Ford–GM 10-speed automatic transmission

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]

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

Gearset Concept: New Paradigm For Improved Cost-Effectiveness

Gearset Concept: Cost-Effectiveness^[a]

With Assessment	Output: Gear Ratios	Innovation Elasticity[b] Δ Output : Δ Input	Input: Main Components
			Total	Gearsets	Brakes	Clutches
10R & 10L Ref. Object	${\displaystyle n_{O1}}$ ${\displaystyle n_{O2}}$	Topic[b]	${\displaystyle n_{I}=n_{G}+}$ ${\displaystyle n_{B}+n_{C}}$	${\displaystyle n_{G1}}$ ${\displaystyle n_{G2}}$	${\displaystyle n_{B1}}$ ${\displaystyle n_{B2}}$	${\displaystyle n_{C1}}$ ${\displaystyle n_{C2}}$
Δ Number	${\displaystyle n_{O1}-n_{O2}}$		${\displaystyle n_{I1}-n_{I2}}$	${\displaystyle n_{G1}-n_{G2}}$	${\displaystyle n_{B1}-n_{B2}}$	${\displaystyle n_{C1}-n_{C2}}$
Relative Δ	Δ Output ${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}$	${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$ ${\displaystyle ={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}\cdot {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}}$	Δ Input ${\displaystyle {\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$	${\displaystyle {\tfrac {n_{G1}-n_{G2}}{n_{G2}}}}$	${\displaystyle {\tfrac {n_{B1}-n_{B2}}{n_{B2}}}}$	${\displaystyle {\tfrac {n_{C1}-n_{C2}}{n_{C2}}}}$
GM 10L GM 8L[c]	10[d] 8[d]	Progress General Motors[b]	10 9	4 4	2 2	4 3
Δ Number	2		1	0	0	1
Relative Δ	0.250 ${\displaystyle {\tfrac {2}{8}}}$	2.250[b] ${\displaystyle {\tfrac {2}{8}}:{\tfrac {1}{9}}={\tfrac {1}{4}}\cdot {\tfrac {9}{1}}={\tfrac {9}{4}}}$	0.111 ${\displaystyle {\tfrac {1}{9}}}$	0.000 ${\displaystyle {\tfrac {0}{4}}}$	0.000 ${\displaystyle {\tfrac {0}{2}}}$	0.333 ${\displaystyle {\tfrac {1}{3}}}$
Ford 10R Ford 6R[c]	10[d] 6[d]	Progress Ford[b]	10 8	4 3	2 2	4 3
Δ Number	4		2	1	0	1
Relative Δ	0.667 ${\displaystyle {\tfrac {4}{6}}}$	2.667[b] ${\displaystyle {\tfrac {4}{6}}:{\tfrac {2}{8}}={\tfrac {2}{3}}\cdot {\tfrac {4}{1}}={\tfrac {8}{3}}}$	0.250 ${\displaystyle {\tfrac {2}{8}}}$	0.333 ${\displaystyle {\tfrac {1}{3}}}$	0.000 ${\displaystyle {\tfrac {0}{2}}}$	0.333 ${\displaystyle {\tfrac {1}{3}}}$
10R & 10L 8HP[e]	10[d] 8[d]	Current Market Position[b]	10 8	4 4	2 2	4 3
Δ Number	2		1	0	0	1
Relative Δ	0.250 ${\displaystyle {\tfrac {2}{8}}}$	2.250[b] ${\displaystyle {\tfrac {2}{8}}:{\tfrac {1}{9}}={\tfrac {1}{4}}\cdot {\tfrac {9}{1}}={\tfrac {9}{4}}}$	0.111 ${\displaystyle {\tfrac {1}{9}}}$	0.000 ${\displaystyle {\tfrac {0}{4}}}$	0.000 ${\displaystyle {\tfrac {0}{2}}}$	0.333 ${\displaystyle {\tfrac {1}{3}}}$
10R & 10L 3-Speed[f]	10[d] 3[d]	Historical Market Position[b]	10 7	4 2	2 3	4 2
Δ Number	7		3	2	-1	2
Relative Δ	2.333 ${\displaystyle {\tfrac {7}{3}}}$	5.444[b] ${\displaystyle {\tfrac {7}{3}}:{\tfrac {3}{7}}={\tfrac {7}{3}}\cdot {\tfrac {7}{3}}={\tfrac {49}{9}}}$	0.429 ${\displaystyle {\tfrac {3}{7}}}$	1.000 ${\displaystyle {\tfrac {2}{2}}}$	−0.333 ${\displaystyle {\tfrac {-1}{3}}}$	1.000 ${\displaystyle {\tfrac {2}{2}}}$
Progress increases cost-effectiveness and is reflected in the ratio of forward gears to main components. It depends on the power flow: parallel: using the two degrees of freedom of planetary gearsets to increase the number of gears with unchanged number of components serial: in-line combined planetary gearsets without using the two degrees of freedom to increase the number of gears a corresponding increase in the number of components is unavoidable 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) Direct Predecessor To reflect the progress of the specific model change plus 1 reverse gear Current Reference Standard (Benchmark) The 8HP has become the new reference standard (benchmark) for automatic transmissions 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

