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The Chevrolet Captiva is a compact SUV developed by GM Daewoo (now GM Korea), the South

Korean subsidiary of General Motors (GM), and sold under the Chevrolet brand. The Captiva utilises
the GM Theta platform and derives from the Chevrolet S3X concept car revealed in 2004. The Theta
platform also underpins the Opel Antara, the Captiva's mechanical derivative also built by Daewoo.
Sold internationally as the "Chevrolet Captiva", South Korean-market cars were badged Daewoo
Winstorm up until 2011, when the international name was adopted. Australasian-specification models
are badged Holden Captiva.
South Korean cars were branded Daewoo Winstorm from 2006. From 2008 until early 2011, the Opel
Antara became available in the Winstorm range, as the "Daewoo Winstorm MaXX". As part of GM's
strategy to phase out the "Daewoo" brand worldwide, since early 2011 the Winstorm has been marketed
under the global Chevrolet Captiva name in South Korea. This rebranding came after the March 2011
renaming of GM Daewoo to GM Korea. At the same time, the Winstorm MaXX disappeared without a
Chevrolet-badged equivalent (except Latin America and South America which is sold outside of South
Korea).
The Chevrolet Captiva was launched in Vietnam during 2006. The Captiva in Vietnam is manufactured
in complete knock-down (CKD) form by Vidamco (GM Vietnam), with 20 percent local parts content.
From 2006 to July 2009, 8,500 Captivas have been sold in Vietnam.[24][25]
In Thailand, Captivas have been produced at the GM facility in Rayong since 2006. Chevrolet Thailand
offered the Captiva in LS and LT variants, with engines comprising either the 2.4-litre gasoline or 2.0litre diesel units. Captiva also featured the availability of self-levelling rear suspension, electronic
stability control, automatic headlamps and rain sensing wipers. Late in 2010, Chevrolet expanded the
diesel line-up to include a mid-range LSX and flagship LTZ model. At the same time, Captivas fitted
with the 2.4-litre gasoline engine benefitted from E20 ethanol support and increased power to 170 PS
(125 kW). On 23 June 2011, Chevrolet Thailand unveiled the updated the Captiva using the new 2.4litre petrol engine with support of E85 ethanol fuel. New features include an electric parking brake,
climate control commands on the steering wheel; and later, the updated 2.0-litre diesel engine rated at
120 kW (163 PS).
GM launched the Chevrolet Captiva in Japan on 30 July 2011, the first GM model to be released there
since the company's Chapter 11 reorganisation in June 2009.[26]

20062011
Designated C100 by Daewoo and CG in Holden's terminology, the Captiva was launched in 2006.
Styling of the Captiva was inspired by the 2004 Chevrolet S3X concept car. The S3X concept was
developed by GM Daewoo's design center in Bupyeong-gu, Incheon and is based on the GM Theta
platform. It premiered at 2004 Paris Motor Show. Another concept car, by Daewoo, the Chevrolet T2X
premiered at the 2005 Seoul Motor Show with its design was based on the S3X, using a shortened
platform.The T2X is referred to as a sport utility coupe, accounting for its rear hinged doors, lack of
conventional B-pillars, and shortened wheelbasefeatures that were first revealed on the "Daewoo
Oto" (later renamed "Daewoo Scope") concept at the 2002 Seoul Motor Show. Production was slated
for late 2006, but as of 2009 no further announcement has been made.
For the Captiva, the production version of the S3X, both five- or seven-seat configurations are
available. Standard safety features include: anti-lock brakes, electronic stability control (ESC), front
seatbelt pre-tensioners and force limiters, and driver and front passenger airbags. Side curtain airbags

are standard on higher luxury level variants in some markets.[15] In crash safety tests conducted by
Euro NCAP, the Captiva was given a four out of five star crash rating.[16] The results from the test
were helped by the use of high-strength steel used in the body shell which was designed to spread crash
forces over distinct load channels, therefore ensuring the safety of the occupants within the safety cell.
[17] The vehicle's optional active all-wheel drive system is fully incorporated with the ESC and antilock braking systems, consequently increasing car handling and control. When the driving conditions
determine the need for improved traction, the vehicles all-wheel drive system instigates. In ordinary
driving situations, only the vehicle's front wheels are employed.[17]
In March 2010, GM announced a recall of 45,957 Captiva and Daewoo Winstorm modelsthose
produced between 1 April 2006 and 31 December 2007. The recall arose due to an unspecified defect
with the steering system.[18]

2011present
A revised Captiva range was released in the second quarter of 2011. The facelifted Captiva features a
new front fascia reminiscent to that of the Chevrolet Aveo (T300). Other noticeable cosmetic
differences comprise LED turn signals on the door-mounted mirrors, redesigned wheels and revised
side air vents. A retuned suspension, four new engines and two new transmissions will also feature.

