# Ford–GM 10-speed automatic transmission

The Ford–GM 10-speed automatic transmission is part of a joint venture between Ford Motor Company and General Motors to design and engineer two transmissions: a longitudinal 10-speed transmission and a transverse 9-speed trans-axle. Each company manufactures its own unique version of the transmissions in its own factories. The 10-speed transmission was designed by Ford, while the 9-speed transmission was designed by GM.
Gear Ratios :
| GearModel | R | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | Total Span | Span Center | Avg. Step | Compo- nents |
| Ford 10R 80 · 2017 GM 10L 80 · 2017 GM 10L 90 · 2018 | −4.866 | 4.696 | 2.985 | 2.146 | 1.769 | 1.520 | 1.275 | 1.000 | 0.854 | 0.689 | 0.636 | 7.386 | 1.728 | 1.249 | 4 Gearsets 2 Brakes 4 Clutches |
| Ford 10R 140 · 2020 | −4.695 | 4.615 | 2.919 | 2.132 | 1.773 | 1.519 | 1.277 | 1.000 | 0.851 | 0.687 | 0.632 | 7.299 | 1.708 | 1.247 | 4 Gearsets 2 Brakes 4 Clutches |
| GM 10L 1000 (Allison) · 2020 | −4.545 | 4.538 | 2.868 | 2.061 | 1.715 | 1.482 | 1.258 | 1.000 | 0.851 | 0.688 | 0.632 | 7.182 | 1.694 | 1.245 | 4 Gearsets 2 Brakes 4 Clutches |
| Ford 10R 60 · 2020 | −4.885 | 4.714 | 2.997 | 2.149 | 1.769 | 1.521 | 1.275 | 1.000 | 0.853 | 0.689 | 0.636 | 7.416 | 1.731 | 1.249 | 4 Gearsets 2 Brakes 4 Clutches |

## Production

The 10R 80 was first produced at the Ford Livonia Transmission Plant in Livonia, Michigan, and the Hydra-Matic 10L 80 is made at the General Motors Romulus Powertrain Plant, in Romulus, Michigan. GM's Silao, Mexico, transmission plant started 10L 80 production in 2018, while Ford's Sharonville Transmission plant started 10R 80 production in 2018.

