# GM 6L transmission

The 6L 50 (and similar 6L 45) is a 6-speed longitudinally-mounted automatic transmission produced by General Motors. It is very similar in design to the larger GM 6L 80 and 6L 90, and is produced at GM Powertrain plants in Toledo, Ohio; Silao, Guanajuato, Mexico; and by the independent Punch Powerglide company in Strasbourg, France.
This transmission features clutch to clutch shifting, eliminating the bands used on older transmission designs. The 6L 50 debuted for the 2007 model year on the V8-powered versions of the Cadillac STS sedan and Cadillac SRX crossover, and replaces the 5L40-E and 5L50 in GM's lineup. The 6L 45 version is used in certain BMW vehicles and the Cadillac ATS, as part of either rear-wheel drive and all-wheel drive powertrains.
The 6L 80 (and similar 6L 90) is a 6-speed automatic transmission built by General Motors at its Willow Run Transmission plant in Ypsilanti, MI. It was introduced in late 2005, and is very similar in design to the smaller 6L 45 and 6L 50, produced at GM Powertrain in Strasbourg, France.
It features clutch to clutch shifting, eliminating the one-way clutches used on older transmission designs. In February 2006 GM announced that it would invest $500 million to expand the Toledo Transmission plant in Toledo, Ohio to produce the 6L 80 in 2008. 6L 80 and 6L 90 are adaptable to rear-wheel drive and all-wheel drive applications.
Gear Ratios :
| GearModel | R | 1 | 2 | 3 | 4 | 5 | 6 | Total Span | Span Center | Avg. Step | Compo- nents |
| 6L 45 · 6L 50 | −3.200 | 4.065 | 2.371 | 1.551 | 1.157 | 0.853 | 0.674 | 6.035 | 1.655 | 1.433 | 3 Gearsets 2 Brakes 3 Clutches |
| 6L 80 · 6L 90 | −3.064 | 4.027 | 2.364 | 1.532 | 1.152 | 0.852 | 0.667 | 6.040 | 1.638 | 1.433 | 3 Gearsets 2 Brakes 3 Clutches |
| ZF 6HP All · 2000 | −3.403 | 4.171 | 2.340 | 1.521 | 1.143 | 0.867 | 0.691 | 6.035 | 1.698 | 1.433 | 3 Gearsets 2 Brakes 3 Clutches |
| ↑ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage ↑ first transmission to use the Lepelletier 6-speed gearset concept ||||||||||||

## Specifications
### Technical Data

Features :
| | 6L 45 · MYA 6L 50 · MYB | 6L 80 · MYC 6L 90 · MYD |
| Input Capacity |||
| Maximum engine power | 315 bhp (235 kW) | 555 bhp (414 kW) |
| Maximum gearbox torque | 450 N⋅m (332 lb⋅ft) 480 N⋅m (354 lb⋅ft) | 800 N⋅m (590 lb⋅ft) 1,200 N⋅m (885 lb⋅ft) |
| Maximum shift speed | 7,000/min | 6,200/min |
| Vehicle |||
| Maximum Validated Weight Gross Vehicle Weight · GVW | 5,000 lb (2,270 kg) 6,610 lb (3,000 kg) | 15,000 lb (6,800 kg) |
| Maximum Validated Weight Gross Curb Vehicle Weight · GCVW | 12,500 lb (5,670 kg) | 21,000 lb (9,530 kg) |
| Gearbox |||
| 7-position quadrant | P · R · N · D · X · X · X | P · R · N · D · X · X · X |
| Case material | Die cast aluminum | Die cast aluminum |
| Shift pattern (2) | 3-way on/off solenoids | 3-way on/off solenoids |
| Shift quality | 5 variable bleed solenoid | 5 variable bleed solenoid |
| Torque converter clutch | Variable Bleed Solenoid ECCC | Variable Bleed Solenoid ECCC |
| Converter size | 240 mm (9.45 in) | 258 mm (10.16 in) |
| Fluid type | DEXRON VI | DEXRON VI |
| Fluid capacity | 9.1 kg with 258 & 300 mm | 9.1 kg with 258 & 300 mm |
| Available Control Features |||
| Shift Patterns | Multiple (Selectable) | Multiple (Selectable) |
| Driver Shift Control | Tap Up · Tap Down | Tap Up · Tap Down |
| Shifting | Enhanced Performance Algorithm Shifting (PAS) | Enhanced Performance Algorithm Shifting (PAS) |
| Additional Modes | Tow & Haul Mode (Selectable) | Tow & Haul Mode (Selectable) |
| Engine Torque Management | On All Shifts | On All Shifts |
| Shift Control | Altitude & Temperature Compensation Adaptive Shift Time Neutral Idle Reverse Lockout Automatic Grade Braking | Altitude & Temperature Compensation Adaptive Shift Time Neutral Idle Reverse Lockout Automatic Grade Braking |
| Additional Features |||
| Control | OBDII · EOBD Integral Electro/Hydraulic Controls Module (Tehcm) Control Interface Protocol – GMLAN The transmission control module (TCM) is built into the solenoid pack/housing | OBDII · EOBD Integral Electro/Hydraulic Controls Module (Tehcm) Control Interface Protocol – GMLAN The transmission control module (TCM) is built into the solenoid pack/housing |
| Assembly sites | GMPT Strasbourg · France GMPT Toledo · Ohio · USA GMPT Silao · Mexico | GMPT Strasbourg · France GMPT Toledo · Ohio · USA GMPT Silao · Mexico |
| ↑ X: available calibratable range position 1 2 3 General Motors Powertrain |||

