2018 Ford Mustang GT Runs 11s in the Quarter-Mile

[whitels1ss]

With 25 more horsepower and a new 10-speed automatic, the new Mustang GT does 0-60 in under four seconds.

http://www.roadandtrack.com/new-cars/a14749697/2018-ford-mustang-gt-0-60-quarter-mile/

5152

Last summer, Ford made a big deal about the fact that the updated-for-2018 Mustang GT can hit 60 mph in under four seconds, but the automaker never revealed its quarter-mile time. The folks at Hot Rod just ran a 2018 Mustang GT at a Florida drag strip, so now we know exactly what the upgraded pony can do.

The Hot Rod gang clocked a time of 11.83 seconds at 119.51 mph. That was the best time of the day, but the guys report that the Mustang GT consistently posted high-11s with ease. The test vehicle was a brand-new, bone-stock Mustang GT equipped with the optional 10-speed automatic transmission and the Performance Package, which brings 460 horses, 420 lb-ft of torque and sticky Michelin Pilot Sport 4 S tires. That's an improvement of 25 horses and 20 lb-ft over last year's model.

This test was performed on a prepared surface and with optimized tire pressures—26 psi for the rears and 45 psi for the front. None of that is trickery. Theoretically anyone can buy a new Mustang GT, head straight for a drag strip, play around with tire pressures, and match Hot Rod's results.

The Mustang offers launch control, which holds the vehicle at an RPM of the driver's choice. Hot Rod found that a 2000 RPM launch after a quick tire-warming burnout produced the best results.

Let's put that 11.83-second run into context. The last Mustang GT we got test numbers on, a manual-transmission 2016 Performance Package making 435 hp, ran a 13.2-second quarter-mile. This is the first year for the new 10-speed automatic, and the first time the Performance Package can be ordered with the auto; our colleagues at Car and Driver managed a 13.0-second quarter-mile in a non-Performance Mustang GT with the old six-speed auto back in 2015.

And how does the new 10-speed auto compare with the manual? Car and Driver recently did instrumented testing on a manual-transmission 2018 Mustang GT Performance Package and saw a best quarter-mile result of 12.6 seconds at 115 mph.

So, the facelifted 2018 Mustang GT is significantly quicker than its predecessor, and if you want to dominate at the drag strip, you'll need the auto. Now just imagine what the rumored 2019 GT500 will do.

[whitels1ss]

I have a problem with the concept of owning a 10 speed automatic car especially something with a bit of power.


I can't help but thinking to myself & wondering how do so many little parts spinning around inside that little gear box hold so much power




& how much would it cost to rebuild? :hide:


I think it's awesomely quick for a N/A production line car though, be good to see it in Australia!:goodjob:

[Jag530G]

Its got to the point where autos out accelerate manuals due to faster shift times and they don't have a deficit of ratios like back in the days of the T400 vs M21 or T700 vs T5.

The fact that GM offered an auto option on the Corvette Z06/ZR1 was a portent of the future.

Agreed on durability concerns. You'd like to think they are as tough and durable as a T400 but somehow doubt it.


Cheers, Matthew

[whitels1ss]

10 speed auto would obviously be peaking in it's power band just about any instant you hit the pedal. :driving:

[BLACK 346]

That is Fn quick by any standard for a factory car, but NA as well. Agree on the box, I guess the durability will be tested in time when owners decided it aint fast enough and
up the power.

[whitels1ss]

That is Fn quick by any standard for a factory car, but NA as well.


Yes I'm looking forward to watching the 2018 & 2019 versions of the Mustang driving Fails. :hide:


https://www.youtube.com/watch?v=8U9UCS5WPzc

[SASLS1]

https://media.ford.com/content/dam/fordmedia/North%20America/US/2016/05/03/10-speed-transmission.jpg/jcr:content/renditions/cq5dam.web.881.495.jpeg

[white lie]

While the 10 speed is relatively new, the 8 speeds have proven themselves rather well so there's hope for the 10 IMO

It's definitely moving for an NA car, the SS Camaro will have some ground to make up

[Jag530G]

The 10L90 (GM version of the Mustang gearbox in the OP, it was a joint development) is already in the Camaro ZL1 and looks like it will soon be in the Camaro SS.

https://www.torquenews.com/106/chevrolet-camaro-ss-10-speed-possibly-spotted-wild

Just in time for the HSV versions hopefully.

Cheers, Matthew

[SASLS1]

Here's the GM press release on the 10 speed from 11 May 2016...

