TRANSMISSION/TRANSAXLE FEATURES

id050000100200

CLUTCH

Improved operability

•  Hydraulic clutch control mechanism used

•  Clutch release collar incorporated in release cylinder (J65M-R)

Reduced noise and vibration

•  Dual-mass flywheel adopted (J65M-R, A26M-R)

Improved durability

•  Clutch cover with wear assurance function adopted (J65M-R, A26M-R)

MTX [F35M-R]

Improved operability

•  Linked, double-cone synchronizer mechanism adopted for 1st and 2nd gears

•  Double-ball construction detent balls adopted (small balls positioned on the backside of the balls inserted in the rod end)

•  Optimal control rod end load characteristics

•  Special surface finish (bushings with teflon coating for low friction resistance adopted) used on shafts of linkage parts (shift rod, crank lever, control rod)

•  Optimal positioning of reverse link support/leverage points

Improved reliability

•  Double engagement prevention mechanism (interlock mechanism) adopted

Mis-shift prevention

•  Cam-type reverse lock-out mechanism adopted

MTX [G35M-R]

Improved operability

•  Linked, triple cone synchronizer mechanism adopted for 1st and 2nd gears

•  Double-ball construction detent balls adopted (small balls positioned on the backside of the balls inserted in the rod end)

•  Optimal control rod end load characteristics

•  Special surface finish (bushings with teflon coating for low friction resistance adopted) used on shafts of linkage parts (shift rod, crank lever, control rod)

•  Optimal positioning of reverse link support/leverage points

Improved reliability

•  Double engagement prevention mechanism (interlock mechanism) adopted

Mis-shift prevention

•  Cam-type reverse lock-out mechanism adopted

MTX [J65M-R]

Improved operability

•  Ball-type synchromesh mechanism adopted

•  Double-cone synchronizer mechanism adopted for 1st and 2nd gears

Improved reliability

•  Double engagement prevention mechanism (interlock mechanism) adopted

Mis-shift prevention

•  Cam-type reverse lock-out mechanism adopted

MTX [G66M-R]

Improved operability

•  Linked, triple cone synchronizer mechanism adopted for 1st and 2nd gears

•  Linked, double-cone synchronizer mechanism adopted for 3rd and 4th gears

•  Double-ball construction detent balls adopted (small balls positioned on the backside of the balls inserted in the rod end)

•  Optimal control rod end load characteristics

•  Special surface finish (bushings with teflon coating for low friction resistance adopted) used on shafts of linkage parts (shift rod, crank lever, control rod)

•  Optimal positioning of reverse link support/leverage points

Improved reliability

•  Double engagement prevention mechanism (interlock mechanism) adopted

MTX [A26M-R]

Improved fuel economy and marketability

•  6-speed A26M-R manual transaxle adopted

Improved driveability

•  Super-LSD adopted (L3 Turbo)

Miniaturization

•  3-axle type MTX adopted

Improved operability

•  Ball type synchromesh mechanism adopted

•  Triple cone synchronizer mechanism adopted for 1GR, 2GR and 3GR

Improved reliability

•  Double engagement prevention mechanism (interlock mechanism) adopted

MANUAL TRANSAXLE SHIFT MECHANISM

Mis-shift prevention

•  Reverse lock-out mechanism adopted (G66M-R, A26M-R)

ATX [FN4A-EL]

Superior shift quality

•  Direct electric shift control adopted

•  Feedback control system adopted

•  Centrifugal balance clutch chamber adopted

•  Engine-transaxle total control system adopted

High efficiency, compactness, lightweight

•  Miniature trochoid gear oil pump with torque converter direct drive adopted

Improved reliability

•  Variable resistor type TR switch has been adopted

Improved driveability

•  Control feature for climbing/descending hills adopted, improving driveability when climbing/descending

Improved marketability

•  Sport AT adopted

ATX [FS5A-EL]

Superior shift quality

•  Direct electric shift control adopted

•  Feedback control system adopted

•  Centrifugal balance clutch chamber adopted

•  Engine-transaxle total control system adopted

High efficiency, compactness, lightweight

•  Miniature trochoid gear oil pump with torque converter direct drive adopted

Improved reliability

•  Variable resistor type TR switch has been adopted

Improved driveability

•  Control feature for climbing/descending hills adopted, improving driveability when climbing/descending

Improved marketability

•  Sport AT adopted

•  Sub-shifting mechanism has been adopted

Improved reliability, reduced noise and vibration

•  A double arranged gear with a single planetary gear unit is has been adopted as the main shifting mechanism

•  A single planetary gear unit is has been adopted as the sub-shifting mechanism

AUTOMATIC TRANSAXLE SHIFT MECHANISM

Mis-shift prevention

•  A key interlock system has been adopted.

