IIRC, there were 132 or 136 teeth for the early 200 I6's. They stayed with the same 11.18" diameter item for a long time.
You could use the 1976-1978 Mustang II V8 C4 auto with the 302 Mustang II flexplate, and do Mikes SBF C4 swap. All V8 II's ran the specialist small bell C4 to clear the tiny firewall. In your case, it would give extra room for the exhast. It had an odd ball 148 teeth, 12.2" diameter flexplate, according to the Tech Talk section of my old 88 Hot Rod.
Even the Mustang II 148 teeth needs a redrill to fit. I don't like the concept of redrilling a 157 teeth flexplate to fit the 3.3. There is only six bolts there, and even 2-stage power glides to supercharged 302's can launch the torque converter and flexplate. Gary Mayers, an Australian Burnout Champion and multiple Streetmachine award winner has leg scars form a very nasty flexplate explosion in 1991. HE COULD HAVE LOST HIS LEG. Ok, there are SGI transblankets these days, or scatter sheilds.
There is the risk that the 2.75" pitch centre for the six bolts on the 200 will weaken an ordinary 3" spacing flywheel as used on the 240/250/300 etc. Yes, the 1.375" centre flange is the same, so it should centre ok. If it was just street duty, no worries, but thin 60 thou metal could tear out behind a wild 200. Each bolt hole would need to be elongated 125 thou. In addition, the 200 has only like 3.3" of crank flange to bolt to, while all the Small blocks and bigger 240/250/300's had 3.62" to butt up against.
I think 200-dragstang ran the same later engine block with a scatter shield.
:idea: If your 3.3 came with a standard C5 and 164 teeth felxplate, then just rebuild it. The C5 uses the Ford Truck C4 bellhousing spacing, and if its rebuild to C4 Truck specs, it is a hell for strout transmission. There are 2350rpm factory stall unlocked torque converters used in the early 302 trucks which would be just fine to use.
Last thing. Give us the Ford Basic Part Number for your 164 teeth 3.3 flexplate. I need one for my 1966 200 engine.
