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Following. I am wondering the same thing. I ordered a 2020 and am anxious to hear first reports on that new tranny.
Hopefully, it's been tested enough that there are no issues!
I went to drive a 2020 f450 platinum today but after driving 40 minutes to get there, I was informed that the truck wasn’t pdi yet. Might go back tomorrow if they call me
Picked up my 2020 6.7 on Friday. Took about 100-150 miles or so during the drive home for the learning strategy to smooth things out, but so far I am pleasantly surprised on how much I am liking it. After having three 6.7/6-speed trucks and being so used to that combo its been an adjustment getting used to how the truck acts while driving. You can tell the extra gears really help keep the truck in the meat of the powerband. Haven't driven the truck enough to give an accurate report on fuel economy vs the 6-speed, but I don't buy trucks worrying about that very much anyway since if I am not towing or hauling I drive something else. After she gets broke in I am looking forward to see how it handles towing. Not sure yet how I feel about not having a dipstick and a plastic pan, will have to wait and see how that works out.
Same as above. I picked my 2020 F350 King Ranch up Saturday. So far it has 150 miles. 65 highway and the rest around town. So far the 10 speed has been perfect. I am pleasantly surprised.
Overall my best way to sum up the 2020 is you can tell it’s the 2nd gen of this body style. It’s a more polished truck. I loved the 17-19, but the 20 rides better, turns smoother and the 10 speed so far has been done well. I know it’s only 150 miles, but when you get out of one and into another you can tell a lot quick.
NEW 10 SPEED TORQSHIFT® HEAVY DUTY SELECTSHIFT® AUTOMATIC TRANSMISSION
10R140 10 Speed Heavy Duty Build Features and Facts
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TLDNR Spare Me The Details Summary Comparison between Super Duty vs F-150 10 speeds:
Physically, these two 10 speed transmissions are very different
Functionally, these two 10 speed transmissions are very similar
Differences between 10R140 10 speed in Super Duty versus 10R80 10 Speed Automatic in F-150
Entire 10R140 is physically larger in length, width, height, and girth than the 10R80
While only 3.5 lbs heavier than the 6R140, the 10R140 is over 120 lbs heavier than the 10R80 (353.5 lbs. vs 230+/- lbs.)
The 10R140 can handle nearly twice as much input torque and twice as much load as the 10R80
Testing cycles during development were tougher and longer in duration
2.5 million miles of developement testing logged for the 10R140
All sun, ring, and planetary gears are different, despite being similar in layout, arrangement, design, and drive ratios produced when combined
Torque converter is different, as is the TC lock up schedule and strategy
Input shaft is longer and thicker, as are the intermediate and output shafts
Output planetary set gears are larger
Torque converter is different
93% of the transmission parts are different between the Super Duty 10R140 10 speed vs the F-150 10R80 10 speed
The remaining 7% parts in common do not transmit torque... solenoids, switches, spring valves in control system, etc
The operator selectable drive modes differ in name, number available, and function between the 10R140 and the 10R80
Similarities shared by Super Duty 10R140 10 Speed and F-150 10R80 10 speed transmissions
Shares same architecture and power flow
Shares same number and arrangement of clutches (although not the same number of individual clutch plates within a clutch element pack, depending on engine application)
Shares same number and arrangement of gear sets (although the gear teeth, gear size, and number of planetary gears in the gear carriers differ between models)
Shares new oil forumulation for the transmission lubricant... The latest Mercon ULV is specified for both 10 speeds
Clutch design details that are shared/similar
Centrally mounted triple clutch assembly on the intermediate shaft
Six clutches in all: four rotating elements, and two brake elements (Brake A, B; Rotating Clutch C, D, E, & F)
The brake elements (A & B) are nested one inside of the other, which reduced the length of the transmission
The nested clutch and hub design not only saves space, but permits fluid relief that can lead to less parasitic losses when clutch is open
Two of the four rotating clutch elements (D & F) are also nested
The nested brake and clutch elements helped enable 10 speeds to fit in the same overall transmission case length of a 6 speed
No matter which gear, only two clutches are off/open at any given time, to reduce friction losses
The 6 speed design typically drags three clutches instead of just two... so the 10 speed clutch engagement design reduces parasitic losses
Wavy springs implemented between some clutch elements to push clutches apart, to prevent drag/losses
Up/down shifts require one shift element to be opened while another is closed simultaneously, which reduces the time to accomplish shift
Paired clutch engagement/disengagement results in smoother shifts
Torque Converter Clutch can remain engaged during gear shifts
Each gear set consists of a sun gear, a ring gear, and 3 or 4 planetary gears (depending on application) affixed in a carrier assembly
