Ford’s 6R80 six-speed automatic transmission is the go-to transmission for Coyote-swapped vehicles, and ATI Performance Products is offering upgraded versions capable of handling up to 1,000 horsepower. The company realized that the transmission could be used in applications other than the Blue Oval, and engineered a solution that allows for the transmission to be mounted behind your favorite small-block Chevy, LS, or LT engine. Whether you have a street rod in need of a better overdrive transmission or a 1,000-horsepower street car that you’re racing on the weekends, ATI, along with Raybestos and US Shift, have 6R80 transmission options for a range of power levels.
After a suitable 6R80 case core is procured, the ATI staff checks the case for issues. “Inside, there are places where some of the parts bang on the lugs of the case, so we check to make sure there are no cracks and no threads pulled out,” Beattie tells us. Once it gets approved, the case is cleaned and then for this build, it is CNC machined to accept the custom Chevy bellhousing
A Need for 6 Speeds
Modern overdrive transmissions do a great job at reducing engine RPM for comfortable cruising and better fuel mileage. As ATI Performance Product’s J.C. Beattie explains, the 6R80 is a much better option over previous four-speed automatic transmissions.
“The AODE and 4R70W Ford trans are pretty old technology. They do work and they are fine, but they won’t hold the power that a 6R[80] will, you have a much wider gear split and they do not shift as quickly. The 6R is a superior transmission for drivability with dual overdrives and much more current engineering. There are also four-speed transmissions that get a six-speed conversion with some changes internally, but having a real six-speed is a much better option and for the same price, makes it an easy choice.”
No matter the level of build, many factory 6R80 internal components are used. “We look at the shafts to make sure they are not worn out, we look at the bushings and make sure the drums are not cracked,” Beattie explains. “Sometimes we find worn-out shafts from bushings going bad, and occasionally a solenoid gets stuck when the clutches are going away and sometimes it’ll crack a drum. A lot of components are available to replace with factory replacement parts.” Once all of the parts are ready, assembly can begin, and that starts with measuring the clutches and plates
“If it fits in there, it will fit in a lot…
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