Wanted C4 transmission
- Thread starter alwill923
- Start date
Any Case fill C4 can be bolted up to any Ford Small Six block (144, 170, & 200's to 1981) I like to use one of the better 1971 up to 1981 V8 C4 Trans they will have all of Fords many improvements already done to them for strength, better Shifting, plus the V8 Trans has the extra Clutches and Steels. Then you just swap the bolt on the Small Six Bell Housing those are the same on C4's from 1965 to 1981 and it will bolt right in same as a 1965 to 1970 C4. You will also need the need the 200 Six Bolt Spacer Plate they are available new, The 170 or 200 Six C4 engine Flex Plate and the Small Six Unique Torque Convertor with its integral Ring Gear mounted onto it, Plus the 3 Bolt Auto Trans Starter. good luck in the hunt.
Thanks Bubba
You did loose me with the terminology. I am new to this and in over my head when it comes to C4 transmissions. The more I read the more confused I get. Which parts are interchangeable and all the parts that are required to get a working trans is hard to find when you start combining parts from different years.
You are saying that a 71-81 C4 will bolt up to a 200 by "swap the bolt on the Small Six Bell Housing". This I do not understand. I thought the V8 bell housing would not bolt to a 200. Also I thought the bell housing is larger and question if it will fit in a 1960 falcon. I do not want to have to modify the trans tunnel in the car as the interior of the car is finished.
l got scammed on a trans already. Part number on the trans was C8 and when I opened it up it had a green dot valve body. I thought of just changing the valve body but it looks like I will need other parts, at least the shift level that attaches to the valve body. I am afraid I will get in trouble with mismatched parts. If I can get a complete 67-69 trans then I will have all the parts that are compatible with each other. Perhaps there is literature somewhere where this is all explained but I have not found it yet. I have the book on rebuilding C4's but it does not go into detail on switching parts; it assumes you already have a complete trans.
Any source of information on this subject you could suggest would be greatly appreciated. Perhaps there is a thread or sticky on this forum that would help me.
Thanks
You did loose me with the terminology. I am new to this and in over my head when it comes to C4 transmissions. The more I read the more confused I get. Which parts are interchangeable and all the parts that are required to get a working trans is hard to find when you start combining parts from different years.
You are saying that a 71-81 C4 will bolt up to a 200 by "swap the bolt on the Small Six Bell Housing". This I do not understand. I thought the V8 bell housing would not bolt to a 200. Also I thought the bell housing is larger and question if it will fit in a 1960 falcon. I do not want to have to modify the trans tunnel in the car as the interior of the car is finished.
l got scammed on a trans already. Part number on the trans was C8 and when I opened it up it had a green dot valve body. I thought of just changing the valve body but it looks like I will need other parts, at least the shift level that attaches to the valve body. I am afraid I will get in trouble with mismatched parts. If I can get a complete 67-69 trans then I will have all the parts that are compatible with each other. Perhaps there is literature somewhere where this is all explained but I have not found it yet. I have the book on rebuilding C4's but it does not go into detail on switching parts; it assumes you already have a complete trans.
Any source of information on this subject you could suggest would be greatly appreciated. Perhaps there is a thread or sticky on this forum that would help me.
Thanks
Hi alwill923, ok I will try and see if I can clarify it some more for you. Here is a link to some of the basic C4 Info and also a few pictures those should really be of some help to see how all the parts fit together. https://www.cjponyparts.com/resources/c-4-transmission
If you look at that top Picture it shows one of the Common Case Fill C4's without a Bell Housing these type of C4's are the only ones that will fit on the Ford Small Six's. Now to this C4 Trans Case you can then bolt on a Ford Small Six Bell Housing that you will need to fit your Six. Your right that if it has a V8 Bell housing then that can't fit on a 200 Six, that is unless you unbolt that Bell Housing and then change it to the Six type Bell Housing. These Bell Housings are both held onto the front of the C4 Case with the same 6 bolts inside of of the Bell Housing so they are easy to change from one to the other. You also need the correct Six Cylinder Block Spacer Plate / Inspection Cover, the Six Flex Plate, and the Six Torque Convertor in order to bolt it up to the 200 Six (see below for Pictures of all these parts).
