The current Cadillac CTS and STS both use a 6-Speed Automatic Transmission designated 6L50 by GM. The RWD and AWD variants of each car all use the same versatile automatic transmission. In the case of the STS, both the V6 and the Northstar V8 use this transmission. The CTS-V uses the beefed up for the power 6L90 variant.

2010 Hydra-Matic 6L50 Transmission: Type: six speed RWD / AWD, electronically controlled automatic overdrive transmission with torque converter clutch. Clutch-to-clutch architecture, with integral Electro / Hydraulic Controls Module.

Only the Cadillac DTS continues with the 4L80e 4-Speed Automatic. The addition of a 6-speed automatic in the CTS and STS allows for more responsive acceleration at a variety of speeds while still having good gearing for highway touring. Cadillac and GM Power train continue to design tremendous flexibility into their key components. When a single well-engineered, proven component such as the 6-Speed Auto 6L50 can be used in multiple configurations and multiple installations everyone benefits.

In the GM transmission naming scheme, 6 is for 6-speed, L is for longitudinally mounted (versus transverse as in FWD cars), and 50 indicates a mid-range torque capability. Mid-range is relative, as this transmission’s power ranges exceed the top-end of the previous generation. However, the V-Series and Corvette engines have established new definitions for high-torque.

The 6-speed automatic transmission 6L50 was produced by GM. This transmission is installed on rear-wheel drive cars with the engine capacity up to 3,6 liter and the torque capacity up to 500 Nm This transmission is a modification of 6L45. Click on main category to see more related parts. Always check your vehicle to verify transmission and clearance. Configurations vary. Cars may need a PML stock capacity 6L50 pan. For 2017 gas engine Canyon and Colorado, GM switches to an 8 speed transmission. See PML deep 8L90 transmission pan (in development), part number 11140. Finished prototype phase April 2018. 6L45/6L506L50GM 6L506L45GM 6L45GM 6L50E The 6L50 (and similar 6L45) is a 6-speed longitudinally-mounted automatic transmission produced by General Motors. Wikipedia GM 6L80 transmission 100% (1/1). We provide an out-the-door price, with shipping, for a replacement remanufactured 6L80 transmission direct to the repair shop. 6L80 Transmissions At Wholesale Prices At Street Smart, we provide remanufactured transmissions shipped factory direct at wholesale prices to save you money.

The 6L50 is a ‘smart’ transmission. It uses Enhanced Performance Algorithm Shifting to react appropriately for the dynamics of the situation the Cadillac is executing — holding gears through corners to avoid the disruption of a shift and torque transition. It also allows driver gear selection similar to an automated manual transmission, but at no time does it lose the aplomb one expects of a luxury performance automobile.

The 6L50 (and similar 6L45) is a 6-speed longitudinally-mounted automatic transmission produced by General Motors.It is very similar in design to the larger 6L80/6L90, and is produced at GM Powertrain plants in Toledo, Ohio; Silao, Guanajuato, Mexico; and by the independent Punch Powerglide company in Strasbourg, France.

2010 Hydra-Matic 6L50 (MYB)
Hydra-Matic 6L50 six-speed automatic RWD / AWD Car & Truck transmission

2010 Model Year Summary

Cadillac CTS and CTS Sport Wagon are new applications for 2010.

Modular Design for Application Flexibility

The major focus of activities for the 2010 will be quality improvements.

Modular design for application flexibility

The 6L50 was designed to accept different engines and different mounting locations, as well as the ability to mate to transfer cases for all-wheel-drive capability. For 2010, the applications are Cadillac CTS and CTS Wagon, STS, and Chevrolet Camaro. It is derived from the similar 6L80 rear- and all-wheel-drive capable six-speed automatic transmission available in the Chevrolet Corvette, Chevrolet Camaro, as well as Chevrolet, Cadillac, and GMC full-size SUVs.

Overview

The Hydra-Matic 6L50 six-speed automatic transmission for rear- and all-wheel-drive cars is designed with the same modular flexibility as the larger 6L80, as well as being fully compatible with advanced electronic controls. Its unique output gearset configuration enables it to have a wider range of ratios than a conventional planetary gearset automatic transmission.

The main housing for both the Northstar V8 and High Feature V6 in the CTS, STS sedans and the SRX crossover vehicle is identical. The modular concept of the new Hydra-Matic 6L50 centers on the desire for common components and manufacturing tooling for four different size variants of the new 6-speed family. Like the larger 6L80, the 6L50 uses three gearsets, a simple input planetary gearset, and two output gearsets, one of which is a compound gearset with three pairs of two pinion gears on the output carrier, one pair meshing with the sun gear and the other with the ring gear. This arrangement allows for optimal ratio steps with a 6.04:1 overall spread.

