What Is The Bolt Pattern Of The 292 Ford Bellhousing Bolt Pattern Drawing

The engine block is the foundation on which everything is built. What you've got to work with determines the all-time-possible choices for yous down the road in your engine build. The data that follows will allow you to properly place the wide range of factory blocks that were made, and the distinctive characteristics of each.

221/260/289/302

Block identification is straightforward with 221, 260, 289, and 302 cubic-inch Fords. The 221 and 260 are both 5-bolt bellhousing blocks with either a 3.500- inch bore for the 221 or three.800-inch for the 260. Casting numbers and date codes are C2OE and C3OE, located just higher up the starter. These blocks are easy to spot considering their bores are smaller than the four.000-inch bores found on the 289/302. Deck cooling passages are an odd triangular shape every bit well, which is some other element that differentiates them from the 289 and 302. Early 1962 model yr 221 and 260 blocks had two 11⁄two-inch freeze plugs on each side, which later became 3 freeze plugs in 1963. These early blocks are likewise differentiated via engine mount bolt hole spacing, with the earliest 221/260 blocks being 6 inches apart along with two freeze plugs instead of three. Changes to 3 freeze plugs and different engine-mount bolt hole spacing happened early in the 1963 model year to reduce NVH.

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The 221 and 260 engine blocks have a v-bolt bellhousing bolt design along with C2OE, C3OE, and C4OE casting numbers. Casting date code pinpoints exactly when the cake was cast. This is a 260-ci service replacement block, hence the 1965 engagement code.

Those start 289 blocks from 1963–1964 have five-bolt bellhousings like the 221 and 260. Look for "289" in the lifter valley as your first clue. From mid 1964 forward, the 289 has a 6-bolt bellhousing. Await to see both Windsor (WF) foundry and Cleveland ("C" with a circle around information technology). This is a Windsor (WF) foundry 289 cake.

 

The 289 block entered production in the 1963 model year with a five-bolt bellhousing bolt blueprint just similar the 221 and 260 along with improvements mentioned before. The 289 blocks accept casting numbers of C3OE, C3AE, C4OE, C4AE, and C4DE. Kickoff with the 1965 model year, Ford revised the 289 to a vi-bolt bellhousing bolt design to reduce NVH. Casting numbers are C5AE and C6AE. The 289 High Operation V-8 had the aforementioned cake as the 289 2V and 4V, with the exception of wider mainbearing caps. This rule applies to both v- and 6-commodities bellhousing blocks.

The 302 block appeared for the first time late in the 1967 model twelvemonth in both 289- and 302-ci applications that had a C8AE or C8OE casting number with a "302" in the valley surface area. What made the 302 block different than the 289 was longer cylinder skirts—.015-inch longer to adapt the 302'southward longer 3.000- inch stroke. The 302 cake evolved to some degree in the years following 1968, with casting revisions worthy of note. While virtually of these blocks are interchangeable with 289 derivatives dating back to 1965, it is important to annotation the clutch equalizer shaft pivot boss on the left-paw side was eliminated from the 302 block commencement in 1975. This ways yous demand a commodities-on clutch equalizer shaft pivot bracket for a 1975+ 302 block if you're running a manual manual and the classic Z-bar clutch linkage.

If you're restoring a classic Mustang or other type of vintage Ford, your search for a respective numbers matching block is challenging because in that location aren't every bit many salvageable cores as there used to be. For the purist, the block must accept that right casting number. For example, a 1965 Mustang should have a C4 or C5 casting number, depending upon vehicle build engagement. The casting and engine build date codes should fall inside 30 to 60 days of the vehicle build engagement. Ane instance might be "5A26" (January 26, 1965) or "4F17" (June 17, 1964), which ways year, month, and twenty-four hour period of casting or manufacture. One adept example of a casting number might exist C5AE-6015-Eastward for a 289 cake. Look for these numbers because they show you the fashion to correctness.

If you find a numbers matching block with cylinder bores that have been overbored to 4.030 inches or across, the block tin be sleeved by a qualified automobile shop and returned to service. The cost to sleeve a cake is approximately $100 per cylinder. Expect cost to go higher with time. The good part about sleeving a used block is the seasoned iron from that steady cycling of heating and cooling over time. Cylinder sleeving is discouraged if you're going racing because, no matter what anyone tells you lot, sleeves are non as stable as iron bores. NOS Ford service blocks from the 1960s are expensive and hard to come up by, merely still out at that place.

