31d01 Manual Transaxle

Diagnosis Technicain - Manual Transaxle Manual Transaxle and Clutch
Outline of Clutch Description

The clutch is located between the engine and the manual
transaxle (manual transmission) and connects and dis-
connects the engine power by operating the clutch pedal.
Thus, the clutch can gradually transmit power from the
Clutch fluid reservoir
engine to the drive wheels in order to start the automobile
smoothly, and smoothly change the transmission gears
Clutch pedal
according to the conditions under which the vehicle is
traveling.
1. Requirements of the clutch
(1) It must engage the transmission and the engine
smoothly.
(2) Once it engages the transmission, it must transmit
power entirely without slipping.
(3) It must disengage the transmission quickly and with
precision.
Engine Clutch Manual transaxle
(1/2)
The clutch consists of a portion that

operates mechanically to transmit
power, and a portion that utilizes hydrau-
Clutch disc Clutch fluid reservoir lic pressure to transmit power.
Pressure plate Clutch pedal
HINT:
Clutch cover
Flywheel Cable type clutch
release bearing
There are also cable type clutches that
Clutch master connect the clutch pedal and the release
release fork cylinder
fork by cable.
Clutch release cylinder
(2/2)
©2003 TOYOTA MOTOR CORPORATION. All right reserved.

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Clutch Pedal Clutch Pedal

1. Summary
Diaphragm spring The clutch pedal generates hydraulic
Push rod pressure from the master cylinder
Clutch disc
with the force from depressing the
Release bearing Pedal stopper bolt pedal.
Master cylinder This hydraulic pressure is applied to
the release cylinder and the clutch is
finally engaged and disengaged.
2. Clutch pedal freeplay
The clutch pedal freeplay is the dis-
tance that the pedal can be
depressed until the release bearing
presses against the diaphragm
spring.
Push rod Pedal freeplay As the clutch disc wears, the freeplay
Release cylinder
is reduced. If the disc wears further
and there is no more freeplay, this
causes the clutch to slip. Therefore, it
is necessary to adjust the length of
the release cylinder push rod and
hold the freeplay constant.
Therefore, it is necessary to adjust
the length of the release cylinder
push rod and hold the freeplay con-
stant.
In current models, self-adjusting
release cylinders are used, so the
clutch pedal freeplay does not
change.
The clutch pedal height is adjusted
with the pedal stopper bolt and the
pedal freeplay is adjusted with the
push rod length.
REFERENCE:
A A Spring force A Turn-over Type Clutch Pedal
Turn-over type clutch pedals are clutch
Spring force
Force to depress
the pedal
pedals that utilize spring force to reduce
C Force to C
furthermore the operating force.
release When the pedal is depressed and goes
the pedal
B C beyond a certain position, the spring
B force operating direction changes and is
B added with the force to be depressed.
The spring is installed between the
Pedal support
clutch pedal and pedal support and force
works on the spring to keep it constantly
extended.
There are various types of turn-over type
Start depressing Depress slightly Depress furthermore
clutch pedals with different construc-
tions.
(1/1)
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TFT (Toyota Free-Tronic)

Release bearing
Clutch disc The TFT (Toyota Free-Tronic) has no
N2 gas
Pump & pump clutch pedal and consists of the parts in
motor
the diagram on the left in addition to the
Accumulator conventional clutch construction.
Relief By performing the shift operation, the
Pressure
valve Check
valve TFT ECU controls the hydraulic actuator
switch
based on the signals from the sensors
Stroke
sensor
and switches to send hydraulic pressure
Toyota free-tronic
warning indicator to the release cylinder and automatically
Spool solenoid valve
TFT operate the clutch.
Release ECU
cylinder Since it is equipped with protection con-
trol, it warns the driver with a buzzer and
Actuator the indicator light to prevent mistaken
Various clutching.
sensors / switches
(1/1)
Clutch Master Sylinder Clutch Master Cylinder

1. Construction and Function
In the clutch master cylinder, hydraulic pressure is
generated by the sliding of the piston.
The clutch push rod is constantly pulled towards the
clutch pedal by the pedal return spring. The function of
Inlet valve
the clutch master cylinder is explained below.
Chamber
A (to release cylinder) Conical
spring
Chamber Push rod

