Need help identifing a 351 I'm looking at for my 73'. Does anyone know of a site I can decode the engine at. The info I have is: not sure if this is a W1 or M1 on the top with the the numbers 1C26 under that. On the front of the block it has 10 2v and it also has 352 stamped on it. Any help would greatly be appreciated.
You sure it's a 351? I've got a 352 FE engine out back that has "352" stamped on the rear, as well as on the front above the oil filter adapter. Most 351's will have a casting number near the starter area, example, D4AE or something similar. Most 351w's I've seen have "351wcp" cast in to the valley area as well.
MAVMAN you hit the nail on the head. After a little more research it is a 352. Trying to find out what year it is now. Also, can you tell me if it will fit in my 73'. Its a brand new rebuild that is sitting in a storage lot. The guy that built the engine passed away and the storage place wants 300.00 for it. What do you think? Thanks for the reply.
To big and heavy for the engine size and amount of work to put it in. Often times even when someone gives you something, it's still not a bargin in the end.
Just to elaborate on what K Merring said, the 352 isn't really worth trying to shoehorn into a Maverick. It's an extremely wide engine in the same family as the 360, 390, and 427 (etc.). Putting it in would require a lot of shock tower cutting, and all you'd end up with would be an extremely torquey but not very fast motor. The 352 is considered a "stump puller" by most....or some would prefer "boat anchor". I would find a real 351 or 302 personally.
Tomm, it would cost you so much money and headache to put the $300 motor into the car that you could spend the same amount or less on a stroked 302 to 347 and get more power and it would be a drop in. Even the 400 M engine would be a better choice but still larger and heavy. Hope you understand we are not trying to give you a hard time but we know the differences between the different families of engines. Then if you wanted to modify it you would have to own a bank to afford the parts. The FE series started back in the 60s as a 332 then went all the way to 428 cu /in in 10 different displacements. Most versions were used in trucks as well as cars. Even if used, I wouldnot go with less than 390 cu/in to start for the work involved. I had an F250 HD with the 390 -4 barrel and it was a killer for power even in the truck application. Before that one, I had a 360 F150 that wasn't worth the powder to blow it to h#ll.
Guys, there's nothing wrong with the 352. Just big, heavy (685 lbs usually), and hard to work around in the confines of the maverick's chassis. It will fit, as there are even headers made for the FE series engines swapped into mavericks. Old Guy's got some 352 parts if you need anything. They are strong runners, to the tune of factory 250 HP in the '66 (truck-1/2 ton.) Also, they are pretty tough...as a matter of fact, we just tore one down that had over 200, 000 miles on it, and the bearings looked much better than the last set of 351w rod bearings we got from the parts store. Most folks dont know that the 352 and 360 are basically the same engine, except the 360 has a .050 larger bore (4.050"). Add a set of Edelbrock heads, bump the compression to 10:1, and a good cam, it's possible to make 450 HP pretty easily. BUT, if it were me, I'd sell the 352 and use the money to build a stout 302 or even a good EFI 302. Much easier to install and work around. The number "1C26" on the block is the casting date code, it was cast march 26, 19(?)1. I would bet it's a '61 model, or even a '71 model. Another thing to keep in mind is that all FE engines excluding the 332 had 352 cast on them, even the 427's and 428's. You'll need to pull a head or pan to measure the bore and stroke to be absoultely sure which engine you have. They're all the same outside, except the 427 side-oiler..but I seriously doubt that you've got one. If you do, you're EXTREMELY lucky
MAVMAN, thanks for all the info. What do you think the engine would be worth. Like I said earlier its a fresh rebuild and from some of the paperwork on the engine it looks like he put good parts in it. You can tell the heads and block had been vatted before he painted it. How much more of a problem would it be to put this engine in instead of a 351? Thanks Tomm
I have no idea what they're worth these days, all I know is the local scrap metal recycler gives us $20 for complete engines. I've seen them go for $200, and some went for $2000. It all depends on who needs/wants what you have and how much they're willing to give. I'd check the classified ads to see what similar engines are going for, and use that for a reference. As far as installing it instead of the 351, it would be MUCH tighter, and you would most likely have to "notch" the shock towers. With the width and height of the 352, you'd have basically a drag car only, as you would not be able to use power brakes/steering, etc. You'd be better off doing the same notching on the towers if you went to a 351w, as it makes it oh so much easier to work around. If I built another maverick, I'd build it a street car, with a late-model 5.0, possibly turbocharged, and fuel injected.
