kap all covers

6/9/03

9:49 am

Page 27

Student Workbook

LV14
Manual
Transmission
Systems (1)

LV14/SWB

Student Workbook for Technical Certificates in

Light Vehicle Maintenance and Repair

MODULE LV14
MANUAL TRANSMISSION
SYSTEMS

Contents
Page
Introduction

Clutches:
The basics
Requirements of a vehicle clutch
Clutch components
Coil spring type
Diaphragm spring type
Clutch pivot ring
Characteristics of a diaphragm spring
Clutch disc
Semi groove type clutch disc
Exercise 1

3
4
4
6
7
8
8
9
10
11
12

Clutch Release Mechanism:

Self-centring release bearing
Pull type clutch
Clutch operating mechanism - cable
Clutch operating mechanism hydraulic
Clutch master cylinder - with clutch
depressed
Clutch master cylinder - pedal
released
Clutch slave cylinder

13
13
14
14
15
15
16
16

....Page
Gearbox:
The necessity for a gearbox
Gear ratios
Simple gear trains

17
17
18
18

Idler Gears:
Calculating simple gear ratios
Exercise 2
Compound gear trains
Compound gear ratios
Exercise 3
Sliding mesh gearboxes
Exercise 4
Exercise 5
Constant mesh gearbox
Exercise 6
Synchronisation - the problem
Synchronisation - the answer

19
19
20
21
21
24
24
24
25
25
26
28
29

Manual Transmission:
The modern manual transmission front engine rear wheel drive
Manual transmission - front engine
front wheel drive

30

(Cont.)

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30
31

Page
The Gearbox Shafts

32

Torque Flow:
Torque flow in front engine rear
wheel drive transmission
Torque flow diagram
Exercise 7
Exercise 8
Torque flow in front engine front
wheel drive transaxle
Exercise 9

33

Synchromesh Mechanisms:
Synchroniser ring
Gear selection
Key type
Keyless type
Triple cone type
Triple cone

33
34
35
38
39
42

....Page
Gearshift Control Mechanisms:
Double mesh prevention
Interlock device
Reverse one way mechanism
Shift detent mechanism
Shift detent mechanism - alternative
Shift detent mechanism - on hub
Shift detent mechanism gear
splines
Reverse detent mechanism
Progress check

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46
46
47
48
48

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Introduction
The engine develops a vehicles motive force. Through a process of pressure
production within a confined space (the combustion chamber) a piston or
pistons are forced down cylinders. This linear motion is converted into a
rotary motion via the medium of the crankshaft. This rotary motion is ideally
suited to our needs, as we want the vehicles wheels to rotate, not hop!
The rotating crankshaft possesses torque. Torque is a rotating force and it is
this force that turns the road wheels. An average family saloon car, 1.6 litre
petrol, is capable of producing around 100 Nm (Newton Metres) of torque.
The wheel nuts on this same car would, during service, be tightened to a
torque of around 105 Nm.
So to put things into context, if we could connect the crankshaft of this engine
directly to the wheel nuts on this car, the engine would not be able to undo
them! It can be seen from this that we must employ a means of torque
multiplication if this engine is to pull the weight of the car.
The gearbox performs this task - it is a torque multiplier.

Clutches
In order to change gear, the drive between the engine and the gearbox must
be temporarily disconnected (the reason for this will be explained later in this
workbook). The vehicle clutch enables the driver to do this.
Before we study the vehicle clutch itself in detail, let us consider clutches in
general.

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The basics

A clutch is a component that is designed to connect together two rotating

shafts (as opposed to a brake that is designed to connect a rotating shaft to a
stationary component). Clutches can be classified as one of two types positive engagement (dog clutch) or gradual engagement (friction clutch).
Positive engagement clutches normally use teeth in order to provide a positive
connection, whereas gradual engagement clutches use friction.
Vehicle clutches are always gradual engagement; positive engagement
clutches would not be suitable. However, positive engagement clutches (dog
clutches) are used inside the gearbox in order to lock selected gears to shafts
this is explained in full later in this workbook.

Requirements of a vehicle clutch

it must connect power smoothly

it must transmit power without slipping

it must disengage quickly and smoothly

it must have good heat radiating properties

it must be well balanced

it must be trouble free and have a long service life

it must be easy to inspect, adjust and repair.

