sources for ford blocks

Discussion in 'Blocks' started by grumpyvette, Apr 5, 2011.

  1. grumpyvette

    grumpyvette Administrator Staff Member

    http://www.candcmotorsports.com/blocks.html

    http://www.eliminatorproducts.com/category/14.aspx

    http://home.earthlink.net/~kaneofthenat ... /id15.html

    http://www.fordracingparts.com/parts/pa ... yField=283

    http://www.jonkaaseracingengines.com/co ... gines.html

    http://www.dartheads.com/products/engin ... all-blocks

    and some good info


    http://home.earthlink.net/~kaneofthenat ... /id15.html


    DynoTom POSTED THIS

    FORD : All production Ford 385 Series blocks have a 10.300+" deck height. We don't need to search high & low for a production tall deck block like the chevy guys do. All Ford blocks are "tall" deck and can be found anywhere. Further, the Ford's 10.300" deck height is still higher than the chevy tall deck's 10.200" deck height.

    CHEVY :All passenger car chevy blocks have a 9.800" deck height. Chevy guys need to look high & low for their elusive 10.200" tall deck truck block, and the enthusiasts want big bucks for them. In the end, their 10.200" tall deck truck block still comes up short when compared to Ford's standard issue 10.300" block

    FORD :The Ford's lifter valley has oil drainback galleries at the rear so as to direct oil straight to the pan while also diverting it away from the rotating assembly (where oil can rob horsepower). Also, the center section of the valley is raised so as to bring the crankcase ventilation holes above the oil level and also creates a "trench" between the cylinder banks and lifter bores which channels oil to the drainback galleries.


    CHEVY :The chevy's lifter valley has no oil drainback galleries. And due to the raised, single ventilation hole at the front of the block, most of the oil in the lifter valley has no choice but to drain through the middle of the lifter valley and directly onto the rotating assembly (where the oil robs horsepower). This is a notorius problem with the production chevy's and there are aftermarket kits attempting to address this poor block characteristic.


    FORD :The cam-to-crank centerline is higher in the Ford (6.078"). This enables us to run cams as big as necessary for our huge stroker motors (or our 9000+ rpm screamer motors) and breathe easily. Also, Ford lifters have a greater diameter (0.875") which makes for a more "friendly" cam profile for flat tappet cams. The higher cam centerline also makes for shorter (and effectively stiffer) pushrods.


    CHEVY : The cam-to-crank centerline in the chevy is too close in a performance applicaton (5.152"; Gen 2 blocks raised to 5.552"), as it effectively restricts the maximum cam lobe height...in the early blocks, the cam lobes will actually hit the rotating assembly if the cam is too big. Such an aggressive cam would wreak havoc on the chevy's smaller (0.842") flat tappet lifters anyway. Longer pushrods are more prone to fail, too


    FORD :The production Ford blocks can handle enough stroke to conceivably create a 572 cubic inch engine without the need to clearance the block to accomodate the stroker crank. The stroker kits for the Ford fit like a glove.


    CHEVY :Not only is the production chevy block incapable of accomodating a stroker engine package as big as the Ford, but it also requires grinding / clearancing of the crankcase to fit a stroker crankshaft in the first place.


    FORD :The Ford has a 4.900" bore spacing. This allows for bigger cylinder bores and pistons, better cooling between cylinders, and larger engine displacement capability from the oem block.


    CHEVY :The chevy is stuck with a 4.840" bore spacing. This restricts the extent of oversize pistons compared to the Ford. Ford's stock boresize is bigger than the 427/454 by over .100".


    FORD :The Ford's head bolt holes are blind and stay nice and clean for decades of faithful service. The countersunk threads are more protected and chasing is not needed after block decking.


    CHEVY :The Chevy head bolt holes go into the water jackets, which corrodes the bolt threads. Headbolt threads often strip--both on the bolt and in the block.


    FORD :The symmetrically spaced massive 9/16" head bolts support a 140 foot-pound clamping force and do it with a minumum of bore distortion, thanks to the head bolt holes being anchored directly into the block material and not only into the deck. With head bolts of this size and capability, Ford's don't need any more bolts in almost every application


    CHEVY :The chevy's irregularly spaced wimpy 7/16" head bolts limit head clamping to only 65-75 foot-pounds (almost half that of Ford). Even at this low spec, a torque plate is highly advisable because of bore distortion; the head bolt's anchor into threads in the cylinder deck and so the deck easily gets pulled out of shape (it's not much thicker than the small block chevy deck).



    Ford 429/460 Rod Ratio: 1.84/1.72

    Large stroker cranks from OEM cranks

    Symetrical ports for better fuel distribution

    Good compression ratios with flat top pistons (72-96 cc combustion chambers)




    Chevy 396/427/454 Rod Ratio: 1.63/1.63/1.53

    Need aftermarket crank to get big displacement

    Non-symetrical intake ports

    Huge, heavy dome pistons required to get just 10.5:1 c/r (98-122cc combustion chambers)
     
  2. grumpyvette

    grumpyvette Administrator Staff Member

  3. grumpyvette

    grumpyvette Administrator Staff Member

  4. 87vette81big

    87vette81big Guest

    This Topic does not come up often here Grumpy.
    FORD.
    Like a Dirty Word in Chevy Camps.

    Just Phil & Me like them too.

    5.0 guys are safe from Hellcats.
    Its the Corvette world in trouble.
    Takes Big Bucks start to finish complete package to run against to 10.5- 9.0 ET with a Vette.
    New or Vintage Vettes.
     
