Bob's Resource Website (2007)

(Powershift Trans)

The transmission used in the Studebaker Avantis is called a Powershift', which is basically the same as the FlightOmatic, except the shift quadrant and valve body are different (PNDLR vs PNRD21) and it had more clutches. It was manufactured by Borg-Warner and is described in the Stude shop Manual as an 'AS n-10', with the 'n' differing between applications. The transmission was carried through to the Avanti II and is called an FMX in later life,however the torque converter and bell housing are unique to the Avanti II, in that is is mated to a GM engine.
The FMX was a transmission, manufactured by Ford under license from Borg-Warner, It was introduced in the early 60's as a redesign of the Borg-Warner FX/MX transmission that many auto manufacturers had been offered since about 1951. (NOTE: the FX/MX were developed by Borg Warner for Ford, after they were denied cooperative use of the Detroit gear transmissions ( DG250, etc), by the Studebaker Board.) It is a very strong transmission and was even used it behind milder big-block applications. The Borg Warner FX/MX was used, pretty much, across the board as far as models of cars go. Other names for it were Lincoln - Turbodrive, Ford -Cruise-o-matic / Ford-o-matic, Mercury Multimatic / Merc-o-matic, Nash & Rambler - Flashomatic, Studebaker & Packard - Flightomatic.

In the late 50's - early 60's, the FX/MX was redesigned to cope with the horsepower increases, being made available in the newly introduced muscle/pony cars. It does not have much aftermarket support, only torque convertors, HD clutch packs, and shift kits, so it's limited as to how much you can increase it's strength. This is so for several reason, but primarily because the FMX has a cast iron case that weighs a ton so it was never a choice for drag racing.
AMC used FMX trans in the Ramblers. Studebaker put them in Hawks, on special order, and in Avantis with different valve bodies than everyone else. The pan gasket tells it all tho, just match this outline with your's and it will prove it's the 'FMX"
Pan Gasket

Views:(note: pics are from an Avanti II, so the bellhousing bolts up to a 350small block)
[ Left ] [ Bottom ] [ Center ]

Band Adjustments for Borg-Warner Automatic Transmissions
Adjustments
(with Pan off)Front band setting--Back off adjusting screw and put a .250in spacer between the adjusting screw and piston pin and tighten the screw to 10 inch lbs. There should be a one-way clutch spring on the adjusting screw that will automatically adjust the front servo. Older units had a lock nut.
[ Tighten lock nut to 20-25 ftlbs ]

(Excerpt from web - Sep 2002)
Band Adjusments for Borg-Warner Automatic Transmissions - Top Re: t-409 band adjustment tools Dana Fisher -- 1/10/2000, 3:33 p.m. The T-409 automatic transmission is a heavy duty cast iron unit made by Borg-Warner. AMC called it a Flash-o-matic. The T 39 and T 49 are the same just not as heavy duty in the servo and planetary area. This style goes way back to the 50's with IHC T26 T28. They got better over the years but were quite heavy and I think Warner quit making them in 1971 or there abouts, IH being about the only user. Ford also used this design but used linkage for the kick-down not electrical [ Ford Model FMX ]. I think Japan even copied it but shrunk the mold somewhat.
Adjustments :
Front band setting--Back off adjusting screw and put a .250in spacer between the adjusting screw and piston pin and tighten the screw to 10 inch lbs.
There should be a one-way clutch spring on the adjusting screw that will automatically adjust the front servo. Older units had a lock nut.
[ Tighten lock nut to 20-25 ftlbs ]

Rear band setting---unlock jam nut and back off adjusting screw untill free travel is obtained. Tighten adjusting screw to 10 inch lbs--then back off screw 1 and 1/4 turns. Lock jam nut.

As far as I know the IH tools [ SE-1908 & SE-1910 ] are just fancy torque wrenches that overrun at 10 inch lbs. One [ SE-1910, front ] has a 1/4 in spacer with it. Try looking up the adjustments in a trans. book under AMC.
They used the same trans called type 12 with 390 and 401 engines about 1969--1971. Hope this helps.
Dana



TYPES:
Stude 58-64 V8 Type 1
Stude 63-64 6 Type 2 Model 35

Excerpt from 65 Motors manual
Page 539- 540



Notes on

  • converting a Flight-O-matic to a first gear start
  • Flightomatic to FMX specs
  • General Info
  • Detroit Gear (51-55)

  • Flight - O - Matic Adj

    re-adjust the throttle rod(s) that determine the shift points on your transmission.

    There should be two, one is at the rear of the driverside of engine. The rod should be at 1/4 inch and there is an adjusting screw that holds it at a 1/4 inch. The other comes off the carb and can be lengthend and shortened by unscrewing the lock nut and turning the heavier rod. Making the rod longer holds off your first shift, and your second shift. Making it shorter makes the first shift sooner, and a bit harder.


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    Some technical opinions are my own from experience, other informational data is from online sources with credits when available and while care has been taken to be as accurate as possible, it is offered only as a guide and caution should be exercised in the application of it.