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The Borg-Warner 35 transmission (BW-35) is an automatic transmission produced by the BorgWarner company. This article also applies to variations—the M-36 and M-37. When this article refers to 'M-3x' it refers to all models. When model number specific it will use the exact model number.

The '3' in the number refers to the specific series of transmission. The M-3x, 4x, 5x and 6x transmissions are all aluminum cased transmissions that are related to the M-35 (the first of the aluminum Borg-Warner automatics). In this case the rising series number is relative to transmission strength—a larger number will withstand more power than a smaller number. This isn't, however, a general rule with Borg-Warner automatics. The earlier M-8 and M-1x cast iron case transmissions are much stronger than the aluminum models, although the M-6x may handle as much power as the M-1x series. The second number refers to a specific variation. This usually indicates a higher torque load capability, but may refer to other variations that may not increase torque rating.

The M-3x has three forward and one reverse gears. The selector lever varies depending on years and car models the transmission is used in. All models follow a quadrant which has six stations. Early models have two drive positions marked with a '2' and a '1' (P-R-N-D2-D1-L; Park, Reverse, Neutral, D2, D1 and Lock). These models start off in Second gear when in the D2 position. This is useful for economy in relatively flat terrain and for starting on slippery surfaces (wet mud, snow, ice, etc.). When placed in the D1 position the transmission shifts through all three forward gears. In 'Lock' the transmission can be locked to prevent upward gear changes and will provide maximum engine braking in 1st gear and moderate engine braking in 2nd gear. By selecting L from stationary, or before an upward gear change into 2nd gear, the transmission will become locked in 1st gear. By selecting L from D2 or D1 while in 2nd gear, the transmission will become locked in 2nd gear or from D2 or D1 when cruising below 55 m.p.h (88 k.p.h.) will effect an immediate downward change and lock in 2nd gear. In both these instances, the transmission will automatically change down into 1st gear when the car speed drops below 5 m.p.h. (8 k.p.h.). Should 1st gear be required earlier, reduce the car speed to below 30 m.p.h. (48 k.p.h.) and effect a 'kick-down' gear change. Many people assume they have a two speed transmission because they expect the first Drive position (D2) to shift through all three gears as all automatic transmissions have done since 1968. Some vehicles had the same system without the D1 and D2, instead just having D, and only 5 stations on the quadrant.

One thing they could agree on, however, was the Borg-Warner T-10 four-speed transmission. Each of the manufacturers used the T-10 at some point during these years, and GM even brought it back for a few years in the late '70s and early '80s. Get the best deals for borg warner overdrive 3 speed transmission at eBay.com. We have a great online selection at the lowest prices with Fast & Free shipping on many items!

Starting in 1965 the M-3x was made with the now common P-R-N-D-2-1 shift arrangement (Park, Reverse, Neutral, Drive, Second gear, First gear). AMC called this 'Shift-Command' to differentiate it from the D2/D1 models, since either could be ordered in an AMC/Rambler automobile from 1965 to 1967.

The M-36 was introduced in 1965. It is essentially the same as the M-35 except that it has provisions for an external transmission oil cooler. The M-35 was air cooled by the torque converter with a fan on it. The M-35 case has provisions to be drilled for an external cooler, but no U.S. models used an external cooler and do not have the internal provisions to mount one. There may be European models that were equipped with external coolers. An external oil cooler made it suitable for heavier vehicles and/or towing heavier loads. AMC used the M-36 behind the 232 six in their Ambassador starting in 1965.

The M-37 is first mentioned in the 1967 AMC Technical Service Manual (TSM). It was used behind the 232 in larger vehicles. It has a higher torque rating than the M-35 and M-36. By 1967 the M-36 was relegated to the 199 six, the 232 received the stronger M-37 in all AMC vehicles.

European models may differ.

Description[edit]

The Borg Warner 35 automatic transmission comprises a torque converter, and a fully automatic 3-speed hydraulically controlled epicyclic gear box. The automatic transmission provides three forward speeds, and one reverse gear ratio.

