{"title":"Service Kits","description":null,"products":[{"product_id":"10r140-category-2-raybestos-rebuild-kit-with-extra-capacity-e-and-f-clutch-packs-sc-10r140-cat2-d-r","title":"10R140 CATEGORY 2 RAYBESTOS REBUILD KIT WITH EXTRA CAPACITY  \"E\", AND \"F\" CLUTCH PACKS","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eCar makers don’t often collaborate on projects, especially when they’re direct competitors. However, looming government fuel economy and emissions mandates can make strange bedfellows. And so, the Ford 10R140 10-speed automatic transmission was born. It was co-developed with General Motors, although Ford apparently took the engineering lead on the design. The mission was to create a 10 speed transmission that could improve both the fuel efficiency and performance of high-horsepower engines. The resulting Ford 10R140 transmission was advanced enough to handle the power of the Ford F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eLike it or not, a CVT transmission is one of the most efficient gearboxes ever invented. Because there are no actual gears, optimal engine speed can be continuously maintained depending on the load. This allows for seamless acceleration under hard throttle, and lower fuel consumption when you’re just cruising. On a traditional geared transmission, a certain amount of energy gets lost every time a gear ratio is changed. This penalizes both fuel economy and performance, because the engine has to climb back to the RPMs it was just at. The Ford 10R140 10-speed transmission is designed to combine the efficiency benefits of a CVT, with the stepped feel of a traditional automatic transmission.\u003c\/p\u003e\r\n\u003cp\u003eTo create this optimal blend of performance and efficiency, the 10R140 transmission has a wide 7.39 gear ratio spread and a low 4.70 first gear for maximum performance off-the-line. Even though this Ford 10 speed automatic transmission has such a wide gear ratio, it has extremely small steps between the gears. This means the engine RPM only drops (approximately) 20% with each shift, which keeps the engine in the ideal RPM range to achieve either peak performance or efficiency (much like a CVT transmission). The Ford 10R140 also has three overdrive gears, which it can downshift from very quickly.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e10R140 Transmission Gear Ratios\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eFirst – 4.70\u003cbr\u003eSecond – 2.99\u003cbr\u003eThird – 2.15\u003cbr\u003eFourth – 1.80\u003cbr\u003eFifth – 1.52\u003cbr\u003eSixth – 1.28\u003cbr\u003eSeventh – 1.00\u003cbr\u003eEighth – 0.85\u003cbr\u003eNinth – 0.69\u003cbr\u003eTenth – 0.64\u003cbr\u003eReverse – 4.87\u003c\/p\u003e\r\n\u003cp\u003eAs shown above this transmission offers a beautiful shift recovery in every gear which lends itself the perfect unit for narrow power bands. This allows the use of much larger camshafts in a naturally aspirated application. If you are looking into going to a forced induction setup this shift recovery allows for larger turbo and AR housing for max performance.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eNewly Designed Thermal Flow Control Filter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThis 10R140 transmission has a newly designed filter has two types of media, fine and course (medium). The course media is common in most filters (orange filter paper), the fine media filtration (White paper) is the newer material. There is a thermal plate inside the filter that separates the course and fine media. When the oil is colder (higher viscosity) at startup, The fluid will flow through both the fine and course filter media.\u003c\/p\u003e\r\n\u003cp\u003eAs the fluid heats up (less viscosity) , the thermal plate will bend and restrict the coarse media section; directing most of the fluid through the fine media. Therefore catching more of the finer debris once the fluid is heated giving it a far superior filtration system.\u003c\/p\u003e\r\n\u003cp\u003eThis new Suncoast 10R140 rebuild kit comes with a new factory filter to ensure zero flow issues.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Clutches \u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eRaybestos Powertrain GPZ friction plates greatly increase transmission performance and durability. This state-of-the-art friction material far exceeds OE material to withstand high stress, high temperatures and repeated cycling. GPZ's outstanding performance benefits are perfect for heavy-duty vehicles and high-stress driving. Testing of GPZ revolutionary friction material shows that it outperforms OE materials by as much as 20%. Plus, its performance improves as the power increases.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eAdvantages:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eWithstands high horsepower\u003c\/li\u003e\r\n\u003cli\u003eGreater torque capacity\u003c\/li\u003e\r\n\u003cli\u003eMaintains piston travel\u003c\/li\u003e\r\n\u003cli\u003eOptimum performance\u003c\/li\u003e\r\n\u003cli\u003eHigher heat resistance\u003c\/li\u003e\r\n\u003cli\u003eSmooth engagements\u003c\/li\u003e\r\n\u003cli\u003eEnhanced shift feel\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 Rebuild Kit and its contents \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete clutch and steel module kit that fits the new Ford 10R140 Transmission. This module kit contains all of the clutches and steels necessary to rebuild your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-150, F-250, F350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission rebuild kit comes with new Raybestos GPZ clutches, steels, factory OEM filter and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 rebuild kit contains all the frictions and steels you will to do a clutch and steel replacement on a 10R140 transmission containing a stock count clutches and steels. This 10R140 rebuild kit was designed to be a re-clutch for a stock capacity unit utilizing the Raybestos GPZ paper and high performance steels. \u003c\/p\u003e\r\n\u003ch2 class=\"light\"\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eMain Pressure Regulator Valve Kit\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eWear in the main pressure regulator bore and on the outboard spool area of the valve is common in listed GM and Ford 10-speed transmissions. This wear minimizes line pressure control resulting in delayed shift engagement, poor shift quality and burnt clutches. Wear at the inboard spool and bore can lead to converter apply issues.\u003c\/p\u003e\r\n\u003cp\u003eInstalling the drop-in Sonnax main pressure regulator valve kit 105740-12K eliminates the leakage of line pressure signal oil to exhaust with the incorporation of an extended front valve spool. This valve spool is 270% longer than the OE spool, so actuates in unworn areas of the bore. The O-ringed end plug provides a positive seal and prevents critical signal fluid from leaking to exhaust. Both of these Sonnax features ensure your units will have proper line pressure control through all drive ranges.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eExtended outboard spool is 270% longer than OE and actuates in unworn areas of the bore\u003c\/li\u003e\r\n\u003cli\u003eO-Ringed end plug provides positive seal to prevent critical signal fluid from leaking to exhaust\u003c\/li\u003e\r\n\u003cli\u003eHardcoat anodized aluminum valve combats premature wear\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2 class=\"light\"\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eSolenoid Stabilization Clip Insert\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIn listed GM and Ford 10-speed transmissions, heavy linear force solenoids (LFS) are held in place by small spring retainers. These spring retainers are prone to collapse, allowing the solenoid to wobble and become off-center with the inboard valve and damage the casting at the clutch valve bore opening. These LFSs actuate by extending a small pintle about .090\" to stroke the inboard clutch control valve. When the spring retainer collapses and allows the LFS to be off-center, the pintle cannot stroke the clutch control valve appropriately, compromising the component apply timing and pressure, resulting in shift complaints and converter issues. Valve body damage can also occur if the LFSs remain loose, resulting in valve damage during rebuild.\u003c\/p\u003e\r\n\u003cp\u003eSonnax solenoid stabilization clip insert 105740-01K can be used in conjunction with OE spring retainers to secure the solenoids back in place. These solid steel clip inserts force the OE spring retainers to completely fill the casting and solenoid groove gap and prevent the retainers from future collapse. If the spring retainer has already collapsed, the clip insert can be used to reform the retainer to its proper size. Simply place it inside the retainer to expand it to appropriate retention dimensions.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003ePrevents future spring retainer collapse\u003c\/li\u003e\r\n\u003cli\u003eReshapes collapsed spring retainers\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve™ parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e\u003cstrong\u003eSolenoid Stabilization Retainer\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe heavy linear force solenoids (LFS) in listed GM and Ford 10-speed transmissions are held in place by small spring retainers that are prone to collapse. When the retainers collapse, the solenoid wobbles in the bore, causing damage to the casting at the clutch valve bore opening. These LFSs actuate by extending a small pintle about .090\" to stroke the inboard clutch control valve. When the spring retainer collapses and the LFS is off-center, the pintle cannot stroke the clutch control valve appropriately, resulting in shift complaints and converter issues. Valve body damage can also occur if the LFSs remain loose, resulting in valve damage during rebuild.\u003c\/p\u003e\r\n\u003cp\u003eSonnax solenoid stabilization retainer 105740-19K replaces OE clips and provides 32% more surface area to create more support for the solenoid. Another design upgrade is the top of the clip is rolled over to create a positive stop for the flexible side to land against, furthering the prevention of retainer collapse.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003e32% More casting-to-solenoid surface area for better support and leverage\u003c\/li\u003e\r\n\u003cli\u003ePositive stop retainer feature to prevent collapse\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve™ parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt;\"\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Expanded Capacity Clutch Modules\u003c\/strong\u003e\u003c\/span\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe 10R140 transmission, while a very capable unit, has its deficiencies just like anything else when it is asked to perform outside its original design intention. Since it's debut in 2018, Suncoast has been actively involved in research and development of this new platform. With our active partnership with Raybestos powertrain, we can now deliver you the very best product to date with the 10R140 platform. These new Suncoast 10R140 transmission expanded capacity clutch modules that are included are completely drop-in replacements. Absolutely no machining is required.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt;\"\u003eThe \"D\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIt is not uncommon to see rapid degradation along with premature failure with this clutch pack in even stock form. \u003c\/p\u003e\r\n\u003cp\u003eThe \"D\" clutch is engaged in P, R,1,2,3,4,6,7,8,10. Where the problem lies is in its oncoming clutch responsibilities when engaged in 6th gear as the oncoming clutch. With this responsibility in higher horsepower or more demanding driving situations it becomes very obvious uptown teardown this clutch has seen its share of abuse.\u003c\/p\u003e\r\n\u003cp\u003eSuncoast provides GPZ friction material, providing higher friction coefficients, increasing torque capacity well beyond the factory limits. This along with our higher apply pressure with our high volume 10R140 transmission pump creates the perfect environment for more reliable shifts. The new Suncoast 10R140 transmission clutch module requires absolutely no machining or modifications to your current unit...we supply everything needed.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt;\"\u003eThe \"E\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIf the 10R140 transmission had evil twin redheaded stepchildren, the \"E\" clutch would definitely be one of them. This other proverbial thorn in your side would be the \"F\" clutch.\u003c\/p\u003e\r\n\u003cp\u003eThis clutch, the \"E\" clutch in a 10R140 transmission, is engaged in 1,3,5,6,7,8, and 9th. The real issue becomes apparent pretty quick. This clutch is cycled on 3 times and off 2 times by the time you are in 5th gear. The clutch is on in 1st then cycled off in 2nd, cycled back on in 3rd, then back off in 4th...only to be cycled back on in 5th gear. In higher-horsepower or higher-demand towing and hauling situations, this constant cycling on and off can lead to premature failure. \u003c\/p\u003e\r\n\u003cp\u003eSuncoast has addressed this issue with the 10R140 transmission by improving the clutch friction properties with the New Raybestos GPZ material and increasing clutch capacity by a whopping 20%. This takes the clutch stack-up from a factory 5-clutch stack up to a 6-clutch stack-up. We simultaneously are addressing the heat issue with both improved friction coefficient, as well as increasing surface area. This Suncoast 10R140 transmission \"E\" high capacity comes completely assembled and stacked up with a new (not used) OE machined drum, piston and backing plate.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eThe \"F\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis clutch is also prone to premature wear as we have seen with other Lepelletier Ravigneaux Gear sets...oncoming clutches in higher gears seems to take the blunt of the beating. With the new 10R140 transmission, the \"F\" clutch is no exception.\u003c\/p\u003e\r\n\u003cp\u003eThe \"F\" clutch is engaged in R,4,5,6,7,8 and 9th. The quickest path to early or premature degradation to this clutch pack is wide open throttle or heavy-load-indexed 3rd to 4th shifts. This is especially prominent in applications where torque management has been deleted.\u003c\/p\u003e\r\n\u003cp\u003eSuncoast has corrected this issue by adding 25% more capacity to this clutch pack by taking it from 4 clutches to 5 in this particular clutch pack.\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273833390453,"sku":"SC-10R140-CAT2-D-R","price":2362.5,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198660826.jpg?v=1780954058"},{"product_id":"10r140-category-1-raybestos-rebuild-kit-stock-clutch-counts-gaskets-and-filter-sc-10r140-cat1rd","title":"10R140 CATEGORY 1 RAYBESTOS REBUILD KIT, STOCK CLUTCH COUNTS, GASKETS AND FILTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eCar makers don’t often collaborate on projects, especially when they’re direct competitors. However, looming government fuel economy and emissions mandates can make strange bedfellows. And so, the Ford 10R140 10-speed automatic transmission was born. It was co-developed with General Motors, although Ford apparently took the engineering lead on the design. The mission was to create a 10 speed transmission that could improve both the fuel efficiency and performance of high-horsepower engines. The resulting Ford 10R140 transmission was advanced enough to handle the power of the Ford F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eLike it or not, a CVT transmission is one of the most efficient gearboxes ever invented. Because there are no actual gears, optimal engine speed can be continuously maintained depending on the load. This allows for seamless acceleration under hard throttle, and lower fuel consumption when you’re just cruising. On a traditional geared transmission, a certain amount of energy gets lost every time a gear ratio is changed. This penalizes both fuel economy and performance, because the engine has to climb back to the RPMs it was just at. The Ford 10R140 10-speed transmission is designed to combine the efficiency benefits of a CVT, with the stepped feel of a traditional automatic transmission.\u003c\/p\u003e\r\n\u003cp\u003eTo create this optimal blend of performance and efficiency, the 10R140 transmission has a wide 7.39 gear ratio spread and a low 4.70 first gear for maximum performance off-the-line. Even though this Ford 10 speed automatic transmission has such a wide gear ratio, it has extremely small steps between the gears. This means the engine RPM only drops (approximately) 20% with each shift, which keeps the engine in the ideal RPM range to achieve either peak performance or efficiency (much like a CVT transmission). The Ford 10R140 also has three overdrive gears, which it can downshift from very quickly.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e10R140 Transmission Gear Ratios\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eFirst – 4.70\u003cbr\u003eSecond – 2.99\u003cbr\u003eThird – 2.15\u003cbr\u003eFourth – 1.80\u003cbr\u003eFifth – 1.52\u003cbr\u003eSixth – 1.28\u003cbr\u003eSeventh – 1.00\u003cbr\u003eEighth – 0.85\u003cbr\u003eNinth – 0.69\u003cbr\u003eTenth – 0.64\u003cbr\u003eReverse – 4.87\u003c\/p\u003e\r\n\u003cp\u003eAs shown above this transmission offers a beautiful shift recovery in every gear which lends itself the perfect unit for narrow power bands. This allows the use of much larger camshafts in a naturally aspirated application. If you are looking into going to a forced induction setup this shift recovery allows for larger turbo and AR housing for max performance.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eNewly Designed Thermal Flow Control Filter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThis 10R140 transmission has a newly designed filter has two types of media, fine and course (medium). The course media is common in most filters (orange filter paper), the fine media filtration (White paper) is the newer material. There is a thermal plate inside the filter that separates the course and fine media. When the oil is colder (higher viscosity) at startup, The fluid will flow through both the fine and course filter media.\u003c\/p\u003e\r\n\u003cp\u003eAs the fluid heats up (less viscosity) , the thermal plate will bend and restrict the coarse media section; directing most of the fluid through the fine media. Therefore catching more of the finer debris once the fluid is heated giving it a far superior filtration system.\u003c\/p\u003e\r\n\u003cp\u003eThis new Suncoast 10R140 rebuild kit comes with a new factory filter to ensure zero flow issues.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Clutches \u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eRaybestos Powertrain GPZ friction plates greatly increase transmission performance and durability. This state-of-the-art friction material far exceeds OE material to withstand high stress, high temperatures and repeated cycling. GPZ's outstanding performance benefits are perfect for heavy-duty vehicles and high-stress driving. Testing of GPZ revolutionary friction material shows that it outperforms OE materials by as much as 20%. Plus, its performance improves as the power increases.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eAdvantages:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eWithstands high horsepower\u003c\/li\u003e\r\n\u003cli\u003eGreater torque capacity\u003c\/li\u003e\r\n\u003cli\u003eMaintains piston travel\u003c\/li\u003e\r\n\u003cli\u003eOptimum performance\u003c\/li\u003e\r\n\u003cli\u003eHigher heat resistance\u003c\/li\u003e\r\n\u003cli\u003eSmooth engagements\u003c\/li\u003e\r\n\u003cli\u003eEnhanced shift feel\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 Rebuild Kit and its contents \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete clutch and steel module kit that fits the new Ford 10R140 Transmission. This module kit contains all of the clutches and steels necessary to rebuild your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission rebuild kit comes with new Raybestos GPZ clutches, steels, factory OEM filter and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 rebuild kit contains all the frictions and steels you will to do a clutch and steel replacement on a 10R140 transmission containing a stock count clutches and steels. This 10R140 rebuild kit was designed to be a re-clutch for a stock capacity unit utilizing the Raybestos GPZ paper and high performance steels. \u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273833423221,"sku":"SC-10R140-CAT1RD","price":2056.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649756.jpg?v=1780954056"},{"product_id":"10r140-category-1-raybestos-rebuild-kit-stock-clutch-counts-gaskets-and-filter-sc-10r140-cat1r","title":"10R140 CATEGORY 1 RAYBESTOS REBUILD KIT, STOCK CLUTCH COUNTS, GASKETS AND FILTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eCar makers don’t often collaborate on projects, especially when they’re direct competitors. However, looming government fuel economy and emissions mandates can make strange bedfellows. And so, the Ford 10R140 10-speed automatic transmission was born. It was co-developed with General Motors, although Ford apparently took the engineering lead on the design. The mission was to create a 10 speed transmission that could improve both the fuel efficiency and performance of high-horsepower engines. The resulting Ford 10R140 transmission was advanced enough to handle the power of the Ford F150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eLike it or not, a CVT transmission is one of the most efficient gearboxes ever invented. Because there are no actual gears, optimal engine speed can be continuously maintained depending on the load. This allows for seamless acceleration under hard throttle, and lower fuel consumption when you’re just cruising. On a traditional geared transmission, a certain amount of energy gets lost every time a gear ratio is changed. This penalizes both fuel economy and performance, because the engine has to climb back to the RPMs it was just at. The Ford 10R140 10-speed transmission is designed to combine the efficiency benefits of a CVT, with the stepped feel of a traditional automatic transmission.\u003c\/p\u003e\r\n\u003cp\u003eTo create this optimal blend of performance and efficiency, the 10R140 transmission has a wide 7.39 gear ratio spread and a low 4.70 first gear for maximum performance off-the-line. Even though this Ford 10 speed automatic transmission has such a wide gear ratio, it has extremely small steps between the gears. This means the engine RPM only drops (approximately) 20% with each shift, which keeps the engine in the ideal RPM range to achieve either peak performance or efficiency (much like a CVT transmission). The Ford 10R140 also has three overdrive gears, which it can downshift from very quickly.