6R140 Input Drum 2011, remanufactured and ready to install. Fits the 6R140. Ships fast from the USA.
If your 2011 or newer Ford F-250 through F-550 Super Duty with the 6R140 has started slipping in first, flaring on the 2-3 shift, or taking forever to pull into drive or reverse, and the teardown turned up a cracked or scored drum, this is the part. It is listed as an input drum, but specifically it is the remanufactured OEM Ford forward/direct clutch drum from the front of the gear train, inspected for cracks and wear with the splines and clutch surfaces checked before it ships.
The 6R140 is a clutch-to-clutch six-speed built on the Lepelletier gear train, and every gear comes from a pair of clutches applied together. This drum houses two of the busiest ones. The forward clutch, fed by shift solenoid A, is applied in first through fourth gear. The direct clutch, fed by shift solenoid B, is applied in third, fifth and reverse. That means a leak or crack in this one drum can affect five of the six forward gears plus reverse, which is why a bad forward/direct drum is so often misread as a valve body problem.
The drum carries the sealing ring journals and the apply pistons for both packs. When the steel cracks at the spline teeth or the ring bores wear oval, apply oil escapes before it can clamp the plates, and the clutch slips under the load a diesel puts through it.
Rule out the cheaper causes first. A pressure control fault or sticking valve can produce the same slips, so read our 6R140 pressure control solenoid guide and the 6R140 delayed engagement guide before pulling the unit. Once it is apart, air-check the forward and direct pistons in the drum. A pack that will not hold air with good seals points at the drum. Wipe the drum clean and look closely at the spline teeth and the base of the hub for hairline cracks, then check the sealing ring bores for steps you can catch with a fingernail.
While the input assembly is out, check one more thing GEARS Magazine flags on this unit. The input shaft is spin-welded to the separate 4-5-6 drum, and that weld can let go while the piston and snap ring keep it looking intact. Hold the drum and try to turn the shaft. That is not this part, but it causes the same no-move complaint and is worth catching on the bench.
This drum is for 2011 and newer 6R140 transmissions in the Ford Super Duty. The one shown is configured for 3 forward clutches and 4 direct clutches and measures 6-1/8 inches tall. Plate counts are not the same in every 6R140, so measure your old drum height and count the plates in each pack before ordering. Fitment follows the transmission build, not the engine size. If you are not sure, send us your year and VIN and we will check it. Every other 6R140 part we carry is on the 6R140 parts page, and if your drum is a different height, compare the 6R140 input drum for 2011-19.
| Fits | 6R140 2011 |
| Part type | Input Drum |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is the forward/direct clutch drum. The input shaft on a 6R140 is welded to the separate 4-5-6 (overdrive) drum, which is a different part.
The forward clutch in it applies in first through fourth, and the direct clutch applies in third, fifth and reverse, so a bad drum can cause slips in almost every range.
It fits by transmission build, not engine. This drum is configured for 3 forward and 4 direct clutches and is 6-1/8 inches tall. Gas units commonly run fewer plates, so match your old drum height and plate counts or send us your VIN.
No. A drum failure usually overheats the forward or direct pack. Install new frictions, steels and seals for both packs at the same time.
Use Motorcraft MERCON LV. After the rebuild, reset the transmission adaptive tables with a scan tool and drive the truck through several full shift cycles so it relearns.
