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I'm in the way to get GM at court to replace the tranny in my car or to purchase it back. Here in Canada we have a special court (and it's free called CAMVAP) that can force GM to buy it back.
I'm posted in different Forums almost everywhere so all 6 speeders owners will get my message.
But read about different articles and you will find that WE THE PEOPLE, have a case.
Thanks.
March 26.
I found 4 articles from major magazines who say's that this tranny is the worst in recent years and it is even compared with a 1956 Freightliner.
GM staff should start to read magazines such as Car & Driver to find that WE, THE DRIVERS, WE DO HAVE AN ISSUE on this tranny. Like the steering lock-up, GM is hiding this issue.
At this time I'm in contact with GM communication department. My aim is to get the car Buy Back from GM.
If this does'nt work, well there is a special court called PAVAC which is Gorverment managed and financed by all car manufacturers. There is a 7 week limit before getting an audition and an answer.
You represent yourself and it 100% FREE.
So I'm building my case, I'm getting a video done driving and shitting, sorry, shifting that crummy tranny, I accumulating magazine reports which confirms that this tranny is one of the worst, even the worst in recent years, (I have 4 of them so far which I will post soon), and since I work for a major newspaper in Montreal, there are 2 car specialist that will test drive the car and give me there PROFFESSIONNAL evaluation.
My goal: Be the first to have GM to Buy Back, exchange the car, or replace the tranny with a good one.
When I will succeed, and that I'm sure of, well GM will have to back off in it's denial position and get this problem resolved or get those car back in their inventory and die with them.
The magazine text
epinions.com
It doesn't help that the manual shifter is among the worst, maybe even the worst, I've sampled in recent years. It feels like junk, very loose and flimsy. The sound of cheap plastic bits clicking across one another, especially into and out of reverse, deepens the impression that GM didn't work very hard on what they likely saw as a feature with limited appeal. In sharp contrast to the loose feel through neutral, it takes an unusual amount of effort to slide the shifter the last fraction of an inch into a gear. First and second are especially difficult to downshift into.
Car & Driver
Oppressive wind noise, primitive shifter, steering substitutes effort for road feel.
detnews.com
Pontiac coupled it with the new six-speed manual gearbox. The shift action is a little stiff, but the throws are precise, and the engine responds beautifully to the slightest throttle input.
consumorguide.com
Manual-transmission GTP doesn't leap off the line, but steadily builds power, answers throttle eagerly at higher rpm. Manual-transmission shifter has positive engagement, but also a scraping-metal feel during gear changes.
Road & Track February 06
Because the GTP's F40 6-speed manual is a bit stiff past the synchros, and emits an audible clunk on the 2-3 shift, you have to wrestle with the lever more than necessary, a shame because the linkage feels solid, with well-defined gates. A 4-speed automatic, likely the better choice here, is available.
Update on articles against GTP 6 speed manual transmission
HOW CAN GM SAY THEY ARE'NT AWARE ABOUT THIS SITUATION.
Can anyone read at GM Tech Labs...?
KANSAS CITY STAR
Pontiac creates a sporty coupe from the G6 platform
Tom Strongman
Contributing editor
Pontiac’s G6 is not merely a replacement for the Grand Am, but a family of vehicles that includes a coupe and a convertible with a retractable hardtop in addition to the four-door.
In keeping with their sporty styling, the coupe and convertible are available in GT and GTP trim. I drove a GTP coupe that had a 240-horsepower V-6, sports suspension and six-speed manual gearbox.
Even though the coupe looks smaller than the sedan because of the steeply sloping roof, it has the same 112.3-inch wheelbase. The coupe also has individual body panels from the windshield back. Chiseled body panels and short front and rear overhangs give it a taut, lean look.
