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AOD Swap on a 72 GTS?
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zippy289 View Drop Down
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    Posted: 28-December-2025 at 9:11AM
I have an AOD out of a foxbody mustang. It was rebuilt at some point so it's a mishmash of parts, but the valve body looks to be out of an 89. As far as using this behind a freshened up roller 351w, is there anything I need to modify on the mounts or anything else I'd need?

As far as I've found, I'll need the flexplate out of a 351 equipped crown vic, some sort of linkage to convert it to column shift (Lokar), and I've already got a US Shift/baumann shift kit to toss in. Am I missing anything?
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matching the selector ranges and the detents of the AOD to the 72 column gate may be difficult

is your transmission hydraulic only?
72 GT Ute
   
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Yup hydraulic only, no electronics. I can't imagine I'm the first to put an AOD into one of these cars
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If your power doesn't go too high, the AOD is a decent choice for an older SBF. The 4R70W is more capable and shifts better with little trouble at all, the cost is just a bit higher than an AOD. Bolting to the SBF is simple, bone stock common parts for any AOD/SBF combination, in the right flexplate balance weight. So you are talking about a 28oz 351W most likely, but the late Windsors had EFI and used 50oz balance weights. That just means you get a flexplate with the matching weight to the engine's balancer. Use the late model small starters, with a ring terminal for the trigger wire.

The best AOD shift kit was the TransGo HD, I installed one of those in my first Mark VII. It shifts way better than all other VB kits, better at all throttle levels, more responsive.  I also installed a Bauman kit later, it wasn't very hard and worked good, just not great like the TransGo HD kit. TransGo put more engineering into their kits, there are way more parts to replace and it improves more things than just altering the shifts. I suggest an expert for the TranGo kits, well the HD kit anyway, that required drilling two specific holes, carefully into the VB.

When the power grows higher like 400+ or so, then you will wish it had better gearing and a torque convertor like the 4R70(or AODE) are made with. The AOD requires special torque convertors if you want to do away with lock up etc. The TV cable has to be used, and properly attached to the throttle of the carb, or EFI.

I built my 2nd AOD, which had the HD kit in it, after I wrecked the car. I used some AODE parts and Kolene steels etc, back then in 1999 it was a good starting point. But I never got to use it, getting back into a Mark VII like the Special Edition I had took me years to find. Now a 4R70W is a better platform for a 347 I have. I'm going to take the AOD apart to get the AODE gearing from it, which is now obsolete from Ford. So it'll essentially be an AODE which matches the close ratio gearing of the original AOD, and the stock 3.27 gears.

You can build an AOD with many guts parts from a 4R70W, to strengthen the reverse drum, the direct drum, plus the gearing of the wide ratio parts(sun gear shell, sun gear, ring gear, and planetary).
Don
73 Ranchero "Sport 72 front end", floor shift/console, planning EFI 7000 rpm 351 stroker
73 Ranchero GT 351C-4V &4R70W for sale later.
92 Lincoln Mark VII SE GTC, OBDII 347/4R70W
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You’re mostly on the right track. Flexplate needs to be correct for a 351W and AOD (Crown Vic can work if the balance/bolt pattern matches). Column shift conversion like Lokar is fine with the ’89-style valve body. Main things to double-check are torque converter match, crossmember/mount fitment depending on the chassis, starter clearance, and driveshaft length/yoke. Otherwise you’ve covered the big items.
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I already have a B&M 2800 stall converter which should hopefully work just fine...I'm mostly worried about the detents on the column matching up with the notches on the transmission shifter, but people on the torino facebook group are telling me it lines up no problem. 

I'm going to order the lokar shifter and toss it in while the valve body is out. I think the crossmember should line up, I remember reading a while ago about someone else who had done the swap and they didn't mention anything about modifying the stock 1972 crossmember.
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Originally posted by 72 RS 351 72 RS 351 wrote:

If your power doesn't go too high, the AOD is a decent choice for an older SBF. The 4R70W is more capable and shifts better with little trouble at all, the cost is just a bit higher than an AOD. Bolting to the SBF is simple, bone stock common parts for any AOD/SBF combination, in the right flexplate balance weight. So you are talking about a 28oz 351W most likely, but the late Windsors had EFI and used 50oz balance weights. That just means you get a flexplate with the matching weight to the engine's balancer. Use the late model small starters, with a ring terminal for the trigger wire.

