Mazda X-5. Manual — part 71
MANUAL TRANSMISSION [M15M-D]
05–11A–3
05–11A
TRIPLE SYNCHRONIZER MECHANISM STRUCTURE [M15M-D]
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Features
• A triple cone synchronizer mechanism is used for the 1st and 2nd gears.
• The triple cone synchronizer mechanism is a compact device capable of heavy duty meshing.
• The synchro mechanism reduces meshing time and improves operation.
• The triple cone synchro mechanism includes a synchronizer ring, a double cone, and an inner cone.
Structure
Structural view
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SYNCHRONIZER RING
DOUBLE CONE
HUB SLEEVE
SYNCHRONIZER KEY
CLUTCH HUB
INNER CONE
2ND GEAR
SYNCHRONIZER KEY SPRING
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MANUAL TRANSMISSION [M15M-D]
05–11A–4
TRIPLE SYNCHRONIZER MECHANISM OPERATION [M15M-D]
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1. When the hub sleeve moves to the left (in the
direction of the arrow), the synchronizer key
presses against the synchronizer ring.
2. As the hub sleeve continues moving to the left,
the key causes friction between the synchronizer
ring, double cone, and inner cone. The
synchronizer ring turns only the distance that the
key groove gap allows, aligning the teeth of the
hub sleeve and the synchronizer ring. As the hub
sleeve continues moving, the friction between the
cones becomes greater, and the difference
between the rotational speeds of the synchronizer
ring, inner cone, and double cone (unified with the
gear) gradually disappears.
3. The hub sleeve then moves up onto the
synchronizer key and engages the synchronizer
ring.
4. The hub sleeve then engages the synchro teeth
of the gear to complete shifting.
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DOUBLE SYNCHRONIZER MECHANISM OUTLINE [M15M-D]
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• A linked, double-cone synchronizer mechanism has been adopted for 3rd gear.
• The double-cone synchronizer mechanism consists of a synchronizer ring, double-cone, and inner cone the
same as a triple-cone synchronizer mechanism.
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DOUBLE SYNCHRONIZER MECHANISM CONSTRUCTION/OPERATION [M15M-D]
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• The basic construction of the double-cone synchronizer mechanism is the same as a triple-cone synchronizer
mechanism except that the inner side of the inner cone is not used as a friction surface.
• The basic construction of the double-cone synchronizer mechanism is the same as a triple-cone synchronizer
mechanism except that friction force is not generated because there is no contact surface between the inner
cone and gear.
• For the double-cone synchronizer mechanism operation, refer to the triple-cone synchronizer mechanism.
(See 05–11A–4 TRIPLE SYNCHRONIZER MECHANISM OPERATION [M15M-D].)
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SYNCHRONIZER KEY
CLUTCH HUB SLEEVE
SYNCHRONIZER RING
INNER CONE
DOUBLE CONE
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SYNCHRONIZER KEY
SYNCHRONIZER RING
KEY GROOVE
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CLUTCH HUB SLEEVE
SYNCHRONIZER RING
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SYNCHRO TEETH
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MANUAL TRANSMISSION [M15M-D]
05–11A–5
05–11A
SHIFT INTERLOCK MECHANISM FUNCTION [M15M-D]
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• This provides reliable double-engagement prevention.
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SHIFT INTERLOCK MECHANISM OPERATION [M15M-D]
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Structure
• During shifting, the shift rods, except for the one in operation, are locked in the neutral position by the interlock
pins.
Operation
Neutral
• Because no shift rod is operated, the interlock
pins are seated in the grooves.
1st/2nd shifting
• Movement of the 1st/2nd shift rod forces interlock
pin A out of the 1st/2nd shift rod groove, and locks
the 3rd/4th shift rod. Pin B, forced by pin A,
pushes out pin C to lock the 5th/Reverse shift rod.
3rd/4th shifting
• Movement of the 3rd/4th shift rod forces out pins
A and C, and locks the 1st/2nd and 5th/Reverse
shift rods. Pin B does not affect the other pins or
shift rods during 3rd/4th shifting.
5th/Reverse shifting
• When performing 5th/Reverse shifting, the
interlock pins function the same way as in 1st/2nd
shifting, except the pin movement order is in
reverse, and the 3rd/4th and 1st/2nd shift rods are
locked.
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INTERLOCK PINS
5TH/REVERSE SHIFT ROD
3RD/4TH SHIFT ROD
1ST/2ND SHIFT ROD
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A
B
C
5TH/REVERSE SHIFT ROD
3RD/4TH SHIFT ROD
1ST/2ND SHIFT ROD
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A
C
B
5TH/REVERSE SHIFT ROD
3RD/4TH SHIFT ROD
1ST/2ND SHIFT ROD
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C
A
B
5TH/REVERSE SHIFT ROD
3RD/4TH SHIFT ROD
1ST/2ND SHIFT ROD
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MANUAL TRANSMISSION [M15M-D]
05–11A–6
REVERSE LOCKOUT MECHANISM FUNCTION [M15M-D]
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• The reverse lockout mechanism prevents the driver from accidentally shifting into reverse gear when
downshifting from 5th to 4th gear.
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REVERSE LOCKOUT MECHANISM CONSTRUCTION/OPERATION [M15M-D]
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• A cam-type reverse lockout mechanism is adopted to ensure reliability.
• A cam, which is installed to the shift guide plate in the shift control case, restricts the selector movement to
prevent the driver from miss shifting.
• When shifting into reverse, by shifting the selector back into the neutral position once and then shifting to the
5th/reverse direction, the selector pushes the cam outward to release the shifting restriction, and shifting into
reverse is made possible.
Shift guide component operation
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SHIFTING DIRECTLY FROM 5TH INTO REVERSE
RESTRICTION RELEASED
SHIFTING INTO REVERSE AFTER SHIFTING INTO NEUTRAL
RESTRICTS MOVEMENT
3RD
SELECTOR
4TH
NEUTRAL
REVERSE
5TH
SELECTOR
5TH
REVERSE
NEUTRAL
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