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amartin725 · 06-01-2001, 04:03 PM

The T-5 is an easy swap. It will be a little more work for you because you are going from a C4. You say it's a stock '66. If you check the block casting and it is indeed a C6## ('66) block, then you can gather all the manual transmission parts from a '67 and later (up to around '81 or so) 200 and bolt them on. That gives you the toploader transmission pattern, then you can purchase the V8 T-5 plate and crossmember and put it together. As far as the prices go, I just sold a complete '67 auto to manual conversion parts to a guy for $130. He got a great deal, I made a little profit. Now, since I have changed my mind it what type of motor I'm building, I with I had kept those parts.

You can use any T-5, the 4cyls have a much lower 1st gear ratio, so that will enable you to keep the stock rear (most likely 2.8). The C4 spline should slide into the T-5 (I think), but the drive shaft will need to be shortened by an inch or so.

Now for us poor fools

with the pre-66 200's and 170's, you can't bolt up the later bell to the block to be able to get the toploader pattern. Currently, I have a V8 3spd mounted behind my '65 200 using an adapter plate and a particular clutch disk for the 8 1/2" recessed flywheel. I have been running this for over 10 years now and it was a huge upgrade from the cracker-box 2.77 3spd.

http://pages.prodigy.net/al.martin/3spd.jpg

I am currently working on a T-5 conversion kit for the earlier 6cyls and should have it available for purchase in about 2 weeks. I can elaborate more later on it.

A real favorite upgrade (even from the Pertronix) is a Duraspark II conversion. These distributors are fully electronic and became available in the late 70's on all Ford's. A Duraspark / MSD (or Crane) / Flamethrower (Blaster etc..) allows for a very strong spark. Yes, I'm sure you know that the split-fires are a crock because current follows the path of least resistance...hence only one electrode is firing at a time.

http://home.cfl.rr.com/mustangsix/Engine/duraspark.htm

Did you get a Holley replacement 1bbl? The biggest drawback of these motors is the small integral log, and believe it or not, the stock carbs are actually too small. There is much debate over which carb is the best. Some have had luck with the Holley 2bbls and Webers, but most are agreeing that a Carter YF is the best 1bbl, bang for the buck.

As far as where else to go with the motor, a cam makes a world of difference with these guys. A Clifford 264H or Comp Cams 260 are great for finding torque in these motors.

A later 200 or 250 head has larger valves which can help the motor breath better as well, although we have a guy over on the other board who put $3500 into his '66 200 and is playing in the low 15's right now.

I've babbled enough for now.

Al

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[This message has been edited by amartin725 (edited 06-01-2001).]

06-01-2001, 04:03 PM	#3
amartin725 Registered Member Join Date: Mar 2001 Posts: 46	The T-5 is an easy swap. It will be a little more work for you because you are going from a C4. You say it's a stock '66. If you check the block casting and it is indeed a C6## ('66) block, then you can gather all the manual transmission parts from a '67 and later (up to around '81 or so) 200 and bolt them on. That gives you the toploader transmission pattern, then you can purchase the V8 T-5 plate and crossmember and put it together. As far as the prices go, I just sold a complete '67 auto to manual conversion parts to a guy for $130. He got a great deal, I made a little profit. Now, since I have changed my mind it what type of motor I'm building, I with I had kept those parts. You can use any T-5, the 4cyls have a much lower 1st gear ratio, so that will enable you to keep the stock rear (most likely 2.8). The C4 spline should slide into the T-5 (I think), but the drive shaft will need to be shortened by an inch or so. Now for us poor fools with the pre-66 200's and 170's, you can't bolt up the later bell to the block to be able to get the toploader pattern. Currently, I have a V8 3spd mounted behind my '65 200 using an adapter plate and a particular clutch disk for the 8 1/2" recessed flywheel. I have been running this for over 10 years now and it was a huge upgrade from the cracker-box 2.77 3spd. http://pages.prodigy.net/al.martin/3spd.jpg I am currently working on a T-5 conversion kit for the earlier 6cyls and should have it available for purchase in about 2 weeks. I can elaborate more later on it. A real favorite upgrade (even from the Pertronix) is a Duraspark II conversion. These distributors are fully electronic and became available in the late 70's on all Ford's. A Duraspark / MSD (or Crane) / Flamethrower (Blaster etc..) allows for a very strong spark. Yes, I'm sure you know that the split-fires are a crock because current follows the path of least resistance...hence only one electrode is firing at a time. http://home.cfl.rr.com/mustangsix/Engine/duraspark.htm Did you get a Holley replacement 1bbl? The biggest drawback of these motors is the small integral log, and believe it or not, the stock carbs are actually too small. There is much debate over which carb is the best. Some have had luck with the Holley 2bbls and Webers, but most are agreeing that a Carter YF is the best 1bbl, bang for the buck. As far as where else to go with the motor, a cam makes a world of difference with these guys. A Clifford 264H or Comp Cams 260 are great for finding torque in these motors. A later 200 or 250 head has larger valves which can help the motor breath better as well, although we have a guy over on the other board who put $3500 into his '66 200 and is playing in the low 15's right now. I've babbled enough for now. Al ------------------ [This message has been edited by amartin725 (edited 06-01-2001).]