The ppyrimary difference is the 6T75 is a heavy duty version of the 6T70. The heavyyyp duty parts in the 6T75 include:.A shot pppeened output carrier.

The 6T70 is a six-speed automatic transmission. This transmission was made by General Motors and Ford. The 6T70 is a successful transmission powering many vehicles. However, it does have a few common problems which may arise over time. Let’s look at ten common problems with the 6T70 transmission:

• Certified Transmission offers the following resource for those interested in knowing vehicle applications for the remanufactured 6T70 transmission. To view applications begin by selecting the vehicle manufacturer listed below.
• 6T70 / 6L80 Transgo Pressure Switch Repair. Fits General Motors 6T70/6T75 and 6L80E 2007-2012 Contains Pressure Switch Repair Kit for replacing damaged Pressure switch manifold plastic diaphragm's. This kit PSR-5 is also included in SK 6T70 Shift.
• The Hydra-Matic 6T70 (production code M7U) is a six-speed automatic transmission produced by General Motors for use in front-wheel-drive-based all-wheel-drive vehicles with a transverse powertrain.
• 2 6T70, 6T75, 6T80 Identification Guide. October 18, 2018. 1 6T70 & 6T75 Identification Guide. August 29, 2018. Trading Places: Avoiding Valve Body Pitfalls with GM/Ford 6-Speed Automatic Transaxles. February 12, 2018. Transmission Report: How Small Changes Led to the New Form & Function of Gen.

Transmission Fluid Overheating

A common issue with the 6T70 was the overheating of the transmission fluid. The issue was the result of a faulty circuit.

Problem with Brake Switch Circuit

Endless legend patch download. The brake switch issue was another problem with the 6T70. This was also because of some internal problems with the brake switch circuit.

Issue with the Planetary Gear System

The issue which is a grave concern in the 6T70 transmission is a problem with the planetary gear system. Once the planetary gears become faulty, the gear ratios are incorrect. This causes problems in accelerating and gas mileage, climbing steep slopes, etc.

Shift Solenoid Failure

This is a common problem with all auto transmissions and also with the 6T70. Once the shift solenoid fails, the gears don’t change.

Output Shaft Speed Indicator Failure

The output shaft speed indicator is responsible for determining the speed at which the drive shaft is spinning or the output of the transmission. This is also known to fail in the 6T70 transmission.

Torque Converter Failure

The torque converter failure is again a common issue with auto transmissions. The 6T70 also has a problem with the torque converter. Once this fails, the gears don’t change.

Gear Slipping

There are also problems with the gears slipping in this transmission. This is either because of a solenoid failure or because of the planetary gear system issue.

No Reverse Gear

Due to solenoid failures the reverse gear may fail to engage. The solenoid failure is not a huge expense but its best to have it repaired immediately.

No Gear Shifting

This is often caused by the brake switch or a torque converter failure.

4X4 Not Engaging

Another issue with the 6T70 was with the 4X4 system. Some of the Crossover Utility vehicles that this transmission was used in were not able to go into 4X4.

So, if you drive a vehicle with a 6T70, do keep an eye out for such problems.

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General Motors new Hydra-Matic 6T70 six-speed automatic transmission, an advanced automatic  transmission with clutch-to-clutch shift operation for front and all-wheel drive vehicles, debuted 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.

FYI—GotTransmissions.com can provide you with G.M. transmissionimmediately if the situation were to occur.

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.

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…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.

Wooster brushes online. 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.

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.

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 GotTranmsissions.com.

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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 debuted in summer 2006, when production began on the 2007 Saturn Aura.

As always, be true to the maintenance needs of your transmission and expect longer life out of it.

6t70 Transmission Forum

Stay tuned to the GotTransmissions.com blog for more information on some of the new breed of transmissions.