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e10R140 Transmission Gear Ratios\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eFirst – 4.70\u003cbr\u003eSecond – 2.99\u003cbr\u003eThird – 2.15\u003cbr\u003eFourth – 1.80\u003cbr\u003eFifth – 1.52\u003cbr\u003eSixth – 1.28\u003cbr\u003eSeventh – 1.00\u003cbr\u003eEighth – 0.85\u003cbr\u003eNinth – 0.69\u003cbr\u003eTenth – 0.64\u003cbr\u003eReverse – 4.87\u003c\/p\u003e\r\n\u003cp\u003eAs shown above this transmission offers a beautiful shift recovery in every gear which lends itself the perfect unit for narrow power bands. This allows the use of much larger camshafts in a naturally aspirated application. If you are looking into going to a forced induction setup this shift recovery allows for larger turbo and AR housing for max performance.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eNewly Designed Thermal Flow Control Filter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThis 10R140 transmission has a newly designed filter has two types of media, fine and course (medium). The course media is common in most filters (orange filter paper), the fine media filtration (White paper) is the newer material. There is a thermal plate inside the filter that separates the course and fine media. When the oil is colder (higher viscosity) at startup, The fluid will flow through both the fine and course filter media.\u003c\/p\u003e\r\n\u003cp\u003eAs the fluid heats up (less viscosity) , the thermal plate will bend and restrict the coarse media section; directing most of the fluid through the fine media. Therefore catching more of the finer debris once the fluid is heated giving it a far superior filtration system.\u003c\/p\u003e\r\n\u003cp\u003eThis new Suncoast 10R140 rebuild kit comes with a new factory filter to ensure zero flow issues.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Clutches \u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eRaybestos Powertrain GPZ friction plates greatly increase transmission performance and durability. This state-of-the-art friction material far exceeds OE material to withstand high stress, high temperatures and repeated cycling. GPZ's outstanding performance benefits are perfect for heavy-duty vehicles and high-stress driving. Testing of GPZ revolutionary friction material shows that it outperforms OE materials by as much as 20%. Plus, its performance improves as the power increases.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eAdvantages:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eWithstands high horsepower\u003c\/li\u003e\r\n\u003cli\u003eGreater torque capacity\u003c\/li\u003e\r\n\u003cli\u003eMaintains piston travel\u003c\/li\u003e\r\n\u003cli\u003eOptimum performance\u003c\/li\u003e\r\n\u003cli\u003eHigher heat resistance\u003c\/li\u003e\r\n\u003cli\u003eSmooth engagements\u003c\/li\u003e\r\n\u003cli\u003eEnhanced shift feel\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 Rebuild Kit and its contents \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete clutch and steel module kit that fits the new Ford 10R140 Transmission. This module kit contains all of the clutches and steels necessary to rebuild your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission rebuild kit comes with new Raybestos GPZ clutches, steels, factory OEM filter and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 rebuild kit contains all the frictions and steels you will to do a clutch and steel replacement on a 10R140 transmission containing a stock count clutches and steels. This 10R140 rebuild kit was designed to be a re-clutch for a stock capacity unit utilizing the Raybestos GPZ paper and high performance steels. \u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273834013045,"sku":"SC-10R140-CAT1R","price":2056.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649757.jpg?v=1780954045"},{"product_id":"10r140-category-2-borgwarner-rebuild-kit-with-extra-capacity-c-d-e-f-clutch-packs-sc-10r140-cat2-g-b","title":"10R140 CATEGORY 2 BORGWARNER REBUILD KIT WITH EXTRA CAPACITY C, D, E, \u0026 F CLUTCH PACKS","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eCar makers don’t often collaborate on projects, especially when they’re direct competitors. However, looming government fuel economy and emissions mandates can make strange bedfellows. And so, the Ford 10R140 10-speed automatic transmission was born. It was co-developed with General Motors, although Ford apparently took the engineering lead on the design. The mission was to create a 10 speed transmission that could improve both the fuel efficiency and performance of high-horsepower engines. The resulting Ford 10R140 transmission was advanced enough to handle the power of the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eLike it or not, a CVT transmission is one of the most efficient gearboxes ever invented. Because there are no actual gears, optimal engine speed can be continuously maintained depending on the load. This allows for seamless acceleration under hard throttle, and lower fuel consumption when you’re just cruising. On a traditional geared transmission, a certain amount of energy gets lost every time a gear ratio is changed. This penalizes both fuel economy and performance, because the engine has to climb back to the RPMs it was just at. The Ford 10R140 10-speed transmission is designed to combine the efficiency benefits of a CVT, with the stepped feel of a traditional automatic transmission.\u003c\/p\u003e\r\n\u003cp\u003eTo create this optimal blend of performance and efficiency, the 10R140 transmission has a wide 7.39 gear ratio spread and a low 4.70 first gear for maximum performance off-the-line. Even though this Ford 10 speed automatic transmission has such a wide gear ratio, it has extremely small steps between the gears. This means the engine RPM only drops (approximately) 20% with each shift, which keeps the engine in the ideal RPM range to achieve either peak performance or efficiency (much like a CVT transmission). The Ford 10R140 also has three overdrive gears, which it can downshift from very quickly.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e10R140 Transmission Gear Ratios\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eFirst – 4.70\u003cbr\u003eSecond – 2.99\u003cbr\u003eThird – 2.15\u003cbr\u003eFourth – 1.80\u003cbr\u003eFifth – 1.52\u003cbr\u003eSixth – 1.28\u003cbr\u003eSeventh – 1.00\u003cbr\u003eEighth – 0.85\u003cbr\u003eNinth – 0.69\u003cbr\u003eTenth – 0.64\u003cbr\u003eReverse – 4.87\u003c\/p\u003e\r\n\u003cp\u003eAs shown above this transmission offers a beautiful shift recovery in every gear which lends itself the perfect unit for narrow power bands. This allows the use of much larger camshafts in a naturally aspirated application. If you are looking into going to a forced induction setup this shift recovery allows for larger turbo and AR housing for max performance.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eNewly Designed Thermal Flow Control Filter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThis 10R140 transmission has a newly designed filter has two types of media, fine and course (medium). The course media is common in most filters (orange filter paper), the fine media filtration (White paper) is the newer material. There is a thermal plate inside the filter that separates the course and fine media. When the oil is colder (higher viscosity) at startup, The fluid will flow through both the fine and course filter media.\u003c\/p\u003e\r\n\u003cp\u003eAs the fluid heats up (less viscosity) , the thermal plate will bend and restrict the coarse media section; directing most of the fluid through the fine media. Therefore catching more of the finer debris once the fluid is heated giving it a far superior filtration system.\u003c\/p\u003e\r\n\u003cp\u003eThis new Suncoast 10R140 rebuild kit comes with a new factory filter to ensure zero flow issues.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eAdvantages:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eWithstands high horsepower\u003c\/li\u003e\r\n\u003cli\u003eGreater torque capacity\u003c\/li\u003e\r\n\u003cli\u003eMaintains piston travel\u003c\/li\u003e\r\n\u003cli\u003eOptimum performance\u003c\/li\u003e\r\n\u003cli\u003eHigher heat resistance\u003c\/li\u003e\r\n\u003cli\u003eSmooth engagements\u003c\/li\u003e\r\n\u003cli\u003eEnhanced shift feel\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 Rebuild Kit and its contents \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete clutch and steel module kit that fits the new Ford 10R140 Transmission. This module kit contains all of the clutches and steels necessary to rebuild your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-150, F-250, F350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission rebuild kit comes with new BorgWarner clutches, steels, factory OEM filter and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 rebuild kit contains all the frictions and steels you will to do a clutch and steel replacement on a 10R140 transmission containing a stock count clutches and steels. This 10R140 rebuild kit was designed to be a re-clutch for a stock capacity unit utilizing the BorgWarner frictions and high performance steels. \u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt;\"\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Expanded Capacity Clutch Modules\u003c\/strong\u003e\u003c\/span\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe 10R140 transmission, while a very capable unit, has its deficiencies just like anything else when it is asked to perform outside its original design intention. Since it's debut in 2018, Suncoast has been actively involved in research and development of this new platform. With our active partnership with BorgWarner, we can now deliver you the very best product to date with the 10R140 platform. These new Suncoast 10R140 transmission expanded capacity clutch modules that are included are completely drop-in replacements. Absolutely no machining is required.\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273841647989,"sku":"SC-10R140-CAT2-G-B","price":2362.5,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198650299.jpg?v=1780954109"},{"product_id":"10r140-category-2-borgwarner-rebuild-kit-with-extra-capacity-e-and-f-clutch-packs-sc-10r140-cat2-d-b","title":"10R140 CATEGORY 2 BORGWARNER REBUILD KIT WITH EXTRA CAPACITY  \"E\", AND \"F\" CLUTCH PACKS","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eCar makers don’t often collaborate on projects, especially when they’re direct competitors. However, looming government fuel economy and emissions mandates can make strange bedfellows. And so, the Ford 10R140 10-speed automatic transmission was born. It was co-developed with General Motors, although Ford apparently took the engineering lead on the design. The mission was to create a 10 speed transmission that could improve both the fuel efficiency and performance of high-horsepower engines. The resulting Ford 10R140 transmission was advanced enough to handle the power of the Ford F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eLike it or not, a CVT transmission is one of the most efficient gearboxes ever invented. Because there are no actual gears, optimal engine speed can be continuously maintained depending on the load. This allows for seamless acceleration under hard throttle, and lower fuel consumption when you’re just cruising. On a traditional geared transmission, a certain amount of energy gets lost every time a gear ratio is changed. This penalizes both fuel economy and performance, because the engine has to climb back to the RPMs it was just at. The Ford 10R140 10-speed transmission is designed to combine the efficiency benefits of a CVT, with the stepped feel of a traditional automatic transmission.\u003c\/p\u003e\r\n\u003cp\u003eTo create this optimal blend of performance and efficiency, the 10R140 transmission has a wide 7.39 gear ratio spread and a low 4.70 first gear for maximum performance off-the-line. Even though this Ford 10 speed automatic transmission has such a wide gear ratio, it has extremely small steps between the gears. This means the engine RPM only drops (approximately) 20% with each shift, which keeps the engine in the ideal RPM range to achieve either peak performance or efficiency (much like a CVT transmission). The Ford 10R140 also has three overdrive gears, which it can downshift from very quickly.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e10R140 Transmission Gear Ratios\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eFirst – 4.70\u003cbr\u003eSecond – 2.99\u003cbr\u003eThird – 2.15\u003cbr\u003eFourth – 1.80\u003cbr\u003eFifth – 1.52\u003cbr\u003eSixth – 1.28\u003cbr\u003eSeventh – 1.00\u003cbr\u003eEighth – 0.85\u003cbr\u003eNinth – 0.69\u003cbr\u003eTenth – 0.64\u003cbr\u003eReverse – 4.87\u003c\/p\u003e\r\n\u003cp\u003eAs shown above this transmission offers a beautiful shift recovery in every gear which lends itself the perfect unit for narrow power bands. This allows the use of much larger camshafts in a naturally aspirated application. If you are looking into going to a forced induction setup this shift recovery allows for larger turbo and AR housing for max performance.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eNewly Designed Thermal Flow Control Filter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThis 10R140 transmission has a newly designed filter has two types of media, fine and course (medium). The course media is common in most filters (orange filter paper), the fine media filtration (White paper) is the newer material. There is a thermal plate inside the filter that separates the course and fine media. When the oil is colder (higher viscosity) at startup, The fluid will flow through both the fine and course filter media.\u003c\/p\u003e\r\n\u003cp\u003eAs the fluid heats up (less viscosity) , the thermal plate will bend and restrict the coarse media section; directing most of the fluid through the fine media. Therefore catching more of the finer debris once the fluid is heated giving it a far superior filtration system.\u003c\/p\u003e\r\n\u003cp\u003eThis new Suncoast 10R140 rebuild kit comes with a new factory filter to ensure zero flow issues.\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eAdvantages:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eWithstands high horsepower\u003c\/li\u003e\r\n\u003cli\u003eGreater torque capacity\u003c\/li\u003e\r\n\u003cli\u003eMaintains piston travel\u003c\/li\u003e\r\n\u003cli\u003eOptimum performance\u003c\/li\u003e\r\n\u003cli\u003eHigher heat resistance\u003c\/li\u003e\r\n\u003cli\u003eSmooth engagements\u003c\/li\u003e\r\n\u003cli\u003eEnhanced shift feel\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 Rebuild Kit and its contents \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete clutch and steel module kit that fits the new Ford 10R140 Transmission. This module kit contains all of the clutches and steels necessary to rebuild your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-150, F-250, F350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission rebuild kit comes with new BorgWarner clutches, steels, factory OEM filter and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 rebuild kit contains all the frictions and steels you will to do a clutch and steel replacement on a 10R140 transmission containing a stock count clutches and steels. This 10R140 rebuild kit was designed to be a re-clutch for a stock capacity unit utilizing BordWarner frictions and high performance steels. \u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt;\"\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Expanded Capacity Clutch Modules\u003c\/strong\u003e\u003c\/span\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe 10R140 transmission, while a very capable unit, has its deficiencies just like anything else when it is asked to perform outside its original design intention. Since it's debut in 2018, Suncoast has been actively involved in research and development of this new platform. With our active partnership with BorgWarner, we can now deliver you the very best product to date with the 10R140 platform. These new Suncoast 10R140 transmission expanded capacity clutch modules that are included are completely drop-in replacements. Absolutely no machining is required.\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273844269429,"sku":"SC-10R140-CAT2-D-B","price":2362.5,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198660827.jpg?v=1780954109"},{"product_id":"10r140-category-3-raybestos-extra-capacity-rebuild-kit-with-suncoast-pro-loc-valve-body-sc-10r140-cat3-d-r","title":"10R140 CATEGORY 3 RAYBESTOS EXTRA CAPACITY REBUILD KIT WITH SUNCOAST PRO-LOC VALVE BODY","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eCar makers don’t often collaborate on projects, especially when they’re direct competitors. However, looming government fuel economy and emissions mandates can make strange bedfellows. And so, the Ford 10R140 10-speed automatic transmission was born. It was co-developed with General Motors, although Ford apparently took the engineering lead on the design. The mission was to create a 10-speed transmission that could improve both the fuel efficiency and performance of high-horsepower engines. The resulting Ford 10R140 transmission was advanced enough to handle the power of the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eLike it or not, a CVT transmission is one of the most efficient gearboxes ever invented. Because there are no actual gears, optimal engine speed can be continuously maintained depending on the load. This allows for seamless acceleration under hard throttle and lower fuel consumption when you’re just cruising. On a traditional geared transmission, a certain amount of energy gets lost every time a gear ratio is changed. This penalizes both fuel economy and performance because the engine has to climb back to the RPMs it was just at. The Ford 10R140 10-speed transmission is designed to combine the efficiency benefits of a CVT, with the stepped feel of a traditional automatic transmission.\u003c\/p\u003e\r\n\u003cp\u003eTo create this optimal blend of performance and efficiency, the 10R140 transmission has a wide 7.39 gear ratio spread and a low 4.70 first gear for maximum performance off the line. Even though this Ford 10-speed automatic transmission has such a wide gear ratio, it has extremely small steps between the gears. This means the engine RPM only drops (approximately) 20% with each shift, which keeps the engine in the ideal RPM range to achieve either peak performance or efficiency (much like a CVT transmission). The Ford 10R140 also has three overdrive gears, which it can downshift from very quickly.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e10R140 Transmission Gear Ratios\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eFirst – 4.70\u003cbr\u003eSecond – 2.99\u003cbr\u003eThird – 2.15\u003cbr\u003eFourth – 1.80\u003cbr\u003eFifth – 1.52\u003cbr\u003eSixth – 1.28\u003cbr\u003eSeventh – 1.00\u003cbr\u003eEighth – 0.85\u003cbr\u003eNinth – 0.69\u003cbr\u003eTenth – 0.64\u003cbr\u003eReverse – 4.87\u003c\/p\u003e\r\n\u003cp\u003eAs shown above, this transmission offers a beautiful shift recovery in every gear which lends itself the perfect unit for narrow power bands. This allows the use of much larger camshafts in a naturally aspirated application. If you are looking into going to a forced induction setup, this shift recovery allows for larger turbo and AR housing for max performance.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eNewly Designed Thermal Flow Control Filter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThis 10R140 transmission has a newly designed filter that has two types of media, fine and course (medium). The course medium is common in most filters (orange filter paper), and the fine medium filtration (White paper) is the newer material. There is a thermal plate inside the filter that separates the course and fine media. When the oil is colder (higher viscosity) at startup, the fluid will flow through both the fine and course filter media.\u003c\/p\u003e\r\n\u003cp\u003eAs the fluid heats up (less viscosity), the thermal plate will bend and restrict the coarse media section, directing most of the fluid through the fine media and, therefore, catching more of the finer debris once the fluid is heated giving it a far superior filtration system.\u003c\/p\u003e\r\n\u003cp\u003eThis new SunCoast 10R140 rebuild kit comes with a new factory filter to ensure zero flow issues.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Clutches \u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eRaybestos Powertrain GPZ friction plates greatly increase transmission performance and durability. This state-of-the-art friction material far exceeds OE material to withstand high stress, high temperatures and repeated cycling. GPZ's outstanding performance benefits are perfect for heavy-duty vehicles and high-stress driving. Testing of GPZ revolutionary friction material shows that it outperforms OE materials by as much as 20%. Plus, its performance improves as the power increases.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eAdvantages:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eWithstands high horsepower\u003c\/li\u003e\r\n\u003cli\u003eGreater torque capacity\u003c\/li\u003e\r\n\u003cli\u003eMaintains piston travel\u003c\/li\u003e\r\n\u003cli\u003eOptimum performance\u003c\/li\u003e\r\n\u003cli\u003eHigher heat resistance\u003c\/li\u003e\r\n\u003cli\u003eSmooth engagements\u003c\/li\u003e\r\n\u003cli\u003eEnhanced shift feel\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 Rebuild Kit and Its Contents \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete clutch and steel module kit that fits the new Ford 10R140 Transmission. This module kit contains all of the clutches and steels necessary to rebuild your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission rebuild kit comes with new Raybestos GPZ clutches, steels, factory OEM filter and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 rebuild kit contains all the frictions and steels you will need to do a clutch and steel replacement on a 10R140 transmission containing extra capacity \"E\" and \"F\" clutch modules. This 10R140 rebuild kit was designed to be a re-clutch for a stock capacity unit utilizing the Raybestos GPZ paper and high performance steels.\u003c\/p\u003e\r\n\u003ch2 class=\"light\"\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eMain Pressure Regulator Valve Kit\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eWear in the main pressure regulator bore and on the outboard spool area of the valve is common in listed GM and Ford 10-speed transmissions. This wear minimizes line pressure control resulting in delayed shift engagement, poor shift quality and burnt clutches. Wear at the inboard spool and bore can lead to converter apply issues.\u003c\/p\u003e\r\n\u003cp\u003eInstalling the drop-in Sonnax main pressure regulator valve kit 105740-12K eliminates the leakage of line pressure signal oil to exhaust with the incorporation of an extended front valve spool. This valve spool is 270% longer than the OE spool, so actuates in unworn areas of the bore. The O-ringed end plug provides a positive seal and prevents critical signal fluid from leaking to exhaust. Both of these Sonnax features ensure your units will have proper line pressure control through all drive ranges.