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The clutch is situated between the engine and the transmission gearbox. In
this example depressing the clutch pedal will engage and disengage the
engine from the transmission. The clutch is designed to gradually and
smoothly transmit power from the engine to the transmission to enable a
vehicle to start off under full control.
Note: The ability of a clutch to transmit torque (clutch capacity) is
normally between 1.2 and 1.4 times the maximum torque of the engine.
Commercial vehicles usually have a capacity between 1.5 and 2.5. If
the clutch is too light, slipping will take place and lead to premature
failure. Too large a clutch will tend to cause the engine to stall and is
inefficient.

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Clutch components

The clutch assembly consists of two major items, cover assembly

(containing pressure plate and spring) and the clutch friction plate or
disc which is trapped between the engine fly wheel and the cover
assembly.

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Coil spring type

The cover assembly is bolted to the flywheel and rotates at engine speed.
The friction disc is splined to the gearbox input shaft. Trapped between the
pressure plate and flywheel by spring pressure, the disc will transmit power to
the transmission. Depressing the clutch pedal will cause the lever to move
the release bearing and relieve the pressure exerted by the spring on the
disc. This will cause the disc to spin freely between the flywheel and the
pressure plate. Power cannot therefore be transmitted to the transmission.

There are two main types of clutch cover assembly. The type illustrated uses
coil springs to trap the friction disc between the pressure plate and the
flywheel. The clutch cover uses a diaphragm spring.

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Diaphragm spring type

Retracting springs connect the diaphragm to the pressure plate and engine
power is transmitted to the pressure plate by straps.

Clutch pivot ring

The diaphragm spring pivots on rings situated one each side.

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Characteristics of diaphragm spring

The graph shows that when the clutch is new (normal position on the graph)
the pressure exerted by the pressure plate and also the clutch pedal effort is
equal for both types.
However the effort required to hold the pedal fully depressed (maximum
release position on the graph) is less for the diaphragm spring clutch. Wear
of the disc will cause the pressure exerted by the pressure plate to
significantly reduce when using coil springs but it will remain much the same
using a diaphragm spring clutch.
The clutch assembly rotating at high engine speed is subject to centrifugal
force. This has an adverse effect on coil springs but the diaphragm is
unaffected. The diaphragm spring also consists of fewer parts and because it
is circular in shape it is easily balanced to avoid rotational vibration.

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Clutch disc

The central hub is splined to fit on the gearbox input shaft and is free to rotate
a limited distance in relation to the friction faces. This movement is governed
by torsion dampers made usually from coil springs or rubber inserts and
reduces initial shock at power take up.

The central plate is made to provide some cushioning and therefore a more
smooth power take up.

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Semi groove type clutch disc

There is a tendency for the disc to stick to the flywheel or pressure plate when
released in much the same way that two sheets of glass are hard to separate
due to air pressure. Grooves in the friction faces help air to enter the gap
forming when the pressure plate moves away from the disc.

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Exercise 1
Complete the torque flow chart below to show how torque is transmitted from
the engine to the gearbox. Assume the clutch is a diaphragm spring clutch.

FLYWHEEL

PRESSURE
PLATE

CLUTCH
COVER

TORSIONAL
DAMPER
SPRINGS

GEARBOX
INPUT
SHAFT

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Clutch Release Mechanism

Self-centring release bearing

To reduce noise the release bearing is designed to automatically keep the

centre line of the release bearing aligned with the centre line of the gearbox
input shaft.

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Pull type clutch

If the diaphragm spring pivots on the clutch cover to release the disc the
clutch is often referred too as a push type clutch. If the diaphragm pivots on
the pressure plate the clutch is referred to as a pull type clutch.

Clutch operating mechanism - cable

The clutch is usually operated by the driver using a mechanical (cable) or a

hydraulic circuit. This is an example of a mechanical system. A cable
connects the clutch pedal and release fork. A means of adjustment is
provided although an automatic system is now normal. A return spring is
often fitted at either end.
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Clutch operating mechanism - hydraulic

A clutch master cylinder, consisting of a fluid reservoir, piston with seals, push
rod and cylinder forces hydraulic fluid through a pipe connecting the release
or slave cylinder.

Clutch master cylinder with clutch depressed

The passageway to chamber B and the fluid reservoir is closed by the

movement of the piston acting on the inlet valve and conical spring. Further
movement of the piston displaces hydraulic fluid via chamber A to the release
or slave cylinder.
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Clutch master cylinder pedal released

The returning piston allows fluid to return to the cylinder and opens chamber
B reconnecting it with chamber A.