Gearset Concept: Quality

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.
  • The transmission does not offer any significantly smaller steps between the upper gears
  • Where this is more important than in the lower gears.
  • The transmission does not offer any increase in the overall range.
• The ratios of the 10 gears are
  • much more unevenly distributed than in the 8-speed architecture
  • and even more uneven than in the direct competitor 9G-Tronic from Mercedes-Benz.
  • The gear step from 9th to 10th gear is unfavorably small at less than 9%.

These weaknesses largely offset the advantage of the additional gears.

Gear Ratio Analysis

In-Depth Analysis With Assessment[a]					Planetary Gearset: Teeth[b]				Count	Total[c] Center[d]	Avg.[e]
Model Type	Version First Delivery				S1[f] R1[g]	S2[h] R2[i]	S3[j] R3[k]	S4[l] R4[m]	Brakes Clutches	Ratio Span	Gear Step[n]
Gear Ratio	R ${\displaystyle {i_{R}}}$	1 ${\displaystyle {i_{1}}}$	2 ${\displaystyle {i_{2}}}$	3 ${\displaystyle {i_{3}}}$	4 ${\displaystyle {i_{4}}}$	5 ${\displaystyle {i_{5}}}$	6 ${\displaystyle {i_{6}}}$	7 ${\displaystyle {i_{7}}}$	8 ${\displaystyle {i_{8}}}$	9 ${\displaystyle {i_{9}}}$	10 ${\displaystyle {i_{10}}}$
Step[n]	${\displaystyle -{\frac {i_{R}}{i_{1}}}}$[o]	${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$[p]	${\displaystyle {\frac {i_{2}}{i_{3}}}}$	${\displaystyle {\frac {i_{3}}{i_{4}}}}$	${\displaystyle {\frac {i_{4}}{i_{5}}}}$	${\displaystyle {\frac {i_{5}}{i_{6}}}}$	${\displaystyle {\frac {i_{6}}{i_{7}}}}$	${\displaystyle {\frac {i_{7}}{i_{8}}}}$	${\displaystyle {\frac {i_{8}}{i_{9}}}}$	${\displaystyle {\frac {i_{9}}{i_{10}}}}$
Δ Step[q][r]			${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}}$	${\displaystyle {\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}}$	${\displaystyle {\tfrac {i_{6}}{i_{7}}}:{\tfrac {i_{7}}{i_{8}}}}$	${\displaystyle {\tfrac {i_{7}}{i_{8}}}:{\tfrac {i_{8}}{i_{9}}}}$	${\displaystyle {\tfrac {i_{8}}{i_{9}}}:{\tfrac {i_{9}}{i_{10}}}}$
Shaft Speed	${\displaystyle {\frac {i_{1}}{i_{R}}}}$	${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$	${\displaystyle {\frac {i_{1}}{i_{3}}}}$	${\displaystyle {\frac {i_{1}}{i_{4}}}}$	${\displaystyle {\frac {i_{1}}{i_{5}}}}$	${\displaystyle {\frac {i_{1}}{i_{6}}}}$	${\displaystyle {\frac {i_{1}}{i_{7}}}}$	${\displaystyle {\frac {i_{1}}{i_{8}}}}$	${\displaystyle {\frac {i_{1}}{i_{9}}}}$	${\displaystyle {\frac {i_{1}}{i_{10}}}}$
Δ Shaft Speed[s]	${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{9}}}-{\tfrac {i_{1}}{i_{8}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{10}}}-{\tfrac {i_{1}}{i_{9}}}}$
Specific Torque[t]	${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}}$[u]	${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}}$[u]	${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}}$[u]	${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}}$[u]	${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}}$[u]	${\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}}$[u]	${\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}}$[u]	${\displaystyle {\tfrac {T_{2;7}}{T_{1;7}}}}$[u]	${\displaystyle {\tfrac {T_{2;8}}{T_{1;8}}}}$[u]	${\displaystyle {\tfrac {T_{2;9}}{T_{1;9}}}}$[u]	${\displaystyle {\tfrac {T_{2;10}}{T_{1;10}}}}$[u]
