- Gm 10 Speed Transmission Issues List
- Gm 10 Speed Transmission Issues
- Gm 10 Speed Transmission Fluid Change
- Gm 10 Speed Transmission Gear Ratios
- Gm 10 Speed Transmission Lawsuit
The all-new Allison 10-speed 10L1000 automatic transmission (RPO MGM, MGU) available on 2020 Silverado HD and Sierra HD models equipped with the 6.6L Duramax diesel engine combines enhanced performance, fuel economy, and operational flexibility with an industry-leading reputation for reliability. Designed for high-performance and low-maintenance, the new 10-speed transmission (Fig. 14) — the first-ever offered in the heavy-duty pickup segment — has been tested and validated in partnership with Allison Transmission and, combined with the proven Duramax 6.6L diesel engine, offers a powertrain combination that provides superior power delivery and productivity.
The Duramax/Allison powertrain standard axle ratio has been reduced to 3.42:1, which lowers engine speed, enhances refinement and increases efficiency. The powertrain combination is available on 2WD or 4WD models.
Fig. 14
Transmission Architecture
The transmission has 10 speed ratios that are generated using four simple planetary gear sets, two brake clutches, and four rotating clutches. The on-axis transmission architecture uses a squashed torque converter, an off-axis pump and four close-coupled gear sets. The four rotating clutches are located forward of the gear sets to minimize the length of oil feeds that provide for enhanced shift response. There are different variants of the transmission, all based on torque capacity. Architecture is common between the variants, and component differences are primarily related to size.
The transmission architecture features a case with an integral bell housing for enhanced powertrain stiffness. Shazam on pc online. (Fig. 15) A unique pump drive design allows for off-axis packaging very low in the transmission. The pump is a variable vane type, which effectively allows for two pumps in the packaging size of one. This design and packaging strategy provides for ideal oil routing to the controls system with the pump located in the valve body itself.
Fig. 15
The 4-element torque converter contains a pump, a turbine, a pressure plate splined to the turbine, and a stator assembly. (Fig. 16) The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides additional torque multiplication when required. The pressure plate, when applied, provides a mechanical direct drive coupling of the engine to the transmission.
Fig. 16
The hydraulic system primarily consists of an off-axis gear-driven variable vane-type pump next to the valve body, and two control valve body assemblies. The pump maintains the working pressures needed to stroke the clutch pistons that apply or release the friction components, which consist of six multiple disc clutches. The multiple disc clutches deliver 11 different gear ratios, 10 forward and one reverse, through the gear sets.
Transmission Control Solenoid Valves
The Transmission Control Module (TCM), which is externally mounted, uses three speed sensor signals for enhanced shift response and accuracy .The TCM receives and monitors various electronic sensor inputs and uses this information to shift the transmission at the optimum time.
General Motors' 10-speed automatic transmission, co-developed with Ford, will be appearing in more models throughout GM's portfolio. This transmission is now only available in the Chevrolet Camaro. 2017–present: 10L90 - Ford-GM 10-speed automatic transmission (used in GM performance cars).This transmission is part of a joint-venture between General Motors and Ford Motor Company to split development of two transmissions, a longitudinal 10-speed and transverse 9-speed. Ford led the design of the 10-speed transmission, as well as filing. GM to Increase Production on 10-Speed Transmissions February 9, 2021. by Automotive Fleet Staff General Motors will invest $75 million in its Toledo, Ohio transmission manufacturing plant, and will increase the plant’s capacity to build 10-speed automatic transmissions that are used in its full-size truck products, including the Chevrolet. GM and Ford’s 10-speed transmission is guided by six clutches, installed in pairings. When shifting gears, the torque converter is not forced to unlock. Each clutch is regulated by solenoid valves. This evolution is consistent with the trend of increased electrification of the transmission. Apr 03, 2017 This release provides the first and only 10-Speed transmission tuning solution for 2017 GM Vehicles. Due to added complexity, the T87A TCM for the GM 10-speed needs to be individually licensed for 4 GM credits for tuning. 1 Please note, due to increased security, ALL T87A TCMs need to be unlocked via the GM Unlock service before they can be tuned.
The 10-speed transmission could contain a maximum of nine individual solenoids — RPO dependent — installed in various bore locations on the lower control valve body assembly and internal transmission case. Eight of the nine solenoid valves are used to control pressure regulation and direction of transmission fluid. The one on/off solenoid valve is only used to direct transmission fluid. The normal operating current range for these solenoid valves is between 0–1.2 amps. If the TCM detects an electrical circuit malfunction or excessive current flow, the TCM will turn off the high-side driver to that solenoid and set a DTC.
Transmission control solenoid valves 1–8 are pressure regulating valves. Each solenoid valve is tested after assembly to determine the output fluid pressure at certain electrical values, applied to the coil winding, and is referred to as solenoid current/pressure data points. The current versus pressure data points are saved and assigned a file number, which is marked on the solenoid valve housing end or on the valve body itself. The solenoid performance data file is programmed and stored in the vehicle’s TCM as well as stored on the Techline Information System (TIS) website. Replacing any of the following components require the TCM to be programmed with either the new or existing solenoid valve performance data, depending on what component is replaced.
- Transmission assembly – program the TCM with the new data file stored on the TIS web site for all pressure regulating solenoid valves.
- Lower control valve body assembly with solenoid valves – program the TCM with the new data file stored on the TIS web site for all pressure regulating solenoid valves.
