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Lotus Service Notes Section FJ - Welcome | Service Notes Section FJ Page 2 FJ.1 - INTRODUCTION The Elise S 5-speed transmission, the 2ZZ powered Elise/Exige 6-speed transmission, and

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  • Page 1

    Lotus Service Notes Section FJ

    TRANSMISSION

    SECTION FJ

    Sub-Section Page

    Introduction FJ.1 2

    Gearchange Mechanism FJ.2 6

    Lubrication FJ.3 13

    Driveshafts FJ.4 14

    Transmission Replacement FJ.5 17

    Transmission Overhaul & Special Tools FJ.6 18

    See also Toyota transmission repair manual:

    1ZZ / 2ZZ Engine - C64/C56 repair manual E120T0327J 1ZR / 2ZR Engine - EC60 repair manual CD T000T1523F

    Updated 31st October 2013

  • Lotus Service Notes Section FJ

    Page 2

    FJ.1 - INTRODUCTION

    The Elise S 5-speed transmission, the 2ZZ powered Elise/Exige 6-speed transmission, and the 1ZR powered Elise 6-speed, are all of similar construction, being 'end on' type, mounted on the left hand end of the engine unit, and comprising the clutch housing, gearbox, final drive gears, and differential. All units are sup-plied by Toyota, and are designated correspondingly 'C56', 'C64' and EC60 (C = series; 5 or 6 = no. of gears; 6, 4 or 0 = ratio set). Publication E120T0327J covers the repair of the C56 and C60, with CD T000T1523F covering the EC60.

    Two control cables, running along the centre of the cabin and beneath the power unit, are used to transmit the movement of the gearchange lever to the transmission selector mechanism.

    C56 Five Speed(reverse idler omitted Clutch housing f138for clarity) Clutch splines 5 4 3 2 R 1

    End cover(casting on Lotus) Gearbox casing

    LH driveshaft inboard CV joint

    Final drive output gear Bevel gear differential

  • Page 3

    Lotus Service Notes Section FJ

    NEW FEATURES MANUAL TRANSAXLE

    04F6CH15C

    EC60 Manual TransaxleEC60A Multi-mode Manual Transaxle

    EC65 Manual TransaxleEC65A Multi-mode Manual Transaxle

    NF-150

    MANUAL TRANSAXLE

    JDESCRIPTION

    D The EC60 and EC65 manual transaxle is 6-speed manual transaxle.

    D TheEC60AandEC65AMulti-modeManual Transaxles (M-MT) are 6-speedmanual transaxles. Aclutchactuator, shift and select actuator and various sensors are added to the EC60/EC65 manual transaxle,producing the EC60A/EC65AM-MT. These actuators and sensors enable clutch operation and shift andselectoperationtobecontrolledbythesystem.Fordetails,seepageNF-159.

    D The following items areused to improve torque transmission efficiency andachieve anexcellent shift feel:

    Improved Torque D Low friction bearings are used.Improved TorqueTransmission Efficiency

    Low friction bearings are used.D Oil separators are used.

    Excellent Shift Feel

    D The shift mechanism is optimized.D A pre-synchronizing system is used for reverse gear.D A 2-step sleeve chamfer structure is used for transmission hub sleeve No. 2

    (synchromesh mechanism for 3rd and 4th gear).D A triple-cone type synchromesh mechanism is used for 1st and 2nd gears.

    C64 Six Speed(reverse idler omittedfor clarity) 6 5 4 3 2 R 1

    Input shaft

    Output shaft

    Clutch/Diff housing End cover

    Gearbox Centre support casing bearing

    f145

    EC60 Six Speed Reverse idler

    6 5 4 3 2 R 1

    Input shaft

    Output shaft

    Clutch/Diff housing

    Gearbox casing

    f146

  • Page 4

    Lotus Service Notes Section FJ

    The two shaft, all indirect gearbox, is housed within a two or three part cast alloy casing, including the dry chamber clutch housing, and secured by threaded fasteners to the back of the engine block. The clutch friction plate is splined to the gearbox input shaft from which the power flows to the output shaft mounted below it, and thence to the final drive and differential into which are fitted the driveshafts.