Clutch slave cylinder

Hydraulic fluid pressure acts on the piston and forces the push rod out of the
cylinder body. The release fork pivots and slides the release bearing along
the gearbox input shaft to contact the diaphragm spring and operate the
clutch. The release or slave cylinder can be adjustable or self-adjusting. The
self-adjusting type has a spring within the cylinder body to keep the push rod
in constant contact with the release fork instead of the external return spring.
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Gearbox
The necessity for a gearbox

A vehicle requires a high torque to start off and climb hills. At high vehicle
speeds however such a large torque is not required. Engine rpm is high and
the output (horsepower) is sufficient to maintain vehicle speed. To
compensate for these opposing demands some form of torque conversion is
required.

An assembly of gears is provided within the transmission to change the

engine output to suit driving conditions. It acts as a torque multiplier,
sacrificing engine/vehicle speed for an increase in torque, to enable the
vehicle to start off and climb steep hills (bottom left and right-hand).

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Gear ratios
Gears are rotating levers. Levers are capable of multiplying force and gears
are able to do this also they can increase rotational force (torque).
Simple gear trains

The illustration above shows a simple gear train.

It can be seen that gear No.1 is meshed with gear No.2.
If gear No. 1 is driving gear No. 2 we could describe gear No. 1 as the driver
and gear No. 2 as the driven.
If gear No. 2 is twice the diameter of gear No. 1, it will be travelling at half the
speed of gear No. 1. As a direct result of reducing the speed of gear No. 2
the turning torque has increased. If the speed of gear No. 2 has halved, the
torque will have doubled.
If we reverse the roles of gears No. 1 and No. 2, gear No. 2 will become the
driver and gear No. 1 we become the driven. This will mean that if the driver
is turning at a speed of 100 RPM, the driven gear will be turning at 200 RPM,
therefore the speed will have doubled and the torque will have halved.
From these examples it can be seen that it is the relationship between the
sizes of the driver and driven gears that dictates output speed and torque.
This relationship is referred to as the ratio.

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Idler Gears

If you study the simple gear train in the previous diagram it can be seen that
the direction of rotation (DOR) will be reversed between the driver and driven
gears. This may not always be suitable for certain applications. A simple way
of rectifying this is the use an idler gear.
Study the illustration above. It can be seen that if the gear No.1 is the driver
and the gear No.3 is the driven, their DOR will be identical at all times thanks
to the idler gear (No. 3). It should be noted that an idler gear has no effect
whatsoever on the ratio between the driver and driven gears.
Some gear trains (such as geared crankshafts and camshafts) have many
idler gears in order to bridge the distance between the two assemblies. These
idlers are often given other duties such as driving water pumps, balance
shafts and injection pumps. With a simple gear train - if the number of idlers
is odd (3, 5, 7 etc.) the DOR of driver and driven gears will always be
identical. If the number of idlers is even, the DOR will always be reversed.

Calculating simple gear ratios

A simple gear ratio can be calculated in the following way:

This formula indicates that to calculate the ratio you must divide the size of
the driven gear by the size of the driver. To identify the size of the gears you
can use any common measurement to both such as diameter, radius,
circumference or number of teeth. The easiest to use is the number of teeth.

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Exercise 2

Calculate the gear ratios for the following size variations for the
simple gear train illustrated in the diagram opposite:
1)

Gear No. 1 (driver) 10 teeth

Gear No. 2 (driven) 20 teeth
Answer

2)

Gear No. 1 (driver) 35 teeth

Gear No. 2 (driven) 280 teeth
Answer

3)

Gear No. 1 (driven) 10 teeth

Gear No. 2 (driver) 20 teeth
Answer

Any gear train that results in the driven gear turning slower than the driver is
referred to as an underdrive gear and conversely, any gear train that results
in the driven gear turning faster than the driver is referred to as an overdrive
gear.
Now annotate your answers indicating whether they are underdrives or
overdrives.

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Compound gear trains

Any gear train that has two or more simple gear trains connected together via
a shaft is referred to as a compound gear train.
Study the illustration above. If we assume that gear No.1 is the driver and the
gear No 3 is the driven it can be seen that the DOR of these two gears is the
same and this is with an even number of gears. If you want to achieve a
reversal of DOR with a compound gear train, then you must use an odd
number of gears (the complete opposite to a simple gear train).
There are a number of advantages to using a compound gear train. A very
large ratio can be achieved in a relatively small space (smaller gearboxes
mean less weight), a greater tooth contact area is achieved providing more
strength, and the construction of a multiple selectable ratio gearbox is far
easier to achieve.