B
Piston
Connecting rod
Spring retainer
Compression spring
-3-
(1) Clutch pedal depressed

The piston is moved to the left via the push rod when
the clutch pedal is depressed.
The brake fluid in the cylinder flows through the inlet
valve to the reservoir and at the same time to the
release cylinder.
When the piston moves further to the left, the connect-
ing rod is separated from the spring retainer, and the
inlet valve closes the passage into the reservoir by the
conical spring, as a result, a build up of a hydraulic
pressure in chamber A occurs which is transmitted to
the release cylinder piston.
(2) Clutch pedal released

When the clutch pedal is released, the piston is
pushed back to the right by the compression spring
and hydraulic pressure decreases. As the piston
returns completely, the connecting rod is pulled to the
right by the spring retainer. The inlet valve thus opens
the passage to the reservoir and chamber A and B are
connected.
SERVICE HINT:
If air is mixed into the fluid line, air is pressurized and
sufficient amount of oil pressure is not generated.
Then, it causes poor clutching or the gears unable to
shift.
(1/1)
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Clutch Construction Clutch Release Cylinder

The clutch release cylinder moves the
piston with hydraulic pressure from the
Diaphragm spring Diaphragm spring master cylinder and operates the
release fork through the push rod.
Release bearing Release bearing
1. Self-adjusting release cylinder
The conical spring in the release cyl-
inder constantly presses the push
rod against the release fork with its
spring force to hold the clutch pedal
freeplay constant.
Release fork Release fork

REFERENCE:
Adjustable release cylinder
Piston Piston
When the diaphragm spring tip position
has changed due to wear of the clutch
disc, it is necessary to adjust the free-
play with the push rod.
from
Push rod Master
cylinder Push rod
Conical spring
from Return spring
Master
cylinder
Self-adjusting release cylinder Adjustable release cylinder
(1/1)
Clutch Release Bearing

Release bearing
The clutch release bearing absorbs the
Centerline of input shaft rotational difference between the
(centerline of release
bearing)
Centerline of
input shaft release fork (which is not turning) and
the diaphragm spring (which is turning)
to transmit the movement of the release
Centerline of Centerline of
diaphragm spring diaphragm spring fork to the diaphragm spring.
(centerline of (centerline of
crankshaft) release bearing) 1. Self-centering release bearing
Diaphragm spring In transaxles for FF vehicles, the
crankshaft and input shaft shift
Clutch release bearing retainer
slightly. This results in noise caused
Release bearing by friction between the diaphragm
spring and the release bearing.
To prevent this noise, this mecha-
nism supplies the center line of the
diaphragm and release bearing to be
aligned automatically.
Release fork
(1/1)
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Clutch Cover
Diaphragm spring
The primary purpose of the clutch cover
is to connect and disconnect engine
power. It must be well balanced while it
is rotating, and radiate heat efficiently at
the time of clutch engagement. The
Retracting Diaphragm spring clutch cover has a spring to push the
spring
pressure plate against the clutch disc.
These springs may be either coil springs
or a diaphragm spring. The latter is used
Clutch cover
Pivot rings in most clutches today.
Pressure plate
1. Diaphragm spring type clutch
Conventional type Pressure plate
The diaphragm spring is made of
spring steel. It is riveted or bolted to
Strap Clutch cover the clutch cover. A pivot ring is
DST (Diaphragm Spring Turnover) type
located at each side of the dia-
phragm spring and functions as a
pivot while the diaphragm spring is
operating.
The retracting springs are used to
connect the diaphragm springs to the
pressure plate.
Recent models have adopted a DST
(Diaphragm Spring Turn-over) type
clutch cover. In this type of clutch
cover, the tips of the clutch cover are
turned over to hold the diaphragm
spring at proper position directly.
The straps are connected in a
chordal (tangential) direction to
transmit the torque.
(1/2)
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2. Characteristics of diaphragm springs

