Oh, I thought you were talking about the A6....That's different...


The pics you showed are of an A4......

Chuck CoW

 

I do not believe this is true. There is an article in the latest issue of Corvette Quarterly that details the changes to both the manual and auto transmissions. I believe it stated that the A6 changes were accomplished by software only. (the manual changes involved beefing up many pieces).

 

Subscribed to thread.
- Ray
Would pay a few real, U.S. dollars -
if it exists -
and does improve response -
and does add "rev match on downshift" to my '07...

 

What labor code did the dealer use on the repair order?

 

You are taking what was said in the article out of context. It was only one portion of the changes that the article was referring to. I don't recall specifically if it was on the upshift or the downshift. This is what the Corvette chief engineer presented last year on the new A6. I believe that illustrates my point nicely.

 

What dealership did you take it to? Name of the service rep?
Are there any codes or information to identify the TSB or service procedure on your ticket?

Thanks

 

That's right, that was an A4. Chuck can you educate me a little on the A6, particularly the control strategy? I've been out of the powertrain supply chain since '94. Is there no longer a valve body and control module like the PSM in there? I know that you tune the TCM, does it have pressure switches? Just curious. PM if you don't want to keep it in the thread.

 

Could it be that last year they were planning on hardware changes but then found that software changes only would be needed to achieve their goals? I initially read the article twice ( and reviewed for a 3rd time later on!) because I was also under the impression that hardware changes were implemented. The fact that GM dealers are apparently reflashing the TCM and tuners are also able to address the shifting shortcommings would seem to indicate software only.

 

The ticket reads:
"J#1 30CVZ Found Update for TCM Shift Feel Improvement"
Clearly this is NOT an upgrade to '08 settings, BUT there is a shifting upgrade of some type that was performed. I've called several Dealers today and got the same cookie-cutter answer: "We hook up your TCM, dial up GM on a computer, and download the upgrade over the internet." No one would specify exactly what changes are made nor how they compared to '08 settings. I hope you guys aren't pissed about this thread. I didn't mean to give false hope, but was relaying what I thought was good news
Thanks for all the input!
Dan

 

Well, anything is possible. With that said, this was at the model introduction, they were all ready building test fleet cars at this point. All conversations I've had with folks to this point have indicated that software and hardware changes were made. My thoughts are that just because a dealer or tuner can flash the TCM to achieve more desirable results does not mean that they have duplicated what was done in design. I'd like to see someone be able to test drive a 2008 and a reflashed 2007 side by side and give their impressions. Does the reflash enable the rev matching (blip) on downshifting. Are the shifts with a reflash as fast as an '08 or are they simply faster than they were before. These are questions that need to be answered before anyone can determine that the changes were software only. The section of the article we are referring to reads as follows:

So I state again that the software only portion of the change was for downshifts only. I don't believe that the upshift portion of the transmission could be reliably done without hardware changes to the fluid path.

 

Here is a short description from GM of the 06 calibration change

New calibration to correct delayed garage shifts in drive and to add minor shift feel improvements.

 

To the best of my knowledge......I'm only aware of software changes for 06 vehicles.... If I remember correctly, there are 2 versions of software in the 06 cars.....I think 07 only has one, and as of yesterday I've seen only 1 version of the 08 TCM calibration. (which by the way is drastically different than the 06/07 versions I've worked with).

I'm told it's in the valve body/separator plate/and gaskets. I've also heard of minor changes to drums in the form of vent holes and the like, but I have no positive proof. Early A6's had problems with fluids exhausting or venting which caused troubles. I'm not sure if the fix was software (and I doubt it).

Someone out there with time to burn (not likely ME this week) should check the part #'s of the trans between the different years and even some of the sub components like the valve body/gaskets/and related.

Software is specific to each year and not currently interchangeable as the engine cals a crafted to work with each specific year engine cal.