  5. grumpyvette

    grumpyvette Administrator Staff Member

    every time I see a ford engine design I kind of like they take it out of production and start pricing the parts as if they were made on pluto from solid silver bars,and the price and shipping and delivery times reflect that.
    Ive got very little brand preference, If I had easy access to reasonably priced parts Id build a whole lot more 392 hemi,426 hemi,500 caddy, 455 pontiac and 455 buick and 440 dodge based engines
     
  6. 87vette81big

    87vette81big Guest

    The Fords make very respectable Torque & HP Too.
    Anything True Race costs $$$&.$
     
  7. 87vette81big

    87vette81big Guest

    My thought for tonight is every brand of engine and car has its own driving experience .
    Just can not create with dynos alone.
     
  8. philly

    philly solid fixture here in the forum

    ive gotta really feel something to love it... ive never driven a classic mopar so i have no real afinity to them but i like the look of alot of their cars and wouldnt mind owning a 68-69 dart built up in a classic super stock style. im partial to fords and chevys and datsuns because those are the cars i had fun in, won races in, got stranded on the side of the road in, made memories in. if mopars werent a fortune maybe id have one or two of those under my belt also but that just isnt the case... theyre made of unobtainium
     
  9. philly

    philly solid fixture here in the forum

    brian the fox body in my opinion is the single best platform to start racing... theres alot of useable stuff there apart from two other key factors, its already pretty light and they make every single part nut bolt and panel for them so building one is easy... basically every other chassis you have to swap rears, change suspension, possibly backhalf, expensive brake upgrades, all to put a ford rear and four link into a g body or something like that when the fox already comes lightweight with a four link and a ford rear... and the parts are cheaper because nothing is custom, everythings a bolt on for those cars... its achilles heel is that besides the svo they never came with a motor that could really reliably do work in the 9.90 e/t or faster range... its a shame the four banger motor takes a licking and keeps on ticking way better than the windsors (both flavors) so a motor swap or an aftermarket block is probably in your future unless you just want a bad ass daily driver...

    even big block swps are a bolt on deal as motorsport sells the mounts, pan, pickup, and a hundred companies sell the headers to drop that sucker in there.
     
  10. philly

    philly solid fixture here in the forum

    i take that back, if you are in the know... the cleveland of earlier generation mustangs are real performers... dropped in a fox that'd be fund to watch.
     
  11. 87vette81big

    87vette81big Guest

    There was a time when 1963-74 Muscle Mopars were affordable.
    My best bud Bob nearby has owned over 100.
    1981-Present.
    Why I call him Mopar Bob.

    I just Love Pontiacs.

    And the C4 Corvette. C4 Corvette has the best Drag Racing potential of any Corvette. Can buy for $500-2,000 today.
    Headers that have big tubes and don't cost $2,000-5,000 bucks.is the hang up.
    IRS Easy to solve.
    Throw it away . Pontiac 9.3 or a Dana 60 rear.

    I admire Fox body Mustangs too Phil.
     
  12. Grumpy

    Grumpy The Grumpy Grease Monkey mechanical engineer. Staff Member

    A Guide To Ford V8 Engine Block Casting Numbers, 1952-1996

    [​IMG]
    By GREG ACOSTA SEPTEMBER 27, 2018


    While the aftermarket has done an exceptional job of creating performance engine blocks for Ford’s line of V8 engines, sometimes you aren’t looking for an aftermarket engine block. Whether it’s for a correct restoration, or a budget build, sometimes an original FoMoCo engine block is what you’re looking for. Whether you’re scouring the internet or junkyard, the following Ford engine block casting numbers should help you figure out what you’re looking at.

    Numbering Convention

    Ford’s part number convention generally follows the format of a four digit casting code, followed by a four digit basic part number, which will be “6015” for an engine block, followed by the revision version. Since it’s fairly obvious that you’re looking at an engine block, the important digits are the first four and last one, two, or even three digits in some cases. The numbers are cast into various locations on the block itself, depending on what family of blocks you are referencing, but should be fairly recognizable and usually pretty readable.

    The basic breakdown of the modern numbering convention (1959 and newer) is that the first digit is a letter and represents the decade in which the part was designed. A = 1940s, B = 1950s, C = 1960s, D = 1970s, E = 1980s, F = 1990s. The second digit will be a numeral, and will represent the year within that decade (i.e. C2 = 1962; E7 = 1987).

    The third digit is usually another letter, but can also be a numeral in rare cases, and it signifies the vehicle the part was designed for. (i.e. S = Thunderbird; T=Truck).

    The fourth digit is the engineering division the part originated from, so most of the fourth digits will be “E” for “Engine” with a few exceptions.


    Decoding this casting number says 1969 (C9) design date, Lincoln Continental (V), Engine (E), revision A, and according to the guide, belongs to a 429 or 460 cubic-inch big-block Ford with 2-bolt mains.

    Engine Families

    This article covers a number of Ford V8 engine families. They are:

    Y-Block small-block: Produced in the US from 1954 until 1964, the Y-Block was the small block replacement for the Flathead V8 and is where this article starts. Common factory displacements ranged from 239 cubic inches to 312 cubic inches.

    FE medium block: Derived from the “Ford-Edsel” name, the FE is bigger than a small-block, but smaller than a big-block, earning it the moniker of a “medium-block.” It was designed to be a replacement for the Y-Block in the 1958 Ford line, it persevered until 1978, and came from the factory in displacements ranging from 332 cubic inches up to 428 cubic inches.

    M-E-L big-block: The Ford MEL big-block was also introduced in 1958 to replace the heavier Y-Block applications. The MEL, which stood for “Mercury-Edsel-Lincoln” came in displacements ranging from 383 cubic inches to 462 cubic inches and lasted through the 1968 model-year.

    Super Duty big-block: The Ford Super Duty big-block engine was a truck-specific big-block that was introduced in 1958 alongside the FE and MEL, and lasted through 1982. It came in 401 cubic-inch, 477 cubic-inch, and 534 cubic-inch variants and is much less common in the performance realm.

