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Explorer on the left, mustang on the right. You can probably use the explorer cover on a stock mustang. You can't use the mustang cover on an explorer unless you find a way to mount a crank position sensor. It makes sense that the aftermarket only makes the explorer cover.

Timing cover is different. The mustang piece doesn't have bosses for the timing pointer/crank position sensor.

If only there was a tech write-up to answer all these questions... https://classicbroncos.com/forums/ams/explorer-5-0-serpentine-accessory-drive-belt-conversion.1386/

If you use the parking brake much you probably should stick with drums. There's a lot more brake contact surface with drums than with disks. I suspect something is wrong with the current park brake system.

Black-blue wire can go to dome or map light.

The 2 pin connectors go to the wiper harness. I'll have to take a look at diagrams for the one. Old-timer beat me to it.

You didn't happen to take any pictures when you were in there, did you? Was it working with that particular combination of C4 parts previously? The reason I ask is because there were 3 different rooster combs and you need the correct one to work with the size of the pins in the rest of the...

Is the internal rod still attached at the rear of the trans? If that has come loose you can fix it by just removing the adapter. If the pawl or gear is broken you will need to completely pull the trans apart to get to them.

If that's the case, it would be limited in travel only in the left turn direction. Does that seem to be what's happening? If so, you really need to open that box up. Might as well replace all the seals while it's apart.

Are you saying it turns fine when the drag link is disconnected but not fine when it is connected? If that's the case maybe your drag link is the wrong length for the clocking of the pitman arm on the box. A stock pitman arm has 4 keyed splines and can really only go on in one position. One...

Keep the box oriented with the input pointing up. Pull the input shaft out. It will bring the spool valve with it. You only removed the adjuster. Look in the box and you'll see the end of the worm gear. There is a pin on the edge of the worm gear that needs to index to the spool valve. Don't...

Has the transfer case been separated from the 3 speed adapter since this problem first started? If so, the transfer case input gear could be installed backwards. There are dogs on one side of the gear that mesh with a sliding gear inside the tcase. If the gear is backwards, no meshing can...

Off the bat, it sounds like the forward clutch is losing pressure. Could be piston seals or stator seals. There is only one test port, just in front of the shift lever. I suspect you won't have much pressure at all in any forward gear. 60's cases are not compatible with 70's valve bodies in any...

Yep. That about sums it up. Weirdness. Maybe someone was trying to make a divorced D20 or it's part of a cold duck setup.

The Ford C4 adapters were also cast iron. In any case, I don't think that C4 was mated to that D20 previously. Notice the pin in the bearing retainer and the pin in the C4 adapter.

That bearing retainer is really odd. Never seen one like that. It bolts to the tcase. You have something strange going on there. Input stub shaft looks odd too.

Make sure you have good grounds at the pcm.

The splines will fit, but everything else is wrong. The arm is twisted the wrong way and the drag link taper isn't deep enough.

I helped with a 300 install into an EB about 12 or 13 years ago. By helped I mean I did all the wiring to integrate the factory Ford EFI system. It worked great. Fitment was tight.

https://leepowersteering.com/collections/seat-kit/products/saginaw-gearbox-seat-kit-early