like it says, I remember someone posting the breakdown of serial number splits, like the early crack prone blocks to the updated bolt in squirters to the turbo blocks. I searched but couldn't find it
Looking for a serial number break down for the entire run
- Thread starter Dieselcrawler
- Start date
79jasper
Chickenhawk
I think Gary had it.
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gandalf
Senior Member
If Gary doesn't have it all in one compilation you're going to get it in pieces and have to put it together. Here is the first piece.
cdnsarguy
Member
Reged: 01/11/03
Posts: 7422
Loc: Neepawa, Manitoba Canada
Re: New ford guy with a question
[Re: muddyforeman]
#2156048 - 12/19/04 06:10 PM
First thing to check would be the block next to the Block Heater as they will crack if the heater is used on that year engine. However if it is a newer replaced block with a serial # 173828 or better your OK(which translates to roughly halfway through the '85 model year).
Go here and check out block crack info.... web page
cdnsarguy
Member
Reged: 01/11/03
Posts: 7422
Loc: Neepawa, Manitoba Canada
#2156048 - 12/19/04 06:10 PM
First thing to check would be the block next to the Block Heater as they will crack if the heater is used on that year engine. However if it is a newer replaced block with a serial # 173828 or better your OK(which translates to roughly halfway through the '85 model year).
Go here and check out block crack info.... web page
gandalf
Senior Member
Here's another bit, again pasted in from somewhere.
CYLINDER BLOCKS
6.9L IDI 1983-1987
Starting at the beginning, the 6.9L IDI engine was introduced in 1983 with the first series block (c/n 1805440C1). This is considered by most as not a viable block casting for rebuilding. It is easily recognized by the lightweight or narrow gusseting across the upper area in the front of the block (Figure 1).
In 1984 the second series block (c/n 1807996C1) was introduced. With improved structural integrity, this is considered the block to use for all applications of 6.9L engines. To rapidly identify it, look at the same area in the front of the block (Figure 2) with the wide gusseting. The 6.9L was never turbocharged, therefore you will only require one long block part number for all 6.9L applications.
7.3L IDI 1988-1994
Block c/n 10809000C1 was used for the entire 7.3L IDI years of production. The serial numbers for naturally aspirated applications are 500,079 through 1,116,330.
This block was prone to cavitation damage on the exterior of the cylinder walls on the left bank thrust/valley side of the cylinders. For more details about cavitation see "Core Corner: Fighting Truth Decay About Cavitation" (Engine Builder, January 2006, page 38).
These walls were recorded as moving as much as .004˝. Since this block looks nearly identical to the 6.9L, the quick visual for identification are the coolant ports at the corners of the cylinder deck. The 6.9L has triangular coolant ports (Figure 3), while the 7.3L coolant ports are round (Figure 4).
7.3L IDIT 1992-1994
Block c/n 10809000C3 is the turbo block and the end of the IDI chapter. These engines carried serial numbers 1,116,331 to the end of production for the family. Note that the casting number is identical to the non-turbo block other than the C3 at the end. Make no mistake: this is a different and stronger block, which you may certainly use for IDI applications but do not attempt to do it the other way around. You will regret it.
One of the key differences is that the main webs on the turbo blocks are approximately .100˝ thicker. The visual aid for this block can be found at the rear of the engine. The turbo block has a 1/4˝ pipe threaded hole for the oil feed for the turbo (Figure 5). This same port on the non-turbo block is just 1/8˝ and is used for the oil pressure gauge. There are non-turbo blocks out in the field that have been drilled and tapped to 1/4˝ so it is always a good idea to verify serial and casting number.
Heres the link I got this info from http://www.enginebuildermag.com/Arti...ke_engine.aspx
CYLINDER BLOCKS
6.9L IDI 1983-1987
Starting at the beginning, the 6.9L IDI engine was introduced in 1983 with the first series block (c/n 1805440C1). This is considered by most as not a viable block casting for rebuilding. It is easily recognized by the lightweight or narrow gusseting across the upper area in the front of the block (Figure 1).
In 1984 the second series block (c/n 1807996C1) was introduced. With improved structural integrity, this is considered the block to use for all applications of 6.9L engines. To rapidly identify it, look at the same area in the front of the block (Figure 2) with the wide gusseting. The 6.9L was never turbocharged, therefore you will only require one long block part number for all 6.9L applications.
7.3L IDI 1988-1994
Block c/n 10809000C1 was used for the entire 7.3L IDI years of production. The serial numbers for naturally aspirated applications are 500,079 through 1,116,330.
This block was prone to cavitation damage on the exterior of the cylinder walls on the left bank thrust/valley side of the cylinders. For more details about cavitation see "Core Corner: Fighting Truth Decay About Cavitation" (Engine Builder, January 2006, page 38).
These walls were recorded as moving as much as .004˝. Since this block looks nearly identical to the 6.9L, the quick visual for identification are the coolant ports at the corners of the cylinder deck. The 6.9L has triangular coolant ports (Figure 3), while the 7.3L coolant ports are round (Figure 4).
7.3L IDIT 1992-1994
Block c/n 10809000C3 is the turbo block and the end of the IDI chapter. These engines carried serial numbers 1,116,331 to the end of production for the family. Note that the casting number is identical to the non-turbo block other than the C3 at the end. Make no mistake: this is a different and stronger block, which you may certainly use for IDI applications but do not attempt to do it the other way around. You will regret it.
One of the key differences is that the main webs on the turbo blocks are approximately .100˝ thicker. The visual aid for this block can be found at the rear of the engine. The turbo block has a 1/4˝ pipe threaded hole for the oil feed for the turbo (Figure 5). This same port on the non-turbo block is just 1/8˝ and is used for the oil pressure gauge. There are non-turbo blocks out in the field that have been drilled and tapped to 1/4˝ so it is always a good idea to verify serial and casting number.
Heres the link I got this info from http://www.enginebuildermag.com/Arti...ke_engine.aspx
sdthoren
Registered User
I got the PDF some time ago, makes correlating pictures easier.
bulletpruf
Full Access Member
Bumping an old thread. Good info.
