Manual Transaxle Specifications

[ A460 | A465 | A525 | A520 | A555 | A523 | A543 | A568 ]

Description

This page lists all of the specifications for all manual transaxle models that have been available for 2.2L and 2.5L engines.  Following each description is a table listing all of the technical specifications of the transaxle.  I have found that later documentation of the earlier transaxles tends to contradict the earlier information on them.  The information below is based on the latest information, while it was still in production.  In other words, I am assuming that the specifications became inaccurate after the units were out of production, and so those specs are ignored.  The last two models are partly incomplete due to a lack of information.  If you would like to help me out with these sections, please email me.

These front wheel drive transaxles combine the clutch, transmission, and differential into one unit, thus the name "transaxle".

Identification

The A460, A465, and A525 transaxles have the model number, assembly number, build date, and final drive ratio stamped on a tag that is attached to the differential cover.  The tag for the A520, A555, A523, and A568 transaxles is located on top of the transaxle near the engine timing window.  The assembly number is very important for the A525, which identifies what internal component set it has.

The A460 Manual Transaxle

This was one of the first transaxle made available for these engines.  It was a 4 speed synchronized unit used primarily on L-bodies.  It was in production from 1983 through 1986 and was only used on the 1.6L engine after 1985.  The 1.6L engine was taken out of production in 1987.

Two final drive ratios of 3.05:1 and 3.56:1 were available giving the unit two overall top gear ratios of 2.69:1 and 3.13:1.  The final ratio of 3.05:1 was used on most vehicles and it is unknown which vehicles got the 3.56:1 ratio.  A final ratio of 3.13:1 would result in rather high engine speeds at even modest vehicle speeds.  This ratio may have been used on the Rampage truck to give the vehicle more wheel torque.

These transaxles were filled with 2.0 quarts of Dextron II automatic transmission fluid from the factory.  I highly recommend replacing it with Mobil 1 0W-30 synthetic engine oil or SAE 5W-30 engine oil to significantly reduce wear.

The A465 Manual Transaxle

This transaxle was the same unit as the A460 except it that it included a 5th gear.  The input and intermediate shafts were extended out the left side of the transmission, the 5th gear set placed on the end, and enclosed by a stamped steel cover.  It was in production from 1983 until it was replaced by the A525 in 1985.  The final drive ratio of 3.85:1 was added because of the new 0.72:1 ratio fifth gear.

These transaxles were filled with 2.3 quarts of Dextron II automatic transmission fluid from the factory.  I highly recommend replacing it with 2.5 quarts of Mobil 1 0W-30 synthetic engine oil or SAE 5W-30 engine oil to significantly reduce wear.  The extra oil can be added by filling the transaxle with the front end jacked up about 1 foot off of the ground.

The A525 Manual Transaxle

This transaxle was put into production in 1985 to replace the A465.  It was used up until 1986 and part of 1987 when it was replaced by the A520.  It was used on all L-body cars until the L-body went out of production in 1988 because of the rod shift linkage used by the L-bodies.  The A525 was adapted for shift cables when used on other models.  It also featured closer gear ratios than the A465 to improve city gas mileage.

The A525 had three available final drive ratios and also had three different sets of internal components that were used to increase its strength in certain applications.  These sets included the basic set, the Shelby set, and the EFI set.  All L-bodies, Dodge Aries models, and Plymouth Reliant models that had the 2.2L carbureted engine received a basic A525 with a final drive ratio of 3.05:1.  All G-bodies, H-bodies, the Chrysler LeBaron, and the Dodge 600 that had a 2.2L carbureted engine also received the basic A525, but with a final drive ratio of 3.56:1.  Dodge Omni GLH's and Shelby Chargers that received the Shelby H.O. (high output) 2.2L carbureted engine received an A525 with the Shelby set of components and a final drive ratio of 3.85:1.  These components included a 5th gear, intermediate shaft, ring gear, and differential side and pinion gears that were made of high strength steel to handle the additional output of the engine.  All vehicles equipped with the 2.5L TBI or 2.2L Turbo engine received an A525 with the EFI set of components and a final drive ratio of 3.56:1.  These components included an input shaft, 1st, 2nd, and 5th gears, intermediate shaft, ring gear, and differential side and pinion gears that were made of high strength steel to handle the additional output of the engine.

Over the years, the A525 case received additional webbing to strengthen the case, especially in the differential area.  Even so these transaxles will twist and flex in that area, which is their weak point.  This is because the driver's side differential bearing is actually to the right of the differential ring gear.  Under high torque, as the intermediate shaft bearing "climbs" the differential ring gear, the rear portion of the case will twist due to lack of support under the ring gear.  A steel transaxle "girdle" plate is available to strengthen this area somewhat.

In 1987, when the A525 was replaced by the A520 in most models, the A525 actually received the same internal components as the new A520.  These included a redesigned stop-ring synchronizer system that reduced shift effort and gave a more precise positive shifting.  It used all high strength steel components to handle the increased output of the fuel injected and turbocharged engines, and used new shaft sealing techniques to reduce leaks.  Like the A520, it was also filled with SAE 5W-30 engine oil to reduce wear.  Basically, the 1987 and later A525s were A520s put into an A525 case.