    Big-Block Ford: More correctly referred to as the Ford 385 engine, after the factory 3.85-inch crankshaft stroke, this is the engine referred to when someone references a big-block Ford, or BBF. It was debuted in 1968 and sold through 1997. The BBF came primarily in two sizes, the 429 cubic-inch and 460 cubic-inch versions, with a rare small-bore, 370-cube version in 1978.

    Cleveland small-block: The Ford 335 small-block family introduced in 1969, was referred to as the “Cleveland” engine, due to the fact that they were built in the Cleveland engine plant. They came in 351 cubic-inch and 400 cubic-inch variants, and were known for their large port and valve sizes, and remained in production until 1982.

    Windsor small-block: The Ford Windsor small-block is the ubiquitous “small-block Ford” engine, with the most common variants the 302 and the 351 Windsor, the family ranged from 221 cubic inches to 351 cubic inches. Debuting in the 1962 model-year, it’s reign lasted until the following century–the last Windsor engine rolled off the line for the 2001 Ford Explorer.

    Boss 302 Cleveland/Windsor small-block hybrid: The Boss 302 engine was a 351 Cleveland cylinder head bolted onto a Windsor short-block, making the first “Clevor” hybrid. Cylinder heads from a Boss 302 have slightly modified coolant passages to allow everything to mate up perfectly.

    427 – 1968, 427 FE medium-block, 2-bolt mains

    471 – 1955-1964, 272/292/312 Y-Block small-block, 2-bolt mains

    603 – 1960-1962, 352, FE medium-block, 2-bolt mains

    891 – 1958-1973, 401 Super Duty big-block, 2-bolt mains, Truck

    EAD – 1952-1954, 317 Y-Block small-block, 2-bolt mains, Lincoln

    EAL – 1954, 279 Y-Block small-block, 2-bolt mains, Lincoln, Truck

    EAM – 1954, 317 Y-Block small-block, 2-bolt mains, Lincoln, Truck

    EBJ – 1955, 341 Y-Block small-block, 2-bolt mains, Lincoln

    EBU – 1954-1955, 239 Y-Block small-block, 2-bolt mains

    EBV – 1945-1955, 239 Y-Block small-block, 2-bolt mains, Truck

    EBV-E– 1945-1955, 239 Y-Block small-block, 2-bolt mains, Truck

    EBV-F– 1945-1955, 239 Y-Block small-block, 2-bolt mains, Truck

    EBV-J– 1945-1955, 239 Y-Block small-block, 2-bolt mains, Truck

    EBY – 1954-1964, 256/272 Y-Block small-block, 2-bolt mains

    EBY-F – 1954-1964, 256/272 Y-Block small-block, 2-bolt mains

    EBZ – 1954-1964, 256/272 Y-Block small-block, 2-bolt mains, Truck

    ECG – 1955-1964, 256/272 Y-Block small-block, 2-bolt mains

    ECG-A – 1955-1957, 272 Y-Block small-block, 2-bolt mains

    ECG-B – 1955-1958, 272 Y-Block small-block, 2-bolt mains

    ECG-C – 1956-1958, 272 Y-Block small-block, 2-bolt mains

    ECH – 1955, 292 Y-Block small-block, 2-bolt mains

    ECJ – 1955, 292 Y-Block small-block, 2-bolt mains

    This part number reads “C2OE-6015-G”. 6015 is simply the part code for an engine block. C2OE-G comes up as a 1962 221 cubic-inch Windsor block, with two-bolt mains, two freeze plugs, and a five-bolt bellhousing.

