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Ford 6R transmission#6R80

{{Short description|Motor vehicle automatic transmission models}}

{{Infobox automobile

| name = 6R

| production = 2005–present

| model_years = 2005–present

| image = ZF_Automatik_6HP26.JPG

| caption = Automatic Transmission ZF 6HP 26 cutaway

| manufacturer = Ford Motor Company

| class = 6-speed longitudinal automatic transmission

| predecessor = Ford AOD

| successor = Ford 10R 60 · 10R 80 · 10R 140

| related = GM 6L
ZF 6HP
Aisin AWTF-80 SC}}

The 6R is a 6-speed automatic transmission for longitudinal engine placement in rear-wheel drive vehicles. It is based on the ZF 6HP26 transmission{{cite web | url = http://www.themotorreport.com.au/51510/2011-ford-territorys-tdci-duratorq-diesel-heart-revealed-petrol-six-updated | title = 2011 Ford Territory's Diesel Heart Revealed | publisher = The Motor Report | date = 2011-03-09 | accessdate = 2011-04-06}} and has been built under license by the Ford Motor Company at its Livonia Transmission plant in Livonia, Michigan. The 6R debuted in 2005 for the 2006 model year Ford Explorer and Mercury Mountaineer.

The 6R 80 was available in 2009–2017 Ford F-150 trucks (and 2018–2020 only paired with the 3.3L V6 engine). It features an integrated "Tow/Haul" mode for enhanced engine braking and towing performance. For the 2011 model year, the transmission was revised to provide smoother shifts, improved fuel economy, and overall better shift performance. Most notable of the improvements was the addition of a one-way clutch that provided smoother 1–2 up-shifts and 2–1 down-shifts. The transmission has a relatively low 1st gear and two overdrive gears, the highest of which is 0.69:1. This provides exceptional towing performance when needed, while maximizing fuel economy by offering low engine speeds while cruising.

The 6R 80 can be found behind the 3.7L V6 all the way up to the 6.2L V8. Ford has stated that while the transmission is used in multiple applications, each transmission is optimized and integrated differently depending on the engine it is mated to. The 6R 80 features "Filled for Life" low viscosity synthetic transmission fluid (MERCON LV), though a fluid flush is recommended at {{convert|150,000|mi|km|-3|abbr=on|lk=on}} if your truck falls under the classification of "Severe Duty" operation. The transmission, as used in the Ford F-150, has a fluid capacity of {{convert|13.1|usqt|l|1|abbr=on|lk=on}} and weighs {{convert|215|lbs|kg|0|abbr=on|lk=on}}.

class="wikitable collapsible" style="text-align:center"

|+Gear Ratios{{efn|Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage}}

!{{diagonal split header|Model|Gear}}

!R

!1

!2

!3

!4

!5

!6

!Total
Span

!Span
Center

!Avg.
Step

!Compo-
nents

colspan="12" style="background:#AAF;"|
Ford 6R 60 · 6R 80 · 2005

|{{round

4590/1349|3}}

|{{round|9180/2201|3}}

|{{round|211140/90241|3}}

|{{round|108/71|3}}

|{{round|9180/8033|3}}

|{{round|9180/10586|3}}

|{{round|85/123|3}}

|{{round|9180/2201*123/85|3}}

|{{round|(9180/2201*85/123)^(1/2)|3}}

|{{round|(9180/2201*123/85)^(1/5)|3}}

|rowspan=4|3 Gearsets
2 Brakes
3 Clutches

Ford 6R 140 · 2005

|{{round

13968/4465|3}}

|{{round|13968/3515|3}}

|{{round|8148/3515|3}}

|{{round|144/95|3}}

|{{round|13968/12155|3}}

|{{round|13968/16271|3}}

|{{round|97/144|3}}

|{{round|13968/3515*144/97|3}}

|{{round|(13968/3515*97/144)^(1/2)|3}}

|{{round|(13968/3515*144/97)^(1/5)|3}}

colspan="11" style="background:#AAF;"|
ZF 6HP All · 2000{{efn|first transmission to use the Lepelletier 6-speed gearset concept}}

