Designed in conjunction with Ford's new 3.5L V6 mentioned earlier, the new 6F automatic transmission is the first tangible result of collaboration between General Motors and Ford on six-speed transmissions. The 6F was designed specifically for front-wheel drive applications, as Ford has already introduced a 6R automatic tranny in the redesigned Explorer and Mountaineer for rear-wheel drive applications. In addition to being used with the new 3.5L V6 in the Lincoln Aviator and Ford Edge, a version of the 6F with GM's own unique controls and calibrations will likely be used by that company in the new Saturn Aura, as well. The new six-speed will deliver up to a 7 percent improvement in fuel economy compared with typical four-speed autos, mainly due to its taller final gear. The six gears have a range in ratio of 6.04 from 4.48:1 in first to .74:1 in overdrive. Ford estimates the transmission would save the equivalent of two fill ups at the gas station every year for the average driver.
Read on for more info, pics and the full press release...
The upper limit of the new 6F will be 300 hp and 280 lb-ft. of torque with shift speeds at 7,000 RPM. There's also a
bit of good news for the RV crowd as the new 6F is flat-towable, meaning it can be towed behind a motorhome without
incurring damage thanks to an off-axis pump that keeps the internals lubricated.
Ford already has 24 nameplates that are available with a six-speed transmission. The new 6F is the first to be
designed and engineered in-house and will grow the number of sex-cogged vehicles by Ford considerably in the coming
years. (I totally just made up the word 'sex-cogged', but I think you know what I mean.)
[Source: Ford]
* Ford Edge and Lincoln Aviator to debut next year with new class-leading 6F 6-speed
transaxle
* New 6-speed delivers up to 7 percent improvement in highway fuel economy - nearly two tanks of
gas a year compared with typical 4-speed automatics
* Ford Motor Company today is an industry leader in 6-speeds with 24 nameplates offered - and
more are on the way
DEARBORN, Mich. Nov. 9, 2005 -With consumers focused on gas prices, the market is demanding more fuel-efficient
vehicle technologies. Ford Motor Company's innovative new 6F 6-speed automatic transaxle delivers just that - with up
to a 7 percent improvement in highway fuel economy and more refined performance at the same time.
Ford Motor Company today is an industry leader in 6-speed technology with 24 nameplates offered - and more coming next
year, including two new crossover utility vehicles (CUVs).
"Ford Motor Company will pace the industry in advanced transaxles, which provide increased performance and increased
fuel economy," says Barb Samardzich, Ford vice president of Powertrain Operations. "With the introduction of the Ford
Edge and Lincoln Aviator crossovers next year, our 6-speed leadership continues, and we have more on the way." The new
6F was developed to cover a wide range of vehicle applications. It initially will be teamed with the new 3.5-liter V-6
in the Ford Edge and Lincoln Aviator CUVs. The transaxle also is designed to handle up to 300 horsepower and 280
pound-feet of torque with shift speeds up to 7,000 rpm.
The enhanced performance and fuel economy of the 6F comes from a wide span of 6.04 between the transaxle's lowest and
highest gear ratio. The high ratio span helps deliver improved fuel economy and improved acceleration compared with a
typical 4-speed automatic.
"Not only do the smaller ratio step sizes of a 6-speed transaxle allow for better powertrain efficiency, but they
enable smoother shifts as well," says Ram Krishnaswami, manager 6F Transaxle Systems, Automatic Transmission
Engineering.
The new 6F front-drive 6-speed delivers on the two most important attributes that today's consumers look for in a
vehicle: fuel economy and maximum performance.
These characteristics are delivered by a low 4.48 gear for satisfying acceleration at launch and a tall, 0.74
overdrive for exceptional fuel economy. Short steps between intermediate gears enhance performance and feel by finding
the right gear for the most efficient operating conditions. The smooth shifts reduce harshness and reduce overall
NVH.
Development of the new 6F transaxle is the result of a collaborative effort between Ford and General Motors.
Co-development of the transaxle resulted in a common approach to design and manufacturing engineering. Despite using
common suppliers for a majority of parts to leverage economies of scale, both companies are utilizing unique controls
and calibrations to tailor the shift feel of the transaxle to fit their brand characteristics.
Improved NVH and Refinement
The elimination of noise, vibration and harshness (NVH) was a particular target for the development team. Extensive
use of CAE modeling on the transaxle case built a solid housing for the transaxle components.
