Transmission identification
From Crankshaft Coalition Wiki
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==Preamble== | ==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. | 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. | ||
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=Automatic transmissions= | =Automatic transmissions= | ||
| − | ===AMC automatic transmissions, | + | ===AMC automatic transmissions, 1972-'06=== |
<table border="1" cellpadding="2" cellspacing="0"><tr bgcolor="#FFF8DC"> | <table border="1" cellpadding="2" cellspacing="0"><tr bgcolor="#FFF8DC"> | ||
<td align="center" valign="center">'''Model'''</td> | <td align="center" valign="center">'''Model'''</td> | ||
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</tr> | </tr> | ||
<tr> | <tr> | ||
| − | <td align="center" valign="center">999</td> | + | <td align="center" valign="center">999 (32RH)</td> |
<td align="center" valign="center">Chrysler</td> | <td align="center" valign="center">Chrysler</td> | ||
<td align="center" valign="center">Aluminum</td> | <td align="center" valign="center">Aluminum</td> | ||
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<td align="center" valign="center">oil/water</td> | <td align="center" valign="center">oil/water</td> | ||
<td align="center" valign="center">232/258</td> | <td align="center" valign="center">232/258</td> | ||
| − | <td align="center" valign="center"> | + | <td align="center" valign="center">1980–2002</td> |
<td align="center" valign="center">Jeep</td> | <td align="center" valign="center">Jeep</td> | ||
</tr> | </tr> | ||
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<td align="center" valign="center">4</td> | <td align="center" valign="center">4</td> | ||
<td align="center" valign="center">oil/water</td> | <td align="center" valign="center">oil/water</td> | ||
| − | <td align="center" valign="center">242</td> | + | <td align="center" valign="center">242 (4.0L) </td> |
<td align="center" valign="center">1987–'06</td> | <td align="center" valign="center">1987–'06</td> | ||
| − | <td align="center" valign="center">Jeep</td> | + | <td align="center" valign="center">Jeep (Cherokee and 1993 Grand Cherokee)</td> |
</tr> | </tr> | ||
<tr> | <tr> | ||
| − | <td align="center" valign="center">42RE</td> | + | <td align="center" valign="center">A500SE/42RE/44RE</td> |
<td align="center" valign="center">Chrysler</td> | <td align="center" valign="center">Chrysler</td> | ||
<td align="center" valign="center">Aluminum</td> | <td align="center" valign="center">Aluminum</td> | ||
<td align="center" valign="center">4</td> | <td align="center" valign="center">4</td> | ||
<td align="center" valign="center">oil/water</td> | <td align="center" valign="center">oil/water</td> | ||
| − | <td align="center" valign="center">242</td> | + | <td align="center" valign="center">242 (4.0L) </td> |
| − | <td align="center" valign="center"> | + | <td align="center" valign="center">late 1993-2004</td> |
<td align="center" valign="center">Jeep (Grand Cherokee only)</td> | <td align="center" valign="center">Jeep (Grand Cherokee only)</td> | ||
</tr> | </tr> | ||
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<td align="center" valign="center">4</td> | <td align="center" valign="center">4</td> | ||
<td align="center" valign="center">oil/water</td> | <td align="center" valign="center">oil/water</td> | ||
| − | <td align="center" valign="center">All | + | <td align="center" valign="center">All</td> |
<td align="center" valign="center">1956–'57</td> | <td align="center" valign="center">1956–'57</td> | ||
</tr> | </tr> | ||
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<td align="center" valign="center">oil/water</td> | <td align="center" valign="center">oil/water</td> | ||
<td align="center" valign="center">196/250/287/327</td> | <td align="center" valign="center">196/250/287/327</td> | ||
| − | <td align="center" valign="center">1957–'64</td> | + | <td align="center" valign="center">1957–'64, -62 196*</td> |
</tr> | </tr> | ||
<tr> | <tr> | ||
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<td align="center" valign="center">3</td> | <td align="center" valign="center">3</td> | ||
<td align="center" valign="center">air</td> | <td align="center" valign="center">air</td> | ||
