GM 6L transmission

Motor vehicle automatic transmission models

Motor vehicle

6L 45 · 6L 50 · 6L 80 · 6L 90
A Hydra-Matic 6L80 transmission at the Ypsilanti Automotive Heritage Museum
Overview
Manufacturer	General Motors
Production	2005–present
Body and chassis
Class	6-Speed Longitudinal Automatic Transmission
Related	Aisin AWTF-80 SC Ford 6R ZF 6HP
Chronology
Predecessor	4L60-E · 4L65-E 5L40-E · 5L50
Successor	8L 45 · 8L 90

The 6L 50 (and similar 6L 45) is a 6-speed longitudinally-mounted automatic transmission produced by General Motors. It is very similar in design to the larger GM 6L 80 and 6L 90, and is produced at GM Powertrain plants in Toledo, Ohio; Silao, Guanajuato, Mexico; and by the independent Punch Powerglide company in Strasbourg, France.

This transmission features clutch to clutch shifting, eliminating the bands used on older transmission designs. The 6L 50 debuted for the 2007 model year on the V8-powered versions of the Cadillac STS sedan and Cadillac SRX crossover, and replaces the 5L40-E and 5L50 in GM's lineup. The 6L 45 version is used in certain BMW vehicles and the Cadillac ATS, as part of either rear-wheel drive and all-wheel drive powertrains.

The 6L 80 (and similar 6L 90) is a 6-speed automatic transmission built by General Motors at its Willow Run Transmission plant in Ypsilanti, MI. It was introduced in late 2005, and is very similar in design to the smaller 6L 45 and 6L 50, produced at GM Powertrain in Strasbourg, France.

It features clutch to clutch shifting, eliminating the one-way clutches used on older transmission designs. In February 2006 GM announced that it would invest 500ドル million to expand the Toledo Transmission plant in Toledo, Ohio to produce the 6L 80 in 2008. 6L 80 and 6L 90 are adaptable to rear-wheel drive and all-wheel drive applications.

Gear Ratios^[a]
Gear Model	R	1	2	3	4	5	6	Total Span	Span Center	Avg. Step	Compo- nents
6L 45 · 6L 50	−3.200	4.065	2.371	1.551	1.157	0.853	0.674	6.035	1.655	1.433	3 Gearsets 2 Brakes 3 Clutches
6L 80 · 6L 90	−3.064	4.027	2.364	1.532	1.152	0.852	0.667	6.040	1.638	1.433

ZF 6HP All · 2000^[b]	−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	1.698	1.433
^ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage ^ first transmission to use the Lepelletier 6-speed gearset concept

Specifications

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Technical Data

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Features
6L 45 · MYA 6L 50 · MYB	6L 80 · MYC 6L 90 · MYD
Input Capacity
Maximum engine power	315 bhp (235 kW)	555 bhp (414 kW)
Maximum gearbox torque	450 N⋅m (332 lb⋅ft) 480 N⋅m (354 lb⋅ft)	800 N⋅m (590 lb⋅ft) 1,200 N⋅m (885 lb⋅ft)
Maximum shift speed	7,000/min	6,200/min
Vehicle
Maximum Validated Weight Gross Vehicle Weight · GVW	5,000 lb (2,270 kg) 6,610 lb (3,000 kg)	15,000 lb (6,800 kg)
Maximum Validated Weight Gross Curb Vehicle Weight · GCVW	12,500 lb (5,670 kg)	21,000 lb (9,530 kg)
Gearbox
7-position quadrant	P · R · N · D · X · X · X^[a]
Case material	Die cast aluminum
Shift pattern (2)	3-way on/off solenoids
Shift quality	5 variable bleed solenoid
Torque converter clutch	Variable Bleed Solenoid ECCC
Converter size	240 mm (9.45 in)	258 mm (10.16 in)
Fluid type	DEXRON VI
Fluid capacity	9.1 kg with 258 & 300 mm
Available Control Features
Shift Patterns	Multiple (Selectable)
Driver Shift Control	Tap Up · Tap Down
Shifting	Enhanced Performance Algorithm Shifting (PAS)
Additional Modes	Tow & Haul Mode (Selectable)
Engine Torque Management	On All Shifts
Shift Control	Altitude & Temperature Compensation Adaptive Shift Time Neutral Idle Reverse Lockout Automatic Grade Braking
Additional Features
Control	OBDII · EOBD Integral Electro/Hydraulic Controls Module (Tehcm) Control Interface Protocol – GMLAN The transmission control module (TCM) is built into the solenoid pack/housing
Assembly sites	GMPT^[b] Strasbourg · France GMPT^[b] Toledo · Ohio · USA GMPT^[b] Silao · Mexico
^ X: available calibratable range position ^ ^a ^b ^c General Motors Powertrain

