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Upgrading & Addressing the 10L1000 "Allison" 10-Speed | Jared Ewert

Upgrading & Addressing the 10L1000 "Allison" 10-Speed | Jared Ewert

Diesel Performance Podcast Apr 05, 2026 29 min
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About this episode

Jared Ewert joins Diesel Performance Podcast to break down the GM/Ford co-developed 10L1000 “Allison” 10-speed and why it earned a bad reputation. He explains key differences from the traditional Allison 1000, including drum/clutch material issues on earlier GM units, valve body and bushing failures, and why forums can exaggerate problems. Jared also covers common upgrades (hard-anodized drum, clutch pack fixes), torque converter/pump serviceability, and what Suncoast training taught him—plus a funny story about a 3-liter turbo failure during R&D.

Topics: 10l1000 vs allison 1000 differences gm vs ford 10-speed failure causes early gm valve body issues drum and clutch material upgrades bushing failures and transmission carnage forum reputation vs real-world failures trans tuning and calibration impact torque converter and pump serviceability suncoast training and r&d process 3-liter turbo mishap during testing
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Welcome back everybody to another episode of the diesel performance podcast. My name
is Anthony Bernini and I am here with my co-host Chris Emke. Chris, how we doing?
I'm doing good now that you stop talking. I don't like your tone. You said,
hey, get this intro done and then you turn around and you just the look you're giving me.
You did great. No, shut up. I don't believe you for a second. Hey,
let's quit bullsion. We've got business to handle. I know. I know. I'm excited. I'm,
we're here today. I, how do I want to put this? We've been dealing with Allison's
for a long time at the shop. I would not call us knowledge leaders, but I would say we're
resident experts in the Allison five and six speeds. You know, I've been dealing with those
for many years, but the industry is evolving, right? And now we're getting into some of the
10 speed stuff. And today we have, you know, Jared, Jared, how you doing? How's it going?
I'm excited. So thank you. But you have a little bit of experience and getting into some of the
10 speed stuff. Yeah. Yeah. Went down the Suncoast and got learned up by the guys over there.
Okay. They were really knowledgeable. Spoon fed us a lot of information on where we should
bring our program. Okay. And then so just for kind of the listeners at home, you know,
you mentioned we are going to be touched on Suncoast. What is your background? Just so the
guys at home and all the listeners know who you are, what you do, your background, everything
like that. Are you just doing 10 speeds or kind of where'd you come from with the Allison stuff?
Yeah. So I've been our five and six speed builder for the last four years and been here for four
years and moving on to the 10 speed now. How many transmissions do you think you've built over
the years? He knows. Hundreds and thousands. Yeah. A lot. About three or 400. Yeah, 1000.
Is that something like that? Is that a real number? Yeah. Really? Six or seven? Yeah. Five or
10. Yeah. So you've seen a lot of what goes on in the five and the six speeds. And I think, you
know, depending on where you've come in into the diesel world, I think a lot of guys put the five
and the six speeds on a pedestal of being robust, reliable, you know, being able to handle some
power and all true. I fall into that category myself. But we also have had 20 some years with
those transmissions where the 10 speeds we haven't had as much. Yeah, absolutely. I think the 10
speed has yet to prove itself. I think it's gaining a bit of a bad rep. But I think that bad rep
is really generated from online talk. Yeah, I want to dive into that too, because I feel like where
the 10 speed has its bad rap and where like an old five speed has its bad rap, two completely
different problems. Totally. You know, one being more valve body related, not necessarily internal
faults versus, you know, the old five speeds, you know, you get an incorrect fifth gear, and that's
a trans rebuild, man. Like that's everything. Yeah, but we'll dive into that a little bit more.
The one thing that I read a lot about online is that the 10 speed is not a true Allison
transmission. So give us a little bit of background there. What's the what's the foundation of the
10 speed? Who is it shared with and some of that? So it's absolutely not an Allison 100% 100%
not an owner. Yep. Basically, what GM did was a partnered with Ford, they co developed this
transmission. And GM in their, you know, their wise decision making, they decided that they wanted
to carry on that nameplate, even though they had sold their Allison company company off. They, they
took it to Allison's test testing grounds, took the transmission through its paces. It passed their,
you know, what they call, you know, their Allison proven, what certificate or whatever. And they were
able to put that nameplate on the transmission. Gotcha. So it was like Allison has its own testing
parameters to be considered an Allison or what? No, they just have like a, they have like a guideline
of what they like to see in a transmission. Okay. And GM took their, you know, their truck out there
and, and, and, and put it through the paces and it, and it passed like they've got a QC process or
something something along those lines. You know, I'm not privy to those details. I have no idea
exactly what they did. But I do know that Allison was okay at the time with giving it that name.
