The end all of 5R110 transmissions. Even more clutch material than our Stage 4. More aggressive in all areas. Includes all our Billet internals. Billet input shaft, Intermediate Shaft, Overdrive Planetary, and Low/Reverse Hub. Add optional choices such as a DPC triple disk converter or a deep Mag-Hytec Pan. We use DPC converters and feel they. 5R110W TorqShift Transmission Specs & Ratios. The 5R110W is loosely described as a redesign of Ford's 4R100 automatic transmission. The 5R110W 'TorqShift' transmission was introduced alongside the 6.0L Power Stroke diesel for the 2003 model year - by all means, the TorqShift is a diesel specific transmission and closely integrated into the. 6.0 Powerstroke 5R110 Automatic Transmission Parts and Upgrades 2003-2007. With a transmission upgrade you can get much longer life and performance benefits for the best lifespan without problems. Upgrade the shifting with a converter upgrade. Improve the braking with a converter controller or tap shift controller. Buying a used 5R110W transmission may save you money. However, if the unit does not work properly after installed, you will more than likely have to pay the labor again for removal and reinstall of the transmission PLUS the freight to ship the transmission back to the salvage yard.

Cummins and Ford 5R110 Automatic Transmissions:

Q: Do I have to grind the starter pocket when adapting this transmission to a Cummins?

A: No, you do not have to do any grinding to the bell housing for starter clearance.

Q: How is the 5R110 transmission tuned?

A: DCS maintains the stock Ford TCM/PCM and harness, and with the use of SCT Tuners we modify 5R110 shift points and torque converter lock-up to perform behind the Cummins engine. Read up on our Ford TCM tuning for more detail. 5R110 tuning is only available for 6.0L and 6.4L diesel trucks. Access to a computer and email is required, a laptop is recommended for datalogging but not required.

Transmission tuning for gas trucks with 5R110 is not supported. Replacement of the 5R110 with a 4R100 is a viable option in gas trucks. An aftermarket controller, such as US Shift, is required for this conversion.

Q: Will my tow/haul button still work?

A: Yes, the tow/haul function is retained with DCS transmission tuning.

Q: Will the transmission temperature gauge in my dash work? What about my neutral safety and reverse lights?

A: When used with our tuning and wiring instructions, the stock transmission temperature gauge, neutral safety, and reverse light functions all work- even with aftermarket control.

Q: Are shift points adjustable?

A: Yes, Shift and torque converter lock up points are completely adjustable, making it possible to optimize your power train for your specific needs.

Q: I have heard that I need a different torque convertor. Is this true?

A: The 6.0/6.4 diesel torque converter works just fine in most cases. Our adapter plates and flex plates are designed to work with a stock configuration torque converter. If you are planning to turn your Cummins horsepower levels up we would recommend a high performance torque convertor to prevent torque convertor clutch slippage. If you are concerned about getting the maximum power transfer efficiency possible, then you may also consider a custom converter with a different stall speed. Stall speed is perhaps the most misunderstood function of a transmission. We have talked to more than a few customers who got a custom converter that ended up having a higher stall than a stock one. If you are concerned about convertor stall speed we recommend getting some references from a reputable local transmission shop. Be aware there is a lot of bad information out there. We use the stock and original converter for most of the conversions we do in our shop.

Q: Is the 5R110 a good transmission to swap in an older truck?

A: Due to the tuning required we do not recemmend using the 5R110 transmission in older trucks. A 4R110 is often a preferred choice.

Q: Will my Ford warranty still cover the transmission?

A: Probably not, but it depends on the dealer you work with. Your chances will be better if you choose to use the stock system.

Q:Do you have any comparison data on different transmissions?

A:Check out this link:

Throttle Position Sensor Options

A throttle position sensor (TPS) is required for any transmission controller to work properly (see more information below). There are several options available. If your Cummins has a sensor on it already this works the best. All 98.5 and newer engines will have one. Earlier engines may have one if the engine was in a Dodge pickup with an automatic transmission originally. Instructions will be included with your controller that will direct you on how to do the wiring

1989-1993 12 Valve Cummins with Bosch VE rotary injection pump

If you are installing this engine into a 1967-2002 Ford with the 5R110, the best tps option for you is a universal cable operated tps.These are available through us from either PCS or Compushift for their advertised price.If installing this engine in a 2003-2010 Ford Diesel, we have pedal bracket kits available to allow the stock pedal to be used for the throttle position sensor.If you happen to have this Cummins and it has the stock Dodge tps, it is usable, but they are very expensive to replace.

1994-1998 12 Valve Cummins with Bosch P-7100 inline injection pump

If you are installing this engine into a 1967-2002 Ford with the 5R110, the best tps option for you is the Dodge Cummins tps (as long as you have the Dodge Cummins throttle linkage- industrial versions of this engine do not have this linkage- see pictures below).

