Ford–GM 10-speed automatic transmission

Ford 10R 60 · 10R 80 · 10R 140
GM 10L 80 · 10L 90 GM 10L 1000 (Allison)
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]

Key data

Gear ratios^[a]
Model	First Deliv- ery	Gear											Total Span			Avg. Step	Components		Nomenclature
Model	First Deliv- ery	R	1	2	3	4	5	6	7	8	9	10	Nomi- nal	Effec- tive	Cen- ter	Avg. Step	Total	per Gear^[b]	Gears Count	Instal- lation	Maximum Input Torque

Ford 10R 80 GM 10L 80 GM 10L 90	2017 2017 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	7.386	1.728	1.249	4 Gearsets 2 Brakes 3 Clutches	1.000	10^[b]	L^[c] R^[d]	800 N⋅m (590 lb⋅ft) 900 N⋅m (664 lb⋅ft)
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	7.299	1.708	1.247					1,400 N⋅m (1,033 lb⋅ft)
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	7.182	1.694	1.245					1,400 N⋅m (1,033 lb⋅ft)
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	7.416	1.731	1.249					600 N⋅m (443 lb⋅ft)

↑ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage 1 2 Forward gears only ↑ Longitudinal engine ↑ Rear-wheel drive or four-wheel drive

History

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]

Planetary gearset concept

Improved shifting comfort

The main objective in replacing the predecessor model was to improve shifting comfort with extra speeds.

The specification sheet did not stipulate a wider gear span to allow the engine speed level to be lowered (downspeeding), which would have been a decisive factor in improving energy efficiency and thus reducing fuel consumption. In addition, the noise-vibration-harshness comfort is not improved and the exterior noise is not reduced.

Reduced manufacturing complexity

In order to avoid a further increase in manufacturing complexity while expanding the number of gear ratios, Ford switched from the conventional design method—in which the planetary gearset concept was limited to a purely serial or in-line power flow—to a more modern design method that utilizes a planetary gearset concept with combined parallel and serial power flow. This was only possible thanks to computer-aided design and has resulted in a globally patented gearset concept. The resulting progress is reflected in a better ratio of the number of gears to the number of components used compared to existing layouts.

Planetary gearset concept: manufacturing complexity^[a]
With Assessment	Output: Gear Ratios	Innovation Elasticity^[b] Δ Output : Δ Input	Input: Main Components
With Assessment	Output: Gear Ratios	Innovation Elasticity^[b] Δ Output : Δ Input	Total	Gearsets	Brakes	Clutches

10R & 10L Ref. Object	$n_{O1}$ $n_{O2}$	Topic^[b]	$n_{I}=n_{G}+$ $n_{B}+n_{C}$	$n_{G1}$ $n_{G2}$	$n_{B1}$ $n_{B2}$	$n_{C1}$ $n_{C2}$
Δ Number	$n_{O1}-n_{O2}$	Topic^[b]	$n_{I1}-n_{I2}$	$n_{G1}-n_{G2}$	$n_{B1}-n_{B2}$	$n_{C1}-n_{C2}$
Relative Δ	Δ Output ${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}$	${\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$ $={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}\cdot {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}$	Δ Input ${\tfrac {n_{I1}-n_{I2}}{n_{I2}}}$	${\tfrac {n_{G1}-n_{G2}}{n_{G2}}}$	${\tfrac {n_{B1}-n_{B2}}{n_{B2}}}$	${\tfrac {n_{C1}-n_{C2}}{n_{C2}}}$

GM 10L GM 8L^[c]	10^[d] 8^[d]	Progress General Motors^[b]	10 9	4 4	2 2	4 3
Δ Number	2	Progress General Motors^[b]	1	0	0	1
Relative Δ	0.250 ${\tfrac {2}{8}}$	2.250^[b] ${\tfrac {2}{8}}:{\tfrac {1}{9}}={\tfrac {1}{4}}\cdot {\tfrac {9}{1}}={\tfrac {9}{4}}$	0.111 ${\tfrac {1}{9}}$	0.000 ${\tfrac {0}{4}}$	0.000 ${\tfrac {0}{2}}$	0.333 ${\tfrac {1}{3}}$

Ford 10R Ford 6R^[c]	10^[d] 6^[d]	Progress Ford^[b]	10 8	4 3	2 2	4 3
Δ Number	4	Progress Ford^[b]	2	1	0	1
Relative Δ	0.667 ${\tfrac {4}{6}}$	2.667^[b] ${\tfrac {4}{6}}:{\tfrac {2}{8}}={\tfrac {2}{3}}\cdot {\tfrac {4}{1}}={\tfrac {8}{3}}$	0.250 ${\tfrac {2}{8}}$	0.333 ${\tfrac {1}{3}}$	0.000 ${\tfrac {0}{2}}$	0.333 ${\tfrac {1}{3}}$

10R & 10L 8HP^[e]	10^[d] 8^[d]	Current Market Position^[b]	10 8	4 4	2 2	4 3
Δ Number	2	Current Market Position^[b]	1	0	0	1
Relative Δ	0.250 ${\tfrac {2}{8}}$	2.250^[b] ${\tfrac {2}{8}}:{\tfrac {1}{9}}={\tfrac {1}{4}}\cdot {\tfrac {9}{1}}={\tfrac {9}{4}}$	0.111 ${\tfrac {1}{9}}$	0.000 ${\tfrac {0}{4}}$	0.000 ${\tfrac {0}{2}}$	0.333 ${\tfrac {1}{3}}$

10R & 10L 3-Speed^[f]	10^[d] 3^[d]	Historical Market Position^[b]	10 7	4 2	2 3	4 2
Δ Number	7	Historical Market Position^[b]	3	2	-1	2
Relative Δ	2.333 ${\tfrac {7}{3}}$	5.444^[b] ${\tfrac {7}{3}}:{\tfrac {3}{7}}={\tfrac {7}{3}}\cdot {\tfrac {7}{3}}={\tfrac {49}{9}}$	0.429 ${\tfrac {3}{7}}$	1.000 ${\tfrac {2}{2}}$	−0.333 ${\tfrac {-1}{3}}$	1.000 ${\tfrac {2}{2}}$

↑ 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 1 2 3 4 5 6 7 8 9 10 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) 1 2 Direct predecessor To reflect the progress of the specific model change 1 2 3 4 5 6 7 8 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

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%.

