A recent transmission by Ford to hit the streets is an upscale version of their 5R110W transmission called the 6R140W. This transmission is also referred to as the Torqshift® 6.
Introduced at the start of production for the 2011 model year, this newly designed full time six-speed transmission found its way into the F250 to F550 Super Duty truck models equipped with the 6.2L Gas Flex Fuel engine or the 6.7 Turbo Diesel engine.
These vehicles are available in both 2WD and 4WD configurations along with a Power Take-Off option.
This is one beefy transmission weighing in at around 350 pounds using the Lepelletier gear-train.
The 6R140W is electronically controlled by seven pulse width modulated (PWM) solenoids and uses an external Transmission Control Module (TCM) in diesel powered applications or an external Powertrain Control Module (PCM) for gasoline powered applications.
When the TCM/PCM detects a fault, Failure Mode Effect Management (FMEM) will be initiated and the transmission will enter fifth and reverse gear limp mode.
The transmission system is also capable of Tow Haul Mode which will provide all six speeds at higher shift points and also has manual shift capability.
Failsafe
If an electronic, hydraulic or mechanical transmission malfunction occurs, the PCM or TCM will turn off any current to the transmission. This leaves reverse and fifth gear as the only available gears and TCC will be unlocked. With SSB, SSE and the LPC Solenoids being normally high, fifth gear with maximum line pressure is achieved hydraulically when current is removed from the transmission.
Calibrated Solenoids
An interesting departure from its 5R110W predecessor is the use of calibrated solenoids. Each of the seven solenoids mounted on the rear of the valve body will have a band number on the solenoid to indicate its calibration.
The seven solenoids used are:
• SSA is a Normally Low (NL) solenoid which operates the Forward Clutch for first through fourth gears.
• SSB is a Normally High (NH) solenoid which operates the Direct Clutch for third, fifth and reverse gears.
• SSC is a Normally Low (NL) solenoid which operates the Intermediate Clutch for second and sixth gears.
• SSD is a Normally Low (NL) solenoid which operates the Low and Reverse Clutch for first, manual low and reverse gears.
• SSE is a Normally High (NH) solenoid which operates the Overdrive Clutch for fourth, fifth and sixth gears.
• TCC Solenoid is a Normally Low (NL) solenoid used to control the apply and release of the torque converter clutch.
• LPC Solenoid is a Normally High (NH) solenoid used to control main line pressure via the pressure regulator valve in the valve body.
In totality there are three Normally High (NH) solenoids and four Normally Low (NL) solenoids. If a new solenoid is needed, it is imperative that the correct style solenoid (NH or NL), and its correct location, is exchanged with the same band calibration number of the solenoid being replaced. The band number printed on the solenoid will be 2, 3, 4 or 5. This means there are four part numbers for Normally High solenoids and four part numbers for normally Low solenoids. They are as follows:
Solenoid Band Number Normally High Solenoid part # Normally Low Solenoid part #
2 BC3Z-7G383-K BC3Z-7G383-S
3 BC3Z-7G383-L BC3Z-7G383-T
4 BC3Z-7G383-M BC3Z-7G383-U
5 BC3Z-7G383-N BC3Z-7G383-V
All solenoids measure 4.8 to 5.4 Ohms
Solenoid Body and Strategy Identification
The flow rate calibrations of these solenoids are not the only items to be attentive to when rebuilding this transmission.
There are two labels on the outside of the case. The left side of the case has the transmission ID tag while the right side has a solenoid body tag. This solenoid body tag contains an 8-digit solenoid body ID number and a 13-digit solenoid body strategy ID number. This tag needs to be compared with the tag mounted on the valve body next to the solenoid closest to the manual valve. This tag contains an 8- and 13-digit number also and they must be the same as the outside tag.
If the tag on the valve body does not match the solenoid body tag on the outside of the transmission, the solenoid body strategy will need to be programmed into the PCM/TCM as shift feel may be compromised. Likewise, a reprogramming will be necessary if the solenoid body (valve body) assembly is exchanged with a new or used one as part of the rebuild or repair.
In all honesty, I am reporting to you what has been written about these tags so you can avoid shift problems after a rebuild.
But what I would really like to write about is why Ford has chosen this method. I have asked others about this so I could better appreciate its strategy but I have yet to find someone who really knows.
I only have received speculation as to the purpose of such a design. It has been suggested that specific combinations of calibrated solenoids have been assembled together as a set and are identified by the 8-digit number. The 13-digit number represents the necessary computer strategy to match that particular solenoid combination.
It sounds logical and should it have merit, why is there a need for a variety of solenoid sets and related shift programming since the transmission is only behind two different engines? Could it be related to GVW as well? If and when I receive insight to this method of calibration and shift strategy matching I will certainly pass it on.
Adaptive Drive Cycle
The 6R140W utilizes an adaptive drive cycle to insure continuous shift quality and therefore must have the shift adapts reset when repairs are completed and/or when the solenoid strategy is changed.
The Adaptive Drive Cycle is a follows:
1. Using a scan tool, clear the TCM KAM, Do NOT clear the PCM KAM.
2. Make certain transmission temperature is between 180°F and 200°F (82°C to 93°C).
3. With the engine running and the brakes applied, move the selector lever in the following sequence pausing between each position for four seconds beginning in neutral as follows: N-R-N-D-R-D-N. Repeat this sequence two more times.
4. Accelerate at moderate throttle so each shift occurs around 2,000 rpm for gas engines and 1,500 rpm for diesel engines up to 65 mph (105 k/mh). Brake moderately to a stop, repeat this sequence two more times.
