[Amc-list] From Archives CD Gear Ratios, Ccodes #1 Transmissions More to Follow

["Ralph Ausmann" <ralph.ausmann@xxxxxxxxxxx>]

Not to say this will be complete info but looks useful to me... 
RA________________________________________________________
Ralph Ausmann  -  Hillsboro, OR - > <ralph.ausmann@xxxxxxxxx>
http://mysite.verizon.net/res79g4m/ ... and "check the links"



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Date: Fri, 10 Dec 1999 11:14:43 -0500
From: Archimedes <ambassador@xxxxxxxxxxx>
Subject: AMC Tech: Transmissions: Specifications & Interchange
Transmission swapping has reared its head again, and before we go over too
much territory, I wanted to post the digest of swapping info for everyone's
reference. So, here goes. Enjoy!
-- Marc Montoni
Below is the digest of Transmission swapping info that I've assembled from
many posts. Lots of good information here -- save it for reference. Oh,
and for the tables, it's best to view this file with a FIXED
(non-proportional) font.
If anyone has anything to add to this, please email me privately at
ambassador@xxxxxxxxxxxx
Most of the below is from Andrew Hay <adh@xxxxxxxxxxxxxxxxx>. Here goes:
T-96 3-sp non-synchro sixes stone age - '71
** The T-96 was also used in Jeeps starting with the CJ2,
** Studebaker sixes, and early Falcons.
T-86 3-sp non-synchro 287s, 290s, hd sixes ? - '67
** Ford also used T-86s with o/d on 289s.
** T-86 has a top cover [6 bolts like the t-14].
T-85/T-89 3-sp synchro? 327s ? - '66
** The T-85 is a big beefy 3-sp used behind many
** early-mid-'60s engines.
** Ford used T-89s with o/d on 390s.
** Warner made all the o/ds; only GM was able to get
** them without a gearbox attached.
** Olds mid-'60s, behind 394's.
** The original T-85 3 speed had a 4th gear added
** and became the T-10. The t-85 has a side cover like
** the T-10; the T-86 has a top cover [6 bolts like the
** t-14].
T-14 3-sp synchro sixes, 290/304 '68 - '76
** T-14 w-o/d probably rare because it was only
** offered with '68 rebel 290s.
** T-14 replaced the t-86 behind 290s starting in '68.
** In 72, the 6 cyl bellhousing bolt pattern changed
** and AMC started using the T14 in both 6 and V8's.
T-15 3-sp synchro hd v8 '68 - '71? ['75 in jeeps]
** It's the biggest 3-sp I've ever seen in a car --
** it was the fleet/hd option for 232 Rebels and Ambos.
T-10 4-sp synchro v8s '66 - '74
** "V" series used on `68-69 with 390 used large front
** bearing cap and throw out bearing. All other
** T-10s used smaller front cap.
** Everyone used T-10s at one time or another, but
** AMC's case and input shaft are unique to them.
** [I -really- wanted to put Chevy gears into an AMC
** case, but the Chevy input wouldn't even come close
** to the clutch! <sigh>.]
** The original T-85 3 speed had a 4th gear added
** and became the T-10. The t-85 has a side cover like
** the T-10.
150-T 3-sp synchro sixes, v8s '75 - '79
SR-4 4-sp synchro fours, sixes '77 - '81?
** Also used behind 304s in 79 (only) Spirit GT's and
** AMX's, which surprises me -- it's only good for ~220
** ft-lbs.
** The SR-4 is pretty much the same as Ford versions.
T4/T5 4/5-sp synchro fours, sixes'82? - '88
** The T-4/T-5 is an odd mixture - Ford case, Chevy
** input shaft. A Ford T-5 will bolt up if you use
** a 150-T clutch disk, pilot bushing, and definitely
** throwout bearing - which btw is a Ford part.
My research only goes back reliably to '65.
NOTES
1) Overdives: All 3-sp including the T-15 were available with o/d.
Curiously, there's one o/d section for T-14s and T-96s and another for the
T-15 alone. Wonder why?
3) '72-up T-14s have a Torqueflite spline [23?]. I'm less sure of when
the t-14 went from coarse to fine spline - it might have been as late as 
'74.
5) T14/15 are both 10 spline, but the t-14 [and t-96] are 10 x 15/16 where
the T-15 is 10 x 1 1/8. bolt pattern and shaft length are also different.
