Without a doubt an automatic transmission is the most complex and sophisticated subsystem in your Ford truck or car. Case and valve-body bolt patterns changed for 1970—1981, which is why a 1964—1969 valve body does not fit a 1970—1981 case. The 2-3 shift valve moves and charges the reverse-and-high clutch system. Before assuming your cooler is now good to go, check to see if there is a leak. . Lower the transfer case and remove it from under the vehicle.
The governor is still doing its job, the clutch circuit is hydraulically tight, and the 2-3 shift valve is free. . Check the through-detent upshifts by pushing the accelerator to wide open throttle in D and holding it there. Servo pistons and seals must be clean. It was designed and manufactured by BorgWarner for new-generation gray-wall-iron straight-6 and small V-8s.
Alternatively, you can always bore a hole in your workbench for a stack assembly. This Ford transmission manual assumes you are a novice mechanic and provides information about how the transmission works before getting into general transmission removal, disassembly, reassembly and installation procedures. . If they are not, a governor test can be performed either in the shop or on the road to determine if the governor is functioning. Because automatic transmissions encompass dozens of tiny parts—clips, balls, pins, valves, springs, and other items—your workspace must be well-lit, neat, orderly. Transmission disassembly can involve damaged fasteners, pulled threads, and a lot of other problems where a tap-and-die set comes in handy. At a glance, the Dual-Range valve body looks identical to 1967—1969.
When Ford Falcon and Mercury Comet were introduced for 1960, they were available with a new lightweight Ford-O-Matic 2-speed transmission. On models where a rubber boot covers the lower shift lever, move the boot out of the way and unbolt the lever from the case. Check the kickdown shift points by pushing the accelerator through the detent at the appropriate road speed. . The B intermediate servo cover indicates mismatched parts because the B servo is for six-cylinder engines.
. The test is based on the fact that governor pressure acts on a cutback valve in the valve body to reduce control pressure with increased road speed. In early applications, the Ford-O-Matic transferred heat to the atmosphere via the torque converter and cooling vents in the bellhousing, instead of using fluid as coolant and a transmission cooler in the radiator. Although these transmissions were rugged and dependable, they were heavy, complex, and not easily adapted to performance applications. Control pressure to the governor is dead-ended at the governor valve, so that there is no governor pressure. . .
In 1970, Ford gave the C4 a larger input shaft and clutch hub measuring. Automatic transmissions are precision components that call for a clean working environment with a place for everything. . C4 teardown technique generally applies to the C6 as well, though there are some distinct differences in the ford c6 transmission and ford c4 transmission. Written by George Reid and Republished with Permission of CarTech Inc. Rigid Front Band - 2. Use goggles or safety glasses to protect your eyes from flying debris.
Instead, it used a redesigned valve body offering a P-R-N-D-2-1 shift pattern known as Select-Shift. This valve body was used from 1967 to 1969. . Think of a torque converter like a water wheel in an old saw mill: the waterwheel is driven by fluid in motion. Ford had a fundamental challenge to its direction and future in the late 1950s—how to shed a stodgy image and dated technology. From 1964 to 1966 the C4 was called the Dual-Range Cruise-O-Matic—known among enthusiasts as the Green Dot transmission. To test the cooler, securely plug the end of one of the cooler lines, then apply compressed air at about 30 psi to the other line.
Now, governor pressure has risen high enough to overcome the 2-3 shift valve spring. A Hot Flush system left purges transmissions and coolers of stray particulates that can damage new transmissions. For 1967, the C4 went to a more conventional P-R-N-D-2-1 pattern and a different valve body. Most C4s were case-fill notched case and bellhousing with 157-, or 148-tooth flexplates. White Stripe - Screw In. Seals can also be damaged by dirt and friction material, which causes internal hydraulic leaks and failure. Have a couple of wire wheels on hand for clean-up purposes.