Trying to figure out a 3.3 automatic to early bronco conversion

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katdaddy
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Trying to figure out a 3.3 automatic to early bronco conversion

Post #1 by katdaddy » Fri Jul 07, 2017 11:01 am

We have a 200 six (3.3 Fairmont) engine in the bronco and running fine. this is a farm truck with a driver with a bum knee. currently, there is a t-18 behind the 3.3 What we want to end up with is an automatic that will adapt to the dana 20 on the early bronco. First, what is the bolt pattern on the 3.3, same or not the same as small block v-8? If I have done my homework, I think there are a couple of ways to adapt to the dana (original output shaft and intermediate housing or an advance adapter). But the bellhousing end is what I totally do not have a clue about. The early bronco 200 never came with an automatic.

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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #2 by xctasy » Sat Jul 08, 2017 8:30 am

You convert the block pattern to a SBF using the Canfield 2.3 to 5.0 Small block adaptor pattern, and run a Bronco II automatic gearbox with a 4x4 extension housing. Al the big truck stuff has the C5 automatic housing, truck size, with probably a 138 teeth flexplate in the 2.8 Bronco II, and maybee 164 teeth in the 5.0/5.8/351m/400m trucks.

Small six swaps can be complicated, but the road map is a Yes.

The Road map is all the work done between 1974 to 1981 when Ford had to adapt the little Mustang II to take a 5.0, and then the 3.3 to take a C5 transmission. In 5 years, the little C4 went from a 132, 138 or 164 teeht flexplate transmission, and everything got some really wierd factory stuff to do the job. Again in 1991 to 2003 in Australia, where the 5.0 re-appeared in an engine bay not designed for it.

So the answer is Y-E-S.

See viewtopic.php?f=1&t=76829.

Some references to the small block 2.3 TO 5.0 bolt pattern adaptors in that post.


I did a kit a long time ago, but got busy with road cones and network engineering in my job here in New Zealand, but block to gearbox/auto trans conversions are easy to do.

Sadly, with PhotoBucket, some of the pictures I posted in those links aren't shown, but You can do it!.

I remeber the distain when Caroll Shelby requested his AC 427Cobra be converted to C6. His long time engineer said no, dont wanna do it.


Mate, sack his a$$. Lifes too short to ruin your knees with an 11" clutch....


Man, if you or anyone has ever had a heartby pass of (probably worse) crook knees, these conversions would be done in a heart beat.
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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #3 by OpelGT+3point3 » Sat Jul 08, 2017 12:39 pm

If you have the C4 and the back of the trans figured out, then it's simple to just get a 3.3 C4 bell, converter and flexplate and done. Starter might be different.

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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #4 by bubba22349 » Sat Jul 08, 2017 3:16 pm

katdaddy wrote:We have a 200 six (3.3 Fairmont) engine in the bronco and running fine. this is a farm truck with a driver with a bum knee. currently, there is a t-18 behind the 3.3 What we want to end up with is an automatic that will adapt to the dana 20 on the early bronco. First, what is the bolt pattern on the 3.3, same or not the same as small block v-8? If I have done my homework, I think there are a couple of ways to adapt to the dana (original output shaft and intermediate housing or an advance adapter). But the bellhousing end is what I totally do not have a clue about. The early bronco 200 never came with an automatic.


Since the late model 200 / 3.3 Fairmont's had the possibility of two different block designs being used you need to determine if yours is a high or low mount starter! If your in doubt on how to do that post some pictures of it. Good luck :nod:
A bad day Drag Racing is still better than a good day at work!

I am still hunting for a project car to build but with my current low budget it's not looking so good. My Ex- Fleet of Sixes these are all long gone! :bang: 1954 Customline 223 3 speed with O/D, 1963 Fairlane project drag car with BB6, 1977 Maverick 250 with C4, 1994 F-150 a 300 with 5 speed.

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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #5 by katdaddy » Sat Jul 08, 2017 8:47 pm

so the 2.3 bolt pattern and 3.3 are the same? bubba, when you tail housing i am assuming you mean one from the early bronco, sometimes referred to as the intermediate housing, so that the dana20 will bolt up? will determine if it is a low or high mount starter. thanks for the information, getting an education on ford sixes lol

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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #6 by xctasy » Sun Jul 09, 2017 5:59 pm

Low mount block and transmission.

bubba22349 wrote:Ok here are some pictures showing the back of 64divrme's late model 1981 Ford 200 / 3.3L engine block. It shows that it is the Big Bell (2/3 of the Ford SBF V8 bolt pattern), and has a low mount starter. Also note its matching C5 Auto trans Bell Housing with torque converter. Good luck :nod: Edited

Image

Image

Image

Image

Image
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FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #7 by xctasy » Sun Jul 09, 2017 6:33 pm

The 2.3 has a 2-3/4" six bolt crank flange like the 200's do.


