AMC V-8s
(→Identifying AMC engines and transmissions) |
(→Automatic transmissions) |
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A dash mounted push-button shifter mechanism was used in the Rambler 6 and Ambassador from 1958-'62. The American models used a column shifter. The push-buttons were marked N-R-D2-D1-L, with a Park lever under the dash. P-R-N are self explanatory. In D2 the transmission will act like a two speed. It starts in second gear and shifts to third, downshifts only to second. This was mainly used for slippery conditions such as driving in snow or ice. Using second gear prevented excessive wheel spin. Many people think they have a two speed transmission because this is the third forward position on the transmission. Slip it down to D1, however, and you'll find the missing gear! In D1 the trans shifts from first through third and back down. L (low) is first gear only, no up shifts. The trans can safely be shifted into Low at any speed. As a safety feature the trans will not shift down until it has reached a safe speed to do so. If in third it will got to second, then down to first once a safe speed is reached. It will not shift back up until shifted into D1 or D2. To manually shift through the gears start in L, shift up to D1 then as soon as the trans shifts, go back to L. It won't downshift if accelerating. When ready for third gear go back to D1. | A dash mounted push-button shifter mechanism was used in the Rambler 6 and Ambassador from 1958-'62. The American models used a column shifter. The push-buttons were marked N-R-D2-D1-L, with a Park lever under the dash. P-R-N are self explanatory. In D2 the transmission will act like a two speed. It starts in second gear and shifts to third, downshifts only to second. This was mainly used for slippery conditions such as driving in snow or ice. Using second gear prevented excessive wheel spin. Many people think they have a two speed transmission because this is the third forward position on the transmission. Slip it down to D1, however, and you'll find the missing gear! In D1 the trans shifts from first through third and back down. L (low) is first gear only, no up shifts. The trans can safely be shifted into Low at any speed. As a safety feature the trans will not shift down until it has reached a safe speed to do so. If in third it will got to second, then down to first once a safe speed is reached. It will not shift back up until shifted into D1 or D2. To manually shift through the gears start in L, shift up to D1 then as soon as the trans shifts, go back to L. It won't downshift if accelerating. When ready for third gear go back to D1. | ||
| − | 1965-'66 models used a throttle valve cable instead of a vacuum modulator to control internal pressure. This is the M-10, internally similar to the M-8 except for the TV cable and valve body. The cable '''must''' be connected for the transmission to work correctly! Otherwise it will burn up like a cable equipped GM TH700R4 or a Chrysler transmission without the "kick-down" linkage connected. | + | 1965-'66 models used a throttle valve cable instead of a vacuum modulator to control internal pressure. This is the M-10, internally similar to the M-8 except for the TV cable and valve body. The cable '''must''' be connected for the transmission to work correctly! Otherwise it will burn up like a cable equipped GM TH700R4 or a Chrysler transmission without the "kick-down" linkage connected. On the '67-'71 "Shift Command" versions, an electric solenoid inside the valve body controls kick-down (passing gear). A switch on the throttle linkage (usually on the engine) is activated at wide open throttle to force a downshift for passing, etc. It will not kick down over a certain speed, usually in the 60-70 mph range. |
These are reasonably heavy duty transmissions. They are equivalent to a Ford-O-Matic or FMX three speed, which were used behind their 352 and 390 cid engines. In fact, they are nearly identical. Borg-Warner, Studebaker, and Ford formed a development team for an auto trans in the early 1950s and introduced one around 1953-'54. Ford contracted to buy 50% of their automatic transmission from Borg-Warner through 1958, and built a factory to build the other 50% on their own. That's why the same trans kit will work with Borg-Warner and several Ford auto transmissions; BUT it '''is not''' a Ford transmission! The Ford transmissions '''should''' bolt to the AMC bellhousing, no one I know has tried since the older Ford transmissions and parts availability is about the same as the Borg-Warner units. | These are reasonably heavy duty transmissions. They are equivalent to a Ford-O-Matic or FMX three speed, which were used behind their 352 and 390 cid engines. In fact, they are nearly identical. Borg-Warner, Studebaker, and Ford formed a development team for an auto trans in the early 1950s and introduced one around 1953-'54. Ford contracted to buy 50% of their automatic transmission from Borg-Warner through 1958, and built a factory to build the other 50% on their own. That's why the same trans kit will work with Borg-Warner and several Ford auto transmissions; BUT it '''is not''' a Ford transmission! The Ford transmissions '''should''' bolt to the AMC bellhousing, no one I know has tried since the older Ford transmissions and parts availability is about the same as the Borg-Warner units. | ||
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