Technical C4 Transmission Options

Would like to get some opinions and direction for my daughter's 63 Falcon.

We're keeping the 260 V8 and trying to find a C4 automatic transmission to install.

I've come across a couple for sale, but not sure that either one will work. Also, I already have the 5 bolt bell for the C4.

Option 1 - C4 from a 1976 Maveric with a 250 inline 6 motor.
Option 2 - C4 from a truck with a 351W motor. Buyer has sent me pictures of it, but I see 2 possible issues with it.

A) - Is it even a C4? Every C4 I've ever seen has the 2 round servo covers on both sides. This one does not have them.

B) is the bolt pattern on the pump even the same? I took a picture of a C4 that I bought (pan filled instead of case fill -long story but it won't work) and the patterns look different. The casting number on the case has it made in 1980. Anyone know if the bolt pattern changed then?

So, my questions are:
1. will either of these work with a 5 bolt bell on my 260V8?
2. If so, which one would you put in your daughter's car?
3. What else will I need to match everything up? Flex plate, any special torque converter for the 260, different drive shaft, different transmission brace, etc.

Thanks

 

That red colored monstrosity in not a C4. You need a case-fill C4. The 5 bolt bell will not work on a pan-fill case. It's possible your 260 Fordomatic flex plate will work with a C4 converter, but I am not sure. The flex plate need's to be 157 tooth and 28 oz. imbalance. A 289 torque converter should be just fine with your 260. It just has to be correct for the case-fill transmission that you will be using.

I don't know about the original Fordomatic driveshaft length and front yoke. It may fit, it may not. However, a '64/ '65 Falcon V8 / C4 driveshaft should be a bolt in. If you can't find one of those, modify a more easily found Mustang shaft or have a new one made by a driveshaft shop.

Ray

 

That red-cased box is a FMX; dead giveaway is the iron case. Ford very rarely (if ever) used the C4 behind anything larger than a 302 (I've never seen a stock install), you always found a FMX behind the 'intermediate' motors unless it was a truck, then you got the C6.

 

The first trans is an FMX. The pan fill C4 will work. Unbolt the bellhousing from it. Then you can remove the pump bolts and bolt the 5 bolt bellhousing on. It looks a little strange but if it will fit in the trans tunnel it will work. Make sure you get the proper torque to fit the flexplate, starter and imput shaft.

 

I didn't think it looked like a C4. Thanks for confirming it.

As for my pan fill C4, there is a pretty good gap between the case and 5 bolt bell where the case flares up and the bell doesn't. It does look goofy, and I had another guy tell me it would work, but it just didn't look right. By the time I knock the bell far enough back to seat the bolts into the pump, I'm concerned the torque converter will stick too far out past the bell edges and not have enough clearance for the flex plate. That's with putting the converter that came with the tranny on it. It's from a 302. Do I need a different converter for a 260?

Any thoughts on the inline 6 tranny? Had the someone tell me they thought it would match ok with my V8 260. Thoughts?

 

Just use a converter for a 289. Possibly it may be the same coverter as the 250 cube six cylinder model. You can find out what is called for through a trans parts supplier.

As for the 6 cylinder C4, it depends if it is case fill or pan fill style. If case-fill, I'd use it. There might be a difference internally, i.e. fewer clutches in the clutch pack, or some such, but since it was for a 250, it may be the same specs as the V8 model. If it's case fill, that/ what I would go with. If you have it overhauled, now or later, any internal difference between a 6 and 8 can be dealt with at that time.

Whether or not the case fill and pan fill trans are both compatible with your 5 bolt bell is, in my mind, very questionable. But even if it is doable, I would not be satisfied with the case mismatch....it looks like a hell, in my opinion.

Ray

 

Just rebuilt the cruzo and install a 67 valve body and be good to go.

 

The only difference in the '64/'66 valve body vs the '67 up is the shift pattern. The earlier unit has one "lo" position and two "dr" positions. One of the drive positions provides for use of all three forward gears, the other position starts in second gear rather than first, either way, you end up in third gear......the later style has "1", "2" and "Dr". If you use the '76 Maverivk box you will already have the late style valve body.

Ray

 

The yoke from the 2 speed is 25 spline. You need to get a 28 spline yoke for the C4, which will mate up to the same spicer 1310 U-joints. Mine ran with the same driveshaft without any shortening.
The 6 cylinder C4 can be upgraded to V8 specs, but your 260 isn't so powerful to worry too much, but if you're getting it rebuilt anyway you may as well do it.
You'll also need a C4 rear trans adapter mount which you can find online for about $80-$90.

 

In the late 70s Ford was desperate to meet CAFE Standards & put C-4s behind 351Ws, had one in a S/W.

 

Just like has been said the red transmission is an FMX, it is a cast iron case, and not desirable at all. It is very heavy due to the cast case. Some of the internals were reworked and found their way into the AOD transmission

 

Nothing wrong with an FMX, just way more tranny than needed for a 260.

 

My understanding with C4 autos is if it's behind a 250, it's the same as the 302 V8 box.
Only the early 200 and 170 with a C4 has smaller friction plates and is lighter duty.
Been dealing with trying to convert a 66 Mustang with 200 6 c4 to pan fill V8
So many spline count differences at both ends, converter bolt pattern spacing, case or pan fill between them all.
Also in Australia we had pan fill C4 with our unique 6 cylinder bell-housing pattern.
The bell is heavy cast iron, bolts to the front pump and looks horrible, uses the torque converter bolt pattern used on the early 260.
Why did I get back into Fords after a few years playing with GM,,,,,,,,,,,,

 

Generally speaking, the early 6 cylinder C4s had less clutch plates than the V8 units. My understanding is that you can simply add plates and they'll fit in the drum.
I've read that later 6 cylinder C4s were the same as V8 units.

 

He doesn't have a cruzo, he has a Fordo.

 

And that's why I love my Chevrolets. Carry on Ford men, I admire your perseverance.

 

Actually Fords only sound difficult. Some of the things that Ford did was for company preservation but there is a way around all of it once you learn a trick or two like some of these fellas have.

A C4 is a goo transmission by the way and easily adaptable these days to about one of anything. They are light and can be built as stout as they need to be.

I would not be one bit worried about running the 6 cylinder transmission behind a 260. I would check with a reputable transmission shop abut the torque converter but that should be the only real problem if there are any problems at all with the swap.