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. Some vehicles had the same system without the D1 and D2, instead just having D, and only 5 stations on the quadrant. Starting in 1965 the M-3x was made with the now common P-R-N-D-2-1 shift arrangement (Park, Reverse, Neutral, Drive, Second gear, First gear). AMC called this "Shift-Command" to differentiate it from the D2/D1 models, since either could be ordered in an AMC/Rambler automobile from 1965 to 1967. The M-36 was introduced in 1965. It is essentially the same as the M-35 except that it has provisions for an external transmission oil cooler. The M-35 was air cooled by the torque converter with a fan on it. The M-35 case has provisions to be drilled for an external cooler, but no U.S. models used an external cooler and do not have the internal provisions to mount one. There may be European models that were equipped with external coolers. An external oil cooler made it suitable for heavier vehicles and/or towing heavier loads. AMC used the M-36 behind the 232 six in their Ambassador starting in 1965. The M-37 is first mentioned in the 1967 AMC Technical Service Manual (TSM). It was used behind the 232 in larger vehicles. It has a higher torque rating than the M-35 and M-36. By 1967 the M-36 was relegated to the 199 six, the 232 received the stronger M-37 in all AMC vehicles. European models may differ. Description The Borg Warner 35 automatic transmission comprises a torque converter, and a fully automatic 3-speed hydraulically controlled epicyclic gear box. The automatic transmission provides three forward speeds, and one reverse gear ratio. As is common in automatic transmissions of its generation, power brought to the transmission via the torque converter drives hydraulic fluid. As the gears move faster or slower, pressure of the fluid increases or decreases in the case. Mechanical switching of gears is triggered by the increase or decrease of pressure. There are no electronic sensors or switches as found in modern transmissions. There is a Throttle Valve in the control valve body that is connected to the throttle linkage via a cable. This regulates internal pressure by throttle position. A secondary function of this cable is