Clutch Release Cylinder

The clutch release cylinder moves the piston with hydraulic pressure from the master cylinder and operates the release fork through the push rod.

Self-adjusting release cylinder

The conical spring in the release cylinder constantly presses the push rod against the release fork with its spring force to hold the clutch pedal freeplay constant.

Adjustable release cylinder

When the diaphragm spring tip position has changed due to wear of the clutch disc, it is necessary to adjust the freeplay with the push rod.

Clutch Release Bearing

The clutch release bearing absorbs the rotational difference between the release fork (which is not turning) and the diaphragm spring (which is turning) to transmit the movement of the release fork to the diaphragm spring.

Self-centering release bearing

In transaxles for FF vehicles, the crankshaft and input shaft shift slightly. This results in noise caused by friction between the diaphragm spring and the release bearing. To prevent this noise, this mechanism supplies the center line of the diaphragm and release bearing to be aligned automatically

The axle supports the wheels. Therefore, the axle varies in design according to the type of suspension and power train (FF, FR, 4WD, etc.). The axle shaft supports the wheel and transmits the drive torque from the drive shaft. HINT:

The drive shaft and axle shaft combination is also called the drive shaft. 1. Type using angular ball bearings

(1) Front axle with drive shaft

The drive shafts that take their place respond to the up-and-down, and the left-and-right, movements of the vehicle while at the same time transmitting the drive power from the differential directly to the wheels. Most modern vehicles use angular ball bearings or unit type double-row tapered bearings as axle bearings.

(2) Rear axle without drive shaft

The rear axle of FF vehicles is used only to bear the load. Most modern vehicles also use angular ball bearings as axle bearings, as in the front axle.

(3) Front axle without drive shaft

The front axles in FR vehicles are used only to support vehicle weight, and are a part of the steering system. Angular ball bearings are used in the latest passenger cars.

(4) Rear axle with drive shaft

In independent suspension, there is no axle housing, and the differential is mounted to directly the body. The drive shaft transmits the drive power from the differential to the wheels. HINT: When installing the angular ball bearing, tighten it to the specified torque. Preload adjustment is unnecessary. (1/2)

Type using Tapered roller bearings

(1) Front axle without drive shaft

With the steering knuckle as the axis, the load bearing on the front wheels is transmitted to the suspension. Each wheel is fitted to its steering knuckle via two tapered roller bearings.

(2) Rear axle without drive shaft

The bearing is inserted onto the axle shaft via the brake drum, and it supports the axle shaft. HINT: The preload adjustment must be performed for the tapered roller bearing.

Type using Radial ball bearings

Rear axle (FR vehicle)

The rear axle of a FR vehicle not only supports the load bearing on the rear wheels but also transmits the driving power from the engine to the wheels.

The LSD is a mechanism that limits the differential when one of the wheels begins to slip and generates an appropriate drive force in the other wheel to allow the vehicle to drive smoothly. There are various kinds of LSD.

1. Viscous coupling LSD

A viscous coupling is a kind of fluid clutch which transmits torque by means of the viscous resistance to oil. It uses this viscous resistance to limit differential slip. The viscous-coupling LSD is used as the differential limiting mechanism in the center differential of 4WD vehicles, and some viscous coupling LSDs are used in FF and FR model differentials.

2. Helical gear type torque-sensing LSD

The limited slip is accomplished primarily by the friction that is generated between the planet gear’s tooth tips and the differential case’s inner wall, and the friction that is generated between the side gear end face and the thrust washer. The principle of limited slip enables the resultant reaction force F1 (which is created by the meshing reaction of the planet gear and the side gear and the meshing reaction of the planet gears themselves) to push the planet gear in the direction of the differential case in proportion to the input torque. Due to the reaction force F1, the friction force F1 (which is generated between the tooth tip of the planet gear and inner wall of the differential case) acts in the direction to stop the planet gear’s rotation. (2/4)

3. Torque-sensing LSD

The differential limiting force is generated by both the tooth flank friction between the side gears and worm wheels and the thrust friction between the differential case, thrust washers and side gears. In this type of torque-sensing LSD, the differential limiting force changes greatly and vary rapidly in accordance with the torque applied to it. Accordingly if the accelerator pedal is released during cornering, the differential operates smoothly just like a normal differential. However, in cases where higher torque is applied, more differential limiting force is delivered.

