Well, that ZF was also introduced about 10 years ago. A lot can happen over the course of 10 years and ZF isn't the only show in town that produces 6-speed autos.
I just received my 6R80 Ford service publication
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I would guess, that it won't be able to operate as a stand alone type unit. I have noticed that the F150 is available with a 3V 4.6 and 6R80. This may bear fruit, I am not sure. I will research that more.
by itself no, it still requires basic pcm input. so far only the 6.2/6r80 superduty has the separate tcm. havent seen the 6.2 raptor setup yet..everything else has a pcm controlled trans...
KungFuHamster
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my wifes 2010 has a 3V 4.6 with the 6R80...and i love it. looking at the specs you provided on the PDF's my assumption would be the 6R80 that will be goin in the 5.0 will be the same one that's in the 5.4...the one that has 5 friction plates and 5 steel plates.
That was my guess as well. From what I can see, the 5.4L shares the same number of clutches, so no upgrade without a selective and machining or thin steels.
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Nope, just checked.. The PCM controls the 6.2L transmission. The TCM is available on the 4.6 and 5.4L with the C1575 connector and I am reading up on it now. I am trying to understand the functions of the new Ford - CAN (Controller Area Network). If I can figure all of this out, then the transmission itself requires only standard inputs from the vehicle and control of the CAN system.
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*JZ*
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Sport Trac Adrenalin & Raptor Trans!!!
*JZ*
forum member
We've got 2
What are you doing with them and what is the history?
Ok, back on topic..
I have learned more about the new CAN bus system and if you are a tuner who has experience with vehicles later than 2008, you probably have heard of it before. I now understand exactly what it is, based on my experience with PIDs (Proportional Integral Derivative controllers) in industrial and building automation systems.
As I have stated, CAN bus stands for Control Area Network, and is one of the protocols available to electronic manufacturers to utilize to make this data available to other "nodes" on the network. The others could be Profibus, DeviceNET among others.
Think of CAN bus, in terms of a LAN network at your home, school or office, it is similar, and utilizes layers 1,2 and 7 of the OSI model (physical, data and application). There is the physical layer, with transceivers to do the physical connection, and then, the pre-agreed communication language, in this case 11-bit CAN, running at 500kbits (data-link layer) and then the application layer. Quite a few Industrial Netowrks are based on the OSI 1-2-7 layers, Profibus (DP) is one that I am familiar with since I am a distributor for Emerson Process (Control Techniques). We also used DeviceNET for establishing communications between different devices.
There are a standard set of PIDs published in SAE J1979. That standard is a copyrighted document so you won't find it on the internet and it'll cost about $50 at the SAE website. (I may buy it) Ford exceeds the basic requirements and also has some of their own enhanced parameters. The generic OBD-II PIDs work on all cars but the automaker doesn't need to support everything on every model of vehicle.
So what does all this mean?
CAN bus is essentially a communications network for vehicles and as I said, is similar to an office computer network. Newer vehicles are fitted with CAN-Bus lines, to which all devices, such as Engine Management Systems, transmission control, safety systems, enertainment systems (Sync) and sensors, are attached. The CAN-Bus relays digitally control signals to all devices, so there is no need to have every switch or control hard wired to a corresponding device by expensive wiring harnesses. Every device is simply attached to the CAN-Bus and power. The result is less wiring, weight and more efficiency in vehicle design and build complexity.
References: Much of this information was gathered from sites such as Wikipedia, mp3car, and a few others.
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ocpony
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Any updates??
Here is a link to a 6r80 tranny failure thread with pics of the internals. The failure was due to a missed step in assembly of one of the planetarys.
Failure was not due to design.
Apparently the unit has it own programmable TCU according to the last post in the thread.
THis give hope to transplanting in the 05+ cars imo.
http://www.svtoffroad.com/showthread.php?768-6R80-transmission-failure/page5
Here is a link to a 6r80 tranny failure thread with pics of the internals. The failure was due to a missed step in assembly of one of the planetarys.
Failure was not due to design.
Apparently the unit has it own programmable TCU according to the last post in the thread.
THis give hope to transplanting in the 05+ cars imo.
http://www.svtoffroad.com/showthread.php?768-6R80-transmission-failure/page5
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not necessarily,
my vette had it's own tcm, however, everything it did was based off torque calulations it received from the ecm
All I wanted to know:
Found it in the manual right at the beginning:
"All gear shifts from 1st to 6th or from 6th to 1st are power-on overlapping shifts. That is, during the shift, one of the clutches must continue to transmit the drive at lower main pressure until the other clutch is able to accept the input torque"
Sounds unlike what the 5r55 does.
Found it in the manual right at the beginning:
"All gear shifts from 1st to 6th or from 6th to 1st are power-on overlapping shifts. That is, during the shift, one of the clutches must continue to transmit the drive at lower main pressure until the other clutch is able to accept the input torque"
Sounds unlike what the 5r55 does.
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