5 Hidden Ford Settings That Save Your 10-Speed (Before the $9,000 Bill)

[Colo_Ranger]

This may be good information, but the format of the video seems suspicious. When I searched for "youtube channel "truck authority report" is it ai" I got the following response:

>Based on the content structure, naming conventions, and common practices in the automotive YouTube niche, the channel "Truck Authority Report" exhibits strong characteristics of an AI-assisted or AI-generated channel, commonly referred to as "AI slop" or automated content.
Here is a breakdown of why:

• "AI Slop" Characteristics: The channel operates in a space identified as having high volumes of AI-generated content designed to farm views, often using synthetic voices and, in some cases, rapidly produced, low-quality video.
• Content Type: The videos often focus on "hidden" features, "illegal" tricks, or "secrets" about specific trucks (e.g., Ford F-150, 10-speed transmission). This clickbait-style, sensationalist, and repetitive content is frequently produced by AI tools.
• High-Frequency Posting/Speculation: Such channels frequently post highly speculative content about future vehicle years (e.g., 2026-2027 models) to generate views from search, often using generic, stock-style, or AI-manipulated footage.
• Similar Channels: "Truck Authority Report" appears alongside other likely automated channels in similar niches (e.g., "SUV Zone," "Garage Heads," "American Steel"), which are known for producing sensationalist automotive content.

In summary, while it may be curated by a human, "Truck Authority Report" relies heavily on AI-driven, automated content techniques.<

I could tell 10 seconds in that this was an AI curated, at best. Cheesy cut screenshots onto b-roll video that was clearly stolen from the internet. There is 0 original content in the video.

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[TJC]

This may be good information, but the format of the video seems suspicious. When I searched for "youtube channel "truck authority report" is it ai" I got the following response:

>Based on the content structure, naming conventions, and common practices in the automotive YouTube niche, the channel "Truck Authority Report" exhibits strong characteristics of an AI-assisted or AI-generated channel, commonly referred to as "AI slop" or automated content.
Here is a breakdown of why:

• "AI Slop" Characteristics: The channel operates in a space identified as having high volumes of AI-generated content designed to farm views, often using synthetic voices and, in some cases, rapidly produced, low-quality video.
• Content Type: The videos often focus on "hidden" features, "illegal" tricks, or "secrets" about specific trucks (e.g., Ford F-150, 10-speed transmission). This clickbait-style, sensationalist, and repetitive content is frequently produced by AI tools.
• High-Frequency Posting/Speculation: Such channels frequently post highly speculative content about future vehicle years (e.g., 2026-2027 models) to generate views from search, often using generic, stock-style, or AI-manipulated footage.
• Similar Channels: "Truck Authority Report" appears alongside other likely automated channels in similar niches (e.g., "SUV Zone," "Garage Heads," "American Steel"), which are known for producing sensationalist automotive content.

In summary, while it may be curated by a human, "Truck Authority Report" relies heavily on AI-driven, automated content techniques.<

What seems suspicious? That it is an AI generated video? Better get used to it. It is not going away. AI generated doesn't make it less or more accurate, it is simply another way to skin the cat ... err, make videos.

You can limit the scope of AI. In many cases all AI does is scrape the web looking for the info you request. It does make mistakes. But the content is already available if you know where to look. And when used by knowledgeable people, it makes your work effort much easier... but you still need to validate the output.

In summary, AI can be used in a multitude of ways. From simply finding and consolidating data to making up data. It runs the entire spectrum.

Being AI gnerated doesn't mean data is any more or less valid than any other website a person may visit. It is just like any other tool humanity has created. It is a double edged sword.

The data in that video is IMHO, essentially correct. All 5 of those recommendations have been posted in technical documents on many websites by experts in the 10R80 transmission field. The vidoe simply brought them all together.

I have excuted 4 of the 5 over 3 years ago with excellent results, and the 5th one was already slated to be applied in my next cycle of changes before spring.

There was nothing new to me in that video. In fact I am going a couple of steps further, drammatically lowering the transmission fluid temps from 200F - 215F down to 150F-165F. This is also on my list of ToDo's before spring. And the AI didn't find it or the author decided not to include it, or the AI was only used to deveope the video based upon the authors completed document/ article/script.

 

[Msfitoy]

Maintenance that goes along with the above

• 30K miles - Fluid and filter change
• 10K miles - KAM reset
• Constantly monitor Fluid Temps Spikes > 210F in normal driving, replace thermal bypass valve. $50 part, 20 minute job.
• Remember excess heat causes CDF drum expansion, resulting in sleeve slipping. Keep fluid temps under control.