Progress Gearset Concept

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Main Objectives

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The main objective in replacing the predecessor model was to improve vehicle fuel economy with extra speeds and a wider gear span to allow the engine speed level to be lowered (downspeeding). The layout brings the ability to shift in a non-sequential manner – going from gear 6 to gear 2 in extreme situations simply by changing one shift element (actuating clutch E and releasing brake A).

Extent

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In order to increase the number of ratios, ZF has abandoned the conventional design method of limiting themselves to pure in-line epicyclic gearing and extended it to a combination with parallel epicyclic gearing. This was only possible thanks to computer-aided design and has resulted in a globally patent for this gearset concept. The 6L is based on the 6HP from ZF, which was the first transmission designed according to this new paradigm. After gaining additional gear ratios only with additional components, this time the number of components has to decrease while the number of ratios still increase. The progress is reflected in a much better ratio of the number of gears to the number of components used compared to existing layouts.

Innovation Strength Analysis
With Asessment	Output: Gear Ratios	Innovation Elasticity ^[a] Δ Output : Δ Input	Input: Main Components
With Asessment	Output: Gear Ratios	Innovation Elasticity ^[a] Δ Output : Δ Input	Total	Gearsets	Brakes	Clutches
6L Ref. Object	$n_{O1}$ {\displaystyle n_{O1}} $n_{O2}$ {\displaystyle n_{O2}}	Topic^[a]	$n_{I}=n_{G}+$ {\displaystyle n_{I}=n_{G}+} $n_{B}+n_{C}$ {\displaystyle n_{B}+n_{C}}	$n_{G1}$ {\displaystyle n_{G1}} $n_{G2}$ {\displaystyle n_{G2}}	$n_{B1}$ {\displaystyle n_{B1}} $n_{B2}$ {\displaystyle n_{B2}}	$n_{C1}$ {\displaystyle n_{C1}} $n_{C2}$ {\displaystyle n_{C2}}
Δ Number	$n_{O1}-n_{O2}$ {\displaystyle n_{O1}-n_{O2}}	Topic^[a]	$n_{I1}-n_{I2}$ {\displaystyle n_{I1}-n_{I2}}	$n_{G1}-n_{G2}$ {\displaystyle n_{G1}-n_{G2}}	$n_{B1}-n_{B2}$ {\displaystyle n_{B1}-n_{B2}}	$n_{C1}-n_{C2}$ {\displaystyle n_{C1}-n_{C2}}
Relative Δ	Δ Output ${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$ {\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}	${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ {\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}} $={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$ {\displaystyle ={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}· ${\tfrac {n_{I2}}{n_{I1}-n_{I2}}}$ {\displaystyle {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}}	Δ Input ${\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ {\displaystyle {\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}	${\tfrac {n_{G1}-n_{G2}}{n_{G2}}}$ {\displaystyle {\tfrac {n_{G1}-n_{G2}}{n_{G2}}}}	${\tfrac {n_{B1}-n_{B2}}{n_{B2}}}$ {\displaystyle {\tfrac {n_{B1}-n_{B2}}{n_{B2}}}}	${\tfrac {n_{C1}-n_{C2}}{n_{C2}}}$ {\displaystyle {\tfrac {n_{C1}-n_{C2}}{n_{C2}}}}
6L 5L40-E ^[b]	6^[c] 5^[c]	Progress^[a]	8 9	3^[d] 3	2 3	3 3
Δ Number	1	Progress^[a]	-1	0	-1	0
Relative Δ	0.200 ${\tfrac {1}{5}}$ {\displaystyle {\tfrac {1}{5}}}	−1.800^[a] ${\tfrac {1}{5}}:{\tfrac {-1}{9}}={\tfrac {1}{5}}$ {\displaystyle {\tfrac {1}{5}}:{\tfrac {-1}{9}}={\tfrac {1}{5}}}· ${\tfrac {-9}{1}}={\tfrac {-9}{5}}$ {\displaystyle {\tfrac {-9}{1}}={\tfrac {-9}{5}}}	−0.111 ${\tfrac {-1}{9}}$ {\displaystyle {\tfrac {-1}{9}}}	0.000 ${\tfrac {0}{3}}$ {\displaystyle {\tfrac {0}{3}}}	−0.333 ${\tfrac {-1}{3}}$ {\displaystyle {\tfrac {-1}{3}}}	0.000 ${\tfrac {0}{3}}$ {\displaystyle {\tfrac {0}{3}}}
6L 3-Speed^[e]	6^[c] 3^[c]	Market Position^[a]	8 7	3^[d] 2	2 3	3 2
Δ Number	3	Market Position^[a]	1	1	-1	1
Relative Δ	1.000 ${\tfrac {1}{1}}$ {\displaystyle {\tfrac {1}{1}}}	7.000^[a] ${\tfrac {1}{1}}:{\tfrac {1}{7}}={\tfrac {1}{1}}$ {\displaystyle {\tfrac {1}{1}}:{\tfrac {1}{7}}={\tfrac {1}{1}}}· ${\tfrac {7}{1}}={\tfrac {7}{1}}$ {\displaystyle {\tfrac {7}{1}}={\tfrac {7}{1}}}	0.143 ${\tfrac {1}{7}}$ {\displaystyle {\tfrac {1}{7}}}	0.500 ${\tfrac {1}{2}}$ {\displaystyle {\tfrac {1}{2}}}	−0.333 ${\tfrac {-1}{3}}$ {\displaystyle {\tfrac {-1}{3}}}	0.500 ${\tfrac {1}{2}}$ {\displaystyle {\tfrac {1}{2}}}
^ ^a ^b ^c ^d ^e ^f Innovation Elasticity Classifies Progress And Market Position Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation negative, if the output increases and the input decreases, is perfect 2 or above is good 1 or above is acceptable (red) below this is unsatisfactory (bold) ^ Direct Predecessor To reflect the progress of the specific model change ^ ^a ^b ^c ^d plus 1 reverse gear ^ ^a ^b of which 2 gearsets are combined as a compound Ravigneaux gearset ^ Reference Standard (Benchmark) 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs All transmission variants consist of 7 main components Typical examples are Turbo-Hydramatic from GM Cruise-O-Matic from Ford TorqueFlite from Chrysler Detroit Gear from BorgWarner for Studebaker BW-35 from BorgWarner and as T35 from Aisin 3N 71 from Nissan/Jatco 3 HP from ZF Friedrichshafen W3A 040 and W3B 050 from Mercedes-Benz

