I am finally getting to see more G6's around including a G6 GT today but still have only seen two other GTP or even any other kinds of coupes. Still it is comforting to see any of the G6's around my area.
In this month's Hemmings Muscle Car magazine, there is an article on a 65 tri-power GTO and it is interesting because its quarter mile figures were appreciably slower than listed for a member's GTP!
Who says muscle cars are dead? It would be really interesting if the GTP were rear drive but adds mystery as to just how much performance can be wrung out of the machine.
See too where GM is selling equipment that won't void a warranty but takes the Cobalt SS to 271 hp! Wonder why they don't offer something similar for GTP's or if they will.
GTPdriver

Who says muscle cars are dead? It would be really interesting if the GTP were rear drive but adds mystery as to just how much performance can be wrung out of the machine.
See too where GM is selling equipment that won't void a warranty but takes the Cobalt SS to 271 hp! Wonder why they don't offer something similar for GTP's or if they will.
GTPdriverThe G6 GTP has performance potential, there just has to be a market for performance parts. The great majority of people that purchase a G6(any model), are not going to do performance mods. The true enthusiasts are a small group. There is also the problem of people wanting performance parts, but when some see the cost, they complain that it's too much. You have to pay, to play!

As far as the 3.9L V6, the motor has produced in excess of 275 HP in testing, for possible G6 GXP production. I don't feel the F40 6 MT can sustain the amount of torque that would be produced, with good reliability. Torque-wise, the motor would have to be backed off .
The motor with the most potential is the 3.6L DOHC V6. The new 6 speed auto has a much higher hp and torque capacity(6L75). With 'Direct Injection' the motor can produce in excess of 300 hp with good fuel economy.

I think it's the 6L70 that will go with the 3.6L - I could be wrong though...

First GM Powertrain front-wheel drive 6-speed automatic transmission
Advanced clutch-to-clutch operation and wide 6.04:1 overall ratio spread
Co-developed by GM and Ford Motor Co.
Applicable to FWD and AWD powertrain layouts
Torque capacity to 280 lb.-ft.
Shift speeds up to 7000 rpm
32-bit intelligent controller included in sophisticated internal transmission electro-hydraulic control module (TEHCM)
Built at GM Powertrain’s assembly plant in Warren, Mich.
MILFORD, Mich. – General Motors new Hydra-Matic 6T70 six-speed automatic transmission, an advanced transmission with clutch-to-clutch shift operation for front- and all-wheel drive vehicles, will debut in the all-new 2007 Saturn Aura midsize sedan. Co-developed with Ford Motor Co., the new six-speed joins the already announced Hydra-Matic six-speed rear-wheel drive family of automatics and Allison 1000 six-speed automatic as part of GM’s mission to produce 3 million six-speed automatics annually by 2010.

The 6T70’s clutch-to-clutch operation allows for reduced complexity and compact packaging. A wide, 6.04:1 overall ratio spread helps the transmission deliver both performance and fuel economy, enabling up to 8 percent improved performance and up to 4 percent improved fuel economy when compared with current front-wheel drive four-speed automatics.

“The 6T70 offers the best of both worlds – the excitement of a performance transmission and the economy expected of an overdrive,” said Robert Vargo, assistant chief engineer, new front-wheel drive transmissions. “The joint development effort allowed both companies to maximize time and engineering talent to answer a common need for a fuel-efficient transmission that meets the performance needs of high-output, transverse-mount powertrains.”

Co-development of the transmission allowed it to reach production in less time and enabled each company to reduce development costs by as much as 50 percent. A common design and many common components are shared between GM and Ford six-speed variants, but each company developed its own controls and calibrations to tailor the shift feel of the transmission to fit their brand characteristics.

Rated for engines up to 315 horsepower and 280 lb.-ft. of torque, the 6T70 helps maximize powertrain performance and economy through its wide 6.04:1 ratio – the spread in gear ratios between first gear and sixth gear. This configuration allows for a “steep” 4.48:1 first gear, which helps deliver exceptional launch feel, and a 0.74:1 overdrive sixth gear – the “tall” overdrive gear lowers rpm at high speeds, reducing noise, vibration and harshness. Fifth gear is 1:1 or direct drive.

“The additional gear states are almost like having two transmissions in one,” said Vargo. “The low first gear provides tremendous off-the-line acceleration, but the transmission is able to use the middle gears to evenly distribute the torque and offers an overdrive sixth gear that helps delivers great fuel economy.”

Shorter steps between the gears, compared with a four-speed automatic, enhance performance and feel, as the transmission quickly finds the best gear for the vehicle speed and road conditions – there’s less “hunting” (shift busyness) on grades, for example. Also, the 6T70 offers the capability of driver shift control (DSC), which allows the driver to use tap-up, tap-down shifting to select the desired gear for specific road conditions, such as driving up a steep hill.

The Hydra-Matic 6T70’s highlights also include:

Compact dimensions of 357 mm in length and 197 mm in width for packaging convenience in a variety of front- and all-wheel drive vehicles with transverse-mounted powertrains – one the most compact transmissions in its competitive set
Clutch-to-clutch shift operation for all shifts except 1-2 reduces mechanical complexity and mass while enhancing shift feel
Integrated transmission electro-hydraulic control module (TEHCM) with driver shift control and performance algorithm shifting for shift feel and timing tailored to the driver
Internal control module reduces powertrain complexity
Auto grade braking and shift mode capability
Heat-treated gears are honed for a more precise fit, reducing noise, vibration and harshness
Narrow torque converter enhances packaging and maintains efficiency
Simple, less complex design has reduced number of seals
Adjustable capacity vane-type pump enhances fuel economy compared with non-adjustable gear-type pump
Although used in some low-volume high-performance sports cars and luxury sedans, six-speed transmissions are rare in most high-volume midsize cars and SUVs. GM and Ford Motor Co. recognized a need for a transmission that could accommodate increased powertrain performance while delivering excellent fuel economy. The compact size and reduced complexity afforded by the clutch-to-clutch design allowed engineers to answer the call for performance and economy with six forward speeds.

