'54 / '55 Fordomatic ID ?

[dmsfrr]

I have an air-cooled Fordomatic in a '55 Bird that the transmission rebuild shop said is a two speed. When driving or being manually shifted it only shifts one time.
It was my understanding the original air-cooled auto trans for a '55 Bird 'should' be a 3 speed that normally just skips first gear unless manually shifted, or kicked down. Same with the '56 & '57 Ford-o transmissions.

But, the transmission info at this link says the automatic is two speed, and the same for '56 & '57 Birds. http://automotivemileposts.com/tbird/prod1955tbird.html
I'm confused.

Was the '54 Fordomatic a two speed? How would I easily tell them apart if they're different from the air-cooled '55 version?
I remember the ID tag on the trans being blank when I was looking at it a few years back.
Are there other numbers or letters cast into the trans that would be different?
The car had a '54 engine when I got it and the transmission may(?) have come with the engine.

OR, am I lost and barking up the wrong tree?
.

[KULTULZ]

Originally Posted by dmsfrr

I have an air-cooled Fordomatic in a '55 Bird that the transmission rebuild shop said is a two speed. When driving or being manually shifted it only shifts one time.

It was my understanding the original air-cooled auto trans for a '55 Bird 'should' be a 3 speed that normally just skips first gear unless manually shifted, or kicked down. Same with the '56 & '57 Ford-o transmissions.

But, the transmission info at this link says the automatic is two speed, and the same for '56 & '57 Birds. http://automotivemileposts.com/tbird/prod1955tbird.html

The only 2S was introduced in 1959. All F/M are three speed with 2nd gear start unless gagged. Where did you see 2S on the webpage?

[54vicky]

the 54 was-is a 3 speed sorry not about to crawl under to check for I.D.tags etc.if you like the idea of shifting pull it into low run it to about 25 pop into drive and carry on.if done right you can chirp the tires

[40 Deluxe]

Originally Posted by dmsfrr

I have an air-cooled Fordomatic in a '55 Bird that the transmission rebuild shop said is a two speed. When driving or being manually shifted it only shifts one time.
It was my understanding the original air-cooled auto trans for a '55 Bird 'should' be a 3 speed that normally just skips first gear unless manually shifted, or kicked down. Same with the '56 & '57 Ford-o transmissions.

But, the transmission info at this link says the automatic is two speed, and the same for '56 & '57 Birds. http://automotivemileposts.com/tbird/prod1955tbird.html
I'm confused.

Was the '54 Fordomatic a two speed? How would I easily tell them apart if they're different from the air-cooled '55 version?
I remember the ID tag on the trans being blank when I was looking at it a few years back.
Are there other numbers or letters cast into the trans that would be different?
The car had a '54 engine when I got it and the transmission may(?) have come with the engine.

OR, am I lost and barking up the wrong tree?
.

That reference you cited shows the transmission ratios as 2.44 to 1 and 1.48 to 1. High gear, which was 1 to 1 in all automatics back then, is not listed for some reason. Therefore, it actually shows the T-Bird Fordomatic to be a three speed trans.
Incidentally, is your T-Bird a very early production car? If so, it may have had that 256 engine from the factory. There is an article in a 1954 Popular Mechanics magazine (about April or May, I think) that talks about the upcoming Thunderbird and lists the engine as the 256.

[scicala]

I think the 256 Merc Y-Block in early '55 T-Birds might just be an old wives tale. Why would the use an inferior less powerful engine in a Bird if the 272 was available from the start of '55 production ?


Sal

[KULTULZ]

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Originally Posted by scicala

I think the 256 Merc Y-Block in early '55 T-Birds might just be an old wives tale. Why would the use an inferior less powerful engine in a Bird if the 272 was available from the start of '55 production ?

Sal

The BIRD was initially designed with a 54 drive-line. The 256 (EBY) was to be used instead of the 239 EBU for 1955. CHEV was to intro their 265 for the 55 production run and FORD panicked and introduced the 272 and 292 for 1955 production. The 292 went to MERC, BIRD and FORD emergency vehicles.. The 272 was not available until the 55 production run. Being a performance car the BIRD would have gotten the 292.


