2. Manual Transaxle
2.1 General
M5/6GF2 The manual transaxle installed on the NF has been developed newly to get a better shift feeling, durability. Some problems that occurred on the current transaxle such as gear jump out, noise and early worn out or broken parts may be settled designing and adopting new concept, structure. To produce commonly for both five speed (M5GF2) and six speed manual transaxle (M6GF2), the structure of transaxle cases are same each other. Also the clutch control system had been drastically enhanced for the reliability and durability, new concept and device has been applied.
5th
5th / 6th
Max. Gear
SAE 75W/85
240
204
379.6
31
NF, CM
M5/6GF2
225
Clutch size (mm)
SAE75W/90
Lubricant
204
Distance between shaft (mm)
402.5
Overall length (mm)
25
Max. Torque (kgfㆍm)
EF
Vehicle affected
M5GF1
Model
Three shafts
Two shaft
Shaft layout
Triple: 1,2,3 / Double: 4,R
Triple: 1, 2
Synchronizer
4
3
Shift fork
2
2
Shift rail
55.8 / 56.4
49.3
Weight (Dry, kg)
SAE75W/85 (1.9ℓ)
SAE75W/90 (2.1ℓ)

Lubricant
1) Shaft layout: Three-shaft structure has been adopted, two for output shafts and one for input shaft. Three-axis type has a merit,
- Possible to reduce the transaxle overall length (Easier to install on the vehicle and as the shaft is long, the shaft deflection may occur).
- Higher capacity of torque with lower noise and better durability.
- Modern design concept in worldwide manufacturers.
- Possible to use or produce commonly the transaxle case and all parts for five speed and six speed transaxle without changing the structure and re-design (6th speed transaxle can be produced just by adding 6th speed gear in the 5th speed transaxle).
402.5
EF: M5GF1 (2-axis type with one output shaft)
380
NF: M5/6GF2 (3-axis type with two output shafts)
Due to the double output shafts on the M5/6GF2, the final gear ratio (F.G.R) can be classified into two ones; FGR #1 and FGR #2. You may confuse the rotating direction of wheel (differential gear) will be opposite to the input shaft but this 3-axis type is a quite different concept comparing with the old 3-axis type FF (front engine, front driving) transaxle. Two output shafts are charge of different gear (speed) for power transmission.
2) Clutch system:
CSC (Concentric Slave Cylinder) system has been applied on the NF.
EF: M5GF1 (Conventional CRC system with push type dry single plate with diaphragm spring)
CSC assembly
CRC, release bearing and fork
EF
NF
NF: M5/6GF2 (New CSC system with push type SAC) --> SAC: Self Adjusting Clutch
CSC
Quick connector
The clutch release bearing and fork were removed to enhance the efficiency for clutch control system. CSC system can make possible to reduce the number of consisting parts.
Application:
- NF2.4L, D2.0VGT
- JM D2.0VGT
- CM δ-2.7L
- CSC Operation
As depress the clutch pedal, the hydraulic pressure is applied with the direction of the arrow as shown in the picture and then CSC (release bearing & release cylinder portion) will push the diaphragm on the clutch cover. Removing a clutch release control parts including of release bearing and release cylinder from the manual
transaxle vehicle, it built in a module to reduce the parts weight, usage and improve the operating efficiency. The overall system efficiency may increase by 5∼10% comparing with the conventional release bearing and fork type. The total number of system component may decrease from fifteen to one and the weight reduces about 0.8kg comparing the current M5GF1 model.
Additionally applying the quick connector, the labor time for assembly or repairing also will decrease.
Quick connector
Air bleeding port
· 유럽/북미에서 확대 적용중
· 적용 CAR MAKER
- FORD, GM, OPEL, Benz, Audi, FIAT, Renault, L/Rover,
Peugeot, Saab, Volvo, Daewoo, Nissan, Ssangyong등
3) Section view (M5/6GF2)
M5GF2
6th speed gear (M6GF2)
1st speed gear
2nd speed gear
Reverse gear
5th speed gear
3rd speed gear
4th speed gear
CSC
Input shaft
Output shaft #1
Output shaft #2
2.3 Specification
Vehicle
EF
NF
Remarks
Engine
2.0 I4
2.7 V6
Θ-2.4
D-2.0VGT
Model
M5GF1
M5GF1-1
M5GF2
M6GF2
Gear ratio
1st
3.636
3.231
3.267
3.615

2nd
2.056
1.947
1.794
1.794

3rd
1.296
1.296
1.552
1.542

4th
0.943
0.943
1.176
1.176

5th
0.775
0.775
0.974
0.921

6th
-
-
-
0.732

R
3.455
3.455
3.416
3.416

FGR
4.063
4.063
-
-

FGR#1
-
-
4.680
4.063
For 1st /2nd /R
FGR#2
-
-
3.441
2.955
For 3rd /4th /5th /6th

- F.G.R #1 and F.G.R #2
Due to the double output shafts on the M5/6GF2, the final gear ratio (F.G.R) can be classified into two ones; FGR #1 and FGR #2.

