MTT2 Instructor Guide

MANUAL TRANSAXLES, TRANSFER CASES, AND DIFFERENTIAL CONTROLS

MitsubishiAcademy.com

INSTRUCTOR GUIDE

Course

Guide

MTT2Instructor

Course Guide

Manual Transaxles, Transfer Cases, Differentials

Instructor Course Guide

DIAMONDPRO CERTIFIEDTECHNICAL TRAINING

Course DescriptionThis course will familiarize technicians with the current manual transaxles, transfer cases, and differential assemblies and their controls systems used in Mitsubishi vehicles.

A solid understanding of the operating principles along with the hands-on disassembly and reassembly procedures presented here will improve Mitsubishi technician Fixed Right the First Time performance and thus, dealership CSI scores.

2Course Guide Mitsubishi Motors North America, Inc.

Manual Transmission and Transfer Case Course Guide - Instructor

Course

Guide SAFETY IS YOUR RESPONSIBILITY

This section is for use by professional Mitsubishi Motors dealership service technicians. The descriptions and procedures in this publication supplement existing service manuals, technical service bulletins, and other documents provided by Mitsubishi Motors North America, Inc. (MMNA). As a result, the use of these sources may be required to ensure a proper repair.

Within this section there are Notes, Cautions, and Warnings. These references provide guidance to help you do your job efficiently and safely. The definitions for these terms are listed below.

NOTEA Note exists to help you do your job more efficiently. A Note may also provide additional information to help clarify a particular point or procedure.

CAUTIONA Caution alerts you to the possibility of damage to either tools, equipment, or to the vehicle itself. A Caution recommends that a procedure must be done in a certain way to avoid potential problems resulting from improper technique or method.

WARNINGA Warning alerts you to the highest level of risk. Warnings inform you that a procedure must be done in a particular way to minimize the chances of an accident that could result in personal injury or even loss of life.

Note

Caution

!

When you see a Note, Caution, or Warning, be sure you understand the message before you attempt to perform any part of a service procedure. Also keep in mind it is impossible for MMNA to anticipate or evaluate every service situation a technician may encounter. For that reason, you have the final responsibility for personal safety–yours and those working around you. Be sure to always wear proper protective clothing and safety equipment, use the proper tools, and follow the repair procedures as outlined in various service publications provided by MMNA.

No part of this publication may be reproduced, stored electronically, or transmitted in any form or by any means without prior written approval from Mitsubishi Motors North America, Inc. MMNA reserves the right to make changes in the descriptions, specifications, or procedures without prior notice or obligation.

Copyright © 2015 Mitsubishi Motors North America, Inc.Corporate Technical Training Department

3Course GuideMitsubishi Motors North America, Inc.

Manual Transmission and Transfer Case Course Guide - InstructorC

ourseG

uideTable of Contents Course Title and Code ……………………………………………………………....… 4 Course Length ………………………………………………………………………….. 4 Intended Audience …………………………………………………………………….. 4 Class Size ……………………………………………………………………………….. 4 Student Materials ……………………………………………………………………….. 4 Instructor Materials ……………………………………………………………………... 4 Activity and Demonstration Parts ……………………………………………………… 5 Shop Equipment ………………………………………………………………………… 5 Vehicles ………………………………………………………………………………….. 5 Activity Preparation ……………………………………………………………………… 6 Course Description ……………………………………………………………………… 7 Course Goals ……………………………………………………………………………. 7 Prerequisites ……………………………………………………………………………. 7 Symbols …………………………………………………………………………………. 8 Student Guide Contents ……………………………………………………………….. 8 Schedule ………………………………………………………………………………… 8 Suggestions for Successful Completion ……………………………………………... 9 Student Evaluation ……………………………………………………………………… 9 Course Achievement Worksheet ……………………………………………………… 10 Personal Safety …………………………………………………………………………. 11 Student Guide Navigation ……………………………………………………………… 12 Prerequisite Review …………………………………………………………………….. 13



Course

Guide Manual Transaxles, Transfer Cases, and

Differential Controls (MTT2)

3 Days

All Mitsubishi Service Technicians

4-8 participants

MTT2 Student Guide Contents:• Prerequisite Review Questions• Section 21.00A - Clutch Operation• Section 22.01A - Gears, Bearings, and Synchronizers• Section 22.02A - F5M42 Transaxle• Section 22.03B - F5MBB Transaxle• Section 22.04B - F5MBD Transaxle• Section 22.05B - W5M6A Transaxle• Section 22.06A - Transfer Cases & Differential Control Systems• Daily Quizzes• Course Achievement Worksheet• Name Tents

• MTT2 Instructor Guide• PowerPoint Slides

Videos used in this course are linked to movie projector icons and located on the slides where the clips are to be shown. To use this feature, follow these steps before class begins.

Step 1: Before opening the MTT2 PowerPoint file, open Windows Media Player and maximize to full screen. Leave it run in the background during the entire PowerPoint presentation. (Don’t close the media player.)

Step 2: Open the MTT2 PowerPoint file. Step 3: To play a video clip, click the projector icon on the slide. When the clip is finished playing, press ALT ESC on the keyboard to return to the current PowerPoint slide.

This feature keeps the media player running in full screen mode and eliminates opening, closing, and resizing the player for each video clip.

Course Title and Code

Course Length

Intended Audience

Class Size

Student Guide Materials

Instructor Materials



ourseG

uide• Push Type Clutch (1)• Pull Type Clutch (1)• Clutch Release Bearing (instructor choice)• Clutch Slave Cylinder (instructor choice)• DOT 3 or DOT 4 Brake Fluid• F5MBB Transaxles (2)• F5MBD Transaxles (2)• W5M6A Transaxles (2)• ACD Hydraulic Control Unit (1)• Steering Angle Sensor (if available)• AYC Rear Differential (1)• ACD/AYC Hydraulic Control Unit (1)• Active Rear Differential Electronic Coupling (1)• Super Select Transfer Case Cover (1)

• Hydraulic Press• Special Tools (identified in each Skill Section)• Petroleum Jelly• MUT-III Scan Tool (2)• Feeler gauges (2)• Snap Ring Pliers (2)• Hand Tools

• Outlander or Outlander Sport (AWD)• Lancer Ralliart

Activity and Demonstration Parts

Shop Equipment

Vehicles



Course

Guide Instructor Preparation Section 21.00A - Clutch Operation

• Gather pass around parts. • Lecture with Section 1 PowerPoint slides.

Section 22.01A - Gears, Bearings, Synchros • Lecture with Section 2 PowerPoint slides.

Section 22.02A - F5M42 Transaxle • Lecture with Section 3 PowerPoint slides.

Section 22.03B - F5MBB (ZC) Transaxle • Verify Special Tools and hand tools are available.

Section 22.04B - F5MBD (EL) Transaxle • Verify Special Tools and hand tools are available.

Section 22.05B - W5M6A (EVO) Transaxle • Play W5M6A video (W5M6A.avi) before students begin the Skill Section • Verify Special Tools and hand tools are available.

Section 22.06A - Transfer Cases and Differential Control Systems • Gather pass around parts • Vehicles • MUT-III Scan Tools • Lecture with Section 7 PowerPoint slides.



ourseG

uideCOURSE DESCRIPTION The course details the operation of manual transaxles, transfer cases, and differential control systems used with Mitsubishi vehicles.

A solid understanding of the topics presented here will improve the technician’s Fixed-Right First Time performance and dealership CSI scores.

COURSE GOALS • Describe clutch operation and principles of diagnosis / repair.

• Describe gear ratio characteristics, gear designs, and diagnosis.

• Identify synchronizer designs and appropriate diagnosis procedures.

• Identify various bearing designs, their uses, and diagnosis procedures.

• Familiarize technicians with transaxle operation and diagnosis. F5M42, F5MBD, F5MBB, W5M6A

• Familiarize technicians with transfer case operation and diagnosis.

• Familiarize technicians with differential control systems.

PREREQUISITES Successful completion of the following courses is required for enrollment in this course. Consult MitsubishiAcademy.com for details.

• Electrical Systems 1 (ES1 or ELFB or ES1W)• MEDIC 2 (MED2)• MEDIC 3 (ME3W)• Scan Tool Viewer (STV or STV 2 or STV3)• Manual Transmission Fundamentals (MTFW)

Student Course Guide-3a

Student Course Guide-3b

Student Course Guide-3c



Course

Guide

SCHEDULE • Prerequisite Review• Clutch Operation• Gears, Bearings, and Synchronizers• F5M42 Transaxle• F5MBB Transaxle• F5MBD Transaxle• Day 1 Exam

• W5M6A Transaxle• Transfer Cases & Differentials• Day 2 Exam

• Transfer Cases & Differentials (cont.) • Day 3 Exam

DAY 1

DAY 2

SYMBOLS

Symbols are used throughout the course to aid in navigating the sections.

The Student Guide includes the following elements.• Prerequisite Review Questions (Front pocket)• Name Tent (Front pocket)• Day 1, Day 2, and Day 3 Quizzes (Front pocket)• Course Achievement Worksheet (Front pocket)• Course Guide• Section 21.00A - Clutch Operation• Section 22.01A - Gears, Bearings and Synchros• Section 22.02A - F5M42 Transaxle• Section 22.03A - Transfer Cases• Section 22.04B - F5MBB and F5MBD Transaxles• Section 22.05B - W5M6A Transaxle• Section 22.06A - Transfer Cases & Differential Control Systems

CSI Pay special attention to these details asthey help Diagnose Customer Concernscorrectly to Fix It Right The First Time.

Activity Perform the related activity and answer therelated questions.

FeedbackComplete the Knowledge Check to verifyyour understanding of the materials.

Slide Course Guide-4a

Slide Course Guide-4b

STUDENT GUIDE CONTENTS

DAY 3



ourseG

uide

Take advantage of your time during this course to get the most from it.

Make notes or drawings any place in the StudentGuide to help recall the details later.

One of the main goals of Mitsubishi Training is to provide as much individual instruction as possible. If you do not understand something in the classroom or shop, ask your instructor to clarify the point.

Hands-on activities offer the opportunity to work as part of a team. Rotate your roles in the team so that everyone has a chance to complete the exercise. Only by actively participating will you learn from the experience.

The training course is an opportunity to learn successfully in a controlled environment under the guidance of a trained instructor. Learn from your mistakes, practice good safety habits, and use equipment and vehicles properly. Have a good experience here and return to your dealership with confidence in your abilities as a trained professional.

Because Mitsubishi technical training is competency based, hands-on activities comprise 45% of the student’s evaluation. The instructor will observe and evaluate each technician’s performance, offering assistance when necessary.

Summaries and Knowledge Check questions wrap up each course section. Technician participation in these activities comprises an additional 10% of the evaluation.

Daily exams contribute to the final 45% of the evaluation.

SUGGESTIONS FOR SUCCESSFUL COMPLETION

Spend the Time Wisely

Take Notes

Ask Questions

Teamwork

Learn From Your Mistakes

STUDENT EVALUATION

Skill & Diagnosis Activities

Summaries and Knowledge Checks

Written Exams

Student Course Guide-5a

Student Course Guide-5b



Course

Guide COURSE ACHIEVEMENT

WORKSHEET

Manual Transaxles and Transfer Cases (MTT2)Technician Course Achievement Worksheet

Student Name: _________________________ Course Dates: _______________________________________

SKILL ACTIVITIES (60%) Possible Instructor’s Actual Points Verification Points

F5MBB Transaxle Assembly 10 _______ _____F5MBD Transaxle Assembly 10 _______ _____W5M6A Transaxle Assembly 10 _______ _____Transfer Case Electronic Diag 15 _______ _____ Total 45 _______ _____

Instructor Comments:

QUIZZES (30%) Day 1 Quiz (15 points possible) _______

Day 2 Quiz (15 points possible) _______

Day 3 Quiz (15 points possible) _______

(45 points possible) _______

FINAL GRADE SUMMARY(Minimum 80% = Passing Score)

Skill Activities (45 points) _______

Quizzes (45 Points) _______

Participation (10 points) _______

TOTAL _______

Mitsubishi Motors North America, Inc. 03/2015

Dealer Name: __________________________ Dealer Code: __________ Instructor: __________________

Course Guide-6a



ourseG

uidePERSONAL SAFETY




Within the student guide are Notes, Cautions, and Warnings. These references provide guidance for job efficiency and safely. Definitions for these terms are listed below.

Note

Caution

!



Course

Guide

Slide NumbersNumbers at the lower right corner of each slide aid in student guide navigation.

• Section number indicates the topic. • Student Guide page number follows. • Completing the identification is a lower case letter indicating the position on the slide on the page: a = Top b = Middle c = Bottom

22.00A = Clutch Operation 9 = Section page # a = Top of page

STUDENT GUIDE NAVIGATION

Printed on the edge of each page are section number tabs (for example, 22.03A as shown at right).

Page numbers are located on the lower outside corner of each page (for example, 22.03A 16 as shown at right). Simply thumb through the pages to find a specific page number. Slide Course Guide-8a

Slide Course Guide-8b

Pressure Plate Diaphragm

Clutch Pedal Depressed(Clutch Disengaged)

Release Bearing Movement (Pull)

Pivot Point

Clutch Disc

Clutch Release Fork

Transaxle Input Shaft

21.00A-9a



ourseG

uideTo ensure the information presented in the prerequisite courses (ES1, MEDIC, STV, and MTFW) has been mastered, students will complete the enclosed review questions. It does not count toward the final score but is useful for reviewing elements of electrical system basics, the use of Mitsubishi’s scan tool, and technician ability to research information using MEDIC. With the previously completed courseware thoroughly in mind, all students begin the Climate Control course fully prepared.

PREREQUISITE REVIEW

21.00A


Instructor Guide

Clutch Operation

Section DescriptionThis section details clutch operation and the activation mechanisms used with Mitsubishi vehicles. This includes the flywheel, pressure plate, and clutch disc. Also explained are pull-type vs. push-type clutches.

Theory Section

21.00A

1Section 21.00A Mitsubishi Motors North America, Inc.

Manual Transaxle Clutch Operation

21.00A

SAFETY IS YOUR RESPONSIBILITY






Note

Caution

!When you see a Note, Caution, or Warning, be sure you understand the message before you attempt to perform any part of a service procedure. Also keep in mind it is impossible for MMNA to anticipate or evaluate every service situation a technician may encounter. For that reason, you have the final responsibility for personal safety–yours and those working around you. Be sure to always wear proper protective clothing and safety equipment, use the proper tools, and follow the repair procedures as outlined in various service publications provided by MMNA.



Mitsubishi Motors North America, Inc. 2Section 21.00AMitsubishi Motors North America, Inc.

Manual Transaxle Clutch Operation21.00A

Table of Contents Section Introduction Section Goal ………………………………………………………………...…… 3 Section Objectives ………………………………………………………………. 3 Needed Materials ……………………………………………………………….. 3 Time to Complete ……………………………………………………………….. 3 Clutch Overview ..……….………………….…………………………………………… 4 Function …………………………………………………………………………………. 5 Push-Type Clutch Components and Operation …………………..…………………. 6 Pull-Type Clutch Components and Operation ……………………………………….. 8 Flywheel …………………………………….…………………………………….……… 11 Clutch Assembly ………………………………………………………………………… 12 Clutch Disc ………………..…………………………………….……………………….. 13 Release Bearing ……………………………………………………………….……...… 14 Pilot Bearing …….…..…………………………………………………………………… 16 Cable Clutch Control System ………………………………………………………….. 16 Starter Interlock Switch …………………………………………………………………. 19 Cruise Control and One-touch Start Interlock Switch ………………………………. 20 Cable Clutch System Adjustments ……………………………………………………. 21 Hydraulic Clutch Control ………………………………………………………………... 22 Master Cylinder …………………………………………………………………………. 23 Slave Cylinder …………………………………………………………………………… 24 Concentric Slave Cylinder ……………………………………………………………… 25 Hydraulic Fluid ………………………………………………………………………….. 26 Hydraulic Clutch System Bleeding ……………………………………………………. 27 Hydraulic Clutch System Adjustments ……………………………………………….. 29 Clutch Inspection Areas ………………………………………………………………... 30 Section Summary ………………………………………………………………………. 31 Knowledge Review Questions ………………………………………………………… 35



21.00A

SECTION GOAL

SECTION OBJECTIVES After completing this section, you will be able to perform the following tasks.

• identify the components of both push-type and pull-type clutch designs.• explain the unique method of disengaging the clutch release bearing for transaxle removal.• explain the reason small amounts of slipping in a clutch is normal.• describe the components that operate when the clutch is released (pedal down) and engaged (pedal up).• identify the two friction surfaces against which the clutch disc operates.• identify the components that force the clutch disc against the flywheel.• explain the purpose of a pilot bearing in RWD transmission applications.• identify the clutch component subject to the highest wear.• identify the proper hydraulic fluid required.• identify the components of a hydraulic clutch control system.• describe clutch adjustment procedures.

NEEDED MATERIALS

TIME TO COMPLETE

Section 21.00A only.

About 2 hours

Slide 21.00A-3a

Slide 21.00A-3b

This section details clutch operation and the activation mechanisms used with Mitsubishi vehicles. This includes the flywheel, pressure plate, and clutch disc. Also explained are pull-type vs. push-type clutches.

t



Clutch Overview

Slide 21.00A-4a

The purpose of the clutch is to engage and disengage power from the engine to the transmission. The clutch allows the driver to gradually apply engine torque to the driveline when the vehicle first starts out. The clutch also allows the driver to momentarilydisconnect engine torque so the transmission and driveline are not damaged during gear shifts. Finally,the clutch allows the driver to disconnect the enginefrom the driveline when the transmission is in gearand/or the vehicle is stopped.

Currently Mitsubishi uses a single dry friction disc operated by a clutch pedal through a hydraulic control system.



21.00A

The driver releases the clutch by depressing the clutch pedal. To prevent the engine from over-revving with no load on it, the driver should also release the accelerator pedal.

The driver engages the clutch by gradually releasingthe clutch pedal while slowly depressing the accelerator pedal as the load on the engine increases.

When the driver depresses the clutch pedal, enginepower is disconnected from the transmission to allow engine starting, idling in gear at a stop, changing gears or reversing vehicle direction.

When the driver releases the clutch pedal, enginepower is applied to the transmission to propel thevehicle.

Slide 21.00A-5a

Clutch Released(Pedal Down)

AcceleratorClutch

Clutch Engaged(Pedal Up)

Function



Slide 21.00A-6a

Currently, Mitsubishi uses a push-type clutch (shown above and below) for most applications.

Push-Type Clutch Components and Operation

FlywheelClutch

Disc

Pressure Plate

Release Fork

Release Bearing

ReturnSpring

When the clutch pedal is released (up), the diaphragm spring forces the clutch disc (splined to the transaxle input shaft) tightly between the flywheel and the clutch pressure plate. The clutch assembly then rotates at crankshaft speed. While engaging and disengaging the clutch, the disc slips slightly until the input shaft reaches crankshaft speed. A small amount of slip is normal and provides a smooth engagement. Excessive slip will quickly wear out the disc’s friction material, and in severe cases, wears the flywheel and pressure plate as well.

Slide 21.00A-6b



21.00A

When released, a cable or hydraulic slave cylinder operates the clutch release fork, forcing the release bearing against the diaphragm spring fingers. These fingers pivot and move the pressure plate away from the clutch disc. With the engine running, the pressure plate and the release bearing spin, but the disc is free to stop.

Slide 21.00A-7a

Clutch Released (Pedal Down)


Clutch Pedal Down(Clutch Released)

Release Bearing Movement (Push)

Pivot Point

Clutch Disc

Clutch Release Fork



Clutch Pedal Depressed(Clutch Engaged)

Release Bearing Movement (Push)

Pivot Point

Clutch Disc

Clutch Release Fork


Slide 21.00A-7b

As the pedal is released, the release fork allows the diaphragm fingers to push the release bearing back, causing the spring to squeeze the clutch disc friction surfaces between the pressure plate and the flywheel. Since the clutch disc is splined to the input shaft, the shaft now rotates at engine speed.

Clutch Engaged (Pedal Up)



Used with 2000-2005 Eclipse Spyder and 2003 and newer Lancer Evolution, a pull-type clutch is shown in the drawing above and picture below.

Slide 21.00A-8a

Pull-Type Clutch Components and Operation

The requirement to increase pressure plate diaphragm spring tension (clamping force) while maintaining low pedal effort was met by replacing the push-type clutch with a pull-type design. By increasing the distance between the force point and the pivot point, the effort required to compress the diaphragm springs is reduced because of the higher mechanical advantage.

Slide 21.00A-8b

Flywheel

Clutch Disc

Pressure Plate

Release Fork

Release Bearing

ReturnSpring

ReturnSpring



21.00A

Slide 21.00A-9a


Clutch Engaged (Pedal Up)


Clutch Pedal Depressed(Clutch Disengaged)


Pivot Point

Clutch Disc

Clutch Release Fork


When the pedal is depressed, the clutch fork pulls the release bearing and diaphragm spring away from the flywheel. As the diaphragm spring pivots, the pressure plate moves away from the clutch disc.


Clutch Pedal Released(Clutch Engaged)


Clutch Disc

Clutch Release Fork


Pivot Point

Slide 21.00A-9b

As the pedal is released, the release fork allows the clutch release bearing, and pressure plate to move toward the flywheel. The diaphragm spring pivots pressing the disc against the flywheel which causes the clutch assembly and transaxle input shaft to turn at engine speed.



Slide 21.00A-10a

With the pull-type clutch, the release bearing is mechanically connected to the clutch diaphragm spring. Before removing the transaxle, the clutch release bearing must be disengaged from the clutch diaphragm spring.

As discussed in the Tech Talk article (Volume 80) follow these procedures to release the lock ring retaining the throw out bearing to the diaphragm spring.

1. Remove the rubber plug in the bell housing.2. Insert a long flat-blade screwdriver into the access hole between the bearing and the gold- colored retaining ring.3. Press the release fork slightly toward the transaxle while twisting the screwdriver counterclockwise and depressing the gold-colored ring. The ring should move forward and release from the diaphragm.

Reinstall the transaxle. To engage the clutch release bearing with the diaphragm spring, simply move the clutch fork toward the transaxle until the ring pops into the groove of the bearing inner race.



21.00A

Flywheel

Slide 21.00A-11a

The flywheel is a large steel disc bolted to the end of the crankshaft. It is used to dampen engine vibration from cylinder firing pulsations and acts as one friction surface for the clutch disc to work against. The flywheel also draws off heat from the clutch disc.

Contact between the flywheel and disc will naturally cause hot spots, grooves, thermal cracks and/or concave warpage. Except with stepped flywheels, resurfacing to remove minor grooves or scoring can be performed, as long as no more than 0.020 in. (0.5 mm) is removed. After machining, make certain any clutch alignment dowel pins are reinstalled.

Removing too much metal may result in a no-release condition, since the flywheel and clutch assembly has been moved away from the release mechanism. An over-machined flywheel can also destroy the heat sink capacity. Conversely, if the flywheel is not returned to like-new flat condition, power transfer and component life will be minimized by chatter, slipping, and heat build-up.

Some flywheels utilize a step configuration, where the flywheel mounting surface is higher or lower than the actual wear surface. It is imperative to maintain the proper step or recess dimension. Some Mitsubishi vehicles have used flexible (dual mass) flywheels to further reduce vibration.

Flywheel Inspection



Clutch Assembly

Slide 21.00A-12a

Pressure Plate

Diaphragm Spring Clutch Cover

The clutch cover assembly bolts to the flywheel androtates at engine speed. The diaphragm spring is alarge conically shaped spring that forces the pressure plate against the clutch disc under enough pressure to prevent the clutch from slipping under full engine torque. The pressure plate is a machined disc that bears on the clutch disc friction surface when the clutch is engaged.

The pressure plate is susceptible to wear, particularlywhen the clutch is operated without sufficient free play. It can also be damaged by a severely worn clutch disc and from overheating due to clutch slippage.

Inspect the pressure plate for cracks, grooves, burned areas, scoring, and warpage. Also check for broken or worn diaphragm springs.

Slide 21.00A-12b

Check the diaphragm spring ends for wear and uneven height. Replace the clutch cover if wear is evident or height difference exceeds 0.020 inch.

Clutch Cover Inspection



21.00ASlide 21.00A-13b

Clutch Disc

Slide 21.00A-13a

The clutch disc is comprised of a metal hub splined to the input shaft of the transmission, and a thin metal disc faced with friction material. Small torsional springs connect the hub to the metal disc, and help cushion clutch engagement for smoother operation without chattering.

Rivet Depth

Check for loose rivets, uneven contact, evidence of seizure, or oil contamination. If defective, replace the clutch disc. Replace the clutch disc if the rivet depth reading is less than 0.012 inch. Check the torsion springs for play and damage. If defective, replace the clutch disc. Place the clutch disc on the input shaft and verify it slides easily along the splines. If poor sliding condition is evident, clean, reassemble, and recheck. If excessive play is evident, replace the clutch disc and/or input shaft.

Clutch Disc Inspection



Release Bearing

Slide 21.00A-14a

The release bearing, also called a “throw-out” bearing, is a permanently lubricated and sealed ball-type thrust bearing. The release fork forces the release bearing against the release fingers to disengage the clutch.

Since the release bearing is permanently lubricated, it should never be cleaned with solvent as this could destroy the lubricant.

Depress the pedal until the clutch just engages. This is the point where the release bearing is just contacting the pressure plate fingers. If a squealing or chirping sound is heard, suspect a worn release bearing.

Release Fork and Cross Shaft

Release Bearing Inspection(Noise)

Clutch Disc

Pressure Plate

Release Fork

Release Bearing

ReturnSpring

Slide 21.00A-14b

As with this Mirage example, a cable operated clutch uses a cross shaft spanning the bell housing either horizontally or vertically. A cable connects to a large lever at one end of the shaft. A release fork is pinned to the shaft and fitted with one or more springs to return the clutch to its disengaged position.

Instructor Note:Lead a discussion of components which should be inspected during clutch service.



21.00A

Clutch Disc Pressure

Plate

Release Fork

Release Bearing Return

Spring

ReturnSpring

SlaveCylinder

CrossShaft

Some hydraulic systems use a cross shaft. A slave cylinder operates the release shaft lever instead of a cable as in this Lancer Evolution example.

Slide 21.00A-15a

Clutch Disc Pressure

Plate

Release Fork

Release Bearing

Release Fork Pivot

SlaveCylinder

Slide 21.00A-15b

Some vehicles (2.4L Eclipse shown) use a release fork that pivots on a fulcrum screwed into the clutch housing. The forked end fits behind the release bearing. The other end protrudes through the clutch housing and connects to a hydraulic slave cylinder.

Wear Inspection Areas

Release Bearing

Return Springs

CrossShaft

BushingsShims

Front Bearing Retainer

Release Fork Pivot

Inspect the areas shown above for wear. Replace as necessary.

Slide 21.00A-15c

Instructor Note:Use this slide to explain clutch operation as detailed on the following page.



Slide 21.00A-16a

Pilot Bearing

CrankshaftInput Shaft

Pilot Bearing

Used with Raider, a pilot bearing mounts inside the crankshaft rear flange to support the transmission input shaft. This added support ensures that the clutch disc stays in proper alignment with the pressure plate and flywheel.

Typically a pilot bushing is used with transaxles.

Slide 21.00A-16b

CABLE CLUTCH CONTROL

Cable Connection

Snap Pin

Clevis Pin

Pedal Stops

Interlock Switch

(Stater)

Interlock Switch

(OSS & Cruise Control)

Clutch PedalFreeplay

Adjustment

The cable clutch control system provides a mechanical link between the clutch pedal and the clutch release lever. The system is designed to provide a mechanical advantage to decrease pedal effort disengaging the clutch.



21.00A

As the clutch pedal is depressed, the pedal pivots on the support shaft, and pulls the inner clutch cable toward the rear of the vehicle. Since the cable connects to the clutch release lever mounted in the bell housing, the lever and fork rotate forward, releasing the clutch. The cable sheath is held stationary by a cable bracket on the transmission.

As the clutch pedal is released, a return spring mounted on the clutch release lever pulls the lever and the release fork to the rear. When the release lever moves, it pulls the inner cable toward the transaxle. This pulls the clutch pedal back until it contacts a stop bolt. The stop bolt is adjustable and establishes clutch pedal height. Models with One-touch Start System (OSS) and cruise control have a switch attached to the stop bolt to indicate when the clutch is disengaged.


Clutch Released (Pedal Up)

Clutch Cable Free Play Adjustment

A

Clutch Cable

Adjustment Nut

Bushing Protrusion

Slide 21.00A-17a

As used with current Mirage, the free play adjustment nut sets the clutch pedal free play by moving the outer cable toward or away from the cable holder. This adjusts the overall length of the cable sheathing to compensate for cable stretch and clutch disc wear. A certain amount of free play is necessary to ensure that the clutch is fully engaged.

Further adjustment details are located on page 21 of this section.


Manual Transaxle Clutch Operation21.00ARelease Lever Shaft and Fork

Slide 21.00A-18a

Clutch CableAttachment

Release ForkRelease

ShaftRoll Pin

The clutch cable connects to the release lever shaftwhich pivots the release fork. Two roll pins, or springpins, secure the release fork to the release lever shaft.

.

.

Return Spring

Roll Pins

Slide 21.00A-18b

A coil spring returns the clutch to its engaged position when the driver lets up on the clutch pedal.

The roll pins can break resulting in the release forkrotating on the shaft. The clutch lever operates, but the clutch won’t disengage. To minimize breakage, the roll pins should always be installed so the split lines up with the direction of force.



21.00A

Starter Interlock Switch

Slide 21.00A-19a

The Starter Interlock Switch prevents starting the engine unless the clutch pedal is depressed. This prevents the vehicle from lurching forward if clutch is engaged with the transaxle in gear.

OhmmeterConnection

Pedal Position Specification

Fully Depressed

Released

2 ohms or less

Open Circuit

1-2

ENGINE CONTROL MODULE

OSS-ECU

VEHICLES WITHOUT KOS

VEHICLES WITH KOS

IGNITION SWITCH (ST)

JUNCTIONBLOCK

BATTERY

STARTER

FUSIBLE LINK

RELAY BOX

SBF3

STARTER RELAY

CLUTCHINTERLOCKSWITCH(STARTER RELAY)

JOINTCONNECTOR (2)

Slide 21.00A-19b

The Starter Interlock circuit used with the current Mirage is shown above.



Slide 21.00A-20b

Interlock Switch (Cruise Control and One-touch Start System)

Slide 21.00A-20a

OhmmeterConnection

Pedal Position Specification

Fully Depressed

Released 2 ohms or lessOpen Circuit1-2


CRUISE CONTROL SWITCH

CLOCK SPRING

(FUSE )7

TAILLIGHT RELAY

THROTTLE BODY ASSEMBLY

<M/T>

OSS-ECU

ACCELERATOR PEDAL POSITION SENSOR

HALL IC(MAIN)

HALL IC(SUB)

CLUTCH INTERLOCK SWITCH (FOR CRUISE CONTROL SYSTEM AND OSS)

HALL IC(SUB)

HALL IC

THROTTLE POSITON SENSOR

(MAIN)

THROTTLE ACTUATORCONTROLMOTOR

This interlock switch signals the ECM to disengage cruise control operation when the clutch pedal is depressed.

