Will the 3spd. auto bolted to this motor bolt to anything outside of the FE big block family? I have such a beast in a truck that I want to part out. The answer I receive will help to decide whether I send it away with the truck. How do these engines react to performance parts and would it be more feasible to build one over a 351M.

Fordy

1978 F-250 4X2

 

I've heard the 292 / 312 has the same bolt pattern but I know it won't fit the 302/351W/351C/351M/400M/429/460 (basically it fits nothing else except maybe the old 292).

As far as a build up of the 360 goes, the best thing to do is to convert it to a 390 by buying a 390 kit with reconditioned rods (the 360/390 rods are different) Use the standard 390 pistons not the 390 truck pistons (different height, cars had higher compression) Do the standard FE oiling mods and run a dual pattern cam, headers, Performer RPM intake, Holley 600 vac sec, clean up the head with some port work on the bowls and remove the exhaust humps.
The new 390 will trash most other motors, and has unreal torque.

 

Just picked up a '76 with a 360 and C4.
The C4 bellhousing is different on it will not bolt to a 302/351W, 429/460. These are the only ones I am sure of. Don't know but think that you could merely swap the bellhousing. The C3-C5 have seperating bellhousings. The C6 is solid. I think the C4 is a wimpy tranny anyway. I have a C6 that will bolt to those engines but not the 360 so I have to get a case. The bell housing on the FE is rounded. The later models are flat at the top. According to my dad the guts are the same though.

 

the 292 will not bolt to a FE bolt pattern tranny. the bolt patterns are different. are you sure thats a c4? i've never seen a c4 behind a FE. it may be a fmx. the fmx also had a removable bell.

 

1. Stick with the FE. Either find a good 390 or do as the man says and convert yours to 390. You will undoubtedly read about 351Ms and 400s that scream on this site, but all those people had to do a ton of work on them to get any performance out of them. Somewhere out there is an article about getting 385 streetable horsepower out of a 400--the '69 390 GT in my car had 325 from the factory, and another 60 hp would be much easier to find there than it would be from something that was rated at 260 horsepower at its highest (the 400s Ford put in pickups had something like 150 hp) The stock 351M/400 is a dog, a dog that gets lousy gas mileage. And unlike the 390 there are no cheap factory performance parts available for them. Stock cast iron 390 4v manifolds are easy to find, cheap, and great for reasonable street performance whereas stock 4v manifolds for 351M/400 are nonexistant. High-compression pistons are extremely hard to find for these motors as well. The 351m/400 has a better designed head, but who cares when it only has 140 horsepower?

2. FMX transmissions lived behind FEs pretty regularly in the '60s. In addition to the removeable bellhousing, they also had external adjustment for the bands (it would be on the passenger side) and a rear pump. The bellhousing is aluminum, but the case is cast iron. I have over 300,000 miles on the one in my '67 LTD. The bummer is that there is no aftermarket support for them, zilch. So when/if it blows up, I'll replace it with a C6.

 

Transgo still makes shift kits for the later FMX '68 and above.

http://www.txchange.com/tgp.htm