Engineers used computer-aided analysis to determine exactly where strengthening ribs needed to be added to the casing
to minimize radiated noise and vibration. CAE modeling also was used to add thickness to the case in appropriate areas
for added strength.
In addition, the transaxle's three simple planetary gear sets are designed for robustness and use low-pinion pitch
line velocities to reduce noise. All gears are cut using high-precision CNC hobbing, grinding and honing machines. The
transfer and final drive gears are hard-treated for strength, and subsequently ground and honed to provide a more
precise fit, thus reducing gear whine.
The 6F also features the first use of an off-axis pump for Ford. This package-enabler takes up much less space in the
transaxle. Package efficiency is further enabled by the pump's chain drive. The pump porting also was optimized to
improve NVH.
The 6F uses only plate clutches for each shift to deliver quiet, smooth shifts throughout the entire ratio span. In
addition, the 6F uses a Ford proprietary control strategy that uses powerful adaptive algorithms. The 6F provides fast,
responsive shifts throughout the operating range that are smooth yet crisp, which delivers an invigorating driving
experience to the customer.
Factory Tested for Quality
To ensure the best possible shift quality, each 6F transaxle is bench tested at Ford's Van Dyke (Mich.) Transaxle
Plant. There, the transaxle build quality is verified, detecting even minute variations in the manufacturing
process.
Using a unique patent pending process, software programmed into the 6F's electronic controller individually trims
and characterizes all solenoids and clutches to eliminate the variances that would normally lead to changes in shift
feel, producing smooth, precisely controlled shifts that improve durability and customer satisfaction.
6F SPECS
TRANSMISSION
Type 6-Speed Automatic
Gear Ratios
1st 4.484:1
2nd 2.872:1
3rd 1.842:1
4th 1.414:1
5th 1.000:1
6th 0.742:1
REV 00034
Reader Comments (Page 1 of 1)
Brian 11:06PM (12/18/2005)
Now how about design some nice manual transmissions for those of us that still prefer a real transmission over the slush boxes.
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rob rudorf 11:06PM (12/18/2005)
i could make some crappy comment about why it took so long but I will take the high road and say, "well done".
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Chris 11:06PM (12/18/2005)
Blah blah blah. Tell Ford to keep their pie hole shut until they can deliver more RWD cars that a family can fit in. NOT an SUV or oceanliner, but something like the Fusion but RWD. We're not asking for a BMW, just something affordable that handles reasonably well and has four doors and yeah, RWD!
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Chris 11:06PM (12/18/2005)
Rob's right though. Good job! It's nice to see something good coming out of the R&D shops of American automakers.
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Craig Hartman 11:06PM (12/18/2005)
Finally something more than 4 speeds.
Save $60-$90 at the pump.... but how much will the new tranny cost over a 4 speed.
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Whydrive 11:06PM (12/18/2005)
what's the point of a rwd car if majority of folks are buying camrys and accords?
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APK 11:06PM (12/18/2005)
I realize they need this to update their aging tranny's but FWD with a 300hp limit? This after years of R&D? It is compact but overall unimpressed unless they can quickly scale it to RWD. Does it still have a tourque converter?
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CrunchyCookie 11:06PM (12/18/2005)
Along with the engine, this is a great showing; Ford has reached powertrain parity. As long as it lasts longer than Ford's 20th century automatics.
But really, is an automatic transmission such a challenge to design that they had to collaborate with the enemy?
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Lee Gibson 11:06PM (12/18/2005)
"what's the point of a rwd car if majority of folks are buying camrys and accords?"
Because you can still make money selling things that the minority wants? Isn't that obvious?
As a buyer, the majority's predilections are irrelevant to me. I want what I want, and the producer who can give it to me at an attractive price will get my money. The others won't. Very simple.
By the way, where's the output shaft on that transmission?
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murse 11:06PM (12/18/2005)
I don't think it's a design challenge as much as it is a cost savings. With both GM and Ford using the same suppliers, there are significant economies of scale. Combine that with the engineering costs savings and it adds up pretty quickly. I'm not sure what Ford brought to the table, but leveraging the automatic transmission design knowledge of GM is a smart move.
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Joel A 11:06PM (12/18/2005)
Huh. Will be interesting to see it compared to the established six-speed automatics in vehicles already on the road. Who's the current benchmark for six-speed autos?