This is a 2.3 Lima OHC engine with a SBF Canfield adaptor, as per many Turbo racing Fords run. Its 188 bucks, and is well made and is what you use to redrill.

Image


http://vb.foureyedpride.com/showthread. ... 6-AOD-swap
xctasy wrote:........ the great news is that you can work backwards from a Canfield SBF to Lima/EAO adaptor in order to go A4LD sized trans. Stinger have stopped making there version, but Canfield Industries still do still do.

http://www.cididit.com/adaptor_plate.htm


Image

Both are basically the same .

Image.......





Canfield make a 2.3 to SBF adaptor. Stinger Performance used to. 100% US companies, wanting your business.

Image

So a high mount block can be converted to a 5.0 pattern, with a factory 164 teeth auto flexplate.

Easier to take the common 1963 to 1983 high mount block.

:bang: No way was any 1980 to 1983 3.3 engine guaranteed to be a low mount. They were just made to cater for the occasional C5 auto 3.3 engines.

There was no C5 transmission untill 1982 model year. So what did the C4's use from 1980 to 1981?

This

Image

Dual pattern High mount block, like every other 200 i6 Ford from 1967, and made as the single bolt pattern early 1963 model year the four bearing 200 in Fairlanes.

All 1980 and 1981 model year manual transmission 3.3's were high mount starter.

Last manual transmission 3.3 was made in 1981, then the option was withdrawn.

There were always high mount C3 auto engines right from 1980 to 1983 available at the same time as low mount C5 blocks. Period.



xctasy wrote:
Image

https://fordsix.com/archive/V8Bell.php

In 1980, Ford revised the castings of the 200 to incorporate a low mount starter. The bell housing pattern ended up as 2/3rd's of the small block V8 pattern. The top two bolts were placed differently due to the very short deck height of the 200 block. Mike Enren has taken one of these blocks and outlined the steps necessary to adapt a V8 Bellhousing to it. While Mike's adaptation is for a C4, this should also work for an AOD or a 5.0 T-5 bellhousing.


The statement above is archive info that Taint so when taken in isolation....this is because high mount blocks continued for manuals and the common French C3 auto's.

To get it in context, you have to read the whole megillah. Or your info is a pretext. That's why I'm a nutter for whole info, as with Fords, its the info you don't have that roundhouse punches you.


If your looking for parts, you have to use some dead reckoning to get them.


You are looking for 1981 to 1983 part number for the original flexplate for a B VIN code 1981-192, or X VIN code 1983 engine .

The info on Ford Six is generally correct, but the manual transmission, C5 and big bell information is not. I asked that it be recorrected to help people out, but it has not been.


I also asked for nine years for this information on big bell flexplates, but it took ages to get it.

The part your looking for is the obsolete part no # E1BP-AA.


It is,
a 164 teeth flexplate. Not 132, 136, 138, 148, 157 or 187
a neutral balance (0 oz) . Not 28, not 50 oz
with a 2.75" pitch center diameter six stud bolt pattern. Not 3" inch
and the 14.3875" diameter. Not any other size, although they do mis quote 14-1/4" often
with a 11 7/16 torque converter bolt pattern.

Its out there, you'll find it easily, but you need to know that its found originally on a Grey engine trans found on 3.3 Fox bodies with the C5 transmission code.

If it has BV on the trans code on the door placard or Buck code, THEN IT WONT BE LOW MOUNT
.

Your souces are:

The Short wheel base (100.4") Foxes, the B code engine 1981 to 1982 Mustangs and Capri in line 3.3 sixes. They were only made till the 1982 model year, so it had them in some versions, but its rare.

The medium (105.5") Foxes, the 1981-1983 Fairmont, 1981-1983 Zephyr, the 1981-1982 Cougar, 1981-1982 Granada, 1983 Compact LTD and 1983 Compact Marquis

and long wheel base (108.4") Foxes 1981-1982 Cougar XR7, the 1981-1982 Thunderbird.

