Transmission identification

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Contents

[edit] Preamble

This page is to acquaint people with the identification of popular North American transmissions based on pan shape, case outline, and OEM numbering and coding. This page also offers overall dimension, gear ratios, and number of gears available in each transmission, and originating year, make, and model.

[edit] Casting numbers

[edit] Date codes

The date code format varied, but one commonly used format has a letter followed by two or three numbers. The letter is the month. The next number or two numbers will be the day of the month. The last number is the last digit of the year.

Example: C124
  • C = March (A = Jan., B = Feb., etc.)
  • 12 = day of the month
  • 4 = year ending in 4, i.e. 1964, 1974, 1984, etc.

[edit] GM transmissions, including Muncie M20, M21, M22

See General Motors transmissions.

[edit] Automatic transmissions

[edit] AMC automatic transmissions, 1971-'06

Model OEM Made of Gears Cooling Engine Years Division
727 Chrysler Aluminum 3 oil/water 258/360/401 1972–'87 AMC and Jeep
904 Chrysler Aluminum 3 oil/water 121/150/232/258 1972–'87 AMC
998 Chrysler Aluminum 3 oil/water 258/304 1972–'7 AMC
999 Chrysler Aluminum 3 oil/water 232/258 1980–'87 Jeep
TH400 GM Aluminum 3 oil/water 232/258/304/360/401
Buick 350/327/230
1965–'79 Jeep
AW4 Aisin Warner Aluminum 4 oil/water 242 1987–'06 Jeep
42RE Chrysler Aluminum 4 oil/water 242 1994-'96 Jeep (Grand Cherokee only)

[edit] AMC automatic transmissions, 1955-'71

Model OEM Made of Gears Cooling Engine Years
Hydramatic
Flash-away
GM Iron 4 oil/water All 6/250/327 1956–'57
Ultramatic Packard Iron 2 oil/water 320 1955–'56
M-8 Borg-Warner Iron 3 oil/water 196/250/287/327 1957–'64
M-10 Borg-Warner Iron 3 oil/water 287/327 1965–'66
M-11 Borg-Warner Iron 3 oil/water 343/360 1967–'71
M-11A Borg-Warner Iron 3 oil/water 290 4bbl 1967–'71
M-11B Borg-Warner Iron 3 oil/water 304/360 1970–'71
M-12 Borg-Warner Iron 3 oil/water 360/390/401 1968–'71
M-35 Borg-Warner Aluminum 3 air 196 1957–'65
M-36 Borg-Warner Aluminum 3 air 199 1966–'69
M-37 Borg-Warner Aluminum 3 air 232 1966–'69
M-40 Borg-Warner Aluminum 3 oil/water 290 2bbl 1967–'69
M-42 Borg-Warner Aluminum 3 oil/water 199 1970–'71
M-43 Borg-Warner Aluminum 3 oil/water 232 1970–'71
M-44 Borg-Warner Aluminum 3 oil/water 304 1970–'71


[edit] Jeep automatic transmissions, 1971-back

Borg Warner automatic transmissions were used with the 230 OHC Jeep Tornado engine in the M715, Jeep pickup and Wagoneer.

The Buick 350 V8, 225 V6, and AMC 327 V8 engines used a nailhead pattern TH400 (also used by many other manufacturers such as Rolls Royce and Jaguar with an adapter ring) during the mid-to-late 1960s. The AMC engines also used the TH400 with an adapter from 1969 until late 1973 when AMC bought a TH400 case with the AMC pattern. The TH400 AMC case was used until the end of 1979 model production.

The 232 AMC straight six engine used in 1968 to 1971 Jeeps likely used the Borg Warner automatic, as they were a smaller pattern than the AMC V8 until 1972. BW automatics were in the 2WD Jeep DJ "Postal Jeep".

[edit] Transmission dimensions

[edit] Ford

Dimensions.jpg


Bellhousings:
  • Small-block (260, 289, 302, 351W, and 351C)
  • FE-series big-block (332 to 428)
  • 385-series (429 and 460 and 335-series 351M and 400, which shared the same bellhousing pattern)


Note: All dimensions are in inches.

 C4 (bellhousing pattern (removable) - 4 Cylinder, Small Block, 385-series)

Style A B C D E
Pan Fill 24-5/16 16-3/4 19-1/2 5-9/16 N/A
Case Fill 30-19/32 18-1/8 20-1/2 5-9/16 N/A
Case Fill with
Pan Fill TC
      5-9/16 N/A

 

 C6 (bellhousing pattern - Small Block, FE Big Block, 385-series)

Style A B C D E
FE Big Block 33-1/2 20 22-3/8 5-1/2  
385-series 33-1/2 20 22-3/8 5-1/2  
Small Block 33-1/2 20 22-3/8 5-1/2  

 

 AOD (bellhousing pattern - Small Block)

Style A B C D E
Small Block 30-3/8 20-3/16 22-5/16 5-5/16 19-9/16

 

 AODE/4R70W (bellhousing pattern - Small Block, Modular)

Style A B C D E
Small Block 31-3/16 21 23-5/16 5-5/16 19-3/8

[edit] MOPAR

Dimensions.jpg
Note: All dimensions are in inches.


 A-727/37RH

Style A B C D E
Small Block 34-3/8 16 23-3/4 2-3/4 18
Big Block 34-1/2 16 22-3/4 2-3/4 18-13/16

 A-904/32RH

Style A B C D E
Small Block 30-3/4 14 23 2-3/16 17-7/8

 A-518/46RH/47RH/47RE

Style A B C D E
Small Block   16     16-5/16

 A-500/42RH/42RE

Style A B C D E
Small Block 37 15-7/8 24-1/2 3-5/8 18-1/8

[edit] Ford automatic transmissions

[edit] 3-speed identification

Trans gaskets.gif


Transmission Pan bolts
C3 13
C4, C5 11
C6 17
FX Cruis-O, MX Cruis-O, FMX, CW 14

[edit] 4-speed identification

Ford AOD gaskets.gif


Transmission(s) Pan Bolts
A4LD, 4R44E, 4R55E 18
AOD, AODE, 4R70W 14
E4OD, 4R100 20

[edit] Ford transmission ID

Ford trans.gif

Gear Ratios of Popular Ford Automatic Transmissions
Transmission 1st Gear 2nd Gear 3rd Gear 4th Gear
C4/C5/C6 2.46 1.46 1.00 -
AOD/AODE 2.40 1.47 1.00 0.67
4R70W 2.84 1.55 1.00 0.70
E4OD/4R100 2.71 1.54 1.00 0.71

[edit] Ford-O-Matic

FORD-O-MATIC 3S 2.jpg

Cruise-O-Matic I D 7.jpg

[edit] 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:

  1. The small case (from 1951 to 1966).
  2. The medium case (from 1955 to 1968).
  3. 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.

[edit] C3/C4/C5/C6/AOD series comparison

Ford-transID01.jpg

[edit] 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)

[edit] 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)

[edit] Mopar automatic transmissions

[edit] MOPAR automatic transmission gear ratios

7272.451.451.00
9042.701.541.00
5182.451.451.000.69
5002.741.541.000.69



[edit] MOPAR automatic transmission dimensions

MOPAR TRANNYDIMENSIONS.jpg

[edit] Images of MOPAR automatic transmission cases

Mopar Automatic A518 727 904.jpg

A518/A618 left, A727 center, A500 right.

