- The all-new 10 speed automatic transmission is the first 10 speed automatic for a volume production car. The performance 10 speed transmission transfers power and torque with quick shifts and maintains more engine power after each shift.
The 10R80 is a ten speed automatic transmission developed jointly between Ford Motor Company and General Motors. The collaboration between the two company’s was announced officially via press release in 2013. An important goal of the project, as reported by Ford Motor Company, was to “maximize part commonality”; presumably to lower manufacturing costs and ultimately the cost of both production and replacement parts. It is not uncommon for competing manufacturers to seek joint ventures on drivetrain products, however the scope of this project has attracted particular attention; the fact that the Sierra and Silverado brands are the F-150’s closest competition seems to have ignited widespread curiosity behind each company’s motives.
Both GM and Ford have made statements regarding the fact that while the physical transmission was designed jointly, programming of the transmission will be unique to each manufacturer and therefore their respective powertrain configurations will not necessarily be reminiscent of each other with regard to shift strategies. The 10R80 features 10 forward speeds, 3 of which are overdrive ratios. It’s deep 4.69 to 1 first gear ratio is the lowest in its class and it features a relatively tall 0.63 to 1 final overdrive ratio.
An integrated electric transmission fluid pump permits the “start-stop” feature with minimal delay. Like the six speed 6R80, the 10R80 features three driving modes – “Tow Haul”, “Sport”, and “Normal”, with each driving mode modifying the shift schedule and characteristics to compliment particular forms of driving behavior. Because the transmission features 10 forward speeds performance and, more importantly, fuel economy is maximized by the transmission’s ability to select an ideal ratio for current driving conditions, such as engine speed, load, and vehicle speed.
The 10R80 became standard on the 2017 F-150 equipped with the 3.5L EcoBoost (Raptor and standard models). As of the 2018 model year, the 10R80 is standard with all engines except the standard 3.3L Ti-VCT V-6 (2.7L EcoBoost, 3.5L EcoBoost, 5.0L V-8, and 3.0L Power Stroke diesel). A stacked numerical (1 through 10) readout in the gauge cluster identifies the currently selected gear ratio in real time.
Building Upon Previous Learning
“We brought learnings from the previous successful transmission program forward,” noted Kevin Norris, Ford’s Manager of 10R Transmission Systems. “Three key tenets from the joint 6F/6T experience were used as pillars of the 10-speed program. These included: 1. maximizing common hardware and leaving software separate, 2. avoiding producing GM- and Ford-specific parts and 3. putting our smartest people in the room to tackle and resolve any problems.”
A “Practical” Wider Ratio Spread
Although, the new 10-speed transmission has a wide spread of ratios between 1st and 10th gear, the overall span of 7.384 is not the widest in the business. “In the vehicle applications planned for this transmission,” Norris noted, “extensive simulations indicated that there was no benefit in a span wider than 7.4. In addition, having a top gear that isn’t excessively tall makes it possible to stay in that top gear more often at highway speeds.”
Closer Ratios And Small Gear Steps
The 10-speed transmission’s more practical wider ratio spread allows individual gear spacing to be fairly close. According to Norris, the average rpm drop during a shift is only 20%, compared to 25% in the ZF eight-speed found in vehicles across the industry. The tight ratios keep the engine closer to peak power during full-throttle acceleration, yet deliver smoother operation when towing a trailer, important for pickups.
8th, 9th and 10th Gears Are Very Close
The overdrive ratio is .636 for 10th gear, .689 for 9th gear and .854 for 8th gear. “The three overdrive gears help optimize spacing to boost acceleration, towing performance and fuel economy,” Norris offered. “The transmission will stay in that 10th gear over a wide range of highway conditions. In addition, the close 9th ratio makes for a nearly imperceptible 10-9 downshift when needed, such as when a pickup is heavily loaded or towing a substantial amount.”
Faster And Smoother Shifts Than A DCT
Shifting is controlled by the six clutches, which engage and disengage two at a time to swap cogs swiftly and smoothly. These shifts do not require the torque converter to unlock, which would decrease efficiency. The clutches are controlled by integrated solenoid valves, which respond more quickly than conventional two-piece designs. The system has also minimized the hydraulic passage lengths, which quickens fill times. According to Norris, “With a low 1st gear ratio of 4.696, the torque converter basically aids in a smooth launch, then quickly locks up and stays that way. The transmission can also perform large, multigear downshifts—directly from 10th to 5th, or 9th to 4th—smoothly and rapidly, without jarring.”
Reduced Spin Losses
Norris explained several other friction-reducing measures that had been implemented to minimize the transmission’s mechanical friction spin losses, effectively making the new transmission more efficient in each of its gears than the six-speed it replaces. In addition, an internal thermal bypass allows the transmission to warm up faster to its optimal operating temperature, further contributing to efficiency. “Instead of flat thrust washers, for example, the transmission uses washers fitted with radial needle bearings; this replaces sliding friction with a lower-rolling variety. Also, the multiplate clutches feature tiny springs that push the plates apart, which minimizes drag when not engaged.”
