Ford 6R transmission

6R
Automatic Transmission ZF 6HP 26 cutaway
Overview
Manufacturer	Ford Motor Company
Production	2005–present
Model years	2005–present
Body and chassis
Class	6-speed longitudinal automatic transmission
Related	GM 6L ZF 6HP Aisin AWTF-80 SC
Chronology
Predecessor	5R 44-E · 5R 55-E/N/S/W Ford AOD
Successor	Ford 10R 60 · 10R 80 · 10R 140

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 ^[1] 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.

It uses a Lepelletier gear mechanism, ^[2] an epicyclic/planetary gearset, which can provide more gear ratios with significantly fewer components. This means the 6R is actually lighter than its five-speed 5R 44-E and 5R 55-E predecessors.

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 150,000  mi (241,000  km ) 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 13.1  US qt (12.4  L ) and weighs 215  lb (98  kg ).

Gear Ratios ^[a]

Model	First Delivery	Gear							Total Span	Span Center	Avg. Step	Compo- nents
		R	1	2	3	4	5	6
Ford  6R 60 · 6R 80	2005	−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	1.698	1.433	3 Gearsets 2 Brakes 3 Clutches
Ford  6R 140	2005	−3.128	3.974	2.318	1.516	1.149	0.858	0.674	5.899	1.636	1.426
ZF   6HP  All	2000 [b]	−3.403	4.171	2.340	1.521	1.143	0.867	0.691	6.035	1.698	1.433
Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage first transmission to use the Lepelletier 6-speed gearset concept

Specifications

Gearset Concept: New Paradigm For Improved Cost-Effectiveness

Main Objectives

The main objective in replacing the predecessor model was to improve vehicle fuel economy with extra speeds and a wider gear span to allow the engine speed level to be lowered (downspeeding). The layout brings the ability to shift in a non-sequential manner – going from gear 6 to gear 2 in extreme situations simply by changing one shift element (actuating clutch E and releasing brake A).

Extent

In order to increase the number of ratios, ZF has abandoned the conventional design method of limiting themselves to pure in-line epicyclic gearing and extended it to a combination with parallel epicyclic gearing. This was only possible thanks to computer-aided design and has resulted in a globally patent for this gearset concept. The 6R is based on the 6HP from ZF, which was the first transmission designed according to this new paradigm. After gaining additional gear ratios only with additional components, this time the number of components has to decrease while the number of ratios still increase. The progress is reflected in a much better ratio of the number of gears to the number of components used compared to existing layouts.

Gearset Concept: Cost-Effectiveness ^[a]

