CBLM Automotive CORE Servicing Suspension System NC II

COMPETENCY BASED LEARNING MATERIALS
Sector:
AUTOMOTIVE/LAND TRANSPORT
Qualification:
AUTOMOTIVE SERVICING NC II
Unit of Competency:
Service Suspension System
Module Title:
Servicing Suspension System
FERNANDEZ COLLEGE OF ARTS &

TECHNOLOGY
Gil Carlos St., Baliwag, Bulacan
List of Competencies
No Unit of Competency Module Title Code
.
1. Service Automotive Battery Servicing Automotive Battery ALT723303
2. Service Ignition System Servicing Ignition System ALT723304
3 Test and Repair Testing and Repairing
Wiring/Lighting System Wiring/Lighting System
4. Service Starting System Servicing Starting System ALT723305
5. Service Charging System Servicing Charging System ALT723308
6. Service Engine Mechanical Servicing Engine Mechanical ALT723309
System System
7 Service Clutch System Servicing Clutch System ALT723310
8 Service Differential and Front Servicing Differential and ALT723311
Axle Front Axle
9 Service Steering System Servicing Steering System ALT723312
10 Service Brake System Servicing Brake System ALT723314
11 Service Suspension Servicing Suspension ALT723315
System System
12 Perform Underchassis Performing Underchassis ALT723306
Preventive Maintenance Preventive Maintenance
13 Overhaul Manual Overhauling Manual ALT723313
Transmission Transmission
HOW TO USE THIS COMPETENCY BASED LEARNING
MATERIAL
Welcome to the module Servicing Suspension System”. This module

contains training materials and activities for you to complete.
The unit of competency “Service Suspension System” contains the

knowledge, skills and attitudes required for Automotive Servicing course. This
is one of the modules for National Certificate level II (NC II).
You are required to go through a series of learning activities in order to

complete each of the learning outcomes of the module. In each learning outcome
there are Information Sheets, Operation Sheets and job Sheets (Reference
Materials for further reading to help you better understand the required activities.
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Follow these activities on your own and answer the self-check at the end of each
learning activity.
If you have questions, don’t hesitate to ask your facilitator for assistance.
Recognition of Prior Learning (RPL)
You may already have some or most of the knowledge and skills covered in
this learner's guide because you have:
 been working for some time
 already completed training in this area.
If you can demonstrate to your trainer that you are competent in a

particular outcome, you don't have to do the same training again.
Talk to your trainer about having them formally recognized. If you have a
qualification or Certificate of Competence from previous training, show it to your
trainer. If the skills, you acquired are still current and relevant to the unit/s of
competency they may become part of the evidence you can present for RPL. If
you are not sure about the currency of your skills, discuss this with your trainer.
After completing this module ask your trainer to assess your competency.
Result of your assessment will be recorded in your competency profile. All the
learning activities are designed for you to complete at your own pace.
Inside this learner's guide you will find the activities for you to complete
and at the back are the relevant information sheets for each learning outcome.
Each learning outcome may have more than one learning activities.
At the end of this learner's guide is a Learner Diary. Use this diary to record
important dates, jobs undertaken and other workplace events that will assist you
in providing further details to your trainer or an assessor. A Record of
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Achievement is provided for you by your trainer to complete once you complete
the module.
This module is prepared to help you achieve the required competency, in

overhauling manual transmission. This will be the source of information for you
to acquire knowledge and skills in this particular trade, with minimum supervision
or help from your instructor. With the aid of these materials you will acquire the
competency independently and at your own pace.
- Talk to your trainer and agree on how you will both organize the training
of this unit. Read through the learning guide carefully. It is divided into
sections which cover all the skills and knowledge you need to
successfully complete this module.
- Work through all the information and complete the activities in each
section and complete the self-check. Suggested references are included
to supplement the materials provided in this module.
- Most probably your trainer will also be your supervisor or manager.

He/she is there to support you and show you the correct way to do
things. Ask for help.
- Your trainer will tell you about the important things you need to consider
when you are completing activities and it is important that you listen
and take notes.
- Talk to more experienced work mates and ask for their guidance.
- Use the self-check questions at the end of each section to test your own
progress.
- When you are ready, ask your trainer to watch you perform the activities
outlined in the learning guide.
- As you work through the activities, ask for written feed back your
progress your trainer keeps feed/ pre-assessment reports for this reason.
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When for have successfully completed each element, ask your trainer to
mark on the report that you are ready for assessment.
- When you have completed this module (or several modules) and feel
confident that you have had sufficient practice your trainer will arrange
an appointment with you to asses you. The result of your assessment
will be recorded in your Competency Achievement Record.
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Qualification: AUTOMOTIVE SERVICING NC II
Unit of OVERHAUL MANUAL TRANSMISSION
Competency:
Module Title: PULLING OUT, DISASSEMBLING AND CHECKING MANUAL
TRANSMISSION COMPONENT
LEARNING OUTCOMES
At the end of this module, you will be able to:
1. Pull-out and dismount manual transmission and associated components;

2. Disassemble manual transmission; and
3. Inspect and check manual transmission components.
ASSESSMENT CRITERIA
1.1 Transmission gear oil is drained as per recommended procedure
1.2 Transmission jack is positioned per recommended procedure in accordance

with safety
1.3 Transmission associated bolts and nuts are removed according to sequence
1.4 Transmission attaching bolts and nuts are removed according to sequence
and loosening pattern
1.5 Vehicle and workshop safety procedure is applied
1.6 Personal and equipment safety is applied
2.1 Manual transmission is disassembled in correct steps and procedure as per

specification
2.2 Dismantled parts accurately logged and marked
2.3 Parts rinsed and washed with appropriate solution
2.4 Damaged parts replaced, reconditioned according to specification
2.5 Appropriate tools are use as per job requirement, vehicle safety procedure
is applied.
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2.6 Personal safety procedures is observed throughout the activity
3.1 Work out, cracked parts, gear back laser and end play were inspected and
accurately identified
3.2 Defects identified and corresponding recommendation is given
3.3 Instruments and testers are accurately used
3.4 No damage during inspectio
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Competency:
Learning Outcome #1: Pull-out and dismount manual transmission

and associated components.
Assessment Criteria:
1. Transmission gear oil is drained as per recommended procedure.
2. Transmission jack is positioned per recommended procedure in accordance

with safety.
3. Transmission associated components were dismounted properly and

conducted in correct sequence.
4. Transmission attaching bolts and nuts are removed according to sequence

and loosening pattern.
5. Vehicle and workshop safety procedure is applied.
6. Personal and equipment safety is applied.
Resources:
Tools and Equipment Supplies and materials

 Hoist  Sandpaper
 Jack stand  Paint brush
 Drop light  Soap
 Wrenches  Rags
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 Manual transmission  Oil catch pan
 Jack  Masking tape
 Hand tools  Mechanic's wire
 Working tables
References:
1. Automotive Mechanics 10th Edition by Willia H. Crouse and Donald L. Anglin,

pp 553-583
2. Manual Transmission by Kovace K. Creager, pp 451-460
3. Manual Transmission & Drive Trains by Jhon H. White, pp 453-460
Information Sheet LO1-1 Purpose of Transmission or Transaxles
There are three reasons for having a transmission or transaxle in the

automotive power train or drive train. The transmission or transaxle can:
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1. Provide the torque needed to move the vehicle under a variety of road and
load conditions. It does this by changing the gear ratio between the engine
crankshaft and vehicle drive wheels.
2. Be shifted into reverse so the vehicle can move backward.
3. Be shifted into neutral for starting the engine and running it without turning
the drive wheels.
There are two basic types of transmissions and transaxles: manual and
automatic. Manual transmissions and transaxles are shifted manually, or by hand.
Automatic transmission and transaxles shift automatically with no help from the
driver.
Difference between transmissions and transaxles
The manual transmission is an assembly of gears, shifts and related parts.

These are contained in a metal case or housing filled with lubricant. A manual
transmission is used in sole front-wheel-drive vehicles and in 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.
The manual transaxle is also an assembly of gears and shafts. It attaches to a

front-mounted transverse engine and drives the front wheels. Rear-engine cars
can use an engine-mounted transaxle to drive the rear wheels. A few front-engine
cars drive the rear wheels through a rear-mounted transaxle.
The transaxle includes a final drive and a differential (front differential). These
devices are not found in the transmission. The final drive is a set of gears that
provides the final speed reduction or gear ratio between the transmission and the
drive wheels. The differential permits the drive wheels to rotate at different
speeds when the vehicle turns from straight ahead.
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Some transaxles include a viscous coupling and a center differential. These are
used in four-wheel-drive and all-wheel-drive power trains.
Manual transmissions and transaxles
Older
transmissions are
three-speed units.
They have three
forward gear ratios
or speeds. These are
first or low, second
and third or high.
They also have
reverse and neutral.
Four-speed
transmission and
transaxles have Figure LO1-1. Construction of a six-speed manual transmission.
been widely used. (ZF of North America, Inc.)
They provide first,

second, third and
fourth. They also
have reverse and
neutral.
Many
transmissions and
transaxles are five-
speeds with a fifth
forward gear.
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Fourth gear in some four-speed
units and fifth gear in five-speed
units is overdrive. The output shaft
turns faster than, or overdrives the
input shaft. This allows a lower
engine speed to keep the vehicle
moving at its desired road speed.
Better fuel economy and reduced
Figure LO1-2. Location of the manual transmission in
engine wear result, with less noise
a vehicle with front engine and rear-wheel-drive.
and vibration. Some cars have a (Mazda Motors of America, Inc.)
six-speed manual transmission or
transaxle. Both fifth and sixth-gear
are overdrive ratios. However,
these may not be usable during city
driving in heavy traffic.
The different gear ratios are necessary because the engine develops relatively
little power at low engine speeds.
The engine must be turning at a fairly high speed before it can deliver enough
torque to start the vehicle moving. This means the transmission or transaxle must
be in first gear to start out. After the vehicle is moving, progressively higher gears
are selected (second, third, fourth, fifth) to suit operating conditions. Usually, the
vehicle is in top gear after reaching highway speed.
Moving the gearshift lever makes the shift which changes the gear ratio. In some
vehicles, the gearshift lever is on the steering column. In others, it is on the floor
or in a center console.
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Figure LO1-3. Construction of a five-speed manual transaxle that includes a viscous coupling and a
center differential, for use in a vehicle with all-wheel drive, or four-wheel drive. (Chrysler
Corporation)
Gears and Gearing
Gears are wheels with teeth that

