Manual Drivetrains and Axles

SEVENTH EDITION

CHAPTER 6
Manual
Transmissions Parts
and Operation

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–1 A five-speed transmission gear train. Power enters through the input shaft and leaves through the
transmission output shaft.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–2 Bearings support the input shaft, countershaft, main shaft, and speed gears.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–3 The torque capacity of a transmission is determined by the size of the gear and bearings used. The
greater the distance, usually measured in millimeters such as 77 mm, between the main shaft and the
countershaft, the greater the torque capacity.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–4 (a) The input shaft rotates in a clockwise direction; the countershaft rotates in a counter clockwise
direction and the first–reverse gear drives the output shaft in a clockwise direction. (b) When meshed with the
idler gear, the first–reverse gear will be driven in a counter clockwise direction. A simple (single) idler is shown.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–5 A typical shift mechanism showing the shift detents designed to not only give the driver a solid feel
when shifting but also to prevent two gears from being selected at the same time. The shifter also prevents
shifting into reverse except from the neutral position.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–6 The shifter fork fits into the groove of the synchronizer sleeve. When a shift is made, the sleeve is
moved toward the speed gear. The sleeve presses the stop ring (synchronizer ring) against the cone area of the
speed gear. The friction between the stop ring and the speed gear causes the speed of the two to become equal,
permitting the sleeve to engage the gear clutch teeth of the speed gear. When this engagement occurs, the shift
is complete.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–7 Typical synchronizer assembly.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–8 Synchronizer keys are attached to the clutch hub and push against the synchronizer ring when the
sleeve is being moved during a shift. Notice the grooves on the synchronizer ring. These grooves prevent
lubricating oil from becoming trapped between the ring and the cone surface of the speed gear. The grooves also
help the ring release from the cone surface when a shift is made out of a gear.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–9 A shift sequence starts when the shift fork is moved by the driver. (a) Applying a force on the
sleeve that moves it toward the speed gear. (b) The sleeve and the inserts contact the stop ring (blocking ring).
(c) The synchronizer ring (stop ring) engages the cone on the speed gear, causing both assemblies to reach the
same speed. (d) The shift is completed when the internal teeth of the sleeve mesh with the gear clutch teeth of
the speed gear.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–10 The shape of the splines helps prevent the transmission/transaxle from jumping out of gear during
acceleration and deceleration.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–11 Exploded view of a triple-cone synchronizer. The inner and outer rings rotate with the synchronizer
sleeve while the middle ring rotates with the speed gear.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–12 In neutral, the input shaft and the countershaft are rotating if the clutch is engaged (clutch pedal
up), but no torque is being transmitted through the transmission.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–13 In first gear, the 1–2 synchronizer sleeve is moved rearward, locking the first speed gear to the
output shaft. Torque is transmitted from the input shaft to the countershaft and then to the output shaft.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–14 In second gear, the 1–2 synchronizer sleeve is moved forward, which locks the second speed gear
to the output shaft.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–15 To achieve third gear, the shaft linkage first centers the 1–2 synchronizer sleeve and then moves
the 3–4 synchronizer sleeve rearward, locking third speed gear to the output shaft.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–16 In fourth gear, the 3–4 synchronizer sleeve is moved forward, which locks the fourth speed gear to
the output shaft.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–17 To achieve fifth gear, the shift linkage first centers the 3–4 synchronizer sleeve and then moves
the fifth synchronizer sleeve toward the fifth speed gear, locking it to the output shaft.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–18 Torque flows through the transmission in reverse gear. Note that the idler gear drives the 1–2
synchronizer sleeve gear, which is splined to the output shaft.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–19 Cutaway of a T56 six-speed transmission showing all of its internal parts.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–20 When the gearshift lever is moved, the internal linkage (shift rails) moves the shift fork and
synchronizer sleeve to shift gear speeds.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–21 The internal shift mechanism includes the shift detents and the interlock to keep the shifter from
selecting two gear ratios at the same time.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–22 Getting into reverse requires extra effort to overcome a strong centering spring.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
 Frequently Asked Question
What Is a Remote Shifter?
Some rear-wheel-drive manual transmissions such as
the Getrag MT-82 used in newer Ford Mustangs use a
remote-type shifter. ● SEE FIGURE 6–23. The use of
a remote shifter allows the shifter to be placed in the
same location as other types of manual
transmissions such as the Tremec TR-6060 (lower
unit) used in the Shelby Mustang. Using a remote
shifter allows the engineers to isolate road noise for
a quieter cabin but at the expense of the direct feel
that an internal shifter can provide.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–23 A remote shifter (upper unit) is used to locate the shifter inside the vehicle in the same location of
another type used in a similar vehicle.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–24 Notice the gear teeth in this transmission that those on the fifth gears have a finer pitch and a
greater helix angle, to produce quieter operation while cruising.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–25 Two gears, (3) and (4), are press fit onto the cluster gear in a TR-3550 transmission.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–26 A Borg-Warner T5 five-speed transmission shown with the shifter cover removed.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–27 The types of frictionless bearings are ball bearings (a), straight roller bearings (b), needle bearings
(c) and tapered roller bearings (d).

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–28 Gear oil and crankcase (engine oil) are shown together on this viscosity chart.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–29 When selecting the specified lubricant to be used in a manual transmission, always check that the
viscosity and the rating match factory specifications.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–30 The fluid level of most transmissions is at the bottom of the fill plug opening. Always check service
information because some vehicle manufacturers specify that the correct full level is one inch (25 mm) below the
bottom of the fill hole.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved
Figure 6–31 The transmission gears rotating in the case is what forces the oil throughout the transmission as
shown in this cutaway that is powered by an electric motor to show the action.

Manual Drivetrains and Axles, 7e Copyright © 2015 by Pearson Education, Inc.

James D. Halderman | Tom Birch All Rights Reserved