Along with the appearance difference between the ’03-04 on the left and the ’05-up on the right is the forward-clutch spline count. To start with, the front planetary components changed tooth counts and diameters ( Figure 1). In 2005, the gloves came off and a lot of stuff got changed, similar to the OD section thing in 2007. So much for the front end of the transmission what about the back end, behind the center support? All previous-model components have been deleted. All four packages cost several hundred dollars. Last, non-PTO applications have just a sensor ring bolted to the planet, whereas PTO applications have a drive gear as well. This change in tooth count resulted in a slight ratio difference. The planet, sun-gear and ring tooth counts were changed as follows: What makes this worse is that beyond the OWC and coast drum is the planetary gear set. The stamping denotes only which OWC is included. Functionally, there is not much difference.Īlthough the coast-clutch drum is stamped “gas” or “diesel,” they are the same. The gas version has two missing teeth, whereas the diesel has a full set. To start with, the OD OWC was split into two versions, one gas and one diesel. This change made the previous one look like child’s play. ![]() The pace really picked up at the front end, in 2007, when Ford released four new packages, which depended upon whether the engine was gas or diesel and whether the transmission had PTO. ![]() Gas or diesel applications didn’t matter. The package included the OWC, coast-clutch drum and OD sun gear. This change triggered the first OD-package launch, due to the wider OWC and repositioning of the snap-ring groove in the coast-clutch drum. The fix was to increase the width of the OWC by about 0.040 inch. Initially, there was a problem with the overdrive one-way clutch (OWC), which is a mechanical diode. It’s hard to limit the overall repair cost when the part components of the repair enter the stratosphere.Ĭertain upgrades like the pump and valve body were not much of an issue, unlike what happened regarding the coast-clutch assembly. These OEM modifications have rendered cost containment nonexistent. Some of the item upgrades had been limited to the item itself, whereas others resulted in rather expensive and heavy packages. It is a very aggressive valve body and a minimum of billet input shaft and flex plate are recommended.Beginning with the launch of the 5R110W in 2003, the number of tweaks has been unending. It is calibrated to reduce the apply time between shifts, shift are firm and quick. This is the valve body of choice for a street driven all-purpose truck. The valve body receives extensive modifications as well. Clutch material is also essential which is why we use a combination of Borg Warner, Raybestos and Alto clutch packs which has both high torque strength as well as longevity and reliability. We increase the clutch count in the Forward, Overdrive, Intermediate and Overdrive clutch packs which allow much higher torque capacity in each gear. ![]() This is what takes the power and transmits it to the rear wheels. With the many shortcomings of the 5R110, none are more important than the clutch packs. That's why ATS modifies the transmission to make it the strongest and most reliable part of your drivetrain. A heavy duty truck needs parts which can stand up to heavy trailers, stop-and-go commutes to work, or high-horsepower applications. Not only does the factory transmission fail on trucks with minor upgrades, but even trucks in stock form have been known to be too powerful for the stock transmission. The 5R110 transmission requires many up-grades in order for it to hold up to the Power Stroke Engine. ATS 5R110 Billet Transmission Modifications
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