Tales from the 5R110
The Torqshift 5-speed 5R110 transmission replaces the old faithful 4-speed 4R100 in the 2003 model year with the introduction of the new 6.0L diesel engine. The Torqshift design, in fact, has a total of six forward gears ratios, however only 5 are advertised. The "hidden gear" is only used in very cold weather. The 5 forward ratios are: 3.11, 2.22, 1.55, 1.00, and finally overdrive is .71. The Torqshift also utilizes an optional 4th gear, which is 1.10, that is used in cold start conditions to aid in engine and transmission warm up.
With the Torqshift, once the Tow / Haul mode is activated, it can help increase driver control when towing large loads up and down steep grades. It will also minimize shifts and maximize the available torque. Upon descent, the tow/haul feature utilizes engine braking to help extend the life of the transmission and improves driver control.
The Torqshift was also Ford's first attempt at adaptive control. The adaptive control shift function monitors the performance over its lifetime and adjusts shift times in real time to assure consistency and to compensate for wear. The Torqshift was also used with the 6.4L as well. This transmission was later replaced with the much larger and more robust 6R140 when the 6.7L Powerstroke was released by Ford.
Walking Away from the Center Support. . .
The center support on a transmission is a critical component that could make the difference between success or failure. The center support acts as a stabilizer, just as our lower back and abdominal muscles support us. With the Ford 5R110 transmission being such a long unit, over time the torsional flexing distorts the case, and the center support can sag and become displaced. The 5R110 transmission relies on the center support to also apply fluid feed to the direct and forward clutches. When this distortion occurs, the fluid feed holes for direct and forward can become misaligned. This is especially true when towing heavy loads or under moderate to hard acceleration. This will also lead to premature failure and burnt clutches.
SunCoast has developed a new "No Walk" center support to correct this issue, which we include in this kit. We also go a step further with this and make a new Mag-Hytec pan standard to increase the rigidity of the case and reduce torsional flexing.
With this now being corrected the need for the direct solenoid modification is no longer needed. We originally created this modification before learning about the torsional effect.
This 5R110 transmission rebuild kit includes this new patent pending center support.
The 'Wide Load" Direct Clutch
The direct clutch pack has been a problem child for some time now. With the center support now being corrected, we move your attention to the most problematic area of the 5R110, the direct clutch. In the 5R110 the direct clutch pack has been the topic of so many discussions. In the beginning we modified the direct clutch solenoid. We did this as a result of the fluid flow issues we were seeing, trying to compensate for what we would later find out was the center support walking. Today many companies still sell these altered solenoids to try to correct a direct clutch issue. We have alleviated this with our new no walk center support.
Moving forward the direct clutch pack is still one of the most abused clutch packs within the transmission. The direct clutch pack is constantly subjected to conditions that can prematurely wear. To alleviate this SunCoast has developed our new "wide load" direct clutch pack. These new clutches are not only made from our SunCoast SCZ carbon graphitic material but a larger wider clutch as well.
Making the clutch wider effectively increases the mean radius of a clutch, increasing the mean radius increases the torque capacity of said clutch. What this means is the larger the mean effective radius, the more torque load capacity the friction plate can handle.
This new wider clutch is also combined with the new wider steel and new wider apply plate. This combination along with the new and improved "No Walk" center support make this the most loudly engineered kit on the market today.
The Input Shaft
The factory Ford input shaft is one of the smallest input shafts on the market today. It's lack of size makes for a sore subject with many of our customers after a simple programmer has proven to be too much. With factory wheels and tires this is a standard replacement for all of our builds. With larger wheels and tire combinations this becomes essential at stock horsepower/torque.
SunCoast uses a new billet input shaft that is heat treated and precision ground from 300 Maraging steel (aka Vascomax) for maximum hold strength for all 5R110W Category 1 and higher transmission builds. This is not the inexpensive 300M that many of our competitors use. This shaft is a 100% drop in assembly.
The Billet Ring Gear Hub
The Ford factory ring gear hub has many issues even in stock form. When we start increasing load on the driveline via additional torque, larger wheels and tires, towing heavy loads or aftermarket tuning this piece becomes very susceptible to catastrophic failure.
This unit comes with a new billet one piece ring gear hub. This new billet hub is precision machined out of 4140 HTSR steel. This not only withstands the additional torque but is perfect for heavy duty towing applications.
The overdrive planet on the 5R110W is a definite weak link in the higher horsepower applications. This is especially true when you factor in larger wheels and tires.
The billet overdrive planet housing is used in all of our competition 5R110W transmissions. This overdrive planet is precision machined out of 4140 HTSR billet steel. This eliminates both the spline failures as well as the housing shattering under heavy loads.
The SunCoast "SC" Kits are designed to offer our proven recipes to our end users with the most comprehensives kits on the market today. These recipes include all of the custom SunCoast stack ups that allow you to build these units in the same fashion we do.