2008 Ford F-250 - International Threat: Part 1 Photo Gallery
5R110 Transmission Build
Mike McGlothlin –
Jul 1, 2013
Photo 1/22 | 2008 Ford F 250 International Threat Part 1 2008 Ford Super Duty On Lift With Transmission Out | 2008 ford f 250 international threat part 1 2008 ford super duty on lift with transmission out
Photo 2/22 | 2008 Ford F 250 International Threat Part 1 2008 Ford Super Duty On Lift With Transmission Out | 2008 ford f 250 international threat part 1 2008 ford super duty on lift with transmission out
Photo 3/22 | 2008 Ford F 250 International Threat Part 1 Transmission Pan Removal | River City Diesel owner, Josh Davis, performed the transmission build for us. He got started by removing the factory transmission pan, followed by the internal filter and solenoid body. Keep in mind: We were disassembling a working transmission with only 60,000 miles on it so we weren't really expecting any surprises once inside it.
Photo 4/22 | 2008 Ford F 250 International Threat Part 1 River City Diesel Billet Torque Converter | Finishing off the build is one of River City’s triple-disc, billet, Ultimate torque converters. For ’08 to ’10 trucks running the factory (or factory-based) compound turbo arrangement, the stall speed sits around the 1,600-rpm mark. But since we plan to ditch the factory turbos and install a big single, we’ll be running a looser converter from River City, one with a stall speed between 2,200 and 2,400 rpm.
Photo 5/22 | 2008 Ford F 250 International Threat Part 1 Overdrive Clutches | Once the transmission pump was unbolted and knocked loose (via a slide hammer), Davis was able to start pulling the guts out of the 5R110. As each piece of the puzzle came out, we inspected the stock components for wear. The overdrive clutches (shown) were in decent shape, but the fact that the transmission had only been subjected to eighth-mile passes explained their overall good condition. In the eighth, the truck was only in overdrive for a brief moment, whereas in the quarter-mile it would’ve been in high gear for more than half the track—and transmitting a tremendous torque load through these clutches.
Photo 6/22 | 2008 Ford F 250 International Threat Part 1 Intermediate Clutches | A little more wear was present on the factory intermediate clutches. This made sense, as the transmission had obviously seen Third gear during our eighth-mile endeavors. Subtle hot spots were present on the steels as well.
Photo 7/22 | 2008 Ford F 250 International Threat Part 1 Stock Direct Drive Clutches | If anything was going to let us down in the stock transmission, it would’ve been the direct drive clutches shown here. It’s both the hardest working, and the weakest stack in the 5R110. The black discoloration around the outer rim of the direct clutches means excessive slippage, and you can see hot spots on the steels (arrows).
Photo 8/22 | 2008 Ford F 250 International Threat Part 1 River City Diesel Clutches | All of River City Diesel’s Super BA transmissions utilize Alto clutches, pressure plates, snap rings, and steels from Sun Coast Converters. Sun Coast also supplies the pistons required to stack the extra clutches. Notice the bigger overdrive stack on the right vs. the factory hardware on the left. Five Red Eagle Alto overdrive clutches replace the stock three-count, effectively increasing holding capacity by 60 percent.
Photo 9/22 | 2008 Ford F 250 International Threat Part 1 Intermediate Clutch Packs | The intermediate clutch packs’ holding capacity is also increased by 60 percent over stock (five clutches vs. three). Kolene steels, which offer improved heat resistance and increased lubricity, replace the factory units as well.
Photo 10/22 | 2008 Ford F 250 International Threat Part 1 Direct Drive Clutches | Beefing up the weakest clutch pack (the direct drive clutches) called for six Alto units (and six Kolene steels) in place of the four stockers. The better friction material and extra clutches in this stack should allow it to stand up to the abuse it will regularly see.
Photo 11/22 | 2008 Ford F 250 International Threat Part 1 Forward Clutch Pack | Gaining an extra clutch over the factory stack is the Forward clutch pack. Sun Coast also includes Kolene steels and the necessary snap ring in this arrangement. No extra clutches are added to the low/reverse assembly, but the clutch material itself is upgraded.
Photo 12/22 | 2008 Ford F 250 International Threat Part 1 Reverse Drive Gear | Fresh out of a steamy bath in the jet sprayer, the transmission case was fitted with upgraded parts and a mix of both new and reusable factory components. First things first, a low/reverse drive gear made from 4140 steel (right) replaced the factory powdered metal one (left). This is what applies power to the output shaft, and extreme shock load or torque can literally explode the stocker.
