Ok, so i have called everyone that I could think of, even emailed people in Sweden and it seems that there really is no way to get parts for the M56H. I am going to do a manual swap into my 1995 855T and want to ensure that the trans is good first. Does anyone have any idea where I could get bearings and synchros?
Or, alternatively, I work in a machine shop. Does anyone know the sizes of the synchros? Seems to me I could make some.
Finally, an exploded diagram?
Thanks for the help!
m56h rebuilding
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White850Turbo
- Posts: 923
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This is the way I've always understood it to be (i.e. no rebuild kits available). I have a bunch of M56 diagrams I can post up in the morning though. You could probably make a bit of business for yourself if you made a rebuild kit or even just new synchros available for individual purchase.
EDIT: Err, make that this afternoon. I promise.
EDIT: Err, make that this afternoon. I promise.
Last edited by White850Turbo on 07 Sep 2006, 06:32, edited 1 time in total.
-Sean
1995 850 Turbo (Extensively Modded)
1998 S70 T5 (Almost Stock)
1995 850 Turbo (Extensively Modded)
1998 S70 T5 (Almost Stock)
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pfeener
- Posts: 634
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You should be able to get the numbers off the bearings and buy them from any good bearing shop or over the internet.
Something like these guys, but there's plenty of dealers on the net.
http://www.kml-bearing.com/public/publi ... ?cat_id=14
Something like these guys, but there's plenty of dealers on the net.
http://www.kml-bearing.com/public/publi ... ?cat_id=14
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White850Turbo
- Posts: 923
- Joined: 11 April 2004
- Year and Model:
- Location: Plano, TX
I also have diagrams of each individual gear and a few others as well if you want them.
The selector forks (26) ( 27 ) ( 28 ) are permanently mounted on the selector shafts (29) (30) (31), which are free to move axially within the transmission casing. A selector arm (32) on the tubular actuator (33), which is turned by an actuator disc (not shown in picture), transmits the movements, either directly to the 5th/reverse selector fork (26), or indirectly via the 3rd/4th selector fork (2 7) via carrier (34) and shift shaft (30) or to the 1st/2nd selector fork ( 28 ) via the lever arm (35) and shift shaft (31).
The synchromesh units are located on the transmission shafts in the gearbox as follows: 1st/2nd synchromesh unit (15) on lower layshaft, 3rd/4th unit (12) on the primary shaft and 5th/reverse unit (20) on the upper layshaft. Each unit consists of a synchromesh hub (22), synchromesh rings (not shown in picture) with spring-loaded interlock bearings (24) holding the sleeves (23) locked on the hub. There are also blocker bars (47) which transmit power from the synchomesh sleeve to the bulk rings.
Each hub is splined onto its respective shaft and rotates with it. Both sides of each hub have freely rotating gearwheels. Each gearwheel is in constant mesh with its respective train.
When a gear is engaged, the appropriate selector fork moves the synchromesh sleeve along the hub. The bulk ring slows down the freely rotating gearwheel, enabling the sleeve to mesh smoothly and quietly and lock the dog to the hub and shaft. Power is transmitted via the gearbox in the respective gears by the synchromesh units locking the appropriate gearwheels onto the shafts.
Smooth, positive gearchanging was one of our major aims in developing this gearbox. We have made light work of gearchanging by using an efficient synchromesh system with large diameters and 6.5 degree cone angles.
The gearwheels are mounted on three short parallel shafts: the primary shaft (A) and two layshafts (B and C) both in constant mesh with the final drive crownwheel (5). Thus only two meshing gears provide power for each forward gear. Even with the three shafts, this gives the same high efficiency as with conventional transverse transmissions.
From the clutch, power from the engine passes to the transmission input shaft (2) and from there via different combinations of gears (depending on the gear in use) to the final drive (differential), driveshafts and front wheels.
In 1st, 2nd, 3rd and 4th gears, power is transmitted via the primary shaft (A), lower layshaft (B) and final drive, while the upper layshaft (C) transmits power to the final drive in 5th and reverse only. The final drive pinions (6 & 7) on each layshaft are in constant mesh with the final drive crownwheel (5).
This design, with its three short shafts, gives the shafts a torsional rigidity which minimises the risk of deflection at high loads and resulting poor meshing of gears.
All gears are synchromesh, including reverse. This means even reverse can be engaged without crashing the gears, even if the transmission gears are not completely stationary at the time.
The configuration of the gear trains and synchromesh units on the shafts is as follows:
Primary shaft (A): consists of the input shaft (2) with 1st ( 8 ), and 2nd (9) gear and 5th (10) gears, 4th gearwheel (11), 3rd/4th synchromesh unit (12) and 3rd gearwheel (13).
Lower layshaft (B): final drive pinion (7), combination 1st gearwheel and intermediate reverse gearwheel (14), 1st/2nd synchromesh unit (15), 2nd gearwheel (16), 4th gear (17) and 3rd gear ( 18 ).
