GM 6L transmission

6L 45 · 6L 50 · 6L 80 · 6L 90
6L 45 · 6L 50 · 6L 80 · 6L 90
	A Hydra-Matic 6L80 transmission at the Ypsilanti Automotive Heritage Museum
Overview
Manufacturer	General Motors
Production	2005–present
Body and chassis
Class	6-Speed Longitudinal; Automatic Transmission
Related	Aisin AWTF-80 SC; Ford 6R; ZF 6HP
Chronology
Predecessor	4L60-E · 4L65-E; 5L40-E · 5L50
Successor	8L 45 · 8L 90

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 6-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.

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

6L 45 · 6L 50	−3.200	4.065	2.371	1.551	1.157	0.853	0.674	6.035	1.655	1.433	3 Gearsets 2 Brakes 3 Clutches
6L 80 · 6L 90	−3.064	4.027	2.364	1.532	1.152	0.852	0.667	6.040	1.638	1.433

ZF 6HP All · 2000^[b]	−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	1.698	1.433

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

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 6 forward gears, and disengage it completely when at a standstill, significantly closing the fuel efficiency gap between automatic and manual transmissions.

Technical data

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)	3-way on/off solenoids
Shift quality	5 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

Gear Ratios
With Assessment^[a]^[b]		Planetary Gearset: Teeth^[c] Lepelletier Gear Mechanism			Count	Total^[d] Center^[e]	Avg.^[f]
With Assessment^[a]^[b]		Simple	Ravigneaux		Count	Total^[d] Center^[e]	Avg.^[f]

Model Type	Version First Delivery	S₁^[g] R₁^[h]	S₂^[i] R₂^[j]	S₃^[k] R₃^[l]	Brakes Clutches	Ratio Span	Gear Step^[m]
Gear Ratio	R ${i_{R}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$	6 ${i_{6}}$
Step^[m]	$-{\tfrac {i_{R}}{i_{1}}}$ ^[n]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[o]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{5}}{i_{6}}}$
Δでるた Step^[p]^[q]			${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$
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でるた Shaft Speed^[r]	$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$

6L 45 · MYA 6L 50 · MYB	500 N⋅m (369 lb⋅ft) 2005	49 89	37 47	47 97	2 3	6.0346 1.6548	1.4326^[m]
Gear Ratio	−3.2001^[n] $-{\tfrac {13,386}{4,183}}$	4.0650 ${\tfrac {13,386}{3,293}}$	2.3712^[o]^[q] ${\tfrac {15,617}{63586}}$	1.5506 ${\tfrac {138}{89}}$	1.1567^[q]^[r] ${\tfrac {13,386}{11,573}}$	0.8532 ${\tfrac {13,386}{15,689}}$	0.6736 ${\tfrac {97}{144}}$
Step	0.7872^[n]	1.0000	1.7143^[o]	1.5293	1.3406	1.3557	1.2662
Step 2^[p]			1.1210^[q]	1.1408	0.9889^[q]	1.0703
Speed	-1.2703	1.0000	1.7143	2.6216	3.5144	4.7643	6.0346
Δでるた Speed	1.2703	1.0000	0.7143	0.9073	0.8928^[r]	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 1.6384	1.4329^[m]
Gear Ratio	−3.0638^[n] $-{\tfrac {144}{47}}$	4.0267 ${\tfrac {6,624}{1,645}}$	2.3635^[o]^[q] ${\tfrac {3,888}{1,645}}$	1.5319 ${\tfrac {72}{47}}$	1.1522^[q]^[r] ${\tfrac {6,624}{5,749}}$	0.8521 ${\tfrac {144}{169}}$	0.6667 ${\tfrac {2}{3}}$
Step	0.7609^[n]	1.0000	1.7037^[o]	1.5429	1.3296	1.3522	1.2781
Step 2^[p]			1.1043^[q]	1.1604	0.9832^[q]	1.0580
Speed	-1.3143	1.0000	1.7037	2.6286	3.4948	4.7258	6.0401
Δでるた Speed	1.3143	1.0000	0.7037	0.9249	0.8662^[r]	1.2310	1.3143

ZF 6HP	All^[b] · 2000^[s]	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327^[m]
Gear Ratio	−3.4025^[n] $-{\tfrac {4,590}{1,349}}$	4.1708 ${\tfrac {9,180}{2,201}}$	2.3397^[o] ${\tfrac {211,140}{90,241}}$	1.5211 ${\tfrac {108}{71}}$	1.1428^[q]^[r]	0.8672 ${\tfrac {4,590}{5,293}}$	0.6911 ${\tfrac {85}{123}}$
Step	0.8158^[n]	1.0000	1.7826^[o]	1.5382	1.3311	1.3178	1.2549
Step 2^[p]			1.1589	1.1559	1.0101^[q]	1.0502
Speed	-1.2258	1.0000	1.7826	2.7419	3.6497	4.8096	6.0354
Δでるた Speed	1.2258	1.0000	0.7826	0.9593	0.9078^[r]	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^[t]		❶	❶	❶	❶
Brake B^[u]	❶			❶		❶
Clutch C^[v]			❶				❶
Clutch D^[w]	❶	❶
Clutch E^[x]					❶	❶	❶

