There is only one true automatic transmission for the big trucks, Allison. They are a fairly expensive upgrade over the manual transmissions. About 20 grand upgrade for the big one capable of handling 550hp and 1550 ft lbs of torque. There are several automated manual transmissions and they are really catching on. Biggest problem is finding and keeping drivers. Then see if you can find one that can drive a manual trans. Very few of us left. As far as number of gears, five forward gears is the minimum, the most was probably the 20 speed Spicer, heavy haulers and off road users.

xr7 said:

There is only one true automatic transmission for the big trucks, Allison. They are a fairly expensive upgrade over the manual transmissions. About 20 grand upgrade for the big one capable of handling 550hp and 1550 ft lbs of torque. There are several automated manual transmissions and they are really catching on. Biggest problem is finding and keeping drivers. Then see if you can find one that can drive a manual trans. Very few of us left. As far as number of gears, five forward gears is the minimum, the most was probably the 20 speed Spicer, heavy haulers and off road users.

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You would think with all the issue you posters have been illustrating about the hauling business that the pay would be increasinging significantly for experienced drivers. I don't get a sense that is happening. Interesting discussion though. Also, I am surprised there isn't a bigger push to develop more efficient automatic transmissions for semis. With the cost of fuel sky-rocketing today, improving drivetrain efficiency on these big rigs would save huge amounts of money in fuel costs.

↑↑↑ I'll have to hand that question over to "the kids" when I see them next. Son-in-law also drives (18-wheeler, flatbeds sheetrock and other building supplies). Both started driving CDL after spending at least 15 years in totally different jobs.


Norm

I just drove a 2018 Mustang GT PP1 with the 10 speed auto and I was a bit underwhelmed. The trans seemed slow when shifting manually but shifted better when just letting it select the gears. Downshifts were pretty quick when going to full throttle. I didn't get to run it hard as there was just too much traffic but it sure did sound good with the sport and track exhaust options. Also the car was a stripper so it didn't have the optional dashboard so there was no constant display of which gear you are in which i think is necessary with 10 speeds. Hopefully it works much better on track.

Seems the 10 spd trans is a big step in the performance window. I wouldn't mess with it (manually) just let it do what it was made to do by itself.

JDee, Glad you had a good tyme in big rigs..now enjoy your ride in the fast ones!

There are many improved driveline components available for improved fuel mileage. Specing a truck is a lot of work. Down speeding is the current trend for over the road trucks. Engine will run around 1000-1100 rpm at 65 mph. High rear end ratios, Rockwell offers ratios as high as 2.26. Then throw in the size of the average truck tire. Eaton has automated manuals that are pressure lubed rather than splash lube, less parasitic drag from churning oil. Main thing in specing the truck is you need to know exactly what the truck or tractor is going to be doing. You can't imagine some of the screwed up trucks and tractors I've seem over the years. Kinda like the guy trying to autocross a car setup for drag racing. Might be fast, but it can't turn or biggest of all, it can't stop.

xr7 said:

There are many improved driveline components available for improved fuel mileage. Specing a truck is a lot of work. Down speeding is the current trend for over the road trucks. Engine will run around 1000-1100 rpm at 65 mph. High rear end ratios, Rockwell offers ratios as high as 2.26. Then throw in the size of the average truck tire. Eaton has automated manuals that are pressure lubed rather than splash lube, less parasitic drag from churning oil. Main thing in specing the truck is you need to know exactly what the truck or tractor is going to be doing. You can't imagine some of the screwed up trucks and tractors I've seem over the years. Kinda like the guy trying to autocross a car setup for drag racing. Might be fast, but it can't turn or biggest of all, it can't stop.

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You think that someone from the factory or the even the dealer would call the buyer and ask them if they are sure they wanted their vehicle as they speced it. They should better educate their buyers as to why some of their choices might not be practical. That's what customer service is all about. What will be interesting to see down the road is if Elon Tesla's EV semi ever becomes a reality. It will certainly be interesting to see just how many tons the battery will weigh.

