Ford 5R110W Torqshift[1]

7/31/2019 Ford 5R110W Torqshift[1]

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58 Transmission Digest

®

The new Ford 5R110W, re-

ferred to by Ford Motor Co.

as the “TorqShift” transm is-

sion, is a red esign of the 4R100

transmission with some previous

strategy applied. This unit was in-

trodu ced in mod el year 2003 in the

F-Series trucks and the Excursion

vehicles that are equipped with

the new 6.0L diesel engine. The

“TorqShift” (5R110W) is a 5 speed ,

rear wh eel drive un it that actually

has six forward speeds ava ilable,

depending on hot or cold mode

operation. The gear ratio for 1st

gear w as lowered from 2.71 to

3.09. For 2nd gear th e overdriveclutch is app lied to provide a ratio

of 2.20. 3rd gear prov ides a ratio

of 1.54, which is the sa me ra tio as

the previous second gear. All

sound familiar? When in cold

mod e operation, below _15°C

(5°F), det erm ined b y the TFT sen-

sor, the overdr ive clutch is en-

gaged in 3rd gear to provide a

ratio of 1.09 for 4th gea r, and thetransm ission w ill shift d irectly into

6th gear (overdrive), wh ich is a

ratio of 0.71. In cold m ode t he

transm ission sh ifts 1st gear, 2nd

gear, 3rd gear, 4th gear, 6th gear.

When in hot m ode the transmis-

sion w ill shift 1st gear, 2nd gear,

3rd g ear, 5th gea r (ratio 1.00), 6th

gear. Either wa y it is still a five

speed u nit with six forward gearratios available, dep ending on cold

mode or h ot mode of operation.

ATSG’s p erception of the 2003

Super Duty vehicle that we test

drove w as, the shift performan ce

has been greatly imp roved over

the 4R100 tran smission . There

were no lags between th e shifts

and every sh ift was very p ositive.

This was accomp lished with a total

redesign of the control valve body.

There is a solenoid and a p ressure

switch ded icated to the function of

each clutch pack, except the for-

ward clutch, which is controlled

by the manual valve. There are no

other shu ttle valves in the solenoid

body. All shifts are controlled by

five solenoids. Line pressure andthe torqu e converter clutch each

have their own ded icated solenoid.

Four of the solenoids, TCC, OD

Ford 5R110W (‘Torqshift’)Preliminary Information

By Dale England

Figure 1 Figure 2



October 2004 59

®

Clutch, Intermed iate Clutch and

the Low/ Reverse Clutch, are di-

rectly prop ortional which meansthe pressure outpu t is directly pro-

portional to the applied DC amp s.

The current is varied between 0

and 1 amp from the PCM, and 1

amp equals maximum pressure in

the oil circuit. Three of the

solenoids, Line Pr essure, Coast

Clutch and Direct Clutch, are in-

versely proportional which means

the pressure output is inversely

prop ortional to the app lied DC

amp s. The current is varied be-

tween 0 and 1 amp from the PCM,

and 0 amp equals maximum pres-

sure in the oil circuit.

There has also been add ed to

the instrum ent cluster, a transmis-

sion temperature gauge that we

think is long over_due. There is

also another new feature on this

unit called the Tow/ Haul Mode.

The Tow/ Haul feature was de-

signed to assist the driver when

towing a trailer or a heavy load.

All transmission gear ranges, in-

cluding all five forward gears, are

available wh en using the

Tow/ Haul feature. The

Tow/ Haul Switch is located on the

end of the man ual shift lever and

is a momentar y contact switch.

The Tow/ Haul Switch provides a

signal to the PCM wh en pressed

by the operator, resulting in a

change in shift and TCC schedu l-

ing. When the Tow/ Haul Switch

has been turned on, the ind icator

lamp th at is located at the end of

the ma nua l shift lever will illumi-

nate “Tow/ Haul _ ON”. WhenTow/ Haul is activated, upshifts

will now occur at a h igher vehicle

speed, and w hen decelerating, the

dow nshifts will also occur at a

higher vehicle speed, prov iding

some add ed engine braking.

When the sw itch is pressed again,

Tow/ Haul w ill be canceled and

the Transm ission Contr ol Indicator

Lamp (TCIL) will turn off. The

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®

PCM controls the operation of the

TCIL. The PCM may also flash the

TCIL on and off, to alert the d riverthat a transmission operational

error has occurred, when certain

faults in monitored sensors,

solenoids or other transmission

components are detected.

