CHAPTER 4.

1
MANUAL TRANSMISSION
 Overview

Understand functions, construction and

operation of manual transmission and its
components
 Transmission input shaft
 Transmission gears
 Synchronizers
 Output shaft
 Transmission case
 Countershaft
 Overview

Calculate simple gear and compounded gear ratio

Describe gear shifting mechanism
Understand the power flow in transaxle and
transmission
 5 speed synchromesh type:
 Rear wheel drive transmission
 Front wheel drive transaxle
 Explain multiple gear ratios using high and low selection
 Introduction

Engine Input Shaft

Clutch
(Flywheel) (Transmission)

Speed
Torque
 Introduction

The transmission or transaxle provides the gearing

needed to reverse direction so the vehicle can be
driven backward. (Engine crankshaft cannot reverse)
There is also a neutral position that stops power
from reaching the drive wheels.
 Introduction

Three main function of transmission:

 Provide the various torque & speed needed to move
the vehicle under a variety of road and load
conditions. (changing the gear ratio between the
engine crankshaft and vehicle drive wheels)
 Be shifted into reverse so the vehicle can move
backward.
 Be shifted into neutral for starting the engine and
running it without turning the drive wheels.
 Types of transmission

Two basic types of transmission

 Manual transmission (JA201)
 Automatic transmission (JA301)

Manual Transmission Automatic Transmission

 Transmission vs Transaxle

Vehicles are propelled in one of three ways:

 by the rear wheels, (RWD)
 by the front wheels, (FWD)
 by the front and rear wheels. (4WD/AWD)
Vehicles propelled by the rear wheels normally
use a transmission.
Transmission vs Transaxle

Rear Wheel Drive (RWD)

 Transmission vs Transaxle

Front-wheel-drive (FWD) vehicles are propelled by

the front wheels.
The transaxle is the special power transfer unit
commonly used on FWD vehicles.
A transaxle combines the transmission gearing,
differential, and drive axle connections into a single
case housing located in front of the vehicle
Transmission vs Transaxle

Front Wheel Drive (FWD)

Transmission vs Transaxle
 Transmission vs Transaxle

Four-wheel-drive (4WD) vehicles typically use a

transaxle and transfer case.
The transfer case mounts on the side or back of the
transmission.
A chain or gear drive inside the transfer case receives
power from the transmission and transfers it to two
separate drive shafts.
One drive shaft connects to a differential on the front
drive axle.
The other drive shaft connects to a differential on the
rear drive axle.
Transmission vs Transaxle

Four Wheel Drive (4WD)

Construction of Manual Transmission
Construction of Manual Transmission
 Construction of Manual Transmission

Most transmissions have three basic shafts:

 The main shaft (output shaft)
 Input shaft
 Counter shaft
The speed gears ride on the main shaft. (also called
the output shaft)
The countershaft is actually several gears machined
out of a single piece of steel or iron.
The countershaft may also be called the counter gear
or cluster gear.
 Construction of Manual Transmission

The main gears on the main shaft or output shaft

transfer rotation from the counter gears to the
output shaft. The main gears are also called speed
gears.
Speed gears freewheel around the output shaft until
they are locked to it by the engagement of their shift
synchronizer unit.
 Transmission Lubricant

There are 2 types of grade normally used for manual

transmission:
 Gred EP90 (Extreme Pressure 90) – for transaxle,differential
 SAE90 / SAE140 (Society of Automotive Engineers 140) – for
transmission (depend on manufacturer- some use multi-viscosity
like SAE75W90)
Function of lubricant in the manual transmission:
 Lubricate gears and bearings to prevent wear.
 Reduce friction and power loss.
 Protect against rust and corrosion. When U should
 Remove particles from metal surfaces. change gearbox
 Help cool bearings and gears. lubricant??
 Transmission Maintenance

Manual Transmission oil

For suggestion:
Change gear oil for every 20 000 - 60 000 KM
(depend on manufacturers)
Thick Viscosity??
I. Lubricate gears and bearings to prevent wear
II.Reduce friction and power loss
III.Protect against rust and corrosion
IV.Remove particles from metal surfaces
V.Help cool bearings and gears
 Construction of Manual Transmission

