MTT2 Instructor Guide

MANUAL TRANSAXLES,
TRANSFER CASES, AND
DIFFERENTIAL CONTROLS
MitsubishiAcademy.com
INSTRUCTOR GUIDE

Course
Guide
MTT2
Instructor
Course Guide
Manual Transaxles,
Transfer Cases, Differentials
Instructor Course Guide
DIAMONDPRO CERTIFIED
TECHNICAL TRAINING
Course Description
This 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.
NOTE
A 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.
CAUTION
A 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.
WARNING
A 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.
Course
Guide
Table 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

Course
Guide
• 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
Section 22.02A - F5M42 Transaxle
Section 22.03B - F5MBB (ZC) Transaxle
• Verify Special Tools and hand tools are
available.
Section 22.04B - F5MBD (EL) Transaxle
available.
Section 22.05B - W5M6A (EVO) Transaxle
• Play W5M6A video (W5M6A.avi) before
students begin the Skill Section
available.
Section 22.06A - Transfer Cases and
Differential Control Systems
• Gather pass around parts
• Vehicles
• MUT-III Scan Tools

Course
Guide
COURSE 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 as
they help Diagnose Customer Concerns
correctly to Fix It Right The First Time.
Activity Perform the related activity and answer the
related questions.
Feedback
Complete the Knowledge Check to verify
your understanding of the materials.
Slide Course Guide-4a
Slide Course Guide-4b
STUDENT GUIDE CONTENTS
DAY 3

Course
Guide
Take advantage of your time during this course
to get the most from it.
Make notes or drawings any place in the Student
Guide 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) _______
(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

Course
Guide
PERSONAL SAFETY
NOTE
ANote exists to help you do your job more efficiently.
A Note may also provide additional information to
help clarify a particular point or procedure.
CAUTION
A 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.
WARNING
A 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.
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 Numbers
Numbers 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

Course
Guide
To 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
TECHNICAL TRAINING
Instructor Guide
Clutch Operation
Section Description
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.
Theory Section
21.00A

1Section 21.00A Mitsubishi Motors North America, Inc.
Manual Transaxle Clutch Operation21.00A
NOTE
CAUTION
method.
WARNING
Note
Caution
!

2Section 21.00AMitsubishi Motors North America, Inc.
Manual Transaxle Clutch Operation
21.00A
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

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

21.00A
Clutch Overview
Slide 21.00A-4a
Thepurposeoftheclutchistoengageanddisengage
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 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.
Currently Mitsubishi uses a single dry friction disc
operated by a clutch pedal through a hydraulic
control system.

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 releasing
the clutch pedal while slowly depressing the
accelerator pedal as the load on the engine
increases.
When the driver depresses the clutch pedal, engine
power 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, engine
power is applied to the transmission to propel the
vehicle.
Slide 21.00A-5a
Clutch Released
(Pedal Down)
AcceleratorClutch
Clutch Engaged
(Pedal Up)
Function

21.00A
Slide 21.00A-6a
Currently, Mitsubishi uses a push-type clutch
(shown above and below) for most applications.
Push-Type Clutch
Components and Operation
Flywheel
Clutch
Disc
Pressure
Plate
Release
Fork
Release
Bearing
Return
Spring
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

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 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)

21.00A
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
Return
Spring
Return
Spring

Slide 21.00A-9a
Clutch Engaged (Pedal Up)
(Clutch Disengaged)
Release Bearing
Movement (Pull)
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)
Release Bearing
Movement (Pull)
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.

21.00A
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.

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

21.00A
Clutch Assembly
Slide 21.00A-12a
Pressure
Plate
Diaphragm
Spring Clutch Cover
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.
Thepressureplateissusceptibletowear,particularly
when 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

Slide 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

21.00A
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
Return
Spring
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.
Clutch
Disc Pressure
Plate
Release
Fork
Release
Bearing
Return
Spring
Return
Spring
Slave
Cylinder
Cross
Shaft
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
Slave
Cylinder
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
Cross
Shaft
Bushings
Shims
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.
21.00A
Slide 21.00A-16a
Pilot Bearing
Crankshaft
Input 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 Pedal
Freeplay
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.

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
AsusedwithcurrentMirage,thefreeplayadjustment
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.

21.00A
Release Lever Shaft and Fork
Slide 21.00A-18a
Clutch Cable
Attachment
Release Fork
Release
ShaftRoll Pin
The clutch cable connects to the release lever shaft
which pivots the release fork. Two roll pins, or spring
pins, 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 fork
rotating 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.

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.
Ohmmeter
Connection
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)
JUNCTION
BLOCK
BATTERY
STARTER
FUSIBLE
LINK
RELAY
BOX
SBF3
STARTER
RELAY
CLUTCH
INTERLOCK
SWITCH
(STARTER RELAY)
JOINT
CONNECTOR (2)
Slide 21.00A-19b
The Starter Interlock circuit used with the current
Mirage is shown above.

21.00A
Slide 21.00A-20b
Interlock Switch (Cruise Control and
One-touch Start System)
Slide 21.00A-20a
Ohmmeter
Connection
Pedal Position Specification
Fully Depressed
Released 2 ohms or less
Open Circuit1-2
ENGINE
CONTROL
MODULE
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
ACTUATOR
CONTROL
MOTOR
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.

Cable Clutch System Adjustments
Slide 21.00A-21a
Slide 21.00A-21b
Same
Height
Brake
PedalClutch
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.
21.00A
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.

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
Piston
Stop
Ring
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.

21.00A
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

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.

21.00A
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.

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.

21.00A
Slide 21.00A-28a
Bleeder Port
Bleeder Valve
Conventional Slave Cylinder
and 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)

Same
Height
Brake
PedalClutch
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

21.00A
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

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

21.00A
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.

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 shaft
which pivots the release fork. Two roll pins, or spring
pins, secure the release fork to the release lever
shaft. Acoil 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.

21.00A
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 12
Page 12
Page 16
Page 17
Page 8
Answerthefollowingquestionstoreviewthematerial
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
21.00A
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.

NOTES

22.01A
TECHNICAL TRAINING
Instructor Guide
Gears, Bearings,
and Synchronizers
Section Description
This 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

Gears, Bearings, and Synchronizers22.01A
NOTE
CAUTION
method.
WARNING
Note
Caution
!

