{"title":"Transmission Hard Parts","description":null,"products":[{"product_id":"6r140-1-700-rpm-billet-quadralock-torque-converter-6r140-1","title":"6R140 1,700 RPM Billet Quadralock Torque Converter","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003e6R140 billet captured clutch torque converter tow\/street\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #ff6600;\"\u003eFeatures and Benefits:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eFurnaced brazed fins\u003c\/li\u003e\r\n\u003cli\u003eADCCT Anti Drag Captured Clutch Technology\u003c\/li\u003e\r\n\u003cli\u003eUtilizes factory lock-up clutch damper \u003c\/li\u003e\r\n\u003cli\u003e4140 HTSR billet steel clutch retain ring\u003c\/li\u003e\r\n\u003cli\u003eCNC machined billet forged one piece cover\u003c\/li\u003e\r\n\u003cli\u003eTorrington Thrust bearing design\u003c\/li\u003e\r\n\u003cli\u003eIncreased clutch count\u003c\/li\u003e\r\n\u003cli\u003eQuadralock captured clutch technology\u003c\/li\u003e\r\n\u003cli\u003eLarger apply piston\u003c\/li\u003e\r\n\u003cli\u003eOver 1,000 PSI of additional clamping force\u003c\/li\u003e\r\n\u003cli\u003eUpgraded custom sprag\u003c\/li\u003e\r\n\u003cli\u003eBillet stator for improved efficiency\u003c\/li\u003e\r\n\u003cli\u003eMultiple stall speeds available\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003c\/div\u003e\r\n\u003cp\u003eRevolutionizing this industry isn't easy. SunCoast has done it yet again with our new captured clutch 6R140 torque converter. This revolutionary new converter design is changing the way we look at converter lock-up strategies forever. The captured clutch design converter operates much differently than other conventional torque converters. The captured clutch design eliminates the need to exhaust fluid from the backside of the apply piston. This design allows for much quicker apply rates than what conventionally occurs.\u003c\/p\u003e\r\n\u003cp\u003eWith the multitude of SunCoast custom stator options we can build the perfect converter to address whatever needs you may have. Whether you are looking for an improved stock replacement, or full blown sled pulling rig, we have the ability to build it to your specific needs.\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273834111349,"sku":"6R140-1","price":3249.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642641.jpg?v=1780953755"},{"product_id":"6r140-1-900-rpm-billet-quadralock-torque-converter-6r140-2","title":"6R140 1,900 RPM Billet Quadralock Torque Converter","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003e6R140 billet captured clutch torque converter tow\/street\/strip\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #ff6600;\"\u003eFeatures and Benefits:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eFurnaced brazed fins\u003c\/li\u003e\r\n\u003cli\u003eADCCT Anti Drag Captured Clutch Technology\u003c\/li\u003e\r\n\u003cli\u003eUtilizes factory lock-up clutch damper \u003c\/li\u003e\r\n\u003cli\u003e4140 HTSR billet steel clutch retain ring\u003c\/li\u003e\r\n\u003cli\u003eCNC machined billet forged one piece cover\u003c\/li\u003e\r\n\u003cli\u003eTorrington Thrust bearing design\u003c\/li\u003e\r\n\u003cli\u003eIncreased clutch count\u003c\/li\u003e\r\n\u003cli\u003eQuadralock captured clutch technology\u003c\/li\u003e\r\n\u003cli\u003eLarger apply piston\u003c\/li\u003e\r\n\u003cli\u003eOver 1,000 PSI of additional clamping force\u003c\/li\u003e\r\n\u003cli\u003eUpgraded custom sprag\u003c\/li\u003e\r\n\u003cli\u003eBillet stator for improved efficiency\u003c\/li\u003e\r\n\u003cli\u003eMultiple stall speeds available\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003c\/div\u003e\r\n\u003cp\u003eRevolutionizing this industry isn't easy. SunCoast has done it yet again with our new captured clutch 6R140 torque converter. This revolutionary new converter design is changing the way we look at converter lock-up strategies forever. The captured clutch design converter operates much differently than other conventional torque converters. The captured clutch design eliminates the need to exhaust fluid from the backside of the apply piston. This design allows for much quicker apply rates than what conventionally occurs.\u003c\/p\u003e\r\n\u003cp\u003eWith the multitude of SunCoast custom stator options we can build the perfect converter to address whatever needs you may have. Whether you are looking for an improved stock replacement, or full blown sled pulling rig, we have the ability to build it to your specific needs.\u003c\/p\u003e\r\n\u003cp\u003eThis torque converter is identical to our 6R140-1 with the exception of a different custom stator that allows another 200-300 rpm of additional stall. This converter is still very capable of towing heavy loads, and drivability is identical to stock. This converter is ideal for individuals who have upgraded to a slightly larger turbo and still tow fairly heavy loads. this torque converter will spool much faster than a factory stall speed which makes playing around on the street or at the strip a blast. \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273835848053,"sku":"6R140-2","price":3249.