Modified c6

Ultimately, you need to see it, and drive it, see if you can live with it day to day.
Drive it on the road and at low speeds, see what its like pulling away at roundabouts, junctions etc.
See how noisey it is and if its resonating at motorway speeds, or just really loud all over.

GM began using the TR6060 in 2008
In 2010, it was beefed up more to handle the increased HP & Tq needed for the ZR1 and gear ratio changed to the lower gears
to help get the more weight, the ZR1 was from a dead stop
So there are 2 versions of this so you need to know which one installed in this Z06 has as to what the gearing is

My Data :

2010 Tremec TR6060 (MZ6)

Type: Rear wheel drive, six-speed manual overdrive transmission
Engine range: 6.2L ( LS3 )
Maximum engine torque: 430 lb-ft ( 580 Nm )
Maximum gearbox torque: 430 lb-ft ( 580 Nm )
Gear ratios: MZ6
First: 2.966
Second: 2.066
Third: 1.426
Fourth: 1.000
Fifth: 0.710
Sixth: 0.562
Reverse: 3.276
Final Drive Ratio: 3.420
Maximum validated gross vehicle weight: 4000 lb ( 1680 kg )
Case material: Aluminum
Center distance: 85mm
Fluid type: Texaco ATF Type III 1863
Transmission weight: Wet: 54.9 kg (121 lb )
Fluid capacity (approximate): Dry: 3.8L (4.0 qt) 117 oz.
Power take off: No
Applications: Corvette Grand Sport Coupe and Convertible

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2010 Tremec TR6060 (MH3)

Type: Rear wheel drive, six-speed manual overdrive transmission
Engine range: 6.2L SC ( LS9 )
Maximum engine torque: 604 lb-ft ( 819 Nm )
Maximum gearbox torque: 650 lb-ft ( 881 Nm ) 1st-4th, 630 lb-ft ( 855 Nm ) 5th-6th
Gear ratios: MH3
First: 2.289
Second: 1.611
Third: 1.208
Fourth: 1.000
Fifth: 0.818
Sixth: 0.675
Reverse: 3.106
Final Drive Ratio: 3.420
Maximum validated gross vehicle weight: 4000 lb ( 1680 kg )
Case material: Aluminum
Center distance: 85mm
Fluid type: Texaco ATF Type III 1863
Transmission weight: Wet: 54.9 kg (121 lb )
Fluid capacity (approximate): Dry: 3.8L (4.0 qt) 117 oz.
Power take off: No
Applications: Corvette ZR1

2010 Tremec TR6060 (MM6/MZ6/MH3/MG9/M10) car transmission versions

2010 Model Year Summary
Tremec TR6060 six-speed manual car transmission

New Features and Benefits for 2010 model year
• Second gear synchronizers using carbon material
• Second gear synchronizer design with advanced and asymmetric teeth (CTSv in 2009)
• Improved transmission pump pick-up
• Implementation into the V-8 Camaro

Second gear synchronizers using carbon material
The change to carbon material on the second gear synchronizer will improve the durability of the synchronizer. Carbon also protects the synchronizer during WOT shifts with the wheels spinning. The shift feel improvements made in 2008 are refined further with the implementation of the carbon material.

Second gear synchronizer design with advanced and asymmetric teeth
Implementing advanced and asymmetric teeth on the second gear aynchronizer system improves the shiftability of the transmission during cold temperatures. This is accomplished by the advanced and asymmetric teeth contacting the second gear dog ring in less distance and with increase stopping power. The shift feel is significantly improved in cold weather. This design also improves the warm shifting comfort.

Improved transmission pump pick-up
As the performance vehicles improve in handling and on-track performance, an improvement to the transmission pump fluid pick up was needed to maintain an acceptable fluid temperature during limit handling and on-track events. In order to enhance operation, an 'S' tube design was introduced into some TR6060 applications for the 2010 model year.
The features of the 'S' tube are twofold. First, the tube is lengthened to put the pick-up point further rearward in the fluid sump. Second, the tube has an 'S' shape to put the pick up location in the middle of the sump as compared to the current design which is offset to the left slightly. With the introduction of the 'S' tube, fluid temps are reduced by 5 degrees Celsius.

Implementation into the V-8 Camaro
The TR6060 is mated to the LS3 engine in the 2010 Camaro. The TR6060 used in the Camaro will use the M10 gear set. A transmission pump will be standard. The TR6060 used in the Camaro is very similar to the TR6060 used in the 2009 CTSv.