If anyone knows more, I'd like to know.
Chuck CoW

 

Here's what I know.....This is what it looks like in the A6 trans........The connector sticks out of the case and the pressure sensors and solenoids are part of the assembly I believe. The controller is INSIDE the trans and submerged in the fluid....(photo courtesy of EFI LIVE )


Also new for 2006 was the T43 transmission controller for six speed automatics. In another radical move, the T43 found a home 'inside' the transmission. The T43 is actually tucked in with the valve body, and has yet to receive a service part number from GM.

Author(s):
Jeffrey K. Baran - General Motors Corp.
James Hendrickson - General Motors Corp.
Michael B. Solt - GM Powertrain

Abstract:
The Hydra-Matic 6L80 is General Motors first model of a new, four-variant, rear-wheel-drive (RWD), six-speed automatic transmission family. The four variants are the 6L45, 6L50, 6L80 and 6L90. The new, high-performance 6L80 will debut in 2006 model year performance vehicles, including the Chevrolet Corvette C6 and new Cadillac STS-V and XLR-V. By 2007, General Motors expects to use the RWD six-speed family in as many as 25 different car, truck and SUV models in RWD, 4WD and all-wheel-drive configurations.

While the Hydra-Matic RWD six-speed family was designed with four variants, the built-in modularity requires only two different basic diameters of parts and "flexing" on part width (length) depending on specific torque requirements. This built-in modular design enables a tremendous amount of part sharing and part scaling. Modularity minimizes engineering resources, improves investment and piece cost, speed to market and allows for a wide bandwidth of vehicle and engine applications. The current bandwidth of applications ranges from 2.5 L to 6.6 L engines. The planned engine torque capacity for the family ranges from 258 lb.-ft. to 520 lb.-ft. (350 Nm to 705 Nm) with flexibility for future growth.

The RWD six-speed family is expected to improve both fuel economy and acceleration performance. As an example, the 6L80 is expected to improve fuel economy by as much as four percent, while improving 0-60 mph times by as much as seven percent when compared to the current four-speed automatic that it replaces. This was accomplished by a wider overall ratio spread of 6.04:1 compared to the typical 4.0:1 for conventional four-speeds.

Chuck CoW

 

GM POWERTRAIN LAUNCHES NEW HYDRA-MATIC SIX-SPEED AUTOMATIC TRANSMISSION

* New six-speed rear wheel drive (RWD) transmissions designed from clean sheet as Hydra-Matic's first-ever modular transmission family
* Four-variant lineup applicable to RWD or AWD/4WD cars and trucks; torque capacity from 258 lb.-ft. to 520 lb.-ft. (350 Nm to 705 Nm) with flexibility for future growth
* First production variant: 6L80 for Cadillac STS-V
* Designed for global use, manufactured in North America and Europe
* Modular architecture and agile manufacturing enable highly flexible production environment

PONTIAC, MICH. - GM Powertrain unveils an all-new family of Hydra-Matic rear-wheel-drive (RWD) six-speed automatic transmissions designed to deliver new levels of performance and efficiency for GM products throughout the world.

The new six-speed automatic transmission family is comprised of four distinct variants developed and built to advance Hydra-Matic's 65-year tradition of building world-class automatic transmissions. Introduction of this new transmission family marks the beginning of a GM initiative to produce nearly one million six-speed automatic transmissions annually by 2008.

"This is the first GM Powertrain transmission designed as a family," said Jeffrey K. Baran, chief engineer, six-speed RWD transmission family. "That means we can incorporate the best technologies for a wide 'bandwidth' of current and future vehicle applications. The new, modular architecture was critical to ensure the exceptional performance and manufacturing targets we set- it provides outstanding development and manufacturing flexibility."

Engineering of Hydra-Matic's new six-speed RWD transmission was a genuinely global effort. GM Powertrain leveraged the expertise of transmission specialists from its U.S., GM Europe, and Allison engineering units. "We used knowledge and experience from the entire GM Powertrain network to engineer this transmission," said Baran.

The new six-speed automatic incorporates the most advanced technology Hydra-Matic has ever packed into an automatic transmission. The modular design, meanwhile, facilitates application across a broad range of vehicle architectures - from RWD cars to four- and all-wheel-drive pickups, SUVs and crossover vehicles. Modular construction also enables an easy plug-and-play approach to delivering features and hardware for specific vehicles, said Baran.

