Just got ahold of a C-6 trans, I want to do a swap from the c-4, but i'm just curious, are they both fairly similar? Would the install be difficult? Is there any other connections/modifications that need to be done to switch to the C-6? All advice and information is greatly appreciated!! Thanks!
If I recall, the mount pad is in a different location. And the tailshaft requires a 31 spline slip yoke. It's also possible the shifter location is different too in addition to the transmission coller lines.
C6 uses a 164 tooth flex plate so you will need the trans to block plate as well. It has a larger case not unlike an AOD. You will need the output yoke for the C6 and an adapter U-Joint to install it on the Maverick drive shaft ( can not remember the number but easy to come by). A cable operated floor shifter is almost a must. You may have to "modify" the top of the trans tunnel a bit for clearance. The transmission mount point is further back than a C4 so you will have to modify your transmission cross member also. It can and has been done, it just takes a little "adjustment" to some things to make it work correctly.
So after reading the above, your answers are: No Yes Yes I once looked at a Maverick that was for sale that had a C-6 in it. Transmission angled down at a severe angle, and holes were cut in the firewall just to access the bolts to attach the trans to the motor. Even if somebody GAVE you a C-6...I would not install a C-6 in a Maverick.
I couldn't agree with you more. Especially since the C-4 will be lighter, has less drag, and can be built with a multitude of good parts to withstand almost the same amount of punishment as the C6, regardless of engine size. Using larger transmissions to help with power delivery is old school and we need not go there any more these days. C-6's cost more to build as well.
Is it even a Small Block C6? most C6 are not. Might be better off selling it to sombody with a mid or full size car or even a truck if they want to use a 351w or something with it.
And as to the bellhousing bolts needing access holes, that's something that particular installer did not need to do, the bell housing pattern is the same for both in regards to a small block.
I have no idea what this person did. All I know is you could look under the car and the transmission was pointing down.....a lot. Probably like 25 degrees or more. The u-joints and the driveshaft were all at a very dangerous angle in my opinion. I don't know how the transmission did not drag the ground. It was THAT bad. Of course, the engine was at a whacky angle as well.
If you do not clearance the upper tunnel of the body it will not sit all the way up in the trans tunnel and it WILL angle down severely. Not any different than installing an AOD (the external dimensions are almost identical). I bet you can get a whole bunch of people to tell you to go with an AOD. Not any more wok to install a C6, maybe a little less work. As for the C6 costing more to hold the same power from an engine and last........................ Well I would differ with that statement. Where the C6 has a giant advantage over the C4 is the fact the C4 has a low/reverse band hub and the C6 has a clutch pack. If you are building a bracket car the additional weight of the transmission is a moot point. If you are class racing then yes the weight makes a difference. I am putting a C6 in my car, I have had very good luck with them and when built correctly they will last and last in a drag car and on the street.
This makes no sense at all. Testing a built C4 against a shall we say stock C6? That is like telling someone that a 289 with bigger cam, better intake, matched carb and headers is a better engine than a stock 302 because it puts up better numbers on a dyno. Build them both the same with the same parts in them and then dyno them. I think the numbers will be much different then the test shows.
have you ever installed an AOD in a Maverick...? I hear how hard it is all the time....mostly from people that have never done it. a guy is getting ready to install one in his Mav. I will be assisting him so maybe I can do a write up on it... in my car, no tunnel cutting and I used the stock length driveshaft... I have never done a C-6 so I can't compare them as far as being the same level of install....but if this has to be done..."If you do not clearance the upper tunnel of the body it will not sit all the way up in the trans tunnel and it WILL angle down severely." then it's a lot more work than installing an AOD. ...Frank...
In that case the last part of your argument against a C-6 is a moot point. I don't see why it couldn't be done. It's not what I would do, but it's his car. In the past I had no luck or faith in a C-4, up until the one I have now behind my 331, all have been failures. The one I have now has held up fine, although I do not drive it everyday, when it does give up the ghost, I'm planning on replacing it with the Toploader 4 speed I've been saving.
My only argument against it is fitament issues. As far as performance, durability, etc....I leave that up to the real experts.
