Manual Transmission Operation


this is a demonstration and discussion
of the operation a rear-wheel-drive manual transmission. The information in
this video is applicable to just about any rear-wheel drive manual transmission, although this particular one is a 1992 Toyota Truck five-speed manual transmission,
the the R-150E, it really doesn’t matter
because we could be looking at a brand new rear-wheel drive transmission, from just about any manufacturer, and
they will have the same basic components in them. So this video is
intended to give you the theory of operation, not so much what’s unique to each manufacture, so to begin with, over here we have the input shaft that your clutch disk is going to connect to, and that’s going to give us power from the
engine. Underneath here we have the countershaft, and since it is geared directly to the input shaft,
it’s going to turn anytime the input shaft turns. But notice the output shaft back here that goes
to the rear wheels, isn’t turning it all the when I turn the
input shaft, and that’s because we are in neutral.
now if I zoom in a little bit here you can see that we have four different shifts
shafts here and the shift mechanism that sticks
through floor board going to come down and connect and operate these shift shafts. so the top shift shaft is the 3-4 sure shaft, it connects to the
3-4 shift fork right here to give us fourth gear or
neutral or 3rd gear. The next one down is the 1-2 shift shaft, and it connects to the
1-2 shift fork so we can have 2nd gear or 1st-gear right here We have the reverse shift shaft, so it connects to a shift
fork down below, that moves the reverse idler into
contact with the counter gear and drives the output shaft backwards.
and then we have a 5th gear shift shaft for 5th gear right back here in the back of the
transmission. This could be a 4-speed if we didn’t have the 5th gear shift shaft, this could be a 6-speed and if in the back to the
transmission we had two gears instead of just one. 7-speed, 8-speed, it doesn’t matter they all have shift forks, some sort of
shift shaft mechanism, and they all have an input shaft, at least one counter shaft, some of the heavier trucks have two counter shafts and then an output shaft. I am going to rotate this transmission around and zoom back out, let’s just look at the front here for a
moment, you can see the input shaft right here,
we have some splines, we have a little machined area right
there, those splines are where our clutch disc is going to come in it has splines if its own and damper Springs, and so it’s going to
slide on to those splines, and when the clutch is
applied, it will turn the input shaft of the transmission. Also in the front here on
this machine area we have a pilot bearing it’s going to fit right here, and that fits
into the back at the engine’s crankshaft, and when ever you change the clutch or the
transmission, you should install a new pilot bearing there also. so let me continue rotating transmission
around to where we’ve got the back of the
transmission, the output shaft over here, the front with our clutch disk and our input shaft over here, and now if we zoom in we can look at the synchronizer assemblies, because manual transmissions – in order to shift
from one gear to the next, when all of these gears are spinning at
different speeds, so in order to complete a shift from first gear into second, second to
third, third to fourth, fourh to fifth and so on, we have to synchronize the
speed of those gears, which means the speed of the input shaft
and whatever gears it happens to be turning needs to be synchronized to the speed of
the output shaft, and so that’s done with synchronizer assembles. and so right here is our 3-4 shift fork, here is our 1-2 shift fork
back here and we have a shift sleeve and then right down here you can see
this little brass blocker ring, sometimes is called a
synchronizer ring the synchronizer typically is a brass ring, it actually has a tapered edge on the inside in other words it’s not perpendicular, it is on an angle like this and that’s going to ride up against a gear that also has a tapered cone, and the
synchronizer sleeve is going to push that tapered
cone of the brass ring of the synchronizer up into the cone of the gear itself, this shiny surface
right here. so we’ve got a tapered area here on the synchronizer, we’ve got a tapered
area here on the gear itself and the
synchronizer will be turning the speed the output shaft the gear will be turning the speed of the input shaft when you step on your clutch and we quit delivering power from the engine, we want
to synchronize the speed of those two to make them be the same, and so this
synchronizer sleeve right here will push onto the brass synchronizer
ring and shove it onto the gear that’s turning
a different speed than the synchronizer hub and it will either slow it down or speed it up to where it would match the speed of the input shaft to the output shaft and
so let me give you the little better
demonstration, a different demonstration of that, let me zoom out just a little bit, I’m going to grab the output shaft right
here am going to grab input shaft where the
clutch connects and notice when I spin the output shaft, and let me zoom in so we can see what’s moving here I’m just going to spin the output shaft
the input shaft not going to move notice the only thing spinning is the 1-2 synchronizer sleeve and the 3-4 synchronizer sleeve the 1-2 synchronize sleeve also happens