5) The T-15 has an almost-square pattern, 5.75x6". I **believe** that
T-86es and JEEP T-14s also have this pattern and long input shaft.
INPUT & OUTPUT SHAFTS
----------------------
2) All manual transmissions up to '71 - and I think all t-10s - have a
10-spline output.
TransInput Input Input Output
Shaft Shaft Shaft Shaft
Length WidthSplines Splines
-----------*-----
T-96 6.5" 10
T-86 10
T-85 10
T-89 10
T-14 6.5" 10
T-15 8" 10
T-10 8" 10 (??)
150-T 28 (??)
SR-4 28 (??)
T4/T5 28 (??)
The AMC T-89 and T-10 bolt patterns look very similar; similar also to the
'49-'64 Ford pattern.
From: adh@xxxxxxxxxxxxxxxxx (Sandwich Maker)
To: amc-list@xxxxxxxxxxx, pkapteyn@xxxxxxxxxxxxxxx
Subject: Re: T10 ratios
from tex racing:
code 1st2nd 3rd
______________________________________________________
cc 2.88:11.91:11.33:1
ee 2.88:1 1.74:1 1.22:1
ee [?] 2.43:1 1.34:1 1.13:1
od 2.23:1 1.23:1 0.94:1
q 2.43:1 1.46:1 1.18:1
s 2.43:1 1.61:1 1.23:1
t 2.43:1 1.61:1 1.03:1
v 2.23:1 1.77:1 1.35:1
w 2.64:11.75:11.33:1
x 2.64:1 1.61:1 1.23:1
y 2.88:1 1.74:1 1.33:1
z,u 3.42:1 2.28:1 1.46:1
yes, they list ee twice.
btw, drive gears vary pretty much by first-gear ratio but first on the
cluster is the same for all but the last.
The 150-T is a Ford Toploader design. All the big three used them in the
late '70s; GM also did in the '60s when their own 3-sp were in short
supply. A toploader 4-sp will slip right into the bellhousing and clutch,
but I don't know about the other end. I -believe- that some versions are
the same length as the 3-sp and that amc used Ford on the output spline as
well as the input, but don't know positively.
Glen Hoag <hoag@xxxxxx> added this note: I know positively that the 150-T
from my 75 Pacer used the Ford output spline; we used a front yoke out of a
'65 or so Mustang to keep the gear lube from running out when we pulled the
engine last December. I would guess that all 150-T's are the same. FWIW,
the friend whose help I enlisted had done a 3-sp to 4-sp conversion in that
Mustang and said it was a drop-in replacement, so the lengths were "close
enough".
I think the following comments were from Andrew Hay <adh@xxxxxxxxxxxxxxxxx>:
I recommend getting the T5 from a Mustang 5.0; they're the strongest and
the gears aren't uselessly far apart, except for the o/d on 'world class' -
'86-up - and it can be replaced independently of the other gears. I expect
they'd hold up fairly well behind 304s.
The 150-T and SR-4/T-4/T-5 have two different bolt patterns; Ford
bellhousings of the right years are often drilled with both. I believe
that these are two of the patterns on Frank Swygert's multi-drilled AMC
bellhousings.
Notes from Glen Hoag <hoag@xxxxxx> : The T-5 was optional on any AMC T-4
application and should use the same bellhousing. (comment by andrew Hay:
yes, also shared with the sr4. Some are drilled with the 150t/t177/Ford
rectangular pattern also.) Note that there is a version of the T-5 (used
in Ford applications) with an integral bellhousing; you don't want that
one, as it uses the Ford [engine] bolt pattern. From the Tremec web site,
I see that they list two transmissions with integrated bellhousings, the
TR-3440 and TR3450, which are 4 and 5 speed transmissions, respectively.
This is ground i'm less sure of, but afaik the 2.5 shared all transmissions
with the 2.8, and t5s at least with 258s in cjs and eagles. Possible
difference: 1x14 input spline instead of 1 1/8 x 10. How they compare in
input length to other amc trannies... don't know. On the downside, the
bellhousings are only set up for hydraulic clutches.
Iron Puke 2.5L and the Monster AMC 150 cid equipped Jeeps are all equipped
with a hydraulic clutch assembly, as are the Cherokee and Wrangler sixes
(GM 2.8, 4.0, 4.2) -- all equipped with hydraulic clutches.