Synchronizer
Its main job is to bring components that are rotating at different speeds
to one synchronized speed.
A synchronizer ensures that the pinion shaft and the speed gear are
rotating at the same speed.
The second major job of the synchronizer is to actually lock these
components together.
One synchronizer is placed between the first and second gears on the
pinion shaft.
Another is placed between the third and fourth gears on the main shaft.
If the transmission has a fifth gear, it is also equipped with a
synchronizer.
Reverse gear is NOT normally fitted with a synchronizer.
 SYNCHRONIZER

Lock the main shaft gear to the main shaft

Prevent the gear from clashing or grinding during
Function shifting
SYNCHRONIZER
 SYNCHRONIZER OPERATION

1. When the driver shifts gears, the

synchronizer sleeve slides on its splined hub
toward the main drive gear.
2. First, the blocking ring cone rubs on the side
of the gear cone, setting up friction between
the two.
3. This causes the gear, synchronizer, and
output shaft to begin to spin at the SAME
SPEED.
4. As soon as the speed is equalized or
synchronized, the sleeve can slide completely
over the blocking ring and over the small,
spur gear teeth on the drive gear (dog teeth).
5. This locks the output gear to the
synchronizer hub and to the shaft.
6. Power then flows through that gear and to
the rear wheels of the car.
Construction of Manual Transmission
 Simple Gear Ratio

 Gear ratio is calculated by dividing the teeth on the driven gear

(dipacu) with drive gear (pemacu).
 Simple gear ratio = Total Teeth of driven gear = Driven gear
Total Teeth of drive gear Drive gear

 Sample Calculation
 Drive gear = 12
 Driven gear = 20
 
Drive Gear Driven Gear

Simple gear ratio = Driven gear = 20

Drive gear 12
= 1.6 : 1
Simple Gear Ratio

Gear Ratio ? :
GEAR  GearDriven i) 1A = 0.5:1
RATIO GearDrive ii) 3A = 4:1
 Gear Ratio

Under
Drive

Direct
Over Drive
Drive
Gear Ratio
 Gear Reduction & Overdrive

Gear Reduction
 Gear reduction occurs when a small gear drives a larger gear to
increase torque but produce low speed.
 Gear reduction used in the lower transmission gears.
 Important when starting to move & climb up a slope.

Overdrive
 An overdrive ratio results when a larger gear drives smaller gear.
 The speed of the output gear increases, but torque drops.
 An overdrive can be an additional gear in a manual transmission.
The overdrive (fifth) gear gives a gear ratio of a 0.853 turn of the
input shaft to one turn of the transmission output shaft. (less than 1)
 Overdrive

 The first advantage of the overdrive is that it reduces engine speed

around 30 percent while still maintaining the same road speed.
 For example:
 4th gear : 3500 rpm  100 km/h
 5th gear : 3000 rpm  100 km/h

 The reduction in engine speed gives

i. Reduce fuel consumption
ii. Reduces engine noise
iii. Prolongs engine life
 Compound Gear Ratio

• For compound gear , we must multiply together the

number of teeth on the driven gears, and divide this
number by the product of the number of teeth on the drive
gears.
• Compound gear ratio = Driven gear × driven gear
Drive gear × drive gear
 Compound Gear Ratio

• Sample Calculation
• Compound gear ratio = Driven gear × driven gear
Drive gear × drive gear
= 20 X 10 = 200
14 X 16 224
= 0.89 : 1
 Compound Gear Ratio

N1=10 N4=35

N3=20
N2=25

GEAR  GearDriven1  Gear Driven 2 Gear Ratio ? :

RATIO GearDrive1  GearDrive 2
= 4.375:1
 Gear Shifting Mechanism

There are three separate shift rails and forks.