Quality Gearset Concept

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The ratios of the 6 gears are nicely evenly distributed in all versions. Exceptions are the large step from 1st to 2nd gear and the almost geometric steps from 3rd to 4th to 5th gear. They cannot be eliminated without affecting all other gears. As the large step is shifted due to the large span to a lower speed range than with conventional gearboxes, it is less significant. As the gear steps are smaller overall due to the additional gear(s), the geometric gear steps are still smaller than the corresponding gear steps of conventional gearboxes. Overall, therefore, the weaknesses are not overly significant. As the selected gearset concept saves up to 2 components compared to 5-speed transmissions, the advantages clearly outweigh the disadvantages.

It has a torque converter lock-up for all 6 forward gears, which can be fully disengage when stationary, largely closing the fuel efficiency gap between vehicles with automatic and manual transmissions.

In a Lepelletier gearset,^[1] a conventional planetary gearset and a composite Ravigneaux gearset are combined to reduce both the size and weight as well as the manufacturing costs. Like all transmissions realized with Lepelletier transmissions, the 6L also dispenses with the use of the direct gear ratio and is thus one of the very few automatic transmission concepts without such a ratio.

Gear Ratios
With Assessment^[a]^[b]		Planetary Gearset: Teeth^[c] Lepelletier Gear Mechanism			Count	Total^[d] Center^[e]	Avg.^[f]
With Assessment^[a]^[b]		Simple	Ravigneaux		Count	Total^[d] Center^[e]	Avg.^[f]
Model Type	Version First Delivery	S₁^[g] R₁^[h]	S₂^[i] R₂^[j]	S₃^[k] R₃^[l]	Brakes Clutches	Ratio Span	Gear Step^[m]
Gear Ratio	R ${i_{R}}$ {\displaystyle {i_{R}}}	1 ${i_{1}}$ {\displaystyle {i_{1}}}	2 ${i_{2}}$ {\displaystyle {i_{2}}}	3 ${i_{3}}$ {\displaystyle {i_{3}}}	4 ${i_{4}}$ {\displaystyle {i_{4}}}	5 ${i_{5}}$ {\displaystyle {i_{5}}}	6 ${i_{6}}$ {\displaystyle {i_{6}}}
Step^[m]	$-{\tfrac {i_{R}}{i_{1}}}$ {\displaystyle -{\tfrac {i_{R}}{i_{1}}}}^[n]	${\tfrac {i_{1}}{i_{1}}}$ {\displaystyle {\tfrac {i_{1}}{i_{1}}}}	${\tfrac {i_{1}}{i_{2}}}$ {\displaystyle {\tfrac {i_{1}}{i_{2}}}}^[o]	${\tfrac {i_{2}}{i_{3}}}$ {\displaystyle {\tfrac {i_{2}}{i_{3}}}}	${\tfrac {i_{3}}{i_{4}}}$ {\displaystyle {\tfrac {i_{3}}{i_{4}}}}	${\tfrac {i_{4}}{i_{5}}}$ {\displaystyle {\tfrac {i_{4}}{i_{5}}}}	${\tfrac {i_{5}}{i_{6}}}$ {\displaystyle {\tfrac {i_{5}}{i_{6}}}}
Δ Step^[p]^[q]	${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$ {\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$ {\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$ {\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}}	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$ {\displaystyle {\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}}
Shaft Speed	${\tfrac {i_{1}}{i_{R}}}$ {\displaystyle {\tfrac {i_{1}}{i_{R}}}}	${\tfrac {i_{1}}{i_{1}}}$ {\displaystyle {\tfrac {i_{1}}{i_{1}}}}	${\tfrac {i_{1}}{i_{2}}}$ {\displaystyle {\tfrac {i_{1}}{i_{2}}}}	${\tfrac {i_{1}}{i_{3}}}$ {\displaystyle {\tfrac {i_{1}}{i_{3}}}}	${\tfrac {i_{1}}{i_{4}}}$ {\displaystyle {\tfrac {i_{1}}{i_{4}}}}	${\tfrac {i_{1}}{i_{5}}}$ {\displaystyle {\tfrac {i_{1}}{i_{5}}}}	${\tfrac {i_{1}}{i_{6}}}$ {\displaystyle {\tfrac {i_{1}}{i_{6}}}}
