Transmission – Function

Design and Function

Applies to: 2007–2016; M66, M66 AWD

Shift cables

Shift cable:

• pulled when 1st, 3rd and 5th gears are selected
• pushed when 2nd, 4th and 6th gears are engaged.

Mechanical transmission cable for lateral travel:

• pulled when the gear selector lever is moved to the position between 1st and 2nd gears
• pushed when the gear selector lever is moved to the position below 5th and 6th. Gives maximum lateral movement when the lever is moved to back-up (reverse) gear.

There is a return spring on the lateral movement lever. The control unit in the transmission has a return spring.

The mechanical transmission cable for lateral travel is adjustable lengthwise. The adjuster is positioned on the mounting towards the lever on the transmission (1). The spring in the gear selector assembly pulls the mechanical cable and then the mechanical cable is locked by hand using the catch. When locking the gear selector lever and the components in the transmission must be in neutral position.

Power flow

1st gear

When 1st gear is selected, the coupling sleeve for 1st-2nd gear is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 1st gear. The coupling sleeve and synchronizing hub lock the idler wheel for 1st gear at the intermediate shaft 1-2, 5-6.

Engine torque is transferred to the input shaft via the clutch. The 1st gear rack on the input shaft transfers the power to the idler wheel for 1st gear. From there power is transferred to intermediate shaft 1-2, 5-6 and to the final drive, which in turn transfers the power to the ring gear. The ring gear is connected to the drive shafts through the differential.

2nd gear

When 2nd gear is selected, the coupling sleeve for 1st-2nd gear is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 2nd gear. The coupling sleeve and synchronizing hub lock the idler wheel for 2nd gear at the intermediate shaft 1-2, 5-6.

Engine torque is transferred to the input shaft via the clutch. The 2nd gear rack on the input shaft transfers the power to the idler wheel for 2nd gear. From there power is transferred to intermediate shaft 1-2, 5-6 and to the final drive, which in turn transfers the power to the ring gear. The ring gear is connected to the drive shafts through the differential.

3rd gear

When 3rd gear is selected, the coupling sleeve for 3rd-4th gear is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 3rd gear. The coupling sleeve and synchronizing hub lock the idler wheel for 3rd gear at the intermediate shaft 3-4.

The torque of the engine is transferred via the clutch to the input shaft. The 3rd gear gearwheel on the input shaft transfers the power to the idler wheel for 3rd gear. From there power is transferred on to intermediate shaft 3-4 and to the final drive which in turn transfers the power to the ring gear. The ring gear is connected to the drive shafts through the differential.

4th gear

When 4th gear is selected, the coupling sleeve for 3rd-4th gear is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 4th gear. The coupling sleeve and synchronizing hub lock the idler wheel for 4th gear at the intermediate shaft 3-4.

The torque of the engine is transferred via the clutch to the input shaft. The 4th gear gearwheel on the input shaft transfers the power to the idler wheel for 4th gear. From there power is transferred on to intermediate shaft 3-4 and to the final drive which in turn transfers the power to the ring gear. The ring gear is connected to the drive shafts through the differential.

5th gear

When 5th gear is selected, the coupling sleeve for 5th-6th gear is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 5th gear. The coupling sleeve and synchronizing hub lock the idler wheel for 5th gear at the input shaft.

The torque of the engine is transferred via the clutch to the input shaft. The 5th-6th coupling sleeve and 5th gear idler wheel, located on the input shaft, transfer the power to the gear wheel for 5th gear. From there power is transferred on to intermediate shaft 1-2, 5-6 and to the final drive which in turn transfers the power to the ring gear. The ring gear is connected to the drive shafts through the differential.

6th gear

When 6th gear is selected, the coupling sleeve for 5th-6th gear is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 6th gear. The coupling sleeve and synchronizing hub lock the idler wheel for 6th gear at the input shaft.

The torque of the engine is transferred via the clutch to the input shaft. The 5th-6th coupling sleeve and 6th gear idler wheel on the input shaft transfer the power to the gear wheel for 6th gear. From there power is transferred on to intermediate shaft 1-2, 5-6 and to the final drive which in turn transfers the power to the ring gear. The ring gear is connected to the drive shafts through the differential.

Back-up (reverse) gear

When back-up (reverse) gear is selected, the coupling sleeve for back-up (reverse) gear is moved by a gear selector fork along the synchronizing hub towards the idler wheel for back-up (reverse) gear.

The coupling sleeve and synchronizing hub lock the idler wheel for back-up (reverse) gear at the back-up (reverse) shaft.

