This (lengthy) page details engine serial number location, dates, and identification for Model A Ford and Model B Ford engines. The engine serial number was used as the the defacto VIN number of the vehicle, as noted by Ford in the vehicle's Instruction Book.
The engine serial number is separate from the alpha prefix letter(s). The numeric serial number is unique and is not directly correlated to the prefix letter(s). The prefix is preceded by a ☆ character, and the numeric serial number is followed by a ☆ character, as shown in the pic above.
Most Model A Ford engines with serial number prefixes A, AA, AF, and AAF, and Model B Ford engines with serial number prefixes AB, AAB, B, and BB were built at the Ford Rouge manufacturing complex in Dearborn, Michigan.
Some engines produced at the Rouge for export also carried the marking "Ford U.S.A." stamped on the pad below the serial number, as illustrated in the pic above.
Model A and B engines were also built worldwide, including at Windsor, Canada, at Manchester and later Dagenham, England, at Köln, Germany, and at Gorky Automobile Zavod "ГАЗ" (GAZ), USSR from the 1930's through 1950's.
Model A and B engines produced by Ford of England at Dagenham, and Ford of Germany at Köln, also carried serial number prefixes A, AF, AA, AAF, B, BF, and BB, however with distinctly identifiable numeric serial numbers.
Both Dagenham and Köln used serial numbers assigned from groups of numbers granted by the Rouge from within the larger sequence of Rouge numbers. Some Model B engines having an AA prefix and Rouge group numbers were also built and stamped at Dagenham in 1935 and 1936.
Model A engines with serial number prefix CA, CAA, CAW, CAAW, CAE, CAAE, CAR, CAAR, CAT, CAAT, CAY, CAAY, CAU, CAAU, CAI, CAAI, CAO, CAAO, CAP, CAAP, CAS, CAAS, CAD, and CAAD, and Model B engines with serial number prefix CBG and CBQ were built and stamped at Ford of Canada in East Windsor (Ford City), Ontario. Ford Canada used serial number series of their own control and creation.
Please see the relevant section below for detail information on engine serial numbers for each A or B engine type and production location of interest.
I am also seeking any information about serial numbering used on GAZ A and B engines produced in the Soviet Union in the 1930's through 1950's, as well as G28T (improved B) engines produced at Köln in the 1940's and 50's.
The engine number was assigned to completed engines after they had passed the electric motor-driven engine run-in (run-off) tests and were released for vehicle final assembly. The engine number then became the serial number for the completed vehicle after final (vehicle) assembly.
Important Note:
The engine number only dates the final approval of the assembled run-in engine, not the casting dates of the engine components, not the actual assembly date of the engine components, and not the assembly date of the vehicle.
The vehicle was sometimes assembled up to 3 months after the engine was assembled, tested, and numbered. Engines also were not used in vehicle final assembly in the same sequence that the engine itself was produced or numbered.
At the time of vehicle final assembly, the pre-existing engine number was also stamped on the vehicle frame in one or more locations (top of LH frame rail near Number One body bolt, LH frame rail top towards rear, and rear crossmember on top). (note: Frame-stamped serial numbers are typically not found on Canadian-built Model A's)
This delay between engine component production, engine assembly, engine test, approval, and numbering at the Rouge, and subsequent vehicle final production at one of the 30+ Assembly Plants or Branches nationwide varied based on the location of the final assembly plant, as well as the different production schedules and rates between plants.
Important Points:
Thus it is common to find an apparent 'later' car with an 'earlier' engine when comparing two vehicles to each other. An 'earlier' engine could be defined as one with either an earlier serial number (indicating production date), or one having earlier part feature characteristics than the serial number (date) would nominally indicate.
Examining the production sequence backwards, this seeming discrepancy is the valid result of when and where the cars were final assembled, when their engines passed final test and were numbered, when their engines were assembled from components, and when their actual individual engine components were produced. Delays occurred at any combinations of steps in the processes.
It is possible to have a complete engine assembly which was produced using 'earlier' parts or castings, and yet having a 'later' engine number, due to delays and rework within the Engine Production Department at the Rouge. Production Foreman's (handwritten) daily logs and journals on file at the Benson Ford Research Center detail many engines which were delayed or round-tripped within the assembly process, prior to final test, approval, and numbering.
Additionally, it is also possible to have a car assembled at a much later date than the engine numbering date, due to slow sales and vehicle production (especially during 1931). Many completed and numbered engines were warehoused and stored for extended periods before use in a vehicle.
