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]

More information Model, Gear ...

Quick facts Ford 10R 60 · 10R 80 · 10R 140 GM 10L 80 · 10L 90 GM 10L 1000 (Allison), Overview ...

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

[1]

[2]

[3]

[4]

[a]

Model	Gear											Total Span	Span Center	Avg. Step	Compo- nents
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

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

With Assessment	Output: Gear Ratios	Innovation Elasticity^[a] Δ Output : Δ Input	Input: Main Components
With Assessment	Output: Gear Ratios	Innovation Elasticity^[a] Δ Output : Δ Input	Total	Gearsets	Brakes	Clutches

10R/10L Ref. Object	$n_{O1}$ $n_{O2}$	Topic^[a]	$n_{I}=n_{G}+$ $n_{B}+n_{C}$	$n_{G1}$ $n_{G2}$	$n_{B1}$ $n_{B2}$	$n_{C1}$ $n_{C2}$
Δ Number	$n_{O1}-n_{O2}$	Topic^[a]	$n_{I1}-n_{I2}$	$n_{G1}-n_{G2}$	$n_{B1}-n_{B2}$	$n_{C1}-n_{C2}$
Relative Δ	Δ Output ${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$	${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ $={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}{\tfrac {n_{I2}}{n_{I1}-n_{I2}}}$	Δ Input ${\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$	${\tfrac {n_{G1}-n_{G2}}{n_{G2}}}$	${\tfrac {n_{B1}-n_{B2}}{n_{B2}}}$	${\tfrac {n_{C1}-n_{C2}}{n_{C2}}}$

GM 10L GM 8L^[b]	10^[c] 8^[c]	Progress General Motors^[a]	10 9	4 4	2 2	4 3
Δ Number	2	Progress General Motors^[a]	1	0	0	1
Relative Δ	0.250 ${\tfrac {2}{8}}$	2.250^[a] ${\tfrac {2}{8}}:{\tfrac {1}{9}}={\tfrac {2}{8}}{\tfrac {9}{1}}={\tfrac {18}{8}}$	0.111 ${\tfrac {1}{9}}$	0.000 ${\tfrac {0}{4}}$	0.000 ${\tfrac {0}{2}}$	0.333 ${\tfrac {1}{3}}$

Ford 10R Ford 6R^[b]	10^[c] 6^[c]	Progress Ford^[a]	10 8	4 3	2 2	4 3
Δ Number	4	Progress Ford^[a]	2	1	0	1
Relative Δ	0.667 ${\tfrac {4}{6}}$	2.667^[a] ${\tfrac {4}{6}}:{\tfrac {2}{8}}={\tfrac {4}{6}}{\tfrac {8}{2}}={\tfrac {32}{12}}$	0.250 ${\tfrac {2}{8}}$	0.333 ${\tfrac {1}{3}}$	0.000 ${\tfrac {0}{2}}$	0.333 ${\tfrac {1}{3}}$

10R/10L 8HP^[d]	10^[c] 8^[c]	Current Market Position^[a]	10 8	4 4	2 2	4 3
Δ Number	2	Current Market Position^[a]	1	0	0	1
Relative Δ	0.250 ${\tfrac {2}{8}}$	2.250^[a] ${\tfrac {2}{8}}:{\tfrac {1}{9}}={\tfrac {2}{8}}{\tfrac {9}{1}}={\tfrac {18}{8}}$ }}	0.111 ${\tfrac {1}{9}}$	0.000 ${\tfrac {0}{4}}$	0.000 ${\tfrac {0}{2}}$	0.333 ${\tfrac {1}{3}}$

10R/10L 3-Speed^[e]	10^[c] 3^[c]	Historical Market Position^[a]	10 7	4 2	2 3	4 2
Δ Number	7	Historical Market Position^[a]	3	2	-1	2
Relative Δ	2.333 ${\tfrac {7}{3}}$	5.444^[a] ${\tfrac {7}{3}}:{\tfrac {3}{7}}={\tfrac {7}{3}}{\tfrac {7}{3}}={\tfrac {49}{9}}$	0.429 ${\tfrac {3}{7}}$	1.000 ${\tfrac {2}{2}}$	−0.333 ${\tfrac {-1}{3}}$	1.000 ${\tfrac {2}{2}}$