Photo 13/22 | 2008 Ford F 250 International Threat Part 1 Forward Drum | The direct (shown) and forward drums were both fitted with their corresponding Alto piston supplied by Sun Coast. A different piston is required in order to squeeze in the extra clutches.
Photo 14/22 | 2008 Ford F 250 International Threat Part 1 Forward Geartrain | From there, the forward geartrain was installed as a complete unit using a special tool. After that, the intermediate clutches went in, starting with a friction plate.
Photo 15/22 | 2008 Ford F 250 International Threat Part 1 Intermediate Shaft Comparison | Intermediate shaft failure in the 5R110 is typically caused by a harsh 3-to-5 shift in high-horsepower trucks (actually a six-speed, the TorqShift’s shift pattern is 1, 2, 3, 5, 6 when warm, and 1, 2, 3, 4, 6 when cold). This causes the splined portion of the shaft to snap. Although the problem is attributed to a shift timing issue that can be fixed via tuning (such as allowing a quick flare to occur during the 3-5 shift), River City replaces the stock intermediate shaft with a unit made from 300M alloy steel. 300M is a common material used in built transmissions due to its combination of high strength, yet good ductility.
Photo 16/22 | 2008 Ford F 250 International Threat Part 1 Overdrive Planetary | After reinstalling the center support (which was in perfect condition), Davis moved on to upgrading the overdrive planetary. Because it sees a lot of stress, it’s common for the stock (and once again) powdered metal planetary to fail. So, the powdered metal unit gets ditched in favor of one made from 4140 steel (shown). No damage was discovered on the planet gears, so they were reused.
Photo 17/22 | 2008 Ford F 250 International Threat Part 1 Transmission Pump Install | With the improved overdrive planetary and coast clutch drum in, it was time to install a brand-new OE transmission pump. Due to Ford updating its 5R110 pumps five times in the last 2 years, the folks at River City decided it was best to just include a new pump in every transmission it builds. Without having to overhaul the original pump, this saves time as well. The new pump isn’t modified in any way, as increased fluid pressure can be taken care of in the transmission’s tuning.
Photo 18/22 | 2008 Ford F 250 International Threat Part 1 Input Shaft | Going a step beyond your typical 300M input shaft, River City equips its transmissions with one made from ultra-strong Maraging 300 alloy steel. It’s more robust than 300M yet still malleable enough to deform under stress and also better resists corrosion and cracking. Thanks to its superior strength qualities, Maraging 300 is commonly used in the military and aerospace industry. Once the input shaft was in, the transmission pump bolts were torqued in place.
Photo 19/22 | 2008 Ford F 250 International Threat Part 1 Solenoid Body Apart | Following the solenoid body’s disassembly, it was cleaned, inspected, and all seven solenoids were replaced. The filter plate gasket that sits between the two solenoid body halves was replaced as well.
Photo 20/22 | 2008 Ford F 250 International Threat Part 1 Transmission Filter | Here you can see the Job 1 internal transmission filter we had (right) next to the Job 2 filter River City replaced it with (PN 8C3Z-7A098-D). The Job 1 filter forces the transmission pump to cycle dirty fluid before it can be bypass-filtered, whereas the Job 2 unit filters fluid before it makes it to the gerotor gears. Due to the Job 2 filter being wider, however, it requires you to run a different transmission pan. This was fine with us, as all of River City’s Super BA transmissions come with a deeper, cast-aluminum pan from PML.
Photo 21/22 | 2008 Ford F 250 International Threat Part 1 Transmission Fluid Temp Sender | Addressing another common failure point in the 5R110 is the updated transmission fluid temperature sensor on the left (PN BC3Z-7H141-A). When the factory sensor fails, the transmission temperature gauge will fluctuate between cold and maxed out, the Tow/Haul light will flash (indicating a code has been stored), and the transmission likely won’t shift past Third gear. Luckily, the transmission control module (TCM) looks at engine oil temperature when the sensor fails in order to protect the transmission.
Photo 22/22 | 2008 Ford F 250 International Threat Part 1 Pml Transmission Pan Installed | River City chooses to run PML’s deep pan for a few important reasons. First, the pan is internally baffled, so fluid can’t flow completely away from the transmission pump when the truck launches. Second, River City believes powdercoating acts as insulation on transmission pans, which actually holds heat in instead of dissipating it (hence the bare aluminum pan). Last but not least, it adds more than 4 quarts of fluid capacity. All Super BA transmissions leave wearing a coat of River City’s signature blue paint as well.