m12 shift kit

The console shift cars used a different valve body than the column shift, at least the BW M-8s did. That's why the name changed to "Shift-Command" for the console shift cars -- they could be manually shifted through the gears. I think even they have a forced upshift to 3rd though, but it's at a higher rpm. Prevents engine/trans damage from over revving. Might not be in the Shift-Command models though... don't have a TSM handy.

Akimmet -- thanks for that info on Ford trannys. I wasn't aware there was an LX long case model, probably used more in trucks. 

akimmet wrote: While this is off topic, I have some info on the Ford Borg Warner transmissions. Cruise-O-Matic referred to all 3 speed automatic transmissions. Ford-O-Matic referred to the very early 3 speeds and all of the 2 speeds.

This level of frustration and confusion found my inbox for a solid month between Cobra Transmission, various local to remote transmission shops that could barely identify my transmission, all the way up to NatPro, TranStar and TransGo. Half the problem was misidentification, the other problem was me ordering the right thing but being constantly sent the wrong parts. There are some real stupid people handling orders in these specialty shops and coming from a guy that modifies things as I see fit, that's saying a lot.

I've heard everything from Fordomatic, BW-35, Mile-o-matic, Mercomatic, C-4(which may actually be the tail extension housing now that I look at a diagram of these side by side), BW-11, an extremely rare 1967 Ford MX according to Mark at TransGo, FMX according to every Ford guy and some nameless cast iron small case Cruiseomatic according to every parts shop that is convinced this must have come from some early 70's Jaguar. Just like the Torqueflite series it shifts in the same pattern and has many names with the WORST durability when using stock replacement parts. If you want this thing to last you need to modify it some, pump the gas. It's been 50 years and there's been a lot of aftermarket support made for these, I've been told they usually swap pieces from the C4 and AOD-E.

I believe that disconnection of the kickdown switch enables the transmission to go well beyond the 5000 rpm limit in second gear. I've bracket raced my m11b in the SC/360 for many years and that's what I've done. Plug pulled out in the tranny. I usually shift at the 5300 mark but have gone to 5500 (without any improvement in et).

blaine H.

FWIW, the Ford FMX is more similar to the BW M-8, as that's what it was patterned after and Ford/BW had manufacturing agreements for. The FMX is a culmination of the first Ford built/licensed BW trans, the FM, and the second one, the FX  (Ford-O-Matic then Cruise-O-Matic, I believe is what Ford called them)-- hence "FMX" as it's the best features of the two earlier models. The BW M-11 and 12 are totally different from the earlier models.

The automatic upshift to third gear, even when the lever is in "2" was a built in characteristic of these trannys. The upshift was set to occur somewhere around 5000 rpm. There was a TSB that referenced this. I'll try to find it.