4 speed manual transmission gear ratios
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4 speed manual transmission gear ratiosIt uses a driver-operated clutch, usually engaged and disengaged by a foot pedal or hand lever, for regulating torque transfer from the engine to the transmission; and a gear selector that can be operated by hands.Higher-end vehicles, such as sports cars and luxury cars are often usually equipped with a 6-speed transmission for the base model. Automatic transmissions are commonly used instead of manual transmissions; common types of automatic transmissions are the hydraulic automatic transmission, automated manual transmission, dual-clutch transmission and the continuously variable transmission (CVT). The number of forward gear ratios is often expressed for automatic transmissions as well (e.g., 9-speed automatic).Most manual transmissions for cars allow the driver to select any gear ratio at any time, for example shifting from 2nd to 4th gear, or 5th to 3rd gear. However, sequential manual transmissions, which are commonly used in motorcycles and racing cars, only allow the driver to select the next-higher or next-lower gear.A clutch sits between the flywheel and the transmission input shaft, controlling whether the transmission is connected to the engine ( clutch engaged - the clutch pedal is not being pressed) or not connected to the engine ( clutch disengaged - the clutch pedal is being pressed down). When the engine is running and the clutch is engaged (i.e., clutch pedal up), the flywheel spins the clutch plate and hence the transmission.This is a fundamental difference compared with a typical hydraulic automatic transmission, which uses an epicyclic (planetary) design. Some automatic transmissions are based on the mechanical build and internal design of a manual transmission, but have added components (such as servo-controlled actuators and sensors) which automatically control the gear shifts and clutch; this design is typically called an automated manual transmission (or a clutchless manual transmission ).http://www.alterconseil.fr/alterconseil/images/bosch-maxx-1200-wfl2400-user-manual.xml
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Operating such transmissions often uses the same pattern of shifter movement with a single or multiple switches to engage the next sequence of gears.The driver was therefore required to use careful timing and throttle manipulation when shifting, so the gears would be spinning at roughly the same speed when engaged; otherwise, the teeth would refuse to mesh.Five-speed transmissions became widespread during the 1980s, as did the use of synchromesh on all forward gears.This allows for a narrower transmission since the length of each countershaft is halved compared with one that contains four gears and two shifters.For example, a five-speed transmission might have the first-to-second selectors on the countershaft, but the third-to-fourth selector and the fifth selector on the main shaft. This means that when the vehicle is stopped and idling in neutral with the clutch engaged and the input shaft spinning, the third-, fourth-, and fifth-gear pairs do not rotate.For reverse gear, an idler gear is used to reverse the direction in which the output shaft rotates. In many transmissions, the input and output shafts can be directly locked together (bypassing the countershaft) to create a 1:1 gear ratio which is referred to as direct drive.The assembly consisting of both the input and output shafts is referred to as the main shaft (although sometimes this term refers to just the input shaft or output shaft). Independent rotation of the input and output shafts is made possibly by one shaft being located inside the hollow bore of the other shaft, with a bearing located between the two shafts.The input shaft runs the whole length of the gearbox, and there is no separate input pinion.When the dog clutches for all gears are disengaged (i.e. when the transmission is in neutral), all of the gears are able to spin freely around the output shaft.http://brbud.pl/userfiles/bosch-maxx-1000-service-manual.xml When the driver selects a gear, the dog clutch for that gear is engaged (via the gear selector rods), locking the transmission's output shaft to a particular gear set.It has teeth to fit into the splines on the shaft, forcing that shaft to rotate at the same speed as the gear hub. However, the clutch can move back and forth on the shaft, to either engage or disengage the splines. This movement is controlled by a selector fork that is linked to the gear lever. The fork does not rotate, so it is attached to a collar bearing on the selector. The selector is typically symmetric: it slides between two gears and has a synchromesh and teeth on each side in order to lock either gear to the shaft. Unlike some other types of clutches (such as the foot-operated clutch of a