The Five Speed Transmission used with the 2.0 liter engines
This document covers the five-speed manual transmission used in the Neon, Stratus, Breeze, Avenger, and PT Cruiser, and made by the Chrysler/GM joint venture factory in Syracuse, New York. See our step by step guide to replacing the clutch
There were four different sets of gears for the Neon:
| 1995-2000 Base (up to Feb. 2000) | 1995-99 ACR and R/T, 1995 DOHC | 2000-02 (after Feb 2000) and 2001-04 Magnum | 2003-05 Base | |
|---|---|---|---|---|
| 1st | 3.54 | 3.54 | 3.50 | 3.50 |
| 2nd | 2.13 | 2.13 | 1.95 | 1.95 |
| 3rd | 1.36 | 1.36 | 1.36 | 1.36 |
| 4th | 1.03 | 1.03 | 0.97 | 0.97 |
| 5th | 0.72 | 0.83 | 0.81 | 0.72 |
Different Neons used different final drives as well. The standard Neons came with a 3.55 ratio throughout the life of the car. The 3.94 ratio was used on performance models — with all DOHC engines, and then with 2001-04 Magnum engines. 1995-99 ACR models used the 3.94 ratio. As a result of the differing fifth gear ratios and axle ratios, the top gear ratio varied.
| Service Part # | |
| 1995-99 Standard | 04773388 |
| 1995-99 ACR, 1995 DOHC | 04741260 04762577 04796581 04773389 |
| 1998-99 R/T DOHC | 04773389 |
| 1996-99 DOHC (exc. R/T, ACR) | 04798294 |
| 2000 Neon (until February 2000) | 05011593AC |
| 2000 Neon (after Feb 2000) | 05014779AB 779AD |
2001-02 Neon Standard | 05017697AC 697AD, 697AE 697AF |
| 2003-05 Neon Standard | 05103250AB 250AC |
| 2001-04 Magnum engines 2001 PT Cruiser* 1.8 liter Neons* | 05017776AD 05080980AA 980AB, 980AC |
| 2002-05 RHD 1.6 liter Neon | 05016611AD |
| * Transmission part number may differ. |
The PT Cruiser and export 1.8 liter Neons used the 2001-04 Magnum transmissions; export Neon 2.0s from 2003 to 2005 used the 2001-02 base transmission. 2002-05 right hand drive 1.6 liter Neons used the 2001-04 Magnum ratios and drive but had a different part number.
As used in the Neon, these transmissions had a type of T350 until February 2000; then they were type T350 HD and switched from cable to hydraulic actuation. Michael Volkmann wrote, “The second generation has added reinforcement ribs to the case to increase the ridigity of the unit and allow for larger loading; and the bell housing was changed increase case rigidity and allow for the hydraulic clutch actuation.”
Overview based on Chrysler press materials
The five-speed manual transaxle used with the 2.0 and 2.4 liter engines had a three-plane shift arrangement with reverse alongside fifth gear. Oil capacity is 2.1 qt (2.0 L) of a special fluid — not plain oil.
Shift forks are fixed to three wide-base rails that operate in Teflon-lined bushings for low friction; shift levers are atop the case for easy access to the shift cables. Each of the separate cross-over (rail selection) and select levers has pure rotary motion which minimizes shift effort. Driver cannot accidentally go into reverse from fifth, due to a cam in the mechanism which moves the crossover lever into the three-four gate without binding or jamming.
The shift knob was made of urethane; the shifter mounting bracket and all cable mounting points were rubber isolated to prevent unnecessary vibration.
All forward ratios were synchronized, with high capacity dual-cone brass synchronizers in first and second gear, and single-cone synchronizers of a paper friction material on the other gears (it is more durable and clash-resistant than brass). The paper-friction synchronizers are on the input shaft, lowering shift effort by cutting rotating inertia. A reverse brake mechanism minimized reverse engagement clash.
Two-piece welded speed gears are shorter than one piece gears, to shorten shift travel and transaxle length. There are needle roller bearing on all speed gears to reduce friction and extend gear life.
The case itself is cast in only two pieces to minimize leak paths; structural ribs strengthen and stiffen the case to minimize vibration and noise with little or no extra weight. The case has good bending stiffness, providing a natural frequency above the exciting frequency of the engine at peak rpm.
Manual transmission clutch
The modular 9.0 in. (228 mm) single dry plate clutch used on all but early Mexican Neons maintains low effort throughout its life. The clutch cover is riveted to the flywheel, and the disc is captive inside the assembly. The hydraulically-activated modular clutch is connected to the crankshaft through the same flexible drive plate used to attach the automatic transaxle torque converter.
The modular unit makes the unit more reliable, and more repeatable in assembly; the clutch assembly bolts onto the crankshaft through a flexible drive plate which, with automatics, is used to attach the torque converter. This eliminates the need for different crankshafts. The modular clutch is replaced as a unit; it is activated by a self-adjusting cable. The release lever is contained entirely within the bell housing, cutting the need for a flexible boot.
See clutch repair for this transmission.
Troubleshooting manual transmissions: looking at the shifter
When forum member Katie B.’s PT Cruiser stopped shifting, she took it to a mechanic who said he needed to drop the transmission to inspect the clutch.
Bob Lincoln replied: “They can tell if it's the gearshift/cables without dropping anything. They just need to have someone shift with the engine off while the other person watches the cables at the transaxle.”
Valiant67 added: “The bushings on the ends of the cables are often a trouble source. The dealer usually replaces the entire cable assembly because the bushings are not sold separately by Chrysler.” The aftermarket, though, does sell separate bushings.
The fluid levels in the clutch slave and master cylinders may be low, especially when the pedal is “mushy.”
Visit our page on clutch repairs.