Copyright by Goodheart-Willcox Co., Inc.
218 Manual Drive Trains and Axles
1st–2nd synchronizer
engaged with 1st
gear.
1st gear engaged
with shaft.
3rd–4th synchronizer
in Neutral
3:1 Ratio
1st–2nd synchronizer
engaged with 2nd gear.
2nd gear engaged
with shaft.
3rd–4th synchronizer
in Neutral
2.5:1 Ratio
1st–2nd synchronizer
in Neutral
3rd–4th synchronizer
engaged with 3rd gear.
3rd gear engaged with shaft.
2:1 Ratio
1st–2nd synchronizer
in Neutral
3rd–4th synchronizer
engaged with 4th gear.
4th gear engaged
with shaft.
1:1 Ratio
Figure 10-27. This shows power flow through the transaxle in
fourth gear. (Ford)
Figure 10-26. Power flow is shown here with the transaxle in
third gear. (Ford)
Figure 10-25. This illustration shows power flow through the
same transaxle in second gear. (Ford)
Figure 10-24. Power flow is depicted with the same transaxle in
first gear. (Ford)
flows through the input shaft to the first gear on the input
shaft. From here, it flows to the first gear on the output
shaft, through the shaft to the differential drive pinion gear,
and on to the ring gear. The number of teeth on these
particular input and output shaft gears produces a 3:1 ratio
in first gear. From the ring gear, power flows through the
differential case assembly and out to the front wheels
through the CV axles.
Figure 10-25 shows the transaxle in second gear. The
rear synchronizer is centered. The front synchronizer has
been moved toward the rear of the transaxle, connecting
second gear on the output shaft with the shaft itself. Power
flows through the input shaft, to the output shaft, through the
differential drive gears and case assembly, and out through
the CV axles. A gear ratio of 2.5:1 is achieved in second gear.
In Figure 10-26, the transaxle is in third gear. The front
synchronizer is centered. The rear synchronizer has been
moved toward the front of the transaxle, connecting the
third gear output shaft gear with the output shaft. Power
flows through the input shaft third gear to the output shaft
third gear to drive the output shaft. From the differential
pinion gear, power flows to the ring gear and differential
case assembly. A gear ratio of 2:1 is achieved.
Fourth gear is shown in Figure 10-27. The front syn-
chronizer remains centered, while the rear synchronizer is
pushed back to connect fourth gear on the output shaft
with the shaft itself. Since the particular input and output
shaft gears have the same number of teeth, a gear ratio of
1:1, or direct drive, is achieved. Power flows through the
gears to the pinion and ring gears and out of the differential
assembly to the CV axles and front wheels.
Reverse is shown in Figure 10-28. Both synchronizers
remain centered as the reverse idler gear slides into position
to connect the input and output shafts. The idler gear causes
the output shaft to rotate in the opposite direction, causing
the differential side gears and CV axles to turn backward.