The engine was B code, but for 1983, it was renamed the X code.


the approx 104.3" wheelbase 1983 Thunderbird and Cougar didn't get the X code 3.3 engine

Again, it won't be a low mount engine with the flexplate your looking for if the door code or buck code has a BV trans code.


viewtopic.php?f=76&t=10882


The big bell 3.3 only came about for the 1981 model year officially. The mid 1979 year might have been pilot build, but it never was a 79, or 80 model year thing as the parts to fit it weren't made untill the 1981 model year.



The big bell block for 3.3's happened as an adjunct to the new big bell six cylinder 1981 C4 and then the 1982 C5 lock-up clutch automatic.

The C5 is essentially a truck C4 gearbox length trans, with the same 3/4" extra length, all of it in the bellhousing. Its basically the truck 1966 onwards index bellhousing, with a lock-up clutch torque converter, and some cost reduction and reliablity modifications. Its a sound, good transmission with a few bugs that inflicted it.

It was always the clutch lock-up feature that tared and feathered the c5 name as someting of a "duffer"/ dud. Its not, its a great gearbox.

The lock-up clutch is no longer serviced, so they are valuable because of its replacment rarity, but there are many of them out there.


Its like the low mount block, lots of miss-information out there.

The C4 gained a lock-up clutch index bellhousing in V6 instillations like the 2.8 Bronco II, but that was technically a truck, so it was really a truck C4.

It was realeased in that version without a lock-up clutch, and people still called it a C5 when revised in 1982. So some C-5's weren't lock-up clutch if they were behind the 2.8 V6.

For 3.3 Fords, the whole auto trans C4/C5/C3 and manual Single Rail, T-4, T-5 and T9 trans sawp information source is here.


Sorry about the spelling errors, guys. Long nights delivering bread and then wrenching Toyotas has made me a little bit dyslexic unlesss I get some sleep. Enjoy!

http://vb.foureyedpride.com/showthread. ... raight-six
Last edited by xctasy on Tue Jul 11, 2017 7:48 am, edited 3 times in total.
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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #8 by xctasy » Sun Jul 09, 2017 6:46 pm

The low mount 3.3 blocks were cast from 1980 to 1983, but were not 100% SBF patterns, as the two top bolts were mounted down lower to suit the short 7.8" I6 block deck.

When using the stock high mount blocks, and matting a 2.3 adaptor to it, you have to redrill it to suit the dual pattern high mount 200 bolts.

The only other issue is that the SBF starter motor J-U-S-T hits the passanger side high mount block flange.

67Straightsix made a 100% SBF adaptor for his high mount block 200 engine.

viewtopic.php?f=22&t=74307
67Straightsix wrote:
drag-200stang wrote:On the early blocks there is a bolt boss 9'' back from the bell , at the pan rail on both sides , later blocks the passenger side was deleted..They are there for bracing some auto trans..One on each side , a brace went from there to the bottom of the bell. Can not see if you went 360 on your block plate that would help the triangle of strength. :thumbup:


I went with a 1/4" plate cut to match the block (180). I do have bolt holes on both sides, but have not made brackets.
As an aside- for anyone who wants to do a 302 bell housing swap using a high torque starter, you'll need to trim the block a bit (see pic)
Image

I've got the engine on the test stand - which I made from a diesel pump trailer. Need to finish wiring, connecting the fuel system and a hundred other small details before the test start - getting close though. I'm going to run it without the turbo until I get the base program right, then run it with turbo before it goes into the car.
Image








Image


That's it.

As the Limey's say....Pretty blQQdy simple...


I've been around these engines since I was a 5 years old, playing in landfills were these little 200's engines were plowed under...nice, funny little engines I could lift on my own even then.

The work Ford did in 1980 to 1981 paved the way to make a SBF trans fit a high mount 200 block, you just have to copy....
Last edited by xctasy on Sun Jul 09, 2017 10:01 pm, edited 2 times in total.
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FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #9 by katdaddy » Sun Jul 09, 2017 7:34 pm

that bloody simple. i will have to re-read your post, thanks. we have a low mount 76 3.3

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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #10 by xctasy » Sun Jul 09, 2017 7:48 pm

katdaddy wrote:that bloody simple. i will have to re-read your post, thanks. we have a low mount 76 3.3


katdaddy wrote:We have a 200 six (3.3 Fairmont) engine in the bronco and running fine. this is a farm truck with a driver with a bum knee. currently, there is a t-18 behind the 3.3 What we want to end up with is an automatic that will adapt to the dana 20 on the early bronco. First, what is the bolt pattern on the 3.3, same or not the same as small block v-8? If I have done my homework, I think there are a couple of ways to adapt to the dana (original output shaft and intermediate housing or an advance adapter). But the bellhousing end is what I totally do not have a clue about. The early bronco 200 never came with an automatic.



