4l80e Vs 6l90e

[FREAKENHYE]

Which one is bigger then the other?

 

I want to know if the 4L80 is bigger then the 6L90 or not?

 

 

Lenght width hight, every single dimension if possible ive searched and never found it.

[jrrod2004]

2009 Hydra-Matic 6L80 (MYC)

 

2009 Model Year Summary

Hydra-Matic 6L80 six-speed automatic Car & Truck transmission

 

? New applications : Chevrolet Silverado 1500, Suburban and Avalance. GMC Sierra 1500, Yukon XL with 6.2L, 6.0L and 5.3L V8 engines. Also for 2009, the 6L80 will contribute to the fuel economy benefits in the just announced Chevrolet Silverado XFE, Tahoe XFE, and the GMC Sierra XFE, and Yukon XFE when its mated to these models.

 

? Modular design for application flexibility

 

Full descriptions of new or changed features

 

NEW APPLICATIONS:

The Hydra-Matic 6L80 six-speed automatic transmission is mated to the Vortec 6.2L, 6.0L and 5.3L V8 engines in the 2009 model year in the new applications listed above. These new applications can be equipped with a transmission-mounted transfer case to direct power to both rear and front axles.

 

MODULAR DESIGN FOR APPLICATION FLEXIBILITY

Because of the modular design of the Hydra-Matic 6L80 six-speed automatic transmission, there are different bell housings and different extensions that adapt the transmission to the front-mounted car and truck applications that can be configured with rear- and four-wheel-drive. The unique compound gearset in combination with a conventional simple gearset on the output carrier of the transmission allows both the durability necessary for the torque output of the V8 truck engines, as well as a flexible selection of gear ratios with a wide ratio spread.

 

Overview

The Hydra-Matic 6L80 is six-speed automatic transmission for rear-drive cars, designed with modular flexibility and compatibility with advanced electronic controls. It was introduced for the 2006 Model Year Cadillac STS-V high-performance rear-drive sedan, and the XLR-V and Chevrolet Corvette two-seat sport coupes and convertibles. For 2007 model year, the Hydra-Matic 6L80 was added to the new Cadillac and GMC full-size SUVs and GMC Sierra Denali Pickup. The aluminum case for all these applications is identical, however, the bell housing for each application is unique because of the engine & driveline interfaces.

 

All applications feature adaptive shift controls. Several additional features such as grade braking, Performance Algorithm Shifting, and Driver Shift Control are available on some of the applications. Performance Algorithm Shifting (PAS), which detects when the vehicles are being driven in a spirited fashion and remains in its current gear ratio even when the driver lifts a foot off the accelerator pedal. PAS monitors how assertively the driver is using engine output to determine at what engine speed to upshift or downshift. Driver Shift Control, available in the Corvette, STSs and XLRs allows the driver to shift the transmission like a clutchless manual gearbox. Electronic safeguards prevent over-revving should the wrong gear position be accidentally selected.

 

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.

 

Advances in transmission control modules allow the modules to exist reliably inside the transmission, where temperatures remain fairly constant compared to a body-mounted module. The transmission and module are assembled together, so no additional steps are necessary during vehicle assembly.

 

The 32-bit transmission control module (TCM) monitors transmission performance and compensates for normal wear in components such as clutch plates, so transmission performance remains consistent for the life of the transmission. The control module also “tests” the components of the transmission following assembly to optimize the interaction of the components. The module is compatible with future global applications.

 

DEXRON® VI premium fluid validated to improve durability and shift stability

A new transmission fluid, DEXRON® VI, was developed to have a more consistent viscosity profile; a more consistent shift performance in extreme conditions; and less degradation over time. Internal GM tests have demonstrated DEXRON® VI delivers more than twice the durability and stability in friction tests compared to existing fluids. The DEXRON® VI fluid was designed specifically and validated for the new family of GM six-speed automatic transmissions.

 

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.

 

For the Hummer H2 and SUT, the 6L80 is mated to the BorgWarner 4484 transfer case, which was developed with GM Powertrain for the extreme capability requirements of the Hummer H2. This transfer case features a full time, lockable planetary differential, with low range. Traction control and wheel slip monitoring are performed by the stability and anti-lock braking systems.

 

Low maintenance

For severe use, DEXRON® VI fluid changes are the only maintenance recommended. For normal use there is no fluid change scheduled.

 

The Hydra-Matic 6L80 is produced in Ypsilanti, Michigan.

