![]() John also tells us some 312 service replacement blocks are numbered C2AE-6015C. Of these the ECZ-6015A and ECZ-6015C are the most common. John tells us it is generally believed no 312 blocks were ever cast at Dearborn. Most 292 and 312 blocks were cast at Cleveland. Nearly all Dearborn blocks cast after 1954 were 272s. Heavy-duty trucks were fitted with steel cranks and used C1AE or C2AE blocks, which were produced for both car and truck lines. Most Dearborn foundry blocks were used in trucks, yet no Dearborn Y-blocks were produced after 1957, which adds to the confusion. Blocks cast at the Dearborn iron foundry (“DIF” logo) have block identification numbers near the distributor in back or above the generator. ![]() John Mummert of John Mummert Machine tells us block identification numbers are found on the side of block above the oil filter on Cleveland blocks (“CF” logo). Ted Eaton in Lorena, Texas knows the Y-block like few others. Mummert calls San Diego, California home and is well known and respected for his Y-block efforts, including aluminum cylinder heads and induction systems for these legendary Ford V8s. There’s no one else in the world who knows more about the Ford Y-Block than these two gentlemen. Two engine builders stand out more than any other when it comes to Ford’s Y-Block-Ted Eaton and John Mummert. To this day, enthusiasts love the Y-block for its throaty sound and chatter of 16 traditional solid tappets. The Y-Block lived in production through 1964 and was a hard-working heavy hitter because it found purpose in so many applications. There was also the Ford MEL Series fat block V8 for Mercury-Edsel-Lincoln luxury carlines, which was in a heavyweight class by itself. When the Ford FE Series big block was introduced for 1958, the Y-Block took something of a back seat to these new mills, considering the larger FE engine’s displacement and power. Having an “E” or “F” engine code Ford was real status in 1957. In 1957, Ford offered two optional 312ci performance engines with either two four-barrel carburetion or a McCullough supercharger for those with additional cash on their hands during a bad economic recession. Ford had renewed respect from the competition and the close attention of car buyers because it finally had a powerful modern V8. In 1956, Ford grew the Y-Block to an optional 312ci as a bold displacement option in a competitive market. In 1955, Ford pumped up the Y-Block’s displacement to 272ci and 292ci. Introduced in 1954 to replace the time-proven flathead and displacing 239ci (Ford) and 256ci (Mercury), it was a bold first step by Ford to get away from the venerable flathead. It is also-by far-the most handsome V-8 ever done. By modern standards, the Y-Block is dated with its stacked intake ports and solid tappets that must be installed first. ![]() Ford’s first overhead valve V8, the Y-Block, remains the engine of choice for a lot of hotrodders.
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