Powertrains
Initially the Captiva is powered by the Australian (Holden)-built 3.2 litre Alloytec V6 engine mated to a
five-speed automatic transmission, featuring Active Select.[14] This engine is also shared by the
Captiva's Opel Antara derivative which utilises a different design, but shares the same underpinnings
and powertrain components. A four-cylinder VCDi common rail turbodiesel engine, co-developed with
VM Motori was introduced into the range.

VCDi 4 Cylinder designed by VM Motori Sp.A. (Italy)


Engine code : RA 420 SOHC
2.0 L (1,991 cc or 121.5 cu in) I4, with four valves-per-cylinder and common-rail direct fuel injection
and turbocharger (t/c). Produced by GM Daewoo.
Applications:
Chevrolet Cruze, power: 110 kW (150 PS), torque: 320 Nm (240 lbft)
Daewoo Lacetti/Daewoo Nubira II/Chevrolet Optra, power: 89 kW (121 PS), torque: 280 Nm
(210 lbft)
Daewoo Tosca/, power: 110 kW (150 PS), torque: 320 Nm (240 lbft)
Daewoo Winstorm/C, power: 110 kW (150 PS), torque: 320 Nm (240 lbft), engine code: Z 20
S1. New version in Face Lift :Power: 120 kW (163 PS), torque: 350 Nm
Hyundai Elantra XD, power: 82 kW (111 PS); torque: 250 Nm (180 lbft)
Hyundai i30 FD, power: 103 kW (140 PS); torque: 305 Nm (225 lbft) (pre-facelift models)
Hyundai Sonata NF, power: 103 kW (140 PS) (pre-facelift models) / 110 kW (150 PS) (facelift
models); torque: 305 Nm (225 lbft)
Hyundai Tucson JM, power: 82 kW (111 PS), 103 kW (140 PS) or 110 kW (150 PS) depending
on model year; torque: 250 Nm (180 lbft) or 305 Nm (225 lbft)
Hyundai Santa Fe SM, power: 82 kW (111 PS); torque: 250 Nm (180 lbft)
Hyundai Santa Fe CM, power: 103 kW (140 PS) or 110 kW (150 PS); torque: 305 Nm (225
lbft)
Hyundai Trajet, power: 82 kW (111 PS); torque: 250 Nm (180 lbft)
Kia Cerato/Spectra LD, power: 82 kW (111 PS); torque: 250 Nm (180 lbft)

