How To Find Engine Size On Ford Engine Block

The quickest manner of differentiating between the different familys of Ford engines is to simply count the valve cover bolts.

2 bolts: 239/256/272/292/312 (produced from 1954 to 1964)
five bolts: 332/352/360/361/390/391/406/410/427/428 (FE engine)
6 bolts: 221/260/289/302/351W
vii bolts: 429/460
8 bolts: 351C/351M/400

The early on 351W has four actress intake manifold bolts (13, 14, 15 and 16). If y'all see them, it's definitely a 351W.
(Click to enlarge)

Windsor engine characteristics

Thermostat housing bolted to the front of the intake manifold
All 289/302/351's accept intake bolts xc degrees to the footing
289/302/351's have evenly spaced exhausts aimed 90 degrees from length of head
5/8" (18mm) spark plugs
The 351W and 302 are very dissimilar:
- The 351W has a taller deck superlative than the 302. (a 302 will have the intake almost flush with the base of operations of the distributor... where it goes into the block..... a 351w will have almost ane/2 inch lip at that place where the intake meets the cake.)
- Since the deck top is taller the intake manifold is wider on the 351w than on the 302.
- The 351W uses a larger main journal than the 302. there are 2 physical ways of telling a 302 vs. a 351w. Too, in between the frost plugs on a 351W there volition be what appears to be a triangle or diamond (the mode I was told) indented cast into the block...a 302 doesn't have those.
- a 351W is wider between the heads compared to a 302 (the intake manifold is wider by about 1-1/2") and 351 pistons take a different pin superlative. You tin use 302 pistons in a 351 if you lot stroke information technology to a 393

Comparison of the 351C vs. the 351W fuel pumps
(Click to overstate)

Cleveland engine characteristics

The thermostat housing is on the block extension which contains the timing chain

deck top makes a 351c intake not fit on a 400, Spacer plates are available to use a 351C intake on a 351M/400, but information technology's more than practical to use these mainly for large port intakes on 400s using 351C 4V heads.

351C manifolds are dry, no h2o passages or thermostat housing....thermostat housing goes into the front of the block.

spark plugs will exist the smaller 14mm type

The Cleveland (351C) has the small 300/302/351W bell housing design.

The 302 C is a de-stroked Cleveland, the cake is identical to a 351C, but the crank rods and pistons are all engine specific. The 302C heads are the modest combustion bedroom, small-scale runner heads .

1000-series (335) engine characteristics

The 351M/400 was simply available with small ports, same as 351C 2V. An Edelbrock Performer for these are wider and should say Performer 400 on the top.
351M/400 manifolds are dry, no h2o passages or thermostat housing.
There is about a one" rib cast onto the cake on the taller 351M/400 which runs along side the distributor going from the front of the block extension dorsum to the intake manifold.

This is a very rare Ford 400 block, one of a very few cast to fit the standard Cleveland bellhousing. These blocks have blank engine mount bosses which can be drilled to adjust standard Cleveland engine mounts making them a directly replacement for a 351C (assuming no summit/width issues).
All engines in the 335 series (family) accept the vertical commodities blueprint on the fuel pump. That includes 351C, 351M, and 400.
Grand-block engines take the taller intake manifold forepart mating surface (most an inch in a higher place the distributor mounting hole and front end cover housing) and is quite apparent
The only real differences betwixt a 351M and a 400 are the crank and the pistons.
351M and 400 heads are identical, are also nearly identical to 2V Cleveland heads
The 351M and nearly all 400's have the large bell housing blueprint similar the 429/460.
The simply 100% positive style to tell if yous accept a 351M or 400 is to drop the oil pan and check the casting numbers on the creepo. They should exist on the side of the outset counterweight. A 400 crank will have 5M, 5MA or 5MAB casting code. A 351M crank will have a 1K casting lawmaking.
400 with 302 bellhousing was made in '73, and will also take the regular 400 bellhousing mountain casting. Top ii bellhousing bolt holes are 5 inches apart on a 302, 7 three/four inches on 400. (see epitome at right)

