The first issues arise with tuning the transmission shifting on the 5R110. This transmission doesn't use a "standard" on-off shift solenoid, accumulators, and spring pressure setup for upshifts and downshifts. The 5R110 uses a complicated system of special pressure bleed solenoid valves to electronically tailor the shift feel. I hear that tuning the transmission shifts is pretty involved with these.
Secondly, the 5R110 is a good transmission but there isn't yet the aftermarket support that the 4R100 has. Yes, there are a few people that build the 5R110 but I think a lot of them will not speak as highly of the durability as a built 4R100.
Thirdly, an adapter will be required since the 4R100 bellhousing resembles a 385-series (big block) Ford and the 5R110 is similar to the 5.4L and 6.8L modulars.....a tiny little thing.
I will agree that the gear ratios in the 4R100 suck for just about anything. However, the nice thing about the 4R100 behind the 7.3L is that there is enough low end to overcome a bit of this deficiency. I would hate to have a 4R100 behind a 6.0L because the engine would never be in an efficient RPM range after a shift. A five speed would be killer behind the 7.3L. A lower first (at least 3:1) and a split between direct and overdrive would also be nice.
I'm the flatbed installer at my work....I've done dozens of them over the last 3 years and about 8 in the last month. They're getting kind of boring but at least they pay straight time instead of flat rate.
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Tuning, PCM flashing, and burning chips for 7.3s since 2008. Repairing all aspects of 7.3L Powerstrokes for 25 years.
Eight 7.3L PSDs in the driveway including a 1994 Crown Vic and 1973 F100/2002 F350. Looking for the next victim.
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