Technical Level 2 - 01

2-1
2 Power Transmission System

1. Clutch......................................................................2-2
[1] Structure and operation..........................................2-2
(1) Clutch unit..........................................................2-2
(2) Clutch operation mechanism..............................2-4
(3) Clutch start system.............................................2-6
[2] Checks and maintenance.......................................2-6
(1) Pedal stroke check.............................................2-6
(2) Pedal allowance check.......................................2-6
(3) Check of the pedal and floor plate clearance
when the clutch is disengaged...........................2-7
(4) Clutch start system check..................................2-7
(5) Clutch start switch check....................................2-7
(6) Clutch disc..........................................................2-8
(7) Clutch fluid air bleeding......................................2-8
[3] Failure diagnosis....................................................2-9
(1) Engagement defect............................................2-9
(2) Slipping..............................................................2-9
(3) Unsmooth engagement......................................2-9
(4) Sudden forward movement (jumping out)..........2-9
(5) Abnormal noise..................................................2-9
2. Manual transmission...........................................2-10
[1] Structure and operation..........................................2-12
(1) Gear change....................................................2-12
(2) Gear ratio.........................................................2-13
(3) Shift lever.........................................................2-14
(4) Transmission operation....................................2-15
(5) Mechanisms for safe driving............................2-21
(6) Internal transmission lubrication.......................2-27
[2] Overhaul...............................................................2-27
(1) Important points for disassembly............................ 2-27
(2) Check of internal transmission parts................2-27
(3) Important points for assembly..........................2-28
[3] Failure diagnosis..................................................2-28
(1) Abnormal noise................................................2-28
(2) Gear engagement and disengagement
problems..........................................................2-29
(3) Gear jump out..................................................2-29
(4) Oil leaks...........................................................2-29
3. Transfer.................................................................2-30
[1] Structure and operation........................................2-31
(1) Part-time 4WD, separate from the
transmission (Jimny: SN413)...........................2-31
(2) Full-time 4WD (Swift: RS413)..........................2-35
(3) Full-time 4WD (Grand Vitara: JB420)...............2-36
(4) Synchro-mechanism........................................2-41
[2] Checks and maintenance.....................................2-43
4. Drive shaft............................................................2-44
(1) Drive shaft........................................................2-44
(2) Constant velocity universal joint.......................2-44
(1) Drive shaft........................................................2-45
(2) Constant velocity universal joint.......................2-46
5. Propeller shaft......................................................2-47
(1) Propeller shaft..................................................2-48
(2) Center bearing.................................................2-48
(3) Universal joint...................................................2-49
(1) Propeller shaft check........................................2-49
(2) Universal joint check........................................2-49
(3) Important points for propeller shaft
disassembly (Jimny: SN413)............................2-50
(4) Important points for propeller shaft
assembly (Jimny: SN413)................................2-50
(5) Important points for center bearing
disassembly (Swift: RS413).............................2-51
(6) Important points for center bearing
assembly (Swift: RS413)..................................2-52
6. Differential............................................................2-53
(1) Differential (rear of FR vehicles and
4WD vehicles)..................................................2-54
(2) Differential in FF vehicles.................................2-56
(1) Backlash check................................................2-56
(2) Teeth contact check.........................................2-56
(3) Differential assembly (Jimny: SN413
(Rear))..............................................................2-58
(4) Failure diagnosis..............................................2-62
2-2
1. Clutch
[1] Structure and operation
the transmission. It transmits the engine power
1) Clutch unit structure
The clutch is positioned between the engine and

using the frictional force between the clutch disc
and plate, and the force that pushes down these
parts. The clutch is made up of an operation
(1) Clutch unit

The clutch unit components include a clutch disc,
clutch cover and release bearing.
mechanism, which transmits the operation force of

the driver through wires or hydraulic pressure, and
3002
Clutch cover
a clutch unit that receives this force and connects

and disconnects the power transmission.
3P50
Clutch disc
Clutch
master cylinder
Release
bearing
Pressure plate
Clutch pedal
Diaphragm spring
A diaphragm spring and a pressure plate are

assembled to the clutch cover. They are fixed to a
Engine
Clutch cover
flywheel with bolts.

The clutch disc is installed between the flywheel
and clutch cover (pressure plate), and is fitted into
Release
bearing
Flywheel
Input shaft
the transmission input shaft and splines.

The clutch disc is press fitted between the flywheel
and pressure plate by the spring force of the
Clutch
disc
Transmission
Release
fork
diaphragm spring.
In other words, the engine power is transmitted to
the transmission input shaft via the frictional force
between the clutch disc, flywheel and pressure
Clutch
housing
Clutch operating
cylinder
plate.
2-3
2) Clutch disc structure
3) Diaphragm spring clutch operation
- Clutch disc
When the clutch is connected, the spring force
Clutch facing, which is a frictional material, is
of the diaphragm spring pushes the clutch disc
riveted to both sides of the clutch disc. There is a
strongly against the flywheel via the pressure plate.
clutch hub in the center of the clutch disc into which
This means that the clutch plate rotates together
the transmissions input shaft is inserted.
with the flywheel so that the power from the engine
The clutch facing must have an appropriate friction
is always transmitted to the transmission.
coefficient. Its friction coefficient must not change
When the driver steps on the clutch pedal to cut
much with temperature variations.
off the power, the release fork pushes the release

bearing against the end of the diaphragm spring.
- Damper spring
At this time, the pivot ring (wire ring) becomes
The clutch hub is sandwiched between plates to its
the fulcrum and the diaphragm spring outer
front and rear, and is constructed so that the clutch
circumference bends back. The retracting spring
can move in a circle (rotation direction) via the
(retainer plate) moves the pressure plate to the
damper spring. It absorbs and dampens the rotation
right. Because this creates a gap between the
impact when the clutch is connected.
friction surfaces of the clutch disc, the power from

3003
Clutch facing
the engine is cut off.

3005
Rivet
When the clutch

is connected
Damper
spring
Clutch cover
Pressure plate
Diaphragm
spring
Clutch hub
Clutch disc
Flywheel
Damper spring
(absorbs the impact)
Clutch disc
When the clutch

is cut off
Cushion plate
The clutch facing is riveted together while
sandwiching a curved cushion plate. When the
clutch is connected suddenly, the bending of
Clutch cover
Pressure
plate
Pivot ring
End of diaphragm
spring
Release
bearing
the cushion plate absorbs the impact, resulting

in a smooth power transmission.
Cushion plate
3004
Release
fork
Retracting
spring
Clutch disc
Rivet
Facing
2-4
(2) Clutch operation mechanism

1) Mechanical operation mechanism
In this system, the clutch pedal and release fork are
connected with a clutch cable.
When the driver steps on the clutch pedal (1), the
clutch cable is pulled (2) (3), and the release fork
pushes the release bearing onto the diaphragm
spring (4).
When the driver releases the clutch pedal, the
spring force of the return spring and diaphragm
spring returns the release fork and clutch pedal to
their home positions and power is transmitted to the
transmission.
- Master cylinder
The master cylinder is made up of a cylinder section in
which a piston slides a long distance, and a reservoir
tank that stores the clutch fluid. The master cylinder
generates the hydraulic pressure for operating the
clutch. To generate the hydraulic pressure, when the
driver steps a little on the clutch pedal, the piston is
pushed and the clutch fluid inside the cylinder is sent
to the reservoir tank. When the driver steps more on
the clutch pedal, the piston moves and releases the
connecting rod, which up to now had been pulled by
the spring retainer. The spring force of the small conical
spring that is built in to the connecting rod moves
the inlet valve to the left and cuts off the inlet return
Adjust nut
3006
Clutch cable
common port. At the same time, the fluid pressure

inside the cylinder rises rapidly. The clutch fluid is sent
(2)
to the operating cylinder and moves the release piston.
(4)
3P43
(1)
Release
fork
Clutch pedal
Conical
spring
Inlet return
common
port
Reservoir tank
(3)
Connecting rod
2) Hydraulic operation mechanism

The components of this system include a clutch
pedal, master cylinder, release cylinder, release fork
and pipe. The pedal force (1) (2) is transmitted by
hydraulic pressure (3) to the release fork (4).
The hydraulic operation mechanism delivers reliable
operation that is light and smooth. However, it has a
complex structure, and if air enters the clutch fluid,
it results in improper operation in the same way as
in the brake hydraulic system (becomes difficult to
disengage the clutch). Attention must also be paid
to the clutch fluid level.
Inlet valve
Piston
Inlet return common
port
Spring retainer
To the operating
cylinder
When the driver releases the clutch pedal, the piston

is returned by the spring force of the return spring and
the hydraulic pressure drops. This makes the clutch
fluid return from the operating cylinder side. Also,
because the spring retainer pulls the connecting rod,
the inlet valve opens the inlet return common port. This
connects the reservoir tank with the master cylinder,
and the master cylinder is filled with clutch fluid.
3P44
3007
Master cylinder
Flexible hose
Pipe
Release
cylinder
(3)
(4)
Reservoir tank
(2)
Connecting rod
(1)
Clutch pedal
Release fork
Conical
spring
Inlet return
common
port
Inlet valve
Piston
Inlet return common
port
From the operating
cylinder
Spring retainer

- Operating cylinder
2-5
Also, if the movement distances of the load
The hydraulic pressure generated by the clutch
and effort are l1 and l2, respectively, then:
master cylinder acts on the piston. It acts as a

force that moves the piston. Also, together with the
tension from the piston spring, it operates the clutch
via the push rod and the release fork.
The bore of the operating cylinder is larger than
the bore of the master cylinder, which reduces the
pedal force required when operating the clutch.
Piston
spring
This means that the long but light movement

of the clutch pedal can be used to operate
the short but heavy movement of the
pressure plate.
- Pascals principle
Push rod
When pressure of a certain force per unit

area is applied to one area of a fluid in a
sealed container, regardless of its shape, the
pressure is transmitted undiminished to all
Piston
areas of the fluid.