-----------------------
T-10 FOUR SPEED RATIOS:
AMC Production T-10 Codes
1st 2nd 3rd 4th
"T" Series (wide) 2.64 2.10 1.49 1.00
"P" Series (wide) 2.43 1.76 1.47 1.00
"V" Series (close) 2.23 1.77 1.35 1.00
Aftermarket Super T-10
Spl. Wide "W" Series 2.64 1.75 1.33 1.00
Spl. Close "S" Series 2.43 1.61 1.23 1.00
------------------------
Notes from Ken Ames <amesk@xxxxxxxxxxxxxxxxxxxxxx>: Here's a crude guide to
some AMC manual transmissions. It uses the number of cover bolts and the
shape of the shifter bosses (where the shifters enter the trans) for ID.
additional info - main case length:
T-86/T-90 6 bolt round, connected with brace 8"
T-96 4 bolt round, separate 7"
T-14 6 bolt 1/2 round, separate 8.66"
T-15 8 bolt 1/2 round, connected 10"
150-T 9 round, 1 small section, 1 large section 9.25"
SR-4/HR- 10 enclosed ?
---------------------------
Andrew Hay <adh@xxxxxxxxxxxxxxxxx> sent in this note(s) and diagram(s):
The T-85/T-10 have a side cover.
150-T _____________________
| |____________________
_______| ------| |-------| | |_
|______ | | | | | |=
| | O | | O | |____________________|
| |_____| |_______| |
|_____________________|
(not to scale. :))
150-T top cover ________
| |
/ \
| |
| |
| |
|__________|
All the others are rectangular, except maybe the SR-4.
Bellhousing notes
All '72-up amc sixes have the same bellhousing bolt pattern, a subset of
the V8 pattern.
Generally all AMC's of the same year and engine will have the same
transmissions. Changeover years [eg. '75-'76] can be a tossup though.
Frank Swygert <dsrtfox@xxxxxxxxxx> notes that the Jeep 4.0L bell housing
will work with the 72-up AMC six, but doesn't know if the trans would bolt
to the car bell. The four cylinder uses a GM style trans, so it won't work.
-
Shifters
KEN AMES <amesk@xxxxxxxxxxxxxxxxxxxxxx> adds: While the transmissions may
be from different manufacturers, the shifter is AMC and is the same setup
for both the T-14 Warner Gear) and 150-T (Tremec).
-
Flywheels
Andrew Hay <adh@xxxxxxxxxxxxxxxxx> says: AFAIK, the cranks on the 4.0
aren't any different from the 258. The 258 flywheel *should* fit, as the
258 and 242 shared the same clutch, bellhousing, and transmission. The 242
does of course have the flywheel-mounted crank trigger.
This list of AMC flywheels and part numbers was provided by an unknown 
member.
The only way to tell for sure which flywheel you have is by the part
number. The part number is on the unsurfaced side and a wire brush , Naval
Jelly, etc may be required to find it. I've listed part numbers below for
67 to 72. I can look up and send numbers for a few more years past 73 if
anyone needs them.
66-69 290 (wst) (wod) (w4st) 317 9069
70-71 304 (wst) 319 6927
72-79 304 (wst) 321 2651
67-69 343 (w4st) 318 1609
70-71 360 (wst) (w4st) 319 6929
72-74 360 (wst) (w4st) 321 2653
68-69 390 (w4st) 319 1662
70 390 (w4st) 319 6929
71 401 (w4st) 321 0496
72-74 401 (w4st) 321 2655
wst - with standard trans.
wod - with overdrive
w4st - with 4speed
-----
Jim Cook railroad@xxxxxxxx adds the following numbers from the later parts
books:
360 Harmonic Balancer 360 MT Flywheel 360 AT Flexplate
73-74: 321 6084 73/74: 321 2653 73-77: 321 4089
75: 323 0131 78: 321 2140
------
Stealing Trannies from Brand X
Andrew Hay <adh@xxxxxxxxxxxxxxxxx> says: Ford T-5 transmissions should go
right in with a ?-'82? [mech. clutch] sr4/t4/t5 bellhousing and 150t pilot
bushing, throwout bearing, and maybe clutch disk [check the spline].
Frank Swygert <dsrtfox@xxxxxxxxxx> adds: You'll need to get the 'stang
transmission yoke, and you might have to have a custom length driveshaft 
made.
"Phil Campbell" <javlnman@xxxxxxxxxxxx> says:
In talking to James at Advanced Adapters, his recommendation was this...