One consequence of the delayed use of warehoused engines is that it is possible to find 1931 Model A's which have a mid-February or earlier built engine having the early numeral styles, which was installed in a chassis after mid-February, and which has the frame number stamped using the later style numerals 1, 6, and 9. Thus both style numerals found on the same car.
Again, these delays are due to production scheduling variations, as well as later use of any engines that did not pass run-in test the first (or subsequent) time and were sent back for engine rework and retest before subsequent numbering and use in vehicle assembly.
Additionally, the original engine production ledgers on file at the Benson Ford Research Center clearly show, by serial number, hundreds of engines which were re-numbered at the Rouge with entirely new engine numbers. Some of these engines were ones which were returned from branches for subsequent scrap, salvage, or recovery/refurbish.
Model A Engine Serial Number Location
All Model A engine serial numbers were hand-stamped on the left hand side of the engine block, above the water inlet as shown above. There were variations in the spacing, position, orientation, and sharpness of individual numerals due to the manual alignment and stamping operation.
The number pad itself was an as-cast surface on US-produced engines and was not machined flat. However, some early 1928 Canadian-produced and numbered engine blocks were stamped on a machined pad surface, not on an as-cast surface.
The engine number is distinct from the alpha prefix letter(s). The numeric number is unique and is not directly correlated to the prefix letter(s). The prefix is preceded by a ☆ character, and the numeric number is followed by a ☆ character.
Ford also built Right Hand Drive (RHD) engine assemblies and vehicles at the Rouge as well. These engines were primarily destined for South America and Japan, not the British Empire. Only the specific engine serial number, not the prefix nor type, can identify the actual engine production facility as being either the Rouge or Dagenham, England. Canadian-produced engines can be readily identified by their Canada-unique prefixes and serial numbers.
RHD engines and vehicles produced in Canada for export to British Empire countries carried typical Canadian engine number prefixes, and the prefix did not indicate if the engine and chassis was configured for RHD or LHD usage.
Engines produced at the Rouge for RHD usage carried the 'F' in the engine number prefix, such as '☆AF' or '☆AAF'. At the Rouge, the 'F' indicated that the engine and chassis was configured for RHD usage.
For example, engine number 1234567☆ was produced at the Rouge and might have had a prefix of ☆A, ☆AA, ☆AF, or ☆AAF depending on whether it was for a car or truck (clutch), and whether it was for a large bore engine for the US, a small bore engine assembly for export, or a RHD large bore engine and transmission assembly produced at the Rouge for export to a RHD non-British Empire country.
British-built:
Small bore engines were produced in England (primarily RHD) and used serial numbers from assigned number groups granted by the Rouge to the foreign engine plants. These engines were primarily for domestic use in England, not for export. An 'F' in the prefix of a British-built engine indicates the small bore engine, not whether it was for a RHD or LHD chassis. Large bore British-built engines did not carry the 'F' in the engine number prefix, nor did RHD English-produced chassis.
For example, engine serial number 700001☆ was in a group of Rouge numbers which were assigned by Dearborn to Ford's engine production operation in Manchester, England for their use, and may have ultimately had a prefix of ☆A or ☆AA depending on whether it was destined for a car or truck (clutch). It may also have had an 'F' in the prefix (i.e. ☆AF) to indicate if it was assigned to a small bore engine.
Canadian-built:
All Canadian-produced engines carried Canadian-unique serial numbers and prefixes, and were not assigned from the Rouge number series, nor did they use ☆A, ☆AA, ☆AF, or ☆AAF Rouge prefixes.
Canadian-produced RHD vehicles were primarily destined for export to British Empire countries, but not Britain itself.
Canadian engine production records, prefixes, and details follow in the second table below, after the Rouge records.
The first table below shows the Rouge engine production records and information available from the Benson Ford Research Center. The exact dates in the table come from the original Foreman's handwritten notes and records in the original Daily Engine Production Log books.
The table below also indicates some series or groups of numbers which were transfered by the Rouge to Ford's other engine production facilities worldwide at Manchester, Dagenham, and Köln.
Those numbers were reserved by the Rouge for the foreign (Cork, Manchester, Dagenham and Köln) operation's local production use and assignment on both engines and vehicles they produced throughout the 1930's, continuing well after US Model A and B regular vehicle production had ended.
Those foreign operations built mixes of small and large bore engines, in both LHD and RHD configurations, and those engines would have a 'Rouge' number, though the engine was built and numbered elsewhere in the world.
