The ford will have a different strategy in tow haul and will most likely pick some different gears.

General Specifications

Item Specification
Fluid
NOTICE: Transmission fluids are not interchangeable. The use of any other fluid or cleaning agents will cause internal transmission damage.
The transmission fluid should be changed every 241,000 km (150,000 mi) regardless of normal or special operating conditions.
Transmission fluid should be checked with the vehicle on a level surface and at normal operating temperature.





Assembly Weight

Description Specification
Transmission 160 kg (353 lb)a
Transmission 158 kg (349 lb)b

a Early build
b Late build



Clutch Application Chart

Gear Forward (1,2,3,4) Direct (3,5,R) Intermediate (2,6) Low/ Reverse (1,R) Overdrive (4,5,6) Low-OWC
Park H
Reverse D H
Neutral H
1st Gear D D Ha H
2nd Gear D D H O/R
3rd Gear D D D O/R
4th Gear D D D O/R
5th Gear D D D O/R
6th Gear D H D O/R
1st Gear Manual D H H
Planetary Components Front planetary carrier-to-No. 3 sun gear Front carrier-to-No. 2 sun gear No. 2 sun gear Rear planetary carrier Input shaft-to-rear planetary carrier Rear planetary carrier

a Low/Reverse clutch is holding until vehicle reaches 5 mph.
D = Drive Clutch
H = Hold Clutch
O/R = Overrunning




Solenoid Operation Chart

Selector Lever Position Commanded Gear Shift Solenoid TCC NL
SSA NL (1,2,3,4) SSB NH (3,5,R) SSC NL (2,6) SSD NL (1,R) SSE NH (4,5,6)
P P Off On Off On On Off
R R Off Off Off On On Off
N N Off On Off On On Off
D 1 On On Off Offa On On/Offb
2 On On On Off On On/Off b
3 On Off Off Off On On/Off b
4 On On Off Off Off On/Off
5 Off Off Off Off Off On/Off
6 Off On On Off Off On/Off
L L On On Off On On Off

a Solenoid will change state when vehicle speed is greater than 5 mph.
b TCC may be commanded ON early in 1st, 2nd and 3rd gears depending on transmission fluid temperature.
NH = Normally high

NL = Normally low




Gear Ratio
1st 3.974 to 1
2nd 2.318 to 1
3rd 1.516 to 1
4th 1.149 to 1
5th 0.858 to 1
6th 0.674 to 1
Reverse 3.128 to 1




Stall Speed

Engine Drive Reverse
Diesel 1,600-1,750 rpm 1,800-2,000 rpm
Gas 2,100-2,300 rpm 1,900-2,200 rpm




Clutch Plate Quantity — Diesel Engines

Component Number of Frictions Number of Separator Plates
Forward Clutch (1,2,3,4) 5 5
Direct Clutch (3,5,R) 5 5
Intermediate Clutch (2,6) 5 5
Low/Reverse (1,R) 5 4
Overdrive Clutch (4,5,6) 7 7




Clutch Plate Quantity — Gas Engines

Clutch Number of Frictions Number of Separator Plates
Forward Clutch (1,2,3,4) 3 3
Direct Clutch (3,5,R) 4 4
Intermediate Clutch (2,6) 5 5
Low/Reverse (1,R) 5 4
Overdrive Clutch (4,5,6) 7 7




Clutch Clearance — Diesel Engines

Item Specifications
Forward Clutch (1,2,3,4) 0.26-0.55 mm

(0.010-0.021 in)
Direct Clutch (3,5,R) 0.21-0.50 mm

(0.008-0.020 in)
Intermediate Clutch (2,6) 0.24-0.53 mm

(0.009-0.021 in)
Overdrive Clutch (4,5,6) 0.98-1.37 mm

(0.039-0.054 in)




Clutch Clearance — Gas Engines

Item Specifications
Forward Clutch (1,2,3,4) 0.15-0.44 mm

(0.006-0.017 in)
Direct Clutch (3,5,R) 0.27-0.56 mm

(0.011-0.022 in)
Intermediate Clutch (2,6) 0.24-0.53 mm

(0.009-0.021 in)
Overdrive Clutch (4,5,6) 0.98-1.37 mm

(0.039-0.054 in)




Low/Reverse Clutch Measurement — Gas/Diesel Engines

Item Specifications
Low/Reverse Clutch (1,R)a 42.65-43.65 mm

(1.68-1.72 in)

a The low/reverse specification is a measurement of the height of the low/reverse clutch not the clearance.



