If everyone that owned an F150 with a 10 speed joined this forum, Im sure we'd have many more instances of transmission failure.

 

of course you would....and you would have millions more that have never had an issue.

 

Doing my part of going thru some threads on the forum…..

Since buying my current F150 I have educated myself on the potential issues I “might” have in the future… Im proactive in keeping up with maintenance and some extra precautionary maintenance… some do’s and dont’s… and assumptions.

first… I dont follow the manufacturer’s recommendations.

with the ULV fluid, ultra low viscosity basically means its like water. To some, the color means nothing and to others it means something.
You tow…. So you should be changing the fluid using old transmission guidelines.. every 36k. Yea… you wont get it all during the drain and fill. But continuing this practice can extend clutch life.

ALL FLUIDS DO BREAK DOWN. Heat is the main killer.

wether people agree or not, whatever.

I dont baby my truck, I am hard on it. I tow, haul, gun it in sport mode and not. I compete with jerks that refuse to let me merge properly in traffic, have heavy 10 ply LT’s with aggressive treads, no tune and a leveling kit, riderite load leveler.

The Ford liner is put to the test, Ive forklifted loads of cargo on skids in the bed, scraped/shoveled out bobcat bucket style loads of dirt with spade/flat shovels. Transported 14 foot long skids made of 4x4’s home for personal projects on a rack.

But I have also changed the fluid regardless of opinions, once at 55,000 miles and about to do it again. I changed out the plastic pan with a deeper one from PPE so future drains can be easy.
The coolant was changed over to the new POAT when I hit 40,000 miles. The thermostat, I did myself. Figure every 3 years is a good rule of thumb. Ive also ordered a new coolant cap… it does go bad and should be changed out with the coolant.

2nd….
I dont allow the *** to function, first thing I do when getting in the truck, press that button.

my thoughts… that constant on/off wears hard on the cam phaser(s).

Im at 78,000 miles and so far not worried about transmission failure, cam phaser issues, or anything else that everyone dooms and glooms about.

 

Not to doubt you ,but how is heat/pressure making it fail? What is your source, or is it hearsay?

 

It is a steel wear sleeve for the seal rings to seal against not a bushing per say. It should be press fit in the aluminium so that it doesn't move. So either there is a problem with the machining tolerances at the ford plant or an engineering issue, somebody calculated wrong and didn't allow for the rate of expansion difference between the aluminium and the steel insert comes loose. Either way if they bothered to do any amount of durability testing/ quality control checks the problem should have showed up.

 

The entire article is a good read (actually it may be good not to read it ha ha) but scroll down to Problem #7
https://nextgendiesel.com/blogs/tran...lems-solutions
Excerpt
Perhaps the most common problem we encounter, tied with valve body failure, is the bushing of the C-D-F drum assembly being forced out of place by excessive heat and pressure. This deprives half of the transmission of fluid pressure, causing near instantaneous failure. This problem is exacerbated by large tires, added power, frequent towing and many other things, although not partaking in these activities does not save you either.

We are proud to say that we resolved this issue almost immediately the same way we did in the smaller 10R80 Transmission. There are 2 necessary solutions to prevent this problem, both of which are standard in all 10R140 transmissions we offer.

Firsly, we increase the lubrication pressure in this valve body, the oil used to keep the transmissions inner workings cool, by 300%. This helps regulate the extraordinary heat that causes this bushing to travel in the first place. Secondarily, we machine a lip into the C-D-F drum assembly to keep the bushing in place regardless of circumstance. This problem has NEVER been recorded in a Next Gen Drivetrain product.


There are a few places that have upgraded/aux coolers for the 10R80, even Ford makes an upgraded Raptor one I think. I'm not sure if one is offered with the lines needed for integrating with the transmission mounted cooler models to make it more plug and play.

 

Just read through it. Clearly written by a company to support selling their parts. According to them, every major component of the 10R has a design flaw and they have the perfect solution. Not knocking them, because some of their parts are probably much better than OEM, but no way is the OEM design as bad as they make it out to be.

Explained in very simple, surface terminology so that most people should be able to comprehend at least the gist of the explanation.

Likely written by someone whose first language is not English, based on multiple instances of the use of "firstly".

 

Every really good mechanic I've ever known has barely grasped the English language.

 

The problem is poor engineering design.

 

I read the same article before my post. This was one of the companies I was referencing when I said " has the cure." Their reasoning behind the failures could be valid, however can you believe it?