What you see
here for sale is a Used Heavy Duty Ford Small Block V8 AOD 4 Speed Overdrive
Automatic Transmission- NON Electronic - No Computer Required to Run !!!
It came out of a 1989 Ford Mustang or Similar with a 5.0 Litre V8 Motor in the
Body Ford Part # E9DP-7006-AA
Tailshaft Ford Part # E0AP-7A040-BD
Handpicked from Large USA Wrecking Yard - its been rebuilt
at some time in recent past - as its had a replacement Torque
Converter Fitted (HD2 Heavy Duty) and its got real nice Clean Oil in it
- Sorry I havent test driven it and I dont know the mileage - but at this price its worth a try to run it
just as it is
with a Torque Converter & dipstick or tube supplied (NOT SHOWN IN PHOTO) - these ones fit great into Early Mustangs &
Will fit any
Ford V8 1965 to 2001 - 289, 302, 351 5.0 Litre 5.8 Litre Windsor & Cleveland
V8 Motors - great conversion transmission to add overdrive without all the
electronic bullshit .
CAN FREIGHT ANYWHERE IN AUSTRALIA BUT ONLY TO A BUSINESS ADDRESS WITH A
FORKLIFT ON THIS ITEM - OR WOULD HAVE TO BE PICKED UP FROM FREIGHT
DEPOT - WE ARE NOW HAPPY TO SAY WE ARE USING NQX TOLL FOR ALL OUR BULKY
FREIGHT !!! BUY MORE THAN ONE OTHER ITEMS AND COMBINE POSTAGE TO SAVE
Probably one of the most popular transmission exchanges
that are being performed on '60s and '70s Ford cars and trucks involves
using the Ford AOD or automatic overdrive. The AOD was used originally
on '80s and early-'90s Ford, Lincoln and Mercury products and in the
F-series pickups and E-series vans as well. The AOD can be a relatively
easy transmission to transplant and the additional 4th-gear overdrive
can give you added fuel savings, especially in cars and trucks using
taller rear axle ratios. Because Ford used these transmissions in so
many production vehicles, the Ford AOD is relatively easy to locate at a
used parts yard and can be purchased for a reasonable price. The Ford
AOD does not need a computer to function properly either. The throttle
valve function is mechanically activated and the torque converter
lock-up function was contained entirely within the transmission case.
Ford later used this transmission as a basis for their newer overdrive
transmissions, the electronic overdriven AOD-E, which was used beginning
in 1993 and in the 4R70W which was used on '99 and up production cars
and trucks. Using an AOD transmission will effectively lower a 3.73:1
rear axle ratio down to a fuel-saving 2.49:1.
The AOD transmission can be identified in several ways. Its prominent
14-bolt pan is probably the easiest way. The pan is basically square but
the back two corners are tucked in a little tighter than the front
corners making the pan look like home plate with the front point cut
off. Many of the original pans also have Automatic Overdrive and Metric
and the Ford oval logo stamped into them. The metric is sort of a
misnomer because the internal parts are mainly metric, but not the
hardware to install the transmission. Another way to identify the
transmission is by the driver's door tag. Ford lists their transmission
codes on their Vehicle Certification Label and these are a single letter
located along the bottom of the label under the abbreviation TR or
TRANS. The AOD transmissions will carry a "T" designation for any
rear-wheel drive vehicles. Lastly, you can also check the tag attached
to the transmission itself. This is located on the driver's side on the
lower bolt that attaches the tailshaft to the transmission body. This
tag contains many numbers; however, the first three-letter code on the
top of the tag will say PKA (later AOD-E units with electric overdrives
are designated as PKC). The AOD used two tail-shaft lengths; a shorter
one for passenger cars had an E0AP casting, and the shorter truck
castings read F2TP. The longer tail shafts had an E0LP casting on the
passenger cars and an E0TP on pickups.