With Assessment	Output: Gear Ratios	Innovation Elasticity [b] Δ Output :  Δ Input	Input: Main Components
			Total	Gearsets	Brakes	Clutches
6R Ref. Object	${\displaystyle n_{O1}}$ ${\displaystyle n_{O2}}$	Topic [b]	${\displaystyle n_{I}=n_{G}+}$ ${\displaystyle n_{B}+n_{C}}$	${\displaystyle n_{G1}}$ ${\displaystyle n_{G2}}$	${\displaystyle n_{B1}}$ ${\displaystyle n_{B2}}$	${\displaystyle n_{C1}}$ ${\displaystyle n_{C2}}$
Δ Number	${\displaystyle n_{O1}-n_{O2}}$		${\displaystyle n_{I1}-n_{I2}}$	${\displaystyle n_{G1}-n_{G2}}$	${\displaystyle n_{B1}-n_{B2}}$	${\displaystyle n_{C1}-n_{C2}}$
Relative Δ	Δ Output ${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}$	${\displaystyle {\tfrac {n_{O1}-n_{O2}}{n_{O2}}}:{\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$ ${\displaystyle ={\tfrac {n_{O1}-n_{O2}}{n_{O2}}}}$·${\displaystyle {\tfrac {n_{I2}}{n_{I1}-n_{I2}}}}$	Δ Input ${\displaystyle {\tfrac {n_{I1}-n_{I2}}{n_{I2}}}}$	${\displaystyle {\tfrac {n_{G1}-n_{G2}}{n_{G2}}}}$	${\displaystyle {\tfrac {n_{B1}-n_{B2}}{n_{B2}}}}$	${\displaystyle {\tfrac {n_{C1}-n_{C2}}{n_{C2}}}}$
6R 5R 44-E/55-E [c]	6 [d] 5 [d]	Progress [b]	8 9	3 [e] 3	2 3	3 3
Δ Number	1		-1	0	-1	0
Relative Δ	0.200 ${\displaystyle {\tfrac {1}{5}}}$	−1.800 [b] ${\displaystyle {\tfrac {1}{5}}:{\tfrac {-1}{9}}={\tfrac {1}{5}}}$·${\displaystyle {\tfrac {-9}{1}}={\tfrac {-9}{5}}}$	−0.111 ${\displaystyle {\tfrac {-1}{9}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$	−0.333 ${\displaystyle {\tfrac {-1}{3}}}$	0.000 ${\displaystyle {\tfrac {0}{3}}}$
6R 3-Speed [f]	6 [d] 3 [d]	Market Position [b]	8 7	3 [e] 2	2 3	3 2
Δ Number	3		1	1	-1	1
Relative Δ	1.000 ${\displaystyle {\tfrac {1}{1}}}$	7.000 [b] ${\displaystyle {\tfrac {1}{1}}:{\tfrac {1}{7}}={\tfrac {1}{1}}}$·${\displaystyle {\tfrac {7}{1}}={\tfrac {7}{1}}}$	0.143 ${\displaystyle {\tfrac {1}{7}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$	−0.333 ${\displaystyle {\tfrac {-1}{3}}}$	0.500 ${\displaystyle {\tfrac {1}{2}}}$
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 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) Direct Predecessor To reflect the progress of the specific model change plus 1 reverse gear of which 2 gearsets are combined as a compound Ravigneaux gearset 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

Drivetrain

Final Drive

Car Type	Ratio
	4.10
	3.73
	3.55
	3.31
	3.15
	2.73

Gearset Concept: Quality

The ratios of the 6 gears are nicely evenly distributed in all versions. Exceptions are the large step from 1st to 2nd gear and the almost geometric steps from 3rd to 4th to 5th gear. They cannot be eliminated without affecting all other gears. As the large step is shifted due to the large span to a lower speed range than with conventional gearboxes, it is less significant. As the gear steps are smaller overall due to the additional gear(s), the geometric gear steps are still smaller than the corresponding gear steps of conventional gearboxes. Overall, therefore, the weaknesses are not overly significant. As the selected gearset concept saves up to 2 components compared to 5-speed transmissions, the advantages clearly outweigh the disadvantages.

It has a torque converter lock-up for all 6 forward gears, which can be fully disengage when stationary, largely closing the fuel efficiency gap between vehicles with automatic and manual transmissions.

In a Lepelletier gearset, ^[2] a conventional planetary gearset and a composite Ravigneaux gearset are combined to reduce both the size and weight as well as the manufacturing costs. Like all transmissions realized with Lepelletier transmissions, the 6HP also dispenses with the use of the direct gear ratio and is thus one of the very few automatic transmission concepts without such a ratio.

