well, good for you. You must’ve got a Wednesday transmission. These transmissions are not as strong as you think they are.

 

Incorrect

 

I've got about 35 10 speeds in my Fleet, three of those transmissions normally see weights of 50,000 lb. Zero issues.

 

I’d recommend locking it out of ninth and 10th gear at lower speeds. Tried to keep your RPMs in the 1800+ range when towing super heavy, I’d also recommend that you change the transmission fluid a lot service service service. And also recommend those with the 10 speeds when you start your truck up in the morning don’t just takeoff immediately, especially if the trucks been sitting for any length of time. Let that fluid get pumping through the entire trans. I’ll have to get the details of the one truck that went through several transmissions. I know it was a construction company. I know my 2024 transmission is definitely much better than my 2022 which had severe harsh shifts pulling at 23,000 with my dump trailer fully loaded there were sometimes I would get a downshift on a hill and about knock the rearview mirror off the windshield. The 2024 does not do that. It’s also worth noting that GM has lots of issues with their heavy duty 10 speed too. Effectively the same transmission with different software running it.Common Reported Problems:

1. Harsh or Erratic Shifting:

• Many owners report harsh shifting, particularly during downshifts or when towing. Some describe the shifts as feeling like the truck was “rear-ended” or causing a jerking motion. This issue is often more noticeable when the transmission is cold or under load.

• Example: Owners have noted aggressive downshifts when coming to a stop, especially with the engine brake engaged or in tow/haul mode.

2. Delayed Engagement or Slipping:

• Some users report delayed engagement when shifting into reverse or forward gears, particularly when the transmission is cold. Others have experienced slipping during acceleration, especially in higher gears (e.g., 2nd to 5th, 7th, 9th, or 10th).

• A specific issue involves the transmission slipping due to clutch material degradation or improper fluid pressure.

3. CDF Drum Bushing Issue:

• A notable mechanical flaw in early 10R140 transmissions (pre-2021) involves the CDF drum bushing slipping out of position, which can block clutch feed passages and cause slipping or pressure loss. Ford reportedly addressed this by machining a retaining lip in the CDF combination clutch hub assembly starting around August 2021.

• This issue has been linked to transmission failures, particularly in high-torque or towing scenarios.

4. Valve Body Problems:

• The valve body has been identified as a weak point, with reports of cross-leaking or faulty solenoids causing shifting issues. Some owners have resolved issues by replacing the valve body, though this doesn’t always fix deeper mechanical problems.

• Costs for valve body replacement range from $400 to $900.

5. Transmission Fluid and Maintenance Concerns:

• Discolored transmission fluid and clutch material in the pan have been found during inspections, indicating internal wear. Some owners report transmissions failing as early as 30,000 miles, potentially exacerbated by low fluid levels from the factory.

• Ford recommends a 150,000-mile service interval for fluid changes, but many owners and experts suggest more frequent changes (e.g., every 25,000 miles) to maintain valve body function and prolong transmission life.

6. Software and Programming Issues:

• Some shifting problems are attributed to the transmission control module (TCM) or powertrain control module (PCM) software. Reprogramming or resetting adaptive learning tables has helped in some cases, but not all.

• Owners report that software updates (e.g., via Technical Service Bulletins) have improved shifting smoothness, but issues can persist.

7. Tuning-Related Failures:

• Transmissions in trucks with aftermarket tuning (e.g., for increased power) are more prone to failure, as the stock 10R140 may not handle the additional torque. Some owners have opted for aftermarket rebuilds (e.g., Suncoast Diesel kits) to strengthen the transmission.

Recalls and Technical Service Bulletins (TSBs):

• 2020 Recall (NHTSA ID 23V070000):

• Affected certain 2020-2023 Super Duty trucks with the 10R140 due to a manufacturing defect (loose bolt inside the assembly) that could prevent the transmission from properly engaging PARK, increasing the risk of rollaway.

• Approximately 23,165 2020 PowerStroke-equipped trucks were impacted.

• 2021 Recall:

• Involved replacing the No. 1 planetary and ring gear assembly in 2020 Super Duty trucks, requiring significant transmission disassembly (9-10.2 hours of labor). This recall affected unsold trucks and customer vehicles.

• TSBs:

• Several TSBs address harsh shifting, delayed engagement, and downshift slams, often recommending valve body replacement, clutch burn-in procedures, or software reprogramming.

 

What does any of that have to do with his question on the 2025 transmission?

 

he’s asking me question about transmission temperature. Sure you don’t have to worry about transmission temperatures until 260 to 280° but the fact is fluid damage just doesn’t magically start at exactly 260°. So the cooler you can keep your trans fluid the better. There’s a couple easy things to do that can knock 20-30° off your attempts with no effort. Folks can do whatever they want it’s their truck, but I’d recommend taking any steps to cool the transmission. It’s worth noting that the transmission temperatures in competing and trucks one with effectively the same transmission. Can run 40-50° cooler. That significant.

 

the ford trans run crazy high temp compared to other trucks for sure

 

seen more crazy issues with gm 10 speeds leaving trucks stranded though so why should we care? And are we saying the ram 6 speeds to date are top tier? Lol

it’s not making an issue for any of the ford 10 speeds in my fleet but if you research gm 10 speed issues you’ll have plenty of reading. Only thing I hear about fords is people used to driving f150s saying “it’s clunky”. But they’ve been durable in my experiences with lots of them so oh well……I usually chalk your posts up to the fact you’re miserable *** just complains to complain any chance you get.

 

lol, not miserable at all. My 2024 is rock solid. Doesn’t have the clunky hard shift issue the 22 had.You do realize that the GM 10 speed in the Ford 10 speed are the same transmission. By all means feel free to let your trans run it 230 240° and I’ll have mine run at 200 and we’ll see who’s last longer in the long run.

 

and try not to get too confused either. Never did I say the ram transmissions are good. In fact, they are absolute trash, even the Asian unless you like a truck that shifts like a box truck. The only reason I bring either one of those up as they run way way cooler than the Ford which seems to run needlessly hot.
what you probably have is the Ford running hot from lack of proper cooling and Ford just says it’s engineered to run that hot. Kinda like the engineered only have one locking hub in the front. Which I’ve also sent replaced with heavy duty Warn manual hubsLol.

 

yeeeaaahhh....the Ford and GM 10 speeds are not the same at all. the Codeveloped 10 speed was the 10L80 and 10R80, neither of which are in the HD trucks....

 

The 10L1000 is not the same as the 10R140. Now we all know you don't come from a "transmission family" or you just have no idea what you're talking about. I'm pretty sure the thermostat for the cooler doesn't even open until it's hotter than 200F hence why the book says to check the fluid level above 200F when filling.

 

Glad I ran across this post as I bought F250 XLT in November with 6.8, torqueshift-g trans and have 969 miles on it. I got stuck in a 4 mile detour, 50 minutes of stop and idle forward a couple feet…. Decided to pull up temps and check out. This was on a cool 50* light rainy day here in the N/W. I was thinking trans should be running cooler, but read here that it sounds the new normal. Will be interesting when I hook up TT and tow across pass and check trans temp. My 2018 F150 5.0 would hit 224* with current TT @ 5500lbs.

 

It's not worth the effort to try and explain that different equipment is engineered to different specifications. These are the same people who still think adding ATF and 2 stroke oil to every tank is gonna have the same benefits as it did to their grand pappys mechanical injected diesels of yesteryear.

 

who complaining ? im just saying most trans including the ram powerline run 170 unloaded. fords run 215. significantly higher temps