### Progress Gearset Concept
#### Main Objectives

The main objective in replacing the predecessor model was to improve vehicle fuel economy with extra speeds and a wider gear span to allow the engine speed level to be lowered (downspeeding). The layout brings the ability to shift in a non-sequential manner – going from gear 6 to gear 2 in extreme situations simply by changing one shift element (actuating clutch E and releasing brake A).

#### Extent

In order to increase the number of ratios, ZF has abandoned the conventional design method of limiting themselves to pure in-line epicyclic gearing and extended it to a combination with parallel epicyclic gearing. This was only possible thanks to computer-aided design and has resulted in a globally patent for this gearset concept. The 6L is based on the 6HP from ZF, which was the first transmission designed according to this new paradigm. After gaining additional gear ratios only with additional components, this time the number of components has to decrease while the number of ratios still increase. The progress is reflected in a much better ratio of the number of gears to the number of components used compared to existing layouts.
Innovation Strength Analysis :
| With Asessment | Output: Gear Ratios | Innovation Elasticity Δ Output : Δ Input | Input: Main Components | Input: Main Components | Input: Main Components | Input: Main Components |
| With Asessment | Output: Gear Ratios | Innovation Elasticity Δ Output : Δ Input | Total | Gearsets | Brakes | Clutches |
| 6L Ref. Object | $n_{O1}$ $n_{O2}$ | Topic | $n_{I}=n_{G}+$ $n_{B}+n_{C}$ | $n_{G1}$ $n_{G2}$ | $n_{B1}$ $n_{B2}$ | $n_{C1}$ $n_{C2}$ |
| Δ Number | $n_{O1}-n_{O2}$ | Topic | $n_{I1}-n_{I2}$ | $n_{G1}-n_{G2}$ | $n_{B1}-n_{B2}$ | $n_{C1}-n_{C2}$ |
| Relative Δ | Δ Output ${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$ | ${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ $={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$·${\tfrac {n_{I2}}{n_{I1}-n_{I2}}}$ | Δ Input ${\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ | ${\tfrac {n_{G1}-n_{G2}}{n_{G2}}}$ | ${\tfrac {n_{B1}-n_{B2}}{n_{B2}}}$ | ${\tfrac {n_{C1}-n_{C2}}{n_{C2}}}$ |
| 6L 5L40-E | 6 5 | Progress | 8 9 | 3 3 | 2 3 | 3 3 |
| Δ Number | 1 | Progress | -1 | 0 | -1 | 0 |
| Relative Δ | 0.200 ${\tfrac {1}{5}}$ | −1.800 ${\tfrac {1}{5}}:{\tfrac {-1}{9}}={\tfrac {1}{5}}$·${\tfrac {-9}{1}}={\tfrac {-9}{5}}$ | −0.111 ${\tfrac {-1}{9}}$ | 0.000 ${\tfrac {0}{3}}$ | −0.333 ${\tfrac {-1}{3}}$ | 0.000 ${\tfrac {0}{3}}$ |
| 6L 3-Speed | 6 3 | Market Position | 8 7 | 3 2 | 2 3 | 3 2 |
| Δ Number | 3 | Market Position | 1 | 1 | -1 | 1 |
| Relative Δ | 1.000 ${\tfrac {1}{1}}$ | 7.000 ${\tfrac {1}{1}}:{\tfrac {1}{7}}={\tfrac {1}{1}}$·${\tfrac {7}{1}}={\tfrac {7}{1}}$ | 0.143 ${\tfrac {1}{7}}$ | 0.500 ${\tfrac {1}{2}}$ | −0.333 ${\tfrac {-1}{3}}$ | 0.500 ${\tfrac {1}{2}}$ |
| 1 2 3 4 5 6 Innovation Elasticity Classifies Progress And Market Position Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation negative, if the output increases and the input decreases, is perfect 2 or above is good 1 or above is acceptable (red) below this is unsatisfactory (bold) ↑ Direct Predecessor To reflect the progress of the specific model change 1 2 3 4 plus 1 reverse gear 1 2 of which 2 gearsets are combined as a compound Ravigneaux gearset ↑ Reference Standard (Benchmark) 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs All transmission variants consist of 7 main components Typical examples are Turbo-Hydramatic from GM Cruise-O-Matic from Ford TorqueFlite from Chrysler Detroit Gear from BorgWarner for Studebaker BW-35 from BorgWarner and as T35 from Aisin 3N 71 from Nissan/Jatco 3 HP from ZF Friedrichshafen W3A 040 and W3B 050 from Mercedes-Benz |||||||

