Ford–GM 10-speed automatic transmission

Ford 10R 60 · 10R 80 · 10R 140
GM 10L 80 · 10L 90 GM 10L 1000 (Allison)
Ford 10R 60 · 10R 80 · 10R 140; GM 10L 80 · 10L 90 GM 10L 1000 (Allison)
Overview
Manufacturer	Ford · General Motors
Production	2017–present
Body and chassis
Class	10-speed longitudinal automatic transmission
Related	ZF 8HP · MB 9G-Tronic
Chronology
Predecessor	Ford 6R 60 · 6R 80 · 6R 140; GM 8L 45 · 8L 90

The Ford–GM 10-speed automatic transmission is part of a joint venture between Ford Motor Company and General Motors to design and engineer two transmissions: a longitudinal 10-speed transmission and a transverse 9-speed trans-axle. Each company manufactures its own unique version of the transmissions in its own factories.^[1]^[2] The 10-speed transmission was designed by Ford, while the 9-speed transmission was designed by GM.^[3]^[4]

Gear Ratios^[a]
Gear Model	R	1	2	3	4	5	6	7	8	9	10	Total Span	Span Center	Avg. Step	Compo- nents

Ford 10R 80 · 2017 GM 10L 80 · 2017 GM 10L 90 · 2018	−4.866	4.696	2.985	2.146	1.769	1.520	1.275	1.000	0.854	0.689	0.636	7.386	1.728	1.249	4 Gearsets 2 Brakes 4 Clutches
Ford 10R 140 · 2020	−4.695	4.615	2.919	2.132	1.773	1.519	1.277	1.000	0.851	0.687	0.632	7.299	1.708	1.247
GM 10L 1000 (Allison) · 2020	−4.545	4.538	2.868	2.061	1.715	1.482	1.258	1.000	0.851	0.688	0.632	7.182	1.694	1.245
Ford 10R 60 · 2020	−4.885	4.714	2.997	2.149	1.769	1.521	1.275	1.000	0.853	0.689	0.636	7.416	1.731	1.249

^ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

Production

The 10R 80 was first produced at the Ford Livonia Transmission Plant in Livonia, Michigan, and the Hydra-Matic 10L 80 is made at the General Motors Romulus Powertrain Plant, in Romulus, Michigan.^[5] GM's Silao, Mexico, transmission plant started 10L 80 production in 2018,^[6] while Ford's Sharonville Transmission plant started 10R 80 production in 2018.^[7]

Specifications

Layout

The transmission is based on the well-known 8-speed automatic transmission 8HP from ZF. A unique triple-clutch assembly on a dedicated intermediate shaft, placed in the middle of the architecture, replaces two ordinary clutches and is the key for packaging the 10-speed unit into the same space as the previous transmission.^[8]

Compared to the 8-speed architecture, the transmission offers smaller steps between the lower gears, which benefits acceleration at low speeds. However, the individual gears are even more unevenly distributed than there. Furthermore, it was not possible to achieve any significant improvement in the steps, particularly in the upper gears, where it is more important than in the lower gears. It was also not possible to increase the total span. The gear step from 9th to 10th gear is unfavorably small at less than 9 %. These factors largely cancel out the advantage of the additional gears.

Gear Ratios
With Assessment					Planetary Gearset: Teeth^[a]				Count	Total^[b] Center^[c]	Avg.^[d]

Model Type	Version First Delivery				S₁^[e] R₁^[f]	S₂^[g] R₂^[h]	S₃^[i] R₃^[j]	S₄^[k] R₄^[l]	Brakes Clutches	Ratio Span	Gear Step^[m]
Gear Ratio	R ${i_{R}}$	1 ${i_{1}}$	2 ${i_{2}}$	3 ${i_{3}}$	4 ${i_{4}}$	5 ${i_{5}}$	6 ${i_{6}}$	7 ${i_{7}}$	8 ${i_{8}}$	9 ${i_{9}}$	10 ${i_{10}}$
Step^[m]	$-{\tfrac {i_{R}}{i_{1}}}$ ^[n]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[o]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{7}}{i_{8}}}$	${\tfrac {i_{8}}{i_{9}}}$	${\tfrac {i_{9}}{i_{10}}}$
Δ Step^[p]^[q]			${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{6}}{i_{7}}}:{\tfrac {i_{7}}{i_{8}}}$	${\tfrac {i_{7}}{i_{8}}}:{\tfrac {i_{8}}{i_{9}}}$	${\tfrac {i_{8}}{i_{9}}}:{\tfrac {i_{9}}{i_{10}}}$
Shaft Speed	${\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{7}}}$	${\tfrac {i_{1}}{i_{8}}}$	${\tfrac {i_{1}}{i_{9}}}$	${\tfrac {i_{1}}{i_{10}}}$
Δ Shaft Speed^[r]	$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}$	${\tfrac {i_{1}}{i_{9}}}-{\tfrac {i_{1}}{i_{8}}}$	${\tfrac {i_{1}}{i_{10}}}-{\tfrac {i_{1}}{i_{9}}}$

