Where to locate the Identification Number, Serial Number or VIN on old classic and vintage cars and trucks. Prior to the standardized VIN system each automaker. Decode the engine serial number. Telusplanets Ford Flathead V8 Engine Identification Chart lists 11A as the code for a 1941 V8. These codes must be referenced. Decoding Chevrolet VIN, trim tags, cowl tags, engine, engine block casting numbers, cylinder head casting numbers, intake manifold casting numbers, transmission. Is engine braking with a manual transmission bad you might ask your disinterested friends at lunch. Well, Engineering Explained has an answer for you In his. How to Find the Chassis and Engine Number. The chassis number is the last six digits of your cars Vehicle Identification Numbers VIN, so you need to find the VIN. Started January 1, 2017. The link to the previous forum is Forum 2016. MTFCA Home. Classifieds Posts should be related to the Model T. Post for the good of the hobby. Change history 3. Ford Tractors. The numbers are usually not stamped very deep or very straight. Try different angles and light sources to make the number visible. There will always be either a star or a diamond at the beginning and at the end of the serial number. You will only see the diamonds on 8. N tractors with a serial number after 8. N 4. 33. 57. 8. All earlier 9. N 2. N 8. N models have the stars. All models made after the 8. N will have the diamond markers. The format for the serial number on the 9. N 2. N 8. N tractors is 8. N1. 23. 45 All serial numbers will begin with either 9. N or 8. N followed by the number. There are no 2. N serial numbers all 2. N tractors retained the 9. N serial numbers. The exception to the 9. N or 8. N format is the 9. NAN and 8. NAN prefix which identifies a kerosene burning tractor. These are common in Europe, but extremely rare in the US. There is also the 9. NBN prefix for industrial tractors and the BNO2. BNO4. 0 prefix used on the Moto. Tug tractors. The 9. NAN and 8. NAN distillate or kerosene burning tractors can be distinguished by the dual fuel tank and the Holley vaporizer setup that replaced the standard manifold and carburetor. The majority of these tractors were exported and survivors are rare in the US. Paul Smith in New Zealand owns this 9. NBN industrial tractor that formerly saw military duty. The industrial model tractors had a heavy steel frame and were designed for pulling only. They had no hydraulics. Surviving industrials are also a rare find. Its also not unheard of to find N tractors with an engine serial number that begins with A2. These were stationary power unit engines or combine engines. Some will have Ford Industrial Engine tags attached. Since they were the same as the tractor engine, many have found their way into tractors as replacement engines over the years. Note that the font used on the number stamps was a little unusual. The uppercase letter I was used as number 1, and a lower case letter b was used a the number 6. That same b was turned over to become the number 9. The NAA serial number was the last one to use the model prefix as part of the serial number. After the NAA tractor, the hundred series and up tractors have a model number stamped above a strictly numerical serial number. You will need both of those numbers to identify your tractor. Some casting codes on 9. N 2. N 8. N engine blocks, transmission housings, and rear axle housings can also help pinpoint a date of manufacture. A code such as G1. July 1. 8th, 1. 94. D2. 52 would be April 2. The hydraulic pump housing on the 8. N is aluminum and has the actual casting date on it directly in front of the bottom drain plug. However, pumps have been changed over the years, so this date should only be considered to confirm other dating clues. Below are the serial number ranges and some of the features of the tractors in that range. Serial number 9. N1 9. N1. 02. 75. The 9. N and later 2. N tractors were painted all gray. Because the steel stamping dies were not ready yet when the tractor started production, the first 6. N tractors had a cast aluminum hood. Although they were painted gray from the factory, the rarity of these aluminum hoods has caused many of their current owners to polish the aluminum to a bright shine and leave it unpainted to show off the rare hood. Who can blame them The horizontal spoked grille was also cast aluminum as were the complete steering column and dash assembly, shifter base, transmission side covers, engine timing cover, and a few other pieces. The aluminum batteryfuel cover was not hinged but was held in place with spring clips. This owner has polished his aluminum steering column and dash and left them unpainted as well as the aluminum hood. Note the snap in battery cover is removed showing the fuel inlet in the center of the tank. Also note the key switch on the right side of the dash and the 4 spoke Ford truck steering wheel. These were all features found only on the early 9. Ns. Heres a slightly later 3. N owned by Sandy Stewart that has the steel hood. The snap in battery cover was changed to steel also. Notice the push button starter on the left side of the dash next to the ammeter. This button was mounted lower on the earliest models. Also note the red ignition on light below the ammeter. These were found only on the first 2. This tractor also has the transmission oil level dipstick in front of the fill plug. The first few thousand tractors had only a plug in the right side of the transmission to check the level. This one also has the patent number plate on the steering column web where there previously was only a casting number on the first several hundred tractors. The earliest 3. 