General Motors and Ford Motor Co. are preparing to jointly develop nine- and 10-speed vehicle transmissions to help them meet future fuel economy standards. Although neither has yet made a formal announcement, the two automotive giants have signed a memorandum of understanding that would enable them to work cooperatively on transmissions that might be ready for production as early as 2015.
"We think they will be phased in from 2015 to 2017 across Ford's and GM's product lineups," Mike Omotoso, senior manager of global powertrain for LMC Automotive US Inc., said in an interview.
The joint development effort would be a big step forward for both companies, neither of which currently offers more than six speeds in a production vehicle. GM has been building eight-speed automatic transmissions at its assembly plant in Toldeo, Ohio, but none of those transmissions are yet offered in current vehicles. In contrast, selected BMW, Audi, and Lexus vehicles already feature eight-speed automatics.
General Motors currently builds eight-speed automatics at its assembly plant in Toledo, Ohio. The new agreement will enable them to build nine- and 10-speed transmissions. (Source: General Motors)
Omotoso said that migrating from a six-speed to a nine- or 10-speed could improve fuel economy by approximately 10 percent, and maybe more in larger vehicles. "Everything will get a boost," he told us. "But the big improvements will be in the larger vehicles that tend to use rear-wheel drive."
The fuel economy improvements will be critical as automakers move toward new Corporate Average Fuel Economy (CAFE) standards of 35.5mpg by 2016 and 54.5mpg by 2025.
"With CAFE challenges ahead of us, all automakers are looking at ways to actively and aggressively improve fuel economy," Dan Flores, manager of powertrain communications for GM, said. Flores did not confirm details of the agreement, but did acknowledge that a memorandum of understanding had been signed by the two companies.
Omotoso added that he expects GM and Ford to use the new transmissions in vehicles that currently employ six-speed units. Those include the Chevy Malibu and Cruze, Ford Taurus, and Explorer, Cadillac CTS and ATS, and Lincoln MKZ. GM and Ford declined to comment on the models, however. Both companies said they would release more information when they make a formal announcement in the coming weeks.
The collaboration is not the first between Ford and GM. The two teamed up on six-speed automatics for larger cars a decade ago, and then cooperated again on six-speed automatics for smaller vehicles four years ago. By moving to nine- and 10-speed products this time, Ford will leapfrog eight-speed technology. "If you have six speeds now and you see the industry moving to greater than eight, why would you develop an eight-speed?" Ford spokesman Richard Truett said. "You'd just have to replace it anyway."
Industry experts said the new transmissions represent just one ingredient in the fuel economy recipe. Others include engines, tires, body materials, wiring, and hybrid systems. "Even before 2025, they still have to hit the 2016 standard and that's going to be hard," Omotoso said. "It's going to take a big portfolio of technologies to get there."
TJ. I had the same question, but I'll just throw it out to the community at large. Anybody have an idea of how mechanical complexity (reliability, mainenance cost, etc.) trade off with improved gas mileage? Obviously Ford and GM are driven to CAFE standards first and foremost, but what will the consumer have to "pay" over the vehicle life?
One question about the new transmission will be about how much power is used overcoming friction and keeping all of those gears spinning. The problems with the CVT types of transmissions were durability and cost, and I suspect that they had a bit more drag than a good manual 5 speed transmission. None of the power used to drive the hydraulic pumps in an automatic transmission is available to drive the vehicle, so there is a sort of problem right from the beginning. Unfortunately, all of the mechanism to provide the automated smooth shifting does consume a fair amount of power. Is there any competitive way around this challenge?
You're right that Audi is using the ZF 8-speed, BigDipper. Lexus is also using it in the LS 460 and it's also being used in Chrysler and Dodge cars, as well.
Continuously Variable Transmissions were being developed for Saturn, by Hydro-matric, (both divisions of GM) in 1984. I was a detail draftsman in the CAD center there, right after college. Don't ask me too much, though; I only lasted in that sweat-shop for about 6 months before landing a much better job!
I don't know about all of the BMW transmissions, MVRS, but I believe the 8-speed in the 740i comes from ZF Friedrichshafen AG. As I say, I don't know about any others.
This is no big surprise. Everyone knows that GM has the best automatics in the business. That's a long pedigree going back as far as the hydra-matics, Turbo-hydramatics, etc.
That's Ford has jumped on the bandwagon with a GM supplied transmission. That's why Rolls Royce selected GM automatics for the Phantom V, more than sixty years ago.
Speaking of GM and Rolls Royce and automatics, I'm reminded of the anecdote about Rolls Royce receiving and testing the first GM build hydramatics for their Phantom V. This was when they first allowed an automatic of any kind in the vaunted Rolls Royce automobile. Recognizing that GM far outstripped them in experience and manufacturing, Rolls Royce turned to GM for an automatic transmission solution. GM supplied Hydramatics, the same transmission in Cadillac automobiles of the era. But, for some reason, the Brits were having trouble with the transmissions, and GM engineers were called in. Transmissions which were checked and double checked before leaving the US developed mysterious shifting problems once installed in the famous English marques. Engineers were puzzled and travelled to England to see what was up.
Turns out the Rolls Royce folks and taken the Hydramatics apart and carefully polished the Hydramatic cases and parts. This was done because they were "rough looking" and "not up to the Rolls Royce standard of finish". In doing so, they polished not only the externals, but the internal parts, including the valve body passages. In doing so they disrupted the carefully managed internal hydraulic pressures and valve body flow of the transmissions, thereby ruining the shifting characteristics.
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