Compound gear ratios

The gear ratio of a compound gear train is calculated using the following
formula:

The first step in using this formula is to identify accurately which gears are
drivers and which are driven.

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Study the illustration above.

Assume that the gear No. 1 is a driver. Identification of drivers and driven
gears will be as follows:
Gear No. 1 driver
Gear No. 4 driven
Gear No. 3 driver
Gear No. 2 driven

Let us now calculate a gear ratio for this example:

Gear No. 1 10 teeth
Gear No. 4 20 teeth
Gear No. 3 10 teeth
Gear No. 2 20 teeth

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Ratio =

20
20
x
10
10

2x2=4
Ratio = 4:1
In this example, if the first driver (gear No. 1) was turning at a speed of 4000
RPM then the last driven gear (gear No. 2) would be turning at a speed of
1000 RPM. If the first driver was turning with a torque of 100 Nm, then the
last driven gear would be turning with 400 Nm.

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Exercise 3
Sliding mesh gearboxes

The illustration above shows a sliding mesh gearbox. Mark on the illustration
the input shaft, the layshaft/counter shaft and the main shaft.
The sliding mesh gearbox is simply a set of selectable compound gear ratios.
The driver slides into mesh the relevant gear dictated by engine load and
road conditions. The gear lever operates the selector mechanism within the
gearbox to ensure that the gear that he selects is engaged. It should be
noted that all gears on the layshaft are cast onto it and that all gears on the
mainshaft are mounted to it, via splines to enable them to slide into mesh.
Although functional, the sliding mesh gearbox had its limitations (or more to
the point the drivers have) - synchronising the speeds of the shafts whilst
changing gear took a high degree of driver skill. It was done through a
process known as double-clutching. If the double-clutching technique was
not used, the variance in gear rotatational speed within the box would result in
crunching of the gear teeth and subsequent damage. Because of this, the
sliding mesh gearbox was often referred to as a crash box. The problem of
gear synchronisation is explained in detail later in this handbook.

Exercise 4
Mark on the diagram above 1st, 2nd, 3rd and 4th gear ratios.

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Exercise 5
Constant mesh gearbox

The diagram above shows a constant mesh gearbox. This was the next step
in gearbox development leading on from sliding mesh.
It can be seen that all gears on constantly meshed (hence the name) with the
exception of 1st gear. First gear remains sliding mesh, as strictly speaking,
this gear should not be selected until the vehicle is stationary - and if this is
the case all shafts will be stationary within the box and synchronisation will
not be an issue.
Like the sliding mesh gearbox, all gears on the layshaft/countershaft are cast
onto it, but 2nd and 3rd driven gears on the mainshaft are mounted on bushes
(not splines) and are therefore able to freely rotate on this shaft without
imparting any drive to it. When the driver would like one of these gears to
impart its drive to this shaft he must therefore lock the gear to the shaft. To
do this, he slides into engagement with the gear a dog clutch (see clutches
section in this handbook). As the dog clutch is splined to the shaft, locking
the two together effectively splines the gear to the shaft also. It will therefore
drive the shaft through the medium of the dog clutch.
Redraw the dog clutch on the diagram above showing 3rd gear engaged. Add
to your diagram arrows showing the torque flow through the gearbox.
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Exercise 6

1. In the illustration above it can be seen that gear sizes have been added
(number of teeth). Calculate the following gear ratios (show all your
working):
1st gear

2nd gear

3rd gear

4th gear

What is reverse gear ratio (assume the idler has 25 teeth)?

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2. Now assume that the input shaft is rotating with 100 Nm of torque.
Calculate mainshaft torque with each of the following gears engaged:
1st gear

2nd gear

3rd gear

4th gear

Reverse

3. Now assume that the input shaft is turning at a speed of 4,800 RPM.
Calculate mainshaft speed with each of the following gears engaged:
1st gear

2nd gear

3rd gear

4th gear

Reverse

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Synchronisation the problem

600 RPM
4800 RPM

During exercise 6 you calculated that for an input shaft speed of 4,800 RPM
the mainshaft would be rotating at a speed of 600 RPM with 3rd gear
engaged. As 3rd/4th gear dog clutch is mounted to the mainshaft via splines it
will always rotate at mainshaft speed. So when 3rd gear is engaged and the
input shaft is rotating at 4800 RPM, the 3rd/4th gear dog clutch is rotating at
600 RPM. When the driver changes from 3rd to 4th gear he disengages 3rd/4th
gear dog clutch from third gear and attempts to mesh it directly with the input
shaft dog teeth which are rotating at 4,800 RPM. There is a difference in
speed between these two assemblies of 4,200 RPM (input shaft 4,800 RPM dog clutch 600 RPM = 4,200 RPM). Unless the driver double clutches,
crash!