[edit] Manual transmissions

[edit] Common manual transmission identification

Tran1.jpg

[edit] Bellhousing bolt pattern and measurements

9020Bellhousing Bolt Pattern.jpg

[edit] Three speed manual

T86 top, T85 bottom

[edit] Four speed manual

[edit] T-10

[edit] T-10 assembly/service/parts manual

[edit] T-10 ratios

SERIES
GEAR RATIO
1st, 2nd, 3rd, 4th
 SPLINE 
Input
 GROOVE 
Input
 OUTPUT 
Spline
T-10 Close Ratio

T-10 Close Ratio
T-10 Wide Ratio
T-10 Wide Ratio
T-10 Close Ratio
(HI Nickle)

ST-10
ST-10
ST-10
ST-10

1957-'62    2.20, 1.66, 1.31, 1.00

1962-'65    2.20, 1.64, 1.31, 1.00
1961-'62    2.54, 1.92, 1.51, 1.00
1962-'65    2.54, 1.89, 1.51, 1.00
1964-'65    2.20, 1.64, 1.31, 1.00
 

1974-'95    2.43, 1.61, 1.23, 1.00
1974-'95    2.64, 1.75, 1.33, 1.00
1974-'95    2.88, 1.91, 1.33, 1.00
1974-'95    3.42, 2.28, 1.46, 1.00

10

10
10
10
10
 

26
26
26
26

none

none
1
1
3
 

2
3
4 or 5
6

16

16
16
16
27
 

32
32
32
32

[edit] Saginaw transmissions

[edit] General Information

Saginaw transmissions come in two basic varieties, 3-speed and 4-speed, and have the following characteristics:

  • Cast iron case
  • Cast iron side cover
    • 7 attaching bolts
    • Shift levers
      • 2 for 3-speed transmissions
      • 3 for 4-speed transmissions
  • Cast iron tail housing


Saginaw 4-speed Gear Ratios
Input 1st Gear 2nd Gear 3rd Gear 4th Gear Notes
No grooves 2.84 2.01 1.34 1.00
1 groove 2.54 1.80 1.44 1.00 Common
1 groove 2.54 1.80 1.32 1.00 Rare
2 grooves 3.11 2.20 1.47 1.00
3 grooves 3.50 2.46 1.65 1.00


[edit] Five speed manual

[edit] Ford T-5

[edit] NWC/WC ID by bearing cover

NWC left, WC right
WC T-5

[edit] T-5 service manual

[edit] T-5 speedometer gears

T-5Z
RATIOS
Years
1st
2nd
3rd
4th
5th
Reverse
1983-'84
2.95:1 1.94:1 1.34:1 1.00:1
0.72:1
2.76:1*
1985-'89
3.35:1 1.93:1 1.29:1 1.00:1
0.68:1
3.15:1
1989-on
3.35:1 1.99:1 1.33:1 1.00:1
0.68:1
3.15:1
Tremec 500 3.27:1 1.98:1 1.34:1 1.00:1
0.68:1
3.01:1
Tremec 600 2.87:1 1.89:1 1.28:1 1.00:1
0.64:1
2.56:1
Tremec 600 2.87:1 1.89:1 1.28:1 1.00:1 0.82:1**
2.56:1

[edit] T-5 info

From Car Craft

While the 1983 5.0L Mustang is where performance enthusiasts were first introduced to the T5, its lineage can be traced all the way back to the 1981 AMC Spirit. The tranny has been used in well over 200 applications and continues to appear in multiple production applications. The T5 can be split into two main categories: the early Non-World Class (NWC), rated at 265 lb-ft of torque capacity, followed by the World Class (WC) version beginning in 1985, rated at the same torque. The WC boxes are the only ones worthy of performance applications, but they still exhibit a couple of weak areas. The gear ratios are shown below. There are myriad T5 boxes used, just within the Mustang world.

While the World Class tag sounds impressive, the reality is that it wasn't until 1990- when Ford updated the T5 to 310 lb-ft of torque- that the transmissions could really be used in any kind of aggressive performance capacity. The latest version, the so-called "Z" box that was used in the '93 Cobra, is equipped with the best of all the updated parts including:

  • hardened gears
  • shorter shifter throws

Steel bearing collar

  • tapered output-shaft bearings
The Ratio Game

There are two categories of T5 transmissions used in the 5.0 Mustang, commonly differentiated by the First-gear ratio. There are also varying Third- and Fourth-gear ratios, depending on the year of the trans.

From allfordmustangs.com

Not All T-5's are created equal

Not all Borg Warner T-5's are the same. The first T-5 five speed was found in the 1981 AMC Spirit/Concord. In 1983, the T-5 was introduced to Mustangs and are currently still used in the V-6 Mustangs. The T-5 is the only American made standard transmission to span almost 20 years of production. Because of the large quantities of T-5's produced, many parts are interchangeable. There are now over 200 different T-5 transmission assembly part numbers and still counting.

World Class and non World Class

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 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.

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 required the input shaft to be 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 overdrive. 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 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

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

[edit] Lubrication

  • ALL World Class T-5 use ATF transmission fluid, NOT heavy gear oil or Redline MTL
  • All NON-World Class T-5 use 70 wt gear oil.

[edit] Ford Borg Warner T-5 transmission data

B/W Id Source Application Max Torque
(lb/ft)
Gear Ratios Speedo
Drive
Gear
Input
Shaft
length
Input Shaft
Pilot Dia
(in)
Notes
1352- Year Model Engine 1st 2nd 3rd 4th 5th R
114 Factory 1985-'86 T-Bird 2.3 T 235 4.03 2.37 1.49 1.00 0.81 3.76 6 7.41 0.59
115 Motorsport 1979-'83 Mustang 5.0 305 2.95 1.94 1.34 1.00 0.63 2.76 6 7.18 0.668 a
116 Factory 1985-'86 SVO 2.3 T 250 3.50 2.14 1.39 1.00 0.78 3.39 6 7.41 0.59
126 Factory 1985 Mustang 5.0 265 3.35 1.93 1.29 1.00 0.68 3.15 7 7.18 0.668
141 Factory 1986 Mustang 5.0 265 3.35 1.93 1.29 1.00 0.68 3.15 7 7.18 0.668
154 Factory 1987 Mustang 2.3 240 3.97 2.34 1.46 1.00 0.85 3.70 7 7.41 0.59
155 Factory 1987 T-Bird 2.3 T 240 3.97 2.34 1.46 1.00 0.79 3.70 6 7.41 0.59
162 Factory 1987-'88 Mustang 2.3 240 3.97 2.34 1.46 1.00 0.79 3.70 7 7.41 0.59
165 Factory 1986 Mustang 5.0 265 3.35 1.93 1.29 1.00 0.68 3.15 7 7.18 0.668
169 Factory 1986 1/2-'89 Mustang 5.0 265 3.35 1.93 1.29 1.00 0.68 3.15 7 7.18 0.668
194 Factory 1989-'90 Mustang 2.3 240 3.97 2.34 1.46 1.00 0.79 3.70 7 7.41 0.59
199 Factory 1990-'91 Mustang 5.0 300 3.35 1.99 1.33 1.00 0.68 3.15 8 7.18 0.668 b
200 Motorsport 1979-'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 1979-'93 Mustang 5.0 305 2.95 1.94 1.34 1.00 0.80 2.76 7 7.18 0.668 c
204 Service 1985-'89 Mustang 5.0 300 3.35 1.99 1.33 1.00 0.68 3.15 7 7.18 0.668
207 Factory 1991 Mustang 2.3 240 3.97 2.34 1.46 1.00 0.79 3.70 7 7.41 0.59
208 Factory 1992-'93 Mustang 5.0 300 3.35 1.99 1.33 1.00 0.68 3.15 8 7.18 0.668 d
209 Factory 1992-'93 Mustang 2.3 240 3.97 2.34 1.46 1.00 0.79 3.70 7 7.41 0.59
218 Factory 1993 Mustang Cobra 310 3.35 1.99 1.33 1.00 0.68 3.15 8 7.18 0.668 e
219 Factory 1994 Mustang 5.0 300 3.35 1.99 1.33 1.00 0.68 3.15 8 7.85 0.668
220 Factory 1994 Mustang 3.8 265 3.35 1.93 1.29 1.00 0.73 3.15 7 7.85 0.668
225 Aftermarket 1979-'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 1979-'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
236 Factory 1994 1/2 Mustang 3.8 265 3.35 1.93 1.29 1.00 0.73 3.15 7 7.85 0.668
238 Factory 1994-'97 Mustang 3.8 265 3.35 1.93 1.29 1.00 0.73 3.15 8 7.85 0.668
239 Aftermarket 1993 Mustang Cobra 310 3.35 1.99 1.33 1.00 0.68 3.15 8 7.18 0.68 c,e
242 Factory 1994-'95 Mustang Cobra 5.0 310 3.35 1.99 1.33 1.00 0.68 3.15 8 7.85 0.668 e
246 Factory 1994-'95 Mustang 5.0 300 3.35 1.99 1.33 1.00 0.68 3.15 8 7.85 0.668
249 Motorsport 1979-'93 Mustang 5.0 330 2.95 1.94 1.34 1.00 0.63 2.76 7 7.18 0.668 e,g
251 Aftermarket 1979-'93 Mustang 5.0 330 2.95 1.94 1.34 1.00 0.63 2.76 7 7.18 0.668 c,e
253 Aftermarket 1994-'95 Mustang Cobra 5.0 310 3.35 1.99 1.33 1.00 0.68 3.15 8 7.85 0.668 c,e
  • Input shaft: 1-1/16" diameter with 10 splines
  • Output shaft: 28 splines