The Cruise Control and OSS Interlock circuit used with the current Mirage is shown above.



21.00A

Cable Clutch System Adjustments

Slide 21.00A-21a

Slide 21.00A-21b

Same Height

BrakePedalClutch

Pedal

Typically two adjustments are possible on vehicles equipped with cable operated clutch controls.

• Clutch Pedal Free Play• Clutch Pedal Height

Note

Pedal HeightFree Play Engagement

Some older vehicles use a Stop Bolt for pedal height adjustment. Additionally, if one of these older vehicles is equipped with cruise control, the Cruise Control Switch replaces the Stop Bolt.

The clutch and brake pedal heights should be the same for safe operation of the vehicle. Verify the brake pedal and stop light switch are properly adjusted according to service manual Group 35. If necessary, adjust the clutch pedal height to make them even.

Instructor Note:Use this slide to explain clutch operation as detailed on the following page.



Adjustments (continued)

Slide 21.00A-22a

Consult service manual Group 21 for the applicable model being repaired for adjustments to Free Play, Pedal Height, and Engagement.

If the clutch pedal height and the gap between the pedal and floor board when the clutch begins to engage exceed specifications, check the clutch pedal, clutch cable, and clutch assembly, for damage or wear. Replace as necessary.

HYDRAULIC CLUTCH CONTROL

Master Cylinder

Slave Cylinder

Brake Master Cylinder Reservoir

Fluid Supply Hose

Hydraulic clutch controls form a link between the clutch pedal and the clutch release lever to operate the clutch. Shown above is a 2005 Lancer Evolution. The hydraulic system automatically compensates for clutch system wear, making periodic adjustments unnecessary.

Hydraulic clutch control provides the driver with a mechanical advantage by converting a light force at the pedal to a greater force at the clutch release cylinder with operates the clutch.



21.00A

Slide 21.00A-23a

When the clutch pedal is depressed, the master cylinder forces hydraulic fluid through an aluminum line and rubber hose to the release (slave) cylinder. The release cylinder moves the clutch release lever to release the clutch.

As the clutch pedal is released, diaphragm spring pressure forces the release fork back, which in turn causes the slave cylinder piston to force fluid back to the master cylinder. Since the hydraulic lines are kept full of fluid, this automatically compensates for worn clutch components. This feature makes periodic free play adjustments unnecessary.


Clutch Released (Pedal Up)

Master Cylinder Operation

Piston

Cylinder

PistonStopRing

Boot

Pushrod

Fluid Inlet

Bleeder Screw

The master cylinder consists of the cylinder body, piston, pushrod, and a fluid reservoir. The pushrod connects directly to the clutch pedal with a clevis pin. As the clutch pedal is depressed, the pushrod forces the piston down the cylinder bore. This forces hydraulic fluid out of the cylinder bore under great pressure to operate the slave cylinder.

As the cylinder bore and piston wear, more hydraulic fluid is required. The reservoir ensures the hydraulic system remains full to compensate for wear.

The master cylinder is constructed using aluminum or plastic and cannot be honed. If the bore is in good condition, some aluminum master cylinders can be rebuilt using available kits from Mitsubishi.

Some master cylinders (3.0L V6 Eclipse, for example) include a clutch pedal damper to reduce pedal vibration.



Slide 21.00A-24a

Bleed Screw

Inlet from Master Cylinder

Pushrod

The slave cylinder also consists of a cylinder body, piston and push rod. Hydraulic fluid under pressure from the master cylinder enters the cylinder behind the piston. This forces the piston and pushrod out. The pushrod connects to the clutch release lever, and disengages the clutch.

The slave cylinder incorporates a bleed screw used to remove air from the clutch hydraulic system.

Most slave cylinders are cast iron and can be rebuilt with kits from Mitsubishi.

Slave Cylinder Operation



21.00A

Slide 21.00A-25a

Concentric Slave Cylinder (CSC)

CSC Adapter

Concentric Slave Cylinder (CSC)

Used on some Mitsubishi vehicles since 2002, the Concentric Slave Cylinder (CSC) is designed to operate directly on the clutch diaphragm and eliminates the release fork, pivot, and externally-mounted slave cylinder.

Mounted inside the clutch housing and surrounding the input shaft, the hydraulic cylinder presses the incorporated release bearing against the diaphragm to disengage the clutch. An adapter is used to lengthen the fluid supply tube.

The system automatically compensates for wear, making periodic adjustments unnecessary.



Slide 21.00A-26a

Hydraulic Fluid

Hydraulic fluid must meet DOT 3 or DOT 4 specifications. This fluid does not compress when the clutch pedal is depressed. However, if the fluid becomes contaminated with moisture, dirt or other materials, it may become slightly compressible as evident by a “spongy” feel to the clutch pedal. Air in the system will also cause failure. Under these conditions, it may not be possible to completely disengage the clutch, leading to eventual clutch failure.

Since the same hydraulic fluid is used in the clutch and brake systems, the same precautions apply:• Clean clutch parts with denatured alcohol or a brake cleaning solvent. Dry the parts thoroughly. Never use petroleum based solvents for cleaning.• Always use DOT3 or 4 fluid. Don’t mix fluids.• Keep the reservoir cap on tightly except when topping up the fluid level to prevent moisture and dirt from contaminating the fluid in the system.• Keep the hydraulic fluid container tightly capped when not in use to prevent moisture and dirt contamination. Hydraulic fluid is hygroscopic meaning it absorbs moisture from the air when exposed.

Commercially available testers, like this OTC unit, can be used to verify the moisture content of brake fluid.



21.00A

Bleeder Screw

Bleeder Screw

Conventional Slave Cylinder Concentric Slave Cylinder (w/o Adapter)

Slide 21.00A-27a

Hydraulic Clutch System Bleeding

Whenever a clutch assembly is service, the hydraulic system should be bled.

Steps for bleeding a stand-alone slave cylinder and Concentric Slave Cylinder without adapter.

1. Connect a plastic tube from the bleeder port to a clear container partially filled with brake fluid. Make certain the end of the tube is submerged below the fluid level in the container during the bleeding procedure.2. Depress the clutch pedal slowly. (No need to pump the pedal.) 3. Open the bleeder screw to release air and fluid. 4. Close the bleeder screw. 5. Release the clutch pedal. 6. Repeat steps 2 through 5 until no air bubbles are noted flowing from the tube.7. Maintain brake reservoir level between “MAX” and “MIN” throughout the bleeding process.



Slide 21.00A-28a

Bleeder Port

Bleeder Valve

Conventional Slave Cylinderand Adapter

Concentric Slave Cylinder Adapter Bleed Port and Valve

Steps for bleeding a Concentric Slave Cylinder with CSC Adapter.

1. Connect a plastic tube from the Bleeder Port to a clear container partially filled with brake fluid. Make certain the end of the tube stays submerged below the fluid level in the container during the bleeding procedure.2. Depress the clutch pedal slowly. (No need to pump the pedal repeatedly.) 3. By hand, turn the Bleeder Valve counterclockwise (about 1/2 turn) to release air and fluid. 4. Close the bleeder valve. 5. Release the clutch pedal. 6. Repeat steps 2 through 5 until no air bubbles are noted flowing from the tube.7. Maintain brake reservoir level between “MAX” and “MIN” throughout the bleeding process.

Hydraulic Clutch System Bleeding(continued)



21.00A

Same Height

BrakePedalClutch

Pedal

Hydraulic Clutch System Adjustments

As with cable control systems, some adjustments can be made to hydraulic systems. Typically these include Clutch Pedal Height, Clutch Pedal Clevis Pin Play, and Clutch Pedal Free Play. Unlike cable systems, these adjustments are not made due to system component wear. Consult Group 21 of the applicable service manual for details.

Slide 21.00A-29a



Clutch Inspection Areas When inspecting clutch assemblies, technicians should look at the following areas.

Clutch Disc • Disc runout • Depth of the friction material from the rivets • Oil or grease saturation • Worn or loose friction material • Broken dampening springs • Worn or rusted clutch hub splines

Release Bearing • Smooth bearing rotation • Damage to clutch fork retaining grooves • Grooves on front bearing retainer

Clutch Fork • Excessive wear on fingers which contact release bearing • Bent release bearing fingers • Damaged or excessively worn pivot

Pilot Bearing (Montero, Raider) • Smooth bearing rotation • Rust • Damage to input shaft from bearing seizure

Pressure Plate Assembly • Warpage (runout) • Hot spots or heat cracks • Damaged diaphragm or coil springs • Damaged diaphragm fingers where they contact the release bearing

Flywheel • Excessive runout • Hot spots or heat cracks • Grooves • Flywheel ring gear damage



21.00A

The clutch engages and disengages power from the engine to the transmission. It allows the driver to gradually apply engine torque to the driveline when the vehicle first starts out. The clutch also allows the driver to momentarily disconnect engine torque so the transmission and driveline are not damaged during gear shifts. Finally, the clutch allows the driver to disconnect the engine from the driveline when the transmission is in gear and/or the vehicle is stopped.

Mitsubishi uses a single dry friction disc operated by a clutch pedal through a hydraulic control system.

A push-type clutch for most vehicles except high performance applications.

When released, a cable or hydraulic slave cylinder operates the clutch release fork, forcing the release bearing against the diaphragm spring fingers. These fingers pivot and move the pressure plate away from the clutch disc. With the engine running, the pressure plate and the release bearing spin, but the disc is free to stop.

As the pedal is released, the release fork allows the diaphragm fingers to push the release bearing back, causing the spring to squeeze the clutch disc friction surfaces between the pressure plate and the flywheel. Since the clutch disc is splined to the input shaft, the shaft now rotates at engine speed.

A pull-type clutch is used with 2000-2005 Eclipse Spyder as well as 2003 and newer Lancer Evolution to increase pressure plate clamping force while maintaining low pedal effort. By increasing the distance between the force point and the pivot point, the effort required to compress the diaphragm springs is reduced because of the higher mechanical advantage.

When the pedal is depressed, the clutch fork pulls the release bearing and diaphragm spring away from the flywheel. As the diaphragm spring pivots, the pressure plate moves away from the clutch disc.

Section Summary



As the pedal is released, the release fork allows the clutch release bearing, and pressure plate to move toward the flywheel. The diaphragm spring pivots pressing the disc against the flywheel which causes the clutch assembly and transaxle input shaft to turn at engine speed.

With the pull-type clutch, the release bearing is mechanically connected to the clutch diaphragm spring. Before removing the transaxle, the clutch release bearing must be disengaged from the clutch diaphragm spring.

The flywheel is a large steel disc bolted to the end of the crankshaft. It is used to dampen engine vibration from cylinder firing pulsations and acts as one friction surface for the clutch disc to work against. The flywheel also draws off heat from the clutch disc.

The clutch cover assembly bolts to the flywheel and rotates at engine speed. The diaphragm spring is a large conically shaped spring that forces the pressure plate against the clutch disc under enough pressure to prevent the clutch from slipping under full engine torque. The pressure plate is a machined disc that bears on the clutch disc friction surface when the clutch is engaged.

The clutch disc is comprised of a metal hub splined to the input shaft of the transmission, and a thin metal disc faced with friction material. Small torsional springs connect the hub to the metal disc, and help cushion clutch engagement for smoother operation without chattering.

The release bearing, also called a “throw-out” bearing, is a permanently lubricated and sealed ball-type thrust bearing. The release fork forces the release bearing against the release fingers to disengage the clutch.

Used with Montero and Raider, a pilot bearing mounts inside the crankshaft rear flange to support the transmission input shaft. This added support ensures that the clutch disc stays in proper alignment with the pressure plate and flywheel.



21.00A

The cable clutch control system provides a mechanical link between the clutch pedal and the clutch release lever. The system is designed to provide a mechanical advantage to decrease pedal effort disengaging the clutch. As the clutch pedal is depressed, the pedal pivots on the support shaft, and pulls the inner clutch cable toward the rear of the vehicle. Since the cable connects to the clutch release lever mounted in the bell housing, the lever and fork rotate forward, releasing the clutch. The cable sheath is held stationary by a cable bracket on the transmission. As the clutch pedal is released, a return spring pulls the lever and the release fork to the rear. When the release lever moves, it pulls the inner cable toward the transaxle. This pulls the clutch pedal back until it contacts a stop bolt. The stop bolt is adjustable and establishes clutch pedal height. Models with One-touch Start System (OSS) and cruise control have a switch attached to the stop bolt to indicate when the clutch is disengaged.

The clutch cable connects to the release lever shaftwhich pivots the release fork. Two roll pins, or springpins, secure the release fork to the release lever shaft. A coil spring returns the clutch to its engaged position when the driver lets up on the clutch pedal.

The Starter Interlock Switch prevents starting the engine unless the clutch pedal is depressed. This prevents the vehicle from lurching forward if clutch is engaged with the transaxle in gear. A second interlock switch signals the ECM to disengage cruise control operation when the clutch pedal is depressed.

Typically Pedal Height and Free Play are two adjustments are possible on vehicles equipped with cable operated clutch controls.

Hydraulic clutch controls form a link between the clutch pedal and the clutch release lever to operate the clutch. The hydraulic system automatically compensates for clutch system wear, making periodic adjustments unnecessary. When the clutch pedal is depressed, the master cylinder forces hydraulic fluid through an aluminum line and rubber hose to the release (slave) cylinder.



The release cylinder moves the clutch release lever to release the clutch. As the clutch pedal is released, diaphragm spring pressure forces the release fork back, which in turn causes the slave cylinder piston to force fluid back to the master cylinder. Since the hydraulic lines are kept full of fluid, this automatically compensates for worn clutch components. This feature makes periodic free play adjustments unnecessary.

The master cylinder consists of the cylinder body, piston, pushrod, and a fluid reservoir. The pushrod connects directly to the clutch pedal with a clevis pin. As the clutch pedal is depressed, the pushrod forces the piston down the cylinder bore. This forces hydraulic fluid out of the cylinder bore under great pressure to operate the slave cylinder.

The slave cylinder also consists of a cylinder body, piston and push rod. Hydraulic fluid under pressure from the master cylinder enters the cylinder behind the piston. This forces the piston and pushrod out. The pushrod connects to the clutch release lever, and disengages the clutch. The Concentric Slave Cylinder (CSC) is designed to operate directly on the clutch diaphragm and eliminates the release fork, pivot, and externally-mounted slave cylinder. Mounted inside the bell housing and surrounding the input shaft, the hydraulic cylinder presses the incorporated release bearing against the diaphragm to disengage the clutch. An adapter is used to lengthen the fluid supply tube. The system automatically compensates for wear, making periodic adjustments unnecessary.

Hydraulic fluid must meet DOT 3 or DOT 4 specifications. This fluid does not compress when the clutch pedal is depressed.

Page 14

Page 12

Page 12

Page 16

Page 17

Page 8



21.00A

Answer the following questions to review the material from this section. If you don’t know the answer, look it up. If you answer a question incorrectly, read the material covering the topic again until you fully understand the information.

1. When the engine is idling and the clutch is disengaged (pedal down), the a. clutch disc turns with the flywheel. b. release bearing is under load and spinning. c. release bearing is not spinning. d. flywheel does not spin.

2. The clutch cover assembly bolts to the: a. crankshaft b. flywheel c. clutch disc d. bellhousing

3. The clutch disc is forced against the flywheel by: a. release bearing b. diaphragm springs c. clutch pedal d. both a and b are correct

4. The pilot bearing is used in: a. FWD transaxles to support the clutch end of the input shaft. b. FWD transaxles to keep the clutch centered. c. RWD transmissions to center the flywheel. d. RWD transmissions to support the front end of the input shaft.

5. The cable in a cable operated clutch control system: a. pulls the pedal up when the driver releases the clutch. b. operates the clutch release lever. c. is not adjustable. d. None of the above

6. Which of the following is a benefit of the pull- type clutch? a. less pedal effort b. can be used with a higher spring tension c. less moving parts. d. both a and b

KNOWLEDGE CHECK

Feedback

Pages 13

Page 26

Page 19

Page 10



7. Which of these methods best describes how to disengage the clutch release bearing from the clutch diaphragm spring with a pull-type clutch? a. Remove the clutch fork, then slide the bearing toward the transaxle. b. Use a flat-tip screwdriver inserted between the bearing housing and the wedge collar. c. Use snap ring pliers to remove the lock ring. d. Use a release bearing remover/installer.

8. The clutch component subjected to the highest wear is normally the: a. pressure plate. b. flywheel. c. clutch disc. d. torsional springs.

9. The hydraulic fluid used in hydraulically controlled clutches should be: a. mineral oil. b. specially formulated for clutches only. c. DOT 3 hydraulic brake fluid. d. None of the above

10. The starter interlock switch is used to: a. establish correct clutch pedal height equal to the brake pedal height. b. prevent starting the engine unless the clutch is engaged (pedal up). c. prevent starting the engine unless the clutch is disengaged (pedal down). d. compensate for differences when a new master cylinder is installed.



21.00A

NOTES

22.01A


Instructor Guide

Gears, Bearings, and Synchronizers

Section DescriptionThis section explains basic gear and bearing fundamentals and introduces synchronizer assemblies which allow a transmission/transaxle to shift smoothly without gear clash.

Theory Section

22.01A



22.01A







Note

Caution





Gears, Bearings, and Synchronizers22.01A

Table of Contents Section Introduction Section Goal ………………………………………………………………...…… 3 Section Objectives ………………………………………………………………. 3 Needed Materials ……………………………………………………………….. 3 Time to Complete ……………………………………………………………….. 3 Overview ..……….………………….……………………………………………….…… 4 Gear Fundamentals ……………………………………………………………………. 4 Torque Multiplication …………………..……………………………………..… 5 Underdrive ……………………………………………………………………….. 6 Direct Drive …………………………………….……………………………...… 6 Overdrive ………………………………………………………………………… 7 Reverse ……..……………………………….………….……………………….. 8 Gear Types …………………………………………………………….……...… 9 Helical Gears …….…..……………………………….…………………. 9 Straight-Cut Spur Gears …………………………...…………………… 10 Sub Gears ……………………………………………………………….. 10 Bearing Fundamentals …………………………………………………………………. 13 Radial and Axial (Thrust) Loads ………………………………………………. 13 Ball Bearings ……………………………………………………………………. 14 Cylindrical (Parallel) Roller Bearings …………………………………………. 15 Needle Bearings ………………………………………………………………… 16 Roller Thrust Bearings ………………………………………………………….. 16 Tapered Roller Bearings ……………………………………………………….. 17 Total End Play …………………………………………………………………... 18 Bearing Preload …………………………………………………………………. 19 Bearing Service …………………………………………………………………. 20 Bearing Cleaning ……………………………………………………………….. 21 Ball and Cylindrical Roller Bearing Inspection ………….…………………… 22 Tapered Roller Bearing Inspection …………………………………………… 23 Bearing Installation ……………………………………………………………… 24 Bearing Race Installation ………………………………………………………. 24 Synchronizers …………………………………………………………………………… 25 Synchronizer Assembly Components Hub ……………………………………………………………………….. 26 Single-Cone Synchronizer (Blocker) Ring ………………...…………. 27 Double-Cone Synchronizer ……………………………………………. 28 Free-Spinning Gears with One-Way Clutch Teeth Chamfering …… 29 Synchronizer Sleeve ……………………………………………………. 29 Synchronizer Keys and Springs ………………………………………. 31 Synchronizer Operation ………………………………………………… 32 Transaxle Diagnosis ……………………………………………………………………. 33 Lubricants and Additives ………………………………………………………………. 34 Section Summary ……………………………………………………………………….. 36 Knowledge Review Questions ………………………………………………………… 39



22.01A

SECTION GOAL


• Identify the gear ratio of any two gears• Identify gear ratios providing torque multiplication or speed increase• Identify the component that reverses shaft rotation• Describe gears cut to reduce noise• Describe gears cut to slide in and out of mesh• Describe sub gears used to reduce a knocking noises.• Identify bearings used to support radial loads• identify bearings used to support axial and radial loads• Describe the purpose of “preload” and “end play” adjustments• Identify where to press or pull when removing or installing a bearing• Describe how synchronizers ensure smooth shifting without gear clash• Describe transaxle diagnosis steps • Identify the transmission/transaxle lubricants required

NEEDED MATERIALS

TIME TO COMPLETE


About 20 minutes

Slide 22.01A-3

Slide 22.01A-3

This section explains basic gear and bearing fundamentals and introduces synchronizer assemblies which allow a transmission/transaxle to shift smoothly without gear clash.



OVERVIEW

Slide 22.01A-4a

Slide 22.01A-4b

Mitsubishi uses several manual transaxles to fit the needs of different vehicles. All share the same basic fundamentals, components, and terminology. Technicians must possess a clear understanding of how gears work, how bearings are used, and how synchronizers operate to be able to diagnose and repair manual transaxle and differential concerns.

GEAR FUNDAMENTALSTorque Defined

Torque is the turning effort or energy used to turn the gears, shafts and wheels. It is not the same as power. The engine produces torque, but it is not always sufficient to move the vehicle, especially from a complete stop. The purpose of the transmission is to allow the driver to multiply engine torque whenadditional torque is required.



22.01A

In this rear wheel drive example, the crankshaft transfers torque from the engine to the transmission through the clutch. The driver selects a gear to transfer the appropriate amount of torque to the driveshaft. Torque is split by the differential and applied to the wheels to make them rotate. Torque is finally applied to the road to move the vehicle.

Gear sets can be used to multiply torque and decrease speed, increase speed and decrease torque, transfer torque and leave the speed the same, or change the direction of torque.

Slide 22.01A-5a

Torque Multiplication

Slide 22.01A-5b

Gears of different sizes are used to provide several gear ratios, or speeds, in the transmission. When a small gear drives a larger gear, the larger gear turns slower than the smaller gear, but it turns with greater torque. Notice that there is always a trade-off between torque and speed.



In the illustration, the gear ratio is 2 to 1. Torque applied to the larger gear will be twice the torque applied to the smaller gear, but the larger gear will turn at one-half the speed of the smaller gear. Known as underdrive, a smaller gear drives a larger gear to multiply torque. The drive gear speed is higher than the driven gear speed in any underdrive range. Examples of underdrive used with 5-speed transaxle are 1st, 2nd, 3rd gears.

Slide 22.01A-6a

2 1

Drive Gear - 12 Teeth

Driven Gear - 24 Teeth

24 / 12 = 2 2:1 Ratio

SpeedTorque

Underdrive

Direct Drive

1 1

Driven Gear12 Teeth

Drive Gear12 Teeth

SpeedTorque

12 / 12 = 1 1:1 RatioSlide 22.01A-6b

When both gears are the same size, the gear ratio is 1 to 1. Both gears turn at the same speed, and there is no torque multiplication. The same torque applied to one gear is available at the other gear. This is often called direct drive because the speed and torque applied to the drive gear transfers directly to the driven gear with no change. 4th gear, used in a 5-speed transaxle, is an example of 1:1.



22.01A

A transmission contains several sets of gears that provide different gear ratios the driver can select at any time. The driver actually selects a set of gears with the right gear ratio to get the desired amount of torque multiplication.

For example, more torque is required for a vehicle to travel uphill than to travel on a level road. The driver selects a set of gears in the transmission with a high gear ratio such as 3 to 1. For every three engine revolutions, the output gear in the transmission would rotate just once. This provides three times the engine torque to travel uphill, but at one-third the speed.

On a level road, less torque is required to move the vehicle. The driver might also want the vehicle to go faster. The driver selects a set of gears in the transmission with a lower gear ratio. The lower gear ratio provides less torque, but at a higher speed.

Overdrive

Drive Gear Driven Gear

10.5

24 Teeth 12 Teeth

12 / 24 = 0.5 0.5:1 Ratio

SpeedTorque

A gear ratio in 5th gear is usually less than 1. This means the drive gear is larger than the driven gear. For example, the drive gear might have 24 teeth and the driven gear 12 teeth. The gear ratio is 24/12 = 0.5. With this gear set, is reduced instead of multiplied, but speed is increased. An example of overdrive used with 5-speed transaxle is 5th gear.

Slide 22.01A-7a

Instructor Note:Only one idler gear is discussed here to change direction. The W5M6A includes six gears to make reverse and is covered later in the course.



Calculating Gear Ratios Gear ratio is calculated by dividing the number of teeth on the driven gear by the number of teeth on the drive gear. If the driven gear has 30 teeth and the drive gear has 10 teeth, then the ratio is 3 to 1. To be completely accurate, this should be expressed as 3:1.

Quite often the gear ratio is a decimal number. For example, in 1st gear, the drive gear might have 23 teeth while the driven gear has 72 teeth. The gear ratio would be 72/23 = 3.13. With this gear set, torque would be multiplied 3.13 times, but speed would be reduced 3.13 times.

A gear ratio in 5th gear is usually less than 1. This means that the drive gear is larger than the driven gear. For example, the drive gear might have 24 teeth and the driven gear 18 teeth. The gear ratio is 18/24 = 0.75. With this gear set, torque would be reduced instead of multiplied, but speed would be increased.

Reverse

11 2

Drive Gear Idler Gear Driven Gear

SpeedTorque

For reverse, the driven gear needs to turn in the same direction as the drive gear. To obtain reverse, an idler gear is used to change the direction of the driven gear. The drive gear is also smaller than the driven gear to increase torque. The number of idler gear teeth do not need to match the drive gear teeth count.

Slide 22.01A-8a



22.01A

Slide 22.01A-9a

Helical Gear

Spur Gear

Helical-cut gear teeth are cut on an angle. When two helical gear teeth mesh, there is a small point of contact near the ends of the two teeth. As the gears rotate, the point of contact slides along the teeth to the other end of the gear teeth. Before the point of contact reaches the end, two more teeth come in contact so that there is constant contact between the two gears. This greatly reduces gear noise because there is no “slapping” between gear teeth as they mesh. This wiping action also distributes lubricants evenly across the gear teeth. Because they are quieter, helical gears are used for forward gears in manual transmissions that are in constant mesh. They are also used in some transmissions for reverse.

Helical gears tend to slide sideways on their shaft, so they are usually held firmly in place by a snap ring or thrust washer.

Helical Gears

The 5-speed transaxle (F5MBB) used in a 2014 Outlander Sport is assembled with the ratios found in the table below. • 1st 3.833• 2nd 1.913• 3rd 1.333• 4th 1.028• 5th 0.820

Gear spacing is the distance between two adjacent ratios. Notice the difference between 1st and 2nd (3.833 - 1.913 = 1.92) is greater than the difference between 4th and 5th (1.028 - 0.820 = 0.208). This arrangement provides easier starts and greater acceleration in lower gears where it’s most needed.

Gear Spacing



Straight-Cut Spur Gears

Spur gears have teeth cut straight across the outside diameter of the gear and tend to produce more noise than helical-cut gears. This is because the full width of the driven gear tooth tends to “slap” the tooth it contacts on the drive gear producing a “growl” during operation.

Spur gears are usually used for reverse and the noise is considered to be tolerable in most vehicles. Also, since non-synchronized reverse gears are not constantly meshed, the straight-cut design makes it easier to slide the gears in and out of mesh.

Helical Gear

Spur Gear

Slide 22.01A-10a

Spur Bevel Gears

Slide 22.01A-10b

A spur bevel gear rotates on an axis 90 degrees offset from the gear in which it contacts. These are most typically used as pinion and side gears in a differential assembly.



22.01A

3rd Speed Gear

Synchro Ring

SynchroSpring

3-4 Synchro Sleeve

3-4 Synchro Hub

Synchro Spring

Synchro Ring

Bearing Sleeve

Needle Bearing

4th Gear

BellevilleSub Gear

Cone Spring

Snap Ring

Spacer

Ball Bearing

Bearing Sleeve

Slide 22.01A-11a

The Belleville sub gear (as shown in the drawing above from a F5M31 transaxle) takes up all rotational play between two shafts with a thin sub gear pressed against the main gear by a cone-type Belleville spring. The sub gear has one more tooth than the main gear next to it, and takes up the slack between the main gear and the gear with which it normally meshes. As the shaft turns, the sub-gear slowly “walks around” the main gear.

Cone SpringSnap Ring

Sub Gear

4th Gear

Belleville Sub Gear

Sub Gears Some older Mitsubishi transaxles use sub gears to quiet knocking noises caused by backlash between two gears. • Belleville Sub Gear • Spring Pre-loaded Sub Gear



A Spring Preloaded Sub Gear (used in the KM163 transaxle, for example) has the same number of teeth as the main gear. The sub gear is spring loaded against the gear which meshes with the main gear. This maintains constant contact between these two gears and takes up any rotational play between the shafts. During assembly, the sub gear and spring are usually wound up to provide the correct amount of spring preload.

Spring Preloaded Sub Gear

Spring

Sub Gear

Locating Holes

Tapered Roller Bearing

Spacer

Intermediate Gear

Slide 22.01A-12a



22.01A

BEARING FUNDAMENTALS

Slide 22.01A-13a

Radial Load

Radial Load

Axial (Thrust)

Load

Axial (Thrust)

Load

Bearings provide either a sliding or a rolling contact whenever relative motion exists between rotating parts. Sliding contact bearings (crankshaft support, for example) are known as plain bearings while rolling contact bearings (like those used in a transaxle) are often called anti-friction bearings.

Bearings are designed to support a shaft against radial loads or axial (thrust) loads while allowing the shaft to rotate freely.

Radial loads are those applied perpendicular to the shaft while axial loads are those applied parallel to the shaft.

Radial and Axial (Thrust) Loads



Slide 22.01A-14a

These bearings can handle both radial and thrust loads and may be an open construction design (as shown above) or permanently lubricated and sealed.

Ball Bearings

Two races contain the balls and transmit the loads through the balls. One race is stationary and the other is attached to the rotating component. As one of the bearing races rotates it causes the balls to rotate as well. The load is transmitted from the outer race to the ball to the inner race. The ball only contacts the inner and outer race at a very small point which helps it spin very smoothly. It also means there is little contact area holding the load.

In applications where ball bearings are used, bearing end play must be adjusted, typically with shims located behind the bearing.

Outer Diameter

Shield (or Seal)

Cage

Face

Inner Race

Ball

Shoulder

Outer Race

Slide 22.01A-14b



22.01A

Cylindrical (Parallel) Roller Bearings

Slide 22.01A-15a

This bearing type uses rollers which run parallel to the shaft they support. The rollers have a greater contact area with the outer race and distribute loads across a broader surface. Subsequently, they have relatively high radial load capabilities but limited thrust load capacity.

Some cylindrical roller bearings are manufactured with snap ring grooves on their outer rings to retain the bearing in the transaxle case.

Slide 22.01A-15c

Cylindrical roller bearings are typically used to support input shafts in light duty applications such as the F5MBB transaxle.