to be the reverse gear that we slide the idler into down here to get reverse but those two synchronize sleeves spin the same speed, and notice 5th gear does back here also, the fifth gear
synchronizer sleeve watch this back here, they all spin with the output shaft. Now I’m going to hold the output shaft still and turn the input shaft notice now everything else in the
transmission rotates except for the synchronizer sleeves so to shift from one gear to the other somehow we have to connect those two
shafts together and once again it’s done with
synchronizers so let me zoom out just a little bit
here and just going to take you through the
different gear ratios of the transmission and show you the shift sleeves and synchronizers moving, and so on the output shaft here I have a yellow label that says output
shaft on the input shaft right here have a
yellow label that reads input shaft and so I’m going to a shift this into first-gear now typically when you shift into
first gear the vehicle is stopped the engine is running typically, but if your clutch pedal is
pressed that releases the clutch disc and
disconnects it from the flywheel which is bolted to the engine’s crankshaft and so the input shaft will stop and so here’s our 1-2 synchronizer, right here the shift fork that comes and grabs the
synchronizer is just, we’re just going to push it back to
the first gear position, maybe okay, I just shifted in the first gear by moving the
synchronizer sleeve back with the shift fork I’ve got the input
shaft label the output shaft label for this
particular transmission we should have a gear ratio of 3.83 to 1, (3.83:1) so that means I should turn the
engine with the clutch, input shaft, 3.8 times, so
there’s 1, 2, 3, and 3.8 times to get one turn the output shaft back here, so that, that is our first gear, alright now to go to second gear we need to move
the synchronizer sleeve and disconnect the synchronizer hub from the first speed gear your and move it
over here to connect it to the second speed gear but while it shifted into the first speed gear, let me zoom in a little bit more
you can see a little better detail, we’ve got the synchronizer
sleeve, the synchronizer hub right below it, the brass
blocker ring right here and the gear, second speed gear
its self and so brass blocker ring, just like the
piece I showed you with the tapered cup, this gear right here is going to have, this is in the exact
year but it’s it’s just like it, it’s going to have this tapered edge,
and so when we shift into second-gear this sleeve is going to come
over push against the brass block a ring and try to lock it to the same speed as the synchronizer sleeve which is
connected to the output shaft which with your foot on the clutch pedal,
because remember you have to have your foot on the clutch to shift that should allow the two shafts, the input shaft and the output shaft to connect together and shift into second-gear so we will pull that forward into second gear, there we go, now we’re in 2nd gear the output shaft is connected to the input shaft but let me line up our stickers here, here’s our
output shaft label let me zoom out so you can see it here’s our output shaft label here, here is our input shaft with our gear, our shifter sleeve, moved
into the second gear position we should have a gear ratio of pretty much
to 2 to 1 (2:1) 2.062 to 1, so here we go there is one turn the input, two turns of the
input, and a tiny bit more 2.06 turns to 1 and all we did was connect to the output shaft through
our shift sleeve and hub to the second speed gear through the synchronize rings okay, now we’re going to shift out of second-gear and here’s our 3-4 shift sleeve and shift fork, so we are going to move to the 3rd gear position so let me shift that to third gear there we go, we moved back to the third gear position and now our gear ratio should be 1.4 to 1 (1.4:1) so here’s one turn the input and about four-tenths of a turn of the input
and we get one turn of the output so 1.4 turns of the engine to 1 turn the
output shaft which goes to the rear
driveshaft and the rear axle to propel the vehicle. notice here for the
3-4 shifter, we have got the synchronizer sleeve, the synchronizer hub down below it, the brass blocker ring or synchronizer and the 4th speed gear right here these synchronizes, by the way, the material the brass, bronze alloy material there does wear out over time, there’s a bunch
a little grooves there, I hope you can see it is this video, those grooves wear out and it gets the to where the synchronizer has a hard
time synchronizing the speed the input shaft to the output shaft, when
that happens, if you keep pushing on the shifter you can end
up with a grinding noise so, it grinds while you step on the clutch and try to shift. So when
you disassemble a transmission one of the checks you can do is to take a
feeler gauge setup, just take a feeler gauge, and there is, with everything assembled
properly, there is a minimum gap that’s allowed between the brass
synchronizer blocker ring and the gear itself. If this synchronizer
ring is worn really bad that gap is going to be extra small
because it’ll go farther up on that tapeed cone of the gear. If it’s in good shape then
you will have a a bigger gap in there, so lot a vehicle
manufacturers have a specification for that gap for you to
measure also I’ve seen some of these that just
crack the grooves have not worn out of it, but
it’s got a crack and so the whole thing just spreads instead of pushing and synchronizing
the speed of the gears so there we are in 3rd gear, we want to