Attached are excerpts from an introductory BIRD BROCHURE. No publication date-

[KULTULZ]

The FORD-O-MATIC was a three speed transmission. It is what is known as a SINGLE RANGE whereas the CRUISE-O-MATIC (1958/ ) was deemed DUAL RANGE.

The FM started in 2nd for fuel economy purposes. If you wanted performance, you either pull it into low or gagged it.

Brief and Concise Description - http://www.charlietranny.com/Fordomatic.htm

[KULTULZ]

It is assumed FINAL is 1:1 unless an OD.

[KULTULZ]

The '54 Merc 256 EBY engine in the car had a '57 tach drive distributor, '57 ECZ-B intake and an Autolite carb from an FE 390 when I got it. It didn't run well at all. Maybe a vacuum leak from the mis-matched intake manifold?

I forgot about the car history, as I forget almost everything now ...

So the engine was documented (CASTING ID - DATE CODES) as a 256 EBY?

Regarding the ECZ-B intake, were there any vacuum leaks as while the EBY was a CF design, it also had the smaller heads.

[dmsfrr]

I have seen some early '54 pre-production TBird brochures that show the 256 engine but the brochuress dated later in '54 show the 'new' 198 hp (292) engine in the images.
http://www.oldcarbrochures.com/stati...Folder-06.html

Even the earliest production '55 TBirds had the 292...
"For 1955, the first 1000 Dearborn-built Ford VINs - 100001 through 101000 - were reserved for the new Thunderbird. All of these cars had the same 292 cubic-inch V-8 engine (P) . . . "
http://www.tbird.info/first-1955-thunderbirds.htm

The one I have is slightly later than this earliest group, scheduled build date Nov. 9th of '54. I suspect one of the previous owners may have worn out / used up the original 292 engine.
Or...
Back-in-the-day the car was in a bad enough wreck to have the frame replaced. Maybe the original engine & transmission were borrowed for another project at the time.
The '54 Merc 256 EBY engine in the car had a '57 tach drive distributor, '57 ECZ-B intake and an Autolite carb from an FE 390 when I got it. It didn't run well at all. Maybe a vacuum leak from the mis-matched intake manifold?

List of Y-block engine block casting number prefixes by year...
http://www.ford-y-block.com/Block%20identification.htm

40 Deluxe yes it's odd they didn't list the 1:1 high gear. I missed that, thanks.
I've seen the same transmission specs on at least one other website.
Maybe they're just copying the info from each other???

Originally Posted by KULTULZ

. . . Where did you see 2S on the webpage?

On the left side of this linked '55 Thunderbird info page... (photo attached)
http://automotivemileposts.com/tbird/prod1955tbird.html
.

[40 Deluxe]

Originally Posted by dmsfrr

I have seen some early '54 pre-production TBird brochures that show the 256 engine but the brochuress dated later in '54 show the 'new' 198 hp (292) engine in the images.
http://www.oldcarbrochures.com/stati...Folder-06.html

Even the earliest production '55 TBirds had the 292...
"For 1955, the first 1000 Dearborn-built Ford VINs - 100001 through 101000 - were reserved for the new Thunderbird. All of these cars had the same 292 cubic-inch V-8 engine (P) . . . "
http://www.tbird.info/first-1955-thunderbirds.htm

The one I have is slightly later than this earliest group, scheduled build date Nov. 9th of '54. I suspect one of the previous owners may have worn out / used up the original 292 engine.
Or... back-in-the-day the car was in a bad enough wreck to have the frame replaced. Maybe the original engine & transmission were 'borrowed' for another project at the time.
The '54 Merc 256 EBY engine in the car had a '57 tach drive distributor, '57 ECZ-B intake and an Autolite carb from an FE 390 when I got it. It barely ran at all, probably a vacuum leak from the mis-matched intake manifold.

List of Y-block engine block casting number prefixes by year...
http://www.ford-y-block.com/Block%20identification.htm

40 Deluxe yes it's odd they didn't list a 1:1 high gear.
I've seen the same transmission specs on at least one other website. Maybe they're just copying non-original info from each other???


On the left side of this linked '55 Thunderbird info page... (photo attached)
http://automotivemileposts.com/tbird/prod1955tbird.html
.

