:boom: :fume: :smash: :shockin: :deadhorse:
:wrench: :USA:
Relax.
There is a reason why the Schedahl brothers say never say never with empty box Ford production engineering. The new wine in old wineskins really confuses anyone who has been around any US, Canadian, British or Aussie Ford.
I'm pretty sure the SBF six bolt bellhousing with 157 flexplate came into being in the 1965 model year in 240 Ford I6's... one year before the five bolt 1963 to 1965 221/250/289 became the 1966 Windsor 6 bolt. The C4 then came in truck 164 and sedan 157 versions. The FMX 164 teeth bellhousing pattern then got duplicated in F100 trucks, with some Windsor 351's getting a 164 teeth C4 bell. The C5 bellhousing was based on this truck bellhousing, even the 200's got a 164 teeth deep bellhousing similar to the F100/F150 C4 transmissions. Some cars got shallow 157 teeth flexplate C4's which the 136 teeth 200's shared. Fact is, you can find many types of bell housing for case fills, a bewildering range. That's the way the McNamara era production engineering ran, total interchangabilty with the bare minimum of changes to make anything fit. It was an empty box, proprietry, sleeping dog method of cost reduction, and it worked so good, it saved Fords bacon. So Ford would do engine electric, head, block and bellhousing changes with seemingly no rime or reason, then suddenly a Ford engine would end up with another engines cylinder head, transmission or some kind of half breed block which was all 'politely speaking, effed up. Examples were
1. K code 289 and Q code 302 Windsor Tunnel Ports engine blocks with Cleveland 4V 351 heads with 1972-1983 302C closed chambers, = Boss 302
2. All gray low mount 1981 to 1983 200/3.3's getting a Truck 164 bellhousing depth for C4's and C5's, but the blue engines having shallow depth 136 or 138 teeth C3 or C4 bellhousings
3. 1965 240's getting six bolt blocks one year before the Windsor 260 and 289's did.
4. A neutral balance V8 160 Teeth Five bolt flexplates ending up on Aussie low, medium and tall deck 170/188/200/221/250 engines
5. A German 138 teeth 2.6/2.8/2.9/4.0 Cologne V6 flexplates with French built ending up on a large percentage blue 200 high mount 1978 to 1983 engines
6. The Cleveland/Windsor 351 firing order being included in bank fire CFI and smaller 255/302 engines form 1981 onwards so a 351 W cam could be used
7. Totally Scrapping the virile 351C/351 M and 400 Ford canted valve 335 series truck and sedan engines and heads in progressive rooll out from 1974 to 1983, with production tolling to Australia for factory made 1985 SVO cylinder blocks and closed chamber 302 57 cc heads, but then using the valve gear, firing order, bellhousing design and then fortifying the roller cam 302W and 351W engines with 4-BBL 4180 Holleys or CFI or port bank fire or sequential EFI, and then making them factory 302 Boss or 351 Boss beaters with mass produced Windsor components.
8. Cutting up the 250 six to make a 2.3/2.5 High Swirl Combustion headed I4 with a Mazda/Vulcan bellhousing, flywheel and flexplate, yet calling it 200 based when the camshaft spacing was 250, the deck height Aussie 250 on the 2.5, the crank strokes unlike anything else, and the carb and CFI injection standard wide stud , large carb hole log head. Yet the timing chain, serpentine drive and EECIV systems were sate of the art and light years ahead.
9. Keeping 6volt instrument electrics and protocols totally alive from 1932 to about 1984, with practically all the gauges and sensors IVR (Instrument Voltage Regulated), yet mixing the most advanced cutting edge EFI and electronic display and control systems (it eclipsed NASA with ex NASA rocket scientists adding anti lock units, flow meters, electronic speedo pickups, voice syth, vac fluro and mpg meter and ALDL protocols), yet absolutely penny and dime pinching everywhere else to use ancient parts from Noahs Ark. As such, the 1930 to 1984 Ford electrical and later electronic systems are a HAMB'ers delight, and allow us to run a 1960's small six on EDIS, CFI, EFI, Duraspark, TFI or put any gearbox and transmission combo we like behind any size engine.