2003-2007 Powerstroke Transmission

SUN COAST 700HP+ CATEGORY 4 UPGRADED 5R110 TRANSMISSION W/ BILLET AEROMET INPUT SHAFT, BILLET FLEXPLATE, BILLET RING GEAR HUB, BILLET REAR OVERDRIVE PLANET, BILLET INTERMEDIATE SHAFT, NO WALK CENTER SUPPORT AND SUNCOAST DIRECT POWERPACK

5R110 transmission includes the following:

The SunCoast Category 4 5R110 transmission has it all. With the addition of the billet intermediate shaft and upgrading the shaft to Aeromet, there is not a stronger 5R110 transmission you will find anywhere. SunCoast engineering team has developed each specific piece to work in conjunction with each other. The transmission starts with a new 9C pump from Ford, then we use all new Ford solenoids. The shaft is then upgraded to Aeromet, and we add a billet intermediate shaft, as well. The pump and valve body on the category 4 Ford 5R110 transmission is also upgraded to our custom full competition specifications. This is the end-all be-all of the 5R110 transmissions.

Tales from the 5R110 

The Torqshift 5-speed 5R110 transmission replaces the old faithful 4-speed 4R100 in the 2003 model year with the introduction of the new 6.0L diesel engine. The Torqshift design, in fact, has a total of six forward gears ratios, however only 5 are advertised. The "hidden gear" is only used in very cold weather. The 5 forward ratios are: 3.11, 2.22, 1.55, 1.00, and finally overdrive is .71. The Torqshift also utilizes an optional 4th gear, which is 1.10, that is used in cold start conditions to aid in engine and transmission warm up.

With the Torqshift, once the Tow / Haul mode is activated, it can help increase driver control when towing large loads up and down steep grades. It will also minimize shifts and maximize the available torque. Upon descent, the tow/haul feature utilizes engine braking to help extend the life of the transmission and improves driver control.

The Torqshift was also Ford's first attempt at adaptive control. The adaptive control shift function monitors the performance over its lifetime and adjusts shift times in real time to assure consistency and to compensate for wear. The Torqshift was also used with the 6.4L as well. This transmission was later replaced with the much larger and more robust 6R140 when the 6.7L Powerstroke was released by Ford.

Updated Low/Reverse Snap Ring

On both really and late model 5R110 transmissions a common failure is that the low/reverse retaining ring pops out of the case groove. This causes clutch slippage in reverse and due to radial movement in the pressure plate the retaining ring will walk right out of its groove. 

SunCoast replaces this retaining ring with an updated one that is much wider and thicker. The updated retaining ring provides increased outward tension which increases rigidity helping keep the ring seated securely in the case groove.

Walking Away from the Center Support. . . 

The center support on a transmission is a critical component that could make the difference between success or failure. The center support acts as a stabilizer, just as our lower back and abdominal muscles support us. With the Torqshift being such a long unit, over time the torsional flexing distorts the case, and the center support can sag and become displaced. The TorThe 5RTqshift relies on the center support to also apply fluid feed to the direct and forward clutches. When this distortion occurs, the fluid feed holes for direct and forward can become misaligned. This is especially true when towing heavy loads or under moderate to hard acceleration. This will also lead to premature failure and burnt clutches.

SunCoast has developed a new "No Walk" center support to correct this issue, which we include in this kit. We also go a step further with this and make a new Mag-Hytec pan standard to increase the rigidity of the case and reduce torsional flexing.

With this now being corrected the need for the direct solid modification is no longer needed. We originally created this modification before learning about the torsional effect.

The 'Wide Load" Direct Clutch

The direct clutch pack has been a problem child for some time now. With the center support now being corrected, we move your attention to the most problematic area of the 5R110, the direct clutch. In the 5R110 the direct clutch pack has been the topic of so many discussions. In the beginning we modified the direct clutch solenoid. We did this as a result of the fluid flow issues we were seeing, trying to compensate for what we would later find out was the center support walking. Today many companies still sell these altered solenoids to try to correct a direct clutch issue. We have alleviated this with our new no walk center support.

