How to identify a Ford V8
m |
(Clean up, format photos.) |
||
| Line 10: | Line 10: | ||
*'32-'36: poured main bearings until October 1935 when an inserted main bearing engine was introduced. Both poured and inserted styles were available through 1936. Some inserted engines were stamped "LB" but many were not; there is no sure external way to identify them and many "stamped" engines are bogus. The oil pan must be removed and mains inspected. '37 blocks have insert mains. | *'32-'36: poured main bearings until October 1935 when an inserted main bearing engine was introduced. Both poured and inserted styles were available through 1936. Some inserted engines were stamped "LB" but many were not; there is no sure external way to identify them and many "stamped" engines are bogus. The oil pan must be removed and mains inspected. '37 blocks have insert mains. | ||
*Front-mounted distributor driven directly off the camshaft, coil mounted in distributor with 3 screws. | *Front-mounted distributor driven directly off the camshaft, coil mounted in distributor with 3 screws. | ||
| − | *'32-'36 early: three screws. | + | :*'32-'36 early: three screws. |
| − | *'36 late: 2 screws at angle. | + | :*'36 late: 2 screws at angle. |
*221 cubic inch displacement. | *221 cubic inch displacement. | ||
*'32-'33: 1-barrel carburetor. | *'32-'33: 1-barrel carburetor. | ||
*'34-'37: 2-barrel carburetor. | *'34-'37: 2-barrel carburetor. | ||
*Bell housing is cast in as part of the block. | *Bell housing is cast in as part of the block. | ||
| − | *Bore and stroke | + | *Bore and stroke is 3.0625" x 3.750". |
===1938-1942=== | ===1938-1942=== | ||
| − | [[File:1938-'48_59A_FORD_BLOCK_BELLHOUSING_DETAIL.jpg|thumb|left| | + | [[File:1938-'48_59A_FORD_BLOCK_BELLHOUSING_DETAIL.jpg|thumb|left|350px|1938-’48 Ford 59A]]<br style="clear: both" /> |
*24 studs hold on the heads. | *24 studs hold on the heads. | ||
*Two water pumps on the front of the block. | *Two water pumps on the front of the block. | ||
| Line 30: | Line 30: | ||
*Mercury engines had 239 cubic inch displacement. | *Mercury engines had 239 cubic inch displacement. | ||
*Ford engines retain the same bore and stroke. | *Ford engines retain the same bore and stroke. | ||
| − | *Mercury engines receive a 3.1875 x 3.750. | + | *Mercury engines receive a 3.1875" x 3.750" bore and stroke. |
===1946-1948=== | ===1946-1948=== | ||
| Line 39: | Line 39: | ||
*Both Ford and Mercury engines have a 239 cubic inch displacement. | *Both Ford and Mercury engines have a 239 cubic inch displacement. | ||
*Bell housing is cast in as part of the block. | *Bell housing is cast in as part of the block. | ||
| − | *Ford and Mercury engines share bore and stroke 3.1875 x 3.750. | + | *Ford and Mercury engines share bore and stroke 3.1875" x 3.750". |
===1949-1953=== | ===1949-1953=== | ||
| − | [[Image:Engine.JPG]] | + | [[Image:Engine.JPG|border|400px]] |
New engine actually introduced in '48 when new truck line is introduced, car use starts in '49. Major changes are made to the flathead: | New engine actually introduced in '48 when new truck line is introduced, car use starts in '49. Major changes are made to the flathead: | ||
| Line 53: | Line 53: | ||
*New conventional style distributor is used. | *New conventional style distributor is used. | ||
*Distributor is now driven by a gear off the cam. | *Distributor is now driven by a gear off the cam. | ||
| − | *Bell housing is now a | + | *Bell housing is now a bolt-on stamped steel piece for cars, cast iron for trucks. |
*Modern insert bearings are used. | *Modern insert bearings are used. | ||
*Ford engines marked 8BA, EAB or 8RT on the heads. | *Ford engines marked 8BA, EAB or 8RT on the heads. | ||
| Line 59: | Line 59: | ||
*Ford engines remain 239 cubic inch displacement. | *Ford engines remain 239 cubic inch displacement. | ||
*Mercury engines are increased to 255 cubic inch displacement. | *Mercury engines are increased to 255 cubic inch displacement. | ||