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Shifty 11:06PM (12/18/2005)
some of you are saying that it needs to be rwd, well if you read the article there is a rwd version called the 6R (creative naming i know). and as far as the need for more rwd sedans, thats a whole different topic.
lee, it dosent have a output shaft, the differential is inside the tranny, and you stick the cv joints in the holes on eachside, like everyother fwd tranny.
oh i just noticed they seemed to have blocked the holes in the demo one, heh.
i like that it has a nice big filler cap, maybe a nice easy way to drain it too and a external filter? that would make changing the tranny fluid a job the average joe could do in less then a hour.
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Phil L. 11:06PM (12/18/2005)
> By the way, where's the output shaft on that transmission?
As a FWD tranny, it doesn't really have a driveshaft; rather two halfshafts.
The left side of the first photo shows the spline where the longer halfshaft (i.e., passenger side in the US) is inserted. The shorter, driver's side halfshaft will be mounted using a similar spline, on the opposite side of the casting.
Confusingly, the halfshaft spline in the second photo is covered and painted to appear as part of the casting. This is one of the problems with using display models for technical detail.
Neither halfshaft mounting location is visible in the third photo.
Hmmm - I dont' see anything on this transmission to support AWD applications. I presume there are plans for an AWD version of the 6F.
Careful FWD transmission design can have unexpected benefits: I once owned a 70's vintage mid-engine Fiat X1/9, which shared basic drivetrain components with the FWD Fiat 128. The FWD engine and tranny moved nicely to the middle of the X1/9, in part because the transmission shift linkage was designed around a sliding, rotating rod that could be actuated from either in front of or behind the transmission.
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Mark Weber 11:06PM (12/18/2005)
I have a 5 speed in a CRV, and it is incredible on the freeway and climbing mountains. Moves to the right gear, no drama with over-revving. That's the big advantage of having even one extra gear compared to a 4 speed automatic, where you are either not getting the acceleration, or dropping down to third (or even second!) with a horrible roar of the engine.
The bad news is, Honda automatics have a bad reliability record, and first gear is a mess - the sloppiest shift ever from first to second - despite my complaints the Honda service dept. says it is normal. The 4 speed automatic in my Dodge Neon (2004) was MUCH smoother and crisper. And performed pretty decently for only 4 speeds.
SO - a good old reliable 4 speed Hydramatic from Chevy, or a sparkling new, cutting edge transmission from Ford/Chevy?
(I'd be sure to get an extended warranty until the repair record is established, and change the fluid as often as the dealers - who notoriously overservice coolant and auto transmission fluid - recommend.)
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the friendly grizzly 11:06PM (12/18/2005)
Funny that over-revving should be mentioned. I had a Ford Taurus on rental about a month ago. I fully expected it to be as dismal as other Taurii I have had in the past, but I was pleasantly surprised. The transmission always seemed to be in the proper gear for a given situation, downshifts were both smooth, and to the right gear. None of the scream-its-guts-out-then-find the-right gear nonsense.
The icing on the cake was the 32.8 mpg I got running from Bangor to Philly. That is what both the computer and my calculator had to say.
But it was obviously no good: it wasn't a NiSuToyBishiDaZda or a SaaBenzAuVoGen.
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RWD fan 11:06PM (12/18/2005)
#3:Amen!
Get me a RWD family car with a decent tow rating!
GM, Ford, Chrysler, you guys have to be paying someone to read these feedbacks?
And while you're at it, bring back real 4x4s with manual, full-locking, dual range tranfer cases in the trucks!
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John 11:06PM (12/18/2005)
Sweet Jebus! I was drinking my coffee when I came to that part about sex-cogs and nearly shot liquid hot magma out of my nose!
Oh, yeah and well done Ford. :)
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dynoman 11:06PM (12/18/2005)
we see a lot of request for a standard trans, but so few of you can really drive one,
I have raced and driven with many types of auto trans and have no problemm beating a standard driven by those that think they can drive, although a rear drive wouold be nice with a LSD diff and independent rear axle and a 6 or 7 spd auto of course
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Tim 1:55AM (12/28/2005)
Guys, down here in Australia, Ford & GM Holden produce 6 seat sedans & wagons with RWD ONLY. They are market leaders over the FWD Japanese range. Some time ago when I worked at Ford we looked at the Tauraus, even importing Tauraus Ghia & selling it in direct competition with the Ford Falcon & it was no competition at all. Costs were way out, styling was not accepted at all& it was considered too small.
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