The roofline slopes dramatically from the top of the windshield to the trunk. Smaller adults can fit in the back seat, but they won’t like it if they’re claustrophobic. When I was seated in the back, the roof just barely cleared my head, which was actually under the glass window, not the top. Rear-seat legroom is good, and wide doors and front seats that slide forward facilitate getting in. A small console and cup holder divide the back seat.
Given the low roof, it’s natural to assume that the back seat is best used by kids, pets or briefcases.
The GTP performance package consists of a 3.9-liter V-6 that uses variable valve timing to generate 240 horsepower and 241 pound-feet of torque. This engine is one of a family of new cam-in-block V-6 engines that adjust the orientation of the camshaft to alter intake and exhaust valve timing.
The GTP’s V-6 produces good power across a wide range. Strong acceleration and good midrange throttle response enhance performance. The six-speed manual transmission is the ticket for obtaining maximum performance, but a rough shift linkage spoils its advantage.
A sport suspension is another key component of the GTP package. The G6’s body structure is quite stiff, thanks in part to a cross-car magnesium beam behind the instrument panel, and that translates into a solid ride with tight handling. Cranking 240 horses through the front wheels occasionally causes the front wheels to tug one way or another on hard acceleration.
The variable-assist electric power steering occasionally feels a bit vague, mostly in tight turns.
The GTP’s cabin is sporty without being gaudy. The bucket seats are contoured to give good lateral support. The top of the instrument panel is dark to cut down on glare, while the bottom portion is light to give a feeling of airiness. Handsome gauges have chrome trim rings, white numbers and red needles and glow red at night.
The controls on the center stack are small and chunky, unlike those in many of GM’s newest interiors. Redundant radio controls are mounted on the steering wheel spokes.
Price
MOTORLISTING.COM
This Pontiac sports car offers two different trim levels, the GT and GTP. The GTP trim level features a 3.9-liter V6 engine with variable valve time. The valve timing produces 240 horsepower and 241 foot pounds of torque. Rather unique in its class, the cam is located in the block instead of overhead that is the norm. This feature changes the orientation of the camshaft for maximum intake and exhaust and improves overall fuel efficiency. The engine produces great overall power and mid-level throttle abilities, and the six speed manual transmission only helps these matters. A common complaint among owners has been a sticky shift linkage but Pontiac is said to be working on the issue.
ORLANDO SENTINEL
The test car was the GTP, with a six-speed manual transmission instead of a four-speed automatic. Typically, I like manual transmissions on sporty cars, but not this one: The clutch and shifter felt disappointingly trucklike, not much fun. I think this engine would work well with an automatic, even a four-speed, as GM continues to lag behind in the march toward five-, six- and even seven-speed automatics.
A manual transmission didn't change the cost of the car. It did give the car a boost in fuel mileage, though _ it's EPA-rated 18 mpg in the city, 29 mpg on the highway. Of course, the 303-horsepower, 5.3-liter V-8 Chevrolet Impala SS is EPA-rated at 28 mpg on the highway, so 29 mpg for a V-6 manual isn't exactly a revelation.
ST LOUIS POST-DISPATCH
That manual shifter, a short-throw affair with a nifty leather/chrome shift grip, felt a tad notchy in its 1-2 and 2-3 shifts, but smoothed out with 3-4 and beyond. Also, fuel-saving skip shifts, such as 2-4, 4-6 and even 1-4, are no problem thanks to this gear box’s well-delineated gates.
CONSUMER GUIDE
2006 Pontiac G6: Road Test
Pros Cons
Passenger room
Control layout
Engine noise
Consumer Guide® Road Test Ratings
Acceleration
Base V6 sdn w/ABS, sunroof GT sdn w/leather, panoramic sunroof GTP coupe, man. Class Average
6 6 7 5.6
No opportunity yet to test 4-cyl G6 or convertible. G6s with 201-hp V6 have good acceleration from any speed, helped by smooth automatic transmission that downshifts readily for impressive passing response. Manual-transmission GTP doesn't leap off the line, but steadily builds power, answers throttle eagerly at higher rpm. Manual-transmission shifter has positive engagement, but also a scraping-metal feel during gear changes.
