The codes printed on your driving licence tell you what conditions you must meet to drive. Intro: How to Drive a Manual / Standard Shift Transmission. Hello and welcome to my new Instructable! By reading this I hope you gain the operational and technical. Clutch control driving lesson, How to drive a manual car tutorial, uphill in a petrol car! SUBSCRIBE! http:// This clutch. A manual transmission, also known as a manual gearbox, stick shift, n-speed manual (where n is its number of forward gear ratios), standard, M/T or in colloquial U.S.
Manual transmission - Wikipedia, the free encyclopedia. A floor- mounted gear lever in a modern passenger car with a manual transmission. A manual transmission, also known as a manual gearbox, stick shift, n- speed manual (where n is its number of forward gear ratios), standard, M/T or in colloquial U. S. English, a stick (for vehicles with hand- lever shifters), is a type of transmission used in motor vehicle applications. It uses a driver- operated clutch engaged and disengaged by a foot pedal (automobile) or hand lever (motorcycle), for regulating torque transfer from the engine to the transmission; and a gear selector operated by hand (automobile) or by foot (motorcycle).
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A conventional, 5- or 6- speed manual transmission is often the standard equipment in a base- model car; other options include automated transmissions such as an automatic transmission (often a manumatic), a semi- automatic transmission, or a continuously variable transmission (CVT). The number of forward gear ratios is often expressed for automatic transmissions as well (e. Overview[edit]Manual transmissions often feature a driver- operated clutch and a movable gear stick. Most automobile manual transmissions allow the driver to select any forward gear ratio ("gear") at any time, but some, such as those commonly mounted on motorcycles and some types of racing cars, only allow the driver to select the next- higher or next- lower gear. This type of transmission is sometimes called a sequential manual transmission.
In a manual transmission, the flywheel is attached to the engine's crankshaft and spins along with it. The clutch disk is in between the pressure plate and the flywheel, and is held against the flywheel under pressure from the pressure plate.
When the engine is running and the clutch is engaged (i. As the clutch pedal is depressed, the throw out bearing is activated, which causes the pressure plate to stop applying pressure to the clutch disk.
This makes the clutch plate stop receiving power from the engine, so that the gear can be shifted without damaging the transmission. When the clutch pedal is released, the throw out bearing is deactivated, and the clutch disk is again held against the flywheel, allowing it to start receiving power from the engine. Manual transmissions are characterized by gear ratios that are selectable by locking selected gear pairs to the output shaft inside the transmission.
Conversely, most automatic transmissions feature epicyclic (planetary) gearing controlled by brake bands and/or clutch packs to select gear ratio. Automatic transmissions that allow the driver to manually select the current gear are called Manumatics.
A manual- style transmission operated by computer is often called an automated transmission rather than an automatic. Contemporary automobile manual transmissions typically use four to six forward gear ratios and one reverse gear, although consumer automobile manual transmissions have been built with as few as two and as many as seven gears. Transmissions for heavy trucks and other heavy equipment usually have 8 to 2.
Operating aforementioned transmissions often use the same pattern of shifter movement with a single or multiple switches to engage the next sequence of gear selection. Unsynchronized transmission[edit]. Cherrier two speed gear, circa 1.
The earliest form of a manual transmission is thought[by whom?] to have been invented by Louis- Ren. Г© Panhard and Г‰mile Levassor in the late 1. This type of transmission offered multiple gear ratios and, in most cases, reverse. The gears were typically engaged by sliding them on their shafts (hence the phrase shifting gears), which required careful timing and throttle manipulation when shifting, so the gears would be spinning at roughly the same speed when engaged; otherwise, the teeth would refuse to mesh. These transmissions are called sliding mesh transmissions or sometimes crash boxes, because of the difficulty in changing gears and the loud grinding sound that often accompanied.
Newer manual transmissions on cars have all gears mesh at all times and are referred to as constant- mesh transmissions, with "synchro- mesh" being a further refinement of the constant mesh principle. In both types, a particular gear combination can only be engaged when the two parts to engage (either gears or clutches) are at the same speed. To shift to a higher gear, the transmission is put in neutral and the engine allowed to slow down until the transmission parts for the next gear are at a proper speed to engage. The vehicle also slows while in neutral and that slows other transmission parts, so the time in neutral depends on the grade, wind, and other such factors. To shift to a lower gear, the transmission is put in neutral and the throttle is used to speed up the engine and thus the relevant transmission parts, to match speeds for engaging the next lower gear. For both upshifts and downshifts, the clutch is released (engaged) while in neutral.
