TRAINING TIPS Transmissions -

Manual
AND TACTICS

1
2
 Contents

General information Volvo Gearbox

Epicyclic gearsets 11 Designation 43
Use IMPACT 19 Gearbox sections 45
Gearset configuration 47
Clutch Gearset shafts 47
Designation 23 Synchroniser - VT Gʼbox 53
Double plate clutch 25 Selection forks 55
Plate centring 27 Selector housing - SR1900 57
Centring lugs 29 Selector housing - VT Gʼbox 59
Clutch servo operation 31 Gear identification
Clutch wear indicator 33 - splitter & main gearset 61
Later type servo 35 Splitter gearset 63
Disc wear limit 35 Range change gearset 63
Wear calculations example 35 Powerpath 65
Energy dissipation 37 8/9 speed range change
Bleeding the clutch system 39 gearbox 67
Lubrication 69
Oil pump & filter 71
Oil fill/level 71

3
Volvo Gearbox - cont. Volvo Gearbox - cont.
Air system 73 High range engaged
Supply air filter - gear engaged 97
- pre VT Gʼbox 75 Modification- range change
Air system - gear selector 77 - inhibitor cylinder operation 99
Range change cylinder 79 Modification - additional
Relay valve - function, inhibitor cylinder
- range change cylinder 81 operation 101
Range change air circuit Splitter gear air circuit
- & inhibitors 83 - & inhibitors 103
Neutral lock valve 85 Pre-selection 103
Pre-selection 85 Splitter cylinder 105
Inhibitor cylinder & valve 87 Relay valve - splitter cylinder 107
Low range engaging Splitter inhibitor valve 109
- gear engaged 91 High split requested
High range engaging - clutch pedal not pressed 111
- gear engaged 93 High split engaging
High range selecting - clutch pedal pressed 113
- gearbox in neutral 95 High split engaged
- clutch pedal released 115

4
Volvo Gearbox - cont. Propeller shafts
Low split requested Torque transfer 145
- clutch pedal released 117 Main components 147
Low split engaging Universal joint 149
- clutch pedal pressed 119 Joint angle 151
Electrical components Yoke alignment 151
- location & function 121 Support bearing 153
Modification Lubrication 153
- cable gear shift 125
Drive axle
Eaton Gearbox General 157
Designation 133 Designation 159
1st. and 2nd. gear Final drive
- synchroniser 135 - main components 161
Crown wheel & pinion 163
ZF Gearbox Crown wheel & pinion - ratio 165
Designation 139 Crown wheel thrust block 167
Low range inhibitor 139 Differential 169
1st. gear inhibitor 141 Drive shafts 171
Differential lock 173
Double reduction 177
Tandem drive 183

5
6
 Introduction
About this This guide is intended as a memory jogger for the
Pocket guide knowledge you have gained during your training course.

The guide includes a summary of the material covered in:

Transmissions - Manual

7
 Danger, In this guide, risk of injury or damage is indicated by the
Warning, following headings:
Caution &
Note DANGER - indicates a risk of serious personal injury or
death.

WARNING - indicates a risk of personal injury, or severe

product damage.

CAUTION - indicates risk of product damage.

Note - draws attention to special methods or particular

features.

Read and implement all DANGER, WARNING and

CAUTION instructions.

8
Replacement When replacement parts are required, it is essential that
parts only Volvo genuine parts are fitted. If Volvo genuine parts
are not used:

- safety features embodied in the vehicle or components

may be impaired.

- performance and/or operation of the vehicle or

components may be adversely affected.

- Volvo warranty terms may be invalidated.

9
Specification Volvo are constantly seeking ways to improve their
products, and alterations take place accordingly.
Whilst every effort has been made to ensure the accuracy
of this guide, it should not be regarded as an infallible guide
to current specifications of any product.

Neither Volvo, nor the supplier of this guide shall, in

any circumstances, be held liable for inaccuracy or the
consequences thereof.

Copyright All rights reserved. No part of this publication may be

reproduced, stored in a retrieval system, transmitted or
copied without written permission from Volvo Truck & Bus
Ltd.

C Volvo Truck & Bus Ltd. 2006

10
General Information

11
General Information

R P

PC S

12
General Information
Epicyclic The range change unit uses a gear arrangement called an
gearsets ʻepicyclicʼ or ʻplanetaryʼ gearset.
The gearset has four main components:

R - ring gear, or annulus

P - planet gear (orbits the sun)
S - sun gear
PC - planet carrier

Each of these components can be the input, the output, or

can be held stationery.
The role each component plays determines the gear ratio
for the gearset.
Locking any two components together locks up the gearset,
and gives a 1:1 ratio.

13
General Information

R P

PC S

14
General Information
Epicyclic In the single gearset above, the ring gear has 72 teeth,
gearsets - and the sun gear has 30 teeth. These combinations can
example produce the following ratios:
Input Output Stationary Gear ratio

Sun Planet Ring 3.4:1A

carrier

Planet Ring Sun 0.71:1B

carrier

Sun Ring Planet -2.4:1C

carrier

Calculations A 1 + R/S Reduction - output speed slower than input speed

B 1/(1 + S/R) Overdrive - output speed faster than input speed
C -R/S Reduction - output direction reversed
15
General Information
PC

P R 1

2
16
General Information
Gearing R - ring gear, or annulus
examples P - planet gear (orbits the sun)
S - sun gear
PC - planet carrier

In the upper illustration, the ring gear is locked to the

housing (1) and, in this case, gives a reduction of 3.75:1.

In the lower illustration, the planet carrier is locked to the

ring gear (2). Therefore, the whole gearset rotates as a unit
and, in this case, gives direct drive - 1:1.

Other combinations of this single gearset will produce other

ratios.

17
General Information

43 FH12

4 Power transmission 431.....................

40 General
41 Clutch
42 Special gearbox
43 Gearbox
45 Propeller shaft
46 Rear axle, drive shaft
48 Power take-off
49 Miscellaneous

18
General Information
Use IMPACT To ensure that you are using the latest information -
especially ʻSpecificationsʼ - always get your information via
IMPACT:

Power transmission - Group 4

19
20
Clutch

21
Clutch

CL 43 S O
CS 43 B O*

22
Clutch
KB 1 15 Clutch, single, 15in.
Clutch
designations CL 43 S O Clutch, single, 430 mm, organic
CS 43 B O* lining material.

CL 43 S O R Clutch, single, 430 mm, organic

CS 43 B OR* lining material, reinforced.