Efficiency ${\displaystyle \eta _{n}}$[t]	${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}:{i_{R}}}$	${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}:{i_{1}}}$	${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}:{i_{2}}}$	${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}:{i_{3}}}$	${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}:{i_{4}}}$	${\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}:{i_{5}}}$	${\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}:{i_{6}}}$	${\displaystyle {\tfrac {T_{2;7}}{T_{1;7}}}:{i_{7}}}$	${\displaystyle {\tfrac {T_{2;8}}{T_{1;8}}}:{i_{8}}}$	${\displaystyle {\tfrac {T_{2;9}}{T_{1;9}}}:{i_{9}}}$	${\displaystyle {\tfrac {T_{2;10}}{T_{1;10}}}:{i_{10}}}$
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[n]
Gear Ratio	−4.8661 ${\displaystyle -{\tfrac {40,851}{8,395}}}$	4.6957 ${\displaystyle {\tfrac {108}{23}}}$	2.9851[r] ${\displaystyle {\tfrac {2403}{805}}}$	2.1462 ${\displaystyle {\tfrac {3,024}{1,409}}}$	1.7690[n][s] ${\displaystyle {\tfrac {743}{420}}}$	1.5201[n][r][s] ${\displaystyle {\tfrac {80,244}{52,789}}}$	1.2751[n][r] ${\displaystyle {\tfrac {9,289,296}{7,285,081}}}$	1.0000[n] ${\displaystyle {\tfrac {1}{1}}}$	0.8536[r][s] ${\displaystyle {\tfrac {650,168}{720,653}}}$	0.6892 ${\displaystyle {\tfrac {3,204}{4,649}}}$	0.6357[s] ${\displaystyle {\tfrac {89}{140}}}$
Step	1.0363	1.0000	1.5730	1.3909	1.2132[n]	1.1638[n]	1.1921[n]	1.2751[n]	1.1715	1.2386	1.0841
Δ Step[q]			1.1310[r]	1.1465	1.0425	0.9762[r]	0.9349[r]	1.0885	0.9458[r]	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[s]	0.4347[s]	0.5935	1.0131	0.8052[s]	1.3126	0.5730[s]
Specific Torque[t]	–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 ${\displaystyle \eta _{n}}$[t]	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[n]
Gear Ratio	−4.6951 ${\displaystyle -{\tfrac {23,865}{5,083}}}$	4.6154 ${\displaystyle {\tfrac {60}{13}}}$	2.9186 ${\displaystyle {\tfrac {645}{221}}}$	2.1319 ${\displaystyle {\tfrac {5,400}{2,533}}}$	1.7733[n][s] ${\displaystyle {\tfrac {3,497}{1,972}}}$	1.5188[n][r][s] ${\displaystyle {\tfrac {41,964}{27,629}}}$	1.2773[n][r] ${\displaystyle {\tfrac {303,768}{237,827}}}$	1.0000[n] ${\displaystyle {\tfrac {1}{1}}}$	0.8514[r][s] ${\displaystyle {\tfrac {6,192}{7,273}}}$	0.6871 ${\displaystyle {\tfrac {516}{751}}}$	0.6324[s] ${\displaystyle {\tfrac {43}{68}}}$
Step	1.0173	1.0000	1.5814	1.3690	1.2022[n]	1.1676[n]	1.1891[n]	1.2773[n]	1.1746	1.2391	1.0866
Δ Step[q]			1.1551	1.1388	1.0297	0.9819[r]	0.9310[r]	1.0874	0.9479[r]	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[s]	0.4360[s]	0.5747	1.0019	0.8058[s]	1.2962	0.5814[s]
Specific Torque[t]	–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 ${\displaystyle \eta _{n}}$[t]	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[n]