Kia cee'd ED, power: 103 kW (140 PS); torque: 305 Nm (225 lbft)
Kia Optima/Magentis MG, power: 103 kW (140 PS) (pre-facelift models) / 88 kW (120 PS), or
100 kW (136 PS) or 110 kW (150 PS) (facelift models); torque: 305 Nm (225 lbft)
Kia Carens FC, power: 82 kW (111 PS); torque: 250 Nm (180 lbft)
Kia Carens UN, power: 103 kW (140 PS); torque: 305 Nm (225 lbft)
Kia Sportage JE, power 82 kW (111 PS), 103 kW (140 PS) or 110 kW (150 PS) depending on
model year; torque: 250 Nm (180 lbft) or 305 Nm (225 lbft)
Opel Antara, power: 110 kW (150 PS), torque: 320 Nm (240 lbft)
Engine code : A 630 DOHC
A 3.0 L (2,987 cc or 182.3 cu in) double overhead camshaft V6, featuring four valves-per-cylinder and
common-rail direct fuel injection. A variant complying with the emission norms of the North America
market (NAFTA) is codenamed L630 DOHC and marketed by Chrysler as the EcoDiesel.
A630 applications (EU):
2011 Jeep Grand Cherokee
power 241 PS (177 kW), torque 406 lbft (550 N m)
2012 Chrysler 300 /Lancia Thema (Europe)
power 190 PS (140 kW; 190 hp) @ 4000 rpm, torque 440 Nm (320 lbft) @ 1600-2800
rpm
power 239 PS (176 kW; 236 hp) @ 4000 rpm, torque 550 Nm (410 lbft) @ 1800-2800
rpm
2013 Maserati Ghibli III
power 275 PS (202 kW; 271 hp) @ 4000 rpm, torque 600 Nm (440 lbft) @ 2000 rpm
2013 Maserati Quattroporte VI
power 275 PS; 271 hp (202 kW) @ 4000 rpm, torque 600 Nm (440 lbft) @ 2000-2600
rpm
Tips sederhana untuk menikmati engine RA420 VM Motori tsb:
- service rutin sesuai manual service (harus di check di lapangan, untuk memastikan mekanik
melakukan service perawatan dengan benar, ane pribadi sering menjumpai mekanik hanya centang
check point di manual buku service tanpa mengecheck kondisi fisik)
- berikan spek oli yg terbaik sesuai Grade nya. 5W30 atau 5W40 (best practice ane, kalo luar kota atau
senang bejek gas, lebih suka 5W40; mesin masih tetap halus meski 6-12 jam non stop, kalo mall to
mall cukup 5W30)
- gunakan Solar berkualitas
- rajin bersihiin filter udara.
- Utk tips servis rutin, ada satu lagi ... Minta teknisi utk bersihkan MAP Boost Sensor. Lakukan ini
setiap 15,000 - 20,000 km. MAP Boost Sensor yg kotor suka membuat respon VGT jadi lelet / lagging.
Pernik tambahan;
- isi BBM setiap minim 1/4 Strip pengukur BBM, teorinya diposisi tsb, pompa solar di tangki tetap
terendam solar, jika sering kering kemungkinan untuk rusak sangat tinggi, (gejala rusak ditandai dg
bunyi denging pompa solar)
- bersihkan wastegate turbocharger (untuk Captiva non FL, agak sengsara bersihiin nya, posisinya
nyempil dibelakang mesin)

- check hose, mulai dari filter udara ke turbo, turbo ke intercooler, intercooler ke intake manifold.
Semakin tua usia kendaraan semakin berkurang kualitas kelenturan hose nya.
- bersihkan bagian dalam hose tsb, biasanya banyak banget sisa vapor oli.
- bersihkan MAF sensor dgn pembersih khusus MAF
- check voltase accu, kalo sudah drop di 7-7.5 volt. ya saatnya ganti. Voltase & ampere yg uzur, bikin
rusuh sensor & ECU/ECM

2010Hydra-Matic 6T40 (MH8-FWD)


Hydra-Matic 6T45 (MH7-FWD, MHC-AWD)
2010 Model Year Summary
Hydra-Matic 6T40 / 6T45 six-speed automatic front- or all-wheel-drive transmission
Six-Speed Automatic Transmission
New North American Applications: Chevrolet Equinox (MH7, MHC), GMC Torrent (MH7, MHC), and
Buick LaCrosse (MH7); Carryover: Chevrolet Malibu (MH8)
Contemporary On-Axis Design
Advanced Clutch-To-Clutch Shift Operation
Tuned For Quick Launch And Fuel Efficient Cruising
Compact Dimensions Aid Packaging
Hyper-elliptical Torque Converter Saves Space
IX Gear Pump Lowers NVH Levels and Improves Hydraulic Efficiency
Ground And Honed Gears For Precision Fit And Lower NVH Levels
Unique Input Shaft Eliminates Costly Machining And Adds Strength

