6R140 Tcc Solenoid 2011-2017, remanufactured and ready to install. Fits the 6R140. Ships fast from the USA.
The name on this listing says TCC solenoid, but the unit shown is a remanufactured 6R140 valve body for 2011-2017 Ford Super Duty trucks with the solenoid pack installed, so the torque converter clutch solenoid comes already mounted along with the other six. It suits an F-250, F-350, F-450 or F-550 behind the 6.7L Power Stroke or a gas V8 that has a converter that slips or shudders at steady speed, a TCC code that keeps returning after a solenoid swap, or a mix of lockup and shift complaints that points at worn valve bores rather than one bad part.
In the 6R140 the converter clutch is applied hydraulically, and the valve body decides how much oil reaches it. The TCC solenoid is a normally low unit, meaning zero current gives zero apply. The controller raises current to clamp the converter at cruise and drops it to release before a downshift or a stop. That signal acts on a regulator valve in a machined bore, and in a high-mileage unit those bores wear. Apply oil then leaks past the valve, the converter cannot hold full capacity, and the controller sees slip it cannot correct. A remanufactured body addresses the bores and valves, not just the solenoid, which is why it is the better fix when the TCC solenoid itself tests good.
Confirm the fluid level hot and look at its condition. Then use a scan tool to compare commanded converter apply with actual slip; high slip only while lockup is commanded points to the converter clutch circuit or the converter itself. Check the internal harness and connector, since failed splices inside the case are a known 6R140 cause of intermittent solenoid codes. The 6R140 shift solenoid testing guide covers that harness check, and our 6R140 TorqShift rebuilder's guide lists the other patterned failures to rule out.
This listing covers the 2011-2017 model years, but that range spans real hardware changes. Sonnax's separator plate research shows the earliest trucks through September 2012 running two dampeners, a third dampener added from October 2012 through 2014, and a reworked casting with new worm tracks starting with the 2015 model year, with some 2016-2017 plates differing between gas and 6.7L diesel builds. A 2013 and a 2016 truck do not take the same valve body. Before ordering, read the casting number on your current valve body and the 13-digit strategy and 8-digit ID on the solenoid body tag, or send us your year and VIN so we can match it. The rest of our 6R140 parts are on the 6R140 collection page.
| Fits | 6R140 2011-2017 |
| Part type | Tcc Solenoid |
| 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.
No. The listing name is misleading. It is a remanufactured 6R140 valve body for 2011-2017 trucks, shown with the solenoids installed, including the TCC solenoid.
No. The casting changed in late 2012 and again for 2015, and some 2016-2017 separator plates differ between gas and diesel. Send your year and VIN or the casting number so we can confirm the match.
If the solenoid tests good but lockup still slips, the problem is usually a worn TCC regulator bore or valve, which a new solenoid cannot fix. A reman valve body replaces those worn surfaces.
Yes, in most cases. The solenoids on a replacement body have their own band numbers, so load the strategy from the solenoid body tag with a scan tool or J2534 tool, reset adaptives and do a relearn drive.
Mercon LV only, with a new filter. Check the level hot with the engine running after the relearn drive.