transmit power between shafts. The
teeth may be on the edge of the wheel,
on the side, or inside. To transmit
power, a gear on one shaft is “meshed”
with a gear on another shaft. To mesh
means that the teeth of a gear fit into
the spaces between the teeth of Figure LO1-4. Power-flow from the engine
crankshaft to the wheels of a vehicle with front-
another gear. When one gear turns, its
wheel drive. (Chrysler Corporation)
teeth then force the other gear to turn.
The gear that is forced to turn is the
drive gear.
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The relative speed of two meshed
gears is determined by the number of
teeth in each gear. This is the gear
ratio.
If two meshing gears have the same
number of teeth, both will turn at the
same speed. When the driven gear has
more teeth than the driving gear, the
driven gear turns more slowly than the
driving gear. For example, if the driving
gear has 12 teeth and the driven gear
has 24 teeth, the driving gear must Figure LO1-5. Meshed spiral-bevel gears.
turn two times to turn the driven gear

once. The gear ratio between the two
gears is two-to one. This is written as
2:1.
If a 12-tooth gear is meshed with a 36-tooth gear, the 12-tooth gear turns three
times for every revolution of the 36-tooth gear. The gear ratio is 3:1.
Gear Ratio and Torque
The gear ratio changes as the number of teeth is the meshing gears change. At
the same time, torque also changes. Torque is a twisting or turning force that may
or may not result in motion. It is measured in pound-feet (lb-ft) and Newton-
meters (N-m).
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Figure LO1-6. Various types of gears.
To loosen and remove the top

from a screw-top jar, you
must apply torque to the top.
To calculate torque, multiply
the applied force times the
distance through which the
force sets. The torque on a
Figure LO1-7. Two revolutions of the small gear are required
gear is the force on a tooth
to turn the larger gear once. This is a gear ratio of 2:1.
multiplied by the distance
from the tooth to the center
of the gear. This distance is
the radius of a gear or circle.
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Two or more meshed gears make a gearset or a gear train. In a gear system,
speed reduction means torque increase.
Also, speed increase means torque

reduction. An example of torque
increase is a car that has a gear
reduction of 12:1 from the
transmission or transaxle to the drive
wheels. The crankshaft turns 12
times to turn the drive wheels once.
If the engine is producing a torque of
Figure LO1-8. Torque is calculated by multiplying
100 lb-ft [135.6 N-m], then a torque the applied force times the distance through which
of 1200 lb-ft [1627 N-m] is applied to the force acts. (Ford Motor Company)
the drive wheels.
Note: Figure LO1-9 shows only

one tire. The torque is
actually split between the
two drive wheels. Each tire
pushes against the road
with a torque of 600 pounds
[2669 N]. Both tires
together push with a force
of 1200 pounds.
Figure LO1-9. How torque at the

drive wheels pushes the vehicle
forward. The tire is turned with a
torque of 1200 lb-ft [1637 N-m].
Since the tire radius is 1 foot [0.31
m], the push of the tire against the
ground is 1200 lb-ft. As a result,
the vehicle is pushed forward with
a force of 1200 pounds [5338 N].
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The radius of the tire in Figure LO1-9 is 1 foot [0.31 m]. With the torque acting on
the ground at a distance of 1 foot, the force of the tire pushing against the road is
1200 pounds [5338 N].
Manual Transmissions Construction
Manual transmissions, manual transaxles, and transfer cases are all various types
of gearboxes. A gearbox has:
1. Gears that transmit power.

2. Splined shafts that rotate while other parts slide on them.
3. Bearings that support the shafts and transfer the load to the case or housing.
In a gearbox, the gear teeth and other moving metal parts must not touch. They
must be continuously separated by a thin film of lubricant. This prevents
excessive wear and early failure. Therefore, a gearbox runs partially filled with a
lubricant or gear oil. Oil seals prevent loss of lubricant from between the case and
the rotating shafts.
The manual transmission and transaxle in passenger cars have from four to six
forward speeds. A few vehicles with three-speed transmissions are still being
driven. Many older vehicles and some new ones have four speeds. However, a
five-speed transmission or transaxle is used in most cars today. Trucks and buses
use bigger transmissions with 4 to 16 forward speeds. Regardless of type, most
manual transmissions and transaxles are similar. One difference is the size and
heaviness of construction. Another is that transmissions and transaxles with more
speeds have more gears and shafts.
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Figure LO1-
10 shows a
disassemble
d five-speed
manual
transmission
with the
major parts
named.
Figure LO1-
11 shows
the
assembled
gear train of
this
transmission
. It is made
as a four-
speed and
with
additional
parts as a
five-speed.
The main-
drive gear or
clutch gear
drives the
one-piece Figure LO1-10. A disassembled five-speed manual transmission with the major
parts named. (Chevrolet Division of General Motors Corporation)
cluster gear
or counter
gear.
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The gears on the output shaft (except for the reverse gear) mesh with the gears
on the countershaft. If the countershaft turns, the gears on the output shaft also
turn.
No power flows through if the transmission is in neutral. Then none of the output-
shaft gears are locked to it. The gears have bushings or bearings that permit them
to rotate freely on the output shaft. During gear shifting, the gears themselves are
not moved. The gears are locked to the shaft by synchronizer action.
Synchronizers are connecting devices that are splined to the output shaft and
rotate with it.
Shift forks fit into

grooves in the
synchronizer sleeves.
When the driver
moves the gearshift
lever, linkage carries
the movement to a
shift fork. The fork
moves the sleeve
which then locks the (A) FOUR-SPEED MANUAL TRANSMISSION
selected gear to the

Figure LO1-11. Assembled gear train showing the additional parts
shaft. In figure LO1-
needed to make (A) a four-speed manual transmission into a (B) five-
11a, two speed manual transmission. (General Motors Corporation)
synchronizers lock
gears to the
transmission output
shaft. The five-speed
transmission has an
additional
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synchronizer (5th
synchronizer). It locks
the fifth-speed drive
gear to the
countergear.
The only gear that

actually moves into
mesh and in many
other transmissions is
the reverse-idler gear.
It slides on its shaft to
engage the reverse
gear on the
countergear (the spur
gear). It also engages (B) FIVE-SPEED MANUAL TRANSMISSION
reverse gear on the

output shaft. This
causes the output
shaft to turn in the
opposite direction of
input-shaft rotation.
Synchronizer Action
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Synchronizers are
used in manual
transmissions and
transaxles to prevent
gear clash during
gear shifting. These
devices ensure that
gears and sliding
sleeves about to
mesh rotate at the
same speed. The Figure LO1-12. A disassembled synchronizer. (Chevrolet Division of
General Motors Corporation)
result is a smooth
engagement.
The synchronizer
used in the
transmission shown in
figures LO1-10 and
LO1-11 has
synchronizing cones
on the gears and in
the synchronizer
rings.
Figure LO1-13. Operation of the synchronizer to engage a gear. (Deere & Company)
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Three keys fit into slots in the synchronizer hub. The hub is splined to the
transmission output shaft. A pair of ring-shaped synchronizer springs apply a
slight outward force against the keys.
The synchronizer sleeve fits over the hub. It has external splines or teeth that
mesh with the internal splines or teeth in the sleeve. The keys have raised
sections that fit in the detent groove in the sleeve. A detent is a small depression
into which another part moves to provide a locking effect.
Synchronization is a three-stage action. To shift the transmission into gear, the

synchronizer sleeve is moved toward the gear. The sleeve slides on the hub
splines and carries the three keys with it. The keys butt against the synchronizer
ring and push it toward the gear. This brings the cone surface in the ring into
contact with the cone surface on the gear. Friction between the synchronizer ring
and the gear brings the two into synchronous rotation. They rotate at the same
speed.
When the external teeth on the synchronizer ring and on the gear rotate at the
same speed, the sleeve slides over them. This locks the gear to the shaft and
completes the shift. Power flows from the gear, through the synchronizer sleeve
and hub, to the shaft. Similar actions take place in synchronizers used for other
gears. Some transmissions have a synchronizer for reverse.
A transmission that uses synchronizers is a synchromesh transmission. The shifts

are synchronized and the gears are in constant mesh.
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Manual Transmission Operation
The actions to obtain each gear in the five-speed manual transmission shown in
figure 10 and 11B are described below. Figure LO1-14 shows the power-flow
through the five-speed transmission for each forward gear and reverse. Power-
flow through the four-speed transmission is the same as in the five-speed, except
for fifth gear.
1. FIRST GEAR (Fig. LO1-14a). To shift into

first, depress the clutch pedal to
disengage the clutch. Move the
gearshift lever into the first position.
This causes linkage in the transmission
to select the first position. This causes
linkage in the transmission to select the
first-reverse synchronizer and move its
sleeve locks to the first-speed gear.
Since the synchronizer-and-sleeve
assembly are locked to the output shaft,
the first gear drives the output shaft
when the clutch is engaged.
In first gear, there is torque multiplication and speed reduction through the
transmission. The main-drive gear is smaller than the counter gear it drives.
This provides gear reduction. There is more gear reduction as the small counter
gear drives the large first-speed gear. The gear reduction can vary. A typical
first-gear ratio is about 4:1. The crankshaft turns four times to turn the output
shaft once. There is further gear reduction through the final drive in the rear
drive axle.
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2. SECOND GEAR (Fig. LO1-14b). To shift
into second, the first-second
synchronizer sleeve moves to the left.
The sleeve moves through its center or
neutral position, un-locking the first-
speed gear and locking the second-
speed gear to the output shaft. The
second-speed gear, driven by the
counter gear second gear, now drives
the output shaft through the
synchronizer sleeve. There is less gear
reduction than in first gear because
there is less difference in the size of the
gears. A typical gear ratio for second
gear is about 2.4:1. The input shaft
turns 2.4 times to turn the output shaft
once.
3. THIRD GEAR (Fig. LO1-14c). In third, the

first-second synchronizer sleeve moves
to its neutral position. The third-fourth
synchronizer sleeve moves to the right
so that it meshes with the third-speed
gear. The counter gear third gear now
drives the third-speed gear and the
output shaft through the synchronizer. A
typical gear reduction in third is about
1.5:1.
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4. FOURTH GEAR OR DIRECT DRIVE (Fig.
LO1-14d). In fourth, the third-fourth
synchronizer sleeve moves to the left so
that it meshes with the main-drive gear
on the end of the input shaft. The
output shaft is now driven by the main-
drive gear through the synchronizer.
This is direct drive and the gear ratio is
1:1.
5. FIFT GEAR OR OVERDRIVE (Fig. LO1-

