Manual transmission is made according to a two-shaft scheme with five (for the MMT6 gearbox - with six) synchronized forward gears. The gearbox and the main gear with the differential have a common housing 2 (Fig. 6.4 and 6.5). The clutch housing 6 (see Fig. 6.4) and 5 (see Fig. 6.5) are attached to the front part of the gearbox housing. A stamped steel cover 1 is installed on the rear part of the gearbox housing
(see Fig. 6.4 and 6.5).
Fig. 6.4. Manual gearbox (gear shift mechanism cover removed for clarity): 1 – gearbox housing cover; 2 – gearbox housing; 3 – gear selection lever; 4 – gearbox control cable mounting bracket; 5 – Reverse light switch; 6 – clutch housing; 7 – clutch release drive slave cylinder adapter; 8 – breather; 9 – bracket for fastening the clutch release hydraulic drive pipeline; 10 – gear shift lever; 11 – speed sensor; 12 – axle shaft seal
Fig. 6.5. Schematic diagram of a five-speed manual gearbox: 1 – rear cover of the gearbox housing; 2 – gearbox housing; 3 – breather; 4 – clutch release hydraulic drive slave cylinder; 5 – clutch housing; 6 – clutch release bearing; 7 – primary shaft; 8 – secondary shaft; 9 – main gear and differential
On the primary shaft 7 (see Fig. 6.5) there is a gear of the 5th gear with a synchronizer fixed on the shaft splines, and the driving gears of the 1st, 2nd, 3rd and 4th gears are made as a single unit with the primary shaft.
The secondary shaft 8 is manufactured together with the driving gear of the main transmission 9. In addition, the driven gears of the I, II, III, IV and V gears are mounted on the shaft and rotate freely on plain bearings.
Forward gears are engaged by axial movement of the clutches of two synchronizers of I-II and III-IV gears and the clutch of the synchronizer of V gear, installed on the secondary shaft. The gear shift mechanism is located inside the gearbox housing on its left side. Outside there are two levers of the mechanism: lever 3 (see Fig. 6.4) for selecting a gear and lever 10 for switching.
The control drive of the manual gearbox consists of a gearshift lever linkage with a ball joint installed on the body base, two gearshift and gear selection cables, and a mechanism installed in the gearbox housing. To ensure precise gear engagement, the gearshift lever 10 of the gearshift mechanism is made in one piece with a massive counterweight. The gearshift and gear selection cables are structurally different from each other and are not interchangeable.
The main transmission is made in the form of a pair of cylindrical gears, selected for noise. Torque is transmitted from the driven gear of the main transmission to the differential and then to the front wheel drives.
The differential is conical, with two satellites. The tightness of the connection of the internal joints of the front wheel drives with the differential gears is ensured by seals 12.
The automatic transmission with adaptive control system provides the choice of the optimal gear shift mode for almost any driving style and road conditions. The automatic transmissions installed with engines with a working volume of 1.6 and 2.0 liters are identical in design and differ only in gear ratios.
Automatic transmission is arranged according to the traditional planetary scheme with friction braking and is connected to the engine crankshaft via a torque converter. A special feature of the Ford Focus II gearbox compared to the automatic gearboxes of previous generations is the ability to switch from a fully automatic control mode to a manual mode (the so-called sequential gearbox), in which the driver independently selects the moment of switching to an upshift during acceleration of the car. This allows, if desired, to achieve more intense acceleration compared to the automatic mode, artificially delaying the switching to an upshift, which allows bringing the engine crankshaft speed to the range of the highest torque. At the same time, the electronic control system constantly monitors the car speed and engine load, eliminates driver errors, not allowing him to engage a higher gear at low speed in order to avoid engine overload, and not allowing him to engage a downshift at too high a speed, which eliminates the possibility of exceeding the maximum permissible engine crankshaft speed. When the car speed decreases, the gears are automatically switched to lower ones without driver intervention. When the car comes to a complete stop, the first gear is automatically engaged.
The automatic transmission control drive is cable-operated and is constructed on the same principle as the manual transmission control drive, but differs from it in the number and design of parts. The automatic transmission selector is installed in the same place on the floor tunnel as the manual transmission control lever, and is connected to the control unit on the transmission by a control cable.
The design of the differential of an automatic transmission is completely similar to that of a manual transmission.
To repair a gearbox, especially an automatic gearbox, a large set of special tools and appropriate training of the performer are required, therefore this section only covers the removal and installation of the gearbox, replacement of its seals, and repair of the drive. If necessary, perform gearbox repair at a specialized service center.
[The original text is provided on an online resource FORDBOOK.RU]