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642645.jpg?v=1780953767"},{"product_id":"6r140-2-300-rpm-billet-quadralock-torque-converter-6r140-3","title":"6R140 2,300 RPM Billet Quadralock Torque Converter","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003e6R140 billet captured clutch torque converter tow\/street\/strip\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #ff6600;\"\u003eFeatures and Benefits:\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cdiv\u003e\r\n\u003cul\u003e\r\n\u003cli\u003eFurnaced brazed fins\u003c\/li\u003e\r\n\u003cli\u003eADCCT Anti Drag Captured Clutch Technology\u003c\/li\u003e\r\n\u003cli\u003eUtilizes factory lock-up clutch damper \u003c\/li\u003e\r\n\u003cli\u003e4140 HTSR billet steel clutch retain ring\u003c\/li\u003e\r\n\u003cli\u003eCNC machined billet forged one piece cover\u003c\/li\u003e\r\n\u003cli\u003eTorrington Thrust bearing design\u003c\/li\u003e\r\n\u003cli\u003eIncreased clutch count\u003c\/li\u003e\r\n\u003cli\u003eQuadralock captured clutch technology\u003c\/li\u003e\r\n\u003cli\u003eLarger apply piston\u003c\/li\u003e\r\n\u003cli\u003eOver 1,000 PSI of additional clamping force\u003c\/li\u003e\r\n\u003cli\u003eUpgraded custom sprag\u003c\/li\u003e\r\n\u003cli\u003eBillet stator for improved efficiency\u003c\/li\u003e\r\n\u003cli\u003eMultiple stall speeds available\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003c\/div\u003e\r\n\u003cp\u003eRevolutionizing this industry isn't easy. SunCoast has done it yet again with our new captured clutch 6R140 torque converter. This revolutionary new converter design is changing the way we look at converter lock-up strategies forever. The captured clutch design converter operates much differently than other conventional torque converters. The captured clutch design eliminates the need to exhaust fluid from the backside of the apply piston. This design allows for much quicker apply rates than what conventionally occurs.\u003c\/p\u003e\r\n\u003cp\u003eWith the multitude of SunCoast custom stator options we can build the perfect converter to address whatever needs you may have. Whether you are looking for an improved stock replacement, or full blown sled pulling rig, we have the ability to build it to your specific needs.\u003c\/p\u003e\r\n\u003cp\u003eThis torque converter is identical to our 6R140-2 with the exception of a different custom stator that allows another 200-300 rpm of additional stall. This converter is still very capable of towing heavy loads, and drivability is identical to stock. This converter is ideal for individuals who have upgraded to a slightly larger turbo and still tow fairly heavy loads. this torque converter will spool much faster than a factory stall speed which makes playing around on the street or at the strip a blast. \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273836339573,"sku":"6R140-3","price":3249.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642767.jpg?v=1780953814"},{"product_id":"10r140-transmission-category-2-expanded-capacity-sc-10r140-cat2d","title":"10R140 Transmission Category 2 Expanded Capacity","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 transmission 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 Transmission Assembly \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete Transmission assembly that fits the new Ford 10R140 Transmission. This Transmission contains all of the upgraded GPZ clutches to improve the reliability of your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission new Raybestos GPZ clutches, steels, factory OEM filter, new upgraded 10R140 pump Assembly, New 10R140 upgraded Valve body and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 transmission contains all the upgraded frictions and steels you will need to expand the performance 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 to increase the longevity and performance.\u003c\/p\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\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 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\u003cp\u003eEach Suncoast 10R140 transmission gets this modification to the factory 10R140 Valve Body\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\u003cp\u003eEach Suncoast 10R140 transmission gets this modification to the factory 10R140 Valve Body\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\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\u003cp\u003eEach Suncoast 10R140 transmission gets this modification to the factory 10R140 Valve Body\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","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273836700021,"sku":"SC-10R140-CAT2D","price":8394.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649509_6d9088f6-f883-480a-a557-9083a407ce3e.jpg?v=1780954065"},{"product_id":"10r140-transmission-category-1-with-raybestos-gpz-clutches-sc-10r140-cat1g","title":"10R140 Transmission Category 1 with Raybestos GPZ Clutches","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 transmission 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 Transmission Assembly \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete Transmission assembly that fits the new Ford 10R140 Transmission. This Transmission contains all of the upgraded GPZ clutches to improve the reliability of your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission new Raybestos GPZ clutches, steels, factory OEM filter, new upgraded 10R140 pump Assembly, New 10R140 upgraded Valve body and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 transmission contains all the upgraded frictions and steels you will need to expand the performance 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=\"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","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273836929397,"sku":"SC-10R140-CAT1G","price":7295.