As is common in automatic transmissions of its generation, power brought to the transmission via the torque converter drives hydraulic fluid. As the gears move faster or slower, pressure of the fluid increases or decreases in the case. Mechanical switching of gears is triggered by the increase or decrease of pressure. There are no electronic sensors or switches as found in modern transmissions. There is a Throttle Valve in the control valve body that is connected to the throttle linkage via a cable. This regulates internal pressure by throttle position. A secondary function of this cable is to down-shift ('kick down') to a lower gear when the Throttle Valve is in the full stop position (throttle pedal is fully depressed) and road speed is below a set point regulated by a mechanical governor on the output shaft.

Borg Warner Part Numbers Lookup

The hydraulic control system consists of a valve arrangement and an engine driven pump. The automatic transmission contains a planetary gear set consisting of two sun gears, two sets of three planet pinions contained within a planetary carrier and ring gear. Various speed ratios are obtained by holding or clutching various combinations of elements of the planetary train. This is performed by two bands, two multi-disc clutches and a one-way clutch.

When the transmission of the motionless vehicle is placed in Drive, the transmission allows the vehicle to move off in first gear, then will change to second and then to third gear based on an increase in road speed. The BW-35 will downshift from third to second and from second to first, also based on load. The transmission is equipped to produce kickdown and will upshift after kickdown if accelerator pressure is released following a kickdown.

The Borg Warner 35 was designed for use with Type F Automatic Transmission Fluid (ATF), which is far less common today than the Mercon/Dexron type.

Users[edit]

Initially produced in the U.S. in the 1950s specifically for engines of less than 200 cubic inches engine displacement and less than 140 hp (100 kW) (American Motors Rambler and Studebaker mainly). Prior and contemporary automatic transmissions were very inefficient and would work best with larger, more powerful engines, and even when used in those applications, the engines would often have higher compression ratios and more power than the manual transmission versions. Prior automatic transmissions were used with the small sixes in the US in the late 50s and early 60s, but the heavy internal components of the early automatics were detrimental to economy, the main reason a lighter automatic transmission was developed.

In addition, lower differential ratios differentials were usually used in other automatic transmission applications to improve gas mileage (again due to the inefficiency of the earlier automatics, especially when used with small engines). The BW 35 was a more efficient transmission and was quite successful in the US with the smaller engined cars. This also made it a natural for European cars that usually had much smaller engines than American cars of that era. Production was transferred in 1960 to the Borg-Warner plant at Letchworth in Great Britain. The BW-35 was offered to European automobile producers where it was widely used.

AMC[edit]

Used behind the 195.6, 199 and 232 six cylinder^[2]

• Ambassador 1965-1969
• American 1963-1968
• Rambler 1969
• Rogue 1967-1969
• Classic 1963-1966
• Rebel 1967-1969
• Marlin 1965-1967
• Javelin 1968-1969

Austin[edit]

• FX4 - FL2 (ADO 6)
• A60 Cambridge (ADO 38)
• Freeway (Australia - ADO 40 (Mk I) and YDO 3 (Mk II))
• A110 Westminster (ADO 53 - Mk II only)
• 1800 - 2200 (ADO 17) - Model 35TA - transverse installation using Morse Hy-Vo chain to transmit the drive.
• 3 Litre (ADO 61)
• Kimberley and Tasman (Australia YDO 19) Transverse installation.
• 18-22 (ADO 71) Transverse installation.
• Ambassador (LM19) Transverse installation.

Citroën[edit]

• Citroën DS Longitudinal two shaft transaxle installation.
• Citroën SM Longitudinal two shaft transaxle installation.

Daimler[edit]

Datsun[edit]

• 1967 Datsun RL411 SSS (SuperSportSedan) and 1600 ('Bluebird'); (same engine as the SR311 'Fairlady' roadsters).
• Datsun PL510 - Optional on both sedans and wagons.

Holden[edit]

• Torana (HB Only)

Jaguar[edit]

• XJ6 Series 1, engine size 2.8

Leyland[edit]

• P76 (Australia - used with both 2.6l six cylinder and 4.4l V8)

The 4.4l V8 engine may be the largest capacity engine ever fitted to a Model 35.

