the hub sleeve and the gear become equal, the synchronizer ring is not in contact with
the key. The ring and gear are free to move and the splines of the hub sleeve can engage smoothly.

The sleeve continues to move over the splines of the speed gear, locking the key to the gear, completing
gear engagement.
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Synchronizer hub sleeves have a slight back cut at the ends of the splines. This cut matches a similar cut
on the spline gear teeth of the speed gears. This locks the gears in engagement and prevents the sleeve
from jumping out of mesh.

Splines of different thickness have been used where the gears fit into the hub sleeve to increase the
meshing pressure (surface pressure) of the hub and gears, and to prevent the sleeve from jumping out of
engagement.

As a result, when driving torque is transmitted from a gear to the hub sleeve, all of the splines of the gear
mesh with the hub sleeve, but during engine braking (driving torque transmitted from the hub sleeve to
the gears), the number of gear splines meshing with the hub sleeve decreases. This causes the meshing
pressure of the hub sleeve and the gear to increase, thus preventing the sleeve from jumping out of
engagement.

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. Multiple Cone Synchronizers

Some transmissions use two or three cone synchronizer units. Multiple cone synchronizers have more
surface area available to provide low shift effort for the lower gear ranges.

 The two cone synchronizer

The two cone synchronizer is so named from the two cone shaped surfaces which make up the assembly.
The middle ring provides two cone surfaces and almost twice the surface area to slow the gear to the
speed of the output shaft. In a two cone synchronizer, the inner and outer rings are indexed together and
turn with the transmission output shaft. The middle ring is indexed to the gear and they turn together
driven by the input shaft. During shifting, the hub sleeve pushes the synchronizer keys against the outer
ring. The inside surface of the outer ring mates with the outside surface of the middle ring creating one
friction surface. The inside surface of the middle ring mates with the outside surface of theinner ring
providing the second friction surface.

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  The three cone synchronizer

The three cone synchronizer is so named from the three cone shaped surfaces which make up the
assembly. In addition to the middle ring providing two cone surfaces, the speed gear has a third cone
surface providing three surface areas to slow the gear to the speed of the output shaft.

In a three cone synchronizer, the inner and outer rings turn with the transmission output shaft. The
middle ring is indexed to the gear and they turn together driven by the input shaft.

During shifting, the hub sleeve pushes the synchronizer keys against the outer ring. The inside surface of
the outer ring mates with the outside surface of the middle ring creating one friction surface. The inside
surface of the middle ring mates with the outside surface of the inner ring providing the second friction
surface. The inside surface of the inner ring mates with the cone surface of the speed gear providing the
third friction surface.

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Transmission Powerflow

Understanding the power flow through a transmission helps the technician in diagnosing complaints and
determining the proper repairs to be done. The following illustrations show the typical powerflow
through a five speed transmission.

For example, in first gear, power flows from the input shaft and main drive gear to the counter shaft. First
gear, on the counter shaft, drives first gear on the output shaft. The first gear is locked to the synchronizer
clutch hub transmitting power to the output shaft. On the following three pages, in figures 3 14 through
figure 3 19, the powerflow for 1st, 2nd, 3rd, 4th, 5th, and Reverse are highlighted and traced through a
transmission.

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15
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Gear Shift Mechanism

The gear shift lever and internal linkage allow the transmission to be shifted through the gears. The shift
lever is mounted in the transmission extension housing and pivots on a ball socket. The shift fork shaft
connects the shift lever to the shift forks. A detent ball and spring prevent the forks from moving on their
own. The shift forks are used to lock and unlock the synchronizer hub sleeve and are mounted on the
shafts either by bolts or roll pins. The shift forks ride in the grooves of the synchronizer hub sleeves.

Shift forks contact the spinning synchronizer sleeve and apply pressure to engage the gear. To reduce
wear, the steel or aluminum forks can have contact surfaces of hardened steel, bronze, low friction
plastic, or a nylon pad attached to the fork. After the sleeve has been positioned, there should be very
little contact between the fork and sleeve. The fork is properly positioned by the detent. The back taper of
the hub sleeve splines and spline gear, and gear inertia lock mechanism, keep it in mesh during different
driving conditions. Holding a gear into mesh with the fork results in rapid wear of the fork and hub
sleeve groove. Wear at the shift lever ball socket, shift fork shaft bushings, and shift fork contact surfaces
may cause the synchronizer sleeve to be improperly positioned, causing the sleeve to jump out of gear.

