Manual transmission (MT), function

N26.10-2070-79

Shown on transmission NSG 400

1 Drive shaft

2 Main shaft

3 Countershaft

4 Front transmission housing

5 Rear transmission housing

6 Hydraulic clutch-release mechanism

7 1st/2nd gear multiple-cone synchronizer

15 Reverse gear idler gear

16 Main shifter shaft

17 Integrated module with internal gearshift system

18 Intermediate gear reverse gear

19 5th/6th gear single-cone synchronizer

20 Reverse gear single-cone synchronizer

8 3rd/4th gear multiple-cone synchronizer

9 1st gear idler gear

10 2nd gear idler gear

11 3rd gear idler gear

12 4th gear idler gear

13 Constant-mesh gear on drive shaft

14 6th gear idler gear

N26.10-2087-79

Shown on transmission TSG 360

1 Drive shaft

2 Main shaft

3 Countershaft

4 Front transmission housing

5 Rear transmission housing

6 Hydraulic clutch-release mechanism

7 1st/2nd gear multiple-cone synchronizer

18 Intermediate gear reverse gear

19 5th/6th gear single-cone synchronizer

20 Reverse gear single-cone synchronizer

21 5th gear idler gear

22 Transverse shift rod

23 Countershaft constant-mesh gear

8 3rd/4th gear multiple-cone synchronizer

9 1st gear idler gear

10 2nd gear idler gear

11 3rd gear idler gear

13 Constant-mesh gear on drive shaft

14 6th gear idler gear

15 Reverse gear idler gear

The transmission 711.6, in the versions NSG 370, NSG 400 and TSG 360 , is a fully synchronized 2-shaft transmission with 6 forward gears and one reverse gear. 6th gear (in transmissions NSG 370 and NSG 400) and 5th and 6th gear (in transmission TSG 360) are designed as rpm-lowering, fuel-saving economy gears.

The transmission 711.6 is equipped with a torsionally damped single dry disk clutch with automatic wear adjustment.

The frictional connection between the engine and the transmission 711.6 is interrupted when shifting by actuating the clutch pedal and via the hydraulic central clutch release bearing. The transmission 711.6 is maintenance free and has a permanent oil fill. It is comprised of the aluminum pressure diecast housing with integral bell housing, the inner transmission components and the so-called integral module with inner shift. The bell housing and front transmission housing form a formal unit, in which the front transmission housing projects into the bell housing.

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The input shaft and countershaft are supported in grooved ball bearings. Both grooved ball bearings are located in the transmission housing cover on the end face.

The following components are located in the front transmission housing:

 The gear sets for 3rd gear

 The gear sets for 4th gear

 The gear sets for 5th gear

 The gear sets for 6th gear

 The 3rd/4th gear multiple-cone synchronizer

 The 5th/6th gear single-cone synchronizer

The following components are located in the rear transmission housing which is likewise produced from an aluminum pressure diecasting:

 The gear sets for 1st gear

 The gear sets for 2nd gear

 The gear sets for reverse gear

 The 1st/2nd gear multiple-cone synchronizer

 Reverse gear single-cone synchronizer

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The rear transmission housing takes up the main shaft in a grooved ball bearing and the countershaft in a roller sleeve. A fluid sealant is used to seal the front transmission housing and rear transmission housing.

Low shift forces and high loadability are achieved through scatter interlinings which are friction value-stable as well as through multiple-cone synchronization and single-cone synchronization. In addition, plate-type synchromesh rings are used. Placing the double-cone synchronizer of the 3rd gear idler gear and 4th gear idler gear on the countershaft (in the NSG 370 and NSG 400) or on the main shaft (in the TSG 360) serves to reduce the shifting forces that need to be applied in this gear group as well.

The integral module with inner shift is mounted on the gear sets and takes over the implementation of the shift operations. It consists of the following components:

 The precentered main shifter shaft

 The shift forks

 The gearshift arms

 Gear locking

 The associated bearings and latching devices

Advantages of the integral module with inner shift:

 Implementation of shift movements and shift lever movements

 Shift force in the transmission which is even and independent of tolerances