Moving forward the direct clutch pack is still one of the most abused clutch packs within the transmission. The direct clutch pack is constantly subjected to conditions that can prematurely wear. To alleviate this SunCoast has developed our new "wide load" direct clutch pack. These new clutches are not only made from our SunCoast SCZ carbon graphitic material but a larger wider clutch as well.

Making the clutch wider effectively increases the mean radius of a clutch, increasing the mean radius increases the torque capacity of said clutch. What this mean is the larger the mean effective radius, the more torque load capacity the friction plate can handle.

This new wider clutch is also combined with the new wider steel and new wider apply plate. This combination along with the new and improved "No Walk" center support make this the most loudly engineered kit on the market today.

The Billet Ring Gear Hub

The Ford factory ring gear hub has many issues even in stock form. When we start increasing load on the driveline via additional torque, larger wheels and tires, towing heavy loads or aftermarket tuning this piece becomes very susceptible to catastrophic failure. 

This unit comes with a new billet one piece ring gear hub. This new billet hub is precision machined out of 4140 HTSR steel. This not only withstands the additional torque but is perfect for heavy duty towing applications.

The Input Shaft

In most of our 5R110 transmission rebuild kits we typically use a 300 Maraging billet steel, however in this particular SunCoast 5R110 transmission rebuild kit we upgrade to an aeromet material for the input shaft. 

The aeromet input shaft is much stronger than the Vascomax material. This added streangth helps resists sheer breaking which so common in the 5R110 transmission due to the smaller shaft size. A sheer break typically occurs with excessive power or the rapid loading and unloading of the transmission. This phenomenon is pretty common with wheel hop.

The Aeromet material also is much more resistant to torsional fatigue breakage. Fatigue breaks are pretty common in applications that include heavy towing and hauling.

The Intermediate Shaft

The Ford 5R110 transmission has been known to strip the splines out on the intermediate shaft in even stock applications. It is also a well know fact that the intermediate shaft on these will fracture and sheer completely causing catastrophic failure within the unit. This problem is further agitated by the addition of larger tires, aftermarket performance modifications, and heavy towing/hauling. When these shafts due break the collateral damage as a result can be very expensive.

In the SunCoast Category 4 5R110 transmission rebuild kit we upgrade the intermediate shaft to a precision machined billet steel shaft. This shaft is manufactured using 300m steel that has been heat treated for increased strength and reliability. This 5R110 billet intermediate shaft has also had the radius increased in critical load areas to withstand the additional loads.

Billet Planet

The overdrive planet on the 5R110W is a definite weak link in the higher horsepower applications. This is especially true when you factor in larger wheels and tires. 

The billet overdrive planet housing is used in all of our competition 5R110W transmissions. This overdrive planet is precision machined out of 4140 HTSR billet steel. This eliminates both the spline failures as well as the housing shattering under heavy loads.

Mean effective radius is the distance from the theoretical center of the friction plate to the center of the friction material. What this means is the larger the mean effective radius, the more torque load capacity the friction plate can handle.

Information such as tire size, gear ratio, and reciprocating mass can all play a role in the torsional fatigue that occurs on these shafts. Torsional fatigue is one of the largest contributors to premature failure that we see. Fatigue is something that occurs over time after repeated stress. It is not so much the overall torque but the "accumulation" or "sum" of all the torque that the object has been exposed to over time. When you examine the different materials for making these shafts, you will see they come in a variety of grades with a variety of prices. While the more expensive grades such a Maraging, Vascomax, or even the much coveted Aeromet, have a stronger yield rate, they are much more resistant to fatigue.

***Price includes a $1500.00 Core charge.  Core charge will be refunded once old core is received.***

SUN COAST 500HP CATEGORY 2 UPGRADED 5R110 TRANSMISSION W/ BILLET VASCOMAX INPUT SHAFT, BILLET RING GEAR HUB, NO WALK CENTER SUPPORT AND SUNCOAST DIRECT POWERPACK

5R110 transmission includes the following:

The SunCoast Category 2 5R110 transmission takes another step forward in power handling with the addition of the billet rear ring gear hub in conjunction with the billet input shaft. The SunCoast Category 2 5R110 upgraded transmission also gets our proprietary pump and valve body modifications ensuring clean, crisp, and accurate shifts. At this power level a billet flexplate is recommended to ensure reliability.

