Читать книгу Ford Small-Block Engine Parts Interchange - George Reid - Страница 8
ОглавлениеThe 1962–1963 221-ci and 1962–1964 260-ci engines employ five-bolt bellhousing blocks with a bore of either 3.500 (221) or 3.800 (260) inches. Casting numbers are C2OE, C3OE, or C4OE. The location of these casting numbers depends on the block. In 1962, block casting numbers were cast into the rear lifter valley rail on top. In 1963–1964, they can be found just above the starter. Casting date codes in 1962–1964 are in the block above the starter. These blocks are easy to spot because their 3.500- and 3.800-inch bores are smaller than the standard 4.000-inch found on the 289 and 302.
The small-block Ford’s basic block architecture didn’t change much over its long production life. This is a 289 block cast at Windsor with a “WF” casting code. Not all 289/302 blocks were cast at the Cleveland foundry.
Block-deck cooling passages on the 221 and 260 are triangular shaped as well, which makes them different from the 4.000-inch-bore 289 and 302. Early 1962 221 and 260 blocks had two 1½-inch freeze plugs on each side, which became three freeze plugs in 1963 with the arrival of the 289. These early blocks are also identified via engine-mount bolt-hole spacing; the earliest 221/260 blocks are 5.940 inches apart along with two freeze plugs instead of the traditional three you see most often. Revised engine-mount bolt-hole spacing to 7.000 inches changed in the 1963 model year to reduce noise, vibration, and harshness.
The 289-ci engine entered production in the 1963 model year with a five-bolt bellhousing bolt pattern just like the 221 and 260, along with the 7.000-inch mounting bolt holes and three freeze plugs on each side of the block. Five-bolt-bellhousing 289 blocks have casting numbers of C3OE, C3AE, C4OE, C4AE, and C4DE.
Beginning with the 1965 model year, Ford revised the 289 block to a six-bolt bellhousing bolt pattern to improve noise, vibration, and harshness. Block casting numbers are C5AE and C6AE. The 289 High Performance V-8 had the same block as the 289-2V and 289-4V with the exception of wider main bearing caps. Standard 289-2V and 289-4V main bearing caps are 15/16-inch wide at the block main saddle; they taper as they rise to the top at the casting and cap numbers. The wider 289 High Performance main bearing cap is 15/16-inch wide at the block and does not taper. This difference applies to both five- and six-bolt-bellhousing 289 High Performance blocks.
The 302 block appeared for the first time in the middle of the 1967 model year in 289 applications with a C8AE or C8OE casting number with a “302” in the valley area. What made the 302 block different than the 289 was .015-inch-longer cylinder skirts to accommodate the 302’s longer 3.000-inch stroke. It is not uncommon to find a 1967–1968 289 engine with a 302 block.
This is a side-by-side comparison of the two small-block Ford V-8 bellhousing bolt patterns. On the left is the smaller five-bolt pattern used from 1962 to 1964. On the right is the larger six-bolt pattern employed to reduce noise, vibration, and harshness by spreading harmonics across a broader contact area to dampen sound and vibration.
The casting number was located at the rear of the block at the valley-to-manifold rail in 1962 only. From 1963 on, the casting number was located just above the starter (shown) along with the actual casting date code. This is a 260 block with a casting number of C4OE-6015-E cast on “5G26” or July 26, 1965, making it a service replacement.
The date code stamped into a block (shown) indicates the date of engine assembly. This code, “5C4R,” means March 4, 1965. It is unknown what the “R” means.
Most 221, 260, 289, and 302 blocks have these 15/16-inch-wide main caps that taper toward the casting and main cap numbers. These caps are 15/16 inch at the block mating surface and roughly 1/2 inch at the top.
The five-bolt bellhousing bolt pattern was used from 1962 to 1964 on all small-block Fords including 221, 260, and 289. This is a new-old-stock C4OE-E 260 block unearthed by a restorer in Florida.
The engine assembly date code was also stamped in the block pan rail near the casting number and date code. If you find a block that has been decked and the engine assembly date is gone, look for the stamped date code here.
The 289 High Performance block is marked “HP” with a grease pencil along with an orange paint dab. The block isn’t any different than a standard 289-2V/4V block, but it has wider main caps, also marked with orange paint.
This is the 289 High Performance engine’s wider main cap, which is 15/16-inch wide for its entire width and height. Note the orange paint marking, which made it quickly identifiable in the frantic pace of production.
The 302 block evolved after 1968 with casting revisions. Although most of these blocks are interchangeable with 289 types dating back to 1965, it is important to note that the clutch equalizer shaft pivot boss on the driver’s side was eliminated from the 302 block beginning in 1975. This means that you need a bolt-on clutch equalizer shaft pivot bracket for a 1975–up 302 block if you run a manual transmission and the classic Z-bar clutch linkage.