9 9. Ns can also be distinguished at a glance by looking at the left side of the engine block. If there are no visible freeze plugs Welch plugs as in the photo at left, its a very early block. Note the freeze plug just to the right of the oil filter in the photo on the right. This is a slightly later engine block. Visual differences on the right side of the engine from the early 9. N to the later 9. N and 2. N tractors include the length of the carburetor mounting throat on the manifold. The early manifolds have a longer drop to the carburetor where the later models had a thicker intake chamber which made this distance appear much shorter. The early 9. N left up to serial number 9. N1. 69. 53 had a much smaller diameter generator than the later models right, and the later model used a spring tensioner to keep the belt tight. An oil line was added to the governor for better lubrication on later models. Also note the upper spindle steering arms. The early arms used only a wedge bolt to keep them in place where the later arms 4. Far Side Virtual For Mac. Woodruff key and a bolt across the split rear to keep things tight. They worked much better than the early ones. Another feature unique to the early 9. N was the adjustable left side lift link The bottom fork was threaded and screwed on to the upper section. The screw on pto cap cover was made of cast iron. Other early features not pictured include grease fittings on the forward side of the front spindles and chrome plating on the shift lever, throttle quadrant lever, choke knob, leveling box crank and other places. Early models also had a larger capacity unpressurized radiator with a chromed cap. Serial number 9. N1. N4. 60. 17. Running production changes to the 9. N tractor continued their rapid pace in 1. The infamous 9. N rear smooth axle left was replaced by a stronger 2 piece riveted axle hub around serial number 9. N4. 15. 00. The smooth axles are coveted by collectors today. A wider 1. 0x. 28 rear tire and wheel was offered as an option to replace the standard 8x. The double ribbed 9. N rear fenders left went through at least 2 reductions in the number of rivets that held them together before the fenders were replaced by the single rib model right that was used on the N tractors for the next dozen years. A safety interlock starter button was introduced at serial number 9. N1. 25. 00. The button was moved from the left side of the dash to its new spot just in front of the shift lever. The operator was now required to have the tractor transmission in neutral before the button could be depressed. The aluminum dash panel went through a couple more changes as the starter button was moved with the ignition key ending up on the lower left side and the red indicator light disappearing. At serial number 9. How To ID A 2. 89 High Performance Engine. Jim Smart. May 1, 2. Photos By. Chris RichardsonFor 4. High Performance small block has been more myth than fact. It probably gets more credit with enthusiasts than it deserves due to rarity more than anything. What makes it high performance isnt unusual or rare. What Ford did to the 2. The 2. 89 High Performance is a warmed up 2. So whats the big deal Not much, unless youre restoring a K engine code 6. Mustang or are interested in building an authentic 2. Hi Po small block for your non K code Mustang. What makes the Hi Po a big deal is authenticity when building a K code Mustang with the real thing between the shock towers. Were going to teach you the basics of the 2. High Performance with quick facts you can use in your engine building and Mustang spotting. Based on what we know about the Hi Po, you can build a homegrown Hi Po engine without spending a fortune in elusive castings and pieces. You can achieve the clatter of 1. And, you can generate more horsepower and torque without suffering with driveability issues. The Block. Although the 2. High Performance block has a unique part number, it was not a unique block. The only difference was its wider main bearing caps. According to the 2. High Performance Mustang book by Tony Gregory, the 2. V and 4. V engines have 1. The Hi Po caps are 1. BLOCK IDENTIFICATIONPart Number. Description. C3. OE 6. BFive Bolt bellhousing. How To Crackle Paint With Pva Glue on this page. C4. OE 6. 01. 5 BFive Bolt bellhousing. C4. OE 6. 01. 5 CFive Bolt bellhousing. C4. OE 6. 01. 5 FFive Bolt bellhousing. C5. AE 6. 01. 5 ASix Bolt bellhousingAug. C5. AE 6. 01. 5 ESix Bolt bellhousing. Some, but not all, early 2. High Performance blocks had screw in oil gallery plugs. Despite urban legend, 2. High Performance blocks never had screw in freeze plugs either. Those were reserved for the 6. Boss 3. 