Tales from the 5R110

The TorqShift 5-speed 5R110 transmission replaces the old faithful 4-speed 4R100 in the 2003 model year with the introduction of the new 6.0L diesel engine. The TorqShift design, in fact, has a total of six forward gears ratios; however, only five are advertised, with the hidden gear only being used in very cold weather. The five forward ratios are: 3.11, 2.22, 1.55, 1.00, andfinallyoverdrive is 0.71. The TorqShift also utilizes an optional 4th gear at 1.10, which is used in cold start conditions to aid in engine and transmission warm up.

With the TorqShift, once the Tow/Haul mode is activated, it can help increase driver control when towing large loads up and down steep grades. It will also minimize shifts and maximize the available torque. Upon descent, the tow/haul feature utilizes engine braking to help extend the life of the transmission and improves driver control.

The TorqShift was also Fords first attempt at adaptive control. The adaptive control shift function monitors the performance over its lifetime and adjusts shift times in real time to ensure consistency and compensate for wear. The TorqShift was also used with the 6.4L. This particular transmission was later replaced with the much larger and more robust 6R140 when the 6.7L PowerStroke was released by Ford.

Walking Away from the Center Support

The center support on a transmission is a critical component that could make the difference between success or failure. The center support acts as a stabilizer, just as our lower back and abdominal muscles support us. With the TorqShift being such a long unit, over time, the torsional flexing distorts the case, and the center support can sag and become displaced. The TorqShift relies on the center support to also apply fluid feed to the direct and forward clutches. When this distortion occurs, the fluid feed holes for direct and forward can become misaligned. This is especially true when towing heavy loads or under moderate-to-hard acceleration. This will also lead to premature failure and burnt clutches.

SunCoast has developed a new No Walk Center Support to correct this issue, which we include in this kit. We also go a step further with this and make a new Mag-Hytec pan standard to increase the rigidity of the case and reduce torsional flexing.

With this now being corrected, the need for the direct solid modification is no longer needed. We originally created this modification before learning about the torsional effect.

The 'Wide Load" Direct Clutch

The direct clutch pack has been a problem child for some time now. With the center support now being corrected, we move your attention to the most problematic area of the 5R110: the direct clutch. In the 5R110, the direct clutch pack has been the topic of so many discussions. In the beginning, we modified the direct clutch solenoid as a result of the fluid flow issues we were seeing and trying to compensate for what we would later find out was the center support walking. Today, many companies still sell these altered solenoids to try to correct a direct clutch issue. We have alleviated this with our new no walk center support.

The direct clutch pack is still one of the most abused clutch packs within the transmission. The direct clutch pack is constantly subjected to conditions that can prematurely wear. To alleviate this, SunCoast has developed our new wide load direct clutch pack. These new clutches are not only made from our SunCoast SCZ carbon graphitic material, but also a larger, wider clutch.

Making the clutch wider effectively increases the mean radius of a clutch, which in turn increases the torque capacity of said clutch. What this means is the larger the mean effective radius, the more torque load capacity the friction plate can handle.

This new wider clutch is also combined with the new wider steel and new wider apply plate. This combination, along with the new and improved No Walk center support, makes this the most loudly engineered kit on the market today.

The Billet Ring Gear Hub

The Ford factory ring gear hub has many issues, even in stock form. When we start increasing load on the driveline via additional torque, larger wheels and tires, towing heavy loads or aftermarket tuning, this piece becomes very susceptible to catastrophic failure.

This unit comes with a new billet one-piece ring gear hub. This new billet hub is precision machined out of 4140 HTSR steel. This not only withstands the additional torque, but is also perfect for heavy duty towing applications.

The Input Shaft

The factory Ford input shaft is one of the smallest input shafts on the market today. Its lack of size makes for a sore subject with many of our customers after a simple programmer has proven to be too much. With factory wheels and tires, this is a standard replacement for all of our builds. With larger wheels and tire combinations, this becomes essential at stock horsepower/torque.

Tire size, gear ratio, and reciprocating mass can all play a role in the amount of torsional fatigue that can occur. Torsional fatigue is one of the largest contributors to premature failure. Fatigue is something that occurs over time after repeated stress. So torsional fatigue is something that occurs over time after repeated stress. It is not so much the overall torque but the accumulation or sum of all the torque that the object has seen over time. SunCoast uses a new billet input shaft that is heat treated and precision ground from 300 maraging steel for maximum held strength. This shaft is a 100% drop-in assembly.

