12

Automotive
Servicing NC II
Quarter 2 – Module 1 and 2:
Diagnose Manual Transmission
Failure
TLE/TVL Automotive Servicing NCII – Grade 12
Self-Directed Learning Material
Quarter 2 – Module 1 and 2: Diagnose Manual Transmission Failure
First Edition, 2020

Republic Act 8293, section 176 states that: No copyright shall subsist in
any work of the Government of the Philippines. However, prior approval of the
government agency or office wherein the work is created shall be necessary for the
exploitation of such work for a profit. Such agency or office may, among other things,
impose as a condition the payment of royalties.

Borrowed materials (i.e., songs, stories, poems, pictures, photos, brand

names, trademarks, etc.) included in this module are owned by their respective
copyright holders. Every effort has been exerted to locate and seek permission to use
these materials from their respective copyright owners. The publisher and authors
do not represent nor claim ownership over them.

Published by the Department of Education

Secretary: Leonor Magtolis Briones
Undersecretary: Diosdado M. San Antonio

Development Team of the Module

Writers: Manolito S. Cabigas
Editor: Robin C. Baja
Reviewers: Glenn T. Zabate
Illustrator: Name
Layout Artist: Name
Management Team: Reynaldo M. Guillena
Jinky B. Firman
Marilyn V. Deduyo
Alma C. Cifra,
Aris B. Juanillo
Marcelo O. Roco

Printed in the Philippines by ________________________

Department of Education – Region XI Davao City Division

Office Address : DepEd Davao City Division, E. Quirino Ave.,

Davao City, Davao del Sur, Philippines
Telefax : (082) 2240100
E-mail Address : info@deped-davaocity.ph
 12
Automotive
Servicing NC II
Quarter 2 – Module 1 and 2:
Diagnose Manual Transmission
Failure
Introductory Message
For the facilitator:

Welcome to the TLE/TVL – Automotive Servicing NCII Self-Directed Learning

Materials (SDLM) on Diagnose Manual Transmission Failure.

This module was collaboratively designed, developed, and reviewed by educators both
from public and private institutions to assist you, the teacher, or facilitator in helping
the learners meet the standards set by the K to 12 Curriculum while overcoming
their personal, social, and economic constraints in schooling.

This learning resource hopes to engage the learners in guided and independent
learning activities at their own pace and time. Furthermore, this also aims to help
learners acquire the needed 21st-century skills while taking into consideration their
needs and circumstances.

In addition to the material in the main text, you will also see this box in the body of
the module:

Notes to the Teacher

Suggested references are included to supplement the materials provided in this
module. Most probably, I will be the learner’s supervisor or manager. Support
learners and show to them the correct way to do things. I will tell the learners
about the important things that need to consider when they are completing
activities and it is important that they pay attention and take notes.
Give them plenty of opportunity to ask questions and practice on the job. Make
sure the learners practice their new skills during regular work shifts. This way
the learners will improve both their speed and memory and their confidence.

As a facilitator, you are expected to orient the learners on how to use this module.
You also need to keep track of the learners' progress while allowing them to manage
their learning. Furthermore, you are expected to encourage and assist the learners
as they do the tasks included in the module.

2
For the learner:

Welcome to the TLE/TVL – Automotive Servicing NCII Self-Directed Learning

Materials (SDLM) on Diagnose Manual Transmission Failure.

The hand is one of the most symbolized parts of the human body. It is often used to
depict skill, action, and purpose. Through our hands, we may learn, create, and
accomplish. Hence, the hand in this learning resource signifies that you as a learner
are capable and empowered to successfully achieve the relevant competencies and
skills at your own pace and time. Your academic success lies in your own hands!

This module was designed to provide you with fun and meaningful opportunities for
guided and independent learning at your own pace and time. You will be enabled to
process the contents of the learning resource while being an active learner.

This module has the following parts and corresponding icons:

This module has the following parts and corresponding icons:

What I Need to Know This will give you an idea of the skills or
competencies you are expected to learn in the
module.

What I Know This part includes an activity that aims to

check what you already know about the
lesson to take. If you get all the answers
correct (100%), you may decide to skip this
module.

What’s In This is a brief drill or review to help you link

the current lesson with the previous one.

What’s New In this portion, the new lesson will be

introduced to you in various ways such as a
story, a song, a poem, a problem opener, an
activity, or a situation.

What is It This section provides a brief discussion of the

lesson. This aims to help you discover and
understand new concepts and skills.

What’s More This comprises activities for independent

practice to solidify your understanding and
skills of the topic. You may check the
answers to the exercises using the Answer
Key at the end of the module.

What I Have Learned This includes questions or blank sentences

/paragraphs to be filled in to process what
you learned from the lesson.

What I Can Do This section provides an activity that will help

you transfer your new knowledge or skill to
real-life situations or concerns.

3
 Assessment This is a task that aims to evaluate your level
of mastery in achieving the learning
competency.

Additional Activities In this portion, another activity will be given

to you to enrich your knowledge or skill of the
lesson learned. This also tends to the
retention of learned concepts.

Answer Key This contains answers to all activities in the

module.

At the end of this module you will also find:

References This is a list of all sources used in developing

this module.

The following are some reminders in using this module:

1. Use the module with care. Do not put unnecessary mark/s on any part of the
module. Use a separate sheet of paper in answering the exercises.
2. Don’t forget to answer What I Know before moving on to the other activities
included in the module.
3. Read the instruction carefully before doing each task.
4. Observe honesty and integrity in doing the tasks and checking your answers.
5. Finish the task at hand before proceeding to the next.
6. Return this module to your teacher/facilitator once you are through with it.
If you encounter any difficulty in answering the tasks in this module, do not
hesitate to consult your teacher or facilitator. Always bear in mind that you are
not alone.

We hope that through this material, you will experience meaningful learning and
gain a deep understanding of the relevant competencies. You can do it!

4
 What I Need to Know

This module was designed to help you know the principles of manual transmission
and master the skill of diagnosing manual transmission failure. Familiarization with
the different components and parts of a manual transmission is a prerequisite
knowledge before you can proceed with diagnosing possible manual transmission
problems.

Further, this was anchored on the Curriculum Guide in TLE/TVL Automotive

Servicing NC II under Industrial Arts component.
LO 1. Diagnose manual transmission failure. (TLE_IAAUS9- 12OMT-Ia-b-43)
After going through this module, you are expected to:

1. Test manual transmission failures such as humming noise, shifting

conditions, gear oil contamination, and gear oil leaks.