On the AMC V8's, bellhousing part # 8133951 is the one you want. It is the
6.5 inch bellhousing, for a T150 (3 speed Ford) tranny. If not this one,
look for #3236291, again 6.5 inch bellhousing, for use with the T-176 (4
spd Ford). Use these bellhousings rather than an SR4 bellhousing as the
bolt pattern is not the one you want. You want one with the Ford bolt
pattern for a Ford transmission. And that is why you use a Ford T5 (World
Class preferred) or a Tremec 3550/TKO. The Tremec/TKO has the same bolt
pattern as the T5, which is the same bolt pattern as the T150 /
T176...sometimes. Make sure if you get one of these trannies that it has a
standard Ford toploader bolt pattern. That is the bolt pattern on the two
bellhousings listed above. This may be another reason one person used an
adapter. Bought from a Ford aftemarket company, it is called a "Tremec to
Toploader" adapter. Theoretically, to avoid tapping a bellhousing, or
using an adapter, use a bellhousing from a 1982-1987 already drilled for
the T4/T5 tranny. These bellhousings are the ones I believe have multiple
holes for different trannys.
Andrew Hay suggests: There's something wrong with the above. I know of
-no- T5 which has a Ford toploader pattern; in fact afaik all T5s except
GM's have the SR4 pattern, which -is- a Ford pattern. Ford T5s -do- have a
larger retainer than the SR4 [4.848" same as toploader vs. 4.636" same as 
GM].
Fading memory: the aluminum-cased SROD used on pre-T5 mustangs is basically
a toploader but has a -longer- input shaft - don't ask me why, iron-cased
o/ds used on trucks and granadas don't.
Supposedly, the Tremec, shooting for the 'stang market [and probably
supplying the SROD to ford], designed their 5-sp to use this 'stang
bellhousing. So it has the longer input, and the 'Tremec to toploader
adapter' is a ~5/8" spacer plate.
Phil Campbell continues: Now, for pilot bushings, you should use Advance
Adapters part # 716156. This allows the pilot bushing to go into the back
of the crank, but accept the larger Ford input shaft (.670 versus .590 for
AMC).
Andy Hay interjects: Pilot bushing is the same as stock AMC 150-T. All
post-150t trannies have a GM-size .590 pilot; all pre-150-T trannies have a
.750 pilot.
Phil Campbell continues: For clutch disc on the T5 or the 3550, use a 1
1/16th 10 spline disc (Ford application) in the 10.5 size.
Andy Hay interjects: Again, same as 150-T. Fading memory: '83-'85 5.0 t5s
have a 1 1/8" spline. Not sure, or of pilot.
Phil Campbell continues: Centerforce and others make this, not an uncommon
size. The TKO however uses the 26 spline input shaft, so you need to go to
a GM part #.
The Throw out bearing should also be 1 1/16th 10 spline for the T5 and
3550. TKO, because it is a 26 spline input will need the corresponding
throwout bearing.
Andy Hay interjects: Again, same as 150-t.
And finally, input shaft length. The input shaft on the Ford T5, the
Tremec, and TKO is all 6.66 (current measurments from pilot tip to face
where retainer bolts on). This .16 difference is what is believed why
people used an adapter...to move the input shaft out of the crank that
much. However, that would require a longer (taller pilot bushing).
Advanced adapters "thought" that if there was no thowout bearing
interference, then you could mill off the .16 of an inch from the pilot end
rather than an adapter. Also, they thought an inch adapter was too much
distance. Take it to a machine shop or have the company you buy it from do
this milling...don't attempt it with a hand grinder!
I think I may have confused some of you with talk of the Tremec/TKO.
Basically, this is a heavy duty aftermarket bolt in replacement for the T5,
complete with same input shaft length and diameter as well as spline
numbers. The World Class Super Duty T5 is rated at around 325 ft/lbs of
torque, the Tremec 3550 at 400 ft/lbs torque, and the Tremec TKO is rated
at 450+ft/lbs torque. World Class Super Duty T5 would be for a good 304,
the 3550 for a strong 360 and the TKO should handle the power of a built
401, ala the AMC/Hot Rod motor. 500+ horsepower and 5 gears to grab!
Okay, it's time for my medication now! Thanks for all the help...and wish
me luck!!
Phil Campbell -- Gears, gears...everywhere!!
Andy Hay adds:
I think someone said a Ford T5 bolted up to his AMC bell with -no- adapter.
I don't remember what he used for disk, pilot, or t/o.
