Ford has it's own INTERNAL company torque rating on their trannies.......
5r55s
4r100
4r70w
4r44e
5r110w

the numbers do not denote actual torque ratings, think of it this way, the 4r70 can handle 70% of the torque a 4r100 can, thus the 5r110 can handle 110% of the torqe a 4r100 can..... likely in the area of 600 ftlbs MAX (hence the reason the psd only has 570, and could easily have 620)........
and i agree the problem is in the torque converter, the converter clutch can in no way handle the torque that the clutches in the tranny could hold, not even the torque the input, and output shafts could hold.

TCS does have a torqueshift converter! I used to run one of their c4 converters in one of my stangs....awesome quality. good price as well.

some of the diesel specific companies that do trannies bend you over and have their way with you, and it seems everyone is willing to take it...not me.

when my 5r breaks, i will spend 380 on the rebuild kit, and about a grand on an absolutly bullitproof converter (multi disk clutch, billit hubs etc)......and do it all myself. suncoast, bg, whoever else that wants 5k for a rebuilt trans with all stock parts can go to............well, this is a family site.


last, the 5r has NO bands, and NO valve body. it has accumulators, and solenoids.
there are no aftermarket drums, pumps, shafts, or planataries for these transmissions, so when you pay more than 300-400 for a rebuild (not including the nearly 400 $ kit) you are being raped. nobody does anything special to these trannies, there is nothing to do.


wow, guess i started to rant a bit, sorry






------------edit------------------

some eye candy!



http://www.tcsperformance.com/ford_power_torque_shift/

 

ATS has both input and output shafts, and is working on a billet rear planetary set.

The stock torque converter, at least on my truck, has held up just fine. I've been locking the converter at 12mph in first gear at WOT and keeping it locked (unlocks only during shift) in 2nd, 3rd, and 5th gears for about 6000 miles now. My Suncoast has been in the box sitting in the garage for a while now waiting on failure, but it hasn't done so...to this day, it has absolutely no slippage and the lockup is almost as firm as the shifting. Fluid was bone clean as of about 1800 miles ago, too.

BTW, there aren't any accumulators, just an EPC solenoid.

 

well, it is good you have not had a problem with the stock clutch, I have talked to tcs regarding their multidisk converter, and the reason they are making them, becuase the stock converter clutch is not up to the task of high output diesels locking the converter under WOT, or heavy towing, especially up hills. they have MANY smoked converters......and know the weakness.


as for the input shafts at suncoast, well, many e40d/4r100 parts interchange (according to a buddy, this is not first hand) so a company contracted to make input, or output shafts for this family of trannies could easily make one for a 5r110, this assumes they are even different....so i stand corrected, but upgrading a part that does not fail is worthless in my book.
they need a stronger sun gear shell, and direct drum, and the rear planatary they are working on, i have no idea if this a failure prone part or not, i would be amazed it it was tho, since i have seen many 4r100 planataries, and never seen a broken one...i doubt the 5r even needs one.

the only problem i have heard of from a line tech regarding the TS tranny, were converters, and a press pin in the rear planatary coming out, allowing a planatary spider gear to become dislodged........this caused major case failure btw.

anyhoo, continued success!!!!!!!!! i need it to.....i am pushin a bit more than 500ftlbs

 

I'm just not sure I would trust a selling job about how bad the stock converter is, from a company trying to sell an aftermarket converter.

I haven't seen one fail yet. And I've seen them take alot of abuse, too.

Best bang for your buck is just a clutch pack kit from Suncoast, and skip the rest of the junk period;, as you said the shafts and planetaries just aren't that failure-prone.

 

You'd think for the big money, they'd weld it together for ya!

 

I just got out of an 01 Dodge that ran great but was on its 3rd transmission. So I'm completely gun shy. Want to make sure I do everything right, don't want any tranny trouble. Being stranded sucks!

 

When I run my Quadzilla box on the highest setting it slips really bad, I have always been told it was the Torque Convertor. Is it something else..........

 

ROFL!

good one!



absolutely not. converter has nothing to do with it, the problem is not enough apply pressure in the various clutch packs to hold the extra torque. this is why the tranny slips, and why it is killing itself slowly.....you WILL fry it, unless you can find a way to up the pressure in the tranny............BD now sells a TS tranny firmer-upper.......all it does is raise the epc based on tps input however.......this is not the be all, end all in transmission longevity, in fact, it is quite bad for the pump over the long haul. i am not certain how superchips, and diablo address their shifting, but i will ASSume it is the same.


and psd, with no accumulator pistons, or valve body, how would the clutch packs apply? the EPC is an electronic pressure control, thats all.

(on edit, there must be a "resivior" of flud for the clutch packs(the accumulators), otherwise the apply speed of the clutch piston would be insufficient to apply the clutches fast enough to avoid slipping........did that make sense? it did in my head..)

anyhoo, good stuff.

 

Sorta right, but mostly wrong.

The numbers do indicate actual torque rating, but it isn't engine torque. It's input shaft torque.

The torque converter multiplies engine torque by about 2:1. So an engine that makes 570 lb-ft of torque could theoretically make 1140 lb-ft of torque at the input shaft. The actual torque multiplication of the TorqShift torque converter is 1.9:1, so it squeaks under the 1100 lb-ft limit.

 

Through seven 'variable' force solenoids... VFS

There is a solenoid (and a pressure switch if equiped) dedicated to the application of 'each' clutch. Line pressure and the torque converter clutch each have their own solenoid. Four solenoids are directly proportional and the pressure output is 'directly' proportional to the applied DC amps applied. Three solenoids are 'inversely' proportional and the pressure output is inversely proportional to the applied DC current.

.................HP...........

 

So, would a SCT Tranny help the trans slippage?

 

??

YOU MEAN A TUNE FROM SCT FOR THE TRANNY?
IF SO, ABSOLUTLY.
woops, caps.
anyway, yes it would, but......at what cost to the pump long term? no idea. in older transmissions, very high line pressure does wear the pump gears, which causes alot of other problems.


as for heya,
thanks for the info.......... but, i still would like to know how ENOUGH fluid is provided to the clutch packs to apply the piston in the drum, a 1/4" orfice at 200 psi would take a while to get the volume.......unloess it started prior to the shift.....but still not working in my head.

if anyone has a spare TS they dont want laying around, send it i would like to tear it apart.

 

That's the job of the VFS soleniods. The lines going to the clutch drums are large; the VFS varies its orfice size according to the incoming duty cycle to the solenoid.

When tuning these things, there are two variables to play with. You have the actual pressure, and the rate of opening of the valve. Both play a part in high performance shifting- to make it faster, you have to raise the DC on the solenoid. To make it harder (and correspondingly more holding force) you have to raise the pressure tables.

And yes, in any modern tranny where the shift is commanded is not neccesarily where it will occur due to the time it requires to fill the clutch. There are PCM calculations dealing with this...I had to make some modifications to mine when I changed to the Suncoast clutches.

 

Hey Matt could ya gimme a call later when you get a chance, Im PMing you cell#..........

 

He is correct. The torque converter, if I remember correctly, on the torque**** is 8 LBS heavier than the 4R100 torque converter. Somewhat of an improvement.

RoyC