I posted this in the small block forum a couple days ago but didn't get a response. My truck has a 289 and i'm trying to figure out what year and maybe what it was in originally. Does someone know where the numbers are located? Thanks

 

There's no way to know what your engine originally came in, unless it's 1968 or newer. And even then the records may not be available. On the side of the block, near the starter, you will find the casting numbers. Most of them are useless information, as the number would be the same for several years and used in every car line. The date code is what you're looking for there, which will look like a small "tag" cast into the part with a series of numbers/letters such as 6M22 or 5C3, etc. Some kind of number-letter-number sequence. Find that and we can tell you the month day and year your block was cast. You can find similar numbers on the heads under the valve cover, and on the intake and exhaust manifolds, too.

In the example below, it's the 7A12 in between what looks like two screw heads. That's actually part of the block iron casting.



Beginning in the 1968 model year, a partial vin was stamped on a pad at the back of the block, behind the intake manifold. If yours has that, it would tell you the model year, assembly plant, and consecutive unit number of the vehicle it was originally installed in. Short of paying for a Marti report, it would still be a guess as to the car it came in, since assembly plants produced multiple car models and makes at the same time.

 

As 52 Merc said, casting numbers and dates are about as close as you can get on a 289. It really does not matter much, as the common parts between all the Windsor family. Unless you need some specific info, don't worry about it if it runs good.

 

Like 52 Merc said if the engine still has the tag bolted to the intake you should be able to tell what vehicle it originally came from (provided it is the original tag). If you have this tag post the information and I will look up what it came out of. Just for your information a good source of information on the small block for is Mustang & Ford Small Block V8 1962-1969 by Bob Mannel availible through NPD and others.


Paul

 

if you pull a valve cover you will see something like C5DE or it may be on the bottom side of the head below the intake , thats called a prefix code. its the first 2 digits you are concerned with. C is the 60's D is 70's E is 80's. The second digit is the year. C5 is 1965. your intake manifold and block will also have a prefix date code cast on them.There are also date code stampings on the heads and block that give you the date the motor was put in service. If your engine has a 5 bolt bell housing it is 1965 or earlier. later models were 6 bolt. thats really the only important difference between 289's. My 302 is a mix of parts from different years. its a D4DE block with E7TE heads. even thought the block prefix says is a 74, it came from a 77 granada. my E7TE heads came from a 91 mustang, which used heads from the truck line. im not beyond making mistakes im sure someone will point it out if thats the case.

 

one more thing, you may not be able to tell what your engine originally came in but the
3rd digit in the casting number will tell you what line it was intended for. A=full size ford, D= falcon, O=fairlane Z= mustang

 

This is totally false. The casting numbers you're referring to are engineering numbers. They may indicate who was responsible (read: paid) for engineering a particular part. But by no means do they mean that's where the part was "intended." Case in point; your post above, where you said your truck heads came from a Mustang. The heads may have had engineering done by the truck group, somebody has to do it, but those heads were used in several different lines, including Mustangs and Thunderbirds. They weren't designed only for trucks, they were the commonly used HO head. They just happen to have a T as the third character in the engineering number. It could have just as easily been an A or an S or a Z. And that's the way it's been clear back to the 50's. Engineering numbers are not part numbers. The third character thing does not apply the same way between the two.


Oh, btw, I don't know where you got the idea that heads and blocks were stamped as of the day a vehicle was put into service, but that's not true, either.

 

...and like the K code, the parts to make these engines were merely pulled from the regular assembly line, so ID marks (casting numbers and date codes) would indicate a standard factory block on such 'n such a day, and wouldn't prove it to be a K code 289, except for the heads, and the screw in studs. But if it is a Hi-PO, I'll gladly take that boat anchor from ya to save ya some garage floor space.

 

Speaking of hipo heads, it always amazed me that the only real difference was the cast-in spring cup. The screw-in studs is a machining operation and can be done to any sbf head. They had the same crummy ports and valves as the plain old 2 barrel 289's. You'd think if they were going to go to the trouble of making a unique casting, they could have put a little thought into making them more useful.

