Car 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.
Like 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.
To 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.
First – 4.70
Second – 2.99
Third – 2.15
Fourth – 1.80
Fifth – 1.52
Sixth – 1.28
Seventh – 1.00
Eighth – 0.85
Ninth – 0.69
Tenth – 0.64
Reverse – 4.87
As 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.
Newly Designed Thermal Flow Control Filter
This 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.
As 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.
This new Suncoast 10R140 transmission comes with a new factory filter to ensure zero flow issues.
Raybestos 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.
This 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.
This 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.
This 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.
The 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.
If 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.
This 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.
Suncoast 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.
This 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.
The "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.
Suncoast 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.
With 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.
The 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.
In 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.
The 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.
In 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.
Another 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.
In 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.
With 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.
The 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.
Features and Benefits
Wear 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.
Installing 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.
In 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.
Sonnax 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.
The 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.
Sonnax 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.
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