5 Hidden Ford Settings That Save Your 10-Speed (Before the $9,000 Bill)

How to?

 

[TJC]

How to?

I am not sure which thermo valve they are talking about. There are two distinct thermal valves on the 10R80 in the Ranger.

An external heat exchanger with a thermostat that opens to allow coolant to lower temps to ~ coolant temp, and an internal thermal valve that is located in the valve body.

See this article for details
Ford 10-Speed Transmission Cooling: Heat Exchangers, Control Valves & Basic Diagnostics

I have not priced parts for either. Thios excerpt from teh article explains it better than I coild.

Two Basic Types of Transmission Cooling Systems​

The Ford 10-speed cooling system’s main objective is to keep transmission temperature within +/-10°F (+/-12°C) of the engine temperature. There are two basic types of transmission cooling systems in Ford trucks with the 10R80, for example.​

​

The first type has a large heat exchanger located at the transmission or frame rail. It will have engine coolant, radiator coolant and transmission fluid flowing in separate chambers to the heat exchanger. A solenoid-operated coolant control valve will control the transmission temperature by allowing either engine coolant to the heat exchanger to bring temperature up or by allowing radiator coolant by default (with no electrical solenoid activation into heat exchanger) to cool transmission fluid.​

​

The second type will have a smaller heat exchanger and an oil-to-air, separate transmission cooler. It will have both a coolant control valve and a bypass valve integral to the heat exchanger. The coolant control valve allows engine coolant to flow through the heat exchanger to warm the transmission during initial startup, and then the bypass valve takes over by either sending fluid back to the transmission to warm the unit or to the cooler to cool the transmission.​

​

Note: Some 10R80 valve bodies had a thermal bypass valve for cooler flow, and now in most valve bodies, the thermal valve element has been removed from the valve body bypass.​

​

Here's a picture of the "heat exchanger" on our Ranger. It works both ways - warms up the fluid when starting, then cools down the fluid once the engine enters normal operating temps range.

I suspect that they are alluding to the external thermal cooler.

Bel;ow is a Ranger 10R80 where I have highlighted the solenoid and heat exchanger

A = the solenoid coolant route switch
B = The Coolant to Transmission fluid cooler

From the same article....

Solenoid-operated Coolant Control Valve Functionality​

This coolant control valve deserves special mention as it has a history of failure. Methods of physical examination are outlined (Figures 1 & 2).​

This solenoid is known to stick and to leak. When it sticks open ( coolant flowing ), the transmission fluid temps stay pretty much in synch with the coolant temp. If it sticks closed, the transmission fluid will rise too much at idle in D, and will drop once the truck begins to move. The heat is largely (>70%) coming from the torque converter. Once you get up to speed the converter will lock the speed, and fluid temps will drop. Hence the spike the video alludes to. Changing the solenoid is relatively easy and the part is probably ~$50.


I plan to remove the heat exchanger, then install an adapter that routes PTFE hoses with 8AN fittings that go to air to fluid cooler. I will leave the solenoid electrical connection in place, but block the 3 coolant ports. I'll then connect the input and output hoses coming from the engine together to keep fluid flowing. This keep the computer happy.

I have collected all the necessary parts, just waiting for the service interval coming up to get to it all.

Hope this provides some of the detail that you were seeking.

- T

 

[Beach]

Disable Auto Start Stop (A transmission Killer) - in Forscan, or pull the BMS Sensor plug. Stable fluid pressure is key.

Does pulling the BMS Sensor plug affect anything else? Where is sensor plug?

If you always use the tow/haul around town it automatically cancels the stop/start....takes care of two out of the 5....and tow/haul does go thru the gears in proper order.
My Expedition has the same tranny as the Ranger, and the tow/haul is the first item I take care of after starting....every time.

You go to tow/haul every time? I notice my ‘19 skips 2nd a lot but occasionally uses it. Esp if you start off slowly

 

[OGMix376]

Do these recommendations sound familiar? We've discussed them on this forum for quite some time. Seems we were on the right track. This 12 minute video covers the bases pretty well. Clear explanation of each issue and corrective action to take to prevent failure. I pulled a quick synopsis of each recommendation.