The Hydra-Matic 6T40 and similar 6T45 and 6T30 are transversely-mounted six speed automatic
transmissions produced by General Motors. The 6T40, referred to in GM inner circles as the GF6,
made its debut in the 2008 Chevrolet Malibu, available with the 2.4 litre LE5 Ecotec engine making
164 horsepower (122 kW), and has since also be made available on the Chevrolet Cruze, Daewoo
Tosca and Buick LaCrosse. It features clutch to clutch shifting, eliminating the bands used on older
transmission designs. GM chose an "on-axis" design as opposed to folding the gearset behind the
engine and transferring power through the use of a chain, as is used in most other GM front wheel drive
transaxles.
The 6T45 differs from the 6T40 in its use of heavier-duty components, allowing it to handle engines
with greater torque. The 6T40 will be available in front-wheel drive configuration only (MH8), but the
6T45 will be adaptable to both FWD (MH7) and all-wheel drive (MHC).[1] The transmission is based
on the larger 6T70/75, and will be produced at Toledo,Ohio, as well as at an undisclosed Shanghai GM
location. Since 2008, these transmissions have been produced by GM Daewoo at the Boryeong
Transmission Plant in Boryeong, South Korea. The facility is currently capable of producing up to
300,000 Hydra-Matic six-speed automatic transmissions annually.
6T30 is a recent more compact and lightweight variant used on 1.8l engine equipped variants of the
North American Chevrolet Cruze and Chevrolet Sonic. The 6T40 is still used with models equipped
with the 1.4l turbocharged engine.

Full description of new features and benefits


Six-speed automatic transmission
Two versions of the transverse six-speed automatic transaxle (6T40 / 6T45) have been debuted,
featuring a notably wide ratio spread, and the ability to handle different levels of engine torque and
vehicle applications. The 6T40 / 6T45 have been designed to address high feature and high value
segments with combination of 6-speed, advanced features, and low piece cost. Availability of wide
ratio spread allows improved fuel economy and improved performance. The 6T40 / 6T45 transmission
has an output chain, and also features a compact low cost 1 piece case.
New applications:
Chevrolet Equinox (MH7, MHC) and GMC Torrent (MH7, MHC) are scheduled to go on sale in the
summer of 2009 using the 6T45 (FWD and AWD), which is mated to the 2.4 LAF Ecotec and is rated
to handle 315 N-m of engine torque. Additionally, Buick LaCrosse (MH7) will go in production at the
end of 2009 using the 6T45, which is mated to the 2.4 LAF Ecotec. The 6T40 / 6T45 will also continue
to be offered in 2010 Chevrolet Malibu (MH8).
Carryover from model year 2009 features and benefits are listed below:
Innovative on-axis design
Instead of folding the transmission around the end of a transversely mounted engine, which has
been one of the dominant GM transaxle design conventions, the 6T40 and 6T45 contain all of their
gearing in line with the crankshaft centerline of the engine. The advantages of this layout can translate
to a shorter overall vehicle length, more interior room in a vehicle, and lower powertrain height.
Advanced clutch-to-clutch shift operation
To save space compared to freewheeling gear change mechanisms, the shifts are accomplished by
applying and disengaging clutches simultaneously during each gear change. Sophisticated electronics
help enable the precision needed to time the clutches for each shift. The first-to-second gear shift uses
a freewheeling mechanism, however, which tends to be smoother during shifts between gears with
large ratio differences, such as first and second gears.
Tuned for quick launch and fuel efficient cruising
Because of the wide ratio spread, first gear is a very high ratio, which provides brisk acceleration from
a stop. Sixth, however, is an overdrive ratio, which keeps the engine revolutions as low as possible for
highway cruising, reducing engine friction losses and improving fuel economy.
Compact dimensions aid packaging
State-of-the-art dimensions enable spacious packaging and enhance potential safety design
opportunities. In addition, styling opportunities for lower hood lines are also enabled by the compact
dimensions of the 6T40 and 6T45.
Hyper-elliptical torque converter saves space
The 205k, 236mm torque converter in 6T40 (MH8) and 6T45 (MH7) uses a single plate lockup clutch
and features an oval cross-section shape, called hyper-elliptical. This shape reduces the thickness of
the torque converter, reducing the space it needs and keeping the overall width of the engine and