4. Multiple-disc type

A barrel-shaped compression spring is fitted between the left and right side gears to keep the thrust washers pressed up against the clutch plate via the retainers and side gears. Therefore, the friction generated between the clutch plate and thrust washer limits the differential. HINT: The special LSD oil is used for multiple-disc type LSDs.

Manual transaxles are located at the left end or right end of transversely mounted engines in FF vehicles. Manual transmissions are located to the rear of vertically mounted engines in FR vehicles.

1. Manual transaxle operation

Neutral

The motive power from the engine is not transmitted from the input shaft to the output shaft so that it is not done to the differential. Blue arrow: Transmission of power Red arrow: Direction of rotation

The length of the arrow shows the rotational speed and the width of the arrow shows the torque. The longer the arrow, the greater the rotational speed and the wider the arrow, the greater the torque.

1st gear

The gear of the output shaft rotating meshed with the 1st gear of the input shaft transmits power to the differential through the drive pinion. Blue arrow: Transmission of power Red arrow: Direction of rotation The length of the arrow shows the rotational speed and the width of the arrow shows the torque. The longer the arrow, the greater the rotational speed and the wider the arrow, the greater the torque.

3rd gear

The gear of the output shaft rotating meshed with the 3rd gear of the input shaft transmits power to the differential through the drive pinion. Blue arrow: Transmission of power Red arrow: Direction of rotation The length of the arrow shows the rotational speed and the width of the arrow shows the torque. The longer the arrow, the greater the rotational speed and the wider the arrow, the greater the torque.

Reverse

The reverse idler gear is meshed with the input shaft reverse gear. The output shaft gear meshed with the reverse idler gear transmits power for reverse rotation to the differential through the drive pinion.

Blue arrow: Transmission of power

Red arrow: Direction of rotation

Violet arrow: Direction of reverse

idler gear rotation

The length of the arrow shows the rotational speed and the width of the arrow shows the torque. The longer the arrow, the greater the rotational speed and the wider the arrow, the greater the torque. Blue arrow: Transmission of power Red arrow: Direction of rotation The length of the arrow shows the rotational speed and the width of the arrow shows the torque. The longer the arrow, the greater the rotational speed and the wider the arrow, the greater the torque.

Manual Transmission

For manual transmissions, the input shaft and the output shaft are located on the same axis and the counter gear integrates the input shaft and the output shaft to transmit power.

The drive train transmits the power of the engine to the wheels. It is broadly divided into the following classifications:

1. FF (Front engine-Front wheel drive vehicle)

The drive force from the engine is transmitted via the transaxle differential to the left and right drive shafts, wheels, and tires.

2. FR (Front engine-Rear wheel drive vehicle)

The drive force from the engine is transmitted from the transmission and then via the propeller shaft and differential to the right and left drive shaft (or axle shaft), axle shaft, wheels, and tires.

HINT:

The drive shaft and axle shaft combination is also called the drive shaft.

Differential Construction

The differential further increase the torque transmitted via the transmission and distributes the drive force to the left and right drive shafts. In addition, this is also a differential gear that generates the difference in the rotational speed between the inner wheel and outer wheel during cornering, and allows the smooth driving on curves.

1. Final gears

The final gears reduce the rotation from the transaxle (transmission) to increase the torque. The FR vehicle final gears increase the torque while changing its direction.

2. Differential gears

The differential gears create two different wheel turning speeds when the vehicle is driving on curves.

1. FF vehicle differential

The differential used in FF vehicles with transversely-mounted engines is integrated with the transmission. The differential assembly is mounted in between the transmission case and the transaxle case. A helical gear is used for the ring gear. This gear is integrated with the differential case and is mounted on the transaxle via two side bearings. The drive shaft meshes with the splines inside the side gear. There are ordinarily two pinion gears, but in differentials for high-power engines, four pinion gears are often used.

2. FR vehicle differential

The final gear and the differential gear in an actual product are assembled as a unit, as shown, and installed directly in the differential carrier, which is further fitted to the rear axle housing, body, or frame. The universal joint of the propeller shaft is fixed to the companion flange, and rotates the drive pinion through the companion flange. The drive pinion is fitted to the differential carrier by two tapered roller bearings. The ring gear and the differential case are integrally fitted to the differential carrier via two side bearings. The drive pinion and the ring gear are hypoid gears for which the shaft extensions are mutually offset, so special hypoid gear oil must be used to lubricate them. The side gear and the rear axle shaft are fitted to each other via splines.