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649742_d2e4a219-0fb9-40ac-b116-ad3be7a5bef0.jpg?v=1780954072"},{"product_id":"10r140-p2-planet-for-ford-automatic-transmission-lc3z-7b446-bb","title":"10R140 P2 PLANET FOR FORD AUTOMATIC TRANSMISSION","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e \u003c\/p\u003e\r\n\u003cp data-start=\"161\" data-end=\"608\"\u003eThis brand new OEM Ford Carrier Overdrive Planet Gear \/ P2 Planetary Carrier, is designed for the 10R140 10-speed automatic transmission found in 2020 and newer Ford Super Duty trucks. Built to exact factory specifications, it ensures precise fit, smooth operation, and long-term durability. Ideal for transmission rebuilds or repairs, this component plays a vital role in managing power transfer within the planetary gear system.\u003c\/p\u003e\r\n\u003cp data-start=\"610\" data-end=\"635\"\u003e \u003c\/p\u003e\r\n\u003cp data-start=\"610\" data-end=\"635\"\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cstrong data-start=\"610\" data-end=\"633\"\u003eKey Specifications:\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cul data-start=\"636\" data-end=\"939\"\u003e\r\n\u003cli data-start=\"636\" data-end=\"670\"\u003e\r\n\u003cp data-start=\"638\" data-end=\"670\"\u003e\u003cstrong data-start=\"638\" data-end=\"654\"\u003ePart Number:\u003c\/strong\u003e LC3Z-7B446-BB\u003c\/p\u003e\r\n\u003c\/li\u003e\r\n\u003cli data-start=\"671\" data-end=\"731\"\u003e\r\n\u003cp data-start=\"673\" data-end=\"731\"\u003e\u003cstrong data-start=\"673\" data-end=\"687\"\u003eComponent:\u003c\/strong\u003e Carrier Overdrive Planet Gear (P2 Planet)\u003c\/p\u003e\r\n\u003c\/li\u003e\r\n\u003cli data-start=\"732\" data-end=\"798\"\u003e\r\n\u003cp data-start=\"734\" data-end=\"798\"\u003e\u003cstrong data-start=\"734\" data-end=\"765\"\u003eTransmission Compatibility:\u003c\/strong\u003e Ford 10R140 10-speed automatic\u003c\/p\u003e\r\n\u003c\/li\u003e\r\n\u003cli data-start=\"799\" data-end=\"871\"\u003e\r\n\u003cp data-start=\"801\" data-end=\"871\"\u003e\u003cstrong data-start=\"801\" data-end=\"813\"\u003eFitment:\u003c\/strong\u003e 2020+ Ford Super Duty F-250, F-350, F-450, F-550, F-600\u003c\/p\u003e\r\n\u003c\/li\u003e\r\n\u003cli data-start=\"872\" data-end=\"939\"\u003e\r\n\u003cp data-start=\"874\" data-end=\"939\"\u003e\u003cstrong data-start=\"874\" data-end=\"891\"\u003eConstruction:\u003c\/strong\u003e OEM Ford quality for strength and reliability\u003c\/p\u003e\r\n\u003c\/li\u003e\r\n\u003c\/ul\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273843417461,"sku":"LC3Z-7B446-BB","price":395.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198660574.jpg?v=1780954137"},{"product_id":"10r140-guardian-diesel-torque-converter-10r140-guardian","title":"10R140 Guardian Diesel Torque Converter","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe 10R140 - The perfect gear ratio for any speed\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe Ford 10R140 transmission is a powerhouse designed for heavy-duty Super Duty F-series trucks. It's a 10-speed automatic that can handle massive horsepower and torque, It is available with the 6.7 diesel boasting a rating of 475 hp and a staggering 1,050 ft-lbs of torque. With gear ratios ranging from 1st gear's 4.61:1 to 10th gear's 0.63:1, it's all about harnessing power efficiently. What's cool is that gears 8 through 10 are overdrive ratios, maximizing top speed while minimizing engine strain.\u003c\/p\u003e\r\n\u003cp\u003eIt is also available With the Godzilla 7.3. The Godzilla is Ford's 7.3-liter V8 engine for heavy-duty trucks, introduced in 2020. With an OHV, pushrod design in a V configuration, it's designed for high torque. Alongside the 6.2L Boss and 6.7L Power Stroke, it's Ford's biggest gasoline engine, perfect for heavy-duty tasks like the Super Duty series.\u003c\/p\u003e\r\n\u003cp\u003eThe transmission's innovation lies in its Lepelletier geartrain setup, using multiple inputs to create a variety of gear ratios. The engineering magic happens through its four planetary gear sets, making it possible to achieve 10 forward speeds by combining one or two inputs.\u003c\/p\u003e\r\n\u003cp\u003eAn interesting twist is the transmission fluid cooling system. Unlike the norm, it employs a coolant control valve attached to the coolant return hose to heat up the transmission fluid quickly, and later cools it down using coolant flow.\u003c\/p\u003e\r\n\u003cp\u003eFor enthusiasts, the Adaptive Learning Drive Cycle is key after any major work on the transmission, ensuring it adapts perfectly. This 10-speed beast is a vital player for monstrous trucks with even mightier power, and it's exciting to anticipate functionality, drivability and performance we will soon see from this platform.