this is for a friend of mine so I really don't have to many details about the truck.
It's got a 6 cyl in it now, with I think a 3 speed manual trans., definitely a manual trans.
Whats involved with swapping the 6 to a 302?
Is the bellhousing the same? thought they were but not sure.
Motor mounts?
The 6 cyl tranny won't hold up to a V-8 for very long.
Also the 6 cyl tranny to transfer case adapter is different.
Motor frame mounts will have to be replaced.
Radiator is not sufficient.
I *think* the bellhousing bolt pattern is the same, but check the flywheel/clutch size for compatibility. I'm sure someone will set me straight on this if I'm wrong.
Early Bronco, so the six is a 170 or a 200, right? If so, bell is different. The three speed, if all synchro, is probably the Ford "303" model, which will take a V8 just fine. More info will get you better answers. (year, engine size, paint color, upholstry patterns, condition of wiper blades, you know, all the stuff that matters.....)
and this is copied from Wild Horses:
Straight 6 to V-8 Conversion
"There are several things to keep in mind when converting from a straight 6 to a V8. The 6 cylinder transmission is not strong enough to handle the power of the V8. It is also too short to hook up to a properly mounted V8. To correct this you would need to get the V-8 transmission, V-8 adapter and t-case input shaft (spud shaft) and use these instead. A sure sign of a bad V8 (289, 302, 351w) conversion is when the firewall has been cut into to make clearance for the engine. This usually means the engine is hooked to a 6-clinder transmission and the engine mounts are in the wrong place. The 6 cylinder radiator is also something else you will want to replace as it is not sufficient to cool a V-8. To do this, you will need to replace the 6 cylinder radiator brackets and mounts with the proper V-8 brackets and mounts. You will want to consider the following items when doing this conversion:"
You are correct, Ken. There are 3 different versions of the 3 speed.
HEF- 6 cyl,
RAN- V8, light duty
RAT- V8, heavy duty
The HEF has slightly lower gearing than the RAT and the RAN. The HEF and RAN share the same cases. There is also small and large synchro versions of the RAT and RAN and very little will interchange between them.
Be aware that there are also 2 different length adaptors for the V8, depending on what transmission is being used.
If I were converting to a V8, I would also change to a 4 or 5 speed (or auto) instead of using another 3 speed.
Jason
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dbiscayne, Tell your friend to call the bank, mortgage the house and hock the wife and kids. Trail only rigs can perform great with salvaged parts, but, daily drivers are best to be well engineered with proven modifications.
James Duff also has a good page or two in his catalog on the conversion.
So if you had a 170, what would be the largest 6 cylinder that Ford made of this series that would be a direct bolt in? My brothers mechanic is telling him a 250. I didn't know Ford made a 250. And I think I remember reading somewhere that the 240/300 engines are different bellhousing and motor mounts correct? Thanks
I believe the 250 is the largest of the small sixes available and is in the same family as the 170/200.
The 240/300 are much larger and share bellhousing dimensions with the 302.
Jason
I have a '76 250 in a '69. It fits the 170/200 stock frame mounts but requires the 302 bell housing. The 240/300 6's also use the V8 belhousing, as noted, but that one is a tight fit. Even the 250 is tight as far as height (not much air cleaner clearance without hood bubble or body lift), being taller than the 200.
MAJOR modification is nessicary to fit a 240/ 300 six in an EB. Check out the six cyl. forum on this site if you want to keep a sixer, surpriseingly you can find alot of hop up stuff and advice for these engines. Also a good idea for the transmission would be a NV3550. These came in 2000 and up wranglers equipped with 4.0 I6's and are reputed to be a near bolt in as for size. They also are said to be strong enough to handle a 351w.
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