3. Adjustment

(1) Side bearing preload adjustment

A taper roller bearing is used in the side bearing, so preload adjustment is required.

(2) Drive pinion preload adjustment

The preload of the drive pinion bearings is normally adjusted by changing the distance of the front and rear inner races while the outer races are fixed to the differential carrier. This can also be achieved by changing the total thickness of shims used, or applying pressure to the collapsible spacer (by tightening the nut) in order to alter its length.

(3) Hypoid gear backlash adjustment

The backlash adjustment performs to adjust the clearance of the contact surface between the drive pinion and ring gear. When the backlash is large, the differential case is adjusted toward to the drive pinion, and when the backlash is small, it is adjusted away from the drive pinion. The adjustment nut is used to make the adjustment.

(4) Hypoid gear tooth contact adjustment

The hypoid gear tooth contact is adjusted by offsetting the drive pinion and ring gear use the adjusting washer.

SERVICE HINT:

1. Side bearing preload

The thrust load is received from the ring gear, so if the preload adjustment is poor, the side bearing taper roller will wear causing unstable rotation. To prevent this, the preload adjustment using the adjusting shim or adjusting nut is required.

2. Drive pinion preload (FR)

The thrust load is received from the ring gear, so if the preload adjustment is poor, the taper roller bearings on both ends of the drive pinion will wear causing unstable rotation. To prevent this, the preload adjustment using the adjusting shim or collapsible spacer is required.

3. Hypoid gear backlash (FR)

The ring gear generates a thrust load, which is received by the drive pinion, so if the backlash adjustment is poor, an excessive force will be applied, causing damage to the teeth of both gears and seizing. It is required to adjust the adjusting nut or adjusting shim, and adjust the backlash.

4. Hypoid gear tooth contact (FR)

The ring gear generates a thrust load, which is received by the drive pinion, so if the tooth contact adjustment is poor, an excessive force will be applied, causing damage to the teeth of both gears and seizing or noise to occur be generated. Not only the backlash, but also the mutual tooth contact must be adjusted with the adjusting washer.

Operation

1. When driving straight

When driving straight, an even resistance is applied to both the right and left wheels, so the ring gear, pinion gear, and side gear rotate as a single unit so that the drive force is transmitted to both wheels.

2. When driving on a curve

When driving on a curve, the rotational speed is different between the outer tire and inner tire. In other words, inside the differential the inner B side gear turns slowly and the pinion gear rotates so that the outer A side gear rotates faster. This is how the differential allows the vehicle to drive smoothly through curves.

HINT:

The operation of the differential works to apply the same torque to both the right and left wheels. So while this has the advantage of making driving through curves smooth, it has the disadvantage of reducing the drive force to both wheels when the drive force is reduced to one wheel.

A manual transaxle (manual transmission) is a device that increases and decreases the engine speed by the gear and converts it to appropriate torque in order to transmit it to the drive wheels.

Refer to the “Drive Train” for the differential contained in the manual transaxle.

Roles of the transaxle

(1) To engage/disengage the driving power from the engine by operating the shift lever.

(2) To increase the torque when starting off and climbing hills.

(3) To drive the wheels at high speed during high-speed driving.

(4) To drive the wheels in reverse.

Necessity of Shifting Gears

The diagram on the left shows driving performance curves, which indicate the relationship between the driving force and the vehicle speed for the 1st through 6^th gears.

Driving performance curves

Ideally speaking, the curved line of the engine driving force should be changed continuously as A in the diagram. However, the driving force of actual manual transaxle changes discontinuously, as 1st though 6^th gear.

Therefore, the engine driving force is transmitted effectively when narrowing the shaped area in the graph to keep close to the ideal curved line. It can be guessed to be close to the ideal curved line A of driving force as the number of shift gear increases. However, the design of the transaxle

becomes complicated or it causes the driver to be complicated for shift operation.For these reasons, the number of the shift gear consists of 4th to 6th gear. 5th gear is used largely.

(1) Starting off

When the vehicle starts off, a large amount of power is required, so the 1st gear, which has the largest driving force, is used.

(2) Driving

After starting off, the 2nd and 3rd gears are used to increase the vehicle speed. These gears are used because there is an upper limit to the vehicle speed in 1st gear and that not as much driving force is required.