If installing this engine in a 2003-2010 Ford Diesel we also have pedal bracket kits available to allow the stock adjustable or fixed pedal to be used for the throttle position sensor. See our pedal identification article to identify your pedal if you are interested in this option.

1998.5-Present 24 Valve Cummins

These engine always have a tps, and you can share the tps signal with the transmission controller according to our wiring instructions.

5R110- These transmissions work well any conversion. Many of our customers have used them behind a 400+ horsepower Cummins just the way they are, including the stock torque converter. You do not have to do any grinding to the bellhousing for starter clearance. Our adapter plate and custom flex-plate uses the stock converter configuration, saving you from having to buy a custom dimensioned torque converter. Currently it is recommended to use an aftermarket transmission controller with this transmission. You will need a laptop computer to work together with us to get the final shift tuning just right or load different calibrations into the controller.

We pre-calibrate your transmission controller according to your tire size and gear ratio as close as possible before we send you the controller.

After you get your truck running, we plan on helping you learn how to use the laptop computer to data log the transmission shifting and receive edited calibrations from us via e-mail. The 5R110 often takes longer to tune than a 4R100 or E4OD, but we feel the advantages the newer 5R110 transmission has to offer outweigh this drawback. This tuning support is included in the mandatory $250.00 pre-programming and technical support fee you will see in our kit prices. Also included in this fee are modifications to the transmission controller harness we include with the transmission controller that make installation much easier for the installer. Believe us, these services are money well spent! With our technical support, the set up and adjustment of the controller is not difficult, it just requires some of your time. We recommend the owner of the truck work with us directly when it comes time to tune the transmission.

Be prepared that when you first get your truck running the transmission may not shift properly and tuning can take a few days, exchanging 10 or more data logs for edited calibrations. You also need to know that you will lose the switchable tow/haul features that this transmission has in the OEM application, such as higher shift points and engine braking in the tow/haul mode. The tow/haul switch becomes a cancel overdrive switch only, and engine braking can only be utilized in third and fourth gears, regardless of tow/haul selection. So be prepared that the convenience of pushing the tow/haul button to toggle between “normal” and “tow/haul” will be lost with the conversion. It is still possible however, to have another calibration that you can load into the controller with your laptop whenever you wish, and we can provide tuning that has automatic downshifts with engine braking at zero percent throttle if desired.

Shift and torque converter lock up points are completely adjustable, making it possible to optimize your power train for your specific needs.

5r110w Performance Transmission

5R110 PCS Controller pros and cons

Pros:

The 5R110 is the strongest stock Ford transmission you can use; it was made by Ford to han-dle more power and torque than the previous transmissions. It also has 5 forward gears mak-ing it more efficient at transferring power, especially for an engine like the Cummins which makes its peak power and torque at a usable low rpm. Currently, aftermarket transmission control is required for this transmission to work in a conversion, and the controller we sell is the only controller on the market that does it. The controller has the capability to completely adjust the shift points and the torque convertor lock up points, making it a very useful tool to optimize the efficiency of your drive train.

When used with our tuning and wiring instructions, the controller also enables you to retain your stock transmission temperature gauge. The controller has many optional features that you may find very valuable. It is possible to manually shift the transmission with your steering wheel switches if you like for instance. We can also provide you with custom tuning for towing or racing applications.

Ford 5r110 Transmission

It is possible to boost line pressures over stock settings and achieve quicker and firmer shifts that make your transmission less prone to slippage.

Cons:

A laptop computer is required to work together with us to tune the transmission.

Conventional electronic diagnostic tools no longer work for the transmission. Electrical trans-mission problems are diagnosed with the data logging software included with the controller. Because of this your transmission may not be covered under Ford warranties. We are avail-able to help you with diagnosing electrical problems if you ever have any.

The tow/haul switch becomes a cancel overdrive switch only. The controller presently does not have the capability to switch to a towing calibration or back to normal with a switch. How-ever you are able to change calibrations if you wish using your laptop computer.

Questions and Answers:

Q: What do I have to do to get the controller to work in my truck?

A: The controller we sell is the only controller currently on the market for the 5R110, and we have many customers that are pleased with the way it works. Since the 5R110 requires precise clutch to clutch tuning, we provide valuable tuning and technical support via emails after you get the truck drivable. This requires you to have a laptop computer to send us recorded information (a datalog) and also to receive edited calibrations. Your part is very simple in this process, you just need a basic knowledge of how to attach things to emails and operate your computer, so don’t pay your mechanic to do this for you. We will even help you learn how to turn on the computer if needed.

Our support is included in the $250.00 pre-programming and tech support fee. Because the 5R110 re-quires such specialized technical knowledge, this is money is well spent as we are committed to spending several hours supporting you with the controller specifically.

Q: Have you had any customers that had problems with it?