The factories do review all orders, dealers are right there to, you just get some customers that tell you " I know what I need, build it!" One large operation had an issue when a state raised its speed limits from 65 to 70mph. Their trucks were electronically limited to 65mph, so they went into the engine software and raised the limit to 70. Trucks would still only do 65. The rear axle ratios were so deep that the engine was tached out at 65mph. Solution, change rear end gears, very expensive, guess we will stay at 65. Their rear was over a full rev lower than what I was using in the same application. The other downside was their trucks would go thru the first two gears so fast the turbo couldn't spool up fast enough to build any real boost. So they also complained trucks lacked power.
'

302BOB said:

Seems the 10 spd trans is a big step in the performance window. I wouldn't mess with it (manually) just let it do what it was made to do by itself.

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You'd have to be willing to work with shift timing and gear selection - developed by other people - that won't (or can't) always match what you'd do manually. Even "learning" features have their limits as to what the can learn, or how fast they can adapt to being driven differently.

Pedal-commanded downshifts tend to foster an attitude toward throttle modulation that's anything but 'smooth' . . . "hey, you there in the driver seat, just stomp away and I'll do the rest".


Norm

VoodooBoss said:

I just drove a 2018 Mustang GT PP1 with the 10 speed auto and I was a bit underwhelmed. The trans seemed slow when shifting manually but shifted better when just letting it select the gears.

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I'm really hoping that there isn't a hidden agenda behind that. Hopefully, it's only for something like avoiding excessive shift harshness.

But it's getting harder to ignore the possibility that our new "mobility companies" might be intentionally using dissatisfaction with the manual-shift option to coax people out of doing any of their own shifting. Put the option there to attract people who would buy MT into your AT-equipped car (by claiming that manually commanding an AT is "almost the same" as driving a MT), and then discourage them from actually using it.


Norm

I had a 2008 VW GTI with the dual clutch trans. If Ford could build a dual clutch trans with 7 speeds and able to handle decent horse power that would be a blast in a Mustang. That thing shifted FAST, it has wet clutches rather than the dry clutches Ford used in their dual clutch transmissions. Dry clutches may offer a marginal fuel economy benefit but the wet clutch is superior for durability. I'll take a well designed dual clutch trans over a conventional automatic.

The new Ford GT has a DCT and there’s a rumor that a version of that trans will be in the 2019 GT500. Don’t hold your breath but you never know.

I think there will be a lot of surprises in the GT 500 .......whoops , I never said that and I will go back to my room, now.

Well just an update on the 10R80.... But first... Full disclosure... hate Automatics....

the track season is just starting down here and the first two events had three new S550 Mustangs with the 10r80 automatics.... All of them went into limp mode by the fourth lap. Both days were about 28C. Fastest car only made it to three laps.

3 laps and premature racetrackulation------ long live the manual!!

Appreciate the data and 28C is far from chilly in Chile! ( that is around 82 degrees Fahrenheit )

Sounds like the 10spd will need massive cooling Mods.

Where have we seen this before?

Mad Hatter said:

Well just an update on the 10R80.... But first... Full disclosure... hate Automatics....

the track season is just starting down here and the first two events had three new S550 Mustangs with the 10r80 automatics.... All of them went into limp mode by the fourth lap. Both days were about 28C. Fastest car only made it to three laps.

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Sorry for bringing this thread up again on Christmas 2020. But is there any chance you could share what happened to them? Did they all go to limp mode due to overheating issues or something even more serious? This can be valuable information for all the 10R80 owners out there who track their cars. Thanks!

@flyhalf posted recently on Instagram that he just received his aftermarket aluminum pan for the 10R80. I’m sure he’ll have more to report soon with his review, but wanted to throw this out there as a few others are interested in this upgrade as well. @bob, I believe these guys are located here in SoCal.

https://www.ppepower.com/shop/heavy-duty-cast-aluminum-transmission-pan-ford-10r80-trans.html

Zoetic Zephyr said:

Sorry for bringing this thread up again on Christmas 2020. But is there any chance you could share what happened to them? Did they all go to limp mode due to overheating issues or something even more serious? This can be valuable information for all the 10R80 owners out there who track their cars. Thanks!

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No, it was nothing serious, just all three went into limp mode from high tranny temps. The general impression was that upshifts were excellent and incredibly quick. While downshifts where harder with some hesitation. @flyhalf is the pioneer in trying to get the 10spd track ready.