    ECK – 1955-1964, 292 Y-Block small-block, 2-bolt mains

    ECK-B – 1955-1958, 292 Y-Block small-block, 2-bolt mains

    ECL – 1955, 292 Y-Block small-block, 2-bolt mains

    ECS – 1956-1963, 312 Y-Block small-block, 2-bolt mains

    ECT – 1956-1964, 332 Y-Block small-block, 2-bolt mains

    ECT-A – 1956-1963, 332 Y-Block small-block, 2-bolt mains

    ECU – 1956-1957, 368/378 Y-Block small-block, 2-bolt mains, Lincoln

    ECZ – 1955-1964, 292/312 Y-Block small-block, 2-bolt mains

    ECZ-A – 1950-1960, 312 Y-Block small-block, 2-bolt mains

    ECZ-C – 1955-1960, 312 Y-Block small-block, 2-bolt mains

    EDB – 1955-1964, 292 Y-Block small-block, 2-bolt mains

    EDB-E – 1960-1964, 292 Y-Block small-block, 2-bolt mains

    EDC – 1958-1967, 332/352 FE medium-block, 2-bolt mains

    EDC-B – 1958-1959, 352 FE medium-block, 2-bolt mains

    EDC- B – 1960, 352 FE medium-block, 2-bolt mains, HP

    EDC-C – 1958-1959, 352 FE medium-block, 2-bolt mains

    EDC-C – 1960, 352 FE medium-block, 2-bolt mains, HP

    EDG – 1958-1960, 383/410/430 Mercury-Edsel-Lincoln (MEL) big-block, 2-bolt mains

    EDL – 1958-1976, 401/477 Super Duty big-block, 2-bolt mains

    EDL – 1958-1973, 401 Super Duty big-block, 2-bolt mains

    EDM – 1958-1973, 401 Super Duty big-block, 2-bolt mains

    EDV – 1955-1959, 292 Y-Block small-block, 2-bolt mains

    EET – 1956-1963, 332 FE medium-block, 2-bolt mains

    EPY-F – 1955-1958, 272 Y-Block small-block, 2-bolt mains

    KBY – 1954-1958, 272 Y-Block small-block, 2-bolt mains
     
  13. Grumpy

    Grumpy The Grumpy Grease Monkey mechanical engineer. Staff Member

    475-1433 – 1958-1976, 401/477/534 Super Duty big-block, Truck

    5750174 – 1956-1963, 332 FE medium-block, 2-bolt mains

    5750218 – 1956-1963, 332 FE medium-block, 2-bolt mains

    5750281 – 1956-1964, 332 FE medium-block, 2-bolt mains, Truck

    5750462 – 1956-1957, 332 FE medium-block, 2-bolt mains, Truck

    5750492 – 1956-1963, 332 FE medium-block, 2-bolt mains, Truck

    5750603 – 1958-1962, 332/352 FE medium-block, 2-bolt mains

    5751091 – 1959-1960, 383/430 Mercury-Edsel-Lincoln (MEL) big-block, 2-bolt mains

    74DY-AB – 1974-1976, 302 Windsor small-block, 2-bolt mains

    75ZY-AA – 1968-1977, 302 Windsor small-block, 2-bolt mains

    77AY – 1975-1976, 351 Windsor small-block, 2-bolt mains

    B5AE – 1956-1958, 272 Y-Block small-block, 2-bolt mains, Truck

    B6TE-A – 1956-1963, 332 FE medium-block, 2-bolt mains, Truck

    B7AE – 1955-1964, 292/312 Y-Block small-block, 2-bolt mains

    B7ME-A – 1955-1960, 312 Y-Block small-block, 2-bolt mains

    B9AE – 1959-1962, 292 Y-Block small-block, 2-bolt mains

    B9AE-B – 1960-1962, 352/390 FE medium-block, 2-bolt mains

    B9AE-F – 1959-1964, 292 Y-Block small-block, 2-bolt mains

    B9ME-D – 1959-1960, 430, Mercury-Edsel-Lincoln (MEL) big-block, 2-bolt mains

    B9ME601 – 1959-1960, 430, Mercury-Edsel-Lincoln (MEL) big-block, 2-bolt mains

    C0OE-C – 1969-1974, 302 Windsor small-block, 2-bolt mains

    C0TE – 1960-1964, 292 Y-Block small-block, 2-bolt mains, Truck

    C0TE-8 – 1960-1964, 292 Y-Block small-block, 2-bolt mains, Truck

    C1AE – 1961-1964, 390 FE medium-block, 2-bolt mains

    C1AE-A – 1961-1963, 390 FE medium-block, 2-bolt mains

    C1AE-C – 1961-1963, 390 FE medium-block, 2-bolt mains

    C1AE-G – 1961-1963, 352/361/390 FE medium-block, 2-bolt mains

    C1AE-K – 1961-1969, 330/360/361/391, FE medium-block, 2-bolt mains, Truck

    C1AE-R – 1961, 292 Y-Block small-block, 2-bolt mains

    C1AE-V – 1961, 390 FE medium-block, 2-bolt mains, oil pressure relief

    C1TE – 1961-1964, 292 Y-Block small-block, 2-bolt mains, Truck

    C2AE-B – 1962-1963, 406 FE medium-block, cross-bolted mains

    C2AE-BC – 1962, 390 FE medium-block, 2-bolt mains, oil pressure relief

    C2AE-BD – 1962-1963, 406 FE medium-block, cross-bolted mains

    C2AE-BE – 1962, 390 FE medium-block, 2-bolt mains, oil pressure relief

    C2AE-BR – 1962, 390 FE medium-block, 2-bolt mains, oil pressure relief

    C2AE-BS – 1962, 390 FE medium-block, 2-bolt mains, oil pressure relief

    C2AE-C – 1962-1964, 292 Y-Block small-block, 2-bolt mains

    C2AE-D 1962-1963, 406 FE medium-block, cross-bolted mains

    C2AE-J – 1962, 406 FE medium-block, 2-bolt mains, oil pressure relief

    C2AE-K – 1962, 406 FE medium-block, 2-bolt mains, oil pressure relief

    C2AE-V – 1962, 406 FE medium-block, 2-bolt mains, oil pressure relief

    C2OE – 1962, 221 Windsor small-block, 2-bolt mains, 2 freeze plugs, 5-bolt bellhousing

    C2OE-G – 1962, 221 Windsor small-block, 2-bolt mains, 2 freeze plugs, 5-bolt bellhousing