Slide 22.01A-15b


Gears, Bearings, and Synchronizers22.01ASlide 22.01A-16a

Needle bearings are compact cylindrical roller bearings. These are commonly used in transmissions to support free-spinning gears where radial loads occur, but space is limited. In some cases, these bearings are split into two halves to make installation easier on a shaft with several different diameters. Cages can either be constructed of plastic or metal.

Needle Bearings

Roller thrust bearings support large axial loads. They are often found between gears in gearsets, and between the housing and the rotating shafts.

Roller Thrust Bearings

Slide 22.01A-16b



22.01A

Tapered Roller Bearings

Slide 22.01A-17a

Tapered roller bearings are designed to handle both radial and axial loads and consist of the cone (inner ring), cup (outer ring), tapered rollers, and cage (roller retainer). The cone, cup and rollers carry the load while the cage spaces and retains the rollers on the cone. The bearing cage assembly and inner race form a non-separable unit.

These bearings commonly support shafts with helical gears which generate large thrust loads and are pre-loaded during assembly to limit sideways movement and end play. Preload is controlled with a selective shim placed behind the outer bearing race. When the transaxle case halves are bolted together, the amount of preload exerted depends on the thickness of the shim. The thicker the shim, the more pressure exerted.

Slide 22.01A-17b

Because of the high thrust loads, tapered roller bearings are typically used to support an output shaft (F5MBB transaxle shown above). In high performance applications such as the W5M6A (Lancer Evolution) tapered roller bearings are used to support the input shaft.



Total End Play

Slide 22.01A-18a

In operation, an aluminum transaxle case expands at a different rate than the shafts, gears, and bearings. Since a bearing’s outer race is held stationary in the case, it moves away from the inner race as heat increases. Mounted to the shafts, the position of the inner race remains stationary. This forward and rearward travel is called end play.

Total end play measures the amount of free play not only in the bearing but also in the transaxle gear train.

Insufficient end play causes pressure (preload) on the bearings resulting in premature wear. Some end play is also required for lubrication. If the end play is excessive, the gear train may suffer from impact damage, possible harsh shifting, or noise.

Total end play is set by measuring the shaft’s total travel and is adjusted using selective thickness shims to ensure the correct clearance exists. This prevents difficult shifts, abnormal noises, premature bearing wear, or popping out of gear.

When a shaft is supported with ball or cylindrical roller bearings, end play is set. These bearings are not preloaded.

Depending on the transaxle, various methods of measuring end play are used to select the proper shim dimension. These will be discussed in the Skill sections of this course.



22.01A

Bearing Preload

Selective ShimOuter Bearing Race

Slide 22.01A-19a

Preloading is a method of controlling internal bearing clearances which affect noise, vibration, heat build-up, and overall bearing life. Preloaded tapered roller bearings provide more accurate shaft guidance because preload restricts the ability of the shaft to deflect under load. For example, the rotational accuracy and the increased stiffness from preloaded output shaft and differential bearings allows the gear mesh to remain constant with quiet operation and long service life.

Excessive preload can cause increased bearing heat which reduces shaft speed and bearing life. It also increases the power needed to drive the shaft.

Too little preload causes the shaft to move with consequent damage to the bearing seat, excessive wear, noise, vibration, and reduced rotational accuracy.

With manual transaxle shafts and differential assemblies, preload is achieved by using a properly sized shim between the case and an outer bearing race to obtain the required preload.

As with end play, various methods of measuring preload are used to select the proper shim dimension. These will be discussed in the Skill sections of this course.



Bearing Service

If in good condition and removed with care, bearings are usually reusable. To prevent damage to bearings or other components during removal or installation, follow the precautions listed below.

• Ensure a clean work area and tools• Use correct tools, equipment, and procedures specified in Mitsubishi service manual Group 22B• After cleaning and inspection, protect reusable bearings from dirt and moisture• Keep new bearings packaged until ready to use• Never reuse a bearing where force has been applied through the rollers or balls.• Always replace a bearing and associated races as a set. Never use a new bearing with an old race or vice versa.

Slide 22.01A-20a

MB992039

MB990211MD998368

MD998917

Bearing Removal Race Removal



22.01A

Bearing Cleaning

Bearings can be cleaned with kerosene, mineral spirits, or solvent. Use the cleaning solution to remove all lubricant and contamination, making sure that the internal rolling elements are completely clean.

After the bearing has been cleaned, it can be dried with compressed air. Never allow a bearing to spin when drying it with compressed air. The bearing may disintegrate damaging the bearing and possibly causing serious injury.

After cleaning, the bearing should be thoroughly inspected for damage and signs of wear.

The inspection area must be clean and free from dirt and debris to avoid contaminating the bearing. Even a small piece of debris that enters a bearing can create a stress point leading early fatigue. The bearing should be covered with a coating of light oil if it is not going to be returned to service immediately.

!

Slide 22.01A-21a

Instructor Note:In the photo at right, the ball, inner race, and outer race all show signs of wear.



To inspect a ball or cylindrical roller bearing, hold it horizontally by the inner race, and turn the outer race slowly by hand. There should be no play in any direction. The bearing should turn smoothly with no roughness or other signs of wear or damage. Discoloration of any kind usually means the bearing has been overheated. Closely inspect the inner and outer races as well as the balls and rollers for damage or wear.

Ball and Cylindrical Roller Bearing Inspection

Slide 22.01A-22a



22.01A

Tapered Roller Bearing Inspection

Slide 22.01A-23a

Inspect a tapered roller bearing and race in the same way as a ball or cylindrical roller bearing. Look closely at the bearing cage. Damage to the cage usually indicates too little preload. Damage to the large end of the rollers or heat discoloration usually indicates excessive preload. Look closely at the bearing races for signs of wear or damage.

Along with examining bearings, a close inspection should include the transaxle case and shafts. Check for burrs or metal chips on the outer bearing race seats. These can usually be removed by carefully scraping or filing the damaged surfaces. Inspect the shaft for proper size, roundness, burrs or other damage.

Inspection of Related Components

Bearing Installation

Slide 22.01A-23b

MIT304180-A

MD998820

Inner Race

Tool

Shaft

When installing a bearing onto a shaft, use the specified special tool with an inner diameter slightly larger than the outer diameter of the shaft.



The outer diameter of the tool should be small enough so it doesn’t contact the rolling elements or bearing cage. Position the tool on the inner race and apply steady pressure with sufficient force to smoothly press the race into place.

It is good practice to coat the shaft with light oil to reduce the force needed to press the bearing on the shaft.

Bearing Race Installation

Slide 22.01A-24a

The same principal applies to installing the outer race as those for the bearing itself. Use a tool large enough to fully contact the outer edge of the race but small enough to clear the case bore.

MB991966Tool

Bearing Race Transaxle Case

Snap Rings

Snap rings are used to retain gears, bearings, or other components on shafts. Often snap rings are select fit to control end play or preload.

To enable snap ring pliers to be used, always install with beveled edge down toward the component.

Slide 22.01A-24b



22.01A

SYNCHRONIZERS

Slide 22.01A-25a

Free-Spinning Gear

Free-Spinning Gear

SynchronizerSleeve

Shift Rail

Shift Fork

Input or Output Shaft

The synchronizers allow smooth shifting without gear clash. Most synchronizers control two speeds. For example, one synchronizer would control shifts between 1st and 2nd, another would handle 3rd and 4th, and another would handle 5th/Reverse in 5-speed transmissions.

On each side of a typical Synchronizer assembly, there are two Free-Spinning gears each associated with one of the two gears the synchronizer controls. The purpose of the synchronizer is to select one gear or the other by locking one of the free-spinning gears to its shaft smoothly without grinding or mechanical shock.

The shaft (either the input or output) and drive gear spins at one speed while the Free-Spinning gear turns at a different speed (if not stationary). The synchronizer must match the speed of free-spinning gear and its shaft before locking them together or a rough shift will result. When neither gear as been selected, the synchronizer is set in a neutral position so that neither free-spinning gear is locked to the shaft.



Synchronizer Assembly ComponentsSynchronizer Hub

Slide 22.01A-26a

SynchronizerHub

The Synchronizer Hub is splined to the shaft on which it is installed. Most hubs are held in place on the shaft by the adjacent free-spinning gears that they control. There may be a dimple in the oil groove or a beveled edge to indicate the correct installation direction.

When installing a hub and sleeve, verify the correct installation direction found in service manual Group 22B. Improper orientation can cause a hard shift or pop out of gear.

Hub Oil Groove

SleeveNotch

Slide 22.01A-26b

BeveledEdge

Hub Oil Groove

Instructor Note:Alloys: silicon bronze, aluminum bronze, or manganese bronze



22.01ATwo types of synchronizer cones are used in Mitsubishi transaxles. Some are single cone designs where the steel cone on the free-spinning gear contacts the surface of the blocker ring. (F5MBB 4th gear shown above)

Slide 22.01A-27b

Single-Cone Synchronizer

Synchronizer (Blocker) Rings

Synchronizer Rings (Blocker Rings) have a cone-shaped friction surface on one side and gear teeth on the other. The ring mates with the Free-Spinning gear’s machined surface called the cone. The ring “blocks” the synchronizer sleeve from moving until the speeds of the drive gear, synchro hub, and free-spinning gear are matched. Rings can be made of brass, bronze, or a sintered material.

An indication of synchronizer ring wear or damage can be seen by inspecting the transaxle’s gear lube for yellow-colored particles.

Slide 22.01A-27a



In some transaxles, the surface of the blocker ring is lined with a sintered bronze or paper material to provide better synchronization.

Slide 22.01A-28a

Slide 22.01A-28b

To reduce shift effort when controlling large gears like 1st and 2nd, a Double-Cone Synchronizer is used. Two synchronizer rings are combined with a separate steel cone (lugged to the gear). Used in place of one blocker ring, this design increases the effective frictional surface area.

Double-Cone Synchronizer

3rd Gear, F5MBB Reverse Gear, W5M6A

The cone surfaces are machined with thread or groove patterns and axial slots which are spaced around the inner circumference. This machining allows for quicker oil displacement from between the cone surfaces and causes the free-spinning gear speed to increase faster.



22.01ASlide 22.01A-29b

Synchronizer Sleeve

SynchronizerSleeve

Shift Railand Fork

Moved in one direction or the other by a shift rail and fork, the Synchronizer Sleeve slides over the hub, blocker ring teeth, and the free-spinning gear’s engagement teeth.

Free-Spinning Gears withOne-Way Clutch Teeth Chamfering

Shown above is 1st gear (conventional) and 2nd gear (one-way) used in the F5MBB transaxle.

Clutch teeth leading edges (mesh points) are often chamfered to improve shift feel with 2nd, 3rd, and 4th free-spinning gears. This “one-way flow” design allows making shifts without interfering with the gear’s rotation. With a conventional shape, as the clutch gear and sleeve start to mesh, the sleeve attempts to push the clutch gear in the opposite direction. The clutch gear pushes back against the synchronizer and resistance to the shift is felt. To reduce resistance, the chamfered portions of 2nd, 3rd, and 4th clutch gears can be a one-way design.

Slide 22.01A-29a

Conventional Chamfer Shape

One-Way Chamfer Shape



Slide 22.01A-30a

As used with both F5MBB and F5MBD transaxles, reverse gear teeth are cut into the outer circumference of the 1-2 Synchronizer Sleeve.

1-2 Synchronizer Sleeveand Reverse Free-Spinning Gear

When shifted to Reverse, the Reverse Shift Arm moves the Reverse Idler into mesh with Reverse Drive gear and Reverse Free-Spinning gear.

Slide 22.01A-30b



22.01A

Some transaxles employ a keyless synchronizer design which uses springs instead of a keys.

SleeveHub

Synchro Spring (A)

Synchro Spring (B)

5th Free-Spinning Gear

Blocker Assembly

Keyless Synchronizer

Slide 22.01A-31b

Slide 22.01A-31a

Synchronizer Keys and Springs

Three synchronizer keys lock the sleeve to the blocker ring when the sleeve moves toward the free-spinning gear. A pair of circular wire springs positioned around the inner circumference of the sleeve (or coil springs under the key) press outward against the keys, holding them in place in the sleeve. During a shift, this spring tension is overcome, which adds to the driver’s shift effort.

Not all keys used in Mitsubishi transaxles are identical. Some are symmetrical at both ends, and may be installed in any direction. Others have different ends, and must be installed only one way. Group 22B notes these differences and provides correct installation information.

Key

Instructor Note:Play Synchronizer Operation.avi video.



Slide 22.01A-32a

Synchronizer Operation

Free Spinning

Gear

Free Spinning

Gear

SynchronizerSleeve

Shift Railand Fork

To shift the transaxle into 1st gear, the clutch pedal is depressed and the gearshift lever is placed in 1st gear position, forcing the shift fork and sleeve toward 1st free-spinning gear. As the sleeve moves, the keys also move because the insert ridges lock the inserts to the internal groove of the sleeve.

The movement of the inserts forces the blocker ring’s coned friction surface against 1st gear’s coned friction surface. The grooves on the blocker ring cone cut through the lubricant film on the 1st gear’s cone and a metal-to-metal contact is made.

As the components reach the same speed, the sleeve slides over the external blocking ring teeth and then over 1st gear’s engagement (clutch) teeth completing the engagement. Power flow is now from 1st free-spinning gear, to the sleeve, to the hub, to the output shaft, and out to final drive.

Although the process is the same for upshift and downshift, time needed to complete a shift is different. During an upshift, the gear’s revolution speed decreases and less shift time is required. However during a downshift, the gear is forced to accelerate thus increasing shift time.

Instructor Note:Individual inspection points are not shown on the PowerPoint slide, only the general categories.



22.01A

Transaxle Diagnosis Coupled with accurate service write-up, a thorough test drive must be made to fully evaluate its operation. Transaxle abnormalities are typically divided into categories to make identification and resolution quicker.

Jumps Out of Gear• Worn or damaged shift linkage (shift cable or select cable)• Worn synchro hub, broken keys, missing springs• Damaged Lock Ball assembly• Damaged Selecting Bell-Crank assembly• Misaligned or loose transaxle or clutch housing• Worn pilot bushing (or bearing)• Bent or badly worn shift fork or rail• Badly worn input or output shaft bearings• Excessive input or output shaft end play• Worn or loose powertrain mounts

Hard to Shift• Low fluid level• Incorrect fluid (viscosity too high)• Excessive clutch pedal free play• Clutch does not fully release• Worn or damaged shift linkage (shift cable or select cable)• Worn or damaged shift and select lever shaft• Binding synchro sleeves or blocker rings• Worn or damaged blocker rings (friction surface)• Misaligned clutch housing

Gear Clash While Shifting• Clutch does not fully release• Worn blocker rings and/or cone surface• Broken sleeve teeth• Excessive output shaft endplay• Input shaft binding in pilot bushing or bearing

Sticks or Locks-Up in Gear• Worn or damaged shift linkage (shift cable or select cable)• Clutch not releasing• Blocker rings seized on gear cones• Lack of lube



Slide 22.01A-34a

The lubricant used in manual transmissions and transaxles is formulated to provide heavy load carrying ability, proper viscosity-to-temperature behavior, resistance to aging and good anti-foamingcharacteristics.

Oil is graded by the American Petroleum Institute (API) and the Society of Automotive Engineers (SAE). Oil for manual transmissions should be marked “API GL-4” to be sure the lubricant meets factory specifications.

Do not use oil marked “API GL-5”. This oil, specified for use in transfer cases and differentials, contains additives that can damage the synchronizer rings. See TSB-93-22-001.

Viscosity is a measure of the lubricant’s ability to flow. SAE uses index numbers to indicate viscosity. A low viscosity lubricant (e.g. SAE 20) flows more freely than a high viscosity lubricant (e.g. SAE 80). A “w” after the viscosity index indicates that viscosity testing was performed at low temperature to simulate cold weather operation.

High viscosity lubricants are more suited to high temperature applications since lubricants tend to thin out at higher temperatures. However, when cold, the same high viscosity lubricant may be too thick to lubricate parts with tight clearances. Any specified viscosity is a compromise between high temperature and low temperature operation.

Caution

LUBRICANTS and ADDITIVES



22.01A

Most manual transmissions in current use require aviscosity of SAE 75W to 85W, however, always check the Owner’s Manual or service manual Group 22 for proper type, quantity and viscosity range for the vehicle being serviced.

In some applications, a specific lubricant additive isrecommended. For example, a “friction modifier” isrecommended with paper lined blocker rings used with the V5MT1 transmission (TSB-91-00-003).

Always replenish or refill a manual transmission to the proper level with a lubricant meeting factory specifications. Refer to the Owner’s Manual or service manual Group 22 for proper type, quantity and viscosity range for the vehicle you are servicing. Do not overfill the transmission or transaxle. This can cause leaks.

Leaks are caused by any of the following conditions.• Oil level too high leading to overflow from vent• Damaged seals (case, shift shaft seals)• Missing gasket material• Bearing retainer, side cover, extension housing• Improper bolts tightening• Plugged vent causing pressure to increase, forcing fluid past seals

Additives

Refilling

Fluid Leaks



SECTION SUMMARY Torque is the turning effort or energy used to turn the gears, shafts and wheels. It is not the same as power. The engine produces torque, but it is not always sufficient to move the vehicle, especially from a complete stop. The purpose of the transmission is to allow the driver to multiply engine torque whenadditional torque is required.

Gears of different sizes are used to provide several gear ratios, or speeds, in the transmission. When a small gear drives a larger gear, the larger gear turns slower than the smaller gear, but it turns with greater torque. This is known as torque multiplication.

Known as underdrive, a smaller gear drives a larger gear to multiply torque. The drive gear speed is higher than the driven gear speed in any underdrive range. Examples of underdrive used with 5-speed transaxle are 1st, 2nd, 3rd gears.

When both gears are the same size, the gear ratio is 1 to 1. Both gears turn at the same speed, and there is no torque multiplication. The same torque applied to one gear is available at the other gear. This is often called direct drive because the speed and torque applied to the drive gear transfers directly to the driven gear with no change. 4th gear, used in a 5-speed transaxle, is an example of 1:1.

A gear ratio in 5th gear is usually less than 1. This means the drive gear is larger than the driven gear. For example, the drive gear might have 24 teeth and the driven gear 12 teeth. The gear ratio is 24/12 = 0.5. With this gear set, is reduced instead of multiplied, but speed is increased. An example of overdrive used with 5-speed transaxle is 5th gear.

To obtain reverse, an idler gear is used to change the direction of the driven gear. The drive gear is also smaller than the driven gear to increase torque.

Helical-cut gear teeth are cut on an angle. This greatly reduces gear noise because there is no “slapping” between gear teeth as they mesh.

Typically used for reverse, straight-cut spur gears have teeth cut straight across the outside diameter of the gear, and parallel to the gear axis.



22.01A

Some Mitsubishi transaxles use a sub gear to quiet a knocking noise caused by backlash between twogears.

Bearings are designed to support a shaft against radial or axial loads while allowing the shaft to freely rotate. Radial loads are those applied sideways to the shaft. Axial loads are those applied lengthwise to the shaft. Bearings are usually reusable if they are in good condition, and removed with care.

Ball bearings are used to support shafts that are subject to radial loads. Ball bearings do not support axial loads, so the shaft may move lengthwise. This lengthwise movement, called “end play” must be controlled with shims. Shims are selected to allow a small specified amount of end play.

Tapered roller bearings are used to support shafts that are subject to both radial and axial loads. They are commonly used in transmissions to support shafts with helical gears as helical gears generate large axial loads. Tapered roller bearings are usually pre-loaded during assembly to limit sideways movement and end play.

Parallel roller bearings are used where high radial loads occur. Unlike tapered roller bearings, the rollers are parallel to the shaft which they support. These bearings cannot be pre-loaded, and cannot support axial loads.

Needle bearings are special compact parallel roller bearings. These are commonly used in transmissions to support free-spinning gears where radial loads occur, but space is very limited. In some cases, these bearings are split into two halves to make it easier to install them on a shaft with several different diameters.

Synchronizers allow smooth shifting without gear clash. Most synchronizers control two speeds. For example, one synchronizer would control shifts between 1st and 2nd, another would handle 3rd and 4th, and another would handle 5th/Reverse in 5-speed transmissions.



A typical synchronizer consists of a hub which is splined to the input shaft, and a sleeve which is splined to the hub.

The synchronizer hub is splined to the shaft on which it is installed. Most hubs are held in place on the shaft by the adjacent free-spinning gears that they control.

The synchronizer sleeve is splined to the hub. A shift fork rides in the groove around the outer circumference of the sleeve. As the shift fork moves, it slides the sleeve on the hub.

Synchronizer rings have a cone-shaped clutching or friction surface on one side and gear teeth on the other. The cone surface mates with a similar surface on the associated free-spinning gear that they synchronize.

Double-cone, triple-cone, and double-ring synchronizer designs can be used in Mitsubishi manual transaxles to lessen shift effort and improve shift feel.

Three synchronizer keys lock the sleeve to the synchronizer ring when the sleeve moves toward the free-spinning gear. A pair of circular wire springs positioned around the inner circumference of the sleeve (or coil springs under the key) press outward against the keys, holding them in place in the sleeve. During a shift, this spring tension must be overcome, adding to the effort required by the driver to complete a shift.

Some newer Mitsubishi transaxles use keyless synchronizers.

Most manual transaxles in current use require a viscosity of SAE 75W to 85W, however, always check the Owner’s Manual or Service manual for proper type, quantity and viscosity range for the vehicle you are servicing.

Page 6

Page 8

Page 9

Page 10

Page 6



22.01A


Refer to the illustration on the left for the first three questions.

1. If the drive gear rotates at 600 rpm, what is the speed of the driven gear? a. 200 rpm b. 300 rpm c. 600 rpm d. 1,200 rpm

2. If 120 foot-pounds of torque is applied to the drive gear, what is the torque available at the driven gear? a. 40 foot-pounds b. 120 foot-pounds c. 240 foot-pounds d. Not enough information to calculate

3. What component could be added to reverse the rotation of the driven gear without changing the rotation direction of the drive gear? a. a spur cut helical gear b. a sub gear c. an idler gear with the same number of teeth as the driven gear d. an idler gear with any number of teeth

4. Helically cut gears are used in a transmission instead of straight cut spur gears: a. to reduce costs b. when quiet operation is desired c. when quiet operation is not as important d. only for reverse

5. Since reverse gears are not often in constant mesh, they are usually: a. spur cut b. helical cut c. either (a) or (b) d. neither (a) nor (b)

KNOWLEDGE CHECK

Feedback

2 1

Drive Gear

Driven Gear

Page 14

Page 17

Page 19

Page 24

Page 25

Page 10



6. Sub gears are used to: a. reduce knocking noise that may occur during acceleration and deceleration. b. provide lower gear ratios. c. double the number of available “speeds”. d. do the same thing as an idler gear.

7. Ball bearings usually support shafts subject to the following loads: a. Axial loads. b. Radial loads. c. Both answers are correct. d. Neither answer is correct.

8. Tapered roller bearings usually support shafts subject to the following loads: a. Axial loads. b. Radial loads. c. Both answers are correct. d. Neither answer is correct.

9. Preload is usually used to control: a. axial movement of a shaft supported by ball bearings. b. radial movement of a shaft supported by ball bearings. c. axial and radial movement of a shaft supported by tapered roller bearings. d. axial and radial movement of a shaft supported by straight roller bearings.

10. To remove a ball bearing pressed onto a shaft, where should it be supported to prevent bearing damage? a. only on the outer race b. only on the inner race c. on the race with the tighter shaft or case fit d. There is no safe way to remove a ball bearing without damage.

11. One synchronizer assembly normally controls how many gears? a. 1 b. 2 c. 4 d. depends on whether the transmission is a 4-speed or a 5-speed.

Page 25

Pages 25 and 29

Page 34

Page 33



22.01A

12. What components ensure smooth shifting without gear clash? a. shift rail and fork b. fixed helical gears c. helical bearings d. synchronizer assembly

13. What component moves the synchro sleeve? a. Synchronizer hub b. Blocker rings c. Shift fork d. Inner cone

14. Transaxle oil must be rated: a. API GL-4 b. API GL-5 c. API DOT 4 d. Either (a) or (b) may be used. 15. Which of the following could cause gear clash? a. Worn blocker rings and/or cone surface b. Broken sleeve teeth c. Clutch does not fully release d. All of these answers are correct.



22.02A


Instructor Guide

F5M42 ManualTransaxle

Section DescriptionThis section details the design characteristics which affect performance, maintenance, and overhaul of the F5M42 transaxle.

Theory Section

22.02A


F5M4 Series Manual Transaxles

22.02A







Note

Caution





F5M4 Series Manual Transaxles22.02A

Table of Contents Section Introduction Section Goal ………………………………………………………………...…… 3 Section Objectives ………………………………………………………………. 3 Needed Materials ……………………………………………………………….. 3 Time to Complete ……………………………………………………………….. 3 Overview ..……….………………….……………………………………………….…… 4 Model Code and Applications …………………………………………………………. 5 Clutch ………………………….………………..……………………………………..… 5 Shift Lever and Cables ……………..………………………………………………….. 6 Shift Mechanism …………………………………….………………………………...… 7 Detent Balls and Springs ….…………………………………………………………… 8 Interlock Plate ……..…..…………………………….………….……………………….. 8 Reverse Blocker ……………………………………………………………….……...… 9 Shift Forks …….…..……………………………………………………….…………..… 9 Gearbox ………………………………………………………………………………….. 10 Input Shaft ……………………………………………………………………………….. 11 Output Shaft …………….…………………………….…………………………………. 12 Reverse Idler …………………………………………………………………………….. 13 Differential ……………………...………………………………………………………... 14 Input Shaft and Components ………………………………………………………….. 15 Output Shaft and Components ………………………………………………………… 17 Synchronizers …………………………………………………………………………… 19 One-Way Chamfering …………………..……………………………………… 20 Powerflow 1st Gear …….…………………………………………………………………….. 21 2nd Gear ………………………………………………………………………….. 22 3rd Gear …….………………………………………………………….…………. 23 4th Gear ………………………………………….…………………….……….… 24 5th Gear ………………………………………………………………..…………. 25 Reverse Gear ……………………………………………………….…………… 26 Transaxle Service, Diagnosis, Overhaul …………………………………………….. 27 Section Summary ……………………………………………………………………….. 29 Knowledge Review Questions ………………………………………………………… 32



22.02A

SECTION GOAL


• Identify the benefits of a two shaft design over a three shaft design.• Identify the advantages of a double cone synchronizer.• Identify the benefits of one-way chamfering on the second and third clutch gear teeth.• Trace power flow path through the transaxle in each gear.

NEEDED MATERIALS

TIME TO COMPLETE


About 30 minutes

Slide 22.02A-3a

Slide 22.02A-3b

This section details the design characteristics which affect performance, maintenance, and overhaul of the F5M42 transaxle.



OVERVIEW

Slide 22.02A-4a

The F5M4 transaxle has been used in the following applications.• 2002-2012 Eclipse (2.4L engine)• 2002-2006 Lancer (2.0L and 2.4L engines)• 1997-2002 Mirage (1.5L and 1.8L engines)• 2005-2006 Outlander (2.4L engine)

The F5M42 (heavy duty version) will be discussed in this section.

InputShaft

OutputShaft

Differential

1st2nd5thReverse

4th

3rd

ReverseIdler



22.02A

Model code definition is listed above for the F5M41 and F5M42 transaxles. Transmission control is accomplished using two non-adjustable cables.

Slide 22.02A-5a

The clutch release bearing retainer is a separate part which can be replaced without disassembling the transaxle.

Slide 22.02A-5b

Clutch

Model Code and Applications

F = Front Wheel Drive5 = 5 forward speedsM = Manual Transaxle4 = Low horsepower Engine Applications1 = Light Duty Capacity2 = Heavy Duty Capacity

Push-typeClutch

DOT 3 or DOT 4 Fluid



Shift Lever and Cables

Slide 22.02A-6a

A spherical rotary shaft fulcrum is used ensuring a smooth shift feel. The base bracket is a resin material to reduce weight and the shift knob is mass-filled to minimize binding during a shift. The shift and select cables are elastically supported to reduce noise. Front to rear movement of the shift lever operates the shift cable. Side to side movement of the shift lever operates the selector cable.

Base Bracket

Select Cable

Shift Cable



22.02A

Shift Mechanism

The shift mechanism is common to most Mitsubishi transaxles. As the gear shift lever is moved from side-to-side, a shift lug is chosen by the Select Lever. When the gear Shift Lever is moved to the front or to the rear, the shift lug moves the shift forks on the rails to operate the synchronizer sleeves.

The shift mechanism has been centralized in the control housing for added strength and easier removal.

Slide 22.02A-7a

Shift Lever

Select Lever

1st / 2nd Shift Rail

1st / 2nd Shift Fork

3rd / 4th Shift Rail

3rd / 4th Shift Fork

5th / Reverse Shift Rail

5th / Reverse Shift Fork

1 - 2

3 - 45 - R

N2, 4, R

1, 3, 5



Interlock Plate

The interlock plate restricts movement of the control finger to ensure that it is only allowed to move when it is in mesh with a shift lug. This prevents the transaxle from selecting two gears simultaneously.

Detent Balls and Springs

Grooves have been cut into the shift rails. Detent balls, under spring tension, ride in the grooves to prevent gear disengagement and to provide a crisp shift feeling. The detent balls, springs, and plugs are integrated into one-piece assemblies for easier removal and installation.

Slide 22.02A-8a

One-PieceDetent Plug Shift Rail

Detent Groove

Interlock PlateControl Finger

Slide 22.02A-8b



22.02A

Slide 22.02A-9a

Reverse Blocker

When an attempt is made to shift from 5th to reverse, the stopper plate is pressed against the stopper bracket to prevent the shift.

Shift Forks (F5M42)

Stopper Plate

1st / 2nd Fork

3rd / 4th Fork

5th Fork

The F5M42 transaxle uses three shift forks, mounted on shift rails. As with other transaxles, each fork controls shifts between two gears:

• 1st and 2nd gears• 3rd and 4th gears• 5th and Reverse gears

Slide 22.02A-9b



The F5M41 and F5M42 transaxles use two shafts to turn the differential.

• Input shaft• Output shaft

GEARBOX

Differential(Final Drive)

Output Shaft

Input Shaft

Slide 22.02A-10a



22.02A

Input Shaft

Slide 22.02A-11a

Ball bearings support the input shaft at the front and rear. End play is adjusted using select fit snap rings. There is no preload adjustment.

The front oil seal and clutch release bearing retainer can be replaced without disassembling the transaxle.

The clutch release bearing rides on clutch releasebearing retainer.

Input ShaftRear Bearing

Input Shaft

ClutchReleaseBearing

Input ShaftFront Bearing



Output Shaft

Slide 22.02A-12a

The output shaft is supported in the front by a cylindrical roller bearing. The outer race and rollers are pressed into the clutch housing and the inner race is pressed onto the output shaft.

The output shaft is supported in the rear with a ball bearing pressed onto the shaft.

Front and rear bearing end play is adjusted using select fit snap rings. There is no preload adjustment.

Output ShaftRear Bearing

Output ShaftFront Bearing



22.02A

Reverse Idler

Slide 22.02A-13a

The reverse idler on the F5M42 transaxle is the constantly engaged type. This means that it is always in mesh with the reverse drive gear on the input shaft and the reverse driven gear on the output shaft.