Gears, Bearings, and Synchronizers
22.01A
Table of Contents
Section Goal ………………………………………………………………...…… 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

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.

22.01A
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 FUNDAMENTALS
Torque 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
alwayssufficienttomovethevehicle,especially from
a complete stop. The purpose of the transmission
is to allow the driver to multiply engine torque when
additional torque is required.

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.

22.01A
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
Speed
Torque
Underdrive
Direct Drive
1 1
Driven Gear
12 Teeth
Drive Gear
12 Teeth
Speed
Torque
12 / 12 = 1 1:1 Ratio
Slide 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.

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
1
0.5
24 Teeth 12 Teeth
12 / 24 = 0.5 0.5:1 Ratio
Speed
Torque
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.
22.01A
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.
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
Speed
Torque
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

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

22.01A
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.

3rd Speed
Gear
Synchro Ring
Synchro
Spring
3-4 Synchro Sleeve
3-4 Synchro Hub
Synchro
Spring
Synchro Ring
Bearing Sleeve
Needle Bearing
4th Gear
Belleville
Sub 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 Spring
Snap 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

22.01A
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

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

22.01A
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

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

22.01A
Slide 22.01A-16a
Needle bearings are compact cylindrical roller
bearings.Thesearecommonlyusedintransmissions
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

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.

22.01A
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.

Bearing Preload
Selective Shim
Outer 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.

22.01A
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
MB990211
MD998368
MD998917
Bearing Removal Race Removal

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.
22.01A
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

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.

22.01A
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.
MB991966
Tool
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

SYNCHRONIZERS
Slide 22.01A-25a
Free-Spinning
Gear
Free-Spinning
Gear
Synchronizer
Sleeve
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.

22.01A
Synchronizer Assembly Components
Synchronizer Hub
Slide 22.01A-26a
Synchronizer
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. 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
Sleeve
Notch
Slide 22.01A-26b
Beveled
Edge
Hub Oil Groove

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

22.01A
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.

Slide 22.01A-29b
Synchronizer Sleeve
Synchronizer
Sleeve
Shift Rail
and 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 with
One-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

22.01A
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 Sleeve
and 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

Some transaxles employ a keyless synchronizer
design which uses springs instead of a keys.
Sleeve
Hub
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.
22.01A
Slide 22.01A-32a
Synchronizer Operation
Free
Spinning
Gear
Free
Spinning
Gear
Synchronizer
Sleeve
Shift Rail
and 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.
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
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
select cable)
• Clutch not releasing
• Blocker rings seized on gear cones
• Lack of lube

22.01A
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-foaming
characteristics.
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

Most manual transmissions in current use require a
viscosity 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 is
recommended. For example, a “friction modifier” is
recommended 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

22.01A
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
alwayssufficienttomovethevehicle,especially from
a complete stop. The purpose of the transmission
is to allow the driver to multiply engine torque when
additional 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.
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.

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

22.01A
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 8
Page 9
Page 10
Page 6
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 17
Page 19
Page 24
Page 25
Page 10
22.01A
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.

Pages 25 and 29
Page 34
Page 33
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.

22.01A

22.02A
TECHNICAL TRAINING
Instructor Guide
F5M42 Manual
Transaxle
Section Description
This section details the design characteristics which affect
performance, maintenance, and overhaul of the F5M42 transaxle.
Theory Section
22.02A

F5M4 Series Manual Transaxles22.02A
NOTE
CAUTION
method.
WARNING
Note
Caution
!

F5M4 Series Manual Transaxles
22.02A
Table of Contents
Section Goal ………………………………………………………………...…… 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

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.

22.02A
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.
Input
Shaft
Output
Shaft
Differential
1st2nd5th
Reverse
4th
3rd
Reverse
Idler

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 Drive
5 = 5 forward speeds
M = Manual Transaxle
4 = Low horsepower Engine Applications
1 = Light Duty Capacity
2 = Heavy Duty Capacity
Push-type
Clutch
DOT 3 or
DOT 4 Fluid

22.02A
Shift Lever and Cables
Slide 22.02A-6a
A spherical rotary shaft fulcrum is used ensuring a
smoothshiftfeel.Thebasebracketisaresinmaterial
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

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 - 4
5 - R
N
2, 4, R
1, 3, 5

22.02A
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-Piece
Detent Plug Shift Rail
Detent Groove
Interlock Plate
Control Finger
Slide 22.02A-8b

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

22.02A
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

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 release
bearing retainer.
Input Shaft
Rear Bearing
Input Shaft
Clutch
Release
Bearing
Input Shaft
Front Bearing

22.02A
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 Shaft
Rear Bearing
Output Shaft
Front Bearing

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

22.02A
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
Tapered
Roller Bearing
Tapered
Roller Bearing

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 Gear
3rd Gear
4th Gear
5th Gear
Reverse Gear
2nd Gear

22.02A
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

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 Gear
3rd Gear
4th Gear
5th Gear

22.02A
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 Drive
Reduction Gear
1 - 2
Synchronizer
5th - Reverse
Synchronizer
3rd Speed
Driven Gear
Select Fit
Snap Ring
1st Speed Gear
2nd Speed Gear
4th Gear
5th Gear
Reverse
Gear
Output Shaft Components

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 - 4th
Synchronizer
5th - Reverse
Synchronizer
1st - 2nd
Synchronizer

22.02A
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

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

22.02A
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

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.
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

22.02A
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.
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

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.
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

22.02A
Slide 22.02A-26a
Reverse Gear Powerflow
.
Reverse
Gear
Reverse
Idler
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.

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 Plug
Transaxle
Gear 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

22.02A
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

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
smoothshiftfeel.Thebasebracketisaresinmaterial
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

22.02A
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.

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 20
Page 26
Page 9
Page s 12 and 14
22.02A
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
TECHNICAL TRAINING
Instructor Guide
F5MBB Transaxle
Section Description
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.
Skill Section
22.03B

1Skill Section 22.03B Mitsubishi Motors North America, Inc.
F5MBB Transaxle Disassembly/Reassembly22.03B
NOTE
CAUTION
method.
WARNING
Note
Caution
!

2Skill Section 22.03BMitsubishi Motors North America, Inc.
F5MBB Transaxle Disassembly/Reassembly
22.03B
Table of Contents
Section Goal ………………………………………………………………...…… 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

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.