transmission as narrow as possible for packaging advantages. The single-plate lockup clutch makes
use of GMs electronic controlled capacity clutch (ECCC) technology to help dampen engine vibrations
and ensure smooth operation.
IX gear pump lowers nvh levels and improves hydraulic efficiency
A compact on-axis, fixed displacement IX Gear type fluid pump provides hydraulic pressure for the
shift events and lubrication. The pump features an IX gear (Drive/Driven) with a machined crescent in
the pocket, which reduces internal leakage and optimizes hydraulic efficiency. The inlet jet nozzle
feature in the IX gear type pump provides for increased pump suction pressure which has
demonstrated to lower powertrain NVH levels.
Ground and honed gears for precision fit and lower NVH levels
To minimize gear noise as well as vibration, the helical gears are ground and honed to ensure exact
dimensions and tolerances. With closer tolerances, the gears are less prone to characteristic whining
or humming, and overall the transmission operates as quietly as possible.
Unique input shaft bushings eliminate machining
The input shaft requires no machining for grooves to contain fluid seals, which allows the shaft to
retain maximum strength for its size and minimize cost.
Low maintenance
The 6T40/6T45 is filled for life with DEXRON-VI premium fluid, which during normal use need not be
replaced. DEXRON-VI is validated to improve durability and shift stability over the life of the
transmission. DEXRON VI, was developed to have a more consistent viscosity profile; a more
consistent shift performance in extreme conditions; and less degradation over time. Internal GM tests
have demonstrated DEXRON VI delivers more than twice the durability and stability in friction tests
compared to existing fluids. The DEXRON-VI fluid was designed specifically and validated for the
new family of GM six-speed automatic transmissions.
Overview
The concept behind the new six-speed front- and all-wheel-drive transaxle family is to enable compact
packaging not possible before with a powerful transverse powertrain layout. The gearsets are on the
same axis as the engine crankshaft centerline, which makes the entire powertrain unit much shorter
fore-to-aft. This allows chassis designers the ability to enhance crush zones, to increase interior
space, and lower the hood line of the vehicle compared to a conventional off-axis transaxle.
The primary difference between two variations of the six-speed automatic transaxle being the 6T45
has greater torque handling capability. The output chain is 1.25-in wide in 6T45, versus 1-in wide for
the 6T40. The input gearset of the 6T45 uses five pinion gears, versus four pinions for the 6T40. In
addition, the case of the 6T45 is slightly larger and includes a heavier ribbed case for strength.
Three planetary gearsets are used with three stationary clutches and two rotating clutches, which save
space compared to freewheeling designs. Freewheeling mechanisms allow perfect timing between
shifts, but also take up more space and add more components to the transmission. However, due to
the electronic controls, the clutch-to-clutch concept of the 6T40 / 6T45 delivers the same accurate shift
timing. Gear changes from second to sixth gear ratios are accomplished with a precise clutch-to-clutch
action, where the clutch is engaged in one gear at exactly the same time it is released in another. The
first-to-second upshift, however, is a freewheeling action, where the second gear clutch engages while
the first gear one-way clutch spins freely. This allows a greater degree of smoothness at lower vehicle
speeds.
Adaptive shift controls include automatic grade braking, which commands the transmission to remain
in a lower gear if the vehicle is decelerating or coasting on a downgrade. This takes advantage of

engine braking to prevent unwanted acceleration. This reduces the need for the driver to brake during
a hill descent. The control module receives input that monitors brake pedal usage, vehicle acceleration
rate, throttle position, and even whether a trailer is connected to the vehicle.
The wide overall ratio spread of 6.11:1 allows a steep first gear, as well as a tall overdrive top gear
for low-rpm highway cruising. Acceleration is maximized, as is fuel economy. Engine noise is also
lower during cruising. Sixth gear is a tall overdrive gear, for example.
The transmission control module (TCM) in the 6T40 / 6T45 allows the modules to exist reliably inside
the transmission, where temperatures remain mostly constant compared to a body-mounted module.
The smaller size of the module means the transmission case can be more compact. The transmission
and module are assembled together, so no additional connections are necessary during vehicle
assembly.
The 32-bit transmission control module (TCM) monitors transmission performance and compensates
for normal wear in components such as clutch plates, so transmission performance remains consistent
for the life of the transmission. The control module also tests the components of the transmission
following assembly to optimize the interaction of the components. The module is compatible with all
future global applications and the design can accommodate different modules. All of the module
strategy is developed by GM Powertrain.
The Hydra-Matic 6T40 / 6T45 was developed as part of the small 6-speed transmission family for
global applications and is being produced in Asia Pacific region (GMDAT, Korea, and SGM, China)
with subsequent manufacture in North America (SLP, Mexico).

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