Planetary gearset concept: gear ratio quality^[a]
In-Depth Analysis^[b] With Assessment And Torque Ratio^[c] And Efficiency Calculation^[d]					Planetary Gearset: Teeth^[e]				Count	Nomi- nal^[f] Effec- tive^[g]	Center^[h]
					Planetary Gearset: Teeth^[e]				Count	Nomi- nal^[f] Effec- tive^[g]	Avg.^[i]

Model Type	Version First Delivery				S₁^[j] R₁^[k]	S₂^[l] R₂^[m]	S₃^[n] R₃^[o]	S₄^[p] R₄^[q]	Brakes Clutches	Gear Ratio^[b]	Gear Step^[r]
Gear	R	1	2	3	4	5	6	7	8	9	10
Gear Ratio^[b]	${i_{R}}$ ^[b]	${i_{1}}$ ^[b]	${i_{2}}$ ^[b]	${i_{3}}$ ^[b]	${i_{4}}$ ^[b]	${i_{5}}$ ^[b]	${i_{6}}$ ^[b]	${i_{7}}$ ^[b]	${i_{8}}$ ^[b]	${i_{9}}$ ^[b]	${i_{10}}$ ^[b]
Step^[r]	$-{\frac {i_{R}}{i_{1}}}$ ^[s]	${\frac {i_{1}}{i_{1}}}$	${\frac {i_{1}}{i_{2}}}$ ^[t]	${\frac {i_{2}}{i_{3}}}$	${\frac {i_{3}}{i_{4}}}$	${\frac {i_{4}}{i_{5}}}$	${\frac {i_{5}}{i_{6}}}$	${\frac {i_{6}}{i_{7}}}$	${\frac {i_{7}}{i_{8}}}$	${\frac {i_{8}}{i_{9}}}$	${\frac {i_{9}}{i_{10}}}$
Δ Step^[u]^[v]			${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$	${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$	${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$	${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$	${\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}$	${\tfrac {i_{6}}{i_{7}}}:{\tfrac {i_{7}}{i_{8}}}$	${\tfrac {i_{7}}{i_{8}}}:{\tfrac {i_{8}}{i_{9}}}$	${\tfrac {i_{8}}{i_{9}}}:{\tfrac {i_{9}}{i_{10}}}$
Shaft Speed	${\frac {i_{1}}{i_{R}}}$	${\frac {i_{1}}{i_{1}}}$	${\frac {i_{1}}{i_{2}}}$	${\frac {i_{1}}{i_{3}}}$	${\frac {i_{1}}{i_{4}}}$	${\frac {i_{1}}{i_{5}}}$	${\frac {i_{1}}{i_{6}}}$	${\frac {i_{1}}{i_{7}}}$	${\frac {i_{1}}{i_{8}}}$	${\frac {i_{1}}{i_{9}}}$	${\frac {i_{1}}{i_{10}}}$
Δ Shaft Speed^[w]	$0-{\tfrac {i_{1}}{i_{R}}}$	${\tfrac {i_{1}}{i_{1}}}-0$	${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$	${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$	${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$	${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$	${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$	${\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}$	${\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}$	${\tfrac {i_{1}}{i_{9}}}-{\tfrac {i_{1}}{i_{8}}}$	${\tfrac {i_{1}}{i_{10}}}-{\tfrac {i_{1}}{i_{9}}}$
Torque Ratio^[c]	$\mu _{R}$ ^[c]	$\mu _{1}$ ^[c]	$\mu _{2}$ ^[c]	$\mu _{3}$ ^[c]	$\mu _{4}$ ^[c]	$\mu _{5}$ ^[c]	$\mu _{6}$ ^[c]	$\mu _{7}$ ^[c]	$\mu _{8}$ ^[c]	$\mu _{9}$ ^[c]	$\mu _{10}$ ^[c]
Efficiency $\eta _{n}$ ^[d]	${\frac {\mu _{R}}{i_{R}}}$ ^[d]	${\frac {\mu _{1}}{i_{1}}}$ ^[d]	${\frac {\mu _{2}}{i_{2}}}$ ^[d]	${\frac {\mu _{3}}{i_{3}}}$ ^[d]	${\frac {\mu _{4}}{i_{4}}}$ ^[d]	${\frac {\mu _{5}}{i_{5}}}$ ^[d]	${\frac {\mu _{6}}{i_{6}}}$ ^[d]	${\frac {\mu _{7}}{i_{7}}}$ ^[d]	${\frac {\mu _{8}}{i_{8}}}$ ^[d]	${\frac {\mu _{9}}{i_{9}}}$ ^[d]	${\frac {\mu _{10}}{i_{10}}}$ ^[d]