The best AOD shift kit was the TransGo HD, I installed one of those in my first Mark VII. It shifts way better than all other VB kits, better at all throttle levels, more responsive.  I also installed a Bauman kit later, it wasn't very hard and worked good, just not great like the TransGo HD kit. TransGo put more engineering into their kits, there are way more parts to replace and it improves more things than just altering the shifts. I suggest an expert for the TranGo kits, well the HD kit anyway, that required drilling two specific holes, carefully into the VB.

When the power grows higher like 400+ or so, then you will wish it had better gearing and a torque convertor like the 4R70(or AODE) are made with. The AOD requires special torque convertors if you want to do away with lock up etc. The TV cable has to be used, and properly attached to the throttle of the carb, or EFI.

I built my 2nd AOD, which had the HD kit in it, after I wrecked the car. I used some AODE parts and Kolene steels etc, back then in 1999 it was a good starting point. But I never got to use it, getting back into a Mark VII like the Special Edition I had took me years to find. Now a 4R70W is a better platform for a 347 I have. I'm going to take the AOD apart to get the AODE gearing from it, which is now obsolete from Ford. So it'll essentially be an AODE which matches the close ratio gearing of the original AOD, and the stock 3.27 gears.

You can build an AOD with many guts parts from a 4R70W, to strengthen the reverse drum, the direct drum, plus the gearing of the wide ratio parts(sun gear shell, sun gear, ring gear, and planetary).

I already had an AOD and a buddy gave me his old b&m lockup converter, so this is going in just to get the car on the road. I already have a manual transmission hump so end goal would be a 4 speed...I hope the AOD holds up until then!
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That'll work, the AOD is a good trans, it's just not ideal for big power or serious performance. Concentrate on the TV cable, not the shifter. The TV adjustment is critical, the AOD will die if you don't get that right. It needs 33psi when checked using a testing tool(spacer which opens the throttle off idle by a short distance(same as the diameter of an "X" bit). I have the tool and test gauge etc, I did that with my first Mark VII in 1997.

People have used the stock floor shifter, I don't know how the column parts work for a late auto trans. I will be installing a 4R70W into both of my 73's, one is a column shift that I plan to leave that way(to sell).

I mocked up an AOD into my first 73 ages ago, without an engine. It looked like the trans cross member would be close to lining up the holes. Expect it to be close, hopefully no worse than opening up the two slightly.
Don
73 Ranchero "Sport 72 front end", floor shift/console, planning EFI 7000 rpm 351 stroker
73 Ranchero GT 351C-4V &4R70W for sale later.
92 Lincoln Mark VII SE GTC, OBDII 347/4R70W
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This has been done, I think there may be some forum posts on it, although during my research for AOD/4R70W (I did the 4R70W), I don't seem to have book marked any of them.

I don't recall seeing you mention the driveshaft. The AOD is the same length as an FMX, but is shorter than a C6. You may need a different driveshaft.

You will need an AOD yoke. Note that the AOD yoke is the same spline as a 4R70(W), but the diameter is different. I believe a 72 4 speed yoke will work with the AOD. The 4R70W seal is 0.10 larger than the AOD. 

[EDIT] - I forgot to mention, on my 4R70W, i used a slightly modified 2004 F150 4.2L cable mount and had to fabricate a new pivot pin for the lever (due to switch clearance). Both mods were fairly simple, I used the original cable, and the detents all lined up perfectly.


Here are some links I have bookmarked from my research on the AOD/4R70W.



Good luck! Please add your findings and experience to the forums here, it will be invaluable to those that consider these swaps.
Pete Jenerette
1972 Gran Torino (H-Code - 4R70W)
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We have more info on it in a sticky thread:


Also talk to California Johnny.  He has done a couple of AOD swaps in Torinos.
Vince

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Originally posted by peter.jenerette peter.jenerette wrote:

This has been done, I think there may be some forum posts on it, although during my research for AOD/4R70W (I did the 4R70W), I don't seem to have book marked any of them.

I don't recall seeing you mention the driveshaft. The AOD is the same length as an FMX, but is shorter than a C6. You may need a different driveshaft.

You will need an AOD yoke. Note that the AOD yoke is the same spline as a 4R70(W), but the diameter is different. I believe a 72 4 speed yoke will work with the AOD. The 4R70W seal is 0.10 larger than the AOD. 

[EDIT] - I forgot to mention, on my 4R70W, i used a slightly modified 2004 F150 4.2L cable mount and had to fabricate a new pivot pin for the lever (due to switch clearance). Both mods were fairly simple, I used the original cable, and the detents all lined up perfectly.


