2010Hydra-Matic 6T40 (MH8-FWD)

Hydra-Matic 6T45 (MH7-FWD, MHC-AWD)

2010 Model Year Summary
Hydra-Matic 6T40 / 6T45 six-speed automatic front- or all-wheel-drive transmission
Six-Speed Automatic Transmission
New North American Applications: Chevrolet Equinox (MH7, MHC), GMC Torrent
(MH7, MHC), and Buick LaCrosse (MH7); Carryover: Chevrolet Malibu (MH8)
Contemporary On-Axis Design
Advanced Clutch-To-Clutch Shift Operation
Tuned For Quick Launch And Fuel Efficient Cruising
Compact Dimensions Aid Packaging
Hyper-elliptical Torque Converter Saves Space
IX Gear Pump Lowers NVH Levels and Improves Hydraulic Efficiency
Ground And Honed Gears For Precision Fit And Lower NVH Levels
Unique Input Shaft Eliminates Costly Machining And Adds Strength
Full description of new features and benefits
Six-speed automatic transmission
Two versions of the transverse six-speed automatic transaxle (6T40 / 6T45) have been
debuted, featuring a notably wide ratio spread, and the ability to handle different levels of
engine torque and vehicle applications. The 6T40 / 6T45 have been designed to address
high feature and high value segments with combination of 6-speed, advanced features,
and low piece cost. Availability of wide ratio spread allows improved fuel economy and
improved performance. The 6T40 / 6T45 transmission has an output chain, and also
features a compact low cost 1 piece case.
New applications:
Chevrolet Equinox (MH7, MHC) and GMC Torrent (MH7, MHC) are scheduled to go on
sale in the summer of 2009 using the 6T45 (FWD and AWD), which is mated to the 2.4
LAF Ecotec and is rated to handle 315 N-m of engine torque. Additionally, Buick
LaCrosse (MH7) will go in production at the end of 2009 using the 6T45, which is mated
to the 2.4 LAF Ecotec. The 6T40 / 6T45 will also continue to be offered in 2010
Chevrolet Malibu (MH8).
Carryover from model year 2009 features and benefits are listed below:
Innovative on-axis design
Instead of folding the transmission around the end of a transversely mounted engine,
which has been one of the dominant GM transaxle design conventions, the 6T40 and
6T45 contain all of their gearing in line with the crankshaft centerline of the engine. The
advantages of this layout can translate to a shorter overall vehicle length, more interior
room in a vehicle, and lower powertrain height.
Advanced clutch-to-clutch shift operation
To save space compared to freewheeling gear change mechanisms, the shifts are
accomplished by applying and disengaging clutches simultaneously during each gear
change. Sophisticated electronics help enable the precision needed to time the clutches
for each shift. The first-to-second gear shift uses a freewheeling mechanism, however,

which tends to be smoother during shifts between gears with large ratio differences,
such as first and second gears.
Tuned for quick launch and fuel efficient cruising
Because of the wide ratio spread, first gear is a very high ratio, which provides brisk
acceleration from a stop. Sixth, however, is an overdrive ratio, which keeps the engine
revolutions as low as possible for highway cruising, reducing engine friction losses and
improving fuel economy.
Compact dimensions aid packaging
State-of-the-art dimensions enable spacious packaging and enhance potential safety
design opportunities. In addition, styling opportunities for lower hood lines are also
enabled by the compact dimensions of the 6T40 and 6T45.
Hyper-elliptical torque converter saves space
The 205k, 236mm torque converter in 6T40 (MH8) and 6T45 (MH7) uses a single plate
lockup clutch and features an oval cross-section shape, called hyper-elliptical. This
shape reduces the thickness of the torque converter, reducing the space it needs and
keeping the overall width of the engine and transmission as narrow as possible for
packaging advantages. The single-plate lockup clutch makes use of GMs electronic
controlled capacity clutch (ECCC) technology to help dampen engine vibrations and
ensure smooth operation.
IX gear pump lowers nvh levels and improves hydraulic efficiency
A compact on-axis, fixed displacement IX Gear type fluid pump provides hydraulic
pressure for the shift events and lubrication. The pump features an IX gear
(Drive/Driven) with a machined crescent in the pocket, which reduces internal leakage
and optimizes hydraulic efficiency. The inlet jet nozzle feature in the IX gear type pump
provides for increased pump suction pressure which has demonstrated to lower
powertrain NVH levels.
Ground and honed gears for precision fit and lower NVH levels
To minimize gear noise as well as vibration, the helical gears are ground and honed to
ensure exact dimensions and tolerances. With closer tolerances, the gears are less
prone to characteristic whining or humming, and overall the transmission operates as
quietly as possible.
Unique input shaft bushings eliminate machining
The input shaft requires no machining for grooves to contain fluid seals, which allows the
shaft to retain maximum strength for its size and minimize cost.
Low maintenance
The 6T40/6T45 is filled for life with DEXRON-VI premium fluid, which during normal
use need not be replaced. DEXRON-VI 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.

Overview
The concept behind the new six-speed front- and all-wheel-drive transaxle family is to
enable compact packaging not possible before with a powerful transverse powertrain
layout. The gearsets are on the same axis as the engine crankshaft centerline, which
makes the entire powertrain unit much shorter fore-to-aft. This allows chassis designers
the ability to enhance crush zones, to increase interior space, and lower the hood line of
the vehicle compared to a conventional off-axis transaxle.
The primary difference between two variations of the six-speed automatic transaxle
being the 6T45 has greater torque handling capability. The output chain is 1.25-in wide in
6T45, versus 1-in wide for the 6T40. The input gearset of the 6T45 uses five pinion
gears, versus four pinions for the 6T40. In addition, the case of the 6T45 is slightly larger
and includes a heavier ribbed case for strength.
Three planetary gearsets are used with three stationary clutches and two rotating
clutches, which save space compared to freewheeling designs. Freewheeling
mechanisms allow perfect timing between shifts, but also take up more space and add
more components to the transmission. However, due to the electronic controls, the
clutch-to-clutch concept of the 6T40 / 6T45 delivers the same accurate shift timing. Gear
changes from second to sixth gear ratios are accomplished with a precise clutch-toclutch action, where the clutch is engaged in one gear at exactly the same time it is
released in another. 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.
Adaptive shift controls include automatic grade braking, which commands the
transmission to remain in a lower gear if the vehicle is decelerating or coasting on a
downgrade. This takes advantage of engine braking to prevent unwanted acceleration.
This reduces the need for the driver to brake during a hill descent. The control module
receives input that monitors brake pedal usage, vehicle acceleration rate, throttle
position, and even whether a trailer is connected to the vehicle.
The wide overall ratio spread of 6.11:1 allows a steep first gear, as well as a tall
overdrive top gear for low-rpm highway cruising. Acceleration is maximized, as is fuel
economy. Engine noise is also lower during cruising. Sixth gear is a tall overdrive gear,
for example.
The transmission control module (TCM) in the 6T40 / 6T45 allows the modules to exist
reliably inside the transmission, where temperatures remain mostly constant compared
to a body-mounted module. The smaller size of the module means the transmission
case can be more compact. The transmission and module are assembled together, so
no additional connections 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 all future global applications and the
design can accommodate different modules. All of the module strategy is developed by
GM Powertrain.

The Hydra-Matic 6T40 / 6T45 was developed as part of the small 6-speed transmission
family for global applications and is being produced in Asia Pacific region (GMDAT,
Korea, and SGM, China) with subsequent manufacture in North America (SLP, Mexico).