Although these transmissions were rugged and dependable, they were heavy, complex, and not easily adapted to performance applications. However, the advantages of the overdrive gear make up for this. We can supply all varieties of C4 including both case and pan filled models, V-8 and 6 cylinder applications as well as early and late variations. The 1964—1966 C4 was known as the Dual-Range Cruise-O-Matic due to its dual-range shift pattern, which included two driving ranges based on shifter position. Over the years there have been three basic designs of this transmission, with the variation being the number of spline on the input and output shafts.
The C4 was eventually replaced by the C5 transmission, which is really nothing more than a C4 with a lockup torque converter. In addition, you can also get a number of safety devices like transmission blankets and transmission shields. In Drive, the C4 shifts the same as the Dual-Range at the large green dot with a normal 1-2-3 upshift program and the same gear ratios throughout. The pan-fill C4 really is more about strength for heavy duty applications like full-size cars and trucks than anything else because the bell-housing bolts to the case outside the pump housing. The unused horsepower can now be used to propel your Mustang quicker through the quarter mile.
For the longest time, if you ran a Ford small-block or Windsor engine and wanted to run an automatic, your transmission of choice would likely be a C4. This is the C4 Dual-Range shift pattern for 1964—1966, with a large green dot for normal drive 1-2-3 upshifts and a smaller dot for second gear only driving on snow and ice. This material will allow the smaller shafts found in the C4 to handle bigger horsepower. Buy the converter of your choice rated for your horse power level. 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. There are many accessories that are available to upgrade the strength of your C4.
There were C4 transmissions with pan-fill dipstick tubes blended case and bell-housing with 164-tooth flex-plates. In addition we build custom Torque converters for the C-4 in all sizes and stall speeds right here in our facility and like our transmissions, are custom matched to each application. A C6 is easily identified by its one-piece bellhousing and main case design. A re-manufactured transmission also comes with ; three years compared to an average 90 days for a rebuilt transmission. With mechanical lockup, it can be found behind many Ford motors from the 3. Instead, it used a redesigned valve body offering a P-R-N-D-2-1 shift pattern known as Select-Shift.
The C4 trans is very compact but very durable and has a long standing reputation for strength in a small package. It is ideal for vehicles powered by engines producing up to 800 horsepower using pump gasoline. It is ideal for vehicles powered by engines producing up to 550 horsepower using pump gasoline. In early applications, the Ford-O-Matic transferred heat to the atmosphere via the torque converter and cooling vents in the bellhousing, instead of using fluid as coolant and a transmission cooler in the radiator. When you use the manual gear selection feature, the Mega Monster upshifts and downshifts when you move the shift lever. For 1967, Ford did away with the Green Dot Dual-Range C4. It was usually backed up with a heavy duty C6 transmission.
The long tailshaft could get you into trouble in a Fox body, though, but luckily swapping out the tailshaft and extension housing for a short unit isn't a big deal if you're gonna have the trans apart anyway. A rebuilt transmission will not include this feature. You unlike some other companies did not ask me to prove I bought anything from your company before you answered my questions. For the 1966 model-year only, the C6 had this same shift pattern. By the 1970s, Ford had a respectable lineup of modern lightweight automatic transmissions. 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 2-3 upshift, which is the small dot off detent next to neutral on the indicator. This does not come equipped with a new Speedometer Gear.
Will the trans of your choice fit in your car? Which Ford Auto Transmission Is Right For You? Sold without a torque converter. In Drive, the C4 shifts the same as the Dual-Range at the large green dot with a normal 1-2-3 upshift program and the same gear ratios throughout. Ford called its C4 the Cruise-O-Matic while Mercury called its C4 the Merc-O-Matic. I highly recommend doing so with a re-manufactured transmission over one that was simply rebuilt. Beginning in 1967, Ford dropped the Dual-Range shift pattern for this traditional P-R-N-D-2-1 pattern and used a new name—Select-Shift. Also, I spoke to others in the office and they are all deserving of recognize for a job well done! The one thing it did have going for it was the availability of the big block 429 engine.
These sets include hardened drive gears riding on special high-strength axles. Like the C4, C5s were produced as both case-fill and pan-fill with either 157- or 164-tooth flexplates. The C6 was produced with four basic bellhousing bolt patterns over its long production life and is a very rugged transmission designed for high-power applications. These are nothing that cannot be fixed however. Advantages are that the shift points and firmness, as well as the lock-up point can be programmed. These purely mechanical no electronic controls automatic transmissions are still popular with racers, hot rodders, and restorers today due to their simplicity and low cost. When Ford Falcon and Mercury Comet were introduced for 1960, they were available with a new lightweight Ford-O-Matic 2-speed transmission.
Internally, it has different valving and shift programming. When Ford Falcon and Mercury Comet were introduced for 1960, they were available with a new lightweight Ford-O-Matic 2-speed transmission. Bottom line is that they are all pretty good starting points. The B intermediate servo cover indicates mismatched parts because the B servo is for sixcylinder engines. The Lincoln C6 will have a bunch of good parts in it, and it is a very good starting point.
Rated as a medium duty transmission, the final drive ratio is 1:1. For 1966, Ford introduced its own heavy-duty C6 3-speed automatic transmission for high torque applications behind large displacement big-block V-8s. In practice, it is quite complex and has been worked out by powertrain engineers determined to give you smooth and reliable operation for at least 100,000 miles. In Overdrive, all the torque is transmitted mechanically, as in a manual transmission. Both the C4 and C6 went to this shift pattern and name in 1967.