22.03B
F5MBB Special Tools
MB990801
MB992221-01
Cabinet Location: 3B6
MD998802-01
Cabinet Location: 3E2
MB992038-01
Cabinet Location: 3A7
MB992219-01
MB992216-01
Cabinet Location: 3F1
MB992220-01
MB992138-01
Cabinet Location: 3D3
MB992150
General Tool
MB992075
MD998348-01
MIT304180-A
Cabinet Location: 3D2Available from BOSCH
MIT304180-A
MD998818 MB991395
Cabinet Location: 3C5
MD998820-01
MB990938-01
MB990810
General Tool
MB990699
General Tool
MIT304180-A
MD998368
General Tool
MB990891-01 MD998020
Cabinet Location: 5B2 Tool Board 6
11-01MB9902
MD998819
General Tool
MB992212
General Tool
MB991015-01
MB990560
General Tool
MB990560
General Tool
MD990566
General Tool
General Tool
General Tool
General Tool
MB992210-01
MB991445-01
MB992039-01
MB992176
Loaner Tool
MD998200-01
MB992000
General Tool
General Tool
MD998550
General Tool
MB991966
General Tool
MD999547
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)

Harness
Clamp
Brackets
Control
Cable
Bracket
Bell Crank &
Dust CoverCase
Hanger #1
Lever Lever
Lock Pin
Control
Shift
Lever
Dust Boot
Oil Seal
Clamp
Plug
Gasket
Shift & Select
Lever Shaft
Cover
Lock
Ball
Assembly
Backup
Light
Switch
Select
Lever Shoe

22.03B
Rear Cover
5th
Synchro
Sleeve
Snap
Ring
5th
Syncro
Hub
5th
Speed
Gear
Needle
Bearing
5th Shift Fork
5th
Drive
Gear
Bearing
Retainer
Transaxle
Case
Lock Nut
Reverse Idler
Shaft Bolt
Gasket
Snap Rings
5th Synchro Ring
and Key Springs

Reverse Shift
Arm Bracket
Snap Ring1-2 Shaft
1-2 Fork
Detent Roller
Reverse Shift Fork
Snap Ring
5-R Shaft
3-4 Shaft
3-4 Fork
Shift Head
Reverse
Idler Shaft
Thrust Washer
Reverse
Idler Gear
Input Shaft
Output Shaft
Differential
Clutch
Housing
Snap Ring

22.03B
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.
MD998802
Hold the Input Shaft stationary with special
tool MD998802 and 1/2” breaker bar.
4.

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.

22.03B
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.

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.

22.03B
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.

Remove 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.

22.03B
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.

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.

22.03B
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 CHECK
Ask your instructor to review your work before proceeding.
INSTRUCTOR SIGNOFF: _________________________
Feedback

Selective Snap Ring
Ball Bearing
Needle Bearing
Spacer
Selective Snap Ring
4th Gear Synchro Ring
3-4 Synchro Hub
3-4 Synchro Sleeve
3rd Gear Synchro Ring
3rd Speed Gear
Needle Bearing
Input Shaft
Inner
Bearing Race
4th Speed Gear
Synchro Key
Synchro Spring
1st 2nd 3-4 Ball
Reverse 3rd 4th
Selective
Snap Ring
Inner
Bearing
Race
BearingSynchro
Input Shaft
Assembly
Clutch
Splines

22.03B
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.

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.
PERFORMANCE CHECK
Ask your instructor to review your
work before proceeding.
INSTRUCTOR SIGNOFF: _____
Feedback
40.
1st Gear

22.03B
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
Sleeve
Notch
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.

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
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.

22.03B
Tapered Roller
Bearing
Tapered Roller
Bearing
Final
Drive
1st
Reverse Gear &
1-2 Synchro Sleeve
1-2
Synchro
2nd
3rd
4th
4th
Drive Gear
Spacer
3rd
Drive Gear
2nd
Speed Gear
Bearing
Bushing
Ball
Spacer
Reverse Gear &
1-2 Synchro Sleeve
1-2 Synchro Hub
1st
Speed Gear
Bearing
Output ShaftTapered
Roller
Bearing
2nd Gear
Synchro Rings
1st Gear
Synchro Rings
Spring & Key
Tapered
Roller
Bearing
Output
Shaft
Assembly

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.
PERFORMANCE CHECK
Feedback
MD998917
MD998917
MD998917

22.03B
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”
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.
• 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”
Alignment
PegsHoles
Gear Synchronizer
Middle Ring
53.
Reassemble 1st Speed Gear and 2nd Speed
Gear synchronizers.
54.

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
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.

22.03B
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.

4th Drive Gear.
65.
MIT304180-A
MD998820
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.
tapered roller bearing.
66.
MIT304180-A
MD998820
PERFORMANCE CHECK
Feedback

22.03B
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.

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.

22.03B
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.
PERFORMANCE CHECK
Feedback
Lift Up

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.

22.03B
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.

5th
Drive
Gear
MB992216
Press 5th Drive Gear onto the Output Shaft.86.
MD998802
Hold 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.
PERFORMANCE CHECK
Feedback

22.03B
Disassemble the 5th Gear Synchronizer and
inspect for wear and damage.
89.
Reassemble the 5th Gear Synchronizer.90.
Rotation
Stops
Spring A
Spring 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 Stop
Locating Holes
Spring A
Spring B

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.
MB992220
Thread special tool MB992220 onto the Input
Shaft until it bottoms.
93.
MB992216
Set special tool MB992216 on top of the 5th
Gear Synchronizer Hub.
94.
Thread the Center Bolt into MB992220.95.
Center Bolt
MB992216

22.03B
AB
5th Gear
Synchronizer
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.
PERFORMANCE CHECK
Ask your instructor to review your work before
proceeding.
INSTRUCTOR SIGNOFF: ________________
Feedback

Sleeve
Notch
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.

22.03B
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.

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.

22.03B
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.

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.
PERFORMANCE CHECK
Feedback

22.03B
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 Housing
Assembly
Outer Race
Clutch Housing
Assembly
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.