14e). In fifth, both the first-second
synchronizer and the third-fourth
synchronizer move to neutral. The
sleeve on the fifth synchronizer moves
forward. This locks the fifth-speed gear
to the counter gear. The fifth-speed
gear now turns fifth gear which is
splined to the output shaft. Overdrive is
provided because the fifth-speed gear is
larger than the gear it drives. A typical
overdrive gear ratio is 0.8:1. The output
shaft turns one complete revolution
while the counter gear turns only 0.8 (a
little more than three-quarters)
revolution.
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6. REVERSE (Fig. LO1-14f). In reverse, all
synchronizer sleeves are in neutral. The
reverse-idler gear slides into mesh with
reverse gear on the output shaft. The
counter gear drives the reverse-idler
gear and it drives the output shaft
through the synchronizer sleeve. The
output shaft turns in the reverse
direction because of the reverse idler Figure LO1-14. Power-flow through a five-
speed manual transmission for each forward
gear. A typical reverse gear ratio is
gear and reverse. (Chrysler Corporation)
about 3.5:1
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Manual Transaxles Construction
A manual transaxle combines a manual

transmission (transmission section) and
a drive axle (differential section) in a
single assembly. Power flow from the
engine enters the transmission section
through the input shaft. Power leaves
the transmission section through a
pinion gear on the transmission output
shaft or mainshaft.
The Pinion gear drives the ring gear in

the differential section. The ring gear
sends the power through the differential
to the two front-axle halfshafts. Then the
Figure LO1-15. The manual transaxle combines
halfshafts turn the wheels and tires to the manual transmission, final-drive gearing,
move the car. The differential allows the and differential into a single unit. (Ford Motor
front wheels to travel different distances Company)
as the vehicle is steered around a curve.
Figure LO1-15 shows a four-speed

transaxle. The input shaft is part of the
countergear or cluster gear. Neutral is
obtained when both synchronizers are in
their center positions.
The four forward gears are obtained the same as in the manual transmission.
Moving the gearshift lever causes the first-second or third-fourth synchronizer
sleeve to lock a gear to the mainshaft.
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Manual Transaxle Operation
The gears and shafts in the

transmission section of a five-speed
transaxle are shown with the case
removed in figure LO1-16. This is
basically the same transaxle in figure
LO1-15, with the addition of the fifth-
gear shaft assembly. Operation of both
transaxles is the same in all positions
except fifth gear.
Figure LO1-17 shows the power-flow

through each gear position for the five-
Figure LO1-16. Gears and shafts in the
speed transaxle. In first and second transmission section of a five-speed transaxle.
gear, the third-fourth synchronizer (Ford Motor Co.)
sleeve remains in neutral. When the

driver moves the gearshift lever to
first, the first-second synchronizer
sleeve moves forward. This locks the
first-speed gear to the mainshaft. To
shift to second, the first-second
synchronizer sleeve moves to the rear.
This unlocks the first-speed gear and
then locks the second-speed gear to
the mainshaft.
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When the shift lever moves to third,
the first-second synchronizer sleeve
moves to neutral. The third-fourth
synchronizer sleeve moves forward.
This locks the third-speed gear to the
mainshaft. Shifting to fourth unlocks
the third-speed gear and moves the
synchronizer sleeve to the rear. Fourth-
speed gear is locked to the mainshaft.
If the cluster gear and fourth-speed
gear are the same size, this provides
direct drive. The gear ratio is 1:1.
Fifth gear is obtained by placing both

the first-second and third-fourth
synchronizer sleeves in neutral. Fourth
gear on the cluster gear is in constant
mesh with the fifth-speed gear. When
the fifth-synchronizer sleeve moves to
the rear, it locks the fifth-speed gear to
its shaft. On the other end of the shaft
a pinion gear is in constant mesh with
the ring gear. Power flows from fourth
gear on the cluster gear through the
fifth-speed gear and shaft. Then the
power flows from the pinion on the end
of the shaft to the ring gear.
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To get reverse, the first-second
and third-fourth synchronizer
sleeves move to neutral. The fifth
synchronizer is disengaged. The
reverse idler gear moves to the
rear. Its teeth now mesh with the
reverse gear on the cluster gear
and with the teeth on the 1:2
synchronizer sleeve or reverse-
sliding gear on the mainshaft. Figure LO1-17. Power flow through a five-speed manual
Power flow is from the cluster transaxle for each forward gear and reverse. (Ford
Motor Company)
gear and through the reverse-
idler gear which drives the
reverse-sliding gear. It reverses
the direction of the mainshaft
rotation. The pinion gear then
drives the ring gear in a reverse
direction and the car moves
backward.
Note: Both the mainshaft and the fifth-speed gear shaft have pinion gears in constant mesh with
the ring gear. When one shaft drives the ring gear, the other shaft is unlocked and turns
freely or freewheels.
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Dual-Range Transaxle
The dual-range transaxle is a four-

speed unit. The input shaft has two
pinion gears–an input low gear and an
input high gear. These are in constant
mesh with matching gears on the
countergear. Operation of the range-
selector synchronizer determines
which gear is locked to the input shaft.
This result in two-speed ranges, the
economy range and the power range.
The transaxle has a total of eight

forward speeds. Fourth gear is an
overdrive ratio in the economy range.
Two shift levers are required. One is
the gearshift lever. The other is the
range-selector lever. Its movement
operates the range-selector Figure LO1-18. Control levers and linkage for a
dual-range transaxle. (Chrysler Corporation)
synchronizer.
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Interlock
Devices
Manual
transmission and
transaxles use
various types of
interlock devices.
The interlock
allows only one
synchronizer
sleeve to move
during shifting. If
more than one is
Figure LO1-19. An interlock in the internal linkage of a five-speed manual
moved, clashing
transaxle.
and damage (Chrysler Corporation)
would result.
Figure LO1-19
shows one type of
interlock in the
shift linkage of a
five-speed manual
transaxle. This
interlock is a
three-piece
mechanism.
When the driver moves the gearshift lever to any gear position, only the shift rail
for that gear can move. The interlock shuttles in the interlock plate and the
interlock pin move into notches in the shift rails. This prevents these rails from
moving.
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Figure LO1-20, Linkage between the gearshift lever on the steering column and the transmission.
(Chevrolet Division of General Motors Corporation)
Gearshifting and Shift Linkage (Steering-column and floor-shift levers)
Years ago, the automotive manual

transmission was a three-speed. The
gearshift lever was located on the floor
of the driver’s compartment in an easy
reach of the driver’s right hand. The
lower end of the lever attached to the
shifting mechanism of the
transmission. Then the gearshift lever
Figure LO1-21. Linkage between the gearshift
was moved to the steering column, lever on the floor and the transmission.
where the lever was most accessible to (Chevrolet Division of General Motors
the driver. This also provided more leg Corporation)
room in the front seat. Today, vehicles

again use a floor-mounted gearshift
lever. Many times it is part of a center
console. Figure LO1-22 shows typical
shift patterns for manual transmission
and transaxles.
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Figure LO1-22. Typical shift pattern for three-
speed and five-speed manual transmission.
(ATW)
Shift Linkage
A variety of shift linkage arrangements have been used to connect the gearshift
lever with the transmission or transaxle. The basic action is the same for all. A
shift requires two movements of the gearshift lever. The first movement selects
the shift fork and synchronizer for the desired gear. The second movement causes
the shift fork to move the synchronizer sleeve. This locks the desired gear to the
mainshaft.
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Figure LO1-20 shows the linkage from
the gearshift lever mounted on the
steering column to the transmission.
Figure LO1-21 shows the linkage from a
floor-mounted gearshift lever to a four-
speed transmission. This arrangement
is typical of external linkage which is
outside the transmission case. To
reduce wear and other problems, most
transmission and transaxles now have
internal linkage. The shift linkage is
enclosed within the transmission or
transaxle case.
Figure LO1-23 shows the cable linkage

Figure LO1-23. Cable linkage for a five-speed
for a five-speed transaxle with a floor-
transaxle with a floor-mounted shift lever.
mounted gearshift lever. The ends of (American Honda Motor Company, Inc.)
the cables attach to the shift levers on
the transaxle. The selector cable
selects which shift rail to move. The
shift cable then moves that shift rail
forward or backward.
Lubrication (Gear lubricants)
A gear oil performs five jobs. It must:
1. Lubricate gears and bearings to prevent wear.

2. Reduce friction and power loss.
3. Protect against rust and corrosion.
4. Remove particles from metal surfaces.
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5. Help cool bearings and gears.
In addition, the lubricant helps reduce noise from the gearbox.
Most gear oil is a mineral oil refined from crude oil. Some gear oil is manufactured
or synthetic oil. Chemical additives are mixed with gear oil to improve its load
carrying capacity. This makes an extreme pressure (EP) lubricant. Other additives
reduce the effects of heat on oil viscosity and prevent foaming, rust, corrosion and
oil-seal damage.
The gear oil used in many cars and trucks is relatively thick and has a viscosity
ranging from SAE 75W to SAE 140. Multi-grade gear oils such as SAE 75-90 are
also used.
Operation Sheet LO1-1: Drain Transmission Gear Oil and

Dismount Manual Transmission
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In most cars,
several bolts
attach the manual
transmission to the
clutch housing. A
cross member
supports the rear
of the
transmission. The
front end of the
driveshaft attaches
to a universal joint.
A slip yoke is part
of the universal
joint and splined to Figure LO1-24. A cross member supports the rear of the transmission.
the transmission Make index marks on the rear axle yoke and driveshaft before removing
the slip yoke from the transmission. (Ford Motor Company)
output shaft. Shift
rods may connect
the gearshift lever
to the shift levers
on the
transmission.
Remove the
transmission
following the
procedure in the
vehicle manual.
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1. These steps typically include
disconnecting the negative cable
from the battery and removing the
gearshift knob or lever.
2. Raise the vehicle on a lift and drain

the lubricant into a oil can big
enough (about 3 liters or bigger) to
contain the oil.
3. Disconnect the speedometer

cable.
4. Then disconnect all wires and
electrical connectors attached to
sensors and switches in the
transmission case, shift cover and
extension housing.
5. If necessary, remove part or all the

exhaust system to allow working
room for transmission removal.
6. Locate or make index marks on the rear axle yoke and on the driveshaft from
the rear axle.
Do not allow the universal joint caps and bearings to fall off.
7. Pull the driveshaft back until the slip yoke slides off the transmission output
shaft.
8. Support the rear of the engine with a support jack or safety stand.
9. Remove the transmission mount and cross member if necessary.
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10. Remove two upper bolts
attaching the transmission to the
clutch housing and install guide
pins in the holes. The guide pins
prevent damage to the clutch
friction disc as the transmission is
removed.
11. Then remove the other bolts.

