fmx cruise o matic transmission

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What is a "FMX" transmission????

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Can someone please tell me a little about the FMX transmission? I believe my '69 has this transmission. What are the weak and strong points? Is it a good or bad transmission to have? My car had a 351 2V. Thanks' Randy  

It is the combination of the FX and MX cast iron Cruise-o-Matic transmissions into one case! The small case with the big guts installed in it.  

Does this make it more reliable.  

The FMX is a step between the C4 and C6. They're fairly reliable transmissions, just not a lot of support aftermarket wise for them. Also, with a cast iron main case, they're heavier than a C4.  

The FMX often gets a bad wrap because of its weight, and it's hard to find people that know the right way to work on them. If put together right, they're actually a solid transmission. The downsides are they're heavy, a little more difficult to get parts for than a C4 or C6, and they're expensive to work on. Upsides are they're tough, and have a smooth shift.  

I happened upon once by chance, rebuilt too. I called every auto trans shop local to me and tried to see if they'd take it as a core. Everyone told me the same story...didn't want the boat anchor.  

There's a place in OKC that's very knowledgeable about them, and they rebuilt one for a car I used to have. I even had them do a few things to it, and we put a stall in it, but it was expensive. So expensive it wasn't worth it.  

A big heavy tranny..but strong as hell, I have one in my 72 Mach all I ever had to do to it was change the seals after it sat for 8 years, after 38 years it is still going strong, never misses a beat. And by the way I was never easy on it.  

I don't think it's so much the FMX is a bad transmission, it's that the C4 and C6 are such good ones. There are folk building the light and power efficient C4 to handle ridiculous power reliably, for not crazy money. John Edit: Just to add that if the C6 didn't exist, there would be a ton more development and performance parts available for the FMX. Of course, this wouldn't help the weight unless an aftermarket FMX aluminum case was made...  

If I had thought about the reliability part of my question I could have answered it my self. My car has almost 200k miles and the transmission is still going strong. Thanks for all of the input. Now I know.  

I'm there to, working on my 69 tran & just found out it maybe a fmx ? Cruise O matic ,I thought it was c6 never had a problem with. But I'm rebuilding the 351w engine & thought let's do tranny at Sametime & well Lol ??  

the C4 takes 28 hp to operate , the C6 uses up 55 hp , the FMX 25 hp and is way stronger than the plastic explosive C4 ! i use to out run the cops on my FMX !  

The way I tell them apart is that the FMX bolts on to the bellhousing like a 4-speed does. You can pull it out leaving the bellhouse and torque converter in place. I've had several FMX's over the years. They are tough--the one in my '69 years ago shifted so strong that it easily barked the tires into second. I also learned they are very sensitive to fluid levels. Get a quart low, pull up to a stop sign, and vroom vroom--seems like you are in neutral. They don't like to be run low. Never had that bad of a problem with my C-4's and I have had some leaky ones!  

Had one in my 72 Mach, swapped it for a modified AOD (4.11 rear) and the FMX went in the trash can.  

the AOD is based on the FMX. i use to out ranned the police on my FMX or wuz it BMX , maybe AMX ?  

"the AOD is based on the FMX". This seems a popular thing to say on the net, I wonder who figured this out. A friend is a semi-retired transmission rebuilder with almost 50 years of experience. He can rebuild an AOD with his eyes closed and still remembers tricks to rebuilding Ford-O-Matics. I asked him about this once and he stated that the FMX and AOD's had absolutely nothing in common internally in either parts or design. I've only dabbled a bit in rebuilding an AOD or two but in looking at the manuals and tearing down an FMX, I have to agree. About old transmissions have things in common like drums, bands, governors, etc. , but I haven't seen anything in an FMX to indicate that the AOD design was based on it anymore than the AOD was based on a Chrysler 727 TorqueFlite or something. Just curious, as I keep hearing this and personally see no connection in lineage at all between the FMX and AOD. Perhaps someone knows more about this in particular?  

