RA61F MANUAL TRANSMISSION
RA61F MANUAL TRANSMISSION
RA61F MANUAL TRANSMISSION
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<strong>RA61F</strong> <strong>MANUAL</strong> <strong>TRANSMISSION</strong><br />
DESCRIPTION<br />
CHASSIS — <strong>RA61F</strong> <strong>MANUAL</strong> <strong>TRANSMISSION</strong> CH-5<br />
The <strong>RA61F</strong> manual transmission is a 6-speed manual transmission. This manual transmission has the<br />
following features:<br />
Item Feature<br />
Gear Train An output reduction method is used to achieve a compact construction.<br />
Gear Engagement<br />
All forward gears and reverse gear are constant mesh type gears. They are used to<br />
achieve an excellent shift feel.<br />
Synchromesh Mechanism<br />
A triple-cone type synchromesh mechanism is used for 1st, 2nd and 3rd gears to<br />
achieve an excellent shift feel.<br />
Shift Mechanism The shift mechanism uses four shift forks and sliding-shafts.<br />
• The transmission front, center and rear cases and control shift lever retainer are<br />
Transmission Case and made of aluminum alloy for weight reduction.<br />
Cover<br />
• A transmission cover is used to restrain the transfer of the internal sound of the<br />
transmission to the cabin.<br />
Oil Separator An oil separator is used to reduce parasitic losses due to transmission oil churning.<br />
Input Shaft<br />
Reverse Gear<br />
1st Gear<br />
3rd Gear<br />
2nd Gear 5th Gear<br />
4th Gear 6th Gear<br />
Counter Shaft<br />
Output Shaft<br />
276PD06<br />
Shift Pattern<br />
276PD35
CH-6<br />
Specification <br />
CHASSIS — <strong>RA61F</strong> <strong>MANUAL</strong> <strong>TRANSMISSION</strong><br />
Type <strong>RA61F</strong><br />
1st 4.171<br />
2nd 2.190<br />
3rd 1.488<br />
Gear Ratio 4th 1.193<br />
5th 1.000<br />
6th 0.799<br />
Reverse 3.607<br />
Oil Capacity Liters (US qts, Imp.qts) 1.8 (1.9, 1.6)<br />
Oil Viscosity SAE 75W-90<br />
Oil Grade API GL-4 or GL-5<br />
Weight (Reference)* kg (lb) 57.7 (127.2)<br />
*: The figure shown is the weight of the part including the oil.
GEAR TRAIN<br />
CHASSIS — <strong>RA61F</strong> <strong>MANUAL</strong> <strong>TRANSMISSION</strong> CH-7<br />
The gear train uses the output reduction method, that is, the output shaft is equipped with a reduction gear.<br />
When compared with the input reduction method, the output reduction method has the following features:<br />
In a transmission that uses the input reduction method, input torque from the engine is increased by the<br />
reduction gears before the input torque acts on each drive and driven gear. In this case, the width of the<br />
teeth on each gear needs to be large. On the other hand, in a transmission that uses the output reduction<br />
method, input torque from the engine is increased by the reduction gears after the input torque acts on each<br />
drive and driven gear. This reduces the width of the teeth needed on each gear, allowing a smaller and<br />
lighter gear train to be produced.<br />
In the configuration of a gear train that uses the input reduction method, the drive and driven gears are<br />
located behind the reduction gear. Because of this, the moment of inertia of the input shaft and counter<br />
shaft acts on these two gears. In contrast, in the configuration of a gear train that uses the output reduction<br />
method, the drive and driven gears are located in front of the reduction gear. This causes the moment of<br />
inertia of the input shaft only to act on the gears, reducing shifting effort.<br />
Engine<br />
Synchronizer Ring<br />
Engine<br />
Input Shaft<br />
Clutch<br />
Input Shaft<br />
Clutch<br />
1st<br />
2nd<br />
4th<br />
3rd<br />
6th<br />
Output Reduction Method<br />
Reduction Gear<br />
Synchronizer Ring<br />
6th<br />
3rd 4th<br />
Counter Shaft<br />
2nd<br />
Input Reduction Method<br />
Output Shaft<br />
Reduction Gear<br />
1st<br />
Counter Shaft<br />
Output Shaft<br />
: Torque transmission<br />
route in 3rd gear<br />
0240CH02C<br />
: Torque transmission<br />
route in 3rd gear<br />
0240CH03C
CH-8<br />
SYNCHROMESH MECHANISM<br />
CHASSIS — <strong>RA61F</strong> <strong>MANUAL</strong> <strong>TRANSMISSION</strong><br />
The synchromesh mechanism for each gear is as follows:<br />
Synchromesh<br />
Mechanism Type<br />
Gear 1st, 2nd, and 3rd 4th, 5th and 6th Reverse<br />
SHIFT MECHANISM<br />
Triple-cone Single-cone Lever<br />
The shift mechanism has four shift forks, four shift fork shafts, four shift detent balls, and four compression<br />
springs.<br />
The four shift detent balls and four compression springs are used for the shift detent mechanism. The shift<br />
detent mechanism is provided to prevent engaging two gears at one time, and to prevent accidental shifting<br />
into reverse gear.<br />
Shift Detent Ball<br />
Compression<br />
Spring<br />
No.4 Shift Fork<br />
No.1 Shift Fork<br />
No.4 Shift Fork Shaft<br />
No.3 Shift Fork Shaft<br />
No.1 Shift Fork Shaft<br />
No.2 Shift Fork Shaft<br />
No.2 Shift Fork<br />
No.3 Shift Fork<br />
0240CH04C<br />
To prevent unintended operation, a buzzer in the combination meter sounds once after the transmission<br />
has been shifted to reverse in order to alert the driver of the shift lever position.<br />
Back-up Light Switch<br />
Combination Meter<br />
Buzzer<br />
0240CH66C
<strong>TRANSMISSION</strong> CASE AND COVER<br />
CHASSIS — <strong>RA61F</strong> <strong>MANUAL</strong> <strong>TRANSMISSION</strong> CH-9<br />
The transmission front, center and rear cases and control shift lever retainer are made of aluminum alloy<br />
for weight savings. These cases realize the high strength and durability due to their cylindrical shape and<br />
optimal arrangement of strengthening ribs.<br />
A transmission cover is use to reduce the transfer of transmission noise to the cabin.<br />
Transmission Front Case<br />
Transmission Cover<br />
Transmission Center Case<br />
Control Shift Lever Retainer<br />
Transmission Rear Case<br />
0240CH05C
CH-10<br />
OIL SEPARATOR<br />
CHASSIS — <strong>RA61F</strong> <strong>MANUAL</strong> <strong>TRANSMISSION</strong><br />
An oil separator made of aluminum alloy is provided at the bottom of the transmission rear case. This<br />
construction prevents the oil in the sump from being directly mixed by the counter shaft. Combined with the<br />
transmission center case, which is constructed to act as a tank, energy losses due to oil mixing have been<br />
reduced.<br />
Center Case Side<br />
Tank Construction<br />
Rear Case Side<br />
Oil Separator<br />
Oil Separator<br />
275TU81
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