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5R110W TorqShift Problems & Fixes

Presented by:
Mike Souza
ATRA Senior
Research Technician
5R110W Problems & Fixes Webinar 2015 ATRA. All Rights Reserved.

No Move After Rebuild

The problem is mismatched pump parts. The change occurs in 2005 and is not interchangeable
with the earlier 2004-04 parts. The 2005 and later pump will retro back as a complete assembly. No
interchange of parts between early and late are possible.
The early 2003-04 can be identified by the rough forged date found on the castings shown below.

Early 2003-2004

Body

Casting #RF3C3P

Stator Support

Casting #3C3P

No Move After Rebuild

The 2005 & later pump assembly can be identified by the rough forged date found on
the castings shown here.

2005 & Later

Body

Casting #RF5C3P

Casting #RF5C3P

Stator Support

No Move After Rebuild

The difference between the oil circuit worm tracks found in the pump stator supports
are shown here.
2003 - 2004

2005 & Later

No Move After Rebuild

The difference between the oil circuit worm tracks found in the pump bodies are shown
here.
2003 - 2004

2005 & Later

No Move After Rebuild

The difference between the oil circuits found in the pump wear plates are shown here.
2003 - 2004
2 Slots

2005 & Later

No Slots

TorqShift Pump Failures

Spun pump bushing and/or pump gear welded to the pump plate. These problem have been
occurring quite often on the technical hotline lately.
We have seen this in the past on other vehicles such as the Aisin Seiki and Mercedes 722.9 as a
couple of examples.
There have been articles written in Gears on the 722.9 with this problem.
Here are some tips that will help prevent these issues:

The converter pilot is a tight fit with the crankshaft, so make sure it doesnt have any paint on it. Make sure
the journal is smooth and free of any burrs or nicks.
Check the crankshaft, make sure its clean and free of any corrosion or debris that can bind the pilot.
Take some extra time to slide the converter up to the flexplate and make sure the pilot fits smoothly into the
crankshaft.
When you bolt up the converter to the flexplate during installation, make sure you pull the converter all the
way toward the crankshaft, and then tighten the converter bolts gradually as you turn the converter. Make
sure the converter pilot doesnt bind as you tighten the bolts.
Clean the engine block and bellhousing of any paint, debris or corrosion.
Check the dowel pins, make sure their extended out far enough.
Check the dowel pin holes on the bellhousing, make sure they are not worn out.
Add a ground strap from the engine block to the battery to prevent electrolysis.
When your putting the pump together instead of squirting oil onto the pump gears pack it with trans jell.

Here are a couple of tips that were used back when the Aisin Seiki units where failing on the lift:

With the engine off and the first 4 quarts or so have been poured into the unit. Have another 4 quarts ready.
Dont wait, have someone ready to add it right away after you start the vehicle.
If it fills too slow it may be better to turn off the engine and add more and then restart engine.
You can also start out with more than 4 quarts instead start out with 8 quarts or more.

Delays in Reverse, Worse when Hot

A delayed reverse that gets worse when hot can be caused by direct drum wear, or sealing rings.
This concern especially with high mileage vehicles can be caused by the center support rings and
ring lands.
Wear in the ring lands will cause major pressure leaks.
To test this you can try using string behind the sealing rings to get a better air test. If the test
works replace the center support and use factory rings. Do not install it this way its just a test.

Bind In Reverse, D3 and Low, D2 Is Okay After Rebuild

The transmission may exhibit an unusual bind in Reverse, Drive 3, and Manual Low; Drive 2 is
working fine. The transmission may feel like its taking off in a higher gear than 1st in the O/D
position.
In 2006-and-later model 5R110W, the O/D pressure plate has a raised, stepped area on
one side with an extended tab toward one lug. These plates are found mostly in the
5R110W with the PTO setup. These plates according to Ford are NOT interchangeable!
But, most suppliers only carry the less expensive flat plate that has not had any problems.

Bind In Reverse, D3 and Low, D2 Is Okay After Rebuild

After taking a close look at the transmission clutch apply chart, the one common denominator
for a bind in all these ranges would be if the overdrive clutches were staying on all the time.
The coast clutch is on in Reverse, Manual 3 and Manual 1, causing the bind.
But its not on in Manual 2 or the Drive range so itll move, even though feels like its in a higher
gear.