If you’ve found an original engine that’s never been apart, it likely has its original rear main rope seal and pin. Remove and dispose of the pin. If you forget to remove the pin, it distorts the new rear main seal, causing leakage.
Nearly all blocks have this boss. However, it was rarely used for anything. It is believed this boss was originally conceived for the vehicle identification number. However, 289 High Performance V-8s got the VIN stamp not here, but on the passenger-side pan rail in the rough-cast surface. It is unknown what “PP” means.
This is a June 1967 “302” block that was factory assembled as a 289. “C8OE” 302 blocks were cast as early as February 1967. Based on several examples seen in a variety of machine shops through the years, Ford produced a lot of 1967 289 engines using C8OE 302 blocks.
If you restore a classic Mustang or other type of vintage Ford, your search for a corresponding numbers-matching block is challenging because there aren’t as many salvageable cores as there used to be. For the purist, remember this: The block should have a correct casting number. A 1965 Mustang, as one example, should have a C4 or C5 casting number depending upon vehicle build date. Casting and engine build date codes should fall within 30 to 60 days of the vehicle build date.
Not all 289 and 302 blocks were cast at Cleveland. Here’s a 289 block that was cast at Windsor with the “WF” Windsor foundry marking.
One example might be “5A26” (January 26, 1965), which means year, month, and day of casting or manufacture. If the date code is cast into the block, it indicates the exact date the block was cast. If it is stamped into the block, it indicates the engine’s exact date of engine assembly.
All 289 High Performance V-8s were stamped with the vehicle identification number here along the passenger-side pan rail. This engine is from an early 1966 Shelby GT350, which is actually a holdover ’65 with a Ford 1965 VIN. It is Ford Blue, but should have been painted black, which is the correct color for 1965.
Mexican blocks (289 and 302) are easily identified by the round and “D” bosses at the front of the block. Although it has long been believed Mexican blocks have a higher nickel content, this isn’t true. These blocks weigh exactly the same as their U.S. counterparts. Their difference is their 15/16-inch-wide main caps.
This is the Mexican block’s wider 15/16-inch main cap, which closely resembles the 289 High Performance main cap. The wider main caps were for durability in unimproved road conditions.
If you find a matching-number block with cylinder bores that have been bored to 4.030 inches or larger, the block can be sleeved by a qualified machine shop and returned to service. The cost to sleeve a block is approximately $100 per cylinder depending upon the shop and area. The good part about sleeving a used block is the seasoned iron from steady cycling of heating and cooling over time. Sleeving is discouraged if you’re going racing because, no matter what anyone tells you, there isn’t enough stability with iron bores. New-old-stock Ford service blocks from the 1960s are expensive and hard to come by but can still be found.
Check any block you’re considering for cracks and severe deck warping before machine work is performed. This process can be accomplished by any qualified machine shop before expensive machine work begins. As a rule, small-block Fords rarely suffer from cracking unless there has been a severe overheat or extraordinary circumstances such as an accident or the block having been dropped. Weak spots are generally around the decks near cylinder head bolt holes, cylinder bores, and main saddles.
Mexican 289/302 blocks are believed to have a higher nickel content, but this is not true. Mexican blocks and their north-of-the-border counterparts weigh virtually the same, which debunks the high nickel content theory because nickel adds weight to an iron casting. A Mexican 289/302 block is better because of its wider 15/16-inch non-tapered main bearing caps (as you see on 289 High Performance blocks). Mexican blocks are a good source for wider main caps. If you use them on another block, have a machine shop measure and line bore/hone them to the proper size.
Ford’s limited-production 1969–1970 Boss 302 engine block is highly sought after for its four-bolt main caps, heavier main webs, thicker decks, and screw-in block plugs. Because fewer cores are available today, it isn’t racers going after these blocks but restorers looking for authentic date-coded Boss blocks.
Ford Mexican blocks have “M” casting numbers such as “C8AM-6015-B” and the casting date code. If you find a Mexican block that is beyond salvaging, you can use the wider main caps on another block. The block and caps have to be line-bored/honed to achieve proper fit.
Five basic Boss 302 block castings were produced: C8FE, D0ZE-A, D0ZE-B, D0ZE-C, and D1ZE-B. C8FE is the 1968 302 Tunnel Port block, which was also used in production 1969 Boss 302 Mustangs and Cougars. Most common are the D0ZE and D1AE Boss 302 block castings. D1ZE-B is a Ford replacement service block. Because Boss 302 engines failed mostly due to piston failure, there are plenty of service blocks available.