Notes:
a) Motorsport M-7003-A. Also same ratios as the T-5Z
b) Improved Steel Alloy
c) Aftermarket
d) Carbon fiber 3/4 blocker rings
e) Cobra tapered roller pocket bearing
f) Motorsport M-7003-X
g) Motorsport M-7003-Z

[edit] T-5 info and resources

[edit] T-3550 service manual

[edit] TKO 500/600

HurstTKOSchematic.jpg

[edit] 6-speed manual

[edit] T-56 general info

Tag ID Application Torque Rating 1st 2nd 3rd 4th 5th 6th Rev Input Splines Output Splines
1386-000-003 1992 Dodge Viper 330 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 30
1386-000-005 1993-1995 Dodge Viper 550 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 30
1386-000-006 1993 Camaro/Firebird w/2.73 final drive "M28" 350 3.36:1 2.07:1 1.35:1 1.00:1 0.80:1 0.62:1 3.28:1 26 27
1386-000-007 1993 Camaro/Firebird w/3.23 final drive "M29" 400 2.97:1 2.07:1 1.43:1 1.00:1 0.80:1 0.62:1 3.28:1 26 27
1386-000-009 1994-1995 Camaro/Firebird 450 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 27
1386-000-011 GM Aftermarket 450 2.97:1 2.07:1 1.43:1 1.00:1 0.80:1 0.62:1 3.28:1 26 27
1386-000-012 Mustang 5.0 Aftermarket 450 2.97:1 2.07:1 1.43:1 1.00:1 0.80:1 0.62:1 3.28:1 10 31
1386-000-013 Holden 450 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 27
1386-000-014 1996-2002 Dodge Viper 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 30
1386-000-016 1996-1997 Camaro/Firebird 450 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 27
1386-000-017 1998 Camaro/Firebird 450 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 27
1386-000-018 1996-2002 Dodge Viper 450 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 30
1386-000-019 390 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1
1386-000-020 1999-2002 Camaro/Firebird 450 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 27
1386-000-021 Aston Martin 450 2.66:1 1.78:1 1.30:1 1.00:1 0.79:1 0.63:1 2.90:1 26 30
1386-000-022 Holden Commodore 350 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 27
1386-000-023 Corvette C5 375 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 27
1386-000-024 375 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1
1386-000-025 Corvette Z06 C5 385 2.97:1 2.07:1 1.43:1 1.00:1 0.84:1 0.56:1 2.90:1 26 27
TNET-1077 415 2.97:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1
TNET-1247 Dodge Viper 450 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 30
TUET-1259 4.6 Mustang Aftermarket w/mech speedo 450 2.97:1 2.07:1 1.43:1 1.00:1 0.80:1 0.62:1 3.28:1 10 31
TUET-1260 4.6 Mustang Aftermarket w/elec speedo 450 2.97:1 2.07:1 1.43:1 1.00:1 0.80:1 0.62:1 3.28:1 10 31
TUET-1452 Chevrolet Corvette 370 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 27
TUET-1453 Chevrolet Corvette 370 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 27
TUET-1576 Aston Martin 415 2.66:1 1.78:1 1.30:1 1.00:1 0.79:1 0.63:1 2.90:1 26 30
TUET-1660 350 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 27
TUET-1694 2003-2004 Mustang Cobra 450 2.66:1 1.78:1 1.30:1 1.00:1 0.79:1 0.63:1 2.90:1 26 31
TUET-1806 Dodge Viper SRT-10 550 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 30
TUET-2022 Cadillac CTS-V 2.97:1 2.07:1 1.43:1 1.00:1 0.84:1 0.56:1 2.90:1
TUET-2060 Mustang Cobra 450 2.97:1 2.07:1 1.43:1 1.00:1 0.80:1 0.62:1 3.28:1 10 31
TUET-2062 Dodge Viper 550 2.66:1 1.78:1 1.30:1 1.00:1 0.74:1 0.50:1 2.90:1 26 30
TUET-2066 Pontiac GTO/Holden Monaro 2.97:1 2.07:1 1.43:1 1.00:1 0.84:1 0.56:1 2.90:1 26 27
TUET-5044 Cadillac CTS-V 2.97:1 2.07:1 1.43:1 1.00:1 0.84:1 0.56:1 2.90:1
TUET-6450 T-56 Ford N/A XR6 3.35:1 2.07:1 1.35:1 1.00:1 0.80:1 0.63:1 23 31
TUET-7477 T-56 Magnum Chevy Aftermarket 2.66:1 1.78:1 1.30:1 1.00:1 0.80:1 0.63:1 26 27
TUET-7484 T-56 Magnum Ford Aftermarket 2.66:1 1.78:1 1.30:1 1.00:1 0.80:1 0.63:1 10 31
TUET-8274 T-56 Magnum Ford Aftermarket 2.97:1 2.10:1 1.46:1 1.00:1 0.74:1 0.50:1 10 31
TUET-8277 T-56 Magnum Chevy Aftermarket 2.97:1 2.10:1 1.46:1 1.00:1 0.74:1 0.50:1 26 27

[edit] T-56 applications by manufacturer

[edit] T-56 service manual



[edit] NV5600

Nv5600 dimens1.jpg
NV5600
Gear Ratio
  1st 5.63
  2nd 3.38
  3rd 2.04
  4th 1.39
  5th 1.00
  6th 0.73
R
5.63
NV5600

Designed by New Venture, this stout truck six speed is up to the task of living behind engines like the Duramax and 8100 Vortec. It has a limited application for use in hot rods due to its huge size, excessive weight, and truck-like gear ratios.