What I Know

Choose the letter of the best answer. Write the chosen letter on a separate sheet of
paper.

1. Which of the following is the job of gear?

a. transfer speed and torque unchanged
b. decrease speed and increase torque
c. increase speed and increase torque
d. A and B

2. Which of the following gear ratios shows an overdrive condition?

a. 2.15:1 c. 0.85:1
b. 1:1 d. 2:2

3. Which type of gear develops the problem of gear whine at higher speeds?
a. spur gear c. bevel gear
b. helical gear d. both a and b

5
4. When an idler gear is placed between the driving and driven gear, the driven
gear _______.
a. rotates in the same direction as the driving gear
b. rotates in the opposite direction of the driving gear
c. remains stationary
d. causes the driven gear to rotate faster

5. The component used to ensure that the main shaft (output shaft) and main
(speed) gear to be locked to it are rotating at the same speed is known as a
___________.
a. synchronizer c. shift fork
b. shift linkage d. transfer case

Lesson
Diagnose Manual
1 Transmission Failure

There are two basic types of transmission and transaxle; manual and automatic,
manual transmission and transaxle are shifted manually, or by hand. Automatic
transmission and transaxle shift automatically, with no help from the driver.
The Manual Transmission is an assembly of gears, shaft, and related parts. These
are contained in a metal case or housing filled with lubricant. A manual transmission
is used in some front-wheel-drive vehicles and front-engine rear-wheel-drive vehicles.
It is positioned between the clutch and the driveshaft that carries engine power to
the drive wheels. The engine, clutch transmission, and driveshaft are all in a single
line.

Source: Google stock photos

Front-wheel-drive vehicles are propelled by the front wheels. For this reason, they
must use a drive design different from that of an RWD vehicle. The transaxle is the
special power transfer unit commonly used on FWD vehicles. A manual transaxle
combines the transmission gearing, differential, and drive axle connections into a
single case aluminum housing located in front of the vehicle. This design offers many
advantages. One major advantage is the good tractions on slippery roads due to the

6
weight of the drivetrain components being directly over the driving axles of the
vehicle. It is also more compact and lighter than the transmission of an RWD vehicle.
Transverse engine and transaxles configuration also allows for lower hood lines,
thereby improving the vehicle’s aerodynamics.

Source: Google stock photos

Most manual transmissions and transaxles are constant mesh, fully synchronized
units. Constant-mesh means that whether or not the gear is locked to the output
shaft, is it in mesh with its counter gear. All gears rotate in the transmission as long
as the clutch is engaged. Fully synchronized means the unit uses a mechanism of
brass rings and clutches to bring rotating shafts and gears to the same speed before
shifts occur. These promote smooth shifting. In a vehicle equipped with a four-speed
manual shift transmission or transaxle, all four forward gears are synchronized.
Reverse gearing may or may not be synchronized, depending on the type of
transmission/transaxle.

Manual transmission problems can be developed due to high mileage, abuse, or lack
of proper maintenance. But they are rather rare. Most manual transmission issues
originate not with the transmission itself, but from related components like the
clutch assembly, linkage, or driveline: the components that transmit turning power
from the transmission to the wheels. Also, as we discuss below, symptoms that seem
to be coming from the transmission can come from unrelated parts of the car.

The key to diagnosing your manual transmission problem is to gather detailed

information about the particular problem. For example, does the problem appear in
only one of the gears, only at a certain speed, only when turning, only when
downshifting, or after having serviced the clutch or another transmission
component? Can you feel a vibration? Can you hear a clunking or grinding noise?

7
 What’s In

This lesson tackles the principles of Manual transmission and Transaxle. The Vehicle
produces power from its power plant called an Engine and it passes throughout the
power train where Manual Transmission and Transaxle play a very important role
for the vehicle in transmitting power from the engine to the wheels. It may deteriorate
even in normal use. The lesson also covers some diagnostics, inspection, and
servicing.

Notes to the Teacher

With the availability of some pictures or illustration that serves as
an actual procedure of how the tasks is done. As basis of learning
the learner should make a summary of how the tasks is done.

What’s New

Diagnostics is the process by which you determine the cause of (diagnose) a

transmission’s problem. Diagnostics is a very important practice because without it,
fixing any transmission problem would be complete guesswork. You can have the
most talented technicians in the world trying to fix a problem, but if they don’t know
what the problem is, they are not going to be able to fix your transmission.

8
 What is It

Transmission Designs

All automotive transmissions/transaxles are equipped with a varied number of

forwarding speed gears, a neutral gear, and one reverse speed. Transmissions can
be divided into a grouping based on the number of forwarding speed gears they have.
In the

past, the commonly used transmission was a three-speed; four-speeds were only
found in truck and high –performance cars. The growing concern for improved gas
mileage led to smaller engines with four-speed transmissions. The additional gear
allowed the smaller engines to perform better by matching the engine torque curve
with vehicle speeds and loads.

Five-speed transmissions and transaxles are now commonly used units. Some of the
early five-speed units were four-speeds with an add-on fifth or overdrive gear.
Overdrive reduces engine speed at a given vehicle speed, which increases top speed,
improves fuel economy, and lower engine noise. Most late-model five-speed units
incorporate a fifth gear in their main assemblies. This is also true of six-speed
transmissions and transaxles. The fifth and sixth gears are included in the main
assembly and typically provide two overdrive gears. The addition of the two overdrive
gear allows the manufacturers to use lower final drive gears for acceleration. The fifth
and sixth gear reduces the overall gear ratio and allows for slower engine speeds
during highway operation.

Gears

The purpose of the gears in a manual transmission or transaxle is to transmit

rotating motion. Gears are normally mounted on a shaft, and they transmit rotating
motion from one parallel shaft to another Gear and shafts can interact in one of three
ways: the shaft can drive the gear; the gear can drive the shaft, or the gear can be
free to turn on the shaft. In this last case, the gear acts as an idler gear. Sets of gears
can be used to multiply torque and decrease speed, increase and decrease torque, or
transfer torque and leave speed unchanged.

Gear pitch is a very important factor in gear design and operation. Gear pitch refers
to the number of teeth per given unit of pitch diameter. A simple way of determining
gear pitch is to divide the number of teeth by the pitch diameter of the gear. For
example, if a gear has thirty-six teeth and a 6-inch pitch diameter, it has a gear pitch
of six. The important fact to remember is that gears must have the same pitch to
operate together. A five-pitch gear meshes only with another five-pitch gear, a six-
pitch only with a six-pitch, and so on.