The Main thing you need to remember is that with the Case Fill C4's is that externally they are all the same dimensions. Internally they can be the same in these year groups from 1965 to 1969. In this Group you had the First years of 1964 to 1966 these Transmissions all used the Duel Range (or Green Dot) Valve Bodies, In 1967 Ford introduced the Select Shift Valve Body that was a major improvement in the shifting and increased the life Span of the Trans. The Main Cases though are the same internally the parts can also interchange. This group uses the smaller input shaft diameter of 0.788 inches with a 24 Spline Count.
In 1970 is when there were many big changes that Ford made to the C4's these were the Input shaft Diameter was made stronger in a Larger Diameter size of 0.839 inches and now used a larger 26 Spline Count for both ends to fit the new Front Drum Hub and the for the new Torque Convertor, A New Torque Convertor was also needed it was changed internally to fit onto the new bigger 26 Spline Count Input Shaft, a new Front Pump was also needed for the bigger Input Shaft to fit, the Case was changed internally along with the Valve Body too. These are a very good Transmissions to use. Plus with a only a change to the 1971 up Input Shaft and the 1971 up Front Drum it would also match all the features of the 1971 up C4's.
Then for the 1971 to 1981 C4's the Input Diameter size stayed as the same 0.839 inches Diameter but the Shafts Spline Count was changed on one end to a 24 Spline Count to fit into the new 24 Spline Count Front Drum this was the last change on the C4's and they remained this way to end of production, these were the last group of C4's. All of the other 1970 improvements made were also still used. These are my personal favorites since they feature all of Ford many improvements plus there is also lots of Aftermarket Parts Support.
These are what the Ford Six Block Spacer Plate and Inspection Plate used on them will look like. If you don't have them than you will need to get them either new or used will work. Bellhousing Separator Plate C4 Automatic Transmission 170/200 Mustang 1965-1970
https://www.cjponyparts.com/bellhou...ansmission-170-200-mustang-1966-1970/p/TSP10/
ACP Transmission Inspection Plate C4 6-Cylinder 1965-1970
https://www.cjponyparts.com/acp-transmission-inspection-plate-c4-6-cylinder-1965-1970/p/INSP5/
This is what the 1964 up Ford 170 & 200 Small Six Flex Plate Looks Like.
https://www.classicindustries.com/product/1965/ford/mustang/parts/6375a.html
This is what the 1964 to 1969 Ford 170 & 200 Small Six Torque Convertor Looks Like they are a little harder to find now days but many places will rebuild your core. The 1971 to 1981 Small Six Bell Housings will look much the same and also use the exact same Mounting Bolt Pattern to the Ford Six Short Blocks as well as the same High Mount Starters, so they should be fully interchangeable.
https://gopnh.com/Torque-Converter-Specifications?AID=1012
The Torque Convertor was Changed in 1970 externally they look the same as the 1964 to 1969 Torque Convertors however because of the introduction of this years Larger Diameter Input Shafts and it's different Spline Count they won't interchange. You need to use the right T.C. for the year of C4 Trans your using. These T. C's. were used for many years so are they are easier to find. This is what the 1970 to 1981 Ford 170 & 200 Six Torque Convertor looks like. https://gopnh.com/Torque-Converter-Specifications?AID=1020
This is what a 1964 to 1970 Ford 170 & 200 Small Six Bell Housing Looks Like notice the 6 Bolt holes that hold it onto the front of the C4’s Main Case
https://www.ebay.com/itm/125355229080?hash=item1d2fc0ff98:gGMAAOSwu7VingEz&amdata=enc:AQAHAAAAsFzf4GZSam6lsym/5nWFrkxc5QNx276KpkXxRrHuAL4D0lDD7PJPt9sMffbI62VH7o4ihb8rjRvf81Yl/GubSZtZ5F9BWNFr1mvH35j2mcv4vvGvcMdyqV5+x8GY0JdJT/ui7t3Ptyi1Brl2Ia4DvP+jy0r5lyHzOnCosWenuRoKp4FNYa1WLM5F44j/U490jxedPGkZF2v2Nsa/Y4UYnbwLAmjWMoeajMt6Mim5iNyz|tkp:Bk9SR9ijvpCvYQ
So now if you have a good working C4 Trans already that is a C8 Case this falls into the first group of C4's 1964 to 1969 so you would only need to locate one of the Select Shift Valve Body's to convert that Trans over from the Green Dot Valve body this is something I used to do many times when I added in the TransGo Shift Improver kits. to do this you need a 1967, 1968, or 1969 Valve Body and it bolts right in.
