C4 Transmission Performance Rebuild - Mustang & Fords Magazine

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Home » Technical Articles » C4 Transmission Performance Rebuild - Automatic Authority

C4 Transmission Performance Rebuild - Automatic Authority Mike's Transmissions And Mustang & Fords Show You How To Make The Most Of  Small-Block A utomatic Transmission Performance

From the August, 20 07 issue of Modified Mustangs & Fords By Jim Smart Photography by Jim Smart

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Ford's venerable C4 three-speed automatic debuted in 1964 as Ford's first truly all-Ford designed and built automatic transmission. Prior to that, Borg-Warner did most of Ford's automatic transmissions. There was even a time just after World War II when General Motors provided Hydra-Matic transmissions to Ford. In the beginning, the C4 was a dual-range automatic transmission, meaning you could drive it in two individual ranges depending on driving conditions. For most of us with '65-'66 Mustangs, that means driving on the little dot or the big dot on the transmission selector-big dot for normal driving and small dot for Second gear only in ice and snow. It didn't take Ford long to figure out this idea didn't wo rk well because not enough people understood it. Some chose to drive on the small dot in error, never leaving Second gear and burning up the transmission.

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Beginning in 1967, Ford made the C4 more like other automatics of the period, with a more traditional P-R-N-D-2-1 shifter pattern, ditching the dual-range idea altogether. This made the C4 more user-friendly. From then, the C4 experienced a lot of refinements that made it durable, and it remains the simplest, most reliable Ford automatic ever. Many late-model Mustang racers have come to know the C4 as a terrific automatic transmission for racing, even choosing it over GM's tw o-speed Pow er Glide automatic for som e racing applications. In its more than 20-year production life, the C4 was first known as the Cruise-O-Matic and then the Select Shift. In fact, the C4 became the C5 in 1984, sporting a locking torque converter for improved efficiency. It is a hardy, rugged, reliable automatic you can do just about anything with.

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C4 - The Differences As you might expect, the C4 evolved throughout its production life. The first significant change was the valvebody when the dual-range feature was eliminated for 1967. You can install a '67-and-later valvebody in a '64-'66 C4 because the valvebody is the only change. With the valvebody change also came changes (detent positions) in the shifter linkage. These should be addressed when swapping by using the proper indicator. C4 transmissions prior to 1970 had .788-inch, 24-spline input shafts. In 1970, Ford went to a

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C4 Transmission Performance Rebuild - Mustang & Fords Magazine

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.839-inch, 26-spline input shaft. This involved a corresponding change in the forward clutch hub, which means you have to change all these components. You can't run a 24-spline input shaft in a 26-spline forward clutch hub or vice-versa.

Cable Clutch Conversion Kit - Cable Me This

It really becomes tricky with '71-and-later because the input shaft and forward clutch hub became both 24- and 26-spline. From '71-and-later, the torque-converter end of the s haft is 26-spline and the forward-clutch end is 24-spline. Adding to the confusion, there are a variety of  different cases that include case-fill dipstick tubes or pan-fill dipstick tubes. Ideally, you should find a co mplete '71-and-later C4 transmission with all of the improved components so you won't have to hunt down compatible parts.

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Two types of flexplates were used with C4 and C5 transmissions: a 157-tooth and a larger 164-tooth along with a larger bellhousing. With some exceptions, 157-tooth flexplates are used with case-fill dipstick tubes, while 164-tooth use pan-fill dipstick tubes. Pan-fill dipstick tubes are more common prior to 1967. A rule of thumb for C4 bellhousing identification is those that are 5-7/8-inch deep use 157-too th flexplates, and those that are 6-1/4-inches deep are the larger 164-tooth flexplate. The C5 is an odd duck with a 164-tooth flexplate and a 7-inch deep bellhousing.

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There are many C4 and C 5 bellhousing types for a variety of  applications. Don't make the mistake of picking up a pump-mount bellhousing for a case-mo unt C4 and vice-versa. It's easy to make that mistake as these bellhousings look so much alike at first glance. The most obvious difference is 157-tooth versus 164-tooth flexplates. Check depth first, then casting number.