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 of downshift. Driver Shift Control, available in the STS and SRX, 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.

The 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 gear ratios are accomplished with clutch-to-clutch action, 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 manner in which each gear is selected in the 6L50 is optimized for best performance.

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 strategy, developed by GM, is compatible with future global applications.

The CTS and STS V6 use a 258mm diameter torque converter which features a lockup clutch, which also makes use of GM’s proprietary electronic controlled capacity clutch (ECCC) technology. ECCC uses a small, regulated amount of slip to dampen out engine pulses. This creates a smoother running drivetrain, especially during shift events.

The 6L50 all-wheel-drive transfer case in the Cadillac CTS application uses an active center differential, responding to traction conditions and assigning torque to the axle with most available traction.

Low maintenance

The 6L50 uses DEXRON VI premium fluid, which is validated to improve durability and shift stability over the life of the transmission. DEXRON VI, was developed to have a more consistent viscosity profile; a more consistent shift performance in extreme conditions; and less degradation over time. Internal GM tests have demonstrated DEXRON VI delivers more than twice the durability and stability in friction tests compared to existing fluids. The DEXRON VI fluid was designed specifically and validated for the new family of GM six-speed automatic transmissions.

The Hydra-Matic 6L50 is produced in Ypsilanti, Michigan, Strasbourg, France, and Silao, Mexico.

— GMC Canyon and Chevrolet Colorado 6L50 transmission problems have caused a class-action lawsuit that alleges the transmissions jerk, slip, chug, shudder, experience delayed downshifts and suffer from sudden acceleration.

According to the lawsuit, the GM 6L50 transmissions in 2015-2017 Canyon and Colorado trucks wear prematurely and cause dangers while driving.

The 6-speed automatic transmissions allegedly slip, buck, kick, jerk and shift hard while driving. In addition, the lawsuit alleges the transmissions wear out prematurely and eventually fail completely, requiring replacements that owners are sometimes stuck paying for.

The lawsuit alleges General Motors knew about the alleged 6L50 transmission problems before the first truck was ever sold because Cadillac CTS owners had long been complaining about the same 6L50 transmissions.

The plaintiff claims those complaints started in 2008 when CTS drivers complained about delayed acceleration incidents followed by a sudden increase in speed. Those Cadillac owners also allegedly complained for years about premature catastrophic failures of the transmissions.

As for the Colorado and Canyon trucks, drivers have complained about the transmissions to GM, the government and to CarComplaints.com.

Gm 6l50 Upgrade

'Transmission and engine are not synchronized through shifting and acceleration. Engine is overloaded and shudders at low speeds when transmission does not downshift. Acceleration is very poor unless aggressive accelerator is used. Often, engine revs to 4500 to 5000 RPM but there is no acceleration until transmission catches up - dangerous situations occur.' - 2015 GMC Canyon owner

'I spent a ton of money for this truck. Seems as it does not know what gear to be in. Driving in Atlanta slow and go traffic is painful. Stays in high gear even when you slow to turn and try to give it gas. It is by far the worst driving car / truck I have even owned. Not sure how anyone picked this as 'truck of the year'?' - 2015 Chevy Colorado owner

Plaintiff James McKee purchased a new 2015 Chevrolet Colorado in Florida around March 2015 but took the truck to a dealership allegedly because of transmission problems. The Colorado had about 5,300 on it at the time and the plaintiff says he was having trouble getting the transmission to downshift, especially when going up hills.

The lawsuit says the dealer reprogrammed the transmission control module and engine control module based on technical service bulletin (TSB) 5303. McKee says the repairs didn't stop the transmission problems.

In Feburary 2017 when the odometer had about 16,400 miles on it, the plaintiff took the truck to another GM dealer complaining about the truck shuddering when accelerating from a left turn or on an incline. McKee also says the transmission was having power problems, but the dealer allegedly returned the truck to him without making any repairs.

6l50 Transmission For Sale

McKee filed the lawsuit because the Chevy Colorado transmission was never adequately repaired.

The GMC Canyon and Chevrolet Colorado 6L50 transmission lawsuit was filed in the U.S. District Court for the Eastern District of Michigan - James McKee, et al., vs. General Motors LLC.

The plaintiff is represented by the Miller Law Firm, P.C., Sauder Schelkopf LLC, and Capstone Law APC.

6l50 Transmission Problems

6l50 Transmission Swap

CarComplaints.com has complaints about GMC Canyon and Chevrolet Colorado trucks.