The AOD gear train design was based on the gear train of the FMX/Cruise-O-Matic transmission which (in one form or another) has been part of Ford's automatic transmission history for decades. This gear train incorporates a compound (six-pinion) planetary gear unit, utilizing one planetary carrier with a set of short and long pinions, rather than two or three single planet carriers. This design was probably used because of the minimal changes needed to "add" overdrive to it. In fact, the FMX, AOD and AOD-E/4R70W are the only modern Ford transmissions which share the compound planetary design. Click to expand...

So the AOD is attributed to FMX heritage merely because they share the same style of planetaries? Good enough, I learned something today. Thank you.  

If I had one that needed rebuilding I would go to a C4 instead. Broader Performance has really good prices and they know what they are doing.  

I had one in a 68 Galaxie I had. Couldnt kill it. This was the same car that the front brake line rubbed through. I was on a road trip and didn't have the stuff to fix it on the road (this was in '86). When I got where I was going, I was doing 10 mph when I had to stop or run into something. Put it in PARK! Hell of a stop. Next day fixed the brake line and drove the car home. Not sure how that would operation would fair on a C4 or today's modern transmissions, but that thing was indestructible. And of course, in a galaxie, what's another couple hundred pounds. 0-70 in about 6 miles, but it was a smooth ride.  

I had one in a '69 Cougar XR-7. Good tranny for what it was in. No complaints. They can be built to be strong... for a slushbox.  

Hey, sportsroof69, I live in Moore, Ok and I am looking for a 65-70 fastback for sale. Preferably 69. Do you know anyone selling? You can call me if you'd like or email. Thanks -Chad 4O5-397-O233 or [email protected]  

Question Wich headers can i use in a 351c 2v with fmx transmision??  

Beats a C6 any day! Had a 68 XL with a 390 2bbl Y code engine. Not a torque monster but it did OK! I trashed 3 C6's until I finally pulled one out of a police car. It was still in it when I sold it, but the fellow I sold it to told me 6 months later he had to rebuild it again! Just bought a 68 LTD with the same engine and a FMX transmission and so far so good! Had real good luck with the C6 in my 77 F150 with a 400 Police Interceptor I put in, but I'm always scared when I see a C6!  

I'm new to this forum. So I'm working on a 1969 Mustang Mach 1 351W 4v. Got a Marti Report on it and it's supposed to have a FMX transmission. I actually picked up a FMX core off of craigslist locally that was removed from a 1969 Mustang 351W 2V. I'm wondering what the difference is between a FMX that would go into a the 2 set ups. I called a local transmission place that sells master rebuild kits and so on and the rep said that there was no difference in the kit sold for either motor set up. Why would there be a part number tag that is different from a 351W 4v VS a 351W 2v??? I have a good friend who is going to rebuild the FMX, but I have to find out the difference before he gets started. I've had someone suggest that shift points may be different or maybe the springs in the governor may be different or maybe the shift linkage on the side of the FMX may be different between the 2v vs the 4v 351. Any help here would be great. Also, I'm going fairly stock with the 351W 4v, but it will be pushing more HP that could be as much as 100hp more than the stock 290hp. Can I just have the FMX rebuilt with a standard master rebuild kit and the torque converter stock also? There doesn't appear to be much out there for upgrades and torque converter upgrades appear to be pretty spendy. Any help would be appreciated here. Thanks!  

1969Mach1Sean said: I'm new to this forum. So I'm working on a 1969 Mustang Mach 1 351W 4v. Got a Marti Report on it and it's supposed to have a FMX transmission. I actually picked up a FMX core off of craigslist locally that was removed from a 1969 Mustang 351W 2V. I'm wondering what the difference is between a FMX that would go into a the 2 set ups. Click to expand...

I have a 1973 mustang fastback with an FMX transmission. Reverse gear is giving me some problems. I have been debating changing it to a C-6. I would appreciate any thoughts on doing the change.  

Lot of folks with exactly one post in this thread. But anyway, you have to change quite a bit of stuff to fit a C6. Also it's bigger and heavier, more suited for a truck, RV, big block Lincoln, stuff like that. Not a lot of folks still out there tha tknow how to fix MX's and FMX's but they're still out there and it's not an expensive transmission to repair as those things. If you want to throw the baby out with the bathwater, then a C4 is a better choice. You can build one how you want and a modified will handle the power a stock C6 can while being a lot smaller, lighter, and more efficient. If you decide you need overdrive than an AOD or 4R70W swap is awful nice cruising on interstates.  

