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Manual Transaxle
Published by
Chonan Technical Service Training Center
Manual Transaxle
Contents
1. Introduction
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Manual Transaxle
1.1 Manual Transaxle Basic
Cars need transmissions because of the physics of the gasoline engine. First, any engine has a
redline -- a maximum rpm value above which the engine cannot go without exploding. Second, you
know that engines have narrow rpm ranges where horsepower and torque are at their maximum. For
example, an engine might produce its maximum horsepower at 5,500 rpm. The transmission allows
the gear ratio between the engine and the drive wheels to change as the car speeds up and slows
down. You shift gears so the engine can stay below the redline and near the rpm band of its best
performance. Ideally, the transmission would be so flexible in its ratios that the engine could always
run at its single, best-performance rpm value. That is the idea behind the continuously variable
transmission (CVT). A CVT has a nearly infinite range of gear ratios. In the past, CVTs could not
compete with four-speed and five-speed transmissions in terms of cost, size and reliability, so you
didn't see them in production automobiles. These days, improvements in design have made CVTs
more common.
Manual Transaxle
The transmission is connected to the engine through the clutch. The input shaft of the transmission
therefore turns at the same rpm as the engine. A five-speed transmission applies one of five different
gear ratios to the input shaft to produce a different rpm value at the output shaft.
To understand the basic idea behind a standard transmission, the diagram below shows a very simple
two-speed transmission in neutral:
Let's look at each of the parts in this diagram to understand how they fit together:
The green shaft comes from the engine through the clutch. The green shaft and green gear
are connected as a single unit. (The clutch is a device that lets you connect and disconnect
the engine and the transmission. When you push in the clutch pedal, the engine and the
transmission are disconnected so the engine can run even if the car is standing still. When you
release the clutch pedal, the engine and the green shaft are directly connected to one another.
The green shaft and gear turn at the same rpm as the engine.)
The red shaft and gears are called the layshaft. These are also connected as a single piece,
so all of the gears on the layshaft and the layshaft itself spin as one unit. The green shaft and
the red shaft are directly connected through their meshed gears so that if the green shaft is
spinning, so is the red shaft. In this way, the layshaft receives its power directly from the
engine whenever the clutch is engaged.
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Manual Transaxle
The yellow shaft is a splined shaft that connects directly to the drive shaft through the
differential to the drive wheels of the car. If the wheels are spinning, the yellow shaft is
spinning.
The blue gears ride on bearings, so they spin on the yellow shaft. If the engine is off but the
car is coasting, the yellow shaft can turn inside the blue gears while the blue gears and the
layshaft are motionless.
The purpose of the collar is to connect one of the two blue gears to the yellow drive shaft. The
collar is connected, through the splines, directly to the yellow shaft and spins with the yellow
shaft. However, the collar can slide left or right along the yellow shaft to engage either of the
blue gears. Teeth on the collar, called dogteeth, fit into holes on the sides of the blue gears to
engage them.
The picture below shows how, when shifted into first gear, the collar engages the blue gear on the
right:
In this picture, the green shaft from the engine turns the layshaft, which turns the blue gear on the
right. This gear transmits its energy through the collar to drive the yellow drive shaft. Meantime, the
blue gear on the left is turning, but it is freewheeling on its bearing so it has no effect on the yellow
shaft. When the collar is between the two gears (as shown in the first figure), the transmission is in
neutral. Both of the blue gears freewheel on the yellow shaft at the different rates controlled by their
ratios to the layshaft.
From this discussion, you can answer several questions:
When you make a mistake while shifting and hear a horrible grinding sound, you are not
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Manual Transaxle
hearing the sound of gear teeth mis-meshing. As you can see in these diagrams, all gear teeth
are all fully meshed at all times. The grinding is the sound of the dogteeth trying
unsuccessfully to engage the holes in the side of a blue gear.
The transmission shown here does not have "synchros" (discussed later in the article), so if
you were using this transmission you would have to double-clutch it. Double clutching was
common in older cars and is still common in some modern racecars. In double clutching, you
first push the clutch pedal in once to disengage the engine from the transmission. This takes
the pressure off the dogteeth so you can move the collar into neutral. Then you release the
clutch pedal and rev the engine to the "right speed." The right speed is the rpm value at which
the engine should be running in the next gear. The idea is to get the blue gear of the next gear
and the collar rotating at the same speed so that the dogteeth can engage. Then you push the
clutch pedal in again and lock the collar into the new gear. At every gear change you have to
press and release the clutch twice, hence the name "double-clutching."
You can also see how a small linear motion in the gearshift knob allows you to change gears.
The gearshift knob moves a rod connected to the fork. The fork slides the collar on the yellow
shaft to engage one of two gears.
The five-speed manual transmission is fairly standard on cars today. It looks something like this
internally:
There are three forks controlled by three rods that are engaged by the shift lever. Looking at the
shift rods from the top, they look like this in reverse, first and second gear:
Keep in mind that the shift lever has a rotation point in the middle. When you push the knob forward to
engage first gear, you are actually pulling the rod and fork for first gear back.
Manual Transaxle
You can see that as you move the shifter left and right you are engaging different forks (and therefore
different collars). Moving the knob forward and backward moves the collar to engage one of the
gears.
