2010 Hydra-Matic 6L45 (MYA)
Hydra-Matic 6L45 six-speed automatic RWD / AWD Car transmission
2010 Model Year Summary
New application of this transmission for the 2010 in the Cadillac CTS and CTS Wagon.
Modular Design for Application Flexibility
The major focus of activities for the 2010 will be quality improvements.
Modular Design for Application Flexibility
The 6L45 was designed to accept different engines and different mounting locations, as well as the ability to mate to transfer cases for all-wheel-drive capability. It is derived from the similar 6L80 rear- and all-wheel-drive capable six-speed automatic transmission available in the Chevrolet Corvette, Camaro SS, as well as Chevrolet, Cadillac and GMC full-size SUVs and Pickups.
Overview
The Hydra-Matic 6L45 six-speed automatic transmission for rear- and all-wheel-drive cars is designed with the same modular flexibility as the larger 6L80, as well as being fully compatible with advanced electronic controls. Its unique output gearset configuration enables it to have a wider range of ratios than a conventional planetary gearset automatic transmission.
The main housing mounts to the GM 3.0L V-6 VVT DI ( LF1 ) in the CTS. The modular concept of the new Hydra-Matic 6L45 centers on the desire for common components and manufacturing tooling for four different size variants of the new 6-speed family. Like the larger 6L80, the 6L45 uses three gearsets, a simple input planetary gearset, and two output gearsets, one of which is a compound gearset with three pairs of two pinion gears on the output carrier, one pair meshing with the sun gear and the other with the ring gear. This arrangement allows for optimal ratio steps with a 6.04:1 overall spread.
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 of downshift. Driver Shift Control, available in the CTS, 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.
The 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 gear ratios are accomplished with clutch-to-clutch action, 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 manner in which each gear is selected in the 6L45 is optimized for best performance.
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 strategy, developed by GM, is compatible with future global applications.
The CTS V-6 uses a 240mm diameter torque converter which features a lockup clutch, which also makes use of GM's proprietary electronic controlled capacity clutch (ECCC) technology. ECCC uses a small, regulated amount of slip to dampen out engine pulses. This creates a smoother running drivetrain, especially during shift events.
The 6L45 all-wheel-drive transfer case in the Cadillac CTS application uses an active center differential, responding to traction conditions and assigning torque to the axle with most available traction.
Low maintenance
The 6L45 uses DEXRON VI premium fluid, which is validated to improve durability and shift stability over the life of the transmission. 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.
The Hydra-Matic 6L45 is produced in Strasbourg, France.