### Quality Gearset Concept

The ratios of the 6 gears are nicely evenly distributed in all versions. Exceptions are the large step from 1st to 2nd gear and the almost geometric steps from 3rd to 4th to 5th gear. They cannot be eliminated without affecting all other gears. As the large step is shifted due to the large span to a lower speed range than with conventional gearboxes, it is less significant. As the gear steps are smaller overall due to the additional gear(s), the geometric gear steps are still smaller than the corresponding gear steps of conventional gearboxes. Overall, therefore, the weaknesses are not overly significant. As the selected gearset concept saves up to 2 components compared to 5-speed transmissions, the advantages clearly outweigh the disadvantages.
It has a torque converter lock-up for all 6 forward gears, which can be fully disengage when stationary, largely closing the fuel efficiency gap between vehicles with automatic and manual transmissions.
In a Lepelletier gearset, a conventional planetary gearset and a composite Ravigneaux gearset are combined to reduce both the size and weight as well as the manufacturing costs. Like all transmissions realized with Lepelletier transmissions, the 6L also dispenses with the use of the direct gear ratio and is thus one of the very few automatic transmission concepts without such a ratio.
Gear Ratios :
| With Assessment | With Assessment | Planetary Gearset: Teeth Lepelletier Gear Mechanism | Planetary Gearset: Teeth Lepelletier Gear Mechanism | Planetary Gearset: Teeth Lepelletier Gear Mechanism | Count | Total Center | Avg. |
| With Assessment | With Assessment | Simple | Ravigneaux | Ravigneaux | | Count | Total Center | Avg. |
| Model Type | Version First Delivery | S$_1$ R$_1$ | S$_2$ R$_2$ | S$_3$ R$_3$ | Brakes Clutches | Ratio Span | Gear Step |
| Gear Ratio | R ${i_{R}}$ | 1 ${i_{1}}$ | 2 ${i_{2}}$ | 3 ${i_{3}}$ | 4 ${i_{4}}$ | 5 ${i_{5}}$ | 6 ${i_{6}}$ |
| Step | $-{\tfrac {i_{R}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{2}}{i_{3}}}$ | ${\tfrac {i_{3}}{i_{4}}}$ | ${\tfrac {i_{4}}{i_{5}}}$ | ${\tfrac {i_{5}}{i_{6}}}$ |
| Δ Step | | | ${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$ | ${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$ | ${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$ | ${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$ | |
| Shaft Speed | ${\tfrac {i_{1}}{i_{R}}}$ | ${\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{1}}{i_{3}}}$ | ${\tfrac {i_{1}}{i_{4}}}$ | ${\tfrac {i_{1}}{i_{5}}}$ | ${\tfrac {i_{1}}{i_{6}}}$ |
| Δ Shaft Speed | $0-{\tfrac {i_{1}}{i_{R}}}$ | ${\tfrac {i_{1}}{i_{1}}}-0$ | ${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$ | ${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$ | ${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$ |