DMSFRR, I guess my info was way too early. I just thought maybe a few early Birds escaped with the 256 engine, before 292's were up and running. Seems not!
On the photo you show, again it lists the low gear and 2nd gear ratios, but not the 3rd gear ratio of 1 to 1.

[Daves55Sedan]

You have a typical small-case two speed Ford-O-Matic. They were commonly used for Ford full-sized cars V8 and 6-cyl applications beginning in 1951.
The 1951 thru 1954 Ford-O-Matic's had a cast-iron rear extension housing. From '55 on up, they had an aluminum rear extension housing.
'51 thru '56 had air-cooled converters. '57 and later (with V8) had water-cooled converters, but they kept the air-cooled converters for the 223 I-6 all the way thru to '64 I think (when the 223 was discontinued).
If I remember right, the Cruise-O-Matic had a slightly longer case (known as the medium case). The transmission fluid pan was shaped a little differently and had a little bumpout on the passenger side. That has always been the easiest way for me to determine the difference.
The Cruise-O was normally not used on full-sized cars, but they were installed in Mercury cars and wagons and they were installed in Ford Thunderbird's. I just don't know what year they started. The '55 T-bird came from the factory with a 292 as the 312 was still a year out yet.
Lincoln had a whole nuther animal, known as the large case Ford-O, and if you saw one of those, you could easily tell the difference without measuring.

[dmsfrr]

Originally Posted by Daves55Sedan

You have a typical small-case two speed Ford-O-Matic. They were commonly used for Ford full-sized cars V8 and 6-cyl applications beginning in 1951.
The 1951 thru 1954 Ford-O-Matic's had a cast-iron rear extension housing. From '55 on up, they had an aluminum rear extension housing.
'51 thru '56 had air-cooled converters. ...

99% sure this one has an aluminum tail housing, I'll double check tomorrow.

My biggest concern is why it seems to only have two functioning forward gears instead of three with a 2nd gear start as I've been told it 'should' be. I asked the transmission shop that did the rebuild the same question and they told me it's really just a 2 speed. So where did the other gear go???

Shifting manually or driving it has two forward speeds and shifts only once. I initially thought the shifter might be out of position relative to the transmission and it may not reach the actual Lo gear position (since starting up from a stop seems a bit sluggish and at times squeals and shakes the car)
but it lines up with the P R N D L letters just fine. I'll double check that adjustment too.
.

[KULTULZ]

Originally Posted by dmsfrr

My biggest concern is why it seems to only have two functioning forward gears instead of three with a 2nd gear start as I've been told it 'should' be. I asked the transmission shop that did the rebuild the same question and they told me it's really just a 2 speed. So where did the other gear go???

Shifting manually or driving it has two forward speeds and shifts only once. I initially thought the shifter might be out of position relative to the transmission and it may not reach the actual Lo gear position (since starting up from a stop seems a bit sluggish and at times squeals and shakes the car) but it lines up with the P R N D L letters just fine. I'll double check that adjustment too.

The FORD-O-MATIC is a 3S SINGLE RANGE TRANS with a 2nd gear start, If you want a 1st gear start, you have to put the selector in L or floor the throttle at take-off.

Small Case is a FORD-O-MATIC. Mid-Case is a MERC-O-MATIC designed for the heavier MERC and FORD performance applications of the period.

The CRUISE-O-MATIC/MERC-O-MATIC was introduced in 1958 whereas it was a DUAL RANGE, normally starting in 1st although the driver could choose a second gear start,

The ONLY 2-SPEED TRANS (FM/2)was introduced in 1959 for economy applications and was replaced by the C4.

I cannot understand on this late date how the confusion continues.

[dmsfrr]

Originally Posted by KULTULZ

. . .
I cannot understand on this late date how the confusion continues.

Manually shifting it to the L position on the shifter does eliminate the occasional squealing and shaking when starting off but does not seem to select a lower gear. It starts off at the same rate and shifts once when returning the shifter to the D position.

Here's what I suspect may be going on (but prefer not to think too hard about)
For some reason the transmission isn't able to actually shift into first gear and still starts off in 2nd. The transmission shop may(?) not have done the rebuild work correctly and isn't wanting to have to redo their work.
Their story is *It's a 2 speed*, so that I'll just go away.