Now, as far as the co-op goes between Ford and GM, they're not the same transmission, like they are
and they're not, there are differences inside. Correct. They're fraternal twins. Okay. So I guess
that the thing that I run into is is I don't, maybe I'm just living under a rock, but I don't hear the
stigma around Ford 10 speeds failing to do the GM. You don't at all. So is that, is that calibration
or are there those hard parts? You say they're fraternal twins, but there needs to be some sort
of differences that would make one robust than the other. Not like, where did GM turn for the
worst? So we're starting to see Ford failures. Now they are becoming more prevalent. The reason why
we were seeing 10 L 1000s or Allison, as they call them failures earlier on was that GM didn't
spring for certain hard part fixes that Ford had. Now, would that be like the drum? Yeah. So the
drum is both for Ford and GM, they're both aluminum. Ford saw a problem with that and they made their
clutch material out of a different, a different kind of grade. I don't know if it's like,
I don't know the exact details on how they made their clutches, but it is a softer material that
doesn't mar up the aluminum as much as the GM does. So the hubs themselves or the drums
themselves are similar, but it's the clutch and steel material that's different. And that's what
causes on the GM side to eat away at the drum itself. Correct. Okay. And then what about valve
body stuff? Yeah. I don't know enough about the Ford valve body to go into detail on it. However,
I do know that they did not have the thinner worm tracks or like channeling in the valve body
that the early GMs did. After 2022 GM rectified that with, you know, thicker valping in there.
Okay. Yeah. So is that, I guess, you know, when I, when I hear of like 10 speed issues, like I,
I mean, it can go both ways, right? I'm sure there's going to be listeners that say, no,
I got a 24 or 25 and I'm having problems, but I feel like the GM issues were more prevalent in the
20 to 23 era, necessarily more so than the 24 plus. Yeah. And that's going to be that valve body
issue. Yeah. Like I was just talking about, but and that's been rectified. However, we're still
seeing other issues coming up. And honestly, I'm seeing some issues where guys are getting them
off the dealer. And you know, they've had it for a couple months and they're already having issues.
That's crazy. Yeah. Especially with what the cost of the truck is these days. Oh, yeah. Yeah. And
you're starting to see like lemon law things come into effect. Well, the question I kind of have,
and I lean on you a little bit, Chris, is when somebody's calling in, because I know I get a
lot of questions on the pre-tuned TCMs and guys are saying, Oh, does this trant tune,
trant tune fix my issue? When guys are calling in about their trance, and I'm not saying they're
griping about it, but they're asking things, are there certain characteristics of phone calls or
guys are calling in and they do end up having trans issues? Like is it just slipping? Like the
old school you get an incorrect gear ratio or what are what kind of trance calls are you getting?
I guess I've been very naive to any of the 10 speed stuff. Like any of the trance tuning that
we're doing, it's probably for a customer who's already tuned or wanting an engine tune or maybe
they have a turbo upgrade and they're wanting to improve the shift scheduling around the bigger
turbo or the bigger tire. I don't really get too involved in trans diagnostics. So I guess that's
where, you know, I'm a little green to this, right? Because it is a little new on my end. But
I guess we tune a lot of 10 speed trucks, right? I don't hear of the guys that are having 10 speed
failures. Like what I read on the forums and what I see on one of the Facebook groups versus
our real world and our real life are two very different bits of information. So,
you know, I'm not saying that, you know, the 10 speed, you know, is a problem. But
for the one guy who has a 10 speed issue, I got 10 other guys who are running making 650 horsepower,
no issues. Yeah, you know, the flip side of that is is not to, you know, pour me but, you know,
you can go on the Cummins pages and you can hear and see all these guys with the valve tick and
the lifter ticks at two, 300,000 miles. And my truck's got 60,000 and it's shit the bed, right?
So it's six and one half a dozen in the other in that sense, right? Just who are you around?
Yeah, if you stay on the forums, you're going to learn to hate the transmission.
