Date: Wed, 12 Jul 2000 13:00:48 +0300 From: "Nauha, Antti-Ville" Subject: AUTOMATIC TRANSMISSIONS USED BY AMC & RAMBLER & JEEP (beta version again) ;) Most earlier automatics for Jeeps still missing. Some corrections to the earlier automatics in cars. Small corrections to years & used in in some of the trannies. Anything not quite the way it should be? let me know. ------------------------------------------------------------------- model type spd cooling used years ------------------------------------------------------------------- Hydramatic iron 4 air (6 cyls) '50-'56 Flash-away iron 4 water (250/327) '56-'57 Ultramatic iron 2 water (320) '55-'56 M-35 alum 3 air (196) '57-'65 M-34 alum 3 air (232) '57-'65 M-36 alum 3 air (199) '66-'69 M-37 alum 3 air (232) '66-'69 M-42 alum 3 oil/water (199) '70-'71 M-43 alum 3 oil/water (232) '70-'71 M-40 alum 3 oil/water (290+2) '67-'69 M-44 alum 3 oil/water (304) '70-'71 M-8 iron 3 air (196/250/287) '57-'66 M-10 iron 3 air (327) '57-'66 M-11A iron 3 air (290+4) '67-'71 M-11 iron 3 air (343/360) '67-'71 M-11B iron 3 oil/water (304/360) '70-'71 M-12 iron 3 oil/water (360/390/401) '68-'71 TF-904 alum 3 oil/water (121/150/232/258) '72-'87 TF-998 alum 3 oil/water (258/304) '72-'87 TF-999 alum 3 oil/water (J232/J258) '80-'87 TF-727 alum 3 oil/water (X360/X401) '72-'87 TH-400 alum 3 oil/water (J232/J258/J304) '65-'79 (J401/J360/Buick J350) (Toronado OHC J230)'65 "J" in front of the cid means JEEP tranny. "X" in front of the cid means used in both passanger and JEEPs. Notes: Hydramatic transmission was called Dual Range Hydramatic and it was available only on 6cyl Nash, Hudson, and Rambler cars 50-56. Hydramatic was called the Flash-away starting '56. Gear ratios were: 3.96:1 - 2.55:1 - 1.55:1 - 1:1 & 4.30:1(R). Hydramatic was built by GM and was used in 6 cyls for '54-'56 and during '57 this dual coupling automatic was available only on the 250/327 V-8 equipped cars. '57 6 cyl Ramblers had begun using B/W automatic tranny called Flash-o-Matic. The 250-v8 was introduced in 1956 & the 327-v8 in 1957. Hydramatic had the oil dipstick under the floor until 1954 and for '55-'57 it was moved under the hood. Hydramatic was used in almost everything American car in the early '50s - even GMC M135 army trucks used in Korea. It was virtually the only automatic available back then. A disastrous fire in the factory forced makers to develop their own autos and ended its reign. Hydramatic copy was used by Rolls Royce into the mid '60s when they switched to the TH-400. Ultramatic was built by Packard and used in Packard powered Hudsons, 2 speed with lock up torque convertor, water cooled, propably the worst transmission ever built. All BW air-cooled trannies, the cooling is supplied by a "shroud" made onto the torque convertor. The air inlet is on the passenger side of the bellhousing. Don't mess with this or remove any parts, as the tranny will overheat without this system working properly. >From '57 to '67 the BW automatic was called "Flash-O-Matic" and from '68-'71 it was called "Shift Command". There was a change in the way the trans shifted that led to the later name change. Flash-O-Matic has L, D1, D2, N, R, P. D1 starts in first gear, D2 starts in second gear. They can also be manually shifted. Shift Command has the capability of manually shifting each gear, and is the now traditional L, 2, D, N, R, P. The idea of starting in second was to prevent excess wheel spin on slippery surfaces. These trannies could be manually shifted as well. Most earlier transmissions were single range, L,D,N,R,P. None of the BW trannies will shift down into Low unless speed is 25MPH or less, so there no real danger in manually shifting the tranny. Cast Iron trannies are heavier and more heavy duty than their aluminium counterparts. Borg-Warner alum. automatics and the T-96 manual have the same spline and are the same length M-3X transmissions are all air cooled via torque convertor. M-34/35 both have cable shift. M-34/35 is also known in the industry as T35. M-35 is prone to cable shift jamming, the cable should easily move with low force in and out an inch or so, or it won't shift right. M-35 has both front and rear pump so it can be push/pull started (driveshaft turn the pump) M-35 is prone to the rear band partially applying when it's not supposed to and wearing out the rear band. The fix for this is to drill a small hole (.020") thru the rear servo piston. This might work on other M-3X series trannies as well. M-35 planetary gearset is a Ravigneaux type with primary and secondary sun gears, primary and secondary planet pinions and a ring gear. M-35 rear servo is a pressure apply / spring release type. M-35 front servo is a pressure apply / pressure release type with unequal piston areas. M-35 the clutch is oneway and located between the center support and the planet carrier. M-35 front clutch is a multi-plate type which is engaged in all forward gears. M-35 The rear clutch is similar in construction to the front clutch but with a large diamerter opiston and a coil type return spring. M-35 can be beefed up by using BW-51 (Aussie Ford Falcon XF) valve body, which changes the shift pattern to start in first gear and allows a partial-throttle change-down. Also hd clutch plates, hd clutch spring and hd raybestos bands are available for the same car. Also the 3rd and reverse drum can be replaced with a larger fitting unit from a late model BW-35/BW-65 and fitting flexibrake rather than fixed band (gives a much smoother shift) M-37 and manual T-96 have the same number of splines. M-35 and manual T-96 also have identical universal yokes. M-37 has bosses on the case for oil cooler lines. These same ones are on the later