SHOPPING.COM
Transmission/Clutch
Okay, so the GTP isn't going to make coupe buyers swoon with its powerplant alone. But what about the manual-transmission option? That proves that Pontiac's serious about this "sport" thing, right? --Bzzzt!-- Wrong. I really wanted to like this six-speed--GM's first in a car of this ilk--but the fact is, it feels like something Kia might have come up with ten years ago.
To elaborate, the shifter slots loosely into its appointed gates, accompanied by nasty "clackety-clack" noises from underneath the leather gaiter. The shifter hangs up when rushed, too--I botched a few 2-3 upshifts while getting used to the the lever's flimsy feel. And while this may seem like piling on, the GTP's clutch is no gem: long of throw and loose of feel, it takes up waaay at the top of the pedal's considerable travel.
The standard automatic transmission isn't exactly an enthuasiast's choice, either--its four gears are very widely-spaced, so that each upshift drops the engine's revs into a hole. But at least it's a very smooth operator. I'm generally a die-hard manual transmission fan, but in the GTP's case, I think the automatic is the way to go.
Does Pontiac still mean “We build excitement”?
Well, standing still the G6 sure looks a lot more exciting than a Toyota Camry. Out on the road though, the G6 didn’t exactly perform like it looks. Granted, driving it is much more exciting than, let’s say, a Toyota Camry, but the ride was bumpy and a bit boat-like. It performed well out on the open road, and is even rated at 29 mpg highway, but the ride is still very American, and tends to feel larger than the car actually is. The sport suspension could be a tad bit sportier. The stabilitrak stability control still didn’t do much to take care of the torque steer, and the six-speed manual transmission felt loose and a bit clunky.
Another thing, there’s a trick to putting the G6 into reverse that makes it the bane of existence to valets everywhere. You have to lift a ring around the shifter, just so, and then just slide it on up and then push it on into gear. I had to wait 15 minutes in the cold and rain while a valet tried to figure it out;
I'm posted in different Forums almost everywhere so all 6 speeders owners will get my message.
But read about different articles and you will find that WE THE PEOPLE, have a case.
Thanks.
March 26.
I found 4 articles from major magazines who say's that this tranny is the worst in recent years and it is even compared with a 1956 Freightliner.
GM staff should start to read magazines such as Car & Driver to find that WE, THE DRIVERS, WE DO HAVE AN ISSUE on this tranny. Like the steering lock-up, GM is hiding this issue.
At this time I'm in contact with GM communication department. My aim is to get the car Buy Back from GM.
If this does'nt work, well there is a special court called PAVAC which is Gorverment managed and financed by all car manufacturers. There is a 7 week limit before getting an audition and an answer.
You represent yourself and it 100% FREE.
So I'm building my case, I'm getting a video done driving and shitting, sorry, shifting that crummy tranny, I accumulating magazine reports which confirms that this tranny is one of the worst, even the worst in recent years, (I have 4 of them so far which I will post soon), and since I work for a major newspaper in Montreal, there are 2 car specialist that will test drive the car and give me there PROFFESSIONNAL evaluation.
My goal: Be the first to have GM to Buy Back, exchange the car, or replace the tranny with a good one.
When I will succeed, and that I'm sure of, well GM will have to back off in it's denial position and get this problem resolved or get those car back in their inventory and die with them.
The magazine text
epinions.com
It doesn't help that the manual shifter is among the worst, maybe even the worst, I've sampled in recent years. It feels like junk, very loose and flimsy. The sound of cheap plastic bits clicking across one another, especially into and out of reverse, deepens the impression that GM didn't work very hard on what they likely saw as a feature with limited appeal. In sharp contrast to the loose feel through neutral, it takes an unusual amount of effort to slide the shifter the last fraction of an inch into a gear. First and second are especially difficult to downshift into.