A Lower, Lighter Packaging Footprint
The new 10-speed is just an inch longer and 4 lbs. heavier than the six-speed transmissions it replaces. “It uses four simple planetary gearsets, controlled by six clutches,” Norris explained, “but its build required very careful attention to detail in the design of each component. For example, the torque converter in the transmission is about .4 in. thinner and 2 lbs. lighter than the one in its predecessor. In addition, the new transmission has no cast-iron parts whatsoever; instead, it uses aluminum, high-strength steels and composite materials.”
Hydraulic Pumps Control And Optimize Operation
These new automatic transmissions use hydraulic pumps to operate the internal clutches. “Two different pumps provide the hydraulic muscle. The primary pump is an off-axis design with variable displacement. Removing the pump from the transmission’s main shaft reduces overall length, while the variable-displacement capability enables pump output to be adjusted, based on the transmission’s needs. A secondary hydraulic pump, which is electrically driven, allows idle-stop capability. It’s also more reliable and more compact than a hydraulic accumulator, and consumes very little power. Together, they optimize transmission fluid pressure and temperature, based on speed and load, to enhance efficiency.”
Transmission Fluid Is Critical
In search of reduced friction, transmission fluid gets thinner each year, similar to engine oil. For four-speed automatics, transmission fluid typically had a viscosity of around 7.5 centistokes, while six-speeds use fluid with a viscosity of 6.0 centistokes. The viscosity required for the new 10-speed is just 4.5 centistokes, which reduces both friction and hydraulic pump workload. The new fluid developed for the 10-speed—Mercon ULV—is designed to reduce friction across the full temperature operating range for greater fuel efficiency. It’s also engineered to last the lifetime of the transmission, aided by a new filter that has two levels of high-efficiency media and a pleated design with much greater surface area than the filters used in the current six-speed transmission.
The electrohydraulic valve body assembly contributes to quick shift times of the new 10R80.
The front support assembly, with it’s clutch spinloss reduction features, among other things, contributes to the overall efficiency and compact size of the new 10R80.
The durable input ring gear and overdrive sun gear assembly in the new 10R80.
The triple clutch assembly design contributes to the compact size of the new 10R80.
The variable displacement vane pump helps improve the overall efficiency of the new 10R80.
The output ring gear and reaction carrier shell design contributes to the compact size of the new 10R80.
Specifications:
| Transmission: | Ford 10R80 | |
| Type: | 10 speed triple overdrive automatic transmission | |
| Assembly Plant: | Livonia Transmission plant Livonia, Michigan | |
| Predecessor: | Ford 6R80 (not replaced altogether by 10R80) | |
| Applications: | 2017 Ford F-150 w/ 3.5L EcoBoost V-6, 2017 Ford F-150 Raptor, 2018 Ford F-150, 2018 Ford Mustang | |
| Case Material: | Aluminum | |
| Weight: | ~ 235 for rear wheel drive/2 wheel drive applications
~230 lbs for 4 wheel drive applications |
|
| Transmission Fluid Spec: | MERCON ULV (Motorcraft XT-12-QULV) | |
| Transmission Fluid Capacity: | 13 qts (U.S. quarts) | |
| Transmission Fluid Filter P/N: | Motorcraft FT202 | |
| Normal ATF Operating Temp: | 206 °F – 215 °F | |
| Service Intervals: | Replace transmission fluid and filter every 150,000 miles | |
| Features: | 3 overdrive gears, integrated electric fluid pump to permit start-stop function, instrument cluster readout displaying current gear at all times, adaptive learning cycle perpetually making transmission shift schedule adjustments in order to maximize acceleration, fuel economy, and performance. | |
| 10 | 10 forward speeds | |
| R | Rear wheel drive applications | |
| 80 | 800 N-m nominal max input torque capacity | |
| Ford 10R80 10-Speed SelectShift Automatic Transmissions Gear Ratios | |
| First | 4.696:1 |
| Second | 2.985:1 |
| Third | 2.146:1 |
| Fourth | 1.769:1 |
| Fifth | 1.520:1 |
| Sixth | 1.275:1 |
| Seventh | 1.000:1 |
| Eighth | 0.854:1 |
| Ninth | 0.689:1 |
| Tenth | 0.636:1 |
| Reverse | 4.866:1 |
10R80 Transmission Problems & Technical Service Bulletins
TSB 18-2079 – Harsh or delayed shifting and/or P0711 DTC – 10R80 Transmission
Issue: Some 2017 F-150/Raptor vehicles equipped with a 10R80 automatic transmission built on or before 1-Aug2017 may exhibit harsh or delayed shifts and/or an illuminated malfunction indicator lamp (MIL) with diagnostic trouble code (DTC) P0711 stored in the transmission control module (TCM).
