Differences between supports are minimal. As with the instruction sheet from the planetary kit, there is an instruction sheet included with the center support as well and does contain a little more information than the planetary version. The upgrade package contains not only the center support and steel ring, but it also contains new intermediate clutch frictions. Beyond July 2016 the gas part number is FC3Z-7A130-F with the diesel part number of FC3Z-7A130-G. Up to July 2016 the gas application part number is FC3Z-7A130-C and the diesel application number is FC3Z-7A130-D. There are four different center-support part numbers available based upon being gas or diesel and year break. In addition to the planetary bearing interface issue is another wrinkle. The center support is positioned directly in front of the planetary mechanical diode outer race and is held there by a big mutant snap ring which is fun to deal with. The lip at the back of the center support is where the planetary bearing is pressed onto ( Figure 3). The eight-gear commercial duty planetary part number is FC4Z-7D006B.Ĭenter support: The other part of this equation is the center support, which will differ between gas and diesel applications due to the intermediate clutch quantity. The OE part number for the updated six-gear standard duty planet is HC3Z-7D006-C. The new design planetary does not contain any bolt holes that would be needed to attach a support plate either. The instruction sheet is a bit vague as to why this was done, when the changes occurred and gives the impression that there is a second design support plate. The catalog description of this new planetary refers to it as a kit although the contents only include the planet and instruction sheet. All of those options resulted in a fair amount of different replacement components initially, although upgrades were not bad when comparing them to another model such as the 5R110W. At least the valve body is not a mechatronic (TEHCM) design, although there is solenoid strategy that must be addressed whenever certain repairs are made, such as replacement of the transmission, valve body or individual solenoids.Īs with other transmission families, the 6R140 has several variations including with and without PTO, gas or diesel engine, standard and commercial usage and 2WD or 4WD applications. The 6R140 also had an OWC (one way clutch) from the get-go, unlike the 6R80, which did not initially but did later on. The 6R140 low-reverse clutch assembly differs from the 6R80 and 6L80 since the piston is positioned in the back of the case, not the back of the center support. Both clutch packs are contained within one housing. The overall layout of the 6R140 probably has more in common with the GM 6L80 than the Ford 6R80, especially at the front end of the unit due to the forward/direct clutch assembly design. To say that this unit is a beast would be an understatement due to the fact that it weighs more than 300 pounds. Unlike the 6R60 / 6R80 models that were a carryover from the ZF6HP26, Ford started with a clean sheet of paper in the development of the 6R140.
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