manual-transmission car), a dog clutch provides non-slip coupling and is not suited to intentional slipping.These devices automatically match the speed of the input shaft with that of the gear being selected, thus removing the need for the driver to use techniques such as double clutching.Therefore, to speed up or slow down the input shaft as required, cone-shaped brass synchronizer rings are attached to each gear. In a modern gearbox, the action of all of these components is so smooth and fast it is hardly noticed. Many transmissions do not include synchromesh on the reverse gear (see Reverse gear section below).This is achieved through 'blocker rings' (also called 'baulk rings'). The synchro ring rotates slightly because of the frictional torque from the cone clutch. In this position, the dog clutch is prevented from engaging. Once the speeds are synchronized, friction on the blocker ring is relieved and the blocker ring twists slightly, bringing into alignment certain grooves or notches that allow the dog clutch to fall into the engagement.The latter involves the stamping the piece out of a sheet metal strip and then machining to obtain the exact shape required.https://www.informaquiz.it/petrgenis1604790/status/flotaganis17032022-2101These rings and sleeves have to overcome the momentum of the entire input shaft and clutch disk during each gearshift (and also the momentum and power of the engine, if the driver attempts a gearshift without fully disengaging the clutch). Larger differences in speed between the input shaft and the gear require higher friction forces from the synchromesh components, potentially increasing their wear rate.This means that moving the gearshift lever into reverse results in gears moving to mesh together. Another unique aspect of the reverse gear is that it consists of two gears— an idler gear on the countershaft and another gear on the output shaft— and both of these are directly fixed to the shaft (i.e. they are always rotating at the same speed as the shaft). These gears are usually spur gears with straight-cut teeth which— unlike the helical teeth used for forward gear— results in a whining sound as the vehicle moves in reverse.To avoid grinding as the gears begin to the mesh, they need to be stationary. Since the input shaft is often still spinning due to momentum (even after the car has stopped), a mechanism is needed to stop the input shaft, such as using the synchronizer rings for 5th gear.This can take the form of a collar underneath the gear knob which needs to be lifted or requiring extra force to push the gearshift lever into the plane of reverse gear.Without a clutch, the engine would stall any time the vehicle stopped and changing gears would be difficult (deselecting a gear while the transmission requires the driver to adjust the throttle so that the transmission is not under load, and selecting a gear requires the engine RPM to be at the exact speed that matches the road speed for the gear being selected).In most automobiles, the gear stick is often located on the floor between the driver and front passenger, however, some cars have a gear stick that is mounted to the steering column or center console.https://difumarket.com/images/4-speed-manual-transmission-advantages.pdfGear selection is usually via the left foot pedal with a layout of 1 - N - 2 - 3 - 4 - 5 - 6. This was actuated either manually while in high gear by throwing a switch or pressing a button on the gearshift knob or on the steering column, or automatically by momentarily lifting the foot from the accelerator with the vehicle traveling above a certain road speed.When the crankshaft spins as a result of the energy generated by the rolling of the vehicle, the motor is cranked over. This simulates what the starter is intended for and operates in a similar way to crank handles on very old cars from the early 20th century, with the cranking motion being replaced by the pushing of the car.This was often due to the manual transmission having more gear ratios, and the lock-up speed of the torque converters in automatic transmissions of the time.The operation of the gearstick— another function that is not required on automatic transmission cars— means that the drive must use take one hand off the steering wheel while changing gears. Another challenge is that smooth driving requires co-ordinated timing of the clutch, accelerator, and gearshift inputs. Lastly, a car with an automatic transmission obviously does not require the driver to make any decisions about which gear to use at any given time.This means that the driver's right foot is not needed to operate the brake pedal, freeing it up to be used on the throttle pedal instead. Once the required engine RPM is obtained, the driver can release the clutch, also releasing the parking brake as the clutch engages.Please help improve it by rewriting it in an encyclopedic