Action: Reprogram the powertrain control module (PCM) using Integrated Diagnostic System (IDS) or Ford J2534 Diagnostic Software (FJDS) release 108.04 or higher. Make sure you are connected to the internet when entering module programming to obtain the latest updates. Calibration files may also be obtained at
www.motorcraftservice.com.
Warranty Status: Eligible Under Provisions Of New Vehicle Limited Warranty Coverage And Emissions Warranty Coverage Warranty/ESP coverage limits/policies/prior approvals are not altered by a TSB. Warranty/ESP coverage limits are determined by the identified causal part and verified using the OASIS part coverage tool.
TSB 18-2160 – Check Engine Light
Models Affected:
- 2017-2018 Ford F-150
- 2018 Ford Expedition
- 2018 Ford Mustang
- 2018 Lincoln Navigator
Issue: Some 2017-2018 F-150/Raptor, 2018 Expedition/Mustang/Navigator vehicles equipped with a 10R80 automatic transmission and built on or before 20-Nov-2017 may exhibit an illuminated malfunction indicator lamp (MIL) with diagnostic trouble codes (DTCs) P0741 and P1744 in the powertrain control module (PCM) or transmission control module (TCM). This may be due to a sticking torque converter clutch (TCC) valve in the main control valve body assembly.
Action: Follow the Service Procedure steps to correct the condition.
Parts:
- (6) XT-12-QULV: Transmission Fluid Mercon ULV
- (1) HL3Z-7A100-B: Main Control Valve Body Assembly – 2017 F-150
- (1) JL3Z-7A100-C: Main Control Valve Body Assembly – 2018 Expedition (Automatic Gear Shift), 2018 F150
- (1) JL1Z-7A100-A: Main Control Valve Body Assembly – 2018 Expedition/Navigator (Electronic Auto Shift)
- (1) JL3Z-7A100-B: Main Control Valve Body Assembly – 2018 Mustang
- (1) W715131-S437: Oil Cooler Bolt – 2018 Expedition/Navigator
Warranty Status: Eligible Under Provisions Of New Vehicle Limited Warranty Coverage And Emissions Warranty Coverage Warranty/ESP coverage limits/policies/prior approvals are not altered by a TSB. Warranty/ESP coverage limits are determined by the identified causal part and verified using the OASIS part coverage tool.
Tools Needed:
- 1/4″ Power Tool
- 1/4″ Ratchet
- 1/4″ Torque Wrench
- 1/4″ 8 mm Socket
- 1/4″ 10 mm Deep Socket
- 1/4″ 13 mm Deep Socket
- 1/4″ 6″ Extension
- Hook / Pick
- Fluid Suction Device
- Mityvac MITMV6412
- ESST 307-569
- ESST 307-745
Service Procedure:
1. Check the vehicle build date. Was the vehicle built on or before 20-Nov-2017?
(1). Yes – proceed to Step 2.
(2). No – this article does not apply. Refer to the Powertrain Controls/Emissions Diagnosis (PC/ED) Manual for normal diagnostics.
2. Using the appropriate Ford scan tool or equivalent, retrieve DTCs. Are P0741 and P1744 the only DTCs stored in the PCM or TCM?
(1). Yes – proceed to Step 3.
(2). No – this article does not apply. Refer to the PC/ED Manual for normal diagnostics.
3. Replace the main control valve body assembly. Refer to Workshop Manual (WSM), Section 307-01.
(1). NOTE: ADVISE THE CUSTOMER THAT THIS VEHICLE IS EQUIPPED WITH AN ADAPTIVE TRANSMISSION SHIFT STRATEGY WHICH ALLOWS THE VEHICLE’S COMPUTER TO LEARN THE TRANSMISSION’S UNIQUE PARAMETERS AND IMPROVE SHIFT QUALITY. WHEN THE ADAPTIVE STRATEGY IS RESET, THE COMPUTER WILL BEGIN A RE-LEARNING PROCESS. THIS RE-LEARNING PROCESS MAY RESULT IN FIRMER THAN NORMAL UPSHIFTS AND DOWNSHIFTS FOR SEVERAL DAYS.
10R80 Transmission Recalls
Ford 10R80 Transmission Recall – 18V213000 /18S09
Summary:
The Ford Motor Company had to recall certain 2017-2018 models of the Ford Expedition, Ford F-150, Ford Mustang and Lincoln Navigator that were equipped with the 10R80 10 speed transmission. It seems that a roll pin may not have been properly installed inside the transmission. This can lead to a loss of the Park function, resulting in possible injury or property damage.
Consequence:
Even though the transmission shift lever may have been placed in the ‘Park’ position, the vehicle may roll away if the parking brake is not been set.
Remedy:
In order to fix this rather serious 10R80 transmission problem, Ford dealers will inspect the transmission to determine if the roll pin is missing. Should one be needed, it will be installed free of charge. Ford began notifying owners in April 2018. Owners can contact Ford customer service at 1-866-436-7332, referring to the Ford recall 18S09. Or they can contact the national Highway traffic safety administration at 1-888-327-4236, referring to recall 18V213000.