# Ford 6R transmission

The 6R is a 6-speed automatic transmission for longitudinal engine placement in rear-wheel drive vehicles. It is based on the ZF 6HP26 transmission and has been built under license by the Ford Motor Company at its Livonia Transmission plant in Livonia, Michigan. The 6R debuted in 2005 for the 2006 model year Ford Explorer and Mercury Mountaineer.
The 6R 80 was available in 2009–2017 Ford F-150 trucks (and 2018–2020 only paired with the 3.3L V6 engine). It features an integrated "Tow/Haul" mode for enhanced engine braking and towing performance. For the 2011 model year, the transmission was revised to provide smoother shifts, improved fuel economy, and overall better shift performance. Most notable of the improvements was the addition of a one-way clutch that provided smoother 1–2 up-shifts and 2–1 down-shifts. The transmission has a relatively low 1st gear and two overdrive gears, the highest of which is 0.69:1. This provides exceptional towing performance when needed, while maximizing fuel economy by offering low engine speeds while cruising.
The 6R 80 can be found behind the 3.7L V6 all the way up to the 6.2L V8. Ford has stated that while the transmission is used in multiple applications, each transmission is optimized and integrated differently depending on the engine it is mated to. The 6R 80 features "Filled for Life" low viscosity synthetic transmission fluid (MERCON LV), though a fluid flush is recommended at 150,000 mi (241,000 km) if your truck falls under the classification of "Severe Duty" operation. The transmission, as used in the Ford F-150, has a fluid capacity of 13.1 US qt (12.4 L) and weighs 215 lb (98 kg).
Gear Ratios :
| GearModel | R | 1 | 2 | 3 | 4 | 5 | 6 | Total Span | Span Center | Avg. Step | Compo- nents |
| Ford 6R 60 · 6R 80 · 2005 | −3.403 | 4.171 | 2.340 | 1.521 | 1.143 | 0.867 | 0.691 | 6.035 | 1.698 | 1.433 | 3 Gearsets 2 Brakes 3 Clutches |
| Ford 6R 140 · 2005 | −3.128 | 3.974 | 2.318 | 1.516 | 1.149 | 0.858 | 0.674 | 5.899 | 1.636 | 1.426 | 3 Gearsets 2 Brakes 3 Clutches |
| ZF 6HP All · 2000 | −3.403 | 4.171 | 2.340 | 1.521 | 1.143 | 0.867 | 0.691 | 6.035 | 1.698 | 1.433 | 3 Gearsets 2 Brakes 3 Clutches |
* ↑ Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage
* ↑ for comparison purposes only