There are two versions of the NV5600:
  • The Ram version is rated for 550 lb-ft torque
  • A HD version for larger trucks is rated for 650 lb-ft torque

[edit] AMC manual transmissions

[edit] 150-T

  • 150-T (Tremec) is a Ford Toploader design. The big three used them in the late '70s. A toploader 4-speed will swap into the bellhousing and clutch. Also the output splines are the same (28 spline). From compact to midsize cars the trannies are the same length as the 3-speed.
  • 150-T in cars is the exact same tranny as T-150 in Jeeps, the designation is just different.
  • The 1977-'79 150-T in the Granada used an overdrive version and the later aluminum overdrive input shaft is 5/8" longer. Big engine Fords have a 1.375" x 10 spline input and 31 spline output shaft.
  • Laycock-DeNormanville overdrive was available 1974-'76 but only for the Hornets and Gremlins with 150-T. The OD could be had with column or floor shift.
  • The 150-T and SR-4/T-4/T-5 are two different bell-house bolt patterns.
  • T-14 was reintroduced in 1976, but only used in the Gremlin with the 232 and 258 inline 6. All others used the 150-T for 232 through the 304 V8.
Jeep T-150:
  • Cast iron case, 3-speed, fully synchronized
  • Case #260XXXX, case length: 9.18"
  • Casting numbers of 2603983 or 2603347 on the driver side and 2603357 on top
  • Input shaft is 1-1/8" 10 splines
  • Output is 1-3/8" 6 splines
    • Gear ratios: 2.99 1.75 1.00 3.17 (Rev.)


[edit] HR-1

  • The HR-1 was made by Borg-Warner. It was the tranny used with the Porsche/Audi 121cid 4-cylinder boxer engine that gave it a unique bolt pattern.


[edit] SR-4

  • SR-4 was used with the 304 V8 in 1979 Spirit GT/AMX
  • The SR-4 is only good for 220 ft/lbs torque or less
  • The AMC SR-4 is about the same as the Ford versions
  • The T-5 looks very similar to the SR-4 and T-4, except for the bulge of the shift lever housing for the overdrive
  • A T-5 from a Mustang will fit any AMC engine if you get the bellhousing, clutch fork and bearing from SR-4 (1976-'81), T-4 (1982-'88) or T-5 (1983-'88).
    • The GM size front bearing retainer is needed, if you don't want to modify the Mustang part. Use the right clutch disc with the correct splines that matches the pressure plate, and the pilot bearing is also needed.
  • The 150-T and SR-4/T-4/T-5 have two different bellhousing bolt patterns.
    • The T-5 was optional on any AMC T-4 application and should use the same bellhousing (also shared with the SR-4, some are also with 150-T). The original Ford bellhousing won’t work.
  • AMC used a multi-pattern bellhousing from the late 1970s to '83 which had patterns drilled for T-96, T-14/T-4, T-5, and SR-4.
  • Some 304 V8 engines in the early-to-mid 1970s small cars used the 6-cylinder bellhousing (for example, the SR4 and T-14 equipped 304).
Jeep SR-4:
  • Aluminum case, ball bearings on main drive gear and mainshaft, top cover has a Ford casting mark
  • Case #13-32-065-9XX or 13-40--065-9XX, case length 9.25"
  • Gear ratios: 4.07 2.39 1.49 1.00 3.95 (Rev.)


[edit] T-4

  • T-4/T-5 has TF-904 output shaft and seal, so when converting from AMC T-4/5 to a Ford unit you will need the yoke.
  • T-5 looks very similar to the SR-4 and T-4, except for the bulge of the shift lever housing for the overdrive.
  • The 150-T and SR-4/T-4/T-5 have two different bellhousing bolt patterns.
  • The T-5 was optional on any AMC T-4 application and should use the same bellhousing (also shared with the SR-4 and 150-T). The original Ford bellhousing won’t work.
  • AMC used a multi-pattern bellhousing from the late 1970s-'83 which had patterns drilled for T-96, T-14/T-4, T-5, and SR-4.
  • Aluminum case, tapered bearings on main drive gear and mainshaft
  • Case #13-51-065-9XX or 13-52-065-9XX, case length 9 3/16"
    • Gear ratios: 4.03 2.37 1.50 1.00 3.76 (Rev.)


[edit] T-5

  • T-4/T-5 has TF-904 output shaft and seal, so when converting from AMC T-4/5 to a Ford unit you will need the yoke.
  • T-5 looks very similar to the SR-4 and T-4, except for the bulge of the shift lever housing for the overdrive.
  • AMC T-5 front bearing retainer is GM size, as is input shaft.
  • A T-5 from a Mustang will fit any AMC engine if you get the bellhousing, clutch fork and bearing from SR-4 (1976-'81), T-4 (1982-'88) or T-5 (1983-'88).
  • The GM size front bearing retainer is needed, if you don't want to modify the Mustang part. Use the right clutch disc with the correct splines that matches the pressure plate, and the pilot bearing is also needed.
  • 1994-up T-5 mustang input shaft is ~2/3" longer.
  • The 150-T and SR-4/T-4/T-5 have two different bellhousing bolt patterns.
  • The T-5 was optional on any AMC T-4 application and should use the same bellhousing (also shared with the SR-4 and 150-T). The original Ford bellhousing won’t work.
  • AMC used a multi-pattern bellhousing from the late 1970s-'83 which had patterns drilled for T-96, T-14/T-4, T-5 and SR-4.
Jeep T-5:
  • Aluminum case, tapered bearings on main drive gear and mainshaft
  • Case #13-51-065-9XX or 13-52-065-9XX, case length: 9 3/16"
  • Has a 1-1/8" 10 spline input shaft and a 23 spine output shaft


[edit] T-10

  • T-85/89 had a 4th gear added and became T-10.
  • T-10/85/89 all had the 9 bolt side cover, but the T-89 shift arms were staggered, not inline like the T-10 and T-85.
  • T-10 has a 10-spline input shaft with a length of 8".
  • T-10 was used almost by every US car company in some point in time.
  • T-10 and T-89 bolt patterns look very similar also to '49-'64 Ford pattern.
  • T-10 1966-'70 used large diameter, thicker bearing cap, with the 10-1/2" clutch with long throw out bearing.
  • T-10 1971-up used small diameter, thinner bearing cap, with the 11" clutch with short throw out bearing. This was also the same bearing that T-96 and T-14 used.
  • AMC T-10 was the "P" series in 1965-'66, the "T" series in 1967 to early ‘68, and the "V" series from late 1968 until they quit using it.
  • T-10 Ford case looks the same, but the bottom left bolt hole is kicked out toward the driver side. In AMC case the bottom right bolt is kicked out toward passenger side. Input shaft, tail shaft and tail shaft housing are different and cannot be used. But most internals of the Ford should work since they use the basically same case (although ratios are different).
  • In 1970 some Javelin applications used a National p/n 8169-S rear seal rather than the usual seal part number.
  • The upgraded T-10 used by AMC in 1973-'74 was also known as the "Super T-10" in reaction to GM switching to Muncie.
  • Super T-10 aluminum cases are ~14 lbs. lighter than iron.
  • The first gear ratio may vary but the gears that make up first gear (on the cluster) are the same except the last set.
  • Super T-10 were available in three series (AMC may have used):
    • SI dated from ~1966
    • SII dated from ~1974
    • SIII dated from ~1978
    • Bearing retainer thickness is a clue and SIII cluster shafts are bigger, 1" vs 7/8".