style. ( June 2020 ) ( Learn how and when to remove this template message ) Multi-control transmissions are built in much higher power ratings but rarely use synchromesh.Usual types are:The first through fourth gears are accessed when low range is selected. To access the fifth through eighth gears, the range selector is moved to high range, and the gear lever again shifted through the first through fourth gear positions. In high range, the first gear position becomes fifth, the second gear position becomes sixth, and so on. This allows even more gear ratios. Both a range selector and a splitter selector are provided. In older trucks using floor-mounted levers, a bigger problem is common gear shifts require the drivers to move their hands between shift levers in a single shift, and without synchromesh, shifts must be carefully timed or the transmission will not engage. Also, each can be split using the thumb-actuated under-overdrive lever on the left side of the knob while in high range. L cannot be split using the thumb lever in either the 13- or 18-speed. The 9-speed transmission is basically a 13-speed without the under-overdrive thumb lever.Transmissions may be in separate cases with a shaft in between; in separate cases bolted together; or all in one case, using the same lubricating oil. With a third transmission, gears are multiplied yet again, giving greater range or closer spacing. Some trucks thus have dozens of gear positions, although most are duplicates. Two-speed differentials are always splitters. In newer transmissions, there may be two countershafts, so each main shaft gear can be driven from one or the other countershaft; this allows construction with short and robust countershafts, while still allowing many gear combinations inside a single gear case.One argument is synchromesh adds weight that could be payload, is one more thing to fail, and drivers spend thousands of hours driving so can take the time to learn to drive efficiently with a non-synchromesh transmission. Since the clutch is not used, it is easy to mismatch speeds of gears, and the driver can quickly cause major (and expensive) damage to the gears and the transmission.Since few heavy-duty transmissions have synchromesh, automatic transmissions are commonly used instead, despite their increased weight, cost, and loss of efficiency.Diesel truck engines from the 1970s and earlier tend to have a narrow power band, so they need many close-spaced gears. Starting with the 1968 Maxidyne, diesel truck engines have increasingly used turbochargers and electronic controls that widen the power band, allowing fewer and fewer gear ratios. A transmission with fewer ratios is lighter and may be more efficient because there are fewer transmissions in series. Fewer shifts also make the truck more drivable.Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. ( June 2020 ) ( Learn how and when to remove this template message ) Gear oil has a characteristic aroma because it contains added sulfur-bearing anti-wear compounds. These compounds are used to reduce the high sliding friction by the helical gear cut of the teeth (this cut eliminates the characteristic whine of straight cut spur gears ).Retrieved 10 March 2020. By using this site, you agree to the Terms of Use and Privacy Policy. Please help improve it or discuss these issues on the talk page. ( Learn how and when to remove these template messages ) Please help improve it by rewriting it in an encyclopedic style. ( June 2013 ) ( Learn how and when to remove this template message ) Please improve it by verifying the claims made and adding inline citations. Statements consisting only of original research should be removed. ( June 2013 ) ( Learn how and when to remove this template message ) Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.Therefore, a transmission that one manufacturer terms close-ratio may not necessarily be considered close-ratioed by another manufacturer.Often, manufacturers use this term when offering a standard manual transmission and an optional, sportier transmission, one with closer ratios than the other, such as Porsche above did. But this close ratio transmission is not necessarily closer in ratios than another manufacturer's normal manual transmission.For this reason, vehicles utilize transmissions; as the vehicle's speed increases to the point that the engine speed exceeds the speed at which maximum power is developed, the driver shifts to a higher gear (numerically lower ratio), which reduces engine speed and allows continued acceleration.A close-ratio type of transmission is designed to allow an engine to remain in a relatively narrow operating speed. Alternatively, a wide-ratio transmission requires the engine to operate over a greater speed range, but requires less shifting and allows a wider range of output speeds. Close-ratio transmissions are generally offered in