The C4 can be split into three sections, which are the transmission case, bell housing, and the tail housing.
On the other hand, the C6 identification is the Borg-Warner flexible shift band and the Simpson planetary gearset it features. Within its case are a one-piece casting and a bell housing. A look back at the C4 and C6 transmissions when they were launched shows that there have been other variants since then. An instance is the case of the C4, which featured a 0. However, upgrades to the C4 in brought about a 26 spline, 0. The same was evident in when the input shaft was updated to feature 24 splines at the clutch hub and 26 splines on the torque converter side.
Transmission fluid is essential in a car to allow the components to move swiftly while at the same time, ensure there is no overheating or slippage. Accordingly, the kind of transmission fluid the C4 uses is the Type F automatic transmission fluid. In contrast, the transmission fluid supported by the C6 is the Type FA automatic transmission fluid.
The contemporary use of the C4 and C6 transmissions are for different purposes. While both are used by hot rod and drag racers enthusiasts, the C6 has gained favoritism when it comes to offroad driving. The C4 is not quite suitable for off-road since it cannot handle as much power as the C6 and as such, it was mostly used in cars and not trucks.
Some of these include:. The C6, for instance, was admirable for its simplicity, strength, and reliability. It is even more durable than the C4, which makes it more expensive.
As of today, it is still a popular choice for motorsports such as off-road and drag racing vehicles. The C4 and C6 transmissions later had better versions of themselves and what was also noticeable between the duo is that they then featured an overdrive gear.
The overdriven gears were not present when they have launched as well as a lockup torque converters which are now evident in new transmission for boosting fuel economy. Similarly, the response to questions like how many gears does a C6 transmission has, would be three. What this boils down to, is earlier versions of these transmissions are entirely different from their later iterations.
Given that it has been decades since the launch of the C4 and C6, a car enthusiast can get excellent aftermarket support for both transmissions. A closer inspection of the C4 and C6 shows a similarity in physical appearance. For —, the C4 valve body changed significantly and does not interchange with — bodies due to changes in the case. Case and valve-body bolt patterns changed for —, which is why a — valve body does not fit a — case.
In Ford introduced the C5 Select-Shift transmission, which was nothing more than a C4 with a locking torque converter to improve fuel economy. The C5 was in production between and at the Livonia, Michigan, transmission and axle plant and is not recommended as a performance transmission as received from the factory.
However, C5 cases and many internal components are similar or identical to the C4, and are quite suitable for performance applications thanks to their improvements, as discussed in Chapter 4. Like the C4, C5s were produced as both case-fill and pan-fill with either or tooth flexplates. None were tooth flexplate. For , Ford introduced its own heavy-duty C6 3-speed automatic transmission for high-torque applications behind large-displacement big-block V-8s.
Alth-ough the C6 has a completely different case and internal components than the C4, it is virtually the same internally to the C4—on a larger scale for heavy-duty use. The round bell, six-bolt C6 transmission for FE-series big-block V-8s. A C6 is easily identified by its one-piece bellhousing and main case design. By the s, Ford had a respectable lineup of modern lightweight automatic transmissions.
An ironic footnote to this story is the weighty cast-iron FMX transmission, which remained in production until behind W small-block engines. This case is also ribbed for strength. At first I was inclined to say that most seasoned enthusiasts and professional builders are beyond the scope of this book.
But I've seen what often passes as traditional or period correct and in light of that I wholeheartedly recommend it, especially to those who've convinced themselves that they know it all. The B intermediate servo cover indicates mismatched parts because the B servo is for sixcylinder engines.
Expect to see all kinds of mismatched transmissions. When Ford Falcon and Mercury Comet were introduced for , they were available with a new lightweight Ford-O-Matic 2-speed transmission. It was designed and manufactured by BorgWarner for new-generation gray-wall-iron straight-6 and small V-8s. What made the little Ford-O-Matic different than its predecessors was its aluminum case and steel hard parts inside and out.
In early applications, the Ford-O-Matic transferred heat to the atmosphere via the torque converter and cooling vents in the bell-housing, instead of using fluid as coolant and a transmission cooler in the radiator.
Later versions had a transmission fluid cooler in the radiator. The Ford-O-Matic and Merc-O-Matic were available behind the , , and ci straight-6 engines, along with the and ci V-8s, which came later in Bell-housing and main case were cast as one to reduce weight and reduce the likelihood of leakage. At first glance, the 2-speed automatic looks like a cast aluminum FX or MX case.
Ford took what it learned from the 2-speed BorgWarner automatic and applied it to the C4 3-speed Cruise-O-Matic that arrived for the model year. The C4 employed a new state-of-the-art Simpson compound planetary gear set, which became an industry standard in the years to follow.
This is the C4 Dual-Range shift pattern for —, with a large green dot for normal drive upshifts and a smaller dot for second gear only driving on snow and ice. Too many motorists got this wrong and drove on the small dot, doing extensive transmission damage. For the model-year only, the C6 had this same shift pattern. Both the C4 and C6 went to this shift pattern and name in The C4 Dual-Range is equipped with a valve body that allows a driver to start out in second gear on snow and ice with a upshift, which is the small dot off detent next to neutral on the indicator.
For one model year only—— the C4 had a five-bolt bell-housing for V-8s only. There are even aftermarket gearsets that let you change the OEM ratios if you needed to.
Third is always but stock 1'st is 2. Use a big cooler and a deep pan. A manual valve body solves quite a lot of that and there's the bonus of very quick gear changes. Not sure if a locking converter is an option, but that can help with the delayed feeling Gear ratios would not be an issue It will still have fairly narrow tires on it so it will likely be able to light the rears tires at anything below 80mph.
You'll need to log in to post. Log in. Login Digital Edition Buy a Subscription. Things I dislike about automatics on a road course: 1. Abrupt mid-corner upshifts.
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