anyone got a 6 speed auto in a swap yet??

grumpyvette

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here the new heavy duty 6 speed automatic transmissions

http://www.compperformancegroupstores.c ... gory_Code=

Type: six speed RWD / AWD, electronically controlled automatic overdrive transmission with torque converter clutch. Clutch-to-clutch architecture, with integral Electro / Hydraulic Controls Module.

Engine Range: 6.6L

Max Gearbox Torque: 885 lb.-ft.

Weight: 240 lbs.

Assembly Site: Ypsilanti, MI

Applications: Chevrolet Suburban, Chevrolet Silverado HD, GMC Yukon, GMC Sierra HD
6l90.jpg



Type: Six speed rear-wheel-drive, electronically controlled, automatic overdrive transmission with torque converter clutch. Clutch-to-clutch architecture with integral electro/hydraulic control module

Engine Range: 4.4L-6.2L
Max Gearbox Torque: 664 lb.-ft.

Weight: 225 lbs.

Assembly Site: Ypsilanti, Michigan

Applications: Cadillac STS-V, XLR-V, Escalade; Chevrolet Corvette; GMC Yukon

6l80.jpg


information confirming that the 6L80 is a "conventional" planetary gearset, torque converter equipped transmission

The 6L80 has "clutch to clutch" shifting except for the 1-2 shift. Thi.s means that only first gear has a sprag or one way clutch. I assume the intent of this is to eliminate the drag of the one way clutch. It also means more sophistication required to control the clutches

.


Here's a few excerpts from a document I found titled 09_6L80_MYC_n.doc

(Quote)
While the basic aluminum housing for 6L80 transmissions can remain identical for a wide variety of applications, including front- and rear-mounting, car and truck applications, and rear- or four-wheel-drive applications, the case extensions and bell housings can be modified for nearly any longitudinal drivetrain vehicle. The modular concept of the new Hydra-Matic 6L80 six-speed automatic centers on the desire for common components and manufacturing tooling for four different size variants of the new 6-speed family. The main case uses three main components, and those components are the same for all variants of the transmission. For the first applications of the new transmission, the 6L80-E contains three gearsets, a conventional input planetary gearset with four pinion gears. There is one compound output gearset and one simple output gearset. The compound output gearset uses three sets of pinion gear pairs, with one set of pinions meshing with the sun gear and the other set with the ring gear. This arrangement allows for optimal ratio steps with a 6.04 overall ratio spread.

There are two torque converter sizes, 258mm and 300mm. The 258mm applications use a twin-plate torque converter lockup clutch, while the 300mm applications use a single-plate torque converter lock-up clutch. Both types of clutches make use of GM’s proprietary electronic controlled capacity clutch (ECCC) technology, which uses a small, regulated amount of slip to dampen out engine pulses. This creates a smoother running drivetrain, especially during shift events.


A wide overall ratio spread of 6.04:1 allows a “steep” first gear, as well as very “tall” overdrive top gear for low-rpm highway cruising. Acceleration is maximized, as is fuel economy. Engine noise is also lower during cruising. Both fifth and sixth gears are “overdrive” gears, for example.

Gear changes from second to sixth gears are accomplished with clutch-to-clutch control, where an oncoming clutch is engaged and an “offgoing” clutch is released in a precise manner to achieve the ratio change. The first-to-second upshift, however, is a freewheeling action, where the second gear clutch engages while the first gear one-way clutch spins freely. This allows a greater degree of smoothness at lower vehicle speeds. The clutch-to-clutch shifting and single freewheeler allows significant reductions in packaging requirements and, as a result, the new six-speed is nearly identical in size to the four-speed transmission it replaces.

A wide overall ratio spread of 6.04:1 allows a “steep” first gear, as well as very “tall” overdrive top gear for low-rpm highway cruising. Acceleration is maximized, as is fuel economy. Engine noise is also lower during cruising. Both fifth and sixth gears are “overdrive” gears, for example.

Gear changes from second to sixth gears are accomplished with clutch-to-clutch control, where an oncoming clutch is engaged and an “offgoing” clutch is released in a precise manner to achieve the ratio change. The first-to-second upshift, however, is a freewheeling action, where the second gear clutch engages while the first gear one-way clutch spins freely. This allows a greater degree of smoothness at lower vehicle speeds. The clutch-to-clutch shifting and single freewheeler allows significant reductions in packaging requirements and, as a result, the new six-speed is nearly identical in size to the four-speed transmission it replaces.


The Hydra-Matic 6L80 is produced in Ypsilanti, Michigan.
(End Quote)
 
Hi,
A freind has opened up one of these trans looking for weak areas and things to improve to handle higher H/P applications.
He has asked me to see what info I could find in regards to shift control and logic

Any ideas?

Cheers Jimmy
 
NOT yet, everyone I know who has one has yet to break one!


The 6l80e is a front mounted trans. Came in the Caddy 1st and now into the SUV's.

LS9Hendrick009.jpg
 
Saw one today at Hot Rods Plus open house, '40 something Caddy Fleetwood suiced rear doors, very cool car on an Art Morrison chassis. LS3/6L60E or whatever it's called, 9" rear. Very sweet setup! :cool:
 
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