Go to a performance forum and you can see evidence of power loss from using different transmissions. C-4 is the same length as those transmissions. If the transmission was placed in third gear, the transmission would start in first gear, then shift to second and third gear as normal. It was designed and manufactured by BorgWarner for new-generation gray-wall-iron straight-6 and small V-8s. This transmission was offered on Ford models Falcon, Fairlane, and Galaxie, Mercury models Comet, and Meteor and Edsel cars with differences in the torque converter, valve bodies and clutch plates to accommodate differing engine torques. If they are working ok they both do alright but if I was starting from scratch and setting up for something it would be a C-4.
Cost to install in Alabama 4. My memory of weight is 25 years old and based on the green dot cruisomatic. A kick-down feature was also present. Rebuilding them is a nightmare unless you like alot of plumbing. Y Block with a supercharger pulling the front wheels off the ground time after time. This transmission has taken all the abuse I can give it.
Modified C4s remain popular with and due to their simplicity and durability. Few I've done have been awesome. My friend cracked 3 bell housing in a year. Some C4s were built with a larger spread bell housing to use with V8s, but these are rare. Driveshaft length gonna change between these 2? Wanted to get an idea where to head so I can keep an eye on Ebay and others to source a tranny.
This article does not any. The C4 becomes not only the lighter of all the mentioned options but also the most versatile. The upgrade also included a matching clutch hub of 26-spline. I'm old and I can't see me shifting gears anymore. I was that lucky guy. If you just drive around town -why change the trans at all.
I raced with one behind my 302 for about 2 years before I bought a small block C-6. But the tranny is fine. Ford Engineering Vice President Harold Youngren, recently hired away from Borg-Warner, recommended that Ford license and build a transmission using a design he was working on at his previous employer. If strength is really important, it's hard to beat a small-block C6. I guess it depends on what you plan to do with it. Don't get me wrong I really like my C6 and I can thow anything at it without worrying if it will break but the C4 looses a lot less power to the rear wheels, Can be built just as strong as a stock C6 and its lighter.
Mine came from an 87 F-150 with a 300-I6. Not trying to cause any enemy's here but i have done a ton of research on these and find them very desirable. Had a C4 now going to a C6. Their gear ratios - to the car's engines. They are heavier unit in physical weight due to the cast iron main housing compared to the C4 but they don't stand up to much punishment. And to finish my thoughts here.
The C5 was phased out in 1986, replaced by the. It is all in preference to what you or anyone is wants. The total length on my C-6 is only 2. Mine has lasted forever even with drag racing it. The mount should be the same, but here it locates on the car may - will - be different 4 yes, driveshaft will have to change Can anybody help me out with what the difference in overall length of these trannys? The C4 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 1964 model year.
And I can't say I've babied it. The project was shelved with a design that initially lacked a dampener in the torque converter, but after the project was revisited, a dampener ultimately made its way into the final design before Job 1. The difference in them is that for the pan fill the dipstick connects to the transmission pan, and in the case fill the dipstick tube connects to the side of the transmission case. The original Ford-O-Matic was used as a template when developing the next automatic transmissions for Ford; in fact, many of the gear sets are interchangeable. By comparison, the and small and intermediate-block engines were backed by the medium-duty or the heavy-duty that debuted in 1966. I wanna know too, but for different reasons. To install it I had a driveshaft made up from a 80's Ford van core and had to buy a C-6 crossmember.
So, it boils down to what you're looking for. Some cast iron internals are fragile. And it was great for getting off the Line. Are you having problems with your C4? When I changed to the C-6, I had to shorten the drive shaft by about 4 inches if memory serves. Going by this, the extra weight should account for.
Well to some degree yes and that is because of the aftermarket vendors supplying aftermarket kits and stuff for them. Suffix The suffix indicates the change level. What made the little Ford-O-Matic different than its predecessors was its aluminum case and steel hard parts inside and out. This forum is really helpful! In process of cleaning up the body. It means the number you see in the casting does not match the part number in the Ford Master Parts Catalog. Can they use he same trans crossmember or should I say is the transmission crossmember universal for these 3 transmissions. Can be built very strong.