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We ship world wide.
All international
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Small Block Cooling System
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Many don’t think about the
cooling system until it’s too late.
But the cooling system is one of
the first areas that needs to be
considered because it is an
engine’s life insurance policy.
Ford engines have always
struggled with cooling problems
due mostly to factory radiators
that weren’t large enough for the
task. Small-blocks struggle most
because they’re installed in
compacts and intermediates
which don’t have enough
radiator, or air flow, due to
limited grille size. Small-block-
equipped Mustangs, Falcons,
Fairlanes and Comets suffer the
most due to their tiny radiators.
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Radiators
In the years since these cars were rolling off Ford assembly lines, the aftermarket has solved many
of the cooling problems by adding rows of cooling tubes to the radiators. Early Mustangs, Falcons,
Fairlanes and Comets were cursed with small radiators which were limited in cooling capacity, and
they liked to split at their top tank seams, spraying coolant all over the engine compartment.
Reproduction radiators available today offer identical-to-original construction coupled with better
quality and improved cooling capacity. There are also a wealth of aftermarket aluminum and brass
radiators designed for the demands of motorsports and severe-duty applications. Based on what is
available today, no Ford small-block should ever suffer an overheat.
For 1966-67 and newer Ford compacts and intermediates, there is the higher capacity radiator for
air-conditioned Fords and Mercurys which offers better design and higher cooling capacity. We see
this radiator most often on air-conditioned Mustangs, Cougars, Fairlanes, Torinos, Comets and
Cyclones.
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See complete chart (found in book) and guide to Ford and Mercury radiators, which will enable you
to choose the right radiator for the job. The key to properly matching radiator and transmission is to
reach for the highest capacity possible, paying close attention to inlet and outlet positions, and the
use of automatic transmission cooler connections, if necessary, for your application. Another
important issue to keep in mind is radiator height. Mustangs and Cougars through 1970, for
example, have a lower hoodline, which means radiators that are 1-inch shorter than those for full-
and intermediate-size car lines. Opt for a 17-inch tall radiator for a 1965-70 Mustang/ Cougar and
your hood will not close. When reaching for cooling capacity, look at width and thickness, taking
care not to choose a radiator that’s too wide for the radiator support. Also keep in mind cross-flow
versus vertical flow in your search.
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Water Pumps
Choosing the right water pump for your small-block Ford doesn’t have to be a daunting task. There’
s no magic here. A handful of basic types were used. All Ford small-blocks, except the 289 High
Performance, prior to 1966, were equipped with aluminum water pumps (C5AZ-8501-K) from the
factory. As a result, they were equipped with a timing chain cover specific to the aluminum water
pump (C4AZ-6019-B). This timing cover is not compatible with the cast iron water pumps.
Whenever you’re building a small-block Ford, we advise against the use of the pre-1966 aluminum
water pump unless you’re striving for originality. Instead, upgrade to the cast iron water pump
(D3UZ-8501-A or C5AZ-8501-A). The important thing to remember is the difference between the
D3UZ and C5AZ cast iron pumps. The D3UZ pump is the standard cast iron water pump used on
289, 302 and 351W engines through 1969. The C5AZ high-flow pump was originally 289 High
Performance-specific from 1965-67. These water pumps are interchangeable, with their inlets
located on the right-hand side of the vehicle. To upgrade to a cast iron water pump, you must use
the appropriate timing chain cover (C4AZ-6019-B) or any post-1965 timing cover compatible with
the cast iron water pumps.
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This is the 1965-69
cast iron water
pump common to
289/302/351W
engines.
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Because nearly all of these water pumps have found their way into the rebuilding supply line and
have lost their original identity, casting numbers don’t have the validity they used to. Fortunately,
the aftermarket offers a wealth of high performance water pumps for Ford small-blocks.
Small-block cast iron water pumps remained much the same through 1969, with a right-hand inlet
for the lower radiator hose. Beginning in 1970, 302 and 351W small-block Fords received a new
water pump casting (D0AZ-8501-C) with the inlet on the left-hand side of the engine. Boss 302s for
1969 were fitted with a 1969-specific high-flow water pump (C9ZZ-8501-A). A year later in 1970, the
Boss 302 engine was fitted with the D0ZZ-8501-B water pump.
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Beginning in 1970, water inlet
position changed to the left-hand
side of small-block Fords. This
was timed with the move to a
four-bolt harmonic balancer. If
you see the four-bolt balancer,
you should see a left-hand
coolant inlet.
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The 351C engine, introduced in 1970, was fitted with the D0AZ-8501-E water pump with a left-hand
inlet, just like Boss 302, 302 and 351W engines from 1970 and up. The only real difference in
these water pumps is flow rate. They are virtually interchangeable otherwise.
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Previous | Next
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This has been a sample page from
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High Performance Ford Engine
Parts Interchange
by George Reid
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First-ever book about Ford parts interchange
Covers the entire range of Ford engines from
221-CID to 460-CID
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This is one of the best books ever written about Ford engines.
