I found this link about C4 transmissions and just thought it would be useful and also I had a question about the content. http://www.mustangcentral.net/tech/c4.html On this page it states: "There was also an oddball C4 bell housing, the 143 tooth version that came in Mustang II's and Pintos, possibly Mavericks as well. This transmission is not desirable at all because of internal differences, like a weaker input shaft and oddball valve body." Does anyone know if this is the case with the C4's that came with Mavericks? thank you for your input
don't tell me that. i already have a torque convertor for a 157 tooth and one for a 164 tooth 24 spline c-4, and now have one for a 157 tooth 26 spline c-4. they changed from 24 to 26 spline on the input shaft of the tranny in 1970. now i've got to worry about a 143 tooth flywheel. actually it would be pretty interesting to see if there was as it would have to have a different bellhousing i would think. by the way thanks for the site. i put it in my favorites. should be required reading for all on the mav. message board
trans ??? Sounds like a V-6 trans. And yes they are very weak. Remember the C-4 uses a bolt on bellhousing. That is what makes the difference what it bolts up to. From a little 4 bangor to the 460s. Just choose your bellhousing. 26 shaft requires the 26 drum to go with it.
the reason im kinda concerned about the strength of my tranny is that I recently broke it . I have a 70maverick and have 83 mustang engine in it right now and recently the tranny went in it. So i just thinking it might be smarter for me to get an entierly diffrent transmission if I have a weak one. Rather then have it rebuilt. I'm not 100% sure what tranny it is. If its the C4 that came with the maverick, or if it came out of a diffrent car. I'm going to have to ask a few of the pervious owners.
I have heard it was only the Mustang II with bigger engines. The 4 cylinder models got C3s. The Mustang II had a very small tranny tunnel.
There is such a thing, it is MustangII specific due to the forementioned trans tunnel. They are basically C-4's so are not weaker but aftermarket converters are nonexistent. The stock V-8 M-II converter stalls about 1800 behind a stock motor and some folks go this route to gain stall without spending $$. They fit easily where others don't. tried to put one in my Maverick and the starter is farther under the engine than stock and the starter hit on my power steering "ram". On newer rear sump engines the starter hit the sump. If you wanted to use it and worried about the strength of the internals just put the bell on any C-4. Just guessing but I don't think they ever came in MAvericks/Comets, And I also don't think Pinto's ever had a V-8 option so why would they have it? It has been used to put V-8's into Pintos. with all the right parts it's becomes a bolt-in.
Ok let me clear something up here......first of all the C-3 Trans mission bellhousing unbolts from the tranny just like the C-4 and C-5, the C-3 Was used on 4 and 6 cyclider and V-8 Models. i will look it up in may haynes manual and post the history of the trannys and don graham if that tranny is original out of your car you have nothing to worry about the c-3 wasnt introduced until 1974
C3,C4 and C5 transmissions are all three-speed automatic gearboxes sharing the same basic design the c4 transmission is the earliest design transmission it was originally designed for small and intermediate cars and trucks equipped with six-cylinder and small v8 engines. the c4 was introduced in 1964 and continued to be produced thru 1982, when it was superseded by the c5 transmission the c3 transmission is essentially a light-duty version of the c4 transmission. it was used from 1974 thru 1986 on smaller cars with four-cylinder, V6 and small v8 engines. the c5 transmission began production in 1981 ans superseded the c4 in 1982. the c5 is fundamentally a modernized version of the c4 with a torque converter clutch to provide converter lock-up during cruising. the c5 stopped production in 1986 when it was replaced with the AOD transmission. As Per Haynes Ford Transmission Techbook
so it may be possible that the c3 trans was put in the 1974 and later mavericks and comets. but the way to tell what tranny you have is the pan. c3 was different from the c4 and c5 which shared the same pan. if you have the original transmission in your 74 or newer mav/com look at your trans code on your door post. here is the trans codes.... 1..........3 speed 5..........4 speed 6..........4 speed@ (overdrive tranny?) or (tranny with creeper?) V..........XP (c-3) W.........XP (c-4) X..........FMX Y..........FMX b U..........XPL (c-6) Z...........XPL (special) these are codes for all ford vehicles not jus tthe mavericks so write them down and keep em in your wallet so the next time your in a boneyard looking for a tranny you can look the the code on the door and know what it is. would be especially nice to find a c-6 smallblock tranny which they did make i have seen one at the race track
No C-3's were available with V-8's in MII's according to this http://mustangii.net/auto_trans_codes.asp I have taken these out of MII's since they are rare and somewhat desirable by certain folks. Don Graham, If you want one let me know I have the Bellhousing, converter, blockplate/spacer plate, and dipstick tube.
sorry if i confused anybody. i already have 3 c-4 trannys, 2 small and 2 large bellhousings. i didn't realise that the input shaft changed in 70 to the 26 spline so i had to replace the convertor. i wasn't smart enough to check for differences from the 68 i took out to the 74 i put in. my problem is i try to have spares for all the parts i have.
Grabber75, I'm not trying to dispute your info, I believe what you have posted to be good, accurate info. I'm just saying not in MustangII's behind V-8's. Also I've seen the small-block C-6 a few times in wrecking yards in Econoline vans. Maybe? Camtemple, follow Grabber75's advice and look at the pan to see what you actually have.
If anyone should have a C4 bellhousing from a 351M or 400M they would like to get rid of - I would be interested in working something out. Send me a PM. Cleaver
c3's were NEVER used behind any v8 engine. They're weak transmissions and had trouble handling the torque of the 2.8 v6 in pintos. a v8 would tear one up before you got out of the driveway. Thats why they stuck with c4's behind the v6 and v8 mustang II's. Also, they put them in the very early rangers (83 and 84) and ONLY behind the 2.3 4 banger. The v6's either got a c5 (83-early 85) or the Horrible a4ld (which is based off of the c3). As you may or may not know, the a4ld was probably THE worse RWD automatic ford ever made. The fact that i've NEVER seen a v8 c3 bellhousing (c3 and c4 housings won't interchange) further supports my statement. Once again, NO c3 was ever put behind a v8 or an inline six, they just weren't strong enough. That haynes manual is wrong (big shocker, huh?). Also, c4's and c5's do NOT share the same pan. A c5 pan has a hump where the c4 does not. Once again, the haynes manual is wrong. Also, econolines and 70's T-birds and ltd's are the best places to look for small block c6's. Matter of fact, theres a 78 econoline with a 351w hooked up to a c6 in my back yard. -Harry