move to 4th gear, so fourth gear is this gear right here, let me
zoom out just a little bit to show you the physical size of the gears first gear is giant gear right back
here and we have that gear ratio of 3.8 to 1 second gear is this gear, it is a little bit
smaller with a gear ratio of pretty much 2 to 1, 2.06 . third gear right here is even smaller than
second gear; 1.436 to 1 fourth gear on this particular
transmission is a 1 to 1 gear ratio so what’s going to happen here is when we
move the gear selector into fourth gear, right there move our shifter sleeve up and in, we are going to have one turn of the input shaft, so here’s our label, let me zoom out a little bit you can
see here our input shaft label just starting to
show right here, here’s our output shaft label in full view, but notice now we have one turn i equals 1 turn out, that is a 1 to 1 (1:1) gear ratio, also called direct drive some transmissions its fourth gear, some
it is fifth, some its third, it just depends, some don’t
even have a direct drive, it is just something a little higher than 1 to 1 or
lower than a 1 to 1 gear ratio so, that his direct drive, but this is a five-speed
transmission that has overdrive, so if we shift back into neutral on the shifter here we are in neutral, there’s no connection
to the output shaft, now on the back over here we’ve got a
5th gear with its own brass blocker ring and
shifter and shift fork and if we move it into the fifth gear position here we go, now we are in overdrive where we should turn the input shaft just eight-tenths of a turn to get one turn of the output shaft, so here’s our label back
here and I am going to just hang on to the the clutch
housing here, notice as a turn the
clutch not the housing, the clutch disc itself,
we are going to get a full turn the output shaft before I can bring my fingers all we
back around to one full turn here so we are in overdrive, you get a full turm the output shaft, but I’m still two-tenths of a turn away from a full turn
on the input shaft that’s overdrive which gets us better fuel
economy on a six-speed transmission, some six
speeds fifth gear is the direct-drive, the 1 to 1 gear
ratio but anymore because of the fuel economy
regulations fifth gear, like on this transmission is
overdrive and then sixth here is a double
overdrive so you may have and instead of the
0.8 to 1 gear ratio that we have here fifth gear you might have a 0.6
or I have even seen as low as a 0.5 to 1 gear ratio like on a Viper or a Corvette mad for really high vehicle speeds, it also gets you some pretty decent fuel economy but that gives us overdrive, so now lets take it out of fifth gear, go back to neutral so here we are in neutral again, now we
want to go to reverse notice right here in the front we’ve got
a reverse idler gear that’s not doing anything so when we move to reverse we’re going to
move this idler gear over in its going to mesh with the 1-2
synchronize sleeve and the counter shaft at the same time there we go, so we move that over with its own little shift fork, reversed does
not have a brass blocker there’s no synchronization of reverse, so
for reverse you need to be stopped to shift into reverse or it will grind so now, when we turn the input shaft clockwise as viewed from the front here,
notice the output shaft is turning the opposite direction so lets see what the reverse gear ratio might be, there is one, two, three, four, a little bit more, about 4.1 to 1 gear ratio in reverse let me take it back out of reverse and go
right back to neutral. These manual transmissions
have bearings they can go bad, they have some end play
checks, there’s selective shims that are designed to hold everything in the correct position the proper lubrication type and level is
important a lot of manual transmissions and front-wheel drive transaxles, manual transaxles, are using a
special synthetic gear lube now for improved fuel economy so even though this is a 1992 rear-wheel drive transmission, if you
open the 2012 rear-wheel drive transmission you would see the same parts about the only difference you see pretty
much any more is the 1-2 synchronizer instead of having
just a single cone the 1-2 synchronizer like this it will have a dual cone or even a
triple cone synchronizer which allows for
high-speed performance type shifts from 1st to 2nd
gear or from third back down in the second
but on every single shift, you have to go to
neutral between the shifts I was looking at 2010 rear-wheel
drive transmission that we’ve got here and it’s this exact
same model or looks just like this except this
housing, instead of being cast iron, is is aluminum so they are making it lighter
weight to save on fuel economy. This has been a demonstration of the
operation of a rear-wheel drive manual transaxle, or, transmission, I’m sorry, the
rear-wheel-drive transaxle, sorry, front-wheel drive transaxle, operates just like it except instead of
having the output shaft sticking straight out the
back think of on a transactional as this
output shaft being cut off turned back around and headed around frontwards here to where you can drive the final drive
unit of the front-wheel drive, but it still has the same gears same type of synchronizers, the same precautions during service as well. Probably the most difficult thing
working on these transmissions is you it requires a lot of hydraulic
press work, and you have got to be real careful as you are pressing these gears on and off that you don’t break the gears or
break any of the parts, because they are very expensive