Mazda[edit]

• 1500
• 1800

MG[edit]

• MGB Mk II
• MGC Roadster
• MGC GT
• Magnette IV (ADO 38)

Borg Warner Transmission Marine

Morris[edit]

• Oxford Series IV (ADO 38)
• Marina (ADO 28)
• 1800 - 2200 (ADO 17) Transverse installation.
• 18-22 (ADO 71)

Reliant[edit]

• Scimitar GTE SE5 (1968–72) and SE5A (1972–75) with Essex V6.

Riley[edit]

• 4/72 (ADO 38)

The Rootes group (United Kingdom) (later Chrysler UK)[edit]

• Hillman Minx, Super Minx, Hunter, Minx (Arrow range 1725cc only)
• Humber Hawk, Super Snipe, Imperial, Sceptre, Arrow range Sceptre
• Singer Gazelle, Vogue, Vogue (Arrow range), Gazelle (Arrow range 1725 cc only)
• Sunbeam Alpine, Rapier, Rapier (Arrow range), Alpine(Arrow range), Vogue (Arrow range)
• Hillman Avenger & Plymouth Cricket 1250, 1300, 1500 & 1600

In the mid-1970s, the Arrow & Avenger ranges switched to a B-W Type 45 4-speed transmission

Rover[edit]

• 3 Litre - 3.5 Litre (P5)
• 2000 - 3500 (P6)

Saab[edit]

• 99 and 990 (1970 to 1993) Models 35 & 37 - longitudinal installation using Morse Hy-Vo chain to transmit the drive.

Triumph[edit]

Vauxhall[edit]

• Viva (HB Only)

Volvo[edit]

Between 1964 and 1976, BW-35 transmissions were used in the models 120, 1800, 140, 160 and 240.

Wolseley[edit]

• 16/60 (ADO 38)
• 24/80 (Australia - ADO 40 (Mk I) and YDO 3 (Mk II))
• 6/110 (ADO 53 - Mk II Only)
• 18/85 (ADO 17) Transverse installation.
• Six (ADO 17) Transverse installation.
• Saloon (ADO 71) Transverse installation.

Ford UK & Australia[edit]

• Escort Mk1
• Capri Mk1
• Cortina Mk1, Mk2 & early Mk3 (later Marks used Ford C3)
• Corsair V4

Escort and Cortina gear ratios are as follows:

• 1st gear: 2.393:1
• 2nd gear: 1.450:1
• 3rd gear: 1.000:1
• Reverse: 2.094:1

mk3 zodiac and zephyr

Ford (Australia)[edit]

Early automatic Ford Falcons used the two-speed Fordomatic,^[3] from 1960 to 1965. This was then complemented with, and finally replaced by a modified form of the Borg-Warner 35 (marketed initially as 'Fordomatic 3S', then 'Fordomatic'/Cruise-o-matic, and lastly 'Cruisomatic' along with the C-4 and FMX automatics, whereupon the names were dropped with the XC Falcon update) which was used on six-cylinder Falcons until 1988. The gear ratios from the Ford Falcon XD specifications (3.3 and 4.1 litre Six; Borg-Warner 35-3) are typical of all and are as follows:^[4]

• 1st: 2.39:1
• 2nd: 1.45:1
• 3rd: 1.00:1
• Reverse: 2.09:1

The 4.1 litre Six (as an optional transmission) and 4.9 litre V8 used the Ford C4-3.^[5][6] The gear ratios from the Ford Falcon XD specifications are typical of all and are as follows:^[7]

• 1st: 2.46:1
• 2nd: 1.46:1
• 3rd: 1.00:1
• Reverse: 2.20:1

The 5.8 litre V8 came equipped with the Ford FMX-3,^[8] which was an evolved three-speed Ford-O-Matic (designed by Borg Warner Corporation), via the 'MX' and 'FX' (Cruise-O-Matic) transmissions to become the FMX^[9] in 1968. The gear ratios from the Ford Falcon XD specifications are typical of all and are as follows:^[10]

• 1st: 2.40:1
• 2nd: 1.47:1
• 3rd: 1.00:1
• Reverse: 2.00:1

Chrysler (Australia)[edit]