Upper layshaft (C): final drive pinion (6), reverse idler gear (19), reverse/5th synchromesh unit (20) and 5th gear (21).
Each synchromesh unit consists of a hub (22), the synchromesh sleeve (23), two baulk rings (24) and a sleeve dog clutch (25).
The final-drive crownwheel (5) sits on the differential casing, which contains the differential and driveshaft drives.
The teeth on most of the gearwheels are machined after hardening to make them as silent running as possible. They mesh well, thanks to tall, thin teeth and optimum helix and pressure angles. Even reverse has helical gears, making it as quiet as the other gears.
Locating the 3rd and 4th synchromesh units on the input shaft helps keep the gearshift forces low.The gearwheels are mounted on three short parallel shafts: the primary shaft (A) and two layshafts (B and C) both in constant mesh with the final drive crownwheel (5). Thus only two meshing gears provide power for each forward gear. Even with the three shafts, this gives the same high efficiency as with conventional transverse transmissions.
From the clutch, power from the engine passes to the transmission input shaft (2) and from there via different combinations of gears (depending on the gear in use) to the final drive (differential), driveshafts and front wheels.
In 1st, 2nd, 3rd and 4th gears, power is transmitted via the primary shaft (A), lower layshaft (B) and final drive, while the upper layshaft (C) transmits power to the final drive in 5th and reverse only. The final drive pinions (6 & 7) on each layshaft are in constant mesh with the final drive crownwheel (5).
This design, with its three short shafts, gives the shafts a torsional rigidity which minimises the risk of deflection at high loads and resulting poor meshing of gears.
All gears are synchromesh, including reverse. This means even reverse can be engaged without crashing the gears, even if the transmission gears are not completely stationary at the time.
The configuration of the gear trains and synchromesh units on the shafts is as follows:
Primary shaft (A): consists of the input shaft (2) with 1st ( 8 ), and 2nd (9) gear and 5th (10) gears, 4th gearwheel (11), 3rd/4th synchromesh unit (12) and 3rd gearwheel (13).
Lower layshaft (B): final drive pinion (7), combination 1st gearwheel and intermediate reverse gearwheel (14), 1st/2nd synchromesh unit (15), 2nd gearwheel (16), 4th gear (17) and 3rd gear ( 18 ).
Upper layshaft (C): final drive pinion (6), reverse idler gear (19), reverse/5th synchromesh unit (20) and 5th gear (21).
Each synchromesh unit consists of a hub (22), the synchromesh sleeve (23), two baulk rings (24) and a sleeve dog clutch (25).
The final-drive crownwheel (5) sits on the differential casing, which contains the differential and driveshaft drives.
The teeth on most of the gearwheels are machined after hardening to make them as silent running as possible. They mesh well, thanks to tall, thin teeth and optimum helix and pressure angles. Even reverse has helical gears, making it as quiet as the other gears.
Locating the 3rd and 4th synchromesh units on the input shaft helps keep the gearshift forces low.
The selector forks (26) ( 27 ) ( 28 ) are permanently mounted on the selector shafts (29) (30) (31), which are free to move axially within the transmission casing. A selector arm (32) on the tubular actuator (33), which is turned by an actuator disc (not shown in picture), transmits the movements, either directly to the 5th/reverse selector fork (26), or indirectly via the 3rd/4th selector fork (2 7) via carrier (34) and shift shaft (30) or to the 1st/2nd selector fork ( 28 ) via the lever arm (35) and shift shaft (31).
The synchromesh units are located on the transmission shafts in the gearbox as follows: 1st/2nd synchromesh unit (15) on lower layshaft, 3rd/4th unit (12) on the primary shaft and 5th/reverse unit (20) on the upper layshaft. Each unit consists of a synchromesh hub (22), synchromesh rings (not shown in picture) with spring-loaded interlock bearings (24) holding the sleeves (23) locked on the hub. There are also blocker bars (47) which transmit power from the synchomesh sleeve to the bulk rings.
Each hub is splined onto its respective shaft and rotates with it. Both sides of each hub have freely rotating gearwheels. Each gearwheel is in constant mesh with its respective train.
When a gear is engaged, the appropriate selector fork moves the synchromesh sleeve along the hub. The bulk ring slows down the freely rotating gearwheel, enabling the sleeve to mesh smoothly and quietly and lock the dog to the hub and shaft. Power is transmitted via the gearbox in the respective gears by the synchromesh units locking the appropriate gearwheels onto the shafts.
Smooth, positive gearchanging was one of our major aims in developing this gearbox. We have made light work of gearchanging by using an efficient synchromesh system with large diameters and 6.5 degree cone angles.
The gearwheels are mounted on three short parallel shafts: the primary shaft (A) and two layshafts (B and C) both in constant mesh with the final drive crownwheel (5). Thus only two meshing gears provide power for each forward gear. Even with the three shafts, this gives the same high efficiency as with conventional transverse transmissions.
