Ford, GM co-developing 9- and 10-speed gearboxes
10-01-12, 04:48 PM
#1
Ford, GM co-developing 9- and 10-speed gearboxes
Ford, GM co-developing 9- and 10-speed gearboxes
The wolf shall dwell with the lamb, and the leopard shall lie down with the kid and Ford with partner with General Motors on new transmission technology. Has anyone dusted off that old Mayan calendar lately? We're not sure that a Ford/GM tech share speaks to the end of days, but we're not ruling it out, either.
Seriously though, Detroit's two heavyweights, companies that have battled each other since the dawn of the automobile (or close, anyway) are in discussions about working jointly on some very aggressive new transmission projects in the name lessening development costs for each. It's not the first time the two automakers have teamed up on transmissions, hyperbole to the contrary, either.
If all goes to plan, Automotive News says GM will be taking the lead on a nine-speed cogswapper that will be used in front-wheel-drive applications. Ford, meanwhile, will be working on a 10-speed transmission that will find a home in rear-drive products, namely trucks and performance vehicles.
The goal of the new transmission technologies *– both automatics, by the way – is twofold: greater fuel economy and a more refined driving experience. The "refinement" here has to do with less noise and vibration, most likely, as the many-ratio transmissions have to rev less than they would with fewer forward gears.
The new technology is seen as must-have for the domestic automakers, both of which are hoping to catch up with a competitive set that is now offering seven-, eight- and nine-speed transmissions. Crosstown rival Chrysler, for instance, has worked with German transmission specialist ZF to put an eight-speed auto in its 300 sedan, and has plans to introduce a nine-speed affair sometime in the near future.
http://www.autoblog.com/2012/10/01/f...eed-gearboxes/
10-01-12, 09:01 PM
#4
If all goes to plan, Automotive News says GM will be taking the lead on a nine-speed cogswapper that will be used in front-wheel-drive applications. Ford, meanwhile, will be working on a 10-speed transmission that will find a home in rear-drive products, namely trucks and performance vehicles.
Go Ford
10-01-12, 09:07 PM
#5
It compels me why they keep designing transmissions with more and more gears instead of just switching to CVTs - especially Nissan and Toyota, both of which already have excellent CVTs and traditional transmissions with lots of gears.
But I'm not an engineer, and certainly do not posses the knowledge that guys designing these transmissions have. There must be a good reason why they keep innovating traditional transmissions.
But I'm not an engineer, and certainly do not posses the knowledge that guys designing these transmissions have. There must be a good reason why they keep innovating traditional transmissions.
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10-02-12, 10:17 AM
#9
Lexus Champion
No. The normal automatic transmission can handle much greater torque loads than the "normal" CVT (the belt and two variable-diameter pulley type used by Nissan in their Altima, Maxima, Quest and Infiniti JX). The normal automatic transmission can therefore be used on a much broader range of engines, from 4-cylinder right up to 8-cylinder engines.
You know how your wheels will spin if you give it too much gas (in effect, too much torque) on a slippery surface? The same thing happens in the belt and variable diameter pulley type of continuously variable transmission -- the pulley on the engine end of the transmission will spin but the belt will slip and not turn at the same rate.
The "normal" variable-pulley type of CVT cannot handle the high torque loads that traditional gearboxes with toothed gears can handle. The maximum torque this type of CVT can handle before slipping would seem to be about 260 to 270 lb.ft (approximately 350 Nm to 366 Nm, which is the maximum torque output of the Nissan VQ35DE engine).
By designing and building normal automatic transmissions with 8, 9 or 10 gear ratios, they can be used on all of Ford's and GM's (and Hyundai's and Chrysler's) 6- and 8-cylinder engines. A belt-and-variable-pulley type of CVT could not handle the torque of V8 engines, larger V6 engines and the more powerful turbocharged 4- and 6-cylinder engines.
You know how your wheels will spin if you give it too much gas (in effect, too much torque) on a slippery surface? The same thing happens in the belt and variable diameter pulley type of continuously variable transmission -- the pulley on the engine end of the transmission will spin but the belt will slip and not turn at the same rate.
The "normal" variable-pulley type of CVT cannot handle the high torque loads that traditional gearboxes with toothed gears can handle. The maximum torque this type of CVT can handle before slipping would seem to be about 260 to 270 lb.ft (approximately 350 Nm to 366 Nm, which is the maximum torque output of the Nissan VQ35DE engine).
By designing and building normal automatic transmissions with 8, 9 or 10 gear ratios, they can be used on all of Ford's and GM's (and Hyundai's and Chrysler's) 6- and 8-cylinder engines. A belt-and-variable-pulley type of CVT could not handle the torque of V8 engines, larger V6 engines and the more powerful turbocharged 4- and 6-cylinder engines.
10-02-12, 10:53 AM
#10
No. The normal automatic transmission can handle much greater torque loads than the "normal" CVT (the belt and two variable-diameter pulley type used by Nissan in their Altima, Maxima, Quest and Infiniti JX). The normal automatic transmission can therefore be used on a much broader range of engines, from 4-cylinder right up to 8-cylinder engines.
