List of Ford bellhousing patterns

The following is a list of Ford bellhousing patterns. A list of bell housing patterns for General Motors transmissions is also available, as is a list of engines for Ford Motor Company.

Ford Flathead engine pattern

221 V8
239 V8 (pre-1949 autos, pre-1948 trucks, post 1947 trucks with factory adapter housing)
239 V8 (post-1948 autos, post 1947 trucks)
255 V8

Lincoln Y-block pattern

317 V8
341 V8
368 V8

Ford Y-block pattern

239 V8
256 V8
272 V8
292 V8
312 V8

Early MEL pattern (1958–1960, Same as FE)

383 V8
410 V8
430 V8

Late MEL pattern (1961–1968)

430 V8
462 V8

FE Gen 1 and Gen 2 pattern

330 FT V8
332 V8
352 V8
360 V8
361 FT V8
390 V8
391 FT V8
406 V8
410 Mercury V8
427 V8
428 V8

Early Small block V8 pattern

221 V8
260 V8
289 V8 (made before August 3, 1964) - had five bolts holding bellhousing to block

Later Small Block V8 pattern

Note: this is commonly called the Ford Small-block V8 pattern, though it is used in some "big block"-sized V8's as well as some V6's and I6's.

200 I6 1978-1983 only, partial (4 of 6 bolts) pattern.
250 I6 (except Australian 250/4.1)
255 V8
289 V8 - (made after August 3, 1964) - had 6 bolts holding bellhousing to block
302 Cleveland (Australia)
351 Cleveland V8 (not the 351 Cleveland M-block engine)
351 Boss
351 Cobra Jet
302 Windsor V8
351 Windsor V8
400 Cleveland Ford 335 engine#400 V8 aka 400FMX certain 1973 casting numbers D1AE and D3AE, mated to the FMX transmission)
3.8/3.9/4.2L Canadian Essex 90° V6 (RWD only)
240 I6
300 4.9 I6
4.6L Modular V8 (first two casting runs, numbers F1AE and F2VE)
302 5.0L Windsor V8
351 5.8L Windsor V8

335/385 Big Block V8 pattern

335-Series (M-Block)

351 M-block V8 (Not to be confused with the 351 Cleveland which uses the small block V8 pattern)
400 V8 (except some 1971 and 1973 late Windsor-style castings)

385-Series

370 V8
429 V8
460 V8
514 V8

Taunus/Cologne pattern

Named for the 1962 Ford Taunus V4 engine and Ford Cologne V6 engine built in Cologne, Germany.

1.2/1.3/1.5/1.7L were mostly in European Cars.
1.8, 2.0/2.3 had the same bellhousings bolt patterns with differences from year to year to be wary of. The Mazda transmission 5M** does not "directly replace" the Mitsubishi transmissions as there are shifter spacing differences in the floorboard. The Mitsubishi transmission was made to fit Mustang IIs and was shoehorned into the early Rangers. Later models came with hydraulic clutches. These were commonly found in Pintos, some Mustang II/Capris, and Rangers but do not match the V6 Bell housings. Changing the engine to a V6 often requires changing the bellhousing (Mitsubishi) but the Mazda trans had an integral bell.
2.6, 2.8, 2.9, and 2.9 Cosworth. Most of these were RWD car engines. Some had the same Mitsubishi manual transmission as the 2.0/2.3 but had different bellhousings. The 2.3, 2.8, and 2.9 also made it into the Ranger, and Bronco II.
4.0L was produced by Ford Cologne Germany (like the unrelated and the all-new metric Taurus/Sable FWD 3.0 V6). Both were put in the North American Ranger, Aerostar, Explorer platforms. The 4.0L bellhousing and the 3.0L bellhousings "MAY" interchange, but they do not interchange with the previous Cologne engines.

Falcon Six pattern

144 I6
170 I6
200 I6 (through 1977; 1978-1983 have partial late Windsor pattern)
188, 221, all 250, 3.3 & 4.1 I6 (Australian produced)

Early OHV Six pattern

215 I6
223 I6 v2
262 I6

UK Essex pattern

1.7 L / 2.0 L Essex V4
2.5 / 3.0 / 3.1 L UK Essex V6

Pinto/Kent/Lima Pattern (also see Taunus/Cologne Pattern)

(Lima pattern has the two top bolt holes moved up about an inch)

1.0/1.3/1.5/1.6 Kent (Pre-Crossflow and Crossflow)
1.6L/2.0L EAO
1.3/1.6/1.8/2.0/2.3/2.5L OHC I4 RWD. This engine was also produced in Cologne, Germany. It was put in Pintos, Mustangs, Fairmonts and Rangers. It was then modified by Mazda to become the 2.5L in the late 1990s Ranger/U.S. sold Mazda pickups. Ford modified this design further so it is hardly recognizable from pre-2000 (date uncertain) year models. Caution!
1.8/2.0 Zetec-E/Zeta Engine Zeta (Later blocks had the starter relocated to one of the bellhousing bolt locations and only partially match.)
1.1/1.3/1.4/1.6/1.6 Turbo/1.8/1.9/2.0 CVH/SPI
1.6 Lotus Twin Cam
1.6/1.7 Cosworth BDA
2.0/2.3/2.5 Lima (At least early blocks had both the Pinto/Kent pattern and the modified Lima pattern)
2.3/2.5L HSC FWD I4 (Ford Tempo/Mercury Topaz pushrod 2.3L)

Duratec I4 pattern

1.8/2.0/2.3/2.3 DISI Turbo/2.5 Duratec (Mazda L engine)
2.0/2.3 EcoBoost

Sigma I4 pattern

1.25/1.4/1.5/1.6/1.7 Sigma
1.5/1.6 EcoBoost

Vulcan V6 pattern

3.0L Vulcan V6 (FWD Taurus/Sable and RWD Ranger, but no relation to the 2.9L)
3.0/3.2L SHO Yamaha designed V6
3.8L Canadian Essex 90° V6 (FWD only) (not the same as the 60° British Essex V6).

Duratec V6 pattern

2.5L/3.0L Duratec V6
3.4L DOHC SHO V8

Modular V8 pattern

4.6L SOHC/DOHC V8 (later castings, F3VE and up)
5.0L Coyote DOHC V8
5.4L SOHC/DOHC V8
6.0L Powerstroke
6.2L Boss
6.8L Triton SOHC V10
7.3L Ford Godzilla

Lincoln Continental Modular V8 pattern

4.6L DOHC V8 FWD

IDI/DI

6.9L International Harvester IDI diesel V8
7.3L Navistar IDI and IDI turbodiesel V8
7.3L Navistar Power Stroke turbodiesel V8 1994–2003

All 7.3L Power Stroke engines had a removable adapter on the rear of the block with either the IDI pattern or SAE 2 pattern.

External links

"Ford Transmission Bellhousing Info". Archived from the original on 7 September 2003.
"ID that Ford Flathead bellhousing" (PDF). 2007. Archived from the original (PDF) on 5 March 2017.