Will do. We got the truck fired up today and all is well. Taking that much stuff apart and back together is somewhat daunting, but happy with the results.

 

The best I remember Ford increased the water carrying capacity of the separator for the 2020 model year to give the customer time to drain it before damage happens.

I don't trust idiot lights or additives to the point of saving my 12k engine so I will keep draining mine.
When you have hundreds of thousands tied up in farm machinery you learn to do everything you can to take care of it and make it last

 

The CP4.2 on the Duramax did have a mechanical pump installed on the back side of the pump. I think the issue was primarily air getting into the pump after a filter change.

The CP4.2 on the Cummins was a complete disaster as it was over driven.

 

Absolutely correct in the comment on that Ford increased the water holding capacity for the 17 plus trucks with a new design of the primary filter/water separator filter and housing... it's much larger now than the ones on the 11 to 16 trucks and their DFCM housings. So, one has to think that to redesign their fuel delivery system, from the earlier design of the primary pump/filter/water separator on the driver's side frame (the diesel fuel conditioning module) to the intank primary fuel pump and the larger filter and housing... looks like they wanted to lessen the number of CP4 failures, and like you said, give the owners a warning sooner about water in fuel.

I absolutely understand that mentality and respect it... and why you do it.... like I've said, this is a subject like oil and OCIs, about as subjective and personal as it gets... I can understand your thought process and your maintenance habits when it deals with thousands of dollars in modern farm equipment.

 

I have a 21 F350 that I have used Hot Shots Secrets fuel additives on since new. I have 354,000 miles on it and tow most of the time. CP4 is the original, I have DPK installed since around 100,000 miles. On the second transmission, 4th valve body going in Monday.

 

Damn dude... that's a schitt ton of miles for a MY21... you a hot shotter?

When did the original 10R140 crap the bed?

 

Yes, I do hotshot work. I had the transmission serviced every 50,000 and at 226,000 it got to the point I wasn't comfortable going long distance so I had it rebuilt. Aftermarket hasn't come up with many good parts yet so it was basically a stock rebuild other than some better frictions.

 

Actually when aftermarket hasn't made "improved" parts, thats a good thing. Remember the transmissions in the 99+ trucks?There are a ton of billet made aftermarket improvements. That wasn't one of their better transmissions, the early ones suffered from a bad case of Shift Flare.

 

The way Ford and GM built these 10 speeds is not good. There is ALWAYS room for improvement over factory. I'm getting ready to get parts from Next Gen Driveline to rebuild the valve body. I'm tired of the factory junk not living past 100,000 miles. These transmissions are relatively new and the aftermarket hasn't had time to get everything in order.

 

Only been around 4 years, though the F150 10 speed has been around since 2018. After 6 years, the only aftermarket are rebuild kits, and I think some extra capacity billet drums. Improved valve bodies is common among all automatic trans, always room for improvement there. The 4R100 was notorious for breaking parts and have a ton of aftermarket hard parts, but not seeing the same for the 10R80, most aftermarket are for more fluid capacity for cooler running. All the billet parts are either converters or expanded drums or flex plates. D, E, and F drums tend to wear out due to their number of applications, so the upgrades are basically the clutch packs and drums for more disks and steels so they last longer. The Superduty 10 speeds are similar in build, so when parts do come out, I would expect the same thing, increased drums and capacities.

Usually when it comes to transmission parts, the improvements by aftermarket are such things as gear sets and drums that are two pieces from the factory, and aftermarket makes a one piece CNC milled one to replace them. Those are usually the parts that fail and leave debris all over the place. I see the lack of these types of parts for the 10R80 a good thing.

 

Next Gen Drivetrain is making upgraded parts for the 10r140 and the 10r80. I'm getting parts from them Monday to rebuild my valve body. The aftermarket takes time to develop better parts they have to have time to see failure points and then engineer the fixes.

 

I'm no expert in this, but IMO, working the truck and getting 226k miles out of the 10R140, I don't think you could ask for more... what happened, erratic shifting or something else?

I've looked into these guys before... just reading online.

https://suncoastdiesel.com/search-di...ation=vertical

I've been on Next Gen's website before and have printed out some of their blog articles on the 6R140.

My prior truck, in my sig, was used for commercial plowing here in the Buffalo area. In researching the E4OD, I was reading horror stories of the trans going out on work trucks with under 30k miles. So I overfilled overkilled it... a B&M extra capacity trans pan, a Diesel Site external transmission filter kit , plus a Filter Mag on that filter, their 40k lb GVWR external transmission cooler, their trans line drain kit set up in the return line back after the two coolers that I used to drain and flush (twice) before each plow season with two cases of ATF and also had one of those cylindrical finned coolers in line also (Overkill )...

The truck plowed thru some of Biffalo's worse lake effect snow storms and blizzards. When we pulled the trans at 91k miles for an aftermarket E4OD, it had a lot of glitter in the fluid but it was still working... sold the truck then with 94k miles.

While the 6R140 and the later 10R140 transmissions are stout from the factory, they are not aftermarket stout as the aftermarket finds the weak spots and improves on them. The factory just needs for the transmission to last as long as the longest extended service warranty period is which is 150k miles IIRC. Sure would be great if the OEMs would spend the time and money on the transmissions like Next Gen, Sun Coast and others do but truth be told, they don't need it to last 500k miles. Plus the peanut counters are watching and anymore stoutness added to their bottom line, which costs money, will make already expensive trucks more expensive. Just the way I see it...

I also think you probably made that original 10R140 last as long as it did by the frequent and regular 50k mile draqin and fills, with filter changes I'll assume... because this "lifetime" view for fluid of 150k miles is BS IMO...

 

Slipping between gears mostly. I had the valve body changed around 150,000 but it didn't help any. I babied the truck once I noticed some shift/slip issues and at 226,000 I didn't feel comfortable with it. I didn't want to be in the middle of a delivery and have it go out completely. As much as Ford bragged on this "amazing" transmission, too many people have had too many problems with it.

 

Nope as either would I... I don't blame you at all... probably worn clutches but I ain't no trans mechanic...

What kinds of problems have you heard of or read about with the 10R140?

 

Biggest problem is the valve body. I've heard of the main shell wearing and causing issues. There's a bushing somewhere that moves and restricts fluid flow. Clutch stacks being too small to hold the torque multiplication. I'm not a trans tech either so my explanation may not be exactly how someone more knowledgeable would explain it.