Developing any new technology will cost an absolute ton of money, which why it’s not unusual for car companies to co-develop things like chassis’ and transmissions. They can then use these unseen components throughout their different product lines and improve their profit margins through the lower shared development costs. The GM 10L80 Hydra-Matic transmission is one such hybrid component that General Motors jointly developed with, wait for it, the Ford Motor Company! That’s right, you can find a variation of this Ford – GM 10-speed automatic transmission in the Ford Mustang GT a the Chevrolet Camaro ZL1! Although the basic engineering is the same, the GM 10L80 and Ford 10R80 each have proprietary control software, along with a few other differences that are suited for each specific application.
The Ford version is built at their Livonia transmission plant (Ford spent a reported $1.4 billion on retooling to build this transmission), and the GM version is built only a few miles away at their transmission factory in Romulus Michigan (GM spent a comparatively cheap $323 million retooling this factory). But before you have a brand induced meltdown, let’s look at all the things that make the 10L80 transmission so unique.
Replacement 10L80 Transmission Prices:
** Currently 10L80 units are 2017+ so are dealer-only or salvage yard only.
2017+ 10L80 Applications and Compatibility:
10L80 Transmission Overview
Efficiency and performance are the two main goals behind the GM 10L80 transmission. By combining a wide 7.39 overall gear ratio spread, with smaller steps between each gear, this GM 10-speed automatic transmission is able to keep the engine in its ideal power band during acceleration. Then it can upshift to one of its three overdrive gears for maximum fuel economy. Thanks to the optimal gear spacing, the engine RPM only drops approximately 20% when the 10L80 changes gear. These tight gear ratios not only allow for lightning fast upshifts and downshifts. But keeping the engine in its ideal RPM range allows the 10L80 transmission to operate with nearly the efficiency of a CVT transmission.
With 10 forward gears to choose from, the 10L80 transmission is able to reduce the fuel consumption of a high horsepower engine. But tall highway gearing aren’t the only way that this transmission maximizes efficiency. Spin losses (i.e. lost energy) are reduced by only having two of the six clutches open at any time. There’s also a unique internal thermal bypass that allows the transmission to warm up faster, reducing fuel consumption on cold starts. Fluid pressure is maintained by an off-axis main pump that can vary the displacement depending on the load. A second electric 10L80 pump maintains fluid pressure when the stop/start function activates.
Even though it has two more gears, creative packaging allows the 10L80 transmission to be no bigger or heavier than an 8L90 or 6L90. With a dry weight of approximately 230 lbs, it’s also very light considering the complexity. In fact, there are absolutely no cast-iron components, including the 10L80 stator support. The 1-piece aluminum case houses a slim 260mm 10L80 torque converter inside the integrated bell housing. And with four gearsets and six clutches (2 brake, 4 rotating), the 10L80 10-speed has just one more clutch than the 8L90 8-speed transmission (this is partly because of a unique triple-clutch assembly mounted near the middle of the case).
10L80 Transmission Specs
Všeobecně – 10stupňová automatika s integrovaným měničem momentu turbínové spojky
Použití – RWD & 4WD / AWD
RPO Code – MF6
Zahájení výroby – 2017
Pouzdro – 1 kus hliníku s integrovaným pouzdrem zvonku
Torque Converter – 260 mm with Electronic Controlled Capacity Clutch (10L80 ECCC)
Hmotnost – 230+ liber (hmotnost se liší v závislosti na aplikaci)
Fluid Type – Mercon ULV ATF
Kapacita kapaliny – 13 qts
10L80 Transmission Gear Ratios
První – 4.70
Za druhé – 2.99
Třetí – 2.15
Čtvrtý – 1.80
Pátý – 1.52
Šestý – 1.28
Sedmá – 1.00:XNUMX
Osmá – 0.85
Devátá – 0.69
Desátý – 0.64
Reverzní – 4.87
10L80 Transmission Problems & Technical Service Bulletins
TSB 18-NA-026 – Transmission fluid leak
Problém – Owners may experience an ATF leak coming from under the vehicle.
Řešení – This 10L80 transmission problem could be the result of a failed oil cooler line fitting retaining bolt.
Used 10L80 vs. Rebuilt vs. Remanufactured
If you’re having problems with your 10L80 you’re going to want the most economical solution.
A rebuilt 10L80 will only have a certain number of components that get replaced. So the service life is limited, and the warranty will only last 1-2 years.
A used 10L80 is pulled from a wrecked vehicle, so there’s no telling what may be wrong with it, or how long it will last.
A remanufactured 10L80 on the other hand, is completely remanufactured, and it’s designed to exceed the manufacturer’s original specifications. That way you get a longer service life, along with a 3-year/Unlimited Mile Nationwide Warranty.’