| − | *Ford retains the 3.1875 x 3.750 bore and stroke. | + | *Ford retains the 3.1875" x 3.750" bore and stroke. |
| − | *Mercury receives a 3.1875 x 4.000 | + | *Mercury receives a 3.1875" x 4.000" bore and stroke. |
| − | [[Image:ENGINE.jpg]] | + | [[Image:ENGINE.jpg|border|400px]] |
| − | [[Image:53_Ford_4_dr_4.jpg]] | + | [[Image:53_Ford_4_dr_4.jpg|border|400px]] |
| − | [[Image:1950fordflathead.jpg| | + | [[Image:1950fordflathead.jpg|thumb|400px|left|1950 Ford Flathead engine.]] |
| − | <br style="clear: both" /> | + | <br style="clear: both"/> |
===1937-1940 V8 60 flathead=== | ===1937-1940 V8 60 flathead=== | ||
| Line 74: | Line 74: | ||
*Much smaller than the normal flathead V8. | *Much smaller than the normal flathead V8. | ||
*Has full floating bearings. | *Has full floating bearings. | ||
| − | *2.60 x 3.20 bore and stroke. | + | *2.60" x 3.20" bore and stroke. |
*136 total cubic inch displacement. | *136 total cubic inch displacement. | ||
*1937 engines have tin sided blocks, while '38-'40 are full cast blocks. | *1937 engines have tin sided blocks, while '38-'40 are full cast blocks. | ||
| Line 87: | Line 87: | ||
*Big Ford trucks came in both solid and hydraulic lifters. | *Big Ford trucks came in both solid and hydraulic lifters. | ||
*337 cubic inches of total displacement. | *337 cubic inches of total displacement. | ||
| − | *3.50 x 4.375 bore and stroke. | + | *3.50" x 4.375" bore and stroke. |
*Marked as 8EL for Lincolns. | *Marked as 8EL for Lincolns. | ||
*Marked as 8EQ (8RT) for the Ford trucks. | *Marked as 8EQ (8RT) for the Ford trucks. | ||
| Line 93: | Line 93: | ||
== 335 series engine family (Cleveland) (302C/351C/351M/400) == | == 335 series engine family (Cleveland) (302C/351C/351M/400) == | ||
*Made in Cleveland Engine Plant #2 or Michigan Casting Center. | *Made in Cleveland Engine Plant #2 or Michigan Casting Center. | ||
| − | *Made in Ford Australia-Geelong plant 1974 - circa 1984. 302C | + | *Made in Ford Australia-Geelong plant 1974 - circa 1984. 302C and 351C only. |
*8 cap screws retain rocker cover. | *8 cap screws retain rocker cover. | ||
*Timing chain housing is part of block casting. | *Timing chain housing is part of block casting. | ||
| Line 99: | Line 99: | ||
*Fuel pump mounting bolts are vertical. | *Fuel pump mounting bolts are vertical. | ||
*Exhaust bolt holes diagonal. | *Exhaust bolt holes diagonal. | ||
| − | *351M/400: Intake is 12.7" wide the 351C is narrower ( | + | *351M/400: Intake is 12.7" wide the 351C is narrower (different deck heights). 302C/351C manifold approx. 11" wide (280mm). |
| − | *It is difficult to differentiate a 351M from a 400 externally. The most accurate way is to remove the oil pan and look at the crank. [http://www.tmeyerinc.com/400crankshaftid.html 351M/400 crankshaft ID]. | + | *It is difficult to differentiate a 351M from a 400 externally. The most accurate way is to remove the oil pan and look at the crank. More at [http://www.tmeyerinc.com/400crankshaftid.html 351M/400 crankshaft ID]. |
| − | *351M/400 share the same transmission bolt pattern as the 429/460 (385 series)motors. One exception | + | *351M/400 share the same transmission bolt pattern as the 429/460 (385 series) motors. One exception to this was the 400, it was available with the FMX transmission in full size Fords in the early '70's and has the smaller bolt pattern. |
| − | *All 302C/351C blocks use the smaller 6 bolt transmission pattern, C4 or "Windsor" type etc. | + | *All 302C/351C blocks use the smaller 6 bolt transmission pattern, C4 or "Windsor" type, etc. 351Cs were available with 4 bolt mains (HO or Boss). 2V heads and 4V heads were used depending on the engine option. Originally 2V meant 2bbl carb. and 4V meant 4bbl carb. However it was soon discovered that the huge 4V ports were not much good for street applications. |