These foreign-use numbers are sometimes referred to as 'omitted' numbers since they were not actually physically stamped at the Rouge facility in the US.
| Production Timeline Legend |
| White shading indicates monthly production records summary. |
| Green shading indicates a production milestone or unique vehicle data point. |
| Grey shading indicates a foreign assignment or application of 'Rouge' serial numbers. A few specific examples of foreign use of a 'Rouge' serial number are included for illustration. |
| Rouge Series Model A Ford Engine Serial Numbers | ||||
| Rouge Number Prefix |
Starting Engine Number |
Ending Engine Number |
Date | Notes |
|---|---|---|---|---|
| ☆A1☆ | Engine number 1 numbered October 20, 1927 | |||
| A, AA | 1 | 137 | October 1927 | |
| A, AA | 138 | 971 | November 1927 | |
| A, AA, AF, AAF | 972 | 5275 | December 1927 | |
| A, AA, AF, AAF | 5276 | 17251 | January 1928 | |
| A, AA, AF, AAF | 17252 | 36016 | February 1928 | |
| ☆A19986☆ | First engine with bead in oil pan for oil tray numbered February 9, 1928 | |||
| A, AA, AF, AAF | 36017 | 67700 | March 1928 | |
| A, AA, AF, AAF | 67701 | 109740 | April 1928 | |
| A, AA, AF, AAF | 109741 | 150000 | May 1928 | |
| 158001 | 160000 | May 29, 1928 | 2,000 #'s transfered to Cork | |
| A, AA, AF, AAF | 160001 | 165726 | May 1928 | |
| A, AA, AF, AAF | 165727 | 224276 | June 1928 | |
| A, AA, AF, AAF | 224277 | 254000 | July 1928 | |
| 254001 | 256000 | July 16, 1928 | 2,000 #'s transfered to Cork | |
| A, AA, AF, AAF | 256001 | 295707 | July 1928 | |
| A, AA, AF, AAF | 295708 | 384867 | August 1928 | |
| A, AA, AF, AAF | 384868 | 419000 | September 1928 | |
| 419001 | 422000 | September 13, 1928 | 3,000 #'s transfered to Cork | |
| A, AA, AF, AAF | 422001 | 473012 | September 1928 | |
| A, AA, AF, AAF | 473013 | 585696 | October 1928 | |
| 492511☆ | Bendix Starter Drive replaced Abell Starter Drive | |||
| A, AA, AF, AAF | 585697 | 697829 | November 1928 | |
| A, AA, AF, AAF | 697830 | 700000 | December 1928 | |
| 700001 | 704000 | December 3, 1928 | 4,000 #'s transfered to Manchester | |
| A, AA, AF, AAF | 704001 | 810122 | December 1928 | |
| A, AA, AF, AAF | 810123 | 940000 | January 1929 | |
| 940001 | 950000 | January 25, 1929 | 10,000 #'s transfered to export | |
| A, AA, AF, AAF | 950001 | 983136 | January 1929 | |
| A, AA, AF, AAF | 983137 | 1127171 | February 1929 | |
| ☆AA995080☆ | "Ford USA" is factory stamped with the engine number on a Rouge-built AA engine in Portugal (João Paulo Gonçalves) |
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| ☆IAA998339☆ | ☆IAA998339☆ is factory stamped on a Rouge-built industrial AA engine in Illinois (Mark Maron) |
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| ☆A1000000☆ | Engine ☆A1000000☆ numbered 3:07 pm, February 4, 1929 | |||
| A, AA, AF, AAF | 1127172 | 1298827 | March 1929 | |
| A, AA, AF, AAF | 1298828 | 1478647 | April 1929 | |
| A, AA, AF, AAF | 1478648 | 1663401 | May 1929 | |
| A, AA, AF, AAF | 1663402 | 180000 | June 1929 | |
| 1800001 | 1810000 | June 22, 1929 | 10,000 #'s transfered to export | |
| A, AA, AF, AAF | 1810001 | 1854831 | June 1929 | |
| Started using 1/8 pipe plug in intake manifold, June 18, 1929 | ||||
| A, AA, AF, AAF | 1854832 | 2045422 | July 1929 | |
| ☆A2000000☆ | Engine ☆A2000000☆ numbered 4:50 pm, July 24, 1929 | |||
| A, AA, AF, AAF | 2045423 | 2243920 | August 1929 | |
| A, AA, AF, AAF | 2243921 | 2396932 | September 1929 | |
| A, AA, AF, AAF | 2396933 | 2571781 | October 1929 | |
| A, AA, AF, AAF | 2571782 | 2678140 | November 1929 | |
| A, AA, AF, AAF | 2678141 | 2742695 | December 1929 | |
| A, AA, AF, AAF | 2742696 | 2826649 | January 1930 | |
| A 2786714 | Rouge-built engine is installed in a 1930 Briggs Town Sedan final-assembled after January 1930 at Asnieres, France, and having an original Asnieres brass serial number / firewall patent data plate (Michael Schwarzer) |