Gear Ratio	−4.5448 ${\displaystyle -{\tfrac {553,007}{121,680}}}$	4.5385 ${\displaystyle {\tfrac {59}{13}}}$	2.8681[r] ${\displaystyle {\tfrac {413}{144}}}$	2.0609 ${\displaystyle {\tfrac {4,602}{2,233}}}$	1.7153[n][s] ${\displaystyle {\tfrac {247}{144}}}$	1.4817[n][r][s] ${\displaystyle {\tfrac {14,573}{9,835}}}$	1.2583[n][r] ${\displaystyle {\tfrac {57,702}{45,857}}}$	1.0000[n] ${\displaystyle {\tfrac {1}{1}}}$	0.8506[r][s] ${\displaystyle {\tfrac {34,692}{40,787}}}$	0.6877 ${\displaystyle {\tfrac {5,369}{7,807}}}$	0.6319[s] ${\displaystyle {\tfrac {91}{144}}}$
Step	1.0014	1.0000	1.5824	1.3916	1.2015[n]	1.1576[n]	1.1776[n]	1.2583[n]	1.1757	1.2368	1.0883
Δ Step[q]			1.1371[r]	1.1583	1.0379	0.9830[r]	0.9358[r]	1.0703	0.9506[r]	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[s]	0.4170[s]	0.5439	0.9317	0.7974[s]	1.2635	0.5824[s]
Specific Torque[t]	–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 ${\displaystyle \eta _{n}}$[t]	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[n]
Gear Ratio	−4.8854 ${\displaystyle -{\tfrac {49,929}{10,220}}}$	4.7143 ${\displaystyle {\tfrac {33}{7}}}$	2.9969[r] ${\displaystyle {\tfrac {2,937}{980}}}$	2.1488 ${\displaystyle {\tfrac {462}{215}}}$	1.7690[n][s] ${\displaystyle {\tfrac {743}{420}}}$	1.5209[n][r][s] ${\displaystyle {\tfrac {24,519}{16,121}}}$	1.2755[n][r] ${\displaystyle {\tfrac {1,419,198}{1,112,671}}}$	1.0000[n] ${\displaystyle {\tfrac {1}{1}}}$	0.8535[r][s] ${\displaystyle {\tfrac {93,984}{110,117}}}$	0.6890 ${\displaystyle {\tfrac {979}{1,421}}}$	0.6357[s] ${\displaystyle {\tfrac {89}{140}}}$
Step	1.0363	1.0000	1.5730	1.3947	1.2147[n]	1.1631[n]	1.1924[n]	1.2755[n]	1.1717	1.2389	1.0837
Δ Step[q]			1.1279[r]	1.1482	1.0443	0.9754[r]	0.9349[r]	1.0886	0.9458[r]	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[s]	0.4347[s]	0.5965	1.0182	0.8092[s]	1.3192	0.5730[s]
Specific Torque[t]	–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 ${\displaystyle \eta _{n}}$[t]	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
Actuated Shift Elements[v]
Brake A[w]	❶	❶	❶						❶	❶	❶
Brake B[x]	❶	❶	❶	❶	❶	❶	❶
Clutch C[y]			❶	❶	❶	❶		❶		❶	❶
Clutch D[z]	❶	(❶)	❶	❶	❶		❶	❶	❶		❶
Clutch E[aa]		❶		❶		❶	❶	❶	❶	❶
Clutch F[ab]	❶				❶	❶	❶	❶	❶	❶	❶
Gears Using ZF 8HP Logic And New Gears
ZF 8HP	R	1	2	3	4	5		6	7		8
10R & 10L	New	1	2	3	4	New	New	7	New	New	10
Geometric Ratios
Ratio R–2 & 10 Ordinary[ac] Elementary Noted[ad]	${\displaystyle i_{R}=-{\frac {R_{2}R_{3}(S_{4}+R_{4})}{S_{3}S_{4}(S_{2}+R_{2})}}}$			${\displaystyle i_{1}={\frac {S_{4}+R_{4}}{S_{4}}}}$		${\displaystyle i_{2}={\frac {R_{2}(S_{4}+R_{4})}{S_{4}(S_{2}+R_{2})}}}$			${\displaystyle i_{10}={\frac {R_{2}}{S_{2}+R_{2}}}}$
	${\displaystyle i_{R}=-{\tfrac {1+{\tfrac {R_{4}}{S_{4}}}}{\left(1+{\tfrac {S_{2}}{R_{2}}}\right){\tfrac {S_{3}}{R_{3}}}}}}$			${\displaystyle i_{1}=1+{\tfrac {R_{4}}{S_{4}}}}$		${\displaystyle i_{2}={\tfrac {1+{\tfrac {R_{4}}{S_{4}}}}{1+{\tfrac {S_{2}}{R_{2}}}}}}$			${\displaystyle i_{10}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}}}}$
Ratio 3–4 & 9 Ordinary[ac] Elementary Noted[ad]	${\displaystyle i_{3}={\frac {(S_{1}+R_{1})(S_{4}+R_{4})}{S_{1}(S_{4}+R_{4})+S_{4}R_{1}}}}$					${\displaystyle i_{4}=1+{\frac {S_{2}R_{1}}{S_{1}(S_{2}+R_{2})}}}$			${\displaystyle i_{9}={\frac {R_{2}(S_{4}+R_{4})}{R_{2}(S_{4}+R_{4})+S_{2}R_{4}}}}$