| − | *351C and 351M crankshafts are not interchangeable. They have the same stroke but journal diameters are different, 2.75" Vs 3.00". *Connecting rods are not interchangeable between "M" & "C" motors, 6.58" | + | *351C and 351M crankshafts are not interchangeable. They have the same stroke but journal diameters are different, 2.75" Vs 3.00". *Connecting rods are not interchangeable between "M" &and "C" motors, 6.58" vs. 5.78". |
| − | *Australian | + | *Australian crankshafts are cast and have a raised "302" or "351" on one of the counterweights. US made 4M, 4MA, 4MAB crankshafts were also used in Australian produced 351C engines. Ford Australia GT motors are 99% guaranteed to have a 4M-type crank in it. These 4M series cranks are also found occasionally in other "regular" Aussie production motors, particularly F series vehicles. Australian 302 engines have a longer connecting rod, it is 6.00" (351C is 5.78") |
===Heads=== | ===Heads=== | ||
| − | Australian-built | + | Australian-built Cleveland have 2V type heads, 59cc (on average) closed chamber heads on 302C and 74cc open chamber heads on 351C. |
===Blocks=== | ===Blocks=== | ||
| − | At some point during Australian production the casting "CF" at the top of the rear of the block, next to the oil pressure sensor outlet was changed to "GF" for "Geelong Ford" plant. Also at some point late during production in an attempt to reduce the | + | At some point during Australian production the casting "CF" at the top of the rear of the block, next to the oil pressure sensor outlet was changed to "GF" for "Geelong Ford" plant. Also at some point late during production in an attempt to reduce the Cleveland tendency to overheat, a "pillow" block was produced to increase water capacity around the cylinders. |
A "Nascar" block was produced by Ford Australia (exact year unknown) for the US market. Exact numbers shipped to the USA is unknown. These "Nascar" blocks were to have thicker cylinder walls and "better grade" cast iron, but due to bad core shift were no better than standard blocks. However it is known that most of these blocks were returned to Australia and used in regular production to clear the supply of blocks. | A "Nascar" block was produced by Ford Australia (exact year unknown) for the US market. Exact numbers shipped to the USA is unknown. These "Nascar" blocks were to have thicker cylinder walls and "better grade" cast iron, but due to bad core shift were no better than standard blocks. However it is known that most of these blocks were returned to Australia and used in regular production to clear the supply of blocks. | ||
| Line 119: | Line 119: | ||
Australian-built Clevelands used either a cast iron 2bbl or 4bbl manifold with 2v size ports. Initially 302C's were only available with a 2bbl carb.(1974-1976) and 351C's had either a 2bbl or 4bbl option. | Australian-built Clevelands used either a cast iron 2bbl or 4bbl manifold with 2v size ports. Initially 302C's were only available with a 2bbl carb.(1974-1976) and 351C's had either a 2bbl or 4bbl option. | ||
| − | Rochester carburetors were used on the 2bbls with an aluminum adapter plates. Carter Thermoquads were used on 4bbl spread bore type manifolds with an aluminum EGR plate. Early production 4bbl manifolds had large secondary inlet ports. Later production 4bbl manifolds had the secondary ports reduced in size in an effort to increase mileage and throttle response particularly on 302's with the 4bbl option. | + | Rochester carburetors were used on the 2bbls with an aluminum adapter plates. Carter Thermoquads were used on 4bbl spread bore-type manifolds with an aluminum EGR plate. Early production 4bbl manifolds had large secondary inlet ports. Later production 4bbl manifolds had the secondary ports reduced in size in an effort to increase mileage and throttle response particularly on 302's with the 4bbl option. |