    C2SE – 1962-1963, 390 FE medium-block, 2-bolt mains,

    C6AE – 1966-1967, 289 Windsor small-block, 2-bolt mains, 6-bolt bellhousing

    C6AE-A – 1966-1967, 427 FE medium-block, cross-bolted mains, side-oiler

    C6AE-A – 1966-1967, 428 FE medium-block, 2-bolt mains

    C6AE-B – 1966, 428 FE medium-block, 2-bolt mains, Police

    C6AE-B – 1966-1967, 427 FE medium-block, cross-bolted mains, side-oiler

    C6AE-C – 1966, 289 Windsor small-block, 2-bolt mains, 6-bolt bellhousing

    C6AE – 1966-1967, 427 FE medium-block, cross-bolted mains, side-oiler

    C6AE-D – 1966-1967, 427 FE medium-block, cross-bolted mains, side-oiler

    C6AE-F – 1966, 428 FE medium-block, 2-bolt mains, Police

    C6AE-N – 1966, 289 Windsor small-block, 2-bolt mains, 6-bolt bellhousing

    C6JE-B – 1966, 427 FE medium-block, cross-bolted mains, side-oiler, Marine

    C6ME – 1966, 390 FE medium-block, 2-bolt mains

    C6ME – 1966-1970, 428 FE medium-block, 2-bolt mains

    C6ME-A – 1966, 390 FE medium-block, 2-bolt mains

    C6ME-A – 1966-1970, 428 FE medium-block, 2-bolt mains, Police

    C7AE-A – 1967, 427 FE medium-block, cross-bolted mains, side-oiler

    C7JE-A – 1967, 427 FE medium-block, cross-bolted mains, side-oiler, Marine

    C7JE-E – 1967, 427 FE medium-block, cross-bolted mains, side-oiler, Industrial

    C7ME – 1964-1970, 390 FE medium-block, 2-bolt mains

    C7ME – 1967-1970, 428 FE medium-block, 2-bolt mains

    C7ME-A – 1967, 428 FE medium-block, 2-bolt mains, Cobra Jet, Police

    C7ME-A – 1967-1970, 390 FE medium-block, 2-bolt mains

    C7ME-A – 1967-1970, 428 FE medium-block, 2-bolt mains

    C7ME-C – 1967, 428 FE medium-block, 2-bolt mains, Cobra Jet, Police

    C8AE – 1968, 302 Windsor small-block, 2-bolt mains

    C8AE-A – 1968, 390 FE medium-block, 2-bolt mains

    C8AE-A – 1968, 427 FE medium-block, cross-bolted mains, side-oiler

    C8AE-B – 1968, 302 Windsor small-block, 2-bolt mains

    C8AE-B – 1968, 427 FE medium-block, cross-bolted mains, side-oiler

    C8AE-C – 1968, 390 FE medium-block, 2-bolt mains

    C8AE-E – 1968, 390 FE medium-block, 2-bolt mains

    C8AE-G – 1968, 427 FE medium-block, cross-bolted mains, side-oiler, service

    C8AE-H – 1968, 427 FE medium-block, cross-bolted mains, side-oiler

    C8AM-B – 1968, 289 Windsor small-block, 2-bolt mains, Service

    C8AZ-G – 1968-1972, 427 FE medium-block, cross-bolted mains, side-oiler, service, high-nickel

    C8FE – 1968-1970, Boss 302 Cleveland/Windsor small-block hybrid, 4-bolt mains, high-nickel

    C8ME – 1968-1970, 428 FE medium-block, 2-bolt mains, Cobra Jet, Super Cobra Jet

    C8ME – 1968-1970, 361/390/391/428 FE medium-block, 2-bolt mains

    C8ME-A – 1968, 389/391, FE medium-block, 2-bolt mains, Truck

    C8ME-A – 1968-1970, 428 FE medium-block, 2-bolt mains, Cobra Jet, Super Cobra Jet

    C8ME-A – 1968, 360, FE medium-block, 2-bolt mains

    C8ME-A – 1968, 390, FE medium-block, 2-bolt mains

    C8OE – 1968-1970, 302 Windsor small-block, 2-bolt mains, truck

    C8OE-A – 1968-1969, 302 Windsor small-block, 2-bolt mains

    C8OE-B – 1968-1976, 302 Windsor small-block, 2-bolt mains

    C8SZ – 1968, 390 FE medium-block, 2-bolt mains

    C8SZ-B – 1968, 429 Big-Block Ford, 2-bolt mains

    C8TE – A 1968-1976, 360, FE medium-block, 2-bolt mains, Truck

    C8TE-B – 1968-1979, 302 Windsor small-block, 2-bolt mains, truck

    C8VE – 1968-1978, 429/460 Big-Block Ford, 2-bolt mains

    C8VE-E – 1968-1978, 429/460 Big-Block Ford, 2-bolt mains

    C8VE-F – 1968-1978, 429/460 Big-Block Ford, 2-bolt mains

    C8VY-A – 1968-1976, 460 Big-Block Ford, 2-bolt mains

    C8VY-E – 1975-1978, 460 Big-Block Ford, 2-bolt mains, Truck




    C3AE – 1963, 289 Windsor small-block, 2-bolt mains, 5-bolt bellhousing

    C3SE-A – 1963, 390 FE medium-block, 2-bolt mains

    C3AE-AB – 1963, 427 FE medium-block, cross-bolted mains, top-oiler

    C3AE-AY – 1963, 390 FE medium-block, 2-bolt mains

    C3AE-D – 1963, 406 FE medium-block, 2-bolt mains, oil pressure relief

    C3AE-KY – 1963, 390 FE medium-block, 2-bolt mains, Police

    C3AE-M – 1963, 427 FE medium-block, cross-bolted mains, top-oiler

    C3AE-N – 1963, 289 Windsor small-block, 2-bolt mains, Hi-Po, manual, 5-bolt bellhousing

    C3AE-D – 1963, 406 FE medium-block, 2-bolt mains, Hi-Po

    C3AE-Z – 1963, 427 FE medium-block, cross-bolted mains, top-oiler

    C3ME-B – 1963, 390 FE medium-block, 2-bolt mains, Police

    C3OE – 1963, 221 Windsor small-block, 2-bolt mains, 5-bolt bellhousing, 2 freeze plugs

    C3OE – 1963, 260 Windsor small-block, 2-bolt mains, 5-bolt bellhousing, 2 freeze plugs

    C3OE – 1963, 289 Windsor small-block, 2-bolt mains, 5-bolt bellhousing, 2 freeze plugs

    C3OE-A – 1963, 221 Windsor small-block, 2-bolt mains, 5-bolt bellhousing

    C3OE-B – 1963, 260 Windsor small-block, 2-bolt mains, 5-bolt bellhousing, 2 freeze plugs