	${\displaystyle i_{3}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {R_{1}}{S_{1}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {R_{4}}{S_{4}}}\right)}}}}}$					${\displaystyle i_{4}=1+{\tfrac {\tfrac {R_{1}}{S_{1}}}{1+{\tfrac {R_{2}}{S_{2}}}}}}$			${\displaystyle i_{9}={\tfrac {1}{1+{\tfrac {\tfrac {S_{2}}{R_{2}}}{1+{\tfrac {S_{4}}{R_{4}}}}}}}}$
Ratio 5 & 8 Elementary Noted[ad]	${\displaystyle i_{5}={\frac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{4}+R_{4})}{S_{1}(S_{2}+R_{2})(S_{4}+R_{4})+R_{1}S_{2}S_{4}}}}$						${\displaystyle i_{8}={\frac {R_{2}(S_{3}+R_{3})(S_{4}+R_{4})}{R_{2}(S_{3}+R_{3})(S_{4}+R_{4})+S_{2}S_{3}R_{4}}}}$
	${\displaystyle i_{5}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {\tfrac {R_{1}}{S_{1}}}{1+{\tfrac {R_{2}}{S_{2}}}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}\left(1+{\tfrac {R_{2}}{S_{2}}}\right)\right)\left(1+{\tfrac {R_{4}}{S_{4}}}\right)}}}}}$						${\displaystyle i_{8}={\tfrac {1}{1+{\tfrac {1}{{\tfrac {R_{2}}{S_{2}}}\left(1+{\tfrac {R_{3}}{S_{3}}}\right)\left(1+{\tfrac {S_{4}}{R_{4}}}\right)}}}}}$
Ratio 6 & 7 Ordinary[ac] Elementary Noted[ad]	${\displaystyle i_{6}={\frac {(S_{1}R_{2}(S_{3}+R_{3})+S_{2}S_{3}(S_{1}+R_{1}))(S_{4}+R_{4})}{(S_{1}R_{2}(S_{3}+R_{3})+S_{1}S_{2}S_{3})(S_{4}+R_{4})+R_{1}S_{2}S_{3}S_{4}}}}$									${\displaystyle i_{7}={\frac {1}{1}}}$
	${\displaystyle i_{6}={\tfrac {1}{1+{\tfrac {\tfrac {S_{2}}{R_{2}}}{1+{\tfrac {R_{3}}{S_{3}}}}}\left(1+{\tfrac {\tfrac {R_{1}}{S_{1}}}{1+{\tfrac {R_{4}}{S_{4}}}}}\right)}}+{\tfrac {1}{{\tfrac {1+{\tfrac {R_{2}}{S_{2}}}\left(1+{\tfrac {R_{3}}{S_{3}}}\right)}{1+{\tfrac {R_{1}}{S_{1}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {R_{4}}{S_{4}}}\right)}}}}}$
Kinetic Ratios
Specific Torque[t] R–2 & 10	${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}=-{\tfrac {1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}}{\left(1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}\right){\tfrac {S_{3}}{R_{3}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$			${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}=1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}}$		${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}={\tfrac {1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}}{1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$			${\displaystyle {\tfrac {T_{2;10}}{T_{1;10}}}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$
Specific Torque[t] 3–4 & 9	${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {R_{1}}{S_{1}}}{\eta _{0}}^{\tfrac {1}{2}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}{\eta _{0}}^{\tfrac {1}{2}}\right)\left(1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}\right)}}}}}$					${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}=1+{\tfrac {{\tfrac {R_{1}}{S_{1}}}\eta _{0}}{1+{\tfrac {R_{2}}{S_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$			${\displaystyle {\tfrac {T_{2;9}}{T_{1;9}}}={\tfrac {1}{1+{\tfrac {{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}{1+{\tfrac {S_{4}}{R_{4}}}\eta _{0}}}}}}$
