• Is this the New 10-Speed Automatic for the 2020 Ford Super Duty? (Report)


    2017 ford super duty diesel power 500 hp 1000 lb-ft torque
    2017 Ford Super Duty

    Will the Ford Super Duty get a 10-speed automatic transmission soon? A recent report describes the plans for the Sharonville, Ohio transmission manufacturing facility to start production of a 10R140 transmission (a heavy duty version of the 10-speed automatic) in August, 2019. [Thanks to Alex Stelling for bringing our attention to this report.]

    The Sharonville plant currently produces the 6R140 transmission, the 6-speed automatic used in the current Ford Super Duty. The report states that the plant will make an investment in “extensive retooling” in order to start producing the 10R140 in August of 2019.

    What do all of these codenames mean: 6R140, 10R80, and 10R140? In 6R140, the ‘6’ stands for six forward gears/speeds, the ‘R’ stands for rear-wheel-drive application, and ‘140’ stands from 1,400 N-m maximum input torque capacity. 1,400 Newton-meters converts to approximately 1,032 lb-ft of torque. The 6R140 transmission is also referred to a the TorqShift, and you can find it in the 6.7L Power Stroke V8-powered 2017 Super Duty.

    2017 Ford F-150 10-speed Automatic

    The 10R80 is the new 10-speed automatic that is found in the 2018 Ford F-150 trucks, including the Ford Raptor. According to the codename translation, the 10R80 transmission is rated up to a maximum of (800 N-m) 590 lb-ft of torque input.

    According to the report, the 10R140 transmission will be available in the later part of 2019. This means that it will most likely be featured in the 2020 Ford Super Duty. Based on the transmission rating, the 2020 Ford Super Duty diesel could be producing close to, but no more than 1,000 lb-ft of torque.


    Andre Smirnov
    Andre Smirnov
    Andre Smirnov is an Automotive Enthusiast, Producer, Reviewer, Videographer, Writer, Software Engineer, Husband, Father, and Friend.

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    89 thoughts on “Is this the New 10-Speed Automatic for the 2020 Ford Super Duty? (Report)

      1. Just like Ford stealing hybrid technology from Toyota in a joint venture gone bad, Ford had to be shown how to make a 10 speed by GM. And now Ford is bulking it up for the Super Duty.

        1. Just like Office Depot ‘s salespeople in view of Amazon, the transmission is going to great lengths as a last resort to survive. Ah, I had to work to make that flow like the others. Come on all, keep it going. “Just like… la da da”. Lets make all posts on this article in this form. Can you do it?

          1. that’s funny trying to give GM all the credit. Who built their own tough transmission to go behind a diesel first? Anyway, we can assume the Duramax will also get this transmission. So now the GM boys will have to get ready to stop going on about Allison.

            1. Ford build the first good transmission for a diesel it was called the C6 and they are good out of the box for 750 ftlb upgrade the converter with a factory upgrade option and 1000 is a safe bet

        2. Ford took the lead on the development of the 10AT. The initial design was based off of the 6R140 for both GM & Ford. GM did not have a transmission of its own design able to handle 1,00lb-ft of torque. GM’s HD Trucks used the Allison 1000.

    1. Just like kid in elementary school, now Ford engineers can use their fingers and toes to help them keep track of their gears.

      Not bad, huh?

    2. I can do this.
      Just like a “seen on TV” ad, Ford is trying to convince us we are getting more for our 80 grand.
      “But wait, there’s more gears”. Just pay extra shipping and handling.

      1. But there will be a big red banner up where they state 1mpg gains while the government waters down the gas and diesel fuels with corn oil and ethanol. I prefer the 1 speed in the Workhorse trucks that gain 400% savings on fuel mileage with 1.7 times the torque that this transmission can handle.

          1. Hal – – –

            “Just like” Rambro trying to convince the world that Bollinger trucklets have virtue…(^_^)

            =================

            1. Lohchief can’t isn’t smart enough to write a simile, just like a Ford pickup owner. Nah, just provoking all you fuddie duddie Ford guys. Let’s see you crank one out of those old heads of yours..

            2. Just like Bernie trying to convince us, smelling the earth after the rain and the smell of jars of petrol are bettet than improved mpg, payload, torque and HP

            3. CARL said,”Lohchief can’t isn’t smart enough to write a simile, just like a Ford pickup owner.”
              I own a RAM van mr.brightness.