    C3OE-B – 1963, 289 Windsor small-block, 2-bolt mains, 5-bolt bellhousing, Hi-Po

    C3OE-C – 1963, 260 Windsor small-block, 2-bolt mains, 5-bolt bellhousing

    C4AE – 1964, 289 Windsor small-block, 2-bolt mains, 5-bolt bellhousing

    C4AE – 1964, 427 FE medium-block, cross-bolted mains, top-oiler

    C4AE-A – 1964, 427 FE medium-block, cross-bolted mains, top-oiler

    C4AE-D – 1964, 390 FE medium-block, 2-bolt mains

    C4AE-F – 1964, 390 FE medium-block, 2-bolt mains, Police

    C4DE – 1964, 289 Windsor small-block, 2-bolt mains, 5-bolt bellhousing

    C4OE – 1964, 289 Windsor small-block, 2-bolt mains, 5-bolt bellhousing

    C4OE-B – 1964, 260 Windsor small-block, 2-bolt mains, 5-bolt bellhousing

    C4OE-B – 289 Windsor small-block, 2-bolt mains, 5-bolt bellhousing, Hi-Po

    C4OE-C – 289 Windsor small-block, 2-bolt mains, 5-bolt bellhousing, Hi-Po

    C4OE-D – 1964, 260 Windsor small-block, 2-bolt mains, 5-bolt bellhousing

    C4OE-E – 1964, 260 Windsor small-block, 2-bolt mains, 5-bolt bellhousing

    C4OE-F – 289 Windsor small-block, 2-bolt mains, Hi-Po, manual, 5-bolt bellhousing

    C5AE – 1965-1967, 289 Windsor small-block, 2-bolt mains, 6-bolt bellhousing

    C5AE-A – 1965, 390 FE medium-block, 2-bolt mains

    C5AE-A – 1965, 427 FE medium-block, cross-bolted mains, side-oiler

    C5AE-A – 1965-1968, 289 Windsor small-block, 2-bolt mains, 6-bolt bellhousing

    C5AE-B – 1965, 390 FE medium-block, 2-bolt mains, Police

    C5AE-D – 1965, 427 FE medium-block, cross-bolted mains, side-oiler

    C5AE-E – 1965, 427 FE medium-block, cross-bolted mains, side-oiler

    C5AE-E – 1965-1968, 289 Windsor small-block, Hi-Po, 2-bolt mains, 6-bolt bellhousing

    C5AE-H – 1965, 427 FE medium-block, cross-bolted mains, side-oiler

    C5JE-D – 1965, 427 FE medium-block, cross-bolted mains, side-oiler, Industrial

    C5OE-A – 1965-1967, 289 Windsor small-block, 2-bolt mains, 6-bolt bellhousing

    C5OE-C – 1965-1967, 289 Windsor small-block, 2-bolt mains, 6-bolt bellhousing
     
  14. Grumpy

    Grumpy The Grumpy Grease Monkey mechanical engineer. Staff Member

    C9OE – 1968-1969, 302 Windsor small-block, 2-bolt mains, truck

    C9OE-B – 1969-1970, 351 Windsor small-block, 2-bolt mains

    C9AE – 1969-1974, 390 FE medium-block, 2-bolt mains

    C9AE-E – 1969-1970, 429 Big-Block Ford, 4-bolt mains, Boss

    C9DE-C – 1969-1974, 302 Windsor small-block, 2-bolt mains

    C9OE – 1969-1976, 351 Windsor small-block, 2-bolt mains, High-nickel

    C9OE-A – 1969-1974, 302 Windsor small-block, 2-bolt mains

    C9OE-B – 1969-1984, 351 Windsor small-block, 2-bolt mains

    C9OE-C – 1969-1974, 302 Windsor small-block, 2-bolt mains

    C9TE-B – 1969, 302 Windsor small-block, 2-bolt mains, truck

    C9VE-A – 1969-1970, 429 Big-Block Ford, 2-bolt mains, Cobra Jet

    C9VE-A – 1969-1973, 429/460 Big-Block Ford, 2-bolt mains

    C9VE-B – 1969-1978, 429/460 Big-Block Ford, 2-bolt mains

    C9ZE – 1969-1970, Boss 302 Cleveland/Windsor small-block hybrid, 4-bolt mains, high-nickel

    CA8A-B – 1968-1977, 302 Windsor small-block, 2-bolt mains

    D0AE-A – 1970-1971, 351 Cleveland small-block, 2-bolt mains

    D0AE-B – 1970-1971, 351 Cleveland small-block, 4-bolt mains

    C0AE-C – 1970-1971, 351 Cleveland small-block, 4-bolt mains

    D0AE-D – 1970-1971, 351 Cleveland small-block, 4-bolt mains

    D0AE-E – 1970-1971, 351 Cleveland small-block, 2-bolt mains

    D0AE-F – 1970-1971, 351 Cleveland small-block, 4-bolt mains

    D0AE-G – 1970-1972, 351 Cleveland small-block, 2-bolt mains

    D0AE-H – 1970-1971, 351 Cleveland small-block, 4-bolt mains

    D0AE-J – 1970-1971, 351 Cleveland small-block, 2-bolt mains

    D0AE-L – 1970-1971, 351 Cleveland small-block, 2-bolt mains

    D0AZ-D – 1970-1975, 351 Cleveland small-block, 2-bolt mains

    D0OE-3A2 – 1980-1984, 302 Windsor small-block, 2-bolt mains



    D0OE-E8A – 1980, 302 Windsor small-block, 2-bolt mains

    D0OE-B – 1970-1971, 429 Big-Block Ford, 4-bolt mains, Cobra Jet, Super Cobra Jet, Police