As with the earlier 221, 260, 289, and 302 blocks, overbore for the Boss 302 block is limited to 4.040 inches, and it is suggested no greater than 4.030 inches, especially if you intend to take it to 7,000 to 8,000 rpm. You can sleeve a Boss 302 block for about $100 per cylinder and go back to a standard bore.
This is the Boss 302/302 Tunnel Port block, which is the only small-block Ford (Fairlane V-8) produced with four-bolt mains. The Boss 302/302 Tunnel Port block sports screw-in freeze plugs and 4.000-inch bores.
Boss 302/302 Tunnel Port blocks have screw-in freeze plugs due to the high cooling system pressures that they run at high RPM.
Compared to the 221/260/289/302, the 351-ci Windsor block is a taller deck with additional webbing in front on top, which makes identification easy because it has a wider block. The 351W has a 1-inch-taller deck to accommodate the increased 3.500-inch stroke. The 1969–1971 351W blocks appear to be stronger than those after it based on having a higher nickel content.
Early 351W blocks are numbered C9OE and D1AE. One other option is 351W blocks cast in Mexico for high-performance applications. They are difficult to come by. They pop up from time to time in U.S.-built Fords and Mercurys. Like the 302 blocks mentioned earlier, these blocks weren’t limited to Mexican-built vehicles.
A Boss 302 block with a “C8FE-B” casting number is a 1968 302 Tunnel Port block. Aside from the casting number, they’re virtually identical to the production Boss 302 blocks of 1969–1971. This particular block was cast December 5, 1968. According to Randy Ream of the Boss 302 Registry, C8FE-B blocks wound up in production 1969 Boss 302 Mustangs and even some early 1970 units.
The Boss 302/302 Tunnel Port block has this AE 302 marking in the lifter valley. Not all Boss 302 blocks were marked this way. This is an early 302 Tunnel Port block, which ultimately became the Boss 302 block.
This is a Boss 302/302 Tunnel Port block with the vehicle’s consecutive unit number stamped in the valley end rail. Because this is a C8FE-B block, it probably came from a production 1969 Boss 302 Mustang.
The 351W block is easy to identify because it sports a 1-inch-taller deck than the 221/260/289/302. Look for the raised stiffeners in front on either side of the distributor.
The 351W’s block sides are different than the low-deck 289/302. Look for a greater distance between the deck and pan rail along with dimples, which provide strength.
Ford produced 351W engines through 1996. This is an F0AE-6015-AA-9 flat-tappet block. Ford didn’t produce a 351W roller block until 1994. The F4TE roller block was first produced for the F150 SVT Lightning pickup. Although the F4TE block is a roller-tappet block, not all F4TE blocks received a roller cam from the factory. Most had flat-tappet cams for non-performance applications.
Casting numbers are also a quick means to 351W block identification. This is a D2AE-6015-BA-16 block casting poured on April 5, 1972, at the Windsor foundry.
Make Your Own One-Piece Block
Jim Grubbs of JGM Performance Engineering in Valencia, California, has demonstrated that you can convert a classic two-piece seal 221/260/289/302/351W block to a late-model one-piece rear main seal by placing your block in a boring bar and machining the main cap and block to accept the one-piece seal. The crankshaft lip can also be machined flush, making crank and block compatible.
Did you know that you can take a two-piece rear main seal block and have it machined for use with a one-piece rear main seal? Any competent machine shop can do this with a boring bar.
Block Identification — 221/260/289/302/Boss 302/351W
Bold Indicates High-Performance Application
Finding a Cleveland block with a standard bore is challenging because so many of them have been rebuilt or recycled into scrap iron. Most have been bored to at least 4.030 inches. Boring them beyond 4.040 inches is discouraged. As with other small-block Fords, 351 Clevelands can be sleeved and brought back to standard for about $100 per bore by a qualified machine shop.
Two basic 351C blocks, two-bolt main and four-bolt main, were produced with casting numbers visible above the starter. This information enables you to identify these blocks without removing the oil pan. Although there are two basic blocks, there are several casting and part numbers.
Ford Australia produced a NASCAR Cleveland block for the North American market; however, not much is known about this block. These blocks had thicker cylinder walls and decks along with four-bolt mains. The bad news is that they were rejected and returned to Australia due to casting core shift problems and sold on the Australian performance market.
The best 351C block has four-bolt main caps. Not all D2AE-CA blocks were four-bolt main. All 351C blocks can be converted to four-bolt mains with factory or aftermarket main caps because all have provisions for four-bolt mains.
This is the D2AE-CA Cleveland block with four-bolt main saddles. As you can see, there’s enough iron at each main saddle to convert any 351C block to four-bolt main caps.
The 351C block casting number and date code are located just above the starter, just as on the 221/260/289/302/351W. The D2AE-CA is the ultimate evolution of the North American Cleveland block. This block was cast February 30, 1972.
