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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
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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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Circle No. 28 on Reader Card
continues next page
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60 Transmission Digest
®
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
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October 2004 61
®
Circle No. 10 on Reader Card
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62 Transmission Digest
®
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-
Circle No. 5 on Reader Card
Figure 5
Figure 6
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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 -
Circle No. 32 on Reader Card
cont inues page 66
Figure 7
Figure 8 Figure 9
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66 Transmission Digest
®
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.
4. Perform 5 engage-
ments from Drive to
Reverse.
Each engagement must
be five seconds apar t.
5. Perform 5 engage-
ments from Reverse to
Drive.
Each engagement must
be five seconds apar t.
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
Circle No. 6 on Reader Card
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Figure 1 0
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October 2004 67
®
Circle No. 1 on Reader Card
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6. Perform 5 engagements from
Neu tral to Drive.
Each engagement m ust befive seconds apa rt.
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
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68 Transmission Digest
®
Circle No. 18 on Reader Card
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
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October 2004 69
®
Circle No. 12 on Reader Card
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
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70 Transmission Digest
®
Circle No. 31 on Reader Card
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.
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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.
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7/31/2019 Ford 5R110W Torqshift[1]
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72 Transmission Digest
®
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
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