|{{round

4590/1349|3}}

|{{round|9180/2201|3}}

|{{round|211140/90241|3}}

|{{round|108/71|3}}

|{{round|9180/8033|3}}

|{{round|9180/10586|3}}

|{{round|85/123|3}}

|{{round|9180/2201*123/85|3}}

|{{round|(9180/2201*85/123)^(1/2)|3}}

|{{round|(9180/2201*123/85)^(1/5)|3}}

{{notelist|2|group=efn}}

Specifications

=Basic concept=

A conventional planetary gearset and a compound Ravigneaux gearset is combined in a Lepelletier gear mechanism,{{Cite web |last=Riley |first=Mike |date=2013-09-01 |title=Lepelletier Planetary System |url=https://www.transmissiondigest.com/lepelletier-planetary-system/ |access-date=2023-03-03 |website=Transmission Digest |language=en-US |archive-date=2023-06-21 |archive-url=https://web.archive.org/web/20230621163418/https://www.transmissiondigest.com/lepelletier-planetary-system/ |url-status=live }} to reduce both the size and weight. It was first realized with the 6HP from ZF Friedrichshafen. Like all transmissions realized with Lepelletier transmissions, the 6R also dispenses with the use of the direct gear ratio, making it one of the very few automatic transmission concepts without such a ratio.

It also has the capability to achieve torque converter lock-up on all 6 forward gears, and disengage it completely when at a standstill, significantly closing the fuel efficiency gap between automatic and manual transmissions.

class="wikitable collapsible" style="text-align:center"

|+Final Drive

!Car Type

!Ratio

|4.10
|3.73
|3.55
|3.31
|3.15
|2.73

class="wikitable collapsible" style="text-align:center"

|+Gear Ratios

!rowspan=2 colspan=2|With Assessment{{efn|All 6R-transmissions are based on the Lepelletier gear mechanism, first realized in the ZF 6HP 26 gearbox}}{{efn|name=other|Other gearboxes using the Lepelletier gear mechanism see infobox}}

!colspan=3|Planetary Gearset: Teeth{{efn|Layout

  • Input and output are on opposite sides
  • Planetary gearset 1 is on the input (turbine) side
  • Input shafts are R1 and, if actuated, C2/C3 (the combined carrier of the compound Ravigneaux gearset 2 and 3)
  • Output shaft is R3 (ring gear of gearset 3: outer Ravigneaux gearset)}}
    Lepelletier Gear Mechanism

!rowspan=2|Count

!rowspan=2|Total{{efn|Total Ratio Span (Total Ratio Spread · Total Gear Ratio)

  • \tfrac{i_n} {i_1}
  • 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}}
    Center{{efn|Ratio Span's Center
  • (i_n i_1)^\tfrac{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}}

!rowspan=2|Avg.{{efn|Average Gear Step

  • (\tfrac{i_n} {i_1})^\tfrac{1} {n-1}
  • With decreasing step width
  • the gears connect better to each other
  • shifting comfort increases}}
Simple

!colspan=2|Ravigneaux

colspan=8 style="background:#AAF;"|
Mfr.
Model

!Version
First Delivery

!S1{{efn|Sun 1: sun gear of gearset 1}}
R1{{efn|Ring 1: ring gear of gearset 1}}

!S2{{efn|Sun 2: sun gear of gearset 2: inner Ravigneaux gearset}}
R2{{efn|Ring 2: ring gear of gearset 2: inner Ravigneaux gearset}}

!S3{{efn|Sun 3: sun gear of gearset 3: outer Ravigneaux gearset}}
R3{{efn|Ring 3: ring gear of gearset 3: outer Ravigneaux gearset}}

!Brakes
Clutches

!Ratio
Span

!Gear
Step{{efn|name=50:50|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 2) is always larger
  • and the upper half of the gear steps (between the large gears; rounded up, here the last 3) is always smaller
  • than the average gear step (cell highlighted yellow two rows above on the far right)
  • lower half: {{font color|red|smaller gear steps are a waste of possible ratios (red bold)}}
  • upper half: {{font color|red|larger gear steps are unsatisfactory (red bold)}}}}
style="font-style:italic;"

