GM said:The 6T35 will be built at GM’s transmission facility in Toledo, Ohio.
That might be gearbox max torque, but it definitely isn't input torque. The 6T80 is only rated to 380 lb-ft, so this isn't going to be anywhere near that.And, if you want to sound like a car guru and impress your gearhead friends: 6T35= 6 speed, Transverse, 350 ft pound maximum input shaft torque.
Just for grins.....now you know.
Rob
You're correct.....I got a bit rambunctious there. (I'll blame my age)That might be gearbox max torque, but it definitely isn't input torque. The 6T80 is only rated to 380 lb-ft, so this isn't going to be anywhere near that.
Read earlier posts......I got a bit rambunctious with my description.......and admitted it.Just curious why the 8L90 is rated at a max gearbox torque of 738tq. If the 35 is in fact 350tq.
Heh, I had 2 2015 rentals and caught them in between shifts or just plain confused in stop-and-go traffic. One LURCHED into the next gear down after barely touching the gas pedal. It did make better use of the engine's torque at low revs than the 2013 rental did, which seemed to like to rev a lot for power around town. Hopefully they've enhanced the programming a bit further...Regarding the 6t35 vs the 6t40......the 6t40 was in my 2012 Cruze as well as my new Trax.
Although I found the upshift quality a bit abrupt at certain throttle positions, frankly, I had no issue with its operation.
I'm rather persnickity about shift quality and I had no real glaring issue with the 2012.
Evidently there was a lot of programming time put into the unit over the years.....the 2015 is quite, uh, mellow for lack of a better term.
Shift quality is almost imperceptable on light throttle and quite firm (not harsh) on deep throttle.......an enhanced feeling compared to my 2012.
This is probably why we rarely hear shift concerns from the members operating 2013 and newer Cruze's......GM got it fairly well dialed in.
Rob
Well, you really shouldn't use your experience in a rental as much of a guide.Heh, I had 2 2015 rentals and caught them in between shifts or just plain confused in stop-and-go traffic. One LURCHED into the next gear down after barely touching the gas pedal. It did make better use of the engine's torque at low revs than the 2013 rental did, which seemed to like to rev a lot for power around town. Hopefully they've enhanced the programming a bit further...
My 2015 sonic auto is way smoother than my 2012 cruze was. Every situation I've driven in over 3000 miles so far has been better, except real stop and go driving. The trans can still get confused especially when you driving 0-25mph where it has 1-4 gears to choose from. Its the most clunky hovering around the 2nd/3rd or 3rd/4th shift points. Only fix is to lock the car in M2 and listen to the engine rev the few seconds you get to go 30mph.Heh, I had 2 2015 rentals and caught them in between shifts or just plain confused in stop-and-go traffic. One LURCHED into the next gear down after barely touching the gas pedal. It did make better use of the engine's torque at low revs than the 2013 rental did, which seemed to like to rev a lot for power around town. Hopefully they've enhanced the programming a bit further...
Yep, not great in stop and go. OK otherwise, and a heck of a lot better than my first impression of a Cruze - a brand new 2011.My 2015 sonic auto is way smoother than my 2012 cruze was. Every situation I've driven in over 3000 miles so far has been better, except real stop and go driving. The trans can still get confused especially when you driving 0-25mph where it has 1-4 gears to choose from. Its the most clunky hovering around the 2nd/3rd or 3rd/4th shift points. Only fix is to lock the car in M2 and listen to the engine rev the few seconds you get to go 30mph.
Side Note: The sonic automatic works exactly like my cruze RS automatic did, it doesn't auto shift on throttle inputs when using manual mode. I was expecting it to work like the Cruze ECO auto and auto shift in manual mode, manual mode only allowing you to lock out upper gears.
Type: | Six speed front-wheel-drive, electronically controlled, automatic overdrive transaxle with an electronically controlled torque converter clutch. |
Maximum Engine power ( hp) | 160 hp (119 kW) |
Maximum engine torque: | 174b-ft. (235 Nm) |
Maximum Gearbox torque: | 174 lb-ft. (235 Nm) |
Gear ratios: | MNU |
First: | 4.449 |
Second: | 2.908 |
Third: | 1.893 |
Fourth: | 1.446 |
Fifth: | 1.000 |
Sixth: | 0.742 |
Reverse: | 2.871 |
Final Drive Ratio: | 3.140 |
Maximum input speed: | Rev 3000 rpm 1-2 7000 rpm 2-3 7000 rpm 3-4 7000 rpm 4-5 7000 rpm 5-6 5880 rpm |
Maximum input in 6th gear: | 4364 rpm |
Maximum validated gross vehicle weight: | 1894 kg (4175 lbs) |
Shifter Positions: | P, R, N, D, M |
Case material: | die cast aluminum |
Shift pattern: | Variable Flow Solenoids |
Shift quality: | Variable Flow Solenoids |
Torque converter clutch: | Variable Bleed Solenoid |
Converter size: | 220mm (reference) (diameter of torque converter turbine) |
Fluid type: | DEXRON® VI |
Transmission weight: | wet: 75kg (165 lb) |
Fluid capacity (approximate): | 7.9L |
Bottom pan removal: | NA |
Pressure taps available: | Line Pressure |
Transfer design: | Two-axis design, Output Chain |
Assembly sites: | TTO (Toledo) |