I remember back when FTE was in it's infancy...yes I know my Join date doesn't show that long ago...I was too busy with my shop to stay up on it...anyways...I remember a Guy on here Named GaryBBB....that was talking about Wide Ratio C6's Versus regular ones...Is there really such a thing and would it help that much in certain applications....Let's hear it ND...I know you would know!!!

 

You have to install a kit to have a wide ratio C6.

http://www.broaderperformance.com/C6...nd%20parts.htm

Josh

 

Didn't some come from the factory that way?? And what is the benefit??

 

None from factory that way.

Benefit--allows use of a taller axle ratio for cruise while retaining lower gear for start up with heavy load. Increases the ratio spread of the trans, if that's what you want. Relatively low cost compared to OD trans or bolt on OD. If used with bolt-on OD, increases usefulness of OD as a gear splitter.

 

So if I am running 4:10 gears in the axles....and somewhere between 39.5 and 42 inch tires....with a Cummins engine....then i would benefit from the wide ratio C6???

 

I think you are confusing what the wide ratio accomplishes.

A WIDE ratio kit has a lower gear ratio 1st gear than a standard and a slightly lower 2nd gear than Standard. 3rd gear remains 1:1. A wide ratio kit is appealing to those who either tow/ haul a lot or drag race.

A diesel shouldn't need lower gears since it has so much more torque than a gas engine. Besides that, when leaving a stoplight you'll have shifted into 3rd gear in no time.

What is the maximum RPM of the Cummins? 3500-4000 RPM? That is something to keep in mind for highway travel.

Josh

 

Bullitt390....What is your opinion on how I should set it up....I am pretty set on wanting a C6 behind the Cummins...I like them a lot...I'm probably running 39.5 to 42 inch tires with 4:10 gears......so that will drop me down gear wise quite a bit....is the wide ratio gonna help me out?? I want to be able to tow a big camp trailer or a car trailer with a truck on it once in a while.

 

I would have to ask is the Ford C6 able to retrofit behind a Cummins? It can take the torque, no doubt about that, but in terms of feasibility is it worth it? Might want to look at an E4OD, to drop the rpms for highway travel.

With a C6 and 40" tires you'll be turning over 2600 RPMs to go 75 MPH.

The torque of a Diesel can overcome the standard ratios just fine. The wide ratio kit is more for smogged out enemic gas motors to help them overcome a dead stop with thousands of pounds being pulled or a drag racer wanting a different edge on their competition.

Whenever I hear diesel guys shoot the crap is usually regarding the NV4500.

Might want to check these guys out www.fordcummins.com

Josh

 

I might be OK with the E4OD as long as it can run stand alone and would fit basically where a C6 does with a 205 T-case behind it (Married)

 

Well I'm currently doing a low gear/low drag C6 build. All my parts are in and just found out my torque converter is destroyed again. I spared no expense on parts and upgrades. Valve body is full manual this time. My biggest problem is getting a torque converter to last under heavy load meaning carrying and weight. I use my truck to haul hunting gear with and pull stuff. Its on 40" tires and weighs 6200 lb. I think the tranny is holding up but I kinda drive my truck like a diesel most of the time. Getting a lower stall converter is the problem with stout internals. My 472 is about 450 hrsp 550ftlb torque and cammed for low end and mid range. Motor will run on out to 6500rpm if needed, solid grind setup, cnc ported heads and other stuff. Peak torque is at 3100 rpm and cam comes on from idle. These are diesel rpm ranges Over the yrs the torque converter has been my weak link in lower stall application. Been currently on the Phone with TCI to help solve my problem and I'll keep you posted on my situation. Finding a converter will be you problem in this application with the higher torque diesels with c6 converters. I'm still trying to dial in my set up and learning something new everytime. This last tranny lasted around 5yrs. I think it was slippin about a yr ago and didn't notice it until now when it give up. Hope this helps and something to consider.

 

Running it up to 6500 rpm sure as hell ain't no diesel range.

 

What tranny temps are running for extended periods? Sounds like your cooking the transmission or installing the convertors wrong.

TCI is my choice for drag racing, ATI is better for towing.

Josh

 

Don't know if these folks can help, but it might be worth a call...
http://www.ptcrace.com/

 

6500 rpm isn't diesel normal range but in extreme pullin diesel it is. I normallyrun my truck up to maybe 4000 rpm. but when running up mtn I barley pull 2500 rpm and this is were my problem begins. My stall is around 1700 and I think I have to much when pulling my 10% grade for many miles and tranny heats up some when following overheating rv's. I have deep sump pan and extra tranny cooler. Temps maybe around 175 max . synthetic tranny fluid. Converter is installed correctly ben running for about 5 yrs on this application. Mtns are tough on any tranny near my house. Been running auto's for about 15yrs after several busted 435 np cases. Couldn't keep a 4 speed together you stress the case hard and it will split near pto door in a serious torque application. I know the 4speed guys are gonna beat me up but facts are facts. Haven't lost a driveline since I went auto, wore out some splines but never broke. Twisted 3/4 ton tube twice and later upgraded problem solved.

 

I'll check these guys out this evening. thanks from wyoming.