Lever position
Neutral position
1st Gear
2nd Gear
3rd Gear
4th Gear
5th Gear
Reverse Gear
into reverse while the car is moving forward -the dogteeth would never engage. They will
make a lot of noise, however
Manual Transaxle
2. Clutch System
2.1 General
Manual Transaxle
Clutches are useful in devices with two rotating shafts. In these devices, one of the shafts is typically
driven by a motor or pulley, and the other shaft is driving another device. In a drill, for instance, an
engine drives one shaft and the other is driving a drill chuck. The clutch connects the two shafts so
that they can either be locked together and spin at the same speed, or be decoupled and spin at
different speeds. In a car, you need a clutch because the engine spins all the time and the car wheels
don't. In order for a car to stop without killing the engine, the wheels need to be disconnected from the
engine somehow. The clutch allows us to smoothly engage a spinning engine to a non-spinning
transmission by controlling the slippage between them. To understand how a clutch works, it helps to
know a little bit about friction.
The clutch used in manual transaxle vehicles is a friction device for connecting or disconnecting a
driving force from the engine. In automotive applications, the clutch is designed to provide smooth
and positive engagement and releasing of the engine and manual transaxle or manual transmission.
The clutch is needed because an internal combustion engine develops insufficient power or torque at
low engine speed. It must gain speed before it will move the vehicle. At higher speeds, however, a
violent engagement would occur if the rapidly rotating engine were suddenly connected to the
driveline of a stationary vehicle.
Therefore, a gradual application of load and some slowing of engine speed are needed to provide
reasonable and comfortable starts.
transaxle, this is accomplished by means of a mechanical clutch. Above figure shows the overall
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Manual Transaxle
system of the conventional hydraulic mechanical clutch system for passenger vehicles. Engagement
of the engine and transmission provides the necessary linkup of engine and drive train that permits
power transfer to the driving axles and wheels. Disengagement provides the necessary halt to power
transfer that allows the engine to operate while the transmission does not.
2.2 Components
- Clutch cover and pressure plate
Most vehicles equipped with a manual transmission or manual transaxle use a single plate, dry
clutch disc, a diaphragm type pressure plate and cover assembly, a clutch release bearing, and a
clutch release fork. In its operating position in the engine/transmission or transaxle linkup, the clutch
disc is sandwiched between the engine flywheel and the clutch pressure plate. The pressure plate is
bolted to the engine flywheel, and a strong clamping force is developed between the heavy plate and
cover.
Engagement and disengagement of the clutch assembly is controlled by a foot pedal and linkage
(rods or cable) that must be properly adjusted and relatively easy to apply. The machined surfaces of
the flywheel and pressure plate (against which the clutch facings bear) must be flat, true, and free
from cracks or score marks. The transmission, pressure plate, flywheel housing, clutch disc, flywheel,
and crankshaft must be properly aligned to prevent slippage, vibration, and noise.
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Manual Transaxle
The clutch disc operates in conjunction with a pressure plate, or clutch cover. The pressure plate
assembly usually consists of a heavy plate, a diaphragm spring with release fingers, and a cover.
The pressure plate diaphragm is shaped like a dished plate.
It utilizes over-center action in applying
and releasing pressure on the pressure
plate and clutch disc. The cover serves to
contain the pressure plate assembly.
Most covers are vented to allow heat to
escape and cooling air to enter. Some are
designed to provide a fan action for forced
circulation of air to help cool them. Even
proper use of the clutch generates some
heat because of normal slippage while it is
Pressure plate
being engaged.
When your foot is off the pedal, the springs push the pressure plate against the clutch disc, which in
turn presses against the flywheel. This locks the engine to the transmission input shaft, causing them
to spin at the same speed
The amount of force the clutch can
hold depends on the friction between
Flywheel
Clutch cover
Clutch plate
Diaphragm
spring
except
that
the
spring
Bearing
Pressure plate
- Clutch disc
The clutch disc or driven plate consists of a circular metal plate attached to a reinforced splined hub.
Often the hub is mounted on coil springs to provide cushioned engagements. The splined hub is free
to slide lengthwise along the spline of the transmission input shaft. When engaged, the
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Manual Transaxle
Clutch disc
When the clutch pedal is pressed, a cable or hydraulic piston pushes on the release fork, which
presses the throw-out bearing against the middle of the diaphragm spring. As the middle of the
diaphragm spring is pushed in, a series of pins near the outside of the spring causes the spring to pull
the pressure plate away from the clutch disc. This releases the clutch from the spinning engine
Note the springs in the clutch plate. These springs help to isolate the transmission from the shock of
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Manual Transaxle
the clutch engaging.
The most common problem with clutches is that the friction material on the disc wears out. The
friction material on a clutch disc is very similar to the friction material on the pads of a disc brake, or
the shoes of a drum brake -- after a while, it wears away. When most or all of the friction material is
gone, the clutch will start to slip, and eventually it won't transmit any power from the engine to the
wheels. The clutch only wears while the clutch disc and the flywheel are spinning at different speeds.
When they are locked together, the friction material is held tightly against the flywheel, and they spin
in sync. It is only when the clutch disc is slipping against the flywheel that wearing occurs. So if you
are the type of driver who slips the clutch a lot, you will wear out your clutch a lot faster.
Another problem sometimes associated with clutches is a worn throw out bearing. This problem is
often characterized by a rumbling noise whenever the clutch engages
- Clutch release bearing and fork
The clutch release bearing in most cases is a ball bearing assembly with a machined face on one
side that is designed to contact the pressure plate diaphragm release fingers during disengagement.
The release bearing is mounted on a sleeve that is designed to slide back-and-forth on the
transmission input shaft-bearing retainer whenever the clutch pedal is depressed or released.