^ All 6L-transmissions are based on the Lepelletier gear mechanism, first realized in the ZF 6HP gearbox ^ ^a ^b Other gearboxes using the Lepelletier gear mechanism see infobox ^ 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) ^ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\tfrac {i_{n}}{i_{1}}}$ A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer ^ Ratio Span's Center $(i_{n}i_{1})^{\tfrac {1}{2}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ^ Average Gear Step $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$ With decreasing step width the gears connect better to each other shifting comfort increases ^ 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 ^e Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted line Step) and a particularly large step from 1st to 2nd gear the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 3) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) ^ ^a ^b ^c ^d ^e ^f ^g Standard R:1 — Reverse And 1st Gear Have The Same Ratio — The ideal reverse gear has the same transmission ratio as 1st gear no impairment when maneuvering especially when towing a trailer a torque converter can only partially compensate for this deficiency Plus 11.11 % minus 10 % compared to 1st gear is good Plus 25 % minus 20 % is acceptable (red) Above this is unsatisfactory (bold) ^ ^a ^b ^c ^d ^e ^f ^g Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible — With continuously decreasing gear steps (yellow marked line Step) the largest gear step is the one from 1st to 2nd gear, which for a good speed connection and a smooth gear shift must be as small as possible A gear ratio of up to 1.6667:1 (5:3) is good Up to 1.7500:1 (7:4) is acceptable (red) Above is unsatisfactory (bold) ^ ^a ^b ^c ^d From large to small gears (from right to left) ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase: Δでるた Step (first green highlighted line Δでるた Step) is always greater than 1 As progressive as possible: Δでるた Step is always greater than the previous step Not progressively increasing is acceptable (red) Not increasing is unsatisfactory (bold) ^ ^a ^b ^c ^d ^e ^f ^g Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase: Δでるた Shaft Speed (second line marked in green Δでるた (Shaft) Speed) is always greater than the previous one 1 difference smaller than the previous one is acceptable (red) 2 consecutive ones are a waste of possible ratios (bold) ^ First gearbox on the market to use the Lepelletier gear mechanism for comparison purposes only ^ 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. Car and Driver. ISBN 9781858941905. OCLC 38224673. Archived from the original on 2012-10-30. Retrieved 2012-11-21.
^ "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

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

[2] r comparison purposes only

[4] X: available calibratable range position

[GMPT-5] General Motors Powertrain

[6] All 6L-transmissions are based on the Lepelletier gear mechanism, first realized in the ZF 6HP gearbox

[other-7] Other gearboxes using the Lepelletier gear mechanism see infobox

[8] 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)

[8] Input and output are on opposite sides

[9] Planetary gearset 1 is on the input (turbine) side

[10] Input shafts are R₁ and, if actuated, C₂/C₃ (the combined carrier of the compound Ravigneaux gearset 2 and 3)

[11] Output shaft is R₃ (ring gear of gearset 3: outer Ravigneaux gearset)

[9] Total Ratio Span (Total Ratio Spread · Total Gear Ratio)
${\tfrac {i_{n}}{i_{1}}}$

A wider span enables the
downspeeding when driving outside the city limits

increase the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[13] ${\tfrac {i_{n}}{i_{1}}}$

[14] A wider span enables the
downspeeding when driving outside the city limits

increase the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[15] wnspeeding when driving outside the city limits

[16] rease the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[17] when driving over mountain passes or off-road

[18] r when towing a trailer

[10] Ratio Span's Center
$(i_{n}i_{1})^{\tfrac {1}{2}}$

The center indicates the speed level of the transmission

Together with the final drive ratio

it gives the shaft speed level of the vehicle

[20] $(i_{n}i_{1})^{\tfrac {1}{2}}$

[21] The center indicates the speed level of the transmission

[22] Together with the final drive ratio

[23] t gives the shaft speed level of the vehicle

[11] Average Gear Step
$({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$

With decreasing step width
the gears connect better to each other

shifting comfort increases

[25] $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$

[26] With decreasing step width
the gears connect better to each other

shifting comfort increases

[27] the gears connect better to each other

[28] shifting comfort increases

[12] Sun 1: sun gear of gearset 1

[13] Ring 1: ring gear of gearset 1

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

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

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

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

[50:50-18] Standard 50:50
— 50 % Is Above And 50 % Is Below The Average Gear Step —
With steadily decreasing gear steps (yellow highlighted line Step)

and a particularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger

and the upper half of the gear steps (between the large gears; rounded up, here the last 3) is always smaller

than the average gear step (cell highlighted yellow two rows above on the far right)

lower half: smaller gear steps are a waste of possible ratios (red bold)

upper half: larger gear steps are unsatisfactory (red bold)