\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-size: 12pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe Guardian Converter\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe Ford 10R140 transmission has proven to be a workhorse, this holds especially true when you compare it to its predecessors such as the 6R140 and the 5R110W. As reliable as the transmission can be under the most demanding driving situations the factory converter can begin to show signs of weakness. This is particularly apparent when it is exposed to higher torque loads when towing and hauling heavier loads. This will show it's head in the way of excessive heat and turbine slip. \u003c\/p\u003e\r\n\u003cp\u003eThe Suncoast 10R140 torque converter sets out to alleviate those particular problems. This new 10R140 torque converter not only improves turbine slip but also improves the reliability of your transmission.\u003c\/p\u003e\r\n\u003cp\u003eThis converter is ideal for customers who are looking for an improvement over the factory 10R140 torque converter with a stock or slightly modified engine.\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\u003e3 year unlimited mileage warranty\u003c\/li\u003e\r\n\u003cli\u003eImproved fluid dynamics reducing turbine slip\u003c\/li\u003e\r\n\u003cli\u003eFurnaced brazed and tig welded fin reinforcement \u003c\/li\u003e\r\n\u003cli\u003eImproved friction material with higher friction coefficient\u003c\/li\u003e\r\n\u003cli\u003eHand assembled in Ft Walton Beach Florida by American workers \u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003cp\u003e \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273843581301,"sku":"10R140-Guardian","price":2295.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649745_53f76e98-c440-4fdf-90b1-04f52e3c6e4e.jpg?v=1780955274"},{"product_id":"10r140-mag-hytec-pan-sc-10r140-mag","title":"10R140 Mag-Hytec Pan","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003eEnhance your vehicle's performance and longevity with the 10R140 Mag-Hytec Transmission Pan, an essential upgrade for \u003cstrong\u003e2020-2022 Ford 10R140\u003c\/strong\u003e models. This advanced transmission pan holds an additional 7 quarts—nearly 2 gallons—of fluid compared to the stock pan, providing superior cooling and extended transmission life.\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003cp\u003eConstructed from high-quality aluminum alloy, the 10R140 Mag-Hytec Transmission Pan offers significant advantages over traditional steel pans. Aluminum, being an excellent conductor of heat, dissipates heat more efficiently than steel. The pan’s finned design further enhances its heat transfer capabilities, ensuring your transmission remains at optimal temperatures even under heavy loads.\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003cp\u003eThe increased fluid capacity not only means more fluid but also translates into a greater surface area. This scientific principle is crucial in stabilizing fluid temperatures. With a larger volume of fluid, the pan can absorb more heat from the transmission. This increased heat capacity requires more BTUs (British Thermal Units) to raise the temperature of the fluid, thereby creating a larger temperature delta variance. In simpler terms, it takes more energy to heat the larger volume of fluid, which helps maintain a more consistent and lower operating temperature for the transmission.\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003cp\u003eAdditionally, the enhanced surface area facilitates more efficient heat exchange with the environment. The finned design maximizes the surface area exposed to air, further aiding in heat dissipation. This combination of increased fluid volume and enhanced heat transfer surface ensures that your transmission operates smoothly and efficiently, even in the most demanding conditions.\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003cp\u003eMaintenance is simplified with the inclusion of a magnetic drain plug, designed to capture debris and facilitate cleaner fluid changes. Known for their exceptional quality and performance, 10R140 Mag-Hytec transmission pans are a reliable choice for those looking to improve their vehicle's transmission durability and efficiency.\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003ch3\u003e\u003cspan style=\"color: #ff6600;\"\u003eFeatures and Benefits of the 10R140 Mag-Hytec Transmission Pan\u003c\/span\u003e\u003c\/h3\u003e\r\n\u003cp\u003e\u003cspan style=\"text-decoration: underline; color: #ff6600;\"\u003e\u003cstrong\u003eIncreased Fluid Capacity\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eFeature:\u003c\/strong\u003e Holds an additional 7 quarts (nearly 2 gallons) of fluid over the stock pan.\u003c\/li\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eBenefit:\u003c\/strong\u003e Provides superior cooling, reducing the risk of overheating and prolonging transmission life.\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003cp\u003e\u003cspan style=\"text-decoration: underline; color: #ff6600;\"\u003e\u003cstrong\u003eHigh-Quality Aluminum Alloy Construction\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eFeature:\u003c\/strong\u003e Made from premium aluminum alloy.\u003c\/li\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eBenefit:\u003c\/strong\u003e Aluminum dissipates heat more efficiently than steel, enhancing the cooling process and overall performance.