Ford Galaxy / Ford S-MAX. Manual — part 549

Manual Transmission/Transaxle - Vehicles With: 6-
Speed Manual Transaxle - M66 - Specifications

S-MAX/Galaxy 2006.5 (02/2006

Filling Capacities

Shim thickness calculations

* If the thickness of the measured shim is odd, select the shim with the next higher thickness value.

Transmission Ratios

Torque Specifcations

Transmission fluid

Type

Input shaft

1st-2nd and 5th-

6th gear output

shaft

3rd-4th gear

output shaft

Reverse gear

output shaft

Measuring shims (mm)

-

-

-

-

Measured end float
(example) (mm)

+1.12

+1.13

+1.27

+1.40

Addition value (mm) to
obtain correct bearing
pre-load

+0.03

+0.20

+0.15

+0.11

Required shim thickness
(example) (mm)

= 1.15

= 1.33

= 1.42

= 1.51

Available shims (mm)

0.60 - 1.17 (in

0.03 mm

steps)*

0.93 - 1.74 (in

0.03 mm steps)*

0.60 - 1.17 (in

0.03 mm steps)

*

0.57 - 1.11 (in

0.03 mm steps)* 0.03 mm steps)*

gear

2.2L diesel engine

2.5L Engine

1st gear

3.385

2nd gear

1.905

3rd gear

1.194

4th gear

0.838

5th gear

0.652

6th gear

0.540

Reverse

0.773

Final drive ratio - forwards

4.267

Final drive ratio - reverse

5.333

Description

Nm

lb-ft

Reversing lamp switch

24

18

Shaft detent mechanism

30

22

Selector mechanism bolts

25

18

Manual Transmission/Transaxle - Vehicles
With: 6-Speed Manual Transaxle - M66 -
Manual Transmission

S-MAX/Galaxy 2006.5 (02/2006-)

Print

Description and Operation

Overview

The manual transaxle (M66) was designed for use in front-wheel and four-wheel drive
vehicles and for high torques.

Its compact design enables transverse installation in conjunction with 2.5L Duratec-ST
(VI5) engine (and 2.2L Duratorq-TDCi (DW) Diesel engine).

The transaxle is equipped with six forward gears.

The benefits:

Optimized graduation of speed stages

Lower fuel consumption

Less noise emission due to lower engine speeds

The transaxle design is based on four shafts (one input shaft and three output shafts. See
also illustration on next page).

All the gears, including the reverse gear, are synchronized:

Single synchronization - 4th/5th/6th and reverse gear

Dual synchronization - 3rd gear

Triple synchronization - 1st/2nd gear

The transaxle has a lifetime filling of synthetic oil.

An aperture is provided for checking the level and topping up.

Ford transmission fluid with specification WSS-M2C200-D2 is used.

The total filling capacity is 2.0 liters.

After production startup, the transaxle undergoes a "Black Box Phase" which has been
ended. Since 06/2009 the transaxle can be full serviced except the "1st-2nd and 5th-6th
Gear Output Shaft". The press capacities of this Output Shaft are higher than 60 tons and
can therefore not be serviced. Only the outer bearings can be renewed.

Internal Components

Description

Input shaft

1st-2nd and 5th-6th gear output shaft

3rd-4th gear output shaft

Reverse gear output shaft

Output pinion - reverse gear output shaft

Gear wheel - reverse gear

Synchronizer hub - reverse gear

Ring gear

Gear wheel - 2nd gear

Toothed wheel - 5th gear

Toothed wheel - 6th gear

Gear wheel - 6th gear

Synchronizer hub - 5th/6th gear

Gear wheel - 4th gear

Gear wheel - 5th gear

Synchronizer hub - 3rd/4th gear

Toothed wheel - 4th gear

Toothed wheel - 2nd gear

Toothed wheel - 1st gear

Item

A

B

C

D

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

Part Number

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

Gear wheel - 3rd gear

Output pinion - 3rd-4th gear output shaft

Toothed wheel - 3rd gear

Synchronizer hub - 1st/2nd gear

Output pinion - 1st-2nd and 5th-6th gear output shaft

Gear wheel - 1st gear

Synchronizer rings

Synchronizer ring (Reverse, 4th, 5th, 6th gear)

Double synchronizer ring (3rd gear)

Triple synchronizer ring (1st and 2nd gear)

Triple synchronization is provided for the 1st and 2nd gears.

This synchronization, which is subject to a greater load because of the tractive power,
achieves a higher service life and a reduction in the shift force required.

Synchronization is intended to bring the synchronizer hubs with synchronizer clutch and the
gear wheel to the same rotational speed. Only then is positive engagement possible.

To achieve this, sloped faces have been provided on all the illustrated components. Until
synchronism is achieved, the synchronizer clutch is blocked from engaging with the external
splines by a further ring gear on the outer synchronizer ring.

The basis for triple synchronization is a gear wheel with external splines. Its diameter is
much larger than that of the friction cone. This creates space for the first synchronizer ring

16

17

18

19

20

21

-

-

-

-

-