A: We have had a few customers who experienced transmission failures after their conversion. There is not always a solid way to judge if the controller or the tuning was at fault, due to many factors that cause transmission failure. Generally speaking, those that had failures did not take full advantage of the tuning support we offer, and they put their truck into service prematurely before the transmission was properly tuned. It is also possible to have a transmission that is in poor condition to begin with or a poorly rebuilt one. Even the type of fluid used can be a factor in how the transmission performs.

Overall we have many satisfied customers who are still driving their truck with the original 5R110.

Q: What can I do if I don’t have a laptop?

A: You should consider buying one, especially if you want to keep your automatic. A inexpensive note-book is all that is required, or you may also consider borrowing one or a having a friend help you, but pre-pare them that it takes some time. Swapping in a 6 speed manual is also a possibility if you would rather, and we can help you with instructions.

5r110 Transmission Leak

Q: I have heard that I need a different torque convertor. Is this true?

A: The 6.0 diesel torque converter works just fine in most cases. Our adapter plates and flex plates are designed to work with a stock configuration torque converter. If you are planning to turn your Cummins horsepower levels up we would recommend a high performance torque convertor to prevent torque convertor clutch slippage. If you are concerned about getting the maximum power transfer efficiency possible, then you may also consider a custom converter with a different stall speed. Stall speed is perhaps the most misunderstood function of a transmission. We have talked to more than a few customers who got a custom converter that ended up having a higher stall than a stock one. If you are concerned about convertor stall speed we recommend getting a some references from a reputable local transmission shop or from some friends. Just be aware there is a lot of bad information out there. We use the stock and original converter for most of the conversions we do in our shop.

Truck drivers LOVE their trucks. And rightfully so. However, heavy-duty trucks that use the Ford 5R110W TorqShift 5-speed automatic transmission have experienced some pretty frustrating challenges. Let’s look at some of the most common 5R110W transmission problems.

The Ford 5R110W TorqShift 5-speed automatic transmission was designed after the 4R100 4-speed automatic transmission. The 5R110W was designed to foster better performance, fuel mileage, and enhanced control of shift quality and shift strategy. Additionally, the 5R110W allowed for more control of gear selection with a switch or paddle shifter. The shifts were smoother because they were controlled by seven linear solenoids, which were controlled by computer.

Pressure control solenoids that use 0 to 1 amps, variable by the transmission control module computer, controls 5 gears, shift points, shift quality, and reverse drive engagements. There is also a limp mode feature to let the driver know that it’s important to take the vehicle to a transmission shop. Code setting errors help with guided repairs.

For the 5R110W, the cold weather shift strategy normal is 1st-2nd-3rd-5th-6th. The secondary shift sequence, when ambient temperature is below 5° F, is 1st-2nd-3rd-4th-6th. The transmission’s 4th gear is used in cold weather to increase engine RPM to help the engine and the transmission reach normal operating temperature in less time.

Modified direct clutch solenoid after-market

Ford 5r110 Transmission Problems

Problems arise when using a modified direct clutch solenoid to raise pressure to the direct clutch.

These problems include:

1. The shift strategy is not programmed the same for all trucks so the results will not be the same for all model trucks, which includes modified engines, after-market tunes, tire size, gear ratio, internal modifications to the transmission, shifting problems, and failure.
2. Harsh 3rd to 5th shift.
3. Flared shift 3rd to fifth.
4. Rough coast downshift 5th to 3rd.
5. Shifting becomes erratic because the computer strategy is making continuous big changes.
6. Direct clutch failure due to the bottom clutch plate bending, which is caused by pressure being too high, so the clamping force is reduced to the direct clutch after the plate bends, causing failure of the direct clutch.

5R110W Adaptive Strategy

The 5R110W Torqshift transmission has an adaptive shift schedule computer-controlled adaptive strategy. This system learns driving habits and creates a shift schedule by adjusting AMPS to the 7 solenoids raising and lowering pressure produced by driving behavior. The adaptive strategy then creates a shift schedule for individual drivers. Through a continuous process, the system measures the time it takes for a shift to occur. From the time the transmission control module commands the shift to the time the shift is complete, the TCM compares this value to the programmed time and makes pressure adjustments by adjusting AMPS to shift the solenoids. Optimization of engagement pressures is the primary objective of the adaptive strategy.

This is where the problem starts. First, there are modified shift solenoids and clutch plates with different types of friction material. Additionally, the programming may have been changed by an after-market programmer. Also the boosting engine power and tire size might have changed, all creating an atmosphere for issues.

Our Solution

At Thurston County Transmission, we rebuild your Ford 5R110W transmission so that it will last well beyond the flawed model. With our expertise in vehicle transmissions, your car will work better than new, and the rattling, bumping, and knocking you experience will be a thing of the past. If you suspect that you have transmission issues with your automobile,contact us today!