The reverse idler is supported by the transaxle case in the front and rear.

The reverse idler is serviceable by removing the transaxle case under cover.

There are no adjustments to the reverse idler.

As with other transaxles, the reverse idler gear shaft bolt is a special design to help properly locate the shaft. No substitution of any other bolt in this location should be made.

Note



Slide 22.02A-14a

Differential (Final Drive)

The differential transfers power to the drive axles, provides a final gear ratio, and enables the wheels to rotate at different speeds during turns. This is done using four small spur bevel gears mounted inside a carrier, which in turn is driven by the output shaft’s output gear through a ring gear.

• Inside the carrier are two side gears splined to the axles.• Between the side gears, are two pinion gears, which ride on a shaft supported by the carrier.• Side gears are connected to the carrier through the pinion gears. Therefore the pinion gears drive the side gears.

During diagnosis, it is important to remember the pinions and side gears only rotate independently of the carrier during turns.

The differential is supported by tapered roller bearings in the front and rear. The front bearing outer race is pressed into the clutch housing and the rear bearing outer race is pressed into the transaxle case.

Select fit spacers, mounted behind the outer bearing races, adjust bearing preload.

Differential

TaperedRoller Bearing

TaperedRoller Bearing



22.02A

Input Shaft

The 1st speed drive gear, 2nd speed drive gear, and reverse drive gear are directly cut into the input shaft.

The 3rd speed and 4th speed drive gears are ‘’free spinning” and the 5th speed drive gear as well as the 3rd - 4th synchronizer are spline coupled to the input shaft.

Slide 22.02A-15a

.

1st Gear

2nd Gear3rd Gear

4th Gear5th Gear

Reverse Gear

2nd Gear



Input Shaft Components

All components of the input shaft are serviceable. A select fit thrust plate is available to adjust 5th speed drive gear end play. The front and rear bearing end play is also adjustable, as previously described.

Slide 22.02A-16a

3rd Speed Gear

4th Speed Gear

5th Speed Gear

Thrust Plate

2nd Speed Gear

1st Speed Gear

3-4 Synchronizer



22.02A

Output Shaft

Slide 22.02A-17a

On the F5M42 transaxle, the final drive gear is directly cut into the output shaft.

The 1 - 2 and the 5th - Reverse synchronizers as well as the 3rd speed and 4th speed driven gears are spline coupled to the output shaft.

The 1st speed, 2nd speed, 5th speed, and reverse driven gears are ‘’free spinning”.

.

Reverse

1st Gear

2nd Gear3rd Gear

4th Gear5th Gear



Slide 22.02A-18a

All components of the output shaft are serviceable. A select fit snap ring is available to adjust the 3rd speed driven gear end play. The front and rear bearing end play is also adjustable, as previously described.

Final DriveReduction Gear

1 - 2Synchronizer

5th - ReverseSynchronizer

3rd Speed Driven Gear

Select FitSnap Ring

1st Speed Gear

2nd Speed Gear

4th Gear

5th Gear

Reverse Gear

Output Shaft Components



22.02A

Synchronizers

Slide 22.02A-19a

Three keyless synchronizer assemblies are used in the F5M42 transaxle.

Mounted on the input shaft, a double cone design is used for the 1st - 2nd synchronizer. It has one inner ring and one outer ring which are designed to sandwich the synchronizer cone during a shift into second gear.

A single cone design is used for the 3rd - 4th and 5th - Reverse synchronizers.

.

3rd - 4thSynchronizer

5th - Reverse Synchronizer

1st - 2nd Synchronizer



One-Way Chamfering

Slide 22.02A-20a

To improve shift feel, the chamfered mesh points on the second and third clutch gears have been changed to a “one-way flow” design. This design allows shifts to be made without interfering with the rotation of the clutch gears.

As the synchronizing action is being completed, the synchronizer sleeve passes through the synchronizer ring and comes into mesh with the clutch gear.

With a conventional chamfered shape, as the clutch gear and synchronizer sleeve starts to mesh, the synchronizer sleeve attempts to push the clutch gear in the opposite direction. The clutch gear pushes back against the synchronizer and some resistance to the shift is felt.

To reduce this resistance, the chamfered portions of the second and third clutch gears have been changed to the one-way design so that they do not interfere with the rotation of the clutch gear.

Synchronizer Sleeve

Synchronizer Ring Synchronizer Ring

Synchronizer Sleeve

Clutch Gear

Clutch Gear

1st, 4th, and 5th Clutch Gears 2nd and 3rd Clutch Gears



22.02A

1st Gear Powerflow

Slide 22.02A-21a

When the shift lever is moved to 1st gear, the 1-2 synchronizer sleeve moves on the synchronizer hub to lock the first driven gear to the output shaft.

Power is transmitted from the crankshaft through the transaxle input shaft. Since the 1st drive gear is part of the input shaft, it rotates at engine speed.

The 1st drive gear on the input shaft is in constant mesh with the 1st driven gear on the output shaft. With the first driven gear locked to the output shaft by the 1-2 synchronizer, power is transmitted through the output shaft to the final reduction gear which drives the differential providing torque to the front wheels.

.

1st Gear



Slide 22.02A-22a

When 2nd gear is selected, the 1-2 synchronizer sleeve moves on the synchronizer hub to lock the 2nd driven gear to the output shaft.

Power flows from the crankshaft through the transaxle input shaft. Since the second drive gear is part of the input shaft, it rotates at engine speed.

The 2nd drive gear on the input shaft is in constant mesh with the 2nd driven gear on the output shaft. With the 2nd driven gear locked to the output shaft by the 1-2 synchronizer, power is transmitted through the output shaft to the final reduction gear which drives the differential providing torque to the front wheels.

.

2nd Gear

2nd Gear Powerflow



22.02A

Slide 22.02A-23a

In 3rd gear, the 3-4 synchronizer sleeve moves on the synchronizer hub to lock the 3rd drive gear to the input shaft.

Power flows from the crankshaft through the transaxle input shaft. Since the 3rd drive gear is now locked to the input shaft by the 3-4 synchronizer, it rotates at engine speed.

The 3rd drive gear on the input shaft is in constant mesh with the 3rd driven gear on the output shaft. Since the 3rd driven gear is splined to the output shaft and the final drive gear is a part of the output shaft, power is transmitted through the output shaft to the final reduction gear which drives the differential providing torque to the front wheels.

3rd Gear Powerflow

.

3rd Gear



4th Gear Powerflow

When 4th gear is selected, the 3-4 synchronizer sleeve moves on the synchronizer hub to lock the 4th drive gear to the input shaft.

Power flows from the crankshaft through the transaxle input shaft. Since the 4th drive gear is now locked to the input shaft by the 3-4 synchronizer, it rotates at engine speed.

The 4th drive gear on the input shaft is in constant mesh with the 4th driven gear on the output shaft. Since the 4th driven gear is splined to the output shaft and the final drive gear is a part of the output shaft, power is transmitted through the output shaft to the final reduction gear which drives the differential providing torque to the front wheels.

Slide 22.02A-24a

.

4th Gear



22.02A

Slide 22.02A-25a

5th Gear Powerflow

In 5th gear, the 5th-Reverse synchronizer sleeve moves on the synchronizer hub to lock the 5th driven gear to the output shaft.

Power flows from the crankshaft through the transaxle input shaft. Since the 5th drive gear is spline coupled to the input shaft, it rotates at engine speed.

The 5th drive gear on the input shaft is in constant mesh with the 5th driven gear on the output shaft. Since the 5th driven gear is locked to the output shaft by the 5th-Reverse synchronizer, and the final drive gear is a part of the output shaft, power is transmitted through the output shaft to the final reduction gear which drives the differential providing torque to the front wheels.

.

5th Gear



Slide 22.02A-26a

Reverse Gear Powerflow

.

ReverseGear

ReverseIdler

In reverse, the 5th-Rreverse synchronizer sleeve moves on the synchronizer hub to lock the reverse driven gear to the output shaft.

Power flows from the engine crankshaft through the transaxle input shaft. Since the reverse drive gear is part of the input shaft, it also rotates at engine speed.

The reverse drive gear on the input shaft is in constant mesh with the reverse idler gear which is in mesh with the reverse driven gear on the output shaft.

With the reverse driven gear locked to the output shaft by the 5th to reverse synchronizer, power is transmitted in a reversed direction through the output shaft to the final reduction gear which drives the differential providing torque to the front wheels.



22.02A Slide 22.02A-27a

The transaxle should be filled to the level of the fill plug with SAE 75W-90W gear oil conforming to API classification GL-4 or higher. These are long-life lubricants that are designed to increase the oil change intervals. Do not use ATF in these transaxles.

The oil capacity is 2.3 quarts (2.2 liters) for the F5M42 transaxle. The drain plug is located on the bottom of the transaxle case and the fill plug is located on the left side of the case.

Mitsubishi’s Severe Maintenance Schedule calls for changing the transaxle gear oil every 30,000 miles or 24 months, whichever occurs first.

Transaxle Service

Fill Plug

Drain PlugTransaxleGear Oil

Transaxle Diagnosis As with other transaxles, the F5M42 can exhibit any of the symptoms listed below. Refer to Service Manual Group 22A for specific diagnosis and repair procedures. • Noise or vibration • Oil leaks • Hard shift • Jumps out of gear



F5M42 transaxle overhaul procedures are common with other transaxles. Consult Service Manual Group 22B for overhaul procedures and the necessary special tools.

This transaxle uses FORM-IN-PLACE gasket materials instead of gaskets. The approved sealant is part No. MD997740.

The F5M42 transaxle uses several select fit parts. Service Manual Group 22B includes charts used for selecting the correct part for the application.

Transaxle Overhaul

Slide 22.02A-28a



22.02A

SECTION SUMMARY The F5M4 transaxle has been used in the following applications. • 2002-2012 Eclipse (2.4L engine) • 2002-2006 Lancer (2.0L and 2.4L engines) • 1997-2002 Mirage (1.5L and 1.8L engines) • 2005-2006 Outlander (2.4L engine)

A push-type clutch is used. The clutch release bearing retainer is a separate part which can be replaced without disassembling the transaxle.

A spherical rotary shaft fulcrum is used ensuring a smooth shift feel. The base bracket is a resin material to reduce weight and the shift knob is mass-filled to minimize binding during a shift. The shift and select cables are elastically supported to reduce noise. Front to rear movement of the shift lever operates the shift cable. Side to side movement of the shift lever operates the selector cable.

The shift mechanism is common to Mitsubishi transaxles. As the gear shift lever is moved from side-to-side, a shift lug is chosen by the Select Lever. When the gear Shift Lever is moved to the front or to the rear, the shift lug moves the shift forks on the rails to operate the synchronizer sleeves. The shift mechanism has been centralized in the control housing for added strength and easier removal.

Grooves have been cut into the shift rails. Detent balls, under spring tension, ride in the grooves to prevent gear disengagement and to provide a crisp shift feeling. The detent balls, springs, and plugs are integrated into one-piece assemblies for easier removal and installation.

The interlock plate restricts movement of the control finger to ensure that it is only allowed to move when it is in mesh with a shift lug. This prevents the transaxle from selecting two gears simultaneously.

The F5M42 transaxle uses three shift forks, mounted on shift rails. As with other transaxles, each fork controls shifts between two gears: • 1st and 2nd gears • 3rd and 4th gears • 5th and Reverse gears



Ball bearings support the input shaft at the front and rear. End play is adjusted using select fit snap rings. There is no preload adjustment. The front oil seal and clutch release bearing retainer can be replaced without disassembling the transaxle. The clutch release bearing rides on clutch release bearing retainer.

The output shaft is supported in the front by a cylindrical roller bearing. The outer race and rollers are pressed into the clutch housing and the inner race is pressed onto the output shaft. The output shaft is supported in the rear with a ball bearing pressed onto the shaft. Front and rear bearing end play is adjusted using select fit snap rings. There is no preload adjustment.

The reverse idler on the F5M42 transaxle is the constantly engaged type. This means that it is always in mesh with the reverse drive gear on the input shaft and the reverse driven gear on the output shaft.

The differential operates the same as other differentials. The differential is supported by tapered roller bearings in the front and in the rear.

The 1st speed drive gear, 2nd speed drive gear, and reverse drive gear are directly cut into the input shaft. The 3rd speed and 4th speed drive gears are ‘’free spinning” and the 5th speed drive gear as well as the 3rd - 4th synchronizer are spline coupled to the input shaft.

On the F5M42 transaxle, the final drive gear is directly cut into the output shaft. The 1 - 2 and the 5th - Reverse synchronizers as well as the 3rd speed and 4th speed driven gears are spline coupled to the output shaft. The 1st speed, 2nd speed, 5th speed, and reverse driven gears are ‘’free spinning”.

The F5M42 uses three keyless synchronizer assemblies; a double cone design is used for the 1st - 2nd synchronizer. A single cone design is used for the 3rd - 4th and 5th - Reverse synchronizers.



22.02A

To improve shift feel, the chamfered mesh points on the second and third clutch gears have been changed to a “one-way flow” design. This design allows shifts to be made without interfering with the rotation of the clutch gears.

Powerflow descriptions for all forward speeds and reverse are listed on pages 21-26.

The transaxle should be filled to the level of the fill plug with SAE 75W-90W gear oil conforming to API classification GL-4. The oil capacity is 2.3 quarts (2.2 liters) for the F5M42 transaxle. Mitsubishi’s Severe Maintenance Schedule calls for changing the transaxle gear oil every 30,000 miles or 24 months, whichever occurs first.

The F5M42 can exhibit any of the symptoms listed below. Refer to Service Manual Group 22A for specific diagnosis procedures. • Noise or vibration • Oil leaks • Hard shift • Jumps out of gear

F5M42 transaxle overhaul procedures, necessary special tools, and select fit parts are identified in Service Manual Group 22B.

Page 19

Page 20

Page 26

Page 9

Page s 12 and 14




1. The double cone synchronizer is used to improve the shift quality on which shift? a. 1st to 2nd b. 3rd to 4th c. 4th to 5th d. 5th to reverse

2. One way chamfering allows shifts to be made without interfering with the rotation of ______ . a. the clutch gears. b. the reverse idler. c. the intermediate gear. d. the torque shaft.

3. When the F5M42 transaxle is in reverse, power flows through which synchronizer sleeve? a. 1st-2nd b. 3rd-4th c. 5th-Reverse d. None of the above answers is correct.

4. When an attempt is made to shift from 5th to reverse, the ___________ is pressed against the stopper bracket to prevent the shift. a. detent ball b. interlock plate c. stopper plate d. 5th-Reverse synchronizer sleeve

5. Tapered roller bearings are used to support the differential assembly and output shaft. a. TRUE b. FALSE

KNOWLEDGE CHECK

Feedback

22.03B


Instructor Guide

F5MBB Transaxle

Section DescriptionThis skill section provides hands-on overhaul practice for the F5MBB transaxle. As always, use tools and equipment in a proper manner, keeping safety firmly in mind.

Skill Section

22.03B

1Skill Section 22.03B Mitsubishi Motors North America, Inc.

F5MBB Transaxle Disassembly/Reassembly

22.03B







Note

Caution

!




Mitsubishi Motors North America, Inc. 2Skill Section 22.03BMitsubishi Motors North America, Inc.

F5MBB Transaxle Disassembly/Reassembly22.03B

Table of Contents Section Introduction Section Goal ………………………………………………………………...…… 3 Section Objectives ………………………………………………………………. 3 Needed Materials ……………………………………………………………….. 3 Time to Complete ……………………………………………………………….. 3 F5MBB Transaxle Special Tools .………….…………………..………………….…… 4 F5MBB Exploded Drawings ………………………………...…………………………. 5 Transaxle Disassembly …...…….…………………………………………………….. 8 Input Shaft Disassembly & Reassembly …………………………………….……….. 16 3rd and 4th Synchronizer Designs …………………………………….……...… 17 Output Shaft Disassembly & Reassembly ….………………………………………… 21 1st and 2nd Synchronizer Designs .…………….…….………………………… 23 Shift Rail Installation ………………………………………………........................…. 28 5th Gear Synchronizer Design and Installation …….……………………….……..… 33 Center Differential Bearing and Output Shaft Bearing Preload Adjustments ……. 42 Snap Ring and Bearing Spacer Selection Tables …………………………………… 44



22.03B

SECTION GOAL


• Disassemble/Reassemble the transaxle using recommended special tools.• Disassemble/Reassemble Input Shaft• Disassemble/Reassemble Output Shaft• Identify the synchronizer designs used• Examine synchronizers for wear and damage.

NEEDED MATERIALS

TIME TO COMPLETE

Section 22.04B only.

About 3 hours

This skill section provides hands-on overhaul practice for the F5MBB transaxle. As always, use tools and equipment in a proper manner, keeping safety firmly in mind.



F5MBB Special Tools

MB990801

MB992221-01Cabinet Location: 3B6

MD998802-01Cabinet Location: 3E2

MB992038-01Cabinet Location: 3A7

MB992219-01Cabinet Location: 3E3

MB992216-01Cabinet Location: 3F1


MB992138-01Cabinet Location: 3D3

MB992150General Tool

MB992075Cabinet Location: 3A7

MD998348-01

MIT304180-ACabinet Location: 3D2Available from BOSCH

MIT304180-ACabinet Location: 3D2

MD998818 MB991395Cabinet Location: 3C5

MD998820-01Cabinet Location: 3C1




MIT304180-ACabinet Location: 3C1

MD998368General Tool

MB990891-01 MD998020Cabinet Location: 5B2 Tool Board 6

11-01MB9902Cabinet Location: 4D2







General Tool

General Tool

General Tool

MB992210-01Cabinet Location: 3B5


MB992039-01

MB992176Loaner Tool

MD998200-01


General Tool




Mitsubushi Essential Tool Cabinet includes tools from the wall-mounted tool boards previously used. Tools for the F5MBB transaxle are shown below.

The Slide Hammer (MB990211-01) is used as an example of the cabinet’s organization (4D2): • Drawer 4 • Row D (from left to right) • Space 2 (from front to rear)



22.03B

Harness Clamp

Brackets

Control Cable

Bracket

Bell Crank &Dust CoverCase

Hanger #1

Lever Lever Lock Pin

Control Shift Lever

Dust Boot

Oil Seal

ClampPlug

Gasket

Shift & SelectLever Shaft

CoverLock Ball

Assembly

BackupLight

Switch

Select Lever Shoe



Rear Cover

5thSynchroSleeve

Snap Ring

5thSyncro

Hub

5th SpeedGear

Needle Bearing

5th Shift Fork

5th DriveGear

BearingRetainer

TransaxleCase Lock Nut

Reverse IdlerShaft Bolt

Gasket

Snap Rings

5th Synchro Ringand Key Springs



22.03B

Reverse Shift Arm Bracket

Snap Ring 1-2 Shaft

1-2 Fork

Detent Roller

Reverse Shift ForkSnap Ring

5-R Shaft

3-4 Shaft

3-4 Fork

Shift Head

Reverse Idler Shaft

Thrust Washer

Reverse Idler Gear

Input ShaftOutput Shaft

Differential

Clutch Housing Snap Ring



Place the transaxle on the workbench with the clutch housing down.

Remove the 10 rear cover bolts.

1.

Move the shift lever to engage any gear.3.

TRANSAXLE DISASSEMBLY

To prevent damaging the Output Shaft threads when removing the lock nut, use a chisel or punch to move the stake away from the shaft recess.

2.

MD998802Hold the Input Shaft stationary with special tool MD998802 and 1/2” breaker bar.

4.



22.03B

Using special tool MD998773 (Knock Sensor Wrench) remove the Backup Light Switch.

Remove the Wiring Harness Bracket.

6.

Remove the 3 bolts holding the Case Hanger Bracket and Control Cable Bracket in place.

Remove both brackets.

7.

Note the location and position of the Select Lever Shoe.

8.

Using a 30mm socket and breaker bar, loosen the 5th Drive Gear lock nut.

Do not remove the lock nut at this time.

Once the lock nut is loosened, return the shift lever to neutral.

5.



Remove the Selecting Bell Crank Assembly attaching bolts.

Ensure the linkage is in neutral.

9.

Remove the nut and lock washer securing the Lever Lock Pin.

With a pin punch, remove the Lock Pin.11.

Slide the Control Shift Lever from the Shift and Select Lever Shaft.

12.

10.



22.03B

Remove the Shift and Select Lever Shaft.15.

Remove the 3 remaining bolts holding the Control Shaft Cover in place.

Remove the cover and its gasket.

14.

Remove the Lock Ball Assembly.13.

Remove the snap ring retaining the 5th Gear Synchronizer Hub.

16.



Using MB992221-01 (or equivalent), remove the 5th Gear Synchronizer Hub.

MD998020 can also be used under 5th gear.

19.

After removing its retaining bolt, remove the 5th Gear Shift Fork and Sleeve.

17.

Remove the following components:• Both synchronizer shift key springs• 5th Gear Synchronizer Ring Assembly• 5th Driven Gear• Two-piece needle roller bearing

Note: there are no keys used with the 5th gear synchronizer.

20.

Remove the snap rings from the 1-2 and 3-4 Shift Rails.

18.



22.03BRemove the two input shaft snap rings as shown.

24.

.

MB990801

21.

Using a T45 torx bit, remove the 7 Bearing Retainer attaching bolts.

22.

Remove the Bearing Retainer and Shim.23.

Using MB990801, or an equivalent puller, remove 5th Drive Gear.

If available, MD998020 can be used with the lips of the jaws placed under the gear.



Remove the Reverse Idler Gear Shaft bolt.25.

From inside the Clutch Housing, remove 4 case bolts.

26.

Remove the remaining 13 case bolts.27.

Once all bolts have been removed, separate the Clutch Housing from the Transaxle Case.

28.



22.03B

Remove the 2 Reverse Shift Arm Bracket bolts and remove the bracket.

Remove Reverse Idler Gear, Thrust Washer, and Shaft.

29.

Remove the bolt from the 3-4 Shift Fork.

Remove the bolt from the Shift Head.

30.

Remove the Shift Head.31.

Remove the bolt from the 1-2 Shift Fork.32.



Remove the 1-2 Shift Fork and Shaft.33.

Remove the Reverse Shift Fork and Shaft.

Note the Detent Roller.

34.

Remove the 3-4 Shift Fork.

Lift both the Input Shaft and Output Shaft from the Transaxle Case together.

35.

PERFORMANCE CHECKAsk your instructor to review your work before proceeding.

INSTRUCTOR SIGNOFF: _________________________Feedback



22.03B

Selective Snap RingBall Bearing

Needle BearingSpacer

Selective Snap Ring

4th Gear Synchro Ring

3-4 Synchro Hub3-4 Synchro Sleeve

3rd Gear Synchro Ring3rd Speed Gear

Needle Bearing

Input ShaftInnerBearing Race

4th Speed Gear

Synchro Key

Synchro Spring

1st 2nd 3-4 Ball

Reverse 3rd 4thSelective

Snap Ring

Inner Bearing

Race

BearingSynchro

Input ShaftAssembly

ClutchSplines



MD998917

Use MD998917 (or equivalent) under the bearing to press it off the input shaft.

Slide 4th Gear, the 2-piece Needle Bearing, and Spacer from the Input Shaft.

36.

MD998917

After removing the snap ring retaining the 3-4 Synchronizer Hub, use MD998917 (or equivalent) under 3rd Gear. Press it off the Input Shaft along with the 3-4 Synchronizer Assembly.

Note the difference between the synchronizer ring designs in the pictures below.

3rd Speed Gear and Synchronizer Ring

4th Speed Gear and Synchronizer Ring

37.



22.03B

MB990560

Groove

MB990560

Ensure the jaws of tool MB990560 (or equivalent) are securely positioned in the narrow groove of the Inner Bearing Race.

Press the race from the Input Shaft.

38.

Check the clearance between the 3rd Driven Gear and its synchronizer ring with a feeler gauge. If the clearance is less the 0.020” (0.5mm), replace either the gear or ring.

List your measurement: _________

39.

Repeat the clearance check with 4th Driven Gear and its synchronizer ring.



INSTRUCTOR SIGNOFF: _____

Feedback

40.

1st Gear



Using MIT304180-A and MD998818, install the Inner Bearing Race.

Verify the race is properly positioned as shown.

41.

MIT304180-A

MD998818

Assemble the 3-4 Synchronizer.

Verify the synchro sleeve notch and the synchro hub oil groove face the installation direction as shown.

42.

Hub Oil Groove

SleeveNotch

Using MIT304180-A and MD998820, install the 3-4 Synchronizer Assembly.

43.

MIT304180-A

MD998820

Reinstall the snap ring and verify the clearance between the 3-4 Synchronizer Hub and snap ring is 0 - 0.0039” (0 - 0.1 mm).

List your measurement: __________

Refer to Selection Tables beginning on page 22.03B-44 for the proper snap ring.

44.



22.03B

Reinstall the thin spacer on top of the snap ring. Reinstall 4th gear, needle bearing, and blocker ring.

Verify the rear bearing faces correctly with the snap ring groove as shown.

45.

MIT304180-A

MD998820

Using MIT304180-A and MD998820, install the bearing.

46.

Reinstall the snap ring.

Verify the clearance between the inner bearing race and snap ring is 0 - 0.0039” (0 - 0.1 mm).



47.



Tapered RollerBearing


FinalDrive

1st

Reverse Gear &1-2 Synchro Sleeve

1-2Synchro

2nd

3rd

4th

4thDrive Gear

Spacer

3rd Drive Gear

2ndSpeed Gear

Bearing

Bushing

BallSpacer


1-2 Synchro Hub

1st Speed Gear

Bearing

Output ShaftTaperedRollerBearing

2nd GearSynchro Rings

1st GearSynchro Rings

Spring & Key

TaperedRollerBearing

Output Shaft

Assembly



22.03B

Using MD998917 (or equivalent) to support 4th Gear, press it and the tapered roller bearing from the output shaft.

48.

Using MD998917 to support 2nd Gear, press it and 3rd Gear from the output shaft.

Make certain the bearing splitter does not catch the synchro teeth.

49.

Using MD998917 (or equivalent) to support 1st Gear, press it and Reverse Gear (1-2 Synchronizer Hub) from the Output Shaft.

50.



MD998917

MD998917

MD998917



Separate synchronizer assembly from 2nd Gear. Check for damage, wear, or roughness.• Helical and clutch gear tooth surfaces• Synchronizer cone surfaces• Gear inside diameter & front / rear surfaces

Check clearance between gear and blocker ring with a feeler gauge. If less the 0.020” (0.5mm), replace either the gear or ring.

List your measurement: ________

51.

Note the gear holes and the synchronizer alignment pegs.

52. Separate synchronizer assembly from 1st Gear. Check for damage, wear, or roughness.• Helical and clutch gear tooth surfaces• Synchronizer cone surfaces• Gear inside diameter & front / rear surfaces

Check clearance between gear and blocker ring with a feeler gauge. If less the 0.020” (0.5mm), replace either the gear or ring.


AlignmentPegsHoles

Gear Synchronizer Middle Ring

53.

Reassemble 1st Speed Gear and 2nd Speed Gear synchronizers.

54.



22.03B

Install 1st Speed Gear and its needle bearing onto the Output Shaft.

Set the 1-2 Synchronizer Hub in place.

Install Reverse Gear/1-2 Synchronizer Sleeve in the direction shown. Seat it in place.

55. Install the 3 synchronizer springs and keys.

56.

MIT304180-A

MD998820

Using MIT304180-A and MD998820, install the 1-2 Synchronizer Hub.

57.

Install Lock Ball for 2nd Speed Gear bushing, using petroleum jelly to hold it in place.

Slide the bushing onto the Output Shaft, aligning the notch with the Lock Ball.

58.



Install 2nd Speed Gear.60.

Verify the spacer is installed on top of the needle bearing.

61.

Install 2nd Speed Gear Needle Bearing and Spacer.

59.

Align 3rd Drive Gear with its Output Shaft splines with the hub facing up.

62.



22.03B

Using MIT304180-A and MD998820, install 4th Drive Gear.

65.

MIT304180-A

MD998820

Using MIT304180-A and MD998820, install 3rd Drive Gear.

63.

MIT304180-A

MD998820

Install the spacer separating 3rd and 4th gears onto the Output Shaft.

Align 4th Drive Gear with its Output Shaft splines with the hub facing down.

64.

Using MIT304180-A and MD998820, install tapered roller bearing.

66.

MIT304180-A

MD998820



Feedback



Along with the Differential, install the Input and Output shafts into the Clutch Housing.

67.

Alignment Mark

Install Reverse Idler Shaft, Thrust Washer, and Gear.

69.

Before installing the transaxle case, verify the alignment mark is positioned as shown.

This will ensure the lock bolt aligns properly with the shaft.

Position the 3-4 Shift Fork as shown.68.

To ease installation, position the Reverse Shift Arm Bracket detent as shown.

70.



22.03B

Position the Reverse Shift Arm Bracket as shown.

Do not install the shift arm’s attaching bolts at this time.

71.

Ensure the Detent Roller is installed in the Reverse Shift Fork as shown.

72.

Insert the shift rail with the Reverse Shift Fork into its bore in the case.

Fit the arm tip of the Reverse Shift Fork into the mating slot in the Reverse Shift Arm Bracket as shown by the arrow.

73.

Insert the 1-2 Shift Fork as shown.74.



Insert the 3-4 Shift Rail through the 3-4 Shift Fork.

Position the Gear Shift Head below the 3-4 Shift Fork. Slide the shaft through the shift head and into the case.

75.

Position the notch in the 1-2 Shift Rail as shown.

While lifting the 5-R Shift Rail up, slide the 1-2 Shift Rail into the case.

76.

With the shift rails and Reverse Shift Arm bracket positioned, install the retaining bolts as shown.

77.



Lift Up



22.03B

Fit the Transaxle Case to the Clutch Housing.

Install the Reverse Idler Gear Shaft bolt but leave it loose temporarily.

78.

Install the 4 case bolts inside the Clutch Housing.

80.

Install the remaining 13 case bolts.

Tighten the Reverse Idler Gear Shaft bolt.

81.

Use petroleum jelly to secure the shim in the Bearing Retainer groove and install the Bearing Retainer.

Using a T45 torx bit, reinstall the 7 Bearing Retainer attaching bolts.

79.



MB992219

Thread special tool MB992219 onto the Output Shaft until it bottoms.

82.

AB

5th Drive Gear

Slide 5th Drive Gear over the tool and align the splines of the Output Shaft and 5th Drive Gear.

83.

MB992216

Set special tool MB992216 on top of 5th Drive Gear.

84.

Center Bolt

MB992216

Thread the Center Bolt into MB992219.85.



22.03B

5th Drive Gear

MB992216

Press 5th Drive Gear onto the Output Shaft.86.

MD998802Hold the Input Shaft stationary with special tool MD998802 and 1/2” breaker bar.

87.

Using a 30mm socket and breaker bar, tighten the 5th Drive Gear lock nut.

88.