Δ Shaft Speed^[r]	$0-{\tfrac {i_{1}}{i_{R}}}$ {\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}	${\tfrac {i_{1}}{i_{1}}}-0$ {\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$ {\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$ {\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$ {\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$ {\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}}	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$ {\displaystyle {\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}}
6L 45 · MYA 6L 50 · MYB	500 N⋅m (369 lb⋅ft) 2005	49 89	37 47	47 97	2 3	6.0346 1.6548	1.4326^[m]
Gear Ratio	−3.2001^[n] $-{\tfrac {13,386}{4,183}}$ {\displaystyle -{\tfrac {13,386}{4,183}}}	4.0650 ${\tfrac {13,386}{3,293}}$ {\displaystyle {\tfrac {13,386}{3,293}}}	2.3712^[o]^[q] ${\tfrac {15,617}{63586}}$ {\displaystyle {\tfrac {15,617}{63586}}}	1.5506 ${\tfrac {138}{89}}$ {\displaystyle {\tfrac {138}{89}}}	1.1567^[q]^[r] ${\tfrac {13,386}{11,573}}$ {\displaystyle {\tfrac {13,386}{11,573}}}	0.8532 ${\tfrac {13,386}{15,689}}$ {\displaystyle {\tfrac {13,386}{15,689}}}	0.6736 ${\tfrac {97}{144}}$ {\displaystyle {\tfrac {97}{144}}}
Step	0.7872^[n]	1.0000	1.7143^[o]	1.5293	1.3406	1.3557	1.2662
Step 2^[p]	1.1210^[q]	1.1408	0.9889^[q]	1.0703
Speed	-1.2703	1.0000	1.7143	2.6216	3.5144	4.7643	6.0346
Δ Speed	1.2703	1.0000	0.7143	0.9073	0.8928^[r]	1.2499	1.2703
6L 80 · MYC 6L 90 · MYD	800 N⋅m (590 lb⋅ft) 1,200 N⋅m (885 lb⋅ft) 2005 (all)	50 94	35 46	46 92	2 3	6.0401 1.6384	1.4329^[m]
Gear Ratio	−3.0638^[n] $-{\tfrac {144}{47}}$ {\displaystyle -{\tfrac {144}{47}}}	4.0267 ${\tfrac {6,624}{1,645}}$ {\displaystyle {\tfrac {6,624}{1,645}}}	2.3635^[o]^[q] ${\tfrac {3,888}{1,645}}$ {\displaystyle {\tfrac {3,888}{1,645}}}	1.5319 ${\tfrac {72}{47}}$ {\displaystyle {\tfrac {72}{47}}}	1.1522^[q]^[r] ${\tfrac {6,624}{5,749}}$ {\displaystyle {\tfrac {6,624}{5,749}}}	0.8521 ${\tfrac {144}{169}}$ {\displaystyle {\tfrac {144}{169}}}	0.6667 ${\tfrac {2}{3}}$ {\displaystyle {\tfrac {2}{3}}}
Step	0.7609^[n]	1.0000	1.7037^[o]	1.5429	1.3296	1.3522	1.2781
Step 2^[p]	1.1043^[q]	1.1604	0.9832^[q]	1.0580
Speed	-1.3143	1.0000	1.7037	2.6286	3.4948	4.7258	6.0401
Δ Speed	1.3143	1.0000	0.7037	0.9249	0.8662^[r]	1.2310	1.3143
ZF 6HP	All^[b] · 2000^[s]	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327^[m]
Gear Ratio	−3.4025^[n] $-{\tfrac {4,590}{1,349}}$ {\displaystyle -{\tfrac {4,590}{1,349}}}	4.1708 ${\tfrac {9,180}{2,201}}$ {\displaystyle {\tfrac {9,180}{2,201}}}	2.3397^[o] ${\tfrac {211,140}{90,241}}$ {\displaystyle {\tfrac {211,140}{90,241}}}	1.5211 ${\tfrac {108}{71}}$ {\displaystyle {\tfrac {108}{71}}}	1.1428^[q]^[r]	0.8672 ${\tfrac {4,590}{5,293}}$ {\displaystyle {\tfrac {4,590}{5,293}}}	0.6911 ${\tfrac {85}{123}}$ {\displaystyle {\tfrac {85}{123}}}
Step	0.8158^[n]	1.0000	1.7826^[o]	1.5382	1.3311	1.3178	1.2549
Step 2^[p]	1.1589	1.1559	1.0101^[q]	1.0502
Speed	-1.2258	1.0000	1.7826	2.7419	3.6497	4.8096	6.0354
Δ Speed	1.2258	1.0000	0.7826	0.9593	0.9078^[r]	1.1599	1.2258
Ratio R & Even	$-{\tfrac {R_{3}(S_{1}+R_{1})}{R_{1}S_{3}}}$ {\displaystyle -{\tfrac {R_{3}(S_{1}+R_{1})}{R_{1}S_{3}}}}	${\tfrac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}$ {\displaystyle {\tfrac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}}		${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}$ {\displaystyle {\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}}		${\tfrac {R_{3}}{S_{3}+R_{3}}}$ {\displaystyle {\tfrac {R_{3}}{S_{3}+R_{3}}}}