The torque of the engine is transferred via the clutch to the input shaft. The 1st gear gearwheel on the input shaft transfers the power to the idler wheel for 1st gear. From there to the back-up (reverse) gear idler wheel and then to the coupling sleeve for back-up (reverse) gear. From there power is transferred on to intermediate shaft 1-2, 5-6 and to the final drive which in turn transfers the power to the ring gear. The ring gear is connected to the drive shafts through the differential.

Shift mechanism

The transfer from the control unit to the selector forks is divided between two locations in the transmission:

• The upper gear selector affects back-up (reverse) gear and 1st and 2nd gears
• The lower gear selector affects 3rd, 4th, 5th and 6th gears.

4 gear selector forks transfer the movement from the control to the relevant coupling sleeve.

The shift lever actuates the shift forks, which are mounted in bearings in the housing.

Two carrier plates are used to transfer the torque from the longitudinal movement lever to the axially sliding gear selectors. The carriers run in a groove in the gear selector plate.

The gear selector panel is affected by a carrier plate connected to the lateral movement lever.

The carrier plates move vertically between four possible positions. The different gears can be activated in the different positions.

• In the uppermost position the upper gear selector activates back-up (reverse) gear
• In the next highest position the lower gear selector activates 5th and 6th gears
• In the next lowest position the lower gear selector activates 3rd and 4th gears
• In the lowest position the upper gear selector activates 1st and 2nd gears.

The longitudinal movement lever acts on the shift lever so that the correct gear is engaged. The control unit also contains two springs (10 and 12) that help return the shift lever to the neutral position.

Back-up (reverse) inhibitor

The shift lever assembly houses a solenoid that serves as an electronically controlled reverse inhibitor. If vehicle speed exceeds 25 km/h (15.5 mph), the solenoid is activated and it is not possible to engage reverse gear. When speed drops below 15 km/h (9 mph), the solenoid releases and reverse gear can be engaged.

Differential

When driving straight ahead, the ring wheel and differential housing rotate at the same speed as the drive shafts and the driving wheels.

When cornering, the differential gears rotate to compensate for the different speeds of the wheels. Because the small side gears are rotating on the shaft journal, the drive shafts can rotate at different speeds. Power is transferred from the differential housing to the drive shafts via the small side gears in the same way as when driving straight ahead. Both drive wheels still have the same driven power.

Cars with four wheel drive have a splined pin on the differential housing. The sleeve on the pin connects the differential housing with the bevel gear. Torque is directed from the bevel gear to the rear wheels.

Clutch, general

The primary role of the clutch system is to disengage the transmission when shifting, transfer torque and to allow comfortable starting.

Disengagement of the clutch driven plate when shifting is a very important part of this functionality. When the driver presses the clutch pedal, the throwout bearing moves a given distance towards the diaphragm spring and disengages the clutch driven plate. The clutch is raised and held in position by the springs riveted to the pressure plate.

Complete disengagement takes place during the last quarter of clutch pedal travel.

The clutch driven plate is trapped between the flywheel and pressure plate to transfer the torque. The torque is transferred via the clutch to the input shaft.

The torque is transferred across the crankshaft via the flywheel to the clutch driven plate. Half of the torque is transferred via the clutch screw to the clutch housing through lifting springs, over to the pressure plate and to the clutch driven plate. The clutch driven plate then transfers the torque via its hub and splines to the input shaft.

During down-shifting the rotation speed of the clutch driven plate increases. It decreases during up-shifting. The engine speed (RPM) is then synchronized with the vehicle speed when the clutch is released. If there is no disengagement during shifting, there would be abnormal synchronization wear in the transmission.

Pre-tensioned lifting springs connect the clutch housing and the pressure plate.

The clutch is defined by the 3 characteristic curves:

• pressure plate pressure against the clutch driven plate
• diaphragm spring pressure against the throwout bearing
• the lift of the pressure plate.

The pressure of the pressure plate increases as the clutch driven plate wears. This increase in pressure increases the pressure at the diaphragm spring and with it pedal effort as the clutch driven plate wears. The diaphragm spring moves backwards as the clutch driven plate wears. The clutches are guaranteed to tolerate wear of 1.5 mm to the facing. This means that the clutch cover has a wear capacity of 8-9 mm to compensate for rearward movement of the throwout bearing.

Hydraulic clutch control mechanism with concentric slave cylinder (CSC)

In order to change gears, the transmission must be disengaged from the engine. This is done by the clutch pedal. When the clutch pedal is pressed, fluid is transferred from the master cylinder through a pipe to the concentric slave cylinder (CSC) in the clutch cover. This then acts on the clutch, disengaging the clutch driven plate.

