I have a 1964 F100 that needs a motor. My buddy and I came across a 77 Mark V with 460 and a C6. I've seen swap kits to put the 460 motors in the 61 - 66 trucks, but they all say ford only, no lincoln or mercury 460s. What's the difference between the lincoln and ford 460s? Is it an oil pan and sump issue? I figure one way or the other I'll get the motor in the truck, but before I drop cash on the swap mounts I'd like to have some idea what I'm getting myself into.

 

I actually think I found my answer in this thread. https://www.ford-trucks.com/forums/6...?highlight=460

Sorry for wasting a post.

 

Welcome to FTE

The same engine in the Mark V (block casting # D1VE-6015-AB) was used in both cars and trucks from 1973/79. The pan is different because the F100/350's have a 6 quart pan, the cars had 5. The 1975 and later Econolines also used this same engine, but use a reverse sump pan and pickup. I can't imagine what else would be different besides the pan, oil pump, pickup tube, exhaust manifolds, and engine mounts between a car & truck 460. Waterpump, flexplate, alternator, A/C compressor, other engine accessories interchangeable. The trucks used a Holley 4V, the cars used Motorcraft 2V's.

 

FWIWm Horsepower, exhaust manifold on R/H side, Cylinder Heads, timing set & soft shift C-6 transmission with a rear transmission "V" type mount that fits only a Lincoln chassis are a few of the things that are different.
Mounting a 385 series, which is what a 460 is, into a 57-64 F Series chassis is tough since they use the front crossmember center mount and side bellhousing mounts and there is no bellhousing that fits a 385 series and has the side type engine mounts, and no place to attach a front center mount on the 385 series engine.

Adding side mounts to a ladder style 57-64 frame requires a center crossmember be added to keep frame rails from caving inward and a rear transmission mount must also be added to carry the transmissions that will fit a 385 series engine also.

I'm not saying it can't be done as it has been done, but it's not like a bolt in~ plug & Play installation that can be made in a 65 & up style frames.

FBp

 

LMC has a $100 motor mount kit and an $80 transmission crossmember and mount to put a 460 with a C6 in the 57 - 64. My biggest concern was that the kit is only for ford 460s. I wasn't sure how much I'd have to change to get the Lincoln motor into the car. I've heard from a few places that the tranny mount is different on the C6 in the Lincolns. So, I'm not sure if the crossmember from LMC will work or not. Sounds like beyond that it's more a matter of oil pan, accessory, and exhaust clearance.

 

To install the 385 ford, lincoln, mercury series in your truck you will need. The Lincoln had the same bosses for the engine mounts.

New engine crossmember and correct motor isolation pads. remember to offset the engine to match the center line of the rear axle. about 1.25"
Speedway has the cheapest out there...

Removal of the old bell housing crossmember is necessary to provide clearance for the C6 to be removed for future service without pulling the engine/trans as a entire unit. The C6 will clear the three speed floor pan.

Addition of a transmission crossmember. You will need to get this AFTER you set the engine and trans in place and correctly set the crank and pinion angles. There are differing drop types for just this reason.

The Lincoln engines that you are being warned about are the common refered MEL series that the mounts will not fit.

The C6 will need a new transmission isolator. Tail shaft should be the same common type used on all C6 of that year.

Switch to a 80 up 460 truck rear sump pan, pump and pickup. It helps to keep the front axle from smacking the pan. There easier to find than the van pans.

Pay attention as to where you place the new crossmember. I use a hand slipped behind the closest head to set the engine from the firewall. I have seen installs where the axle has smacked the crossmember. Not good...

You will also need to fabricate shift linkages or install a floor type or Gennie/Lokar type.

Also a drive shaft will need to be custom fabricated to mate the C6 to the pinion yolk.

I have a 472 CI efi mill with a C6 in my 64 daily driver. so it can be done.

Garbz

 

Thanks a lot for all the input. I like to get as much information as I can before I start a swap like this. I was actually looking at the engine and tranny cross members in my speedway catalog. I was trying to decide if I wanted to go that route or by the "bolt in" kit from LMC Truck. I'm not scared of doing custom fab work and welding, but the LMC kit is actually pretty cheap.

 

the LMC kit will still need welding of the tube to the uprights. just like everyone elses.

Dont use the straight out type as it will really stress the frame with removal of the old bell crossmember.

Garbz

 

That was what I was starting to think. The tube corssmember will help strengthen the frame where the the mounts that are just ears to the frame won't.

 

The old bell crossmember is obviously riveted in. You can reinstall the crossmember after the trans is in place using grade 8 bolts. This will give some added strength to the frame.

 

Beware of the linkage on the lincoln C-6. It is opposite of the ford truck linkage. I learned that the hard way.

 

It's also a "soft shift" type Valve body in the Lincoln C6 so Grandma won't spill her tea. And many Lincoln C6's use a "V" type rear transmission mount, plus Lincoln low gear is higher ratio than a truck low gear, (less power more economy and softer ride). I am not sure but I think LMC is saying their Transmission, or "rear mount" Cross Member is for a Ford C6 as opposed to "V" style lincoln only, transmisson mount.

I don't use the Lincoln Transmission for all these reasons including need to reverse the linkage. Also Lincoln TVR to the throttle valve lever @ Trans case doesn't fit F-Series firewall configuration either, they bump, bind, and rattle.
Better choices of C6 A/T are around, IMHO, that you could pick & use. Good Luck!

FBp

 

I'm wanting to say that there is a difference in the motor mounts as well. I dropped a 460 from a 78 continental into a 72 Ranger 250 camper special and I had to make all sorts of mods. Custom motor mounts, move the crossmember back (the only difference I notice on the lincoln C6 is that the mount was further back, I used the truck xmember and the lincoln trans mount), electric fan, blah blah blah. The list goes on and on. Besides, it was really irritating having to put the shifter in 1st to park. lol Long story short, avoid the lincoln stuff, it is a big headache.

PS: A shift kit will make the trans a little more agressive.

 

I pulled my 460/c6 out of a 76 Lincoln Cont. I will say the shifts are pretty soft even after a shift kit was installed. A few things that you can do to increase the performance is to change the valve body, servo, and shift lever. The tail housing can be swapped out to the Ford style as well. I did have to shorten my driveshaft since the C6 is longer then the FMX that was in it. I took my shaft to a tractor trailer parts house to have them shorten it. Cost me a total of $35 to have this done.

For the engine crossmember I butt welded two 1/4" angle iron pieces together then ground them down to fit between the frame rails. Those were then welded in place for me to attach the crossmember to. If you look in my gallery I believe I have a few pictures showing what it looks like if that helps.

 

The tranny in the Lincoln parts car I picked up isn't stock. It's an after market TCI from Summit with a shift kit. I'm also planning to use an after market floor shifter. If the mounts are weird at all I'll just fab my own cross member for it. I planned on a fair amount of custom fab work on this project. I just wanted to get an idea of how much off the shelf bolt on conversion stuff I could get away with using. I went through the receipts for the speed equipment the former owner put in this Lincoln motor and came up with almost $4000 of new equipment from Summit. For $810 for the whole car I figure I can sort out any headaches I have doing the swap. Why somebody would buy $4000 of brand new performance parts to put into a beat up Lincoln with body rot I'll never understand. This thing looks like utter crap, but man does it run like a raped ape. Plus I liked the idea of buying an engine and tranny I could drive around the block a few times and make sure everything worked good. I'm always leeary of that motor some guy pulled out of a "running" car like 2 years ago. That has sat untouched in his garage ever since.