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| A, AA, AF, AAF | 2826650 | 2940776 | February 1930 | |
| A, AA, AF, AAF | 2940777 | 2950000 | March 1930 | |
| 2950001 | 2960000 | March 4, 1930 | 10,000 #'s transfered to Manchester | |
| A, AA, AF, AAF | 2960001 | 3010000 | March 1930 | |
| ☆A3000000☆ | Engine ☆A3000000☆ numbered 9:10 am, March 12, 1930 | |||
| 3010001 | 3020000 | January 29, 1930 March 13, 1930 |
10,000 #'s transfered to Manchester | |
| A, AA, AF, AAF | 3020001 | 3114465 | March 1930 | |
| A, AA, AF, AAF | 3114466 | 3304703 | April 1930 | |
| 3304703☆ | Last RHD AF or AAF prefix engine stamped at the Rouge May 1, 1930 | |||
| A, AA | 3304704 | 3450000 | May 1930 | |
| 3450001 | 3460000 | March 25, 1930 May 22, 1930 |
10,000 #'s transfered to Manchester | |
| A, AA | 3460001 | 3509306 | May 1930 | |
| A, AA | 3509307 | 3702547 | June 1930 | |
| A, AA | 3702548 | 3730000 | July 1930 | |
| 3730001 | 3740000 | March 25, 1930 July 8, 1930 |
10,000 #'s transfered to Manchester | |
| A, AA | 3740001 | 3771362 | July 1930 | |
| A, AA | 3771363 | 3883888 | August 1930 | |
| A, AA | 3883889 | 3950000 | September 1930 | |
| 3950001 | 3960000 | August 21, 1930 September 17, 1930 |
10,000 #'s transfered to Manchester | |
| A, AA | 3960001 | 4005973 | September 1930 | |
| ☆A4000000☆ | Engine ☆A4000000☆ numbered 9:30 am, September 29, 1930 | |||
| 4098041☆ | All engines after this number have nickel alloy exhaust valves, September 30, 1930 |
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| A, AA | 4005974 | 4093995 | October 1930 | |
| A, AA | 4093996 | 4177733 | November 1930 | |
| A, AA | 4177734 | 4237500 | December 1930 | |
| A, AA | 4237501 | 4250000 | January 1931 | |
| 4250001 | 4260000 | December 1, 1930 January 13, 1931 |
10,000 #'s transfered to Manchester | |
| A, AA | 4260001 | 4310300 | January 1931 | |
| A, AA | 4310301 | 4393627 | February 1931 | |
| ☆A4365834☆ | First engine stamped with new numerals 1-6-9, February 18, 1931 | |||
| A, AA | 4393628 | 4450000 | March 1931 | |
| 4450001 | 4460000 | January 26, 1931 March 18, 1931 |
10,000 #'s transfered to Manchester | |
| A, AA | 4460001 | 4470000 | March 1931 | |
| 4470001 | 4490000 | February 23, 1931 March 23, 1931 |
20,000 #'s transfered to Manchester | |
| 4472283 | Manchester-assigned engine number is applied to a 1931 Briggs Sedan in Denmark, and having an original Fred Rasmussen & Co. floor board serial number plate (Per Jensen) |
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| A, AA | 4490001 | 4520831 | March 1931 | |
| A, AA | 4520832 | 4521600 | April 1931 | |
| ☆A20000000☆ actual stamping |
Ford engine ☆A20000000☆ run-off and numbered 9:55 am, April 1, 1931 20,000,000th Ford (1931 SW Sedan) Driven off final assembly line in ceremony April 14, 1931 |
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| A, AA | 4521601 | 4611921 | April 1931 | |
| A, AA | 4611922 | 4695999 | May 1931 | |
| 4634572☆ | Four extra holes in oil pan tray for Mr. P.E. Martin, May 11, 1931 | |||
| ☆AX4687000☆ | ☆AX4687003☆ | Four experimental "AX" prefix engines, May 12-13, 1931 | ||
| A, AA | 4696000 | 4746730 | June 1931 | |
| 4700000☆ | Shield on oil pump, 1/8 lower tray for Mr. P.E. Martin, June 3, 1931 | |||
| A, AA | 4746731 | 4777282 | July 1931 | |
| 4751775☆ | Begin production use of low dipper oil tray July 7, 1931 | |||
| Begin production use of hex drain plug bung oil pan July 14, 1931 | ||||
| ~ | ~ | August 1931 | No Rouge engine production | |
| A, AA | 4777283 | 4780000 | September 1931 | |
| 4780001 | 4800000 | May 13, 1931 September 9, 1931 |
20,000 #'s transfered to Manchester | |
| 4800001 | 4803000 | June 1, 1931 September 9, 1931 |
3,000 #'s transfered to Köln | |
| A, AA | 4803001 | 4824809 | September 1931 | |
| A, AA | 4824810 | 4826746 | October 1931 | |