MAVMAN, Thanks for the info. I think I'll take your advice and go with a 302, preferably fuel injected. I hear they make all the harnesses for that application. Going to the salvage yard today and look at 2 mavs for the floor pans and other parts that I need. Thanks again.
Re: FE engines Tom- The FE series of engines (Ford Edsel) were designed and released back around 1958. The previous comments are correct regarding boat anchors etc. because if you have an actual 352 cid engine, that's about what it is good for. The 352 was a passenger car engine as well as truck application through the 60's and disappeared in the late 60's when the 360/390/428 cid versions(externally balanced with cast cranks) were further developed around 66'-'67. There were 5 versions of the 352 according to my books with one 4V version even making 360 HP- offered as a HI-PO version in 1960. The 390 and 406 engines offered some hi-po packaging with a different crank, heads (valves) and intake setups starting in the early sixties. In 63' the famed 427 (steel crank and internally balanced 65-67, Nodular Iron 63,64,68) was released and utilized as a purely performance and race engine in 3 forms plus some radical variations (SOHC). The 332,352, 360, 361 and 391 engines were mostly workhorse engines not performance oriented mills. There was also a stroked version of the 390, or maybe it was a de-stroked 428 used in Mercury products called the 410. Supposedly another stump pulling low RPM mill. All 428's were not Cobra Jets or hot rod engines. The 428 debuted in '66 as a passenger car mill. Carroll Shelby added some performance parts to it as well as dual 4V carbs for the '67 GT 500. He deleted one carb in '68 and left the rest the same. It was supposedly good for around 335 HP. When the Cobra Jet came out in April '68, it utilized heads from the 427 Low riser with 72.8 cc chambers. Don't compare that to the numbers you hear about 302/351 stuff, relativity is important. The FE is a wide engine. I'm afraid the guys are right, it won't fit without the use of a torch or cutting tools. As far as weight is concerned, there is a lot of weight on this engine between the intake manifold and the cylinder heads. The FE series was a thin-wall design preceding the 221/260, so the weight was pretty reasonable: 610 lbs for an all iron engine, with flywheel and carburetor. It is interesting to note that an FE Big Block with an aluminum intake and aluminum heads weighs around 100 lbs. less than an all iron 351W. So weight is not a potential issue if you use the aluminum parts, if you don't, it would be like a good sized girlfriend sitting on top of your air cleaner with the difference in weight with iron heads and intake. Also your transmission is going to be an issue. If you used a FE, and want an A/T, the C-6 is the choice tranny, and it is mighty big to squeeze into the Comet/Maverick hump/tunnel. If you want a manual, I don't know what to tell you re: bellhousing clearance, I have never seen one converted. Most importantly, Cost! FE performance and aftermarket parts are not cheap. I would guess that you should add 25-100% for any FE performance part compared to a 302/5.0/351W. For example, My Dad has about $2,300 in a '68 390 CID truck good for around 350 HP. I have about that in my 302 getting the same HP. In order for him to get to 400 HP he would probably need to drop another $2,000 into it. This should help you figure out exactly what you have. FE Casting Number Breakdown Charts Decade of Manufacture: A = 1940 B = 1950 C = 1960 D = 1970 E = 1980 Year of Decade The year of the decade is determined by adding a number (0-9) to the letter of the decade. Example: C6 would be 1966, D0 would be 1970, D1 would be 1971. Car Line/ Manufacture Codes A = Galaxie D = Falcon (60-69) F = Outside USA, Trans Am racing G = Comet / Montego J = Industrial M = Mercury O = Fairlane / Torino P = Autolite / Motorcraft R = Rotunda S = Thunderbird T = Truck V = Lincoln (61 - current) Z = Mustang Engineering Departments A = Chassis B = Body E = Engine F = Engine accessories J = Autolite (67-72) P = Automatic transmission R = Manual transmission W = Axle X = Muscle parts program Y = Lincoln / Mercury service parts Z = Ford service parts Block Stock Bore (Nominal) Oversize Bore (maximum) 332-352 4.00" Dia. (0.060") 4.060" Dia. 390-410 4.05" Dia. (0.060") 4.110" Dia. 406-428 4.13" Di-'. (0.060") 4.190" Dia. 427 4.23" Dia. (0.030") 4.260" Dia. Good Luck
littleredtoy, I just want to say thanks for explanation on the FE engines. You answered a few questions that I had always wondered about, but never asked. That is why this board is so great, you can learn a lot from other guy's questions and answers! Take care,
Correction I had remembered the Cobra Jet heads being the Low-riser 427 head, it was the medium riser head with smaller cast combustion chambers. Seth
