Cleveland engine numbers

It appears Windsor also tooled up for s but the plug was pulled before they got to make any. They did however, design and produce a block that was used on s after the stock of blocks was depleted. The number was C8AEB with marking in the lifter valley. At the very end of the model year some additional blocks must have been discovered as the older C6AEC blocks appeared again.

In Cleveland continued with production. Windsor dropped production and took up the In Cleveland came out with its newly designed C8OEA is a block from Cleveland from a or a or later check date code. There is no code stamped on the block itself that can be used to identify the cubic inch displacement of the block. Casting numbers can be helpful, but some blocks used several different casting numbers, and in some cases, one casting is not interchangeable with the other.

Engines are identified by a tag attached to the engine. This tag is used on all late models and located under the coil attaching bolt. Maxxis MA-SW.

Maxxis M Mudzilla. Maxxis MT Buckshot. Maxxis MT Bravo. Maxxis MA Bravo. Maxxis MA-S1 Marauder. Maxxis MT BigHorn. Nitto Mud Grappler. Nitto Terra Grappler. Nitto Dura Grappler. Nitto Dune Grappler. Nokian Vatiiva MT. Pit Bull Rocker Extreme. Pit Bull Maddog. Pit Bull Growler. Pro Comp Xterrain. Pro Comp All Terrain. Pro Comp Mud Terrain. Pro Comp Xtreme AT. Pro Comp Xtreme MT. Toyo Open Country MT. TrXus Mud Terrain. Mickey Thompson MTZ. Mickey Thompson MTX. Mickey Thompson Baja Claw Radial.

Mickey Thompson Baja Claw Bias. Mickey Thompson Baja Crusher. Competition Claw. Dunlop Mud Rover. Yokohama Geolandar. Mud Tire Reviews. Product Reviews Tire Reviews. ATV Tire Index. Carlisle Titan. Dunlop Quadmax. Dunlop Quadmax Sport.

Quadmax Sport Development. Highlifter Outlaw. ITP Holeshot. ITP Mud Lite. ITP Sandstar. Kenda K Executioner. Tubeless Bearclaw K Kenda Klaw K Kenda K Sand Gecko. Maxxis Rooster Paddle Tire. ATV Tire Mounting. You find them completely machined and partially machined. Sometimes, you find raw castings. Expect to also see rough-cut Cleveland blocks with 3. And, expect to see some that have never been hot with standard-size bores.

That makes your Cleveland block search a crapshoot because it is unknown what you will find out there. It has been often theorized in Internet forums that the Xs and Ys in the lifter valley of most Cleveland blocks means a higher nickel content, but Ford has never confirmed this. It is believe the Xs and Ys were cast in to prevent cracking, a running production change in Cleveland blocks. Never run studs all the way down.

Use engine oil sparingly on stud threads; however, never fi ll the bolt hole with oil, which can crack the block. Before a C block can be line-honed, torque the main studs. Apply moly coat to provide lubrication and an accurate torque reading. Torque mains from the inside outward in three stages. Again, do not bottom studs out. If you have converted a two-bolt main block to a four-bolt, the line bore must be line bored to size, then honed.

Check bores with a micrometer. Here is a 4. Never bore more than 4. If you intend to go to 4. This Cleveland block has been bored to 4. Honing takes it to 4. Mike and hone lifter bores for proper fi tment and oil control. When tolerances become too sloppy, lifter bores should be sleeved and honed. Marvin seeks perfect main cap fit by dimpling the main saddles as shown. These dimples take up gaps providing a secure fi t.

A snug fi t prevents cap movement at high RPM. Although I try to touch on just about everything you might find, there are going to be unusual, limited-production castings that surface breaking all the rules and posing new questions. There has been factory Cleveland development documentation dating back to that tells us this engine was in development for a long time before it debuted late in Early Cleveland blocks seem to have been plagued with cracking issues in the lifter valley.

And when they cracked, coolant found its way into the oil.