Ford 10R 80 GM 10L 80 GM 10L 90	800 N⋅m (590 lb⋅ft) · 2017^[9] 900 N⋅m (664 lb⋅ft) · 2018				45 95	51 89^[10]	73 119	23 85^[10]	2 4	7.3864 1.7277	1.2488^[m]
Gear Ratio	−4.8661 $-{\tfrac {40,851}{8,395}}$	4.6957 ${\tfrac {108}{23}}$	2.9851^[q] ${\tfrac {2403}{805}}$	2.1462 ${\tfrac {3,024}{1,409}}$	1.7690^[m]^[r] ${\tfrac {743}{420}}$	1.5201^[m]^[q]^[r] ${\tfrac {80,244}{52,789}}$	1.2751^[m]^[q] ${\tfrac {9,289,296}{7,285,081}}$	1.0000^[m] ${\tfrac {1}{1}}$	0.8536^[q]^[r] ${\tfrac {650,168}{720,653}}$	0.6892 ${\tfrac {3,204}{4,649}}$	0.6357^[r] ${\tfrac {89}{140}}$
Step	1.0363	1.0000	1.5730	1.3909	1.2132^[m]	1.1638^[m]	1.1921^[m]	1.2751^[m]	1.1715	1.2386	1.0841
Δ Step^[p]			1.1310^[q]	1.1465	1.0425	0.9762^[q]	0.9349^[q]	1.0885	0.9458^[q]	1.1425
Speed	–0.9650	1.0000	1.5730	2.1879	2.6543	3.0890	3.6825	4.6956	5.5008	6.8134	7.3864
Δ Speed	0.9650	1.0000	0.5730	0.6148	0.4665^[r]	0.4347^[r]	0.5935	1.0131	0.8052^[r]	1.3126	0.5730^[r]

Ford 10R 140	1,400 N⋅m (1,033 lb⋅ft) · 2020^[11]				58 122	50 86	69 111	26 94	2 4	7.2987 1.7084	1.2471^[m]
Gear Ratio	−4.6951 $-{\tfrac {23,865}{5,083}}$	4.6154 ${\tfrac {60}{13}}$	2.9186 ${\tfrac {645}{221}}$	2.1319 ${\tfrac {5,400}{2,533}}$	1.7733^[m]^[r] ${\tfrac {3,497}{1,972}}$	1.5188^[m]^[q]^[r] ${\tfrac {41,964}{27,629}}$	1.2773^[m]^[q] ${\tfrac {303,768}{237,827}}$	1.0000^[m] ${\tfrac {1}{1}}$	0.8514^[q]^[r] ${\tfrac {6,192}{7,273}}$	0.6871 ${\tfrac {516}{751}}$	0.6324^[r] ${\tfrac {43}{68}}$
Step	1.0173	1.0000	1.5814	1.3690	1.2022^[m]	1.1676^[m]	1.1891^[m]	1.2773^[m]	1.1746	1.2391	1.0866
Δ Step^[p]			1.1551	1.1388	1.0297	0.9819^[q]	0.9310^[q]	1.0874	0.9479^[q]	1.1404
Speed	–0.9830	1.0000	1.5814	2.1650	2.6027	3.0388	3.6135	4.6154	5.4211	6.7174	7.2987
Δ Speed	0.9830	1.0000	0.5814	0.5836	0.4377^[r]	0.4360^[r]	0.5747	1.0019	0.8058^[r]	1.2962	0.5814^[r]