Output Shaft Bearing Preload
1. 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 Housing
Mating Surface
B
Transaxle Case
Transaxle Case
Mating Surface
5th Gear
Lock nut
Outer Race

22.03B
SNAP RING AND BEARING SPACER SELECTION TABLES
Spacers - Center Differential Bearing Preload
)ni(mmssenkcihT)ni(mmssenkcihT
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 - tp t Shaft Bearing Preload
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

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)
1.75 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)mssenkcihTm (in)mssenkcihT
2.30 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)mssenkcihTm (in)mssenkcihT
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 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)

22.03B
NOTES

22.04B
TECHNICAL TRAINING
Instructor Guide
F5MBD Transaxle
Section Description
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.
Skill Section
22.04B

F5MBD Transaxle Disassembly/Reassembly22.04B
NOTE
CAUTION
method.
WARNING
Note
Caution
!

F5MBD Transaxle Disassembly/Reassembly
22.04B
Table of Contents
Section Goal ………………………………………………………………...…… 3
Time to Complete ……………………………………………………………….. 3
F5MBD Transaxle Special Tools .………….………………..………………….…… 4
F5MBD Exploded Drawings ………………………………...…………………………. 5
1st
and 2nd
Synchronizer Designs .…………….…….………………………… 23
Center Differential, Output Shaft, and Input Shaft Preload Adjustments …………. 28

SECTION GOAL
recommended special tools.
NEEDED MATERIALS
TIME TO COMPLETE
About 2 hours
practice for the F5MBD transaxle. As always, use

22.04B
F5MBD Special Tools Mitsubishi Essential Tool Cabinet includes tools
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)
MB990938-01
MD998817-01
MD999552
General Tool
MB990801
Available from BOSCH
MB991144
General Tool
MD998773-01
MB992873
Cabinet Location: 3F6
MB992075
MD998825
General Tool
MD998245
MD998821
Available from BOSCH
MD998818-01
MB990929
General Tool
MB990931
General Tool
MIT304180-A
MIT304180-A
MIT304180-A
MD998816-01
MD998801
General Tool
General Tool
MD998348-01
MB990211-01
MIT27522
MB990933
General Tool
MB992000
General Tool
MB992039-01
MD998820-01

Control Cable Bracket
Back-up Light Switch
Drain Plug
Drain Plug
Seal Ring
Drain Plug
Control Bell Crank
Dust Cover
Selecting Bell
Crank Assembly
Drain Plug
Seal Ring
Wiring
Harness Clamp

22.04B
Shaft and Select
Lever Assembly
Compression Spring
Reverse Idler
Shaft Lock Bolt
Reverse
Idler Gear
Rock Ball Assembly
Transaxle Case
Reverse Idler Shaft
Reverse Shaft
Arm Bracket

Pin
1-2 Shift Head
Snap Ring 1-2 Shift Rail
Pin
Pin
3-4 Shift Head
Snap
Ring
Pin
3-4 Shift Fork
3-4
Shift
Rail
Snap Ring
Reverse Fork
Snap
Ring
Snap
Ring
5th Gear Fork
5th-R Shift Rail
Input Shaft
Output Shaft
Differential
Clutch Housing
Spring
1-2 Shift Fork

22.04B
Remove 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.

Position 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.

22.04B
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.
PERFORMANCE CHECK
Feedback

Input Shaft
Assembly
1st 2nd 3-4 5th 5th
Reverse 3rd 4th BearingBearing
Synchro
Clutch
Splines
Synchro
Key Spring
3-4 Synchronizer Sleeve
3rd Gear Blocker Ring
3rd Gear
Bearing
Thrust Washer Lock Ball
Bearing
Bearing
Spring
Key
5th-R Synchronizer Hub
Spring
5th Synchronizer
Sleeve
5th Gear
Blocker Ring
5th Gear
Bearing
Spacer
Snap Ring
Thrust Washer
4th Gear
Bearing
Spacer
Snap Ring
4th Gear
Blocker Ring
Key Spring
Key3-4 Synchronizer Hub
Input Shaft

22.04B
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.

Use 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.

22.04B
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
Inspect 5th gear synchronizer assembly to
verify the sleeve slides easily over the hub.
21.
Inspect 3rd gear and blocker ring for wear
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.
PERFORMANCE CHECK
Feedback

clearance between the 3-4 Synchronizer
Hub and snap ring is 0 - 0.0039” (0 - 0.1 mm).
28.
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

22.04B
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.

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.
PERFORMANCE CHECK
Feedback

22.04B
Bearing
BearingFinal
Drive
1st
Reverse Gear &
1-2 Synchro Sleeve
1-2
Synchro
2nd
3rd 5th
4thOutput
Shaft
Assembly
Output Shaft
Bearing
Snap Ring
5th Gear
4th Gear
Output Gear Spacer
3rd Gear
2nd Gear
Bearing
Spacer
Snap Ring
2nd Gear Blocker Ring
Key Spring
Key
1-2 Synchro Hub
Key Spring
Reverse Gear
1st Gear Blocker Ring
1st Gear
Bearing
Bearing

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

22.04B
Inspect 2nd gear components for wear and
damage.
• 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.
• 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.

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

22.04B
(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.
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

53. Install 3rd gear with the hub facing up onto
the Output Shaft.
54. Support the bearing inner race with tool 8061
or equivalent.
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.
4th gear onto the Output Shaft.
MIT304180-A
MD998818
8061
MIT304180-A
MD998818
8061

22.04B
MIT304180-A
MD998818
8061
57. Install 5th gear with the hub facing up onto
the Output Shaft.
table with tool 8061 or equivalent.
5th gear onto the Output Shaft.
58.
clearance between 5th gear and snap ring is
0 - 0.0039” (0 - 0.1 mm).
59.
table with tool 8061 or equivalent.
the roller bearing onto the Output Shaft.
60.
Snap Ring
MIT304180-A
MD998816
8061
PERFORMANCE CHECK
Feedback

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.

22.04B
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.

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.
PERFORMANCE CHECK
Feedback

22.04B
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

Output Shaft Bearing Preload
Outer Race
1.
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

22.04B
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 Housing
Mating Surface
4.

