Page 401
Gear shift forks
28. Return the synchronizer sleeve and the reverse gear
to the neutral position and insert the gear shift forks
Note that springs and poppet balls must be fitted
with tool 78 40 697 before the forks are inserted
in the transmission case.
LOCATING POPPET BALL IN REVERSE SHIFT FORK
Tool 78 40 697
29. Pass the reverse gear shift fork in through the rear
end of the transmission case and collect the tool.
COLLECTING TOOL 78 40 697 WHEN SHIFT FORK RAIL
HAS BEEN DRIVEN IN
Febr 1977
30. Check that the rubber washer and plastic plug have
been mounted in the end cover and the oil collector
in the transmission case end.
31. Fit a new gasket. IMPORTANT! The gasket must
not be glued.
32. Pass the 1st-and-2nd and 3rd-and-4th gear shift fork
shafts through the rear end, positioning them so that
the forks engage with their respective shafts.
33. Do not forget to fit the previously used or newly
selected shims in the end cover after coating them
with a little grease so that they adhere to the end
cover during assembly.
34. Collect the two fixing tools as they are pressed out
at the front ends of the forks, and tighten the end
cover bolts with a torque of 25 Nm (18 ft.lb., 2.5
kpm).
WARNING
Check that the bolt Opposite the reverse gear shift
fork is not too long, which would impede fork
movement,
35. If necessary, adjust the gear shift fork shatts, so
that the forks are not subjected to axial pressure
when a gear is engaged. Roughly the same amount
of clearance should exist between the synchronizer
sleeve and the gear concerned in all gear positions.
" hin
ADJUSTING THE 1ST—2ND AND 3RD—4TH GEAR SHIFT
SHAFTS
36. NOTE! The pinion shaft should be measured and
adjusted as necessary at this point. See section 473.
471-9
Page 402
Differential
37. Refit the differential assembly and spacers, and
tighten the bearing cap screws with a torque of
40 Nm (28 ft.lb., 4 kom). NOTE! Fit the short
screws in the small bearing cap.
NOTE
If the pinion shaft setting has been altered or parts
of the differential assembly renewed, always check
the side clearance of the bevel gear and adjust if
necessary. See section 473.
38.
39.
Aan iq
> =
gy) ar ;
—
Refit the speedometer drive gear.
Coat the top cover with sealing compound and
check that the three gear shift forks in the transmis-
sion case as well as the dogs and catch in the cover
are set at the neutral position. Then fit the cover
on the transmission case.
0)
°o
9)
GEAR SHIFT MECHANISM AND CATCH IN TRANSMISSION
CASE COVER
471-10
40.
41.
42.
43.
—— wore -———sz
on of the gear shift mechanism.
Check that the freewheel hub and an ae
needle bearing are inserted in the wali
freewheel sleeve. The hub should — ed
when twisted to the right. Use tool 8
for assembling.
Check the functi
t seal and drive shaft seals and
he seals so that the dust
ill the space between the
Check the clutch shaf
renew as necessary. Fitt
guard lips face outwards. F
lips with chassis grease.
urface of the clutch housing with
sealing compound and attach the clutch housing to
the transmission case. Turn the clutch shaft so that
it clears the differential. Make sure that the clutch
shaft is not subjected to lateral stress and that the
freewheel hub engages with the splines of the clutch.
Check the sealing rings in the clutch housing and
mount the two output shafts, taking care to avoid
damaging the sealing rings or dislocating the retain-
Coat the sealing s
ing springs.
Smear the clutch shaft splines with graphite grease
and fill the unit with transmission oil.
Febr 1977
Page 403
TRANSMISSION CASE AND END COVER
TRANSMISSION CASE, CLUTCH HOUSING AND END COVER
Transmission case, clutch housing
The transmission unit comprises two principal parts, viz.
the transmission case proper and the clutch housing, these
being correctly positioned in relation to each other by
means of a locating pin. The sealing surface between the
parts has no gasket, but should be coated with a suitable
sealing compound.
End cover
The end cover of the transmission unit is screwed to the
transmission case and sealed with a gasket. Sealing com-
pound must not be used. Inside the transmission case
there is a cup which collects the oil and passes it through
a passage, by means of a rubber washer and a plastic plug,
to the primary shaft. Always make sure that the rubber
washer presses the plastic plug against the end of the shaft
and that the oil passage is not clogged.
Shims located inside the end cover serve to retain the
outer races of the three rear bearings. See table.
