Originally had a 360 and 4spd. Best I can tell from research is that was an NP435. And I think it had a 203f transfer case. If im reading the chart correctl. Right now, the motor is gone and so far i suppose Io. can find anothern360.

Hanging by straps where the tranny should be is what I am told is a C6. It's married to a transfer case and from comparing photos I'm pretty sure it is an NP205. There are a couple of crossmembers but I'm not sure what is what in terms of original equipment. Also with the truck I got an NP435 from a78 Bronco with trapezoid bolt pattern. As well as a steering column for an automatic.

I am told this truck hasn't run since the eighties and it looks to me as though it was left in the middle of a conversion to automatic. The clutch pedal and the manual steering column are still installed...

I have a tight budget. There is suspension work to do too so I have to work as much as I can with what I have.

If I reinstall the NP435, I'm going to need a bellhousing and clutch etc...and I'm not sure what I'll need to adapt to the NP205. Also, i feel i can trust the 4spd to be a good tranny because the fluid looks clean and overall the tranny does too..
On the other hand, if I install the C6 I would probably have to have it gone through as I have no clue the condition and I think automatics don't age well sitting so long. Also, I would need to figure out the steering column swap. It does have a bell housing and torque converter...i dont know the status of any linkages.

as a driver, I think the automatic would be better. How does that affect the value of the truck? How rare are shortbeds?
how tough would it be to drop in a later model complete Drivetrain with an AOD trans?

all help and advice is appreciated

 

IMHO the short bed 4x4 is the most valuable pickup, in terms of it's cute and people want to own them. Most just want to be seen in them, and for that use the C6 is perfect. Actually the C6 is a great off-road transmission as well. For these reasons I would stick with the C6.
For years and years the C6 was the strongest most dependable Ford auto transmission.
One thing to be concerned about, and that is bellhousing bolt pattern. There are several different shapes for various engine families. If your C6 is for an FE than you about have to bolt an FE in front of it. I'd pick a 390. Or rebuild a 360 into a 390.
If your C6 is for another engine family come back and get more help.
If the original steering column is present then I'd use an aftermarket floor shifter rather than trying to swap in an automatic steering column.

Good Luck!

R.

 

I would go with the 390 but find a higher compression series or build it like one from a 66/67 Fairlane GT or a Galaxie.

 

1968/76 360/390 use the same block, the bore is the same (4.05"), the stroke is different. The only difference between the two are the crank, rods and pistons.

Stroke: 360 = 3.50" / 390 = 3.78."

You will require a C6 from 1973/76 F100/250 4WD w/a 360 engine (only V8 factory installed). 4WD's not available with A/T prior to 1973.

A/T's have converter housings, do not have bell housings. The C6's converter housing is made as part of the transmission case.
-----------------------------------------------------------------------------------------------------------------------------------------------
D0TZ-7505-A (replaced C5TZ-7505-B) .. M/T Bell Housing / Marked: C5TA-7505-B / Obsolete

Applications: 1965/66 F100/250 2WD 352 / 1966 F100 4WD 352 / 1967 F100/250 2WD/4WD & F350 352 / 1968/76 F100/250 2WD/4WD & F350 360/390.

Be aware that: 1965 F100/250 4WD 352 / 1965/66 F350 352 / 1966 F250 4WD 352 use a different bell housing. It's marked: C5TA-7505-C

 

I added pictures of the C6 and the transfer case... can anyone confirm what I have? Also, a drawing or pic of the correct crossmember(s) for this setup would be huge. I'm going to visit the truck in next couple of days and see if I can clean and document any casting numbers so if you could tell me where to look...
thanks everyone

 

Thats an FE bell. Drop in a healthy 360/390 with aluminum intake and 4bbl dual exhaust etc, keep the c6 and enjoy.

 

I found a 360 from a parted out 73 F250... gonna go out there and do a compression test...it's only 250.00 but I also have to remove it...
Or Not...
Still chewing the possibilities... what is the reason a 390 is better? I am already worried about gas mileage...
What about a newer drivetrain and/or an overdrive transmission?
Thanks for you input

 

I'm getting the feeling that whoever gathered these parts had the right idea. Thank you for your response

 

A/T 's don't have bell housings, they have converter housings. The C6 converter housing is made as part of the transmission case.

 

I would go back to the standard trans. That 205 case should bolt directly to the bronco tranny.

 

A 390 should have no noticeable difference in gas mileage. However the longer stroke and 30 extra cubes add a decent amount of torque and HP. Same block, just different crank and rods, so transmission, accessories, and everything else is a direct bolt-in.

 

I have owned a '71 F100 360 2v/C6 2wd since 1977. It had 42,000 when I bought it. All stock and properly tuned it would get around 15 mpg. Best ever was just over 18 mpg highway. Converted the 360 to a 390 with just a crank and pistons. The rods are the same. Keep in mind those motors require leaded fuel. You will need hardened valve seats to run unleaded. You will be constantly tuning the carb/points to keep any semblance of fuel mileage.

With the 4v/390/C6 I put 4.10's with a Detroit locker in the 9". It was pretty fun to drive but 8 to 10 mpg's then. You may want to check the rear gear ratio as well. 2:73's and a light foot for best mileage.

A newer drive train maybe just the ticket. There's tons of room in that chassis. Maybe a F150 5.0 with the 4 speed auto. You could probably craigslist a complete F150 with that combo on the cheap. Properly geared it should get decent fuel mileage and run forever.

 

I am undecided so far... I like driving a manual... but I have that same NP435 in my 69 Bronco and it went from feeling light and zippy (3 speed) to very clunky "trucky"... but this wont be my daily driver anyway.. The automatic is just so much friendlier especially where I live in SoCal there is a lot of traffic. Why do you like the 4 speed more? I don't know how much value there is in keeping the truck as-built... BTW, I think it started life with a 203f...is that full-time? I certainly don't want that..
...and if I go with hthe NP435 won't I need an adapter?

 

Hi!!
Got lucky and found a complete 1974 360 with fresh carb and alternator and PS pump all still on it, as well as a fresh tuneup and oil. Even the motor mounts! It is currently mated to what I think is a T18 manual.... will I need to find a flywheel? How do I ID the correct one? Can I use the same starter?
Pretty sure I want to use the C6...but it has been sitting for years... It is mated to the NP205 so I know they match. I am thinking I should have the C6 rebuilt (550.00) and the NP205 is probably OK (I figure it's just gears right?) but I am going to see about changing the seals...
Just wondering... does it make any sense to pull the pan on the C6 and see if it is OK? Is there a way to tell without taking it apart? I am thinking the cost of rebuild is worth the peace of mind, especially since it is out already..
Also, is there a possibility I can refresh the transfer case myself? I have decent skills but have stayed away from messing with transmissions and gearboxes...but I have adjusted bands and changed fluid and filter on my Mopar TorqueFlight.

 

C5AZ-6375-D .. Flywheel (A/T flexplate) / Obsolete ~ Available from auto parts stores.

1965/67 F100/350 352 with MX Cruise-O-Matic / 1968/76 F100/350 360/390 C6 // 1965/71 Ford/Merc Passenger Cars 352/390 with FX/MX Cruise-O-Matic (1965/67) & C6 (1968/71).

Note: 1966/67 410 & 1966/70 428 is not the same.

M/T flywheel: Two different types, as it depends on whether it has an 11" (352/360) or 11 1/2" (390) clutch. You can use either one as long as the clutch matches.

Starter is the same 1963/76 all FE engines. 1963/71 Passenger Car or 1965/76 F100/350, A/T or M/T makes no difference.