SERAFIM

what are the differences between a c3 and c4 trans.(pictures would be great). cann a c3 be installed in a 67 mujstang with a 289ci, if so, what needs to be done? please be as specific as possible
thks

imp

The good news is the starters interchange between the C-3 and C-4 transmissions. That's about the only good news! You will need a flexplate to mount the torque convertor; fortunately it is cheaper than the flywheel required by the C-3. Also the dipstick tube is larger on the C-4, so that must be replaced. Moving along, the yoke for the C-4 is also bigger, so it too must be replaced. Apparently the C-4 is also a little longer than its weaker cousin the C-3, so be prepared to need a shorter shaft also. With so many little differences this swap can be a real bear, but at least the C-4 is a lot better shifting and way more durable trans than the C-3. Good luck with your swap! Oh my, I just went back and re-read your post. A V-8 C-4 will not bolt right up to a 200 inch six. Sorry "bout that!


The C4 dates back to the first 1965 Mustang application. All later C4s in the little 200's had 136 teeth.The C3 was designed for the 1974 European Fords, and used behind the 200 when the Z code Colgne V6 supplies ran out from 1979 to 1983, right through to the last X-code option 200 used in the 83 LTD. It's light, smooth, far more modern, but won't take a beating like the C4 can. The C3 has a torque converter which is much stronger than the little 200 c4 i6..the C4 converter to ring gear commonly cracks under really hard use.

The C4 is nicer to rebuild, a good, simple all American design. The C3 is a pain in that you have to be really carefull mating it up to the flexplate, easy to miss match it, getting the T/Con tang falsely engaged. I've never had problems with the last four C3's I've had. Two Pinto 2000 engined Cortinas, one 114 HP Cologne V6, and now the C3 box behind my 1981 Mustang 3.3 is my absolute favorite. Got spares comming out my ears...cable kickdowns for 38 dgev Weber conversions, later 5R55 hop up parts...there's parts around if you look and ask the right questions

I love the US C3 rod kickdown, the fact that you can hook any 1987-2001 A4LD or 5 speed Exploder trans from any 4liter V6 to it. Or the 2.3 Lima 4 A4LD, if your silly enough.

But Ford sold off Bordeux in 2009, and they no longer make all the earlier bits for it, so rebuilding one is both hard graft parts wise, and problematic quality wise because the French built it with very strict tollerences, and anytime the great unwashed like us spanner it, it tends to leak from the front pump. The best thing is that the Explorer parts have really improved the strength of any good rebuild. Due to the problems finding good info, I'd say the chances of anyone rebuilding one well, is a 9 out of 10 chances of failing unless you read up the Brian's Explorer forum rebuild.


The c3 has been behind everything from 60 hp 1300 cc Escorts to 160 hp European 2.8's, along with the 145 hp 2.3 Turbo's in the Merkur XR4TI. It's ok if you throw dollars into the front pump if you ever have to rebuild it, but its just that the rest of the parts aren't up to much. The updated A4LD and early 4R44's had legion problems due to the small clutch areas and that silly bolted in front pump which always seams to leak...it never got fixed untill the 2001 Explorer gave it a one piece case...never looked back then

The 3 bolt C4 200 i6 starter is the same as the big block FE version, a 176 tooth application. But it also sits on the 136 teeth 200, easy as pie, as it's just closer to the crank.

The flexplate on the C3 was a German deign based on one that has two more teeth than the C4. The C3 flexplate is from the 2.6/2.8/2.9/4.0 Cologne V6, dating back to the first 1973 Capri 2600, 138 teeth.
There are two C3 starters. Each can cope with a pitch change of two teeth, as the C3 or c4 flexplate indexes whatever starter motor you use.


Since all C3's are high mount engines, the issue with C3 to c4 swaps is the correct part number to clear the differnt football primary converter equiped cars from 1981 to 1983. If it has an EOBE-9430-AB exhast, and a high mount block, it HAS to have the specific the high mount E1BF-11131-BA 1981 to 1983 spec starter.