What Shifter works best for a 6L90e/6L80e?

[Poorhousenext]

I am putting a 6L90e in my 67 camaro, and was wondering if anyone had shifter recommendations? I am using Twistmachine's Paddles/torque converter, and have been told that the G6 Tap up/down shifter works OK. I have also been told that Shiftworks has a retro system which works, but will not have a Tap up/down feature.

Any experience with these? I spoke with Hurst, and they will not have anything available for at least 6-8 months.



Thanks,
Bob

Bob,

I'm some what lost as to why with paddle shifters you would want or need a shifter that has Tap Up/ Tap shifting provisions.

When I started my 6L80E project, back in 2007, no one had verified aftermarket paddles would work, so I started looking at GM cars that had TU/TD shifters in them. Then found out in a conversion that these shifters needed to be modified to work in conversion.

You have the best way to manual shift 6L80E now. TU/TD manual shifting does not feel natural. I'm on my 2nd car that came with a 6 speed with TU/TD shifting. 1st car, I tried it once then never fooled with it again, found it's sport mode could handle the shifting better than I could.

On the new car I just purchased which does not have sport mode, I've played with TD mode for engine breaking only. Again it up shifts and down shifts to keep the engine in it's power band better than I can. This is not like driving a manual stick car at all.

Drag racing, you'll probably want be using the paddles you have. TCM can out shift you and you have one less thing to think about. It's competitions where you need to make the decision when it's best to down shift and up shift to use engine to help with braking and keep engine in it's power band to power out. Neither the TCM or ECM can see the road ahead and know when to start the shifts as they shift based on engine parameter inputs to them.

You will find you can shift faster and have to think less about doing it with those paddles than with any TU/TD floor shifter too.

For what it's worth, the G8 EXP 6L80e TU/TD shifter in my 6L80E car had to be modified to work, as it's different from how same shifter is wired to work in it's stock application.

My other conversion with a different 6 speed automatic, which I consider a Pro Touring car, I went with paddles rather than outlaw floor shifter with buttons built in to manual shift it. Lets me keep stock look floor console in car and the paddles look a lot cooler if someone notices them....LOL

[Addicted]

Correct me if I'm wrong but, I did not think that there was "engine braking" available, yet? in the 6l80e's?

[Poorhousenext]

Correct me if I'm wrong but, I did not think that there was "engine braking" available, yet? in the 6l80e's?

It's the other 6 speed, TCI 6X that doesn't support engine breaking, per TCI both over the phone couple of months ago and then in person last Friday at NSRA show in Knoxville they told me, it had limited 6th to 5th, but from that point on none, so as far as they are concerned 6X has no engine braking, and they are not working on trying to provided it at this time.

I hope to have car with it up and running by GoodGuys show in Columbus, OH in July, so I'll know for sure if it does are doesn't before then. As soon as it's finish, I'm going to try and get my other car with 6L80E finished.

There is one transmission builder that says his 4L80E based 6 speed will support engine braking when it is released. There may be another builder working on 4L80E based 6 speed too that may are may not have it.

6L80E Overview from GM performance web site.

Product Highlights

Electronically controlled rear-drive/all-wheel-drive transmission
Part of GM’s modular family of fuel-saving six-speed automatics
Wide 6.04:1 gear spread optimizes performance and fuel economy
Maximum engine torque rating of 439 lb.-ft. (535 Nm)
Maximum gearbox torque rating of 664 lb.-ft. (900 Nm)


The Hydra-Matic 6L80 (MYC) six-speed automatic transmission for rear- and all-wheel-drive vehicles is part of GM’s family of fuel-saving, electronically controlled six-speed automatics. It is used in a wide range of 5.3L and 6.2L V-8-powered vehicles, including:

Cadillac Escalade / Escalade ESV / Escalade EXT
Chevrolet Avalanche
Chevrolet Camaro SS
Chevrolet Corvette / Corvette Grand Sport
Chevrolet Silverado
Chevrolet Suburban
Chevrolet Tahoe
GMC Sierra / Sierra Denali
GMC Yukon Denali / Yukon XL Denali


The modular design of the 6L80 is shared with variants rated for different torque levels to accommodate various engines and vehicle applications, including the 6L45 (MYA), 6L50 (MYB) and 6L90 (MYD). All versions share a unique output gearset configuration that enables a wider range of ratios than a conventional planetary gearset automatic transmission. That allows the transmission to be tailored for optimal fuel economy while delivering excellent acceleration traits.



The wide overall ratio spread of 6.04:1 allows a “steep” first gear, as well as a 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.



Modular Design

The modular concept of the Hydra-Matic 6L80 centers on the desire for common components and manufacturing tooling for four different size variants of the six-speed family. All versions use 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) 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 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.



Gear changes from second to sixth gear ratios are accomplished with clutch-to-clutch action, where an “on-coming” clutch is engaged and an “off-going” 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 6L80 is optimized for best performance.



Control System

Advances in transmission control modules allow them 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 6L80’s 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.



There are two torque converter sizes, 258 mm and 300 mm. The 258-mm applications use a twin-plate torque converter lockup clutch, while the 300-mm 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

The 6L80 uses DEXRON VI premium fluid, 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.