The 2110 gearbox is different from its predecessors. For example, the clutch on it is increased, and we examined the enlarged details of the clutch itself above. The crankcase has an opening for a crankcase ventilation breather and for 2110 starter installations with two studs.
The 2110 gearbox housing has its own clutch mounting bracket, it has 4 holes, 3 for attaching the clutch cable, like «nines», and one for the support of the power unit. There are 2 long stiffening ribs on the crankcase, so it is more rigid and durable, can work with more powerful engine. There is a hole in the crankcase for a measuring ruler that measures the oil level in the crankcase.
There is no breather hole in the 2110 case back so they are not interchangeable.
The 2110 input shaft has a tapered second gear tooth profile to reduce the load on its synchronizer. Shafts are interchangeable.
The output shaft 2110 in the middle part has a widening with a through channel inside, through which oil flows to the gear bearings. The final drive gear is planted on pins, now it is replaceable.
The 2110 gears have sleeve bearings rather than needle bearings to reduce gearbox noise and work with more powerful engines.
The 2110 gear set is five-speed, they are not interchangeable, since the gears of the first and fourth gears have different mounting holes, and they are lubricated by pressure, not by splashing.
The 2110 gear selector allows you to engage reverse gear with increased effort and has an aluminum die-cast body.
The gear selection rod has different angles of inclination of the hole for the lever, the levers themselves also differ. At «tenth» gearbox lever travel is increased, gear shifting requires more time. This can be felt especially by a driver with a sporty driving style.
The speedometer drive is installed behind the main pair. The speedometer readings are taken from a shaft-gear pair with a different gear ratio.