 

 

 

 

 

 

 

 

 

 

 

 

 

Had some questions about the basic specs on the new 6spd auto, here's some answers.

 

The Hydra-matic 6-Speed RWD is a fully automatic, six-speed, rear-wheel drive, electronic-controlled transmission. It consists primarily of a four-element torque converter, an integral fluid pump and converter housing, a single and double planetary gear set, friction and mechanical clutch assemblies, and a hydraulic pressurization and control system.

 

The transmission is equipped with DSC(Driver Shift Control) which is a "manual" mode, and utilizes rocker switches on the steering the driver may select upshifts or downshifts An upshift is requested by pushing either + button. A downshift is requested by pulling either + button rearward toward the driver.

 

RPO Codes

MYC

 

Production Location

Ypsilanti, Michigan (USA)

 

Transmission Drive

Rear Wheel Drive

 

1st Gear Ratio

4.027

 

2nd Gear Ratio

2.364

 

3rd Gear Ratio

1.532

 

4th Gear Ratio

1.152

 

5th Gear Ratio

0.852

 

6th Gear Ratio

0.667

 

Reverse

3.064

 

Diameter of Torque Converter Turbine

258/300 mm

 

Pressure Taps

Line Pressure

 

Transmission Fluid Type

Dexron VI

 

Transmission Fluid Capacity

9.54 L (10.08 qt) - 6CDA

 

9.71 L (10.27 qt) - 6CZA

 

11.92 L (12.60 qt) - 6CYA

 

Transmission Type: 6

Six Forward Gears

 

Transmission Type: L

Longitude Mount

 

Transmission Type: 80

Product Series

 

Position Quadrant

P, R, N, D, S (some models)

 

Case Material

Die Cast Aluminum

 

Transmission Net Weight

95.1 kg (209.7 lb) - 6CDA

 

96.7 kg (213.2 lb) - 6CZA

 

103.7 kg (228.6 lb) - 6CYA

 

Maximum Trailer Towing Capacity

N/A

 

 

 

 

 

 

 

 

 

 

 

 

 

2008 Hydra-Matic 6L80 Transmission ( MYC ) 52206

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

 

Maximum engine power: 469 bhp ( 349 kW )

Maximum engine torque: 439 lb-ft ( 595 Nm )

Maximum gearbox torque: 664 lb-ft ( 900 Nm )

 

Gear ratios: MYC

First: 4.03

Second: 2.36

Third: 1.53

Fourth: 1.15

Fifth: 0.85

Sixth: 0.67

Reverse: -3.06

 

Maximum shift speed 6500 rpm

 

Maximum Validated Weights: ( Target )

GVW: 8600 lb ( 3901 kg ), GCVW: 14000 lb ( 6350 kg )

 

7-position quadrant: P, R, N, D, X, X, X ( X = available calibratable range position )

 

Case description: 3-piece ( Bell, main, extension )

Case material: die cast aluminum

Shift pattern: (2) Three-way on/off solenoids

Shift quality: Five variable bleed solenoid

 

Torque converter clutch: Variable Bleed Solenoid ECCC

Converter size: 300mm ( reference )

F

luid type: DEXRON? VI

Fluid capacity: w/ 258 & 300mm converter 258mm: 9.7L ( 8.22kg ), 300mm: 11.9L ( 10.1kg )

Transmission weight: w/ 258 & 300mm converter

258mm: Wet: 94-96kg ( 207-211lb )

300mm: Wet: 102-104kg ( 225-229lb )

 

Pressure taps available: line pressure

Assembly Site: GMPT Ypsilanti, MI

 

Applications: Chevrolet Corvette

Cadillac XLR

Cadillac XLRV

Cadillac STSV

Chevrolet Silverado

GMC Sierra Denali

GMC Yukon Denali

GMC Yukon Denali XL

Cadillac Escalade

Cadillac Escalade ESV

Cadillac Escalade EXT

H2

H2 SUT

H2 Alpha

 

Available Control Features:

Multiple Shift Patterns ( Selectable or Adaptive )

Driver Shift Control ( Tap Up / Tap Down )

Enhanced Performance Algorithm Shifting ( PAS II )

Next Generation Tow / Haul Mode

Engine Torque Management On All Shifts

Altitude and Temperature Compensation

Adaptive Shift Time

Neutral Idle

Reverse Lockout

Automatic Grade Braking

 

Additional Features:

Oil Life Monitor

OBDII / EOBD

Integral Electro/Hydraulic Controls Module ( Tehcm )

