The Employee of the Month for December is: Buddy.  

At just over 4 years old, Buddy has shown an incredible aptitude for the job despite his diminutive age.  Buddy is a homegrown product from the Valley that began his career with us in 2022.  Since then he’s proven to be an indispensable member of the team, handling all manner of responsibilities from security and pest control to greeting customers.  Buddy has yet to earn his driver’s license but he’s assured us he intends to purchase a Mercury Cougar once he has.  

Check back in next month when we recognize another outstanding member of our staff.

Originally Published by Motor Trend on Apr 01, 2011

It has been said by San Fernando Valley locals that Mustangs Etc. is a hidden treasure of classic Mustang and vintage Ford paraphernalia. Founded by Arnold Marks in 1976, Mustangs Etc. is a treasure trove of used, new-old-stock, and remanufactured Ford parts. At a time when classic Mustangs were used clunkers that were plentiful and cheap, Arnold snapped up all that he could find for both parts and resale.

It is admittedly overwhelming when you enter the Mustangs Etc. warehouse at the corner of Bessemer and Kester streets in the heart of Van Nuys. Arnold and his son, Garrett, have amassed rust-free body clips, hoods, decklids, doors, fenders, end caps, convertible top assemblies, headlight doors, trim pieces, platforms, engine blocks, heads, manifolds, transmissions, rear axles, interior parts, and a host of other items that have passed through Ford plants from coast to coast. There is also a wealth of restored and unrestored classic Mustangs and other vintage Fords for sale.

Once you've digested the used items, it's impossible to comprehend the N.O.S. parts, literally thousands of items that Mustangs Etc. has acquired over the years for all Ford carlines. Arnold has bought out dealer inventories and snapped up parts at auctions. Garrett finds what he can on the Internet. Shelves are lined with rare and regular production Autolite, Motorcraft, and Rotunda parts that can complement a concours restoration.

Because Garrett has a vast knowledge of classic Mustangs and their related Ford part numbers, he's always thinking ahead. As the supply of used and N.O.S. parts continues to dwindle, Garrett has asked himself how he could remanufacture original Ford parts and make them like new. For example, have you ever wondered what to do with an old Mustang ashtray or window track or taillight dish? What happens when you cannot find N.O.S. or would rather avoid a reproduction part because you seek absolute authenticity? In other words, you're seeking a restoration consisting of 100 percent Ford parts. Garrett discovered most of these plated and galvanized items could be stripped and replated to look like new. Imagine a 45-year-old ashtray that looks like new. Or a taillight dish with the correct factory finish instead of silver Krylon paint.

Mustangs Etc. takes the renewal concept a step further with rebuilt electrical and chassis components, like power steering control valves and cylinders detailed to concours perfection. They also do power steering pumps. Electrical components like headlight switches are rebuilt in-house and look like N.O.S. Headlight switches never really wear out. Their contacts become contaminated causing the circuit breaker to cycle lights off and on. Most of us just replace them. Mustangs Etc. rebuilds them.

Mustangs Etc. offers a solid-state voltage regulator that looks completely authentic in a concours engine bay. They also rebuild those old point-style regulators if extreme authenticity is important to you.

One of the greatest assets at Mustangs Etc. is rust- and damage-free sheetmetal and die-cast Mustang body parts. Count on row after row of decklids, hoods, fenders, doors, body clips, end caps, headlight doors, valances, and more. Engine and driveline components exist as far as the eye can see. If you're interested in investment information, talk to Chuck. If you need classic Mustang parts, talk to Garrett.

By 

Written by Hemmings Contributor - Updated July 3, 2024

Ford’s sporty classic Mustang has been going strong for nearly six decades, which is remarkable for any car line. There remains a deep passion and love for these cars, in part because they’ve existed in driveways around the world since 1964. Enthusiasts continue to buy them, and Ford continues to build them.