From 1967 to 1981, the Borg-Warner 35 transmission was also used in the 6-cylinder Australian Chryslers, Valiants, Chargers and Centuras. The specification-change from the Torqueflite automatic transmission^[11] to the Borg-Warner 35 transmission was due to a requirement for more local content. The Borg-Warner 35 transmission was used behind the Hemi 6 engines. Later production models made a running change to the Borg-Warner 40 and 50 Series units to fall into product supply lines as with Ford Australia

References[edit]

1. ^1962-1971 AMC Technical Service Manuals
2. ^1962-1971 AMC Technical Service Manuals
3. ^Cruise-O-Matic
4. ^http://www.uniquecarsandparts.com.au/falcon_XD_technical_specifications.htm
5. ^Ford C4 transmission
6. ^List of Ford transmissions
7. ^http://www.uniquecarsandparts.com.au/falcon_XD_technical_specifications.htm
8. ^Cruise-O-Matic#FMX
9. ^'A Brief History of Ford Automatic Transmissions'. Baumann Engineering. Archived from the original on 2011-10-21. Retrieved 2011-11-20.CS1 maint: discouraged parameter (link)
10. ^http://www.uniquecarsandparts.com.au/falcon_XD_technical_specifications.htm
11. ^TorqueFlite

Borg Warner Transmission Fluid

American Motors Automatic Transmissions & Suppliers

ABBREVIATIONS

JEEP: = Information known to concern Jeeps but most likely applies to all vehicles where applicable.
BW = Borg-Warner
GM = General Motors
2bbl = 2 Barrel Carburator
4bbl = 4 Barrel Carburator
HD (or hd) = Heavy-duty.