Automatic overdrive transmissions had replaced all C-4 and C-5
applications by the 1986 model year. The AOD has the neutral safety
switch mounted above the valve body on the driver's side of the
transmission and the speedometer drive cable is attached to the vehicle
speed sensor on the driver's side as well. This transmission uses a
throttle valve linkage or cable assembly to regulate the shifts. The AOD
weighs 150 pounds, about 40 lbs. heavier than a C-4 or C-6
Shift ratios are: 1st, 2.40:1; 2nd, 1.47:1; 3rd, 1.00:1; OD, 0.67:1; Reverse, 2.00:1.
These ratios are very close to the 2.46:1 ratio used in the three-speed
C-4 and C-6 transmissions, but with the added benefit of an overdrive.
Some SVO-tuned Mustangs and some 1992 and '93 trucks came with a wide-range AOD, which had these ratios:
1st, 2.84:1; 2nd, 1.55:1; 3rd, 1.00:1; OD, 0.67:1; Reverse, 2.00:1.
Although the wide-range AOD is very popular with enthusiasts it can be
very difficult to locate; however, you can purchase aftermarket
rebuilding parts that will adapt a standard-ratio transmission to the
You will find a Ford AOD in these donor vehicles:
1980-'92 Ford and Mercury full-size cars with V-6 and V-8 engines
1980-'92 Grand Marquis and Crown Victoria with 4.6 or 5.0 V-8 engines
1983-'86 Ford LTD with a six-cylinder
1984-'93 Mustang and Cougar with transmission code PKA (V-6 and V-8)
1984-'86 Mercury Capri with transmission code PKA
1980-'92 Thunderbird with transmission code PKA
1985-'90 Bronco with 5.0 V-8 engines
1981-'93 Ford pickup and E-vans with V-8 engines
1991-'93 Ford pickups and vans with a 7.3-liter diesel engine
1980-'93 Lincoln (except Versailles) with V-8 engines
In terms of strength and reliability, you want to first find a unit out
of a V-8 truck, then a V-8 car, and then a V-6 truck. The V-6 car
transmissions are the lightest duty of the bunch. Truck and V-8 car
transmissions have the slightly longer tail shaft as well. Also, the
1988 and up units featured better main-shaft lubrication than earlier
units. Of course you want to look for pre-1986 transmissions for
carbureted vehicles, to have the proper linkage necessary for those
cars. Units for 1987 and up were for fuel-injected cars and will have
the TV cable activation.
Once an AOD transmission-equipped donor car has been located it is a
good idea to make a list of related parts that you'll want to remove
from the car for use later. Besides the transmission, you want to get
the torque converter, flexplate, and engine-separator plate. Be sure the
kickdown lever and rod or cable comes with the transmission because
these are disconnected during disassembly and you will be hunting around
for them later when installation begins. Carbureted vehicles used a
linkage rod setup for the throttle valve while fuel-injected vehicles
used a TV cable system. Your existing shifter can be adapted to the
overdrive configuration, but you might want to grab the comparable
shifter out of the donor car too, at least get the correct shift
indicator dial out of it. The driveshaft would be a good idea as well,
because although you can normally use your existing driveshaft from a
C-4, you at least need the shorter AOD slip yoke from it. A complete
used driveshaft can be cheaper than purchasing a new slip yoke and will
give you an extra driveshaft to be cut if necessary. No adapter U-joints
are necessary to install the yoke on your existing driveshaft; both
transmissions use the same Cleveland-type joint. Also, try to get at
least the transmission end of the neutral switch harness. We recommend
that the donor transmission be carefully checked before installation and
the fluid and pan filter be changed. Some enthusiast Web sites have
suggested using a V-6 torque converter in a V-8 transmission in order to
get a slightly higher stall speed, but a good aftermarket converter
with a higher stall is not all that expensive and would be the better
way to go. The AOD harness contains four wires and controls both the
neutral switch and backup lamps. The bellhousing mounting bolts are also
important because the C-4 bolts are not long enough and standard
replacement bolts do not have a long enough thread to be usable.
