first speed is engaged from neutral this can be done while the vehicle is running backward afterward this procedure the main actuation member is moved to neutral and once again there is a change in the gear step of speed range to the other subgear after the reverse run has been completed the gear control will release the clutch for the odd subgear and one can drive forward as of that point in time the power train to the even subgear is disengaged and one can connect the second speed by way of a potential error possibility as the first speed is engaged the flow of force to the main actuation element could be broken but the first speed can still be completely engaged when for example after the engagement of the first speed the main actuation member gearshift finger wears out or breaks when the gear is not equipped with the two terminal position limits inside the gear and outside the gear according to fig2 but rather only with the terminal position recognition or limitation outside the gear then after such an exemplary rupture or wear of the gearshift finger the gear control would start from the assumption that the second speed was properly engaged when the stop outside the gear or the selection actuator inside the gear was recognized as a gearshift path limitation actually the r speed would then always still be engaged in the even subgear the previously mentioned error is not acquired by the gear control therefore the clutch for the even subgear would be released at that instant depending on the driving situation there could be some very dangerous consequences for.