|AMC Transmission Specifications
|1974 Transmission Applications
was collected and posted to the AMC-List by Antti-Ville Nauha (Pori, Finland)
|The information below is not intended to be "Gospel". It is presented as a guide, with the intention of being as complete and accurate as possible. If you find any errors, please email me.
|AMC Manual Transmissions
Non-synchro transmissions DO
have a synchronizer, but only one. It is between 2nd and 3rd only. It doesn't
work well at high rpms if at all, but nonetheless is there.
T-96 used also in Jeeps
(CJ2->), Studebaker sixes, and early Falcons.
T-96J was only used by AMC (much harder to find parts for).
T-96J was used in Rebel & American in
'67 as well as '70-'72 Hornets &
T-96J is a hd version of the T-96 with a larger mainshaft and bearings
and different gearing.
T-96J Some were prone to
premature failure due to improper hardening of internal
shafts circa 1971
T-86 used also by Ford with
T-86 has top cover 6 bolts like
T-86 was a hd option behind the
196, stock all got T-96.
T-85/89 is a big veefy 3spd
used with many early-mid '60s engines.
T-85/89 also used by Ford with
o/d. (390) used by Olds mid '60s. (394)
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
(stagered ) not inline like the T-10 & 85 .
T-14 replaced the T-86 behind
290s starting in '68. Also in '68 the 232
moved up to the t-14 and the 290 moved up
to the t-15.
All manual transmissions up to
'71 have a 10-spline output.
T-10 is always 10-spline.
*T-14 '68-'70 (coarse) splines interchange
*T-14 '71-'72 (coarse) splines interchange
*T-14 '73-'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 first] and perhaps that accounts
for the last two numbers.
*T-14 No pattern for gear use
[six vs. 304, gremlin vs. matador]; it simply seems
to be 'top o' the pile', in best AMC tradition.
T-14/T-15 are both 10 spline
but T-14 (and T-96) are 10x15/16 where the T-15 is 10x1 1/8. Bold parrent/shaft
length are also different.
T-15 has an almost square
pattern, 5.75x6" also common for T-86
(and Jeep T-14)
T-15 is propably biggest 3spd
ever used in cars.
*T-15 was used in Jeeps until
'75, and in some IH Harversters/Scouts
T-15 was the fleet/hd option
for 232 Rebels and Ambos.
T-10 and T-89 bolt patterns
look very similar also to '49-'64 Ford pattern.
T-10 was used almost by every
US car company in some point in time.
T-10 '66-'70 used Large (
diameter, thicker) bearing cap, with the
10-1/2 inch clutch with long through out bearing.
T-10 '71-up used Small
(diameter, thinner) bearing cap, with the
11 inch clutch with short trough out bearing. This
was also the same bearing that T-96 and T-14 used.
T-10 that AMC used was
"P" series '65-'66, "T" series '67-early'68,
and "V" series from late '68 until they quit using it.
T-10 Ford case looks the same,
but the bottom left bolt hole is kicked
out toward the drivers 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 can not be used. But most internals of the Ford,
should work since they use the basically same case.
(though are geared differently)
T-10 1970 some applications in
Javelins use the National -8169-S rear seal rather
than the commonly called for seal part number.
T-10 used by AMC '73/'74 was
also known as "Super T-10" as reaction
to GM moving on to Muncie (redesigned T-10, in-house in '64)
T-10 Super aluminum cases are
good for ~14lbs savings over iron
T-10 Super were available in
three series (AMC may have used):
SI dated from ~'66
SII dated from ~'74
SIII dated from '78
Bearing retainer thickness is a clue and SIII cluster shafts are bigger,
1" vs 7/8".
SR-4 was also used with 304s in
'79 Spirit GT/AMX's! (it's ONLY good for
220 ft lbs.)
SR-4 AMC is pretty much the same
as the Ford versions.
T-5 from a Mustang will fit any
AMC engine if you get the bellhousing from
SR-4 ('76-'81), T-4 ('82-'88) or T-5 ('83-'88), and the
throw out arm and bearing, from the same bell.
Also the front bearing retainer is needed, if you don't want
to modify the Mustang part. Right clutch disc with the
correct # of splines that also fits the pressure plate you're
using, and the pilot bearing is also needed.
The 150-T (Tremec) is a Ford
Toploader design. All the big three used them
in the late '70s; A toploader 4spd will slip right into the
bellhousing and clutch. Also the output spline is the
same  - the 150t is ford all the way.
From compact to midsize cars the trannies are the same length
as the 3spd. '77-'79 Granadas have an O/D
version and the later aluminum O/D input
shaft is 5/8" longer. Big engine
fords have a 1.375x10 spline input and 31-spline
output Iron Duke 2.5L and the AMC 150cid equipped Jeeps are all equipped
with a hydraulic clutch assembly, as are the Cherokee
and Wrangler sixes (GM 2.8, 4.0, 4.2). HR-1 (by BW) was the tranny used by
Porsche/Audi 121cid and it has
a unique bolt pattern.