| A, AA | 4826747 | 4830806 | November 1931 | |
| ~ | ~ | December 1931 | No Rouge engine production | |
| A, AA | 4830807 | 4830900 | January 1932 | |
| 4830901 | 4840900 | May 13, 1931 January 3, 1932 |
10,000 #'s transfered to Dagenham | |
| AA 4832774 | Dagenham-assigned engine number is applied to a Type AA 3 Long truck built at Asnieres, France after May 1931 |
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| A, AA | 4840901 | 4842983 | January 1932 | |
| A, AA | 4842984 | 4843000 | February 1932 | |
| 4843001 | 4844000 | January 25, 1932 February 1, 1932 |
1,000 #'s transfered to Köln | |
| A, AA | 4844001 | 4846691 | February 1932 | |
| A, AA | 4846692 | 4849340 | March 1932 | |
| A, AA | 4849341 | 4850000 | April 1932 | |
| 4850001 | 4855000 | January 27, 1932 April 7, 1932 |
5,000 #'s transfered to Dagenham | |
| ☆AA4854953☆ | Dagenham-assigned AA number is factory stamped on a Model B block in an English-built AA truck in New Zealand (Justin Bicknell) |
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| A, AA | 4855001 | 4855171 | April 1932 | |
| A, AA | 4855172 | 4856255 | May 1932 | |
| A, AA | 4856256 | 4856745 | June 1932 | |
| A, AA | 4856746 | 4857556 | July 1932 | |
| A, AA | 4857557 | 4857988 | August 1932 | |
| 4857695☆ | First Rouge production use of Model B camshaft and pushrods (tappets) in Model A engines, August 11, 1932 |
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| ☆AA4857843☆ | Begin 100% use of Model B camshaft and pushrods (tappets) in Model A engines, August 11, 1932 |
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| A, AA | 4857989 | 4858476 | September 1932 | |
| A, AA | 4858477 | 4858703 | October 1932 | |
| A, AA | 4858704 | 4858930 | November 1932 | |
| A, AA | 4858931 | 4858979 | December 1932 | |
| A, AA | 4858980 | 4859000 | 1933 | |
| 4859001 | 4859800 | October 10, 1932 July 27, 1933 |
800 #'s transfered to Köln | |
| A, AA | 4859801 | 4859948 | 1933 | |
| A, AA | 4859949 | 4860509 | 1934 | |
| A, AA | 4860510 | 4860800 | 1935 | |
| 4860801 | 4862800 | February 16, 1933 April 19, 1935 |
2,000 #'s transfered to Dagenham | |
| 4862801 | 4864800 | October 5, 1935(33) *verify |
2,000 #'s transfered to Dagenham | |
| A, AA | 4864801 | 4865384 | 1935 | |
| A, AA | 4865385 | 4865473 | 1936 | |
| A, AA | 4865474 | 4865500 | ? | |
| 4865501 | 4866500 | June 14, 1935 |
1,000 #'s transfered to Köln | |
| A, AA | 4866501 | 4866627 | ? | 'Diamond' Blocks? |
| ☆A4866627☆ | Model A 'Diamond' block in Alabama (Bill Stocks) L-2-5 casting code, December 2, 1935 |
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| A, AA | 4866628 | 4866732 | ? | 'Diamond' Blocks |
| ☆A4866733☆ | Model A 'Diamond' block in Arizona (Jim Henson) | |||
| A, AA | 4866734 | 4869469 | ? | 'Diamond' Blocks |
| ☆A4869469☆ | Model A 'Diamond' block in Maine (Bill Alexander) C-5-7 casting code, March 5, 1937 |
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| A, AA | 4869470 | 4870709 | ? | 'Diamond' Blocks |
| ☆A4870709☆ | Model A 'Diamond' block having hardened exhaust valve seats in California (Marco Tahtaras) |
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| A, AA | 4870710 | 4871839 | ? | 'Diamond' Blocks |
| ☆A4871839☆ | Model A 'Diamond' block having Model B camshaft in Nebraska (Rod Gage) | |||
| A, AA | 4871840 | 4900000 | ? | 'Diamond' Blocks |
| 4900001 | 4920000 | May 13, 1931 | 20,000 #'s returned from Manchester? |
|
| A, AA | 4920001 | 4978900 | ? | 'Diamond' Blocks |
| 4978901 | 5000000 | October 30, 193(4) ? *verify |
22,000 #'s transfered to Dagenham | |
| ☆AA4981465☆ | Dagenham-assigned AA number is factory stamped on a Model B block in an English-built AA truck in England (John Charlton) |
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Model A engines were also built and assembled in East Windsor (Ford City), Ontario.
