Looking for info on possible upgrades. I want to stay with the factory frame and just got a high pinion D44 disk brake front end with five lug outers set up for leafs like I have. I plan to install that with a later brake cyl and booster. Wondering what options I'd have to swap to a different tranny and T-case with the factory engine mounts I have. It's a divorced T-case and its got the early single front mount and rear bellhousing mounts. Would any type of auto tranny be available with a married t-case? Would the later married T-case mount fit the frame or would that put to much weight onto the older single front engine mount?

 

A divorced NP205 t-case will bolt right in.

No auto tranny will have the mounts on the bellhousing that you need.

As for direct bolt in manual transmissions, you're stuck with the NP435. With a little fab work, you could swap in an NV4500 or a Clark 5 speed or pretty much any tranny with a long enough input shaft and short enough case.

If you wanted, you could find a later NP435 and married t-case setup and swap some of the tranny shafts around to make it bolt into your pickup if you don't like the divorced setup for some reason.

 

I will advise here that utilizing the HP Dana 44 will require you to lift the vehicle approx 3 inches to keep front driveshaft from getting near tranny crossmember.
I have installed the HP Dana 44 in my 64 F250 4x4 and will be lifting the truck to get the clearance.

 

Bummer really? I've got the axle already to and was looking forward to the brake upgrade. Can the tranny crossmember be modified to work? Is there a different style from a later divorced type that would have teh clearance and work?

Here's a thought, has anyone ever boxed the front of one of these earlier frames and used the later style engine perches? Sounds like a lot of work and perhaps my factory 352 doesn't have the mounts in the side?

 

If you have a 352 maybe your mounting is different than the 292 in 1964, most likely it is. I would have to look in parts manual to discern. However, my clearances in all other areas are pretty good, but because I am also adding power steering from my 77 donor and putting the box up forward near radiator support, I want the space between spring and frame for pitman arm to have plenty of room. My 64 may be different than your build, I was just cautioning that the difference between low pinion D44 and high pinion is about 3" from the actual pinion nut when comparing axles side by side. So automatically you change driveshaft angle...

 

Not sure if you'd agree, but I think if a person went to a married transfer case then they would probably have to fashion some sort of support for it or the transmission. The transmission is already hanging out in space beyond the bell housing and tacking on a married transfer case without any additional support seems like it would be a ton of weight hanging back there.

No, I have not done my transfer case swap to the NP205 yet...lol. Soon. The GV overdrive is so light I don't think the TC will notice it back there. Then it's just a matter of driveshaft.

.

 

Upper pic: 1965 F100/250 240/300/352 4WD - 1965/66 F350 240/300/352 - 1966 F250 240/300/352 4WD use the same engine/transmission mounting system as 1961/64 F100/350 223/262/292.

Lower pic: 1965/66 F100/250 2WD - 1966 F100 4WD - 1967/72 F100/250 2WD/4WD & F350.

 

I was going to type something to the same effect but I ran out of time.

If I were to switch to a married setup**, I would build a cross member to go under the tranny/t-case adapter. Whether or not it is needed, (it's a good idea either way) I don't know - I just like to build.

Funny you should mention that. I am just putting the finishing touches on my NP205 (no fancy paint like most people though) as we speak and will hopefully have it swapped in over the weekend.




** Never, ever going to happen

 

Nope. 64 4x4 does not have those mounts.

 

1965 F100/250 4WD - 1965/66 F350 - 1966 F250 4WD uses the same engine mounting system as 1961/64 F100/700, but I did not say that the parts were the same.

Compare the front engine mounting system for 1964 in upper pic with these 1965/66's in lower (upper) pic.

Both have a bracket that bolts to the front of the engine with upper and lower center rubber insulators.

I didn't post the rear engine mounting system pic for the 1964 (I will if asked), but it's similar to the 1965/66's shown in pic, as the bell housing (7505) has two "ears."

There's one rubber insulator per side below the cross member, one rubber insulator per side above the cross member, below the ears of the bell housing.

 

Sorry ND. Yes, I see what you mean that they are similar in where they mount however, the 64 does not have the horseshoe type mount on bell housing, unless of course the set I took out and replace with new ones are all wrong? Anyway your point of where they mount (3 points) is understood. The other unknown (referring to the context of original discussion) is how close the 352 oil pan might be to the Dana 44 High Pinion if installed.

 

As long as it is the original front sump pan, clearance won't be a problem.

 

ND would you have a shot of the original 65 F100 4x4 pan for a 352? I suspect my engine was swapped in the early 70's but the truck did originally come with a 352 so it may be the original pan.

 

No pic of the 4WD pan, but here is the part number/applications:

C5TZ-6675-F .. Oil Pan / 1965 F100/250 352 4WD / 1966 F250 352 4WD & F350.

 

Is the sump in the front or the rear?