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
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]

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 10L80 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 eight-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]

The transmission offers small steps between the lower gears, which improves performance and maximizes engine power when accelerating. However, the individual gears are comparatively unevenly distributed. Furthermore, it was not possible to increase the total span compared to the eight-speed architecture. Both factors partially offset the advantage of the additional gears.

Technical data

Gear Ratios^[a]
Gear Model	R	1	2	3	4	5	6	7	8	9	10	Total Span	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	1.249	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	1.247
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	1.245
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	1.249

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

In-Depth Gear Ratios
With Assessment					Planetary Gearset: Teeth^[a]				Count	Total	Avg.

Model Type	Max. Input Torque First Delivery				S₁^[b] R₁^[c]	S₂^[d] R₂^[e]	S₃^[f] R₃^[g]	S₄^[h] R₄^[i]	Brakes Clutches	Ratio Span	Gear Step^[j]
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	$-{\tfrac {i_{R}}{i_{1}}}$ ^[k]	${\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{2}}}$ ^[l]	${\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{7}}{i_{8}}}$	${\tfrac {i_{8}}{i_{9}}}$	${\tfrac {i_{9}}{i_{10}}}$
Step 2^[m]			${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{6}}{i_{7}}}:{\tfrac {i_{7}}{i_{8}}}$	${\tfrac {i_{7}}{i_{8}}}:{\tfrac {i_{8}}{i_{9}}}$	${\tfrac {i_{8}}{i_{9}}}:{\tfrac {i_{9}}{i_{10}}}$
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	$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}$	${\tfrac {i_{1}}{i_{9}}}-{\tfrac {i_{1}}{i_{8}}}$	${\tfrac {i_{1}}{i_{10}}}-{\tfrac {i_{1}}{i_{9}}}$

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	1.2488^[j]
Ratio $i_{n}$	−4.8661 $-{\tfrac {40,851}{8,395}}$	4.6957 ${\tfrac {108}{23}}$	2.9851^[n] ${\tfrac {2403}{805}}$	2.1462 ${\tfrac {3,024}{1,409}}$	1.7690^[j]^[o] ${\tfrac {743}{420}}$	1.5201^[j]^[n]^[o] ${\tfrac {80,244}{52,789}}$	1.2751^[j]^[n] ${\tfrac {9,289,296}{7,285,081}}$	1.0000^[j] ${\tfrac {1}{1}}$	0.8536^[n]^[o] ${\tfrac {650,168}{720,653}}$	0.6892 ${\tfrac {3,204}{4,649}}$	0.6357^[o] ${\tfrac {89}{140}}$
Step	1.0363	1.0000	1.5730	1.3909	1.2132^[j]	1.1638^[j]	1.1921^[j]	1.2751^[j]	1.1715	1.2386	1.0841
Step 2^[m]			1.1310^[n]	1.1465	1.0425	0.9762^[n]	0.9349^[n]	1.0885	0.9458^[n]	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^[o]	0.4347^[o]	0.5935	1.0131	0.8052^[o]	1.3126	0.5730^[o]

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	1.2471^[j]
Ratio $i_{n}$	−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^[j]^[o] ${\tfrac {3,497}{1,972}}$	1.5188^[j]^[n]^[o] ${\tfrac {41,964}{27,629}}$	1.2773^[j]^[n] ${\tfrac {303,768}{237,827}}$	1.0000^[j] ${\tfrac {1}{1}}$	0.8514^[n]^[o] ${\tfrac {6,192}{7,273}}$	0.6871 ${\tfrac {516}{751}}$	0.6324^[o] ${\tfrac {43}{68}}$
Step	1.0173	1.0000	1.5814	1.3690	1.2022^[j]	1.1676^[j]	1.1891^[j]	1.2773^[j]	1.1746	1.2391	1.0866
Step 2^[m]			1.1551	1.1388	1.0297	0.9819^[n]	0.9310^[n]	1.0874	0.9479^[n]	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^[o]	0.4360^[o]	0.5747	1.0019	0.8058^[o]	1.2962	0.5814^[o]

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	1.2449^[j]
Ratio $i_{n}$	−4.5448 $-{\tfrac {553,007}{121,680}}$	4.5385 ${\tfrac {59}{13}}$	2.8681^[n] ${\tfrac {413}{144}}$	2.0609 ${\tfrac {4,602}{2,233}}$	1.7153^[j]^[o] ${\tfrac {247}{144}}$	1.4817^[j]^[n]^[o] ${\tfrac {14,573}{9,835}}$	1.2583^[j]^[n] ${\tfrac {57,702}{45,857}}$	1.0000^[j] ${\tfrac {1}{1}}$	0.8506^[n]^[o] ${\tfrac {34,692}{40,787}}$	0.6877 ${\tfrac {5,369}{7,807}}$	0.6319^[o] ${\tfrac {91}{144}}$
Step	1.0014	1.0000	1.5824	1.3916	1.2015^[j]	1.1576^[j]	1.1776^[j]	1.2583^[j]	1.1757	1.2368	1.0883
Step 2^[m]			1.1371^[n]	1.1583	1.0379	0.9830^[n]	0.9358^[n]	1.0703	0.9506^[n]	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^[o]	0.4170^[o]	0.5439	0.9317	0.7974^[o]	1.2635	0.5824^[o]