Mean effective radius is the distance from the theoretical center of the friction plate to the center of the friction material. What this means is the larger the mean effective radius, the more torque load capacity the friction plate can handle.

Information such as tire size, gear ratio, and reciprocating mass can all play a role in the torsional fatigue that occurs on these shafts. Torsional fatigue is one of the largest contributors to premature failure that we see. Fatigue is something that occurs over time after repeated stress. It is not so much the overall torque but the "accumulation" or "sum" of all the torque that the object has been exposed to over time. When you examine the different materials for making these shafts, you will see they come in a variety of grades with a variety of prices. While the more expensive grades such a Maraging, Vascomax, or even the much coveted Aeromet, have a stronger yield rate, they are much more resistant to fatigue.

***Price includes a $1500.00 Core charge.  Core charge will be refunded once old core is received.***

SUNCOAST 450 HP CATEGORY 1 UPGRADED 5R110 TRANSMISSION W/ BILLET VASCOMAX INPUT SHAFT, NO WALK CENTER SUPPORT AND SUNCOAST DIRECT POWERPACK

5R110 transmission includes the following:

The SunCoast Category 1 transmission is our entry level heavy duty transmission. We use our custom clutch power packs to improve both reliability and performance. In this 5R110 transmission, we perform all of our valve body modifications to ensure clean, accurate shifting. This receives a host of other improvements explained as well, most notably a new 5R110 billet input shaft. This is a perfect build for a mildly modified daily driver thats doubles as a tow rig, as well.

Tales from the 5R110

The TorqShift 5-speed 5R110 transmission replaces the old faithful 4-speed 4R100 in the 2003 model year with the introduction of the new 6.0L diesel engine. The TorqShift design, in fact, has a total of six forward gears ratios; however, only five are advertised, with the hidden gear only being used in very cold weather. The five forward ratios are: 3.11, 2.22, 1.55, 1.00, andfinallyoverdrive is 0.71. The TorqShift also utilizes an optional 4th gear at 1.10, which is used in cold start conditions to aid in engine and transmission warm up.

With the TorqShift, once the Tow/Haul mode is activated, it can help increase driver control when towing large loads up and down steep grades. It will also minimize shifts and maximize the available torque. Upon descent, the tow/haul feature utilizes engine braking to help extend the life of the transmission and improves driver control.

The TorqShift was also Fords first attempt at adaptive control. The adaptive control shift function monitors the performance over its lifetime and adjusts shift times in real time to ensure consistency and compensate for wear. The TorqShift was also used with the 6.4L. This particular transmission was later replaced with the much larger and more robust 6R140 when the 6.7L PowerStroke was released by Ford.

Walking Away from the Center Support

The center support on a transmission is a critical component that could make the difference between success or failure. The center support acts as a stabilizer, just as our lower back and abdominal muscles support us. With the TorqShift being such a long unit, over time, the torsional flexing distorts the case, and the center support can sag and become displaced. The TorqShift relies on the center support to also apply fluid feed to the direct and forward clutches. When this distortion occurs, the fluid feed holes for direct and forward can become misaligned. This is especially true when towing heavy loads or under moderate-to-hard acceleration. This will also lead to premature failure and burnt clutches.

SunCoast has developed a new No Walk Center Support to correct this issue, which we include in this kit. We also go a step further with this and make a new Mag-Hytec pan standard to increase the rigidity of the case and reduce torsional flexing.

With this now being corrected, the need for the direct solid modification is no longer needed. We originally created this modification before learning about the torsional effect.

The 'Wide Load" Direct Clutch

The direct clutch pack has been a problem child for some time now. With the center support now being corrected, we move your attention to the most problematic area of the 5R110: the direct clutch. In the 5R110, the direct clutch pack has been the topic of so many discussions. In the beginning, we modified the direct clutch solenoid as a result of the fluid flow issues we were seeing and trying to compensate for what we would later find out was the center support walking. Today, many companies still sell these altered solenoids to try to correct a direct clutch issue. We have alleviated this with our new no walk center support.