This is what the 1967 to 1969 Valve Body Looks Like. Part Casting number C7AP-7A101-B or C8AP-7A092-B
https://www.ebay.com/itm/125649367548?hash=item1d414931fc:g:F4AAAOSw9HNjjnE1&amdata=enc:AQAHAAAAsDr56dEDbsjGneO5IAX3fVS6GWG7jkeSAkvc91vbIBVaX2TK1V4DdVqYIrPOkcOMgmVTHKntGcShrtqqW3RURTMC6bhRAo+Qn58tHZZmhs/GoCfvV7iyZwM6oEQWR2nqvK0ecTco5NmXHgo7DC1lsxbvc8qvyhEkDzRRfwJgZRlMLglDCnZZOnGBUlX7/Nr8w2Qk8NAo2e+7WU44mOFjzDN4isGytelZTbdvDpfURotT|tkp:Bk9SR-yk8pKvYQ
This is the TransGo Shift Kit I used often in those 1967 to 1969 Select Shift Valve Body's along with a small Aux. Transmission cooler.
https://www.ebay.com/itm/121997644475?_trkparms=amclksrc=ITM&aid=1110006&algo=HOMESPLICE.SIM&ao=1&asc=244523&meid=8cdeb4c0da324ea48c860b2e8a7692e7&pid=101195&rk=10&rkt=12&sd=304288399292&itm=121997644475&pmt=1&noa=0&pg=2047675&algv=SimplAMLv11WebTrimmedV3MskuWithRevOptLambda90KnnRecallV1&_trksid=p2047675.c101195.m1851&amdata=cksum:1219976444758cdeb4c0da324ea48c860b2e8a7692e7|enc:AQAHAAABEPZqctS1aW2Gn1fMafrLrPa7%2BqLD2Pgo5GTgCDTJgIpBMBHaBHcFvdVGNBWeIytK8U7x8RargP9Bv5VZgW5ZIFO0Mf3LEFn9HL37rp3P9zdTqxdYHR%2B7C8%2BolwBhqaG9oKqmYHzDRj4e9oTK6Ozi6Tw2I05D3cdoc8nUXORU3TspEZORRtRjAxzw9T%2FJxwxHGTEBkZQssDkZsSKAlYOgbbAxbKKPawwQG1hNRt7vf22BFQI6yB4hN%2BCQg5%2F6m0vrom8dEcXcJNhp86QNDi%2BFw5%2BoJImbWuc1BrdvNuhChE1IoGbrsNx%2FLETTMoXyAqFcx784nYHCxL9PW1EzHLR1EzqxBjH8grReJHx9LEWI5drX|ampidL_CLK|clp:2047675
Hope this is some help and if there is anything else you need help with let me know. Edited with additional Info added
If you look at that top Picture it shows one of the Common Case Fill C4's without a Bell Housing these type of C4's are the only ones that will fit on the Ford Small Six's. Now to this C4 Trans Case you can then bolt on a Ford Small Six Bell Housing that you will need to fit your Six. Your right that if it has a V8 Bell housing then that can't fit on a 200 Six, that is unless you unbolt that Bell Housing and then change it to the Six type Bell Housing. These Bell Housings are both held onto the front of the C4 Case with the same 6 bolts inside of of the Bell Housing so they are easy to change from one to the other. You also need the correct Six Cylinder Block Spacer Plate / Inspection Cover, the Six Flex Plate, and the Six Torque Convertor in order to bolt it up to the 200 Six (see below for Pictures of all these parts).
The Main thing you need to remember is that with the Case Fill C4's is that externally they are all the same dimensions. Internally they can be the same in these year groups from 1965 to 1969. In this Group you had the First years of 1964 to 1966 these Transmissions all used the Duel Range (or Green Dot) Valve Bodies, In 1967 Ford introduced the Select Shift Valve Body that was a major improvement in the shifting and increased the life Span of the Trans. The Main Cases though are the same internally the parts can also interchange. This group uses the smaller input shaft diameter of 0.788 inches with a 24 Spline Count.
In 1970 is when there were many big changes that Ford made to the C4's these were the Input shaft Diameter was made stronger in a Larger Diameter size of 0.839 inches and now used a larger 26 Spline Count for both ends to fit the new Front Drum Hub and the for the new Torque Convertor, A New Torque Convertor was also needed it was changed internally to fit onto the new bigger 26 Spline Count Input Shaft, a new Front Pump was also needed for the bigger Input Shaft to fit, the Case was changed internally along with the Valve Body too. These are a very good Transmissions to use. Plus with a only a change to the 1971 up Input Shaft and the 1971 up Front Drum it would also match all the features of the 1971 up C4's.