5 Hidden Ford Settings That Save Your 10-Speed (Before the $9,000 Bill)

4 of them Ranger owners can and should do. Here are the 5

• Change your transmission fluid temp gauge to digital to monitor real temperatures. The needle (analog) gauge is designed to mask high temperatures. By the time it moves it is too late. (F150 only)
  I added a Scangauge to monitor transmission fluid temps.
  
  
• Disable Auto Start Stop (A transmission Killer) - in Forscan, or pull the BMS Sensor plug. Stable fluid pressure is key.
  
  
• The Skip Shift Eliminator - In Forscan, PCM Module - Disable the Progressive Range Selection - Skip Shift Logic (skipping gears destroys clutch plates)
  
  
• Adaptive Learning KAM (Keep Alive Memory) Reset - Every 10K miles or fluid change, Clear the KAM
  
  
• The Tow / Haul Default - In stop and go traffic, high loads, or hilly terrain, switch to Tow Mode immediately
  
  Maintenance that goes along with the above
  • 30K miles - Fluid and filter change
  • 10K miles - KAM reset
  • Constantly monitor Fluid Temps Spikes > 210F in normal driving, replace thermal bypass valve. $50 part, 20 minute job.
  • Remember excess heat causes CDF drum expansion, resulting in sleeve slipping. Keep fluid temps under control.

5 Hidden Ford Settings That Save Your 10-Speed (Before the $9,000 Bill)

Would sport mode suffice for the A.S.S. And alternative to the tow/haul mode shift pattern?
Or does sport still gear skip?

 

[woodworker]

If I'm coming up to a significant uphill/downhill I shift into S and manually shift. I can control it a lot better this way add there's no erratic shifting like in D or tow mode.

It comes in handy here on 89A which is a fun road with a lot of switchbacks from Prescott - Jerome

That looks like the Tail of the Dragon ride, 318 curves in 11 miles. Me on the Victory and my son on the Harley.

 

[ctechbob]

One thing I don't agree with on that list is resetting adaptives. But, I have an explanation for that.

If you have changed your fluid on a regular basis (somewhere between 10k-20k per change) there shouldn't be a reason to reset those tables unless you're having some kind of problem and are willing to do the specific relearn. If you're not willing or don't want to do the proper relearn, leave them alone.

I never reset the adaptives on my ranger through 66k, but I started doing fluid changes at 10k and every 10k after that with a drain and fill. Keeping the fluid as near 'new' as possible. This is the same regimen I'm doing with the F150 and expect no changes to that as well.

If you have never changed your fluid and are over 40-60k and have planned to start changing the fluid on a regular basis, then I can see a need to reset those tables as valve timings are going to change. But again, you have to be willing to do the relearn properly.

If you've never changed your fluid and don't plan on it, I suppose you could reset them in hopes they'll make up for slowed down valves, but you really should be changing fluid on a much more regular basis than 150k.

 

[AzScorpion]

That looks like the Tail of the Dragon ride, 318 curves in 11 miles. Me on the Victory and my son on the Harley.

IIRC there's 127 curves in 12 miles from Prescott to Jerome. All along the way there's crosses and pieces of fairings where people have crashed into the rocks. I never had a motorcycle out here in AZ only back east in MA which is probably a good thing. We use to ride the back roads up through WMA into southern VT which was a fun ride through the mountains there. I miss riding a lot and there's so many nice scenic areas here but the way everyone drives now (to many distracted drivers on their phones) I'm not getting back on a bike now.

 

[woodworker]

IIRC there's 127 curves in 12 miles from Prescott to Jerome. All along the way there's crosses and pieces of fairings where people have crashed into the rocks. I never had a motorcycle out here in AZ only back east in MA which is probably a good thing. We use to ride the back roads up through WMA into southern VT which was a fun ride through the mountains there. I miss riding a lot and there's so many nice scenic areas here but the way everyone drives now (to many distracted drivers on their phones) I'm not getting back on a bike now.

I’m getting to that point and 71 year old reflexes aren’t what they use to be.

 

[TJC]

One thing I don't agree with on that list is resetting adaptives. But, I have an explanation for that.

If you have changed your fluid on a regular basis (somewhere between 10k-20k per change) there shouldn't be a reason to reset those tables unless you're having some kind of problem and are willing to do the specific relearn. If you're not willing or don't want to do the proper relearn, leave them alone.

I never reset the adaptives on my ranger through 66k, but I started doing fluid changes at 10k and every 10k after that with a drain and fill. Keeping the fluid as near 'new' as possible. This is the same regimen I'm doing with the F150 and expect no changes to that as well.