| 6L 45 · MYA 6L 50 · MYB | 500 N⋅m (369 lb⋅ft) 2005 | 49 89 | 37 47 | 47 97 | 2 3 | 6.0346 1.6548 | 1.4326 |
| Gear Ratio | −3.2001 $-{\tfrac {13,386}{4,183}}$ | 4.0650 ${\tfrac {13,386}{3,293}}$ | 2.3712 ${\tfrac {15,617}{63586}}$ | 1.5506 ${\tfrac {138}{89}}$ | 1.1567 ${\tfrac {13,386}{11,573}}$ | 0.8532 ${\tfrac {13,386}{15,689}}$ | 0.6736 ${\tfrac {97}{144}}$ |
| Step | 0.7872 | 1.0000 | 1.7143 | 1.5293 | 1.3406 | 1.3557 | 1.2662 |
| Step 2 | | | 1.1210 | 1.1408 | 0.9889 | 1.0703 | |
| Speed | -1.2703 | 1.0000 | 1.7143 | 2.6216 | 3.5144 | 4.7643 | 6.0346 |
| Δ Speed | 1.2703 | 1.0000 | 0.7143 | 0.9073 | 0.8928 | 1.2499 | 1.2703 |
| 6L 80 · MYC 6L 90 · MYD | 800 N⋅m (590 lb⋅ft) 1,200 N⋅m (885 lb⋅ft) 2005 (all) | 50 94 | 35 46 | 46 92 | 2 3 | 6.0401 1.6384 | 1.4329 |
| Gear Ratio | −3.0638 $-{\tfrac {144}{47}}$ | 4.0267 ${\tfrac {6,624}{1,645}}$ | 2.3635 ${\tfrac {3,888}{1,645}}$ | 1.5319 ${\tfrac {72}{47}}$ | 1.1522 ${\tfrac {6,624}{5,749}}$ | 0.8521 ${\tfrac {144}{169}}$ | 0.6667 ${\tfrac {2}{3}}$ |
| Step | 0.7609 | 1.0000 | 1.7037 | 1.5429 | 1.3296 | 1.3522 | 1.2781 |
| Step 2 | | | 1.1043 | 1.1604 | 0.9832 | 1.0580 | |
| Speed | -1.3143 | 1.0000 | 1.7037 | 2.6286 | 3.4948 | 4.7258 | 6.0401 |
| Δ Speed | 1.3143 | 1.0000 | 0.7037 | 0.9249 | 0.8662 | 1.2310 | 1.3143 |
| ZF 6HP | All · 2000 | 37 71 | 31 38 | 38 85 | 2 3 | 6.0354 1.6977 | 1.4327 |
| Gear Ratio | −3.4025 $-{\tfrac {4,590}{1,349}}$ | 4.1708 ${\tfrac {9,180}{2,201}}$ | 2.3397 ${\tfrac {211,140}{90,241}}$ | 1.5211 ${\tfrac {108}{71}}$ | 1.1428 | 0.8672 ${\tfrac {4,590}{5,293}}$ | 0.6911 ${\tfrac {85}{123}}$ |
| Step | 0.8158 | 1.0000 | 1.7826 | 1.5382 | 1.3311 | 1.3178 | 1.2549 |
| Step 2 | | | 1.1589 | 1.1559 | 1.0101 | 1.0502 | |
| Speed | -1.2258 | 1.0000 | 1.7826 | 2.7419 | 3.6497 | 4.8096 | 6.0354 |
| Δ Speed | 1.2258 | 1.0000 | 0.7826 | 0.9593 | 0.9078 | 1.1599 | 1.2258 |
| Ratio R & Even | $-{\tfrac {R_{3}(S_{1}+R_{1})}{R_{1}S_{3}}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}$ | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}$ | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}$ | ${\tfrac {R_{3}}{S_{3}+R_{3}}}$ | ${\tfrac {R_{3}}{S_{3}+R_{3}}}$ |
| Ratio Odd | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}$ | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}$ | ${\tfrac {S_{1}+R_{1}}{R_{1}}}$ | ${\tfrac {S_{1}+R_{1}}{R_{1}}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}$ | |
| Algebra And Actuated Shift Elements ||||||||
| Brake A | | ❶ | ❶ | ❶ | ❶ | | |
| Brake B | ❶ | | | ❶ | | ❶ | |
| Clutch C | | | ❶ | | | | ❶ |
| Clutch D | ❶ | ❶ | | | | | |
| Clutch E | | | | | ❶ | ❶ | ❶ |