The graph on the left shows the movement of the
pressure plate along the horizontal axis and the pres-
sure of the pressure plate along the vertical axis.
Plate position at disc wear limit The solid line indicates the characteristics of the
Normal position diaphragm spring, and the dotted line indicates the
Maximum release position characteristics of the coil spring.
(1) Normal condition (When the clutch disc is brand
new)
When the pressure applied to the pressure plate (P0)
Plate pressure
is equal for both types: coil spring type and diaphragm

a
Normal pressure spring type, each pressure becomes P2 and P'2 with
the clutch pedal fully depressed.
This means that for the diaphragm spring type, the
force needed to depress the clutch pedal is smaller
P’1 P1 P0 P2 P’2 than that for the coil spring type by the amount shown
by "a".
(2) When wear on the contact surface of clutch disc
Movement of pressure plate
exceeds the allowable limit
Diaphragm spring type The pressure applied to the pressure plate of the coil
Coil spring type spring type clutch decreases to P'1.
On the other hand, the pressure applied to the pres-
sure plate of the diaphragm spring type clutch is P1,
and the same as P0.
That is, the power transmission ability of the dia-
phragm spring type clutch does not decrease till the
disc wear limit.
Conversely, the pressure applied to the pressure plate
of the coil spring type clutch decreases to P'1.
As a result, the transmission ability decreases, caus-
ing the clutch to slip.
(2/2)
Clutch Disc
Facing The clutch disc contacts the friction sur-
face of the pressure plate and the fly-
Rivet wheel uniformly to transmit motive
Torsion rubber power smoothly. It also consists to
soften the impact of clutch engagement.
Clutch hub
1. Torsion rubber
The torsion rubber is incorporated in
the clutch hub and softens the rota-
tional impact of clutch engagement
by moving slightly in the circumferen-
tial direction.
Cushion plate 2. Cushion plate
The cushion plate is riveted sand-
wiched between the clutch facings.
When the clutch is engaged sud-
denly, the impact is absorbed by this
curved section to soften the shock of
gear changing and allow power to be
Torsion rubber Absorbing the shock transmitted smoothly.
Facing
SERVICE HINT:
Wear of the torsion rubber and
breakage of the cushion plate causes
a large amount of impact shock and
noise when the clutch is engaged.
(1/1)
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Outline of Manual Transaxle Description

A manual transaxle (manual transmis-
1st Reverse 2nd 3rd 4th 5th sion) is a device that increases and
gear gear gear gear gear gear
decreases the engine speed by the gear
and converts it to appropriate torque in
order to transmit it to the drive wheels.
Input shaft Refer to the "Drive Train" for the differen-
tial contained in the manual transaxle.
Output shaft
1. Roles of the transaxle
Differential
(1) To engage/disengage the driving
power from the engine by operating
the shift lever.
(2) To increase the torque when starting
Manual transaxle
off and climbing hills.
Gear housing
(3) To drive the wheels at high speed
during high-speed driving.
(4) To drive the wheels in reverse.
Manual transmission
(1/1)
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Necessity of Shifting Gears

The diagram on the left shows driving performance
curves, which indicate the relationship between the driv-
1st
ing force and the vehicle speed for the 1st through 6th
gears.
Driving force
2nd
A 1. Driving performance curves
3rd Ideally speaking, the curved line of the engine driving
4th force should be changed continuously as A in the dia-
5th
6th
gram. However, the driving force of actual manual
transaxle changes discontinuously, as 1st though 6th
gear.
Vehicle speed
Therefore, the engine driving force is transmitted
effectively when narrowing the shaped area in the
graph to keep close to the ideal curved line.
It can be guessed to be close to the ideal curved line
A of driving force as the number of shift gear
increases. However, the design of the transaxle
becomes complicated or it causes the driver to be
complicated for shift operation.
For these reasons, the number of the shift gear con-
sists of 4th to 6th gear.
5th gear is used largely.
(1) Starting off
When the vehicle starts off, a large amount of power is
required, so the 1st gear, which has the largest driving
force, is used.
(2) Driving
After starting off, the 2nd and 3rd gears are used to
increase the vehicle speed.
These gears are used because there is an upper limit
to the vehicle speed in 1st gear and that not as much
driving force is required.
(3) High-speed driving
For high-speed driving, the 4th, 5th, and 6th gears are
used to further increase the vehicle speed. Using
gears with small driving force and lowering the engine
speed improves fuel consumption.
(4) Backing up
When the reverse gear is used, the reverse idler gear
is added, the reverse gear turns in reverse, and the
vehicle backs up.
(1/1)
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Reduction Ratio
1st gear
(drive : 45 teeth) 1. Reduction ratio
Input shaft The reduction ratio is expressed as:
Number of teeth of driven gear
Number of teeth of drive gear