The sleeve is grooved or has raised flat surfaces and retaining springs that hold the inner ends of
the clutch fork in place. The fork and connecting linkage provide the means of converting the up-anddown movement of the clutch pedal to the back-and-forth movement of the clutch release bearing
assembly.
Transaxle clutch assemblies generally use a different arrangement of connecting the linkage to the
clutch fork and the fork to the clutch release bearing. In transaxle applications, the release bearing is
constantly engaged with the release fingers of the pressure plate diaphragm. A clutch fork and a
release lever are utilized in conjunction with the clutch cable to depress the pressure plate diaphragm
and release the clutch disc. Also note this setup does not require a pilot bearing.
In most vehicles, a clutch pilot bearing, or pilot bushing, is placed in the back end of the crankshaft
or in the center of the flywheel. This bearing or bushing is used to support the outer end of the
manual transmission input shaft.
There are two types of clutch control system depends on the method of moving the clutch release
bearing in the manual transmission. One is a Push type and the other one is a Pull type.
Push type
The clutch release bearing pushes the
diaphragm spring finger portion of clutch
cover when the clutch is operated (When
the engine torque is not transmitted). This
Clutch release
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bearing
Manual Transaxle
type has a low friction loss and worn-out, so
the higher durability and efficiency can be
achieved.
But, this push type has a demerit that higher clutch releasing force (higher clutch pedal effort) is
required in case of worn out clutch disc.
Push type clutch has been widely adopted in the passenger car, but nowadays Pull type is more
rapidly being used because of the demerit of Push type such as a higher clutch pedal effort (in case
of clutch worn our)
But, still this push type is popular in diesel engine vehicle (especially DMF or VGT adopted vehicles
of HMC and KMC) because of higher durability (low worn out).
Pull type
The clutch release bearing pulls the diaphragm
spring finger portion of clutch cover when the
clutch is operated (When the engine torque is
not transmitted).
Increasing the clutch ratio, its possible to Release fork
reduce the releasing force (lower clutch pedal
fitted
Push type
Pull type
- Clutch linkage
The clutch linkage connects the clutch pedal to the outer end of the clutch fork. Earlier model
vehicles and some current models use a series of rods, shafts, levers, and springs to make up the
linkage arrangement. In most cases, the cable operation is used for clutch linkage system. A typical
pedal rod and cross shaft (torque shaft) clutch control linkage setup incorporates a fork push rod,
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Manual Transaxle
clutch and brake pedal bracket, and an over-center spring.
Basically, depressing the clutch pedal causes the pedal rod to move a lever attached to the cross
shaft. The cross shaft starts to rotate, causing another lever on the shaft to move the fork push rod
and, in turn, the clutch fork and release bearing.
When the clutch pedal reaches the end of its travel, the clutch fork will have moved the clutch
release bearing enough to completely release the clutch disc. At this point, the driver is able to shift
gears in the transmission without difficulty. When the clutch pedal is released, the tensioned overcenter spring returns the linkage to original position. With that, the clutch fork moves the release
bearing away from the pressure plate and the clutch disc is again clamped into engagement.
- Cable clutch control
Cable control of clutch operation is common in many manual transmission applications. A clip holds
the pedal in place one the shaft. The cable fork end is attached to the top end of the pedal shank by
a pin that extends through the fork end and a hole in the pedal shank. A return spring is attached to
the pin by passing the spring hook through a hole in the pin. The cable is held firmly in place by a
cable stop at the firewall.
The other end of the clutch control cable is connected to the outer end of the clutch release fork.
This end is threaded and fitted with an adjusting nut and a locknut to provide a means of adjusting
clutch pedal free play. When the clutch pedal is depressed, the cable is drawn inward. This forces
the end of the release fork to actuate the clutch release bearing, disengaging the clutch disc.
Various systems have been devised to provide self-adjustment of the clutch cable mechanism on
manual transaxle applications. Since the clutch release bearing is a constant running bearing, the
self-adjustment feature primarily affects the cable release mechanism.
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Manual Transaxle
2) If the clutch pedal clevis pin free-play is not within the standard value range, adjust as follows:
-
Turn and adjust the bolt, then secure by tightening the lock nut.
After the adjustment, tighten the bolt until it reaches the pedal stopper, and then tighten the lock
nut.
Turn the push rod to agree with the standard value and then secure the push rod with the lock
nut.
When adjusting the clutch pedal height or the clutch pedal clevis pin play, be careful not to push
the push rod toward the master cylinder.
After completing the adjustments, check that the clutch pedal free play (measured at the face of
the pedal pad) within the standard value ranges.
If the clutch pedal free play and the distance between the clutch pedal and the floor board when
the clutch is disengaged do not meet with the standard values, it may be the result of either air in
the hydraulic system or a faulty master cylinder of clutch. Bleed the air or disassemble and
inspect the master cylinder or clutch.
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Manual Transaxle
3. Manual Transaxle
3.1 Components
- Synchronizer Cone
Manual
transmissions
in
modern
passenger
cars
use
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Manual Transaxle
The synchronizer is a drum or sleeve that slides back and forth on the splined output shaft by means
of the shifting fork. Generally, it has a bronze cone on each side that engages with a tapered mating
cone on the second and third speed gears. When this drum is moved along the output shaft, the
cones act as a clutch. Upon touching the gear that is to be engaged, the output shaft is speeded up
or slowed down as required until the speeds of the output shaft and the gear are synchronized.
