Maidenhair Spleeenwort – Asplenium trichomanes

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 six-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 million to expand the Toledo Transmission plant in Toledo, Ohio to produce the 6L 80 in 2008. Torque rating 6L 80 590 lb⋅ft (800 N⋅m), 6L 90 885 lb⋅ft (1,200 N⋅m) and is adaptable to rear-wheel drive and all-wheel drive applications.

Specifications

Basic concept

A conventional planetary gearset and a compound Ravigneaux gearset is combined in a Lepelletier gear mechanism,^[1] to reduce both the size and weight. It was first realized with the 6HP from ZF Friedrichshafen. Like all transmissions realized with Lepelletier transmissions, the 6L also dispenses with the use of the direct gear ratio, making it one of the very few automatic transmission concepts without such a ratio.

It also has the capability to achieve torque converter lock-up on all six forward gears, and disengage it completely when at a standstill, significantly closing the fuel efficiency gap between automatic and manual transmissions.

Technical data

Gear Ratios^[a]
Gear Model	R	1	2	3	4	5	6	Total Span	Avg. Step	Compo- nents

6L 45 MYA 6L 50 MYB	−3.200	4.065	2.371	1.551	1.157	0.853	0.674	6.035	1.433	3 Gearsets 2 Brakes 3 Clutches
6L 80 MYC 6L 90 MYD	−3.064	4.027	2.364	1.532	1.152	0.852	0.667	6.040	1.433
2000: ZF 6HP
ZF 6HP all	−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	1.433

^ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

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)	Three-way on/off solenoids
Shift quality	Five 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

In-Depth Gear Ratios
With Assessment^[a]		Planetary Gearset: Teeth^[b] Lepelletier Gear Mechanism			Count	Total	Avg.
With Assessment^[a]		Simple	Ravigneaux		Count	Total	Avg.

Model	Version First Delivery	S₁^[c] R₁^[d]	S₂^[e] R₂^[f]	S₃^[g] R₃^[h]	Brakes Clutches	Ratio Span	Gear Step^[i]
Gear Ratio	R ${i_{R}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$	6 ${i_{6}}$
Step	$-{\tfrac {i_{R}}{i_{1}}}$ ^[j]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[k]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{5}}{i_{6}}}$
Step 2^[l]			${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$
Shaft Speed	${\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{6}}}$
Δ Shaft Speed	$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$

6L 45 MYA 6L 50 MYB	500 N⋅m (369 lb⋅ft) 2005	49 89	37 47	47 97	2 3	6.0346	1.4326^[i]
Gear Ratio	−3.2001^[j] $-{\tfrac {13,386}{4,183}}$	4.0650 ${\tfrac {13,386}{3,293}}$	2.3712^[k]^[m] ${\tfrac {15,617}{63586}}$	1.5506 ${\tfrac {138}{89}}$	1.1567^[m]^[n] ${\tfrac {13,386}{11,573}}$	0.8532 ${\tfrac {13,386}{15,689}}$	0.6736 ${\tfrac {97}{144}}$
Step	0.7872^[j]	1.0000	1.7143^[k]	1.5293	1.3406	1.3557	1.2662
Step 2^[l]			1.1210^[m]	1.1408	0.9889^[m]	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^[n]	1.2499	1.2703

6L 80 MYC 6L 90 MYD	800 N⋅m (590 lb⋅ft) 2005	50 94	35 46	46 92	2 3	6.0401	1.4329^[i]
Gear Ratio	−3.0638^[j] $-{\tfrac {144}{47}}$	4.0267 ${\tfrac {6,624}{1,645}}$	2.3635^[k]^[m] ${\tfrac {3,888}{1,645}}$	1.5319 ${\tfrac {72}{47}}$	1.1522^[m]^[n] ${\tfrac {6,624}{5,749}}$	0.8521 ${\tfrac {144}{169}}$	0.6667 ${\tfrac {2}{3}}$
Step	0.7609^[j]	1.0000	1.7037^[k]	1.5429	1.3296	1.3522	1.2781
Step 2^[l]			1.1043^[m]	1.1604	0.9832^[m]	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^[n]	1.2310	1.3143

ZF 6HP	All · 2000	37 71	31 38	38 85	2 3	6.0354	1.4327^[i]
Gear Ratio	−3.4025^[j] $-{\tfrac {4,590}{1,349}}$	4.1708 ${\tfrac {9,180}{2,201}}$	2.3397^[k] ${\tfrac {211,140}{90,241}}$	1.5211 ${\tfrac {108}{71}}$	1.1428^[m]^[n] ${\tfrac {9,180}{8,033}}$	0.8672 ${\tfrac {4,590}{5,293}}$	0.6911 ${\tfrac {85}{123}}$
Step	0.8158^[j]	1.0000	1.7826^[k]	1.5382	1.3311	1.3178	1.2549
Step 2^[l]			1.1589	1.1559	1.0101^[m]	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^[n]	1.1599	1.2258

Ratio R & Even	$-{\tfrac {R_{3}(S_{1}+R_{1})}{R_{1}S_{3}}}$	${\tfrac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}$		${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}$		${\tfrac {R_{3}}{S_{3}+R_{3}}}$
Ratio Odd	${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}$		${\tfrac {S_{1}+R_{1}}{R_{1}}}$		${\tfrac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}$
Algebra And Actuated Shift Elements
Brake A^[o]		❶	❶	❶	❶
Brake B^[p]	❶			❶		❶
Clutch C^[q]			❶				❶
Clutch D^[r]	❶	❶
Clutch E^[s]					❶	❶	❶