CL 38 D O Clutch, double, 380 mm, organic

CD 38 B O* lining material.

CL 40 D O Clutch, double, 400 mm, organic

CD 40 B O* lining material.

* New designations apply from week 02.2002.

Note: Version (B) has ʻinvoluteʼ splines, which means that the
splines are cut with a slight curvature from tip to root.
The splines are also finer.
The splines must not be greased. 23
 Clutch

6 5

4
1 2

24
Clutch
Double plate 1. Release bearing.
clutch 2. Pressure plate.
3. Intermediate pressure plate.
4. Clutch disc.
5. Centring lugs x 4.
6. Spring straps.

25
Clutch
7
2
T

5
1
4
6

E
26
 Clutch
1. Pressure plate - intermediate.
Plate centring 2. Centring lugs.
3. Spring strap - attached to (1).
4. Pressure plate - main.
5. Spring strap - attached to (4).
6. Lug attachment bolts
7. Spring strap cover
E. To engine flywheel
T. To transmission.

When the release bearing is pulled back to disengage the

clutch, the force of the diaphragm spring is overcome, and the
main pressure plate moves away from the first disc.
The intermediate pressure plate is pushed away from the
second disc by spring straps (3) and (5).
Centring lugs (2) now press against spring strap (5).
Equalised The retraction forces, acting on the two pressure plates, are
clearance now equalised.
This ensures that the clearance at both sides
of each disc is equal. 27
Clutch
7 2
T

5
1
4
6

E
28
Clutch
Centring lugs CAUTION
Centring lugs (2) must not be moved or adjusted when new
discs are fitted.
The lugs must be adjusted only if the pressure plate has
been dismantled.

1. Assemble the clutch and fit it to the flywheel.

2. Remove lug attachment bolts (6), clean the bolts and
apply high temperature resistant glue (Loctite 640).
3. Quickly push the lugs against spring strap (5). Fit the
bolts, and tighten to 26.0 +/- 2.0 Nm.

CAUTION
Lugs (2) should be in tight contact with the spring strap
covers (7). There must be no clearance or pre-pressure.

29
Clutch

2
3 5
1

6
8 30
Clutch
Clutch servo When clutch pedal (1) is pressed, hydraulic pressure
cylinder increases, pushing up reaction piston (2).
operation This movement first closes air inlet valve at upper seat (3),
and then cuts off outlet valve (4).
Rubber peg (5) is lifted from its seat, allowing pressurised
air to enter chamber (6) and push actuation piston (7)
forwards.
Release lever (8) rotates to disengage the clutch.

31
Clutch

32
Clutch
Clutch wear - As the clutch plates wear, the piston moves further into the
indicator cylinder.
When dimension ʻAʼ reaches 32 mm, the piston touches,
and progressively pushes out, wear indicator valve (1).

When this point is reached, air will be heard leaking from

the valve, and servo assistance will be reduced.

33
Clutch

X1 X2 Y D

X1

X2 1
34
 Clutch
Later servo With the later servo cylinder arrangement, the cylinder is
cylinder attached directly to the clutch housing (1).
The clutch release fork is carried on a spherical bearing (2).
The pedal force is 110 Nm, and the pedal stroke is 160
mm.

Disc wear limit The discs must be renewed when the thickness is down to:

- single disc - 34 mm.

- double disc - 36 mm.

Wear calculation The dimension measured is from the front face of the clutch
- example housing to the front face of the release arm.
X1 = 65 mm - when the clutch is new
X2 = 100 mm - when the clutch is worn
Wear = 100 - 65 = 35 mm - (Y) on the chart

35
 Clutch
1400 = Level
= 12% gradient
1200

1000

800
0
C
600

400

200

0 C 1LS 1HS 2LS 2HS 3LS 3HS

36
 Clutch
Energy The chart above shows the heat generated when starting
dissipation in a off in each gear.
clutch

Rapid wear At temperatures greater than 2000 C, rapid lining wear

occurs.

Irreversible At temperatures greater than 4500 C, irreversible damage

damage to the lining occurs.

37
Clutch

4 2

1 38
 Clutch
Bleeding the 1. Place the bleed unit (1) in a vessel containing clutch
clutch system fluid.
- using bleed unit 2. Remove the rubber cap from bleed nipple (2) on the
(9996928) clutch servo unit.
3. Connect the hose to the bleed unit, and open the bleed
nipple.
4. Connect the electric cable to the cigarette lighter
socket (3).
5. Remove the cover from the fluid reservoir (4).
6. Press bleed unit switch to ON to start the pump.
7. Allow the pump to run until the fluid is at the correct level
in reservoir (4).
8. Close the bleed nipple.
9. Disconnect the hose and refit the rubber cap.
10. Check the fluid level and refit the reservoir cover.
11. Check that the clutch operates correctly.
39
40
Volvo Gearbox

41
Volvo Gearbox

42
Volvo Gearbox
SR1900 - Split, Range, 1900 Nm max. input torque
Designations
VT2014 - Volvo Transmission, 2050Nm max. input torque,
14 forward ratios.

VT2514B - Volvo Transmission, 2450Nm max. input torque,

14 forward ratios, involute splines on input shaft.

VTO2514B - Volvo Transmission, Overdrive, 2450Nm max.

input torque, 14 forward ratios, involute splines on input
shaft.

T700A - Eaton transmission, 700Nm max. input torque,

A/B ratio.

R800 - ZF transmission, range change, 800Nm max. input

torque
43
Volvo Gearbox

C S M R 44
 Volvo Gearbox
Gearbox sections The gearbox assembly has four main sections:

C. Clutch housing.
S. Splitter gearset.
M. Main gearsets
R. Range change gearset.

45
Volvo Gearbox

2 4
1
3

46
 Volvo Gearbox
Gearset The gearset configurations in the VT2014/2514 gearboxes
configuration are similar to that in the SR1700/1800 gearboxes:

- 14 forward ratios
- 12 synchronised forward ratios
- 2 crawler gears - 4 reverse gears - not synchronised

Gearbox shafts 1. Input - or ʻprimaryʼ shaft. The front end of the shaft is
splined, and carries the clutch discs.
The input shaft transmits drive from the engine to the
gearbox.