Control Interface Protocol - GMLAN

[jrrod2004]

and:

 

 

 

 

 

 

 

 

GM POWERTRAIN LAUNCHES NEW HYDRA-MATIC SIX-SPEED AUTOMATIC TRANSMISSION

 

* New six-speed rear-wheel-drive (RWD) transmissions designed from clean sheet as Hydra-Matic’s first-ever modular transmission family

* Four-variant lineup applicable to RWD or AWD/4WD cars and trucks; torque capacity from 258 lb.-ft. to 520 lb.-ft. (350 Nm to 705 Nm) with flexibility for future growth

* First production variant: 6L80 for Cadillac STS-V

* Designed for global use, manufactured in North America and Europe

* Modular architecture and agile manufacturing enable highly flexible production environment

 

DETROIT – GM Powertrain unveils an all-new family of Hydra-Matic rear-wheel-drive (RWD) six-speed automatic transmissions designed to deliver new levels of performance and efficiency for GM products throughout the world.

 

The new six-speed automatic transmission family is comprised of four distinct variants developed and built to advance Hydra-Matic’s 65-year tradition of building world-class automatic transmissions. Introduction of this new transmission family marks the beginning of a GM initiative to produce nearly 1 million six-speed automatic transmissions annually by 2008.

 

“This is the first GM Powertrain transmission designed as a family,” said Jeffrey K. Baran, chief engineer, six-speed RWD transmission family. “That means we can incorporate the best technologies for a wide ‘bandwidth’ of current and future vehicle applications. The new, modular architecture was critical in ensuring the exceptional performance and manufacturing targets we set – it provides outstanding development and manufacturing flexibility.”

 

Engineering of Hydra-Matic’s new six-speed RWD transmission was a genuinely global effort. GM Powertrain leveraged the expertise of transmission specialists from its U.S. , GM Europe and Allison engineering units. “We used knowledge and experience from the entire GM Powertrain network to engineer this transmission,” said Baran.

 

The new six-speed automatic incorporates the most advanced technology Hydra-Matic has ever packed into an automatic transmission. The modular design, meanwhile, facilitates application across a broad range of vehicle architectures – from RWD cars to four- and all-wheel-drive pickups, SUVs and crossover vehicles. Modular construction also enables an easy plug-and-play approach to delivering features and hardware for specific vehicles.

 

“This transmission architecture was designed to satisfy a large matrix of attributes for current and future vehicle programs,” he added. “It’s the first GM transmission ever designed in this way.”

 

Modular strategy enables flexible technology, manufacturing

 

Engineering the all-new Hydra-Matic six-speed transmission with a modular architecture enabled engineers and designers to design a transmission that is easily adapted to a wide range of vehicles. Equally important, the new six-speed automatic’s modular design means any of the four primary variants can be manufactured in the same assembly plant.

 

“We spent a lot of time engineering at the architecture level,” said Kavoos Kaveh, assistant chief engineer. That thinking led to a “systems engineering” approach that results in just three main pieces to comprise the entire outer “case” of any variant of the new six-speed automatic. Thanks to this engineered-in modularity, the difference in length between the largest and smallest of Hydra-Matic’s newest transmissions is less than 50 mm.

 

Additionally, the “locators” used throughout the manufacture and assembly of the bellhousings and main cases are common to all variants, greatly simplifying the task of building different variants on the same production line.

 

This manufacturing flexibility generates marked cost savings, but there’s another important benefit: The assembly plant can quickly and efficiently move from producing one variant to another. This gives the transmission assembly plant unprecedented flexibility to respond to rapidly changing market conditions – an advantage unavailable to plants building non-modular automatic transmissions.

 

According to Dennis Provenzano, program manager, the new transmission design is so flexible that different variants theoretically could run sequentially down the same assembly line. He adds that the new six-speed automatic’s manufacturing plan dovetails completely with GM’s Global Manufacturing System strategy to implement a common manufacturing process and procedure at every worldwide GM assembly plant.

 

It all means the new six-speed RWD automatic will maintain Hydra-Matic’s reputation for world-class refinement and durability while continuing GM Powertrain’s ongoing initiative to produce durable and reliable engines and transmissions.

 

Built-in flexibility enables advanced technology, too

 

The modular architecture of the all-new Hydra-Matic six-speed automatic generates benefits beyond the manufacturing site. The design enabled engineers to develop one of the most sophisticated automatic transmissions GM Powertrain has ever built.