              Carl is to the english language what the bad haircut in north korea is to world peace.Over…

        1. Not sure about ethanol; in some states one can’t even buy pure gas and is forced to accept E10, so that is big time subsidies, but the watering down process has not gone beyond that point. The big push by the ethanol industry for E15 has been a bust; and E85 is now largely flex fuel; meaning 50% ethanol or more.
          With respect to fuel for diesel engines, very, very little of renewable diesel fuel comes from corn. In the U.S., it’s mostly soy or canola, but it has not exactly caught on as a major fuel replacement for dino diesel. The most abundant of these, biodiesel, contains 88% of the energy density of petroleum-based diesel, or about the same as gasoline; not exactly water.

          The gov’t makes almost none of it. Los Alamos or Oak Ridge National Laboratories may make a little for research purposes, but it’s likely contracted to a small research firm even for their research.

          1. Greg Faulkner the big push for ethanol is not the industry, it is government.
            There is a big push for e-15 it just you don’t hear about it. E-85 is 85% ethanol an 15% gas, that is why they call it e-85.
            As for dsl fuel there was a push for soybean base dsl, but that has subsided a little. They have trouble in the winter dealing with wax build up in cold weather.

            Now there has been little quite talk little articles here in there that the big 3 are pushing for higher octane for gas to meat the mandates that the government has impose on them. Time Will tell if this will happen.

      2. Price is a function of the market demand versus production, and the competition. Moving forward with technology and/or capability and/or performance in a highly-competitive segment like this one is more about maintaining or gaining market share; not what price they’ll be able to charge for it, and they’re not a bit worried about justifying that price, because the dealer down the street of a different brand can match them on that top end price. Basically, a lot of Americans want expensive trucks. Otherwise, they wouldn’t be on the market for sale.

        Of course you do know down where the regular people reside that for 2020, one will still be able to purchase the same truck (frame, body, build quality, and off the same assembly line) for well under $40K; just without all that “got to have” stuff on it. Just because the top-end price keeps going up at the request of customers who are trying to one-up their neighbors does not mean there isn’t value in pickup trucks. I got an 2015 F150 new with the most advanced gas engine on the market at the time for a 1/2-ton truck for under $28K. There was no more premium for that engine than what the other guys were charging for their 2nd tier engine. At this same time, some people were buying F150s with MSRP over $60K, but they were probably paying less. Ford spokesman now says they’ll be a fully-loaded Limited F150, with extra options for near $70K. But one can’t blame the manufacturer for giving customers what they want.

        1. You can have a Porshe Cayenne for 69 grand or a platinum F150 or an XLT F150 and your neighbor will either see you own a Porsche or an F150. Buying a Platinum vs an XLT F150 has no prestige to the avg neighbor, its just another truck. Now the Raptor is different, its an actual statement like a Porsche. To me and others however the V6 is an abomination in that truck but some like it anyway.

          There is a market fo upper trims but the lack of real options like quadsteer, ride control, pneumatic shocks, no turbo V8 like what we have in the SUV lineup, lack of power in the midsize market, no small truck market, adjustable suspension, electric drive, portal axles, terrible approach angles, low diffs; instead we have camera, glass roofs, motors that turn themselves off, premium engines that need premium, archaic diesel options, bigger touch screens, more gears in our transmissions which we dont need.

          I dont like where they are in the truck industry. Just my opinion. And I back it based on SUV sales trucks deserve more than what the SUV market offers and based on the past trucks we used to have it offers less. We had stronger motors, with real options, we had a better choice of midsize trucks and we had small trucks.

    3. Uh, this is like jeopardy. frame it in a simile, kinda.

      Just like a drag strip light pole, the gear indicators are gonna light up.

      There we go.

          1. Uhhhhhh,
            Just like a all the all the rest of the cars in 2020, this 10 speed will not only be automatically shifted, but automatically driven on Level 4. Even towing.

      1. The reason why ford is going away is because the common Driver is a fucking idiot. That focus 6 speed Powershift was a good AMT. The problem is what people expected.they wanted a smooh torque converter starts. But it was a manual. People wouldn’t want an AMT in a pickup either. Just lock th TC and it’s just about as good.

    4. Oh man, not another marketing-friendly abbreviation…here I was thinking FN-m stood for Fig-Newton-meters, not proprietary Ford Newton-meters.

