PINTO CAR CLUB of AMERICA
Shiny is Good! => General Pinto Talk => Topic started by: waldo786 on January 06, 2013, 12:43:01 PM
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Hello all, from reading some posts on here if I remember correctly, it seems that there were some pintos that came from the factory both 2.3, but more so the 2.8 that had a c4 trans. My question is if this is true, then can an AOD be bolted in and swapped into our cars? I'm looking to fuel inject the pinto and use it as a cruiser or even a daily driver when I get it all done and would like an overdrive trans. The a4ld just doesn't seem like a good choice and it's hard to find good remanufactured ones out there as I've been doing some looking. Any ideas or info would be appreciated! Thanks!
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if its a stock n/a 2.3 the a4ld will last a long time.....
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This is purely my opinion but learn to drive stick & swap in a T-5 with a 3.00 to 3.25 gear & be done with it. I gave up on slush boxes decades ago. My '76 wagon will be going from auto to T-5 at the end of this year or beginning of next.
I taught 2 ex girlfriends & my ex wife how to drive stick in my '74 Pinto & my sons 1st car will be my '80 with a T-5 in it. I'll teach my daughter stick in that car as well. I know this solution isn't for everyone but if you want fuel mileage, reliability & the best use of the 90 HP engine without the 25% parasitic loss from an automatic there really isn't a better choice.
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It can but,in order to control the transmission you have to get both the EEC that works the overdrive and the wiring harness for the transmission.. ...Otherwise in will not lock up. Others have wired in a switch to operate the O.D.
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As far as plans for the car, I want to get the heads ported with this Bo-port package http://www.bo-port.com/index.php?act=viewProd&productId=72 with the simple stage 1.1 camshaft. I have a 4 barrel dual port offenhauser intake I want to use with a fuel injection set up. Nothing crazy but I figure it'd be really nice to have an overdrive to cruise with as well. I know I'm probably considered a wimp because I like automatics, and getting stuck in traffic with a manual doesn't seem like fun to me - just a preference.
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they pretty much fall into place as an offshoot of the c3 design. They also have swapable bell housings so gather up the parts by finding a 2.3 mustang for the bellhousing shifter mechanism etc then proceed to find a good trans out of a 4L explorer. They beefed up the a4ld quite a bit to live behind the 4.0. If you need one that you can really put the juice to get a 4.0 version modded out w the guts from a 4r44/55 or get one of them and swap in the a4ld valve body and as suggested just wire in a click button on your t handle to take care of the OD lockup
OhSix'
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Since you want fuel injection with an OD auto, you might consider getting the complete engine/transmission out of a fox Mustang including the computer and wiring.
If using the dual port Offy manifold, be sure to use a early oval port head and not the later D port head. Not sure how you modify that intake for fuel injection and get an even mixture with the divider in the port.
The AOD transmission is large and heavy. You would need one of those I4 to V8 bellhousing adapters and custom flex plate. I believe I read here somebody trying it and they needed to expand the transmission tunnel to fit the AOD.
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The A4LD got a bad rap from the early turbo coupes, It really can be a good strong tranny, Ford use a version of it all the way up to 2010 in the GT mustangs and they held OK stock in a 4,000lb car,
What I did was about like O69 talked about, I got a bell from a later 2.3 ranger, the valve body from a early A4LD, a 4.0L explorer case and late model roller gear trane. Part of the reason they never caught on is no one really made a stall converter for them, not so any more, I'm having a 4K RPM stall made for mine right now....
As far as the OD and converter lockup controls, if you use and late 80's valve body it is shifter controlled (the shifter has positions for 1,2,drive and OD) and you can control lock up with a toggle switch, pretty easy.
The AOD is a pretty big cased tranny, they won't fit in the early Pinto's without tunnel work, not sure about the later Pinto's..
Walt
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All good info here. Another question though - I wouldn't be able to install an a4ld without some sort of special switch for lock up or is that just in certain years?
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All good info here. Another question though - I wouldn't be able to install an a4ld without some sort of special switch for lock up or is that just in certain years?
You will need a switch to lock the converter once you are up to speed otherwise the converter will slip, build heat & eventually wipe out the tranny. You will want it in an easy to reach spot because if you don't turn it off when you come to a stop it will stall the engine. You will get use to it after a few days of driving.
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All that is needed is a toggle switch with 12 volt power for the lockup, another option if your using a stock convertor is just not use the lockup if you don't want to, it will act just like the C-4 except in overdrive. You wouldn't want to do this if you had a hi stall built, but a stock convertor will be fine
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All that is needed is a toggle switch with 12 volt power for the lockup, another option if your using a stock convertor is just not use the lockup if you don't want to, it will act just like the C-4 except in overdrive. You wouldn't want to do this if you had a hi stall built, but a stock convertor will be fine
I've always heard that not locking the converter is as damaging as running a stall converter that stalls above your cruising RPM. I know the 700R4 will burn up if you run it unlocked on long distances.
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I could be wrong, but I had thought someone here had done the swap ?
I also think this site is where I found this link ?
http://www.lentechautomatics.com/aodhome.html