Manual transmission gear lever

The shift shaft moves the shift fork to disengage 1 st gear and engage 2 nd gear. Releasing the clutch engages the input shaft again, this time routing power through 2 nd gear. Changing to 3 rd gear involves using a second shift linkage, shift fork, and locking collar, this one between 3 rd and 4 th gears.

Because the countershaft and output shaft turn at different speeds, moving from 1 st to 2 nd gear, trying to engage a higher gear while the vehicle is moving slower would be like trying to turn the shaft at two different speeds, which is impossible.

Synchronizer rings are like tiny clutches, using friction to bring the locking collar and the gear to the same speed, at which point they easily mesh and power can be reapplied. In comparison to an automatic transmission , a manual transmission is simple in operation and maintenance, and they are known to last hundreds of thousands of miles. Really, the only thing a manual transmission needs is an occasional gear oil change — usually every 30, to 60, miles, depending on conditions and driver habit.

If you drive a work truck, race car, or are just an aggressive driver, you might need to replace manual transmission gear oil as often as every 15, miles. Driving responsibly is the single best way to help your clutch and manual transmission last.

When you have your foot on the clutch, it wears on the clutch release fingers and the throwout bearing. When decelerating, fully engage and disengage the clutch to downshift. Riding the clutch just heats it up and wears it out. To help your clutch last even longer, learn to rev-match while downshifting. This system flushes away the double-de-clutching problem and made the drive less noisy as the spur gears of the sliding mesh is replaced with the helical or bevel gears , but the shifting of gear is still not smooth and also there is a lot of wear and tear of the dog clutches due to the different rotational speed of the shafts while meshing, which leads to the high maintenance.

This is the latest type of gearbox used from decades as this system overcomes all the limitations provided by the constant mesh gearbox or sliding mesh gearbox and also improves the output capabilities of the manual transmission system, in this type the dog clutches from the constant mesh gearbox is replaced by the synchromesh devices which first bring the main-shaft and lay-shaft at same speed by the frictional contact, then meshing of the appropriate gear occurs which makes the system smooth and also decreases the maintenance of the gearbox, today this system usually comes with 5-speed 1-reverse manual transmission configuration.

Today almost all the vehicles with manual transmission on the road is equipped with synchromesh gearbox as it is more reliable, needs less maintenance,and the selection of gear is not complex with This type of gearbox whose working is as follows-. Note — As constant meshing of gears and Continuous sliding of synchronise devices is there so constant supply of lubricating oil should be there in order to avoid wear and tear of the components of the manual transmission.

For better explanation how manual transmission works watch the video given below:. Your email address will not be published. Save my name, email, and website in this browser for the next time I comment. Constant-mesh manual transmissions have become more common since the s, and the number of relay ratios has increased to 5-speed and 6-speed manual transmissions for current vehicles.

In the simplest case, the gearbox consists of three shafts with constantly meshing gears of different sizes. The input shaft is connected to the engine via the clutch. The countershaft constantly meshes with the input shaft and has several gears. The output shaft connects the countershaft with the driveshaft and possibly the wheels. In vehicles with four-wheel drive and all-wheel drive, the output shaft is first connected to the transfer case.

The reverse is usually on a fourth shaft to effect a change in direction. The gears themselves are not attached to the output shaft, but to the freewheel. Locking collars, on the other hand, rotate with the output shaft and can slide or slide back and forth to engage one of the gears. When idling, the input shaft and the countershaft rotate just like the gear wheels of the output shaft without a gear being selected and the clutch is released.

However, the output shaft does not move because none of the locking collars are engaged. To change gear, the driver presses the clutch, when engaging first gear, for example, and disengages the input shaft.

With the gearshift lever , the driver engages first gear and the linkage moves the gearshift fork to move the 1st to 2nd gear. To connect the locking collar with the 1st gear and to lock it with the output shaft. If the clutch is now released and the input shaft engages, the output shaft rotates because 1st gear is locked to the output shaft by the locking collar. If the driver drives faster, the process only needs to be repeated when selecting 2nd gear, but the gearshift lever is shifted to 2nd gear.

The shift shaft moves the shift fork to disengage 1st gear and engage 2nd gear.