I was told you could put another gear in a 3 speed FMX. I don't know much about this so forgive me if this is a dumb question. Thank you!  

Another "one hit poster! No, sorry, you cannot. You can buy a pretty expensive "GearVendors Overdrive" and add an extra gear to many kinds of transmissions but for most it's not practical or worth the expense.  

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Is the C4 and Cruise-O-Matic the same?

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No sir. Cruise O is the precursor to the C-6 The C-4 is the replacement for the old Ford-o-Matic 2 speed... In a nut shell anyways....  

When the C4 first came out in '64 it was called a Cruise O Matic. The C6 and FMX were also called Cruise O Matics at one time or another.  

Depends on how you define "Cruise-O-Matic" Ford definitions included C4, C6, Ford 2-speed, and all cast iron transmissions under the header "Cruise-O-Matic"  

mmerlinn said: Depends on how you define "Cruise-O-Matic" Ford definitions included C4, C6, Ford 2-speed, and all cast iron transmissions under the header "Cruise-O-Matic" Click to expand...

The "Green Dot" C4 was call a "Cruis-o-matic" but there was also the "Cast Iron Cruis-o-matic" which turned into the FMX. I never heard the C6 called "Cruis-o-matic" but it wouldn't surprise me to find that they did.  

Without knowing the year, the code is worthless.  

CRUISE-O-MATIC is a marketing term. It was used from 1958 until the early seventies(?). What people regard as a CRUISE-O-MATIC is actually the cast iron case FX, MX and HX. The first production years of the C4 and C6 were also referred to as CRUSIE-O-MATICS. This term began being phased out with the advent of SELECT-SHIFT in 66/67.  

It is a 1971 Torino 500. Later! Mr. Ed  

71 Torino Trans Code W= C4  

Great! Thanks! Later! Mr. Ed  

The old Fordamatic 2-speed was a step before the cast-iron crusi-a-matic. Which turned into the FMX. The cast iron crusi-a-matic had a rear pump. Fmx did away with the rear pump.  

Gearhead99 said: The old Fordamatic 2-speed was a step before the cast-iron crusi-a-matic. Click to expand...

The BW FORD-O-MATIC Transmission The FORD-O-MATIC (1950-1959 C: 1958 ) ( FOM small case-MERC-O-MATIC medium case) was a three speed single range transmission. It featured a second gear start unless first was manually selected (either shift lever or fuel pedal). The F/2/S PX (FORD-O-MATIC 2S) (1959-1964) was a true two speed aluminum one piece case that was an economy transmission. The FORD-O-MATIC was redesigned in 1958 to become a dual range transmission (first gear start) and was named CRUISE-O-MATIC (FX). The mid case version was named the MERC-O-MATIC Multi-Drive (MX). There was also a large case introduced in 1958 for the LINC-MERC that was named the TWIN-TURBO. It was also redesigned in 1961 for LINC specific vehicles and was referred to as the HX or LX. This design was deleted in 1966 for the new C6. 1967 saw the first use of SELECT-SHIFT (selected applications) enabling the driver to fully control the trans manually. 1968 saw another design revision whereas the LX and MX were combined into the smaller LX case by eliminating the rear pump and making a much stronger transmission. This was the FMX. The FMX was discontinued in 1980 ( C: 1981 ) with the introduction of the AOD. CORRECTION TO ABOVE TEXT ; The FORD-O-MATIC was redesigned in the 1958 model year to become a dual range transmission. This upgrade was named the CRUISE-O-MATIC. The origional FORD-O-MATIC was still used along with the new COM as an economy transmission. The origional FOM was discontinued for the 1959 model year and a new transmission, the F/2/S PX (a true two speed with an aluminum one piece bell and main case) was used for economy until the introduction of the C4 in 1964. The marketing term Fordomatic was given to this new model transmission. The CRUISE-O-MATIC was replaced by the FMX in 1968, that being a Select-Shift transmission, although there was available a Select-Shift COM in 1967.  