THE MODELS

Hydramatic | Flash-away | Ultramatic | M-8 | M-10 | M-11 | M-11A | M-11B | M-12 | M-34 | M-35 | M-36 | M-37 | M-40 | M-42 | M-43 | M-44 | TF-727 | TF-904 | TF-998 | TF-999 | TH400
HYDRAMATIC -
Hydramatic transmission was called Dual Range Hydramatic and it was available only on 6cyl Nash, Hudson, and Rambler cars 50-56.
Hydramatic was called the Flash-away starting '56. Gear ratios were: 3.96:1 - 2.55:1 - 1.55:1 - 1:1 & 4.30:1(R).
Hydramatic was built by GM and was used in 6 cyls for '54-'56 and during '57 this dual coupling automatic was available only on the 250/327 V-8 equipped cars. '57 6 cyl Ramblers had begun using B/W automatic. The 250-v8 was introduced in 1956 & the 327-v8 in 1957.
Hydramatic had the oil dipstick under the floor until 1954 and for '55-'57 it was moved under the hood.
Hydramatic was used in almost everything American car in the early '50s - even GMC M135 army trucks used in Korea. It was simply the best automatic available back then. A disastrous fire in the factory forced makers to develop their own autos and ended its reign.
Hydramatic copy was used by Rolls Royce into the mid '60s when they switched to the TH-400.
Hydramatic was also used by Jaguar in the late '50s and early '60s.
FLASH-AWAY -
ULTRAMATIC -
Ultramatic was built by Packard and used in Packard powered Hudsons, 2 speed with lock up torque convertor, water cooled, propably the worst transmission ever built.
M8 -
M-8/10/11/12 series trans are all very similar to Ford-o-matic, Cruise-o-matic and the FMX, especially the older M8/10. Most internals swap between some of these trannies.
M-8/10 were also used behind the 6 cyl prior to 62.
M10 -
M-1X was used in IH with AMC 6 cylinder engines as well.
M-1X has cast iron case which is the trick to being much stronger than the other series. The servo arms that hold the bands push againts the case. The inards in the cast iron units are much larger and stronger than those used in the aluminum case trannies and nothing interchanges.
M-8/10/11/12 series trans are all very similar to Ford-o-matic, Cruise-o-matic and the FMX, especially the older M8/10. Most internals swap between some of these trannies.
M-8/10 were also used behind the 6 cyl prior to 62.
M11 -
M-1X was used in IH with AMC 6 cylinder engines as well.
M-1X has cast iron case which is the trick to being much stronger than the other series. The servo arms that hold the bands push againts the case. The inards in the cast iron units are much larger and stronger than those used in the aluminum case trannies and nothing interchanges.
M-8/10/11/12 series trans are all very similar to Ford-o-matic, Cruise-o-matic and the FMX, especially the older M8/10. Most internals swap between some of these trannies.
M11A -
M-1X was used in IH with AMC 6 cylinder engines as well.
M-1X has cast iron case which is the trick to being much stronger than the other series. The servo arms that hold the bands push againts the case. The inards in the cast iron units are much larger and stronger than those used in the aluminum case trannies and nothing interchanges.
M-8/10/11/12 series trans are all very similar to Ford-o-matic, Cruise-o-matic and the FMX, especially the older M8/10. Most internals swap between some of these trannies.
M11B -
M-1X was used in IH with AMC 6 cylinder engines as well.
M-1X has cast iron case which is the trick to being much stronger than the other series. The servo arms that hold the bands push againts the case. The inards in the cast iron units are much larger and stronger than those used in the aluminum case trannies and nothing interchanges.
M-8/10/11/12 series trans are all very similar to Ford-o-matic, Cruise-o-matic and the FMX, especially the older M8/10. Most internals swap between some of these trannies.
M-11B has an oval shaped tag and the M12 is more square. Both have the model number stamped on them.
M-12 was used in '71 with 360cid but only along with 3:54:1 rear. All other ratios with 360cids got the M-11B
M12 -
M-1X was used in IH with AMC 6 cylinder engines as well.
M-8/10/11/12 series trans are all very similar to Ford-o-matic, Cruise-o-matic and the FMX, especially the older M8/10. Most internals swap between some of these trannies.
M-12 was used in '71 with 360cid but only along with 3:54:1 rear. All other ratios with 360cids got the M-11B
M-12 is the most heavy duty Borg-Warner tranny available, and it was used with all 390 and 401 engines.
M-12 used by Jaguar should be the same tranny as the one that was used by AMC with some exterior differences.
M34 -
M-3X transmissions are all air cooled via torque convertor.
M-5X is the improved version of the M-3X series (oil-water cooled,etc.) actually quite similar to M-4X series, which was only used by AMC. (See the interchange info below.)
M-3X, M-5X, most internal parts (bands...) / repair kits interchange. (See the interchange info below.)
M-3X used by Saab is FWD, so none of the exterior parts interchange. (See the interchange info below.)
M-34/35 both have cable shift.
M-34/35 is also known in the industry as T35.
M35 -
M-3X transmissions are all air cooled via torque convertor.
M-5X is the improved version of the M-3X series (oil-water cooled,etc.) actually quite similar to M-4X series, which was only used by AMC. (See the interchange info below.)
M-3X, M-5X, most internal parts (bands...) / repair kits interchange. (See the interchange info below.)
M-3X used by Saab is FWD, so none of the exterior parts interchange. (See the interchange info below.)
M-34/35 both have cable shift.
M-34/35 is also known in the industry as T35.
M-35 is prone to cable shift jamming, the cable should easily move with low force in and out an inch or so, or it won't shift right.
M-35 has both front and rear pump so it can be push/pull started (driveshaft turn the pump).
M-35 is prone to the rear band partially applying when it's not supposed to and wearing out the rear band. The fix for this is to drill a small hole (.020') thru the rear servo piston. This might work on other M-3X series trannies as well.
M-35 planetary gearset is a Ravigneaux type with primary and secondary sun gears, primary and secondary planet pinions and a ring gear.
M-35 rear servo is a pressure apply / spring release type. M-35 front servo is a pressure apply / pressure release type with unequal piston areas.
M-35 the clutch is oneway and located between the center support and the planet carrier.
