In This Guide
What Transmission Do I Have?
- Vehicle Compatibility – Makes & Models
- AOD Transmission Overview and History
- AOD vs. AODE
- Watch the Remanufacturing Process
- What’s Included
We sell factory approved remanufactured AOD transmissions at wholesale pricing. All units come with a 3 year, nationwide, no hassle, unlimited mileage warranty on parts and labor and is transferable. Transmission replacement can be expensive and confusing even the best motor heads. We provide costs that include door to door shipping to your shop of choice.
To get an estimate on an AOD, fill out the form below.
Vehicle Compatibility – Makes & Models
- 1980–1986 Ford LTD
- 1980–1993 Ford Thunderbird
- 1980–1993 Mercury Cougar
- 1984–1993 Ford Mustang
- 1980–1986 Mercury Marquis
- 1983–1993 Ford Econoline
- 1983–1991 Ford LTD Crown Victoria
- 1983–1992 Mercury Grand Marquis
- 1982–1993 Ford Bronco
- 1981–1992 Lincoln Town Car
- 1980–1987 Lincoln Continental
- 1980–1983 Lincoln Continental Mark VI
- 1984–1992 Lincoln Mark VII
- 1992 Ford Crown Victoria
- 1980–1993 Ford F-Series
AOD Transmission Overview and History
The AOD (Automatic Over Drive) transmission is a 4 speed transmission that has 3 forward gears plus 1 over drive gear. Born from an increased need for fuel economy and reliability Ford first offered this transmission in 1980. The design is centered around the Ford “X” automatic transmissions that was used in the 1950’s, 60’s and 70’s and was used to replace many of Ford’s previous power trains such as the C4, C5 and certain FMX models.
Originally referred to as the XT-LOD (Extension Lock-up Overdrive), Ford started designing the AOD in 1962 but worked was stalled in 1966. However, rapidly rising fuel prices led Ford to revisit the design and in 1974 they went back to the drawing board. While an overdrive gear was not commonplace at the time, Ford’s design took the basic planetary gear design and built in an overdrive gear.
Although gears 1-3 maintained the same ratio, the overdrive gear came in at 0.67 to 1. As part of the re-design Ford renamed it the FIOD (Ford integrated Overdrive) and the final product included a lock up torque converter, 3rd gear split torque design and torque dampener.
AOD vs. AODE
Ford upped the ante in 1992 when they added electronic controls and created the AODE. Purposely built to be mated with Ford’s new modular V8 it was also made to match up to the AOD bellhousing so older model engines could be used with it.
The AOD had a few of the same basic parts the AODE and 4R70W, like oil pans and gear sets, but most of the internal components could not be interchanged due to the fact that the AODE and 4R70W used newer electronically controlled shift solenoids while the AOD used a strictly hydraulic valve and spring design.
The AOD had a weak point that stemmed from the Overdrive Band and Reverse Clutch Drum. An automatic transmission basically uses straps that are wrapped around drums. Applying/releasing pressure to different straps allows different drums to spin and drive different gears.
The AOD used a narrow band/drum width of 1.50 inches and was not sufficient for the job load. The 1993 Mark VII finally saw the width increased to 2.00 inches. The increased thickness was more durable and provided improved shift quality.
Another problem was with the throttle valve cable and the split torque design of the AOD. The transmission throttle valve is linked to the engine’s throttle cable. When the driver accelerates and opens carburetor or throttle body the transmission throttle valve is also opened to provide for more or less line pressure for shifting. So at higher speeds the transmission had more pressure for crisp quick shifts and at lower speeds provided less pressure for smoother shifts or downshifts.
In order to properly adjust the throttle valve cable you had to adjust the tension with a pressure gauge then road test to check the adjusted settings. If the adjustments weren’t correct, the tech risked burning out the transmission which would require a complete overhaul.
The split torque design had a hollow shaft that housed another shaft. Both shafts ran a separate set of sun gears and Ford called it a 60/40 split torque design with the larger hollow shaft running first, second and reverse gear while the smaller shaft takes 60 percent of the work load in third gear and OD.
There are a few different ways to help you identify an AOD transmission with a couple quick glances. The transmission itself weighs in at 150 lbs. and is 40 lbs. heavier than previous models.
There may be a tag where the transmission and tail shaft are mounted together on the driver’s side. The bottom bolt on the driver’s side will have a tag that reads PKA.
Another identifier is the shape of the oil pan. It will be roughly square (except the rearmost corners are tapered making it appear to be 6-sided) and it will have 14 bolts mounting it to the transmission.
Some of the original pans produced have “Automatic Overdrive” and/or “Metric” stamped in the bottom. The metric stamp referred to the internal components that were measured using the metric system but all of the external designed mounting hardware used standard/imperial sizing.
You will also find that the neutral safety switch and vehicle speed sensor are both mounted on the driver’s side as well. The throttle cable is attached to the vehicle speed sensor where it mounts to the side of the transmission.
Watch the Remanufacturing Process
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I want to replace my 3 speed on the tree in my 1962 Ford F100 with an AOD. I’m putting it behind a 300ci 6 cylinder. Will be mainly a daily driver with light to medium towing capabilities.
If late shifting around 35mph with a hard kick is happening, Lucas oil helped a little bit, should I assume the throttle cable is the likely cause? (at 35 yrs old, it only has 30,000 miles, and sat A LOT without being driven much)
Same as above even being in the second rebuilt transmission, but now it won’t shift out of first. Getting the third rebuilt tranny soon.