## Specifications
### Layout

The transmission is based on the well-known 8-speed automatic transmission 8HP from ZF. A unique triple-clutch assembly on a dedicated intermediate shaft, placed in the middle of the architecture, replaces two ordinary clutches and is the key for packaging the 10-speed unit into the same space as the previous transmission.
Compared to the 8-speed architecture, the transmission offers smaller steps between the lower gears, which benefits acceleration at low speeds. However, the individual gears are even more unevenly distributed than there. Furthermore, it was not possible to achieve any significant improvement in the steps, particularly in the upper gears, where it is more important than in the lower gears. It was also not possible to increase the total span. The gear step from 9th to 10th gear is unfavorably small at less than 9 %. These factors largely cancel out the advantage of the additional gears.
Gear Ratios :
| With Assessment | With Assessment | With Assessment | With Assessment | With Assessment | Planetary Gearset: Teeth | Planetary Gearset: Teeth | Planetary Gearset: Teeth | Planetary Gearset: Teeth | Count | Total Center | Avg. |
| Model Type | Version First Delivery | Version First Delivery | Version First Delivery | Version First Delivery | S$_1$ R$_1$ | S$_2$ R$_2$ | S$_3$ R$_3$ | S$_4$ R$_4$ | 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 ${i_{6}}$ | 7 ${i_{7}}$ | 8 ${i_{8}}$ | 9 ${i_{9}}$ | 10 ${i_{10}}$ |
| Step | $-{\tfrac {i_{R}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{2}}{i_{3}}}$ | ${\tfrac {i_{3}}{i_{4}}}$ | ${\tfrac {i_{4}}{i_{5}}}$ | ${\tfrac {i_{5}}{i_{6}}}$ | ${\tfrac {i_{6}}{i_{7}}}$ | ${\tfrac {i_{7}}{i_{8}}}$ | ${\tfrac {i_{8}}{i_{9}}}$ | ${\tfrac {i_{9}}{i_{10}}}$ |
| Δ Step | | | ${\tfrac {i_{1}}{i_{2}}}:{\tfrac {i_{2}}{i_{3}}}$ | ${\tfrac {i_{2}}{i_{3}}}:{\tfrac {i_{3}}{i_{4}}}$ | ${\tfrac {i_{3}}{i_{4}}}:{\tfrac {i_{4}}{i_{5}}}$ | ${\tfrac {i_{4}}{i_{5}}}:{\tfrac {i_{5}}{i_{6}}}$ | ${\tfrac {i_{5}}{i_{6}}}:{\tfrac {i_{6}}{i_{7}}}$ | ${\tfrac {i_{6}}{i_{7}}}:{\tfrac {i_{7}}{i_{8}}}$ | ${\tfrac {i_{7}}{i_{8}}}:{\tfrac {i_{8}}{i_{9}}}$ | ${\tfrac {i_{8}}{i_{9}}}:{\tfrac {i_{9}}{i_{10}}}$ | |
| Shaft Speed | ${\tfrac {i_{1}}{i_{R}}}$ | ${\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{1}}{i_{3}}}$ | ${\tfrac {i_{1}}{i_{4}}}$ | ${\tfrac {i_{1}}{i_{5}}}$ | ${\tfrac {i_{1}}{i_{6}}}$ | ${\tfrac {i_{1}}{i_{7}}}$ | ${\tfrac {i_{1}}{i_{8}}}$ | ${\tfrac {i_{1}}{i_{9}}}$ | ${\tfrac {i_{1}}{i_{10}}}$ |
