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this is a demonstration and discussionof the operation a rear-wheel-drive manual transmission. the information inthis video is applicable to just about any rear-wheel drive manual transmission, although this particular one is a 1992 toyota truck five-speed manual transmission, the the r-150e, it really doesn't matterbecause we could be looking at a brand new rear-wheel drive transmission,
from just about any manufacturer, andthey will have the same basic components in them. so this video isintended to give you the theory of operation, not so much what's unique to each manufacture, so to begin with, over here we have the input shaft that your clutch disk is going to connect to, and that's going to give us power from theengine. underneath here we have the
countershaft, and since it is geared directly to the input shaft,it's going to turn anytime the input shaft turns. but notice the output shaft back here that goesto the rear wheels, isn't turning it all the when i turn theinput shaft, and that's because we are in neutral.now if i zoom in a little bit here you can see that we have four different shiftsshafts
here and the shift mechanism that sticksthrough floor board going to come down and connect and operate these shift shafts. so the top shift shaft is the 3-4 sure shaft, it connects to the3-4 shift fork right here to give us fourth gear orneutral or 3rd gear. the next one down is the 1-2 shift shaft, and it connects to the1-2 shift fork so we can have 2nd gear or 1st-gear right here
we have the reverse shift shaft, so it connects to a shiftfork down below, that moves the reverse idler intocontact with the counter gear and drives the output shaft backwards.and then we have a 5th gear shift shaft for 5th gear right back here in the back of thetransmission. this could be a 4-speed if we didn't have the 5th gear shift shaft, this could be a 6-speed and if in the back to thetransmission we had
two gears instead of just one. 7-speed, 8-speed, it doesn't matter they all have shift forks, some sort ofshift shaft mechanism, and they all have an input shaft, at least one counter shaft, some of the heavier trucks have two counter shafts and then an output shaft. i am going to rotate this transmission around and zoom back out, let's just look at the front here for amoment,
you can see the input shaft right here,we have some splines, we have a little machined area rightthere, those splines are where our clutch disc is going to come in it has splines if its own and damper springs, and so it's going toslide on to those splines, and when the clutch isapplied, it will turn the input shaft of the transmission. also in the front here onthis machine area we have a pilot bearing
it's going to fit right here, and that fitsinto the back at the engine's crankshaft, and when ever you change the clutch or thetransmission, you should install a new pilot bearing there also. so let me continue rotating transmissionaround to where we've got the back of thetransmission, the output shaft over here, the front with our clutch disk and our input shaft over here, and now if we zoom in we can look at the synchronizer assemblies, because
manual transmissions - in order to shiftfrom one gear to the next, when all of these gears are spinning atdifferent speeds, so in order to complete a shift from first gear into second, second tothird, third to fourth, fourh to fifth and so on, we have to synchronize thespeed of those gears, which means the speed of the input shaftand whatever gears it happens to be turning needs to be synchronized to the speed ofthe output shaft, and so that's done with synchronizer
assembles. and so right here is our 3-4 shift fork, here is our 1-2 shift forkback here and we have a shift sleeve and then right down here you can seethis little brass blocker ring, sometimes is called asynchronizer ring the synchronizer typically is a brass ring, it actually has a tapered edge on the inside in other words it's not perpendicular, it is on an angle like this
and that's going to ride up against a gear that also has a tapered cone, and thesynchronizer sleeve is going to push that taperedcone of the brass ring of the synchronizer up into the cone of the gear itself, this shiny surfaceright here. so we've got a tapered area here on the synchronizer, we've got a taperedarea here on the gear itself and thesynchronizer will be turning the speed the output shaft
the gear will be turning the speed of the input shaft when you step on your clutch and we quit delivering power from the engine, we wantto synchronize the speed of those two to make them be the same, and so thissynchronizer sleeve right here will push onto the brass synchronizerring and shove it onto the gear that's turninga different speed than the synchronizer hub and it will either slow it down or speed it up to where it would match the speed of
the input shaft to the output shaft andso let me give you the little betterdemonstration, a different demonstration of that, let me zoom out just a little bit, i'm going to grab the output shaft righthere am going to grab input shaft where theclutch connects and notice when i spin the output shaft, and let me zoom in so we can see what's moving here i'm just going to spin the output shaftthe input shaft not going to move notice the only thing spinning is