I stumbled on this T5 chart put together by a 'stang nut, don't remember
who/where. It listed the v8 inputs UP TO '94 as 7.18" long, '94-up t5s as
7.85", and pre-'94 2.3L t5s as 7.41".
---------
Borg-Warner T-5 Transmission Data
-----------*---------
Input
B/W Torque
Speedo Input Shaft
Id Source Application Max Gear Ratios
Drive Shaft Pilot Notes
(lb/ft)
Gear length Dia
(in)
1352- Year Model Engine 1st 2nd 3rd 4th
5th R
114 Factory 85-86 T-Bird 2.3T 235 4.03 2.37 1.49 1.00
0.81 3.76 6 7.41 0.59
154 Factory 87 Mustang 2.3 240 3.97 2.34 1.46 1.00
0.85 3.70 7 7.41 0.59
155 Factory 87 T-Bird 2.3T 240 3.97 2.34 1.46 1.00
0.79 3.70 6 7.41 0.59
162 Factory 87-88 Mustang 2.3 240 3.97 2.34 1.46 1.00
0.79 3.70 7 7.41 0.59
194 Factory 89-90 Mustang 2.3 240 3.97 2.34 1.46 1.00
0.79 3.70 7 7.41 0.59
207 Factory 91 Mustang 2.3 240 3.97 2.34 1.46 1.00
0.79 3.70 7 7.41 0.59
209 Factory 92-93 Mustang 2.3 240 3.97 2.34 1.46 1.00
0.79 3.70 7 7.41 0.59
116 Factory 85-86 SVO 2.3T 250 3.50 2.14 1.39 1.00
0.78 3.39 6 7.41 0.59
126 Factory 85 Mustang 5.0 265 3.35 1.93 1.29 1.00
0.68 3.15 7 7.18 0.668
141 Factory 86 Mustang 5.0 265 3.35 1.93 1.29 1.00
0.68 3.15 7 7.18 0.668
165 Factory 86 Mustang 5.0 265 3.35 1.93 1.29 1.00
0.68 3.15 7 7.18 0.668
169 Factory 86.5-89 Mustang 5.0 265 3.35 1.93 1.29 1.00
0.68 3.15 7 7.18 0.668
199 Factory 90-91 Mustang 5.0 300 3.35 1.99 1.33 1.00
0.68 3.15 8 7.18 0.668 b
204 Service 85-89 Mustang 5.0 300 3.35 1.99 1.33 1.00
0.68 3.15 7 7.18 0.668
208 Factory 92-93 Mustang 5.0 300 3.35 1.99 1.33 1.00
0.68 3.15 8 7.18 0.668 d
218 Factory 93 Mustang Cobra 310 3.35 1.99 1.33 1.00
0.68 3.15 8 7.18 0.668 e
219 Factory 94 Mustang 5.0 300 3.35 1.99 1.33 1.00
0.68 3.15 8 7.85 0.668
220 Factory 94 Mustang 3.8 265 3.35 1.93 1.29 1.00
0.73 3.15 7 7.85 0.668
115 Motorsport 79-83 Mustang 5.0 305 2.95 1.94 1.34 1.00
0.63 2.76 6 7.18 0.668 a
200 Motorsport 79-93 Mustang 5.0 305 2.95 1.94 1.34 1.00
0.63 2.76 7 7.18 0.668 a
202 Aftermarket 79-93 Mustang 5.0 305 2.95 1.94 1.34 1.00
0.80 2.76 7 7.18 0.668 c
225 Aftermarket 79-93 Mustang 5.0 325 2.95 1.94 1.34 1.00
0.80 2.76 7 7.18 0.668 b,c,d
227 Motorsport 79-93 Mustang 5.0 325 2.95 1.94 1.34 1.00
0.63 2.76 7 7.18 0.668 b,c,d,f
------
AUTO TRANNIES used on AMCs
Digest assembled from posts by Ron Kolecki
<Ronald.E.Kolecki.1@xxxxxxxxxxxxx> of Maryland, A-V Nauha
<antti-ville.nauha@xxxxxxxxxx> of Finland, Frank Swygert
<DSRTFOX@xxxxxxxxxx>, and others.