Output shaft
If the driven gear has 38 teeth and the drive gear has
1st gear 12 teeth, for example, the reduction ratio of this 1st
(driven : 15 teeth)
gear is 38/12 = 3.166.
When the rotation and torque of the input shaft is

transmitted to the output shaft, the speed of the rota-
tion decreases and the torque increases according to
the reduction ratio of the gears.
Output torque = Input torque x Gear ratio

Input rpm = Output rpm x Gear ratio
This indicates that the torque increases and rpm

becomes smaller with a greater reduction ratio.
That is to say, the vehicle may be driven at a higher
speed the smaller the reduction ratio is, although the
driving power decreases.
(1/1)
Operating Mechanisms
Shift lever
1. Remote control type
This type connects between the shift lever and the
Push-pull cable transaxle with a cable or links, etc.
This is used in FF vehicles, and there are characteris-
tics such vibration and noise are difficult to be gener-
ated and the shift lever position can be designed
freely.
2. Direct control type

Shift lever This type installs the shift lever directly on the trans-
mission. This type is used on FR vehicles because
Shift fork
shift operations are quick and has good handling.
(1/1)
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Power Transmission Path

Manual transaxles are located at the left
end or right end of transversely mounted
engines in FF vehicles.
Manual transmissions are located to the
rear of vertically mounted engines in FR
vehicles.
1. Manual transaxle operation

• Neutral
The motive power from the engine is
not transmitted from the input shaft to
the output shaft so that it is not done
to the differential.
Blue arrow: Transmission of power

Red arrow: Direction of rotation
The length of the arrow shows the

rotational speed and the width of the
arrow shows the torque.
The longer the arrow, the greater the
rotational speed and the wider the
arrow, the greater the torque.
• 1st gear
The gear of the output shaft rotating
meshed with the 1st gear of the input
shaft transmits power to the differen-
tial through the drive pinion.


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• 3rd gear
The gear of the output shaft rotating
meshed with the 3rd gear of the input
shaft transmits power to the differen-
tial through the drive pinion.


• Reverse
The reverse idler gear is meshed
with the input shaft reverse gear.
The output shaft gear meshed with
the reverse idler gear transmits
power for reverse rotation to the dif-
ferential through the drive pinion.

Violet arrow: Direction of reverse
idler gear rotation



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REFERENCE:
Manual Transmission
For manual transmissions, the input
4th gear 2nd gear Reverse gear shaft and the output shaft are located on
3rd gear 1st gear 5th gear the same axis and the counter gear inte-
Input shaft Output shaft
grates the input shaft and the output
shaft to transmit power.
Counter gear
(1/1)
Construction and Function of Synchromesh Mecha-Synchromesh Mechanisms

nisms
1. Description
The synchromesh mechanism is used to prevent
"gear noise" and to make gear shifting smoother.
This mechanism is called "synchromesh" because two
gears which rotational speed is different are synchro-
nized by friction force during gear shifting.
Synchromesh Transaxles with synchromesh mechanism have the
for 3rd & 4th gear
following advantages.
(1) They eliminate the need for the driver to "double
clutch" (depressing the clutch pedal twice each time
gears are shifted).
Input shaft
(2) When shifting gears, the power can be transmitted
with less delay.
Output shaft
(3) Shifting can be carried out more smoothly without
Synchromesh damaging the gears.
for 5th gear
2. Key type synchromesh mechanism
Synchromesh
for 1st & 2nd gear
(1) Construction
<1> Each forward gear on the input shaft is engaged at
all times with the corresponding gear on the output
shaft.
These gears rotate at all times even after the clutch
is engaged because they are not fixed on the shaft
and run idle.
(1/6)
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<2> The clutch hubs mesh with shafts