The direct clutch pack is still one of the most abused clutch packs within the transmission. The direct clutch pack is constantly subjected to conditions that can prematurely wear. To alleviate this, SunCoast has developed our new wide load direct clutch pack. These new clutches are not only made from our SunCoast SCZ carbon graphitic material, but also a larger, wider clutch.

Making the clutch wider effectively increases the mean radius of a clutch, which in turn increases the torque capacity of said clutch. What this means is the larger the mean effective radius, the more torque load capacity the friction plate can handle.

This new wider clutch is also combined with the new wider steel and new wider apply plate. This combination, along with the new and improved No Walk center support, makes this the most loudly engineered kit on the market today.

The Input Shaft

The factory Ford input shaft is one of the smallest input shafts on the market today. Its lack of size makes for a sore subject with many of our customers after a simple programmer has proven to be too much. With factory wheels and tires, this is a standard replacement for all of our builds. With larger wheels and tire combinations, this becomes essential at stock horsepower/torque.

Tire size, gear ratio, and reciprocating mass can all play a role in the amount of torsional fatigue that can occur. Torsional fatigue is one of the largest contributors to premature failure. Fatigue is something that occurs over time after repeated stress.  So torsional fatigue is something that occurs over time after repeated stress. It is not so much the overall torque but the accumulation or sum of all the torque that the object has seen over time. SunCoast uses a new billet input shaft that is heat treated and precision ground from 300 maraging steel for maximum held strength. This shaft is a 100% drop-in assembly.

* NOTE * TORQUE CONVERTER AND DEEP PAN SOLD SEPARATELY

Mean effective radius is the distance from the theoretical center of the friction plate to the center of the friction material. What this means is the larger the mean effective radius, the more torque load capacity the friction plate can handle.

Information such as tire size, gear ratio, and reciprocating mass can all play a role in the torsional fatigue that occurs on these shafts. Torsional fatigue is one of the largest contributors to premature failure that we see. Fatigue is something that occurs over time after repeated stress. It is not so much the overall torque but the "accumulation" or "sum" of all the torque that the object has been exposed to over time. When you examine the different materials for making these shafts, you will see they come in a variety of grades with a variety of prices. While the more expensive grades such a Maraging, Vascomax, or even the much coveted Aeromet, have a stronger yield rate, they are much more resistant to fatigue.

***Price includes a $1500.00 Core charge.  Core charge will be refunded once old core is received.***

5R110 Transmission includes the following:

The GUARDIAN SunCoast 5R110 Transmission is our base 5R110 transmission. This is a perfect transmission for a stock vehicle that is used in heavy duty applications. This offers all of the current fixes for the direct clutch circuit, with our Patent-Pending No Walk center support. This transmission also has the new wide-load direct clutch pack. This is the perfect economical solution for our customers looking for a heavy duty towing transmission with no power adders.

Tales from the 5R110

The TorqShift 5-speed 5R110 transmission replaces the old faithful 4-speed 4R100 in the 2003 model year with the introduction of the new 6.0L diesel engine. The TorqShift design, in fact, has a total of six forward gears ratios; however, only five are advertised, with the hidden gear only being used in very cold weather. The five forward ratios are: 3.11, 2.22, 1.55, 1.00, andfinallyoverdrive is 0.71. The TorqShift also utilizes an optional 4th gear at 1.10, which is used in cold start conditions to aid in engine and transmission warm up.

With the TorqShift, once the Tow/Haul mode is activated, it can help increase driver control when towing large loads up and down steep grades. It will also minimize shifts and maximize the available torque. Upon descent, the tow/haul feature utilizes engine braking to help extend the life of the transmission and improves driver control.

The TorqShift was also Fords first attempt at adaptive control. The adaptive control shift function monitors the performance over its lifetime and adjusts shift times in real time to ensure consistency and compensate for wear. The TorqShift was also used with the 6.4L. This particular transmission was later replaced with the much larger and more robust 6R140 when the 6.7L PowerStroke was released by Ford.