[TECH TIP by Frank Swygert <DSRTFOX@xxxxxxxxxx>: For all BW air-cooled
units - It is air cooled by a cooling "fan" made onto the torque convertor
-- looks like a "shroud" on he convertor, not a fan. There is a large air
inlet on the passenger side of the bell housing. Don't leave the
inspection cover off the bottom of the front of the bell housing thinking
it will cool the trans more because the exact opposite happens -- it
overheats! Air flow is messed up to the torque converter and the "fan"
doesn't work right anymore. There is a large oval opening on the right
underside of the trans and a flat cover plate for the front of the lower
bell housing. Anyway, the "fan" is designed to work with that plate in
place and WILL NOT adequately cool the trans without it]
[TECH TIP by Frank Swygert <DSRTFOX@xxxxxxxxxx>: For all BW cable shift
control autos: if cable sticks, trans won't shift right. Should easily move
with low force in and out an inch or so.]
[TECH TIP by Ron Kolecki <Ronald.E.Kolecki.1@xxxxxxxxxxxxx>: Warner autos
all have 10-spline input.]
SIX-CYLINDER AUTOMATIC TRANSMISSIONS
M-34 pre 65 199 aluminium case
air cooled via torq.conv
cable shift control
M-35 pre 65 232 aluminium case,
air cooled via torq conv
cable shift control
front and rear pump - can be push or pull started
(driveshaft turns a pump)
[TECH TIP by Jim Mantle <jmantle@xxxxxxxxx>: M-35 series trans: This fix
was for the BW M-35 aluminum case units and consists of drilling a small
hole (.020"+-) thru the rear servo piston to prevent the rear band
partially applying when it is not supposed to and wearing out the rear
band. This procedure was originally published in an ATRA service bulletin
back in the late 60's or early 70's; and it may also work for the other
series BW's.]
M-36 65 - 69 199 aluminium case
air cooled via torq conv
vac mod shift control
M-37 65 - 69 232 aluminium case
air cooled via torq conv
vac mod shift control
no rear pump (can't be push or pull started)
M-42 70 - 71 199 aluminium case
oil/water cooled via radiator
vac mod shift control
M-43 70 - 71 232 aluminium case
oil/water cooled via radiator
vac mod shift control
V-8 TRANSMISSIONS
[TECH TIP: all M-4x series trans were basically heavy-duty M-37's.]
M-4067 - 69 290 2v
aluminium case
oil/water cooled via radiator
vac mod shift control
M-44 70 - 71 304 2v aluminium case
oil/water cooled via radiator
vac mod shift control
M-11A 67-69 290 4v cast iron case
air-cooled via torq conv
M-11B 70-71 360 4v cast iron case
air-cooled via torq conv
M-11 67 - 69 343 4v cast iron case
70-71 360 2v air-cooled via torq conv
M-12 68 - 71 390/401 cast iron case
air-cooled via torq conv
Other Aisin-Warner/Borg-Warner transmissions:
M-35 (used by Volvo, air cooled) pre '75
M-55 (used by Volvo, same as M-35 but oil/water cooled) '76 and after
M-51(351); (used by Australian Ford, ie. Falcon) '70(?)
M-5X; M-6X series (used by Rover) '70-until Honda bought Rover
M-4X; M-5X; M-6X series (Used by Jaguar V-12)
Basically most M-3X parts interchange.
And most M-4X and M-5X and even M-6X parts interchange
Housing of course is different for different marques.
SUMMARIZING THE B-W TRANSMISSIONS by Frank Swygert <DSRTFOX@xxxxxxxxxx>:
The model number designates the gear reduction used inside. I think these
are AMC specific numbers. There is another designator for the transmission
type which is generic, but I can't think of it now! Anyone help here? I
don't mean the AMC name (Flash-O-Matic), but the BW type number.
The aluminum trans was used behind 290 and 304 V8s. I suspect this trans is
the one that got the BW an undeserved bad reputation. You can't beef up a
290 or 304 and expect the AL trans to hold up for long, not under drag race
conditions! Ask many 68-70 AMX and Javelin owners. They'll tell you an iron
BW will take a lot of abuse as long as it is kept in good condition (a 100K
trans has a LOT of wear in it and can't be considered in good enough
condition to race!). The only problem with using one for racing today
(other than an occasional trip down the strip) is lack of performance parts
and knowledgeable people to modify the trans properly. There are some mods
to improve shifting, but no ready made shift kit. The mods require tearing
most of the trans down, as I recall. And you can't get a stall convertor
anymore. One could use a 290 or 304 convertor for a 390, maybe a 4x six
cylinder convertor, but the choices are limited. A friend asked a shop
about special building one, but was told it couldn't be done becasue the
internal parts aren't available (couldn't be done in a cost effective 
manner).
