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The 221, 260, 289, 302 & 351 Windsors are considered small block Fords. The 221, 260 and some early 289's have a different trans bolt pattern than '65 and later Windsors (5-bolt vs. 6-bolt). Also, the 221 and 260W shared thinner wall castings compared to later engines, so it's not advisable to try and make a 289 out of a 221/260 block. The 351 Windsor utilized taller heads and subsequently a wider intake manifold. Early Windsors were usually bolted to C4 Cruise-O-Matics or C4 trannys and later models were often connected to C5's and AOD's. The C5 was essentially a C4 with a mechanically actuated lock-up torque converter. There were a few C6 trannys that made their way onto small blocks between 70 and 72, but they are rare.
The 351 Cleveland (as well as the 351/400 Modifieds) are really neither a small or big block. They are sometimes called the "big small blocks." The engine uses a bellhousing bolt pattern for the big blocks transmissions, usually the FMX trans (cast iron case) and C6 (aluminum case). The Clevelands were known as the Ford 385 series of engines.
The 302 Boss was a Windsor block fitted with Cleveland style heads, which breathed much better than stock Windsor heads. Â They are not a direct bolt on and some work is needed to make the combination work.
The Lima engines (429/460) were usually bolted to C6's and are considered big block Fords.
The FE-series (352, 360, 390, 406, 410, 427, 428) are also considered to be Ford Big Blocks and used the C6, as well.
Ford C4's have a bellhousing that bolts on to the case, the C6 bellhousing is part of the case. C4 flexplate usage is in turn determined by the amount of external engine unbalance and torque converter mounting-bolt pattern (there are three).
There were three different C6 cases used by Ford. Small-block C6s use only a large-diameter flexplate, but there are still different converter mounting patterns and different engine weights. FE and 385-series engines use large-diameter flexplates, although here again there have been different converter bolt patterns. Externally balanced FE 410, 428, and ’79-and-up 460 engines require unbalanced flexplates. A 429/460 C6 bolts to 351M/400 engines (and vice versa). Small-block C6s use only a large-diameter flexplate, but there are still different converter mounting patterns and different engine weights. FE and 385-series big-blocks use large-diameter flexplates, although here again there have been different converter bolt patterns. Externally balanced FE 410, 428, and ’79-and-up 460 engines require unbalanced flexplates. A 429/460 C6 bolts to 351M/400 engines (and vice versa).
Flexplates don’t interchange between engine families, but assuming a flexplate for the engine is procured with the proper converter bolt pattern, there is extensive C6 torque converter interchange: FE motors and 429 engines have the same crank pilot bore dimensions, and the various C6 small-blocks, 351M/400 engines, and 460s all interchange with each other.
Late-model four-speed overdrive automatics with lockup torque converters include the AOD and AOD-E for small-blocks and the E4OD for big-blocks. Early-style flexplates and special crossmembers for mating these transmissions to earlier engines and chassis are available from various aftermarket sources.
Anybody who's ever worked a lot with differant year Ford's know well that they are not all created equally and there were many variations in pulley setups and brackets and they can be a bit more of a pain in the butt than the small block Chevy. There's a good book on Ford interchangeability available for about $15-20. Try this link:
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