2. Main shaft - carries the synchronised gears, each of

which is free to turn on a bearing. The front end of the shaft
is carried in the input shaft on a taper roller bearing. The
rear end carries the sun gear of the range change gearset.
47
Volvo Gearbox

2 4
1
3

48
 Volvo Gearbox
Gearbox shafts 3. Intermediate shaft - also known as the ʻcountershaftʼ or
ʻsecondaryʼ shaft - carries gears which mesh with those on
the mainshaft.
High and low splitter gears are a tight press fit on the shaft.
The other gears are integral with the shaft and - therefore,
all gears always turn together at shaft speed.
The front and rear end of the shaft is carried on taper roller
bearings.
The shaft is driven by the input shaft, and transfers torque
to the main shaft via the gears in mesh.

4. Reverse shaft - carries the reverse gear . The reverse

gear is an ʻidlerʼ gear, integral with the hollow reverse shaft.
The gear is positioned between a driving gear on the
intermediate shaft and a driven gear on the mainshaft.
This arrangement reverses the direction of rotation of the
intermediate shaft so that, when engaged, the reverse gear
turns the main shaft in the opposite direct to the input shaft.
49
Volvo Gearbox

2 4
1
3

5
50
 Volvo Gearbox
Gearbox shafts 5. Output shaft - the planet carrier of the range change
gearset is integral with the output shaft.

51
 Volvo Gearbox

6 7 9
4 5
3
2
1

10
8

52
 Volvo Gearbox
1. Gear ring
Synchroniser 2. Inner ring
- VT gearboxes 3. Washer
4. Outer ring
5. Synchroniser ring
6. Plate spring
7. Engaging body
8. Coupling sleeve
9. Spring pins - gear selected
10. Spring pins - neutral selected

VT gearboxes have an improved type of ʻdoubleʼ

synchroniser.
The unit has a self-energising effect, similar to that found
with the leading shoe of a brake assembly.
This effect reduces the effort needed to change gear by up
to 50%.
The unit is narrower, allowing the use of wider gears, which
increases the acceptable max. input torque.
53
 Volvo Gearbox
3
1 2

54
Volvo Gearbox
Selector forks Selector forks (1) are attached to selector bars (2), which
are moved back and forth by selector shaft (3).
The back and forth movement is transferred to
synchroniser sleeves (4) which engage the gears.

55
Volvo Gearbox

4 2
1
3 56
 Volvo Gearbox
Selector housing 1. Control shaft
- SR 1900 2. Gear position detent
3. Gear change inhibitor
4. Selector lever
5. Reverse gear detent

57
Volvo Gearbox
2

58
 Volvo Gearbox
Selector housing This selector housing is similar to that used with SR 1900.
- VT range The following features are different:

1. Inhibitor solenoid - prevents unintentional engagement of

1st. gear when low ratio range change is selected.
This could cause over-speeding of the clutch and geartrain
components.

2. Inhibitor solenoid - prevents selector from moving from

neutral position to a gear engaged position when the clutch
is engaged.

3. Reverse light switch

4. Combined gear position and reverse interlock

59
Volvo Gearbox
HS
2
LS 1 R
C
3

RI
60
 Volvo Gearbox
Gear 1. 1st. gear
identification - 2. 2nd. gear
splitter and main 3. 3rd. gear
gearset LS. Low range splitter
HS. High range splitter
C. Crawler gear
R. Reverse gear
RI. Reverse idler gear

61
Volvo Gearbox

C
4
1
6
3 R
R 5
2

62
 Volvo Gearbox
Splitter gearset The splitter gearset, at the front of the main geartrain, is
used to select high or low splitter ratio.
The splitter gearset splits the main gearset ratio by half.

The range change gearset, at the rear of the main gearset,

Range change
is a planetary gearset.
gearset
When low ratio range change is selected, the ring gear is
locked to the gearbox housing, and gives a ratio reduction.

When high ratio range change is selected, the planet

carrier is locked to the ring gear, and gives a direct drive.

63
Volvo Gearbox

LS HS 1 2 C R RC 64
Volvo Gearbox
Power path The illustration above shows an example of the power path
through the gearbox - in this case the selected ratios are:

- 1st. gear
- Low splitter
- Low range change

65
Volvo Gearbox
4 3 1 2 C R

66
 Volvo Gearbox
8/9 speed range The 8/9 speed gearbox, illustrated above, is similar to the
change gearbox 14 speed gearbox:

- in the 8 speed gearbox, there is no splitter gear or crawler

gear.
Four base gears + range change = 8 speed

- in the 9 speed gearbox, there is a crawler gear, but no

splitter gear.
Four base gears + range change + crawler = 9 speed.

67
Volvo Gearbox

1 2 3 68
Volvo Gearbox
Lubrication Lubrication of the gearbox is a combination of oil splash,
generated by the rotating components, and pressure feed
from the oil pump.
The pump is gear driven by the intermediate shaft (1). The
drive gear is carried on a shaft (2) which passes through
the hollow reverse gear shaft, and into the oil pump (3).

Approx. 70% oil from the pump lubricates and cools range
change components (4), and approx. 30% lubricates and
cools the mainshaft and input shaft (5).
CAUTION
The oil pump is not driven when the vehicle is being towed.
Therefore, the prop. shaft must be removed before towing
begins.

Do not coast with the gearbox in neutral. In this situation,

the mainshaft is not rotating, so the oil pump
is not being driven. 69
Volvo Gearbox

3
4

1 A
70
Volvo Gearbox
Oil pump and 1. Pressure relief valve - system high pressure protection.
filter 2. Pressure relief valve - filter by-pass.
3. Filter support tube.
4. Filter cartridge.

A. Oil cooler

Oil fill/level An oil filler/level plug - with sight glass - and a drain plug
are located on the side of the gearbox housing.

71
Volvo Gearbox

2 4 10

5 6
8

3
1
9
11

72
Volvo Gearbox
Air system 1. Range change cylinder
2. Splitter cylinder
3. Range OK valve (ROK) - on range change cylinder
4. Neutral lock valve on selector housing
5. Inhibitor valve - splitter
6. Inhibitor cylinder on selector housing
7. Relay valve - range change cylinder
8. Relay valve - splitter cylinder
9. Solenoid valve - range change inhibit
10. Air filter (VT gearbox)
11. Gear lever

73
 Volvo Gearbox

10

12

74
 Volvo Gearbox
Supply air filter A sintered air filter (10) is fitted in-line, in the supply pipe
- pre. VT gearbox from distribution block (12), which is fed from (MCPV) 4-
way valve port 24.

A blocked filter causes slow gear-change and clutch

actuation.