One area where vintage Mustangs often require attention is the front suspension. Because Mustang inherited the Falcon/ Comet platform, it also received the Falcon’s rather pedestrian front suspension design. The Falcon’s unit-body platform aided its affordability, and the car’s suspension was designed for a practical commuter automobile—not performance driving. So, while the Falcon underpinnings allowed the Mustang to come to market at a relatively low price, all these years later, it’s not uncommon for those suspension components to need replacement.

We recently followed along with the work performed during a complete front suspension rebuild on a ’65 Mustang undergoing a major facelift at Mustangs, Etc. in Van Nuys, California. Because Southern California enjoys nice weather throughout the year, enthusiasts are able to drive and enjoy their classic Mustangs regularly, so worn suspension parts need to be addressed to ensure a safe driving experience. This is a budget-conscious suspension upgrade that most enthusiasts can afford.

We cannot stress the issue of safety enough. When starting on this type of project, always support your vehicle with heavy-duty 2-ton-capacity jack stands under both frame rails, confirming their stability before getting underneath the car. Coil springs pack a tremendous amount of energy while compressed, so make sure to use a high-quality coil-spring compressor designed for coilover upper-arm applications like Mustang, Falcon, Fairlane, Comet, Torino, and even 1962-’67 Chevy II. The coil springs we are installing pack 600 pounds of pressure just to compress the spring 1 inch. Never stand in the path of a compressed coil spring. Always lay them flat while compressed, and stand away from them during removal and installation.

While you have the front spindles removed, inspect them for scoring and excessive wear. When in doubt, replace the spindle. And finally, it’s a good practice to wear a dust mask any time you’re unbolting suspension components and brakes.

We’re using new suspension parts from Ford and Mustang specialists Scott Drake, part of the Drake Automotive Group, to rebuild our ’65 model. The parts we’re using are intended as stock replacements, to return this Mustang to the condition it was in back when it rolled off the assembly line. The work will ensure plenty more years of smooth, safe motoring.

Drake reproduction upper (p/n C4DZ-3082-RI) and lower (p/n C4DZ-3078-A) control arms are authentic in appearance and have the same specifications as original equipment. You will want to apply chassis lubricant to the lower control arm bushings and ball joints. Lube the upper control arm bushings and shafts, too. Pump just enough grease into the ball joints so that the cups expand, but without leakage.

We couldn’t pass the opportunity to make at least one upgrade during this process by using a 1-inch heavy-duty anti-sway bar (p/n S1MS-5482-A). This will help the Mustang cling to the road by reducing body roll. Polyurethane bushings for the mounts and end links are stiffer than stock rubber pieces and also contribute to improved cornering.

Upper control arm spring perches (p/n C4DZ-3388-RI) are installed first. Drake offers a heavy-duty high-performance spring perch (p/n C4DZ-3388-HP) for the Mustang, and it is suggested you order this one for best results. It takes the clunky stiffness out of the Mustang’s front end.

The coil spring perch locknuts are torqued to 17-25 ft-lb.

Mustangs from 1965-’66 have shims on the upper control arms to adjust camber and caster. It is best to install these shims as they were on the old upper control arms during reassembly, and then have a specialty shop properly align the front end once the work is completed.

With the upper control arms installed, you can see how the shims are configured. The upper control arm is shimmed in or out to control camber. Caster is adjusted by adding or subtracting fore or aft shims to control upper arm angle.

Lower control arms are installed next, making sure the pivot bolts are lubricated with chassis lube. Bolts are torqued to 35-50 ft-lb. From 1967-’73, the lower control arm bolts are fitted with an eccentric, which controls camber adjustment. Caster is adjusted via the strut rods.

Ball joint castle nuts are torqued to 60-90 ft-lb.

This is how you install cotter pins, properly snipped off at the castle nut, with the upper leg wrapped over the ball stud as shown. Make this a nice, clean installation so the next person to work on your Mustang doesn’t get jabbed.