Disassemble the 5th Gear Synchronizer and inspect for wear and damage.

89.

Reassemble the 5th Gear Synchronizer.90.

Rotation Stops

Spring ASpring B

The Rotational Stops of springs A and B are indexed with two holes in the synchronizer hub as shown in these two drawings.

91.

Note Spring B’s locating hole is set further outboard toward the edge of the synchronizer hub than Spring A’s locating hole.

Rotational StopLocating Holes

Spring A

Spring B



22.03B

Fit the synchronizer rings and springs into the synchronizer hub.

Use petroleum jelly to hold the rings and springs against the “roof” of the hub. This will keep the pieces aligned as the assembly is pressed onto the Input Shaft.

Place the assembly onto the Input Shaft.

92.

MB992220Thread special tool MB992220 onto the Input Shaft until it bottoms.

93.

MB992216Set special tool MB992216 on top of the 5th Gear Synchronizer Hub.

94.

Thread the Center Bolt into MB992220.95.Center Bolt

MB992216



AB

5th GearSynchronizer

Press the 5th Gear Synchronizer Hub onto the Input Shaft.

96.

Note Make certain the synchronizer’s inner cone locating tabs are aligned with 5th Gear as the hub is pressed onto the shaft as shown in the next picture.

Note If the synchronizer rings or their springs drop down, stop and reposition the components. This will require using the puller as shown in step 15.

After the removing the hub, repeat steps 86 through 91.

Snap Ring Once the hub is seated, remove the special tools and reinstall the selective snap ring.

Verify the clearance between the inner bearing race and snap ring is 0 - 0.0039” (0 - 0.1 mm).



97.


INSTRUCTOR SIGNOFF: ________________

Feedback



22.03B

SleeveNotch

With the sleeve notch facing down toward the case as shown in the drawing, install the 5th Gear Synchronizer Sleeve, 5th Gear Shift Fork, and retaining bolt.

98.

Install the rear cover and tighten the 10 retaining bolts.

99.

Install the Shift and Select Lever Shaft.100.

Install the Control Shaft Cover.

At this time, do not install the bolt at the location shown by the arrow.

101.



Using a 24mm socket, install the Lock Ball Assembly.

102.

Using special tool MD998773 (Knock Sensor Wrench) install the Backup Light Switch.

103.

Install the Backup Light Switch harness retainer as shown.

104.

Install the Backup Light Switch harness connector as shown.

105.



22.03B

Note the Control Cable Bracket is installed against the case. The Transaxle Case Hanger is installed on top of the Control Cable Bracket.

Finger tighten the bolts.

106.

Loosely install the last 2 bracket attaching bolts.

107.

Install 2 wiring harness clamp brackets as shown and tighten all attaching bolts.

108.

Note the locating notch in the Shift and Select Lever Shaft as shown by the arrow.

109.



After aligning the Lock Pin bevel with the shaft notch, slide the pin into place.

112.

Slide the Control Shift Lever onto the shaft.110.

Align the Select Lever Shoe with the bellcrank and bellcrank pin.

111.

Pull the dust boot onto the shaft oil seal.113.

Bellcrank Pin

Shoe

Install the lock washer, and tighten the nut.



22.03B

To verify proper reassembly, shift the transaxle from 1st through 5th as well as Reverse.

If necessary, turn the input shaft with tool MD998802.

114.





Since this skill section does not demonstrate adjusting Center Differential Bearing Preload or Output Shaft Bearing Preload, the procedures for making these measurements are shown below from Service Manual Group 22B for your reference.

Center Differential Bearing Preload

Clutch HousingAssembly

Outer Race

Clutch HousingAssembly

A

Mating Surface Transaxle Case

Transaxle Case

B

MB992038

1. Set the differential assembly into the clutch housing.

2. Push and fit the tapered roller bearing outer race by hand.

3. To fit the tapered roller bearing outer race, rotate the differential assembly by hand about 10 times.

4. Put the clutch housing assembly on a surface table and use a height gauge to measure the dimension “A” which is from the mating surface of the clutch housing case assembly to the end surface of the tapered roller bearing outer race.

5. Put the straight edge on the mating surface of the transaxle case assembly and measure the dimension “B” with a vernier caliper.

6. Select the shim whose dimension is the difference between “B” and “A.”

7. Install the differential assembly to the clutch housing case assembly. Tighten the transaxle case bolts to the specified torque.

Tightening torque: 29 ± 5 N·m (21 ± 3 ft-lb)

8. Using special tool MB992038, measure the rotational starting torque of differential case.

Standard value: 0.8−1.6 N·m (7.08−14.16 in-lb)

If the rotational torque falls outside the standard value range, consult the Selection Tables beginning on page 22.03B44 to choose the proper spacer.



22.03B

Output Shaft Bearing Preload1. Set the output shaft assembly into the clutch housing.

2. Push and fit the bearing outer race by hand.

3. To fit the bearing outer race, rotate the output shaft assembly by hand.

4. Put the clutch housing on the surface table. With a height gauge, measure the distance between the clutch housing mating surface the end surface of the bearing outer race (Dimension “A”).

5. Put a straight edge on the transaxle case mating surface and measure the Dimension “B” with a vernier caliper.

6. Select the spacer whose dimension is the difference between “B” and “A” and install it.

7. Install the output shaft and differential into the clutch housing. Install the transaxle case bolts.

Tightening Torque: 29 ± 5 N·m (21 ± 3 ft-lb)

8. Install the rear bearing retainer. Tightening Torque: 42 ± 8 N·m (31 ± 5 ft-lb)

10. Install the 5th Gear Lock Nut.

11. Measure the rotational starting torque of output shaft. Standard value: 0.8 − 1.6 N·m (7.08 − 14.16 in-lb)

If the rotaional torque falls outside the standard value range, consult the Selection Tables beginning on page 22.03B-44 to choose the proper spacer.

A Clutch HousingMating Surface

B

Transaxle Case

Transaxle CaseMating Surface

5th Gear Lock nut

Outer Race



SNAP RING AND BEARING SPACER SELECTION TABLES

Spacers - Center Differential Bearing Preload)ni( mm ssenkcihT)ni( mm ssenkcihT

1.99 2.01 (0.0783 44.2)1970.0 2.46 (0.0961 0.0969)2.04 2.06 (0.0803 94.2)1180.0 2.51 (0.0980 0.0988)2.09 2.11 (0.0823 45.2)1380.0 2.56 (0.1000 0.1008)2.14 2.16 (0.0843 95.2)0580.0 2.61 (0.1020 0.1028)2.19 2.21 (0.0862 46.2)0780.0 2.66 (0.1039 0.1047)2.24 2.26 (0.0882 96.2)0980.0 2.71 (0.1059 0.1067)2.29 2.31 (0.0902 47.2)9090.0 2.76 (0.1079 0.1087)2.34 2.36 (0.0921 97.2)9290.0 2.81 (0.1098 0.1106)2.39 2.41 (0.0941 48.2)9490.0 2.86 (0.1118 0.1126)

Spacers - tpt Shaft Bearing Preload )ni( mm ssenkcihT)ni( mm ssenkcihT

1.29 1.31 (0.0508 49.1)6150.0 1.96 (0.0764 0.0772)1.34 1.36 (0.0528 99.1)5350.0 2.01 (0.0783 0.0791)1.39 1.41 (0.0547 40.2)5550.0 2.06 (0.0803 0.0811)1.44 1.46 (0.0567 90.2)5750.0 2.11 (0.0823 0.0831)1.49 1.51 (0.0587 41.2)4950.0 2.16 (0.0843 0.0850)1.54 1.56 (0.0606 91.2)4160.0 2.21 (0.0862 0.0870)1.59 1.61 (0.0626 42.2)4360.0 2.26 (0.0882 0.0890)1.64 1.66 (0.0646 92.2)4560.0 2.31 (0.0902 0.0909)1.69 1.71 (0.0665 43.2)3760.0 2.36 (0.0921 0.0929)1.74 1.76 (0.0685 93.2)3960.0 2.41 (0.0941 0.0949)1.79 1.81 (0.0705 44.2)3170.0 2.46 (0.0961 0.0969)1.84 1.86 (0.0724 94.2)2370.0 2.51 (0.0980 0.0988)1.89 1.91 (0.0744 0.0752)

Spacers - Output Shaft Bearing Preload



22.03B

Snap Ring - 5th Gear Synchronizer Hub End Play (Input Shaft)

Snap Ring - 3-4 Synchronizer Hub End Play (Input Shaft)

Snap Ring - Radial Ball Bearing End Play (Input Shaft)

)ni( mm ssenkcihT)ni( mm ssenkcihT1.75 1.80 (0.0689 00.2)9070.0 2.05 (0.0787 0.0807)1.80 1.85 (0.0709 50.2)8270.0 2.10 (0.0807 0.0827)1.85 1.90 (0.0728 01.2)8470.0 2.15 (0.0827 0.0846)1.90 1.95 (0.0748 51.2)8670.0 2.20 (0.0846 0.0866)1.95 2.00 (0.0768 0.0787)

m (in)m ssenkcihTm (in)m ssenkcihT2.30 2.35 (0.0906 05.2)5290.0 2.55 (0.0984 0.1004)2.35 2.40 (0.0925 55.2)5490.0 2.60 (0.1004 0.1024)2.40 2.45 (0.0945 06.2)5690.0 2.65 (0.1024 0.1043)2.45 2.50 (0.0965 0.0984)

m (in)m ssenkcihTm (in)m ssenkcihT2.35 2.40 (0.0925 55.2)5490.0 2.60 (0.1004 0.1024)2.40 2.45 (0.0945 06.2)5690.0 2.65 (0.1024 0.1043)2.45 2.50 (0.0965 56.2)4890.0 2.70 (0.1043 0.1063)2.50 2.55 (0.0984 07.2)4001.0 2.75 (0.1063 0.1083)



NOTES

22.04B


Instructor Guide

F5MBD Transaxle

Section DescriptionThis skill section provides hands-on overhaul practice for the F5MBB transaxle. As always, use tools and equipment in a proper manner, keeping safety firmly in mind.

Skill Section

22.04B


F5MBD Transaxle Disassembly/Reassembly

22.04B







Note

Caution

!





F5MBD Transaxle Disassembly/Reassembly22.04B

Table of Contents Section Introduction Section Goal ………………………………………………………………...…… 3 Section Objectives ………………………………………………………………. 3 Needed Materials ……………………………………………………………….. 3 Time to Complete ……………………………………………………………….. 3 F5MBD Transaxle Special Tools .………….………………..………………….…… 4 F5MBD Exploded Drawings ………………………………...…………………………. 5 Transaxle Disassembly …...…….…………………………………………………….. 8 Input Shaft Disassembly & Reassembly …………………………………….……….. 11 Output Shaft Disassembly & Reassembly ….………………………………………… 18 1st and 2nd Synchronizer Designs .…………….…….………………………… 23 Center Differential, Output Shaft, and Input Shaft Preload Adjustments …………. 28 Snap Ring and Bearing Spacer Selection Tables …………………………………… 31



22.04B

SECTION GOAL


• Disassemble/Reassemble the transaxle using recommended special tools.• Disassemble/Reassemble Input Shaft• Disassemble/Reassemble Output Shaft• Identify the synchronizer designs used• Examine synchronizers for wear and damage.

NEEDED MATERIALS

TIME TO COMPLETE


About 2 hours

This skill section provides hands-on overhaul practice for the F5MBD transaxle. As always, use tools and equipment in a proper manner, keeping safety firmly in mind.



F5MBD Special Tools Mitsubishi Essential Tool Cabinet includes tools from the wall-mounted tool boards previously used. Tools for the F5MBD transaxle are shown below. (Some additional tools are used in this skill section which are not identified on the following chart.)

Bearing Installer Adapter (MB998817-01) is used as an example of the cabinet’s organization (3C4): • Drawer 3 • Row C (from left to right) • Space 4 (from front to rear)




MB990801Available from BOSCH


MD998773-01Cabinet Location: 2A1

MB992873Cabinet Location: 3F6

MB992075Cabinet Location: 3A7


MD998245Cabinet Location: 1E3

MD998821Available from BOSCH









General ToolMD998348-01

MB990211-01Cabinet Location: 4D2

MIT27522Cabinet Location: 4B2



MB992039-01Cabinet Location: 3C4




22.04B

Control Cable Bracket

Back-up Light Switch

Drain Plug

Drain Plug Seal Ring

Drain Plug

Control Bell CrankDust Cover

Selecting Bell Crank Assembly

Drain Plug Seal Ring

Wiring Harness Clamp



Shaft and Select Lever Assembly

Compression Spring

Reverse IdlerShaft Lock Bolt

ReverseIdler Gear

Rock Ball Assembly

Transaxle Case

Reverse Idler Shaft

Reverse ShaftArm Bracket



22.04B

Pin

1-2 Shift HeadSnap Ring 1-2 Shift Rail

Pin

Pin

3-4 Shift Head

SnapRing

Pin

3-4 Shift Fork

3-4ShiftRail

Snap RingReverse Fork

SnapRing

SnapRing

5th Gear Fork

5th-R Shift Rail

Input Shaft

Output Shaft

Differential

Clutch Housing

Spring

1-2 Shift Fork



TRANSAXLE DISASSEMBLYRemove the bolt retaining the Backup Light Switch harness bracket.

1.

Using MD998773 (Knock Sensor Wrench), remove the Backup Light Switch.

2.

Remove 3 bolts retaining the Control Cable Bracket and remove the bracket.

3.

Remove 2 bolts retaining the Selecting Bell Crank Assembly and remove the assembly.

4.



22.04BPosition the transaxle on wood blocks with the Clutch Housing down.

Remove the 7 remaining case bolts.

8.

Remove the 5 case bolts from the Clutch Housing.

Note the location of 1 long bolt shown by the arrow.

7.

Remove the 6 bolts retaining the Rock Ball Assembly and remove the assembly.

6.

Remove the Shaft and Select Lever Shaft Assembly.

5.



Remove the Reverse Idler Shaft retaining bolt.

Separate the Transaxle Case from the Clutch Housing.

9.

Remove the 2 bolts retaining the Reverse Shaft Arm Bracket Assembly.

10.

Remove the Reverse Idler Gear Shaft.

Remove the bracket assembly.

11.

Together, lift the Input Shaft, Output Shaft, and shift linkages from the Clutch Housing.

12.



Feedback



22.04B

Input ShaftAssembly

1st 2nd 3-4 5th 5th

Reverse 3rd 4th BearingBearing

Synchro

ClutchSplines

Synchro

Key Spring

3-4 Synchronizer Sleeve

3rd Gear Blocker Ring

3rd Gear

Bearing

Thrust Washer Lock Ball

Bearing

BearingSpring

Key

5th-R Synchronizer Hub

Spring

5th Synchronizer Sleeve

5th Gear Blocker Ring

5th GearBearing

SpacerSnap Ring

Thrust Washer

4th Gear

BearingSpacer

Snap Ring

4th Gear Blocker Ring

Key SpringKey3-4 Synchronizer Hub

Input Shaft



Turn the bearing splitter over so the flat surfaces support 5th gear. Press 5th gear and its synchronizer assembly from the Input Shaft.

14.

Support the bearing with MD998801 (or equivalent) on the press table.

Using MD998916-8-01 (or equivalent) against the Input Shaft, press the bearing from the shaft.

13.

MD998801

MD998916-1-01

MD998801

MD998916-1-01

Note the 2-piece needle bearing and spacer on which the bearing rests.

Inspect the needle bearing for wear and damage.

15.

Remove the snap ring.16.



22.04BUse the bearing splitter to support 3rd gear and press 3rd gear, needle bearing, and 3-4 synchronizer assembly from the Input Shaft.

20.

Remove the snap ring retaining the 3-4 synchronizer hub.

19.

Remove 4th gear, 2-piece needle bearing, and spacer on which the bearing rests.

Inspect the needle bearing for wear and damage.

18.

Remove the Thrust Washer.

Remove its Lock Ball with a pencil magnet.

17.

Inspect needle bearing for wear and damage.



Inspect 4th gear and blocker ring for wear and damage. Check the clearance between the gear and blocker ring with a feeler gauge. If the clearance is less the 0.20” (0.5mm), replace either the gear or ring.


Inspect 4th gear synchronizer assembly to verify the sleeve slides easily over the hub.

22.

Inspect 5th gear and blocker ring for wear and damage. Check the clearance between the gear and blocker ring with a feeler gauge. If the clearance is less the 0.20” (0.5mm), replace either the gear or ring.


Inspect 5th gear synchronizer assembly to verify the sleeve slides easily over the hub.

21.

Inspect 3rd gear and blocker ring for wear and damage. Check the clearance between the gear and blocker ring with a feeler gauge. If the clearance is less the 0.20” (0.5mm), replace either the gear or ring.


Inspect 3-4 synchronizer assembly to verify the sleeve slides easily over the hub and no spline damage exists.

23.

24. Inspect the Input Shaft bearing journals for wear, damage or evidence of seizure. Inspect synchronizer and clutch splines for wear and damage. Verify the gear teeth (Reverse, 1st, and 2nd) are free of any damage.



Feedback



22.04BReinstall the snap ring and verify the clearance between the 3-4 Synchronizer Hub and snap ring is 0 - 0.0039” (0 - 0.1 mm).



28.

Using MIT304180-A and MD998820, install the 3-4 synchronizer assembly.

27.

Set 3-4 synchronizer sleeve onto its splines in the direction as shown.

26.

Install 3rd gear and its needle bearing.25.

(Input Shaft)

MIT304180-A

MD998820



Install the Lock Ball and seat the Thrust Washer against 4th gear.

30.

Place the spacer on top of the snap ring.

Install 4th gear and its needle bearing onto the Input Shaft.

29.

Install 5th gear snap ring after the Thrust Washer.

Verify the clearance between the Thrust Washer and snap ring is 0 - 0.0039” (0 - 0.1 mm).



31.

Place the spacer on top of the snap ring.

Install 5th gear and its needle bearing onto the Input Shaft.

32.



22.04B

33. Set 5th gear synchronizer hub onto the Input Shaft in the direction as shown.

(Input Shaft)

34. Verify the synchronizer sleeve beveled edge faces up as shown.

MD998816-01

MD998350-01 35. On the press table, support the ball bearing’s inner race with MD998816-01.

Using MD998350-01, press the synchronizer assembly onto the Input Shaft.

MIT304180-A

MD998816-01

MD998818

36. On the press table, support the bearing’s inner race with MD998816-01.

Using MIT304180-A and MD998818, press the rear bearing onto the Input Shaft.



Feedback



Bearing

BearingFinalDrive

1st


1-2Synchro

2nd

3rd 5th

4thOutput Shaft

Assembly

Output Shaft

Bearing

Snap Ring

5th Gear4th Gear

Output Gear Spacer

3rd Gear

2nd GearBearing

SpacerSnap Ring

2nd Gear Blocker Ring

Key Spring

Key

1-2 Synchro Hub

Key Spring

Reverse Gear

1st Gear Blocker Ring

1st GearBearing

Bearing



22.04B

37. Support the bearing with MD998801-01 and press it off the Output Shaft.

38. Support 4th gear with MD998801-01 and press 4th and 5th gears off the Output Shaft.

39. Support 2nd gear with MD998801-01 and press 2nd and 3rd gears off the Output Shaft.

40. Support 1st gear with MD998801-01 and press 1st gear, reverse gear, and the synchronizer hub from the Output Shaft.

MD998801

MD998801

MD998801

MD998801



Inspect 2nd gear components for wear and damage.

• Helical and clutch gear tooth surfaces

• Blocker ring cone surface

• Gear inside diameter as well as front and rear surfaces.

• Plastic-caged needle bearing

42.

Inspect 1st gear components for wear and damage.

• Helical and clutch gear tooth surfaces

• Blocker ring cone surface

• Gear inside diameter as well as front and rear surfaces.

• Steel-caged needle bearing

41.

Inspect 3rd gear helical teeth and splines for wear and damage.

43.

Inspect 4th gear helical teeth and splines for damage and wear.

44.



22.04B

45. Inspect 5th gear helical teeth and splines for damage and wear.

46. Inspect Output Shaft for wear and damage.• Final drive gear teeth• 3rd, 4th, and 5th gear splines• 1-2 synchronizer hub splines• 1st and 2nd gear needle bearing journals

47. Reinstall 1st gear with its steel-caged needle bearing.



Feedback

48. If removed, reinstall reverse gear/1-2 synchro sleeve as shown.



(Output Shaft)

49. Set 1-2 synchronizer hub onto the Output Shaft in the direction as shown.

8061

MD998820-01

MIT304180-A

Support the bearing inner race on the press table with tool 8061 (or equivalent).

Using MIT304180-A and MD998820-01, press the 1-2 synchronizer hub onto the Output Shaft.

50.

Reinstall the snap ring and verify the clearance between the 1-2 synchronizer hub and snap ring is 0 - 0.0039” (0 - 0.1 mm).



51.

Install the spacer on top of the snap ring followed by the needle bearing, 2nd gear, and blocker ring.

52.

Snap Ring



22.04B

53. Install 3rd gear with the hub facing up onto the Output Shaft.

54. Support the bearing inner race with tool 8061 or equivalent.

Using MIT304180-A and MD998818, press 3rd gear onto the Output Shaft.

55. Install the large spacer separating 3rd and 4th gears onto the Output Shaft.

Install 4th gear with the hub facing up onto the Output Shaft.

56. Support the bearing inner race with tool 8061 or equivalent.

Using MIT304180-A and MD998818, press 4th gear onto the Output Shaft.

MIT304180-A

MD998818

8061

MIT304180-A

MD998818

8061



MIT304180-A

MD998818

8061

57. Install 5th gear with the hub facing up onto the Output Shaft.

Support the bearing inner race on the press table with tool 8061 or equivalent.

Using MIT304180-A and MD998818, press 5th gear onto the Output Shaft.

58.

Reinstall the snap ring and verify the clearance between 5th gear and snap ring is 0 - 0.0039” (0 - 0.1 mm).



59.

Support the bearing inner race on the press table with tool 8061 or equivalent.

Using MIT304180-A and MD998818, press the roller bearing onto the Output Shaft.

60.

Snap Ring

MIT304180-A

MD998816

8061



Feedback



22.04B

61. Set the shift forks and rails into position on the Input and Output Shafts.

While lifting the differential slightly, set the assembly into the Clutch Housing.

62. Reinstall the Reverse Idler Gear and Shaft.

Reinstall the bracket assembly and bolts.

63.

64. Reinstall the Transaxle Case bolts.

Note the 1 long bolt installed in the Clutch Housing shown by the arrow.

TRANSAXLE REASSEMBLY

Mating Mark

Bolt Hole

Verify the Reverse Idler Gear mating mark is aligned with the case bolt hole as shown.

Reinstall the Transaxle Case onto the Clutch Housing.



Install the Reverse Idler Shaft retaining bolt.

Reinstall the Rock Ball Assembly and the retaining bolts.

65.

66.

67.

68.

Reinstall the Shaft and Select Lever Shaft Assembly.

Reinstall the Selecting Bell Crank Assembly and retaining bolts.



22.04B

Reinstall the Control Cable Bracket.69.

70.

71.

Using MD998773 (Knock Sensor Wrench), reinstall the Backup Light Switch.

Reinstall the Backup Light Switch harness bracket.





Since this skills section does not demonstrate adjusting Center Differential Bearing Preload, Output Shaft Bearing Preload, or Input Shaft Bearing Preload, the procedures for making these measurements are shown below from Service Manual Group 22B for your reference.

Center Differential Bearing Preload

Outer Race

Clutch Housing

Set the differential assembly to the Clutch Housing assembly.

Push and fit the tapered roller bearing outer race by hand.

Rotate the differential by hand about 10 times.

Put the Clutch Housing assembly on the surface table and use a height gauge to measure dimension “A” from the mating surface of the Clutch Housing assembly to the end surface of the tapered roller bearing outer race.

Place a straight edge on the mating surface of the transmission case and measure dimension “B” with a vernier caliper.

Select a shim whose dimension is the difference between “B” and “A.”

Insert a wedge between the side gear and the pinion shaft to lock the side gear.

Install the differential assembly in the Clutch Housing assembly. Tighten the Transaxle Case bolts to the specified torque.

Tightening Torque: 30 N·m (22 ft-lb).

Using MB991144, measure the rotational starting torque of differential case.

Standard Value:Used part: 0.5 to 1.0 N·m (4 to 9 in-lb)New part: 0.8 to 1.6 N·m (7 to 14 in-lb)

If the rotational torque falls outside the standard value, consult the Selection Tables beginning on page 22.04B-31

1.

2.

3.

Clutch Housing

A 4.

Transmission Case

B 5.

6.Wedge

7.

8.

MB991144



22.04B

Output Shaft Bearing Preload

Outer Race1.

2.

3.

4.

5.

With the Clutch Housing on a surface table, install the Output Shaft and differential.

Rotate the Output Shaft by hand to seat the bearings.

Install the existing preload shim in the Transaxle Case and install the case onto the Clutch Housing. Tighten the case bolts to the specified torque.

Tightening Torque: 30 N·m (22 ft-lb).

Using MB991144, measure the rotational starting torque of the Output Shaft.

Use the formula below to determine the correct preload shim.

Differential starting torque + Output Shaft starting torque - differential assembly starting torque = Output Shaft starting torque


MB991144



1.

2.

Input Shaft Bearing Preload

A

Clutch Housing

3.

With the Clutch Housing on a surface table, install the Input Shaft.

With a height gauge, measure dimension “A” from the Clutch Housing surface to the bearing outer race.

Place a straight edge on the Transaxle Case mating surface and measure dimension “B” with a vernier caliper.

Select a shim whose dimension is the difference between “B” and “A.”


B

Transaxle Case

Clutch HousingMating Surface

4.



22.04B

BEARING SPACER AND SNAP RING SELECTION TABLESSpacers - Center Differential Bearing Preload

Spacers - Output Shaft Bearing Preload

Snap Rings - 5th-R Gear and 1-2 Gear Synchronizer Hub (Input Shaft)

Snap Rings - Radial Ball Bearing End Play (Input Shaft)

Thickness mm (in) Identification Symbol Thickness mm (in) Identification Symbol2.10 (0.0827) AA 2.60 (0.1024) LL2.15 (0.0846) BB 2.65 (0.1043) MM2.20 (0.0866) CC 2.70 (0.1063) NN2.25 (0.0886) DD 2.75 (0.1083) PP2.30 (0.0906) EE 2.80 (0.1102) QQ2.35 (0.0925) FF 2.85 (0.1122) RR2.40 (0.0945) GG 2.90 (0.1142) SS2.45 (0.0965) HH 2.95 (0.1161) TT2.50 (0.0984) JJ 3.00 (0.1181) UU2.55 (0.1004) KK

Thickness mm (in) Identification Symbol Thickness mm (in) Identification Symbol1.55 (0.0610) A 1.95 (0.0768) J1.60 (0.0630) B 2.00 (0.0787) K1.65 (0.0650) C 2.05 (0.0807) L1.70 (0.0669) D 2.10 (0.0827) M1.75 (0.0689) E 2.15 (0.0846) N1.80 (0.0709) F 2.20 (0.0866) P1.85 (0.0728) G 2.25 (0.0886) Q1.90 (0.0748) H

Thickness mm (in) Identification Symbol Thickness mm (in) Identification Symbol2.28 (0.0898) A 2.46 (0.0969) D2.34 (0.0921) B 2.52 (0.0992) E2.40 (0.0945) C 2.58 (0.1016) F

Thickness mm (in) Identification Symbol Thickness mm (in) Identification Symbol1.80 (0.0709) F 2.15 (0.0846) N1.85 (0.0728) G 2.20 (0.0866) P1.90 (0.0748) H 2.25 (0.0886) Q1.95 (0.0768) J 2.30 (0.0906) R2.00 (0.0787) K 2.35 (0.0925) S2.05 (0.0807) L 2.40 (0.0945) T2.10 (0.0827) M



Snap Rings - 5th Driven Gear End Play

Snap Rings - 5th Gear Thrust Washer End Play (Output Shaft)

Thickness mm (in) Identification Symbol Thickness mm (in) Identification Symbol2.22 (0.0874) A 2.52 (0.0992) F2.28 (0.0898) B 2.58 (0.1016) G2.34 (0.0921) C 2.64 (0.1039) H2.40 (0.0945) D 2.70 (0.1063) J2.46 (0.0969) E

Thickness mm (in) Identification Symbol Thickness mm (in) Identification Symbol2.28 (0.0898) 1 2.46 (0.0969) 42.34 (0.0921) 2 2.52 (0.0992) 52.40 (0.0945) 3 2.58 (0.1016) 6

22.05B


Instructor Guide

W5M6A Transaxle

Section DescriptionThis skill section provides hands-on overhaul practice for the W5M6A transaxle. As always, use the tools and equipment in a proper manner, keeping everyone’s safety firmly in mind.

Skill Section

22.05B


W5M6A Transaxle Disassembly/Reassembly

22.05B







Note

Caution

!





W5M6A Transaxle Disassembly/Reassembly22.05B

Table of Contents Section Introduction Section Goal ………………………………………………………………...…… 3 Section Objectives ………………………………………………………………. 3 Needed Materials ……………………………………………………………….. 3 Time to Complete ……………………………………………………………….. 3 W5M6A Transaxle Special Tools .…………..………………..………………….…… 4 W5M6A Exploded Drawings ………………………………...…………………………. 5 Transaxle Disassembly …...…….…………………………………………………….. 8 Input Shaft Disassembly & Reassembly …………………………………….……….. 14 Oil Seal Removal ……………………………………………………………….. 15 Shaft Lubrication Ports ………………………………………………..……...… 17 Lower Thrust Bearing Installation …………………………………………….. 17 Upper Thrust Bearing Installation …………………………………………….. 18 4th and 5th Gear Sleeve Identification and Installation ……………………… 19 5th Gear Synchronizer Stop Plate Installation ………………………………. 21 Oil Seal Installation …………………………………………………………….. 22 Output Shaft Disassembly & Reassembly ….………………………………………… 23 Oil Seal Removal ……………………………………………………………….. 24 Shaft Lubrication Ports .…………….…….………………………………..…… 26 1st and 2nd Gear Sleeve Identification and Installation ……………………… 27 Lower Thrust Bearing Installation …………………………………………….. 28 1-2 Synchronizer Hub Installation ……………………………………………. 29 2nd Gear Needle Bearing Sleeve Installation ………………………………… 30 Oil Seal Installation ……………………………………………………………… 32 Reverse Gear Shaft Disassembly & Reassembly …………………………………… 33 Thrust Washer A & Thrust Bearing Identification ……………………………. 34 Thrust Washer B & Thrust Bearing Identification ……………………………. 35 Reverse Synchronizer Blocker Ring Lining ………………………………….. 35 Shaft Lubrication Ports & Lock Ball Location ………………………………… 37 Upper Thrust Washer Installation Order ……………………………………… 37 Center Thrust Washer Installation Order ……………………………………... 38 Lower Thrust Washer Installation Order ……………………………………… 39 Thrust Washer A Installation ………………………………………………….. 40 Reverse Gear Operation Drawing …………………………………………….. 41 Differential Disassembly and Reassembly …………………………………………… 42 Transaxle Reassembly …………………………………………………………………. 48 Input Shaft, Output Shaft, Center Differential Bearing Preload Adjustments …….. 56 Snap Ring and Bearing Spacer Selection Tables …………………………………… 57



22.05B

SECTION GOAL


• Disassemble/Reassemble the transaxle using recommended special tools and procedures.• Disassemble/Reassemble Input Shaft• Disassemble/Reassemble Output Shaft• Identify the synchronizer designs used• Examine synchronizers for wear and damage.• Identify thrust bearing & washer placement• Disassemble/Reassemble reverse geartrain• Describe reverse gear powerflow• Disassemble/Reassemble Differential

NEEDED MATERIALS

TIME TO COMPLETE


About 3 hours

This skill section provides hands-on overhaul practice for the W5M6A transaxle. As always, use tools and equipment in a proper manner, keeping safety firmly in mind.



