EAB Questions
 

After my disastrous EAC purchase a couple of months ago, I'm extremely happy with this purchase. But, I do have some questions. I purchased two in-depth books on Flatheads but have not received them yet. EAB heads, I presume the F is for Ford. What is the L262. Back of the block Has L142 and 18. On the back right of the block face is a 2 in a square and stamped 2BA1. But, in the valley is 1BA-1. Confusing? The rest of the pic's are marking on the block face. On the heads one is marked C1 and the other is A1. I was absolutely amazed at how clean the water jacket is. The block shows no visible cracks. I'm still going to have the block dipped and magna fluxed. A curious observation is that a couple of the cylinders have a wear ridge on the low side (exhaust) with no wear/ridge on the high side (intake). Valves free. Intake L242. Attachment 577204

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Re: EAB Questions
 

The Merc blocks were almost if not identical to the 8ba blocks. You have a better crank, cam and lifters with the EAB. Can you tell if it has the rotators for the valves?

Re: EAB Questions
 

Enlarged the picture and it looks to have the rotators on exhaust

Re: EAB Questions
 

Re: EAB Questions
 

Pressure check the block, also... Important!

Karl

Re: EAB Questions
 

The numbers stamped on the right rear top of the bloch appear to be : (unintelligible) 2 B.

This decodes to a production date of the second day of an Unknown month 1952. This date is consistent with everything else you have posted about this engine. Also, among the unknown extra numbers, 2's and B's seem to be prevalent. The 1952 assembly date seems to be correct. Can you make out what's before the "B 2"? That would give us the month.

The "1BA1" is not inconsistent as I believe the last change to the 8BA block occurred in 1951 because of the introduction of Ford-a-Matic and valve rotators. No changes, no different numbers.

Re: EAB Questions
 

Thanks for the reply. Another note: I'm absolutely dumb founded. I'm very careful when I attack an engine that I have never rebuilt before. I pulled the oil pan on the EAB. I usually look at the connecting rods and how the usual markings (ie 1-8) on the connecting rods face and which side of the crank they are on. This is my first Flathead. Not one of the connecting rods were in the order ie 1 - 8 from front to back. Some of the rods have the numbers on the left side of the crank and some have the marking on the right side. This does not read right. The oil pan was resealed with RTV so I'm going to presume that there was some type of rebuild. Does it make a difference if the connecting rods on an EAB Flathead need to be in sequence/order from front to back and the numbers on the rods need to be on the same side. I'm going to have the crank looked at and polished as needed.

Re: EAB Questions
 

You are aware, I'm sure, that flatheads have their cylinders numbered differently from other V8's. Cylinders on the right (U.S. passenger) side are 1-4 front to back and those on the left side 5-8. Do the stamps on the rods make any difference with this scheme?

Re: EAB Questions
 

Rods are probably numbered 1-4 R. A 1-4 L. Is pretty much standard for the flathead rod numbering. Ones to outside.

Re: EAB Questions
 

Thanks for the info. I'll keep this in mind on the rebuild.

Re: EAB Questions
 

What am I looking for that would tell me if the exhaust valves have rotators?

Re: EAB Questions
 

The rotator style has a two piece retainer that sticks out a little from the spring, and the spring is shorter than the older type.

Re: EAB Questions
 

It seems like the valves are longer too. If a person wants to replace the valve then the standard flathead valves, keepers, and springs can be used.The guides and guide keys are the same. The mid 1951 to end of production Ford and Mercury cars all used the same blocks and con rods. Ford and Mercury crankshafts were both bored a bit more on the back of the crankshaft to fit the big air cooled torque converter on automatic trans applications. Camshafts, heads, and intake manifolds were all different. Mercury pistons have the location of the piston pin higher up on the skirt for deck clearance with the longer stroke crank.

The EAB cam was the replacement for all the earlier types but some like the 8CM grind used up into late 1950 and very early 1951 for Mercury cars. The cams changed when the valves changed in early 1951. All the cams were made to give good torque output. The Mercury heads lowered compression to help prevent detonation on them. The EAB heads are good for mild performance on either application.