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 driverÔø?s 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:
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 customer's needs. The original design of the Torqshift valve body included five hydraulic pressure switches. Although these switches were never actually enabled by FordÔø? 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 excessively 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 into 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.