6R140 Pump, new and ready to install. Fits the 6R140. Ships fast from the USA.
If your Super Duty with the 6R140 has developed a whine that rises and falls with engine speed, takes a long time to pick up Drive or Reverse, or is running hotter than it should while towing, the front pump assembly is one of the first places a rebuilder looks. This listing is a brand-new Ford 6R140 pump assembly in Ford packaging, Ford part number HC3Z-7A103-B, and it is the version built with the PTO drive. It is listed for 2011-and-later 6R140 units behind both the gas engines and the 6.7L Power Stroke.
The 6R140 pump is driven directly by the torque converter. The converter's impeller hub has outer splines that turn the pump gear, so the pump spins at engine speed any time the engine is running, in Park, Neutral or in gear. Everything hydraulic in the transmission starts there: line pressure for the five clutch packs, converter charge oil, and cooler and lube flow. Sonnax gives normal 6R140 line pressure as roughly 90 to 260 psi depending on commanded pressure, and a pump that cannot build and hold that range will show up in every gear, not just one.
On trucks equipped with a power take-off, the same impeller hub's inner splines drive the PTO gear, which is why the 6R140 pump comes in PTO and non-PTO versions. This one is the PTO-drive assembly. If your truck has no PTO, look at our remanufactured non-PTO 6R140 pump instead.
Put a gauge on the line pressure port and read it at idle and under commanded pressure before condemning the pump. Two common 6R140 look-alikes will fool a quick diagnosis. Transmission Digest documented a 2015 F-250 with zero line pressure and no engagement cold that turned out to be an undersized O-ring on the filter intake snout letting the pump suck air; a new filter seal fixed it. And Sonnax documents wear in the valve body line pressure control bore that can push pressure too high or too low. Our 6R140 pump failure symptoms guide walks through separating a true pump problem from those two, and the 6R140 delayed engagement guide covers the slow-to-engage complaint specifically.
This is a 6R140 pump assembly for 2011-on units, gas and diesel, in the PTO-drive configuration. The 6R140 went into 2011-2019 F-250 through F-550 Super Duty trucks with the 6.7L Power Stroke and the 6.2L and 7.3L gas engines. Because Ford built PTO and non-PTO pumps for this transmission, match what is in your case before ordering: compare the part number on your old pump to HC3Z-7A103-B, or send us your year and VIN and we will confirm it. You can see every 6R140 part we stock on the 6R140 parts page.
After the install, clear codes and reset the transmission adaptive tables with a scan tool, then let the truck relearn over several normal drive cycles before judging shift quality.
| Fits | 6R140 |
| Part type | Pump |
| Condition | New |
| 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.
This listing is the new Ford pump assembly with the PTO drive, part number HC3Z-7A103-B. Trucks without a power take-off normally use the non-PTO pump; compare the part number on your old pump or send us your VIN to confirm.
Yes. It is listed for 2011-and-later 6R140 units behind the gas engines and the 6.7L Power Stroke. Check the PTO configuration and your old pump's part number before ordering.
Read line pressure with a gauge. A pump whine that follows engine RPM in Park points at the pump or its bearing, while zero pressure cold or on an incline is often a leaking filter intake seal letting the pump suck air. Replace the filter seal first if that is the pattern.
Plan on a front seal, new gaskets and seals from a rebuild kit, a converter hub inspection, and a cooler flush or new cooler if the old pump left metal in the fluid.
Motorcraft MERCON LV only. Do not use MERCON V, and do not use MERCON ULV, which is for the later 10R140. Check level hot, at about 196 to 216 degrees F, on level ground.
Yes. Reset the transmission adaptive tables with a scan tool after the install and drive the truck through several normal cycles so the PCM or TCM can relearn shift timing.
