Well, left about half an hour early for work today, good thing too. 7 miles from the house after filling Ole' Ruby Sue up, I lost everything but reverse and low from the C6. Limped her home and an hour late made it to work.
So....she will sit for awhile...
Is there a better match for the 6.9 in a 3/4 ton 4x4 than the C6? maybe something newer?
Figured I'd ask since I'm in this boat.

 

E40D is about your onlt other choice as far as auto's go. I am not an auto man by any means, but if I was planning to keep the truck and put some miles on it I would convert to the E40D even though I like the C6. The E40D has overdrive and a lockup converter but also has to have a computer to make it work. The C6 is a lot cheaper to rebuild and would be by far your quickest and cheapest way to get it back on the road. Maybe some of the auto guys will chime in, if it lost 2 and 3 it could possibly a problem that can be repaired without a rebuild.

 

Thanks star, I think it's due a rebuild. Reverse has been slippin for awhile now.

 

It sounds like it then, Good luck with it. Another option if you plan to put a lot more miles on your rig, is a gearvendor. It will give you an overdrive and cut your rpm's app 500 at highway speed. They are pricey new but can be found used fairly regular, I just picked up another one the other day.

 

Hey Star,
A question and a request.
First, in my 91 F250 4x4 4:10 lockers with the ZF-5, at 65 mph I'm pulling 2250 rpm. Can I install a Gear Vendor and will it work to reduce my cruising rpm's with the ZF tranny?

Second, can you write a tech on the Gear Vendor mod. I understand it is a hydro operated overdrive. but how does it work and how is it installed?

Sorry if I hijacked the thread!

 

The Gear Vendors is an auxiliary transmission, it goes on the back of your current transmission and allows you to split some gears - you end up with a pattern of 1 -> 2 -> 3 -> 3 over-> 4 -> 4 over -> 5 -> 5 over. Contrary to popular belief it does not immediately double your forward and reverse gears, so you will not have 10 forward gears and 2 reverse - this is because when the main trans is in low gear its output shaft ain't turning fast enough to spin the GV's oil pump fast enough to build up proper pressure for its hydraulics to engage and hold against the torque. And you operate it just like you do with a big truck - put your switch on the shifter, and use that before or after you upshift the main trans - say you're in 3rd gear and pulling a load uphill, when loaded down the more gears the better, so you split - with the main trans in 3rd you clutch in and engage the GV and release the clutch and now you're in 3rd over - then when you want 4th gear you clutch in again, disengage the GV, and shift the main trans into 4th and release the clutch, then for 4th over again clutch in and engage the GV and release, and so on. Actually I'm not sure if clutching is even needed for splitting the gears, but with my buddy's truck I always do it anyways.