1965-66 F100-F250 Restoration Guide 8-3-20

1965/1966 F100/F250
Restoration Guide
By Larry Reyna
Special thanks to Bill from Pennsylvania and Brad Hudson of Alberta Canada for
their valuable contributions
8/3/2020 Rev G
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Copyright 2020 Reyna Automotive Engineering
Table of Contents
1. General Information 1
Warranty Plate Line 1 2

a. Engine codes 3
b. Assembly Plants 3
c. Serial Numbers 4
a. Paint Colors 5
b. Model Codes 6
c. Transmission Codes 6
d. Rear Axle Codes 7
e. Front Axle Codes 7
g. US District Sales Office 9
h. Canada District Sales Office 10
i. F100 vs F250 10
j. New For 1965 11
k. New For 1966 12
2. Interior 14
a. Trim Codes 14
b. Standard Interior 16
c. Custom Cab Interior 16
d. Headliner 19
e. Floor Mats 19
f. Door Storage Pockets 20
g. Steering Wheels 21
h. Horn 21
i. Cabin Control Switches 22
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3. Brakes 24
a. Master Cylinder Application Chart 24
b. Brake Application Chart 26
c. F100 Front Brakes 26
d. F100 Rear Brakes 27
e. F250 Front Brakes 27
f. F250 rear Brakes 28
g. Power Brakes 28
h. Common Retrofit Alternatives 30
4. Suspension and Steering 31

a. Alignment Specifications 31
b. F100 Wheel Chart 31
c. F250 Wheel Chart 31
d. Wheel Bearings 32
e. Hub Caps 33
f. Steering 34
g. Power Steering (1966 Only) 35
h. Power Steering Pulley Application Chart 37
i. Power Steering Pump Assembly 37
j. Common PS Retrofit Alternatives 38
k. Front Springs 39
l. Rear Leaf Springs 39
m. F100 2WD Rear Leaf Spring Application Chart 40
n. F100 4WD Leaf Spring Application Chart 41
o. F250 2WD Leaf Spring Application Chart 41
p. F250 4WD Leaf Spring Chart 41
5. Drivetrain 42
a. Transmission Application Chart 42
b. Manual Transmissions 42
c. NP 435 43
d. BW T18 43
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e. Automatic Transmissions 44
f. Cruise-O-Matic 44
g. Common Speedometer Gears 44
h. Driveshaft 45
i. Common Retrofit Transmissions 45
j. Rear Axles 48
k. Ring and Pinion Kits 49
l. Rear Axle U-Bolts 49
m. Common Rear Axle Retrofit Alternatives 50
n. 4WD Front Axles 51
6. Electrical 52
a. Wire Harness Assemblies 53
b. Ignition Starting and Charging 55
c. Alternators 55
d. 1965 Alternator Application Chart 56
e. 1966 Alternator Application Chart 57
f. Battery 59
g. Distributor 60
h. Common Ignition Retrofit Alternatives 62
7. Engine 63
a. Engine Accessory Drive Belts 63
b. Engine (crankshaft) Pulley Application Chart 65
c. Water Pump Pulley Application Chart 67
d. Hoses 68
e. Engine Ratings 70
f. 240 I6 70
g. 300 I6 70
h. 352 V8 72
8. Fuel and Airflow 74

a. 1V Carter Carburetor 74
b. 2V Autolite Carburetor 74
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c. Air Breathers 75
d. Fuel Pumps 77
e. Auxiliary Fuel Tank Retrofit 79
9. Exhaust 80
10. Hardware Finishes 82
11. Factory Options 85

a. Option Packages 86
b. Ranger 86
c. Camper Special 86
12. Individual Factory Options 88

a. AM Radio 88
b. Auxiliary Gauges 88
c. Deluxe Fresh Air/Heater 90
d. Power Brakes (see Section 3e)
e. Power Steering (see Section 4d)
f. Tool Storage Compartment 90
g. Transistorized Ignition 91
13. Dealer Installed Options 95

a. Air conditioning 95
b. External Mirrors 101
c. Rear Step Bumper 104
d. Body Side Step 104
e. Bed Mount Spare Wheel Carrier 104
14. MPAC users guide 105
v
Acronyms and Abbreviations
2WD 2 wheel drive

4WD 4 wheel drive
AC Air Conditioning
C-O-M Cruise-O-Matic
DSO District Sales Office, Domestic Special Order
M Thousand pound load rating (e.g. 3M =3000 lbs)
MPAC Master Parts and Accessories Catalog
p/n part number
PS Power Steering
r/b Replaced by
RPO Regular Production Option
TE Thermactor Emissions
TI Transistorized Ignition
w/ with
w/o without
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1. General Information
This information has been sourced from the 1966 Ford Truck Shop Manual, the
1968 revision of the 1957 to 1968 Truck Master Parts and Accessories Catalog,
(referred to simply as the MPAC in this document), portions of the March 1966
Truck Master Parts and Accessories Catalog, the 1966 Ford Pickup Trucks dealer
brochure, the 1966 Ford Trucks And All-Purpose Vehicles sales brochure, the Total
Performance Accessories For 1966 catalog, Shop Tips From Ford Vol. 1 No.2 Nov
1963, Vol. 3 No. 1 January 1965, Vol. 5 No. 2 October 1966 and Vol 5 No. 4
December 1966. All pricing provided are from the Total Performance Accessories
For 1966 catalog. Part numbers provided in the MPAC are the service replacement
parts, which are often not the same as the assembly line parts. There are
numerous omissions and contradictions in the MPAC with other Ford documents,
especially the sales literature. A note in the MPAC states “Due to varying
production volumes, the exact serial number with which a change becomes
effective cannot always be determined.” While the MPAC is a useful guide, it
cannot be relied upon for determining how the truck came off the assembly line.
Some part numbers listed in the March ’66 edition are shown as “replaced by” in
the ’68 revision and are omitted entirely in the ’75 revision, which render it a rather
unreliable source of information.
Some of this information is from observations of factory installed examples and

published articles from noted Ford restorers such as Bob Perkins. Also, discussions
on the Ford-Trucks 1961-1966 forum have been invaluable from the many long-
time owners and restorers.
The production line philosophy was much like the Marine Corps: “improvise and
overcome” or stated another way “keep the assembly line moving”. If a suitable
replacement was available when a part ran out, it was and still is common practice
to use what’s available to keep the assembly line going.
Many parts have part numbers on them that are called “identification” numbers in
the MPAC. There are also engineering numbers that are typically cast into a part.
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These are not the same as a part number. In the field, it is usually easier to use the
“identified” or engineering number, but if ordering from an obsolete parts vendor,
you will need to use the part number from the MPAC.
Warranty Plate breakdown
The warranty plate can be found on the driver side door jamb. This plate contains a
lot of useful information for the restoration of a vintage Ford truck.
For 1966, a black background plate indicates the truck was painted with M32J
Acrylic enamel for solid color trucks and the lower part of two tone trucks. A grey
background indicates the truck was painted with M30J non-acrylic enamel for solid
color trucks and the lower body color on two tone trucks. (Ford Truck Parts Master
Parts and Accessories Catalog, 1968)
The alphanumeric sequence in the upper left corner breaks down as follows:
F10 D K 600001
Series Code (F100) Engine (1965 352 V8) Assembly Plant (Kansas) Consecutive Unit No.
The first three characters are the series code.
Series codes for ‘65/’66 trucks (except as noted):
Code Description Code Description

F10 F100 2WD US (and 1965 F25 F250 2WD US (and 1965
Canadian 4WD) Canadian 4WD)
F11 F100 4 WD (1965 US built only, F26 F250 4 WD (1965 US built only,
1966 All) 1966 All)
For 1965 US built and 1966 US and Canadian built vehicles, the fourth digit (and 5th
for 1965 Canadian built trucks) is the engine code. (Ford Truck Parts Master Parts
and Accessories Catalog, 1968)
Warranty plate information can be found in the MPAC and the October 1966 Shop
Tips From Ford.
2
US and Canadian Engine Codes (65 Canadian in ())
1965 Engine 1966 Engine

Code Code
D (SS) 352 2V V8 Y 352 2V V8
B (SQ) 300 1V I6 B 300 1V I6
J (SP) 240 1V I6 A 240 1V I6
The 240 1V I6 was the base model engine for both the F100 and F250 with the 300
I6 and 352 V8 optional.
The assembly plant code is found in the 5th digit on the first line of the warranty
plate. There were 10 different assembly plants that built the F series light duty
trucks. (Ford Truck Shop Manual Volume One, 1966)
The assembly plants breakdown as follows:
Code Assembly plant Code Assembly Plant

C Ontario Truck, Ont Canada L Michigan Truck
D Dallas, TX N Norfolk, VA
E Mahwah, NJ P Twin Cities, MN
H Lorain, OH R San Jose, CA
K Kansas City, MO S Pilot Plant, (Allen Park)
The next sequence of numbers is the numerical sequential serial number. Canadian
built vehicles in the 1965 model year begin with 195,001. US built F series numbers
are provided in the tables below. Beginning with the 1966 model year, both US and
Canadian built vehicles begin with 732001 and go through 913999. The
consecutive unit number is for a given assembly plant, so there could be multiple
trucks with the same last 6 digits but different plant codes. (Ford Truck Parts
Master Parts and Accessories Catalog, 1968)
Sequential Serial numbers were allocated by month, so the last unit built at any
given plant will fall somewhere in the range listed, but there are no records to
verify the actual last serial number produced at any given plant for that month.
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The 1965 model serial numbers breakdown as follows:
Production Begins Ends with Production Begins Ends with

month with month with
Aug 64 580,001 587,999 Mar 65 660,000 671,999
Sept 64 588,000 599,999 Apr 65 672,000 683,999
Oct 64 600,000 611,999 May 65 684,000 695,999
Nov 64 612,000 623,999 Jun 65 696,000 707,999
Dec 64 624,000 635,999 Jul 65 708,000 719,999
Jan 65 636,000 647,999 Aug 65 720,000 731,999
Feb 65 648,000 659,999
The 1966 model serial numbers breakdown as follows:
Production Begins Ends with Production Begins Ends with

month with month with
Aug 65 732,000 745,999 Mar 66 830,000 843,999
Sept 65 746,000 759,999 Apr 66 844,000 857,999
Oct 65 760,000 774,999 May 66 858,000 871,999
Nov 65 775,000 787,999 Jun 66 872,000 885,999
Dec 65 788,000 801,999 Jul 66 886,000 899,999
Jan 66 802,000 815,999 Aug 66 900,000 913,999
Feb 66 816,000 829,999
In the second line of the warranty plate, the wheel base in inches, exterior color,
model code, trim code, body type, transmission code, and rear axle code are given.
The color is given in either a single letter for solid color paint schemes or with two
letters for two tone paint schemes with the first letter the lower body color. (Ford
Truck Parts Master Parts and Accessories Catalog, 1968)
4
Warranty Plate 2nd Line
129 BM F100 C 81 A 17 K
Wheel Base Color Model Trim Code Body Type Transmission Axle (rear) (front if 4WD)
The second line on the warranty plate begins with the wheelbase. In 1965 the F100
2WD and F250 2WD were available in a 129” long bed while only the F100 was
available with a 115” short bed. The 4WD F250 had a 120” WB and was available
with the “wrong” bed (the styleside from the previous generation ’57 – ‘60 truck) or
a flareside.
1965 US and 1966 US and Canadian Paint Colors

Code Color Code Color
A Black J Rangoon Red
B Caribbean Turquoise L Dark Green
C Pure White M Wimbledon White
F Light Blue T Light Beige (1965)
G Chrome Yellow W Medium Blue
H Light Beige (1966) 5 Poppy Red (Canada only)
8 Springtime Yellow (Canada only)
1965 Canadian Paint Colors
Code Color Code Color

B Black
D Ivey Green P Champagne Beige
E Prairie Bronze R Red
G Silver Smoke Grey Metallic S Vintage Burgundy
H Light Blue T Dynasty Green
J Caspian Blue U Honey Gold
L Silver Blue U Wimbledon White
M Twilight Turquoise Y Sunlight Yellow
(Ford Truck Parts Master Parts and Accessories Catalog, 1968)
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US Model Codes
Model Description GVWR

F100 F100 2 WD except PA 5000
F101 F100 2 WD except PA 4200
F102 F100 2 WD state of PA 5000
F110 F100 4WD except state of PA 5600
F111 F100 4WD state of PA 4900
F112 F100 4WD state of PA 5600
F250 F250 2WD 7500
F251 F250 2 WD 4800
F260 F250 4 WD 6800
F262 F250 4WD 4900
Transmission Codes

A 3 speed light duty, non N (65) New Process 435 4 spd manual
(65) synchronized 1st gear A (66) Synchronized 2nd, 3rd, and 4th
C Ford 3 speed medium 3 C4 Automatic
duty fully synchronized
(3.03)
B Borg Warner T85C 3 spd F Borg-Warner T-18 4 speed man
overdrive Synchronized 2nd, 3rd and 4th
D Borg Warner T89F med G Ford Cruise-O -Matic MX
duty 3 spd
Synchronized 2nd and 3rd
only
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Rear Axle Codes
RPO Ford 9” Rear Axle Codes 1965
Code/Tag ID Ratio Code/Tag ID Ratio

07/WDM-A 3.25 (3.3M) 09/WDM-C 3.7 (3.3M)
08/WDM-B 3.50 (3.3M) 10/WDM-D 4.11 (3.3M)
RPO Ford 9” Rear Axle Codes 1966-69
Code/Tag Id Ratio/pinion Code/Tag ID Ratio

17/WDM-S,AH 3.25 09/WDM-K,U 3.70
08/WDM-J,W,WA 3.5 05/WDM-L,V,Z,AB 4.11
F100 Dana 44 Rear Axle Codes
Code Year ratio Load Rating

A8 65/66 3.54 Locking 3.3M
A2 65 3.92 Locking 3.3M
C1 65/66 3.31 Locking 3.3M
C2 65/66 3.73 Locking 3.3M
C4 65/66 4.09 Locking 3.3M
F100 Dana 60 Rear Axle Codes
Code Ratio Description

A9 3.54 1965 Locking Dana 60.3
C5 4.10 1965 Locking Dana 60.3
(Ford Truck Shop Manual Volume One, 1966) (Ford Truck Parts Master Parts and
Accessories Catalog, 1968)
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F250 Dana 60 RPO Rear Axle codes

24 4.10 open B4 4:10 Locking
25 4.56 open B5 4:56 Locking
(1966 Ford Truck Buyers Guide)
Dana 44 Front Axle Codes
Code Application ratio Model Description

K F250 US only 4.55 Dana 44-6HDF/44F
K F100 US only 3.73/3.54/4.09*
Dana 44-7F
70 65 Canada only 3.73 Dana 44 w/o free running hubs
71 65 Canada only 3.73 Dana 44 w/ free running hubs
72 65 Canada only 3.73 Dana 44 w/o free running hubs
73 65 Canada only 3.73 Dana 44 w/ free running hubs
74 65 Canada only 4.55 Dana 44F HD w/o free running
hubs
75 65 Canada only 4.55 Dana 44F HD w/ free running hubs
*The F100 K code ratio was matched to the rear axle ratio. See rear axle ratio to
determine front axle ratio.
For 1965 and 1966, both the F100 and F250 used the 3M load rated Dana (Spicer)
front axle, Ford p/n C4TZ 1A055A. The F250 had an optional 3.5M Dana front axle.
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Warranty Plate 3rd Line
5000 172 4000 54XXXX
Gross Vehicle Weight Rating Certified Net Horsepower @ RPM District Sales Office *
*If more than 2 digits the last digits are the Domestic Special Order
The 3rd line of the warranty plate provides the Max gross vehicle weight, certified
net horsepower, the RPM at which that power is measured and the District Sales
Office (DSO) that originally ordered the truck.
US District Sales Office Codes
DSO District DSO District DSO District

Code Code Code
11 Boston 35 Lansing 58 Twin Cities
12 Buffalo 36 Louisville 61 Dallas
13 New York 37 Buffalo 62 Houston
14 Pittsburgh 38 Pittsburgh 63 Memphis
15 Newark 41 Chicago 64 New Orleans
16 Philadelphia 42 Fargo 65 Oklahoma City
17 Washington 43 Milwaukee 71 Los Angeles
21 Atlanta 44 Twin Cities 72 San Jose
22 Charlotte 45 Davenport 73 Salt Lake City
23 Philadelphia 46 Indianapolis 74 Seattle
24 Jacksonville 47 Cincinnati 75 Phoenix
25 Richmond 48 Detroit 76 Denver
26 Washington DC 51 Denver 81 Ford of Canada
27 Cincinnati 52 Des Moines 83 Government
28 Louisville 53 Kansas City 84 Home Office Res
31 Cincinnati 54 Omaha 85 Am Red Cross
32 Cleveland 55 St. Louis 87 Body Company
33 Detroit 56 Davenport 89 Trans Service
34 Indianapolis 57 Houston 90s Export
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Ford of Canada District Sales Office Codes
DSO Mercury DSO Code Ford Regions

