Are y'all high? One of the best things to happen to Ford and GM is the 10R80/10L80/10L90. Any given vehicle with a 10R80 will easily outperform the same vehicle with a 6R80. The gear spread in a 6R80 is barely better than an old 4 speed other than its aggressive 1st gear. A 8L90 has nothing on a 10L80, and especially a 10L90. I feel that you're biasing your favorite brands and looking to take shots at Ford. People have run deep single digit times with stock 10R80's. Faster than the times the ZF has produced. They are far from weak.
If we want to call spades, spades, and keep it real, maybe GEN3 Hemi is a POS. Lets see, it mods like ass even in 392 ci forum. How pathetic are the #'s it makes for an engine with a 4.09" bore. That's approaching a LS7's bore. I mean you can make more N/A HP with a factory sealed, 307 ci, GEN3/GEN4 Coyote than you can a H/C/I 6.4L GEN3 Hemi. H/C/I/bolton GEN4 LS, and GEN5 LT blows H/C/I/bolton GEN3 Hemi out the water. It takes bewst's to make a GEN3 Hemi run real hard. On top of that the 5.7L Hemi's have a major oiling issue. At idle they starve the cam of oil, and over time the cam lobes, and lifter rollers will start to eat each other if you idle them too much. I feel that used police Chargers won't be as wise an investment as the old, reliable P71 Crown Vics. I know someone with a 14 Ram 1500 who's replaced his lifters twice in 150K miles. With GM their DOD lifters are crap, but with Dodge all their lifters are crap.
GM's AFM/DFM engines are clusterfooks. I mean what a chit show they've made, but GM keeps doubling down on the same crappy system, with the same crappy, collapsing lifters that they introduced in 05 with the LS4. Look, I love GM like I love Ford, but they do that BS. They let problems slide without fixing them, hoping that the warranty will expire before a problem happens. LS7 had faulty exhaust valve guides in 06, and they still had them in 15. WTF? GM took one of the most reliable engines ever in a GEN3 LS based engine, and made it very unreliable compared to its competition with the GEN4/GEN5 engines using DOD. And no, deactivating the AFM/DFM doesn't necessarily fix the issue. I know a guy who had a stock 16 Camaro SS who had a lifter take out his cam. I think he was at about 50K miles. It was a M6 car which means it didn't use AFM, but the hardware to run AFM is still in the engine. A LT1 is a LT1 regardless of what transmission it has. Deleting AFM will fix the issue, but to do so will cost you $2,300+ if you're budgeting, and taking the cheap route, and you're capable, and willing to do the labor yourself. I know another guy who bought a new 21 Silverado LT Z71, and GM had to buy him a new L83 at only 3,100 miles do to DFM issues. That is some BS. At least it wasn't 36,001 miles.
Ford biggest issue gas long been their timing setup. Going back to 5.4L 3V the cam phasers like to start to go bad fairly regularly. Not quite the death sentence for an engine like poor oiling, and collapsed lifters, but not something that you want to allow to go on for too long before getting them fixed. Ford seems to have fixed most of their cam phaser issues with the 21+ engines. Your GEN3 F150 Coyotes can burn excessive oil due to the factory plasma line cylinders having too rough a finish that doesn't allow the rings to seal properly. Time/hour on the engine often times fixes this as things wear into themselve, but also many have had excellent results fixing this with about 2 oil changes that use a moly treatment.
All OEM's have their problem area's. You can't have your cake and eat it too. You want things faster, more powerful, more fuel efficient, but then you want it more reliable? You must be from perfectland. Here in real world things rarely work like that. These modern vehicles can be pretty reliable, but you have to maintain them properly. Regardless of brand change your F'in oil at no more than 5K intervals, and that's assuming your running a synthetic. You've got oil being used for way more things, and things with much tighter tolerances than were in vehicles 20+ years ago. Fords cam phasers (and other OEM's with VVT) need oil. Even your 5.4L 3V Tritons are pretty damn reliable if you keep it maintained with frequent OCI's using quality oil and filter. GM and Fiats lifters that collapse to deactivate your cylinders use oil as hydraulic fluid to collapse them. Keep your oil clean, and don't let it stretch out to being dirty and broken down. You don't need dirty oil getting into these complicated components that have tight tolerance in them. Same with a 10R80/10L80/10R140. They aren't unreliable in and of themselves, but their is a good bit going on in them, and there's nit much clearance in them. The valves in the valve body getting stuck from trash in the fluid is the most common trouble issue with them. You want to make them have the best chance for being a trouble free transmission is to drop the pan at 30K miles, put a new filter in it, and I recommend adding a pan with a drain, and every 2-3 oil changes just drain the transmission pan and put new fluid in it to keep fresh fluid being cycled through it. When you change the hydraulic fluid/transmission fluid for the first time in your shiny new tractor do you not notice some particles and glitter there? If your tractor has a screen in the transmission how does it look on the first change? There's a bunch of moving metal that has to wear into itself so after it's broke in good then change the fluid/filter/clean the screen. Same with a new 10 speed Ford or GM trannies. I'm not saying flush it, but when everything is broken in good clean the trash out of your advanced transmission. Having to maintenance the 10R80 more than say a 4R100 or 6R80 is a bummer, but the benefits of a 10R80 way outweigh then negatives.