Outer synchronizer
Outer synchronizer
Synchronizer cone
Synchronizer cone
Inner synchronizer
Inner synchronizer
This action occurs during partial movement of the shift lever. Completion of lever movement then
slides the drum and gear into complete engagement. This action can be readily understood by
remembering that the hub of the drum slides on the splines of the output shaft to engage the cones,
and then the drum slides on the hub to engage the gears.
As the technology for manual transaxle and transmission is enhanced, the double or triple cone are
now adopting on the almost kinds of passenger vehicles. The purpose of these systems is to improve
the shift quality, especially for the 1st and 2nd gear shifting that most drivers feel the shift shock.
Triple synchronizer cone
Friction face
Key & Ball spring
Speed gear
Hub
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Manual Transaxle
Some models of double or triple synchronizer cone, the foil lining adhesion structure was adopted and
it results higher friction capacity and durability. In addition to the more enhanced shift feeling while
driving, the shift effort, 2nd resistance feeling can be reduced and the durability also will be improved. It
prevents malfunctioned shifting due to overheat or burning.
Single cone
Force
Double cone
Stroke
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Manual Transaxle
- Poppet ball
The poppet ball is used to give the reliability of the engagement or disengagement of each gear while
the shift rail is moved.
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Manual Transaxle
- Synchronizer key
Key & Ball spring
Key
C-spring
The synchronizer key gives the secure engagement or disengagement of synchronizer sleeve when
the shift rail is moved. Several kinds of design show as above pictures, key with ball and coil spring
had been most widely adopted in the passenger vehicles, but current trend is to eliminate the key to
reduce the part due to the enhanced design technology of gear teeth and synchronizer cone.
Keyless spring
Key
C-spring
Keyless type
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Manual Transaxle
- Interlock prevention mechanism
To prevent double shifting from two shift
rods of the manual transaxle at the
same time, a shift interlock system has
been incorporated. The interlock plate
is held in position by the shift interlock
bolt that allows the shift interlock plate to
rotate internally but not to move
vertically. When a shift rod is selected
and moved into an engagement
position, the shift interlock plate holds
the remaining two shift rods in their
neutral position to prevent a double
engagement from occurring. This
Shift rail
Differential gear
Shift rail
Interlock sleeve
Manual Transaxle
As soon as the reverse idler gear moves when shift to reverse gear, the rotating input shaft because
of the rotating inertia force will be stopped by 5/Reverse sleeve. It prevents the noise due to the
collision between each shaft and reverse gear. It makes the reduced noise and improved shift ability
during shifting to reverse gear.
- Mass damper
Mass damper is adopted to reduce noise and vibration that is transmitted to shift cable
Weight damper
th
3rd
2nd
1st
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5th
Manual Transaxle
2nd Gear
3rd Gear
4th Gear
5th Gear
6th Gear
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Manual Transaxle
Reverse Gear
3.3 Switches
The unique electrical switch in the manual transmission is back-up lamp switch. Depends on the
vehicle, the vehicle speed sensor is installed on the manual transmission housing but it is not for
transmission but for engine and cluster. Nowadays, the neutral switch or 1st gear detection switch are
applied on the manual transmission housing. The basic purpose is,
-
To get the
enough
power
at the uphill road vehicle start condition.
Back
up lamp
switch
According to the layout of transmission case, neutral switch or 1 st gear detection switch is adopted.
Note that these switches are almost applied only in diesel engine because the emission is sensitive
only in diesel engine.
HTX model:
Santa Fe, Trajet
D2.0 diesel (VGT only)
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1st gear detection switch
Manual Transaxle
Fuel injection amount is increased for enough climbing power at 1st gear.
Contact
portion
Neutral switch
Control finger
4. Technical Highlight
4.1 M5AF3 (Alpha Manual Transaxle)
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Manual Transaxle
Basically applied on the vehicle that has alpha engine (1.3L, 1.5L, 1.6L).
Refer the Variation table in the Appendix section in this manual.
Maximum torque (kgf.m): 13.5
Weight: 38kg
Rail: 3-Rail structure
Shift control type: Remote
Case pieces: 3 pcs.
Synchronizer system:
1st / 2nd: Single cone synchronizer with keyless type
3rd / 4th: Single cone synchronizer with key & spring type,
5th: Single cone synchronizer with key & spring type
Reverse: synchronized meshing
- Poppet ball added on 5&R shift rail
<Previous>
<Current>
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Manual Transaxle
Poppet Ball
Control Shaft
Current
New
TB, LC, FC
Old
New
Old
New
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Manual Transaxle
New
Old
New
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Manual Transaxle
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Manual Transaxle
Basically applied on the vehicle that has beta engine (1.6L, 2.0L).
But it also installed on 2.7L delta or alpha engine (1.3L, 1.5L) depends on the vehicle.
Refer the Variation table in the Appendix section in this manual.
Maximum torque (kgf.m): 18.4
Weight: 41kg
Rail: 3-Rail structure
Shift control type: Remote
Case pieces: 3 pcs.
Synchronizer system:
1st / 2nd: Double cone synchronizer with keyless type
3rd / 4th: Single cone synchronizer with keyless type,
5th: Single cone synchronizer with key & spring type
Reverse: synchronized meshing
4.3 HTX
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Manual Transaxle
Drive
The merit of INDIRECT TYPE: The strength for shaft fixture is increased and it results
minimum shaft
gear
deflection.
1st gear
INDIRECT TYPE
The bearing is installed on the upper position
than differential drive gear and 1st gear.