5. Accelerate at moderate throttle so each shift occurs around 3,000 rpm for gas engines and 2,250 rpm for diesel engines up to 65 mph (105 k/mh). Repeat this sequence two more times.
6. Come to a complete stop.
7. With the engine running and the brakes applied, move the selector lever in the following sequence pausing between each position for four seconds beginning in neutral as follows: N-R-N-D-R-D-N. Repeat this sequence two more times.
8. Cycle is complete
2-3 Flare Concern
Ford trucks using the 6.7 Turbo Diesel engine with the 6R140W transmissions has been known to develop a 2-3 shift flare concern. The wrench light may be lit along with a possible delayed engagement into reverse and a third gear ratio code P0733 stored.
Ford has identified two possibilities for the cause of this concern. One cause may be due to mechanically faulty solenoids while another may be related to computer programming.
To identify the cause and proper repair, locate the build date on the door jam sticker.
If the build date is on or before 11/19/10, three (3) of the transmission solenoids will require replacement. The faulty solenoids are:
- The 4-5-6 Solenoid (SSE)
- The 3-5-Reverse Solenoid (SSB)
- The Line Pressure Control Solenoid (LPC)
These three solenoids are the Normally High type and cannot be interchanged with a Normally Low type of solenoid. Additionally, remember that each solenoid has a Band Number on the solenoid body. The replacement solenoid must have the same “Band Number” as the one being replaced because they are calibrated to the valve body and the vehicle computer programming.
If the build date is between Nov. 20, 2010 and April 11, 2011, then all that will be required is a reprogramming using IDS Release 73.02 or higher.
PTO or Non PTO – Delayed engagement concern
As mentioned earlier, these vehicles may be equipped with a Power Take-Off option. The pumps are cleverly designed to provide this option by simply adding a gear to be driven by a clutch in the torque converter. For greater durability, the converter neck is supported by a caged needle bearing in the pump body. The inner pump gear is a spline drive design as well.
There have been some pumps built on or before July 25, 2012, that can cause a delayed engagement into drive or reverse due to a loss of prime. The delay occurs only during the initial engagement after sitting for two or three hours.
To further verify this condition being caused by the pump, place a gauge on the line pressure tap located on the left side of the case. Caution: The line pressure tap is an M10 X 1.00 thread. Do not use a National Pipe Thread (NPT) fitting when installing a pressure gauge. If a NPT fitting is used, damage to the transmission case will occur.
After the vehicle has been parked for three or more hours, step on the brake, keep an eye on the pressure gauge, start the vehicle and immediately select the reverse gear. If a delay into reverse took place while simultaneously the pressure gauge read less that 10 psi, the pump will need to be replaced.
A pump with the PTO gear part number is BC3Z-7A103-E
A pump without the PTO gear part number is BC3Z-7A103-F
Intermittent harsh up-shifts or downshifts
A pressure chart can be used to verify proper operating transmission pressure. This can be a bit tricky if you are dealing with intermittent harsh up-shifts or downshifts. Some trucks built on or before Jan. 9, 2012, might exhibit this condition and will require re-programming the control module (PCM/TCM) to the latest calibration using IDS release 81.01 and higher.
Transmission Range Sensor is a duty cycle signal
As was the 5R110W, the 6R140W also uses a transmission range sensor that provides a duty cycle signal to the computer for it to know what gear range has been selected. It is a three-wire device that has a 12 volt supply, a ground and the duty cycle signal line. The transmission has a 19 pin pass through case connector with all of the internal electrical components going to the 50 pin PCM C175T connector or the 60 pin TCM C1750 connector.
For testing purposes, duty cycle values along with the pin identification provided below:
TRS Sensor 19 Pin Case Connector Pin PCM C175T Connector 60 Pin TCM C1750 Connector
Power Supply 12 3 20
Ground 10 41 46
Duty Cycle Percent 13 12 45
If a vehicle is used where snow or mud can get up into the shift lever area of the transmission, moving the selector lever in and out of gear may become difficult. In these cases, Ford has made available a bracket with shield to prevent this from reoccurring. Refer to Ford’s TSB 11-11-24. The bracket is part No. BC3Z-7B229-B and clip 4C3Z-7H181-AA
Speed Sensors
The Turbine (TSS) and Output (OSS) Speed Sensors are both Hall Effect Types and share the same power and ground circuits as the TRS.
The 0 to 5 volt pulsed signal for the TSS is sent to terminal 1 at the PCM or 50 at the TCM from terminal 11 in the case connector.
The 0 to 5 volt pulsed signal for the OSS is sent to terminal 14 at the PCM or 51 at the TCM from terminal 17 in the case connector.
Transmission Fluid Temperature Sensor
The transmission fluid temperature sensor is a negative coefficient type sensor being a two wire thermistor containing a ground circuit and a 5 volt signal circuit. The 5 volt signal will drop as the thermistor’s resistance drops with heat. A voltage drop on this sensor can be observed at the PCM terminal 20 or the TCM terminal 54. Typically 4.50 volts is observed when cold to approximately 1.2 volts at operating temperature.
Transmission Fluid Specification
Fluid level should be checked at normal operating temperature:
180°F - 200°F (82°C - 93°C)
Factory Recommended Fluid is Mercon® LV
Early Build - Diesel - 18 Qts (17 Liters)....Gas - 19 Qts. (18 Liters)
Late Build - Diesel - 16.2 Qts. (15.3 Liters)...Gas - 17.2 Qts. (16.3 Liters)
All in all it’s quite a unit and they are used hard. Chances are you’ll see one soon in your shop.
