10R80 Clutch Drum, new and ready to install. Fits the 10R80. Ships fast from the USA.
If your F-150, Expedition, Navigator, Mustang, Ranger or Transit has started banging into gear, hanging in a gear before it shifts, or throwing a string of shift solenoid and gear ratio codes, the part a lot of 10R80 rebuilds end up needing is the CDF clutch drum. This is a new Ford Motorcraft-branded service drum for the 10-speed, priced for the shop or owner who has already confirmed the drum is the problem and wants the factory part rather than a used core of unknown history.
The 10R80 stacks three of its six clutches, C, D and F, inside one cylinder that Ford calls the CDF clutch cylinder (base part 7H351). Apply oil for all three reaches it through a long input shaft and the No. 3 sun gear shaft, then crosses into the drum through a pressed-in sleeve that the sun gear shaft sealing rings ride against. When that sleeve walks out of position, the sealing rings stop sealing, and oil meant for one clutch leaks into another circuit or back to sump. Because C, D and F are involved in most of the ten ratios, a leak here shows up across the whole shift schedule, not in just one gear. Transmission Digest notes Ford answered this with an updated drum that adds a no-walk backing lip under the sleeve.
Do not condemn the drum from codes alone. Many 10R80 complaints are cleared by a software update, a keep alive memory reset and an adaptive learning drive cycle, and a sticking valve body produces similar shift codes. Ford's dealer test commands the A and C clutch solenoids while reading line pressure through a transducer and compares leak rates; a failed C-versus-A result is what sends the transmission to the bench. On teardown, look for the sleeve sitting proud of its bore and grooved sealing ring lands. Our 10R80 common problems and fixes guide walks through what to rule out first, and the 3-4 clutch failure guide covers the gear-specific symptoms.
This listing is the general 10R80 version and does not state a year range. Ford service catalogs split the CDF cylinder by application: one number for F-150, Expedition and Navigator, another for the 5.0L Mustang, Transit and 3.0L Explorer, and a third for the 3.3L Explorer and 2.3L Mustang. The listing photo also shows the clutch container shell and a shaft next to the drum, so if you need to know exactly which pieces ship in the box, ask before ordering. The safest path is to match the number on your old cylinder or send us your year, model, engine and VIN and we will confirm. The 10R60 in the Bronco is a different unit. Browse every 10-speed part on the 10R80 parts page.
| Fits | 10R80 |
| 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.
It is the same type of part, the CDF clutch cylinder that holds the C, D and F clutches. Ford lists different cylinder numbers by vehicle and engine, so match your old part number or send your VIN so we can confirm the correct version.
Only if the sleeve leak is the cause. Software updates, adaptive resets and valve body faults cause similar complaints, so run a pressure or leak test first. If the clutches are burnt, replace them along with the drum.
All of the sun gear shaft and input shaft sealing rings, any C, D or F frictions and steels that show heat or wear, the filter and pan gasket, and fresh Mercon ULV. Flush the cooler if you found debris.
Yes. Clear the keep alive memory and run the adaptive learning drive cycle. Shifts may be firmer than normal for the first several days while the TCM relearns clutch fill times.
No. The Bronco uses the 10R60, which has different internal parts. This drum is for the 10R80 only.