M-35 front clutch is a multi-plate type which is engaged in all forward gears.
M-35 The rear clutch is similar in construction to the front clutch but with a large diamerter opiston and a coil type return spring.
M-35 can be beefed up by using BW-51 (Aussie Ford Falcon XF) valve body which changes the shift pattern to start in first gear and allows a partial-throttle change-down. Also hd clutch plates, hd clutch spring and hd raybestos bands are available for the same car. Also the 3rd and reverse drum can be replaced with a larger fitting unit from a late model BW-35/BW-65 and fitting flexibrake rather than fixed band (gives a much smoother shift).
M-35 and manual T-96 also have identical universal yokes.
M36 -
M-3X transmissions are all air cooled via torque convertor.
M-5X is the improved version of the M-3X series (oil-water cooled,etc.) actually quite similar to M-4X series, which was only used by AMC. (See the interchange info below.)
M-3X, M-5X, most internal parts (bands...) / repair kits interchange. (See the interchange info below.)
M-3X used by Saab is FWD, so none of the exterior parts interchange. (See the interchange info below.)
M37 -
M-3X transmissions are all air cooled via torque convertor.
M-5X is the improved version of the M-3X series (oil-water cooled,etc.) actually quite similar to M-4X series, which was only used by AMC. (See the interchange info below.)
M-3X, M-5X, most internal parts (bands...) / repair kits interchange. (See the interchange info below.)
M-3X used by Saab is FWD, so none of the exterior parts interchange. (See the interchange info below.)
M-37 has bosses on the case for oil cooler lines. These same ones are on the later oil/water-cooled trans. Inside there is a boss with a blind hole that accepts a tube that goes to the pump. The tube from the M-40 should fit the M-37 (and the fittings from the outside of the case.) On the M-37 the tube is straight and goes to the valve body where there is a ball and spring valve, and then right out into the pan. On the M-40 it pumps it through the cooler, then back to the inlet to the rear of the trans, which is just an open drain. The cooler is enough to stop passive draining.
M-37 the rear pump hole is just blocked off with an adapter plate. M-40 case might not be this way as it was recast and has a different dipstick location that is IN the case. The M-37 tube is hooked to the oil pan.
M-37 and manual T-96 have the same number of splines.
M-3X used in Early '70s Mitsubishis should be a pretty close match to AMC M-37 though the tail is different from AMC versions, thus different driveshaft.(See the interchange info below).
M4X series -
M-4X series were basically heavy-duty versions of M-37 with new oil/watercooling. Which means the oil flows thru the radiator and water coolsthe oil, and the oil cools the trannny.
M-4X series aren't real performance trannies even if they're more heavy duty than M-37. They were only used with the smallest V8s and shouldn't be confused with the M-1X series.
M-65 used by Jaguar should is basically the same as M-4X used by AMC with some exterior differences, and heavy-duty mods inside.
TF-727 -
TF-727/904/998 is a Chrysler tranny that was used for many years in all Chrysler products. The internals exchance easily, but the exterior is AMC only.
TF-727 is a very heavy duty transmission, can hold almost anything, but on the downside is very heavy, and this way inappropriate for drag racing use.
TF-727 was also available as a hd option in big cars with a 6 cyl. and Wagoneers with 6 cyl '80-'83 and Grand Wagoneers from '84-'87.
TF-727 was used in Jeeps from '80 - '92
TF-727 case is 16' long and 14 bolts hold in the pan Gear Ratios 2.45(1st) 1.45(2nd) 1.00(3rd)
TF-904 -
TF-727/904/998 is a Chrysler tranny that was used for many years in all Chrysler products. The internals exchance easily, but the exterior is AMC only.
TF-904 is light duty and was originally used with Chrysler 4 and 6 cyl engines starting 1960, some early 273 V8s also got this tranny. Also some mid-size Chryslers with 318 got this tranny.
TF-904 has 3 pinion planetaries and a single wrap rear band.
TF-904 was available with in 2 ratios, a wide ratio with four cylinder engines, a standard ratio 904 with sixes.
TF-904 uses the same output shaft and seal as the T-4 and T-5.
TF-909 -
TF-909 was used in Jeeps and is a 904 with a lock-up torque converter.
TF-998 -
TF-727/904/998 is a Chrysler tranny that was used for many years in all Chrysler products. The internals exchance easily, but the exterior is AMC only.
TF-998 was only used behind the 258 and only in the Eagle. All other 258s in cars got the TF-904
TF-998 was used in all 304s in cars starting from '72 except some heavy duty applications which got the TF-727.
TF-998 originally used with Chrysler small V8s (318).
TF-998 has a larger front servo, 4 pinion planetaries and a double warp rear band. This was the original lock up converter tranny.
TF-998/9 can be indentified from the 904 by the two external ribs on the case above the rear servo.
TF-999 -
TF-999 originally used with 360 Chryslers, possibly also in later FSJs.
TF-999 is same as 998 except for 5 plate front clutch, wider front band.
TF-998/9 can be indentified from the 904 by the two external ribs on the case above the rear servo.
TH-400 -
TH-400 is a GM transmission used in various GM V8s. Gear Ratios: 2.48 1.48 1.00 2.08(r)
TH-400 has two variations in output. Some were built to bolt to the Dana 20 transfer case and some were built to bolt to the BW 13-39 Quadra-Trac transfer case used during the 70s. These two versions are not compatible.
TH-400 factory adapter used on the Dana 20 version is light and prone to failure. The drive gear used with Dana 20 is not 6 spline, so you cannot bolt a Dana 18 to this transmission. The case is 24 1/2' long and 13 bolts hold in the pan.
TH-400 was used in CJs with the BW 13-39 transfer case from 1976-1979.
TH-400 was used in full sized Jeeps (SJs and J series pickups) from the late 60s until 1979.
TH-400 used in CJs and later SJ had the AMC engine bolt pattern.
TH-400 was used in the late 60s in SJs with the Buick 350, but it also had an adapter ring to connect the nailhead-style TH-400.
TH-400 was also used with Toronado OHC J230, but only in '65.
TH-400 used early with the AMC engines used an engine to transmission adapter.
TH-400 was used in all AMC Wagoneers.

