It’s important to consistently check your solenoids. Because of constant use, most non-mechanical problems you might encounter with the 5R110W will have to do with these solenoids or sensors. Instead of a hydraulic-controlled shift setup, the PCM engages shifts and commands line pressure by using these electronic-shift solenoids. The 5R110W is special in the sense that it does not have a typical valve body, but uses what is called a “solenoid body” which contains a group of seven different electronic-shift solenoids. Unless a product maker indicates that it can, it’s best to assume that whatever code-reader you’re using will not have the ability to receive code data from your 5R110W. Keep in mind that most code-readers don’t have the ability to identify codes used by the 5R110W transmission. Sometimes, an engine problem can seem like a transmission problem this is why it’s important to rule out an issue as an engine issue before immediately trying to diagnose a transmission issue in case there isn’t one. Electrical issues might include things like a solenoid that isn’t carrying a charge or working like it’s supposed to, problematic or completely-missing inputs from a sensor or multiple sensors, and so on. Mechanical issues the 5R110W might experience include things like stuck solenoids, worn-out clutches, dysfunctional or heavily damaged gear sets, and so on. Issues common to the 5R110W can generally be described in terms of either purely mechanical problems or electrical problems. The transmission’s somewhat smaller 4th gear can be used in colder temperatures to boost higher speeds, helping the transmission to warm up faster. A different shift sequence is engaged when outside temperatures drop below 5° F, in which case the sequence becomes 1st-2nd-3rd-4th-6th. In typical operations, it shifts 1st-2nd-3rd-5th-6th. The 5R110W transmission is billed as a 5-speed, although it really has 6 forward speeds. ![]() Its use was kept with the birth of the 6.4L Power Stroke in the 2008 model year and stopped with the intro of the 6.7L Powerstroke in 2011, which utilized the more advanced 6R140 TorqShift trans. The TorqShift itself is a diesel transmission and intimately connected to the engine. The 5R110W “TorqShift” transmission as it’s known was introduced to the world along with the 6.0L PowerStroke diesel in 2003. The 5R110W is in the eyes of many essentially a rebuild of Ford’s 4R100 automatic transmission. Every transmission is cold and hot tested before shipment.3.7 / 5 ( 4 votes ) The 5R110W transmission specifications ► Complete road simulation using a dynamometer testing program called C.A.R.S. ► All-new custom-spec bushings to improve internal fluid flow control and pressures. ► Tru-Flat qualification process applied to transmission case, valve body, pump, and channel plate prevent cross leaks and pressure losses ![]() ![]() ► Bushings and machined surfaces polished to a mirror-like OE finish of 15 RA or less. Upgrades exceed OE requirements and eliminate the possibilities of front seal leaks, ![]() ► Fully remanufactured torque converter is tested for leaks, lock-up, concentricity, and balance. ► Completely remanufactured pumps with new line bore bushings eliminate leaks and provide superior flow and durability. ► Upgraded pressure solenoids improve consistent line pressures. ► Low-Reverse clutch Tough spring retainer updated to prevent clutch failure. ► Upgraded low diode increases durability. ► Reverse planetary pinion pins are TIG-welded to eliminate OE design flaw. ► Heavy-Duty pump recalibration and shift kit reduces slippage and increases durability.
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