[a] Innovation Elasticity Classifies Progress And Market Position Automobile manufacturers drive forward technical developments primarily in order to remain competitive or to achieve or defend technological leadership. This technical progress has therefore always been subject to economic constraints Only innovations whose relative additional benefit is greater than the relative additional resource input, i.e. whose economic elasticity is greater than 1, are considered for realization The required innovation elasticity of an automobile manufacturer depends on its expected return on investment. The basic assumption that the relative additional benefit must be at least twice as high as the relative additional resource input helps with orientation negative, if the output increases and the input decreases, is perfect 2 or above is good 1 or above is acceptable (red) below this is unsatisfactory (bold) [b] Direct Predecessor To reflect the progress of the specific model change [c] plus 1 reverse gear [d] Current Reference Standard (Benchmark) The 8HP has become the new reference standard (benchmark) for automatic transmissions [e] Historical Reference Standard (Benchmark) 3-speed transmissions with torque converters have established the modern market for automatic transmissions and thus made it possible in the first place, as this design proved to be a particularly successful compromise between cost and performance It became the archetype and dominated the world market for around 3 decades, setting the standard for automatic transmissions. It was only when fuel consumption became the focus of interest that this design reached its limits, which is why it has now completely disappeared from the market What has remained is the orientation that it offers as a reference standard (point of reference, benchmark) for this market for determining progressiveness and thus the market position of all other, later designs All transmission variants consist of 7 main components Typical examples are Turbo-Hydramatic from GM Cruise-O-Matic from Ford TorqueFlite from Chrysler Detroit Gear from BorgWarner for Studebaker BW-35 from BorgWarner and as T35 from Aisin 3N 71 from Nissan/Jatco 3 HP from ZF Friedrichshafen W3A 040 and W3B 050 from Mercedes-Benz

In-Depth Analysis 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]	$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}$	${\tfrac {i_{1}}{i_{9}}}-{\tfrac {i_{1}}{i_{8}}}$	${\tfrac {i_{1}}{i_{10}}}-{\tfrac {i_{1}}{i_{9}}}$
Specific Torque^[s]	${\tfrac {T_{2;R}}{T_{1;R}}}$ ^[t]	${\tfrac {T_{2;1}}{T_{1;1}}}$ ^[t]	${\tfrac {T_{2;2}}{T_{1;2}}}$ ^[t]	${\tfrac {T_{2;3}}{T_{1;3}}}$ ^[t]	${\tfrac {T_{2;4}}{T_{1;4}}}$ ^[t]	${\tfrac {T_{2;5}}{T_{1;5}}}$ ^[t]	${\tfrac {T_{2;6}}{T_{1;6}}}$ ^[t]	${\tfrac {T_{2;7}}{T_{1;7}}}$ ^[t]	${\tfrac {T_{2;8}}{T_{1;8}}}$ ^[t]	${\tfrac {T_{2;9}}{T_{1;9}}}$ ^[t]	${\tfrac {T_{2;10}}{T_{1;10}}}$ ^[t]
Efficiency $\eta _{n}$ ^[s]	${\tfrac {T_{2;R}}{T_{1;R}}}:{i_{R}}$	${\tfrac {T_{2;1}}{T_{1;1}}}:{i_{1}}$	${\tfrac {T_{2;2}}{T_{1;2}}}:{i_{2}}$	${\tfrac {T_{2;3}}{T_{1;3}}}:{i_{3}}$	${\tfrac {T_{2;4}}{T_{1;4}}}:{i_{4}}$	${\tfrac {T_{2;5}}{T_{1;5}}}:{i_{5}}$	${\tfrac {T_{2;6}}{T_{1;6}}}:{i_{6}}$	${\tfrac {T_{2;7}}{T_{1;7}}}:{i_{7}}$	${\tfrac {T_{2;8}}{T_{1;8}}}:{i_{8}}$	${\tfrac {T_{2;9}}{T_{1;9}}}:{i_{9}}$	${\tfrac {T_{2;10}}{T_{1;10}}}:{i_{10}}$

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]
Specific Torque^[s]	–4.6591 –4.5573	4.6217 4.5848	2.9164 2.8821	2.1201 2.1071	1.7440 1.7316	1.5054 1.4980	1.2624 1.2559	1.0000	0.8489 0.8465	0.6839 0.6812	0.6310 0.6286
Efficiency $\eta _{n}$ ^[s]	0.9575 0.9365	0.9843 0.9764	0.9770 0.9655	0.9879 0.9818	0.9858 0.9788	0.9903 0.9855	0.9900 0.9850	1.0000	0.9945 0.9917	0.9924 0.9885	0.9926 0.9889