T-10 4-SPEED RATIOS
SeriesUsed inFirstSecondThird
CCGM2.88:11.91:11.33:1
EEGM2.88:11.74:11.22:1
EEGM2.43:11.34:11.13:1
ODGM2.23:11.23:10.94:1
PAMC2.43:11:76:11:46:1
QFord2.64:12.10:11.60:1
SAMC/GM/*2.43:11.61:11.23:1
TAMC2.64:12:10:11.46:1
VAMC/*2.23:11.77:11.35:1
WGM/*2.64:11.75:11.33:1
Xaftermarket2.64:11.61:11.23:1
Yaftermarket2.88:11.74:11.33:1
ZGM3.42:12.28:11.46:1
UGM/*3.42:12.28:11.46:1

Note:

  • * = were also available as aftermarket.
  • V series wide ratio transmission was used 1966-'68 with 2:64 and 2:43 1st gear.
  • U series had 34 teeth driven by 18 on the cluster. Later when GM used this transmission, the tooth count was changed to a stronger 30 driven by 16.
  • Some T-10's were Super T-10's with aluminum main bodies.
  • Z series were all SIII, but to simplify the job of rebuilding Warner came up with a set of parts that would work in a SII case (7/8" cluster shaft, possibly this retrofit makes the transmission a "U" series?).


[edit] T-14

  • T-86 has top cover 6 bolts like the T-14.
  • T-96 came in 2 models for 1970-'72, the H for 199, J for 232 (both only in Hornet and Gremlin). T-14 was used in all others with the 232ci inline 6.
  • T-14 replaced the T-86 behind 290 V8s starting in 1968. Also in 1968 the 232 inline 6 moved up to the T-14 and the 290 moved up to the T-15.
  • T-14 was reintroduced in 1976, but only used in the Gremlin with the 232 and 258. All others used the 150-T for 232 through 304 engines.
  • T-14 1968-'70 (coarse) splines interchange.
  • T-14 1971-'72 (coarse) splines interchange.
  • T-14 1973-'76 (fine-TF) splines interchange.
  • T-14 differences are the output spline and extension housing. Two gear sets (2.61:1 and 3.10:1)
  • T-14 are all the same length. There's only one 1968-'72 main shaft.
  • T-14 the 3.10 gears didn't appear at first years (1972-'73). It would make sense to use the deeper gears with the taller axles.
  • T-14/T-15 are both 10 spline but T-14 (and T-96) are 10 x 15/16" where the:
    • T-14 shaft length is 6.5"
    • T-15 shaft length is 8"
  • T-15 has an almost square bolt pattern, 5.75" x 6", also common to T-86 (and Jeep T-14).
  • The bellhousings on the T-96, T-14 (in cars), SR-4/T4/T5 and 150-T are 'short', whereas T-89, T-86, T-10, and T-15 are 'deep'.
  • Some 304 V8s in the small cars used the 6-cylinder bellhousing (for example the SR4 equipped 304 and T-14 equipped, early-to-mid 1970s) .
Jeep T-14:
  • Cast iron case, mainshaft has 10 splines on the output
  • Case is #T14X-1X or 13-02-065-9XX, case length 8.68"
  • Has a 1-1/8" 10 spline input shaft. The inline 6 T-14 uses a 1-3/8" 6 spline output while the V6 version has a 1-3/16" 10 spline output. Input shafts lengths also vary between the two applications.
  • Gear ratios: 3.10 2.61 1.00 3.10 (Rev.)


[edit] T-14A

  • No info


[edit] T-15

  • T-14 and T-15 replaced the T-86 behind 290 V8s starting in 1968.
  • T-14/T-15 are both 10 spline but T-14 (and T-96) are 10 x 15/16" where the:
    • T-14 shaft length is 6.5"
    • T-15 shaft length is 8"
  • Was used behind 290 at first but starting in 1970 it was also used with 304/360 cid V8s.
  • Has a 1-1/8" 10 spline input shaft. Input shaft lengths are also different.
  • Has an almost square pattern, 5.75" x 6" also common for T-86 (and Jeep T-14)
  • T-15 may be the biggest 3-speed ever used in cars.
  • T-15 was the fleet/HD option for 232 Rebel and Ambassador.
Jeep T-15:
  • Was used in Jeep until 1975, and in some IH Harvesters/Scouts
  • Cast iron case
  • Case #T15A-1X or 13-07-065-9XX, case length 10".
  • 1-1/8" 10 spline input shaft and 1-3/8" 6 spline output shaft.
    • Gear Ratios: 3.00 1.83 1.00 3.00 (Rev.)


[edit] T-15A

  • No info


[edit] T-18

  • The Jeep T-98 has a very similar appearance to the T-18 except a casting number of T98. It is heavy duty like the T-18, but a bit more prone to wear since bearings and lubrication are not as good.
Jeep:
  • Internals from a T-18 can be put in a T-98 case, case length 11.87"
  • Cast iron case, first and reverse are not synchronized.
  • Original Ford truck part number on case T18-1X or 13-01-065-9XX
  • Were also close ratio transmissions that had a 4.02:1 first gear. There is no way to tell the ratio from the outside, unfortunately. If it’s out of the vehicle, putting it in first gear and rotating the input shaft and counting the output shafts revolutions is the only real way to verify. **Gear Ratios: 4.02 2.41 1.41 1.00 4.73 (Rev.)
  • The T-18 is probably the most common transmission to swap into a Jeep because it is heavy duty, relatively inexpensive, and it can be swapped in easier than almost any other transmission.
  • It was used in IH trucks from the mid 1960s until the mid 1970s. They all tend to have long input shafts compared to the Jeep and Ford T-18s. All of the T-18s used in the Scout 800 and Scout II are the close ratio T-18 with a first gear ratio around 4:1. It is an excellent transmission, but it doesn't have the low first gear ratio off-roaders want. Other IH trucks use wide ratio T-18s.
  • An advantage to the IH 4WD T-18 is most of them were mated to a Dana 20 transfer case. The Dana 20 used in Scout trucks uses the same bolt pattern and input gear as most Dana 20s used in Jeep trucks. The transmission to transfer case adapter for the Dana 20 used in IH trucks is short like the adapter used in Jeep trucks. Rebuilding one of these transmissions with a Ford or Jeep input shaft may be a way of getting a low buck T-18 in your Jeep.


[edit] T-18A

  • The Jeep T-18A was wide ratio with 6.32:1 first gear.
  • Gear ratios: 6.32 3.09 1.69 1.00 7.44 (Rev.)


[edit] T-84

  • The Jeep T-84 was only used in the Willys MB and Ford GPW in WWII.
  • Gear ratios: 2.94 1.94 1.00 N/A (Rev.)


[edit] T-85

  • T-85 basically the same tranny as T-89 was also used with Dodge-Plymouth 426 "Max Wedge "engine in 1964.

T-85/89 had a 4th gear added and became the T-10. T-10/85/89 all had the 9 bolt side cover, but the T-85 shift arms were inline (like the T-10), not staggered like the T-89.

