A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

The friction clutch comprises: a driving part comprising at least one first friction element; a driven part comprising a hub and at least one second friction element drivingly connected for rotation with the hub; at least one spring configured to press the friction elements of the driving part and of the driven part against each other by applying an elastic force on these friction elements; and an actuation unit arranged to bring about opening of the friction clutch by applying directly or indirectly on the at least one spring an actuating force directed in the opposite direction to the elastic force so as to move the friction elements away from each other. The actuation unit comprises a thrust bearing, at least one force transmission member and a hollow actuating member arranged to apply the actuating force on the at least one spring via the thrust bearing and the at least one force transmission member. The hollow actuating member is arranged on the opposite side of the hub to the at least one spring. The at least one force transmission member extends through the hub.

A twin plate separation system, comprising a pressure plate, an intermediate plate facing the pressure plate, and a spring separator assembly. The spring separator assembly comprises a mounting extending out from the intermediate plate towards the pressure plate. A spring surrounds the mounting, and the spring is biased to push the pressure plate and the intermediate plate apart. The mounting or another fixture can secure at least one drive strap to the intermediate plate. Alternatively, the mounting extends out of the pressure plate towards the intermediate plate, and the spring surrounds the mounting and is biased to push the pressure plate and the intermediate plate apart. In this alternative, the intermediate plate does not comprise a hole for receiving the mounting.

A twin plate separation system, comprising a pressure plate, an intermediate plate facing the pressure plate, and a spring separator assembly. The spring separator assembly comprises a mounting extending out from the intermediate plate towards the pressure plate. A spring surrounds the mounting, and the spring is biased to push the pressure plate and the intermediate plate apart. The mounting or another fixture can secure at least one drive strap to the intermediate plate. Alternatively, the mounting extends out of the pressure plate towards the intermediate plate, and the spring surrounds the mounting and is biased to push the pressure plate and the intermediate plate apart. In this alternative, the intermediate plate does not comprise a hole for receiving the mounting.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

Vehicle input shafts are disclosed. The vehicle input shafts include a bearing boss, a spline portion, a cylindrical shaft body portion and a drive end. The spline portion includes spline teeth and spline grooves that do not exit directly onto the shaft body. Instead, the spline grooves include blend out fillets that interrupt the spline grooves by providing additional material near the shaft body. The bearing boss includes an increased diameter at a central point along its axial length and decreased diameters at its first and second boss ends.

Vehicle input shafts are disclosed. The vehicle input shafts include a bearing boss, a spline portion, a cylindrical shaft body portion and a drive end. The spline portion includes spline teeth and spline grooves that do not exit directly onto the shaft body. Instead, the spline grooves include blend out fillets that interrupt the spline grooves by providing additional material near the shaft body. The bearing boss includes an increased diameter at a central point along its axial length and decreased diameters at its first and second boss ends.