Each shift rail/shift fork is used to control the
movement of a synchronizer, and each
synchronizer is capable of engaging and
locking two speed gears to the main shaft.
The shift rails transfer motion from the driver-
controlled gearshift lever to the shift forks.
Gear Shifting Mechanism
 Gear Shifting Mechanism

The gearshift lever is connected to the shift forks by

means of a gearshift linkage.
Movement of the shifter moves a shift rail and shift
fork toward the desired gear.
This moves the synchronizer sleeve to lock the
selected speed gear to the shaft.
Gear Shifting Mechanism
Gear Shifting Mechanism
 Power Flow

The following sections describe the path of power

through a typical five-speed transmission.
 Neutral
 1st gear
 2nd gear
 3rd gear
 4th gear
 5th gear
 Reverse gear
 Power Flow

NEUTRAL
When the gear selector is placed in the neutral
position, the input shaft rotates at engine speed.
The shaft’s clutch gear is in mesh with the
countergear, which rotates on the countershaft. The
countergears are in mesh with the speed gears.
Because none of the speed gears are locked to the
mainshaft, the gears spin freely and no torque is
applied to the mainshaft.
All gear changes pass through the neutral gear
position.
Power Flow
 Power Flow

1st GEAR
Power or torque flows through the input shaft and
clutch gear to the countergear.
The countergear rotates. The first gear on the cluster
drives the first speed gear on the mainshaft.
When the driver selects first gear, the first/second
synchronizer moves to the rear to engage the first
speed gear and lock it to the mainshaft.
The first speed gear drives the main (output) shaft,
which transfers power to the driveline.
Power Flow
 Power Flow

2nd GEAR
When the shift from first to second gear is made, the shift fork
disengages the first/second synchronizer from the first speed gear and
moves it until it locks the second speed gear to the main shaft.
Power flow is still through the input shaft and clutch gear to the
countergear.
However, now the second countergear on the cluster transfers power to
the second speed gear locked on the mainshaft.
Power flows from the second speed gear through the synchronizer to
the mainshaft (output shaft) and driveline.
In second gear, the need for vehicle speed and acceleration is greater
than the need for maximum torque multiplication.
To meet these needs, the second speed gear on the mainshaft is
designed slightly smaller than the first speed gear.
Power Flow
 Power Flow

3rd GEAR
When the shift from second to third gear is made, the shift fork
returns the first/second synchronizer to its neutral position.
A second shift fork slides the third/fourth synchronizer until it
locks the third speed gear to the mainshaft.
Power flow now goes through the third gear of the countergear
to the third speed gear, through the synchronizer to the
mainshaft, and driveline.
Third gear permits a further decrease in torque and increase in
speed.
As you can see, the third speed gear is smaller than the second
speed gear.
Power Flow
 Power Flow

4th GEAR
In fourth gear, the third/fourth synchronizer is moved to lock
the clutch gear on the input shaft to the mainshaft.
This means power flow is directly from the input shaft to the
mainshaft (output shaft) at a gear ratio of 1:1.
This ratio results in maximum speed output and no torque
multiplication.
Fourth gear has no torque multiplication because it is used at
cruising speeds to promote maximum fuel economy.
The vehicle is normally downshifted to lower gears to take
advantage of torque multiplication and acceleration when
passing slower vehicles or climbing grades.
Power Flow
 Power Flow

5th GEAR
When fifth gear is selected, the fifth gear
synchronizer engages fifth gear to the mainshaft.
This causes a large gear on the countershaft to drive
a smaller gear on the mainshaft, which results in an
overdrive condition.
Overdrive permits an engine speed reduction at
higher vehicle speeds.
Power Flow
 Power Flow

REVERSE GEAR
In reverse gear, it is necessary to reverse the direction of the
mainshaft (output shaft).
This is done by introducing a reverse idler gear into the
power flow path.
The idler gear is located between the countershaft reverse
gear and the reverse speed gear on the mainshaft.
The idler assembly is made of a short drive shaft
independently mounted in the transmission case parallel to
the countershaft.
The idler gear may be mounted near the midpoint of the
shaft.
 Power Flow

The shifting linkage moves the reverse idler gear into

mesh with the first/second synchronizer sleeve.
Power flows through the input shaft and clutch gear
to the countershaft.
From the countershaft, it passes to the reverse idler
gear, where it changes rotational direction.
It then passes to the first/second synchronizer
sleeve. Rotational direction is again reversed.
From the sleeve, power passes to the mainshaft and
driveline.
Power Flow
 Video

 1. https://www.youtube.com/watch?v=wCu9W9xNwtI
 2. https://www.youtube.com/watch?v=QPaUJfA1KsY
 3. https://www.youtube.com/watch?v=TUpeMYTj1O8
 4. https://www.youtube.com/watch?v=dKxtfmzI6X0
Thank You