5r110w transmission4/3/2023 This tag contains an 8- and 13-digit number also and they must be the same as the outside tag. This tag needs to be compared with the tag mounted on the valve body next to the solenoid closest to the manual valve. This solenoid body tag contains an 8-digit solenoid body ID number and a 13-digit solenoid body strategy ID number. The left side of the case has the transmission ID tag while the right side has a solenoid body tag. There are two labels on the outside of the case. The flow rate calibrations of these solenoids are not the only items to be attentive to when rebuilding this transmission. Solenoid Body and Strategy Identification Solenoid Band Number Normally High Solenoid part # Normally Low Solenoid part # This means there are four part numbers for Normally High solenoids and four part numbers for normally Low solenoids. The band number printed on the solenoid will be 2, 3, 4 or 5. If a new solenoid is needed, it is imperative that the correct style solenoid (NH or NL), and its correct location, is exchanged with the same band calibration number of the solenoid being replaced. In totality there are three Normally High (NH) solenoids and four Normally Low (NL) solenoids. LPC Solenoid is a Normally High (NH) solenoid used to control main line pressure via the pressure regulator valve in the valve body.TCC Solenoid is a Normally Low (NL) solenoid used to control the apply and release of the torque converter clutch.SSE is a Normally High (NH) solenoid which operates the Overdrive Clutch for fourth, fifth and sixth gears.SSD is a Normally Low (NL) solenoid which operates the Low and Reverse Clutch for first, manual low and reverse gears.SSC is a Normally Low (NL) solenoid which operates the Intermediate Clutch for second and sixth gears.SSB is a Normally High (NH) solenoid which operates the Direct Clutch for third, fifth and reverse gears.SSA is a Normally Low (NL) solenoid which operates the Forward Clutch for first through fourth gears.Each of the seven solenoids mounted on the rear of the valve body will have a band number on the solenoid to indicate its calibration. With SSB, SSE and the LPC Solenoids being normally high, fifth gear with maximum line pressure is achieved hydraulically when current is removed from the transmission.Īn interesting departure from its 5R110W predecessor is the use of calibrated solenoids. This leaves reverse and fifth gear as the only available gears and TCC will be unlocked. If an electronic, hydraulic or mechanical transmission malfunction occurs, the PCM or TCM will turn off any current to the transmission. The transmission system is also capable of Tow Haul Mode which will provide all six speeds at higher shift points and also has manual shift capability. When the TCM/PCM detects a fault, Failure Mode Effect Management (FMEM) will be initiated and the transmission will enter fifth and reverse gear limp mode. The 6R140W is electronically controlled by seven pulse width modulated (PWM) solenoids and uses an external Transmission Control Module (TCM) in diesel powered applications or an external Powertrain Control Module (PCM) for gasoline powered applications. This is one beefy transmission weighing in at around 350 pounds using the Lepelletier gear-train. These vehicles are available in both 2WD and 4WD configurations along with a Power Take-Off option. Introduced at the start of production for the 2011 model year, this newly designed full time six-speed transmission found its way into the F250 to F550 Super Duty truck models equipped with the 6.2L Gas Flex Fuel engine or the 6.7 Turbo Diesel engine. This transmission is also referred to as the Torqshift® 6. A recent transmission by Ford to hit the streets is an upscale version of their 5R110W transmission called the 6R140W.
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