Shop Transmission by Category
Filters
44 products
Not sure it fits your truck?
Our Wildwood, FL techs will confirm the right part for your build before you buy.
Call or Text (352) 722-5295Transmission on the 2008-2010 Ford 6.4L Powerstroke
Most 6.4L trucks left the factory with the 5R110W TorqShift automatic. Ford ran it from 2003 through 2010 behind both the 6.0L and the 6.4L. It has five forward gears and uses a sixth ratio only in cold mode. The version behind the 6.4L is stronger than the 6.0L unit, but it still has to handle 650 lb-ft in an F-250 or F-350 pickup. Factory fill is Motorcraft MERCON SP, 17.5 quarts total, with a 30,000-mile service interval. A smaller group of trucks got the ZF six-speed manual, which runs MERCON V (5.8 quarts), and 4x4 trucks have a transfer case that takes MERCON LV (2.0 quarts). The automatic uses adaptive learning, so plan on a relearn after a fluid service or a solenoid body replacement. For engine, fuel and turbo parts on this truck, start at the Powerstroke parts hub.
What fails and why
Start with the torque converter. Ford built it with a stamped-steel shell and a single-disc lockup clutch. It slips and shudders, and as it wears it sheds debris that scores the pump and plugs the valve body and the cooler. The signs are a shudder under light acceleration, a whine, mushy acceleration, stalling at stops, high temps and codes P0740 or P0741. Towing, heat and added torque all speed it up. On a 6.4L making more than stock power, the single-disc converter is the first part to let go.
Heat is the next problem. The safe operating range is roughly 175 to 200 F, and damage risk rises above about 200 F. A stuck cooler bypass valve is a confirmed cause of running hot. Watch for a trans temp warning, limp mode, dark or burnt fluid and a truck that loses pulling power on grades.
Chronic heat burns the clutch packs and the forward and direct drums, and the main pump gear can shatter. That shows up as rpm flare without acceleration, no forward or reverse, or a total loss of pressure, and it means a full rebuild. Codes P0731 through P0735 point to internal slip. Towing on grades can also bring gear hunting and unstable lockup. That constant up-and-down shifting is a shift-strategy issue rather than wear, but the heat it builds still adds up.
Stock replacement vs. upgrade
If the transmission shifts clean and the fluid looks right, the job is maintenance: a filter, the correct MERCON fluid and a relearn. If the truck tows heavy, add cooling and a way to watch it. An auxiliary transmission cooler and a temperature gauge are the standard pair for towing, so you know to back off before you pass 200 F. If you tow through hills, a BD TapShifter gives you manual gear control so the truck stops hunting and building heat on grades.
When the converter or the whole unit is finished, a stock-spec replacement puts the same single-disc design back in. The step up is a heavy-duty multi-disc billet converter, installed with a complete solenoid body and a full system flush, or a built 5R110W. BD, for example, sells its built units in tiers, with Roadmaster aimed at moderate use and Tow & Track Master using a triple-disc converter for heavy work; the product page tells you which build you are getting. Whatever route you take, replace the transmission cooler at the same time. An old cooler holds debris from the failure and can void the warranty on the new parts.
What we carry
BD Diesel covers the most ground here: a 5R110 transmission and converter package, Multi-Disc and Torqforce torque converters, a billet flex plate, the TapShifter, filter kits, a deep sump pan, Xtruded auxiliary and double-stacked coolers, and an electric cooler fan. ATS Diesel Performance brings complete 5R110 transmission packages for 2WD and 4WD, a master rebuild kit, and billet input and intermediate shafts. Mishimoto has a vehicle-specific 6.4L transmission cooler, universal fluid coolers, a cooler with fan and a transmission pan. XDP MFG supplies Tow Series and Billet Tow and Race flex plates, a flex plate bolt kit and a modified direct clutch solenoid. Deep pans come from Pacific Performance Engineering, with a matching deep filter, and from Mag-Hytec. Fluid and a shift additive come from Hot Shot's Secret and Lucas Oil. You will also find an Alliant Power transmission fluid temperature sensor and a Mahle transfer case gasket.
Fitment notes
Everything here is aimed at 2008-2010 F-250, F-350 and F-450 Super Duty trucks with the 6.4L, whether it is an XL work truck or a Lariat, King Ranch or Harley-Davidson. Many titles also list the 2003-2007 6.0L because both engines used the 5R110W. The 5R110W-specific parts do not carry into 2011, when Ford moved to the 6.7L and the 6R140 transmission. Complete transmission packages are built for 2WD or 4WD, so know which you have. Trucks with the ZF six-speed manual do not use 5R110W pans, filters, converters or flex plates. Universal coolers are not truck-specific, so plan where the core mounts and how the lines run before you order. The XDP XD651 flex plate shows up in this collection but is listed for the 6.6L Duramax, so skip it for a Ford. Before you buy fluid, read the dipstick or owner's guide and never mix MERCON SP with MERCON LV. When in doubt, verify by VIN.
Frequently asked questions
What fluid does the 2008-2010 6.4L Powerstroke automatic take?
The 5R110W takes Motorcraft MERCON SP, 17.5 quarts total, with a 30,000-mile service interval. Some rebuilders note that late units may call for MERCON LV, so go by the dipstick or the owner's guide. Never mix SP and LV in the same transmission.
Why does my 6.4L shudder under light throttle?
The usual cause is the factory torque converter. Its single-disc lockup clutch slips and shudders, and it can set P0740 or P0741. Deal with it early, because the debris it sheds scores the pump and plugs the valve body and cooler.
Do I need a new transmission cooler with a new converter or transmission?
Yes. The old cooler holds debris from the failure, and reusing it can send that debris into the new parts and void the warranty. Built transmissions also need a TCM relearn once they are in.
How hot is too hot for the 5R110W?
The safe range is about 175 to 200 F, and damage risk rises above about 200 F. A stuck cooler bypass valve is a known cause of running hot. For trucks that tow, an auxiliary cooler and a transmission temperature gauge are the usual answer.
My truck hunts gears when I tow up grades. Is the transmission failing?
Not necessarily. Gear hunting and unstable lockup on grades is a shift-strategy issue rather than wear. The heat it builds is still hard on the unit, and a BD TapShifter lets you hold a gear and stop the hunting.
Not sure what fits? Call the shop at the number in the header, or use the fitment checker on any product page. We install everything we sell.