I recall 600hp is the '15+ magic number. I wish there was some way to show absolute proof with the '15 trans. Too many people saying the same thing with no real evidence to back up the statements.

 

Not only that but what does that power do to the life of the tranny. Just because it can handle it on dyne runs doesn't mean after 10,000 miles tuned that it will survive. That is the problem I see with the "max power" type question/answers.

Knowing Ford is comfortable with 500/1,000 on the tranny is good info but then again, that is at the crank and not the wheels.

I know with my Duramax, the stock tranny could handle a 65hp tune but nothing more. Load the 85hp tune that was out there back in that time and you would roast the clutches.. tranny would go to limp mode and you'd have to key off for a few minutes to reset it. Once they started slipping, you were done.

 

Ford has done 700, not sure how long they tested it at that HP.

 

The '15 trans has one less clutch in it so it is a bit weaker than the '11-14 trans. A fair amount of can tuned '15s are seeing tranny problems due to the added power and tuning. Some tuners focus more on the trans tuning than others and I would trust them more. It is not really safe to say that they can handle a certain amount because it also relies on the quality of the tune and driving style as well. Some trucks are puking the trans on tune only and some just won't quit even after more fuel and air.

 

The 6r140 trans is quite a bit better than the 5r110. H&S pushed their shop 2011 6.7L with stock 6r140 to 9**hp and over 1700ft/tq. In their breaking point test. Trans slipped for very short time, then TC locked and trans never slipped again. The stock Allison in Their 2011 duramax was slipping @ 500 hp.... They through a built ats in before doing the breaking point where they windowed the block @ just over 1,000hp

 

It is important to note in that test the engine was fine and it was the tranny that let go....kudos to the power train.

 

The '15 trans has one less clutch in it so it is a bit weaker than the '11-14 trans.

This is the statement that "everyone" uses, yet no one can show it's directly related to any sort of specific failures. I'm not calling you out. I'm simply using this as my talking point.

 

Understood. I am not a professional transmission guy or mechanic so I have to go by what others have stated. I have most likely smoked the 4-5 clutch pack in mine, so I would deduce that having fewer clutches in the same pack would make this part weaker. It seems as those that build these trucks up seem to make note of the '15+ trans not taking as much HP before breaking down. Now, this could all be due to tuning as well. It could be that there are subtle differences between the years that are affecting longevity, but someone smarter than me would have to. Hume in on that. Because H&S doesn't tune past '14, it is a little difficult to have an equal comparison on tuning unless you go SCT. Probably need a lot more feedback on the topic.

 

Less does not always mean weaker. I have not really dug into the trans on my 15 but I would guess that the materials used on the clutches is upgraded giving them the ability to use fewer parts. Again I haven't looked at a breakdown of the parts/part numbers so just an assumption. I am currently running IDP DPF On Xtreme Street tune and have had zero issues. I have not pushed the truck very hard yet either so I could be in for a surprise.

 

I had a thread started about this a while ago and really got the same answers. Also heard that they made the clutches thicker. Still seems odd to change something that was working so well. But they probably saved a $0.26 per transmission with one less clutch.

 

Fixing something that ain't broke, just to save a little bit of money.

 

As posted elsewhere

"Only the 4-5 upshift (namely the C35R clutch) is susceptible to accelerated wear at the 600HP level, and that upshift occurs at around 84mph on a 3.55 gear truck and 265/75/R20 tires. So, unless you are WOT through that shift frequently (1/4 mile or longer) you typically won't see that upshift at WOT anyway."

 

I've noticed 4th gear is a strange shift and it's been that way since day one. When normally accelerating all gears shift normal until 4th. When it's in 4th gear the rpms rise like normal then decrease like it shifted, then rise again, and then it shifts into 5th. Just seems like it shifts as tho it has 7 gears instead of 6?

 

I had this same talk today at SPE and from what the mechanics were telling me the transmission should be able to hold 850 horsepower before it needs rebuild

 

I can assure you that this is not true. It might handle it on a dyno, or pussyfooting around, but there is no way it will handle that kind of power in the real world for long. Mines a 14 and it had burnt clutches with just dpf on tuning.