02 blocks only. Factory installed 2. High Performance engines had the vehicle serial number stamped into the righthand side of the block near the batterys negative cable attachment point. Bottom End. Here again is where fact blows fiction right out of the water. Ford never built a production 2. High Performance V 8 with a steel crankshaft. The Hi Po has the same 1. M cast iron crankshaft as the 2. V4. V engine. However, Hi Po cranks were handpicked and Brinnel tested for strength. The 2. 89 High Performance was fitted with the same basic C3. AE connecting rod forgings as the 2. V4. V engines. Where they differ is the larger 3. This is a cool modification you can do on any 2. The downside is, there is less steel around the 3. The best compromise is 5. ARP bolts, which are stronger and dont affect rod strength. Production 2. 89 High Performance engines were fitted with cast pistons that were good for 6,0. Forty years ago, forged pistons werent all that common, and they certainly werent conventional in production engines due to cost and technology. At the time, forged pistons were available from the aftermarket. Although most of the Hi Po bottom end is shared with the 2. V4. V engines, two items arent the harmonic balancer and slide on counterweight. Theyre there for an important purpose balance. The 2. 89 Hi Po has 38 inch connecting rod bolts, which adds weight to the reciprocating mass piston and rod assembly. This called for a wider harmonic balancer and the added counterweighting from the slide on counterweight. Camshaft. The 2. 89 High Performance V 8s personality comes from an aggressive mechanical flat tappet camshaft that does its best work at high revs. Peak horsepower and torque come in around 6,0. For a flat tappet camshaft you can use on the street, the C3. OZ 6. 25. 0 C factory bumpstick is aggressive, with. Lift at the lobe is. Raw torque and horsepower come on strong in the high revs. Fuel Pump. All small block Fords of the period were fitted with Carter fuel pumps. From 1. 96. 4 to 1. Carter pump with the fuel filter. From 1. 96. 6 to 1. Ford used a sealed Carter pump without the filter canister. The Hi Po engine differs in volume It delivers more fuel than its 2. V4. V counterparts. Clutch Flywheel. As you might expect, the Hi Po employed more heavy duty driveline components. Manual transmission applications had two basic types of Borg Beck, three finger clutches that measured 1. Much of it had to do with spring pressure. Because early Hi Pos struggled with clutch slippage under hard acceleration, Ford went to a stiffer clutch for 1. Classic Mustangs have always suffered with clutch release bearing and linkage woes because the old fashioned three finger clutch yields great pressure on the release bearing and linkage. No matter what you do with the bellcrank clutch linkage, it will not stand up well to Borg Beck clutch stress. You can count on failure at some point in clutch service life. Today, the Hi Po solution is the installation of a Centerforce Dual Friction clutch and flywheel package to improve driveability and performance. The Centerforce clutch offers light clutch pedal effort because its a diaphragm style. It gets even better with the flyweights on the diaphragm fingers. As engine revs increase, the flyweights place more pressure on the fingers and disc, eliminating slippage. This is a terrific design that offers the best of all worlds. Cylinder Heads. Our greatest fascination with the 2. Hi Po is likely its unique cylinder heads. Urban legend has always given the Hi Po head larger ports and valves than other small block Fords, which has never been true. Valvespring pockets for stability and screw in rocker arm studs for dependability make the Hi Po head unique, because the more common press in studs tend to pull out with aggressive camshafts and high revs. Outside of these factory modifications, the Hi Po heads are virtually the same as the 2. V4. V heads. Spotting a 1. Hi Po heads. Enter text here. These heads were fitted with stiffer valvesprings for obvious reasons to reliably slap the valves closed at high revs. Spring pressure was approximately 3. Hi Po heads. Smaller damper springs were also used. Look for casting numbers C3. OE, C4. OE B, C5. OE A, C5. AE E, C7. ZE service head, and C8. ZE B also a service head. The C8. ZE B service head does not have the two digit cavity number mentioned earlier. What If Your Hi Po Block Is ToastWhat happens if youre restoring a K code Mustang and have a block thats. You have two options have the block sleeved at approximately 1. C4. OE or C5. AE block casting with a standard bore challenging to find today and transfer your Hi Po main caps to the fresh block. To use the Hi Po main caps on the fresh block, have the block and caps line bored and honed for a perfect match. Mexican Ford blocks also have the wider Hi Po style main caps if you need wider main caps. Mexican blocks can be identified by an M in the fourth position in the casting number. Because 2. 89 High Performance blocks were stamped with the vehicle serial number, youll need to stamp this number into the replacement block using the same type Ford used. Ignition System. Because the 2. Hi Po is a high revving engine, good coil saturation and a reliable spark were required. This is why the Hi Po was equipped from the factory with a dual point ignition. Not only does the Hi Po distributor have dual breaker points, they arent the same points found in single point distributors.