9
 Source: Google stock photos

Spurs Gears

The spur gear is the simplest gear design used in manual transmissions and
transaxles. Spur gear teeth are cuts straight across the edge parallel to the gear’s
shaft. During operation, meshed spur gears have the only tooth in full contact at a
time. Its straight tooth design is the spur gear’s main advantage. It minimizes the
chances of popping out of gear, an important consideration during
acceleration/deceleration, and reverse operation. For this reason, spur gears are
often used for the reverse gear.

Source: Google stock photos

10
The spur gear’s major drawback is the clicking noise that occurs as teeth contact
one another. At higher speeds, this clicking becomes a constant whine. Quieter gears,
such as the helical design, are often used to eliminate this gear whine problem.

Helical Gears

A helical gear has teeth that are cut at an angle or are spiral to the gear’s axis of
rotation. This configuration allows two or more teeth to mesh at the same time, which
distributes tooth load and produces a very strong gear. Helical gears also run more
quietly than spur gears because they create a wiping action as they engage and
disengage the teeth on another gear. One disadvantage is those helical teeth on a
gear cause the gear to move fore or aft (axial thrust) on a shaft, depending on the
direction of the angle of the gear teeth. This axial thrust must be absorbed by thrust
washers and other transmission gears, shafts, or the transmission case.

Source: Google stock photos

Helical gears can be either right-handed or left-handed, depending on the direction

the spiral appears to go when the gear is viewed face-on. When mounted on parallel
shafts, one helical gear must be right-handed and the other left-handed. Two gears
with the same direction spiral do not mesh in a parallel mounting arrangement.
Spur and helical gears that have teeth cut around their outside diameter edge are
called external gears. When two external mesh together, one rotates in the opposite
direction as the other. If an external gear meshes with an internal gear (one that has
teeth around its inside diameter), both rotate in the same direction.

11
Idler Gears

An idler gear is a gear that is placed between a drive gear and a driven gear. Its
purpose is to transfer motion from the drive gear to the driven gear without changing
the direction of rotation. It can do this because all three gears have external teeth.

Idler gears are used in reverse gear trains to change the directional rotation of the
output shaft. In all forward gears, the input shaft and the output shaft turn in the
same direction. In reverse, the output shaft turns in the opposite direction as the
input shaft. This allows the vehicle drive wheel to turn backward.
Source: Google stock photos

Basic Gear Theory

Gears apply torque to other rotating parts of the drive train and are used to multiply
torque. As gears with different numbers of teeth mesh, each rotates at a different
speed and torque. Torque is calculated by multiplying the force by the distance from
the center of the shaft to the point where the force is exerted.
A manual transmission is an assembly of gears and shafts that transmits power from
the engine to the drive axle. The driver controls the changes in gear ratios. By moving
the shift lever, various gear and speed ratios can be selected. The gears in a
transmission are selected to give the driver a choice of both speed and torque. Lower
gears allow for lower vehicle speeds but more torque. Higher gears provide less torque
but higher vehicle speeds. Gear ratios state the ratio of the number of teeth on the
driven gear to the number of teeth on the drive gear.
Different gear ratios are necessary because an engine develops relatively little power
at low engine speeds. The engine must be turning at a fairly high speed before it can

12
deliver enough power to get the car moving. Through a selection of the proper gear
ratio, the torque applied to the drive wheels can be multiplied.

Transmission Gear Sets

Power is moved through the transmission via four gears (two sets of two gears). Speed
and torque are altered in steps. To explain how this works, let us assign numbers to
each of the gears. The small gear on the input shaft has twenty teeth. The gear it
meshes with has forty. This provides a gear ratio of 2:1. The output of this gear set
moves along the shaft of the forty-tooth gear and rotates other gears. The gear
involved with the first gear has fifteen teeth. This gear rotates at the same speed and
with the same torque as the forty-tooth gear. However, the fifteen-tooth gear meshes
with a larger gear with fifty-five teeth. The gear ratio of the fifteen-tooth and thirty-
five-tooth gear set is 2.33:1. However, the ratio of the entire gear set (both sets of two
gears) is 4.67:1.

To calculate this gear ratio, divide the driven (output) gear of the first set by the drive
(input) gear of the first set. Do the same for the second set of gears, and then multiply
the answer from the first by the second. The result is equal to the gear ratio of the
entire gear set. The mathematical formula follows:

Driven (A) driven (B) 40

× =
Driven (B) driven (B) 20 × = 4.67:1

Most of today’s transmissions have at least one overdrive gear. Overdrive gears have
ratios than 1:1. These ratios are achieved by using a small driving gear meshed with
a smaller driven gear. Output speed is increased and torque is reduced. The purpose
of overdrive is to promote fuel economy and reduce operating noise while maintaining
highway cruising speed.

The driveline’s gear ratios further increased by the gear ratio of the ring and pinion
gears in the drive axle assembly. Typical axle ratios are between 2.5 and 4.5:1. The
final (overall) drive gear is calculated by multiplying the transmission gear ratio by
the final drive ratio. If a transmission is in first gear with a ratio of 3.63:1 and has a
final drive ratio of 3.52:1, the overall gear ratio is 12.87:1. If the fourth gear has a
ratio of 1:1, using the same final drive ratio, the overall gear ratio is 3.52:1. The
overall gear ratio is calculated by multiplying the ratio of the first set of gears by the
ratio of the second (3.63 times 3.52 equal to 12.78).

Reverse Gear Ratios

Reverse gear ratios involve two driving (driver) gears and two driven gears:

• the input gear is driver #1

• the idler gear is driven #1
• the idler gear is also driver #2
• the output gear is driven #2

13
If the input gear has twenty teeth, the idled gear has twenty-eight teeth and the
output gear has forty-eight teeth. However, since a single idler gear is used, the teeth
of it are not used in the calculation of gear ratio. The idler gear merely transfers
motion from one gear to another. The calculation for determining reverse gear ratio
with a single idler gear follows.