Key springs by splines inside the clutch hub.
Hub sleeve Speed gear Hub sleeve Shifting key Furthermore, the hub sleeve
Key spring meshes with the outer circumfer-
(Coil spring
type) ence spline of the clutch hub and
can move to the axial direction.
<3> The clutch hub has three grooves
in the axial direction, and the shift-
ing keys enter the grooves. The
shifting key is pushed against the
Slot Shifting key Cone
hub sleeve at all times by the key
Synchronizer
ring
Clutch hub Synchronizer
ring
Clutch hub spring.
<4> When the gear shift lever is in the
Hub sleeve
neutral position, the protrusion of
Shifting key
Key springs each shifting key fits inside the slot
Synchronizer
Clutch hub
ring in the hub sleeve.
<5> A synchronizer ring is located
between the clutch hub and the
cone of the speed gears and is
pushed against one of these
cones.
Small grooves are provided over
the entire conical area inside of the
synchronizer ring to improve fric-
tion. Furthermore, the ring also has
three grooves for the shifting keys
to fit into.
(2/6)
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(2) Operation
<1> Neutral
Hub sleeve
Shifting key
Each speed gear is meshed with
the corresponding driven gear and
run idle on the shaft.
<2> Start of synchronization
Synchronizer ring As the shift lever is moved, the
Clutch hub Speed gear shift fork, which is fitted in a groove
in the hub sleeve, moves in the
direction indicated by the arrow.
Since the protrusion at the center
of the shifting key is fitted to the
hub sleeve groove, the shifting key
also moves to the arrow direction
at the same time, and pushes the
synchronizer ring to the speed
gear cone portion, resulting in the
synchronization start.
<3> Midway through synchroniza-
tion
When the shift lever is moved fur-
ther, the force which is applied to
the hub sleeve overcomes that of
the shifting key spring and the hub
sleeve rides up into the protrusion
of the key.
<4> End of synchronization
The force being applied to the syn-
chronizer ring becomes even
stronger and pushes the speed
gear cone portion.
This causes the speed of the
speed gear to be synchronized
with that of the hub sleeve.
When the speeds of the hub sleeve
and the speed gear become equal
to each other, the synchronizer ring
begins rotating slightly in the rota-
tion direction.
As a result, the hub sleeve splines
mesh with the synchronizer ring
splines.
<5> End of shift change
After the hub sleeve spline meshes
with synchronizer ring spline, the
hub sleeve moves further and
meshes with the speed gear
spline. Then, the shift change
ends.
SERVICE HINT:
If the inner circumference of the syn-
chronizer ring and the speed gear
cone portion become worn, both
speeds cannot be in sync. Abnormal
noise occurs or it becomes difficult to
shift gears.
(3/6)
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3. Triple-/Double-cone type synchro-

Power transmission from hub sleeve mesh mechanism
Power transmission from gear
To increase the synchromesh capac-
Hub sleeve Shift fork ity, recent models have adopted a tri-
ple-cone or double-cone
synchromesh mechanism particularly
Outer ring for the 2nd and 3rd gears.
(1) Triple-cone type synchromesh mech-
anism
The triple-cone synchromesh mecha-
nism divides the synchronizer ring
into an outer ring, middle ring, and
inner ring.
Inner ring Middle ring
When the shifting key pushes the
outer ring, the outer ring and the mid-
dle ring form a single cone, then the
During shifting middle ring and the inner ring
become a single cone.
Furthermore, the inner ring and the
gear piece become a single cone
Inner ring Outer ring portion, so friction is generated by all
Gear and Middle ring three cone portions.
gear piece
Therefore, the capacity to absorb
rotational speed differences between
gears is large and the synchronizing
process is completed smoothly.
(2) Double-cone type synchromesh
mechanism
The double-cone type synchromesh
mechanism is basically the same as
the triple-cone type synchromesh
mechanism, except that it does not
provide synchronizing between the
inner ring and the gear piece.
(4/6)
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4. Keyless type synchromesh

Keyless synchromesh
for 5th gear A keyless synchromesh mechanism
Key type synchromesh
for 3rd & 4th gear has the key spring serving the role of
(1) the shifting key and is used for the
transaxle 5th gear in some models.
(3)
(1) Construction
(4)
5th gear <1> Hub sleeve
There are three grooved protru-
sions inside the hub sleeve to push
the key spring during synchroniza-
Key type synchromesh (2) tion.
for 1st & 2nd gear
<2> Clutch hub
5th gear Three notches are located around
the clutch hub to secure the syn-
Clutch hub chronizer ring and key spring.
Key spring
Hub sleeve
<3> Key spring
The key spring has four claws. One
claw is to secure the key spring
itself, while the other three claws
Synchronizer ring
hold the shifting keys.
<4> Synchronizer ring
There are grooves in which the key
spring claws enter at three points
along the circumference of the
ring. The groove is chamfered par-
tially.
(5/6)
5. Reverse synchromesh mechanism

