A New Ford 3-Speed Automatic Transmission JOHN W. GREER GEORGE W. SCHULZ Transmission & Chassis Division Ford Motor Company Livonia, Michigan Automotive Engineering Congress Detroit, Mich. January 10-14, 1966 660075 Downloaded from SAE International by University of British Columbia, Tuesday, September 25, 2018INDEX Page No. Abstract 1 Introduction 1 Dynamic Shift Improvement 2 Sintered Iron Applications 5 More Powerful Engines 6 Broad Car Line Usage 10 Distinct Design Details 12 Appendix: 15 Power Flow Schematics 15 Converter Characteristics 16 General Specifications 17 Hydraulic Controls 19 Transmission Cross - Section 20 Downloaded from SAE International by University of British Columbia, Tuesday, September 25, 2018660075 A New Ford 3-Speed Automatic Transmission By JOHN W. GREER and GEORGE W. SCHULZ Transmission & Chassis Division Ford Motor Company Livonia, Michigan INTRODUCTION Invariably, whenever a completely new transmission is introduced by Ford Motor Company, we are always asked the question, "Why design a new transmission, when you can expand manufacturing facilities and build more of present models ?" In the case of the transmission which we are going to discuss here, there were very specific reasons for tool­ ing up a new transmission. First, there was a need in the Company for a transmission with increased production volume to handle larger engines and also to give improved reliability for longer warranty periods. Second, we could take advantage of various low cost ideas in a new transmission, which were not readily avail­ able in the present design. Third, research had given us the confidence that improved perform­ ance could be had in a new design. Finally, we expected to achieve a Lincoln transmission, which had a majority of parts common with a high volume transmission, thereby resulting in lower costs for the Lincoln. Having decided on a completely new trans­ mission, we established the following general objectives for all model applications, as direc­ tion for our engineers and designers: (a) The transmission should fit into exist­ ing and new model cars with a mini­ mum of changes to its surrounding components. ABSTRACT Article outlines the design objectives of the 1966 Ford high capacity automatic transmission and discusses the effect of these objectives on various transmission components. Major features described are a new 1-2 shift control and band cooling system, sintered iron applications, method of reducing thrust loads on engine crankshaft, and drivetrain resonance. Appendix gives general information on the transmission. 1 Downloaded from SAE International by University of British Columbia, Tuesday, September 25, 2018(b) It should have sufficient shift smooth­ ness and low noise level to assure a competitive position in the foreseeable future. (c) The durability of the transmission should be good enough to be com­ patible with longer warranty periods at reasonable cost. (d) Generally, the design should adopt any features which had previously been shown to reduce cost. (e) The torque capacity should be great enough to handle future engine torque increases. (f) The transmission weight should be as low as possible, yet consistent with cost, durability, capacity, and installa­ tion requirements. (g) The design should provide space and compatibility to incorporate certain features which were under considera­ tion for future transmissions. (h) Any field service adjustments or checks should be accessible from the exterior of the transmission. Although one of our expectations was to have a Lincoln transmission with as many common parts as possible, when engineering design and development progressed, the follow - ing major unique requirements for the Lincoln transmission were deemed necessary: 1. Because harshness and noise in the passenger compartment of the Lincoln is expected to be the least in the In­ dustry, the out