Transmission identification
m (→Automatic) |
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:*4 = year ending in 4, i.e. 1964, 1974, 1984, etc. | :*4 = year ending in 4, i.e. 1964, 1974, 1984, etc. | ||
| − | =GM transmissions= | + | ==GM transmissions, including Muncie M20, M21, M22== |
| − | + | ;See '''[[General Motors transmissions]]'''. | |
| − | See '''[[General Motors transmissions]]'''. | + | |
==Manual transmissions== | ==Manual transmissions== | ||
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[[File:9020Bellhousing_Bolt_Pattern.jpg]] | [[File:9020Bellhousing_Bolt_Pattern.jpg]] | ||
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===T-10=== | ===T-10=== | ||
| Line 321: | Line 188: | ||
|} | |} | ||
| + | =Ford Transmissions= | ||
| + | ==Automatic== | ||
| + | ===General information=== | ||
| + | |||
| + | === Ford transmission ID === | ||
| + | |||
| + | [[File:Ford_trans.gif]] | ||
| + | |||
| + | {| style="background:#eeeeee" | ||
| + | |+ '''Gear Ratios of Popular Ford Automatic Transmissions''' | ||
| + | ! Transmission !! !! 1st Gear !! !! 2nd Gear !! !! 3rd Gear !! !! 4th Gear | ||
| + | |- | ||
| + | ! C4/C5/C6 | ||
| + | | | ||
| + | | align = "center" | 2.46 | ||
| + | | | ||
| + | | align = "center" | 1.46 | ||
| + | | | ||
| + | | align = "center" | 1.00 | ||
| + | | | ||
| + | | align = "center" | - | ||
| + | |- | ||
| + | ! AOD/AODE | ||
| + | | | ||
| + | | align = "center" | 2.40 | ||
| + | | | ||
| + | | align = "center" | 1.47 | ||
| + | | | ||
| + | | align = "center" | 1.00 | ||
| + | | | ||
| + | | align = "center" | 0.67 | ||
| + | |- | ||
| + | ! 4R70W | ||
| + | | | ||
| + | | align = "center" | 2.84 | ||
| + | | | ||
| + | | align = "center" | 1.55 | ||
| + | | | ||
| + | | align = "center" | 1.00 | ||
| + | | | ||
| + | | align = "center" | 0.70 | ||
| + | |- | ||
| + | ! E4OD/4R100 | ||
| + | | | ||
| + | | align = "center" | 2.71 | ||
| + | | | ||
| + | | align = "center" | 1.54 | ||
| + | | | ||
| + | | align = "center" | 1.00 | ||
| + | | | ||
| + | | align = "center" | 0.71 | ||
| + | |} | ||
| + | |||
| + | ===C3/C4/C5/C6/AOD series comparison=== | ||
| + | |||
| + | [[Image:Ford-transID01.jpg ]] | ||
| + | |||
| + | |||
| + | ===3-speed identification=== | ||
| + | |||
| + | [[Image:Trans_gaskets.gif]] | ||
| + | |||
| + | |||
| + | {| style="background:#eeeeee" | ||
| + | ! Transmission(s) !! !! Pan Bolts | ||
| + | |- | ||
| + | ! C3 | ||
| + | | | ||
| + | | align = "center" | 13 | ||
| + | |- | ||
| + | ! C4, C5 | ||
| + | | | ||
| + | | align = "center" | 11 | ||
| + | |- | ||
| + | ! C6 | ||
| + | | | ||
| + | | align = "center" | 17 | ||
| + | |- | ||
| + | ! FX Cruiso, MX Cruiso, FMX, CW | ||
| + | | | ||
| + | | align = "center" | 14 | ||
| + | |} | ||
| + | |||
| + | |||
| + | ===4-speed identification=== | ||
| + | |||
| + | [[Image:Ford_AOD_gaskets.gif]] | ||
| + | |||
| + | |||
| + | {| style="background:#eeeeee" | ||
| + | ! Transmission(s) !! !! Pan Bolts | ||
| + | |- | ||
| + | ! A4LD, 4R44E, 4R55E | ||
| + | | | ||
| + | | align = "center" | 18 | ||
| + | |- | ||
| + | ! AOD, AODE, 4R70W | ||
| + | | | ||
| + | | align = "center" | 14 | ||
| + | |- | ||
| + | ! E4OD, 4R100 | ||
| + | | | ||
| + | | align = "center" | 20 | ||
| + | |} | ||
| + | |||
| + | ===Ford-o-matic S3=== | ||
| + | |||
| + | [[Image:FORD-O-MATIC_3S_2.jpg]] | ||
| + | |||
| + | [[Image:Cruise-O-Matic_I_D_7.jpg]] | ||