100 Comments

  1. anthony parrish September 4, 2019 at 12:09 am

    I have a 2007 mustang gt 3v Dohc and I think it’s a t-3650 but the clutch doesn’t feel like it fully disengages and really tough in 2nd and reverse. New Tranny fluid, new gears, clutch, or complete rebuild any help?

  2. Phin Al September 7, 2019 at 4:54 am

    Thank you. This is an excellent presentation full of pertinent information at a very understandable pace.

  3. Sabith Fatha September 14, 2019 at 9:34 am

    Well explain sir.do you have automatic transmission explain video?

  4. 19Mostar81 September 18, 2019 at 7:15 pm

    Great video, well explained, thank you!

  5. bahman jahanshahi September 21, 2019 at 5:55 pm

    When we are in gear 2 the synch. Ring rotates with gears and when changing gear the synch. Ring stops inorder to synch. The gears.
    Is above procedures right?

  6. Sho Bud September 21, 2019 at 6:00 pm

    Who cares what ratio the output shaft is turning !
    We are her to learn how to disassemble & assemble the manual gear box !

  7. Vandi Pradiktya September 27, 2019 at 11:26 am

    im so stupid i watchet this video 3 times before i understand 😅

  8. marc grant October 9, 2019 at 4:13 am

    dont like the cough go fuck off, all peaople do is bitch, STFU

  9. Валик Путин October 9, 2019 at 10:23 am

    What I did not immediately understand is that the gear of 4 speed and gears of 3, 2, 1 speeds are on different shafts. Not one.

  10. Cristian October 12, 2019 at 12:02 am

    Take a Halls 🙂

  11. Jeran Rivera Oof October 12, 2019 at 2:19 pm

    This is how many times he cleared his throat
    👇

  12. Jerin krishna k October 13, 2019 at 10:19 am

    Congrats sir…Simple explanation… highly impressed in the demonstration…

  13. Carlos Lopez October 21, 2019 at 1:52 am

    He smokes meth that's why he coughs alot

  14. James Ryan October 22, 2019 at 5:32 am

    I notice both shafts are supported perfectly fine on just their main center bearings. You're able to rotate them without a problem. I've rebuilt a similar transmission and the two shafts kind of wobbled. I assumed this was normal (although frustrating) and that the front housing supported the front bearings and kept everything in-line. After seeing yours staying perfectly straight, even while rotating, I'm wondering if something wasn't right with my bearings (it is making a constant whirring noise). Did you do something to be able to stage the transmission like that, or should the shafts actually be able to stay perfectly straight on just their main center bearings?

  15. Amhtel Rev October 23, 2019 at 8:38 am

    Best explanatory video ive seen. You are a fantastic tutor. Thank you.

  16. Ed Reiss October 24, 2019 at 10:57 pm

    Is that a Wilton vise, only a true genius would notice that one. maybe not correct me if I am wrong. It is still a sexy vice

  17. Ed Reiss October 24, 2019 at 11:22 pm

    if it was me and I was rebuilding that manual transmission. I would replace all of the brass synchronizers no questions asked. Brass is a softer metal and will wear out way faster than any steel gear. Special Ed.