MB990947-01








MIT304180-ACabinet Location: 3D2Cabinet Location: 1E1


MB991115 MD998830Cabinet Location: 4E3

MIT304180Cabinet Location: 3D2

MD998812Cabinet Location: 3D2



MD998821Cabinet Location: 3C6

MD998824



General ToolMB991246General Tool


MB990883-01General Tool

MB990984

General ToolMB992272Cabinet Location: 6A3



Cabinet Location: 3C2

MIT304180MOD MD998412Cabinet Location: 1E2

W5M6A Special Tools Mitsubushi Essential Tool Cabinet includes tools from the wall-mounted tool boards previously used. Tools for the W5M6A transaxle are shown below.

Press tool MD998812 is used as an example of the cabinet’s organization (4D2): • Drawer 3 • Row D (from left to right) • Space 2 (from front to rear)



22.05B

Stud Adapter

Select Lever

HangerBracket

Shift Cable Bracket

Transfer Case

Harness Bracket

1st-2nd RailSwitch (gray)

Backup LightSwitch (black)



Control Housing

Transaxle Case

Center Differential Preload Spacer

Output Shaft Preload SpacerOutput Shaft Outer Bearing Race

Input ShaftOuter Bearing

Race

Input Shaft Preload Spacer

Reverse Idler GearShaft Retaining Bolt

Center Differential Outer Bearing Race

Clutch Housing

DetentAssembly



22.05B

CenterDifferential

1-2 Shift Rail

Pin

2

1-2 Shift Fork

Output Shaft

Steel Balls

5-R Shift Rail

5th Shift Fork

Reverse Shift Fork

Reverse Idler Gear

Shift Lug

Clutch Housing

ReverseShift Rail

Input Shaft

3-4Shift Fork

Snap Rings

Outer Bearing Race

Outer Bearing Race

OuterBearing

Race

Pin3-4

Shift Rail

5th Shift Rail

Steel Balls

Reverse Shift Lever



Remove the Shift Cable Bracket.1.

Remove the Stud Adapter.2.

Remove the Hanger Bracket.3.

TRANSAXLE DISASSEMBLY

Remove 2 electric switches & sealing rings.

• 1st-2nd Speed Rail Switch (gray)• Back-Up Light Switch (black)

4.



22.05B

Remove the Select Lever.5.

Remove the Control Housing.6.

Remove 4 Detent Assemblies & sealing rings.

7.

Remove 2 case bolts from inside the clutch housing.

After removing the bolts, reposition the transaxle on the workbench with the clutch housing facing down.

8.



Remove the remaining 18 case bolts.9.

Remove the Reverse Idler Shaft retaining bolt.

10.

Separate the transaxle case from the clutch housing to expose the gear train.

11.

Remove 2 bolts retaining the Reverse Shift Lever and remove the lever.

12.



22.05B

Remove Reverse Shift Rail and Shift Fork.13.

With a pencil magnet, remove the detent balls from two locations as shown by the arrows. There are two balls in each location.

15.

Remove the 5th-Reverse Shift Rail. 14.

Using a 3/16” pin punch, remove the roll pin from the 3-4 Shift Fork.

16.



Remove the 1-2 Shift Rail.

After the shift rail is out, remove the 1-2 Shift Fork.

20.

Remove the 3-4 Shift Rail.17.

Lift the Input and Output Shafts slightly to gain clearance to remove the Reverse Idler Gear assembly.

18.

Using a 3/16” pin punch, remove the roll pin from the 1-2 Shift Fork.

19.



22.05B

While lifting the Differential and Output Shaft, remove the Input Shaft along with the 3-4 Shift Fork, 5th Shift Fork, 5th Rail, and Shift Lug.

21.

Lift the Differential while removing the Output Shaft from the clutch housing.

22.






Snap Ring

Synchro Key Stopper Plate

5th Sleeve

5th Hub

Key

Outer RingCone

Inner Ring5th Gear

Needle Bearing

5th Gear Sleeve

4th Gear

Needle Bearing

4th Gear Sleeve

Cone

Inner Ring

Inner Ring Outer Ring

Outer Ring

3-4 Sleeve

3-4 Hub

Key

3rd Gear

Needle Bearing

Thrust Bearing Set

Thrust Bearing Set

Oil Seal

Input Shaft

Cone


Fiber Washer

Fiber Washer

Needle Bearing

Needle Bearing

Steel Washer

Steel Washer

1st 2nd 3-4 5th

Reverse 3rd 4thSnap Ring

TaperedRoller

Bearing

Synchro

Input ShaftAssembly

Synchro5th

TaperedRoller

Bearing

ClutchSplines



22.05B

Remove the Snap Ring.

Note the rounded edges face the inner bearing race.

23.

Remove the Input Shaft Oil Seal.

Note the small identification ring faces up.

24.

Support 5th Gear as shown and press the tapered roller bearing, synchronizer assembly, synchronizer key stop plate, and 5th gear from the Input Shaft.

Next, lift 4th Gear and its one-piece needle

25.

MB995009-01 MD998917

Support the 3-4 Synchronizer Blocker Ring as shown and press 5th Gear Sleeve, 4th Gear, 4th Gear Needle Bearing, 4th Gear Sleeve, and 3-4 Synchronizer assembly from the Input Shaft.

26.

MD998917

INPUT SHAFT DISASSEMBLY



Remove the following components from the Input Shaft.• Upper 3-piece thrust bearing• 3rd gear• 2-piece needle bearing• Lower 3-piece thrust bearing

Note the order in which the 3-piece thrust bearing sets were removed.

Inspect all removed components for damage and wear.

27.

Bearing

Bearing

DarkGray

LightGray

LightGray

DarkGray

Inspect 5th gear assembly for damage, wear. • Gear teeth and bearing surface• Synchronizer engagement teeth• 1-piece needle bearing and 5th gear sleeve• Synchro blocker ring, cone, and inner ring• Synchro hub, sleeve, and keys

Reassemble the components and record the clearance between gear and blocker ring.

_______ “ (mm) [Spec = 0.020” (0.5 mm)]

28.

29.

30.

Inspect 4th gear assembly for damage, wear. • Gear’s helical teeth and bearing surface• Gear’s synchronizer engagement teeth• 1-piece needle bearing and 4th gear sleeve• Synchro blocker ring, cone, and inner ring• Synchro hub, sleeve, and keys


_______ “ (mm) [Spec = 0.020” (0.5 mm)]

Inspect 3rd gear assembly for damage, wear. • Gear’s helical teeth and bearing surface• Gear’s synchronizer engagement teeth• 2-piece needle bearing and 3rd gear sleeve• Synchro blocker ring, cone, and inner ring• Synchro hub, sleeve, and keys


_______ “ (mm) [Spec = 0.020” (0.5 mm)]



22.05B

Inspect the Input Shaft for damage and wear.• Clutch disc splines• 1st drive gear• 2nd drive gear• Bearing surfaces• Synchronizer hub splines• Snap ring groove

Note locations and functions of the lubrication ports as shown here. Ensure the ports are clear of debris.

31.

Inspect the lower thrust bearing components for damage and wear.

Install the components in the following order.• Dark gray washer first• Thrust bearing• Light gray washer last (on top)

32.

3rd GearNeedleBearing

5th Gear Synchro

4th GearNeedleBearing

5th GearNeedleBearing

4th GearSynchro

3rd Gear Synchro



Dark Gray

Light Gray

Inspect 3rd gear’s 2-piece needle bearing for any damage, wear, or retaining sleeve deformation.

Install the needle bearing and 3rd gear onto the Input Shaft.

Rotate the gear to verify it spins smoothly without noise or play.

33.

3rd Gear

Needle Bearing

INPUT SHAFT REASSEMBLY



35.

Note the Identification Groove in the 3rd gear synchronizer sleeve.

Note 3rd synchro hub’s correct orientation.

With the keys installed in the hub, slide the sleeve over the hub in the direction shown.

37.

Identification Groove

(Input Shaft)

Sleeve

Hub

Inspect the upper thrust bearing components for damage and wear.

Install the components in the following order.• Steel colored washer first (against 3rd gear)• Thrust bearing• Dark colored washer last (on top)

Install 3rd gear synchronizer assembly onto 3rd gear.

34.

Inner Ring

Blocker Ring

3rd Gear

Cone

Light Gray

Dark Gray

Use MIT4193 to support the Input Shaft on the press table as shown below. The bearing’s inner race must rest on the shoulder indicated by the arrow.

36.

MIT4193



22.05B

Using MIT304180 and MD998822, install the 3-4 synchro assembly. (If necessary, review Step 36 for correct hub installation direction.)

Verify 3rd gear rotates smoothly after installation.

38.

Note the shoulder widths of 4th gear and 5th gear sleeves.

39.

Set the 4th gear sleeve onto the Input Shaft and align the lubrication ports.

40.

Using MIT304180 and MD998821-01, install the 4th gear sleeve.

41.

MIT4193

MD998822MIT304180

4th GearSleeve

5th GearSleeve

Needle Bearing

Lube Ports

MIT4193

MIT304180

MD998821-01

Check 4th gear needle bearing for damage, wear, and retaining sleeve deformation.

Slide the needle bearing onto the sleeve.



Assemble the 4th gear synchronizer.

Slide 4th gear and synchronizer onto the needle bearing and verify the gear rotates smoothly without noise or play.

42.

Set 5th gear sleeve onto the Input Shaft and align the lubrication ports.

43.

Using MIT304180 and MD998821-01, install the 5th gear sleeve.

44.

Outer Ring

Cone

Inner Ring

4th Gear

Needle Bearing

Lube Ports

MIT4193

MIT304180

MD998821-01

Check 5th gear needle bearing for damage, wear, and retaining sleeve deformation.

Slide the needle bearing onto the sleeve.

Assemble the 5th gear synchronizer.

Slide 5th gear and synchronizer onto the needle bearing and verify the gear rotates smoothly without noise or play.

45.

5th Gear

Inner Ring

Cone

Outer Ring



22.05BWhile continuing to support the Input Shaft with MIT4193, use MIT304180 and MD998822 to press the tapered roller bearing onto the Input Shaft.

49.

Using MIT304180 and MD998821-01, install 5th gear synchronizer hub and sleeve.

Verify 5th gear still rotates smoothly after hub is installed.

47.

Place 5th gear’s Synchronizer Key Stop Plate into the hub.

NOTE: The plate should not be installed upside down. Verify the plate’s three tabs rest directly on the synchro keys.

Inspect tapered roller bearing for damage and wear.

48.

Note the Identification Groove in 5th gear synchro sleeve.

Note 5th synchro hub’s correct orientation.

With the keys installed in the hub, slide the sleeve over the hub in the direction shown.

46.

IdentificationGrooves

(Input Shaft)

Sleeve

Hub

MIT4193

MIT304180

MD998821-01

MD998822

MIT304180



Identify the rounded edges of the snap ring. 50.

Install the snap ring with the rounded edges facing down against the bearing race.

With a feeler gauge, verify the clearance between the snap ring and inner race is 0.0004” - 0.0035” (0.01 mm - 0.09 mm).

Measured Value: ________


51.

RoundedEdges

52.



With the identifying colored ring facing up, use a 12mm socket to push the seal into the oil passage until the top of the seal is flush with the bottom of the taper as shown below.

0.140” (3.5 mm) Oil Seal



22.05B Snap RingBearing

Spacer5th Gear

4th GearSnap Ring

3rd GearNeedle Bearing

2nd Gear Sleeve2nd Gear

Synchro Inner Ring

Synchro Outer Ring

Synchro Outer Ring

Synchro Cone

1-2 Synchro Sleeve

Key

1-2 Synchro Hub

Synchro Cone

Synchro Inner Ring

Thrust Bearing

Needle Bearing

Thrust Bearing

1st Gear Sleeve

Oil Seal

Output Shaft

Bearing

1st Gear

Steel WasherNeedle Bearing

Steel Washer

Steel WasherNeedle Bearing

Steel Washer



FinalDrive

1st

1-2Synchro

2nd 3rd 4th 5thSpacer

SnapRing

OUTPUT SHAFT



Use MD998917 to support the inner bearing race. Use MB995009-01 to press the bearing from the Output Shaft.

Inspect the rollers and cage for wear and damage.

53. Remove the snap ring and oil seal from the Output Shaft.

54.

Use MD998917 to support 4th gear. Use MB995009-01 to press the spacer along with 4th and 5th gears.

Inspect the gear teeth for damage. Inspect the gear splines for wear.

55.

MD998917MB995009-01

MD998917 MB995009-01

Remove the snap ring retaining 3rd gear.56.

OUTPUT SHAFT DISASSEMBLY



22.05B

Inspect 2nd gear assembly for damage, wear. • Gear teeth and bearing surface• Synchronizer engagement teeth• 1-piece needle bearing and 2nd gear sleeve• Synchro blocker ring, cone, and inner ring• Synchro hub, sleeve, and keys


_______ “ (mm) [Spec = 0.020” (0.5 mm)]

59.

Support 1st gear with MD998917, remove the 2nd gear sleeve, 1st-2nd synchronizer hub, cones, rings, thrust bearings, 1st gear, needle bearing, and 1st gear sleeve.

58.

Inspect 1st gear assembly for damage, wear. • Gear teeth and bearing surface• Synchronizer engagement teeth• 1-piece needle bearing and 1st gear sleeve• Synchro blocker ring, cone, and inner ring• Synchro hub, sleeve, and keys


_______ “ (mm) [Spec = 0.020” (0.5 mm)]

60.

MD998917

Using MD998917, press 3rd gear from the Output Shaft.

Inspect the gear teeth for damage. Inspect the splines for wear.

57.

MD998917



Inspect Output Shaft for damage and wear.• Bearing rollers and cage• Final drive gear• 1st gear sleeve mounting surface• 1-2 synchro hub splines• 3rd, 4th, and 5th gear splines• Snap ring groove

Note locations and functions of the lubrication ports identified here. Ensure the ports are clear of debris.

63.

Inspect the lower thrust bearing components (two steel washers and one needle bearing) for damage and wear.

61.

Inspect the upper thrust bearing components (two steel washers and one needle bearing) for damage and wear.

62.

2nd GearNeedleBearing

1st GearSynchro

1st GearNeedleBearing

2nd GearSynchro





22.05B

Note the differences between 1st and 2nd gear sleeves.

64.

67.

1st GearSleeve

2nd GearSleeve

Using MIT304180-A and MD998824, press the 1st gear sleeve onto the Output Shaft.

66. Use MB990802-01 to support the Output Shaft on the press table as shown below. The bearing’s inner race must rest on the shoulder indicated by the arrow.

MIT304180-A

MD998824

MB990802-01

Rest the 1st gear sleeve onto the Output Shaft and align the lubrication ports.

65.

MB990802-01

OUTPUT SHAFT REASSEMBLY



Install the lower thrust bearing components on the bottom of 1st gear in the following order.• Narrow washer (0.288”) against 1st gear • Thrust bearing• Wider washer (0.445”) last

Use petroleum jelly to hold components to 1st gear. Turn the gear over and install onto the Output Shaft.

68.

Install 1st gear and its needle bearing.

Note: the needle bearing rests on wider thrust bearing washer.

69.

Install the upper thrust bearing components on top of 1st gear.

70.

Install 1st gear synchronizer assembly onto 1st gear.

71.Cone

Inner Ring

Blocker Ring

First Gear



22.05B

Set the 1-2 synchronizer hub onto the Output Shaft in the direction shown. Ensure the oiling port will be aligned as shown below.

72.

Using MIT304180-A and MD998824, press the 1-2 synchronizer hub onto the Output Shaft.

Ensure 1st gear moves freely as the hub is seated.

73.

Install the 1-2 synchronizer sleeve over the 1-2 synchronizer hub in the direction shown.

74.

(Output Shaft)

MIT304180-A

MB990802-01

MD998824

IdentificationGroove

(Output Shaft)

Install the 1-2 synchronizer keys.

After the keys are installed, install 2nd gear synchronizer assembly (inner ring, cone, and blocker ring).

75.



Set the 2nd gear needle bearing sleeve in place, aligning the oil ports as shown.

76.

Along with its needle bearing, install 2nd gear over the sleeve.

78.

Set 3rd gear in place on the Output Shaft splines with its machined surface facing 2nd gear.

79.

Using MIT304180-A and MD998824, press the 2nd gear sleeve onto the Output Shaft.

77.

MD998824

MIT304180-A

MB990802-01



22.05B

Using MIT304180-A and MD998822, press 3rd gear onto the Output Shaft.

80.

Install the snap ring with the rounded edges facing 3rd gear.

With a feeler gauge, verify the clearance between the snap ring and inner bearing race is 0.0004 - 0.0035” (0.01 - 0.09 mm)

Measured Value: _____________


81.

Using MIT304180-A and MD998821-01, press 4th gear onto the Output Shaft.

82.

Using MIT304180-A and MD998821-01, press 5th gear onto the Output Shaft.

83.

MD998822

MIT304180-A

MB990802-01

MB990802-01

MD998821-01MIT304180

MD998821-01MIT304180

MB990802-01



Using MIT304180-A and MD998821-01, install the tapered roller bearing.

84.

Install the snap ring with the rounded edges facing the bearing.

With a feeler gauge, verify the clearance between the snap ring and inner bearing race is 0.0004 - 0.0035” (0.01 - 0.09 mm)



85.

86.



MD998821-01MIT304180

MB990802-01

Snap Ring

With the identifying colored ring facing up, use a 12mm socket to push the seal into the oil passage until the top of the seal is flush with the bottom of the taper as shown below.

0.140” (3.5 mm) Oil Seal



22.05B

ThrustWasher A

Idler A Idler B

Thrust Bearing

ReverseSynchro

SnapRing

REVERSE

Snap Ring

Thrust Washer A

Thrust Bearing

Reverse Idler A

Needle Bearing

Needle Bearing

Synchronizer Sleeve

Blocker Ring

Key

Thrust Bearing

Thrust Washer B

Lock Ball

Thrust Bearing

Reverse Idler B

Needle Bearing

Needle Bearing

Thrust Bearing

Reverse Idler Shaft



Remove the snap ring.87.

Remove the large spacer along with the 3-piece thrust bearing components. Use Vernier calipers to measure and record the thickness of each washer and the spacer.

Washer 1 = _________ “ ( _______ mm)

Washer 2 = _________ “ ( _______ mm)

Spacer 3 = _________ “ ( _______ mm)

88.

Remove Reverse Idler A.89.

Remove the 2 caged needle bearings.

Inspect for damage and wear.

90.

REVERSE DISASSEMBLY

3

21



22.05B

Remove the 2 thrust bearing sets and Thrust Washer B. Measure each washer thickness.Washer 1 = _________ “ ( _______ mm)

Washer 2 = _________ “ ( _______ mm)

Washer 3 = _________ “ ( _______ mm)

Washer 4 = _________ “ ( _______ mm)

Washer 5 = _________ “ ( _______ mm)

91.

32

14

5

Remove the synchronizer blocker ring.92.

Inspect Reverse Idler Gear A and blocker ring for wear and damage.

Note the friction material on the single-cone blocker ring.

93.

Use a pencil magnet to remove Lock Ball.94.



Lift the synchronizer sleeve and remove the 3 synchro keys.

Examine the sleeve and keys for damage and wear.

95.

Remove Reverse Idler B.

Examine the hub and gear teeth for damage and wear.

96.

Remove the 2 caged needle bearings.

Inspect for damage and wear.

97.

Remove the last thrust bearing set from the shaft. Use Vernier calipers to measure the thickness of each washer.

Washer 1 = _________ “ ( _______ mm)

Washer 2 = _________ “ ( _______ mm)

98.

1 2



22.05B

Inspect the shaft for damage and wear.

Note locations and functions of the lubrication ports identified here. Ensure the ports are clear of debris.

99.

Install the thrust bearing components in the following order.• Thin washer first• Thrust bearing• Thick washer last (on top)

100.

Install needle bearings for Reverse Idler B.101.

Thrust Bearing

Thrust Bearing

Thrust Bearing

Needle Bearing

Needle Bearing

Needle Bearing

Needle Bearing

LockBall

Thrust Bearing



REVERSE IDLER REASSEMBLY

Thick Washer

Thin Washer

Bearing



Install Reverse Idler B.102.

Install the thrust bearing components in the following order.• Thick washer first• Thrust bearing• Thin washer last (on top)

103.

Use petroleum jelly to hold the Lock Ball in place.

104.

Align the slot in Thrust Washer B with the Lock Ball and install the washer.

105.



22.05B

Install the upper thrust bearing components.106.

Install the blocker ring.109.

IdentificationGroove

(Idler Shaft)

Install the synchronizer sleeve as shown.107.

Install the synchronizer keys.108.



Install Reverse Idler A needle bearings.110.

Install Reverse Idler A.

Check the clearance between Reverse Idler A and its synchronizer ring with a feeler gauge.


Specification = 0.020” (0.5 mm)

111.

Install thrust bearing components.112.

Install Thrust Washer A.113.



22.05B



Install the snap ring.

With a feeler gauge, verify the clearance between the snap ring and Thrust Washer A is 0 - 0.0043” (0 - 0.11 mm)



114.

1st Gear(Drive)

1st Gear Driven(Free-Spinning)

Reverse Idler A(Drive)

Reverse Idler B

(Driven)

3rd Gear Drive(Free-Spinning)

3rd Gear(Drive)

Final Drive Gear

DifferentialRing Gear

REVERSE GEAR OPERATION




Tapered Roller BearingCenter Differential

Drive Gear

Differential Flange

Snap Ring

Front Output Shaft

Lock Pins (4)

Pinion Shaft

Pinion Shaft Holder

Pinion Gears

Washers

Side Gears

Selective Spacer

Differential Case

Selective Spacer

Machine Screws (2)

Center DifferentialAssembly


Pinion Shaft


Front Output Shaft

Pinion Gear

Center DifferentialDrive Gear



22.05B

115.

118.

116.

117.

With tool MB992272 clamped in a bench vise, mount the Center Differential as shown.

Remove the 14 Drive Gear bolts and remove the gear from the Differential Case.

Inspect gear teeth for damage and wear.

Remove the 2 Phillips head machine screws retaining the Differential Flange to the case. Remove the flange from the case.

Note the alignment marks shown below.

Using a 3/16” pin punch, push the 4 Pinion Shaft Lock Pins from the case.

DIFFERENTIAL DISASSEMBLY



Remove the Front Output Shaft and Side Gear together. (Leave snap ring in place.)

Slide the side gear from the shaft and inspect both components for damage and wear.

119.

Slide the 4 Pinion Shafts from the case.

120.

121.

122. Inspect Pinion Shafts for wear and damage.

With Vernier calipers, measure the Side Gear washer thickness and record it below.

___________ “ (mm)



22.05B

123.

126.

124.

125.

Remove the Pinion Gears and Washers. Inspect for wear and damage.

Remove the lower Side Gear and thrust washer. Inspect both for damage and wear.

With Vernier calipers, measure the Side Gear washer thickness and record it below.

___________ “ (mm)

Remove the Pinion Shaft Holder, noting its machined surface faces down.



DIFFERENTIAL REASSEMBLY

Install the lower Side Gear and thrust washer.127.

Install the Pinion Shaft Holder with the machined surface facing down.

128.

129.

130. Insert the Pinion Shafts and Lock Pins.

Install the Pionion Gears with their washers into the case.

Case

PinionShaft

Lock Pin



22.05B

131.

134.

132.

126.

Install the Side Gear’s spacer.

Align the flange with the case. Install and tighten the 2 Phillips head machine screws.

Using a dial indicator, measure the backlash between the Side Gear and Pinion Gears and record the measurement below.

__________ “ (mm)

Specification: 0.0010” - 0.0059” (0.025 mm - 0.150 mm)

Refer to Selection Tables beginning on page 22.05B-57 for the proper spacer.

Slide the Side Gear onto the Front Output Shaft and install both into the case.



Install the Drive Gear. Hand tighten the attaching bolts in the order shown.

135.

136.

137.

4

5

6

1

2

3

7

8

9

14

1312

10

11



Install the Differential into the clutch housing followed by the Output Shaft.

Place the 1-2 Shift Fork into the synchronizer sleeve noting its proper orientation.

TRANSAXLE REASSEMBLY



22.05B

On the bench, set the 3-4 Shift Fork, 5th Shift Rail, 5th Shift Fork, and Shift Lug in place on the Input Shaft.

Install the Input Shaft while aligning the 5th Shift Rail into the clutch housing.

138.

141.

139.

140.

Install the 1-2 Shift Rail.

Install the 3-4 Shift Rail.

Install 2 detent balls in each location shown by the arrows.



Position the 3-4 Shift Rail so the balls fully seat as shown.

Install the 5th-Reverse Shift Rail with the groove in the position shown.

Note: there is no snap ring placed at this location. The groove indicates proper shaft installation direction.

142.

144.

Fully seat the balls in the Shift Lug as shown.143.

Using a 3/16” pin punch, install the roll pin in the 3-4 Shift Fork.

145.



22.05BInstall the Reverse Shift Fork and Rail.149.

Install the Reverse Assembly.147.

Using a 3/16” pin punch, install the roll pin in the 1-2 Shift Fork.

146.

Reverse IdlerGear Assembly

1st-2ndSynchro Sleeve

Rotate the assembly so the notch and the 1-2 synchronizer sleeve are aligned as shown by the arrow.

148.



151.

152.

Install 2 guide pins (MD998412) to aid in joining the case to the clutch housing.

Since the guide pin thread pitch is different than the clutch housing, finger tighten only.

Install the transaxle case onto the clutch housing and remove the guide pins.

If necessary, fully seat the case with a mallet.

Install the 18 case bolts.

MD998412

Install the Reverse Idler Shaft retaining bolt.153.

150. Install the Reverse Shift Lever noting the proper position of the Alignment Mark.

Alignment Mark



22.05B

Install the Control Housing.

157.

154.

Install the switches and sealing rings.

• 1st-2nd Speed Rail Switch (gray)• Back-Up Light Switch (black)

Install the Select Lever, leaving the bolts loose temporarily.

155.

Ω

156. With an ohmmeter, check the continuity of the 1-2 Speed Rail Switch and the Backup Light Switch.

1-2 Switch Depressed: _______ ohms

1-2 Switch Released: _______ ohms

Backup Switch Depressed: _______ ohms

Backup Switch Released: _______ ohms



158. Install 4 Detent Assemblies & sealing rings.

159. Install the Shift Cable Bracket, leaving the bolts loose temporarily.

Put the Control Shaft in neutral.

(154 - 156 mm)6.063 - 6.141 inchControl

ShaftShift Cable

Bracket

160. Move the Shift Cable Bracket to establish the dimension shown in the drawing.

Tighten the Shift Cable Bracket bolts.

5.481 - 5.543 inch(139.2 - 140.8 mm)

Select Lever Bracket

Select Lever Shift CableBracket

161. With the Select Lever in the mid-position, verify the dimension shown in the drawing.

Tighten the Select Lever Bracket.



22.05B

Install the Stud Adapter.163.

164. Turn the transaxle over and install the 2 remaining case bolts in the clutch housing.



162. Install the Hanger Bracket.



NOTE: Since this skill section does not demonstrate adjusting Input Shaft Preload, Output Shaft Preload, or Center Differential Preload, the procedures for making these measurements are shown below from Service Manual Group 22B for your future reference.

Measurements Using Plastigage1. Install the Input Shaft, Output Shaft and Center Differential into the clutch housing.2. Install the thinnest spacers for measurement.3. Put a piece of Plastigage [about 10 mm (0.39 in) long] on the transaxle case at the positions shown.4. Install the bearing outer races.5. Install the clutch housing to the transaxle case and tighten the bolts to the specified torque.6. Remove the clutch housing. Remove bearing outer races and remove the crushed pieces of Plastigage.7. If the Plastigage has not crushed and clearance measurement is impossible, replace with thicker pieces and repeat steps 3 to 5.8. Using the scale printed on the Plastigage package, measure the width of the crushed Plastigage pieces at their widest part and select the spacers which provide the standard values shown below.

• Input Shaft PreloadSpacer thickness: T1: Crushed Plastigage thickness mm (inch)T2: Measurement spacer thickness mm (inch)Formula: T1 + T2 + 0.10 mm (0.0039 inch) T1 + T2 + 0.17 mm (0.0067 inch)Standard value: 0.10 − 0.17 mm (0.0039” − 0.0067”)

• Output Shaft PreloadSpacer thickness: T1: Crushed Plastigage thickness mm (inch)T2: Measurement spacer thickness mm (inch)Formula: T1 + T2 + 0.15 mm (0.0059 inch) T1 + T2 + 0.21 mm (0.0083 inch)Standard value: 0.15 − 0.21 mm (0.0059” − 0.0083”)

• Center Differential PreloadSpacer thickness: T1: Crushed Plastigage thickness mm (inch)T2: Measurement spacer thickness mm (inch)Formula: T1 + T2 + 0.06 mm (0.0024 inch) T1 + T2 + 0.12 mm (0.0047 inch)Standard value: 0.06 − 0.12 mm (0.0024” − 0.0047”)

Plastigage

Plastigage

Plastigage

Consult the Selection Tables beginning on page 22.05B-57 to choose the proper spacer(s).