the 1-2 synchronizer sleeve and the 3-4 synchronizer sleeve the 1-2 synchronize sleeve also happensto be the reverse gear that we slide the idler into down here to get reverse but those two synchronize sleeves spin the same speed, and notice 5th gear does back here also, the fifth gearsynchronizer sleeve
watch this back here, they all spin with the output shaft. now i'm going to hold the output shaft still and turn the input shaft notice now everything else in thetransmission rotates except for the synchronizer sleeves so to shift from one gear to the other somehow we have to connect those twoshafts together and once again it's done withsynchronizers so let me zoom out just a little bithere
and just going to take you through thedifferent gear ratios of the transmission and show you the shift sleeves and synchronizers moving, and so on the output shaft here i have a yellow label that says outputshaft on the input shaft right here have ayellow label that reads input shaft and so i'm going to a shift this into first-gear now typically when you shift intofirst gear the vehicle is stopped
the engine is running typically, but if your clutch pedal ispressed that releases the clutch disc anddisconnects it from the flywheel which is bolted to the engine's crankshaft and so the input shaft will stop and so here's our 1-2 synchronizer, right here the shift fork that comes and grabs thesynchronizer is just, we're just going to push it back tothe first gear position, maybe
okay, i just shifted in the first gear by moving thesynchronizer sleeve back with the shift fork i've got the inputshaft label the output shaft label for thisparticular transmission we should have a gear ratio of 3.83 to 1, (3.83:1) so that means i should turn theengine with the clutch, input shaft, 3.8 times, sothere's 1, 2, 3,
and 3.8 times to get one turn the output shaft back here, so that, that is our first gear, alright now to go to second gear we need to movethe synchronizer sleeve and disconnect the synchronizer hub from the first speed gear your and move itover here to connect it to the second speed gear but while it shifted into the first speed gear, let me zoom in a little bit moreyou can see
a little better detail, we've got the synchronizersleeve, the synchronizer hub right below it, the brassblocker ring right here and the gear, second speed gearits self and so brass blocker ring, just like thepiece i showed you with the tapered cup, this gear right here is going to have, this is in the exactyear but it's it's just like it, it's going to have this tapered edge,and so when we shift into second-gear this sleeve is going to comeover push against the brass block a ring and
try to lock it to the same speed as the synchronizer sleeve which isconnected to the output shaft which with your foot on the clutch pedal,because remember you have to have your foot on the clutch to shift that should allow the two shafts, the input shaft and the output shaft to connect together and shift into second-gear so we will pull that forward
into second gear, there we go, now we're in 2nd gear the output shaft is connected to the input shaft but let me line up our stickers here, here's ouroutput shaft label let me zoom out so you can see it here's our output shaft label here, here is our input shaft with our gear, our shifter sleeve, movedinto the second gear position we should have a gear ratio of pretty muchto 2 to 1 (2:1)
2.062 to 1, so here we go there is one turn the input, two turns of theinput, and a tiny bit more 2.06 turns to 1 and all we did was connect to the output shaft throughour shift sleeve and hub to the second speed gear through the synchronize rings okay, now we're going to shift
out of second-gear and here's our 3-4 shift sleeve and shift fork, so we are going to move to the 3rd gear position so let me shift that to third gear there we go, we moved back to the third gear position and now our gear ratio should be 1.4 to 1 (1.4:1) so here's one turn the input and about four-tenths of a turn of the inputand we get one turn of the output
so 1.4 turns of the engine to 1 turn theoutput shaft which goes to the reardriveshaft and the rear axle to propel the vehicle. notice here for the3-4 shifter, we have got the synchronizer sleeve, the synchronizer hub down below it, the brass blocker ring or synchronizer and the 4th speed gear right here these synchronizes, by the way, the material the brass, bronze alloy material there
does wear out over time, there's a buncha little grooves there, i hope you can see it is this video, those grooves wear out and it gets the to where the synchronizer has a hardtime synchronizing the speed the input shaft to the output shaft, whenthat happens, if you keep pushing on the shifter you can endup with a grinding noise so, it grinds while you step on the clutch and try to shift. so whenyou disassemble a transmission one of the checks you can do is to take afeeler gauge
setup, just take a feeler gauge, and there is, with everything assembledproperly, there is a minimum gap that's allowed between the brasssynchronizer blocker ring and the gear itself. if this synchronizerring is worn really bad that gap is going to be extra smallbecause it'll go farther up on that tapeed cone of the gear. if it's in good shape thenyou will have a a bigger gap in there, so lot a vehiclemanufacturers have a
specification for that gap for you tomeasure also i've seen some of these that justcrack the grooves have not worn out of it, butit's got a crack and so the whole thing just spreads instead of pushing and synchronizingthe speed of the gears so there we are in 3rd gear, we want tomove to 4th gear, so fourth gear is this gear right here, let mezoom out just a little bit to show you the physical size of the gears
