Tapered guides and resizing sleeves for loading the solid sealing rings onto a Ford 10R80 input shaft and sizing them back down before the drum goes on.
Rebuilding a 10R80 out of a 2017-up F-150, an Expedition, Navigator, Mustang or Ranger means replacing the solid sealing rings on the input shaft, and that is a job you cannot do well with fingers and a pick. This kit gives you two tapered installer cones, two split resizer sleeves and a short resizer ring, molded in plastic so nothing scratches the ring or the shaft journals. The cones get each new ring into its groove without dragging it over sharp edges, and the sleeves shrink it back to size so the shaft goes home without peeling Teflon.
The 10R80 input shaft is about two feet long, and it is more than a drive shaft. Transmission Digest describes it as a pressure manifold: oil for the torque converter clutch and the C, D and F clutch circuits enters at the front half of the shaft and leaves through the back half, where its rings seal inside the sun gear shaft. From there the oil crosses more rings and the CDF cylinder sleeve to reach the clutch pistons. Each ring on the shaft separates one circuit from the next. A ring that is nicked, rolled or left oversized lets pressure bleed from one circuit into another, and the clutch it feeds applies soft or late.
Air check the circuits with the shaft in place. Transmission Digest notes that on the C, D and F checks no air should escape from the tip of the input shaft; if it does, a cup plug inside the shaft has blown out, and new rings alone will not fix it. Look closely at the groove edges and journals for wear too. If the unit came apart because of the CDF sleeve problem, read our 10R80 common problems and fixes guide first so the rings are part of a complete repair, and use the 10R80 F-150 shift problems guide to match your symptoms to a circuit.
Sized for both ring diameters on the Ford 10R80 input shaft. That covers the 10-speed in the 2017-up F-150, 2018-up Expedition, Navigator and Mustang, 2019-up Ranger and other 10R80 applications. It does not fit the 10R60 used in the Bronco, and the CDF drum rings use a different size that needs their own tool. Shaft, drum and sealing rings are not included. For hard parts that go with the job, browse the 10R80 parts collection.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Two tapered installer cones, two split resizer sleeves and one short resizer ring, all plastic. It weighs about 8 oz. Sealing rings, shaft and drum are not included.
No. It is sized for the input shaft rings. The CDF drum uses different ring diameters and needs its own resizer set.
No. The Bronco uses the lighter-duty 10R60, not the 10R80. This kit is for the 10R80 input shaft.
A few minutes is enough for the stretched ring to shrink back toward its groove. Assemble soon after so the ring does not relax out before the shaft goes in.
It is not a good idea. Once a solid ring has been in service and removed it is usually distorted or cut. Fit new rings during a rebuild and size them with this kit.
