Identify Transmission FORD?

The prime identification source is the pan located on the bottom of the transmission; its shape and bolt count is indicative of which model transmission is present.

  1. Inspect the pan found on the bottom of the transmission.
  2. Count the number of bolts on the transmission pan.

Where is the transmission identification?

The transmission can be generically identified visually by the presence of a round 13-way connector located near the front corner of the transmission oil pan, on the right side. Specific transmission information can be found stamped into a pad on the left side of the transmission, above the oil pan rail.

How do you identify transmission numbers?

Another way is to crawl under the vehicle and look for part numbers. Using a good flashlight, look for part numbers stamped into the transmission pan or the transmission itself. Your local auto part store or dealer will be able to cross-reference the numbers to determine the kind of transmission the part belongs to.

Can you tell what transmission you have by the Vin?

Simply write the VIN number down and you can then ask a dealership service department, auto repair shop, or auto parts retailer to help you identify the transmission. They’ll easily be able to find the specs by plugging the VIN number into the computer.

How do I identify a Ford O Matic transmission?

The identification tag just aft of the shifter lever reveals the application for the transmission. If the tag is missing these letters are some time cast into the transmission case.

Where is the transmission serial number on a?

Transmission serial numbers can be found on the Transmission data plate. The serial number of an Allison transmission may be located on the transmission data plate. This can be located on the side of the transmission.

How do I know if I have a 4L60E or 4L65E?

The two transmissions cannot be differentiated from the outside. The 4L65E shares the same exterior parts but have stronger internals such as 5 pinion planets compared to 4 in the 4L60E. 4L60E uses a 6.5″ depth bell with 6 bolts for non gen 3 LS applications and a 7″ depth bell with 7 bolts for LS applications.

How do I identify a TH350 transmission?

Look for the vacuum modulator. It will be on the side of the transmission and have a rubber vacuum line attached to it. If this fitting is on the right front of the transmission, you have a TH350. On the similar TH400 it is attached at the right rear of the transmission.

What does the 8th digit in a VIN number mean?

Vehicle Description Section The fourth through eighth digits describe your vehicle’s model, body type, restraint system, transmission type, and engine code. The ninth digit is the check digit, which is used to detect fraudulent VINs.

How can I tell what transmission is in my f150?

Open the driver’s side door and find the white card on the side of the door that is filled with small black lettering. This card contains specific details about the year the car was made, its transmission, engine specifications and other details.

How do I know if I have a CVT transmission?

In order to change between ratios, a clutch, or a disconnect, is added in between the engine and transmission. The best way to identify a CVT transmission in your vehicle is to look for the manufactures logos indicating one, such as Toyota’s Synergy Drive, Honda’s Multi Matic and Nissan’s Xtronic.

What transmission is in a 1973 f100?

Three-speed manual transmission.

How can you tell the difference between a C4 and C6 transmission?

On the C4, there will be 11 bolts while on a C6, there will be 17. Ascertain where the drain plug is situated at the transmission pan. If the plug is at the side of the transmission’s pan, it is the C6 but on the bottom means it’s a C4.

How to Identify Ford Transmissions

Determine the make and model of the vehicle from which the gearbox was removed. C3 vehicles include the Capri, Bobcat, Mustang, Mustang II, Pinto, Maverick, Granada, Fairmont, 200E, Bronco II, LTD, and Ranger. The LTD II, Falcons, 2000E, Ford F100, F150, and F250 are examples of C4 vehicles. The LTD II, Falcons, and Granada are examples of LTD vehicles. Vans from the E Series C5: F100, Ranger, F250, Fairmont, LTD, LTD II, Maverick, Mustang, Fairmont, LTD, LTD II, Fairmont, LTD, LTD II, Fairmont, LTD, LTD II, Fairmont, LTD, LTD II, Fairmont, LTD, LTD II, Fairmont, LTD, LTD II, Fairmont, LTD, LTD II, Fairmont, LTD, LTD II, Fairmont, LTD, LTD II, Fairmont, LTD, LTD II, Fairmont, LTD, LTD II E Series vans C6: F150, F250, F350, E Series vans, Fairlane, Torino, Mustang, Thunderbird, Bronco, F100, Falcon, LTD II, Ranger A4LD: Ranger, Turbo Coupe, Explorer, Aerostar, A4LD: Ranger, Turbo Coupe, Explorer, Aerostar, A4LD: Ranger, Turbo Coupe, Explorer, Aerostar, A4LD: Ranger, Turbo Coupe, Explorer, Aerostar, A4LD: Ranger Mustang, Bronco II, Granada, and a few more Models included in the AOD are the Mustang, Thunderbird, Crown Victoria, Lincoln Grand Marquis, Lincoln Towncar, Lincoln Mark series, Bronco (F100), F150 (F250), LTD, and Lincoln Mark X (Lincoln Mark XII).

AODE E series vans include the Ford F150, Ford Mustang, Lincoln Grand Marquis, Lincoln Towncar, Lincoln Mark series, and Lincoln Mark X.

E Series Vans E40D: Ford F150, F250, F350, F450, Bronco, and other models.

