10 Things to Know About the brand new Ford/GM 10-Speed Automatic Transmission


10 Things to Know About the brand new Ford/GM 10-Speed Automatic Transmission

of which brand new 10-speed rear-drive transmission will be the result of collaboration between Ford along with General Motors, although Ford had the engineering lead on the item. The companies also are jointly developing a nine-speed transverse automatic for front-drive cars along with crossovers; GM will be leading the engineering on of which effort. Not long after Ford starts cranking out F-150s with these transmissions, Chevrolet will launch the item from the 2017 Camaro ZL1, coupled to the 650-hp, supercharged 6.2-liter LT4 engine by the Corvette Z06. that has a torque capacity of at least 650 lb-ft, of which first edition of the transmission will be plenty beefy to handle of which track-ready machine, as well as the Ford Raptor, with its uprated 3.5-liter EcoBoost V-6 generating upwards of 450 horsepower—maybe more. We could expect of which soon afterward, we will see of which design spawn a family of 10-speed automatics of which are smaller along with lighter to suit less-hunky rear-drive machines from the Ford along with GM families. As you’d expect, Ford’s brand new 10R80 10-speed automatic features a wide spread of ratios between first along with tenth gear. However, the overall span of 7.384 will be not the widest from the business—not by a long shot. There are at least all 5 conventional automatics, including some eight-speeds, that has a wider spread. The widest will be the front-drive ZF 9HP series with nine gears, as found from the Jeep Cherokee, that has a total spread of 9.819. Porsche’s PDK seven-speed dual-clutch gearbox used from the Panamera goes even further that has a maximum spread of 10.119. According to Kevin Norris, Ford’s manager of the 10R programs, from the applications planned just for of which transmission, extensive simulations indicated of which there was no benefit in a span wider than 7.4. along with that has a top gear of which isn’t excessively tall, the item’s possible to stay in of which gear more often at highway speeds, something of which we’ve found nearly impossible to achieve with the Jeep Cherokee’s tall ninth gear. Arithmetic dictates of which if the 10-speed transmission does not have a particularly wide overall ratio spread, than the individual gear spacing must be fairly close. Sure enough, with the 10R80, the average rpm drop during a shift will be only 20 percent, while the item’s 25 percent from the ZF eight-speed found in cars across the industry, along with 32 percent in Porsche’s seven-speed PDK. of which brand new 10-speed has closer ratios, on average, than the edition of the seven-speed PDK from the latest 911 GT3. The tight ratios keep the engine closer to peak power during full-throttle acceleration along with, according to Norris, provide for smoother operation when towing a trailer, a matter of some importance from the F-150 world. Tenth gear from the 10R80 transmission has an overdrive ratio of 0.636. Ninth will be 0.689. of which’s a drop of only eight percent, generating for a nearly imperceptible 10-to-9 downshift when needed. While Norris promises of which tenth gear will be a genuinely useful gear from the F-150 along with the transmission will stay in of which gear over a wide range of highway conditions, the close ninth ratio helps when the truck will be heavily loaded or towing a substantial amount. The transmission also offers “Tow/Haul” along with “Sport” modes, which also usefully employ the ninth gear—almost as an alternative top gear. Eighth gear also will be an overdrive, that has a ratio of 0.854. Though much of the initial hype about of which transmission centers on its installation in Ford’s upcoming brand new Raptor along with the Camaro ZL1, the item will first go on sale from the 2017 F-150 of which's coupled to the upgraded edition of the Ford 3.5-liter EcoBoost V-6, which today makes 375 horsepower along with 470 lb-ft of torque. The 10R80 will be standard equipment with of which engine along with its close ratios nicely match the engine’s copious low-rpm torque. On the EPA city cycle, the F-150 with of which powertrain never sees engine rpm exceed 1450 rpm. In additional words, plan to get much worse real-world fuel economy. Although, when you step into the item, Ford claims the transmission along with engine controls coordinate carefully to avoid situations where the engine comes onto boost exactly when the transmission downshifts, thereby providing a larger jolt of acceleration than the driver wanted. Thanks to the use of four simple planetary gearsets, controlled by six clutches, the 10R80 will be only about an inch longer along with four pounds heavier than the 6F55 transmission currently used with the 3.5-liter EcoBoost V-6. of which required very careful attention to detail from the design of each component. For example, the