Car & Driver
Oppressive wind noise, primitive shifter, steering substitutes effort for road feel.
detnews.com
Pontiac coupled it with the new six-speed manual gearbox. The shift action is a little stiff, but the throws are precise, and the engine responds beautifully to the slightest throttle input.
consumorguide.com
Manual-transmission GTP doesn't leap off the line, but steadily builds power, answers throttle eagerly at higher rpm. Manual-transmission shifter has positive engagement, but also a scraping-metal feel during gear changes.
Road & Track February 06
Because the GTP's F40 6-speed manual is a bit stiff past the synchros, and emits an audible clunk on the 2-3 shift, you have to wrestle with the lever more than necessary, a shame because the linkage feels solid, with well-defined gates. A 4-speed automatic, likely the better choice here, is available.
Update on articles against GTP 6 speed manual transmission
HOW CAN GM SAY THEY ARE'NT AWARE ABOUT THIS SITUATION.
Can anyone read at GM Tech Labs...?
KANSAS CITY STAR
Pontiac creates a sporty coupe from the G6 platform
Tom Strongman
Contributing editor
Pontiac’s G6 is not merely a replacement for the Grand Am, but a family of vehicles that includes a coupe and a convertible with a retractable hardtop in addition to the four-door.
In keeping with their sporty styling, the coupe and convertible are available in GT and GTP trim. I drove a GTP coupe that had a 240-horsepower V-6, sports suspension and six-speed manual gearbox.
Even though the coupe looks smaller than the sedan because of the steeply sloping roof, it has the same 112.3-inch wheelbase. The coupe also has individual body panels from the windshield back. Chiseled body panels and short front and rear overhangs give it a taut, lean look.
The roofline slopes dramatically from the top of the windshield to the trunk. Smaller adults can fit in the back seat, but they won’t like it if they’re claustrophobic. When I was seated in the back, the roof just barely cleared my head, which was actually under the glass window, not the top. Rear-seat legroom is good, and wide doors and front seats that slide forward facilitate getting in. A small console and cup holder divide the back seat.
Given the low roof, it’s natural to assume that the back seat is best used by kids, pets or briefcases.
The GTP performance package consists of a 3.9-liter V-6 that uses variable valve timing to generate 240 horsepower and 241 pound-feet of torque. This engine is one of a family of new cam-in-block V-6 engines that adjust the orientation of the camshaft to alter intake and exhaust valve timing.
The GTP’s V-6 produces good power across a wide range. Strong acceleration and good midrange throttle response enhance performance. The six-speed manual transmission is the ticket for obtaining maximum performance, but a rough shift linkage spoils its advantage.
A sport suspension is another key component of the GTP package. The G6’s body structure is quite stiff, thanks in part to a cross-car magnesium beam behind the instrument panel, and that translates into a solid ride with tight handling. Cranking 240 horses through the front wheels occasionally causes the front wheels to tug one way or another on hard acceleration.
The variable-assist electric power steering occasionally feels a bit vague, mostly in tight turns.
The GTP’s cabin is sporty without being gaudy. The bucket seats are contoured to give good lateral support. The top of the instrument panel is dark to cut down on glare, while the bottom portion is light to give a feeling of airiness. Handsome gauges have chrome trim rings, white numbers and red needles and glow red at night.
The controls on the center stack are small and chunky, unlike those in many of GM’s newest interiors. Redundant radio controls are mounted on the steering wheel spokes.
Price
MOTORLISTING.COM
This Pontiac sports car offers two different trim levels, the GT and GTP. The GTP trim level features a 3.9-liter V6 engine with variable valve time. The valve timing produces 240 horsepower and 241 foot pounds of torque. Rather unique in its class, the cam is located in the block instead of overhead that is the norm. This feature changes the orientation of the camshaft for maximum intake and exhaust and improves overall fuel efficiency. The engine produces great overall power and mid-level throttle abilities, and the six speed manual transmission only helps these matters. A common complaint among owners has been a sticky shift linkage but Pontiac is said to be working on the issue.
