Separating this question from the converter thread.
C4, C6, AOD, 4R/5R/6R?
C4, C6, AOD, 4R/5R/6R?
Greg2
Greg I went to a glide in 1989 in my Ford race cars but all I do is bracket race! Turned on many win lites with them with my 2 sons driving! Ran C6 and C4 but not all out race trans so I can't compare! Been more than happy with the glides
Good luck with what ever you do! The Vega in avatar is Ford powered with a glide!
Good luck with what ever you do! The Vega in avatar is Ford powered with a glide!
FB Performance. I have one of their AODE transmissions in my car. Car is 3550lbs, regularly goes mid-8s with 1.2x short times.
Torque is what kills a transmission and mine is a brute. I've been 8.34 at 163mph and shift at 6500rpm - LOTS of torque in the combo.
I do break planetaries but so do the guys with the GM transmissions. But I can get 100+ good runs in before servicing the tranny. A lighter car with less torque would easily go as high as 200 passes IMO. Other then the planetaries, I don't break any hard parts, just typically wear out the direct clutches at 100-150 passes.
I'm not a fan of the C4s in a heavier car or one with a ton of torque. The hard parts in the AOD are heavier than a C4s.
I looked into changing to a GM transmission a few years ago and it's expensive to do the changeover with a transmission that is as strong or stronger than mine.
Torque is what kills a transmission and mine is a brute. I've been 8.34 at 163mph and shift at 6500rpm - LOTS of torque in the combo.
I do break planetaries but so do the guys with the GM transmissions. But I can get 100+ good runs in before servicing the tranny. A lighter car with less torque would easily go as high as 200 passes IMO. Other then the planetaries, I don't break any hard parts, just typically wear out the direct clutches at 100-150 passes.
I'm not a fan of the C4s in a heavier car or one with a ton of torque. The hard parts in the AOD are heavier than a C4s.
I looked into changing to a GM transmission a few years ago and it's expensive to do the changeover with a transmission that is as strong or stronger than mine.
I'm building one now(having it built) using Merkyl's parts and the now extinct Trans-King gearset(1st is 2.26). Planning to run 7's with it in a blown application. The technology is slowly coming to the C6's because of Frank M and a couple of others. If these catch on there will be no reason to run a non Ford tranny unless you simply prefer a 2 speed.
I've never had any problems out of the performance C4's I have built. I prefer the truck C4s because I feel the pan fill case is stronger, and they have separate front pump bolts on the bellhousing for which IMO is also stronger.
Other tricks to do as well, but its fairly an easier trans to build vs something like a #$%$#@# AW55-51, 5 speed auto trans, or a fucking Honda trans.
For the record I've moved on to the 4R trans as its arguably stronger than the C4 plus it has over drive. My wifes 65 Mustang fastback is putting out around 600fwhp with the last c4 I built.
Edit: The best I've seen a C4 do was behind Jay Browns 580 SOHC Ford FE engine in a HEAVY 63, or 64 Galaxie. He made it almost through drag week before having valve train issues, but he C4 trans held up even with slicks.
Other tricks to do as well, but its fairly an easier trans to build vs something like a #$%$#@# AW55-51, 5 speed auto trans, or a fucking Honda trans.
For the record I've moved on to the 4R trans as its arguably stronger than the C4 plus it has over drive. My wifes 65 Mustang fastback is putting out around 600fwhp with the last c4 I built.
Edit: The best I've seen a C4 do was behind Jay Browns 580 SOHC Ford FE engine in a HEAVY 63, or 64 Galaxie. He made it almost through drag week before having valve train issues, but he C4 trans held up even with slicks.
Broader....best ford trans builder on the planet
http://www.broaderperformance.com/f...com/ford-c4-/168-c4-close-ratio-racing-big-block-transmission-w-transbrake.html
http://www.broaderperformance.com/f...com/ford-c4-/168-c4-close-ratio-racing-big-block-transmission-w-transbrake.html
Cameron's from Columbia, SC builds a mean glide. I think he still has the record for fastest Pro-Mod glide pass. Billet everything.
The C6 has always suffered from GM syndrome... it's a Ford, so it needs to be swapped for a GM. The C6 is the strongest transmission of all the big 3, and Frank Merkl has been developing them for many years. He runs a 600" C headed BBF with 1 or 2 kits depending on how things are going.. The car weighs over 3000 lbs with the driver, runs 7.4's at over 190, and has no trans issues.
Rollerizing the thrust washers reduces the big drag these transmissions experience, an aluminum high reverse drum lightens the rotating mass by less than half, and a billet forward drum stops the problem of snapping off the snap ring tabs when shifting into gear hundreds of times with 200 plus pounds of line pressure. And since the sprag isn't used in manual low, there's no chance of rolling one and blowing the trans up. Big heavy units to be sure, but virtually indestructible when built by somebody who knows what they are doing!
Rollerizing the thrust washers reduces the big drag these transmissions experience, an aluminum high reverse drum lightens the rotating mass by less than half, and a billet forward drum stops the problem of snapping off the snap ring tabs when shifting into gear hundreds of times with 200 plus pounds of line pressure. And since the sprag isn't used in manual low, there's no chance of rolling one and blowing the trans up. Big heavy units to be sure, but virtually indestructible when built by somebody who knows what they are doing!
To really "build" a TH400 for serious duty, you will be starting off with an aftermarket case ($$), then billet everything inside.
This makes a full race TH400 cost substancially more than the comparable C6.
The C6 case is STRONG!! and its reinforced in critical areas.
Everything in the C6 is large....so in stock form, they do have a lot of parasitic drag, but thanks to Merkle and Dynamic and others, the lightweight drums and complete geartrain assemblies rival anything thats found inside a TH400 race trans.
This makes a full race TH400 cost substancially more than the comparable C6.
The C6 case is STRONG!! and its reinforced in critical areas.
Everything in the C6 is large....so in stock form, they do have a lot of parasitic drag, but thanks to Merkle and Dynamic and others, the lightweight drums and complete geartrain assemblies rival anything thats found inside a TH400 race trans.
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