Jim Smart
November 10, 2010

According to Baumann Electronic Controls, another thing to watch for is input shaft length. Some applications have a one-inch longer input shaft. Another issue is the output shaft housing bushing outside diameter. Some have a larger slip yoke, which calls for a larger output shaft bushing (F3LP casting number). Baumann says this won't adversely affect your swap because all you need is the appropriate slip yoke and you're good to go. AOD and AODE extension housings are interchangeable, which makes it even easier.

AOD/AODE high-performance units (for the '93-'96 SVT Lightning F150, for example) have a wide-ratio gear package, which means it is good for you to know where your unit came from before laying down the cash. Pull the pan and look for a drain slot in the ring gear. This is your first indication you've found a wide-ratio unit. Baumann says all AODE/4R70W units from '96-up are wide-ratio units.

When we think of AMMCO Transmissions, thoughts turn to all the clichés associated with chain-shop auto repair-shoddy quality, inaccurate estimates, and a question of trust. In light of our positive experiences with AMMCO, it's easy to see why this nationwide chain of transmission shops remains successful, trusted by thousands of customers every day.

AMMCO's network of professional auto repair shops knows how to troubleshoot and service the transmission you have, not something plucked from a warehouse full of remanufactured cores. What's more, AMMCO services only what your Mustang needs and nothing more. If it's a simple problem like a ruptured servo seal, stuck valve body piston, failed vacuum modulator, or leaking pan gasket, it's an easy fix that doesn't require a complete transmission rebuild. At AMMCO, the news isn't always bad or expensive.

Neill Evans of AMMCO in North Hollywood, California, welcomed us into his shop and introduced us to Andrew Gricol, who dropped in from another San Fernando Valley AMMCO to help with our AOD project. Andrew has 30 years of experience with automatic transmissions and knew what we needed for our street AOD build.

We're going to fit our AOD with a B&M Trans Kit and 2,400 rpm stall-speed, high-performance torque converter. The difference between a stock AOD torque converter and our B&M unit is the lock-up feature. Instead of converter/overdrive lock-up and direct drive at approximately 40 mph, the B&M converter stays in torque multiplication mode, which provides good on-demand power with a gentle nudge of the pedal.

In this article, we're not taking you through a step-by-step rebuild of an AOD transmission, but rather we're touching on the important points you need to know when it's time to rebuild an AOD for either a classic or late-model Mustang.

AOD for Classic Mustangs
It used to be challenging to put an AOD in '65-'73 Mustangs, but no more. A number of conversion kits are now available for AOD swaps. Aim for the sturdiest transmission crossmember you can find that is also easy to install. Quality and engineering speak for themselves with these kits.

Performance Automotive and Transmission Center has just about everything you need to put an AOD in your classic Mustang. The AOD Dominator Junior package, which includes transmission, is rated to 550 horsepower. It will bolt up to everything from a 289 to the 351C using a 164-tooth flexplate. You also get a custom crossmember, Lokar throttle valve cable kit, correct speedometer drive gear based on axle ratio and tire height, 164-tooth flexplate (28- or 50-ounce offset balance), locking top dipstick and tube, and available transmission cooler. Cost for the Level 2 high-performance kit and transmission is approximately $2,329 plus $40 shipping. For stock applications, it's $1,499 plus shipping. Carburetor adaptor and shift lever kit are extra.

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