Transmission



Differential Renault P11150 P13150
1 950EUR
Price excl. VAT
- ≈ 2 235 USD
- ≈ 1 667 GBP



Differential DAF AAS1344 1873433R
1 750EUR
Price excl. VAT
- ≈ 2 006 USD
- ≈ 1 496 GBP




Tylny most Same Explorer 70
6 325EUR
- ≈ 7 252 USD
- ≈ 5 409 GBP




PRZEDNI MOST DEUTZ AGROPLUS 70
5 388EUR
- ≈ 6 177 USD
- ≈ 4 607 GBP




TYLNY MOST OŚ MASSEY FERGUSON 8925 4240060M1
3 045EUR
- ≈ 3 491 USD
- ≈ 2 604 GBP




PRZEDNI MOST NEW HOLLAND TN75VA 11910
4 451EUR
- ≈ 5 103 USD
- ≈ 3 806 GBP




PRZEDNI MOST NEW HOLLAND TM 155
5 153EUR
- ≈ 5 908 USD
- ≈ 4 406 GBP




TYLNY MOST I SKRZYNIA BIEGÓW DEUTZ AGROTRON 90
5 622EUR
- ≈ 6 446 USD
- ≈ 4 807 GBP




Most przedni Same Explorer 70
6 090EUR
- ≈ 6 982 USD
- ≈ 5 208 GBP



PRZEDNI MOST MASSEY FERGUSON 3630
3 279EUR
- ≈ 3 759 USD
- ≈ 2 804 GBP




Most przedni Deutz Agroxtra 6.17
6 090EUR
- ≈ 6 982 USD
- ≈ 5 208 GBP




Most przedni Case 4230 707 125650 1985085C2
3 982EUR
- ≈ 4 565 USD
- ≈ 3 405 GBP




TYLNY MOST NEW HOLLAND T4.55 84225997
5 622EUR
- ≈ 6 446 USD
- ≈ 4 807 GBP




TYLNY MOST CLAAS 77000983498F
5 856EUR
- ≈ 6 714 USD
- ≈ 5 008 GBP




Most przedni New Holland TS125A
5 153EUR
- ≈ 5 908 USD
- ≈ 4 406 GBP




PRZEDNI MOST VALTRA T173 DANA 740/532
6 559EUR
- ≈ 7 520 USD
- ≈ 5 609 GBP




PRZEDNI MOST MASSEY FERGUSON 3610
3 279EUR
- ≈ 3 759 USD
- ≈ 2 804 GBP



PRZEDNI MOST MASSEY FERGUSON 2640
3 631EUR
- ≈ 4 163 USD
- ≈ 3 105 GBP




Tylny Most Deutz Agroxtra 6.17
7 730EUR
- ≈ 8 863 USD
- ≈ 6 610 GBP




Tylny most Massey Ferguson 2640
3 982EUR
- ≈ 4 565 USD
- ≈ 3 405 GBP
The ability of the internal combustion engine to adapt to external load changes compared to the reciprocating steam engine or electric series motor is small. This circumstance led to the installation of gearboxes, providing the necessary traction to drive wheels in different modes of motion. Due to the presence of gearboxes vehicles can move at low and maximum speed. It allows you to adjust the speed within a much larger range than the one that can be provided by an engine. It also should be mentioned that gearboxes allow vehicles to move backwards, and they also disconnect the engine from the drive wheels when starting, stationary or coasting.
They try to develop gearboxes for trucks so that they guarantee the necessary dynamic and economic properties for the vehicle, and also work quietly, with a high efficiency, being reliable, easy to service, possibly having a small size and weight, and low cost.
In recent years, manufacturers of trucks have been increasingly focused on making the process of shifting automatic. On trucks operating in the city, it dramatically improves the driver's working conditions and, accordingly, a positive effect on traffic safety. On the main transport automation gear also improves the efficiency of transport, since it allows optimizing the interaction between engines and gearboxes. As a compromise, cheaper than the automatic gearboxes, all the more common are becoming semi-automatic, as a rule, no torque converter. They relieve the driver of one of the most energy-intensive operations associated with the gear shift, either by squeezing the clutch pedal, or from the actual switch, which is transferred to a switch by a joystick. There have already appeared constructions, for example, Volvo I-Shift, working as a full automatic with torque converter. It should be noted that in all three cases, the basic box is mechanical.
The vast majority of manual gearboxes are performed with the undivided power flow, so that all the power flow goes through each switched gear wheel. The use of such schemes is due to the desire to increase the life of gearboxes at high transmit power.
On the trucks the most widely used three-shaft boxes with direct transmission, which is obtained by connecting the primary and secondary shafts.