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 7.3864	1.7277
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 7.3864	1.2488^[r]
Gear	R	1	2	3	4	5	6	7	8	9	10
Gear Ratio^[b]	−4.8661 $-{\tfrac {40,851}{8,395}}$	4.6957 ${\tfrac {108}{23}}$	2.9851 ^[v] ${\tfrac {2403}{805}}$	2.1462 ${\tfrac {3,024}{1,409}}$	1.7690 ^[r]^[w] ${\tfrac {743}{420}}$	1.5201 ^[r]^[v]^[w] ${\tfrac {80,244}{52,789}}$	1.2751 ^[r]^[v] ${\tfrac {9,289,296}{7,285,081}}$	1.0000 ^[r] ${\tfrac {1}{1}}$	0.8536 ^[v]^[w] ${\tfrac {650,168}{720,653}}$	0.6892 ${\tfrac {3,204}{4,649}}$	0.6357 ^[w] ${\tfrac {89}{140}}$
Step	1.0363	1.0000	1.5730	1.3909	1.2132^[r]	1.1638^[r]	1.1921^[r]	1.2751^[r]	1.1715	1.2386	1.0841
Δ Step^[u]			1.1310^[v]	1.1465	1.0425	0.9762^[v]	0.9349^[v]	1.0885	0.9458^[v]	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^[w]	0.4347^[w]	0.5935	1.0131	0.8052^[w]	1.3126	0.5730^[w]
Torque Ratio^[c]	–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 $\eta _{n}$ ^[d]	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 7.2987	1.7084
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 7.2987	1.2471^[r]
Gear	R	1	2	3	4	5	6	7	8	9	10
Gear Ratio^[b]	−4.6951 $-{\tfrac {23,865}{5,083}}$	4.6154 ${\tfrac {60}{13}}$	2.9186 ${\tfrac {645}{221}}$	2.1319 ${\tfrac {5,400}{2,533}}$	1.7733 ^[r]^[w] ${\tfrac {3,497}{1,972}}$	1.5188 ^[r]^[v]^[w] ${\tfrac {41,964}{27,629}}$	1.2773 ^[r]^[v] ${\tfrac {303,768}{237,827}}$	1.0000 ^[r] ${\tfrac {1}{1}}$	0.8514 ^[v]^[w] ${\tfrac {6,192}{7,273}}$	0.6871 ${\tfrac {516}{751}}$	0.6324 ^[w] ${\tfrac {43}{68}}$
Step	1.0173	1.0000	1.5814	1.3690	1.2022^[r]	1.1676^[r]	1.1891^[r]	1.2773^[r]	1.1746	1.2391	1.0866
Δ Step^[u]			1.1551	1.1388	1.0297	0.9819^[v]	0.9310^[v]	1.0874	0.9479^[v]	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^[w]	0.4360^[w]	0.5747	1.0019	0.8058^[w]	1.2962	0.5814^[w]
Torque Ratio^[c]	–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 $\eta _{n}$ ^[d]	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 7.1817	1.6935
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 7.1817	1.2449^[r]
Gear	R	1	2	3	4	5	6	7	8	9	10
Gear Ratio^[b]	−4.5448 $-{\tfrac {553,007}{121,680}}$	4.5385 ${\tfrac {59}{13}}$	2.8681 ^[v] ${\tfrac {413}{144}}$	2.0609 ${\tfrac {4,602}{2,233}}$	1.7153 ^[r]^[w] ${\tfrac {247}{144}}$	1.4817 ^[r]^[v]^[w] ${\tfrac {14,573}{9,835}}$	1.2583 ^[r]^[v] ${\tfrac {57,702}{45,857}}$	1.0000 ^[r] ${\tfrac {1}{1}}$	0.8506 ^[v]^[w] ${\tfrac {34,692}{40,787}}$	0.6877 ${\tfrac {5,369}{7,807}}$	0.6319 ^[w] ${\tfrac {91}{144}}$
Step	1.0014	1.0000	1.5824	1.3916	1.2015^[r]	1.1576^[r]	1.1776^[r]	1.2583^[r]	1.1757	1.2368	1.0883
Δ Step^[u]			1.1371^[v]	1.1583	1.0379	0.9830^[v]	0.9358^[v]	1.0703	0.9506^[v]	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^[w]	0.4170^[w]	0.5439	0.9317	0.7974^[w]	1.2635	0.5824^[w]
Torque Ratio^[c]	–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 $\eta _{n}$ ^[d]	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 7.4157	1.7312
Ford 10R 60	600 N⋅m (443 lb⋅ft) · 2020^[13]				45 95	51 89^[10]	73 119	28 104	2 4	7.4157 7.4157	1.2493^[r]
Gear	R	1	2	3	4	5	6	7	8	9	10
Gear Ratio^[b]	−4.8854 $-{\tfrac {49,929}{10,220}}$	4.7143 ${\tfrac {33}{7}}$	2.9969 ^[v] ${\tfrac {2,937}{980}}$	2.1488 ${\tfrac {462}{215}}$	1.7690 ^[r]^[w] ${\tfrac {743}{420}}$	1.5209 ^[r]^[v]^[w] ${\tfrac {24,519}{16,121}}$	1.2755 ^[r]^[v] ${\tfrac {1,419,198}{1,112,671}}$	1.0000 ^[r] ${\tfrac {1}{1}}$	0.8535 ^[v]^[w] ${\tfrac {93,984}{110,117}}$	0.6890 ${\tfrac {979}{1,421}}$	0.6357 ^[w] ${\tfrac {89}{140}}$
Step	1.0363	1.0000	1.5730	1.3947	1.2147^[r]	1.1631^[r]	1.1924^[r]	1.2755^[r]	1.1717	1.2389	1.0837
Δ Step^[u]			1.1279^[v]	1.1482	1.0443	0.9754^[v]	0.9349^[v]	1.0886	0.9458^[v]	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^[w]	0.4347^[w]	0.5965	1.0182	0.8092^[w]	1.3192	0.5730^[w]
Torque Ratio^[c]	–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 $\eta _{n}$ ^[d]	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^[x]
Brake A^[y]	❶	❶	❶						❶	❶	❶
Brake B^[z]	❶	❶	❶	❶	❶	❶	❶
Clutch C^[aa]			❶	❶	❶	❶		❶		❶	❶
Clutch D^[ab]	❶	(❶)	❶	❶	❶		❶	❶	❶		❶
Clutch E^[ac]		❶		❶		❶	❶	❶	❶	❶
Clutch F^[ad]	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: speed conversion
Gear Ratio^[b] R–2 & 10 Ordinary^[ae] Elementary Noted^[af]	$i_{R}=-{\frac {R_{2}R_{3}(S_{4}+R_{4})}{S_{3}S_{4}(S_{2}+R_{2})}}$			$i_{1}={\frac {S_{4}+R_{4}}{S_{4}}}$		$i_{2}={\frac {R_{2}(S_{4}+R_{4})}{S_{4}(S_{2}+R_{2})}}$			$i_{10}={\frac {R_{2}}{S_{2}+R_{2}}}$
Gear Ratio^[b] R–2 & 10 Ordinary^[ae] Elementary Noted^[af]	$i_{R}=-{\tfrac {1+{\tfrac {R_{4}}{S_{4}}}}{\left(1+{\tfrac {S_{2}}{R_{2}}}\right){\tfrac {S_{3}}{R_{3}}}}}$			$i_{1}=1+{\tfrac {R_{4}}{S_{4}}}$		$i_{2}={\tfrac {1+{\tfrac {R_{4}}{S_{4}}}}{1+{\tfrac {S_{2}}{R_{2}}}}}$			$i_{10}={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}}}$

Gear Ratio^[b] 3–4 & 9 Ordinary^[ae] Elementary Noted^[af]	$i_{3}={\frac {(S_{1}+R_{1})(S_{4}+R_{4})}{S_{1}(S_{4}+R_{4})+S_{4}R_{1}}}$					$i_{4}=1+{\frac {S_{2}R_{1}}{S_{1}(S_{2}+R_{2})}}$			$i_{9}={\frac {R_{2}(S_{4}+R_{4})}{R_{2}(S_{4}+R_{4})+S_{2}R_{4}}}$
Gear Ratio^[b] 3–4 & 9 Ordinary^[ae] Elementary Noted^[af]	$i_{3}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {R_{1}}{S_{1}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {R_{4}}{S_{4}}}\right)}}}}$					$i_{4}=1+{\tfrac {\tfrac {R_{1}}{S_{1}}}{1+{\tfrac {R_{2}}{S_{2}}}}}$			$i_{9}={\tfrac {1}{1+{\tfrac {\tfrac {S_{2}}{R_{2}}}{1+{\tfrac {S_{4}}{R_{4}}}}}}}$

Gear Ratio^[b] 5 & 8 Elementary Noted^[af]	$i_{5}={\frac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{4}+R_{4})}{S_{1}(S_{2}+R_{2})(S_{4}+R_{4})+R_{1}S_{2}S_{4}}}$						$i_{8}={\frac {R_{2}(S_{3}+R_{3})(S_{4}+R_{4})}{R_{2}(S_{3}+R_{3})(S_{4}+R_{4})+S_{2}S_{3}R_{4}}}$
Gear Ratio^[b] 5 & 8 Elementary Noted^[af]	$i_{5}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {\tfrac {R_{1}}{S_{1}}}{1+{\tfrac {R_{2}}{S_{2}}}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}\left(1+{\tfrac {R_{2}}{S_{2}}}\right)\right)\left(1+{\tfrac {R_{4}}{S_{4}}}\right)}}}}$						$i_{8}={\tfrac {1}{1+{\tfrac {1}{{\tfrac {R_{2}}{S_{2}}}\left(1+{\tfrac {R_{3}}{S_{3}}}\right)\left(1+{\tfrac {S_{4}}{R_{4}}}\right)}}}}$