| Δ Shaft Speed | $0-{\tfrac {i_{1}}{i_{R}}}$ | ${\tfrac {i_{1}}{i_{1}}}-0$ | ${\tfrac {i_{1}}{i_{2}}}-{\tfrac {i_{1}}{i_{1}}}$ | ${\tfrac {i_{1}}{i_{3}}}-{\tfrac {i_{1}}{i_{2}}}$ | ${\tfrac {i_{1}}{i_{4}}}-{\tfrac {i_{1}}{i_{3}}}$ | ${\tfrac {i_{1}}{i_{5}}}-{\tfrac {i_{1}}{i_{4}}}$ | ${\tfrac {i_{1}}{i_{6}}}-{\tfrac {i_{1}}{i_{5}}}$ | ${\tfrac {i_{1}}{i_{7}}}-{\tfrac {i_{1}}{i_{6}}}$ | ${\tfrac {i_{1}}{i_{8}}}-{\tfrac {i_{1}}{i_{7}}}$ | ${\tfrac {i_{1}}{i_{9}}}-{\tfrac {i_{1}}{i_{8}}}$ | ${\tfrac {i_{1}}{i_{10}}}-{\tfrac {i_{1}}{i_{9}}}$ |
| Ford 10R 80 GM 10L 80 GM 10L 90 | 800 N⋅m (590 lb⋅ft) · 2017 900 N⋅m (664 lb⋅ft) · 2018 | 800 N⋅m (590 lb⋅ft) · 2017 900 N⋅m (664 lb⋅ft) · 2018 | 800 N⋅m (590 lb⋅ft) · 2017 900 N⋅m (664 lb⋅ft) · 2018 | 800 N⋅m (590 lb⋅ft) · 2017 900 N⋅m (664 lb⋅ft) · 2018 | 45 95 | 51 89 | 73 119 | 23 85 | 2 4 | 7.3864 1.7277 | 1.2488 |
| Gear Ratio | −4.8661 $-{\tfrac {40,851}{8,395}}$ | 4.6957 ${\tfrac {108}{23}}$ | 2.9851 ${\tfrac {2403}{805}}$ | 2.1462 ${\tfrac {3,024}{1,409}}$ | 1.7690 ${\tfrac {743}{420}}$ | 1.5201 ${\tfrac {80,244}{52,789}}$ | 1.2751 ${\tfrac {9,289,296}{7,285,081}}$ | 1.0000 ${\tfrac {1}{1}}$ | 0.8536 ${\tfrac {650,168}{720,653}}$ | 0.6892 ${\tfrac {3,204}{4,649}}$ | 0.6357 ${\tfrac {89}{140}}$ |
| Step | 1.0363 | 1.0000 | 1.5730 | 1.3909 | 1.2132 | 1.1638 | 1.1921 | 1.2751 | 1.1715 | 1.2386 | 1.0841 |
| Δ Step | | | 1.1310 | 1.1465 | 1.0425 | 0.9762 | 0.9349 | 1.0885 | 0.9458 | 1.1425 | |
| Speed | –0.9650 | 1.0000 | 1.5730 | 2.1879 | 2.6543 | 3.0890 | 3.6825 | 4.6956 | 5.5008 | 6.8134 | 7.3864 |
| Δ Speed | 0.9650 | 1.0000 | 0.5730 | 0.6148 | 0.4665 | 0.4347 | 0.5935 | 1.0131 | 0.8052 | 1.3126 | 0.5730 |
| Ford 10R 140 | 1,400 N⋅m (1,033 lb⋅ft) · 2020 | 1,400 N⋅m (1,033 lb⋅ft) · 2020 | 1,400 N⋅m (1,033 lb⋅ft) · 2020 | 1,400 N⋅m (1,033 lb⋅ft) · 2020 | 58 122 | 50 86 | 69 111 | 26 94 | 2 4 | 7.2987 1.7084 | 1.2471 |
| Gear Ratio | −4.6951 $-{\tfrac {23,865}{5,083}}$ | 4.6154 ${\tfrac {60}{13}}$ | 2.9186 ${\tfrac {645}{221}}$ | 2.1319 ${\tfrac {5,400}{2,533}}$ | 1.7733 ${\tfrac {3,497}{1,972}}$ | 1.5188 ${\tfrac {41,964}{27,629}}$ | 1.2773 ${\tfrac {303,768}{237,827}}$ | 1.0000 ${\tfrac {1}{1}}$ | 0.8514 ${\tfrac {6,192}{7,273}}$ | 0.6871 ${\tfrac {516}{751}}$ | 0.6324 ${\tfrac {43}{68}}$ |
| Step | 1.0173 | 1.0000 | 1.5814 | 1.3690 | 1.2022 | 1.1676 | 1.1891 | 1.2773 | 1.1746 | 1.2391 | 1.0866 |
| Δ Step | | | 1.1551 | 1.1388 | 1.0297 | 0.9819 | 0.9310 | 1.0874 | 0.9479 | 1.1404 | |
| Speed | –0.9830 | 1.0000 | 1.5814 | 2.1650 | 2.6027 | 3.0388 | 3.6135 | 4.6154 | 5.4211 | 6.7174 | 7.2987 |
| Δ Speed | 0.9830 | 1.0000 | 0.5814 | 0.5836 | 0.4377 | 0.4360 | 0.5747 | 1.0019 | 0.8058 | 1.2962 | 0.5814 |
| GM 10L 1000 (Allison) | 1,400 N⋅m (1,033 lb⋅ft) · 2020 | 1,400 N⋅m (1,033 lb⋅ft) · 2020 | 1,400 N⋅m (1,033 lb⋅ft) · 2020 | 1,400 N⋅m (1,033 lb⋅ft) · 2020 | 53 103 | 53 91 | 65 103 | 26 92 | 2 4 | 7.1817 1.6935 | 1.2449 |