| + | |||
| + | ===Cruise-O-Matic=== | ||
| + | Introduced in 1951, the Cruise-O-Matic series of three-speed automatics (which includes the FMX) was used in Ford, Lincoln and Mercury passenger cars until 1979, and in light trucks from 1968 through 1979. | ||
| + | |||
| + | They came in three configurations: | ||
| + | |||
| + | #The small case (from 1951 to 1966). | ||
| + | #The medium case (from 1955 to 1968). | ||
| + | #The FMX (from 1967 to 1979). | ||
| + | |||
| + | *Early Cruise-O-Matics had a filler tube that attached to the transmission pan. | ||
| + | *FMX transmissions filler tube slid into the main case. | ||
| + | |||
| + | The Cruise-O-Matic/FMX transmissions are easily identified by their design, which incorporates a cast-iron main case (unlike all other Ford three-speed automatic offerings) with separate aluminum bellhousings and extension housings bolted to it. The Cruise-O-Matic should be avoided in performance applications as very little is available in the way of aftermarket performance parts other than shift kits. The Cruise-O-Matic were also offered with all three bolt-common V8-pattern bellhousings. | ||
| + | |||
| + | ===C4/C5=== | ||
| + | ===General information=== | ||
| + | *Years | ||
| + | **C4: 1964-1982 | ||
| + | **C5: 1982-1986 | ||
| + | *Bell housing: Aluminum | ||
| + | **Case fill: Attaches to case with 7 pump bolts | ||
| + | **Pan fill: Attaches to case with 5 bolts around outside of pump | ||
| + | *Case: Aluminum; 11 pan bolts; 2 adjusting screws; 2 servos; Modulator (Except PEG-A build code) | ||
| + | **Case fill: Dipstick tube in case | ||
| + | **Pan fill: Dipstick tube in pan | ||
| + | *Extension housing (2wd, Divorced 4x4): Aluminum; 6 bolts to case | ||
| + | *Adapter housing (Married 4x4): 6 bolts to case | ||
| + | **C4: Cast iron | ||
| + | **C5: Aluminum | ||
| + | *Front oil pump: 7 bolts to case | ||
| + | *Input shaft | ||
| + | **24x24 spline (1964-1969) | ||
| + | **26x26 spline (1970 only) | ||
| + | **26x24 spline (1971-1986) | ||
| + | |||
| + | ===C6=== | ||
| + | ===General Information=== | ||
| + | *Years: 1966-1996 | ||
| + | *Bell housing: Integral | ||
| + | **Big block (351M, 460, etc): 7-11/16" top bolt centers, No cutout on bottom | ||
| + | **Diesel (426): 7-11/16" top bolt centers; Cutout on bottom | ||
| + | **FE block (332/352/360/390/406/427/428): Round with starter at about 9:00 | ||
| + | **Lincoln (460): 5-3/4" top bolt centers; Pointed top | ||
| + | **Lincoln (462): 5-1/4" top bolt centers; Pointed top | ||
| + | **Small block (302, 351W, etc): 5-1/8" top bolt centers | ||
| + | *Case: Aluminum; 11 pan bolts; 1 adjusting screw; 1 servo; Modulator | ||
| + | *Extension housing (2WD, Divorced 4x4): 6 bolts to case | ||
| + | **Aluminum | ||
| + | ***7": Bearing; 0, 1, or 2 threaded bosses; With or without speedometer hole | ||
| + | ***13-7/8": Bushing; With or without damper provision | ||
| + | ***18": Bushing | ||
| + | **Cast iron | ||
| + | ***5-3/8": Bearing; Bolt-on cast iron speedometer housing | ||
| + | ***13-3/4": Bushing; | ||
| + | ***17-1/4": Bushing; Mount near case or near speedometer hole; With or without damper provision | ||
| + | *Adapter housing (Married 4x4): 6 bolts to case | ||
| + | **Aluminum | ||
| + | ***5-3/4": 0, 1, or 2 threaded bosses; 1 or 2 transfer case cutouts | ||
| + | ***8-3/4" | ||
| + | **Cast iron | ||