    In the C56 5-speed gearbox, ratios 1 to 4 including reverse, are contained within the main case, with the 5th gearset overhung at the rear within an end cover. The input shaft uses a front roller bearing and a rear ball bearing, as does the output shaft, albeit with a much larger front roller to accommodate the final drive gear forces. Needle roller bearings are used for each of the free spinning gears, and a pair of taper roller bearings support the differential assembly. Sychroniser assemblies for 3rd/4th and 5th speeds are mounted on the in-put shaft, and that for 1st/2nd on the output shaft, with the latter also providing the reverse gear driven pinion incorporated on its periphery. A reverse gear idler pinion is mounted on its own stub shaft, and may be slid into engagement with both a gear integral with the input shaft, and the ring gear on the 1st/2nd synchroniser. The housing for the final drive and differential is shared between the clutch housing and gearbox case, with taper roller bearings supporting the differential.

    The C64 six-speed transmission is a development of the C56, with both shafts extended at the rear to accommodate the additional ratio. Extra ball bearings are included in the end case to support the tails of each shaft.

    The EC60 6-speed transmission is a further evolution of the C64, but dispenses with the separate end casing and shaft centre support bearings, using instead, front and rear ball bearings for the input shaft, and a pair of opposed taper roller bearings for the output shaft. A reverse gear engagement aid is provided by a mechanism which applies a loading to the 6th gear synchroniser cone, to help stop input shaft rotation, before the reverse idler gear teeth are slid into engagement.

  • Page 5

    Lotus Service Notes Section FJ

    C64 Gear Clusters (other variants similar)

    The input shaft includes integral drive pinions for 1st, 2nd and reverse gears, and carries the clutch driven plate, the 3rd/4th synchroniser and the 5th/6th synchroniser. The output shaft features an integral final drive gear, spline fixed 3rd/4th/5th/6th driven pinions, and carries the 1st/2nd gear synchroniser. All forward gears are constant mesh with inertia lock type synchromesh, with reverse gear attained by sliding a spur idler pinion into engagement with both a gear on the periphery of the 1st/2nd synchroniser and a drive gear integral with the input shaft. All gears, with the exception of reverse, use a helical tooth form for quiet running.

    Sychromesh: For each gear ratio, one of the shafts has a fixed gear, and meshes with a freely revolving pinion on the other shaft. To engage a particular gear, the freely revolving pinion must be connected to its shaft via the sychroniser hub. This connection is made by sliding a sleeve splined to the outside of the synchroniser hub, to engage the sleeve's internal teeth with a ring of external teeth integral with the adjacent drive pinion.

    As an example, third gear selection operates as follows: Under normal road driving, when the clutch is depressed as a precurser to a gear change, the input shaft with the third gear synchroniser are de-coupled from the engine, but will continue to turn under decaying inertia, clutch windage, and oil drag from the drive pinions (which are being driven from the roadwheels via the output shaft). Before the outer sleeve of the synchroniser may be slid on its axial splines to engage with the spline ring integral with 3rd drive gear, the speeds of the two parts must be commonised. For this purpose, a baulk (or synchroniser) ring is fitted between the two parts, being rotationally driven by the synchroniser hub, and equipped with a female conical surface to mate with a male cone integral with the gear. Teeth on the outside of the baulk ring, over which the synchro sleeve must slide before engaging the third gear splines, perform a baulking function described below:

    When the gear lever is operated, the outer sleeve of the synchroniser is moved towards third gear, and pushes three spring detent plates which press the baulk ring onto the gear cone. As the input shaft train is turning faster than third gear, the baulk ring is dragged to one end of its rotational constraint slots in the syn-chroniser hub, in which position the internal spline teeth of the synchroniser sleeve are mis-aligned with the teeth on the baulk ring. When further pressure is applied via the gearlever, the detent plates are overidden, and the synchroniser sleeve splines are pressed against the ends of the baulk ring teeth, increasing the pressure on the conical surfaces. The bevelled ends of the sleeve splines and baulk ring teeth tend to turn the ring into alignment, but whilst a speed differential between the ring and the gear remains, the cone drag force (caused

    6th gear 5th gear 4th gear 3rd gear 2nd gear 1st gear

    Reverse Input shaft

    f130

    Output shaft Double cone 2nd Final drive gear gear synchromesh

  • Lotus Service Notes Section FJ

    Page 6

    by gear inertia) is dominant and maintains spline mis-alignment. This is the 'baulk' function. When the speed of the input train becomes synchronised to that of third gear, there ceases to be a force

    dragging the baulk ring to the end of its slots, so that the force at the bevelled ends of the splines is now domi-nant, allowing the baulk ring to

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