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The transmission was introduced when Ford started to downsize its full-size line in 1979. Initially called XT-LOD (Extension Lock-Up Overdrive), its name was changed when revisited in 1974 to FIOD (Ford Integrated Overdrive) and then to its final name in 1979, the Ford AOD transmission. Applications: 1980–1986 Ford LTD; 1980–1993 Ford ...
For the 1981 model year, a lock-up torque converter was introduced which coincided with the new EMC control of most GM cars; this version is the THM350-C, which was phased out in 1984 in GM passenger cars for the 700R4. Chevrolet/GMC trucks and vans used the THM350-C until 1986. The lock-up torque converter was unpopular with transmission builders.
The 4L60E is the electronically commanded evolution of the Turbo-Hydramatic 700R4, originally produced in 1982. The 4L60E and 4L65E are built at Toledo Transmission in Toledo, Ohio and have also been built at Romulus Transmission in Romulus, Michigan and Ramos Arizpe, Mexico. The two transmissions cannot be differentiated from the outside.
The hydrodynamic torque converter was largely taken over from the previous 7G-Tronic transmission. It has a torque converter lock-up clutch and a twin-turbine harmonic damper with centrifugal pendulum absorber technology. [8] The torque converter lock-up can operate in all 9 forward gears.
Many TCUs now have an input from the vehicle's traction control system. If the TCS detects unfavourable road conditions, a signal is sent to the TCU. The TCU can modify shift programmes by upshifting early, eliminating the torque converter lock-up clutch application, and also eliminating the first gear totally and pulling off in 2nd. [4]
The Ford C6 is a heavy-duty automatic transmission built by Ford Motor Company between 1966 and 2004. It was marketed as the "SelectShift Cruise-O-Matic." Compared to its predecessor MX transmission, the C6 offered lower weight, less complexity, less parasitic power loss, and greater torque capacity for larger engines.
Although not strictly a part of classic torque converter design, many automotive converters include a lock-up clutch to improve cruising power transmission efficiency and reduce heat. The application of the clutch locks the turbine to the impeller, causing all power transmission to be mechanical, thus eliminating losses associated with fluid drive.
In 2015, Allison introduced a new model in the Bus Series. Part of the xFE (extra fuel economy) line, the B3400xFE incorporates optimized gear ratios and features the FuelSense Max electronic control package. New gear ratios also allow the torque converter to lock up at lower speeds.
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