New tremec tr6060 trans (for W427 and LS3 VXR8)
Discussion
Info on the new trans for the LS3 and W427 HSV's (As I understand)
Granada will like this info
2008 Tremec TR6060 (MM6/MZ6) car transmission
2008 Model Year Summary
Tremec TR6060 six-speed manual car transmission
• Wider gears increase torque-handling capability
• Stronger one-piece countershaft now standard on all versions
• Housing strengthened to minimize flex and improve shifting
• New synchronizer system reduces shift efforts
• Integrated pump into front adaptor
• Double-cone reverse gear synchronizer added for easier reverse selection
FULL DESCRIPTION OF NEW AND UPDATED FEATURES
WIDER GEARS INCREASE TORQUE-HANDLING CAPABILITY
The addition of wider gears is made possible through the use of special fine-pitch teeth synchronizers (below), which reduces synchronizer travel and creates extra space. First, second and third gears average a 15 percent increase in width as a result. The wider gears handle more torque.
STRONGER ONE-PIECE COUNTERSHAFT NOW STANDARD ON ALL VERSIONS
The larger, stronger single-piece output shaft that had been used in high-performance and high-load applications is now standard on all versions of the TR6060.
HOUSING STRENGTHENED TO MINIMIZE FLEX AND IMPROVE SHIFTING
The transmission housing is strengthened where the shifter rails are held in place with shorter spans. This reduces the chance that the rails will flex during spirited shifting, which improves the solid feel of each shift.
NEW SYNCHRONIZER SYSTEM IMPROVES SHIFT FEEL AND REDUCES EFFORTS
Patented fine-pitch teeth on the synchronizers and precisely matched machined teeth on the gear bodies reduce synchronizer travel, and further improve the quality feel of shifting. In addition, the shorter travel of the synchronizers effectively increases the ratio of the shifter itself, lowering shift efforts. The shorter travel of the synchronizers also makes extra space available for the use of stronger, wider gears.
FLUID PUMP INTEGRATED INTO FRONT CASE ADAPTOR
The fluid pump used on the higher-performance Z51 option and Z06 model is now integrated into the front case adaptor of the transmission housing. The re-design of the adaptor allowed it to be made stiffer, reducing flex and increasing durability. The new pump itself also has a significantly increased flow, aiding cooling during high-load conditions.
DOUBLE-CONE REVERSE GEAR SYNCHRONIZER EASES REVERSE GEAR SELECTION
The synchronizer for reverse gear is changed to a double-cone from a single-cone design, which increases the friction area of the synchronizer and makes reverse gear selection easier.
LOW MAINTENANCE
The 6-speed uses Texaco ATF Type III 1863 fluid and is certified "fill-for-life," requiring no fluid changes. The clutch is activated hydraulically, which automatically compensates for clutch disc wear, eliminating manual adjustments. The Tremec TR6060 six-speed has evolved from a design that aimed to require virtually no maintenance in all but the most severe conditions.
OVERVIEW
Both the standard Corvette and the high-performance Z06 use the TR6060 designated as MM6, which is validated to 500 lb-ft of torque, while the TR6060 with the Z51 option features higher ratios and is designated as MZ6. It is validated to 428 lb-ft of torque.
Design features include a combination of double-cone and triple-cone synchronizers on all gears. Synchronizers act like clutches to speed up or slow down a gear that is being shifted to. Double-cone synchronizers have two friction surfaces to effect this gear acceleration, and triple-cone synchronizers have three friction surfaces. The greater the friction surface, the easier the transmission is to shift. In addition, double-cone and triple-cone synchronizers are smaller in diameter than a single-cone synchronizer with the same friction area allowing the transmission to remain more compact. Bearings in place of bushings lower the friction of the shift rail movements for the Corvette, making the shifter feel naturally lighter and more direct.
Refinements common to the design of all six-speed Tremec TR6060 transmissions include needle bearings on all forward gearsets and 5th and 6th gear synchronizers located on a countershaft. The countershaft location of the 5th and 6th gear synchronizers allow those gears to be selected without affecting the 1st through 4th gearsets, contributing to ease of shifting.