When pressure is applied to a sealed fluid,
From the master cylinder
force of the same strength (force per unit

area) is generated in all parts.
Using this Pascals principle, the force

is increased by making the area of the
- Principle of leverage
The principle of leverage is the way that
a small force changes to a large force
depending on the distance ratio between the
fulcrum, effort (point of force) and load (point
operating cylinder larger than the master

cylinder.
3012
Area 10cm2
Force 50N
of operation). This principle of leverage

applies to the clutch pedal, release fork and
Master
cylinder
diaphragm spring.
3011
Fulcrum
Area 20cm2
Force 100N
L1
F1
L2
Operating cylinder
Load
Effort
F2
The balanced relationship is:
This means that the force is a multiple of
2-6
(3) Clutch start system

The clutch start system is a safety mechanism in
MT vehicles that prevents mistaken start-off when
starting the engine. In this system, if the driver turns
the ignition key to the engine start position without
stepping on the clutch pedal, the clutch start switch
in the engine start circuit does not supply power to
the starting motor.
[2] Checks and maintenance

(1) Pedal stroke check
1. Measure stroke a of the clutch pedal. If the
value deviates from the standard, loosen the
locknut and turn the adjust nut to adjust pedal
stroke a.
2. After adjustment, tighten the locknut to the
specified torque.
3P36
3013
Clutch start switch
Adjust bolt
Locknut
Clutch pedal
Clutch
pedal
(2) Pedal allowance check

1. Measure distance a, which is the distance
until resistance is felt when the clutch pedal is
pushed down.
3P51
Engine start circuit

Main fuse
Starter fuse
ST
Ignition switch
Starter
relay
Magnetic switch
Clutch start switch
M
Starting motor
Clutch pedal

2. If the measured value deviates from the
standard, turn the adjust nut of the clutch cable
on the transmission side to adjust release arm
allowance b.
2-7
(4) Clutch start system check

1. C h e c k t h a t t h e c l u t c h p e d a l s t r o k e a n d
allowance are within the standards, and adjust
them if there are any problems.
2. Check that the starting motor does not operate
3015
when the clutch pedal is not stepped on.

Clutch
cable
3. Check that the starting motor does operate

when the clutch pedal is fully stepped on.
4. If there is a problem, check the clutch start
switch or perform adjustments.
Release arm
Adjust nut
3. After adjusting the release arm allowance,

check again allowance a of the clutch pedal,
and start the engine to check whether the
clutch operates normally.
(3) Check of the pedal and floor

plate clearance when the
clutch is disengaged
(5) Clutch start switch check

1. Remove the connector from the clutch start switch.
Check that there is no conduction between the
connector terminals when the clutch pedal is not
stepped on. Check that there is conduction between
the terminals when the clutch pedal is stepped on.
3P37
Clutch start switch
Service wire
1. Start the engine. While the engine is idling, fully

pull up the parking brake lever and place wheel
blocks around the tires.
2. S t e p o n t h e c l u t c h p e d a l a n d p u t t h e
transmission into the 1st gear.
3. Slowly release the clutch pedal so that the
vehicle does not start off suddenly. In the
position immediately before the clutch engages,
measure clearance a between the pedal and
the floor plate.
Clutch pedal not

stepped on
3016
Clutch pedal stepped on
2. Measure clearance a between the threaded end

of the clutch switch and the pedal stay. If the value
deviates from the standard, adjust by loosening
the locknut and turning the clutch start switch.
3. After adjustment, tighten the locknut to the specified torque.
Pedal stay
Locknut
Clutch start
switch
Clutch pedal
Threaded end
3P38
2-8
(6) Clutch disc
1. Fill the reservoir tank with brake fluid up to the
Use a slide gauge to measure the rivet sink. If the

value is equal to or lower than the limit, replace the
clutch disc. Perform the measurements on both
sides of the clutch disc.
MAX level (the clutch and brakes share the

same reservoir tank).
(During the air bleeding operation, make sure
that the fluid level does not drop to half or less.)
2. Remove the bleeder plug cap, install one end
3017
of the plastic tube onto the bleeder plug and
Clutch disc
insert the other end into a container.

3P01
Slide gauge
Operating cylinder
Rivet
(7) Clutch fluid air bleeding
Plastic tube
1) Regular type
Perform in the same way as air bleeding for the
Bleeder plug
brake hydraulic system, but also pay attention to

the following.
- During the air bleeding operation, make sure that
the fluid level does not drop to half or less.
- After bleeding the air, tighten the bleeder plug to
the specified torque.
Container
Operating cylinder
3. Step on the clutch pedal several times and then

keep stepping down on it. While pushing the
clamp, pull out the pipe connector by 1 notch.
When the hydraulic pressure stops, push in the
Clutch pedal
pipe connector. (At this time, the clamp rises

and the pipe connector locks.) Repeat this
operation until the air is eliminated from inside
the clutch hydraulic system.
3P02
Clamp
Bleeder plug
Pipe connector
4. When the air is eliminated, keep stepping down

on the clutch pedal. Push in the pipe connector
and check the locking of the clamp.
2) Special type (Swift: RS Series)

If the clutch pedal feels soft when you step on it, air
may have entered the hydraulic system. Follow the
procedure below to bleed the air.
5. After finishing the air bleeding operation, step

on the clutch pedal and check that there are no
fluid leaks.
6. Fill the reservoir tank with the specified brake
fluid up to the MAX level.
[3] Failure diagnosis

(1) Engagement defect
To check for engagement defect, first put the transmission
into the 1st gear while stepping on the clutch pedal. Next,
put the transmission into the neutral position, step on the
accelerator pedal to raise the engine rotation speed, and
then return the transmission to the 1st gear. At this time,
continue stepping down on the clutch pedal. If an abnormal
noise (gear noise) occurs during the above operations, you
can diagnose the problem as engagement defect.
In the engagement defect check, you must determine whether
the engagement defect occurs because the movement distance
of the pressure plate is too short, or whether the engagement
defect is caused by a clutch unit problem where the clutch disc
cannot separate from the flywheel and pressure plate.
(2) Slipping
If slipping occurs between the clutch disc and pressure
plate, it may impair the transmission of power from
the engine to the transmission and cause acceleration
problems. For this reason, be careful during diagnosis
because this problem is easy to mistake for an engine
failure. Check carefully whether the origin of the problem
is in the operation mechanism or the clutch unit.
Before performing the check, pull up the parking brake,
place wheel blocks around the tires and fully stop
the vehicle. Then, step on the clutch pedal, put the
transmission into the 4th gear, and slowly connect the
clutch while slowly raising the engine rotation speed. If the
engine stops at this time, the clutch is in a good condition.
But if the engine does not stop and the vehicle does not
move forward, you can conclude that the clutch is slipping.
(3) Unsmooth engagement

Check carefully whether the cause is insufficient
smoothness in the operation mechanism, or uneven
transmission torque caused by a defect in the clutch
unit. Check carefully because this may also cause
the engine output to drop or other problems.
To perform the check, start the engine, step on
the clutch pedal, put the transmission into the
1st gear and slowly connect the clutch. If there is
no uncomfortable vibration at this time, you can
conclude that the clutch unit is in a good condition.
2-9
(4) Sudden forward movement

(jumping out)
Sudden forward movement is a symptom where the
vehicle does not start off smoothly. The vehicle may
jump forward automatically when the clutch pedal is
operated, or the engine may feel like it will stop.
Check carefully whether the cause of the sudden
forward movement is insufficient smoothness in
the operation mechanism, or uneven transmission
torque caused by a defect in the clutch unit.
To perform the check, start the engine, put the
transmission into the 1st gear or reverse and slowly
connect the clutch. If the vehicle does not start off
suddenly, you can conclude that the clutch unit is in
a good condition.
(5) Abnormal noise

Continuous abnormal noise may be caused by
defects in the pilot bearing, release bearing or input
bearing, or in bearings inside the transmission.
While the vehicle is stopped and the engine is
operating, if the abnormal noise stops when you
step on the clutch pedal, the defect is probably in
a bearing inside the transmission. If the abnormal
noise does not stop at this time, the defect is
probably in the release bearing or the pilot bearing.
Sometimes, a temporary abnormal noise is made
during acceleration or deceleration while the clutch
is engaged. In such cases, depending on the noise
type and the conditions under which it occurs, you
must check not only the clutch and transmission,
but also parts such as the engine mount and drive
belt.
2-10
2. Manual transmission
1) Overview
When a vehicle starts off, a large driving force is required even though the engine rotation speed is low. But
when a vehicle is driven at high speed, a high engine rotation speed is required even though the driving force
is low. The transmission enables the vehicle to meet these different requirements.
A vehicle must also operate smoothly across many different driving conditions. For example, driving at high
speed or slow speed, climbing up or going down hills, repeatedly stopping and starting off, and reversing. The
transmission converts engine rotation speed and engine torque in accordance with these driving conditions
and transmits them to the drive wheels.
2) Functions
The transmission is a gear change mechanism. Its basic purpose is to transmit engine power to the propeller
shaft and drive shaft. It has the following functions, which are essential for the operation of the vehicle.
- Power transmission
The transmission transmits force by meshing gears together.
Output shaft
Input shaft
Crankshaft or input shaft

Main shaft or output shaft
Countershaft,
reverse gear
- Increasing torque and increasing engine rotation speed
The transmission changes the torque and speed by changing gear combinations to change the gear ratio.
Increasing the force
(engine rotation speed drops)
Increasing the engine rotation speed

(force drops)
Changing gears
Speed reduction
Speed increase
A small gear rotates a large gear
A large gear rotates a small gear
- Reverse rotation
A gear is added to change the rotation direction.
Output shaft
Input shaft
Idle gear
2-11
- Power disconnection
The transmission cuts off the power transmission by disconnecting the gear meshing.
Input shaft
Output shaft
Stop
2-12

A vehicle requires a large driving force when starting off, and a high engine rotation speed when driving at
high speed.
To achieve this, the transmission varies the engine rotation speed and torque by changing the gear
combinations (gear ratio).
The engine power is transmitted to the transmission input shaft via the clutch. The rotation of the input shaft
is transmitted to the main shaft gear via the countershaft gears. Because the main shaft gear meshes to
the main shaft through the synchro-mechanism that is described later, the rotation from the countershaft is
transmitted to the main shaft.
In other words, the gear ratio is changed when the sleeve moves in accordance with the shift lever position
and changes the gears on the main shaft that connect to the main shaft.
When none of the gears on the main shaft mesh with the main shaft, the transmission is in the neutral
condition. This means that when the vehicle is stopped and the engine is idling, the engine power rotates the
input shaft, countershaft and the gears on the main shaft, but the main shaft does not rotate.
3019
Sleeve (1-2)
Sleeve (3-4)
Shift lever
Hub
Main shaft
Input shaft
Countershaft
Gear
Each speed
change gear
(1) Gear change

3020
Reverse idler gear

Input shaft 2nd gear
Input shaft 3rd gear
Input shaft 4th gear
Countershaft 5th gear

Countershaft 4th gear
Countershaft 3rd gear
Countershaft 2nd gear
Countershaft 1st gear
Input shaft 1st gear
2-13
1st , 2nd and 3rd gear - Speed reduction (small
In this way, the relationship between the transmitted
gear rotates a large gear)
torque and engine rotation speed is determined by
4th gear - Direct connection (rotation is transmitted
the ratio of meshed gear teeth. This means that
unchanged)
the torque and the engine rotation speed can be
5th gear - Speed increase (large gear rotates a
expressed as follows.
small gear)
Engine torque x gear ratio = output shaft torque
Reverse gear - Reverse rotation (gear is added)

Increasing the force
(engine rotation speed drops)
3021
3022
Input shaft Torque

Torque increase
Speed reduction
A small gear rotates a
large gear
Tire rotation speed is reduced

but torque is increased
Output shaft
Changing gears
Increasing the engine rotation speed
(force drops)
In the time that a large gear with 20 teeth

rotates once, a small gear with 10 teeth rotates
twice. In other words, the small gear rotates at
twice the speed of the large gear, but transmits
only half the force.
Speed increase
A large gear rotates a
small gear
(2) Gear ratio

The gear ratio is the ratio between the input gear
and output gear rotation speeds. The gear ratio
changes as the transmission reduces or increases
the engine rotation speed with different gear
combinations.
For example, when the engine operates at a

constant torque and a constant speed, if the gear
ratio is high (a small gear rotates a large gear), then
a high torque but a low engine rotation speed are
transmitted to the tires.
But if the gear ratio is low, a low torque and a high
engine rotation speed are transmitted to the tires.
2-14
A gear is added to reverse the direction of rotation.

