{"id":7341,"date":"2010-04-21T05:58:22","date_gmt":"2010-04-21T11:58:22","guid":{"rendered":"http:\/\/caddyinfo.com\/wordpress\/?p=7341"},"modified":"2010-04-21T05:58:22","modified_gmt":"2010-04-21T11:58:22","slug":"6-guns-shifting-into-overdrive","status":"publish","type":"post","link":"http:\/\/www.caddyinfo.com\/wordpress\/6-guns-shifting-into-overdrive\/","title":{"rendered":"6 Guns Shifting into Overdrive"},"content":{"rendered":"

The 2009 Cadillac CTS-V arrived with a supercharged 6.2L OHV V8 engine, the mighty LSA.\u00a0 It also brought back an ‘expected’ Cadillac feature to the CTS-V line — an optional Automatic transmission.\u00a0 But wait, what automatic transmission can be strapped to the back of a freight train like the LSA and live?\u00a0 Enter the 6L90 Heavy Duty Automatic 6 speed Transmission to the world of sports cars.<\/p>\n

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2010 Hydra-Matic 6L90 (MYD) Six Speed RWD\/AWD Automatic Transmission for Cadillac CTS-V<\/p><\/div>\n

Overview <\/strong><\/p>\n

The Hydra-Matic 6L90 is six-speed automatic transmission for rear- and four-wheel-drive trucks, designed with modular flexibility and compatibility with advanced electronic controls. It is a heavy-duty version of the 6L80 six-speed automatic, with a strengthened input gear-set which has two additional pinion gears for six total, and a strengthened output gearset, that uses wider gears than the 6L80.\u00a0\u00a0The 6L90 flexibility extends to the clutches where the 6L90\u00a0has one more clutch plate than the 6L80 in each clutch for\u00a0heavy duty applications.<\/p>\n

The 6L90 has the capability for adaptive shift controls and other features such as grade braking, and Driver Shift Control with tap up\/tap down shifting as found in the CTS-V. 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. With this wide ratio spread, acceleration is maximized, as is fuel economy. Engine noise is also lower during cruising. Both fifth and sixth gears are “overdrive” gears, for example.<\/p>\n

As in the 6L80, 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 up-shift, 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.<\/p>\n