Code Regions
A1 Central B1 Central
A2 Eastern B2 Eastern
A3 Atlantic B3 Atlantic
A4 Midwestern B4 Midwestern
A6 Western B6 Western
A7 Pacific B7 Pacific
H3 Government H3 Government
I1 thru I7 Export I1 thru I7 Export
The DSO could be either 2 or more digits depending on whether it was ordered by
the dealer to stock the lot or special ordered. The first two digits are always the
District Sales Office. Beginning in 1957, all truck warranty plates were stamped
with the Domestic Special Order number following the District Sales Office code
(1962 for passenger cars) if it was special ordered. A DSO of 11 0645 for example
indicates the vehicle was ordered from the Boston District Sales Office and was the
645th special order vehicle delivered that year from that district. (Shop Tips From
Ford December, 1966) Any RPO from another model line could be substituted to
create a special order if it was not available as an RPO for that model series, such as
a paint color from a Thunderbird. In addition, any non-standard part such as a
utility bed or some other special order item not available on the regular production
options list could generate a Domestic Special Order. Beginning in January 1962, all
DSO vehicles contained a blue envelope in the glove box that contained a copy of
the Special Equipment Parts List for that vehicle. The selling dealer also retained a
copy of the Special Equipment Parts List in a yellow envelope meant to be kept as a
permanent record of the special parts used on that vehicle.
F100 vs F250
The most obvious differences between the 65/66 F100 and F250 are the suspension
and brakes. The 129” 2WD F100 frames had a 2.98 modulus while the 2WD F250
had a modulus of 3.71. Ford calculated the modulus of the frames using the
dimensions of the beam cross section and the thickness of the steel. For
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comparison purposes, the 2WD 131” LWB ’67 F100 had a modulus of 3.06, while
the 2WD 131” F250 frame had a higher 3.89 modulus. In addition to the slightly
larger cross section, the only other visible difference in the ’66 F100 and F250
frames are the 5087/5088 support brackets under the 3rd cross member that
supports the back of the cab. Although the MPAC indicates that all 65-72 F250
frames had the same U shaped 5087/5088 support brackets on the F250, actual
observation of a ’65 F250 Frame does not support that claim. At least some of the
65 F250s had the same single side support bracket with a large hole in it as the
F100.
The front axle capacity for the F100 was rated at 2600 lbs while the F250 was rated
at either 2600 (5000 GVWR) or 3000 (7000 GVWR).
The base 2WD front spring for both the F100 and F250 was rated at 1005 lbs for the
I6s and 1175 for the V8. The 1175 rated springs were optional for the 6s and a
1250 lbs spring was optional for the V8.
The F250 4WD was only available in a 120” wheelbase with a very high 4.74
modulus. The ’66 F100 115” 4WD had a modulus of 3.17 while the 129” models
had a slightly higher 4.14.
The base F100 rear spring was rated at 950 lbs and had optional spring ratings of
1250 and 1650, with a 380 lb auxiliary spring also available on the 950 or 1250
springs.
The base F250 rear spring was rated at 1450 and had optional ratings of 1950 and
2400, with a 450 lb auxiliary spring available on either the 1950 or 2400 options.
The F100 2WD was available in 4200, 4500, 4800 and 5000 GVWR. In ’65, the 4WD
F100 was only available with a 4600 GVWR. In ’66, 4900, 5400 and 5600 GVWR
were added to the 4WD options.
The 2WD F250 was available in 4800, 5500, 6000, 6700 and 7500 GVWR. At the
beginning of ’66 production, the 7500 GVWR came with the same 12 1/8 x 2”
drums as all other F250s. Sometime during the model year, HD 12 x 2.5” brakes
became standard on the 7500 GVWR and Camper Specials. The 4WD F250 was
available in 4900, 5700, 6100 and 7700 GVWR.
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New for 1965
The most significant change for ’65 was the twin I beam front suspension of the
2WD models which came with a completely new floor pan, steering column mount
and steering linkage. The cab also had new mounts as did the frame.
An all new engine lineup saw the 223 and 262 inline sixes replaced by the new 240
and 300 7 bearing cylinder block and crankshaft. The 240 had 15 more HP than the
previous year’s 223 and the big 300 had 18 more HP than the 262 it replaced. The
old 292 Y-block was replaced by the FE 352 that had been around since 1958 and
was still available in the Galaxy full size cars. A new easy access and replaceable
Positive Crankcase Ventilation valve located in the valve cover (passenger side on
V8s) replaced the crimp pack located at the back of the intake manifold on the FE
and on the driver side at the back of the block on the six cylinders.
The master cylinder cap acquired new federally mandated consumer information, a
sign of things to come.
The body side trim on the custom cabs no longer came with a red stripe down the
center as found on the ’64 models. The wheel base of both the short bed and long
bed 2WD were extended .8” as the 2WD frame was completely redesigned for the
new twin I Beam suspension. Early sales literature continued to indicate 114” and
128” as the wheelbase options. However, by the time they went into production,
the warranty plates rounded them up to 115 and 129 respectively.
New for 1966
New for 1966, the F100 4WD used coil springs instead of leaf springs up front,
available in both 115 and 129” wheel base models. Early sales literature specifies
that it was only available with a 4 speed manual transmission and the 240 I6 (1966
Ford Trucks And All-Purpose Vehicles). However, the 352 V8 also became available
as an option.
New factory options became available in ‘66 including power steering, 2 speed
windshield wipers and a transistorized ignition, simplified from the previous design
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used in commercial trucks and the 427 Galaxy. A new dealer option for air
conditioning was also re-introduced as it had been available for the ’64 model year
but dropped for ‘65.
Thermactor Emissions became mandatory to meet California’s emission control

requirements.
All engines were painted Ford Corporate Blue.
The brackets on the 2WD radiator support were modified from the ’65 models.
New upper and lower retainers (basic part number 5B300) were added to the front
coil springs of F100/250 2WD and F100 4WD trucks to prevent the springs from
falling out of the spring cup in the event of a large front suspension droop.
The F100 introduced a new wheel style with the retaining nubs on the outside of a
circular ridge requiring a new hub cap design that was shared with the Galaxy.
The location of the kingpin lock bolt was revised making the king pin kit for ’65
unique to that year.
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2. Interior
Interior Trim Codes (2nd line of warranty tag)
1965 Standard Cab trim codes = 81A
Trim Color Trim Color

Code Code
02 Medium blue crush vinyl and M Light beige crush vinyl and med
med blue wicker pattern beige ladder pattern (81A)
03 Medium green crush vinyl and N Red crush vinyl and red ladder
med green wicker pattern pattern (81A)
04 Light beige crush vinyl and light AK Med blue crush vinyl and med
beige wicker pattern blue cody pattern
05 Red crush vinyl and red wicker AL Med green crush vinyl and med
pattern green cody pattern
06 Black all vinyl AM Light beige crush vinyl and light
beige cody pattern
K Med blue crush vinyl and med AN Red crush vinyl and red check
blue ladder stripe
L Med green crush vinyl and med D4 Silver grey crush vinyl and light
green ladder pattern grey rib vinyl
1965 Custom Cab trim codes = 81B

code Code
12 Medium Blue crush vinyl and A2 Med blue crush vinyl and med
med blue ladder pattern blue rib vinyl
13 Medium green crush vinyl and A4 Light beige crush vinyl and light
med green ladder pattern beige rib pattern
14 Light beige crush vinyl and light B Med blue crush vinyl and med
beige ladder pattern blue ladder pattern
15 Red crush vinyl and red ladder C Med green crush vinyl and med
pattern green ladder pattern
AB1 Med blue crush vinyl and med D Light beige crush vinyl and med
blue check stripe beige ladder pattern
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AB2 Med blue crush vinyl and med E Red crush vinyl and red ladder
blue cody pattern pattern
AC1 Med green crush vinyl and med
green check stripe
AC2 Med green crush vinyl and med F Ranger, Red crinkle all vinyl
green cody pattern
AD1 Light beige crush vinyl and light G Ranger, Black crinkle all vinyl
beige check stripe
AD2 Light beige crush vinyl and light H Ranger, Palomino crinkle all
beige cody pattern vinyl
1966 Standard Cab Trim Codes = 81A

Code Code
K Medium blue crush vinyl and 2 Medium blue crush vinyl and
cody weave pattern medium blue wicker pattern
L Medium green crush vinyl and 3 Medium green crush vinyl and
cody weave pattern medium green wicker pattern
M Medium Beige 4 Medium beige crush vinyl and
medium beige wicker pattern
N Red crush vinyl and cody weave 5 Red crush vinyl and red wicker
pattern pattern vinyl
6 Black all vinyl
1966 Custom Cab Trim Codes = 81B

code Code
B Medium Blue crush vinyl and T Ranger, black crinkle vinyl and
cody Weave pattern black rosette pattern vinyl
C Medium Green crush vinyl and U Ranger, parchment crinkle vinyl
cody Weave pattern and black rosette pattern vinyl
D Medium beige crush vinyl and V Ranger, red crinkle vinyl and red
cody weave pattern rosette pattern vinyl
E Red crush vinyl and cody weave 1T Ranger, black crinkle all vinyl
pattern
F Black all vinyl
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If an additional letter code precedes the primary trim code, this is a deviation trim
code. If someone ordered a 1966 model Custom Cab for example, but wanted to
delete the padded dash, an additional code would be placed here. Unfortunately,
there is no comprehensive source for these deviations I have found as of this
writing. (Ford Truck Parts Master Parts and Accessories Catalog, 1968)
Standard Interior (MPAC Soft Trim Section at back of book)
Interior Roof Trim
Standard cabs came with a solid hardboard roof panel trim.
Sun visors in 1965 were only available in grey fiberboard, p/n C5TZ 8104104AAB and
only came standard on the driver side in both 65 and 66.
Standard Dash Panel and Gauges
The illustration of the dash panel in the MPAC is a generalization of the 61-66 style
dash used in every application including large HD trucks. As such, the indication of
the C0AB 6404439-F retaining clip is only applicable to the thin molding at the top
of the dash next to the windshield on a 65/66 F100/250.
Standard cabs had a large round speedometer in the center of a metal panel with a
fuel gauge flanking it on the right, engine temperature on the left and warning
lamps for oil pressure and charging. There were two smaller round protrusions
flanking the center gauge where auxiliary oil pressure and ammeter gauges were
installed if selected as an option or when the Camper Special option package was
selected.
The steering column assembly and steering wheel were black on all standard cabs
regardless of exterior or interior color.
Custom Cab Interior
The Custom Cab option (81B) included a sweep style speedometer in a chromed
and faux machine turned plastic bezel, a 5” foam seat cushion, “high style” vinyl
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door panels, a padded dash, padded vinyl sun visors (66 only), an AM radio and
optional color coordinated vinyl covered door pocket(s). An option only available
with the Custom Cab was the Ranger package. This option is discussed further in
the Option Packages section. All padded dashes were black and could be deleted at
the customer’s request.
On the outside, anodized aluminum trim went from front to back along the sides of
the hood, doors and bed. Stainless steel hub caps were optional for both standard
and Custom Cab models.
Custom Cab Door Panels
NOS door panels have inconsistent color and grain texture
17
Back of door panels shows a separate piece that has been heat bonded to the front
piece around the perimeter.
Door panels came in ivory to almond white, red and black. Reproduction door
panels are a single piece and stiffer than the originals with a more consistent grain
pattern. The off-white reproduction panels are a closer match to almond than
ivory with a glossier finish than the originals. They can be painted to match.
Dash Pads for both 1965 and 1966 were only available in black, p/n C5TZ
8104104BFA. However, they could be deleted if the customer requested when
ordering the truck or conversely, ordered as an option for a standard cab truck.
At the lower edge of the dash pad is an aluminum molding. A total of 8 clips retain
the lower dash moldings (2 on the left, 6 on the right), p/n 379852-S3. They are ½”
x 11/16” and are available from Midwest Muscle Car Specialties on eBay. They are
being marketed as being for a GM application “Body Belt Side Door Top Molding
Trim Clips”.
The sweep speedometer was borrowed from the Falcon car line in a truck specific
chrome plastic gauge bezel with a faux machine turned pattern imprinted on it.
Argent paint was used for antiglare on the inner part of the bezel around the lens
and on the inner lip of the fuel and temperature gauges that were outboard of the
speedometer.
The standard round gauge cluster was optional. Auxiliary oil pressure and ammeter
gauges were available as a separate option on any truck, although came standard
as part of the Camper Special package. The turn signal wires are paired together
for a single turn signal indicator on the Custom Cab sweep style dash.
Both ‘65 and ‘66, 2WD Custom Cabs came with the steering column and steering
wheel painted to match the seat upholstery rather than black like the standard cab
models. This was also true for the 66 F100 4WD. The 65 4WD F100 and 65/66
4WD F250 came with a black column and a white steering wheel. Generally,
custom cabs had two options for the interior color for a given exterior paint
scheme. E.G., a two-tone Caribbean Turquoise and Wimbledon white paint scheme
18
could either come with a medium green or Sahara Beige interior with the steering
column assembly painted to match the seat covers.
Custom Cabs came with a perforated hard board roof panel and bright anodized
trim moldings. A single coat hook was installed on the passenger side B pillar.
For the 1966 model year, Custom Cabs were provided with vinyl padded visors in
white, red or black.
Headliner
Care must be taken to prevent cracking when bending the stock type headliner to fit
the curves of the cabin. The large top piece requires 2 people to install. It is best to
have the pieces lay out in the sun on a warm day and spray the back with water
lightly. Then slowly bend the curves into the pieces. To prevent sagging in warm and
humid climates, a mixture of carpenter’s wood glue and alcohol in approximately a
1:4 ratio can be liberally painted on the backside prior to installation. When installing
the perforated style, wipe off any excess that runs through the holes with a damp
cloth to prevent glossy patches. Not only will this help hold the shape, it will also
prevent it from absorbing moisture.
Floor Mats
Floor mats for ‘65/’66 Standard and Custom Cab are black rubber flecked with the
color shown. The exception is the Ranger option that came with carpeting; see
section 9, Options Packages/Ranger.
Color Application Part Number

Black Auto/3 speed manual C5TZ8113010-ATAB
Blue Auto/3 speed manual C5TZ8113010-AUAC
Red Auto/ 3 speed manual C5TZ8113010-AUAB
Black 4 speed manual C5TZ8113010-AZAB
Blue 4 speed manual C5TZ8113010-BAAC
Green 4 speed manual C5TZ8113010-BAAD
Red 4 speed manual C5TZ8113010-BAAB
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Blue flecked floor mat
Door Storage Pockets
An optional zippered door pocket, part number C5TZ 8120130-A through F, was
available for either the standard or Custom Cab and could be ordered individually
or in pairs at $13.35 each. The vinyl facing was available in white, green, blue,
beige, red or black. The door pocket was surrounded by a chrome plastic trim.
Reproduction door pockets are only available with black vinyl flaps and have a
plastic zipper rather than brass like the originals.
20
Steering Wheels
Application Spokes Color Part Number

All 2WD and 66 F100 4WD Std Cab 3 Black C3DZ 3600-A
All 2WD and 66 F100 4WD Custom Cab 3 Blue C4TZ 3600-A
All 2WD and 66 F100 4WD Custom Cab 3 Green* C4TZ 3600-B
All 2WD and 66 F100 4WD Custom Cab 3 Beige* C4TZ 3600-C
All 2WD and 66 F100 4WD Custom Cab 3 Red* C4TZ 3600-D
All 2WD and 66 F100 4WD Custom Cab 3 Red C6TZ 3600-C
65 F100 4WD and 65/66 F250 4 WD 4 Black C1TTZ 3600-A
Standard Cab
65/66 F250 4 WD Custom Cab 4 White C1TZ 3600-B
*Painted, made from Black. The red molded in color 3 spoke wheel was introduced
sometime after the ’66 model year production began.
Turn Signal Handles
Turn Signal Handle, 4WD Painted black C0KF 13305-AP

Turn Signal Handle, 2WD Painted to match column C6OZ 13305-B
Horn
The 2WD Custom Cab horn ring assembly is p/n C3DZ 13A805-D while the standard
cab horn button is p/n C3TZ 13A805-C. There are two horn brushes required for
the 2WD and ’66 F100 4WD, p/n C2OZ 13A821-A (obsolete). The first brush sits in
the turn signal switch. The second sits in the steering wheel and requires an
insulator, p/n C0DF 13A822-A. The reproduction horn brushes are not as robust as
the originals and tend to stick down in the hole.
The 65 F100 4WD and 65/66 F250 4WD horn button is p/n C1TZ 13A805-D and uses
a different horn brush, p/n C0AF 13A821-A.
21
Cabin Control Switches
Ignition
The ignition switch p/n C3AZ 11572-A (SW583) is located to the left of the steering
wheel in the lower dash panel.
To remove the ignition switch tumbler, insert the key and turn counter clockwise to
the ACC position. Use a paper clip (or equivalent) and insert it in the hole in the face
of the tumbler and depress the release button. Then turn counterclockwise further
and pull the tumbler out using the key. To remove the bezel from the dash, push in
(toward the dash) from the back side and turn the tumbler receptacle counter
clockwise a quarter turn to release it from the bezel. Make sure you don’t lose the
spring when it is time to re-assemble everything.
The ignition switch sits behind a spacer that has a notch that must be clocked in the
upper left-hand corner for assembly, otherwise the tumbler will not seat into the
switch
Windshield Wipers
In ‘65 and ‘66 both single and 2-speed wipers were available. Both single speed
wiper motors, p/n C4TZ 17508-G and two speed wiper motors p/n C4TZ 17508-F used
the same exterior arms, p/n C4TZ 17A436-C or N. The washer button was separate
from the wiper switch on all single speed wipers in both 65 and 66. During the ‘66
production year, the 2 speed wipers were paired with an integrated pull to wash
switch, p/n C6TZ 17A553-B. The 2-speed wiper motor was later replaced by p/n D0TZ
17508-A. The transmission arms that attach to the motor are different lengths. The
longer left arm is silver, part number C1TB 17540-A is 12-1/2” long. The right arm is
black and slightly shorter, part number C3TZ 17545-A is 12-¼” long.
To remove the wiper switch, use a thin blade screw driver to depress the tang on the
back of the knob to release it from the shaft. This style knob is not reproduced, so it
may have been replaced with a knob using a set screw.
22
Windshield Washer
The electric windshield washer pump is p/n C1AZ 17664-C (reproduced) and is the
same as was used in cars of that era. The separate push to wash button p/n 2C
11500-A (SW-287) was located just above the ignition switch in all trucks with one
speed wipers and early production ‘66 2 speed wipers. The wire harness from the
switch to the pump is not listed in the MPAC or the reproduction Osborne wiring
diagram. The identification number for the separate switch harness is C5TG 17A674.
To remove the switch, simply pry it out after disconnecting the wiring from the back.
Late ’66 trucks with the 2-speed wipers utilized a wiper switch with a pull to operate
function.
A foot operated bellows type pump was also available in ’65 model trucks.
Head Lights
The head light Switch p/n C5TZ 11654-A (SW-439) in the MPAC is identified on the
part as C5TB 11652-A (later identified as D2TB 11652-AA). To remove the headlight
switch, pull the switch all the way out, then depress the button on the back side of
the switch to release the knob. Use a special dash trim removal tool to remove the
chrome slotted nut on the front of the switch.
Heater Switch
The heater switch uses the same style knob as the wiper switch; use a thin blade
screw driver to depress the tang at the back of the knob. Using the dash trim removal
tool, unscrew the slotted retaining bezel. Be aware that there is a small standoff
with a D shaped punch out between the switch and the dash, so don’t lose it.
23
3. Brakes (MPAC Sections 20, 21, 22, 23, 24, 26 and 28)
All 65/66 F100s and F250s utilized drum brakes at all four corners and a single
reservoir master cylinder. See application chart below. The brake light switch, p/n
C1AZ 13480-A (SW-24) was hydraulic pressure activated and installed in the master
cylinder in front of the single pressure line.
Original assembly line master cylinders have a stepped flat lid with script around
the perimeter, p/n C5ZZ 2162-A that states “USE ONLY SAE 70R3 BRAKE FLUID. A
reproduction of this lid is available from Scott Drake. The service replacement lid
p/n C5ZZ 2162-B listed in the MPAC has several lines of horizontal script that refers
to DOT 3 fluid. Master cylinders were painted black as an assembly prior to
installation.
Master Cylinder Application Chart
Yr/Engine Model Part Number Piston OD