75
Volvo Gearbox

21
3
22
76
 Volvo Gearbox
Air system - gear Port numbers:
selector
1. Supply to selector
3. Exhaust from range change cylinder - shift to high range
21. Supply to range change cylinder relay valve - shift to
low range
22. Supply to splitter relay valve

77
Volvo Gearbox

5 2
3

4
1 6 78
 Volvo Gearbox
Range change The range change cylinder is a double acting cylinder
cylinder attached to the rear of the gearbox housing.

1. Rubber seal
2. Piston seals
3. Piston rod rubber seal
4. Cylinder to gearbox housing seal
5. Relay valve cap seals
6. Adjusting shims*
7. Relay valve

*CAUTION
To ensure that the selector fork cam rollers fit correctly
in the sliding dog clutch, it is essential that the cylinder
position - in relation to the rear face of the gearbox housing
- is correctly adjusted by adding or removing shims.
79
Volvo Gearbox
HR LR
12

AA AA

CA

7
80
 Volvo Gearbox
Relay valve Relay valve (7) is located in the rear cover of the range
- range change change cylinder.
cylinder
Control valve plunger (12) is spring loaded to ʻhighʼ range
position (HR). In this position, actuation air (AA) from the
neutral lock valve can pass into the cylinder and move the
piston to high range position.

When ʻlowʼ range is selected, control air (CA) is supplied

from the gear lever to the relay valve.
Spring force is overcome, and the plunger moves up to
ʻlowʼ range position (LR).
In this position, actuation air (AA) from the neutral lock
valve can pass into the cylinder and move the piston to low
range position.

81
 Volvo Gearbox
1 7
H 11 3

CA
H L
L
9

4 6
13
82
 Volvo Gearbox
Range change 1. Range change cylinder
- air circuit and 3. Range OK valve (ROK) on range change cylinder
inhibitors 6. Inhibitor cylinder on selector housing
7. Relay valve - range change cylinder
9. Solenoid valve - range change inhibit
11. Gear lever
13. Gear selector lever

Control air (CA) is supplied to range change cylinder relay

valve (7) from gear lever port (21), via solenoid valve (9).
If the speed of the output shaft exceeds approx.
700 rev/min. - approx. 30 km/h - a signal from the
tachograph energises a relay which, in turn, energises
solenoid valve (9).
The air supply to range change cylinder relay valve (7) is
now cut-off, preventing selection of low ratio
range change.
83
 Volvo Gearbox

AA

13 13
4 14 1 14
A B 84
Volvo Gearbox
Neutral lock The neutral lock valve (4), on the selector housing,
valve prevents a range change when any gear in the main
gearbox is engaged.

When the main gearbox is in neutral (A) the valve is open,

and actuation air (AA) can pass to the range change
cylinder relay valve (7).

When any gear is engaged (B) valve plunger (14) is pushed

in by selector lever (13), and the actuation air supply to the
range change cylinder is cut-off.

Pre-selection Using the gear lever switch, a range change is pre-selected

whilst a gear is engaged in the main gearbox.
Because of the operation of neutral lock valve (4), at this
point, no range change takes place.
The change takes place only when neutral is selected
in the main gearbox. 85
Volvo Gearbox
6

3
13 19

18
15

16 17 86
 Volvo Gearbox
Inhibitor cylinder The inhibitor cylinder (6), on the selector housing, prevents
and valve a gear change in the main gearbox when a range change is
taking place.

Air flow to the cylinder is controlled by ROK valve (3) on the

range change cylinder housing.
Range change piston rod (15) has two detents - (16) for
low range, and (17) for high range.

When a range change is taking place, ROK valve plunger

(18) is pushed into the valve, opening a path for air to pass
to cylinder (6).
Inhibitor cylinder plunger (19) is pushed out into the detent
in selector lever (13), effectively locking the main gearbox
in neutral.

87
Volvo Gearbox
6

20 3

13 19

18
15

16 17 88
 Volvo Gearbox
Inhibitor cylinder When either low or high range is engaged, ROK valve
and valve plunger (18) is pushed out and sits in one of the detents.

The air path to cylinder (6) is now closed.

Spring (20) retracts cylinder plunger (19), allowing selector
lever (13) to rotate to engage a gear.

89
 Volvo Gearbox
1 7
3
11
H
CA
H L

L AA 9

4 6
13

90
 Volvo Gearbox
Low range The illustration above shows low range engaged, with a
engaged - gear gear engaged in the main gearbox.
engaged
When low range was selected using the gear lever switch,
control air (CA) from the gear lever, via solenoid (9),
moved the plunger of relay valve (7) to low range position.

When neutral was selected in the main gearbox, actuation

air (AA) was allowed to enter the chamber, and push the
piston to the right to engage low ratio.

Because a gear is now engaged, neutral lock valve (4) has

now cut off the actuation air supply to relay valve (7).

91
 Volvo Gearbox
1 7
3
11
H CA
H L

L 9

4 6
13
92
 Volvo Gearbox
High range 1. Range change cylinder
requested - gear 3. Range OK valve (ROK) on range change cylinder
engaged 4. Neutral lock valve
6. Inhibitor cylinder on selector housing
7. Relay valve - range change cylinder
9. Solenoid valve - range change inhibit
11. Gear lever
13. Gear selector lever

The illustration above shows high range requested, with a

gear engaged in the main gearbox.
By selecting high range, control air (CA) has been
exhausted from relay valve (7), via solenoid valve (9), and
the gear lever exhaust port.
Because neutral lock valve (4) is closed by selector lever
(13), air cannot pass to relay valve (7), so high range
cannot be engaged.
93
 Volvo Gearbox
1 7
11 3
H

H L
L
9

4 6
13
94
Volvo Gearbox
High range 1. Range change cylinder
selecting 3. Range OK valve (ROK) on range change cylinder
- gearbox in 4. Neutral lock valve
neutral 6. Inhibitor cylinder on selector housing
7. Relay valve - range change cylinder
9. Solenoid valve - range change inhibit
11. Gear lever
13. Gear selector lever

The illustration above shows high range being selected,

with the main gearbox in neutral.
Neutral lock valve is now open, so actuation air (AA) can
pass to relay valve (7). The valve plunger is already at
ʻhighʼ position, so actuation air enters behind the piston.
The piston starts to move to the left.
Because the plunger of ROK valve (3) is not in a detent,
the valve is open, and air is fed to inhibitor cylinder (6),
locking selector lever (13) in neutral position.
95
 Volvo Gearbox
1 7
H 11 3
CA
H L
L

AA 9

4
13 6

96
 Volvo Gearbox
High range 1. Range change cylinder
engaged - gear 3. Range OK valve (ROK) on range change cylinder
engaged 4. Neutral lock valve
6. Inhibitor cylinder on selector housing
7. Relay valve - range change cylinder
9. Solenoid valve - range change inhibit
11. Gear lever
13. Gear selector lever

The illustration above shows high range engaged, with a

gear engaged in the main gearbox.
By selecting high range, control air (CA) has been
exhausted from relay valve (7), via solenoid valve (9), and
the gear lever exhaust port.
This allowed actuation air (AA) to enter the chamber, and
push the piston to the left to engage high ratio.
Because a gear is now engaged, neutral lock valve (4) has
cut off the actuation air supply to relay valve (7).
97
Volvo Gearbox
1
B

A 98
 Volvo Gearbox
Modification The modification, illustrated above, alters the way inhibitor
- range change cylinder (B) operates.
inhibitor cylinder The gear selector is inhibited only during a range change,
operation whilst the gear lever is in neutral position.