Figure LO1-25. Checking lubricant level in manual
12. With a helper or using a
transmission (General Motors Corporation, Ford
transmission jack, slide the
Motor Company)
transmission rearward until the
input shaft clears the clutch
housing.
13. Lower the transmission and

move it out from under the vehicle.
14. With the transmission out,

inspect the condition and tightness
of the flywheel and clutch.
15. Inspect the pilot bearing or
bushing in the end of the
crankshaft.
16. Perform any services required on

the flywheel and clutch before
reinstalling the transmission.
Figure LO1-26. Using guide pins during

transmission removal or installation to prevent
Code No. Page #

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damaging the friction disc. (Buick Division of
General Motors Corporation)
Figure LO1-27. Secure the transmission to the

transmission jack. Move the transmission Figure LO1-28. Manual transmission mounted on
rearward until the input shaft clears the clutch a holding fixture above an oil-drain can. (Form
housing and lower the jack. (Ford Motor Motor Company)
Company)
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Self-Check LO1-1
Select the best answer.
1. Technician A says, in a gearset, speed reduction means torque. Technician B

says speed increase means torque reduction. Who is right?
a. A only
b. B only
c. both A and B
d. neither A nor B
2. A synchronizer does all the following except:

a. prevents gear clash during shifting
b. uses friction to make the gear synchronizer ring rotate at the same speed
c. locks a gear to the shaft
d. attaches directly to the shift rail
3. When the gear ratio through the transmission is 1:1, the transmission is in
a. overdrive
b. direct drive
c. underdrive
d. neutral
4. Power leaves the transmission section of a manual transaxle through a

a. pinion gear
b. ring gear
c. cluster gear
d. counter gear
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5. Technician A says when a five-speed manual transaxle is in fifth gear, the first-
second and third-fourth synchronizer sleeves are in neutral. Technician B says
the fifth synchronizer is disengaged. Who is right?
a. A only
b. B only
c. both A and B
d. neither A nor B
6. The dual-range transaxle has

a. an output shaft with two ring gears
b. an input shaft with two pinion gears
c. two counter gears
d. two overdrive ratios
7. The purpose of an interlock device is to

a. lock the transmission to prevent theft
b. complete the electric circuit to the starting motor
c. Prevent locking two gears to the output shaft at the same time
d. interlock the shift lever to prevent shifting
8. To shift into a gear, the first movement of the gearshift lever

a. moves the synchronizer
b. selects the synchronizer
c. meshes the gears
d. moves the synchronizer sleeve
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9. Shift linkage enclosed within the transmission or transaxle case is called
a. external linkage
b. floor shift
c. column shift
d. internal linkage
10. The speedometer drive gear mounts on the

a. input shaft
b. counter gear shaft
c. output shaft
d. fifth-gear shaft
Review Questions
1. Name the basic parts of a gearbox and describe the purpose of each.
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2. What is a “detent” and what does it do in a manual transmission or
transaxle?
3. What are the differences between a four-speed manual transmission and a

five-speed manual transmission?
4. How is reverse obtained in the gear train of a manual transaxle?
5. Describe the five jobs of a gear oil and the various types that are used in
manual transmission and transaxles.
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Answer Key LO1-1
1. C
2. D
3. B
4. A
5. A
6. B
7. C
8. B
9. D
10. C

Competency:
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Learning Outcome #2: Disassemble manual transmission
1. Manual transmission is disassembled in correct steps and procedures as

per specification
2. Dismantled parts accurately tagged and marked

3. Parts rinsed and washed with appropriate solution
4. Damaged parts replaced, reconditioned according to specification
5. Appropriate tools are used as per job requirements, and vehicle safety
procedure is applied
6. Personal safety procedure is observed throughout the activity.
Resources:
Equipment Supplies and Materials

 Manual transmission  Rags
 Basic hand tools  Soap
 Working tables  Paint brush
 Transaxle  White board Marker
 Snap ring pliers  Permanent marker
 Punch  Spare bolts
 Rubber mallet  Clear glass
 Dial gauge  Apron
 Lifter and jack stand  Gloves
 Car w/ manual transmission  Masking tape
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/transaxle  Mechanic's wire
 Wrenches  Cleaning pan
 Socket set  Cleaning solvent
 Bearing puller  Kerosene
 Press
Reference:
Automotive Mechanics 10th Edition by Willia H. Crouse and Donald L. Anglin,

pp 553-583
Learning Outcome 2: Disassemble manual transmission

LEARNING ACTIVITIES SPECIAL INSTRUCTIONS
1. Perform the correct procedure in

disassembling, checking and cleaning
manual transmission components.
Read: Procedure in disassembling 1.1 Operation Sheet LO2-1
Code No. Page #

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manual transmission
Clean all parts of manual transmission
Observe and perform best shop practices
2. Answer: Self-Check 1.2 Self-Check LO2-1
3. Report results in oral or written format
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Operation Sheet LO2-1 Disassemble Manual Transmission
Manual Transmission Disassembly and Cleaning

Place the transmission in a holding fixture or on the workbench. Follow the
procedure in the vehicle service manual and disassemble the transmission. Your
transmission might be different from the one shown here.
Figure LO2-1. External Parts of a manual transmission.
Disassembly
1. While disassembly can be achieved

with basic tools you'll also need
external snap ring pliers, retaining
ring pliers, T40 Torx bit, a drift
punch and cold chisel. For
reassembly however you'll need
access to a press, bushing driver,
calipers and a dial indicator.
Figure LO2-2. Basic and special tools.
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2. If you aren't sure whether or not
you have a World Class T5, the
quickest external check is to look
at the counter-shaft bearing cup,
just below the bearing retainer. It it
is of the roller bearing type, with
Timken engravings (left) you have
a WC T5.
Figure LO2-3. Location of world-class marks on the
Currently, the TREMEC T-5 is being used on manual transmission.
various passenger car and light truck
applications such as the Ford Mustang, TVR
Cerbera and Tuscan, Chevy Blazer and S-10
Pickup, and Ssangyong Musso and Korando.
3. The disassembly process begins
with removing the shifter. Using a
drift punch drive the roll pin
through the offset lever. The pin
will bottom out but not be
retrievable at this point.
Figure LO2-4. Using a drift punch to remove the

shifter.
4. Remove the eight 15mm tail
housing bolts.
Figure LO2-5. Removing the tail housing bolts.
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5. While holding the offset lever back
as shown, tap the case with a
hammer to break the tailshaft
housing free of the case. Do not
attempt to pry between the mating
surfaces.
Figure LO2-6. Tapping the case with a hammer.

6. The tailshaft housing can now be
removed buy sliding it straight
back until it is off the shifter shaft
and main shaft.
Figure LO2-7. Sliding back the tailshaft housing.

7. At this point the speedometer drive
gear can be removed from the
main shaft. Depress the retaining
clip and slide the gear off, then
remove the clip from the shaft.
Figure LO2-8. Removing the speedometer drive

gear.
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8. T5 Speedometer drive gears come
in three tooth counts; 6 (black), 7
(yellow) and 8 (green). By
changing to the lower count gear
(6 or 7) you can compensate for
steep axle ratios and have
accurate speedometer readings.
With a 6 tooth gear, for instance,
you can use an 18, 20, and 21 Figure LO2-9. The speedometer drive gear.
tooth driven gear (on the end of
the speedo cable) for accurate
reading with 3.73, 4.10, or 4.30
gears respectively. With the yellow
drive gear you can use 21 tooth
speedo gear for 3.73's and 23 for
4.10.
9. Start by removing the neutral

safety switch from the top cover.
Figure LO2-10. Removing the neutral safety

switch.
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10. Using needle nose pliers, reach
into the neutral switch port and
remove the activator pin. We're
going to plug this port since we
have no plans to use a neutral
safeguard on the ignition switch.
Figure LO2-11. Removing the activator pin.

11. Remove the ten top-cover bolts
using a 10mm socket. Use the pry
slots at the opposing corners of the
case to break loose the top cover.
Do not try to lift or force the cover
off at this time.
Figure LO2-12. Removing top-cover bolts.

12. Push the cover over to the drain
plug side of the transmission case
to move the shift forks clear of the
reverse mechanism, allowing the
cover to be lifted off the case.
Figure LO2-13. Removing the case cover.
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13. Turning to the back of the case,
we'll work on removing the 5th
gear assembly. Using a drift punch,
drive this roll pin out of the 5th
shift fork and shift rail.
Figure LO2-14. Removing the 5th gear assembly.

14. Using snap ring pliers, remove
the snap ring which secures the
5th synchronizer assembly and 5th
speed drive gear in place.
Figure LO2-15. Removing the snap ring.

15. The entire 5th gear shift fork
and gear assembly can be pulled
off the cluster shaft and set aside.
Figure LO2-16. Pulling the 5th gear shift fork.
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16. Back at the front of the case the
bearing retainer is removed to
allow access to the input shaft.
Note the shim and bearing race
which are behind the bearing
retainer.
Figure LO2-17. Removing the bearing retainers.

17. To remove the input shaft this
crescent shaped notch needs to
face downward (shown in up
position.)
Figure LO2-18. Adjusting the notch of input shaft.