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

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^[p]
Brake A^[q]	❶	❶	❶						❶	❶	❶
Brake B^[r]	❶	❶	❶	❶	❶	❶	❶
Clutch C^[s]			❶	❶	❶	❶		❶		❶	❶
Clutch D^[t]	❶	(❶)	❶	❶	❶		❶	❶	❶		❶
Clutch E^[u]		❶		❶		❶	❶	❶	❶	❶
Clutch F^[v]	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) ^ 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 Standard 50/50: 50/50 are above/below average step With consistently falling gear steps (row highlighted in yellow), the lower half of them (rounded down, here the first four) is always larger and the upper half of them (rounded up, here the last five) is always smaller than the average gear step (cell highlighted in yellow two rows above). Deviating gear steps (red bold) indicate an unfavorable gearset selection ^ Standard REV: reverse gear is similar to 1st gear Reverse and 1st gear should have the same ratio. Plus 11 % minus 10 % compared to 1st gear is good, plus 25 % minus 20 % is acceptable (red); even larger deviations (bold) can impair the driving experience, especially when towing a trailer. A torque converter can only partially compensate for this deficiency ^ Standard FIRST: gear step 1st to 2nd gear With consistently falling gear steps, the largest gear step is the one from the 1st to the 2nd gear, although it should be limited for a smooth gear shift. A ratio step of up to 5 : 3 (1.6667 : 1) is good, up to 7 : 4 (1.7500 : 1) is acceptable (red); above (bold) is unsatisfactory ^ ^a ^b ^c ^d ^e 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 Standard SECOND: 2nd degree steps above 1 With consistently rising (from right to left) gear steps, each 2nd degree step (first row highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory ^ ^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 Standard SPEED: shaft speed difference increase One difference that runs counter to the consistent increase in shaft speed differences (second row highlighted in green) is acceptable (red); two consecutive ones (bold) indicate an unfavorable gearset selection ^ S₁ and S₂ share a common shaft C₁ (carrier 1) and R₄ share a common shaft R₂ and S₃ share a common shaft R₃ and S₄ share a common shaft ^ 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

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 10R80 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

[9] 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)

[11] Sun 1: sun gear of gearset 1

[12] Ring 1: ring gear of gearset 1

[13] Sun 2: sun gear of gearset 2

[14] Ring 2: ring gear of gearset 2

[15] Sun 3: sun gear of gearset 3

[16] Ring 3: ring gear of gearset 3

[17] Sun 4: sun gear of gearset 4

[18] Ring 4: ring gear of gearset 4

[50/50-19] ^ ^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 Standard 50/50: 50/50 are above/below average step
With consistently falling gear steps (row highlighted in yellow), the lower half of them (rounded down, here the first four) is always larger and the upper half of them (rounded up, here the last five) is always smaller than the average gear step (cell highlighted in yellow two rows above). Deviating gear steps (red bold) indicate an unfavorable gearset selection

[REV-20] Standard REV: reverse gear is similar to 1st gear
Reverse and 1st gear should have the same ratio. Plus 11 % minus 10 % compared to 1st gear is good, plus 25 % minus 20 % is acceptable (red); even larger deviations (bold) can impair the driving experience, especially when towing a trailer. A torque converter can only partially compensate for this deficiency

[1st-21] Standard FIRST: gear step 1st to 2nd gear
With consistently falling gear steps, the largest gear step is the one from the 1st to the 2nd gear, although it should be limited for a smooth gear shift. A ratio step of up to 5 : 3 (1.6667 : 1) is good, up to 7 : 4 (1.7500 : 1) is acceptable (red); above (bold) is unsatisfactory

[RL-22] From right to left

[2nd-25] ^ ^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 Standard SECOND: 2nd degree steps above 1
With consistently rising (from right to left) gear steps, each 2nd degree step (first row highlighted in green) is larger than 1. Smaller than its predecessor is acceptable (red); smaller than 1 (bold) is unsatisfactory

[speed-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 ^af Standard SPEED: shaft speed difference increase
One difference that runs counter to the consistent increase in shaft speed differences (second row highlighted in green) is acceptable (red); two consecutive ones (bold) indicate an unfavorable gearset selection

[30] S₁ and S₂ share a common shaft
C₁ (carrier 1) and R₄ share a common shaft
R₂ and S₃ share a common shaft
R₃ and S₄ share a common shaft

[31] Blocks s₁

[32] Blocks R₁

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

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

[35] Couples R₃ and S₄ with the input shaft

[36] 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.

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

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

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

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

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

[saturation-24] "Timur Apakidze · Saturation Dive: Ford 10 Speed Transmission Power Flow". TTAC · The Truth About Cars. 2014-12-23. Retrieved 2024-01-25.

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

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

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

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

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

[39] 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.

[:0-40] 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.

[41] 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.

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[43] 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.

[44] Foote, Brett (17 November 2020). "FORD F-150 10R80 TRANSMISSION LAWSUIT DISMISSED IN ILLINOIS SUPREME COURT". Ford Authority. Retrieved 27 October 2023.

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

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