  18. 213eddy October 29, 2019 at 2:30 am

    IF I WERE TO TURN MY WHEEL ALL THE WAY TO LEFT OR RIGHT CAN IT EFFECT THE CLUTCH AND MAKE IT LOOSE CONTACT I DRIVE AN 18 wheeler and I feel like when I go all the way to left or right it slips wheni give it gas it’s as if I were in neutral but once the tires are straight from me taking a turn then it actually goes if that makes sense

  19. Ігор Гончаренко October 31, 2019 at 7:15 am

    So, if a clutch pedal is NOT pressed and any gear (1+ or R, not N) is applied, then wheels are firmly coupled with the engine?
    What if a driver brakes? Will the drive wheel be blocked? If so, will the engine be shut down?

  20. Humberto Valdez November 5, 2019 at 7:10 pm

    So I have a “friend “ that was going 60 mph and decided to go through all the gears with the clutch depressed. When he went to first he heard a pop but he never released the clutch pedal. Now he can go into all the gears including reverse with or without the clutch pedal being down with no grinding and the car doesn’t move.any idea what can be wrong and what happened?

  21. retaciturn November 8, 2019 at 2:01 am

    clears throat

  22. Dark Horse Woodworking November 8, 2019 at 7:00 pm

    0:12 , 0:52, 1:23, 1:32, 2:18, 2:47, 3:11, 3:41, 4:06, 4:39, 5:18, 6:00, 7:22, 8:35, 9:18, 10:19, 13:23 ….why do I want to clear my throat when I'm watching this video??

  23. Ted BURKE November 10, 2019 at 10:31 pm

    You suck at narrating, get your coughing out of the way before you start

  24. LS production November 11, 2019 at 2:39 pm

    Very useful video

  25. deiselgas November 12, 2019 at 12:55 am

    I'm totally confused. Is the power transmitted from the IP shaft through the counter shaft below it then up to the OP shaft? If not, what is the counter shaft doing? All three front gears gears on the lower counter shaft stay engaged to the three gears above them regardless what gear you're in. Ahhh…after watching another video I learned the OP shaft gears are free spinning, and the syncros act like little clutches that lock that particular gear to the op shaft. In first, power goes from the IP shaft down to the gear below it on the counter shaft, over to the gear below first gear on the OP shaft and turns that gear which is now LOCKED to the OP shaft via the syncro. So only one gear at a time is locked to the OP shaft, the rest are free spinning. Your way of explaining that was not clear and you never mentioned the other gears spin freely. It would help if you had traced the path of power from the IP shaft down to the counter shaft and up to each gear. You don't even need to rotate anything or talk about gear ratios.

  26. Ernest Hemingway November 15, 2019 at 12:43 am

    Everyone:

    Literally everyone:

    Watch a ‘manual transmisión explanation video’.

    Finishes watching ‘manual transmisión video’… still don’t know how manual transmissions work.

  27. Gio Barajas November 15, 2019 at 2:02 am

    It seems like the synchro is supporting all the horsepower.

  28. TRANSMISION C&C STANDAR November 15, 2019 at 3:03 am

    🖐️

  29. justasoldier1611 November 16, 2019 at 3:33 am

    Legend has it, hes still trying to clear his throat to this very day.

  30. PunchingMegaTree November 17, 2019 at 12:22 am

    That's an R series Toyota transmission. I'd say R151, but only a monster would decommission one for display!

  31. bimmerTEK November 17, 2019 at 4:29 pm

    How come this video has 7 million views and the rest don't? They all kind of the same concept

  32. Monse Lara November 17, 2019 at 4:52 pm

    What I don't understand is the power flow?. If the out put shaft was connected to the counter balance will make sense.

  33. Art Music November 17, 2019 at 8:46 pm

    A man so smart and YET!
    He doesn’t turn off the camera and take care of his “constant clearing throat problem”. Very annoying!
    The information information was well presented, but
    ruined the the distraction of “AaaaaaHummm”
    If he was an idiot I wouldn’t even waste my time. Please redo the audio
    Well presented otherwise. Thanks

  34. cheryl agnese November 20, 2019 at 1:32 pm

    K ago si pongo todo en su lugar y no kiere meter los cambios es una ford f 150 92

  35. TiesTorN November 20, 2019 at 2:57 pm

    he sounds almost exactly like Eugene from "the walking dead" lol

  36. Rudolph Guarnacci November 21, 2019 at 1:45 am

    I gave up after 2 mins Bec of throat clearing. Too bad. Looked interesting.