18. The input shaft can then be
pulled out. There will likely be
loose roller bearings which drop
out. They can be discarded.
Figure LO2-19. Pulling out the input shaft.
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19. Slide the bearing cup off the
main shaft.
Figure LO2-20. Removing the bearing cup.

20. Carefully lift the output (main)
shaft assembly up and out through
the top of the case and set aside.
Figure LO2-21. Removing the main shaft assembly.

21. Reach into the case and unhook
the spring from the 5th-Reverse (5-
R) shift rail assembly. Then pull the
rail out of the case.
Figure LO2-22. Pulling the rail out of the case.
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22. Remove the retaining clip from
the 5-R shift lever and then remove
the lever from the case.
Figure LO2-23. Removing the retaining clip from

the shift lever
23. Shown is the 5-R shift lever
assembly. Note the torsion spring,
this is found on mid 1992 and
newer World Class T5's.
Figure LO2-24. 5-R shift lever.

24. The 5-R shift levers and 5th shift
forks from pre 1992 WC T5's (top)
and post 1992 with the torsion
spring (bottom) cannot be
interchanged. The early T5's use
an extension spring.
Figure LO2-25. 5-R shift lever assembly.
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25. If the side of your T5 case has
this pivot pin below the back-up
switch it indicates the later style 5-
R shift lever mechanism with the
torsion spring.
Figure LO2-26. Location of the pivot pin.

26. Use a cold chisel to pry down
the lock tabs on the bearing
retainer. Then remove the four T-40
Torx head screws.
Figure LO2-27. Removing the lock tabs with a cold

chisel.
27. The bearing retainer is removed
along with the shims and bearing
race. On a standard rebuild we'd
take note of the shim stack height,
but in the case of our G-Force build
up we'll check end play and shim
accordingly for the new gears.
Figure LO2-28. Removing the bearing retainer.
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28. Next we'll remove the reverse
idler shaft and gear. Use a drift to
punch out the roll pin in the idler
shaft. A fair warning, the shaft will
want to turn as you smack it so
aim carefully.
Figure 2-29. Removing the reverse idler shaft and

gear.
29. With the roll pin out we can
push the idler shaft out the back of
the T5 case.
Figure LO2-30. Removing the idler shaft.

30. The reverse idler gear can be
removed as well. Be sure to grab
the O-ring which sits in front of the
idler gear.
Figure 2-31. Removing the idler gear.
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31. The final step to clear out the
case assembly is removal of the
countershaft gear. Push the gear
forward so the shaft and cone
bearing protrude out the rear of
the case as shown. Then snip the
bearing cage to remove it from the
shaft.
Figure 2-32. Removing the countershaft gear.
32. With the bearing cage removed
the countershaft gear assembly
can be guided out the top of the
case.
Figure LO2-33. Removing the countershaft gear.

33. Finally, use a hammer to knock
out the bearing cup out. We'll
replace this with a new piece.
Figure LO2-34. Removing the bearing cup.
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34. The empty T5 case can now be
thoroughly cleaned with solvent.
Be sure to remove all metal debris
stuck to the magnet in the bottom
of the case.
Figure LO2-35. Cleaning the T5 case.
Cleaning Transmission Parts
1. Cleaning Transmission Parts. Wash all transmission parts, except bearings and
seals in solvent. Brush or scrape all dirt from the parts. Do not damage parts
with the scraper. Dry each part with compressed air.
Caution: Always wear eye protection –safety glasses, goggles or face shield when using
compressed air or solvent.
Some transmissions have a magnet at the bottom of the case. Clean the
magnet with solvent to remove any metal particles and dirt. To clean a switch
or sensor, wipe it with a clean shop towel. Never clean switches and sensors in
solvent.
2. Cleaning Transmission Bearings. To clean a bearing, rotate it slowly in clean

solvent to remove all lubricant. Then hold the bearing assembly stationary so it
will not rotate and dry it with compressed air.
Caution: Never spin a ball or roller bearing with compressed air. Spinning a bearing after the
lubricant is removed [a “dry bearing”] may damage the bearing. A bearing spinning at high speed
may fly apart injuring you or others.
Self-Check LO2-1
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Disassemble Manual Transmissions
Directions: At this time, check your skills by reviewing the following criteria.
1. Transmission is disassembled correctly.
2. Dismantled parts are accurately tagged and marked.
3. Parts are rinsed and washed with appropriate solution.
4. Damaged parts are replaced or reconditioned according to specifications.
5. Tools are used properly
6. All safety rules are observed.

Competency:
Code No. Page #

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Learning Outcome #3: Inspect and check manual transmission

components.
1. Worn-out, cracked parts, gear backlash and endplay were inspected and
accurately identified.
2. Defects identified and corresponding recommendation is given.
3. Instruments and testers are accurately used.
4. No damage during inspection.
Resources:
Equipment Supplies and Materials

 Mill file  MP grease
 Putty knife  Emery cloth
 Trans. Lubricant
 Repair manual
Reference:
Automotive Mechanics 10th Edition by Willia H. Crouse and Donald L.
Anglin, pp 553-583
Learning Outcome 3: Inspect and check manual transmission
components
LEARNING ACTIVITIES SPECIAL INSTRUCTIONS
1. Apply and perform the correct

procedures in inspecting and checking
Code No. Page #

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manual components.
Read: Procedure in inspecting and Operation Sheet LO3-1

checking manual transmission
components.
Identify defects in manual transmission

components.
Self-Check LO3-1
2. Answer: Self-Check after performing
Operation Sheet LO3-1.
3. Observe PPE safety precautions
Code No. Page #

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Operation Sheet LO3-1. Inspecting and Checking Manual
Transmission Components
Inspecting Manual Transmission Parts
1. Inspect the transmission case for cracks

and worn or damaged bearing bores and
threads.
2. Check the front and back of the case for
nicks or burrs that could cause
misalignment with the flywheel housing
or extension housing.
3. Remove all burrs with a fine file.
4. Check the condition of the shift levers,
shift rails, forks, shafts and gears.
5. Replace the counter gear and any other
gear if teeth are worn, broken, chipped or
damaged.
6. Replace the counter gear shaft if it is
worn, bent or scored. In some
transmissions, the bushings in the reverse
gear and reverse-idler gear are not
serviced separately.
7. Replace the reverse-idler gear if the
bushing is worn. The new gear has a new
bushing in it.
8. Check each synchronizer sleeve for the
movement on its hub.
9. Look for worn or damaged splines.
10. Inspect the teeth on each synchronizer
ring.
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11. Replace the synchronizer ring if it has
chipped or worn teeth or marks on the
gear face.
12. Check the amount of synchronizer-ring
wear by placing the ring on its gear case.
13. With a thickness gauge, measure the
clearance between the side faces. A
typical specification is to replace the
synchronizer ring or gear if the clearance
is less than 0.031 inch (0.8 mm).
14. Inspect the shaft fork and groove in

the synchronizer sleeve for wear or
damage.
15. Position the shift fork in the
synchronizer sleeve.
16. Measure the clearance between the
fork and the groove with a thickness
gauge. A typical specification is that the
Figure LO3-1. Checking synchronizer for
clearance is less than 0.031 inch (0.8
wear and clearance. (Ford Motor
mm). Company)
Code No. Page #

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Inspecting Ball and Roller Bearings
To inspect a bearing, first clean it as described above. Metal particles clinging to

the bearing indicate it has become magnetized. Use a demagnetizer to remove
the magnetism or replace the bearing.
Figure 30 shows various types of roller-bearing failure and the recommended

service procedure. Figure 31 shows various ball-bearing failures. In addition,
inspect for damage or cracks around the snap-ring groove. Also, replace the
bearing if the ball cage is cracked or deformed. Replace any bearing that is
broken, worn or rough.
1. If the bearing has no visible damage, give the bearing a spin test.
2. Lubricate the bearing races lightly with clean oil.
3. Turn the bearing back and forth slowly to coat the races and balls.
4. Hold the bearing vertically by the inner race. Some vertical movement
between the inner and outer races is acceptable.
5. Spin the outer ring several times by hand, not with compressed air.
6. If you notice roughness or vibration or if the outer ring stops abruptly, reclean
the bearing.
7. Then lubricate it and spin it again. Roughness is usually caused by particles or
dirt in the bearing.
8. Discard the bearing if it is still rough after cleaning and lubricating three times.
9. Hold the bearing horizontally by the inner race with the snap-ring groove up.
10. Spin the outer race several times by hand.
11. Discard the bearing if it is still rough after cleaning and lubricating three
times.
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BENT CAGE BENT CAGE
GOOD BEARING
CAGE DAMAGE DUE TO IMPROPER

CAGE DAMAGE DUE TO IMPROPER
HANDLING OR TOOL DAMAGE.
HANDLING OR TOOL DAMAGE.
REPLACE BEARING.
REPLACE BEARING.
BALLING CRACKED INNER RACE

ETCHING
METAL SHEARS ON ROLLER ENDS RACE CRACKED DUE TO IMPROPER FIT,

BEARING SURFACES APPEAR GRAY OR
DUE TO OVERHEAT, LUBRICANT COCKING OR POOR BEARING SEATS
GRAYISH BLACK IN COLOR WITH
PROBLEM OR OVERLOAD.
RELATED ETCHING AWAY OF MATERIAL
REPLACE BEARING – CHECK SEALS USUALLY AT ROLLER SPACING.
AND CHECK FOR PROPER
REPLACE BEARING - CHECK SEALS AND
LUBRICATION.
CHECK FOR PROPER LUBRICATION.
Code No. Page #

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BRINELLING HEAT DISCOLORATION
FATIGUE SPALLING
HEAT DISCOLORATION IS DARK BLUE

SURFACE INDENTATION IN RACES FLAKING OF SURFACE METAL
RESULTING FROM OVERLOAD OR NO
CAUSED BY ROLLERS EITHER UNDER RESULTING FROM FATIGUE.
LUBRICANT (YELLOW OR BROWN
IMPACT LOADING OR VIBRATION
REPLACE BEARING – CLEAN ALL
COLOR IS NORMAL.
WHILE THE BEARING IS NOT
RELATED PARTS.
ROTATING. EXCESSIVE HEAT CAN CAUSE
SOFTENING OF RACES AND ROLLERS
REPLACE BEARING IF ROUGH OR
NOISY. TO CHECK FOR LOSS OF TEMPER ON
RACES OR ROLLERS A SIMPLE FILE TEST
MAY BE MADE. A FILE DRAWN OVER A
HARD PART WILL GLIDE READILY WITH
NO METAL CUTTING.
REPLACE BEARING IF OVER HEATING