3023
Input shaft
Output shaft
1) Remote control type

In remote control type, a rod or cable connects the
shift lever to the transmission.
This type minimizes vibration and noise because
its use of anti-vibration rubber makes it difficult for
engine vibration to be transmitted.
Additional gear
Rod type
3024
Shift lever
Fulcrum
Torque is determined by the size of the force
Joint
that is applied and the distance from the point

of support to the location where the force is
Transmission
applied.
Gear shift control shaft

Gear shift shaft
This means that when 2 different torque

wrenches, one long and one short, are used to
generate the same torque, the longer wrench
that is furthest away from the fulcrum requires
Cable type
3115
Shift lever
less force than the shorter wrench.
Gear shift control cable
Torque (Nm {kgfcm}) = Applied force x

distance
3116
Gear selector control

cable
Transmission
2) Direct shift type

In direct shift type, the shift lever is directly
(3) Shift lever

The shift lever can be move horizontally to select
the gear row (select movement), and forward
and back to move the gears (shift movement).
These movements move the internal parts of the
transmission to change gear.
connected to the transmission.

Most FR vehicles use this system because it
delivers fast shift operations and feels good to
operate.
3025
Shift fork shaft for 1st

and 2nd gears
Shift lever
Shift fork shaft for 3rd
and 4th gears
Shift fork shaft for 5th
and reverse gears
Shift fork
(4) Transmission operation
2-15
2) What is the synchromesh

mechanism?
1) Gear change
The movement of the shift lever is transmitted
unchanged to the gear shift selector lever inside the
transmission.
When the gear shift selector lever moves in the
vertical direction shown in the figure to select and
rotate a gear, it moves the synchro hub and meshes
the gear with the main shaft.
The synchromesh mechanism selects the gear

to mesh with the main shaft by moving the
synchronizer sleeve. When in neutral, the gears on
the main shaft rotate at a speed that is a multiple
of the teeth ratio (reduction ratio) of the gears that
oppose the rotation speed of the countershaft.
This means that the main shaft (synchronizer hub)
rotation speed and the rotation speeds of the gears
on the main shaft are different. When the gears are
3026
changed, the synchromesh mechanism absorbs

this rotation difference to ensure a smooth change.
Shift fork
Gear shift shaft
Gear shift selector

lever
Gear
3) Synchromesh mechanism structure

Synchronizer spring
Gear
Synchronizer
sleeve
Synchronizer ring
Synchronizer key
Gear
Synchronizer hub
Synchronizer hub
Gear shift selector

lever
3117
Synchronizer sleeve
Synchronizer key
Synchronizer ring
Gear shift selector

shaft
Gear shift
control shaft
Gear shift shaft
Cone
Synchronizer
spring
Gear shift yoke
Gear shift arm
Cone
Synchronizer hub
Groove
2-16
4) Synchromesh mechanism operation

- 1st stage synchronization action
Ring
Sleeve
1. When the shift fork moves the synchronizer
Sleeve
Gear
Ring
Key
Gear
sleeve (referred to as sleeve from now on),

the sleeve and the meshed key move together
to the right.
Spring
2. The end of the key pushes the ring against the

Cone
cone. This frictional force transmits the rotation

force of the sleeve to the gear.
Strongly pushes without

going forward
3. At this time, the difference between the rotation

speeds of the ring and gear and the friction
with the cone shifts the rotation direction of the
gear just by the difference between the key
- 3rd stage synchronization meshing

1. The sleeve and gear rotation speeds are
equalized, and the ring is freed in the rotation
groove width and the key width. As such, when

seen from above, the splines on the inside of
the sleeve and the ends of the ring splines face
direction.
2. As shown in the figure, the splines on the inside
of the sleeve push away the ring splines and
each other in different positions as shown in

Figure A.
3. If there is a rotation difference between the ring

or gear and the sleeve, the frictional force of
Ring
3028
Protrusion
move smoothly to mesh with the gear splines.
the ring and the gear cone stops the forward
Sleeve
Sleeve
Gear
Ring
movement of the sleeve. It only allows forward
Key
Gear
movement after synchronization is completed.

However, when the synchronization action
(frictional force) is weak, there is a gear noise
Key
Cone
when meshing with the gear and gear shifting
Figure A
is difficult.
Sleeve spline
Ring spline
- 2nd stage synchronization action
Ring
3030
Sleeve
Sleeve
1. As the shift lever is moved, the force acting on

Gear
the sleeve overcomes the spring. The sleeve

goes over the key protrusion and moves
forward (moves to the right in the figure).
2. The splines on the inside of the sleeve and the
ring splines hit against each other.
3. The force applied to the sleeve is transmitted
via the splines that continue to hit and contact
each other, and strongly pushes the ring into
the gear cone. This frictional force performs a
strong synchronization action.
Key
Cone
Forward
Ring
(Synchronization
completed)
Gear
2-17
5) What is IBS (input shaft brake system)?

When shifting into reverse, even if you step on the clutch to cut off the power from the engine, inertial force
continues to rotate the input shaft. This means that when shifting into reverse, the reverse gear of the input
shaft that continues to rotate and the reverse idler gear that is stationary are not synchronized. This results
in poor shifting into reverse gear and a gear noise. To minimize this effect, the IBS applies a brake to the
input shaft with the 5th speed synchronizer ring to reduce the rotation speed and ensure a smooth shift into
reverse.
3P46
Input shaft
Input shaft
Reverse gear
Reverse gear
5th gear
IBS
:Rotation
:Brake
Reverse idler gear
Reverse idler gear
6) IBS structure
The IBS is made up of a 5th speed synchronizer sleeve, 5th speed synchronizer hub, 5th speed synchronizer
lever, 5th speed synchronizer ring and input shaft 5th gear.
3P03
5th speed synchronizer ring

5th speed synchronizer lever
5th speed synchronizer hub
5th speed synchronizer sleeve
2-18
7) IBS operation
- When in neutral
When the input shaft is rotating due to inertial force, the 5th speed synchronizer sleeve and 5th speed
synchronizer lever also rotate. As such, the 5th speed synchronizer lever pushes out toward the
circumference due to centrifugal force. This meshes the flange of the 5th speed synchronizer lever with the
groove of the 5th speed synchronizer sleeve.
Flange of 5th speed
synchronizer lever
3P04
Groove of 5th speed

synchronizer sleeve
Mesh
5th speed
synchronizer
lever
5th speed synchronizer
lever

sleeve
:Input shaft rotation
Input shaft
:Centrifugal force
3P47
Reverse idler gear

sleeve
Reverse gear
Input shaft
lever
Countershaft
:Rotating area
Differential assembly
2-19
- Start of synchronization
When shifting into reverse, the 5th gear shift fork moves the 5th speed synchronizer sleeve in the direction
of arrow A. At this time, the 5th speed synchronizer lever moves the flange of the 5th speed synchronizer
lever in the direction of arrow B, with the 5th speed synchronizer hub as the fulcrum because the 5th speed
synchronizer hub is fixed to the input shaft. This means that the 5th speed synchronizer lever pushes the 5th
speed synchronizer ring, so that the 5th speed synchronizer ring and the cone surface of the input shaft 5th
gear make contact. This applies a brake to the input shaft, reducing its speed. As such, it is easier for the
reverse idler gear and the input shaft reverse gear to mesh, enabling a smooth shift into reverse.
Flange of 5th speed

synchronizer lever
3P05
5th gear shift fork
5th speed
synchronizer hub
5th speed
synchronizer
sleeve
Fulcrum
5th speed
synchronizer
lever
Cone surface
5th speed
synchronizer
lever
5th speed
synchronizer
hub

Input shaft
5th speed synchronizer sleeve
Flange of 5th speed

synchronizer lever Input shaft 5th gear
:Synchronizer ring pushing force
:Shift fork movement
:5th gear cone surface pushing force
:Synchronizer lever pulling force
3P48
Reverse idler gear

sleeve
Reverse gear
Input shaft
lever

ring
Countershaft
Differential assembly
2-20
- Gear change completion

When the 5th speed synchronizer sleeve moves further in the direction of arrow A, the 5th speed
synchronizer lever is pushed in the direction of arrow C. This eliminates the force of the 5th speed
synchronizer lever pushing against the 5th speed synchronizer ring. At this time, the 5th speed synchronizer
ring and the cone surface of the input shaft 5th gear separate, which releases the brake that was applied to
the input shaft. This means that after the gear change is completed, the input shaft can rotate again.
3P06
5th speed
synchronizer hub
Cone surface
C
5th speed
synchronizer
lever
5th speed
synchronizer
lever
C
C
5th speed
synchronizer
sleeve
5th speed
synchronizer ring
Input shaft
5th gear
Input shaft
:Shift fork movement
5th speed
synchronizer sleeve
:Synchronizer lever pulling force
3P49
Input shaft
5th gear
5th speed
synchronizer
sleeve
Reverse idler gear
Reverse gear
Input shaft
5th speed
synchronizer
lever
Countershaft
:Power transmission route
Differential
assembly
(5) Mechanisms for safe driving
2-21
A manual transmission has various mechanisms
2) Reverse gear shift lever 1-way

movement mechanism
for safe driving. These include a mechanism for
In a manual transmission, the shift lever is operated
preventing a meshed gear from jumping out while
to move the various shift fork shafts. The gear shift
driving, a mechanism for preventing more than one
forks that are integrated with the shift fork shafts
gear from meshing to the main shaft at the same
move to change the gears.
time, and a mechanism for preventing the vehicle
In recent Suzuki vehicles, changing to reverse
from being mistakenly put into reverse while driving.
has been performed not by the sleeve movement,

but by the movement of the reverse idler gear.
1) Gear jump out prevention mechanism

Gear jump out is when a gear jumps out without a shift
operation. It often occurs because of changes in vibration or load
while driving, such as during sudden acceleration or deceleration.
If the gear jumps out, the transmission goes into neutral.
Gear jump out is often caused by gears meshing in a defective
way at the moment of shifting or by a shift in the positional
relationship between the sleeve and gear while driving due to
wear on the splines between the synchronizer sleeve and the
gear resulting in an excessive thrust clearance.
gear shift lever 1-way movement mechanism. When

a shift operation is made that involves a movement
in the direction of the 5th gear side and the reverse
side of the 5th-reverse shift fork, the reverse gear
shift lever 1-way movement mechanism is activated
only when the reverse gear shift lever is operated to
one side (reverse side). This mechanism moves the
reverse idler gear.
- When in neutral
When in neutral, because the pin of the 5th-reverse
- Chamfer
The sleeve and gear spline fittings have tapered teeth surfaces.
During rotation, the gear spline is driven by the tapered surface,
which makes it difficult for the gear to jump out.
3031
Gear spline
Sleeve spline
gear shift fork restricts the rotation of the reverse

gear shift lever, the reverse idler gear does not
move.
3P07
Tapered surface
Sleeve
Longitudinal manual transmissions use a reverse
Reverse idler gear

