Here is all I could find regarding adjusting the downshifted in a 1965 COM. And I pretty much leave the rod loose, with no return spring.😔
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Hello puttster,Here is all I could find regarding adjusting the downshifted in a 1965 COM. And I pretty much lar the rod loose, with no return spring.😔
The 59 MX has a completely different throttle linkage that goes down to the trans, compared to the 65.Hello puttster,
Galaxiex's response was pretty self evident that the 1959 MX transmission is different than the 1965 MX. The 1965 uses a vacuum modulator for line pressure/shift control and doesn't use the kick down rod for that. With that your 1965 Ford service manual will not have the instructions to adjust the 1959 transmission control rod. You'll need the instructions from the 1959 Ford shop manual for that.
I do hope galaxiex responds because for my own and others edification I would like to know the procedure for adjustment. I am curious if, like the GM 700R4 and most likely the Ford AOD, you need to adjust with a pressure gauge on the line tap of the transmission and of course engine running.
I don't know if the FMX he has will "drop right in" as there were several versions of that trans.I called the mech who fixed the leak by replacing the seal and he says it is probably the front pump, to leak out so quickly. He is currently too sick to work on cars but thinks he has a FMX he can give me. This might solve some issues!?!
Question: will it drop right in and link up? My 1959 MX is, I believe 35-1/2" but the 1965 MX it replaced was, I think a little longer because IIRC is needed a driveshaft change.
Howdy galaxiex,Ok, for some STUPID reason my manual does NOT show a picture of the 1959 - 1961 throttle linkage.
That said, here are some pics of other years and models. (Thunderbird)
Just to show the goofy Rube Goldberg maze of linkages..... and at the end I typed verbatim from the manual how to adjust the 59 - 60 linkage.
I tried to scan it, but it was too close to the spine of the book and I couldn't get it to lay flat, so instead I typed it all out!
I didn't want to rip the page from the book!!!
View attachment 173703
View attachment 173704
View attachment 173705
AND FOR GOOD MEASURE... Here's what SHOULD BE on Puttster's 65.
View attachment 173706
SEE HOW SIMPLE that ^^^^ is compared to the earlier stuff?
Ok, here's the adjustment procedure...
I typed this verbatim from my manual.
THROTTLE LINKAGE ADJUST
1959-60 Ford V8 & Mercury
1. With engine stopped, disconnect throttle control rod and carburetor connecting link from accelerator assembly.
2. Insert a ¼” gauge pin through gauging holes.
3. Lift carburetor connecting link to its normal operating position. Maintain forward pressure on it so that carburetor throttle lever is held solidly against idle adjusting screw. Then adjust length of link so that threaded sleeve can be freely fitted into accelerator lever. From this position, rotate sleeve one full turn to lengthen the link. Remove ¼” gauge pin and connect link to lever.
4. Check alignment of gauge pin holes. Open throttle and permit throttle linkage retracting spring to return linkage to its hot idle position. The pin must now enter freely; if not, readjust carburetor adjusting link to obtain a free fit of gauge pin.
5.Remove gauge pin and adjust throttle control rod. Pull upward gently but firmly on rod to hold transmission lever against its internal stop.
6. Rotate turnbuckle or clevis until pin freely fits accelerator lever. Lengthen throttle control rod by 3 ½ turns.
7. Connect throttle control rod to accelerator lever.
8. Adjust connecting link to obtain a pedal height of 3 ½”.
WOW.... JUST..... WOW.... can you follow all that?!?!
I'm sure it's "simple" if you have the car with all it's linkage intact, sitting there in front of you......
I like your shedding. It's getting brighter in here, with a few hair balls rolling around... Continue with the diagnostic analysis! It is odd though, that the pressure spec's (or other oblique reference) aren't in the appendix for that FSM section.I am not meaning to hi-jack this thread in any means, rather shed more light on this particular subject
Where is your original transmission?OMG what a nightmare. Yes, all I have for linkage is that 1965 downshift rod, with no return spring. I have a feeling the transmission repair can replace 100% but if I hook it up to the 65 linkages It will be dead in a thousand miles. Probably that is what caused my surging and maybe even the front pump bustout!
Good grief. Now what.
Having built more FMX units than I can remember,.........................
Geeze I consider the FMX a doorstop at best but it would be an improvement over this.
What would have been nice is if Ford included the main line pressure readings at hot idle then at full throttle and at least any modifications could be made to meet those requirements with assurance you're not operating at low line pressures for the apparent load and inducing constant slip in the clutches which of course is a transmissions quick death sentence.
I am not meaning to hi-jack this thread in any means, rather shed more light on this particular subject.
Howdy galaxiex,Here's a pressure chart for the linkage controlled units.
Sorry, it might be a little hard to read.
View attachment 173712
Allo allo galaxiex,Having built more FMX units than I can remember,
and considering it was in production First Gen 1967 - 1972 and Second Gen 1973 - 1981
with millions of units installed in passenger cars and light trucks over its production run.
Heck, I've even built units that were installed in a stationary power plant and running a ski lift! Obviously very old school as ski lifts are now all electric.
Also built units that were in Airport "mules" hauling baggage carts and towing large aircraft.
There are probably a lot more industrial applications where it was used, that I am not aware of.
It's "not that bad" of a unit. JMO of course....
Built properly it can handle up to about 400 - 450 HP.
500 HP would probably be pushing the limit, if not over it.
I "think" it's also a bit more efficient than the energy vampire C6.
Although the C6 is still my favorite trans.
To my mind, the FMX is somewhat more..... refined.... shall we say, than the older pre 1967 FX and MX units.
Heck, TransGo even has a full manual shift kit for for the dinosaur FMX.
I'll post up a pressure check chart later for the older throttle rod (non vac) controlled units.
Hello puttster,I exchanged the original 65 MX for the 1959 ten years and maybe 3,000 miles ago.
I have found a 64 MX but it is $300 +shipping. plus it does not have the linkage and plus I think it is 2" shorter than mine so I would need another driveshaft... so I have the feeling that going that way is running down a rabbit hole.
Is there a way I can use that control pressure chart and Galaxiex's instructions to get the 59 adjusted properly with my 65 downshift rod?? I guess one thing is to put a return spring on.
PS Thank you guys, for the help here.
Hello puttster,Yes, that is prob the better way to go. The instructions GalX posted (are indeed nuts) are for the 59 linkage setup. How would one (maybe me) go about setting the 65 control rod/downshift mechanism that I have? The rod runs from the transm to a set screw on throttle lever at the carburetor,
Previously could get a downshift with strong but less than full acceleration in 2nd or 3rd gear, is that is how the downshift is supposed to behave? could I set the screw to do that and call it good?