\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003cp\u003e\u003cspan style=\"text-decoration: underline; color: #ff6600;\"\u003e\u003cstrong\u003eFinned Design\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eFeature:\u003c\/strong\u003e Equipped with a finned design.\u003c\/li\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eBenefit:\u003c\/strong\u003e Maximizes surface area for better heat transfer, ensuring optimal transmission temperatures even under heavy loads.\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003cp\u003e\u003cspan style=\"text-decoration: underline; color: #ff6600;\"\u003e\u003cstrong\u003eEnhanced Surface Area\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eFeature:\u003c\/strong\u003e Larger fluid volume increases the surface area.\u003c\/li\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eBenefit:\u003c\/strong\u003e Stabilizes fluid temperatures by requiring more BTUs to change the temperature, maintaining a consistent and lower operating temperature.\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003cp\u003e\u003cspan style=\"text-decoration: underline; color: #ff6600;\"\u003e\u003cstrong\u003eMagnetic Drain Plug\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eFeature:\u003c\/strong\u003e Includes a magnetic drain plug.\u003c\/li\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eBenefit:\u003c\/strong\u003e Captures debris and makes fluid changes cleaner and easier, reducing maintenance effort.\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003cp\u003e\u003cspan style=\"text-decoration: underline; color: #ff6600;\"\u003e\u003cstrong\u003eDurability and Reliability\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cul\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eFeature:\u003c\/strong\u003e Built to high standards of quality and performance.\u003c\/li\u003e\r\n\u003cli\u003e\n\u003cstrong\u003eBenefit:\u003c\/strong\u003e Ensures long-lasting durability and reliability, providing peace of mind for demanding driving conditions.\u003c\/li\u003e\r\n\u003c\/ul\u003e\r\n\u003ch2\u003e\u003cspan style=\"color: #ff6600;\"\u003e\u003cem\u003eFits 2020-2022 10R140 Diesel \u0026amp; Gas applications\u003c\/em\u003e\u003c\/span\u003e\u003c\/h2\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273850691957,"sku":"SC-10R140-MAG","price":525.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198650183.jpg?v=1780954106"},{"product_id":"6r140-guardian-hd-towing-transmission-with-torque-converter-sc-6r140-guardian","title":"6R140 Guardian HD Towing Transmission With Torque Converter","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\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 \u003c\/div\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 Bushings\u003c\/div\u003e\r\n\u003cdiv\u003e- New Transmission Pump\u003c\/div\u003e\r\n\u003cdiv\u003e- New Filter\u003c\/div\u003e\r\n\u003cdiv\u003e- Guardian Torque Converter\u003c\/div\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 Guardian SunCoast Transmission\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe Guardian SunCoast 6R140 transmission is our base transmission for stock non modified trucks that are looking to increase reliability and longevity. This transmission is upgraded with our SunCoast custom clutch set. Every one of our 6R140 Transmissions receive our custom 4-5-6 and 3-5-R clutch packs utilizing custom pistons and apply plates to ensure clean, accurate, and consistent shifts.\u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273853149557,"sku":"SC-6R140-GUARDIAN","price":8394.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198646986_264430ab-377f-42dc-bb95-348850d24941.jpg?v=1780953858"},{"product_id":"6r140-category-1-suncoast-450-hp-6r140-transmission-with-converter-sc-6r140cat1","title":"6R140 CATEGORY 1 SUNCOAST 450 HP 6R140 TRANSMISSION WITH CONVERTER","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003e6R140 CATEGORY 1 SUNCOAST TRANSMISSION\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 \u003c\/div\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. 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","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273854001525,"sku":"SC-6R140CAT1","price":8814.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198646987_ef9f7595-e651-438e-bc9d-a69e184032ba.jpg?v=1780953865"},{"product_id":"6r140-locking-dip-stick-6r-lds","title":"6R140 LOCKING DIP STICK","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003e6R140 LOCKING DIP STICK\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273854165365,"sku":"6R-LDS","price":50.4,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642325.jpg?v=1780953830"},{"product_id":"10r140-transmission-category-3-w-pro-loc-valve-body-pump-sc-10r140-cat3d","title":"10R140 Transmission Category 3 w\/ Pro-Loc Valve Body \u0026 Pump","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 transmission 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 Transmission Assembly \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete Transmission assembly that fits the new Ford 10R140 Transmission. This Transmission contains all of the upgraded GPZ clutches to improve the reliability of your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission new Raybestos GPZ clutches, steels, factory OEM filter, new upgraded 10R140 pump Assembly, New 10R140 upgraded Valve body and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 transmission contains all the upgraded frictions and steels you will need to expand the performance 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 to increase the longevity and performance.