Low maintenance
The TR6060 6-speed uses Texaco ATF Type III 1863 fluid and is certified "fill-for-life," requiring no fluid changes. The clutch is activated hydraulically, which automatically compensates for clutch disc wear, eliminating manual adjustments (except for the ZR1 which uses a traditional clutch). The Tremec TR6060 six-speed has evolved from a design that aimed to require virtually no maintenance in all but the most severe conditions.

Overview
Both the standard Corvette and the high-performance Z06 use the TR6060 designated as MM6, which is validated to 500 lb-ft of torque, while the TR6060 with the Z51 option features higher ratios and is designated as MZ6. It is validated to 430 lb-ft of torque.
The ultra high performance ZR1 uses the TR6060 designated as the MH3, which is validated to 650 lb-ft of torque. The CTSv uses the MG9 version of the TR6060 validated to 560 lb-ft of torque. The Camaro uses the M10 gear set validated to 430 lb-ft of torque.

Design features include a combination of double-cone and triple-cone synchronizers on all gears. Synchronizers act like clutches to speed up or slow down a gear that is being shifted to. Double-cone synchronizers have two friction surfaces to effect this gear acceleration, and triple-cone synchronizers have three friction surfaces.

The greater the friction surface, the easier the transmission is to shift. In addition, double-cone and triple-cone synchronizers are smaller in diameter than a single-cone synchronizer with the same friction area allowing the transmission to remain more compact. Bearings in place of bushings lower the friction of the shift rail movements for the TR6060, making the shifter feel naturally lighter and more direct.

Refinements common to the design of all six-speed Tremec TR6060 transmissions include needle bearings on all forward gearsets and 5th and 6th gear synchronizers located on a countershaft. The countershaft location of the 5th and 6th gear synchronizers allow those gears to be selected without affecting the 1st through 4th gearsets, contributing to ease of shifting.

The sixth-generation Corvette with the Z51 option uses the MZ6 version of the six-speed, with ratios developed for the M12 which was used in the Cadillac CTS-V. These ratios are higher in first, second, and third gears than the MM6, as well as a lower-ratio fifth gear to increase top speed for the Z51 option.

When the high-performance Z06 version of the Corvette was introduced for 2006, a stronger single-piece countershaft replaced the previous two-piece countershaft for the MM6. The output shaft was enlarged to a 30-spline unit, which is more durable than the 27-spline unit used in previous applications.
Also in 2006 the 6L80 six-speed automatic transmission was introduced, and the bolt pattern for the rear of the case extension of the manual transmission was changed to match the same bolt pattern as the automatic.

In 2009 model year, two new applications of the TR6060 were introduced. First, the Corvette ZR1 using the MH3 gear set. This gear set is the closest ratio gear set available in the TR6060. This gear set has been developed for maximizing on-track performance.
Other than gear ratio changes, the only other refinements made in the TR6060 to handle the 638 lb-ft of engine torque were material changes in some shafts and gear pairs.
The other 2009 model year introduction was the CTSv. The gear set chosen for this application was the MG9 which is similar to the MZ6 set used in the Z51 Corvette.

However, in order to handle the 550 lb-ft of engine torque, the gears were redesigned. A trans pump is standard on the CTSv. The front bell was also incorporated into the front adaptor, it improves powertrain bending.
Both the ZR1 and CTSv use a twin plate clutch to handle the increased engine torque.

Originally, the Tremec T56 evolved as a higher-torque capacity, six-speed version of the proven M49 five-speed manual transmission, and was introduced in the 1993 Chevrolet Camaro and Pontiac Firebird. It was also added to the 1997 fifth-generation Corvette. For the 2008 model year, it has evolved into the TR6060.

Further applications included high-performance models, such as in mid-2004 the Cadillac CTS-V, which used the LS6 engine mated to the M12 higher-ratio version of the transmission, as well as variants that were used in the Pontiac GTO and Chevrolet SSR models.

If you buy this, you might want to check why the muffler tips are not level and cocked

Yes had spotted that and it hurts my ocd !

Thanks to everyone for their help .. I need to go see it .. I have also been pondering on this stock one -


I know which one is the better investment ! But it’s just too pricey .. plus I will need to get the heads inspected .. do 2009 cars suffer from head issues aswell ?