A new combination of shims will have to be selected if
the end cover or any of the three bearings in the rear end
of the transmission case are renewed, as otherwise the
bearings will not be properly secured or leakage may oc-
cur at the gasket when the end cover bolts have been tight-
ened. Shims for the three shafts are available in three dif-
ferent thicknesses, viz. 0.004, 0.006 and 0.012 in. (0.1,
0.15 and 0.30 mm). The spare part numbers etc. are
listed in the table.
Febr 1977
Shimming
1. Remove the end cover gasket, and clean the sealing
surfaces of the cover and the transmission case.
2. Make sure that all the bearings are pressed fully home.
3. Place the measuring tool 78 42 370 according to figure
and fit-up to the plane which the end cover seals. The
point of the dial indicator to be fit-up to the machined
plane in one of the bearing positions. The measure-
ment to be made without shims.
NOTE
Always fit a new end cover gasket before measuring.
MEASUREMENT OF REAR END COVER
Tool 78 42 370
471-11
Page 404
—— eS ee Oe
4. Set the dial indicator to zero.
2: Place the measuring tool in the corresponding bearing
in the transmission Case and with the measuring point
towards the rear plane of the transmission case. Read
off the dial indicator,
S 966
MEASUREMENT OF REAR END
Tool 78 42 370
6. Into the bearing position of the end cover, put a shim
combination which corresponds to the read-off mea-
sure. A deviation of + 0.002 in. (0.05 mm) is permissi-
ble.
4-speed transmission
Location of
shims or part Spare part Thickness Thickness
No. in. mm
On primary 70 80930 0.004 0.10
shaft 70 81011 0.006 0.15
70 81029 0.012 0.30
On counter 7080948 0.004 0.10
shaft 70 81 037 0.006 0.15
7081045 0.012 0.30
On pinion 7080955 0.004 0.10
7081052 0.006 0.15
7081060 0.012 0.30
7, Proceed in the same way for the remaining bearing po-
sitions. Check that the dial indicator be fitted in the
proper hole in the measuring tool.
. Refit the end cover.
. Tighten the screws with a torque of 25 Nm (18 ft.lb.,
2.5 kpm).
© ©
CLUTCH SHAFT
utch shaft is borne up in the clutch housing in the
The cl ealing ring is fitted outside the
axial direction only. As
bearing.
Changing the sealing ring
Remove the engine and transmission unit and separate
these two assemblies.
2. Remove the release bearing.
3. Pry the sealing ring out of the clutch housing, using
tool 78 42 206.
REMOVAL OF THE SEALING RING FROM THE CLUTCH
SHAFT
Tool 78 42 206
4. Obtain a new sealing ring and fill the space between
the sealing lips, if these are double, with chassis grease.
Then fit the ring with tool 78 42 206, taking care to
turn it in the correct direction.
471-12 SAAB
Febr 1977
Page 405
4
CLUTCH SHAFT SEAL WITH DOUBLE SEALING LIPS
A. The space between the sealing lips is to be filled with chassis
grease.
B. Turn this side to face transmission case.
ig %a%0°8'O'e"e?9 6
* SS
|
CLUTCH SHAFT SEAL WITH SINGLE SEALING LIP
B. Turn this side inwards, towards the transmission case.
FITTING THE CLUTCH SHAFT SEAL
Tool 78 42 206
5. Refit the release bearing and fit the engine and trans-
mission case together again.
6. Reinstall the power unit in the car.
Febr 1977
Changing the clutch shaft or bearing
Disassembly
1. Lift out the transmission case, remove the inne
r uni-
versal joints, separate the clutch housing from the
transmission case, remove the release bearing and the
clutch shaft sealing ring.
- Remove the retaining ring from the bearing seat inside
the sealing ring, as well as the retaining ring which
forms the rear stop for the locking sleeve on the shaft.
NOTE
This bearing, which is primarily intended to loc
the shaft in the axial direction, has a large radia
clearance in the bearing seat.
ate
I
sleeve and freewheel Operating fork which are n
leased.
the bearing off.
Reassembly
1. Place the rear retaining ring in the clutch housing bear-
ing seat.
2. Press the bearing onto the shaft and refit the two re-
taining rings.
CLUTCH SHAFT WITH BEARING AND FREEWHEEL
OPERATING MECHANISM
. Pull the clutch shaft forwards, and collect the locking
Ow re-
. Remove the retaining rings from the shaft and drive
471-13
Page 406
eee
‘sa ==
. Place the freewheel Operating fork and the locking
sleeve in position in the clutch housing.
Pass the clutch shaft in from the front so that it en-
gages with the locking sleeve. Then fit the rear retain-
Ing ring on the shaft, behind the sleeve.
. Refit the front retaining ring in the clutch housing
bearing seat and check the function of the freewheel
operating mechanism.
