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    How to Rebuild & Modify High-Performance Manual Transmissions
    How to Rebuild & Modify High-Performance Manual Transmissions
    How to Rebuild & Modify High-Performance Manual Transmissions
    Ebook490 pages2 hours

    How to Rebuild & Modify High-Performance Manual Transmissions

    By Paul Cangialosi

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    About this ebook

    This revised edition is new to our WorkBench Series, and expands on our already popular original edition of How to Build and Modify High-Performance Manual Transmissions.

    How to Rebuild and Modify High-Performance Manual Transmissions breaks down the disassembly, inspection, modification/upgrade, and rebuilding process into detailed yet easy-to-follow steps consistent with our other Workbench series books. The latest techniques and insider tips are revealed so an enthusiast can quickly perform a tear-down, identify worn parts, select the best components, and successfully assemble a high-performance transmission. Transmission expert and designer Paul Cangialosi shares his proven rebuilding methods, insight, and 27 years of knowledge in the transmission industry. He guides you through the rebuilding process for most major high-performance transmissions including BorgWarner T10 and super T10, GM/Muncie, Ford Toploader, and Tremec T5. This new edition also contains a complete step-by-step rebuild of the Chrysler A833 transmission.

    In addition, the book clearly explains theory, gear ratio calculation, synchro function, and gear design features so you possess the know-how to build the best gearbox. Clutch selection and setup as well as shifter modification are also covered. This revised edition is packed with 450 photos, charts, and illustrations, so you can get most out of your manual transmission.

    LanguageEnglish
    PublisherS-A Design
    Release dateJul 31, 2020
    ISBN9781613256411
    How to Rebuild & Modify High-Performance Manual Transmissions

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      Book preview

      How to Rebuild & Modify High-Performance Manual Transmissions - Paul Cangialosi

      CHAPTER 1

      THEORY OF MANUAL TRANSMISSIONS

      Power flow in neutral.

      Power flow in first gear.

      Whether you are dealing with sprocket teeth on a bike or gear teeth on a transmission gear, the simple formula for calculating a gear ratio is: Ratio = Driven ÷ Drive.

      So if the drive gear has 10 teeth and the driven gear 20 teeth, the ratio equals 2. This is expressed as a 2:1 or a 2.00 ratio. The drive gear must make two turns to make the driven gear turn once. Any ratio with a number greater than 1 is an under-drive 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.

      Because the average manual-shift transmission contains more than one pair of gears, the same formula holds true for each drive and driven set. The ratio of each drive and driven set is multiplied by each other to give the final ratio. The formula is:

      Ratio = (Driven ÷ Drive) × (Driven ÷ Drive)

      Power flow in second gear.

      Power flow in third gear.

      Power flow in fourth or direct gear.

      When looking at the nearby power-flow pictures for first-gear mode, you see that the power comes into the input shaft (drive), down to the countergear (driven), then from the countergear (drive) to the first-speed gear (driven). 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:

      Ratio = (25 ÷ 21) × (36 ÷ 17) = 1.19 × 2.12 = 2.52

      Your first-gear ratio is 2.52:1.

      Gear ratios are a very important aspect of transmission selection and transmission design. 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-to-center distance.

      The center-to-center distance is the distance between the center-lines of the upper and lower geartrains. To help visualize why a center-to-center distance is important, here is an extreme example: You can have two gearsets. Both sets have a 20-tooth driven gear and a 10-tooth drive gear; however, one set has a center-to-center of 1 inch while the other has a center-to-center of inches. 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-to-center may shift easier, because of the lighter mass of the geartrain, but it will be weaker.

      Power flow in fifth gear.

      Power flow in reverse.

      These two gears both have the same tooth count, but the one on the left is a larger-diameter shaft than the one on the right. The larger-diameter shaft has more surface area and, therefore, can transmit more power than the smaller-diameter shaft.

      The proper selection of a transmission for a particular application is based on this idea. 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 center-to-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.

      There are some trade offs. 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

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