GM 10L 1000 (Allison)	1,400 N⋅m (1,033 lb⋅ft) · 2020^[12]				53 103	53 91	65 103	26 92	2 4	7.1817 1.6935	1.2449^[m]
Gear Ratio	−4.5448 $-{\tfrac {553,007}{121,680}}$	4.5385 ${\tfrac {59}{13}}$	2.8681^[q] ${\tfrac {413}{144}}$	2.0609 ${\tfrac {4,602}{2,233}}$	1.7153^[m]^[r] ${\tfrac {247}{144}}$	1.4817^[m]^[q]^[r] ${\tfrac {14,573}{9,835}}$	1.2583^[m]^[q] ${\tfrac {57,702}{45,857}}$	1.0000^[m] ${\tfrac {1}{1}}$	0.8506^[q]^[r] ${\tfrac {34,692}{40,787}}$	0.6877 ${\tfrac {5,369}{7,807}}$	0.6319^[r] ${\tfrac {91}{144}}$
Step	1.0014	1.0000	1.5824	1.3916	1.2015^[m]	1.1576^[m]	1.1776^[m]	1.2583^[m]	1.1757	1.2368	1.0883
Δ Step^[p]			1.1371^[q]	1.1583	1.0379	0.9830^[q]	0.9358^[q]	1.0703	0.9506^[q]	1.1365
Speed	–0.9986	1.0000	1.5824	2.2022	2.6459	3.0629	3.6068	4.5386	5.3358	6.5993	7.1817
Δ Speed	0.9986	1.0000	0.5824	0.6198	0.4437^[r]	0.4170^[r]	0.5439	0.9317	0.7974^[r]	1.2635	0.5824^[r]

Ford 10R 60	600 N⋅m (443 lb⋅ft) · 2020^[13]				45 95	51 89^[10]	73 119	28 104	2 4	7.4157 1.7312	1.2493^[m]
Gear Ratio	−4.8854 $-{\tfrac {49,929}{10,220}}$	4.7143 ${\tfrac {33}{7}}$	2.9969^[q] ${\tfrac {2,937}{980}}$	2.1488 ${\tfrac {462}{215}}$	1.7690^[m]^[r] ${\tfrac {743}{420}}$	1.5209^[m]^[q]^[r] ${\tfrac {24,519}{16,121}}$	1.2755^[m]^[q] ${\tfrac {1,419,198}{1,112,671}}$	1.0000^[m] ${\tfrac {1}{1}}$	0.8535^[q]^[r] ${\tfrac {93,984}{110,117}}$	0.6890 ${\tfrac {979}{1,421}}$	0.6357^[r] ${\tfrac {89}{140}}$
Step	1.0363	1.0000	1.5730	1.3947	1.2147^[m]	1.1631^[m]	1.1924^[m]	1.2755^[m]	1.1717	1.2389	1.0837
Δ Step^[p]			1.1279^[q]	1.1482	1.0443	0.9754^[q]	0.9349^[q]	1.0886	0.9458^[q]	1.1431
Speed	–0.9650	1.0000	1.5730	2.1979	2.6648	3.0996	3.6961	4.7143	5.5235	6.8143	7.4157
Δ Speed	0.9650	1.0000	0.5730	0.6208	0.4710^[r]	0.4347^[r]	0.5965	1.0182	0.8092^[r]	1.3192	0.5730^[r]