It is e'er a good thought to bank check any cake you're because for cracks and severe warping before automobile work is performed. This process can be accomplished by whatsoever qualified automobile store before expensive car work begins. As a dominion, small-cake Fords rarely suffer from cracking unless at that place has been a bad overheat or boggling circumstances such as an blow or the cake being dropped. Weak spots are generally around the decks near cylinder caput bolt-holes and cylinder bores.

Information technology is believed Mexican blocks have higher nickel content, which isn't necessarily true. Respected Ford engine builder John Da Luz in San Diego, California, has weighed all Ford blocks and institute a Mexican block weighs the same every bit a U.South. block. When yous add nickel to an iron casting, you add weight. This debunks the higher-nickel-content theory, more or less. What makes the Mexican block better is its wider main begetting caps, as you see on the 289 High Performance block. Mexican blocks are an splendid source for wider main caps, when you lot tin can find them. If you install them on some other block, line bore must be checked and honed every bit necessary to get the main saddles to proper size.

Boss 302

Ford'due south limited-production 1969–70 Boss 302 engine cake is highly sought after for its iv-commodities master caps, heavier main webs, thicker decks, and screw-in block plugs. Considering fewer and fewer cores are out there today, information technology isn't racers going later on these blocks, simply restorers looking for authentic date-coded Boss blocks. Iv basic Boss 302 block castings were produced: C8FE, C9ZE, D0ZE, and D1ZE-B. C8FE is the 1968 302 Tunnel- Port block, which was as well used in early 1969 Boss 302 Mustangs and Cougars. Don't be surprised to observe a C8FE Tunnel- Port cake in a 1969 Boss 302 production car. About common are the C9ZE and D0ZE Boss 302 block castings. D1ZE-B is a Ford replacement service block.

Those beginning 289 blocks from 1963–1964 have five-bolt bellhousings like the 221 and 260. Expect for "289" in the lifter valley as your outset clue. From mid 1964 forward, the 289 has a vi-bolt bellhousing. Expect to run across both Windsor (WF) foundry and Cleveland ("C" with a circumvolve around it). This is a Windsor (WF) foundry 289 block.

Beginning in 1968, VINs were stamped into this boss at the back of the block. This was a federal mandate that has stood e'er since on all Ford engines. If there'southward no vehicle identification number, y'all may accept found a service block or replacement crate engine. Likewise, a machine shop may have milled the VIN off during a rebuild.

 

Like the before 221, 260, 289, and 302 blocks, overbore for the Boss 302 block is express to 4.040 inches, and I am even inclined to suggest no greater than four.030 inches, especially if you intend to have it to 7,000 to eight,000 rpm. And like the rest, y'all tin can sleeve a Boss 302 cake for about $100 per cylinder and go dorsum to a standard diameter.

The most unique factory small-cake ever produced was the 1969–1970 Dominate 302 with 4-bolt mains, heavier main webs, thicker decks, spiral-in freeze plugs, and extra cooling passages in the deck.

Expect to run across C8FE, C9ZE, D0ZE, and D1ZE-B casting numbers out there. If you find a C8FE, it is a Tunnel Port block. Discovering a D1ZE-B block means yous've found a service replacement.

Dominate 302 blocks were the only Ford pocket-size-blocks to get screw-in freeze plugs, also known as Welsh plugs.

 

351W

Considering the 351-ci Windsor block has a taller deck and additional webbing in forepart on top, identification is straightforward. The 351W has a 1.00-inch-taller deck in lodge to accommodate the iii.500- inch stroke. Based on a lot of feel, I've found 1969–1971 351W blocks appear to be stronger than subsequent blocks because of their higher nickel content. I admit I haven't weighed these blocks adjacent, which leaves this speculation open to debate. These early 351W blocks are typically numbered C9OE and D1AE. Ane other option is 351W blocks bandage in Mexico for highperformance applications. They're very hard to come up by. I've seen them from fourth dimension to time in North American-built Fords and Mercurys. Similar the 302 blocks mentioned earlier, these blocks weren't express to Mexican-congenital vehicles.

The 351W block is easily identified by its taller deck over and to a higher place the 289/302. Look for boosted webbing/bracing in front but beneath the distributor boss.

