New TSB - Harsh Shifts - Covering (After 8-16-22) 22-23 Rangers Only

[Dereku]

My replacement trans was early 24. Great. At least the trans comes with a build in trash can I can stuff it inside itself next time.

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[gilbert77]

My ‘22 had the drum replaced in March ‘25.

transmission is better but something still isn’t right.

Replaced the drum in March ‘25. So this TSB shouldn’t? affect me?

 

[airline tech]

My ‘22 had the drum replaced in March ‘25.

transmission is better but something still isn’t right.

Replaced the drum in March ‘25. So this TSB shouldn’t? affect me?

I would check the - Service Ticket and see the - F-Clutch Plates were replaced with the CDF Drum or did they reuse them and was the valve body properly cleaned
You could still have the (OE) plates installed
This TSB still falls back to the (Truck) Build Date

 

[Stevedbvik1]

My ‘22 had the drum replaced in March ‘25.

transmission is better but something still isn’t right.

Replaced the drum in March ‘25. So this TSB shouldn’t? affect me?

Can you post a copy of your repair order that lists what was done?

 

[ControlNode]

I got my `21 back from the transmission service, but the 1-2 shifts are way worse, I gave the 1k miles the tech said to give it. But it's not good, and way worse than before the service with a 5k trailer hooked up, but at this point I'm going to drive it close to the current warranty on the transmission ends (~70,500 miles) and just follow the meme below. So it'll be back in at that milage or when it dies (hopefully catastrophic enough to warrant full replacement instead of rebuild).

It feels like 1 fully releases unloading the whole drivetrain before 2 even grabs and the 2 is slow slippy as it starts to grab. Or 1 is too slow to disengage when 2 is grabbing and having 2 gears connected is causing a moment of internal binding, maybe the computer seeing that and disengaging both and slowly retrying 2. It feels like rear end/drive shaft and all are unloading during that shift and then hit when the power through 2 starts going through.

 

[Dr. Zaius]

Looked over the work order from when mine was rebuilt in September 2025.

I got the latest style CDF drum but different clutch plates.

Color me not surprised at all.

 

[Stevedbvik1]

Looked over the work order from when mine was rebuilt in September 2025.

I got the latest style CDF drum but different clutch plates.

Color me not surprised at all.

Is part # PC3Z7B177A on your work order?

 

[Dr. Zaius]

Is part # PC3Z7B177A on your work order?

Yes.

 

[Stevedbvik1]

Yes.

Great! That’s the updated outer shell or “trash can” . That’s what the latest TSB is addressing for the post cdf drum update trucks ( 08/16/22 and later production trucks).
So you “should” be ok in that aspect.

 

[airline tech]

Great! That’s the updated outer shell or “trash can” . That’s what the latest TSB is addressing for the post cdf drum update trucks ( 08/16/22 and later production trucks).
So you “should” be ok in that aspect.

From what I see and can determine is they are focused on the - F-Clutch Friction Plates

Noting that all parts diagrams - unless they are slow to get updated to reflect it

They are quietly - UPDATING the F-Clutch Friction Plates to a new part number (More Robust)

The prior and still valid TSB: Uses PN: HL3Z-7B164-D, this number has had a few revisions over the years and would be the part number installed as directed by the TSB along with the CDF Drum.

Now - it APPEARS that with the new designed CDF Drum, system wide issues remain and they are upgrading the F-Clutch Friction Plate set - to address the issue
As of this post - they are not saying the older part number is (Defective) only it wears out over time and sheds material - thus clogging the valve body.

I cannot locate an exact release date for the new part number, even so those that have had the CDF Drum - Replaced they would have used the older part number of the friction plates as called out in the TSB (As Directed) I fully suspect that the CDF Drum TSB will get updated to reflect the new part number.

I think the reasoning for this to be specific to (After 8/16/22) is that the CDF Drum issue has already been addressed and this TSB - separates the issue to these specific plates whereas the prior TSB was specific to the CDF Drum and the F-Clutch was (Replace - If Needed)

Summary;

The CDF Drum (TSB) may have provided a new set of F-Plates, so a refreshed set or they left the OE Installed - Check Your Service Tickets for PN: HL3Z-7B164-D and at least you have a refreshed set.

I see a future (Revised) CDF Drum -TSB to reflect the new plate PN: PR3Z-7E133-A and until that TSB is revised - they will continue to use the other part number

 

[TJC]

I got my `21 back from the transmission service, but the 1-2 shifts are way worse, I gave the 1k miles the tech said to give it. But it's not good, and way worse than before the service with a 5k trailer hooked up, but at this point I'm going to drive it close to the current warranty on the transmission ends (~70,500 miles) and just follow the meme below. So it'll be back in at that milage or when it dies (hopefully catastrophic enough to warrant full replacement instead of rebuild).

