automatic transmissions

Had the idea to put a 5 speed trans in my 69 base model javelin, started to pick up the parts I needed from your suggestions hear on the forum and I thank you. But due to a recent knee injury it looks like my clutching days are over, So now my question is what automatic trans with overdrive will bolt up to a 1974 amc 360. I just want something alittle more modern for better gas mileage and performance.

I've had two AW4s, one in a Jeep and the one in my Gremlin. They're great transmissions, seem to have a nice gear spread, shift solidly and are tough as nails.

When I owned the Jeep, a transmission line burst while I was driving and I lost so much fluid that it wouldn't even go into gear. I thought for sure I had smoked the transmission. Once I got it home I fixed the line, filled it up back up and it worked flawlessly, like nothing ever happened. Just one testament to how tough they can be.

By the time I sold the Jeep, it had 208k miles on that original AW4 and I still would see it around town a year later.

If you happened to pick up a Hurst linkage in your parts collecting, and not longer need it, I would be interested in a price quote - privately of course.   

Seriously, I would love to get rid of the Javelin linkage in the Gremlin that we are using.

One such adapter can be found through:
http://www.novak-adapt.com/catalog/adapters/engine_to_transmission/kit_437amc.htm

Another:
http://www.advanceadapters.com/products/716138--chevy-auto-trans-to-amc-engine-adapter/

or:
http://www.summitracing.com/search/department/transmission-drivetrain/part-type/bellhousing-adapters/bellhousing-bolt-pattern/amc/transmission-type/700r4

And I used a shift linkage kit from LOKAR to adapt the Hornet Column Shift for the 904 to the 700R4 transmission.
It requires some bend to fit and a bit of creative thinking but it works. A little better with a slight adjustment to be done.

I like a 2200 rpm lock up converter (they are a stall converter) on the set up, but they are personal preference but that allows a bit more flexibility in cam selection and various kits are available to energize the lock up on the transmission.  And it can be done with a simple switch but there are down sides to that.
I use one that samples the PORTED VACUUM off of the carburetor AND the 3/4 SERVO PRESSURE along with a brake switch to disengage if the brake is applied.  Cost of those generaly +/- $100.00 or so.

Basic fabrication is simply the rear transmission mount and the drive shaft.  In my case a simple plate attached to the existing AMC transmission mount by welding and few hole drilled for the GM transmission mount and by pure lock the drive shaft was the right length and an aftermarket slip yoke and the proper universal applied by a drive line shop ran under a C note.
I was able to get the 700R4 dipstick in the car but it will be replaced by a LOKAR unit for looks and the cable adapters for the AFB carburetor allowed the linkage to the cable that controls shift points. ( I forget the name of it)
I also chose to arbitrarily widen the transmission tunnel by 4 inches on the passenger side of the car which gave room to mount the 3/4 pressure sensor and a partial location to mount the transmission cooler under the car rather than use the radiator.  This is not really noticeable inside the car as new rugs went in too and there is plenty of room for the foot well.





Edited by uncljohn - Aug/13/2014 at 11:46am

The kits will work with 290-401 motors but may need to get creative for an early flat crank motor as I am sure the kits are for the later step flange cranks.

In that case you would need to get the adapter from 1 of the AMC venders to use the early motor with a later auto trany then the Advance kit.

The last thing to deal with would be the flex plate you get with the Advance kit not being balanced for the 390.
You then take the old plate & new and get them matched balanced.
Dave ----

Edited by FuzzFace2 - Dec/09/2014 at 1:33pm