 

Several features make the new six-speed automatic an important design milestone in Hydra-Matic’s 65-year history of automatic transmissions:

 

* Truly modular design: as many as 47 percent of all components are common to all variants;

* Just four distinct output and input gearsets are needed for all variants;

* Innovative clutch-to-clutch operation reduces the number of torque-handling components while simultaneously improving shift quality and overall refinement;

* Wide 6.04:1 overall ratio enhances performance, fuel economy;

* The sophisticated transmission control module was engineered to incorporate all electro-hydraulic components, as well as the transmission controller. The 32-bit transmission controller is common to all variants and is located entirely within the transmission housing;

* GM Powertrain’s advanced, model-based controls strategy is developed and validated completely in-house – not outsourced to suppliers as many competitors do – and leverages extensive experience GM engineers have gleaned from development of all Hydra-Matic transmission-control software;

* Ability to easily incorporate advanced performance features such as Driver Shift Control (sequential manual shifting), Advanced Performance Algorithm Shifting (PAS) and grade braking; and

* Durability testing under rigorous performance car and truck duty cycles.

 

Because the new six-speed automatic’s design incorporates a high degree of commonality, it allows greater flexibility in specifying the torque-carrying components specific to each individual transmission in the family. The result is that the transmission will be used in as many as 25 vehicle models by 2007.

 

Meanwhile, the generous 6.04:1 overall ratio enables a “steep” first-gear ratio that helps deliver strong launch acceleration, yet also provides for “tall” overdrive ratios that decrease engine rpm to enhance fuel economy and reduce noise when cruising. GM engineers estimate the wide ratio spread will help cut 0-60 mph times by as much as 7 percent when compared to current four- and five-speed automatics.

 

The new Hydra-Matic six-speed automatic transmission is GM Powertrain’s first automatic-transmission architecture to employ an internal controller; the unit is located entirely within the transmission and operates while bathed in transmission fluid. Locating the controller internally facilitates the modular design and assembly strategy while shielding the unit from the outside environment.

 

Meanwhile, GM’s proprietary model-based controls strategy reaches a greater level of sophistication in the new six-speed RWD transmission family. The 32-bit system incorporates three levels of “learning” that actually allow the components to adapt to one another.

 

Although it is not uncommon to have a transmission-control module that adapts to the specific transmission with which it is mated, and to also have programming that optimizes transmission performance characteristics according to a variety of vehicle inputs, the new Hydra-Matic six-speed automatic adds another level of adaptability. Certain components within the seven major subsystems that make up the transmission also “learn” from one another – via the controller software – in a unique form of self-adaptation that maximizes the interface of all the networked components. This procedure takes place as the transmission “tests” itself and the interaction of its internal components before it is shipped from the assembly plant.

 

Hydra-Matic six-speed automatic fast facts:

 

* First GM Powertrain automatic transmission designed from the onset as a modular architecture

* Four distinct variants launched in 25 vehicle models by 2007

* Applicable to RWD, 4WD and AWD powertrain layouts

* Torque capacity from 258 lb.-ft. to 520 lb.-ft.

* Shift speeds up to 7000 rpm

* 32-bit intelligent controller

* Designed and engineered by GM Powertrain experts in North America and Europe

* Built in GM Powertrain assembly plants in Ypsilanti , Mich. , and Strasbourg , France

* First vehicle application: 2006 Cadillac STS-V

 

# # #

 

Contact:

Nick Richards

GM Powertain Communications

Phone: 248-857-0163

Fax: 248-857-0045

Email: [email protected]

[zxcv]

..... what he said.

[Outbacker]

Good thing you didn't ask for the long version.

[FREAKENHYE]

M. Cueva thanks for the info i needed that also, but still dont know if the 4L80E is bigger or smaller then the 6L90E.

[jrrod2004]

M. Cueva thanks for the info i needed that also, but still dont know if the 4L80E is bigger or smaller then the 6L90E.

 

whoops, let me see if I can track that down....

[MS3DALE]

Mike,Could you repeat that

[jrrod2004]

This is the best that I could find:

 

 

6L80.pdf

6L80.pdf

6L80.pdf

6L80.pdf

[jrrod2004]

That is as far as I could get. From the looks of reading the available information and reading other technical documents, the 6L80/6L90 is very similar in physical dimension as the 4L60/4L70/4L80. The output shaft appears to be 2-4 inches longer (depending on the application) and it appears to be an 1 'taller; overall...