Ratio R & Even	$i_{R}=-{\tfrac {R_{2}R_{3}(S_{4}+R_{4})}{S_{3}S_{4}(S_{2}+R_{2})}}$		${\tfrac {R_{2}(S_{4}+R_{4})}{S_{4}(S_{2}+R_{2})}}$	$1+{\tfrac {S_{2}R_{1}}{S_{1}(S_{2}+R_{2})}}$		${\tfrac {(S_{1}R_{2}(S_{3}+R_{3})+S_{2}S_{3}(S_{1}+R_{1}))(S_{4}+R_{4})}{(S_{1}R_{2}(S_{3}+R_{3})+S_{1}S_{2}S_{3})(S_{4}+R_{4})+R_{1}S_{2}S_{3}S_{4}}}$			${\tfrac {R_{2}(S_{3}+R_{3})(S_{4}+R_{4})}{R_{2}(S_{3}+R_{3})(S_{4}+R_{4})+S_{2}S_{3}R_{4}}}$		${\tfrac {R_{2}}{S_{2}+R_{2}}}$
Ratio Odd		$i_{1}={\tfrac {S_{4}+R_{4}}{S_{4}}}$		${\tfrac {(S_{1}+R_{1})(S_{4}+R_{4})}{S_{1}(S_{4}+R_{4})+S_{4}R_{1}}}$		${\tfrac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{4}+R_{4})}{S_{1}(S_{2}+R_{2})(S_{4}+R_{4})+R_{1}S_{2}S_{4}}}$		$i_{7}={\tfrac {1}{1}}$		$i_{9}={\tfrac {R_{2}(S_{4}+R_{4})}{R_{2}(S_{4}+R_{4})+S_{2}R_{4}}}$
Algebra And Actuated Shift Elements^[s]
Brake A^[t]	❶	❶	❶						❶	❶	❶
Brake B^[u]	❶	❶	❶	❶	❶	❶	❶
Clutch C^[v]			❶	❶	❶	❶		❶		❶	❶
Clutch D^[w]	❶	(❶)	❶	❶	❶		❶	❶	❶		❶
Clutch E^[x]		❶		❶		❶	❶	❶	❶	❶
Clutch F^[y]	❶				❶	❶	❶	❶	❶	❶	❶

^ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are C₂ (planetary gear carrier of gearset 2) and, if actuated, R₃ and S₄ Output shaft is C₄ (planetary gear carrier of gearset 4) ^ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\tfrac {i_{n}}{i_{1}}}$ A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer ^ Ratio Span's Center $(i_{n}i_{1})^{\tfrac {1}{2}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ^ Average Gear Step $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$ With decreasing step width the gears connect better to each other shifting comfort increases ^ Sun 1: sun gear of gearset 1 ^ Ring 1: ring gear of gearset 1 ^ Sun 2: sun gear of gearset 2 ^ Ring 2: ring gear of gearset 2 ^ Sun 3: sun gear of gearset 3 ^ Ring 3: ring gear of gearset 3 ^ Sun 4: sun gear of gearset 4 ^ Ring 4: ring gear of gearset 4 ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae ^af ^ag ^ah ^ai ^aj ^ak ^al Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted line Step) and a particularly large step from 1st to 2nd gear the lower half of the gear steps (between the small gears; rounded down, here the first 4) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 5) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) ^ Standard R:1 — Reverse And 1st Gear Have The Same Ratio — The ideal reverse gear has the same transmission ratio as 1st gear no impairment when maneuvering especially when towing a trailer a torque converter can only partially compensate for this deficiency Plus 11.11 % minus 10 % compared to 1st gear is good Plus 25 % minus 20 % is acceptable (red) Above this is unsatisfactory (bold) ^ Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible — With continuously decreasing gear steps (yellow marked line Step) the largest gear step is the one from 1st to 2nd gear, which for a good speed connection and a smooth gear shift must be as small as possible A gear ratio of up to 1.6667:1 (5:3) is good Up to 1.7500:1 (7:4) is acceptable (red) Above is unsatisfactory (bold) ^ ^a ^b ^c ^d ^e From large to small gears (from right to left) ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase: Δ Step (first green highlighted line Δ Step) is always greater than 1 As progressive as possible: Δ Step is always greater than the previous step Not progressively increasing is acceptable (red) Not increasing is unsatisfactory (bold) ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae ^af ^ag Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one 1 difference smaller than the previous one is acceptable (red) 2 consecutive ones are a waste of possible ratios (bold) ^ Permanently coupled elements S₁ and S₂ C₁ (carrier 1) and R₄ R₂ and S₃ R₃ and S₄ ^ Blocks s₁ ^ Blocks R₁ ^ Couples R₂ and S₃ with the dedicated intermediate shaft ^ Couples C₃ (carrier 3) with the dedicated intermediate shaft ^ Couples R₃ and S₄ with the input shaft ^ Couples C₁ (carrier 1) and R₄ with the dedicated intermediate shaft

Applications

Ford

10R 60

2020–present Ford Explorer
2020–present Ford Police Interceptor Utility:
- Only available on the 3.3L V6 engine option.
2021–present Ford Bronco
2024–present Ford Ranger

10R 80 MHT

2020–present Ford Explorer HEV
2020–present Ford Police Interceptor Utility HEV
2020–present Lincoln Aviator HEV