sports cars, in which the engine is tuned for maximum power in a narrow range of operating speeds and the driver can be expected to enjoy shifting often to keep the engine in its power band.Again, the defining issue is the overall spacing of gears between 1st and in this case 6th gear. Alternatively, some six-speed transmissions have ratios essentially the same as a 5-speed transmission, and add an even higher (numerically lower) 6th gear that allows even lower engine speeds at highway speeds.With the advent of 6-, 7-, and 8-speed automatic transmissions, the ratios become closer and closer together, which meets the mathematical conception of what constitutes a close-ratio transmission.To meet requirements to maximize fuel economy, manufacturers began offering 5- and, in the 1990s, 6- speed manual transmissions. Likewise, 3-speed automatic transmissions were the norm until fairly recently, but now 6-, 7-, and 8-speed automatic transmissions are being offered.With a 5-speed transmission, the power range must be relatively wide, which requires compromising the engine's efficiency. With an 8-speed transmission, the power range can be kept relatively narrow, which allows the engineer to optimize engine efficiency at a particular engine speed, and the transmission attempts to keep the engine operating at that speed.However, given that there are no gears or specific gear ratios, one would not really consider such a transmission close-ratioed.In the overall drivetrain, 'overdrive' is more complex and there are several definitions in use, including that of the simple gearbox. See Overdrive (mechanics) By using this site, you agree to the Terms of Use and Privacy Policy. You must have JavaScript enabled in your browser to utilize the functionality of this website. You can copy and paste this link to share: Any ratio with a number greater than 1 is an underdrive ratio. A ratio less than 1 becomes an overdrive ratio. If the drive gear has 40 teeth and the driven has 30, the ratio becomes.75. This is expressed as.75:1. Sometimes overdrive ratios are expressed as a percentage. If the ratio is.75, the difference between.75 and 1.0 is.25 or 25 percent. Therefore, a.75 overdrive ratio is often called a 25 percent overdrive. The ratio of each drive and driven set is multiplied by each other to give the final ratio. The formula is: You can now figure your overall gear ratio. Here is an example: Your input shaft has 21 teeth. The mating driven section of the countergear has 25 teeth. The first-gear section of the countergear has 17 teeth, and the first-speed gear has 36 teeth. Using the formula: Ratios can help determine proper application as well as the torque capacity of a transmission. Two areas often overlooked when selecting a transmission are gear ratio and center-tocenter distance. To help visualize why a center-to-center distance is important, here is an extreme example: You can have two gearsets. The set with the larger center-to-center obviously has larger teeth and bigger gears. This yields a stronger transmission, but with a heavy geartrain. The transmission with the small center-tocenter may shift easier, because of the lighter mass of the geartrain, but it will be weaker. The Muncie M21 and M22 close-ratio provide the narrowest range of gear ratios while the T56 provides the widest range of ratios through the gears. Thus, a car with a 150-hp engine that weighs 1,800 pounds would be robbed of performance if the engine had to turn a transmission designed for a 600-hp 3,000-lb vehicle. Torque capacity seems to be the latest buzz word. Published torque ratings of transmissions are often misleading as well as misunderstood. As mentioned above, longer centerto- center distances improve capacity. Gear ratios affect capacity in several ways. A 3:1 ratio compared to a 2:1 ratio along the same center-to-center distance is usually weaker, by the nature of gear design. Fewer teeth are needed to obtain a larger reduction. A smaller-diameter gear with fewer teeth is weaker than a larger-diameter gear with more teeth. The more teeth you put on a gear within a fixed diameter, the finer the pitch of that gear. This finer pitch results in a gear-tooth profile with a thinner cross section in contrast to a gear of the same diameter with fewer teeth. You can actually improve the strength of the gear by giving it a bigger diameter with fewer teeth. In mass-produced transmissions, the manufacturer very rarely makes a separate profile for each gearset. That is what the specialty performance shops do. So what does a published rating of 300 ft-lbs of torque really mean. A torque rating is not a static rating. Consider a torque rating as a life factor of a transmission based on a particular application. For example, let’s say we feel a transmission should yield good service for 100,000 miles in a car that has an engine that produces 300 ft-lbs of