. Fit a new sealing ring and replace the release bearing,
filling the space between the sealing lips with chassis
grease first. Attach the clutch housing to the transmis-
sion Case and refit the universal joints.
FREEWHEEL
Disassembly and reassembly
is
Lift the transmission out of the car, dismantle the
universal joints and separate the clutch housing from
the transmission case.
. Rotate the differential so that the large opening for
the differential gear is in line with the freewheel sleeve.
. Insert tool 87 90 321 in the splines of the freewheel hub.
. Position sleeve 87 90 313 against the freewheel sleeve.
Rotate the hub counter-clockwise, withdrawing it at
the same time.
REMOVING THE FREEWHEEL
Tools 87 90 313 and 87 90 321
i order.
Assemble in the reverse
are to be installed, transfer the freewheel assembly in the
packaging sleeve straight onto installation tool 87 90 305.
471-14
When spare-part freewheels
Freewheel hub
When disassembling the freewheel for repairs it is general-
ly sufficient to fit a new hub complete with rollers. If,
however, the freewheel sleeve is also defective, a new pri-
mary shaft must be fitted.
Disassembly
Place a clean rag over the freewheel and tool and press
the hub out of the sleeve.
Clean the hub and rollers with kerosene.
FREEWHEEL ASSEMBLY
1. Ball bearing
2. Freewheel sleeve
5. Clutch shaft
6. Locking device
(primary shaft) 7. Roller
3. Needle bearing 8. Plunger
4. Freewheel hub 9. Spring
Reassembly
IMPORTANT
Fit the hub so that the freewheel engages firmly
when the hub is turned clockwise.
1. Set up the sleeve of tool 87 90 305 in a vise.
Nov 1977
Page 407
oe
9. Orient the hub so that the figures will face outward
when the hub is mounted in the free wheel sleeve
3, Insert drift 87 90 321 into the splines of the hub ena
place the hub inside tool sleeve 87 90 313.
PLACING THE HUB IN THE TOOL
Tool 87 90 305 (87 90 313 + 87 90 321)
4. Insert the springs, plungers and rollers. Turn the hub
to the left with wrench 87 90 321, at the same time
own the roller against the springs with the
lips under the edge of the tool.
easier if two rollers, facing
he hub in the sleeve
pushing d
thumb until the roller s
The installation is made
each other, are put in. Then place t
for centering.
Febr 1977
THE ROLLERS ARE INSTALLED
Tool 87 90 305 (87 90 313 + 87 90 321)
5. When all the rollers have been inserte
just enough to hold the las
otherwise the first one will jump out again.
6. In this position, slide the hub into t
of the tool sleeve, letting the ro
their length so that they will slip easil
wheel drive sleeve. Thi
the sleeve. Push and at the same time twist th
the right with wrench 87 90 3
the free wheel drive sleeve.
d, turn the hub
t one in place in the sleeve —
he unrecessed end
llers project for half
y into the free
s locates the hub in relation to
e hub to
21, to seat the hub in
471-15
Page 408
12 fae eS eee, Chm
COUNTER SHAFT
General
The counter shaft should be disassembled and reassembled
In accordance with the instructions at the beginning of this
section.
The 1st and 2nd speed gears on the counter shaft are car-
ried on needle bearings, whereas the reverse gear slides on
splines. Between the 1st and 2nd speed gears is a synchro.
nizer unit for these gears. The synchronizer units on the
counter shaft and primary shaft are identical. The synchro.
nizer unit is obtainable only as a complete unit, excluding
synchronizer rings.
The counter shaft gear is provided with a friction brake
which serves to take up the gearing backlash.
As from transmission No. F 108911, the 1st and 2nd speeg
gears are directly splined.
S 2475
COUNTERSHAFT WITH GEARS, BEARINGS AND SYNCHRONIZER UNIT,
UP TO AND INCL. TRANSMISSION NO. F 108910
FRICTION BRAKE
General
The counter shaft gear is fitted with a friction brake which
serves to eliminate gearing backlash and thus to reduce
noice.
The device comprises a friction wheel which has one tooth
less than the counter shaft gear, implying that the friction
wheel will turn slowly in relation to the gear during the ro-
tation. Spring loading of the friction wheel provides the
brake power required to counteract the gearing backlash
against the primary shaft.
Installation instructions
When installing the friction brake, note the following
points.
1. Check that the friction wheel has a smooth contact
surface at the teeth, and that the spring tongues are
located within the prescribed distance from the con-
tact surface.
471—16
2S Se a ee Se TL A
S 258
FRICTION WHEEL
Dim. A = 0.146—0.157 in. (3.7—4.0 mm)
2. When installing the friction brake, make sure that the
counter shaft gear is turned so that the machined part
of the hub comes out towards the friction wheel.