Reverse gear ratio = Driven #2

Driven #1
= 48
20
= 2.40

If the gear set uses two idler gears (one with twenty-eight teeth and the other
with forty teeth), the gear ratio involves three driving gears and three driven
gears:

• the input gear is driver #1

• the #1 idler gear is driven #1
• the #1 idler gear is also driver #2
• the #2 idler gear is driven #2
• the #2 idler gear is also driver #3
• the output gear is driven #3

The ratio of this gearset would be calculated as follows:

Reverse gear ratio = driven #1 × driven #2 × driven #3
driven #1 × driven #2 × driven #3

= 28 × 40 × 48
20 × 28 × 40
= 53, 760
22, 400
= 2.40

Transmission/Transaxle Design
The internal components of transmission or transaxle consist of a parallel set of
metal shafts on which meshing gear sets of different ratios are mounted. By moving
the shift lever, gear ratios can be selected to generate different amounts of output
torque and speed.

Source: Google stock photos

14
The gears are mounted or fixed to the shafts in a number of ways. They can be
internally splined or keyed to a shaft. Gears can also be manufactured as an integral
part of the shaft. Gears that must be able to freewheel around the shaft during
certain speed ranges are mounted to the shaft using bushings or bearings.
The shafts and gears are contained in a transmission or transaxle case or housing.
The components of this housing include the main case body, side or top cover plates,
extension housings, and bearing retainers. The metal components are bolted together
with gaskets providing a leak-proof seal at all joints. The case is filled with
transmission fluid to provide constant lubrication and cooling for the spinning gears
and shafts.

Source: Google stock photos

Transmission Features

Although they operate similarly, the layout, components, and terminology used in
transmissions and transaxles are not the same.
A transmission has three specific shafts: the input shaft, the countershaft, and the
main shaft or output shaft. The clutch gear is an integral part of the transmission’s
input shaft and always rotates with the input shaft.

Source: Google stock photos

The countershaft is several gears machined out of a single piece of steel. The
countershaft may also be called the counter gear or cluster gear. The counter gear
mounts on roller bearings on the countershaft. The countershaft is pinned in place

15
and does not turn. Thrust washers control the amount of end play of the unit in the
transmission case.

The main gears on the main shaft or output shaft transfer rotation from the counter
gears to the output shaft. The main gears are also called speed gears. They are
mounted on the output shaft using roller bearings. Speed gears freewheel around
the output shaft until they are locked to it by the engagement of their shift
synchronizer unit.

Power flows from the transmission input shaft to the clutch gear. The clutch gears
mesh with the large counter gear of the counter gear cluster. This cluster gear is now
rotating. Since the cluster gear meshes with the speed gears on the main shaft, the
speed gears are also turning.

There can be no power output until one of the speed gears is locked to the main
shaft. This is done by activating a shift fork, which moves its synchronizer to engage
the selected speed gear to the main shaft. Power travels along with the counter gear
until reaches this selected speed gear. It then passes through this gear back to the
main shaft and out of the transmission to the driveline

Transaxle Features
Transaxles use many of the design and operating principles found in transmissions.
But because the transaxle also contains the differential gearing and drive axle
connections, there are major differences in some areas of operation.

Source: Google stock photos

A transaxle typically has two separate shafts—an input shaft and an output shaft.
The input shaft is the driving shaft. The output shaft is the driven shaft. The
transaxle’s main (speed) gears freewheel around the output shaft unless they are
locked to the shaft by their synchronizer assembly. The main speed gears are in
constant mesh with the input shaft drive gears. The drive gears turn whenever the
input shaft turns.

16
The names used to describe transaxle shafts vary between manufacturers. The
service manuals of some vehicles refer to the input shaft as the main shaft and the
output as the driven pinion or drive shaft. Others call the input shaft and its gears
the input gear cluster and refer to the output shaft as the main shaft. For clarity,
this text uses the terms input gear cluster for the input shaft and its drive gears and
pinion shaft for the output shaft.

A pinion gear is machined onto the end of the transaxle’s pinion shaft. This pinion
gear is in constant mesh with the differential ring gear located in the lower portion
of the transaxle housing. Because the pinion gear is part of the pinion shaft, it must
rotate whenever the pinion shaft turns. With the pinion rotating, engine torque flows
through the ring gear and differential gearing to the drive shafts and driving wheels.

Some transaxles have a third shaft designed to offset the power flow on the output
shaft. Power is transferred from the output shaft. Power is transferred from the
output shaft to the third shaft using helical gears and by placing the third shaft in
parallel with the output and input shafts. Other transaxles with a third shaft use an
offset input shaft that receives the engine’s power and transmits it to a main shaft,
which serves as an input shaft. The third shaft is only added to transaxles when an
extremely compact transaxle is required.

Source: Google stock photos

17
 Source: Google stock photos

Synchronizers

The synchronizer performs several jobs vital to transmission/transaxle operation. Its

main job is to bring components that are rotating at different speeds to one
synchronized speed. A synchronizer ensures that the pinion shaft and the speed gear
are rotating at the same speed. The second major job of the synchronizer is to lock
these components together. The result of these two functions is a clash-free shift. In
some transmissions, a synchronizer can have another important job. When spur
teeth are cut into the outer sleeve of the synchronizer, the sleeve can act as a reverse
gear assist in producing the correct direction of rotation for reverse operation.
In modern transmissions and transaxles, all forward gears are synchronized. One
synchronizer is placed between the first and second gears on the pinion shaft.
Another is placed between the third and fourth gears on the main shaft. If the
transmission has a fifth gear, it is also equipped with a synchronizer. Reverse gear
is not normally fitted with a synchronizer. A synchronizer requires gear rotation to
do its job and reverse is selected with the vehicle at a stop.

Synchronizer Design
The most commonly used synchronizer—a block or cone synchronizer. The
synchronizer sleeve surrounds the synchronizer assembly and meshes with the
external splines of the clutch hub. The clutch hub is splined to the transmission
pinion shaft and is held in position by a snap ring. A few transmissions use pin-type
synchronizers.

18
 Source: Google stock photos

The synchronizer sleeve has a small internal groove and a large external groove in
which the shift fork rests. Three slots are equally spaced around the outside of the
clutch hub. Inserts fit into these slots and can slide freely back and forth. These
inserts sometimes referred to as shifter plates or keys, are designed with a

ridge in their outer surface. Insert springs hold the ridge in contact with the
synchronizer sleeve internal groove.

The synchronizer sleeve is precisely machined to slide onto the clutch hub
smoothly. The sleeve and hub sometimes have alignment marks to ensure proper
indexing of their splines when assembling to maintain smooth operation.

