10R80 Pressure Control Solenoid 2017-2026, new and ready to install. Fits the 10R80. Ships fast from the USA.
This new line pressure control (LPC) solenoid is listed for the full run of the Ford 10R80, from the first 2017 F-150 through 2026 models. That covers the F-150 and Transit, the Expedition, Navigator and Mustang that switched over for 2018, and the Ranger from 2019 on. Owners usually land here after a bang into Drive on a cold morning, shifts that feel mushy one day and abrupt the next, or a scan that shows a pressure control circuit code. Because one solenoid sets the base pressure for all ten gears, a fault here rarely stays confined to a single shift.
The 10R80 main control carries eight solenoids: six CIDAS shift solenoids, the torque converter clutch solenoid, and this one. The LPC is a variable force solenoid that sends a signal to the main regulator valve, and it is wired the opposite way to what many people assume. GEARS Magazine explains that it is normally high and inversely proportional: at roughly 50 mA the transmission gets full line pressure, and at roughly 850 mA pressure drops very low. So a solenoid that sticks or loses its coil pushes the unit toward maximum pressure, which is why harsh engagement is the classic complaint. A unit that cannot hold commanded current in the middle of its range gives the opposite: slow, soft apply and flare on upshifts.
On 2017 to 2023 trucks, check the Ford bulletin history first. TSB 23-2123 covers 2017-2020 F-150, 2018-2021 Expedition, Navigator and Mustang, and 2019-2023 Ranger with harsh or delayed engagement and shift complaints. Ford traced many of these to adaptive calibration not keeping up with hardware break-in, and the fix path starts with a reprogram and adaptive learning drive before anyone opens the main control. If shifts stay harsh after that, compare commanded pressure with the LPC current PID on a scan tool. Current that tracks the command while real pressure misbehaves points to the valve body; current that never moves, or a circuit code, points to the solenoid or harness. GEARS also warns that some stored codes freeze adaptive pressure control, so scan every module first. Our 10R80 pressure control solenoid symptoms guide walks through each reading, and the 10R80 F-150 shift problems guide separates solenoid faults from clutch and calibration issues.
This listing is for the 10R80 from 2017 through 2026. It is not for the 10R60 in the Bronco or the heavy-duty 10R140. Ford revised the main control and calibration over that long span, so before ordering, hold your old solenoid against the product photos and match the connector and any part number printed on it. If you are not sure, send us your year and VIN and we will check it. Other year-specific versions and every related part are on the 10R80 parts page.
If the bores are worn or several solenoids test bad, a complete 10R80 valve body for 2017-2023 can cost less in labor than repairing piece by piece.
| Fits | 10R80 2017-2026 |
| Part type | Pressure Control Solenoid |
| 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 listed for 10R80 transmissions from 2017 to 2026, which covers the F-150 and Transit, the 2018-up Expedition, Navigator and Mustang, and the 2019-up Ranger. Match the connector and part number on your old solenoid, or send your year and VIN.
No. The Bronco uses the 10R60 and Super Duty trucks use the 10R140. This part is for the 10R80 only.
The 10R80 LPC is normally high. Low current gives full line pressure, so a solenoid that stops responding leaves the transmission at high pressure and every clutch applies hard.
Yes. Ford TSB 23-2123 starts with a software update and adaptive learning drive for harsh or delayed shifts on those trucks, before any main control work.
Mercon ULV. Do not mix in Mercon LV or a universal fluid. Check the level at operating temperature.
