6R140 Solenoid Kit 2011, new and ready to install. Fits the 6R140. Ships fast from the USA.
If your 2011 F-250, F-350, F-450 or F-550 Super Duty is flaring on the 2-3 shift, dropping into fifth gear limp mode, or setting shift solenoid codes, this is the complete set of seven 6R140 solenoids in one box. Replacing the whole set at once makes sense on a high-mileage TorqShift where one coil has already quit and the others have the same hours on them.
The 6R140 has no shift valves in the old sense of springs and governors. Seven pulse-width-modulated solenoids bolted to the solenoid body on the back of the valve body do all the work. Five of them (SSA through SSE) apply the forward, direct, intermediate, low/reverse and overdrive clutches. A sixth applies and releases the converter clutch, and the seventh, the line pressure control solenoid (LPC), sets main line pressure through the pressure regulator valve.
Three of the seven are normally high (SSB, SSE and LPC) and four are normally low. You can tell them apart by the snout: black plastic for normally high, brown for normally low. The set pictured follows that layout, three black and four brown. Because the normally high solenoids default to full output with the power cut, a dead circuit sends the truck to fifth gear and reverse with maximum line pressure. That failsafe is the "stuck in a high gear" complaint most owners describe.
Early 2011 trucks have one more known issue. Ford's fix for a 2-3 flare on 6.7L diesels built on or before November 19, 2010 was to replace SSB, SSE and LPC, all normally high parts; later 2011 builds only needed a software update. If your truck is one of the early builds and the flare is still there, the solenoids are a prime suspect.
Pull codes with a scan tool that reads the TCM on diesel trucks or the PCM on gas trucks, and note which solenoid each code names. Measure resistance across each solenoid at the case connector; good units run roughly 4.8 to 5.4 ohms. An open or shorted reading on several solenoids at once often points at the internal harness rather than the parts themselves, and failed harness splices are a documented 6R140 problem. Our 6R140 shift solenoid symptoms guide walks through the full test, and the pressure control solenoid guide covers LPC faults that can feel like a clutch slip.
This set is listed for the 2011 6R140 in the Ford Super Duty, and it is built for the 2011-on solenoid body. Before you order, pull the pan and compare the connector shape, snout colors and the band number printed on each of your original solenoids with the photos. If you are unsure, send us your year and VIN and we will help you check it. You can see every part we carry for this transmission on the 6R140 parts page.
| Fits | 6R140 2011 |
| Part type | Solenoid Kit |
| Condition | New |
| Brand | OEM |
| Reference | F350 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
All seven: shift solenoids SSA, SSB, SSC, SSD and SSE, the torque converter clutch solenoid, and the line pressure control solenoid. Three have black normally high snouts and four have brown normally low snouts.
It can if the flare comes from the solenoids. Ford's fix for early 2011 diesels built on or before November 19, 2010 was to replace SSB, SSE and LPC. Later builds only needed a software update, so check the build date and the codes first.
Clear the keep-alive memory and run the adaptive relearn drive cycle every time. If the band numbers on the new solenoids do not match the ones you removed, the TCM also needs the new solenoid strategy loaded with a Ford-capable scan tool.
Mercon LV automatic transmission fluid. Do not top off with Mercon V or a generic multi-vehicle fluid.
Yes. Drain the fluid, drop the pan, unplug the solenoids, remove the retainer plate and swap them in the truck. Check the internal harness while you are in there.
