All-wheel drive vehicles are equipped with five- or six-speed manual transmissions.
Five-speed JR5 transmission and six-speed TL8 transmission.
The JR5 transmission is installed with the K4M engine. The TL8 gearbox can be installed with either the K4M or F4R engine.
All gearboxes are available in 2WD and 4WD configurations, as indicated by the markings on the crankcase.
The 4WD gearbox differs in that it has a flange for attaching the transfer case and lacks a right-hand axle shaft seal (the seal is installed on the transfer case output shaft).
The TL8 manual gearbox has the same mounting and installation dimensions as the JR5 gearbox and is largely similar in design.
The differences include the presence of a sixth gear, the arrangement of the gears and synchronizers on the shafts, and a cast rear cover instead of a stamped one.
TL 8 Gearbox
The gearbox is a mechanical, two-shaft, with six forward gears and one reverse gear, with synchronizers on all forward gears.
It is structurally integrated with the differential and final drive.
The gearbox housing consists of two parts (cast from aluminum alloy): the clutch housing and the gearbox housing.
During assembly, a gasoline-oil-resistant coating is applied between them. sealant gasket.
The drive gears of all forward gears are located on the input shaft and are in constant mesh with the driven gears mounted on the secondary shaft.
The gears of all forward gears are helical, and the reverse gears are spur.
The drive gear of the final drive is also located on the secondary shaft.
The drive gear of the final drive is in constant mesh with the driven gear of the final drive.
The driven gear of the final drive is mounted on the differential case and is bolted to it.
The differential case contains two satellite gears and two half-axle gears.
The satellite gears are mounted on an axle secured in the differential case.
The half-axle gears transmit torque to the front drives wheels.
The differential case rotates on two tapered roller bearings, the inner races of which are pressed onto the differential case, and the outer races are pressed into the gearbox and clutch housings.
The differential case transmits rotation to the transfer case input shaft via a splined connection.
The gearbox control drive consists of a control mechanism installed in the vehicle interior on the floor tunnel, and a gear shift mechanism located in the gearbox housing.
The mechanisms are connected by two cables: gear selection and gear engagement.
The gearbox control mechanism is secured to the floor tunnel with four bolts.
When a gear is selected, the gear selector cable moves the gear selector lever, which, in turn, positions the gear selector in the groove of the corresponding gear selector fork.
Once the gear has been selected, the gear selector cable rotates the lever, engaging the desired gear.
The gear shift cable and the gear selector cable are not interchangeable.
The gear shift cable can be adjusted in length.
To change the length of the cable, use the locking sleeve 3 compress spring 2.
After this, move the toothed lock 4 (orange) inside the cable end, disengaging its teeth from the toothed end of the cable 6.
Move the toothed end of the cable 6 inside the end, setting the required cable length, then secure the end of the cable with the toothed lock 4 and release the locking sleeve.
The gearbox communicates with the atmosphere through a breather located in its upper part.
During maintenance, the nozzle on the hose should be turned several times to clear it.
The gearbox is filled with lifetime transmission oil at the factory.
The gearbox oil level should be level with the lower edge of the oil filler hole, closed with a plastic plug.
A gearbox is a complex component, the repair of which requires experience and specialized tools.
Therefore, gearbox repair should be performed at a specialized technical center with both the necessary equipment and spare parts.
In case of serious damage or severe wear of gearbox parts, it is advisable to replace the entire gearbox.
Possible malfunctions of a manual transmission and methods of correction
- Cause of malfunction - Method of correction
Vibration, noise in the gearbox Gearbox:
- - Loose or damaged engine and gearbox mounts - Tighten or replace mounts
- - Worn or damaged gears and bearings - Have the gearbox repaired at a service center
- - Incorrect grade oil has been added - Add quality oil
- - Insufficient oil level - Add oil to the specified level
Oil leak:
- - Destruction or damage to the oil seal or O-rings - Replace damaged parts
Difficult gear shifting and grinding noise when shifting:
- - Incomplete clutch disengagement - Bleed air from the clutch release hydraulic system
- - Defective gear shift cables - Replace Gear shift cables at service
- - Worn synchronizers - Repair the gearbox, replace synchronizers
Spontaneous gear shifting:
- - Worn shift forks or broken detent springs - Repair the gearbox, replace faulty parts
- - Increased synchronizer sleeve clearance on the hub - Repair the gearbox.
Gear ratios of manual transmissions