(3) High-speed driving

For high-speed driving, the 4th, 5th, and 6th gears areused to further increase the vehicle speed. Using gears with small driving force and lowering the engine speed improves fuel consumption.

(4) Backing up

When the reverse gear is used, the reverse idler gear is added, the reverse gear turns in reverse, and the vehicle backs up.

Reduction Ratio

The reduction ratio is expressed as:

Number of teeth of driven gear

Number of teeth of drive gear

If the driven gear has 38 teeth and the drive gear has 12 teeth, for example, the reduction ratio of this 1^st gear is 38/12 = 3.166.

When the rotation and torque of the input shaft is transmitted to the output shaft, the speed of the rotation decreases and the torque increases according to the reduction ratio of the gears.

Output torque = Input torque x Gear ratio Input rpm = Output rpm x Gear ratio This indicates that the torque increases and rpm becomes smaller with a greater reduction ratio. That is to say, the vehicle may be driven at a higher speed the smaller the reduction ratio is, although the driving power decreases.

Operating Mechanisms

1. Remote control type

This type connects between the shift lever and the transaxle with a cable or links, etc. This is used in FF vehicles, and there are characteristics such vibration and noise are difficult to be generated and the shift lever position can be designed freely.

2. Direct control type

This type installs the shift lever directly on the transmission. This type is used on FR vehicles because shift operations are quick and has good handling.

The primary purpose of the clutch cover is to connect and disconnect engine power. It must be well balanced while it is rotating, and radiate heat efficiently at the time of clutch engagement. The clutch cover has a spring to push the pressure plate against the clutch disc. These springs may be either coil springs or a diaphragm spring. The latter is used in most clutches today.

1. Diaphragm spring type clutch

The diaphragm spring is made of spring steel. It is riveted or bolted to the clutch cover. A pivot ring is located at each side of the diaphragm spring and functions as a pivot while the diaphragm spring is operating. The retracting springs are used to connect the diaphragm springs to the pressure plate.

Recent models have adopted a DST (Diaphragm Spring Turn-over) type clutch cover. In this type of clutch cover, the tips of the clutch cover are turned over to hold the diaphragm spring at proper position directly. The straps are connected in a chordal (tangential) direction to transmit the torque.

2. Characteristics of diaphragm springs

The graph on the left shows the movement of the pressure plate along the horizontal axis and the pressure plate along the vertical axis. The solid line indicates the characteristics of the diaphragm spring, and the dotted line indicates the characteristics of the coil spring.

(1) Normal condition (When the clutch disc is brand new)

When the pressure applied to the pressure plate (P0) is equal for both types: coil spring type and diaphragm spring type, each pressure becomes P2 and P’2 with the clutch pedal fully depressed.

This means that for the diaphragm spring type, the force needed to depress the clutch pedal is smaller than that for the coil spring type by the amount shown by “a”.

(2) When wear on the contact surface of clutch disc exceeds the allowable limit

The pressure applied to the pressure plate of the coil spring type clutch decreases to P’1.

On the other hand, the pressure applied to the pressure plate of the diaphragm spring type clutch is P1, and the same as P0. That is, the power transmission ability of the diaphragmspring type clutch does not decrease till thedisc wear limit.Conversely, the pressure applied to the pressure plate of the coil spring type clutch decreases to P’1. As a result, the transmission ability decreases, causing the clutch to slip.

Automotive Clutch Disc

The clutch disc contacts the friction surface of the pressure plate and the flywheel uniformly to transmit motive power smoothly. It also consists to soften the impact of clutch engagement.

1. Torsion rubber

The torsion rubber is incorporated in the clutch hub and softens the rotational impact of clutch engagement by moving slightly in the circumferential direction.

2. Cushion plate

The cushion plate is riveted sandwiched between the clutch facings.

When the clutch is engaged suddenly, the impact is absorbed by this curved section to soften the shock of gear changing and allow power to be transmitted smoothly.

SERVICE HINT:

Wear of the torsion rubber and breakage of the cushion plate causes a large amount of impact shock and noise when the clutch is engaged.

The propeller shaft (on FR vehicles and 4WD vehicles) transmits power from the transaxle/transmission to the differential. The propeller shaft can move up and down in response to the road conditions and absorb the change of length by the spline. The propeller shaft is installed at a position that makes the differential lower than the transaxle/transmission, so it is sloped. For these reasons, the propeller shaft is designed in such a way that it transmits power smoothly from the transaxle/ transmission to the differential without being affected by such changes.

