System Description

DESCRIPTION





The Getrag 288 5-speed transaxle (Fig. 2) is a constant-mesh transaxle that is synchronized in all gear ranges.

The transaxle consists of four major sub-assemblies: the input shaft, output shaft, reverse shaft, and integral differential assembly. The transaxle is of a split-case design, utilizing a transaxle housing and clutch housing to contain as well as support the geartrain via a combination of roller and needle bearings.





The transaxle shift system consists of a mechanical shift mechanism, shift rails and forks, and gear shift cables. The unique design of this shift system provides a higher mechanical advantage, resulting in less friction and lower shift cable loads for smoother, more positive operation. The shift pattern is shown in (Fig. 1).





The Getrag 288 transaxle is available with the 2.2L Turbo Diesel and 2.4L Turbo Engine options. Its gear ratios are as shown.

TRANSAXLE IDENTIFICATION








The transaxle identification label is found on clutch housing, near the differential cavity (Fig. 3). The label consists of the transaxle part number, as well a 12-digit engine identifier/build date code (Fig. 4). Digits 1-3 are the identifier (TCG = 2.2L Turbo Diesel - TBU = 2.4L Turbo). Digits 4-6 represent the day of year built. The 7th digit represents the calendar year of build, and the remaining 5 digits are the build sequence number. For example, a transaxle with the identifier "TCG114100003" is considered to be the 3rd transaxle built on the 114th day of the year 2001, and goes behind the 2.2L Turbo Diesel.

OPERATION

NEUTRAL





Engine power is transmitted to the input shaft via the clutch assembly and the input shaft turns. Since no synchronizers are engaged on either the input or output shafts, power is not transmitted to the output shaft and the differential does not turn (Fig. 5).

FIRST GEAR





Engine power is transmitted to the input shaft via the clutch assembly and the input shaft turns. The input shaft first gear is integral to the input shaft, and is in constant mesh with the output shaft first speed gear. Because of this constant mesh, the output shaft first speed gear freewheels until first gear is selected. As the gearshift lever is moved into the first gear position, the 1-2 fork moves the 1-2 synchronizer sleeve towards the output shaft first gear. The synchronizer sleeve engages the first gear clutch teeth, fixing the gear to the output shaft, and allowing power to transmit through the output shaft to the differential (Fig. 6).

SECOND GEAR





Engine power is transmitted to the input shaft via the clutch assembly and the input shaft turns. The input shaft second gear is integral to the input shaft, and is in constant mesh with the output shaft second speed gear. Because of this constant mesh, the output shaft second speed gear freewheels until second gear is selected. As the gearshift lever is moved to the second gear position, the 1-2 fork moves the 1-2 synchronizer sleeve towards second gear on the output shaft. The synchronizer sleeve engages the second gear clutch teeth, fixing the gear to the output shaft, and allowing power to transmit through the output shaft to the differential (Fig. 7).

THIRD GEAR





Engine power is transmitted to the input shaft via the clutch assembly and the input shaft turns. The input shaft third speed gear is in constant mesh with the output shaft third gear, which is fixed to the output shaft. Because of this constant mesh, the input shaft third speed gear freewheels until third gear is selected. As the gearshift lever is moved to the third gear position, the 3-4 fork moves the 3-4 synchronizer sleeve towards third gear on the input shaft. The synchronizer sleeve engages the third gear clutch teeth, fixing the gear to the input shaft, and allowing power to transmit through the output shaft to the differential (Fig. 8).

FOURTH GEAR





Engine power is transmitted to the input shaft via the clutch assembly and the input shaft turns. The input shaft fourth speed gear is in constant mesh with the output shaft fourth gear, which is fixed to the output shaft. Because of this constant mesh, the input shaft fourth speed gear freewheels until fourth gear is selected. As the gearshift lever is moved to the fourth gear position, the 3-4 fork moves the 3-4 synchronizer sleeve towards fourth gear on the input shaft. The synchronizer sleeve engages the fourth gear clutch teeth, fixing the gear to the input shaft, and allowing power to transmit through the output shaft to the differential (Fig. 9).

FIFTH GEAR





Engine power is transmitted to the input shaft via the clutch assembly and the input shaft turns. The input shaft fifth speed gear is in constant mesh with the output shaft fifth gear, which is fixed to the output shaft. Because of this constant mesh, the input shaft fifth speed gear freewheels until fifth gear is selected. As the gearshift lever is moved to the fifth gear position, the fifth gear fork moves the fifth gear synchronizer sleeve towards the input shaft fifth speed gear. The synchronizer sleeve engages the fifth gear clutch teeth, fixing the gear to the input shaft, and allowing power to transmit through the output shaft to the differential (Fig. 10).

REVERSE GEAR





Engine power is transmitted to the input shaft via the clutch assembly and the input shaft turns. The input shaft fixed first gear is in constant mesh with the output shaft loose first gear, which is in constant mesh with the reverse shaft loose gear/synchro hub assembly. As reverse gear is selected, the reverse fork moves the reverse synchronizer towards the reverse shaft fixed gear. The synchronizer sleeve engages the reverse gear clutch teeth, locking the shaft into one rotating assembly. The reverse shaft fixed gear is in constant mesh with the input shaft third gear. The input shaft third gear, which is in constant mesh with the output shaft third gear, acts as an idler, which reverses output shaft direction, changing the output direction of the transaxle (Fig. 11).

SHIFT SYSTEM





The 288 shift system is detailed in (Fig. 12). This system is of a conventional design, utilizing a centrally-located shift shaft assembly, which interfaces with shift rod/fork assemblies. The fork/rod assemblies operate synchronizer sleeves, selecting the desired gear position.