Later versions had a transmission fluid cooler in the radiator. Click on image to view larger. In 1970, Ford gave the C4 a larger input shaft and clutch hub measuring. One of the most unique features that added to the durability of this transmission was the , the first transmission to have this. At a glance, the huge C6 pan has a little dogleg at the vacuum modulator, which makes it easy to identify. It is also widely used in off-road applications due to its reputation of being nearly indestructible. Figure on losing 50 to 60 hp just trying to turn a stock C6 transmission, which is why the C4 became such a popular dragracing transmission.
Step-3: Install Return Springs and Retainer Return springs and retainer are next. I also need to adjust the kickdown but I'm not sure how. This pan provides the strength and cooling benefits of an cast aluminum transmission pan. This is a critical safety item; so pay very close attention to detail here. 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. To reduce line pressure—adjustment is counterclockwise.
For a larger picture, please click on one of the above images. Immediately go to Step 11. Step-11: Install Hub Carefully spline the forward clutch hub into the forward clutch. Step 3: Either flick the starter or turn the engine manually to turn the torque converter in small increments until the drain plug is visible in the opening from where the access plate was removed. Capacity of the trans depends on the pan, but the dipstick should tell the tale. This lets the transmission fluid circulate throughout the transmission and torque converter. This C4 Dual-Range is an early V-8 unit with a five-bolt bellhousing.
When a C6 shifts into final drive, the intermediate band releases the forward clutch drum, and both forward and reverse-high direct clutches are applied. Click on image to view larger in a new tab or window. This transmission was also designed to handle significant loads in order to be able to be used in the large engine variants of the F-150. Both assemblies should be completely flush if properly seated. Also, it is a good idea to re-adjust the Intermediate Band whenever you do a transmission oil change. This gave it the capability to handle 475 ft-lb of torque.
This keeps the governor from going to work below this speed. When you apply the intermediate servo and band to the forward clutch cylinder, power is channeled through the forward planet, which becomes second gear during the 1-2 upshift. The strength, combined with its simplicity makes it quite popular to this day, especially for. Fluid in the converter primes the system and gets fluid moving from the sump to the pump to the converter. Install the gear in the governor distributor sleeve. This means the C6 takes a pounding with stock components and red street frictions and comes back for more. Step-10: Install Friction, Steels, Clutches Low-reverse clutch friction is next, followed by steels and clutches.
I hope this helps you. Although these transmissions were rugged and dependable, they were heavy, complex, and not easily adapted to performance applications. C-6s usually take 12, but don't put it all in until you check the level; easier to add a pint than to drain it! Inspect pump gears and cavity to be satisfied with their condition. The R servo arrived for the C6 with the 428 Cobra Jet engine in 1968 and is a proven performer. With all of its clutches and steels, the forward clutch transfers power to the ring gear, which is mated to the forward planet carrier. Torrington bearings handle friction better than those old thrust washers.
I cannot overstress the importance of checking clutch clearances followed by an air-check on each. This question gets asked at least monthly on this forum. There are two valves important to this discussion: the drain-back valve and the converter pressure-relief valve. On the other hand, if you look around, you might find a used… A turbo transmission is does not involve turbo in the conventional sense at all. And because the valve body is in two halves, expect to see different casting number years on each half, depending upon engineering changes. The transmission and torque converter use a total of 12 quarts of fluid. In reverse, you want 60 to 93 pounds of line pressure.
Lubricate clutch-piston seals with assembly lube and roll them into place. Manual transmissions rely on you, the driver, to shift the gears up… Yes, you could. But you must be careful to properly match servo covers, pistons, and apply levers. Or is it Chevy that doesn't have a drain plug? During the 1970s, the manual valve went from an internal detent to an external detent with a case-mounted detent roller and band. You can use a clutch spring compressor shown or C-clamps for spring compression and snap-ring installation.
Pay close attention to how the hub feels and confirm it has seated. In first gear, the input shaft turns the forward planet, which reverses input shaft rotation to the sun gear. Could anyone help me with a breakdown of the break in procedures for a C6? Keep in mind what direction the pressure is coming from. It is also mated to the forward clutch. I would pour fluid in the converter first then after the install put at least four qts in the tranny. This is why it is important to have fluid in the converter during installation. The larger pictures take a minute to display.