Other mechanisms that make up gear shift control are the:

• Shift detent mechanism

• Shift interlock mechanism
• Misshift prevention
• Reverse misshift prevention
• Reverse prebalk mechanism
• Shift detent mechanism

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• Reverse oneway mechanism

Shift Detent Mechanism

Detents locate the internal shift forks in one of their three positions. The detent ball rides in one of three
notches cut into the shift fork shaft. The center detent position is neutral. Moving the shift shaft to a
detent on either side of center engages a speed gear. When the shaft is moved either forward or backward,
the ball rides on the shaft and is forced into a notch by the spring. The spring holds the ball secure in the
notch and will not let the shaft move unless the shift lever applies enough force to overcome the spring
tension.

Shift Interlock Mechsnism

The shift interlock prevents engaging more than one gear at a time. A set of pins hold the other shift fork
shafts in place when one of the shafts has been moved by the shift lever. This operation insures that the
transmission will not be shifted into two gears at the same time.

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Shaft Locking

When shift fork shaft No. 1 is moved to the left, the two interlock pins are pushed out by the shaft and
into the slots on the other shafts.

As a result, shafts two and three are locked in position. When shift fork shaft No. 2 is moved to the left,
the two interlock pins are pushed out by the shaft and into the slots on the other shafts. As a result, shafts
one and three are locked in position. When shift fork shaft No. 3 is moved to the left, the two interlock
pins are pushed out by the shaft and into the slots on the other shafts. As a result, shafts one and two are
locked in position.

The mis shift prevention mechanism is located in the transmission extension housing. The shift lever
is spring loaded to provide the driver with a sense of the shift lever position during shifting,

Shift restrict pins are installed on opposite sides of the extension housing adjacent to the shift lever. The
pins contain springs of different tension and are color coded for that reason. The restrict pins ensure that
the shift lever is always pushed toward the 3rd and 4th gear select position. When shifting from 2nd to 3rd
gear, the pins will help the driver engage 3rd gear and not 1st.

The reverse restrict pin is located in the extension housing and prevents the driver from down shifting
from 5th gear into reverse by stopping the travel of the shift and select lever. When the transmission is
shifted into 5th gear, the shift and select lever passes by the reverse restrict pin. When shifting out of fifth
gear the lever will contact the protrusion on the restrict pin, compress the spring on the shaft and force
the pin against the stop. The shift and select lever is not allowed past the neutral position and into reverse
gear. When shifting into reverse, the shift and select lever contacts the restrict pin protrusion, rotates the

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pin on the shaft and causes the spring to coil tighter. The lever can now move the required parts to engage
reverse gear. The spring tension is relieved when the lever is moved to the neutral position and the
restrict pin returns to original position.

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To prevent overheating, the lower transmission gears run in a bath of lubricant. As they spin, their motion
spreads the lubricant throughout the case.

Transmission Lubricatio

Floating gears on the mainshaft or counter shaft of R series transmissions have oil passages drilled to get
lubricant into critical areas. Some transmissions use scoops, troughs, or oiling funnels as lubrication
paths. Each transmission includes a vent at the top, to relieve internal pressure (heat) during operation.

The transmission gears are lubricated to:

• Reduce friction

• Transfer heat away from gears and bearings

• Reduce corrosion and rust

• Remove dirt and wear particles from moving parts

The Society of Automotive Engineers (SAE) and the American Petroleum Institute (API) Service
Classification provide rating systems for selection of proper lubricants for particular uses.

Viscosity is a measurement of fluid thickness and is determined by how fast a fluid runs through a
precisely sized orifice at a particular temperature.

The following are API gear oil classifications:

• GL1: Straight mineral oil; used in non synchromesh transmissions; use additives; not suitable for
modern automobile transmissions

• GL2: A designation for worn gear drives used in mostly industrial applications

• GL3: Contains mild EP additives; used in manual transmissions and transaxles with spiral bevel final
drives

• GL4: Used in manual transmissions and transaxles with hypoid final drives; contains half the
additives found in GL 5

• GL5: Contains enough EP additive to lubricate hypoid gears in drive axles

An additional classification, GLS (Gear Lubricant Special), is sometimes used to indicate a proprietary
set of specifications determined by the vehicle or gearbox manufacturer.

Manual Transmissions use the following gear lubrication types:

• 75W90 GL4/GL5
• 80W90 GL4/GL5
• TOYOTA V160 (Supra 6Speed V160MT)
Consult the vehicle repair manual for specific lubrication information

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