{"id":299,"date":"2013-01-09T05:21:14","date_gmt":"2013-01-09T02:21:14","guid":{"rendered":"http:\/\/gaz24.com\/c117592\/?page_id=299"},"modified":"2023-04-02T06:43:58","modified_gmt":"2023-04-02T03:43:58","slug":"transmission","status":"publish","type":"page","link":"https:\/\/gaz24.com\/c117592\/?page_id=299","title":{"rendered":"Transmission"},"content":{"rendered":"\n<h6><figure><a href=\"http:\/\/gaz24.ru\/c117592\/wp-content\/uploads\/2012\/12\/autowp.ru_gaz_24__volga__171-e1356701487561.jpg\"><img loading=\"lazy\" class=\"aligncenter\" src=\"http:\/\/gaz24.ru\/c117592\/wp-content\/uploads\/2012\/12\/autowp.ru_gaz_24__volga__171-e1356701506651.jpg\" alt=\"chassis\" width=\"500\" height=\"278\"><\/a><\/figure><\/h6>\n\n\n\n<ul><li>Coil spring clutch assembly,  driven plate 225 mm \/ 8.8&#8243; in diameter<\/li><li>Hydraulic clutch linkage (self-adjusting since late 1974)<\/li><li>4-speed all-synchromesh manual transmission, floor shift<\/li><li>Open drive shaft with two universal joints at its ends<\/li><li>Hypoid rear end, 4.1 ratio&nbsp;(3.9 after 1985), with semi-floating axle shafts<\/li><\/ul>\n\n\n\n<hr class=\"wp-block-separator\"\/>\n\n\n\n<div class=\"wp-block-image\"><figure class=\"aligncenter is-resized\"><a href=\"http:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/07\/30941.gif\"><img loading=\"lazy\" src=\"http:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/07\/30941.gif\" alt=\"\" class=\"wp-image-870\" width=\"508\" height=\"496\"\/><\/a><\/figure><\/div>\n\n\n\n<p>The original clutch is of the older coil-spring type, its basic design probably dating back to before WWII. Depending on your luck, it can either be completely trouble-free for hundreds of thousands of kilometers, or produce all sorts of malfunctions. Proper adjustment of the pressure plate&#8217;s release levers is extremely important (it&#8217;s only done once, during the initial assembly, but must be done right).<\/p>\n\n\n\n<p>Hydraulic clutch linkage was used, and starting in October, 1974 the slave cylinder was of the self-adjusting type, eliminating any play in the linkage, as well as the need to manually adjust the length of its push rod to compensate for the wear. As a downside, with this self-adjusting linkage the thrust bearing was constantly in contact with the release levers of the clutch pressure plate and wore out somewhat faster, but overall it was a good trade-off. <\/p>\n\n\n\n<p>As the coil-spring clutch was rather stiff by itself, the mechanical advantage of the hydraulic linkage was necessary to make the pedal light enough.<\/p>\n\n\n\n<p>Today, a bolt-on modern, diaphragm-spring type replacement clutch with a stock-sized 225 mm driven plate is available for this car. A larger clutch with a 245 mm driven plate is also available, but in most cases it is required to re-drill the flywheel to install it.<\/p>\n\n\n\n<blockquote class=\"wp-block-quote\"><p>Two bolt patterns were used for this larger clutch assembly, one with 12 bolt holes that is compatible with the old engines (&#8220;universal&#8221; pressure plate), and the other only has 6 bolt holes and is not compatible (&#8220;new-only&#8221; pressure plate). The &#8220;old&#8221; original coil-spring pressure plate had 6 unevenly spaced bolt holes in three groups of two; if the pressure plate has 6 evenly spaced bolt holes &#8211; it is not compatible with the old pushrod type Volga engines (flywheel has to be re-drilled to install it).<\/p><\/blockquote>\n\n\n\n<hr class=\"wp-block-separator\"\/>\n\n\n\n<figure class=\"wp-block-image\"><a href=\"http:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_4-speed_gearbox.jpg\"><img loading=\"lazy\" width=\"1024\" height=\"597\" src=\"http:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_4-speed_gearbox-1024x597.jpg\" alt=\"\" class=\"wp-image-1183\" srcset=\"https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_4-speed_gearbox-1024x597.jpg 1024w, https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_4-speed_gearbox-300x175.jpg 300w, https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_4-speed_gearbox-768x448.jpg 768w, https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_4-speed_gearbox-500x292.jpg 500w, https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_4-speed_gearbox.jpg 1823w\" sizes=\"(max-width: 1024px) 100vw, 1024px\" \/><\/a><\/figure>\n\n\n\n<p>Four-speed, synchromesh on all forward gears. The access cover for the internal components is on top, which adds to the rigidity of the case &#8211; an important feature because it is made of aluminum. The shifter is mounted directly on the top cover and is connected with the shift forks by internal shift rails, which provides a very crisp, positive shift feel. A long tailshaft encased in the tail extension housing allowed the use of a one-piece driveshaft instead of a two-piece shaft used on the previous model, which was initially seen as an improvement because of simplicity and durability of the new design. <\/p>\n\n\n\n<p>This gearbox was designed with the 3.0 L V6 in mind, and can manage the torque of a small V8 engine. <\/p>\n\n\n\n<p>Gear ratios were optimized for leisurely driving along half-empty streets, with a very short first gear, which is normally only used for taking off, and a very flexible third gear with a usable range from 15 up to 80 km\/h. Fourth gear is direct drive and overdrive was not available. <\/p>\n\n\n\n<hr class=\"wp-block-separator\"\/>\n\n\n\n<p>The one-piece drive shaft taken by itself was a simple and reliable design (unlike the two-piece shaft used on the previous model, which often had problems with its