| Gear Ratio | −4.5448 $-{\tfrac {553,007}{121,680}}$ | 4.5385 ${\tfrac {59}{13}}$ | 2.8681 ${\tfrac {413}{144}}$ | 2.0609 ${\tfrac {4,602}{2,233}}$ | 1.7153 ${\tfrac {247}{144}}$ | 1.4817 ${\tfrac {14,573}{9,835}}$ | 1.2583 ${\tfrac {57,702}{45,857}}$ | 1.0000 ${\tfrac {1}{1}}$ | 0.8506 ${\tfrac {34,692}{40,787}}$ | 0.6877 ${\tfrac {5,369}{7,807}}$ | 0.6319 ${\tfrac {91}{144}}$ |
| Step | 1.0014 | 1.0000 | 1.5824 | 1.3916 | 1.2015 | 1.1576 | 1.1776 | 1.2583 | 1.1757 | 1.2368 | 1.0883 |
| Δ Step | | | 1.1371 | 1.1583 | 1.0379 | 0.9830 | 0.9358 | 1.0703 | 0.9506 | 1.1365 | |
| Speed | –0.9986 | 1.0000 | 1.5824 | 2.2022 | 2.6459 | 3.0629 | 3.6068 | 4.5386 | 5.3358 | 6.5993 | 7.1817 |
| Δ Speed | 0.9986 | 1.0000 | 0.5824 | 0.6198 | 0.4437 | 0.4170 | 0.5439 | 0.9317 | 0.7974 | 1.2635 | 0.5824 |
| Ford 10R 60 | 600 N⋅m (443 lb⋅ft) · 2020 | 600 N⋅m (443 lb⋅ft) · 2020 | 600 N⋅m (443 lb⋅ft) · 2020 | 600 N⋅m (443 lb⋅ft) · 2020 | 45 95 | 51 89 | 73 119 | 28 104 | 2 4 | 7.4157 1.7312 | 1.2493 |
| Gear Ratio | −4.8854 $-{\tfrac {49,929}{10,220}}$ | 4.7143 ${\tfrac {33}{7}}$ | 2.9969 ${\tfrac {2,937}{980}}$ | 2.1488 ${\tfrac {462}{215}}$ | 1.7690 ${\tfrac {743}{420}}$ | 1.5209 ${\tfrac {24,519}{16,121}}$ | 1.2755 ${\tfrac {1,419,198}{1,112,671}}$ | 1.0000 ${\tfrac {1}{1}}$ | 0.8535 ${\tfrac {93,984}{110,117}}$ | 0.6890 ${\tfrac {979}{1,421}}$ | 0.6357 ${\tfrac {89}{140}}$ |
| Step | 1.0363 | 1.0000 | 1.5730 | 1.3947 | 1.2147 | 1.1631 | 1.1924 | 1.2755 | 1.1717 | 1.2389 | 1.0837 |
| Δ Step | | | 1.1279 | 1.1482 | 1.0443 | 0.9754 | 0.9349 | 1.0886 | 0.9458 | 1.1431 | |
| Speed | –0.9650 | 1.0000 | 1.5730 | 2.1979 | 2.6648 | 3.0996 | 3.6961 | 4.7143 | 5.5235 | 6.8143 | 7.4157 |
| Δ Speed | 0.9650 | 1.0000 | 0.5730 | 0.6208 | 0.4710 | 0.4347 | 0.5965 | 1.0182 | 0.8092 | 1.3192 | 0.5730 |
| Ratio R & Even | $i_{R}=-{\tfrac {R_{2}R_{3}(S_{4}+R_{4})}{S_{3}S_{4}(S_{2}+R_{2})}}$ | $i_{R}=-{\tfrac {R_{2}R_{3}(S_{4}+R_{4})}{S_{3}S_{4}(S_{2}+R_{2})}}$ | ${\tfrac {R_{2}(S_{4}+R_{4})}{S_{4}(S_{2}+R_{2})}}$ | $1+{\tfrac {S_{2}R_{1}}{S_{1}(S_{2}+R_{2})}}$ | $1+{\tfrac {S_{2}R_{1}}{S_{1}(S_{2}+R_{2})}}$ | ${\tfrac {(S_{1}R_{2}(S_{3}+R_{3})+S_{2}S_{3}(S_{1}+R_{1}))(S_{4}+R_{4})}{(S_{1}R_{2}(S_{3}+R_{3})+S_{1}S_{2}S_{3})(S_{4}+R_{4})+R_{1}S_{2}S_{3}S_{4}}}$ | ${\tfrac {(S_{1}R_{2}(S_{3}+R_{3})+S_{2}S_{3}(S_{1}+R_{1}))(S_{4}+R_{4})}{(S_{1}R_{2}(S_{3}+R_{3})+S_{1}S_{2}S_{3})(S_{4}+R_{4})+R_{1}S_{2}S_{3}S_{4}}}$ | ${\tfrac {(S_{1}R_{2}(S_{3}+R_{3})+S_{2}S_{3}(S_{1}+R_{1}))(S_{4}+R_{4})}{(S_{1}R_{2}(S_{3}+R_{3})+S_{1}S_{2}S_{3})(S_{4}+R_{4})+R_{1}S_{2}S_{3}S_{4}}}$ | ${\tfrac {R_{2}(S_{3}+R_{3})(S_{4}+R_{4})}{R_{2}(S_{3}+R_{3})(S_{4}+R_{4})+S_{2}S_{3}R_{4}}}$ | ${\tfrac {R_{2}(S_{3}+R_{3})(S_{4}+R_{4})}{R_{2}(S_{3}+R_{3})(S_{4}+R_{4})+S_{2}S_{3}R_{4}}}$ | ${\tfrac {R_{2}}{S_{2}+R_{2}}}$ |
