Outer Limits 4x4 Board

Posted: **Tue Jan 24, 2006 9:28 am**

Who's got one, who built it, what's been done inside and more importantly who's gets abused. Thanks

Posted: **Tue Jan 24, 2006 6:34 pm**

I abused a C4 behind a 351 for ages with no problems at all

Posted: **Wed Jan 25, 2006 1:09 pm**

More in a 4wd application but

Posted: **Wed Jan 25, 2006 1:17 pm**

A friend had one in his stocky Range Rover, then fitted a 450hp 351 to it, and beefed it up, with no dramas.

Posted: **Wed Jan 25, 2006 8:26 pm**

One of my best mates builds auto's (did my 700 for nothin), i can ask him over the weekend, he'd say go the c10 and low stall. I've seen him build some tuff ones.

Posted: **Wed Jan 25, 2006 10:05 pm**

I have a Stock C6 with a B&M on top behind a 351 and it goes really well. 4wd too. removed a hose on rear of transmission and inside slot i tightened a little screw in the guts of it. It shifts a lot quicker and snappier now. Dunno what it does but a F100 guru mate iv'e mine told me to do it and its really good now. not as lazy as the transmission in my girlfriends effy. but hers being 2wd unlike mine does make it get going down low a bit easyier. Hard to find the auto 4wd boxes apparently so good luck. best bet would be a wrecked bronco i suppose.

Posted: **Sat Jan 28, 2006 8:04 pm**

Posted: **Sun Jan 29, 2006 9:22 pm**

cloughy wrote:More in a 4wd application but

sorry it was in a LWB MQ Patrol

Posted: **Sun Jan 29, 2006 9:41 pm**

What about the 4 speed AOD and the 3 speed FMX?

Had a FMX behind a 5.8 GXL and it was a very good gearbox.

Posted: **Sun Jan 29, 2006 9:54 pm**

DR Frankenstine, do you know what stall, valve body mods or shift kit, clutches, internal mods etc. sorry road nazi already have the adaptor etc.

my plans are to use it behind a 351 windsor i'm builing will be mild motor balanced blueprinted about 10.1 comp maybe some alloy heads and will be used primarily for bush work and will cope a reasnable amount of abuse. have been running c9 behing the stock eb efi 302 i currently have in it and have broken the front drive hub in half and fried the 1st reverse clutch pack so far, admittedly the clutches were my fault as i was recovering a dead vehicle from some pretty nasty tracks and constantly loading the auto. vehicle is a dirty old range rover

Posted: **Thu Feb 23, 2006 3:23 am**

Posted: **Thu Feb 23, 2006 6:44 pm**

my box was bog standard. start modding it and you will start having troubles.
I liked the c4 because if you locked it in second it took off in second. very handy in some situations especially in low range

Posted: **Sun Feb 26, 2006 7:08 pm**

this thread on pirate is worth watching.

is the c6 the same sort of trans as the c4???

http://www.pirate4x4.com/forum/showthread.php?t=448339

Posted: **Mon Feb 27, 2006 1:39 pm**

[quote="DR Frankenstine"]my box was bog standard. start modding it and you will start having troubles.
I liked the c4 because if you locked it in second it took off in second. very handy in some situations especially in low range[/quote]

Yeah really strange that. My F100 does the same thing all the time and i have no idea why. If you take off from standstill normally it will just take off in second and cruise into top. Only if you flatten it from a standstill will it take off in first. But the box in the girlfriends effy has never done that before ever.

Posted: **Wed May 31, 2006 7:32 pm**

I've got a C9 in bits at the moment - does anyone know of a good supplier for rebuild kits ?

Also whats the difference between the C4 and C9 ? Plenty of cheap performance C4 clutch and band kits in the states, but nothing for the C9's (but they look the same)

thanks

Posted: **Wed May 31, 2006 9:23 pm**

Officially there is no such thing as C9 or C10 boxes. They are ALL C4's.

There is a C4 with early windsor bellhousing, and the dipstick into the box, and we call it a C4.

There is a C4 with late windsor/Clevo bellhousing, and the dipstick into the pan, and we call it a C10, but it is a C4.
There is a C4 fitted to 6 cylinder Fords, Falcons Cortina's etc, and we call them C9's, but they are also C4's.

A C6 is a completely different box. Usually fitted to big blocks in cars, and big and small blocks in trucks. Also it is the usual 3 speed auto in 4x4 trucks. It was never fitted to any car in australia, only F100's, F250's and F350's, and Bronco's.

The FMX is different again, and was fitted factory to all 351 Ford cars in Aust. It has a iron case, alloy bell & extension housings.

The FMX was fitted to 351 fords, and the C10 was fitted to 302 fords. In factory trim, Strange when the C10 can be built much stronger than the FMX.