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]
Specific Torque^[s]	–4.4953 –4.3972	4.5431 4.5069	2.8514 2.8179	2.1061 2.0931	1.7482 1.7357	1.5041 1.4967	1.2644 1.2579	1.0000	0.8466 0.8442	0.6818 0.6791	0.6276 0.6252
Efficiency $\eta _{n}$ ^[s]	0.9575 0.9366	0.9843 0.9765	0.9770 0.9655	0.9879 0.9818	0.9858 0.9788	0.9903 0.9854	0.9899 0.9848	1.0000	0.9944 0.9916	0.9923 0.9883	0.9926 0.9888

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]
Specific Torque^[s]	–4.3517 –4.2569	4.4677 4.4323	2.8023 2.7694	2.0362 2.0239	1.6920 1.6805	1.4679 1.4610	1.2459 1.2396	1.0000	0.8458 0.8434	0.6824 0.6797	0.6272 0.6248
Efficiency $\eta _{n}$ ^[s]	0.9575 0.9366	0.9844 0.9766	0.9771 0.9656	0.9880 0.9820	0.9865 0.9797	0.9907 0.9860	0.9902 0.9852	1.0000	0.9944 0.9915	0.9923 0.9883	0.9925 0.9887

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]
Specific Torque^[s]	–4.6775 –4.5753	4.6400 4.6029	2.9279 2.8935	2.1227 2.1096	1.7440 1.7316	1.5062 1.4989	1.2627 1.2563	1.0000	0.8488 0.8464	0.6837 0.6810	0.6310 0.6286
Efficiency $\eta _{n}$ ^[s]	0.9574 0.9365	0.9842 0.9764	0.9770 0.9655	0.9878 0.9818	0.9858 0.9788	0.9903 0.9855	0.9900 0.9850	1.0000	0.9945 0.9917	0.9924 0.9885	0.9926 0.9889

Geometric Ratios
Ratio R & Even Ordinary^[u] Elementary Noted^[v]	$i_{R}=-{\tfrac {R_{2}R_{3}(S_{4}+R_{4})}{S_{3}S_{4}(S_{2}+R_{2})}}$		${\tfrac {R_{2}(S_{4}+R_{4})}{S_{4}(S_{2}+R_{2})}}$	$1+{\tfrac {S_{2}R_{1}}{S_{1}(S_{2}+R_{2})}}$		${\tfrac {(S_{1}R_{2}(S_{3}+R_{3})+S_{2}S_{3}(S_{1}+R_{1}))(S_{4}+R_{4})}{(S_{1}R_{2}(S_{3}+R_{3})+S_{1}S_{2}S_{3})(S_{4}+R_{4})+R_{1}S_{2}S_{3}S_{4}}}$			${\tfrac {R_{2}(S_{3}+R_{3})(S_{4}+R_{4})}{R_{2}(S_{3}+R_{3})(S_{4}+R_{4})+S_{2}S_{3}R_{4}}}$		${\tfrac {R_{2}}{S_{2}+R_{2}}}$
Ratio R & Even Ordinary^[u] Elementary Noted^[v]	$i_{R}=-{\tfrac {1+{\tfrac {R_{4}}{S_{4}}}}{(1+{\tfrac {S_{2}}{R_{2}}}){\tfrac {S_{3}}{R_{3}}}}}$			$i_{4}=1+{\tfrac {\tfrac {R_{1}}{S_{1}}}{1+{\tfrac {R_{2}}{S_{2}}}}}$			$i_{8}={\tfrac {1}{1+{\tfrac {1}{{\tfrac {R_{2}}{S_{2}}}(1+{\tfrac {R_{3}}{S_{3}}})(1+{\tfrac {S_{4}}{R_{4}}})}}}}$			$i_{10}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}}}$

Ratio Odd Ordinary^[u] Elementary Noted^[v]	$i_{1}={\tfrac {S_{4}+R_{4}}{S_{4}}}$		$i_{3}={\tfrac {(S_{1}+R_{1})(S_{4}+R_{4})}{S_{1}(S_{4}+R_{4})+S_{4}R_{1}}}$			$i_{5}={\tfrac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{4}+R_{4})}{S_{1}(S_{2}+R_{2})(S_{4}+R_{4})+R_{1}S_{2}S_{4}}}$			$i_{7}={\tfrac {1}{1}}$	$i_{9}={\tfrac {R_{2}(S_{4}+R_{4})}{R_{2}(S_{4}+R_{4})+S_{2}R_{4}}}$
Ratio Odd Ordinary^[u] Elementary Noted^[v]	$i_{1}=1+{\tfrac {R_{4}}{S_{4}}}$		$i_{5}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {\tfrac {R_{1}}{S_{1}}}{1+{\tfrac {R_{2}}{S_{2}}}}}}}+{\tfrac {1}{(1+{\tfrac {S_{1}}{R_{1}}}(1+{\tfrac {R_{2}}{S_{2}}}))(1+{\tfrac {R_{4}}{S_{4}}})}}}}$					$i_{7}={\tfrac {1}{1}}$		$i_{9}={\tfrac {1}{1+{\tfrac {\tfrac {S_{2}}{R_{2}}}{1+{\tfrac {S_{4}}{R_{4}}}}}}}$