Then for the 1971 to 1981 C4's the Input Diameter size stayed as the same 0.839 inches Diameter but the Shafts Spline Count was changed on one end to a 24 Spline Count to fit into the new 24 Spline Count Front Drum this was the last change on the C4's and they remained this way to end of production, these were the last group of C4's. All of the other 1970 improvements made were also still used. These are my personal favorites since they feature all of Ford many improvements plus there is also lots of Aftermarket Parts Support.
These are what the Ford Six Block Spacer Plate and Inspection Plate used on them will look like. If you don't have them than you will need to get them either new or used will work. Bellhousing Separator Plate C4 Automatic Transmission 170/200 Mustang 1965-1970
https://www.cjponyparts.com/bellhou...ansmission-170-200-mustang-1966-1970/p/TSP10/
ACP Transmission Inspection Plate C4 6-Cylinder 1965-1970
https://www.cjponyparts.com/acp-transmission-inspection-plate-c4-6-cylinder-1965-1970/p/INSP5/
This is what the 1964 up Ford 170 & 200 Small Six Flex Plate Looks Like.
https://www.classicindustries.com/product/1965/ford/mustang/parts/6375a.html
This is what the 1964 to 1969 Ford 170 & 200 Small Six Torque Convertor Looks Like they are a little harder to find now days but many places will rebuild your core. The 1971 to 1981 Small Six Bell Housings will look much the same and also use the exact same Mounting Bolt Pattern to the Ford Six Short Blocks as well as the same High Mount Starters, so they should be fully interchangeable.
https://gopnh.com/Torque-Converter-Specifications?AID=1012
The Torque Convertor was Changed in 1970 externally they look the same as the 1964 to 1969 Torque Convertors however because of the introduction of this years Larger Diameter Input Shafts and it's different Spline Count they won't interchange. You need to use the right T.C. for the year of C4 Trans your using. These T. C's. were used for many years so are they are easier to find. This is what the 1970 to 1981 Ford 170 & 200 Six Torque Convertor looks like. https://gopnh.com/Torque-Converter-Specifications?AID=1020
This is what a 1964 to 1970 Ford 170 & 200 Small Six Bell Housing Looks Like notice the 6 Bolt holes that hold it onto the front of the C4’s Main Case
https://www.ebay.com/itm/125355229080?hash=item1d2fc0ff98:gGMAAOSwu7VingEz&amdata=enc:AQAHAAAAsFzf4GZSam6lsym/5nWFrkxc5QNx276KpkXxRrHuAL4D0lDD7PJPt9sMffbI62VH7o4ihb8rjRvf81Yl/GubSZtZ5F9BWNFr1mvH35j2mcv4vvGvcMdyqV5+x8GY0JdJT/ui7t3Ptyi1Brl2Ia4DvP+jy0r5lyHzOnCosWenuRoKp4FNYa1WLM5F44j/U490jxedPGkZF2v2Nsa/Y4UYnbwLAmjWMoeajMt6Mim5iNyz|tkp:Bk9SR9ijvpCvYQ
So now if you have a good working C4 Trans already that is a C8 Case this falls into the first group of C4's 1964 to 1969 so you would only need to locate one of the Select Shift Valve Body's to convert that Trans over from the Green Dot Valve body this is something I used to do many times when I added in the TransGo Shift Improver kits. to do this you need a 1967, 1968, or 1969 Valve Body and it bolts right in.
This is what the 1967 to 1969 Valve Body Looks Like. Part Casting number C7AP-7A101-B or C8AP-7A092-B
https://www.ebay.com/itm/125649367548?hash=item1d414931fc:g:F4AAAOSw9HNjjnE1&amdata=enc:AQAHAAAAsDr56dEDbsjGneO5IAX3fVS6GWG7jkeSAkvc91vbIBVaX2TK1V4DdVqYIrPOkcOMgmVTHKntGcShrtqqW3RURTMC6bhRAo+Qn58tHZZmhs/GoCfvV7iyZwM6oEQWR2nqvK0ecTco5NmXHgo7DC1lsxbvc8qvyhEkDzRRfwJgZRlMLglDCnZZOnGBUlX7/Nr8w2Qk8NAo2e+7WU44mOFjzDN4isGytelZTbdvDpfURotT|tkp:Bk9SR-yk8pKvYQ
This is the TransGo Shift Kit I used often in those 1967 to 1969 Select Shift Valve Body's along with a small Aux. Transmission cooler.