    D0OZ-C – 1970-1974, 1980-1984, 302 Windsor small-block, 2-bolt mains

    D0SZ-A – 1970-1973, 429 Big-Block Ford, 2-bolt mains

    D0SZ-D – 1970-1973, 429 Big-Block Ford, 2-bolt mains

    D0VE – 1970-1978, 429/460 Big-Block Ford, 2-bolt mains

    D0VE-A – 1970-1972, 429 Big-Block Ford, 4-bolt mains, Cobra Jet, Super Cobra Jet, Police

    D0VE-A – 1970-1973, 429 Big-Block Ford, 2-bolt mains

    D0VE-A – 1970-1974, 429/460 Big-Block Ford, 2-bolt mains

    D0VE-B – 1970-1974, 460 Big-Block Ford, 2-bolt mains

    D0ZE-A – 1970, Boss 302 Cleveland/Windsor small-block hybrid, 4-bolt mains, high-nickel

    D0ZE-B – 1970, Boss 302 Cleveland/Windsor small-block hybrid, 4-bolt mains, high-nickel

    D1AE – 1971-1978, 351M/400 Cleveland small-block, 2-bolt mains, high-nickel

    D1AE-A – 1971-1982, 400 Cleveland small-block, 2-bolt mains

    D1AE-A – 1975-1982, 351M Cleveland small-block, 2-bolt mains

    D1AE-A1C – 1971-1977, 400 Cleveland small-block, 2-bolt mains

    D1AE-A2C – 1971-1977, 400 Cleveland small-block, 2-bolt mains

    D1AE-AB – 1971-1982, 351M/400 Cleveland small-block, 2-bolt mains

    D1AE-AC – 1971-1982, 351M/400 Cleveland small-block, 2-bolt mains

    D1AE-C – 1975-1982, 351M Cleveland small-block, 2-bolt mains

    D1AE-DA – 1971-1984, 351 Windsor small-block, 2-bolt mains

    D1DE-A – 1971-1974, 460 Big-Block Ford, 2-bolt mains

    D1M7-AA – 1971-1974, 302 Windsor small-block, 2-bolt mains

    D1MZ-AA – 1971-1974, 302 Windsor small-block, 2-bolt mains

    D1OE-AA – 1971-1974, 302 Windsor small-block, 2-bolt mains

    D1TE-AA – 1971-1977, 302 Windsor small-block, 2-bolt mains, Truck

    D1TE-E – 1971-1974, 302 Windsor small-block, 2-bolt mains, Truck

    D1VE – 1971-1978, 429/460 Big-Block Ford, 2-bolt mains

    D1VE-A – 1971-1973, 429 Big-Block Ford, 2-bolt mains

    D1VE-A2B – 1971-1978, 429/460 Big-Block Ford, 2-bolt mains

    D1VE-AA – 1971-1978, 429/460 Big-Block Ford, 2-bolt mains

    D1VZ – 1971-1972, 429 Big-Block Ford, 2-bolt mains

    D1ZE-A – 1971, 351 Cleveland small-block, 4-bolt mains

    D1ZE-AZ – 1971-1978, 429/460 Big-Block Ford, 2-bolt mains

    D1ZE-B – 1971, Boss 302 Cleveland/Windsor small-block hybrid, 4-bolt mains, Service

    D1ZE-B – 1971, 351 Cleveland small-block, 4-bolt mains, Boss

    D1ZM-A – 1971-1972, 302 Windsor small-block, 2-bolt mains

    D1ZM-AA – 1971-1974, 302 Windsor small-block, 2-bolt mains

    D1ZM-DA – 1971-1976, 302 Windsor small-block, 2-bolt mains

    D1ZZ-A – 1971-1974, 351 Cleveland small-block, 4-bolt mains, High Output, Cobra Jet, Boss

    D2AE-B4A – 1972-1974, 351 Windsor small-block, 2-bolt mains

    D2AE-BA – 1972-1974, 351 Windsor small-block, 2-bolt mains

    D2AE-BA1 – 1972-1978, 351 Windsor small-block, 2-bolt mains

    D2AE-CA – 1972-1974, 1971-1974, 351 Cleveland small-block, 4-bolt mains, High Output, Cobra Jet, Boss

