ERT has been researching the possibility of a 5 speed transmission conversion for quite some time now. The swap is not as simple as most for a few reasons. Mainly the crank position sensor system used on the 6G73 in the Avenger / Sebring vehicles. The following information is a result of our research and we are very close to overcoming this obstacle.
The PCM’s basic timing inputs come from two sources: a crankshaft position sensor mounted on the transaxle housing, and a camshaft position sensor mounted on the left cylinder head. A series of timing slots cut in the flywheel tell the crank sensor when each cylinder is at top dead center (TDC), while slots in the camshaft sprocket allow the cam sensor to keep tabs on valve timing and the firing order. The PCM uses the crank sensor’s input to monitor engine rpm and piston position. Input from the cam sensor is used for ignition timing and triggering the fuel injectors.
On the flywheel, there are three sets of slots. Two sets contain four slots and one set contains five slots, for a total of 13 slots. Basic timing is set by the position of the last slot in each group. Once the PCM senses the last slot, it knows which piston will be approaching TDC next - but it can’t establish the firing order until it looks at the input from the cam sensor.
The number of slots in the left camshaft sprocket don’t correspond directly to the cylinder. There’s no slot for cylinder 1, one slot for cylinders 2 and 5, two slots for cylinders 3 and 6, and three slots for cylinder 4.
The crankshaft position sensor and camshaft position sensors are both Hall effect sensors that generate an on-off square wave signal. The actual voltage output should vary from less than 0.3 volts up to 5.0 volts. Voltage peaks as each notch passes by the sensor.
The 6G72 3.0 engines use a fairly common and basic system. They use a 3 toothed weel with blades at every 120 degrees of rotation, this is standard for 6 cyl engines. The blade passes through the hall effect sensor and trips the sensor to 0.3v and on the "notch" triggers a 5v pulse.
This is if you have a V6 auto, and just want to smack-up a manual
transmission
to the 2.5 V6. Not going to work, really.
You will need the ECU from a A mitsibishi V6 car, manual transmission from that car, and probably the engine. You can swap out the 2.5 with the 3.0 with no real problems. If you have a 2.5 V6 and want to swap it with the 3.0, you can use all your existing wiring, staying with the Automatic.
If you want the MANUAL, you need the ECU (ECM), and a wiring schematic so you can cut and splice wires for the ECU you are replacing. If course, all the pedals and stuff for the manual transmission. You can probably get rid of your Trans Control Module as well. Doing the 2.5 auto to 3.0 Manual swap out is easier then fussing with your existing 2.5 to make it a Manual.
The 2.5 to 3.0 AUTO has already been done, so there is no problem there. Making it a Manual is more extensive, but easier with the entire drivetrain and electronics from a manual V6 car. So when your 2.5 blows out, and you want to keep the Avenger, and have some cash, you can do it.