E4OD gears in a C6 aka wide ratio C6?

[Gary Lewis]

Biggest problem with the E4OD is the programming in the EEC or TCM, it uses the torque converter a lot which generates tons of heat, I do my own tuning and have my unlock set at 80% throttle, it will usually downshift about that point, and re-lock shortly afterwards. I let the 460s torque do the work like it is a manual transmission.

What tuning software do you use? Do you get into the Ford EEC system or do you have an aftermarket controller like the USShift? The biggest reason I’m hesitant to build that E4OD is having to drop the money on a controller

In case Bill's gone to bed, he's running Ford's EEC-V EFI system, and he's used Binary Editor from Core Tuning to modify it. That allows all sorts of control over the EFI as well as the E4OD.

And, he has me following in his footsteps. Big Blue will soon be running EEC-V, although the tranny is a ZF5. But Dad's truck is next, and it has an E4OD.

[Jacob84]

The one I had in my 94 F250 had everything done to it (as told by the dealership warranting it) to make it, what was next?

The 4R100. It was problematic.

Now the one in my 92 Bronco has been trouble free.

I like the C6 as you stated tough and simple.

What kind of issues where you having with it? If I built the one I have it would be dealing with 351w torque but a transmission is something I want over-built, I don’t want to worry about it. It’s a tool to get power to the ground and needs to be tough.

And the simplicity of the C6 is hard to beat. Kickdown rod and one vacuum line, that’s about all it takes. I’ve never wondered if it was strong enough.

 

[Jacob84]

In case Bill's gone to bed, he's running Ford's EEC-V EFI system, and he's used Binary Editor from Core Tuning to modify it. That allows all sorts of control over the EFI as well as the E4OD.

And, he has me following in his footsteps. Big Blue will soon be running EEC-V, although the tranny is a ZF5. But Dad's truck is next, and it has an E4OD.

I’ll have to check that out. My new motor is gonna have an EFI system from Summit but I have the computer my E4OD came with (95 f150).

Do you know if it would be possible to control that trans with the stock computer (or a different Ford computer) using that software and the correct sensors/inputs without it controlling the engine?

[Gary Lewis]

In case Bill's gone to bed, he's running Ford's EEC-V EFI system, and he's used Binary Editor from Core Tuning to modify it. That allows all sorts of control over the EFI as well as the E4OD.

And, he has me following in his footsteps. Big Blue will soon be running EEC-V, although the tranny is a ZF5. But Dad's truck is next, and it has an E4OD.

I’ll have to check that out. My new motor is gonna have an EFI system from Summit but I have the computer my E4OD came with (95 f150).

Do you know if it would be possible to control that trans with the stock computer (or a different Ford computer) using that software and the correct sensors/inputs without it controlling the engine?

It isn't possible with that ECU since it expects to be controlling the engine. But I'm told you can use an ECU from a diesel with an E4OD to control it. However, I don't know if Core Tuning/Binary Editor works with that. I would think they do but haven't asked.

Bill and I are running Ford's EEC-V with MAF and SEFI, which means we can pull into any Ford dealership and get support. Plug a scanner in and know what the problem is.

[grumpin]

A good cooler goes a long way with heat problems for E4OD's. I once overheated mine and it leaked out the input shaft seal all over the ground. As soon as it cooled down, it was good to go. That was 5 years and 250k miles ago.

Mine did that after I moved a travel trailer for someone. Put it in a spot I didn’t think it would go in to.

The young ladies dad was a retired trucker. He says just do what I tell you, you’ll be fine. Got it in and unhooked ready to pull out and it dumped out of the input shaft. Shut it off, let it cool and away I went.

[grumpin]

The one I had in my 94 F250 had everything done to it (as told by the dealership warranting it) to make it, what was next?

The 4R100. It was problematic.

Now the one in my 92 Bronco has been trouble free.

I like the C6 as you stated tough and simple.

What kind of issues where you having with it? If I built the one I have it would be dealing with 351w torque but a transmission is something I want over-built, I don’t want to worry about it. It’s a tool to get power to the ground and needs to be tough.