\u003c\/p\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;\"\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=\"font-size: 12pt; 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\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\u003c\/ul\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273855181173,"sku":"SC-10R140-CAT3D","price":9444.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649722.jpg?v=1780954074"},{"product_id":"6r140-overdrive-damper-assembly-with-billet-intermediate-shaft-and-hub-sc-6r140-ecd-bsh","title":"6R140 Overdrive Damper Assembly With Billet Intermediate Shaft and Hub","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003e6R140 E CLUTCH DAMPER ASSEMBLY WITH BILLET SHAFT AND HUB\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003e6R140 \"E Clutch\" Damper  \u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eOne of the key problems associated with the Ford 6R140 Transmission is a noticeable substantial squawking noise which occurs during the oncoming 4th gear clutch during the 3-4 gear exchange. \u003c\/p\u003e\r\n\u003cp\u003eThis noise becomes much more prominent when aftermarket friction materials are used inside the transmission for added holding capacity. The aftermarket clutches that are utilizing higher friction coefficients are an absolute must when increasing horsepower and torque or during heavy usage.\u003c\/p\u003e\r\n\u003cp\u003eThe SunCoast patented E-Clutch Damper is the solution to this problem. Using Sound Reduction Absorption Technology, the E-Clutch damper dissipates the unwanted squawk allowing for a clean, crisp, and silent gear exchange.\u003c\/p\u003e\r\n\u003cp\u003eThis improved design damper will also aide in extending the life of the 4-5-6 clutch pack in the 6R140.\u003c\/p\u003e\r\n\u003cp\u003e\u003cem\u003e\u003cspan style=\"font-weight: bold; color: #ff0000; font-size: 14pt;\"\u003eThis comes with a custom billet intermediate shaft and hub, for a stock shaft and hub please use part \u003c\/span\u003e\u003c\/em\u003e\u003cspan style=\"font-weight: bold; color: #eb5f26; font-size: 14pt;\"\u003e# SC-6R140-ECD\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe 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 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","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273855902069,"sku":"SC-6R140-ECD-BSH","price":1737.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642686.jpg?v=1780953853"},{"product_id":"6r140-mag-hytec-pan-mag-6r140","title":"6R140 MAG-HYTEC PAN","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003e6R140 MAG-HYTEC PAN\u003c\/strong\u003e\u003cbr\u003e\u003cbr\u003e\u003c\/p\u003e\r\n\u003cp\u003eThe Mag-Hytec 6R140 Transmission Pan for your 2011-2015 Ford Super Duty 6.7L Powerstroke provides increased fluid and cooling capacity for the automatic transmission in your truck. Built from heavy-duty cast A356-T6 aluminum and powder coated with machined cooling fins, these pans will look great and perform for the lifetime of your truck. This transmission pan is a bolt-on replacement and will hold 5.5 quarts of fluid over stock with an overall height of 4-1\/4\". Filter not included.\u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273857048949,"sku":"MAG-6R140","price":495.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642343.jpg?v=1780953835"},{"product_id":"10r140-transmission-category-2-expanded-capacity-sc-10r140-cat2g","title":"10R140 Transmission Category 2 Expanded Capacity","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 transmission 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 Transmission Assembly \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete Transmission assembly that fits the new Ford 10R140 Transmission. This Transmission contains all of the upgraded GPZ clutches to improve the reliability of your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission new Raybestos GPZ clutches, steels, factory OEM filter, new upgraded 10R140 pump Assembly, New 10R140 upgraded Valve body and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 transmission contains all the upgraded frictions and steels you will need to expand the performance 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 to increase the longevity and performance.\u003c\/p\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\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 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\u003cp\u003eEach Suncoast 10R140 transmission gets this modification to the factory 10R140 Valve Body\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\u003cp\u003eEach Suncoast 10R140 transmission gets this modification to the factory 10R140 Valve Body\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\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\u003cp\u003eEach Suncoast 10R140 transmission gets this modification to the factory 10R140 Valve Body\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","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273857999221,"sku":"SC-10R140-CAT2G","price":8395.