David123 said:

Thanks to everyone for their help .. I need to go see it .. I have also been pondering on this stock one -

Used Corvette Z06 7.0 V8 Coupe 2dr Petrol Manual (350 g/km, 498 bhp) 2009 2dr Manual (V8CDO) | The Carbon Collection

Used Corvette Z06 7.0 V8 Coupe 2dr Petrol Manual (350 g/km, 498 bhp) available from The Carbon Collection in Sheffield South Yorkshire. Explore this vehicle on our website and discover the used car offers available to you at The Carbon Collection

www.carboncollection.co.uk

I know which one is the better investment ! But it’s just too pricey .. plus I will need to get the heads inspected .. do 2009 cars suffer from head issues aswell ?

Click to expand...

Just because the dealer is asking a specific price you can always make an offer (even a cheeky one) - with 15K miles and full verification of USA and Uk history that is the one I'd go for - its arguably the very best colour you could ever get a C6 or any description in. Tell the dealer you love the car but can't stretch to the asking price....see where it all goes.

one other thing .. the dealer sent me a video of the silver modded car from a cold start up .. it does puff a modest amount of black smoke when revved .. it’s cold so would I be correct in assuming it’s the choke over fuelling it ..? It’s even from all 4 pipes .

I would post the video but the forum doesn’t seem to let me post videos ?

David123 said:

one other thing .. the dealer sent me a video of the silver modded car from a cold start up .. it does puff a modest amount of black smoke when revved .. it’s cold so would I be correct in assuming it’s the choke over fuelling it ..? It’s even from all 4 pipes .

Click to expand...

Fuel injected engines do not have a choke like old days of carbs
The PCM (Powertrain Control Module) when coolant is less than like 150F degrees goes into what is called "Open Loop"
and commands how long the fuel injectors are commanded on by using a predicted amount of airmass and controls the throttlebody's butterfly angle with the drive by wire for gas pedal

Once the coolant is warm enough, the PCM goes into a "Closed Loop" mode and relies on feedback sensors like the
MAF, MAP (vacuum) and the O2 sensors and from that commands the injectors to achieve the proper fuel AFR

Dark exhaust suggests due to the mods of the engine that the tuning in the PCM is not correct or
for some reason, thinks it should command the injectors on longer

This could be debugged to determine the correct fix by using an OBD2 scanner and record what the PCM is being told and what it is commanding
As I mentioned in another post, I would bet they installed larger flowing fuel injectors,
and due to that FAST intake and TB, which would require a smart tuner guy in redoing the injector fuel tables to lean out the open loop conditions

Depending how long it has been running too rich would mean excess carbon buildup on valves, pistons, O2 sensors, CATs, and exhaust and I would suggest using a good de-carb product to flush that out

In my work on custom tuning I find in many cases people think bigger is always better and install injectors flowing too much fuel
As an example last month I worked on a 2008 Z06 with lots of engine mods,
including converting fuel system to use E85 gas as Z06 was designed for track racing and last tuner did a piss poor job

Stock LS7 injectors are like 38 lb/hr flow and owner installed 78 lb/hr, way too big, and
I had to do a lot of custom changes in the PCMs tune to make the LS7 work correctly from startup, idle, cruising and WOT

BTW when I was done this 08 ZO6 LS7 now puts out 700 flywheel HP and 625 ft/lbs of torque
Problem is on owner's first track day, the car ran the fastest laps at over 140 MPH, but the clutch blew to hell

You could post a video like on YouTube and then simply in a post here include the URL of that video, so anyone could watch it

Nancy thanks for that .. what decarb product would you use?

David123 said:

Nancy thanks for that .. what decarb product would you use?

Click to expand...

Not sure what Nancy uses ")

But I have used seafoam for many years

You can get almost anywhere but if using Amazon, switfch to the UK one and see if the same


You can use it multi ways

1. Put in engine oil and can be left in until doing normal oil change

2. Put half in oil and other half in gas tank to clean both

3. Take any hose on intake and with engine at idle with a funnel slowly pour into intake to the deepest clean
This will cause carbon buildup to break up carbon off valves and top of pistons
Have someone handle the gas pedal to prevent stalling engine if need be

Do de-carb cleaners every few months as need be

Not sure in the UK but in the USA most gas stations have gas made as to the GM Top tier makeup that
has more cleaners in it

Thankyou