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Another important difference is the five-bolt versus six-bolt bellhousing. Small-block Fords prior to the '65 model have five-bolt bellhousings instead of the more common six-bolt pieces from mid-'65 and later. If you're building a 260 or an early 289ci V-8, be mindful of five-bolt versus six-bolt. Five-bolt C4 bellhousings are very hard to find these days. Because there are endless variables in C4 bellhousings, not all of them are mentioned here, and not all this information is complete. Ford has a time-proven reputation for engineering changes and plucking old part numbers off the shelf in mass production. Expect anything when you go shopping for a bellhousing, including part and casting numbers not mentioned here. And remember, the C4 was used behind fours and sixes as well as V-8s.

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Larger, more common input... read full caption

Ford's C4 is simple enough... read full caption

Ford used hardened shafts... read full caption

C4 Performance Basics The best C4 to build is '70 or newer with the larger input shaft. Both the 26/26- and the 26/24spline, .839-inch shafts, and forward clutch hubs can take more punishment than the smaller .788-inch, 24/24-spline shaft. Professional builders tell us the 26/26-spline shaft will withstand up to 600 hp. Of course, this doesn't always guarantee your C4 will survive 600 hp and the corresponding torque. A good rule of thumb is to go with a hardened aftermarket .839-inch, 26-spline input shaft (both ends). Some factory 26/26- and 26/24-spline shafts were hardened, but apparently these are few and far between. Your best choice is an aftermarket shaft. Another important point with C4 performance is case selection. The '70-and-later case is considered stronger than '69-and-earlier because the bellhousing bolts to the case instead of the

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C4 Transmission Performance Rebuild - Mustang & Fords Magazine

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front pump. Transmission professionals also tell us the '82-'86 C5 case is better still thanks to oiling-system circuit improvements. You can net the same oiling-circuit improvements in an older C4 by doing some of them yourself. Because the No. 9 thrust bearing in back of the C4 tends to be oil-starved and prone to failure, transmission professionals like to modify the case whenever possible to improve oil flow back there. As we understand it, the solution is to drill a 1/8-inch hole into the case that ties this thrust bearing to the oil-cooler return galley. Ford did this with the C5, along with an additional lubrication hole in the thrust bearing. Mention this to your transmission builder and get their take on this modification. Every builder is of a different opinion. Another suggested modification is to s mooth the oil passages by chamfering each of them to reduce fluid-flow resistance and turbulence. According to a few builders we've spoken with, this improves line pressure and fluid flow.

You need to have the right... read full caption

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This is th e forward clutch... read full caption

Mike's Transmission machines... read full caption

The more clutches and steels,... read full caption

The modified forward-clutch... read full caption

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Flexplate Facts There are two basic flexplate sizes for the C 4: a 157 -tooth (left) like we find in most compact and intermediate Ford applications and a 164-toot h (right) more common with heavy-duty truck and full-size Ford applications. Bellhousing size goes right along with flexplate size. The larger 164-tooth flexplate needs the

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C4 Transmission Performance Rebuild - Mustang & Fords Magazine

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larger be llhousing. Also remember offset balance. If you're building an early small-block Ford (before '82), expect a 28-ounce offset (smaller counterweight). After '82, expect to see a 50-ounce offset with the large counterweight. This is common with '82-and-later 5.0L High-Output V-8s. When shopping for C4 cores and parts, be mindful of the following differences: Type M odel Years Specifics C4 Dual-Range '64-'66 Small-dot/large-dot valvebody with 24/24-spline Cruise-O-Matic input shaft; C4, C5 , C6 casting numbers C4 Select Shift '67-'69 P-R-N-D-2-1 shift pattern with 24/24-spline input shaft; C7, C8, C 9 casting numbers C4 Sele ct Shift '70 P-R-N-D-2-1 shift pattern with 26/26-spline input shaft; D0 casting number C4 Select Shift '71-'79 P-R-N-D-2-1 shift pattern with 26/24-spline input shaft; D1, D2, D3, D4, D5, D6, D7, D8, D9 casting numbers C5 N/A '82-'86 The C5 is a C4 with a lo cking torque converter; D2, D3, D4, D5 and D6 casting numbers

Band adjustment is critical... read full caption

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Going Parkin' If most of... read full caption

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C4 Transmission Performance Rebuild - Mustang & Fords Magazine

Here's the low-reverse band...

