10 speed transmission issues

[Phil314]

Might be one of the only ways I can get a real, oem, leather-wrapped steerin' wheel. That or a Plat version. Then again, wouldn't the F150 Raptor be the only option? I doubt it'd work on the Gen 5 SD.

Boosted Grey Goose does make a paddle shifter harness for the 23-24 SD. So an OEM leather wheel should be easy for them.
I would assume it also would work on 25, but who knows.

 

[Apples]

^ ^ ^ Yeah, he does. If the steering wheel in my 5th gen SD had remained the same as the previous ('19-'22), then, yeah. I could simply swap my button panels to the new wheel.

But, again, I'm not that interested in paddle shifting my truck when it's not a rack-and-pinion steering, IFS, Coyote-powered F150.

Your reply stands as helpful, though, and for others who may follow this thread at a later time. Cheers!

 

[wmsnyder]

I think the stock programming is pretty terrible, i've noticed significant improvements with 3rd party tunes. I'm currently running a Livernois and have been happy with it overall, i have ran MPT and other in past.

Obviously, it's a tune, warranty, blah blah and all that. But the shifting performance and overall feel is sooo much better, especially once you get rid of the stupid skip shifting crap.

The 10 speed worked really well with the ecoboost, but it does seem a bit clunky with the 7.3. My 6.7 diesel was still the old 6 speed, which was fine.

The SD's probably really need like a 8 speed, but Ford isn't going to create that when they already have a 10 speed they can "make work"

I have a 24 with 7.3 and have not seen any tunes available.

 

[super_fro_daddy]

The SD's probably really need like a 8 speed

ZF makes one and puts them in all manner of vehicles and power levels. Currently have a '17 Audi Q7 with one. Love it.

Not sure why they couldn't have used it in the gasser and if they wanted to develop a 10spd for the diesel, have at it.

 

[MVI]

... Not sure why they couldn't have used it in the gasser ....

Pride,
and Gross Margins.

Ford was monetized to develop the 10speed under the guise of better mpg

 

[garycsan]

My '22 Tremor 6.7 Powerstroke and 10 speed is fine after 60k with about half towing 21k gross. It's nearly perfect, but it's always shifted with a think now and then slowing to a stop. I love it.

 

[winksdomain]

I keep reading on other forums how bad the 10 speed is from Ford. These are not people saying they have experience nor citing specific models just saying in comparison to other brands Ford has issues.

Am I missing something? Because I haven't seen many threads on issues with them here.

I've been quite happy with mine.

Ford has a performance tune for the Tremor. It’s tuned and dialed in for the engine. I have a 2024 F-150 tremor with eco boost and the tune made shifting much better. HP went from 400 to 450 and it added another 10 pounds of torque which doesn’t seem like a lot but it holds longer so you feel it. About 1000 US. Well worth it .

 

[Norcal_Tremor]

My '22 7.3 had less than 3k miles on it when it started shifting so hard it broke the welds on the driveshaft. Since the transmission has been replaced it's pretty good but not great. I'm not a fan of the 10 speed.

 

[TremorHauler]

My '22 6.7 trans failed at around 20k miles. Initially, Ford was investigating rebuilding it, which I would have refused. They replaced it and I haven't had an issue since. The truck now has 57k. I occasionally gooseneck tow up to 18k lbs. Otherwise I've been happy with the truck.

I had a Chevy Tahoe rental recently. There were too many things to list how much I hated that thing. While the trans wasn't noticeably bad, the V8 was anemic so I couldn't really put it through its paces. Getting it in gear proved to be problematic, repeatedly.

 

[Rap Cat]

2024 transmission with 7.3l engine has begun weeping fluid just above the cooler; any thoughts as to whether this is the beginnings of something serious?

 

[MVI]

needs fixing. new seal. should be under warranty

 

[Rap Cat]

needs fixing. new seal. should be under warranty

New seal requiring removal of transmission? Thanks.

 

[MVI]

Determine the source of the leak.

But if that is coming out from behind the TC plate, odds are you need a TC seal.

 

[Rap Cat]

Dealer confirmed torque converter seal needs replacing; approximately 2 weeks to repair.

 

[The Evil Twin]

That isn’t too hateful of a repair. How many miles are on it?

 

[Rap Cat]

Approximately 15k.

 

[The Evil Twin]

Wow. That is a little surprising.

 

[Apples]

Dealer confirmed torque converter seal needs replacing; approximately 2 weeks to repair.

Is the two-weeks wait due to any tech staffing shortage in your region?

 

[Rap Cat]

I believe so, limited number of certified technicians and too much work.

 

[Knecoli22]

These 10 speed transmissions seem to have been hit or miss. I can say after having four vehicles with them, one with the half ton version and three F-250 diesels with the big beefy version. The only one that I had issues with was the half ton version and that was in an expedition. The three in the F-250s have been very good for me. Like others have posted though the shift from 2 to 3 and 3 to 4 when cold is goofy and partly because that is when Ford has the torque converter lock up. So when it’s cold, it feels like you lost all power because it’ll shift and lock the torque converter at the same time. I would expect that the aftermarket tuners have addressed that.

Now I will tell you after having put a Banks Pedal Monster on and with a setting of street and six along with the tip in at three, it has alleviated the hard shifting and even when cold it does not do the 2/3/4 crap on mine anymore. When I installed the pedal monster, I did clear all the KAM values, and such so that it started new and the week prior to that I had updated the TCM and PCM software so I’ve got all the latest as far as that goes. But it was the Pedal Monster that made the significant difference, for me, in a good way.

I will second the Pedal Monster effect. My 10R140 has generally been solid, except for the well-known 3rd to 4th shift flare. It began around 9,000 miles and has become more noticeable now at 18,000 miles. It is most apparent when the transmission is cold, always during the first few shifts leaving the house in the morning under light throttle.

From what I understand, the 10R140’s adaptive learning prioritizes fuel efficiency when driven gently. Over time, this can result in reduced clutch fill pressure and a slower clutch-to-clutch handoff between the releasing CDF clutch (3rd gear) and the applying clutch pack for 4th gear. When the apply timing and pressure are slightly insufficient, engine RPM briefly rises during the transition, producing the flare. Once the transmission warms and fluid viscosity drops, the clutch fill and apply timing improve, and the flare largely disappears.

Two weeks ago I installed the Pedal Monster and have been running City 10. Applying more throttle on departure increases commanded torque and line pressure, which results in firmer and more decisive clutch engagement. This has significantly reduced the 3-4 flare during cold operation.

That said, I still question the long-term implications. A flare condition inherently represents a momentary mismatch in clutch release and apply timing, meaning the clutches are slipping relative to one another. While increased throttle pressure helps mitigate it, the underlying event still reflects the clutch packs dry humping each other during the transition, and it is difficult to believe repeated occurrences have zero cumulative wear impact over the long term.

I also do not care how many Ford technicians join the conversation and say it is perfectly normal and nothing to fix. Just because it behaves as designed does not mean it is acceptable to the customer base who has to live with it every day. When you pay this much for a truck, you expect clean, decisive shifts, not a transmission that feels indecisive during basic operation.