Yeah, before even giving it a try potentially, you know. Yeah, I mean, if you look at like the
first year, you know, LB seven, five speed, right? How much horsepower was being thrown at that
transmission? Yeah, 260 brake horsepower. Yeah, brake horsepower. And then look at what you're
putting at like a 2025. 450. Yeah. Yeah. I mean, the torque, let's talk through the worst part,
let's talk about torque, right? You're talking 500 foot pounds versus 1000 foot pounds.
Night and day difference. Yeah, yeah. So it's a pretty robust transmission.
I think it gets a lot more hate than is deserving. Yeah. I think with some of the fixes that we're
working on, the industry is working on were, I think it's a night and day difference with
the transmission, honestly. Now, I guess being that, you know, you're a builder, right? You're
in there, you're playing. Yeah. How does the 10 speed stack up to a traditional Allison 1000 as
far as the drums, the clutch counts, the hubs, if you will, the planetaries, are they still called
planetaries? Teach me. Yeah. But like, what's the comparison? What's the differences like?
There are still planetaries. Yeah. Yeah. There has to be a planetary gear set in a,
you know, automatic transmission, but they are two complete different worlds with the Allison
and the 10 on 1000. They're really no shared components really. I mean, yeah, you got planetaries,
you got a pump, you got clutches and seals and whatnot, but they are genetically completely
different. Definitely. You can tell it's GM engineered versus Allison engineered for sure.
For the better or for the worse? Well, it's not a 4L. Now, input shaft, I mean, Allison 1000s have
always been known for having really robust input output shafts and immediate shafts. I mean, you
know, the 10 speeds, they have pretty decent size input and output shafts. They're extremely robust.
The input shaft is also the intermediate shaft. So it's one piece? Yep. It's one piece. And I mean,
it's like the length of my leg. And yeah. And right now, those have not been known to fail.
Okay. As of yet. I mean, I don't know what we're pushing right now. I think we're at like, what,
800 horse? Yeah. About with the, yeah. And so far, they have not given way yet.
Has there been any stock components or to backtrack, you talked about your trip down to Suncoe,
so I take it you guys split like a stock went apart and rebuilt it went through all that stuff.
Was there certain upgrades or stock components where it was just like, Oh, it was a matter of time
before it fails versus like, Hey, here's what stock and here's what we're going to upgrade when we
start building transmission. Like you're talking like the C the C three clutch packs or something
like that. Yeah. Um, the the name the name ones that are going to go are going to be the CDF drum.
Okay. Is that that was a drum that we were just referring to? Okay. So that one's always going
to go. Even on like low mileage trucks, you can see chatter marks. Pretty bad. What's the remedy
for that? Is that different clutch material? Or is that a new drum? Well, Ford did the different
clutch material right now. No aftermarket is providing a different clutch material for the
the GM one, unfortunately, and their different spline count, of course. Gotcha. Yeah. But right
now, you've got a hard anodized coat on the drum. That is a couple different companies
are providing that and then a couple other companies are doing like a steel insert into the
drum. Yeah, I saw that. Yeah. Yeah. Okay. Yep. So that that's one issue that has been rectified.
The other one is going to be your clutch. That one is known to burn up. And what they do is they
machine out that drum and make it so that you can get I think a dish two additional frictions in there.
So, you know, and what's the drum for? Gosh, a lot of different gear ratios.
Utilized and a lot of okay. So the 10 speeds are similar to like the the five and six speed where
it's a combination of hubs that form a gear. Okay. What about the clutch fails or like what when
they just like to burn up? I think it's just too small of a clutch count for the amount of okay,
because if you look at like the the ship patterns that these are going through, I mean, pretty much
every single clutch pack is being used almost every single time. Interesting. So it's not like
you're you've got one clutch for for one speed. I mean, you've got one doing five, six, seven speeds.
Similar to like the C three is going out on the older ones. It's like a mix of
maybe a few different gears and just not enough clutch count there to make happy. Yep. Exactly.