From the clutch, power from the engine passes to the transmission input shaft (2) and from there via different combinations of gears (depending on the gear in use) to the final drive (differential), driveshafts and front wheels.
In 1st, 2nd, 3rd and 4th gears, power is transmitted via the primary shaft (A), lower layshaft (B) and final drive, while the upper layshaft (C) transmits power to the final drive in 5th and reverse only. The final drive pinions (6 & 7) on each layshaft are in constant mesh with the final drive crownwheel (5).
This design, with its three short shafts, gives the shafts a torsional rigidity which minimises the risk of deflection at high loads and resulting poor meshing of gears.
All gears are synchromesh, including reverse. This means even reverse can be engaged without crashing the gears, even if the transmission gears are not completely stationary at the time.
The configuration of the gear trains and synchromesh units on the shafts is as follows:
Primary shaft (A): consists of the input shaft (2) with 1st ( 8 ), and 2nd (9) gear and 5th (10) gears, 4th gearwheel (11), 3rd/4th synchromesh unit (12) and 3rd gearwheel (13).
Lower layshaft (B): final drive pinion (7), combination 1st gearwheel and intermediate reverse gearwheel (14), 1st/2nd synchromesh unit (15), 2nd gearwheel (16), 4th gear (17) and 3rd gear ( 18 ).
Upper layshaft (C): final drive pinion (6), reverse idler gear (19), reverse/5th synchromesh unit (20) and 5th gear (21).
Each synchromesh unit consists of a hub (22), the synchromesh sleeve (23), two baulk rings (24) and a sleeve dog clutch (25).
The final-drive crownwheel (5) sits on the differential casing, which contains the differential and driveshaft drives.
The teeth on most of the gearwheels are machined after hardening to make them as silent running as possible. They mesh well, thanks to tall, thin teeth and optimum helix and pressure angles. Even reverse has helical gears, making it as quiet as the other gears.
Locating the 3rd and 4th synchromesh units on the input shaft helps keep the gearshift forces low.The gearwheels are mounted on three short parallel shafts: the primary shaft (A) and two layshafts (B and C) both in constant mesh with the final drive crownwheel (5). Thus only two meshing gears provide power for each forward gear. Even with the three shafts, this gives the same high efficiency as with conventional transverse transmissions.
From the clutch, power from the engine passes to the transmission input shaft (2) and from there via different combinations of gears (depending on the gear in use) to the final drive (differential), driveshafts and front wheels.
In 1st, 2nd, 3rd and 4th gears, power is transmitted via the primary shaft (A), lower layshaft (B) and final drive, while the upper layshaft (C) transmits power to the final drive in 5th and reverse only. The final drive pinions (6 & 7) on each layshaft are in constant mesh with the final drive crownwheel (5).
This design, with its three short shafts, gives the shafts a torsional rigidity which minimises the risk of deflection at high loads and resulting poor meshing of gears.
All gears are synchromesh, including reverse. This means even reverse can be engaged without crashing the gears, even if the transmission gears are not completely stationary at the time.
The configuration of the gear trains and synchromesh units on the shafts is as follows:
Primary shaft (A): consists of the input shaft (2) with 1st ( 8 ), and 2nd (9) gear and 5th (10) gears, 4th gearwheel (11), 3rd/4th synchromesh unit (12) and 3rd gearwheel (13).
Lower layshaft (B): final drive pinion (7), combination 1st gearwheel and intermediate reverse gearwheel (14), 1st/2nd synchromesh unit (15), 2nd gearwheel (16), 4th gear (17) and 3rd gear ( 18 ).
Upper layshaft (C): final drive pinion (6), reverse idler gear (19), reverse/5th synchromesh unit (20) and 5th gear (21).
Each synchromesh unit consists of a hub (22), the synchromesh sleeve (23), two baulk rings (24) and a sleeve dog clutch (25).
The final-drive crownwheel (5) sits on the differential casing, which contains the differential and driveshaft drives.
The teeth on most of the gearwheels are machined after hardening to make them as silent running as possible. They mesh well, thanks to tall, thin teeth and optimum helix and pressure angles. Even reverse has helical gears, making it as quiet as the other gears.
Locating the 3rd and 4th synchromesh units on the input shaft helps keep the gearshift forces low.
-Sean
1995 850 Turbo (Extensively Modded)
1998 S70 T5 (Almost Stock)
1995 850 Turbo (Extensively Modded)
1998 S70 T5 (Almost Stock)
would it be possible for you to send me the m56 repair manual?! pretty please? my email is [email protected]
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abscate
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I think this has been rehashed many times, no M56 rebuild kit. Last kit seen was a Borg Warner kit from the UK, but that is a decade ago.
Empty Nester
A Captain in a Sea of Estrogen
1999-V70-T5M56 2005-V70-M56 1999-S70 VW T4 XC90-in-Red
Link to Maintenance record thread
A Captain in a Sea of Estrogen
1999-V70-T5M56 2005-V70-M56 1999-S70 VW T4 XC90-in-Red
Link to Maintenance record thread
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