Canadian-produced Model A serial numbers were also stamped on the engine block left hand side, the same as US-produced engines.
The engine number is separate from the prefix letter(s). The number is unique and is not directly correlated to the prefix letter(s) or to US production engine numbers. The prefix is preceded by a ☆ character, and the numeric serial number is followed by a ☆ character.
Canadian-produced engines were numbered with a sequential number beginning with 1 (one). Letter prefixes started with ☆CA, CAW, CAE, CAR, CAT, CAY, CAU, CAI, CAO, CAP, CAS, and CAD, following the layout of the QWERTY typewriter keyboard. No hidden meaning there!
The individual unique engine number's prefix may also include a double A (AA) in place of the single letter A to designate the engine was equipped with a truck clutch. For example, ☆CAAQ followed by the serial number and closing ☆.
Shown above is what I believe to be an authentic early Canadian engine ☆CA3834☆ from April 1928. Note the small sized number pad. What makes it unusual is that the number pad appears to be machined flat in the same plane as the water inlet boss. Later number pads were un-machined as-cast surfaces.
The table below shows the information available from Ford of Canada Historical Archives.
| Canadian QWERTY Series Model A Engine Numbers | |||
| Canadian Model A Prefix |
Starting Engine Number |
Ending Engine Number |
End Date |
|---|---|---|---|
| CA, CAA | 1 | 479 | February 28, 1928 |
| CA, CAA | 480 | 3229 | March 31, 1928 |
| April 1928 | Car and truck clutch spring commonized. CAA truck engine prefix discontinued. |
||
| CA | 3230 | 7172 | April 30, 1928 |
| CA | 7173 | 13772 | May 31, 1928 |
| CA | 13773 | 22563 | June 30, 1928 |
| CA | 22564 | 32817 | July 31, 1928 |
| CA | 32818 | 44610 | August 31, 1928 |
| CA | 44611 | 53531 | September 30, 1928 |
| CA | 53532 | 63174 | October 31, 1928 |
| CA | 63175 | 71370 | November 30, 1928 |
| CA | 71371 | 78127 | December 31, 1928 |
| CA | 78128 | 89474 | January 31, 1929 |
| ☆CA78201☆ | Single disc clutch usage began. | ||
| CA | 89474 | 102209 | February 28, 1929 |
| CA, CAA | 102210 | 115460 | March 31, 1929 |
| ☆CAA10728☆ | Stronger clutch spring released for trucks. CAA prefix reinstated for all truck engines. |
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| CA, CAA | 115461 | 128690 | April 30, 1929 |
| CA, CAA | 128691 | 137105 | May 31, 1929 |
| CA, CAA | 137106 | 141953 | June 30, 1929 |
| CA, CAA | 141954 | 146518 | July 31, 1929 |
| CA, CAA | 146519 | 150120 | August 31, 1929 |
| CAQ, CAAQ | 1 | 10000 | November 4, 1929 |
| CAW, CAAW | 1 | 10000 | February 4, 1930 |
| CAE, CAAE | 1 | 10000 | March 14, 1930 |
| CAR, CAAR | 1 | 10000 | April 14, 1930 |
| CAT, CAAT | 1 | 10000 | May 13, 1930 |
| CAY, CAAY | 1 | 10000 | June 11, 1930 |
| CAU, CAAU | 1 | 10000 | August 7, 1930 |
| CAI, CAAI | 1 | 10000 | October 16, 1930 |
| CAO, CAAO | 1 | 10000 | February 9, 1931 |
| CAP, CAAP | 1 | 10000 | April 1, 1931 |
| CAS, CAAS | 1 | 10000 | June 2, 1931 |
| CAD, CAAD | 1 | 6877 | February 29, 1932 |
US and Canadian Model B and BB, and British (1932 only) Model AB, ABF, B, and BF serial numbers were stamped on an as-cast pad on the top of the flywheel housing, above the starter as shown in the pic below. The engine block pad was left unstamped and as-cast.