But again, you know, 400 horse, it could probably live for a bit. But I'm sure as you start to see
these things, especially I would I'd be curious to see like what a 10 speed looks like a bone stock
10 speed no to no nothing with like a couple hundred thousand miles on it towing miles and
then pulled apart. Yeah, right. A hot shotter would be a good guy to pull that off of. Yeah,
definitely. But another thing that we're seeing is, you know, the valve bodies, the early valve
bodies are a failure, failure point. And basically, what we're doing is in our program, we're basically,
if you got an early valve body, we're pulling it and we're not rebuilding it. Just it's a
ticking time bomb. Another one is bushings are just they go bad. And they they don't just go bad,
they like implode. Jesus. So in the valve body? No, no, no, in the transmission. Yeah. Yeah,
they they feel pretty bad. I got a core that I tore down the other week and every single bushing
and it was bad. Is it comparable to because I've had had do a lot of phone calls over the years
and Chris, I know you have to where guys will send cores and like, Oh, I was driving the truck,
you know, just started slipping. And actually, you know, there's like a needle bearing that went out
and shit all over the transmission. You got to make that phone call saying, Hey, the pump scored,
the case is scored. Is it the similar kind of failure when the bushings take a shit? And it's
just all over the place? Or what is like a bushing failure look like? Bushing failure is going to be
like, yeah, definitely damage on your hard part. So your planetaries are going to suffer.
Your input shaft is going to suffer. You know, the pumps on these ones are going to be
less detrimental, because they don't operate like the Allison 1000s pump did. But um,
yeah, it's going to be some carnage, basically. And when they grenade, yeah, you're looking at
that. Don't even send your corn at that, at that point. Not even worth it. Not even worth it.
How, how has, how has it been built in the 10 speed? Like, this is kind of like an unfair
question. Like, what would you prefer to build? Because I know the 10 speeds new, so it's probably
exciting. But like, yeah, definitely. Is there like a longer build count, like the time to build
the 10 speed? Is there that many more pieces there just naturally thinking like, Oh, it's a 10 speed,
there's more of like, what does the time look like building one versus the other?
Yeah. Um, you know, I haven't, I haven't honed it in yet where I'm like, you know, really dialed in
and I'm like, you know, a well, well, well machine with the 10 speed, like I was with the five and
six speed. Like you are not was Oh, yeah. Yeah. Yeah. Yeah. Sorry. Of course. Yeah. Naturally.
But, um, yeah, um, the time is similar and different in some aspects, like, um, for a 10
speed, you, you, you think that there, there's just so much more to it. Yeah. Um, but like,
part count wise is probably in the same ballpark. Really? I would say, yeah. That's what I think of
is, yeah, maybe it's just, it's ignorance, but it's like, no, there's, there's four extra gears.
Where do they go? It's like, well, that's not like, that's not necessarily the case. Yeah. So
mentally, I'm thinking like, Oh, there's got to be a shit ton of extra parts. There might be only
one or I'll call them hubs, right? There might only be one or two more hubs, but it's how those
hubs are formed. That's what forms the gears. So yeah, do you look at the 10 speed versus like a
six speed or just a 1000 in general? They're not like that much different in size. You know, I mean,
with the 10 speed, the parts are a bit bigger. Okay. Is really what it is. And, and yeah, of
course, you've got one extra planetary from the, you know, five, six speed to the 10 speed,
but other than that, like everything's just a little bit bigger. And yeah,
time right now is just trying to figure it all out and make sure that
you're not missing anything. That's the main priority. Really? I mean,
when we, when we talk about R&D, which is it's not like this product is live on the market
today or anything, but I mean, when you guys went to Suncoast to do the training, like that was
eight months ago now, you know, and there's been 10 speeds in the shop that you've
broken apart, put back together to finally having like a trans that, you know, you felt good about
right the shop, you know, the company felt good about right to put in a truck and start getting
miles. And now we have a second test unit getting done. You know, so it's, it's cool how, you know,
this stuff does take time and you have to really understand the mechanics, you know, the architecture
of what you're working on to be able to get into this. Yeah, absolutely. But, you know, it's,
it's cool to see that, you know, the company is a whole you yourself building the five and six
speeds for as long as you have now kind of breaking ground into the 10 speed stuff, staying true to
the GM foundation or roots, if you will, definitely. But it's just crazy to see like they are completely
different. When he was down at Suncoast, yeah, was, you know, what did you do? And I don't,
it's very open ended, but of course you're down there to learn. Like how many days were you down
there? What did the first day start out at? Like, what was the whole trip like? Yeah. So
class entail, per se, shout out to the Suncoast team, Montana, Jake, Blake, the boys. We basically
just repped. We would tear down, build it back up, tear it down, build it back up. We were down
there for four days of learning, and then, you know, trip total, we were out for five or six
days, whatever it was. But I've heard Blake likes to take long lunches and, and throw them back.