[edit] T-86

  • T-14 replaced the T-86 behind 290 V8s starting in 1968.
  • T-90 which is basically the same as T-86 was also used in Studebaker V8 taxis and Jeep fleet van.
  • Cast iron case, helical 1st and reverse gear, spiral cut main shaft, case #T86X-1X. *Case length 8.12".
  • It has a 1-1/8" 10 spline input shaft (length of input shaft varies with application) and the output is 1-3/8" 6 spline (same as T-90).
  • The case/gears and other parts are interchangeable with the T-90.
  • It was also used by Ford with overdrive behind the 289 V8.
  • Has a 6-bolt top cover like the T-14.
  • It was a heavy-duty option behind the 196 engine only, base tranny was the T-96.
  • Gear Ratios: 2.798 1.687 1.00 3.798


[edit] T-89

  • T-85/89 had a 4th gear added to become the T-10.
  • The T-89 is a big beefy 3-speed used with many early-to-mid 1960s engines.
  • Was also used with the Ford 390 (w/overdrive), and with the 394 Olds in the mid 1960s.
  • Ford was the last to offer them w/overdrive in 1971 pickups.
  • It’s basically the same tranny as T-89, was also used with Dodge-Plymouth “Max Wedge” 426 engine in 1964.
  • They had the 9 bolt side cover, but the T-89 shift arms were staggered, not inline like the T-10 and 85.
  • T-89 and T-10 bolt patterns look very similar also to 1949-'64 Ford pattern.
  • Was fitted with a B-W overdrive unit on the rear. These didn't bolt to just any tranny, there was an adapter about an inch thick that went between the tranny and overdrive unit. The output shaft of the tranny was shorter and splined to fit the overdrive unit.
  • The T-89 also was used with the overdrive in the V8 torque tube cars.


[edit] T-90

  • The T-90 is basically the same as T-86, and was also used in Studebaker Six taxis and Jeep fleet van.
  • T-86 case/gears and other parts are interchangeable with the T-90.
Jeep T-90:
  • Cast iron case, straight cut 1st and reverse gear, straight cut mainshaft, case #T90X-1X. Case length 8.12"
  • Jeep T-90 has a 1-1/8" 10 spline input shaft. Length of input shaft varies with application. Output is 1 3/8" 6 spline (same with the T-86).
  • Jeep T-90 gear ratios:
    • (CJ version) 2.98 1.66 1.00 N/A (Rev.)
    • PU version) 3.44 1.85 1.00 N/A (Rev.)
    • T-90-J 2.798 1.551 1.00 3.798 (Rev.)


[edit] T-96

  • It was a heavy-duty option behind the 196 engine only, base tranny was the T-96.
  • Also used in Jeeps (CJ2-up), Studebaker sixes, and early Falcons.
  • T-96 and Borg-Warner aluminum automatics have the same spline and are the same length.
  • T-96 shaft length is 6.5"
  • T-96 came in only the Hornet and Gremlin for 1970-'72: the “H” for 199, “J” for 232. *The T-14 was used in all others with the 232 cid inline 6.
  • The different models are distinguished by different letters. These indicated a "minor" internal change, sometimes a different gear ratio, different bearings, etc. Cases remained the same, as did overall internal design.
  • It is not exactly the same for all years, there are different versions that have slightly different internals.
  • 1964 T-96E overdrive has a 1.83:1 second gear, even though it is not a “Twin-Stick”.
  • 1966 T-96F has a bigger front bearing and synchro rings than the T-96E overdrive.
  • T-96E overdrive case has a bigger hole in the back than T-96F.
  • T-96F has the rear bearing in the case, not in the adapter like T-96E. The rear bearings are the same.
  • T-96H might also be the same tranny as T-96, just an indication to differ it from the J series.
  • T-96J was only used by AMC so it’s much harder to find parts for it.
  • T-96J was used in Rebel and American in 1967 as well as 1970-'72 Hornets and Gremlins.
  • T-96J is a heavy-duty version of the T-96 with a larger first hear (3:01:1 vs. 2.60:1 in T-96), a larger front bearing, and a larger mainshaft. The standard gear cluster should fit the J model as well.
  • Some were prone to premature failure due to improper hardening of internal shafts circa 1971.
  • T-96 and automatic B-W M-37 have the same number of splines.
  • T-96 and automatic B-W M-35 also have identical universal yokes.
  • The T-10 1971-up used a smaller diameter, thinner bearing cap, with the 11-inch clutch and short throw out bearing. This was also the same bearing that T-96 and T-14 used.
  • A complete T-96 w/OD is 18-3/4" long from front of case to end of tailshaft housing. The OD unit is the same for all.
  • AMC used a multi-pattern bellhousing from the late 1970s through’83 which had patterns drilled for T-96, T-14/T-4, T-5 and SR-4.


[edit] T-98

  • T-98 has a very similar appearance to the T-18 except a casting number of T98. It is heavy duty like the T-18, but a bit more prone to wear since bearings and lubrication are not as good.
  • Internals from a T-18 can be put in a T-98 case.
  • T-98 was used in Jeep, Ford, and IH trucks.
  • Gear ratios: 6.40 3.09 1.69 1.00 n/a (Rev.)


[edit] T-150

  • See 150-T


[edit] T-17X

  • T-17X has 1-1/8" 10 spline input shaft and a 23 spine output shaft.
  • Aluminum case, 4-speed, case #C2604XXX, case length 10.25". The other T-17X trannies differed only in gear ratios.
    • Ratios:
      • T-176 3.52 2.27 1.46 1.00 3.52 (Rev.)
      • T-177 3.82 2.29 1.46 1.00 3.82 (Rev.)
      • T-178 3.00 2.08 1.47 1.00 3.01 (Rev.)


[edit] Others

More information is needed on these models. They are believed to be 'Jeep only' transmissions.
  • AX4 solid case, used with 4-cylinder Jeeps up to 10/04/88.
  • AX5 solid case, cast iron intermediate plate, used in all Wranglers from 1987-1989. After mid 1989, used only in 4-cylinder Wranglers.
    • Gear ratios: 3.93 2.33 1.45 1.00 0.85 4.74 (Rev.)
  • BA10/5 (Peugeot) split case, used with Jeep 6 cylinder engines 1987 up to 03/09/89. The input shaft is 1-1/8" 10 spline and the output shaft can be 21 or 23 spline.
  • BA10/5 was used in all Wranglers from 1987 to mid-1989. It was also used in Cherokee and Comanche with the 2.8L V6, 2.5L I4, and 4.0L I6 from their start until 1989.
    • Gear ratios: 3.39 2.33 1.44 1.00 0.79 4:47 (Rev.)
  • AX15 with aluminum intermediate plate, used with Jeep 6 cylinder engines after 03/03/89 to the present.


[edit] General

  • All manual transmissions up to '71 have a 10-spline output.
  • The Iron Duke 2.5L and the AMC 150 cid equipped Jeeps all have a hydraulic clutch assembly, as does the Cherokee and Wrangler sixes (GM 2.8, 4.0, 4.2).
  • The inline 6 flywheel was changed in 1971 (from 153T to 164T) and this coincided with the bellhousing going to the V8 size/pattern.


[edit] Overdrive

  • Borg-Warner OD was available from early 1960 to '69; during 1970-'73 there wasn't one available.
  • Laycock-DeNormanville OD was available 1974-'76 but only for the Hornets and Gremlins with 150-T. *The OD could be had with column or floor shift.
  • The same Laycock-DeNormanville OD was also available in the Pacer for 1976. It was a column shift only.
  • British made Laycock-DeNormanville overdrive is the same as used in many MG and Triumph models.
  • The Borg Warner unit used a large electric solenoid to engage OD. The L-D unit has a sump and hydraulic pump similar to an automatic transmission. It worked similar to a 2-speed automatic, having 1:1 direct drive and overdrive. It has a sliding clutch assembly to engage OD instead of a band like used in an automatic transmission, or a locking pawl like used in the B-W units.
  • The T-89 also was used with OD in the V8 torque tube cars.
  • Borg-Warner overdrive case is 11-3/4" long (less torque tube adapter, if required). This includes the 1-1/2" thick adapter.
  • A complete T-96 w/OD is 18-3/4" long from front of case to end of tailshaft housing. The OD unit is the same for all.
  • The old style overdrive tranny is a manual, newer style has an automatic overdrive which shifts on 2nd and 3rd gear, almost like an automatic tranny. There is an electric kick-down to disengage OD. This switch is usually mounted on the accelerator linkage.
  • T-89 was fitted with a B-W overdrive unit on the rear. These didn't bolt to just any tranny, there was an adapter about an inch thick that went between the tranny and OD unit. The output shaft of the tranny was shorter and splined to fit the OD unit as well.
  • The Saturn overdrive (originally produced by Warner) is a bolt on 0.75:1 overdrive for Jeeps equipped with the Dana 18 transfer case.