T-96 shaft length is 6.5"
T-14 shaft length is 6.5"
T-15 shaft length is 8"
T-10 shaft length is 8"
The flywheel was changed in the
sixes '71(153->164 teeth) and
this coincided with the bellhousing going to the V8 size/pattern.
Borg Warner OD was available from early '60 to '69, and
during '70-'73 there wasn't
one available. Laycock-DeNormanville OD was available '74-'76 but only for the
six cyls with 150-T. The T-89 also was used with the 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.
|T-10 FOUR SPEED RATIOS
|* = were also available aftermarket
The drive gears vary pretty
much by first-gear ratio but the first on the cluster is the same for all but
"V" series was used '66-'68 with 2:64 and 2:43 1st gear.
These were wide ratio trans.
"U" series also had
34 tooth first driven by 18 on the cluster. Later
when GM used it on the assembly line the tooth count
was changed to a stronger 30 driven by 16 . Some T-10's were Super T-10's
with alumnium mainbodies.
"Z" series were all SIII, but to simplify
rebuilding Warner came up with a set of
parts that would work in a
* SII (7/8" cluster shaft) case, this maybe "U"
There are ways to tell
T-10's apart for example:
2:23 "V" has 5
grooves cut into the input shaft,
2:43 "P" has 4 grooves cut into the input shaft,
2:64 "T" has 3 grooves cut into the input shaft,
2:64 "W" Super T10 has 1 groove cut into the input shaft.
2:43 "S" Super T10 also has just 1 groove.
Some cases also have a machined
boss on the lower drivers side toward the front with the date code stamped into
|HOW TO ID AMC MANUAL TRANSMISSIONS
|Get the number of cover bolts and the shape of the shifter bosses (where the shifter enters the trans) for the ID.
||MAIN CASE LENGTH
||6 bolt, round, connected with brace
||6 bolt, round, connected with brace
||4 bolt, round, separate
||6 bolt, 1/2 round, separate
||8 bolt, 1/2 round, connected
||9 bolt, round, small & large section
'67 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
bell and consequently the length of the transmission
input shaft. They can be interchanged. Some early '72 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 (eg. '75-'76) can
be a tossup, though. The Jeep 4.0L bellhousing will work with the '72-up
The four cylinder uses same
Ford-style trans as sixes/V8s but has a
GM bolt pattern on the engine side.
The six cylinder bellhousings
are 6.5", V8 is 8"
T-96, T-14 [in cars],
SR-4/T4/T5 and 150-T are 'short'; T-89, T-86, T-10, and T-15 are 'deep'.
Some 304s in the small cars
used the six cylinder bell. (for example, the
SR4 equipped 304) (and T-14 equipped, early-mid
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 Ford bolt patterns. (meaning the one AMC used as well)
AMC used a multi-pattern
bellhousing from the late 70's through at least 83 had patterns drilled for
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.
The AMC 150 has a GM 2.8
While the transmissions may be
from different manufacturers, the shifter is AMC and is the same setup for both
Borg-Warner and Tremec.
|AMC Automatic Transmissions
|Hydramatic||iron||4||oil/water||(6 cyls) '50-'56
(Toronado OHC J230)'65
|"J" in front of the engine CID means JEEP tranny. "X" in front of
the engine CID means used in both passanger and JEEPs.
Hydramatic transmission was called Dual Range Hydramatic and it was available only on 6cyl Nash, Hudson,
and Rambler cars 50-56. Hydramatic was called the Flash-away starting '56. Gear
ratios were: 3.96:1 - 2.55:1 - 1.55:1 - 1:1 & 4.30:1(R). Hydramatic was
built by GM and was used in 6 cyls for '54-'56 and during '57 this dual coupling
automatic was available only on the 250/327 V-8 equipped cars. '57 6 cyl
Ramblers had begun using B/W automatic tranny called Flash-o-Matic. The 250-v8
was introduced in 1956 & the 327-v8 in 1957. Hydramatic had the oil dipstick
under the floor until 1954 and for '55-'57 it was moved under the hood.
Hydramatic was used in almost everything American car in the early '50s - even
GMC M135 army trucks used in Korea. It was virtually the only automatic
available back then. A disastrous fire in the factory forced makers to develop
their own autos and ended its reign. Hydramatic copy was used by Rolls Royce
into the mid '60s when they switched to the TH-400.
Ultramatic was built by Packard and used in Packard powered Hudsons, 2 speed with lock up torque
convertor, water cooled, propably the worst transmission ever built.