Brass or bronze synchronizing blocking rings are positioned at the front and
rear of each synchronizer assembly. Some synchronizer assemblies use frictional
material on the blocking rings to reduce slippage. Each blocking ring has three
notches equally spaced to correspond with the three insert keys of the hub. Around
the outside of each blocking ring is a set of beveled clutching teeth, which is used for
alignment during the shift sequence. The inside of the blocking ring is shaped like a
cone. This coned surface is lined with many sharp grooves. The cone of the blocking
ring makes up only one-half of the total cone clutch. The second or matching half of
the cone clutch is part of the speed gear to be synchronized. The shoulder of the
speed gear is cone-shaped to match the blocking ring. The shoulder also contains a
ring of beveled clutching teeth designed to align with the clutching teeth on the
blocking ring.

Operation

When the transmission is in neutral or reverse, the first/second and third/fourth

synchronizers are in their neutral position and are not rotating with the pinion shaft.
Gears on the main shaft are meshed with their countershaft partners and are
freewheeling around the pinion shaft at various speeds.

19
To shift the transmission into first gear, the clutch is disengaged and the gearshift
lever is placed in first gear position. This forces the shift fork on the synchronizer
sleeve toward the first speed gear on the pinion shaft. As the sleeve moves, the inserts
also move because the insert ridges lock the inserts to the internal groove of the
sleeve.

The movements of the inserts force the blocking ring’s coned friction surface against
the coned surface of the first-speed gear shoulder. When the blocking ring and gear
shoulder come into contact, the grooves on the blocking ring cone cut through the
lubricant film on the first-speed gear shoulder and metal-to-metal contact is made.
Contact generates substantial friction and heat. This is one reason bronze or brass
blocking rings are used. A nonferrous metal such as bronze or brass minimizes wear
on the hardened steel gear shoulder. This frictional coupling is not strong enough to
transmit loads for long periods. As the components reach the same speed, the
synchronizer sleeve can now slide over the external clutching teeth on the first-speed
gear shoulder. This completes the engagement. Power flow is now from the first speed
gear to the synchronizer sleeve, to the synchronizer clutch hub, to the main output
shaft, and out to the driveline.

To disengage the first speed gear from the pinion shaft and shift into second speed
gear, the clutch must be disengaged as the shift fork is moved to pull the
synchronizer sleeve and disengage it from the first gear. As the transmission is
shifted into second gear, the inserts again lock into the internal groove of the sleeve.
As the sleeve moves forward, the forward blocking ring is forced by the inserts against
the coned friction surface on the second-speed gear shoulder. Once again, the
grooves on the blocking ring cut through the lubrication on the gear shoulder to
generate a frictional coupling that synchronizes the speed gear and shaft speeds. The
shift fork can then continue to move the sleeve forward until it slides over the
blocking ring and speed gear shoulder clutching teeth, locking them together. Power
flow is now from the second gear to the synchronizer sleeve, to the clutch hub, and
out through the pinion shaft.

Gearshift Mechanisms A typical transmissions shift linkage for a five-speed

transmission. As you can see, there are three separate shift rails and forks. Each
shift rail/shift fork is used to control the movement of a synchronizer, and each
synchronizer is capable of engaging and locking two speed gears to the mainshaft.
The shift rails transfer motion from the driver-controlled gearshift lever to the shift
forks. The shift forks are semicircular castings connected to the shift rails with split
pins. The shift fork rests in the groove in the synchronizer sleeve and surrounds
about one-half of the sleeve circumferences.

20
 Source: Google stock photos

An interior view of a five-speed overdrive transmission. Three separate shift rail/shift

fork/synchronizer combinations control first/second, third/fourth, and fifth/reverse
shifting.

Source: Google stock photos

The shift forks and rails are assembled in the cover of this transmission with
a direct shift linkage. The gearshift lever is connected to the shift forks through a
gearshift linkage. Linkage design varies between manufacturers but can generally be
classified as being direct or remote.

21
Gearshift Linkages

There are two basic designs of gearshift linkages: internal and external.
Internal linkages are located at the side or top of the transmission. The control end
of the shifter is mounted inside the transmission, as are all of the shift controls.
Movement of the shifter moves a shift rail and shift fork toward the desired gear.
This moves the synchronizer sleeve to lock the selected speed gear to the shaft. This
type of linkage is often called a direct linkage because the shifter is in direct contact
with the internal gear shifting mechanisms.

Shift rails are machined with interlock and detent notches. The interlock
notches prevent the selection of more than one gear during shifting. When a shift rail
is moved by the shifter, interlock pins hold the other shift rails in their neutral
position. The detent notches and matching spring-loaded pins or balls give the driver
feedback as to when the shift collar is adequately moved.

Source: Google stock photos

Interlock pins prevent the selection of one or more gears

As the shift rail moves, a detent ball moves out of its detent notch and drops
into the notch for selected gear. At the same time, an interlock pin moves out of its
interlock notch and into the other shift rails.
External linkages function in much the same way, except that rods, external to the
transmission, are connected to levers that move the internal shift rails of the
transmission. Some transaxles are shifted by a rod or by cable.

Source: Google stock photos

22
An external shifter assembly mounted to the transmission

Source: Google stock photos

A remote gearshift showing linkage, selector rod, and stabilizer (stay bars).

Source: Google stock photos

A cable-type external gearshift linkage used in a transaxle application

Transmission Power Flow

Neutral

The neutral power flow is illustrated below. The input shaft rotates at engine
speed whenever the clutch is engaged. The clutch gear is mounted on the input shaft
and rotates with it. The clutch gear meshes with the counter gear, which rotates
around the countershaft. The counter gear transfers power to the speed gears on the
main shaft. However, since speed gears one, two, three, and four are not locked to
the main shaft when the transmission is in neutral, they cannot transfer power to
the main shaft. The main shaft does not turn, and there is no power output to the
driveline.

23
 Source: Google stock photos

Power Flow in Neutral

All gear changes pass through the neutral gear position. When changing gears,
one-speed gear is disengaged, resulting in neutral, before the chosen gear is engaged.
This is important to remember when diagnosing hard-to-shift problems.

First Gear
The first gear power flow is illustrated below. Power or torque flows through
the input shaft and clutch gear to the counter gear. The counter gear rotates. The
first gear on the cluster drives the first speed gear on the main shaft. When the driver
selects first gear, the first/second synchronizer moves to the rear to engage the first
speed gear and lock it to the main shaft. The first speed gear drives the main (output)
shaft, which transfers power to the driveline. A typical first-speed gear ratio 3:1 (three
full turns of the input shaft to one full turn of the output shaft). So, if the engine
torque entering the transmission is 220 ft-lb (298 Nm) it is multiplied three times to
660 ft-lb (895 Nm) by the time it is transferred to the driveline.