https://www.ebay.com/itm/121997644475?_trkparms=amclksrc=ITM&aid=1110006&algo=HOMESPLICE.SIM&ao=1&asc=244523&meid=8cdeb4c0da324ea48c860b2e8a7692e7&pid=101195&rk=10&rkt=12&sd=304288399292&itm=121997644475&pmt=1&noa=0&pg=2047675&algv=SimplAMLv11WebTrimmedV3MskuWithRevOptLambda90KnnRecallV1&_trksid=p2047675.c101195.m1851&amdata=cksum:1219976444758cdeb4c0da324ea48c860b2e8a7692e7|enc:AQAHAAABEPZqctS1aW2Gn1fMafrLrPa7%2BqLD2Pgo5GTgCDTJgIpBMBHaBHcFvdVGNBWeIytK8U7x8RargP9Bv5VZgW5ZIFO0Mf3LEFn9HL37rp3P9zdTqxdYHR%2B7C8%2BolwBhqaG9oKqmYHzDRj4e9oTK6Ozi6Tw2I05D3cdoc8nUXORU3TspEZORRtRjAxzw9T%2FJxwxHGTEBkZQssDkZsSKAlYOgbbAxbKKPawwQG1hNRt7vf22BFQI6yB4hN%2BCQg5%2F6m0vrom8dEcXcJNhp86QNDi%2BFw5%2BoJImbWuc1BrdvNuhChE1IoGbrsNx%2FLETTMoXyAqFcx784nYHCxL9PW1EzHLR1EzqxBjH8grReJHx9LEWI5drX|ampidL_CLK|clp:2047675
Hope this is some help and if there is anything else you need help with let me know. Edited with additional Info added
Bubba, you are a breath of fresh air! and I thank you! You spent a lot of time for me answering my concerns.
From what you have written I can use the transmission I have and just change the valve body. By looking at the pictures of the two valve bodies the shift lever connection inside appears different on the two valve bodies (see pictures). I know the shift linkage is bent.
The bell housing I have seems to be the right one. My case is case fill but I do not have the dipstick so this has to be acquired.
I think you can surmise my dilemma. I do not want to buy parts and then find out I can not install them because I am still missing pieces or they will not work. I also do not know the condition of any other parts and as it was modified. The other parts inside may be no good or the wrong ones. I just am hesitant to trust anything about the trans I have. I can see spending a lot of money for parts and it still will not go together correctly. It would be better to just get another one complete and this problem should go away.
I do not necessarily want or need a shift kit or any other high performance modifications. I just want it to shift smoothly and be reliable. I will rebuild myself and install new parts as required to make it better such as better bands and clutch packs.
Thanks again
Al Williams
From what you have written I can use the transmission I have and just change the valve body. By looking at the pictures of the two valve bodies the shift lever connection inside appears different on the two valve bodies (see pictures). I know the shift linkage is bent.
The bell housing I have seems to be the right one. My case is case fill but I do not have the dipstick so this has to be acquired.
I think you can surmise my dilemma. I do not want to buy parts and then find out I can not install them because I am still missing pieces or they will not work. I also do not know the condition of any other parts and as it was modified. The other parts inside may be no good or the wrong ones. I just am hesitant to trust anything about the trans I have. I can see spending a lot of money for parts and it still will not go together correctly. It would be better to just get another one complete and this problem should go away.
I do not necessarily want or need a shift kit or any other high performance modifications. I just want it to shift smoothly and be reliable. I will rebuild myself and install new parts as required to make it better such as better bands and clutch packs.
Thanks again
Al Williams
Attachments
The Dipstick and Tube is easy to get new at a low cost in several different finishes basically the same from 1965 to 1973.