65/66 F100 2wd, /booster C5TZ 2140-A 1”
65 F100 2wd w/o booster C5TZ 2140-A 1”
65 F100 4wd w/o booster C3TZ 2140-H 1”
66 F100 All w/o booster C5TZ 2140-A 1”
65 F250 2wd w/booster C5TZ 2140-B 1-1/8”
66 F250 2wd w/booster C5TZ 2140-A 1”
65 F250 All w/o booster C5TZ 2140-B 1-1/8”
66 F250 All w/o booster C5TZ 2140-A 1”
24
C1AZ 1340-A Stop Light Switch
Although replacement switches are readily available, they do not look like the
original which has the Ford oval script on top and a soft silver zinc finish.
The F100s used an 11x2 front drum on both 2WD and 4WD and an 11 x 1 ¾ rear
drum. All 65 F250 2 WD and the STD 66 F250 used a 12.125 x 2 front drum. In 66,
the HD 12 x 2.5 front drum was used on the 7500 GVWR trucks and Camper
Specials. The F250 4WD came standard with the 12.125 x 2 front drums. Brake
linings were asbestos riveted to the shoe. Asbestos linings are no longer available,
however modern carbon/Kevlar linings are much more resistant to heat fade and
not nearly as hazardous.
25
Brake application chart
Model Front axle Front Drum Rear Axle Rear Drum

capacity Capacity
F100 2 WD 2600, 2750, 11 x 2 3300, 3600 11 x 1.75
3000 p/n C6TZ 1102-B p/n C4TZ 1126-A
F100 4 WD 3000 11 x 2 3300, 3600 11 x 1.75
p/n B9TZ 1102-B p/n C4TZ 1126-A
F250 2 WD 2600 12.125 x 2 5000 12.125 x 2
p/n B7TZ 1102-B p/n B6D 1126-A
F250 2 WD 3000 12.125 x 2 5000 12.125 x 2
p/n C5TZ 1102-B p/n B6D 1126-A
F250 2 WD 3300 12 x 2.5 5200 12 x 2.5
HD p/n C6TZ 1102-C p/n D1UZ 1126-B
F250 4WD 3000 12.125 x 2 5000 12.125 x 2
p/n B9TZ 1102-A p/n B6D1126-A
F100 Front Brakes
Drums could only be purchased from Ford as part of a complete drum/hub

assembly with bearings installed. The 65/66 F100 uses replacement part number
C6TZ 1102-B.
When replacing drums, the old hub will need to be reused with new studs staked to
the drum. Then the drum needs to be turned enough to true it to the hub. The
studs used on 2WD trucks in 65 and ’66 before s/n 872001 was A9AZ 1107-B.
Beginning with s/n 872001, a stud with a slightly longer shank was used, p/n C6TZ
1107-B replaced by D3TZ 1107-B which at the time of this writing is still available
from NOS dealers.
The primary return spring for all 64 to 67 F100s was red, p/n C0MM 2036-A. The
secondary return spring was black, p/n C0MM 2035-A. The primary hold-down
spring was blue and the secondary hold down spring was black. The wheel
cylinders for all 65 F100s and 66 2 WD F100s are 1 1/16” in diameter. The LH p/n is
C5TZ 2061-A, while the RH wheel cylinder is p/n C30Z 2062-C. The 66 4WD F100
used 1 1/8” wheel cylinders p/n C1TT 2262-A for the RH and C1TT 2261-A for LH.
The 2WD front brake hoses, p/n C5TZ 2078-A were used on both the F100 and
26
F250. Many of the replacement hoses are not made properly and will not work on
the F100 as they foul with the I-beam.
F100 Rear Brakes
The rear drum for 65/66 F100s is p/n C4TZ 1126-A.
The primary return spring for all F100s from 64 through 72 was red, p/n C0MM
2036-A (same as the front). The secondary return spring for all F100s from 64
through 72 was black, p/n C0MM 2035-A (same as the front). The primary hold
down spring was painted “aluminum” while the secondary hold down spring was
purple. The rear wheel cylinders are 7/8” diameter and were used in multiple
applications for cars as well as trucks. The LH rear wheel cylinder is p/n C60Z 2262-
A, and the RH rear wheel cylinder is p/n C60Z 2261-A. The wheel cylinder to brake
shoe links are p/n B7A 2042-A.
The 65 F100 rear brake hose is 18-¼” long, p/n C1TT 2282-C and attaches to a
separate Y block junction for the rear wheel cylinders. The ‘66 rear brake hose is 18
5/8” long and has the Y block incorporated into the design, p/n C6TZ 2282-C.
65 F250 All, and 66 F250 2 WD Front Brake Hardware
All ‘65 F250s and ‘66 2WD F250s except HD used 12.125 x 2” shoes in front. The 65
used larger 1-1/8” wheel cylinders p/n C5TZ 2061-C (RH) and C5TZ 2062-C (LH) on
the 3M axle, and C1TT 2262-A (RH) and C1TT 2261-A (LH) on the 3.5M axle. The ‘66
2WD and 4WD 3M and 3.3M axles used the same 1-1/16” size as the F100, p/n
C30Z 2062-C (LH) and C30Z 2061-C (RH). The ‘66 4WD used the same size but
different part numbers: C6TZ 2061-A (LH) and C6TZ 2062-A (RH).
The 66 F250 with HD brakes used 12 x 2.5“ shoes in both front and rear, with a
single retracting spring p/n C6TZ 2035-A. Wheel cylinders are 1-1/16”, LH p/n C30Z
2061-C, and RH p/n C30Z 2062-C. The 2WD front brake hoses were the same as
the F100.
As with the F100, front drums were only available from Ford as a complete
assembly including hubs with bearing cups installed. All ‘65 and STD ‘66 F250 used
27
part number C5TZ 1102B. The 66 HD F250 12x2.5 ID hub was part number C6TZ
1104-C.
F250 Rear Brake Hardware
The rear brake hose for the ‘65 2WD, and both ‘65 and 66 4WD F250s is 20-¾” long,
p/n B9TT 2282-A. The ‘66 2WD F250 used a 24-¼” rear hose p/n C6TZ 2282-A. The
’66 HD rear brake used a completely different spring arrangement than the
standard duty drums. The HD rear drum arrangement remained in service through
1997, so replacement parts are easy to find.
Parking brake equalizer
65 F100 4x4, lever 65/66 F250 4x4 C1TT 2A605B

65 F100 2WD, 66 F100/F250 2 WD C5TZ 2A605-A
66 F250 2 WD HD and Camper Special C6TZ 2A605-B
The front parking brake cable for ‘65/66 F100/250 2 WD long wheel-base with
manual steering is approx. 98” long, p/n C5TZ 2853-P. The 2WD short wheel-base
front cable is p/n C5TZ 2853-D and is not mentioned in either the ’68 or ’75 edition
of the MPAC. The power steering option in 1966 with 2 WD routed the cable
differently and resulted in a longer 104” cable p/n C6TZ 2853-C. Both F100 and
F250 4WD used an 88-7/16” cable p/n C1TT 2853-AB. The rear cables varied with
the rear axle type with different part numbers for the 9”, standard Dana and the
HD brake option on the Dana 60.
Power brakes (MPAC Section 23)
A single diaphragm, 6.75” diameter vacuum booster was optional on the 2WD F100
and F250, p/n C5TZ 2005-C (Bendix p/n 2504335) for $47.00. The booster attached
to the firewall with two brackets, p/n C5TZ 2031-C and C5TZ 2031-D for left and
right, although they are listed as front and rear in the MPAC. The 67 vacuum
boosters, part numbers C7TZ 2005-B, and C had a single Bendix part number (p/n
2505779). They are visually identical to the 65/66 booster and are a form-fit-
functional replacement, using the same internal replacement parts. The primary
difference in the 67 booster is the pushrod has a metal retainer that fits on the end
28
and snaps in place in a receiver groove in the back of the master cylinder piston.
The metal vacuum line is basic group number 2420 and was not available as a
replacement part.
Ford 9” Brake Hardware Arrangement (standard F250 12 1/8 x 2 similar)
(Fronts are same less parking brake)
29
Heavy Duty F250 12 x 2.5 Brake Hardware Arrangement w/ parking brake
Common Retrofit Alternatives
Disc brakes can be swapped from ’73 to ’79 F150s or F250s by swapping out the
spindles. It is often easier to take the entire front suspension and steering from a
later model truck leaving the spindles attached to the I beams. This is also a good
time to swap over the power steering as well since the drag link, inner and outer tie
rods are different in the later years.
Another alternative is using the “bumpside” ’68-’72 heavy duty 3” front drums on
either the existing hubs or also using hubs from those years with a ’65 to ’72 standard
duty F250 spindle for a beefier front end. The studs used with the larger 3” drums
are unique to that application, p/n C6TZ 1107-B (obsolete) and have a slightly longer
shank than the D3TZ 1107-B replacement stud for the 65/66. Allow time to have a
shop with the proper equipment do the job. To accomplish this swap, the backing
plates must also be swapped out.
The slightly larger ‘68 to ’72 1-1/8” wheel cylinders can be installed in place of the
stock 1-1/16” cylinders to decrease pedal effort. The optional single diaphragm
30
’65/66 booster is well matched when the other changes are also made. A later style
dual diaphragm booster designed for disc brakes will usually make drum brakes too
sensitive. Modern ceramic compound brake shoes will also increase stopping
effectiveness and allow more repeated use before overheating.
Using a complete rear axle assembly from a ’68 to ’72 F100 will result in an increase
in the rear brake drum size from 1.5” to 2.25”. To maintain the same overall
outside dimension as the previous generation, the offset between the axle flange
and the housing flange was increased, while the length of the overall housing was
decreased. If a ‘68-72 axle was installed in a ‘57-67 housing, the axle flange would
stick out 5/16” further, and the splined end would have 5/16” less length to
engage. This may or may not be a problem depending on how far the spider gears
engage the splines.
31
4. Suspension and Steering
Alignment Specifications
Model Alignment Min Max Max variation Optimum
parameter between Setting
wheels
F100/250 Caster + 4-3/8° + 5-3/8° ¾° +5°
2WD Camber + ¼° +1° 5/8° + 5/8°
Toe In 1/16” 3/16” 1/8”
F100/250 Caster +3-1/2° +4-1/2° ½° +4°
4WD Camber 1° 2° ¼° 1-1/2°
Toe In 1/16” 1/4” 3/16”
Alignment specs should be obtained at normal ride height. Normal ride height can
be obtained by placing a 3 ½” block of wood between the frame rail and the axle.
(Shop Tips From Ford January 1965 Vol. 3, No. 1)
Suspension (MPAC Sections 10, 11, 12, 30, 32)
Numerous combinations of wheels and tires were available. The standard

combinations are given first in the charts below.
F100 Wheel Chart (5 x 5.5 BC)
Tire Sizes Rim Size Wheel P/N and rim type

7.75 4 ply (std) 15 x 5.5 C5TZ 1007D, 1 piece Kelsey Hayes
G78x15, 6.7x15, 7x15, 15x5.5 TAAA 1007B, 2 piece Firestone
7.1x15, 8.15x15
G78x15, 6.7x15, 7x15, 15x5.5 C5TZ 1007D, 1 piece Kelsey Hayes
7.1x15, 8.15x15
6x16 16x5 B4TZ 1007A, 1 piece (innie)
6x16 16x5 D2TZ 1007E, 1 piece (outie)
replacement
F250 Wheel Chart (8x6.5 BC)
Tire Size Rim Size Wheel P/N and Type

6.5x16 6 ply (std) 16x6 B9TZ 1015A, 1 piece
7x16 (std on Camper Sp) 16x5.5 B7TZ 1007A, 2 piece Firestone
8x17.5 17.5x5.25 B8D 1015A, 1 piece
32
Two piece rim wheels use a flange (side) ring part number 7RC 1099 (F100) or 8J
1099 (F250) and a matching lock ring (1021). The two piece wheels for the F100 and
F250 were made by Firestone and are stamped with an “F”.
2 WD Front Wheel Bearing Grease Cap Diameters
Model Outside diameter Part Number

F 100 1 25/32” B5A 1131-A
F 250 STD 1 31/32” LF 1131-A
F 250 HD 2 ¼” A8TZ 1131-B
2WD Front Wheel Bearings
Model Inner Bearing/Race/ID Outer Bearing/Race/ID

F100 B7C 1201-A/B7C 1202-A/ B5A 1216-A/B5A 1217-A
11 x 2 ID 1 3/8” ID 3/8”
65/66 3M F250 C5TZ 1201-B/C1UW 4222A C3SZ 1216-A/C3SZ 1217-A
12.125 x 2” ID 1 ½” ID 27/32”
66 F250 HD B7A 4221-A/B7A 4222-A C3SZ 1216-A/AA 1217-A
12 x 2.5” ID 1 5/8” ID 27/32”
OE supplier Timkin part numbers for 2WD
Model Inner Bearing/Race Outer Bearing/Race

F100 LM 48548/LM 48510 LM 11949/LM 11910
65/66 3M F250 LM 29748/LM 29710 LM 12649/LM 12610
66 F250 HD LM 501349/LM 501310 LM 12649/LM 12610
65/66 4WD Front Wheel Bearings
Model Inner Bearing/Race/ID Outer Bearing/Race/ID

F100 B7A 4221-B/B7A 4222-B C3SZ 1216-A/AA 1217-A
11 x 2 ID 1 25/32” ID 27/32”
3M F250 B7A 4221-B/B7A 4222-B B7A 4221-A/B7A 4222-A
12.125 x 2” 1 25/32” ID 1 5/8”
3.5M F250 C1TZ 1201-A/B6J 1243-A B7A 4221-A/B7A 4222-A
12.125 x 2” ID 2” ID 1 5/8”
33
OE supplier Timkin part numbers for 4WD
Model Inner Bearing/Race Outer Bearing/Race

F100 LM 603049/LM 60311 LM 12649/LM 12610
65/66 F250 3M LM 603049/LM 60311 LM 501349/LM 501310
65/66 F250 3.5M 368/362-B* LM 501349/LM 501310
*The race part number 362-B provided by Timkin has a flange. The original Ford part may not
have had a flange. The 1975 edition of the MPAC does not provide a part number for this race.
Hub Caps and Wheel Covers (MPAC section 12)
The 2WD F100 hub cap used in 1965 were the argent painted 9.5”
diameter Type 1 (p/n C1TT 1130-A) ‘bottle cap’ used on the ‘innie’
wheels. The 2WD F250 in both 65 and 66 used a painted 10-3/8”
diameter ‘Type 1’ (p/n C1TZ 1130-B) with a deeper dish to clear the Dana
60 floating rear axle. The ‘Type 1” was also available in “bright”
(stainless) as an option for both the F100 (p/n C3TZ 1130-A) and F250
(p/n C3TZ 1130-B before 872001, -C from 872001) with black lettering.
The 4WD only used hub caps on the rear as the front locking hubs stuck
out too far for hub caps to fit.
The F100 wheels carried over into the 1966 model year but were
replaced by the “outie” wheel that utilized the Type 2, 10.625” diameter
hub cap in early 1966.
The Type 2 hubcap was available with either white F O R D letters on a

red background (C5TZ 1130-A) or argent F O R D letters on red (C6TZ-
1130-D) as standard equipment. A stainless steel version of the Type 2
hub cap (C4AZ 1130A) was available as an option for 2WD trucks. For
34
1966 a full wheel cover was available known as a Type 5 (C6AZ 1130-A)
that was chrome, argent and black.
From top left Argent Painted F250, top right Stainless F250
Bottom left painted ‘66 F100, bottom right Stainless ’66 F100
Steering (MPAC Section 36)
All ‘65 and ‘66 2WD F100s and F250s used the same steering column and clamp at
the instrument panel (clamp p/n C5TZ 3668-B) in conjunction with a support
bracket (p/n C5TZ 3668-A). A different bell flange was used for 3 speed manual, 4
speed manual and automatics to accommodate the shift lever or lack thereof. The
‘65 F100 4 WD used a two piece clamping arrangement (p/n TAAA 3699-A and
TAAA 3668-A with support bracket C1TZ 3678-B). The 1966 4 WD F100 used the
35
same clamp as the 2 WD, but with a different support bracket (p/n C6TZ 3668-C).
The 1966 F250 4 WD used the same two clamp arrangement as the ’65 4WDs (p/n
TAAA 3699-A and TAA 3668-A with bracket C1TZ 3678-B).
A manual steering box was all that was available for 1965, and the majority of ’66
model year trucks also came with manual steering, especially in the F100 model.
The pitman arm for the manual steering box will not interchange with the Bendix
power steering arm as the manual gearbox has a smaller diameter output spline.
The gearbox itself is also physically smaller and weighs considerably less. The input
shaft on the two gearboxes share the same diameter and spline count, and
therefore the same rag joint compatibility. All 65 and most 66 rag joints had a .41”
OD large pin, and carried p/n C5TZ 3A525-A. This was replaced by p/n C6TZ 3A525-
A that uses a larger .56” OD large pin.
A copper grounding tang is used to provide a path to ground for the horn. This
piece is separate on the C6TZ part and often lost when the rag joint is replaced.
Power Steering (MPAC Sections 35, 36, 37)
Power steering first became available in the ’66 model year as a $107.60 option on
2 WD trucks beginning approximately November 1, 1965. The pump and mounting
brackets were borrowed from the Thunderbird line without AC. The adjuster
bracket that mounted the pump was part number C5SZ 3A732-B and was combined
with the C5SZ 3C511 assembly (later superseded by part number C7TZ 3C511-D) to
install the power steering pump. Rubber washers, p/n BQ 33638-B were used on
either side of the adjuster bracket at the water pump and between the bolt and
bracket at the driver side cylinder head for a total of 5 rubber washers. A steel
washer was placed between the rubber washer and the bolt head. A 9/16” thick
steel spacer p/n C5SZ 3D600-A went between the rear mounting bracket (3C511)
and the cylinder head. This spacer was later superseded by p/n C8SZ 3D600A. It is
the same thickness as the ’71 to ’73 Mustang spacer that is available in
reproduction.
The steering shaft on the Bendix equipped trucks is slightly shorter (34-15/16ths)
than the manual steering counterpart (35-5/8”) and used a longer retainer at the
36
bottom (C6TZ 3D681-B) than the manual steering clamp (C5TZ 3D681-A).
Depending on the tolerance stack-up, it is often possible to utilize the manual
steering shaft with the Bendix gearbox by sliding the column housing up and back
toward the cab to close the gap.
The pitman arm for the Bendix gearbox is p/n C6TZ 3590-H, with an identification
number of C6TA 3590-N. The part number changed in ’67 to C7TZ 3590-F, marked
C7TA 3590-L, which may be easier to locate since it was in production through the
beginning of the ’69 model year. An adjustable steering stop was mounted to the
frame rail that straddled the pitman arm to limit travel of the Bendix gearbox in
order to prevent over pressuring the seals which would result in leaks. The 1968
edition of the MPAC indicates the ‘66 steering stop is p/n C6TZ 3C653-B. This part
number is not listed in the 1975 edition of the MPAC.
If you are adding power steering from a donor car, inspect the brackets carefully to
make sure the isolators, p/n EAD 33640-A are in place (2 on the C5SZ 3A732-B at
the water pump and one on the C5SZ 3C511/C7TZ 3C511 at the head) as these
were pressed into the support brackets and only sold as an assembly, not available
separately.
The reservoir cap for the large neck ford power steering pump in a truck had a zinc
finish without a dipstick, p/n C5AZ 3A006-B, available in reproduction. There were
chrome versions of these available for the Mustang and Falcon, p/n C5AZ 3A006-BC
also available in reproduction.
There was a fundamental design flaw in the Bendix gearbox with no bearing at the
lower shaft in the housing. In addition, there was no oil cooler. This resulted in the
lower shaft wearing an oblong pattern in the gearbox which then leaked resulting
in a bad reputation. The longevity of the box can be greatly improved by adding a
bearing in the gearbox housing at the lower shaft. It is also important to have an oil
cooler.
37
Power Steering Pulley Application Chart from section 37 p. 26
Identified MPAC p/n OD/ F series Truck Application