Some drivers use the clutch only for starting from a stop, and shifts are done without the clutch. Other drivers will depress (disengage) the clutch, shift to neutral, then engage the clutch momentarily to force transmission parts to match the engine speed, then depress the clutch again to shift to the next gear, a process called double clutching. Double clutching is easier to get smooth, as speeds that are close but not quite matched need to speed up or slow down only transmission parts, whereas with the clutch engaged to the engine, mismatched speeds are fighting the rotational inertia and power of the engine.
Even though automobile and light truck transmissions are now almost universally synchronized, transmissions for heavy trucks and machinery, motorcycles, and for dedicated racing are usually not. Non- synchronized transmission designs are used for several reasons. The friction material, such as brass, in synchronizers is more prone to wear and breakage than gears, which are forged steel, and the simplicity of the mechanism improves reliability and reduces cost.
In addition, the process of shifting a synchromesh transmission is slower than that of shifting a non- synchromesh transmission. For racing of production- based transmissions, sometimes half the teeth on the dog clutches are removed to speed the shifting process, at the expense of greater wear. Heavy duty trucks often use unsynchronized transmissions, though military trucks usually have synchronized transmissions, allowing untrained personnel to operate them in emergencies.
In the United States, traffic safety rules refer to non- synchronous transmissions in classes of larger commercial motor vehicles. In Europe, heavy duty trucks use synchronized gearboxes as standard. Similarly, most modern motorcycles use unsynchronized transmissions: their low gear inertias and higher strengths mean that forcing the gears to alter speed is not damaging, and the pedal operated selector on modern motorcycles, with no neutral position between gears (except, commonly, 1st and 2nd), is not conducive to having the long shift time of a synchronized gearbox. On bikes with a 1- N- 2(- 3- 4..) transmission, it is necessary either to stop, slow down, or synchronize gear speeds by blipping the throttle when shifting from 2nd into 1st.
Synchronized transmission[edit]. Top and side view of a typical manual transmission, in this case a Ford Toploader, used in cars with external floor shifters.
Most modern manual- transmission vehicles are fitted with a synchronized gear box. Transmission gears are always in mesh and rotating, but gears on one shaft can freely rotate or be locked to the shaft. The locking mechanism for a gear consists of a collar (or dog collar) on the shaft which is able to slide sideways so that teeth (or dogs) on its inner surface bridge two circular rings with teeth on their outer circumference: one attached to the gear, one to the shaft hub. When the rings are bridged by the collar, that particular gear is rotationally locked to the shaft and determines the output speed of the transmission. The gearshift lever manipulates the collars using a set of linkages, so arranged so that one collar may be permitted to lock only one gear at any one time; when "shifting gears", the locking collar from one gear is disengaged before that of another is engaged. One collar often serves for two gears; sliding in one direction selects one transmission speed, in the other direction selects another.
In a synchromesh gearbox, to correctly match the speed of the gear to that of the shaft as the gear is engaged the collar initially applies a force to a cone- shaped brass clutch attached to the gear, which brings the speeds to match prior to the collar locking into place. The collar is prevented from bridging the locking rings when the speeds are mismatched by synchro rings (also called blocker rings or baulk rings, the latter being spelled balk in the U. S.). The synchro ring rotates slightly due to the frictional torque from the cone clutch. In this position, the dog clutch is prevented from engaging.
The brass clutch ring gradually causes parts to spin at the same speed. When they do spin the same speed, there is no more torque from the cone clutch and the dog clutch is allowed to fall into engagement.
In a modern gearbox, the action of all of these components is so smooth and fast it is hardly noticed. The modern cone system was developed by Porsche and introduced in the 1. Porsche 3. 56; cone synchronisers were called Porsche- type for many years after this. In the early 1. 95. With continuing sophistication of mechanical development, fully synchromesh transmissions with three speeds, then four, and then five, became universal by the 1. Many modern manual transmission cars, especially sports cars, now offer six speeds. The 2. 01. 2 Porsche 9.