The pic above shows the typical US and Canadian Model B engine number location on top of the Model B or Model 46 flywheel housing. Note that the number reads from the front of the engine in this example. Others read from the rear.
For 1932 only, British Model AB, ABF, B, and BF cars, trucks, and engines carried the serial number (from US Rouge assigned number groups) stamped on top of the flywheel housing, the same as all US, Canadian, and German Model B's.
For 1933 and subsequent production years, British Model B, BF, and Fourteen cars, and Model BB Ford and Fordson trucks and engines again carried the serial number (from US Rouge number groups) stamped on the as-cast pad above the water inlet on the block, the same location as all the earlier Model A's.
For example, the British 1933 Model B, 24 & 14.9 H.P. and British 1934 Model B "Fourteen" Instruction Books clearly describe that the serial numbers were again stamped on the engine block left hand side above the water inlet.
The serial number relocation from the flywheel housing casting to the former location on the engine block casting was done to comply with British law that the serial number be applied to the engine block casting itself, not on a removable component like the flywheel housing.
German Model B series engines from 1936-41 used an apparently improved version of the original 1932 Model B engine, prior to the implementation of the yet further-improved 1942 G28T 'B' engine having insert bearings and pressure oiling.
The left hand side of the engine block casting often had the Ford script, as well as the "EB" logo mark of Eisenwerk Brühl, the German foundry that produced the block casting for Ford Köln. The pic below was suppled by Wilhelm Andersen of Norway.
I am seeking further information and photos about these German 1936-41 series engines, their improvements, and their prefix(s), serial numbers, and format.
1942 and newer German G28T (improved Model B) engines were used in Ford Ruhr, B3000, and FK Series trucks (and Claas combines) through the mid 1950's. The G28T had insert bearings and pressure oiling.
The G28T carried the engine serial number stamped on the pad above the water inlet on the left hand side of the block, the same location as all the earlier Model A's.
In addition, the left hand side of the engine block casting had the Ford part number G28T-6015 and a date code cast-in, as well as the "EB" logo mark of Eisenwerk Brühl, the German foundry that produced the block casting for Ford-Köln. Also, many blocks had the stylized F-K logo cast-in as well.
I am seeking further information and photos about these German G28T series engines, their prefix(s), serial numbers, and format.
Model B 'engine' serial numbers started at 5,000,000 and increased sequentially. The assigned number was stamped on the (B-6395) flywheel housings of completed engines after they had passed run-in (run-off) tests and were released for vehicle final assembly.
The engine (flywheel housing) number then became the serial number for the completed vehicle after final assembly. The number is separate from the prefix letter(s). The number is unique and is not directly correlated to the prefix letter(s). The prefix is preceded by a ☆, and the number is followed by a ☆.