peak torque. Obviously, the transmission is never seeing that engine’s peak torque all the time. Actually, unless you have no rear axle, the torque coming out of the engine is absorbed by both transmission and rear axle. In fact, a dead rear-axle ratio, such as a 3.08 rear, will cause the transmission to load more than a 4.11 rear. The rating is actually a safe benchmark. Different manufacturers arrive at published ratings using different methods of calculations, making it really impossible to compare one transmission to another. The T5s have their published ratings exceeded every day. The ones that survive probably have better rearaxle gearing, such as a 4.11. Transaxles designed for the 24 Hours of LeMans race are loaded on a dyno to simulate real-life loads against engines producing more than 1,000 hp. They are designed to last for that one race. I prefer real-world applications and factual data as opposed to hypothetical data any day. So keep an open mind when asking about or reading published ratings. Few take the time to understand these basic principles. Much energy, time, and money are wasted trying to adapt Toyota Supra transmissions to Jaguars or 4-cylinder S-10 Truck 5-speeds to a 1968 Camaro. I am asked these “Will it work?” questions every week. In some parts of the world, certain transmissions are more readily available than others. Australia has an over abundance of Toyota 5-speeds, thus people are always trying to stick them into everything in sight. The point is to save time and money by selecting the proper application for a project. First of all, it has nothing to do with how close or wide your shifter moves within its pattern. That is called having a “long- or short-throw” shifter. I’ll discuss here a simple method that will show what close and wide ratio is. I say this because what was considered wide ratio in the 1960s is considered close ratio today. Confused? Since you now know what a gear ratio is, the difference between two gear ratios is called a ratio spread or drop. That drop is a percentage of the previous ratio. Here is a formula to calculate that change: The ratios are: 2.64 first, 1.61 second, 1.23 third, and 1.00 fourth. If you plug these gear ratios into the above formula, you end up with the following drop: 39 percent, 24 percent, and 25 percent. In a typical muscle car, 4-speed application fourth gear is direct, or 1:1 ratio. Again, thinking in terms of distance, consider fourth gear or direct as your final destination. The further you get away from 1:1 (direct) the wider the ratio. Their ratios were 2.20 first, 1.64 second, 1.28 third, 1:00 fourth. If you plug those ratios into the formula, you end up with 25 percent, 22 percent, and 22 percent. Compare these percentage drops to the previous drops found using the Super T10. Notice that although the 2-3 and 3-4 drops of the Super T10 and Muncie are pretty close percentage- wise, but the 1-2 drops vary quite a bit. The reason is that the Super T10s have a lower (higher numerical) first gear. The 2.88 and 2.64 ratios are further away from direct than the Muncie’s 2.20 first-gear ratio. The lower the first gear, the wider the 4-speed will be. If one takes a historical look at the close-ratio gearbox, it usually had 25 percent or lower drops across all gear spreads. The problem is: the Muncie closeratio box was designed in the 1960s when we really didn’t worry much about gas mileage. In order for you to get a “close ratio,” a Muncieequipped car had at least a 3.70 rearend gear. You needed at least that low of a final drive to get your car moving. The “wide ratio” M20 had a 2.52 first gear. You could get a 3.31 or 3.55 rear with that gear and gain a little more economy, but it wasn’t cool to have what was considered a wide-ratio box in your Corvette. Axle ratios had to drop to get the improved gas mileage the Environmental Protection Agency (EPA) demanded. So in order to get cars moving with 3.08 or 2.88 rear-end gears, cars that had engines with decent amounts of lowend torque were equipped with “close-ratio” transmissions. Larger engines carried transmissions with 2.64 first gears while smallerdisplacement engines’ first-gear ratios were in the 3.0 range. So the newer close-ratio transmissions are actually wider than the older wide- and closeratio transmissions! The Muncie M21 and M22 close-ratio provide the narrowest range of gear ratios while the T56 provides the widest range of ratios through the gears. It developed a 5-speed box with a close-ratio spread like a Muncie M21 with a fifth-gear direct. Again, think about “distance between two points.” The more stops you make in your travel to get to your final destination, the closer the distance between your stops. By adding a lower first-speed gear and keeping a direct fifth, you gain more distance, but add an extra stop. The Doug Nash Street 5-speed came with a 3.27 first gear. This