5th-reverse gear shift fork
Reverse gear
shift lever
Chamfer
- Detent ball
Groove of reverse gear shift lever
The detent ball is pushed into the ball groove on the
Pin of 5th-reverse gear shift fork
shift fork shaft by the spring. This prevents gear jump

out and gives a good operating feel when shifting.
3032
Spring
Detent ball
Shift fork shaft
Shift fork shaft
2-22
- Reversing
- Transverse manual transmission
When shifting from neutral to reverse, the pin of
When shifting to 1st or 2nd gear, locking ball A that
the 5th-reverse shift fork moves along the groove
is pushed out by the low speed shift shaft moves
of the reverse gear shift lever, applying force to the
the pin and locking ball B. The balls enter the
reverse gear shift lever in the clockwise direction.
grooves of the high speed shift shaft and the 5th
The clockwise rotation of the reverse gear shift
shift shaft to regulate the movement of these shift
lever moves the reverse idler gear and fits it into the
shafts.
input shaft.
3P08
High speed shift shaft
Reverse idler gear
5th shift shaft
Locking ball A
5th-reverse gear
shift fork
Reverse gear
shift lever
Locking
ball B
Pin
Low speed shift shaft
Transmission case

When shifting to 3rd or 4th gear, the high speed

shift shaft moves locking balls A and B, which enter
- When in the 5th speed
the grooves of the low speed shift shaft and the
When shifting from neutral to the 5th gear, the pin
5th shift shaft to regulate the movement in the shift
of the 5th-reverse gear shift fork moves inside the
direction.
groove of the reverse gear shift lever, but because
rotation force is not applied to the reverse gear shift

lever, the reverse idler gear does not move.
3P09
5th shift shaft
Reverse idler gear

5th-reverse gear
shift fork
Reverse gear
shift lever
Locking
ball B
Locking ball A
Pin
Transmission case
When shifting to 5th or reverse gear, locking ball B

that is pushed out by the 5th shift shaft moves the
pin and locking ball A. The balls enter the grooves
of the low speed shift shaft and the high speed shift
3) Double meshing prevention

mechanism (interlock mechanism)
shaft to regulate the movement in the shift direction.

If 2 adjacent shift forks move at the same time,

there is a risk of 2 gears meshing.
5th shift shaft
Locking ball A
To prevent this, a double meshing prevention

mechanism (interlock mechanism) is used.
Locking
ball B
Transmission case
Pin
2-23
- Longitudinal manual transmission

The lever of the gear shift selector arm and the lever of the gear shift interlock lever are always meshed in
the yoke grooves.
3P10
Front view
View from above
Yoke
Lever of gear shift

interlock lever
Lever of gear shift

selector arm
Yoke
Yoke
Gear shift
selector arm
Gear shift
interlock lever
Lever of gear shift

interlock lever
Lever of gear shift

selector arm
The lever of the gear shift selector arm can move in both the select direction and in the shift direction.
However, the lever of the gear shift interlock lever can only move in the select direction.
3P11
Lever of gear shift

selector arm
Lever of gear shift interlock lever
2-24
This means that only the yokes that are meshed with the lever of the gear shift selector arm can move in the
shift direction. The movement of the yokes that are meshed with the lever of the gear shift interlock lever is
restricted in the shift direction.
3P12
View from above

Lever of gear shift
selector arm
Gear shift
selector arm
Gear shift
interlock lever
Lever of gear shift

interlock lever
Front view
Lever of gear shift
interlock lever
Yoke
Yoke
Lever of gear shift

selector arm
If the gear shift selector arm is shifted while it is in a middle position between Neutral and 1-2 or Neutral
and 5-R, the shift cannot be made because the yokes make contact with the lever of the gear shift interlock
lever.
3P13
View from above

Lever of gear shift
selector arm
Yoke
Lever of gear shift

interlock lever
Gear shift interlock lever
Front view
Lever of gear shift
interlock lever
Yoke
Lever of gear shift

selector arm

4) Inadvertent reverse operation
prevention mechanism
An inadvertent reverse gear operation is when the
gear jumps out from 5th gear, and through its own
momentum, enters the reverse gear.
To prevent this, the mechanism is designed so that
2-25
3. If shifting to reverse is performed in this

condition, the gear shift selector shaft rotates,
and the 5th-reverse gear shift cam continues
to be pushed by the 5th-reverse interlock
plate. This means that the shifting cannot be
performed.
a shift to reverse gear cannot be made without first

returning the shift lever to neutral.
Gear shift
selector shaft
5th-reverse gear
shift cam
3038
- Transverse manual transmission

1. When the shift lever is moved to the 5th gear,
the gear shift selector shaft is pushed in the
gear shift guide case direction. At this time, the
movement of the 5th-reverse interlock plate is
5th-reverse
interlock plate
regulated by the guide bolt, and the low select

spring and the cam guide return spring are
compressed.
4. When the shift lever is returned to the neutral
3036
Cam guide return

spring
Gear shift
selector shaft
Low select
spring
Gear shift
guide case
Compressed
position, the reaction force of the low select

spring returns the 5th-reverse interlock plate
to its normal position, which allows shifting to
reverse.
Low select
spring
Compressed
Guide bolt
5th-reverse
interlock plate
2. The 5th-reverse gear shift cam that shifts to

5th gear rotates, and the reaction force of the
cam guide return spring moves the 5th-reverse
interlock plate one step to the rear.
Cam guide
return spring
5th-reverse
interlock plate
5th-reverse gear
shift cam
3037
5th-reverse
interlock plate
3039
2-26
- Longitudinal manual transmission
3. If the driver tries to shift straight from 5th gear
1. When the shift lever is moved to the 5th gear,
to reverse, the gear shift selector arm tries to
the gear shift selector arm that is integrated
slide. But because the lever and the ratchet
with the gear shift shaft rotates. At this time,
cam make contact with each other, the shifting
because the lever of the gear shift selector
cannot be performed.
arm pushes the ratchet cam, the ratchet

compresses the ratchet spring and rotates.
3P16
Lever
3P14
Gear shift
selector arm
Lever of gear shift

selector arm
Cam
Cam
Ratchet
Ratchet
Ratchet spring
4. When the shift lever is returned to the neutral

position, because the movement of the gear
2. When shifting to 5th gear, the gear shift
shift selector arm is no longer restricted by
selector arm slides, and the ratchet cam is
the ratchet cam, the shift to reverse can be
freed from the pushing force of the lever of the
performed.
gear shift selector arm. As a result, the reaction

force of the ratchet spring returns the ratchet to
3P17
its normal position.

Gear shift
3P15
selector arm
Gear shift
selector arm
Lever
Lever
Cam
Cam
Ratchet
Ratchet
Ratchet spring
2-27
[2] Overhaul
(6) Internal transmission

lubrication
Oil lubrication inside the transmission is performed
with a gear that releases oil, and by supplying
oil through the oil channels inside the shaft. This
lubrication improves durability and reliability.
1) Input shaft internal lubrication
(1) Important points for disassembly

There may be various reasons for disassembling the
transmission, such as abnormal noise or stiff shifting.
But before performing the disassembly, you must
first check for possible causes in locations other
than the transmission unit. For example, if the shift
operation is stiff, if you disconnect the gear shift
Oil that is released by the final gear runs into the
control cable on the transmission side and check
input oil gutter in the left case through centrifugal
the shift lever movement, you can judge whether or
force. It is guided from the input oil gutter to the side
not the cause is on the transmission side.
cover, and then to the oil channel inside the input
With some transmission types, actual parts can be
shaft through the oil pipe that is integrated with the
moved to identify the cause while only one side of
side cover.
the case is disconnected (before disassembling the
The oil that is guided inside the input shaft flows
transmission). These include the condition of the
from the oil holes in the 5th hub, 4th gear and high
gear backlash and gear meshing, the chattering of
speed hub to lubricate the various parts.
each shaft, and the smoothness of the rotation of

each gear and shaft.
2) Countershaft internal lubrication
Arrange the disassembled parts so that you remember
Oil that is released by the final gear runs into the
to which system they belong. Be especially careful of
oil pan of the right case bearing through centrifugal
transmission internal parts, because many of these
force. It is guided to the oil channel in the
parts have a specific assembly direction. Make sure
countershaft.
that you remember the correct assembly method by
The oil that is guided inside the countershaft flows
taking notes or marking the parts.
from the oil holes in the low speed hub and 2nd
gear to lubricate the various parts.
3040
Right case
Left case
Input oil
gutter
Side cover
(2) Check of internal transmission

parts
1) Transmission case check
Check mainly for cracks and that the breather plug
functions properly. If the plug is clogged, clean it.
Oil pipe
2) Gear teeth surface check

Check the gear teeth surfaces for excessive wear
or damage. If a gear is worn or damaged, replace it
Input shaft
Countershaft
Final gear
Right case
bearing
because it may cause abnormal noise.
3) Bearing check
Clean the ball bearings and roller bearings and then
rotate them. Check that they operate smoothly and
do not catch. Also check the parts equivalent to the
outer race and inner race in the taper roller bearing,
and replace them as a set if there are any problems.
Check the bushes for wear, streaks and cracks, and
replace them as a set if there are any problems.
2-28
4) Synchromesh mechanism check

specified value when the synchronizer ring and
7) Check of parts in the interlock

mechanism and gear jump out
prevention mechanism
its partner gear are pushed together, replace
Check parts such as the interlock pin, spring and
the synchronizer ring. Also, if there is major
locking balls, and replace if there are any problems
wear on the gear cone, replace as a set.
such as damage, attenuation or wear.
1. If the clearance is equal to or below the
3041
Clearance
(3) Important points for assembly
Gear
The important points for assembly are to make sure that
Synchronizer
ring
the correct parts are installed in the correct areas, in the

correct direction and in the correct position. Information
such as the allowance of each part before disassembly
and the force required for operations must be noted down
Cone
in advance. By performing this check in every stage, you

