Y-Block production at the Dearborn foundry ended after the 1957 model year with the introduction of the new FE and MEL series of engines. From 1955 until the end of production in 1964, parts can be easily interchanged. These include the fuel pump, water pump, oil pump, distributor, cam bearings and camshaft. There are some parts specific to the 1954 EBU 239 engines. Flywheels and bell-housings are interchangeable along with timing covers and crankshaft dampers. Any year exhaust manifold will bolt to any year head. Regardless of the source, the external dimensions of all Ford Y-Blocks are the same. ECZ is cast into 312 main caps all others are If the engine is disassembled, check the casting number on the main cap. The 312 ECZ crankshaft has an aspirin-sized dot on the outer edge. The best way to identify a 312 externally is by checking the flywheel flange on the crankshaft. Although most 312s were ECZ5015 followed by A, B or C, these can also be a 292. Any casting number used on 312 blocks was also used on 292 blocks. Since 312s were machined from the same block casting as a 292, they are nearly impossible to identify externally.
The Cleveland foundry cast the larger 292 and 312 blocks, and the casting number can be found above the oil filter. Cleveland Foundry parts have an F surrounded by a semicircle to identify their source. As stated, EBU is a 239 while ECG indicates a 272. A three-digit casting number will be found nearby, typically EBU or ECG. The letters DIF cast near the distributor identify parts cast at the Dearborn Industrial Foundry. Main bearing size was increased from 2.498" on the EBU and ECĬrankshafts to 2.625" for the ECZ 312 crankshaft. The same connecting rod bearing with 2.188" rod journal the The block crankshaft and connecting rods all have the ECZ The 312 had a 3.800" bore andģ.440" stroke with a shortened 6.254" connecting rod. Installed in all Mercury models, and as an option in 1956 T-BirdsĪnd some high-line Ford models. The 3.100"Ĭrankshaft is marked EBU, while the 3.300" crankshaft is With a 3.625" bore and 3.300" stroke for the 272 andģ.750" bore and the same 3.300" stroke. Displacement was increased in 1955 to 272Ĭu. 99T heads were used on trucks in the years 1939 to 1941.1954. The same periode trucks used 41T cylinder heads. For example 81A cylinderheads were used from 1938 to 1942. It's important to know that the cylinderhead marks can be differend from the engine model. Modern style distributor, water outlet in front of cylinder head, fails pencil test Round distributor, water outlet on center of cylinder head, fails pencil test All post war blocks will fail the pencil test.ĭivers Helmet distributor, water outlet on center of cylinder head, passes pencil testĬrab-Style distributor, water outlet on center of cylinder head, passes pencil test The shelf is deep enough to horizontal lay a pencil on it. This pre war blocks have a tiny shelf above the timing cover. This design was keept till the end of the US flathead production line in 1953.Īll pre WW2 flathead engines, including the 21 stud, will pass the so called "Pencil Test". In 1949 the outlet moved to the front of the engine (left picture). 1938 to 1948 cylinders had the water outlet in the middle of the head (see right picture below). The water outlet design on the cylinder heads was changed in 1949. All three distributor styles are located on the middle of the front side of the engine.Īll 1949-up engines have a modern style distributor located on the top front of the engine. The 1946 to 1948 engines had the round style distributor. The 1942 to 1945 engines had the Crab-Style distributor (see picture below). This distributor applies to all engines from 1932 to 1941, so for the 24 stud engines we are looking at, all 1938 to 1941. The earlier models have, like all 21 stud engines, a so called Divers Helmet distributor (sometimes called Eggshell distributor). 21 stud with Divers Helmet or Eggshell Distributor
0 kommentar(er)