DAMAGE IS INDICATED. CHECK SEALS
AND OTHER PARTS.
Figure LO3-2. Various types of roller-bearing failure and the
recommended service procedure. (Ford Motor Company)
Figure LO3-3. Ball bearing failures. (Ford Motor Company)
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Manual Transaxle Troubles
Two types of manual-transmission and transaxle troubles are noise and improper
operation. The cause of either of these may be internal or external. Three general
types of noise may come from a manual transmission or transaxle. The type of
noise provides information about what is taking place inside the case to make that
noise.
The sound of a periodic clunk indicates broken gear teeth. A growl or whine
indicates a defective bearing or worn teeth. A defective bearing usually produces
a rough growl or grating noise rather than a whine, which is more typical of gear
noise. Gear clash during shifting often indicates a worn defective synchronizer.
Manual-Transmission Trouble Diagnosis
1. Manual Transmission Troubles
A complaint of “transmission trouble may actually be a defective clutch. Check

the clutch first. If the trouble is in the external shift linkage, the linkage may
need lubricating and adjusting or a defective cable replaced.
Noise Cause
Periodic clunk Broken teeth
Growl or whine Defective bearing or worn
Gear clash teeth
Defective synchronizer
Figure LO3-4. Three types of manual-transmission noise and their causes.
To determine the cause of other troubles, follow the steps in the

manufacturer’s service manual and in the Manual-Transmission Troubleshooting
Chart (Table LO3-1).
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Because of differences among manual transmissions, each possible cause and
correction may not apply to all transmissions. Refer to the troubleshooting
chart and procedures in the vehicle service manual.
Caution: Never go under a vehicle unless you are wearing eye protection-safety glasses or
safety goggles. If the vehicle is raised on a lift, lock the lift. If the vehicle is raised on a
jack, be sure the vehicle is properly supported on safety stands before going under it.
2. Hard Shifting into Gear
Difficulty in shifting into gear may be caused by improperly adjusted linkage

between the gearshift lever and the transmission. This greatly increases the
force required to “shift gears”. Hard shifting also results if the linkage is bent,
jammed or rusted and in need of lubrication. Other causes include a bent shift
fork, a worn or defective synchronizer, a twisted mainshaft and an improperly
adjusted clutch.
3. Transmission Sticks in Gear
Conditions that cause difficulty shifting into gear can also cause the
transmission to stick in gear. These include improper shift-linkage adjustment
and the linkage failing to move freely. Other causes include improper clutch-
linkage adjustment and any condition that prevents the clutch from
disengaging.
The transmission may stick in gear if the interlock device fails to operate
properly and if a synchronizer sleeve does not slide freely on the hub splines.
Lack of lubricant in the transmission or use of the wrong lubricant may also
cause the transmission to stick in gear.
4. Transmission Jumps Out of Gear
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Improperly adjusted shift linkage may cause the transmission to slip or jump
out of gear. Binding or an excessively stiff boot on the gearshift lever may pull
it back to neutral from any gear position. To check the boot, squeeze it. If the
boot is too stiff, replace it.
Worn splines in the synchronizer sleeve or worn external teeth on the gear may
cause the transmission to jump out of gear. Both the sleeve and the external
teeth often wear at the same time. When this condition is found, replace both
the sleeve and the gear.
Sometimes the transmission begins jumping out of gear immediately after the
clutch or transmission has been serviced or replaced. Check for misalignment
between the transmission and the engine. A pulsating clutch pedal may
indicate clutch-housing misalignment. If the clutch housing is out of line, then
so is the transmission.
4. Gear Clash When Shifting
A worn or defective synchronizer will

cause gear clash during shifting.
This may be due to a broken
synchronizer spring or a worn cone
surface on a synchronizer ring. Gear
clash also occurs if the clutch does
not fully disengage and if a gear
sticks on the mainshaft.
Figure LO3-4. A defective synchronizer, in neutral

Gear clash may occur if a sudden with the key or strut out of position.
shift is made to first or to reverse
before the gears stop moving. Some
transmissions do not have a
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synchronizer on first or reverse.
To shift into either of these positions without gear clash, the driver must wait
until the gears stop turning (“spin down”). Then the shift lever can be moved
and the gears will mesh without clashing.
A worn or dry pilot bearing or bushing may drag around the input shaft even
after the clutch is disengaged. This cause gear clash when shifting as will
incorrect lubricant in the transmission.
5. Transmission Noisy in Gear
Noise while the transmission is in

gear could result from any
condition. The noise could also be
due to a defective friction disc in the
clutch or a defective engine
vibration damper. Other causes
include a worn or dry rear bearing
on the transmission output shaft, a
loose gear on the output shaft and Figure LO3.5. Inspecting synchronizer ring and
cone surface for wear. (Ford Motor Company)
worn or damaged gear teeth,
synchronizers, or speedometer
gears.
Transmission troubles may cause
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several types of noise.
A whining or growling noise may be either steady or intermittent. It can be due

to worn, chipped, rough or cracked gears. As the gears continue to wear, the
noise may take on a grinding sound. It will be the loudest in the gear position
that throws the greatest load on the worn gears.
Bearing trouble often causes a hissing noise that develops into a bumping or
thudding sound as the bearing wears. Metallic rattles may be caused by worn
or loose parts in the shift linkage, or by gears loose on the shaft splines.
Sometimes noise from defective cushions springs in the clutch friction disc or
from the engine vibration damper carry into the transmission. Typically, this
noise is heard only at certain engine speeds.
While diagnosing transmission noise, listen carefully to determine in which

gear position the noise is loudest. This information helps pinpoint the worn or
defective parts.
6. Transmission Noisy in Neutral
Noise heard with the transmission in neutral and the clutch engaged may be
caused by transmission misalignment with the engine. It may also be caused
by a defect in any of the parts that are rotating. Possible causes include a worn
or dry bearing, a worn gear, a worn or bent countergear, or excessive
countergear endplay.
7. Transmission Noisy in Reverse
Noise in reverse is probably due to a

damaged or worn reverse idler gear
or bushing, reverse gear on the
mainshaft or countergear. A
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damaged shift mechanism will also
Figure LO3-6. Manual transmission with a broken
cause noise in reverse.
mainshaft which prevents power flow through
the transmission. (Toyotal Motor Sales USA, Inc.)
8. No Power Through Transmission
If no power flows through the

transmission when it is in gear and
the clutch engaged, the clutch may
be slipping. Internal transmission
causes include teeth stripped from
gears, a broken shift fork or linkage
part, splines shared off and a broken
gear or shaft.
9. Transmission Oil Leaks
Figure LO3-7 shows various places

lubricant may leak from a manual
transmission. If the lubricant in the
transmission is not the correct type,
it may foam excessively. The foam
will completely fill the case and then
begin to leak out. To prevent
foaming, fill the transmission with
the specified lubricant to the proper
level. An overfilled transmission, a
loose drain plug or fill or fill plug,
and a cracked transmission case or
extension housing will also leak oil.
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Figure LO3-7. Various places lubricant may leak
from a manual transmission. (Ford Motor
Company)
Table LO3-1 Manual Transmission Troubleshooting Chart

PROBLEM POSSIBLE CAUSE REMEDY
Will not shift  Control lever assembly broken or  Replace control lever and housing
(control lever damaged assembly
moves)
 Damaged offset lever, shift fork,  Remove extension or adapter and
selector plate or selector arm case cover. Check for damaged
parts. Replace damaged parts
Hard shift or  Clutch not releasing  Adjust or replace clutch
control lever  Improper or low transmission  Add or drain and replace with
will not move lubricant proper
into gear
 Lubricant (refer to paragraph 2-4
 Shifter shaft or shift rail binding  Remove extension or adapter and
case
 Cover. Check for damaged parts.
 Binding of sliding synchronizers or Replace damaged parts
gears  Remove extension or adapter and
case cover.
 Reach down into transmission and
 Check that synchronizers and
gears (parts
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 With shifting grooves) slide freely
on shafts.
 Remove and replace damaged
 If reverse only, seized backup parts.
switch  Remove and check backup
 Worn or damaged flywheel pilot switch.
bushing  Replace if seized
 Bell housing misaligned  Replace pilot bushing
 Align bell housing to within 0.010
inch TIR on face and in bore.
Gears clash  Engine idle speed too high  Adjust idle speed to specifications
when  Clutch damaged or out of  Adjust or replace clutch
shifting adjustment  Disassemble and check bearing
 Pilot bearing between input shaft rollers,
and output shaft binding  Input shaft ID and output shaft
OD.
 Damaged synchronizer  Replace damaged parts
 Disassemble and check for
damaged
 Bell housing misaligned  Synchronizer parts. Replace
damaged parts
 Damaged gear or gears  Align bell housing to within 0.010
inch TIR on face and in bore
 Disassemble and check for gear
 Worn or damaged flywheel pilot damage.
bushing  Replace damaged gears
 Replace pilot bushing
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Transmission  Loose transmission or flywheel  Torque bolts to specifications.
jumps out of housing Realign if necessary
gear  Bolts, improper alignment  Disassemble and check for worn
 Synchronizer damaged or or damaged synchronizer parts.
excessively worn Replace damaged parts

 Disassemble and check blocking
 Blocking ring damaged, worn ring for Damaged parts
index slots or friction surfaces  Disassemble and check. Replace

worn or damaged worn or damaged parts. Reshim if
 Excessive countershaft end play roller bearings used.