oil/water-cooled trans. Inside there is a boss with a blind hole that accepts a tube that goes to the pump. The tube from the M-40 should fit the M-37 (and the fittings from the outside of the case.) On the M-37 the tube is straight and goes to the valve body where there is a ball and spring valve, and then right out into the pan. On the M-40 it pumps it through the cooler, then back to the inlet to the rear of the trans, which is just an open drain. The cooler is enough to stop passive draining. M-37 the rear pump hole is just blocked off with an adapter plate. M-40 case might not be this way as it was recast and has a different dipstick location that is IN the case. The M-37 tube is hooked to the oil pan. M-4X series were basically heavy-duty versions of M-37 with new oil/water cooling. Which means the oil flows thru the radiator and water cools the oil, and the oil cools the trannny. M-8/10/11/12 series trans are all very similar to the Fordomatic, especially the M8/10. M-8/10 were also used behind the 6 cyl prior to 62. M-1X has cast iron case which is the trick to being much stronger than the other series. The servo arms that hold the bands push againts the case. The inards in the cast iron units are much larger and stronger than those used in the aluminum case trannies and nothing interchanges. M-12 was used in '71 with 360cid but only along with 3:54:1 rear. All other ratios with 360cids got the M-11B TF-904/998/727 is a Chrysler tranny that was used for many years in all Chrysler products. The internals exchance easily, but the exterior is AMC only. TF-904 is light duty and was originally used with Chrysler 4 and 6 cyl engines starting 1960, some early 273 V8s also got this tranny. Also some mid-size Chryslers with 318 got this tranny. TF-904 has 3 pinion planetaries and a single wrap rear band. TF-904 was available with in 2 ratios, a wide ratio with four cylinder engines, a standard ratio 904 with sixes. TF-904 uses the same output shaft and seal as the T-4 and T-5. TF-998 was only used behind the 258 only in the Eagle. All other 258s in cars got the TF-904 TF-998 was used in all 304s in cars starting from '72 except some HD applications which got the TF-727. TF-998 originally used with Chrysler small V8s (318). TF-998 has a larger front servo, 4 pinion planetaries and a double warp rear band. This was the original lock up converter tranny. TF-999 originally used with 360 Chryslers, possibly also in later FSJs. TF-999 is same as 998 except for 5 plate front clutch, wider front band. TF-998/9 can be indentified from the 904 by the two external ribs on the case above the rear servo. TF-727 is a very heavy duty transmission, can hold almost anything, but on the downside is very heavy, and this way inappropriate for drag racing use. TF-727 was also available as a hd option in big cars with a 6 cyl. and Wagoneers with 6 cyl '80-'83 and Grand Wagoneers from '84-'87 TF-727 was used in Jeeps from '80 - '91 TH-400 is a GM transmission used in various GM V8s. TH-400 was used in all AMC Wagoneers. BORG-WARNER INTERCHANGE ---------------------------------------------------------------------- Other BW/AW trannies include: M-35 Volvo (air cooled, '65-'75) M-55 Volvo (same as M-35 but oil/water cooled, '75-'84) M-3X Saab 900 (pre '85) M-3X Datsun Bluebird (pre '77) M-3X; M-6X series Rover (V8, '70-'87) M-51; M-6X Ford Australia Falcon XF V8 ('70s) M-1X Jaguar (air cooled, pre '68) M-12 Jaguar XJ12/XKE ('68-'75) M-65 Jaguar XJ6 ('74-'82) M-55 Isuzu/LUV ('81-'87) M-35 Mitsubishi/Hyundai ('71-'74) M-65 BMW ('74-'77) M-4X Triumph (early '70s to early '80s) M-1X Willys Jeep ('50s-'65) M-1X (iron warners) IH ('50s-'71) M-1X (iron warners) Postal Jeeps ('50s-'70s) M-5X is the improved version of the M-3X series (oil-water cooled,etc.) M-3X, M-5X, most internal parts (bands...)/ repair kits interchange. M-3X used by Saab is FWD, so none of the exterior parts interchange M-12 used by Jaguar should be the same tranny used by AMC, some exterior differences. M-65 used by Jaguar should is basically the same as M-4X used by AMC with some exterior differences. Borg-Warner's Aisin-Warner (Japanese/European) division supplied most non-US manufacturers with trannies that were the same or very similar as the US counterparts. So most parts interchange, though externals may differ. M-1X was used in IH with AMC 6 cylinder engines as well. BELLHOUSING NOTES ---------------------------------------------------------------------- The bolt pattern for the 196 is the same as the 64 -71 199 & 232, difference was that the 196 had different dowel pin sizes . AMC V8's emerged with the 290cid on '66 and the bellhousing was changed as well when the old rambler V8's were dropped from production. Starting '66 V8 bells (290-401) are all the same. Bellhousing for all engines changed '72 when AMC went from BW to Chrysler transmissions. The bell for 6 cyls changed to match the V8. The flywheel also went up from 153 teeth [btw a common chevy size] to 164 teeth in '72 [btw a common ford size]. SHIFTERS ---------------------------------------------------------------------- Different shifters were available in different setups, but all of them being AMC parts. (with both BWs and TFs) The shift lever is the same for all the m-35 based trannies. There is a difference on the outside where the shift lever goes. The earlier ones I have seen have a larger hole- and shows in a '64 exploded pic. The later cars have a smaller hole but that should not really a problem to rig. Collected and posted by Antti-Ville Nauha (Pori, Finland) AMC CLUB FINLAND (AMCCF) Any corrections/additions -> contact me at antti-ville.nauha@kemira.com Suggestion: Print this out and save for future reference.