[36] With steadily decreasing gear steps (yellow highlighted line Step)

[37] rticularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger

and the upper half of the gear steps (between the large gears; rounded up, here the last 3) is always smaller

[38] the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger

[39] the upper half of the gear steps (between the large gears; rounded up, here the last 3) is always smaller

[40] than the average gear step (cell highlighted yellow two rows above on the far right)

[41] wer half: smaller gear steps are a waste of possible ratios (red bold)

[42] upper half: larger gear steps are unsatisfactory (red bold)

[R:1-19] ^ ^a ^b ^c ^d ^e ^f ^g Standard R:1
— Reverse And 1st Gear Have The Same Ratio —
The ideal reverse gear has the same transmission ratio as 1st gear
no impairment when maneuvering

especially when towing a trailer

a torque converter can only partially compensate for this deficiency

Plus 11.11 % minus 10 % compared to 1st gear is good

Plus 25 % minus 20 % is acceptable (red)

Above this is unsatisfactory (bold)

[44] The ideal reverse gear has the same transmission ratio as 1st gear
no impairment when maneuvering

especially when towing a trailer

a torque converter can only partially compensate for this deficiency

[45] rment when maneuvering

[46] specially when towing a trailer

[47] torque converter can only partially compensate for this deficiency

[48] Plus 11.11 % minus 10 % compared to 1st gear is good

[49] Plus 25 % minus 20 % is acceptable (red)

[50] Above this is unsatisfactory (bold)

[1:2-20] ^ ^a ^b ^c ^d ^e ^f ^g Standard 1:2
— Gear Step 1st To 2nd Gear As Small As Possible —
With continuously decreasing gear steps (yellow marked line Step)

the largest gear step is the one from 1st to 2nd gear, which
for a good speed connection and

a smooth gear shift

must be as small as possible
A gear ratio of up to 1.6667:1 (5:3) is good

Up to 1.7500:1 (7:4) is acceptable (red)

Above is unsatisfactory (bold)

[52] With continuously decreasing gear steps (yellow marked line Step)

[53] the largest gear step is the one from 1st to 2nd gear, which
for a good speed connection and

a smooth gear shift

[54] r a good speed connection and

[55] smooth gear shift

[56] ust be as small as possible
A gear ratio of up to 1.6667:1 (5:3) is good

Up to 1.7500:1 (7:4) is acceptable (red)

Above is unsatisfactory (bold)

[57] A gear ratio of up to 1.6667:1 (5:3) is good

[58] Up to 1.7500:1 (7:4) is acceptable (red)

[59] Above is unsatisfactory (bold)

[LS-21] From large to small gears (from right to left)

[step-22] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k Standard STEP
— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —
Gear steps should
increase: Δでるた Step (first green highlighted line Δでるた Step) is always greater than 1

As progressive as possible: Δでるた Step is always greater than the previous step

Not progressively increasing is acceptable (red)

Not increasing is unsatisfactory (bold)

[62] Gear steps should
increase: Δでるた Step (first green highlighted line Δでるた Step) is always greater than 1

As progressive as possible: Δでるた Step is always greater than the previous step

[63] increase: Δでるた Step (first green highlighted line Δでるた Step) is always greater than 1

[64] As progressive as possible: Δでるた Step is always greater than the previous step

[65] Not progressively increasing is acceptable (red)

[66] Not increasing is unsatisfactory (bold)

[speed-23] ^ ^a ^b ^c ^d ^e ^f ^g Standard SPEED
— From Small To Large Gears: Steady Increase In Shaft Speed Difference —
Shaft speed differences should
increase: Δでるた Shaft Speed (second line marked in green Δでるた (Shaft) Speed) is always greater than the previous one

1 difference smaller than the previous one is acceptable (red)

2 consecutive ones are a waste of possible ratios (bold)

[68] Shaft speed differences should
increase: Δでるた Shaft Speed (second line marked in green Δでるた (Shaft) Speed) is always greater than the previous one

[69] increase: Δでるた Shaft Speed (second line marked in green Δでるた (Shaft) Speed) is always greater than the previous one

[70] 1 difference smaller than the previous one is acceptable (red)

[71] 2 consecutive ones are a waste of possible ratios (bold)

[24] First gearbox on the market to use the Lepelletier gear mechanism
for comparison purposes only

[25] Blocks R₂ and S₃

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

[27] Couples C₁ (carrier 1) and S₂

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

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

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

[csere-30] Csere, Csaba (March 2012). Dissected: 2013 Cadillac ATS. Car and Driver. ISBN 9781858941905. OCLC 38224673. Archived from the original on 2012-10-30. Retrieved 2012-11-21.

[ccolu-31] "2015 Chevrolet Colorado Specifications". GM. Retrieved 2014-10-14.

[bremach-32] "Bremach Suv".

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

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Portal Category

Specifications

Basic concept

Technical data

Applications

6L 45 · MYA

6L 50 · MYB

6L 80 · MYC

6L 90 · MYD

See also

References

External links