Modification introduced:

- A583353
- B368368
- Gearbox serial No. 20041160015

1. Pipe - air supply to neutral sensing valve

2. Pipe - air supply to range change cylinder.
A. Gear selector
B. Inhibitor cylinder

99
Volvo Gearbox
6
11 B
7
AA
A
13

AA

5
100
 Volvo Gearbox
Modification 5. Inhibitor valve - splitter 11. Gear lever
- additional 6. Inhibitor cylinder 13. Gear selector lever
function - 7. Splitter cylinder
inhibitor cylinder
On early systems inhibitor cylinder (6) is used only with the
operation range change function.
On later systems, inhibitor cylinder (6) has an additional
function - to prevent gear selection or change without
pressing the clutch pedal.
When neutral is selected in the main gearbox, and the
clutch pedal is not pressed, the spring of cylinder (6)
pushes the plunger into the detent in selector lever (13),
preventing gear selection (A).
When the clutch pedal is pressed, actuation air (AA) can
pass from inhibitor valve (5) to the underside of inhibitor
cylinder (6).
The force of the spring of cylinder (6) is overcome.
The plunger is retracted, allowing gear selection (B).
101
 Volvo Gearbox
H 8 21

11
L

H L

5 102
Volvo Gearbox
Splitter gear 2. Splitter cylinder
air circuit and 5. Inhibitor valve - splitter
inhibitors 8. Relay valve - splitter cylinder
11. Gear lever
21. Indicator lamp - low splitter engaged

In the illustration above, the splitter gear is in low ratio.

Indicator lamp (21) is lit.

Pre-selection Using the gear lever switch, a split change is pre-selected

before the clutch pedal is pressed.
Because of the operation of inhibitor valve (5), at this point,
no split change takes place.
The change takes place only when the clutch pedal is
pressed, and the clutch is disengaged.

103
Volvo Gearbox

25 21

22

H L
23
24
104
 Volvo Gearbox
Splitter cylinder The splitter cylinder is a double acting cylinder attached to
the side of the selector housing.

Splitter piston rod (22) has two detents - (23) for high
range, and (24) for low range.
Spring loaded plunger (25) locks the rod in either high or
low split position.

105
Volvo Gearbox
26
AA
CA

8
22

LS HS
106
 Volvo Gearbox
Relay valve - Relay valve (8) is located in the rear cover of the splitter
splitter cylinder cylinder.

Control valve plunger (26) is spring loaded to ʻlowʼ split

position (LS). In this position, actuation air (AA) from the
splitter inhibitor valve can pass into the cylinder and move
piston (22) to low split position.

When ʻhighʼ split is selected, control air (CA) is supplied

from the gear lever to the relay valve.
Spring force is overcome, and the plunger moves to ʻhighʼ
split position (HS).
In this position, actuation air (AA) from the from the splitter
inhibitor valve can pass into the cylinder and move the
piston to high split position.

107
Volvo Gearbox

AA

HS
108
 Volvo Gearbox
Splitter inhibitor To prevent damage to components, the splitter gear must
valve be changed only when the clutch is not engaged.

Actuation air (AA) is therefore supplied to the splitter relay

valve via inhibitor valve (5).

When the clutch pedal is pressed, and the clutch

disengaged, the valve is open, so actuation air (AA) can
reach relay valve (8).

Note: As long as the clutch pedal is pressed - clutch

disengaged - a split change can take place irrespective
of whether the main gearbox is in neutral, or a gear is
engaged.

109
 Volvo Gearbox
H 8 21
CA
11
L

H L

AA
2

5 110
 Volvo Gearbox
High split 2. Splitter cylinder
requested - 5. Inhibitor valve - splitter
clutch pedal not 8. Relay valve - splitter cylinder
pressed 11. Gear lever
21. Indicator lamp - low splitter engaged

The illustration above shows high split requested, with the

clutch pedal not pressed.
By selecting high split, control air (CA) is fed to relay valve
(8). The valve plunger moves to high split position, and
uncovers the exhaust port.
Because inhibitor valve (5) is closed, actuation air (AA) air
cannot pass to relay valve (8), so the split change cannot
take place.

111
 Volvo Gearbox
H 8 21
CA
11 25
L

23
22

AA
2

5 112
 Volvo Gearbox
High split 2. Splitter cylinder
engaging - clutch 5. Inhibitor valve - splitter
pedal pressed 8. Relay valve - splitter cylinder
11. Gear lever
14. Splitter cylinder
17. Indicator lamp - low splitter engaged

The illustration above shows high split engaging, with the

clutch pedal pressed. By selecting high split, control air
(CA) is fed to relay valve (8). The valve plunger has moved
to high split position, and uncovers the exhaust port.
Because the clutch pedal is pressed, inhibitor valve (5) is
now open, so actuation air (AA) air can pass to relay valve
(8), so the split change takes place.
Detent plunger (25) is pushed into the high split detent (23)
and piston rod (22) is locked in this position.
113
 Volvo Gearbox

H 8 21
CA
11 25
L

23
22

AA
2

5 114
 Volvo Gearbox
High split 2. Splitter cylinder
engaged - clutch 5. Inhibitor valve - splitter
pedal released 8. Relay valve - splitter cylinder
11. Gear lever
21. Indicator lamp - low splitter engaged

The illustration above shows high split engaged, with the

clutch pedal released.
The detent plunger (25) is pushed into the high split detent,
(23) and piston rod (22) is locked in this position.