| Ratio Odd | | $i_{1}={\tfrac {S_{4}+R_{4}}{S_{4}}}$ | $i_{1}={\tfrac {S_{4}+R_{4}}{S_{4}}}$ | ${\tfrac {(S_{1}+R_{1})(S_{4}+R_{4})}{S_{1}(S_{4}+R_{4})+S_{4}R_{1}}}$ | ${\tfrac {(S_{1}+R_{1})(S_{4}+R_{4})}{S_{1}(S_{4}+R_{4})+S_{4}R_{1}}}$ | ${\tfrac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{4}+R_{4})}{S_{1}(S_{2}+R_{2})(S_{4}+R_{4})+R_{1}S_{2}S_{4}}}$ | ${\tfrac {(S_{1}(S_{2}+R_{2})+R_{1}S_{2})(S_{4}+R_{4})}{S_{1}(S_{2}+R_{2})(S_{4}+R_{4})+R_{1}S_{2}S_{4}}}$ | $i_{7}={\tfrac {1}{1}}$ | $i_{7}={\tfrac {1}{1}}$ | $i_{9}={\tfrac {R_{2}(S_{4}+R_{4})}{R_{2}(S_{4}+R_{4})+S_{2}R_{4}}}$ | $i_{9}={\tfrac {R_{2}(S_{4}+R_{4})}{R_{2}(S_{4}+R_{4})+S_{2}R_{4}}}$ |
| Algebra And Actuated Shift Elements ||||||||||||
| Brake A | ❶ | ❶ | ❶ | | | | | | ❶ | ❶ | ❶ |
| Brake B | ❶ | ❶ | ❶ | ❶ | ❶ | ❶ | ❶ | | | | |
| Clutch C | | | ❶ | ❶ | ❶ | ❶ | | ❶ | | ❶ | ❶ |
| Clutch D | ❶ | (❶) | ❶ | ❶ | ❶ | | ❶ | ❶ | ❶ | | ❶ |
| Clutch E | | ❶ | | ❶ | | ❶ | ❶ | ❶ | ❶ | ❶ | |
| Clutch F | ❶ | | | | ❶ | ❶ | ❶ | ❶ | ❶ | ❶ | ❶ |
| ↑ Layout Input and output are on opposite sides Planetary gearset 1 is on the input (turbine) side Input shafts are C$_2$ (planetary gear carrier of gearset 2) and, if actuated, R$_3$ and S$_4$ Output shaft is C$_4$ (planetary gear carrier of gearset 4) ↑ 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 ↑ Ring 2: ring gear of gearset 2 ↑ Sun 3: sun gear of gearset 3 ↑ Ring 3: ring gear of gearset 3 ↑ Sun 4: sun gear of gearset 4 ↑ Ring 4: ring gear of gearset 4 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 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 4) is always larger and the upper half of the gear steps (between the large gears; rounded up, here the last 5) 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) ↑ 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) ↑ 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 4 5 From large to small gears (from right to left) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 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 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 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) ↑ Permanently coupled elements S$_1$ and S$_2$ C$_1$ (carrier 1) and R$_4$ R$_2$ and S$_3$ R$_3$ and S$_4$ ↑ Blocks s$_1$ ↑ Blocks R$_1$ ↑ Couples R$_2$ and S$_3$ with the dedicated intermediate shaft ↑ Couples C$_3$ (carrier 3) with the dedicated intermediate shaft ↑ Couples R$_3$ and S$_4$ with the input shaft ↑ Couples C$_1$ (carrier 1) and R$_4$ with the dedicated intermediate shaft ||||||||||||

