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By the early 1960s, Hurst transmission shifters and other products had become legendary in auto racing, particularly in drag racing, and among custom car makers. Many automobile enthusiasts replaced basic factory floor and column-mounted gear shifts with custom Hurst floor shifters to obtain better control of gear selection, particularly for ...
The engine on this model was the 200 hp (149 kW; 203 PS) 282 cu in (4.6 L) I6 featuring a Holley 2300 two-barrel carburetor, 7.7:1 compression ratio, 266-degree camshaft, and electronic ignition. The automatic transmission was a floor-mounted shift design, a first in a VAM Hornet-based American.
The same assortment of three- and four-speed manual transmissions were carried over from previous years with Hurst shifters used on floor-mounted three-speeds and all four-speeds. The two-speed Jetaway automatic transmission was discontinued entirely with the three-speed Turbo Hydra-matic now the sole offering for shiftless driving.
Should 1st gear be required earlier, reduce the car speed to below 30 m.p.h. (48 k.p.h.) and effect a "kick-down" gear change. Many people assume they have a two speed transmission because they expect the first Drive position (D2) to shift through all three gears as all automatic transmissions have done since 1968.
The standard transmission was a three-speed manual with column shift and the two-speed Jetaway automatic with switch-pitch torque converter was optional. Hurst shifters became standard equipment with floor-mounted manual transmissions including the optional heavy-duty three-speed, M-20 wide-ratio four-speed or M-21 close-ratio four-speed.
All three V6 engines were paired to a 4-speed automatic transmission. In LS trim, the fifth-generation Monte Carlo was the final mass-produced six-passenger, two-door sedan offered for sale. As with nearly all coupes (and many four-doors), the Z34 was offered with bucket seats and a floor-mounted shifter.