115
 Volvo Gearbox
H 8 21
CA
11 25
L

CA 23
22

AA
2

5 116
Volvo Gearbox
Low split 2. Splitter cylinder
requested 5. Inhibitor valve - splitter
- clutch pedal 8. Relay valve - splitter cylinder
released 11. Gear lever
14. Splitter cylinder
17. Indicator lamp - low splitter engaged

The illustration above shows low split requested, with the

clutch pedal released.
Moving the gear lever switch to low split position has
opened an exhaust path for control air (CA) to escape from
relay valve (8) via gear lever port (3).
This allows the relay valve spring to push the plunger to
low split position.
Because inhibitor valve (5) is closed, actuation air (AA)
cannot pass to relay valve (8), so the split change cannot
take place.

117
 Volvo Gearbox
H 8 21
CA
11 25
L

24
22

AA
2

5 118
 Volvo Gearbox
Low split 2. Splitter cylinder
engaging - clutch 5. Inhibitor valve - splitter
pedal pressed 8. Relay valve - splitter cylinder
11. Gear lever
21. Indicator lamp - low splitter engaged

The illustration above shows low split engaging, with the

clutch pedal pressed.
Actuation air (AA), from the high split chamber is escaping
from the exhaust port of relay valve (8).
Because inhibitor valve (5) is now open, actuation air (AA)
can pass to relay valve (8), and into the low split chamber.
The piston rod (22) moves to the left to engage low split
ratio.
The detent plunger (25) is pushed into the low split detent,
(24) and piston rod (22) is locked in this position.

119
Volvo Gearbox

XXX S47, S49, XXX, S63

S49
S63

Y06
S47
Y31

BO9
B12
120
Volvo Gearbox
Electrical S47 (214) Switch - high split indicator lamp
components S49 (217) Switch - reverse light activation
- location and Y06 (614) Solenoid - range change inhibitor
function B12 (7052) Sensor - output shaft speed - signal to
tachograph
S63 (2074) Sensor range position - signal to VECU to
energise solenoid (Y31)
Y31 (6050) Solenoid, 1st. gear inhibit - prevents selection
of 1st. gear if shift speed is too high
XXX Sensor - neutral position - signal to VECU
(Option)
B09B (762) Sensor - oil temperature (Option)

121
 Volvo Gearbox
S49
1494
6050 217
Y31 Y31
6050
214
S47 B12
7052

B09B
762 614
Y06 1499
2074 GB1494 GA1494
S63 122
Volvo Gearbox
Electrical S47 (214) Switch - high split indicator lamp
components S49 (217) Switch - reverse light activation
- location and Y06 (614) Solenoid - range change inhibitor
function B12 (7052) Sensor - output shaft speed - signal to
tachograph
S63 (2074) Sensor range position - signal to VECU to
energise solenoid (Y31)
Y31 (6050) Solenoid, 1st. gear inhibit - prevents selection
of 1st. gear if shift speed is too high
XXX Sensor - neutral position - signal to VECU
(Option)
B09B (762) Sensor - oil temperature (Option)

123
 Volvo Gearbox

4
3

124
 Volvo Gearbox
Modifications - Cable gear shift has been introduced on the following
cable gear shift gearboxes - some of the designations are new:

VT1708B, VT2009B, VTO2214B, VT2514B, VTO2514B

Gear lever carrier (1) is available in three versions:

- FH, as in the illustration above
- FM. LH
- FM, RH

The carrier is attached to the cab floor, with cables (2) and
(3) connected below.

125
Volvo Gearbox

4
3

126
 Volvo Gearbox
Modifications - The ʻpush/pullʼ cables transmit the actuation force and
cable gear shift motion from the gear lever to control housing (4).
Cable (2) is coloured ʻgreyʼ and controls the gear shift
stroke.
Cable (3) is coloured ʻblack, and controls gear
selection.
The cables are routed under the cab floor towards the front
of the vehicle, around the cab mounting pivot, along the LH
side of the frame, to the control housing on the gearbox.
Cable attachments are coloured:
- Black - gear select, carrier.
- White - gear shift stroke, carrier.
- Blue - gear shift stroke, control housing.
- Orange - gear select, control housing.

To ensure smooth shift characteristics, each end of the

cables is connected via “quick-lockʼ rubber
couplings.
127
Volvo Gearbox

4 6
1

3 5
7

128
 Volvo Gearbox
Modifications - There is no cable adjustment - the mechanism has a
cable gear shift tolerance of approx. +/- 15 mm.

Control housing Control housing (4) is similar to that used with VT2014.

Arm (5) controls gear shift stroke.

Arm (6) controls gear select.

Balance weight (7) helps improve gear shift quality.

129
130
Eaton Gearbox

131
Eaton Gearbox

132
 Eaton Gearbox
Eaton gearbox Eaton gearboxes are fitted to FL6 vehicles.

Designations -T
600 max. input torque
A/B different ratio sets

-T
700 max. input torque
A/B different ratio sets

-T
O overdrive
800 max. input torque

133
 Eaton Gearbox
4
5

2
8 1 3
2
1

6
7
3

134
 Eaton Gearbox
1. Synchroniser cone inner ring 5. Inhibitor peg and spring
1st. and 2nd. gear 2. Synchroniser cone centre ring 6. Engaging hub
synchroniser 3. Synchroniser cone outer ring 7. Inner and outer cone holder
4. Operating sleeve 8. Engaging ring

A ʻdoubleʼ synchroniser unit is used for 1st. and 2nd. gears.

Double friction The synchroniser cone is in three parts - inner (1), centre
surface (2) and outer (3).

This arrangement provides a double friction surface - both

sides of centre cone (2).
The synchroniser is, therefore, able to provide effective
synchronisation for high torque input.

The inner and outer cones rotate with engaging hub (6).
The centre cone rotates with engaging ring (8).
135
136
ZF Gearbox

137
ZF Gearbox

138
ZF Gearbox
ZF Gearbox ZF gearboxes are fitted to FL6 vehicles.

Designation R range change

800 max. input torque

Low range The range change inhibitor prevents engagement of low

inhibitor ratio when road speed is > 30 km/h.
The inhibitor is controlled by solenoid (614A).

139
ZF Gearbox

140
 ZF Gearbox
1st. gear inhibitor 2. Inhibitor control solenoid - 614B
3. Inhibitor air cylinder

1st. gear inhibitor prevents accidental selection of 1st. gear

when shifting from 5th. to 4th.

At road speeds > 20 km/h, solenoid (2) is energised,

allowing actuation air to pass to cylinder (3).
Actuation of the cylinder increases the force required to
move the gear lever between 3/4 and 1/2.