6. Reverse pre-balk mechanism
The synchronizer ring for the gears for forward
Shift inner lever No.3
reduces the input shaft rotation speed before the
reverse gear is shifted.
In this way, the reverse idler gear and the input shaft
reverse gear are connected smoothly.
In recent models, the use of synchromesh mecha-
Shift fork shaft No.1
nisms for reverse gear is becoming more common.
6. Reverse pre-balk mechanism
Synchronizer ring
While the gears are being shifted to the reverse gear,
the shift inner lever No. 3 makes contact with the pin
Shift fork
shaft No.3 of shift fork shaft No. 1 and moves shift fork shaft No.
1 the distance A in the direction of the "2nd gear". This
causes the 2nd gear synchronizer ring to operate in
order to decrease the rotational speed of the input
2nd speed gear shaft.
When shift inner lever No. 3 separates from the pin of
Shift inner lever No.3 shift fork shaft No. 1, the reverse gear shifting ends.
Pin
"2nd gear"
direction
Shift fork shaft No.1
(6/6)
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Gear Shifting Mechanisms

1. Construction
The shift and select lever shaft are
Shift & select
lever shaft set at right angles to the fork shafts
on top of the transaxle case.
A double-meshing prevention mech-
anism and reverse gear mis-shift pre-
vention mechanism are adopted.
Also, a shift detent mechanism and
reverse detent mechanism are
adopted on the shift fork shaft.
Fork shafts
Reverse shift fork Fork shaft No.1

Shift fork No.2
Fork shaft No.3
Fork shaft No.2 Shift fork No.1

Shift fork No.3
(1/9)
2. Double-meshing prevention mech-

Bolt
anism
Shift & select lever shaft Shift fork lock plate
This mechanism prevents possible
shifting into two gears at the same
time. When two shift forks are moved
at the same time, they catch during
Shift inner lever No.1 selecting and the gears are double-
Select direction meshed.
As a result, the gears do not turn, the
vehicle acts as though the brakes
Shift direction
have been jammed on, and the tires
Shift fork head
lock up causing a very dangerous sit-
Reverse shift fork
uation.
Shift fork No.3
The shift fork lock plate is prevented
turning by a bolt which allows the
shift and select lever shaft to slide
only in the select direction.
Shift fork No.1

Shift fork No.2
(2/9)
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3. Operation of double-meshing pre-

Shift inner lever No.1 vention mechanism
The shift fork lock plate fits into two
of the three shift fork head slots at all
times and locks all shift forks except
for the gear to be used.
For example, when the shift lever is
put into 1st or 2nd gear, the shift fork
lock plate and shift inner lever No. 1
Shift fork lock plate
move to the right as shown in the dia-
gram on the left.
The shift fork lock plate prevents the
3RD
3RD
5TH
5TH
1ST
1ST
Shift inner 3rd/4th and 5th/reverse shift fork
lever No.1
heads from moving so that only the
1st/2nd shift fork head can move.
REV
REV
2ND
2ND
4TH
4TH
Shift fork
head
(3/9)
4. Reverse mis-shift prevention

Shift inner lever No.2 mechanism
If the transaxle is shifted into reverse
gear while the vehicle is running, this
can break the clutch and the manual
transaxle and at the same time lock
up the tires, causing a very danger-
ous situation.
Therefore, this mechanism is set up
so that the driver must shift into the
Reverse restrict pin neutral position before shifting into
reverse gear.
(4/9)
- 19 -
5. Operation of reverse mis-shift prevention mecha-