It feels like 1 fully releases unloading the whole drivetrain before 2 even grabs and the 2 is slow slippy as it starts to grab. Or 1 is too slow to disengage when 2 is grabbing and having 2 gears connected is causing a moment of internal binding, maybe the computer seeing that and disengaging both and slowly retrying 2. It feels like rear end/drive shaft and all are unloading during that shift and then hit when the power through 2 starts going through.

Have you tried resetting the KAM and performed the Adaptive Learning Drive Cycle Procedure? It helped my truck. Smoothed everything right out. Anytime you change the fluid repair the transmission you should perform the procedure It resets and adjusts the transmission to the new
parts. Over time as your parts wore, the transmission adjusted timing to keep timings within tolerances. Your new fluid and parts are operating more efficiently and you need to remove the old settings and train it for the new. You think your mechanic would have performed this procedure.

See the attached PDF.

 

[Dr_Strangelove]

Well - this makes me feel less crazy. I have definitely noticed all is not well on the 3-4 gear on my truck. September 2022 build here. Thanks airline tech.

 

[Stevedbvik1]

From what I see and can determine is they are focused on the - F-Clutch Friction Plates

Noting that all parts diagrams - unless they are slow to get updated to reflect it

They are quietly - UPDATING the F-Clutch Friction Plates to a new part number (More Robust)

The prior and still valid TSB: Uses PN: HL3Z-7B164-D, this number has had a few revisions over the years and would be the part number installed as directed by the TSB along with the CDF Drum.

Now - it APPEARS that with the new designed CDF Drum, system wide issues remain and they are upgrading the F-Clutch Friction Plate set - to address the issue
As of this post - they are not saying the older part number is (Defective) only it wears out over time and sheds material - thus clogging the valve body.

I cannot locate an exact release date for the new part number, even so those that have had the CDF Drum - Replaced they would have used the older part number of the friction plates as called out in the TSB (As Directed) I fully suspect that the CDF Drum TSB will get updated to reflect the new part number.

I think the reasoning for this to be specific to (After 8/16/22) is that the CDF Drum issue has already been addressed and this TSB - separates the issue to these specific plates whereas the prior TSB was specific to the CDF Drum and the F-Clutch was (Replace - If Needed)

Summary;

The CDF Drum (TSB) may have provided a new set of F-Plates, so a refreshed set or they left the OE Installed - Check Your Service Tickets for PN: HL3Z-7B164-D and at least you have a refreshed set.

I see a future (Revised) CDF Drum -TSB to reflect the new plate PN: PR3Z-7E133-A and until that TSB is revised - they will continue to use the other part number

As I understood the latest TSB was to address the F clutches wearing into the un-anodized outer shell. With the updated outer shell now being anodized and supposedly harder could the updated clutches and plates be a different steel material more compatible with the anodized shell and not so much the friction material being changed?

 

[Titchadesh]

From what I see and can determine is they are focused on the - F-Clutch Friction Plates

Noting that all parts diagrams - unless they are slow to get updated to reflect it

They are quietly - UPDATING the F-Clutch Friction Plates to a new part number (More Robust)

The prior and still valid TSB: Uses PN: HL3Z-7B164-D, this number has had a few revisions over the years and would be the part number installed as directed by the TSB along with the CDF Drum.

Now - it APPEARS that with the new designed CDF Drum, system wide issues remain and they are upgrading the F-Clutch Friction Plate set - to address the issue
As of this post - they are not saying the older part number is (Defective) only it wears out over time and sheds material - thus clogging the valve body.

I cannot locate an exact release date for the new part number, even so those that have had the CDF Drum - Replaced they would have used the older part number of the friction plates as called out in the TSB (As Directed) I fully suspect that the CDF Drum TSB will get updated to reflect the new part number.

I think the reasoning for this to be specific to (After 8/16/22) is that the CDF Drum issue has already been addressed and this TSB - separates the issue to these specific plates whereas the prior TSB was specific to the CDF Drum and the F-Clutch was (Replace - If Needed)

Summary;

The CDF Drum (TSB) may have provided a new set of F-Plates, so a refreshed set or they left the OE Installed - Check Your Service Tickets for PN: HL3Z-7B164-D and at least you have a refreshed set.

I see a future (Revised) CDF Drum -TSB to reflect the new plate PN: PR3Z-7E133-A and until that TSB is revised - they will continue to use the other part number

Would decreasing the interval between drain/filling trans fluid be an appropriate risk mitigation strategy for those with the original F-Clutch Friction Plates?

 

[TJC]

Would decreasing the interval between drain/filling trans fluid be an appropriate risk mitigation strategy for those with the original F-Clutch Friction Plates?

IMHO. Absolutely. If you have a FitzStick keep a close eye on it.

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