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From the GM Media Site
2007 F40 (MU9)
2007 Model Year Summary
General Motors Powertrain-Europe F40 six-speed manual car transaxle
New Detent System For Quicker And Easier Shifting
Gear Ratio Changes For Quicker Acceleration
FULL DESCRIPTIONS OF NEW OR CHANGED FEATURES
NEW DETENT SYSTEM FOR QUICKER AND EASIER SHIFTING
The addition of a ball-and-spring-type detent on the shift sleeve and detents on the shift rail assists the driver in shifting quicker. The detent raises the force required to move the shift lever which prevents excess movement of the shifter by the driver, and reduces the chance of double bump. Tension between the shift sleeve and the shift rail also prevents the sleeve from vibrating while in gear.
GEAR RATIO CHANGES FOR QUICKER ACCELERATION
To adapt the F40 to North American applications and maximize performance, 3rd through 6th gears have been changed to higher-ratio gears. The ratio for 3rd gear is now 1.37:1, and the ratio for 4th gear is no longer an overdrive, with a new ratio of 1.05:1. The 5th gear ratio is 0.85:1 and the 6th gear ratio is 0.71:1.
LOW MAINTENANCE
The MT2/MU9 uses a Castrol Burmah (BOT 0063) manual transmission fluid, and is validated as "fill-for-life". No maintenance is required for normal operation.
OVERVIEW
Originally a design developed for Fiat, Opel and Saab applications, the F40 (MT2) is a GM Powertrain - Europe six-speed manual transaxle built in Russelsheim, Germany. Its first use in a North American application was the Pontiac G6 for the 2006 model year. It is also used in some Saab 9-3 and 9-5 models.
It is a three-axis design, with first, second, fifth, and sixth gears on an output shaft behind and below the input shaft, and third and fourth gears are on an output shaft in front of and above the input shaft. Both output shaft pinions drive a helical gear with a conventional differential. The clutch is mounted on a dual-mass flywheel to dampen vibrations on whichever output shaft is idle depending upon which gear is selected.
The F40 is cast in aluminum, and weighs 124 pounds (see specs). It has been certified for up to 400 Nm of engine torque.
Triple-cone synchronizers are used on 1st and 2nd 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. The 3rd, 4th, and reverse synchronizers are double-cone, while the 5th and 6th gear synchronizers are single-cone. All of the friction surfaces on the synchronizer rings are sintered bronze. The ratios in the 6-speed are widely spaced for versatile performance and efficiency.
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