And the simplicity of the C6 is hard to beat. Kickdown rod and one vacuum line, that’s about all it takes. I’ve never wondered if it was strong enough.

Had the pump replaced and 2 or 3 solenoid packs. Can’t remember what else while I owned it. A lot was done before I owned it. Could have been a lemon I guess.

Maybe it doesn’t equate to HP and Q, but I don’t know what else it would be.

You might be fine with the 351W, that’s whats in my Bronco.

 

[Jacob84]

It isn't possible with that ECU since it expects to be controlling the engine. But I'm told you can use an ECU from a diesel with an E4OD to control it. However, I don't know if Core Tuning/Binary Editor works with that. I would think they do but haven't asked.

Bill and I are running Ford's EEC-V with MAF and SEFI, which means we can pull into any Ford dealership and get support. Plug a scanner in and know what the problem is.

I’ve looked up that diesel tcm/pcm, $200 on RockAuto. I would have to find what inputs it needs. I would assume TPS, rpm, speed, maybe coolant temp. But that’s an option if I can get it modified.

That was my initial plan. Build a complete 95 f150 power train and slip it into my truck so I would have that parts store and dealer support. But rodents got to the wiring and I would’ve had to rebuild the majority of the electrical system and jumped through some more hoops to retrofit it

[Jacob84]

Had the pump replaced and 2 or 3 solenoid packs. Can’t remember what else while I owned it. A lot was done before I owned it. Could have been a lemon I guess.

Maybe it doesn’t equate to HP and Q, but I don’t know what else it would be.

You might be fine with the 351W, that’s whats in my Bronco.

Man, those solenoid packs are nearly $200 new today, that’s the kind of stuff I’d like to avoid. But like you said, it could’ve been a lemon. My motor isn’t going to be putting out a ton of power although it will be stout.

[Rusty_S85]

Old post that I came across while searching for places that offer prebuilt Wide Ratio C6 transmissions.

Im looking at going with one for my '82 F150 behind a 306 roller motor I am building. My final plan would be the 306, the C6 with wide ratio planetary set, and either a 3.00:1 or 3.25:1 axle ratio.

I know its not much of a jump but I need a new C6 anyways and while its apart the labor wont be much more to throw in the newer planetary gear set. Only thing I am having a trouble of a time finding is someone that is capable of tuning the governor on the C6 transmission so I will be able to hit 5,500 rpm at wide open throttle. Currently me worn out OE C6 shifts out at 4,500 which wont work for my 306 with a power band of 1,400 to 5,400 rpm.

Broader Performance has a 750hp rated C6 with wide ratio for $1,725 but not sure on the governor but it sounds like he has some good parts in his build. Probably be cheaper than I could ever get my OE C6 rebuilt locally.

[85lebaront2]

Old post that I came across while searching for places that offer prebuilt Wide Ratio C6 transmissions.

Im looking at going with one for my '82 F150 behind a 306 roller motor I am building. My final plan would be the 306, the C6 with wide ratio planetary set, and either a 3.00:1 or 3.25:1 axle ratio.

I know its not much of a jump but I need a new C6 anyways and while its apart the labor wont be much more to throw in the newer planetary gear set. Only thing I am having a trouble of a time finding is someone that is capable of tuning the governor on the C6 transmission so I will be able to hit 5,500 rpm at wide open throttle. Currently me worn out OE C6 shifts out at 4,500 which wont work for my 306 with a power band of 1,400 to 5,400 rpm.

Broader Performance has a 750hp rated C6 with wide ratio for $1,725 but not sure on the governor but it sounds like he has some good parts in his build. Probably be cheaper than I could ever get my OE C6 rebuilt locally.

Governor on a C6 can be tuned, many car ones are set for higher RPM shifts. I had a fellow who owned one of the few non-franchise Aamco shops build me one for a 390 in trade for doing a Mercedes-Benz K4A025 box for his shop. First time I really got on it, I floated the valves in the Camper Special 390. He pulled the extension and took a weight washer out of the governor.

For the other part of the discussion on E4ODs, I have the converter clutch on mine set to require 80% throttle to unlock, I let my 460 provide the torque. Torque converters generate enormous amounts of heat when working.