I will continue to examine and readjust the shifter and kick-down linkages
and keep my fingers crossed.
.

[KULTULZ]

I remember your saying it had a 239/256 (?) in it when bought. And you found a 292 to replace it. Is the TRANS the one that came with the car?

Need the TRANS ID when you can.

The POWERGLIDE is a 2S, the FM is a 3S. It had the 2nd gear start for fuel economy.

[Daves55Sedan]

Originally Posted by dmsfrr

My biggest concern is why it seems to only have two functioning forward gears instead of three with a 2nd gear start as I've been told it 'should' be. I asked the transmission shop that did the rebuild the same question and they told me it's really just a 2 speed. So where did the other gear go???

The Ford-O-Matic has always been a THREE-speed transmission. If you select "DRIVE", it shifts directly into intermediate, then shifts to high gear at the appropriate speed. You can select "LOW", start driving, then manually pop it up into "DRIVE" and it will shift into intermediate, then to high gear at the appropriate speed. Additionally, the trans will automatically shift into "LOW" if you select "DRIVE" and stomp the accellerator to the floor, then it will run thru all three gears. If you are on the highway, in "DRIVE" and you want to pass a slow poke, you can stomp the accellerator to the floor and the transmission will automatically downshift, then resume shifting to high again at the appropriate speed.

Where my concern is, lies in the fact that you are using a '57 and later intake manifold (which only properly fits on the 272/292 heads), and I am wondering if the guy who did the ill-advised swap, carried along the proper Ford-O-Matic passing gear linkage with it.

Thake some pics of back of intake manifold behind you carb so we can see the linkage. Do you see a rod connected from there that goes down to the passing gear lever on the trans (right where the shift lever is)? If not, you have problems. The Ford-O-Matic will not operate properly if that is not installed and not adjusted properly.

[grumppyoldman]

my first 55 Ford with Fordomatic trans was 2 speed (only shifted once if started off in D ), If started off in L Shifted to D then shifted back to L then shifted back to D it shifted 2 times. There was what a Ford mechanic told me, was an intermitten range that had to be manually shifted. What i know is it worked that way when I was red light dragging. Would run damn near as fast in L as it did in D. I'd call that a 3 speed trans. They did away with in when they went to Crusamatic, My 60 Fordamatic when I tried it, it liked to have put me on the dash. Live and learn

[54vicky]

if you have a manual it shows how to adjust the linkage properly.if you do not have one that should be a priority.you also need to identify the transmission you have so any information you are given is right for the transmission you have.also as 55 said a picture of the bellcrank and linkages will be a huge help.if the car was pieced together over the years who knows what parts are (were) used

[rotorwrench]

What some folks refer to as a kick down rod & lever is not quite correct. There is the gear selector lever and a throttle control lever. These transmissions use the throttle control lever to control pressures inside the transmission. Kick down will occur due to the spike in pressure when you floor it but it's not there just for kick down. Since there is no vacuum modulation like the 61 & later cars have, the shifting pressures had to be controlled through the linkage with the engine throttle control. The control mechanism behind the carb is a bit more complex than a kick down. It has to be properly adjusted to get correct shift control throughout the range of operation. As you push down on the throttle the TV valve (short for throttle valve), constantly increases transmission pressures as the throttle is opened up. The governor is set for shift points but it also has to have the correct pressure to shift properly. Too little pressure and it will slip. Slippage will kill the plates in these transmissions so adjustments have to be done a little bit at a time to adjust for a faster harsher shift down to a slower sloppier shift. You want somewhere in between when adjusting the TV rod linkage.

If the transmission has internal leaks due to bad o-ring seals, worn piston ring seals, bad servo diaphragms, or loose & leaky tubes then the transmission will have shift problems. Guys that know these transmission well have to diagnose off what the shift characteristics are. Generally the first thing they will do is a pressure test. A person needs the tech manuals for the transmission they have. There are a few shops out there that specialize in these units due to the number of T-birds and popular collector mid 50s Ford cars & trucks that have them.

The AOD is an option but the kits are expensive. These transmissions are distant relations to the old Ford-Os in that they have ravigneaux planetary units and still use a cable to control the TV valve but they have much more modern technology with the big advantage of overdrive.