The sixth-generation Corvette with the Z51 option uses the MZ6 version of the six-speed, with ratios developed for the M12 which was used in the Cadillac CTS-V. These ratios are higher in first, second, and third gears than the MM6, as well as a lower-ratio fifth gear to increase top speed for the Z51 option.
When the high-performance Z06 version of the Corvette was introduced for 2006, a stronger single-piece countershaft replaced the previous two-piece countershaft for the MM6. The output shaft was enlarged to a 32-spline unit, which is more durable than the 27-spline unit used in previous applications. Also in 2006 the 6L80 six-speed automatic transmission was introduced, and the bolt pattern for the rear of the case extension of the manual transmission was changed to match the same bolt pattern as the automatic.
Originally, the Tremec T56 evolved as a higher-torque capacity, six-speed version of the proven M49 five-speed manual transmission, and was introduced in the 1993 Chevrolet Camaro and Pontiac Firebird. It was also added to the 1997 fifth-generation Corvette. For the 2008 model year, it has evolved into the TR6060.
Further applications included high-performance models, such as in mid-2004 the Cadillac CTS-V, which used the LS6 engine mated to the M12 higher-ratio version of the transmission, as well as variants that were used in the Pontiac GTO and Chevrolet SSR models.
Granada will like this info
2008 Tremec TR6060 (MM6/MZ6) car transmission
2008 Model Year Summary
Tremec TR6060 six-speed manual car transmission
• Wider gears increase torque-handling capability
• Stronger one-piece countershaft now standard on all versions
• Housing strengthened to minimize flex and improve shifting
• New synchronizer system reduces shift efforts
• Integrated pump into front adaptor
• Double-cone reverse gear synchronizer added for easier reverse selection
FULL DESCRIPTION OF NEW AND UPDATED FEATURES
WIDER GEARS INCREASE TORQUE-HANDLING CAPABILITY
The addition of wider gears is made possible through the use of special fine-pitch teeth synchronizers (below), which reduces synchronizer travel and creates extra space. First, second and third gears average a 15 percent increase in width as a result. The wider gears handle more torque.
STRONGER ONE-PIECE COUNTERSHAFT NOW STANDARD ON ALL VERSIONS
The larger, stronger single-piece output shaft that had been used in high-performance and high-load applications is now standard on all versions of the TR6060.
HOUSING STRENGTHENED TO MINIMIZE FLEX AND IMPROVE SHIFTING
The transmission housing is strengthened where the shifter rails are held in place with shorter spans. This reduces the chance that the rails will flex during spirited shifting, which improves the solid feel of each shift.
NEW SYNCHRONIZER SYSTEM IMPROVES SHIFT FEEL AND REDUCES EFFORTS
Patented fine-pitch teeth on the synchronizers and precisely matched machined teeth on the gear bodies reduce synchronizer travel, and further improve the quality feel of shifting. In addition, the shorter travel of the synchronizers effectively increases the ratio of the shifter itself, lowering shift efforts. The shorter travel of the synchronizers also makes extra space available for the use of stronger, wider gears.
FLUID PUMP INTEGRATED INTO FRONT CASE ADAPTOR
The fluid pump used on the higher-performance Z51 option and Z06 model is now integrated into the front case adaptor of the transmission housing. The re-design of the adaptor allowed it to be made stiffer, reducing flex and increasing durability. The new pump itself also has a significantly increased flow, aiding cooling during high-load conditions.
DOUBLE-CONE REVERSE GEAR SYNCHRONIZER EASES REVERSE GEAR SELECTION
The synchronizer for reverse gear is changed to a double-cone from a single-cone design, which increases the friction area of the synchronizer and makes reverse gear selection easier.