    5. I would expect 10 speeds to help the low rpm diesel engines, possibly the turbo engines. I don’t believe it’ll help the high rpm gas engines though.

      1. How did I know Buddy would not be able to do it, let’s see, just like aaaaaaaaaa old water wheel powering the space shuttle. Bad. I have to go.

    6. I probably missed something. I skipped passed a great deal of trash talk. It’s a waste of time watching little boys play.
      Especially when they play in the morning just because no one is coming into the auto showroom, so they are bored. ;>)

    7. What would you like to talk about, little boys, 1mpg, bigger gears, will it shift better, how people trash talk? Pick your thunder, there is not a lot say here.

      Maybe convince us how Ford is better than anyone else out there and that modern technology cant exist as a viable option because the transmission now has ten gears or maybe convince us that we need a standard transmission as the path forward.

    8. New this 10 speed was coming! This will be fantastic for the Superduty both gas and diesel. Really I would like to see a smaller diesel option show face paired with the 10 speed would be more than sufficient.

    9. lets face it, the reason for 10 speeds is to try to match CRV efficiency and still use all that engine torque. Oh wait, the testers don’t like the CRV because they can’t feel the thud, thud, thud in the back when their tranny is shifting gears. Some companies are rigging the computers make CRV’s go thud, thud, thud, under full load, wasting both fuel and power at the time. Let’s face it- a solid flow of power will always beat popping the revs up and down and deliver better economy as well.

    10. Well I would say that ford is staying ahead of the game in the truck market,good for them. I need to change my name when posting, there are to many Pete’s on here.I don’t want anyone to get me mixed up with what the other guys say, like the Pete about the trans. Changing to Pugs

    11. If the rumored 7.X v8 gets paired with this, that will make a very nice gas towing platform. I see less of a benefit for the diesels. Maybe better highway mpg.

    12. No surprise here. You all had to know it was coming. For me I was anticipating it. Now if the big 3 give these gas engines a major hp tq boost I’d be more than happy. Rumor has it 7.0 big block engine to replace the v-10. Maybe the 6.2? Will see if that happens or not.

      I would be very interested in a 10 spd f-250.

    13. In my opinion , the 10 speed is too many gears and 8 speed is enough, because of parasitic loses and no extra benefits, but I like that companies are pushing each other.
      Now the Mazda needs to bring HCCI engine to the play, to show everyone, that Tesla and electric truck is DOA.

      1. Adding more gears doesn’t necessarily mean more parasitic loss. Driving through a transfer case adds parasitic loss, as does driving two axles. But you’re only in one gear at a time within the transmission, so not sure why parasitic loss would be higher. If you had to drive through all 10 at once, then yeah it would.

        1. I am not an expert for automatic transmissions. I just heard that from ZF engineer. Revised ZF – Crysler 8 speed has a more spread ratio than first generation one and it covers 10 speed low and high range completely.
          Sometimes better programming makes more , than more gears and some preliminary Mpg numbers confirms that.

      2. Doa? With people like rambro out there I doubt it. What will happen is that we don’t electric capacity to meet the demand witch drive up prices on electricity which will drive up cost to operate a electric car.

        1. Yep, and when few community transformers goes in flames in hot summer, electric cars are going to be banned.
          Like fire ban, when dry season.

    14. By the comments, you’d think I was back over at PUTC. Sad.
      a 10-speed for the HD trucks sounds like a heck of a salvo to the rest of the segment. This will help with fuel economy both from down-speeding and from better emissions controls. The steeper gears allow the engine to come up to boost quicker, making less soot. This extends intervals between fuel sucking re-gens. Allison and Aisin don’t currently list any appropriate transmissions with more than 6 gears.
      Of everyone selling diesel pickups right now, the Titan XD needs a more appropriate trans in the worst way. The Aisin 6speed they use is basically the same size as the one on the HO 6.7 Cummins in the Ram. That makes it too big, too heavy, and too expensive to use in truck with only 2/3’s the torque and GCW. I’m sure that transmission was used because it was packaged for MD use with the Cummins ISV. Something like the 8HP100 (diesel version of the ZF 8 speed used with the Hellcat Hemi) would have a lot of benefits. Costs integration $$$ though, and the whole Titan project was done on a pretty short leash.