. Check that the clearance on the back of the counter
shaft gear at the primary shaft bearing is at least 0.02
in. (0.5 mm), and if not, fit a special shim between
the front counter shaft bearing and the counter shaft
gear.
Febr 1977
Page 409
mh WhND —
Say
FRICTION BRAKE
_ Counter shaft gear
. Friction wheel
. Friction washer
. Retaining washer
Nut
Shim. To be used only if the clearance
at 7 is less than 0.02 in. (0.5 mm)
7. Clearance between bearing and countershaft gear
OohwWN >
PRIMARY SHAFT WITH GEARS, BEARINGS
Sas
Febr 1977
4. After fitting the friction wheel, and when the friction
washer with its retaining tab has been put on, check
that there is some springiness in the spring tongues.
5. Take care not to squeeze the spring tongues when
tightening the counter shaft gear nut. Tighten with a
torque of 80 Nm (58 ft.Ib., 8.0 kpm).
PRIMARY SHAFT
General
embled and reassembled
nning of this section,
ft must be removed
The primary shaft should be disass
in the manner described at the begi
where it is stated that the counter sha
before the primary shaft can be disassembled. The prima-
ry shaft, which is carried in two ball bearings in the trans-
mission case, is made in one piece with the freewheel
sleeve and the counter shaft gear wheel. Carried in needle
bearings on the primary shaft are the 3rd and 4th speed
gears. These are matched with their mating gears on the
pinion shaft. The synchronizer unit is splined between the
speed gears. It is available only as a complete assembly, @X-
cluding synchronizing rings.
The primary shaft has a drilled passage for lubrication of
the 4th speed needle bearings and of the freewheel. Al-
ways make sure that this passage is not clogged. A thrust
washer is fitted against the front primary shaft bearing
and is locked by means of a pin in the shaft to prevent it
from rotating.
AND SYNCHRONIZER UNIT
471-17
Page 410
EEE Ce
pC eee ee. ae
SYNCHRONIZER UNIT
6)
SYNCHRONIZER UNIT
. Gear wheel
. Dog ring
. Synchronizer ring
. Synchronizer hub
. Spring loaded ring
. Synchronizer sleeve
Dog
Secor
NOohWN >
Synchronizer rings
For satisfactory synchromesh function, it is essential that
the synchronizer rings rest correctly against the tapers. If
the ring tilts when pressed against the taper, lapping is cal-
led for.
The ring is lapped by applying fine grain carborundum to
the gear taper and then twisting the ring against this in
both directions.
When the ring fits properly, clean the parts thoroughly to
remove all traces of grinding dust.
When the synchronizer ring is installed, the clearance be-
tween it and the dog ring must be at least 0.04 in. (1 mm),
which leaves an allowance for wear. The clearance, how-
ever, must always amount to at least 0.012 in. (0.3 mm).
A special synchronizer ring for the 1st speed has been in-
troduced, in order to make it easier to engage the 1st
speed gear when driving very slowly and when the car is
standing still. When reconditioning gear boxes as from
gear box No. 139984 — which was the first with 6° syn-
chronizer cone — the said ring should be fitted. With a
view easily to tell the rings apart, three cogs have been
taken away from the new ring for the 1st speed gear.
471-18
Synchronizing force
During a gear change, the synchronizer ring is pressed
against the gear taper with a certain force, the magnitude
of which depends on the tension of the synchronizer
springs located inside the hub. If it is suspected that this
force is incorrect, measure it as described in the following,
using a spring balance or weights.
Place the gear on a flat surface with the taper facing up-
wards. Place the synchronizer rings and the complete syn-
chronizer unit over it.
Lightly oil all the parts. Next, press the synchronizer
sleeve down a few times, causing the ring to take up the
correct position. Now put a ring or similar object on the
synchronizer sleeve and place a weight on top of it. For
the synchronization of the 1st and 2nd speed gears, the
weight shall be 6.5 Ib. (3 kg). The sleeve must not now
move downwards. If, on the other hand, the load is in-
creased by a further 9 Ib. (4 kg), the sleeve should slide
downwards. The force required to move the synchronizer
sleeve over the dog rings on the speed gear should thus
amount to 6.5—15.5 Ib. (3—7 kg). It can be adjusted by
stretching the circular synchronizer springs.
For the 3rd and 4th speed gears, the applicable weight
is 13—20 Ib. (6—9 kg).
In gear boxes of the old design with equal synchroniza-
tion force for all the gears, it is recommended to have —
in connection with reconditioning — the spring loaded
ring for the 1st and 2nd speed gears replaced with the
harder one now used.
Febr 1977