Sound and vibration is also transferred from the engine. The pipe and hose are balanced so that they absorb vibration. On diesel engines, a damping unit is also used. The fluid is encapsulated between two membrane discs which are balanced to the correct rigidity.

Self-adjusting clutch (SAC)

When the facing on a clutch driven plate wears, the normal working position (travel) of the pressure plate and the disengagement position increase.

On the self-adjusting clutch an adjuster ring responds to the wear of the clutch driven plate. As wear increases, the adjustment ring moves automatically slightly at the next disengagement and adjusts the bearing position of the diaphragm spring. This means that the operating travel of the pressure plate and therefore engagement pressure remain constant.

Applies to: 2008–2011; MTX75

Clutch, general

The main tasks of the clutch system are disengagement during shifting, torque transfer and making a comfortable start possible.

Disengaging the clutch plate during shifting is an important part of the functionality. When the driver depresses the clutch pedal, the release bearing moves toward the fan a specific distance and releases the plate. The lift in the clutch is received by the lifting springs, which are riveted to the pressure plate and hold it in place.

Complete disengagement does not occur until the last quarter of clutch pedal travel.

The plate is pinched between the flywheel and pressure plate in order to transfer torque. Torque is transferred to the input shaft via the clutch.

Torque goes across the crankshaft via the flywheel to the clutch plate. Half of the torque is led via the clutch screw across the clutch housing through the lifting spring over to the pressure plate and on to the clutch plate. The clutch plate then transfers the torque via the clutch plate hub and spline to the input shaft.

During shift manoeuvres, the clutch plate speed is increased (when downshifting) or decreased (when upshifting). Engine speed is then synchronised with vehicle speed when the clutch is released. If there were no disengagement when shifting, there would be abnormal wear on the synchroniser ring in the gearbox.

Pretensioned lifting springs connect the clutch housing and the pressure plate.

The clutch is defined by 3 characteristic forces:

1. pressure plate force on the clutch plate
2. fan force on the release bearing
3. pressure plate lift.

Pressure plate force increases as the clutch plate is subjected to wear. Due to this increase in force, fan force and thereby pedal force increase in conjunction with increased wear on the clutch plate. The fan position moves rearward in a degree corresponding to clutch plate wear and the gear ratio in the clutch. The clutch is designed to handle 1.5 mm of lining wear. This means that the clutch cover has an 8-9 mm wear capacity for rearward release bearing movement.

An auxiliary spring at the pedal reduces the amount of force required for disengagement. When the pedal is in its upper position, the auxiliary spring works to expand, which presses the pedal upward. When the pedal starts to be pushed down and the resistance from the clutch is small, the spring compresses at first by the pedal force until it has reached its breakpoint. It then expands while turning upward, thus helping to press the pedal down, which makes the clutch easier to depress.

The clutch pedal requires no lubrication. All joints of the pedal system are low-friction.

Concentric slave cylinder

In order to shift, the gearbox must be disengaged from the engine, which is done with the clutch pedal. When the clutch pedal is depressed, fluid is transferred through pipes from the master cylinder to the slave cylinder housed in the clutch cover. This then presses on the clutch, which releases the clutch plate. Noise and vibrations are also sent from the engine. To reduce this, the pipe and hose are designed to absorb vibration. Diesel-engined vehicles also employ a damping unit, a volume of fluid enclosed between two membrane discs that are adjusted to the correct degree of rigidity.

Self-adjusting clutch (XTend) (D4164T only)

When the lining on a clutch plate is worn, the normal work position of the pressure plate changes and disengagement pressure increases.

On the self-adjusting clutch, an adjuster ring is affected by clutch plate wear. If there is wear, the adjuster ring automatically moves a bit during the next disengagement and adjusts the bearing point of the fan. This keeps the work area of the pressure plate and thereby the disengagement pressure constant.

The path of the force

Engine torque is transferred from the clutch to the gearbox input shaft and then onward via various drive gear sets and driving final drive pinion, depending on which gear is engaged, to the final drive/differential, drive shafts and out to the front wheels.

1st gear

1. Input shaft
2. Output shaft
3. Final drive rack
4. 1st gear impeller
5. 1st and 2nd gear synchronisation
6. 1st gear rack

2nd gear

1. Input shaft
2. Output shaft
3. Final drive rack
4. 1st and 2nd gear synchronisation
5. 2nd gear impeller
6. 2nd gear rack

3rd gear

1. Input shaft
2. Output shaft
3. Final drive rack
4. 3rd gear gearwheel
5. 3rd and 4th gear synchronisation
6. 3rd gear impeller

4th gear

1. Input shaft
2. Output shaft
3. Final drive rack
4. 4th gear gearwheel
5. 4th gear impeller
6. 3rd and 4th gear synchronisation

5th gear

1. Input shaft
2. Output shaft
3. Final drive rack
4. 5th gear impeller
5. 5th and reverse gear synchronisation
6. 5th gear gearwheel

Reverse gear

1. Input shaft
2. Output shaft
3. Final drive rack
4. 5th and reverse gear synchronisation
5. Reverse gear impeller
6. Reverse intermediate gear
7. Reverse gear rack

Shift mechanism

When the gear level is moved laterally toward the 1st gear position, a pressing force is exerted on the cable that turns the lever for lateral travel.