Ford and GM designed the 10 Speed in partnership, even thou this press release doesn't talk about it.

Quicker shift times than Porsche PDK dual-clutch transmission!!!...



"Holy Shift! A Look inside GM’s new 10-Speed Automatic


Advanced design, GM control system support capability, enhanced efficiency


2016-05-11

DETROIT – Engineers for the new 10-speed automatic transmission available in the 2017 Chevrolet Camaro ZL1 built on the experience of previous, critically acclaimed Hydra-Matic multispeed transmissions to push its performance, refinement and efficiency advantages to a new threshold.

The 10-speed is an all-new design – and the first-ever application in a car – with a wider, 7.39 overall gear ratio spread, that enables the ZL1’s supercharged engine to remain at optimal engine speeds during upshifts.

“With world-class shift times on par with the world’s best dual-clutch transmissions and the refinement that comes only from a true automatic, the 10-speed delivers incomparable performance on and off the track,” said Dan Nicholson, vice-president, GM Global Propulsion Systems. “It also leverages the experience of our other multispeed transmissions to deliver that performance with greater efficiency as its use expands into other vehicles.”

The wider overall ratio enables a lower numerical top gear ratio – an attribute that reduces engine speed on the highway, which contributes to greater fuel efficiency than a comparable eight-speed transmission. Improvements in spin loss complement the optimized gearing, further enhancing efficiency.

And while the Camaro ZL1 will be the first GM vehicle to offer the new 10-speed automatic, designed for rear-wheel-drive applications, it will be available in eight additional vehicles by 2018.

Additional highlights:

Creative packaging – The 10-speed is approximately the same size as the six- and eight-speed transmissions, minimizing changes to vehicle interfaces.

Quicker shifts than a dual-clutch transmission – Testing has shown faster upshift times than the Porsche PDK dual-clutch transmission. In fact, the 1-2 upshift is 36-percent quicker than the PDK, while the 2-3 and 3-4 upshifts are 27-percent and 26-percent quicker, respectively.

Reduced spin losses – Thanks to only two non-applied clutches – the same number as the eight-speed – as well as other design features, the 10-speed automatic has lower friction that contributes to greater fuel efficiency over GM’s six- and eight-speed automatics. New ultra-low viscosity transmission fluid also reduces friction, while an internal thermal bypass allows the transmission to warm up faster – attributes that enhance fuel efficiency
GM-developed controller – It is the latest transmission to use an all-new, GM-developed control system, with performance calibrations tailored specifically for different vehicles.

Architectural features and packaging

Thousands of hours of computer-aided engineering analyses were made during the development of the Hydra-Matic 10-speed transmission, driving a comparatively compact design envelope comparable to the eight-speed automatic.

A one-piece aluminum case with an integral bell housing helps reduce weight and enhance powertrain stiffness, while a unique 260mm, integral turbine clutch torque converter design reduces complexity and helps make the converter thinner, which contributes to the transmission’s packaging.

The 10-speed has four simple gearsets and six clutches: two brake clutches and four rotating clutches. That’s only one more clutch than the eight-speed, despite having two more forward gears, contributing further to the compact packaging, while also improving spin losses to enhance fuel efficiency.

A unique triple-clutch assembly in the middle of the 10-speed’s architecture is a primary enabler for packaging 10-speed content in the same space as GM’s six- and eight-speed transmissions.

The 10-speed also features a variable-displacement vane pump, which optimizes transmission fluid pressure, based on speed and load, to enhance efficiency.

7.39 ratio spread and faster upshifts

The new 10-speed’s greater overall performance and efficiency are due primarily to its wider 7.39 overall gear ratio spread, which enhances off-the-line performance with a more aggressive first gear ratio than GM’s eight-speed automatic. Smaller steps between the gears also help the engine maintain the optimal speed for maximum power at almost all speeds, especially when exiting a corner on a track.

Adaptive shift controls such as Performance Algorithm Shifting and Driver Shift Control enhance performance driving. Performance Algorithm Shifting (PAS) monitors how assertively the driver is using engine output to determine at what engine speed to upshift or downshift. Driver Shift Control allows the driver to shift the transmission via the steering wheel-mounted paddle shifters. Electronic safeguards prevent over-revving if the wrong gear position is selected, but relies on the driver to make upshifts or downshifts.

