Advertisement
(145)
CLUTCH,
TR ANSMISSION,
UNIVERSAL JOINT
TRANSMISSION
4-17
Figu,e
4-21-Synchronizing
Drum-Se,ies 40-50
SECO ND
&
THIRD
SLIDING SLEEVE
.
~
i
~
.•
~
.
/
\
SYNCH
RONIZING
/
~
.
DRUM
/
)
tf
W
IRE
RETAIN ER
i
I
·~~~_"""
i
SYNCHRONIZ
ING
DRU M
Figu,e 4-22-Cam Surfaces on Drum and Sleeve-Series 40-50
two slots in sliding sleeve come in contact with
the beveled cam surfaces on the two fingers of
synchronizing drum. See figure 4-22. This con-
tact of cam surfaces presses
the
drum against
the gear so that gear is brought to the same
speed as the slidi
ng
sleeve, and the slight angu-
la
r mot ion
imparted
permits the teeth of slid-
ing sleeve and
gear to mesh quietly and easily.
Th
e
universal joint and torque ball of Series
40,
50,
and 70 are almost identical; therefore
these are described
together
in paragraph 4-20.
4-19 1948
SERIES
70
TRANSMISSION-
DESCRIPTION
The transmission main drive gear is sup-
ported
by a ball bearing seated in front wall of
transmission
case. The ball bearing, which is
shielded
on
rearward
side, is
pressed
against a
mechanism later described in paragraph 4-2l.
When the transmission is shifted into second
or third speed, the sliding sleeve and the gear
it engages are synchronized in speed through
the action of a synchronizing drum. Each drum
is a steel stamping having a bronze insertrna-
chined to match a conical surface on the gear,
to which drum is loosely attached by a wire
retainer. See figure 4-21. Synchronization is ob-
tained wh
en
the beveled cam surfaces of the
by an oil slinger, washer, and retainer (snap
ring)
.
The outer race of bearing is grooved for
a snap ring which fits between transmission
case and flywheel housing to hold bearing and
main drive gear in place. See figure 4-20.
The front end of transmission main shaft is
piloted in the bored rear end of main drive gear
by a bearing consisting of 14 small steel rollers,
which are retained in drive gear by a washer
and snap ring. The main shaft is also supported
by the transmission rear bearing which seats
in transmission rear bearing retainer. The outer
race of rear bearing is held in position by a
shoulder in bearing retainer and a lock (snap
ring) which engages a groove in retainer. The
inner race of bearing is clamped against the
main shaft thrust washer by a short spacer,
speedometer worm gear, long spacer and uni-
versal joint. See figure 4-20.
The transmission counter gear is supported
by two roller bearings on a shaft which is held
stationary in transmission case by a steel ball
seated in recesses in case and rear end of shaft.
A tubular spacer and two thrust washers are
located between the roller bearings, and a re-
taining washer is located at outer end of each
bearing to
hold
the rollers in
position.
End
thrust
is taken
by.
a bronze
thrust
washer at
each end of counter gear. A
hole
in hub of
counter gear permits lubricant to reach bear-
ings and thrust washers.
See
figure 4-20.
The reverse idler gear
is
provided with two
bronze
bushings and
is
supported
on a
shaf t
whic
h
is
held stationa ry
by a
gr ooved
pin lock
driven
into
holes
in
transmission case and rear
end of shaft. End thrust is taken by a bro
nze
thrust washer at each end of idler gear. Lubri-
cant is fed to thrust washers and
bushings
through passages in transmission case and a
groove cut through the bore of idler gear.
The second speed
gear
.
is mounted on the
mai
n shaf t betw een
two thrust
washers
and a
snap ring, which hold
it
in position to
mesh
with the counter gear.
It
is free
t
o
ro
tat e
on
the main shaft except when engag.. e d by
the
second and third speed sliding sleeve during
second speed
operation.
The sliding sleeve is
splined to the main
shaft
to t
ransmit drive
when sleeve is engaged with either the main
drive gear (third speed) or the second speed
gear. The sliding
sleeve
carries the first and re-
verse sliding gea r on splines so that it also
transmits drive
to the main shaft in first speed
and reverse. See figure 4-20. The slidi
ng
sleeve
and sliding gear are
actuated
by
t
he gear shift
Advertisement