Gear Ratio^[b] 6 & 7 Ordinary^[ae] Elementary Noted^[af]	$i_{6}={\frac {(S_{1}R_{2}(S_{3}+R_{3})+S_{2}S_{3}(S_{1}+R_{1}))(S_{4}+R_{4})}{(S_{1}R_{2}(S_{3}+R_{3})+S_{1}S_{2}S_{3})(S_{4}+R_{4})+R_{1}S_{2}S_{3}S_{4}}}$									$i_{7}={\frac {1}{1}}$
Gear Ratio^[b] 6 & 7 Ordinary^[ae] Elementary Noted^[af]	$i_{6}={\tfrac {1}{1+{\tfrac {\tfrac {S_{2}}{R_{2}}}{1+{\tfrac {R_{3}}{S_{3}}}}}\left(1+{\tfrac {\tfrac {R_{1}}{S_{1}}}{1+{\tfrac {R_{4}}{S_{4}}}}}\right)}}+{\tfrac {1}{{\tfrac {1+{\tfrac {R_{2}}{S_{2}}}\left(1+{\tfrac {R_{3}}{S_{3}}}\right)}{1+{\tfrac {R_{1}}{S_{1}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {R_{4}}{S_{4}}}\right)}}}}$									$i_{7}={\frac {1}{1}}$
Kinetic ratios: torque conversion
Torque Ratio^[c] R–2 & 10	$\mu _{R}=-{\tfrac {1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}}{\left(1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}\right){\tfrac {S_{3}}{R_{3}}}\cdot {\tfrac {1}{\eta _{0}}}}}$			$\mu _{1}=1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}$		$\mu _{2}{T_{1;2}}={\tfrac {1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}}{1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}$			$\mu _{1}0={\tfrac {1}{1+{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}$

Torque Ratio^[c] 3–4 & 9	$\mu _{3}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {R_{1}}{S_{1}}}{\eta _{0}}^{\tfrac {1}{2}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}{\eta _{0}}^{\tfrac {1}{2}}\right)\left(1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}\right)}}}}$					$\mu _{4}=1+{\tfrac {{\tfrac {R_{1}}{S_{1}}}\eta _{0}}{1+{\tfrac {R_{2}}{S_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}}$			$\mu _{9}={\tfrac {1}{1+{\tfrac {{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{\eta _{0}}}}{1+{\tfrac {S_{4}}{R_{4}}}\eta _{0}}}}}$

Torque Ratio^[c] 5 & 8	$\mu _{5}={\tfrac {1}{{\tfrac {1}{1+{\tfrac {{\tfrac {R_{1}}{S_{1}}}{\eta _{0}}^{\tfrac {1}{2}}}{1+{\tfrac {R_{2}}{S_{2}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{2}}}}}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}{\eta _{0}}^{\tfrac {1}{2}}\left(1+{\tfrac {R_{2}}{S_{2}}}{\eta _{0}}^{\tfrac {1}{2}}\right)\right)\left(1+{\tfrac {R_{4}}{S_{4}}}\eta _{0}\right)}}}}$						$\mu _{8}={\tfrac {1}{1+{\tfrac {1}{{\tfrac {R_{2}}{S_{2}}}\eta _{0}\left(1+{\tfrac {R_{3}}{S_{3}}}\eta _{0}\right)\left(1+{\tfrac {S_{4}}{R_{4}}}\eta _{0}\right)}}}}$

Torque Ratio^[c] 6 & 7	$\mu _{6}={\tfrac {1}{1+{\tfrac {{\tfrac {S_{2}}{R_{2}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{2}}}}}{1+{\tfrac {R_{3}}{S_{3}}}{\eta _{0}}^{\tfrac {1}{2}}}}\left(1+{\tfrac {{\tfrac {R_{1}}{S_{1}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{3}}}}}{1+{\tfrac {R_{4}}{S_{4}}}{\eta _{0}}^{\tfrac {1}{2}}}}\right)}}+{\tfrac {1}{{\tfrac {1+{\tfrac {R_{2}}{S_{2}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{2}}}}\left(1+{\tfrac {R_{3}}{S_{3}}}\cdot {\tfrac {1}{{\eta _{0}}^{\tfrac {1}{2}}}}\right)}{1+{\tfrac {R_{1}}{S_{1}}}{\eta _{0}}^{\tfrac {1}{3}}}}+{\tfrac {1}{\left(1+{\tfrac {S_{1}}{R_{1}}}{\eta _{0}}^{\tfrac {1}{3}}\right)\left(1+{\tfrac {R_{4}}{S_{4}}}{\eta _{0}}^{\tfrac {1}{2}}\right)}}}}$									$\mu _{7}={\tfrac {1}{1}}$