LOW MAINTENANCE
The 6-speed uses Texaco ATF Type III 1863 fluid and is certified "fill-for-life," requiring no fluid changes. The clutch is activated hydraulically, which automatically compensates for clutch disc wear, eliminating manual adjustments. The Tremec TR6060 six-speed has evolved from a design that aimed to require virtually no maintenance in all but the most severe conditions.
OVERVIEW
Both the standard Corvette and the high-performance Z06 use the TR6060 designated as MM6, which is validated to 500 lb-ft of torque, while the TR6060 with the Z51 option features higher ratios and is designated as MZ6. It is validated to 428 lb-ft of torque.
Design features include a combination of double-cone and triple-cone synchronizers on all gears. Synchronizers act like clutches to speed up or slow down a gear that is being shifted to. Double-cone synchronizers have two friction surfaces to effect this gear acceleration, and triple-cone synchronizers have three friction surfaces. The greater the friction surface, the easier the transmission is to shift. In addition, double-cone and triple-cone synchronizers are smaller in diameter than a single-cone synchronizer with the same friction area allowing the transmission to remain more compact. Bearings in place of bushings lower the friction of the shift rail movements for the Corvette, making the shifter feel naturally lighter and more direct.
Refinements common to the design of all six-speed Tremec TR6060 transmissions include needle bearings on all forward gearsets and 5th and 6th gear synchronizers located on a countershaft. The countershaft location of the 5th and 6th gear synchronizers allow those gears to be selected without affecting the 1st through 4th gearsets, contributing to ease of shifting.
The sixth-generation Corvette with the Z51 option uses the MZ6 version of the six-speed, with ratios developed for the M12 which was used in the Cadillac CTS-V. These ratios are higher in first, second, and third gears than the MM6, as well as a lower-ratio fifth gear to increase top speed for the Z51 option.
When the high-performance Z06 version of the Corvette was introduced for 2006, a stronger single-piece countershaft replaced the previous two-piece countershaft for the MM6. The output shaft was enlarged to a 32-spline unit, which is more durable than the 27-spline unit used in previous applications. Also in 2006 the 6L80 six-speed automatic transmission was introduced, and the bolt pattern for the rear of the case extension of the manual transmission was changed to match the same bolt pattern as the automatic.
Originally, the Tremec T56 evolved as a higher-torque capacity, six-speed version of the proven M49 five-speed manual transmission, and was introduced in the 1993 Chevrolet Camaro and Pontiac Firebird. It was also added to the 1997 fifth-generation Corvette. For the 2008 model year, it has evolved into the TR6060.
Further applications included high-performance models, such as in mid-2004 the Cadillac CTS-V, which used the LS6 engine mated to the M12 higher-ratio version of the transmission, as well as variants that were used in the Pontiac GTO and Chevrolet SSR models.
This is all very well but what are the ratios!
Googling TR6060 quickly comes up with 2.97, 1.78, 1.3, 1.0, 0.8 and 0.63 so a mixture of MM6, M12 and new. So 1st same as M12 (VXR6.0), 2/3rd MM6 (CV8). 5th splits the difference between 0.84 (VXR6.0)and 0.75 (CV8). 6th shorter than both, 0.57 (VXR6.0), 0.50 (CV8). Looks like it has been offered in top Mustangs for a while.
Having now done 9 months on my M12 I remain totally convinced how much better is than the MM6. It is not perfect however. 1st is still too tall, needs to be more like 3.3. I recently had my car videoed at Avon Park on a private day, sprinting off the line. It is very noticeable how much time it spends in 1st gear compared to 2nd.
Also 5th is too short being much closer to 4th than 6th. I actually think the MM6 5th is about ideal and looks optimum for maximum speed occurring at max power. I guess it is not possible to crack open both boxes and swap the cogs around...
If this new box appears in successors to the VXR8 then I think owners trading in might miss their old 2nd/3rds, it is definitely going to feel less punchy in 2nd.
Googling TR6060 quickly comes up with 2.97, 1.78, 1.3, 1.0, 0.8 and 0.63 so a mixture of MM6, M12 and new. So 1st same as M12 (VXR6.0), 2/3rd MM6 (CV8). 5th splits the difference between 0.84 (VXR6.0)and 0.75 (CV8). 6th shorter than both, 0.57 (VXR6.0), 0.50 (CV8). Looks like it has been offered in top Mustangs for a while.