torque converter from the transmission (pictured above) will be about 0.4 inch thinner along with two pounds lighter than the one in its predecessor. Part of the weight reduction comes by an aluminum stator support, a formerly cast-iron part. In fact, the brand new transmission has no cast-iron parts whatsoever. The clutches in an automatic transmission are hydraulically actuated along with controlled, so the brand new transmission relies on two special pumps to provide the necessary hydraulic muscle. The main pump will be an off-axis design with variable displacement. Removing the pump by the transmission’s main shaft reduces overall length; the variable-displacement capability means of which the pump’s output can be adjusted to the transmission’s needs, reducing the power of which the pump absorbs. A second, electrically driven hydraulic pump allows idle-stop capability. The electrically driven pump will be both more reliable along with more compact than a hydraulic accumulator, while using very little power. Just as engine oil seems to get thinner every year, so does transmission fluid, in search of reduced friction. Back when four-speed automatics were the norm, transmission fluid had a viscosity of around 7.5 centistokes. The Ford six-speed uses fluid that has a viscosity of 6.0 centistokes. The brand new 10-speed drops of which to about 4.5 centistokes, reducing both friction along with the workload of the hydraulic pumps. The brand new fluid will be called Mercon ULV, along with will be planned to last the lifetime of the transmission, aided by a brand new filter of which has two levels of high-efficiency media along that has a pleated design with much greater area than the filter from the current six-speed transmission. the item also helps of which the transmissions are assembled in factories of which set brand new industry standards for cleanliness. that has a low first-gear ratio of 4.696, the torque converter basically aids in a smooth launch, then quickly locks up along with stays of which way. Shifting will be controlled by the six clutches, which engage along with disengage two at a time to swap cogs swiftly along with smoothly. These shifts do not require the torque converter to unlock, which could decrease efficiency. These clutches are controlled by integrated solenoid valves, which respond more quickly than the usual two-piece designs. The system has also been designed to minimize the length of the hydraulic passages along with optimize the clutch designs for quick fill times—all from the interest of faster along with more responsive clutch operation. Although we’re skeptical, along with these kinds of claims are heavily dependent on exactly what constitutes the start along with end of a shift, Ford claims transmission shifts 26 percent–36 percent more quickly than Porsche’s PDK, at least through fourth gear. The transmission can also perform large, multi-gear downshifts—directly by tenth to fifth, or ninth to fourth—smoothly along with rapidly. There’s also a one-way clutch, which smoothly along with cleanly disengages the transmission when rolling to a stop, avoiding a potentially jarring 3-1 downshift. In addition to the efficient hydraulic pumps along with the low-viscosity fluid, there are additional measures to reduce the transmission’s mechanical friction. For example, instead of flat thrust washers, the 10R80 uses ones fitted with radial needle bearings, replacing sliding friction with the lower rolling variety. Even the multi-plate clutches get tiny springs which push the plates apart to minimize their drag when they are not engaged. As a result, the brand new transmission will be more efficient in each of its gears than the six-speed the item replaces. For all of these improvements in friction reduction, low-viscosity fluid, along with the multiplicity of gears, Ford will be only claiming very modest fuel economy improvements for the brand new transmission. Compared with the existing six-speed automatic, Ford suggests a 3-percent-to-4-percent gain—barely one particular mpg from the case of the F-150. of which’s very odd, because when ZF introduced its eight-speed automatic, the company claimed an 11-percent fuel-economy improvement over its existing six-speed automatic. Aisin claimed a 6.6-percent-to–7.0 percent improvement with its eight-speed automatics, while Mercedes suggests a gain of up to six percent when going by the 7G-Tronic to the 9G-Tronic. Ford will be adding four gears rather than two, yet only expecting half as much benefit. Perhaps Ford will be engaging in a serious bit of under-promising here. We could be shocked to see less than 2-mpg-to–3 mpg of improvement once the ’17 F-150 will be certified—especially because the truck also gets of which increased edition of the 3.5-liter EcoBoost V-6.

10 Things to Know About the brand new Ford/GM 10-Speed Automatic Transmission

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