| ↑ All 6L-transmissions are based on the Lepelletier gear mechanism, first realized in the ZF 6HP gearbox 1 2 Other gearboxes using the Lepelletier gear mechanism see infobox ↑ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are R$_1$ and, if actuated, C$_2$/C$_3$ (the combined carrier of the compound Ravigneaux gearset 2 and 3) Output shaft is R$_3$ (ring gear of gearset 3: outer Ravigneaux gearset) ↑ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\tfrac {i_{n}}{i_{1}}}$ A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer ↑ Ratio Span's Center $(i_{n}i_{1})^{\tfrac {1}{2}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ↑ Average Gear Step $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$ With decreasing step width the gears connect better to each other shifting comfort increases ↑ Sun 1: sun gear of gearset 1 ↑ Ring 1: ring gear of gearset 1 ↑ Sun 2: sun gear of gearset 2: inner Ravigneaux gearset ↑ Ring 2: ring gear of gearset 2: inner Ravigneaux gearset ↑ Sun 3: sun gear of gearset 3: outer Ravigneaux gearset ↑ Ring 3: ring gear of gearset 3: outer Ravigneaux gearset 1 2 3 4 5 Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted line Step) and a particularly large step from 1st to 2nd gear the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 3) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) 1 2 3 4 5 6 7 Standard R:1 — Reverse And 1st Gear Have The Same Ratio — The ideal reverse gear has the same transmission ratio as 1st gear no impairment when maneuvering especially when towing a trailer a torque converter can only partially compensate for this deficiency Plus 11.11 % minus 10 % compared to 1st gear is good Plus 25 % minus 20 % is acceptable (red) Above this is unsatisfactory (bold) 1 2 3 4 5 6 7 Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible — With continuously decreasing gear steps (yellow marked line Step) the largest gear step is the one from 1st to 2nd gear, which for a good speed connection and a smooth gear shift must be as small as possible A gear ratio of up to 1.6667:1 (5:3) is good Up to 1.7500:1 (7:4) is acceptable (red) Above is unsatisfactory (bold) 1 2 3 4 From large to small gears (from right to left) 1 2 3 4 5 6 7 8 9 10 11 Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase: Δ Step (first green highlighted line Δ Step) is always greater than 1 As progressive as possible: Δ Step is always greater than the previous step Not progressively increasing is acceptable (red) Not increasing is unsatisfactory (bold) 1 2 3 4 5 6 7 Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one 1 difference smaller than the previous one is acceptable (red) 2 consecutive ones are a waste of possible ratios (bold) ↑ First gearbox on the market to use the Lepelletier gear mechanism for comparison purposes only ↑ Blocks R$_2$ and S$_3$ ↑ Blocks C$_2$ (carrier 2) and C$_3$ (carrier 3) ↑ Couples C$_1$ (carrier 1) and S$_2$ ↑ Couples C$_1$ (carrier 1) with R$_2$ and S$_3$ ↑ Couples R$_1$ with C$_2$ (carrier 2) and C$_3$ (carrier 3) ||||||||