as Type (also used on various cars)
AB C5AZ 3A733-B 4 7/8 reg 6 cyl w/ single sheave alt
AC C5AZ 3A733-C 4 7/8 reg 8 cyl w/ single sheave alt
AD C5AZ 3A733-D 5 ¼ deep 6 cyl w/ 2 sheave alt
AF C5AZ 3A733-F 5 5/8 reg 8 cyl w/ dealer installed AC
AG C5AZ 3A733-G 4 5/8 deep 8 cyl w/2 sheave alt
AH C5AZ 3A733-H 5 ¼ reg 6 cyl w/ dealer installed AC
6AA C7AZ 3A733-E 4 5/8 deep ’67 8 cyl w/2 sheave alt
7AA C7AZ 3A733-A 5 ¼ reg ’67 8 cyl w/ single sheave alt
The two ’67 parts are included as they are dimensionally identical with a ’66
production pulley.
Power Steering Pump Assembly p/n C5AZ 3A674-ERM (HBA-BC on ID tag)
Individual pump parts list:

Cap p/n C5AZ 3A006-B
Housing p/n C5AZ 3A643-A
Rotor shaft p/n C5AZ 3B559-B
Pressure Plate Cover p/n C5AZ 3D589-B
Front Pressure Plate p/n C5AZ 3D590-A
Rear Pressure Plate p/n C5AZ 3D590-F
Plate and Bushing Assembly p/n C5AZ 3D643-D
Rotor Shaft Seal p/n C5AZ 3B592-C
Rotor Assembly p/n C5AZ 3D607-D
Valve Outlet p/n C5AZ 3D654-C
Support Stud p/n C5AZ 3D683-B
Seal p/n C5AZ 3D594-A
Gasket p/n C5AR 3D684-A Part of C5AZ 3D684 Seal Kit
Seal p/n 1-383213
Three 3/8-16x.75” bolts p/n 379376-S and the 3D683 support stud were used with
washers to attach the pressure plate cover.
38
A shim and retainer kit p/n C5SZ 3D745-A was used as required to set the proper
clearance for the housing to pump mounting bracket at 4 5/8” from front to rear.
Common Power Steering Retrofit Alternatives
Although most later ‘73-79 trucks came with power steering, it is a completely
different design and will require many parts to be swapped together. The gearbox
itself is made by Saginaw (a GM division) for Ford. Although it is more rugged than
the earlier Bendix design box it replaced, it could still benefit from the addition of
an oil cooler as it came that way from the factory. The pitman arm has a different
angle than the manual steering box, which necessitates the change of the drag
link/rh inner tie rod and outer tie rods. The steering arm on the spindle changed
over the years, so when switching to the later “Ford” power steering gearbox, it is
best to swap the entire front suspension over including I-beams, spindles, drag link,
and left inner tie rod end. The outer tie rod ends should be replaced with new
ones, but make sure you get the overall dimensions for the initial setting of the toe
in alignment. One benefit from a swap like this is getting disc brakes and power
steering together.
The later Saginaw gearbox input splined shaft is much higher and farther aft than
the manual version and will require a later model shaft or modification to shorten
the original approximately 2”. A new PS specific firewall mounting bracket will also
be required for the Saginaw swap to align the column with the gearbox.
Late (mid ‘69 up) power steering column bracket (left) and manual/Bendix power
steering column bracket
39
Front Springs (MPAC Section 53)
2WD and ’66 F100 4WD trucks used coil springs in front. Because the engine is
offset to the right, the spring rates in the 2WD trucks are not identical left to right,
with a slightly stiffer spring on the passenger side. For example, the diameter of
the 8 cylinder HD spring wire is .695” while the left side is .675”. The factory
identified LH/RH/spring rates with a color coded stripe. The charts below identifies
the applications and spring rates.
RH ID color Part Number LH ID color Part Number Rate Application

Yellow stripe C5TZ 5310-J Blue Stripe C5TZ 5310-K 1055 Base 6 cyl
Red stripe C5TZ 5310-M Gray Stripe C5TZ 5310-L 1175 Base 8 cyl, HD 6 cyl
Orange stripe C5TZ 5310-N Lt. Green C5TZ 5310-P 1250 HD 8 cyl
stripe .675 dia
2WD Coil Spring Applications
Application Identification Part Number Rate Wire Diameter

240/300 Green stripe C6TZ 5310-T 1125 .620
352 Silver stripe C6TZ 5310-G 1250 .645
66 F100 4WD Coil Spring Applications
Application ID Number Rating Part Number

65 F100 4x4 C5TA 5310-T 1200 C5TZ 5310-B
65/66 F250 4x4* C5TA 5310-U 1350 C5TZ 5310-C
65/66 F250 4x4* C5TA 5310-S 1550 C5TZ 5310-D
Front Leaf Spring Applications
*Although not stated in the MPAC, the 1350 lb springs were most likely standard on
the V8 and a HD option on the I6.
Rear Leaf springs (MPAC Section 55)
When replacing the rear leaf springs, the original attaching hardware should also be
inspected and replaced if there are signs of damage or corrosion. The bolts that go
through the spring eyes are grade 5, 9/16 x 3-7/8” coarse thread (a total of 6). The U
bolts should also be replaced if there are any signs of damaged threads or pitting
from rust. Springs should always be replaced in pairs as they will affect both
braking and handling. There were three different spring rates available from the
40
factory, however the mid rated spring is not reproduced. It could however be
approximated by leaving off the three smallest leaves from a 9 leaf spring stack.
The typical 9 leaf stack of a long bed make them quite heavy, so a second hand will
aid greatly when it comes time for replacement. Make sure the pin is facing down
(nut on top of the stack) not up (as in a car application) or you will not be able to
get the leaf spring to sit down properly in the perch. While you’re there look for
signs that the shocks are blown (leaking oil) as they should be replaced at the same
time as the springs for optimum performance.
The F100/F250 rear leaf springs from ’61 to ’67 are Type 1 in the MPAC, 2-¼” wide
for both short and long bed applications. All measurements are taken from eye to
eye straight across. From the mounting pin to the center of the front eye is 24” and
from the mounting pin to the center of the rear eye is 28”.
F100 2WD Rear Leaf Spring Application Chart
Year Load No. U bolt w aux spring* Identified as MPAC Part

Rating of
# Leafs
/wo aux spring number
65/67 950 5* C3TZ 5705-R*/C4TZ 5705-A, C5TA 5560-A C5TZ 5560-A
C5UZ 5705-B
65/66 1250 6* C3TZ 5705-R*/C5TZ 5705-C
C5TA 5560-AF C5TZ 5560-N
65/67 1650 9 C1TT 5705-H, C5TZ 5705-C
C5TA 5560-D C5TZ 5560-D
*Available with auxiliary spring p/n C3TZ 5588-A for 65 and C6TZ 5588-F for 66.
An auxiliary overload spring that only comes into play when supporting a heavy
load was available with either the 1250lb or 950lb rated springs on the 2WD.
41
Year Load No. U bolt Identified as MPAC Part

rating of
# Leafs
Number
65 1450 7 C1TZ 5705-A, C5TZ 5705-B C5TA 5560-S C5TZ 5560-G
65 1950 11 C1TZ 5705-A, C5TZ 5705-B C5TA 5560-T C5TZ 5560-H
66 1250 6 C6TZ 5705-B C6TA 5560-U C6TZ 5560-M
66 1650 9 C6TZ 5705-B C6TA 5560-V C6TZ 5560-N
Year Load No. U bolt w aux spring* /wo Identified as MPAC Part
Rating of
# Leafs
aux spring Number
65 1450 7 NA*/B3D 5705-A C5TA 5560-B C5TZ 5560-B
65 2400 10 C2TZ 5705-A/B3D 5705-A C5TA 5560-M C5TZ 5560-E
65 1950 11 C2TZ 5705-A/B3D 5705-A C5TA 5560-L C5TZ 5560-F
66 1450 6 NA*/B3D 5705-A C6TA 5560-N C6TZ 5560-J
66 1950 8 B3Y 5705-A/B3D 5705-A C6TA 5560-R C6TZ 5560-K
66 2450 8 B3Y 5705-A/B3D 5705-A C6TA 5560-T C6TZ 5560-L
*Available with auxiliary spring p/n C5TZ 5588-A for 65 and C6TZ 5588-G for 66
F250 4WD Leaf Spring Application Chart
Year Load No. U bolt w aux spring* /wo Identified as MPAC Part
Rating of
# Leafs
aux spring Number
65 1950 11 C1TT 5705-Y*/C2TZ 5705-A C5TA 5560-T C5TZ 5560-H
65 2400 10 C1TT 5705-A*/C2TZ 5705-A C5TA 5560-U C5TZ 5560-J
66 1950 11 C1TT 5705-Y*/C2TZ 5705-A C6TA 5560-L C6TZ 5560-G
66 2450 10 C1TT 5705-Y*/C2TZ 5705-A C6TA 5560-M C6TZ 5560-H
*Available with auxiliary spring p/n C5TZ 5588-A for 65 and C6TZ 5588-C for 66
42
5. Drivetrain
Transmission Applications
Model Code Description Gear Ratios

65 240 A 3 speed light duty, non 2.99,1.75,1.00 R 3.17
st
six synchronized 1 gear
65 all* A Ford 3 speed medium duty fully 2.99, 1.75, 1.00 R 3.17
synchronized
66 240 C 3 speed light duty, non 2.99,1.75,1.00 R 3.17
st
six synchronized 1 gear
66 all* C Ford 3 speed medium duty fully 2.99, 1.75, 1.00 R 3.17
synchronized (3.03)
all B Borg Warner T85C 3 spd overdrive 2.49/1.79,1.59/1.14,1.0/.72
F250 D Borg Warner T89F med duty 3 spd
4wd Synchronized 2nd and 3rd only
65 V8 N New Process 435 4 spd manual 6.68, 2.34, 1.66, 1.0 R 8.26
nd rd
Synchronized 2 , 3 , and 4th
Sixes 3 C4 Automatic 2.46, 1.46, 1.00, R 2.18
Sixes F Borg-Warner T-18 4 speed man 6.32, 3.09, 1.69, 1.0 R 4.73
nd rd
Synchronized 2 , 3 and 4th
V8 G Ford Cruise-O -Matic MX 2.40, 1.47, 1.00 R 2.00
66 V8 A New Process 435 4 speed manual 6.68, 2.34, 1.66, 1.0 R 8.26
st
Non synchronized 1 gear
*The medium duty fully synchronized 3 speed was optional on the 240. All manual
3 speeds had transmission code “A” in ’65 and “C” in ’66.
Manual transmissions (MPAC Sections 70, 72, 75)
The standard transmission for both the F100 and F250 was a column shifted 3
speed manual behind any engine option. A light duty Ford non-synchronized
transmission, p/n C5TZ 7003-A (115 wb) or 7003B (129 WB) was standard behind
the 240 six 2WD.
The Ford medium duty “top loader” (3.03 spacing between clusters) transmission
was an option behind the 240 and standard behind the 300 and 352 2WD trucks.
The short WB was p/n C5TZ 7003-D for 65 and C6TZ 7003-A for 66. The long WB
43
transmission was C5TZ 7003-E in 65 and C6TZ 7003-B in 66. The medium duty 3
speeds were fully synchronized.
A 3 speed over drive Borg-Warner T-85C p/n C5TA 7003-C was optional on the 2WD
trucks. When overdrive was selected, each gear dropped as shown in the chart
above.
The 3 speed that came with the 4WD option was the BW T89, p/n C5TA 7003-G.
NP 435 4 Speed
The New Process 435 4 speed manual transmission was an option only for the 352
V8 and came with an unsynchronized “granny” gear for towing as well as a PTO
port. It was often coupled with a 3.25 rear axle gear in the F100 or a 4.10 in the
F250. There were 3 different basic configurations of the NP 435 available for the
F100/250. Other variants were available for larger trucks.
Application Tooth Input bearing MPAC Part Number

Count retainer OD
2WD 6 4.849 C5TA 7003-F, J or M; r/b D3TA 7003-ME
2WD 7 4.849 C5TA 7003-E,K or L; r/b D3TA 7003-KB
4WD 6 5.125 C5TA 7003-AG, AR or AT
BW T18 4 Speed
The 2WD six cylinder trucks had an optional Borg-Warner T18 4 speed. As with the
NP435, the T-18 also came with an unsynchronized low gear. Second gear was
more suited to the torque output of a six cylinder. There were 2 different basic
configurations of the BW T18 for the F100/250.
Application Tooth Input bearing MPAC Part Number
Count retainer OD
2WD 6 4.849 C5TA 7003-G
2WD 7 4.849 C5TA 7003-H
44
Automatic Transmissions
A 3 speed automatic was available behind all engines. The six cylinder engines
utilized the venerable C4 introduced in 1964. The 352 V8 came with the older
design MX Cruise-O-Matic in various configurations for both 2WD and 4WD.
Although the newer C6 was introduced in the heavy car lines in 1966, the MX C-O-
M carried over in the truck lines from the previous model year.
Cruise-O-Matic
The C-O-M transmission replaced the older Ford-O-Matic in 1958 as it coincided
with the introduction of the FE engine. The truck variant has a two piece, cast iron
case and bellhousing and was known internally as the MX while the smaller case
variant for cars had an aluminum bell housing and was known internally as the FX.
A Ravigneaux planetary gearset was used which is the same as would later be used
in the AOD. A sprag clutch allowed it to shift from low to the next higher drive
gears. The C-O-M required its own radiator and the requisite plumbing that “T’d”
into the lower radiator hose and engine block. These pieces are often lost as many
C-O-Ms were replaced by the more modern and rugged C6 some time in their life.
Common Speedometer Gears
Application Axle Tire Size Trans/Drive Driven Gear

