Which transmission is in latest rangers? 10R80? 10R60?

[superj]

you probably need some computer stuff done to make that swap in a gen 5

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[Lion77]

Note that the 10R60 is based off of the 10R80, it's just scaled down slightly for lighter duty uses (i.e., towing under 10k lbs). It's a bit lighter, less parasitic losses, but I believe the shift solenoids are identical between the 60 and 80. Torque lock clutch packs are a bit smaller and ALL of the FIXES they realized for the 10R80 at the time were baked into the 10R60 from the start, so it's been much LESS problematic that he 10R80 was at launch which had all kinds of problems with snap rings wearing, drum wear issues, sticking shift solenoids etc.

Guy at my work has a 2018 F-150 with the 10R80 and he's had rough shifting issues from day one, only 60k on the truck. It works fine, but will get some notably hard shifts, been in the shop with 4 different software updates etc. He has the Gen 2 2.7L with the belt driven oil pump and dual injection (2018 was the first year for that in the 2.7L). Engine runs like a champ, it's the transmission shifting that's the issue.

The 19-23" rangers had the 10R80 from the F-150 ONLY because the 10R60 was still in development / testing. The 10R60 was first used in the 21' Explorer ST, my good friend from HS has a 21 with over 130k miles on it, first year production run and his has been fine, he has no issue flogging it but doesn't do stupid stuff like WOT on a cold engine / transmission, changes oil regularly etc.

I think the design is pretty solid and barring you don't get a mfg. / assembly issue, it's well designed, well tested and well proven, so it has a pretty good track record (better than latest gen Colorado's and Taco's!!!).

It's been used in the Bronco's to run several Baja races, in the Ranger Raptor which has run the Baja 1000 twice, Finke twice all on 35's which for us normal guy's "voids the warranty on Raptors" etc.

 

[yerkool]

Note that the 10R60 is based off of the 10R80, it's just scaled down slightly for lighter duty uses (i.e., towing under 10k lbs). It's a bit lighter, less parasitic losses, but I believe the shift solenoids are identical between the 60 and 80. Torque lock clutch packs are a bit smaller and ALL of the FIXES they realized for the 10R80 at the time were baked into the 10R60 from the start, so it's been much LESS problematic that he 10R80 was at launch which had all kinds of problems with snap rings wearing, drum wear issues, sticking shift solenoids etc.

Guy at my work has a 2018 F-150 with the 10R80 and he's had rough shifting issues from day one, only 60k on the truck. It works fine, but will get some notably hard shifts, been in the shop with 4 different software updates etc. He has the Gen 2 2.7L with the belt driven oil pump and dual injection (2018 was the first year for that in the 2.7L). Engine runs like a champ, it's the transmission shifting that's the issue.

The 19-23" rangers had the 10R80 from the F-150 ONLY because the 10R60 was still in development / testing. The 10R60 was first used in the 21' Explorer ST, my good friend from HS has a 21 with over 130k miles on it, first year production run and his has been fine, he has no issue flogging it but doesn't do stupid stuff like WOT on a cold engine / transmission, changes oil regularly etc.

I think the design is pretty solid and barring you don't get a mfg. / assembly issue, it's well designed, well tested and well proven, so it has a pretty good track record (better than latest gen Colorado's and Taco's!!!).

It's been used in the Bronco's to run several Baja races, in the Ranger Raptor which has run the Baja 1000 twice, Finke twice all on 35's which for us normal guy's "voids the warranty on Raptors" etc.

Thank you for in depth analysis and explanation of this now it makes a whole lot sense.

Now that I know that the Revision 10R60 is now on the 2025 and up Rangers make sense to pull trigger on purchasing one, also glad that they now have Port fuel injection as well as the DI together on the newer Revision engine. Thank you, this was very helpful

 

[Watchdog62]

My 2019 ranger tranny never failed but never was well behaved. Reverse hard clunk occassional hard shift, shuddering. Prime reason I got out of it at 72k miles, pretty sure it was the CDC drum.
So far the 1060 in my Raptor see.s much smoother. No hard shifting.

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