Source: Google stock photos

Second Gear

When the shift from first to second gear is made, the shift fork disengages the
first/second synchronizer from the first speed gear and moves it until it locks the
second speed gear to the main shaft. Power flow is still through the input shaft and
clutch gear to the counter gear. However, now the second counter gear on the cluster
transfers power to the second speed gear locked on the main shaft. Power flows from

24
the second speed gear locked on the main shaft. Power flows from the second speed
gear through the synchronizer to the main shaft (output shaft) and driveline.

Source: Google stock photos

Power Flow in Second Gear

In second gear, the need for vehicle speed and acceleration is greater than the
need for maximum torque multiplication. To meet these needs, the second speed gear
on the main shaft is designed slightly smaller than the first speed gear. This result
in a typical gear ratio of 2.2:1, which reflects a drop in torque and an increase, is
speed.

Third Gear

When the shift from second to third gear is made, the shift fork returns the
first/second synchronizer to its neutral position. A second shift fork slides the
third/fourth synchronizer until it locks the third speed gear to the
main shaft. Power flow now goes through the third gear of the counter gear to the
third speed gear, through the synchronizer to the main shaft.

Source: Google stock photos

Power Flow in Third Gear

The third gear permits a further decrease in torque and an increase in speed. As you
can see, the third speed gear is smaller than the second speed gear. This results in
a typical gear ratio of 1.7:1

25
Fourth Gear

In the fourth gear, the third/fourth synchronizer is moved to lock the clutch gear on
the input shaft to the main shaft. This means power flow is directed from the input
shaft to the main shaft (output shaft) at a greater ratio of 1:1. This ratio results in
maximum speed output and no torque multiplication. The fourth gear has no torque
multiplication because it is used at cruising speeds to promote maximum fuel
economy. The vehicle is normally downshifted to lower gears to take advantage of
torque multiplication and acceleration when passing lower vehicles or climbing
grades.

Source: Google stock photos

Power Flow in Fourth Gear

Fifth Gear

When the fifth gear is selected, the fifth gear synchronizer engages the fifth
gear to the main shaft. This causes a large gear on the countershaft to drive a smaller
gear on the main shaft, which results in an overdrive condition. Overdrive permits
an engine speed reduction at higher vehicle speeds

Source: Google stock photos

Power Flow in Fifth Gear

Reverse Gear

In reverse gear, it is necessary to reverse the direction of the main shaft (output
shaft). This is done by introducing a reverse idler gear into the power flow path. The
idler gear is located between the countershaft reverse gear and the reverse speed gear
on the main shaft. The idler assembly is made of a short drive shaft independently
mounted in the transmission case parallel to the countershaft. The idler gear may be

26
mounted near the midpoint of the shaft. The reverse speed gear is the external tooth
sleeve of the first/second synchronizer.
When reverse gear is selected, both synchronizers are disengaged and in a neutral
position. The shifting linkage moves the reverse idler gear into mesh first/second
synchronizer sleeve. Power flows through the input shaft and clutch gear to the
countershaft. Form the countershaft; it passes to the reverse idler gear, where it
changes rotational direction. It then passes to the first/second synchronizer sleeve.
Rotational direction is again reversed. From the sleeve, power passes to the main
shaft and driveline.

Source: Google stock photos

Power Flow in Reverse Gear

Transaxle Power Flows

Neutral

When the transaxle is placed in neutral, the engaged clutch drives the input
shaft and gear cluster assembly in a clockwise direction. The first/second and
third/fourth synchronizers on the main shaft are not engaged, so the pinion shaft
gears are not locked to the pinion shaft. The pinion shaft and the pinion gear do not
turn, so there is no output to the transaxle differential ring gear.

First Gear
In first gear, the first/second synchronizer engages the first speed gear to
the main shaft, locking it to the pinion shaft. The cluster’s first gear, rotating
clockwise, drives the first speed gear and the pinion shaft in a counterclockwise
direction. The counterclockwise turning pinion on the end of the pinion shaft
drives the differential ring gear, differential gearing, driveshafts, and wheels in a
clockwise direction.

27
 Source: Google stock photos

Four-Speed Transaxle Power Flow in First Gear

Second Gear

As the shift from first to second is made, the first/second synchronizer

disengages the first speed gear on the pinion shaft and engages the second speed
gear. With the second speed gear locked to the pinion shaft, power flow is shown
below. As you can see, power flow and direction is similar to first gear, with the
exception that flow is now through the second speed gear and synchronizer to the
pinion shaft and pinion.

Source: Google stock photos

Four-Speed Transaxle Power Flow in Second Gear

28
Third Gear

With the clutch disengaged, the first/second synchronizer sleeve disengages

from the second-speed gears on the pinion shaft and returns to its midway or neutral
position between the first and second gears. As the driver moves the shift lever from
its second gear position through neutral to the third gear position, the gear lever
inside the transaxle housing moves from the first/second synchronizer position to
the third/fourth synchronizer position. It engages the third/fourth synchronizer and
locks it to the third speed gear on the pinion shaft. Power flow is then through the
third speed gear to the synchronizer and pinion shaft to the pinion gear and
differential ring gear.

Source: Google stock photos

Four-Speed Transaxle Power Flow in Third Gear

Fourth Gear

The action of the shift lever moves the third/fourth synchronizer sleeve away from
the pinion shaft third speed gear and toward the fourth speed gear, locking it to the
pinion shaft.

29
 Source: Google stock photos

Four-Speed Transaxle Power Flow in Fourth Gear

Reverse Gear

When the shift lever is placed in reverse, the reverse, idler gear shifts into mesh with
the input cluster reverse gear and the reverse speed gear. The reverse speed gear is
the sleeve of the first/second synchronizer. To act as the reverse speed gear, the
synchronizer sleeve is designed with spur teeth machined around its outside edge.

The reverse idler gear changes the direction of rotation of the pinion shaft reverse
speed gear so that the vehicle back up. Like transmissions, some transaxles have
five forward speeds. Normally, fourth and fifth gears for smaller cars have overdrive
ratios. These high gear ratios compensate for very low final drive gear ratios. Low
final drive ratios provide great torque multiplication, which is needed to safely
accelerate with a small engine.