first gear is giant gear right backhere and we have that gear ratio of 3.8 to 1 second gear is this gear, it is a little bitsmaller with a gear ratio of pretty much 2 to 1, 2.06 . third gear right here is even smaller thansecond gear; 1.436 to 1 fourth gear on this particulartransmission is a 1 to 1 gear ratio so what's going to happen here is when wemove the gear selector into fourth gear, right there move our shifter sleeve up and in, we are going to have one
turn of the input shaft, so here's our label, let me zoom out a little bit you cansee here our input shaft label just starting toshow right here, here's our output shaft label in full view, but notice now we have one turn i equals 1 turn out, that is a 1 to 1 (1:1) gear ratio, also called direct drive some transmissions its fourth gear, someit is fifth, some
its third, it just depends, some don'teven have a direct drive, it is just something a little higher than 1 to 1 orlower than a 1 to 1 gear ratio so, that his direct drive, but this is a five-speedtransmission that has overdrive, so if we shift back into neutral on the shifter here we are in neutral, there's no connectionto the output shaft, now on the back over here we've got a5th gear with its own brass blocker ring andshifter
and shift fork and if we move it into the fifth gear position here we go, now we are in overdrive where we should turn the input shaft just eight-tenths of a turn to get one turn of the output shaft, so here's our label backhere and i am going to just hang on to the the clutchhousing here, notice as a turn theclutch
not the housing, the clutch disc itself,we are going to get a full turn the output shaft before i can bring my fingers all weback around to one full turn here so we are in overdrive, you get a full turm the output shaft, but i'm still two-tenths of a turn away from a full turnon the input shaft that's overdrive which gets us better fueleconomy on a six-speed transmission, some sixspeeds fifth gear is the direct-drive, the 1 to 1 gearratio
but anymore because of the fuel economyregulations fifth gear, like on this transmission isoverdrive and then sixth here is a doubleoverdrive so you may have and instead of the0.8 to 1 gear ratio that we have here fifth gear you might have a 0.6or i have even seen as low as a 0.5 to 1 gear ratio like on a viper or a corvette mad for really high vehicle speeds, it also gets you some pretty decent fuel economy
but that gives us overdrive, so now lets take it out of fifth gear, go back to neutral so here we are in neutral again, now wewant to go to reverse notice right here in the front we've gota reverse idler gear that's not doing anything so when we move to reverse we're going tomove this idler gear over in its going to mesh with the 1-2synchronize sleeve and the counter shaft at the same time there we go, so we move that over with
its own little shift fork, reversed doesnot have a brass blocker there's no synchronization of reverse, sofor reverse you need to be stopped to shift into reverse or it will grind so now, when we turn the input shaft clockwise as viewed from the front here,notice the output shaft is turning the opposite direction so lets see what the reverse gear ratio might be, there is one, two, three, four, a little bit more, about 4.1
to 1 gear ratio in reverse let me take it back out of reverse and goright back to neutral. these manual transmissionshave bearings they can go bad, they have some end playchecks, there's selective shims that are designed to hold everything in the correct position the proper lubrication type and level isimportant a lot of manual transmissions and front-wheel drive transaxles, manual transaxles, are using aspecial synthetic gear lube
now for improved fuel economy so even though this is a 1992 rear-wheel drive transmission, if youopen the 2012 rear-wheel drive transmission you would see the same parts about the only difference you see prettymuch any more is the 1-2 synchronizer instead of havingjust a single cone the 1-2 synchronizer like this it will have a dual cone or even atriple cone synchronizer which allows forhigh-speed
performance type shifts from 1st to 2ndgear or from third back down in the secondbut on every single shift, you have to go toneutral between the shifts i was looking at 2010 rear-wheeldrive transmission that we've got here and it's this exactsame model or looks just like this except thishousing, instead of being cast iron, is is aluminum so they are making it lighterweight to save on fuel economy. this has been a demonstration of theoperation
of a rear-wheel drive manual transaxle, or, transmission, i'm sorry, therear-wheel-drive transaxle, sorry, front-wheel drive transaxle, operates just like it except instead ofhaving the output shaft sticking straight out theback think of on a transactional as thisoutput shaft being cut off turned back around and headed around frontwards here to where you can drive the final driveunit of the front-wheel drive, but it still has the same gears
same type of synchronizers, the same precautions during service as well. probably the most difficult thingworking on these transmissions is you it requires a lot of hydraulicpress work, and you have got to be real careful as you are pressing these gears on and off that you don't break the gears orbreak any of the parts, because they are very expensive