6R140 Tcc Solenoid 2011-2019, remanufactured and ready to install. Fits the 6R140. Ships fast from the USA.
Searching for a 6R140 TCC solenoid usually starts with a Super Duty that shudders on the highway, holds a few hundred extra RPM at cruise, or keeps setting P0741 or P0742. The part pictured on this listing is more than a single solenoid: it is a remanufactured 6R140 valve body with the full seven-solenoid pack mounted, converter clutch solenoid included. It is meant for 2011-2019 F-250, F-350, F-450 and F-550 trucks with the 6.7L Power Stroke or the gas V8s, where the lockup complaint has outlived a solenoid swap or is showing up alongside rough shifts.
Ford hangs seven calibrated solenoids on the back of the 6R140 valve body. Five steer the clutches, one sets line pressure, and one handles the converter clutch. That last one is a normally low variable bleed solenoid: with the current off it delivers no apply oil, and as the PCM (gas) or TCM (diesel) raises current, apply pressure rises and the converter clutch clamps. Because control is proportional, the computer can slip the clutch gently on the way in and release it before a downshift. Every solenoid carries a band number for its flow calibration, and the solenoid body tag carries a strategy code the computer uses to drive them accurately.
When the output is off, the converter either never reaches full lockup or slips under load. Worn valve bores behind the solenoid produce the same result, which is why a full reman body is often the cleaner repair on a high-mileage truck.
Check fluid level hot and smell it. Then watch commanded TCC pressure against actual converter slip on a scan tool during a steady cruise. Slip that stays high only while lockup is commanded points to the control side; heavy friction material in the pan points to the converter itself, which no valve body will fix. Inspect the internal harness too. ATRA has documented failed splices inside the 6R140 case causing intermittent solenoid circuit codes. Our 6R140 solenoid testing guide walks through that harness check, and the 6R140 TorqShift rebuilder's guide covers the other common faults.
The 6R140 valve body did not stay the same across this span. Sonnax reports first-generation castings (2011-2014 model years, rough casting ending in EB) and a reworked casting from 2015 (ending in BA) with major worm track changes, and the later castings use one of four separator plates identified by notches. An early body will not drop into a 2017 truck. Read the casting number on your current body and the strategy and ID numbers on the solenoid body tag, or send us your year and VIN and we will confirm the match. The rest of our parts for this unit are on the 6R140 collection page.
| Fits | 6R140 2011-2019 |
| Part type | Tcc Solenoid |
| Condition | Remanufactured |
| Brand | OEM |
| Reference | F250 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The listing title says TCC solenoid, but the pictured part is a remanufactured 6R140 valve body with all seven solenoids installed, including the converter clutch solenoid.
Not automatically. The casting changed for the 2015 model year and later bodies use different separator plates. Match the casting number and solenoid body tag, or send your year and VIN before ordering.
Plan on it. A replacement body comes with its own solenoid strategy code, which has to be loaded into the PCM or TCM with a scan tool or J2534 tool, followed by an adaptive reset and relearn drive.
No. If the converter clutch lining is worn or glazed, the shudder stays. Check for friction material in the pan and confirm the slip is on the control side first.
Mercon LV only. Fill with a new filter in place and check the level hot after the relearn drive.
