292 v 312 Y bloock - differences

[wex65]

I pulled the 312 that was in my wife's 55 Tbird for a rebuild over the winter only to find a cracked main cap web.... The fact it was a 312 (ECZ-6015-C block with ECZ caps) meant it was not original to the car.

A buddy helped me out with a block (ECZ-6015-C) which is fitted with EBU caps, meaning a 292. He included the crank.

My question is this. Can everything that was on the 312 (harmonic balancer, rods etc, heads) simply slot straight into the new block?

I assume the differences between the 292 and 312 are just the crank/caps, or is there more?

I laid the two cranks next to each other and do see some differences but I assume that is the 292 v 312 element.

[Charlie Stephens]

Be sure you don't throw anything away until you finish. If you are comparing an engine from a bird to an engine from a passenger car (you didn't specify), and I remember correctly, the oil pan and pump is different. The casting where the water pump mounts is different. There is a tach drive on the bird distributer but not on the passenger car. This goes back 45 years and may not be totally accurate.

Charlie Stephens

[SJ13]

Identifying Your Y-Block
The Ford Y-Block was introduced in 1954. Displacement was 239 cu. in. Bore was 3.500" and stroke was 3.100" with 6.324" connecting rods. Model year 1954 Mercury vehicles had a 256 cu. in. version with 3.625" bore and 3.100" stroke. Displacement was increased in 1955 to 272 cu. in. for most Ford production cars. T-Bird and Mercury models got a 292 cu. in. version. The added displacement was achieved with a 3.625" bore and 3.300" stroke for the 272 and 3.750" bore and the same 3.300" stroke. The 3.100" crankshaft is marked EBU, while the 3.300" crankshaft is marked EC. In 1956, a 312 cu. in. version was introduced and installed in all Mercury models, and as an option in 1956 T-Birds and some high-line Ford models. The 312 had a 3.800" bore and 3.440" stroke with a shortened 6.254" connecting rod. The block crankshaft and connecting rods all have the ECZ identifier denoting special 312 parts. Although all Y-Blocks use the same connecting rod bearing with 2.188" rod journal the main bearing size was increased from 2.498" on the EBU and EC crankshafts to 2.625" for the ECZ 312 crankshaft.

Dearborn Industrial Foundry identifier

Cleveland Foundry identifier

The letters DIF cast near the distributor identify parts cast at the Dearborn Industrial Foundry. A three-digit casting number will be found nearby, typically EBU or ECG. As stated, EBU is a 239 while ECG indicates a 272. Cleveland Foundry parts have an F surrounded by a semicircle to identify their source.

The Cleveland foundry cast the larger 292 and 312 blocks, and the casting number can be found above the oil filter.

Since 312s were machined from the same block casting as a 292, they are nearly impossible to identify externally. Any casting number used on 312 blocks was also used on 292 blocks. Although most 312s were ECZ5015 followed by A, B or C, these can also be a 292. The best way to identify a 312 externally is by checking the flywheel flange on the crankshaft. The 312 ECZ crankshaft has an aspirin-sized dot on the outer edge. If the engine is disassembled, check the casting number on the main cap. ECZ is cast into 312 main caps; all others are EBU. Dearborn 272 Block Cleveland 292 or 312 Block 312 flange dot Regardless of the source, the external dimensions of all Ford Y-Blocks are the same. Any year exhaust manifold will bolt to any year head. Flywheels and bell-housings are interchangeable along with timing covers and crankshaft dampers. There are some parts specific to the 1954 EBU 239 engines. These include the fuel pump, water pump, oil pump, distributor, cam bearings and camshaft. From 1955 until the end of production in 1964, parts can be easily interchanged.

Y-Block production at the Dearborn foundry ended after the 1957 model year with the introduction of the new FE and MEL series of engines. Production continued at the Cleveland foundry while the Y-Block was installed in cars through 1962 and trucks through 1964. Y-Blocks were also used for industrial power plants and converted for marine use by Dearborn Marine.

BLOCK I.D. DISPLACEMENT NOTES

EBU

239 cu. in. V8

1954 cars only. Cleveland and Dearborn versions

EBV

239 cu. in. V8

1955 pickup

EBY

256 cu. in. V8

1954 Mercury

ECG

272 cu. in. V8

1955-1957 cars and trucks.

ECH

292 cu. in V8

1955

ECJ

292 cu. in. V8

1955

ECL

292 cu. in. V8

1955

ECK

292 cu. in. V8

1956

ECZ-A

292-312 cu. in. V8

1957. Many ECZ 6015 blocks were 292s I.D. crank flange ( main caps. EBU=292 ECZ=312)

ECZ-B

292-312 cu. in. V8

1956-1957 cars only. 292 with EBU main caps. ECZ main caps 312.

ECZ-C

312 cu. in. V8

ECZ 6015 C generally 312 292with EBU main caps

EDB

292 cu. in. V8

1958-1959 cars trucks. Dearborn foundry 1957 only (or is it?.... still a fluid subject)

EDB-E

292 cu. in. V8

1958-1959 cars and trucks to April '59. (312 Mercury)

B5AE

272 cu. in. V8

Replacement block. Marine and fleet use.

B9AE

292 cu. in. V8

1959-1960 cars and trucks. 312 with ECZ main caps. 1959 and 1960 Mercury only.

C1AE

292 cu. in. V8

1961 cars and trucks.

C2AE

292 cu. in. V8

1962 cars. 1962-1964 trucks.