The new Ford 5R110W

“TorqShift” transmission also u ses

a new transm ission fluid called

Mercon®SP, and is not inter-

changeable with M ercon® or

Mercon®V. The use of any other

transmission fluid than

Mercon®SP, can result in the

transm ission failing to opera te in a

normal manner and/ or transmis-

sion failure. Ford recomm ends the

transmission fluid and bottom pan

filter be changed every 48,000 km

(30,000 miles) regard less of norm al

or special operating conditions.

This transmission is alsoequipped w ith a new remote trans-

mission fluid filter. This filter

passes ten percent of the transmis-

sion fluid from the transm ission

throu gh a sm all orifice into a servi-

cable screw _on filter elemen t. The

filtered fluid is th en d irected ba ck

into the rear lube circuit through

the large opening in th e remote fil-

ter man ifold. The remote filter in

the cooler lines shou ld also be

changed at all service intervals.

This unit is equipped w ith an

Oil_To_Air (OTA) in front of the

radiator. Fords recommends re-

placing the OTA transm ission

fluid cooler as p art of any over-

hau l or exchange. Do Not attemp t

to backflush and clean the OTA

transm ission fluid cooler.

Everything considered, this

writer believes that Ford MotorCo. is on to someth ing with t his

new design 5R110W “TorqShift”

transm ission along with the very

sophisticated electronics.

General Transm ission

Description and Op eration

The Ford 5R110W “TorqShift”

transm ission has seven range posi-

tions that can be selected w ith the

ma nu al shift lever, P, R, N, (D), 3,

2, 1. Following is a description of

each range.

P - When the Park p osition is se-

lected, there is no p owerflow

through the transmission. The

parking pawl is engaged which

locks the outp ut shaft to the trans-

mission case. The engine can be

started and the ignition key can be

removed.

R -When the Reverse position is

selected, the vehicle can be op erat-

ed in a rearward direction at a re-

du ced gear ratio.

N - When the Neu tral positionis selected, there is no p owerflow

through the transmission. The

outp ut shaft is not held and is free

to turn and the engine can be start-

ed. This position can also be se-

lected w hile vehicle is moving, to

restart the en gine if that becomes

necessary.

(D) - The Overd rive position isthe norm al position for most for-

ward gear operations. The

Overdrive position provides auto-

matic upshifts and downshifts,

app ly and r elease of the converter

clutch, and m aximum fuel econo-

my d uring normal operation.

3 - The 3rd Gear position pro-

vides third gear start and h old, fortext continues on page 62

Figure 3



October 2004 61

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improved traction on slippery

roads. This position can also be se-

lected at any veh icle speed for im-proved engine braking.

Transmission will not down shift if

it will cause an en gine overspeed

condition.

2 - The 2nd Gear p osition pro-

vides second gear start and hold,

for imp roved traction on slippery

roads. This position can also be se-

lected at any vehicle speed for im-

proved engine braking. If this po-

sition is selected at higher speeds,the transm ission will down shift to

the next lower gear, and w ill

dow nshift into second gear after

the veh icle d ecelerates to a vehiclespeed that will not create an en-

gine overspeed condition.

1 - The Manual Low Gear posi-

tion provides 1st gear operation

only. This position can also be se-

lected at an y vehicle speed to pro-

vide improved engine braking for

descending steep gr ades. If this

position is selected a t higher

speeds, the transmission will

dow nshift to the next lower gear,

and w ill dow nshift into first gear

after the veh icle d ecelerates to a

vehicle speed that will not create

an engine overspeed condition.

Transmission Temperatu re Gage

There has also been added to

the instrum ent cluster, a transmis-


Figure 5

Figure 6



October 2004 63

®

sion temperature gauge that we

think is long over_du e, and should

be on all vehicles.

Tow/ Haul Feature

The Tow/ Haul feature was de-

signed to assist the driver when

towing a trailer or a heavy load.

All transmission gear ranges, in-

cluding all five forward gears, are

available wh en using the

Tow/ Haul feature. The

Tow/ Haul Switch is located on the

end of the manu al shift lever, (See

Figure 3) and is a momen tary con-

tact switch. The Tow/ Hau l Switch

provides a signal to the PCM when

pressed by the operator, resulting

in a change in shift and TCCscheduling. When the Tow/ Haul

Switch has been turned on, the in-

dicator lamp that is located at the

end of the m anu al shift lever will

illuminate “Tow/ Haul _ ON”.

