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4-20
TRANSMISSION
CLUTCH,
TRANSM ISSION,
UNIVERSAL JOINT
(148)
engaged with either the main drive gear (third
speed) or the second speed gear. The clutch as-
sembly includes synchronizing drums and de-
tent springs which act to synchronize the speed
of the clutch with the gear it engages during a
shift into second or third speed. The drums are
joined together by three spacer pins which are
notched to engage three detent springs which
support the synchronizing parts on the clutch.
See figure 4-25. As the clutch moves toward the
gear, the detent springs press the drum into
contact with the gear, thereby equalizing speed
of clutch and gear, after which the detent
springs compress and disengage notches in the
spacer pins to permit the clutch to engage the
gear quietly and easily.
The first and reverse sliding gear is splined
to the main shaft, to rear of second speed gear,
so that it can be moved forward to engage the
counter gear for first speed or rearward to en-
gage reverse idler for reverse. Its forward
movement is limited by a snap ring retainer in-
stalled in a groove in main shaft. See figure
4-23.
The gear synchronizing clutch and the first
and reverse' sliding gear are actuated by the
gear shift mechanism described in paragraph
4-21.
4-20 UNIVERSAL JOINT AND TORQUE
BALL
The universal joint is splined to the rear end
of transmission main shaft and retained by a
heavy steel washer and bolt. It is entirely en-
closed by the transmission rear bearing retain-
er and by the torque ball and retainers which
are attached to rear end of the bearing retainer.
The universal joint yokes are provided with
hardened and ground steel bushings, held by re-
tainer rings, which provide bearings for the
hardened and ground pins of the
universal
joint cross. The rear yoke is
splined internally
to engage the propeller shaft, and is
grou nd
externally to provide a bearing in a bronze
bushing in the torque ball. See figure 4-20 and
4-23.
The torque ball is supported between an
inner and outer retainer which are centrally
located and bolted to the transmission rear
bearing retainer. The retainers are copper
'Plated and the bearing surfaces of the torque
ball are also plated to prevent scoring during
break-in. On 1948 Models, the outer retainer
carries a packing backed by a cup shaped spring
washer to provide an oil seal. On 1949 Series
50-70, a synthetic rubber boot extends from
rear end of outer retainer to the flange of
torque ball to provide an oil seal; the packing
and spring washer are not used in the retainer.
The torque ball is flanged for attachment to
the torque tube. An oil seal installed in torque
ball at rear end of bronze bushing prevents
leakage of oil between transmission and torque
tube. See fig-ure 4-20 and 4-23.
LUBRICATIO
N
RET
URN
TO
TRANSM ISSIO N
Figure 4-26-Rear Bearing
Retainer-Series
40-50
The universal joint, torque ball, and speedom-
eter drive gears are automatically lubricated
from the transmission. On Series 40-50, oil
enters
the rear bearing retainer through an
oil hole at top of retainer. On Series 70, oil
enters bearing retainer through a groove in
top of first and reverse shifter yoke shaft. Oil
returns to transmission case through holes at
bottom of bearing retainer. A breather or air
vent is installed in upper side of the rear bear-
ing retainer to prevent a build up of pressure,
due to heat, that would force transmission
lubricant out past gaskets and oil seals. See
figure 4-26.
4-2
1
TRANSMISSION
SHIFT
MECHANISM
a. Shift
Mechanism in
Transmission
The
first
and
reverse
slidin g gear
is moved
forward or rearward from
t
he ne
utral
position
by a shifter yoke mounted on a shaft supported
in left side of transmission case. The second
and third speed sliding sleeve (Series 40-50)
and the gear synchronizing clutch (Series 70)
are similarly actuated by a yoke and shaft on
right side of case. Each shifter yoke shaft is
notched for engagement by one of two shifter
levers mounted on a selector shaft which is
supported in transmission case at right angle
to yoke
shaft.
The levers are located on
selector
.
I
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