When the gear lever is moved forward toward the 1st gear position, a pressing force is exerted on the cable that turns the lever for longitudinal travel.

This is executed in a similar manner when other gears are engaged.

Differential

The differential distributes the force between the drive wheels.

Torque is transferred from the ring gear to the two conical differential pinions on the differential shaft and then on to the conical gearwheels on the drive shafts. When taking curves, the drive wheels need to move at different speeds since the wheels are moving different distances. This is made possible by the differential gears that rotate on their own shaft.

Applies to: 2008–2016; MMT6

Mechanical transmission cables

The shift cable:

• is pulled when 1st, 3rd 5th and back-up gears are selected
• is pushed when 2nd, 4th and 6th gears are engaged.

Mechanical transmission cable for lateral travel:

• is pushed when the gear selector lever is moved between 1st and 2nd gears. Gives maximum lateral movement when the lever is moved to back-up gear
• is depressed when the gear selector lever is moved to positions below 5th and 6th gears.

Power flow

1st gear

The schematic illustration above displays the power flow.

When 1st gear is selected, the coupling sleeve for 1st and 2nd gears is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 1st gear. The coupling sleeve and synchronizing hub lock the idler wheel for 1st gear at the lower output (secondary) shaft.

The engine torque is transferred from the clutch via the input shaft to 1st gear and the idler wheel for 1st gear, through the coupling sleeve and via the secondary shaft on to the final drive gear and out to the final drive.

2nd gear

The schematic illustration above displays the power flow.

When 2nd gear is selected, the coupling sleeve for 1st and 2nd gears is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 2nd gear. The coupling sleeve and synchronizing hub lock the idler wheel for 2nd gear at the lower output (secondary) shaft.

The engine torque is transferred from the clutch via the input shaft to 2nd gear and the idler wheel for 2nd gear, through the coupling sleeve and via the secondary shaft on to the final drive gear and out to the final drive.

3rd gear

The schematic illustration above displays the power flow.

When 3rd gear is selected, the coupling sleeve for 3rd and 4th gears is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 3rd gear. The coupling sleeve and synchronizing hub lock the idler wheel for 3rd gear at the primary shaft.

The engine torque is transferred from the clutch via the input shaft, through the coupling sleeve on the primary shaft to the idler wheel for 3rd gear. It is then transferred to the gear for 3rd gear on the lower output (secondary) shaft, and on to the final drive gear and out to the final drive.

4th gear

The schematic illustration above displays the power flow.

When 4th gear is selected, the coupling sleeve for 3rd and 4th gears is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 4th gear. The coupling sleeve and synchronizing hub lock the idler wheel for 4th gear at the primary shaft.

The engine torque is transferred from the clutch via the input shaft, through the coupling sleeve on the primary shaft to the idler wheel for 4th gear. From there it is transferred to the gear wheel for 4th gear on the lower output (secondary) shaft and via the driven gear to the final drive.

5th gear

The schematic illustration above displays the power flow.

When 5th gear is selected, the coupling sleeve for 5th and 6th gears is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 5th gear. The coupling sleeve and synchronizing hub lock the idler wheel for 5th gear at the upper output (secondary) shaft.

The engine torque is transferred from the clutch via the input shaft, to 5th gear on the primary shaft for the idler wheel for 5th gear on the upper secondary shaft, through the coupling sleeve and via the final drive gear and out to the final drive.

6th gear

The schematic illustration above displays the power flow.

The gear wheel for 4th and 6th gears does not only drive the idler wheel for 4th gear but also drives the idler wheel for 6th gear.

When 6th gear is selected, the coupling sleeve for 5th and 6th gears is moved by a gear selector fork along the synchronizing hub towards the idler wheel for 6th gear. The coupling sleeve and synchronizing hub lock the idler wheel for 6th gear at the upper output (secondary) shaft.

The engine torque is transferred from the clutch via the input shaft, to 5th gear on the primary shaft for the idler wheel for 5th gear on the upper secondary shaft, through the coupling sleeve and via the final drive gear and out to the final drive.

