In the case of the later Three-speed, a late 1978-on wards one won't fit the early alloy bellhousing and hydraulic clutch. You have to swap the gearbox and bellhousing with putting a newer X-flow engine and gearbox into and early XR to XC.
Clutches vary from 9.125 to 9.25, 9.5 or biggier in the 250 cube F150 trucks.
1966: XR Falcon 170 and 200 engines run the same bellhousing pattern as the last Nissan Ute/Ford Falcon XF utilities in March 1993. Location dowels and bolts are all the same.
1971: The 200 and 250 sixes got a V8-style crank flange, with six bolts at 3" centres. Before that, the cranks had a 2.75" pitch six bolt flange.
From 1971, an early 66 to 69 170-188-200-221 flexplate or flywheel won't fit a post 1971 200/250.
1972:Cortina Sixes created the need for a cable clutch in 1972, but Falcons stayed hydraulic till mid model range (1978) in the XC.
Falcons remained cable from 1979 to date.
There are Toploader, T5, and Borg Warner single rail bellhousings, and 3-speed bell housings. BW 35/40 AUTO and C4 are cast iron.
All hydraulic clutches are left entry. The cables vary. Single rails have right entry, then go to left entry with the T5 in the XF.
Separator plates thickness varies. Early manuals have thick plate, later autos are thiner.
Starters are common, and all flywheels and flexplates are 160 teeth. Interchange between 1971 to later x-flow gearboxes is total.