↑ Revised 14 January 2026 Nomenclature $S_{n}=$ sun gear: number of teeth $R_{n}=$ ring gear: number of teeth $\color {gray}{C_{n}=}$ carrier or planetary gear carrier (not needed) $s_{n}=$ sun gear: shaft speed $r_{n}=$ ring gear: shaft speed $c_{n}=$ carrier or planetary gear carrier: shaft speed With $n=$ gear is $i_{n}=$ gear ratio or transmission ratio $\omega _{1;n}=\omega _{t}=$ shaft speed shaft 1: input (turbine) shaft $\omega _{2;n}=$ shaft speed shaft 2: output shaft $T_{1;n}=T_{t}=$ torque shaft 1: input (turbine) shaft $T_{2;n}=$ torque shaft 2: output shaft $\mu _{n}=$ torque ratio or torque conversion ratio $\eta _{n}=$ efficiency $i_{0}=$ stationary gear ratio $\eta _{0}=$ (assumed) stationary gear efficiency 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Gear ratio (transmission ratio) $i_{n}$ — speed conversion — The gear ratio $i_{n}$ is the ratio of input shaft speed $\omega _{1;n}$ to output shaft speed $\omega _{2;n}$ and therefore corresponds to the reciprocal of the shaft speeds $i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}$ 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 Torque ratio (torque conversion ratio) $\mu _{n}$ — torque conversion — The torque ratio $\mu _{n}$ is the ratio of output torque $T_{2;n}$ to input torque $T_{1;n}$ minus efficiency losses and therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too $\mu _{n}=i_{n}\eta _{n;\eta _{0}}={\frac {\omega _{1;n}\eta _{n;\eta _{0}}}{\omega _{2;n}}}={\frac {T_{2;n}\eta _{n;\eta _{0}}}{T_{1;n}}}$ whereby $\eta _{n;\eta _{0}}$ may vary from gear to gear according to the formulas listed in this table and $0\leq \eta _{n;\eta _{0}}\leq 1$ 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Efficiency The efficiency $\eta _{n}$ is calculated from the torque ratio in relation to the gear ratio (transmission ratio) $\eta _{n}={\frac {\mu _{n}}{i_{n}}}$ 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 torque ratio and efficiency in planetary gearsets, the stationary gear ratio $i_{0}$ 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 $\eta _{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$ of $\eta _{0}=0.9800$ (upper value) and $\eta _{0}=0.9700$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${\eta _{0}}^{\tfrac {1}{2}}$ at $0.9800^{\tfrac {1}{2}}=0.98995$ (upper value) and $0.9700^{\tfrac {1}{2}}=0.98489$ (lower value) ↑ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input (turbine) shafts are C₂ and, if actuated, R₃ and S₄ Output shaft is C₄ ↑ Total ratio span (total gear ratio/total transmission ratio) nominal ${\frac {\omega _{2;n}}{\omega _{2;1}}}={\frac {\frac {\omega _{2;n}}{\omega _{2;1}\omega _{2;n}}}{\frac {\omega _{2;1}}{\omega _{2;1}\omega _{2;n}}}}={\frac {\frac {1}{\omega _{2;1}}}{\frac {1}{\omega _{2;n}}}}={\frac {\frac {\omega _{t}}{\omega _{2;1}}}{\frac {\omega _{t}}{\omega _{2;n}}}}={\frac {i_{1}}{i_{n}}}$ 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 ↑ Total ratio span (total gear ratio/total transmission ratio) effective ${\frac {\omega _{2;n}}{max(\omega _{2;1};\|\omega _{2;R}\|)}}={\frac {min(i_{1};\|i_{R}\|)}{i_{n}}}$ The span is only effective to the extent that the reverse gear ratio matches that of 1st gear see also Standard R:1 Digression Reverse gear is usually longer than 1st gear the effective span* is therefore of central importance for describing the suitability of a transmission* because in these cases, the nominal spread conveys a misleading picture which is only unproblematic for vehicles with high specific power Market participants Manufacturers naturally have no interest in specifying the effective span Users have not yet formulated the practical benefits that the effective span has for them The effective span has not yet played a role in research and teaching Contrary to its significance the effective span* has therefore not yet been able to establish itself* either in theory or in practice. End of digression ↑ Ratio span's center $(i_{1}i_{n})^{\frac {1}{2}}$ 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 $\left({\frac {\omega _{2;n}}{\omega _{2;1}}}\right)^{\frac {1}{n-1}}=\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}$ There are $n-1$ gear steps between $n$ gears 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 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 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) see also Total ratio span (total gear ratio/total transmission Ratio) effective ↑ 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) 1 2 3 4 5 From large to small gears (from right to left) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 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) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 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) ↑ Permanently coupled elements S₁ and S₂ C₁ and R₄ R₂ and S₃ R₃ and S₄ ↑ Blocks s₁ ↑ Blocks R₁ ↑ Couples R₂ and S₃ with the dedicated intermediate shaft ↑ Couples C₃ with the dedicated intermediate shaft ↑ Couples R₃ and S₄ with the input (turbine) shaft ↑ Couples C₁ and R₄ with the dedicated intermediate shaft 1 2 3 Ordinary noted For direct determination of the gear ratio 1 2 3 4 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 the torque conversion ratio and efficiency

Lawsuits

At least five class action lawsuits have been filed regarding vehicles equipped with Ford's 10R 80 transmission.^[14]^[15]^[16]^[17]^[18] Several have since been consolidated to a single case being heard in Illinois.^[17] The lawsuits allege safety issues due to harsh and erratic shifting, which causes jerking, lunging, clunking and hesitation between gears.^[19]^[17] At least one case also cites sudden loss of power due to transmission issues.^[19] 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.^[19]

Some of the lawsuits have been dismissed or partially dismissed.^[20]^[21] As of October 2023, at least one of these lawsuits is still ongoing.

Applications

Variants and applications
Model	Car Model^[a]

Ford
10R 60	2020–present Ford Explorer 2020–present Ford Police Interceptor Utility: 3.3L V6 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: 3.5L EcoBoost 2018–present Ford F-150 all models^[b] 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: 3.0L EcoBoost V6 2020–present Ford Transit 2023–present VW Amarok
10R 100	2023–present Ford Super Duty: 6.8L gasoline only · marketed as TorqShift-G 2025–present Ford Super Duty: non-Tremor 7.3L gasoline
10R 140	2020–present Ford Super Duty 2023–2024 Ford Super Duty: 6.7L Diesel and 7.3L gasoline · marketed as TorqShift 2025–present Ford Super Duty: non-Tremor 7.3L gasoline
General Motors^[22]
10L 60	2020–2024 Chevrolet Camaro V6^[23]
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^[c]
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

↑ w/o any claim of completeness ↑ except 2018–2020 3.3L V6 ↑ except V6 and 4-cylinder models, which use the 6L 80 and 8L 90 respectively

References

↑ "Ford and GM finally consummate 9- and 10-speed joint development - SAE International". articles.sae.org. Archived from the original on March 25, 2018. Retrieved March 24, 2018.
↑ "Timur Apakidze · Exclusive: An Inside Look At Ford's New 10 Speed Transmission". TTAC · The Truth About Cars. December 1, 2014. Retrieved March 24, 2018.
↑ Martinez, Michael (April 20, 2018). "No thanks, Ford says to 9-speed offered by GM". Automotive News. Retrieved July 8, 2019.
↑ Tracy, David (April 23, 2018). "Why Ford Isn't Using GM's Nine-Speed Automatic Transmission". Jalopnik. Retrieved July 8, 2019.
↑ "Ford 10R80 and GM 10L80 10 Speed Transmission Specs and Gear Ratios". www.dieselhub.com. Retrieved July 15, 2026.
↑ Esposito, Anthony; White, Joseph (January 15, 2018). "Game of chicken: GM bets on Mexican-made pickup trucks". Reuters. Archived from the original on November 15, 2022. Retrieved July 15, 2026.
↑ "New Programs Update May 2017". @FordOnline. Ford. Archived from the original on November 23, 2018. Retrieved March 10, 2019.
↑ "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 May 17, 2016.
↑ "F150Hub: Ford 10R80 Automatic Transmission Specs, Ratios". Retrieved July 15, 2019.
1 2 3 "Timur Apakidze · Saturation Dive: Ford 10 Speed Transmission Power Flow". TTAC · The Truth About Cars. December 23, 2014. Retrieved January 25, 2024.
↑ "F450-XL Hub: Ford 10R140 Automatic Transmission Specs 2020, Ratios". Retrieved June 5, 2020.
↑ "GMC Sierra HD Specs 2020, Ratios". Retrieved June 7, 2020.
↑ "Ford Explorer Specs 2020, Ratios" (PDF). Retrieved June 18, 2023.
↑ "COMPLAINT" (PDF), SMITH v. FORD MOTOR COMPANY (Court Filing), no. 5:20-cv-00211, Document 1, N.D.C.A., January 10, 2020, retrieved July 14, 2026 – via RECAP (PACER current docket view)
↑ "COMPLAINT" (PDF), MCCABE v. FORD MOTOR COMPANY (Court Filing), no. 1:23-cv-10829, Document 1, D.M.A., April 18, 2023, retrieved July 14, 2026 – via RECAP (PACER current docket view)
↑ "Memorandum" (PDF), ORNDORFF v. FORD MOTOR COMPANY (Court Filing), no. 2:20-cv-00247, Document 13, E.D.P.A., January 14, 2020, retrieved July 14, 2026 – via RECAP
1 2 3 "O'Connor v. Ford Motor Co. 683 F. Supp. 3d 793 (N.D. Ill. 2023)". app.minerva26.com. July 20, 2023. Retrieved July 15, 2026.
↑ "FIRST AMENDED Complaint" (PDF), O'CONNOR v. FORD MOTOR COMPANY (Court Filing), no. 1:19-cv-05045, Document 7, N.D.I.L., August 8, 2019, retrieved July 14, 2026 – via RECAP (PACER current docket view)
1 2 3 McCabe v. Ford Motor Company. Case 1:23-cv-10829, Document 1 Retrieved 27 October 2023.
↑ Foote, Brett (November 17, 2020). "FORD F-150 10R 80 TRANSMISSION LAWSUIT DISMISSED IN ILLINOIS SUPREME COURT". Ford Authority. Retrieved October 27, 2023.
↑ Foote, Brett (November 8, 2021). "FORD F-150 10R80 TRANSMISSION LAWSUIT SURVIVES PARTIAL DISMISSAL". Ford Authority.
↑ "GM Global Propulsion Systems – USA Information Guide Model Year 2018" (PDF). General Motors Powertrain. Archived from the original (PDF) on February 7, 2019. Retrieved February 6, 2019.
↑ 2016+ Camaro Transmission

