10 speed F150 axle ratios

Grit Dog, The 8 speed is great. Hope Ram puts it in the HD behind the 6.4 it will be a big improvement. Ram / ZF has three levels one light duty only rated for 332 TQ for the naturally aspirated V6s. One more standard version rated for 516 TQ for the Hemi & EcoDiesel. Maybe add a bigger pan but this should work well for the 6.4 Hemi as well. A common tuned ED puts out more torque than the 6.4. And a beefed up version rated for 664 TQ which is not enough for the newer Cummins and I really don't think its designed for that kind of work anyhow.

BTW some vendors etc rate transmissions by HP because the American public is so used to discussing HP. But at the manufacturer level they rate them by torque. This helps people better understand the relationship between HP & TQ. Torque is how much work an engine will do at a given rpm horsepower is how fast it will do that work at that rpm.

I have a small transporter business and use my tuned ED to deliver Airstreams & a few Gulfstreams & Forest River TTs from the manufacturers to dealerships around the country. Usually with another TT or boat or cargo trailer and or a loaded bed on the next leg or return leg. I do more trips through the western grades than anywhere else so the 8 speed is well worked with 240,000 and she has never missed a beat.

Powerdude, Your turbo comment was addressed but to add to it. When not wicked up and overboosted beyond stock boost turbos routinely go 500,000 miles. The do in Semis where they run on boost all day everyday. I am an original owner of an 87 Buick Grand National ie some of the first automotive turbos that were properly oil cooled from the factory. It ran overboosted for years and was still good at 125k. My current Eco turbo diesel is still good at 240k and has always been worked hard.

I suspect the new 10 speed is going to be a big hit. I don't buy a truck to hot rod and fuel economy & longevity is more important to me so I am looking forward to seeing what the new 10 speed with the small diesel in the upcoming F150 will do. It should compete with the ED and will have the benefit of having a crank driven fan.

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Powerdude wrote:

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I don't think it's all its advertised to be, personally. I'm sure people are happy with their 3.5 L put-put squirrel molester, but wait until you hit 100k-120k miles and you have to shell out $2000 bucks for new turbos.

Pretty much ALL the diesels, big and small, have turbos.

So if you design and treat them right, turboed engines can last a long, long time.

Not sure where this anti-turbo bias comes from ...

Powerdude wrote:
If you look at those torque curves, the EcoBoost doesn't have jack for torque at 1000-1500 RPMs, because the turbos haven't spooled up.

At that RPM, it's just a 3.5 L V6. Yeah, it sips gas at that level, but you don't get torque and power until the turbo's kick in air into the engine.

At that point, you have to inject gas, or you'll throw a rod out due to lean condition. When the turbos kick in, you get power and torque, but that kills your gas mileage.

I don't think it's all its advertised to be, personally. I'm sure people are happy with their 3.5 L put-put squirrel molester, but wait until you hit 100k-120k miles and you have to shell out $2000 bucks for new turbos.

If you look at the dyno, the Ecoboost does make A LOT more power at 1,000-1,500 rpm at a steady state or while in boost. The only time it is not in boost is from a dead stop, and even then it spools up very quickly. The fact that it has little power until the turbo's kick in is no different that the MDS V8's having no power in 4 cylinder mode until the other cylinders kick in.

The 200+ Ecoboost trucks with over 100k or even 150k miles on them with less than a handful of turbo replacement would prove your "but wait until you hit 100k-120k miles and you have to shell out $2000 bucks for new turbos" statement incorrect.

If you look at those torque curves, the EcoBoost doesn't have jack for torque at 1000-1500 RPMs, because the turbos haven't spooled up.

At that RPM, it's just a 3.5 L V6. Yeah, it sips gas at that level, but you don't get torque and power until the turbo's kick in air into the engine.

At that point, you have to inject gas, or you'll throw a rod out due to lean condition. When the turbos kick in, you get power and torque, but that kills your gas mileage.

I don't think it's all its advertised to be, personally. I'm sure people are happy with their 3.5 L put-put squirrel molester, but wait until you hit 100k-120k miles and you have to shell out $2000 bucks for new turbos.

Will be a fun toy, but like I said, I see a lot of manual gear selection to prevent the trans from hunting unless tow mode allows skip shifts where it only hits every other gear in the top half of the gears so it holds a gear longer.

Haven't driven a ZF 8 speed yet but want to. Thinking bout getting one. If it's made to hold up behind 700+factory hp then the 485 in a run of the mill srt or 400 in a pickup should be a cake walk for it.
Pretty cool stuff IMO. Remember when u had to have street gears just to handle a road trip and a 727 or th400 had to be "built" to take more than like 300 hp? Manual lockup and a vacuum kick down....
Now we're talking 8-10speeds in passenger vehicles!

BenK wrote:
Anyone know if this new 10 speed tranny disconnects TC Lock for long during a shift?

That is where most of the heat is generated...unlocked

It almost has to unlock in order to shift and asking in case they have solved that
in some fashion

I'm definitely interested in how it handles these shifts, especially downshifts when towing (not so interested in hot-rod upshifts).

Have been really surprised how different trannys downshift under load. My F150 EcoBoost's 6-spd was very quiet, smooth and fast from 6 to 5, but could clunk loudly and shake the cab down to 4.

Pulling the same trailer, the Ram CTD's 68RFE is busy and slow going from 6 to 5: the CTD revs up when the TC unlocks, then the rpms drop once it locks up. Of course the CTD downshifts less frequently than the EcoB under load but it's a lot busier when it does. I'm told this "flare" is to protect the 68RFE from all the CTD torque.

And especially with 10 gears and 9 downshifts, I too wonder how the new 10-spd handles this under load ...

wcjeep wrote:
Latest Consumer Reports found big multi speed transmissions problematic. Are you sure you want to be the first on the block with the 10spd?

Does not hold true for the zf 8 speed in the ram 1500. Well proven and mine is the most perfect tranny yet. Match it with the eco diesel, 3.90 rear and full air suspension and it's towing animal. I love it..

Fords web site under Build and Price shows two trannies for the F150. A 6sp and a 10 sp. Both show Tow Haul and Sport modes. I couldn't find any in depth info regarding any of the specifics about either of those modes.

Anyone know if this new 10 speed tranny disconnects TC Lock for long during a shift?

That is where most of the heat is generated...unlocked

It almost has to unlock in order to shift and asking in case they have solved that
in some fashion