Fords new 10 speed trans
#17
01-24-2015, 09:48 PM
#21
01-25-2015, 11:19 AM
Cargo Master
I've always thought Ford's transmissions were pretty stout. GM's, on the other hand, seemed like junk. I know a lot of guys that burned up trannies in their GM trucks using them around the farm, the Fords would hold up fine though.
#23
01-25-2015, 10:58 PM
#24
01-26-2015, 05:44 PM
I used to have a Jeep made by AMC, which had parts from Ford, GM, and Chrysler. Transmission was made by Aisin Warner, basically a Toyota transmission.
#25
01-28-2015, 04:34 PM
So, we know the 2017 Raptor is going to utilize the new 10 speed transmission.
The 2017 Raptor is also getting the next gen 3.5 Ecoboost which in the Ford GT is going to make north of 600 HP. It's probably safe to assume the Raptor will be 500+ horsepower and just as many ft/lbs of torque.
Is this design going to be offered in two strength classes like the 6R90 and 6R140 currently are or is the new 3.5 going to be high enough output that there's only one variant? Are we going to see the 10 speed used in Super Duty (especially in diesel, high torque applications).
How badly is the transmission going to necessitate torque management to save itself? I believe most modern transmission designs require communication between the ECU and TCU (if they're not integrated into one) to time shifts and engine output to prevent transmission destruction. Are we ever going to see a modern transmission that the aftermarket community can utilize? I'd love to have a replacement for the E4OD/4R100 with its relative low ratio spread compared to modern 6, 8, or 10 speed transmissions.
The 2017 Raptor is also getting the next gen 3.5 Ecoboost which in the Ford GT is going to make north of 600 HP. It's probably safe to assume the Raptor will be 500+ horsepower and just as many ft/lbs of torque.
Is this design going to be offered in two strength classes like the 6R90 and 6R140 currently are or is the new 3.5 going to be high enough output that there's only one variant? Are we going to see the 10 speed used in Super Duty (especially in diesel, high torque applications).
How badly is the transmission going to necessitate torque management to save itself? I believe most modern transmission designs require communication between the ECU and TCU (if they're not integrated into one) to time shifts and engine output to prevent transmission destruction. Are we ever going to see a modern transmission that the aftermarket community can utilize? I'd love to have a replacement for the E4OD/4R100 with its relative low ratio spread compared to modern 6, 8, or 10 speed transmissions.
#26
02-01-2015, 04:44 AM
Senior User
One of the trucks at work I drive is an International Prostar with a 13 speed automated manual transmission. My guess is there will be no paddle shifters in the Raptor unlike the push buttons I have on the steering wheel as well as on the shift consol on the dash. One of the features on the Cornbinder is when in normal auto mode it skip shifts up and down so i imagine when you are not hard on the loud peddle the Raptor will skip shift too. This truck can gross about 140,000 pounds gross or almost 100 grand on the deck and skip shifts with the loud peddle sitting on the floor. It is the nature of the programming that it may or may not skip shift to give the best combination of fuel economy and acceleration that is called for.
Just my 2 cents and some out loud thinking
Just my 2 cents and some out loud thinking
#27
02-08-2015, 11:08 PM
My dad drove nothing but Fords all of his life, my three brothers and I have drove mostly Fords all of our lives and none of us ever had any problems that I can remember with our transmissions. We've worn out a few clutch's on our standards but that's it. Our Uncle George LOVED the big old Ford station wagons with the 429's in them and he drove them hard. He always had lots of stories about stop light racing and he didn't have any trouble with his transmissions either.
Anyway, my 2 cents.
#28
02-09-2015, 07:30 PM
#30
02-11-2015, 06:36 AM
News to me. I've been driving nothing but Ford trucks since 1995. The only issue I have had with a transmission was a rear seal failure in my 1995 F-150 (4R70W transmission) that cost about $80 to repair at a transmission shop. That transmission went over 340k miles with just that one problem. The 5R110W in my Super Duty has absorbed more abuse than I have ever thrown at a truck, and it just shrugs it off and keeps working.