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Ford 5R1 5R11 10W (‘Torqshift’) (‘Torqshift’) Preliminary Information By Dale England
T
he new Ford 5R110W, 5R110W, referred to by Ford Motor Co. as the “TorqShift” “TorqShift” transm ission, is a red esign of the 4R100 transmission with some previous strategy applied. This unit was introdu ced in mod el year 2003 2003 in the F-Series trucks and the Excursion vehicless that are equipped with vehicle the new 6.0L diesel engine. The “TorqShift” (5R110W) (5R110W) is a 5 speed , rear wh eel drive un it that actually has six forward forward speeds ava ilabl ilable, e, depending on hot or cold mode operation. The gear ratio for for 1st gear w as lowered from 2.71 2.71 to 3.09 3. 09.. For 2nd 2nd gear th e overdrive clutch is is app lied to provide a ratio of 2.2 2.20. 0. 3rd gear prov ides a ratio of 1.54 1.54,, which is the sa me ra tio as
Figure 1
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the previous second second gear. All sound familiar? When in cold cold mod e operation, below _1 _15° 5°C C (5°F), (5° F), det erm ined b y the TFT sensor, the overdr ive clutch clutch is engaged in 3rd gear to provide a ratio of 1.09 1.09 for 4th 4th gea r, and the transm issi ission on w ill shift shift d irectl irectly y into 6th gear (overdrive), wh ic ich h is a ratio of 0.71. 0.71. In In cold m ode t he transm issi ission on sh if ifts ts 1st gear, 2nd gear, 3rd gear, 4th gear, 6th gear. When in hot m ode the transmission w ill shift shift 1st gear, 2nd gear, 3rd g ear, 5th gea r (ratio 1.00), 1.00), 6th 6th gear. Either wa y it is still a five speed u nit with six forward forward gear ratios available, dep ending on cold mode or h ot mode of operation. operation.
ATSG’ss p erception of the 2003 ATSG’ Super Duty vehicle that we test drove w as, the shift shift performan ce has been greatly imp imp roved over the 4R10 4R100 0 tran smission . There were no lags between th e shifts shifts and every sh if iftt was very p ositive. This was accomp 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 function of each clutch pack, except the forward clutch, which is controlled controlled by the manual valve. There are no other shu ttle valves in the solenoid solenoid body. All shifts shifts are controlled controlled by five fi ve solenoids. Line pressure and the torqu e converter clutch each have their own ded icated solenoid. solenoid. Four of the solenoids, TCC, OD
Figure 2
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Clutch, Intermed iate Clutch and the Low/ Reverse Clutch, are directly prop ortional which means the pressure outpu t is directly proportional 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 inversely proportional which means the pressure output is inversely prop ortional to the app lied DC amp s. The current is varied between 0 and 1 amp from the PCM, and 0 amp equals maximum pressure in the oil circuit. There has also been add ed to the instrum ent cluster, a transmission 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 designed to assist the driver when towing a trailer or a heavy load. All transmission gear ranges, including 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 ling. 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 illuminate “Tow/ Haul _ ON”. When Tow/ 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 continues next page
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Circle No. 28 on Reader Card
October 2004
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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 river that 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 interchangeable 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 transmission failure. Ford recomm ends the transmission fluid and bottom pan filter be changed every 48,000 km
Figure 3
(30,000 miles) regard less of norm al or special operating conditions. This transmission is also equipped w ith a new remote transmission fluid filter. This filter passes ten percent of the transmission fluid from the transm ission throu gh a sm all orifice into a servicable 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 filter 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 replacing the OTA transm ission fluid cooler as p art of any overhau l or exchange. Do Not attemp t to backflush and clean the OTA
transm ission fluid cooler. Everything considered, this writer believes that Ford Motor Co. 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 positions 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 selected, there is no p owerflow through the transmission. The parking pawl is engaged which locks the outp ut shaft to the transmission 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 erated in a rearward direction at a redu ced gear ratio. N - When the Neu tral position is 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 started. This position can also be selected w hile vehicle is moving, to restart the en gine if that becomes necessary. (D) - The Overd rive position is the norm al position for most forward gear operations. The Overdrive position provides automatic upshifts and downshifts, app ly and r elease of the converter clutch, and m aximum fuel economy d uring normal operation. 3 - The 3rd Gear position provides third gear start and h old, for text continues on page 62
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Figure 4
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Circle No. 10 on Reader Card
October 2004
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improved traction on slippery roads. This position can also be selected at any veh icle speed for improved engine braking. Transmission will not down shift if it will cause an en gine overspeed condition.
lected at any vehicle speed for improved engine braking. If this position 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 vehicle speed that will not create an engine overspeed condition.
Figure 6 1 - The Manual Low Gear position provides 1st gear operation only. This position can also be selected at an y vehicle speed to provide 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.
