Hummbug:

If you are stopped with the engine running and the transmission in neutral for 10seconds or so, you will need to do one of three things to get the synchronizer spinning at the same speed as the shaft.

1) The owners manual says to double clutch. If it won't go in to first, release the clutch, then press it again then engage 1st gear.

2) Instead of forcing the transmission in to 1st when it wont engage, apply slight pressure for 1 sec or so, release the pressure, then attempt to re-engage.

3) This is my preferred method, go to 1st via 2nd. At one point I had a vehicle that you almost always had to do this with and now I always do it out of habit

Your third to forth shift issue sounds like you are just missing the gate, or maybe you have bent something trying to force it in to the other gears. Also, fourth gear is not synchronized. How does it shift from 3 - 4 with the engine off?

Reverse is not synchronized and I'm not sure how it is setup in the AR5. If you are getting stuck in reverse after being parked, do one of two things:

1) Take it out of reverse before you start the engine

2) Release the clutch just abit to move the vehicle then take it out of reverse.


n0m4d:

Yes, the Aisin AR5 is also used in the Sky / Solstice

 

O_O

Holy cow! I guess I can argue with my wife now. If it is in the Hummer, It should be able to handle second-gear rubber in the Solstice!

Nah . . . I like being married!


[IMG]local://upfiles/2250/68D1A46D857642F797D03B7C20061060.jpg[/IMG]

 

No issues with my 5-speed. It's time to change the fluid though.

I'm a bit worried that the trans is at it's limit with the weight of the H3 so we'll see how it works in thelong term.

 

Back to the original post: Tell the dealership service manager that it's barely driveable and you want the sonovabitch fixed . . . now!!!

 

Im with TexH3, dont give the dealer the option as you drive it. Kindly tell him to fix it or its going in the showroom through the glass as it would be the tranny slipping out of gear and beyond your control! Tell him you drove it just like he said, like you stole it!

 

I agree with a few of the posters above, it feels to me like the clutch isn't fully engaging but the first time I had it back the dealer assured me that it was.

I took it back to the dealer againand had the service manager drive it and then he had his trans specialist drive it and everyone now agrees that it's not right. I'm scheduled to drop it off on Monday for a few days.

Yeah, I pull it from nuetral into second and then into first but half the time getting it into second is as bad as getting it into first.

As for Steve #1's intructions, thank you, but that's an awful lot of dancing to do when the light turns green and there's a line of cars behind me, especially since no one else with a manualH3 apparently has to dance.

I'll let you guys know what the dealer tells me. Thanks for the insights.

HB

 

After all the Solstice/H3 comments, I had to go Google around. I found this: LINKY

I figured that there would be subtle internal differences.

I would be interested if the 2007 clutch can be retrofitted to the 2006 . . . hmmmmmmm.

 

I have never driven a stick H3 but I have heard nothing but positive comments about it.

 

Oops, Looks like I linked wrong . . . here is the text from their document:

[quote]2008 Aisin AR-5 (MA5) Car And Truck Transmission

2008 Model Year Summary

Aisin AR-5 (MA5) five-speed manual car and truck transmission

Carryover from 2007 Model Year

o Ratio For 3rd Gear Higher For Pontiac Solstice And Saturn Sky
o 1st And 3rd Gears Strengthened With Shot Peening Process
o Clutch Made Larger For Hummer H3 Application
o 2nd And 3rd Gear Synchronizers Changed To Carbon On H3 Application

FULL DESCRIPTIONS OF CARRYOVER FEATURES


RATIO FOR 3RD GEAR HIGHER FOR PONTIAC SOLSTICE AND SATURN SKY

The ratio for 3rd gear on both roadsters was made “shorter”, or higher, to allow higher engine rpm for better performance in 3rd gear and bring it closer to 2nd gear. This change is not applied to the compact pickup trucks, Chevrolet Colorado and GMC Canyon.

1ST AND 3RD GEARS STRENGTHENED WITH SHOT PEENING PROCESS

The 1st and 3rd gearsets on the Solstice and Sky, and the Hummer H3, are strengthened by a shot peening process during gear manufacturing. The increase in torque from the new high-performance 2.0L I4 turbocharged engine in the Solstice GXP and the Sky Red Line, as well as in the new 3.7L I5 in the H3 required the stronger gears.

CLUTCH MADE LARGER FOR HUMMER H3 APPLICATION

To handle the increased power and torque from the new 3.7L I5 in the Hummer H3, the clutch was increased in diameter from 265mm to 280mm.

2ND AND 3RD GEAR SYNCHRONIZERS CHANGED TO CARBON ON H3 APPLICATION

The friction material on the synchronizers for the 2nd and 3rd gear blocker rings are changed from brass to carbon, which is a more durable and heat-resistant material. This allows the transmission to handle the increased torque of the new 3.7L I5 in the H3.


LOW MAINTENANCE

The Aisin AR-5 uses Esso 75W90 for lubrication. There is no maintenance required under normal operating conditions, although fluid changes are recommended for severe duty. A GM part number service oil is available from GM dealers.

OVERVIEW

To achieve car-like standards in running noise and shift quality, the proven Aisin AR-5 was selected for the Chevrolet Colorado and GMC Canyon (GMT355) compact pickup truck line. This transmission will handle the torque output of the base and uplevel engines, which will reduce assembly and service complexity.

The design and performance targets were supplied to Aisin by GM Powertrain to make the AR-5 a state-of-the-art manual light-duty transmission. The AR-5 is currently used by Isuzu and Toyota, although the gearsets and ratios for the GM application are unique.

The Aisin AR-5 was selected as a starting point because of its characteristic low-noise levels during operation and the light shift feel and smooth gear engagement properties. The Aisin unit is used in competitive sport-utility applications, meeting car-like noise standards.

The Aisin 5-speed transmission is a conventional two-axis manual gearbox, with a through shaft and a counter shaft, spaced 82mm apart on-center. It is cast in aluminum, and weighs 107 pounds. The gear selector pattern is conventional for a five speed manual transmission, with the reverse gate on the far right side and rearward. The shift lever connects directly to the top of the transmission.

Triple-cone synchronizers are used on 1st, 2nd and 3rd gears. These synchronizers have three friction surfaces, which increase their ability to transfer the flow of torque more smoothly from one gear to another. Synchronizers act as clutches to speed up or slow down the gearsets that are being shifted to, and greater friction area results in easier shifting for the driver. All of the friction surfaces on the synchronizer rings are brass. The ratios in the 5-speed are widely spaced in the pickup truck applications for versatile performance and efficiency, and ar

 

Have the 5-speed. Not the most forgiving tranny I have ever had, but shifts well