22.05B

Snap Ring - Input Shaft Rear Bearing End Play

Spacer - Input Shaft End Play

Snap Ring - Output Shaft 3rd Gear End Play

)ni( mm ssenkcihT)ni( mm ssenkcihT)0160.0( 55.1)4840.0( 32.1)6260.0( 95.1)0050.0( 72.1)2460.0( 36.1)6150.0( 13.1)7560.0( 76.1)1350.0( 53.1)3760.0( 17.1)7450.0( 93.1)9860.0( 57.1)3650.0( 34.1)5070.0( 97.1)9750.0( 74.1

1.51 (0.0594)

)ni( mm ssenkcihT)ni( mm ssenkcihT)5750.0( 64.1)9040.0( 40.1)7850.0( 94.1)1240.0( 70.1)8950.0( 25.1)3340.0( 01.1)0160.0( 55.1)5440.0( 31.1)2260.0( 85.1)7540.0( 61.1)4360.0( 16.1)9640.0( 91.1)6460.0( 46.1)0840.0( 22.1)7560.0( 76.1)2940.0( 52.1)9660.0( 07.1)4050.0( 82.1)1860.0( 37.1)6150.0( 13.1)3960.0( 67.1)8250.0( 43.1)5070.0( 97.1)9350.0( 73.1)7170.0( 28.1)1550.0( 04.1

1.43 (0.0563)

)ni( mm ssenkcihT)ni( mm ssenkcihT)2790.0( 74.2)8780.0( 32.2)8890.0( 15.2)4980.0( 72.2)4001.0( 55.2)9090.0( 13.2)0201.0( 95.2)5290.0( 53.2)5301.0( 36.2)1490.0( 93.2)1501.0( 76.2)7590.0( 34.2

SNAP RING AND BEARING SPACER SELECTION TABLES



Spacer - Output Shaft End Play

Snap Ring - Reverse Idler Thrust Washer End Play

)2460.0( 36.1)7450.0( 93.1)7560.0( 76.1)3650.0( 34.1)3760.0( 17.1)9750.0( 74.1

1.51 (0.0594)

)ni( mm ssenkcihT)ni( mm ssenkcihT)8950.0( 25.1)9640.0( 91.1)0160.0( 55.1)0840.0( 22.1)2260.0( 85.1)2940.0( 52.1)4360.0( 16.1)4050.0( 82.1)6460.0( 46.1)6150.0( 13.1)7560.0( 76.1)8250.0( 43.1)9660.0( 07.1)9350.0( 73.1)1860.0( 37.1)1550.0( 04.1)3960.0( 67.1)3650.0( 34.1)5070.0( 97.1)5750.0( 64.1

1.49 (0.0587)

)ni( mm ssenkcihT)ni( mm ssenkcihT)5380.0( 21.2)7960.0( 77.1)4580.0( 71.2)7170.0( 28.1)4780.0( 22.2)6370.0( 78.1)4980.0( 72.2)6570.0( 29.1)3190.0( 23.2)6770.0( 79.1)3390.0( 73.2)5970.0( 20.2)3590.0( 24.2)5180.0( 70.2

Snap Ring - Output Shaft Rear earing End Play)ni( mm ssenkcihT)ni( mm ssenkcihT

)0160.0( 55.1)1650.0( 13.1)6260.0( 95.1)1350.0( 53.1



22.05B

Spacer - Center Differential Case Pinion Backlash)ni( mm ssenkcihT)ni( mm ssenkcihT

)760.0( 7.1)550.0( 4.1)170.0( 8.1)950.0( 5.1)570.0( 9.1)360.0( 6.1

Spacer - Center Differential Case End Play)ni( mm ssenkcihT)ni( mm ssenkcihT

)8250.0( 43.1)1240.0( 70.1)9350.0( 73.1)3340.0( 01.1)1550.0( 04.1)5440.0( 31.1)3650.0( 34.1)7540.0( 61.1)5750.0( 64.1)9640.0( 91.1)7850.0( 94.1)0840.0( 22.1)8950.0( 25.1)2940.0( 52.1)0160.0( 55.1)4050.0( 82.1

1.31 (0.0516)



NOTES

22.06A


Instructor Guide

Transfer Cases &Differential Control Systems

Section DescriptionThis section details the various transfer cases used with Mitsubishi cars, SUVs and CUVs. These include full-time AWD and full-time 4WD designs. Differential designs and controls are also discussed in this section.

Theory Section

22.06A

Main ClutchPilot Clutch

Magnetic CoilFront Housing

Shaft

Ball

Drive Pinion

“Energized”

Main Cam Pilot Cam

BallShaft

“Armature”Steel Plate

Main Cam

Pilot Cam

RH ClutchLH Clutch

Differential Assembly(Planetary Gearset)

Input Gear Overdrive GearReduction GearIdler Gear


Transfer Cases & Differential Control Systems

22.06A







Note

Caution

!





Transfer Cases & Differential Control Systems22.06A

Table of Contents Section Introduction Section Goal ………………………………………………………………...…… 3 Section Objectives ………………………………………………………………. 3 Needed Materials ……………………………………………………………….. 3 Time to Complete ……………………………………………………………….. 3 Transfer Case Overview .………….……………………………………………….…… 4 Full-Time AWD Transfer Case with Viscous Coupling …..…………………………. 5 Propeller (Drive) Shaft …...…….………………..…………………………………..… 6 Rear Axle ………………...…………..………………………………………………….. 6 Active Center Differential ………………………….………………………………...… 7 Limited Slip Front Differential ….……………………………………………………… 8 Active Center Differential (ACD) Clutch Operation .……….………………………… 12 ACD Hydraulic Control Unit ………………………………………………...…. 13 ACD System Electronic Components …….…..……………………….………14 G-Sensors (Accelerometers) ……………………………………………………14 Steering Angle Velocity Sensor ………………………………………..………15 ACD Mode Switch & Instrument Panel Indicators …………………………. 16 ACD Pressure Sensor ………...………………………………………………… 16 AWD-ECU …………………………...…………………………………………… 17 Proportioning Solenoid Valve …………………..……………………………… 17 ACD Circuit Drawings …………………………………………………………… 18 Active Center Differential (ACD) Operation Activity …………………………. 27 Active Yaw Control (AYC) Rear Differential …….…………………………………... 30 ACD/AYC Hydraulic Control Unit …………………………………………….. 31 Yaw-Rate Sensor …….……………………………………………….…………. 31 AYC Directional Solenoid Valve …………………………………….……….… 32 ACD and AYC Status Displays …………………………..……………………. 33 ACD/AYC Operation ……………………………………………….…………… 34 ACD/AYC Circuit Drawings ……………………………………………………. 35 Active Rear Differential ………………………………………………………………… 41 Electronic Controlled 4WD System Operation ……………………………….. 42 Driver Control Switch Functions ………………………………………………. 43 Electronic Controlled Coupling Assembly ……………………………………. 45 Clutch Assembly Components ………………………………………………… 46 Electronic Controlled Coupling Operation ……………………………………. 47 Combination Meter Warning Displays ………………………………………… 50 Operation of Front and Center Couplings Activity …………………………… 51 Montero and Montero Sport Transfer Cases (Usage Chart) ………………………. 53 Auto Freewheeling (Front) Differential ……………………………………………….. 54 Super Select® Detection Switches ……………………………………………………. 56 Montero Sport 4WD/AWD Detection Switches ……………………………………… 57 Active Trac® Detection Switches ……………………………………………………… 58 Testing Switches ………………………………………………………………………… 59 Super Select® Shift Sequencing ……………………………………………………… 61 Section Summary ……………………………………………………………………….. 64 Knowledge Review Questions ………………………………………………………… 67



22.06A

SECTION GOAL


• Identify components and describe operation of the Endeavor, Lancer Evolution, and Outlander AWD transfer case.• Explain the operation of a Viscous Coupling.• Describe the operation of the Lancer Evolution Active Center Differential. • Describe the operation of the LSD Planetary Gearset.• Demonstrate changing ACD modes and explain various Indicator Lamp functions.• Demonstrate ACD system bleeding procedures.• Demonstrate scan tool usage for diagnosis.• Describe the operation of Active Yaw Control.• Describe the operation of Active Rear Differential.• Identify the various Montero and Montero Sport Transfer Cases by the switch configurations and where they are located.• Explain how various switches are used by the Transfer ECU to control the Indicator Lights.• Explain the Super Select® shift sequence.

NEEDED MATERIALS

TIME TO COMPLETE


About 2 hours

Slide 22.06A-3a

Slide 22.06A-3b

This section details the various transfer cases used with Mitsubishi cars, SUVs, and CUVs. These include full-time AWD and 4WD designs.



TRANSFER CASES OVERVIEW

Mitsubishi has used various transfer case and differential designs in its cars, SUVs, and CUVs. These include the following systems.

• Full-Time AWD Transfer Case • Lancer Evolution (2003-2004) • Outlander (2003-2006) • Endeavor (2004-2011)

• Full-Time 4WD Transfer Case (ACD) • Lancer Evolution (2005-2006)

• Super All Wheel Control (ACD & AYC) • Lancer Evolution (2008 to present)

• Electronically Controlled 4WD • Outlander (2007 to present) • Outlander Sport (2011 to present)

• Active Trac® (2-4WD/AWD) • Montero (1992-2000)

• Super Select® (Electric Shift 2-4WD/AWD) • Montero LTD (2001-2006)

• 4WD/AWD Transfer Case • Montero Sport (1997-2004) • Montero XLS (2001-2002)

Slide 22.06A-4a



22.06A

Endeavor, Lancer Evolution (prior to 2005), and Outlander (prior to 2005) use a Full-Time All-Wheel Drive (AWD) Transfer Case. This Transfer Case housed the Front Differential, the VCU, and the Rear Output Shaft.

Inside the sealed VCU, plates are alternately splined to the inner and outer shafts and rotate in a heat-sensitive silicone fluid. When there’s a difference in rotational speed between the two shafts, the plates shear and heat the fluid causing it to expand and “lock” the plates together. This causes a torque transfer from the slipping wheels to those which rotate slower with the better traction.

With this system, the Viscous Coupling unit (VCU) allows some slippage between the front and rear

CenterDifferential

FrontDifferential Viscous

CouplingUnit

Full-Time AWDTransfer Case

Rear Output Shaft

Full-Time AWD Transfer Case withViscous Coupling Unit

Slide 22.06A-5a

• Transaxle Lubricant: GL-4 - 75-85W • Transfer Case Lubricant: GL-5 - 90W

MZ320197 MZ320345



MZ320345

DifferentialHousing

Double Offset Joint

Birfield Joint

Center Bearings RearPropellar Shaft

FrontPropellar Shaft

Sleeve Yoke

CenterPropellar Shaft

Double Offset Joint

Propeller (Drive) Shaft

Slide 22.06A-6a

The Propeller Shaft (driveshaft) connects the Transfer Case to the Rear Differential. Except for joint #3 where a Double Offset joint is used to reduce vibration, conventional U-Joints are employed.Rear Axle

Slide 22.06A-6b

The Rear Axle includes Double Offset Joints and Birfield Joints at locations shown above.

A conventional “open” differential is used with this Full-Time AWD design.

• Differential Lubricant: GL-5 - 90W



22.06A

Beginning with 2005 Lancer Evolution, a Full-Time 4WD Transfer Case with an Active Center Differential (ACD) and a Limited-Slip Front Differential (LSD) is used. The system is also incorporated with 2007 and newer Outlander as well as 2011 and newer Outlander Sport.

The ACD clutch replaced the VCU used in the AWD Transfer Case to provide more handling control, vehicle stability, and acceleration performance. It is located in the transfer case and acts upon the Center Differential located in the transaxle. A Helical Planetary Gearset, located in the Front Differential, provides limited-slip functionality.

Active Center Differential

Slide 22.06A-7a

CenterDifferential

Helical Gear LSDFront Differential

Active CenterDifferential Clutch

• Transaxle Lubricant: GL-4 - 75-85W • Transfer Case Lubricant: GL-5 - 90W

MZ320197 MZ320345



The LSD Planetary Gearset, located in the transfer case, has 4 Long Pinions, 4 Short Pinions, 3 Thrust Washers, 2 Side Gears (sun gears), and a 2-part Differential Case (with Ring Gear teeth).

The Differential Case is driven by the Center Differential Side Gear. The Ring Gear is bolted to the Differential Case and drives the rear wheels.

While the Long Pinions and Short Pinions are in constant mesh, the Long Pinions mesh with Side Gear A (left front axle) and the Short Pinions mesh with Side Gear B (right front axle).

Slide 22.06A-8a

Short Pinion

Side Gear B

Side Gear A

Long Pinion

DifferentialCase

Thrust Washers

Limited Slip Front Differential

The gears are helical cut so that unequal rotational force between the two front axles makes the gears “push” each other against the Thrust Washers. The friction resists the unequal rotational force, creating the “Limited-Slip” differential action.

Slide 22.06A-8b

TOP VIEW BOTTOM VIEW



22.06A

Powerflow Driving Forward

DRIVING POWER

Short Pinion

Side Gear B

Side Gear A

Long Pinion

During normal driving, the Differential Case, Drive Shafts and pinions all rotate together as a solid unit. The Differential case transmits power to all of the pinions equally, which then provides equal power distribution to the two front axles.

Slide 22.06A-9a



Powerflow During Turns

Slower Axle Rotation

DRIVING POWER

Side Gear B

Side Gear A

Long Pinion

Autorotation

Higher Axle Rotation Short

PinionAutorotation

Slide 22.06A-10a

When the frictional coefficient of the front wheels are nearly equal, but one wheel has to turn faster than the other (as in a turn), the corresponding axle drive gears (Side Gears) will also turn at different speeds.

Since the pinions are in constant mesh, they begin to rotate at the same speed, but in opposite directions, causing the Planetary Carrier to walk around the Side Gears.



22.06A

Slide 22.06A-11a

Slower Axle Rotation

DRIVING POWER

Long PinionHigher

Axle Rotation Short

Pinion

Thrust Washers

SideGear B

SideGear A

Resulting Axial Forces

Driving WheelHigher Torque/Lower Speed

Slipping WheelLower Torque/Higher Speed

Limited Slip Operation

When the frictional coefficient of the front wheels differ (road surface variations such as mud, snow, gravel, etc.), as one of the wheels begins to spin, the planetary carrier functions as described above. However, the unequal rotational FORCE between the front axles makes the side gears “push” each other against the Thrust Washers. In the illustration above, Side Gear A transmits a greater force to the Long Pinions than Side Gear B transmits to the Short Pinions. This creates a higher radial force for Side Gear B, making it “pinch” the Thrust Waster between Side Gear B and the Differential Case. The resulting friction creates the “Limited-Slip” differential action, and makes the rotational speed of Side Gear B more closely match the Differential Case speed while at the same time increasing the torque being transmitted from the Differential Case to Side Gear B and its drive axle.



Slide 22.06A-12a

Active Center Differential (ACD)Clutch Operation

PistonThrust

Bearing

Hydraulic Clutch

TurningAcceleration / Deceleration

In order to maintain optimum torque distribution front to rear, the ACD system electronically controls hydraulic pressure to the multi-plate clutch based on input from various sensors and switches.

During acceleration or deceleration, hydraulic pressure from an Accumulator is applied to the multi-plate clutch, providing limited-slip action in the Center Differential. This maintains torque balance between the front and rear axles.

When cornering, the hydraulic pressure supplied from the Accumulator to the clutch is blocked and returned to the reservoir.

If the parking brake is applied at a vehicle speed of 3.1 mph or more, the ACD hydraulic clutch is disengaged and the limited-slip function is released.

Instructor Note:Pass the ACD Unit among the technicians as the component is described.



22.06A

ACD Hydraulic Control Unit

Slide 22.06A-13a

Mounted forward in the engine compartment (driver side) on 2005-2006 Lancer Evolution, the ACD Hydraulic Control Unit incorporates the components shown above.

Accumulator Electric

ACD Proportional Solenoid Valve

Pressure Sensor

Trochoid Pump

Pressurized Fluid to ACD Hydraulic Clutch

Motor

1 of 2 ReservoirConnections

MZ320200

ACD Hydraulic Control Unit: ATF SP III

Instructor Note:Typically G-sensors are enclosed in their own assembly and usually mounted in the center console area.

Beginning in 2014, the G and Yaw-Rate sensors are incorporated into the ASC-ECU on certain vehicles.



Slide 22.06A-14a

Slide 22.06A-14b

ACD System Electronic Components

Throttle Position Sensor

ABS Sensors

Engine Control Module

ABS-ECU

ACD Mode Switch

Longitudinal G-Sensor

Lateral G-Sensor

Steering Wheel

Parking Brake Switch

Throttle Position Sensor

ABS Sensors

Longitudinal G-Sensor

Stoplight Switch

Rotation Sensor

AWD

ECU Proportioning Solenoid Valve

Electric Pump Accumulator

Pressure Sensor

Hydraulic Control Unit

Transfer Case

Hydraulic Clutch

Pump Relay

B+

B+

ACD ModeIndicator Light

System electronic inputs and outputs are shown above. Unique components are discussed below.

G-Sensors (Accelerometers) Output Voltage

4.03.5

AccelerationSpeed (G)

DecelerationSpeed (G)

1.51.0

1.0 1.01.5 1.50

2.5

Longitudinal G-sensor monitors the vehicle’s forward-rearward acceleration and deceleration. The Lateral G-sensor monitor’s the vehicle’s side-to-side acceleration and deceleration.

At rest, the sensors output about 2.5 volts to the ASC-ECU. As longitudinal and lateral acceleration rates increase, the voltage decreases. As longitudinal or lateral deceleration rates increase, the voltage increases.

Instructor Note:If available, pass the sensor among the technicians as the component is described.



22.06A

Steering Angle Velocity Sensor (SAS)

The sensor is installed at the steering column, and used to measure the steering wheel angle and the speed at which the wheel is being turned. It is comprised of a slit plate which rotates with the steering wheel and three photointerruptors (ST-1, ST-2, ST-N).

Each photointerruptor includes a light emitting diode (LED) and a photo transistor circuit. Each time the transistor senses light through a slit, the signal drops to approximately 1-2 volts. If the light is blocked, the signal increases to approximately 4.0-4.5 volts.

The width of each slit (read by ST-1 and ST-2) represents 4° of steering wheel rotation while the Neutral Position Detection Slit (ST-N) represents 11° of rotation.

The sensor detects throttle angle and is used primarily for engine control functions. Transferred to CAN, the signal is also vital for the traction control and active stability control systems.

Four sensors detect the individual wheel speeds. The signal is modified by the ASC(ABS)-ECU and is input to the AWD-ECU via CAN.

The ACD clutch is disengaged when the parking brake is used above 3.1 MPH.

Slit

Slit Plate

Neutral Position

Detection Slit

ST-N

ST-1

ST-2

4°4°

4°4°

2°

11°

ST-1

ST-2

ST-N

V

V

V

H

L

H

L

H

L

Slit Plate

PhotoTransistorCircuitLED

Photointerruptor (ST) Output WaveformsSteering Angle Sensor

Slide 22.06A-15a

Throttle Position Sensor (TPS)

Wheel Speed Sensors

Parking Brake Switch



Slide 22.06A-16a

ACD Mode Switch & Indicator Lights

Located to the left of the steering column (or on the center console) is the momentary contact ACD Mode Switch. Each time the button is pressed, the ACD mode cycles between TARMAC, GRAVEL, or SNOW and illuminates the corresponding indicator light (or display) on the instrument panel.

With the previous system, after the ignition switch is turned to RUN, all ACD mode indicator lights turn on as a self-check for approximately 1.5 seconds. If the ACD system malfunctions, all mode indicator lights will illuminate for as long as the ignition is ON.

ACD Pressure Sensor

Slide 22.06A-16a

ACD Pressure Sensor

The sensor detects accumulator pressure and signals the AWD-ECU to control the electric pump relay. While the pump is running, pressures range from 145 psi - 232 psi.

ACD

ACD ModeSwitch



22.06A

AWD-ECU

Slide 22.06A-17a

The AWD-ECU determines the current driving conditions, vehicle status, and road condition, using sensor inputs, engine speed information, and ABS signals supplied from the ABS-ECU. Based on its programming, it controls the ACD clutch using the Proportioning Solenoid Valve.

Proportioning Solenoid Valve

AccumulatorSolenoid OFF

EX

Accumulator

ACD Clutch

EX

ACD Clutch

Solenoid ON

Slide 22.06A-17b

The proportioning valve supplies oil pressure required for ACD operation.

When the solenoid is OFF, the oil passage from the electric pump (accumulator pressure) to the ACD clutch is blocked.

When the solenoid is ON, oil under pressure from the accumulator is routed to the ACD clutch.

The AWD-ECU controls the solenoid by duty cycling the feed side of the circuit.



FUSIBLELINK

ELECTRICPUMPRELAY

ELECTRICPUMP

PRESSURE SENSOR

PROPOR-TIONING VALVE

AWD-ECU27

ACD Circuit Drawing(2010-Current Lancer Ralliart)



22.06AAWD-ECU

BATTERYBATTERY

STOPLIGHT SWITCH

IGNITIONSWITCH (IG2)

BATTERYBACKUP

POWERSUPPLY

·FOG LIGHT·HEADLIGHT·HEADLIGHT LEVELING SYSTEM·TAILLIGHT, POSITION LIGHT, SIDE MARKER LIGHT AND LICENSE PLATE LIGHT·TURN-SIGNAL LIGHT AND HAZARD WARNING LIGHT·WINDSHIELD WIPER AND WASHER

STOP LIGHT

RELAY BOX

RELAY BOX

JUNCTION BLOCK

JOINT CONNECTOR (6)

JOINT CONNECTOR (1)

ANTI-LOCK BRAKING SYSTEM (ABS)

ACD Circuit Drawings(2005-2006 Lancer EVO)



IGNITION SWITCH (IG2)

G-SENSOR (LONGITUDINAL)

G-SENSOR (LATERAL)

PARKING BRAKE SWITCH

ABS-ECU

JUNCTION BLOCK

JOINT CONNECTOR (4)

ANTI-LOCK BRAKING SYSTEM (ABS)



22.06A


FRONT-ECUTAILLIGHTRELAY

ACD MODECHANGEOVERSWITCH

DRIVE CIRCUIT

COMBINATIONMETER

TAILLIGHT, POSITION LIGHT, SIDE MARKER LIGHT AND LICENSE PLATE LIGHT

RELAY BOX

JOINT CONNECTOR (4)

JOINT CONNECTOR (3)

JOINT CONNECTOR (1)

RHEOSTAT

JUNCTION BLOCK


Transfer Cases & Differential Control Systems22.06AAWD-ECU


THROTTLE POSITION SENSOR

MFI SYSTEM

MFI SYSTEM

JOINT CONNECTOR (6)



22.06A)HR :RAER()HR :TNORF()HL :TNORF( (REAR: LH)

ABS SENSORS

ABS-ECU



NOTES



22.06A

ACD


AWD-ECU

STEERING ANGULAR VELOCITY SENSOR

JUNCTION BLOCK

JOINT CONNECTOR (2)

JOINT CONNECTOR (3)



FUSIBLELINK 1

DATA LINK CONNECTOR

JOINT CONNECTOR (6)

JOINT CONNECTOR (4)

JOINT CONNECTOR (2)

JUNCTION BLOCK

Instructor Note:After technicians complete this acivity, review the purpose of the ACD Operation Check as listed in Group 22C.

1. Connect scan tool.2. Start the engine.3. Steering wheel straight ahead.4. Drive vehicle at 12 mph) or less 5. Actuator ACD Operation Check. 6. Turn steering wheel 180° or more to right or left, and verify tight corner braking occurs.

Instructor Note:Use MUT-III and the ACD Control Fluid Check to drop system pressure before technicians begin this activity. This causes greater range of Pressure Sensor readings when ACD is engaged.



22.06A

Activity

Active Center Differential (ACD)

Operation

1. Place the shift selector in P. Close the hood and doors. Leave the parking brake released and place the steering wheel straight ahead.

2. Connect MUT-III and switch ignition ON.

3. Verify MUT-III is set to the proper vehicle.

4. Raise the vehicle so all four wheels can turn.

5. From System Select, choose AYC/ACD, then Special Function, then Test.

6. From the Selected Command drop down menu, choose ACD Operation Check.

7. Touch the Data List button and select the following items. • FL Wheel Speed Sensor (22) • FR Wheel Speed Sensor (23) • RL Wheel Speed Sensor (24) • RR Wheel Speed Sensor (25) • Pressure Sensor (88)

Touch the Check Mark to continue.

8. Start the engine, place the shift selector in D, release the brake pedal, and complete the chart below.

• ACD Operation OFF • ACD Operation OFF • ACD Operation ON• Park brake released • Slowly engage Park • Slowly engage Park

brake 1 click only brake 1 click only• Record readings • Record readings• Release Park brake • Release Park brake

FL Wheel Speed (22)FR Wheel Speed (23)RL Wheel Speed (24)RR Wheel Speed (25)Pressure Sensor (88)

9. Place the selector in P and shut engine OFF.





Activity

Active Center Differential (ACD)

Air Bleeding




4. Raise the vehicle and attach a hose to the Bleeder Screw (on the bottom of the Transfer Case) and run it down into a fluid container.

5. From System Select, choose AYC/ACD, then Special Function, then Air Bleeding.

6. Touch the Data List button and select the Steering Angle Sensor (11). Touch the Check Mark to continue.

7. Open the Bleeder Screw with a 10mm wrench.

8. With the steering wheel straight ahead, click the Check Mark to activate ACD Air Bleeding and note the fluid entering the container.

9. Cancel the function by touching the X button.

10. Repeat the ACD Air Bleeding function but turn the steering wheel to 10º (right) or -10º (left).

11. Describe what happened. ________________

12. Did any bubbles or fluid exit the bleeder hose?

YES or NO (Circle your answer.)

13. Close the Bleeder Screw, remove the hose and container, and reinstall the dust cap.

14. Lower the vehicle and check the ACD fluid level. (Do not add fluid yet.)

15. Touch Back to return to Special Function. Touch Test. Select Oil Level Check from the Selected Command drop down menu. Touch the Check Mark to continue.

Technician Notes:Once activated, the ACD Air Bleeding function continues for 5 minutes then shuts OFF automatically or it can be canceled by touching the X (cancel) button on the MUT-III screen.

ACD Air Bleeding function will not activate if the system is in Fail-Safe.

Do not bleed all the fluid from the Transfer Case or damage to the pump will occur.



22.06A

16. Describe the fluid level. __________________ _____________________________________

17. When the function completes, fill the ACD Reservoir with Diamond ATF SP-III fluid to the MAX level.

18. From the Selected Command drop down menu, select Motor Drive and touch the Check Mark to continue.

19. Describe the ACD Fluid Reservoir activity. _____________________________________

20. Repeat the Oil Level Check and add fluid to the reservoir as necessary.



Instructor Note:Click the movie projector icon on the PowerPoint slide to play the S-AWC.avi video as an introduction to the system.

Instructor Note:After video and instructor description & operation, take technicians to the shop to discuss with differential.



Active Yaw Control (AYC)Rear Differential

Slide 22.06A-30a

Beginning with the 2008 Lancer Evolution, Active Yaw Control was added to create Super All Wheel Control (S-AWC). The revised AWD-ECU regulates torque transfer left to right in the new rear differential to optimize cornering performance and vehicle operation. Additionally, AYC acts like a limited slip differential by suppressing rear wheel slip to improve traction.

AYC rear differential assembly consists of planetary type differential mechanism, speed increase/decrease gears, and two clutch units acted upon by pressure from the Hydraulic Control Unit.

To increase torque to the LR wheel, the LH clutch is operated diverting torque from RR wheel through the differential mechanism to the LR wheel.

To increase torque to the RR wheel, the RH clutch is operated diverting torque from LR wheel through the differential mechanism to the RR wheel.

RH ClutchLH Clutch

Differential Assembly(Planetary Gearset)

Input Gear Overdrive GearReduction GearIdler Gear



22.06A

Slide 22.06A-31a

ACD/AYC Hydraulic Control Unit

Electric Motor Trochoid Pump Accumulator

AYC Directional Solenoid

ACD Proportional Solenoid

AYC Proportional Solenoid

RHLH

Because of the additional functions associated with Active Yaw Control, the ACD Hydraulic Control Unit was replaced with the unit shown above and relocated from the engine compartment to the right rear side of the vehicle’s trunk.

The assembly is composed of the electric pump, pressure sensor, accumulator, ACD Proportional Solenoid Valve, and two AYC Directional Control Valves housed in one solenoid. Note the RH and LH electrical connectors located on the AYC Directional Solenoid. (The pressure sensor, not seen in the picture above, is located adjacent to the accumulator on the back side of the assembly.)

The sensor was added in 2008 and located in the G-Sensors assembly. It measures the vehicle’s angular velocity around its vertical axis. The difference between the vehicle’s heading and actual direction is called the yaw rate.

Sensor data is shown on the scan tool as degrees/second indicating the vehicle’s angular (rotational) speed.

MZ320200

ACD/AYC Hydraulic Unit: ATF SP III

Yaw-Rate Sensor



Slide 22.06A-32a

ElectricPump

CheckValve

Filter

ReservoirTank

Accumulator

ReliefValve

PressureSensor

(ACD)Proportional

Solenoid Valve

(AYC)Proportional

Solenoid Valve

(AYC)Directional

Valve

To ACD Clutch

To AYC Right Clutch

To AYC Left Clutch

Solenoid(RH)

Solenoid(LH)

EX

EXEX

EX

AYC Directional Solenoid Valve

The valve supplies oil pressure to control the AYC clutch. The AWD-ECU controls the solenoid by duty cycling the feed side of either the RH or LH circuit.

When the AYC Proportioning Valve is OFF, oil pressure from the accumulator to the Directional Valve is blocked. When the AYC Proportioning Valve is ON, oil pressure from the accumulator is routed to the AYC Directional Valve.

When the oil pressure supply signal for the AYC RH clutch is sent to the directional valve from the AWC-ECU, the valve opens the apply passage to the clutch. When the valve moves, it also exhausts LH apply pressure.

If the oil pressure supply signal to the AYC LH clutch is sent to the directional valve, the valve opens the apply passage to the clutch. When the valve moves, it also exhausts RH apply pressure.



22.06A

ACD and AYC Status Displayedin the Combination Meter

TARMAC

RF Wheel

AYC LimitingStatus

RR Wheel

LF Wheel

LR Wheel

AYC LimitingStatus

ACDLimiting Status

Slide 22.06A-33a

By pressing the Combination Meter’s INFO button, the driver can display the ACD/AYC system status.

Similar to the previous system, each time the S-AWC mode button is pressed, the system cycles between TARMAC, GRAVEL, or SNOW and displays the choice as shown above. As the vehicle is driven, both the status of ACD and are shown on the display.

AWC



AYC Balances Torque

Right to Left Entering the Turn

ACD 90%

Engaged

First Half of Turn

ACD0%

Engaged

2nd Half of Turn

AYC Understeer Deceleration

AYC Transfers Torque to Outside

Rear Wheel

ACD 50%

Engaged

ACD 100%

Engaged

AYC Balances Torque

Right to LeftExiting the Turn

Accelerationout of the turn

Braking going into the turn

LSD AppliesBalanced Torque

Left to Right

ACD/AYC Operation

Slide 22.06A-34a

In a turn, the vehicle enters the corner with both rear wheels receiving almost equal torque. The center differential is engaged to give all the wheels, front to rear, as close to equal traction as possible.

As the car enters the first half of the turn, ACD is released which gives the center differential independence to allow turning. The AYC transfers torque to the outer wheel throughout the turn.

When the vehicle starts to exit the turn (steering straightens and throttle angle increases) the ACD engages to transfer the torque front to rear.

At the corner exit, AYC directional valve and proportional valves are de-energized to balance the torque left to right at the rear axle.

The ACD and AYC proportional valves and the AYC directional valve will cycle as any wheel exhibits slippage as sensed by the ASC (ABS) wheel speed sensors.