141
142
Propeller Shafts

143
Prop shafts

B
144
 Prop shafts
Torque transfer A prop. shaft transfers torque output by the gearbox to the
driving axle.

Depending on the wheelbase of the vehicle, more than

one prop. shaft may be fitted (A).
This arrangement is often required to ensure acceptable
operating angles for the universal joints.

If the vehicle has two driving axles, a second prop. shaft

transfers torque from one to the other (B).

145
Prop shafts

2
1 1

3
4
1a

146
 Prop shafts
Main components 1. Coupling flange - one at each end, used to attach the
shaft to the gearbox output flange, and the drive axle input
flange. To increase torque capacity, and reduce metal
fatigue, the mating faces of most flanges are grooved (1a).

2. Universal joint - one at each end, used to allow the shaft

to rotate through changing angles.

3. Main shaft - made from tubular steel, which gives greater

strength than a solid shaft. Tubular shafts can withstand a
considerable amount of twist without fracture.

4. Sliding shaft - connected to the gearbox end of the main

shaft by splines. The slip joint accommodates changes in
overall shaft length caused by up and down movement of
the drive axle.
147
Prop shafts
2

4
3 1

148
 Prop shafts
Universal joint This is a flexible joint which allows the prop. shaft to
transmit torque from the gearbox, at an angle which varies
with up and down movement of the drive axle.
The central cross-shaped component (1) is often called the
ʻspiderʼ. Each of the four spider journals is surrounded by
needle roller bearings, carried in cups (2).
Two cups are located in the yoke of the coupling flange (3),
and the other two are located in the yoke of the prop.
shaft (4).

This is a simple coupling joint which is ʻnon- constant

velocityʼ. This means that, as the joint angle changes, so
does the speed of the output shaft, even though the input
shaft is rotating at a constant speed.
The greater the angle between the two shafts, the greater
the speed fluctuation.
149
Prop shafts

900

B
150
 Prop shafts
Joint angle Generally, the operating angles (A) of all joints should be
the same, and as small as possible.
However, the angle should be large enough to ensure that
the bearing needles rotate and move around the journals.

Yoke alignment By correctly alignment of the yokes at each end of the

shaft assembly, the joints are ʻin-phaseʼ (B), and speed
fluctuation is eliminated.

CAUTION
If the prop. shaft assembly is separated at the slip joint, it is
essential that the two parts of the assembly are marked, so
that the joint can be refitted in exactly the right position.

151
Prop shafts

1
152
 Prop shafts
Support bearing When more than one prop. shaft is fitted, the point at which
the two shafts connect must be supported.
Support is provided using a ʻsupportʼ or ʻcentreʼ bearing.

The ball bearing (1) may be single or double track - usually

ʻsealed-for-lifeʼ - carried in a rubber sleeve in a support
bracket (2).
The support bracket is attached to a frame cross-member.

Lubrication Slip joint - early shaft assemblies have a grease nipple for
lubrication of the joint splines.
Later assemblies are lubricated during manufacture with
a special grease, or have a nylon coating on the splines.
These joints must not be greased.

Spider bearings - a grease nipple is fitted to each spider,

and channels in the spider carry grease to the
bearings. 153
154
Drive Axle

155
Drive axle

156
Drive axle
The drive axle forms the final part of the power
Drive axle -
transmission train. This is where the final increase in
general
torque, and reduction in engine speed occurs.
The main central gear assembly (1) is often called the ʻfinal
driveʼ.

The main functions of the axle are:

- Provide the final, major, gear reduction.

- Turn the drive direction through 900 .

- Provide a means for the inner and outer wheels to turn at

different speeds when going round bends.

The main axle housing (2) is attached to the frame via the
suspension components.
157
Drive axle

158
Drive axle
Rear
Axle Axle
designations Enkel (Single)
Vaxel (Gear)
RAEV90

RAN - Rear hub reduction

CTEV87 - Tandem drive axle

CTN - with hub reduction

RS1344SV - Rear, single

13T axle = 44T Gross

159
Drive axle

2 3

3
160
 Drive axle
Final drive - main 1. Crown wheel - located between the two halves of the
components differential carrier.
2. Pinion - the input shaft.
The crown wheel and meshed pinion together turn the
drive through 900.
3. Drive shafts (also referred to as ʻhalf shaftsʼ) - transfer
the drive from the differential assembly to the hubs.
4. Differential assembly - allows the inner and outer wheels
to turn at different speeds when going round bends.

161
Drive axle

B
162
 Drive axle
Crown wheel and The crown wheel and pinion are ʻbevelʼ gears, used
pinion specifically to transmit the drive through 900.
They are matched together, and marked, during
manufacture, and must only be used together. The use of
unmatched pairs will result in noisy operation and short life.

There are two common tooth profiles for the crown wheel
and pinion:

Spiral bevel A. Shows a ʻspiral bevelʼ arrangement, where the pinion

centre line coincides with the crown wheel centre line.

Hypoid B. Shows a ʻhypoidʼ arrangement, where the pinion centre

line lies below the crown wheel centre line.
With the hypoid curve of the teeth faces, the pinion gear is
larger, and more teeth are in contact, increasing the torque
capacity of the axle.
Most Volvo axles use hypoid cut gears. 163
Drive axle

B
164
 Drive axle
Crown wheel and The prop. shaft speed is much higher than that required for
pinion - ratio the road wheels.
In addition, the torque at the prop. shaft is too low to turn
the road wheels under heavy load.

The crown wheel and pinion drop the prop. shaft speed by
quite a large ratio - typically between 2.5:1 and 5.0:1.
This ratio change also increases the torque fed to the road
wheels

E.g. No. of teeth on crown wheel = 30

No. of teeth on pinion = 10

Ratio = 30 / 10 = 3:1

The speed is reduced by a factor of 3, and the torque is

increased by a factor of 3.
165
Drive axle

166
Drive axle
Crown wheel Because of the large diameter of the crown wheel, and side
thrust block thrusts exerted by high torque, a thrust block (1) is fitted by
the side of crown wheel (2) opposite pinion (3).

The position of the thrust block is adjusted by screw (4).

The block is adjusted so that, in normal operation, there is
a slight clearance between the block and crown wheel face.

The block makes contact with the crown wheel face under
conditions of heavy loading.

167
Drive axle
2

1
3
168
Drive axle
Differential When a vehicle is cornering, the outer wheels have to
travel a greater distance than the inner wheels, so they
must rotate faster, but still transmit equal torque to each
wheel.
The gear arrangement that allows this to happen is called a
ʻdifferentialʼ.
The main components are:

1. Bevel pinions x 4
2. Sun - or side - bevel gears. These gears have internal
splines, into which the drive shafts are located.
3. Spider

169
Drive axle

1
3

2
170
Drive axle
Drive shafts The drive shafts (1) - also called ʻhalfʼ shafts - transmit
torque from the differential side bevel gears to the hubs.