ORLANDO SENTINEL
The test car was the GTP, with a six-speed manual transmission instead of a four-speed automatic. Typically, I like manual transmissions on sporty cars, but not this one: The clutch and shifter felt disappointingly trucklike, not much fun. I think this engine would work well with an automatic, even a four-speed, as GM continues to lag behind in the march toward five-, six- and even seven-speed automatics.
A manual transmission didn't change the cost of the car. It did give the car a boost in fuel mileage, though _ it's EPA-rated 18 mpg in the city, 29 mpg on the highway. Of course, the 303-horsepower, 5.3-liter V-8 Chevrolet Impala SS is EPA-rated at 28 mpg on the highway, so 29 mpg for a V-6 manual isn't exactly a revelation.
ST LOUIS POST-DISPATCH
That manual shifter, a short-throw affair with a nifty leather/chrome shift grip, felt a tad notchy in its 1-2 and 2-3 shifts, but smoothed out with 3-4 and beyond. Also, fuel-saving skip shifts, such as 2-4, 4-6 and even 1-4, are no problem thanks to this gear box’s well-delineated gates.
CONSUMER GUIDE
2006 Pontiac G6: Road Test
Pros Cons
Passenger room
Control layout
Engine noise
Consumer Guide® Road Test Ratings
Acceleration
Base V6 sdn w/ABS, sunroof GT sdn w/leather, panoramic sunroof GTP coupe, man. Class Average
6 6 7 5.6
No opportunity yet to test 4-cyl G6 or convertible. G6s with 201-hp V6 have good acceleration from any speed, helped by smooth automatic transmission that downshifts readily for impressive passing response. Manual-transmission GTP doesn't leap off the line, but steadily builds power, answers throttle eagerly at higher rpm. Manual-transmission shifter has positive engagement, but also a scraping-metal feel during gear changes.
SHOPPING.COM
Transmission/Clutch
Okay, so the GTP isn't going to make coupe buyers swoon with its powerplant alone. But what about the manual-transmission option? That proves that Pontiac's serious about this "sport" thing, right? --Bzzzt!-- Wrong. I really wanted to like this six-speed--GM's first in a car of this ilk--but the fact is, it feels like something Kia might have come up with ten years ago.
To elaborate, the shifter slots loosely into its appointed gates, accompanied by nasty "clackety-clack" noises from underneath the leather gaiter. The shifter hangs up when rushed, too--I botched a few 2-3 upshifts while getting used to the the lever's flimsy feel. And while this may seem like piling on, the GTP's clutch is no gem: long of throw and loose of feel, it takes up waaay at the top of the pedal's considerable travel.
The standard automatic transmission isn't exactly an enthuasiast's choice, either--its four gears are very widely-spaced, so that each upshift drops the engine's revs into a hole. But at least it's a very smooth operator. I'm generally a die-hard manual transmission fan, but in the GTP's case, I think the automatic is the way to go.
Does Pontiac still mean “We build excitement”?
Well, standing still the G6 sure looks a lot more exciting than a Toyota Camry. Out on the road though, the G6 didn’t exactly perform like it looks. Granted, driving it is much more exciting than, let’s say, a Toyota Camry, but the ride was bumpy and a bit boat-like. It performed well out on the open road, and is even rated at 29 mpg highway, but the ride is still very American, and tends to feel larger than the car actually is. The sport suspension could be a tad bit sportier. The stabilitrak stability control still didn’t do much to take care of the torque steer, and the six-speed manual transmission felt loose and a bit clunky.
Another thing, there’s a trick to putting the G6 into reverse that makes it the bane of existence to valets everywhere. You have to lift a ring around the shifter, just so, and then just slide it on up and then push it on into gear. I had to wait 15 minutes in the cold and rain while a valet tried to figure it out;
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