The 351W has larger iii.000-inch ii-bolt main journals. Ford never did a 351W iv-bolt chief block.

Here'southward the 351W (D2AE) inverted for a better view of overall block architecture.

 

351C

Ford's 351 Cleveland is i of the more than limited mass-production Five-8s the company has always produced because it made them for merely four years in N America (1970–1974). The 335-Series engine was produced in Australia significantly longer in 302- and 351-ci displacements.

Finding 1 of these blocks with a standard bore is challenging considering and then many of them accept been rebuilt or recycled to scrap iron. Most have been bored to at least 4.030 inches. As with other pocket-sized-block Fords already mentioned, 351 Clevelands tin can exist sleeved and brought dorsum to standard for about $100 a bore by a qualified car shop. Through the years, I've found 351C blocks tend to crack more, which means you must have a block checked earlier expensive machine work begins.

Two basic 351C blocks (two-commodities and four-bolt main) were produced with a variety of casting numbers visible higher up the starter. This information enables you to identify these blocks without removing the oil pan.

Ford Australia produced a NASCAR Cleveland block for the North American market, but non much is known almost this block. We practise know these blocks had thicker cylinder walls and decks, forth with four-bolt mains. The bad news is they were rejected and returned to Australia due to casting-cadre shift problems and sold on the Australian marketplace.

The 351C block employs the same bore spacing and bolt hole positioning as the 351W. Still, this is a different cake entirely, with smaller 2.750-inch principal journals than you lot find in the 351W. Annotation the wraparound iron timing-encompass region, and its steel encompass with twelve and six o'clock fuel-pumpbolt positioning like an Oldsmobile Five-8. The 351C block suffers from oilingsystem inadequacies, which tend to starve main bearings. When you study the block deck, note that the cooling passages (as on a 351W) are not there because the 351C has a dry-intake manifold versus the 351W's wet design.

This is a 4-bolt-main 351C block, casting number D2AE-CA, cast on January 20, 1973.

Thermostat location for the 351C, 351M, and 400M is in the block as shown due to a dry-intake manifold blueprint. This coolant flow restrictor must never be removed. Australian blocks take a cast-in restrictor.

 

Not all 351C engines produced in Australia had blocks cast in Australia. According to reliable sources, Ford's Cleveland Foundry and the Michigan Casting Center produced 351C blocks for Ford Commonwealth of 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 castin thermostat coolant menstruation restrictors instead of a brass insert similar the Northward American 351C.

351M/400M

The 351M and 400M ("M" means Midland) are covered together considering these engines employ the aforementioned raiseddeck Cleveland block. The K-cake has a 1-inch-taller deck meridian (10.297 inches versus the 351C's 9.206 inches) to conform the 400's iv.00-inch stroke. This makes a 351/400M block easy to identify. However, the 351/400M block has a Ford big-block bellhousing bolt pattern, which ways a big-block C6 or Top Loader for your Chiliad-Series engine build. This is the same bolt pattern used for the 385-series 429/460-ci big-blocks.

Because the 351/400M employs a raised deck, you must also call up about accompaniment front dress issues such as power steering, air conditioning, and alternator. These items, when copped from a 351C, practice non always interchange.

Ford Racing Blocks

Ford Racing Performance Parts (FRPP) offers us a nifty playing field when it comes to high-performance blocks for small-block Fords. Everything from a pocket-sized 5.0L street cake to all-out racing is available. Hither, I impact mostly on street hardware. The almost significant cake introduced by Ford Racing Performance Parts since this book was first published is the Boss 302 block (M-6010- BOSS302). It was a long fourth dimension coming and basically a replacement for the 302 One thousand-6010-A50 Sportsman block, which was in production for many years.

The 351C block has this oil pressure sender location on acme at the back of the block different its 351W cousin. Most of the time, it is plugged. Some engine builders use this location to enhance oil menses with a feeder line.

Dissimilar the 351W, the 351C has this steel timing encompass—instead of a castaluminum embrace.

Mexican blocks are also identifiable past these "humps" in the casting up front.

One reason the 289/302 Mexican cake is better is these wider 289 Hi-Po style principal caps, which provide better primary-bearing support. If you find an out-of-spec Mexican cake, you may nevertheless use the principal caps on a good block. Remember you must have a qualified automobile store install them so line bore or line strop to proper dimensions. Never merely install these caps without doing proper machine work.