Walking Away from the Center Support

The center support on a transmission is a critical component that could make the difference between success or failure. The center support acts as a stabilizer, just as our lower back and abdominal muscles support us. With the TorqShift being such a long unit, over time, the torsional flexing distorts the case, and the center support can sag and become displaced. The TorqShift relies on the center support to also apply fluid feed to the direct and forward clutches. When this distortion occurs, the fluid feed holes for direct and forward can become misaligned. This is especially true when towing heavy loads or under moderate-to-hard acceleration. This will also lead to premature failure and burnt clutches.

SunCoast has developed a new No Walk Center Support to correct this issue, which we include in this kit. We also go a step further with this and make a new Mag-Hytec pan standard to increase the rigidity of the case and reduce torsional flexing.

With this now being corrected, the need for the direct solid modification is no longer needed. We originally created this modification before learning about the torsional effect.

The 'Wide Load" Direct Clutch

The direct clutch pack has been a problem child for some time now. With the center support now being corrected, we move your attention to the most problematic area of the 5R110: the direct clutch. In the 5R110, the direct clutch pack has been the topic of so many discussions. In the beginning, we modified the direct clutch solenoid as a result of the fluid flow issues we were seeing and trying to compensate for what we would later find out was the center support walking. Today, many companies still sell these altered solenoids to try to correct a direct clutch issue. We have alleviated this with our new no walk center support.

The direct clutch pack is still one of the most abused clutch packs within the transmission. The direct clutch pack is constantly subjected to conditions that can prematurely wear. To alleviate this, SunCoast has developed our new wide load direct clutch pack. These new clutches are not only made from our SunCoast SCZ carbon graphitic material, but also a larger, wider clutch.

Making the clutch wider effectively increases the mean radius of a clutch, which in turn increases the torque capacity of said clutch. What this means is the larger the mean effective radius, the more torque load capacity the friction plate can handle.

This new wider clutch is also combined with the new wider steel and new wider apply plate. This combination, along with the new and improved No Walk center support, makes this the most loudly engineered kit on the market today.

Mean effective radius is the distance from the theoretical center of the friction plate to the center of the friction material. What this means is the larger the mean effective radius, the more torque load capacity the friction plate can handle.

* NOTE *  TORQUE CONVERTER AND DEEP PAN SOLD SEPARATELY

***Price includes a $1500.00 Core charge.  Core charge will be refunded once old core is received.***

SSFDD3600-CB-6.0, SUPER ST DUAL

• Country of Origin: USA
• Clutch Usage: Performance
• Clutch Disc Quantity: Dual
• Input Spline Quantity: 10
• Input Shaft Diameter: 1.375
• Disc Diameter (in): 13
• Disc Diameter (mm): 330
• Disc Material: Ceramic
• Disc Style: Button
• Hub Style: Sprung
• Pressure Plate Style: Diaphragm
• Throwout Bearing Included (TRUE/FALSE): TRUE
• Throwout Bearing Style: STANDARD
• Alignment Tool Included (TRUE/FALSE): TRUE
• Pilot Bushing Included (TRUE/FALSE): TRUE
• Pilot Bushing Material: Steel
• Flywheel Included (TRUE/FALSE): TRUE
• Flywheel Material: BILLET
• Ring Gear Tooth Quantity: 155
• Flywheel Bolt Quantity: N/A
• Engine Balance: EXTERNAL
• Counterweight Assist (TRUE/FALSE): N/A
• Mounting Hardware Included (TRUE/FALSE): TRUE

SFDD3250-6.0, STREET DUAL DISC

• Country of Origin: USA
• Clutch Usage: Performance
• Clutch Disc Quantity: Dual
• Input Spline Quantity: 10
• Input Shaft Diameter: 1.375
• Disc Diameter (in): 13
• Disc Diameter (mm): 330
• Disc Material: Organic
• Disc Style: Button
• Hub Style: Sprung
• Pressure Plate Style: Diaphragm
• Throwout Bearing Included (TRUE/FALSE): TRUE
• Throwout Bearing Style: STANDARD
• Alignment Tool Included (TRUE/FALSE): TRUE
• Pilot Bushing Included (TRUE/FALSE): TRUE
• Pilot Bushing Material: Steel
• Flywheel Included (TRUE/FALSE): TRUE
• Flywheel Material: CAST
• Ring Gear Tooth Quantity: 152
• Flywheel Bolt Quantity: 8
• Engine Balance: N/A
• Counterweight Assist (TRUE/FALSE): N/A
• Mounting Hardware Included (TRUE/FALSE): TRUE

