Page 431
bearing is turned the right way (see illustration).
\.
S5239
BLEEDING THE CLUTCH SYSTEM, L.H.D.-CAR
POSITIONING THE RELEASE BEARING
5. Pump one or more times until all air has been expelled
from the system.
6. Close the slave cylinder bleeder nipple.
7. Check that all air has been expelled by pushing down
the clutch pedal.
BLEEDING THE MASTER AND SLAVE CYLINDER
1. Connect a hose (about 1/4" or 6 mm ID) to the slave
cylinder bleeder nipple, and place the free end in a
collecting vessel part-filled with hydraulic brake fluid.
2. Fill the master cylinder header tank with brake fluid.
"A"
"B"
Master cylinder, clutch
Container for clutch fluid (combined with brake
fluid container)
3. Open the bleeder nippie on the slave cylinder a half
turn.
4. Place the coolant system tester over the filler opening
of the master cylinder (see illustration).
SA_4'B
412-5
....
Page 432
GENERAL
4-speedtransmission
Manualtransmission
The transmission is designed for front-wheel drive in such
a way that all shafts and gears, the differential and inner
universal joints form an integral unit.
The transmission incorporates a four-speed gearbox. There
is synchronization on all forward gears while reverse is engaged by a sliding gear. The shafts are journalled in the
transmission case with ball and taper roller bearin~s. The
pinion shaft gear wheels are jour-nalled on bushes. AI_I
gear wheels except reverse are continuously engaged and
have spiral-cut teeth.
The front of the transmission assembly consists of a primary gear which transmits the engine power via the clutch
to the gearbox itself. The latter is located underneath the
engine, and part of the transmission case serves as an engine oil sump.
The operation of the transmission is illustrated in the diagram. Shaft power is transmitted through the clutch and
primary gear to the input gear in the gearbox. When the
car is being driven in 1st gear, power is transmitted by
the intermediate gear to the pinion shaft through the No.
1 gear, which is journaled on the pinion shaft and locked
to it by a sliding muff.
For driving in 2nd or 3rd, power is transmitted to the
MANUAL TRANSMISSION, 4.SPEED
pinion in the same way but with No. 2 or No. 3 locked
to the pinion shaft by a coupling muff. For driving in top
gear, the input shaft in the gearbox is locked to_the pinion
shaft direct by a coupling muff, i.e. in this·case power is
not transmitted through the intermediate gear. Reverse.
drive is provided by an extra reverse gear shaft. A gear
~
S8123
-4-SPEED TRANSMISSION,
EXPLODED VIEW
1. Up to and incl. gearbox No. 817 .000
2. As from gearbox No. 900001 resp. S 00001
430-1
SAAB
Page 433
2
UP TO AND INCL.
GEARBOX NO. 817.000
2
1
l
AS FROM GEARBOX NO
900001 RESP. S 00001
4
3
4-SPEED TRANSMISSION,
5
S 6124
SCHEMATIC DIAGRAM
1. Clutch shaft
2. Primary gear
3. Free wheel
4. Intermediate gear
5. Reverse gear shaft
6. Pinion shaft
7. Differential housing
B=Reverse gear
journaled on this shaft is in constant engagement with 1st
gear on the intermediate gear. The gear pinion can be engaged with a gear on the pinion shaft. This gear is placed
behind the 1st gear on the pinion shaft. Thus when the
car is being driven in reverse, power is transmitted from
the intermediate gear to the reverse gear, and thence to
the pinion shaft. This arrangement reverses the sense of
rotation of the pinion shaft.
SA.Ml
430-2
Page 434
5-speed transmission
The transmission is designed for front-wheel drive in such
a way that all shafts and gears, the differential and inner
universal joints form an integral unit.
The transmission incorporates a five-speed gearbox. There
is synchronization on all forward gears while reverse is engaged by a sliding gear. The shafts are run in ball bearings
and conical roller bearings in the gearbox casing.
The countershaft gears are mounted on needle bearings,
the constant gear is run on individual balls. All gear
wheels except reverse are continuously engaged and have
spiral-cut teeth.
The front of the transmission assembly consists of a primary gear which transmits the engine power via the clutch
to the gearbox itself. The latter is located underneath the
engine, and part of the transmission case serves as an engine oil sump.
The operation of the transmission is illustrated in the diagram. Shaft power is transmitted through the clutch and
primary gear to the input gear in the gearbox. When the
car is being driven in 1st gear, power is transmitted by
the intermediate gear to. the pinion shaft through the No.
1 gear, which is journaled on the pinion shaft and locked
to it by a sliding muff.
MANUAL TRANSMISSION, 5-SPEED
For driving in 2nd, 3rd or 4th power is transmitted to the
pinion in the same way but with No. 2 or No. 4 locked
to the pinion shaft by a coupling muff. For driving in the
5th gear, the input shaft in the gearbox is locked to the
pinion shaft direct by a coupling muff, i.e. in this case
power is not transmitted through the intermediate gear.
5-SPEED TRANSMISSION
430-3
SAAB
Page 435
2
1
6
4
9
3
3
l
2
4
5
Reverse drive is provided by an extra reverse gear shaft.