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Manual Transaxle
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Manual Transaxle
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Manual Transaxle
R
1-2 shift bracket
Skirt
- Comparison
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Manual Transaxle
Shift check has a same function as of poppet ball in other models and mass damper was adopted
to reduce noise and vibration that is transmitted to shift cable.
- Gear ratio
G/RATIO
2.0D 6MT
2.7D 6MT
1ST
3.153
2ND
1.944
3RD
1.333
4TH
1.055
5TH
0.857
6TH
0.704
REV
3.002
FGR
4.687
4.428
- Stopper bolt, main shift check and tensioners for 3rd ~4th & 5th ~6th gears
3rd & 4th
Stopper bolt
Shift check
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Manual Transaxle
Reverse sleeve
When installing the case, be sure that the 8 (black) sealant coated bolts are replaced with new and
installed as shown.
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Manual Transaxle
Note: Tightening torque, Black 63.0 ~66.9 Nm Gold 50~53.9 Nm
- Dual mass flywheel (DMF) was applied to reduce the clutch rattle noise. (2.7L delta only)
Primary F/W
DMF
Secondary F/W
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Chonan Technical Service Training Center
Manual Transaxle
- SST
S/N
1
ILLUSTATION
09431-2C000
USE
Installation of differential oil seal
09431-2C100
09431-2C200
outer race.
remover
09431-2C300
outer race.
installer
09431-2C400
bearing remover
09431-2C500
bearing.
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Manual Transaxle
7
09432-2C000
09432-2C100
gear.
4.5 M5GF1
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Manual Transaxle
Basically applied on the vehicle that has delta engine (2.5L, 2.7L) or more.
Refer the Variation table in the Appendix section in this manual.
Maximum torque (kgf.m): 23
Weight: 47kg
Rail: 1-Rail structure
Shift control type: Remote
Case pieces: 2 pcs.
Synchronizer system:
1st / 2nd: Triple cone synchronizer with keyless type
3rd / 4th: Single cone synchronizer with keyless type,
5th/ R: Single cone synchronizer with keyless type
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Manual Transaxle
Clutch housing
Reverse
Synchronizer
T/M case
4.6 M5EF2
Input shaft
Output shaft
Double cone
synchronizer (2nd)
Carbon coating synchronizer (1st)
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Differential
Chonan Technical Service Training Center
Manual Transaxle
4.7 T5M
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Manual Transaxle
4.8 STC
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Manual Transaxle
4.9 M5UR1
M5UR1 is a newly developed FR (Front engine Rear driving) type manual transmission that is mainly
adopted on KMC Sorento.
- Maximum torque: 32kgfm
- Double ball bearing was applied on the input shaft for the secure support of input shaft and it results
higher reliability and lower vibration.
D/Ball-BEARING
Supporting
Area
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Manual Transaxle
S/Ball-BEARING
Supporting
Area
- Synchronizer system
3rd-4th
(Double cone synchronizer)
Reverse
(Double cone synchronizer)
1st-2nd
(Triple cone synchronizer)
5th
(Single cone synchronizer)
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Manual Transaxle
- Endplay
Input-Rear
0 0.1 Loose
Input-Front
0 0.1 Loose
Output-Front
0.02 0.12 Loose
- Gear endplay
2nd
3rd
5th
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Manual Transaxle
0 0.08 Loose
3-4 Hub
0 0.08 Loose
5-Rev Hub
0 0.08 Loose
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Manual Transaxle
- Overhaul
Removal of Input shaft assembly from rear cover
Heater
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Manual Transaxle
It is recommended to use the heater while remove the double ball bearing from the input shaft
assembly.
Removal: Over 400 for 5min.
Reassemble : Over 400 for 15-20min.
MANUAL
2.5 TCI
2.9 TCI
3.5 V6
5-SPEED TRANSMISSION
WITH FLOOR SHIFT
5-SPEED TRANSMISSION
WITH FLOOR SHIFT
V5MT1
M5SR1
GEAR
1ST
3.918
3.915
RATIO
2ND
2.261
2.216
3RD
1.395
1.338
4TH
1.000
1.000
5TH
0.829
0.801
3.925
4.270
4.875
4.625
PUSH TYPE
PUSH TYPE
2.5
3.2
Manual Transaxle
- M5SR1 model
3rd 2nd
Rev.
1st
5th
Transfer
BRG " C "
- Diagram of Transmission
Manual Transaxle
M5ZR1
Items
4D56-TCI
M5SR1
KJ2.9, 3.5V6
A-2.5
TORQUE capacity
23kgm
Length (mm)
709.5 (2WD)
79.348
93
41
58
CASE type
2PIECES
3PIECES
REMOTE
SYNCH.
TYPE
40kgm
741.1 (2WD)
737 (4WD)
DIRECT
REMOTE
1st
DOUBLE
TRIPPLE CONE
2nd
3rd
SINGLE CONE
DOUBLE CONE
4th
SINGLE CONE
5th
rev.
Application
Terracan
SR, A-1
CONTROL
TOP COVER
concentrating type
C/SHAFT
concentrating type
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Manual Transaxle
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Manual Transaxle
5.1 General
Merit
Demerit
flywheel function.
clutch system.
2nd Mass
Damper
Spring
Clutch
Cover
F/W
1st Mass
Damper
Spring
Clutch
Cover
Spring
Spring
Clutch
Disc
Clutch
Disc
5.2 Structure
Drive Plate
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Manual Transaxle
LUK product
DAIKIN product
VALEO product
HMC / KMC
6. Overhaul
6.1 HTX
55
Manual Transaxle
In case of HTX manual transaxle, removal and installation of the input shaft assembly (Input
shaft + gear assembly) and output shaft assembly (Output shaft + gear assembly) are impossible
as one set. Be sure that the removal of input shaft assembly and output shaft assembly should be
followed after removing all gears from the two shafts.