Before 1987, these transaxles were filled with 2.3 quarts of Dextron II automatic transmission fluid from the factory.  I highly recommend replacing it with 2.5 quarts of Mobil 1 0W-30 synthetic engine oil or SAE 5W-30 engine oil to significantly reduce wear.  The extra oil can be added by filling the transaxle with the front end jacked up about 1 foot off of the ground.  After 1987, they were filled with SAE 5W-30 engine oil.

The A520 Manual Transaxle

This transaxle replaced the A525 in early-1987 on all models except the L-body.  It featured a redesigned stop-ring synchronizer system that reduced shift effort and gave a more precise positive shifting.  It used all high strength steel components to handle the increased output of the fuel injected and turbocharged engines, and used new shaft sealing techniques to reduce leaks.  Another change was that the transaxles were now being filled with SAE 5W-30 engine oil instead of Dextron II automatic transmission fluid to reduce wear.  The A520 also featured a redesigned transaxle case and left-side differential shaft bearing retainer that eliminated the case flexing of the A525 in high torque applications such as the turbocharged engine.  The differential cover on the back of the transaxle was made out of die-cast aluminum instead of stamped steel to greatly improve the strength and sealing ability of the transaxle.  The new bearing retainer moved the left-side differential bearing outward so that it is placed right under the ring gear to reduce deflection.

Although the A525 was still used on L-bodies up until the L-body went out of production, the early-1987 and later A525 actually used most of the A520's improved components, basically making the A525 an A520 with an A525 case.  The new A525 did not receive the new differential cover or left-side bearing retainer.

The A520 was only offered with a final drive ratio of 3.50:1 to improve gear durability.  This gave the transaxle an overall top gear ratio of 2.52:1.

These transaxles were filled with 2.5 quarts of SAE 5W-30 engine oil from the factory.  For improved durability and cold weather shifting performance, 2.8 quarts of Mobil 1 0W-30 synthetic engine oil or a high performance transmission fluid (such as Red Line) is recommended.  The extra oil can be added by filling the transaxle with the front end jacked up about 1 foot off of the ground.

The A555 Manual Transaxle

This transaxle was a heavy duty version of the A520.  It features a permanent-mold, high-strength, heat treated aluminum case and a stronger, coarse-pitch gear set made by Getrag of Germany.  The differential was replaced with an enclosed four pinion design with upgraded main shaft bearings for increased torque handling and more aggressive vehicle launches.

It was designed for use with the 2.2L Turbo II engine.  It also features closer gear ratios and a final drive ratio of 3.85:1 for maximum performance.  Overall top gear ratio was 2.77:1.

There is an important issue with the A555 that should be remembered if you are considering using one.  Since many of the internals for the A568 are the same as the A555, the A555 1st and 2nd gears, syncros, and input shaft are no longer available.  To replace gears on the A555 requires a retrofit kit which includes the two gears, compression molded fiberglass syncros, and the input shaft and cost upwards from $700.

These transaxles were filled with 2.5 quarts of SAE 5W-30 engine oil from the factory.  For improved durability and cold weather shifting performance, 2.8 quarts of Mobil 1 0W-30 synthetic engine oil or a high performance transmission fluid (such as Red Line) is recommended.  The extra oil can be added by filling the transaxle with the front end jacked up about 1 foot off of the ground.

The A523 Manual Transaxle

This transaxle replaced the A520 in 1990 on all models.  It featured a new shifting mechanism for a more conventional shift pattern (standard "H"), eliminating the pull-ring-extreme-left position of the reverse gear and moving it beneath the 5th gear position.  Also, the 1st and 2nd gear syncros were changed to compression molded fiber glass to improve 1st and 2nd gear entry, which requires a different cone on the gear and different input shaft as well.  It was also a stronger unit than the A520, but featured the exact same gear ratios until 1992.  In 1992, the ratios were spread more evenly with a shorter 1st gear and a taller 5th gear.  However, the only final drive ratio available made the overall gear ratio taller, which resulted in higher engine speeds in 5th gear.  This was probably to improve city gas mileage.

The A543 Manual Transaxle

This transaxle also replaced the A520 in 1990 on all models and also featured the new shift pattern (standard "H") and syncros.  It was also a stronger unit than the A520 and featured the same gear ratios as the A523, including the changes in 1992.

The A568 Manual Transaxle

This transaxle replaced the A555 in 1990.  Like the A555 was to the A520, the A568 was a high performance version of the A523 and A543.  It featured the improved shift pattern and syncros of the A523, but retained the gear ratios of the A555.  In 1992, one of the ratios also changed on the A568 so that it got the shorter 1st gear of the A523, but it retained its original final drive gears.  It was used on Turbo III and Turbo IV engines, as well as a few Turbo I engines on the larger chassis vehicles (minivans and AA body).

Since many of the internals for the A568 are the same as the A555, the A555 1st and 2nd gears, syncros, and input shaft are no longer available.  To replace gears on the A555 requires a retrofit kit which includes these parts and cost upwards from $700.

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Updated 11/11/2003.

Copyright © 1996-2003 Russ W. Knize.