Steptronic, Tiptronic, Geartronic – Ah, What's the Difference? - Transmission Digest

Main Navigation

Advertisement
Social Connect
Resources
Our Brand Family
Transmission Digest - Babcox Media
Helping transmission shops achieve successful and profitable operation.
Automatic Transmission

Steptronic, Tiptronic, Geartronic – Ah, What’s the Difference?

I am always amused by the many different names we see that are used to describe basically the same device. For example, we have a pressure-control solenoid, or we could call it an EPC (electronic pressure-control) solenoid, a force motor or a linear solenoid. We have the same thing with what Chrysler has called an Autostick, which now is being referred to as a J Gate, Steptronic, Tiptronic or Geartronic – how Ironic (see Figure 1).

Wayne Colonna
By Wayne Colonna
Published:
Steptronic, Tiptronic, Geartronic – Ah, What's the Difference? Technically Speaking Author: By Wayne Colonna, Technical Editor

Technically Speaking

  • Author: By Wayne Colonna, Technical Editor

I am always amused by the many different names we see that are used to describe basically the same device. For example, we have a pressure-control solenoid, or we could call it an EPC (electronic pressure-control) solenoid, a force motor or a linear solenoid. We have the same thing with what Chrysler has called an Autostick, which now is being referred to as a J Gate, Steptronic, Tiptronic or Geartronic – how Ironic (see Figure 1).

Related Articles

The Geartronic shifter is the term used in Volvo applications in the United States. This article makes reference to Volvo applications fitted with a GM 4T65-E transaxle. This transmission has many significant differences between GM and Volvo applications.

We covered one such difference in the June 2005 issue of Transmission Digest. Volvo uses a Hall-effect sensor for the input-speed sensor (ISS); GM uses an AC pulse generator (see figures 2 and 3). These will not interchange, as the June article explains. But some of the other significant differences include the channel plate, spacer plate and valve body. That is between GM and Volvo. But the 4T65-E in Volvo applications can differ depending on whether it is equipped with a Geartronic package.

A non-Geartronic package has the typical manual valve with seven detent positions: P, R, N, OD, 3, 2, 1. Figure 4 shows the spacer plate for this arrangement.

As shown in Figure 1, the Geartronic package has the positions P, R, N, D and plus/minus manual-shift detent positions. Figure 5 shows the spacer plate for this configuration. With this style of shifter, the lowest position into which the manual valve could be placed by the shift lever is D3. This is the position in which the driver can manually tip up or tip down to change gears. As you compare the non-Geartronic plate with a Geartronic plate, you can see in the Geartronic plate that the manual-low and manual-2 oil circuits have been closed and two other holes have been opened: 38/35 and 35/36. This configuration allows for engine braking in first and second gears while the manual valve is in the D3 position.

You can quickly imagine some of the effects that would occur with the use of incorrect spacer plate. One of the more-common mismatches we have experienced through ATSG’s tech line is when a technician installs a Geartronic spacer plate in a GM 4T65-E. There will be no movement in D3 or lower. If a Volvo non-Geartronic plate is used in a Geartronic application, there will be no engine braking in tip-up or tip-down first or second gear. If a Geartronic plate is used in a Volvo non-Geartronic application, there will be no engine braking in the manual-low or manual-2 position. Figure 6 shows how to tell the difference between non-Geartronic and Geartronic plates to help prevent incorrect usage of the plates.

Figures 7, 8 and 9 are partial hydraulic schematics showing how the manual-low and manual-2 circuits being blocked and holes 38/35 and 35/36 being open will allow for engine braking in a tip-up or tip-down into first or second while the manual valve remains in the D3 position.

You May Also Like

Automatic Transmission

Sherlock Holmes Approach to an AB60 No-Move Situation

The effectiveness in diagnosing automatic transmission malfunctions is an art form. Although there are similarities among the wide varieties of transmissions on the road, each transmission has its own peculiarities. Aside from having mechanical, hydraulic, and electrical hardware systems to contend with, software/programming issues and various vehicle platforms make diagnostics much more difficult.  Using scopes provides

Wayne Colonna
By Wayne Colonna
Published:
ab60

The effectiveness in diagnosing automatic transmission malfunctions is an art form. Although there are similarities among the wide varieties of transmissions on the road, each transmission has its own peculiarities. Aside from having mechanical, hydraulic, and electrical hardware systems to contend with, software/programming issues and various vehicle platforms make diagnostics much more difficult. 

Read Full Article

More Automatic Transmission Posts
GM 6T40 Pump Identification Guide

The 6T40 was introduced in 2008 for General Motors front-wheel-drive cars in the Chevrolet Malibu and has gone through several changes throughout its three generations, specifically in the pump area. The 6T40 is closely related to the more lightweight 6T30 and the heavier duty 6T45 and 6T50. Generation one started phasing out during the 2012

By Jason Larochelle
Seeing the Forest AND the Trees

They say that the proverbial phrase “I couldn’t see the forest for the trees” means that a person or organization cannot see the big picture because it focuses too much on the details. Related Articles – 4L60E Harsh 1-2 Shift – TASC Force Tips: Diagnosing 8L45 & 8L90 Shift Complaints – TASC Force Tips: Hydraulics

By Wayne Colonna
The Manifold Pipeway

The Honda six-speed transmission has been on the bench of many specialty shops for one reason or another (figure 1). But, for those of you who have yet to lay your hands on one, mounted on the upper side of the unit is one of the largest, if not the largest solenoid and pressure switch

By Wayne Colonna
8L90 Vacuum Testing

Below are the diagrams for vacuum testing GM 8L90 transmissions. Note: OE valves are shown in rest position and should be tested in rest position unless otherwise indicated. Test locations are pointed to with an arrow. Springs are not shown for visual clarity. A low vacuum reading indicates wear. For specific vacuum test information, refer

By Sonnax

Other Posts

Sometimes, a diagnostic code is all you need

With ATSG having the opportunity to help shops solve problems, sometimes we get faced with some real doozies. A shop will call and give us a laundry list of DTCs, leaving us to think someone must have a bulkhead connector unplugged. We then go through the arduous task of deciding which codes prompted other codes

By Wayne Colonna
10L80 and 10R80 pump gear differences

You may have seen an article in the August 2023 issue of Transmission Digest called “GM 10L80: A new kind of pump noise,” which goes over how the front cover housing in the 10L80 is fitted with a converter drive gear and idler gear. The idler gear drives the pump’s driven gear, and is press

By Wayne Colonna
Spotting different 68RFE designs through the years to avoid issues

The Chrysler 68RFE has had several changes through the years. Its four-speed predecessor began with a noisy solenoid pack identified by a black colored pass-through case connector (seen in Figure 1).  Related Articles – Shift of the shaft: Diagnosing Chrysler 48RE manual shaft issues – Top 20 Tools and Products: The Winners – Performance supplier

By Wayne Colonna
Sometimes, you should sweat the small stuff

It’s a common phrase: There may have been a time when you worried about something, and someone who knew what you are going through said, “Hey, don’t sweat the small stuff.” Sometimes, this may be good advice. But other times, it may be wise to handle the small stuff before it becomes bigger “stuff.”  Related

By Wayne Colonna