How to Identify Ford Automatic Transmissions

Over the course of several decades, the Ford Motor Company has built automobiles featuring automatic gearboxes. In 1951, Ford launched its first automatic transmission, the Ford-O-Matic, and since then, the transmission has been employed extensively across the company’s entire product line. Undoubtedly, one of the most often asked topics is how to determine which model of Ford automatic gearbox is installed in a car. It’s a crucial issue that demands to be addressed for everyone who is interested in performing car maintenance on their automobiles.

  • Examine the contour of the pan that sits beneath your transmission for any irregularities.
  • The C-3 is equipped with a bay in the rear on the left side.
  • Towards the rear of the car, there is a cut-out bay on the left side, near the back of the vehicle.
  • In order to proceed, you must first determine how many bolts are present on the transmission pan (see Figure 1).
  • If it has an 11 on it, it is a C-4.
  • The Ford-O-Matic requires a total of 15 bolts to be installed.
  • The four-speed AOD transmissions are available in four different configurations, each of which has a distinctive pan shape.

Let’s start with the form of the pan.

An inward slash can be seen on both of the AOD’s front corners.

Finally, the E40D 4R100 keeps a rectangle-like form, with a little rectangular piece sliced out of the front right corner to complete the look.

The AR55E, A4LD, and AR44E gearboxes each have a total of 18 bolts to secure them to the vehicle.

The E40D and 4R100 transmissions, which are both bigger in size, have a total of 20 bolts.

A distinctive aluminum bell housing and extension housing are also visible, both of which are fastened to the frame.

As previously indicated, the C-4, the C-5, and the C-6 are some of the most popular models produced by the business during its history.

In 1982, production of the C-4 was phased out in favor of the C-5, an enhanced version of the C-4 that included a centrifugal torque converter lock-up clutch as well as a more modern valve body.

After its introduction in 1980, the Automatic Overdrive (also known as AOD) quickly became a popular choice among consumers worldwide.

When you reduce it down into the simplest terms, such as the pan shape utilized and the amount of bolts used, it is simple to figure out how to identify your Ford automatic transmission. Back