| + | ***5-3/4": 1 threaded boss; 1 or 2 transfer case cutouts | ||
| + | ***8-3/4" | ||
| + | *Front oil pump: 7 bolts to case | ||
| + | *Input shaft | ||
| + | **31x31 splines (1966-1971) | ||
| + | **31x30 splines (1972-1996) | ||
| + | |||
| + | ==Manual== | ||
| + | ===Three speed=== | ||
| + | [[File:57ODtrans t86 top t85 bott.jpg|thumb|400px|left|T86 top, T85 bottom]] <br style="clear:both"/> | ||
| + | |||
| + | ===Five speed=== | ||
===Tremec T5=== | ===Tremec T5=== | ||
===Ford Borg Warner T5=== | ===Ford Borg Warner T5=== | ||
| Line 328: | Line 378: | ||
====World Class and non World Class==== | ====World Class and non World Class==== | ||
| − | There are two basic kinds of T- | + | There are two basic kinds of T-5s, non World Class (NWC) and World Class (WC). In 1983 and '84, Ford used non-World Class T-5 to improve performance and gas mileage at the same time. The NWC boxes had 2.95 first gear set with 1st, 2nd, 3rd, gears riding on a solid output shaft. The counter gears spin on straight cylindrical bearings with thrust washer in front. 3rd, 4th and 5th gears used solid bronze synchros. 1st and 2nd gears used fiber linings bonded to steel rings. Torque rating for the NWC was 265 ft/lbs. |
| − | 1985, Ford introduced the World Class T-5 installed with 3.35 first gear set. No longer were 1st, 2nd, and 3rd gears spinning on a solid output shaft. Needle bearings were installed under each gear to reduce drag. The lower counter gears saw tapered bearings. All main shaft synchros were fiber lined steel rings to improve ring surface area while 5th remains bronze. By improving the surface area, the synchro slows the gear faster making for smoother shifts. Torque rating remained the same at | + | |
| + | 1985, Ford introduced the World Class T-5 installed with 3.35 first gear set. No longer were 1st, 2nd, and 3rd gears spinning on a solid output shaft. Needle bearings were installed under each gear to reduce drag. The lower counter gears saw tapered bearings. All main shaft synchros were fiber lined steel rings to improve ring surface area while 5th remains bronze. By improving the surface area, the synchro slows the gear faster making for smoother shifts. Torque rating remained the same at 265 ft/lbs. | ||
| + | |||
| + | 1990 to 1993 the stock Ford production V8 WC T-5 was upgraded with stronger 3.35 gear set. The nickel content was increased to produce a harder, stronger gear. 2nd and 3rd gear ratios decrease slightly. Synchro linings on 3rd, 4th were improved by changing to carbon fiber to further improve shifting. Longer throw shifter was installed to "easier to shift". Torque rating jumped to 300 ft/lbs. | ||
| − | + | When the 1993 Cobra was introduced, so was the "Cobra Spec" T-5. It was the first T-5 with a front tapered output bearing and steel front bearing retainer. The Cobra boxes also received a reverse brake and synchro assembly where there was none before. Just about everything else remained the same. Torque rating was increased to 310 ft/lbs. | |
| − | When the | + | |
| − | 1994 and 95 were the last two years Ford used the T-5 behind a | + | 1994 and '95 were the last two years Ford used the T-5 behind a V8. In the SN95 Mustangs, the bell housing in both 3.8L and 5.0L was made longer to place the T-5 shifter in the correct location to the body. This in turn made the input shaft longer. The neutral safety switch was eliminated, as it was no longer needed. Everything else remained the same. |
