Anyone have any experience with the wide ratio kits?pros/cons

 

Yep, I did one myself. It was on a 76 460 van with C6. The kit came from the SVO catalog and is actually E4OD parts. The kit (best I recall without digging up an old SVO catalog) included the whole planetary assy and about 7 roller bearings that were the spacers between components, plus some other stuff. It changes the low from 2.42 to 2.72 and also changes 2nd gear ratio as well. I did the install myself.

I liked the change, except the price makes it very questionable. Since you have no OD on the C6, it makes a mid gear (my van had 3.31 dana 61) ratio a little better for take off. If you can keep your foot out of it, gas mileage should be a little better in town.

I am really dissapointed that the E4OD was not available back then---best of both worlds. I would almost suggest that you look into and consider that. Unfortunatley, the C6 wont require as much hookup! LOL Ask away or P.M. me

 

My C6 would benifit from a higher 3rd gear LOL.

 

I was wondering if it would be bogging much on the 2-3 shift. I am allslooking into a divorced transfer case for a LOW gearing option when I need it. $$$ is the obstacle right now, I'm just tossing ideas around now. GV overdrive with really low rear gears would be nice also, but they cost about what I paid for the truck! e40d also sounds like a good option

 

I did not notice any bogging on the 2-3 shift, and I was towing boats (26'). I dont recall the #'s, but there is no more ratio jump from 2-3 than 1-2. In fact, 1-2 may be a greater ratio jump.

Depending you use and plans for keeping the vehicle, any of these options will not be really cheap, and your own mechanical abilities will really help.

Because of the overall improvement in gear ranges, including an OD, I would now try to change to the E4OD (or the later series). It is electronically controlled, so you need to read up on how to control its shifting. They have been out long enough that you could get a good used one and maybe a PCM (computer) to control it or a "stand alone" unit, independent of your engine from a donor vehicle---fairly cheep. It wont be for the faint of heart!

I used to do a lot of wiring on complex computer circuitry and systems. To me, there is no complex wiring on a vehicle-----just a bunch of pretty little wires, one at a time

 

I've been an auto mechanic professionally for 20 years, never got into internal transmissions though. I am capable of doing the wiring for a stand alone computer, sounds like a fun progect. BUT....will the e4od last in an 8000# truck that regularly hauls another 7000#, plows snow...

 

Wouldnt I need a tps for the computer to operats the trans? I am running a edelbrock carb, so that might be a deal killer (guess I could rig a tps somehow) Also, were you saying earlier that the e4od stock parts will fit a c6 and make it wide ratio?

 

With the improved parts for all trannys, I think an E4OD could be strong enough. But then, maybe you better get some more input for the constant weight you are pulling. From what I have read/experienced, the main problems on the earlier E4OD's had to do with the tq conv not having the necessary clutch material or not enough clutch plates to take the constant loads. Even though the driver couldnt feel (sometimes it would shudder, just like any old manual clutch) when it was slipping, which caused the oil in the converter to superheat and blow past the seals. You read it all the time on this board. Later versions, I believe added a LUK clutch in the converter. I dont know exactly whether it was more clutches or better material, or both. E4OD's also had a problem with low line pressures which didnt help. Ford has a habit of lowering line pressure to make grandmaw feel better at shifts. I have screwed around with and rebuilt several trannys, C4/C6/FMX/AOD etc and presently have a spare E4OD on a stand ready to reassemble with HD parts. Also have done numerous shift kits including the E4OD in my bronco. At my usual rate, it may be done by the time I am 80. I am NOT a tranny expert, so you should Not take everything I say as gospel. In a normal vehicle, the TC lockup is totaly controlled by the PCM, unless you snip one little wire---which I intend to do----someday

I am not sure how much the TPS has to do with normal shifting. I would bet you need one for at least for kickdowns. Manifold vacuum probably plays a major part in telling the PCM when to shift the tranny. I think I have seen one on aftermarket that will adapt to different carbs---dont quote me , try the edelbrock site.

Yes, for sure the SVO catalog that I used to get my low gear kit was clear that it was the guts of an E4OD. If I can lay my hands on one of mine I will tell you what it lists for the parts. Bettcha someone around here can tell us what parts to rob from an E4OD/4R100. You really need to do a bit of homework for adding an E4OD. Sorry for being so long-winded---you ought to see my arms waving

 

I really dont mind the rpms I'm turning at highway speeds, so the od isnt too much of a concern. I mainly want to get the thing moving better (I know, get a 460). It struggles to get moving when loaded and on a hill. Before I rebuilt the engine it wouldnt take off on a semi steep hill. Thought about going with a 4spd mt, that seems like a lot of work, and pushing that clutch gets old after a few hours plowing snow in a subdivision. Anyway I could watch out for a e4od if I could just swap a couple planetaries around