Forward (1,2,3,4), Direct (3,5,R), Intermediate (2,6) Clutch Selective Snap Ring Chart

Part Number Dimension
BC3Z-7D483-F 3.35-3.45 mm

(0.132-0.136 in)
BC3Z-7D483-G 3.55-3.65 mm

(0.140-0.144 in)
BC3Z-7D483-H 3.75-3.85 mm

(0.148-0.152 in)
BC3Z-7D483-J 3.95-4.05 mm

(0.156-0.159 in)
BC3Z-7D483-K 4.15-4.25 mm

(0.163-0.167 in)
BC3Z-7D483-L 4.35-4.45 mm

(0.171-0.175 in)




Overdrive (4,5,6) Clutch Selective Snap Ring Chart

Part Number Dimension
BC3Z-7D483-A 1.95-2.05 mm

(0.077-0.081 in)
BC3Z-7D483-B 2.25-2.35 mm

(0.089-0.093 in)
BC3Z-7D483-C 2.55-2.65 mm

(0.100-0.104 in)
BC3Z-7D483-D 2.85-2.95 mm

(0.112-0.116 in)
BC3Z-7D483-E 3.15-3.25 mm

(0.124-0.128 in)




Pressure Chart — Diesel Engines

NOTE: Actual and commanded pressures will vary based on calibration and transmission adaptive strategies. All pressures listed are approximate.

Gear Line Pressure — kPa (psi) Commanded — LPC pressure kPa (psi)a
Idle WOT Stall Idle WOT Stall
P, N 619 (90) — 94 (14) —
R 619 (90) 1,790 (260) 94 (14) 480 (70)
(D) 619 (90) 1,550 (225) 94 (14) 375 (55)
3 619 (90) 1,100 (160) 94 (14) 240 (35)
2 619 (90) 1,650 (235) 94 (14) 410 (60)
1 619 (90) 1,550 (225) 94 (14) 375 (55)

a commanded pressure as viewed on diagnostic equipment.



Pressure Chart — Gas Engines

NOTE: Actual and commanded pressures will vary based on calibration and transmission adaptive strategies. All pressures listed are approximate.

Gear Line Pressure — kPa (psi) Commanded — LPC pressure kPa (psi)a
Idle WOT Stall Idle WOT Stall
P, N 619 (90) — 94 (14) —
R 619 (90) 1,675 (240) 94 (14) 410 (60)
(D) 619 (90) 1,600 (230) 94 (14) 375 (55)
3 619 (90) 1,230 (180) 94 (14) 275 (40)
2 619 (90) 1,675 (240) 94 (14) 410 (60)
1 619 (90) 1,600 (230) 94 (14) 375 (55)

a commanded pressure as viewed on diagnostic equipment.



Shift Speeds — Diesel Engines

NOTE: All shift speeds are nominal and will vary with calibration, model, axle ratio and tire size.

NOTE: Lower deceleration rates during coastdown due to higher braking efforts will force multi gear downshifts.

Throttle Position (D) Position Shift Speed Tow/Haul OFF Km/H Speed Tow/Haul OFF mph Speed Tow/Haul ON Km/H Speed Tow/Haul ON mph
Closed 6-5 41-62 25-39 47-72 29-45
5-4 31-48 19-30 38-59 24-37
4-3 23-35 14-22 29-45 18-28
3-2 15-23 9-14 20-31 12-19
2-1 8-12 5-7 9-14 6-9
Minimum 1-2 11-16 7-10 14-22 9-14
Throttle 2-3 18-27 11-17 24-37 15-23
Accelerator Pedal 3rd TCC Locka 22-34 14-21 29-45 18-28
Position (APP) 3-4 26-40 16-25 35-53 22-33
13% 4-5 34-52 21-33 44-68 27-42
5-6 44-68 27-42 53-81 33-50
Wide Open 1-2 21-32 13-20 23-35 14-22
2-3 40-61 25-38 40-61 25-38
3rd TCC Lock a 47-72 29-45 45-70 28-43
3-4 65-99 40-62 61-94 38-58
4-5 85-131 53-81 80-123 50-77
5-6 111-170 69-106 107-165 67-102

a The Torque Converter Clutch (TCC) locks in 3rd gear between the 2-3 and 3-4 shift.



Shift Speeds — Gas Engines

NOTE: All shift speeds are nominal and will vary with calibration, model, axle ratio and tire size.