Bind In Reverse, D3 and Low, D2 Is Okay After Rebuild

When you install the plate in the case, the extended tab is supposed to face the valve body, or the
6 oclock position with the flat side up.
If you dont place the snap ring opening in the proper location during a rebuild (incorrect
installation shown below), the O/D clutches will mechanically lock when you bolt the pump to the
case.

If you make this mistake, youll have no choice but to remove the transmission from the vehicle
and correct it.

Incorrect

Bind In Reverse, D3 and Low, D2 Is Okay After Rebuild

You can see the clutches through a small opening in the main case with the valve body
removed. You can check the clutches for free play through this opening with a scribe
or thin screwdriver.
You should feel noticeable movement in the clutches and steels to verify that they
arent clamped down when the pump is in place and bolted down.

Engagement Issues
A complaint of a delay and/or intermittent no reverse or forward concern may be caused by a
faulty Internal Range Sensor.
After inspecting the linkage and shifter assembly. Remove the pan and inspect the internal range
sensor.
With the rooster comb pushed away from the sensor. A clearer view reveals that the pin that
follows the worm track in the rooster comb is worn paper thin.

New

Old

Engagement Issues
The other item that was noticeable on the new sensor was the return spring for the
sensor pin cam.
The newer sensor had a different spring configuration that placed more tension on the
pin to rooster comb contact.

Newer Sensor
Old

New

Pressure Problems
When trying to diagnose a low line pressure problem the line pressure relief valve in the solenoid
body gets overlooked. The line pressure relief valve works the same way as the EPC relief found
on the earlier E4OD units.
On most solenoid body exploded views and diagrams this is not shown.
If the ball is stuck open as shown in the example below will cause a leak in EPC pressure.
Do not remove the relief valve from the solenoid body it is a one time press fit. If removed will
cause damage to the solenoid body. This one was removed for demonstration purposes only.

5R110W

Good

Bad

EPC
Blow Off

E4OD

Swapping Solenoids
In most cases swapping a solenoid with one that looks just like it is usually not a problem. In the
case of the 5R110W there can be an issue.
The solenoids all look the same even after they are removed from the solenoid body. It doesnt
always mean if it looks like a duck that it will quack like a duck, the solenoids function differently.

SSPC-C
PC-A

SSPC-D

SSPC-C

TCC

SSPC-D

SSPC-B
SSPC-E
SSPC-E
SSPC-A

Swapping Solenoids
The TCC, SSPC-B, SSPC-C and the SSPC-E are all directly proportional solenoids. When the TCM
controlled amperage is high the solenoid regulates maximum pressure.
The PC-A, SSPC-A and the SSPC-D are all inversely proportional solenoids. When the TCM
controlled amperage is low the solenoid regulates maximum pressure.
From the back of the solenoid you can easily identify which is directly proportional and which is
inversely proportional.

TCC, SSPC-B, SSPC-C & SSPC-E

"Directly" Proportional Solenoids
(1 Amp = Maximum Pressure)

PC-A, SSPC-A & SSPC-D

"Inversely" Proportional Solenoids
(0 Amp = Maximum Pressure)

Swapping Solenoids
On the front of the solenoids you can also see the 3 different tab locations.
On the inversely proportional solenoids the PC-A tab (line) is in a different location
than the others.
"Inversely" Proportional Solenoids
Center

Low

PC-A

SSPC-A & SSPC-D

"Directly" Proportional Solenoids

High

TCC, SSPC-B, SSPC-C

& SSPC-E

Swapping Solenoids
So, if thats the case then we should be able to swap any directly or inversely proportional
solenoid with another just like it.
Yes you can, but the exception to the rule is the PC-A solenoid (line). This solenoid when placed
next to another directly proportional solenoid you can see a difference.
The inversely proportional PC-A (line) has a smaller orifice near the tip of the snout but regulates
at approximately 190 psi while the others like it only regulate at 140 psi.
When swapping the PC-A solenoid with SSPC-D may
result in a firmer upshift or downshift complaint.
The shifts are synchronized so engine tune and clutch
clearances may be a factor.
On 2008 is some cases has set code P2703 (Direct clutch
failed on of off) for clutch apply too fast.
Swapping it the other way would cause low max line.

