Bellhousing and Overdrive info

[Oldschool]

OVERDRIVES
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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
Hornets & Gremlins with 150-T.
British made Laycock-DeNormanville overdrive is the same
as used in many MG and Triumph models.
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 pretty much worked like a two
speed automatic -- direct drive and overdrive.
It has a sliding clutch assembly to engage OD instead
of a band as used in an auto trans or locking pawl
as used in the BW units.
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.
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 kick it out of OD. This switch is usually
mounted on the accelerator linkage.
T-89 was fitted with a BW overdrive unit on the rear.
These didn't bolt to just any tranny, there was an adapter
about an inch thick (25-26 mm) that went between the tranny
and OD unit. The output shaft of the tranny was a short
length and splined to fit into the OD unit as well.

The Saturn Overdrive (originally produced by Warn) is a bolt on
0.75:1 overdrive for Jeeps equipped with the Dana 18
transfer case.



T-10 FOUR SPEED RATIOS
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series 1st 2nd 3rd
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CC (GM) 2.88:1 1.91:1 1.33:1
EE (GM) 2.88:1 1.74:1 1.22:1
EE (GM) 2.43:1 1.34:1 1.13:1
OD (GM) 2.23:1 1.23:1 0.94:1
P (AMC) 2.43:1 1:76:1 1:46:1
Q (Ford) 2.64:1 2.10:1 1.60:1
S (AMC/GM/*) 2.43:1 1.61:1 1.23:1
T (AMC) 2.64:1 2:10:1 1.46:1
V (AMC/*) 2.23:1 1.77:1 1.35:1
W (GM/*) 2.64:1 1.75:1 1.33:1
X (aftermarket) 2.64:1 1.61:1 1.23:1
Y (aftermarket) 2.88:1 1.74:1 1.33:1
Z (GM) 3.42:1 2.28:1 1.46:1
U (GM/*) 3.42:1 2.28:1 1.46:1

* = were also available aftermarket
The drive hears vary pretty much by first-gear ratio but the first
on the cluster is the same for all but the last.
"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"






HOW TO ID AMC MANUAL TRANSMISSIONS
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Get the number of cover bolts and the shape of the shifter bosses
(where the shifter enters the trans) for the ID.

model - additional info - main case length - case #
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T-86 6 bolt, round, connected with brace 8.12", T-86X-1X
T-90 6 bolt, round, connected with brace 8.12", T-90X-1X
T-96 4 bolt, round, separate 7", T-96X-1X
T-14 6 bolt, 1/2 round, separate 8.68", 13-02-065-9XX or T14X-1X
T-15 8 bolt, 1/2 round, connected 10", 13-07-065-9XX or T15A-1X
150-T 9 bolt, round, small & large section 9.18", 260XXXX
T-170 9 bolt, 10.25", C2604XXX
SR-4 Aluminum case, 9.25", 13-32-065-9XX or 13-40--065-9XX
T-4 Aluminum case, 9 3/16", 13-51-065-9XX or 13-52-065-9XX
T-5 Aluminum case, 9 3/16", 13-51-065-9XX or 13-52-065-9XX


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
(instead of four like on T-96) bolts retaining the
top cover.
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 them.


BELLHOUSING NOTES
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'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.
The Jeep 4.0l bellhousing will work with the '72-up AMC six.
The four cylinder uses same ford-style trans as sixes/v8s but
have agm 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 '70s.)
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 70s-'83 which
had patterns drilled for T-96+T-14/T-4+T-5+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,
some are also with 150-T). The original Ford bellhousing
wont work.
The AMC 150 has a GM 2.8 60-degree bellhousing.

There has been a report of a t10/early-six bell
('mexican' bellhousing). It's definitely the right shape
for a GM bolt pattern, though not drilled, but no GM trannies
with an 8" input shaft that seem to work with it.
If you own/know a car with this bell, get in touch.



SHIFTERS
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While the transmissions may be from different manufacturers,
the shifter is AMC and is the same setup for both
Borg-Warner and Tremec.

[ColoFreeJeeper]

Thanks.