Here are some links I have bookmarked from my research on the AOD/4R70W.



Good luck! Please add your findings and experience to the forums here, it will be invaluable to those that consider these swaps.


I haven't mentioned a driveshaft because I have no driveshaft LOL ! I was going to pull one out of a crown vic at the junkyard and take it to a shop, but if something out of a stock application works without needing a trip to the driveshaft shop that'd be even better. Fantastic info, some of the nitty gritty specifics like differences in seals is exactly what I was looking for. Thank you for the links!

I just bought the lokar (eh, chinese knock-off) shifter, for $30 figured why not.

Originally posted by 72FordGTS 72FordGTS wrote:

We have more info on it in a sticky thread:


Also talk to California Johnny.  He has done a couple of AOD swaps in Torinos.

Exactly what I was looking for, thank you! Somehow this sticky didn't come up in my search.
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Just following up on this post. I mounted my AOD over the weekend. No modifications to the crossmember required. I used a stock AOD transmission mount and bolted it right in. Fits like it came from the factory! I believe a C4 driveshaft will work, I just need to confirm slip yoke diameter.

Only thing I had to fabricate were new captive nuts for the crossmember bolts, but that was easily done using some 5/8 nuts and 1" flat stock.
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How do the chassis specific headers fit with an AOD ?
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Originally posted by pyntre pyntre wrote:

How do the chassis specific headers fit with an AOD ?


Great question, I have no idea. I have some cheap Hooker's in the garage that I'll prop up when I get home. 
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That’s what’s been keeping me from doing a modern overdrive in the mid 70’s chassis , I can’t afford custom headers , no way !
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I thought I'd have enough room in a mid-size chassis for headers, but if I have to get shorties it's not the end of the world. These were also free, so if any bashing is required I won't feel too bad LOL
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If you're running a AOD (not a 4R70W), the yoke should work.
 
The 4R70W yoke is about 0.10" thicker than the AOD/C4/TopLoader yoke, but all have the same inner spline size and count.

Keep us posted!
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No experience with a Torino, but I swapped my C4 for an AOD in my 68 Cougar a couple of years ago. Here are a couple of thoughts:

The holes in the transmission mount were about 1" off. I probably could have modified the mount, but I bought an aftermarket one instead. 

I reused my stock driveshaft. The only mod required was to cut 1" off the yoke.

The Hooker long tubes I had with the C4 fit the AOD with no modifications. If anything, I'd expect the Cougar to be tighter than a Torino, so you might be good.

I had to modify (lengthen) the shift lever on the AOD a little so the throw matched the gates on my floor shifter. A little trial and error to get that to work.

The TV cable is probably the most important element. As mentioned earlier in this thread, get that wrong and you'll lunch your transmission quickly.
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Holley Flowtech headers for 351C/351W will clear an AOD / AODE case with minor trimming on the case tabs near the bellhouse. I still have a set of brand new ceramic coated automatic headers I was going to use in Bruiser before I sold it, when it had the 351C/AOD combo before I sold the AOD and black painted flowtech headers. Still have the ceramic coated ones in case I ever decide to do a hydraulic clutch conversion.

When I looked into building an AOD, what I got from a prostock builder out in Indiana with a lot of AOD/AODE builds, build an AOD, using 4R70W internals. 

Other items...you need to look over the AOD cases. the bores where the servos sit are really starting to show their age and wear of decades of service. I believe Sunnex makes repair kits for the cases, but I was advised on 2WD 4R70W cases should be sourced these days for AOD builds.

Look in the early mid 2000's Mustangs with the last of the 4.0 V6 engines. These were some of the better transmissions to start a performance build with. 

Good thing is if you decide to build a 4R70W, all you need is the Baumann transmission controller, and a carb with a throttle position sensor on it. Believe Holley still sells some of there carbs, not sure about Edelbrock. (My carb preference is Edelbrock AVS2 these days, but I am running a TKX 5 speed on my '72.

One piece of advice on the AOD:
Pay a shop that knows what they are doing. If you are not careful, you can roll the sprag gear and destroy an AOD. 
Did that to my old '84 F150 after I bought it back and the kid swapped an RPM air gap intake and 600 1405 performer and had the linkage all screwed up. 
Tried a Lokar TV cable kit and it screwed up the sprag and killed the built AOD I had in my '84 F series.
Andrew:GTS.ORG admin, '72 Q code 5 speed Restomod
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