When this truck came back for the 15 day follow-up, everything was working great and the customer was pleased with the job. The transmission was replaced with our remanufactured unit, the vehicle software calibration was updated, fluid level was verified, and the relearn procedure was performed.Īfter a road test and a recheck, the truck was delivered to the customer with a 15 day follow-up recommendation, which is our standard protocol after an installation to ensure that there are no leaks or problems that could lead to future issues for the customer. The decision was made to go with a remanufactured unit in lieu of repairing the customer’s unit, since the customer was in a hurry to get the truck back on the road because it was a commercial truck. This truck came into our shop diagnosed with an internal problem that required it to be removed and repaired. The subject of this article is a 2007 F-350 equipped with the 6.0L diesel engine, and the 5R110W transmission. The 5R110W transmission that is common to the 2003 to 2009 Ford Super duty trucks and vans is a very reliable and straight forward transmission when it comes to diagnosis and repair. He also works with internal teams to develop installation instructions for our products, helping to give our customers the best possible installations for our products. His technical background allows him to assist customers with pre-installation and post-installation questions and warranty concerns. Lance Baker joined Certified Transmission in early 2013 and works closely with customer’s shops and distributors. I hate to do it that way but it happens so fast and abruptly that it's hard to even watch trans pressures to see what's happening.By Lance Baker, Warranty Technical Adviser If no change pull trans apart and swap the center support from my other trans. Just speculating but going to swap the whole valve body. Tried various different tunes but no change. Checked the direct apply piston and swapped out the direct solenoid for another stock one from my spare trans. All clutches looked like new except directs had just a touch of wear and started getting hot so I put a new set of directs in. I built my own trans so I tore it back down. Anything under 3/4 throttle it doesn't act up. If I stay in it, after that 1.5 second period, (and scraping my face off the windshield) rpms come right back to life, shift to 4th lock, 5th/aka 6th o.d, 5th lock no problem. Just like you shut the key off for 1.5 seconds. It will free rev and because of the free rev it completely de-fuel for 1.5 seconds. Anything over 3/4 throttle going from 3 to 5 shift it won't shift to 5th (aka 4th). I have what seems to be the exact problem. Can I switch the solenoids out? or the whole solenoid body from the 06 to the 09? That should fix the OD problem I have a brand new 5r110 that was bought from ford for a 2006 6.0 about 3k miles. Anybody had this problem before? What do I do? Now it is not wanting to go into overdrive all the time or shifting down from OD and stuck in that gear. I Tried changing the tuning and that didn't help. There was once or twice that it hardly did it at all compared to how it was slipping. So it slips worse the faster you take off, too fast and it will hard jerk and neutralize. When it's getting ready to shift I let off the throttle and that almost eliminates it. Accelerated real slow and it had a light slip from 3 to 5. Pulled over, shut it off for about 5 mins. It went to shift out of 3rd into 5th and felt like it neutralized and RPMS shot up real fast then it jerked real hard. So I was taking off from a stop light, about 25% throttle. I don't drive crazy, I've never had it over 85% throttle. I went straight to the 345 after that and use it as my DD. Don't get me wrong I like it but i doubt a stock trany won't last long shifting like that. The 250 had really rough shifting even after I did my trany relearn steps. I have an 09 6.4 with about 68'000 miles.
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