Scott Drake Transmission Dipstick Tube Chrome C4 Automatic Transmission 1965-1973 Scott Drake: C6OZ-7A228-C
https://www.cjponyparts.com/scott-d...e-c4-automatic-transmission-1965-1973/p/DST7/
Stock Painted Type Ford C4 Dipstick Tube it’s also available in Chrome too for about $16.00 dollars more
https://www.cjponyparts.com/transmission-dipstick-tube-mustang-c4-transmission-1965-1973/p/DST5/
Transmission Dipstick C4 Automatic Chrome Mustang 1965-1973 Scott Drake: C6AZ-7A020-C
https://www.cjponyparts.com/transmission-dipstick-c4-automatic-chrome-mustang-1965-1973/p/DSO21/
Ford Performance Transmission Dipstick and Tube C4 Automatic Transmission 1965-1973 Ford Performance: M-6750-D303
https://www.cjponyparts.com/ford-ra...d-tube-c4-transmission-1965-1973/p/M6750D303/
That Manual Shift Lever Arm could be straitened, it is for a Colum Shift Transmission Application the Levels can be changed out easy when the Trans is taken apart that far. The Floor Shift Transmissions (Mustang's, Cougars, and a few others) use a different Manual Shift Lever Arm going to the top they will use a different Down Shift Laver too depending on if is for a Floor Shift or Colum Shifter. If you tell me the Application Model the C4 is going to be used in I can tell the stock Trans Codes to look for.
The goal for most of the TransGo Shift Kits I use is only for a quicker and slightly firmer shift this is good for a longer lasting Transmission, with less Heat build up, and a little better Fuel Economy. Is does not use a super High Line Pressure so the shift isn't necessarily like that of a High Performance or Racing type Trans like a B & M Shift Kit, TransGo does make those type Shift Kits too but I recommend the street or towing ones to almost everyone. NAPA use (I haven't check lately) to carry a Shift Improver kit for the Trans rebuilders that was even made by TransGo.
Scott Drake Transmission Dipstick Tube Chrome C4 Automatic Transmission 1965-1973 Scott Drake: C6OZ-7A228-C
https://www.cjponyparts.com/scott-d...e-c4-automatic-transmission-1965-1973/p/DST7/
Stock Painted Type Ford C4 Dipstick Tube it’s also available in Chrome too for about $16.00 dollars more
https://www.cjponyparts.com/transmission-dipstick-tube-mustang-c4-transmission-1965-1973/p/DST5/
Transmission Dipstick C4 Automatic Chrome Mustang 1965-1973 Scott Drake: C6AZ-7A020-C
https://www.cjponyparts.com/transmission-dipstick-c4-automatic-chrome-mustang-1965-1973/p/DSO21/
Ford Performance Transmission Dipstick and Tube C4 Automatic Transmission 1965-1973 Ford Performance: M-6750-D303
https://www.cjponyparts.com/ford-ra...d-tube-c4-transmission-1965-1973/p/M6750D303/
That Manual Shift Lever Arm could be straitened, it is for a Colum Shift Transmission Application the Levels can be changed out easy when the Trans is taken apart that far. The Floor Shift Transmissions (Mustang's, Cougars, and a few others) use a different Manual Shift Lever Arm going to the top they will use a different Down Shift Laver too depending on if is for a Floor Shift or Colum Shifter. If you tell me the Application Model the C4 is going to be used in I can tell the stock Trans Codes to look for.
The goal for most of the TransGo Shift Kits I use is only for a quicker and slightly firmer shift this is good for a longer lasting Transmission, with less Heat build up, and a little better Fuel Economy. Is does not use a super High Line Pressure so the shift isn't necessarily like that of a High Performance or Racing type Trans like a B & M Shift Kit, TransGo does make those type Shift Kits too but I recommend the street or towing ones to almost everyone. NAPA use (I haven't check lately) to carry a Shift Improver kit for the Trans rebuilders that was even made by TransGo.