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eExtended outboard spool is 270% longer than OE and actuates in unworn areas of the bore\u003c\/li\u003e\r\n\u003cli\u003eO-Ringed end plug provides positive seal to prevent critical signal fluid from leaking to exhaust\u003c\/li\u003e\r\n\u003cli\u003eHardcoat anodized aluminum valve combats premature wear\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2 class=\"light\"\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eSolenoid Stabilization Clip Insert\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIn listed GM and Ford 10-speed transmissions, heavy linear force solenoids (LFS) are held in place by small spring retainers. These spring retainers are prone to collapse, allowing the solenoid to wobble and become off-center with the inboard valve and damage the casting at the clutch valve bore opening. These LFSs actuate by extending a small pintle about .090\" to stroke the inboard clutch control valve. When the spring retainer collapses and allows the LFS to be off-center, the pintle cannot stroke the clutch control valve appropriately, compromising the component apply timing and pressure, resulting in shift complaints and converter issues. Valve body damage can also occur if the LFSs remain loose, resulting in valve damage during rebuild.\u003c\/p\u003e\r\n\u003cp\u003eSonnax solenoid stabilization clip insert 105740-01K can be used in conjunction with OE spring retainers to secure the solenoids back in place. These solid steel clip inserts force the OE spring retainers to completely fill the casting and solenoid groove gap and prevent the retainers from future collapse. If the spring retainer has already collapsed, the clip insert can be used to reform the retainer to its proper size. Simply place it inside the retainer to expand it to appropriate retention dimensions.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003ePrevents future spring retainer collapse\u003c\/li\u003e\r\n\u003cli\u003eReshapes collapsed spring retainers\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve™ parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e\u003cstrong\u003eSolenoid Stabilization Retainer\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe heavy linear force solenoids (LFS) in listed GM and Ford 10-speed transmissions are held in place by small spring retainers that are prone to collapse. When the retainers collapse, the solenoid wobbles in the bore, causing damage to the casting at the clutch valve bore opening. These LFSs actuate by extending a small pintle about .090\" to stroke the inboard clutch control valve. When the spring retainer collapses and the LFS is off-center, the pintle cannot stroke the clutch control valve appropriately, resulting in shift complaints and converter issues. Valve body damage can also occur if the LFSs remain loose, resulting in valve damage during rebuild.\u003c\/p\u003e\r\n\u003cp\u003eSonnax solenoid stabilization retainer 105740-19K replaces OE clips and provides 32% more surface area to create more support for the solenoid. Another design upgrade is the top of the clip is rolled over to create a positive stop for the flexible side to land against, furthering the prevention of retainer collapse.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003e32% More casting-to-solenoid surface area for better support and leverage\u003c\/li\u003e\r\n\u003cli\u003ePositive stop retainer feature to prevent collapse\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve™ parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt;\"\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Expanded Capacity Clutch Modules\u003c\/strong\u003e\u003c\/span\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe 10R140 transmission, while a very capable unit, has its deficiencies just like anything else when it is asked to perform outside its original design intention. Since it's debut, Suncoast has been actively involved in research and development of this new platform. With our active partnership with Raybestos powertrain, we can now deliver you the very best product to date with the 10R140 platform. These new Suncoast 10R140 transmission expanded capacity clutch modules that are included are completely drop-in replacements. Absolutely no machining is required.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt;\"\u003eThe \"D\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIt is not uncommon to see rapid degradation along with premature failure with this clutch pack in even stock form. \u003c\/p\u003e\r\n\u003cp\u003eThe \"D\" clutch is engaged in P, R,1,2,3,4,6,7,8,10. Where the problem lies is in its oncoming clutch responsibilities when engaged in 6th gear as the oncoming clutch. With this responsibility in higher horsepower or more demanding driving situations it becomes very obvious uptown teardown this clutch has seen its share of abuse.\u003c\/p\u003e\r\n\u003cp\u003eSuncoast provides GPZ friction material, providing higher friction coefficients, increasing torque capacity well beyond the factory limits. This along with our higher apply pressure with our high volume 10R140 transmission pump creates the perfect environment for more reliable shifts. The new Suncoast 10R140 transmission clutch module requires absolutely no machining or modifications to your current unit...we supply everything needed.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt;\"\u003eThe \"E\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIf the 10R140 transmission had evil twin redheaded stepchildren, the \"E\" clutch would definitely be one of them. This other proverbial thorn in your side would be the \"F\" clutch.\u003c\/p\u003e\r\n\u003cp\u003eThis clutch, the \"E\" clutch in a 10R140 transmission, is engaged in 1,3,5,6,7,8, and 9th. The real issue becomes apparent pretty quick. This clutch is cycled on 3 times and off 2 times by the time you are in 5th gear. The clutch is on in 1st then cycled off in 2nd, cycled back on in 3rd, then back off in 4th...only to be cycled back on in 5th gear. In higher-horsepower or higher-demand towing and hauling situations, this constant cycling on and off can lead to premature failure. \u003c\/p\u003e\r\n\u003cp\u003eSuncoast has addressed this issue with the 10R140 transmission by improving the clutch friction properties with the New Raybestos GPZ material and increasing clutch capacity by a whopping 20%. This takes the clutch stack-up from a factory 5-clutch stack up to a 6-clutch stack-up. We simultaneously are addressing the heat issue with both improved friction coefficient, as well as increasing surface area. This Suncoast 10R140 transmission \"E\" high capacity comes completely assembled and stacked up with a new (not used) OE machined drum, piston and backing plate.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eThe \"F\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis clutch is also prone to premature wear as we have seen with other Lepelletier Ravigneaux Gear sets...oncoming clutches in higher gears seems to take the blunt of the beating. With the new 10R140 transmission, the \"F\" clutch is no exception.\u003c\/p\u003e\r\n\u003cp\u003eThe \"F\" clutch is engaged in R,4,5,6,7,8 and 9th. The quickest path to early or premature degradation to this clutch pack is wide open throttle or heavy-load-indexed 3rd to 4th shifts. This is especially prominent in applications where torque management has been deleted.\u003c\/p\u003e\r\n\u003cp\u003eSuncoast has corrected this issue by adding 25% more capacity to this clutch pack by taking it from 4 clutches to 5 in this particular clutch pack.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e\u003cstrong\u003eThe Pro Loc Valve Body and Pump\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eWith the SunCoast 10R140 Pro Loc valve body, we are addressing several key issues we have seen in regard to the 10R140 transmissions. This is not an approach that is simply bumping in more line pressure in hopes of ascertaining more clamping force; it’s a multi-faceted approach addressing several key issues when exposing these units to more demanding driving environments. These range from heavy towing and hauling to street racing and drag racing. \u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eThe factory 10R140 transmission lock-up circuit is an impressive one, in that it can make converter lockup seem somewhat uneventful. The refinement in its engagement is definitely next-level to what we have seen in the past. As nice as this feels in reference to the NVH (Noise Vibration Harshness), when we start introducing situations where the load demands are testing the limits or outside what the vehicle was initially designed for, it can become a huge problem. \u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eIn our SunCoast 10R140 Pro Loc Valve Body we are specifically looking to decrease the time from initial lock-up apply to zero turbine slip. In doing this, we are changing the lockup circuit by replacing the torque converter clutch (TCC) valve in order to increase lockup holding apply fluid pressure. The lockup oil transition time is also improved by modifying critical oiling circuits for the fluid to reach the TCC clutch, resulting in quicker apply time, and therefore, reducing TCC clutch degradation. By reducing degradation per apply cycle, we are allowing for improved reliability and performance.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003e(\u003cstrong\u003e\u003cem\u003eNOTE:\u003c\/em\u003e\u003c\/strong\u003e For maximum results in power levels exceeding 800HP, it is highly recommended that the TCC apply offset be changed in the factory file calibration)\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eThe next facet we address is the lube circuit. The lube circuit on the 10R140 transmission is responsible for supplying oil to the planets, clutches, bushings, etc. From the factory, the lube circuit oil is dispersed throughout the transmission as low as 6 PSI. Under normal load demands, this is perfectly acceptable. In more stressful and demanding situations, an increase in lubrication to clutches, steels, planets is ideal for removing heat and dealing with the increased demands. \u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eIn our 10R140 Valve Body we are specifically addressing this circuit from 6 PSI to a whopping 20 PSI. This is a 250% improvement from the factory calibration, resulting in reduced frictional heat generated. This reduction in heat helps lessen pre-mature failure that can become increasingly evident in high horsepower applications.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eAnother modification to our SunCoast Pro Loc 10R140 Valve Body involves the regulator valve (latch valve) circuit. This oil circuit is responsible for fully engaging the clutches, allowing for full clutch line pressure. In factory form, the regulator valve we are specifically targeting is responsible for A, B, C, and F clutch packs. Of course, our primary clutch pack concern is the 'F\" clutch, which tends to be the first and most prominent clutch pack failure with the 10R140 in higher horsepower or more demanding environments.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eIn a factory 10R140 valve body calibration, the regulator valve (latch valve) becomes fully engaged, allowing full fluid flow for engagement at 120 psi. When this occurs, the oncoming clutch pack has maximal clamping force. When the clamping force is engaged to max capacity, we ascertain the greatest static and dynamic holding capacity. In stock form or even mildly modified vehicles, this is perfectly suitable; however, when we expose the vehicle to a more demanding environment this can be a weak link.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eWith our SunCoast 10R140 Valve Body we are decreasing the required pressure to fully engage the regulator to only 80psi. This is a 33% decrease in pressure needed to maximally engage the clutch regulator valve (latch valve) resulting in a quicker shift apply when engaging clutches A, B, C and F. This quicker engagement not only shortens shift times, but it also decreases the heat resonating in the clutch pack, preventing premature degradation and extending clutch life. To improve this shift calibration even more SunCoast is evacuating non-critical oil to increase apply rate.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eThe factory overall line pressure is modified on this new SunCoast pump\/valve body combo. SunCoast is increasing overall main line pressure as much as 60psi. This additional line pressure not only increases maximal clamping force of the individual clutch packs but increases overall pump volume production. To reduce the potential for runaway pressure and the over-compression of clutch fibers, the SunCoast 10R140 Valve Body does have a built-in bypass, dumping excessive pressure above 420psi.\u003c\/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eFeatures and Benefits\u003c\/strong\u003e\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eIncreased Line Pressure, as much as 60psi\u003c\/li\u003e\r\n\u003cli\u003eIncreased clamping force on all clutch packs\u003c\/li\u003e\r\n\u003cli\u003e250% Increase in Cooler Charge Pressure\u003c\/li\u003e\r\n\u003cli\u003eIncreased Lock-up Apply Pressure\u003c\/li\u003e\r\n\u003cli\u003e33% Decrease in Maximal Pressure Actuation of Clutch Packs\u003c\/li\u003e\r\n\u003cli\u003eShortened Shift Times\u003c\/li\u003e\r\n\u003cli\u003eImproved Clutch Wear  \u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003cp\u003e\u003ciframe title=\"YouTube video player\" src=\"https:\/\/www.youtube.com\/embed\/U1KKt9RSsPk\" width=\"560\" height=\"315\" frameborder=\"0\" allowfullscreen=\"allowfullscreen\"\u003e\u003c\/iframe\u003e\u003c\/p\u003e\r\n\u003cp\u003e\u003ciframe title=\"YouTube video player\" src=\"https:\/\/www.youtube.com\/embed\/pKBXMSpQnrw\" width=\"560\" height=\"315\" frameborder=\"0\" allowfullscreen=\"allowfullscreen\"\u003e\u003c\/iframe\u003e\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273844367733,"sku":"SC-10R140-CAT3-D-R","price":3669.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649760.jpg?v=1780954061"},{"product_id":"6r140-filter-515198","title":"6R140 FILTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e6R140 FILTER ASSEMBLY\u003cbr\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273849217397,"sku":"515198","price":27.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642324.jpg?v=1780953802"},{"product_id":"10r140-category-2-raybestos-rebuild-kit-with-extra-capacity-c-d-e-f-clutch-packs-sc-10r140-cat2-g-r","title":"10R140 CATEGORY 2 RAYBESTOS REBUILD KIT WITH EXTRA CAPACITY C, D, E, \u0026 F CLUTCH PACKS","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eCar makers don’t often collaborate on projects, especially when they’re direct competitors. However, looming government fuel economy and emissions mandates can make strange bedfellows. And so, the Ford 10R140 10-speed automatic transmission was born. It was co-developed with General Motors, although Ford apparently took the engineering lead on the design. The mission was to create a 10 speed transmission that could improve both the fuel efficiency and performance of high-horsepower engines. The resulting Ford 10R140 transmission was advanced enough to handle the power of the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eLike it or not, a CVT transmission is one of the most efficient gearboxes ever invented. Because there are no actual gears, optimal engine speed can be continuously maintained depending on the load. This allows for seamless acceleration under hard throttle, and lower fuel consumption when you’re just cruising. On a traditional geared transmission, a certain amount of energy gets lost every time a gear ratio is changed. This penalizes both fuel economy and performance, because the engine has to climb back to the RPMs it was just at. The Ford 10R140 10-speed transmission is designed to combine the efficiency benefits of a CVT, with the stepped feel of a traditional automatic transmission.\u003c\/p\u003e\r\n\u003cp\u003eTo create this optimal blend of performance and efficiency, the 10R140 transmission has a wide 7.39 gear ratio spread and a low 4.70 first gear for maximum performance off-the-line. Even though this Ford 10 speed automatic transmission has such a wide gear ratio, it has extremely small steps between the gears. This means the engine RPM only drops (approximately) 20% with each shift, which keeps the engine in the ideal RPM range to achieve either peak performance or efficiency (much like a CVT transmission). The Ford 10R140 also has three overdrive gears, which it can downshift from very quickly.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e10R140 Transmission Gear Ratios\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eFirst – 4.70\u003cbr\u003eSecond – 2.99\u003cbr\u003eThird – 2.15\u003cbr\u003eFourth – 1.80\u003cbr\u003eFifth – 1.52\u003cbr\u003eSixth – 1.28\u003cbr\u003eSeventh – 1.00\u003cbr\u003eEighth – 0.85\u003cbr\u003eNinth – 0.69\u003cbr\u003eTenth – 0.64\u003cbr\u003eReverse – 4.87\u003c\/p\u003e\r\n\u003cp\u003eAs shown above this transmission offers a beautiful shift recovery in every gear which lends itself the perfect unit for narrow power bands. This allows the use of much larger camshafts in a naturally aspirated application. If you are looking into going to a forced induction setup this shift recovery allows for larger turbo and AR housing for max performance.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eNewly Designed Thermal Flow Control Filter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThis 10R140 transmission has a newly designed filter has two types of media, fine and course (medium). The course media is common in most filters (orange filter paper), the fine media filtration (White paper) is the newer material. There is a thermal plate inside the filter that separates the course and fine media. When the oil is colder (higher viscosity) at startup, The fluid will flow through both the fine and course filter media.\u003c\/p\u003e\r\n\u003cp\u003eAs the fluid heats up (less viscosity) , the thermal plate will bend and restrict the coarse media section; directing most of the fluid through the fine media. Therefore catching more of the finer debris once the fluid is heated giving it a far superior filtration system.\u003c\/p\u003e\r\n\u003cp\u003eThis new Suncoast 10R140 rebuild kit comes with a new factory filter to ensure zero flow issues.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Clutches \u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eRaybestos Powertrain GPZ friction plates greatly increase transmission performance and durability. This state-of-the-art friction material far exceeds OE material to withstand high stress, high temperatures and repeated cycling. GPZ's outstanding performance benefits are perfect for heavy-duty vehicles and high-stress driving. Testing of GPZ revolutionary friction material shows that it outperforms OE materials by as much as 20%. Plus, its performance improves as the power increases.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eAdvantages:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eWithstands high horsepower\u003c\/li\u003e\r\n\u003cli\u003eGreater torque capacity\u003c\/li\u003e\r\n\u003cli\u003eMaintains piston travel\u003c\/li\u003e\r\n\u003cli\u003eOptimum performance\u003c\/li\u003e\r\n\u003cli\u003eHigher heat resistance\u003c\/li\u003e\r\n\u003cli\u003eSmooth engagements\u003c\/li\u003e\r\n\u003cli\u003eEnhanced shift feel\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 Rebuild Kit and its contents \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete clutch and steel module kit that fits the new Ford 10R140 Transmission. This module kit contains all of the clutches and steels necessary to rebuild your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-150, F-250, F350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission rebuild kit comes with new Raybestos GPZ clutches, steels, factory OEM filter and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 rebuild kit contains all the frictions and steels you will to do a clutch and steel replacement on a 10R140 transmission containing a stock count clutches and steels. This 10R140 rebuild kit was designed to be a re-clutch for a stock capacity unit utilizing the Raybestos GPZ paper and high performance steels. \u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt;\"\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Expanded Capacity Clutch Modules\u003c\/strong\u003e\u003c\/span\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe 10R140 transmission, while a very capable unit, has its deficiencies just like anything else when it is asked to perform outside its original design intention. Since it's debut in 2018, Suncoast has been actively involved in research and development of this new platform. With our active partnership with Raybestos powertrain, we can now deliver you the very best product to date with the 10R140 platform. These new Suncoast 10R140 transmission expanded capacity clutch modules that are included are completely drop-in replacements. Absolutely no machining is required.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt;\"\u003eThe \"D\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIt is not uncommon to see rapid degradation along with premature failure with this clutch pack in even stock form. \u003c\/p\u003e\r\n\u003cp\u003eThe \"D\" clutch is engaged in P, R,1,2,3,4,6,7,8,10. Where the problem lies is in its oncoming clutch responsibilities when engaged in 6th gear as the oncoming clutch. With this responsibility in higher horsepower or more demanding driving situations it becomes very obvious uptown teardown this clutch has seen its share of abuse.\u003c\/p\u003e\r\n\u003cp\u003eSuncoast provides GPZ friction material, providing higher friction coefficients, increasing torque capacity well beyond the factory limits. This along with our higher apply pressure with our high volume 10R140 transmission pump creates the perfect environment for more reliable shifts. The new Suncoast 10R140 transmission clutch module requires absolutely no machining or modifications to your current unit...we supply everything needed.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt;\"\u003eThe \"E\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIf the 10R140 transmission had evil twin redheaded stepchildren, the \"E\" clutch would definitely be one of them. This other proverbial thorn in your side would be the \"F\" clutch.\u003c\/p\u003e\r\n\u003cp\u003eThis clutch, the \"E\" clutch in a 10R140 transmission, is engaged in 1,3,5,6,7,8, and 9th. The real issue becomes apparent pretty quick. This clutch is cycled on 3 times and off 2 times by the time you are in 5th gear. The clutch is on in 1st then cycled off in 2nd, cycled back on in 3rd, then back off in 4th...only to be cycled back on in 5th gear. In higher-horsepower or higher-demand towing and hauling situations, this constant cycling on and off can lead to premature failure. \u003c\/p\u003e\r\n\u003cp\u003eSuncoast has addressed this issue with the 10R140 transmission by improving the clutch friction properties with the New Raybestos GPZ material and increasing clutch capacity by a whopping 20%. This takes the clutch stack-up from a factory 5-clutch stack up to a 6-clutch stack-up. We simultaneously are addressing the heat issue with both improved friction coefficient, as well as increasing surface area. This Suncoast 10R140 transmission \"E\" high capacity comes completely assembled and stacked up with a new (not used) OE machined drum, piston and backing plate.