It is important to understand that part, casting, engineering, and service numbers rarely match each other. The C5 In 1982 Ford introduced the C5 Select-Shift transmission, which was nothing more than a C4 with a locking torque converter to improve fuel economy. All are visually identifiable, with other methods reserved for in-depth identification, such as year of production. Unless the casting has been revised, the basic casting number does not change. Too many motorists got this wrong and drove on the small dot, doing extensive transmission damage. The B intermediate servo cover indicates mismatched parts because the B servo is for sixcylinder engines.
So be aware if you aren't familiar with removing the transmission. It was designed and manufactured by BorgWarner for new-generation gray-wall-iron straight-6 and small V-8s. The pan-fill C4 really is more about strength for heavy duty applications like full-size cars and trucks than anything else because the bell-housing bolts to the case outside the pump housing. For 1967, the C4 went to a more conventional P-R-N-D-2-1 pattern and a different valve body. In early applications, the Ford-O-Matic transferred heat to the atmosphere via the torque converter and cooling vents in the bell-housing, instead of using fluid as coolant and a transmission cooler in the radiator. The C4 Dual-Range is equipped with a valve body that allows a driver to start out in second gear on snow and ice with a 2-3 upshift, which is the small dot off detent next to neutral on the indicator.
A C6 is easily identified by its one-piece bellhousing and main case design. The other T-17X trannies differed only in gear ratios. We suggest removing the bolts starting from one end and working toward the other end; that way, fluid will tend to drain out one end of the pan, hopefully into a handy drain pan and not all over your face. Inspect the pan found on the bottom of the transmission. Assemblies for other model years are also available. Transmission Oil Pans Though all of the many systems throughout your Ford Mustang differ to a degree, they each have one thing in common: they require some sort of lubrication in order to function. The C5 was in production between 1982 and 1986 at the Livonia, Michigan, transmission and axle plant and is not recommended as a performance transmission as received from the factory.
In August 1964, the C4 and the V-8s it was mated to were fitted with a larger six-bolt bellhousing to reduce noise, vibration, and harshness. The Ford-O-Matic and Merc-O-Matic were available behind the 144-, 170-, and 200-ci straight-6 engines, along with the 221- and 260-ci V-8s, which came later in 1962. Pre-88 models lack rear-lube enhancement — avoid these ones. He included a temperature sensor. Avoid the version used on V6s. From compact to midsize cars the trannies are the same length as the 3-speed. As you disassemble your transmission, make note of any obvious wear to parts that may need replacing.
The big three used them in the late '70s. A transmission repair manual is a must. Note that this pan has been installed successfully on many Ranger 4. From 1971 to 1982, the C4 had a split-spline count. This in turn required the input shaft to be longer. As the C4 evolved, other design changes were introduced. Though they are generally reliable, even the sturdiest Mustang transmission oil pans cannot compensate for rough encounters with road debris.
Because of the large quantities of T-5's produced, many parts are interchangeable. There is no way to tell the ratio from the outside, unfortunately. Although these transmissions were rugged and dependable, they were heavy, complex, and not easily adapted to performance applications. What made the little Ford-O-Matic different than its predecessors was its aluminum case and steel hard parts inside and out. In August 1964, the C4 and the V-8s it was mated to were fitted with a larger six-bolt bell-housing to reduce noise, vibration, and harshness. By the 1970s, Ford had a respectable lineup of modern lightweight automatic transmissions.
Bellhousing and main case were cast as one to reduce weight and reduce the likelihood of leakage. There is no leaking coming from the front seals, rear sears or oil pan. Expect to see all kinds of mismatched transmissions. T-96 may have a casting mark and has six bolts instead of four like on T-96 retaining the top cover. A C6 is easily identified by its one-piece bellhousing and main case design.
All others used the 150-T for 232 through 304 engines. What made the little Ford-O-Matic different than its predecessors was its aluminum case and steel hard parts inside and out. This is the C4 Dual-Range shift pattern for 1964—1966, with a large green dot for normal drive 1-2-3 upshifts and a smaller dot for second gear only driving on snow and ice. This shows the cast-in baffles and the pan interior. These images show from left to right: the 2wd filter, the 4wd filter, side view of 2wd filter, side view of 4wd filter Click on images to view larger ones in a separate tab or window.
This includes the 258 six. By the 1970s, Ford had a respectable lineup of modern lightweight automatic transmissions. All of the automatic transmission rebuilding video's out there start off with the transmission already out. Click on an image to view larger in a new tab or window. Finally, hold the bolt head steady and final-tighten the nut to 40 lb-ft.