With its wide ratio and strong capacity, the 6T70 has the capability to transfer more torque to the drive wheels, particularly in all-wheel drive applications. It also helps vehicles such as SUVs to feel livelier at lower speeds, particularly at launch or when stepping away from a stoplight.

The 6T70’s advanced clutch-to-clutch operation is designed for smooth shift feel and packaging efficiency. All shifts except 1-2 (the transmission “free wheels” in first) feature clutch-to-clutch operation. This is achieved through three planetary gears, with three stationary clutches and two rotating clutches. It’s a simple, less complex design that enables the packaging of six gears in the space of a four-speed automatic.

A sophisticated transmission electro-hydraulic control module (TEHCM) is mounted inside the 6T70, reducing vehicle complexity. Similar to the control system used in the Hydra-Matic 6-speed rear-wheel drive transmissions, the TEHCM offers improved quality through its hard-wired connections and pre-calibration.

The unit is located entirely within the transmission and operates while bathed in transmission fluid. Locating the controller internally facilitates the modular design and assembly strategy while also shielding the unit from the outside environment.

Meanwhile, GM’s proprietary model-based controls strategy reaches a greater level of sophistication in the new six-speed FWD transmission family, said Vargo. The 32-bit system incorporates three levels of “learning” that actually allow the components to adapt to one another.

Although it is not uncommon to have a transmission-control module that adapts to the specific transmission with which it is mated, and to also have programming that optimizes transmission performance characteristics according to a variety of vehicle inputs, the new Hydra-Matic six-speed automatic adds another level of adaptability. Certain components within the major subsystems that make up the transmission also “learn” from one another – via the controller software – in a unique form of self-adaptation that maximizes the interface of all the “networked” components. This procedure takes place as the transmission “tests” itself and the interaction of its internal components before it is shipped from the assembly plant.

The TEHCM enables a host of performance-oriented and driver-controllable shift features, including performance algorithm shifting (PAS), driver shift control (DSC) “tap shift” and auto-grade braking.

The Hydra-Matic 6T70 is manufactured at GM’s Warren Transmission plant. It debuts in summer 2006, when production begins on the 2007 Saturn Aura.

Hydra-Matic 6T70 (MH2) six-speed automatic

Type:
six-speed transverse, electronically controlled, automatic overdrive transmission

Maximum engine horsepower
315

Maximum engine torque:
280 lb-ft

Maximum gearbox torque:
380 lb-ft

Gear ratios:

First:
4.48

Second:
2.87

Third:
1.84

Fourth:
1.41

Fifth:
1.00

Sixth:
0.74

Reverse:
2.88

Maximum shift speed:
7000 rpm

5-position quadrant:
P, R, N, D, (M)

Case material:
die-cast aluminum

Shift pattern:
(2) three-way on/off solenoids

Shift quality:
five variable bleed solenoids

Torque converter clutch:
variable bleed solenoid

Converter size:
258 mm

Transmission weight (kg / lb):
102 / 273 (wet)

Fluid type:
DEXRON® VI

Fluid capacity (L / qt):
9.0 / 9.5

Assembly site:
Warren, Mich.

Additional features:
Clutch-to-clutch operation (except 1-2); integrated transmission electro-hydraulic control module with driver shift control and performance algorithm shifting

I think it's the 6L70 that will go with the 3.6L - I could be wrong though...

Yes, you are correct. The 6L70 is going into the Saturn Aura and G6 GTP. I wasn't clear in my statement. I meant to say, the 6L75 would be the tranny to go into a higher performance application, such as the G6 GXP. A 3.6L DOHC with 'Direct Injection' would require a tranny with more hp and torque capacity.

The G6 GTP has performance potential, there just has to be a market for performance parts. The great majority of people that purchase a G6(any model), are not going to do performance mods. The true enthusiasts are a small group. There is also the problem of people wanting performance parts, but when some see the cost, they complain that it's too much. You have to pay, to play!

As far as the 3.9L V6, the motor has produced in excess of 275 HP in testing, for possible G6 GXP production. I don't feel the F40 6 MT can sustain the amount of torque that would be produced, with good reliability. Torque-wise, the motor would have to be backed off .
The motor with the most potential is the 3.6L DOHC V6. The new 6 speed auto has a much higher hp and torque capacity(6L75). With 'Direct Injection' the motor can produce in excess of 300 hp with good fuel economy.

What makes you say that? The F40 is a Getrag, they've always been noisy but strong. I think the F40 is being under rated.

Owww yeah and good luck trying to work on the 3.6DOHC. its a nightmare!

Owww yeah and good luck trying to work on the 3.6DOHC. its a nightmare! The motor takes up more space that the 3.9L V6. I am just talking the "Direct Injection" and some ECM tuning. I think more performance can be wrung out of the 3.6L DOHC, as opposed to the 3.9L V6. :cool: