i was wondering if anyone could tell me which manual trannys will bolt up to me 79 460 that currently has a c6 auto behind it
thanks in advance for any info

 

any Tranny behind a 351M or 400.

But you will need a 390 Flywheel.

 

will i need any odd bellhousing? or anything

 

The Bellhousing Bolt pattern for 429/460's is the same as 351M/400's

 

Don't the 390's flywheels have a specific balance, different from the 460?

 

WHOA..sorry Dennis, you can't use a flywheel from a 390 in a 460.

To convert a 460 to a manual transmission, you use the 1983 and later 460 manual transmission flywheel. >>> E3TZ-6375-B (w/o EFI)


However, you may have to change the vibration damper/weighted spacer, because there are two types used.

If the 460 engine is from a 1978 or earlier vehicle, you must change the damper and weighted spacer to the late style. (see below for the part numbers).


Is the 460 engine TRUELY from a 1979? If so...you need to know what damper/spacer it has, because TWO DIFFERENT DAMPERS/WEIGHTED SPACERS were used in 1979. One of each fits some 1979 460's and ALL 1978 and earlier 460's. The other fits some 1979's and all later 460's.


If the engine casting number is: D1VE-6015-AB, you must change the damper/weighted spacer to the late style. >>> D9TZ-6316-B .. Vibration Damper & D9TZ-6359-A .. Weighted Spacer.

If the engine casting number is: D9VE-6015-AB, the damper works fine, all you need is the 1983 and later 460 M/T flywheel.

 

There was a guy on here that did a complete write up on this swap and he mentioned using a 390 flywheel.

That's what I was going by.

I wish I saved that post

 

So do I...the 390 flywheel will bolt up...but what about the damper? I wonder what damper/weighted spacer he used?


I hate swaps..guess why. Ppl do these things, and most never record what the parts are from, then sell the vehicle to some poor sap. He soon finds out the modded parts aren't what the parts books call for, and the junk ends up on a parts counter somewhere. The usual spiel is.."Can you please help me?" Being the sucker that I am, I try and help...The worst was the Pathfinder fiasco...what a royal pain in the azz that was!

 

ok so no 390 flywheel ill just chuck that info out. and i believe the casting numbers begin with d9ve but im not sure of the rest ill check tomorrow in the light. the motor i was told was pulled from a 1979 econoline e250 3/4 ton so if the numbers are right all i will need is the flywheel for a 1983-up 460 manual tranny non EFI correct?

 

Bill you can't just change the dampner spacer and run the external balanced flywheel on the early cranks. The crankshaft in the early engines is internal balanced and putting on the late model dampner spacer and external balanced flywheel will destroy the engine.
The purpose of using the 390 flywheel is it's a neutral balanced just like the early model flexplates and doesn't change the balance of the engine and is in fact the way to do that swap.. If you have the later model engine with the hatched spacer behind the dampner then you use the E3TZ-6375-B flywheel but DO NOT use that flywheel and just change the dampner and spacer on an early model engine you WILL instantly kill that motor.

and to the OP, if your block casting number is D9TE then get the flywheel That Bill posted, the E3TZ-6375-B is the correct flywheel for an engine with that casting number on the block.

 

What do you consider an early crankshaft? The early cranks were replaced in 1975 with = D5VY-6303-A which was used 1973/79 with the earlier damper. D8AZ-6303-A uses the newer spacer/damper. We did a lot of swaps back then for an ambulance company that went to M/T's, and I don't remember any ill effects from converting mid 1970's 460 Econolines.

 

Bill I consider any crank used in a D1VE block as an early crank, they are internally balanced, and changing the spacer to a hatchet weight does NOT change the crankshaft from internal to external all it does is make the entire rotating assembly out of balance. you should know this, you can't add 28oz of offset weight to a crankshaft without changing the balance of the entire rotating assembly. I will say this one more time DO NOT CHANGE THE SPACER BEHIND THE DAMPNER TO COMPENSATE FOR PUTTING IN THE WRONG FLYWHEEL. I normally don't yell with all caps but this is important. Bill I know you understand ford parts, and ford part numbers but those do NOT corrospond to reality. the mid 75 part number change for the crankshafts has more to do with part numbers than anything else as they are still the same crankshaft. But the change in 79 DOES make a difference. I actually do know something about building engines and the balance that is required and you can NOT change an internally balanced rotating assembly to external just by changing the hatchted weight and flywheel it doesn't work that way.

On the swaps you were doing IF they changed the crankshaft at the same time to the later model external balanced crankshaft (which will fit in the D1VE blocks but you can't put the early crankshaft into the D9TE blocks without a lot of clearencing) then you can add the hatchet weight and external balance flywheel but you can NOT just add those to the early crankshaft without rebalancing the engine.

 

I KNOW you know your stuff, and (for once ) I was not arguing...just asking...why.

 

No problem Bill, like I said it has to do with how ford balanced the crankshafts. I hate that they did those types of changes without making it so you can't fit the wrong parts onto the crankshafts by doing something like changing the flywheel bolt pattern slightly or changing the diameter of the crankshaft snout. it makes it too easy to put on the wrong parts and cause major vibrations. Same thing on the 302 VS 5.0 crankshaft inbalance going from 28oz to 50oz you can't swap dampners and flexplate/flywheels between those.