Source: Google stock photos

Four-Speed Transaxle Power Flow in Reverse Gear

30
Final Drive Gears and Overall Ratios

All vehicles use a differential to provide an additional gear reduction (torque

increase) above and beyond what the transmission or transaxle gearing can produce.
This is known as the final drive gear.

In a transmission-equipped vehicle, the differential gearing is located in the

rear axle housing. In a transaxle, however, the final reduction is produced by the
final drive gears housed in the transaxle case.

Electrical Systems

Although manual transmissions are not electrically operated or controlled, a

few accessories of the car are controlled or linked to the transmission. The
transmission may also be fitted with sensors that give vital information to the
commuter that controls other car systems. There are a few transmissions that have
their shifting controlled or limited by electronics.

Reverse Lamp Switch

Backup lights illuminate the area behind the vehicle and warn other drivers
and pedestrians that the vehicle is moving in reverse. Most manual transmissions
are equipped with a separate switch located on the transmission but can be mounted
to the shift linkage away from the transmission. If the switch is mounted in the
transmission, the shifting fork closes the switch and completes the electrical circuit
whenever the transmission is shifted into reverse gear. If the switch is mounted on
the linkage, the switch is closed directly by the linkage.

Source: Google stock photos

31
Diagnosing Problems

Service manuals list the most common problems associated with manual
transmissions and transaxles. Proper diagnosis involves locating the exact source of
the problem. Many problems that seen transmission/transaxle related may be
caused by problems in the clutch driveline or differential. Check these areas along
with the transmission/transaxle, particularly if you are considering removing the
transmission/transaxle for service.

32
33
Visual Inspection

Visually inspect the transmission/transaxle at regular intervals. Perform the

following checks:

1. Check for lubricant leaks at all gaskets and seals. The transmission rear seal at
the driveline is particularly prone to leakage.
2. Check the case body for signs of porosity that show up as leakage or seepage of
lubricant.
3. Push up and down on the unit. Watch the transmission mounts to see if the rubber
separates from the metal plate. If the case moves up, but not down, the mounts
require replacement.
4. Move the clutch and shift linkages around and check for loose or missing
components. Cable linkages should have no kinks or sharp bends, and all
movements should be smooth.
5. Transaxle drive axle boots should be checked for cracked, deformation, or damage.

The constant velocity joints on transaxle drive axles should be thoroughly inspected.

Transmission Noise

Most manual transmission/transaxle complaints center around noise in the

unit. Once again, be certain the noise is not coming from other components in the
drivetrain. Unusual noises may also be a sign of trouble in the engine or transmission
mounting system. Improperly aligned engines, improperly torqued mounting bolts,
damaged or missing rubber mounts, cracked brackets, or even a stone rattling
around inside the engine compartment can create noises that appear to be
transmission/transaxle related. Once you have eliminated all other possible sources
of noise, concentrate on the transmission/transaxle unit. Noises from the inside of
transmission/transaxle may indicate worn or damaged bearings, gear teeth, or

34
synchronizers. A noise that changes or disappears in different gears can indicate a
specific problem area in the transmission.

Rough, Growling Noise This noise can be a sign of several problems in a

transaxle or transmission depending on when it occurs. If the noise occurs when the
transaxle is in neutral and the engine running, the problem may be the input shaft
roller bearings. The input shaft is supported on either end by tapered roller bearings,
and these are the only bearings in operation when the transaxle is in neutral. In its
early stages, the problem should not cause operational difficulties; but left
uncorrected, it grows worse until the bearing race or rolling element fractures.
Solving the problem involves transaxle disassembly and bearing replacement.

When the vehicle is moving, both the input and main shaft (output shaft) are
turning in the transaxle. If the noise occurs in forward and reverse gears, but not in
neutral, the output of main shaft bearings is the likely failed component.
Replacement is the solution.
In transmissions, the problem is also bearing related. If the rough growling
noise occurs when the engine is running, the clutch engaged, and the transmission
in neutral, the front input shaft bearing is likely at fault. Rough growling when the
vehicle is moving in all gears indicates faulty counter gear bearings or countershaft
–to-cluster assembly needle bearings. If the problem occurs in all gears except direct
drive, the bearing at the rear of the transmission input shaft may be at fault. This
bearing supports the pilot journal at the front of the transmission output shaft. In
all forward gears except direct drive, the input shaft and output shaft turn at two
different speeds. In reverse, the two shafts turn in opposite directions. In direct drive,
the two shafts are locked together and this bearing does not turn. If the growling
noises stop during direct drive operation, the rear input shaft bearing may be at fault.
Disassembly, inspection, and replacement of damaged parts are needed.

Clicking or Knocking Noise Normally, the helical gears used in modern

transmission/transaxle are quiet because the gear teeth are constantly in contact.
(When spur cut gear teeth are found in the reverse gearing, clicking or a certain
amount of gear whine is normal, particularly when backing up at faster speeds.)
Clicking or whine in forwarding gear ranges may indicate worn helical gear
teeth. This problem may not require immediate attention.

Chipped or broken teeth are dangerous because the loose parts can cause
severe damage in other areas of the transmission/transaxle. Broken parts are
usually indicated by a rhythmical knocking sound, even at low speeds. Complete
disassembly, inspection, and replacement of damaged parts are the solution to this
problem.

Gear clash is indicated by a grinding noise during shifting. The noise is the
result of one gearset remaining partly engaged while another gearset attempts to turn
the main shaft. Gear clash can be caused by the incorrect clutch adjustment of
binding of clutch or gearshift linkage. Damaged, worn, or defective synchronizer
blocking rings can cause gear clash, as can use of an improper gear lubricant.

Hard Shifting If the shift lever is difficult to move from one gear to another,
check the clutch linkage adjustment. Hard shifting may also be caused by damage
inside the transmission/transaxle, or by a lubricant that is too thick. Common hard

35
shifting includes badly worn bearings and damaged clutch gears, control rods, shift
rails, shift forks, and synchronizers.

Jumping out of Gear If the car jumps out of gear into neutral, particularly
when decelerating or going hills, first check the shift lever and internal gearshift.
Excessive clearance between gears and the input shaft or badly worn bearings can
cause jumping out of gear. Another internal transmission/transaxle parts to inspect
are the clutch pilot bearing, gear teeth, shift forks, shift rails, and springs or detents.

Locked in Gear If a transmission or transaxle locks in one gear and cannot

be shifted; check the gearshift lever linkage for misadjustments or damage. Low
lubricant level can also cause needle bearings, gears, and synchronizer to seize and
lock up the transmission.