  37. mark2073 November 22, 2019 at 5:24 am

    Which shaft is the input and which is the output, again? I forgot.

  38. Mark IT Geek November 22, 2019 at 7:01 pm

    The video was interesting, but the multiple throat clearings, was a bit of a turn off. Maybe, he should have got over that throat thing first, then made the video.

  39. M Fayaz November 23, 2019 at 3:34 am

    Nice way to teach thanks sir.

  40. Bradford Amison November 23, 2019 at 3:44 pm

    Hehe, shift shaft makes me laugh

  41. Daniel Ramonyai November 23, 2019 at 4:39 pm

    Learnt something. Gear ratios. Like bicycle gears. Thank u.

  42. Gary Tolbert November 24, 2019 at 4:33 pm

    This video looks interesting but the constant clearing of the throat was very distracting. I stopped watching after a couple of minutes.

  43. Baba Diop November 25, 2019 at 7:35 pm

    Nice

  44. Scootros Hootros November 26, 2019 at 1:05 am

    take a lozenge.

  45. Nick Volkov November 26, 2019 at 6:24 am

    yo man dont listen to any nasty comments. this video is absolutely amazing, great job explaining everything and nice camera work

  46. Bhavesh Pawar November 27, 2019 at 4:30 pm

    because of this video for me all doubts regarding gears is gone….thanks sir…….

  47. sean mortaz November 28, 2019 at 3:59 am

    Fantastic

  48. david rule November 28, 2019 at 6:58 am

    Shift shaft, or shit show? Hall's works great! cough.

  49. Moses Rono November 28, 2019 at 1:56 pm

    very informative

  50. Matt Harradine November 28, 2019 at 4:05 pm

    The power of the internet. A very smart and humble man willing to share his vast knowledge with strangers, and the majority of the comments are about him clearing his throat. Get over it. You don't know anything about the man or his health. Take the information and shut the hell up about his throat. Make your own drivetrain and hybrid videos if you think you can do better…you can't.

  51. CandleKern November 29, 2019 at 4:33 pm

    amazing video!!

  52. Slugger_12 November 30, 2019 at 3:27 am

    Dang after watching this I'm definitely going to take it more easy on my manual transmission!

  53. Anjan November 30, 2019 at 4:57 pm

    Well paced and explained video!

  54. Paul Barrow November 30, 2019 at 8:20 pm

    Nice informative video 4th

  55. ABBESSI IMED December 1, 2019 at 2:58 pm

    Hi, in the old car i have, i cannot pass the 2nd gear only when speed is under than 20 km/h, so i have to slow down. Could you explain to me why it do this, is it a problem ? Think you.

  56. Raj Chand December 1, 2019 at 3:26 pm

    Awesome video. Thank you for explaining it and showing how everything works. Best transmission video I've seen!

  57. Oscar Angeles December 2, 2019 at 6:43 am

    This foo clearing his throat killed the video😭😭😭 I'm jp but drink some water guy😂😂😂😂

  58. Bubba_Is_Watchin December 2, 2019 at 6:57 am

    I really just put captions and the volume down on to avoid listening to another one of his coughing fits

  59. Oscar Angeles December 2, 2019 at 7:45 am

    Fat fuck gets tired from standing there talking💀💀💀💀 I'm fucking dead🤣🤣

  60. James Pollitt December 2, 2019 at 7:16 pm

    Ur throat is pissing me the fuck off.lol nice video though thanks.

  61. Satsuma GT December 4, 2019 at 11:47 pm

    Some cars have a synchronized reverse. Could you show us that ?

  62. saber December 5, 2019 at 5:37 pm

    boring

  63. Jarod Findley December 6, 2019 at 2:38 am

    CAN I BUY FOR MY GOKART

  64. Marcus Mason December 7, 2019 at 9:31 am

    just what i needed…..thank you.

