Big block engine identification numbers

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Contents:
  1. Register Now
  2. Decoding a Corvette’s V8 Casting Numbers and Engine Stamps
  3. Engine Prefix and Suffix Codes
  4. Browse - Casting Numbers .info: engine blocks, heads, and more

You need to decode the engine and see if it matches the vehicle, and if the code signifies Z28 or SS equipment. Lastly, in extreme cases, you'll want to verify the numbers stamped onto the component were the ones stamped into it originally and aren't restamped. The point of this page is to help you figure out how to decode stuff. All engines are stamped with an engine ID code, consisting of assembly plant code, production date and suffix code.

V8 codes are stamped on a pad just forward of the right side passenger cylinder head. The engine date must precede the car build date, otherwise something is amiss. Some engine machining operations decking will obliterate the engine ID.

Suffix codes are either alphabetical or alphanumeric. Select the portion of the alphabet for your code. This list of codes is a summarization, it is not complete nor all inclusive. It represents any CID and is used to indicate this particular engine was replaced under Warranty.

It is a direct replacement for the original equipment. The date code of a W can be found on the back end of the block, on the skirt where the bellhousing mounts to the block. The middle number or numbers indicate the day of the month it was cast 1 through The and heads have six bolts per cylinder and fit either block, but even though both heads fit, they are not readily compatible.

Therefore, you should not bolt together mismatched heads and blocks because it could lead to out- right engine failure. The bores differ enough between the two W engines, so the heads and the block should be of the same displacement. When swapping in the other direction, such as putting heads on a block, everything fits, but the engine suffers from lack of breathing and is less powerful. The other factor in swapping heads is the use of the correct intake manifold. W-engine heads need to match the intake and vice versa or additional problems occur.

So, keep in mind that the heads do bolt up to different blocks, but it is not recommended to do so.

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Deck height is one of the more critical measurements of W blocks. To extract more displacement from W engines, General Motors engineers used a higher deck height than on the small-block Chevy. The W block height is no different, despite the degree angle. The deck heights of the two engines are the same at 9. Again, as the rare Z11 is actually based on a production block, it is the same.


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The bore spacing for both the and is 4. W engines, much like their small- and big-block cousins, have no skirts on the side of the block at the crank- shaft location. The plane of the block.

Decoding a Corvette’s V8 Casting Numbers and Engine Stamps

This aligns the many forces on the crank- shaft and block where they meet and provides the optimum strength of the junction. Four-bolt main-bearing caps would have helped give the blocks more strength in holding the crankshaft and distributing its forces, but GM engine designers were still more than a few years away from using them so they never appeared on any W. If you are taking your W engine into higher RPM, a four-bolt main bearing cap conversion kit is a wise idea. This original W block has been cleaned and is ready for assembly.

The block must be cleaned numerous times during the machining and assem- bly process to remove machining chips, grind- ings, oil, and other debris that causes damage if left inside the block during final assembly. Even fluids for testing for cracks need to be removed. Only some of the preliminary machining has been done on the Bob Walla aluminum block, but at this stage, the relief cuts for controlling compression are roughed in. More machining is needed for a block to be ready to use, but this block is a prototype.

Looking at the top of the Bob Walla block shows cross webbing that adds strength to the block. Almost all aftermarket blocks have this webbing both on top of the block in the lifter galley and below on the main journals for as much strength as possible. There are two pins in the deck of the block for locating the head and gasket. Use fresh freeze plugs in a build. Freeze plugs usually rust out and can be a problem to replace in the car. Changing them out during a rebuild is inexpensive and easy. The main caps are 2. All W engines have two-bolt main caps, and many engine builders elect to convert the W blocks to four- bolt main-bearing caps when using a bigger-stroke big-block Chevy crank- shaft.

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Engine Prefix and Suffix Codes

The end-bearing caps remain two-bolt units while the three center main-bearing caps are converted to four-bolt units. Therefore, you need to purchase a set of Mark IV four-bolt main-bearing caps and coordinate. Interestingly, the Z11 block did not even come with four-bolt mains, but certainly there is enough mate- rial on the block webs to support a four-bolt conversion.

Chevy engine block and cylinder head casting numbers location

The transmission bolt pattern on the back of the two W-engine blocks is the same as on the predecessor small-block and the big-block that followed the W. Therefore, most Chevy transmissions bolt up to the or block. Chevrolet used the same engine mounts as on the small-block and even mounted them in such a location that swapping the two engines is easily accomplished.

These mounts and their corresponding holes in the block are the same for both engines and all models. The factory engine mounts are a combination of rubber and steel and use the same triangular pattern of three bolts to mount to the block. A matching mount is used on the frame of the vehicle and one longer bolt connects the two when installing an engine. Significant cracking around the main- bearing journals is often reason enough to pass on a block because it often cannot be fully repaired.

Before you go through the entire machining and rebuilding process, do a thorough inspection of the block. After pressure washing the block, perform a Magnaflux test, which uses magnetic fields to seek out cracks in the metal. From the top of the block, you can see the locating pin in the deck and the proximity of the head bolt holes to the cylinder.

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W engines use six bolts per cylinder to ensure proper distribution of torque on the heads. The locating pin holds and aligns the heads in place during assembly.

Browse - Casting Numbers .info: engine blocks, heads, and more

With the engine upside down on the stand, you can see the motor mounts, freeze pugs, oil plugs. The painted inside of the fuel pump boss allows the oil to return to the pan quicker, thus keeping a proper level and avoiding cavitation and oiling problems. To build a strong and reliable engine, you commonly need to replace these parts.

Most engine shops advise customers to have a Magnaflux test performed on their blocks and other components. The Magnaflux procedure can reveal flaws in the surface structure of metals that are not normally visible to the naked eye. The system works by exposing the piece to be tested to a magnetic field. The piece is coated with a special iron oxide dye that works its way into any cracks or crevices.

Using a black light, the dye is seen collecting at the points of cracks and imperfections. The biggest benefit of Magnafluxing is finding problems before they happen and before money is spent on a bad piece of equipment or part. The reliability of Magnafluxing parts is such that it is often part of a regular maintenance program.

Starting on the outside is a good way to begin, but keep in mind that most of the critical measurements are inside the block. Do not take anything for granted when inspecting a year-old block. An example is the condition of the outside of the block.