Has the transmission been changed? All engines are stamped with an ID serial number showing plant code, production date, and suffix code.
The suffix tells you application, original model, Engine RPO, and HP and transmission that were originally mated to the engine. On a Small Block Chevrolet, this stamping code is located on a flat pad in front of the passenger side cylinder head, usually hidden by the alternator. The first letter of the stamp tells us where the motor was assembled. The numbers that follow are the actual assembly date, in this case August 1rst. The suffix codes basically tell you what the motor was originally intended for.
Of the thousands of available suffix codes, this one shows 4 possible applications, ranging from a Camaro with HP to a Z with HP. The folks over at NastyZ Help is just a click away! Products to Compare max of 3 X. Videos All Videos. More Info.
Related Articles. Learn the firing order of a small block chevy.
Small Block Chevy Engine Block Identification
Our guide covers popular SBC V8 Torque specifications so you can be sure you're getting peak performance. Picking a proper camshaft for your project can rapidly deteriorate into chaos. So many possibilities. The ran from through and the was produced from through , or seven years to four. One of the quickest ways to spot a or block is by its front. W engines have the two water pump inlets to the block spread out across the front.
The holes are located very close to the outside of the block and their inlets with one side flattened are closer in shape to a diamond than a circle or oval. They are located just above a freeze plug and use two bolts to mount the water pump on each hole. The other way to identify the difference, although it is a little more difficult, is to look at the shape of the cylinder bores. Where the bores meet the deck, they look slightly oval rather than the usual round. One view of the World aluminum W block shows the steel main caps and distinctive water pump bosses outboard on the face of the block.
There are four-bolt mains for all crankshaft journals and stout webbing underneath the full- width main caps.
chevrolet casting numbers
The external physical differences between a and block are virtually nonexistent. Although some folks use the location of the dipstick to determine the engine size, the oil pans determine where the dipstick is located, not the blocks. Therefore, since the and oil pans are somewhat interchangeable, identifying a block using dipstick placement is not percent foolproof. If the block has had one or both of the heads removed, checking the bore can provide solid clues.
But as some blocks may have had work done to them in the past, bore size IDs are not always proof, either. Casting numbers are still the fastest and most accurate way to identify a block. The cast-iron W blocks distinctly differ from small- and big-block Chevys in a few areas. The first and most obvious is the water pump inlet hole locations in the block, which are spaced farther apart than on small- or big-blocks, and the openings are diamond shaped rather than round.
The cylinder reliefs are the next identifying feature, which are cut into the piston bores as detailed earlier. Both the and were used in truck applications, and these engines had two relief cuts in the bore to reduce compression. As a general rule, those two cuts equal the 7. One relief cut indicates a block with 9. Both truck blocks are excellent starting points for building a strong W engine. The last identifying feature is the angle of the deck. While small- and big-block Chevy engines have degree decks in relation to the pis- ton bore, Ws have a degree deck. Yes, there is the elusive and extremely rare Z11, and finding one of those would be the Holy Grail of W engines.
But interestingly, the Z11 engine block is actually a production model, even to the point of sharing the same casting number.
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My research found ten block casting numbers that apply to the and eight for the The Z11, as previously noted, shares the same casting number as one of those blocks. They are easy to read as they are raised letters and numbers cast with the block. This is in opposition to a serial number or VIN that is stamped into block on the front of the passenger-side deck where it meets the head. The other difference is casting numbers are the same for their respective parts while VIN and serial numbers are records and no two are alike. The casting number is found at the driver-side rear of the block.
In the era the Ws were built, vehicle identification numbers VIN were not always used. A VIN can be used for determining the age of a block and is stamped into a pad on the front of a block. Date codes were cast into the blocks. The date code of a W can be found on the back end of the block, on the skirt where the bellhousing mounts to the block. The middle number or numbers indicate the day of the month it was cast 1 through The and heads have six bolts per cylinder and fit either block, but even though both heads fit, they are not readily compatible.
Therefore, you should not bolt together mismatched heads and blocks because it could lead to out- right engine failure. The bores differ enough between the two W engines, so the heads and the block should be of the same displacement. When swapping in the other direction, such as putting heads on a block, everything fits, but the engine suffers from lack of breathing and is less powerful.
The other factor in swapping heads is the use of the correct intake manifold. W-engine heads need to match the intake and vice versa or additional problems occur. So, keep in mind that the heads do bolt up to different blocks, but it is not recommended to do so. Deck height is one of the more critical measurements of W blocks.
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- Block Identification!
To extract more displacement from W engines, General Motors engineers used a higher deck height than on the small-block Chevy. The W block height is no different, despite the degree angle. The deck heights of the two engines are the same at 9. Again, as the rare Z11 is actually based on a production block, it is the same.
The bore spacing for both the and is 4. W engines, much like their small- and big-block cousins, have no skirts on the side of the block at the crank- shaft location. The plane of the block. This aligns the many forces on the crank- shaft and block where they meet and provides the optimum strength of the junction. Four-bolt main-bearing caps would have helped give the blocks more strength in holding the crankshaft and distributing its forces, but GM engine designers were still more than a few years away from using them so they never appeared on any W.
If you are taking your W engine into higher RPM, a four-bolt main bearing cap conversion kit is a wise idea. This original W block has been cleaned and is ready for assembly. The block must be cleaned numerous times during the machining and assem- bly process to remove machining chips, grind- ings, oil, and other debris that causes damage if left inside the block during final assembly. Even fluids for testing for cracks need to be removed. Only some of the preliminary machining has been done on the Bob Walla aluminum block, but at this stage, the relief cuts for controlling compression are roughed in.
More machining is needed for a block to be ready to use, but this block is a prototype. Looking at the top of the Bob Walla block shows cross webbing that adds strength to the block. Almost all aftermarket blocks have this webbing both on top of the block in the lifter galley and below on the main journals for as much strength as possible. There are two pins in the deck of the block for locating the head and gasket. Use fresh freeze plugs in a build. Freeze plugs usually rust out and can be a problem to replace in the car.