2. Replace if there is significant wear on the
synchronizer key protrusion. Check for wear on
the synchronizer sleeve that covers the protrusion.
3. Replace if there is any breaking or attenuation
on the key spring.
can prevent maintenance mistakes, such as discovering

after reassembly that the gears are too stiff to shift.
[3] Failure diagnosis

The transmission is connected to the engine, and its
rotation speed changes in proportion to the vehicle
5) Shift lever check
speed and together with the differential and tires. As
Check for wear on the ball on the end of the shift
such, if a problem occurs, the cause is not necessarily
lever, and replace if there are any problems.
in the transmission. When performing failure diagnosis
6) Shift fork check
under which the problems occur must be checked and
Measure the thickness of each shift fork claw and

the width of the synchronizer sleeve groove, and
replace if their values deviate from the standard.
3118
for the transmission, first the conditions and phenomena

the structure understood. The possible locations must
then be narrowed down to find the cause.
(1) Abnormal noise

Most of the parts inside the transmission are sliding parts,
such as gears, bearings and the synchro-mechanism.
If all parts in the transmission are covered by an oil film
they will not wear. But if wearing occurs, chattering will
occur in the sliding parts, resulting in abnormal noise.
So in general, the conditions under which the abnormal
Synchronizer
sleeve
Slide gauge
noise occurs must be identified, and the operating parts

that are related to these conditions must be checked.
Sometimes abnormal noise occurs only when driving
with certain gears or only when shifting to certain gears.
Under such conditions, the method described above
can be used to identify the problem. But if the problem
occurs across all driving ranges, the cause may be in
many different locations, such as the differential, wheel
Gear shift fork
hub, clutch, propeller shaft and drive shaft.
(2) Gear engagement and

disengagement problems
Likely gear shift operation problems are (1) shift
lever to gear shift control cable, and (2) shift shaft
to shift fork to synchro-mechanism. When the
transmission side of the gear shift control cable
is disconnected and the shift lever is operated, if
the movement is stiff, the problem is likely to be
in system (1) above. If the movement is light, the
problem is likely to be in system (2).
During normal shift operation, the driver steps on
the clutch and the engine power is not transmitted
to the transmission. For this reason, the same
problems occur if the clutch is not fully disengaged.
(3) Gear jump out

Gear jump out may occur more easily during a
sudden forward movement.
Gear jump out may occur because of changes
in vibration or load after the gears meshed in a
defective way at the moment of shifting. Or it may
occur because part wearing caused a shift in the
positional relationship between the synchronizer
sleeve and gear. To make a final identification of the
cause, the transmission must be disassembled.
To check, shift to the gear that has the problem
and make sure it is properly meshed. Repeatedly
perform sudden acceleration and deceleration to
generate sudden forward movements, and check
the gear jump out phenomenon. Also carefully
check the shift feeling (operation feel, weight) while
operating the shift.
(4) Oil leaks

Clean the location where you suspect there is an
oil leak. Perform a driving test and check the oil
leak location. Be aware that breather clogging and
overfilling may cause oil leaks.
2-29
2-30
3. Transfer
Different drive systems include part-time 4WD
When driving on uneven or slippery roads or

climbing steep slopes is difficult for a 2-wheel drive
(2WD) vehicle where drive is supplied only to the
rear wheels or front wheels, the remaining tires are
also used as drive wheels. 4-wheel drive (4WD)
vehicles have a mechanism for splitting the engine
power between the rear wheels and the front
wheels. This mechanism is called the transfer.
systems that can be switched between 2WD and

4WD; full-time 4WD systems that always drive
both the front and rear wheels; and real-time 4WD
systems that detect the driving conditions and
automatically switch between 2WD and 4WD.
D i ff e r e n t f u l l - t i m e 4 W D s y s t e m s i n c l u d e a
rotary blade coupling (RBC) type and axial
plunger pump coupling (AXC) type that limit the
differential mechanically with hydraulic pressure;
a viscous coupling type that limits the differential
through the viscous resistance of the silicone

4WD is an abbreviation of 4-wheel drive and
is used to describe 4-wheel drive vehicles.
oil; a torque-sensitive cam type that limits the

differential mechanically with frictional force; and
an electromagnetic control device (EMCD) that
continuously switches between 2WD and 4WD
The transfer may be separate from the transmission
through electronic control based on the driving
or it may be integrated with the transmission. It
conditions.
transmits the engine power to the front and rear
Note that full-time 4WD systems use a differential
wheels through a propeller shaft or drive shaft.
that absorbs the rotation difference between the

front axle and rear axle when turning.
3043
Propeller shaft
Transfer
Transmission
Propeller shaft
Propeller shaft
Front wheel
Rear wheel
2-31

(1) Part-time 4WD, separate from the transmission (Jimny: SN413)
1) Part structure
The components in this type include an input shaft, drive chain, front output shaft, rear output shaft, counter
gear and associated gears, hub, sleeve and shift shaft.
The high-low clutch sleeve of the rear output shaft is used to switch between the low range and the high
range. The sleeve on the front output shaft side is used to switch between 2WD and 4WD.
Input shaft
Drive chain
Counter gear
Speed meter sensor ring
High-low clutch sleeve
Front output shaft

Front clutch
sleeve
Front clutch hub

2-4 shift fork
High-low
shift fork
Output gear
Fixed shift shaft
Movable shift shaft
T/F 4WD switch
T/F L4 switch
Rear output shaft

T/F actuator
2-32
2) Operation
- 2H position
The driving force from the transmission is input to the input shaft and transmitted from the input shaft to the
output gear via the drive chain. At this time, because the output gear and rear output shaft are fitted to each
other, the driving force is transmitted to the rear output shaft by the high-low clutch sleeve.
Note that because the front clutch hub is not fitted to the front output shaft, the driving force is not transmitted
to the front output shaft.
4WD/4L indicator
(in the combination meter)
Input shaft
Drive chain
Counter gear
Rear output shaft
Front output shaft

Output gear
Front clutch hub
Front clutch sleeve
Fixed shift shaft
T/F actuator
Movable shift shaft
T/F 4WD switch (OFF)
T/F L4 switch (OFF)
2-33
- 4H position
When the driver pushes the 4WD switch of the 2WD/4WD selector switch and shifts into the 4H position, the
motor of the T/F actuator rotates and the movable shift shaft shifts in the direction of arrow A. The pin that is
installed on the 2-4 shift fork fits into the groove of the movable shift shaft and moves the 2-4 shift fork in the
same direction as the movable shift shaft. As a result, the front clutch sleeve moves in the direction of arrow B.
In the same way as when in the 2H position, the driving force from the transmission is transmitted from the
input shaft to the rear output shaft via the drive chain. However, because the front clutch hub is fitted to the
front output shaft by the front clutch sleeve, the driving force is also transmitted to the front output shaft.
4WD/4L indicator
Input shaft
Drive chain
Counter gear
Front output shaft
Rear output shaft

Front clutch sleeve
Output gear
Front clutch hub
2-4 shift fork
Fixed shift shaft
T/F actuator
Pin
Movable shift shaft
Groove
T/F 4WD switch (ON)
T/F L4 switch (OFF)
2-34
- 4L position
When the driver pushes the 4WD-L switch of the 2WD/4WD selector switch and shifts into the 4L position,
the motor of the T/F actuator rotates and the movable shift shaft shifts in the direction of arrow A. At this time,
the snap ring that is installed on the movable shift shaft moves the high-low shift fork in the same direction as
the movable shift shaft. As a result, the high-low clutch sleeve moves in the direction of arrow B.
The driving force from the transmission is input to the input shaft and transmitted to the output gear via the
drive chain. At this time, because the output low gear and rear output shaft are fitted to each other by the
high-low clutch sleeve, the driving force is reduced with the output low gear via the counter gear, and is
transmitted to the rear output shaft.
In the same way as when in the 4H position, because the front clutch hub is fitted to the front output shaft by
the front clutch sleeve, the driving force from the rear output shaft is transmitted to the front output shaft.
4WD/4L indicator
Input shaft
Drive chain
Counter gear
Front output shaft
Output gear
Rear output shaft

Front clutch sleeve
Front clutch
hub
Output low gear

High-low shift fork
T/F actuator
Movable shift shaft
Snap ring
T/F 4WD switch (ON)
T/F L4 switch (ON)
2-35
(2) Full-time 4WD (Swift: RS413)

1) Part structure
The components are an intermediate shaft, reduction drive gear, reduction driven gear, input bevel gear,
output bevel pinion and flange.
2) Operation
A The power transmitted from the front differential case is input to the reduction drive gear. The power
is sent via the reduction driven gear to the input bevel gear, where its direction is changed by 90. It is
output to the output bevel pinion and transmitted to the propeller shaft.
B The power transmitted from the front differential gear is input to the intermediate shaft. It passes
through the reduction drive gear and is transmitted to the right side drive shaft.
Reduction drive gear
Intermediate shaft
Left case
Right case
Reduction driven gear

Input bevel gear
Spacer
Retainer shim
Output bevel pinion
Retainer
Flange
2-36
(3) Full-time 4WD (Grand Vitara: JB420)

1) Part structure
The components in this type include an input gear, center LSD, front drive shaft, front drive chain, counter
gear, front output shaft, rear output shaft and associated gears, hub and sleeve. The center LSD is a torquesensitive cam type that has both a differential absorption function (differential function) and limited-slip
differential function (LSD function).
The drive modes are 4H (center LSD unlocked), 4HL (center LSD locked), 4LL (center LSD locked) and
neutral. Switching between these modes is performed by the T/F actuator, when the driver operates a
selection dial on the center console.
Center LSD rear
drive follower
High-low shift fork
Center
LSD case
Reduction shift
sleeve
Center LSD front

drive cam
Low gear
Center LSD rear

drive cam
Front drive shaft

Differential lock
shift fork
Differential lock
clutch sleeve
Front drive
sprocket bush
Front drive chain
Front drive
sprocket
Input gear
Rear output
shaft
Counter gear
Transfer oil pipe

Front output shaft
2-37
2) Operation
- 4H position (center LSD unlocked)
In this position, the reduction shift sleeve is fitted to the input gear and the center LSD case, and the
differential lock clutch sleeve is fitted to the front drive shaft and the front drive sprocket.
This means that the driving force from the transmission is transmitted to the rear output shaft and front output
shaft via the route shown in the figure.
When the vehicle turns, a difference in rotation speed occurs between the input gear, rear output shaft and
front output shaft. The drive follower in the center LSD moves in a reciprocating action between the drive
cams to absorb the difference in rotation speeds. When slip occurs at the front and rear wheels, frictional
force between the drive follower and drive cam is generated from the difference in rotation of the front drive
cam and the rear drive cam. This friction limits the slip differential for the drive cam on the side that is not
slipping, transmitting the driving force to vehicle wheels.
3P39
Center LSD case

Differential lock clutch sleeve
Reduction shift sleeve
Front drive sprocket
Input gear
Rear output shaft
Front drive shaft
Front drive chain

Drive follower
Front drive cam
Front output shaft

:Rear side transmission route
Rear drive cam
Center LSD case
:Front side transmission route
2-38
- 4HL position (center LSD locked)

In this position, the reduction shift sleeve is fitted to the input gear and the center LSD case, and the
differential lock clutch sleeve is fitted to the front drive shaft, the front drive sprocket and the front drive
sprocket bush.
3P40
Center LSD case