Intermediate shaft connected to three shift elements, but not rigidly connected to any gear set... a unique aspect of the 10 speed family
Having only two shift elements open in any given gear aids efficiency
6 Under Drive gear ratios, 1 Direct Drive ratio, 3 Over Drive ratios
DEEP (short) First gear ratio (misnomered by Ford Transmission Manager Greg Stout as "tall" on more than one occasion
Torque Converter aspects that are similar
Electronic Control Capacity Converter Clutch (ECCC)
Converter clutch programmed to lock up earlier than previous transmissions for fuel efficiency
Integrated solenoids
Power Flow Sequence that is similar
The rigid connections between various sun, pinion, and ring components across the 4 planetary gear sets are the same in both the light duty 10R80 and heavy duty 10R140 iterations, even though the gears differ
The clutch apply and release engagement sequence throughout gear shift selection are also the same
Fluid Pump(s) that are similar
Variable Displacement, off axis from main shaft, mechanically driven fluid pump
Pump output dynamically adjusts to full displacement when transmission needs fluid, but otherwise reduces pump volume for less load
Secondary electrically driven fluid pump acts in lieu of hydraulic accumulator, and takes up less space
Electrical pump actuation enables idle stop and idle neutral capability
Both pumps combined are coordinated to regulate fluid pressure, temperature, and flow to acheive optimal efficiency
All 10 speed transmissions have operator selectable drive modes... this feature is held in common
The number, name, purpose, and function of the drive modes differ from model to model, engine to engine
In the case of the 10R140, there is a difference between gas vs diesel, as well as pickup vs chassis cab
Features and Facts on the New 10R140 in Super Duty Applications
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Differences between Gas, Diesel, Pickup, and Chassis Cab versions of 10 speed 10R140
Individual clutch plates are dropped (deleted) from two clutch pack elements in the Gas version, hence the Diesel version has more clutch holding surface area than Gas version
Pinion gears are dropped (deleted) from two planetary gear sets in the Gas version
Diesel version has four pinion planetaries where the gas version has 3 pinion planetaries in two out of the four planetary gear sets in the transmission
The fluid capacity is a tenth of a quart less in the Diesel version, likely due to the additional space the two extra pinion gears and clutch plates occupy within the case
An auto Neutral in Idle mode is available in Chassis Cabs, that is not available in Pickups
The PTO provision must be ordered in Gas version, and in Pick Ups, regardless of engine
The PTO is standard in Diesel Chassis Cabs whether ordered or not (new for 2020)
All About the All New PTO
PTO development inside and outside the transmission is done by Ford in conjunction and coordination with aftermarket PTO manufacturers, such as Parker Chelsea and Muncie (examples), who are brought into Ford's transmission engineering and validation processes early on, as the transmission is being designed, rather than after the fact. Ford provides prototype transmissions to the aftermarket, and the aftermarket provides prototype PTO units to Ford. Both test each other's function, as far as PTO, compare notes, and make design adjustments accordlingly. This is why there are 10 bolt PTO units for the 10R140 transmission that are already available for purchase from the aftermarket prior to Ford shipping trucks equipped with the 10R140. Ford is making an unprecedented effort to emphasize this point to potential customers now that GM offers a fully factory integrated PTO in their "Allison" branded (but similar in gear sets, clutches and power flow to Ford's) 10 speed.
10 Bolt PTO (prior years 6 bolt) offers more attachment strength and better sealing
300 lb.-ft of torque now available (prior year limited to 250 lb.-ft), a 20% increase in 2020
Competition is rated to only 250 ft lbs (Ram Aisin AS69RC) and GM Allisons (all versions)
Ford 10 bolt PTO window opening widened for wider PTO devices in the aftermarket
Ford Live Drive PTO (mobile PTO usage while driving) carried over from previous year
Split Shaft PTO (with large PTO unit placed between trans and driveline) is accommodated
PTO port available on Driver side ONLY in Ford, and aftermarket units must compete for packaging space with front drive shaft and transfer case on 4WD models
By comparison, PTO available on Passenger side ONLY in GM 3500 Chassis cab and HD pickups with built in PTO drive unit fully factory integrated in GM built "Allison" branded 10 speed transmission sharing similar DNA with Ford. No aftermarket drive unit required.
By comparison, PTO ports available on BOTH Driver and passenger sides in RAM 3500HD pickups and 3500/4500/5500 chassis cabs with Aisin Heavy Duty 6 speed AS69RC.
By comparison, PTO available on BOTH driver and passenger sides, with simultaneous siamesed PTO usage permitted, in Navistar assembled GM SilveradoHD 4500/5500/6500 straight frame rail chassis cabs with 1700/2700 series genuine Allison built transmissions.