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eThe \"F\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis clutch is also prone to premature wear as we have seen with other Lepelletier Ravigneaux Gear sets...oncoming clutches in higher gears seems to take the blunt of the beating. With the new 10R140 transmission, the \"F\" clutch is no exception.\u003c\/p\u003e\r\n\u003cp\u003eThe \"F\" clutch is engaged in R,4,5,6,7,8 and 9th. The quickest path to early or premature degradation to this clutch pack is wide open throttle or heavy-load-indexed 3rd to 4th shifts. This is especially prominent in applications where torque management has been deleted.\u003c\/p\u003e\r\n\u003cp\u003eSuncoast has corrected this issue by adding 25% more capacity to this clutch pack by taking it from 4 clutches to 5 in this particular clutch pack.\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273850233205,"sku":"SC-10R140-CAT2-G-R","price":2362.5,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198660828_fec6922f-2ed9-48cd-9caf-4e72fa062a29.jpg?v=1780954047"},{"product_id":"6r140-category-1-suncoast-400-hp-rebuild-kit-with-torque-converter-sc-6r140sc-1","title":"6R140 CATEGORY 1 SUNCOAST 400 HP REBUILD KIT WITH TORQUE CONVERTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eSUNCOAST CLUTCH STEEL RECIPE W\/ FILTER, PUMP BUSHING, GASKET KIT, GUARDIAN TORQUE CONVERTER.\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eKit contains the following:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e- All new Carbon Graphitic clutches\u003c\/div\u003e\r\n\u003cdiv\u003e- All new custom machined steels\u003c\/div\u003e\r\n\u003cdiv\u003e- Improved heavy duty 4-5-6 Overdrive Clutch pack\u003c\/div\u003e\r\n\u003cdiv\u003e- Increased overdrive clutch count\u003c\/div\u003e\r\n\u003cdiv\u003e- Custom machined Overdrive apply piston\u003c\/div\u003e\r\n\u003cdiv\u003e- New Gasket, Seal, \u0026amp; O'ring sealing kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New Transmission Filter Kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New pump bearing\u003c\/div\u003e\r\n\u003cdiv\u003e- Guardian Torque Converter\u003c\/div\u003e\r\n\u003cdiv\u003e \u003c\/div\u003e\r\n\u003cdiv\u003eThis kit is a base rebuild kit using the SunCoast clutch and steel recipes along with a new pump bushing which has been an issue for quite some time with the 6R140. \u003c\/div\u003e\r\n\u003cp\u003eThis rebuild kit also includes the filter, overhaul kit, and all the gaskets, along with a 6R140 Guardian Torque Converter. This is an ideal kit for someone looking to rebuild a factory stock vehicle with improved frictions and steels to improve longevity in the transmission.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eIntroducing the 6R140\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe new 6R140 from Ford is definitely one of the most exciting drivetrains on the market today. The new 6R140 was released to replaced the previous Torqshift unit, which was the 5R110. The 5R110 was previously used in both the 6.0 and 6.4 Ford diesel engines. When Ford released the 6.7 L Powerstroke powerplant it also released the new much stronger 6R140 Torqshift transmission.\u003c\/p\u003e\r\n\u003cp\u003eThe new Ford 6R140 Torqshift transmission is the most robust transmission Ford has yet to build. This unit was designed and manufactured exclusively by Ford Motor Company. First and foremost, Ford opted to incorporate a robust one-piece bell housing design for the all new 6R140 Torqshift transmission. This new one piece design is not only tough but adds a tremendous amount of rigidity to the case making torsional flex an afterthought. The transmission features a very deep first gear (great for towing and moving mountains)  with double overdrive (excellent for fuel economy). This unit has a total of six forward gears with the ratios as follows: 1st gear 3.974:1, 2nd gear 2.318:1, 3rd gear 1.516:1, 4th gear 1.149:1, 5th gear  0.858:1, 6th gear 0.674:1. \u003c\/p\u003e\r\n\u003cp\u003eFor maximum efficiency, the patented Lepelletier geartrain reduces complexities that exist in connecting an automatic transmission's gear sets and clutches. Simply put, the 6R140 uses a simple gearset to drive a Ravigneaux gearset. So the transmission uses just five clutch sets to achieve six forward gears. The 6R140 is further strengthened  by the utilization of a powder-metal carrier within the compound Ravigneaux planetary gearset (a double planetary gearset). The carrier is made up of four pressed components, which are sinter-brazed together to form a rigid, dense structure.\u003c\/p\u003e\r\n\u003cp\u003eThe new torque converter in the 6R140 features an exclusive long travel, ultra high capacity turbine damper designed to soften the extreme force produced by the new 6.7 L PowerStroke. Here at SunCoast we have already improved upon this converter, launching our own line of Torque converters including a variety of stall speeds. \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Pump Bushing\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe factory pump on the 6R140 often suffers a loss of lubrication pressure at the converter hub support pump bearing due to failure of the bearing seal. When the bearing itself fails catastrophic failure can and will occur. This new bearing restores normal operation and integrity back to the pump.\u003c\/p\u003e\r\n\u003cp\u003eThe Ford 6R140 platform was designed and built in-house by Ford Motor Company. With a deep first gear (3.97:1), double overdrive, and a one-piece deep skirt case it is easy to see why the 6R140 transmission is such a workhorse.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Guardian Torque Converter\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eFord, when designing the 6R140, also added Sinter-brazed gear carriers and a dual media filter that can extend service intervals up to 150,000 miles.\u003c\/p\u003e\r\n\u003cp\u003eThe 6R140 Transmission also has an integrated live PTO with a higher torque capacity than its Allison counterpart, while coming in at a stealthy 25lbs lighter, as well.\u003c\/p\u003e\r\n\u003cp\u003eCaptive clutch failure in the Ford 6R140 is a chronic problem that is difficult to address with stock components or traditional methods. \u003c\/p\u003e\r\n\u003cdiv class=\"spaced-vertical\"\u003e\r\n\u003cp\u003eUnlike most lockup converters, the 6R140 clutch does not engage the front cover — it moves \u003cem\u003eaway \u003c\/em\u003efrom the engine block and engages a stamped, steel backing plate, which is relatively thin and prone to flex. SunCoast addresses these issues by using a custom rigid backing plate that reduces deflection, improving apply conformity. This process provides a more durable reaction surface than OE, improving longevity and reliability for years to come.\u003c\/p\u003e\r\n\u003cp\u003eAnother weak point is the OE clutch, which is held together by a set of small, weak leaf springs. These springs are often broken or on the verge of breaking, causing the OE steel clutch plates to break loose and gouge the cover splines. Clutch failure occurs when damage and debris become severe, a particularly frequent issue in heavy-duty trucks that put massive stress on converter components. SunCoast improves the factory spring system on this 6R140 torque converter with a much more robust system, while also utilizing our ZERO-DRAG technology.\u003c\/p\u003e\r\n\u003cp\u003eThis new 6R140 Guardian torque converter is a perfect replacement for customers who do a lot of heavy towing or work out of their vehicles and put reliability as a priority.\u003c\/p\u003e\r\n\u003c\/div\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273850429813,"sku":"SC-6R140SC-1","price":4462.5,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642698.jpg?v=1780953843"},{"product_id":"6r140-category-2-suncoast-450-hp-rebuild-kit-no-converter-sc-6r140sc-2-lc","title":"6R140 CATEGORY 2 SUNCOAST 450 HP REBUILD KIT - NO CONVERTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eSUNCOAST CLUTCH STEEL RECIPE W\/ 4-5-6 DAMPER, FILTER, PUMP BUSHING, GASKET KIT\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eKit contains the following:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e- All new Carbon Graphitic clutches\u003c\/div\u003e\r\n\u003cdiv\u003e- All new custom machined steels\u003c\/div\u003e\r\n\u003cdiv\u003e- Improved heavy duty 4-5-6 Overdrive Clutch pack\u003c\/div\u003e\r\n\u003cdiv\u003e- Increased overdrive clutch count\u003c\/div\u003e\r\n\u003cdiv\u003e- Custom machined Overdrive apply piston\u003c\/div\u003e\r\n\u003cdiv\u003e- New Gasket, Seal, \u0026amp; O'ring sealing kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New Transmission Filter Kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New pump bearing\u003c\/div\u003e\r\n\u003cdiv\u003e- New SunCoast Patented Damper\u003c\/div\u003e\r\n\u003cp\u003eThis rebuild kit includes the filter, overhaul kit, and all the gaskets. This is an ideal kit for someone looking to rebuild a factory stock vehicle with improved frictions and steels to improve longevity in the transmission.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eIntroducing the 6R140\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe new 6R140 from Ford is definitely one of the most exciting drivetrains on the market today. The new 6R140 was released to replaced the previous Torqshift unit, which was the 5R110. The 5R110 was previously used in both the 6.0 and 6.4 Ford diesel engines. When Ford released the 6.7 L Powerstroke powerplant it also released the new much stronger 6R140 Torqshift transmission.\u003c\/p\u003e\r\n\u003cp\u003eThe new Ford 6R140 Torqshift transmission is the most robust transmission Ford has yet to build. This unit was designed and manufactured exclusively by Ford Motor Company. First and foremost, Ford opted to incorporate a robust one-piece bell housing design for the all new 6R140 Torqshift transmission. This new one piece design is not only tough but adds a tremendous amount of rigidity to the case making torsional flex an afterthought. The transmission features a very deep first gear (great for towing and moving mountains)  with double overdrive (excellent for fuel economy). This unit has a total of six forward gears with the ratios as follows: 1st gear 3.974:1, 2nd gear 2.318:1, 3rd gear 1.516:1, 4th gear 1.149:1, 5th gear  0.858:1, 6th gear 0.674:1. \u003c\/p\u003e\r\n\u003cp\u003eFor maximum efficiency, the patented Lepelletier geartrain reduces complexities that exist in connecting an automatic transmission's gear sets and clutches. Simply put, the 6R140 uses a simple gearset to drive a Ravigneaux gearset. So the transmission uses just five clutch sets to achieve six forward gears. The 6R140 is further strengthened  by the utilization of a powder-metal carrier within the compound Ravigneaux planetary gearset (a double planetary gearset). The carrier is made up of four pressed components, which are sinter-brazed together to form a rigid, dense structure.\u003c\/p\u003e\r\n\u003cp\u003eThe new torque converter in the 6R140 features an exclusive long travel, ultra high capacity turbine damper designed to soften the extreme force produced by the new 6.7 L PowerStroke. Here at SunCoast we have already improved upon this converter, launching our own line of Torque converters including a variety of stall speeds. \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb4600;\"\u003eThe Engineering\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eWhen SunCoast first took a look at the 6R140 Torqshift transmission we instantly saw the similarities between the the Ford 6R80 and GM 6L80\/6L90 platforms. We new from previous experience the 4-5-6 clutch pack would be the first area that needs to be addressed. The 4-5-6 clutch pack is also known as the \"E CLUTCH\" and is one of the smallest clutches in the transmission. As we tested our different friction materials and manufactures we saw a pattern develop. The higher the friction coefficient the more violent the shifts become, especially when adding additional torque is in the equation. Often times this creates the 3-4 \"squawk\" when shifting into 4th gear. \u003c\/p\u003e\r\n\u003cp\u003eIt became very apparent that if we were going to deliver a superior fiction material to our customer, this issue would need to be addressed. We have seen our competitors simply settle for a clutch that has less friction coefficient allowing slip to occur during the shift. while settling on an inferior friction material may be acceptable to some, Ron and the SunCoast development team took a different approach. We decided to take a more scientific approach, and yet another Patent hangs on the wall. . . \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #eb5f26;\"\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt;\"\u003eThe Patent and the \u003c\/span\u003e\u003cspan style=\"font-size: 19px; font-weight: bold;\"\u003eDamper\u003c\/span\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe 6R140 E clutch hub is designed without any damper. This makes perfect sense due to the fact that Ford designed the 6R140 Torqshift transmission with the thought process that there would be torque management. With torque management in place we are defueling during shifts essentially pulling the power between shifts. Ford has also designed this with a certain torque limit in mind that most certainly did not have deletes, larger chargers, and aftermarket tuners involved. Couple this along with the removal of torque management and you have created a situation where failure is imminent.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has designed a completely new 4-5-6 clutch hub that incorporates a damper assembly that also uses a Sound Reduction\/Absorption Technology that eliminates the dreaded squawk and restores shift quality. This new clutch hub damper allows for clean, crisp, and silent gear exchange. This allows us to use much more sophisticated friction materials with higher friction coefficients ensuring longevity and reliability.This new Patented SunCoast E Clutch Hub Damper has seen over 1,000hp reliably. It is only available at SunCoast.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has also developed a new 4-5-6 \"E\" clutch power pack using nine of our custom frictions. This new proprietary SunCoast clutch pack is exclusively designed for our patented clutch hub. This custom SunCoast set-up provides a very clean and crisp shift. The extra capacity in the clutch pack along with the higher friction coefficient provides unmatched performance that cannot be matched by anything else on the planet.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Pump Bushing\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe factory pump on the 6R140 often suffers a loss of lubrication pressure at the converter hub support pump bearing due to failure of the bearing seal. When the bearing itself fails catastrophic failure can and will occur. This new bearing restores normal operation and integrity back to the pump.\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273851085173,"sku":"SC-6R140SC-2-LC","price":3095.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198648422.jpg?v=1780953973"},{"product_id":"10r140-category-1-borgwarner-rebuild-kit-stock-clutch-counts-gaskets-and-filter-sc-10r140-cat1-b-d","title":"10R140 CATEGORY 1 BORGWARNER REBUILD KIT, STOCK CLUTCH COUNTS, GASKETS AND FILTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eCar makers don’t often collaborate on projects, especially when they’re direct competitors. However, looming government fuel economy and emissions mandates can make strange bedfellows. And so, the Ford 10R140 10-speed automatic transmission was born. It was co-developed with General Motors, although Ford apparently took the engineering lead on the design. The mission was to create a 10 speed transmission that could improve both the fuel efficiency and performance of high-horsepower engines. The resulting Ford 10R140 transmission was advanced enough to handle the power of the Ford F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eLike it or not, a CVT transmission is one of the most efficient gearboxes ever invented. Because there are no actual gears, optimal engine speed can be continuously maintained depending on the load. This allows for seamless acceleration under hard throttle, and lower fuel consumption when you’re just cruising. On a traditional geared transmission, a certain amount of energy gets lost every time a gear ratio is changed. This penalizes both fuel economy and performance, because the engine has to climb back to the RPMs it was just at. The Ford 10R140 10-speed transmission is designed to combine the efficiency benefits of a CVT, with the stepped feel of a traditional automatic transmission.\u003c\/p\u003e\r\n\u003cp\u003eTo create this optimal blend of performance and efficiency, the 10R140 transmission has a wide 7.39 gear ratio spread and a low 4.70 first gear for maximum performance off-the-line. Even though this Ford 10 speed automatic transmission has such a wide gear ratio, it has extremely small steps between the gears. This means the engine RPM only drops (approximately) 20% with each shift, which keeps the engine in the ideal RPM range to achieve either peak performance or efficiency (much like a CVT transmission). The Ford 10R140 also has three overdrive gears, which it can downshift from very quickly.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e10R140 Transmission Gear Ratios\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eFirst – 4.70\u003cbr\u003eSecond – 2.99\u003cbr\u003eThird – 2.15\u003cbr\u003eFourth – 1.80\u003cbr\u003eFifth – 1.52\u003cbr\u003eSixth – 1.28\u003cbr\u003eSeventh – 1.00\u003cbr\u003eEighth – 0.85\u003cbr\u003eNinth – 0.69\u003cbr\u003eTenth – 0.64\u003cbr\u003eReverse – 4.87\u003c\/p\u003e\r\n\u003cp\u003eAs shown above this transmission offers a beautiful shift recovery in every gear which lends itself the perfect unit for narrow power bands. This allows the use of much larger camshafts in a naturally aspirated application. If you are looking into going to a forced induction setup this shift recovery allows for larger turbo and AR housing for max performance.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eNewly Designed Thermal Flow Control Filter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThis 10R140 transmission has a newly designed filter has two types of media, fine and course (medium). The course media is common in most filters (orange filter paper), the fine media filtration (White paper) is the newer material. There is a thermal plate inside the filter that separates the course and fine media. When the oil is colder (higher viscosity) at startup, The fluid will flow through both the fine and course filter media.\u003c\/p\u003e\r\n\u003cp\u003eAs the fluid heats up (less viscosity) , the thermal plate will bend and restrict the coarse media section; directing most of the fluid through the fine media. Therefore catching more of the finer debris once the fluid is heated giving it a far superior filtration system.\u003c\/p\u003e\r\n\u003cp\u003eThis new Suncoast 10R140 rebuild kit comes with a new factory filter to ensure zero flow issues.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eAdvantages:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eWithstands high horsepower\u003c\/li\u003e\r\n\u003cli\u003eGreater torque capacity\u003c\/li\u003e\r\n\u003cli\u003eMaintains piston travel\u003c\/li\u003e\r\n\u003cli\u003eOptimum performance\u003c\/li\u003e\r\n\u003cli\u003eHigher heat resistance\u003c\/li\u003e\r\n\u003cli\u003eSmooth engagements\u003c\/li\u003e\r\n\u003cli\u003eEnhanced shift feel\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 Rebuild Kit and its contents \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete clutch and steel module kit that fits the new Ford 10R140 Transmission. This module kit contains all of the clutches and steels necessary to rebuild your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission rebuild kit comes with new BorgWarner clutches, steels, factory OEM filter and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 rebuild kit contains all the frictions and steels you will to do a clutch and steel replacement on a 10R140 transmission containing a stock count clutches and steels. This 10R140 rebuild kit was designed to be a re-clutch for a stock capacity unit utilizing BorgWarner frictions and high performance steels. \u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273852068213,"sku":"SC-10R140-CAT1-B-D","price":2056.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198650276.jpg?v=1780954108"},{"product_id":"6r140-overhaul-kit-t236002awsc","title":"6R140 Overhaul Kit","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003e6R140 Overhaul Kit\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273854853493,"sku":"T236002AWSC","price":525.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642288.jpg?v=1780953823"},{"product_id":"6r140-category-2-suncoast-450-hp-rebuild-kit-with-torque-converter-sc-6r140sc-2","title":"6R140 CATEGORY 2 SUNCOAST 450 HP REBUILD KIT WITH TORQUE CONVERTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eSUNCOAST CLUTCH STEEL RECIPE W\/ 4-5-6 DAMPER, FILTER, PUMP BUSHING, GASKET KIT, AND GUARDIAN TORQUE CONVERTER\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eKit contains the following:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e- All new Carbon Graphitic clutches\u003c\/div\u003e\r\n\u003cdiv\u003e- All new custom machined steels\u003c\/div\u003e\r\n\u003cdiv\u003e- Improved heavy duty 4-5-6 Overdrive Clutch pack\u003c\/div\u003e\r\n\u003cdiv\u003e- Increased overdrive clutch count\u003c\/div\u003e\r\n\u003cdiv\u003e- Custom machined Overdrive apply piston\u003c\/div\u003e\r\n\u003cdiv\u003e- New Gasket, Seal, \u0026amp; O'ring sealing kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New Transmission Filter Kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New pump bearing\u003c\/div\u003e\r\n\u003cdiv\u003e- New SunCoast Patented Damper\u003c\/div\u003e\r\n\u003cdiv\u003e- Guardian Torque Converter\u003c\/div\u003e\r\n\u003cp\u003eThis rebuild kit includes the filter, overhaul kit, and all the gaskets, along with a Guardian Torque Converter. This is an ideal kit for someone looking to rebuild a factory stock vehicle with improved frictions and steels to improve longevity in the transmission.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eIntroducing the 6R140\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe new 6R140 from Ford is definitely one of the most exciting drivetrains on the market today. The new 6R140 was released to replaced the previous Torqshift unit, which was the 5R110. The 5R110 was previously used in both the 6.0 and 6.4 Ford diesel engines. When Ford released the 6.7 L Powerstroke powerplant it also released the new much stronger 6R140 Torqshift transmission.