The coil spring insulator is lubed with white grease for quiet operation, then wound onto the top of the coil spring.

The coil spring is positioned and secured within the spring compressor.

We are using a commercial-grade spring compressor here. Because your Mustang’s front coil springs contain a tremendous amount of energy when compressed, they become potentially dangerous. Should a spring suddenly become uncontained, it can cause serious injury. Always compress the springs horizontally, as shown, and never put yourself in the spring’s path.

Coil springs are seated in the shock tower as shown, then slowly released from the spring compressor onto the spring perch.

The coil spring is slowly unscrewed, placing the spring on the spring perch below. Observe the spring’s movement as it seats—it must sit squarely on the perch, with the spring tip against the stop.

The strut rods both have this reference mark, which means this side faces down.

This is the bolt-on spindle stop, which attaches to the strut rod as shown.

Strut rod fine-thread bolts slip into the strut rod like this. If you’re doing a 1967- ’70 Mustang front end, be advised that 1967 is a standalone strut rod and lower control arm; the hole spacing is different from 1968-’70.

First-generation 1965-’66 Mustangs have this nonadjustable strut rod, making them different than the 1967-’70 design, which is adjustable and controls the caster settings.

Next is the Drake 1-inch anti-sway bar, sporting polyurethane bushings. A thin film of white grease on these bushings and end links will keep them quiet, yet firm.

Anti-sway bar body-mount bracket bolts should be installed heads up in the interest of security and ease of installation. Bolt torque is 17-25 ft-lb.

Stabilizer links are installed next and secured as shown. Bolt torque is 5-11 ft-lb, though most installers don’t use a torque wrench on these links. White grease is applied to the polyurethane bushings for quiet operation.

If you’re replacing steering linkage components (idler arm, Pitman arm, and tie rod ends), use the existing tie rods as a reference to get the new tie rods to the same length. Of course, a good front-end alignment shop will need to be enlisted to get caster, camber, and toe accurately set to specifications.

We’ve opted for KYB Gas-a-Just shocks, which are a good budget-priced shock yielding a smooth ride and durability.

Walking into the parts department at Mustangs, Etc., it looks like a typical Mom & Pop shop with a lot of new and used Mustang parts hanging on the walls and in display cabinets. But once you walk through the back door, you enter a warehouse full of floor-to-ceiling shelves full of NOS (New-Old-Stock), newly manufactured and original used parts that keeps going and going.

Starting out as a Mustang dealership in parts and service in 1976, owner Arnold Marks has been successfully building the Mustangs, Etc. brand for almost 40 years, beginning with the first building on Bessemer Street in Van Nuys. The structures attached to the original store and warehouse have gone through several transitions, most recently serving customers looking to store their classic Mustang and other Ford models.

A virtual salvage yard of rust-free Mustang and classic Ford parts of every description

But that’s not even the half of it…just give Arnold a hint that you would like to see “the Warehouse”, a huge separate building leased in 2003, and he will enthusiastically give you the tour of a wonderland of rare vehicles awaiting restoration among a virtual salvage yard of rust-free Mustang and classic Ford parts of every description. He and his son Garrett have even bought out inventories of parts from several companies that went out of business and keep those in separate sections. The most recent is a treasure-trove of NOS ’64 to ’67 model year Mustang parts.

The to-be-restored vehicles in the warehouse deserve a story of their own, but here’s the short list, and all with no rust! Mustangs: 1967 S-Code Fastback 390; 1969 428 Cobra Jet GT; 1970 Mach 1 351 4-Speed; 1966 Cougar GR S-Code; 1969 Cougar Eliminator Coupe; 1940 Delivery; 1949 Ford 2-Door Shoebox.

