Why go auto?

1. Easy without the hassle of changing gears

2. When off-roading - autos are easier and more tractable under all conditions.

3. Modern autos are faster when coupled to the same engine.

4. Easier for towing.

5. Shifting points can be changed using downloadable software to make it change gears when you want.

6. The auto will be softer on the drivetrain under acceleration since there are less on/off torquing of the components.

Gearbox Top Ratio Relative RPM

H151 0.881 2350

H152 0.75 2000

6R80 0.69 1840

Power and Torque Handling.

The 8HP is a great box and I would have one in my town car but we're still convinced that PDI pushing ahead with the 6R80 development was the right choice for those going exploring outside city limits. The 6R80 is Fords upgraded version of the 6HP  - this 6HP has been pushed hard in Australia in the XR6 turbo Barra engines achieving huge power and torque figures.  In the USA there are Mustangs doing 6 second ¼ mile times running the 6R80.  Then there are some souped up F150 that are pulling a lot of weight around.  Indeed, some of the parts for building high performance 6HP are taken from the 6R80. 

A local shop (close to PDI) builds 6HP gearboxes that can handle a tail shaft twisting 1800nm torque. A standard gearbox is rated from the factory as 800nm but we increase internal clamping pressures to improve holding ability at higher torque - we are selling the standard box to handle up to 300hp and 850nm at wheels. For those running more power, we will be getting the box built with a selection of internal upgrades, including billet parts and Excedy stage 2 clutches that have a 40% increase in clutch surface area - basically you won’t get them to slip. 

The 8HP75 are factory rated to 750nm and they too increase pressures to make it better, but they run a smaller torque converter than the (F150) 6R80. 

System Redundancy.

We use a tiptronic shifter that has cable connection to the transmission - same as Toyota.  The BMW 8HP75 use a CANBUS shifter, which means so if you have coms issues, blown controller or bad connections you can’t get out of the mode you’re in (ie Park, Reverse etc).

For the 6R80, if we pull the power on the transmission controller, you can still move and drive (just in only 2nd gear). That means you can still select P, R, N and D since uses a cable shifter. In D it will maintain the gear you are in until you come to a stop and then will give access to second gear.

Quick6 Stand Alone controller 

We are using the USShfit Quick6.  It takes care of clutch transitions with self learning and have windows software you can download from their site to make changes to the settings and shift points with a realtime tabular interface - this means with some small changes you can get it changing exactly when you want. While integrating with the ECU sounds good, we offer the ability for you or someone with a laptop to be able to tweak it, rather than needing to get it back to the expert to fix a niggling issue or make changes to shift points due to power upgrades.

Modern gearboxes use solenoids to control the flow and pressure on the clutches. There are different flow ratings on solenoids based on power input and they rate them instead of throwing away the ones they are a direct match. These are then stored into the memory of the factory ECU to compensate.

The Quick6, doesn’t care about what solenoids we use since it self calibrates by making it do a shift learn.

While the controller has the ability to cut torque on gear changes it was a bit aggressive, we have purposely not it used it for the last 2.5 year of testing for the box in our cruiser. It has 280kw and 950nm, goes hard and gets to pull the caravan and go off-roading and belt through dirt trails. Built simply with excedy stage 2 clutches, they’ve never slipped and no reason to expect it to happen either. There may be a case to implement torque reduction and we have some easy ways to do this. 

The display for the controller (with rotary dial) is small (48mm x 60mm x 9mm) and can be easily mounted for easy access.

Many other neat functions including a dyno mode and speedo output on screen plus digital feed to send to combination meter.

Transmission Cooling.

Also we run the large transmission cooler and ½” lines.  This has been mounted on the front of the PDI intercooler, but can be mounted in the same location (just further back), if you don’t have a PDI front mounted intercooler.

We did run without the Ford transmission thermostat initially but found it practically impossible to get to operating temperature. Basically, it gets to temperature and stays there. 

Latest News

We have found a position to mount the shifter inside the tray section of the factory console to keep costs down.  We are looking to get a full replacement console option, but are invesitaging how to maximise the storage space, as having the shifter sit back next to the handbrake opens us all the space on top of the tunnel.

Availability

The plan is to have 20 kits ready to go out before the end of November.  We expect most of these will be for “up to 300hp/850nm” and will do high power kits as required with an extra delivery time.

What else?

Now we have parts for installing behind a 1HD, 1FZ, and the 1VD. 

What is the 6R80?

The US-produced Ford 6R80 transmission is based on the robust ZF 6HP26 design, which was used by automakers world-wide for over 14 years. Enhancements were added by Ford to further improve the transmission, including the addition of a ratchet-style low one-way clutch, and removal of the internal TCU for the 2011 model year, easily enabling stand-alone control. The 6R80 has already been field-proven to accept up to 1000HP in stock form, with only ECU tuning. With aftermarket components, the 6R80 has been proven to handle much more power.

Why we like the 6R80?

PDI have chosen to go with the F150 6R80 box, with the Coyote bellhousing pattern due to the larger torque converter and neater installation, which allows for a relatively narrow adapter to the engine.  This is known to be a reliable box in the USA where it was fitted to the F150, Expedition and Ford Mustang.  In Australia is was released in the Ford Ranger and Everest.  Ford Australia chose to couple it with an inferior torque converter, resulting in gearbox failure and therefore many auto transmission shops are aware of these boxes.  Performance shops in Australia focusing on the XR6 turbo Barra engines know the 6HP26 can handle a hiding but if you want to make it stronger then going into the 6R80 parts bin is a good idea.

The F150 gearbox also comes with a solid torque converter. Stock converters already employ a multi-plate torque converter clutch, enabling greater power handling in lockup. We have had the internal bushing replaced with a bearing for our boxes while the converter is being inspected.

What inputs are needed to make it work?

We need a TPS (throttle position) input from the pedal, engine RPM, ignition power and ground - simple. Additionally we should to connect a starter motor relay for Park and Neutral starting.

If cruise control is required, then a pedal based Autostrada cruise control can be installed. The US Shift unit can provide a calibrated speed output to combination meter.