First thing is to clean the crank flange really good and look carefully at it to make sure no one has installed some sort of adapter in it to reduce it down. If not then take the converter to a good machine shop and have them turn the pilot down to fit your crank. Be sure to measure the hole in your crank very accurately because the pilot needs to be .003 to .005 smaller than that hole. Also be sure the hole in the crank is deep enough for the pilot so it doesn't bottom out. If it isn't the machinist can adjust that when he turns the pilot.
Also looks like you are in a good area of the country to be able to find a converter rebuilder that could put one together for you.

 

No...to both questions.

 

Posting for info purposes. Currently in process of determining problem with the 3 spd. w/od, possible issue is with the wiring circuit? If unable to resolve looking to swap for C6 salvaged many-many years ago?

 

FWIW the C6 was also used behind some 390's and the Lincoln 462 in the 1966 model year.
Eric

 

Hopefully thread will offer suggestions?, the engine if from a 65 passenger vehicle, whether this presents an issue with matching components for the swap remains a question?

 

Beginning in 1965, all FE engines regardless if from a car or truck have the correct bolt pattern on the block for the rubber insulators.

I cannot see any problems with using a 1965/71 car FE engine in an 1965/76 F100/350. The exhaust manifolds are different, 410/428 use different flywheel & flexplate than 352/360/390.

Two different harmonic balancers: 1960/67 352/390 car, 1966/67 410/428 car & 1965/67 F100/350 352: The outer accessory pulleys use 3 bolts to attach them.

1968/71 390/428 car & 1968/76 F100/350 360/390: The outer accessory pulley use 4 bolts to attach them to the balancer.

 

Thank you Bill!

I apologize for hijacking the thread; having said that, the passenger vehicle 390 engine is currently installed in my 65 F100; suspect I should be able to solve the 3 spd. OD problem; if not, if understand correctly, in swapping to C6, figure if the stars are aligned I may be able to match the correct flex plate and converter to that particular year engine?

 

462 was also used in 1967 and early 1968 along with the C6.

1968/76 F100/350 360/390 = C6.

Cars - 1968/71 390 / 410 (1966/67) / 428 (1966/70) & 1968 427: C6

Cars - 1958/67 352 & 1961/67 390 have either FX or MX Cruise-O-Matic.

 

Yeah Dave the flex plate, converter, and trans from a 390 should work on any FE (subject to the balance issues of the 410 and 428), but the same combination should work for Darn72 as well. I don't know what's going on there.
I hope you stick with the O/D. Lots of us would love to have that setup. There are guys over at the FE Forum who understand the O/D systems very well.
Eric

 

I was in the local automotive machine shop yesterday and asked about FE cranks. He said that he has gotten a few in over the years that did not have a pilot hole in them at all. He thought that they were from some sort of industrial engines and to make them work in a car he had to drill the hole in them. Is it possible that Darn72's crank was like that and just drilled the wrong size?

 

My point to the OP, there is no reason that I know of why a C6 with FE bell wont bolt up to a FE engine with pilot bushing removed, and with correct torque converter.

I suggest going to another tranny shop for second option.


John

 

Darn:
another set of eyes in this sit. could be helpful. Maybe there's an FTE member near you?? There's always a solution.
Dave:
I have a C6 out of a 75(?) truck with a 390, that I pulled myself. Kept the torque converter, kickdown, flexplate, crossmember and cooler lines. I ended up with a second setup since I bought a 74 (thanks John!) for parts. Let me know if you're interested.

 

Should have the components needed for the swap, in salvaging the C6 I took the cross member, kick down lever, dip stick, auto column, pedal assembly,etc., after reading comments I am confident the engine, tranny, and components should be a match? However, before getting into the swap I decided to research what's going on the 3spd, found a single wire that's not connected to anything running along the valve cover, which I believe connects to either the pos. or neg. side of coil. Broke out the Master Catalog Section 70.3; page 14, now a matter of interpretting the O.D. circuit?

Again, apologize for high-jacking the thread, hopefully info is helpful to others; it has been very helpful to me and I greatly appreciate the input!!

 

Since I have the motor out I may take it to a local transmission shop and have them look at it. When I pulled the pilot bearing it all came out. The bearing isn't very deep. Behind that is a smaller hole. That's what my converter is hitting. I guessing at this point it's the wrong converter. I'll try to get to th shop next week when I get a chance. I'm ready to start driving it again.

 

It may be a little late in the game for this but I happened on it in an old SVO catalogue while looking for some notes on putting a #9 needle bearing kit in an old C6.