2 - The 2nd Gear p osition provides second gear start and hold, for imp roved traction on slippery roads. This position can also be se-
Figure 5
Transmission Temperatu re Gage There has also been added to the instrum ent cluster, a transmis-
Circle No. 5 on Reader Card
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sion temperature gauge that we think is long over_du e, and should be on all vehicles. T ow / H a u l F ea t u r e The Tow/ Haul feature was designed to assist the driver when towing a trailer or a heavy load. All transmission gear ranges, including 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 contact switch. The Tow/ Hau l Switch
provides 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 turned on, the indicator lamp that is located at the end of the m anu al shift lever will
Figure 8
illuminate “Tow/ Haul _ ON”. When Tow/ Haul is activated, upshifts will now occur at a higher vehicle speed, and w hen decelerating, the dow nshifts will also occur at a higher vehicle speed, provid cont inu es page 66
Figure 9
Figure 7
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cont inu ed from page 63 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 operational error has ocFigure 1 0 curred, wh en certain faults in monitored sensors, solenoids or other transmission component s are detected .
been installed, or the calibration has been re-flashed, the adap tive strategy for the “Engagemen t Schedule” 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-
Battery Disconnect, Dead Battery Any time the battery is disconnected for any reason, a new PCM has
gagements mu st be performed , in order for engagement pressures to correctly adapt w ith the new calibration. 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 engagements from P ark to Reverse. Each engagement must be five seconds apar t. 4. Perform 5 engagements from Drive to Reverse. Each engagement must be five seconds apar t. 5. Perform 5 engagements from Reverse to Drive. Each engagement must be five seconds apar t.
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6. Perform 5 engagements from Neu tral to Drive. Each engagement m ust be five seconds apa rt.
Figure 11
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:
Figure 12
Powertrain Control Module (PCM) The operation of the transmission is controlled by the Powertrain Control Module (PCM). Many input sensors provide 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 resistance of the sensor increases as engine temperatu re decreases and the voltage sent to the PCM increases. The PCM uses this inforcontinues next page
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Circle No. 1 on Reader Card
October 2004
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mation to help determ ine TCC operation. 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 decreases as the intake air tempera-
ture increases. The IAT provides air temperatu re information to the PCM, which is used to help d etermine 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 applications. The APP sensor detects the p osition of the accelerator pedal 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 operation. Failure of the APP sensor w ill
Figure 14
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cause transmission to operate at a higher than norm al line pressure to help avoid damage to the transmission. 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 information to release the torqu e converter clutch, speed control, and auxiliary idle (if equipp ed). Tow/ Haul Switch The Tow/ Hau l Switch is located 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 indicator 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.
Figure 15
Transmission Control Ind icator Lamp (TCIL) The TCIL is used along w ith the Tow/ Hau l Switch. The TCIL is located near the end of the manual shift lever and will illuminate “ To w / H a u l _ O N ” w h e n t h e Tow/ Haul switch has been pressed. The PCM controls the operation 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 nsmission 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 signal continues next page
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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 accordingly. 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 inside the bottom p an and looks similar 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 Valve Overpr essurization Relief Ball There is a solenoid and a p ressure switch ded icated to the function 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 controlled 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 applied DC amps. The curren t is varied between 0 and 1 amp from the PCM, and 1 amp equ als maximu 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 applied DC amps. The curren t is varied between 0 and 1 amp from the PCM, and 0 amp equals maximu m p ressure in the oil circuit.
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Circle No. 31 on Reader Card
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The follow ing tw o pages r un over the allotted space 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 connectors for the TFT sensor and for the 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 inversely prop ortional three port solenoid. The pressure outp ut is inversely prop ortional to the app lied DC current supplied through an electronically 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 circuits. Torque Converter Clutch (TCC) Solenoid The Torque Converter Clutch (TCC) Solenoid is a directly proportional three port solenoid. The pressure output is directly proportional to the applied DC current sup plied throu gh an electronically controlled 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 circuit. 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)
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The over dr ive (SSPC_B), intermed iate (SSPC_C), and low/ reverse (SSPC_E) clutches ar e each controlled by a directly proportional three port solenoid. The pressure output is directly proportional 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 particular clutch oil circuit. The Shift Solenoid controls the apply and release 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 ortional three port solenoid. The pressu re outpu t is inversely proportional to the applied DC current supplied through an electronically controlled driver. The current is varied between 0 amp and 1 amp from the PCM, and 0 amp equals maximum pressure in the pa rticular clutch oil circuit. The Shift Solenoid contr ols the app ly and release rates of the particular 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 corresponding pressure switch, which is norm ally closed. The pressure switch is d esigned to op en wh en shift solenoid control pressure exceeds 40 psi. All five of the p ressure 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 requiring 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 detects 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 externally on the transm ission case. The TSS/ ISS sensors inpu t to the PCM is digital and u sed to determine 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 function. The OSS signal to the PCM is used for vehicle speed signal, shift scheduling and TCC operation. The OSS has bi_directional capability and u ses a digital outp ut. C o ld M o d e / H o t M od e Operation When the tran smission is in cold mod e operation, below _15°C (5°F), det erm ined b y the TFT sensor, 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 hot mod e of operation.
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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 ission range sensor is non_ad jus ta bl e a n d is n ot se rv ice d indepen dently. The TR_P sensor contains electronic circuitry that provides the PCM a fixed frequency, 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 eratur e (TFT) sensor t wist _locks into the solenoid body and is a temperature sensitive device called a thermistor. As the fluid temperature increases, the TFT resistance decreases. The PCM uses the TFT signal as an inpu t to determ ine cold and h ot temperatu re shift scheduling and for TCC apply and release scheduling. TD
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