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649695.jpg?v=1780954072"},{"product_id":"6r140-overdrive-damper-assembly-sc-6r140-ecd","title":"6R140 Overdrive Damper Assembly","description":"\u003cp\u003e\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003e6R140 E CLUTCH DAMPER ASSEMBLY WITHOUT BILLET SHAFT AND HUB\u003c\/strong\u003e\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003e6R140 \"E Clutch\" Damper\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003eOne of the key problems associated with the Ford 6R140 Transmission is a noticeable substantial squawking noise which occurs during the oncoming 4th gear clutch during the 3-4 gear exchange. \u003c\/p\u003e\r\n\u003cp\u003eThis noise becomes much more prominent when aftermarket friction materials are used inside the transmission for added holding capacity. The aftermarket clutches that are utilizing higher friction coefficients are an absolute must when increasing horsepower and torque or during heavy usage.\u003c\/p\u003e\r\n\u003cp\u003eThe SunCoast patented E-Clutch Damper is the solution to this problem. Using Sound Reduction Absorption Technology, the E-Clutch damper dissipates the unwanted squawk allowing for a clean, crisp, and silent gear exchange. \u003c\/p\u003e\r\n\u003cp\u003eThis improved design damper will also aide in extending the life of the 4-5-6 clutch pack in the 6R140.\u003c\/p\u003e\r\n\u003cp\u003e\u003cem\u003e\u003cspan style=\"font-weight: bold; color: #ff0000; font-size: 14pt;\"\u003eThis comes with factory intermediate shaft and hub, for billet upgrade please use part\u003c\/span\u003e\u003c\/em\u003e \u003cspan style=\"font-weight: bold; color: #eb5f26; font-size: 14pt;\"\u003e# SC-6R140-ECD-BSH\u003c\/span\u003e\u003c\/p\u003e\r\n\u003cp\u003e\u003cspan style=\"font-weight: bold; font-size: 14pt; color: #eb5f26;\"\u003eThe 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 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","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273859277173,"sku":"SC-6R140-ECD","price":866.25,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198642326.jpg?v=1780953831"},{"product_id":"10r140-transmission-category-3-w-pro-loc-valve-body-pump-sc-10r140-cat3g","title":"10R140 Transmission Category 3 w\/ Pro-Loc Valve Body \u0026 Pump","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 transmission 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 Transmission Assembly \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete Transmission assembly that fits the new Ford 10R140 Transmission. This Transmission contains all of the upgraded GPZ clutches to improve the reliability of your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission new Raybestos GPZ clutches, steels, factory OEM filter, new upgraded 10R140 pump Assembly, New 10R140 upgraded Valve body and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 transmission contains all the upgraded frictions and steels you will need to expand the performance 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 to increase the longevity and performance.\u003c\/p\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;\"\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=\"font-size: 12pt; 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\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\u003c\/ul\u003e\r\n\u003cp\u003e \u003c\/p\u003e\r\n\u003cp\u003e \u003c\/p\u003e","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273862324597,"sku":"SC-10R140-CAT3G","price":9295.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649699.jpg?v=1780954066"},{"product_id":"10r140-transmission-category-1-with-raybestos-gpz-clutches-sc-10r140-cat1d","title":"10R140 Transmission Category 1 with Raybestos GPZ Clutches","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 transmission 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 Transmission Assembly \u003c\/strong\u003e\u003c\/span\u003e\u003c\/h2\u003e\r\n\u003cp\u003eThis is a complete Transmission assembly that fits the new Ford 10R140 Transmission. This Transmission contains all of the upgraded GPZ clutches to improve the reliability of your 10R140 transmission. The Ford 10R140 transmission comes standard in the Ford F-250, F-350, F-450, and F-550.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast upgraded 10R140 transmission new Raybestos GPZ clutches, steels, factory OEM filter, new upgraded 10R140 pump Assembly, New 10R140 upgraded Valve body and high performance overhaul kit.\u003c\/p\u003e\r\n\u003cp\u003eThis Suncoast 10R140 transmission contains all the upgraded frictions and steels you will need to expand the performance 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=\"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","brand":"SunCoast Converters","offers":[{"title":"Default Title","offer_id":57273863799157,"sku":"SC-10R140-CAT1D","price":7344.