There are actually two numbering systems. Suffix The suffix indicates the change level. The C5 In 1982 Ford introduced the C5 Select-Shift transmission, which was nothing more than a C4 with a locking torque converter to improve fuel economy. Turn the engine over and check the runout of the converter hub. This transmission is almost identical to the C-4 except only for a few minor differences. For 1966, Ford introduced its own heavy-duty C6 3-speed automatic transmission for high torque applications behind large displacement big-block V-8s.
Please call for customer service and availability at 1-800-858-7269. The van was mfgd in Ohio, and first sold to me in California, where I still live. The hole for the speedometer cable housing and gear angles up into the housing on the 1957 models. For one model year only—1964— the C4 had a five-bolt bell-housing for V-8s only. Heat is the biggest enemy of the automatic transmission. Please call for customer service and availability at 1-800-858-7269. Also, because you can lock-up the converter whenever you wish, it also helps to keep the transmission cool.
Hope that this may provide someone with some useful information. C-5's can be built just as strong as their C-4 counterparts, because they both use the same internal parts gear train, clutches, bands, servos, etc. All brand names and product names used on this website are trade names, service marks or registered trademarks of their respective holders. This valve body was used from 1967 to 1969. It is important to understand that part, casting, engineering, and service numbers rarely match each other. The valve body on the C-5 has several new valves and an added timing body where the filter would normally be found on the C-4. Run in drive, you can split the 3 gears with overdrive, and you can lock-up the converter in any of the gears.
To do this bolt the torque converter to the flex plate. 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. This C4 Dual- Range is an early V-8 unit with a five-bolt bellhousing. The rear cooler line is the cooler return line. The casting number is derived from the actual casting or part, and typically does not match the part, engineering, or service numbers. This includes numerous valve body and internal modifications.
By checking the bellhousing first you can avoid repeated front seal blowout. For 1967, Ford did away with the Green Dot Dual-Range C4. The C6 was produced with four basic bell-housing bolt patterns over its long production life and is a very rugged transmission designed for high-power applications. This Tech Tip is From the Full Book,. When Ford Falcon and Mercury Comet were introduced for 1960, they were available with a new lightweight Ford-O-Matic 2-speed transmission.
The C-3's were said to be offered in 1983 and 1984 in the Rangers and from 1974 - 1987 in other Ford Products. For 1971—1981, the C4 valve body changed significantly and does not interchange with 1964—1969 bodies due to changes in the case. 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. I know it's not a diffinitive resource but wikipedia's ford transmission list doesn't show a E40 transmission. You might start to notice spinning without your truck actually moving forward or your transmission slipping in and out of gear while you drive. Ford had a fundamental challenge to its direction and future in the late 1950s—how to shed a stodgy image and dated technology.
The van was mfgd in Ohio, and first sold to me in California, where I still live. The first major change came with the introduction of the 4. The identification of the Fordomatic transmission can be rather confusing. Although 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. Expect to see all kinds of mismatched transmissions.
If you look inside the driver's door frame there should be a sticker with a bunch of codes for paint, axle trans, etc. The factory cooler is marginal at best, due to its being tied in with your radiator. This gives a much greater availability of ratios, and makes it real easy to keep the engine in its power curve. Although these transmissions were rugged and dependable, they were heavy, complex, and not easily adapted to performance applications. Once the engines get much higher than that depends on usage the main shafts will start bending. Get the code for the trans off of there and you should be able tolook it up online. .