FE/FT engine characteristics

But have a glance at the seam where the intake and the head come together to make upwardly the sealing surface for the valve covers. The FE/FT intakes are and then wide that they go underneath the valve covers a scrap. No bolt counting necessary. No other vintage Ford engines have this feature. 1 other feature is the skirted cake. These blocks are flat on the bottom and the oil pan mating surface is 100% flat (no humps).
Intake bolts are perpendicular to intake face or roughly 45 degrees to the ground
exhaust ports are raised up from the bolt plane of the lower head; runners are somewhat doglegged with front 2 angled towards rear and back two angled towards front end of car
The "352" casting appears on the outside of many (if not most) Fe engine blocks on the rear of the block (backside the flywheel), with no regard to the existent deportation. Then a "352" block could really exist a 332, 352, 390, 410, etc.. Measuring bore and stroke is the best style to ostend the actual engine deportation.
Swapping in a 390 crank and rods turns a 360 into a 390, restores quench and compression, and makes the engine into a real performer. It's a HIGHLY recommended upgrade. Both engines are neutral balanced, and so the flywheels and harmonic dampeners are interchangeable. The Just things that need swapped to make the change are the crank and rods. They fifty-fifty use the SAME replacement pistons. Nevertheless, if you accept the original full brim pistons from the 361, they will interfere with the rods when bolted to the 390 crank. No 360 ever came with full skirts, only the 361, and not the FT either. The Edsel used a version of the 352 with a .050 bigger diameter that had the full skirt. To use a full skirt on a 390 creepo the merely thing needed is a slight trimming of the end pistons, or the end counterweights in merely a small-scale spot that would exist barely noticeable. Merely the outside weights in i spot are most. The piston just needs nigh an one/8th inch off one side of the brim.

385 series (Lima) engine characteristics - (includes 370, 429, 460)

If the thermostat housing points up and is on the intake information technology would be a 460

MISC.

351C has motormounts and bellhousing pattern like a 302, 351W, 240/300 CID.
351M-400 has motormounts and bellhousing pattern similar a 460

Identifying a straight six

The 300 was kickoff available in '65. The casting number on the cake is the same for 240s and 300s, so you can't use that to determine the CID. However, y'all tin at least make up one's mind it's yr of manufacture...or at least the date the block was cast.

Find the casting # on the passenger side of the cake. It would be something like C5TE or D7TE or E1TE. The first letter is the decade.

C=threescore's
D=70's
E=80'due south
F=90's

The 2d digit is the yr. C5TE = 1965...

Note: Some casting #'southward were used in more than and then the one twelvemonth only they will tell you lot what age the engine is. Also... All 67-86 engine rebuild kits are interchangeable and then all 87-96 are also interchangeable

To determine the CID you'll have to mensurate the stroke. Pull the #1 spark plug and stick a stiff slice of wire down into the the cylinder until it contacts the pinnacle of the piston. Then manually rotate the engine around until the piston is every bit low every bit it will go in the cylinder (BDC). Make a marking on the wire at some reference point, like a valve cover lip. And so manually rotate the engine effectually until the piston is as loftier as it will come up (TDC) and make another mark. I affair y'all'll need to pay special attending to is the position of your measuring wire on the piston top. The dished pistons, combined with the fact that your wire will be going in at a slight angle, hateful you need to try to continue your wire in the center of the piston dish and at the same angle every bit information technology comes up in the bore.

Now you can compare your marks to find the stroke. A 240 has a iii.18" stroke, 300 is three.98". Your measurements will probably be a tad longer than these, due to normal error and the varying angle of the measuring wire equally information technology emerges from the spark plug hole. Removing the heads and measuring the stroke is much more accurate.

Wait at the casting number on the passengers side of the motor in the back. It'll start with a letter, so a number, then two letters, either AE or TE (example: C7TE or C7AE) If it ends in TE and then the motor was originally in a truck. If it ends in AE information technology was originally in a car. The 240 was plant in cars and trucks, the 300 trucks only. If the tertiary and 4th digits are AE then the cake was originally meant to be a 240 from the manufacturing plant. Of course information technology could have had internals swapped, the 300 line could have been running short on blocks so a 240 block made its way to go on the line going.

The other methods of determining your engine CID are more difficult, which include dropping the oil pan to check the crankshaft numbers. 200's have a different bellhousing pattern then the big truck sixes (240/300).

Check out http://fordsix.com

Source: http://www.fordification.com/tech/engineID-V8.htm

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