Ratio Odd	${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}$ {\displaystyle {\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}}		${\tfrac {S_{1}+R_{1}}{R_{1}}}$ {\displaystyle {\tfrac {S_{1}+R_{1}}{R_{1}}}}		${\tfrac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}$ {\displaystyle {\tfrac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}}
Algebra And Actuated Shift Elements
Brake A^[t]	❶	❶	❶	❶
Brake B^[u]	❶	❶	❶
Clutch C^[v]	❶	❶
Clutch D^[w]	❶	❶
Clutch E^[x]	❶	❶	❶
^ All 6L-transmissions are based on the Lepelletier gear mechanism, first realized in the ZF 6HP gearbox ^ ^a ^b Other gearboxes using the Lepelletier gear mechanism see infobox ^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are R₁ and, if actuated, C₂/C₃ (the combined carrier of the compound Ravigneaux gearset 2 and 3) Output shaft is R₃ (ring gear of gearset 3: outer Ravigneaux gearset) ^ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\tfrac {i_{n}}{i_{1}}}$ {\displaystyle {\tfrac {i_{n}}{i_{1}}}} A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer ^ Ratio Span's Center $(i_{n}i_{1})^{\tfrac {1}{2}}$ {\displaystyle (i_{n}i_{1})^{\tfrac {1}{2}}} The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ^ Average Gear Step $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$ {\displaystyle ({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}} With decreasing step width the gears connect better to each other shifting comfort increases ^ Sun 1: sun gear of gearset 1 ^ Ring 1: ring gear of gearset 1 ^ Sun 2: sun gear of gearset 2: inner Ravigneaux gearset ^ Ring 2: ring gear of gearset 2: inner Ravigneaux gearset ^ Sun 3: sun gear of gearset 3: outer Ravigneaux gearset ^ Ring 3: ring gear of gearset 3: outer Ravigneaux gearset ^ ^a ^b ^c ^d ^e Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted line Step) and a particularly large step from 1st to 2nd gear the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 3) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) ^ ^a ^b ^c ^d ^e ^f ^g Standard R:1 — Reverse And 1st Gear Have The Same Ratio — The ideal reverse gear has the same transmission ratio as 1st gear no impairment when maneuvering especially when towing a trailer a torque converter can only partially compensate for this deficiency Plus 11.11 % minus 10 % compared to 1st gear is good Plus 25 % minus 20 % is acceptable (red) Above this is unsatisfactory (bold) ^ ^a ^b ^c ^d ^e ^f ^g Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible — With continuously decreasing gear steps (yellow marked line Step) the largest gear step is the one from 1st to 2nd gear, which for a good speed connection and a smooth gear shift must be as small as possible A gear ratio of up to 1.6667:1 (5:3) is good Up to 1.7500:1 (7:4) is acceptable (red) Above is unsatisfactory (bold) ^ ^a ^b ^c ^d From large to small gears (from right to left) ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase: Δ Step (first green highlighted line Δ Step) is always greater than 1 As progressive as possible: Δ Step is always greater than the previous step Not progressively increasing is acceptable (red) Not increasing is unsatisfactory (bold) ^ ^a ^b ^c ^d ^e ^f ^g Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one 1 difference smaller than the previous one is acceptable (red) 2 consecutive ones are a waste of possible ratios (bold) ^ First gearbox on the market to use the Lepelletier gear mechanism for comparison purposes only ^ Blocks R₂ and S₃ ^ Blocks C₂ (carrier 2) and C₃ (carrier 3) ^ Couples C₁ (carrier 1) and S₂ ^ Couples C₁ (carrier 1) with R₂ and S₃ ^ Couples R₁ with C₂ (carrier 2) and C₃ (carrier 3)

