10R60 Clutch Drum, new and ready to install. Fits the 10R60. Ships fast from the USA.
A 2020 or newer Ford Explorer, Lincoln Aviator, Bronco or Ranger with a 10R60 that bumps and slides between gears, drops into neutral on a shift, or suddenly has no second gear is a classic case for the C-D-F clutch drum. This listing is a new C-D-F clutch drum for the Ford 10R60, the 10-speed built for the 2.3L and 2.7L EcoBoost range of vehicles. It cross-references to Ford numbers L1MZ-7H351-B and LP5P-7D343-AB. It is the drum (Ford calls the assembly the CDF clutch cylinder, component 7H351), not a full clutch pack, so plan on new seals and clutches for the job.
The 10R60 shares the family design of four planetary gearsets and six clutches: two stationary brakes (A and B) and four rotating clutches. Three of those rotating clutches, C, D and F, are housed in this one drum, which is why it is named after them. Oil for all three is fed into the drum through an inner sleeve and sealing rings. The known weakness in this family is that sleeve moving rearward in the drum. When it walks, it uncovers feed ports from behind, apply oil cross-leaks between circuits, and the clutches fill at the wrong time or not at all. Ford's TSB 22-2428 lists axial movement of the CDF clutch cylinder sleeve as one cause of harsh or delayed engagement and shifts on both the 10R60 and the 10R80.
Do not confuse this with the other well-known 10R60 complaint. A harsh 7-6 downshift on 2022 Explorer, Aviator and Bronco units built on or before 9-Aug-2022 is the A clutch piston return spring snap ring, covered by TSB 22-2411, and it is not a C-D-F drum fault.
Start by reading our 10R80 vs 10R60 guide, which covers both bulletins and the confirmation test for the 7-6 complaint. Two traps cost money here. First, repeated adaptive relearns will not fix a walking sleeve. Second, changing the valve body often makes the shift quality worse; Sonnax notes that drum sleeve movement and sealing ring damage are caused by shift issues, not by the valve body, so the original valve body is frequently reusable. With the unit apart, look for a sleeve that has moved, scored sealing ring lands and burnt C, D or F frictions.
The listing is for 10R60 transmissions from 2020 on, naming the 2020-up Ford Explorer 2.3L, 2020-up Lincoln Aviator, 2021-up Bronco 2.3L and 2024-up Ranger 2.3L and 2.7L. Hard parts in the 10-speed family do not cross between the 10R60 and the 10R80, and Ford's TSB lists a separate service number, LP5Z-7H351-B, for 10R60 applications with the 2.7L and 3.0L. Match the number on your old drum or send us your year and VIN before ordering. There is also a second 10R60 clutch drum listing; compare both against your original. Shared 10-speed parts are on our 10R80 and 10R60 parts page.
| Fits | 10R60 |
| Part type | Clutch Drum |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The C, D and F rotating clutches. The A and B clutches are stationary brakes, so a failure in this one drum can affect several gears at once.
No. Ford lists different CDF cylinder numbers for the 10R60 and 10R80, and most hard parts inside the two units do not interchange. Order by transmission code and application.
No. That complaint on 2022 Explorer, Aviator and Bronco units comes from the A clutch return spring snap ring per Ford TSB 22-2411. The C-D-F drum causes neutral shifts, bump shifts and loss of second.
Usually not. Sonnax and GEARS both report that sleeve movement and sealing ring damage come from shift issues, not the valve body, and a valve body swap can make the shift quality worse.
Mercon ULV only. After the repair, clear the adaptive values and complete Ford's adaptive learning drive cycle so the module relearns the new clutch fill.
