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10R140 Transmission Category 2 Expanded Capacity

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.

10R140 Transmission Gear Ratios

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.

The Clutches

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.

Advantages:

Withstands high horsepower
Greater torque capacity
Maintains piston travel
Optimum performance
Higher heat resistance
Smooth engagements
Enhanced shift feel

The 10R140 Transmission Assembly

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 Expanded Capacity Clutch Modules

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.

The "E" Clutch

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.

The "F" Clutch

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.

Main Pressure Regulator Valve Kit

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.

Each Suncoast 10R140 transmission gets this modification to the factory 10R140 Valve Body

Extended outboard spool is 270% longer than OE and actuates in unworn areas of the bore
O-Ringed end plug provides positive seal to prevent critical signal fluid from leaking to exhaust
Hardcoat anodized aluminum valve combats premature wear
Drop-in Zip Valve parts install quickly and easily

Solenoid Stabilization Clip Insert

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.

Each Suncoast 10R140 transmission gets this modification to the factory 10R140 Valve Body

Prevents future spring retainer collapse
Reshapes collapsed spring retainers

Solenoid Stabilization Retainer

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.

Each Suncoast 10R140 transmission gets this modification to the factory 10R140 Valve Body

32% More casting-to-solenoid surface area for better support and leverage
Positive stop retainer feature to prevent collapse
Drop-in Zip Valve™ parts install quickly and easily

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