Ford Transmission Identification Chart

Model Years Engine Type / Size TYPE
AEROSTAR 95 V6 3.0L/4.0L A4LD
AEROSTAR 96-97 V6 3.0L 4R44E
AEROSTAR 96 V6 4.0L 4R55E
AEROSTAR 97 V6 4.0L 5R55E
ASPIRE 94-97 L4 1.3L JATCO F3A
BRONCO 89′-96 V8 5.0L/5.8L E4OD
CONTOUR 95-00 L4 2.0 V6 2.5L CD4E
CROWN VICTORIA 1995-2003 V8 4.6L 4R70W
CROWN VICTORIA 2004-2011 V8 4.6L 4R75E(2 Sensors/14bolt pan)
ECONOLINE 150 95-96 L6 4.9L V8 5.8L C6
ECONOLINE 150 95-03 V6 4.2L V8 4.6L/5.0L/5.4L 4R70W(14 Bolt Pan)
ECONOLINE 150 95-12/97 L6 4.9L V8 5.4L/5.8L E4OD(20 Bolt Pan)
ECONOLINE 150 1/98-00 V8 5.4L 4R100
ECONOLINE 150 2004-2008 V8 4.6L 4R75W
ECONOLINE 150 2004-2008 V8 5.4L 4R75W
ECONOLINE 250 95 V8 5.8L C6
ECONOLINE 250/250 SUPER DUTY 95-12/97 V8 5.4L/5.8L/7.3L DIESEL V10 6.8L E4OD
ECONOLINE 250/250 SUPER DUTY 1/98-01 V8 5.4L/7.3L DIESEL V10 6.8L 4R100
ECONOLINE 250 97-01 V6 4.2L V8 5.4L 4R70W
ECONOLINE 250 04’-2013 V6 4.2L V8 5.4L 4R75E
ECONOLINE 350/350 SUPER DUTY 95-12/97 V8 5.4L/7.5L/7.3L DIESEL V10 6.8L E4OD
ECONOLINE 350/350 SUPER DUTY 1/98-02 V8 5.4L/7.3L DIESEL V10 6.8L 4R100
ECONOLINE 350 SUPERDUTY 2003 V8 7.3L DIESEL V10 6.8L 4R100
ECONOLINE 350 SUPERDUTY 2004-2005 V8 5.4L 4R100
ECONOLINE 350 SUPERDUTY 2006-2008 V8 5.4L 4R75W
ECONOLINE 350 SUPERDUTY 2004-2008 V10 6.8L, V8 6.0L DIESEL 5R110W
EDGE 2007-2008 V6 3.5L 6F50
ESCAPE 2001-2008 L4 2.0L/2.3L V6 3.0L CD4E
ESCAPE 2009 L4 2.5L V6 3.0L 6F35
ESCORT/ZX2 90-03 L4 1.8L/1.9L/2.0L 4EAT-F
EXCURSION 00-05 V8 5.4L/7.3L DIESEL V10 6.8L 4R100
EXPEDITION 97-02 V8 4.6L 4R70W
EXPEDITION 9/96-12/97 V8 5.4L E4OD
EXPEDITION 1/98-02 V8 5.4L 4R100
EXPEDITION 2003-2004 V8 4.6L 5.4L 4R70W
EXPEDITION 2005 V8 4.6L 4R70E
EXPEDITION 2005-2006 V8 5.4L 4R75W /E
EXPEDITION 2007-2008 V8 5.4L 6R75/80
EXPLORER 95-96 V6 4.0L 4R55E
EXPLORER 96-01 V8 5.0L 4R70W
EXPLORER 97-01 V6 4.0L 5R55E
EXPLORER 2002-2003 V6 4.0L V8 4.6L 5R55E
EXPLORER 2004-2005 V6 4.0L V8 4.6L 5R55E
EXPLORER/SPORTTRAC 2007-2008 V6 4.0L 5R55E
EXPLORER/SPORTTRAC 2007-2008 V8 4.6L 6R60
F-150 95-03 V6 4.2L V8 4.6L/ 5.0L/5.4L 4R70W
F-150 95-12/97 L6 4.9L V8 5.0L/5.4L/ 5.8L E4OD
F-150 LIGHTNING 1/98-03 V8 5.4L 4R100
F-150 HERITAGE EDITION ONLY 2004 V6 4.2L V8 4.6L 4R70W
F-150 2004-2008 V6 4.2L V8 4.6L 4R75W
F-150 2004-2008 V8 5.4L V10 6.8L 4R75W /E
F-250 95-96 L6 4.9L V8 5.8L/7.5L C6
F-250 97-99 V8 4.6L 4R70W
F-250/250 SUPER DUTY 95-12/97 L6 4.9L V8 5.0L/5.4L/5.8L/7.5L/7.3L DIESEL E4OD
F-250/250 SUPER DUTY 1/98-04 V8 5.4L/7.3L DIESEL V10 6.8L 4R100
F-250 SUPERDUTY 2003-2004 V8 6.0L DIESEL 5R110W
F-250 SUPERDUTY 2005-2008 V8 5.4L/6.0L DIESEL/6.4L V10 6.8L 5R110W
F-350 95-96 L6 4.9L V8 5.8L/7.5L C6
F-350/350 SUPER DUTY 95-98 L6 4.9L V8 5.8L/7.5L/ E4OD
F-350/350 SUPER DUTY 99-04 V8 7.3L DIESEL V10 6.8L 4R100
F-350 SUPERDUTY 2003-2004 V8 6.0L DIESEL 5R110W
F-350 SUPERDUTY 2005-2008 V8 5.4L/6.0L DIESEL/6.4L V10 6.8L 5R110W
F-450 SUPER DUTY 95-3/98 V8 7.5L/7.3L DIESEL E4OD
F-450/550 SUPER DUTY 3/98-04 V8 7.3L DIESEL V10 6.8L 4R100
F-450/550 SUPER DUTY 2003-2004 V8 6.0L DIESEL 5R110W
F-450/550 SUPER DUTY 2005-2008 V10 6.8L, V8 6.0L DIESEL 5R110W
FIVE HUNDRED 2005-2007 V6 3.0L AF21
FIVE HUNDRED 2005-2007 V6 3.0L CFT30
FLEX 2009 V6 3.5L 6F50
FOCUS 00-08 L4 2.0L/2.3L 4F27E
FREESTAR 2004-2007 V6 3.9L/4.2L 4F50N
FREESTYLE 2005-2007 V6 3.0L CFT30
FUSION 2006-2008 L4 2.3L FNR5
FUSION 2006-2008 V6 3.0L AF21
MUSTANG 95 V6 3.8L V8 5.0L AODE
MUSTANG GT 2004-2005 V6 3.8L V8 4.6L 4R75W
MUSTANG 2005-2008 V6 4.0L V8 5R55E
MUSTANG 2005-2010 4.6 V8 5R55S
PROBE 90-93 L4 2.2L V6 3.0L 4EAT-G
PROBE 94-97 L4 2.0L CD4E
PROBE GT 94-97 V6 2.5L 4EAT-GF
RANGER 95-00 L4 2.3L/2.5L V6 3.0L 4R44E
RANGER 95-96 V6 4.0L 4R44E
RANGER 97-08 L4 2.3L V6 3.0L 4.0L 5R55E
RANGER 2001 L4 2.5L 4R44E
RANGER 2001-2007 L4 2.3L V6 3.0L 4R44E
TAURUS 95-03 V6 3.0L/3.2L/3.8L AX4S
TAURUS 2001-2007 V6 3.0L 4F50N
TAURUS/TAURUS X 2008 V6 3.5L 6F50
THUNDERBIRD 95-97 V6 3.8L V8 4.6L 4R70W
THUNDERBIRD 2002 V8 3.9L 5R55E
THUNDERBIRD 2003-2005 V8 3.9L 5R55E
WINDSTAR 95-02 V6 3.0L/3.8L AX4S
WINDSTAR 2001-2003 V6 3.8L 4F50N
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How To Identify A Ford Transmission?

The majority of individuals, whether they are into modifying their vehicles or unless they are interested in automobiles in general, will be unaware of the significance of a gearbox in their vehicle. Knowing what sort of gearbox you have is not only useful knowledge to have, but it is also critical information to have if you ever experience engine issues. Transmissions come in a variety of configurations, and this rule applies to Ford as well. If you have been having difficulty recognizing the transmission in your Ford, you have come to the correct spot.

What is a Transmission? | Why is it Important?