      1. I don’t think it will make much impact on soot buildup. Also, I’ve read under normal acceleration the 10 spd in the F150 is programmed to skip gears on acceleration, suggesting it operates at times similar to 6spd. Only near WOT are all gears shifted through. While towing however the 10spd should help with power output but at what cost to heat buildup and fluid/transmission service intervals? It will be interesting to see what Ram goes with on the upcoming HDs.

      2. I dont think the soot is a result of the poor turbo spool. My impression was that it is a result of incomplete combustion which is done purposefully to minimize NOx. First they went to EGR’s to basically cool the combustion and reduce oxygen availablity, then they added DPF’s to collect the soot from the poor fuel burn caused by this.

        I’ve seen diesel tuners claim less frequent regens specifically because they eliminate EGR and increase boost and AFR’s specifically to help increase combustion temps. Thats why tunes generally increase power AND MPG’s. They also create less soot except at WOT where the turbo is maxed out.

        1. I do think this trans will be great behind a diesel. Even though diesels are very torquey, they have a very narrow RPM range. I mean generally these things run 1500 to 3200 rpm or something? Having an extra 4 gears is going to make a massive difference in allowing them to run at the optimum RPM instead of being worried about downshifting and shooting over redline or upshifting and not being able to maintain speed.

        2. Soot is a result of low AFR. And the reason they now have SCR(urea) is because of the NOx (created by high combustion temps). If you read the history of EPA diesel emissions from 1994 on. You will see the incremental ‘tweaking’. There were standards before 1994 but for the more relevant points I will start there

          In ’94 the PM(soot) level was dropped to 10g/bhp-hr, from 25g. That was achieved by increasing injector pressure and better nozzle for fuel atomization. Which caused a rise in NOx.

          In 1998, PM was further reduced in a similar fashion, and EGR was introduced on some engines to help lower the combustion temp(to control NOx)

          In 2002 Cat, Cummins, Detroit, and Navistar. Made an agreement to meet the 2004 mandate earlier. Which in turn for a lot of engines, added VGT(for cleaner/hotter combustion) and EGR for controlling the temps. PM limit was 0.2g/bhp-hr (2004)

          Now the fun stuff.
          2007
          Now the standards were reduced to 0.01g/bhp-hr for PM and as a result of the way we achieved the previous standard, through finer/higher pressure injector events. It pushed the NOx levels up. The next answer was the DPF. The engine injection events were I bit less stringent on inectoin pressure because the DPF caught the soot. New problems arose. Engines that couldn’t breathe well because of clogged DPF. Next solution was SCR(urea).

          2011.
          So cranking up injection was better. They used a European card and started SCR. This allowed the higher combustion temps for less soot and a way to eliminate most of the NOx at the tailpipe. And you still get good power, but heat in the engine is now the enemy. The 2017 standards are tighter yet and that has to with reducing the GHG (CO2) and non-methane organic gases (NMOG), and non-methane hydrocarbons (NMHC). The primary way of reducing the CO2 in not burning the fuel in the first place. But that’s easy if you want to do it. Don’t drive as fast and accelerate easier.

      1. It not a fear of 1000lb-ft. It is the ability to keep the cost of the parts down, and maintain reliability. A 1000lb-ft of torque multiplied by 3.97:1 is 3970lb-ft at the driveshaft. Then multiplied be the reared say 3.55:1(14093lb-ft) at the axleshaft. That is a massive amount of force on a 1.47″(f350) or 1.87″ (f450).

        1. Axle shaft. It’s amazing how simple the thought process is in this superadvanced society we live in. Lol. Basic math.

      2. They are not scared of it. They wait for it so they can offer it as another update in order to keep selling junk. Look at the Workhorse Van that weighs 20,000Lbs with 1620Lb-FT of torque at 0 rpm but no tranny to worry about under electric drive.

        Jason the only way you can see these forces is if the rubber tires dont tear to shreds and somehow not spin on pavement but they will and then break loose. Plus the torque can be limited in the 1st and 2nd gears and then the tranny takes it on which is likely the limitation but can always be made stronger to keep customers so they throw their cash away year after year with so called upgrades.

    15. Well going off fords usuall progression when they develop a new transmission, I kinda doubt it will be a “140” like the one its replacing, most likely a safe bet would be in the 10r160 range. I could be wrong, but i also dont really see a end to horsepower wars as of now so to me it wouldn’t make much sense to produce a new transmission that is put behind an engine thats puts it very close to its torque limits without much room for further improvement.

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