Ratio 2 & 3 & 6 Elementary Noted^[v]	$i_{2}={\tfrac {1+{\tfrac {R_{4}}{S_{4}}}}{1+{\tfrac {S_{2}}{R_{2}}}}}$		$i_{3}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {R_{1}}{S_{1}}}}}+{\tfrac {1}{(1+{\tfrac {S_{1}}{R_{1}}})(1+{\tfrac {R_{4}}{S_{4}}})}}}}$			$i_{6}={\tfrac {1}{1+{\tfrac {\tfrac {S_{2}}{R_{2}}}{1+{\tfrac {R_{3}}{S_{3}}}}}(1+{\tfrac {\tfrac {R_{1}}{S_{1}}}{1+{\tfrac {R_{4}}{S_{4}}}}})}}+{\tfrac {1}{{\tfrac {1+{\tfrac {R_{2}}{S_{2}}}(1+{\tfrac {R_{3}}{S_{3}}})}{1+{\tfrac {R_{1}}{S_{1}}}}}+{\tfrac {1}{(1+{\tfrac {S_{1}}{R_{1}}})(1+{\tfrac {R_{4}}{S_{4}}})}}}}$
Kinetic Ratios
Specific Torque^[s] R & Even	${\tfrac {T_{2;R}}{T_{1;R}}}=-{\tfrac {1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}}{(1+{\tfrac {S_{2}}{R_{2}}}{\tfrac {1}{\eta _{0}}}){\tfrac {S_{3}}{R_{3}}}{\tfrac {1}{\eta _{0}}}}}$			${\tfrac {T_{2;4}}{T_{1;4}}}=1+{\tfrac {{\tfrac {R_{1}}{S_{1}}}\eta _{0}}{1+{\tfrac {R_{2}}{S_{2}}}{\tfrac {1}{\eta _{0}}}}}$			${\tfrac {T_{2;8}}{T_{1;8}}}={\tfrac {1}{1+{\tfrac {1}{{\tfrac {R_{2}}{S_{2}}}\eta _{0}(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0})(1+{\tfrac {S_{4}}{R_{4}}}\eta _{0})}}}}$			${\tfrac {T_{2;10}}{T_{1;10}}}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}{\tfrac {1}{\eta _{0}}}}}$

Specific Torque^[s] Odd	${\tfrac {T_{2;1}}{T_{1;1}}}=1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}$		${\tfrac {T_{2;5}}{T_{1;5}}}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {{\tfrac {R_{1}}{S_{1}}}\eta _{0}^{\tfrac {1}{2}}}{1+{\tfrac {R_{2}}{S_{2}}}{\tfrac {1}{\eta _{0}^{\tfrac {1}{2}}}}}}}}+{\tfrac {1}{(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}^{\tfrac {1}{2}}(1+{\tfrac {R_{2}}{S_{2}}}\eta _{0}^{\tfrac {1}{2}}))(1+{\tfrac {R_{4}}{S_{4}}}\eta _{0})}}}}$					${\tfrac {T_{2;7}}{T_{1;7}}}={\tfrac {1}{1}}$		${\tfrac {T_{2;9}}{T_{1;9}}}={\tfrac {1}{1+{\tfrac {{\tfrac {S_{2}}{R_{2}}}{\tfrac {1}{\eta _{0}}}}{1+{\tfrac {S_{4}}{R_{4}}}\eta _{0}}}}}$