CAST-IRON BW
The 1x is basically the same trans inside, but has a cast iron case, vacuum
modulator, and oil/water cooling. The oil flows through the radiator, water
cools the oil which cools the trans. Isn't correct to call them "oil
cooled", as the oil flowing through the torque convertor of the air cooled
units cools the rest of the trans also.
These are heavy duty transmissions used behind 340HP 390's from the
factory. Though many of the internal parts are common to the aluminum cased
models, these are much stronger and will easily handle 500HP. The "secret"
is the iron case. The servo arms that hold the bands push against the case.
I've seen an aluminum trans case crack (something lodged in the valve body
and increased pressure to double the normal 100 psi), but have never seen a
cracked iron case. The servo arms and shafts look the same in the 1x, but
are made from stronger material. Clutches and bands interchange with the
3x and 4x models.
There are minor differences between the various models, concerning only the
valve body and shift patterns, calibrating the trans to the particular
engine characteristics.
The older Flash-O-Matic transmissions (35 and 11) have a Low, D2 and D1
forward ranges. Low is first only. D2 starts the car off in 2nd gear then
shifts to 3rd, D1 starts in 1st and shifts through 3rd. D2 was used mainly
for slippery conditions (ice, snow, mud) where the lower 1st would just
cause spinning.
The newer Shift-Command transmissions (42 and up, 11B and 12) shift as one
would expect and have Drive, 2, 1. These can be manually shifted. The older
ones can also -- start in Low, push up to D1 when ready to shift to 2nd,
then pull back down into Low. None of the BW transmissions will shift down
into Low unless speed is 25MPH or less, so there is no danger here! When
ready to shift to 3rd, push selector back up to D1. D1 is normal driving
position.
The 72 and later transmissions are made by Chrysler.
-----------*---------
----
Ron Kolecki <Ronald.E.Kolecki.1@xxxxxxxxxxxxx> says:
>From 72 TSM
904 used on 232-258
998 used on 304
727 used on 390
TORQUEFLITES
The differences between 900 series Torqueflites...
904 - light duty, used behind chrysler 4 & 6 cyl units starting in 1960,
some early 273 V8's, 72 up AMC 4 & 6 cyl except 4wd Eagles. Has 3 pinion
planetaries, single wrap rear band.
998 - used behind 318 chryslers, 72 up 304 AMC, 4wd Eagles. Has larger front
servo, 4 pinion planetaries, double wrap rear band.
999 - used behind 360 chryslers, possibly later FSJ in place of the 727.
Same as 998 except 5 plate front clutch, wider front band. 998/999 can be
identified from 904 by the two external ribs on the case above the rear 
servo.
--------------- Frank Swygert <DSRTFOX@xxxxxxxxxx> -------------
says:
AMC used the Packard Ultramatic with the 55-56 Packard 320 V8 engines. A GM
"Dual Range Hydramatic" was used from 54-57. It was called by the GM name
through 56, dubbed "Flashaway" for 57. BW trans was adopted in mid 57.
Can someone verify which Jeep models/years used the TH400? I have a note
that CJ's used them 76-79, but am unsure of this. Also says 76 was first
year for a CJ auto trans.
The AISIN/Warner was used on all 84-up down-sized Jeeps and 87-up Wranglers.
------------------ end of Frank's comments -----------------
Andrew Hay <adh@xxxxxxxxxxxxxxxxx> sends in this tidbit:
An excellent web site for gearbox specs.
http://nic.spicer.com.mx/tremec/ConEspTre.htm
This is from TREMEC Mexico.
------------------ end of Andrew's comments -----------------
TRANSMISSIONS USED BEHIND THE 4.0, INCLUDING MOPAR YEARS
notes from Jack Bergeron <idiotnot@xxxxxxxx>
Manuals:
1987-1990 Cherokee, Commanche; ALSO Wrangler 258: Peugeot BA 10/5 five speed
1991-1992 Cherokee, Wrangler, Commanche: Aisin/Warner AX-15 five speed
1993 Cherokee, Wrangler, Grand Cherokee: Aisin/Warner AX-15 five speed
1994-present Cherokee, Wrangler: Aisin/Warner AX-15 five speed
Automatics:
1987-present Cherokee: Aisin/Warner AW-4 four speed Made by a contractor
to Borg/Warner. I think it's made in Japan, but it's a good transmission.