Gear Ratio Analysis

In-Depth Analysis With Assessment [a] [b] [c]		Planetary Gearset: Teeth [d] Lepelletier Gear Mechanism			Count	Total [e] Center [f]	Avg. [g]
		Simple	Ravigneaux
Mfr. Model	Version First Delivery	S1 [h] R1 [i]	S2 [j] R2 [k]	S3 [l] R3 [m]	Brakes Clutches	Ratio Span	Gear Step [n]
Gear Ratio	R ${\displaystyle {i_{R}}}$	1 ${\displaystyle {i_{1}}}$	2 ${\displaystyle {i_{2}}}$	3 ${\displaystyle {i_{3}}}$	4 ${\displaystyle {i_{4}}}$	5 ${\displaystyle {i_{5}}}$	6 ${\displaystyle {i_{6}}}$
Step [n]	${\displaystyle -{\frac {i_{R}}{i_{1}}}}$ [o]	${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$ [p]	${\displaystyle {\frac {i_{2}}{i_{3}}}}$	${\displaystyle {\frac {i_{3}}{i_{4}}}}$	${\displaystyle {\frac {i_{4}}{i_{5}}}}$	${\displaystyle {\frac {i_{5}}{i_{6}}}}$
Δ Step [q] [r]			${\displaystyle {\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}}$	${\displaystyle {\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}}$
Shaft Speed	${\displaystyle {\frac {i_{1}}{i_{R}}}}$	${\displaystyle {\frac {i_{1}}{i_{1}}}}$	${\displaystyle {\frac {i_{1}}{i_{2}}}}$	${\displaystyle {\frac {i_{1}}{i_{3}}}}$	${\displaystyle {\frac {i_{1}}{i_{4}}}}$	${\displaystyle {\frac {i_{1}}{i_{5}}}}$	${\displaystyle {\frac {i_{1}}{i_{6}}}}$
Δ Shaft Speed [s]	${\displaystyle 0-{\tfrac {i_{1}}{i_{R}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{1}}}-0}$	${\displaystyle {\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}}$	${\displaystyle {\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}}$
Specific Torque [t]	${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}}$ [u]	${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}}$ [u]	${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}}$ [u]	${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}}$ [u]	${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}}$ [u]	${\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}}$ [u]	${\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}}$ [u]
Efficiency ${\displaystyle \eta _{n}}$ [t]	${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}:{i_{R}}}$	${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}:{i_{1}}}$	${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}:{i_{2}}}$	${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}:{i_{3}}}$	${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}:{i_{4}}}$	${\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}:{i_{5}}}$	${\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}:{i_{6}}}$
Ford 6R 60 6R 80	600  N⋅m (443  lb⋅ft ) 800  N⋅m (590  lb⋅ft ) 2005 (both)	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327 [n]
Gear Ratio	−3.4025 [o] ${\displaystyle -{\tfrac {4,590}{1,349}}}$	4.1708 ${\displaystyle {\tfrac {9,180}{2,201}}}$	2.3397 [p] ${\displaystyle {\tfrac {211,140}{90,241}}}$	1.5211 ${\displaystyle {\tfrac {108}{71}}}$	1.1428 [r] [s] ${\displaystyle {\tfrac {9,180}{8,033}}}$	0.8672 ${\displaystyle {\tfrac {4,590}{5,293}}}$	0.6911 ${\displaystyle {\tfrac {85}{123}}}$
Step	0.8158 [o]	1.0000	1.7826 [p]	1.5382	1.3311	1.3178	1.2549
Δ Step [q]			1.1589	1.1559	1.0101 [r]	1.0502
Speed	-1.2258	1.0000	1.7826	2.7419	3.6497	4.8096	6.0354
Δ Speed	1.2258	1.0000	0.7826	0.9593	0.9078 [s]	1.1599	1.2258
Specific Torque [t]	–3.3116 –3.2665	4.0186 3.9436	2.2837 2.2559	1.5107 1.5055	1.1359 1.1325	0.8633 0.8613	0.6867 0.6845
Efficiency ${\displaystyle \eta _{n}}$ [t]	0.9733 0.9600	0.9635 0.9455	0.9761 0.9642	0.9931 0.9897	0.9939 0.9910	0.9955 0.9932	0.9937 0.9905
Ford 6R 140	1,400  N⋅m (1,033  lb⋅ft ) 2005	49 95	37 47	47 97	2 3	5.8993 1.6361	1.4261 [n]