## Applications
### 6L 45 · MYA

* 2007–2010: BMW X3 - 3.0si / 2.5si / 3.0i
* 2007–2013: BMW 3 series - 330(x)i / 328(x)i / 325(x)i / 323i / 320i / 318i / 316i
* 2007–2019: BMW 1 series - 130i / 128i / 125i / 120i / 118i / 116i
* 2009–2015: BMW X1 (E84) - 2.8i xDrive / 2.5i xDrive / 1.8i sDrive
* 2013–2015: Cadillac ATS
* 2010–2013: Cadillac SLS
* 2012–2017: Chevrolet Caprice PPV V6
* 2011–2013: Holden VE Commodore, Calais, SV6
* 2013–2017: Holden VF Commodore, Calais, SV6

### 6L 50 · MYB

* 2007–2011: Cadillac SLS
* 2007–2011: Cadillac STS
* 2007–2009: Cadillac SRX
* 2008–2015: Cadillac CTS
* 2010–2015: Camaro LS/LT (V6 Models)
* 2009–2011: Holden VE Commodore / Holden VE Berlina / Holden VE Calais / Chevrolet Lumina / Chevrolet Omega
* 2009–2011: Holden WM Statesman/Caprice / Daewoo Veritas
* 2015–2022: Chevrolet Colorado
* 2017–2020: Tata Hexa
* 2019–present: UAZ Patriot
* 2022–present: Bremach

### 6L 80 · MYC

* 2006–2009 Cadillac XLR-V
* 2006–2013 Chevrolet Corvette
* 2006 Holden VE Commodore/2008-2009 Pontiac G8
* 2006–2013 Holden/Chevrolet WM Statesman/Caprice
* 2014–2017 Holden/Chevrolet WN Statesman/Caprice
* 2007–2013 GMC Sierra Denali
* 2009–2013 Chevrolet Silverado 1500 5.3 (ext. & crew cab), 6.2
* 2009–2013 GMC Sierra 1500 5.3 (ext. & crew cab), 6.2
* 2010–2013 Chevrolet Silverado 1500 5.3 (reg. cab)
* 2010–2013 GMC Sierra 1500 5.3 (reg. cab)
* 2006–2009 Cadillac STS-V
* 2007–2015 Cadillac Escalade
* 2007–2015 Cadillac Escalade ESV
* 2007–2013 Cadillac Escalade EXT
* 2007–2015 GMC Yukon Denali
* 2009–2020 Chevrolet Tahoe
* 2009–2020 GMC Yukon
* 2009–2020 Chevrolet Suburban 1500
* 2009–2020 GMC Yukon XL
* 2008–2009 Hummer H2
* 2014–2019 (K2XX) Chevrolet Silverado/GMC Sierra 1500
* 2010–2015 Chevrolet Camaro
* 2011–2017 Chevrolet Caprice PPV
* 2011(September)–2013 Holden VE Commodore Series 2(MY 2012)
* 2014–2017 Holden VF Commodore / Chevrolet SS
* 2009–2013 Chevrolet Avalanche
* 2019–2021 (T1XX) Chevrolet Silverado/GMC Sierra 1500

### 6L 90 · MYD

* 2007–2014 Chevrolet Silverado 2500HD/3500 HD 6.0
* 2007–2014 GMC Sierra 2500HD/3500HD 6.0
* 2010–present Chevrolet Express 2500–3500
* 2010–present GMC Savana 2500–3500
* 2008–2019 Chevrolet Suburban 2500
* 2009–2013 Cadillac CTS-V
* 2012–2015 Chevrolet Camaro ZL1
* 2015–2019 Chevrolet Silverado 2500HD/3500 HD 6.0
* 2015–2019 GMC Sierra 2500HD/3500HD 6.0
* 2020–2023 Chevrolet Silverado 2500HD/3500 HD 6.6 L8T
* 2020–2023 GMC Sierra 2500HD/3500HD 6.6 L8T