The new Cruisomatic had a 2.4:1 Low gear ratio and a 2.1 1 torque converter ratio, resulting in a maximum starting gear ratio of 5.04, a bit better than the new Fordomatic.
1963 ford falcon transmission manual#
Note that both of these are well below the typical manual first gear ratios of the times. That was almost as good as the Powerglide’s 4.73:1 max gear ratio at start. Low (starting) gear had a 1.75:1 ratio, and the torque converter had a maximum stall ratio of 2.6, meaning that the maximum effective starting gear ratio was 4.55:1. The new Fordomatic had an aluminum case, and a simpler two-speed planetary gearset. Also note that Chrysler’s two-speed Powerflite was also available on the large cars through 1961 (but not with the six starting in 1960). Note that the new two-speed Fordomatic was the only automatic available with the six and the base 292 V8 on the ’59 full-size cars. And was essentially the template for Chrysler’s Torqueflite (1958) and eventually GM’s THM400/350, starting in 1964.īut for 1959, Ford introduced an essentially all-new smaller, lighter, simpler and cheaper two-speed Fordomatic, undoubtedly in advance of the 1960 Falcon and Comet.
I’m not going to go into detail into these, but let’s just say that the 1951 Fordomatic begat a long line of offspring. These were dubbed “Cruiseomatic”, and eventually were developed into the FMX, the XT-LOD, and overdrive unit first built in 1962, but not produced until 1979, and later called FIOD and then AOD. The original Fordomatic was developed into the MX/FX automatics for 1958, the MX for the larger V8 cars and the FX for the smaller V8s. But it was still a two speed for the most part. Towards the end of the original Fordomatic’s life, its three-speed capability was marketed more as in this description from the 1957 brochure. As is dropping it into Low for faster getaway.
1963 ford falcon transmission full#
But it started in second gear, unless the shifter was dropped into Low, which was not recommended for regular use.Īt some point after 1951, a full throttle start would also drop the transmission into Low from 2nd, but that feature is clearly absent in this description here. This unit, dubbed the Ford-O-Matic, was a simpler and cheaper unit, and was in essence the prototype of all future/eventual US automatics, by using a torque converter with a threes peed Ravigneaux planetary gearset. So Ford licensed another design by the Warner Gear Division of B/W. Studebaker wouldn’t share the rights to the DG with Ford, who was desperate for an automatic, as Chevy had their Powerglide since 1950. But it was not the automatic developed by B/W’s Detroit Gear (“DG”) division, which was developed for Studebaker (“Automatic Drive”) and was more sophisticated, with a lock-up top gear for better cruising efficiency. The original arrived in 1951, and was a Borg-Warner design. Let’s clarify a key point here: there were two distinct and different automatics called “Fordomatic”. A lot of big Ford sedans soldiered along with the Fordomatic during these years, as many buyers preferred not to spend the extra money on the three-speed Cruiseomatic. But the Fordomatic was the only automatic available on the big Fords with sixes during these years as well as the base V8 in 1959, and was the base automatic for all V8s from ’60-’63, except the top power option. Yes, the “new” Fordomatic was of course also used on the lighter Falcon, Fairlane and their Mercury counterparts. And that prior to 1959, the previous-generation Fordomatic only used two gears unless one manually employed Low, which was not recommended for longevity. Well, that was the case starting in 1964, but it’s easy to forget that many big Fords between 19 came only with the the two-speed Fordomatic. There’s a very common tendency to assume that Chevys equipped with the two-speed Powerglide were uncompetitive because the main competition all had three-speed automatics.
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