Applications

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6L 45 · MYA

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2007–2010: BMW X3 - 3.0si / 2.5si / 3.0i
2007–2013: BMW 3 series - 330(x)i / 328(x)i / 325(x)i / 323i / 320i / 318i / 316i
2007–2019: BMW 1 series - 130i / 128i / 125i / 120i / 118i / 116i
2009–2015: BMW X1 (E84) - 2.8i xDrive / 2.5i xDrive / 1.8i sDrive
2013–2015: Cadillac ATS ^[2]
2010–2013: Cadillac SLS
2012–2017: Chevrolet Caprice PPV V6
2011–2013: Holden VE Commodore, Calais, SV6
2013–2017: Holden VF Commodore, Calais, SV6

References

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^ Riley, Mike (2013年09月01日). "Lepelletier Planetary System". Transmission Digest. Archived from the original on 2023年06月21日. Retrieved 2023年03月03日.
^ Csere, Csaba (March 2012). Dissected: 2013 Cadillac ATS. Car and Driver. ISBN 9781858941905. OCLC 38224673. Archived from the original on 2012年10月30日. Retrieved 2012年11月21日.
^ "2015 Chevrolet Colorado Specifications". GM. Retrieved 2014年10月14日.
^ "Bremach Suv".
^ "GM Corporate Newsroom - United States - Home". media.gm.com. Retrieved 2016年10月26日.

External links

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Specifications

Technical Data

Progress Gearset Concept

Main Objectives

Extent

Quality Gearset Concept

Applications

6L 45 · MYA

6L 50 · MYB

6L 80 · MYC

6L 90 · MYD

See also

References

External links