BEARING SPACER AND SNAP RING SELECTION TABLES
Spacers - 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 Symbol
2.10 (0.0827) AA 2.60 (0.1024) LL
2.15 (0.0846) BB 2.65 (0.1043) MM
2.20 (0.0866) CC 2.70 (0.1063) NN
2.25 (0.0886) DD 2.75 (0.1083) PP
2.30 (0.0906) EE 2.80 (0.1102) QQ
2.35 (0.0925) FF 2.85 (0.1122) RR
2.40 (0.0945) GG 2.90 (0.1142) SS
2.45 (0.0965) HH 2.95 (0.1161) TT
2.50 (0.0984) JJ 3.00 (0.1181) UU
2.55 (0.1004) KK
1.55 (0.0610) A 1.95 (0.0768) J
1.60 (0.0630) B 2.00 (0.0787) K
1.65 (0.0650) C 2.05 (0.0807) L
1.70 (0.0669) D 2.10 (0.0827) M
1.75 (0.0689) E 2.15 (0.0846) N
1.80 (0.0709) F 2.20 (0.0866) P
1.85 (0.0728) G 2.25 (0.0886) Q
1.90 (0.0748) H
2.28 (0.0898) A 2.46 (0.0969) D
2.34 (0.0921) B 2.52 (0.0992) E
2.40 (0.0945) C 2.58 (0.1016) F
1.80 (0.0709) F 2.15 (0.0846) N
1.85 (0.0728) G 2.20 (0.0866) P
1.90 (0.0748) H 2.25 (0.0886) Q
1.95 (0.0768) J 2.30 (0.0906) R
2.00 (0.0787) K 2.35 (0.0925) S
2.05 (0.0807) L 2.40 (0.0945) T
2.10 (0.0827) M

22.04B
Snap Rings - 5th Driven Gear End Play
Snap Rings - 5th Gear Thrust Washer End Play (Output Shaft)
2.22 (0.0874) A 2.52 (0.0992) F
2.28 (0.0898) B 2.58 (0.1016) G
2.34 (0.0921) C 2.64 (0.1039) H
2.40 (0.0945) D 2.70 (0.1063) J
2.46 (0.0969) E
2.28 (0.0898) 1 2.46 (0.0969) 4
2.34 (0.0921) 2 2.52 (0.0992) 5
2.40 (0.0945) 3 2.58 (0.1016) 6

22.05B
TECHNICAL TRAINING
Instructor Guide
W5M6A Transaxle
Section Description
This 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/Reassembly22.05B
NOTE
CAUTION
method.
WARNING
Note
Caution
!

W5M6A Transaxle Disassembly/Reassembly
22.05B
Table of Contents
Section Goal ………………………………………………………………...…… 3
Time to Complete ……………………………………………………………….. 3
W5M6A Transaxle Special Tools .…………..………………..………………….…… 4
W5M6A Exploded Drawings ………………………………...…………………………. 5
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
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

SECTION GOAL
recommended special tools and procedures.
• Identify thrust bearing & washer placement
• Disassemble/Reassemble reverse geartrain
• Describe reverse gear powerflow
• Disassemble/Reassemble Differential
NEEDED MATERIALS
TIME TO COMPLETE
About 3 hours
practice for the W5M6A transaxle. As always, use

22.05B
MB990947-01
MD998917
General Tool
MD998822
General Tool
MB991946
General Tool
MB992271
General Tool
MB990847
General Tool
MB990560
General Tool
MB990842
General Tool
MIT304180-A
Cabinet Location: 3D2Cabinet Location: 1E1
MD999601
General Tool
MB991115 MD998830
MIT304180
MD998812
MD998813
General Tool
MD998819
General Tool
MD998821
MD998824
MB990560
General Tool
MD990566
General Tool
General Tool
MB991246
General Tool
MD999547
General Tool
MB990883-01
General Tool
MB990984
General Tool
MB992272
MB992075
General Tool
MB990938-01
MIT304180MOD MD998412
W5M6A Special Tools Mitsubushi Essential Tool Cabinet includes tools
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)

Stud Adapter
Select
Lever
Hanger
Bracket
Shift Cable
Bracket
Transfer Case
Harness
Bracket
1st-2nd Rail
Switch (gray)
Backup Light
Switch (black)

22.05B
Control Housing
Transaxle Case
Center Differential
Preload Spacer
Output Shaft Preload Spacer
Output Shaft Outer Bearing Race
Input Shaft
Outer Bearing
Race
Input Shaft
Preload Spacer
Reverse Idler Gear
Shaft Retaining Bolt
Center Differential
Outer Bearing Race
Clutch Housing
Detent
Assembly

Center
Differential
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
Reverse
Shift Rail
Input Shaft
3-4
Shift Fork
Snap
Rings
Outer Bearing Race
Outer Bearing Race
Outer
Bearing
Race
Pin
3-4
Shift Rail
5th
Shift Rail
Steel Balls
Reverse
Shift Lever

22.05B
Remove the Shift Cable Bracket.1.
Remove the Stud Adapter.2.
Remove the Hanger Bracket.3.
Remove 2 electric switches & sealing rings.
• 1st-2nd Speed Rail Switch (gray)
• Back-Up Light Switch (black)
4.

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.

22.05B
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.

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.

22.05BRemove 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.

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.
PERFORMANCE CHECK
Feedback

22.05B
Tapered Roller
Bearing
Snap Ring
Synchro Key Stopper Plate
5th Sleeve
5th Hub
Key
Outer Ring
Cone
Inner Ring
5th 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
Tapered Roller Bearing
Fiber Washer
Fiber Washer
Needle Bearing
Needle Bearing
Steel Washer
Steel Washer
1st 2nd 3-4 5th
Reverse 3rd 4th
Snap
Ring
Tapered
Roller
Bearing
Synchro
Input Shaft
Assembly
Synchro
5th
Tapered
Roller
Bearing
Clutch
Splines

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

22.05B
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
Dark
Gray
Light
Gray
Light
Gray
Dark
Gray
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
_______ “ (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
_______ “ (mm) [Spec = 0.020” (0.5 mm)]

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 Gear
Needle
Bearing
5th Gear
Synchro
4th Gear
Needle
Bearing
5th Gear
Needle
Bearing
4th Gear
Synchro
3rd Gear
Synchro
PERFORMANCE CHECK
Feedback
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

22.05B
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
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

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
MD998822
MIT304180
4th Gear
Sleeve
5th Gear
Sleeve
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.