Posted: **Wed May 31, 2006 11:01 pm**

UUMMMMM CRUSHU your partly right, there is no real major internal differences between C4 C9 and C10, to tell them apart C4 and C9 the bellhousing bolts on with the pump bolts whereas C10 it bolts on seperately, C9 has a breather on the extension housing and C4 doesn't, C4 and C9 also have the dipstick in the cast housing of the transmission where C10 has it in the pan, C6's are completely different

Early windsor and late windsor/cleveland bellhousings??? didn't think there ever was a difference as the bolt pattern never changer and was the same between windsor and cleveland

Posted: **Thu Jun 01, 2006 7:36 am**

cloughy wrote:UUMMMMM CRUSHU your partly right, there is no real major internal differences between C4 C9 and C10, to tell them apart C4 and C9 the bellhousing bolts on with the pump bolts whereas C10 it bolts on seperately, C9 has a breather on the extension housing and C4 doesn't, C4 and C9 also have the dipstick in the cast housing of the transmission where C10 has it in the pan, C6's are completely different

Early windsor and late windsor/cleveland bellhousings??? didn't think there ever was a difference as the bolt pattern never changer and was the same between windsor and cleveland

Early windsor is 5 bolt (XR - XT and maybe XW?) and later Windsor is 6 bolt bellhousing.

They are ALL C4's, as far as any supplier in the US is concerned, just different versions, and as far as Ford them selves are concerned.

Sort of like how Nissan call them Y60 & Y61 Patrols, but for reasons I don't know, we call them GQ's & GU's.

Posted: **Thu Jun 01, 2006 7:49 am**

BTW, The dipstick placing is what is used to ID the different V8 boxes, and the change from Early V8 boltpattern with dipstick in case, to late boltpattern with dipstick in pan, was around 1970.

The "Early Bolt Pattern was from '66 - '69, 10 1/2" boltpattern, 26 spline shaft.

The "Late Bolt Pattern" was from 1970 onward, was also 26 spline, and was 11 7/16" pattern

There is also a 10 1/2" bolt pattern 24 spline box.

Posted: **Thu Jun 01, 2006 10:42 am**

ohh your talking bolt pattern on the transmission side, yea your right but that is the C10 revision, bellhousing bolts directly to the casing not with the pump bolts like C4 and C9, C4 and C9 bellhousing will bolt on C10 with the pump bolts but not the other way round, there ARE different revisions of these auto's and there ARE differences BUT they aren't internal, well there was slight differences but everything is interchangeable

Posted: **Thu Jun 01, 2006 10:56 am**

cloughy wrote:ohh your talking bolt pattern on the transmission side, yea your right but that is the DIPSTICK IN PAN revision, bellhousing bolts directly to the casing not with the pump bolts like DIPSTICK IN CASE, 24 or 26 spline, C4 and C9 bellhousing will bolt on C10 with the pump bolts but not the other way round, there ARE different revisions of these auto's and there ARE differences BUT they aren't internal, well there was slight differences but everything is interchangeable

Posted: **Fri Jun 02, 2006 10:16 am**

Regardless of wat type of c4 you use you need to use a 26 spline input shaft c4 they are the strongest type. As for a shift kit you want one that shifts firm but not harsh, a harsh shifting shift kit shock loades the front planetary gear train and than gears machine them selves through the front carrier, just use good quality clutches and bands(not kevlar they tell you its high performance but the truth is its just a cheep relined band) and get the top drum machined to handle 5 clutch plates and get a new line boost valve as the old one will have poor line rise and dont forget to fit the kick down rod or cable it gives you high line preasure at full throttle. still having said that a c6 is still a better trans but some time space is a problem and c4,s are a good strong compact transmission.

Posted: **Fri Jun 02, 2006 7:25 pm**

it works wrote:Regardless of wat type of c4 you use you need to use a 26 spline input shaft c4 they are the strongest type. As for a shift kit you want one that shifts firm but not harsh, a harsh shifting shift kit shock loades the front planetary gear train and than gears machine them selves through the front carrier, just use good quality clutches and bands(not kevlar they tell you its high performance but the truth is its just a cheep relined band) and get the top drum machined to handle 5 clutch plates and get a new line boost valve as the old one will have poor line rise and dont forget to fit the kick down rod or cable it gives you high line preasure at full throttle. still having said that a c6 is still a better trans but some time space is a problem and c4,s are a good strong compact transmission.

x2

and also get a curve plate put inside the convertor on the back cover this makes a radius and not a square back and will stop the oil from going black all the time

Outer Limits 4x4 Board

C4, C9, or C10 auto

C4, C9, or C10 auto

mk

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