Ratio Teeth Teeth
F100 3.25 7x15 (27.78 3 or 4 spd man/7 16
OD)
F100 3.5 7x15 3 or 4 spd man/7 17
F100 3.7 7x15 3 or 4 spd man/6 16
F100 4.11 7x15 3 or 4 spd man/6 17
F250 3.73 6.5x16 3 or 4 spd man/7 19
F250 4.10 6.5x16 3 or 4 spd man/6 18
45
Drive Shaft (Section 46)
The long bed F100s and F250s used a 2 piece drive shaft with a carrier bearing in
between. Both F100s and F250s came with 1310 series universal joints. The rear
shaft of the long bed F100/F250 was fixed at 39.5” center to center of the universal
joint caps and a 1.375” diameter, 16 spline slip yoke that mated with the front
shaft, aft of the hanger bearing. The length of the front shaft varied with the
transmission option. Short wheel base trucks used a single piece driveshaft.
Common Transmission Retrofit Alternatives
Tremec TKO-600 5 speed
The Tremec TKO is another rugged manual transmission, and with an aftermarket
mid mounted shifter the shift lever can be located such that it doesn’t interfere
with a bench seat. The TKO can be further modified to move the shifter forward
another 5/8” by using an early Ford style short input shaft eliminating the need for
an adapter plate. In this location, the shifter is far enough aft to clear an under
dash evaporator should you decide to add one.
The TKO doesn’t have the torque capacity of the NP 435, but if you’re not planning
to do heavy towing, it is a great option for cruising and light towing. The 3.03
manual 3 speed was rated to tow up to 2000 lb. by Ford and the TKO design is
based off the old top loader but is rated at a higher load capacity. It can easily
surpass carrying a 2000 lb. load, but probably not much over 4000 lb. When used
behind a small block using factory engine perches, the transmission will be moved
forward even further, placing the shifter only a few inches aft of the stock location,
and well forward of a bench seat.
The longer tail shaft of the Tremec TKO will require that the driveshaft be
shortened accordingly. A better solution is to replace the 2 piece design with a
larger 3.5” diameter single piece shaft.
46
NV4500 5 speed manual
The NV4500 5 speed overdrive transmission is a rugged truck transmission that

came in both GM and Dodge trucks from the mid 90’s. Designed to take the
punishment of the Cummins diesel, this transmission is gross overkill for the stock
V8 offering and most engine transplants. The Dodge version came with a 1-¼” 10
spline input shaft while the GM version came with a 1-1/8” input shaft. Do not get
the early GM case (pre ‘96) as it has a different bolt pattern and will not easily mate
with the Ford bell housing.
An adapter is available from Advance Adapters p/n 712551 that will allow the
Dodge and later GM NV4500 to bolt to any early Ford truck 2WD manual
transmission bell housing. The easiest way to accomplish this swap is to use the
GM 1-1/8” 10 spline input shaft and a GM 11” clutch disc with the stock flywheel
and pressure plate. It is however possible to upgrade to a 12” disc using an
aftermarket clutch and pressure plate for 428 Cobrajet or Boss 429. These clutches
have a 1-3/8” 10 spline hub, so you would also need to upgrade the transmission to
an aftermarket HD 1-3/8” input shaft. You will need a later 390 flywheel with the
11.5” long style pressure plate pattern or an aftermarket flywheel. If purchasing a
rebuilt transmission, or having a core rebuilt, you can simply specify that the
rebuilder utilize the heavy duty input shaft for little or no extra cost.
Although Ford F250 trucks from ’87 to ’97 share the same size diameter 10 spline
input shaft as the Dodge, they use a 12.125 clutch disc that requires a later style
flywheel. This clutch disc will not fit on the earlier zero balance flywheels. The
later flywheel uses a unique pressure plate bolt pattern and is externally balanced.
It is also larger in diameter and may not fit in the early bell housing. The flywheel
would need to be rebalanced to have a neutral or zero balance when used on a pre-
79 460 or any FE 360 or 390.
A Dodge tail shaft from a ‘97 or earlier V8 or Diesel truck will allow the use of a
mechanical speedometer. A speedometer pinion support from a late 60’s to mid
80’s Torqueflight transmission will be needed as well as a long stem speedometer
47
pinion gear. Make sure you install a new O ring seal kit on the pinion support to
prevent leaks. The NP 4500, the predecessor to the NV 4500 used a mechanical
speedometer drive and the tail shaft housings are interchangeable, however it uses
a different transmission mount.
Additional requirements for the NV4500 install include a larger 1410 series U joint
and the transmission cross member will need to be modified to allow the
transmission to sit at the proper height to maintain the correct driveline angle. The
driveshaft will require shortening and re-balancing as well.
The Dodge NV4500 has a 5.43 granny gear and a .67 overdrive. The shifter location
will move farther aft by a little more than 2 inches, so be prepared to relocate the
shifter hole.
AOD/E4OD/4R70W Overdrive Automatic
None of the Ford overdrive automatics came with an FE bolt pattern, however an
adapter is available from Bendtsens Transmission Adapters. Any of the
electronically controlled overdrives will require an additional PCM to govern the
shifting, making this a somewhat expensive route to an automatic overdrive.
However, the 4R70W is a very rugged transmission that came in many Ford trucks
and will hold up well. Another option although somewhat pricey, is to have an
overdrive transmission converted to an FE bell pattern by Performance Automatics.
If you want to add an overdrive auto to your 240 or 300 six, an AOD is a relatively
straight forward swap for a C4 and doesn’t require an extra PCM to control shifts.
The electronically controlled overdrives will also mate up if you are willing to install
a PCM and the associated wiring.
48
Rear Axles (MPAC Section 40)
The standard rear axle for the F100 was a conventional (open) 3.70 Ford 9”, with
3.25, 3.5 and 4.11 gears optional. (1966 Ford Truck Buyers Guide) If a locking rear
axle was ordered, either a Dana 44 or Dana 60.3 could be had with 3.31 (Dana 44),
3.54 (Dana 44 or 60.3), 3.73 (Dana 44 or 60.3), 4.09 (Dana 44) and 4.10 (Dana 60.3)
locking rear axles. All F100s used a 5 x 5.5” bolt circle.
The F250 rear axle was a full floating Dana 60 and came standard as an open rear
axle with 4.56 gears. The Dana 60 was also available with 4.10 gears and in locking
versions as well. All F250s used the 8 x 6.5 bolt circle. (1966 Ford Truck Buyers
Guide)
The Ford rear end came with a 1” pinion offset that resulted in both axles being the
same length. Beginning in 1957, all rear axles came with a metal identification tag
that included the ring gear ratio and the build code WDM-x (where x is A, B, C, etc).
(Shop Tips From Ford December, 1966)
The 65-67 Ford 9” axles used 1310 series universal joints and had a fill/drain plug
on the back of the housing. There was no drain fill/drain plug in the carrier case as
in the later ’68 up design.
F100 Rear Wheel Bearing inner oil seal 1.5 ID x 2.5 OD p/n B7A 1177-A
F100 Rear Wheel bearing retainer p/n B9AZ 1180-B
F100 Rear axle oil seal p/n B7A 1177-A
F100 Rear wheel bearing p/n 1225
Both axles in ‘57-’67 Ford truck 9” axles are the same length, have 28 splines and
carry p/n B7TZ 4234-A. The offset from axle flange to housing flange is 2 inches.
Ford 9” Ring and pinion kits included matching ring and pinion and shims were
available over the counter at the Ford dealer.
49
Ring and Pinion Kits
Ratio Teeth Ring/Pinion Kit Part Number
3.25 39/12 B8AZ 4209-C
3.50 35/10 C6AZ 4209-B
3.70 37/10 B7AZ 4209-M
3.89 35/9 B7AZ 4209-N
4.11 37/9 B7AZ 4209-K
4.57 32/7 C3UZ 4209-A
’65 and ’66 F100 Rear Axle U Bolts
Application Axle Spring Rating Part Number

65/66 4x2 Ford 9” 1650 C5TZ 5705-C
65/66 4x2 Dana 44 1650 C1TT 5705-H
65/66 4x2 Ford 9” 1250, 950 C5UZ 5705-B
65/66 4x2 Dana 44 950 C4TZ 5705-A
65 4x4 Ford 1450,1950 C5TZ-5705-B
66 4x4 Ford 1650,1250 C6TZ 5705-B
65 4x4 Dana 44 1450,1950 C1TZ 5705-A
66 4x4 Dana 44 1250,1650 C6TZ 5705-B
’65 and ’66 F250 Rear Axle U bolts
Application Spring Rating Part Number

65 2 WD 1950, 2400 C2TZ 5705A
66 2 WD 1950, 2450 B3Y 5705-A
Mounting a 7” wide or larger rear wheel on a stock rear axle with no offset will fill
out the wheel wells nicely and improve stability by making the rear track more
closely match the front track. Alternatively, spacers can be used to move the rear
wheels outboard.
50
Common Rear Axle Retrofit Alternatives
Substituting a rear axle assembly from a later 68-72 big block truck with the HD
brakes will provide for larger rear brake shoes providing the entire rear axle is
swapped out. The overall length from wheel face to wheel face remains the same
from 57 to 72, however the 68 –72 housing is a bit shorter than the 65– 67 at 56.5”
from housing end to housing end vs. 57.125” for the earlier axle housing. A change
was made to the flange offset to allow for larger rear brake shoes and drums.
Although the shorter axle shafts (p/n C8TZ 4234-A) can be swapped into an earlier
housing, the shorter 68 –72 axles will lose 5/16” of contact surface area which
could lead to spline failure. Also, the backing plates, drums and shoes would need
to be swapped together. The 68 –79 backing plates sit back deeper than the stock
‘57 –67 backing plates to accommodate wider 2-¼” brake shoes/drums as opposed
to the stock 1-¾” width shoes of the 57 – 67.
A 31 spline center section was available beginning in ’68 installed in what is

referred to as the “WAR” case. The 31 spline axles carried p/n C8TZ 4234-B and
were the same length as the ‘68-72 28 spline axles. This case had a higher load
rating than the standard 9” center section due to its larger bearings and larger 9
3/8” ring gear. However, it is not considered as strong as the nodular 9” case that
replaced it in the later F150s with the 390, 400 and 460 big blocks.
The nodular center section that was available in ’75-81 F150s is a much stronger
design than the WAR case, and often came with a traction lock as well.
The ’73 up F100 and ‘75-82 F150 rear axle assemblies are 4 inches wider overall and
can be modified to swap in by moving the spring perches and shock brackets
inboard. All F150 rear axles are the stronger 31 spline variety, and the 460s came
with a nodular rear center section. One benefit of the wider rear axle is improved
stability especially when towing.
51
4WD Front Axles
4WD F100s used the Dana 447F front axle with an open type spindle with cardan
type universal joints. F250s used the Dana 446F or HDF front axle with closed
spindle and enclosed universal joints. (Ford Truck Shop Manual Volume One, 1966)
A chart containing ratios and warranty codes is provided in the warranty
breakdown section of this document.
The front Dana 44 3M axle contains the following parts:

Lockout Hub Retaining Plate, qty 2 C4TZ 1A050A
Lockout Hub Clutch Retainer, qty 2 C4TZ 1A051A
Inner Hub Ring and Bushing Assy, qty 2 C4TZ 1A052A
Lockout Hub Actuating Cam, qty 2 C4TZ 1A053A
Lockout Hub Pressure Spring, qty 2 C4TZ 1A054A
52
6. Electrical (MPAC Sections 100, 103, 106, 120, 140)
Beginning in 1957, an identification tag was attached to all wiring harness looms.
The identification number is not the same as the part number in the MPAC,
however it can be cross referenced to a replacement part number in the MPAC.
(Shop Tips From Ford December, 1966)
Paper labels were affixed to the back of the gauge panel and the corresponding
harness terminal to facilitate assembly on the production line.
Paper Identification tags on Gauge Cluster

The marker numbers and letters were made by the author to document the
identification in the event a paper tag was lost. The missing tag in the photo above
was identified with repeating “5”s.
53
Harness Labels Correspond to Gauge Cluster
The chart below contains the more common harness assemblies as given in the
1975 edition of the MPAC. An “x” denotes that multiple revisions were available
for that harness and varied based on when the truck was built.
Wire Harness Assemblies (MPAC Section 130, 140)
Description Identification Number MPAC Part Number

Headlamp Harness C2TB 13076-C C2TZ 13076-C
Parking Lamp Assy, LH before C5TB 13201-J C5TZ 13201-J
788,001
Parking Lamp Assy, RH before C5TB 13200-J C5TZ 13200-J
788,001 (Exc 4WD F250)
Parking Lamp Assy, LH from C6TB 13201-C C6TZ 13201-C
788,001 (exc 4WD F250)
Parking Lamp Assy, RH from C6TB 13200-C C6TZ 13200-C
788,001
Turn Signal Switch Assy, 2WD C5TA 13341-B C5TZ 13341-B
r/b C9TZ 13341-C
Turn Signal Switch Assy, 4WD C2TA 13341-D C2TZ 13341-D
Rear Lamp Connector C1TZ 13A409-AP
54
2WD Instr Panel to Dash Before C5TB 14401-BE C5TZ 14401-BE*
788,001 w/o emerg flasher
2WD Instr Panel to Dash from C6TB 14401-AD C6TZ 14401-AD*
788,001 Before 858,001
w/ built in emerg flasher
2WD Instr Panel to Dash from C6TB 14401-DM C6TZ 14401-DM*
858,001 w/ removable emerg
flasher
4WD Instr Panel to Dash Before C5TB 14401-BS C5TZ 14401-BH
788,001
4WD Instr Panel to Dash from C6TB 14401-AE C6TZ 14401-AE
788,001 before 858,001
Dash to Headlight Junction C5TB 14290-G C5TZ 14290-G
2WD
Dash to Head Light Junction C5TB 14290-F C5TZ 14290-F
4WD
Charge Indicator feed C5TB 10A665-A,C or E C5TZ 10A665-A
(F100/250 2 WD)
Charge Indicator feed C5TB 10A665-B or D C5TZ 10A665-B
(F100/250 4 WD)
Relay to starter cable C5TB 11A003 Not Serviced
Alternator to Voltage Reg 2WD C5TB 14305-x C5TZ 14305-AV
w/45 or 55 amp Alt
Alternator to Voltage Reg 4WD C5TB 14305-x C5TZ 14305-AG
w/38, 45 or 55 amp Alt before
600,001
Alternator to Voltage Reg 4WD C5TB 14305-x C5TZ 14305-AT
w/38, 45 or 55 amp Alt from
600,001
Alternator to Voltage 65 only 6 C5TF 14305-x C5TF 14305-BK
cyl w/alternator identified as
C4TF 10300-A or U
Dash to engine harness C5TB 14398-x C5TZ 14398-CB
65 Instr panel-dash 4WD C5TB 14401-x C5TZ 14401-BH
66 Instr panel-dash 4WD C6TB 14401-x C6TZ 14401-AE
from ser no. 858001
2WD Instr panel-dash C5TB 14401-x C5TZ 14401-BE
Rear Lights (not used with C2TB 14405-x C2TZ 14405-BY or BZ
Camper Special)
Rear Lights 4WD Camper C5TB 14405-S C5TZ 14405-S
Coach before 776,001
55
Rear Lights 2WD Camper C5TB 14405-T C5TZ 14405-T
Coach before 776,001
Rear Lights 2WD Camper C6TB 14405-F C6TZ 14405-F
Coach from 776,001
Dome Lamp C5TB 13A743-x
Horn C5TB 13N866-x
Interior Lamp C5TB 13796 or 13A709
Stop lamp switch C5TB 13A411-x
Turn Indicator C5TB 13A357-x
Head Lamp C5TB 13A006-x
*not for transistorized ignitions
Most wire harness assemblies are available in reproduction from multiple vendors.
The unique Camper Special wire harness with provisions for extra lighting of a
camper shell are not available as of this writing.
Not listed in the MPAC is the harness for washer fluid in trucks with a single speed
w/s wiper, p/n C5TZ 17A674-B, identified as C5TB 17A674-B. There are only 2 wires
in this harness, a black wire that attaches to one of the spade terminals in the fuse
block and goes to the switch in the dash, and a wire that goes from the switch to
the pump that is black with a white stripe. The later trucks that came with the
optional 2 speed wipers had a single wire, black with white stripe that went from
the wiper switch directly to the pump.
Ignition, Starting and Charging
The starter solenoid (SW-3) carries p/n B6AZ 11450-A, however it can be identified
by numerous different part numbers. As delivered, the identified part number
could have been any of the following: 2701966, 2702610, FDR 11450-A, C4AF
11450-A or B, or C6AF 11450-A (in ’66 only). (Ford Truck Parts Master Parts and
Accessories Catalog, 1968)
See also section 11, Auxiliary Gauges.
Alternators
In ’65, the original Ford “round case” alternators came in 38, 42, 52 and 55 amp
ratings for both the F100 and F250 with 38 amps being the standard output for all
56
engines. In ’66, the 52 amp alternator was dropped. The indicated part number
was stamped on the rear case. The 38 amp alternator was stamped in purple, the
42 amp alternator was stamped in orange, the 45 amp alternator was stamped in
green and the 55 amp alternator was stamped in red. Correct reproductions of the
original 38, 42 and 55 amp alternators are available from Dead Nuts On, a Mustang
and Shelby parts supplier. The heavy duty 60 amp alternator made by
Leece/Neville does not share anything in common with the Ford alternators. They
also came with their own unique machined steel dual sheave pulleys and voltage
regulators.
1965 F100/F250 Alternator Application Chart
engine Alternator ID Amps make Pulley sheaves Service p/n

diameter
C5TF 10300-AN, C5DZ 10346-A
6/8 AS, AT, AU, AV 38 Ford 2.82 1
C5DF 10346-A, B
C5AF 10300-A C5AZ 10346-A
6/8 42 Ford 2.82 1 r/b
C5DZ 10346-B
C5AZ 10346-A
8 C5AF 10300-E 42 Ford 2.92 2 r/b
C5DZ 10346-B
C5TF 10300-A C5TZ 10346-A

6/8 45 Ford 2.82 1
C4TF 10300-U C4TZ 10346-W
6 52 Ford 2.92 2
C5TF 10300-F C5TZ 10346-B

6/8 55 Ford 2.82 1
C5TF 10300-L C5TZ 10346-D
6 60 Leece/ 3.01 2
Neville
C5TF 10300-K C5TZ 10346-C
6/8 C5TF 10300-AB 60 Leece/ 3.01 2
90304, 90305 Neville
57
1966 F100/F250 Alternator Application Chart
engine Alternator ID Amps make Pulley sheaves Service p/n

diameter
C6TF 10300-A, B, C, D C5DZ 10346-B
6/8 38* Ford 2.82 1 (42 amp)
Note 1
C6AF 10346-A
6/8 42 Ford 2.82 1 C5DZ 10346-B
C6AF 10300-E
6/8 42 Ford 2.92 2 C5DZ 10346-B
C6TF 10300-J, K, L, M C5TZ 10346-G
6/8 45 Ford 2.92 2
from
s/n
746001
C6TF 10300-E, F, G, H C5TZ 10346-H
6/8 55 Ford 2.92 2
from
s/n
746001
C5TZ 10346-D
6,8 C5TF 10300-L 60 Leece/Neville 3.01 2
90304
7024-AA
Note 1: The March 1966 Truck Master Parts and Accessories Catalog indicates “38,
42” as the amperage rating for these alternators. The C6TF-A has been verified as
being a 38 amp output. Since it is unlikely that the same ID number would be used
for alternators with two different output ratings, the ID numbers for both 38 and
42 amp alternators are most likely lumped together as the 42amp service
replacement is the same for both.
In 1970, a backward compatible 55 amp service replacement alternator stamped

C6AF 10300-F was available.
58
Ford Alternator rear cases, courtesy of Dead Nuts On.
Although most fans and pulleys were painted semi-gloss black paint, some late ’65
and early ’66 fans and pulleys were painted blue. They weren’t necessarily installed
together however, so a blue fan could be paired with a black pulley and a black fan
could be paired with a blue pulley. In late ’66 production, yellow zinc dichromate
replaced the black painted fans and pulleys.
NOS blue dual sheave pulley with C5TF 10A352-K identification number
59
Battery
There were three group options offered for the battery. The standard battery was
the 45 amp/hour group 17M1A which measured 6 ¾” wide x 9” long x 8” tall.1 The
most common upgrade was the 55 amp group 17M2B, which shared the same
width and height as the baseline battery, but was 10 ¼” long.1 A 70 amp/hour
heavy duty group 17H3 was available that measured 6 ¾” x 12” x 8 ¼”. This battery
came standard with the Camper Special.
These batteries were later replaced by the larger group 24 (6 ¾” x 10 ¾” x 9”) and
group 27 (6 ¾” x 12’ x 9”) batteries.
The March 1966 Truck MPAC indicates that all replacement batteries were
identified as “Autolite”, but “Power Punch” was available as a production line
battery until early 1968 according to Battery Central.
A clamp bracket that mounted between the radiator core support and the battery
clamp J bolt was often one of the first things to go missing. This tab, part number
C5TZ 10A691-A was available as a replacement part at least until March 1968, but
was obsolete by 1975 and is not reproduced as of this writing.
The battery tray itself is available in reproduction as it is the same as the ’66 to ’77
Bronco piece (available from multiple vendors such as Tom’s Bronco Parts),
however it does not come with the side brackets welded to it which must be re-
used.
The top handle clamp (A0A 10718-B) and j-bolts (C1TT 10756-C) are
interchangeable with the ’67 to ’69 Mustang parts and readily available in
reproduction.
Assembly line battery cables were not available as service replacements.