Below are many of the common
these will all most all have the Select Shift Valve Bodies. Most of them will have Colum Shift except for those from a Mustang or Cougar those will all have a Floor Shift. There were also some of the latter C4's that had a Manual Shift Arm that could work for either type Shifter. You can tell the Colum Shifts easy the Arm that hangs down and a Floor shifter are pointing up. Note that the last two are different in some way, those early Mavericks had what was called a Semi Auto Trans, I never had one or worked on one of those so don't know what is different about them is probably a different type Valve Body so may be better to stay way from them. Good luck | |||
| Transmission-Code | Year | Models | |
| PEA-A | 1967 | Ford | |
| PEA-A1 | 1968 | Ford | |
| PEA-A2 | 1969 | Ford | |
| PEA-AA | 1969 | Mustang | |
| PEA-B | 1967 | Ford | |
| PEA-C | 1967 | Ford | |
| PEA-M | 1968 | Ford | |
| PEA-M1 | 1969 | Ford | |
| PEA-M2 | 1970 | Ford | |
| PEA-M3 | 1971 | Ford | |
| PEA-M4 | 1971-72 | Ford | |
| PEA-M5 | 1971-72 | Ford | |
| PEA-N | 1968 | Ford | |
| PEA-N1 | 1969 | Ford | |
| PEA-N2 | 1970 | Ford | |
| PEA-P | 1968 | Ford | |
| PEA-P1 | 1969 | Ford | |
| PEB-A | 1967 | Falcon | |
| PEB-A1 | 1967 | Falcon | |
| PEB-A2 | 1968 | Falcon | |
| PEB-B | 1967 | Mustang | |
| PEB-B1 | 1968-69 | Mustang | |
| PEB-B3 | 1970 | Mustang | |
| PEB-C | 1967 | Falcon | |
| PEB-C1 | 1967 | Falcon | |
| PEB-C2 | 1968-69 | Falcon | |
| PEB-D | 1970 | Maverick | |
| PEB-D1 | 1970 | Maverick | |
| PEB-D2 | 1971 | Maverick | |
| PEB-D3 | 1971-72 | Maverick | |
| PEB-D4 | 1971-72 | Maverick | |
| PEB-D5 | 1972 | Maverick | |
| PEB-E | 1967 | Fairlane | |
| PEB-E1 | 1968 | Fairlane | |
| PEB-F | 1967 | Fairlane | |
| PEB-F1 | 1967 | Fairlane | |
| PEB-F2 | 1968 | Fairlane | |
| PEB-H | 1971 | Maverick | |
| PEB-H1 | 1971-72 | Maverick | |
| PEB-H2 | 1971-72 | Maverick | |
| PEB-H3 | 1972 | Maverick | |
| PEE-AC | 1969 | Mustang | |
| PEE-AC1 | 1970 | Mustang | |
| PEE-AC2 | 1971 | Mustang | |
| PEE-AC3 | 1971-72 | Mustang | |
| PEE-AC4 | 1971-72 | Mustang | |
| PEE-AC6 | 1973 | Mustang | |
| PEE-AD | 1969 | Mustang | |
| PEE-AD1 | 1970 | Mustang | |
| PEE-AD2 | 1971 | Mustang | |
| PEE-AD3 | 1971-72 | Mustang | |
| PEE-AD4 | 1971-72 | Mustang | |
| PEE-AD6 | 1973 | Mustang | |
| PEE-AE | 1969 | Fairlane, Torino | |
| PEE-AE1 | 1970 | Torino | |
| PEE-AE2 | 1971 | Torino | |
| PEE-AE3 | 1971 | Torino | |
| PEE-AE4 | 1972 | Torino | |
| PEE-AE5 | 1972 | Torino | |
| PEE-AE6 | 1973 | Torino | |
| PEE-AF | 1969 | Fairlane, Torino | |
| PEE-AF1 | 1970 | Torino | |
| PEE-AF2 | 1971 | Torino | |
| PEE-AF3 | 1971 | Torino | |
| PEE-AF4 | 1972 | Torino | |
| PEE-AF5 | 1972 | Torino | |
| PEE-AF6 | 1973 | Torino | |
| PEE-AH1 | 1971 | Maverick | |
| PEE-AH2 | 1971-72 | Maverick | |
| PEE-AH3 | 1971-72 | Maverick | |
| PEE-AH4 | 1973 | Maverick | |
| PEE-AH5 | 1974 | Maverick | |
| PEE-AH6 | 1975 | Maverick | |
| PEE-AH7 | 1975 | Maverick | |
| PEE-AK | 1970 | Maverick | |