When the opportunity arose in 2007, a large facility was leased for the increasing service needs of Mustangs, Etc’s customers. That business has continued to grow as the facility’s reputation spreads through the hard work of Service Manager Mike O’Brien and his talented staff. There is currently no body shop on the premises, but Mike’s crew works in conjunction with several highly credible shops to partially or completely restore several cars per year. One current example is the total restoration of an original Shelby GT 350 (see photos on the rotisserie.) Another great example of restraint in restoration is a 1965 Mustang built the last day of production at the San Jose plant (and sold locally by Fairview Ford) that the Mark’s were able to purchase with documentation and will keep and possibly sell as original because a “car is only original once”.

Future plans for the original adjoining building at 14843 Bessemer include a new office/showroom with a separate showroom to spotlight three or four specially restored vehicles. As with all brick-and-mortar businesses these days, the internet and social media aspects of the organization are being addressed. Sephanie Pacheco is the in-house coordinator who definitely has her hands full!

Arnold is being honored at a presentation at the official Mustang 50^th Anniversary Party in Las Vegas

As the 50^th Anniversary of the Mustang occurs this year, Mustangs, Etc. is right in the thick of it. As a 2008 recipient of the Lee Iacocca Award, Arnold is being honored at a presentation at the official Mustang 50^th Anniversary Party in Las Vegas on April 19^th at the Luxor Hotel in conjunction with Craig Cunningham of the Mustang Owners Club of California. Also, one of his 1965 Mustangs was just photographed at Will Rogers State Beach in artwork to be featured at the 5-day event.

Talking to Arnold, it definitely sounds like he takes his work home with him. Above his multi-car garage, his wife Jann lets him have a “playroom” with all of his automobilia. But that is a small reward for someone who has always done it all for the love of the cars…yes, it’s great to make a good living and raise a family in your life-long career, but it’s all really for the fun of it if you’re a true car guy!

Van Nuys Ca. – Arnold Marks is a man happy with his lot in life, a lot which, at the moment, is a few thousands square feet in the San Fernando Valley jammed check-to-jowl with Mustangs.  

Smashed Mustangs, bent Mustangs, dirty Mustangs, and even a few cleaned-up Mustangs (the latter hidden away).  Marks was born in Detroit 36 years ago, a town where people are reported to have gasoline running in their veins. Marks won’t admit to that, but his education in California at Valley College and Cal State Long Beach was as an Industrial Arts teacher, I.E. auto shop.  Which all led to his present business, called Mustangs Etc., a business primarily directed at keeping the Mustang legend alive by keeping old Mustangs on the road.

Was a Teacher

“I was a teacher for five years” says Marks. “And then I got married and decided I couldn’t afford to starve to death. So, I went and got a job as a car salesman at a combination Mercedes-Toyota agency.”

“I sold case for three years. That was during the time the energy crisis came along and we really did well with the Toyotas. But I always liked old cars. So, finally I decided to follow my real desires, and opened up a business just dealing with cars that I like – Mustangs”.

“The Mustang was a success from the word ‘go,’” points out Marks. “It was a sell-out the first day. Even the first couple of years, it broke sales records. I don’t think Ford really knew how good a car they were making or maybe they wouldn’t have made it so good. I mean, some of them go 200,000 miles and are still running. There are people around here that have been driving them every day since 1965-and that was thirteen years ago!”

A Mystique

Marks does not feel that the fact that Ford made millions upon millions of Mustangs hurts their appreciation factor. “It’s true that they aren’t a limited edition like the 2-seater Thunderbirds.” he says, “but somehow Fords have a mystique. Look at the Model A Fords – they were produced by the millions and certainly weren’t any better mechanically or styling-wise compared to GM’s products of the same era – but yet they are worth a lot more than a 1929 Chevy or a 1929 Plymouth. People collect Fords – any year, any model.

Marks says that a part of his market consists of people who are disgusted with the way new car prices are going up ($4500-$6000 for a Fiesta, for example) and people who owned Mustangs before always have a warm spot in their heart for them.  “Then, too” he adds, “They were a good design, even today. “I mean, the 1965 Mustang is a good size, it handles terrific, and the 289-cubic-inch V8 was the best engine Ford even built.”