EAD

317 cu. in. V8

Early Lincoln OHV engine. Not interchangeable with Ford.

EBJ

341 cu. in. V8

Early Lincoln OHV engine. Not interchangeable with Ford.

ECU*

368 cu. in V8

Early Lincoln OHV engine. Not interchangeable with Ford.

EAM

317 cu. in. V-8

1954 Ford HD Trucks

EAL

279 cu. in. V-8

1954 Ford HD Trucks

EAA

215 cu. in. I-6

1952 - 1953 cars and trucks

EBP

223 cu. in. I-6

1954-1962 cars and trucks

CEBY

256 - 272 cu. in. V8

Cast in Canada export block. Also used in Australia and South Africa

CECK

292 cu. in. V8

Cast in Canada export block. Also used in Australia and South Africa
*302 cu. in. 3.625" X 3.66" -1963 HD Ford truck steel crankshaft. 332 cu. in. 3.80" X 3.66" -1963 HD Ford truck steel crankshaft. There is also a 332 FE but not the same as the Y.

[miker98038]

There is a lot of info here http://www.ford-y-block.com

Dropping a 312 crank into a 292 block requires turning down the mains. This is generally seen as an improvement. More iron in the MB webs, to reduce the cracking you found. Depending on how the block sonic checks, the condition of the crank, and how much you want to spend, you can get 340CID. I've got a 292block/312 crank combo that's 320, and a 312block/312 crank combo that's 340. That one needed to clearance the rods from the cam. John Mummert's web site about list all the combos, and pricing, along with more info. As stated, don't throw anything away.

[darrell]

what it all boils down to is everything will fit the 292 block except rods and crank.unless your prepared to do what miker is talking about and cut your 312 crank to fit.

[dmsfrr]

Sponsored Links (Register now to hide all advertisements)

Originally Posted by darrell

what it all boils down to is everything will fit the 292 block except rods and crank.unless your prepared to do what miker is talking about and cut your 312 crank to fit.

Originally Posted by Charlie Stephens

Be sure you don't throw anything away until you finish.

Yes, use everything you can that was on the 312 to build the 292 engine. You'll need EBU rods to match the 292 crank and 292 pistons to match the crank/rods & bore. http://www.ford-y-block.com/dimensions.htm
The timing cover, damper pulley, exhaust manifolds, oil pan, PS mounting brackets, dipstick tube, generator (& its mounting brackets) and probably a couple more things I forgot, are all T-Bird specific but they'll fit on either block.
Here's a link to a 'Mistakes not to make' list....
http://www.ford-y-block.com/assemblyerrors.htm

[wex65]

Thanks a million guys.

The new (292) block came with a crank BUT without rods. So it seems I will be using pretty much everything from the 312 engine but will need to track down a set of 292 rods....hmmm

OK, I will start looking.

Thanks again, much appreciated.

[darrell]

ebu 292 rods are a dime a dozen.anyone would be glad to trade a set for your 312 rods.

[dmsfrr]

Originally Posted by darrell

ebu 292 rods are a dime a dozen.anyone would be glad to trade a set for your 312 rods.

Plus some cash to you.
OR, there are a couple bare 312 blocks on ebay that you could build another 312 from.
There was a complete newer y-block engine and trans pulled from a '55 T-Bird listed there several weeks back, I'll send you a link to it. Price is decent but if it's still available it's in Austin TX. probably too far from where you are.

Get an estimate from a machine shop on what all the parts and machine work are going to co$t you on the block your friend gave you before you start. If the heads you have need work don't forget that too. The price may affect which way you finally decide to go.

Find and join a couple local car clubs with lots of 50's/60's Ford car owners and ask them if they have any leftover rods and engine stuff.
I'll bet they do, and they can help you figure out the best way to go cuz they've 'been where you are' before.

[scicala]

If you decide to go with another 312 block, don't forget to look at the Ford-y-block.com website to get info on using longer main bearing cap bolts. This helps avoid the cracking of the main webs on the block. Info on what is required should be on the website.

Sal

[dmsfrr]

Originally Posted by scicala

If you decide to go with another 312 block, don't forget to look at the Ford-y-block.com website to get info on using longer main bearing cap bolts. This helps avoid the cracking of the main webs on the block. Info on what is required should be on the website.

Sal

Yes,
that's 1 of about 20 things listed on their 'assembly errors' page.
http://www.ford-y-block.com/assemblyerrors.htm
.

[wex65]

Got lucky yesterday and grabbed a full set of EBU rods.

I will sell the ECZ rods/crank for someone looking to turn a 292 into a 312. I am sure they will be desirable for the right person.

Seems everything else from the 312 will bolt on. The only other concern i had had was the 312 dampener/balancer as the 292 crank is different etc.

[darrell]

SJ13 the ceck block was also made in 312 form.i had one.

[dmsfrr]

Originally Posted by wex65

Seems everything else from the 312 will bolt on. The only other concern i had had was the 312 dampener/balancer as the 292 crank is different etc.

Two photos of T-Bird damper pulleys.
As far as I know the damper pulley should fit on either crank. Save the timing pointer from the bottom front of the water pump. They are T-Bird specific and about 1 inch longer than others, to reach the timing mark (at the red arrow) on the back of the pulley.
You may need a 'repair sleeve' for the rear of damper pulley shaft, to provide a good surface for the seal it fits into in the timing cover.
Check the rubber layer between the damper weight ring and the inner hub, if it's cracked and dry it might be time for replacement.