When Tow/ Haul is activated, up-

shifts will now occur at a highervehicle speed, and w hen decelerat-

ing, the dow nshifts will also occur

at a higher vehicle speed, provid -


cont inues page 66

Figure 7

Figure 8 Figure 9




®

been installed, or the calibration

has been re-flashed, the adap tive

strategy for the “Engagemen tSchedule” must be upd ated.

This procedu re will prevent th e

customer from returning w ith firm

or harsh engagement complaints.

Procedure is as follows:

Note: All of the following en-

gagements mu st be performed , in

order for engagement pressures to

correctly adapt w ith the new cali-bration.

1. Install diagnostic equipm ent

and monitor TFT.

2. Warm the transm ission fluid

to 54°C (130°F) as

indicated by the TFT.

3. Perform 5 engage-

ments from P ark to Reverse.

Each engagement must

be five seconds apar t.


ments from Drive to

Reverse.




ments from Reverse to

Drive.



ing some add ed engine braking.

When the sw itch is pressed again,Tow/ Haul w ill be cancelled and

the Transm ission Contr ol Indicator

Lamp (TCIL) will turn off. The

PCM controls the operation of the

TCIL. Th e PCM may also flash the

TCIL on and off, to alert the d river

that a transm ission op-

erational error has oc-

curred, wh en certain

faults in monitoredsensors, solenoids or

other transmission

component s are detect-

ed .

Battery Disconnect,

Dead Battery

Any time the battery

is disconnected for any

reason, a new PCM has


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Electrical Com ponent

Description and Operation

The following p rovides a brief description of each of the sensors

and actu ators used by the PCM for

proper transmission operation:

Powertrain Control Module

(PCM)The operation of the transmis-

sion is controlled by the

Powertrain Control Module

(PCM). Many input sensors pro-

vide information to the PCM. The

PCM then u ses this information to

control actuators wh ich determine

transmission operation.

Engine Coolant Temperatu re

(ECT) Sensor

The engine coolant temperatu re

(ECT) sensor is a therm istor in

wh ich resistance changes w hen the

tempera ture changes. The resis-

tance of the sensor increases as en-

gine temperatu re decreases and

the voltage sent to the PCM in-

creases. The PCM uses this infor-continues next page

Figure 11

Figure 12




®


mation to help determ ine TCC op-

eration.

Intake Air Temperatu re (IAT)

Sensor

The intake air temperatu re

(IAT) sensor is a th erm istor in

wh ich the resistance changes w ith

temp erature. The resistance de-

creases as the intake air tempera-

ture increases. The IAT provides

air temperatu re information to the

PCM, which is used to help d eter-

mine transm ission line pressur e

and sh ift scheduling.

Accelerator Ped al Position

(APP) Sensor

The accelerator p edal p osition

(APP) sensor is mounted on the ac-

celerator p edal on 6.0L diesel ap-

plications. The APP sensor detects

the p osition of the acceleratorpedal and inputs this information,

as a voltage to the PCM. The PCM

uses APP sensor information to

help in determining line pressure,

shift schedu ling and TCC opera-

tion.

Failure of the APP sensor w ill

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Figure 14



October 2004 69

®


cause transmission to operate at a

higher than norm al line pressure

to help avoid damage to the trans-mission. This will result in harsh

upshifts and harsh engagements.

Brake Pedal Position (BPP)

Switch

The brake p edal p osition (BPP)

switch sup plies battery voltage to

the PCM, that the brake ped al is

app lied. The PCM uses this infor-

mation to release the torqu e con-

verter clutch, speed control, and

auxiliary idle (if equipp ed).

Tow/ Haul Switch

The Tow/ Hau l Switch is locat-

ed on the end of the manu al shift

lever and is a mom entary contact

switch. The Tow/ Haul Switch

provid es a signal to the PCM when

pressed by the operator, resulting

in a change in shift and TCC

scheduling. When the Tow/ Haul

Switch has been pressed, the indi-

cator lamp that is located at th e

end of the m anu al shift lever will

illuminate “Tow/ Haul _ ON”.

When the switch is pressed again,

Tow/ Haul w ill be cancelled and

the TCIL will turn off.