Blake likes to party.
Putting it lightly. Any, any one person, any of the shop owners, shop guys that I've talked to
across country that have gone down for that has said, please be prepared for that.
What's funny is, I don't think we did a single lunch with Blake. We did lunches with Montana
and Jake, and they like long lunches too. Oh, so it's just, in Florida, man, you're a leisure,
they're just enjoying it. They're living on Florida time, man. They're, it's a little jealous,
little envious, not gonna lie. Yeah, no, but Blake likes long dinners. Okay. Okay. Shout out.
Anyway, um, yeah, it was just a lot of reps, um, tearing them down,
building back up. We even did tear, tear a new attend, a four 10 speed,
just to kind of see the, the similarities, definitely from the same genotype, you know,
you could, you could say that. Did you, and you, when you were down there, I think might
be mistaken here. Did you get into any of the 68 stuff as well? Or you guys didn't,
we did, we did actually. Yeah, we tore a new a 68, built one, um, just for basically shop
knowledge. Okay. It's good to know about, you know, doing Diag and whatnot. Yep. Yep. Yeah. So
it was good to learn a lot about that too. Um, yeah, it was just really kind of hearing about
their learned experiences of what they see fail and really more so what they don't see fail.
And you kind of, kind of learn more from that. Hearts where maybe, you know, hey,
let's spend your money upgrading these parts and that, Hey, this is perfectly fine in stock for
others. Don't even waste your time with us. Yeah. So I mean, that way you're building a good
product, but you're also not trying to bullshit or mess around with your customer. And Hey,
it's no different than shaves on certain Allison's like, Hey, at this power level,
like you're, you're burning money to do this, like save your money and put it towards here.
Right. I always found it funny in the early stages of the 10 speed stuff, you know,
guys were having trans issues and you know, trans tuning wasn't available, right? And they're
like, Oh, I'm going to XYZ to get a built 10 speed. And it's like, you're going to spend
how much money on a 10 speed when probably half your problems are calibration related because
it's not accounting for the power, the turbo, the tire, these different things, right? So
I feel like the 10 speed world has, has been able to be further developed much quicker now
because of the tuning that can support to kind of help alleviate some of those stresses. Yeah,
you're starting to see kind of like each failure point and where they are mapped out at and then
you're pushing the truck and seeing, is this the truck side or the trans side? And you're kind of
working hand in hand with that, which is cool. You know, like, like our off IP just today,
we're able to push a little higher, you know, so that's cool. Now, how about, how about torque
converter? So we haven't really talked about the converter much. How does the torque converter
size compared to like an, like an Allison 1000? Yeah, the snout is massive. Really? Yeah. And
the snout being because that's what accepts the input shaft. Yeah. So is the input shaft significantly
bigger in diameter? No, really, not really. No, which is the snout in general, which is bigger.
Yep. Yep. Yeah. And that, and that is dropping in and then driving the, you know, the pump and
the stator and everything like that. The pump is an interesting point in the 10L. It's in the pan
instead of actually being in the body of the trans, which I think can you gain access to it from
like the valve body pan arena? Really? Yep. So if you have a pump go out, I feel like that's more
accessible. Yeah. Yeah. So those ratio tech kits that I see are the, is that the, they put those
in the pump. So you just pull the pan down? Yeah, that's, yeah, that is one thing on the market
that you can do as a ratio tech kit. This is pretty early, like before the trans tuning came out.
Yeah, that was our, those are get out jail free card. Yeah. Yeah. Yeah. And that, that's literally
just dropping the valve body and dropping that pump. Yeah. I guess that explains. So servicing a
pump on one of these is a few hour, three hour job. Yeah. Yeah. Yeah. Like way more ideal than
dropping the whole trans for a pump. And that's where you're leading towards when you said GM
engineered it, not Allison. Let's see what you're doing there. They work smarter, not harder. Sure.
But overall successful trip down to Suncoast. Absolutely. How many, so you said you tore the
trans down to build them up to talk one or two times? How many times would you say?
Um, I think we did it probably like two or three times a day. Oh, wow. Something like that. Yeah.
Four days. Yeah. Oh, yep. Also include a little bit of 68 time in there and also include a little
bit of, um, we checked out the ZF, uh, what is that, the power line? Yeah. The eight speed. Yep.
