Three nylon sleeves that slide new sealing rings onto Ford 10R80 shafts and size them back down, so the drum goes on without cutting a ring.
A Ford 10R80 that comes back from a rebuild with a flare into one gear, a clutch that will not hold, or a harsh shift that adaptive learning never settles is very often a sealing ring problem, not a bad hard part. This 3-piece kit of stepped nylon sleeves is for the person doing that rebuild on a 2017-2023 F-150 (Raptor and Lightning included), Expedition or Expedition Max, or Mustang. It lets you push the solid sealing rings onto the shaft without nicking them and then squeeze them back to working size so the mating drum slides on cleanly. It weighs 5.5 oz and comes in a storage case.
Ford gave the 10-speed solid rings instead of the old scarf-cut style. They seal very well, but they do not open up, so each ring has to be stretched over the end of the shaft or hub to reach its groove and then shrunk back to diameter. Each ring separates two clutch feed circuits. GEARS Magazine notes that internal cross leaks between the C and F clutch feeds are showing up more often, that the rings only seal fully once they see oil and heat, and that the rings must be replaced even when a shaft passes its air test, because used rings can cross leak while looking fine. GEARS also calls special installation tools extremely useful for this job, and that is the gap this kit fills.
The kit is for an open transmission, so the real question is what put it on the bench. Sonnax lists CDF drum sleeve movement and loose main shaft plugs among the recurring 10R80 problems, and Ford's TSB 24-2254 covers the CDF clutch cylinder sleeve as a leak path. Read our 10R80 common problems and fixes guide to match your symptoms to a cause, and if the unit came out of a large SUV, the 10R80 Expedition common problems guide covers the bulletins specific to that model. Once the unit is apart, air check each feed circuit before you buy new rings.
The kit is listed for the 10R80 in 2017-2023 F-150, Expedition and Expedition Max, Mustang and Explorer (including ST), with the 2.7L and 3.5L EcoBoost V6, 3.3L V6 and 5.0L V8. Be careful with the Explorer: many Explorer models use the 10R60 rather than the 10R80, so read the transmission ID tag before you order. The heavy-duty 10R140 is not covered. If you are unsure, send us your year and VIN and we will confirm it. The full range of 10-speed parts and tools is on the 10R80 collection page.
This kit is one step in an overhaul. A 10R80 overhaul kit supplies the rings and gaskets, the A75N18 piston compressor tool handles the clutch piston snap rings, and a fresh 10R80 filter and gasket kit finishes the job. If the CDF drum sleeve has moved, plan on a replacement 10R80 clutch drum rather than just new rings.
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No. This is the 3-piece nylon sleeve set and its case only. The rings come in a 10R80 overhaul or seal kit.
The kit is sized for the 10R80. The listing names the Explorer, but many Explorers use the 10R60, so check your transmission ID tag or send us your VIN before ordering.
GEARS Magazine notes that used 10R80 rings can cross leak even when they look good, and recommends replacing them whenever the shaft is out.
No. Nylon is softer than the shaft journals and the ring faces, which is the reason to use it instead of metal picks or screwdrivers.
A few minutes is enough. Install the drum promptly after removing the sleeve so the rings do not relax back to an oversized shape.
MERCON ULV, the same fluid the 10R80 is filled with. Do not mix in other ATF types.
