TRANSMISSION/TRANSAXLE FEATURES


BHE050001030T02

CLUTCH

Increased torque transmission capacity
• The clutch cover set load has been increased.
• Torsional spring tension has been reduced to reduce NVH.

MT [R15M-D]

Improved operability
• A linked, triple-cone synchronizer mechanism has been adopted for 1GR, 2GR and 3GR.
• Bushings for the control rod have been adopted.
• With the adoption of anti-friction material between the detent springs and balls, shift feeling has been improved.
• With the adoption of a low spring constant and high set load type 1-2 return spring, a secure neutral position is assured.
Improved driveability
• To improve drivetrain rigidity, a closed section power plant frame (PPF) has been adopted.
Improved reliability
• A double engagement prevention mechanism (interlock mechanism) has been adopted.
Mis-shift prevention
• A cam-type reverse lock-out mechanism has been adopted.

MT [Y16M-D]

Improved operability
• A ball-type synchromesh mechanism has been adopted.
• A triple synchronizer mechanism has been adopted for 1GR, 2GR and 3GR.
• Bushings for the control rod have been adopted.
Improved driveability
• In order to obtain more power from the engine, the total gear ratio has been reduced in speed and set in a cross pattern.
• To improve drivetrain rigidity, a closed section power plant frame (PPF) has been adopted.
Improved fuel economy
• Six-speed Y16M-D manual transmission has been adopted.
Improved marketability
• Six-speed Y16M-D manual transmission has been adopted.
Improved reliability
• A double engagement prevention mechanism (interlock mechanism) has been adopted.
Mis-shift prevention
• A reverse lockout mechanism has been adopted.

AT [RC4A-EL]

Superior shift quality
• Direct electronic shift control by duty-cycle solenoids has been adopted.
• Feedback control system has been adopted.
• Centrifugal balance clutch chamber has been adopted.
• A plate-type clutch pack replaces the band brake in the 2-4 brake.
• Shifting assist at high engine speeds has been achieved due to adoption of an engine-transmission total control system.
High efficiency, compactness, lightweight
• A miniature trochoid gear oil pump with torque converter direct drive has been adopted.
• Due to complete electronic control of clutch engagement and release pressure, the forward one-way and overrunning clutches have been eliminated.
• Due to the adoption of direct electronic clutch pressure control (direct electronic shift control), the accumulators have been eliminated.
Improved reliability, reduced NVH (noise, vibration, and harshness)
• A pleat type oil strainer with fine mesh has been adopted.
• A highly rigid transmission case has been adopted.
Improved driveability
• To improve drivetrain rigidity, a closed section power plant frame (PPF) has been adopted.
• A control feature for climbing/descending hills has been adopted, improving driveability when climbing/descending.
Improved marketability
• The Sport AT has been adopted. With this feature up and downshifting can be performed with either the shift control switch on the steering wheel or with the one-touch operation of the selector lever.