!Gear
Ratio

!R
{i_R}

!1
{i_1}

!2
{i_2}

!3
{i_3}

!4
{i_4}

!5
{i_5}

!6
{i_6}

Step{{efn|name=50:50}}

!-\tfrac{i_R} {i_1}{{efn|name=R:1|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
  • {{font color|red|Plus 25 % minus 20 % is acceptable (red)}}
  • {{font color|red|Above this is unsatisfactory (bold)}}}}

!\tfrac{i_1} {i_1}

!\tfrac{i_1} {i_2}{{efn|name=1:2|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
  • {{font color|red|Up to 1.7500:1 (7:4) is acceptable (red)}}
  • {{font color|red|Above is unsatisfactory (bold)}}}}

!\tfrac{i_2} {i_3}

!\tfrac{i_3} {i_4}

!\tfrac{i_4} {i_5}

!\tfrac{i_5} {i_6}

Δ Step{{efn|name=LS|From large to small gears (from right to left)}}{{efn|name=step|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
  • {{font color|red|Not progressively increasing is acceptable (red)}}
  • {{font color|red|Not increasing is unsatisfactory (bold)}}}}

!style="background:#DDF;"|

!style="background:#DDF;"|

!\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}

!style="background:#DDF;"|

Shaft
Speed

!\tfrac{i_1} {i_R}

!\tfrac{i_1} {i_1}

!\tfrac{i_1} {i_2}

!\tfrac{i_1} {i_3}

!\tfrac{i_1} {i_4}

!\tfrac{i_1} {i_5}

!\tfrac{i_1} {i_6}

Δ Shaft
Speed{{efn|name=speed|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
  • {{font color|red|1 difference smaller than the previous one is acceptable (red)}}
  • {{font color|red|2 consecutive ones are a waste of possible ratios (bold)}}}}

!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}

colspan=8 style="background:#AAF;"|
Ford
6R 60
6R 80

|{{convert|600|Nm|lbft|0|abbr=on|lk=on}}
{{convert|800|Nm|lbft|0|abbr=on|lk=on}}
2005 (both)

|37
71

|31
38

|38
85

|2
3

|{{round|9180/2201*123/85|4}}
{{round|(9180/2201*85/123)^(1/2)|4}}

|style="background:#FFC;"|{{round|(9180/2201*123/85)^(1/5)|4}}{{efn|name=50:50}}

style="font-style:italic;"

!Gear
Ratio

|{{font color|red|{{round

4590/1349|4}}{{efn|name=R:1}}
-\tfrac{4,590}{1,349}}}

|{{round|9180/2201|4}}
\tfrac{9,180}{2,201}

|{{font color|red|{{round|211140/90241|4}}{{efn|name=1:2}}
\tfrac{211,140}{90,241}}}

|{{round|108/71|4}}
\tfrac{108}{71}

|{{font color|red|{{round|9180/8033|4}}{{efn|name=step}}{{efn|name=speed}}
\tfrac{9,180}{8,033}}}