You know how your wheels will spin if you give it too much gas (in effect, too much torque) on a slippery surface? The same thing happens in the belt and variable diameter pulley type of continuously variable transmission -- the pulley on the engine end of the transmission will spin but the belt will slip and not turn at the same rate.
The "normal" variable-pulley type of CVT cannot handle the high torque loads that traditional gearboxes with toothed gears can handle. The maximum torque this type of CVT can handle before slipping would seem to be about 260 to 270 lb.ft (approximately 350 Nm to 366 Nm, which is the maximum torque output of the Nissan VQ35DE engine).
By designing and building normal automatic transmissions with 8, 9 or 10 gear ratios, they can be used on all of Ford's and GM's (and Hyundai's and Chrysler's) 6- and 8-cylinder engines. A belt-and-variable-pulley type of CVT could not handle the torque of V8 engines, larger V6 engines and the more powerful turbocharged 4- and 6-cylinder engines.
You know how your wheels will spin if you give it too much gas (in effect, too much torque) on a slippery surface? The same thing happens in the belt and variable diameter pulley type of continuously variable transmission -- the pulley on the engine end of the transmission will spin but the belt will slip and not turn at the same rate.
The "normal" variable-pulley type of CVT cannot handle the high torque loads that traditional gearboxes with toothed gears can handle. The maximum torque this type of CVT can handle before slipping would seem to be about 260 to 270 lb.ft (approximately 350 Nm to 366 Nm, which is the maximum torque output of the Nissan VQ35DE engine).
By designing and building normal automatic transmissions with 8, 9 or 10 gear ratios, they can be used on all of Ford's and GM's (and Hyundai's and Chrysler's) 6- and 8-cylinder engines. A belt-and-variable-pulley type of CVT could not handle the torque of V8 engines, larger V6 engines and the more powerful turbocharged 4- and 6-cylinder engines.
10-02-12, 11:54 AM
#11
No. The normal automatic transmission can handle much greater torque loads than the "normal" CVT (the belt and two variable-diameter pulley type used by Nissan in their Altima, Maxima, Quest and Infiniti JX). The normal automatic transmission can therefore be used on a much broader range of engines, from 4-cylinder right up to 8-cylinder engines.
You know how your wheels will spin if you give it too much gas (in effect, too much torque) on a slippery surface? The same thing happens in the belt and variable diameter pulley type of continuously variable transmission -- the pulley on the engine end of the transmission will spin but the belt will slip and not turn at the same rate.
The "normal" variable-pulley type of CVT cannot handle the high torque loads that traditional gearboxes with toothed gears can handle. The maximum torque this type of CVT can handle before slipping would seem to be about 260 to 270 lb.ft (approximately 350 Nm to 366 Nm, which is the maximum torque output of the Nissan VQ35DE engine).
By designing and building normal automatic transmissions with 8, 9 or 10 gear ratios, they can be used on all of Ford's and GM's (and Hyundai's and Chrysler's) 6- and 8-cylinder engines. A belt-and-variable-pulley type of CVT could not handle the torque of V8 engines, larger V6 engines and the more powerful turbocharged 4- and 6-cylinder engines.
You know how your wheels will spin if you give it too much gas (in effect, too much torque) on a slippery surface? The same thing happens in the belt and variable diameter pulley type of continuously variable transmission -- the pulley on the engine end of the transmission will spin but the belt will slip and not turn at the same rate.
The "normal" variable-pulley type of CVT cannot handle the high torque loads that traditional gearboxes with toothed gears can handle. The maximum torque this type of CVT can handle before slipping would seem to be about 260 to 270 lb.ft (approximately 350 Nm to 366 Nm, which is the maximum torque output of the Nissan VQ35DE engine).
By designing and building normal automatic transmissions with 8, 9 or 10 gear ratios, they can be used on all of Ford's and GM's (and Hyundai's and Chrysler's) 6- and 8-cylinder engines. A belt-and-variable-pulley type of CVT could not handle the torque of V8 engines, larger V6 engines and the more powerful turbocharged 4- and 6-cylinder engines.
Last edited by RocketGuy3; 10-02-12 at 12:00 PM.
10-03-12, 09:46 AM
#12
Lexus Champion
There is an electric motor in these hybrid drivetrains that always drives the car directly and the gasoline engine is never mechanically connected to the drive wheels. The PSD allows the gasoline engine to add torque when the electric motor cannot supply enough, but the electric motor remains directly connected to the drive wheels, so the car’s speed is always controlled by the speed of the electric motor. The electric motor may not be able to supply enough torque when the battery is low or when the motor is spinning really fast (electric motors have a torque curve that is opposite to that of gasoline engines – it is high torque at low motor speeds but torque drops off at high motor speeds).
Hydrostatic CVTs do not have the same problems as variable pulley CVTs because there is no mechanical connection between the engine and the driven part (e.g. wheels); it is a hydraulic (i.e. hydraulic fluid/oil) connection. I do not know of any passenger cars that use hydrostatic CVTs; they tend to be used on construction or farm machinery (including the large sit-in-and-drive lawnmowers).
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