| − | <td align="center" valign="center">196</td> | + | <td align="center" valign="center">196/232</td> |
| − | <td align="center" valign="center"> | + | <td align="center" valign="center">1962*–'65</td> |
</tr> | </tr> | ||
<tr> | <tr> | ||
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</table> | </table> | ||
<br> | <br> | ||
| + | |||
| + | NOTE: "M-10" is not an official designation. This is what most AMC/Rambler people call the M-8 that has a Throttle Valve (TV)/kick-down cable instead of a vacuum modulator and electric kick-down. The M-35 also uses a TV cable. Transmissions with a TV cable MUST have the cable adjusted properly and freely moving to work correctly. Not having a TV cable connected, moving freely, and not adjusted can severely damage the transmission. | ||
| + | |||
| + | TV cable should move in and out easily when the end is gripped between thumb and one finger. On an AMC the cable moves in as throttle is pressed, is fully out at idle. Adjustment procedure is to make sure carb fast-idle is OFF, then adjust clevis to a "loose pin fit" (pin easily slides in/out with no pressure on cable or throttle linkage), then adjust clevis two turns longer. You can go +/1 one turn to tune shifting (longer = harder shifts, shorter = softer), but much longer than three turns and you will find the trnas down-shifting too soon, such as when cruising up a hill at higher speeds. | ||
| + | |||
| + | *Early models with 196 (195.6) use the M-8, most 62s will use the M-35. | ||
===Jeep automatic transmissions, 1971-back=== | ===Jeep automatic transmissions, 1971-back=== | ||
| − | Borg Warner automatic transmissions were used with the 230 OHC Jeep Tornado engine in the | + | Borg Warner M-8 automatic transmissions were used with the 230 OHC Jeep Tornado engine in the Jeep pickup and Wagoneer. |
| − | The Buick 350 V8, 225 V6, and AMC 327 V8 engines used a | + | The Buick 350 V8, 225 V6, and AMC 327 V8 engines used a Buick Nailhead pattern TH400 during the mid-to-late 1960s. The Nailhead pattern trans stayed in production after the Nailhead engine as the "Universal" TH400 due to the shallow bell, which allowed room for a thick adapter. It was also used by many other manufacturers such as Rolls Royce and Jaguar with an adapter ring. The AMC engines also used the TH400 with an adapter from 1969 until late 1973 when GM cast an AMC specific case (and discontinued the Universal TH400). 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 | + | The 232 AMC straight six engine used in 1968 to 1971 Jeeps 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". Transmission corresponded to the size engine, same as AMC car usage. |
==Transmission dimensions== | ==Transmission dimensions== | ||
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<br> | <br> | ||
;Bellhousings<nowiki>:</nowiki> | ;Bellhousings<nowiki>:</nowiki> | ||
| − | *Small-block (260, 289, 302, 351W, and 351C) | + | *Small-block (260, 289, 302, 351W, and 351C - includes the 1980+ 200 and 250 six) |
*FE-series big-block (332 to 428) | *FE-series big-block (332 to 428) | ||
*385-series (429 and 460 and 335-series 351M and 400, which shared the same bellhousing pattern) | *385-series (429 and 460 and 335-series 351M and 400, which shared the same bellhousing pattern) | ||
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[[Image:Cruise-O-Matic_I_D_7.jpg]] | [[Image:Cruise-O-Matic_I_D_7.jpg]] | ||
| − | == | + | ==Ford-O-Matic== |
| − | Introduced in 1951, the | + | Introduced in 1951, the Ford-O-Matic series of three-speed automatics (which includes the FMX) was apparently financed by Ford while designed by Borg Warner (see Borg Warner Corporate History) Variations of this design were used in Ford, Lincoln and Mercury passenger cars, also in Ford F150 trucks until 1979. |
They came in three configurations: | They came in three configurations: | ||