22.06A

ACD/AYC (S-AWC) Circuit Drawings



JOINTCONNECTOR (4)

JOINTCONNECTOR (5)

JOINTCONNECTOR (3)

JOINT CONNECTOR (7)

ETACS-ECU

ETACS-ECU

(FUSE )8

(FUSE )12

ETACS-ECU(FUSE )12

(FUSE )17

G AND YAW RATE SENSORASC-ECU

COMBINATION METER

<VEHICLES WITH STEERING WHEEL AUDIO REMOTE CONTROL SWITCH >

POWER SUPPLY

BATTERY BACKUP

AWC SWITCH



22.06A

FUSIBLELINK 35

ELECTRIC PUMP RELAY

ELECTRIC PUMP

PROPOR-TIONING VALVEFOR ACD CONTROL

PROPOR-TIONING VALVEFOR ACD CONTROL

DIRECTION VALVE (LH)

DIRECTION VALVE (RH)

S-AWC-ECU





22.06A

·AIR CONDITIONING SYSTEM·AUDIO SYSTEM·HEADLIGHT LEVELING SYSTEM·HEATED SEAT·MITSUBISHI MULTI-COMMUNICATION SYSTEM (MMCS)·TC-SST·TURN-SIGNAL LIGHT AND HAZARD WARNING LIGHT

·AIR CONDITIONING SYSTEM·AUDIO SYSTEM·HANDS FREE SYSTEM·HEADLIGHT LEVELING SYSTEM·HEATED SEAT·TC-SST·TURN-SIGNAL LIGHT AND HAZARD WARNING LIGHT

NOTE:

COMBINATION METER

ASC OFF SWITCH

ASC SWITCH

JOINTCONNECTOR (3) ETACS-ECU

(FUSE )12(FUSE )9

CPUINTERFACECIRCUIT

CAN TRANSCEIVERCIRCUIT

INTERFACECIRCUIT

LED DRIVECIRCUIT

RHEOSTAT

LCD

·ABS·ASC OFF·ASC FAILURE·ASC ACTIVE·BRAKE·TARMAC·GRAVEL·SNOW·ACD·AYC





22.06A

Active Rear Differential

Slide 22.06A-41a

Beginning in 2007, Mitsubishi introduced an Active Rear Differential for use in Outlander, Lancer (non-EVO) and later, Outlander Sport.

As discussed earlier, the previous version used in Outlander employed a Viscous Coupling in the transfer case to shift the power to the wheels with the most traction.

The new system uses an electrically controlled clutch assembly mounted on the front of the rear differential housing. The electric clutch is splined to the pinion shaft. When applied, the clutch couples the driveshaft to the rear differential pinion gear.

The Active Rear Differential functions much like the Active Center Differential except the clutch is located in the rear differential, not the transfer case.

As with the systems previously described, various sensors are used to control the active differential operation. MUT-III is used to gather data, read DTCs, and perform actuator tests.

This system is not a full-time AWD since the driver can switch the system between 2WD and AWD.

Pinion gear

Differential Housing

Electronic ControlledCoupling

Oil BathMulti-Disc Clutch



CAN CDiag.

Electronic Controlled4WD System Operation

Slide 22.06A-42a

The Active Rear Differential control system consists of sensor inputs, the 4WD-ECU, and outputs. Some input information is sent from other ECUs via CAN, however the Driver Mode Switch is hardwired to the 4WD-ECU.

The ECU can vary the current level sent to the electronic clutch providing more or less torque transfer to the rear wheels.

For example, if the two front wheels begin to spin, the ECU increases current flow to the clutch, which locks the clutch plates together. This provides more torque to the two rear wheels. As the front wheels regain traction, the current to the rear clutch is reduced and the amount of torque is applied is reduced.



22.06A

Driver Control Switch Functions

2WD 4WD LOCK

F

E

ASCOFF

P68°F

!A

2WD

2WD 4WD LOCK

2WD 4WD LOCK

F

E

ASCOFF

P68°F

!A

4WD LOCK

4WD LOCK

Slide 22.06A-43a

Changing modes can be done without decelerating or slowing to a certain speed. The selected position is displayed on the Combination Meter.

Slide 22.06A-43b

In 4WD or SNOW, the vehicle operates as an AWD system. Torque is applied as needed during ON HIGHWAY driving in poor traction conditions.

Slide 22.06A-43c

In Lock mode the system can, if needed, lock up the clutch/coupler unit up to 100% for severe loss of traction situations. The driver should NOT drive long periods of time under these extreme conditions. The ECU could deactivate the rear clutch/coupler to protect the drive system components.

On some vehicles, a momentary contact switch (labeled S-AWC or 4WD) replaces the rotary knob on the center console. Each time the button is pressed, the system cycles between 2WD, 4WD, and LOCK.

S-AWC

TARM

AC SNOW LOCK

S-AWC

TARM

AC SNOW LOCK

S-AWC

TARM

AC SNOW LOCK

F

E

4WDLOCK

ASCOFF

P68°F

!A

F

E

SNOW ASCOFF

P68°F

!A

F

E

TARMAC ASCOFF

P68°F

!A

F

E

ASCOFF

P68°F

!A

4WD AUTO

4WD AUTO



ECO Mode

Beginning in 2014, some vehicles are equipped with an ECO Mode which modifies engine, A/C, and 4WD functions to enhance fuel economy.

Spe

ed

Target Speed

Throttle Plate Angle w/o ECO

Throttle Plate Angle w/ ECO

EngineControlModule

A/C-ECU

4WD-ECU

Reduces throttle angle vs. accelerator pedal depression

• Raises reference temperature and range at which the compressor turns off.• Reduces blower speed when system in AUTO.• Maintains Outside/Inside damper in recirculation position for a longer period of time.• Disables engine idle-up.• Disables CVT lock-up and Ratio Clip Control. NOTE: Ratio Clip Control keeps engine speed higher while driving to improve cooling and heating performance.

4WD ECO mode is the previous 2WD. In this mode 4WD is engaged only on wheel slip.(In 4WD LOCK, system does not switch drive mode regardless of ECO mode switch position.)

NormalECO

20

0

40

60

80

100

20 40 60 80 100

Slide 22.06A-44a

Slide 22.06A-44b

Shown above is the ECO switch and Combination Meter display used with Outlander.

D



22.06A

Magnetic Coil

Pilot CamPilot Clutch

“Armature”

Main CamBall

Front Housing

Main Clutch ShaftRear Housing

Drive Pinion

Steel Plate

Electronic ControlledCoupling Assembly

Slide 22.06A-45a

The rear clutch/coupler main internal parts consist of a main clutch, main cam, pilot clutch, pilot cam, armature, magnetic coil, and shaft.

The Coupling Assembly is serviced as a complete unit only, separate from the differential. No individual repair parts are available. Also the coupler is factory filled with its own fluid and is not serviced. There are no drain or fill plugs.

Note



Clutch Assembly Components

Main Cam

Pilot Cam

RampRamp

Clutch Disc

Clutch Plates


Front Housing

Main ClutchAssembly

Shaft

Pilot Clutch

Main Clutch

Slide 22.06A-46a

Cams and Balls

Instructor Note:After instructor description & operation, take technicians to the shop to discuss with coupling unit.



22.06A

Electronic ControlledCoupling Operation

Clutch Released



Shaft

Ball

Drive Pinion

“De-Energized”

Main Cam Pilot Cam

BallShaft

Slide 522.06A-47a

In 2WD mode (only front wheels being driven) no drive force is transferred to the pinion shaft from the driveshaft. The magnetic coil is de-energized and the clutches are released.





Shaft

Ball

Drive Pinion

“Energized”

Main Cam Pilot Cam

BallShaft


Main Cam

Pilot Cam

Clutch Engaged

Slide 22.06A-48a

In the 4WD (or Lock) position, the ECU sends current to the magnetic coil which activates the pilot clutch. As a result, the main clutch will be engaged and begin to transfer drive force to the pinion shaft of the rear differential. The rear axles now receive driving force. The ECU can vary the amount of current sent to the coil and thus control the amount of driving force provided by the clutch/coupler up to 100%.



22.06A

4WD

LOCK2WD

4WD-ECU

Drive ModeSelector

ETACS

ASC-ECU orABS-ECU ECM

Combination Meter

2WD4WD

LOCK

MagneticCoil

DLC

Electronic Component Operation

Slide 22.06A-49a

The 4WD-ECU contains two logic circuits which rely on the Driver Mode Selector position to determine the driver’s intention. The ECU can then control the current output to the clutch/coupler.

The dotted lines in the drawing above represent the CAN communication network connecting the ECU’s together. The MFI-ECU and ABS-ECU (or ASC-ECU) provide data on vehicle operating conditions such as wheel speed and throttle position.

ETACS controls the Combination Meter’s display indicating the selected drive mode.



Combination MeterWarning Displays

SLOW D OWN

D70

Slide 22.06A-50a

When the vehicle is driven in 4WD or LOCK mode under some severe conditions, “SLOW DOWN” message will be displayed. Deep sand, snow, mud, or towing the vehicle incorrectly will cause the fluid temperature to rise to a dangerous level.

4WD-ECU has an internal fail-safe function which causes the system to revert back to 2WD mode.

SERVICEREQUIRED

D70

Slide 22.06A-50b

If 4WD-ECU determines the Electronic Controlled Coupling is operating under extreme conditions or an electrical failure takes place, a DTC will be stored and the message “SERVICE REQUIRED” will display. MUT III is used to retrieve codes from the 4WD-ECU.

When a code is stored in the 4WD-ECU, an internal fail-safe mode puts the system into 2WD. The vehicle must be towed with all four wheels off the ground even if the select switch is in the 2WD position.

Instructor Note:The system may enter fail safe mode during this exercise if too much time elapses. If so, shut the engine off and repeat Step 7 to complete the chart.



22.06A

Activity

Operation of Front and Center Couplings





5. From System Select, choose AWC, then Data List.

6. Select the following items. • Front Coupling Current (4) • Center Coupling Current (5) • FL Wheel Speed Sensor (18) • FR Wheel Speed Sensor (19) • RL Wheel Speed Sensor (20) • RR Wheel Speed Sensor (21)

Touch the Check Mark to continue.

7. Start the engine, place the shift selector in D, and release the brake pedal. Record the values in the chart below for each AWD mode.

AWD ECO NORMAL SNOW LOCK Front Coupling Current (4) Center Coupling Current (5) FL Wheel Speed (18) FR Wheel Speed (19) RL Wheel Speed (20) RR Wheel Speed (21)

8. Why is RL reading 0.0 mph? _______________

9. In what mode(s) were the Front Coupling and Center Coupling current readings 0.000 A? ______________________________________

10. Current reading in SNOW mode. _____ amps

11. Current reading in LOCK mode? _____ amps

12. Shut the engine off and place the selector in P.

INSTRUCTOR SIGNOFF:

_____________________Feedback



Activity

Center Coupling Operation Check





5. Engage the parking brake 2 clicks.

6. From System Select, choose AWC, Special Function, and Test.

7. From the Selected Command drop down menu, choose Control OFF and the Check Mark to continue.

8. Start the engine, place the shift selector in D and release the brake pedal.

9. Do the rear wheels turn? YES or NO

10. Shut engine off and place shift selector in P. From the Selected Command drop down menu, choose Center Coupling Operation Check. Touch the Check Mark to continue.

11. Start the engine, place the shift selector in D and release the brake pedal.

12. Do the rear wheels turn? YES or NO

13. Shut the engine off and place the selector in P.

Technician Note:Once activated, the Center Coupling Operation Check runs for 1 minute only.



Instructor Note:Click the movie projector icon on the PowerPoint slide to play Active Trac.avi



22.06A

Montero and Montero SportTransfer Cases

4002-20021002-7991reweN & 30020002-2991

Montero XLS Ltd2H x x x x x

AWD (AWD) x4H (AWD) xxx4H (4WD) xxx

4HLC (4WD) xxx4L (4WD Low) xxx

4LLC (4WD Low) xxx

xxxx

x x x x x

x x x x x

Montero Sport

Shift

Lev

er P

ositi

on

(Driv

e M

ode)

Auto (Front) Freewheeling Diff

2001-2002 Montero

2-4 Synchronizer

Center Differential & VCU

Transfer CaseApplication Chart Montero XLS + Ltd

Slide 22.06A-53a

The Super Select®, 4WD/AWD, and Active Trac® transfer cases are variations of the same design and provide the functionality shown in this chart.

SensorRotorSteel

BallOil Guide

Rear Cover

Oil Seal

SnapRing

SpacerSpacer

SnapRingChain Cover

Snap Ring

C/D PlanetCarrier

ViscousCoupling

RearOutputShaft

O-Ring

Bearing

Chain

Front OutputShaft

Drive Sprocket

Bearing

Synchro Spring

Snap Ring2-4WD Clutch Hub

Synchro Inner Ring

Synchro ConeSynchro Outer Ring

SunGear

Bearing

Wave Spring

2-4WD Clutch Sleeve

Snap Ring

Differential Lock Hub

2-4WD Shift Fork

Spacer

Steel Ball

Slide 22.06A-53b

2003-2006 Montero XLS + Ltd



Transfer Case Plate

Bearing

Counter Shaft Gear

Spacer

H-L Clutch Sleeve

Low Speed Gear

Bearing

Rear Bearing Retainer

H-L Shift Fork

Snap Ring

H-L Clutch Hub

Transfer Drive Shaft

Dust Seal GuardOil Seal

Oil Guide

Oil Guide

Transfer Case Housing

2003-2006 Montero XLS + Ltd

Slide 22.06A-54b

Auto Freewheeling (Front) Differential

ActuatorAssembly Shift Rod

Clutch Sleeve

Main Shaft

Front Driveshaft

Shift Fork

Clutch Housing

Clutch Gear

Front Differential

The Auto Freewheeling (Front) Differential (AFD), also referred to as “Freewheeling Clutch” is used in conjunction with the Transfer Case on all Montero models and on Montero Sport models until 2002. It is designed to reduce fuel consumption and drivetrain wear by acting like a “clutch” to engage and disengage the front wheels. It was dropped on 2002-2004 Montero Sport models since they were strictly AWD/4WD with no 2WD mode.

Slide 22.06A-54a

Instructor Note:Pass a Transfer Case Cover among the technicians as the switches are discussed from pages 52-55.



22.06A

Super Select® Operation

Slide 22.06A-55a

Detection switches are used to trigger Combination Meter lights and signal the Transfer Case ECU (4WD Indicator ECU on Montero Sport) when a shift starts and completes. The switches open the ground circuit when the ball is pushed into the switch by a shift rail or shift fork.

Shown in the drawing above, the Main Shift Rail in the Super Select® transfer case operates the C/D Lock, 4H, and 2WD/4WD detection switches.

2WD Switch

C/D Lock Switch

ShiftActuator

Main ShiftRail

4H Switch

2-4WD Switch

4LLC Switch

Transfer Case Cover

Shift RailDrive Gears



Ignition Switch (IG1)

CombinationMeter

Rheostat

TransferCase

Shift LeverSwitch

Front Driveshaft

SpeedSensor

Rear Driveshaft

SpeedSensor

Shift Actuator

P/NPositionSwitch

Transfer Case ECU

DLC

FreewheelingEngageSwitch

2WDDetection

Switch

C/D LockDetection

Switch

EB

4HDetection

Switch

D

4LLcDetection

Switch

A

2WD/4WDDetection

Switch

C

AFD Solenoid Valves Diode

Super Select® Wiring Schematic

Super Select® Detection Switches

Slide 22.06A-56a

Slide 22.06A-56b

• High-Low Shift Rail operates 1 switch: - 4LLc Detection Switch (A)• 2-4 Shift Rail operates 1 switch: - 2WD Detection Switch (B)• Main Shift Rail operates 3 switches: - 2WD/4WD Detection Switch (C) - 4H Detection Switch (D) - C/D Lock Detection (E)• Freewheeling Engage Switch located at Front Differential

A B

C D E



22.06A

Montero Sport Wiring Schematic

Ignition Switch (IG2)

CombinationMeter

4WDIndicator ECU

LockDetectionSwitch

FreewheelEngageSwitch

AFD SolenoidValves

1997-20012WD-4WD 2WD/4WD

DetectionSwitch

A

LockOperationSwitch

Not Used

B

H-LTransferSwitch

H-LTransferSwitch

C

LowDetectionSwitch

Used byPCM/TCMOnly

D

4WD 2WD

Slide 22.06A-57a

Slide 22.06A-57b

• AWD/4WD Shift Rail operates 2 switches: - Lock Detection Switch (A) - Lock Operation Switch (B)• H-L Shift Rail operates 2 switches: - H-L Transfer Switch (C) - Low Detection Switch (D)• Freewheeling Engage Switch located at Front Differential

Montero Sport 4WD/AWDDetection Switches

BC

DA



Active Trac® Wiring Schematic

Free-WheelingEngageSwitch

C/D LockOperationDetection

Switch(C/D Rail)

4WD OperationDetection

Switch(2-4Rail)

Rheostat

Ignition Switch (IG2)Ignition Switch (IG1)

C/DLock

GND

4WDIndicatorECU

4WD 2WD

C/D LockDetection

Switch(C/D Fork)

A

2WD/4WDDetection

Switch(2-4 Fork)

B

HI-LODetection

Switch

C D E

Active Trac® Detection Switches

Slide 22.06A-58a

Slide 22.06A-58b

• 2WD/4WD Shift Rail operates 2 switches: - C/D (Center Differential) Rail Switch (D) - 2-4 Rail Switch (E)• 2-4 Synchronizer Shift Fork operates 2 switches: - C/D Fork Switch (A) - 2-4 Fork Switch (B)• High/Low Shift Rail operates 1 switch: - High/Low Detection Switch (C)• Freewheeling Engage Switch located at Front Differential

A B

C

D E



22.06A

Testing Detection Switches

Slide 22.06A-59a

Use an ohmmeter to check switch operation by connecting one lead to the switch threads (or transfer case cover if still installed) and the other lead to the wire terminal.

In its normally released state, the ohmmeter should read continuity (close to 0 ohms on most digital multi meters).

When the switch plunger is depressed, the ohmmeter should read “open” (OL on most digital multi meters).

The following five pages explain shift sequencing specific to the Super Select® transfer case. The Montero Active Trac® and Montero Sport 4WD/AWD transfer cases operate similarly.

Transfer Case Shift Sequencing

Instructor Note:While showing this slide, explain 2H to 4H shift sequence.



4HLc

4H

2H

4LLc 2H Shifting

ON Blinking OFF

4H

Driver moves lever forward to 4H position, which changes the transfer lever switch voltage from the “2H” position to the “4H” position. The front tire lights in the instrument panel will begin blinking, indicating a shift in progress. If the ECU senses that the vehicle is under 60 mph, it energizes the Shift Actuator Motor, which starts moving the Main Shift Rail forward. This rotates the 2/4 Shift Rail Drive gear which moves the 2/4 Shift Rail backwards.

Moving the 2/4 Shift Rail backwards slides the 2/4WD Clutch sleeve back and engages the 2/4WD Synchronizer Assembly, to engage the Chain Drive Sprocket. This applies engine power to the Chain, Front Output Shaft, and Front Propeller Shaft, which in turn applies engine power to the Front Differential Carrier. The Center Differential is free to apply power in different amounts to the front and rear drivelines, within limits imposed by the Viscous Coupling.

The ECU monitors the 2WD Detection Switch to turn OFF and the 4H Detection Switch to turn ON. The ECU stops driving the Shift Actuator Motor, rails and gear when these signals occur.

Slide 22.06A-60a

Super Select® 2H to 4H Shift Sequence (2001-2006 Montero)



22.06A

The ECU then turns OFF the Freewheel Engage Solenoids, switching vacuum applied to the vacuum actuator on the Automatic Freewheeling Front Differential assembly (AFD). Vacuum switches from being applied on the driver’s side of the actuator to being applied to the passenger side of the actuator. An internal spring in the vacuum actuator will default the AFD to the passenger side in the event of a vacuum or electrical failure.

When the vacuum actuator moves to the passenger side of the vehicle, away from the AFD differential, it pulls a Rail, Fork and Clutch Sleeve toward the passenger side of the vehicle. This Clutch Sleeve “straddles” two Clutch hubs, one from the AFD Differential and one from the passenger front tire, connecting the tire to the AFD Differential.

Once the AFD actuator has moved to the passenger side, the Freewheel Engage Switch will turn ON. This indicates to the ECU that the shift from 2H to 4H is complete, and the front tire lights in the instrument panel will stop blinking and glow steadily, indicating a shift is complete.

Super Select® 2H to 4H Shift Sequence (continued)

Instructor Note:While showing this slide, explain 4H to 4HLc shift sequence.



4H Shifting

ON Blinking OFF

4HLc4LLc

4HLc

4H

2H

Driver moves lever forward to the 4HLc position, which changes the transfer lever switch voltage from the “4H” position to the “4HLC” position. The center differential light in the instrument panel will begin blinking, indicating a shift in progress. The ECU energizes the Shift Actuator Motor, which starts moving the Main Shift Rail forward. This rotates the 2/4 Shift Rail Drive gear which moves the 2/4 Shift Rail backwards.

Moving the 2/4 Shift Rail backwards slides the 2WD/4WD Clutch sleeve back and engages the Differential Lock Hub to the already engaged Chain Drive Sprocket. The ECU monitors for the 2/4WD Detection Switch to turn OFF and the Center Differential Lock Detection Switch to turn ON. The ECU will stop driving the Shift Actuator Motor, rails and gear. Engine power is applied in equal amounts to the Chain, Front Output Shaft, and Front Propeller Shaft and the Rear Output Shaft. The Center differential is now “locked”, with no Center Differential or VCU action allowed.

The center differential light in the instrument panelwill stop blinking and glow steadily, indicating a shift is complete.

Slide 22.06A-62a

Super Select® 4H to 4HLc Shift Sequence

Instructor Note:While showing this slide, explain 4HLc to 4LLc shift sequence.



22.06A

4HLc Shifting

ON Blinking OFF

4LLc

4LLc

4HLc

4H

2H

Driver moves lever forward to the 4LLc position, which changes the transfer lever switch voltage from the “4HLC” position to the “4LLC” position. The ECU verifies the transmission main shift lever is in the Neutral position and the vehicle is stopped. All four tire lights in the instrument panel will begin blinking, indicating a shift is in progress. The ECU energizes the Shift Actuator Motor, which starts moving the Main Shift Rail forward. This rotates the H/L Shift Rail Drive gear which moves the H/L Shift Rail backwards.

Moving the H/L Shift Rail backwards slides the H/L Clutch sleeve back which frees the back side of the Transfer Input Gear from the H-L Clutch Sleeve. The H-L Clutch sleeve moves back and engages the Low Speed Gear. The ECU watches for the 4H Detection Switch to turn OFF and the 4LLC Detection Switch to turn ON. The ECU will stop driving the Shift Actuator Motor, rails and gear. Engine power is applied through a Countershaft Gear in the Transfer case, which provides a reduction gear ratio. The rest of the transfer case remains in a locked four wheel drive condition.The four tire lights in the instrument panel will stop blinking and glow steadily, and the indicator “4L” illuminates, indicating a shift is complete.

If the vehicle is equipped with Mitsubishi Active Stability & Traction Control (M-ASTC), it will be deactivated in 4LLc.

Super Select® 4HLc to 4LLc Shift Sequence

Slide 22.06A-63a



Endeavor, Lancer Evolution, and Outlander use a Full-Time All-Wheel Drive (AWD) Transfer Case. Prior to 2005, the Transfer Case housed the Front Differential, the VCU, and the Rear Output Shaft.

Beginning with 2005 Lancer Evolution, a Full-Time 4WD Transfer Case with an Active Center Differential (ACD) and a Limited-Slip Front Differential (LSD) is used. The system is also incorporated with 2007 and newer Outlander as well as 2011 and newer Outlander Sport. The LSD Planetary Gearset, located in the transfer case, has 4 Long Pinions, 4 Short Pinions, 3 Thrust Washers, 2 Side Gears (sun gears), and a 2-part Differential Case (with Ring Gear teeth). In order to maintain optimum torque distribution front to rear, the ACD system electronically controls hydraulic pressure to the multi-plate clutch based on input from various sensors and switches. Mounted forward in the engine compartment (driver side) on 2005-2006 Lancer Evolution, the ACD Hydraulic Control Unit incorporates an Accumulator, Proportional Solenoid Valve, Electric Motor, Trochoid Pump, Pressor Sensor, and fluid outlets. Longitudinal and lateral G-sensors monitor a vehicle’s rate of forward-rearward as well as sideways acceleration. Steering Angle Velocity sensor is installed at the steering column, and used to measure the steering wheel angle and the speed at which the wheel is being turned. It is comprised of a slit plate which rotates with the steering wheel and three photointerruptors (ST-1, ST-2, ST-N). Throttle Position sensor detects throttle angle and is used primarily for engine control functions. Transferred to CAN, the signal is also vital for the traction control and active stability control systems Four ABS sensors detect the individual wheel speeds. The signal is modified by the ASC(ABS)-ECU and is input to the AWD-ECU via CAN. The ACD clutch is disengaged when the parking brake is used above 3.1 MPH. Located to the left of the steering column is the momentary contact ACD Mode Switch. Each time the button is pressed, the ACD mode cycles between TARMAC, GRAVEL, or SNOW and illuminates the corresponding indicator light on the instrument panel.

SECTION SUMMARY



22.06A

ACD Pressure Sensor detects accumulator pressure and signals the AWD-ECU to control the electric pump relay. While the pump is running, pressures range from 145 psi - 232 psi. Beginning with 2008 Lancer Evolution, Active Yaw Control was added to create Super All Wheel Control (S-AWC). The revised AWD-ECU regulates torque transfer left to right in the new rear differential to optimize cornering performance and vehicle operation. Additionally, AYC acts like a limited slip differential by suppressing rear wheel slip to improve traction. Because of the additional functions associated with Active Yaw Control, the ACD Hydraulic Control Unit was includes AYC Proportional Solenoid and AYC Directional Solenoid valves. It was relocated from the engine compartment to the right rear side of the vehicle’s trunk. Using the Combination Meter’s INFO button, the driver can display the ACD/AYC system status.

Beginning in 2007, Mitsubishi introduced an Active Rear Differential for use in Outlander and later, Outlander Sport beginning with 2011 model year This new system uses an electrically controlled clutch assembly mounted on the front of the rear differential housing. The electric clutch is splined to the pinion shaft. When applied, the clutch couples the driveshaft to the rear differential pinion On some vehicles, a momentary contact switch (labeled 4WD) replaces the rotary knob shown above. Each time the button is pressed, the system cycles between 2WD, 4WD, and LOCK. The rear clutch/coupler main internal parts consist of a main clutch, main cam, pilot clutch, pilot cam, armature, magnetic coil, and shaft.

Used with Montero and Montero Sport, the Super Select®, 4WD/AWD, and Active Trac® transfer cases are variations of the same design. The Auto Freewheeling (Front) Differential (AFD), also referred to as simply “Freewheeling Clutch” is used in conjunction with the Transfer Case on all Montero models and on Montero Sport models until 2002. It is designed to reduce fuel consumption and drivetrain wear by acting like a “clutch” to engage and disengage the front wheels. It was dropped on 2002-2004 Montero Sport models since they were strictly AWD/4WD with no 2WD mode.



Detection switches are used to trigger Combination Meter lights and signal the Transfer Case ECU (4WD Indicator ECU on Montero Sport) when a shift starts and completes. The switches are case grounded and open the ground circuit when the ball is pushed into the switch by a shift rail or shift fork.

Page 7

Page 9

Page 8

Page 14

Page 12



22.06A


1. With the 2005 and newer Lancer Evolution, what replaced the Viscous Coupling Unit? a. ACD Clutch b. LSD Planetary Gearset c. Auto Freewheeling Front Differential d. Active Rear Differential

2. With a LSD, the differential case, drive shafts, and pinions all rotate together as a solid unit in what drive mode? a. Forward (driving forward - no turns) b. Forward (driving forward during turns) c. Limited Slip d. All of these answers are correct.

3. With LSD, what drives the differential case? a. LSD planetary gearset long pinions b. LSD planetary gearset short pinions c. LSD planetary gearset side gears d. Center differential side gear

4. Describe G-sensor operation. a. As acceleration increases, voltage increases. b. As deceleration decreases, voltage drops. c. As deceleration increases, voltage increases. d. None of these answers is correct.

5. Two technicians are discussing a 2011 Lancer Ralliart and ACD operation. Technician A says hydraulic pressure from the accumulator is applied to the clutch during acceleration and deceleration. Technician B says pressure is blocked to the clutch while cornering. Who is correct? a. Technician A b. Technician B c. Both technicians are correct. d. Neither technician is correct.

KNOWLEDGE CHECK

Feedback

Pages 17

Page 15

Page 34

Page 32

Pages 18 and 37

Page 13



6. The fluid used in an ACD Hydraulic Control is: a. MZ320200 (ATF SP-III) b. MZ320345 (GL-5 - 90W Lubricant) c. MZ320197 (GL-4 - 75-85W Lubricant) d. MZ311987 (DOT 3 Brake Fluid)

7. Describe ACD Proportioning Solenoid Valve operation. a. Pressure is blocked to ACD clutch when solenoid is OFF. b. Pressure is routed to ACD clutch when solenoid in ON. c. AWD-ECU controls solenoid by duty cycling the feed side of the circuit. d. All of these answers are correct.

8. Describe SAS operation. a. Neutral Position Detection Slit represents 4° of steering wheel rotation. b. When light is detected by a phototransistor, circuit voltage is 4.0-4.5 volts. c. Slit width detected by ST-1 and ST-2 represents 11° of steering wheel rotation. d. All of these answers are correct.

9. When accelerating through a corner, AYC reduces understeer by transferring torque to the inner wheel. When decelerating in a corner, AYC enhances stability by shifting torque to the outer wheel. a. TRUE b. FALSE

10. The AYC Directional Valve routes pressure to either RH or LH hydraulic clutch. a. TRUE b. FALSE

11. Which ECU controls the ACD pump relay? a. ETACS b. ASC c. ECM d. AWD or S-AWC

Page 31

Page 37

Pages 43 and 48

Page 58



22.06A

12. The Yaw-Rate sensor measures the difference between the vehicle’s heading and the vehicle’s actual direction. a. TRUE b. FALSE

13. ACD and AYC proportional valves and the AYC directional valve will cycle as any wheel exhibits slippage as sensed by which ECU? a. ACD b. ABS (ASC) c. AYC d. AWD or S-AWC 14. In 4WD (or LOCK) position, the Outlander’s 4WD-ECU will vary the current to the magnetic coil up to _____ % duty cycle? a. 70 b. 80 c. 90 d. 100

15. What device operates the C/D (Center Differential) Rail Switch found on the Active Trac® transfer case? a. High/Low Shift Rail b. Freewheeling Engage Switch c. 2-4 Synchronizer Shift Fork d. None of these answers is correct.



NOTES

DIAMONDPTECHNICAL TRAINING

Mitsubishi Motors North America, Inc. March 2015


Documents

MTT2 Instructor Guide