I absolutely ensure you, you don't have a 1976 low mount 3.3 Fairmont engine. It will be some other than that I'm quite sure. Its splitting hairs, but important. Simply because, with Ford Inline sixes and 4 x 4's, everything is very inter-related.


I am a crusader, if thats an okay word, for the correct info. Not that I'm perfect, I am only an inbreed country hick....

I've checked everything I can find.

BKNLINE wrote:Complete Part Numbers at last:

'81 Mustang 200 I6 bellhousing (high mount starter) with non-overdrive 4 spd: E1ZR-6394-AA. This has the T-5 bolt pattern.

'79 Mustang 200 I6 bellhousing with overdrive 4spd: D9BC-6392-CA. This has the toploader bolt pattern.

Dean T





63comet viewtopic.php?f=1&t=55426

See https://fordsix.com//viewtopic.php?t=38301&highlight=


FordSixer falcon60, or Terry, is a very good mechanic just South of Salina from Kansas. He has a low mount E0BB casting, which is a low mount block before there were even C5 transmissions to mate up with it.

viewtopic.php?f=76&t=40413&p=296554#p296554

falcon60 wrote:
addo wrote:The low mount starter - is that the EOBB block?

Just chewing on it because I think the Fox platform debuted in '79...


Mine is an EOBB block. The Fox Mustang debuted in '79 but there were Fairmonts in '78.....
Thanks guys for posting info on your high-mount '79s and early '80s. It's nice to have good information!

Terry




falcon60 wrote:Yes,the T5 is a V8 unit. I've been shifting about 2500 rpm just cruising around.....drops the rpm to just under 2000 after the shift and the car loves it. I drove about 50 miles this morning and still am amazed how well it pulls 5th gear at 1600- 1900 rpm. The final drive ratio in 5th is 1.89!
My block is from an '82 Capri,but I didn't pull it out. It was swapped out in favor of a 302 by the Capri's owner and I bought the complete engine from him.I needed it so I could run the V8 T5 bell and clutch with the T5 trans and it's working very well. It's just a blast to drive now!

Terry






Advise to falconizer_62 was

falcon60 wrote:Yes,the T5 is a V8 unit. I've been shifting about 2500 rpm just cruising around.....drops the rpm to just under 2000 after the shift and the car loves it. I drove about 50 miles this morning and still am amazed how well it pulls 5th gear at 1600- 1900 rpm. The final drive ratio in 5th is 1.89!
My block is from an '82 Capri,but I didn't pull it out. It was swapped out in favor of a 302 by the Capri's owner and I bought the complete engine from him.I needed it so I could run the V8 T5 bell and clutch with the T5 trans and it's working very well. It's just a blast to drive now!

Terry


https://fordsix.com//viewtopic.php?f=10&t=41691

falcon60 wrote:Good advice you're getting here Falconizer. And I might add...you're an ambitious fellow. The 250 flywheel Dennis mentioned is rare-but you can (on ebay) buy a NEW neutral-balanced 157 tooth flywheel for a 5.0 Mustang for under $100 shipped....and it bolts directly to the 250,uses the stock 5.0/T5 bellhousing and 10.5" clutch and works like a charm. Convert the clutch pedal to use a cable from a late 5.0 Mustang and you won't believe how nice the clutch is (and STRONG!) I'm running this setup on my Falcon and love it.
The ebay seller's name is "racingman" and he's in CA.

Terry


Just a note, since we are all learning here,

Some cars had E0BB castings for low mount blocks, which confirms 1980 not 1981 as the first year for low mount 3.3's.


Note that Terry's car had an E0BB casting in a 1982 Mercury Capri. So they may have been precast, and laid up inventory, who knows.


This is a 250 Ford Granada engine from CoupeBoy's fathers supply of barn yard goodness.

Image


Get someone to bend over and Check your casting numbers my friend. :thumbup:


viewtopic.php?f=76&t=60556

xctasy wrote:Yep, Darrell is 100% correct. There was no roll out of "Big Bell" 3/4 SBF low mount block 3.3's on 1980 to 1983 manual transmission Fox Fords.All the "after 1980 everything was low mount" BS is incorrect as there were concurrent highmount blocks made till 1983 model year, and they are more common than low mounts.