Take a look at the shift indicator pic in this E Bay '65 Falcon. Clearly shows Cruise O Matic on the green dot indicator. eBay Motors: Ford : Falcon (item 160234473214 end time May-03-08 13:45:45 PDT)  

My son has a 58 EDSEL with a 3 speed tranny that looks like a FMX . what model is it .  

The 1958 EDSEL (both versions) used the Single Range FORD-O-MATIC.  

Well, my '64 F'lane has a trans code of '4' which states to be a 3-speed dual range trans. What the heck is it or what does it mean? Is it good for anything?  

Don't know anything about codes, but to the best of my knowledge you either have a cast iron cruisomatic or a C4 in your car. Crawl underneath your car. The cruiso pan is wider than long. The C4 longer than wide. Cruiso has castiron case. C4 aluminum. Both have detachable aluminum bells and tails. Dipstick on cruiso goes into pan - on C4 into case next to bell. C4 has two external servos - cruiso servos are internal. Depending on application both can be good transmissions.  

i have a 1967 ford galaxie 5002 door hard top. is has a select shift cruise-o-matic? is that the fmx or the c4? trans code is x. any help would be greatly appreciated!  

Re: The BW FORD-O-MATIC Transmission Hi I have a 59 t bird with a borg warner t 12 transmission attached to the 352 engine. I'm wondering if there is an aftermarket tranny that will bolt up to this engine with little modification. The benefit of aftermarket is that i'm assured of getting new parts. If I rebuild i tI could end up with anything for my $2500. I"m a bit suspicious of my mechanic. Aside from it being hard to find the gear shift spots, once i do, the car stays in gear, doesn't make any sounds or have any smells. The mechanic says that the fluid has metallic residue but my understanding is that could be normal. The car wouldn't go in reverse the other day when it was cold, but a week later, i had it in reverse several times with no problems. I'm stumped on what to do. THanks, Ben  

Most modern mechanics don't want to spend the time it takes to service old cars. You're better off getting a Shop Manual for your car and learning how to do this stuff yourself. Most of the sloppy shifting of these cars is due to wear on the detent plate, wear of the shifter lever, and improper adjustment of the shifter rod. New detent plates and shifter levers are available and the adjustment procedure is covered in the Shop Manual. I am unfamiliar with the transmission that you have. In '58 the bib Birds equipped with the 352 (FE) engines used the MX transmission. Looking at this article , the design of the '69 Ford MX transmission was based on the Borg-Warner from the late 40's. There is nothing "normal" about metallic residue inside a transmission case, aside from indicating wear. Most wear on these old cars is from neglect or use of the wrong type of fluid. I suggest that you drain the transmission and remove as much fluid as possible. Keep in mind that MX transmissions take 11 quarts of Type F. Start with the pan (on some models the dipstick tube can be used as a drain). Remove it, the filter, and clean the residue off the bottom of the pan. Also remove the dust cover from the front, rotate the engine by hand to find a drain plug for the torque converter, and drain it. Make sure both the transmission flange and pan flange are clean, and the pan flange flat. NAPA sells a good gasket and filter kit. The gasket is rubber and the filter actually fits. Use a thin smear of black RTV sealant on the pan side of the gasket and put it on the pan with the cleaned bolts inserted in the holes to hold it all together and lined up perfectly. Then add a second thin smear of RTV on the transmission side of the gasket, and install with the bolts finger tight. Wait an hour then torque the bolts to 1/2 of the factory spec. Any more and you will distort the flange and it will leak. Refill the system by filling up to the level of the dipstick. Start the engine and work the transmission through its gears while parked, then shut off the motor and refill. What you are doing here is filling the torque converter and cooling circuits. You will probably have to do this two or three times to get the fluid level at the low end of the dipstick marks. Yo want it a little low so when you test drive it and get everything warm the level will expand to the full mark on the stick.  

So then, what's behind my 390 in my 1963 Thunderbird?  

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