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Most of us have either seen or heard of the new 10-speed transmission Ford is offing behind the 2.3L EcoBoost, 2.7L V6, 3.5L EcoBoost, 5.0L gas, and 3.0L Power Stroke Diesel engines.
It’s been on the road for a few years, and we’re starting to see some common failures for this unit. Before we get started, let’s cover the basics.
The 10R80 transmission is a 10-speed, rear-wheel-drive transmission that is controlled by a PCM or a TCM. Ford is currently using this unit in the following vehicles:
- 2017- Ford F-150
- 2018 – Ford Mustang
- 2018 – expedice Ford
- 2018- Lincoln Navigator
- 2019- Ford Ranger
- 2019- Ford Everest
10R80 má deset rychlostí vpřed, jednu rychlost vzad produkovanou následujícími komponenty:
- Čtyři planetové převodovky
- Jedna mechanická jednosměrná spojka (OWC)
- Šest třecích spojek
- Dvoudílné tělo ventilu s osmi solenoidy
- Externí PCM nebo TCM
Elektromagnety řazení
The 10R80 utilizes six shift solenoids that are listed by the factory as A-F and are linear force solenoids (Figure 1). You can scribe numbers on them from 1-6 if you choose for a quick reminder of their location. Unlike previous shift solenoids, they are mechanical in nature in that no transmission fluid passes through them (Figure 2).
The solenoids are calibrated from the factory and are not all the same. The CIDAS (Casting Integrated Direct Acting Solenoid) are all normally low solenoids. The solenoids can be replaced separately, but only with the same type of solenoid.
The replacement solenoid band number must match the band number of the solenoid being replaced. The band number is printed on the solenoids in the location shown and will be a 1, 2, 3, 4, or 5 (Figure 3).
Each clutch is controlled by a corresponding shift solenoid A-F. These solenoids are directly proportional in that zero current equals zero pressure, and maximum current equals maximum pressure.
If the power circuit to the transmission solenoids fails open, then all solenoids are failed electrically off. None of the clutch packs can engage, and there is no fail-safe operation.
Upshift Gear Sequence:
At times the 10-speed transmission may skip gears when the vehicle starts from a complete stop. This is a normal and desired behavior. Ford describes their two different shift strategies as single and double step shifts.
At part pedal, when acceleration is brisk, single-step upshifts would result in very frequent shift events (a very short time in gear). Double-step (skipping a gear) upshifts results when a longer time is spent in gear. However, at light pedal or road load, single-step upshifts will occur.
The small 10-speed gear steps allow the engine speed to drop to lower values than it would in the 6-speed transmission, providing for the best fuel economy. In contrast, when the 10-speed transmission is at heavy or max throttle, the small steps keep the engine closer to the horsepower peak for the best performance.
Downshift Gear Sequence:
At times the 10-speed transmission may skip gears when the vehicle downshifts to a complete stop. This is a normal and desired behavior. The same shift strategy that is used for the upshift may be applied during a downshift.
There are five main inputs the vehicle uses for transmission shift strategy, they are:
- Engine speed: Directly affects shift scheduling, Torque Converter Clutch (TCC) control, line pressure, and transmission diagnostics. Indirectly affects shift pressure control.
- Engine torque estimate: Directly affects shift pressure control, TCC control, and transmission diagnostics. Indirectly affects shift scheduling and TCC scheduling
- Accelerator pedal position: Directly affects shift scheduling, TCC scheduling, and transmission diagnostics. Indirectly affects TCC control and shift control.
- Commanded engine torque: Directly affects shift scheduling, TCC scheduling, and transmission diagnostics. Indirectly affects shift control.
- Brake pedal position: Directly affects shift scheduling and TCC scheduling
Adaptivní strategie
The Adaptive Learning Drive Cycle must be performed after any of the following procedures are performed:
- Transmission rebuild or replaced
- TCM replaced or reprogrammed
- Major engine work performed
- Air/fuel management adaptive values reset
Perform the adaptive learning drive cycle on a level road surface as follows:
- Record, and then clear any DTC’s
- Drive the vehicle until the engine and transmission reach normal operating temperature.
- Accelerate from a stop with light throttle (15%), ensuring that upshifts 1st through 8th occur at engine speeds between 1300-1600 rpm.
- Continue to accelerate (may apply slightly more throttle after 7-8 upshift at 32-38 mph (51-61 km/h) until you achieve 55 mph (88 km/h) and the 8-9 and 9-10 shifts complete.
- Brake very gently to a complete stop and hold the foot brake for five (5) seconds.