I qualify this because C3 transmissions are very common from 1978 to 1983. Its the default gearbox in most DSO areas. The High mount C4's are common from 1978 to mid 1982, when the C5, always a low mount, big bell block, became the standard option in some DSO areas. Then there was the continued 4 speed SROD option,concurrnet with the T4 in 1981,and each always high mount. In 1982 to 1983, you could only have automatic sixes, and the C3 is still listed, the C4 wasn't, and the C5 was. Evidence from most reports seams to favour the C5 as being more popular, but there are many 1983 C3 equiped Zephyrs, Fairmonts and LTD's.


But having a low mount blockis not helpfull to your desire to get a T5 behind a 3.3

1981-1983 Fox bodies were technically the only cars with big bell 200's. They commonly had the football cat exhaust with 4.5" outlet.

Image

Check for the CJ232AB front rocker decal, should be gray colored rocker and block.

Image

Image


Some Big Bell's were filtereed thru' on C4 and C5 equiped Fords from 1980 to 1983, but all high mount C3 auto and SROD/T4's had either the D8BE 6015 GE block casting my C3 auto 1981 Mustang had,

Image


or this E1BE 6015 FA.

Image

Lots of manual 3.3's were made between 1979 and 1981 model years in Foxes, and a heck of a lot more High mount C4's and C3' automatics. The 4.2 option from 1980 to 1982 just made people pick up the 3.3 in line six, so it sold in H-U-G-E numbers.

Depending on which Fox you had, the Essex V6 either replaced the 4.2 V8 Granadas and non XR7 Cougars in 1982, or augemted the stanadrd 3.3 in Zephyrs, Fairmonts and 1983 LTD's. The 3.3 was last made in 82 Mustangs and Capris.


Low mount Big Bell blocks are probably aless than half of all 1981 to 1983 Fox 3.3 blocks, the rest are the ages old dual pattern high mounts.

A few more notes.


1981 3.3 T4 gearboxes look just like 5.0 and 2.3 T5's, they are just missing the over drive inside.

Even 1981 Mustang Cobras and 1981 RS Capris came out with 3.3 SROD's and T4's in them, so consequently, people think those rare 3.3's came out with T5's. They didn't. Take up was pretty low for T4's, probably less than 10000 for all 1981 Foxes. Weve seen about 1981 3341 Mustang hatches listed, and Capri and Mercury Zephyr data has been lost in a Fawn Hill like file trash after the Mercury division got downgraded.

Fox Capri and Mustang 2.3's came out with RAP U shift 5 speeds, a reworked 2.3 four speed with a wack job over and down 5th gear postion, and common option from 1980 to 1983 in 4 cylinders.

Image
Image
XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #11 by xctasy » Sun Jul 09, 2017 10:06 pm

On any 1/4" plate adaptor.

You can clock the starter and trans 6 degrees downwards and have the transmission on a pitch to clear the bellhousing lower buttress flange.

Did that on my AOD to Aussie X-flow Falcon six, much to xflowecono's absolute horror. Yes if all is level, the flange hits the starter, but you can clock the trans around a bit to clear it if its a separate bell C4, or FMX, or grind it. On AOD to 429 and FE 427 swaps, sometimes 12.5 degrees pitch is generated. 6 degrees is nothing.

Normal camber of a road is 3%, a little side "list" on a C4, T5 or AOD isn't going to hurt anything as the gearlever comes through where it should, and your cross member fits. Camaros have had offset 10 degree T5 for years. A little General Motors Genetic Enginnering is fine if it avoids a problem.

Nine times out of ten, you have to scratch build your crossmember anyway if you do a trans swap.

Anyway, once youv'e got the Canfield adaptor, you just use the # E1BP-AA 1982-1983 model year C5 flexplate, and bolt on your truck C4, like the common http://www.broncoparts4u.com/chassis.html kit


Image


Or a Stock C4 with Dana 20.

http://classicbroncos.com/c6_203_205_doubler.shtml

Image

Image

Now that I had all of the major parts and a really compelling reason to go out in the cold I began by pulling the C4 and Dana 20 out of my Bronco. I pulled them out as a single unit and put them on the floor of the garage. While I was under there I cut the complete exhaust out in 4 pieces and put it in the garage as well with hopes of using it after the conversion. I also pulled the auxiliary fuel tank out because I had decided to install a larger tank in back and run a single tank instead.