Specific Torque[t] 5 & 8	${\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {{\tfrac {R_{1}}{S_{1}}}{\eta _{0}}^{\tfrac {1}{2}}}{1+{\tfrac {R_{2}}{S_{2}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{2}}}}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}{\eta _{0}}^{\tfrac {1}{2}}\left(1+{\tfrac {R_{2}}{S_{2}}}{\eta _{0}}^{\tfrac {1}{2}}\right)\right)\left(1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}\right)}}}}}$						${\displaystyle {\tfrac {T_{2;8}}{T_{1;8}}}={\tfrac {1}{1+{\tfrac {1}{{\tfrac {R_{2}}{S_{2}}}\eta _{0}\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right)\left(1+{\tfrac {S_{4}}{R_{4}}}\eta _{0}\right)}}}}}$
Specific Torque[t] 6 & 7	${\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}={\tfrac {1}{1+{\tfrac {{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{2}}}}}{1+{\tfrac {R_{3}}{S_{3}}}{\eta _{0}}^{\tfrac {1}{2}}}}\left(1+{\tfrac {{\tfrac {R_{1}}{S_{1}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{3}}}}}{1+{\tfrac {R_{4}}{S_{4}}}{\eta _{0}}^{\tfrac {1}{2}}}}\right)}}+{\tfrac {1}{{\tfrac {1+{\tfrac {R_{2}}{S_{2}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{2}}}}\left(1+{\tfrac {R_{3}}{S_{3}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{2}}}}\right)}{1+{\tfrac {R_{1}}{S_{1}}}{\eta _{0}}^{\tfrac {1}{3}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}{\eta _{0}}^{\tfrac {1}{3}}\right)\left(1+{\tfrac {R_{4}}{S_{4}}}{\eta _{0}}^{\tfrac {1}{2}}\right)}}}}}$									${\displaystyle {\tfrac {T_{2;7}}{T_{1;7}}}={\tfrac {1}{1}}}$
Revised 14 October 2025 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) ${\displaystyle {\tfrac {i_{1}}{i_{n}}}}$ 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 Ratio Span's Center ${\displaystyle (i_{1}i_{n})^{\tfrac {1}{2}}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle Average Gear Step ${\displaystyle \left({\tfrac {i_{1}}{i_{n}}}\right)^{\tfrac {1}{n-1}}}$ 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 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) From large to small gears (from right to left) 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) 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) Specific Torque Ratio And Efficiency The specific torque is the Ratio of output torque ${\displaystyle T_{2;n}}$ to input torque ${\displaystyle T_{1;n}}$ with ${\displaystyle n=gear}$ 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 Corridor for specific torque and efficiency in planetary gearsets, the stationary gear ratio ${\displaystyle i_{0}}$ 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 ${\displaystyle \eta _{0}}$ specified here are based on assumed efficiencies for the stationary ratio ${\displaystyle i_{0}}$ of ${\displaystyle \eta _{0}=0.9800}$ (upper value) and ${\displaystyle \eta _{0}=0.9700}$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${\displaystyle {\eta _{0}}^{\tfrac {1}{2}}}$ at ${\displaystyle 0.9800^{\tfrac {1}{2}}=0.98995}$ (upper value) and ${\displaystyle 0.9700^{\tfrac {1}{2}}=0.98489}$ (lower value) 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 Ordinary Noted For direct determination of the ratio 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

