Geared Up continued...............................
So why, you may ask, did I go for the 10-speed automatic if I loved the manual V8 Mustang experience? Once again, I wanted to try something new. If Ford had put the Tremec in the GT as well as the Darkhorse, maybe that would have made the decision harder to make. I think its pretty obvious that the Tremec is what Ford
should be using instead of the MT-82, for both strength and the shorter gearing. So, choosing the 10-speed was for two reasons, the aforementioned “something new” and for the shorter gearing and how it better suits the high-revving Coyote V8.
The 10-speed automatic was part of a co-development between Ford and General Motors, designed for use in rear-wheel-drive applications. Ford actually did the design work here, with GM taking lead on the 9-speed transverse gearbox. Both companies manufacture their own versions and it’s widely fitted to a range of models, on the Ford side that includes the F-150, Ranger, Bronco, Explorer/Aviator, Expedition, Mustang and even the RWD Transit. While there are five different torque ratings for this gearbox, the Mustang uses the 10R80 version, which started production at Ford's Sharonville Transmission plant in 2018. The 10R80 is a conventional torque converter automatic, with the overall design layout based on the ZF 8-speed. It features a unique triple-clutch arrangement, all the while being the same physical size as the previous 6-speed auto.
I’ve driven plenty of 10-speed automatic Ford’s, both in Ranger and Mustang. Obviously, the diesel 10-speed experience is a world apart from a V8 Mustang, so comparisons and comments regarding those are not relevant here. I have driven S550’s with the 10-speed, and found them excellent when the hammer went down, but felt they were lost at low speed/normal driving conditions. Too many gears, too many choices. So, ordering a new S650 10-speed was a moment of blind faith.
In the intervening years, Ford have worked hard on improving the calibration for the 10-speed auto, both in Ranger and Mustang. The most obvious change I have noticed is they do far less gear-skipping, so the upshifts are smoother and more natural feeling. In early examples, I found that the gear skip left the engine laboring after an upshift.
In this S650, so far I have been really liking this transmission. I think it goes without saying, I really dislike CVT autos, but then I also don’t really love DCT’s either. For me personally, a torque converter is the perfect compromise, especially since the advent of the ZF 6 and 8-speeds. The slushiness of a traditional torque converter is mostly gone, so you get a much more responsive feel and none of the abruptness that can come from a DCT. In the Mustang, the shift speeds both up and down are great, the rev-match down shifts are epic! The gearbox shift response and calibration can be altered via the drive mode, and manual shifts are available at any time via the paddles, reverting back to auto after afterwards. Manual control can also be locked by moving the shifter from D to M.
I will say though, manual inputs by the paddles are quite delayed. I went looking to see if the drive mode selection made a difference here, however there was no mention of improved response, just that the actual gear shifts were quicker in Sport/Drag/Track modes, not necessarily faster manual response. Those modes do provide more sensitivity to throttle inputs when left in drive, likewise holding gears for longer before upshifting.
In normal driving, the transmission is very smooth and natural feeling. Having said that, you do hear the car shifting a lot. In heavier acceleration, up to a point at the moment as the car is still too new for aggressive driving, the shifts are firm and quick in engagement. As mentioned, those rev matched down shifts are a delight, especially the 3rd to 2nd. I also love having paddle shifters on a performance car for the first time. At some point, I may look at extenders for the paddles, they are just a tad small, especially when cornering.
If I was to critique, it would be minor. The above-mentioned slow response to manual inputs being the main one. The second, I would still love to have manual function with the gear lever, something Ford themselves did so right with the BA through FGX Falcons, push forward to downshift, pull back to upshift. And lastly, with so many gears to account for, it can be hard to know what gear is being used unless in manual mode. On the Ranger, you can actually initiate a gear count in auto mode, which I find quite useful.
Overall, I’m happy I went automatic this time. I did think I would get bored without the manual transmission, but that hasn’t really played out so far. An automatic just suits my driving style more, and with a competent auto, it means I can set it to KILL and have some fun, then select D and enjoy the comfort at the end.
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However, I can totally understand Kids and Wild Rose, they were probably the "least Kylie" of her back catalog.
I was dialing up revs like I would normally, when in fact it was better to allow the car to it for you, as in, ease off the clutch and the computer responds with the correct amount of throttle. Obviously that changes when doing a hard launch, but it took me a while to get used to that arrangement. Once I did though, I began to really love that relationship between hands and feet.