 Disassemble and check for wear
 Shifting fork loose on shaft or rail; or damage.
worn or damaged fork or inserts

Transmission  Fork or offset lever loose on shaft  Remove extension or adapter and
locked in one or rail case cover. Check for loose parts
gear on shifter shaft or rail. Replace
roll pin(s). If still loose, replace
shaft or rail and/or attached parts
as required
 Worn or damaged forks, offset  Remove extension or adapter and
lever, shaft or rail case cover. Check for wear or
damage,
 Worn or damaged synchronizer  Replace damaged parts
 Disassemble and check for worn
or damaged synchronizer parts.
 Worn or damaged gears Replace worn or damaged parts
 Disassemble and check for worn
or damaged gears. Replace worn
or damaged gears
Transmission  Improper or low transmission  Add or drain and replace with
noise. NOTE: lubricant proper lubricant (refer to
Make sure paragraph 2-4)
noise is  Loose bolts or other attaching  Make sure al attaching parts are
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coming from parts torqued to specifications
transmission  Check alignment and correct if
and not clutch  Improper flywheel housing to necessary per vehicle service
release engine crankshaft alignment manual
bearing or  Noisy transmission bearings  Disassemble and check bearing,
other bearing rollers and parts in and
components. on which they operate for wear or
damage.
 Replace worn or damaged parts
 Noisy gears  Disassemble and check for worn
or damaged gears (including
speedometer gear). Replace worn
or damaged gears
Transmission  Leakage from other components  Verify transmission leakage.
leakage Thoroughly clean all exposed
surfaces, then check for leaks
 Vent or breather clogged  Remove vent or breather and

clean or replace
 Too much or improper lubricant  Remove fill plug to check for

excess, or drain and replace
 Loose bolts at sealing faces  Torque bolts to specifications
 Improperly applied sealant  Separate and thoroughly clean

leaking surfaces. Reapply sealant.
Replace parts and torque bolts to
specifications
 Worn or damaged oil seal
 Replace oil seal
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Manual-Transaxle Trouble Diagnosis
1. The manual transaxle includes a transmission section and a drive-axle or

differential section. Diagnosing trouble in the transmission section is similar to
trouble-diagnosis of a manual transmission. Take a road test with the driver, if
possible. Find out when the trouble occurs. Then refer to the trouble-diagnosis
chart in the vehicle service manual.
Figure LO3-8 is a chart that lists various manual-transaxle troubles and their
possible causes. The chart can be used as a guide when diagnosing trouble in
manual transaxle and drive train of a front-wheel-drive vehicle. If the trouble is
in the transmission section of the transaxle, the Manual Transmission Trouble-
Diagnosis Chart may also be helpful.
2. Manual Transaxle and Drive Train Noise
In a front-wheel-drive vehicle, the entire drive train is almost under the driver’s
feet. This makes any drive-train noise more noticeable than in a rear-wheel-
drive vehicle. The noise can vary with vehicle size, type and size of engine, and
amount of body insulation.
Noises that sound like they are coming from the drive train may actually be
coming from the tire, road surface, wheel bearings, engine or exhaust system.
Transaxle gears may produce some noise during abnormal operation. If the
noise annoys the driver, determine if it is excessive. Listed below are the steps
in a typical procedure for identifying the source of manual transaxle and drive-
train noise.
a. Road test the vehicle by driving it on a smooth, level, paved road. This will
reduce tire and road noise to a minimum.
b. Drive the vehicle long enough to warm all lubricants.
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c. Note the speed at which the noise occurs and in which gear.
d. Stop the vehicle in a safe area. Shift to neutral and listen for the noise. Then
depress the clutch pedal, shift into gear and listen for the noise.
Complaint Possible Cause

1. Noise is the same in drive or coast. a. Road noise
b. Tire noise
c. Front-wheel bearing noise
d. Incorrect drive-side angle [standing
height]
2. Noise changes on different types of a. Road noise
road. b. Tire noise
3. Noise tone lowers as car speed is a. Tire noise
lowered.
4. Noise is produced with engine running, a. Engine noise
whether vehicle is stopped or moving. Transaxle noise
c. Exhaust noise
5. Knock at low speeds. a. Worn CV joint
b. Worn side-gear-hub counterbore in
differential
6. Noise loudest during turns. a. Differential-gear noise
7. Clunk on acceleration or deceleration. a. Loose engine or transaxle mounts
b. Worn differential pinion shaft in case, or
side-gear-hub counterbore in case worm
oversize
c. Worn or damaged inboard CV joint
8. Clicking noise in turns. a. Worn or damaged outboard CV joint
9. Vibration a. Rough wheel bearing
b. Damaged drive-axle shaft
c. Out-of-round tire
d. Tire unbalance
e. Worn CV joint
f. Incorrect drive-axle angle
10.Transaxle noisy in neutral. a. Damaged input-shaft bearing
11.Transaxle noisy in gear. a. Damaged or worn output-shaft gear
b. Damaged or worn synchronizer
12.Transaxle noisy in reverse a. Worn or damaged reverse idler gear or
idler bushing
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b. Worn or damaged synchronizer
13.Transaxle noisy in all gears. a. Insufficient lubricant
b. Damaged or worn bearings
c. Worn or damaged input shaft or output
shaft
14.Transaxle jumps out of gear. a. Worn or improperly adjusted linkage
b. Transaxle loose on engine
c. Shift linkage binds
d. Bent or damaged shift cables
e. Front-bearing retainer broken or loose
f. Dirt between clutch housing and engine
g. Soft gearshift lever seal or boot
15.Hard shifting into gear. a. Gearshift linkage out of adjustment or
needs lubricant
b. Clutch not disengaging
c. Internal trouble in transaxle
16.Transaxle sticks in gear. a. Gearshift linkage out of adjustment,
disconnected, or needs lubricant
c. Internal trouble in transaxle
17.Gears clash when shifting. a. Incorrect gearshift adjustment
c. Clutch linkage needs adjustment
d. Internal trouble in transaxle
18.Transaxle oil leaks. a. Drive-axle seals faulty
b. Excessive lubricant in transaxle
c. Loose or broken front-bearing retainer
d. Front-bearing retainer O ring or lip seal
damaged
e. Lack of sealant between case and clutch
housing or loose clutch housing
f. Gearshift-lever seal leaks
e. Determine during which of the following driving conditions the noise is

noticeable.
- Driving – light acceleration or heavy pull.
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- Float – constant vehicle speed with light throttle on a level road.
- Coast – partly or fully closed throttle with transaxle in gear.
- All of the above.
f. After testing the vehicle, consider the following

- If the noise is the same in drive or coast, it could be due to excessive
angle of the drive axles or halfshafts. The front suspension may be
binding or the springs may be weak. This could cause the drive-axle
universal joints or CV joints to be driving through an excessive angle.
- A knock at low speed could be caused by worn CV joints or by worn
counterbores in the side-gear hubs in the differential.
- A clunk or acceleration or deceleration could be caused by loose engine
or transaxle mounts, wear in the differential and worn or damaged CV
joints.
- Other causes of noise are listed in the Manual Transaxle Trouble-
Diagnosis Chart. The noise may occur when the transaxle is shifted into
only one of the forward gears (item 11 in the Chart). Then a possible
cause is defective synchronizer or output-shaft gear for that speed.
- Bearing noises are described in Figure LO3-15.
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Figure LO3-9. Manual transaxle and drive train for a front-wheel drive vehicle (Chrysler
Corporation)
3. Ball and Roller Bearing Noise
Ball and roller-bearings are used to support the shafts in the manual transaxle
and drive train. When these bearings become defective, they usually produce a
rough growl or grating noise rather than the whine that is typical of gear noise.
If transaxle bearing noise is suspected, the transaxle must be removed and
disassembled so the bearings can be inspected. Two other bearings that may
become noisy are the differential side bearings and the wheel bearings.
a. Differential Side-Bearing Noise. The differential side-bearings are

overloaded. Their noise will not lessen or disappear if the vehicle is run with
the wheels off the ground. Noise in this area can easily be mistaken for
wheel-bearing noise.
Careful: Follow the procedure in the vehicle service manual for running the vehicle with the
drive wheels off the ground. If the wheels rotate while hanging, the excessive drive
angle may damage the CV joints. Support the vehicle with safety stands placed under
the specified lift points.
b. Wheel-Bearing Noise. A rough wheel bearing produces a vibration or growl

which continues when the vehicle is coasting with the transaxle in neutral.
The sound from a wheel bearing that is not preloaded should lessen when
the vehicle is run with the wheels off the ground. A brinelled bearing causes
a knock or click about every two wheel revolutions. The bearing race is
brinelled when it has an indentation caused by a ball or roller. To check for
brinelling, spin the wheel by hand.
4. Defective Power-Train Mount
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A defective engine or power-train mount may cause a variety of clutch and
transaxle troubles. If the mount breaks, the engine transaxle assembly may
move too much.
This can prevent clutch
disengagement which results in gear
clash when shifting. Excess
movement can cause the transaxle
to jump out of gear. A defective
mount may also make noise and
transmit engine vibration to the
vehicle body.
To check the power-train mounts:

Figure LO3-10. Rubber-block type of manual-
1. Raise the engine slightly to
transaxle mount. (Pontiac Division of General
remove weight from the mounts Motors Corporation)
and place a slight tension on
them.
2. Watch the mounts while raising
the engine.
3. Replace a rubber mount if it has
cracks in the rubber, rubber
separation from a mount metal
plate, or a split through the
center of the rubber.
4. Replace a hydraulic mount if it is leaking fluid. Movement between a mount
metal plate and its attaching point indicates loose fasteners.
5. Tighten the nuts or screws to the specified torque.
Manual-Transmission Maintenance
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The manual transmission does not
need periodic service or routine
maintenance. Transmissions operated
by external linkage from the gearshift
lever may require a shift-linkage
adjustment. Follow the procedure in
the vehicle service manual. Typically,
this adjustment is made by
disconnecting the rods from the levers
on the transmission. Then place the
gearshift lever and the transmission
lever in neutral. Adjust the linkage by
turning the threaded pins on the rods
until the pins will slip in and then clip
into the transmission levers.
An automotive manual transmission

holds about three quarts or liters of
lubricant. Changing the lubricant is not
required unless it becomes
contaminated or internal damage
occurs in the transmission. Check the
lubricant level periodically. A loss of
lubricant indicates leakage.
Figure LO3-1. Checking lubricant level in manual