NOTE: Lower deceleration rates during coastdown due to higher braking efforts will force multi gear downshifts.

Throttle Position (D) Position Shift Speed Tow/Haul OFF Km/H Speed Tow/Haul OFF mph Speed Tow/Haul ON Km/H Speed Tow/Haul ON mph
Closed 6-5 40-58 30-36 57-69 35-43
5-4 33-40 20-25 47-57 29-35
4-3 25-30 16-19 37-45 23-28
3-2 15-18 9-11 25-30 16-19
2-1 9-11 6-7 11-13 7-8
Minimum 1-2 11-13 7-8 14-17 9-11
Throttle 2-3 20-24 13-15 29-35 18-21
Accelerator Pedal 3rd TCC Locka b — — 35-43 22-27
Position (APP) 3-4 29-36 18-22 42-51 26-32
13% 4-5 36-44 22-27 54-65 33-40
5th TCC Lockc 41-50 26-31 — —
5-6 52-63 32-39 65-79 41-49
Wide Open 1-2 49-60 31-37 52-63 32-39
2-3 85-103 53-64 87-106 54-66
3rd TCC Lock ab 94-114 58-71 92-112 57-69
3-4 132-160 82-99 134-163 83-101
4-5 178-215 110-134 178-215 110-134
5-6 238-289 148-179 238-289 148-179

a The Torque Converter Clutch (TCC) will lock: in 3rd gear between the 2-3 and 3-4 shift when the accelerator pedal is above 30%.
b The Torque Converter Clutch (TCC) will lock: in 3rd gear between the 2-3 and 3-4 shift with Tow/Haul ON.
c The Torque Converter Clutch (TCC) will lock: in 5th gear between the 4-5 and 5-6 shift when the accelerator pedal is below 30%.



Front Selective Shim Part Number Chart

Clearancea Selective Shim Part Number Dimension/Color
5.35-5.55 mm

(0.211-0.219 in) BC3Z-7A527-A 5.1-5.2 mm (0.201-0.205 in)/Yellow
5.56-5.75 mm

(0.219-0.226 in) BC3Z-7A527-B 5.3-5.4 mm (0.209-0.213 in)/White
5.76-5.95 mm

(0.227-0.234 in) BC3Z-7A527-C 5.5-5.6 mm (0.217-0.220 in)/Red
5.96-6.15 mm

(0.235-0.242 in) BC3Z-7A527-D 5.7-5.8 mm (0.224-0.228 in)/Blue

a The target clearance with the correct front selective shim installed is between 0.15-0.45 mm (0.006-0.018 in).

and handfulz... i was wrong... its the older 5 speed torq shift has 6 gears and uses 5. the new 6 speed is 6 and always 6. sorry for the wrong info. also, the torque converter has a different strategy as well. it can lock at different times. just take a look at what i posted above.

Yes and the Cummins can be made to handle 800hp/1600tq for towing. Only the Dmax can match that and it won't last nearly as long.

Thanks Fixxer for that detail! Confirms what i thought about tcc lockup and stays locked even in lower gears. Would be interesting to see throttle pos and boost data for those incline tests.

I've always liked the Ford trucks but there is a certain value in having the engine built somewhere other than Chihuahua, Mexico; hate those little yip yip dogs ....

The new Ford Super Duty is am awesome truck. With the built in bed rails for the 5th wheel and gooseneck, electronic speed control for up-hill and downhill speed. and electronic differential locker for off-road posi-traction, but man is that baby pricey! I sure do love it though. If there wasn't 30k between mine and it, I would entertain one.

I was considering a Ford...... But now with this whole Mexican engine thing......
It looks as though I'll be staying a GM man...

I know, I was upset when I saw the door sticker on my 2006 Dodge dually(made in Saltillo, Mex.) Hard to justify all the yelling about 'made in America' when your vehicle is not.

But now the truck is gone and I have a 5.7 Hemi 300C all of which is made here.

Apparently you didn't do to much research when you bought your Ram. Everybody knew thay were built in Mexico, except you. Surprise, surprise.

Your Ghetto Bently was built in Haiti. That doesn't bother you does it?

I woiuldn't buy the Ford simply because it's "Hecho en Mexico"

Not to mention they have to come up with a new and redesigned diesel every two or three years because the only one they ever got right was the 7.3 whereas the Duramax has essentially been the same for 10 years