\u003c\/p\u003e\r\n\u003cp\u003eThe new Ford 6R140 Torqshift transmission is the most robust transmission Ford has yet to build. This unit was designed and manufactured exclusively by Ford Motor Company. First and foremost, Ford opted to incorporate a robust one-piece bell housing design for the all new 6R140 Torqshift transmission. This new one piece design is not only tough but adds a tremendous amount of rigidity to the case making torsional flex an afterthought. The transmission features a very deep first gear (great for towing and moving mountains)  with double overdrive (excellent for fuel economy). This unit has a total of six forward gears with the ratios as follows: 1st gear 3.974:1, 2nd gear 2.318:1, 3rd gear 1.516:1, 4th gear 1.149:1, 5th gear  0.858:1, 6th gear 0.674:1. \u003c\/p\u003e\r\n\u003cp\u003eFor maximum efficiency, the patented Lepelletier geartrain reduces complexities that exist in connecting an automatic transmission's gear sets and clutches. Simply put, the 6R140 uses a simple gearset to drive a Ravigneaux gearset. So the transmission uses just five clutch sets to achieve six forward gears. The 6R140 is further strengthened  by the utilization of a powder-metal carrier within the compound Ravigneaux planetary gearset (a double planetary gearset). The carrier is made up of four pressed components, which are sinter-brazed together to form a rigid, dense structure.\u003c\/p\u003e\r\n\u003cp\u003eThe new torque converter in the 6R140 features an exclusive long travel, ultra high capacity turbine damper designed to soften the extreme force produced by the new 6.7 L PowerStroke. Here at SunCoast we have already improved upon this converter, launching our own line of Torque converters including a variety of stall speeds. \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb4600;\"\u003eThe Engineering\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eWhen SunCoast first took a look at the 6R140 Torqshift transmission we instantly saw the similarities between the the Ford 6R80 and GM 6L80\/6L90 platforms. We new from previous experience the 4-5-6 clutch pack would be the first area that needs to be addressed. The 4-5-6 clutch pack is also known as the \"E CLUTCH\" and is one of the smallest clutches in the transmission. As we tested our different friction materials and manufactures we saw a pattern develop. The higher the friction coefficient the more violent the shifts become, especially when adding additional torque is in the equation. Often times this creates the 3-4 \"squawk\" when shifting into 4th gear. \u003c\/p\u003e\r\n\u003cp\u003eIt became very apparent that if we were going to deliver a superior fiction material to our customer, this issue would need to be addressed. We have seen our competitors simply settle for a clutch that has less friction coefficient allowing slip to occur during the shift. while settling on an inferior friction material may be acceptable to some, Ron and the SunCoast development team took a different approach. We decided to take a more scientific approach, and yet another Patent hangs on the wall. . . \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #eb5f26;\"\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt;\"\u003eThe Patent and the \u003c\/span\u003e\u003cspan style=\"font-size: 19px; font-weight: bold;\"\u003eDamper\u003c\/span\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe 6R140 E clutch hub is designed without any damper. This makes perfect sense due to the fact that Ford designed the 6R140 Torqshift transmission with the thought process that there would be torque management. With torque management in place we are defueling during shifts essentially pulling the power between shifts. Ford has also designed this with a certain torque limit in mind that most certainly did not have deletes, larger chargers, and aftermarket tuners involved. Couple this along with the removal of torque management and you have created a situation where failure is imminent.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has designed a completely new 4-5-6 clutch hub that incorporates a damper assembly that also uses a Sound Reduction\/Absorption Technology that eliminates the dreaded squawk and restores shift quality. This new clutch hub damper allows for clean, crisp, and silent gear exchange. This allows us to use much more sophisticated friction materials with higher friction coefficients ensuring longevity and reliability.This new Patented SunCoast E Clutch Hub Damper has seen over 1,000hp reliably. It is only available at SunCoast.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has also developed a new 4-5-6 \"E\" clutch power pack using nine of our custom frictions. This new proprietary SunCoast clutch pack is exclusively designed for our patented clutch hub. This custom SunCoast set-up provides a very clean and crisp shift. The extra capacity in the clutch pack along with the higher friction coefficient provides unmatched performance that cannot be matched by anything else on the planet.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Pump Bushing\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe factory pump on the 6R140 often suffers a loss of lubrication pressure at the converter hub support pump bearing due to failure of the bearing seal. When the bearing itself fails catastrophic failure can and will occur. This new bearing restores normal operation and integrity back to the pump.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Guardian Torque Converter\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eFord, when designing the 6R140, also added Sinter-brazed gear carriers and a dual media filter that can extend service intervals up to 150,000 miles.\u003c\/p\u003e\r\n\u003cp\u003eThe 6R140 Transmission also has an integrated live PTO with a higher torque capacity than its Allison counterpart, while coming in at a stealthy 25lbs lighter, as well.\u003c\/p\u003e\r\n\u003cp\u003eCaptive clutch failure in the Ford 6R140 is a chronic problem that is difficult to address with stock components or traditional methods. \u003c\/p\u003e\r\n\u003cdiv class=\"spaced-vertical\"\u003e\r\n\u003cp\u003eUnlike most lockup converters, the 6R140 clutch does not engage the front cover — it moves \u003cem\u003eaway \u003c\/em\u003efrom the engine block and engages a stamped, steel backing plate, which is relatively thin and prone to flex. SunCoast addresses these issues by using a custom rigid backing plate that reduces deflection, improving apply conformity. This process provides a more durable reaction surface than OE, improving longevity and reliability for years to come.\u003c\/p\u003e\r\n\u003cp\u003eAnother weak point is the OE clutch, which is held together by a set of small, weak leaf springs. These springs are often broken or on the verge of breaking, causing the OE steel clutch plates to break loose and gouge the cover splines. Clutch failure occurs when damage and debris become severe, a particularly frequent issue in heavy-duty trucks that put massive stress on converter components. SunCoast improves the factory spring system on this 6R140 torque converter with a much more robust system, while also utilizing our ZERO-DRAG technology.\u003c\/p\u003e\r\n\u003cp\u003eThis new 6R140 Guardian torque converter is a perfect replacement for customers who do a lot of heavy towing or work out of their vehicles and put reliability as a priority.\u003c\/p\u003e\r\n\u003c\/div\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273858195829,"sku":"SC-6R140SC-2","price":5244.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642702.jpg?v=1780953857"},{"product_id":"6r140-category-4-suncoast-750-hp-rebuild-kit-with-torque-converter-sc-6r140sc-4","title":"6R140 CATEGORY 4 SUNCOAST 750 + HP REBUILD KIT WITH TORQUE CONVERTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eSUNCOAST CLUTCH STEEL RECIPE W\/ 4-5-6 DAMPER HUB , BILLET CLUTCH HUB, BILLET INTERMEDIATE SHAFT FILTER, PUMP BUSHING, GASKET KIT, BILLET FLEXPLATE, SURE CURE VALVE BODY REPAIR KIT, GUARDIAN TORQUE CONVERTER\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eKit contains the following:\u003c\/span\u003e \u003c\/p\u003e\r\n\u003cdiv\u003e- All new Carbon Graphitic clutches\u003c\/div\u003e\r\n\u003cdiv\u003e- All new custom machined steels\u003c\/div\u003e\r\n\u003cdiv\u003e- Improved heavy duty 4-5-6 Overdrive Clutch pack\u003c\/div\u003e\r\n\u003cdiv\u003e- Increased overdrive clutch count\u003c\/div\u003e\r\n\u003cdiv\u003e- Custom machined Overdrive apply piston\u003c\/div\u003e\r\n\u003cdiv\u003e- New Gasket, Seal, \u0026amp; O'ring sealing kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New Transmission Filter Kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New pump bearing\u003c\/div\u003e\r\n\u003cdiv\u003e- New SunCoast Patented Damper.\u003c\/div\u003e\r\n\u003cdiv\u003e- Billet Flexplate\u003c\/div\u003e\r\n\u003cdiv\u003e- Sure cure Valve body calibration kit\u003c\/div\u003e\r\n\u003cdiv\u003e- Billet Intermediate Shaft\u003c\/div\u003e\r\n\u003cdiv\u003e- Billet Clutch Hub\u003c\/div\u003e\r\n\u003cdiv\u003e- Guardian Torque Converter\u003c\/div\u003e\r\n\u003cp\u003eThis rebuild kit includes a Guardian Torque Converter, billet flexplate, SunCoast patented 4-5-6 hub, new pump bushing, Sonnax SureCure Kit, filter, overhaul kit, and all the gaskets. This is an ideal kit for someone looking to rebuild a factory stock vehicle with improved frictions and steels to improve longevity in the transmission.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eIntroducing the 6R140\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe new 6R140 from Ford is definitely one of the most exciting drivetrains on the market today. The new 6R140 was released to replaced the previous Torqshift unit, which was the 5R110. The 5R110 was previously used in both the 6.0 and 6.4 Ford diesel engines. When Ford released the 6.7 L Powerstroke powerplant it also released the new much stronger 6R140 Torqshift transmission.\u003c\/p\u003e\r\n\u003cp\u003eThe new Ford 6R140 Torqshift transmission is the most robust transmission Ford has yet to build. This unit was designed and manufactured exclusively by Ford Motor Company. First and foremost, Ford opted to incorporate a robust one-piece bell housing design for the all new 6R140 Torqshift transmission. This new one piece design is not only tough but adds a tremendous amount of rigidity to the case making torsional flex an afterthought. The transmission features a very deep first gear (great for towing and moving mountains)  with double overdrive (excellent for fuel economy). This unit has a total of six forward gears with the ratios as follows: 1st gear 3.974:1, 2nd gear 2.318:1, 3rd gear 1.516:1, 4th gear 1.149:1, 5th gear  0.858:1, 6th gear 0.674:1. \u003c\/p\u003e\r\n\u003cp\u003eFor maximum efficiency, the patented Lepelletier geartrain reduces complexities that exist in connecting an automatic transmission's gear sets and clutches. Simply put, the 6R140 uses a simple gearset to drive a Ravigneaux gearset. So the transmission uses just five clutch sets to achieve six forward gears. The 6R140 is further strengthened  by the utilization of a powder-metal carrier within the compound Ravigneaux planetary gearset (a double planetary gearset). The carrier is made up of four pressed components, which are sinter-brazed together to form a rigid, dense structure.\u003c\/p\u003e\r\n\u003cp\u003eThe new torque converter in the 6R140 features an exclusive long travel, ultra high capacity turbine damper designed to soften the extreme force produced by the new 6.7 L PowerStroke. Here at SunCoast we have already improved upon this converter, launching our own line of Torque converters including a variety of stall speeds. \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb4600;\"\u003eThe Engineering\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eWhen SunCoast first took a look at the 6R140 Torqshift transmission we instantly saw the similarities between the the Ford 6R80 and GM 6L80\/6L90 platforms. We new from previous experience the 4-5-6 clutch pack would be the first area that needs to be addressed. The 4-5-6 clutch pack is also known as the \"E CLUTCH\" and is one of the smallest clutches in the transmission. As we tested our different friction materials and manufactures we saw a pattern develop. The higher the friction coefficient the more violent the shifts become, especially when adding additional torque is in the equation. Often times this creates the 3-4 \"squawk\" when shifting into 4th gear. \u003c\/p\u003e\r\n\u003cp\u003eIt became very apparent that if we were going to deliver a superior fiction material to our customer, this issue would need to be addressed. We have seen our competitors simply settle for a clutch that has less friction coefficient allowing slip to occur during the shift. while settling on an inferior friction material may be acceptable to some, Ron and the SunCoast development team took a different approach. We decided to take a more scientific approach, and yet another Patent hangs on the wall. . . \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #eb5f26;\"\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt;\"\u003eThe Patent and the \u003c\/span\u003e\u003cspan style=\"font-size: 19px; font-weight: bold;\"\u003eDamper\u003c\/span\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe 6R140 E clutch hub is designed without any damper. This makes perfect sense due to the fact that Ford designed the 6R140 Torqshift transmission with the thought process that there would be torque management. With torque management in place we are defueling during shifts essentially pulling the power between shifts. Ford has also designed this with a certain torque limit in mind that most certainly did not have deletes, larger chargers, and aftermarket tuners involved. Couple this along with the removal of torque management and you have created a situation where failure is imminent.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has designed a completely new 4-5-6 clutch hub that incorporates a damper assembly that also uses a Sound Reduction\/Absorption Technology that eliminates the dreaded squawk and restores shift quality. This new clutch hub damper allows for clean, crisp, and silent gear exchange. This allows us to use much more sophisticated friction materials with higher friction coefficients ensuring longevity and reliability.This new Patented SunCoast E Clutch Hub Damper has seen over 1,000hp reliably. It is only available at SunCoast.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has also developed a new 4-5-6 \"E\" clutch power pack using nine of our custom frictions. This new proprietary SunCoast clutch pack is exclusively designed for our patented clutch hub. This custom SunCoast set-up provides a very clean and crisp shift. The extra capacity in the clutch pack along with the higher friction coefficient provides unmatched performance that cannot be matched by anything else on the planet.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Pump Bushing\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe factory pump on the 6R140 often suffers a loss of lubrication pressure at the converter hub support pump bearing due to failure of the bearing seal. When the bearing itself fails catastrophic failure can and will occur. This new bearing restores normal operation and integrity back to the pump.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Intermediate Shaft\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eWith vehicles with upgraded performance modifications, larger wheels and tires, or heavy towing it is not uncommon to see the intermediate shaft fail. Now that the overdrive clutches no longer slip during apply the intermediate shaft is exposed to a greater amount of torsional fatigue. This fatigue from any one of these circumstances can and will cause shaft failure. Suncoast offers a new billet shaft made from managing steel (also known as Vascomax).\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Guardian Torque Converter\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eFord, when designing the 6R140, also added Sinter-brazed gear carriers and a dual media filter that can extend service intervals up to 150,000 miles.\u003c\/p\u003e\r\n\u003cp\u003eThe 6R140 Transmission also has an integrated live PTO with a higher torque capacity than its Allison counterpart, while coming in at a stealthy 25lbs lighter, as well.\u003c\/p\u003e\r\n\u003cp\u003eCaptive clutch failure in the Ford 6R140 is a chronic problem that is difficult to address with stock components or traditional methods. \u003c\/p\u003e\r\n\u003cdiv class=\"spaced-vertical\"\u003e\r\n\u003cp\u003eUnlike most lockup converters, the 6R140 clutch does not engage the front cover — it moves \u003cem\u003eaway \u003c\/em\u003efrom the engine block and engages a stamped, steel backing plate, which is relatively thin and prone to flex. SunCoast addresses these issues by using a custom rigid backing plate that reduces deflection, improving apply conformity. This process provides a more durable reaction surface than OE, improving longevity and reliability for years to come.\u003c\/p\u003e\r\n\u003cp\u003eAnother weak point is the OE clutch, which is held together by a set of small, weak leaf springs. These springs are often broken or on the verge of breaking, causing the OE steel clutch plates to break loose and gouge the cover splines. Clutch failure occurs when damage and debris become severe, a particularly frequent issue in heavy-duty trucks that put massive stress on converter components. SunCoast improves the factory spring system on this 6R140 torque converter with a much more robust system, while also utilizing our ZERO-DRAG technology.\u003c\/p\u003e\r\n\u003cp\u003eThis new 6R140 Guardian torque converter is a perfect replacement for customers who do a lot of heavy towing or work out of their vehicles and put reliability as a priority.\u003c\/p\u003e\r\n\u003c\/div\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273858228597,"sku":"SC-6R140SC-4","price":6924.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642710.jpg?v=1780953862"},{"product_id":"6r140-category-3-suncoast-550-hp-rebuild-kit-with-torque-converter-sc-6r140sc-3","title":"6R140 CATEGORY 3 SUNCOAST 550 HP REBUILD KIT WITH TORQUE CONVERTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eSUNCOAST CLUTCH STEEL RECIPE W\/ 4-5-6 DAMPER, FILTER, PUMP BUSHING, GASKET KIT, BILLET FLEXPLATE, SURE CURE VALVE BODY REPAIR KIT AND GUARDIAN TORQUE CONVERTER\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eKit contains the following:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e- All new Carbon Graphitic clutches\u003c\/div\u003e\r\n\u003cdiv\u003e- All new custom machined steels\u003c\/div\u003e\r\n\u003cdiv\u003e- Improved heavy duty 4-5-6 Overdrive Clutch pack\u003c\/div\u003e\r\n\u003cdiv\u003e- Increased overdrive clutch count\u003c\/div\u003e\r\n\u003cdiv\u003e- Custom machined Overdrive apply piston\u003c\/div\u003e\r\n\u003cdiv\u003e- New Gasket, Seal, \u0026amp; O'ring sealing kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New Transmission Filter Kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New pump bearing\u003c\/div\u003e\r\n\u003cdiv\u003e- New SunCoast Patented Damper.\u003c\/div\u003e\r\n\u003cdiv\u003e- Billet Flexplate\u003c\/div\u003e\r\n\u003cdiv\u003e- Sure cure Valve body calibration kit\u003c\/div\u003e\r\n\u003cdiv\u003e- Guardian Torque Converter\u003c\/div\u003e\r\n\u003cp\u003eThis rebuild kit includes a Guardian Torque Converter, billet flexplate, SunCoast patented 4-5-6 hub, new pump bushing, Sonnax SureCure Kit, filter, overhaul kit, and all the gaskets. This is an ideal kit for someone looking to rebuild a factory stock vehicle with improved frictions and steels to improve longevity in the transmission.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eIntroducing the 6R140\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe new 6R140 from Ford is definitely one of the most exciting drivetrains on the market today. The new 6R140 was released to replaced the previous Torqshift unit, which was the 5R110. The 5R110 was previously used in both the 6.0 and 6.4 Ford diesel engines. When Ford released the 6.7 L Powerstroke powerplant it also released the new much stronger 6R140 Torqshift transmission.\u003c\/p\u003e\r\n\u003cp\u003eThe new Ford 6R140 Torqshift transmission is the most robust transmission Ford has yet to build. This unit was designed and manufactured exclusively by Ford Motor Company. First and foremost, Ford opted to incorporate a robust one-piece bell housing design for the all new 6R140 Torqshift transmission. This new one piece design is not only tough but adds a tremendous amount of rigidity to the case making torsional flex an afterthought. The transmission features a very deep first gear (great for towing and moving mountains)  with double overdrive (excellent for fuel economy). This unit has a total of six forward gears with the ratios as follows: 1st gear 3.974:1, 2nd gear 2.318:1, 3rd gear 1.516:1, 4th gear 1.149:1, 5th gear  0.858:1, 6th gear 0.674:1. \u003c\/p\u003e\r\n\u003cp\u003eFor maximum efficiency, the patented Lepelletier geartrain reduces complexities that exist in connecting an automatic transmission's gear sets and clutches. Simply put, the 6R140 uses a simple gearset to drive a Ravigneaux gearset. So the transmission uses just five clutch sets to achieve six forward gears. The 6R140 is further strengthened  by the utilization of a powder-metal carrier within the compound Ravigneaux planetary gearset (a double planetary gearset). The carrier is made up of four pressed components, which are sinter-brazed together to form a rigid, dense structure.\u003c\/p\u003e\r\n\u003cp\u003eThe new torque converter in the 6R140 features an exclusive long travel, ultra high capacity turbine damper designed to soften the extreme force produced by the new 6.7 L PowerStroke. Here at SunCoast we have already improved upon this converter, launching our own line of Torque converters including a variety of stall speeds. \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb4600;\"\u003eThe Engineering\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eWhen SunCoast first took a look at the 6R140 Torqshift transmission we instantly saw the similarities between the the Ford 6R80 and GM 6L80\/6L90 platforms. We new from previous experience the 4-5-6 clutch pack would be the first area that needs to be addressed. The 4-5-6 clutch pack is also known as the \"E CLUTCH\" and is one of the smallest clutches in the transmission. As we tested our different friction materials and manufactures we saw a pattern develop. The higher the friction coefficient the more violent the shifts become, especially when adding additional torque is in the equation. Often times this creates the 3-4 \"squawk\" when shifting into 4th gear. \u003c\/p\u003e\r\n\u003cp\u003eIt became very apparent that if we were going to deliver a superior fiction material to our customer, this issue would need to be addressed. We have seen our competitors simply settle for a clutch that has less friction coefficient allowing slip to occur during the shift. while settling on an inferior friction material may be acceptable to some, Ron and the SunCoast development team took a different approach. We decided to take a more scientific approach, and yet another Patent hangs on the wall. . . \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #eb5f26;\"\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt;\"\u003eThe Patent and the \u003c\/span\u003e\u003cspan style=\"font-size: 19px; font-weight: bold;\"\u003eDamper\u003c\/span\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe 6R140 E clutch hub is designed without any damper. This makes perfect sense due to the fact that Ford designed the 6R140 Torqshift transmission with the thought process that there would be torque management. With torque management in place we are defueling during shifts essentially pulling the power between shifts. Ford has also designed this with a certain torque limit in mind that most certainly did not have deletes, larger chargers, and aftermarket tuners involved. Couple this along with the removal of torque management and you have created a situation where failure is imminent.