Marks rates Mustangs’ desirability by the body style, and vintage. “Probably the most desirable is the 1965 and 1966 convertibles. After that, any and all convertibles, next I would say it is anyone’s guess because everyone has their own preference.

Ex-Teacher Very Big on Mustangs

There are some special exceptions – high performance. Mustangs which are so much in demand that they sell used for more than they sold for new. The ones built (or modified) by Carroll Shelby from 1965 through 1970 are one example. The next most desirable, says Marks, in terms of high performance are the “Boss” series personified by the Boss 302, Boss 351 and Boss 429, and finally the Mach 1, the latter quite common, but still prized because of the brute force inherent in the versions equipped with the 428-cubic inch engine.

“I have some customers who are what I call ‘Mustang families’,” says Marks. “For instance, this one fellow first bought a ’68 convertible from me. Now, his son has a ’65 Mustang convertible, his daughter has a ’67 Mustang and his wife has a gorgeous low milage 1966 coupe.”

Some customers are so concerned with getting good service on their Mustang that they bring it to Marks from great distances. “It’s funny because a Mustang is a simple car to work on” says Marks. “But people are beginning to really treasure them.”

Sells Parts Too

Marks sells restorable Mustangs, restored Mustangs, Mustang parts (new, reproduction, and used) and Mustang nostalgia items (Cobra jacket patches and the like).

Although auto-makers, by law, only have to make parts for a car for seven years after the model has been discontinued, Marks reports that For Motor Co. still makes some parts for the 12-year old Mustangs “because the demand is still there.”

Unfortunately, he points out, “there aren’t a lot of re-production parts on the market yet, so you can pay through the nose for something like a gas cap.” He is especially appalled by the poor quality of some factory replacement parts. “They don’t seem to make the replacements with the same quality as they made the originals” he reports.

In the reproduction area, he points to kick panels for convertibles, upholstery kits, and carpeting that is readily available for Mustangs of all vintages. Marks had his own spray can line created with exact original Mustang interior colors so owners can do touch-up themselves.

Likes ‘Em Authentic

Marks prefers his cars authentic and does not like to upgrade a Mustang to a different look when it was not originally equipped that way. He even dislikes having a Mustang’s original color changed.

He likes to get into restoration projects hip-deep. One of this most extensive tackled recently was on a ‘69 convertible where the owner wanted everything done to it – until he had spent $3600 in addition to the price of the car. “He liked it so much that he actually gave us a tip for our work,” recalls Marks.

Having worked with expensive cars like Mercedes, Marks relishes in pointing out how reliable Mustangs are compared to the expensive foreign tin. “When you pay $25,000 for a car like a Mercedes,” he says, “you expect it to be reliable. Yet I saw them being towed in every day I worked at the dealership. Conversely, if you maintain a Mustang well you can drive it 100,000 miles easily before you have any trouble.

No Guarantee

Marks does not guarantee the Mustangs he sells “because after all, they are 12 or 13 years old.” But, if he has just overhauled the engine or transmission, he wll guarantee that part. He avoids complaints by allowing prospective buyers a complete inspection of the car. “They can bring over their expert” says Marks.

Marks feels that Mustangs will soon be appearing at Concours d’Elegance and a group of perfectionists will arise to make certain they are restored correctly, just as there has with 2-seater Thunderbirds. “I own a ’57 Bird and I can’t believe how fussy some of those judges are,” he says.
He tells the story of a friends who did a frame-up $20,0000 restoration on a 1956 Thunderbird and then had points taken off at his first concours because of something amiss with the windshield washer fluid bag.

Marks doesn’t have to look for Mustangs, the Mustang owners find him. He is interest in cars first and foremost with straight, rust-free bodies. “You can always rebuild an engine or trans,” he says, “but one once a car’s body has been violated with a plastic repair material, it’s almost impossible to hide from an expert.”