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Synchronisation the answer

The answer to our synchronisation problem is to sandwich between the

opposing dog teeth a friction clutch (see the clutches section of this
workbook). This is in the form of a cone clutch and this clutch is able to
generate friction between the two assemblies in order to synchronise their
speeds prior to engagement of the dog teeth. It can be seen from the
illustration above that only spring loaded ball bearings apply force to the cone
clutch assembly. If the driver pushes or pulls too hard on the gear lever, he
will be able to beat the synchro and the two opposing sets of dog teeth will
be brought together prior to synchronisation. A modern gearbox uses baulk
ring synchromesh in order to prevent this. Baulk means to resist. This type
of synchromesh is explained in detail later in this workbook.
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Manual Transmission
The modern manual transmission front engine rear wheel drive

The rear wheel drive transmission has the following major components:

clutch housing

transmission casing

output shaft

gear shift mechanism

input shaft

counter gear shaft

extension housing.

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Manual transmission - front engine front wheel drive

The transmission for a front engine front wheel drive vehicle has the following
major components:

transmission case or housing

clutch housing

input shaft

final drive/differential assembly

output shaft

transmission case cover or end casing.

It differs significantly from the front engine rear wheel drive transmission by
having only an input shaft and an output shaft and incorporating the final
drive/differential into the transmission case. The output shaft therefore
meshes directly with the final drive/differential ring gear rather than through
the means of a propshaft (as on front engine rear wheel drive vehicles). For
details on propshafts, see module LV12 - Drive Shafts. This gearbox is often
referred to as a transaxle. It is mounted transversely across the vehicle. For
details on the final drive differential assembly refer to module LV13 - Final
Drive Systems.

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The Gearbox Shafts

The shafts have their assemblies mounted onto them in various ways. Some
assemblies are cast directly onto the shaft whereas others are mounted onto
needle roller bearings (dependent upon whether the assembly is required to
drive permanently or only when locked to the shaft). These assemblies are
kept in lateral alignment through the use of snap rings and spacers.

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Torque Flow
Torque flow in front engine rear wheel drive transmission
1st gear selected

Principle components of this front engine rear wheel drive transmission are input shaft, output shaft, counter or lay gear, synchroniser assemblies and the
gears themselves. With the exception of the reverse idler gear (shown later)
the gears are in constant mesh with each other. Locking individual gears to
the shafts effects gear selection. The synchroniser assemblies synchronise
gear speeds prior to engagement to prevent gear crunching.

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Torque flow diagram

Input shaft - Main drive gear 4th - Counter gear - 1st gear - No. 1
Synchro assembly Output shaft

INPUT SHAFT

MAIN DRIVE
GEAR 4th

COUNTER
GEAR

1st GEAR

No1 SYNCHRO
ASSEMBLY

OUTPUT
SHAFT

2nd gear selected

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LV14: Manual Transmission Systems Issue 1

Exercise 7
Complete the following torque flow diagram for 2nd gear:

COUNTER
GEAR

INPUT SHAFT

OUTPUT
SHAFT

3rd gear selected

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4th gear selected

5th gear selected

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Reverse gear selected

The reverse idler gear is usually engaged without the use of synchromesh as
this gear should only be engaged when the vehicle is stationary, clutch
disengaged (shafts stationary in the gearbox). The reverse idler is nearly
always sliding mesh.

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Exercise 8
Complete the following torque flow diagram for reverse gear:

INPUT SHAFT

OUTPUT
SHAFT

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Torque flow in front engine front wheel drive transaxle

1st gear selected

2nd gear selected

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3rd gear selected

4th gear selected

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5th gear selected

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Exercise 9
Complete the following torque flow diagram for 5th gear:

INPUT SHAFT

DIFF. RING
GEAR

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Reverse gear selected

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Synchromesh Mechanisms
Key type

We have studied the need for gear synchronisation and the solution to this
need. We discussed the fact that the driver is able to beat the synchro if we
use the very simple assembly illustrated on page 29 of this workbook. Baulk
ring synchromesh uses an ingenious mechanism to physically prevent the
driver from bringing the teeth of the dog clutches together until synchronisation
has been achieved. Some manufacturers refer to the baulk ring itself as a
synchroniser ring. This term will be used throughout this handbook.