External links

[5] Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage

[Forward-6] 1 2 Forward gears only

[7] Longitudinal engine

[8] Rear-wheel drive or four-wheel drive

[12] 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

[mwAtk] parallel: using the two degrees of freedom of planetary gearsets
to increase the number of gears

with unchanged number of components

[mwAt0] to increase the number of gears

[mwAt4] with unchanged number of components

[mwAt8] 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

[mwAuM] to increase the number of gears

[mwAuQ] rresponding increase in the number of components is unavoidable

[Progress-13] 1 2 3 4 5 6 7 8 9 10 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)

[mwAv0] 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

[mwAv4] 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

[mwAwE] 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)

[mwAwY] negative, if the output increases and the input decreases, is perfect

[mwAwk] 2 or above is good

[mwAws] 1 or above is acceptable (red)

[mwAw0] below this is unsatisfactory (bold)

[Predecessor-14] 1 2 Direct predecessor
To reflect the progress of the specific model change

[mwAxc] To reflect the progress of the specific model change

[Rev-15] 1 2 3 4 5 6 7 8 plus 1 reverse gear

[16] Current reference standard (benchmark)
The 8HP has become the new reference standard (benchmark) for automatic transmissions

[mwAy4] The 8HP has become the new reference standard (benchmark) for automatic transmissions

[17] 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

[mwAzQ] 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

[mwAzU] 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

[mwAzY] 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

[mwAzc] All transmission variants consist of 7 main components

[mwAzg] 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

[mwAzo] Turbo-Hydramatic from GM

[mwAz0] Cruise-O-Matic from Ford

[mwA0A] TorqueFlite from Chrysler

[mwA0M] Detroit Gear from BorgWarner for Studebaker

[mwA0c] BW-35 from BorgWarner and as T35 from Aisin

[mwA0w] 3N 71 from Nissan/Jatco

[mwA1A] 3 HP from ZF Friedrichshafen

[mwA1M] W3A 040 and W3B 050 from Mercedes-Benz

[19] Revised 14 January 2026
Nomenclature
$S_{n}=$ sun gear: number of teeth

$R_{n}=$ ring gear: number of teeth

$\color {gray}{C_{n}=}$ carrier or planetary gear carrier (not needed)

$s_{n}=$ sun gear: shaft speed

$r_{n}=$ ring gear: shaft speed

$c_{n}=$ carrier or planetary gear carrier: shaft speed
With $n=$ gear is
$i_{n}=$ gear ratio or transmission ratio

$\omega _{1;n}=\omega _{t}=$ shaft speed shaft 1: input (turbine) shaft

$\omega _{2;n}=$ shaft speed shaft 2: output shaft

$T_{1;n}=T_{t}=$ torque shaft 1: input (turbine) shaft

$T_{2;n}=$ torque shaft 2: output shaft

$\mu _{n}=$ torque ratio or torque conversion ratio

$\eta _{n}=$ efficiency

$i_{0}=$ stationary gear ratio

$\eta _{0}=$ (assumed) stationary gear efficiency

[mwC_E] $S_{n}=$ sun gear: number of teeth

[mwC_8] $R_{n}=$ ring gear: number of teeth

[mwDA0] $\color {gray}{C_{n}=}$ carrier or planetary gear carrier (not needed)

[mwDB4] $s_{n}=$ sun gear: shaft speed

[mwDCw] $r_{n}=$ ring gear: shaft speed

[mwDDo] $c_{n}=$ carrier or planetary gear carrier: shaft speed

[mwDFQ] $i_{n}=$ gear ratio or transmission ratio

[mwDGI] $\omega _{1;n}=\omega _{t}=$ shaft speed shaft 1: input (turbine) shaft

[mwDHc] $\omega _{2;n}=$ shaft speed shaft 2: output shaft

[mwDIc] $T_{1;n}=T_{t}=$ torque shaft 1: input (turbine) shaft

[mwDJw] $T_{2;n}=$ torque shaft 2: output shaft

[mwDKw] $\mu _{n}=$ torque ratio or torque conversion ratio

[mwDLo] $\eta _{n}=$ efficiency

[mwDMg] $i_{0}=$ stationary gear ratio

[mwDNY] $\eta _{0}=$ (assumed) stationary gear efficiency

[Gear_Ratio-20] 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Gear ratio (transmission ratio) $i_{n}$
— speed conversion —
The gear ratio $i_{n}$ is the ratio of
input shaft speed $\omega _{1;n}$

to output shaft speed $\omega _{2;n}$

and therefore corresponds to the reciprocal of the shaft speeds
$i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}$

[mwDSQ] The gear ratio $i_{n}$ is the ratio of
input shaft speed $\omega _{1;n}$

to output shaft speed $\omega _{2;n}$

[mwDTM] ut shaft speed $\omega _{1;n}$

[mwDUI] to output shaft speed $\omega _{2;n}$

[mwDVE] therefore corresponds to the reciprocal of the shaft speeds
$i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}$

[mwDVQ] $i_{n}={\frac {1}{\frac {\omega _{2;n}}{\omega _{1;n}}}}={\frac {\omega _{1;n}}{\omega _{2;n}}}={\frac {\omega _{t}}{\omega _{2;n}}}$

[Torque_Ratio-21] 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 Torque ratio (torque conversion ratio) $\mu _{n}$
— torque conversion —
The torque ratio $\mu _{n}$ is the ratio of
output torque $T_{2;n}$

to input torque $T_{1;n}$

minus efficiency losses

and therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too
$\mu _{n}=i_{n}\eta _{n;\eta _{0}}={\frac {\omega _{1;n}\eta _{n;\eta _{0}}}{\omega _{2;n}}}={\frac {T_{2;n}\eta _{n;\eta _{0}}}{T_{1;n}}}$

whereby $\eta _{n;\eta _{0}}$ may vary from gear to gear according to the formulas listed in this table and $0\leq \eta _{n;\eta _{0}}\leq 1$

