Torqshift questions.
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Cargo Master
Joined: Jan 2009
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From: Lubbock
Torqshift questions.
I have a few torqshift questions. 1 what is the difference between one from a 5.4, 6.8, 6.0, 6.4? I'm hearing that you can use the newer tranny in my 04 truck if I change the flywheel and use the 6.4 convertor. Along these lines is the bellhousing the same for the powerstroke engines and the gas engines? I found a 12k tranny out of a wrecked 09 5.4 for $1250 and a rebuild will run twice that. I could add extended warranty on top of that as well.
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Cargo Master
Joined: Jan 2009
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From: Lubbock
Ok did some searching. 4.6, 5.4, 6.8, 6.0 and 6.4 all share the same bell housing. I'm guessing the difference will be the torque convertor right? the tranny should have the same internals right
FTE Leadership Emeritus
Joined: Sep 2000
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From: Stephensville WI
Great question. I've been told on various occasions that:
1 The PSD 5R110W has stronger internals.
2. The V-10 5R110W has stronger internals.
3. They are all the same inside, except for the converters.
4. The PSD transmissions have different bolt patterns than the gas engines.
It seems to me that Ford would not waste the money to build 3 different transmissions for 3 different engines. What makes sense is making one that will withstand the torque of the strongest engine and using it for all of the. A simple change of the converter and changing the shift points via the computer would be all that should be needed to accommodate this.
Maybe our resident transmission engineer can shed some light on this mystery.
1 The PSD 5R110W has stronger internals.
2. The V-10 5R110W has stronger internals.
3. They are all the same inside, except for the converters.
4. The PSD transmissions have different bolt patterns than the gas engines.
It seems to me that Ford would not waste the money to build 3 different transmissions for 3 different engines. What makes sense is making one that will withstand the torque of the strongest engine and using it for all of the. A simple change of the converter and changing the shift points via the computer would be all that should be needed to accommodate this.
Maybe our resident transmission engineer can shed some light on this mystery.
Postmaster
Joined: Oct 2006
Posts: 4,171
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From: SE Texas
I can't remember what part it was, but I know there was one internal part that has GAS stamped on it. It may have been a one-way clutch,or a clutch drum...
Looking at that pic,it appears to be a clutch drum-I just can't remember-it's been awhile since I had one apart. Typically you'll see things like a difference in the number of rollers on a OWC for a gas engine-a higher roller count allows for more RPM with a slightly reduced overall torque capacity. Usually it's things like that-minute changes for the RPM operating range of the engine.
JL
Looking at that pic,it appears to be a clutch drum-I just can't remember-it's been awhile since I had one apart. Typically you'll see things like a difference in the number of rollers on a OWC for a gas engine-a higher roller count allows for more RPM with a slightly reduced overall torque capacity. Usually it's things like that-minute changes for the RPM operating range of the engine.
JL
Postmaster
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From: SE Texas
JL
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Cargo Master
Joined: Jan 2009
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From: Lubbock
Yes mid year 03 with the 6.0 only. Then the whole line up of superduty trucks was added in 05my with the addition of the 3v 5.4 and 6.8. I'm having I guess the notorious 3-5 dropping out of gear. I'm going to try to cahange the solenoid but what I'm hearing is the direct clutches are probably toast. So now I'm looking at a different tranny. If I can get a 09 tranny that has all the updated pieces I'd like to do that since it would be cheaper short run. Might build the tranny currently in the truck at some point.
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Frmr Ford Trans Engr
Joined: Aug 1999
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From: SE Florida
The 6.0L and 6.8L trans are almost the same. The torque converters are different, and one of the one way clutches is different. The one way clutch in the gas engine has less lash because the clunk that is present in the diesel on the 2-3 shift was REALLY objectionable on the gas engine. Either clutch will work fine behind the diesel.
The 5.4L has a different converter, plus it has less clutch plates in some of the clutches.
The 5.4L has a different converter, plus it has less clutch plates in some of the clutches.
Postmaster
Joined: Oct 2006
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From: SE Texas
The 6.0L and 6.8L trans are almost the same. The torque converters are different, and one of the one way clutches is different. The one way clutch in the gas engine has less lash because the clunk that is present in the diesel on the 2-3 shift was REALLY objectionable on the gas engine. Either clutch will work fine behind the diesel.
The 5.4L has a different converter, plus it has less clutch plates in some of the clutches.
The 5.4L has a different converter, plus it has less clutch plates in some of the clutches.
JL
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Cargo Master
Joined: Jan 2009
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From: Lubbock
I'm guessing my rt foot. The direct solenoid is a weak point or so I've read. Mine is not dead yet hopefully it started acting up so I parked it. No codes flashing or on my sct. I'm going to order the upgraded direct solenoid and pray it is a bad solenoid. Based on what the pan looks like I may be in the market for another tranny and I have found a few 08+ trannies in the 1200-1600 dollar price range with less than 16k on them
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Joined: Aug 2003
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From: Isanti, MN
Wow...
I see you're running Spartan tunes. How much more power over stock are you making?
Whenever I hear of a dead or dieing TS I like to ask some questions. Trying to figure how long it'll last and what would kill it!
I see you're running Spartan tunes. How much more power over stock are you making?
Whenever I hear of a dead or dieing TS I like to ask some questions. Trying to figure how long it'll last and what would kill it!
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Cargo Master
Joined: Jan 2009
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From: Lubbock
Been running hybrid race for over a year. Shifting has been as good as it was stock. I haven't seen a lot of torqueshift issues untill saturday when I started looking. The biggest issue are in the solenoids. One of the things is the factory direct does not apply fast enough and with tuning or any Sort this can prove to be a issue. The cure or fix is to get a upgraded part. They are about $150 and gogo sells them as well as sun coast. Adding that solenoid and a good aftermarket tc looks to drastically improve tranny life and performance. A good tc looks like $1000-1400 depending onwhich one you go with. I've read probably 1000 posts since saturday on any forums that has talked about the tqshift trying to figure everything out I can to either rebuild or swap a different tranny in.