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.<\/p>\n

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.<\/p>\n

<\/p>\n\n\n<\/col>\n<\/col>\n<\/colgroup>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
2010 Hydra-Matic 6L90 Transmission ( MYD )<\/span><\/strong><\/td>\n
\n<\/span><\/span><\/td>\n<\/tr>\n
Type: <\/span><\/td>\nSix speed RWD \/ AWD, electronically controlled automatic overdrive transmission with torque converter clutch. Clutch-to-clutch architecture, with integral Electro \/ Hydraulic Controls Module<\/span><\/td>\n<\/tr>\n
Maximum engine power: <\/span><\/td>\n452 bhp ( 337 kW ), Diesel: 300bhp ( 223kW ) – Truck
\n555 bhp ( 414 kW ) – Passenger car<\/strong><\/span><\/td>\n<\/tr>\n
Maximum engine torque: <\/span><\/td>\n531 lb-ft ( 720 Nm ), Diesel: 520 lb-ft ( 705 Nm ) – Truck
\n550 lb-ft ( 746 Nm ) – Passenger car<\/strong><\/span><\/td>\n<\/tr>\n
Maximum gearbox torque: <\/span><\/td>\n885 lb-ft ( 1200 Nm )<\/span><\/td>\n<\/tr>\n
Gear ratios: <\/span><\/strong><\/td>\nMYD<\/span><\/strong><\/td>\n<\/tr>\n
First: <\/span><\/td>\n4.03<\/span><\/td>\n<\/tr>\n
Second:<\/span><\/td>\n2.36<\/span><\/td>\n<\/tr>\n
Third: <\/span><\/td>\n1.53<\/span><\/td>\n<\/tr>\n
Fourth:<\/span><\/td>\n1.15<\/span><\/td>\n<\/tr>\n
Fifth:<\/span><\/td>\n0.85<\/span><\/td>\n<\/tr>\n
Sixth:<\/span><\/td>\n0.67<\/span><\/td>\n<\/tr>\n
Reverse: <\/span><\/td>\n-3.06<\/span><\/td>\n<\/tr>\n
Maximum shift speed <\/span><\/td>\n6200 rpm<\/span><\/td>\n<\/tr>\n
Maximum Validated Weights: ( Target ) <\/span><\/td>\nGVW: 15000 lb ( 6803 kg ), GCVW: 21000 lb ( 9525 kg )<\/span><\/td>\n<\/tr>\n
7-position quadrant:<\/span><\/td>\nP, R, N, D, X, X, X ( X = available calibratable range position )<\/span><\/td>\n<\/tr>\n
Case description:<\/span><\/td>\n3-piece ( Bell, main, extension )<\/span><\/td>\n<\/tr>\n
Case material: <\/span><\/td>\ndie cast aluminum<\/span><\/td>\n<\/tr>\n
Shift pattern:<\/span><\/td>\n(2) Three-way on\/off solenoids<\/span><\/td>\n<\/tr>\n
Shift quality:<\/span><\/td>\nFive variable bleed solenoid<\/span><\/td>\n<\/tr>\n
Torque converter clutch:<\/span><\/td>\nVariable Bleed Solenoid ECCC<\/span><\/td>\n<\/tr>\n
Converter size:<\/span><\/td>\n300mm ( reference )<\/span><\/td>\n<\/tr>\n
Fluid type:<\/span><\/td>\nDEXRON\u00ae VI<\/span><\/td>\n<\/tr>\n
Fluid capacity: w\/ 300mm converter<\/span><\/td>\n300mm: 13.0L ( 10.8kg )<\/span><\/td>\n<\/tr>\n
Transmission weight: w\/ 300mm converter<\/span><\/td>\nWet: 109kg ( 240lb ) estimated<\/span><\/td>\n<\/tr>\n
Pressure taps available:<\/span><\/td>\nline pressure<\/span><\/td>\n<\/tr>\n
Assembly Site:<\/span><\/td>\nGMPT Ypsilanti, MI<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		GMPT Toledo, OH<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		GMPT Silao, MX<\/span><\/td>\n<\/tr>\n
Applications: <\/span><\/td>\nChevrolet Suburban H.D.<\/span><\/td>\n<\/tr>\n
GMC Yukon XL H.D.<\/span><\/td>\n<\/tr>\n
Chevrolet Silverado HD <\/span><\/td>\n<\/tr>\n
GMC Sierra HD <\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Cadillac CTS-V<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Chevrolet Express<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		GMC Savana<\/span><\/td>\n<\/tr>\n
Available Control Features:<\/span><\/td>\nMultiple Shift Patterns ( Selectable )<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Driver Shift Control ( Tap Up \/ Tap Down )<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Enhanced Performance Algorithm Shifting ( PAS )<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Selectable Tow \/ Haul Mode<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Engine Torque Management On All Shifts<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Altitude and Temperature Compensation<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Adaptive Shift Time<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Neutral Idle<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Reverse Lockout<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Automatic Grade Braking<\/span><\/td>\n<\/tr>\n
Additional Features:<\/span><\/td>\nOBDII \/ EOBD<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Integral Electro\/Hydraulic Controls Module ( Tehcm )<\/span><\/td>\n<\/tr>\n

\n<\/span><\/td>\n		Control Interface Protocol – GMLAN<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

So, that begs the question — was the transmission rated to fit the engine output, or is the engine tuned to that output level because that is the maximum capability of the transmission?<\/p>\n","protected":false},"excerpt":{"rendered":"

The 2009 Cadillac CTS-V arrived with a supercharged 6.2L OHV V8 engine, the mighty LSA.\u00a0 It also brought back an ‘expected’ Cadillac feature to the CTS-V line — an optional Automatic transmission.\u00a0 But wait, what automatic transmission can be strapped … Continue reading →<\/span><\/a><\/p>\n","protected":false},"author":69,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[144,6],"tags":[421,582,583,419],"class_list":["post-7341","post","type-post","status-publish","format-standard","hentry","category-cts-v-cadillac-models","category-site-info-news","tag-6-speed","tag-6l90","tag-cts-v-powertrain","tag-transmission"],"_links":{"self":[{"href":"http:\/\/www.caddyinfo.com\/wordpress\/wp-json\/wp\/v2\/posts\/7341","targetHints":{"allow":["GET"]}}],"collection":[{"href":"http:\/\/www.caddyinfo.com\/wordpress\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/www.caddyinfo.com\/wordpress\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/www.caddyinfo.com\/wordpress\/wp-json\/wp\/v2\/users\/69"}],"replies":[{"embeddable":true,"href":"http:\/\/www.caddyinfo.com\/wordpress\/wp-json\/wp\/v2\/comments?post=7341"}],"version-history":[{"count":15,"href":"http:\/\/www.caddyinfo.com\/wordpress\/wp-json\/wp\/v2\/posts\/7341\/revisions"}],"predecessor-version":[{"id":7357,"href":"http:\/\/www.caddyinfo.com\/wordpress\/wp-json\/wp\/v2\/posts\/7341\/revisions\/7357"}],"wp:attachment":[{"href":"http:\/\/www.caddyinfo.com\/wordpress\/wp-json\/wp\/v2\/media?parent=7341"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/www.caddyinfo.com\/wordpress\/wp-json\/wp\/v2\/categories?post=7341"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/www.caddyinfo.com\/wordpress\/wp-json\/wp\/v2\/tags?post=7341"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}