## Specifications
### Basic concept

A conventional planetary gearset and a compound Ravigneaux gearset is combined in a Lepelletier gear mechanism, to reduce both the size and weight. It was first realized with the 6HP from ZF Friedrichshafen. Like all transmissions realized with Lepelletier transmissions, the 6R also dispenses with the use of the direct gear ratio, making it one of the very few automatic transmission concepts without such a ratio.
It also has the capability to achieve torque converter lock-up on all 6 forward gears, and disengage it completely when at a standstill, significantly closing the fuel efficiency gap between automatic and manual transmissions.
Final Drive :
* Ratio
* 4.10
* 3.73
* 3.55
* 3.31
* 3.15
* 2.73
Gear Ratios :
| With Assessment | With Assessment | Planetary Gearset: Teeth Lepelletier Gear Mechanism | Planetary Gearset: Teeth Lepelletier Gear Mechanism | Planetary Gearset: Teeth Lepelletier Gear Mechanism | Count | Total Center | Avg. |
| With Assessment | With Assessment | Simple | Ravigneaux | Ravigneaux | | Count | Total Center | Avg. |
| Mfr. Model | Version First Delivery | S$_1$ R$_1$ | S$_2$ R$_2$ | S$_3$ R$_3$ | Brakes Clutches | Ratio Span | Gear Step |
| Gear Ratio | R ${i_{R}}$ | 1 ${i_{1}}$ | 2 ${i_{2}}$ | 3 ${i_{3}}$ | 4 ${i_{4}}$ | 5 ${i_{5}}$ | 6 ${i_{6}}$ |
| Step | $-{\tfrac {i_{R}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{2}}{i_{3}}}$ | ${\tfrac {i_{3}}{i_{4}}}$ | ${\tfrac {i_{4}}{i_{5}}}$ | ${\tfrac {i_{5}}{i_{6}}}$ |
| Δ Step | | | ${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$ | ${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$ | ${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$ | ${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$ | |
| Shaft Speed | ${\tfrac {i_{1}}{i_{R}}}$ | ${\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{1}}{i_{3}}}$ | ${\tfrac {i_{1}}{i_{4}}}$ | ${\tfrac {i_{1}}{i_{5}}}$ | ${\tfrac {i_{1}}{i_{6}}}$ |
| Δ Shaft Speed | $0-{\tfrac {i_{1}}{i_{R}}}$ | ${\tfrac {i_{1}}{i_{1}}}-0$ | ${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$ | ${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$ | ${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$ |
| Ford 6R 60 6R 80 | 600 N⋅m (443 lb⋅ft) 800 N⋅m (590 lb⋅ft) 2005 (both) | 37 71 | 31 38 | 38 85 | 2 3 | 6.0354 1.6977 | 1.4327 |
| Gear Ratio | −3.4025 $-{\tfrac {4,590}{1,349}}$ | 4.1708 ${\tfrac {9,180}{2,201}}$ | 2.3397 ${\tfrac {211,140}{90,241}}$ | 1.5211 ${\tfrac {108}{71}}$ | 1.1428 ${\tfrac {9,180}{8,033}}$ | 0.8672 ${\tfrac {4,590}{5,293}}$ | 0.6911 ${\tfrac {85}{123}}$ |
| Step | 0.8158 | 1.0000 | 1.7826 | 1.5382 | 1.3311 | 1.3178 | 1.2549 |
| Δ Step | | | 1.1589 | 1.1559 | 1.0101 | 1.0502 | |
| Speed | -1.2258 | 1.0000 | 1.7826 | 2.7419 | 3.6497 | 4.8096 | 6.0354 |
| Δ Speed | 1.2258 | 1.0000 | 0.7826 | 0.9593 | 0.9078 | 1.1599 | 1.2258 |
| Ford 6R 140 | 1,400 N⋅m (1,033 lb⋅ft) 2005 | 49 95 | 37 47 | 47 97 | 2 3 | 5.8993 1.6361 | 1.4261 |
| Gear Ratio | −3.1283 $-{\tfrac {13,968}{4,485}}$ | 3.9738 ${\tfrac {13,968}{3,515}}$ | 2.3181 ${\tfrac {8,148}{3,515}}$ | 1.5158 ${\tfrac {144}{95}}$ | 1.1492 ${\tfrac {13,968}{12,155}}$ | 0.8585 ${\tfrac {13,968}{16,271}}$ | 0.6736 ${\tfrac {97}{144}}$ |
| Step | 0.7872 | 1.0000 | 1.7143 | 1.5293 | 1.3190 | 1.3389 | 1.2744 |
| Δ Step | | | 1.1210 | 1.1594 | 0.9854 | 1.0504 | |
| Speed | -1.2703 | 1.0000 | 1.7143 | 2.6216 | 3.4580 | 4.6290 | 5.8993 |
| Δ Speed | 1.2703 | 1.0000 | 0.7143 | 0.9073 | 0.8364 | 1.1710 | 1.2703 |
| ZF 6HP | All · 2000 | 37 71 | 31 38 | 38 85 | 2 3 | 6.0354 1.6977 | 1.4327 |
| Gear Ratio | −3.4025 | 4.1708 | 2.3397 | 1.5211 | 1.1428 | 0.8672 | 0.6911 |
| Ratio R & Even | $-{\tfrac {R_{3}(S_{1}+R_{1})}{R_{1}S_{3}}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})(S_{2}+R_{2})}{R_{1}S_{2}(S_{3}+R_{3})}}$ | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}$ | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{2}R_{3}(S_{1}+R_{1})-S_{1}S_{2}S_{3}}}$ | ${\tfrac {R_{3}}{S_{3}+R_{3}}}$ | ${\tfrac {R_{3}}{S_{3}+R_{3}}}$ |
| Ratio Odd | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}$ | ${\tfrac {R_{2}R_{3}(S_{1}+R_{1})}{R_{1}S_{2}S_{3}}}$ | ${\tfrac {S_{1}+R_{1}}{R_{1}}}$ | ${\tfrac {S_{1}+R_{1}}{R_{1}}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}$ | ${\tfrac {R_{3}(S_{1}+R_{1})}{R_{3}(S_{1}+R_{1})+S_{1}S_{3}}}$ |
| Algebra And Actuated Shift Elements ||||||||
| Brake A | | ❶ | ❶ | ❶ | ❶ | | |
| Brake B | ❶ | | | ❶ | | ❶ | |
