2022 F150 - 10spd Trans Issues?

[flynnstone]

Hey everyone,





I need some advice on a transmission issue with my 2022 F-150 (10R80 transmission). The truck has 26,000 miles, has never been used for towing, and has only seen light driving.

Lately, ive been dealing with a harsh shifting when cold from 1st to 2nd gear. Im concerned it could be tied to the known CDF drum design flaw which has been an issue for some 10R80 owners.


I took it to the dealership, and they followed TSB 22-2428. They found valve scoring and bore damage in the valve body, replaced the main control valve body, and reprogrammed the transmission. Now theyre saying the issue is resolved because their tests are coming back clear.

My concern is that they didnt inspect or replace the CDF drum, which could mean this is just a temporary fix, and the real problem resurfaces at a later date.

Has anyone else run into this? How did you get Ford to fully address the CDF drum issue? Should I escalate this with Ford Corporate now, or wait to see if the problem returns?

Any feedback or advice would be appreciated. Thanks!

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[HammaMan]

There are 2 separate issues w/ the 10r80, one is poorly designed valve body and the other is the CDF drum that can move. You had one of the issues. If the replaced valve body rectified the issue then it's, rectified.

 

[flynnstone]

There are 2 separate issues w/ the 10r80, one is poorly designed valve body and the other is the CDF drum that can move. You had one of the issues. If the replaced valve body rectified the issue then it's, rectified.

But if all 10speeds from ‘17-‘23 were affected by the poorly designed CDF drum, which leads to the valve body damage… it wouldn’t make sense that the issue is resolved without addressing the CDF

 

[HammaMan]

CDF doesn't cause the valve body issue, they're separate/unrelated.

 

[flynnstone]

CDF doesn't cause the valve body issue, they're separate/unrelated.

This is false.


The CDF drum issue in the 10R80 is caused by a design flaw that allows the clutch cylinder sleeve to move out of place. When this happens, it can damage a Teflon seal, leading to a loss of hydraulic pressure inside the transmission.

When pressure drops, the transmission compensates by overworking the valve body to maintain proper shifting. This extra strain can cause the valves and bores to wear out prematurely, leading to issues like valve scoring, bore damage, harsh shifting, and clunking noises.

In short, the flawed CDF drum disrupts internal pressure, which over time damages the valve body and can eventually lead to transmission failure.

 

[HammaMan]

This is false.


The CDF drum issue in the 10R80 is caused by a design flaw that allows the clutch cylinder sleeve to move out of place. When this happens, it can damage a Teflon seal, leading to a loss of hydraulic pressure inside the transmission.

When pressure drops, the transmission compensates by overworking the valve body to maintain proper shifting. This extra strain can cause the valves and bores to wear out prematurely, leading to issues like valve scoring, bore damage, harsh shifting, and clunking noises.

In short, the flawed CDF drum disrupts internal pressure, which over time damages the valve body and can eventually lead to transmission failure.

Best call ford and tell them that there aren't 2 separate issues.

" This article supersedes TSB 22-2139, 22-2102, 21-2377 and 21-2434 to update the Issue, Action and Service Procedure. Issue: Some 2017-2023 F-150, 2018-2023 Expedition/Navigator/Mustang, 2019-2023 Ranger, 2020-2023 Explorer/Aviator/Transit and 2021-2023 Bronco vehicles equipped with a 10R60 transmission and built on or before 23-Dec-2022 or with a 18R80/10R80MHT transmission and built on or before 15-Aug-2022 may exhibit a harsh/delayed engagement and/or harsh/delayed shift. It is possible the vehicle may also have an illuminated malfunction indicator lamp (MIL) or diagnostic trouble codes (DTC) P0751, P0752, P0756, P0757, P0761, P0762, P0766, P0767, P0771, P0772, P2700, P2701, P2702, P2703, P2704, P2705, P2707, P2708, P0729, P0731, P0732, P0733, P0734, P0735, P0736, P076F, P07D9, P07F6 and/or P07F7 stored in the powertrain control module (PCM) or transmission control module (TCM). This may be due to the software in the powertrain control module (PCM) or transmission control module (TCM), the transmission solenoid ID strategy, sticking valves in the main control valve body and/or axial movement of the CDF clutch cylinder (7H351) sleeve. To correct the condition, follow the Service Procedure to identify and correct the condition. "

 

[flynnstone]

Best call ford and tell them that there aren't 2 separate issues.

" This article supersedes TSB 22-2139, 22-2102, 21-2377 and 21-2434 to update the Issue, Action and Service Procedure. Issue: Some 2017-2023 F-150, 2018-2023 Expedition/Navigator/Mustang, 2019-2023 Ranger, 2020-2023 Explorer/Aviator/Transit and 2021-2023 Bronco vehicles equipped with a 10R60 transmission and built on or before 23-Dec-2022 or with a 18R80/10R80MHT transmission and built on or before 15-Aug-2022 may exhibit a harsh/delayed engagement and/or harsh/delayed shift. It is possible the vehicle may also have an illuminated malfunction indicator lamp (MIL) or diagnostic trouble codes (DTC) P0751, P0752, P0756, P0757, P0761, P0762, P0766, P0767, P0771, P0772, P2700, P2701, P2702, P2703, P2704, P2705, P2707, P2708, P0729, P0731, P0732, P0733, P0734, P0735, P0736, P076F, P07D9, P07F6 and/or P07F7 stored in the powertrain control module (PCM) or transmission control module (TCM). This may be due to the software in the powertrain control module (PCM) or transmission control module (TCM), the transmission solenoid ID strategy, sticking valves in the main control valve body and/or axial movement of the CDF clutch cylinder (7H351) sleeve. To correct the condition, follow the Service Procedure to identify and correct the condition. "

I think you’re missing the point. But appreciate your response

 

[Ronin1973]

This is false.