[mwDcw] The torque ratio $\mu _{n}$ is the ratio of
output torque $T_{2;n}$

to input torque $T_{1;n}$

minus efficiency losses

[mwDds] utput torque $T_{2;n}$

[mwDeo] to input torque $T_{1;n}$

[mwDfk] us efficiency losses

[mwDfo] therefore corresponds (apart from the efficiency losses) to the reciprocal of the shaft speeds too
$\mu _{n}=i_{n}\eta _{n;\eta _{0}}={\frac {\omega _{1;n}\eta _{n;\eta _{0}}}{\omega _{2;n}}}={\frac {T_{2;n}\eta _{n;\eta _{0}}}{T_{1;n}}}$

whereby $\eta _{n;\eta _{0}}$ may vary from gear to gear according to the formulas listed in this table and $0\leq \eta _{n;\eta _{0}}\leq 1$

[mwDf0] $\mu _{n}=i_{n}\eta _{n;\eta _{0}}={\frac {\omega _{1;n}\eta _{n;\eta _{0}}}{\omega _{2;n}}}={\frac {T_{2;n}\eta _{n;\eta _{0}}}{T_{1;n}}}$

[mwDko] whereby $\eta _{n;\eta _{0}}$ may vary from gear to gear according to the formulas listed in this table and $0\leq \eta _{n;\eta _{0}}\leq 1$

[Efficiency-22] 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Efficiency
The efficiency $\eta _{n}$ is calculated
from the torque ratio

in relation to the gear ratio (transmission ratio)

$\eta _{n}={\frac {\mu _{n}}{i_{n}}}$

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 torque ratio and efficiency
in planetary gearsets, the stationary gear ratio $i_{0}$ 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 $\eta _{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$
of $\eta _{0}=0.9800$ (upper value)

and $\eta _{0}=0.9700$ (lower value)

for both interventions together

The corresponding efficiency
for single-meshing gear pairs is ${\eta _{0}}^{\tfrac {1}{2}}$

at $0.9800^{\tfrac {1}{2}}=0.98995$ (upper value)

and $0.9700^{\tfrac {1}{2}}=0.98489$ (lower value)

[mwDpY] The efficiency $\eta _{n}$ is calculated
from the torque ratio

in relation to the gear ratio (transmission ratio)

$\eta _{n}={\frac {\mu _{n}}{i_{n}}}$

[mwDqU] rom the torque ratio

[mwDqY] relation to the gear ratio (transmission ratio)

[mwDqc] $\eta _{n}={\frac {\mu _{n}}{i_{n}}}$

[mwDr8] 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

[mwDsE] s in the range of 1 % to 1.5 %

[mwDsQ] r pairs, which are used to reduce noise in passenger cars, are in the upper part of the loss range

[mwDsU] spur gear pairs, which are limited to commercial vehicles due to their poorer noise comfort, are in the lower part of the loss range

[mwDsk] tary gearsets, the stationary gear ratio $i_{0}$ is formed via the planetary gears and thus by two meshes

[mwDtc] r reasons of simplification, the efficiency for both meshes together is commonly specified there

[mwDtg] the efficiencies $\eta _{0}$ specified here are based on assumed efficiencies for the stationary ratio $i_{0}$
of $\eta _{0}=0.9800$ (upper value)

and $\eta _{0}=0.9700$ (lower value)

[mwDvM] $\eta _{0}=0.9800$ (upper value)

[mwDwI] $\eta _{0}=0.9700$ (lower value)

[mwDxE] r both interventions together

[mwDxI] The corresponding efficiency
for single-meshing gear pairs is ${\eta _{0}}^{\tfrac {1}{2}}$

at $0.9800^{\tfrac {1}{2}}=0.98995$ (upper value)

and $0.9700^{\tfrac {1}{2}}=0.98489$ (lower value)

[mwDxQ] r single-meshing gear pairs is ${\eta _{0}}^{\tfrac {1}{2}}$

[mwDyg] t $0.9800^{\tfrac {1}{2}}=0.98995$ (upper value)

[mwDzo] $0.9700^{\tfrac {1}{2}}=0.98489$ (lower value)

[23] Layout
Input and output are on opposite sides

Planetary gearset 1 is on the input (turbine) side

Input (turbine) shafts are C₂ and, if actuated, R₃ and S₄

Output shaft is C₄

[mwD1E] Input and output are on opposite sides

[mwD1I] Planetary gearset 1 is on the input (turbine) side

[mwD1M] Input (turbine) shafts are C₂ and, if actuated, R₃ and S₄

[mwD1o] Output shaft is C₄

[24] Total ratio span (total gear ratio/total transmission ratio) nominal
${\frac {\omega _{2;n}}{\omega _{2;1}}}={\frac {\frac {\omega _{2;n}}{\omega _{2;1}\omega _{2;n}}}{\frac {\omega _{2;1}}{\omega _{2;1}\omega _{2;n}}}}={\frac {\frac {1}{\omega _{2;1}}}{\frac {1}{\omega _{2;n}}}}={\frac {\frac {\omega _{t}}{\omega _{2;1}}}{\frac {\omega _{t}}{\omega _{2;n}}}}={\frac {i_{1}}{i_{n}}}$

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

[mwD2I] ${\frac {\omega _{2;n}}{\omega _{2;1}}}={\frac {\frac {\omega _{2;n}}{\omega _{2;1}\omega _{2;n}}}{\frac {\omega _{2;1}}{\omega _{2;1}\omega _{2;n}}}}={\frac {\frac {1}{\omega _{2;1}}}{\frac {1}{\omega _{2;n}}}}={\frac {\frac {\omega _{t}}{\omega _{2;1}}}{\frac {\omega _{t}}{\omega _{2;n}}}}={\frac {i_{1}}{i_{n}}}$

[mwD9s] 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

[mwD90] wnspeeding when driving outside the city limits

[mwD94] rease the climbing ability
when driving over mountain passes or off-road

or when towing a trailer

[mwD-A] when driving over mountain passes or off-road

[mwD-E] r when towing a trailer

[effective-25] Total ratio span (total gear ratio/total transmission ratio) effective
${\frac {\omega _{2;n}}{max(\omega _{2;1};|\omega _{2;R}|)}}={\frac {min(i_{1};|i_{R}|)}{i_{n}}}$

The span is only effective to the extent that
the reverse gear ratio

matches that of 1st gear

see also Standard R:1
Digression
Reverse gear
is usually longer than 1st gear

the effective span is therefore of central importance for describing the suitability of a transmission

because in these cases, the nominal spread conveys a misleading picture

which is only unproblematic for vehicles with high specific power
Market participants
Manufacturers naturally have no interest in specifying the effective span

Users have not yet formulated the practical benefits that the effective span has for them

The effective span has not yet played a role in research and teaching
Contrary to its significance
the effective span has therefore not yet been able to establish itself
either in theory

or in practice.
End of digression

[mwD-c] ${\frac {\omega _{2;n}}{max(\omega _{2;1};|\omega _{2;R}|)}}={\frac {min(i_{1};|i_{R}|)}{i_{n}}}$

[mwECk] The span is only effective to the extent that
the reverse gear ratio

matches that of 1st gear

[mwECs] the reverse gear ratio

[mwECw] tches that of 1st gear

[mwEC0] see also Standard R:1

[mwEDM] s usually longer than 1st gear

[mwEDY] the effective span is therefore of central importance for describing the suitability of a transmission

[mwEDo] use in these cases, the nominal spread conveys a misleading picture

[mwED0] which is only unproblematic for vehicles with high specific power

[mwEEI] Manufacturers naturally have no interest in specifying the effective span

[mwEEQ] Users have not yet formulated the practical benefits that the effective span has for them

[mwEEY] The effective span has not yet played a role in research and teaching

[mwEEs] the effective span has therefore not yet been able to establish itself
either in theory

or in practice.

