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ZF 6 Speed Info 

 

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 Post subject: ZF 6 Speed Info
Posted: Sun Nov 06, 2005 8:06 pm 
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Here is the release Info on the ZF 6 Speed
Some of you may be interested in a read!

All new 6-Speed Automatic Transmission Gear Train

This transmission features a world-class Lepelletier gear train, which is
lightweight, high-efficiency with a high-torque capacity.
The low first gear ratio and higher top gear ratio ensure a livelier and more
energetic performance with greatly improved launch feel and Wide Open
Throttle performance, with the added benefits of smoother shift quality
(sometimes shifts between 4 , 5 and 6 are barely felt) and reduced fuel consumption. The smaller steps from 3 to top gear also ensure less
"busyness" hunting between gears – the transmission is in the right gear
at the right time resulting in improved performance and reduced fuel
consumption compared to the 4-speed transmission.

Transmission Sump Pan / Filter

The sump is made out of a special plastic composite which allows for a
lightweight design. The Pan also has an integral transmission fluid filter if
the filter requires replacement the entire sump pan must be replaced.
Caution should be taken in jacking up the transmission not exert high
amounts of force directly to the pan to avoided possible damage.
When refitting sump pan care should be taken to tighten the retaining
bolts evenly to 8 Nm.


6-Speed Automatic Transmission Fluid

Use ONLY Shell ATFM 1375.4
Ford Part No. R1-28
Gear ratios:

Gear ratios
1st 4.17:1
2nd 2.34:1
3rd 1.52:1
4th 1.14:1
5th 0.87:1
6th 0.69:1
Reverse 3.40:1

Final Drive

190kw – Falcon: 2.73
230kw: 2.53
245Tkw / Boss 260kw: 2.73
190kw – Territory: 3.46
The 6HP26 has the following features:
Six forward speeds.
A torque converter with an integral converter lock up clutch.
Electronic shift and pressure controls.
A single planetary gear set.
A double planetary gear set.
Two fixed multi-disc brakes.
Three multi-plate clutches.
All hydraulic functions are directed by electronic solenoids to control:
Engagement feel.
Shift feel.
Shift scheduling.
Modulated torque converter clutch (TCC) applications.
Engine braking utilizing the coast clutch.

The 6HP26 Automatic Transmission is a six speed electronically
controlled transmission comprising the basic elements of a TCM and main
control valve body unit, a torque converter, one solenoid valve and six
pressure regulators. Gear selection is achieved by the control of
Automatic Transmission Fluid (ATF) flow to operate various internal
clutches. The TCM operates the electrical components and provides for
the control of gear selection shift pressure, which increases refinement,
and torque converter slip control.

Engine power reaches the transmission by a torque converter with integral
converter lock up clutch which is under modulated control and is capable
of engaging in all forward gears depending on the requirements which
means that when towing heavy loads at low speeds, e.g. in city driving or
hilly terrain, there is better transmission cooling and reduced fuel
consumption.

Maximum lock up value is 98%

The 6 forward gears and 1 reverse gear are obtained from a single
planetary set followed by a double planetary set also known as
Lepelletier-type gear sets, these gear sets make it possible to obtain 6
forward gears.

Shift Elements

The other shift elements in addition to the torque converter lock-up clutch
are:

¨ Three rotating multi-plate clutches A, B and E.
¨ Two fixed multi-disc brakes C and D.
All gear shifts from 1st to 6th or from 6th to 1st are power-on overlapping
shifts, that is to say 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
Multi-plate clutches A, B and E supply power from the engine to the
planetary gear train; multi-disc brakes C and D bear against the
transmission housing in order to achieve a torque reaction effect.

Transmission Control Module (TCM) and Main Control Valve Body

The transmission control module (TCM) and main control valve body is a
combination of hydraulic and electronic control units. Both these modules
are installed in the transmission, in the fluid pan.
The internal TCM is calibrated to the transmission's valve bodies during
the transmission's assembly ensuring refined shift quality
This technical principle has the following advantages:
Minimum tolerances (TCM is mated to solenoids)
Better coordination of gear shifts
Increased refinement
Optimized shift quality
Good reliability, since the number of plug connections and
Interfaces is reduced.
Transmission Electronic System

The transmission control module (TCM) and its input/output network
control the following transmission operations: shift timing. line pressure
(shift feel). torque converter clutch.
In addition, the TCM receives input signals from certain transmission-
related sensors and switches. The TCM also uses these signals when
determining transmission-operating strategy.
Using all of these input signals, the TCM can determine when the time
and conditions are right for a shift, or when to apply or release the torque
converter clutch. It will also determine the pressure needed to optimize
shift feel. To accomplish this, the TCM uses six pressure control solenoids
and one shift solenoid.

