Ford Workshop Service and Repair Manuals

The manual transaxle (M66) was designed for use in front-wheel and four-wheel drive vehicles and for high torques.

Its compact design enables transverse installation in conjunction with 2.5L Duratec-ST (VI5) engine.

The transaxle is equipped with six forward gears.

The benefits:

• Optimized graduation of speed stages

• Lower fuel consumption

• Less noise emission due to lower engine speeds

The transaxle design is based on four shafts, one input shaft and three output shafts. (See also illustration on next page)

All the gears, including the reverse gear, are synchronized:

• Single synchronization - 4th/5th/6th and reverse gear

• Dual synchronization - 3rd gear

• Triple synchronization - 1st/2nd gear

The transaxle has a lifetime filling of synthetic oil.

An aperture is provided for checking the level and topping up.

Ford transmission fluid BO-VC with specification WSS-M2C200-C3 is used.

The total filling capacity is 2.0 liters.

After production startup, the transaxle undergoes a "Black Box Phase" and is therefore not repaired.

Internal Components

Synchronizer rings

Synchronizer ring (Reverse, 4th, 5th, 6th gear)

Double synchronizer ring (3rd gear)

Triple synchronizer ring (1st and 2nd gear)

Triple synchronization is provided for the 1st and 2nd gears.

This synchronization, which is subject to a greater load because of the tractive power, achieves a higher service life and a reduction in the shift force required.

Synchronization is intended to bring the synchronizer hubs with synchronizer clutch and the gear wheel to the same rotational speed. Only then is positive engagement possible.

To achieve this, sloped faces have been provided on all the illustrated components. Until synchronism is achieved, the synchronizer clutch is blocked from engaging with the external splines by a further ring gear on the outer synchronizer ring.

The basis for triple synchronization is a gear wheel with external splines. Its diameter is much larger than that of the friction cone. This creates space for the first synchronizer ring with two friction surfaces and the synchronizer cone also with two friction surfaces. The outer synchronizer cone is virtually unchanged. It is fitted into the synchronizer hub with its recesses in such a way that it can only turn by half a tooth in both directions.

An important aspect for the action of the two friction surfaces is the torque proof connection between the gear wheel and the intermediate ring. At the same time, the two synchronizer rings are also connected together in a torque proof manner via pawls. The synchronizer therefore operates like a multiple wet clutch.

Power flow

When a gear is to be selected, the synchronizing sleeve in question located on the relevant shaft is moved by its selector fork along the synchronizing hub towards the trailing wheel of the desired gear. The synchronizing sleeve and synchronizing hub engage and lock the trailing wheel to the hub and the relevant countershaft.

The power flow is transferred from the clutch to the input shaft. The power flow travels from the input shaft to a countershaft via a pair of drives consisting of a gear and a trailing wheel. The trailing wheel is locked to the hub by means of the synchronizing unit, which allows the power flow to be transferred. The power flow is transferred from the countershaft via the final drive pinion to the final drive (ring gear) mounted on the differential.

1st gear

2nd gear

3rd gear

4th gear

5th gear

6th gear

Reverse gear

Internal control

The gearshift mechanism is secured to the transaxle housing by four bolts and may only be replaced as a complete unit in the event of a fault.

Two alignment pins inserted loose in the transaxle housing facilitate installation of the shift unit and hold it in position.

CAUTION:Caution: When disassembling, the inserted alignment pins may fall out of the transaxle housing and into the transaxle when removing the shift unit.

A silicon-like sealing compound is used for the seals.

For the exact procedure, please refer to the current workshop literature.