Applications

Ford

10R 60

• 2020–present Ford Explorer
• 2020–present Ford Police Interceptor Utility:
  • Standard on 3.3L V6 engine models
• 2021–present Ford Bronco
• 2024–present Ford Ranger

10R 80 MHT

• 2020–2023 Ford Explorer HEV
• 2020–present Ford Police Interceptor Utility HEV
• 2020–present Lincoln Aviator HEV
• 2021–present Ford F-150 Powerboost 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:
  • Standard on 3.0L EcoBoost V6 models
• 2020–present Ford Transit
• 2023–present VW Amarok

10R 100

• 2023–present Ford Super Duty
  • Marketed as TorqShift-G
  • 6.8L Gasoline engine only
  • non-Tremor 7.3L Gasoline on 2025-present

10R 140

• 2020–present Ford Super Duty
  • Marketed as TorqShift
  • 6.7L Diesel and 7.3L Gasoline on 2023-2024
  • Tremor 7.3L Gasoline on 2025-present

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 re-designed the CDF hub inner sleeve along with publishing several TSBs related to the concern.

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

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". media.gm.com. May 11, 2016. Archived from the original on 2016-05-17.
9. "F150Hub: Ford 10R80 Automatic Transmission Specs, Ratios". Retrieved 15 July 2019.
10. "Timur Apakidze · Saturation Dive: Ford 10 Speed Transmission Power Flow". TTAC · The Truth About Cars. 2014-12-23. Retrieved 2024-01-25.
11. "F450-XL Hub: Ford 10R140 Automatic Transmission Specs 2020, Ratios". Retrieved 5 June 2020.
12. "GMC Sierra HD Specs 2020, Ratios". Retrieved 7 June 2020.
13. "Ford Explorer Specs 2020, Ratios" (PDF). Retrieved 18 June 2023.
14. "GM Global Propulsion Systems – USA Information Guide Model Year 2018" (PDF). General Motors Powertrain. Retrieved 6 February 2019.
15. https://web.archive.org/web/20230512213219/https://i.imgur.com/S9il0A8.png ^{[bare URL image file]}
16. 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.
17. 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.
18. 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.
19. 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.
20. 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.
21. Foote, Brett (17 November 2020). "FORD F-150 10R 80 TRANSMISSION LAWSUIT DISMISSED IN ILLINOIS SUPREME COURT". Ford Authority. Retrieved 27 October 2023.
22. 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
• Monster Transmission 10R80 Guide
• BD Diesel R80 Features Benefits