## Applications
### Ford
#### 10R 60

* 2020–present Ford Explorer
* 2020–present Ford Police Interceptor Utility:
** Standard on 3.3L V6 engine models
* 2021–present Ford Bronco
* 2024–present Ford Ranger

#### 10R 80 MHT

* 2020–2023 Ford Explorer HEV
* 2020–present Ford Police Interceptor Utility HEV
* 2020–present Lincoln Aviator HEV
* 2021–present Ford F-150 Powerboost HEV

#### 10R 80

* 2017–present Ford F-150:
** 2017–present in 3.5L EcoBoost models
** 2018–present in all other models except the 2018–2020 with 3.3L V6
* 2018–present Ford Mustang
* 2018–present Ford Expedition
* 2018–present Lincoln Navigator
* 2019–present Ford Ranger
* 2019–present Ford Everest
* 2020–present Ford Police Interceptor Utility:
** Standard on 3.0L EcoBoost V6 models
* 2020–present Ford Transit
* 2023–present VW Amarok

#### 10R 140

* 2020–present Ford Super Duty

### General Motors

Source

#### 10L 60

* 2020–2024 Chevrolet Camaro V6

#### 10L 80 MF6

* 2018–present Chevrolet Suburban
* 2018–present Cadillac Escalade
* 2018–present Chevrolet Tahoe
* 2018–present GMC Yukon Denali
* 2019–2024 Chevrolet Camaro SS
* 2019–present Chevrolet Silverado/GMC Sierra 1500 (except V6 and 4-cylinder models, which use the 6L80 and 8L90 respectively)

#### 10L 90 MX0

* 2017–2024 Chevrolet Camaro ZL1
* 2019–2020 Cadillac CT6
* 2020–present Cadillac CT5
* 2020–present Cadillac CT4

#### 10L 1000 (Allison) MGM · MGU

* 2020–present Chevrolet Silverado HD/GMC Sierra HD

## Lawsuits

At least five class action lawsuits have been filed regarding vehicles equipped with Ford's 10R 80 transmission. Several have since been consolidated to a single case being heard in Illinois. The lawsuits allege safety issues due to harsh and erratic shifting, which causes jerking, lunging, clunking and hesitation between gears. At least one case also cites sudden loss of power due to transmission issues. It is also alleged that Ford is aware of these issues and has not sufficiently fixed them, and has told consumers the behavior of the transmission is normal.
McCabe v. Ford Motor Company cites 38 different NHTSA complaints regarding the 10R 80 transmission. The complaints encompass the 2019–2022 Ford Ranger, 2018–2021 Ford Expedition, 2018–2022 Ford Mustang, 2018–2021 Lincoln Navigator, and 2021 Ford F-150.
Some of the lawsuits have been dismissed or partially dismissed. As of October 2023, at least one of these lawsuits is still ongoing.