Similar the 351W, Ford put 351C casting numbers and date codes here to a higher place the starter. Expect to see a partial casting number on the 351C besides as 351W blocks to come after on.

Mexican block 289/302 engines take a casting number that looks like this: C8AM-6015-B. The "C8AM" indicates a Ford Mexico casting. Despite the belief Mexican blocks have a college nickel content, these blocks accept been weighed against their U.South. counterparts and weigh about the aforementioned.

 

The One thousand-6010-BOSS302 cake is cast from the latest high-tech casting techniques at Ford's Cleveland foundry, which has a long legacy of great engine castings including the 221/260/289/302 small-cake and 351 Cleveland. Refining this technique came from years of practice developing durable NASCAR blocks that accept a fierce reputation for reliability. What is different from the 1960s is computer aided design (CAD) used in casting modeling. When Ford adds virtual machining to the casting model, information technology'south time to summate how much molten metal needs to exist poured into the sand casting. Although this process saves Ford a agglomeration of money, it also means less metal. Cylinders are siamesed to make the block stronger. Although the new Ford Racing Boss 302 block has had some teething problems, it has panned out to be ane of the best aftermarket blocks these folks have produced in a long time.

The Sportsman cake was an excellent value and notwithstanding is if you tin can find one new or used. The disappointing office was the halt in product of these A50 Sportsman blocks, which were such an excellent value for the money at effectually $1,000 each, new. And if y'all're building a warmed-upward street engine, the discontinued 1985–1999 5.0L production roller cake was also a not bad thwarting because Ford gave y'all the selection of starting with a new stock cake instead of searching all over for a standard-bore used block.

I discuss the M-6010-A50 Sportsman block because in that location are enough out at that place, new and used. At 135 pounds, the Sportsman block offers nodular iron compages with wide two-bolt primary caps. These blocks can be stroked to 347 ci. Ford Racing Performance Parts suggests no larger than iv.030 inches. The A50 Sportsman cake is a not bad direct replacement for the common 1985–1999 5.0L roller block.

FRPP offers more race blocks than it does street blocks, and it makes your choice easier when you lot're building a street machine or a weekend racer. The Thousand-6010- BOSS302 is a groovy street/strip block, simply a bit price prohibitive if you're on a tight budget. The A50 Sportsman block is more than practical in terms of cost, yet it is no longer available from FRPP. Mission and budget determine which cake you lot choose. Without any dubiousness, the A50 Sportsman is a more practical block for street and strip. You tin throw 450 hp at this block without spending a fortune.

Screw-in oil gallery plugs are an fantabulous cake modification because they eliminate the risk of popped plugs and nada oil pressure. Here, MCE Engines in Los Angeles has drilled a small timing set oil hole to improve lubrication in forepart.

 

Useful Cake Modifications

The seasoned Ford engine architect understands what it takes to brand a slap-up engine even better. This is why some of the best Ford engine builders around were consulted for this book. The most important improvements you desire to make are cooling and lubrication. Oilingsystem improvements include chamfering oil passages and using restrictors where necessary to improve oil volumeand flow to of import areas. You likewise need to think nigh coolant catamenia and where information technology'due south needed almost.

Hither are the two basic bellhousing commodities patterns side by side. On the left is the smaller 5-bolt bellhousing used through 1964 with 221, 260, and 289 engines. On the correct is the larger half dozen-commodities pattern from 1965 on. Note a larger manual commodities blueprint likewise with the 6-bolt, which as well includes the smaller 1962–1964 transmission commodities pattern.

 

Mexican Blocks

There has been a lot written and said about Ford Mexican blocks through the years. It has been said Mexican blocks have higher nickel content. Just when experts weighed both U.S. and Mexican 289/302 blocks, they came upwards with the same weight, which debunks this long-held assumption. The main divergence I've seen in Mexican blocks is wider Howdy-Po-mode principal caps. When raw, Mexican blocks announced to have more nickel based on a shinier appearance. I of the quickest ways to identify a Mexican 289/302 block is past the humps at the front of the block, on each side beneath deck. These blocks are too identifiable past their Castilian markings and Ford-Mexico casting numbers.

Written by George Reid and Republished with Permission of CarTech Inc

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