Rust Free

Marks is glad he lives in California, because most of the Mustangs here are free from rust. He also says Arizona and Southeast U.S. Mustangs are still fairly well preserved. “The out of state customers come from places like Michigan and Ohio where the ’65 Mustangs rusted away a long time ago” he says.

Marks warns that there is a lot of fakery going on with optional packages on Mustangs. “I had one customer come in to show me a “GT” he was considering buying,” says Marks, “and I quickly realized it wasn’t a GT by several different signs. I told him why it wasn’t a real GT and he went back to the man who was selling it him and complained. The seller’s reaction was ‘what difference does it make if I make it a GT or Ford makes it a GT?”

Unfortunately the dark side of the Mustang’s rise in popularity has been the stealing of Mustang’s for the stripping of parts. “Wire-spoke hubcaps seem to be the most popular item to steal,” laments Marks.

Of course, there are many who follow Al Capone’s advice: “Don’t steal the hubcaps, steal the whole car.” One victim of a car theft was one of his own mechanics.

“He told me that he had bought a Mustang with a Missouri title, I told him that I would be wary of an out-of-state car but he went down to the Department of Motor Vehicles and got a California pink slip (title) and we thought everything would be fine,” recalls Marks.

Took Car

“But, about six months later, the police asked him to bring the car down. The took off part of the car, which revealed a hidden serial number – and that confirmed that the car never was in Missouri, but was stolen only about 15 miles from here. The thieves had faked the outer serial numbers but didn’t know about the hidden one. My employee? He lost out on the $1000 he paid for the car. The police confiscated the car on the spot and that was that.”

“The only thing you can do to prevent this from happening to you is to try and trace the car’s previous owners before you buy it, or buy from a reputable dealer,” says Marks. “Sometimes the original owner’s manual will even have the dealer’s stamp on it and you can call the dealer and find out if they actually sold the car and to whom.”

Marks can also recommend burglar alarm installers who can at least give the Mustang owner some degree of security.

Isn’t Marks worried that his shop – which looks like it might be a scrap metal yard – will turn off customers? “I had that choice at the beginning,” says Marks, “of having a small showroom in a nice location or a lot of space in an industrial location. I chose the latter and I’m glad I did, because I need the space now. I figured out if people want what I have, they’ll find me. And they do.”

6 - A common screwdriver gets these fine-thread machine screws securing the automatic choke.




7 - A C-clip secures the fast idle cam and linkage.
Pop this clip and remove the automatic choke.




8 - The automatic choke assembly as it stands as a separate bolt-on assembly.




9 - The Autolite 4100 carburetor void of its automatic choke.
We’re going to show you how easy it is to fill this spot with a manual hand-choke conversion from Mustangs, Etc.






10 - Automatic choke link show here needs to be removed with a ¼-inch socket because the manual choke link has a spring-loaded choke pull-off.






11 - Where this gets tricky is the choke blade and shaft.
The shaft link is different from an attachment standpoint and must be swapped, which involves grinding the end of the shaft where it is peened, removing the automatic choke link and securing the manual choke link and peening the shaft end or using an industrial adhesive.




12 - This is why the link has to be changed.
The lock cam is indexed at 9 and 3 o’clock instead of 12 and 6.
The manual choke pull-off spring allows some engine breathing with the choke full on.




13 - Manual choke link installs like this.




14 - Automatic choke heat vacuum port is plugged as shown with a brass plug included in the kit.




15 - Manual choke cable adjustment/attachment link is installed first.






16 - Fast idle cam and linkage are installed next and secured with a C-clip.




17 - Manual choke linkage and fast idle cam are installed.






18 - Here is the 4100 designed specifically for the 289 High Performance V-8 with manual choke.
Note the main body casting is different due to the absence of the small automatic choke pull-off vacuum port.