rubber-mounted center support) and also could be removed &amp; installed much easier and faster. <\/p>\n\n\n\n<p>However, initially it became a source of some major problems for the plant, because it took some time to figure out hot to properly balance the driveshaft, and on some cars at a certain combination of wheel and engine speeds (120&#8230;130 km\/h, 3,800&#8230;4,200 RPM) torsional resonances in the driveline were bad enough to make the gearbox tail shaft housing develop some cracks &#8211; not to mention annoying the driver. <\/p>\n\n\n\n<div class=\"wp-block-image\"><figure class=\"aligncenter is-resized\"><a href=\"http:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_late_tailshaft_extension_housing.png\"><img loading=\"lazy\" src=\"http:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_late_tailshaft_extension_housing.png\" alt=\"\" class=\"wp-image-1213\" width=\"417\" height=\"298\" srcset=\"https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_late_tailshaft_extension_housing.png 556w, https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_late_tailshaft_extension_housing-300x214.png 300w, https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_late_tailshaft_extension_housing-420x300.png 420w\" sizes=\"(max-width: 417px) 100vw, 417px\" \/><\/a><\/figure><\/div>\n\n\n\n<p>As a temporary solution, the engineers designed a new tailshaft housing that was split in two pieces, with a thick rubber ring sandwiched between the halves. It served as a damper that suppressed the vibration and changed the resonance characteristics of the driveline, which mostly solved the problem (resonance was now at 80 km\/h &amp; 2,600&#8230;2,800 RPM, and vibration was much more mild, not causing catastrophic failures). Later on, the balancing of drive shafts improved enough to get rid of it completely and a one-piece tail shaft housing was re-introduced. <\/p>\n\n\n\n<p>The following Volga models eventually received a two-piece driveshaft, not dissimilar to the one used in GAZ-21, but with the center support of an improved design (derived from the GAZelle light truck).<\/p>\n\n\n\n<hr class=\"wp-block-separator\"\/>\n\n\n\n<figure class=\"wp-block-image\"><a href=\"http:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_drive_shaft_and_axle.jpg\"><img loading=\"lazy\" width=\"1024\" height=\"633\" src=\"http:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_drive_shaft_and_axle-1024x633.jpg\" alt=\"\" class=\"wp-image-1186\" srcset=\"https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_drive_shaft_and_axle-1024x633.jpg 1024w, https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_drive_shaft_and_axle-300x185.jpg 300w, https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_drive_shaft_and_axle-768x474.jpg 768w, https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_drive_shaft_and_axle-486x300.jpg 486w, https:\/\/gaz24.com\/c117592\/wp-content\/uploads\/2019\/08\/GAZ-24_drive_shaft_and_axle.jpg 1920w\" sizes=\"(max-width: 1024px) 100vw, 1024px\" \/><\/a><\/figure>\n\n\n\n<p>The rear axle is of a rarely used split-case type, which is sometimes called the &#8220;Timken axle&#8221;. This design, more often found in trucks than in cars, was used because at some point in mid-1950s the GAZ was having troubles with casting one-piece axle housings for GAZ-21 &#8211; too many castings had to be scrapped because of casting defects, which was kind of okay for the low-volume ZIM GAZ-12 which also used the design, but was deemed unacceptable for the mass-produced Volga. The split case was seen as a &#8220;temporary&#8221; solution initially, but, for some reason, the plant decided to stick to this design for quite some time. <\/p>\n\n\n\n<p>Overall, the axle is durable &amp; rarely gives any trouble other than a barely noticeable howling noise at high speed caused by the meshing of the gear set in the differential, which is characteristic of the design and usually not a symptom of any problem.<\/p>\n\n\n\n<p>Gearing was 4.1:1 for GAZ-24 and 3.9:1 for subsequent models. V8 powered cars used the same rear axle, but with taller gearing (3.38:1).<\/p>\n\n\n\n<hr class=\"wp-block-separator\"\/>\n","protected":false},"excerpt":{"rendered":"<p>Coil spring clutch assembly, driven plate 225 mm \/ 8.8&#8243; in diameter Hydraulic clutch linkage (self-adjusting since late 1974) 4-speed all-synchromesh manual transmission, floor shift Open drive shaft with two universal joints at its ends Hypoid rear end, 4.1 ratio&nbsp;(3.9 &hellip; <a href=\"https:\/\/gaz24.com\/c117592\/?page_id=299\">Continue reading <span class=\"meta-nav\">&rarr;<\/span><\/a><\/p>\n","protected":false},"author":1,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"open","ping_status":"open","template":"","meta":[],"_links":{"self":[{"href":"https:\/\/gaz24.com\/c117592\/index.php?rest_route=\/wp\/v2\/pages\/299"}],"collection":[{"href":"https:\/\/gaz24.com\/c117592\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/gaz24.com\/c117592\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/gaz24.com\/c117592\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/gaz24.com\/c117592\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=299"}],"version-history":[{"count":84,"href":"https:\/\/gaz24.com\/c117592\/index.php?rest_route=\/wp\/v2\/pages\/299\/revisions"}],"predecessor-version":[{"id":2859,"href":"https:\/\/gaz24.com\/c117592\/index.php?rest_route=\/wp\/v2\/pages\/299\/revisions\/2859"}],"wp:attachment":[{"href":"https:\/\/gaz24.com\/c117592\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=299"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}