Stops the common Ford C6 leaks without a teardown: pan, servo cover, tail housing and extension seal, shift lever seal and modulator O-ring in one kit.
If your F-150, F-250, Bronco or Econoline with the C6 automatic leaves a red spot on the driveway, the leak is almost always on the outside of the case, not inside it. This kit replaces the gaskets and seals you can reach with the C6 still bolted to the engine: the oil pan gasket, the servo cover gasket, the tail housing gasket and rear seal, the manual shift lever seal and the vacuum modulator O-ring, plus a new lock nut for the band adjuster. It fits the C6 from 1966 through 1996.
The C6 is a three-speed with one external band adjuster, a vacuum modulator that sets line pressure from engine vacuum, and a long tail housing that the driveshaft slip yoke rides in. Every one of those features is a place for fluid to get out. The pan seals the bottom of the valve body area, the servo cover gasket keeps apply pressure for the intermediate band from weeping out the driver side, the modulator O-ring seals the modulator where it enters the case, and the tail housing seal rides on the yoke to keep fluid in the back of the case. None of them hold the transmission together, but a C6 that is a quart low runs hot and starts slipping, so these small pieces protect the expensive ones.
Degrease the case, drive the truck, and look before you guess. Engine oil from a rear main seal and power steering fluid blown back from the pump both end up on the bellhousing and look like a transmission leak. Our C6 fluid leak guide walks through the check in order. Two things this kit cannot fix: a stock pan with a warped flange (lay a straightedge on it) and a front pump seal leak at the bellhousing, which needs the transmission or converter out and usually a new pump bushing too. If the C6 also slips or flares, read C6 common problems and fixes, because external seals will not cure worn frictions.
This kit is listed for the Ford C6 from 1966 to 1996 in F-Series pickups, Bronco, E-Series vans and the Ford, Mercury and Lincoln cars that used it. Thirty years is a long run, and Ford changed the pan and filter between the early tapered pan (1966-1974) and the 1975-up style, and used more than one tail housing over the years. Compare the pan gasket and tail housing seal against the parts on your truck, or send us the year and VIN before you order and we will check it. Not sure it is a C6 at all? The C6 identification guide shows how to tell it from the C4, FMX and E4OD. Everything else for this unit is on our C6 rebuild parts page.
This is an external kit only. It has no frictions, steels, bushings or internal piston seals.
| Fits | Ford C6 automatic transmission, 1966-1996 |
| Applications | Ford F-Series, Bronco, E-Series van and Mercury/Lincoln cars with the C6 |
| Includes | Pan gasket, servo cover to case gasket, tail housing to case gasket, tail housing oil seal, shifter control lever seal, vacuum modulator O-ring, front band adjustment screw lock nut, assorted O-rings |
| Part type | External reseal kit (in-vehicle leaks) |
| Condition | New |
| Warranty | 1-year |
Usually not. Fluid at the bellhousing on a C6 is most often the front pump seal, and that seal needs the transmission or the converter out to replace. Rebuilders also replace the pump bushing at the same time because a worn bushing tears up a new seal quickly. This kit covers the pan, servo cover, tail housing, shift lever and modulator leaks.
The kit is listed for 1966-1996 C6 units, but early C6 trucks used the tapered 1966-1974 pan and filter while later trucks use the 1975-up pan. Compare the pan gasket shape to your pan, or send us your year and VIN and we will confirm fitment before it ships.
Use whatever the dipstick calls for. Early C6 units were built for Type F, which Ford still lists under spec ESW-M2C33-F. Later units built for CJ, H or MERCON should get a MERCON V fluid, and Ford says not to use MERCON V where Type F is recommended.
It is a good time to do it. The C6 has one external band, the intermediate band, with its adjuster on the driver side of the case. You are already under the truck, and the kit includes a new lock nut so the adjustment holds and the screw does not weep.
A C6 that ran low on fluid can burn the intermediate band or clutch packs. If it still slips or flares once the level is correct, the problem is internal and you need an overhaul kit with frictions and steels, not more external seals.