|{{round|4590/5293|4}}
\tfrac{4,590}{5,293}

|{{round|85/123|4}}
\tfrac{85}{123}

Step

|{{font color|red|0.8158}}{{efn|name=R:1}}

!1.0000

|style="background:#FFC;"|{{font color|red|1.7826{{efn|name=1:2}}}}

|style="background:#FFC;"|1.5382

|style="background:#FFC;"|{{font color|red|1.3311}}

|style="background:#FFC;"|1.3178

|style="background:#FFC;"|1.2549

Δ Step{{efn|name=LS}}

|style="background:#DDF;"|

|style="background:#DDF;"|

|style="background:#DFD;"|1.1589

|style="background:#DFD;"|1.1559

|style="background:#DFD;"|{{font color|red|1.0101}}{{efn|name=step}}

|style="background:#DFD;"|1.0502

|style="background:#DDF;"|

Speed

|{{font color|red

1.2258}}

!1.0000

|1.7826

|2.7419

|{{font color|red|3.6497}}

|4.8096

|6.0354

Δ Speed

|{{font color|red|1.2258}}

!1.0000

|style="background:#DFD;"|0.7826

|style="background:#DFD;"|0.9593

|style="background:#DFD;"|{{font color|red|0.9078}}{{efn|name=speed}}

|style="background:#DFD;"|1.1599

|style="background:#DFD;"|1.2258

colspan=8|
Ford
6R 140

|{{convert|1400|Nm|lbft|0|abbr=on|lk=on}}
2005

|49
95

|37
47

|47
97

|2
3

|{{round|13968/3515*144/97|4}}
{{round|(13968/3515*97/144)^(1/2)|4}}

|style="background:#FFC;"|{{round|(13968/3515*144/97)^(1/5)|4}}{{efn|name=50:50}}

style="font-style:italic;"

!Gear
Ratio

|{{font color|red|{{round

13968/4465|4}}{{efn|name=R:1}}
-\tfrac{13,968}{4,485}}}

|{{round|13968/3515|4}}
\tfrac{13,968}{3,515}

|{{font color|red|{{round|8148/3515|4}}{{efn|name=1:2}}{{efn|name=step}}
\tfrac{8,148}{3,515}}}

|{{round|144/95|4}}
\tfrac{144}{95}

|{{font color|red|{{round|13968/12155|4}}{{efn|name=step}}{{efn|name=speed}}
\tfrac{13,968}{12,155}}}

|{{round|13968/16271|4}}
\tfrac{13,968}{16,271}

|{{round|97/144|4}}
\tfrac{97}{144}

Step

|{{font color|red|0.7872}}{{efn|name=R:1}}

!1.0000

|style="background:#FFC;"|{{font color|red|1.7143}}{{efn|name=1:2}}

|style="background:#FFC;"|1.5293

|style="background:#FFC;"|{{font color|red|1.3190}}

|style="background:#FFC;"|1.3389

|style="background:#FFC;"|1.2744

Δ Step{{efn|name=LS}}

|style="background:#DDF;"|

|style="background:#DDF;"|

|style="background:#DFD;"|{{font color|red|1.1210}}{{efn|name=step}}

|style="background:#DFD;"|1.1594

|style="background:#DFD;"|{{font color|red|0.9854}}{{efn|name=step}}

|style="background:#DFD;"|1.0504

|style="background:#DDF;"|

Speed

|{{font color|red|-1.2703}}

!1.0000

|1.7143

|2.6216

|{{font color|red|3.4580}}

|4.6290

|5.8993

Δ Speed

|{{font color|red|1.2703}}

!1.0000

|style="background:#DFD;"|0.7143

|style="background:#DFD;"|0.9073

|style="background:#DFD;"|{{font color|red|0.8364}}{{efn|name=speed}}

|style="background:#DFD;"|1.1710

|style="background:#DFD;"|1.2703

colspan=8 style="background:#AAF;"|
ZF 6HP

|All{{efn|name=other}} · 2000{{efn|First gearbox on the market to use the Lepelletier gear mechanism
for comparison purposes only}}

|37
71

|31
38

|38
85

|2
3

|{{round|9180/2201*123/85|4}}
{{round|(9180/2201*85/123)^(1/2)|4}}

|style="background:#FFC;"|{{round|(9180/2201*123/85)^(1/5)|4}}{{efn|name=50:50}}

style="font-style:italic;"

!Gear
Ratio

|{{font color|red|{{round

4590/1349|4}}{{efn|name=R:1}}}}

|{{round|9180/2201|4}}

|{{font color|red|{{round|211140/90241|4}}{{efn|name=1:2}}}}

|{{round|108/71|4}}

|{{font color|red|{{round|9180/8033|4}}{{efn|name=step}}{{efn|name=speed}}}}

|{{round|4590/5293|4}}

|{{round|85/123|4}}

colspan=8 style="background:#AAF;"|
style="font-style:italic;"