Specific Torque^[s] 2 & 3 & 6	${\tfrac {T_{2;2}}{T_{1;2}}}={\tfrac {1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}}{1+{\tfrac {S_{2}}{R_{2}}}{\tfrac {1}{\eta _{0}}}}}$		${\tfrac {1}{{\tfrac {1}{1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}^{\tfrac {1}{2}}}}+{\tfrac {1}{(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}^{\tfrac {1}{2}})(1+{\tfrac {R_{4}}{S_{4}}}\eta _{0})}}}}$			${\tfrac {1}{1+{\tfrac {{\tfrac {S_{2}}{R_{2}}}{\tfrac {1}{\eta _{0}^{\tfrac {1}{2}}}}}{1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}^{\tfrac {1}{2}}}}(1+{\tfrac {{\tfrac {R_{1}}{S_{1}}}{\tfrac {1}{\eta _{0}^{\tfrac {1}{3}}}}}{1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}^{\tfrac {1}{2}}}})}}+{\tfrac {1}{{\tfrac {1+{\tfrac {R_{2}}{S_{2}}}{\tfrac {1}{\eta _{0}^{\tfrac {1}{2}}}}(1+{\tfrac {R_{3}}{S_{3}}}{\tfrac {1}{\eta _{0}^{\tfrac {1}{2}}}})}{1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}^{\tfrac {1}{3}}}}+{\tfrac {1}{(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}^{\tfrac {1}{3}})(1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}^{\tfrac {1}{2}})}}}}$
Identical And Different Power Flows With The ZF 8HP
ZF 8HP	R	1	2	3	4	5		6	7		8
10R & 10L	New	1	2	3	4	New	New	7	New	New	10
Actuated Shift Elements^[w]
Brake A^[x]	❶	❶	❶						❶	❶	❶
Brake B^[y]	❶	❶	❶	❶	❶	❶	❶
Clutch C^[z]			❶	❶	❶	❶		❶		❶	❶
Clutch D^[aa]	❶	(❶)	❶	❶	❶		❶	❶	❶		❶
Clutch E^[ab]		❶		❶		❶	❶	❶	❶	❶
Clutch F^[ac]	❶				❶	❶	❶	❶	❶	❶	❶

[a] 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) [b] Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\tfrac {i_{1}}{i_{n}}}$ 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 [c] Ratio Span's Center $(i_{1}i_{n})^{\tfrac {1}{2}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle [d] Average Gear Step $({\tfrac {i_{1}}{i_{n}}})^{\tfrac {1}{n-1}}$ With decreasing step width the gears connect better to each other shifting comfort increases [e] Sun 1: sun gear of gearset 1 [f] Ring 1: ring gear of gearset 1 [g] Sun 2: sun gear of gearset 2 [h] Ring 2: ring gear of gearset 2 [i] Sun 3: sun gear of gearset 3 [j] Ring 3: ring gear of gearset 3 [k] Sun 4: sun gear of gearset 4 [l] Ring 4: ring gear of gearset 4 [m] 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) [n] 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) [o] 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) [p] From large to small gears (from right to left) [q] 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) [r] 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) [s] Specific Torque Ratio And Efficiency The specific torque is the Ratio of output torque $T_{2;Gear}$ to input torque $T_{1;Gear}$ with $n=gear$ The efficiency is calculated from the specific torque in relation to the transmission ratio Power loss for single meshing gears is in the range of 1 % to 1.5 % helical gear pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range [t] Corridor for specific torque and efficiency in planetary gearsets, the stationary gear ratio $i_{0}$ is formed via the planetary gears and thus by two meshes for reasons of simplification, the efficiency for both meshes together is commonly specified there the efficiencies $\eta _{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$ of $\eta _{0}=0.9800$ (upper value) and $\eta _{0}=0.9700$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is $\eta _{0}^{\tfrac {1}{2}}$ at $0.9800^{\tfrac {1}{2}}=0.98995$ (upper value) and $0.9700^{\tfrac {1}{2}}=0.98489$ (lower value) [u] Ordinary Noted For direct determination of the ratio [v] Elementary Noted Alternative representation for determining the transmission ratio Contains only operands With simple fractions of both central gears of a planetary gearset Or with the value 1 As a basis For reliable And traceable Determination of specific torque and efficiency [w] Permanently coupled elements S₁ and S₂ C₁ (carrier 1) and R₄ R₂ and S₃ R₃ and S₄ [x] Blocks s₁ [y] Blocks R₁ [z] Couples R₂ and S₃ with the dedicated intermediate shaft [aa] Couples C₃ (carrier 3) with the dedicated intermediate shaft [ab] Couples R₃ and S₄ with the input shaft [ac] Couples C₁ (carrier 1) and R₄ with the dedicated intermediate shaft

Ford–GM 10-speed automatic transmission

Production

Specifications

(Economic) Progress Gearset Concept: Extent

Quality Gearset Concept

Applications

Ford

10R 60

10R 80 MHT

10R 80

10R 100

10R 140

General Motors

10L 60

10L 80 MF6

10L 90 MX0

10L 1000 (Allison) MGM · MGU

Lawsuits

References

External links

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