Operator Selectable Drive Modes Available in 10R140 in Super Duty Applications
Normal Mode: (Default)
Slippery Mode: (In lighter vehicle/transmission applications described as Grass/Gravel/Wet/LightSnow Mode) Intended to limit wheel spin, operates in conjuction with brakes and electronic stability controls, less aggressive shift and throttle input reactions
Deep Snow and Sand Mode: Agressive reaction to throttle inputs, allows wheel spin, holds gears longer, intended to power through difficult spots
Tow/Haul Mode: Operates similar to previous years, reduces gear hunting on light or undulating grades, downshifts more aggressively, permits individual gear shifting
Commercial Vehicle Mode: Limited to Chassis Cab models only (stated to be a Ford Marketing decision). Automatically shifts transmission into neutral when idling at stop lights, and automatically shifts back into drive again on throttle input. Similar in principal to genuine Allison commercial automatics (2000/3000/4000 series) that have Neutral on Stop capabiity to reduce fuel wasted from higher idle speed required to keep engine from stalling in Drive
Off Road Mode: Limited to Tremor only. Includes sensor to seek and destroy Ram Power Wagons within vicinity. j/k! I didn't pay attention to what this mode does, but will update later
A THIRD variant of RWD/4WD 10 speed transmission is coming within 3 years... the 10R100
It is speculated that the 10R100 will eventually replace the 6R100 G
BOTH current models of Ford 10 Speed transmissions are already slated for major internal updates within the next 3 years, even though the 10R140 just started shipping to customers this month
The Livonia Transmission Plant is committed to a $100 million dollar investment. in part to upgrade the 10R80, as well as built the new BEV eTrans.
The Sharonville Ohio Transmission Plant is committed to a $130 million dollar investment, in part to ugrade the 10R140, the 10R80, and build the new 10R100.
Brief talk about that GM "Allison" 10 speed for the 2020 Silverado and Sierra 2500HD/3500HD
Uses 4 simple planetary gear sets.
Uses 6 clutch/shift elements... 4 rotating clutches, and two brake clutches.
Uses an off axis variable displacement pump
Uses a second electically actuated pump in lieu of hydraulic accumulator
Uses an integral one piece case that incorporates the bell housing
Hmmmm.... does any of the above sound familiar?
Architecturally, yes. But gear ratios, controls, and PTO implementation obviously differ.
Ford lead the RWD design in the GM-Ford Transmission partnership, while GM lead FWD
Ford applied for and received patents on many inventions in the shared RWD 10 Speed
Source for GM transmission info: GM Tech Link, A General Motors Service Publication
Closing thought: GM uses a metal pan. Ford's new 10R140 trans pan is plastic... for "lightweighting". Bring back memories of plastic oil pans on the first year 2011 6.7?
Gear Ratio Range Comparisons
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10 Speed 10R140 TorqShift® Heavy Duty with SelectShift® (New for 2020)
1 -- 4.615
2 -- 2.919
3 -- 2.132
4 -- 1.773
5 -- 1.519
6 -- 1.277
7 -- 1.000
8 -- 0.851
9 -- 0.687
10- 0.632
Reverse -- 4.695
6 Speed 6R140 TorqShift® Heavy Duty with SelectShift®
Let a truck get more than 100 miles before we start to judge fuel mileage.
I’m guessing the engine improvements will have more impact, 10 speed which will run a flatter RPM to speed., a better intake system..
A tad lower height with 3:31 gears with a slightly higher final? Probably a couple would be great.
I don’t get these responses. If your looking for high mpg then don’t buy any kind of super duty truck of any brand. It’s a truck made to pull not cruise in.
I don’t get these responses. If your looking for high mpg then don’t buy any kind of super duty truck of any brand. It’s a truck made to pull not cruise in.
Because many of us use them to make money. Some months my fleet fuel card goes over 20 grand. All in Ford pickups. So mpg is a big deal. When Ford screws us for being loyal like they did in '08, it costs profit from our business.
Relative to other years of Ford superdutys, we would like to know and compare to our past
experience.
Same as above. I picked my 2020 F350 King Ranch up Saturday. So far it has 150 miles. 65 highway and the rest around town. So far the 10 speed has been perfect. I am pleasantly surprised.
Overall my best way to sum up the 2020 is you can tell it’s the 2nd gen of this body style. It’s a more polished truck. I loved the 17-19, but the 20 rides better, turns smoother and the 10 speed so far has been done well. I know it’s only 150 miles, but when you get out of one and into another you can tell a lot quick.
Rides better, turns smoother? Are there suspension steering or front end changes 17-19 to 20?
Rides better, turns smoother? Are there suspension steering or front end changes 17-19 to 20?
Maybe he has adaptive steering now, but didn't before. I don't know, but I dont think there have been any changes to the suspension or steering components.
Not liking the left side P.T.O. on the 10R140, but that will only matter to a small number of fleet operators.
With aftertreatment systems nowadays, the left side PTO can actually offer more room for the auxilliary drive, even with a 4WD front drove shaft in the way. The DOC, SCR, and DPF are so big, and cannot be modified legally, it isn't worth dealing with these regulated obstacles on the right side.
12-13-2019, 07:51 AM
