3.0L Hurricane Updates?

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Dusty

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Ack - I'm falling behind. There are 2 GM 10 speeds?

I haven't owned a GM since 2012.
They have two, ten speeds only if you consider the differences between light duty trucks and cars. In that sense there are enough differences for some to count the Ford/GM designed 10-speed as two different transmissions.

GM has a 9-speed of their own design.

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Dusty
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HEMIMANN

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They have two, ten speeds only if you consider the differences between light duty trucks and cars. In that sense there are enough differences for some to count the Ford/GM designed 10-speed as two different transmissions.

GM has a 9-speed of their own design.

Regards,
Dusty
2019 Ram 1500 Billet Silver Laramie Quad Cab 2WD, 5.7 Hemi, 8HP75, 3.21 axle, 33-gallon fuel tank, factory dual exhaust, 18” wheels. Build Daye: 3 June 2018. Now at 86367 miles.

This confuses me. It was stated there is a 10 speed for half tons and a 10 speed for heavy duty, the Allison branded.
10L1000 vs 10R140

What is this about cars and two GM transmissions?
 

tjfdesmo

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This confuses me. It was stated there is a 10 speed for half tons and a 10 speed for heavy duty, the Allison branded.
10L1000 vs 10R140

What is this about cars and two GM transmissions?
I may have contributed to the confusion, as I was referring to the GM 10L1000 vs Ford 10R140 in the heavy duties.
 

Dusty

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This confuses me. It was stated there is a 10 speed for half tons and a 10 speed for heavy duty, the Allison branded.
10L1000 vs 10R140

What is this about cars and two GM transmissions?
My apologies for not explaining this better.

The GM 10-speed version of the Ford/GM design (10L80) is used in both light duty GM pickups and cars. In transmission speak many GM folks speak of this as two separate transmissions, but in reality they have the basic architecture and most internal components.

The Ford equivalent to the 10L80 is the 10R80. Both mutually designed by GM & Ford.

The Ford 10R140 is used in Superduties, while the 10L1000 Allison is used in GM heavies. These are not related in design.

Regards,
Dusty
2019 Ram 1500 Billet Silver Laramie Quad Cab 2WD, 5.7 Hemi, 8HP75, 3.21 axle, 33-gallon fuel tank, factory dual exhaust, 18” wheels. Build Daye: 3 June 2018. Now at 86367 miles.
 

HEMIMANN

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My apologies for not explaining this better.

The GM 10-speed version of the Ford/GM design (10L80) is used in both light duty GM pickups and cars. In transmission speak many GM folks speak of this as two separate transmissions, but in reality they have the basic architecture and most internal components.

The Ford equivalent to the 10L80 is the 10R80. Both mutually designed by GM & Ford.

The Ford 10R140 is used in Superduties, while the 10L1000 Allison is used in GM heavies. These are not related in design.

Regards,
Dusty
2019 Ram 1500 Billet Silver Laramie Quad Cab 2WD, 5.7 Hemi, 8HP75, 3.21 axle, 33-gallon fuel tank, factory dual exhaust, 18” wheels. Build Daye: 3 June 2018. Now at 86367 miles.

Thank you, much appreciated.

Personally, I think I'll wait for a 20 speed.
 

Wild one

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Thank you, much appreciated.

Personally, I think I'll wait for a 20 speed.
All you need is a gear vendors under/overdrive behind your existing transmission,and then you can split gears like an old time truck driver,lol

 

HEMIMANN

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All you need is a gear vendors under/overdrive behind your existing transmission,and then you can split gears like an old time truck driver,lol


I was that guy, fyi.
 

ramffml

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CVT's are where it's at. Ok ok, hear me out!

Infinite gears, when programmed correctly they can always give you the lowest RPM required for the job. No busy downshifting or upshifting or engine wailing unnecessarily. Towing up a hill? The engine revs just begin to climb to where they're needed, and then back off again at the top. No change in speed, no jerking gear shifts, no busy feeling. Just raw power applied as needed.

And of course you can have a fuel economy mode where the engine revs as low as possible, or a sport mode where the engine is 300 to 500+ rpms above where its needed just to give you that effortless punch.

My parents have a CVT and it's not a sports car by any means, but in a truck... if it could hold the required torque (which might be a problem), I think the "mushy automatic feeling" issue might not be as much of a problem vs guys in camaro's and mustangs who would die if it came with a cvt.
 

HEMIMANN

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Meh - let's go all the way to hydrostatic.

Recirculate the waste heat into a gas turbine recuperator.

A former boss worked on one of these science fairs for Chrysler in the 70s.
Then the Jetsons spacemobile would be soon thereafter.
 

Wild one

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Meh - let's go all the way to hydrostatic.

Recirculate the waste heat into a gas turbine recuperator.

A former boss worked on one of these science fairs for Chrysler in the 70s.
Then the Jetsons spacemobile would be soon thereafter.
Hydrostatic drives might be an idea though,it's been used in farm tractors since the early 70's
 

HEMIMANN

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Hydrostatic drives might be an idea though,it's been used in farm tractors since the early 70's

I was sarcastic. I have one in a Deere tractor. We used em in high load missile launchers and guns in the Navy as well.

They're only like 60% efficient, the heat rejection is enormous.
 

Wild one

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I was sarcastic. I have one in a Deere tractor. We used em in high load missile launchers and guns in the Navy as well.

They're only like 60% efficient, the heat rejection is enormous.
That's the downside to hydraulics,the heat generated,but if there was a way to recoup it,you could up the efficiency level.That's the million dollar question,what to do with the recovered heat in an automotive application
 

HEMIMANN

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Gears are still the top efficiency power transfer mechanism @ ~ 95% efficiency for straight spur gears with a good AGMA class fit and syn lubes.

CVT likely not as efficient due to funky geometry adding friction, and they'd have to be enormous to handle heavy duty torque loads.

I guess there's no free lunch in physics. 10 speeds is getting kinda wild for an automatic in terms of cost and reliability.
 

Wild one

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Gears are still the top efficiency power transfer mechanism @ ~ 95% efficiency for straight spur gears with a good AGMA class fit and syn lubes.

CVT likely not as efficient due to funky geometry adding friction, and they'd have to be enormous to handle heavy duty torque loads.

I guess there's no free lunch in physics. 10 speeds is getting kinda wild for an automatic in terms of cost and reliability.
CV transmissions have been around a long time to,nothing but a glorified snowmobile drive,lol. I tend to agree they'd have to have a hell'va belt drive to handle the loads and heat generated in a heavy duty application to offset the friction loses
 
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rvance

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