Gear changes are mainly executed with clutch-to-clutch action, where an “on-coming” clutch is engaged and an “off-going” clutch is released in a precise manner to achieve the ratio change. Certain key shifts, however, are made with a freewheeling action, such as 3-1 downshifts, where a plate clutch is actively disengaged while a mechanical freewheeler clutch automatically engages with optimum synchronization.

The torque converter is 260mm in diameter and features a lock-up clutch. It also uses electronic controlled capacity clutch (ECCC) technology, which employs a small, regulated amount of slip to dampen out engine pulses for a smoother running drivetrain, especially during shifting.


GM Hydra-Matic 10-speed vs. eight-speed gear ratios

Type: 10-speed automatic / eight-speed automatic

Gear ratios (:1)


First: 4.70 / 4.56

Second: 2.99 / 2.97

Third: 2.15 / 2.08

Fourth: 1.80 / 1.69

Fifth: 1.52 / 1.27

Sixth: 1.28 / 1.00

Seventh: 1.00 / 0.85

Eighth: 0.85 / 0.65

Ninth: 0.69 / --

Tenth: 0.64 / --

Reverse: 4.87 / 3.82


Reduced spin losses and new transmission fluid

Friction-reducing design features, including all-new ultra-low viscosity transmission fluid, internal thermal bypass, minimal number of non-applied clutches and other lower mechanical spin losses, contribute to the 10-speed’s effect on improved vehicle efficiency.

The low-viscosity fluid helps reduce fraction across the full temperature operating range, which enhances fuel efficiency. Additionally, the internal thermal bypass allows the transmission to warm up faster to its optimal operating temperature, further contributing to fuel efficiency.

GM control system

World-class shift time quickness and responsiveness are accomplished by leveraging the base transmission hardware in concert with GM exclusively developed algorithms, software and calibrations. An externally mounted electronic control module executes millions of controls instructions every second."

[SASLS1]

Here is the GM Press release on the joint developement from 15 April 2013...


"GM and Ford to Jointly Develop Advanced Automatic Transmissions

2013-04-15


DETROIT – Ford Motor Co. and General Motors Co. have signed an agreement under which both companies will jointly develop an all-new generation of advanced technology 9 and 10 speed automatic transmissions for cars, crossovers, SUVs and trucks.

The new transmissions, to be built in both front- and rear-wheel drive variants, will improve vehicle performance and increase fuel economy.

The collaboration enables both automakers to design, develop, engineer, test, validate and deliver these new transmissions for their vehicles faster and at lower cost than if each company worked independently.

“Engineering teams from GM and Ford have already started initial design work on these new transmissions,” said Jim Lanzon, GM vice president of global transmission engineering. “We expect these new transmissions to raise the standard of technology, performance and quality for our customers while helping drive fuel economy improvements into both companies' future product portfolios.”

A Track Record of Success

This new agreement marks the third time in the past decade that GM and Ford have collaborated on transmissions. These collaborative efforts have enabled both companies together to deliver more than 8 million durable, high-quality 6-speed front-wheel drive transmissions to customers around the globe.

Ford installs these 6-speed transmissions in some of America’s favorite vehicles, such as the Ford Fusion family sedan, the Edge crossover and the Escape and Explorer SUVs, while GM installs them into a variety of high volume, award-winning products like the Chevrolet Malibu, Chevrolet Traverse, Chevrolet Equinox and Chevrolet Cruze.

These original collaborations served as a template for the new one. As before, each company will manufacture its own transmissions in its own plants with many common components.

“The goal is to keep hardware identical in the Ford and GM transmissions. This will maximize parts commonality and give both companies economy of scale,” said Craig Renneker, Ford’s Chief Engineer, Transmission & Driveline Component & Pre-Program Engineering. “However, we will each use our own control software to ensure that each transmission is carefully matched to the individual brand-specific vehicle DNA for each company.”

“With the jointly developed six-speed automatics we have in production today, we’ve already proven that Ford and GM transmission engineers work extremely well together,” said Joe Bakaj, Ford vice president of Powertrain engineering. “Our 6F family of transmissions has exceeded expectations and there is every reason to believe we will have the same success with these all new transmissions.”

“This agreement provides tremendous benefits for both companies, and it will pay big dividends for our customers and shareholders,” added Lanzon. “By jointly sharing the development of these two new families of transmissions, both GM and Ford will be able to more efficiently use our respective manpower resources to develop additional future advanced transmissions and bring them to market faster than if we worked alone.”

Further technical details and vehicle applications for these transmissions will be released by each company at the appropriate time before launch."