When removing the differential assembly of the vehicle with 4WD, the one differential
hexagonal bolt should be removed and then the differential should be removed by slightly
leaning one side, taking care not to contact with the housing.
In the contrast, when removing the differential assembly of the vehicle with 2WD, there is no
need to remove the differential ring gear bolt due to the enough room comparatively.
When removing the 4-output shaft bearing cover (retainer) screws, seat the hexagonal wrench to
the groove of screw using a hammer or equivalent and then remove the screws.
- SST
TOOL
ILLUSTRATION
USE
09500-11000
Driver
09532-32000
09500-21000
Driver
09432-33300
Bearing installer
56
Manual Transaxle
09432-3A100
Gear installer
Installation of input/output
shaft gear and clutch hub
09431-3A000
09431-3A100
Clutch housing support
input shaft
- Disassembly
57
Manual Transaxle
1) Remove the rear cover.
09431-3A000
58
Manual Transaxle
9) Remove the reverse shift lever the reverse lever
spring set and the reverse idler shaft and gear.
15) Remove the 3rd/4th shift rod, the 3rd/4th shift fork
and the 3rd/4th shift rod end.
59
Manual Transaxle
16) Remove the 1st/ 2nd shift rod, the 1st/2nd shift fork
and the 1st/2nd shift rod end.
18) Remove the snap ring for the input shaft rear ball
bearing.
20) Remove the input shaft rear ball bearing and 5th
General tool
22) Remove the output shaft spacer and the snap ring.
60
Manual Transaxle
23) Remove the output shaft 4th/5th gear using the
General tool
general tool.
25) Remove the input shaft gear sleeve and 4th gear
using the general tool.
General tool
1) Gear sleeve
3) 4th gear
61
Manual Transaxle
5) Needle bearing
29) Remove the input shaft snap ring for the clutch hub.
62
Manual Transaxle
33) Remove the input shaft and 3rd gear using the
General tool
general tool.
General tool
general tool.
63
Manual Transaxle
39) Remove the output shaft synchronizer inner ring
and double cone.
45) Remove the output clutch hub and 1st gear using
General tool
64
Manual Transaxle
1) Spacer
3) Clutch hub
5) Synchronizer ring
7) Double cone
65
Manual Transaxle
9) Synchronizer inner ring
66
Manual Transaxle
49) Remove the output shaft bearing retainer cover
using the hexagonal wrench.
NOTE
Securely seat the removal tool to the groove of
retainer screw using a hammer or equivalent
and then remove the retainer.
67
Manual Transaxle
57) Remove the change rod oil seal and the differential
oil seal with a screwdriver or a suitable tool.
68
Manual Transaxle
- Reassembly
1) Install the new oil seal to the transaxle case using
the special tool.
5)
Suitable tool
69
Manual Transaxle
9)
70
Manual Transaxle
17) Install the special tool to the clutch housing.
09431-3A100
19) Install the output shaft clutch hub and 1st gear
09432-3A100
1) Needle bearing
3) 1st gear
71
Manual Transaxle
5) Synchronizer inner ring
7) Double cone
9) Synchronizer ring
72
Manual Transaxle
13) Spacer
73
Manual Transaxle
21) Install the output shaft needle bearing.
09432-3A100
special tool.
27) Install the input shaft snap ring for the clutch hub.
74
Manual Transaxle
29) Install the input shaft synchronizer ring.
09432-3A100
special tool.
33) Install the input shaft gear sleeve, 4th/5th gear and
09432-3A100
75
Manual Transaxle
37) Install the input shaft clutch hub, synchronizer ring
09432-3A100
76
Manual Transaxle
45) Install the input shaft reverse cone sleeve.
47) Install the input shaft rear ball bearing using the
09432-33300
special tool.
49) Install the snap ring for the input shaft rear ball
bearing.
51) Install the 1st/2nd shift rod, fork and rod end.
77
Manual Transaxle
53) Install the 3rd/4th shift rod, fork and rod end.
55) Install the 5th/Rev. shift rod , fork and rod end.
78
Manual Transaxle
61) Install the transaxle case.
63) Install the detent plug, the spring, the back-up lamp
switch, the steel ball, the lock nut and the snap ring.
6.2 M5EF1
79
Manual Transaxle
-DISASSEMBLY
1) Remove the drain plug and drain the oil
Rear cover
Bracket
NOTE
Be careful not to lose the springs or balls.
80
Manual Transaxle
5) Remove the lock nuts of the input shaft and the
output shaft.
Bracketnut
Lock
81
Manual Transaxle
11) Remove the fifth gear sleeve and then remove the
Snap ring
snap ring.
Transaxle case
Clutch housing
82
Manual Transaxle
15) Remove the output shaft bearing outer racer.
16) Remove the reverse shift lever.
Reverse shift lever
(09414-11000).
83
Manual Transaxle
20) Remove the input shaft assembly and the output
shaft assembly at the same time.
84
Manual Transaxle
24) Remove the driveshaft oil seal using the special
tool.
85
Manual Transaxle
- REASSEMBLY
1) Install the driveshaft oil using the special tool
(09431-21000).
09431-21000
NOTE
Insert the oil seal straightly.