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*FMX transmissions filler tube slid into the main case. | *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 Ford-O-Matic/Cruise-O-Matic/Merc-O-Matic and FMX transmissions (and those Borg Warner units that were not made by Ford for 'other make' vehicles) are easily identified by their general 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. Alto's offers their premium "Red Eagle" friction and "Kolene" steel plates, along with bronze lined friction plates and several different types for shift kits for FMX transmissions. A specialized automatic transmission rebuilding shop can rebuild these torque converters to suit a variety of non-stock applications. Ford-O-Matics were also offered with all three bolt-common V8-pattern bellhousings. Ford developed "Type F" transmission fluid when they took over full production of the unit and named it "FMX". Type F fluid has added friction modifier chemistry to reduce slip & improve durability. It will effect a more firm feeling shift, therefore it is not recommended for those transmissions which specify Dexron only. Cast aluminum FMX transmission pans having fins for increased cooling of the fluid used to be made when these transmissions were more common. Nowadays, one of the best higher performance add-ons for the FMX type transmission is an auxiliary cooler mounted with the radiator, to help prevent the transmission fluid from overheating under hard use. |
==C3/C4/C5/C6/AOD series comparison== | ==C3/C4/C5/C6/AOD series comparison== | ||
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==Mopar automatic transmissions== | ==Mopar automatic transmissions== | ||
| − | + | ===MOPAR automatic transmission gear ratios=== | |
| − | [[ | + | <table border="5" cellpadding="5" cellspacing="0" height="15" width="500"> |
| − | + | <td>'''727'''</td><td>2.45</td><td>1.45</td><td>1.00</td><td></td><td><br></td> | |
| + | <tr><td>'''904'''</td><td>2.70</td><td>1.54</td><td>1.00</td><td></td><td><br></td></tr> | ||
| + | <tr><td>'''518'''</td><td>2.45</td><td>1.45</td><td>1.00</td><td>0.69</td><td><br></td></tr> | ||
| + | <tr><td>'''500'''</td><td>2.74</td><td>1.54</td><td>1.00</td><td>0.69</td><td> | ||
| + | </table> | ||
| + | <br><br> | ||
| + | ===MOPAR automatic transmission dimensions=== | ||
| + | [[File:MOPAR TRANNYDIMENSIONS.jpg]] | ||
| + | <br><br> | ||
| + | ===Images of MOPAR automatic transmission cases=== | ||
[[Image:Mopar_Automatic_A518_727_904.jpg]] | [[Image:Mopar_Automatic_A518_727_904.jpg]] | ||
| − | A518/A618 left, A727 center, A500 right. | + | A518/A618 (46-48RH/RE) left, A727 (36RH) center, A500 (40RH. 42RH, 42RE, 44RE) right. A518/618 and A500 are overdrive versions of the A727 and A904/998/999 - the overdrive section interchange but have their respective applications (long housing is usually found in 2WD Dodge Ram, Dakota, and 2WD Jeep Grand Cherokees) - 1998-07 will have only one speed sensor |
=Manual transmissions= | =Manual transmissions= | ||
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===TKO 500/600=== | ===TKO 500/600=== | ||
[[File:HurstTKOSchematic.jpg]] | [[File:HurstTKOSchematic.jpg]] | ||
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==AMC manual transmissions== | ==AMC manual transmissions== | ||
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:'''Jeep''': | :'''Jeep''': | ||
*Internals from a T-18 can be put in a T-98 case, case length 11.87" | *Internals from a T-18 can be put in a T-98 case, case length 11.87" | ||
| − | * Cast iron case, first not synchronized. | + | * Cast iron case, first and reverse are not synchronized. |
*Original Ford truck part number on case T18-1X or 13-01-065-9XX | *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.) | *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.) | ||
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*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. | *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. | ||
<br> | <br> | ||
| + | |||
===T-18A=== | ===T-18A=== | ||
*The Jeep T-18A was wide ratio with 6.32:1 first gear. | *The Jeep T-18A was wide ratio with 6.32:1 first gear. | ||
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*Internals from a T-18 can be put in a T-98 case. | *Internals from a T-18 can be put in a T-98 case. | ||
*T-98 was used in Jeep, Ford, and IH trucks. | *T-98 was used in Jeep, Ford, and IH trucks. | ||
| − | *Gear ratios: 6.40 3.09 1.69 1.00 | + | *Gear ratios: 6.40 3.09 1.69 1.00 7.82 (Rev.) |
<br> | <br> | ||
| + | |||
===T-150=== | ===T-150=== | ||
*See 150-T | *See 150-T | ||