[edit] Bellhousings

  • 1967 and later V8s (290/304/343/360/390/401) have a different pattern than '66 and earlier V8s (250/287/327 only).
  • All '72-up (calendar year) AMC sixes and V8's have the same bellhousing bolt pattern. Only difference is depth of the bellhousing and consequently the length of the transmission input shaft. They can be interchanged.
  • Some early 1972 models might have the old six bellhousing pattern.
  • Generally all AMC's of the same year and engine will have the same transmissions, changeover years (e.g. 1975-'76) can be a tossup.
  • The Jeep 4.0L bellhousing will work with the '72-up AMC inline 6.
  • The 4-cylinder uses same Ford-style transmission as sixes/V8s but has a GM bolt pattern on the engine side.
  • The 6-cylinder bellhousings are 6.5", V8 is 8"
  • T-96, T-14 (in cars), SR-4/T4/T5 and 150-T are “short” and the T-89, T-86, T-10, and T-15 are “deep”.
  • Some 304 V8s in the small cars used the 6-cylinder bellhousing (for example the SR4 equipped 304 and T-14 equipped, early/mid 1970s).
  • The 150-T and SR-4/T-4/T-5 are two different bolt patterns.
  • Ford bellhousings of the right years are often drilled with both AMV and Ford bolt patterns.
  • AMC used a multi-pattern bellhousing from the late 1970s through '83 which had patterns drilled for T-96, T-14/T-4,T-5, and SR-4.
  • The T-5 was optional on any AMC T-4 application and should use the same bellhousing. Also shared with the SR-4, and some 150-T. The original Ford bellhousing won’t work.
  • The AMC 150-T has the GM 2.8 60-degree bellhousing bolt pattern.
  • There has been a report of a T-10-to-early inline 6 bellhousing (aka “Mexican” bellhousing). It's definitely the right shape for a GM bolt pattern, although it’s not drilled. But there are no GM trannies with an 8" input shaft that seem to work with it.


[edit] Shifters

  • While the transmissions may be from different manufacturers, the shifter is always AMC. Columns in most AMC/Rambler vehicles are AC-Delco manufactured and therefore can be swapped from a GM product of the same years, but the shifter marker is in the column itself in most AMCs, while GM used the marker usually inside the dashboard near the speedometer.

[edit] AMC transmission application guide

Cylinders Engine Model
Year Description
4 cyl 2.0L FOG 1977-'79 4spd, RWD, FOG, with VW engine, iron case, 10 bolt tin top cover
           
6 cyl 258ci SR4 1978-'82 4spd, 4WD, SR4, aluminum case, cast "1332"
4 cyl 2.5L SR4 1980-'82 4spd, 4WD, SR4, aluminum case, cast "1332"
6 cyl 258ci SR4 1976-'81 4spd, RWD, SR4, aluminum case, cast "1332"
4 cyl 2.5L SR4 1980-'82 4spd, RWD, SR4, aluminum case, cast "1332"
           
4 cyl 2.5L T4 1982-'84 4spd, RWD or 4WD, T4, aluminum case, cast "1352"
6 cyl 258ci T4 1982-'86 4spd, RWD or 4WD, T4, aluminum case, cast "1352"
4 cyl 2.5L T5 1982-'85 5spd, RWD or 4WD, T5, aluminum case, cast "1352"
6 cyl 258ci T5 1982-'88 5spd, RWD or 4WD, T5, aluminum case, cast "1352"
           
6 cyl 258ci T10 1968-'74 4spd, RWD, T10, iron case, 9 bolt side cover, cast "1304"
6 cyl 196ci T10 1964-'69 4spd, RWD, T10, iron case, 9 bolt side cover, cast "1304"
6 cyl 199ci T10 1964-'69 4spd, RWD, T10, iron case, 9 bolt side cover, cast "1304"
8 cyl 327ci T10 1965-'67 4spd, RWD, T10, iron case, 9 bolt side cover, cast "1304"
6 cyl 232ci T10 1965-'72 4spd, RWD, T10, iron case, 9 bolt side cover, cast "1304"
8 cyl 287ci T10 1966-'69 4spd, RWD, T10, iron case, 9 bolt side cover, cast "1304"
8 cyl 290ci T10 1966-'69 4spd, RWD, T10, iron case, 9 bolt side cover, cast "1304"
8 cyl 327ci T10 1967-'70 4spd, RWD, T10, iron case, 9 bolt side cover, cast "1304"
8 cyl 390ci T10 1967-'70 4spd, RWD, T10, iron case, 9 bolt side cover, cast 1304"
8 cyl 360ci T10 1969-'74 4spd, RWD, T10, iron case, 9 bolt side cover, cast "1304"
8 cyl 304ci T10 1972-'74 4spd, RWD, T10, iron case, 9 bolt side cover, cast 1304"
8 cyl 401ci T10 1972-'74 4spd, RWD, T10, iron case, 9 bolt side cover, cast "1304"
           
8 cyl 287ci T14 1968-'69 3spd w/o overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
8 cyl 290ci T14 1968-'69 3spd w/o overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
8 cyl 401ci T14 1972-'74 3spd w/o overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
8 cyl 304ci T14 1972-'76 3spd w/o overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
8 cyl 360ci T14 1973-'74 3spd w/o overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
6 cyl 258ci T14 1973-'75 3spd w/o overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
8 cyl 304ci T14 1972-'76 3spd with overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14"
8 cyl 287ci T14 1968-'69 3spd with overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
8 cyl 290ci T14 1968-'69 3spd with overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
8 cyl 401ci T14 1972-'74 3spd with overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
8 cyl 360ci T14 1973-'74 3spd with overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
6 cyl 258ci T14 1973-'75 3spd with overdrive, RWD, T14, iron case, 6 bolt top cover, cast "T14" or "1302"
           
8 cyl 287ci T15 1968-'69 3spd w/o overdrive, RWD, T15, iron case, 8 bolt top cover, cast "T15" or "1307"
8 cyl 290ci T15 1968-'69 3spd w/o overdrive, RWD, T15, iron case, 8 bolt top cover, cast "T15" or "1307"
8 cyl 327ci T15 1968-'70 3spd w/o overdrive, RWD, T15, iron case, 8 bolt top cover, cast "T15" or "1307"
8 cyl 390ci T15 1968-'70 3spd w/o overdrive, RWD, T15, iron case, 8 bolt top cover, cast "T15" or "1307"
8 cyl 360ci T15 1969-'71 3spd w/o overdrive, RWD, T15, iron case, 8 bolt top cover, cast "T15" or "1307"
8 cyl 287ci T15 1968-'69 3spd with overdrive, RWD, T15, iron case, 8 bolt top cover, cast "T15" or "1307"
8 cyl 290ci T15 1968-'69 3spd with overdrive, RWD, T15, iron case, 8 bolt top cover, cast "T15" or "1307"
8 cyl 327ci T15 1968-'70 3spd with overdrive, RWD, T15, iron case, 8 bolt top cover, cast "T15" or "1307"
8 cyl 390ci T15 1968-'70 3spd with overdrive, RWD, T15, iron case, 8 bolt top cover, cast "T15" or "1307"
8 cyl 360ci T15 1969-'71 3spd with overdrive, RWD, T15, iron case, 8 bolt top cover, cast "T15" or "1307"
           
