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PART
6-3-3 SPEED FULLY SYNCHRONISED MANUAL SHIFT
6-19
FIG. 37-Shift Mechanism
Disassembled
cal surface against the matching cone
on the constant mesh first gear
located on the output shaft. If the
car is moving, the internal teeth of
the reverse gear and sleeve blocking
ring will not index until the constant
mesh first gear is brought up or down
to the speed of the reverse gear and
sleeve which is rotating at output
shaft speed.
The reverse gear and sleeve has
internal splines that, with further
movement, will slide over the block-
ing ring and engage external clutch
teeth on the constant mesh first gear.
Since first gear is now locked to the
output shaft and is always meshed
with the countershaft (cluster) gear,
the power flow is from the input
gear, through the countershaft gear,
to the constant mesh first gear,
FIG. 38-Powerflow
through the reverse
gear
and sleeve
to the output shaft, and out the rear
of the transmission.
Engagement of second and third
gears is the same
as
first except for
ratio.
In third
gear,
the input
gear
and
shaft is locked directly to
the
output
shaft by the second
and
third speed
synchronizer to provide
a
ratio of 1 :
1.
Spur teeth
are
cut
on
the
outside
of the reverse gear and sleeve. The
reverse gear and sleeve like the hub
EJ
IN-CAR ADJUSTMENTS (See
page 6-10. )
are always locked to the output
shaft.
Reverse gear is engaged by sliding
the reverse gear and sleeve into mesh
with the reverse idler gear. The drive
is then from the input gear, through
the countershaft gear, to and through
the reverse idler gear to the output
shaft reverse gear and sleeve. The
gears in this position will rotate the
output shaft in a reverse
direction.
A system of interlocks and detents
in the transmission case prevents the
selection of more than one gear at a
time and helps to hold any gear in
the selected position.
EJ
REMOVAL
AND I NST ALLA TION
(See page
6-11. )
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