10R 80

2017–present Ford F-150:
- 2017–present in 3.5L EcoBoost models
- 2018–present in all other models except the 2018–2020 with 3.3L V6
2018–present Ford Mustang
2018–present Ford Expedition
2018–present Lincoln Navigator
2019–present Ford Ranger
2019–present Ford Everest
2020–present Ford Police Interceptor Utility:
- Only available on the 3.0L EcoBoost V6 engine option.
2020–present Ford Transit
2023–present VW Amarok

10R 140

2020–present Ford Super Duty

General Motors

Source^[14]

10L 60

2020–2024 Chevrolet Camaro V6^[15]

10L 80 MF6

2018–present Chevrolet Suburban
2018–present Cadillac Escalade
2018–present Chevrolet Tahoe
2018–present GMC Yukon Denali
2019–2024 Chevrolet Camaro SS
2019–present Chevrolet Silverado/GMC Sierra 1500 (except V6 and 4-cylinder models, which use the 6L80 and 8L90 respectively)

10L 90 MX0

2017–2024 Chevrolet Camaro ZL1
2019–2020 Cadillac CT6
2020–present Cadillac CT5
2020–present Cadillac CT4

10L 1000 (Allison) MGM · MGU

2020–present Chevrolet Silverado HD/GMC Sierra HD

Lawsuits

At least five class action lawsuits have been filed regarding vehicles equipped with Ford's 10R 80 transmission.^[16]^[17]^[18]^[19]^[20] Several have since been consolidated to a single case being heard in Illinois.^[19] The lawsuits allege safety issues due to harsh and erratic shifting, which causes jerking, lunging, clunking and hesitation between gears.^[17]^[19] At least one case also cites sudden loss of power due to transmission issues.^[17] It is also alleged that Ford is aware of these issues and has not sufficiently fixed them, and has told consumers the behavior of the transmission is normal.

McCabe v. Ford Motor Company cites 38 different NHTSA complaints regarding the 10R 80 transmission. The complaints encompass the 2019–2022 Ford Ranger, 2018–2021 Ford Expedition, 2018–2022 Ford Mustang, 2018–2021 Lincoln Navigator, and 2021 Ford F-150.^[17]

Some of the lawsuits have been dismissed or partially dismissed.^[21]^[22] As of October 2023, at least one of these lawsuits is still ongoing.

References

^ "Ford and GM finally consummate 9- and 10-speed joint development - SAE International". articles.sae.org. Archived from the original on 2018-03-25. Retrieved 2018-03-24.
^ "Timur Apakidze · Exclusive: An Inside Look At Ford's New 10 Speed Transmission". TTAC · The Truth About Cars. 2014-12-01. Retrieved 2018-03-24.
^ Martinez, Michael (20 April 2018). "No thanks, Ford says to 9-speed offered by GM". Automotive News. Retrieved 8 July 2019.
^ Tracy, David (23 April 2018). "Why Ford Isn't Using GM's Nine-Speed Automatic Transmission". Jalopnik. Retrieved 8 July 2019.
^ Ford 10R80, GM 10L80 10 Speed Transmission - 10R80, 10L80 10 Speed Automatic Transmission Specs
^ Game of chicken: GM bets on Mexican-made pickup trucks
^ "New Programs Update May 2017". @FordOnline. Ford. Retrieved 10 March 2019.
^ "Holy Shift! A Look inside GM's new 10-Speed Automatic - Advanced design, GM control system support capability, enhanced efficiency". Retrieved 16 July 2019.
^ "F150Hub: Ford 10R80 Automatic Transmission Specs, Ratios". Retrieved 15 July 2019.
^ ^a ^b ^c "Timur Apakidze · Saturation Dive: Ford 10 Speed Transmission Power Flow". TTAC · The Truth About Cars. 2014-12-23. Retrieved 2024-01-25.
^ "F450-XL Hub: Ford 10R140 Automatic Transmission Specs 2020, Ratios". Retrieved 5 June 2020.
^ "GMC Sierra HD Specs 2020, Ratios". Retrieved 7 June 2020.
^ "Ford Explorer Specs 2020, Ratios" (PDF). Retrieved 18 June 2023.
^ "GM Global Propulsion Systems – USA Information Guide Model Year 2018" (PDF). General Motors Powertrain. Retrieved 6 February 2019.
^ https://web.archive.org/web/20230512213219/https://i.imgur.com/S9il0A8.png ^{[bare URL image file]}
^ https://www.courthousenews.com/wp-content/uploads/2020/01/FordCA.pdf. Smith v. Ford Motor Company. Case 5:20-cv-00211. Document 1. Retrieved 27 October 2023.
^ ^a ^b ^c ^d https://www.classaction.org/media/mccabe-v-ford-motor-company.pdf. McCabe v. Ford Motor Company. Case 1:23-cv-10829. Document 1. Retrieved 27 October 2023.
^ https://www.govinfo.gov/content/pkg/USCOURTS-paed-2_20-cv-00247/pdf/USCOURTS-paed-2_20-cv-00247-0.pdf. Orndorff v Ford Motor Company. Case 2:20-cv-00247-KSM. Document 13. Retrieved 27 October 2023.
^ ^a ^b ^c https://app.ediscoveryassistant.com/case_law/51364-o-connor-v-ford-motor-co. O'Connor v Ford Motor Co. Case 1:19-cv-05045. Document Filed: July 20, 2023. Retrieved 27 October 2023.
^ https://www.classaction.org/media/o-connor-v-ford-motor-company.pdf. O'Connor v Ford Motor Co. Case 1:19-cv-05045.Document 7. Filed 8 August 2019. Retrieved 27 October 2023.
^ Foote, Brett (17 November 2020). "FORD F-150 10R 80 TRANSMISSION LAWSUIT DISMISSED IN ILLINOIS SUPREME COURT". Ford Authority. Retrieved 27 October 2023.
^ Foote, Brett (8 November 2021). "FORD F-150 10R80 TRANSMISSION LAWSUIT SURVIVES PARTIAL DISMISSAL". Ford Authority.

