For 1990-2009 cars

The five speed manual transaxle assembly consists of a differential assembly and a constant mesh design transaxle in a single case. All forward gears are in constant mesh. Synchronizers with blocking rings, controlled by shift forks, are used for ease of shifting and selection of desired gear range.

All fundamental components, including the transaxle case, clutch housing, input shaft, output shaft, and differential assembly are supported by tapered roller bearings. Pre-loading of the bearings is required.

The transaxle is filled with transaxle fluid at the factory and requires no routine oil changes.

### Lubrication Flow

A common sump supplies oil for the manual transaxle. When the manual transaxle is operating normally, the differential assembly, together with 1st and 2nd gears, splash oil from the sump to oil pockets in the transaxle case. From these pockets, oil travels into channels in the input and output shafts and lubricates all gear bearings. Reverse gear has its own lubrication system. First gear splashes oil into a pocket in the clutch housing. From there, oil travels through the reverse idler gear shaft to lubricate the reverse gear components.

### Power Flow

Neutral: In neutral, with the engine running and the clutch engaged, the input shaft will turn. With the 1st/2nd, 3rd/4th, and 5th/Rev synchronizers in a neutral position, power will not flow to the output shaft.
1st Gear: In 1st gear range, the 3rd/4th and 5th/Rev synchronizers are in neutral and the 1st/2nd synchronizer sleeve is moved toward the 1st gear blocking ring and 1st gear on the counter shaft. Because the 1st/2nd synchronizer hub is splined to the counter shaft, torque is transmitted from the input shaft 1st gear through the counter shaft 1st gear, synchronizer sleeve and hub, counter shaft 3rd gear, output shaft 3rd gear, and into the differential (final drive) assembly.
2nd Gear: In 2nd gear range, the 3rd/4th and 5th/Rev synchronizers are in neutral and the 1st/2nd synchronizer sleeve is moved toward the 2nd gear blocking ring and 2nd gear on the counter shaft. Since the 1st/2nd synchronizer hub is splined to the counter shaft, torque is transmitted from the input shaft 2nd gear through the counter shaft 2nd gear, synchronizer sleeve and hub, counter shaft 3rd gear, output shaft 3rd gear, and into the differential (final drive) assembly.
3rd Gear: In 3rd gear range, the 1st/2nd and 5th/Rev synchronizers are in a neutral, and the 3rd/4th synchronizer sleeve is moved toward the 3rd gear blocking ring and 3rd gear on the input shaft. Since the 3rd/4th synchronizer hub is splined to the input shaft, torque is transmitted from the input shaft through the synchronizer hub and sleeve, 3rd drive gear, 3rd driven gear, output shaft, and into the differential (final drive) assembly.
4th Gear: In 4th gear range, the 1st/2nd and 5th/Rev synchronizers are in neutral and the 3rd/4th synchronizer sleeve is moved toward the 4th gear blocking ring and 4th gear on the input shaft. Since the 3rd/4th synchronizer hub is splined to the input shaft, torque is transmitted from the input shaft through the synchronizer hub and sleeve, 4th drive gear, 4th driven gear, output shaft, and into the differential (final drive) assembly.
5th Gear: In 5th gear range, the 1st/2nd and 3rd/4th synchronizers are in a neutral position and the 5th/Rev synchronizer sleeve is moved toward the 5th gear blocking ring and 5th gear on the output shaft. Since the 5th/Rev synchronizer hub is splined to the output shaft, torque is transmitted from the input shaft through the 5th drive gear, 5th driven gear, synchronizer sleeve and hub, output shaft, and into the differential (final drive) assembly.
Reverse: In reverse gear range, the 1st/2nd and 3rd/4th synchronizers are in neutral and the 5th/Rev synchronizer sleeve is moved toward the reverse gear blocking ring and the reverse gear on the output shaft. Since the 5th/Rev synchronizer hub is splined to the output shaft, torque is transmitted from the input shaft through the input shaft 1st drive gear, counter shaft 1st gear, reverse driven gear, synchronizer sleeve and hub, output shaft, and into the differential (final drive) assembly.