  65. Sopheak Vlog Official December 8, 2019 at 1:42 pm

    best

  66. Neightrix Prime December 9, 2019 at 9:21 pm

    shiftshaft

  67. sahal salu December 10, 2019 at 4:01 pm

    Thnk you sir, helpful 😍👌

  68. Phil December 10, 2019 at 10:59 pm

    go to 1.5x speed

  69. mo tonny December 11, 2019 at 12:08 am

    it is nice ,thanks

  70. Jiwo Saktiyoso December 13, 2019 at 7:24 am

    Be sincerly USA ❤️

  71. Edmond Hung December 15, 2019 at 6:05 am

    How do the torque flow in reverse?

  72. Beekaan Alula December 15, 2019 at 8:28 am

    teaching by english language more it's better

  73. Jake Browne December 16, 2019 at 2:39 am

    I knew it was a Toyota by the thumbnail lol

  74. gionaft December 16, 2019 at 7:55 pm

    Thank you very much for this great educational video. It has bothered me for a while how exactly does a manual transmision function.

  75. Tri Poloski December 17, 2019 at 11:55 pm

    Hut ugghhhhh

  76. Jay Kay December 18, 2019 at 9:02 am

    Lovely video, really informative, just the constant throat clearing at the start really wigged me out.

  77. Mohammed Alblewi December 18, 2019 at 9:51 am

    Excellent and very informative video..great job… thank you

  78. Cristian Tambos December 18, 2019 at 12:14 pm

    Stop clearing your throat man…

  79. Xronophobe December 19, 2019 at 3:36 pm

    get better and stop smoking! Thanks for the great explanation

  80. Jimmie Adams December 19, 2019 at 6:38 pm

    clears throat x50

  81. Collin Shook December 19, 2019 at 7:43 pm

    Drinking game sure to get you intoxicated: Take a 1tsp shot of transmission fluid every time he goes Hut ugghhhhh

  82. Christs Revenge December 19, 2019 at 8:11 pm

    Right on! Watch out for all the punks that laugh at your shop coat and clearing your throat while explaining the mechanisms of transmission. Had similar teacher in Saskatchewan who played hockey, saxophone and smoked pot, very good shop teacher. Am pretty sure by your voice and character you do not smoke marjuana. Great video and great explanation. Thanks from so many!

  83. Diego Enrique Fleck December 19, 2019 at 8:12 pm

    very interseting, do you have video of an automatic transmission also? thanks

  84. Gam LIn December 19, 2019 at 9:30 pm

    U talked too much. Pls explained in simple , clear info.

  85. Tim0thy D December 19, 2019 at 11:07 pm

    Ship shapes smaller cousin…shift shaft

  86. Rylan Yang December 21, 2019 at 12:54 am

    Throat problem due to inhale metal dust

  87. Twobarpsi December 21, 2019 at 7:46 am

    First day of shop…

  88. Jayden Frost December 21, 2019 at 9:56 pm

    Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh Hut aughhhhh

  89. Avery Warenski December 21, 2019 at 11:52 pm

    I like the video, but a lot of over explaining.

  90. bear frog December 22, 2019 at 11:20 am

    This guy is so boring

  91. Vijay Roy December 22, 2019 at 3:34 pm

    so much coughing…ufffffffd

  92. adam traynor December 24, 2019 at 4:43 am

    So he produces this video, uploads it for all to watch free of charge, and some viewers out there have the nerve to complain and comment on how boring he sounds?

  93. Sean Patrick December 24, 2019 at 4:47 am

    Awesome explanation! Thank you for your experience and time Mr WeberAuto, much appreciated.

  94. Francisco Portillo December 24, 2019 at 9:48 am

    so much Coug…
    man, Stop to Smoke..!'

  95. Daniel Patterson December 24, 2019 at 11:11 pm

    That Was great! I've never understood it better, thank you!!!

  96. Ycs reddy December 25, 2019 at 10:21 am

    Very nice and clear explanation for any one to understand the gear mechanism. 👍

  97. AL December 25, 2019 at 9:43 pm

    Great explanation and visual…thank you

  98. Fitri Yah December 26, 2019 at 4:04 pm

    Minum obh chombi

  99. Abdulqadir Burco duuray December 27, 2019 at 4:14 am

    Thank you sir

  100. East Anglian December 27, 2019 at 10:37 am

    Thank I really enjoyed this; can you reccomend any books ?

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