| Rouge Series Model B Ford Engine Serial Numbers | ||||
| Rouge Number Prefix |
Starting Engine Number |
Ending Engine Number |
Date | Notes |
|---|---|---|---|---|
| AB, AAB | 5000000 | 5000015 | November 1931 | |
| AB, AAB | 5000016 | 5001863 | December 1931 | |
| AB, AAB | 5001864 | 5013187 | January 1932 | |
| AB, AAB | 5013188 | 5032500 | February 1932 | |
| AB, AAB | 5032501 | 5049492 | March 1932 | |
| AB, AAB | 5049493 | 5062386 | April 1932 | |
| B, BB | 5062387 | 5064906 | April 1932 | |
| B, BB | 5064907 | 5087732 | May 1932 | |
| 5069693 | 100% Using new style 2-hole intake manifold, May 9, 1932 | |||
| 5081832 | 100% Using new oil fill pipe, May 25, 1932 | |||
| B, BB | 5087733 | 5132621 | June 1932 | |
| B, BB | 5132622 | 5144010 | July 1932 | |
| B, BB | 5144011 | 5146668 | August 1932 | |
| B, BB | 5146669 | 5157918 | September 1932 | |
| 5147874 | Engine number is applied to a British bodied Type AN Model B Tudor built at Asnieres, France |
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| B, BB | 5157919 | 5165401 | October 1932 | |
| B, BB | 5165402 | 5175635 | November 1932 | |
| 5175104 | Begin Counterweighted Crankshaft, December 5, 1932 | |||
| B, BB | 5175636 | 5179579 | December 1932 | |
| B, BB | 5179580 | 5187129 | January 1933 | |
| 5186063 | First recorded use of sweated-on crankshaft counterweights | |||
| B, BB | 5187130 | 5192755 | February 1933 | |
| ☆B5187187☆ | Factory stamped number on a Model 46-6395 flywheel housing February 1933 number reads from front of engine |
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| B, BB | 5192756 | 5203772 | March 1933 | |
| ☆BF5198885☆ | Dagenham-assigned "BF" prefix number is factory stamped on a 14.9 HP Model B small bore block in the UK, Registration Number ANN 20. Dagenham-built after December 1933 |
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| B, BB | 5203773 | 5208842 | April 1933 | |
| B, BB | 5208843 | 5216030 | May 1933 | |
| B, BB | 5216031 | 5227763 | June 1933 | |
| B, BB | 5227764 | 5234547 | July 1933 | |
| ☆BB5295660☆ | Factory stamped number on a Model 46-6395 flywheel housing July 1933 number reads from front of engine |
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| B, BB | 5234548 | 5241341 | August 1933 | |
| B, BB | 5241342 | 5245552 | September 1933 | |
| B, BB | 5245553 | 5248333 | October 1933 | |
| B, BB | 5248334 | 5249669 | November 1933 | |
| B, BB | 5249670 | 5263534 | December 1933 | |
| ☆B5261034☆ | Factory stamped number on a Model 46-6395 flywheel housing | |||
| B, BB | 5263535 | 5267507 | January 1934 | |
| B, BB | 5267508 | 5275064 | February 1934 | |
| B, BB | 5275065 | 5277589 | March 1934 | |
| B, BB | 5277590 | 5285357 | April 1934 | |
| B, BB | 5285358 | 5287403 | May 1934 | |
| B, BB | 5287404 | 5288942 | June 1934 | |
| B, BB | 5288943 | 5290174 | July 1934 | |
| B, BB | 5290175 | 5292536 | August 1934 | |
| ☆BB5317886☆ | Dagenham-assigned "BB" prefix number is factory stamped on a 24 HP Model B block in the UK in a Dagenham-built 1934 Fordson Two Ton Truck. |
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| ☆B5331574☆ | Factory stamped number on a Model 46-6395 flywheel housing 1935 or 1936 number reads from front of engine |
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| ☆B5343498☆ | Number is factory stamped on a Model B block with 'GS' casting mark and a Fordson Forward Control oil pan in the UK (John Cochran) C26 cylinder head casting code, March 2, 1936 |
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| ☆BB5352975☆ | Number is factory stamped on a Model B-6395 flywheel housing on a Model B engine Power Unit in Wisconsin (Jerry Parr) L159 block casting code, December 15, 1939 Cylinder Head casting date is 122939 |
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| ☆B5356180☆ | Number is factory stamped on a Model B engine block with a Fordson Forward Control oil pan in the UK (John Cochran) L219 block casting code, December 21, 1939 |
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| ☆AA4854953☆ | Dagenham-assigned AA number is factory stamped on a Model B block in an English-built AA truck in New Zealand (Justin Bicknell) |
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| ☆AA4981465☆ | Dagenham-assigned AA number is factory stamped on a Model B block in an English-built AA truck in England (John Charlton) |
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A limited number of Model B engines were also built and assembled in East Windsor (Ford City), Ontario.
Canadian-produced 1932-34 four cylinder 'engine' serial numbers were stamped on the top of the Model B or Model 46 flywheel housing above the starter, and the engine block pad was left unnumbered. The prefix is preceded by a ☆, and the number is followed by a ☆.
The table below shows the information available from Ford of Canada Historical Archives.
| Canadian Model B 'Engine' Serial Numbers | |||
| Canadian Model B Prefix |
Starting Number |
Ending Number |
Date |
|---|---|---|---|
| CBG | 1 | 5000 | Start April 3, 1932 |
| CBQ | 1 | 3999 | End September 6, 1932 |
| CBW | 1 | 5000 | April 1933 |
| CBE | ? | ? | ? |
| CBR | ? | ? | ? |
| CBT | 1 | 5000 | ? |
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