Construction and Operation

1. Propeller shaft

The propeller shaft is a lightweight hollow carbon steel tube which is strong against enough to resist twisting and bending. The propeller shaft is normally a single piece tube having two joints at both ends that form universal joints. Since there is little vibration at high speed, the three-joint type propeller shaft is used more often today.

(1) Two-joint type

The overall length of each segment of the two-joint type propeller shaft is relatively great. This means that, when the propeller shaft is rotating at a high speed, the shaft tends to bend slightly and vibrate more because of the residual imbalance.

(2)Three-joint type

The length per shaft of the two-piece, three-joint type propeller shaft is shorter and bending due to imbalance is therefore less. Vibration at high speeds is also reduced for the same reason.

(3) Center bearing

The center bearing supports the two parts of the propeller shaft in the middle, and is installed via a flange to the splines located at the end of the intermediate shaft. The center bearing itself, consists of the rubber bushing that covers the bearing which, in turn, supports the propeller shafts, and is fitted to the body by a bracket. Because of the fact that the propeller shaft is separated into two sections, vibration in the propeller shaft is absorbed by the rubber bushing to prevent vibration from reaching the vehicle body. As a result, vibration and noise from the propeller shaft in high speed ranges are reduced to an absolute minimum.

HINT:

Before disassembling the center bearing, match marks must be made on the flange yoke and intermediate shaft to ensure accuracy when the flange yoke is assembled after servicing. If parts are assembled without reference to the match marks, vibration and/or noise may result when the vehicle is driven.

2. Universal joint

The purpose of the universal joint is to absorb the angular changes brought about by changes in relative positions of the differential in relation to the transmission, and in this way to smoothly transmit power from the transmission to the differential. Hooke’s joint Hooke’s joints are commonly used because of their simple construction and functional accuracy. One of the two yokes is welded to the propeller shaft, and the other yoke forms an integral part of a joint flange or a sleeve (slip joint). In order to prevent the bearing cup from flying off when the propeller shaft is turning at high speed, either a snap ring or a lock plate is used to fasten the bearing cup in the solid bearing cup type. The shell bearing cup type cannot be disassembled.

Flexible joint The straighter the centerline connecting the transmission, propeller shaft, and differential, the less vibration and noise that will occur. Therefore, in some of the latest FR passenger cars, a zero angle propeller shaft is used. Such a propeller shaft also has flexible joints to ensure less vibration and noise.

HINT:

When removing and installing the propeller shaft: Since there is a shaft length adjusting mechanism, the adjusting nut should be loosened first before removing the propeller shaft. The bolts (A) inserted in the propeller shaft companion flange should not be removed. Be careful not to apply undue force to the flexible couplings when handling the propeller shaft, and make sure the transmission, propeller shaft, and differential are always straight when removing and reinstalling the propeller shaft. After installation, be sure to check the joint angles.

(2) Constant velocity joint A constant velocity joints transmits torque more smoothly than a Hooke’s joint, but is more expensive.

The drive shaft/axle shaft transmits the drive force to the wheel. 1. Drive shaft (Independent suspension type) They must have a mechanism which absorbs changes in the length of the drive shafts accompanying the up and down movements of the wheels. In the case of FF vehicles, since the same wheels are used for steering and for driving, they must be capable of maintaining the same operating angle while the front wheels are being steered, and they must rotate the wheels at uniform speeds. 2. Axle shaft (Rigid suspension type) The right and left wheels are connected to the axle shaft. The axle housing supports the weight of the vehicle while also holding the differential in its center.

Construction and Operation

1. Constant velocity joints

The constant velocity joints prevent a rotation difference from occurring between the drive shaft and driven shaft no matter what the angle of the joint. These joints are mainly used in the drive shafts of vehicles with independent suspensions. There are various kinds of different types of constant velocity joints.

(1) Rzeppa (Birfield) joint The inner race fits into the bowl-shaped outer race, with six steel balls held by a ball cage between them. The construction of this system is simple and its transmission capacity is great. This type of joint is used on the drive shaft tire side.

