can any one tell me the pro's and' cons of the C- and AOD trannys. also how do they compare in size with each other and then the 4EOD tanny.

 

The C6 is a heavy duty bullet proof tranny while the AOD is considered by many to be a light weight but is an overdrive.


John

 

The AOD, AODE, 4R70W in stock form have some pretty weak parts inside. AOD is all mechanical, the AODE has an electronic valve body to control the shifts while mechanicaly it has a lot of the same parts. The 4R70W has some inprovements to the mechanical parts, a few changes on the electrical side and has a wide ratio gear set, giving you a lower 1st and second gear.The nice thing about this transmission line is most of the parts from the 4R70W can go backwards to the AOD. Currently the 4R75W has more improvements but it is my understanding they will not go into the 4R70W and prior transmission listed above.

I have a AODE in my garage that I can take pictures if needed to show how cheap some of the parts are inside. They can be built bulit proof, but it takes a fair amount of aftermarket parts.

As John stated above the C-6 is a bullet proof transmission using Ford parts.

Size wize, the AOD is slightly bigger, but it does have an extra gear. The oil pan is bigger and the transmission is a few inches longer. I can also take picutres of how it fits in the pickup as my 65 has a 4R70W.

As I recall the E4OD has a long oil pan with a notch cut into one of the coners which dose not make the pan a rectangler. I also think it is pretty long. I had one in a 1998 F-150 but I have not had that pickup for a few years now.

Cost wise, a C-6 can be rebuilt rather inexpensively. The E4OD can be rather expensive and the AOD/AODE/4R70W are not cheap, especially if you need hard parts. My rebuild kit was only 124 dollars, but I needed almost 1900 dollars in hard parts. I bought another transmission for 300 and ran with it. Next time you thumb through a Jegs catalog look in the performance section for all the transmission listed above, weather it is for individual parts or a complete transmission and compare the prices. You will find a rebuild performance C-6 goes for around 800 dollars while the AODE is 2000.

Jeff

 

just playing with ideas. i can get a upgraded AOD for $1900. ive also read that they were usede in f150 and deisels. BIGBLOCK do you know if a can use the computer for the 95 lightning with out the E4OD with out causing problems with the computer. the E4OD tranny has to go its just to big to make it work. you are one of the ones of a select few that has even attemted this.

 

The PCM (Powertrain Control Module) runs the engine and transmission. Your engine has an older style OBDI (On Board Dianostic system one) and my 4.6L has an ODBII. Under the hood of the factory pickup is where the connector was to hook up to a scanner, there are actually two connectors. One is a single wire while the other is a goofy looking shape with about 5 maybe 6 wires. They were located on the left hand side towards the rear of the inner fender.

With that being said, the OBDII can control, watch and do more and can be a little easier to work on to troubleshoot problems. With out knowing tons of info on Ford electrical systems, I can not say for sure but I do not think it will hurt anything on the engine. If you leave the stock PCM with no custom flashed program you will always have error codes and an check engine light (if you hook that up) if you run a AOD or C-6 and just leave the wire harness hanging tied up somewhere. If will sense an open circuit and or sensor out of range error with it not hooked up. There could be a slight chance it would derate the engine to protect its self, but I really do not think ODBI systems were that smart.

Are you against running an AODE or can you not find one for a 302/351 bellhousing? I am using a 1995 engine and PCM and running a 1998 transmission with some changes to the wiring. If you can provide me a wire schematic for your E4OD I can look and see if it can be matched up to a AODE harness. If that is the case your PCM might run the AODE. The AOD needs a TV cable and the adjustment is critical and my guess is you would have to come up with your own custom cable, as I do not know if that was offered on the 351 engine from the factory.

Do you need or want overdrive in your automatic? If not it is hard to beat the C-6. I chose to run over drive, but my engine will most likely never have much more power than what is has now and that is 215.

Jeff

 

i think im going to go with the AOD or AODE just for the overdrive. they had the AOD hooked up to 5.0 in pickups and i could use that cable setup(i checked the cable today at the junk yard). i found a AOD today in a f250 hooked up to a 88 5.0. i dont have the wirring schematic for tranny, wait i bought a book a few weeks back that might. if i can use the AODE ill go that route. wiring is not my thing, but with help i can manage well.

 

No AOD's in diesels, Ford wouldn't be that stupid!

AOD introduced in 1980 on Ford LTD's (later called Crown Vics) & T-Birds, Mercury Grand Marquis and Cougar, Lincoln Town Car, Continental Mark VI.

Introduced in 1982 in F150's and Econoline E150's.

The AOD was a terd of a transmission when introduced. The Warranty costs to fix the POS exceeded, by 1985, all previous Warranty costs combined for every A/T Ford offered from 1951.

The main problem was heat.

Peeps drove these vehicles in heavy stop and go traffic in overdrive. The constant shifting up/down, in/out of overdrive fried the trans, and it didn't take very long for this to happen, either.

The only place I'd install an AOD is in the junk pile!

 

Bill, If a fellow wanted to put a non-electric Ford auto overdrive in his ride, had the funds to rebuild it with upgrades which one would you recommend?


John

 

Check out this link and you can read up on the AOD/AODE/4R70W transmissions and what should be done to improve them.

TCCoA Transmission Article - Index

Good luck on the AODE, as I recall it was only used for a short time on the 302/351 engine bellhousing bolt pattern, and the 4.6L/5.4L have a different setup. Just like the previous Ford transmission the internals are mostly the same, just a different case to bolt to the different family of engines.

Electronics are really not bad. As I was thinning out my factory wire harness on my engine swap I was a little dazed and confused as to where to start. Once I calmed down and could think and wrap my hands around it, it only took me the afternoon to clean it up and remove wires I did not need. A good perferably factory wire schematic and some time studying it will go a long way when working with electronics. I can provide you with a link if you like to purchase subscriptions by day, week, or year on complete factory Ford manuals. I have done this several times during my swap. I did purchase a book copy of the electrical manual for my 4.6L but for everything else, and when I needed one for a 1998 transmission I just used the daily subscription.

Jeff

 

the 3.6 and 4.2 v6 has the same bolt pattern as the windsor family. here is another link.

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