Although most people confuse their car’s transmission with its engine, the two are not the same thing. While the two do share some similarities, they are not the same thing. The transmission in your automobile, on the other hand, is the same as the gearbox in your car. Despite the fact that transmissions are more often utilized, if a mechanic ever asks you about your gearbox, you will know exactly what he or she means. So, what exactly is transmission? A gearbox is responsible for creating torque to accelerate your vehicle, and it is the component that converts the power of your engine into something your vehicle can use.

  • An automated gearbox makes decisions about when to change or shift gears based on information from sensors.
  • It is your transmission that is responsible for everything you do, whether you are driving, stopping, or turning.
  • Without it, your engine can roar as loud as it wants, but you would be unable to go forward.
  • For example, if you phone in and tell the technician about your gearbox trouble, the mechanic would almost certainly want to know what sort of engine you are driving.
  • Alternatively, if it is not available, he or she can order it for you.

How to Identify A Ford Transmission?

Listed below are a few fast and simple techniques to determine what type of Ford gearbox you have:

1.Step 1: What Shape is the Pan?

  • It would be prudent to begin by examining the shape of the pan that sits beneath your gearbox. For example, the Ford C-series transmission has square pans, which is the simplest method to tell what type of transmission you have
  • Unlike the C-3, which has a bay at the back of its left side, the C-4 will have a bump on its front left side
  • If you have the C-6, you will be able to tell by glancing at the back left side of the vehicle. There will be a cut-out bay at that location. If you are unable to locate it, it is on the side of the car that faces the rear
  • If you have the Ford-O-Matic, you will see a basic square pan
  • If you do not have the Ford-O-Matic, you will see a simple square pan.

2.Step 2: Count Your Bolts

  • The following step is as straightforward as it appears. You will now count the number of bolts on the transmission pan
  • For example, if there are 14 bolts on the pan, the transmission is a C-6. If you count 11 bolts, you have a C-4
  • If you count 13 bolts, you have a C-3
  • And if you count 14 bolts, you have a C-2. If there are a total of 15 bolts, you have a Ford-O-Matic
  • Otherwise, you have a Ford-O-Matic.

What if You Have an Automatic Overdrive Transmission?

Using a Ford automatic overdrive transmission is a little different from using a manual transmission.

The four-speed transmissions are available in four different configurations, each with its own pan shape and size. This means that identifying which one is in your car will need you to count the bolts and examine the form of the pan. Let’s get this party started! Part 1 of 2: Take a look at the Form

1.Pan Shape:

  • If you see a pan shape transmission, you most likely have one of the following: A4LD, AR44E, or 4R55E. All of them are pan forms with a little hump on the top left side and an indentation on the right side
  • They are also all rounded.


  • An AOD is most likely diagnosed if you notice a slash coming out of both front corners of your vehicle. However, if you notice two slashes on the front corners and a circular indentation on the top left corner, you have an AODE 4R70W
  • Otherwise, you do not.

3.Rectangle Shape:

  • Finally, a rectangular form with a little cut out on the right corner indicates that you have the E40D 4R100
  • And

Part 2: Make a note of the bolts!

  1. AOD, AODE, and 4R70W transmissions require 14 bolts
  2. AR55E, A4LD, and AR44E transmissions require 18 bolts
  3. E40D and 4R100 transmissions require 20 bolts.

Bonus tip: Take a picture of your transmission from a number of angles, if possible, to document the damage. Take pictures of the pan as well as all of the mounting places. This is because, if you are unable to figure out what is wrong, you can always take a snapshot of your transmission and show it to your technician. Take plenty of photographs since, as they say, a picture is worth a thousand words, so don’t forget to document everything.

In Conclusion | Why it is Important to Take Care of Your Ford Transmission

Finding out what sort of gearbox your Ford has may appear to be a difficult task, but it is actually fairly simple: all that is required is a visual inspection of the pan and a count of the number of bolts on the transmission. Being able to identify the type of gearbox your Ford is equipped with, as well as the model of Ford you drive, is extremely valuable and outstanding. Your Ford’s transmission or gearbox is critical to the overall performance of the vehicle, and the vehicle will not function properly without it.

Maintenance and Care:

Make sure to have your Ford gearbox inspected at least once a year to ensure that it is in proper working order. The price of a new Ford gearbox ranges from $1,000.00 to $6,000. Ford transmissions are not inexpensive. If you notice that your automobile is exhibiting any of the following symptoms, you should have it looked out:

  • Make sure to have your Ford transmission serviced at least once a year to ensure that it is in proper working order. The cost of a new Ford gearbox ranges from $1,000.00 to $6,000. Ford transmissions are not inexpensive. If you notice that your automobile is exhibiting any of the following symptoms, you should have it looked out immediately.
  • The presence of neutral noises should be investigated
  • Any noise that does not sound normal should be investigated
  • Fluid Leakage: If your gearbox or engine is leaking fluid, it is possible that the oil from your Ford’s transmission is leaking. When your Ford is grinding or shaking, it does not necessarily imply that it is a transmission problem in the strictest sense. However, the presence of some grinding and shaking does not exclude the possibility of transmission problems.
  • Burning Smell:A burning smell should bring you to the mechanic as quickly as possible, but do not be shocked if the burning smell indicates that there is a problem with the transmission.