Input gear
Rear output shaft
Front drive shaft
Front drive chain
Front output shaft

2-39
- N position
In this position, the reduction sleeve is fitted to the center LSD case only.
The driving force from the transmission is input to the input gear, but because the reduction sleeve is not
fitted to the input gear, the driving force is not transmitted.
3P41
Center LSD case

Rear output shaft
Input gear
Front drive chain
Front output shaft

2-40
- 4LL position (center LSD locked)

In this position, the reduction shift sleeve is fitted to the low gear and center LSD case, and the differential
lock clutch sleeve is fitted to the front drive shaft, front drive sprocket and front drive sprocket bush.
3P42
Low gear
Center LSD case
Input gear
Front drive sprocket bush
Rear output shaft
Front drive shaft
Front drive chain
Front output shaft

2-41
(4) Synchro-mechanism
When a part-time 4WD vehicle is driven in

4-wheel drive, the front and rear propeller
shafts are connected and the rotation speeds of
the front and rear axles are the same. For this
reason, when driving on a sharp curve on a dry,
1) Double cone synchro-mechanism

The components of the double cone synchromechanism are a front drive hub, front drive sleeve,
synchronizer key, spring, outer ring, center cone
and inner ring.
paved road, the difference in the turning radius

between the front and rear wheels results in
a rotation difference between the tires (drive
shaft rotation difference). It feels like brakes
3054
Front drive sleeve

Synchronizer key
are being applied to the front wheels. The rear

wheels feel like they are slipping. This is called
the phenomenon of tight corner braking.
To e l i m i n a t e t h e t i g h t c o r n e r b r a k i n g
Drive sprocket
Front drive hub
phenomenon, full-time 4WD vehicles have a
Spring
mechanism that absorbs the rotation difference.

It is positioned in the area that transmits the
Inner ring
Outer ring
driving force of the front and rear axles. This

mechanism enables stable driving that is not
affected by road conditions or the weather,
allowing driving in 4-wheel drive at all times.
Center cone
Front drive
sleeve
Spring
Front
drive
hub
Plate
Synchronizer key
3119
Outer ring
Center cone
Inner ring
Drive
sprocket
2-42
When the driver shifts the transfer lever from 2H to
The synchronization action continues until there is
4H, the front drive sleeve (referred to as sleeve
no difference in rotation speeds between the sleeve
from now on) moves to the right. At this time, the
and the outer ring. As the sleeve is moved further to
synchronizer key (referred to as key from now
the right, the spline chamfer surface of the sleeve
on) also moves to the right. The end of the key
slides and moves the spline chamfer surface of the
makes contact with outer ring, and so the outer ring
outer ring, and the sleeve and outer ring are fitted
also moves to the right. As the outer ring moves
together by their splines. As the sleeve is moved
further to the right, it makes contact with center
further to the right, the spline chamfer surfaces of
cone surface A. As the center cone moves to the
the sleeve and drive sprocket make contact.
right, center cone surface B and the inner ring

make contact and generate frictional force. This
3056
Front drive sleeve
frictional force rotates the outer ring as far as a
Outer ring
position opposite to the spline chamfer surface. The

sleeve and the outer ring make contact with each
Center cone surface A
other through their chamfer surfaces, transmitting

the operation force to the outer ring. This operation
force generates an even greater frictional force
between center cone surfaces A and B, which has
Synchronizer key
Drive sprocket
a synchronizing action that reduces the difference

in rotation speeds between the sleeve and the drive
Center cone surface B
sprocket.
3055
Chamfer surface
Front drive sleeve
Outer ring spline
Outer ring
Sleeve spline
Synchronizer key
Drive sprocket
Inner ring

Chamfer surface
Outer ring spline

Sleeve spline
Drive sprocket spline

The synchronization action continues until there is
no difference in rotation speeds between the sleeve
and the drive sprocket. As the sleeve is moved
further to the right, the spline chamfer surface of the
sleeve slides and moves the spline chamfer surface
of the drive sprocket, and the sleeve and drive
sprocket are fitted together by their splines. This
completes the synchronization.
3057
Front drive sleeve

Outer ring
Synchronizer key
Drive sprocket
Outer ring spline

Sleeve spline
Power transmission route

3058
Front
drive
sleeve
Synchronizer
key
Outer
ring
Center
cone
Inner
ring
Synchro-mechanism parts
(synchronization action parts)
Drive sprocket
2-43

In the same way as for the transmission, there may
be various reasons for disassembling the transfer,
such as abnormal noise or stiff shifting. The
possible causes and the check methods are the
same as for the transmission.
2-44
4. Drive shaft
The drive shaft is directly connected to the
(2) Constant velocity universal

joint
differential and is used for power transmission. It is
A constant velocity universal joint is used on the
frequently used in independent suspensions.
drive shaft in areas that transmit power with a large

angle, such as a front-wheel drive vehicle and
rear axle shaft in a rear-wheel drive independent
3065
Final gear
differential
Constant
velocity
universal joint
suspension vehicle. The structure of a constant

velocity universal joint is complex, but is designed
so that no rotation speed changes occur in the
driving axle and driven axle. This means there are
no variations in the rotation speed and torque of the
driving axle and driven axle, enabling smooth power
Drive shaft
transmission.
- Bar field joint
(1) Drive shaft
The bar field joint components include an inner race
Because the drive shaft is subjected to impacts

from the road surface and to torque that is amplified
by the reduction action of the differential, its twisting
strength and rigidity must be many times that of the
propeller shaft. For this reason, it is a steel bar and
not hollow. To withstand these loads, the constant
velocity universal joints on both shaft sides are also
made of strong material.
In the same way as the propeller shaft, the
drive shaft has constant velocity universal joints
that can transmit rotation smoothly. A constant
velocity universal joint is positioned on the sliding
mechanism that absorbs the changes in the
length in the axial direction caused by the up-anddown movement of the tires while driving. Another
constant velocity universal joint also accommodates
and outer race that have guide grooves, and steel

balls inside these guide grooves and a ball gauge
that holds these balls.
When the 2 axles rotate while at an angle to each
other, the spherical surfaces of the outer race
and inner race change the angle while sliding in
the groove direction. The steel balls sandwiched
between the races transmit the power while rolling
inside the guide grooves. This mechanism that
absorbs the changes in angle maintains the same
rotation speed for the driving axle and driven axle.
This means that the power is transmitted smoothly
without any variations in the rotation speed and
torque of the driven axle.
3067
Outer race
large changes in the angle when turning because

the shaft length is short, or because of up-anddown tire movements.
Steel ball
Inner race
Ball gauge
3066
Outer race
Drive shaft
Inboard joint
(sliding constant
velocity universal joint)
Outboard joint
(fixed constant velocity
universal joint)

- Triport joint
The triport joint components include a housing,
roller and spider.
Its power transmission is the same as that of the
bar field joint. But also, because it absorbs the
extension and contraction of the drive shaft caused
by the up and down movement of the wheels, the
roller can move along the housing groove in the
axial direction.
3068
2-45

(1) Drive shaft
Be careful of the following when disassembling the
drive shaft.
- In the same way as for the propeller shaft, draw
reference marks on the parts.
- Before removing the boot, wrap the end of the drive
shaft with tape to protect it from damage.
3070
Housing
Roller
Spider
Boot
Boot
Tape
Drive shaft
- Assemble the boot band for the resin boot

as shown in the figure relative to the rotation
direction of the drive shaft when going forward.
Properly mesh the protrusions with the grooves (3
locations).
3P27
Rotation
direction
Groove
Protrusion
- Assemble the boot band for the rubber boot as

shown in the figure relative to the rotation direction
of the drive shaft when going forward.
3P28
Rotation direction
When filling the boot with grease, be sure to fill to

the specified level. If the specified level is exceeded
it will cause grease leaks, while if the level is
insufficient, the joint may seize.
2-46
(2) Constant velocity universal

joint
Move the joint up and down and to the left and right,
and check that the operation is smooth and that
there is no significant rattling. Check that the parts
that move in the axial direction do not catch and
operate smoothly.
3069
Open the bellows-shaped area of the boot and

check all around it that there are no cracks.
Replace the boot if it is torn, but if there is abnormal
noise, replace the boot by replacing the drive shaft
assembly.
2-47
5. Propeller shaft
A propeller shaft transmits power from the transmission to the front or rear axle. It is used in FR vehicles and
4WD vehicles.
Universal joints are installed on both ends of a propeller shaft or drive shaft. Even if the installation angle of
the shaft changes, these joints make the shaft rotate smoothly for power transmission.
Propeller shaft
Front
Universal joint
Universal joint
Differential side
Transmission side
Drive shaft
Front
Front propeller shaft
Rear propeller shaft
2-48

(1) Propeller shaft
To transmit the powerful force from the engine, the
propeller shaft is made from a steel pipe that is
lightweight with high twisting strength and bending
rigidity, and which has excellent properties for high
speed rotation.
The installation position of the propeller shaft that
connects the transmission and the differential is not
(2) Center bearing

In high-performance vehicles or large vehicles where
there is a long distance from the transmission to the
driving axle, the propeller shaft is split into 2 or 3 shafts
to raise its critical rotation speed. An area near the rear
end of each shaft is supported with a radial ball bearing.
This bearing is called the center bearing, and it is
installed via a rubber bush to prevent the transmission
of vibration to the vehicle body during rotation.
3073
level, but is rather at a certain angle. When driving
Propeller shaft
Transmission
on bumpy roads, the installation position changes
Differential
through various different directions. In accordance

with these angle and installation position changes,
Center bearing
the propeller shaft extends, contracts and tilts. This

makes the rotation smooth and transmits the power
Rubber bush
to the final gear.

The figure below shows the components of the
propeller shaft. They include the universal joints that
respond to the angle changes, and the sleeve yoke
and propeller shaft unit that respond to changes in
Radial ball bearing
length in the axial direction. On this shaft, balance

pieces are installed at the time of production to
balance the shaft for rotation (prevent vibration and
abnormal noise).
Critical rotation speed

Because the propeller shaft rotates at a high
3072
Sleeve yoke
Propeller shaft
Spider
speed while receiving ever-changing engine
Needle
bearing
torque, twisting vibration is easily generated.