On cars using a Holley or Edelbrock replacement carburetor, a linkage
corrector plate is available from those manufacturers to allow a TV
linkage or cable assembly to be used.
The AOD is bolted to the engine by the use of an integral bellhousing.
Because all 289, 302, 351W and 351C blocks used the same bellhousing
bolt pattern, the AOD will bolt directly to earlier Fords using these
engine sizes. Measure the distance between your two top mounting bolts
on the bellhousing to be sure. They should be 5-1/8 in. apart. The 351M,
400 and 429 blocks have the same bolt pattern as the 460, (7-3/4 in.
between the top bolts) so a big-block engine adapter would be required
to install the AOD behind these engines. Installing the AOD in place of
the earlier C-4 will involve moving the crossmember back about two
inches and drilling new holes for the transmission mount so the
crossmember does not interfere with the oil pan or the tailshaft
mounting bolts. Some full-size passenger cars have a crossmember that
has two sets of holes for the transmission mount. These crossmembers
should line up without having to move them. Aftermarket crossmembers
designed specifically for the AOD and Tremec transmissions are available
from Mustang and Cougar suppliers as well. Because of a Ford engine
balance design change in 1981, you should be searching for a
transmission that has a mating flexplate available.
Selecting the correct flexplate to complete this conversion is
important. The AOD was equipped with a 164-tooth flywheel with an
11-3/8-in. bolt circle and a 50 oz. balance weight. This is the same
bolt circle and tooth count as the 1977-'81 C-4; however, the balance
weight on the C-4 was only 28.2 oz. Newer 1982-'95 C-4 flexplates had
the correct balance weight, but the tooth count was only 157 and the
bolt circle was smaller at 10-1/2 in. So, when transplanting an AOD into
a vehicle older than 1981, you must use the lighter balanced 1977-'82
C-4 flexplate with the AOD lock-up torque converter and also the
1977-'82 starter. You need to change starters because earlier 289 and
302 engines with the C-4 transmission used a 157-tooth flexplate and
starter combination. Adapter flexplates are also available from
aftermarket suppliers for both pre- and post-'81 balance weights. These
can be as expensive as $200, but they are generally SFI-approved for
If you are running headers, it may be necessary to bend the dipstick
tube to clear the exhaust system. Properly cooling an AOD is critical to
its life expectancy, so this might be a good time to consider
piggybacking an additional transmission oil cooler or even using it to
replace the existing radiator cooler altogether.
The throttle valve linkage or cable adjustment is very important to
allow the AOD to shift properly. Start with a good bushing on your
throttle linkage and check this bushing often after installation. Many
complaints of improper shifting can be traced to this bushing. New
bushings are less than $3 and can be obtained from your dealer or you
can purchase aftermarket aluminum replacement bushings, which will last
To correctly adjust the TV cable assembly, release the locking tab on
the TV cable and have someone hold the throttle full to the floor. Lock
the tab down and mark this setting on the cable casing. This will be
your maximum TV setting. Measure 5/16 in. back from that mark (with
throttle still wide open) and scribe another mark as your minimum
throttle valve setting. Then make a third mark halfway between both
scribe marks (5/32 in. from either mark). Unlock the locking tab again
and set the adjustment at this halfway mark to have a properly adjusted
The driven speedometer gear for the AOD is the same as the C-4 and is
clipped onto the end of the speedometer cable. The AOD drive gear is
part of the output shaft and usually has seven teeth, although some have
been found with eight depending on the original rear axle ratio of the
donor car. Replacement Ford-driven gear part numbers have been added to
our online technical database in the parts locator section of our Web
site www.hemmings.com. You may
find you'll need different transmission fluid. Earlier Fords used type
FA fluid, but the AOD requires 12 quarts of Mercon V fluid to fill the
transmission and torque converter. The AOD does not have an oil pan
drain plug; it is recommended that you install one while performing this
exchange. Many suppliers offer two-piece add-on drain pan plugs.