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**Gear ratios: 3.39 2.33 1.44 1.00 0.79 4:47 (Rev.) | **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. | *AX15 with aluminum intermediate plate, used with Jeep 6 cylinder engines after 03/03/89 to the present. | ||
| + | *NV3550 (derivative of the NV3500), 2001+ Jeep | ||
<br> | <br> | ||
| + | |||
===General=== | ===General=== | ||
*All manual transmissions up to '71 have a 10-spline output. | *All manual transmissions up to '71 have a 10-spline output. | ||
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*1967 and later V8s (290/304/343/360/390/401) have a different pattern than '66 and earlier V8s (250/287/327 only). | *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. | *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. | + | *Some early 1972 models might have the old six bellhousing pattern. This includes the 258 six. |
*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. | *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 Jeep 4.0L bellhousing will work with the '72-up AMC inline 6 - 4.0L bellhousing has a machined hole for the crankshaft position sensor. |
*The 4-cylinder uses same Ford-style transmission as sixes/V8s but has a GM bolt pattern on the engine side. | *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" | *The 6-cylinder bellhousings are 6.5", V8 is 8" | ||
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*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. | *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. | ||
<br> | <br> | ||
| + | |||
===Shifters=== | ===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. | *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. | ||
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<td align="CENTER" valign="CENTER">T-15A</td><td align="CENTER" valign="CENTER">3spd</td><td align="CENTER" valign="CENTER">S</td><td align="CENTER" valign="CENTER">J304/J360</td><td align="CENTER" valign="CENTER">1972-'79</td></tr><tr> | <td align="CENTER" valign="CENTER">T-15A</td><td align="CENTER" valign="CENTER">3spd</td><td align="CENTER" valign="CENTER">S</td><td align="CENTER" valign="CENTER">J304/J360</td><td align="CENTER" valign="CENTER">1972-'79</td></tr><tr> | ||
| − | <td align="CENTER" valign="CENTER">T-18</td><td align="CENTER" valign="CENTER">4spd</td><td align="CENTER" valign="CENTER">N</td><td align="CENTER" valign="CENTER">J258/J304/J360</td><td align="CENTER" valign="CENTER">1971-' | + | <td align="CENTER" valign="CENTER">T-18</td><td align="CENTER" valign="CENTER">4spd</td><td align="CENTER" valign="CENTER">N</td><td align="CENTER" valign="CENTER">J258/J304/J360</td><td align="CENTER" valign="CENTER">1971-'76</td></tr><tr> |
<td align="CENTER" valign="CENTER">T-18A</td><td align="CENTER" valign="CENTER">4spd</td><td align="CENTER" valign="CENTER">N</td><td align="CENTER" valign="CENTER">J258/J304/J360</td><td align="CENTER" valign="CENTER">1976-'79</td></tr><tr> | <td align="CENTER" valign="CENTER">T-18A</td><td align="CENTER" valign="CENTER">4spd</td><td align="CENTER" valign="CENTER">N</td><td align="CENTER" valign="CENTER">J258/J304/J360</td><td align="CENTER" valign="CENTER">1976-'79</td></tr><tr> | ||
<td align="CENTER" valign="CENTER">T-150</td><td align="CENTER" valign="CENTER">3spd</td><td align="CENTER" valign="CENTER">S</td><td align="CENTER" valign="CENTER">J232/J258/J304</td><td align="CENTER" valign="CENTER">1976-'79</td></tr><tr> | <td align="CENTER" valign="CENTER">T-150</td><td align="CENTER" valign="CENTER">3spd</td><td align="CENTER" valign="CENTER">S</td><td align="CENTER" valign="CENTER">J232/J258/J304</td><td align="CENTER" valign="CENTER">1976-'79</td></tr><tr> | ||
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*[http://www.charlietranny.com/AMC.htm AMC ] and many "orphan" transmissions | *[http://www.charlietranny.com/AMC.htm AMC ] and many "orphan" transmissions | ||
;Crankshaft Coalition wiki articles | ;Crankshaft Coalition wiki articles | ||
| + | *[[Torque converter]] | ||
*[[General Motors transmissions]] | *[[General Motors transmissions]] | ||
*[[Transmission lube]] | *[[Transmission lube]] | ||
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[[Category:Transmission]] | [[Category:Transmission]] | ||
[[Category:Identification and decoding]] | [[Category:Identification and decoding]] | ||
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