Automatic Transmission Identification Guide –

Automatic Transmission Identification GuideReprinted from Car Craft 12-02 – Article and photos by Marko Radielovic
Thisarticle will take a good, hard look at Ford’s offerings on theslush-box front. Seeing as we don’t know a heck of a lot about Fordautomatics, we abducted a variety of transmission experts andinterrogated them for the following information. We found thatlike GM, Ford also made a number of trannies capable offulfilling the needs of the weekend warrior, class racer, heavyhauler, and Sunday driver. Follow along as we take an in-depthlook at the two-speeds, three-speeds, and the overdrive units.
Two Speeds
Ford offered a “Fordomatic” two-speed between 1959 and 1964 insix-cylinder applications exclusively (mainly in Falcons,Comets, and so on). They are easily identified by theirone-piece aluminum case. Unlike GM’s Powerglide, they offer noperformance advantages, so forget ’em.
Ford’s various three-speed automatic transmissions came in anumber of applications and a variety of types. The lightest dutyof the three-speed automatic transmissions, the C3, and theoddball “Cruise-O-Matic” series probably won’t be of anyinterest to many car crafters. From a V-8 performancestandpoint, there are really only two transmissions to consider-the C4 and the C6.The C4Introduced in 1964, the C4 was Ford’s first light-dutythree-speed automatic transmission. It was used behindfour-cylinders, six-cylinders and small V-8s by all Forddivisions (Ford, Lincoln and Mercury). An interesting feature ofthe C4 is its bolt-on bellhousing, which allows it to be easilyadapted to a variety of engine applications. There are two majorC4 case variations with respect to dipstick location: Those withthe dipstick in the case were primarily used in passenger cars,while those with the dipstick entering directly into the transpan were used mainly in trucks, vans and some fullsize cars. Ontransmissions with the dipstick in the pan, the bolt-onbellhousing was also make larger to accommodate a 12-inch torqueconverter (the smaller-cased units housed an 11-inch torqueconverter). Internally, both versions of the C4 are the same. Alockup version called the C5 was introduced in 1982 andcontinued in use until production ended in 1986. The C5 used alockup converter and different valvebody programming, but it wasotherwise similar to other C4 transmissions. C4s were originalequipment behind 260, 289, 302, and 351W V-8s.Harvey Baker of Performance Automatic Transmissions, makers ofsome of the toughest C4s available, says the company prefers theC4 over other Ford offerings because they are light andefficient, ranking along with the GM Powerglide and the Chrysler904 as the least-power-robbing automatics. If there is a weakpoint, Baker says, the stock planetary is the component most aptto fail on a C4. To address this, Performance Automatic builds arollerized planetary system (see Fig. 4), which is used in it’s”Super Comp” series of race-ready C4s rated for enginesproducing up to 1,200 hp and 800 lb-ft of torque. Super Comptransmissions feature standard gear spacing (see chart below), ahardened 26-spline input shaft, the rollerized planetary system,six-gear pinion, six-clutch drum, and a lifetime warranty.Performance Automatic claims to have yet to experience breakagewith one of its Super Comp C4s, and the company is so confidentin its strength that it recommends this unit over even abeefed-up C6. Fig. 01- Fords automatic transmissionofferingsFig. 02- 3-spd IDFig. 03- The Ford transmissions to avoidFig. 04- Rollerized C4 planetary system fromPerformance Automatic Transmissions.
The C6The C6 is to the C4 what the GM Turbo 400 is to the Turbo 350.Introduced in 1966 and produced until 1989, the heavy-duty C6was used behind engines ranging from the 351W to the 7.3 Diesel.Before the advent of race-prepped C4s, the C6 was the auto transof choice in performance/race applications. One-piece-case C6scame in three different bellhousing patterns to accommodate thethree different series engines offered by Ford:
  • A few examples are: small-block(260, 288, 302, 351W, and 351C)
  • Big-block (FE-series, 332 to 428)
  • 335-series(429 and 460, as well as the 351M and 400, which used the same bellhousing layout)
  • And FE-series (460, 429, 460, 351M, 400, and 351C).
Three different extension housings (tailshafts) were offered:the Lincoln version at 17.4 inches long; the truck housing at 7inches long; and, most commonly, the 14-inch length used inpassenger-car applications.According to Pro-Formance’s Sean Wiley, the C6 really has nobasic weaknesses, and it can withstand obscene amounts of powerin stock form. A good intermediate lever and servo, and alater-model four-clutch drum modified to accept five clutchesare pretty much all that’s needed to fortify the already beefyC6. Nevertheless, Wiley only recommends their use behind verypowerful big-blocks where the power required to drive thetransmission is less significant. Mike Stewart of Mike’sTransmissions considers the C6 to be ideal for tow vehicleswhere the owner isn’t concerned with squeezing out precioustenths of a second, as the internals are so heavy that they eatinordinate amounts of power.ATI’s Chris Esterly concurs with Stewart, informing us that ATIrarely builds C6s for performance applications but does sooccasionally for tow vehicles or restorations of musclecarsoriginally equipped with the C6. With today’s crop of small,high-horsepower motors, the heavy rotating mass of of the C6simply kills power. Packaging is also difficult, as the massiveC6 doesn’t fit easily into many cars. Fig. 05- Here are the three V-8 boltpatterns offered on Ford automatic transmissions.
TheCruise-O-MaticIntroduced in 1951, the Cruise-O-Matic series of three-speedautomatics (which includes the FMX) was used in Ford, Lincolnand Mercury passenger cars until 1979, and in light trucks from1968 through 1979. They came in three configurations:
  • The smallcase (which was produced from 1951 to 1966), the mediumcase (which was produced from 1955 to 1968), and the FMX (which was produced from 1967 to 1979)
The Cruise-O-Matic transmissions are easily identified by theirdesign, which incorporates a cast-iron main case (unlike allother Ford three-speed automatic offerings) with separatealuminum bellhousings and extension housings bolted to it. TheCruise-O-Matics should be avoided in performance applications asvery little is available in the way of aftermarket performanceparts other than shift kits. The Cruise-O-Matics were alsooffered with all three bolt-common V8-pattern bellhousings.
Ford’s automatic overdrive (AOD) for rear-wheel-driveapplications was the first of it’s kind offered by an Americanautomaker back in 1980. Featuring mechanical lockup, it wasavailable behind everything from the 3.8L V-6 through Ford’sWindsor-style V-8s (the 5.0L and 5.8L). The later automaticoverdrive electric (AODE) incorporated computer control. Fig. 05- 4-spd automatic overdrive ID
According to Mike Stewart of Mike’s Transmissions, one of themost common problems with the AOD is its tendency to burn up theoverdrive band. Mike’s Transmissions offers a variety of partsto bolster the capabilities of the AOD, including an “A+” servowith grater capacity than stock and a hardened 4340 chromolyinput shaft to replace the notoriously weak lockup input shaft.Mike’s Transmissions also retrofits the larger and strongerdrum/band assembly from the newer AODE to non-electricAODs. Stewart considers a well-prepped AOD to be capable ofwithstanding 700 to 800 hp comfortably, making it safe for usein street applications less aggressive than all-out race cars.
