- Engine Products
- Exhaust Products
- Tech Tips, News & More
- Free Tech Tips
- #162: Cummins B Series Injector Protrusion
- #163: Cummins 4 and 6 B Series Short Block Upgrades
- #164: Upgrading Your Twin Disc/Rockford or Auto Clutch PTO
- #165: Deutz 912 Diesel Connecting Rod Bolts
- #166: Block Heaters, Glow Plugs, and Immersion Heaters for your Perkins, Deutz or Ford Industrial Engine
- #167: Twin Disc, Rockford and AutoClutch Power Takeoffs and Pulleys
- #168: Deutz 1011 and 2011 Timing Belt Change Intervals; All You Need to Know About Deutz Timing Belt Change Intervals
- #169: All You Need to Know About Deutz and Wisconsin Blowers
- #170: All You Need to Know to Install a Deutz, Perkins or Deere Crankshaft
- #171: Deutz Head Gaskets: Composite or MLS?
- #153 Hurth HBW50/100/125/150 Transmissions: Two Common Problems Easily Avoided
- #155: Chrysler LH318 & LH360 Industrial Engines: Easy Block Repair
- #141 Deutz Diesel Engine Model 1013 Fuel Transfer Pumps
- #142 Ford 330 Industrial Engines: Identifying the Dorset and the Dagenham Models
- #143 How NOT To Seat the Piston Rings on Your New Ford 300 Industrial Engine; Cleaning Components When Swapping Accessories
- #144 Deutz 1011 and 2011 Timing Belt Tension
- #145 Installing an Electronic Governor: Five Easy Tips
- #146 Yanmar Engine Tag Locations
- #147: Running a Twin Disc/Rockford PTO? Want It To Last Longer?
- #148: Ford Industrial In-Line 6 Cylinder Gas Engines: How to Tell Them Apart
- #154: AutoClutch Power Takeoff Clutches
- #156: Deutz 1011 & Deutz 1011F Diesel Piston to Wall Clearance
- #158: Power Takeoff Clutch Maintenance: How to Remove a Troublesome Pilot Bearing (Part 3)
- #159: Deutz 912 Engines: New Generation 912 vs. Old Generation 912 Engines Made Easy
- #160: Deutz Diesel Electronic Shutoff Solenoid Selection
- #161: Handy Numbers for Perkins Diesel Owners or Rebuilders
- All Tech Tips
- Ask Dr. Diesel™
- Industry Links
- Guides, Forms & Tags
- Company Info
- Contact Us
Identifying and Maintaining the Ford C6 Transmission as Used in Industrial Applications
Helpful guide in identifying and maintaining your transmission - Tech Tip #85
This Dr Diesel Tech Tip is concerned with identifying and maintaining the Ford C6 transmission as used in industrial applications. Your comments are welcome.
The Ford C6 transmission has been in production since 1966. Over the last 40 years the C6 Ford transmission has been used in a variety of industrial applications including in Harlan, Tiger, Tug, Clark, Northwestern airport tugs and also in rough terrain forklifts manufactured by Lull and others. Various engines including Perkins 4236 and Cummins B Series diesels, GM industrial gas engines, as well as Ford industrial engines have been used with this transmission. The Ford C6 transmission as used in industrial applications is very rugged and long lasting.
How do I identify my C6 industrial? Ford C6 industrial transmissions are 33.5" long, including the tail shaft with a transmission mount is about 22" from the front of the bellhousing. All C6 transmissions will have a 17 bolt square oil pan that has a sharp jog in the right rear of the pan. A vacuum modulator installs in the valve body located aboe this job.
Additional differences include if it is behind a gas or diesel engine (the ratios are different), if it has an emergency brake, the depth of the oil pan, and if a two or three speed unit.
Which fluid should I use? Early C6 industrial transmissions used Type FA transmission fluid.
Beginning in 1997, later versions of the Ford C6 transmission used Dexron fluid. The dipstick will either reference a FA fluid type or an M2C138-CJ fluid.
How much fluid? Part of the rugged nature of the C6 is its large fluid capacity. Most Ford C6 industrial transmissions use 24 pints of fluid including the torque convertor. To ensure long life Foley ships all of our factory remanufactured C6 industrials with 24 pints of Mobil1 synthetic fluid. (See our specials page for our ongoing special on factory remanufactured C6s.) Dr Diesel fought hard for this. Using $300 of synthetic transmission fluid in your C6 transmission may seem like over-kill but it will greatly prolong the service life of your transmission in a difficult application such as an airport tug or forklift. Afterall, cool fluid is happy fluid! (See our Foley Tech Tip #74, Remote Oil Filter Considerations.)
Which flex plate? Its important to use the flex plate supplied with the unit. Over the years Ford has used two different flex platesk, both with 164 teeth. The early C6 applications used a 22 ounce, 11 7/16" flex plate. Later versions used 50 ounce flex plate. Most C6 transmissions used behind the Ford 460 industrial, also referred to as the Ford LSG875i engine, (see our Dr Diesel Tech Tip #94, Ford 460 Industrial Engines, Some Considerations) used a Ford flex plate with a Ford OEM PN of D9TZ-6375A.
Want More Info? We have Ford Industrial C6 Workshop Manuals available which we ship with all of our remanufactured Ford C6 transmissions. Please call to order one if you would like more info.
We take tech support seriously!
We hope that you will find this Tech Tip helpful. We believe that Tech Support matters and welcome your comments or suggestions.
Please email Dr. Diesel™ using our contact form or call us at 800.233.6539.