On all BW air-cooled trannies, the cooling is supplied by a "shroud" made onto
the torque convertor. The air inlet is on the passenger side of the bellhousing.
Don't mess with this or remove any parts, as the tranny will overheat without
this system working properly. From '57 to '67 the BW automatic was called
"Flash-O-Matic" and from '68-'71 it was called "Shift
Command". There was a change in the way the trans shifted that led to the
later name change. Flash-O-Matic has L, D1, D2, N, R, P. D1 starts in first
gear, D2 starts in second gear. They can also be manually shifted. Shift Command
has the capability of manually shifting each gear, and is the now traditional L,
2, D, N, R, P. The idea of starting in second was to prevent excess wheel spin
on slippery surfaces. These trannies could be manually shifted as well. Most
earlier transmissions were single range, L,D,N,R,P. None of the BW trannies will
shift down into Low unless speed is 25MPH or less, so there no real danger in
manually shifting the tranny. Cast Iron trannies are heavier and more heavy duty
than their aluminium counterparts.
Borg-Warner aluminum automatics and the T-96
manual have the same spline and are the same length. M-3X transmissions are all
air cooled via torque convertor. M-34/35 both have cable shift. M-34/35 is also
known in the industry as T35. M-35 is prone to cable shift jamming, the cable
should easily move with low force in and out an inch or so, or it won't shift
right. M-35 has both front and rear pump so it can be push/pull started (driveshaft
turns the pump). M-35 is prone to the rear band partially applying when it's not
supposed to and wearing out the rear band. The fix for this is to drill a small
hole (.020") thru the rear servo piston. This might work on other M-3X
series trannies as well.
M-35 planetary gearset is a Ravigneaux type with
primary and secondary sun gears, primary and secondary planet pinions and a ring
gear. M-35 rear servo is a pressure apply / spring release type. M-35 front
servo is a pressure apply / pressure release type with unequal piston areas.
M-35 the clutch is oneway and located between the center support and the planet
carrier. M-35 front clutch is a multi-plate type which is engaged in all forward
gears. M-35 rear clutch is similar in construction to the front clutch but
with a large diameter piston and a coil type return spring.
M-35 can be beefed up by using BW-51 (Aussie Ford Falcon XF) valve body, which changes the shift
pattern to start in first gear and allows a partial-throttle change-down. Also
heavy duty clutch plates, heavy duty clutch spring and heavy duty raybestos bands are available for the
same car. Also the 3rd and reverse drum can be replaced with a larger fitting
unit from a late model BW-35/BW-65 and fitting flexibrake rather than fixed band
(gives a much smoother shift). M-37 and manual T-96 have the same number of
splines. M-35 and manual T-96 also have identical universal yokes. M-37 has
bosses on the case for oil cooler lines. These same ones are on the later
oil/water-cooled trans. Inside there is a boss with a blind hole that accepts a
tube that goes to the pump. The tube from the M-40 should fit the M-37 (and the
fittings from the outside of the case). On the M-37 the tube is straight and
goes to the valve body where there is a ball and spring valve, and then right
out into the pan. On the M-40 it pumps it through the cooler, then back to the
inlet to the rear of the trans, which is just an open drain. The cooler is
enough to stop passive draining. On the M-37 the rear pump hole is just blocked off
with an adapter plate. M-40 case might not be this way as it was recast and has
a different dipstick location that is IN the case. The M-37 tube is hooked to
the oil pan.
M-4X series were basically heavy-duty versions of M-37 with new
oil/water cooling. Which means the oil flows thru the radiator and water cools
the oil, and the oil cools the trannny. M-8/10/11/12 series trans are all very
similar to the Fordomatic, especially the M8/10. M-8/10 were also used behind
the 6 cyl prior to 62. M-1X has cast iron case which is the trick to being much
stronger than the other series. The servo arms that hold the bands push againts
the case. The inards in the cast iron units are much larger and stronger than
those used in the aluminum case trannies and nothing interchanges. M-11B has an
oval shaped tag and the M12 is more square. Both have the model number stamped
on them. M-12 was used in '71 with 360cid but only along with 3:54:1 rear. All
other ratios with 360cids got the M-11B.