22.05B
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.
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

While continuing to support the Input
Shaft with MIT4193, use MIT304180 and
MD998822 to press the tapered roller bearing
onto the Input Shaft.
49.
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.
Identification
Grooves
(Input Shaft)
Sleeve
Hub
MIT4193
MIT304180
MD998821-01
MD998822
MIT304180

22.05B
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.
Rounded
Edges
52.
PERFORMANCE CHECK
Feedback
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

Snap Ring
Bearing
Spacer
5th Gear
4th Gear
Snap Ring
3rd Gear
Needle Bearing
2nd Gear Sleeve
2nd 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 Washer
Needle Bearing
Steel Washer
Steel Washer
Needle Bearing
Steel Washer
Tapered Roller
Bearing
Tapered Roller
Bearing
Final
Drive
1st
1-2
Synchro
2nd 3rd 4th 5th
Spacer
Snap
Ring
OUTPUT
SHAFT

22.05B
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.
MD998917
MB995009-01
MD998917
MB995009-01
Remove the snap ring retaining 3rd gear.56.
OUTPUT SHAFT DISASSEMBLY

Inspect 2nd gear assembly for damage, wear.
• 1-piece needle bearing and 2nd gear sleeve
_______ “ (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.
• 1-piece needle bearing and 1st gear sleeve
_______ “ (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

22.05B
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
ports identified here. Ensure the ports are
clear of debris.
63.
Inspect the lower thrust bearing components
(two steel washers and one needle bearing)
61.
Inspect the upper thrust bearing components
(two steel washers and one needle bearing)
62.
2nd Gear
Needle
Bearing
1st Gear
Synchro
1st Gear
Needle
Bearing
2nd Gear
Synchro
PERFORMANCE CHECK
Feedback

Note the differences between 1st and 2nd
gear sleeves.
64.
67.
1st Gear
Sleeve
2nd Gear
Sleeve
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

22.05B
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

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.
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
Identification
Groove
(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.

22.05B
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.
the 2nd gear sleeve onto the Output Shaft.
77.
MD998824
MIT304180-A
MB990802-01

3rd gear onto the Output Shaft.
80.
facing 3rd gear.
between the snap ring and inner bearing
race is 0.0004 - 0.0035” (0.01 - 0.09 mm)
Measured Value: _____________
81.
press 4th gear onto the Output Shaft.
82.
press 5th gear onto the Output Shaft.
83.
MD998822
MIT304180-A
MB990802-01
MB990802-01
MD998821-01
MIT304180
MD998821-01
MIT304180
MB990802-01

22.05B
install the tapered roller bearing.
84.
facing the bearing.
between the snap ring and inner bearing
race is 0.0004 - 0.0035” (0.01 - 0.09 mm)
85.
86.
PERFORMANCE CHECK
Feedback
MD998821-01
MIT304180
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

Thrust
Washer A
Idler A Idler B
Thrust
Bearing
Reverse
Synchro
Snap
Ring
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

22.05B
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
2
1

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.
3
2
1
4
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.

22.05B
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

Inspect the shaft for damage and wear.
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
Lock
Ball
Thrust
Bearing
PERFORMANCE CHECK
Feedback
REVERSE IDLER REASSEMBLY
Thick Washer
Thin Washer
Bearing

22.05B
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.

Install the upper thrust bearing components.106.
Install the blocker ring.109.
Identification
Groove
(Idler Shaft)
Install the synchronizer sleeve as shown.107.
Install the synchronizer keys.108.

22.05B
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.

PERFORMANCE CHECK
Feedback
Install the snap ring.
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
Differential
Ring Gear
REVERSE GEAR OPERATION

22.05B
Tapered Roller
Bearing
Tapered Roller Bearing
Center 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
Differential
Assembly
Tapered Roller
Bearing
Pinion
Shaft
Tapered Roller
Bearing
Front Output
Shaft
Pinion
Gear
Center Differential
Drive Gear

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

22.05B
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)

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.

22.05B
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
Pinion
Shaft
Lock Pin

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)
22.05B-57 for the proper spacer.
Slide the Side Gear onto the Front Output
Shaft and install both into the case.

22.05B
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
13
12
10
11
PERFORMANCE CHECK
Feedback
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

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.

22.05B
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.

Install 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 Idler
Gear Assembly
1st-2nd
Synchro Sleeve
Rotate the assembly so the notch and the 1-2
synchronizer sleeve are aligned as shown
by the arrow.
148.

22.05B
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

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

22.05B
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
Shaft
Shift 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 Cable
Bracket
161. With the Select Lever in the mid-position,
verify the dimension shown in the drawing.
Tighten the Select Lever Bracket.

Install the Stud Adapter.163.
164. Turn the transaxle over and install the 2
remaining case bolts in the clutch housing.
PERFORMANCE CHECK
Feedback
162. Install the Hanger Bracket.

22.05B
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 Plastigage
1. 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 Preload
Spacer 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 Preload
Spacer thickness:
Formula:
T1 + T2 + 0.15 mm (0.0059 inch)
T1 + T2 + 0.21 mm (0.0083 inch)
• Center Differential Preload
Spacer thickness:
Formula:
T1 + T2 + 0.06 mm (0.0024 inch)
T1 + T2 + 0.12 mm (0.0047 inch)
Plastigage
Plastigage
Plastigage
Consult the Selection Tables beginning on page
22.05B-57 to choose the proper spacer(s).

Snap Ring - Input Shaft Rear Bearing End Play
Spacer - Input Shaft End Play
Snap Ring - Output Shaft 3rd Gear End Play
)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)
)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)
)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

22.05B
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)
)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)
)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
)0160.0(55.1)1650.0(13.1
)6260.0(95.1)1350.0(53.1

Spacer - Center Differential Case Pinion Backlash
)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
)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)

22.05B
NOTES

22.06A
TECHNICAL TRAINING
Instructor Guide
Transfer Cases &
Differential Control Systems
Section Description
This 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 Clutch
Pilot Clutch
Magnetic CoilFront Housing
Shaft
Ball
Drive Pinion
“Energized”
Main Cam Pilot Cam
BallShaft
“Armature”
Steel Plate
Main Cam
Pilot Cam
RH Clutch
LH Clutch
Differential Assembly
(Planetary Gearset)
Input Gear
Overdrive Gear
Reduction Gear
Idler Gear

Transfer Cases & Differential Control Systems22.06A
NOTE
CAUTION
method.
WARNING
Note
Caution
!

Transfer Cases & Differential Control Systems
22.06A
Table of Contents
Section Goal ………………………………………………………………...…… 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

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.

