1982 200 inch into 1965 Falcon
- Thread starter falcon6
- Start date
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You will need one from a 250 six these can be machined (slotted or redrilled) or you can get a custom billet wheel that is zero balance, the Diameter of a 289 / 302 V8, and drilled to fit the 200 crankshafts bolt patern.
If you are using the SBF bellhousing, then you need a 250cid flywheel or a zero balance SBF flywheel.
Both will have have to be redrilled to fit the 200 crank.
If you haven't done it already, purchase the "The Ford Falcon Six Cylinder Performance Handbook" from the author or the Classic Inlines website here:
http://www.classicinlines.com/products.asp?cat=73
The handbook outlines how this conversion is done.
Hope this helps.
Both will have have to be redrilled to fit the 200 crank.
If you haven't done it already, purchase the "The Ford Falcon Six Cylinder Performance Handbook" from the author or the Classic Inlines website here:
http://www.classicinlines.com/products.asp?cat=73
The handbook outlines how this conversion is done.
Hope this helps.
falcon6":2lhp5d96 said:
The stock SBF V8 is externally balanced by the flywheel using either a 28oz or 50oz weight (cast in the back) depending on the year of engine.
The inline 6, the 250 in this instance, is internally balanced and uses a neutral balanced, or zero balance flywheel.
The 250 inline six uses a flywheel the same diameter as the SBF (as well as the same size bellhousing) but cannot use a stock SBF flywheel since it is not zero balanced.
Some aftermarket flywheels for the SBF V8 do not have the weights cast into the back and offer separate weights to attach onto the back depending on the application; this allows the manufacturer to make just one flywheel.
If you find one of these flywheels, it can be used with the 250.
I have a flywheel for my 4.1 Crossflow (Aussie 250) from a 331 V8 stroker that is zero balanced.
Hope this helps.
Do steps 1 through to 6 (six) in this wonderfull Classic Inline Tech article http://www.classicinlines.com/V8Bell.asp
Note that it the article states is for a C4 automatic,
In it,is instructions for the C4 auto, but for the 3.3 MANUAL low mount, note the following....
7) redrill the stock RUC/Toploader 240/300(4.9 liter) truck flywheel to 2.75" by shifting each of the six holes out 1/8 th of an inch, and relieve the bolt holes. That gives you a 157 teeth flywheel with neutral balance.
8 ) Then use any 1966 onwards six bolt bellhousing for the 3.03 toploader or RUC or overdrive toploader. A 250 engined manual stick shift car will have what you want, so will a 300 F100 or any pre 1978, non Mustang 2, non Fox 302 V8 manul between 1966 and 1977. Or a 351 from 1969 to 1982 with a manual, such as the F100/150/250 truck with the last of the toploaders.
9) The bellhousing has to have space to Slot or redrill the upper holes to suit the lower 2/3rds SBF bolt pattern of the low mount I6, and you can use the stock 1966 onwards SBF manual separator plate.
10) Note Very Well. There are no factory 3.3 low mount manual flywheels, the low mount bell I6 was only for powder grey colored B code 3.3 engines with C4 and C5 combinations, only from 1981 to 1983. If it was stickshift or C3 auto, its was a blue high mount engine. I'd say roughly 50% of all Fox bodies from 1981 to 1983 with the B code engine, with nearly all of the last 1983 production, were low mount grey engines. But you still see the odd blue engined factory 1983 car.
11)The auto low mount engine combo used a neutral balance 164 teeth flexplate for any of the CJ232 AA or CJ232 AB rocker tag gray 3.3 engines. Earlier grey low mount engines had other rocker tags, but you get the idea
Lots of them from 1982 to 1983, only Fox bodies. Just like any other 164, BUT it has
1) zero balance and
2) 2.75" pitch centre diameter (PCD) spacing for the six crankshaft bolts.
Note that it the article states is for a C4 automatic,
and that an iron flywheel takes more machining effort as they have longer bolts to the flywheel, and are thicker to hold the clutch plate during shifts.
In it,is instructions for the C4 auto, but for the 3.3 MANUAL low mount, note the following....
7) redrill the stock RUC/Toploader 240/300(4.9 liter) truck flywheel to 2.75" by shifting each of the six holes out 1/8 th of an inch, and relieve the bolt holes. That gives you a 157 teeth flywheel with neutral balance.
8 ) Then use any 1966 onwards six bolt bellhousing for the 3.03 toploader or RUC or overdrive toploader. A 250 engined manual stick shift car will have what you want, so will a 300 F100 or any pre 1978, non Mustang 2, non Fox 302 V8 manul between 1966 and 1977. Or a 351 from 1969 to 1982 with a manual, such as the F100/150/250 truck with the last of the toploaders.
9) The bellhousing has to have space to Slot or redrill the upper holes to suit the lower 2/3rds SBF bolt pattern of the low mount I6, and you can use the stock 1966 onwards SBF manual separator plate.
10) Note Very Well. There are no factory 3.3 low mount manual flywheels, the low mount bell I6 was only for powder grey colored B code 3.3 engines with C4 and C5 combinations, only from 1981 to 1983. If it was stickshift or C3 auto, its was a blue high mount engine. I'd say roughly 50% of all Fox bodies from 1981 to 1983 with the B code engine, with nearly all of the last 1983 production, were low mount grey engines. But you still see the odd blue engined factory 1983 car.
11)The auto low mount engine combo used a neutral balance 164 teeth flexplate for any of the CJ232 AA or CJ232 AB rocker tag gray 3.3 engines. Earlier grey low mount engines had other rocker tags, but you get the idea
Lots of them from 1982 to 1983, only Fox bodies. Just like any other 164, BUT it has
1) zero balance and
2) 2.75" pitch centre diameter (PCD) spacing for the six crankshaft bolts.
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