    D2AE-DA – 1972-1974, 351 Cleveland small-block, 2-bolt mains

    D2AE-EA – 1972-1974, 351 Cleveland small-block, 2-bolt mains

    D2OE-AB – 1972-1974, 302 Windsor small-block, 2-bolt mains

    D2TE – 1972-1978, 330 FE medium-block, 2-bolt mains, Truck

    D2YZ – 1972-1978, 400 Cleveland small-block, 2-bolt mains

    D3AE-B – 1973, 400 Cleveland small-block, 2-bolt mains

    D3AE- BA – 1973, 400 Cleveland small-block, 2-bolt mains

    D3DE- A – 1973-1974, 302 Windsor small-block, 2-bolt mains

    D3HE-BA – 1973-1976, 401 Super Duty big-block, 2-bolt mains, Truck

    D3TE – 1973-1978, 360/361/390/391 FE medium-block, 2-bolt mains, Truck

    D3TE-1 – 1973, 390 FE medium-block, 2-bolt mains

    D3TE-AC – 1973, 390 FE medium-block, 2-bolt mains

    D3TE-HA – 1973, 390 FE medium-block, 2-bolt mains

    D3TE-SA – 1973-1977, 330 FE medium-block, 2-bolt mains, Truck

    D3ZE-A – 1973, 351 Cleveland small-block, 4-bolt mains
     
  15. Grumpy

    Grumpy The Grumpy Grease Monkey mechanical engineer. Staff Member

    D4AE-32A – 1974-1977, 351M Cleveland small-block, 2-bolt mains

    D4AE-AA – 1974, 351M/400 Cleveland small-block, 2-bolt mains

    D4AE-AA8 – 1974-1978, 351 Windsor small-block, 2-bolt mains

    D4AE-B1A – 1974-1982, 351M/400 Cleveland small-block, 2-bolt mains

    D4AE-B2A – 1974-1982, 351M/400 Cleveland small-block, 2-bolt mains

    D4AE-BA – 1974-1978, 351 Windsor small-block, 2-bolt mains

    D4AE-BZA – 1974-1979, 351M/400 Cleveland small-block, 2-bolt mains

    D4AE-D2A – 1974-1982, 400 Cleveland small-block, 2-bolt mains

    D4AE-DA – 1974-1980, 351M Cleveland small-block, 2-bolt mains

    D4AE-ED – 1974-0976, 351 Windsor small-block, 2-bolt mains

    D4DE-AA – 1974-1979, 302 Windsor small-block, 2-bolt mains

    D4DE-BA – 1974-1979, 302 Windsor small-block, 2-bolt mains

    D4HE-AA – 1974-1978, 401/477/534 Super Duty big-block, 2-bolt mains, Truck

    D4OE-AA – 1974-1980, 302 Windsor small-block, 2-bolt mains

    D4TE – 1974-1978, 330 FE medium-block, 2-bolt mains, Truck

    D4TE-AC – 1974, 390 FE medium-block, 2-bolt mains

    D5AE-A – 1975, 351M/400 Cleveland small-block, 2-bolt mains

    D5AE-AA – 1975, 351M/400 Cleveland small-block, 2-bolt mains

    D5AE-A1A – 1975, 351M/400 Cleveland small-block, 2-bolt mains

    D5AE-A2A – 1975, 351M/400 Cleveland small-block, 2-bolt mains

    D5AZ – 1975, 351M/400 Cleveland small-block, 2-bolt mains

    D5ZY-AA – 1975-1981, 302 Windsor small-block, 2-bolt mains

    D7TE – 1977-1982, 460 Big-Block Ford, 4-bolt mains, Truck

    D7TE-A1A – 1977-1982, 351M/400 Cleveland small-block, 2-bolt mains, Truck

    D7TE-A2A – 1977-1982, 351M/400 Cleveland small-block, 2-bolt mains, Truck

    D7TE-A2B – 1977-1982, 351M/400 Cleveland small-block, 2-bolt mains, Truck

    D7TE-A3A – 1977-1982, 351M/400 Cleveland small-block, 2-bolt mains, Truck



    D7TE-AB – 1977-1982, 351M/400 Cleveland small-block, 2-bolt mains, Truck

    D7TE-AZB – 1977-1980, 351M/400 Cleveland small-block, 2-bolt mains, Truck

    D7TE-BA – 1977, 390 FE medium-block, 2-bolt mains

    D8AE-A – 1978, 351M/400 Cleveland small-block, 2-bolt mains

    D8AE-AA – 1978, 351M/400 Cleveland small-block, 2-bolt mains

    D8AE-A1A – 1978, 351M/400 Cleveland small-block, 2-bolt mains

    D8BE – 1978-1979, 302 Windsor small-block, 2-bolt mains

    D8OE – 1978-1980, 302 Windsor small-block, 2-bolt mains

    D8TE – 1978-1982, 460 Big-Block Ford, 4-bolt mains, Truck

    D8VE-A3A – 1978-1980, 302 Windsor small-block, 2-bolt mains

    D9AE-AA – 1979-1980, 400 Cleveland small-block, 2-bolt mains

    D9AE-EB – 1979-1982, 351 Windsor small-block, 2-bolt mains

    D9AE-EC – 1979-1982, 351 Windsor small-block, 2-bolt mains

    D9AE-ED – 1979-1982, 351 Windsor small-block, 2-bolt mains

    D9OE-E3A – 1979-1981, 302 Windsor small-block, 2-bolt mains

    D9TE – 1979-1984, 460 Big-Block Ford, 2-bolt mains, Truck

    D9TE-AA – 1979-1982, 351M Cleveland small-block, 2-bolt mains, Truck

    D9TE-AA – 1979-1984, 351 Windsor small-block, 2-bolt mains, 2-bolt mains, Truck

    D9TE-AB – 1979-1984, 429/460 Big-Block Ford, 2-bolt mains, Truck

    D9TE-BB – 1979-1984, 370 Big-Block Ford, 2-bolt mains, Truck
    EOAE-D3C – 1980-1984, 302 Windsor small-block, 2-bolt mains

    EOSE-A2E – 1980, 255 Windsor small-block, 2-bolt mains

    E3AE-AA – 1983-1991, 351 Windsor small-block, 2-bolt mains

    E3AE-BA – 1983, 351 Windsor small-block, 2-bolt mains

    E4AE-FA – 1984-1991, Windsor small-block, 2-bolt mains, Truck

    E5AE-AA – 1985, 302 Windsor small-block, 2-bolt mains

    E5AE-AA – 1985-1988, 351 Windsor small-block, 2-bolt mains, Truck

    E5AE-C3B – 1985-1986, 302 Windsor small-block, 2-bolt mains

    E6AE-BA – 1986, 302 Windsor small-block, 2-bolt mains

    E6SE – 1986, 302 Windsor small-block, 2-bolt mains

    E7AE-CA – 1987-1991, 302 Windsor small-block, 2-bolt mains

    E7AE-EA – 1987-1991, 302 Windsor small-block, 2-bolt mains

    E7TE – 1987, 302 Windsor small-block, 2-bolt mains

    E7TE-BD – 1987-1995, 429/460 Big-Block Ford, 2-bolt mains, Truck

    E9AE-AA – 1989, 351 Windsor small-block, 2-bolt mains, Truck

    F1SE – 1991-1996, 302 Windsor small-block, 2-bolt mains

    F4TE-AA 1994-1996, 351 Windsor small-block, 2-bolt mains
     

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