FGR#1
FGR#2
Output shaft#1 (0.05T~0.10T)
Output shaft#2 (0.05T~0.10T)
Input shaft (0~0.05T)
2nd speed gear
Differential (0.15T~0.20T)
2.4 Comparison
2.4.1 Three-shaft transaxles
Maker
Exterior
Description
Model: M5/6GF2
- Application: NF
- Max. Torque: 31kgf.m
- Length: 379.6mm
- Clutch control: C.S.C (Concentric Slave)
Model: MQ350
- Application: Golf, Bora, Transporter
- Max. Torque: 27.5kgf.m
- Length: 364mm
- Clutch control: C.S.C (Concentric Slave)
Hyundai
& Kia
VW
Model: GQ35-6
- Application: Under developing
- Max. Torque: 35kgf.m
- Length: 344.5mm
- Clutch control: TBD
Chrysler
Model: PK5, 6
- Application: Safrane, Laguna, Espace,Master, Clio
- Max. Torque: 27kgf.m
- Length: 375mm
- Clutch control: C.S.C (Concentric Slave)
Renault
2.4.2 Comparison with the current models
NF M5/6GF2
EF/FO M5GF1
LC/XD M5AF2
Two shafts
Three shafts
Output shaft for 1st/2nd/R
Output shaft for 3rd/4th/5th/6th



































