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historynw Contributor Posts: 141 Loc: Hudson Valley N.Y. Reg: 03-04-07 User Info Send Private Topic | It seems a bit sluggish on a slow start untill it runs up to 3rd gear..is this normal the truck feels like it wants to hunt for a few gears. I have an 09 Tahoe with the 5.3 varible & 6sp tranny. seeing the USA in my Chevrolet..... Edited by historynw on 09-21-09 07:04 PM. Reason for edit: No reason given.
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Member #409 Posts: 28002 Loc: Katy, Tx, USA Reg: 07-06-00 User Info Send Private Topic | 09-30-09 10:58 AM - Post#1780798 In response to historynw My pickup seems to "not know what to do" for about the first couple of blocks, then it feels better. Being from TX, the coldest it's been so far in the morning is about 65º, so I don't know if cooler temperatures make it more noticeable. There are other times, with different symptoms, that it does funny things. With the V8/V4 deal, and 6 speeds, in a way I'm surprised it's not worse. Too many decisions for the coomputer to make too quickly.
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elcamino Dedicated Member Posts: 5562 Loc: Lake Superior-Michigan US... Reg: 03-30-00 User Info Send Private Topic | 10-01-09 04:40 AM - Post#1781158 In response to Rick_L Get used to it. I got a 6-ps A/T in my CTS and given the choice, I would not want it. I can only imagine what its like in a truck or SUV. Might be great driving down the highway at 60 mph but any other time it will be a pita. In my CTS4 I notice all kinds of little quirks in shifts etc. At least the CTS has a dual pattern shift (bump shifter), you can manually shift the gears or you can push a button for performance mode and raise the shift points so it does not shift into the next gear as soon which makes it seem sluggish.
2010 Hydra-Matic 6L80 (MYC) New applications: Chevrolet Camaro SS Full descriptions of new or changed features New application: Modular design for application flexibility: Overview: 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), which 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, available in the Corvette, STSs and XLRs 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. A wide overall ratio spread of 6.04:1 allows a "steep" first gear, as well as 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. Gear changes from second to sixth gears are accomplished with clutch-to-clutch control, where an oncoming clutch is engaged and an "offgoing" 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 clutch-to-clutch shifting and single freewheeler allows significant reductions in packaging requirements and, as a result, the new six-speed is nearly identical in size to the four-speed transmission it replaces. Advances in transmission control modules allow the modules 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 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 future global applications. DEXRON VI premium fluid validated to improve durability and shift stability While the basic aluminum housing for 6L80 transmissions can remain identical for a wide variety of applications, including front- and rear-mounting, car and truck applications, and rear- or four-wheel-drive applications, the case extensions and bell housings can be modified for nearly any longitudinal drivetrain vehicle. The modular concept of the new Hydra-Matic 6L80 six-speed automatic centers on the desire for common components and manufacturing tooling for four different size variants of the new 6-speed family. The main case uses three main components, and those components are the same for all variants of the transmission. For the first applications of the new transmission, the 6L80-E contains three gearsets, a conventional input planetary gearset with four pinion gears. There is one compound output gearset and one simple output gearset. The compound output gearset uses three sets of pinion gear pairs, with one set of pinions meshing with the sun gear and the other set with the ring gear. This arrangement allows for optimal ratio steps with a 6.04 overall ratio spread. There are two torque converter sizes, 258mm and 300mm. The 258mm applications use a twin-plate torque converter lockup clutch, while the 300mm 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 Hydra-Matic 6L80 is produced in Ypsilanti, Michigan, Toledo, Ohio and Silao, MX you can find info like this at //media.gm.com/us/powertrain/en/prod uct_servi... Mike
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Member #409 Posts: 28002 Loc: Katy, Tx, USA Reg: 07-06-00 User Info Send Private Topic | 10-02-09 06:54 PM - Post#1782112 In response to elcamino Another thing I notice is when accelerating in traffic from a stoplight, if you get to about 25 mph and back out of the throttle, like if the guy in front of you slows to make a right turn if you were 3-4 cars back, it shifts pretty harshly up through multiple gears, and probably locks the converter too. The other thing I notice is that when decelerating and turning a city corner, it's downshifting and picking up engine speed even though you're off the throttle. Enough to accelerate slightly and surprise me. Doesn't seem to be deal when you're on the brake pedal. Feels like the decel in the computer is off. Actually the last one is the only one that bothers me, and even that's not too bad. It's just a quirk I don't like.
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FL1500 Contributor Posts: 125 Loc: Middleburg, FL Reg: 06-29-09 User Info Send Private Topic | 10-05-09 01:28 PM - Post#1783432 In response to Rick_L For the trucks it depends on which rear end diff ratio you have; I've driven 09's with 3:08 and 3:42 ratios. The deepeer gear set seemed to smooth things out a bit. I can only imagine how much better a 3:73 would smooth things out. Considering they were only test rides I can't comment on long term but I also ran into the same rough shifting in those, as well. Perhaps things smooth out once the computer adjusts to individual driving styles. 94 c1500,350 TBI, EDELBROCK MANIFOLD, MSD COIL/CAP/ROTOR, HOMEADE CAI: M30 (GM SERT TRANS)B&M SHIFT KIT, DEEP PAN: JET STAGE 1 CHIP: AUBURN DIF, ALUMINUM COVER: FLOWMASTER SERIES 40 MUFFLER, CUSTOM 3" ***MUCH MORE TO FOLLOW***
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Member #409 Posts: 28002 Loc: Katy, Tx, USA Reg: 07-06-00 User Info Send Private Topic | 10-05-09 05:37 PM - Post#1783567 In response to FL1500 FWIW mine has 3.42s and the 17" tires, which can't be as tall as the 20s. I'd think that changing from 17s to 20s would be the equivalent of changing from 3.42 to 3.08, but I haven't put a calculator to it.
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