200 ci 6 Cylinder question(s)?

Discussion in 'Classic Mustang Specific Tech' started by horseballz, Nov 10, 2010.

  1. Does the 200 ci 6 banger have the same bell housing bolt pattern as a 289/302, or did the similar bolt pattern not start until you get into the 250 ci?
    Thanks,
    Gene
     
  2. Nope it was different and there are two versions of it out there. Blocks cast starting in 1968 could mount either the small or large version.
     
  3. Um, that would be 1966. But otherwise, yeah, there was the early (64-66) small bell, and the large (66-70) 6-cylinder bell.
     
  4. some of the blocks also have provisions for both bell housings. The 200ci I built for my 60 falcon has both.
     
  5. Nope, checked the book this evening. For the 200 CI engines:
    C2OE-C
    C3DE
    C4DE
    C5DE-H
    C6DE-A
    C6DG-B
    All have the small bell housing only.

    C8DE-B is the first 200 casting with a dual bellhousing block.
     
  6. there are actually three different bolt patterns for the 170-200 inline sixes. there is the small pattern used on all sixes until 1966. starting in 1966 the 200 was drilled with the dual bolt pattern for bell housings, though not all were. in 1967 all had the dual patterns as in 1967 the 3.03 top loader three speed was used on the small six. these ran through 1980. all these sixes used the same high mount starter location, and the only difference in the bell housing patterns is that the top two bolts were moved up about an inch.

    starting in 1981 the 200 used a low mount starter location, and a different bell housing pattern that was 2/3rds of a small block 6 bolt pattern. again the top two bolts were moved down and out. you can modify a 6 bolt V8 bell housing to work on the 81-83 200s.
     
  7. If you really want to get your feet wet with the Mustang 6 cylinder engines, you should get your self a copy of The Ford Falcon Six Cylinder Performance Handbook by the Schjeidahl brothers. They have been into these engines for a long-long time. It is the only source I know of with casting numbers and their characteristics.
    :nice:
     
  8. Hmmm… How about listing for us the casting numbers of the 65 and 66 200 2.77 3-speed bellhousings. The 65 had the small bell for the "salad bowl" flywheel, the 66 had the larger one for the larger flat wheel.

    I wish this came up yesterday, I might have been able to photograph a pre-68 dual pattern for us.
     
  9. you can also come over to fordsix.com and check out the forums there. i moderate over there and we have a lot of people who are more than willing to give you any information you need. also check out classicinlines,com for performance parts and technical information on the ford six.

    the early and late flywheels are actually the same diameter, the difference being the early wheel has a recessed area for the clutch disc to run in and it is 8.5" in diameter, and the later flywheel is flat and uses a clutch disc that is 9" in diameter. the only difference in the bell housings, is that the top two bolt holes were moved up about an inch, and if you have a 3.03 bell housing, the bell housing is deeper.
     
  10. Quite right, and if you include 65, 66, an 67, you have 3 different bells. The smaller 65 2.77, the larger 66 2.77, and the 67 3.03.
     
  11. The real reason for the original question was to see if there was a way to put any late model AOD behind a 1971 straight 6 cylinder (not sure yet of displacement) in a really choice bodied, absolutely rust free, original paint Maverick. Not to be a hot rod, but simply a long lasting, classic, economical, grocery getter/cruiser for my wife. There would be a fair bit of highway driving up to 75-80 mph.
    Thanks,
    Gene
     
  12. the AOD will not bolt behind any 200 until you get to the low mount starter 200s starting in 1981, and even then you need to relocate the top two bolt holes down and out. if you want an overdrive and an automatic trans, you will either need to run a gear vendors, or other similar overdrive unit, behind the C4, or you need to take a C3 bell housing, and adapt it to the 5r55 overdrive trans found in later model explorer V6s.

    if you want an overdrive, but are willing to go to a manual trans, then a T5 swap is fairly easy.
     
  13. Oh holy crap. The 71 had a 250 cid engine, which has the same bell as the 302, so attaching an AOD is simply a matter of getting a compatible flex plate. Done.
     
  14. 2+2GT,
    My research shows that it could be a 170, 200 or 250, depending on several things. Hopefully, seeing that it has factory AC (that supposedly still works perfectly) and power steering, it could be a 250. I have not yet been able to see it close up (under hood, etc) or hear it run. It's not a Grabber, but is a 2 door, plain jane, dull/ugly oxidized paint (totally buffable), no damage except a tiny ding in the front bumper (not bent) and a scuff (not scrape) near the right headlight, life-long Las Vegas, RUST FREE body. For the $2K that I hope to get it for, I'm not too concerned about engine condition, as long as all is complete.
    Thanks For The Replies,
    Gene
     
  15. The only Inline-6 the 1971 Mustangs came (stock) with was the 250. Not saying it isn't possible, because I've seen it plenty of times, but I wouldn't think someone would replace a 250 with a 200 or a 170.
     
  16. thats true about mustangs, but the OP is talking about a maverick which could have a 170, a 200, or a 250.

    horseballz, the quick way to tell if you have a 250, or a 170/200 is to count the number of water pump bolts. the 250 has four bolts, the others have three.