 

Well, it was the '60's, lol.

I thought they were the same as ordinary 4v heads.

Not to stray too far off topic, but the 289 really didn't change much during it's production run. As mentioned, the 5 vs 6 bolt bell, was about the only big difference that will dictate the OP's engine swap needs. You can argue the early 289's had generators instead of alternators, but those probably got changed during the swap anyway. But all in all, as Wayne said, I'd look on the back of the block for a partial vin first, and that will get ya aimed in the right direction.

 

Yes the K code block was a standard 289 block; however, the main caps were larger and I believe the plugs on the block were screw in (may be mistaken). One of the best early small blocks I have seen was a Ford Performance Engine offered in the late 60's thru Fords racing catalog. It was made in Mexico, had all the features of the K code engine and very good heads (for the day) on them. If you ever see one you might want to grab one....

Paul

 

i said when the engine was put into service, my date on my 77 block matched the date on my donor car, same month.mine happens to be stamped right in front of the #5 piston hole on the top of the block. Those prefix numbers do have a purpose, i can care less who paid for the part, i know the truck heads were put into mustangs after 1986 because they offered more performance than the E6AE that were in the 86 mustangs. The E6 valves were sunk so far up in the chamber the pistons did not have valve reliefs in 86.they were replaced with the E7TE truck head, that is well known, and proven by the T, it came from the truck line.you wont find those heads in a t bird. they stuck with the e6 heads, HO or not. Tbird's also did not have the forged pistons. The Mark series lincolns did, and they had the truck heads too.The 3rd prefix is the line it was intended for.Why have the 3rd prefix if thats not the case? You know i would not have even replied back if you had found a mistake, but you got hung up on my word intended, you had nothing to offer. my info is correct.

 

I;m not picking sides here, just throwing this out there:

Ford part numbers are divided into two main categories: Engineering Numbers and Service Numbers. The engineers will design a part and assign it an Engineering part number, which is an alphanumeric reference code used by the assembly plants. When the part is redesigned, the change needs to be noted so the Engineering part number is changed. When the part is released for service it is assigned a Service part number. It is a different number, because how a part is finished and packaged for service is different from its original production counterpart. (It's the number used by your Ford parts man to look for your order. He doesn't want to know about the engineering part number. However, you may need it because the engineering number is the one appearing on many parts.) This allows Ford Parts and Service to track changes affecting interchangeability by modifying the Ford Service part number. The Service part number will not change with the Engineering part number unless the change affects interchangeability. Therefore, the part numbers on the part are generally Engineering numbers while the Service part number will be on the box. There are some exceptions, such as a whole grouping of parts or a kit. Engineering and Service numbers decode the same way. The difference being the fourth character of the prefix.
Part numbers consist of a prefix, a basic part number, and a suffix. An example would be F4ZZ (prefix), 6E086 (basic part number), -A (suffix).
You can use these numbers at swap meets or salvage yards to match to existing numbers you might have. You know if the basic number is the same it should be compatible if the suffix number on the part you are comparing is a later alpha character than the existing one. Early suffix designations generally begin with "A" and increment through the alphabet as design changes are made that affect interchangeability. If the suffix on the part you were looking to replace (your existing part) was an "A" you could use parts with have a "B" suffix. If the part you were looking to replace (your existing part) had a "B" suffix, a part with the "A" suffix would probably have a compatibility issue. Parts that have later suffix codes are the ones to get.

I'll also add no fox chassis Tbird got an HO. They were all SO engines, however an HO changeover is pretty simple.

 

thanks Havi, you put the complete story out there.

 

As a general rule the third digit in the pre-fix of engine parts was determined by who the lead user of the part was (vehicle line / truck), that paid the Powertrain Division to design and engineer the part / engine. As to a part suffix being rolled eg AA to AB interchangability was not supposed to be affected. If it rolled from AA to BA, generally interchangability was an issue. These are / were the guidelines, I know someone some where will chime in with an exception.