Reproduction 67 Mustang battery cables fit well and look the part.
1
March ’66 Truck Master Parts and Accessories Catalog
60
Distributor
The ignition system for all engines were of the single point variety. Beginning in
’66, a new optional transistorized ignition was available. Thermactor Emissions (TE)
were mandatory for California beginning in ‘66.
Distributor by Application (Standard Points)
YR Eng TE Trans ID number(s) Part Number
65 240 no All Automatic C5AE 12127-AF C5AZ 12127-P
66 240 no All Automatic C6AE 12127-Y C5AZ 12127-P
65/66 240 no All manual C5TF 12127-AC C5TZ 12127-AC

C5AF 12127-AD r/b C5TZ 12127-AD
66 240 no All manual C6TF 12127-AC C5TZ 12127-AD
66 240 yes All manual C6TF 12127-AY C6TZ 12127-N
66 240 yes C4 automatic C6AF 12127-AD C6AZ 12127-N
65/66 300 no All manual C5TF 12127-K C5TZ 12127-D

C6TF 12127-AF r/b C5TZ 12127-K
65/66 300 no All automatic C5TF 12127-L C5TZ 12127-E

r/b C5TZ 12127-K
66 300 no All manual all C6TF 12127-AG C5TZ 12127-K

auto
66 300 yes All manual C6TF 12127-BA C6TZ 12127-S

and C4 auto
65/66 352 no All manual C5TF 12127-A C5TZ 12127-A
65/66 352 no All manual C5AF 12127-B C5AZ 12127-B
66 352 no All manual C6TF 12127-BJ C0AZ 12127-C
66 352 yes All manual C6TF 12127-AA C6TZ 12127-AA

and auto
61
The primary lead for the standard 352 distributor is p/n C1VF 12216-A with a green
insulator at the ring terminal is still available NOS from a few sources and is
designed for the FE and therefore long enough to reach the coil post.
NOS 352 truck coil wire (top) with straight boot at distributor. Reproduction coil
wire with right angle boots at both ends (bottom)
Radio resistant spark plug wires were date coded and numbered for the
appropriate cylinder. The MPAC lists the service replacement part number C5AZ
12259-F for the 352. The date format in 65/66 used the first two digits for the
quarter, followed by the last two digits of the year, e.g. 3Q-66 represents 3rd
quarter 1966. This format changed in 1972 with the introduction of Motorcraft
replacing Autolite as a parts supplier.
A black and white picture of a 352 with the gold valve covers appears in the 1965 F-
100, F-250 Ford Trucks Sales brochure with a road draft tube in place of the PCV
valve in the passenger side valve cover. This same picture appears in color on page
9 of the 1966 Ford Pickup Trucks sales brochure with orange spark plug boots on all
cylinders. The standard single point distributors only used an orange boot on the
62
number 6 plug to prevent mis-wiring on the final assembly line. Dual point
configurations on high performance engines and transistorized ignitions used all
orange boots.
Ford archive photos show coil wires used on FE V8 engines from 65 to 67 with both
a short straight boot and a right-angle boot at the distributor. Optional steel core
wires, p/n A9AZ 12259-D (r/b C3AZ 12259-K) for the 352, and A9AZ 12259-C for the
six cylinders (Feb 1966 Shop Tips from Ford, not listed in the MPAC) were available
for a hotter spark. A radio frequency suppressor kit was used in conjunction with
steel core wires for vehicles equipped with a radio. On the V8 this was p/n C4AZ
18827-A, and for the 6 cylinders p/n C4AZ 18827-B. Replacement radio resistance
wires for the 240/300 are listed in the MPAC as D1AZ 12259-D. All spark plug and
coil wires on the 6 cylinder engines used straight boots at the coil and spark plug.
Original part numbers are not listed in the MPAC for the 6 cylinders.
All ‘65/66 352 V8s used a B7A 12106 (DH-6) cap and the DK-10 tune up kit with DP-
12 points, DC-13A condenser and a DR-5 rotor.
Common Ignition Retrofit Alternatives
Various electronic ignition systems can easily be retrofitted to replace the points in
the original distributors. Aftermarket companies such as Pertronix and Accell make
easy to convert kits that do not require an external module keeping the appearance
close to stock. If appearances aren’t important, the use of a Duraspark II blue strain
relief ignition module and Duraspark distributor is another way to go. There are
two primary advantages to replacing the points:
1) The trigger mechanism in Electronic Ignitions doesn’t wear like points

2) Most electronic ignitions can utilize more primary current and therefore more
secondary current enabling them to idle better and run smoother. This also
enables the spark plugs to last longer. The exception is the original Pertronix 1
ignition which requires the original resistor wire to be retained.
63
7 Engine (MPAC Section 60)
Engine colors:
1965 Sixes; Black block with red valve cover.

1965 V8; Black block with gold valve covers.
1965 Ford Black p/n EP 1724 C/G (C quart, G gallon) all V8 engine blocks/heads
1966 All engines corporate blue p/n EP 2075 C, (spray bomb p/n CD2AZ 19500-AB)
Engine Accessory Drive Belts
Original assembly line V belts had an engineering ID number embossed on them.

Replacement parts were ink stamped with the ID number. In addition, replacement
parts were given a simplified part number as shown below:
JB 446
All V Belts Width Length in Inches 1/8ths of an inch
The first letter J, indicates a V belt. The next letter indicates the width at the top of
the belt followed by the length expressed in whole inches plus 1/8ths of an inch.
All ’65-’66 F100 and F250 belts were either B (15/32”) or C (1/2”) in width;
alternator belts are B, power steering belts could be either B or C and AC belts
(included in dealer installation kits) are C. The C (1/2”) belts are not available in
reproduction, but replacement belts are available in a 17/32” width.
The most common alternator belt for both 2WD and 4WD V8s had replacement
part number C9PZ 8620-AC or Motorcraft part number JB446. A reproduction of
this belt is available from National Parts Depot with an ink stamped engineering
number C6AE 8620-E and FoMoCo script as NPD part number 8620-28.
64
All I6 with 38 to 55 amp alternators used an alternator belt with engineering ID
number C5TE 8620-D which cross references in the MPAC as p/n C9PZ 8620-GK, or
JB 430-LA. This belt is also available in reproduction with the engineering ID
number and Ford script at National Parts Depot as NPD part number 8620-38.
An NOS example of the C5TE 8620-D belt also shows other markings that are not
explained in the MPAC, possibly the vendor’s identification number and/or date
code.
NOS C5TE 8620-D1 alternator belt
Notice the Block letters spelling out FOMOCO which are different than the
reproduction’s FoMoCo script. On this same belt are other identification marks,
possibly the vendors identification and/or date code.
65
Engine Accessory Pulley Application
Eng Application/ Notes Engineering ID Part Number OD
6 65/66 Crankshaft triple C5TE-6316-F or J C5TZ 6312-J 6-11/16”

sheave uses 3/8” belt inner
sheaves, ½” belt outer
6 65/66 Crankshaft triple C5TE 6316-K or C5TZ 6312-K 6-45/64” inner,

sheave uses 1/2” belts C8TE 6316-C 6-5/16” outer
6 65/66 Crankshaft triple C5TE 6316-L or C5TZ 6312-L 6-45/64” inner,

sheave uses 3/8” belts inner C8TE 6316-B 6-5/16” outer
sheaves and ½” belt outer
6 65/66 Crankshaft double C5AE 6A359-B C5AZ 6A312-A 6-3/4” inner

sheave, uses 3/8” belt inner, 7” outer
½” belt outer
6 66 Crankshaft double C6AE 6A312-A C6AZ 6A312-B 6-45/64”

sheave, uses 3/8” belt inner,
½” belt outer
6 65/66 Crankshaft single C5TE 6A359-C C5TZ 6A312-B 6-19/64”

sheave uses ½” belt
6 66 Crankshaft single C6TE 6A312-A C6TZ 6A312-A 6-45/64”

sheave uses ½” belt
6 66 Crankshaft, single C5AE-A C5AZ 6A312-A 6-45/64”

sheave uses 3/8” belt
8 Crankshaft, All, single C4AE 6316-A or B C3AZ 6312-E 6-5/8”

sheave part of harmonic
balancer
8 Crankshaft, Single sheave C1AE 6312-D C1AZ 6A312-D 6-19/32”

bolt on, 2WD w/dual sheave
alt, no TE, and no PS
66
8 Crankshaft, Single sheave C5TE 6312-A C5TZ 6A312-A 6-5/8”
bolt on, 4WD w/dual sheave
alt, no TE and no PS
8 Crankshaft, Double C1AE 6312-A C1AZ 6A312-C 6-39/64” inner

sheave bolt on, 2WD,
5-61/64” outer
w/dual sheave alt, w/TE no PS
or w/PS and no TE
8 Crankshaft, Triple Sheave MAPCO 6-39/64” inner

bolt on, provided in
5-61/64” outer
Dealer (Mapco) AC Kit
This chart identifies the crankshaft pulleys for the various engine configurations.
Alternators below 55 amp rating generally used a single sheave pulley in 2WD
applications but often used a dual sheave in 4WD applications.
C5TE 6312-A (left) and C1AE 6312-A (right) crankshaft pulleys
67
Water Pump Pulley Applications
Eng Application/ Notes Engineering Part Number OD

ID
6 Water Pump, 1 sheave, C5UE-A C5AZ 8509-A 6-63/64”

single shv alt, no TE
6 ’65 Water Pump, 3 sheave, C8TE 8509-A C8TZ 8509-A 6-3/16” 6-31/32”
double shv alt, w/TE
6 ’66 Water Pump, 3 sheave, C6TE 8509-B C6TZ 8509-A 5 11/32”

double shv alt, and w/TE
6 ’66 Water Pump, 3 sheave, C8TE 8509-A C8TZ 8509-A 6-3/16” inner
double shv alt, no TE, w/PS 6-31/32” outer
6 ’66 Water Pump, 2 sheave C6AE G C6AZ 8509-G 5 27/32”

w/dealer installed AC
8 Water Pump, 2WD, 1 ECG 8509-F3 B7A 8509-C 6-51/64”

sheave, single sheave alt, no
TE, no PS
8 Water Pump, 2 sheave, C6AE 8509-E C6AZ 8509-B 6-53/64”

w/ double sheave alt, no TE
and no PS or single sheave alt
and PS
8 Water Pump, 2 sheave w/ C7AE 8509-B C4SZ 8509-A 6-13/64”

later style dealer installed AC, r/b C7AZ 8509-B
no TE, single sheave alt and
PS, or dual sheave alt and no
PS
8 ’66 Water Pump, 3 sheave C6TE 8509-A C6TZ 8509-A 6-53/64” inner
w/ double sheave alt, no PS
and TE or single sheave alt 5-5/8” outer
w/PS and w/TE
This chart identifies the water pump pulley used for the various engine
configurations.
68
Hoses
Heater hoses could be solid black or have a white or yellow stripe. They had a series
of 3 small ribs running lengthwise on them which indicates they are probably from
the same vendor. In most cases both hoses would be the same type as they were
not meant to indicate a specific location as installed. The hose came in bulk and
were cut to fit.
Radiator hoses (section 80 in the MPAC) on the other hand were molded and had
specific part numbers. The basic part number for the upper hose is 8260, and the
lower hose is 8268. The Motorcraft replacement p/n uses K to identify all hoses
and M for molded. The hoses in the table below give the Ford and Motorcraft
replacement part numbers.
Replacement Hose Application Chart
Yr/Engine Model Upper p/n (Ford and Lower p/n (Ford and
Motorcraft) Motorcraft)
65, 240/300 2WD manual C5TZ 8260-V, KM202 C7TZ 8286-G, KM92
trans
65, 240/300 2WD automatic C5TZ 8260-V, KM202 C7TZ 8286-G, KM92
65, 240/300 4WD C5TZ 8260-V, KM202 C7TZ 8286-G, KM92
66, 240 2WD manual C6TZ 8260-C, KM203 C7TZ 8286-E, KM90
66, 300 2WD manual C5TZ 8260-V, KM202 C7TZ 8286-G, KM92
66, 240/300 Auto w/o TE C5TZ -V, KM202 C7TZ 8286-D, KM89
66, 240/300 Auto w/ TE C5TZ -V, KM202 C7TZ 8286-G, KM92
66, 240/300 4WD C9PZ 8260-T, KM154 C7TZ 8286-G, KM92
65/66, 352 2WD manual C5TZ 8260-J, KM244 C7TZ 8286-G, KM280
trans
65/66, 352 All auto C5TZ 8260-J, KM244 C5TZ 8286-AD, KM68
65/66, 352 4WD manual C5TZ 8260-B, KM243 C7TZ 8286-V, KM280
69
NOS C7TZ 8260-B, Molded upper radiator with A-15 hose clamps
Original radiator hoses had a very heavy texture, often referred to as “alligator”
hoses. Original production line clamps were the split band style as pictured.
Reproduction clamp on top, NOS A-15 style clamp on bottom.

70
Engine Ratings
Net horsepower was measured using an engine with production accessories such as
the water pump, alternator, breather and exhaust. In ’65 the horsepower wars
were just heating up, and gross horsepower numbers were often advertised which
were obtained in a test cell where there was no engine driven water pump or
alternator, and a test specific inlet funnel was used on the carburetor rather than a
production air filter/breather which resulted in much lower but real-world accurate
numbers. The minimal accessories used at that time kept the disparity to a
minimum.
Inline Sixes
The base model engine in all F series models was the 240 Cubic Inch I6 with the 300
I6 and 352 V8 engines optional. The 240 and 300 were distinctly different than
their smaller cousins, the 170 and 200 sixes found in cars and vans. The larger truck
sixes share the same basic architecture with a bore spacing of X and deck height of
Y and the same firing order: 1-5-3-6-2-4. They both shared the same bell housing
pattern as the small block 289/302, 351W and 351C. Cranking cylinder pressure at
sea level for both the 240 and 300 was specified as 150 to 200 psi with an allowable
tolerance between cylinders of 20 psi. Initial timing for both sixes without
thermactor emissions and with a manual transmission is 6 degrees advance. The
automatics without Thermactor were set at 10 degrees initial advance. With
thermactor initial timing was specified as TDC.
240 Six
Bore x Stroke: 4.00 x 3.18
Compression ratio for the 240 was 9.2:1 and was rated at 150 HP @ 4000 RPM
gross, 129 net. Torque was advertised as 234 ft-lbs @ 2200 rpm.
300 Six
First introduced in 1965, compression ratio for the 300 was 8.0:1 and it was rated
as 170 HP gross @ 3600 rpm, 150 net. Torque was advertised as 283 ft-lbs from
71
1400 to 2400 rpm. The 300 I6 has a reputation for extreme durability, low end
torque and ease of maintenance, with a 31 year production run. Automotive blog
On All Cylinders rated this the number 4 engine of all time! Simply changing the oil
at the recommended intervals will almost guarantee these engines will last 300,000
miles with one service department claiming to have a 1988 F150 with over 600,000
miles and still going!
Six Cylinder Engine Upgrades
The biggest limitation to power production with the inline sixes is the single barrel
intake with the inherent fuel distribution problems it creates with lean cylinders on
the outside and rich on the inside. The best way to overcome this is to replace the
head with an aftermarket aluminum head designed to take a better intake manifold
design or converting to fuel injection with individual injectors. This may prove cost
prohibitive and simply replacing the engine may be a better option.
72
352 V8
Compression ratio for the 352 FE was 8.9:1 with a 208 gross HP rating and a
certified net 172 HP @ 4000 rpm. Torque was advertised as 315 ft-lbs @ 2400 rpm.
Firing Order: 1-5-4-2-6-3-7-8 Deck Height: 10.17 Bore Spacing: 4.63
The 352 FE was first introduced in 1958 with a 4” bore and 3.5” stroke (same as the
351W and 351C). The FE is often referred to as a “medium block” as it has a 4.63
bore spacing, wider than a small block (4.38), but less than the true big blocks such
as the 429/460 or MEL (both 4.9). In 1965 and 66, the 352 was also found in
Galaxies as both a 2BBL and 4 BBL (290B engine code). It continued in the F series
into the next body style for 1967. The 2V 352 was specified to develop 160 to 200
psi during a 200 rpm compression test with a tolerance of 20 psi between cylinders.
Initial timing was set at 6 degrees for both manual and automatic without
Thermactor emissions and TDC with Thermactor emissions.
1965 352 V8
Courtesy of Denwerks.com
73
Heater, PVC and vacuum brake hoses were attached with Corbin clamps at the final
assembly plants. The short intake to water pump bypass hose was installed at the
engine assembly plant with tower style clamps and painted engine color. Radiator
hoses used split band A-15 clamps, also used on the fuel inlet hose. An assembly
line photograph shows an example of the split band type clamp.
The 352 received a new truck specific oil filter mount adapter, p/n C5TZ 6881-B that
placed the filter horizontally rather than vertically like the mount used for car
applications. The factory engine mounts are marked LH and RH. The post that goes
through the perches is offset to the front relative to the holes for the block. If the
mounts are installed backwards the engine will be too far forward for the clutch z-
bar to line up properly and the engine mounts will not sit down flush on the
perches.
Beginning with the 1966 production year, all engines were painted Ford Corporate
Blue.
FE Engine upgrades
The small FE will benefit from a mild performance cam, 4 BBL intake and better
flowing exhaust. The stock cam is relatively small, and the stock valve springs are
limited to under .50” lift and rather weak, so be prepared to replace the valve
springs when performing a cam swap with greater valve lift. This is also a good
time to install new valve stem seals. All FE heads flow quite well, so other than
valve springs and hardened seats, no other performance changes are necessary to
the heads. Be aware that the FE engines used up to three different length pushrods
as required on any given engine, the standard 9.62 size, .030 under and .060 under.
If installing a new cam and lifters, make sure you check the old pushrods for the
correct length.
74
8. Fuel and Airflow (MPAC Sections 90, 91, 92, 93, 94, 95, 96,97)
The only available fuel tank for both ’65 and ’66 was a 19.5 gallon capacity tank
mounted in the cab (’66 Shop Manual Part 10-15 Specifications). A common
problem with this design is seepage when the tank is near full and the weather is
warm, especially if the truck is parked level or angled such that the fuel inlet is
relatively downhill. The only options are to move the tank or avoid topping off with
fuel unless you are planning to drive it immediately to lower the level. The rather
small in cab tank coupled with a large V8 can make for frequent fuel stops. Adding
a second auxiliary tank underneath is a common modification and became optional
in 1967. The fill neck on the ‘67-69 mounted high on the bed and would interfere
with the Custom Cab side molding. The later ’70-72 design mounts the fill neck low
enough such that it does not interfere with the side molding yet still high enough to
make filling up easy as compared to the later low mount design of ‘73-79.
Carter 1V Carburetor
The Carter type YF single barrel carburetor was used on both the 240 and 300 six
cylinders. The Carter single barrel is a rugged and basic carburetor that was
perfectly paired for a long life on the 300.
Autolite 2100 2V Carburetor
The Autolite 2100 is one of the most simple and reliable carburetors ever designed.
The only area of concern is keeping the fuel supply clean so as not to allow dirt
inside to clog one of the annular discharge openings. The annular discharge design
of the primaries allows it to get excellent fuel mileage and great throttle response.
This design was leased and later bought by Holley when Ford made the transition
to all fuel injection. All 65/66 V8 trucks came with a manual choke and a 1.14
venturi carburetor.
The Autolite 4100 looks almost identical with the addition of two secondary bores
and can easily be retrofitted when upgrading the intake to a 4 BBL design. The
carburetor stud sits about 3/8” lower on the carburetor, so a taller stud will be
needed for an oil bath breather.
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Intake Breathers
An oil bath breather was standard with the dry filter breather available as an
option. The dry type utilized a round paper filter element in a breather that was
common to the full-size Ford line and Thunderbird. There were different versions
of the oil bath breather for different models; a smaller throat and OD for the 1 BBL
I6 engines and a larger throat and OD for the 352 V8. Additionally, there were
open and closed emission versions as well as 2 WD and 4 WD versions. A part
number was stamped on the outside of the breather, however this number is listed
as an “identification number” in the MPAC. The actual part number as used by the
Ford parts counter man was not what was printed on the label despite its
declaration of being a “Ford Part Number”.
Oil Bath Breather Application Chart (MPAC Section 96)
Year Application Original Ford MPAC