The CDF drum issue in the 10R80 is caused by a design flaw that allows the clutch cylinder sleeve to move out of place. When this happens, it can damage a Teflon seal, leading to a loss of hydraulic pressure inside the transmission.

When pressure drops, the transmission compensates by overworking the valve body to maintain proper shifting. This extra strain can cause the valves and bores to wear out prematurely, leading to issues like valve scoring, bore damage, harsh shifting, and clunking noises.

In short, the flawed CDF drum disrupts internal pressure, which over time damages the valve body and can eventually lead to transmission failure.

So was this resolved by the 2023 models?

 

[flynnstone]

So was this resolved by the 2023 models?

Ya, supposedly the new design/parts made it into 2023+ models

 

[HammaMan]

I think you’re missing the point. But appreciate your response

No, I think you are. You want ford to pull the trans out of the truck and rebuild it for you because there's a possibility that an unrelated but sometimes co-occurring issue may have also occurred? They're a business, specifically in the business of getting you out of the drivetrain warranty with the vehicle operating nominally. That's the deal made by both parties at the time of sale.

Not quite sure who/where you got that FA from. CDF drum issue is just that. It's not rectified by the valve body. That TSB spells out quite specifically the issues they've discovered over time and we see the escalation steps in determining what is needed to fix a trans. In 14th gen, they've OTA'd the software. Several valve bodies have been replaced and were the issue. There's not a member on here who wouldn't take a preventative CDF replacement free of charge if they could, but that's not going to happen.

There's a big gap between replacing the valve body and rebuilding a trans, an order of magnitude more work and an extensive list of parts. Furthermore ford's warranty costs have become such that they require quite extensive documentation (some would argue excessively so) for the warranty work that's done. It's almost as if they understand that some dealers would just perform busy work to keep themselves going regardless of necessity.

 

[SumGuy]

All I know is my transmission has already been replaced once and the truck has started to shift like total crap again now at 35k miles. And it is all over the power and, gears, and speeds. 1-2 can be severely delayed 5-6, 6-7, seem to be the worst. Clunking, holding gear and then lurching into the next gear, or sometimes the shift will hang seemingly between gear shifts for a full second-ish.

Yes, I need to get it back in, but I was without my truck for almost two months last time…ugh.

 

[flynnstone]

No, I think you are. You want ford to pull the trans out of the truck and rebuild it for you because there's a possibility that an unrelated but sometimes co-occurring issue may have also occurred? They're a business, specifically in the business of getting you out of the drivetrain warranty with the vehicle operating nominally. That's the deal made by both parties at the time of sale.

Not quite sure who/where you got that FA from. CDF drum issue is just that. It's not rectified by the valve body. That TSB spells out quite specifically the issues they've discovered over time and we see the escalation steps in determining what is needed to fix a trans. In 14th gen, they've OTA'd the software. Several valve bodies have been replaced and were the issue. There's not a member on here who wouldn't take a preventative CDF replacement free of charge if they could, but that's not going to happen.

There's a big gap between replacing the valve body and rebuilding a trans, an order of magnitude more work and an extensive list of parts. Furthermore ford's warranty costs have become such that they require quite extensive documentation (some would argue excessively so) for the warranty work that's done. It's almost as if they understand that some dealers would just perform busy work to keep themselves going regardless of necessity.

Look, I get the need for process and documentation, ”Ford doesnt want to tear down transmissions without proof. But let’s not pretend this is just about following protocol. The reality is, im dealing with valve body scoring and bore damage at 26,000 miles on a truck thats never towed or been worked hard. Thats not normal wear and tear, it’s premature failure, plain and simple.


Youre saying the CDF drum issue and valve body wear are unrelated, but lets be real: pressure loss caused by a flawed drum can absolutely lead to stress on the valve body. This isnt some fringe theory its basic mechanics. If the CDF drum is causing pressure issues, its going to overwork the valve body and lead to exactly the kind of damage Im seeing.


And sure, Fords warranty process isnt designed to hand out free preventative repairs. But lets call it what it is: a strategy to run out the clock until customers are stuck with the bill. Theyre more concerned with cutting warranty costs than actually fixing the underlying problem. Im not asking for a full teardown without reason, im asking them to address the fact that serious internal wear on a nearly new truck suggests something deeper than a software update and valve body replacement.

The idea that I should just sit back and hope it doesnt fail after my warranty expires is absurd. If Ford actually stood behind their product, theyd be investigating the root cause”not slapping on a temporary fix and hoping it holds until the warranty runs out.

i will be a thorn in fords side and they will replace the transmission under warranty

 

[Boen]

Not true the CDF drum WILL NOT cause valve body damage

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