| Clutch C | | | ❶ | | | | ❶ |
| Clutch D | ❶ | ❶ | | | | | |
| Clutch E | | | | | ❶ | ❶ | ❶ |
| ↑ All 6R-transmissions are based on the Lepelletier gear mechanism, first realized in the ZF 6HP 26 gearbox 1 2 Other gearboxes using the Lepelletier gear mechanism see infobox ↑ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are R$_1$ and, if actuated, C$_2$/C$_3$ (the combined carrier of the compound Ravigneaux gearset 2 and 3) Output shaft is R$_3$ (ring gear of gearset 3: outer Ravigneaux gearset) ↑ Total Ratio Span (Total Ratio Spread · Total Gear Ratio) ${\tfrac {i_{n}}{i_{1}}}$ A wider span enables the downspeeding when driving outside the city limits increase the climbing ability when driving over mountain passes or off-road or when towing a trailer ↑ Ratio Span's Center $(i_{n}i_{1})^{\tfrac {1}{2}}$ The center indicates the speed level of the transmission Together with the final drive ratio it gives the shaft speed level of the vehicle ↑ Average Gear Step $({\tfrac {i_{n}}{i_{1}}})^{\tfrac {1}{n-1}}$ With decreasing step width the gears connect better to each other shifting comfort increases ↑ Sun 1: sun gear of gearset 1 ↑ Ring 1: ring gear of gearset 1 ↑ Sun 2: sun gear of gearset 2: inner Ravigneaux gearset ↑ Ring 2: ring gear of gearset 2: inner Ravigneaux gearset ↑ Sun 3: sun gear of gearset 3: outer Ravigneaux gearset ↑ Ring 3: ring gear of gearset 3: outer Ravigneaux gearset 1 2 3 4 5 Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step — With steadily decreasing gear steps (yellow highlighted line Step) and a particularly large step from 1st to 2nd gear the lower half of the gear steps (between the small gears; rounded down, here the first 2) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 3) is always smaller than the average gear step (cell highlighted yellow two rows above on the far right) lower half: smaller gear steps are a waste of possible ratios (red bold) upper half: larger gear steps are unsatisfactory (red bold) 1 2 3 4 5 6 Standard R:1 — Reverse And 1st Gear Have The Same Ratio — The ideal reverse gear has the same transmission ratio as 1st gear no impairment when maneuvering especially when towing a trailer a torque converter can only partially compensate for this deficiency Plus 11.11 % minus 10 % compared to 1st gear is good Plus 25 % minus 20 % is acceptable (red) Above this is unsatisfactory (bold) 1 2 3 4 5 6 Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible — With continuously decreasing gear steps (yellow marked line Step) the largest gear step is the one from 1st to 2nd gear, which for a good speed connection and a smooth gear shift must be as small as possible A gear ratio of up to 1.6667:1 (5:3) is good Up to 1.7500:1 (7:4) is acceptable (red) Above is unsatisfactory (bold) 1 2 3 From large to small gears (from right to left) 1 2 3 4 5 6 7 8 Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps — Gear steps should increase: Δ Step (first green highlighted line Δ Step) is always greater than 1 As progressive as possible: Δ Step is always greater than the previous step Not progressively increasing is acceptable (red) Not increasing is unsatisfactory (bold) 1 2 3 4 5 6 Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference — Shaft speed differences should increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one 1 difference smaller than the previous one is acceptable (red) 2 consecutive ones are a waste of possible ratios (bold) ↑ First gearbox on the market to use the Lepelletier gear mechanism for comparison purposes only ↑ Blocks R$_2$ and S$_3$ ↑ Blocks C$_2$ (carrier 2) and C$_3$ (carrier 3) ↑ Couples C$_1$ (carrier 1) and S$_2$ ↑ Couples C$_1$ (carrier 1) with R$_2$ and S$_3$ ↑ Couples R$_1$ with C$_2$ (carrier 2) and C$_3$ (carrier 3) ||||||||

## Applications
### 6R 60

* 2006–2008 Ford Explorer/Mercury Mountaineer w/ 4.6L V8

### 6R 75

* 2007–2008 Ford Expedition

### 6R 80

* 2009–2017 Ford F-150 (except 2017 with 3.5L EcoBoost)
* 2018–2020 Ford F-150 3.3L
* 2009–2018 Ford Expedition/Lincoln Navigator
* 2009–2010 Ford Explorer/Mercury Mountaineer w/ 4.6L V8
* 2011–2016 Ford Territory (SZ TCDi)
* 2011–2017 Ford Mustang V6, GT, 2015–2017 EcoBoost
* 2011–present Ford Ranger (on 3.2L and 2.2L single-turbo diesel engines)
* 2011–present Mazda BT-50 (on 3.2L and 2.2L single-turbo diesel engines)
* 2015–present Ford Everest (on 3.2L and 2.2L single-turbo diesel engines)
* 2015–2019 Ford Transit