22.06A
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

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
Center
Differential
Front
Differential
Viscous
Coupling
Unit
Full-Time AWD
Transfer Case
Rear Output Shaft
Full-Time AWD Transfer Case with
Viscous Coupling Unit
Slide 22.06A-5a
• Transaxle Lubricant:
GL-4 - 75-85W
• Transfer Case Lubricant:
GL-5 - 90W
MZ320197 MZ320345

22.06A
MZ320345
Differential
Housing
Double
Offset Joint
Birfield Joint
Center Bearings Rear
Propellar Shaft
Front
Propellar Shaft
Sleeve Yoke
Center
Propellar 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

Beginning with 2005 Lancer Evolution, a Full-Time
4WDTransferCasewithanActiveCenter 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
Center
Differential
Helical Gear LSD
Front Differential
Active Center
Differential Clutch
• Transaxle Lubricant:
GL-4 - 75-85W
• Transfer Case Lubricant:
GL-5 - 90W
MZ320197 MZ320345

22.06A
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
Differential
Case
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

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

22.06A
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.

Slide 22.06A-11a
Slower
Axle
Rotation
DRIVING POWER
Long
PinionHigher
Axle
Rotation Short
Pinion
Thrust Washers
Side
Gear B
Side
Gear A
Resulting Axial Forces
Driving Wheel
Higher Torque/
Lower Speed
Slipping Wheel
Lower 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.

22.06A
Slide 22.06A-12a
Active Center Differential (ACD)
Clutch Operation
Piston
Thrust
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.
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 Reservoir
Connections
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.
22.06A
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
A
W
D
E
C
U
Proportioning Solenoid Valve
Electric Pump Accumulator
Pressure Sensor
Hydraulic Control Unit
Transfer Case
Hydraulic Clutch
Pump Relay
B+
B+
ACD Mode
Indicator Light
System electronic inputs and outputs are shown
above. Unique components are discussed below.
G-Sensors (Accelerometers)
Output Voltage
4.0
3.5
Acceleration
Speed (G)
Deceleration
Speed (G)
1.5
1.0
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.
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
Photo
Transistor
Circuit
LED
Photointerruptor (ST) Output WaveformsSteering Angle Sensor
Slide 22.06A-15a
Throttle Position Sensor (TPS)
Wheel Speed Sensors
Parking Brake Switch

22.06A
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 Mode
Switch

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.

22.06A
FUSIBLE
LINK
ELECTRIC
PUMP
RELAY
ELECTRIC
PUMP
PRESSURE SENSOR
PROPOR-
TIONING
VALVE
AWD-ECU
27
ACD Circuit Drawing
(2010-Current Lancer Ralliart)

AWD-
ECU
BATTERYBATTERY
STOPLIGHT
SWITCH
IGNITION
SWITCH (IG2)
BATTERY
BACKUP
POWER
SUPPLY
·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)

22.06A
IGNITION
SWITCH (IG2)
G-SENSOR
(LONGITUDINAL)
G-SENSOR
(LATERAL)
PARKING
BRAKE
SWITCH
ABS-ECU
JUNCTION
BLOCK
JOINT
CONNECTOR
(4)
ANTI-LOCK
BRAKING
SYSTEM (ABS)

IGNITION
SWITCH (IG1)
FRONT-ECU
TAILLIGHT
RELAY
ACD MODE
CHANGEOVER
SWITCH
DRIVE CIRCUIT
COMBINATION
METER
TAILLIGHT,
POSITION LIGHT,
SIDE MARKER LIGHT
AND LICENSE
PLATE LIGHT
RELAY
BOX
JOINT
CONNECTOR
(4)
JOINT
CONNECTOR
(3)
JOINT
CONNECTOR
(1)
RHEOSTAT
JUNCTION
BLOCK

22.06AAWD-ECU
ENGINE
CONTROL
MODULE
THROTTLE POSITION SENSOR
MFI
SYSTEM
MFI
SYSTEM
JOINT
CONNECTOR
(6)

)HR:RAER()HR:TNORF()HL:TNORF( (REAR: LH)
ABS SENSORS
ABS-ECU

22.06A
NOTES

ACD
IGNITION
SWITCH (IG2)
AWD-ECU
STEERING
ANGULAR
VELOCITY
SENSOR
JUNCTION
BLOCK
JOINT
CONNECTOR (2)
JOINT
CONNECTOR (3)

22.06A
FUSIBLE
LINK 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.
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.
PERFORMANCE CHECK
Feedback

22.06A
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.

16. Describe the fluid level. __________________
_____________________________________
17. When the function completes, fill the ACD
Reservoir with Diamond ATF SP-III fluid to the
MAX level.
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.
PERFORMANCE CHECK
Feedback

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.
22.06A
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 Clutch
LH Clutch
Differential Assembly
(Planetary Gearset)
Input Gear
Overdrive Gear
Reduction Gear
Idler Gear

Slide 22.06A-31a
ACD/AYC Hydraulic Control Unit
Electric Motor Trochoid Pump Accumulator
AYC Directional
Solenoid
ACD Proportional
Solenoid
AYC Proportional
Solenoid
RH
LH
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

22.06A
Slide 22.06A-32a
Electric
Pump
Check
Valve
Filter
Reservoir
Tank
Accumulator
Relief
Valve
Pressure
Sensor
(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
EX
EX
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.

ACD and AYC Status Displayed
in the Combination Meter
TARMAC
RF Wheel
AYC Limiting
Status
RR Wheel
LF Wheel
LR Wheel
AYC Limiting
Status
ACD
Limiting 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

22.06A
AYC
Balances Torque
Right to Left
Entering the Turn
ACD
90%
Engaged
First Half
of Turn
ACD
0%
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 Left
Exiting the Turn
Acceleration
out of the turn
Braking going
into the turn
LSD Applies
Balanced 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.

ACD/AYC (S-AWC)
Circuit Drawings

22.06A
JOINT
CONNECTOR
(4)
JOINT
CONNECTOR
(5)
JOINT
CONNECTOR (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

FUSIBLE
LINK 35
ELECTRIC
PUMP
RELAY
ELECTRIC
PUMP
PROPOR-
TIONING
VALVE
FOR ACD
CONTROL
PROPOR-
TIONING
VALVE
FOR 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
JOINT
CONNECTOR (3) ETACS-ECU
(FUSE )12(FUSE )9
CPUINTERFACE
CIRCUIT
CAN TRANSCEIVER
CIRCUIT
INTERFACE
CIRCUIT
LED DRIVE
CIRCUIT
RHEOSTAT
LCD
·ABS
·ASCOFF
·ASCFAILURE
·ASCACTIVE
·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 Controlled
Coupling
Oil Bath
Multi-Disc Clutch

22.06A
CAN C
Diag.
4WD 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.