(1) (2)
nism
"5th/reverse" (1) When selecting the gear
When the gear shift lever is moved to the 5th/reverse
selection position (the neutral position between 5th
and reverse gears), the shift inner lever No. 2 moves
Return
A in the "5th/reverse" direction, turning the reverse
B
spring restrict pin in the direction as shown by arrow A.
(2) Shifting into 5th gear
When the transaxle has been shifted into 5th gear,
Reverse restrict pin
shift inner lever No. 2 rotates in the direction shown by
arrow B, releasing the reverse restrict pin.
As a result, the reverse restrict pin is returned to its
(3) (4)
original position by a return spring.
"5th/reverse"
(3) Attempted shifting from 5th gear into reverse
If gear shifting is attempted directly from 5th gear into
reverse (as shown by arrow C), the shift inner lever
No. 2 hits the reverse restrict pin, preventing the tran-
D saxle from shifting into reverse from 5th gear.
C
(4) Shifting into reverse gear
After the gear shift lever is once returned to the neu-
tral position between 3rd and 4th gears and then
moved to the 5th/reverse selection position, shift inner
lever No. 2 and the reverse restrict pin will be in the
configuration as shown in the left.
In this configuration, shifting into reverse rotates shift
inner lever No. 2 in the direction shown by arrow D
without any interference from the reverse restrict pin.
(5/9)
6. Reverse one-way mechanism

Back-up lamp switch
The reverse idler gear moves only
Shift fork head
Detent locking ball when the transaxle is shifted into
reverse. When it is shifted into 5th
Reverse shift fork
gear, the reverse idler gear is kept in
the neutral position.
• Reverse one-way mechanism
Shift fork shaft
No.3 operation
Shift fork shaft
No.2 (1) Shifting into 5th gear
When the transaxle is shifted into 5th
Shift fork
Balls gear, the shift fork shaft No. 3 is
No.3
moved to the right, causing balls to
be pushed into the grooves of shift
Reverse shift fork Snap ring
fork shaft No. 2.
Shift fork shaft
No.3 (2) Shifting into reverse
When the transaxle is shifted into
reverse, the reverse shift fork is
moved to the left by the snap ring
which is fitted onto the shift fork shaft
Shift fork shaft No. 3.
No.2
Balls
(3) Shifting from reverse into neutral
Shifting into 5TH gear Shifting into reverse
The shift fork shaft No. 3, the balls
and reverse shift fork are all moved
integrally to the right.
(6/9)
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7. Shift detent mechanism

FF There are three grooves on each
Screw plug
shift fork shaft, and the detent ball is
Detent ball spring seat
Fork shaft No.3 Compression spring
pushed into the groove by the spring
Detent ball
when shifting gears.
Fork shaft No.1 This not only prevents the transaxle
from jumping out of gear, but also
gives the driver a better feel for the
gear engagement.
Fork shaft No.2
FR
Spring
Groove Detent ball
Shift fork shaft
(7/9)
8. Hub sleeve function

Driving force evenly transmitted To prevent the gear from jumping
out, the spline between the hub
sleeve and the speed gear is tapered
to form a chamfer shape and
improve the meshing of the hub
Hub sleeve Gear spline sleeve and speed gear.
spline
Driving force For the same purpose, the teeth of
Thinner gear teeth the input, idler, and reverse gears are
also slightly tapered.
Driving force
Gear spline (During engine braking) (1) When the driving force is transmitted
from a gear to the hub sleeve
The splines on the gear mesh with all
the hub sleeve splines.
(2) When the driving force is transmitted
Hub sleeve Force No force transmitted
Hub sleeve spline Chamfer transmitted from the hub sleeve to a gear (during
engine breaking)
A lower number of gear splines
meshes with the hub sleeve. This
causes the meshing pressure of the
hub sleeve and the gear to increase,
thus preventing the transaxle from
jumping out of gear.
SERVICE HINT:
If the hub sleeve spline chamfer por-
tion is worn, the transaxle jumps out
of gear.
(8/9)
- 21 -
9. Reverse detent mechanism

Lock ball assy There is also a groove on the upper
Reverse shift fork surface of the reverse shift fork into
which the lock ball is pushed by a
spring. When the transaxle is not
shifted into reverse, this groove pre-
vents the reverse idler gear from
moving. Also, when the transaxle is
Reverse shift arm shifted into reverse, it informs the
driver whether or not the gears have
fully engaged.
Lock ball Spring
Reverse idler gear
Reverse shift fork
Reverse shift arm
Reverse idler gear
(9/9)
- 22 -
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get
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- 23 -
Question- 1
The following statements pertain to the requirements of the clutch. Mark each of the statement True or False.
.
No. Question True or False Correct Answers
1 It must engage the transaxle/transmission and the engine smoothly. True False
Once it engages the transaxle/transmission, it must transmit power