To check the lubricant level in the transmission. (General Motors Corporation, Ford
transmission: Motor Company)
1. Park the vehicle on a level

surface.
2. Turn the ignition key OFF and
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set the parking brake.
3. Clean any dirt and grease from around the fill plug. Then remove the fill
plug using the proper wrench or socket.
4. Check the lubricant level. It should be even with the bottom of the hole.
5. If low, add the lubricant specified by the vehicle manufacturer. Different

transmissions require different lubricants, and some should not be mixed.
6. When the lubricant reaches the proper level, install the fill plug.
7. Tighten it to specified torque.
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Self-Check LO3-1
Select the best answer.
1. Hard shifting into gear may be caused by

a. a defective synchronizer
b. an improperly adjusted clutch
c. a twisted mainshaft
d. all of the above
2. The transmission may stick in gear because of all the following except
a. gearshift linkage out of adjustment
b. clutch not disengaging
c. stiff gearshift-lever boot
d. synchronizer sleeve binding
3. Technician A says the transmission may jump out of gear because of worn
splines in the synchronizer sleeve. Technican B says the transmission may
jump out of gear because of worn external teeth on the gear. Who is right?
a. A only
b. B only
c. both A and B
d. neither A nor B
4. Gear clash while shifting could be caused by

a. loose gears on the mainshaft
b. clutch not engaging
c. broken shift fork
d. worn synchronizer ring
5. Noise from the transmission in gear could be caused by
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a. a worn or loose pilot bearing
b. excessive lubricant
c. worn or damaged gear teeth
d. all of the above
6. Noise from the transmission in neutral could be caused by

a. clutch not engaging
b. worn or dry bearing
c. chipped or broken teeth on mainshaft gears
d. defective extension-housing seal
7. Noise from the transmission in reverse could be caused by

a. worn or damaged reverse idler gear
b. defective front-bearing retainer
c. clutch not disengaging
d. all of the above
8. Transmission oil leaks may be caused by all the following except

a. jumping out of gear
b. foaming due to incorrect lubricant
c. excessive lubricant
d. damaged or missing oil seals
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Review Questions
1. What is the importance of road testing the car with the customer?
2. Describe how to road test a vehicle to locate manual-transaxle and drive-

train noise.
3. How can you identify differential noise and wheel-bearing noise in a front-
wheel drive vehicle?
4. Explain how to clean and inspect manual-transmission parts.
5. Describe how to inspect ball and roller bearings.
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Answer Key LO3-1
1. D
2. C
3. A
4. D
5. D
6. B
7. A
8. B
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PERFORMANCE TEST
Learner’s Name: Date:

Test Attempt
Competency: Overhaul Manual Transmission 1st 2nd 3rd
Directions: OVERALL EVALUATION

Level
Achieved PERFORMANCE LEVELS
CALL INSTRUCTOR. Ask
4 – Can perform this skill without supervision and with
instructor to assess your
initiative and adaptability to problem situations.
performance in the following 3 – Can perform this skill satisfactorily without
critical task and performance assistance or supervision.
2 – Can perform this skill satisfactorily but requires
criteria below.
some assistance and/or supervision.
1 – Can perform parts of this skill satisfactorily, but
You will be rate based on the requires considerable assistance and/or supervision.
overall evaluation on the
Instructor will initial the level achieved.
right side.
PERFORMANCE STANDARDS
For acceptable achievement, all items should receive a “Yes” Yes No N/A
or “N/A” response.
1. Transmission gear oil was drained as
per recommended procedure
2. Transmission jack is positioned per
recommended procedure in accordance with safety
3. Transmission associated components
were dismounted properly and conducted in correct sequence
4. Transmission attaching bolts and nuts
are removed according to sequence and loosening pattern
5. Vehicle and workshop safety procedure
is applied
6. Personal and equipment safety is
applied
7. Manual transmission is disassembled
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in correct steps and procedure as per specification
8. Dismantled parts accurately logged
and marked
9. Parts rinsed and washed with
appropriate solution
10. Damaged parts replaced,
reconditioned according to specification
11. Appropriate tools are use as per job
requirement, vehicle safety procedure is applied
12. Personal safety procedures is observed
throughout the activity
13. Work out, cracked parts, gear back
laser and end play were inspected and accurately identified
14. Defects identified and corresponding
recommendation is given
15. Instruments and testers are accurately
used
16. No damage during inspection
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Record of Achievement
Module: Overhaul Manual Transmission
Learning Outcome #1 - Pull-out and dismount manual transmission and associated
components
Performance Criteria:
1. Transmission gear oil is drained as per recommended procedure
2. Transmission jack is positioned per recommended procedure in accordance with

safety
3. Transmission associated bolts and nuts are removed according to sequence
4. Transmission attaching bolts and nuts are removed according to sequence and
loosening pattern
5. Vehicle and workshop safety procedure is applied
6. Personal and equipment safety is applied
COMMENTS:
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…………………………………………………………………………………………………………………………………
Learner has satisfied the above performance criteria.
Learner’s signature: ……………………………………….

Trainer’s signature: ………………………………………..
Date: ……………………………………………………….
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Learning Outcome #2 - Disassemble manual transmission
1. Dismantled parts accurately logged and marked

2. Parts rinsed and washed with appropriate solution
3. Damaged parts replaced, reconditioned according to specification
4. Appropriate tools are use as per job requirement, vehicle safety procedure is
applied.
5. Personal safety procedures is observed throughout the activity
COMMENTS:
…………………………………………………………………………………………………………………………………
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…………………………………………………………………………………………………………………………………
…………………………………………………………………………………………………………………………………
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…………………………………………………………………………………………………………………………………

Date: ……………………………………………………….
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Learning Outcome #3 – Inspect and check manual transmission components
1. Work out, cracked parts, gear back laser and end play were inspected and
accurately identified
2. Defects identified and corresponding recommendation is given

3. Instruments and testers are accurately used
4. No damage during inspection
COMMENTS:
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Date: ……………………………………………………….
Terms and Definitions
1. Power train - revolving components involved in the transmission of power

from the engine to drive wheels.
2. Gear ratio - the number of revolutions the driving gear must take to turn
the driven gear one revolution
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ALT723315
3. Torque – a turning or twisting force
4. Backlash – the clearance or play between two gears in mesh
5. Endplay – end-to-end movement in a gear shaft due to bearing clearances
6. Preload – adjustment of antifriction bearings so that they are under mild

pressure; tested by the amount of torque in inch pounds required to turn
the shaft
7. Gear reduction – a combination of gears used to reduce the input speed to

a lower output speed
8. Constant mesh – gears that are always in mesh with each other
9. Splines – multiple keys in the general form of internal and external gear
teeth, used to prevent rotation of shaft
10. Auxiliary transmission – a unit mounted behind the main transmission to

provide supplemental gearing
(Note: This provides greater reduction, closer splits, or an overdrive.)
11. Flywheel – a rotating metal disc on the rear of a crankshaft designed to

even out power surges during power strokes and deliver energy back
during other strokes
12. Clutch – a device that connects or disconnects a power source from the
part it operates to provide a smooth transmission of torque to working
parts in movement
13. Transmission – a device in a power train that increases torque by changing

gear ratios, permitting a vehicle to move at varying speeds in both forward
and reverse
14. Drive line – components that transmits torque from the transmission to the
differential; made up of one or more drive shafts with universal and slip
joints
15. Herringbone gears – are really double helical gears with teeth angles
reversed on opposite sides
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16. Planetary gears – the outer ring gear has internal teeth which mate with
teeth on smaller planet gears; these gears mate with a center or sun gear
17. Worm gear – the worm gear is actually a screw; the mating gear has teeth
which are curved at the tips to permit a greater contact area; it is capable
of high speed reduction
18. Rack and pinion – converts straight motion into rotary motion and vice
versa
19. Plain bevel gears – these gears permit the power flow to turn a corner;
the gear teeth are cut straight on a line with the shaft
20. Spiral bevel gears – these gears permit the power flow to turn a
corner; the teeth are cut at an angle and used where higher speed and
strength are required
Code No. Page #

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CBLM Automotive CORE Servicing Suspension System NC II

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COMPETENCY BASED LEARNING MATERIALS

Service Suspension System

Servicing Suspension System

FERNANDEZ COLLEGE OF ARTS &

Welcome to the module Servicing Suspension System”. This module

The unit of competency “Service Suspension System” contains the

You are required to go through a series of learning activities in order to

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Recognition of Prior Learning (RPL)

If you can demonstrate to your trainer that you are competent in a

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This module is prepared to help you achieve the required competency, in

- Most probably your trainer will also be your supervisor or manager.

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At the end of this module, you will be able to:

1. Pull-out and dismount manual transmission and associated components;

1.1 Transmission gear oil is drained as per recommended procedure

1.2 Transmission jack is positioned per recommended procedure in accordance

1.5 Vehicle and workshop safety procedure is applied

1.6 Personal and equipment safety is applied

2.1 Manual transmission is disassembled in correct steps and procedure as per

2.2 Dismantled parts accurately logged and marked

2.3 Parts rinsed and washed with appropriate solution

2.4 Damaged parts replaced, reconditioned according to specification

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3.2 Defects identified and corresponding recommendation is given

3.3 Instruments and testers are accurately used

3.4 No damage during inspectio

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Learning Outcome #1: Pull-out and dismount manual transmission

1. Transmission gear oil is drained as per recommended procedure.

2. Transmission jack is positioned per recommended procedure in accordance

3. Transmission associated components were dismounted properly and

4. Transmission attaching bolts and nuts are removed according to sequence

5. Vehicle and workshop safety procedure is applied.

6. Personal and equipment safety is applied.

Tools and Equipment Supplies and materials

 Jack stand  Paint brush

 Drop light  Soap

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 Jack  Masking tape

 Hand tools  Mechanic's wire

1. Automotive Mechanics 10th Edition by Willia H. Crouse and Donald L. Anglin,

3. Manual Transmission & Drive Trains by Jhon H. White, pp 453-460

Information Sheet LO1-1 Purpose of Transmission or Transaxles

There are three reasons for having a transmission or transaxle in the

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Difference between transmissions and transaxles

The manual transmission is an assembly of gears, shifts and related parts.

The manual transaxle is also an assembly of gears and shafts. It attaches to a

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Manual transmissions and transaxles

been widely used. (ZF of North America, Inc.)

They provide first,