•  A shift-lock system has been adopted.

Emergency bypass assurance

•  A shift-lock release mechanism has been adopted.

CLUTCH
Improved operability	• Hydraulic clutch control mechanism used • Clutch release collar incorporated in release cylinder (J65M-R)
Reduced noise and vibration	• Dual-mass flywheel adopted (J65M-R, A26M-R)
Improved durability	• Clutch cover with wear assurance function adopted (J65M-R, A26M-R)
MTX [F35M-R]
Improved operability	• Linked, double-cone synchronizer mechanism adopted for 1st and 2nd gears • Double-ball construction detent balls adopted (small balls positioned on the backside of the balls inserted in the rod end) • Optimal control rod end load characteristics • Special surface finish (bushings with teflon coating for low friction resistance adopted) used on shafts of linkage parts (shift rod, crank lever, control rod) • Optimal positioning of reverse link support/leverage points
Improved reliability	• Double engagement prevention mechanism (interlock mechanism) adopted
Mis-shift prevention	• Cam-type reverse lock-out mechanism adopted
MTX [G35M-R]
Improved operability	• Linked, triple cone synchronizer mechanism adopted for 1st and 2nd gears • Double-ball construction detent balls adopted (small balls positioned on the backside of the balls inserted in the rod end) • Optimal control rod end load characteristics • Special surface finish (bushings with teflon coating for low friction resistance adopted) used on shafts of linkage parts (shift rod, crank lever, control rod) • Optimal positioning of reverse link support/leverage points
Improved reliability	• Double engagement prevention mechanism (interlock mechanism) adopted
Mis-shift prevention	• Cam-type reverse lock-out mechanism adopted
MTX [J65M-R]
Improved operability	• Ball-type synchromesh mechanism adopted • Double-cone synchronizer mechanism adopted for 1st and 2nd gears
Improved reliability	• Double engagement prevention mechanism (interlock mechanism) adopted
Mis-shift prevention	• Cam-type reverse lock-out mechanism adopted
MTX [G66M-R]
Improved operability	• Linked, triple cone synchronizer mechanism adopted for 1st and 2nd gears • Linked, double-cone synchronizer mechanism adopted for 3rd and 4th gears • Double-ball construction detent balls adopted (small balls positioned on the backside of the balls inserted in the rod end) • Optimal control rod end load characteristics • Special surface finish (bushings with teflon coating for low friction resistance adopted) used on shafts of linkage parts (shift rod, crank lever, control rod) • Optimal positioning of reverse link support/leverage points
Improved reliability	• Double engagement prevention mechanism (interlock mechanism) adopted
MTX [A26M-R]
Improved fuel economy and marketability	• 6-speed A26M-R manual transaxle adopted
Improved driveability	• Super-LSD adopted (L3 Turbo)
Miniaturization	• 3-axle type MTX adopted
Improved operability	• Ball type synchromesh mechanism adopted • Triple cone synchronizer mechanism adopted for 1GR, 2GR and 3GR
Improved reliability	• Double engagement prevention mechanism (interlock mechanism) adopted
MANUAL TRANSAXLE SHIFT MECHANISM
Mis-shift prevention	• Reverse lock-out mechanism adopted (G66M-R, A26M-R)
ATX [FN4A-EL]
Superior shift quality	• Direct electric shift control adopted • Feedback control system adopted • Centrifugal balance clutch chamber adopted • Engine-transaxle total control system adopted
High efficiency, compactness, lightweight	• Miniature trochoid gear oil pump with torque converter direct drive adopted
Improved reliability	• Variable resistor type TR switch has been adopted
Improved driveability	• Control feature for climbing/descending hills adopted, improving driveability when climbing/descending
Improved marketability	• Sport AT adopted
ATX [FS5A-EL]
Superior shift quality	• Direct electric shift control adopted • Feedback control system adopted • Centrifugal balance clutch chamber adopted • Engine-transaxle total control system adopted
High efficiency, compactness, lightweight	• Miniature trochoid gear oil pump with torque converter direct drive adopted
Improved reliability	• Variable resistor type TR switch has been adopted
Improved driveability	• Control feature for climbing/descending hills adopted, improving driveability when climbing/descending
Improved marketability	• Sport AT adopted • Sub-shifting mechanism has been adopted
Improved reliability, reduced noise and vibration	• A double arranged gear with a single planetary gear unit is has been adopted as the main shifting mechanism • A single planetary gear unit is has been adopted as the sub-shifting mechanism
AUTOMATIC TRANSAXLE SHIFT MECHANISM
Mis-shift prevention	• A key interlock system has been adopted. • A shift-lock system has been adopted.
Emergency bypass assurance	• A shift-lock release mechanism has been adopted.