FDDDCOMP-6.0, COMP TRILPE DISC

• Country of Origin: USA
• Clutch Usage: Performance
• Clutch Disc Quantity: Triple
• Input Spline Quantity: 10
• Input Shaft Diameter: 1.375
• Disc Diameter (in): 13
• Disc Diameter (mm): 330
• Disc Material: Organic
• Disc Style: Full face
• Hub Style: Rigid
• Pressure Plate Style: Diaphragm
• Throwout Bearing Included (TRUE/FALSE): TRUE
• Throwout Bearing Style: STANDARD
• Alignment Tool Included (TRUE/FALSE): TRUE
• Pilot Bushing Included (TRUE/FALSE): TRUE
• Pilot Bushing Material: Steel
• Flywheel Included (TRUE/FALSE): FALSE
• Flywheel Material: N/A
• Ring Gear Tooth Quantity: N/A
• Flywheel Bolt Quantity: N/A
• Engine Balance: N/A
• Counterweight Assist (TRUE/FALSE): N/A
• Mounting Hardware Included (TRUE/FALSE): FALSE

2004-2007 FORD ALL F-SERIES 6.0L DIESEL 6 SPEED

FDDC3850-6.0, COM DUAL DISC

• Country of Origin: USA
• Clutch Usage: Performance
• Clutch Disc Quantity: Dual
• Input Spline Quantity: 10
• Input Shaft Diameter: 1.375
• Disc Diameter (in): 13
• Disc Diameter (mm): 330
• Disc Material: Sintered Iron
• Disc Style: Full face
• Hub Style: Rigid
• Pressure Plate Style: Diaphragm
• Throwout Bearing Included (TRUE/FALSE): TRUE
• Throwout Bearing Style: STANDARD
• Alignment Tool Included (TRUE/FALSE): TRUE
• Pilot Bushing Included (TRUE/FALSE): TRUE
• Pilot Bushing Material: Steel
• Flywheel Included (TRUE/FALSE): FALSE
• Flywheel Material: BILLET
• Ring Gear Tooth Quantity: 155
• Flywheel Bolt Quantity: 9
• Engine Balance: N/A
• Counterweight Assist (TRUE/FALSE): N/A
• Mounting Hardware Included (TRUE/FALSE): FALSE

2004-2007 FORD ALL F-SERIES 6.0L DIESEL 6 SPEED

FDDC3600-6.0, COMP DUAL DISC

• Country of Origin: USA
• Clutch Usage: Performance
• Clutch Disc Quantity: Dual
• Input Spline Quantity: 10
• Input Shaft Diameter: 1.375
• Disc Diameter (in): 13
• Disc Diameter (mm): 330
• Disc Material: Sintered Iron
• Disc Style: Full face
• Hub Style: Rigid
• Pressure Plate Style: Diaphragm
• Throwout Bearing Included (TRUE/FALSE): TRUE
• Throwout Bearing Style: STANDARD
• Alignment Tool Included (TRUE/FALSE): TRUE
• Pilot Bushing Included (TRUE/FALSE): TRUE
• Pilot Bushing Material: Steel
• Flywheel Included (TRUE/FALSE): FALSE
• Flywheel Material: BILLET
• Ring Gear Tooth Quantity: 155
• Flywheel Bolt Quantity: 9
• Engine Balance: N/A
• Counterweight Assist (TRUE/FALSE): N/A
• Mounting Hardware Included (TRUE/FALSE): FALSE

2004-2007 FORD ALL F-SERIES 6.0L DIESEL 6 SPEED

1950-6.0-OK-HD, ORG HD CL & FLY

• Country of Origin: USA
• Clutch Usage: Performance
• Clutch Disc Quantity: Single
• Input Spline Quantity: 10
• Input Shaft Diameter: 1.375
• Disc Diameter (in): 13
• Disc Diameter (mm): 330
• Disc Material: Organic
• Disc Style: Button
• Hub Style: Sprung
• Pressure Plate Style: Diaphragm
• Throwout Bearing Included (TRUE/FALSE): TRUE
• Throwout Bearing Style: STANDARD
• Alignment Tool Included (TRUE/FALSE): TRUE

SunCoast's Ford series torque converters use a larger than stock, triple clutch design for more holding power. Its forged billet steel covers provide added strength while also providing better heat distribution than stock type converters. Custom billet stators are available for increased torque multiplication and efficiency. These converters work for stock to high power applications for higher torque multiplication and better drivability.