Canada’s Lentech Automatics has a reputation for building theworld’s toughest AODs. When asked about the weakest linkin the AOD, Lentech’s Chris Nugteren quickly points to aninherent problem with the power flow through the transmission.The AOD incorporates a somewhat rudimentary overdrive designfeaturing two input shafts. The inner shaft, which is drivendirectly from the front cover of the torque converter bolted tothe flywheel, provides direct drive in Third gear and bypassesthe hydraulically driven components of the torque converterentirely; the hollow outer shaft is driven hydraulically by theconverter and drives First, Second, and Reverse gears. This iscommonly referred to as a split torque path, and it allows 40percent of the engine’s torque to be transmittedvia fluidcoupling (through the torque converter) and 60 percent to betransmitted mechanically while the transmission is in Thirdgear. In Fourth gear, 100 percent of the torque is transmittedmechanically-similar to the direct-drive of amanual trans.When building an AOD transmission for a mild street/stripapplications, Lentech first substitutes a nonlockup-style torqueconverter, which allows hydraulic damping to reduce the shocktransmitted to the inner shaft compared to a lockup converter.Another benefit of the nonlockup converter is that Third gearnow receives torque multiplications from the converter ratherthan being driven directly by the crankshaft as with a manualtransmission. The result is more potential speed and smootheroperation without the lockup feature. Lentech offers hardenedinner and outer input shafts in the standard spline count.Another major component of the AOD that needs to be addressed ina performance applications is the valvebody, which, inNugteren’s words, “has a shift pattern that sucks.” The AOD wasintroduced at a time when Ford’s automatic-equipped cars rolledoff the assembly line with only three-position column detents.Rather than design a new column, Ford (during it’s “BetterIdeas” days) opted to provide only three shift positions for thenew transmission: First, Drive, and Overdrive, bypassing Secondgear entirely in a manual-shift situation. Mustang ownersquickly learned that if they upshifted from First to Third(Drive), then quickly downshifted back to First before the transmade the shift into Third, the trans would hold Second gearuntil the driver manually upshifted to Third.While this technique will work for a while, the overdrive bandand direct clutch will prematurely wear out. Lentech changes theshift pattern by making a specific gate for Second gear andcombining Overdrive with Drive. Overdrive is controlled with anelectric solenoid in the valvebody (like most overdrivetransmissions).
Lentech covers mild, but what about wild? The company starts byreplacing the two-piece input shaft with a one-piece nonlockup4340 chromoly unit (see photo) offered in two states. Stage Oneshafts feature a standard spline count, while State Twoone-piece input shafts are offered in larger diameters andfeature higher spline counts. They also offer a matching directdrum and torque converter. Fig. 04- Ford’s AOD comes equipped with atwo-piece input shaft (left) but Lentech Automaticsoffers a one-piece 4340 chromoly replacement tohandle brutal horsepower.
Next, the valvebody is replaced with a Lentech unit that appliestwo clutch packs to Third gear. Normally only the direct-driveclutch pack would be used, but the reverse clutch pack is addedto the function, spreading the load over two sets of splines andfriction elements (drums), and allowing it to hold hugehorsepower. It’s this single development that has made Lentech’sultimate AOD transmissions virtually bulletproof. They furthermodify the transmission by removing the Fourth (Overdrive)gear and replacing many of the components with lightweightpieces. In applications where a “loose” or high-stall converteris used, Lentech maintains the lockup function of the converter,enabling it to eliminate the slippage that plagues high-stallconverters. On of its race units is in a Mustang running 8.20sat 165 mph with no breakage in a full season’s use. We would saythat it works!The AODE is essentially an electronically controlled AODtransmission, sharing most of its internal parts except for theinput shaft, which has its lockup function controlledelectronically by a computer. As mentioned above, the drum/bandassembly is slightly larger and made of stamped steel (unlikethe cast-iron drum used in the standard AOD), and it isinterchangeable with its counterpart. One advantage enjoyed bythe AODE is that the shift functions and characteristics of thetransmission can be programmed for greater versatility, but thiscreates its own unique set of problems.Ford programmed the AODE to provide seamless transitions betweengears, accomplishing this with a pressure-control solenoid (PCS)that manipulates the line pressure in the transmission to softenshifts. Ford also attained seamless shifting by slipping theconverter clutch, which cycles the converter in and out oflockup. Unfortunately, this prematurely wears out the clutchmaterials, which can send debris through the system. Lentechinsists that the first thing to do with an AODE is to add aperformance computer chip that corrects the pulse width of thePCS and eliminates the multiple personality of the lockupfeature.
Other Overdrives
The 4R70W is a wide-ratio version of the AODE featuring a 2.84:1First-gear-ratio. The E4OD (later renamed 4R100) is still usedin extreme-duty truck applications. It’s basically a C6 with anadd-on overdrive unit, making it so massive it’s really notsuited for anything other than a truck chassis. But before youdismiss the E4OD trans as being for tow rigs only, consider it’sthe trans used on Ford’s Lightning trucks. While not the mostefficient trans, it’s capable of absorbing an inordinate amountof abuse, and its warranty is second to none in the Ford MotorCompany transmission lineup. Lentech also modifies these for towand race duty in a similar manner to the AOD. Early E4ODs areretrofitted with the later 4R100 steel overdrive planetary andball-bearing center support, extra clutches are added, the valvebodies are reprogrammed, and an aftermarket torqueconverter is usually installed. Lentech is also in the processof developing a transbrake for use in Lightning trucks inracing.Barely worth mentioning is the A4LD trans and the five-speedderivatives, the 5R55N and 5R55W. These transmission wereintroduced in 1985 and used exclusively behind four- andsix-cylinder engines. They are currently still in use by Ford,based on the C3 three-speed automatic. Fig.- The E4OD is Ford’s heaviest duty overdriveautomatic transmission.
Ford Automatic Transmission GuideThis list is not conclusive or absolute, but providesgeneral guidelines with respect to power ratings.
Trans Years Case Type Trans Usage* VacuumModulatorLocation KickdownCable
Small-Block FE 335 Stock Modified
C3 ’74-’87 D D right center rod
C4 ’64-’86 X D B right rear rod
C6 ’66-’89 X X X A A right rear rod
Cruise-O-Matic ’51-’79 X X X C C right rear rod
AOD/AODE ’80-up X C B none rod or cable/electric
E4OD/R4100 ’89-up X X A A none electric
*Ratings: A=High torque, heavy car; B=High torque, light car;C=Low torque, heavy car; D=Low torque, light car
Gear Ratios of Popular Ford Automatic Transmissions
Trans 1st 2nd 3rd 4th
C4 2.46 1.46 1.00
C5 2.46 1.46 1.00
C6 2.46 1.46 1.00
AOD 2.40 1.47 1.00 0.67
AODE 2.40 1.47 1.00 0.67
4R70W 2.84 1.55 1.00 0.70
E4OD/4R100 2.71 1.54 1.00 0.71
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  • ATIPERFORMANCE PRODUCTS-6747 Whitestone Rd.,Baltimore, MD 21207 -800.284.3433
  • ATIPERFORMANCE PRODUCTS-6747 Whitestone Rd.,Baltimore PERFORMANCEAUTOMATIC INC.-8174 Beechcraft Ave.,Gaithersburg, MD 20879 -800.767.8174 -301.963.8078
  • MIKE’STRANSMISSION-42541 N. 6th St. E., Unit 11, Lancaster, CA 93535 -661.723.0081
  • PERFORMANCEAUTOMATIC INC.-8174 Beechcraft Ave.,Gaithersburg, MD 20879 -800.767.81
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Please help me identify my automatic transmission

