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More stuff from my files. In case you didn't know, the 2.3L Turbo engines were built at Ford's Taubate (Tau-ba-tay) engine plant in Brazil and imported to the US. Not at the Lima, as in bean, plant in Ohio. I knew these as TEP and LEP since everything at Ford had an acronym. So Ford's system of part numbers was structured as a base component number, e.g. -6250- with a unique prefix and suffix. For example, E5ZE-6250-AA. Prefix E5ZE was tied to model year and vehicle program, E being 80s, so 85 and ZE was Mustang. The suffix AA was the design revision level for the part, so if part was revised design, it might become -BA. Sometimes there was a number in the suffix like A1A, A2A which designated different suppliers approved for the part. So while this was a part number for the 2.3L engine, you could have a part number like E5ZE-6250-AB which might be a different engine like 5.0L. BTW, camshafts also had a casting part number and and assembly part number, like -6251- with the dowel pin and galley oil plug installed. These were the engineering part numbers. Then you have the service part numbers which mostly were assemblies like -6251- and had a single letter suffix.
As another example, the follower arm (ARM- VALVE ROCKER) was D8EE-6564-A1A, A2A, A3A. Part released in 1978 with Fox platform with three different suppliers. Prior it was D42E when the 2.3 OHC launched in the Pinto.
Since I can write more about camshafts, maybe I will post something about the roller follower development at another time.
As another example, the follower arm (ARM- VALVE ROCKER) was D8EE-6564-A1A, A2A, A3A. Part released in 1978 with Fox platform with three different suppliers. Prior it was D42E when the 2.3 OHC launched in the Pinto.
Since I can write more about camshafts, maybe I will post something about the roller follower development at another time.
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