2) Install the input shaft front oil seal using the special
tool (09431-23000).
09431-23000
NOTE
Do not reuse the oil seal.
86
Manual Transaxle
5) Install the differential gear assembly.
09414-11000
87
Manual Transaxle
CAUTION
Slit
Spring pin
Shift rail
09431-21200
88
Manual Transaxle
12) Install the output shaft bearing outer race and the
09500-11000
Standard value
Input shaft
0 ~ 0.15 mm
Output shaft
-0.05 ~ 0.10 mm
Differential
0 ~ 0.15 mm
89
Manual Transaxle
15) Apply the specified sealant to the clutch housing
side of the transaxle case.
Specified sealant: MS721-40
Transaxle case
Clutch housing
90
Manual Transaxle
20) Install the output shaft gear using the suitable tool.
Suitable tool
21) Install the rear bearing and spacer onto the input
Snap ring
shaft and then insert the snap ring. Install the 5th
speed gear sleeve.
the
synchronizer
ring
and
the
synchronizer hub.
23) Install the fifth speed gear shift fork and the
synchronizer sleeve at the same time.
91
Manual Transaxle
24) Installation of locking nut.
Shift transaxle into first speed with the control
lever and the select lever.
Engage the fifth speed sleeve to the fifth speed
gear.
Tighten the lock nut to the specified torque.
CAUTION
Do not reuse the lock nut.
25) Install the spring pin using the special tool (09414-
Slit
Spring pin
CAUTION
Do not reuse the spring pin.
Shift rail
92
Manual Transaxle
28) Install the speedometer driven gear assembly.
Shift rail
Bracket
Backup light
switch
93
Manual Transaxle
6.3 M5AF3, M5BF2
- DISASSEMBLY
1) Remove the control & select cable bracket.
Bracket
09414-11000
94
Manual Transaxle
5) To remove the lock nuts of input shaft and output
shaft, unstake the lock nuts.
Lock nut
Race
Stop plate
95
Manual Transaxle
9) Remove the fifth synchronizer sleeve and the 5th
shift fork.
09455-21000
09455-21000
Fifth
speed gear
96
Manual Transaxle
12) Remove the fifth speed gear sleeve and race.
Snap ring
Race
Reverse gear
shaft bolt
14) Remove the fifth & reverse shift rail poppet bolt.
97
Manual Transaxle
15) Remove the transaxle case mounting bolts (14EA)
and then the transaxle case.
98
Manual Transaxle
CAUTION
Be careful not to damage it when removing 1st2nd spring pin.
21) Remove the shift rail & fork for 3rd-4th & 5th-Rev.
Fork assembly
99
Manual Transaxle
22) Remove the shift rail & fork for 1st-2nd.
Bearing retainer
24) Pull out the input shaft from the clutch housing
100
Manual Transaxle
26) Remove the speedometer driven gear assembly.
101
Manual Transaxle
30) Remove the input shaft oil seal.
NOTE
When removing the control shaft, the lock pin should
be removed first.
102
Manual Transaxle
With holding and twisting the control shaft by hand,
pull the control shaft out of its position.
103
Manual Transaxle
- REASSEMBLY
1) Install the drive shaft oil seal using the special tool.
09431-21200
NOTE
Insert the oil seal straightly.
2) Install the input shaft front oil seal using the special
tool.
CAUTION
Do not reuse the oil seal.
09500-11000
09532-11500
104
Manual Transaxle
5) Install the control shaft assembly.
Rubber boot
shaft.
NOTE
Larger diameter of the neutral return spring (B) should
be toward the side wall of the clutch housing as shown
above.
Slide the control finger inside the inter lock plate,
Inter lock plate
Control finger
NOTE
The lug on the control finger should point in the same
direction as the control shaft lever.
105
Manual Transaxle
Insert the stopper plate.
Push the control shaft assembly into the clutch
housing support hole.
Push the lock pin through the control finger and
control shaft.
Neutral return spring (A)
assembly.
And insert the input shaft, inclining the output shaft.
CAUTION
Apply a three BOND 1303 on the hex-bolts
Bearing retainer
106
Manual Transaxle
9) Reassembly of the shift rail assemblies.
Place the first and second speed synchronizer
sleeve to the second gear position in order to get
installing space of 1st-2nd shift rail assembly.
Place the third and fourth speed synchronizer
sleeve to neutral position.
Install the shift rail and fork assemblies.
10) Reassembly of spring pin.
09414-11100
CAUTION
Do not reuse the spring pin.
Slit
Spring pin
Shift rail
107
Manual Transaxle
11) Install the reverse gear shaft and reverse gear.
13) Install the drive shaft oil seal in the transaxle case
09431-21200
CAUTION
Do not reuse the oil seal.
09432-22100
108
Manual Transaxle
16) Installation of spacer.
Solder
Solder
109
Manual Transaxle
Measure the thickness of the crushed solder.
Select and install the proper spacers.
ITEMS
Standard value(mm)
0.05T - 0.10T
0.05T - 0.17T
SELECTION EXAMPLE
Output shaft
- The thickness of the crushed solder : 1.72mm
- Standard value : 0.07T (mm)
1.72mm + 0.07mm = 1.79mm
Therefore, select the spacer of the 1.79mm
thickness.
17) Install the oil guide in the transaxle case.
Solder
110
Manual Transaxle
19) Install the transaxle case onto the clutch housing
assembly and tighten the bolts.