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LV14: Manual Transmission Systems Issue 1

Synchroniser ring

Grooves are provided on the inner surface of the synchroniser ring. They
have the effect of cutting through the oil film to increase friction between the
ring and the cone.

Keys

The shifting keys are kept under tension by the shift key spring.

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Gear selection
The shift leaver located in groove A moves the hub sleeve in the direction
shown. The key situated between the hub sleeve and the clutch hub now
pushes on the synchroniser ring against the cone of the gear. Because of
friction the synchroniser ring moves in the direction of rotation.

Key type

Further movement of the hub sleeve overcomes the key spring and the hub
sleeve rides up onto the crest of the key. Misalignment of the hub sleeve and
the synchroniser ring forces the synchroniser ring against the cone of the
gear. Friction causes the speed of the gear and the hub sleeve to
synchronise.
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LV14: Manual Transmission Systems Issue 1

Finally when the speeds are synchronised the synchroniser ring can rotate
freely and the splines in the hub mesh with the splines on the synchroniser
ring.

Keyless type

An alternative keyless synchroniser assembly uses a key spring with claws to

carryout the function of the keys and key springs in the previous version.

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Triple cone type

The triple cone, or double synchromesh, improves gear selection by

practically doubling the friction surface.

Triple cone

Triple cone or double synchromesh assembly.

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Gearshift Control Mechanisms

Gear selection mechanisms can be of the remote (indirect) or the direct

control type. Indirect mechanisms can be floor mounted, dashboard mounted
or located on the steering column
DIRECT CONTROL TYPE

Direct gear selection mechanisms are usually associated with rear wheel
drive layouts. The transmission is mounted longitudinally enabling the
extension housing to reach far enough back into the vehicle for driver to make
gear selection.

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LV14: Manual Transmission Systems Issue 1

Double mesh prevention

The double meshing prevention mechanism is essential to prevent the section

of two gears at the same time and severe damage to the transmission. The
shift fork lock plate fits into two of the three shift fork head slots locking all
shift forks except the one in use.

The shift fork plate moving between the shift fork heads, prevent the shift
inner lever from selecting more than one gear at the same time.

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LV14: Manual Transmission Systems Issue 1

Interlock device

In this type of interlock mechanism the interlock pins fit into slots in the shift fork
shafts. The movement of shift fork shaft No. 1 has pushed the interlock pins
further into the shift fork shafts, locking them into position and preventing the
selection of two gears at once.

Reverse one way mechanism

Shift fork No. 3, moving to the right to select 5th gear, forces the balls tighter
into the groove on reverse shift fork, No. 2 - preventing the reverse shift fork
from moving. Selecting reverse causes the snap ring to move the reverse shift
fork to the left.

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LV14: Manual Transmission Systems Issue 1

Shift detent mechanism

The fork shafts have grooves into which detent balls are forced by the
springs. This prevents the transmission from jumping out of gear and provides
a positive feedback to the driver.

Shift detent mechanism alternative version

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LV14: Manual Transmission Systems Issue 1

Shift detent mechanism on hub

The hub sleeve splines have been chamfered on this reverse gear
mechanism. A corresponding taper on the gear spline helps prevent the
transmission from jumping out of gear.

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LV14: Manual Transmission Systems Issue 1

Shift detent mechanism gear splines

Transmissions have a tendency to jump out of gear during engine braking or

over run. Splines of different thickness are provided on the gear spline.
During engine over run fewer splines are in contact increasing friction and
preventing the transmission from jumping out of gear.

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LV14: Manual Transmission Systems Issue 1

Reverse detent mechanism

Lock ball assembly

A locking ball is forced against the reverse shift fork to prevent the fork from
moving when in forward gears or neutral and provide positive feedback to the
driver when selecting reverse.

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LV14: Manual Transmission Systems Issue 1

Progress check
Answer the following questions:

1.

State three reasons for fitting a clutch.

2.

Why do certain clutch discs have grooves in the friction material?

3.

What is the meaning of the term Compound gear sets?

4.

Name two gear box shafts.

5.

Name the two types of synchromesh mechanisms.

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LV14: Manual Transmission Systems Issue 1