There were two main manual transaxles used in the second-generation PL platform. The NVG-T350, which made its way into the 2000-2005 non-SRT Neons, is a 5-speed gearbox. It is fully synchronized in all forward gears, and uses a reverse lock-out to prevent transaxle failure while moving forward. The standard NVG-T350 uses a 3.55 final drive ratio. The NVG-T350 is also available with a special differential, changing the final drive to 3.94. This version of the transaxle was available in all R/T and ACR models from 2001-2004.
The second transaxle available in the PL chassis is that of the SRT-4, known as the NVG-T850. Also a 5-speed, the NVG-T850 is synchronized in all ranges, including reverse. This transaxle is designed to handle the increased power output of the 2.4L Turbo engine in the SRT-4. All PL manual transaxles are of the constant mesh design.
The second-generation Neon was available with both a 3-speed and a 4-speed automatic transaxle.
The 40TE Automatic Transaxle is found in the majority of second generation Neons. It is a 4-speed hydraulic/mechanical unit with electronic controls and monitors. The differential is integral with the transaxle. A torque converter is used, along with an electronically controlled Torque Converter Clutch (TCC), to couple the engine to the transaxle. A Transmission Control Module (TCM) works with the engine's Powertrain Control Module (PCM) for optimum shift scheduling. Below are the main mechanical components of the 40TE:
*Three multiple disc input clutches
*Two multiple disc holding clutches
*Four hydraulic accumulators
*Two planetary gear sets
*Hydraulic oil pump
*Solenoid/pressure switch assembly
*Integral differential assembly
The 40TE input/output gear ratios are as follows (03-05 models):
The only portion of either transaxle that is upgradeable is the differential. The 04-05 SRT-4 comes equipped with a torque-biasing differential from the factory, while all other PL models use an open differential.
Quaife and OBX are the two companys that sell good differentials. There has always been arguement over which is better, especially since there is quite a difference in price. They both work well, the only catch is that the OBX does need its belleville (spring style) washers upgraded to stronger ones.
turbodudey wrote:A true LSD such as a Salisbury, cluch, or plate type differential will lock both sides of the diff together, so that even if one of the drive wheels is completely off the ground the wheel with traction will still have torque applied to it.
A Torsen diff utilizes a helical gear set in addition to the planetary gears. The friction generated by the thrust forces from this internal gearing will bias the torque to the wheel with more traction available. In essence it is a torque multiplier. The torque that the wheel with least traction can hold is multiplied by the TBR (torque bias ratio. this ratio is fixed and unique to a specific differential) and transfered to the wheel with greater traction. So, a torsen diff will not maintain torque to the ground when one of the drive wheels is completely off the ground. (zero torque multiplied by the TBR is still zero)
The Quaife and OBX are torsen differentials, not LSDs.