6R140 Tcc Solenoid 2011, remanufactured and ready to install. Fits the 6R140. Ships fast from the USA.
This listing is for owners of a 2011 Ford Super Duty, the first model year of the 6R140, who are chasing torque converter lockup trouble: a vibration at 45 mph that feels like driving on gravel, a tach that will not settle at highway speed, or a P0741 that comes back after every clear. Although it is titled as a TCC solenoid, the unit shown is a remanufactured early-design 6R140 valve body carrying the complete solenoid pack, so the converter clutch solenoid arrives already installed alongside the rest.
The 2011 trucks introduced Ford's calibrated-solenoid layout to the Super Duty. Seven variable bleed solenoids sit on the rear of the valve body, and the converter clutch unit is one of the four normally low designs, meaning it gives zero apply pressure with no current. The PCM on gas engines, or the TCM on the 6.7L diesel, ramps current up to bring the clutch in smoothly and cuts it to release. Each solenoid is sorted into a flow band at the factory, and the computer needs the matching strategy code from the solenoid body tag to command it accurately. On an early truck with well over 100,000 miles, both the solenoids and the aluminum bores they feed have had a long time to wear.
Start with fluid level and condition at operating temperature. With the connector unplugged, the Colonna TorqShift article gives 4.8 to 5.4 ohms for every 6R140 solenoid, so an open or shorted TCC reading tells you a lot quickly. If resistance is in range, log commanded converter apply against actual slip; high slip during commanded lockup with clean fluid points to the valve body side. Clutch material in the pan points to the converter or a clutch pack instead, and our 6R140 3-4 clutch failure guide helps sort that out. For line pressure related complaints see the 6R140 pressure control solenoid guide.
Sonnax notes that Ford began building 6R140 units for the 2011 model year in early 2010, and that first-generation valve bodies (castings dated 2010 through 2013, rough casting ending in EB) run separator plates with no identification notches. A third dampener was added in 2013-2014, and the 2015 redesign changed the casting entirely, so a 2011 body is the right starting point for a 2011 truck but should still be checked against yours. Compare the casting number and the solenoid body tag, or send your VIN and we will confirm. Browse everything else for this transmission on the 6R140 parts page.
| Fits | 6R140 2011 |
| 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.
No. It is a remanufactured 6R140 valve body for the 2011 model year with all seven solenoids installed, including the converter clutch solenoid.
A 2013 may be close, but the dampener layout changed in 2013-2014 and 2015-up trucks use a different casting. Match casting and tag numbers or send your VIN first.
Measure resistance at the solenoid; the published range is 4.8 to 5.4 ohms. If it reads in range, compare commanded lockup to actual converter slip on a scan tool.
A new filter and Mercon LV at minimum. If the old fluid was contaminated, service or replace the cooler so debris does not reach the new valve body.
Yes. Load the strategy code from the new solenoid body tag, clear adaptives, and drive the truck through normal shifts and repeated lockup cycles.