Identification Number replacement Part
(printed on breather) Number
65 V8 2 WD open emissions C5TF 9600-A C3TZ 9600-AA
65 V8 2 WD closed emissions C5TF 9600-B C3TZ 9600-AA
65/66 6cyl 2WD open emissions C5TF 9600-K or M C5TZ 9600-D
66 6cyl 4 WD open emissions C6TF 9600-A or L C5TZ 9600-C
66 6cyl 4WD closed emissions C6TF 9600-C or N C5TZ 9600-C
66 V8 2 WD open emissions C6TF 9600-S or Y C3TZ 9600-AA
66 V8 2 WD closed emissions C6TF 9600-T or Z C3TZ 9600-AA
66 V8 4WD open emissions C6TF 9600 D C6TZ 9600-E
66 V8 4WD closed emissions C6TF 9600 E C6TZ 9600-E
Note: Closed emission breathers were used as replacement parts for either
application, e.g. the C3TZ 9600-AA part number is a closed emission replacement
part that can be used for any V8 application.
Ford has never been in the concourse restoration business. This is one of the
limitations of using a replacement parts catalog as a guide for a restoration.
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Open and Closed Emission 1966 V8 Oil Bath Breather Stamps
The indicated part number on the open emission breather above is C6TF 9600-Y.
The closed emission breather below has an indicated part number of C6TF 9600-Z.
The same replacement part number is used for both; C3TZ 9600-AA.
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Fuel Pumps
All ‘65 to ‘79 Ford light truck and car fuel pumps were made by Carter, and the 65
to 70 truck pumps had the distinctive “button top” feature. The casting on the
pump body said “CAR BURE TER” on the ‘65 – ‘67 pumps. These have become very
sought after items in the Mustang restoration hobby and have therefore become
rather scarce and expensive. The ‘68 up casting simply states CARTER and are a
little easier to find. Carter fuel pumps of this era were made in both the USA and
Canada and either could have been installed at the assembly plant. All F100/250
truck fuel pumps also had an integral filter that screwed onto the pump. A
reproduction white filter with red lettering is available and is correct for ’62
through ’66.
78
Although Carter continues to make replacement fuel pumps, their appearance is
markedly different from the original design and they are no longer made in the U.S.
or Canada. Fitment of these modern replacements is rather poor with the body of
the pump creating interference with the bolts.
Carter “CAR BURE RETOR” Button Top fuel pump.
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Auxiliary Fuel Tank Retrofit
One of the common complaints by owners who use these trucks as daily drivers, is
the lack of fuel capacity and therefore range. A common cure is to install a
secondary fuel tank. A fuel selector switch from the 67 F250/Bronco (original p/n
C7TZ 9A050-A, replaced by D3TZ 9A050-B) is available with a compatible bezel
design to match the rest of the cabin control switches. Although Ford didn’t use a
solenoid to switch tank flow until the mid-80’s, the extra terminals are built into the
early style switch that was used to select the fuel senders in 1967. By adding an
aftermarket fuel selection solenoid similar in design to the mid-80’s F150, a single
switch can be used to provide both tank selection and fuel level monitoring.
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9. Exhaust
The 352 used stainless steel gaskets between the heads and the exhaust manifolds
that doubled as a heat shield. These gaskets are part numbers C1SZ 9448-E left and
C1SZ 9448-F right. The flat manifolds are a severe flow restriction, but since the
engines were only rated at 174 net horsepower and intended to operate primarily
at the lower end of the RPM range, they’re sufficient for a stock engine or one with
some small upgrades.
On the driver’s side between the manifold and the head pipe was a control valve
p/n C5TZ 9A427-A, used to help the engine warm up quickly. A gasket, p/n C5TZ
9450-A went between the manifold and the control valve.
C5TZ 9450-B donut gaskets and C5TZ 9450-A manifold to exhaust valve gasket
Asbestos based donut gaskets, p/n C5TZ 9450-B without TE and C6TZ9450-B with
TE, were used to seal the head pipe to the exhaust tube. The 352 used a 2”
diameter, 2 into 1 head-pipe that attached to both exhaust manifolds and then
went down the passenger side to a single round muffler. The inline sixes only used
a single 1-¾” exhaust pipe.
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C5TZ 9A427-A Exhaust Control Valve for early ’65 352 V8
C6TZ 9450-B with metal band for Thermactor emissions.
82
10. Hardware Finishes
This section will identify the finishes of various hardware used throughout the body
and engine, starting at the front.
Hood latch: There were two possible finishes on the hood latch, phosphate and oil
(typical of the Kansas plant) and zinc dichromate (typical of the San Jose plant). The
attaching bolts, p/n 353483-S2, were 5/16-24 x 1 1/8” phosphate and oil with a
captured star washer.
Engine: For ’65, the engine was painted black after assembly but prior to the valve
covers being installed. Gold was used for all V8 valve covers and red for inline
sixes. Because the engine was painted as an assembly, the bypass hose was
painted the same color as the engine. Also, the only place a corbin clamp was not
used on the V8 water hoses was on the bypass hose between the intake and the
water pump which were installed at the engine assembly plant rather than the final
assembly plant.
Ditzler DAR 13358 is used by many restorers as Ford Corporate Blue. However, a
sampling of NOS snorkels from 1968 and 1970 FE engines clearly shows that they
are not the same shade of blue. Neither of these examples had ever been out of
the box except for brief observation, so it is apparent that there was some
inconsistency in the exact color paint used. This is not surprising given that Ford
has always been in the mass production business.
Semi-gloss black: most pulleys*, most alternator fans*, alternator brackets, power
steering pump brackets, early power steering pumps (later pumps after 872001,
could also be painted metallic teal), rear leaf spring retainer brackets, master
cylinder and cap, front and rear shocks, rear axle housing, inner fender aprons,
battery tray, radiator core support, frame.
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Bright Zinc: coil bracket bolt, throttle clamp bolt, dimmer switch, fender bolts,
radiator hose clamps, fuel hose clamp, power steering hose clamps, ammeter
junction bolt, I-beam bolts, radius rod castle nuts and the flat washer, valve cover
bolts (65 only)
Phosphate and oil: coil clamp, distributor clamp, some hood latches (e.g. Kansas
built trucks), most Autolite carburetor linkages.
Yellow Zinc Dichromate: Some Hood Latches (e.g. San Jose built trucks), corbin
style heater hose clamps, water shutoff valve (heater), late 66 Autolite carburetor
linkages
Medium green paint: brake line clips
Natural uncoated: Steering gearboxes, steering linkage, front coil springs, spindles,
drums, hubs, parking brake cables, exhaust, driveshaft, rear leaf springs, brake and
fuel lines.
Red dye: Although I cannot conclusively state that the truck plants used red dye on
elliptical thread lock nuts, well preserved cars from several assembly plants
including Dearborn and San Jose make a compelling case for widespread use
throughout all assembly plants. Unique to the assembly line, elliptical thread lock
nuts of all sizes had a red dye for easy identification by both the assembly line
workers and the quality inspectors. These nuts were used throughout the truck
such as the lower front spring retainers, the I-beam pivot bolts, the cab mount bolts
and the Ford 9” rear differential. Because this dye was only intended to make it
easy to identify the correct nut on the assembly line, it was not meant to stand up
to weather. It is typically no longer visible after repeated exposure to moisture.
Replacement nuts from a dealer do not have this red dye coating.
Identification markings: Different assembly plants color coded various hardware

pieces for easy identification for left and right handedness (e.g. radius rods and
therefore I-beam-radius rod assemblies), location (e.g. the front radius rod bushing
retainers were green at Dearborn so the assembly line rule would be “green goes
to the front”) and groups of parts to be assembled together. This varied by plant
and may also have varied by year.
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At the Dearborn plant for example in 1969, LH (driver side) was identified with a
yellow paint daub while RH was identified with a green paint daub.
The only way to know what the original markings were on a given truck would be to
carefully clean a low mileage part that still has traces of the original marks. On my
’66 Kansas assembly plant build for example, the LH marks appear to be a light
blue, while no trace of the RH marks could be found. The pitman arm on my ’66
Bendix power steering box was marked with a yellow paint stripe while the manual
steering arms do not appear to use any marking.
Springs were marked with various paint stripes to identify spring rates (see section
5, Suspension and steering for specific details).
* late ‘65 and some early production ’66 models could have come with either a
blue alternator pulley or fan instead of black. These pieces were not necessarily
paired together, so an alternator could have a blue fan and black pulley or black fan
and blue pulley. Late ’66 production pulleys and fans were yellow zinc dichromate.
85
11. Factory Options
The standard cab with no options was very barren by today’s standards. Some of
the options that did not come as standard include:
Arm rests (Included with Custom Cab)
Auxiliary Oil and Ammeter gauges (included with Camper Special)
Cigar lighter (Included with Custom Cab)
Deluxe Appearance Package (Included with Custom Cab)
Laminated sheet door glass (OUCH!)
Tinted windshield
Deluxe Fresh Air Heater (Included with Custom Camper F250)
Two Tone paint
Manual radio and antenna (Included with Custom Cab)
Carpeting (Ranger only item)
Passenger side visor (Included with Custom Cab)
Padded visors (included with Custom Cab and Deluxe Camper Special in 66)
Full foam seat cushions (Included with Custom Cab)
Door storage compartments (LH included with Custom Camper F250)
Two speed windshield wipers (Included with Camper Special)
Chrome front bumpers (Included with Custom Cab)
Any rear bumper
Dual electric horns (Included with Camper Special)
Bright metal (stainless) hub caps
Body side moldings (available on Style-side only, included with Custom Cab)
Tool storage box (available on Style-side only, included with Deluxe Camper Special)
Side mounted spare tire carrier
Power brakes (on 66 models)
Power steering (available around November 1, 1965 on the 66 models)
In addition, the F250 did not come standard with a spare wheel and tire.
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Factory Option Packages
Ranger
The Ranger package could only be ordered as an option with the Custom Cab. The
Ranger had bucket seats from the Mustang/Falcon and an optional console from
the Falcon as well. It was also the only way you could get carpeting instead of a
rubber floor mat. A separate piece of carpet covered the gas tank. Many trucks
have been modified over the years to replace the factory bench seat with bucket
seats, but the trim code on the warranty plate identifies whether the Ranger option
came from the factory. See Section 2 for trim codes.
Camper Special
Nothing on the Warranty plate or VIN indicates whether a truck came as a Camper
Special, and every option that came as part of the Camper Special package except
for the fender badges and intermediate (tail light) harness were available as an
option on any other F100 or F250 series truck. The Camper Special included
auxiliary oil pressure and ammeter gauges, a 55 amp alternator standard, heavy
duty 70 amp-hour battery, extra cooling radiator, heavy duty front springs, and
dual Western type side mirrors. The mirrors could either be the Swing Lock or the
Tripod mount.
Early ’65 Camper Specials were not available with the unique intermediate harness
that had provisions for providing power to a camper shell. Sometime in the ’65
model year, Camper Specials came with an intermediate (tail light) harness with
additional wiring and a 4 pin connector that connected to a dealer installed relay to
provide electric power to a camper shell. This package was available on any of the
129” wheel base configurations.
An upgrade to the Camper Special package was the Custom Camper Package for F-
250s which included the Custom Cab, deluxe Fresh Air Heater, two speed
windshield wipers, Left Hand Door storage compartment, and dual horns. Above
the Custom Camper Package was the Deluxe Camper Special package which also
included padded sun visors, chrome front bumper, body side moldings, and a RH
Tool Storage compartment.
87
The 300 6 cylinder F100 Camper Specials came with the standard open 3.70 rear
gear and 1125 lb rated front springs, while the V8 F100 Campers came with a 3.50
axle gear and 1250 lb front springs. The F250 Camper Specials all came standard
with an open 4.10 axle gear.
There was also a Camper Coach, not to be confused with the Camper Special which
had a camper body in place of a bed and unique wiring.
88
12. Individual Factory Options
AM Radio
A manually tuned Bendix AM radio p/n C6TZ 18805-B was offered as a $46.55
option with an additional charge for the antenna. Antenna installation was
performed at the dealer and therefore varied, but a typical installation would use
p/n C1UZ 18813-A, at $5.70.
Auxiliary Gauges
Trucks with the optional auxiliary gauges used a junction block, part number C5TZ
14448-x mounted on the passenger side inner fender near the starter solenoid
where the alternator output and ammeter input were attached. The output from
the ammeter was then attached to the starter solenoid. The original junction block
is not reproduced and has a smaller center to center mounting distance (1-3/8”)
than the ’65 Lincoln Junction block (2-1/8”) that is available in reproduction as a ’67
- ’70 Shelby part.
C5TZ 14448-E block assembly vs. C5VB 14448-A Lincoln/Shelby junction block
89
The C5TZ 14448-E block assembly on the left used a fiber board base that does not
hold up well as compared to the plastic ’65 Lincoln and ’67 up Shelby Junction block
on the right. Note also the larger 5/16” stud versus the ¼-20 stud on the Lincoln
piece. Leave it to Ford to design two different pieces with the same function, in the
same model year to save a few cents per unit cost.
The auxiliary oil pressure gauge necessitated the use of an adapter in the oil filter
extension that could mount both the warning light switch and the oil pressure
transducer. The very early ’65 models used part number C5TZ 9B339-A that had
the sensor openings on opposite sides, 180 degrees apart. This was difficult to
orient such that both sending units didn’t foul with either the oil filter or the fuel
pump and/or fuel line. It was quickly replaced by the 9B339-B that has the
openings 90 degrees apart.
C5TZ 9B339-B oil sender adapter with openings 90 degrees apart.
90
Deluxe Fresh Air/Heater
This option provided a pair of cabin mounted pull knobs located to the right of the
driver just below the dash. One knob operated a door inside the air plenum that
allowed fresh air into the cabin, the other remotely operated a water valve (part
number C3UZ 14895-A) spliced into one of the heater hoses going to the heater
core. The base model heater plenum did not have a door for fresh air and to
operate the water valve the operator had to open the hood and manually open or
shut the valve (part number C5TZ 18495-A) in the hose.
Power Brakes (See Section 3, Power Brakes)
Power Steering (See Section 4, Power Steering)
Tool Storage Compartment
A tool storage compartment was available for both the F100 and F250 styleside for
both the short and long beds. The long bed box, p/n C5TZ 8146132-A measured
11” high x 27” wide and 16” deep was a $57.50 option while the shorter box p/n
C5TZ 8146123-B for the 115” wheel base trucks was slightly less at $50.50.
NOS bedside Tool Storage Compartment
91
Transistorized Ignition
Although a transistorized ignition system had been available on commercial Ford

trucks and 427 Galaxies since 1963 marketed as “Perma-Tuned”, a newly re-
designed and simplified version was introduced in ’66 and available as an option on
F100s and F250s. In a transistorized ignition, the points are only used to create a
signal to the transistor. A 7.5 +/- 0.4Ω resistor wire assembly was used between
the amplifier and the distributor to limit current to the points to 0.5 amps, greatly
reducing pitting, thereby significantly extending the life of the points. Because the
points are isolated from the coil by the transistor, there was no need for the
condenser in the distributor. A .33Ω ballast resistor was used in place of the pink
resistor wire to allow more voltage to the coil. The “amplifier” (replacement p/n
DY-46) was mounted in the cab while the dual ballast resistor block and tach/test
block were mounted in the engine bay. In addition to the absence of a condenser,
the transistorized specific distributor used a primary wire with a .18 bullet
connector that connected to the green lead from the amplifier. The TI primary lead
is part number C3SZ 12216-A which is obsolete. A DW-20 primary lead is much
shorter but can be used as a replacement. A transistorized specific coil was also
required, p/n C3TZ 12029-A (replacement p/n DG-32, identified by C3TF 12029-F or
D8PJ 12029-AA).
NOS C3TZ 14448-A (DY-44) Tach/Test Block