The shafts are subject to extreme twisting forces. They

are made of special steel with elastic properties that can
withstand constant twisting - up to almost one whole turn
- before breaking.

In a single reduction axle, the outer ends of the shafts have

an integral driving flange (2) which is bolted to the hub.

If the axle has secondary ʻhub-reductionʼ the outer ends

have splines (3) which mesh with the planetary gears of the
hub reduction gearset.

171
 Drive axle
8 6
CAUTION
To prevent component
damage:
3
7
- Engage the diff. lock only
when on slippery surfaces, and 4
a tyre is losing grip. 1
- Vehicle must be stationary
before diff. lock is engaged. 5

2
172
 Drive axle
When the friction on the driving wheels is not equal - e.g. if
Differential lock
one tyre is on a slippery surface - the differential action can
be prevented using a differential lock
When locked, the differential will rotate as a complete unit,
causing both driving wheels to rotate at the same speed.

1. Fixed coupling sleeve - is attached the differential

housing, and cannot rotate.
2. Sliding coupling sleeve - is located over a splined section
of one drive shaft.
3. Diaphragm
4. Actuation sleeve
5. Shift fork
6. Indicator lamp switch
7. Push-rod
8. Return spring

173
Drive axle

+ A + A

7 9

E DE
174
 Drive axle
9. Solenoid valve
Diff. lock
A. Air supply
operation
E. Air exhaust

Diff. lock When the diff. lock is engaged, using a switch on the
engaged - E dashboard, solenoid (9) is energised and air is fed to
the control cylinder. Air pressure acts on the diaphragm,
sleeve and push-rod, tilting the shift fork towards the crown
wheel.
The sliding coupling meshes with the fixed coupling, and
the differential is locked.
The indicator lamp switch is actuated and the dashboard
lamp is lit.

Diff. lock Solenoid (7) is de-energised, cutting off the cylinder air
disengaged - DE supply.
The push rod spring returns the shift fork and
coupling to disengaged position. 175
Drive axle

176
 Drive axle
Extremely high torque is required to propel a heavy truck
Double reduction - the heavier the truck load, the more torque is required.
In conjunction with the large diameter of the driving wheels
and tyres, there comes a point where it is impractical to
use a single reduction drive axle to achieve the required
reduction ratio.
Also to be considered is ground clearance. The higher the
reduction ratio provided by the crown wheel and pinion, the
larger is the crown wheel diameter.
Housing a large crown wheel requires a very deep axle
centre bowl, which reduces ground clearance.

A solution to this problem is ʻdouble reductionʼ.

The ʻprimaryʼ reduction is still via a crown wheel and pinion,
followed by a ʻsecondaryʼ reduction.
Hub reduction A common and compact form of secondary reduction is
ʻhub reductionʼ.
177
Drive axle

2 5

1
178
 Drive axle

Hub reduction Secondary reduction at the hub is achieved by using a

planetary gearset.
Sun gear (1) is spline mounted on drive shaft (2).
Ring gear (3) is spline mounted on axle housing (4) so
cannot rotate.

179
Drive axle
5

5 180
 Drive axle
Hub reduction Planet gears (5) are free to rotate on shafts integral with of
planet carrier (6), which is attached to the hub.

Operation Because the ring gear is locked to the housing, when the
drive shaft and sun gear rotate, the effect is to drive the
planet gears around the inside of the ring gear.
The planet gears rotate on their shafts and, because the
shafts are fixed in the planet carrier, the whole carrier must
also rotate.
The carrier, and the attached hub, therefore form the output
member.
The achieved gear reduction ratio is - 3.46:1.
Advantages Advantages of this form of double reduction are:
- less torsional stress on the drive shafts
- smaller diameter crown wheel and, therefore, shallower
axle bowl.

181
Drive axle

A 182
Drive axle
Tandem drive For a number of reasons a truck may need two driving
axles - legal requirements (weight distribution), load
carrying capacity, extra traction provided by more driving
wheels.

A typical arrangement, illustrated above, is called a

ʻtandem driveʼ bogie.

The forward axle (A) has the addition of a ʻtransfer gearʼ

arrangement.
The rearmost axle has a conventional single reduction
differential assembly.

183
 Drive axle
4 11 10 8 9
12
13

A B

8
1 2 3 4 5 6 7
184
Drive axle
1. Forward axle input flange
Tandem
2. Inter-axle differential
drive - main
3. Forward axle pinion
components
4. Forward axle drive shafts
5. Forward axle differential
6. Transfer shaft
7. Rear axle crown wheel
8. Rear axle drive shafts
9. Rear axle differential
10. Rear axle pinion
11. Forward axle Crown wheel
12. Forward axle pinion drive gears
13. Inter-axle differential lock

185
 Drive axle
4 11 10 8 9
12
13

A B

8
1 2 3 4 5 6 7 186
Drive axle
The transfer gear assembly drives the pinion of the forward
Transfer gear
axle via a pair helical gears (12).
assembly
Transfer shaft (6) transfers drive to the rear axle input
flange.

Different axle In the same way that driving wheels at each side of a single
speeds drive axle must be allowed to rotate at different speeds,
so two driving axles must be allowed to rotate at their own
speed.
A simple example of how different axle speeds may occur
is if the tyres on one axle were markedly different diameter
than those on the other axle.
The axle with the largest diameter tyres would need
to rotate at a slower speed than the axle with smaller
diameter tyres.
Axle speeds may also differ, when tyres have
unequal traction - e.g. on soft ground. 187
 Drive axle
4 11 10 8 9
12
13

A B

8
1 2 3 4 5 6 7
188
Drive axle
Inter-axle To allow different axle speeds, an ʻinter-axleʼ or ʻthirdʼ
differential differential (2) is required.
The ʻthird diff.ʼ is located in the forward axle housing.
One of the differential side bevel gears is integral with the
forward axle helical drive gear (12) for the pinion.
The other side bevel gear is integral with
transfer shaft (6).
The third diff. divides speed and torque equally between
both axles.

This can lead to a problem. If only one driving wheel spins,

because of ice or soft ground, the vehicle will not move
because the third diff. divides torque equally.
This problem is overcome by fitting a differential lock (13)
to the third diff.

189
190