The box type is traditional and has two shafts that are in constant engagement. Leading (primary) The shaft consists of two halves connected by a coupling. There are 4 pairs of gears: one pair for each translational gear. The gears on the input shaft have a fixed fit, while the gears on the output shaft that are engaged with them are floating and only lock onto the shaft when they are locked by their synchronizers. The reverse intermediate gear is on a separate axle.
When the gear is engaged, the fork fits into the groove on the corresponding synchronizer. Synchronizers can slide along the output shaft, blocking the desired gears. The forks are pinned to rods, which are driven by levers from a manual gearshift mechanism.
Made as one piece with the secondary shaft, the gear is in constant engagement with the driven gear of the final drive, located on the differential box, which is in front of the gearbox. The differential includes a main gear, and the entire assembly rotates in tapered roller bearings. Keep in mind that with a lot of wear on the gearbox, the cost of new parts may exceed the cost of a remanufactured gearbox supplied for exchange.
When carrying out work on the gearbox, make sure not to load or deform its crankcase in any way. When assembling the box, tighten all nuts and bolts to the required torque and in no case overtighten them, because. this can lead to deformation of the crankcase and oil leakage.