External links

How The 2017 Ford F-150's New 10-Speed Transmission Affects Fuel Economy

[5] Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

[10] Layout
Input and output are on opposite sides

Planetary gearset 1 is on the input (turbine) side

Input shafts are C₂ (planetary gear carrier of gearset 2) and, if actuated, R₃ and S₄

Output shaft is C₄ (planetary gear carrier of gearset 4)

[3] Input and output are on opposite sides

[4] Planetary gearset 1 is on the input (turbine) side

[5] Input shafts are C₂ (planetary gear carrier of gearset 2) and, if actuated, R₃ and S₄

[6] Output shaft is C₄ (planetary gear carrier of gearset 4)

[11] Total Ratio Span (Total Ratio Spread · Total Gear Ratio)
${\tfrac {i_{n}}{i_{1}}}$

A wider span enables the
downspeeding when driving outside the city limits

increase the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[8] ${\tfrac {i_{n}}{i_{1}}}$

[9] A wider span enables the
downspeeding when driving outside the city limits

increase the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[10] wnspeeding when driving outside the city limits

[11] rease the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[12] when driving over mountain passes or off-road

[13] r when towing a trailer

[12] Ratio Span's Center
$(i_{n}i_{1})^{\tfrac {1}{2}}$

The center indicates the speed level of the transmission

Together with the final drive ratio

it gives the shaft speed level of the vehicle

[15] $(i_{n}i_{1})^{\tfrac {1}{2}}$

[16] The center indicates the speed level of the transmission

[17] Together with the final drive ratio

[18] t gives the shaft speed level of the vehicle

[13] Average Gear Step
$({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$

With decreasing step width
the gears connect better to each other

shifting comfort increases

[20] $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$

[21] With decreasing step width
the gears connect better to each other

shifting comfort increases

[22] the gears connect better to each other

[23] shifting comfort increases

[14] Sun 1: sun gear of gearset 1

[15] Ring 1: ring gear of gearset 1

[16] Sun 2: sun gear of gearset 2

[17] Ring 2: ring gear of gearset 2

[18] Sun 3: sun gear of gearset 3

[19] Ring 3: ring gear of gearset 3

[20] Sun 4: sun gear of gearset 4

[21] Ring 4: ring gear of gearset 4

[50:50-22] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae ^af ^ag ^ah ^ai ^aj ^ak ^al Standard 50:50
— 50 % Is Above And 50 % Is Below The Average Gear Step —
With steadily decreasing gear steps (yellow highlighted line Step)

and a particularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here the first 4) is always larger

and the upper half of the gear steps (between the large gears; rounded up, here the last 5) is always smaller

than the average gear step (cell highlighted yellow two rows above on the far right)

lower half: smaller gear steps are a waste of possible ratios (red bold)

upper half: larger gear steps are unsatisfactory (red bold)

