Unfortunately I'm not a transmission technician so I've never had either apart (or any other transmission for that matter), but I vaguely recall Mark, or someone else had mentioned something along the lines of the gas engine applications having less clutch discs or some other internal differences which make them less beefy compared to the diesel ones. Another thing I'm unsure of, is whether the internal hard parts of the transmission are completely identical to one another between the 6.0L diesel and 5.4L gas engine applications. The 5R110 Torqshift transmission is susceptible to issues that include: converter lockup lining failure and shudder line pressure instability pump wear, front seal leaks and fluid contamination as well as clutch and unit failure. While I know the 6.0L diesel rear engine cover adapter bolt pattern on automatic applications for F-250 to F-550 trucks does appear very SIMILAR to the pattern used on Ford's 5.4L and 6.8L gas engines (amongst other gas engines of theirs'), I do not know for a 100% sure that it in fact IS, and will bolt up. The 5R110 transmission is used extensively in such popular applications as the F250, F350, F450 & F550 Series trucks. Guy says its a direct swap, meets the budget better, would it fit? Same thing on the torque, would I just need to reuse mine?THAT, I do not know for sure 100%. I also found a 2005 out of a 5.4 gas motor. Two weeks ago was 11 years since I left Ford.M-Chan more great info thank you. I don't remember which clutches are different. The V10 trans has more clutch plates in some of the clutches than the V8 version. It doesn't hurt the trans, it's just very annoying.Ī V10 trans will work behind a 5.4L, but some of the shifts are going to be VERY firm. If you put a diesel trans behind a gas engine you'll not be happy with the clunk during the 2-3 shift. I still disagree with that, and so do several people on various forums that have complained about it. The gas versions clunked so bad that manglement was forced into the more expensive low lash design.They felt that the noise of the diesel would mask it and nobody would notice it. When I was working on the tunes for the 2005 diesel at Ford I researched the 2-3 clunk extensively. The diesel version produces clunking on the 2-3 shift. I know for fact a 5r110w out of a truck will work in place of a 5r110 (if you swap to a 6.4 flex plate or use a 6.0 converter), assuming there isnt something van specific. This allows less rotation before the clutch engages. If the van was a 6.0 you wont have to do anything but swap it.even if it was 2wd your transfer case would bolt right on it. The gas versions have a lower lash clutch. The intermediate one way clutch is different between the gas and diesel transmissions. A properly working transmission will flow that amount in about 10 seconds or less. Any differences between E-series and F-series V10 engines and 5R110W trannies? The fittings are 3/8' but the 6.0 with the 5R110 has 1/2' fittings. Will the 5R110W from the diesels bolt up to the V10 gasser as well (as in identical bolt pattern)?ģ. Will the 5R110W from the 5.4 fit the 6.8 - as they are both modular engines?Ģ. I have seen quite a few trannies and engines for sale on eBay and other places and I am wondering about the compatability, as it seems the vendors dont know of wont tell me the following:ġ. To this end, we came up with the Triton V10 and 5R110W combo - plenty of poke, quiet, good highway cruising and can pull a load - and its not a diesel (cleint preference).!!! The client has a vision of turning it into a car-hauler/5th-wheel hauler with an extended cab so that means that the diff would have to go as well - its ratio means that any modern engine/trans como would be revving its head off at highways speeds. The body and chassis are mint, but the old Hercules I6 and gearbox are toast. Recently I had a client purchase a 1946 Diamond T truck with a view to doing a resto-mod on this vehicle. I am just seeking some information from those that know, if you could help me out please.
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