- Transmission Control Module – program the TCM with the existing data file stored on the TIS web site for all pressure regulating solenoid valves.
- One or more solenoids – program the TCM with the new data file stored on the TIS web site for all pressure regulating solenoid valves that were replaced.
Power Take-Off
The available all-new factory-integrated, engine-driven Power Take-Off (PTO) eliminates the need for an aftermarket unit. Exclusively offered with the 10-speed transmission (RPO MGU) on select diesel models, it’s the first fully integrated PTO system in the HD truck segment, with the PTO’s drive gear operated via chain to direct engine power. (Fig. 17) And because it is engine-driven rather than turbine-driven, the PTO can be used while the vehicle is idling. A button inside the cab enables the PTO, and a mode selector allows adjustment of load and torque output.
Fig. 17
– Thanks to Kevin Minor and Sherman Dixon
GM and Ford’s new 10-speed, automatic transmissionsent waves of excitement throughout the automotive community. There is a fiercerivalry between two of the largest vehicle manufacturers in the world, yet theyput their countless differences aside to work on a 9-speed transverse/transaxleand 10-speed transmission. The jointventure reflects both sides recognizing the importance of producing a high-qualitytransmission via collaboration rather than competition. General Motors and Forddesigned the transmission, originally placing it inside the 2017 ChevroletCamaro XL1, for a single purpose: to push performance and efficiency to arevolutionary level.
![Transmission Transmission](/uploads/1/3/7/2/137272661/444818447.jpg)
Dan Nicholson, GM Global Propulsion System’s vicepresident, stated: “With world-class shift times on par with the world’s bestdual-clutch transmission and the refinement that comes only from the trueautomatic, the 10-speed delivers incomparable performance on and off the track…it also leverages the experience of our other multispeed transmissions todeliver that performance with greater efficiency as its use expands into othervehicles.”
The revolutionary 10-speed transmission soundsimpressive in theory – but what exactly makes it stand out. In the contentbelow, we explore what you need to know about the new 10-speed transmission. Many of these characteristics will hold truefor the 9-speed transaxle.
Gm 10 Speed Transmission Issues List
1. Ratio Distance
The span between the 1st and 10thgear is wide; however, GM and Ford’s 10-speed transmission is relatively tight.Limited span between higher gears increases sustainability during highwaydriving, especially when in the final gear. The 10-speed transmission offers a20% decrease in RPM during shifting. While towing, decreased ratio distanceensures smoother shifts.
Gm 10 Speed Transmission Issues
2. Close 8th, 9th, and 10th Gears
What is the purpose of 10 gears? The final threeperform as overdrive tools. The 8th, 9th, and 10thgears enhance acceleration, fuel economy, and – as mentioned – towingperformance. Due to the proximity of ratios, downshifting between top gears isnearly imperceptible.
3. Smooth Shifting
GM and Ford’s 10-speed transmission is guided by sixclutches, installed in pairings. When shifting gears, the torque converter isnot forced to unlock. Each clutch is regulated by solenoid valves. This evolutionis consistent with the trend of increased electrificationof the transmission. Finally,hydraulic passage lengths are shortened. These unique factors increaseefficiency, resulting in a smooth, seamless shift or downshift without jarringor shaking.
4. Reducing Mechanical Friction Spin Loss
Ultimately, the 10-speed transmission is designed toreplace 6-speed and 8-speed transmissions. GM and Ford built the transmissionto minimize spin losses. Reducing spin loss guarantees that the 10-speedtransmission’s gears work more efficiently than its 6-speed and 8-speed counterpart.
5. Fuel Efficiency & Optimized Procedures
Trends in the automotive world continually pointtowards fuelefficiency, especially in the design of transmissions.Fuel-efficient technologies are developed and augmented regularly. Compared toa 6-speed transmission, the 10-speed adds only one-inch and four pounds to thetransmission body. Without a single cast-iron component, the transmission islight while remaining powerful and efficient.
Gm 10 Speed Transmission Fluid Change
Alongside a focus on fuel efficiency, GM and Ford builttheir 10-speed transmission for optimal functioning, operated by two hydraulicpumps. Both pumps perform a different task, each balancing temperature andtransmission fluid pressure. Optimal functioning depends on Mercon ULV orDexron ULV, transmission fluid created specifically for Ford and GM’sinnovative transmission, to reduce friction, regulate temperature, and preventhydraulic pump surplus. Increased fluidcomplexity is a trend impacting transmission fluidand will continue into the future. The “ULV” stands for ultra-low viscosity andis increasingly important for clutch engagement and ease of travel throughelectronic components such as solenoids.
Among others in the GM line, the Camaro ZL1, ChevyTahoe, Cadillac Escalade, and Yukon Denali are built with the 10-speedtransmission. On the Ford side, the 10-speed can be found in the F-150,Mustang, Expedition, Navigator and Ranger. Further integrations willincreasingly become evident as 2019 closes and 2020 looms on the horizon.
Manufacturers across the globe are scrambling to achieve increased fuel economy and performance from vehicles. The transmission is at the center of that engineering effort. Many experts caution the pace of change because the durability of new designs is unknown. Normally it takes many years to test and realize design flaws. Even then, major transmission issues may not become apparent to customers until a vehicle achieves 100,000 miles. At this point a customer could be faced with a major transmission repair bill. This is where our shops can assist retail, wholesale and fleet customers across Colorado.
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Gm 10 Speed Transmission Gear Ratios
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Gm 10 Speed Transmission Lawsuit
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