This is the 351C’s rear main bearing cap, which is much wider and capable of supporting greater stresses. It is also designed to be more leak resistant.
The 351C’s controlled bypass flow brass insert must never be removed. This insert is crucial to proper engine cooling because it limits thermostat cycling and reduces overheating issues. The 400 and 351M had this feature cast into the block, which means there is no brass insert.
Not all 351C engines produced in Australia employed blocks cast in Australia. According to reliable sources, Ford’s Cleveland foundry and the Michigan Casting Center produced 351C blocks for Ford Australia with North American casting numbers. Michigan Casting Center blocks received an “MCC” logo/code. Blocks produced both in and for Australia were used for both 302- and 351-ci engines. Ford Australia-produced Cleveland blocks are identifiable by their cast-in thermostat coolant-flow restrictors instead of a brass insert such as the North American 351C. These blocks have Ford Australia casting numbers.
The 400 and 351M engines use the same raised-deck Cleveland block. This block has a 1.091-inch-taller deck height (10.297 inches versus the 351C’s 9.206 inches) to accommodate the 400’s 4.000-inch stroke. This makes a 351M/400 block easy to identify. However, most 351M/400 blocks have a Ford big-block bellhousing bolt pattern, which means you need to use a big-block C6 or Top Loader for a raised-deck Cleveland engine project. This is the same bolt pattern used for the 385-series 429/460-ci big-blocks but not for the FE-series 390/427/428.
One Ford insider closely involved with Cleveland engine development said that the 335- series engine family was originally going to have a minimum of 335 ci, which explains the “335” designation. The 335 became 351 ci with the same bore and stroke as the 351W along with the same bore spacing.
Cleveland blocks were designed for four-bolt main bearing caps, which didn’t happen until well into production. Ford engineers wanted more iron underneath for added strength without a skirted block and cross-bolted main caps. They also wanted an engine with minimal potential for leaks, hence the dry intake manifold and steel-plate front timing cover.
Although Ford produced 302 and 351C engines in Australia, none of the Australian blocks was fitted with four-bolt main caps. Australian Cleveland blocks did not have traditional North American Ford casting numbers, though it is believed North American casting molds were shipped to Australia when 351C production ended in 1974. If you find a Cleveland block devoid of a Ford North American casting number and a “GF” foundry designation, you’ve found an Australian block.
This is the 400 Cleveland block, which arrived late in 1971 for the 1972 model year. The 400 is identifiable by its narrow boss, which rises just to the right of the distributor bore here. The 400 and destroked 351M that arrived for 1975 both employ this block. (Photo Courtesy Tim Meyer)
A bird’s-eye view of the 400 block shows a taller deck and the raised bosses in front. The raised thermostat bore is to the left of the distributor bore. (Photo Courtesy Tim Meyer)
Underneath, the 400 block reveals its larger 3.000-inch main journals and D1AE-AA two-bolt main caps. This block can be converted to four-bolt main caps thanks to generous pan rails and main webs. T Meyer Precision Automotive Machining offers four-bolt main steel billet main bearing caps for the 351M and 400. (Photo Courtesy Tim Meyer)
Side by side, the 351C (left) and 400 (right) blocks are easily identified. The 400’s taller deck and big-block bellhousing bolt pattern distinguishes it from the 351C. (Photo Courtesy Tim Meyer)
Early Ford small-block castings prior to 1975 are cast, drilled, and tapped for a Z-bar clutch linkage. If you’re building a 1975 or later block, you have to find a bolt-on Z-bar pivot bracket, which is a Ford part.
Your block prep regimen should include screw-in oil galley plugs in the interest of engine security.
This is the one-piece rear main seal that arrived in December 1982 on all small-block Fords. To use a one-piece rear main seal block, you must use a crank devoid of the lip for a two-piece seal. Cranks with the seal lip can be machined down for a one-piece seal.
This 400 block is a first-year-only casting with both big- and small-block bellhousing bolt patterns. This block is drilled for small block use. Your chances of seeing this block anywhere are slim. (Photo Courtesy Tim Meyer)
All small-block Fords prior to December 1982 (1983 model year) have a two-piece rear main seal. The 351C, 400, and 351M never had a one-piece rear main seal.
The orifice plate below the thermostat on the 351C engine block controls coolant flow to the thermostat and should never be removed. If you do, you will have thermostat malfunction and resulting overheating issues. Ford called this the “Controlled Bypass System.” The new coolant-control system provided improved cooling without frequent thermostat cycling. It also provided for improved warmup. When Ford introduced the 400, it eliminated the orifice plate, instead molding the Controlled Bypass System into the block.
