6 speed RWD 60šV6 tranny?

[Driver_10]

"emco" or "quaife" sequential manual 5spd > ANY auto ever made...
But then again, Ill never be able to afford either so ill have to agree with you about an auto being better than a manual behind a turbo engine. If I was building a track dedicated drag-car or "rock-climbing" rig, then I would definitely put an auto behind it.

As far as street and daily driving, I cant find any redeeming value in them. Theres no real control over them other than blindly mashing the gas pedal and hoping for the best.

[geoffinbc]

LOL 16 speeds would be like driving a big rig.

But even the new 7 and 8 speed cars are getting bad reviews on drivability because they shift too damn much. What happened to the days of mountain moving torque? Now every engine has to be in a 500RPM window or its out of steam.

[2.8-350TBI]

I'd rather have a manual, but id like to say that I have driven a new silverado with the 6l90 and its a great tranny. Close ratios, and six speeds just keeps you in the powerband and you can gear the rearend low to keep your OOHMPH. Plus manual gear select! its really smooth

6 speed autos are the shiznit.

If I were to boost, I would use an auto just cause the fact that you can spool the turbo better and keep it lit between shifts.

And that 6 speed 4l80 is nothing more than a 4l80 chipped to use different planetary sets to make a split second gear and a split fourth.
Since it has three planetaries, it can theoretically attain 8 speeds. Now pair that with a gear vendors overdrive!

[geoffinbc]

I am not a auto guy either. Too damn boring, robs more power than a manual and you have less control over the vehicles behavior and engine braking sucks.

I do know the TKO uses the T5 pattern and if I ever need a high performance manual thats where I will turn. But right now my WCT5 will handle what I got.

[bob442]

guess you've never driven one setup properly, i felt the same way till i was driving a chevy 1500 5 spd daily. auto is kinda nice some times, but a purpous built machine should have what ever YOU want in it.

[Driver_10]

*Hoooooo Boy* You guys sure sound gloomy...

You DO know that the GM TKO500/600 has the exact same input shaft as a t5 and will directly bolt on to a 89 2.8l, 60 degree, F-body bellhousing, right? You can even re-use the clutch-fork and release bearing.

I thought that I had already proven this. (me patting myself on the back)

Cant say I know much about the auto's though. dont really like em personally.

[2.8-350TBI]

I dunno, but thats a sweet tranny!
I think a 6 speed auto would kill a six speed manual, especially with the available paddle shifter or even that cool looking two button shifter

[geoffinbc]

Man that thing has a shitty first gear. Why so low? Its not towing a boat!

[bob442]

I want a 5 or 6 speed RWD auto that mates to a 60V6.

i think thats do-able. doesnt the 4l60e have a bell housing for a 2.2? and TCI makes the 4l80e? and accepts 4l60e bellhousings...

http://www.tciauto.com/Products/TC-'Street%20Transmissions'-4.aspx

[ForcedFirebird]

Why is a t56 so much work? A simple bellhousing adapter would work, that's how the Fiero guys are getting thier v8's in them, as well as how Mars put a th400 in his 660-powered Camaro.

[robertisaar]

Well, back to 5 speed world! 5 speeds is better when it comes to boost anyway

how so? the T5, even the world class, suck for power handling compared to say a T56. and with FWD, the beefiest is supposedly the getrag 284, though the F40 seems to be holding up well to a lightly modded LS7 fiero.

[SappySE107]

I want a 5 or 6 speed RWD auto that mates to a 60V6.

[2.8-350TBI]

I wish it worked but that bellhousing is much different.

I know right?
I should have done more research before posting as after I made this thread I was looking at the very same picture that was posted.

FML.

It would have been documented already too, so I dont even know why I asked.

Well, back to 5 speed world! 5 speeds is better when it comes to boost anyway

[SappySE107]

I wish it worked but that bellhousing is much different.

[bszopi]

Pretty sure its a no-go...



2009 Aisin AY6 (MV5) 6/5/2009
Type: Rear wheel drive, six-speed manual transmission
Engine range: 2.8L - 3.6L
Maximum engine torque: 370 Nm (273 lb-ft)
Maximum gearbox torque: 370 Nm (273 lb-ft)
Gear ratios: MV5
First: 4.475
Second: 2.577
Third: 1.683
Fourth: 1.194
Fifth: 1
Six: 0.752
Reverse: 3.955
Final Drive Ratio: 3.27
Maximum curb vehicle weight: 4026 lbs ( 1826 kg )
Case material: Aluminum
Center distance: 85mm
Fluid type: 75W90
Transmission weight: wet: 57.2 kg (126 lb)
Fluid capacity (approximate): 1.8L (1.9 qt)
Power take off: No
Applications: Chevrolet Camaro

2010 Aisin AY6 (MV5/MV7) Car Transmission
Aisin AY6 six-speed manual transmission
2010 Model Year Summary

New Features / Applications for 2010 model year
• Introduced in the 2010 Chevrolet Camaro mated to the 3.6L V-6 VVT DI ( LLT )

Low maintenance
The MV5/MV7 uses conventional 75W90 gear oil, and no maintenance is required under normal operating conditions. Fluid changes are recommended for severe duty. A hydraulic clutch eliminates adjustments throughout the lifespan of the transmission.

Overview
The Aisin AY6 is a unique transmission design for Aisin. It features an uncommon "tailset" design. Compared to a conventional rear-drive manual transmission, the tailset design utilizes a long input shaft supported by a short output shaft, which is the converse of a traditional two-axis manual transmission design which uses a "headset" design. Because of the torque flow path, the gearsets carry less torque and operate at a higher rpm compared to a conventional manual transmission. Therefore, the transmission can handle more torque than a similar-size headset design manual. The countershaft of the transmission remains a conventional design.

The closely spaced MV7 ratios were specified by GM and are unique to the CTS application. The ratios allow even stepping between gears and are optimized to the power characteristics of the engines. The Camaro uses the MV5 gear set.

The AY6's tailset design reduces the inertia required by the synchronizers to match gearset speeds during an upshift or a downshift. This reduces the demand on the synchronizers, which in turn reduces the amount of effort by the driver to shift gears. The tailset design also reduces the length of the output shaft, which is typically the source of noise in a conventional manual transmission when the powertrain is idling in neutral.

It features a synchronized reverse gear, and a case made of aluminum. All synchronizers use brass material for their friction surfaces, a softer, more common material that is allowed by the reduced demands on the synchronizers.

Clutch actuation is through a concentric release bearing, a common method of ensuring a linear actuation, which translates to a higher-quality pedal feel for the driver.

The shift rail inside the transmission is located near the top of the case, and attaches to the shifter through a small coupling. This design allows all shift efforts to be transmitted to the transmission rather than a portion derailed into the car's body.

The Aisin AY6 is built in Anjo City, Japan.