Frelander 2. Manual — part 350
A
-
Input shaft
C
-
Intermediate shaft 3rd - 4th
4
-
Ring gear
10
-
4th gear idler gear
12
-
3rd - 4th gear coupling sleeve
13
-
4th gear
17
-
Final drive 3rd - 4th
When 4th gear is selected, the coupling sleeve for 3rd - 4th gear is moved by a gear selector fork along the synchronizing
hub towards the 4th gear idler gear. The coupling sleeve and the synchronizing hub lock the 4th gear idler gear at the
intermediate shaft 3rd - 4th.
Engine torque is transferred to the input shaft via the clutch. The 4th gear rack on the input shaft transfers the power to
the 4th gear idler gear. From there the power is transferred to the intermediate shaft 3rd - 4th and to the final drive, which
in turn transfers power to the ring gear. The ring gear is connected to the drive shafts through the differential.
5th Gear Power Flow
Item
Part Number
Description
A
-
Input shaft
B
-
Intermediate shaft 1st - 2nd and 5th - 6th
4
-
Ring gear
6
-
5th gear
9
-
5th - 6th gear coupling sleeve
11
-
5th gear idler gear
20
-
Final drive 1st - 2nd and 5th - 6th
When 5th gear is selected, the coupling sleeve for 5th - 6th gear is moved by a gear selector fork along the synchronizing
hub towards the 5th gear idler gear. The coupling sleeve and the synchronizing hub lock the 5th gear idler gear at the
input shaft.
Engine torque is transferred to the input shaft via the clutch. The 5th - 6th coupling sleeve and 5th gear idler gear located
on the input shaft, transfer the power to the 5th gear. From there the power is transferred to the intermediate shaft 1st -
2nd and 5th - 6th and to the final drive, which in turn transfers power to the ring gear. The ring gear is connected to the
drive shafts through the differential.
6th Gear Power Flow
Item
Part Number
Description
A
-
Input shaft
B
-
Intermediate shaft 1st - 2nd and 5th - 6th
4
-
Ring gear
7
-
6th gear
8
-
6th gear idler gear
9
-
5th - 6th gear coupling sleeve
20
-
Final drive 1st - 2nd and 5th - 6th
When 6th gear is selected, the coupling sleeve for 5th - 6th gear is moved by a gear selector fork along the synchronizing
hub towards the 6th gear idler gear. The coupling sleeve and the synchronizing hub lock the 6th gear idler gear at the
input shaft.
Engine torque is transferred to the input shaft via the clutch. The 5th - 6th coupling sleeve and 6th gear idler gear located
on the input shaft, transfer the power to the 6th gear. From there the power is transferred to the intermediate shaft 1st -
2nd and 5th - 6th and to the final drive, which in turn transfers power to the ring gear. The ring gear is connected to the
drive shafts through the differential.
Reverse Gear Power Flow
Item
Part Number
Description
A
-
Input shaft
B
-
Intermediate shaft 1st - 2nd and 5th - 6th
D
-
Reverse shaft
1
-
Final drive for reverse gear
2
-
Reverse gear idler gear
3
-
Reverse gear coupling sleeve
4
-
Ring gear
15
-
1st gear
21
-
1st gear idler gear
When reverse gear is selected, the coupling sleeve for reverse gear is moved by a gear selector fork along the
synchronizing hub towards the reverse gear idler gear.
The coupling sleeve and synchronizing hub lock the reverse gear idler gear at the reverse shaft.
The torque of the engine is transferred via the clutch to the input shaft. The 1st gear on the input shaft transfers power to
the 1st gear idler gear. The power is then transferred to the reverse gear idler gear and then to the reverse gear coupling
sleeve. From there power is transferred to the intermediate shaft 1st - 2nd and 5th - 6th and to the final drive which in
turn transfers power to the ring gear. The ring gear is connected to the drive shafts through the differential.
Differential
The differential distributes drive from the transmission equally between the LH and RH front half shafts and also provides
drive torque to the rear differential via the power transfer unit.
The differential is located at the rear of the transmission housing. Both sides of the differential are connected to the LH
and RH drive shafts, supplying torque to the front wheels The differential is also connected to the Power Transfer Unit via
a splined shaft to the RH side of the transmission, supplying torque to the rear driveline.
Reverse Switch
The reverse switch is located in the front of the transmission casing, above the 1st gear detection switch. The switch is
used by the Anti-lock Brake System (ABS) module for Hill Descent Control (HDC) and also for reversing lamp operation.
1st Gear Position Switch
The 1st gear switch is located on the front of the transmission casing, below the reverse switch. The switch is used by the
ABS module for HDC.
CLUTCH
Item
Part Number
Description
1
-
Clutch pedal
2
-
Brake/clutch reservoir
3
-
Fluid level sensor
4
-
Connector
5
-
Low pressure hose
6
-
Master cylinder
7
-
High pressure clutch line
8
-
Connector
9
-
Clutch bleed adaptor
10
-
Transmission
11
-
Slave cylinder and release bearing
12
-
Clutch cover assembly
13
-
Driven (friction) plate
The clutch is a conventional single driven plate and diaphragm spring clutch cover assembly which is hydraulically actuated
from the clutch pedal.
The main components of the clutch are the clutch cover assembly (pressure plate), the engine flywheel and the driven
plate (friction plate). Together with flywheel and driven plate, the clutch cover forms a friction system and is mounted to
the flywheel by bolts in the housing.
Clutch Cover
Item
Part Number
Description
1
-
Contact plate
2
-
Diaphragm spring
3
-
Cover
4
-
Mounting holes
The clutch cover ensures that the engine torque is transferred via the driven plate to the transmission intake shaft. The
contact force required for transferring engine torque is provided by a slotted diaphragm spring. The diaphragm spring
allows the driver to apply less pressure on the clutch pedal due to low engaging force. A contact plate provides the friction
surface for the driven plate to engage on.
The diaphragm spring is of the compressed type which is actuated by the slave cylinder. W hen the slave cylinder is
operated, the force from the diaphragm spring is transferred through the clutch cover housing into the flywheel it is bolted
to, releasing the pressure on the driven plate and disengaging the drive to the transmission.
The clutch cover contact plate is attached to the clutch housing by plate springs. Cams on the contact plate project
through the openings in the housing and the outer diaphragm springs are supported on the cams. The contact plate is
attached to the housing by bolts and wire rings. When the slave cylinder is operated, the pressure on the diaphragm
springs is released and the contact plate can pivot on the cams, releasing the pressure on the driven plate.
Driven Plate
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