So here's a fun one, while researching how to get lower gearing through transfer case swaps I came across 6 speed 6r80 swaps. There's a really informational thread over on fsb, but I haven't seen anything here regarding it. Apparently, it IS possible to mate the newer 6 and 10 speed transmissions to a small block ford, though pricey:

• JY 6R80 - $500 - $1000 ?
• US Shift 'Quick Shift 6' w/ harness - $1250
• PA blockplate adapter - $523 - Could probably make something yourself
• PA 68509 Torque Converter Spacer kit - $100
• "1/2 line trans cooler - $70- 100 ish
• Trans Mounts? - $60ish + fabrication costs
• Driveshafts - ?
• Yoke conversions - ?
• T-Case adapter/swap - ?
• Shift selector hardware - ?

Still a few (likely also pricey) unkowns involved, but what you get out of doing the swap is a bandless gear ratio that runs from 4.171 to a double overdrive @ 0.691, in a 'sealed for life' transmission that can handle 500+hp and with roughly the same footprint as an E4OD.

You use the 6r80 torque converter, which I understand has lockup in all forward gears with the sbf flexplate and starter.

For figuring out the shift select, a lot of focus seems to be on getting a center console shifter, and kits are around for that as well, but I wonder if maybe people are overlooking vehicles that are column shift and came with the 6r80 originally (2014 superduty comes to mind). There is also a lockout plate that has been used when swapping from 4r70w.

Also a little more involved would be swapping the entire steering column from a new truck, depending on what's out there it could get you ford factory paddle shifters that would work with the trans controller.

For the T-case I have to wonder if it's at all possible to rig something up to be able to use a modern case with a clutch for awd in addition to 4 hi and 4 lo, if not then it should be possible to use a manual shift T-case from a 2011 truck or adapt any other 31 spline input case.



A lot of money to shell out for 6 gears, but compared to what I've seen for prices on a 'bulletproof' E4OD, it really doesn't seem all that bad. And on the work side of it, there are potentially a few extra perks to it depending on how it's done. Also, a 10 speed controller is in the works, but this is whats out right now.

Thoughts?

 

I like the idea.. but it sure seems like a lot of work to me.

That being said, the 6R80 is not sealed for life. Not in the least. Maintenance schedule says first flush at 60k, and every 30k thereafter. It has a dip stick, and a fill hole, both accessed from under the truck, next to the passenger side catalytic converter. It's a pain in the *** to fill, unless you have a mityvac or something of the sort. If I owned one, I'd just do fluid and filter every 30k like an older truck. If you loosen the valve body bolts, but don't remove it, you can get it to drain 9qts, which is everything but the converter. There is no gasket where the valve body mates to the trans case, so loosening and tightening it back down works very well to drain the most amount of fluid possible.

 

Everything I've read, including ford's owner's section suggests its 150k miles for trans/axle lube and filter change, for 'normal operation' and even 'offroad operation'. The owner's manual for a 2014 (just picked a random year) f150 also says the same, but it does also have a different schedule for the 6.2 litre engine, saying to check the fluid every 15k miles or 1 year, and change at 150k miles. The fact that the plug and dipstick aren't super user accessible is what I think they mean by 'sealed for life'.

I have seen kits for sale to add a dipstick, now I guess I have an idea what that means, and could prove useful to anyone stabbing a junk yard trans into a build without a rebuild.

I am really digging on the idea of swapping a column from a newer f150. Would be a pain to figure out, but steering wheel controls are so nice. I guess there's a ford racing kit, for swapping a latemodel steering wheel with a raptor one, that comes with paddle shifters.

It is also pricey at 500 bucks brand new, and may or may not require finding some of the buttons seperately.

 

I'll be damned, you got me there on the 150k published interval. My training, experience, and the dealer I'm at, clearly disagree with that figure! Trust me when I say, the old 30k interval is still the gold standard, in my book. It's cheap insurance, and good preventative maintenance. When you see the fluid condition at different mileages, all well before 150k miles, you'd definitely see where I'm coming from here.

Regardless, I still think this is a sweet idea

 

I'm not saying you're wrong, or trying to pretend know more than I do, i just want to know what the actual thing is here. The owner's manual also says fluid color isn't an indicator of condition lol. I imagine if you're at a dealer you're in a position to have an actual oil analysis done on the fluid? Also this particular transmission is old enough to now to have seen failures (outside of drag racing), so it'm curious to know what the common modes of failure are.

I also wondered if maybe the mustang tranny has a higher interval but a 2014 owner's manual only says to inspect the level every oil change, and full fluid change at 150k miles.

I was curious if there were trans updates so I went looking for 2011 model owner's manuals and it appears f-150's and stangs that could come equipped with different trans, say to to change at 30k for towing, except for the 6r80.

This seems to be a trend with a lot of later model auto trannies, I know with the heavy equipment I run for work, most contamination occurs from checking fluids and filters too often in less than clean conditions. On the other hand my daily civic says to swap the CVT fluid at 30k and every 60 (I think after that).

There has to be a happy medium between peace of mind over the condition of the thing and crawling underneath to screw around more than you have to.