PC-A, SSPC-A & SSPC-D

"Inversely" Proportional Solenoids
(0 Amp = Maximum Pressure)

Understanding Clutch Apply

Its much easier to repair a transmission when you know how it works. The 5R110W is capable of obtaining 6
speeds at times but only utilizes 5 speeds.
Looking at the chart below you can see that the 4th gear ratio is only commanded below 5 F.
Now this may not be an issue here in south Florida where I live but it can be confusing to someone road testing
this same vehicle for the first time in the northern states of the U.S. or Canada

(a) PCM calibrated control (commanded

pressure seen on scan tool data)
(b) Cold strategy (below - 15 C / 5 F)
(c) 30 psi until 3 mph
(d) Clutch applied through the manual valve

MIL Light On, Codes P0751, P0730 and/or P2700

While working on a 2009-2011 Ford E350, E450, F-Super Duties, F53 Stripped Chassis and
Motorhomes equipped with the Torqshift transmission, you may experience the MIL light with
codes P0751 SSPCA circuit coast cutch solenoid failure, P0730 gear ratio error and/or P2700
coast clutch failed on or off stored in the computer system.
It has been determined that the coast clutch drum weld may be cracked and leaking. Ford
recommends replacing the coast clutch drum with part # 7C3Z-7G387-B.
These drums may air check well cold on the bench but
once they heat up thats when the leak will appear.

Added Weld To Prevent Cracks

Sets DTCs P2700 & P0751, No Movement

Coast clutch drum failure is common on the Torqshift. A cracked drum or leak in the coast clutch
circuit is will set P2700 and P0751 DTCs.
There may not be any driveability symptoms other than code setting. If the drum is completely
broken as shown, you will have no movement forward or reverse. A broken drum may also have a
P0730 stored.
The P2700 sets when the TCM sees the incorrect
engine RPM vs road speed during coast down when
TCM is commanding the coast clutch on.
The P2700 is a gear ratio error code. When the coast clutch
does not apply the TCM also sets P0751, SSPC-A
coast clutch solenoid stuck off.
When diagnosing codes P2700 and P0751 install new
SSPC-A solenoid, clear codes and road test.
If the codes still set, expect to find a cracked drum or
molded piston problem.

The gear faces

towards
the inside of
the drum

Manual Code Retrieval On LCF Trucks

If you do not have the scan tool or software that can communicate with a Ford LCF
Series truck.
Just use the following procedure for manual flash code retrieval.
1. Turn the key to ON but do not start the engine.
2. Place the shifter in the 2 position.
3. Press the Tow/Haul switch 4 times within 4 seconds, this will initiate the code
retrieval.

Manual Code Retrieval On LCF Trucks

Once the process is initiated the following sequence will communicate any existing fault codes.
1 The Check Trans, Trans Temp and Tow/Haul indicator lamps all turn on and simultaneously to
indicate the diagnostic mode has been entered.
2 The Check Trans and Trans Temp indicators turn off. The Tow/Haul indicator will remain on.
3 The Check Trans indicator will then communicate each digit of any fault code by flashing.

Check
Trans !

Tow
Haul

Trans
Temp F

Example 1 flash = 1, 3 flashes = 3. There will be a pause between each of the 3 digits of the fault
code. 1 flash pause 2 flashes pause 2 flashes pause = code 122 / P0711 TFT Sensor
4 If more than one fault code is present the Trans Temp indicator will flash once between each
fault code.
5 When all fault codes have been flashed the Trans Temp indicator will flash twice and the
Tow/Haul indicator will turn off.

Manual Code Clearing On LCF Trucks

The stored fault codes can be cleared as follows:
1 Turn the key to On but do not start the engine.
2 Place the shift selector in the D position and push the Tow/Haul switch once.
3 Pace the shift selector in the N position and push the Tow/Haul switch once.
4 Place the shift selector in the R position and push the Tow/Haul switch once.
5 Place the shift selector in the P position and push the Tow/Haul switch once.
6 The Check Trans, Trans Temp and Tow/Haul indicators will then flash three time to
indicate that all codes have been cleared.