• Designed and manufactured in house
• Tig welding to reinforce furnace brazed fins
• Signature trapazoid clutch teeth (no round tabs)
• Forged billet cover
• Piston and stators machined in house
• Pressure tested welds/spun balanced

***Price includes a $250.00 Core charge.  Core charge will be refunded once old core is received.***

Features and Benefits:

• Billet Forged CNC'd Apply Piston
• Zero-Deflection @400 PSI
• Custom High-strength Damper Riveting System, Eliminating Deflection
• Modified Oil Flow Improves Lubrication and Cooling of Clutches
• Redesigned Damper Assembly and Piston Capable of 1300 ft-lbs of torque
• New Custom Carbon Graphite Clutch Paper for Improved Performance
• Upgraded Turbine Splines
• Billet Converter Hub
• Custom Turbine and Pump Fin Articulation
• Precision Balanced Within .001 Gram
• Manufactured and Assembled Here in Fort Walton Beach, Florida

The Ford 5R110 transmission was introduced in 2003 with the new 6.0 Powerstroke drivetrain. These engines, when modified, can easily exceed the capacity of the factory torque converter clutch. This will lead to excessive turbine slip and decreased performance. This can and will lead to premature failure.

The SunCoast Guardian 5R110 Triple-Disc Billet Torque Converters are designed to withstand up to 1300 ft-lbs of torque. This 5R110 torque converter also features a redesigned piston and damper assembly, which eliminates deflection that so often occurs when being applied, and can withstand up to 400 psi.

This 5R110 torque converter also features hardened turbine splines and improved thermal friction paper. This not only increases reliability, but also improves its thermal efficiency.

This torque converter comes with a stock stall speed, which will ensure refined stock-like characteristics while driving with any load. Stator can be upgraded to billet to change stall speed if desired.

***Price includes a $250.00 Core charge.  Core charge will be refunded once old core is received.***

SunCoast's Ford series torque converters use a larger than stock, triple clutch design for more holding power. Its forged billet steel covers provide added strength while also providing better heat distribution than stock type converters. Custom billet stators are available for increased torque multiplication and efficiency. These converters work for stock to high power applications for higher torque multiplication and better drivability.

• Designed and manufactured in house
• Tig welding to reinforce furnace brazed fins
• Signature trapazoid clutch teeth (no round tabs)
• Forged billet cover
• Piston and stators machined in house
• Pressure tested welds/spun balanced

***Price includes a $250.00 Core charge.  Core charge will be refunded once old core is received.***

SunCoast's Ford series torque converters use a larger than stock, triple clutch design for more holding power. Its forged billet steel covers provide added strength while also providing better heat distribution than stock type converters. Custom billet stators are available for increased torque multiplication and efficiency. These converters work for stock to high power applications for higher torque multiplication and better drivability.

• Designed and manufactured in house
• Tig welding to reinforce furnace brazed fins
• Signature trapazoid clutch teeth (no round tabs)
• Forged billet cover
• Piston and stators machined in house
• Pressure tested welds/spun balanced

***Price includes a $350.00 Core charge.  Core charge will be refunded once old core is received.***

SunCoast's Ford series torque converters use a larger than stock, triple clutch design for more holding power. Its forged billet steel covers provide added strength while also providing better heat distribution than stock type converters. Custom billet stators are available for increased torque multiplication and efficiency. These converters work for stock to high power applications for higher torque multiplication and better drivability.

• Designed and manufactured in house
• Tig welding to reinforce furnace brazed fins
• Signature trapazoid clutch teeth (no round tabs)
• Forged billet cover
• Piston and stators machined in house
• Pressure tested welds/spun balanced

***Price includes SunCoast billet flex plate.  It is required to work with this converter.***

***Price includes $300.00 Core return. Core return will be refunded upon receipt of existing core***