You can even fit a C6/203/NP 205 to you engine.

Image


When the 1971 Falcon xy 4x4 was made, they just pitched the engine 5 degrees to clear the transfer case


http://vb.foureyedpride.com/showthread. ... I6-project

xctasy wrote:......

In Australia, they used to angle the 250 engine 10 degrees to slant it in the Ford Falcon 4 x 4 pickups to clear the diff and transfer case, so you could probably do that and have space to fit everything.

Image

I worked on a 21 degree lean to the US passenger side slant adapter for my old Falcon 250 back in Jul 03, 2003 till Nov 23, 2003 at http://www.fordsix.com/forum/viewtopic.php?f=5&t=3384. The old pictures have dropped off the URL list, but its basically a US SBF gearbox with the engine tilted to allow the supercharger to fit, and the starter moved up to the high mount position in the stock Ford small six block. You use the original grey low mount C5 flexplate is E1BP-AA, which fits the AOD, and an old crank flange as a spacer for an adaptor plate

Image





All the work done to fit the Dana 20 to a high mount in line Ford Six was done in 1971. Fords Aussie 250 was a high mount in line six, a classic half breed.

Image
http://www.allisons.org/ll/4/Ford/XY/
Some background to the Falcon 4WD. I was the sales coordinator for Ford Sales Company in Brisbane Plant when they were produced and I drove every one of the 430 (if my memory is accurate) produced.

Origin - each year back then Ford used to give some money to each State Office to use to develop a new model idea. One of my Brisbane colleagues, who was a parts rep' figured that seeing Ford sold engines to Jeep for the CJ5 produced in Brisbane then it should be possible to easily fit Jeep running gear to a Falcon as the transmission adaptors etc already existed. If I recall correctly this turned out to be correct with only a few unique parts that couldn't be sourced from original existing parts. One of these was a wedge to go under the carburettor as the angles were different.

Because we were late into the XY model, testing was carried out immediately prior to planned production, and here some snags arose. I saw the test "mule" after its tests and it was pretty sad. The main problems were the need for some strengtheners at the base of the A pillar and the B pillar but most important the front axle was not strong enough. The 430 bodies were produced as the had to be before XY runout and put in the back yard of the plant. Ordering and delivery of the axles then took over a year! And the utes were built as XY's almost a year into the XA model run.

When they were finally produced we made them all on weekends as they required unique parts and would have disrupted the production line if made during the week, hence I drove every one from the final rectification line to the gate for shipping.

The reason that only the 430 were made and no more was not so much ADR's but that the XA body was thought not as strong as the XY due to its frameless door construction and testing would have had to be done again, something that Ford did not want to know about considering the problems building the XY's and the large amount of money they lost on the exercise.

I remember that a mining company rang me one day while we were finally building them and wanted to order 100! Several wagons were made from utes by dealers in the following years as the ute shared its floorpan with the wagon. The most I believe were made by Leo Wignall in Euroa Victoria and he has quite a record with Ford conversions. Think how the 4WD market may be different today if Ford had made a 4WD wagon. [It eventually did in [2002].] I believe that they would have sold a great many. - Philip Armbruster.
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
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Re: Trying to figure out a 3.3 automatic to early bronco conversion

Post #12 by xctasy » Sun Jul 09, 2017 11:37 pm

OpelGT+3point3 wrote:If you have the C4 and the back of the trans figured out, then it's simple to just get a 3.3 C4 bell, converter and flexplate and done. Starter might be different.



The answer.

Do it. I6 High mount to C4 trans with Dana 20 transfer case.

Make it easy on yourself.


Easy.


Case closed.

At least ya'll got some good info. 12/10, OpelGT+3point3. How simple. :rolflmao: :bang: :thumbup:

Starter? One of these

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thats correct starter, its a REMY 25064 (4 1/2" casing), E1BF 11131 BA, same as Bosch SR549N.

You cant fit the wrong starter to a highmount, the 4" casing version for C5's, the actuator for the starter gear hits the high mount engine.

Although the exception is even a 390 FE starter will fit,

but not a SBF 5.0 or Essex 90 3.8 V6, or low mount 80BB 6015BE ,81 BB6015BE block.

If its a low mount 250 or low mount 200, any Bent 8 or 6 starter will fit
Image
XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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