I am swapping out a 351m for a 460 in a 79 ford 3/4 ton manual 4WD. Which bellhousing between my 351m bell or a aluminum 460 bell that is set for hydraulic clutch? I would prefer not swapping to hydraulic clutch so Is it possible to use the mechanical linkage with this hydraulic bell and still run a mechanical clutch setup allowing me to run the 460 flywheel? Or should I go with the 351m bell and what flywheel etc. is best to use with this setup? Also what are the best motor mounts to use on the 460 to get them to line up with the towers?

 

Have no idea if the alum bell will work, go with the 351m bell it will, just use a diaphram style clutch (360* of small fingers) and not the stock style clutch (3 large fingers). you will have to buy after market motor mounts to mount the engine on your existing 351m perches, its that or look for 4x4 (2wd are diff.) 460 engine perches and motor mounts. Do a search on them to figure which ones you want. jeffs bronco graveyard, L&L etc.
read over ProjectBronco.COM! A 78-79 Ford Bronco Resource Center, from the homepage go down to tech articles then go down to installing a 429/460 the right way and read away!

 

I have L&L motor mounts but the first time one breaks I'm going right to Trans Dapt mounts.

 

I used L&L mounts in my changeover. No complaints so far.... 10yrs.

 

4WD: There are no 'towers' (aka perches, stands) because there is no engine crossmember to bolt them to.

4WD: The engine supports bolt to the inner frame rails.

Ford didn't offer the 460 with 4WD or with a M/T until 1983.

 

What flywheel is best to use with the 351m bellhousing?

 

you split the 351 and the 460 mounts and weld them together, and for a hassle free job get your flywheel from L&L................

 

Is 390 flywheel the way to go?

 

Has anybody used a 390 flywheel? Will I have to get this zero balanced for a internally balanced motor? Also what is the best starter setup using this flywheel?

 

man there are so many 460 swap questions regarding manual transmissions. I've never done one but I know from reading all the other threads that its very problematic. There were internal and external balance 460's, and a variety of transmissions, bellhousings, and flywheels using through the years. Your best bet is to keep the setup that was behind the 460 to start with. If this isn't possible, I'd say you are on your own. If you search for threads using the search key you will have enough reading to keep you busy for a few days, but I can't say if you'll find an answer...

 

There are many ways to skin this cat. Here's what my brother and I did on my '79 that was originally 400M powered, and it worked out well:

We kept the 400M bell (same as 351M).

Also used a diaphram clutch, just like KingFord recommends.

For mounts, we used a set of off the shelf 1965, 2wd 352 engine mounts. They only have two holes in them and if you enlongate the holes slightly, they will bolt up to 2 of the 3 holes cast in the 460 block diagonally. The 352 mounts have a stud on them and if you install them like this, the stud will drop into your 351/400 frame horns just like the 351 mounts did.

You may/may not need to trim a corner of the 352 mounts off to clear your exhaust manifolds or headers, depending on what year engine/manifold combo you have.

A replacement flywheel from Summit was ordered and worked great for the $, just make sure you get the one for the correct balance (internal vs. external, the 460 changed around 1980- I think).

 

Ok thanks for your reply. When you bought that flywheel can you remember what size motor the flywheel fit was it 390? And did you have to grind the webbing off the inside of the bellhousing?

 

390's are internally ballanced and therefore will work with an internally ballanced 460. These are the earlier engines pre 79 for the most part. The later 460's 79 and up are externally ballanced.
If you can afford it buying the conversion kit from L&L sure takes away a lot of hassle piecing together your own conversion kit.
Good luck with your swap m8

 

We ordered a flywheel for a 460. No grinding required. I think some people blame the pressure plate hitting the bell on the flywheel thickness when it is actually due to the borg/beck (3 finger) pressure plate being thicker than a diaprham p. plate. You need to ensure you get the right pilot bushing as well. When we did our swap, I was told the crankshaft must be machined to run a standard behind an engine originally mated to an automatic, but we measured the outer bore in the crank as well as the outer diameter on the tranny input shaft and my parts store found a thin pilot bushing off the shelf that worked just fine.

 

so, where did u get the flywheel?