[whitels1ss]

Here's the GM press release on the 10 speed from 11 May 2016...

Ford and GM designed the 10 Speed in partnership, even thou this press release doesn't talk about it.

Quicker shift times than Porsche PDK dual-clutch transmission!!!...



"Holy Shift! A Look inside GM’s new 10-Speed Automatic


Advanced design, GM control system support capability, enhanced efficiency


2016-05-11

DETROIT – Engineers for the new 10-speed automatic transmission available in the 2017 Chevrolet Camaro ZL1 built on the experience of previous, critically acclaimed Hydra-Matic multispeed transmissions to push its performance, refinement and efficiency advantages to a new threshold.

The 10-speed is an all-new design – and the first-ever application in a car – with a wider, 7.39 overall gear ratio spread, that enables the ZL1’s supercharged engine to remain at optimal engine speeds during upshifts.

“With world-class shift times on par with the world’s best dual-clutch transmissions and the refinement that comes only from a true automatic, the 10-speed delivers incomparable performance on and off the track,” said Dan Nicholson, vice-president, GM Global Propulsion Systems. “It also leverages the experience of our other multispeed transmissions to deliver that performance with greater efficiency as its use expands into other vehicles.”

The wider overall ratio enables a lower numerical top gear ratio – an attribute that reduces engine speed on the highway, which contributes to greater fuel efficiency than a comparable eight-speed transmission. Improvements in spin loss complement the optimized gearing, further enhancing efficiency.

And while the Camaro ZL1 will be the first GM vehicle to offer the new 10-speed automatic, designed for rear-wheel-drive applications, it will be available in eight additional vehicles by 2018.

Additional highlights:

Creative packaging – The 10-speed is approximately the same size as the six- and eight-speed transmissions, minimizing changes to vehicle interfaces.

Quicker shifts than a dual-clutch transmission – Testing has shown faster upshift times than the Porsche PDK dual-clutch transmission. In fact, the 1-2 upshift is 36-percent quicker than the PDK, while the 2-3 and 3-4 upshifts are 27-percent and 26-percent quicker, respectively.

Reduced spin losses – Thanks to only two non-applied clutches – the same number as the eight-speed – as well as other design features, the 10-speed automatic has lower friction that contributes to greater fuel efficiency over GM’s six- and eight-speed automatics. New ultra-low viscosity transmission fluid also reduces friction, while an internal thermal bypass allows the transmission to warm up faster – attributes that enhance fuel efficiency
GM-developed controller – It is the latest transmission to use an all-new, GM-developed control system, with performance calibrations tailored specifically for different vehicles.

Architectural features and packaging

Thousands of hours of computer-aided engineering analyses were made during the development of the Hydra-Matic 10-speed transmission, driving a comparatively compact design envelope comparable to the eight-speed automatic.

A one-piece aluminum case with an integral bell housing helps reduce weight and enhance powertrain stiffness, while a unique 260mm, integral turbine clutch torque converter design reduces complexity and helps make the converter thinner, which contributes to the transmission’s packaging.

The 10-speed has four simple gearsets and six clutches: two brake clutches and four rotating clutches. That’s only one more clutch than the eight-speed, despite having two more forward gears, contributing further to the compact packaging, while also improving spin losses to enhance fuel efficiency.

A unique triple-clutch assembly in the middle of the 10-speed’s architecture is a primary enabler for packaging 10-speed content in the same space as GM’s six- and eight-speed transmissions.

The 10-speed also features a variable-displacement vane pump, which optimizes transmission fluid pressure, based on speed and load, to enhance efficiency.

7.39 ratio spread and faster upshifts

The new 10-speed’s greater overall performance and efficiency are due primarily to its wider 7.39 overall gear ratio spread, which enhances off-the-line performance with a more aggressive first gear ratio than GM’s eight-speed automatic. Smaller steps between the gears also help the engine maintain the optimal speed for maximum power at almost all speeds, especially when exiting a corner on a track.

Adaptive shift controls such as Performance Algorithm Shifting and Driver Shift Control enhance performance driving. Performance Algorithm Shifting (PAS) monitors how assertively the driver is using engine output to determine at what engine speed to upshift or downshift. Driver Shift Control allows the driver to shift the transmission via the steering wheel-mounted paddle shifters. Electronic safeguards prevent over-revving if the wrong gear position is selected, but relies on the driver to make upshifts or downshifts.

