The AOD is kind of an odd duck. It doesn't use a lockup clutch like modern stuff, but in factory form has an extra input shaft that splines into a hub that is welded to the converter case. 1st and 2nd it uses the converter normally, third it does a 60/40 split between direct drive and the converter, when it goes into 4th it goes to 100% direct drive. So you will never feel the extra "shift" of the torque locking like a newer vehicle.
However, for performance applications it is common to delete the direct drive portion of the torque and switch to a one piece input shaft, eliminating lockup in favour of performance and durability.

Ford did put the AOD behind 351w's in cars, I had one many years ago, but while it appeared early on behind the 302 in trucks, it was late to the game with the 300 and of course never behind the W. I'm not sure about the AODE, but I know by the time the 4R70W rolled around they had decided that an AOD based trans behind the 300 was still a bad idea and it was E4OD only.

 

Interesting. But, how did they do a 60/40 split?

 

This is the best explanation I can find:
Educated Question On Aod And 60/40 Torque Split - Engine/Driveline Tech Talk - STLMustangs Forums
It's a simple system, but the explanation is not.

 

I understood every word of that, when taken individually. But, when strung together it was over my head. However, I think I got the gist. Thanks!

 

Which would effectively give you a C6.

I've had both in one truck and didn't see any difference in power consumption (or mileage if not using OD), so it would be interesting to know what advantage a '3-speed' AOD has over a C6.

 

The non lockup setups keep o/d somehow. Never really looked into it as I've only ever owned one... Lol

 

If you really wanted to, you can buy a bell housing for the AODs to adapt to a FE or 385 series engines too. If built correctly, they will hold the power. You have to mill off the factory bell and the new one bolts on by the pump bolts.

I really don't exactly know how everything works even though I've rebuilt several with good results, but there's a lot of pieces parts in 'em. Much more than a C-6.

82F100SWB - I can follow most of that link, but I'm too tired to make complete sense of it right now. I get the basic understanding of it.


Sorry for the major derail reamer.

 

Lentech builds one heck of an AOD, but I'll still take a 4 or 5 speed any day of the week. I'm slowly accepting the reality that my best option for wheeling rig is a C6 as much as I don't like it...

 

I had an AOD converted to non-lockup and manual valve body in my Bronco for a while. It definitely had 4 gears.