Transmission Control Ind icator

Lamp (TCIL)The TCIL is used along w ith the

Tow/ Hau l Switch. The TCIL is lo-

cated near the end of the manual

shift lever and will illuminate

“Tow/ Haul _ ON” when the

Tow/ Haul switch has been

pressed. The PCM controls the op-

eration of the TCIL. The PCM may

also flash the TCIL on an d off, to

alert the driver that a tran smission

operational error has occurred ,

wh en certain faults in monitored

sensors, solenoids or other tra ns-

mission comp onents are detected.

4 X 4 Low Sw itch

The 4X4 Low Switch, located on

the dash on the right hand side of

the driver, sends a ground signalcontinues next page

Figure 15




®


to the instrument cluster when the

vehicle is in 4X4 Low . The PCM

then receives 4X4 Low st atu s from

the instrument cluster and adjusts

the transm ission shift schedule ac-

cordingly. Four wheel “High” can

be selected w hile moving at any

speed up to 55 MPH.

Transmission Solenoid Body

Assembly

The Solenoid Body Assembly is

bolted to the transm ission case in-

side the bottom p an and looks sim-

ilar to wh at we have pr eviously

referred to as a valve body. The

Solenoid Body Assem bly contains

the following:

Seven Variable Force

Solenoids

Five Norma lly Closed

Pressure Switches

Transmission Fluid

Temperatu re Sensor

Manu al Shift ValveOverpr essurization Relief

Ball

There is a solenoid and a p res-

sure switch ded icated to the func-

tion of each clutch pack, except th e

forward clutch, as it is controlled

by the manual valve. There are no

other valves in the solenoid bod y

except for th e pr essure relief ball

and sp ring. All shifts are con-

trolled by five solenoids. Line

pressur e and the torque converter

clutch each have th eir own

solenoid. Four of the solenoids,

TCC, OD Clutch, Intermed iate

Clutch and the Low/ Reverse

Clutch, are directly prop ortional

which means the pressure output

is directly prop ortional to the ap-

plied DC amps. The curren t is

varied between 0 and 1 amp from

the PCM, and 1 amp equ als maxi-

mu m p ressure in the oil circuit.

Three of the solenoids, Line

Pressure, Coast Clutch and Direct

Clutch, are inversely proportional

which means the pressure output

is inversely proport ional to the ap-

plied DC amps. The curren t is

varied between 0 and 1 amp from

the PCM, and 0 amp equals maxi-mu m p ressure in the oil circuit.

THE BOTTOM LINE:Tell us your opinion of this article:

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October 2004 71

®

The different d esign solenoids

are keyed d ifferently to prevent

mis_assembly in the solenoid body

and all are retained with a large

“E” clip. The “Natur al” colored

wire connectors connect to the

solenoid s. The “Black” colored

connectors connect to the pressu re

switches. There are separate con-

nectors for the TFT sensor and forthe TR_P sensor . All of the

solenoids except the line pressu re

solenoid can be serviced withou t

removing the solenoid body from

the case.

Line Pressure Control Solenoid

(PC_A)

The Line Pressur e Control

Solenoid (PC_A) is an inverselyprop ortional three port solenoid.

The pressure outp ut is inversely

prop ortional to the app lied DC

current supplied through an elec-

tronically controlled driver. The

current is varied between 0 amp

and 1 amp from the PCM, and 0

amp equals maximum pressure in

the oil circuit. The PC_A Solenoid

controls the line pressu re oil cir-cuits.

Torque Converter Clutch (TCC)

Solenoid

The Torque Converter Clutch

(TCC) Solenoid is a directly pro-

portional three port solenoid. The

pressure output is directly propor-

tional to the applied DC current

sup plied throu gh an electronicallycontrolled driver. The curren t is

varied between 0 amp and 1 amp

from the PCM, and 1 amp equals

maximu m p ressure in the oil cir-

cuit. The TCC Solenoid controls

the app ly and release rates of the

converter clutch.

Shift Solenoid Pressure Con trol

Solenoids

(SSPC_B, SSPC_C, SSPC_E)

The over dr ive (SSPC_B), inter-

med iate (SSPC_C), and low/ re-

verse (SSPC_E) clutches ar e each

controlled by a directly propor-

tional three port solenoid. The

pressure output is directly propor-

tional to the applied DC current

sup plied throu gh an electronically

controlled dr iver. The curren t is

varied between 0 amp and 1 amp

from the PCM, and 1 amp equals

maximum p ressure in the particu-

lar clutch oil circuit. The Shift

Solenoid controls the apply and re-

lease rates of the p articular clutch

pack.

