1966 F250 4x4 steering column
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1966 F250 4x4 steering column
Guys I'm looking at putting a C6 transmission in my 1966 F250 4x4. I really don't want a floor shifter. Is there anyway to adapt a 1966 2wd f250 automatic steering column to work in this swap? Any help would be appreciated. Thanks!
Lead Gopher
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From: Seattle
Is your 1966 F250 4x4 a factory 4x4 or a conversion? The factory 4x4 trucks used the Gemmer steering column which goes down at a steeper angle through the toeboard and straight into the steering box. The F250 2x4 trucks used a rag joint between the column and the steering box and the column came down at a shallower angle through the firewall. Since the angle is so different I don't think a 2WD column outer tube is long enough to get down through the toeboards in the 4WD. Then the shift tab at the end of the steering column is going to be at an odd angle to the C6 linkage. Might work, but wild.
Is a C6 short enough to fit between the bellhousing and the transfer case? I believe they came in two different length tailhousings and the shorter one might be OK. The stock NP435 is a pretty short transmission, front to back.
My 1966 F250 4x4 uses the NP435 bellhousing as the rear engine mount. If you go to a C6 bellhousing what will you do for a rear engine mount?
Interesting challenges to overcome.
Is a C6 short enough to fit between the bellhousing and the transfer case? I believe they came in two different length tailhousings and the shorter one might be OK. The stock NP435 is a pretty short transmission, front to back.
My 1966 F250 4x4 uses the NP435 bellhousing as the rear engine mount. If you go to a C6 bellhousing what will you do for a rear engine mount?
Interesting challenges to overcome.
Ford Parts Specialist
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From: Simi Valley, CA
Upper parts catalog pic: 1965 F100/250 4WD - 1965/66 F350 - 1966 F250 4WD use the 3 point engine mounting system similar to what 1961/64's used.
Two rubber insulator located at front-center, one above, one below the crossmember.
Four rubber insulators located at the rear, two above, two below the crossmember per side.
C5TZ-7505-C .. Bell Housing-marked C5TA-7505-C ~ 352 bell housing used with this configuration is the same: 3 M/T & 4 M/T T-18 & NP 435, but it doesn't fit anything else.
There is no C6 bell (converter) housing, as it's made as part of the transmission case.
F100/250 4WD's were not available with an A/T until 1973.
Two rubber insulator located at front-center, one above, one below the crossmember.
Four rubber insulators located at the rear, two above, two below the crossmember per side.
C5TZ-7505-C .. Bell Housing-marked C5TA-7505-C ~ 352 bell housing used with this configuration is the same: 3 M/T & 4 M/T T-18 & NP 435, but it doesn't fit anything else.
There is no C6 bell (converter) housing, as it's made as part of the transmission case.
F100/250 4WD's were not available with an A/T until 1973.
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It's a factory 4x4 and has the steep steering column. I am debating whether to put in a 460 engine with a C6. I have a 2WD 1966 F250 camper special with a 460, C6 with US Gear overdrive and Hughes fuel miser torque converter and getting ready to add a narrowed Dana 61 with 3.07 gears. The truck really runs great with this drive train / high gears. I am giving strong consideration to putting this same drive train into the 4x4. I think if I move the transfer case back the C6 will fit with the US Gear overdrive on it. May have to lengthen one drive shaft and shorten another. Just really don't want a floor shifter. Any suggestions?
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