65 Cyclone motor into 73 Maverick Q's

Hi guys

I have a good 289 "A" code which is currently sitting in my 65 Cyclone mated to its original C4

And I have a 73 250 Maverick with C4

Now im planning on pulling the 289 and dropping it into the Maverick and have some questions:

1. I understand the 250 C4 has the same bolt pattern as the 289?

2. Which torque converter should I use? If its the original one to the Maverick C4 will this bolt up ok to the 289 flexplate ok?

3. My Maverick is a column shift and so is the Cyclone, does anyone know if the Cyclone linkage will work in the Maverick?

4. The Cyclone engine has the stock cast exhaust manifolds which im hoping to use in the Maverick as the Comet shock towers are also very narrow, has anyone ever tried this and did it work out??

Any help would be appreciated

Thanks

Al

 

If that 65 block has a 5 bolt bellhousing pattern, then it won't bolt up to your transmission. Use the torque converter in the transmission you're using. The 65 had a narrower engine bay, so the manifolds should work.

 

Thanks for the info, I think I read that all 289s 65 and up are 6 bolt, but I will have a look see

 

Any A code 289 should have six bolt bellhousing. The 64½ Stang 4bbl 289 with five bolt wer were D code, no such engine in '65 Comet. K code 289 came in both varieties(as did C code).

You'll have to do some comparison for torque converter, but basically the '70 & later C4 has different spline count. I dunno if late C4 converter will bolt early flexplate but you must use a 28 oz imbalance. 250 are zero.

Probably need to do some fabbing to transfer shift linkage.

 

I just read somewhere else that there were 3 different bolt patterns from the torque converter to flex plate so it looks like im going to have to pull both to see whats what!

I can use the C4 from the Cyclone as well if that makes life easier? ie. if the crossmember mounting, length & driveshaft splines are the same??

Im not bothered if I have to do some fab work as that what I do, but I would sooner "bolt-in" as much as I can in the shortest period of time.

Im quite new to the Ford V8s so its a steep learning curve!

I have already fabricated some new frame stands, just have some finishing off to do

 

Dayum that's pretty!!!!

Excepting for difference in case vs pan fill, externally C4 V8 versions are mostly the same. Pan fill are HD units, usually found in pickup, full size etc and have larger bell with 164T flexplate vs 157 on most case fill. The Mustang II(only) used a smaller 148T or so flexplate. AFAIK both your units will be 157T versions. Only the 250 6 cyl uses same bell bolt pattern, 170 & 200 far smaller.

Units before 1967 have D1 & D2 positions (green & white dots) vs the more familiar D,2,1 quadrant. Along with durability improvements, beginning 1970, input shaft spline count increased from 24 to 26. Manual levers for floor shift are different than column, may also be difference in column levers between years and application. If your '73 transmission is good, I'd try to use it.

 

Ok, just so I can wrap my head around this.

So if it turns out that that both engines have the 157t flexplates and both trans are case fill, then it "should" just be the case that I can use the 289 flexplate to the Maverick torque converter & C4. Its that correct in theory?

And I take it that it is the flexplate that is weighted on the V8? So if im using the original 289 flexplate (hopefully) this will be a non issue with balance? But if the 289 flex wont bolt to the maverick torque converter, then I will need a suitable flex plate with a 28oz imbalance?

Does that sound about right lol I just want to get things right in my head and have all the parts to hand before I start pulling anything, because getting parts to the UK can slow things down a fair bit.

Hopefully the flexplate will be ok and it should be a straight forward swap with just the linkage to deal with

Cheers Al

BTW. What color is your Comet? It looks very similar to my brothers 69 mach 1 which is a california rainbow of colors car!

 

Outstanding job on the frame mount, I cant even imagine how you got all the bends in it

 

In theory, yes.. If both are case fill, you should be able to measure distance from ring gear to converter stud to see if they are same.

Nice cars!!

Comet is Competition Gold, non orig color, already painted when I bought it.

 

Reason I mentioned the 5 bolt blocks is that all those so called 64-1/2 Mustangs were labeled 65's by Ford. And after 50+ years and it being an export car (possibly) it could have anything in there.

 

100 ton brake press & laser cutter

I will climb under both cars today, so that will give me a good idea of whats what and i'll report back

Cheers

 

Ok, so here's what I now know from scanning around both cars:

My 289 is a 6 bolt and both trans are case fill, so hopefully that side of things will be straight forward (bearing the flexplate mountings are the same).

So now I have my head around that side of things it leads me on to more related questions whilst I was having a nose around

1. Throttle linkage, the Maverick is cable and the Cyclone is rod! I was hoping to keep the original Autolite 4100 carb thats on the 289 as there is nothing wrong with it, but I cannot see how I will get this to work? So is there an aftermarket linkage for the autolite to cable or am I better off just buying a new Edelbrock carb or something?

Also, this ties into the kick down linkage, initially I though I could just use the 289 linkage, but If I have to change the brackets etc for the above I will also need a solution for this as its all on the same bracketry!

2. The 289 waterpump outlet is on the passenger side, where as the Maverick is on the drivers side. I have just fitted a new 250/302 rad to the Maverick, so it would make sense to use it if pos. Is it just a case of changing over to a 69 302/351 on type waterpump with the outlet on the drivers side? If so it looks like my PAS pump & brackets may be in the way, is this so and whats the solution for this? If it means changing loads of parts I could just use the Cyclone rad as I wont be using it again anyhow.

Sorry for so many questions I actually specialise in engine conversions for watercooled VW's & Classic British Fords over here, but the American Fords are all new to me. I have the tools & skills but zero compatibility knowledge! Hopefully I will be up to speed soon. I know I could just pull them both apart and work it out as I go along, but the cost and time of ordering parts from the US will turn a weekend job into months of having 2 dead cars So wanted to try and get all the necessary parts together before I make a start

Thanks again

Al

 

I forgot about water pump differences, another change from '69 to '70. Throttle linkage approx same time frame.

Is Comet getting another engine or is it a parts car?

Can you, or have have a shop relocate the outlet on radiator to opposite side? If you swap pumps, the timing pointer and timing marks also swap to opposite side. Accessory bracketry is different for earlier setup. The Maverick P/S pump should bolt to 289 bracket, though the offset on pulley will probably be wrong.

I dunno if you could swap throttle pedal from comet to Maverick.

 

The five bolt 289 were 1963½ & 1964 only(which includes '64½ Mustang), to use the early engine at least the bell housing would have to swap. Beginning with true '65(mid Aug '64 production), all 289 were six bolt. Far more six bolt were produced than five.

 

Im slowly restoring the Cyclone, its a solid Cali car but needs paint inside out, and the plan is a restomod it!

But I recently bought and had it shipped from California a 1992 40k mile 5.0 ho with AOD for the maverick, but decided to keep the 5.0 for the Cyclone instead and build it up when the time comes, so this free's up the 289 for the Maverick.

Dimensions wise, the Cyclone rad looks the same as the Maverick so will just use that to make life easier.

I had another look at the throttle linkage, I think I will just fabricate my own brackets on the fly when I get to that bit

The donor Cyclone