If you’re experiencing any of these problems highlighted above with your 6L90E transmission, take your vehicle to a certified technician. The most obvious sign that the 6L90E automatic transmission has issues is when the reverse gear is slipping or no longer engaging. Torque converter engagement or disengagement problems.Other common problems associated with the 6L90E transmission include: Unfortunately, moisture also finds its way into the transmission’s casing and destroys the components that keep your vehicle functioning smoothly. The primary source of these issues is the plucking rod actuator assembly, which is notorious for its failure. When in ‘reverse,’ it makes a loud rattling sound.The well-known issues the 6L90E transmission has included: Nevertheless, it has a few inherent design flaws that are worth mentioning. The 6L90E has never been considered terrible when it comes to specification. As with all transmissions, service intervals for the 6L90E transmission require changing the filter and fluid at 100,000 miles under normal or standard service conditions and at 50,000 miles under severe service conditions. In addition, the modular design of this 6-speed automatic transmission makes for easy integration between a wide variety of engine applications. This is necessary for stronger output/input gearsets. The heavy-duty version of the 6L90E automatic transmission has one additional plate in every clutch pack. In addition, it is integrated with haul/tow settings that provide alternative shift schedules for high load conditions and decent speed control features. The 6L90E automatic transmission is electronically controlled and comes with a 300 mm torque converter. It also doesn’t require complete application-specific transmission designs. This enables the transmission to be employed in various applications without requiring extensive modifications. This 6L90E transmission showcases a modular transmission case design that readily accepts numerous output shaft adapters and bell housings. This 6-speed automatic transmission is much larger than its predecessor, the 6L80E transmission, and features at least one more clutch plate in every pack than the 6L80E. It has zero PTO provisions and fluid capacity, approximately 13 quarts. The 6-speed automatic transmission has a stall ratio of 1.9, a max shift speed of 6,200 rpm, a max GVWR of 15,000 lbs., and 29 spline output/shaft. It has a die-cast aluminum casing with maximum input torque of 531 lb.-ft. The 6L90E automatic transmission provides optimum efficiency and 6-speed performance by taking full advantage of a much wider gear ratio instead of the conventional planetary gearset design. This increases the load capabilities of these clutch packs in the gears to which they are readily applied. Some applications came with many extra clutches across multiple clutch packs within the transmission. In addition, this resulted in a large intermediate shaft to ensure 100 percent reliability, especially during loaded 3-4 upshifts where the shaft experiences great stress. This critical modification is highly crucial for high torque and high RPM figures. As a result, this transmission permits two additional pinion gears, equating everything to six. The reason behind this design was to enable the transmission to sufficiently accommodate extra physical gear assemblies. First of all, the case of the 6L90E automatic transmission is shorter than its successor. The primary differences between the 6L90E automatic transmission and its predecessor, the 6L80E transmission, can be traced to the internal hard components. The 6L90E transmission was critical as new vehicles with excellent or more significant performance were needed to hit the market. The 6L90E transmission succeeded the 6L80E transmission and is designed to transform the extra torque of the previous unit. Difference Between the 6L80E and 6L90E Transmission The 6-speed automatic transmission has several features, the most notable of which is the clutch-to-clutch function with a wide gear ratio for maximum efficiency and performance. General Motors manufactured the 6L90E in 2006, primarily designed for AWD/4WD and RWD applications. This is why the 6L90E transmission is commonly used in GM diesel and heavy-duty trucks, including the Camaro ZL1 and cargo vans. This remarkable AT is paired with GM’s V8 Duramax and V8 Vortec VVT engines. The 6L90E transmission is primarily designed for rear-focused all-wheel drive and rear-wheel drive vehicles. This 6-speed automatic transmission built by General Motors powers everything from family sedans to audacious muscle vehicles, SUVs, and pickup trucks, alongside the 6L80E model. The 6L90E is a high-performance component suitable for handling as much as 700 horsepower.
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