2 True False
with slipping.
3 It must disengage the transaxle/transmission accurately and quickly. True False
It must engage or disengage the transaxle/transmission without

4 True False
clutch pedal operation.
Question- 2
The following statements pertain to the manual transaxle/transmission functions. Mark each of the statements True
or False.
.
No. Question True or False Correct Answers
1 To engage/disengage the power from the engine. True False
To increase/decrease the engine torque with gears and transmit

2 True False
appropriate torque to the drive wheels.
During starting-off, use gears with small drive force (small gear
3 True False
ratio) in order to improve the fuel consumption.
During the high-speed driving, use gears with large drive force
4 True False
(large gear ratio) in order to obtain high output.
- 24 -
Question- 3
The following statements pertain to the component parts of the clutch. Select the statement that is False as the
explanation of parts.
1. The clutch release cylinder transmits the hydraulic pressure from the master cylinder to the release fork.
2. The clutch disc is connected with the flywheel and pressure plate when the clutch pedal is depressed.
3. The clutch cover assembly transmits/disengages the engine output.
4. The clutch release bearing absorbs the rotational difference between the release fork and the diaphragm
spring.
Question- 4
The following illustration shows the power transmission passage for a manual transaxle. From the following word
group, select the appropriate word for each illustration.
1. 2.
3. 4.
a) Neutral b) 1st gear c) 3rd gear d) Reverse
Answer: 1. 2. 3. 4.
- 25 -
Question- 5
The following illustration shows the synchromesh mechanism parts. From the following word group, select the
words that correspond to 1to 4.
.
2
3
4
1
a) Speed gear b) Synchronizer ring c) Clutch hub d) Hub sleeve e) Shifting key f) Key spring
Answer: 1. 2. 3. 4.
- 26 -

31d01 Manual Transaxle

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31d01 Manual Transaxle

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Diagnosis Technicain - Manual Transaxle Manual Transaxle and Clutch

Outline of Clutch Description

Engine Clutch Manual transaxle

The clutch consists of a portion that

Clutch release cylinder

©2003 TOYOTA MOTOR CORPORATION. All right reserved.

Clutch Pedal Clutch Pedal

TFT (Toyota Free-Tronic)

Clutch Master Sylinder Clutch Master Cylinder

Chamber Push rod

(1) Clutch pedal depressed

(2) Clutch pedal released

Clutch Construction Clutch Release Cylinder

Release fork Release fork

Self-adjusting release cylinder Adjustable release cylinder

Clutch Release Bearing

2. Characteristics of diaphragm springs

is equal for both types: coil spring type and diaphragm

Outline of Manual Transaxle Description

Necessity of Shifting Gears

Number of teeth of driven gear

Number of teeth of drive gear

When the rotation and torque of the input shaft is

Output torque = Input torque x Gear ratio

This indicates that the torque increases and rpm

2. Direct control type

Power Transmission Path

1. Manual transaxle operation

Blue arrow: Transmission of power

The length of the arrow shows the

Blue arrow: Transmission of power

The length of the arrow shows the

Blue arrow: Transmission of power

The length of the arrow shows the

Blue arrow: Transmission of power

The length of the arrow shows the

Blue arrow: Transmission of power

The length of the arrow shows the

Construction and Function of Synchromesh Mecha-Synchromesh Mechanisms

<2> The clutch hubs mesh with shafts

3. Triple-/Double-cone type synchro-

4. Keyless type synchromesh

5. Reverse synchromesh mechanism

Shift fork shaft No.1

Gear Shifting Mechanisms

Reverse shift fork Fork shaft No.1

Fork shaft No.2 Shift fork No.1

2. Double-meshing prevention mech-

Shift fork No.1

3. Operation of double-meshing pre-

4. Reverse mis-shift prevention

5. Operation of reverse mis-shift prevention mecha-

6. Reverse one-way mechanism

7. Shift detent mechanism

Fork shaft No.2

Groove Detent ball

Shift fork shaft

8. Hub sleeve function

9. Reverse detent mechanism

Reverse shift arm

Reverse idler gear

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No. Question True or False Correct Answers