They do have some computer controls, so it's difficult to mate them to an
older engine, but they work fine with the 4.0. I'd say there's probably 3
million vehicles on the road that have them...they're pretty solid.
1987-98 Wrangler: Chrysler A-998 auto.
1993-1995 Grand Cherokee: Aisin/Warner AW-4 four speed
1996-present Grand Cherokee: Chrysler electronic four speed (not sure
model)
There are two versions of the 4.0
1987-1990 (vehicles labeled simply "4.0 Litre")
Old head design, Bendix SMPI
1991-present Power-Tech 4.0 Litre High Output
New head design (will bolt onto old engine block, including 258), Chrysler
(Siemens, I believe) SMPI.
************** end of Transmission Data article **************
ADDENDUM
Bob Wood <Amcamx69@xxxxxxx> sends in data on speedometer gears:
Here's the the part numbers for all the speedometer driven gears, but I
can't find the chart that tells which one goes with what gear and tire
size. Here are the part #'s for each gear, the # of teeth, and the color.
'68-'74(except '72-'74 w/auto. trans.)
935 9001B 20 Blue
935 9001C 21 Tan
935 9001D 22 Pink
935 9001E 23 White
935 9001G 18 White
935 9001H 19 Brown
935 9001I 20 Red
935 9001J 21 Black
NOTE: To pick the correct gear requires axle ratio, tire size, and
transmission type. If your speedometer reads slower than your actual road
speed you need a driven gear with fewer teeth than the one you are using.
If your speedometer reads faster than your actual road speed you need a
driven gear with more teeth than the one you are using.
I'll try to find the chart that tells me what driven gear goes with what
axle ratio, transmission, and stock tire size.
------------------ end of Bob's comments -----------------
Larry Blatt <Roguev8@xxxxxxx> says:
I just went through this whole scenario with speedo gears when I swapped
out my 3.54 in the Rogue for a 3.15. The car has D70X14 tires on it. The
original driven gear in the car was white with 23 teeth. It was dead
accurate into the 95mph range. When I installed the 3.15, my TSM said to
use a light blue gear with 20 teeth. This I did, and it also seems to be
dead accurate. A lot depends on tire size. Here's what my Parts Book says
about AMC V8's with 3.54 gears and four speed:
Tire size: Speedo Gear Teeth: Part Number: Color:
E70X14 23 3167393 White
7.35X14 22 3167392 Pink
7.75X14 22 3167392 Pink
8.25X14 21 3167391 Tan
7.75X15 21 3167391 Tan
8.25X15 21 3167391 Tan
E60X15 23 3167393 White
These are the 3 speedo gears used in ALL AMC's with the 3.54 gears. If you
are using different size tires, that may be your problem. You may have to
check the drive gear in the treansmission. It should be an 8 tooth gear,
according to what I've found in my TSM and Parts Books. Anyone else have
different information?
------------------ end of Larry's comments -----------------
DRIVESHAFT LENGTHS
From: Tom Beech <IMTB@xxxxxxx>
1970 360 & 390 V8 Javelin.........50.170 x 2.500 x .083 wall thickness
same measurements as the automatics, but different slip yokes.
1970 360 & 390 V8 AMX.............38.180 x 2.500 x .083
same measurements as the automatics, but different slip yokes.
`68 & `69 Javelin & AMX 343, 360 & 390 are the same numbers as `70s
YOKE INTERCHANGE
BW auto up to `72
1968-69 Except 4 spd. & Javelin with 343 calls for a 16 spline and 1.166 
dia.
1968-69 with 4 spd. or Javelin with 343 calls for a 28 spline and 1.192 dia.
1970 -71-72 360 calls for a 28 spline and 1.207 dia.
1970-71-72 304 calls for a 16 spline and 1.170 dia. (also for a 6 cyl.)
1970 390 auto trans calls for a 16 spline and 1.375 dia.
1970 390 4 spd. calls for a 28 spline and 1.207 dia.
1971-72 401 auto calls for a 16 spline and 1.375 dia.
1971-72 401 4 spd. calls for a 28 spline and 1.207 dia.
My `69 390 auto has 16 spline and my `69 T-10 has 28 spline......
My Auto slip yoke is approx. 6" end to end.
My T-10 slip yoke is approx. 5 5/8 end to end.
------------------ end of Tom's comments -----------------
******************** end of article **********************
------------------------------ 

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