There is no such thing as E40. The original post was made by JohnPeter. I’ve looked over my car identification number and typed it into a Ford website, but to no effect. According to my research, my transmission is designated as a “E40,” although I’m not sure where I received that information. According to my service manual, a “E40D” was not required to have its fluids changed on a regular basis. I’m curious as to what the distinction is between “E40” and “E40D.” I am aware that my transmission has four forward gears.

  1. The van was manufactured in Ohio and sold for the first time (to me) in California, where I currently reside.
  2. How would you recommend I check the car or the gearbox itself in order to determine the make and model of the tranny?
  3. In the days of three-speed transmissions, Ford’s *big* automatic transmission was the C6; an overdrive was added to make it the E4OD (note that OD are letters; stands for Electronic 4 speed Over Drive).
  4. This new nomenclature denotes a 4-speed transmission with rear-wheel drive and a torque capability of 1000 ft lbs (engine torque is multiplied by two via the torque converter).
  5. Depending on whether you have the 4R70 or the E4OD/4R100, there are 14 or 20 bolts on the pan.
  6. It appears that they utilized the E4OD transmission until the end of 1997 manufacturing and the 4R100 transmission starting in January 1998, so if you had the larger transmission, you could have either one in a 1998 van.
  7. If you look on the driver’s door jamb, there will be a transmission code on the VIN sticker; I don’t have the codes handy for reference, but you should be able to locate them by conducting some internet searches or anything like that.