!Ratio
R & Even

|-\tfrac{R_{3} (S_1+ R_1)}{R_1 S_{3}}

|colspan=2|\tfrac{R_{3} (S_1+ R_1) (S_{2}+ R_{2})}{R_1 S_{2} (S_{3}+ R_{3})}

|colspan=2|\tfrac{R_{2} R_{3} (S_1+ R_1)}{R_{2} R_{3} (S_1+ R_1)- S_1 S_{2} S_{3}}

|colspan=2|\tfrac{R_{3}}{S_{3}+ R_{3}}

style="font-style:italic;"

!Ratio
Odd

|colspan=2|\tfrac{R_{2} R_{3} (S_1+ R_1)}{R_1 S_{2} S_{3}}

|colspan=2|\tfrac{S_{1}+ R_{1}}{R_{1}}

|colspan=2|\tfrac{R_{3} (S_1+ R_1)}{R_{3} (S_1+ R_1)+ S_1 S_{3}}

colspan=8|Algebra And Actuated Shift Elements
Brake A{{efn|Blocks R2 and S3}}

|

|❶

|❶

|❶

|❶

|

|

Brake B{{efn|Blocks C2 (carrier 2) and C3 (carrier 3)}}

|❶

|

|

|❶

|

|❶

|

Clutch C{{efn|Couples C1 (carrier 1) and S2}}

|

|

|❶

|

|

|

|❶

Clutch D{{efn|Couples C1 (carrier 1) with R2 and S3}}

|❶

|❶

|

|

|

|

|

Clutch E{{efn|Couples R1 with C2 (carrier 2) and C3 (carrier 3)}}

|

|

|

|

|❶

|❶

|❶

colspan=8 style="background:#AAF;"|
colspan=8|{{notelist|2|group=efn}}
colspan=8 style="background:#AAF;"|

Applications

= 6R 60 =

  • 2006–2008 Ford Explorer/Mercury Mountaineer w/ 4.6L V8

= 6R 80 =

  • 2007–2008 Ford Expedition

= 6R 80 =

  • 2009–2017 Ford F-150 (except 2017 with 3.5L EcoBoost)
  • 2018–2020 Ford F-150 3.3L
  • 2009–2018 Ford Expedition/Lincoln Navigator
  • 2009–2010 Ford Explorer/Mercury Mountaineer w/ 4.6L V8
  • 2011–2016 Ford Territory (SZ TCDi){{cite web |url=http://australiancar.reviews/reviews.php#!content=review&make=Ford&model=Territory&gen=271 |title=Review: Ford SZ Territory (2011–16) |publisher=AustralianCar.Reviews |access-date=2 August 2016 |archive-date=18 October 2015 |archive-url=https://web.archive.org/web/20151018141050/http://australiancar.reviews/reviews.php#!content=review&make=Ford&model=Territory&gen=271 |url-status=dead }}
  • 2011–2017 Ford Mustang V6, GT, 2015–2017 EcoBoost
  • 2011–present Ford Ranger (on 3.2L and 2.2L single-turbo diesel engines)
  • 2011–present Mazda BT-50 (on 3.2L and 2.2L single-turbo diesel engines)
  • 2015–present Ford Everest (on 3.2L and 2.2L single-turbo diesel engines)
  • 2015–2019 Ford Transit

See also

References

{{Reflist|2}}

External links

  • {{cite web|url=http://media.ford.com/newsroom/feature_display.cfm?release=21449|title=Ford Shifting Six-Speeds into High Gear|work=Ford Motor Company press release|accessdate=February 7, 2006|url-status=dead|archiveurl=https://web.archive.org/web/20070927001040/http://media.ford.com/newsroom/feature_display.cfm?release=21449|archivedate=September 27, 2007}}
  • {{cite web|url=http://media.ford.com/products/presskit_display.cfm?vehicle_id=1687&press_section_id=398&make_id=92|title=2009 F-150 Technical Specifications|work=Ford Motor Company presskit|accessdate=November 10, 2008|archive-date=September 29, 2008|archive-url=https://web.archive.org/web/20080929214938/http://media.ford.com/products/presskit_display.cfm?vehicle_id=1687&press_section_id=398&make_id=92|url-status=dead}}

6R