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has designed a completely new 4-5-6 clutch hub that incorporates a damper assembly that also uses a Sound Reduction\/Absorption Technology that eliminates the dreaded squawk and restores shift quality. This new clutch hub damper allows for clean, crisp, and silent gear exchange. This allows us to use much more sophisticated friction materials with higher friction coefficients ensuring longevity and reliability.This new Patented SunCoast E Clutch Hub Damper has seen over 1,000hp reliably. It is only available at SunCoast.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has also developed a new 4-5-6 \"E\" clutch power pack using nine of our custom frictions. This new proprietary SunCoast clutch pack is exclusively designed for our patented clutch hub. This custom SunCoast set-up provides a very clean and crisp shift. The extra capacity in the clutch pack along with the higher friction coefficient provides unmatched performance that cannot be matched by anything else on the planet.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Pump Bushing\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe factory pump on the 6R140 often suffers a loss of lubrication pressure at the converter hub support pump bearing due to failure of the bearing seal. When the bearing itself fails catastrophic failure can and will occur. This new bearing restores normal operation and integrity back to the pump.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Guardian Torque Converter\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eFord, when designing the 6R140, also added Sinter-brazed gear carriers and a dual media filter that can extend service intervals up to 150,000 miles.\u003c\/p\u003e\r\n\u003cp\u003eThe 6R140 Transmission also has an integrated live PTO with a higher torque capacity than its Allison counterpart, while coming in at a stealthy 25lbs lighter, as well.\u003c\/p\u003e\r\n\u003cp\u003eCaptive clutch failure in the Ford 6R140 is a chronic problem that is difficult to address with stock components or traditional methods. \u003c\/p\u003e\r\n\u003cdiv class=\"spaced-vertical\"\u003e\r\n\u003cp\u003eUnlike most lockup converters, the 6R140 clutch does not engage the front cover — it moves \u003cem\u003eaway \u003c\/em\u003efrom the engine block and engages a stamped, steel backing plate, which is relatively thin and prone to flex. SunCoast addresses these issues by using a custom rigid backing plate that reduces deflection, improving apply conformity. This process provides a more durable reaction surface than OE, improving longevity and reliability for years to come.\u003c\/p\u003e\r\n\u003cp\u003eAnother weak point is the OE clutch, which is held together by a set of small, weak leaf springs. These springs are often broken or on the verge of breaking, causing the OE steel clutch plates to break loose and gouge the cover splines. Clutch failure occurs when damage and debris become severe, a particularly frequent issue in heavy-duty trucks that put massive stress on converter components. SunCoast improves the factory spring system on this 6R140 torque converter with a much more robust system, while also utilizing our ZERO-DRAG technology.\u003c\/p\u003e\r\n\u003cp\u003eThis new 6R140 Guardian torque converter is a perfect replacement for customers who do a lot of heavy towing or work out of their vehicles and put reliability as a priority.\u003c\/p\u003e\r\n\u003c\/div\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #ff0000;\"\u003eNOTE:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff0000;\"\u003eTHIS KIT COMES WITH THE SUNCOAST PATENTED DAMPNER WITH STOCK SHAFT AND HUB, IF YOU WOULD LIKE THE SHAFT AND HUB TO BE UPGRADED TO BILLET PLEASE SEE SC-6R140SC-4\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273858294133,"sku":"SC-6R140SC-3","price":6189.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642706.jpg?v=1780953859"},{"product_id":"6r140-category-0-suncoast-heavy-duty-rebuild-kit-suncoast-base-rebuild-recipe-sc-6r140sc-0","title":"6R140 CATEGORY 0 SUNCOAST HEAVY DUTY REBUILD KIT (SUNCOAST BASE REBUILD RECIPE)","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eSUNCOAST CLUTCH AND STEEL ONLY RECIPE\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eKit contains the following:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e- All new Carbon Graphitic clutches\u003c\/div\u003e\r\n\u003cdiv\u003e- All new custom machined steels\u003c\/div\u003e\r\n\u003cdiv\u003e- Improved heavy duty 4-5-6 Overdrive Clutch pack\u003c\/div\u003e\r\n\u003cdiv\u003e- Increased overdrive clutch count\u003c\/div\u003e\r\n\u003cdiv\u003e- Custom machined Overdrive apply piston\u003c\/div\u003e\r\n\u003cdiv\u003e \u003c\/div\u003e\r\n\u003cdiv\u003eThis kit is a base rebuild kit using the SunCoast clutch and steel recipes. This can be either a refresh kit for a previous SunCoast build or a perfect kit for a stock truck looking to improve the reliability and longevity in their transmission. This is also the base clutch and steel kit for our SunCoast \"Tow\" line of transmissions.\u003c\/div\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273859834229,"sku":"SC-6R140SC-0","price":1149.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642289.jpg?v=1780953824"},{"product_id":"6r140-category-3-suncoast-550-hp-rebuild-kit-sc-6r140sc-3-lc","title":"6R140 CATEGORY 3 SUNCOAST 550 HP REBUILD KIT","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eSUNCOAST CLUTCH STEEL RECIPE W\/ 4-5-6 DAMPER, FILTER, PUMP BUSHING, GASKET KIT, BILLET FLEXPLATE, SURE CURE VALVE BODY REPAIR KIT\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eKit contains the following:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e- All new Carbon Graphitic clutches\u003c\/div\u003e\r\n\u003cdiv\u003e- All new custom machined steels\u003c\/div\u003e\r\n\u003cdiv\u003e- Improved heavy duty 4-5-6 Overdrive Clutch pack\u003c\/div\u003e\r\n\u003cdiv\u003e- Increased overdrive clutch count\u003c\/div\u003e\r\n\u003cdiv\u003e- Custom machined Overdrive apply piston\u003c\/div\u003e\r\n\u003cdiv\u003e- New Gasket, Seal, \u0026amp; O'ring sealing kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New Transmission Filter Kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New pump bearing\u003c\/div\u003e\r\n\u003cdiv\u003e- New SunCoast Patented Damper.\u003c\/div\u003e\r\n\u003cdiv\u003e- Billet Flexplate\u003c\/div\u003e\r\n\u003cdiv\u003e- Sure cure Valve body calibration kit\u003c\/div\u003e\r\n\u003cp\u003eThis rebuild kit includes a SunCoast billet flexplate, SunCoast patented 4-5-6 hub, new pump bushing, Sonnax SureCure Kit, filter, overhaul kit, and all the gaskets. This is an ideal kit for someone looking to rebuild a factory stock vehicle with improved frictions and steels to improve longevity in the transmission.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eIntroducing the 6R140\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe new 6R140 from Ford is definitely one of the most exciting drivetrains on the market today. The new 6R140 was released to replaced the previous Torqshift unit, which was the 5R110. The 5R110 was previously used in both the 6.0 and 6.4 Ford diesel engines. When Ford released the 6.7 L Powerstroke powerplant it also released the new much stronger 6R140 Torqshift transmission.\u003c\/p\u003e\r\n\u003cp\u003eThe new Ford 6R140 Torqshift transmission is the most robust transmission Ford has yet to build. This unit was designed and manufactured exclusively by Ford Motor Company. First and foremost, Ford opted to incorporate a robust one-piece bell housing design for the all new 6R140 Torqshift transmission. This new one piece design is not only tough but adds a tremendous amount of rigidity to the case making torsional flex an afterthought. The transmission features a very deep first gear (great for towing and moving mountains)  with double overdrive (excellent for fuel economy). This unit has a total of six forward gears with the ratios as follows: 1st gear 3.974:1, 2nd gear 2.318:1, 3rd gear 1.516:1, 4th gear 1.149:1, 5th gear  0.858:1, 6th gear 0.674:1. \u003c\/p\u003e\r\n\u003cp\u003eFor maximum efficiency, the patented Lepelletier geartrain reduces complexities that exist in connecting an automatic transmission's gear sets and clutches. Simply put, the 6R140 uses a simple gearset to drive a Ravigneaux gearset. So the transmission uses just five clutch sets to achieve six forward gears. The 6R140 is further strengthened  by the utilization of a powder-metal carrier within the compound Ravigneaux planetary gearset (a double planetary gearset). The carrier is made up of four pressed components, which are sinter-brazed together to form a rigid, dense structure.\u003c\/p\u003e\r\n\u003cp\u003eThe new torque converter in the 6R140 features an exclusive long travel, ultra high capacity turbine damper designed to soften the extreme force produced by the new 6.7 L PowerStroke. Here at SunCoast we have already improved upon this converter, launching our own line of Torque converters including a variety of stall speeds. \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb4600;\"\u003eThe Engineering\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eWhen SunCoast first took a look at the 6R140 Torqshift transmission we instantly saw the similarities between the the Ford 6R80 and GM 6L80\/6L90 platforms. We new from previous experience the 4-5-6 clutch pack would be the first area that needs to be addressed. The 4-5-6 clutch pack is also known as the \"E CLUTCH\" and is one of the smallest clutches in the transmission. As we tested our different friction materials and manufactures we saw a pattern develop. The higher the friction coefficient the more violent the shifts become, especially when adding additional torque is in the equation. Often times this creates the 3-4 \"squawk\" when shifting into 4th gear. \u003c\/p\u003e\r\n\u003cp\u003eIt became very apparent that if we were going to deliver a superior fiction material to our customer, this issue would need to be addressed. We have seen our competitors simply settle for a clutch that has less friction coefficient allowing slip to occur during the shift. while settling on an inferior friction material may be acceptable to some, Ron and the SunCoast development team took a different approach. We decided to take a more scientific approach, and yet another Patent hangs on the wall. . . \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #eb5f26;\"\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt;\"\u003eThe Patent and the \u003c\/span\u003e\u003cspan style=\"font-size: 19px; font-weight: bold;\"\u003eDamper\u003c\/span\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe 6R140 E clutch hub is designed without any damper. This makes perfect sense due to the fact that Ford designed the 6R140 Torqshift transmission with the thought process that there would be torque management. With torque management in place we are defueling during shifts essentially pulling the power between shifts. Ford has also designed this with a certain torque limit in mind that most certainly did not have deletes, larger chargers, and aftermarket tuners involved. Couple this along with the removal of torque management and you have created a situation where failure is imminent.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has designed a completely new 4-5-6 clutch hub that incorporates a damper assembly that also uses a Sound Reduction\/Absorption Technology that eliminates the dreaded squawk and restores shift quality. This new clutch hub damper allows for clean, crisp, and silent gear exchange. This allows us to use much more sophisticated friction materials with higher friction coefficients ensuring longevity and reliability.This new Patented SunCoast E Clutch Hub Damper has seen over 1,000hp reliably. It is only available at SunCoast.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has also developed a new 4-5-6 \"E\" clutch power pack using nine of our custom frictions. This new proprietary SunCoast clutch pack is exclusively designed for our patented clutch hub. This custom SunCoast set-up provides a very clean and crisp shift. The extra capacity in the clutch pack along with the higher friction coefficient provides unmatched performance that cannot be matched by anything else on the planet.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Pump Bushing\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe factory pump on the 6R140 often suffers a loss of lubrication pressure at the converter hub support pump bearing due to failure of the bearing seal. When the bearing itself fails catastrophic failure can and will occur. This new bearing restores normal operation and integrity back to the pump.\u003c\/p\u003e\r\n\u003cdiv class=\"spaced-vertical\"\u003e\r\n\u003cp\u003e  \u003c\/p\u003e\r\n\u003c\/div\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273861702005,"sku":"SC-6R140SC-3-LC","price":4089.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198648427.jpg?v=1780953973"},{"product_id":"6r140-category-4-suncoast-750-hp-rebuild-kit-sc-6r140sc-4-lc","title":"6R140 CATEGORY 4 SUNCOAST 750 + HP REBUILD KIT","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eSUNCOAST CLUTCH STEEL RECIPE W\/ 4-5-6 DAMPER HUB , BILLET CLUTCH HUB, BILLET INTERMEDIATE SHAFT FILTER, PUMP BUSHING, GASKET KIT, BILLET FLEXPLATE, SURE CURE VALVE BODY REPAIR KIT\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eKit contains the following:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e- All new Carbon Graphitic clutches\u003c\/div\u003e\r\n\u003cdiv\u003e- All new custom machined steels\u003c\/div\u003e\r\n\u003cdiv\u003e- Improved heavy duty 4-5-6 Overdrive Clutch pack\u003c\/div\u003e\r\n\u003cdiv\u003e- Increased overdrive clutch count\u003c\/div\u003e\r\n\u003cdiv\u003e- Custom machined Overdrive apply piston\u003c\/div\u003e\r\n\u003cdiv\u003e- New Gasket, Seal, \u0026amp; O'ring sealing kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New Transmission Filter Kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New pump bearing\u003c\/div\u003e\r\n\u003cdiv\u003e- New SunCoast Patented Damper.\u003c\/div\u003e\r\n\u003cdiv\u003e- Billet Flexplate\u003c\/div\u003e\r\n\u003cdiv\u003e- Sure cure Valve body calibration kit\u003c\/div\u003e\r\n\u003cdiv\u003e- Billet Intermediate Shaft\u003c\/div\u003e\r\n\u003cdiv\u003e- Billet Clutch Hub\u003c\/div\u003e\r\n\u003cp\u003eThis rebuild kit includes a SunCoast billet intermediate shaft, billet flexplate, SunCoast patented 4-5-6 hub, new pump bushing, Sonnax SureCure Kit, filter, overhaul kit, and all the gaskets. This is an ideal kit for someone looking to rebuild a factory stock vehicle with improved frictions and steels to improve longevity in the transmission.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eIntroducing the 6R140\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe new 6R140 from Ford is definitely one of the most exciting drivetrains on the market today. The new 6R140 was released to replaced the previous Torqshift unit, which was the 5R110. The 5R110 was previously used in both the 6.0 and 6.4 Ford diesel engines. When Ford released the 6.7 L Powerstroke powerplant it also released the new much stronger 6R140 Torqshift transmission.\u003c\/p\u003e\r\n\u003cp\u003eThe new Ford 6R140 Torqshift transmission is the most robust transmission Ford has yet to build. This unit was designed and manufactured exclusively by Ford Motor Company. First and foremost, Ford opted to incorporate a robust one-piece bell housing design for the all new 6R140 Torqshift transmission. This new one piece design is not only tough but adds a tremendous amount of rigidity to the case making torsional flex an afterthought. The transmission features a very deep first gear (great for towing and moving mountains)  with double overdrive (excellent for fuel economy). This unit has a total of six forward gears with the ratios as follows: 1st gear 3.974:1, 2nd gear 2.318:1, 3rd gear 1.516:1, 4th gear 1.149:1, 5th gear  0.858:1, 6th gear 0.674:1. \u003c\/p\u003e\r\n\u003cp\u003eFor maximum efficiency, the patented Lepelletier geartrain reduces complexities that exist in connecting an automatic transmission's gear sets and clutches. Simply put, the 6R140 uses a simple gearset to drive a Ravigneaux gearset. So the transmission uses just five clutch sets to achieve six forward gears. The 6R140 is further strengthened  by the utilization of a powder-metal carrier within the compound Ravigneaux planetary gearset (a double planetary gearset). The carrier is made up of four pressed components, which are sinter-brazed together to form a rigid, dense structure.\u003c\/p\u003e\r\n\u003cp\u003eThe new torque converter in the 6R140 features an exclusive long travel, ultra high capacity turbine damper designed to soften the extreme force produced by the new 6.7 L PowerStroke. Here at SunCoast we have already improved upon this converter, launching our own line of Torque converters including a variety of stall speeds. \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb4600;\"\u003eThe Engineering\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eWhen SunCoast first took a look at the 6R140 Torqshift transmission we instantly saw the similarities between the the Ford 6R80 and GM 6L80\/6L90 platforms. We new from previous experience the 4-5-6 clutch pack would be the first area that needs to be addressed. The 4-5-6 clutch pack is also known as the \"E CLUTCH\" and is one of the smallest clutches in the transmission. As we tested our different friction materials and manufactures we saw a pattern develop. The higher the friction coefficient the more violent the shifts become, especially when adding additional torque is in the equation. Often times this creates the 3-4 \"squawk\" when shifting into 4th gear. \u003c\/p\u003e\r\n\u003cp\u003eIt became very apparent that if we were going to deliver a superior fiction material to our customer, this issue would need to be addressed. We have seen our competitors simply settle for a clutch that has less friction coefficient allowing slip to occur during the shift. while settling on an inferior friction material may be acceptable to some, Ron and the SunCoast development team took a different approach. We decided to take a more scientific approach, and yet another Patent hangs on the wall. . . \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #eb5f26;\"\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt;\"\u003eThe Patent and the \u003c\/span\u003e\u003cspan style=\"font-size: 19px; font-weight: bold;\"\u003eDamper\u003c\/span\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe 6R140 E clutch hub is designed without any damper. This makes perfect sense due to the fact that Ford designed the 6R140 Torqshift transmission with the thought process that there would be torque management. With torque management in place we are defueling during shifts essentially pulling the power between shifts. Ford has also designed this with a certain torque limit in mind that most certainly did not have deletes, larger chargers, and aftermarket tuners involved. Couple this along with the removal of torque management and you have created a situation where failure is imminent.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has designed a completely new 4-5-6 clutch hub that incorporates a damper assembly that also uses a Sound Reduction\/Absorption Technology that eliminates the dreaded squawk and restores shift quality. This new clutch hub damper allows for clean, crisp, and silent gear exchange. This allows us to use much more sophisticated friction materials with higher friction coefficients ensuring longevity and reliability.This new Patented SunCoast E Clutch Hub Damper has seen over 1,000hp reliably. It is only available at SunCoast.\u003c\/p\u003e\r\n\u003cp\u003eSunCoast has also developed a new 4-5-6 \"E\" clutch power pack using nine of our custom frictions. This new proprietary SunCoast clutch pack is exclusively designed for our patented clutch hub. This custom SunCoast set-up provides a very clean and crisp shift. The extra capacity in the clutch pack along with the higher friction coefficient provides unmatched performance that cannot be matched by anything else on the planet.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Pump Bushing\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe factory pump on the 6R140 often suffers a loss of lubrication pressure at the converter hub support pump bearing due to failure of the bearing seal. When the bearing itself fails catastrophic failure can and will occur. This new bearing restores normal operation and integrity back to the pump.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Intermediate Shaft\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eWith vehicles with upgraded performance modifications, larger wheels and tires, or heavy towing it is not uncommon to see the intermediate shaft fail. Now that the overdrive clutches no longer slip during apply the intermediate shaft is exposed to a greater amount of torsional fatigue. This fatigue from any one of these circumstances can and will cause shaft failure. Suncoast offers a new billet shaft made from managing steel (also known as Vascomax).\u003c\/p\u003e\r\n\u003cdiv class=\"spaced-vertical\"\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003c\/div\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273862029685,"sku":"SC-6R140SC-4-LC","price":5139.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198648433.jpg?v=1780953973"},{"product_id":"10r140-category-3-raybestos-extra-capacity-rebuild-kit-with-suncoast-pro-loc-valve-body-sc-10r140-cat3-g-r","title":"10R140 CATEGORY 3 RAYBESTOS EXTRA CAPACITY REBUILD KIT WITH SUNCOAST PRO-LOC VALVE BODY","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eCar makers don’t often collaborate on projects, especially when they’re direct competitors. However, looming government fuel economy and emissions mandates can make strange bedfellows. And so, the Ford 10R140 10-speed automatic transmission was born. It was co-developed with General Motors, although Ford apparently took the engineering lead on the design. The mission was to create a 10-speed transmission that could improve both the fuel efficiency and performance of high-horsepower engines. The resulting Ford 10R140 transmission was advanced enough to handle the power of the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eLike it or not, a CVT transmission is one of the most efficient gearboxes ever invented. Because there are no actual gears, optimal engine speed can be continuously maintained depending on the load. This allows for seamless acceleration under hard throttle and lower fuel consumption when you’re just cruising. On a traditional geared transmission, a certain amount of energy gets lost every time a gear ratio is changed. This penalizes both fuel economy and performance because the engine has to climb back to the RPMs it was just at. The Ford 10R140 10-speed transmission is designed to combine the efficiency benefits of a CVT, with the stepped feel of a traditional automatic transmission.