2V Ring gear/flywheel question for wiseheads -Addo and xtaxi

[Anonymous]

Guys I rang the guy I bought my car off to confirm dates etc of work done on the car and during the conversation he told me I should try and get an old 2V motor because the flywheel and ring gear is different to the standard 250. He told me he had removed the ring gear and reversed it to move the wear areas from the starter engage.

I was really surprised by his comment as I would have thought the block etc would be the same between the 2V's and the normal 250's.

What are your thoughts Oh wise ones.

Mark

 

[Anonymous]

I forgot to add that he told me the reason he removed and reversed the ring gear was because he couldn't buy a replacement.

 

[addo]

My first response is skepticism.

Also we have another problem these days. For a long time, some parts were unavailable or relatively high-priced. It spawned hearsay, backyard solutions and substitutes. For example, the Centura diff install into an early Falcon. Maybe I should add a few for that particular one.

Now, the owners of these cars are generally prepared to pay more for the correct parts, or we have recognised that the traditional substitute is no longer the ideal.

Maybe for a time the ring gears were hard to come by. We really need a master parts catalogue in print, not an electronic compilation. I don't know if Fingers has access to it at work. The block itself is the same.

Hope this is a start!

 

[xctasy]

The flexplates have six rivets that hold the ring gear. They have no factory Ford part number, because they are made by Borg Warner. The ring gear is cast iron. The flexplate was 160 teeth since 1966, and from the first 1971 250 XY Falcons, it was the same as the cross-flows.

I had the ring gear replaced twice on my XE due to factory tollerances being out. The cast iron ring rear were avaliable brand new in 1997, and the latest cars still use 160 teeth flywheels exactly the same, and the AU/BA starter fits. Very little of the hard dimesions have been changed.

Ford must sell a replacement, and don't change anything unless it has a severe design fault.

 

[addo]

One problem I have with the 2V stuff, you touched on. All the BW content. There are generic P/Ns, not ARD- numbers. There are four basic BW bells - slantback and humpback in cable and hydro. The option of twin plate clutches and heavier duty clutches. The choice of gearbox flanges - toploader and BW, making a theoretical six bellhousings I can think of.

So, there would have been a few holes in the flywheel, and maybe a different offset flywheel for the twin-plate jobbies.

I have a few pictures of this stuff as well, but not a full suite.

 

[Anonymous]

Well done guys. I knew you would know. I guess I was also surprised with the advice. I took it seriously because the guy who owned the car before me was a real enthusiast. To be fair to him however he was only mid twenties and came from Mudgee where perhaps he wasn't getting really good info.
BTW, fitted electronic ignition to the car last Friday and I am loving it!

Mark

 

[Fingers]

This is just from memory here, the 2V autos all had C4, not BW35. The normal 250 could be had either way. The flexplate is trans specific, the 2V and normal 250/C4 flexplates are the same.
The manual 2V had a large clutch plate (10" I think) so the flywheel may have been drilled differently.