Shift Solenoid Pressure Con trol

Solenoids

(SSPC_A, SSPC_D)

The coast (SSPC_A), and Direct

(SSPC_D) clutch p acks are ea ch

controlled by an inversely prop or-

tional three port solenoid. Thepressu re outpu t is inversely pro-

portional to the applied DC cur-

rent supplied through an

electronically controlled driver.

The current is varied between 0

amp and 1 amp from the PCM,

and 0 amp equals maximum pres-

sure in the pa rticular clutch oil cir-

cuit. The Shift Solenoid contr ols

the app ly and release rates of theparticular clutch pack.

Pressure Switches

(PS_A, PS_B, PS_C, PS_D, PS_E)

Each of the five shift pr essure

control solenoids h as a corre-

sponding pressure switch, which

is norm ally closed. The pressure

switch is d esigned to op en wh en

shift solenoid control pressure ex-ceeds 40 psi. All five of the p res-

sure sw itches are identical and

will interchange in the solenoid

body. Their particular functions

are as follows:

PS_A = Coast Clu tch

PS_B = Overd rive Clut ch

PS_C = Intermediate Clutch

PS_D = Direct C lutch

PS_E = Low/ Reverse Clutch

Turbin e Shaft Speed (TSS)

Sensor an d

Interm ediat e Shaft Speed (ISS)

Sensor

The turbine shaft speed (TSS)

and intermed iate shaft speed (ISS)

sensors are hall effect sensors re-

quiring a 12_volt power sup ply

and a ground. In this unit both

sensors are incorporated into one

housing. The other two terminals

at th e sensor a re for TSS and ISS

signals to the PCM. The sensor de-

tects teeth on th e coast clutch

inpu t hu b for TSS signal, and the

adjacent overdrive ring gear teeth

for the ISS signal. Both sensors

read 30 teeth per revolution. The

TSS/ ISS sensors are mou nted ex-

ternally on the transm ission case.

The TSS/ ISS sensors inpu t to the

PCM is digital and u sed to deter-

mine line pressur e, shift timing

and TCC operation.

Outp ut Shaft Speed (OSS)

Sensor

The transmission output shaft

speed (OSS) sensor is located on

the extension housing. The OSS is

a hall effect type sen sor. The OSS

reads a set of gear teeth on th e

park gear, that are d ifferent than

the teeth used for the park func-tion. The OSS signal to the PCM is

used for vehicle speed signal, shift

scheduling and TCC operation.

The OSS has bi_directional capa-

bility and u ses a digital outp ut.

Cold Mode/ Hot Mode

Operation

When the tran smission is in

cold mod e operation, below _15°C(5°F), det erm ined b y the TFT sen-

sor, the tran smission shifts 1st

gear, 2nd gear, 3rd gear, 4th gear

(ratio 1.09), 6th gear. When in h ot

mod e the transmission will shift

1st gear, 2nd gear, 3rd gear, 5th

gear (ratio 1.00), 6th gear. Either

way it is still a five speed u nit with

six forwar d gear ratios available,

depending on cold mode or hotmod e of operation.

The fol low ing tw o pages r unove r the a l lo t ted space




®

Transmission Range (TR_P)

Sensor Assembly

The transm ission range (TR_P)

sensor assembly is an internally

mounted sensor that includes the

detent sp ring, rooster comb lever

and bracket, located next to the

solenoid body and bolted to the

transm ission case. The transm is-

sion range sensor is non_ad-

jus ta ble a nd is not se rv iced

indepen dently. The TR_P sensor

contains electronic circuitry that

provides the PCM a fixed frequen-

cy, at a du ty cycle, for each of the

seven positions of the manu al shift

lever. The PCM uses the TR_P

sensor signal for starting in Park

and N eutral only, reverse lamp

operation, and for line pressure

control, shift scheduling and TCC

operation.

Transmission Fluid

Temperature (TFT) Sensor

The transmission fluid temp era-

tur e (TFT) sensor t wist _locks into

the solenoid body and is a temper-

ature sensitive device called a

thermistor. As the fluid tempera-

ture increases, the TFT resistance

decreases. The PCM uses the TFT

signal as an inpu t to determ inecold and h ot temperatu re shift

scheduling and for TCC apply and

release scheduling. TD

Documents

Ford 5R110W Torqshift[1]