Several aftermarket suppliers offer engine adapter plates that will
allow you to install the AOD in earlier V-8 Fords including the FE
blocks and Y-block series engines. Adapters are also available to attach
an AOD to the Ford big-block engines and small-block Chevy engines too.
Checking around with some of our used parts sources, we found AOD
transmissions easily available and for a reasonable price. We found used
passenger car and truck units in the $300 to $600 price range. We also
found some rebuilts for $550, but you must trade in a rebuildable unit.
Driveshafts were located in the $85 to $150 range and used torque
converters ranged from $60 to $100.
With some shopping, you should be able to find all the parts to complete
this changeover for less than $1,200 and it should not take longer than
a weekend to complete (with some prior preparation work). Installation
of the transmission itself is probably the easiest part of this
conversion. The modifying and attaching of the sundry cooling lines,
linkages, cables and electrical harnesses will represent most of the
time involved in completing it. Converting to an AOD transmission can be
cost effective too, in terms of gas savings you should realize from the
extra overdrive gear.
Some optional items you may want to purchase to complete the installation:
This article originally appeared in the May, 2006 issue of Hemmings Muscle Machines.
|AOD slip yoke-Spicer # 2-3-8341X||$56|
|U-joints-Spicer # 5-1200X (ea.)||$16|
|Lokar TV cable assembly||$65|
|Dipstick and tube assembly||$27|
|Neutral switch: Ford #D6RY-7A247B||$63|
|AOD Actuating Rod: Ford #E4AZ-7A232A||$19|
|OD column shift indicator insert||$20|
|Linkage corrector plate (Holley or Edelbrock)||$33|
WE CAN FREIGHT ANYWHERE IN AUSTRALIA BUT ONLY TO A BUSINESS ADDRESS WITH A FORKLIFT ON THIS ITEM - OR WOULD HAVE TO BE PICKED UP FROM FREIGHT DEPOT - WE ARE NOW HAPPY TO SAY WE ARE USING NQX TOLL FOR ALL OUR BULKY FREIGHT !!! BUY MORE THAN ONE OTHER ITEMS AND COMBINE POSTAGE TO SAVE $$$
lease check out my other Auctions -Heaps of good "FORD" stuff there!!! - And Heaps More New Listings Daily - 351 Cleveland D Blocks, 4V Heads, 8" & 9" Rears including 28 & 31 spline complete diffs or just Centres, Gears or Housings
Photos make up part of my
description - if you have any questions please call or email me - 0407-962-089
Also just in from USA on the
Gold Coast for your inspection now
1968 Ford Torino GT - Low
Mileage 2 Owner 390 Big Block Auto 12 Slots Nice
1968 Ford Torino GT 390 - 2 Door
Hardtop - 2 Owner Rust Free
1968 Ford Torino GT 390 - 2 Door
Hardtop - Rust Free T Bar Console Bucket Seats
1967 Mercury Marquis - 2 Door
Hardtop - 410 Big Block Electric Everything Rust Free
1972 Ford Pinto - 2 Door
Hatchback - 2 Owner Rust Free
1965 Mercury Comet - 289 V8 Auto
P/Steer A/C Rust Free
1966 Ford Galaxie Fastback - V8
Auto Clean CA Car
1967 Ford Galaxie Fastback - V8
Auto Clean CA Car
1971 Ford Torino GT Fastback -
351 4V Cleveland Rust Free and Original Paint
Photos make up a part of my description – the photo is of the actual item for sale unless otherwise stated.
THINGS YOU NEED TO KNOW: If there is a year stated in the ad, item may fit other makes, models and years. I use factory parts books and reliable sources for my parts ID to find the correct usage.
All items are being sold on an AS IS WHERE IS BASIS. No returns, No exchanges or No refunds, If item is a used car part - it is sold on the basis that it is suitable for display purposes only - no warranty or claims on suitablilty to be used on public roads. All Items sold are inclusive of GST and a Tax Invoice is sent with the Goods.
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Thanks for looking!!! Be sure to check out our other items!!!