Having now done 9 months on my M12 I remain totally convinced how much better is than the MM6. It is not perfect however. 1st is still too tall, needs to be more like 3.3. I recently had my car videoed at Avon Park on a private day, sprinting off the line. It is very noticeable how much time it spends in 1st gear compared to 2nd.
Also 5th is too short being much closer to 4th than 6th. I actually think the MM6 5th is about ideal and looks optimum for maximum speed occurring at max power. I guess it is not possible to crack open both boxes and swap the cogs around...
If this new box appears in successors to the VXR8 then I think owners trading in might miss their old 2nd/3rds, it is definitely going to feel less punchy in 2nd.
LS3 is quoted as 575Nm, just 4.5% up on the 550Nm of the LS2 VXR8 spec. Can't see how that will be that noticeable -that is one passenger or the difference between a high or low barometric pressure day. 2.07/1.78 = 16.5% so gearing still makes more difference. And no doubt a new model will be heaver. The VZ Monaro is heaver than the VY, the VXR8 is heaver still.
Surely these push rod V8s are reaching the limit of what can be done with the 2V design. The way forward must surely be forced induction with a super charger or mild turbo installation like BMWs 335i engine. Sure, tuning firms can do wonders in normally aspirated form but straight away they throw the cats away, the engine becomes less flexible etc. No good for a factory offering.
Similarly on the transmission side most of the manufacturers effort must be in autos of various forms. The main market for V8 petrol cars remains the USA and Americans want automatics. Manuals hold a relatively small niche and the same Tremec designs keep turning up. So with just a few ratios sets obviously the cars have to accept some compromises. What is best for a pick up is not necessarily ideal for a sleek muscle car.
Surely these push rod V8s are reaching the limit of what can be done with the 2V design. The way forward must surely be forced induction with a super charger or mild turbo installation like BMWs 335i engine. Sure, tuning firms can do wonders in normally aspirated form but straight away they throw the cats away, the engine becomes less flexible etc. No good for a factory offering.
Similarly on the transmission side most of the manufacturers effort must be in autos of various forms. The main market for V8 petrol cars remains the USA and Americans want automatics. Manuals hold a relatively small niche and the same Tremec designs keep turning up. So with just a few ratios sets obviously the cars have to accept some compromises. What is best for a pick up is not necessarily ideal for a sleek muscle car.
granada203028 said:
... The main market for V8 petrol cars remains the USA and Americans want automatics. Manuals hold a relatively small niche and the same Tremec designs keep turning up. So with just a few ratios sets obviously the cars have to accept some compromises. What is best for a pick up is not necessarily ideal for a sleek muscle car.
Not just in the US, most Monaros and HSVs sold here are auto's as well 
I've said it before, to the typical Aussie buyer, HSV "Clubsport" means I'll drive it to the footy club...granada203028 said:
It is on Vauxhall's website to. 431BHP but curiously still only 550Nm. Maybe this is wrong... If it is correct then it fits the sequence of virtually identical specific torque for the LS1,2 and 3 engines. No data on the gearbox I could see.
Still 550nm on LS3. The Aussie magazines speculate it might be to do with the driveline taking the torque or maybe leaving space to they can respond to the "blue cars" but no definate answer. 287 VXR8's going to the UK with LS3. Quoting from the same Motor magazine article.
Durability testing, then seeing what is next in line to bust and at what mileage, then setting power levels to suit etc, plus effect on emissions, mileage etc, etc.
Im sure Phil at WPUK can comment on whats invloved with powertrain changes in HSV's lineup. I doubt its a simple matter due to piles of legal paperwork and compliance.
Im sure Phil at WPUK can comment on whats invloved with powertrain changes in HSV's lineup. I doubt its a simple matter due to piles of legal paperwork and compliance.
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