Easy to to Line Up A4ld Transmission
Car of Rick Wrench on this forum, Jose from Brazil makes an adaptor which allows SBF's to take the smaller 138 teeth 78-83 3.3 I6 and 74-2011 2.0/2.3/2.4/2.6/2.8/2.9/4.0 Colgne V6 flexplate. Great for Alfa Romeos withj V8's and Sumbeam Tigers or Alpines with 2.8 V6's
http://sunbeamalpine.org/forum/showthread.php?t=19309
The C3 was born in 1974 as a C4 and Borg Warner 35 replacement. Its French, and has been a brilliant piece of work, but it has had many revisions. Ford gained money by making its own gearboxes, and poored money into step wise development of this gearbox. Its inclusion into the US Fox body Fords was a payback for war rearations. The Cologne plant, the Japanese JATCO plant, and the Bordeux plant made engines and gearboxes for US Fords, with every 4 liter Explorer from 1990 to 2008 25% German (Engine) and 12% French ( transmission). The Fox 3.3 had about 25% of all of its 3.3 gearboxes sourced from France from 1978 to 1983. The 1977-1980 X body Fords (the 250 Granada, Monarch) had 50% of its 250 engines fited with a Ford Courier 1.8 liter automatic.
The Fox 3.3 C3 has a European 138 teeth flexplate the same as the V6 Cologne 2.6/2.8/2.9/4.0 engines... not the 132, 136, 143 or 148, 157, 160, or 164 teeth versions found on C4's...not related at all to any except for the 1971-1985 2.8 Liter C4 and C5, which had a non lockup clutch 138 teeth flexplate. Its a Cologne V6 flexpalte. The Pinto 2.0 used it for two years when Borg Warner's Scottish United Kingdom plant got taken over by Rootes and then Chrysler, and Ford decided agumnet supply with its own gearboxes for export US Pinto engines. Cortinas, Capris and Granadas with 2.0, 2.5,and 3 liter engines had US C4 gearboxes fitted with a special 135 or 138 teeth flexplate
The C3 bellhousing is the same as the A4LD, except the way the oil supply line is drilled. All this info has been supplied many many times by me in many, many posts, with links and data.
viewtopic.php?f=76&t=70598
Here at Ford Six, and Four Eyed Pride, and as LogEFI on the "Serious Explorations" ExplorerForum.
Its good to just block the oil feed and leave the solenoid without power feed if you are not using the lock up clutch.
https://www.explorerforum.com/forums/sh ... p?t=261892
http://www.explorerforum.com/forums/sho ... p?t=239416
You copy that, and your C3 bell fits the A4LD. The Pinto 2.0 and Lima 2.3 flexplates are 135 teeth and the same as the 138 used on the Explorer for many years. All 4.0 Mustang and Explorers run 138 teeth bflexplates, but they changed the pilot shaft and its PCD. The 2.8 and 2.9 one is that same except there is a spacer on some. There were 17, 22, 34 and 36 mm thick spacers with the Pinto 2.0 being a metricated 2.75" crank pilot spacing. The Cologne crank pilot varied a lot over the years from its 1962 showing in V4 form in the Mustang I and its death in 2011 in the 4.0 Mustang and Ranger.
See page 12 of this for details. The Fox cars ran a specific European Capri/Granada 2.3/2.8 converter and flexplate shared with the Pinto 2.8, Mustang II 2.8.
You can use the Pinto 135 teeth flexplate which was used behind front drive 3.0/3.2/3.4 SHO and 2.3 OHV HSC /2.5 OHV HSO engines...the Ford Aerostar used a version of it. The A4LD has a SBF Cranfield bellhousing which can be redrilled to suit the 3.3 small six, but it will shift the starter from high mount to low mount.
http://www.uk-hotrods.co.uk/v2/tech/c3-a4ld/page_1.php
The mechanical Speedo drive from C3 simple replaces the electronic speed sensor. If you find an early A4LD some had a mechanically locking torque converter. Later ones have an electronic one, however, this doesn't effect the normal running of the box if not connected. The C3 torque converter will fit the A4LD box if required. However, take care if using behind a 2.9 engine as the 2.9 drive plate is not compatible with the C3 torque converter as there is no hole for the drain plug. Although C3 (2.
drive plates can be used with the A4LD. Kickdown on later boxes is electric, however, simply use the pedal and cable from the donor car. all the kickdown requires is a wire to the switch (which is built into the cable) to the solenoid and one to the battery, although, I prefer to connect this via a relay so that the switch activates the relay and doesn't take the load of the solenoid Avoid late boxes (91 - 92 onwards) as these became fully electronic and require serious wiring taking signal from the engine sensors and ECU. Always check and replace the front oils seal before fitting. leaks from here are common. A beefed-up version of the A4LD sits behind the 4.0 Cologne powered Explorer and Ranger. Later becoming a 5 speed and electronic.
Source: https://fordsix.com/threads/a4ld-trans-to-c3-bell-mods.74319/
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