Page 41
9 3
Reverse drive is provided by an idler shaft
for reverse gear. A gear journalled on this
shaft is in constant mesh with Ist gear on
the layshaft. The gear pinion can be enga-
ged with a gearwheel on the pinion shaft.
This gear is located behind the Ist gear on
the pinion shaft. Thus, when the car is
being driven in reverse, power is transmit-
ted from the layshaft to the reverse gear,
and thence to the pinion shaft. This ar-
rangement reverses the direction of rota-
tion of the pinion shaft.
4
5 $4077
5-speed transmission, schematic diagram
1. Clutch shaft
2. Primary drive
3. Layshaft gear cluster
4. Reverse gear
5. Reverse gear shaft
6. Pinion shaft
7. Differential housing
8. Input shaft
9. Constant mesh gear
430—4
§ 4078
Page 42
*-speed transmission, lubricating system
General
The gearbox components are lubrieated by
the oil in the gearbox sump. The oil flows
through distribution oilways to the same
level in the primary qear case, the gearbox
case and the final drive case. A ball valve
is fithed in the Primary gear case to
Prevent changes in the level of the Jubri-
cant when the car is travelling downhill,
Lhereby ensuring that the final drive unit
will be properly lubricated.
Lubrication
The crown whee! and the layshaft gears are
Partially submerged in oil. When the trans-
mission is running, the oil is delivered to
the primary gear chain case 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 case and
the gearbox case via two oil calchers
which lubricate the pinion shaft gear. The
oil flaws through drilled dilways in the
input and pinion shafts and via connecting
pipes to 4 lubrication paints on the pinion
shaft for the qear bearings.
Ventilation
A vent in the panel on the chain case cover
campensates for pressure changes in the
transmission.
Refilling the transmission with oil after
repair or reconditioning
Add 0.5 pint oil to the chain case through
the panel in the chain case cover and the
remaining 4.8 pints ail should be used to
fill the transmission. Approx. 4.6 pints oi]
will flow through the aperture into tho
primary gear case. The lower periphery of
the aperture is on the same level as the
maximum mark on the dipstick.
Oil
Fngine oil is used for lubrication and should
only be changed after repair or recondi-
tioning of the transmission. The oil level
should be topped-up using the oil recam-
mended in the specification. The ofl level
should be checked using the dipstick an the
ringht-hand side of the transmission.
430—5
Page 43
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Page 44
Primary gear
The primary gear consists of a chain Lrans-
mission 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 passages hetween the oil trap and the
chain tensioner cylinders,
Primary gear
Synchromesh mechanism
The synchromesh mechanism works as fol
lows (see illustration). When the synchro-
mesh slecve is about tn engage with the
coupling teeth of second gear, the internal
taper of the sleeve first. makes contact
with the spring-loaded synchromesh ring
which is engaged with the gear wheel. In
its oULermost position, the synchromesh
ring can turn approximately half the pitch
of one tooth in relation to the gear. [f the
second gear is running al a different speed
to the pinion shaft at the time when secand
gear is about Lo be enqaged, and the sleeve
ig slarting to move towards seeand gear
position, the sleeve will be blocked by the
teeth on the synchramesh ring which
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Synchromesh unit
1. Synchromesh sleeve
2. Synehromesh ring
3. Spring
4. Ist speed gearwheel
5. 2nd speed qearwhee!
turned in relation to the teeth of the
Pinion. Friction belween the taper in the
sleeve and the synchramesh ring will cause
the sleeve and gear to run at the same
speed, whereupon the torque acting on the
synchramesh ring will be reduced. It will
now be possible for the teeth on the
synchromesh ring and the synchromesh
sleeve to slide into engagement with the
teeth on the pinion.
430—7
Page 45
The gearbox is fitted with a braking device
which provides smoother qear-changing
when reverse is selected. The device com-
prises a spring mounted on the gear se-
lector rod. When reverse gear is selected,
the spring applies a light pressure to the
gear shift fork for Ist and 2nd gears,
whereupon a braking effect on the gear is
achieved by means of the lst gear synchro-
mesh siceve.
Differential, etc-
The differential assembly consists of two
differential gears and two front axle gears,
ane for each front axle. All these gears
have straight, bevel teeth. The axle gears
are splined to the ends of the inner drivers.
The crown wheel, which is driven fram the
transmission by the pinion shaft, is bolted
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.
Braking device for reverse year
Page 46
a ee eee
Separating the engine from the transmission
Clean the outside of the power unit.
Drain the engine oil.
Remove the cover over the flywheel
ring gear.
4. Withdraw the cluteh shaft using tapp-
- ing-out hammer 8390 270 and joint
87 90 529.
5. Remove the three slave cylinder fixing
bolts,
6. Remove all bolts in the mating flanges
| of the engine and transmission.
7. Carefully lift the engine sway from
the transmission (see illustration), re-
moving the guide sleeve for the re-
lease bearing at the same time.
If the engine and transmission fail to
d separate, never attempt to force them
apart withoul first checking that all
bolts have been removed.
e
431-9
Page 47
The following measures are important
when fitting together the engine and trans-
mission.
Make sure that the mating surfaces
between the: engine and transmission
are scrupulously clean.
Cheek that the two guide sleeves are
fitted in the transmission.
Fit a new gasket on the transmission
flange. Apply Dirko or Bostik Silicon
sealing compound to both the end
flanges indicated in the upper picture.
Apply thread sealing compound to the
six bolts indicated in the lower illustra-
tion.
Assemble in the reverse order.
431-10
Page 48
Ignition and starter switch
To remove the gear lever housing complete
with the ignition and starter switch
1. Disconnect the battery leads.
2. Remove the front passenger seat.
3. Remove the centre console (see page
432-9).
Fold back the carpet and remove the
heater duct.
4. Disconnect the electrical leads to the
ignition switch and _ reversing-light
switch.
5. Unhook the spring from the control unit
(five-speed models only). Undo the re-
taining bolts for the gear lever housing
using special key 87 90 370.
6. Lift up the gear lever housing and
swivel it so that the retaining screws
will become accessible from underneath
and then remove the cover.
(To remove the entire housing, remove
the two screws securing the plastic
bottom section, after which the entire
housing can be removed.)
7. Undo the two securing screws for the
starter switch and remove the switch.
Assembly
1. Insert a screwdriver in the slot (4) and
turn the contact to bring the mark (2)
opposite the arrow (3).
2. Check that the ignition key is in posi-
tion L (locked).
3, Fit the switch with the locating stud
(1) in the matching groove in the gear
lever housing.
432-2
, 1 S 3187
Ignition and starter switch
1. Locating stud
2. Setting mark
3. Arrow
4. Logwheel locating slot
Page 49
otarter switch
1. Grev to 30 5. Red tn
2, Grev/red to 3N ®, Red to
3. Green/white to 15 7. Whiteroqray co 54
4. Green ta § =. Wellow to 50
Page 50
Gear lever lock
- Housing
- Spring
- Locking tongue
- Cogwheel
- Toothed segment
- Lock cylinder
NW EWN
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