2010 Camaro SS 6-Speed Manual: What You Need to Know
The 2010 Camaro SS with the manual transmission used a GM TH700-R4-derived 6-speed called the M6. It's essentially a heavy-duty version of what GM has been building since the 1980s. The short answer is that it's functional but not refined, and it has some well-documented issues that nobody talks about when they're selling the car. The biggest problem with the M6 in the Gen 5 Camaro is the shifter assembly. The cable-operated shifter feels vague right out of the factory, and over time the cables stretch. I've seen plenty where first gear wouldn't engage unless you pressed down hard on the lever while shifting. The fix is adjustable shift cables. They cost about $40 from ACDelco and take maybe 20 minutes to install. Not a big deal, but it makes a noticeable difference in shift quality. Another issue is synchronizer wear, especially in second gear. If you're driving this car aggressively and downshifting at high RPM regularly, expect the second gear synchro to go bad somewhere around 60,000 to 80,000 miles. The symptom is grinding when shifting into second from third or fourth. Replacement requires pulling the transmission, so you're looking at $1,200 to $1,800 depending on your shop. Some people run Lockhart-style shifters to reduce synchro load, but that's more of a band-aid than a real fix.
The clutch is another weak point. The factory clutch disc wears out faster than you'd expect, especially if the car has been modified with a tuning chip or ported throttle body. The stock clutch can handle about 350 horsepower at the crank before it starts slipping under hard acceleration. If you've added power, you'll need an aftermarket clutch. I ran a Stage 2 Clutch Masters unit on my '10 and it's been solid for 50,000 miles so far. No slip, no chatter, and the pedal effort is reasonable. Differential fluid leaks are common around the pinion seal. You'll notice it as a wet spot on the inside of the rear tire or a small puddle under the center of the car. The fix is replacing the pinion seal, which is about $30 in parts and an hour of labor if you know what you're doing. Some people use a heavier duty seal from Royal Purple and it seems to hold up better. The rear end itself is a 3.23 or 3.42 gear ratio depending on your option code. The ZL1 got a different setup, but the SS uses the 3.23 as standard. If you want quicker acceleration you can swap in 3.73 gears, but you'll lose some highway fuel economy. I went with 3.73s on mine and the car feels much more responsive off the line. It's a $800 to $1,200 job at most transmission shops.
One thing that surprises a lot of people is the transmission fluid capacity. The M6 takes about 2.5 quarts of GM Original Equipment 75W-90 synthetic gear oil. Don't use regular 80W-90. The synthetic is required for proper lubrication at higher temperatures, and using the wrong fluid will cause premature wear on the gears and bearings. I learned that the hard way when I topped off with conventional fluid and noticed a slight whining sound after about 5,000 miles. Flushed it and switched to synthetic, problem went away. If you're buying a used 2010 Camaro SS with the manual, check these things first: test every gear engagement at both idle and around 2,000 RPM, listen for any grinding or whining from the transmission tunnel, check the clutch pedal travel (it should have about half an inch of free play), and look for any fluid leaks around the bellhousing and rear differential. A transmission that's been abused is hard to spot in a quick test drive, so take your time.
Get the Full Details