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/F198649503.jpg?v=1780954064"},{"product_id":"bd-diesel-bd-ford-deep-sump-6r140-trans-pan-2011-2019-1061720","title":"BD Diesel BD Ford Deep Sump 6r140 Trans Pan - 2011-2019 - 1061720","description":"\u003cp\u003eHigh volumes of cool oil equate to long transmission life. BD's transmission pans increase oil capacity, while their aluminum construction and heat-dissipating fins keep temperature down. As an added bonus, the pan's increased rigidity prevents case twisting. Kit includes a magnetic drain plug and temperature sending unit port.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275900559733,"sku":"1061720","price":439.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1061720_1024px.jpg?v=1781021867"},{"product_id":"bd-diesel-bd-proforce-torque-converter-ford-2011-2019-6-7l-6r140-1030239","title":"BD Diesel BD Proforce Torque Converter - Ford 2011-2019 6.7L 6R140 - 1030239","description":"\u003cp\u003eThe BD 6R140 ProForce Torque Converter is designed for stock and modified 6.7L Powerstroke Diesels. This dual surface torque converter has been proven up to 600 horsepower, and is perfect for performance street and towing applications. Fully remanufactured with new bearings, clutch friction and steel. The furnaced brazed pump \u0026amp; turbine, and, upgraded billet steel clutch reaction plate ensures a strong and reliable torque converter for years to come.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275907506549,"sku":"1030239","price":1270.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1030239_1024px.jpg?v=1781021909"},{"product_id":"bd-diesel-roadmaster-6r140-transmission-pro-force-converter-ford-2017-2019-2wd-4wd-1064534ss","title":"BD Diesel ROADMASTER 6R140 Transmission \u0026 Pro Force Converter Ford 2017-2019 2WD\/4WD - 1064534SS","description":"\u003cp\u003eThe Roadmaster 6R140 transmission is BD's base transmission for stock, non-modified trucks that are looking to increase reliability and longevity. This transmission comes with OEM clutch counts, an OEM valve body, and BD's Deep Transmission Pan. Every one of our 6R140 Roadmaster Transmission Packages includes a ProForce Torque Converter and a BD Pressure Controller.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275908915573,"sku":"1064534SS","price":6184.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1064534ss_1024px.jpg?v=1781021919"},{"product_id":"bd-diesel-proforce-4d-torque-converter-ford-f250-f350-f450-f550-6-7l-2011-2019-6r140-1030238","title":"BD Diesel PROFORCE 4D TORQUE CONVERTER FORD F250\/F350\/F450\/F550 6.7L 2011-2019 6R140 - 1030238","description":"\u003cp\u003eThe BD 6R140 ProForce 4D Torque Converter is designed for hard-working and modified 6.7L PowerStroke Diesels. This torque converter is equipped with 4 clutch surfaces designed to handle heavy towing loads and is intended for up to 900+ horsepower. Our in-house CNC machined forged cover is designed to prevent warping and improper balance while facilitating the increased clutch count without sacrificing strength. In addition to a new cover, BD has designed a custom piston, bearing hub, release springs and backing plate to retain the OEM captured clutch design which delivers the same great drivability 6R140 owners are accustomed to.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275911209333,"sku":"1030238","price":2244.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1030238_1024px.jpg?v=1781021933"},{"product_id":"bd-diesel-torquemaster-ford-6r140-trans-converter-package-6-7l-power-stroke-17-19-2wd-4wd-1064514bm","title":"BD Diesel TORQUEMASTER FORD 6R140 TRANS\/CONVERTER PACKAGE 6.7L POWER STROKE 17-19 2WD\/4WD - 1064514BM","description":"\u003cp\u003eWhen you purchase a BD transmission and torque converter package, you are getting a matched set that has been dyno tested together for ultimate performance, and reliability. Every transmission comes with BD's own Heavy Duty pan that adds extra fluid capacity. For towing, street or track, when it comes to a dependable transmission that will stand up to your diesel's power and torque demands, the clear choice is BD.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275919270261,"sku":"1064514BM","price":8524.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1064514bm_1024px.jpg?v=1781021983"},{"product_id":"bd-diesel-bd-towmaster-ford-6r140-trans-converter-package-2017-19-6-7l-power-stroke-1064514ss","title":"BD Diesel BD TowMaster Ford 6R140 Trans \u0026 Converter Package 2017-19 6.7L Power Stroke - 1064514SS","description":"\u003cp\u003eWhen you purchase a BD transmission and torque converter package, you are getting a matched set that has been dyno tested together for ultimate performance, and reliability. Every transmission comes with BD's own Heavy Duty pan that adds extra fluid capacity. For towing, street or track, when it comes to a dependable transmission that will stand up to your diesel's power and torque demands, the clear choice is BD.\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":57275921564021,"sku":"1064514SS","price":6994.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0931\/7656\/2037\/files\/1064514ss_1024px.jpg?v=1781021996"}],"url":"https:\/\/wickeddieselva.com\/collections\/powerstroke-2017-2026-6-7l-transmission-transmission-hard-parts.oembed?page=2","provider":"Wicked Diesel VA","version":"1.0","type":"link"}