2011-2014 Ford 6.7L Powerstroke Transmission Parts

6R140 transmission parts for the 2011-2014 Ford 6.7L Powerstroke

The 6R140 behind your F-250, F-350 or F-450 is a six-speed with low-speed converter lockup, rated for 1,400 lb-ft of input with converter multiplication. It holds 17.4 to 18.5 quarts and should run between 195 and 230 degrees F. Most of what goes wrong with it is a parts job, not a transmission job. The parts that solve the known issues are the valve body (sleeved TCC boost valve and new solenoids), the internal harness, speed sensors, an upgraded converter, a deep pan and the FT-187 filter.

Match the part to the problem

• Running hot. 2011-2014 trucks cool the transmission on the low-temp secondary loop, and low coolant there starves the cooler. An auxiliary cooler addresses that limit, and a deep pan adds capacity the cost-built factory pan lacks.
• Harsh shifts, 2-3 flare, ratio codes. Debris sticks the 1-2-3-4 control valve, the TCC boost valve erodes its bore, and dead solenoids cross-leak. Service first, then solenoids and valve body work.
• Intermittent codes and neutraling at a stop. Internal harness splice failures set speed-sensor and IMS codes, often worse hot or cold.
• Converter slip or shudder under load. The single-plate factory converter slips and overheats once power is added.
• Building for power. Billet input and intermediate shafts and added-count clutch packs belong in high-power builds, because stock shafts crack at the turbine spline.

Stock replacement vs. upgrade

For a stock truck on a normal duty cycle, keep it simple: the right fluid, a filter service, a fresh pan gasket and a full secondary cooling loop. For a truck that tows heavy or has added power, spend on cooling and the converter first, then on hard parts like billet shafts and pressure plates. A deep pan is a reasonable upgrade on any 2011-2014 truck that tows, since the factory pan was shared with the gas 6R140 and built for cost, not cooling.

What we carry

• Cooling: Mishimoto 6.7L-specific and universal transmission coolers, including a cooler with its own fan, plus BD Diesel Xtruded single and double-stacked auxiliary coolers and an electric cooler fan.
• Pans and gaskets: 6R140 pans from PPE, SPE Motorsport, Mishimoto and Mag-Hytec, a Mahle pan gasket and a Mahle transfer case gasket.
• Shift and pressure control: an SPE solenoid body, BD's 6R140 pressure controller, LED kit and pressure enhancer solenoid, and the ATS Diesel Performance Co-Pilot Tow Edition.
• Converter and internals: the BD Proforce 4D converter, BD interlocking pressure plate kits and an ATS billet intermediate shaft.
• Flex plates: XDP Tow Series and Billet Tow and Race Series plates with an XDP bolt kit, plus billet plates from BD and ATS.
• Service and sensors: a BD filter service kit, an SPE line kit, an Alliant Power fluid temperature sensor and pigtail, and fluid from Motorcraft, Hot Shot's Secret and Lucas Oil.

Fitment notes

These parts are built for the 6R140, used 2011-2019. The 10R140 that arrived for 2020 shares no converter or valve-body parts. Most listings read 2011-2019 or 2011-2016, which covers a 2011-2014 truck. Universal coolers and some fluids fit many vehicles, so check mounting space, fittings and the fluid spec. On 4x4 trucks the transfer case is its own service: about 1.9 to 2.0 quarts on a 150,000/50,000-mile schedule. Confirm fluid specs on the dipstick or fill area, or in the owner's manual, and verify by VIN.

Frequently asked questions

Which parts fix a hot-running 6R140 on a 2011-2014 truck?

Check the secondary coolant loop first, since low coolant there starves the trans cooler on these years. After that, an auxiliary cooler and a deep pan are the parts aimed at the problem. If you have added power, look at the converter too.

Do I need a whole valve body for harsh shifts?

Not always. Debris from normal wear can stick the 1-2-3-4 control valve with no internal damage, and dead solenoids cross-leak. A fluid and filter service and a solenoid and harness refresh come first; a solenoid body or valve body comes after that.

When do billet shafts make sense?

On high-power builds. Stock input and intermediate shafts can crack at the turbine spline once power climbs well past stock, so billet shafts and added-count clutch packs go in when the transmission is being built for it. A stock truck does not need them.

Will these parts fit a 2015-2019 truck too?

Many will, since every 6.7L from 2011 through 2019 uses the 6R140, and many listings here read 2011-2019. Some parts are listed 2011-2016 only, and 2015 brought a high-capacity torque converter, so read each listing. 6R140-specific parts do not fit the 2020-up 10R140.

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.