Also, the propeller shaft may bend, and if the
weight is not balanced, then bending vibration
may occur. If these vibrations and the natural
Universal
joint
Balance piece
frequencies of the propeller shaft match, it will
Universal
joint
damage the propeller shaft. This rotation speed

is called the critical rotation speed.
The critical rotation speed can be calculated
with the equation below. The longer the shaft
length, the lower the critical rotation speed.
d22d12

n :Critical rotation speed (rpm)

l :Shaft length (mm)
d2 :Shaft outside diameter (mm)

d1 :Shaft bore (mm)
*When the propeller shaft is a hollow steel pipe
(3) Universal joint

A hook joint is often used as the universal joint. A
hook joints components include 2 yokes (input side
and output side), a spider (cross-shaped axle) that
connects these yokes, and a needle roller bearing.
3074
Flange yoke
Bearing race
Needle roller bearing
Oil seal
Oil seal retainer
2-49

(1) Propeller shaft check
Check the bending of the propeller shaft if it was
subjected to an impact, such as in an accident.
Check the bending by placing the propeller shaft
on a V block and setting a dial gauge on its center.
Gently rotate the shaft and measure.
3076
Yoke
Dial
gauge
Propeller
shaft
Spider
Propeller shaft
The universal joints advantages is that its structure
V block
is simple and wearing is low. The disadvantage is

that when the driving axle and driven axle rotate
at a certain angle to each other, the driven axles
rotation speed and the torque vary relative to
the driving axle. To absorb these variations, the
direction (phase) of the yokes that are connected
to the universal joint are made the same. This
counteracts the rotation speed variations that are
generated in the propeller shaft, achieving smooth
The bend amount is half the dial gauge reading

(deflection). Before performing the measurement,
remove the shaft paint from the areas that will
contact the V block and the dial gauge. If the bend
exceeds the specified value, replace the propeller
shaft.
power transmission. However, if the angle of the
(2) Universal joint check
driven axle relative to the driving axle becomes
If the propeller shaft rattles, check for joint wear.
too large, even when the direction of the yokes
If there are any problems, replace the propeller
that are connected to the universal joint are made
shaft by replacing the assembly. The rattling rhythm
the same, the rotation speed variations cannot be
of the abnormal noise from the propeller shaft is
counteracted. For this reason, a universal joint is
proportionate to the driving speed. It tends to be
only used for parts such as the propeller shaft that
particularly loud when starting off from a stop and
have relatively small angle variations.
during deceleration (when the engine brake effect is

transmitted to the drive system).
3075
3077
Yoke
Yoke
2-50
(3) Important points for propeller

shaft disassembly (Jimny:
SN413)
(4) Important points for propeller

shaft assembly (Jimny: SN413)
1. Be sure to apply grease to the spider bearing
1. Before removing the propeller shaft, draw
race, and check that the entire roller on the
reference marks on the joint and flange. This
inner side of the spider bearing race is within
will make sure that you assemble the parts in
the home position.
the same position and maintain their balance.

Flange
Grease
Reference mark
Joint
2. Use a new snap ring, spider and bearing for

2. Use a special tool to push out the universal
assembly.
joint about 3 to 4 mm from the flange yoke.

Before pushing out the joint, apply a permeable
lubricant between the bearing race and yoke
race.
Bearing
Bearing
Spider
3. Insert the bearing race on the yoke side, and

hit the bearing race with a copper hammer until
Special tool
3 - 4 mm
it is in the same plane as the outer side of the

yoke. Insert the spider into the bearing race
while making sure that the bearing race roller
does not come apart.
When hitting the bearing race, place a metal
plate over the bearing race to prevent damage
to the yoke.
3083
Copper hammer
3. Hit the yoke with a plastic hammer to fully

remove it from the bearing race.
Metal plate
Bearing race
Spider
Yoke
2-51
4. In the same way, insert the bearing race on the
3. After fully removing the caulking, remove the
opposite side into the yoke, and hit the bearing
rotary viscous coupling installation nut and take
race with a copper hammer until it is in the
off the rotary blade coupling from the coupling
same plane as the outer side of the yoke.
shaft.
3P30
Caulking
Copper hammer
Rotary blade
coupling
installation
nut
5. After assembly, check that both the shaft yoke

and flange yoke move together smoothly.
6. Check that all the snap rings are properly
Viscous coupling
inserted into the grooves.
(5) Important points for center

bearing disassembly (Swift:
RS413)
1. Draw reference marks on parts such as the
Press
Puller
Coupling shaft
flange to make sure that you assemble the

parts in the same position and maintain their
balance.
2. Disconnect the propeller shaft and propeller
shaft damper from the rotary blade coupling.
3P29
Propeller
shaft
Propeller shaft
damper
4. Use a press to remove propeller shaft damper

with retainer from the coupling shaft.
Press
Coupling shaft
Propeller shaft
damper
Propeller
shaft
Rotary blade
coupling
Puller
Retainer
Reference mark
5. Use a press to remove the center bearing support

and oil seal cover from the coupling shaft.
Coupling shaft
Oil seal cover
Center bearing
support
Puller
2-52
(6) Important points for center

bearing assembly (Swift:
RS413)
4. Use the special tool and press to press fit the

viscous coupling to the coupling shaft.

oil seal cover to the coupling shaft.
3P33
Special tool
Special tool
Oil seal
cover
Coupling
shaft
5. Insert the rotary blade coupling into the

coupling shaft. Tighten a new rotary blade

center bearing support to the coupling shaft.
coupling installation nut to the specified torque,

and then use a chisel to caulk it properly.
3P35
Coupling shaft
Caulking
3P34
Special tool
Center bearing
support
Rotary blade
coupling
Rotary blade
coupling
installation
nut
Coupling shaft
6. A l i g n t h e m a r k s t h a t y o u d r e w b e f o r e
disassembly, and assembly the rotary blade
3. Use the special tool and press to press fit
the propeller shaft damper together with the
retainer to the coupling shaft.
coupling, propeller shaft and propeller shaft

damper.
7. Tighten the bolts to the specified torque.
3P29
Propeller
shaft
Propeller shaft
damper
Rotary blade
coupling
Reference mark
Propeller
shaft
2-53
6. Differential
When a vehicle turns, each of the 4 tires follows a turning circle of a different size. If the left and right tires
are connected directly with a single shaft, the tires on the inner side will slip. To prevent tire slip when turning,
the outer tires must rotate more (more quickly) than the inner tires.
This problem is resolved by dividing the shaft into 2 parts and using a differential gear between them.
The differential makes the tires rotate at different speeds, and through the final gear that is installed on the
outer circumference of the differential case, reduces the rotation speed from the transmission and increases
the torque.
Rear differential (Grand Vitara: SQ420)
Differential side
bearing adjuster
Differential pinion
Drive bevel pinion shim
Drive bevel pinion
Universal joint flange

Drive bevel gear
Differential gear
Front differential (Swift: RS415)
2-54
When going straight ahead, the rotation speeds of
(1) Differential (rear of FR

vehicles and 4WD vehicles)
pinion that meshes with the differential gear does
1) Differential principle
the left and right wheels are the same. The differential
not rotate on the pinion shaft, but instead revolves
unchanged together with the differential case so that
In a basic differential construction, a differential
the left and right wheels rotate at the same speed.
pinion is assembled to a pinion shaft inside a
When turning, because the rotation speeds of the
differential case. These parts mesh into a differential
left and right wheels are different, the inner wheels of
gear. The center of the differential gear is splined
the turn are decelerated, while the outer wheels are
and these splines connect to the axle shaft, which
accelerated. To do this, the differential pinion rotates
is the driving axle. The differential case is integrated
around itself on the pinion shaft and revolves around
with the drive bevel gear. This means that the
the differential gear with the greater resistance, just
torque is transmitted from the propeller shaft to the
enough for the appropriate rotation speed difference
axle shaft via the following route: propeller shaft
between the turning wheels. This drives the other
drive bevel pinion drive bevel gear differential
differential gear to produce the differential effect.
case differential pinion differential gear axle

shaft.
3087
Drive bevel
pinion
Drive
bevel gear
3088
Straight ahead
Pinion shaft
Differential case
Drive bevel
Drive
gear
bevel
Differential
pinion
pinion
Rotation
direction
Drive torque
Differential gear
Axle shaft
Differential pinion
Differential
gear
Turning
Pinion shaft
Distance
increasing
For example, if the drive bevel gear rotates 500

times when driving straight ahead, the left and right
wheels both rotate 500 times. But if the left wheel
decelerates to 450 rotations when turning, the
differential effect adds the difference of 50 rotations
to the right wheel so that it rotates 550 times. In
this way, if the drive bevel gear rotates 500 times,
regardless of the changes between the left and
right wheels, the total number of rotations for both
wheels will always be 1,000.

The differential also transmits equal torque to
the left and right wheels. As such, if the left axis
goes over a slippery ice surface or enters mud,
the friction with the road surface drops, and the
left wheels slip and lose their power transmission.
Power transmission is also lost to the right wheels
that do not spin, making it impossible to drive.
The same phenomenon also occurs on bumpy
roads when the drive wheels bounce and separate
from the road surface, producing a rotation speed
difference between the left and right axles. It occurs
even after the wheels make contact with the road
surface again.
2-55
2) Final gear
A spiral bevel gear or hypoid gear is used as the
final gear in FR vehicles.
The final gear is made up of a drive bevel pinion
a n d a d r i v e b e v e l g e a r. T h e f i n a l g e a r a n d
differential are integrated and positioned in the
differential case.
The drive bevel pinion is positioned in the
differential case and meshes to the drive bevel
gear.
The drive bevel gear is bolted to and integrated with
the differential case.
A differential is used so that adjustment for smooth
driving is automatically performed when there is a
rotation speed difference between the left and right

One type of differential is a limited-slip
wheels.
differential that automatically restricts the
The differential case contains the final gear and the
differential effect to maintain driving force.
differential. In an independent suspension vehicle

it is installed in a position such as the body, while
in a rigid axle suspension vehicle, it is installed on
3089
Differential case
Ring gear
the rear axle housing that covers the axle shaft that
drives the rear wheels.
In FF vehicles, a transaxle is used that has an
integrated structure that includes the transmission,
final gear and differential.
Viscous clutch
(Viscous coupling)
In a limited-slip differential that uses a viscous

clutch (viscous coupling), when slipping occurs,
torque is distributed from the faster rotation
side to the slower rotation side to maintain the
driving force.
Vehicles equipped with this mechanism must
never be jacked up by one axle only and have
their differentials driven. This is because of
the risk of uneven rotation or rotation due to
shock operating the viscous coupling and
momentarily generating a large torque. This
large torque could be transmitted to the wheels
on the ground and cause the vehicle to fall off
the jack.
2-56
(2) Differential in FF vehicles

The differential principle is the same as in FR
vehicles.
In general, a helical gear is used as the final gear
of the transaxle. It is positioned in the transmission
case together with the differential.
The gear ratio of the transmission multiplied by
the final reduction ratio of the final gear is called
the overall reduction ratio. The engine torque

(1) Backlash check
Measure the allowance in the thrust direction of
the differential gear. If it deviates from the standard
range, select a shim and adjust.
3090
Dial gauge
Differential
gear
increases in proportion to this overall reduction

ratio and the engine rotation speed decreases in
inverse proportion to it. The final reduction ratio is
expressed by the following equation.
Rotation speed of drive bevel pinion
Final reduction ratio =
Rotation speed of drive bevel gear
Number of drive bevel gear teeth
=
Number of drive bevel pinion teeth
Magnetic
stand
3091
Dial gauge
Magnetic
stand
What is a helical gear?