| − | To confuse matters, Australian production 351C motors were mixed with US-built Clevelands (mostly 4bbl Autolite motors) through to about 1976-77. Early Australian production 302C's 1973-1975 (XA-XB Falcon) used US blocks with Aussie heads and crankshaft/conrods. Then it appears that US-built "C" blocks bought by Ford Australia were used up to the late 70's in regular production. | + | To confuse matters, Australian production 351C motors were mixed with US-built Clevelands (mostly 4bbl Autolite carb'd motors) through to about 1976-'77. Early Australian production 302C's 1973-1975 (XA-XB Falcon) used US blocks with Aussie heads and crankshaft/conrods. Then it appears that US-built "C" blocks bought by Ford Australia were used up to the late '70's in regular production. |
== Ninety-degree engine family (221/260/289/302/BOSS 302/255/351W) == | == Ninety-degree engine family (221/260/289/302/BOSS 302/255/351W) == | ||
| Line 130: | Line 130: | ||
*Thermostat housing on intake manifold. | *Thermostat housing on intake manifold. | ||
*Exhaust bolt holes horizontal. | *Exhaust bolt holes horizontal. | ||
| − | *302 BOSS Engines (69 | + | *302 BOSS Engines ('69-'70) have Cleveland (335 Series) style (canted valve) heads and the block can be identified by screw-in freeze plugs. |
| − | *Timing cover/water pump | + | *Timing cover/water pump- put your thumb on the timing cover above the water passage, is it touching the head? It is a 302. Is it touching the block? It is a 351 (the 351W having a higher deck). |
===Where made=== | ===Where made=== | ||
| − | 289, and 351W were made in Windsor, this plant opened Jan 1966. 221, 260, 289, | + | 289, and 351W were made in Windsor, this plant opened Jan 1966. 221, 260, 289, and 302s were made at Cleveland Engine Plant #1; the last one was shipped the week before Christmas in 2000. The last four months the plant built ahead for Ford of Australia, who continued to install those engines in new cars for about 2 years. |
| − | + | ||
===4.2L/255 CI (1980/1982)=== | ===4.2L/255 CI (1980/1982)=== | ||
| Line 145: | Line 144: | ||
*BOSS 429 engine has a semi-hemispherical combustion chamber, also known as a "semi-hemi". Easily identified by large valve covers with spark plugs through the center. | *BOSS 429 engine has a semi-hemispherical combustion chamber, also known as a "semi-hemi". Easily identified by large valve covers with spark plugs through the center. | ||
| − | [[Image:69Lincoln460.jpg| | + | [[Image:69Lincoln460.jpg|thumb|left|400px|460 cubic inch 385 series engine.]] |
<br style="clear: both" /> | <br style="clear: both" /> | ||
== FE Series (332/352/EDSEL361/360/390/406/410/427/427SOHC/428) == | == FE Series (332/352/EDSEL361/360/390/406/410/427/427SOHC/428) == | ||
| − | [[Image:Dual_intake_pipes. | + | [[Image:Dual_intake_pipes.jpg|border|400px]] |
| − | *Intake manifold runners partially covered by rocker covers.The exhaust port runners extend out from the head ending with flanges that have the top exhaust manifold bolt holes through these flanges. | + | *Intake manifold runners partially covered by rocker covers. The exhaust port runners extend out from the head ending with flanges that have the top exhaust manifold bolt holes through these flanges. |
*5 valve cover bolts. | *5 valve cover bolts. | ||
*Distributor goes through the intake manifold, the only Ford engine that has this feature. | *Distributor goes through the intake manifold, the only Ford engine that has this feature. | ||
| − | [[Image:390FE.jpg| | + | [[Image:390FE.jpg|thumb|left|400px|1969 390 cubic inch FE.]] |
<br style="clear: both" /> | <br style="clear: both" /> | ||
| Line 179: | Line 178: | ||
====Single Overhead Cam (SOHC)==== | ====Single Overhead Cam (SOHC)==== | ||
| − | [[Image:46SOHC.jpg| | + | [[Image:46SOHC.jpg|thumb|left|400px|4.6 Liter SOHC engine, this one is in a 1999 Crown Victoria that is a former Sheriff's car.]] |
<br style="clear: both" /> | <br style="clear: both" /> | ||
====Dual Overhead Cam (DOHC)==== | ====Dual Overhead Cam (DOHC)==== | ||
| − | [[Image:46DOHC.jpg| | + | [[Image:46DOHC.jpg|thumb|left|400px|4.6 liter DOHC engine, otherwise known as the Cobra engine.]] |
<br style="clear: both" /> | <br style="clear: both" /> | ||
Your Privacy Choices