2010 Tremec TR6060 (MM6/MZ6/MH3/MG9/M10) car transmission

2010 Model Year Summary
Tremec TR6060 six-speed manual car transmission

New Features and Benefits for 2010 model year
• Second gear synchronizers using carbon material
• Second gear synchronizer design with advanced and asymmetric teeth (CTSv in 2009)
• Improved transmission pump pick-up
• Implementation into the V-8 Camaro

Second gear synchronizers using carbon material
The change to carbon material on the second gear synchronizer will improve the durability of the synchronizer. Carbon also protects the synchronizer during WOT shifts with the wheels spinning. The shift feel improvements made in 2008 are refined further with the implementation of the carbon material.

Second gear synchronizer design with advanced and asymmetric teeth
Implementing advanced and asymmetric teeth on the second gear aynchronizer system improves the shiftability of the transmission during cold temperatures. This is accomplished by the advanced and asymmetric teeth contacting the second gear dog ring in less distance and with increase stopping power. The shift feel is significantly improved in cold weather. This design also improves the warm shifting comfort.

Improved transmission pump pick-up
As the performance vehicles improve in handling and on-track performance, an improvement to the transmission pump fluid pick up was needed to maintain an acceptable fluid temperature during limit handling and on-track events. In order to enhance operation, an 'S' tube design was introduced into some TR6060 applications for 2010 model year. The features of the 'S' tube are twofold. First, the tube is lengthened to put the pick-up point further rearward in the fluid sump. Second, the tube has an 'S' shape to put the pick up location in the middle of the sump as compared to the current design which is offset to the left slightly. With the introduction of the 'S' tube, fluid temps are reduced by 5 degrees Celsius.

Implementation into the V-8 Camaro
The TR6060 is mated to the LS3 engine in the 2010 Camaro. The TR6060 used in the Camaro will use the M10 gear set. A transmission pump will be standard. The TR6060 used in the Camaro is very similar to the TR6060 used in the 2009 CTSv.

Low maintenance
The TR6060 6-speed uses Texaco ATF Type III 1863 fluid and is certified "fill-for-life," requiring no fluid changes. The clutch is activated hydraulically, which automatically compensates for clutch disc wear, eliminating manual adjustments (except for the ZR1 which uses a traditional clutch). The Tremec TR6060 six-speed has evolved from a design that aimed to require virtually no maintenance in all but the most severe conditions.

Overview
Both the standard Corvette and the high-performance Z06 use the TR6060 designated as MM6, which is validated to 500 lb-ft of torque, while the TR6060 with the Z51 option features higher ratios and is designated as MZ6. It is validated to 430 lb-ft of torque.
The ultra high performance ZR1 uses the TR6060 designated as the MH3, which is validated to 650 lb-ft of torque. The CTSv uses the MG9 version of the TR6060 validated to 560 lb-ft of torque. The Camaro uses the M10 gear set validated to 430 lb-ft of torque.

Design features include a combination of double-cone and triple-cone synchronizers on all gears. Synchronizers act like clutches to speed up or slow down a gear that is being shifted to. Double-cone synchronizers have two friction surfaces to effect this gear acceleration, and triple-cone synchronizers have three friction surfaces.

The greater the friction surface, the easier the transmission is to shift. In addition, double-cone and triple-cone synchronizers are smaller in diameter than a single-cone synchronizer with the same friction area allowing the transmission to remain more compact. Bearings in place of bushings lower the friction of the shift rail movements for the TR6060, making the shifter feel naturally lighter and more direct.

Refinements common to the design of all six-speed Tremec TR6060 transmissions include needle bearings on all forward gearsets and 5th and 6th gear synchronizers located on a countershaft. The countershaft location of the 5th and 6th gear synchronizers allow those gears to be selected without affecting the 1st through 4th gearsets, contributing to ease of shifting.

The sixth-generation Corvette with the Z51 option uses the MZ6 version of the six-speed, with ratios developed for the M12 which was used in the Cadillac CTS-V. These ratios are higher in first, second, and third gears than the MM6, as well as a lower-ratio fifth gear to increase top speed for the Z51 option.

When the high-performance Z06 version of the Corvette was introduced for 2006, a stronger single-piece countershaft replaced the previous two-piece countershaft for the MM6. The output shaft was enlarged to a 30-spline unit, which is more durable than the 27-spline unit used in previous applications. Also in 2006 the 6L80 six-speed automatic transmission was introduced, and the bolt pattern for the rear of the case extension of the manual transmission was changed to match the same bolt pattern as the automatic.

In 2009 model year, two new applications of the TR6060 were introduced. First, the Corvette ZR1 using the MH3 gear set. This gear set is the closest ratio gear set available in the TR6060. This gear set has been developed for maximizing on-track performance.
Other than gear ratio changes, the only other refinements made in the TR6060 to handle the 638 lb-ft of engine torque were material changes in some shafts and gear pairs. The other 2009 model year introduction was the CTSv. The gear set chosen for this application was the MG9 which is similar to the MZ6 set used in the Z51 Corvette.

However, in order to handle the 550 lb-ft of engine torque, the gears were redesigned. A trans pump is standard on the CTSv. The front bell was also incorporated into the front adaptor it improve powertrain bending. Both the ZR1 and CTSv use a twin plate clutch to handle the increased engine torque.

Originally, the Tremec T56 evolved as a higher-torque capacity, six-speed version of the proven M49 five-speed manual transmission, and was introduced in the 1993 Chevrolet Camaro and Pontiac Firebird. It was also added to the 1997 fifth-generation Corvette. For the 2008 model year, it has evolved into the TR6060.

Further applications included high-performance models, such as in mid-2004 the Cadillac CTS-V, which used the LS6 engine mated to the M12 higher-ratio version of the transmission, as well as variants that were used in the Pontiac GTO and Chevrolet SSR models.

2010 Hydra-Matic 6L80 (MYC)

2010 Model Year Summary
Hydra-Matic 6L80 six-speed automatic Car & Truck transmission

New applications: Chevrolet Camaro SS
Modular design for application flexibility

Full descriptions of new or changed features

New application:
The Hydra-Matic 6L80 six-speed automatic transmission is the only transmission offered in the “New” Chevrolet Camaro SS when mated to the “L99” 6.2L V-8 VVT (L99) which is equipped with Variable Valve Timing ( VVT ), and Active Fuel Management ( AFM ). The 6L80 ( MYC ) is also a 2010 offering for the Chevrolet Corvette.

Additionally the six-speed transmission is mated up with our strong family of Vortec engines in many of our world class GM trucks which include, Chevrolet Avalanche, Silverado, Suburban, Tahoe, GMC Sierra, Yukon, Yukon XL and Denali series, Cadillac Escalade, ESV, and EXT.

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.

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, Toledo, Ohio and Silao, MX