^ The 6HP-transmission is the first one to use the Lepelletier gear mechanism ^ 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) ^ 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 Standard 50/50: 50/50 are above/below average step With consistently falling gear steps (row highlighted in yellow), the lower half of them (rounded down, here the first three) is always larger and the upper half of them (rounded up, here the last four) is always smaller than the average gear step (cell highlighted in yellow two rows above). Deviating gear steps (red bold) indicate an unfavorable gearset selection ^ ^a ^b ^c ^d ^e ^f ^g Standard REV: reverse gear is similar to 1^st gear Reverse and 1^st gear should have the same ratio. Plus 11 % minus 10 % compared to 1^st gear is good, plus 25 % minus 20 % is acceptable (red); even larger deviations (bold) can impair the driving experience, especially when towing a trailer. A torque converter can only partially compensate for this deficiency ^ ^a ^b ^c ^d ^e ^f ^g Standard FIRST: gear step 1^st to 2^nd gear With consistently falling gear steps, the largest gear step is the one from the 1^st to the 2^nd gear, although it should be limited for a smooth gear shift. A ratio step of up to 5 : 3 (1.6667 : 1) is good, up to 7 : 4 (1.7500 : 1) is acceptable (red); above (bold) is unsatisfactory ^ ^a ^b ^c ^d From right to left ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Standard SECOND: 2^nd degree steps above 1 With consistently rising (from right to left) gear steps, each 2^nd degree step (first row highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory ^ ^a ^b ^c ^d ^e ^f Standard SPEED: shaft speed difference increase One difference that runs counter to the consistent increase in shaft speed differences (second row highlighted in green) is acceptable (red); two consecutive ones (bold) indicate an unfavorable gearset selection ^ 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

6L 45 MYA

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

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

External links

[2] Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

[3] X: available calibratable range position

[GMPT-4] General Motors Powertrain

[5] The 6HP-transmission is the first one to use the Lepelletier gear mechanism

[6] 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)

[7] Sun 1: sun gear of gearset 1

[8] Ring 1: ring gear of gearset 1

[9] Sun 2: sun gear of gearset 2: inner Ravigneaux gearset

[10] Ring 2: ring gear of gearset 2: inner Ravigneaux gearset

[11] Sun 3: sun gear of gearset 3: outer Ravigneaux gearset

[12] Ring 3: ring gear of gearset 3: outer Ravigneaux gearset

[50/50-13] Standard 50/50: 50/50 are above/below average step
With consistently falling gear steps (row highlighted in yellow), the lower half of them (rounded down, here the first three) is always larger and the upper half of them (rounded up, here the last four) is always smaller than the average gear step (cell highlighted in yellow two rows above). Deviating gear steps (red bold) indicate an unfavorable gearset selection

[REV-14] ^ ^a ^b ^c ^d ^e ^f ^g Standard REV: reverse gear is similar to 1^st gear
Reverse and 1^st gear should have the same ratio. Plus 11 % minus 10 % compared to 1^st gear is good, plus 25 % minus 20 % is acceptable (red); even larger deviations (bold) can impair the driving experience, especially when towing a trailer. A torque converter can only partially compensate for this deficiency

[1st-15] ^ ^a ^b ^c ^d ^e ^f ^g Standard FIRST: gear step 1^st to 2^nd gear
With consistently falling gear steps, the largest gear step is the one from the 1^st to the 2^nd gear, although it should be limited for a smooth gear shift. A ratio step of up to 5 : 3 (1.6667 : 1) is good, up to 7 : 4 (1.7500 : 1) is acceptable (red); above (bold) is unsatisfactory

[RL-16] From right to left

[2nd-17] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Standard SECOND: 2^nd degree steps above 1
With consistently rising (from right to left) gear steps, each 2^nd degree step (first row highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory

[speed-18] ^ ^a ^b ^c ^d ^e ^f Standard SPEED: shaft speed difference increase
One difference that runs counter to the consistent increase in shaft speed differences (second row highlighted in green) is acceptable (red); two consecutive ones (bold) indicate an unfavorable gearset selection

[19] Blocks R₂ and S₃

[20] Blocks C₂ (carrier 2) and C₃ (carrier 3)

[21] Couples C₁ (carrier 1) and S₂

[22] Couples C₁ (carrier 1) with R₂ and S₃

[23] Couples R₁ with C₂ (carrier 2) and C₃ (carrier 3)

[1] Riley, Mike (2013-09-01). "Lepelletier Planetary System". Transmission Digest. Archived from the original on 2023-06-21. Retrieved 2023-03-03.

[csere-24] Csere, Csaba (March 2012). Dissected: 2013 Cadillac ATS. ISBN 9781858941905. OCLC 38224673. Archived from the original on 2012-10-30. Retrieved 2012-11-21. {{cite book}}: |work= ignored (help)

[ccolu-25] "2015 Chevrolet Colorado Specifications". GM. Retrieved 2014-10-14.

[bremach-26] "Bremach Suv".

[27] "GM Corporate Newsroom - United States - Home". media.gm.com. Retrieved 2016-10-26.

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Portal Category

Maidenhair Spleeenwort – Asplenium trichomanes

Specifications

Basic concept

Technical data

Applications

6L 45 MYA

6L 50 MYB

6L 80 MYC

6L 90 MYD

See also

References

External links

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