How to identify a Ford V8
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| + | ==Valve cover bolts== | ||
| + | One of the easiest ways to determine what ''family'' a Ford engine belongs to is to count the number of fasteners holding on the valve covers: | ||
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| + | *2 bolts: '''Y-block''', 239/256/272/292/312. Produced from 1954 to 1964 | ||
| + | *5 bolts: '''FE''', 332/352/360/361/390/391/406/410/427/428 | ||
| + | *6 bolts: '''90 degree V8''', 221/260/289/302/351W | ||
| + | *7 bolts: '''385 series''', 429/460, as well as 370 truck | ||
| + | *8 bolts: '''335 series''', 351C/351M/400 | ||
==Flathead Ford V8 (136/221/239/255/337)== | ==Flathead Ford V8 (136/221/239/255/337)== | ||
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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. | 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 " | + | 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. |
Australian blocks have a "cast in" thermostat bypass plate, not stamped steel type. | Australian blocks have a "cast in" thermostat bypass plate, not stamped steel type. | ||
===Intake manifolds and carburetors=== | ===Intake manifolds and carburetors=== | ||
| − | Australian-built | + | Australian-built Cleveland engines used either a cast iron 2bbl or 4bbl manifold with 2bbl size ports. Initially the 302C was only available with a 2bbl carb (1974-'76) and the 351C 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 | + | To confuse matters, Australian production 351C motors were mixed with US-built Cleveland engines (mostly 4bbl Autolite carbed 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. |
==Small block Ford ninety-degree engine family, (221/260/289/302/Boss 302/255/351W)== | ==Small block Ford ninety-degree engine family, (221/260/289/302/Boss 302/255/351W)== | ||
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In 1980, an urgent need to meet EPA CAFE standards led to the creation of the 255 cu in (4.2 L) version, essentially a 302 with the cylinder bores downsized to 3.68 in (93.5 mm). Rated power (SAE net) was 115-122 hp (86-91 kW), depending on year and application. Cylinder heads used smaller combustion chambers and smaller valves and the intake ports were ovals whereas the others were rectangular. The only externally visible cue was the use of an open runner intake manifold with a stamped steel lifter valley cover attached to its underside, giving the appearance of previous generation engines, such as the Y-Block and the MEL. It was optional in Fox chassis cars including the Mustang and corporate cousin Mercury Capri, Thunderbird, Fairmont, and standard equipment in the Ford LTD. Poorly received thanks to its dismal performance and mediocre fuel economy, it was dropped after the 1982 model year, and is considered one of the worst modern Ford engines. | In 1980, an urgent need to meet EPA CAFE standards led to the creation of the 255 cu in (4.2 L) version, essentially a 302 with the cylinder bores downsized to 3.68 in (93.5 mm). Rated power (SAE net) was 115-122 hp (86-91 kW), depending on year and application. Cylinder heads used smaller combustion chambers and smaller valves and the intake ports were ovals whereas the others were rectangular. The only externally visible cue was the use of an open runner intake manifold with a stamped steel lifter valley cover attached to its underside, giving the appearance of previous generation engines, such as the Y-Block and the MEL. It was optional in Fox chassis cars including the Mustang and corporate cousin Mercury Capri, Thunderbird, Fairmont, and standard equipment in the Ford LTD. Poorly received thanks to its dismal performance and mediocre fuel economy, it was dropped after the 1982 model year, and is considered one of the worst modern Ford engines. | ||
| − | ==385 series (Lima) (429/ | + | ==385 series (Lima) (429/Boss 429/460/370 truck)== |
*7 retaining cap screws in rocker cover | *7 retaining cap screws in rocker cover | ||
*May be found in industrial applications | *May be found in industrial applications | ||
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