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Here's a cross section of...

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C4 Case Identification Early... read full caption

Venting prevents heat and...

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Quick Reference Guide to C4 V-8 Bellhousings Model Year Casting Number/Ford Part Number '64 C4AP-7976-A and C4AZ-7976-A '6 5-'69 C 5OP-797 6-A and C5OZ-7976-A '72-and-later D2OP-7976-AA and D2OZ-7976-B '73-and-later D3BP-7976-AA and D3BZ-7976-A '7 5-'78 D5 ZP-797 6-A and D5ZZ-7976-A '7 6- '7 9

D6 TP -7 97 6- AA

'77-and-la terD9AP-7976-AA

'77-and-later D7BP-7976-AA and D7BZ-7976-A '78-and-later D7DP-7976-AA and D8OZ-7976-B '79-and-la terD9AP-7976-BA '7 9- up

D9 AP -7 97 6-A A

Specifics Five-bolt bellhousing, 160-tooth flexplate, two-bolt starter, 221, 2 60, 289 V-8 Six-bolt bellhousing, 157-tooth flexplate, two-bolt starter, 289 and 302 V-8 Six-bolt bellhousing, 157-tooth flexplate, case-fill dipstick, two-bo lt starter, 302 V-8, cable kickdown Six-bolt bellhousing, 164-tooth flexplate, pan-fill dipstick, two-bolt starter, 302, and 351 V-8 Six-bolt bellhousing, 157-tooth flexplate, small torque converter for Mustang II only, case-fill dipstick, two-bolt starter, 302 V-8 Six -b olt b ellho us ing , 1 64 -t oo th f le xp la te , t ruc k o nly, pan-fill dipstick, two-bolt starter, 302 and 351 V-8 Six -bolt bellhousing, 157-tooth flexplate, case-fil l dipstick, cable kickdown, two-bolt starter, 255, 302, 3 50 V-8 Six-bolt bellhousing, 157-tooth flexplate, case-fill dipstick, two-bolt starter, 255, 302, and 3 51 V-8 Six-bolt bellhousing, 157-tooth flexplate, case-fill dipstick, two-bo lt starter, cable kickdown, 255, 302, and 351 V-8 Six -bolt bellhousing, 157-tooth flexplate, pan-fil l dip stick, cable kickdown, two-bolt starter, 255, 3 02, and 351 V-8 Six -b olt b ellho us ing , 1 57 -t oo th f le xp la te , c as e- fill dipstick, cable kickdown, two-bolt starter, 255, 302, and 351 V-8

C4 Transmission Performance Rebuild - Mustang & Fords Magazine

'8 2-up

E2TP-7 97 6-AA and E2TZ-7976-A

'7 5-up

D5 OP-797 6-BA a nd D5OZ-7976-A

There are so many types, C4... read full caption

This is the sprag clutch,... read full caption

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Six-bolt bellhousing, 164-tooth flexplate, trucks only, pan-fill dipstick, two-bolt starter, cable kickdown, 255, 302, and 351 V-8 For 351M and 400M with big-block bellhousing bolt pattern

Shift improvement kits from... read full caption

Deep sump pans are nothing... read full caption

Firm shifts come from solid... read full caption

Another item that stumps enthusiasts... read full caption

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C4 Transmission Performance Rebuild - Mustang & Fords Magazine

http://www.mustangandfords.com/techarticles/drivetrain/mufp_0605_small_block_ford_perform...