Hydra matic 6t40

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GM launched the 6T35 nm, a higher torque variant of the 6T30, with the Cruze and its new 1. From Wikipedia, the free encyclopedia. Motor vehicle. Archived from the original on June 25, Retrieved June 3, Retrieved 5 May General Motors. Retrieved Categories : General Motors transmissions. Hidden categories: Articles with short description Short description matches Wikidata All articles with dead external links Articles with dead external links from January Articles with permanently dead external links.

Namespaces Article Talk. Views Read Edit View history. During the s, automakers sought to reduce or eliminate the need to shift gears. At the time, synchronized gear shifting was still a novelty and confined to higher gears in most cases , and shifting a manual gearbox required more effort than most drivers cared to exert. Thompson and introduced in the fall of During , the Cadillac transmission group had developed a step-ratio gearbox that would shift automatically under full torque.

This same group of engineers was then moved into GM Central Research, building pilot transmission units during which were then handed to Oldsmobile for testing. The AST was a semi-automatic transmission using planetary gears and conventional friction clutch , requiring the driver to use the clutch to shift into or out of gear, but not between the two forward gears.

Oldsmobile offered the AST from , while Buick offered it only in The HydraMatic was designed to combine the hydraulic operation of a planetary gearbox allowing much shifting to be automated with a fluid coupling instead of a friction clutch, eliminating the need for de-clutching. The transmission would have four forward speeds 3. In this way, it was less sophisticated than the Vulcan Vulcan-Werke Hamburg und Stettin prototype, which had a torque converter.

There was no separate Park position as found with modern transmissions. The result, dubbed " Hydra-Matic Drive ," went into production in May for the model year. The first Oldsmobiles so equipped were shipped in October in the Oldsmobile Series 60 and the Oldsmobile Series Oldsmobile was chosen to introduce the Hydra-Matic for two reasons: economies of scale—Oldsmobile produced more cars than Cadillac and Buick at the time, thus providing a better test base—and to protect the reputation of Cadillac and Buick in case of a market failure of the new transmission.

Advertising proclaimed it "the greatest advance since the self-starter. Almost , had been sold by the time passenger car production was halted for wartime production in February During the war, the Hydramatic was used in a variety of military vehicles, including the M5 Stuart tank where two of them were mated to twin Cadillac V8 engines and the M24 Chaffee light tank.

The extensive wartime service greatly improved the postwar engineering of the transmission, later advertised as "battle-tested. All Oldsmobiles installed with the Hydramatic had at the bottom edge of the front fender directly behind the front wheel a badge that said "Futuramic" which identified an Oldsmobile approach to simplified driving, and the presence of an automatic transmission.

V8 Oldsmobiles were automatic-only in as Oldsmobile lacked a manual gearbox that could handle the torque of the new Rocket V8 engine. One million Hydramatics had been sold by In the early s various manufacturers without the resources to develop a proprietary automatic transmission bought Hydra-Matics from GM. Users included:. It continued production until The Controlled-Coupling Hydra-Matic incorporated a secondary fluid coupling and a pair of sprag clutch in place of the former friction clutch and brake bands, shifting in part by alternately draining and filling the secondary coupling.

The dual range feature allowed the driver to hold the transmission in third gear until the maximum allowable upshift points, for improved performance in traffic or in mountain driving. The new, dual coupling transmission also incorporated a separate park position, falling in line with other automatic transmissions of the day. Controlled-Coupling Hydra-Matic was substantially smoother than the original Hydra-Matic , but also more complex and expensive to produce, Just as efficient as the original HydraMatic because all HydraMatic transmissions, including Roto Hydra-Matic and Tempest Torque , use the split-torque design.

In , The model Roto Hydramatic was produced. The original Hydra-Matic continued to be used in light trucks and other commercial vehicles until This was improved upon for all models with the "D L2 L1" or "D S L" quadrant, which allowed "dual range" flexibility as did the Dual-Range Hydramatic of It was this version that replaced all Roto Hydramatic and Controlled-Coupling Hydramatic models in GM cars in that year, ending twenty-four years of four-speed automatic transmission production that obviated the need for a torque converter.

Despite the name, the Turbo-Hydramatic has no mechanical or design related to the original Hydra-Matic , or the Controlled-Coupling Hydramatic. Hydra-Matic was a complex design that was expensive to produce. Despite some early problems, it was reliable and so rugged it was widely used in drag racing during the s.

The Hydra-Matic paved the way for widespread acceptance of automatic shifting. The Hydramatic used a two-element fluid coupling not a torque converter , which has at least three elements, the pump, turbine, and stator although Roto Hydra-Matic has a fluid coupling and a fixed stator and three planetary gearsets , providing four forward speeds plus reverse.

Standard ratios for the original Hydra-Matic were 3. The Controlled-Coupling Hydra-Matic used 3. Roto Hydramatic ; a three-speed, four-range automatic has a 3. Roto Hydramatic ; a three-speed, four-range automatic has ratios of 3. The front pump was a variable displacement vane unit driven from the fluid coupling housing, which meant oil pressure would be available immediately upon starting the engine. The rear pump was an unregulated gear pump driven from the transmission output shaft, which meant it was capable of pressurizing the transmission if the vehicle was in motion.

In first gear, power flow was through the forward planetary gear assembly either 1. That is, the input torus of the fluid coupling ran at a slower speed than the engine, due to the reduction of the forward gear assembly. This produced an exceptionally smooth startup because of the relatively large amount of slippage initially produced in the fluid coupling. This slippage quickly diminished as engine RPM increased. When the transmission upshifted to second gear, the forward gear assembly locked and the input torus now ran at engine speed.

This had the desirable effect of "tightening" the coupling and reducing slippage, but unfortunately also produced a somewhat abrupt shift. Upon shifting to third, the forward gear assembly went back into reduction, and the rear gear assembly locked.

Due to the manner in which the rear gear assembly was arranged, the coupling went from handling percent of the engine torque to about 40 percent, with the balance being handled solely by the gear train. This greatly reduced slippage, which was audible by the substantial reduction that occurred in the engine RPM when the shift occurred.