I took my 67 f250 down to aamco for a checkup today and it's not good news. They said it is time for a rebuild at the tune of almost a $1000 including converter. It has the FMX tranny now and I am considering buying a mail order C6 instead. I don't think it would be much more for a TCI unit from Summit but I am concerned about accessories and mounts that may need to be changed also. I need to know what parts will need to be changed(ie driveline,crossmembers,etc). These will obviously add cost to a changeover and I need to get a close estimate before I make up my mind. Any opinions on the FMX trans would be helpful. I will be installing that 390 as soon as I get the parts back and put together. I am hoping it will make 300HP when its together and tuned.
Thanks for the help. Eric

 

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I would do the "upgrade" to a C6 at this time. You should be able to get away much more reasonably than $1000 if you do the work yourself. You shouldn't need too much either. The cross-member will just need to be adjusted front or aft a little. The drive shaft may need to be modified and you'll probably have to get the C6 kick-down and shifting linkages. I'm sure J will have a few words of encouragement for you too.
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Eric, I agree with Thom, that you should be able to get the rebuild for a lot less than $1000.00. I don't know how they are in your area, but Aamco aint that highly thought of here. The FMX should still be rebuildable and give years of good service. The C-6 is reguarded as a better tranny though. Have you thought of pulling a donor from behind a 360 and rebuilding it? You could get the driveshaft, kickdown and other related items, at the same time.

good luck

John
jowilker@nc.freei.net

66 F100s
In the still cool hours of the night, you can hear chevys rusting away.

 

Absolutely STAY AWAY FROM AAMCO !!! They *Will* mess up your trans. And it turned out the problem wasn't even the trans! They made stuff up! I was stupider then...
I have documented problems with them so I am NOT just spouting off. Even after the final rebuild, my trans still idn't work right. (It was a '90 PROBE) Took them 3 times to get it somewhat right. I sold that car right after.

I agree with the others - get yourself a donor c6 and have it rebuilt by a real shop. Somebody has to be a good rebuilder in your area - ask your local parts shops (not pep-girls, please) for some recs or racers at the local dragway. Get a trans cooler and beefier torque converter if you plan on towing anything. You'll be glad you did.


Proud owner of a '77 F150 SuperCab & '69 Mustang.

 

I am in need of a kickdown linkage and any brackets that are necessary for a 67 F100 with a 390 and an FMX tranny. If you have on that you removed in favor of a C6 kickdown linkage, I would be VERY interested in buying the old linkage off of you...

Greg

 

I agree! Stay out of AAMCO. They will rip you. We have had several trucks where I work, worked on by AAMCO, and I've never
seen good results from them. There are always trips back to get them right. My boss bought a company truck that had a rebuilt
tranny from AAMCO in it. Seven trips back for leaks. He went in while they had the tranny out, I guess for a surprise inspection, and found out the case was cracked on top. Guess how AAMCO had been trying to fix it!!! JB weld!!!! Needless to say he got a new tranny. The company forbids us to us AAMCO anymore. Get a C6 for an FE block out of a donor.

jeff

 

FYI, I just had my C6 rebuilt by a "local" transmission guy with a shift kit and rebuilt torque converter for $475. I also had a bad experience with AAMCO in the past and would steer clear of them.

 

Eric, if you want to change trannys, I would go the route than John suggested. Look in the junkyards for ’68 and up F250s and pull everything starting from the rear of the engine and on back. By the time you pick up all the linkages, speedo cable, mounts, driveshafts and other misc. nuts and bolts you’ll be way ahead of the game. The C6 will have a short tailshaft with a bolt-on yoke.

On the flip side, the FMX is not a bad tranny and will take the power you are building. They are more expensive to rebuild and much more complicated than the C6 though. If you go this route find a shop that really understands them, I would trust an independent shop that’s been in business for a while more than a franchise.

Whichever route you go, I would add a shift kit and a cooler to extend the life of the unit.

Barry

 

I was going to take a rig to AAMCO once but when they told me they'd have to tear it apart FIRST, I thought I smelled a rat. I've also got an FMX in need of a rebuild, but the guys I've talked to have all said they are much more expensive to rebuild than a C6.

Trail Rider

 

go with the C-6. if you have a FMX with a slide-in yoke, it will be the same as the C-6 yoke, and the same length.(C-6 with slide in yoke-not the bolt-up yoke) if you luck out, you will only need, the shift linkage, and cooler lines from the C-6. the mount and crossmember are the same , but it slides to the other holes in the frame. been there done that.

most C-6's will work well in a truck, the truck units with the bolt-on yoke are HD units mostly found in F-350s, chassis cabs and camper specials, the transmissions from 66-69 continentals use a huge tailshaft and a weird mounting system, but have the best internals to build a stout trans from, and are better balanced than any others.66-68 fit MEL ENGINES ONLY(383,430,462), the 68/9 fits the 429/460 but with a different pattern than normal and will not fit 400M/351M.the same stoutness goes for the 66-69 T-birds if you are building a FE Motor, they are for FE'S IN 66/7 switch to 429/460 in 68/9. the 72-76 T-bird and Mark IV/V use the "normal" yoke but are 6" longer and also use a weird double mount and dont work in anything else. (and are not as HD as the earlier lincoln trans) the generic ford passenger car trans from 68-78 usually is the same length and only needs the linkage changed, but some have no detents in the valve body and rely on detents in the steering column, steer clear of these unless you plan to upgrade the steering column at the same time(they dont "clunk" through the gears when you move the linkage)
the best combo I have tried is the early Lincoln case with certain light duty internals to allow for several additional clutches/sliders. I have built two of these transmissions and they both lived behind built 460s in medium duty trucks for years, and then one went into a F-350 work truck that towed bobcats around for years after that (still working). the C-6 is a great transmission.

 

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Where are you located at mrjones?

Art

 

I got my fmx rebuilt by a local shop for $500. That's of course, taking it out and bringing it to them , stock rebuilt and torque convertor. The wierd thing is that it is bolted to a 302 (from a 75ish stang), all I here in this thread is them being bolted to big blocks. What gives? I ended up blowing the engine 200 miles later (lifter noise turned out to be rod knocking) so I ending up replacing the whole train with 83 t-bird's 5.0 and aod.

Chris

 

Proud owner of a '77 F150 SuperCab & '69 Mustang.


The FMX is special in that the flywheel housing is bolted on, not one piece (like the c6). There are different housings available... I just sold an FMX to someone who was putting it on a 428. He already had the correct housing.

 

So the fmx is really kind of beefy for a 302?, Are there bell housings that can it bolt to a 390 or m400?

 

Chris, there is for the FE.

John
jowilker
[link:www.ford-trucks.net/users/jowilker|Club FTE since 01 01]

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66F100s Rule
In the cool still quite of night you can hear chevies rusting away.