Tightening torque
Transaxle case: 35~42Nm (350~420kgcm, 26~31lbft)
111
Manual Transaxle
22) Install the 5th-REV, shift rail poppet bolt.
23) Install the output shaft gear using the special tool.
09432-33300
24) Install the rear bearing, spacer, snap ring and 5th
gear sleeve.
Snap ring
CAUTION
Place the oil groove of synchronizer hub toward
the fifth speed gear.
112
Manual Transaxle
26) Install the stop plate.
Stop plate
Race
28) Install the 5th shift fork and the 5th synchronizer
sleeve at the same time.
113
Manual Transaxle
Stake the lock nut.
30) Install the spring pin using the special tool or pin
punch.
CAUTION
09414-11000
Slit
Spring pin
rail.
Shift rail
114
Manual Transaxle
33) Install the rear cover bolts (8EA) and the rear
Rear cover
cover.
Bracket
115
Manual Transaxle
6.4 M5GF1
- DISASSEMBLY
1) Remove THE TRANSAXLE MOUNTING BRACKET.
116
Manual Transaxle
6) Remove the clutch release fork shaft and the
release bearing sleeve.
Clutch release
fork shaft
117
Manual Transaxle
Snap ring
118
Manual Transaxle
15) Remove the fort shift (3rd & 4th)
119
Manual Transaxle
19) Remove the differential assembly.
09455-32200
seal.
23) Remove the shift arm and the select arm from the
transmission case.
120
Manual Transaxle
-REASSEMBLY
1) Install the drive shaft oil seal using the special tool
09500-11000
09431-39000
NOTE
Insert the oil seal straightly.
121
Manual Transaxle
6) Install the output shaft assembly and the input shaft
assembly.
122
Manual Transaxle
10) Install the fork shift (5th & Rev).
123
Manual Transaxle
14) Install the select lever, the shift lever and the oil
seal.
15) Install the side cover and the reverse idler gear
assembly.
16) Install the poppet ball assembly.
18) Install the clutch release fork shaft and the release
bearing sleeve.
Clutch
release
fork shaft
124
Manual Transaxle
19) Install the speedometer driven gear.
125
Manual Transaxle
Appendix
- Variation
Vehicle
HMC
MX
ATOS
Engine Volume
Model
0.8S, 1.0S,
M5EF1
0.8 TCI
LC
Accent
M5AF3
1.6
FC
Matrix
M5BF2
XD
Elantra
M5BF2
2.0DI
M5GF1
M5GF1
EF '03MY
XG
LZ
EF Sonata
XG350
Centennial
YJ
2.7
M5GF1-1
2.0, 2.5
M5GF1-1
M2
Santamo
2.0, 2.0F
FO
TRAJET XG
SM
SANTA FE
GALLOPER
QA F/L
KM206, KM210
M5GF1, HTX
TERRACAN
HTX
KM135M, V5MT1
T/F: MECH
A1
H-1
KM135M, M5ZR1
T/F: EST
AU
H-100 Truck
M5ZR1
AH
KM135M, M5ZR1
SR
2.5TC/TCI (4D56),
M5SR1, M5ZR1
A-2.5TCI, 3.0F
TB
LC '03MY
MC
XD F/L
Getz
M5AF3
1.5DI
M5BF2
Accent
M5AF3, M5BF2
M5/6CF1
AVANTE XD
126
M5BF2, M5GF1
Manual Transaxle
HD
GK
M5BF2, MFA60
JM
M5GF1 (4WD)
NF
M5/6GF2
M5GF1-1
M5/6GF2
XG '03MY
TUSCANY/Coupe
XG350
TG
FO/SM
SM
TRAJET/SANTA FE
SANTAFE
3.5
M5HF1 MODIFY
-
PO
M5/6GF2
CM
M5/6GF2
A1 F/L
STAREX
2.5TCI(4D56),
M5SR1, M5ZR1
A-2.5TCI
T/F: EST
TQ
M5TR1
HR
A2.5DI, 2.6DI
M5TR1
A2.5TDI
M5TR1
M5SR1
SR
LIBERO
TN
KMC
M5/6CF1,2
TR, TS
TOWNER
0.8, 0.8F
A8S5
Joice
2.0, 2.0F
KM206, KM210
MXL
VISTO
PRD
PRIDE
B5M
RIO
ST-C
SD F/L
SPECTRA
1.5, 1.8
ST-C, T5M
UK F/L
SPECTRA WING
ST-C, T5M
RS
CARENS
MS F/L
OPTIMA
ETP
ENTERPRISE
2.5, 3.0
GQ
CARNIVAL
DS
BC
M5EF1
T5M, M5BF2
M5GF1
HTX
SPORTAGE
2.0DI
GT10
JL F/L
RETONA
2.0, 2.0DI
GT10
CT
PREGIO
2.7DI, 3.0DI
RT10
TU
FRONTIER
2.7DI, 3.0DI
RT10
AW
FRONTIER 1.3
3.0DI
RT10
SA
Picanto
127
M5EF2
Manual Transaxle
TC
LD
RS F/L
CARENS
UN
MS UPGRADE
M5AF3
ST-C, M5BF2, M5GF1
ST-C, M5BF2, M5GF1, T5M
M5GF2
M5GF1
MG
M5/6GF2
GH
NL
2.0,2.7,2.0 DSL
M5GF1 (4WD)
BL
VQ
LT
CT, TU F/L
M5UR1
HTX2
LCV (FR)
2.5DI, 2.9DI
M5SR1, M5UR1
PREGIO, FRONTIER
M5ZR1, M5TR1
128