BORG-WARNER INFO

Borg Warner Transmissions 4 Speed

IMPORTANT:
All BW air-cooled trannies, the cooling is supplied by a 'shroud' made onto the torque convertor. The air inlet is on the passenger side of the bellhousing. Don't mess with this or remove any parts, as the tranny will overheat without this system working properly.
From '57 to '67 the BW automatic was called 'Flash-O-Matic' and from '68-'71 it was called 'Shift Command'.
There was a change in the way the trans shifted that led to the later name change. Flash-O-Matic has L, D1, D2, N, R, P. D1 starts in first gear, D2 starts in second gear. They can also be manually shifted. Shift Command has the capability of manually shifting each gear, and is the now traditional L, 2, D, N, R, P. The idea of starting in second was to prevent excess wheel spin on slippery surfaces. These trannies could be manually shifted as well.
Most earlier transmissions were single range, L,D,N,R,P.
None of the BW trannies will shift down into Low unless speed is 25MPH or less, so there no real danger in manually shifting the tranny.
BW alum. automatics and the T-96 manual have the same spline and are the same length.

BORG-WARNER INTERCHANGE

Borg Warner Transmission Parts Catalog

Borg Warner Transmission T-20

• M-1X was used in IH with AMC 6 cylinder engines as well.
  
• M-12 used by Jaguar should be the same tranny as the one that was used by AMC with some exterior differences.
  
• M-5X is the improved version of the M-3X series (oil-water cooled,etc.) actually quite similar to M-4X series, which was only used by AMC.
  
• M-3X, M-5X, most internal parts (bands...) / repair kits interchange.
  
• M-3X used by Saab is FWD, so none of the exterior parts interchange.
  
• M-3X used in Early '70s Mitsubishis should be a pretty close match to AMC M-37 though the tail is different from AMC versions, thus different driveshaft.
  

• M-65 used by Jaguar should is basically the same as M-4X used by AMC with some exterior differences, and heavy-duty mods inside.
  

  BELLHOUSINGS
  6 CYLINDER ENGINES -
  

• The bolt pattern for the 196 is the same as the 64 -71 199 & 232. The difference was that the 196 had different dowel pin sizes .
  
• Bellhousing for all engines changed '72 when AMC went from BW to Chrysler transmissions. The bell for 6 cyls changed to match the V8 .The flywheel also went up from 153 teeth [btw a common chevy size] to 164 teeth in '72 [btw a common ford size].
  8 CYLINDER ENGINES -
  
• When AMC dropped the Gen1 V8 engines in '66, the bellhousing changed. From then on, all V8 bells (290-401) are all the same.