"This transmission architecture was designed to satisfy a large matrix of attributes for current and future vehicle programs," he added. "It's the first GM transmission ever designed in this way."

Modular strategy enables flexible technology, manufacturing

Engineering the all-new Hydra-Matic six-speed transmission with a modular architecture enabled engineers and designers to design a transmission that is easily adapted to a wide range of vehicles. Equally important, the new six-speed automatic's modular design means any of the four primary variants can be manufactured in the same assembly plant.

"We spent a lot of time engineering at the architecture level," said Kavoos Kaveh, assistant chief engineer. That thinking led to a "systems engineering" approach that results in just three main pieces to comprise the entire outer "case" of any variant of the new six-speed automatic. Thanks to this engineered-in modularity, the difference in length between the largest and smallest of Hydra-Matic's newest transmissions is less than 50 mm.

Additionally, the "locators" used throughout the manufacture and assembly of the bellhousings and main cases are common to all variants, greatly simplifying the task of building different variants on the same production line.

This manufacturing flexibility generates marked cost savings, but there's another important benefit: the assembly plant can quickly and efficiently move from producing one variant to another. This gives the transmission assembly plant unprecedented flexibility to respond to rapidly changing market conditions - an advantage unavailable to plants building non-modular automatic transmissions.

In fact, said Dennis Provenzano, program manager, the new transmission design is so flexible that different variants theoretically could run sequentially down the same assembly line. He adds that the new six-speed automatic's manufacturing plan dovetails completely with GM's Global Manufacturing System strategy to implement a common manufacturing process and procedure at every worldwide GM assembly plant.

It all means the all-new six-speed RWD automatic will maintain Hydra-Matic's reputation for world-class refinement and durability while also continuing GM Powertrain's ongoing initiative to produce the world's most durable and reliable engines and transmissions. In fact, GM Powertrain engineers are confident the combination of the new transmission's modular architecture and the integration of GM's Global Manufacturing System common manufacturing processes will ensure the new six-speed RWD automatic is as reliable and durable as any transmission carrying the respected Hydra-Matic name.

Built-in flexibility enables advanced technology, too

The modular architecture of the all-new Hydra-Matic six-speed automatic generates benefits beyond the manufacturing site. The design empowered engineers to develop one of the most sophisticated automatic transmissions GM Powertrain has ever built.

Several features make the new six-speed automatic an important design milestone in Hydra-Matic's 65-year history of automatic transmissions, said Baran:

· Truly modular design: as many as 47 percent of all components are common to all variants.

· Just four distinct output and input gearsets are needed for all variants.

· Innovative clutch-to-clutch operation reduces the number of torque-handling components while simultaneously improving shift quality and overall refinement.

· Wide 6.04:1 overall ratio enhances performance, fuel economy.

· The sophisticated, transmission control module was engineered to incorporate all electro-hydraulic components, as well as the transmission controller. The 32-bit transmission controller is common to all variants and is located entirely within the transmission housing.

· GM Powertrain's advanced, model-based controls strategy is developed and validated completely in-house - not "outsourced" to suppliers as many competitors do - and leverages extensive experience GM engineers have gleaned from development of all Hydra-Matic transmission-control software.

· Ability to easily incorporate advanced performance features such as Driver Shift Control (sequential manual shifting), Advanced Performance Algorithm Shifting (PAS) and grade braking.

· Durability testing under rigorous performance car and truck duty cycles.

Because the new six-speed automatic's design incorporates a high degree of commonality, said Kaveh, it allows greater flexibility in specifying the torque-carrying components specific to each individual transmission in the family. The result is that the family will include four distinct variants and be used in as many as 25 vehicle models by 2007.

Meanwhile, the generous 6.04:1 overall ratio enables a "steep" first-gear ratio that helps deliver strong launch acceleration, yet also provides for "tall" overdrive ratios that decrease engine rpm to enhance fuel economy and reduce noise when cruising. GM engineers estimate the wide ratio spread will help cut 0-60 mph times by as much as 7 percent when compared to current four- and five-speed automatics.