\u003c\/p\u003e\r\n\u003cp\u003eTo create this optimal blend of performance and efficiency, the 10R140 transmission has a wide 7.39 gear ratio spread and a low 4.70 first gear for maximum performance off the line. Even though this Ford 10-speed automatic transmission has such a wide gear ratio, it has extremely small steps between the gears. This means the engine RPM only drops (approximately) 20% with each shift, which keeps the engine in the ideal RPM range to achieve either peak performance or efficiency (much like a CVT transmission). The Ford 10R140 also has three overdrive gears, which it can downshift from very quickly.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e10R140 Transmission Gear Ratios\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eFirst – 4.70\u003cbr\u003eSecond – 2.99\u003cbr\u003eThird – 2.15\u003cbr\u003eFourth – 1.80\u003cbr\u003eFifth – 1.52\u003cbr\u003eSixth – 1.28\u003cbr\u003eSeventh – 1.00\u003cbr\u003eEighth – 0.85\u003cbr\u003eNinth – 0.69\u003cbr\u003eTenth – 0.64\u003cbr\u003eReverse – 4.87\u003c\/p\u003e\r\n\u003cp\u003eAs shown above, this transmission offers a beautiful shift recovery in every gear which lends itself the perfect unit for narrow power bands. This allows the use of much larger camshafts in a naturally aspirated application. If you are looking into going to a forced induction setup, this shift recovery allows for larger turbo and AR housing for max performance.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eNewly Designed Thermal Flow Control Filter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThis 10R140 transmission has a newly designed filter that has two types of media, fine and course (medium). The course medium is common in most filters (orange filter paper), and the fine medium filtration (White paper) is the newer material. There is a thermal plate inside the filter that separates the course and fine media. When the oil is colder (higher viscosity) at startup, the fluid will flow through both the fine and course filter media.\u003c\/p\u003e\r\n\u003cp\u003eAs the fluid heats up (less viscosity), the thermal plate will bend and restrict the coarse media section, directing most of the fluid through the fine media and, therefore, catching more of the finer debris once the fluid is heated giving it a far superior filtration system.\u003c\/p\u003e\r\n\u003cp\u003eThis new SunCoast 10R140 rebuild kit comes with a new factory filter to ensure zero flow issues.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Clutches \u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eRaybestos Powertrain GPZ friction plates greatly increase transmission performance and durability. This state-of-the-art friction material far exceeds OE material to withstand high stress, high temperatures and repeated cycling. GPZ's outstanding performance benefits are perfect for heavy-duty vehicles and high-stress driving. Testing of GPZ revolutionary friction material shows that it outperforms OE materials by as much as 20%. Plus, its performance improves as the power increases.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eAdvantages:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eWithstands high horsepower\u003c\/li\u003e\r\n\u003cli\u003eGreater torque capacity\u003c\/li\u003e\r\n\u003cli\u003eMaintains piston travel\u003c\/li\u003e\r\n\u003cli\u003eOptimum performance\u003c\/li\u003e\r\n\u003cli\u003eHigher heat resistance\u003c\/li\u003e\r\n\u003cli\u003eSmooth engagements\u003c\/li\u003e\r\n\u003cli\u003eEnhanced shift feel\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 Rebuild Kit and Its Contents \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete clutch and steel module kit that fits the new Ford 10R140 Transmission. This module kit contains all of the clutches and steels necessary to rebuild your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission rebuild kit comes with new Raybestos GPZ clutches, steels, factory OEM filter and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 rebuild kit contains all the frictions and steels you will need to do a clutch and steel replacement on a 10R140 transmission containing extra capacity \"E\" and \"F\" clutch modules. This 10R140 rebuild kit was designed to be a re-clutch for a stock capacity unit utilizing the Raybestos GPZ paper and high performance steels.\u003c\/p\u003e\r\n\u003ch2 class=\"light\"\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eMain Pressure Regulator Valve Kit\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eWear in the main pressure regulator bore and on the outboard spool area of the valve is common in listed GM and Ford 10-speed transmissions. This wear minimizes line pressure control resulting in delayed shift engagement, poor shift quality and burnt clutches. Wear at the inboard spool and bore can lead to converter apply issues.\u003c\/p\u003e\r\n\u003cp\u003eInstalling the drop-in Sonnax main pressure regulator valve kit 105740-12K eliminates the leakage of line pressure signal oil to exhaust with the incorporation of an extended front valve spool. This valve spool is 270% longer than the OE spool, so actuates in unworn areas of the bore. The O-ringed end plug provides a positive seal and prevents critical signal fluid from leaking to exhaust. Both of these Sonnax features ensure your units will have proper line pressure control through all drive ranges.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eExtended outboard spool is 270% longer than OE and actuates in unworn areas of the bore\u003c\/li\u003e\r\n\u003cli\u003eO-Ringed end plug provides positive seal to prevent critical signal fluid from leaking to exhaust\u003c\/li\u003e\r\n\u003cli\u003eHardcoat anodized aluminum valve combats premature wear\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2 class=\"light\"\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eSolenoid Stabilization Clip Insert\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIn listed GM and Ford 10-speed transmissions, heavy linear force solenoids (LFS) are held in place by small spring retainers. These spring retainers are prone to collapse, allowing the solenoid to wobble and become off-center with the inboard valve and damage the casting at the clutch valve bore opening. These LFSs actuate by extending a small pintle about .090\" to stroke the inboard clutch control valve. When the spring retainer collapses and allows the LFS to be off-center, the pintle cannot stroke the clutch control valve appropriately, compromising the component apply timing and pressure, resulting in shift complaints and converter issues. Valve body damage can also occur if the LFSs remain loose, resulting in valve damage during rebuild.\u003c\/p\u003e\r\n\u003cp\u003eSonnax solenoid stabilization clip insert 105740-01K can be used in conjunction with OE spring retainers to secure the solenoids back in place. These solid steel clip inserts force the OE spring retainers to completely fill the casting and solenoid groove gap and prevent the retainers from future collapse. If the spring retainer has already collapsed, the clip insert can be used to reform the retainer to its proper size. Simply place it inside the retainer to expand it to appropriate retention dimensions.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003ePrevents future spring retainer collapse\u003c\/li\u003e\r\n\u003cli\u003eReshapes collapsed spring retainers\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve™ parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e\u003cstrong\u003eSolenoid Stabilization Retainer\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe heavy linear force solenoids (LFS) in listed GM and Ford 10-speed transmissions are held in place by small spring retainers that are prone to collapse. When the retainers collapse, the solenoid wobbles in the bore, causing damage to the casting at the clutch valve bore opening. These LFSs actuate by extending a small pintle about .090\" to stroke the inboard clutch control valve. When the spring retainer collapses and the LFS is off-center, the pintle cannot stroke the clutch control valve appropriately, resulting in shift complaints and converter issues. Valve body damage can also occur if the LFSs remain loose, resulting in valve damage during rebuild.\u003c\/p\u003e\r\n\u003cp\u003eSonnax solenoid stabilization retainer 105740-19K replaces OE clips and provides 32% more surface area to create more support for the solenoid. Another design upgrade is the top of the clip is rolled over to create a positive stop for the flexible side to land against, furthering the prevention of retainer collapse.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003e32% More casting-to-solenoid surface area for better support and leverage\u003c\/li\u003e\r\n\u003cli\u003ePositive stop retainer feature to prevent collapse\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve™ parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt;\"\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Expanded Capacity Clutch Modules\u003c\/strong\u003e\u003c\/span\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe 10R140 transmission, while a very capable unit, has its deficiencies just like anything else when it is asked to perform outside its original design intention. Since it's debut, Suncoast has been actively involved in research and development of this new platform. With our active partnership with Raybestos powertrain, we can now deliver you the very best product to date with the 10R140 platform. These new Suncoast 10R140 transmission expanded capacity clutch modules that are included are completely drop-in replacements. Absolutely no machining is required.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt;\"\u003eThe \"D\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIt is not uncommon to see rapid degradation along with premature failure with this clutch pack in even stock form. \u003c\/p\u003e\r\n\u003cp\u003eThe \"D\" clutch is engaged in P, R,1,2,3,4,6,7,8,10. Where the problem lies is in its oncoming clutch responsibilities when engaged in 6th gear as the oncoming clutch. With this responsibility in higher horsepower or more demanding driving situations it becomes very obvious uptown teardown this clutch has seen its share of abuse.\u003c\/p\u003e\r\n\u003cp\u003eSuncoast provides GPZ friction material, providing higher friction coefficients, increasing torque capacity well beyond the factory limits. This along with our higher apply pressure with our high volume 10R140 transmission pump creates the perfect environment for more reliable shifts. The new Suncoast 10R140 transmission clutch module requires absolutely no machining or modifications to your current unit...we supply everything needed.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt;\"\u003eThe \"E\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIf the 10R140 transmission had evil twin redheaded stepchildren, the \"E\" clutch would definitely be one of them. This other proverbial thorn in your side would be the \"F\" clutch.\u003c\/p\u003e\r\n\u003cp\u003eThis clutch, the \"E\" clutch in a 10R140 transmission, is engaged in 1,3,5,6,7,8, and 9th. The real issue becomes apparent pretty quick. This clutch is cycled on 3 times and off 2 times by the time you are in 5th gear. The clutch is on in 1st then cycled off in 2nd, cycled back on in 3rd, then back off in 4th...only to be cycled back on in 5th gear. In higher-horsepower or higher-demand towing and hauling situations, this constant cycling on and off can lead to premature failure. \u003c\/p\u003e\r\n\u003cp\u003eSuncoast has addressed this issue with the 10R140 transmission by improving the clutch friction properties with the New Raybestos GPZ material and increasing clutch capacity by a whopping 20%. This takes the clutch stack-up from a factory 5-clutch stack up to a 6-clutch stack-up. We simultaneously are addressing the heat issue with both improved friction coefficient, as well as increasing surface area. This Suncoast 10R140 transmission \"E\" high capacity comes completely assembled and stacked up with a new (not used) OE machined drum, piston and backing plate.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eThe \"F\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis clutch is also prone to premature wear as we have seen with other Lepelletier Ravigneaux Gear sets...oncoming clutches in higher gears seems to take the blunt of the beating. With the new 10R140 transmission, the \"F\" clutch is no exception.\u003c\/p\u003e\r\n\u003cp\u003eThe \"F\" clutch is engaged in R,4,5,6,7,8 and 9th. The quickest path to early or premature degradation to this clutch pack is wide open throttle or heavy-load-indexed 3rd to 4th shifts. This is especially prominent in applications where torque management has been deleted.\u003c\/p\u003e\r\n\u003cp\u003eSuncoast has corrected this issue by adding 25% more capacity to this clutch pack by taking it from 4 clutches to 5 in this particular clutch pack.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e\u003cstrong\u003eThe Pro Loc Valve Body and Pump\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eWith the SunCoast 10R140 Pro Loc valve body, we are addressing several key issues we have seen in regard to the 10R140 transmissions. This is not an approach that is simply bumping in more line pressure in hopes of ascertaining more clamping force; it’s a multi-faceted approach addressing several key issues when exposing these units to more demanding driving environments. These range from heavy towing and hauling to street racing and drag racing. \u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eThe factory 10R140 transmission lock-up circuit is an impressive one, in that it can make converter lockup seem somewhat uneventful. The refinement in its engagement is definitely next-level to what we have seen in the past. As nice as this feels in reference to the NVH (Noise Vibration Harshness), when we start introducing situations where the load demands are testing the limits or outside what the vehicle was initially designed for, it can become a huge problem. \u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eIn our SunCoast 10R140 Pro Loc Valve Body we are specifically looking to decrease the time from initial lock-up apply to zero turbine slip. In doing this, we are changing the lockup circuit by replacing the torque converter clutch (TCC) valve in order to increase lockup holding apply fluid pressure. The lockup oil transition time is also improved by modifying critical oiling circuits for the fluid to reach the TCC clutch, resulting in quicker apply time, and therefore, reducing TCC clutch degradation. By reducing degradation per apply cycle, we are allowing for improved reliability and performance.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003e(\u003cstrong\u003e\u003cem\u003eNOTE:\u003c\/em\u003e\u003c\/strong\u003e For maximum results in power levels exceeding 800HP, it is highly recommended that the TCC apply offset be changed in the factory file calibration)\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eThe next facet we address is the lube circuit. The lube circuit on the 10R140 transmission is responsible for supplying oil to the planets, clutches, bushings, etc. From the factory, the lube circuit oil is dispersed throughout the transmission as low as 6 PSI. Under normal load demands, this is perfectly acceptable. In more stressful and demanding situations, an increase in lubrication to clutches, steels, planets is ideal for removing heat and dealing with the increased demands. \u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eIn our 10R140 Valve Body we are specifically addressing this circuit from 6 PSI to a whopping 20 PSI. This is a 250% improvement from the factory calibration, resulting in reduced frictional heat generated. This reduction in heat helps lessen pre-mature failure that can become increasingly evident in high horsepower applications.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eAnother modification to our SunCoast Pro Loc 10R140 Valve Body involves the regulator valve (latch valve) circuit. This oil circuit is responsible for fully engaging the clutches, allowing for full clutch line pressure. In factory form, the regulator valve we are specifically targeting is responsible for A, B, C, and F clutch packs. Of course, our primary clutch pack concern is the 'F\" clutch, which tends to be the first and most prominent clutch pack failure with the 10R140 in higher horsepower or more demanding environments.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eIn a factory 10R140 valve body calibration, the regulator valve (latch valve) becomes fully engaged, allowing full fluid flow for engagement at 120 psi. When this occurs, the oncoming clutch pack has maximal clamping force. When the clamping force is engaged to max capacity, we ascertain the greatest static and dynamic holding capacity. In stock form or even mildly modified vehicles, this is perfectly suitable; however, when we expose the vehicle to a more demanding environment this can be a weak link.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eWith our SunCoast 10R140 Valve Body we are decreasing the required pressure to fully engage the regulator to only 80psi. This is a 33% decrease in pressure needed to maximally engage the clutch regulator valve (latch valve) resulting in a quicker shift apply when engaging clutches A, B, C and F. This quicker engagement not only shortens shift times, but it also decreases the heat resonating in the clutch pack, preventing premature degradation and extending clutch life. To improve this shift calibration even more SunCoast is evacuating non-critical oil to increase apply rate.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eThe factory overall line pressure is modified on this new SunCoast pump\/valve body combo. SunCoast is increasing overall main line pressure as much as 60psi. This additional line pressure not only increases maximal clamping force of the individual clutch packs but increases overall pump volume production. To reduce the potential for runaway pressure and the over-compression of clutch fibers, the SunCoast 10R140 Valve Body does have a built-in bypass, dumping excessive pressure above 420psi.\u003c\/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eFeatures and Benefits\u003c\/strong\u003e\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eIncreased Line Pressure, as much as 60psi\u003c\/li\u003e\r\n\u003cli\u003eIncreased clamping force on all clutch packs\u003c\/li\u003e\r\n\u003cli\u003e250% Increase in Cooler Charge Pressure\u003c\/li\u003e\r\n\u003cli\u003eIncreased Lock-up Apply Pressure\u003c\/li\u003e\r\n\u003cli\u003e33% Decrease in Maximal Pressure Actuation of Clutch Packs\u003c\/li\u003e\r\n\u003cli\u003eShortened Shift Times\u003c\/li\u003e\r\n\u003cli\u003eImproved Clutch Wear  \u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003cp\u003e\u003ciframe title=\"YouTube video player\" src=\"https:\/\/www.youtube.com\/embed\/U1KKt9RSsPk\" width=\"560\" height=\"315\" frameborder=\"0\" allowfullscreen=\"allowfullscreen\"\u003e\u003c\/iframe\u003e\u003c\/p\u003e\r\n\u003cp\u003e\u003ciframe title=\"YouTube video player\" src=\"https:\/\/www.youtube.com\/embed\/pKBXMSpQnrw\" width=\"560\" height=\"315\" frameborder=\"0\" allowfullscreen=\"allowfullscreen\"\u003e\u003c\/iframe\u003e\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273862259061,"sku":"SC-10R140-CAT3-G-R","price":3669.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649762.jpg?v=1780954048"},{"product_id":"10r140-category-3-borgwarner-extra-capacity-rebuild-kit-with-suncoast-pro-loc-valve-body-sc-10r140-cat3-g-b","title":"10R140 CATEGORY 3 BORGWARNER EXTRA CAPACITY REBUILD KIT WITH SUNCOAST PRO-LOC VALVE BODY","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eCar makers don’t often collaborate on projects, especially when they’re direct competitors. However, looming government fuel economy and emissions mandates can make strange bedfellows. And so, the Ford 10R140 10-speed automatic transmission was born. It was co-developed with General Motors, although Ford apparently took the engineering lead on the design. The mission was to create a 10-speed transmission that could improve both the fuel efficiency and performance of high-horsepower engines. The resulting Ford 10R140 transmission was advanced enough to handle the power of the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eLike it or not, a CVT transmission is one of the most efficient gearboxes ever invented. Because there are no actual gears, optimal engine speed can be continuously maintained depending on the load. This allows for seamless acceleration under hard throttle and lower fuel consumption when you’re just cruising. On a traditional geared transmission, a certain amount of energy gets lost every time a gear ratio is changed. This penalizes both fuel economy and performance because the engine has to climb back to the RPMs it was just at. The Ford 10R140 10-speed transmission is designed to combine the efficiency benefits of a CVT, with the stepped feel of a traditional automatic transmission.\u003c\/p\u003e\r\n\u003cp\u003eTo create this optimal blend of performance and efficiency, the 10R140 transmission has a wide 7.39 gear ratio spread and a low 4.70 first gear for maximum performance off the line. Even though this Ford 10-speed automatic transmission has such a wide gear ratio, it has extremely small steps between the gears. This means the engine RPM only drops (approximately) 20% with each shift, which keeps the engine in the ideal RPM range to achieve either peak performance or efficiency (much like a CVT transmission). The Ford 10R140 also has three overdrive gears, which it can downshift from very quickly.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e10R140 Transmission Gear Ratios\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cp\u003eFirst – 4.70\u003cbr\u003eSecond – 2.99\u003cbr\u003eThird – 2.15\u003cbr\u003eFourth – 1.80\u003cbr\u003eFifth – 1.52\u003cbr\u003eSixth – 1.28\u003cbr\u003eSeventh – 1.00\u003cbr\u003eEighth – 0.85\u003cbr\u003eNinth – 0.69\u003cbr\u003eTenth – 0.64\u003cbr\u003eReverse – 4.87\u003c\/p\u003e\r\n\u003cp\u003eAs shown above, this transmission offers a beautiful shift recovery in every gear which lends itself the perfect unit for narrow power bands. This allows the use of much larger camshafts in a naturally aspirated application. If you are looking into going to a forced induction setup, this shift recovery allows for larger turbo and AR housing for max performance.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eNewly Designed Thermal Flow Control Filter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThis 10R140 transmission has a newly designed filter that has two types of media, fine and course (medium). The course medium is common in most filters (orange filter paper), and the fine medium filtration (White paper) is the newer material. There is a thermal plate inside the filter that separates the course and fine media. When the oil is colder (higher viscosity) at startup, the fluid will flow through both the fine and course filter media.