TF-904/998/727 is a Chrysler tranny that
was used for many years in all Chrysler products. The internals exchange easily,
but the exterior is AMC only. TF-904 is light duty and was originally used with
Chrysler 4 and 6 cyl engines starting 1960, some early 273 V8s also got this
tranny. Also some mid-size Chryslers with 318 got this tranny. TF-904 has 3
pinion planetaries and a single wrap rear band. TF-904 was available with in 2
ratios, a wide ratio with four cylinder engines, a standard ratio 904 with
sixes. TF-904 uses the same output shaft and seal as the T-4 and T-5. TF-909
used in Jeeps, is a 904 with a lock-up torque converter. TF-998 was only used
behind the 258 only in the Eagle. All other 258s in cars got the TF-904 TF-998
was used in all 304s in cars starting from '72 except some HD applications which
got the TF-727. TF-998 originally used with Chrysler small V8s (318). TF-998 has
a larger front servo, 4 pinion planetaries and a double warp rear band. This was
the original lock up converter tranny. TF-999 originally used with 360
Chryslers, possibly also in later FSJs. TF-999 is same as 998 except for 5 plate
front clutch, wider front band. TF-998/9 can be indentified from the 904 by the
two external ribs on the case above the rear servo. TF-727 is a very heavy duty
transmission, can hold almost anything, but on the downside is very heavy, and in
this way considered inappropriate by some for drag racing use. TF-727 was also available as a
heavy duty option in big cars with a 6 cyl. and Wagoneers with 6 cyl '80-'83 and Grand
Wagoneers from '84-'87. TF-727 was used in Jeeps from '80 - '92. TF-727 case is
16" long and 14 bolts hold in the pan. Gear Ratios 2.45(1st) 1.45(2nd))
TH-400 is a GM transmission used in various GM V8s. Gear Ratios:
2.48 1.48 1.00 2.08(r). TH-400 has two variations in output. Some were built to
bolt to the Dana 20 transfer case and some were built to bolt to the BW 13-39
"Quadra-Trac" transfer case used during the 70s. These two versions
are not compatible. TH-400 factory adapter used on the Dana 20 version is light
and prone to failure. The drive gear used with Dana 20 is not 6 spline, so you
cannot bolt a Dana 18 to this transmission. The case is 24 1/2" long and 13
bolts hold in the pan. TH-400 was used in CJs with the BW 13-39 transfer case
from 1976-1979. TH-400 was used in full sized Jeeps (SJs and J series pickups)
from the late 60s until 1979. TH-400s used in CJs and later SJ had the AMC
engine bolt pattern. TH-400 was used in the late 60s in SJs with the Buick 350,
so it had the BOP/BOC (Buick, Olds, Pontiac, Cadilac) pattern. TH-400 used early
with the AMC engines using an engine to transmission adapter. TH-400 was used in
all AMC Wagoneers.
Other BW/AW trannies include: M-35 Volvo (air cooled, '65-'75) M-55 Volvo (same
as M-35 but oil/water cooled, '75-'84) M-3X Saab 900 (pre '85) M-3X Datsun
Bluebird (pre '77) M-3X; M-6X series Rover (V8, '70-'87) M-51; M-6X Ford
Australia Falcon XF V8 ('70s) M-1X Jaguar (air cooled, pre '68) M-12 Jaguar
XJ12/XKE ('68-'75) M-65 Jaguar XJ6 ('74-'82) M-55 Isuzu/LUV ('81-'87) M-35
Mitsubishi/Hyundai ('71-'74) M-65 BMW ('74-'77) M-4X Triumph (early '70s to
early '80s) M-1X Willys Jeep ('50s-'65) M-1X (iron warners) IH ('50s-'71) M-1X
(iron warners); M-3X Postal Jeeps ('50s-'70s) M-5X is the improved version of
the M-3X series (oil-water cooled,etc.) M-3X, M-5X, most internal parts
(bands...)/ repair kits interchange. M-3X used by Saab is FWD, so none of the
exterior parts interchange M-12 used by Jaguar should be the same tranny used by
AMC, some exterior differences. M-65 used by Jaguar should is basically the same
as M-4X used by AMC with some exterior differences. Borg-Warner's Aisin-Warner
(Japanese/European) division supplied most non-US manufacturers with trannies
that were the same or very similar as the US counterparts. So most parts
interchange, though externals may differ. M-1X was used in IH with AMC 6
cylinder engines as well.
The bolt pattern for the 196 is the same as the 64 -71 199 & 232, difference
was that the 196 had different dowel pin sizes . AMC V8's emerged with the
290cid on '66 and the bellhousing was changed as well when the old rambler V8's
were dropped from production. Starting '66 V8 bells (290-401) are all the same.
Bellhousing for all engines changed '72 when AMC went from BW to Chrysler
transmissions. The bell for 6 cyls changed to match the V8. The flywheel also
went up from 153 teeth [btw a common chevy size] to 164 teeth in '72 [btw a
common ford size].
Different shifters were available in different setups, but all of them being AMC
parts. (with both BWs and TFs) The shift lever is the same for all the m-35
based trannies. There is a difference on the outside where the shift lever goes.
The earlier ones I have seen have a larger hole- and shows in a '64 exploded pic.
The later cars have a smaller hole but that should not really a problem to