c-4 to an FE block

1

1pieceatatime

Junior Member
does anyone know where i can find an after market bellhusing for a c-4 to mate up to an fe block? and when i find it should i use the torque converter from the c-4 or the c-6? has anyone here done this before? thanks
 
You will have to use the convertor from the same model c4. Quick Time (Lakewood Industries) makes a steel bellhousing , p/n RM-9056. Bendisen makes an AOD bellhousing too
 
thanks for the tips guys. i found one at summit but its really pricey. now i know what im looking for im going to check out a few other manufacturers and also see if there are any used ones out there. like always i am working on a "money free budget"! i am putting this c-4 up against a 406 cid FE. some guys say im nuts and others say no problem it will be tough enough. i am not planning on beating on this car but i will have to "rotate" the rear tires once in a while. anyone have experiance with these trannies on big blocks? or maybe an opinion about the c-4?
 
C4s weren't really intended for big-block/high-torque engines - that's why they used the MX/FMX cast-iron Cruise-O-Matics or the C6s. I wouldn't hesitate to use one behind a small-block, but I most certainly would consider selling the C4 and put the money towards a C6.
 
I've heard that Ford used the C-4 in some half-ton pickups with 352 engines about '64-'66. Probably rather rare by now, though!
 
I've been watching this thread for a couple days now, and have to agree with alt63bird.
Why ? The C4 is not designed for a higher torque, larger displacement engine. That is why the C6 was designed.
Use a COM or a C6 and save yourself alot of time, hassle and rework.
 
Actually, after an expensive rebuild, a C4 can handle really a lot of horse power. That plus they use much less HP to turn, so it would be far more efficient. That being said, with all the C 6's out there, it would cost really a barn load of money to make a C4 conversion happen. C 6's came with several bolt patterns on the bell end, be sure you pick the correct one
 
Exactly. Why go to the additional expense and work. As an FYI, because the C6 has a bellhousing integral with the case, you'll need an FE specific C6. They'll have a round pattern for the mounting bolts, vs a flat area on top for the Cleveland and 385 ( 429-460) series engines.
 
ok guys, i left a few things out. i have a perfectly good c6 bolted up to my 406 right now. i cant use it cause it does not fit the car. i have tried everything and cant get a good enough drive shaft angle.i cut the frame and lowered the mounts, cut the oil pan to lower the engine and so on, you get, im sure. the c4 is tiny compared to the c6 and will let me raise the tail shaft alot without hitting the brand new trans tunnel and floor pans. i guess i should have told you guys that first huh? but i really value the opinion of all you guys that have been there and done that so thanks for your input. im gonna do this over the summer as more money can be squeezed out of the budget so hopefully things will go right and i'll share some pics after i get it working
 
Re: c-4 to an FE block
Just saw this on e-bay if your still interested. http://bit.ly/KhDE25

As a friend of mine used to say, "you must have been kissed on the whatsit by a fairy at birth!"
How often do you find exactly what you want at a very reasonable price when you want it, especially on eBay.
Regards
 
The Ford C-4 trans has become very popular application in a lot of non Ford vehicles with big engines.. I know a man that uses them on a regular basis behind Buick straight eights with HP in excess of 500 HP.. Since most of the C-4's have a detachable bell housing and are small, they adapt very well. I am not to sure just what modifications are done to the C-4's to use them behind large HP engines.
The GM 200R4 is also becoming a very popular trans, w/modification, behind high output engines... The old story 'size matters' holds true.
 
C4s are a nifty trans because of their size.It's the only trans that will fit into 40 and early frames without heavy modification.FWIW I have one in my 40 with a Gear Venders OD,and it fits beauifully.
 
Not to mention they are one of the least parasitic of HP of most automatic transmissions (read more power to the ground when you get on the Loud Peddle). And with the right parts it can be made extremely strong.

As far as putting a stock C-4 behind a healthy FE, that might not be such a good thing.