2.5 Components
2.5.1 Control module assembly
Shift lever
Control lever
Control module
To prevent the gear jump-out problem and smoother shift feeling, the newly designed control module has been applied as shown on the picture. Also lower shift effort and the enhanced durability have been considered.
.5.2 Shift rail & fork
Two shift rails are used to move four shift forks as shown on the picture. No additional shift rail is added for six-speed transaxle mechanism.
1st-2nd fork
Reverse fork
3rd-4th fork
5th-6th fork
2.5.3 Synchronizer
The purpose of these systems is to improve the shift quality, especially for the 1st and 2nd gear shifting that most drivers feel the shift shock. In addition to the more enhanced shift feeling while driving, the shift effort, 2nd resistance feeling can be reduced and the durability also will be improved. It prevents malfunctioned shifting due to overheat or burning.
Three friction faces
4th, R: Double cone synchronizer
1st, 2nd, 3rd: Triple cone synchronizer
Two friction faces
Key spring & ballThe synchronizer key gives the secure engagement or disengagement of synchronizer sleeve when the shift rail is moved. The ‘key with ball and coil spring’ had been most widely adopted in the passenger vehicles and the NF has also same type.
.5.4 Poppet ball with linear bearing
Poppet ball
The main purpose of the poppet ball is to prevent the gear from jump out and it provides the shifting with stable detent feeling.
Comarison
No bearing
→ Rough shift feeling
Rolling bearing
→ Medium level shift feeling
Rolling/Sliding bearing
→ Best shift feeling
Operation
View
X-3, RD, MX
LC, XD
VW Golf, Audi A6, Benz A190, Toyoda Camry
Applied
KM210(Y-3)
M5GF1(EF)
M5/6GF2(NF, CM)
2.5.5 Transaxle lubricant
The newly developed oil is applied on the M5/6GF2 model; the viscosity of new oil is lower than current one. The low viscosity oil is for,
- Improving the shift quality at low speed gear.
☞ The balking feeling can be removed and the shifting effort will be reduced while N→1st gear, N→R shifting under the cold condition.
SP+Zn
Zn
Annexing
26,000
46,000
- 40℃
- 20℃
1,840
3,330
Viscosity
(cP)
GL-4
GL-4
API grade
75W/85
75W/90
SAE grade
Synthesized oil
Mineral Synthesize oil
Main ingredient
New oil (NF)
Current oil (EF)*
Items
*; Not only the oil for M5/6GF2 but also the oil for M5GF1 (EF, FO…), Alpha/Beta and FR M/T will adopt the newly developed low viscosity permanent use oil from August, ‘04MY.
No
Application
Model
Old
New
Quantity (L)
1
HP, H-1, SR
M5ZR1
SAE 75W/90
SAE 75W/85
2.4
KM135
↑
↑
2.0
M5SR1
↑
↑
3.2
M5TR1
↑
↑
2.7
2
XD, FC
M5BF2
↑
↑
2.15
3
LC
M5AF3
↑
↑
2.15
4
EF, FO
M5GF1
↑
↑
2.1
5
MX
M5EF2
↑
↑
2.45
2.6 CSC (Concentric Slave Cylinder) clutch system
2.6.1 Layout
Pressure Pipe
Concentric Slave Cylinder
(CSC)
Master Cylinder
Brake-Fluid Reservoir
Quick Connector
Clutch
Pedal
The pipe shape shown on this figure is just to explain the layout, different from the actual one.
2.6.2 Installation
CSC tightening torque (Three positions)
1.2~1.5 Kgf.m
Front view
Side view
Connected to pressure pipe
For air bleeding
2.6.3 Pipe disconnection
1
Correctly assembled
2
Remove the clip on the groove using proper tool.
3
Pull out the pipe after removing the clip and the removed clip can be reused.
2.6.4 Pipe connection
3
‘Click’ sounds: Correct connection
1
Insert a clip to the groove
2
Push the pipe to the arrow direction
Wrong way:
Make caution the direction
Correct way
2.6.5 Air bleeding
Air bleeder
Air bleeder cap
Plug: Tightening torque: 2.5∼2.9kgf.m
Fix the air bleeder body
- Procedure:
1) Open the air bleeder cap and connect the vinyl hose.
2) Loosen the plug and do pumping the clutch pedal 15 times or more.
3) While depressing the clutch pedal, tighten the plug. Pump the clutch pedal about 5 times and loosen the plug again.
4) Repeat the above procedure ‘3)’ until the air bubble disappears.
2.6.6 Cautions for handling
- When install the engine & transaxle assembly on the vehicle:
Before assemble the transaxle with the engine, connect the vinyl hose at the pressure pipe for CSC as shown in the figure. Because the remained oil inside of CSC may be injected due to the depressed diaphragm of CSC while docking the engine with transaxle.
Vinyl hose to prevent the contamination caused by the injected oil from CSC
- While handling the CSC module:
Do not grasp the pipe or don’t apply too strong load on the CSC pipe as shown in the figure. It may cause the deflection of pipe.
- Seal ring inspection:
While overhauling to repair the engine or transaxle, be careful not to make damage in the O-ring indicated on the figure. It may cause the oil-leaking problem.
2.7 SAC (Self Adjusting Clutch)
Clutch cover (SAC) Generally as the mileage increases on the manual transaxle vehicle, the disc facing may wear out and the cover load will be higher. This will cause the higher effort force for clutch pedal. To prevent this demerit of the conventional clutch system, the self-adjusting clutch system has been developed. Adopting SAC, the clutch pedal depressing effort may increase as the vehicle mileage increases but it is possible to minimize the rising amount of effort force and also the clutch replacement period can reduce.
- Application: NF 2.4L, D2.0VGT, HP, SM (VGT)
Diaphragm Spring
cover
cover
Coil spring
Sensor Spring
Diaphragm Spring
Adjusting ring
Conventional Clutch cover Assembly
SAC cover Assembly
· Proportioning to the amount of worn out disc facing, the clamping load may increase as the position of diaphragm spring moves toward transaxle side in the conventional clutch system.
· In spite of worn out disc facing, the diaphragm spring will not move toward transaxle side because the adjusting ring also moves.- Structure:
- Assembly direction:
S.A.C Cover Assembly
Conventional Cover Assembly
“T/M SIDE”
Marking
The face marked with ‘T/M side’ as shown on the figure must face toward the transaxle direction when assemble the clutch disc. Otherwise, there may be an interference with the engine. This marking (‘T/M side’) is applied not only on the NF but also other models adopt the clutch system of ‘LUK’ (KD part).
In case of S.A.C system, the cover is automatically adjusted depending on the amount of worn-out disc, so when replace the clutch cover; the disc also must be replaced together. That is, to improve the quality and minimize the declination, the cover and disc are supplied as a set. If only the disc is replaced, a slip may occur caused by the decreased initial clamping load due to the abnormal operation of adjusting ring. Also it will result the difficulty in torque isolation caused by the shorten release travel due to the excessive thickness for the disc. Therefore, it is highly recommended to replace a set of disc and cover in case of the clutch system adopts the self-adjusting mechanism.

2.5 ~ 3.6 Kgf.m
M8 X 6pcs.
NF 2.0/2.0LPI
Conventional
Cover Ass’Y
NF 2.4/DSL-VGT
Model
M6 X 9pcs.
Mounting Bolts
1.2 ~ 1.5 Kgf.m
S.A.C
Cover Ass’Y
Tightening torque for bolt
Variation