The TCM controls the operation of the transmission. The TCM processes

information received in both analogue and digital form such as:
Transmission input speed
Output speed
Throttle pedal position
Gear selector position
Engine torque
Engine speed
Transmission fluid temperature
Brake pedal status
Engine oil temperature
Coolant temperature

ABS wheel speed
This information is then used by the TCM to decide which shift pattern to
select and for shift energy management. Electro-hydraulic solenoid valves
and pressure regulators control the transmission gear changes.
The hydraulic module contains one solenoid valve. The solenoid valve is
actuated by the TCM and has two positions (open or closed); it is used to
switch the position valve and to maintain pressure to clutches if a failure
occurs at speed (used for gears 4,5 &6).
There are six electronic pressure control valves; these convert an electric
current into a proportional hydraulic pressure. They are energised by the
TCM and actuate the valves belonging to the relevant switching elements.
Two types of electronic pressure regulator (PR) also known as EDS) are
installed:
Pressure regulator with a rising characteristic (1,3,6 green
cap) i.e. as current increases pressure increases (0mA = 0
bar / 700mA = 4.6 bar)

Pressure regulator with a falling characteristic (2,4,5 black
cap) i.e. as current increases the pressure drops (0 mA = 4.6
bar / 700 mA = 0 bar)
Both types of regulator have a resistance value of approximately 5 Ohms
at 20°C.
Driver Characterisation

Driver Characterisation matches transmission performance to the current
driving style by considering acceleration rates, brake application and
cornering speed to ensure the vehicle is in the right gear at the right time
without undesired gearshifts.
The transmission "learns" the driver's style, from a "base" fuel economy
bias (0 counts) up to a "sporty" driver (100 counts). By shifting the selector lever across the gate from D to Performance mode (the "manual" mode position), the driver characterisation increases by 100 points instantly, making the Advanced Features more available (i.e. if it had learnt to 40 counts in D, when you push the lever to the "manual" mode position it would become 140 counts). In Performance mode, the driver
characterisation can learn from "sporty" (100 counts) up to "enthusiast"
(200 counts).

Enhanced Adaptive Shift Strategy

The shift strategy is adapted according to vehicle speed and load on the
vehicle. Modes include: economy, performance, sports, up-hill, downhill
and trailer towing. When towing, the transmission perceives the load as a
hill and employs gear hold logic e.g. if towing a caravan on a highway, the transmission will cruise in 5th gear and only change to 6th for downhill(or for a large caravan/float/trailer it will hold 4th gear while cruising). This results in improved performance and reduced fuel consumption.

Advanced 6-Speed Features

Upshift prevention going down steep hill with zero accelerator
pedal application (not in "manual" mode)
This feature prevents upshifts beyond 2 gear with zero accelerator pedal
application to prevent a running away feeling when traveling down steep
enough hills.

Emergency downshifts in Sequential Sports Shift
("manual" mode only) When driving in "manual" mode, if the accelerator pedal kickdown switch is activated the transmission will downshift to 3 gear (or even 2 if vehicle speed is slow enough) to provide good acceleration when the driver forgets that they are in "manual" mode, which would be useful when overtaking.

Downshift on braking downhill (excluding XR6 Turbo &
XR8) (not in "manual" mode) When braking sufficiently when driving downhill, the transmission will downshift to provide increased engine braking.

The availability of the following Advanced Features is dependent on
the driver characterization (refer to Driver Characterisation on the
previous page):

Gearhold around corners (not in "manual" mode) this feature
prevents automatic upshifts when cornering fast to prevent
busyness and provide improved response when exiting the
corner.

Early downshifts with hard braking (not in "manual" mode)
When heavy braking is detected, the transmission downshifts
early to provide increased engine braking and be in the right
gear for entering the corner.

Gearhold going uphill/downhill (not in "manual" mode) If the
accelerator pedal is released when traveling uphill, upshifts
are prevented to reduce busyness on grades. If the
accelerator pedal is released when traveling downhill, if steep
enough, upshifts are prevented to reduce running away
feeling.