The C-4 I have behind my 312" in my Ranchwagon has Kevlar bands, extra clutches, a "C" code servo and shift kit with a 2800 stall converter. Holding up pretty good.

Milt, I have a P-Type Gear Venders ready to go, looking for an adapter to the C-4. Good to hear your satisfied with yours. Do you use yours as a gear splitter or just O/D in third?
 
Y-Blockhead said:
Not to mention they are one of the least parasitic of HP of most automatic transmissions (read more power to the ground when you get on the Loud Peddle). And with the right parts it can be made extremely strong.

As far as putting a stock C-4 behind a healthy FE, that might not be such a good thing.

The C-4 I have behind my 312" in my Ranchwagon has Kevlar bands, extra clutches, a "C" code servo and shift kit with a 2800 stall converter. Holding up pretty good.

Milt, I have a P-Type Gear Venders ready to go, looking for an adapter to the C-4. Good to hear your satisfied with yours. Do you use yours as a gear splitter or just O/D in third?
Click to expand...

No,Y-Blockhead I use only as an OD.The electronics I have on mine Gear Venders apparently doesn't make any more.Which is a shame.It's a compact unit which is important because space is at a premium under my 40 dash.I had to step up to the plate and buy an adapter from Gear Venders.
 
Milt, have you seen this electronic kit on e-bay. Looks pretty compact. http://bit.ly/K59Rdw
If you don't mind me asking, how much did you pay for your adapter from Gear Vendors. looks like I am going have to "step up to the plate" also.

Right now with 27" tall tires and 3.55's it turning 3100 RPM at 70 MPH (calculated, not actual. I don't trust my speedo to be accurate). With the GV it should be ~2400RPM, much better for highway speeds.

Good to talk to someone that actually has a GV O/D.
Thanks, Dennis
 
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Y-Blockhead said:
Milt, have you seen this electronic kit on e-bay. Looks pretty compact. http://bit.ly/K59Rdw
If you don't mind me asking, how much did you pay for your adapter from Gear Vendors. looks like I am going have to "step up to the plate" also.

Right now with 27" tall tires and 3.55's it turning 3100 RPM at 70 MPH (calculated, not actual. I don't trust my speedo to be accurate). With the GV it should be ~2400RPM, much better for highway speeds.

Good to talk to someone that actually has a GV O/D.
Thanks, Dennis
Click to expand...
Dennis,I'll check out the kit thanks.It seems like it was about $600,but that was quite a few years ago.
 
Ole Don said:
Actually, after an expensive rebuild, a C4 can handle really a lot of horse power. That plus they use much less HP to turn, so it would be far more efficient. That being said, with all the C 6's out there, it would cost really a barn load of money to make a C4 conversion happen. C 6's came with several bolt patterns on the bell end, be sure you pick the correct one
Click to expand...

actually, a good stout C-4 doesn't need an expensive overhaul to handle pretty big horsepower. I've been rebuilding them for more years than I care to remember and if a 5 clutch direct and 4 clutch forward drums are used along with the big 2nd gear servo, a quality shift kit ( I like Transgo much better than all the others), the van or pick up planets with extra gear strength,a converter that is matched to you car and car's weight, and halving the adjustments for each band (ie. 1 1/2 turns for the low reverse and 3/4 turns for the intermediate, one can have a trans that will live happily for a long time and take much abuse. I recently did a c-4 for a friend that was drag racing and bought the trans from a major builder in Phoenix. It let go soon after installing it and it was a minor repair. I looked at what had been done to the trans and saw how little they did and how MUCH they charged and thought seriously of coming out of retirement if there is that much profit. Whatever you do I would not recommend the FX,MX or FMX transmissions. They are obsolete Ravenaux design boxes left over from the early '50's and ford would need then when demand could not be met by the C-6 or in some cases the lighter duty versions of the C-6. They have dual valve bodies, a cast iron case, and tubes joining the valve bodies that are prone to leak and cause shift problems.
 
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