You can buy a Hi-Po Manual Choke Conversion Kit here

Mustangs, Etc.
1 (818) 787-7634
www.mustangsetc.com

I think about Syd Mead a lot.

An intense amount of science fiction and industrial design aesthetic are directly based around or at least inspired by his concepts.
There's solidness to his designs. Even what stays as a painting.
Every mechanical bit is rendered with proportions that let you almost feel your hands move over the contours and edges of industrial metal.

Mead was born in St. Paul, Minnesota on July 18, 1933 to a family led by a roving baptist minister. He was an artistic child in the post-Gernsback world with an affinity for covered fenders and the smoothed bodies of early luxury cars.

After highschool Mead did inking, character art, and background illustration at Alexander Film Company but in 1953 he joined the US Army. While stationed in Okinawa, Japan, he sent to chief Ford designer John Mueller Reinhart some drawings and also comments about the newly announced Lincoln Continental Mark II.
Reinhart's reply was pretty much, "If you're interested in car design then you should consider Art Center in Los Angeles".

Out of the Army, in 1956 he headed for LA and was immediately recruited by Elwood Engel of Ford Motor Company’s Advanced Styling Studio upon completion at Art Center.
After two years, Syd Mead felt confident enough to move toward a more freelance life and left Ford but continued to design for them afterward.

From Phillips to US Steel, Tron to Aliens, Mead's designs can be found all over but even more apparent is the impact he's left on design.

Ford Ranger-II

Ford Gyron

Ford J Car

For America, manual shifting out of necessity has been something nearly extinct for quite some time.
The days of manual shifting for style seem almost up too.

Different attempts at automatic gear shifting in automobiles have been explored as early as the 1890's. Many designs emerged using various means of operation. Some early vehicles unsuccessfully employed equipment to aid in ease of shifting as well. Most of the devices on the market were typically seen as unreliable and not much was standardized.
Brazilian engineer duo José Braz Araripe and Fernando Lehly Lemos decided that hydraulic fluid would be the most reliable approach and began drawing up plans in 1932 for their automatic transmission. The documents and a prototype were eventually sold to GM who continued working on the design and began building the new developments into tanks during World War II. In 1939 the "battle-tested" General Motors Hydra-Matic was released to the public and became available as an option on 1940 Oldsmobiles.
Drivers everywhere sighed in relief.

Technology became cheaper and shifting became even smoother.
Over time, automatic transmissions have started to become the standard in the US, many car companies relegating manual transmission to the position of option, especially on luxury and sport models, often at a higher price due to lower demand.

This year, great automotive rivals Ford and General Motors have been hard at work in collaboration to further driving technology.
The big two each own a plant in Michigan dedicated to building transmissions. Months back, both had funding pumped in [GM investing $343 million and Ford $1.4 billion&91; for equipment to produce their newly developed 10-speed automatic transmission labelled "10R80".
With fuel economy regulations becoming tighter around the world, manufacturers are scrambling to do whatever they can to help their cars save on gas.
Having more gear options allows for a car greater flexibility in selecting the most ideal gear for its current driving conditions. With a ratio spread of only 7.4, this transmission allows for better acceleration and way smoother shifting, featuring six clutches computer-controlled by integrated solenoid valves vs the usual fluid pump and valve body.
On top of that, the new transmission will be Ford's first without any cast iron, opting for advanced alloys to reduce weight as well as allowing it to take up about the same amount of space as the current six and eight speed parts.
The icing on the cake is a newly concocted automatic transmission fluid, named Mercon ULV, which is 40% less viscous than previous formulas, allowing for less friction between moving parts.

Front-wheel drive cars will be set up for 9 gears while trucks and rear-wheel drive cars will have access to all 10 gears.
The first vehicles fitted with the new 10R80 will be GM's sporty new Camaro ZL1 and Ford's heavy hauling 2017 F150 EcoBoost model as well as Raptor models, showing off the transmission on both ends of the driving spectrum.