\u003c\/p\u003e\r\n\u003cp\u003eAs the fluid heats up (less viscosity), the thermal plate will bend and restrict the coarse media section, directing most of the fluid through the fine media and, therefore, catching more of the finer debris once the fluid is heated giving it a far superior filtration system.\u003c\/p\u003e\r\n\u003cp\u003eThis new SunCoast 10R140 rebuild kit comes with a new factory filter to ensure zero flow issues.\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003ch2\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003eAdvantages:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/h2\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eWithstands high horsepower\u003c\/li\u003e\r\n\u003cli\u003eGreater torque capacity\u003c\/li\u003e\r\n\u003cli\u003eMaintains piston travel\u003c\/li\u003e\r\n\u003cli\u003eOptimum performance\u003c\/li\u003e\r\n\u003cli\u003eHigher heat resistance\u003c\/li\u003e\r\n\u003cli\u003eSmooth engagements\u003c\/li\u003e\r\n\u003cli\u003eEnhanced shift feel\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 Rebuild Kit and Its Contents \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete clutch and steel module kit that fits the new Ford 10R140 Transmission. This module kit contains all of the clutches and steels necessary to rebuild your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-150, F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission rebuild kit comes with new BorgWarner clutches, steels, factory OEM filter, and a high-performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 rebuild kit contains all the frictions and steels you will need to do a clutch and steel replacement on a 10R140 transmission containing extra capacity \"E\" and \"F\" clutch modules. This 10R140 rebuild kit was designed to be a re-clutch for a stock capacity unit utilizing BorgWarner clutches and high-performance steels.\u003c\/p\u003e\r\n\u003ch2 class=\"light\"\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eMain Pressure Regulator Valve Kit\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eWear in the main pressure regulator bore and on the outboard spool area of the valve is common in listed GM and Ford 10-speed transmissions. This wear minimizes line pressure control resulting in delayed shift engagement, poor shift quality and burnt clutches. Wear at the inboard spool and bore can lead to converter apply issues.\u003c\/p\u003e\r\n\u003cp\u003eInstalling the drop-in Sonnax main pressure regulator valve kit 105740-12K eliminates the leakage of line pressure signal oil to exhaust with the incorporation of an extended front valve spool. This valve spool is 270% longer than the OE spool, so actuates in unworn areas of the bore. The O-ringed end plug provides a positive seal and prevents critical signal fluid from leaking to exhaust. Both of these Sonnax features ensure your units will have proper line pressure control through all drive ranges.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eExtended outboard spool is 270% longer than OE and actuates in unworn areas of the bore\u003c\/li\u003e\r\n\u003cli\u003eO-Ringed end plug provides positive seal to prevent critical signal fluid from leaking to exhaust\u003c\/li\u003e\r\n\u003cli\u003eHardcoat anodized aluminum valve combats premature wear\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2 class=\"light\"\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eSolenoid Stabilization Clip Insert\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIn listed GM and Ford 10-speed transmissions, heavy linear force solenoids (LFS) are held in place by small spring retainers. These spring retainers are prone to collapse, allowing the solenoid to wobble and become off-center with the inboard valve and damage the casting at the clutch valve bore opening. These LFSs actuate by extending a small pintle about .090\" to stroke the inboard clutch control valve. When the spring retainer collapses and allows the LFS to be off-center, the pintle cannot stroke the clutch control valve appropriately, compromising the component apply timing and pressure, resulting in shift complaints and converter issues. Valve body damage can also occur if the LFSs remain loose, resulting in valve damage during rebuild.\u003c\/p\u003e\r\n\u003cp\u003eSonnax solenoid stabilization clip insert 105740-01K can be used in conjunction with OE spring retainers to secure the solenoids back in place. These solid steel clip inserts force the OE spring retainers to completely fill the casting and solenoid groove gap and prevent the retainers from future collapse. If the spring retainer has already collapsed, the clip insert can be used to reform the retainer to its proper size. Simply place it inside the retainer to expand it to appropriate retention dimensions.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003ePrevents future spring retainer collapse\u003c\/li\u003e\r\n\u003cli\u003eReshapes collapsed spring retainers\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve™ parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e\u003cstrong\u003eSolenoid Stabilization Retainer\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe heavy linear force solenoids (LFS) in listed GM and Ford 10-speed transmissions are held in place by small spring retainers that are prone to collapse. When the retainers collapse, the solenoid wobbles in the bore, causing damage to the casting at the clutch valve bore opening. These LFSs actuate by extending a small pintle about .090\" to stroke the inboard clutch control valve. When the spring retainer collapses and the LFS is off-center, the pintle cannot stroke the clutch control valve appropriately, resulting in shift complaints and converter issues. Valve body damage can also occur if the LFSs remain loose, resulting in valve damage during rebuild.\u003c\/p\u003e\r\n\u003cp\u003eSonnax solenoid stabilization retainer 105740-19K replaces OE clips and provides 32% more surface area to create more support for the solenoid. Another design upgrade is the top of the clip is rolled over to create a positive stop for the flexible side to land against, furthering the prevention of retainer collapse.\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003e32% More casting-to-solenoid surface area for better support and leverage\u003c\/li\u003e\r\n\u003cli\u003ePositive stop retainer feature to prevent collapse\u003c\/li\u003e\r\n\u003cli\u003eDrop-in Zip Valve™ parts install quickly and easily\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"font-size: 12pt;\"\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eThe Expanded Capacity Clutch Modules\u003c\/strong\u003e\u003c\/span\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThe 10R140 transmission, while a very capable unit, has its deficiencies just like anything else when it is asked to perform outside its original design intention. Since it's debut, Suncoast has been actively involved in the research and development of this new platform. With our active partnership with BorgWarner, we can now deliver you the very best product to date with the 10R140 platform. These new Suncoast 10R140 transmission expanded capacity clutch modules that are included are completely drop-in replacements. Absolutely no machining is required.\u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003e\u003cspan style=\"font-size: 12pt;\"\u003eThe \"D\" Clutch\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eIt is not uncommon to see rapid degradation along with premature failure with this clutch pack in even stock form. \u003c\/p\u003e\r\n\u003cp\u003eThe \"D\" clutch is engaged in P, R,1,2,3,4,6,7,8,10. Where the problem lies is in its oncoming clutch responsibilities when engaged in 6th gear as the oncoming clutch. With this responsibility in higher horsepower or more demanding driving situations it becomes very obvious uptown teardown this clutch has seen its share of abuse.\u003c\/p\u003e\r\n\u003cp\u003eSuncoast provides GPZ friction material, providing higher friction coefficients, increasing torque capacity well beyond the factory limits. This along with our higher apply pressure with our high volume 10R140 transmission pump creates the perfect environment for more reliable shifts. The new Suncoast 10R140 transmission clutch module requires absolutely no machining or modifications to your current unit...we supply everything needed.\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600; font-size: 12pt;\"\u003e\u003cstrong\u003eThe Pro Loc Valve Body and Pump\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eWith the SunCoast 10R140 Pro Loc valve body, we are addressing several key issues we have seen in regard to the 10R140 transmissions. This is not an approach that is simply bumping in more line pressure in hopes of ascertaining more clamping force; it’s a multi-faceted approach addressing several key issues when exposing these units to more demanding driving environments. These range from heavy towing and hauling to street racing and drag racing. \u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eThe factory 10R140 transmission lock-up circuit is an impressive one, in that it can make converter lockup seem somewhat uneventful. The refinement in its engagement is definitely next-level to what we have seen in the past. As nice as this feels in reference to the NVH (Noise Vibration Harshness), when we start introducing situations where the load demands are testing the limits or outside what the vehicle was initially designed for, it can become a huge problem. \u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eIn our SunCoast 10R140 Pro Loc Valve Body we are specifically looking to decrease the time from initial lock-up apply to zero turbine slip. In doing this, we are changing the lockup circuit by replacing the torque converter clutch (TCC) valve in order to increase lockup holding apply fluid pressure. The lockup oil transition time is also improved by modifying critical oiling circuits for the fluid to reach the TCC clutch, resulting in quicker apply time, and therefore, reducing TCC clutch degradation. By reducing degradation per apply cycle, we are allowing for improved reliability and performance.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003e(\u003cstrong\u003e\u003cem\u003eNOTE:\u003c\/em\u003e\u003c\/strong\u003e For maximum results in power levels exceeding 800HP, it is highly recommended that the TCC apply offset be changed in the factory file calibration)\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eThe next facet we address is the lube circuit. The lube circuit on the 10R140 transmission is responsible for supplying oil to the planets, clutches, bushings, etc. From the factory, the lube circuit oil is dispersed throughout the transmission as low as 6 PSI. Under normal load demands, this is perfectly acceptable. In more stressful and demanding situations, an increase in lubrication to clutches, steels, planets is ideal for removing heat and dealing with the increased demands. \u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eIn our 10R140 Valve Body we are specifically addressing this circuit from 6 PSI to a whopping 20 PSI. This is a 250% improvement from the factory calibration, resulting in reduced frictional heat generated. This reduction in heat helps lessen pre-mature failure that can become increasingly evident in high horsepower applications.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eAnother modification to our SunCoast Pro Loc 10R140 Valve Body involves the regulator valve (latch valve) circuit. This oil circuit is responsible for fully engaging the clutches, allowing for full clutch line pressure. In factory form, the regulator valve we are specifically targeting is responsible for A, B, C, and F clutch packs. Of course, our primary clutch pack concern is the 'F\" clutch, which tends to be the first and most prominent clutch pack failure with the 10R140 in higher horsepower or more demanding environments.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eIn a factory 10R140 valve body calibration, the regulator valve (latch valve) becomes fully engaged, allowing full fluid flow for engagement at 120 psi. When this occurs, the oncoming clutch pack has maximal clamping force. When the clamping force is engaged to max capacity, we ascertain the greatest static and dynamic holding capacity. In stock form or even mildly modified vehicles, this is perfectly suitable; however, when we expose the vehicle to a more demanding environment this can be a weak link.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eWith our SunCoast 10R140 Valve Body we are decreasing the required pressure to fully engage the regulator to only 80psi. This is a 33% decrease in pressure needed to maximally engage the clutch regulator valve (latch valve) resulting in a quicker shift apply when engaging clutches A, B, C and F. This quicker engagement not only shortens shift times, but it also decreases the heat resonating in the clutch pack, preventing premature degradation and extending clutch life. To improve this shift calibration even more SunCoast is evacuating non-critical oil to increase apply rate.\u003c\/p\u003e\r\n\u003cp style=\"font-weight: 400;\"\u003eThe factory overall line pressure is modified on this new SunCoast pump\/valve body combo. SunCoast is increasing overall main line pressure as much as 60psi. This additional line pressure not only increases maximal clamping force of the individual clutch packs but increases overall pump volume production. To reduce the potential for runaway pressure and the over-compression of clutch fibers, the SunCoast 10R140 Valve Body does have a built-in bypass, dumping excessive pressure above 420psi.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong\u003eFeatures and Benefits\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eIncreased Line Pressure, as much as 60psi\u003c\/li\u003e\r\n\u003cli\u003eIncreased clamping force on all clutch packs\u003c\/li\u003e\r\n\u003cli\u003e250% Increase in Cooler Charge Pressure\u003c\/li\u003e\r\n\u003cli\u003eIncreased Lock-up Apply Pressure\u003c\/li\u003e\r\n\u003cli\u003e33% Decrease in Maximal Pressure Actuation of Clutch Packs\u003c\/li\u003e\r\n\u003cli\u003eShortened Shift Times\u003c\/li\u003e\r\n\u003cli\u003eImproved Clutch Wear  \u003c\/li\u003e\r\n\u003c\/ul\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273862848885,"sku":"SC-10R140-CAT3-G-B","price":3669.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198650773.jpg?v=1780954120"},{"product_id":"6r140-category-1-suncoast-400-hp-rebuild-kit-no-converter-sc-6r140sc-1-lc","title":"6R140 CATEGORY 1 SUNCOAST 400 HP REBUILD KIT - NO CONVERTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eSUNCOAST CLUTCH STEEL RECIPE W\/ FILTER, PUMP BUSHING, GASKET KIT\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eKit contains the following:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e- All new Carbon Graphitic clutches\u003c\/div\u003e\r\n\u003cdiv\u003e- All new custom machined steels\u003c\/div\u003e\r\n\u003cdiv\u003e- Improved heavy duty 4-5-6 Overdrive Clutch pack\u003c\/div\u003e\r\n\u003cdiv\u003e- Increased overdrive clutch count\u003c\/div\u003e\r\n\u003cdiv\u003e- Custom machined Overdrive apply piston\u003c\/div\u003e\r\n\u003cdiv\u003e- New Gasket, Seal, \u0026amp; O'ring sealing kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New Transmission Filter Kit\u003c\/div\u003e\r\n\u003cdiv\u003e- New pump bearing\u003c\/div\u003e\r\n\u003cdiv\u003e \u003c\/div\u003e\r\n\u003cdiv\u003eThis kit is a base rebuild kit using the SunCoast clutch and steel recipes along with a new pump bushing which has been an issue for quite some time with the 6R140. \u003c\/div\u003e\r\n\u003cp\u003eThis rebuild kit also includes the filter, overhaul kit, and all the gaskets. This is an ideal kit for someone looking to rebuild a factory stock vehicle with improved frictions and steels to improve longevity in the transmission.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eIntroducing the 6R140\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe new 6R140 from Ford is definitely one of the most exciting drivetrains on the market today. The new 6R140 was released to replaced the previous Torqshift unit, which was the 5R110. The 5R110 was previously used in both the 6.0 and 6.4 Ford diesel engines. When Ford released the 6.7 L Powerstroke powerplant it also released the new much stronger 6R140 Torqshift transmission.\u003c\/p\u003e\r\n\u003cp\u003eThe new Ford 6R140 Torqshift transmission is the most robust transmission Ford has yet to build. This unit was designed and manufactured exclusively by Ford Motor Company. First and foremost, Ford opted to incorporate a robust one-piece bell housing design for the all new 6R140 Torqshift transmission. This new one piece design is not only tough but adds a tremendous amount of rigidity to the case making torsional flex an afterthought. The transmission features a very deep first gear (great for towing and moving mountains)  with double overdrive (excellent for fuel economy). This unit has a total of six forward gears with the ratios as follows: 1st gear 3.974:1, 2nd gear 2.318:1, 3rd gear 1.516:1, 4th gear 1.149:1, 5th gear  0.858:1, 6th gear 0.674:1. \u003c\/p\u003e\r\n\u003cp\u003eFor maximum efficiency, the patented Lepelletier geartrain reduces complexities that exist in connecting an automatic transmission's gear sets and clutches. Simply put, the 6R140 uses a simple gearset to drive a Ravigneaux gearset. So the transmission uses just five clutch sets to achieve six forward gears. The 6R140 is further strengthened  by the utilization of a powder-metal carrier within the compound Ravigneaux planetary gearset (a double planetary gearset). The carrier is made up of four pressed components, which are sinter-brazed together to form a rigid, dense structure.\u003c\/p\u003e\r\n\u003cp\u003eThe new torque converter in the 6R140 features an exclusive long travel, ultra high capacity turbine damper designed to soften the extreme force produced by the new 6.7 L PowerStroke. Here at SunCoast we have already improved upon this converter, launching our own line of Torque converters including a variety of stall speeds. \u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe Pump Bushing\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe factory pump on the 6R140 often suffers a loss of lubrication pressure at the converter hub support pump bearing due to failure of the bearing seal. When the bearing itself fails catastrophic failure can and will occur. This new bearing restores normal operation and integrity back to the pump.\u003c\/p\u003e\r\n\u003cp\u003eThe Ford 6R140 platform was designed and built in-house by Ford Motor Company. With a deep first gear (3.97:1), double overdrive, and a one-piece deep skirt case it is easy to see why the 6R140 transmission is such a workhorse.\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273863635317,"sku":"SC-6R140SC-1-LC","price":2495.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198648417.jpg?v=1780953971"},{"product_id":"bd-diesel-bd-6r140-transmission-pressure-controller-led-kit-ford-2011-2019-6-7l-1031319","title":"BD Diesel BD 6R140 Transmission Pressure Controller LED Kit - Ford 2011-2019 6.7L - 1031319","description":"\u003cp\u003eLED indicator light that shows when BD 6R140 Transmission Pressure Controller has line pressure boosting is active.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275913011573,"sku":"1031319","price":32.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1031319_1024px.jpg?v=1781021944"},{"product_id":"bd-diesel-bd-6r140-pressure-enhancer-ford-2011-2019-6-7l-1030385","title":"BD Diesel BD 6r140 Pressure Enhancer Ford 2011-2019 6.7L - 1030385","description":"\u003cp\u003eThe Ford 6R140 transmission varies line pressure between 70 and 170 psi. This works well for stock trucks but for heavy duty use and higher horsepower applications this may be insufficient. BD's PressureLoc for the 6R140 is a solenoid replacement that overrides the transmission line pressure to maximize output enabling the transmission to handle higher horsepower. The BD PressureLoc will allow the transmission to produce 250-300psi, substantially increasing clutch holding power which prevents clutch slippage and premature clutch failure.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275914518901,"sku":"1030385","price":168.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1030385_1024px.jpg?v=1781021955"},{"product_id":"bd-diesel-bd-6r140-transmission-pressure-controller-ford-2011-2019-6-7l-powerstroke-1031320","title":"BD Diesel BD 6R140 Transmission Pressure Controller - Ford 2011-2019 6.7L Powerstroke - 1031320","description":"\u003cp\u003eThe 6R140 Pressure Controller for 2011-2019 Ford Power Stroke 6.7L pick-ups delivers up to 300psi line pressure inside the transmission, giving 76% more theoretical holding power and helping prevent burned-up clutches - a great way to increase the longevity of the 6R140 transmission for towing, street and race applications. Unlike simple solenoid foolers or plugs which are active all the time, the 6R140 Pressure Controller is only operational when the turbo boost exceeds 15psi, and, does not create extra heat when inactive or cause clunky\/unusual shifts. Installs quickly in under an hour.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275915534709,"sku":"1031320","price":360.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1031320_1024px.jpg?v=1781021962"},{"product_id":"bd-diesel-interlocking-pressure-plate-kit-full-ford-6-7l-6r140-2011-2019-1062502","title":"BD Diesel Interlocking Pressure Plate Kit (Full) Ford 6.7L 6R140 2011-2019 - 1062502","description":"\u003cp\u003eIf you are rebuilding your own transmission and want to increase performance and reliability, you have the option to install BD's Patented Interlocking Pressure Plates that all BD's 6R140 transmissions are built with. Clutch holding power is increased without sacrificing part strength.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275915600245,"sku":"1062502","price":1733.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1062502_1024px.jpg?v=1781021962"},{"product_id":"bd-diesel-bd-transmission-filter-service-kit-ford-2011-2022-6r140-1064046","title":"BD Diesel BD Transmission Filter Service Kit - Ford 2011-2022 6R140 - 1064046","description":"\u003cp\u003eNo need to locate the correct filter service kit for your BD transmission, get it right from the source!\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275919663477,"sku":"1064046","price":100.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1064046_1024px.jpg?v=1781021984"},{"product_id":"bd-diesel-interlocking-pressure-plate-kit-partial-ford-6-7l-6r140-2011-2019-1062501","title":"BD Diesel Interlocking Pressure Plate Kit (Partial) Ford 6.7L 6R140 2011-2019 - 1062501","description":"\u003cp\u003eIf you are rebuilding your own transmission and want to increase performance and reliability, you have the option to install BD's Patented Interlocking Pressure Plates that all BD's 6R140 transmissions are built with. Clutch holding power is increased without sacrificing part strength.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275920843125,"sku":"1062501","price":761.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1062501_1024px.jpg?v=1781021992"}],"url":"https:\/\/wickeddieselva.com\/collections\/powerstroke-2017-2026-6-7l-transmission-service-kits.oembed","provider":"Wicked Diesel VA","version":"1.0","type":"link"}