allowed drag enthusiasts to use a 3.08 final drive and still get good close-ratio acceleration. It worked great. Most peak power is made in the 4,500-rpm range. The average 5-speed, such as a T5, is an extremely wide ratio by 1960s standards. The close-ratio T5s used by Ford Motorsport have a 2.95 first, 1.94 second, 1.34 third, 1.00 fourth, and.80 fifth. You do the math with the formula. These new 5- and 6-speeds, in a sense, are really wide-ratio 4-speeds with additional overdrive gears for fifth and sixth speed. Cars can now cruise at 1,800 rpm at 70 mph because the engine’s torque curve can handle the load. If you are still thinking in terms of distance, not only are you getting further away from our final destination of direct drive, but you are now going past your final destination into two levels of overdrive. The engine produces 162 ft-pounds at 4,000 rpm, and the 5-speed transaxle has a final drive of 3.94! The first ratio is 3.50, second is 1.96, third is 1.36, fourth is.97, and fifth is.81. This is really a 3-speed with two overdrive ratios. The engine doesn’t produce power until it hits 4,000 rpm. Thus, the gearing sort of works, but the car can be boggy at lower RPM. For the most part, cars are no longer offered with close- or wideratio transmission options. If you look at the chart, you see that by plotting stops of a distance traveled, you realize what close or wide ratio may mean. In one sense, if you compare stops, some transmissions have similar distances between one or two stops while others are drastically different. What is close or wide ratio is no longer an issue. Rather, how much percentage drop your engine can handle is the issue. It is common for some of these cars to have 1.86 first-gear ratios. Plot a gearbox on the chart on page 14 with a 1.86 first, 1.59 second, 1.17 third, and 1.00 fourth. How do those results look in comparison to the others. What percentage drops does that same box create using the formula. In our example, a low first gear is not needed because road race cars tend to operate at the higher range of RPM and speed with no stopping other than for a pit stop. An ultraclose- ratio gearbox has other advantages as well. Since the load changes are not as severe, drivetrain parts tend to live longer. The high-shock loads of wide-ratio transmissions usually cause gearbox failure and rear-axle failure. A car having a final drive of 2.98 and a direct fourth gear has the same overall ratio as a car with a.80 overdrive fifth and 3.73 final drive. The car with the overdrive uses more horsepower and generates more heat through the transmission than the direct-drive box. However, the 3.73 rear may offer more lowspeed punch on turns. When you shift a transmission, you are disengaging one gear from the mainshaft (also called the output shaft) and engaging another. A progressive transmission has one massive gearset with one shifting mechanism. When you shift you mate this single one-piece set to various gears on the countergear assembly. Thus, it has one lever. A selective transmission has individual gears that are locked to the output. A typical 4-speed transmission has three levers, one lever each for 1-2, 3-4, and reverse. How you make the transition from one gear to another is accomplished by sliding one gear into another by use of a synchronizer. Today, very few transmissions use sliding gears, but any old 4-speed still uses a sliding non-synchro reverse gear. The later T5 5-speeds used a sliding reverse and then a synchronized reverse brake. I sell more reverse gearsets because people see chipped teeth and think they need to be replaced. In many cases, they probably don’t need to be replaced and will be chipped within a few months anyway. A sliding gear has no way of stopping the gear it is being mated to, so it will usually grind and chip the leading edges. What most people don’t realize is that the gear, when fully engaged, over-hangs the mating gear. The edge that initially contacts the mating gear slides past it and overhangs on the back side, while the mating gear overhangs on the front side. Consequently, this area is designed to be chipped. Usually, if the gear is chipped no more than one-quarter of the way, the gear will be fine. Every performance manual-shift transmission that uses synchronizers follows these rules: They are, in fact, already spinning as a matched set. Let’s see if we can resolve this mystery once and for all. The hub is splined to the output shaft. The slider is the sliding component that physically mates the speed gear to the hub, thus locking the speed gear to the mainshaft. In the process of moving the slider to engage the selected gear, strut keys track with the slider and exert pressure on the synchro ring. In turn, the gear slows down to allow the slider and gear to couple. In order for the slider to mate with the gear, it must index behind the gear.