Covering both big- and small-block Ford V-8 engines, this
first-ever book on the subject provides indispensable information
to the Ford enthusiast. Included are high performance factory
parts, interchangeability between Ford Windsor and Cleveland
engines, extensive coverage of the 302 and 351 series as well as
the 352, 390, 406, 427, 428, 429, and 460 big block engines,
factory casting numbers, etc. Read the sample pages from each
chapter to learn more!
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Click below to view sample
pages from each chapter
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"If you are trying to mix and match cranks and rods, this book
will tell you if it can be done. If you are trying to find the correct
casting number for a Boss 429 distributor, this book will have it
listed. What we really find appealing about the book is that, not
only is it a perfect resource for those interested in factory
correct restorations, but it is equally as useful for the
performance oriented engine builder. Each chapter points out
building tips, such as how to improve a Cleveland's oiling
system, or what heads will yield the best horsepower gains. As
with all SA Design books, this one is filled with pages of detailed
photographs and diagrams. This book will prove to be a
priceless resource, as many of the original Ford V-8 parts
become harder and harder to come by." -- FORDMUSCLE
webmagazine, February, 2000
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Small Block Fords
Chap. 1 - Small Block Ford
Chap. 2 - Cylinder Block
Chap. 3 - Crankshaft & Rods
Chap. 4 - Oiling System
Chap. 5 - Cylinder Heads
Chap. 6 - Intake System
Chap. 7 - Ignition System
Chap. 8 - Exhaust Manifolds
Chap. 9 - Cooling System
Big Block Fords
Chap. 10 - Big Blocks
Chap. 11- Cylinder Block
Chap. 12 - Crankshaft & Rods
Chap. 13 - Oiling System
Chap. 14 - Cylinder Head
Chap. 15 - Intake System
Chap. 16 - Ignition System
Chap. 17 - Exhaust Manifolds
Chap. 18 - Cooling System
All Ford Engines
Chap. 19 - Gaskets
Chap. 20 - Engine Math
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Softbound
8-3/8 X 10-7/8
128 pages
Over 300 b/w photos
Item # SA56
Price: $18.95
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Click here to buy now!
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This is a great book that any Ford engine enthusiast or
engine builder is sure to love!
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How to Rebuild the Small-Block Ford
This 144 page book guides you step by step through a rebuild,
including: planning, disassembly and inspection, choosing the
right parts, machine work, assembling your engine, first firing and
break-in. It also gives you helpful hints and tips on performance
upgrades, including cams, heads, ignition, induction, and more. It
also points out problem areas to watch for, professional builder
tips, jobs that need special care or special tools, and more.
Includes 495 color photos and covers the Ford 289, 302, 351W,
351C, 351M and 400.
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Price:
$22.95
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The Step by Step Guide to Engine Blueprinting
Practical methods for racing and rebuilding, selecting and
preparing parts, and how to buy machine shop work. This
completely revised and updated version containing an
additional 32 pages is simply the best book you can buy on
engine preparation for street or racing! Engine Blueprinting
shows the reader how to use precision measuring tools,
calculate compression ratios, degree a camshaft, and much
more!
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Price:
$
18.95
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How to Build Big-Inch Ford Small Blocks
By increasing the bore and stroke of your current engine, you can
add those cubic inches without the hassle of switching to a big
block. George Reid thoroughly explains the building of a small
block Ford stroker, paying special attention to the effect that
increasing the bore and stroke have on the engine as a whole.
Also included is a complete guide to factory head and block
castings, as well as aftermarket block and head guides, so you
can choose exactly the right parts for your project.
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Price:
$18.95
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How to Build Max Performance Ford V-8s on a Budget
This book addresses high-performance V-8 engines such as the
289, 302, 351ci small-blocks found in Mustangs, as well as the FE
series of big-blocks. Emphasis throughout is a budget approach
to building high performance powerplants through the use of
over-the-counter factory components and selected aftermarket
pieces. Includes realistic, low-cost formulas for building serious
horsepower in Ford V-8 engines.
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Price:
$18.95
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Payment, Shipping & Sales
Tax: Iowa
residents must pay 7% sales tax. Items usually ship
within one
business day of receipt of payment! Standard shipping is a flat rate of
$4.95 to
anywhere in the United States with USPS Media Mail.
Priority Mail shipping is available for an
additional $2.95, or
$7.90 for shipping. Shipping is combined and discounted for multiple item
purchases as follows: first item regular shipping price, add
$1.95 for each additional item. For
purchases of 3 or more items
shipping is automatically upgraded to Priority for no additional
charge! We offer world wide shipping and ship to Canada and Mexico
with USPS Priority Mail
International for $11.95, and to most
locations in Europe, Australia, Asia, Japan and South
America for
$14.95. Satisfaction is Guaranteed. Our store has a NO HASSLE RETURN
POLICY
within 7 days of purchase.
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