10-Speed Transmission, New V-6 to Bow on Next F-150 Pickup

Ford Motor Co. will launch the 10-speed automatic transmission it co-developed with General Motors Co. in certain versions of its 2017 F-150 pickup truck, including the high-performance Raptor variant.

The first GM model to get the 10-speed transmission will be the 2017 Camaro ZL1. The companies also are working together on a new 9-speed automatic.

In the F-150, the 10-speed transmission will be paired with Ford’s second-generation 3.5-liter EcoBoost V-6 engine. Ford claims more than 20 approved and pending patents for the powertrain combination. The company says the package delivers more torque, similar horsepower and better fuel economy than current F-150s equipped with the first-generation EcoBoost V-6 and a 6-speed automatic transmission.

The new engine and transmission are lighter than the units they replace. They also have less internal friction, thereby improving power and fuel economy.

The new 10-speed is the first Ford transmission made without cast-iron components. Instead, a mix of steel, aluminum and composite alloys helps to reduce weight. An integrated torque converter and turbine clutch saves more than 2 lbs, Ford says, while reducing the packaging footprint.

In addition, the transmission’s wide ratio span and optimized gear spacing boost the truck’s acceleration and towing capabilities, according to the carmaker. And an electric pump keeps the transmission pressurized when the engine is briefly halted by the automatic stop-start system, which will be standard on the 2017 F-150.

The second-generation 3.5-liter EcoBoost increases torque by 7% to 450 lb-ft, while horsepower remains at about 365 hp. The 2017 model’s official fuel economy rating hasn’t been finalized, but Ford expects to not only best the current 3.5-liter’s 24 mpg rating but also top the 26 mpg performance of the best 2016 F-150 with a 2.7-liter V-6.

The new 3.5-liter unit uses both port and direct fuel injection to reduce emissions, especially during cold starts. The port system works when the engine is cold and at lower rpm, while direct injection is used during high loads. Both systems also operate at the same time under certain conditions.

The second-generation EcoBoost system also gets a new cylinder design and pistons, enhanced turbochargers and an electronically controlled wastegate. The twin turbos have been optimized to provide more boost, thanks in part to a lightweight turbine wheel made from an aerospace-grade material.

The use of hollow camshafts in the all-new roller-finger follower valvetrain saves another 4 lbs. The valvetrain also has more durable intake and exhaust valves, along with hydraulic valve-lash adjusters that help improve engine durability.

Ford is investing $1.4 million at its Livonia, Mich., transmission plant to build the new 10-speed automatic. And it’s spending $145 million to prepare its Cleveland engine plant for the new Ecoboost V-6.