Driver Control Switch Functions
2
W
D
4WD LOC
K
F
E
ASC
OFF
P68°F
!
A
2WD
2
W
D
4WD LOC
K
2
W
D
4WD LOC
K
F
E
ASC
OFF
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
L
O
CK
S-AWC
TARM
AC
SNOW
L
O
CK
S-AWC
TARM
AC
SNOW
L
O
CK
F
E
4WD
LOCK
ASC
OFF
P68°F
!
A
F
E
SNOW ASC
OFF
P68°F
!
A
F
E
TARMAC ASC
OFF
P68°F
!
A
F
E
ASC
OFF
P68°F
!
A
4WD AUTO
4WD
AUTO

22.06A
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.
Speed
Target
Speed
Throttle Plate Angle w/o ECO
Throttle Plate Angle w/ ECO
Engine
Control
Module
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.)
Normal
ECO
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

Magnetic Coil
Pilot Cam
Pilot Clutch
“Armature”
Main Cam
Ball
Front Housing
Main Clutch Shaft
Rear Housing
Drive Pinion
Steel Plate
Coupling 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

22.06A
Clutch Assembly Components
Main Cam
Pilot Cam
RampRamp
Clutch
Disc
Clutch
Plates
“Armature”
Steel Plate
Front Housing
Main Clutch
Assembly
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.
Coupling Operation
Clutch Released
Main Clutch
Pilot Clutch
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.

22.06A
Main Clutch
Pilot Clutch
Shaft
Ball
Drive Pinion
“Energized”
Main Cam Pilot Cam
BallShaft
“Armature”
Steel Plate
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%.

4WD
LOCK2WD
4WD-ECU
Drive Mode
Selector
ETACS
ASC-ECU or
ABS-ECU
ECM
Combination Meter
2WD
4WD
LOCK
Magnetic
Coil
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.

22.06A
Combination Meter
Warning Displays
SLOW DOWN
D
70
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.
SERVICE
REQUIRED
D
70
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.
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

22.06A
Activity
Center Coupling
Operation Check
5. Engage the parking brake 2 clicks.
6. From System Select, choose AWC, Special
Function, and Test.
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.
PERFORMANCE CHECK
Feedback

Instructor Note:
Click the movie projector icon on the
PowerPoint slide to play Active Trac.avi
Montero and Montero Sport
Transfer Cases
4002-20021002-7991reweN&30020002-2991
Montero XLS Ltd
2H x x x x x
AWD (AWD) x
4H (AWD) xxx
4H (4WD) xxx
4HLC (4WD) xxx
4L (4WD Low) xxx
4LLC (4WD Low) xxx
xxxx
x x x x x
x x x x x
Montero Sport
ShiftLeverPosition
(DriveMode)
Auto (Front) Freewheeling Diff
2001-2002 Montero
2-4 Synchronizer
Center Differential & VCU
Transfer Case
Application 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.
Sensor
Rotor
Steel
Ball
Oil Guide
Rear Cover
Oil Seal
Snap
Ring
Spacer
Spacer
Snap
RingChain Cover
Snap
Ring
C/D Planet
Carrier
Viscous
Coupling
Rear
Output
Shaft
O-Ring
Bearing
Chain
Front
Output
Shaft
Drive
Sprocket
Bearing
Synchro Spring
Snap Ring
2-4WD Clutch Hub
Synchro Inner Ring
Synchro Cone
Synchro Outer Ring
Sun
Gear
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

22.06A
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 Guard
Oil Seal
Oil Guide
Oil Guide
Transfer Case
Housing
2003-2006
Montero XLS + Ltd
Slide 22.06A-54b
Auto Freewheeling (Front) Differential
Actuator
Assembly 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.
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
Shift
Actuator
Main Shift
Rail
4H Switch
2-4WD
Switch
4LLC Switch
Transfer
Case Cover
Shift Rail
Drive Gears

22.06A
Ignition
Switch (IG1)
Combination
Meter
Rheostat
Transfer
Case
Shift Lever
Switch
Front
Driveshaft
Speed
Sensor
Rear
Driveshaft
Speed
Sensor
Shift Actuator
P/N
Position
Switch
Transfer Case
ECU
DLC
Freewheeling
Engage
Switch
2WD
Detection
Switch
C/D Lock
Detection
Switch
EB
4H
Detection
Switch
D
4LLc
Detection
Switch
A
2WD/4WD
Detection
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

Montero Sport Wiring Schematic
Ignition Switch (IG2)
Combination
Meter
4WD
Indicator
ECU
Lock
Detection
Switch
Freewheel
Engage
Switch
AFD Solenoid
Valves
1997-2001
2WD-4WD 2WD/4WD
Detection
Switch
A
Lock
Operation
Switch
Not Used
B
H-L
Transfer
Switch
H-L
Transfer
Switch
C
Low
Detection
Switch
Used by
PCM/TCM
Only
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)
Differential
Montero Sport 4WD/AWD
Detection Switches
B
C
DA

22.06A
Active Trac® Wiring Schematic
Free-
Wheeling
Engage
Switch
C/D Lock
Operation
Detection
Switch
(C/D Rail)
4WD
Operation
Detection
Switch
(2-4Rail)
Rheostat
Ignition Switch (IG2)Ignition Switch (IG1)
C/D
Lock
GND
4WD
Indicator
ECU
4WD 2WD
C/D Lock
Detection
Switch
(C/D Fork)
A
2WD/4WD
Detection
Switch
(2-4 Fork)
B
HI-LO
Detection
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)
Differential
A B
C
D E

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.
22.06A
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)

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.
22.06A
4H Shifting
ON Blinking OFF
4HLc
4LLc
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 panel
will 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.
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

22.06A
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

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.

22.06A
DetectionswitchesareusedtotriggerCombination
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 9
Page 8
Page 14
Page 12
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
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
22.06A
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.
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.
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 37
Pages 43 and 48
Page 58
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.

22.06A
NOTES

DIAMOND
TECHNIC
Mitsubishi Motors North America, Inc. March 2015
TECHNICAL TRAINING

MTT2 Instructor Guide

More Related Content

Similar to MTT2 Instructor Guide

MTT2 Instructor Guide