Gear Ratio	−3.1283 [o] ${\displaystyle -{\tfrac {13,968}{4,485}}}$	3.9738 ${\displaystyle {\tfrac {13,968}{3,515}}}$	2.3181 [p] [r] ${\displaystyle {\tfrac {8,148}{3,515}}}$	1.5158 ${\displaystyle {\tfrac {144}{95}}}$	1.1492 [r] [s] ${\displaystyle {\tfrac {13,968}{12,155}}}$	0.8585 ${\displaystyle {\tfrac {13,968}{16,271}}}$	0.6736 ${\displaystyle {\tfrac {97}{144}}}$
Step	0.7872 [o]	1.0000	1.7143 [p]	1.5293	1.3190	1.3389	1.2744
Δ Step [q]			1.1210 [r]	1.1594	0.9854 [r]	1.0504
Speed	-1.2703	1.0000	1.7143	2.6216	3.4580	4.6290	5.8993
Δ Speed	1.2703	1.0000	0.7143	0.9073	0.8364 [s]	1.1710	1.2703
Specific Torque [t]	–3.0449 –3.0035	3.8290 3.7576	2.2615 2.2333	1.5055 1.5003	1.1419 1.1383	0.8543 0.8522	0.6692 0.6669
Efficiency ${\displaystyle \eta _{n}}$ [t]	0.9733 0.9601	0.9635 0.9456	0.9756 0.9635	0.9932 0.9898	0.9937 0.9906	0.9952 0.9927	0.9934 0.9900
ZF 6HP	All [c]  · 2000 [v]	37 71	31 38	38 85	2 3	6.0354 1.6977	1.4327 [n]
Gear Ratio	−3.4025 [o]	4.1708	2.3397 [p]	1.5211	1.1428 [r] [s]	0.8672	0.6911
Actuated Shift Elements
Brake A [w]		❶	❶	❶	❶
Brake B [x]	❶			❶		❶
Clutch C [y]			❶				❶
Clutch D [z]	❶	❶
Clutch E [aa]					❶	❶	❶
Geometric Ratios
Ratio R & 3 & 6 Ordinary [ab] Elementary Noted [ac]	${\displaystyle i_{R}=-{\frac {R_{3}(S_{1}+R_{1})}{R_{1}S_{3}}}}$		${\displaystyle i_{3}={\frac {S_{1}+R_{1}}{R_{1}}}}$		${\displaystyle i_{6}={\frac {R_{3}}{S_{3}+R_{3}}}}$
	${\displaystyle i_{R}=-\left(1+{\tfrac {S_{1}}{R_{1}}}\right){\tfrac {R_{3}}{S_{3}}}}$		${\displaystyle i_{3}=1+{\tfrac {S_{1}}{R_{1}}}}$		${\displaystyle i_{6}={\tfrac {1}{1+{\tfrac {S_{3}}{R_{3}}}}}}$
Ratio 1 & 2 Ordinary [ab] Elementary Noted [ac]	${\displaystyle i_{1}={\frac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}}$			${\displaystyle i_{2}={\frac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}}$
	${\displaystyle i_{1}=\left(1+{\tfrac {S_{1}}{R_{1}}}\right){\tfrac {R_{2}R_{3}}{S_{2}S_{3}}}}$			${\displaystyle i_{2}={\tfrac {\left(1+{\tfrac {S_{1}}{R_{1}}}\right)\left(1+{\tfrac {R_{2}}{S_{2}}}\right)}{1+{\tfrac {S_{3}}{R_{3}}}}}}$
Ratio 4 & 5 Ordinary [ab] Elementary Noted [ac]	${\displaystyle i_{4}={\frac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}}$			${\displaystyle i_{5}={\frac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}}$
	${\displaystyle i_{4}={\tfrac {1}{1-{\tfrac {\tfrac {S_{2}S_{3}}{R_{2}R_{3}}}{1+{\tfrac {R_{1}}{S_{1}}}}}}}}$			${\displaystyle i_{5}={\tfrac {1}{1+{\tfrac {\tfrac {S_{3}}{R_{3}}}{1+{\tfrac {R_{1}}{S_{1}}}}}}}}$
Kinetic Ratios
Specific Torque [t] R & 3 & 6	${\displaystyle {\tfrac {T_{2;R}}{T_{1;R}}}=-\left(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}\right){\tfrac {R_{3}}{S_{3}}}\eta _{0}}$		${\displaystyle {\tfrac {T_{2;3}}{T_{1;3}}}=1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}}$		${\displaystyle {\tfrac {T_{2;6}}{T_{1;6}}}={\tfrac {1}{1+{\tfrac {S_{3}}{R_{3}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$
Specific Torque [t] 1 & 2	${\displaystyle {\tfrac {T_{2;1}}{T_{1;1}}}=\left(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}\right){\tfrac {R_{2}R_{3}}{S_{2}S_{3}}}{\eta _{0}}^{\tfrac {3}{2}}}$			${\displaystyle {\tfrac {T_{2;2}}{T_{1;2}}}={\tfrac {\left(1+{\tfrac {S_{1}}{R_{1}}}\eta _{0}\right)\left(1+{\tfrac {R_{2}}{S_{2}}}\eta _{0}\right)}{1+{\tfrac {S_{3}}{R_{3}}}\cdot {\tfrac {1}{\eta _{0}}}}}}$
Specific Torque [t] 4 & 5	${\displaystyle {\tfrac {T_{2;4}}{T_{1;4}}}={\tfrac {1}{1-{\tfrac {{\tfrac {S_{2}S_{3}}{R_{2}R_{3}}}{\eta _{0}}^{\tfrac {3}{2}}}{1+{\tfrac {R_{1}}{S_{1}}}\cdot {\tfrac {1}{\eta _{0}}}}}}}}$			${\displaystyle {\tfrac {T_{2;5}}{T_{1;5}}}={\tfrac {1}{1+{\tfrac {{\tfrac {S_{3}}{R_{3}}}\cdot {\tfrac {1}{\eta _{0}}}}{1+{\tfrac {R_{1}}{S_{1}}}\eta _{0}}}}}}$
