FAQ

Ford/GM Designed the 6F/6T transmissions to be efficient/smooth commuter car transmissions, and to spend its days in cars like your regular Ford Edge brought to and from work or to the grocery store. This means that many calibration choices were made to increase converter clutch and clutch pack slip, both of which are organic materials and wear over time due to this. With this access, we have gone through and re-calibrated the transmission to be much faster and more accurate when shifting, opposed to slipping around and wearing out materials for NVH reductions as previous. This greatly improves driver feel, shift time/anticipation, friction, heat, and reliability at the cost of some increased NVH when driving. We will offer and be able to remove feeling these shifts from your transmission, but I must note that like the factory calibration, it will certainly increase friction, heat, and wear within your transmission. We also noticed that some shops tended to disable or greatly reduce air and spark torque reductions as they likely could not figure the systems out, which unfortunately has been the cause of many, including I to blow up these in different shift scenarios. Transmission wear under this higher power will absolutely be reduced if our re-calibration "rules" are followed. Thousands of WOT pulls have been logged in this development period and there has been zero signs of accelerated wear within a transmission so far. There is also an adjusted relearn/KAM process that will be required to get the most out of your car, but not required for safety/reliability. We have miniaturized Ford’s factory process, which has been very useful in us now being able to much more easily tell if something is wear within the hardware, a hardware problem, or in just need of individual calibration/tuning adjustments, since we now developed what we are adjusting from. The entire car does not see harsher ramping of torque than stock, along with seeing less torque at high load shift, and less torque at launch, so many problems of drivetrain issues and breaking are now less of a concern as the system will always remain fully in its bounds and never do things like accidentally sending most/all torque to one wheel due to open front differential restrictions, as that is primarily how people had broken their axles prior. It will also be expected to experience noticeably lower transmission temperatures as well due to this lessening of friction.

The PCM, along with the Bosch and Ford logic remains the same for the nano/6F55, so all of these calibration advancements will transfer to other files quite directly. The majority of the transmission calibration values for the Mkz/Continental/Fusion Sport/Edge Sport are exactly the same. We will be closely working with people pushing to the edges of these and will be continually improving each calibration with time to ensure we maintain maximum performance and longevity out of each of these.