Gear changes are mainly executed with clutch-to-clutch action, where an “on-coming” clutch is engaged and an “off-going” clutch is released in a precise manner to achieve the ratio change. Certain key shifts, however, are made with a freewheeling action, such as 3-1 downshifts, where a plate clutch is actively disengaged while a mechanical freewheeler clutch automatically engages with optimum synchronization.

The torque converter is 260mm in diameter and features a lock-up clutch. It also uses electronic controlled capacity clutch (ECCC) technology, which employs a small, regulated amount of slip to dampen out engine pulses for a smoother running drivetrain, especially during shifting.


GM Hydra-Matic 10-speed vs. eight-speed gear ratios

Type: 10-speed automatic / eight-speed automatic

Gear ratios (:1)


First: 4.70 / 4.56

Second: 2.99 / 2.97

Third: 2.15 / 2.08

Fourth: 1.80 / 1.69

Fifth: 1.52 / 1.27

Sixth: 1.28 / 1.00

Seventh: 1.00 / 0.85

Eighth: 0.85 / 0.65

Ninth: 0.69 / --

Tenth: 0.64 / --

Reverse: 4.87 / 3.82


Reduced spin losses and new transmission fluid

Friction-reducing design features, including all-new ultra-low viscosity transmission fluid, internal thermal bypass, minimal number of non-applied clutches and other lower mechanical spin losses, contribute to the 10-speed’s effect on improved vehicle efficiency.

The low-viscosity fluid helps reduce fraction across the full temperature operating range, which enhances fuel efficiency. Additionally, the internal thermal bypass allows the transmission to warm up faster to its optimal operating temperature, further contributing to fuel efficiency.

GM control system

World-class shift time quickness and responsiveness are accomplished by leveraging the base transmission hardware in concert with GM exclusively developed algorithms, software and calibrations. An externally mounted electronic control module executes millions of controls instructions every second."


Not having a go at you Shane.....


but Yeah.... that just sounds real good in theory! :lmao:

But, I am not convinced it will stand up as long as the old less geared boxes do. :nono:


Hey, lots of guys still run a 2 speed powerglide for drag racing because of the strength of them.

[SASLS1]

Not having a go at you Shane.....


but Yeah.... that just sounds real good in theory! :lmao:

But, I am not convinced it will stand up as long as the old less geared boxes do. :nono:


Hey, lots of guys still run a 2 speed powerglide for drag racing because of the strength of them.


I made no comment on the durability of the 10 speed... :D

That, we'll have to wait and see how reliable they are, getting used and abused, but only time will tell... :D

[whitels1ss]

I made no comment on the durability of the 10 speed... :D

That, we'll have to wait and see how reliable they are, getting used and abused, but only time will tell... :D


Yeah very true.

I have seen so many 9 inch ford diffs, 9 inch Ford axles, 4 speed Australian gearboxes & so many other

really big, strong, simple driveline parts break over the years.


I just can't imagine a 10 speed automatic electronic box with so much load going through it lasting as long.

[whitels1ss]

They are also going to bring out in 2019 a new limited-edition "Mustang Bullitt" which features a "retuned" 5.0-liter V8 engine
that packs at least 475 horsepower and 420 lb.-ft. of torque and tops out at 163 mph.


https://www.youtube.com/watch?v=pz3OuA_BRQY

[SweetLS2]

Hi guys - great to be back after 11 years !
The lower 1/4 mile times of the new 10 speed box sure weren't down to the ratios. You'd only need the first three at the strip and the new box is only 3% lower in 1st and 3rd - that only equates to 200rpm difference at 6000rpm. 2nd was only 0.7% lower - not noticeable. Must be down to the shift speed. I must admit, since Eddy tweaked the 6-speed in my GTS, the 1-2 and 2-3 shift times are lightning fast and really help to move the old girl's fat arse along. I asked what effect these rock-hard changes would have on gearbox life to which Eddy replied "None have come back yet !" Fingers crossed....
Speaking of gearbox construction and expected life, a mate of mine did his apprenticeship with GMH and was in the classroom when the first on-the-job training was rolled out for the then new Trimatic slushbox. Compared to the previous autos then in common use, it seemed whimpy. He said the whole class laughed when the instructor showed them the input spool - it was made of very thin pressed steel ! Well, all us Holden owners since that day have learned how long they lasted....
John

[whitels1ss]

A new "Mustang Shelby GT500" is coming :driving:


https://www.youtube.com/watch?v=KtlmJLl18zo