CONVENTIONAL

TRANSMISSION
 POWER TRAIN / FLOW

ENGINE (POWER DEVELOPED) –

FLYWHEEL – CLUTCH – GEARBOX
(TRANSMISSION) – PROPELLER
SHAFT – DIFFERENTIAL BOX –
DISTRIBUTE TO RIGHT AND LEFT
WHEEL.
 MANUAL TRANSMISSION
FUNC
IT IS USED TO TRANSMIT ENGINE TORQUE TO
THE DRIVING WHEELS TO DRIVE THE VEHICLE
ON THE ROAD
 MANUAL TRANSMISSION
REQ
TO PROVIDE FOR DISCONNECTING THE ENGINE

FROM THE DRIVING WHEELS

WHEN ENGINE IS RUNNING , CONNECT THE DRIVING

WHEELS TO ENGINE SMOOTHLY WITHOUT SHOCK

ENABLE THE DRIVING WHEELS TO ROTATE AT

DIFFERENT SPEEDS
 MANUAL
LAYOUT TRANSMISSION
 MANUAL TRANSMISSION
DVR PRESSES PEDAL

CLUTCH DISCONNECTS ENGINE FROM GEAR

BOX

DVR SEL NEW GEAR

ONCE NEW GEAR IS ENGAGED CLUTCH

PEDAL IS REL

TORQUE / POWER TRANSMITTED TO WH

 MANUAL TRANSMISSION

SLIDING GEAR TRANSMISSION

CONSTANT MESH

COLLAR SHIFT TRANSMISSION

SYNCHROMESH TRANSMISSION
 SLIDING GEAR

• PROGRESSIVE (MOTORCYCLES)

• SELECTIVE

• SPUR GEARS

• BACKLASH

• MORE GEAR CLASHING

 SLIDING GEAR
• COMPONENTS
• CONTROL COVER

• SHIFTER MECHANISM

• SHAFTS
• INPUT

• COUNTER

• OUTPUT
SLIDING GEAR
GEAR SHIFTING MECHANISM
NEUTRAL POSN
 NEUTRAL
• THE INPUT SHAFT DRIVES THE COUNTER SHAFT
• ALL OF THE GEARS ON MAIN SHAFT ROTATE
• THE SYNCHRONIZERS ARE NOT ENGAGED WITH
ANY GEAR
• NO POWER IS TRANSFERRED TO THE OUTPUT
SHAFT
LOW POSN

2.25 : 1
 1ST GEAR
• THE POWER ENTERS THE TRANSMISSION
THROUGH THE INPUT SHAFT
• THE FIRST/SECOND SYNCHRONIZER SLEEVE IS
ENGAGED WITH THE FIRST GEAR DOG TEETH
• THE POWER IS TRANSFERRED FROM THE INPUT
SHAFT, THROUGH THE COUNTERSHAFT, AND UP TO
THE FIRST GEAR
• THE FIRST GEAR DRIVES
• THE OUTPUT SHAFT
INTERMEDIATE POSN

1.5 : 1
 2ND GEAR
• THE POWER ENTERS THE TRANSMISSION
THROUGH THE INPUT SHAFT
• THE FIRST/SECOND SYNCHRONIZER SLEEVE IS
ENGAGED WITH THE SECOND GEAR DOG TEETH
• THE POWER IS TRANSFERRED FROM THE INPUT
SHAFT, THROUGH THE COUNTERSHAFT, AND
UP TO THE SECOND GEAR
• THE SECOND GEAR DRIVES THE OUTPUT SHAFT
 3RD GEAR
• THE POWER ENTERS THE TRANSMISSION THROUGH
THE INPUT SHAFT
• THE THIRD/FOURTH SYNCHRONIZER SLEEVE IS
ENGAGED WITH THE THIRD GEAR DOG TEETH
• THE POWER IS TRANSFERRED FROM THE INPUT
SHAFT, THROUGH THE COUNTERSHAFT, AND UP
TO THE THIRD GEAR
• THE THIRD GEAR DRIVES THE OUTPUT SHAFT
HIGH POSN

1:1
 4TH GEAR
• THE POWER ENTERS THE TRANSMISSION
THROUGH THE INPUT SHAFT
• THE THIRD/FOURTH SYNCHRONIZER SLEEVE IS
ENGAGED WITH THE FOURTH GEAR DOG TEETH
• THE POWER IS TRANSFERRED FROM THE INPUT
SHAFT TO THE FOURTH GEAR
• THE FOURTH GEAR DRIVES THE OUTPUT SHAFT
 5TH GEAR (OVER DRIVE)
• THE POWER ENTERS THE TRANSMISSION THROUGH
THE INPUT SHAFT
• THE FIFTH GEAR SYNCHRONIZER SLEEVE IS
ENGAGED WITH THE FIFTH GEAR DOG TEETH
• THE POWER IS TRANSFERRED FROM THE INPUT
SHAFT, THROUGH THE COUNTERSHAFT, AND UP TO
THE FIFTH GEAR
• THE FIFTH GEAR DRIVES THE OUTPUT SHAFT IN
OVERDRIVE
 OVER DRIVE
• When the tx output shaft turns faster than
the input shaft
• Allows a lower engine speed to maintain
the car at highway speed
• Enigne turns slowly , produces less power
and still maint same speed, hence less
consumption, less wear
• Has less torque so more useful at higher
speeds
REVERSE POSN
 REVERSE

ACHIEVED BY ADDING A THIRD GEAR

CAUSING THE OUTPUT SHAFT TO SPIN

IN THE OPPOSITE (SAME) DIRECTION

 REVERSE
• THE POWER ENTERS THE TRANSMISSION THROUGH
THE INPUT SHAFT
• THE REVERSE GEAR SYNCHRONIZER SLEEVE IS
ENGAGED WITH THE REVERSE GEAR DOG TEETH
• THE POWER IS TRANSFERRED FROM THE INPUT
SHAFT, THROUG THE COUNTERSHAFT, THROUGH
THE REVERSE IDLER GEAR, AND UP TO THE
REVERSE GEAR
• THE REVERSE GEAR DRIVES THE OUTPUT SHAFT IN
REVERSE
 COLLAR SHIFT TX
• Has two parallel shafts
with gears in constant
mesh
• These “collars” slide on
a hub that is splined to
the output shaft, thus
transferring power.
• Gear “clashing” will
occur if the gear speeds
are not matched by
double clutching
SYNCHROMESH
SYNCHROMESH TX
SYNCHROMESH TX
SYNCHRONIZER
SYNCHRONIZER
THANKS