If you have never changed your fluid and are over 40-60k and have planned to start changing the fluid on a regular basis, then I can see a need to reset those tables as valve timings are going to change. But again, you have to be willing to do the relearn properly.

If you've never changed your fluid and don't plan on it, I suppose you could reset them in hopes they'll make up for slowed down valves, but you really should be changing fluid on a much more regular basis than 150k.

I have turned of adaptive when my transmission was failing, and quickly turned it back on due to extremely harsh shifts. After fluid changes and LubeGard Platinum, I reset the adaptive tables and performed the learning, step by step by the book. Things smoothed out.. my shift patterns were great. I did the steps 6 times as desscribe in the Ford document.

I haven't needed to do it since.

 

[taildraggerpilot]

I believe they are referring to the "Transmission Adaptive Learning Drive Cycle" when they mention Adaptive Learning KAM (Keep Alive Memory) reset procedure.

Adaptive Strategy
The Adaptive Learning Drive Cycle must be performed after any of the following
procedures are performed:

•Transmission rebuild or replaced​

•TCM replaced or reprogrammed​

•Major engine work performed​

•Air/fuel management adaptive values reset​

Perform the adaptive learning drive cycle on a level road surface as follows:

1. Record, and then clear any DTC’s

2. Drive the vehicle until the engine and transmission reach normal operating
temperature.

3. Accelerate from a stop with light throttle (15%), ensuring that upshifts 1st
through 8th occur at engine speeds between 1300-1600 rpm.

4. Continue to accelerate (may apply slightly more throttle after 7-8 upshift at
32-38 mph (51-61 km/h) until you achieve 55 mph (88 km/h) and the 8-9
and 9-10 shifts complete.

5. Brake very gently to a complete stop and hold the foot brake for five (5)
seconds.

6. Shift the transmission to Neutral. Wait 1 second.

7. Shift the transmission to Reverse. Wait 2 seconds.

8. Shift the transmission to Neutral. Wait 1 second.

9. Shift the transmission to Drive. Wait 2 seconds.

10. Repeat Steps 3 through 9 six (6) additional times. After the final step, place the vehicle in park and cycle the ignition key off. Wait 3-5 minutes before driving.

Given the complexity of the TCM control strategy, the engineers made every effort to allow for partial operation of the unit under most failure conditions.

Would switching back to stock tune and then again to Ford performance tune accomplish this?

 

[OldHippy]

Do these recommendations sound familiar? We've discussed them on this forum for quite some time. Seems we were on the right track. This 12 minute video covers the bases pretty well. Clear explanation of each issue and corrective action to take to prevent failure. I pulled a quick synopsis of each recommendation.

5 Hidden Ford Settings That Save Your 10-Speed (Before the $9,000 Bill)

4 of them Ranger owners can and should do. Here are the 5

• Change your transmission fluid temp gauge to digital to monitor real temperatures. The needle (analog) gauge is designed to mask high temperatures. By the time it moves it is too late. (F150 only)
  I added a Scangauge to monitor transmission fluid temps.
  
  
• Disable Auto Start Stop (A transmission Killer) - in Forscan, or pull the BMS Sensor plug. Stable fluid pressure is key.
  
  
• The Skip Shift Eliminator - In Forscan, PCM Module - Disable the Progressive Range Selection - Skip Shift Logic (skipping gears destroys clutch plates)
  
  
• Adaptive Learning KAM (Keep Alive Memory) Reset - Every 10K miles or fluid change, Clear the KAM
  
  
• The Tow / Haul Default - In stop and go traffic, high loads, or hilly terrain, switch to Tow Mode immediately
  
  Maintenance that goes along with the above
  • 30K miles - Fluid and filter change
  • 10K miles - KAM reset
  • Constantly monitor Fluid Temps Spikes > 210F in normal driving, replace thermal bypass valve. $50 part, 20 minute job.
  • Remember excess heat causes CDF drum expansion, resulting in sleeve slipping. Keep fluid temps under control.

5 Hidden Ford Settings That Save Your 10-Speed (Before the $9,000 Bill)

Makes sense. Thnx.

 

[mtsoxfan]

Thanks, for those like me who are uniformed, what are low soc warnings and load shedding? And where is this sensor plug?

BUMP... Can anyone answer?

 

[OldHippy]

BUMP... Can anyone answer?

I was trying to research and find the answer to those Exact questions. Still looking .

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