The Torqshift 5-speed 5R110W Transmission replaced the old faithful 4-speed 4R100 in the 2003 model year with the introduction of the new 6.0 L diesel engine. The Torqshift design in fact has a total of six forward gear ratios, however only five are advertised. The "hidden gear" is only used in very cold weather. The 5 forward gear ratios on the Torqshift, starting with first, are 3.11, 2.22, 1.55, 1.00, and a final overdrive of .71. The Torqshift also utilizes an alternate 4th gear, which is 1.10, that is used under cold start conditions to aid in engine and transmission warm up.
On the Torqshift, once the tow haul mode is activated, it can help increase the drivers control when towing large loads up and down steep grades. It will also minimize shifts and it maximizes the available torque. Upon descent, the tow/haul feature utilizes engine braking to help extend the life of the transmission and improve the driver control.
The Torqshift was Ford's first attempt at adaptive control. The adaptive control shift function monitors the performance over its lifetime, and adjusts the shift times in real-time to assure consistent shifts and to compensate for wear.
The Torshift was used with the 6.4 L as well. This transmission was later replaced with the 6R140 when Ford released the 6.7 L Powerstroke.
The 5R110W Torqshift transmission can be a very stable and reliable transmission if built correctly. Here are some of the improvements we make on all of our competition Torqshift transmissions:
Input shafts are, and will always be, an issue with the Torqshift transmission. We often see builders refer to the torque ratings. While torque capacity plays an important role in determining the needs, there are also many more factors that must be considered when choosing a shaft in your new unit.
Information such as tire size, gear ratio, and reciprocating mass can all play a role in the torsional fatigue that occurs on these shafts. Torsional fatigue is one of the largest contributors to premature failure that we see. Fatigue is something that occurs over time after repeated stress. It is not so much the overall torque but the "accumulation" or "sum" of all the torque that the object has been exposed to over time. When you examine the different materials for making these shafts, you will see they come in a variety of grades with a variety of prices. While the more expensive grades such a Maraging, Vascomax, or even the much coveted Aeromet, have a stronger yield rate, they are much more resistant to fatigue.
The SunCoast Full Comp Iron Horse transmission utilizes only Aeromet shafts, not 300M, not 300 Maraging, not Vascomax. With a torque rating of over 2500 ft lbs, there is not a stronger, more fatigue resistant shaft in the world.
The most often overlooked shaft in the Torqshift transmission is the intermediate shaft. Too many times we see these shafts shattered to pieces. We have seen catastrophic failures with just a small tune. Add in a larger tire wheel combo and it is just a matter of time before we see the shaft in pieces.
SunCoast replaces the factory intermediate shaft with a new billet piece in all of our full competition units. This shaft is made from Vascomax and will keep you on the road for many miles to come.
Overdrive Planet Assembly
When the Torqshift planet assembly is exposed to higher torque loads, or repeated stress, it will shatter. This is typically the last part to fail. The pinion gear itself does not implode, but it is the planet housing that fails. The SunCoast Torqshift full Comp transmission comes fitted with a new billet overdrive housing made with 4140 HTSR (Heat Treated Stress Relieved) steel. These planets are made to withstand the most extreme environments and shock loads.
The center support on a transmission is a critical component that could make the difference between a successful vs. unsuccessful transmission build. The Center support acts as a stabilizer, just as our lower back and abdominal muscles support us. With the Torqshift being such a long unit, over time the torsional flexing distorts the case, causing the center support to sag and become displaced. When this occurs the center support allows the fluid feed passages to no longer line up for the forward and direct clutches. This will cause shifting issues along with premature wear and burnt clutches.
At SunCoast each one of our units receives a new custom redesigned center support that corrects these issues. We go one step further and add the deep cast aluminum pan to add structural rigidity to the unit. This is an absolute must when delivering a proper functioning transmission.
Low/Reverse ring gear hub
The factory low/reverse ring gear hub is known for shattering into pieces due to the loads carried by it. SunCoast replaces the factory ring gear hub with a much stronger billet piece. This custom billet piece is designed and made using 4140 HTSR (Heat Treated Stress Relieved) billet steel and can withstand even the most aggressive right feet in the industry.
Low/Reverse on way clutch snap ring
It has been well documented that the low/reverse retaining ring "pops out" of the case groove, this causes slips in reverse and in most cases will lead to catastrophic failure to the case lugs. When moving in reverse, we have seen the pressure plate experience some radial movement within the case. This movement will walk the retaining ring completely out of its groove. SunCoast has a heavy duty retaining ring that is not only wider but much thicker as well. This new retaining ring will provide more outward tension than other available replacement rings. This new increased tension and improved rigidity helps keep the ring seated securely in the case groove.
The Valve Body
You can think of the valve body as the brain of the transmission. In a clutch to clutch transmission the brain is even more important than ever. A valve body that is improperly calibrated can create nightmares for both builders and customers alike.
On our Torqshift valve bodies, each one is custom calibrated to fit our customers needs. The original design of the Torqshift valve body included five hydraulic pressure switches. Although these switches were never actually enabled by Ford or monitored by the computer, the early valve bodies came through with all five switches installed as dummy plugs to seal the hydraulic circuits. The later valve bodies have all the pressure switches, with the exception of the direct clutch pressure switch, which is removed. The locations within the casting are left unbored, to essentially seal this circuit. The remaining OEM direct clutch pressure switch in the later valve bodies is still not enabled, or computer monitored. With the excessive high pressure that is a frequent issue in these units, it is not unusual to find the pressure switches/plugs damaged. This will result in loss of shift solenoid control pressure and numerous shift complaints. SunCoast remedies this by replacing these plugs with a much better design with improved sealing rings to correct this issue.
With the potential damage to the shift solenoids, we replace and flow test each solenoid that goes in our Torqshift valve body. Each valve body is also vacuum tested to ensure there are absolutely no cross leaks across any of the hydraulic circuits.
Each Torqshift transmission that SunCoast builds also receives a custom calibration to ensure all of the customers needs are met.
- TORQUE CONVERTER SOLD SEPERATELY.