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NOS C3TZ 12A046-C Dual Ballast Resistor and Bracket Assy
The dual ballast resistor has a .33Ω resistor (top) that replaces the 1.6Ω pink
resistor wire in a conventional ignition system. The .43Ω lower resistor is in series
with the primary side of the coil between the amplifier and coil.
The tach/test block is used to connect test equipment such as a tach or dwell meter
for adjusting the points. Connecting anywhere else will potentially give a false
reading and possibly damage the transistor.
The ’66 Truck MPAC denotes a “voltage regulator extension harness” p/n C6TZ
10A545-E that was unique to the transistorized ignition option. This short
extension harness in fact connected to the 4 terminals of the dual ballast resistor
and tach test block and was also used on the ’66 Galaxy with transistorized ignition.
93
NOS Transistorized Amplifier
Earlier versions of the amplifier had either C3TF 12A027-A or C5SP 12A027-B
identification numbers. The part number for the ’66 design transistorized ignition
listed in the ’66 Truck MPAC is C3TZ 12A027-C. The pre ’66 designs, p/n C3TZ
12A027-A and -B contain an extra 2µF capacitor. When Ford intended a part to be
backward compatible, they typically only change the suffix. The TI distributor parts
used on the ’66 F100/F250 are called out in the MPAC in section 120.4 K, however
other parts such as the amplifier and tach block are not.
The ‘66 model amplifier merely acts as a switch. By isolating the primary circuit
from the points, a higher voltage and current result from using less resistance in
the circuit rather than amplifying either.
94
Eng TE Trans ID number(s) Part Number
240 yes C4 Automatic C6TF 12127-BD C6TZ 12127-V
240 no All Automatic C6TF 12127-AN C6TZ 12127-J
240 no All manual C6TF 12127-AM C6TZ 12127-F
300 yes All manual, C6TF 12127-BE C6TZ 12127-T

and C4 auto
300 no All manual C6TF 12127-AS C6TZ 12127-A r/b

C5TZ 12127-K
352 no All manual C6TF 12127-G C6TZ 12127-G r/b

C6TZ 12127-AB
352 no automatic C6TF 12127-H C6TZ 12127-H
352 yes All manual C6TF 12127-AB C6TZ 12127-AB

and auto
Transistorized Distributor Applications
There were numerous differences in the TI distributors intended to increase service

life and not essential to the operation of a transistorized ignition.
The distributor cap was made from alkyd resin which has a higher dielectric
strength than the bakelite used for the standard cap. The alkyd resin resulted in a
light tan color. The dimensions on the inside of the cap with respect to the gap
between the rotor and contacts are identical to the standard cap, although the
ribbing is different.
Below the rotor was a dust cover. A small piece of felt on the rubbing block was
used to lubricate the distributor cam that was typically only used in commercial
truck engines.
If an early Ford type in-line tach is used with a TI ignition, a shunt made from a 10”
length of the C0LF 12250-A pink resistance wire must be used between the two
tach leads to prevent the tach from burning out due to excessive current (Shop Tips
From Ford Vol 1 No. 2 November, 1963).
95
13. Dealer Installed Options
There were numerous over the counter options that are not covered here. This
section will only deal with the most popular dealer installed options
Air conditioning
Air conditioning was only available as a dealer installed option. Although it had
been available for the ’64 model, it was not available again until ’66 and had to be
ordered as two separate kits, an engine installation kit for either the V8 or inline 6,
part numbers C6TZ 19B969-B for the V8 and -E for the inline 6 and the Master A/C
kit that included a Rotunda evaporator, the condenser/drier assembly and the
hoses, p/n C6TZ 19B968-A. There appears to be some variation in the installation
from one dealer to the next. The compressor and Master AC kit were ordered
separately from the engine installation kit and as a result could have been installed
with different parts from one truck to another. The compressor could have been
either a York or Tecumseh.
Rotunda Under Dash Evaporator Unit
96
The Rotunda evaporator unit could not be installed in a 4 speed manual or a 4WD
truck with the high hump due to its length. This explains why Mustang
evaporators, are sometimes seen installed in 65 and 66 trucks.
The Rotunda under dash evaporator is unique in design with the evaporator coil at
the back and the fan in front. All other Ford evaporators have the fan at the back.
The Rotunda evaporator also has a unique mounting design with two ¼-20 studs
protruding from the top. The hoses enter and exit from the top driver’s side, as did
the ’65 Mustang/Falcon unit. The registers, part number C2MY 19A671-A are
slightly larger than the ’63-‘65 Falcon/Mustang evaporator.
Because individual dealers could have installed the Mustang/Falcon evaporators,

with the ’66 models having hose connections in the center, there is some variation
of where the hoses pass through the firewall. Most installations had the hoses pass
through the firewall a little to the driver side of centerline, just below the pinch
weld.
The radiator was moved back .5 to .625” on the I6 using four spacers between the
radiator and core support to allow room for the condenser. The V8 used two ¾”
square tubes on each side of the radiator with notches for the condenser brackets.
The condenser was a tight fit, right next to the radiator which made it very
inefficient.
It became common to modify the hood latch by trimming the back side to allow the
condenser to be moved forward away from the radiator. The refrigerant lines
didn’t pass through the radiator core like the ’67 dealer kit or later ’68 up factory
AC installations. Instead, they wrapped tightly up and over the radiator on the
driver’s side.
97
Condenser/Receiver/Drier Assembly in C6TZ 19B968-A Master A/C Kit
The addition of a condenser restricted flow through the radiator, so a 6 blade fan
was included in both the C6TZ 19B969-B and -E kits to keep the engine temperature
under control. The fan, p/n C6MY 8600-B has an 18.5” diameter, and was used on
full size Mercury Monterey’s and Ford Fairlanes with 390s in ’66 and ‘67. However,
even with the 6 blade fan the addition of a condenser could still result in over
heating when stuck in traffic on a hot summer day. The ’68 edition of the MPAC
indicates a shroud was included with the inline 6 kits, but not mentioned in the V8
kit. A Rotunda fiberglass fan shroud was available to keep the engine at a steady
and cool temperature and was quite effective. Both the C6MY fan and the Rotunda
fan shroud are rare items today. A 5 blade 18.5” fan when coupled with a shroud is
also very effective. This fan can be found in trucks with the HD cooling option p/n
C5TZ 8600-G or from the ‘68 to ‘72 trucks, p/n C8TZ 8600-B (C8TA-F identification
number), and was produced in large numbers and therefore relatively easy to find
at reasonable prices.
98
C6MY-B fan with 6 aluminum blades
There were several revisions to the dealer installed A/C kit available from Ford
through the years, although they are all obsolete now. The original dealer kits
made by Mapco for Ford were also sold by Sears. The 352 V8 truck kit, Mapco p/n
MT-183K and the Inline 6 truck kit, Mapco p/n MT-173K, were likely available by
the summer of ’65. They were not compatible with power steering as that was not
yet an option.
The V8 kit came with an aftermarket 2 sheave cast iron bolt on crank pulley and a
dual sheave compressor clutch such that the inner sheave on the compressor clutch
aligned with the outer sheave on the 2 sheave bolt on pulley. The main mounting
bracket, Mapco part number 183-1, had the holes in the shelf offset such that the
inboard compressor pulley was in the same plane where the power steering pulley
99
would be on a ’66 truck with a dual sheave alternator. The 183-1 bracket attached
to the driver’s side head with two bolts, the lower of which being where the power
steering pump bracket would also attach.
At some point after the introduction of the ’68 model year, a second dealer
(Mapco) kit became available for the FE V8s to be compatible with the new engine
front dress on the 360 and 390. The Mapco part number then differentiated
between the two as MT-183K-1 for the ‘65 to ‘67 models and MT-183K-2 for the ’68
to ’71* trucks with only the crankshaft pulley and spacer differing between them.
There were also likely revisions made at this time to the original design.
Early Mapco V8 Truck Engine Kit with 183-1 Compressor Mount
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*As indicated by the instructions printed in 1971. It will most likely fit the 1972
model trucks as well.
Late Mapco V8 Truck Kit With 183-1A Compressor Mount
The last revision to the ‘65-‘67 F100/F250 V8 Ford dealer/Mapco kit appears to
have been made in 1971 and is compatible with power steering. This kit has a
slightly revised compressor mount (Mapco part number 183-1A) that placed the
compressor farther outboard to align with the outermost sheave of a 3 sheave bolt
on pulley included with the kit, and a single attach point to the head allowing for
the power steering pump bracket to attach to the head as well. The mounting shelf
angles up slightly allowing the regular non-AC ‘65/66 style reservoir to clear the
compressor. The aftermarket 3 sheave cast iron pulley allowed for both dual
sheave alternators and power steering.
The final kit designed for the ’68 to ‘71 V8 trucks with add on air conditioning is
Ford part number D1TZ 19B969-B (Mapco part number MT-183K-2-Rev (3)), and as
stated previously is almost identical to the final revision of the ’65 to ’67 kit.
Instead of the cast 3 sheave bolt on crank pulley, a single sheave formed steel add
on pulley designed to work with the ’68 to ’72 crank pulley is included. If using this
kit, either a ’68-’72 crank pulley and balancer or a 3 sheave add on crank pulley
101
along with an early ‘65/66 style harmonic balancer with single sheave pulley built in
will need to be sourced elsewhere.
The final inline 6 truck dealer kit is Ford part number D2AZ 19B969-A (Mapco part
number MT-173-4, indicating it was the 4th major revision). It was compatible with
or without power steering.
The dealer (Mapco) V8 kits allowed retention of the high mount alternator but
replaced the factory adjusting arm with a short adjusting bracket that bolted to the
top of the compressor bracket. It will also work with a low mount alternator for
trucks equipped with a smog pump.
Adding air conditioning to a stock engine can also be accomplished by using parts
from a later model ‘68 to 79 truck, or the same year Thunderbird or Galaxy as they
were produced in much greater numbers and came with optional factory air. It is
best to get all the under-hood pieces from a single donor. The compressor bracket
from the Thunderbird 390 V8 is engineering ID number C6SZ 2882-A as cast into the
compressor bracket. This bracket will clear the factory power steering bracket on
‘66 models so equipped. However, the Thunderbird compressor bracket requires a
specific ‘65/66 power steering pump reservoir with the neck moved aft and tilted
back at an angle, or the later pencil neck Thompson pump. It should be noted that
the Thunderbird PS bracket used in conjunction with AC had a built in idler pulley
for the AC belt. This same bracket was later re-identified as part number D0TZ
3A732-A and used on the ’68 to ’70 F100/F350 with 360 or 390 and AC. The
Thunderbird crankshaft pulley, p/n C4SZ 6A312-B (ID C5AE 6312D) and dual sheave
water pump pulley p/n C6AZ 8A609-A (ID C6AE 8609-A) with a 5-7/8” OD and a
single sheave alternator pulley can be used to duplicate the ’66 Thunderbird pulley
configuration and allow for easy replacement of belts.
For the six cylinder trucks, p/n C7AZ 2882-A from the full size car line (e.g. Galaxy)
can be used to install a compressor.
102
External Mirrors
No 65 or 66 F series truck came with external mirrors installed from the factory,
although western type mirrors were included as part of the Camper Special
package to be installed by the dealer. A rubber plug was provided in a slot where a
mirror could be mounted at the factory.
The chrome 5” round head mirror was available with either a universal mount (part
number C1TZ 17696-F), or with a slug attachment (part number C1TZ 17696-E) both
as a $6.60 option. This mirror is available in reproduction.
A painted rectangular 5x8 mirror with a 9” fixed arm was also available for the
same $6.60 price in both a universal design (part number C3TZ 17696-D) or slug
attachment (part number C3TZ-17696-C). NOS replacements can either be grey or
Wimbledon White.
C3TZ 17696-D Fixed Arm Mirror
103
C3TZ 17696-F Swing Lock West Coast Junior Mirror with ’61-’66 specific mounting
brackets
The Camper Special package included Western Junior type mirrors that were
installed at the dealer. There were two possible choices for the West Coast mirror;
the Swing Lock (part number C3TZ 17696-F) with a 6x9 mirror or the more common
Tripod (part number C1TZ 17696-D) with a large 10.5x7.5 mirror, both a $9.50
option in 1966.
104
C1TZ 17696-D West Coast Junior Tripod Mirrors
The tripod style mirror used the largest mirror available for the small trucks with a
7.5x10.5 mirror head and was commonly found on the Camper Specials. These
could come painted either grey or Wimbledon white as illustrated.
C5TZ 17696-A Diminishing (Spot) Mirror Kit
105
An add on Diminishing Mirror kit p/n C5TZ 17696-A could be added to any of the
mirror options with tubular mounting brackets.
Rear Step Bumper
A wrap around rear step bumper, p/n C5TZ 17906-A was available for $35.85.
Body Side Step
A cast aluminum step insert designed for the styleside bed, p/n C3UZ 8720092-A
was available for $9.90.
Bed Mount Spare Wheel Carrier (Section 14)
An optional bed mount spare wheel carrier was available with the parts in the chart
below:
Part name Basic Part Part name Basic Part number

number
Arm 1432 Wheel lock kit 1386
Bar 1496 Nut, carrier bolt 1462
Bolt, carrier hinge 1471 Nut, hinge bolt 1476
Bolt, carrier support 1408 Wheel retaining plate 1424
Bolt, wheel 1448 Wheel carrier 1407
mounting reinforcement
Bracket, frame to 1453 Carrier to sill 1413
carrier reinforcement
Carrier 1433 Wheel retainer 1474
Extension, tire valve 1705 Wheel carrier stud 1458
Carrier support assy 1405 Stop bar support 1497
106
14. MPAC users guide
The Master Parts and Accessories Catalog (MPAC) was intended to be used by the
parts counter salesman, not the restoration enthusiast. It is rather large and
cumbersome and can be difficult to navigate. Below is a table that identifies what
section deals with what parts category as taken from the 1969 Truck Parts Catalog
Training Guide.
Major Group Index Section
Accelerator Linkage 90
Air Cleaner 90
Air Conditioner 170
Alternator 100
Automatic Transmission A70
Axle, Front 30
Axle, Rear 40
Battery 100
Brake System 10
Bumpers 170
Carburetor 90
Carrier, Wheel 10
Cleaner (air) 90
Clutch 70
Cooling System 80
Distributor 100
Drive Shaft (rear axle) 40
Engines 60
Exhaust System 50
107
Fan 80
Fenders 160
Frame 50
Fuel Pump 90
Fuel System 90
Gear Shift 70
Grille 80
Heater 170
Hood 160
Horns 130
Ignition System 100

Instrument Cluster 100
Jack 170
Lamps 130
Linkage, Accelerator 90
Linkage, Steering 30
Manifold 90
Mirrors 170
Muffler 50
Overdrive 70
Paint 10
Pump, Fuel 90
Pump, Water 80
108
Radiator 80
Radio 170
Regulator, Voltage 100
Shock Absorber 170

Speedometer 170
Springs 50
Stabilizer 50
Starter 100
Steering Gear 30
Suspension, Front 30
Tachometer 170
Tank, Fuel 90
Transmission, Standard 70
Wheels 10
Windshield Washer 170
Windshield Wiper 170
Wiring 130
Part Numbering System
Part numbers begin with a letter code for the decade where A = 1940s, B = 1950s,
and C = 1960s etc. The next digit is the original design year, e.g. 1965 would be C5.
The next letter represents the original model application where T = truck, A = full
size cars, S = Thunderbird, U = vans, V = Lincoln/Mercury and Z = Mustang. The
basic parts group is generally a 4 or 5 digit number although many small parts have
an 8 digit number instead of the basic group number. Last is a revision letter that
can be used to differentiate things such as color that are otherwise
interchangeable, to completely different applications such as hoses. Parts
designed for a ’65 F100 would typically be designated C5TZ, followed by a string of
numbers and then a revision letter, e.g. C5TZ 2078-A.
109

1965-66 F100-F250 Restoration Guide 8-3-20

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1965-66 F100-F250 Restoration Guide 8-3-20

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1965/1966 F100/F250

Warranty Plate Line 1 2

4. Suspension and Steering 31

8. Fuel and Airflow 74

10. Hardware Finishes 82

11. Factory Options 85

12. Individual Factory Options 88

13. Dealer Installed Options 95

14. MPAC users guide 105

2WD 2 wheel drive

Some of this information is from observations of factory installed examples and

Warranty Plate breakdown

The first three characters are the series code.

Series codes for ‘65/’66 trucks (except as noted):

Code Description Code Description

1965 Engine 1966 Engine

The assembly plants breakdown as follows:

Code Assembly plant Code Assembly Plant

Production Begins Ends with Production Begins Ends with

The 1966 model serial numbers breakdown as follows:

Production Begins Ends with Production Begins Ends with

1965 US and 1966 US and Canadian Paint Colors

1965 Canadian Paint Colors

Code Color Code Color

Model Description GVWR

Code Description Code Description

RPO Ford 9” Rear Axle Codes 1965

Code/Tag ID Ratio Code/Tag ID Ratio

RPO Ford 9” Rear Axle Codes 1966-69

Code/Tag Id Ratio/pinion Code/Tag ID Ratio

F100 Dana 44 Rear Axle Codes

Code Year ratio Load Rating

F100 Dana 60 Rear Axle Codes

Code Ratio Description

Code Description Code Description

Dana 44 Front Axle Codes

Code Application ratio Model Description

5000 172 4000 54XXXX

US District Sales Office Codes

DSO District DSO District DSO District

DSO Mercury DSO Code Ford Regions

New for 1966

Thermactor Emissions became mandatory to meet California’s emission control

All engines were painted Ford Corporate Blue.

Interior Trim Codes (2nd line of warranty tag)

1965 Standard Cab trim codes = 81A

Trim Color Trim Color

1965 Custom Cab trim codes = 81B

Trim Color Trim Color

1966 Standard Cab Trim Codes = 81A

Trim Color Trim Color

1966 Custom Cab Trim Codes = 81B

Trim Color Trim Color

Standard Interior (MPAC Soft Trim Section at back of book)

Interior Roof Trim

Standard cabs came with a solid hardboard roof panel trim.

Standard Dash Panel and Gauges

Custom Cab Interior

Custom Cab Door Panels

NOS door panels have inconsistent color and grain texture

Color Application Part Number

Door Storage Pockets

Application Spokes Color Part Number