A
Anonymous
Guest
is the 4.9 big six bellhousing different than the 170 small six?
Yes.
Type 1
The early 144-170-200 1960-1965's were small bell 4 bolt with the bottom bolts close together for 8.5" clutches maximum size. Ring gear was 132 teeth
Type 2
In late 1967, the bigger bellhousing bolt spacing with, I think, the 136 teeth ring gear got used on the little 200 sixes. In 1970, the 170 returned for a few years in the Maverick with the bigger 9" clutch bellhousing, and bolts spread wider at the bottom for the bigger clutches.
200 cubes (68-81) and 170 cubers (70-72) were then the same
Type 3
6-Bolts SBF (includes similar but not the same 5-bolt SBF pattern from 1963-1965)
The 1969-1980 250 six (and 1965 on 240's) got the 6-bolt small block Ford V8 pattern as it got placed in V8 cars like Mustangs and Torinos as the cheap option. It made sense to use all the V8 bolt patterns as it was to dwell in the heavier frames. The Maverick was a special case which was really a 1963 Falcon under the body, with just enough room for a 250 or 302 V8.
The 300 runs the same bellhousing as all post 1965 small block Windsor, Cleveland and M V8's, all 240 and 250's I6's. There are 148, 157 and 164 teeth versions. 148 teeth flexpaltes and flywheels are for Mustang II 302's. Most 300 autos are 164 teeth.
Type 4
1982 when the C5 transmission and big bell 6 bolt bellhousing was implemented. It was quasi small block V8, similar to the 302-351-400 but with the top bolts mounted further down for the smaller 157 tooth flywheel
The reason for the four generic types was so that Ford could reduce the amount of metal and weight in the cars the engines were put in. Early pre October 1961 Falcons had no extra space for the small block Ford bell paterns.
The early 170 is a miniturised trim, taut version of the 300. The weight saving on a 365 pound and aledgedly, a 450 pound engine is in the size of the clutch, depth of the block (7.808" verses 10") and the huge difference in bore spaciongs (4.08" verses 4.48").
Type 1
The early 144-170-200 1960-1965's were small bell 4 bolt with the bottom bolts close together for 8.5" clutches maximum size. Ring gear was 132 teeth
Type 2
In late 1967, the bigger bellhousing bolt spacing with, I think, the 136 teeth ring gear got used on the little 200 sixes. In 1970, the 170 returned for a few years in the Maverick with the bigger 9" clutch bellhousing, and bolts spread wider at the bottom for the bigger clutches.
200 cubes (68-81) and 170 cubers (70-72) were then the same
Type 3
6-Bolts SBF (includes similar but not the same 5-bolt SBF pattern from 1963-1965)
The 1969-1980 250 six (and 1965 on 240's) got the 6-bolt small block Ford V8 pattern as it got placed in V8 cars like Mustangs and Torinos as the cheap option. It made sense to use all the V8 bolt patterns as it was to dwell in the heavier frames. The Maverick was a special case which was really a 1963 Falcon under the body, with just enough room for a 250 or 302 V8.
The 300 runs the same bellhousing as all post 1965 small block Windsor, Cleveland and M V8's, all 240 and 250's I6's. There are 148, 157 and 164 teeth versions. 148 teeth flexpaltes and flywheels are for Mustang II 302's. Most 300 autos are 164 teeth.
Type 4
1982 when the C5 transmission and big bell 6 bolt bellhousing was implemented. It was quasi small block V8, similar to the 302-351-400 but with the top bolts mounted further down for the smaller 157 tooth flywheel
The reason for the four generic types was so that Ford could reduce the amount of metal and weight in the cars the engines were put in. Early pre October 1961 Falcons had no extra space for the small block Ford bell paterns.
The early 170 is a miniturised trim, taut version of the 300. The weight saving on a 365 pound and aledgedly, a 450 pound engine is in the size of the clutch, depth of the block (7.808" verses 10") and the huge difference in bore spaciongs (4.08" verses 4.48").
A
Anonymous
Guest
ok cool thanks.so that means I'd have to really hunt to find a 170 bellhousing for a 4 speed off of a 4.9 wouldn't I?Or do they make them at all?
It's actually very easy to do one!
You grab a big six bellhousing and trans, and
add a custom made 5/8" bellhousing adaptor with
a blank 10.5" flywheel
(redrilled to the 170's 2.75" six bolt flywheel pitch, not the 3.0" pitch used on the 300's)
It's been done on that turbo Mustang dragster, so its possible.
You grab a big six bellhousing and trans, and
add a custom made 5/8" bellhousing adaptor with
a blank 10.5" flywheel
(redrilled to the 170's 2.75" six bolt flywheel pitch, not the 3.0" pitch used on the 300's)
It's been done on that turbo Mustang dragster, so its possible.
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