| − | + | The T-5 behind the 3.8L is a 3.35 first gear set with a .68 over drive. What makes these different from the rest is the electronic speedometer trigger. No longer is there a mechanical driven cable system. It has the longer input shaft equipped with a steel front bearing retainer and reverse synchro brake assembly. Torque rating is 300 ft/lbs. | |
| − | Ford also used the T-5 | + | Ford also used the T-5 behind the 2.3L 4 cylinder engine through the years. While the 4 cylinder T-5 may appear to be the same, they are not. Most 4 cylinder T-5s received a 3.97 gear set with a .79 overdrive and used a small input pilot bearing shaft. Four cylinder T-5's should not be used behind a V8, even when the pilot bearing ID is decreased to match. Simply put, they will not hold up to a V8. Torque rating ~240 ft/lbs. Besides first gear is much too low to be usable. |
====The "Z" spec==== | ====The "Z" spec==== | ||
| − | In about 1993 Ford started offering a new service unit to the motorsport crowd | + | In about 1993 Ford started offering a new service unit to the motorsport crowd: the "Z" spec T-5. The T-5Z is a 1993 Cobra T-5 with 2.95 first gear set and .63 over drive. It has the best of everything. Hardened gears, short throw shifter, steel front bearing retainer, and tapered output shaft bearing. Best of all it has a torque rating of 330ft/lbs. Used in the right application, the T-5 is a good transmission. |
| − | + | *T5Z ratios: 2.95, 1.94, 1.34, 1.00, 0.63 | |
====Lubrication==== | ====Lubrication==== | ||
| Line 963: | Line 1,015: | ||
*Output shaft: 28 splines | *Output shaft: 28 splines | ||
'''Notes:'''<br> | '''Notes:'''<br> | ||
| − | a) Motorsport M-7003-A<br> | + | a) Motorsport M-7003-A. Also same ratios as the T-5Z<br> |
b) Improved Steel Alloy<br> | b) Improved Steel Alloy<br> | ||
c) Aftermarket<br> | c) Aftermarket<br> | ||
| Line 990: | Line 1,042: | ||
*[http://www.hemmings.com/mus/stories/2004/07/01/hmn_feature25.html Hemmings info] | *[http://www.hemmings.com/mus/stories/2004/07/01/hmn_feature25.html Hemmings info] | ||
*[http://www.carcraft.com/techarticles/ccrp_1206_600_dollar_five_speed_swap/index.html The $600 Five-Speed Swap], Car Craft, June, 2012 | *[http://www.carcraft.com/techarticles/ccrp_1206_600_dollar_five_speed_swap/index.html The $600 Five-Speed Swap], Car Craft, June, 2012 | ||
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=Mopar transmissions= | =Mopar transmissions= | ||
| Line 3,348: | Line 3,212: | ||
=Resources= | =Resources= | ||
| − | |||
*[http://fiedlerh.home.att.net/BW.htm Borg Warner Second Design ST-10 4-Speed Info] Codes, applications; a very informative page. | *[http://fiedlerh.home.att.net/BW.htm Borg Warner Second Design ST-10 4-Speed Info] Codes, applications; a very informative page. | ||
| − | *[http://pontiacpower.org/BW.htm | + | *[http://pontiacpower.org/BW.htm Borg Warner Second Design ST-10 4-Speed Info] from Pontiac Power. |
| − | + | ||
*[http://www.wilcap.com/tech.html GM, MOPAR, and Ford bellhousing bolt patterns], including some manual tranny bolt patterns | *[http://www.wilcap.com/tech.html GM, MOPAR, and Ford bellhousing bolt patterns], including some manual tranny bolt patterns | ||
| + | *[[General Motors transmissions]] | ||
[[Category:Transmission]] | [[Category:Transmission]] | ||
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