Squeezes the solid input shaft seal rings on a Ford 10R80 back down to bore size so the shaft goes into the drum without shaving a ring.
If you have a Ford 10R80 on the bench out of a 2017-up F-150, a Mustang, Expedition, Navigator or a 2019-up Ranger, the input shaft is the part that decides whether the rebuild comes back. Its sealing rings are solid one-piece rings, and once you stretch a new one over the shaft into its groove it stays oversize. This two-piece kit gives you one resizer for the large-diameter rings and one for the small-diameter rings, so you can size every ring on the shaft without hunting for a second tool. Rings and the shaft are not included.
On most older automatics the input shaft just turns a drum. On the 10R80 it also carries oil. Transmission Digest calls the roughly two-foot shaft a pressure manifold: fluid for the converter clutch and for the C, D and F clutch circuits feeds through it, and the rings on its outside keep each passage separate as it crosses into the sun gear shaft and on toward the CDF cylinder. Every ring is a wall between two circuits. If one goes in rolled, nicked or still stretched, oil meant for one clutch bleeds into its neighbor, and the clutch applies late or soft no matter how good the friction material is.
These symptoms overlap with the CDF clutch cylinder sleeve movement Ford covers in TSB 24-2254, with valve body faults and with adaptive learning that never finished. Read the codes, compare the pattern against our 10R80 common problems and fixes guide, and if the truck shifts badly only in certain gears use the F-150 shift problems guide to narrow which clutch is involved. If the unit is already apart, air check the circuits: Transmission Digest notes that air escaping from the tip of the shaft on the C, D or F checks means a cup plug has blown out of the shaft, which new rings will not cure.
This kit is made for the Ford 10R80 ten-speed automatic, the unit behind the 5.0L and the EcoBoost engines in the 2017-up F-150, the 2018-up Mustang, Expedition and Navigator, and the 2019-up Ranger. It is not for the 10R60 in the Bronco, and it is sized for input shaft rings only. The CDF drum rings are a different diameter and need the separate 10R80 CDF drum sealing ring resizer set. If you are unsure which ring sizes your shaft uses, send us the year and VIN before ordering. Everything else for this unit is in the 10R80 parts collection.
| Fits | |
| Included | |
| Material | |
| Not included |
Two plastic resizers: one for the large-diameter input shaft rings and one for the small-diameter rings. Seal rings, the input shaft and other transmission parts are not included.
No. The Bronco uses the 10R60. This kit is for the Ford 10R80 in the F-150, Mustang, Expedition, Navigator, Ranger and other 10R80 applications.
No. The CDF drum uses different ring sizes. Use a CDF drum resizer set for those rings.
A minute or two per ring is enough for the stretched ring to take its set. Install the shaft soon after so the rings do not grow back out before they go into the bore.
The 10R80 takes MERCON ULV. Lube the rings with it or assembly gel during assembly, then check level at operating temperature and do not overfill.
Only if a ring is the leak. Harsh and delayed shifts on the 10R80 also come from CDF drum sleeve movement, valve body faults and incomplete adaptive learning, so confirm the cause before you tear the unit down.
