And So It Begins … - Transmission Digest

And So It Begins …

Ford Motor Co.’s new 6R140W six-speed transmission has been on the road only since the 2010 model year, and we are already experiencing some problems. This is one of them. A truck with the 6.7 turbo diesel and 6R140W transmission and a built on or before 4/11/2011 comes in with the malfunction indicator lamp illuminated and a flared 2-3 shift. Other symptoms may include a delayed reverse engagement and a stored fault code P0733 for a third-gear ratio error.

And So It Begins …

Shift Pointers

Subject: MIL illuminated; flared 2-3 shift
Unit: 6R140W
Vehicle Application: Ford diesel pickups
Essential Reading: Shop Owner, Center Manager, Rebuilder, Diagnostician, R & R
Author: Pete Luban, ATSG, Transmission Digest Contributing Editor

Shift Pointers

  • Subject: MIL illuminated; flared 2-3 shift
  • Unit: 6R140W
  • Vehicle Application: Ford diesel pickups
  • Essential Reading: Shop Owner, Center Manager, Rebuilder, Diagnostician, R & R
  • Author: Pete Luban, ATSG, Transmission Digest Contributing Editor

Ford Motor Co.’s new 6R140W six-speed transmission has been on the road only since the 2010 model year, and we are already experiencing some problems. This is one of them.

A truck with the 6.7 turbo diesel and 6R140W transmission and a built on or before 4/11/2011 comes in with the malfunction indicator lamp illuminated and a flared 2-3 shift. Other symptoms may include a delayed reverse engagement and a stored fault code P0733 for a third-gear ratio error.

The build date is important because it will determine which type of repair is needed. If the build date is on or before 11/19/2010, three of the transmission solenoids will require replacement. If the build date is between 11/20/2010 and 4/11/2011, the truck will require a reflash only.

The solenoids that will need to be replaced are the line-pressure-control (LPC) solenoid, shift solenoid B (SSB) and shift solenoid E (SSE), which are identified in Figure 1. These three solenoids are “normally high” types and cannot be interchanged with the “normally low” solenoids.

In addition, each solenoid has a “band number” on the solenoid body (Figure 2); the replacement solenoid must have the same band number, because the solenoids are calibrated to the valve body and the vehicle’s computer programming.

Figure 3 provides the solenoid part numbers, and the good part about this is that the solenoids can be exchanged without removal of the valve body.

On trucks that require only a reflash, you will find the latest calibration by using IDS release 73.02 or higher, which can be retrieved from the Ford OE website. For those who do not do their own reprogramming, that will mean a trip to the dealer.

As with this or any other repair done to the transmission or its control system, the following adaptive relearn must be performed:

  • Using a scan tool, clear the TCM keep-alive memory (KAM).
  • Make certain transmission temperature is between 180°F and 200°F (82°C to 93°C).
  • With the engine running and the brakes applied, move the selector lever in the following sequence, pausing between each position for four seconds, beginning in neutral: N-R-N-D-R-D-N. Perform this sequence two more times.
  • Accelerate at moderate throttle so each shift occurs around 2,000 rpm for gas engines and 1,500 rpm for diesel engines up to 65 mph (105 km/h). Brake moderately to a stop; perform this sequence two more times.
  • Accelerate at moderate throttle so each shift occurs around 3,000 rpm for gas engines and 2,250 rpm for diesel engines up to 65 mph (105 km/h). Perform this sequence two more times.
  • Come to a complete stop.
  • With the engine running and the brakes applied, move the selector lever in the following sequence, pausing between each position for four seconds beginning in neutral: N-R-N-D-R-D-N. Perform this sequence two more times.

That’s it for now, but stay tuned; as future problems arise we at ATSG will make you aware of them.

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