Revised 16 October 2025 All 6R-transmissions are based on the Lepelletier gear mechanism, first realized in the ZF 6HP 26 gearbox Other gearboxes using the Lepelletier gear mechanism see infobox 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) Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\displaystyle {\tfrac {i_{1}}{i_{n}}}}$ 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 Ratio Span's Center ${\displaystyle (i_{1}i_{n})^{\tfrac {1}{2}}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle Average Gear Step ${\displaystyle \left({\tfrac {i_{1}}{i_{n}}}\right)^{\tfrac {1}{n-1}}}$ 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: inner Ravigneaux gearset Ring 2: ring gear of gearset 2: inner Ravigneaux gearset Sun 3: sun gear of gearset 3: outer Ravigneaux gearset Ring 3: ring gear of gearset 3: outer Ravigneaux gearset 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: 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) 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) From large to small gears (from right to left) 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) 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) Specific Torque Ratio And Efficiency The specific torque is the Ratio of output torque ${\displaystyle T_{2;n}}$ to input torque ${\displaystyle T_{1;n}}$ with ${\displaystyle n=gear}$ The efficiency is calculated from the specific torque in relation to the transmission ratio 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 specific torque and efficiency in planetary gearsets, the stationary gear ratio ${\displaystyle i_{0}}$ 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 ${\displaystyle \eta _{0}}$ specified here are based on assumed efficiencies for the stationary ratio ${\displaystyle i_{0}}$ of ${\displaystyle \eta _{0}=0.9800}$ (upper value) and ${\displaystyle \eta _{0}=0.9700}$ (lower value) for both interventions together The corresponding efficiency for single-meshing gear pairs is ${\displaystyle {\eta _{0}}^{\tfrac {1}{2}}}$ at ${\displaystyle 0.9800^{\tfrac {1}{2}}=0.98995}$ (upper value) and ${\displaystyle 0.9700^{\tfrac {1}{2}}=0.98489}$ (lower value) First gearbox on the market to use the Lepelletier gear mechanism for comparison purposes only Blocks R2 and S3 Blocks C2 (carrier 2) and C3 (carrier 3) Couples C1 (carrier 1) and S2 Couples C1 (carrier 1) with R2 and S3 Couples R1 with C2 (carrier 2) and C3 (carrier 3) Ordinary Noted For direct determination of the ratio 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 specific torque and efficiency

Applications

6R 60

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

6R 75

• 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) ^[3]
• 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

• List of Ford transmissions

References

1. "2011 Ford Territory's Diesel Heart Revealed". The Motor Report. 2011-03-09. Retrieved 2011-04-06.
2. Riley, Mike (2013-09-01). "Lepelletier Planetary System". Transmission Digest. Archived from the original on 2023-06-21. Retrieved 2023-03-03.
3. "Review: Ford SZ Territory (2011–16)". AustralianCar.Reviews. Archived from the original on 18 October 2015. Retrieved 2 August 2016.

External links

• "Ford Shifting Six-Speeds into High Gear". Ford Motor Company press release. Archived from the original on September 27, 2007. Retrieved February 7, 2006.
• "2009 F-150 Technical Specifications". Ford Motor Company presskit. Archived from the original on September 29, 2008. Retrieved November 10, 2008.