Ford LCF Trucks 3 Digit Flash/OBD2 Code List

Ford LCF Trucks 3 Digit Flash/OBD2 Code List

Ford LCF Trucks 3 Digit Flash/OBD2 Code List

Ford LCF Trucks 3 Digit Flash/OBD2 Code List

Ford LCF Trucks 3 Digit Flash/OBD2 Code List

Ford LCF Trucks 3 Digit Flash/OBD2 Code List

Transmission Overheating
Transmission overheating issues check the cooler bypass thermal element located in the pump
stator support.
Hold the element with a pair of needle nose pliers and heat it up with a lighter the end should
protrude out as seen below.
Blocking the valve inward with a spacer that measures the same length as the element fully
extended is fine in some warm areas but not recommended for colder areas.
Fully Extended 1.153

.190

0.963

Low Diode Failure

Trucks that do NOT have an external filter may experience low diode failure during extreme cold climate
conditions (-10 or lower) or a restricted cooler condition. The models WITH an external filter had a safety
bypass circuit built in to provide lube flow in the event of any cooler flow problem.
With the external filter removed this failure can occur because there is no safety oil flow circuitry to provide
lubrication flow if the cooler flow becomes restricted or plugged.
2006-07 Ford trucks that are equipped
with an external inline filter can be
identified by the stator casting number
RF5C3P-7B324-AB.

2003-07 Models

2008-2009 Trucks that are NOT equipped

with an external inline filter can be
identified by stator number
RF5C3P-7B324-AC.

2006-07

2008-09

Cooler Bypass
Remote Filter
Assembly

1. Remote Filter adapter assembly with cooler bypass

2. Oil-to-air (OTA) auxiliary cooler
3. Radiator-in-tank cooler
4. Transmission
5. Transmission fluid cooler fitting (fluid flowing out)
6. Transmission fluid cooler fitting (fluid flowing in)
7. Transmission fluid cooler fitting (fluid flowing into remote filter)
8. Transmission fluid cooler line (fluid flowing into radiator-in-tank cooler)
9. Transmission fluid cooler line (fluid flowing into oil-to-air (OTA) auxiliary cooler)
10. Transmission fluid cooler line (fluid flowing from OTA into re mote filter)
11. Transmission fluid cooler fitting (fluid flowing from remote filter back into transmission)

Low Diode Failure

During extreme cold temperatures, cooler flow may become restricted as the result of the
increased fluid viscosity. The bypass orifice located within the external filter provides low diode
lube flow during these conditions.
2006-07

Low Diode Failure

There is new design pump cover assembly that has an orifice feed between the cooler
passage and the lube passage. This will provide cold lube flow to the low diode in
extreme cold climates or with a restricted cooler on all models.

RF5C3P-7B324-AB
2006-07 With
External Filter

RF5C3P-7B324-AC
2008-09 Without
External Filter

Width .078
Depth .050

Low Diode Failure

The new design pump assembly
will provide low diode lube flow in
extreme cold situations and/or
with a restricted cooler.
The width of the orifice is .078
wide and the depth is .050 deep.
2008-09

Venting Issues
Leaking out of the vent can be caused by dipstick hitting valve body and not going all the way
down to the bottom of the pan.
This would give a false reading on the dipstick and too much fluid would be placed into the
transmission.
A bracket could be made from some thin sheet metal and bolted to the valve body. This would
prevent the dipstick from contacting the valve body and stop this from occurring.

Bracket

Note: some dipsticks have been known to be too short right from the factory. Check the length of the dipstick by
leaving the pan off with the dipstick inserted the full mark should be even with the pan rail.

Venting Issues
The pump is cross leaking between the halves. The options to correct this are to purchase an OE
new pump or have the existing pump machined.
A new pump is flat however it may develop the same problem down the road after it has gone
through some hot and cold cycles.
A used pump that has been machined will be
more stable and is less likely develop the problem
again. The key to using the old pump is having it
machined correctly.
Talk to your local machinist, explain the complaint
and express your concerns about the pump being
flat.
There is one more less costly alternative to this
problem a fix by TransGo shown on the following
pages.

Venting Issues TransGo Fix (Kit # 5R110 Vent)

Make a new vent circuit. Using suitable bolts and washers; bolt the Guide Plate to the rear side of
the stator.
Line up the center hole of the guide plate with the left side of the vent hole as shown below.
Using the plate as a guide use a 1/4 drill (.250) and remove approx. 1/2 of the left side of the vent
wall. When done, it will look like the picture on the right. Its not fussy.
Remove burrs with a small file.
Guide Plate
After Drilling

Kit # 5R110 Vent

Venting Issues TransGo Fix (Kit # 5R110 Vent)

Then install the tapered cup (freeze) plug into the vent hole from the other side.
This will reroute the vent into an area of the pump stator with no pressure and separate from
cross leaks inside the pump. This will prevent any accidental venting.

