3-to4spdsft.txt The shifter mechanism on a Standard Studebaker Avanti or Hawk of that year has some commonality with Ford and some others. The transmission is called a PowerShift (FMX) and is actually a beefed up Flight-o-matic (FX/MX) of earlier vintage, with a newer valve body to allow shifter quadrant standardization with other manufacturers. The shifter has a lever action, pivoting a rod attached to the transmission shifter detent lever. The detent action of the transmission allows the ratcheting movement that stops the shifter lever at specified spots adjacent to the appropriate letter (PNDLR)* on the quadrant. Adjustments can be made to fine tune the positioning. *////The fact is this arrangement was created by safety legislation in the United States. The early European and American made vehicles had a different selector arrangement on their automatic transmissions, which was P-N-D-L-R. In the early years of automatic transmissions, if a driver was not paying close attention, they could accidentally put their vehicle in reverse when selecting a forward gear. Due to the surprising amount of accidents caused by this selector arrangement safety legislation was enacted to re-locate reverse. ///// In changing the transmission to a late model 4-speed (with overdrive), a question arises regarding having to change out the shifter mechanism also. This should not be necessary as in later Avantis (80? onward) there was a 4 speed transmission installed behing the GM small block. This was generally a 200R4, but some have claimed a 700R4. The transmission selector used for these installs was the same as the original Studebaker 3-speed transmission, with a 4 gear selector shiftgate. Installing the original shift lever rod to the 4 speed transmission detent lever will provide the same action required to manipulate the transmission, you just have to find and install a 4-speed quadrant indicator, so you know what gear you're in. A testimonial from an 82 owner (305GM/200R4) --------------------------------------- At the shifter end there is a large rubber boot attached to the underside of the tunnel. A flat bar lever extends down from the shifter through the boot. It has two bends in it to bring it's end closer to the transmission case. There is a round bar reaching from the flat bar lever of the shifter forward to a bell crank on the transmission input selector shaft-the tranny gets its gear selection through a rotary motion. The bellcrank also operates a rod on the opposite side of the tranny input shaft from the shifter-to-tranny rod up to the steering column for the column lock. It looks like the ultimate in simplicity. There don't appear to be any environmental leaks at the shifter end. A little heat comes out of the shifter on a hot summer day but it is minimal. The rest of the year there doesn't seem to be any heat or cold coming out of the shifter-I'd call it a well sealed shifter. chuck RQB-3553