axle. All gear ranges, except reverse, are synchro-
nized. The reverse gear utilizes a brake and blocking
ring for shifting ease. The reverse idler gear is sup-
ported on a sliding spindle idler shaft. The transaxle
case is aluminum with a steel end–plate bearing
cover. It is housed in a die-cast aluminum case fea-
turing a two–piece, middle split design (Fig. 1).

The T350 transaxle internal components can be

serviced only by separating the gear case from the
bellhousing case.

CAUTION: The transaxle output shaft is serviced as
a unit. No disassembly and reassembly is possible.
Damage to the transaxle may result.

TRANSAXLE IDENTIFICATION

The transaxle model, assembly number, and build

date are on a metal I.D. tag that is attached to the
end cover of the transaxle (Fig. 2). This information

is also shown on a bar code label that is attached to
the front of the transaxle (Fig. 3).

NOTE: Transaxles use various final drive gear ratios
in different vehicle applications. Therefore, it is nec-
essary that the correct transaxle assembly number
is used when ordering service parts.

Fig. 1 T350 Manual Transaxle

1 - SHIFT LEVER
2 - CROSSOVER LEVER
3 - VENT
4 - REVERSE LAMP SWITCH

Fig. 2 Metal I.D. Tag

1 - METAL I.D. TAG

Fig. 3 Bar Code Label

1 - BAR CODE LABEL

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T350 MANUAL TRANSAXLE

PL/SRT-4

GEAR RATIOS

CAUTION: All gears and shafts must not be inter-
changed with other transaxles; they will not func-
tion correctly.

The differential is a conventional arrangement of

gears that is supported by tapered roller bearings.
The final output gear turns the ring gear and differ-
ential assembly, thereby turning the drive axle
shafts.

The gear ratios of each transaxle are shown in the

following chart. The chart also shows which transax-
les are available with the reverse–input shaft brake.
This brake allows easier shifting into reverse and
helps eliminate reverse gear clash.

GEAR

1.6L

2.0L

2.0L R/T

1st

3.50

2nd

1.95

3rd

1.36

4th

0.97

5th

0.81

0.72/0.81*

0.81

FINAL

DRIVE

RATIO

3.94

3.55

3.94

REVERSE

BRAKE

YES

CLUTCH

RELEASE

SYSTEM

HYDRAULIC HYDRAULIC HYDRAULIC

* Export Models

GEARSHIFT PATTERN

The NV T350 (A-578) transaxle shift pattern is a

modified H–pattern (Fig. 4). Overdrive fifth and
reverse gears are in–line and outboard of the first
through fourth gear positions.

LUBRICANT/ADDITIVES

T350 transaxles use Mopar

t ATF+4 (Automatic

Transmission Fluid—Type 9602).Hypoid gear lube
or engine oil should not be used in this trans-
axle. Hard shifting effort, bearing, gear, and/or syn-
chronizer failure may occur if incorrect fluid is used.

The addition of any fluids to the transaxle, other

than the fluid listed above, is not recommended. An
exception to this policy is the use of special dyes to
aid in detecting fluid leaks. The use of transmission
sealers should be avoided, since they may adversely
affect seals.

SEALANTS

The sealant used to seal the transaxle case halves

and input bearing is Mopar

t Gasket Maker, Loctitet

518, or equivalent. The sealant used for the bearing
end plate cover is Mopar

t RTV.

DIAGNOSIS AND TESTING - COMMON
PROBLEM CAUSES

The majority of transaxle malfunctions are a result

of:

• Insufficient lubrication

• Incorrect lubricant

• Misassembled or damaged internal components

• Improper operation

HARD SHIFTING

Hard shifting may be caused by a misadjusted

crossover cable. If hard shifting is accompanied by
gear clash, synchronizer clutch and stop rings or gear
teeth may be worn or damaged.

Misassembled synchronizer components also cause

shifting problems. Incorrectly installed synchronizer
sleeves, struts, or springs can cause shift problems.

Worn, damaged, missassembled or leaking hydrau-

lic system/components can also cause difficult shift-
ing or gear clash.

NOISY OPERATION

Transaxle noise is most often a result of worn or

damaged components. Chipped, broken gear or syn-
chronizer teeth, and brinnelled, spalled bearings all
cause noise.

Abnormal wear and damage to the internal compo-

nents is frequently the end result of insufficient
lubricant.

SLIPS OUT OF GEAR

Transaxle disengagement may be caused by mis-

aligned or damaged shift components, or worn teeth

Fig. 4 T350 Transaxle Shift Pattern

PL/SRT-4

T350 MANUAL TRANSAXLE

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T350 MANUAL TRANSAXLE (Continued)

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