FLYWHEELS - 170/200 DIFFERENT BOLT PATTERNS?

[powerband]

just when I thought I knew everything ...

Dad/son picked up a nice C6DE Mustang 200 I wasn't using for a '66 BRONCO that had a 170/Toploader 3spd (4WD) . I kept the OEM 136T Flywheel and Bell with floor shifter 3 spd Toploader tranny as he had the complete '66 Bronco's. Bronco was reportedly a Toploader with Xfer case. He says the Bronco's 170 flywheel pattern was different and didn't fit my C6DE 200 mustang engine's crankshaft FW pattern (!) .

I thought all 170/200 crankshaft Flywheel bolt patterns were same and any Toploader would use C6DE/136T type 8-1/2" (?) clutch and earlier engines the stepped FW smaller clutch (7"?).

- Please set me straight as to Flywheel bolt pattern differences with 170 and 200 engines and if possible: Bronco apps' through years.

Thanks.

200:
. .

 

[rbohm]

they should be the same. i am betting that they forgot about the fact that there is one bolt offset from the rest of the pattern slightly to make sure the flywheel goes on one way only.

 

[chad]

May be it;s the late hr or jargon of the folks more advanced than me with all this but I'll offer what I can (30 yrs. of bronk ownership). What lilll I can:
The bronk never came w/a Toploader ('66 - '77 wuz "the run") it wuz the RAN and RAT 3.03 or C4 all along. 200 wuz only oem in '73 & 4.
FL is something U guys would know better. I have a 170, some 302 prts and a 250 w/prts to swap that in. Worse yet some 1 put a car (170) engine in pre 1983 so lookin up the clutch when my mechanic/body guy burned it out grading a dirt drive @ his garage was a bear.

HTH rather than hurts, ask more , I'll try -

 

[powerband]

Thanks for the collective help;

I suggested he try the FW again and he called back to say it bolted up , I hope to see his/sons' Bronco in the driveway this spring.

For those in the know: ' I was also told the Bronco should have a C6TA Bellhouse which would be cast-iron (4WD Xfer case Toploader) version of typical Falcaon/Stang/Mav - aluminum Toploader BH for 170/200's.


'me mis'usuing jargon or confusing is OK too , thiought a 3.03 is a toploader and also a RAN or other specific 9'bolt ...



have fun

 

[chad]

"...a 3.03 is a toploader and also a RAN..."
Oh, OK, I'm learnin.

The 3.03 I'm seeing (in the '66 -'75 bronk) has no l o n g tail shaft like the pic I see here, tho.
Shorter may B a variant for the transfer case 'hook-up" in a bronk? We use the shorter tail
housing (from a 6 cyl) to mod to other drive line components to our 4 wheelers. Come to
think of it I don't think the RAT (I get ran/rat mixed up - 1 is 6 other 8 cyl tranny) has
that long tail housing either. Either way it's good to 500 hp a fella here uses it
at the track (just 1 or 2 gears) due to the weight and durability...

 

[powerband]

If you look at the front part of toploader trannys', I think all the "Toploader" trannys use the 9-bolt cover. The 4WD Xfer case will be added to rear. Pics are of a Maverick 3.03 and a Mustang 3.03, notice only Mustang tranny has tailshaft floor shifter bosses, I know very little about buckin' Broncos' 8)

have fun

 

[xctasy]

Bolt pattern isn't uniform on the 144/170/200 or the 250.

The first engines were 2.75 inch six bolt pitch center diameter, with one bolt offset, or clocked a few degrees.

The 250's and Aussie engines after 1971 had the 3.00 inch six bolt pitch center diameter, with one bolt offset, or clocked a few degrees, as per the SBF/BBF V8'S.


The manual 144/170 flywheels were 132 teeth first years, then 170/200 were 136 teeth, and then 157/164 for the 250.

The clutch bolt pattern changed between 2.77, 3.03, and then the RUC/SROD.