[33] With steadily decreasing gear steps (yellow highlighted line Step)

[34] rticularly large step from 1st to 2nd gear
the lower half of the gear steps (between the small gears; rounded down, here the first 4) is always larger

and the upper half of the gear steps (between the large gears; rounded up, here the last 5) is always smaller

[35] the lower half of the gear steps (between the small gears; rounded down, here the first 4) is always larger

[36] the upper half of the gear steps (between the large gears; rounded up, here the last 5) is always smaller

[37] than the average gear step (cell highlighted yellow two rows above on the far right)

[38] wer half: smaller gear steps are a waste of possible ratios (red bold)

[39] upper half: larger gear steps are unsatisfactory (red bold)

[R:1-23] Standard R:1
— Reverse And 1st Gear Have The Same Ratio —
The ideal reverse gear has the same transmission ratio as 1st gear
no impairment when maneuvering

especially when towing a trailer

a torque converter can only partially compensate for this deficiency

Plus 11.11 % minus 10 % compared to 1st gear is good

Plus 25 % minus 20 % is acceptable (red)

Above this is unsatisfactory (bold)

[41] The ideal reverse gear has the same transmission ratio as 1st gear
no impairment when maneuvering

especially when towing a trailer

a torque converter can only partially compensate for this deficiency

[42] rment when maneuvering

[43] specially when towing a trailer

[44] torque converter can only partially compensate for this deficiency

[45] Plus 11.11 % minus 10 % compared to 1st gear is good

[46] Plus 25 % minus 20 % is acceptable (red)

[47] Above this is unsatisfactory (bold)

[1:2-24] Standard 1:2
— Gear Step 1st To 2nd Gear As Small As Possible —
With continuously decreasing gear steps (yellow marked line Step)

the largest gear step is the one from 1st to 2nd gear, which
for a good speed connection and

a smooth gear shift

must be as small as possible
A gear ratio of up to 1.6667:1 (5:3) is good

Up to 1.7500:1 (7:4) is acceptable (red)

Above is unsatisfactory (bold)

[49] With continuously decreasing gear steps (yellow marked line Step)

[50] the largest gear step is the one from 1st to 2nd gear, which
for a good speed connection and

a smooth gear shift

[51] r a good speed connection and

[52] smooth gear shift

[53] ust be as small as possible
A gear ratio of up to 1.6667:1 (5:3) is good

Up to 1.7500:1 (7:4) is acceptable (red)

Above is unsatisfactory (bold)

[54] A gear ratio of up to 1.6667:1 (5:3) is good

[55] Up to 1.7500:1 (7:4) is acceptable (red)

[56] Above is unsatisfactory (bold)

[LS-25] From large to small gears (from right to left)

[step-26] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae Standard STEP
— From Large To Small Gears: Steady And Progressive Increase In Gear Steps —
Gear steps should
increase: Δ Step (first green highlighted line Δ Step) is always greater than 1

As progressive as possible: Δ Step is always greater than the previous step

Not progressively increasing is acceptable (red)

Not increasing is unsatisfactory (bold)

[59] Gear steps should
increase: Δ Step (first green highlighted line Δ Step) is always greater than 1

As progressive as possible: Δ Step is always greater than the previous step

[60] increase: Δ Step (first green highlighted line Δ Step) is always greater than 1

[61] As progressive as possible: Δ Step is always greater than the previous step

[62] Not progressively increasing is acceptable (red)

[63] Not increasing is unsatisfactory (bold)

[speed-27] ^ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae ^af ^ag Standard SPEED
— From Small To Large Gears: Steady Increase In Shaft Speed Difference —
Shaft speed differences should
increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

1 difference smaller than the previous one is acceptable (red)

2 consecutive ones are a waste of possible ratios (bold)

[65] Shaft speed differences should
increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

[66] increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

[67] 1 difference smaller than the previous one is acceptable (red)

[68] 2 consecutive ones are a waste of possible ratios (bold)