| PEE-AK1 | 1971 | Maverick | |
| PEE-AK2 | 1971-72 | Maverick | |
| PEE-AK3 | 1971-72 | Maverick | |
| PEE-AK4 | 1973 | Maverick | |
| PEE-AK5 | 1974 | Maverick | |
| PEE-AK6 | 1975 | Maverick | |
| PEE-AL | 1971 | Maverick | |
| PEE-AL1 | 1971-72 | Maverick | |
| PEE-AL2 | 1971-72 | Maverick | |
| PEE-AL4 | 1973 | Maverick | |
| PEE-AL5 | 1974 | Maverick | |
| PEE-AL6 | 1975 | Maverick, Granada | |
| PEE-AL7 | 1975 | Maverick, Granada | |
| PEE-AM | 1970 | Maverick | |
| PEE-AM1 | 1971-72 | Maverick | |
| PEE-AM2 | 1971-72 | Maverick | |
| PEE-AM4 | 1973 | Maverick | |
| PEE-AM5 | 1974 | Maverick | |
| PEE-AM6 | 1973 | Maverick, Granada | |
| PEE-B | 1967 | Fairlane | |
| PEE-BH | 1974 | Maverick | |
| PEE-BH1 | 1975 | Maverick | |
| PEE-BJ | 1974 | Maverick | |
| PEE-BJ1 | 1975 | Maverick, Granada | |
| PEE-BY | 1975+77 | Mustang | |
| PEE-C | 1967 | Mustang | |
| PEE-C1 | 1968 | Mustang | |
| PEE-CC | 1975+76 | Mustang | |
| PEE-CC1 | 1977 | Mustang | |
| PEE-CC3 | 1978 | Mustang | |
| PEE-CC4 | 1978 | Mustang | |
| PEE-CH | 1975 | Maverick, Granada | |
| PEE-CJ | 1975 | Maverick, Granada | |
| PEE-D | 1967 | Fairlane | |
| PEE-D1 | 1967 | Fairlane | |
| PEE-E | 1967 | Fairlane | |
| PEE-E1 | 1967 | Fairlane | |
| PEE-H | 1967 | Falcon | |
| PEE-H1 | 1967 | Falcon | |
| PEE-H2 | 1968 | Falcon | |
| PEE-J | 1967 | Fairlane | |
| PEE-J1 | 1967 | Fairlane | |
| PEE-K | 1967 | Mustang | |
| PEE-M | 1968 | Fairlane, Torino | |
| PEE-M1 | 1970 | Torino | |
| PEE-M2 | 1971 | Torino | |
| PEE-M3 | 1971 | Torino | |
| PEE-M4 | 1972 | Torino | |
| PEE-M5 | 1972 | Torino | |
| PEE-M6 | 1973 | Torino | |
| PEE-M7 | 1974 | Torino | |
| PEE-M8 | 1974 | Torino | |
| PEE-R | 1968 | Falcon | |
| PEE-S | 1968 | Mustang | |
| PEE-V | 1968 | Fairlane, Torino, Falcon | |
| PEE-V1 | 1970 | Torino | |
| PEE-V2 | 1971 | Torino | |
| PEE-V3 | 1971 | Torino | |
| PEE-V4 | 1972 | Torino | |
| PEE-V5 | 1972 | Torino | |
| PEE-V6 | 1973 | Torino | |
| PEE-V7 | 1974 | Torino | |
| PEF-A | 1970 | Ford | |
| PEF-A1 | 1971 | Ford | |
| PEF-A2 | 1971-72 | Ford | |
| PEF-A3 | 1971-72 | Ford | |
| PEF-A4 | 1973 | Ford | |
| PEF-A5 | 1974 | Ford | |
| PEF-AA | 1975 | Torino | |
| PEF-AB | 1975 | Torino | |
| PEF-B | 1970 | Ford | |
| PEF-B1 | 1971 | Ford | |
| PEF-D | 1970 | Torino | |
| PEF-D1 | 1971 | Torino | |
| PEF-D2 | 1971 | Torino | |
| PEF-D3 | 1972 | Torino | |
| PEF-D4 | 1972 | Torino | |
| PEF-D5 | 1973 | Torino | |
| PEF-D6 | 1974 | Torino | |
| PEF-D7 | 1975 | Torino | |
| PEF-E | 1970 | Torino | |
| PEF-E1 | 1971 | Torino | |
| PEF-E2 | 1971 | Torino | |
| PEF-E3 | 1972 | Torino | |
| PEF-E4 | 1972 | Torino | |
| PEF-E5 | 1973 | Torino | |
| PEF-E6 | 1974 | Torino | |
| PEF-E7 | 1974 | Torino | |
| PEF-E8 | 1975 | Torino | |
| PEF-S | 1975 | Torino | |
| PEF-T | 1975 | Torino | |
| PEF-U | 1975 | Torino | |
| PEF-V | 1975 | Torino | |
| PEF-W | 1975 | Torino | |
| PEG-A | 1970 | Maverick | |
| PEG-A1 | 1970 | Maverick |
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best clutch kit for 3.3 200 straight six?