The new Hydra-Matic six-speed automatic transmission is GM Powertrain's first automatic-transmission architecture to employ an internal controller; the unit is located entirely within the transmission and operates while bathed in transmission fluid. Locating the controller internally facilitates the modular design and assembly strategy while also shielding the unit from the outside environment.

Meanwhile, GM's proprietary model-based controls strategy reaches a greater level of sophistication in the new six-speed RWD transmission family, said Kaveh. The 32-bit system incorporates three levels of "learning" that actually allow the components to adapt to one another.

Although it is not uncommon to have a transmission-control module that adapts to the specific transmission with which it is mated, and to also have programming that optimizes transmission performance characteristics according to a variety of vehicle inputs, the new Hydra-Matic six-speed automatic adds another level of adaptability. Certain components within the seven major subsystems that make up the transmission also "learn" from one another - via the controller software - in a unique form of self-adaptation that maximizes the interface of all the "networked" components. This procedure takes place as the transmission "tests" itself and the interaction of its internal components before it is shipped from the assembly plant.

First Application: Cadillac Performance Flagship

Underscoring the high performance, torque handling and world-class refinement of GM's new Hydra-Matic six-speed automatic, the first variant of the all new transmission family launches as standard equipment for the 2006 Cadillac STS-V, the newest addition to Cadillac's premier V-Series performance family.

"The STS-V provides the ultimate showcase for the new 6L80 six-speed automatic: the car's supercharged Northstar 4.4L DOHC V-8 develops 440 horsepower at 6400 rpm and 430 lb-ft. of torque at 3600 rpm," says Baran. "Apart from its ability to handle the supercharged Northstar's torque, the STS-V demonstrates the strong acceleration potential of the new six-speed's wide 6.04:1 overall gear ratio."

In the STS-V, the all-new six-speed incorporates a host of advanced driving enhancement features, including advanced Performance Algorithm Shifting (PAS) and Driver Shift Control (DSC). PAS lets the electronic transmission controller override the automatic gear selection during closed throttle high lateral acceleration maneuvers, rapidly downshifting with nearly synchronous engine speed matching for quick power up when the throttle is reopened. Driver Shift Control allows the driver to sequentially shift gears manually via the gearshift lever.

GM engineers also tailored the 6L80 specifically for use in the STS-V. In addition to the twin-plate torque converter clutch, engineers specifically tuned the torque converter characteristics to match the characteristics and high torque output of the supercharged Northstar engine.

Hydra-Matic Six-Speed Automatic "Fast Facts:"

*

First GM Powertrain automatic transmission designed from the onset as a modular architecture
*

Four distinct variants launched in 25 vehicle models by 2007
*

Applicable to RWD, 4WD and AWD powertrain layouts
*

Torque capacity from 258 lb.-ft. to 520 lb.-ft.
*

Shift speeds up to 7000 rpm
*

32-bit intelligent controller
*

Designed and engineered by GM Powertrain experts in North America and Europe
*

Built in GM Powertrain assembly plants in Ypsilanti, Michigan and Strasbourg, France
*

First vehicle application: 2006 Cadillac STS-V

# # #

Contact:

Nick Richards
GM Powertain Communications
248-857-0163



I'll see what else I can dig up on the updates to the trans this past year....

Chuck CoW

 

I specifically asked the engineers at the bash about this article. They confirmed that the article was in error and that both hardware and software changes were made to the '08s to improve shifting response. Still, since I need to make an appointment for the grinding in the rear differential and the axle nuts, I may as well have them flash the tranny with the latest software available.

 

From what I am reading from Paul and other's posts in this thread, I am certain the article was vague or slightly misleading about changes in '08 for the A6. Let us know your observations after they update your tranny software. Particularly if the rev up on downshift function works.

 

 

 

Yes, please.
Please.
Please....
- Ray
Would take ( only ) a "rev match on downshift" & call it 'good'...

 

Not positive on this issue, I spoke with the poeple in Fla that does the upgrade shift response time, they said the ' 08 was not any better, there "fix" was for all a6's, and I simply wished i could get it done without driving 24 hrs...