8 cyl 327ci T86 1967 3spd with overdrive, RWD, T86, iron case, 9 bolt side cover, cast "T86"
8 cyl 390ci T86 1967 3spd with overdrive, RWD, T86, iron case, 9 bolt side cover, cast "T86"
8 cyl 327ci T86 1957-'67 3spd with overdrive, RWD, T86, iron case, 9 bolt side cover, cast "T86"
8 cyl 287ci T86 1964-'69 3spd with overdrive, RWD, T86, iron case, 9 bolt side cover, cast "T86"
8 cyl 290ci T86 1966-'69 3spd with overdrive, RWD, T86, iron case, 9 bolt side cover, cast "T86"
8 cyl 390ci T86 1967 3spd without overdrive, RWD, T86, iron case, 9 bolt side cover, cast "T86"
8 cyl 327ci T86 1957-'67 3spd without overdrive, RWD, T86, iron case, 9 bolt side cover, cast "T86"
8 cyl 287ci T86 1964-'69 3spd without overdrive, RWD, T86, iron case, 9 bolt side cover, cast "T86"
8 cyl 290ci T86 1966-'69 3spd without overdrive, RWD, T86, iron case, 9 bolt side cover, cast "T86"
6 cyl 195ci T90 1959-'67 3spd, RWD, T90, iron case, cast "T90"
6 cyl 196ci T90 1964-'65 3spd, RWD, T90, iron case, cast "T90"
6 cyl 199ci T90 1964-'67 3spd, RWD, T90, iron case, cast "T90"
6 cyl 232ci T90 1965-'67 3spd, RWD, T90, iron case, cast "T90"
8 cyl 287ci T90 1966-'69 3spd, RWD, T90, iron case, cast "T90"
8 cyl 290ci T90 1966-'69 3spd, RWD, T90, iron case, cast "T90"
           
6 cyl 195ci T96 1964-'65 3spd with overdrive, RWD, T96, iron case, cast "T96" or "1303"
6 cyl 196ci T96 1964-'65 3spd with overdrive, RWD, T96, iron case, cast "T96" or "1303"
6 cyl 199ci T96 1964-'69 3spd with overdrive, RWD, T96, iron case, cast "T96" or "1303"
6 cyl 232ci T96 1965-'72 3spd with overdrive, RWD, T96, iron case, cast "T96" or "1303"
6 cyl 258ci T96 1968-'72 3spd with overdrive, RWD, T96, iron case, cast "T96" or "1303"
6 cyl 195ci T96 1964-'65 3spd without overdrive, RWD, T96, iron case, cast "T96" or "1303"
6 cyl 196ci T96 1964-'65 3spd without overdrive, RWD, T96, iron case, cast "T96" or "1303"
6 cyl 199ci T96 1964-'69 3spd without overdrive, RWD, T96, iron case, cast "T96" or "1303"
6 cyl 232ci T96 1965-'72 3spd without overdrive, RWD, T96, iron case, cast "T96" or "1303"
6 cyl 258ci T96 1968-'72 3spd without overdrive, RWD, T96, iron case, cast "T96" or "1303"
           
6 cyl 258ci T150 1974-'79 3spd, RWD, T150, iron case with a 9 bolt top cover, cast "2603XXXX"
8 cyl 304ci T150 1972-'76 3spd, RWD, T150, iron case, 9 bolt top cover, cast "2603XXXX"


[edit] AMC manual transmission information

[edit] Manual transmissions used by AMC

Cars Model Transmission Synchro
(S/N)
Engines
(CID)
Years
T-863spdN196/199/232/250/287/2901950-'67
T-893spdN250/3271956-'66
T-963spdN196/199/2321956-'70
T-96H3spdN1991970
T-96J3spdN2321967; 1970-'72
T-143spdS232/258/290/3041968-'73;1976
T-153spdS290/304/3601968-'71
T-104spdS287/327/290/343/360/390/4011966-'74
150-T3spdS258/304/3601974-'79
SR-44spdS232/258/3041976-'81
T44spdS151/2581982-'88
T55spdS151/2581983-'88
HR-14spdS1211977-'79
Jeeps T-843spdNJ134WW II
T-964spdNJ1341945-'57
T-863spdNJ2261945-'58
T-903spdNJ1341945-'58
T-90J3spdNJ2261945-'58
T-86A3spdNJ225/J2261955-'71
T-90C3spdNJ232/J258/J304/J3601945-'71
T-98A4spdNJ232/J258/J304/J3601955-'70
T-14A3spdSJ225/J232/J258/J304/J3601967-'75
T-15A3spdSJ304/J3601972-'79
T-184spdNJ258/J304/J3601971-'76
T-18A4spdNJ258/J304/J3601976-'79
T-1503spdSJ232/J258/J3041976-'79
SR-44spdSJ151/J2581980-'81
T-17X4spdSJ258/J3041980-'86
T-44spdSJ150/J151/J2581982-'86
T-55spdSJ151/J2581982-'86
Abbreviations:
  • JEEP: = Information known to concern Jeeps but could apply to other vehicles as well.
  • BW = Borg-Warner
  • GM = General Motors
  • L-D = Laycock-DeNormanville
  • OD = Overdrive
  • HD (or hd) = Heavy duty

[edit] Identifying an AMC manual transmission

Get the number of cover bolts and the shape of the shifter bosses (where the shifter enters the trans) for the ID.

MODELDESCRIPTION, MAIN CASE LENGTH, CASE NUMBER, ETC.
150-T9 bolt, round, small & large section 9.18", 260XXXX
SR-4Aluminum case, 9.25", 13-32-065-9XX or 13-40--065-9XX
T-4Aluminum case, 9 3/16", 13-51-065-9XX or 13-52-065-9XX
T-5Aluminum case, 9 3/16", 13-51-065-9XX or 13-52-065-9XX
T-146 bolt, 1/2 round, separate 8.68", 13-02-065-9XX or T14X-1X
T-158 bolt, 1/2 round, connected 10", 13-07-065-9XX or T15A-1X
T-866 bolt, round, connected with brace 8.12", T-86X-1X
T-906 bolt, round, connected with brace 8.12", T-90X-1X
T-964 bolt, round, separate 7", T-96X-1X
T-17x9 bolt, 10.25", C2604xxxx

[edit] AMC T-10 ID clues

  • The T-10 "V" series 2:43 and 2:64 were wide ratio and used until from '66 to early '68.
  • In '68 they went to the 2:23 close-ratio transmissions on all cars (except the SST/AMX which was close ratio, but used the 2:64 first gear). This was continued up to 1974. This is why the above way of identification of T-10s might not always be correct.

[edit] AMC T-10 ratios

  • 2:23 "V" has 5 grooves on input shaft
  • 2:43 "P" has 4 grooves on input shaft
  • 2:43 "S" has 1 groove on input shaft (Super T-10)
  • 2:64 "T" has 3 grooves on input shaft

Some cases also have a machined boss on the lower drivers side toward the front with the date code stamped into them.

The T-86 has a horizontal brace between the shift lever bosses (not a low ridge, it extends nearly to the ends of the bosses. T-96 may have a casting mark) and has six bolts (instead of four like on T-96) retaining the top cover.

[edit] Resources

T-10
AMC/Rambler transmissions
Crankshaft Coalition wiki articles



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