Use a flat punch

ON TOP of the plug

Special thanks to Mark Puccinelli at TransGo

for the information to this fix.

Shift / Engagement Complaints Solenoid Performance Codes

All these issue can be caused by a worn solenoid body. There is only the one manual valve in the
valve body so its really nothing more than an aluminum solenoid block.
The problem is on vehicles with high mileage the bores that hold the solenoids become worn and
leak. The complaints may only show up when hot.
Always check to see if there is any play between the bore for the solenoid body and the snout on
the solenoid. The solenoid body will have to be replaced.
Manual Valve

Falling Out Of Gear / Limp Mode At Startup / MLPS Codes

Checked the PCM and MLPS could not find a problem. Replaced both and had the same problem.
There was also a complaint of an intermittent no start condition.
Only code found was for the electronic fan clutch. At times when the electronic fan clutch came
on it caused erratic range switch data on the scan tool. Unplugged the fan clutch and range data
went back to normal.

A closer look revealed the pigtail wires run down the fan shroud had worn through causing all
these problems.
After changing the fan clutch and (pigtail attached) everything worked okay.

Rear Tires Locking Up While Driving Down The Highway

The complaint has appeared on our tech line a few times with a few F250/350 vehicles. A bind in
high gear while driving down the highway. Also a complaint of intermittent bind in reverse.
There is no TSB or recall on this problem. After chasing several things such as solenoid and
possible cross leak issues.
It was finally fixed by replacing the PCM.

Its a lot to ask a tech to take a movie snap shot with a scan tool while sliding down the highway
at 60-70 mph to see what the PCM was possibly commanding.

2005-06 Models

Low/Reverse Planetary Gear Set Interchange

On late model units 2008 and up, if the Low/Reverse clutches are burnt or worn out the whole
planet assembly must be replaced. The planet can be purchased from the dealer as an assembly.
The alternative is to use the earlier Low/Reverse clutches and steels, Planetary, and Sprag
assembly. The early Low/Reverse clutch pack only has a five (5) clutch pack stack-up.
You must use six (6) clutch fibers and six (6) steels to complete the interchange.

Early Pre-2008 Low/Reverse

planet with separate clutches
and sprag assembly
Late 2008-up Low/Reverse
planet with integral clutches
and sprag assembly

Low/Reverse Planetary Gear Set Interchange

The late and the early planet/clutch assemblies have the same clearance and can be interchanged
between years.

Just by replace the .220

thick bottom plate on the
early Low/Reverse clutch
pack with a steel, clutch
and another steel.

Early L/R Clutch

Late L/R Clutch

Low/Reverse Planetary Gear Set Interchange

The thickness of the two steels and extra clutch measures the same as the thick
bottom pressure plate .220. This can be an upgrade to any early Low/Reverse clutch
pack.

Low/Reverse Planetary Gear Set Interchange

You must place the two thrust washers on both sides of the planetary to make up the
clearance on the late units that do not carry the thrust washer.

Clearance

Low/Reverse Planet

Low/Reverse Planetary Gear Set Interchange

There are some aftermarket suppliers making replacement clutches using the late
setup. You will need to use a cutting wheel to remove the old clutches and replace
them with the modified clutches (some teeth removed) that will get passed the L/R
planet gears.

Alto

Special thanks to Roby Ferguson at Alto & SunCoast Performance and their joint venture for the this information.

Intermittent No Movement After Rebuild

This could be caused by the wrong TCC control valve being installed into pump stator. There are
two different lengths for the TCC control valve, the early 2003-04 and the 2005 and later.
With the early 2003-04 valve (shorter) installed into a 2005 and later pump stator, there will be no
spring tension on TCC control valve spring. There will be approximately 1/4 of travel on the
valve.
The over all difference in length between the two valves is 0.200 almost a 1/4.

2003-04

Over All Length 3.570

2005

Over All Length 3.770

Intermittent No Movement After Rebuild

If the valves are different then there must be something different in the stator support also. The
TCC control valve bore is .200 deeper on the 2005 and later stator support.

.200 Deeper

Intermittent No Movement After Rebuild

This will allow the shorter valve to intermittently move into a position that will block converter
feed oil.

2005 Pump Stator

Converter
Feed

2003-04

2005

5R110W Problems & Fixes Webinar 2015 ATRA. All Rights Reserved.

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