A helical gear is a cylindrical gear with its teeth
line in a helix shape. Although it looks like a
spur gear with slanted teeth, it is more accurate
to say that it has a helix teeth line on the outer
circumference of the cylinder.
A helical gear has a better meshing efficiency
than a spur gear, which makes it good in terms
of strength and noise reduction.
Differential gear
(2) Teeth contact check

1. Clean the teeth surface of the bevel gear. Then
use a brush or sponge to evenly apply red lead
primer to the teeth surface.
2. Rotate the gear to make the coated surface
mesh with the bevel pinion. Rotate it to the
front and rear with your hand to repeatedly
mesh the surfaces.
Apply red
lead primer
Brush
3. Check the teeth contact. If the teeth contact is

abnormal, adjust again or replace as required.

4. If you correctly perform the shim adjustment for
2-57
Face contact
the bevel pinion and the backlash adjustment

for the bevel gear, you should obtain a normal
teeth contact.
But if the teeth contact is abnormal even after
performing proper adjustment, there may be
problems such as teeth wear or an abnormality
in the differential case. Check the components
and replace as required.
Flank contact
Normal contact
Normal contact is contact with about 70% of a
tooths total length in the center.
Heel side
Countermeasure: S elect a shim that moves the

Drive side
Coast side
bevel pinion further away from

the bevel gear.
Toe side
Heel contact
Other abnormal contacts

Check parts such as the bevel pinion, bevel gear,
differential carrier, differential case and bearings,
and replace as required.
Toe contact
And
others
Countermeasure: S elect a shim that moves the

bevel pinion closer to the bevel
gear.
2-58
(3) Differential assembly (Jimny:

SN413 (Rear))
To mesh the gears correctly, you must install each
Caution:
- Perform the rotation torque measurement after
rotating the bevel pinion shaft at least 15 times.
gear properly. This work flow is described below.
Standard
1) Select the bevel pinion shim
- Preload (rotation torque) of the bevel pinion

shaft: 1.3 Nm (rotation speed of about 50 rpm)
2) Adjust the bevel pinion preload

3) Adjust the allowance in the thrust direction of
Torque wrench
the differential gear

4) Adjust the bevel gear backlash
Adapter
10 mm socket
- Select the bevel pinion shim
Bevel pinion nut

(Special tool)
1) Use the special tool to install the 2 outer races

on to the differential carrier.
2) Apply gear oil to the 2 inner races of the
differential carrier.
3) Install the special tool and 2 inner races on to
5) On a level block, install a dial gauge that is
the differential carrier.
retracted by about 10 mm on to the special tool
Special tools
and perform 0-adjustment.
C: 09922-76140 (Bevel pinion shaft)

D: 09922-76150 (Bevel pinion nut)
Special tools
E: 09922-76420 (Bevel pinion front collar)
G: 09922-76120 (Bevel pinion mounting dummy
F: 09922-76340 (Bevel pinion rear collar)
shaft)
H: 09922-76220 (Bevel pinion bearing dummy)
Inner race
Differential carrier
F
C
4) Tighten the flange pinion nut until the preload

(rotation torque) of the bevel pinion shaft
reaches the specified value.
Dial gauge
H
2-59
6) Install the bevel pinion mounting dummy shaft
9) Calculate the shim thickness from the fact that
for which you have finished 0-adjustment to the
the mounting distance of the bevel pinion is
differential carrier and tighten the 2 differential
85.0 mm.
side bearing caps to the specified torque.
Equation
- Shim thickness (mm) = b 85.0
Tightening torque
10) Select the shim that is nearest to the calculated value.
: 50 Nm
Shim types
7) Measure the dimension of dial gauge retraction.

This result is a.
- 0.30,1.12,1.18,1.24,1.30 mm
11) Install the shim that you selected in 10) and
8) Calculate b, knowing that the radius of the

bevel pinion bearing dummy is 34.00 mm, the
press fit the inner race with the press and using
the special tool.
height of the big end of the bevel pinion shaft

is 40.00 mm, and the height of the bevel pinion
- Adjust the bevel pinion preload (rotation

torque)
gauge block is 14.00 mm.

Special tool
1) Apply gear oil and install the inner race (flange
I: 09922-76550 (Bevel pinion gauge block)
side) to the differential carrier.
Equation
2) Apply grease to the oil seal lip area.
- b (mm) = 34.00 + 40.00 + 14.00 a
Specified material
99000-25011 (Suzuki super grease A)
Differential side
bearing cap
Bevel pinion
mounting
dummy shaft
3) Use the special tool to install the oil seal.

4) Install the bevel pinion, spacer and inner race
(bevel gear side) to the differential carrier.
5) Install the flange and washer, and tighten the
34mm
the bevel pinion reaches the specified value.

Caution:
- Use a new spacer. (If you adjust the preload to
40mm
14mm
flange nut until the preload (rotation torque) of
too high a value, you must replace the spacer

with a new one and perform the adjustment
E
C
F
again. Do not loosen and then retighten the

nut.)
- Use a new flange nut.
- Perform the rotation torque measurement after
rotating the bevel pinion at least 15 times.
Standard
- Bevel pinion preload (rotation torque):
1.3 Nm (rotation speed of about 50 rpm)
Reference
- Flange nut tightening torque: 100 - 400 Nm
Special tool
C: 09930-40113 (flywheel rotor holder)
2-60
7) Caulk the flange nut.

- Adjust the allowance in the thrust direction of
C
the differential gear
Flange
1) Assemble the 2 differential pinions, 2 washers,

2 d i ff e r e n t i a l g e a r s a n d 2 s h i m s t o t h e
differential case.
2) Insert the pinion shaft into the differential case.
Differential pinion
Differential gear
Shim
Torque wrench
Washer
Spring pin
Pinion shaft
Washer
Differential case
6) Measure the flange bore and mark the position

of the smallest bore on the flange outside
diameter. If the difference between the smallest
value and the largest value exceeds the limit,
replace the flange and spacer with new ones
and repeat the procedure from step 4).
Limit
- Difference between the smallest and largest
flange bore: 0.15 mm
Location of smallest bore

Flange
Mark
Differential gear
Shim

3) Use the pin remover (4.5) to install the spring
pin on to the differential case.
2-61
- Adjust the bevel gear backlash

1) Install the bevel gear on to the differential case,
apply Threadlock to the threads of the 10 bolts
4) Measure the allowance in the thrust direction
and tighten them to the specified torque.
of the differential gear in 2 locations, upper and
2) Use the special tool to press fit the 2 differential
lower. If they deviate from the standard range,
side bearing inner races to the differential case
select a shim and adjust.
with the press.

3) Assemble the differential case together with the
Standard
bevel gear and the 2 differential side bearings.
- Allowance in the thrust direction: 0.00 - 0.15 mm
4) Install the 2 differential side bearing caps and

provisionally tighten them with bolts.
Shim types
5) Apply a small amount of oil to the bearing, and
- 0.9, 1.0, 1.1 and 1.2 mm
use the special tool to gently tighten the side

bearing adjuster until the outer race makes full
contact with the inner race.
Upper
Caution:
Dial gauge
- When the side bearing adjuster becomes
Differential
gear
heavy, do not tighten it any more.

Magnetic stand
Special tool
C: 09923-58520 (Differential side bearing wrench)
Side bearing
adjuster
Lower
Differential
gear
Dial gauge
Magnetic stand
2-62
6) Use the dial gauge to measure the backlash.

If it deviates from the standard, rotate the side
bearing adjusters on the left and right, and
measure again.
(4) Failure diagnosis

Condition
Gear noise
Possible cause
- Insufficient oil
(constant) (when
- Oil quality defect or water
freewheeling)
Standard
contamination
- Gear teeth surface damage
- Bevel gear backlash: 0.15 mm
- Trapped foreign object

- Adjustment defect for the
Dial
gauge
backlash between the bevel
Bevel gear
gear and bevel pinion

- Inappropriate teeth contact
between the bevel gear and
bevel pinion (teeth contact
defect for the final gear)
- Bolt looseness on the
differential case (bevel gear
7) Measure the rotation torque of the flange nut.

If it deviates from the standard, rotate the side
bearing adjuster and repeat the procedure from
step 6).
Gear noise
(turning)
or final gear fixing bolt)

- Adjustment defect for
the backlash between
the differential gear and
Standard
differential pinion
- Flange nut rotation torque: Bevel pinion preload

of 0.25 Nm (rotation speed of about 50 rpm)
Bearing noise
- Pinion shaft wear or damage

- Oil level defect
(constant) (when
- Oil quality defect or water
freewheeling)
Torque wrench
contamination
- Bevel pinion bearing damage
- Differential side bearing
damage
8) Tighten the bolt of the differential side bearing

cap to the specified torque.
Tightening torque
: 50 Nm
9) Assemble the 2 differential side bearing lock
plates, and tighten the bolts to the specified
torque.
Tightening torque
: 12 Nm

Technical Level 2 - 01

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2-1

2 Power Transmission System

2 Power Transmission System

[1] Structure and operation

the transmission. It transmits the engine power

1) Clutch unit structure

The clutch is positioned between the engine and

(1) Clutch unit

mechanism, which transmits the operation force of

a clutch unit that receives this force and connects

A diaphragm spring and a pressure plate are

flywheel with bolts.

the transmission input shaft and splines.

2 Power Transmission System

2) Clutch disc structure

3) Diaphragm spring clutch operation

When the clutch is connected, the spring force

Clutch facing, which is a frictional material, is

of the diaphragm spring pushes the clutch disc

riveted to both sides of the clutch disc. There is a

strongly against the flywheel via the pressure plate.

clutch hub in the center of the clutch disc into which

This means that the clutch plate rotates together

the transmissions input shaft is inserted.

with the flywheel so that the power from the engine

The clutch facing must have an appropriate friction

is always transmitted to the transmission.

coefficient. Its friction coefficient must not change

When the driver steps on the clutch pedal to cut

much with temperature variations.

off the power, the release fork pushes the release

At this time, the pivot ring (wire ring) becomes

The clutch hub is sandwiched between plates to its

the fulcrum and the diaphragm spring outer

front and rear, and is constructed so that the clutch

circumference bends back. The retracting spring

can move in a circle (rotation direction) via the

(retainer plate) moves the pressure plate to the

damper spring. It absorbs and dampens the rotation

right. Because this creates a gap between the

impact when the clutch is connected.

friction surfaces of the clutch disc, the power from

the engine is cut off.

When the clutch

When the clutch

the cushion plate absorbs the impact, resulting

2 Power Transmission System

(2) Clutch operation mechanism

common port. At the same time, the fluid pressure

to the operating cylinder and moves the release piston.

2) Hydraulic operation mechanism

When the driver releases the clutch pedal, the piston

2 Power Transmission System

Also, if the movement distances of the load

The hydraulic pressure generated by the clutch

and effort are l1 and l2, respectively, then:

master cylinder acts on the piston. It acts as a

This means that the long but light movement

When pressure of a certain force per unit

areas of the fluid.

From the master cylinder

force of the same strength (force per unit

Using this Pascals principle, the force