[mwEFA] ther in theory

[mwEFM] r in practice.

[26] Ratio span's center
$(i_{1}i_{n})^{\frac {1}{2}}$

The center indicates the speed level of the transmission

Together with the final drive ratio

it gives the shaft speed level of the vehicle

[mwEF4] $(i_{1}i_{n})^{\frac {1}{2}}$

[mwEHY] The center indicates the speed level of the transmission

[mwEHc] Together with the final drive ratio

[mwEHg] t gives the shaft speed level of the vehicle

[27] Average gear step
$\left({\frac {\omega _{2;n}}{\omega _{2;1}}}\right)^{\frac {1}{n-1}}=\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}$

There are $n-1$ gear steps between $n$ gears

with decreasing step width
the gears connect better to each other

shifting comfort increases

[mwEH4] $\left({\frac {\omega _{2;n}}{\omega _{2;1}}}\right)^{\frac {1}{n-1}}=\left({\frac {i_{1}}{i_{n}}}\right)^{\frac {1}{n-1}}$

[mwELY] There are $n-1$ gear steps between $n$ gears

[mwEMs] with decreasing step width
the gears connect better to each other

shifting comfort increases

[mwEM0] the gears connect better to each other

[mwEM4] shifting comfort increases

[28] Sun 1: sun gear of gearset 1

[29] Ring 1: ring gear of gearset 1

[30] Sun 2: sun gear of gearset 2

[31] Ring 2: ring gear of gearset 2

[32] Sun 3: sun gear of gearset 3

[33] Ring 3: ring gear of gearset 3

[34] Sun 4: sun gear of gearset 4

[35] Ring 4: ring gear of gearset 4

[50:50-36] 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 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)

[mwET4] With steadily decreasing gear steps (yellow highlighted line Step)

[mwEUA] rticularly 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

[mwEUI] the lower half of the gear steps (between the small gears; rounded down, here the first 4) is always larger

[mwEUU] the upper half of the gear steps (between the large gears; rounded up, here the last 5) is always smaller

[mwEUg] than the average gear step (cell highlighted yellow two rows above on the far right)

[mwEUo] wer half: smaller gear steps are a waste of possible ratios (red bold)

[mwEU4] upper half: larger gear steps are unsatisfactory (red bold)

[R:1-37] 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)

see also Total ratio span (total gear ratio/total transmission Ratio) effective

[mwEV0] 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

[mwEV8] rment when maneuvering

[mwEWA] specially when towing a trailer

[mwEWE] torque converter can only partially compensate for this deficiency

[mwEWI] Plus 11.11 % minus 10 % compared to 1st gear is good

[mwEWU] Plus 25 % minus 20 % is acceptable (red)

[mwEWk] Above this is unsatisfactory (bold)

[mwEWw] see also Total ratio span (total gear ratio/total transmission Ratio) effective

[1:2-38] 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)

[mwEXk] With continuously decreasing gear steps (yellow marked line Step)

[mwEXs] the largest gear step is the one from 1st to 2nd gear, which
for a good speed connection and

a smooth gear shift

[mwEX4] r a good speed connection and

[mwEX8] smooth gear shift

[mwEYA] ust 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)

[mwEYI] A gear ratio of up to 1.6667 : 1 (5 : 3) is good

[mwEYU] Up to 1.7500 : 1 (7 : 4) is acceptable (red)

[mwEYk] Above is unsatisfactory (bold)

[LS-39] 1 2 3 4 5 From large to small gears (from right to left)

[Step-40] 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 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)

[mwEd4] 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

[mwEeA] increase: Δ Step (first green highlighted line Δ Step) is always greater than 1

[mwEeU] As progressive as possible: Δ Step is always greater than the previous step

[mwEeg] Not progressively increasing is acceptable (red)

[mwEeo] Not increasing is unsatisfactory (bold)

[Speed-41] 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 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)

[mwEjg] Shaft speed differences should
increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

[mwEjo] increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one

[mwEj8] 1 difference smaller than the previous one is acceptable (red)

[mwEkE] 2 consecutive ones are a waste of possible ratios (bold)

[47] Permanently coupled elements
S₁ and S₂

C₁ and R₄

R₂ and S₃

R₃ and S₄

[mwEkk] S₁ and S₂

[mwEk4] C₁ and R₄

[mwElM] R₂ and S₃

[mwElg] R₃ and S₄

[48] Blocks s₁

[49] Blocks R₁

[50] Couples R₂ and S₃ with the dedicated intermediate shaft

[51] Couples C₃ with the dedicated intermediate shaft

[52] Couples R₃ and S₄ with the input (turbine) shaft

[53] Couples C₁ and R₄ with the dedicated intermediate shaft

[ordinary-54] 1 2 3 Ordinary noted
For direct determination of the gear ratio

[mwEoo] For direct determination of the gear ratio

[elementary-55] 1 2 3 4 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 the torque conversion ratio and efficiency

[mwEpY] Alternative representation for determining the transmission ratio

[mwEpc] Contains only operands
With simple fractions of both central gears of a planetary gearset

Or with the value 1

[mwEpk] With simple fractions of both central gears of a planetary gearset

[mwEpo] Or with the value 1

[mwEps] As a basis
For reliable

And traceable

[mwEp0] For reliable

[mwEp4] And traceable

[mwEp8] Determination of the torque conversion ratio and efficiency

[64] w/o any claim of completeness

[65] xcept 2018–2020 3.3L V6

[68] xcept V6 and 4-cylinder models, which use the 6L 80 and 8L 90 respectively

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[4] Tracy, David (April 23, 2018). "Why Ford Isn't Using GM's Nine-Speed Automatic Transmission". Jalopnik. Retrieved July 8, 2019.

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[10] Esposito, Anthony; White, Joseph (January 15, 2018). "Game of chicken: GM bets on Mexican-made pickup trucks". Reuters. Archived from the original on November 15, 2022. Retrieved July 15, 2026.

[11] "New Programs Update May 2017". @FordOnline. Ford. Archived from the original on November 23, 2018. Retrieved March 10, 2019.

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[67] 2016+ Camaro Transmission

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