- Shift the transmission to Neutral. Wait 1 second.
- Shift the transmission to Reverse. Wait 2 seconds.
- Shift the transmission to Neutral. Wait 1 second.
- Shift the transmission to Drive. Wait 2 seconds.
- Repeat Steps 3 through 9 six (6) additional times.
After the final step, place the vehicle in park and cycle the ignition key off. Wait 3-5 minutes before driving. Given the complexity of the TCM control strategy, the engineers made every effort to allow for partial operation of the unit under most failure conditions. When diagnosing this unit, it is very important to realize that the failure management programs built into the powertrain system may be a direct reflection of the customer’s drivability complaint.
With this in mind, there are (3) major groups of failure management strategies that are used when certain diagnostic trouble codes are present. They are listed as Type A, Type B, and Type C diagnostic trouble codes.
Type “A” or “B” DTC Strategy:
The following drivability conditions will be present when this type of DTC is stored.
- Autostart / Autostop function disabled (if equipped)
- Grade braking disabled
- Manual Shift mode disabled
- Neutral Idle mode disabled
- Powertrain (engine) braking disabled
- Tap Up/Tap Down function disabled
- TCC Control disabled
- Transmission Adaptive Pressure Control and adaptive shift values Frozen
For a type “A” code, the MIL will illuminate after one drive cycle with the malfunction present. This is an immediate DTC that effects emissions. For a type “B” code, the fault must be present after two consecutive ignition cycles, otherwise, the MIL will not illuminate (however, a pending code will store). For both types A and B, a freeze-frame record will be stored in memory if the MIL illuminates.
Type “C” DTC Strategy:
The following drivability conditions will be present when this type of DTC is stored.
- Manual Shift mode disabled
When other diagnostic trouble codes are present, there can be different, specific drivability concerns caused by the failure management program. Concerns can range from any of the following:
- High line pressure (harsh shifts and engagements)
- No TCC command
- Early TCC command (harsh shifts)
- Limited shift range, skipping gears
- Reduced power mode
These drivability concerns can be mistaken for transmission malfunctions. It’s extremely important to scan all modules for codes and address those codes first!
Let’s talk about some of the concerns and fixes we have been seeing.
Porucha ohřívače převodovky
In 2018 and later models with the transmission warmer mounted to the transmission, there can be a concern with coolant leaking under the vehicle. The complaint is usually associated with the vehicle sitting for a while (after it has been running at operating temperature).
Inspect the warmer for damage and related lines for leaks (Figure 4). Note, all models will have a warmer. The location of the warmer and the routing of the hoses can vary widely. Most of the larger displacement applications will have an auxiliary oil-to-air cooler in the system as well. If the warmer is not mounted to the transmission, refer to factory information to locate it.
Kódy TCC a/nebo Selhání TCC
While working on a 2017-2018 Ford F150/Raptor, 2018 Expedition, Mustang, and Lincoln Navigator equipped with a 10R80 transmission, you may experience erratic TCC operation, or a TCC shudder concern. Codes P0741 or P1744 may or may not set in the PCM or TCM (depending on application).
These concerns may be caused by a sticking TCC Regulator Valve (Figure 5). You might run into a lack of valve body repair options. If that’s the case, the valve body will have to be replaced to correct these concerns. If the transmission fluid is discolored or has evidence of debris in the fluid, it would be recommended to replace the torque converter and flush the system to complete this repair.
Erratic Shift Complaints, Valve Body Replacement
Complaints of erratic shifting, poor shift quality, missed shifts, and other shifting and TCC control complaints are becoming more common with these units. As these units accumulate more mileage, these concerns may become more frequent. There may or may not be codes associated with these complaints. The complaints may be difficult to duplicate.
First, check for updated programming for the TCM strategy. About 80% of issues are cured by updating the programming. After programming, perform the Adaptive Learning Drive Cycle and reevaluate the vehicle.
If concerns are still present, it may be necessary to service or replace the valve body assembly (Figure 6). Sticking valves and sticking CIDAS solenoids are becoming more common concerns with these units.
Porucha ozubeného kola pohonu čerpadla
A more recent issue with these units is pump drive gear failure (Figure 7). For now, the bulk of reported cases are related to diesel vehicles.
Note, some customers may complain of a converter type whine noise coming from the transmission. Ford considers this to be a normal condition! Since these are straight cut gears, they will tend to be somewhat noisy.
Vždy prohlédněte jímku, zda v ní nejsou možné nečistoty, které by mohly naznačovat, že hnací ozubená kola čerpadla by mohla selhat.
As the 10 speeds continue to make their way into our shops, keep in mind the more you know about them, the better off you’ll be.