(2) Principle of constant velocity joint (Rzeppa joint) A special curvature is provided on the ball seat in such a way that intersecting point (O) of the centerlines of the drive and driven shafts are always on the line connecting the center (P) of each steel ball. As a result, the angular velocity (speed of rotation through an angle) of the drive shaft is always identical to that of the driven shaft. (1/3)

2. Tripod joint In this joint,

there is a tripod with three trunnion shafts on the same plane. Three rollers are fitted on these trunnions, and fitted to each of the rollers are three tulips with grooves which are parallel to each other. The construction of this system is simple and it is inexpensive. Generally, this type of joint can move in the axial direction. This type of joint is used on the drive shaft differential side.

3. Double-offset constant velocity

The construction of this type of joint closely resembles that of the Rzeppa (Birfield) type, but it can slide in the axial direction. The outer and inner surfaces of the ball cage are offset axially from each other.

4. Cross-groove constant velocity

This is a small, light-weight joint in which the ball grooves of the outer race and those of the inner race are set at angles to each other. These are two types, one which slides axially, and one which dose not.

SERVICE HINT:

If there is a crack in dust boots of the constant velocity joint, the grease will deteriorate and flow out, which will cause abnormal sounds and make it impossible to drive. Since there are various types of boot clamps that hold the drive shaft boots, refer to the Repair Manual and handle them correctly. The type and amount of grease used inside the drive shaft boots varies depending on the model, so refer to the Repair Manual.

Drive Shaft Length

In the FF vehicles, differences in the length of the left and right drive shafts can also causes the steering wheel to jerk to one side or the vehicle to veer during quick starts or sudden acceleration. This phenomenon is known as “torque steer”. For this reason, some models use an intermediate shaft in combination with right and left drive shafts of the same length to prevent torque steer from occurring.

1. Description

The synchromesh mechanism is used to prevent “gear noise” and to make gear shifting smoother. This mechanism is called “synchromesh” because two gears which rotational speed is different are synchronized by friction force during gear shifting. Transaxles with synchromesh mechanism have the following advantages.

(1) They eliminate the need for the driver to “double clutch” (depressing the clutch pedal twice each time gears are shifted).

(2) When shifting gears, the power can be transmitted with less delay.

(3) Shifting can be carried out more smoothly without damaging the gears.

2. Key type synchromesh mechanism

(1) Construction

a. Each forward gear on the input shaft is engaged at all times with the corresponding gear on the output shaft. These gears rotate at all times even after the clutch is engaged because they are not fixed on the shaft and run idle.

b. The clutch hubs mesh with shafts by splines inside the clutch hub. Furthermore, the hub sleeve meshes with the outer circumference spline of the clutch hub and can move to the axial direction.

c. The clutch hub has three grooves in the axial direction, and the shifting keys enter the grooves. The shifting key is pushed against the hub sleeve at all times by the key spring.

d. When the gear shift lever is in the neutral position, the protrusion of each shifting key fits inside the slot in the hub sleeve.

e. A synchronizer ring is located between the clutch hub and the cone of the speed gears and is pushed against one of these cones. Small grooves are provided over the entire conical area inside of the synchronizer ring to improve friction. Furthermore, the ring also has three grooves for the shifting keys to fit into.

(2) Operation

a.  Neutral

Each speed gear is meshed with the corresponding driven gear and run idle on the shaft.

b. Start of synchronization

As the shift lever is moved, the shift fork, which is fitted in a groove in the hub sleeve, moves in the direction indicated by the arrow. Since the protrusion at the center of the shifting key is fitted to the hub sleeve groove, the shifting key also moves to the arrow direction at the same time, and pushes the synchronizer ring to the speed gear cone portion, resulting in the synchronization start.

c.  Midway through synchronization

When the shift lever is moved further, the force which is applied to the hub sleeve overcomes that of the shifting key spring and the hub sleeve rides up into the protrusion of the key.

d. End of synchronization

The force being applied to the synchronizer ring becomes even stronger and pushes the speed

gear cone portion. This causes the speed of the speed gear to be synchronized with that of the hub sleeve.

When the speeds of the hub sleeve and the speed gear become equal to each other, the synchronizer ring begins rotating slightly in the rotation direction. As a result, the hub sleeve splines mesh with the synchronizer ring splines.

e. End of shift change

After the hub sleeve spline meshes with synchronizer ring spline, the hub sleeve moves further and meshes with the speed gear spline. Then, the shift change  ends.

SERVICE HINT:

If the inner circumference of the synchronizer ring and the speed gear cone portion become worn, both speeds cannot be in sync. Abnormal noise occurs or it becomes difficult to shift gears.