Careful with that figure, because that needs to include the torque convertor multiplier effect, which engine torque rating does not include.

Additionally, that figure is simply a static figure. It does not imply that the 6R80 can withstand 800 lb-ft continuously at the input shaft, no more than the 6R140 can withstand 1400lb-ft continuously either.

 

Being that the F250 6.2 puts out 405 Ft Lb of torque, I think that rating is pretty safe. Especially since it has been used already in the 434#TQ 6.2 F150 and Raptors already, and it is being beefed up from THAT point before installing them in the F250's. It will be a great trans in the F250 application.

 

Exactly! And, not to mention the current diesel is what, 860lb ft? On a 6R110? Sooooo.......yeah. the R80 shouldn't worry anyone the least bit. The only people that worry are probably just miffed they don't have bragging rights for the biggest this, that or the other thing.

 

I guess I'm not sure I follow....I would have thought the rating is for input into the transmission.

 

6R140 is the current tranny.

 

Thanks for the correction.....couldn't remember and was too lazy to dig...my bad.

 

No - the torque convertor of an automatic transmission can actually double or more than double the actual engine torque output. So, in the case of the 6.2L V8, its rated 405lb-ft could be doubled to 810 lb-ft.

The input shaft of the transmission is considered post-torque convertor.

Note that this torque multiplication effect by the convertor is only actually happening for a brief and temporary period of time - basically, stall speed of the transmission. Probably when you take off from a stop, and especially when pulling a load. The affect only lasts long enough for you to get rolling and for the torque convertor to lock up.

Nevertheless, this is the point I'm trying to make - you need "breathing room" for a transmission to last a long time. If you meet or exceed the torque rating of the transmission only briefly, its probably going to still last a long time. I'm not sure how Ford comes up with their torque ratings, but I suspect usage is definitely taken into account. The 6R80 may work fine in an F-150 application with the 6.2L because the truck itself is physically lighter, and its rated towing and payload capacities are less. If the 6R80 was put into the gas Super Duty and some fleet user plowed snow with it every winter, hauled a 10k trailer, and maxed out the payload frequently...well, that transmission is not going to last, in my opinion.

Mark can certainly chime in an correct me since he knows way more than my limited transmission knowledge.

There was an interesting thread back awhile about torque multiplication on the diesel with the 6R140 transmission. The 6R140 is rated for 1400lbs, and doubling the 800 or 860 lbs available from the diesel results in overloading the transmission. My understanding is that certain safeties are in place to prevent that doubling from ever occurring or somehow managing torque in a certain way.

I'm sure the new G trans has been fully vetted out by Ford to ensure a long life within its rated abilities. Gas mileage is a priority for HD trucks now, since they will finally be EPA rated very soon and manufacturers will have to account for them as well. The G transmission probably is a way for at least the gas F-250's to improve Ford's CAFE average.

 

The system is designed so that engine torque NEVER exceeds the transmission's rating. I don't know the multiplication factor for the converter used with the 6R140. The converter in the 5R110 diesel had a 1.8:1 factor. And the stall speed was such that you could never reach max engine torque and max multiplication at the same time. It couldn't happen, so the torque rating was never exceeded. I suspect they did the same thing here, but it happened after I had left Ford so I don't know for sure.

The trans was designed and tested to make it to design life with the vehicle at maximum gross combined weight for it's entire life.

 

Lets not forget, the 6R80 is being beefed up compared to the Version used on the 6.2 Raptors. It will be a solid transmission......

 

Well, the Torqshift-G has been out for a while now. We've known about the substantially lower first gear ratio that will make the 6.2 much more responsive off-the-line and very slightly lower 5th and 6th gears that may or may not amount to much in real life on the highway. This should wake up the 3.73 geared trucks (the default SD 6.2 ratio) and maybe even increase in-town mpg.

Since I plan to order a truck with the 6.2 the 4.30 gears anyway, are there additional significant reasons to having the F250 with the Torqshift-G over an F350 with the Torqshift for towing a 9,000 lb bumper-pull TT?

Specifically, I have not yet heard first-hand testimony of any other significant advantages this transmission will have for the F250 owner, most notably regarding speculations on better shifting performance and a bump in fuel economy.

If these speculations don't pan-out to any significant degree, I'm not sure there is a reason not to get the F350 for the additional overload capacity (Of course, if the 2017 F250 doesn't have the rear squat problem of the 11-16 this would be a plus for the new F250!).

Can anyone weigh in with specifics and real-world experience that would highlight improvements in fuel economy and/or shift performance of the Torqshift-G over the Torqshift?

 

Can anyone weigh in with specifics and real-world experience that would highlight improvements in fuel economy and/or shift performance of the Torqshift-G over the Torqshift Anyone ?

 

I went from a 2016 F250 6.2 with 3.73's to my new. I don't really notice any tranny difference. I've towed my 10K CTL and my 7500lb ToyHauler with both. The real difference I notice is #1 the 4.30 gears(big improvement) and #2 the truck pulls the loads a lot harder/stronger in the 3500 rpm range now with the motor changes for 2017.

I'm not sure how much credit the 6r100 can be given to my fuel mileage gains over my 2016, but I'm averaging 1.5 better for entire hand calc'd tanks. I do think the 4.30's helped since most of my driving is town and rural back roads.

 

Thanks for the input. I have been waiting to hear from peoples reviews about the new transmission but there has been little said, so there either aren't enough miles logged to see any problems yet or everything is working without incident.

 

Mine seems to be fine. I came from a 2014 silverado 1500 z71 and the shifts on the ford are smoother than that and seem to be more responsive. I have only pulled about 3500lbs and with that small load, it shifted like it does unloaded and temperatures were hovering around 200 (this was up 7% inclines too). I have about 2100 miles on the truck right now. I have 3.73 gears and have been averaging 13.1 hand calculated and 13.3 according to the gauge. This is with a lot of city traffic driving going to/from work.

 

I ordered a 2017 6.2l with g- transmission 4:30 gears and I'm very diasppointed. Gearing and power is great but I'm having drivetrain issues from the day it rolled off the lot. I have posted a thread on "reliable combo" thread. I wish I had never ordered the f250 but instead the f350 with a tried and trued transmission. At this point I will not recommend this new transmission. Maybe... it's not the transmission but its not tires or engine. Gas mileage for this 4x4 crew crab is averaged 11-12, unloaded mixed highway. I will post if I ever get this issue fixed.