Some R10s were replaced by the R46s in the late 1970s.
While the remaining cars may have been considered the second worst operating revenue service car during the 1980s based on MDBF (Mean Distance Between Failures), doing better than only the R46s, many R10s outlasted the newer R11s and R16s, as well as a number of R27s and R30s.

The remaining R10s were replaced by the R68s and R68As.
The last train of GE-powered R10s and non-overhauled WH-powered R10s ran on November 10, 1988, ten days short of the 40th anniversary of their debut.
The rebuilt WH-powered R10s were withdrawn from March 1989 to September 8, 1989, when the last revenue service train ran on the C. On October 29, 1989, a train of R10s (3018-3203-3182-2974-3143-3045-3145-3216) led one final farewell excursion run on various IND-BMT Division routes, including the then-new IND 63rd Street Line.

After retirement, most cars were sent to what is now Sims Metal Management's Newark facility to be scrapped and processed.
Most R10s were scrapped by June 1990; the last R10 to be taken off property was 3081, the last GE-powered unit in existence.
The car was scrapped sometime in 1993.

Two cars have been preserved:
Car 3184 has been preserved by the Railway Preservation Corp. and was previously displayed at the New York Transit Museum.
It was repainted into its original two-tone gray and orange striped paint scheme, similar to R7A 1575.
The car was restored to operating status in 2017 and has been operating on New York City Transit Museum-sponsored excursions since July 2017, specifically on the Train of Many Metals (TOMM).

Car 3189 has been preserved by the New York Transit Museum.
The car had an experimental 3-passenger transverse fiberglass interior seating installed in 1969.
It was retired from revenue service in 1984, but was later repainted solid blue and used as a Road Car Inspector School Training Car at the TA's Pitkin Yard in Brooklyn.
This car is currently undergoing restoration at the 207th Street Yard.
Some R10s were replaced by the R46s in the late 1970s. While the remaining cars may have been considered the second worst operating revenue service car during the 1980s based on MDBF (Mean Distance Between Failures), doing better than only the R46s, many R10s outlasted the newer R11s and R16s, as well as a number of R27s and R30s.
The remaining R10s were replaced by the R68s and R68As. The last train of GE-powered R10s and non-overhauled WH-powered R10s ran on November 10, 1988, ten days short of the 40th anniversary of their debut. The rebuilt WH-powered R10s were withdrawn from March 1989 to September 8, 1989, when the last revenue service train ran on the C. On October 29, 1989, a train of R10s (3018-3203-3182-2974-3143-3045-3145-3216) led one final farewell excursion run on various IND-BMT Division routes, including the then-new IND 63rd Street Line. 
After retirement, most cars were sent to what is now Sims Metal Management's Newark facility to be scrapped and processed. Most R10s were scrapped by June 1990; the last R10 to be taken off property was 3081, the last GE-powered unit in existence. The car was scrapped sometime in 1993.
Two cars have been preserved:
Car 3184 has been preserved by the Railway Preservation Corp. and was previously displayed at the New York Transit Museum. It was repainted into its original two-tone gray and orange striped paint scheme, similar to R7A 1575. The car was restored to operating status in 2017 and has been operating on New York City Transit Museum-sponsored excursions since July 2017, specifically on the Train of Many Metals (TOMM).
Car 3189 has been preserved by the New York Transit Museum. The car had an experimental 3-passenger transverse fiberglass interior seating installed in 1969. It was retired from revenue service in 1984, but was later repainted solid blue and used as a Road Car Inspector School Training Car at the TA's Pitkin Yard in Brooklyn. This car is currently undergoing restoration at the 207th Street Yard.
R10 (New York City Subway car)