[33] Permanently coupled elements
S₁ and S₂

C₁ (carrier 1) and R₄

R₂ and S₃

R₃ and S₄

[70] S₁ and S₂

[71] C₁ (carrier 1) and R₄

[72] R₂ and S₃

[73] R₃ and S₄

[34] Blocks s₁

[35] Blocks R₁

[36] Couples R₂ and S₃ with the dedicated intermediate shaft

[37] Couples C₃ (carrier 3) with the dedicated intermediate shaft

[38] Couples R₃ and S₄ with the input shaft

[39] Couples C₁ (carrier 1) and R₄ with the dedicated intermediate shaft

[1] "Ford and GM finally consummate 9- and 10-speed joint development - SAE International". articles.sae.org. Archived from the original on 2018-03-25. Retrieved 2018-03-24.

[2] "Timur Apakidze · Exclusive: An Inside Look At Ford's New 10 Speed Transmission". TTAC · The Truth About Cars. 2014-12-01. Retrieved 2018-03-24.

[3] Martinez, Michael (20 April 2018). "No thanks, Ford says to 9-speed offered by GM". Automotive News. Retrieved 8 July 2019.

[4] Tracy, David (23 April 2018). "Why Ford Isn't Using GM's Nine-Speed Automatic Transmission". Jalopnik. Retrieved 8 July 2019.

[6] Ford 10R80, GM 10L80 10 Speed Transmission - 10R80, 10L80 10 Speed Automatic Transmission Specs

[7] Game of chicken: GM bets on Mexican-made pickup trucks

[8] "New Programs Update May 2017". @FordOnline. Ford. Retrieved 10 March 2019.

[9] "Holy Shift! A Look inside GM's new 10-Speed Automatic - Advanced design, GM control system support capability, enhanced efficiency". Retrieved 16 July 2019.

[28] "F150Hub: Ford 10R80 Automatic Transmission Specs, Ratios". Retrieved 15 July 2019.

[saturation-29] "Timur Apakidze · Saturation Dive: Ford 10 Speed Transmission Power Flow". TTAC · The Truth About Cars. 2014-12-23. Retrieved 2024-01-25.

[30] "F450-XL Hub: Ford 10R140 Automatic Transmission Specs 2020, Ratios". Retrieved 5 June 2020.

[31] "GMC Sierra HD Specs 2020, Ratios". Retrieved 7 June 2020.

[32] "Ford Explorer Specs 2020, Ratios" (PDF). Retrieved 18 June 2023.

[40] "GM Global Propulsion Systems – USA Information Guide Model Year 2018" (PDF). General Motors Powertrain. Retrieved 6 February 2019.

[41] ttps://web.archive.org/web/20230512213219/https://i.imgur.com/S9il0A8.png ^{[bare URL image file]}

[42] ttps://www.courthousenews.com/wp-content/uploads/2020/01/FordCA.pdf. Smith v. Ford Motor Company. Case 5:20-cv-00211. Document 1. Retrieved 27 October 2023.

[:0-43] ttps://www.classaction.org/media/mccabe-v-ford-motor-company.pdf. McCabe v. Ford Motor Company. Case 1:23-cv-10829. Document 1. Retrieved 27 October 2023.

[44] ttps://www.govinfo.gov/content/pkg/USCOURTS-paed-2_20-cv-00247/pdf/USCOURTS-paed-2_20-cv-00247-0.pdf. Orndorff v Ford Motor Company. Case 2:20-cv-00247-KSM. Document 13. Retrieved 27 October 2023.

[:1-45] ttps://app.ediscoveryassistant.com/case_law/51364-o-connor-v-ford-motor-co. O'Connor v Ford Motor Co. Case 1:19-cv-05045. Document Filed: July 20, 2023. Retrieved 27 October 2023.

[46] ttps://www.classaction.org/media/o-connor-v-ford-motor-company.pdf. O'Connor v Ford Motor Co. Case 1:19-cv-05045.Document 7. Filed 8 August 2019. Retrieved 27 October 2023.

[47] Foote, Brett (17 November 2020). "FORD F-150 10R 80 TRANSMISSION LAWSUIT DISMISSED IN ILLINOIS SUPREME COURT". Ford Authority. Retrieved 27 October 2023.

[48] Foote, Brett (8 November 2021). "FORD F-150 10R80 TRANSMISSION LAWSUIT SURVIVES PARTIAL DISMISSAL". Ford Authority.

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