A gear journaled on this shaft is in constant engagement
w·ith 1st gear on the intermediate gear. The gear pinion
can be engaged with a gear on the pinion shaft. This gear
is placed behind the 1st gear on the pinion shaft. Thus
when the car is being driven in reverse, power is transmitted from the intermediate gear to the reverse gear,
and thence to the pinion shaft. This arrangement reverses the sense of rotation of the pinion shaft.
l
5-SPEED TRANSMISSION,
S 7459
SCHEMATIC DIAGRAM
1 . Clutch shaft
2. Primary gear
3. Free wheel
4. Intermediate gear
5. Reverse gear shaft
6. Pinion shaft
7. Differential housing
8. Input shaft
9. Input countershaft gear
B= Reverse gear
rn
ID
1s 7443
TRANSMISSION
OF POWER
-J.
430-4
Page 436
5-SPEED GEARBOX, LUBRICATING SYSTEM
General
The gearb_oxcomponents are lubricated by the oil in the
gearbox sump. The oil is led through distribution channels to the same level in the primary gear housing, the
gearbox housing and the final drive housing. A ball valve
is installed in the primary gear housing to prevent changes in the level of the lubricant when driving downhill,
thereby ensuring that the final drive unit is properly lubricated.
Lubrication
The crown wheel and the countershaft gears are partially
submerged in oil. When the transmission is in motion the
oil is delivered to the primary gear chain housing via an
oil catcher. The oil collected here forms a sump which
lubricates the chains, sprockets and input shaft bearing.
Excess oil is returned to the primary gear housing and
the gearbox housing via two oil catchers which lubricate
the pinion shaft gear. The oil passesthrough drilled channels in the input and pinion shafts and via connecting
pipes to 4 lubrication points on the pinion shaft for the
gear bearings.
Ventilation
A vent in the panel on the chain house cover compensates the pressure changes in the gearbox.
Refilling the gearbox with oil after repair or reconditioning
Add 0.5 pint oil to the chain housing through the panel
in the chain housing cover and the remaining 4.8 pints
oil should be used to fill the gearbox. Approx. 4.6 pints
oil will flow through the aperature into the primary gear
housing. The lower periphery of the aperature is on the
same level as the maximum mark on the dip stick.
Oil
Engine oil is used for lubrication and should only be
changed in connection with repair or recondition of the
gearbox. The oil level should be topped-up using the oil
recommended in the specification. The oil level should be
checked using the dipstick on the right-hand side of the
gearbox.
430-5
Page 437
Oil level
11nllt1111
·
LUBRICATION
S 7464
SYSTEM
Page 438
PRIMARY GEAR
Up to and incl. gearbox No. 817000, the primary gear
consists of a gear transmission comprising a gear train
which transmits the power from the clutch shaft, an intermediate gear and a gear on the input shaft to the gearbox.
TRANSMISSION CHAIN WITH TENSIONER
PRIMARY GEAR
As from gearbox No. 900001 and S 00001 (cars with
turbo engines), the primary gear consists of a chain
transmission comprising three simple chains. Located
between the chains is a chain tensioner comprising two
spring-loaded tensioner pads with hydraulic damping.
Oil flows continuously from the primary gear case to the
oil trap of the chain tensioner housing. Non-return valves
providing an hydraulic damping function are located in
the passagesbetween the oil trap and the chain tensioner
cylinders.
430-7
SYNCHRONIZATION
Synchronization works as follows (see illustration).
When the coupling muff is about to engage with the
coupling teeth of e.g. secor,d gear, the internal tapering
of the muff first makes contact with the spring-loaded
synchronization ring which is engaged with the gear
wheel. In its outermost position, the synchronization
ring can turn appr. half the pitch of one tooth in relation
to the gear. If the second gear is running at a different
speed to the pinion shaft at the time when second gear
is about to be engaged, and the muff is starting to move
towards second gear position, the muff will be blocked
by the teeth on the synchronization ring which turned
in relation to the teeth of the pinion. Friction between
the taper in the muff and the synchronization ring will
cause the muff and gear to run at the same speed, whereupon the torque acting on the synchronization ring will
be reduced. It will now be possible for the teeth on the
synchronization ring and the coupling muff to slide in
over the teeth on the pinion.
Page 439
5
3 2
1 2
3 4
BRAKING DEVICE FOR REVERSE GEAR
DIFFERENTIAL, ETC.
S 4545
SYNCHRONIZER
UNIT
1. Synchronizer sleeve
2. Sunchronizer ring
3. Spring
4. 1st gear wheel
5. 2nd gear wheel
The differential assembly consists of two differential
gears and two front axle gears, one for each front axle.
All these gears have straight beveled teeth. The axle gears
are splined to the ends of the inner drivers. The crown
wheel, which is driven from the transmission by the pinion shaft, is screwed to the differential case.
The speedometer drive gear is secured to the differential
case by a lock ring. Its rotation is transmitted by a worm
gear to the speedometer cable attachment.
As from gearbox Nos. 900001 and S 00001 (transmission
with chain-drive primary gear), the gearbox has been
fitted with a braking device which provides smoother
gear-changing when reverse is selected. The device comprises a spring mounted on the gear selector rod. When
reverse gear is selected, the spring applies a light pressure
on the gear shift fork for 1st and 2nd gears, whereupon
a braking effect on the gear is achieved by means of the
1st gear synchronization.
430-8