Back-up gear

The schematic illustration above displays the power flow.

When back-up gear is selected, the coupling sleeve for back-up gear is moved by a gear selector fork along the synchronizing hub towards the idler wheel for back-up gear. The coupling sleeve and synchronizing hub lock the idler wheel for back-up gear at the upper secondary shaft.

Engine torque is transferred from the clutch via the input shaft through 1st gear, gear wheel on the primary shaft to the idler wheel of 1st gear, which is used as back-up intermediate gear on the lower secondary shaft. The torque is transferred to the back-up idler wheel on the upper output (secondary) shaft, through the coupling sleeve and via the final drive gear and out to the final drive.

The solution of combining the 1st gear idler wheel and the intermediate gear for back-up means that no separate shaft is required for back up gear. Back up gear is synchronized.

Shifting mechanism

The transfer from the control unit to the selector forks is divided between two locations in the transmission:

• The upper gear selector affects back-up gear and 5th and 6th gears
• The lower gear selector affects 1st, 2nd 3rd, and 4th gears.

Four gear selector forks transfer the movement from the selector unit to the relevant coupling sleeve.

The gear selectors are connected to the gear selector forks which are in the shift unit.

Two carrier plates are used to transfer the torque from the longitudinal movement lever to the axially sliding gear selectors.

The carrier plates move vertically between four possible positions. The different gears can be activated in the different positions.

• In the uppermost position the upper gear selector activates back-up gear
• In the next highest position the lower gear selector activates 1st and 2nd gears
• In the next lowest position the lower gear selector activates 3rd and 4th gears
• In the lowest position the upper gear selector activates 5th and 6th gears.

The longitudinal movement lever affects the gear selector so that the correct gear is engaged. The control unit also contains a spring which helps return the gear selector lever to the neutral position.

Differential

When driving straight ahead, the ring gear and differential housing rotate at the same speed as the drive shafts and the driving wheels.

When cornering, the differential gears rotate to compensate for the different speeds of the wheels. Because the small side gears are rotating on the shaft journal, the drive shafts can rotate at different speeds. Power is transferred from the differential housing to the drive shafts via the small side gears in the same way as when driving straight ahead. Both drive wheels still have the same driven power.

Clutch, general

The main tasks of a clutch system are to:

• transfer torque
• disengage during shifting
• provide a comfortable start
• act as an effective shock absorber to eliminate noise and vibration in the chassis and drive train.

Disengagement of the clutch driven plate when shifting is a very important part of this functionality. When the driver presses the clutch pedal, the throwout bearing moves a given distance towards the diaphragm spring and disengages the clutch driven plate. Complete disengagement takes place during the last quarter of clutch pedal travel.

The clutch driven plate is trapped between the flywheel and pressure plate to transfer the torque. The torque is transferred via the clutch to the input shaft.

The torque is transferred across the crankshaft via the flywheel to the clutch driven plate. Half of the torque is transferred via the clutch screw to the clutch housing through lifting springs, over to the pressure plate and to the clutch driven plate. The clutch driven plate then transfers the torque via its hub and splines to the input shaft.

During down-shifting the rotation speed of the clutch driven plate increases. It decreases during up-shifting. The engine speed (RPM) is then synchronized with the vehicle speed when the clutch is released. If there is no disengagement during shifting, there would be abnormal synchronization wear in the transmission.

The clutch is defined by the three characteristic curves:

• pressure plate pressure against the clutch driven plate
• diaphragm spring pressure against the throwout bearing
• the lift of the pressure plate.

The pressure of the pressure plate increases as the clutch driven plate wears. This increase in pressure increases the pressure at the diaphragm spring and with it pedal effort as the clutch driven plate wears. The diaphragm spring moves backwards as the clutch driven plate wears. The clutches are guaranteed to tolerate wear of 1.5 mm to the facing.

Hydraulic clutch control mechanism

In order to change gears, the transmission must be disengaged from the engine. This is done by the clutch pedal. Fluid is transferred from the master cylinder through a pipe to the slave cylinder by depressing the clutch pedal. This then acts on the clutch, disengaging the clutch driven plate.

Sound and vibration is also transferred from the engine. The pipe and hose are balanced so that they absorb vibration.

Self-adjusting clutch (XTend)

When the facing on a clutch driven plate wears, the normal working position of the pressure plate and the disengagement position increase.

On the self-adjusting clutch an adjuster ring responds to the wear of the clutch driven plate. As wear increases, the adjustment ring moves automatically slightly at the next disengagement and adjusts the bearing position of the diaphragm spring. This means that the operating area of the pressure plate, and therefore engagement pressure, remain constant.