What'd you think of that? Beefy. Yeah. Yeah. Robinson. Things are stout. They drive nice.
Yeah. That's like a freaking tank. I would know. When you were down at Suncoast, what was,
what was something that you took back with you that you were most surprised by out of anything
you learned? Hmm. That's a really good question. Um, what I learned most is definitely that, uh,
three liters are trash. Shots fired. Three liter transmissions, 10 speeds, like where are we at?
Three liter turbos. Okay. So there was, there was a little background there. We could get into it. So
you guys, the shop has a 22 shop vehicle, right of sorts. Three liter. And you guys took that
down there. We did. And, uh, halfway through or three quarters of the way through. Three quarters.
Yep. It went naturally aspirated. Now whose fault was that? Uh, I got some mixed feelings.
That would be, uh, shop manager DJ. Shop manager. Super, super tech manager DJ. That wasn't even
driving it that hard, dude. I heard he was like a hundred mile an hour thing was singing.
Check's out. No, more like 85 and he towed in just a little bit to get around somebody and, uh,
poof. Yeah, poof. You sure? This is a perfect platform to throw them under the bus if you
really want to tell us what happened. That was really what happened. Okay. Yeah. So I mean that,
that's pretty much the reason behind all the R and D for a new dropping. Was that, shout out DJ.
Yeah, shout out to DJ. Thanks for jumpstarting. Yeah. Yeah, left us stranded in a Birmingham,
wait, Birmingham or was it, I can't even remember. Definitely Birmingham, Alabama.
Ball places. Yeah. Ball places. Yeah. Alabama's cool, but I mean I'd rather be like
broken down somewhere else. Yeah. She was unfortunate. It was late on a Saturday night and
nothing opens up until Monday. Really? Really? What'd you guys end up doing?
Hired a tow truck driver to drive us all the way down the sun coast. How many hours was it?
That was like, oh gosh, I want to say like a three and a half, four hour drive. Damn. So
who's in the middle seat? You. I was in the back seat. Okay. I don't know if it was a bench seat
or not. So all the 10 speed stuff, whether it was four GM, the eight HP stuff, 68 stuff,
and your most promising memory is blowing up a turbo in a three liter. No, I think, I think
honestly the biggest takeaway is like the 10 speed is definitely more stout than I had anticipated.
From just you talking about it, I feel that the 10 speed is a little bit more of a robust
transmission than it's, you know, five or six new predecessors. But well, there's more moving parts
things like that, but I feel like the aftermarket and just people commenting and making claims to
things that they might not necessarily know gives it a bad name. Definitely. Definitely. It's
definitely got a reputation that it doesn't deserve. Gotcha. Yeah. I think it's very cool that a company
like Suncoast is inviting and having people down where it's like, Hey, we've been studying these
things for a long time. Let's get you down here. Instead of gatekeeping a bunch of knowledge,
they're sharing it. Let's get everybody on the same page. Let's all do this stuff together
and build a name brand and reputation and share the info. I feel like a lot of companies though
have been kind of pushing that let's all work together instead of living on an island. And I mean,
that's how it was years ago. No. Yeah. I mean, it still is to a degree. I think COVID broke that.
I feel like everything kind of turned shape. You still have some companies that are gatekeepers
and live on their own like island of sorts. But you know, I feel like it's a little bit more of a
collaborative like, Hey, let's work together for a greater cause and let's work together for this
purpose instead of, you know, let's make the industry better. Let's not am better than you and
I'm going to keep this information. So anything we can learn and grow from each other. I thought
I was really respectable that, you know, that was the when when Blake had reached out the
an event that we were at a few years back about this. I'm like, you guys are doing what?
That's crazy. Yeah. That's that's absolutely insane. But it's worked out well for him so far.
It's a big table. Everyone has a seat at it. Yeah, 100%. I like that. Yeah. There you go. Big
table. Big table. Everybody's got to eat. Yeah. Cool. Yeah. Well, we appreciate you taking the time.
I would really like to do a follow up to this. Sure. Maybe maybe Anthony and I can have the
privilege of driving a built 10 speed and kind of get some feedback and, you know, maybe we can
have you back on once you back into a few more of them and do some comparisons. Absolutely.
Awesome. I love it. Cool. Cool. Thanks, Jared. Thank you guys.
Chris, how are we doing? I'm doing good now that you stopped talking.

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