If these checks do not resolve the problem, the transmission or transaxle must
be removed from the vehicle and disassembled. After disassembly, inspect the
internal counter gear, clutch shaft, reverse idler, shift rails, shift forks, and spring
or detents for damage. Also, check for worn support bearings.
If the problem seems to be in the clutch assembly, make sure the
transmission/transaxle is out of gear, set the parking brake, and start the engine.
Increase the engine speed to about 1,500—2,000 rpm and gradually apply the clutch
until the engine torque causes tension at the drive train mounts. Watch the torque
reaction of the engine. If the engine’s reaction to the torque appears to be excessive,
broken or worn drive train mounts may be the cause and not the clutch.

What’s More

A. Discussion: Read the questions carefully and write your answer in a

separate answer sheet.

1. How Manual Transmission and Manual Transaxle work when shifted

to first gear?

2. Why Manual Transmission and Manual Transaxle is important?

3. How to get the Reverse gear ratio?

36
 What I Have Learned

Direction: Share your learning by answering the question below. Write your
answer in a separate answer sheet.

1. What is your most significant learning on the topic “Diagnose Manual

Transmission Failure”?

What I Can Do

Checking Manual Transmission / Transaxle Oil

Steps / Procedure:

1. Raise the vehicle on a hoist and make sure it

is level.

2. Find the filler plug, referring to the shop

manual if necessary.

37
3. Clean the area around the filler plug to keep
dirt out of the engine.

2. As a precaution, place a drain pan under the

plug to catch any fluid that
may leak out.

5. Remove the filler plug with the correct

wrench to prevent damage to the plug.

6. And check the level at the bottom of the filler

plug opening.

7. If fluid begins to leak slowly, then the reservoir is

full. Immediately replace the plug.

38
8. If fluid runs out freely, let it drain into the drain
pan until it seeks its level,

9. Which is just at the bottom of the filler plug

opening.

10. If the lubricant level is below the level of the filler

plug,

11. Bend a short length of metal wire and insert it

into the fill hole.

12. Pull the wire out and note the lubricant level. If
the level is down you will need to add fluid of the
correct lubricant type and grade to bring it up to the
recommended level.

39
13. Check the plug for damage to the thread, and sealing the gasket if it exists.

14. Install a new gasket. Replace the filler plug and tighten it with the correct
wrench to the manufacturer’s recommended tension.

Replace Oil Seal and Bushing

Steps/Procedures:

Procedures for the replacement of the rear oil seal and bushing on a transmission
vary little with each car model. Typically, to replace the rear bushing and seal follow
these steps:

1. Remove the driveshaft.

2. Remove the old seal from the extension housing.
3. Insert the appropriate puller tool into the extension of housing until it grips the
front side of the bushing.

40
4. Pull the bushing from the housing

5. Drive a new bushing into the extension housing.

6. Lubricate the lip of the seal, and then install the new seal in the extension.
7. Install the drive shaft.

Assessment

Multiple Choice. Choose the letter of the best answer. Write the chosen letter on a
separate sheet of paper.

1. What power train component that provides the torque needed to move the
vehicle under a variety of road and load condition. This is done by changing
the gear ratio between the engine crankshaft and vehicle drive wheels?
a. Differential c. Clutch
b. Manual Transmission d. U- joint

2. Which power train component combines the transmission gearing,

differential, and drive axle connections into a single case aluminum housing
located in front of the vehicle?

41
 a. Differential c. Manual Transaxle
b. Manual Transmission d. Gear

3. What Manual transmission or transaxle part transmits rotating motion?

a. Input shaft c. Bearings
b. Output shaft d. Gears

4. What power train component can be shifted into neutral for starting the engine
and running without turning the drive wheels?
a. Differential c. Clutch
b. Gear d. Manual Transmission

5. Which gear is the simplest gear design used in manual transmissions and
transaxles?
a. Spur gear c. Spiral gear
b. Helical gear d. Idler

6. What power train component can be shifted into reverse so the vehicle can
move backward?
a. Differential c. Clutch
b. Manual Transaxle d. U- joint

7. Which gear that allows two or more teeth to mesh at the same time, which
distributes tooth load and produces a very strong gear?
a. Spur gear c. Spiral gear
b. Helical gear d. Spline

8. What gear is placed between a drive gear and a driven gear?

a. Spur gear c. Spiral gear
b. Helical gear d. Idler

9. What Manual Transmission part where the main job is to bring components
that are rotating at different speeds to one synchronized speed?
a. Counter gear c. Bearing
b. Synchronizer d. Speed gear

10. Which device that illuminates the area behind the vehicle and warn other
drivers and pedestrians that the vehicle is moving in reverse.
a. Stop light c. Brake Light
b. Signal Light d. Backup lights

Additional Activities

42
Identification: Identify each illustration of Manual Transmission and Manual
Transaxle speed gearing. Write your answer on a separate sheet of
paper.

1. ________

2. _________

3. ________

4. _______

43
5. _______

44
 45
Additional Activities
1. 3RD gear
2. Neutral
3. 1st gear
4. 3rd gear
5. 5th gear
What’s More Assessment What I Know
1. The teacher will rate the 1. B 1. A
learners’ answers. 2. C 2. C
3. D 3. A
2. The teacher will rate the 4. D 4. A
learners’ answers. 5. A 5. A
6. B
3. Reverse gear ratio = 7. B
driven #1 × 8. D
9. B
driven #2 × driven #3 10. D
driven #1 × driven #2 ×
driven
#3
= 28 × 40 × 48
20 × 28 × 40
Answer Key
References

n.d. aamco. https://www.aamco.com.

n.d. andymohr. https://www.andymohr.com.

n.d. axleaddict. https://axleaddcit.com .

n.d. firestonecompleteautocare. https://www.firestonecompleteautocare.com.

James D. Halderman. 2012. Automotive Technology: Principles, Diagnosis and

Service 4th Edition. Pearson Education, Inc.

n.d. mistertransmission. https://www.mistertransmission.com.

Tom Denton. 2017. Automobile Mechanical and Electrical Systems. London:

Routledge.

William Crouse / Donald Anglin. 1984. Automotive Mechanics 1oth Edition.

McGraw-Hill.

46
For inquiries or feedback, please write or call:

Department of Education – Region XI Davao City Division

DepEd Davao City, Elpidio Quirino Ave., Davao City

Telefax: 224-3274

Email Address: davaocity.division@deped.gov.ph

47