GF26.10-P-0002A Manual Transmission (MG), Function
GF26.10-P-0002A Manual Transmission (MG), Function
- TRANSMISSION 716.6 in MODEL 170, 171, 203, 208, 209, 210, 211
Transmission designation:
SG - Manual transmission
S - Standard drive
250 - Torque transfer in Nm
6.1 - Gear ratio spread (ratio of lowest to highest gear)
The new manual transmission 716.6 is a fully synchronized twin- shaft transmission with six forward gears and one reverse gear, and is available for use for all passenger car model series with conventional rear wheel drive and gasoline and diesel engines
The 6-speed manual transmission exists in four versions, with torque transmission ranging from 250 to 400 Nm.
The 6th gear is designed as a fuel consumption and speed reducing overdrive.
Due to the additional 6th gear, the greater gear ratio spread and the higher torque transmission, the new 6-speed manual transmission is heavier than the 5-speed manual transmission.
The manual transmission is equipped with a conventional dry clutch with automatic wear adjustment, actuated by the hydraulic central clutch release bearing familiar from model series 168.
The transmission is maintenance free and has a permanent oil charge.
Precise and smooth shifting with short shift travels are achieved by the following measures:
^ Transfer of gearshift lever movement to the transmission through shift rod and cable
^ Needle-bearing-supported main shifter shaft
^ Multiple cone synchronization in 1st, 2nd, 3rd and 4th gear
^ Fully synchronized reverse gear
1 Drive shaft
2 Main shaft
3 Countershaft
4 Front transmission housing
5 Rear transmission housing
6 Central clutch release bearing
7 1st/2nd gear multiple cone synchronization
8 3rd/4th gear multiple cone synchronization
9 1st gear
10 2nd gear
11 3rd gear
12 4th gear
13 5th gear
14 6th gear
15 Reverse gear
16 Main shifter shaft
17 Inner shift module
18 Intermediate gear reverse gear
The gear sets and shafts are located between two bearing planes; the third bearing plane of the previous 5-speed manual transmission is no longer present.
The split transmission housing consists of a light alloy, the housing parts of which are sealed with liquid sealant.
The input shaft (1) is mounted in the flywheel by a pilot bearing and in the transmission housing by means of a grooved ball bearing.
The main shaft (2) and drive shaft are plugged into each other in the transmission housing on a common shaft plane and are mounted on grooved ball bearings.
The countershaft (3) is of a hollow-shaft design to reduce weight, and it is mounted on a grooved ball bearing and roller sleeve.
The tightened production tolerances of the gear wheels and housing halves, coupled with the use of roller sleeves, mean that the shafts do not require any clearance adjustment.
