Three input-shaft sealing ring resizers made for the Ford 10R80, so the rings seat clean without shaving fluid pressure on reassembly.
The most common way a 10R80 rebuild fails early is not a bad clutch pack. It is an input shaft sealing ring that got torn, rolled or left oversized when the shaft went into the drum. This AUTOVIC set gives you three molded resizers cut for the 10R80 input shaft rings, for anyone rebuilding the ten-speed out of a 2017-up F-150, a Mustang, Expedition or Navigator, or a 2019-up Ranger. One of the three pieces also fits the input shaft rings on GM 6L80 and 6L90 units, which is handy if your bench sees both makes.
The 10R80 routes clutch apply oil through its long input shaft. Transmission Digest describes converter clutch oil and C, D and F clutch oil entering the shaft and exiting toward the sun gear shaft and CDF cylinder, with the sealing rings dividing one circuit from the next. Solid rings are stretched over the shaft to reach their grooves, and a stretched ring stands proud of the groove. The resizer squeezes it back to bore diameter so the shaft slides home and the ring seals against the bore instead of being shaved by it. Because the material is a slick plastic rather than metal, it sets the ring without scoring its sealing face.
On a 10R80 still in the truck, harsh or delayed shifts have several known causes besides rings: Ford has bulletins for CDF clutch cylinder sleeve movement and for clutch damage on later builds, and incomplete adaptive learning causes the same complaints. Go through our 10R80 common problems and fixes and the Mustang 10R80 shift problems guide before pulling the transmission. If the unit is apart and you are doing a full rebuild, rings get replaced as a matter of course, and this set is how you install them correctly.
Made for the input shaft sealing rings on the Ford 10R80 ten-speed used in the 2017-up F-150, 2018-up Mustang, Expedition and Navigator, 2019-up Ranger and other Ford and Lincoln 10R80 applications. It is not intended for the Bronco, which uses the 10R60. The CDF drum rings use their own sizes and need a dedicated drum resizer. Ring dimensions can differ with supplier kits, so if anything looks off, compare the ring to the resizer before committing, or send us your year and VIN. See every 10R80 part we carry in the 10R80 collection.
| Pieces | 3 ring resizer tools |
| Fits | Ford 10R80 10-speed (2017-on F-150, Mustang, Ranger, Expedition and more) |
| Material | Tough molded plastic, will not score rings |
| Use | Resizes input shaft solid sealing rings before assembly |
| Bonus | One piece also fits GM 6L80 / 6L90 input shaft rings |
| Ships from | USA |
Three ring resizers, molded from tough plastic. Sealing rings and the input shaft are not included.
One of the three pieces also fits the GM 6L80 and 6L90 input shaft rings. The full set is made for the Ford 10R80.
No. This set is for the input shaft sealing rings. The CDF drum rings are a different size and need a CDF drum resizer.
A stretched solid ring catches on the bore edge and either tears or rolls. The result is a leaking clutch circuit that shows up as slips, flares or harsh shifts soon after the rebuild.
The 2017-up F-150, 2018-up Mustang, Expedition and Navigator, 2019-up Ranger and other Ford and Lincoln trucks and SUVs. The Bronco uses the 10R60 instead.
