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The Ford C6 is a heavy-duty automatic transmission built by Ford Motor Company between 1966 and 1996. It was marketed as the 'SelectShift Cruise-O-Matic'. Compared to its predecessor MX transmission, the C6 offered lower weight, less complexity, less parasitic power loss, and greater torque capacity for larger engines. It did this without exceeding the packaging dimensions of the MX. These design goals were in line with those of the C4 for smaller engines. It was given the name 'SelectShift'^[1] because if the transmission was placed in first or second gear, the transmission would only use that gear selected from a standing stop or if in motion, and was very helpful when driving on limited traction situations, where the torque of the engine would gradually move the vehicle, or if engine braking was needed on a downward incline. Once the transmission was placed in third, all three gears would be used in a normal fashion.

Design[edit]

To cut down on weight and cost, the C6 featured a simple, three speed Simpsonplanetary gearset. To aid in shift quality and long term durability, it was the first automatic transmission designed to use the Borg-Warner flexible shift band. It had disc clutch plates instead of bands on the low and reverse gears.^[2] It got new composite plates and valving.^[2] This gave it the capability to handle 475 ft-lb of torque.^[2]

The C6 was used in trucks and cars with larger engines. Five different bell housing varieties exist for use with various Ford engine families:

• The Windsor pattern was used on the 300 I6, the Ford Windsor engines and the 351 Cleveland.
• The 460 pattern was used on the 351M and 400 and all of the Ford '385' engines.
• The FE pattern was used on the FE engines
• The rare 66 - 68 Lincoln MEL 462 pattern which was used on 66 - 68 Lincoln Continentals with the 462 engine and also on 68 - 69 Lincoln Continentals with the 460. This pattern rounds off on the passenger side to clear the heat/AC box on the 66 - 69 Lincoln firewall.
• Diesel pattern. This was similar to the FE/'385' pattern but the two are not interchangeable.

The transmission is very popular in the sport of drag racing today, with units equipped with manual valve bodies and transbrakes, some of which are air shifted. It is also widely used in off-road applications due to its reputation of being nearly indestructible. It does, however, have a reputation of greatly reducing performance as well as fuel mileage, due to the amount of power it requires to operate.

Applications:

• 1978–1991 Ford Bronco
• 1967–1996 Ford F-Series
• 1964–1970 Ford Fairlane
• 1966-1974 Ford Galaxie
• 1966–1980 Ford LTD
• 1977–1979 Ford LTD II
• 1966–1979 Ford Ranchero
• 1966–1979 Ford Thunderbird
• 1968–1976 Ford Torino
• 1966–1979 Lincolns
• 1966–1969 Mercury Comet
• 1967–1973 Ford Mustang
• 1967–1978 Mercury Cougar
• 1966–1972 Mercury Meteor
• 1968–1976 Mercury Montego
• 1968–1974 Mercury Monterey
• 1977 Mustang Cobra 2

E4OD[edit]

The C6 core components were used to build Ford's first electronically controlled automatic transmission. The E4OD was introduced in 1989 and used in both light and heavy duty applications. The E4OD has four forward speeds and electronic shift controls replacing the hydraulic governor control mechanism of the C6.

Applications:

• 1990–1996 Ford Bronco
• 1989–1998 Ford E-Series
• 1997–1998 Ford Expedition
• 1989–1998 Ford F-Series
• 1993–1995 SVT Lightning

4R100[edit]

The E4OD was updated in 1998 and this new transmission was the last rendition of the C6. It was largely the same as the E4OD, but with some changes to internal components to address durability concerns when put behind the ever increasingly powerful Powerstroke Diesel Engine. In 1999 it was fitted with a PTO for auxiliary equipment attached to heavy duty trucks. To follow Ford's new naming schemes for its other transmissions, Ford renamed the E4OD the 4R100.

Applications:

• 1999–2004 Ford Lightning (F-150 SVT)
• 2002–2003 Ford F-150 Harley-Davidson Edition
• 1999–2003 Ford F-150 7700 Series (LEV - Low Emissions Vehicles only)
• 1999–2003 Ford Super Duty
• 1999–2003 Ford Expedition (with 5.4 V-8)
• 2000–2003 Ford Excursion
• 1997–2004 Ford E-Series
• 2002 Lincoln Blackwood^[3]
• 1998–2004 Lincoln Navigator^[3]

See also[edit]

References[edit]

1. ^'SelectShift Automatic'. Ford. Ford Motor Company. Retrieved 9 March 2021.
2. ^ ^abcDavid W. Temple (1 January 2010). Full-size Fords: 1955-1970. CarTech Inc. pp. 98–. ISBN978-1-934709-08-5. Retrieved 22 September 2013.CS1 maint: discouraged parameter (link)
3. ^ ^ab'Identify a Torque Converter'. IDATC.com. Retrieved 7 February 2021.

Electronically Controlled
4 Forward Gears
OD = Over Drive

E40d Transmission Pan

Introduced in 1989, the E4OD was Ford's first electronically controlled transmission. Based on core components of the C6, this transmission was used in many light and heavy duty vehicles including the Bronco, F-150, F-250, and F-350. While physically too large for use in most passenger cars, these transmissions are popular upgrades for older trucks and larger vehicles that were originally equipped with a 3 speed automatic. With the addition of an overdrive, increased fuel economy and a better driving experience can be had by choosing one of these units for your project. This transmission is also very robust, with power and torque handling capabilities (especially when upgraded) that make it a popular choice for diesel enthusiasts. The E4OD was produced in several different bolt patterns, which also makes it popular for a swap or upgrade. These include small block, big block (385 series, not FE), diesel, and modular bolt patterns.

Important Years

E40d Transmission Ebay

• 1989 - 1997 was the E4OD production run
• 1997 was the transition year to the 4R100 and vehicles from this year could be found with either transmission.

The 4R100 was introduced as the replacement for the E4OD and was internally stronger for use in the Powerstroke Diesel trucks. While almost identical on the exterior, not all parts are interchangeable between these two units, so care must be exercised to insure compatibility. Unlike the E4OD, these units have a dedicated output shaft speed sensor located towards the rear of the transmission. A PWM (pulse-width modulated) torque converter clutch solenoid was also added, first to 4R100s in diesel applications and later to all 4R100s.

E4OD / 4R100 Specs

• Weight: 270 lbs. (dry with converter)
• Case: Aluminum
• Fluid Capacity: 18 quarts Mercon V (total with torque converter)

E40d Transmission Diagram

Gear Ratios:

• 1st: 2.71
• 2nd: 1.54
• 3rd: 1.00
• 4th: 0.71

Not all E4OD transmissions come with the gear machined into the output shaft to drive a cable-drive speedometer. In 1992, Ford started using the differential speed sensor to run the electronic speedometer in trucks and omitted the drive gear from the output shaft. Transmissions without the gear can have the output shaft changed, but complete transmission disassembly is required since the output shaft is in the back and the transmission disassembles from the front.

E40d Transmission Ecm

E40d Transmission Applications

Early E4OD Range Sensors are Prone to Failure

E40d Transmission Controller

E4OD transmissions manufactured prior to 1995 had an issue with the MLPS, or “Range Sensor”. It was determined to be inadequately weather-proof, allowing water to enter the connector and corrode the pins, causing electrical problems. It is always recommended that this sensor be replaced with an updated 1995 or newer style, if it has not been already.