This is the same sticker that includes the axle code and other information. Edit: If the trans code is U, the 4R70W is the correct one: George

Ford F150 Automatic Transmission Identification

Which transmission does your car have? Do you know what type of transmission your vehicle has? If this is the case, this article will go over the different sorts of transmissions and how to recognize them. Let’s get this party started:

How do I identify a Ford automatic transmission?

First, let us take a look at some of the transmission types and the history that surrounds them before moving on to the identification procedure.


The years 1959 to 1964 saw the introduction of automatic gearboxes with two-speed capabilities. These were in use in six-cylinder engines and were only found in particular automobiles. It should be noted that they did not come with any additional performance benefits, and as a result, there is nothing that distinguishes them from the competition. The single-piece aluminum casing distinguishes them from other automobiles from this era, and you may find them in Falcons, Comets, and other vehicles from this era.


This is where the excitement begins, because this transmission was compatible with a variety of applications. Additionally, it was available in a variety of styles, as you will see below. Noting that the C3 and Cruise-O-Matic are the lightest-duty models in the series can be beneficial. These are not the best options for those searching for a lot of power, so avoid them at all costs. These models, theC4 and C6, are suitable for anybody searching for an enhanced performance experience. Here’s what I came up with:


This transmission originally appeared on the scene in the 1960s and was the world’s first light-duty automatic transmission with three gears, according to Wikipedia. It worked for applications with six cylinders, tiny V8s, and four-cylinder engines. The Mercury and the Ford were among the automobiles that it catered to as a result. It was equipped with a bolt-on bell housing, which allowed it to be customized for a variety of engine applications. As a result, its adaptability was regarded positively by many users.

  • That is one of the things you might utilize to help with the identifying procedure.
  • When one opened the case, there was a dipstick inside, which worked well for passenger automobiles.
  • The alternative configuration had the dipstick entering the transmission pan, and this was the most effective for trucks and vans.
  • In this particular design, the bell housing was significantly larger in order to accommodate a 12-inch torque converter.
  • Internally, they are identical in terms of their components.
  • It was quite identical to the original version, with the exception of the fact that it made use of a lockup converter and had a modified valve body programming configuration.

Are there any benefits to using the C4? Yes, absolutely! This version is both light and efficient in comparison to the others. These are just a few of the reasons why so many people continue to pick it time and time again.


This particular model first appeared on the market in the 1960s and stayed in production until the late 1980s. This gearbox was designed for heavy-duty applications, and it was used in engines such as the 7.3 diesel and the 351. For automobiles utilized in racing applications, it was the go-to option until the introduction of race-prep in the C4 generation. The C6 was pushed to the sidelines as a result of this alteration. The C6 was available in three different bell housing configurations, as opposed to the C4, which had just two.

  1. There was a tiny block, the a335 series, and a large block, the FE series.
  2. There was one that was 17.4 inches and was used in the Lincoln, another that measured seven inches and was used for trucks, and a fourteen-inch variant that was used in passenger automobiles.
  3. On the negative, it is quite large and will not fit in many vehicles.
  4. However, as part of the identification process, we will highlight some of the crucial characteristics to look for when determining whether or not a transfer has occurred.
  5. As a result, just as the C6 is an upgrade of the C4, the C4 is an upgrade of the C3.


This particular rendition dates back to the 1950s. It was available in three different series, each with a distinct set of applications. From the 1950s until the 1960s, compact and medium-sized cases were in common usage. In addition to it, there was the FMX, which was popular from the 1960s through the 1970s era. This variety may be distinguished by the fact that it has a cast-iron main casing, which is not present in other 3-speed models. It also has separate bell housings made of aluminum, as well as extension housings that are fastened to the bell housings.

Automatic Overdrive (AOD)

Developed in the 1980s, this gearbox was designed to operate with rear-wheel drive vehicles. It had mechanical lockup and was available in a wide range of engines back in the day. An improved version, known as the AODE, was introduced to the market later on. It is computer-controlled.

What transmission does my Ford truck have?

By following the methods given below, you will be able to visually identify your transmission: The pan beneath the transmission is the first thing to check. When using a C series transmission, the pan will be square in shape. The C3 will recede towards the rear passenger side, but the C4 will bulge towards the front passenger side, as seen in the illustration. The C6 will be located on the rear passenger side of the vehicle, facing the rear of the vehicle. When it comes to the Ford-O-Matic, you should never come across a square pan, and there should be no recessing in the action.

After that, count the number of bolts you can see on the pan. The AC3 will have 13 points, the AC4 will have 11, and the C6 will have 14. The Ford-O-Matic will be equipped with 15 bolts.

Does VIN tell your transmission?

It is the VIN (vehicle identifying number) that is used. You may use this to determine the kind of transmission in your vehicle, as well as other data such as the location where it was produced. You may also consult the owner’s handbook, which will provide advice on how to do this as well. After reading this, you should be able to identify the sort of transmission you have and prepare for replacements and repairs, if necessary. And if someone asks you, “Can I tell what transmission is in my truck based on the VIN?” you’ll be able to respond confidently.

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