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Call or Text (352) 722-5295The 6R140 TorqShift on the 2011-2014 Ford 6.7L Powerstroke
When Ford launched its in-house 6.7L for 2011, it retired the 5R110W and put the 6R140 behind the new engine. The 6R140 is a revised 5R110W with a shorter first gear and two overdrive ratios that bring cruise rpm down. Ratios run 3.974, 2.318, 1.516, 1.149, 0.858 and 0.674, with a 3.12 reverse, and the box is rated for 1,400 lb-ft of input once converter multiplication is counted. It locks the converter at low speed, offers an optional live-drive PTO and takes a Motorcraft FT-187 filter. Capacity is roughly 17.4 to 18.5 quarts, the published service interval is 150,000 miles normal or 50,000 miles severe, and normal operating temperature is 195 to 230 degrees F. The 6R140 was the only transmission Ford offered with the 6.7L from 2011 through 2019, so if your Super Duty has this engine, this is your gearbox.
What fails and why
The 6R140 is a stout unit, and its weak points are well known: heat, the valve body, the torque converter once power is added, and the internal harness.
- Heat. On 2011-2014 trucks the transmission cooler runs on the low-temp secondary loop. Let that loop run low on coolant and the trans cooler gets starved. A pump stator sleeve that partially turns can also block converter charge oil. Either one shows up as high trans temps and converter codes.
- Valve body. Debris from normal wear can stick the 1-2-3-4 control valve and set gear-ratio codes with no internal damage. The aluminum TCC apply boost valve erodes its bore, and dead solenoids cross-leak. You feel it as slammed shifts, a 2-3 flare and harsh 5-4 or 6-4 forced downshifts. Owners report it on high-mileage units, some past 240,000 miles.
- Torque converter. The factory converter uses a single friction plate. Add power and it slips, runs hot under a trailer and can shudder. The high-capacity converter did not arrive until 2015, so every 2011-2014 truck left the factory with the original design.
- Internal harness. Splice failures inside the transmission cause intermittent speed-sensor or IMS codes and neutraling at a stop, often worse hot or cold.
- Early 2011 builds. Some early 2011 units had a 2-3 flare with rpm fluctuation, a P0733 code and delayed reverse engagement. Ford addressed it with a service bulletin and a reflash.
- Input shaft. Rare, and mostly on high-power trucks: the input shaft spin-weld to the 4-5-6 drum can break free and leave the truck with no forward or reverse.
Stock replacement vs. upgrade
Service comes first. A fluid and FT-187 filter change, with a solenoid and harness refresh, should happen before anyone condemns the valve body, and skipped service is one of the common reasons a 6R140 fails. A stock truck that works for a living usually needs the right fluid, a filter, a new pan gasket and a full secondary cooling loop.
Once you add power or tow heavy, the converter and cooling become the weak links. The factory pan is shared with the gas 6R140 and was designed for cost, not cooling, so a deep pan adds capacity. An auxiliary cooler addresses the low-temp-loop limitation on 2011-2014 trucks. A multi-disc converter replaces the single-plate stock unit. For serious power, billet input and intermediate shafts and added-count clutch packs come into the picture, because stock shafts crack at the turbine spline once output climbs well past stock. Built units with updated valve bodies, recalibrated accumulation and new solenoids are the next step for trucks that tow hard or carry added power.
What we carry
BD Diesel covers the most ground: Torquemaster and Roadmaster transmission and converter packages, a Proforce 4D 6R140 torque converter, a filter service kit, interlocking pressure plate kits, a 6R140 pressure controller and pressure enhancer solenoid, Xtruded auxiliary coolers and an electric cooler fan. ATS Diesel Performance adds complete 6R140 packages, a billet intermediate shaft, a billet flexplate and the Co-Pilot Tow Edition. SPE Motorsport brings a 6R140 solenoid body, a transmission line kit and a deep pan. Aftermarket 6R140 pans also come from Mishimoto, PPE and Mag-Hytec, and Mishimoto adds a 2011-2016 6.7L transmission cooler plus universal coolers. XDP flex plates and a bolt kit, a Mahle pan gasket and transfer case gasket, and an Alliant Power fluid temperature sensor and pigtail round out the hard parts. For fluid, choose from Motorcraft, Hot Shot's Secret and Lucas Oil.
Fitment notes
Everything here is built around the 6R140, which Ford used from 2011 through 2019. The 10R140 ten-speed that arrived for 2020 shares no converter or valve-body parts with it, so do not cross-shop. Some packages and parts are listed 2011-2016 and others 2011-2019; both ranges cover a 2011-2014 truck, but read each listing anyway. ATS lists its complete package separately for 2WD and 4WD trucks. If your truck has the optional live-drive PTO, call before ordering a complete unit. On 4x4 trucks the transfer case holds about 1.9 to 2.0 quarts on the same 150,000/50,000-mile schedule. Confirm the fluid spec on the dipstick or fill area, or in the owner's manual, and verify by VIN when in doubt.
Frequently asked questions
What transmission is in a 2011-2014 6.7L Powerstroke?
The Ford 6R140 TorqShift six-speed automatic. It replaced the 5R110W and was the only transmission offered with the 6.7L through 2019. Converter and valve-body parts are 6R140-specific and do not cross over to the 10R140 that came in 2020.
Why does my transmission temperature climb when I tow?
On these model years the trans cooler runs on the low-temp secondary loop, and low coolant in that loop starves it. A partially turned pump stator sleeve can also block converter charge oil, and the single-plate factory converter slips and builds heat under load. Check the secondary coolant level first. Normal operating temperature is 195 to 230 degrees F.
My truck slams into gear and flares on the 2-3 shift. Is the transmission done?
Not necessarily. Valve body debris and a worn TCC boost valve bore cause harsh shifts and a 2-3 flare without internal damage. Start with a fluid and filter service and a solenoid and harness check before you buy a valve body or a whole unit. Some early 2011 trucks also had a 2-3 flare that Ford fixed with a reflash.
How often should the 6R140 be serviced?
The published interval is 150,000 miles normal and 50,000 miles severe. Plan on 17.4 to 18.5 quarts of total capacity and a new FT-187 filter. Confirm the fluid spec on the dipstick or fill area, or in your owner's manual, before you buy.
Do I need a new torque converter if I add power?
On these years the converter is the first weak link. The 2011-2014 factory converter uses a single friction plate and slips and overheats once power is added. This collection lists the BD Proforce 4D 6R140 converter on its own, and the BD complete packages pair a transmission with a converter.
Not sure what fits? Call the shop at the number in the header, or use the fitment checker on any product page. We install everything we sell.