Upshift prevention with fast-off accelerator pedal (not in
"manual" mode) Upshifts are prevented when the throttle is
backed off very quickly to reduce busyness in sporty driving.

Accelerator Pedal Kickdown switch (Six speed Transmission)

This feature enables better control of vehicle performance; the accelerator
pedal kickdown switch is built into the Accelerator Pedal Module (APM).
The kickdown feature can be accessed during Wide Open Throttle
operation e.g. for overtaking.

Neutral to Drive Transmission Protection

To prevent transmission damage, the engine rpm is limited to 3000rpm (or
6000rpm for XR6 Turbo and XR8) and torque is limited on engagement if
the driver attempts a whammy shift from Neutral to Drive.

Sequential Sports Shift (carryover from 4-speed)

As for the carryover 4-speed automatic transmission, the Sequential
Sports Shift feature on the six-speed transmission allows the driver to
manually select his or her desired gear (within certain speed ranges) by
moving the lever to the left.

This feature enhances the driving experience by enabling the driver to
have complete control of the transmission for occasions when manual
gear selection is preferred over the automatic function.

Closed-loop shift control

A closed-loop shift control strategy ensures consistent shift quality across
variations in transmissions and engines resulting in a more refined shift
quality versus time and across manufacturing tolerances.

 

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Posted: Sun Nov 06, 2005 8:28 pm 
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Nice info there nicko; thanks for the read!

Ill be 2st to adbit some of that is MJ to me altho all i care about is how well these actually work.

Nice to see they inbuild "whammy" protection for the fools who thinks they can go around doing that type of thing these days, altho i know someone who did it untill i expressed how suprised i was his tranny was still in one!

 

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Posted: Sun Nov 06, 2005 8:37 pm 
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i also have soem much shorter nots on the DSC
might throw that up also!

 

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Posted: Sun Nov 06, 2005 8:44 pm 
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Daniel wrote:
Nice to see they inbuild "whammy" protection for the fools who thinks they can go around doing that type of thing these days, altho i know someone who did it untill i expressed how suprised i was his tranny was still in one!


But does it have an 'easter egg' like the M series BMW's (wiggling the gear stcik a few times or something) allowing you to override it for some Neutral Drop fun.

Must be a strong box, if it'll take a 6,000RPM ND from a torquey XR6T or XR8. I guess the same would be had from a GT or F6 ?

 

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Posted: Sun Nov 06, 2005 8:50 pm 
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Looks like the auto's will be able to launch nicely with a first gear ratio like that... 1st ratio * final ratio = 54% more torque at wheels than the 4 speed + 3.08 diff.

 

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Posted: Sun Nov 06, 2005 9:16 pm 
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The 6HP26 Automatic Transmission is a six speed electronically
controlled transmission comprising the basic elements of a TCM and main
control valve body unit

so its not controlled by the ECU, should make it a bit more backwards compatible.

 

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Posted: Mon Nov 07, 2005 11:14 am 
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Let's hope it fits. Haven't heard of any chassis changed made to the BF to make it fit in the trans tunnel (and they used BA test mules).

 

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1998 DL LTD in Sparkling Burgundy, daily, 302W, stereo, slow - 97.5rwkw
2006 BF GT-P in Ego, mods. 293rwkw - 12.427@109 - 0-1000m 24.838@221

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Posted: Mon Nov 07, 2005 12:31 pm 
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data_mine wrote:
Let's hope it fits. Haven't heard of any chassis changed made to the BF to make it fit in the trans tunnel (and they used BA test mules).

the price will also decide it i reckon!
Ford will want about 8-9 or more fo rit!

 

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Posted: Mon Nov 07, 2005 12:32 pm 
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What's the go with those stupidly tall diff gears. I don't think I've ever seen a 2.53:1 set of diff gears in an aussie car ever.
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Posted: Mon Nov 07, 2005 12:46 pm 
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They match the very short gearing in the box for fuel economy.

 

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1998 DL LTD in Sparkling Burgundy, daily, 302W, stereo, slow - 97.5rwkw
2006 BF GT-P in Ego, mods. 293rwkw - 12.427@109 - 0-1000m 24.838@221

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Posted: Mon Nov 07, 2005 6:02 pm 
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the tcm gets its inputs from the CAN communication bus so making it backwards fit into earlier cars wont be easy
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 Post subject: Re: ZF 6 Speed Info
Posted: Wed Aug 05, 2015 8:03 pm 
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How much fluid does it hold from empty?

 

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