 

New here but have a lot of experience with ford transmissions, namely the 6R80 in the coyote mustangs. I have tuned many with 700-800+whp on stock transmissions without an issue. I'm not sure of the similarities between the 6R80 and 6R140 but I can tell you Ford knows how to build a transmission. My personal car went 8.6@156 on a stock motor and stock transmission. I beefed up the motor and trans and now it's going north of 160+ with no issues.

With that said, it's very easy to burn up a transmission with a bad tune if the tuner doesn't know what they're doing. I've seen many mustang transmissions with bolt-ons get fried because the tuner didn't have a clue on how to properly set the pressures and such. If tuned properly though, they're very strong.

Hopefully that is the case with the trans in my 16 super duty

 

so for arguments sake, SPE gave me solid info ? or atleast damn near solid info

 

There are a ton of people having issues with the 15 and up trans so to say it's not weaker is foolish to me. Dorian at PSE told me they are seeing more failures as well as Morgan with Midwest and Spartan said the same thing but I believe a lot has to do with tuning. Here is a quote from Matt at Spartan regarding their new tuning.
"We've had several questions concerning how the 2015 transmissions are holding up to higher tunes, and thought I'd give you a guys an update.

As I mentioned before, we smoked the trans in my 2015 F350 SRW during testing a few weeks ago, due to the weaker C35R clutch in 2015MY+.

I've spent 3 entire days now working on the 4-5 upshift (yes, on one damn shift ) for 2015/2016 files, and have made a LOT of progress. We started with a 4-5 shift that was taking 780milliseconds to complete (which is slow, and was burning clutches) and dropped that to 360- which is quicker than stock, even under 600HP worth of load. I can't say that the 15 trans is totally bulletproof at this point, but it is greatly improved from where we were at a month ago. I personally feel much better about these files going out, and have no hesitation saying that the casual racer shouldn't have any problems out of these calibrations and the 15MY hardware.

Edit to add- getting the clutch apply time down to appropriate levels also got rid of that wretched 4-5 upshift "squeak" associated with the clutch slippage. I hated that damn squeak, may it rest in hell"

 

strokinpower, great info, thank you for sharing! I know the feeling of investing hours and hours on one aspect of a tune. It's frustrating at times but pays big dividends when the car(or in this car, truck) performs properly. I'm new to the diesel world. I tune with HPTuners - what is available for these diesels? SCT?

 

for the 15 and ups your only options are Spartan and SCT I believe.

 

Excellent. I can use SCT too but prefer HPT. I'll have to see if HPT has anything in the pipeline for support on the 16 SD. Thanks for the info

 

Try to explain this to some people and they just stick their head in the sand. Mostly after they state the 1 less clutch it the reason your tuned trans has burned up. ONE clutch?? REALLY?

I've read Morgan to say he replaced more 11-14 trans to 15 at about 3 of 4. I found several posts about the older trans needing solenoids. Considering the MOST issues I've read about the trans was on tuned '15 trucks. This leads me to say 1) the '15 trans will need different tuning compared to 11-14, 2) One less clutch on the forward IS NOT the problem, 3) Most "issues" are on the overdrive clutches not the forward. See #2 .......hummmmmmmmmmmm that only leaves #1 .

 

I spent about 4 hours today with Ryan @ SPE and within talkin came up this topic and I was assured that if you stay around 750hp you "should" have no issues but at around the 800 mark is where the $$ needs to be spent for multiple clutches and further upgrades.

 

Here is my convo with Morgan, short and sweet

 

how do I post a face to face conversation? >

 

I don't know but Morgan builds the strongest 6r on the market right now and actually just came out with a budget 6r for your average deleted and basic bolt on truck.

 

One fact is...neither of us or anyone wants to find out the real answer. Me, I'm guna beat on mine till it pukes out its guts then worry but it. One thing is for sure, I'm guna build mine till I see about 700-800hp and then we'll do the countdown to tranny death! Yeeeehaw

 

Good luck, hope she makes it. I can't wait to get mine deleted. I had my fun with the 6.4, I just want reliable now.