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PAGE CONTENTS:
⇒ How to Identify Ford of Britain “Dagenham”, “Dorset” and “Dover” Diesel Engines:
⇒    Background, Model Chart by Year, Basic Models, Marinizers, Fixes, Shops, etc.
⇒    Identification Plates & Build Data Plates.
⇒    Capacity Codes.
⇒    Serial Numbers.
⇒    Part Numbers: Cast-in or Stamped.
⇒       Cylinder Blocks.
⇒       Intake Manifolds.
⇒       Valve Rocker Covers.
⇒       Cylinder Heads.
⇒    Fuel Injection Pump Models.
⇒    Distinct Features.
⇒       Fuel Injection Pump Cambox Lubrication.
⇒       Fuel Injection Pump Drives.
⇒       Timing Gears.
⇒       Timing Gear Covers.
⇒       Valve Rocker Covers: Painted/Chromed.
⇒       Cylinder Liner Types.
⇒       Cylinder Bores.
⇒    Ford Cargo Lorry Engines by Lorry Series & Years of Production.
⇒ Product Documentation: Catalogs, Brochures, SpecSheets, Manuals, Parts Lists. Recalls, etc.
⇒ Related Media: Articles, Books, Magazines, Documentation, Videos, Websites, etc.
⇒ Related EAB Topic Pages, Articles, etc.
⇒ Visit our FEATURED ARTICLES Home Page! Thanks to our amazing contributors.
⇒ This Month’s Top 20 Most Popular Articles on our EAB website.
⇒ What our nonprofit Anchors Aweigh Academy and its EAB website have accomplished.
⇒ Members must SIGN IN to gain access to Members Only areas of this website.
⇒ Become an Academy Member and gain access to additional pages and programs!
⇒ Comments: Submit To: Comments♥EverythingAboutBoats.org (Replace “♥” with “@”).

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How to Identify
Ford “Dagenham”, “Dorset” and “Dover” Diesel Engines

> > > FIRST, A LITTLE BACKGROUND < < <

In the early 1950’s, Ford decided to develop their own diesel engines for their line of Fordson tractors. Ford of Britain’s Dagenham Engine Plant was tasked with designing and producing the engine. The new 4D diesel engine was introduced with the new “E1A” Fordson Major tractor in 1952. Thus began a legacy that spanned over six decades of continuous production that saw the little 4-cylinder engine and it’s 6-cylinder bigger brother evolve and gain popularity around the globe as they were fitted to tractors, harvesters, grass dryers, lorries, rock crushers, electrical generators, work boats and pleasure craft, especially Asian trawlers. They proved to be robust and dependable. And when they did require repair, mechanics found them easy to work on as they were very much “Old School”. Parts were plentiful and reasonably priced due to their growing popularity and being backed by one of the largest engine manufacturers in the world (see our Ford Industrial Power Products Diesel Engines webpage for a more detailed history of the Ford of Britain Diesel Engines). The chart below is a terrific reference as it presents the engine models and years produced. Click Here for more about this chart and how Academy Members can download and print the entire high resolution chart in PDF.

These engines came in three basic flavors depending on application: Agricultural (e.g. tractors), Automotive (e.g. lorries), and Industrial (e.g. rock crushers, power generators, and marine propulsion). While the different applications demand some differences between the engines, the basic design remained very much the same with many of the parts interchangeable throughout the years. This led to the common practice of repairing with parts that were similar, but were for a different model (even much newer or much older) and for a different application. Often, when engines were badly damaged, complete engines were fitted that were a different model and sometimes intended for a different application. Replacement engines could be either new or used. Used engines could be near new and in very good condition or near the end of their service life. Used engines could be damaged and not repaired, poorly repaired or only partially repaired, or they could be fully repaired, completely rebuilt or overhauled. In Twin engine applications, any mismatch between the engines can result in severe performance and longevity issues, especially from carbonization.

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Ford’s Basic Model Numbers
For Ford of Britain “Dagenham”, “Dorset” and “Dover” Diesel Engines

All these diesel engines have the following features in common: Reciprocating Pistons with Connecting Rods and a Horizontal Crankshaft, Inline Cylinders, a Reverse Flow (Not a Crossflow) Head, Overhead Valves actuated by a low block fitted Camshaft through Flat-Tappet Mechanical Lifters, Push Rods and Rocker Arms, a 115mm (4.524in) Piston Stroke, Internal Combustion, Compression Ignition, Mechanical Direct Injection, and of course they are all Diesel Fueled. Petrol (Gasoline), Vapor (Kerosene), Gas (CNG), and other fueled versions were also produced.

Most engines were available in an “inclined” version where the engine was tipped to the side so that the cylinders were at about a 45° slant, about half way between vertical and horizontal so that the engine could fit limited height applications like cab-over lorries. Most inclined engines were assigned their own model number like the 2706E.

Ford diesel engines are categorized by Family: “Dagenham”, “Dorset” and “Dover”. Then they are divided into Ranges: “D” Range, 2700 Range, 2710 Range, and 2720 Range. Within each Range they are further divided into Model Groups: 4D, 6D, 2701, 2703, 2704, 2711, 2712, 2715, 2722, 2723, 2725, etc. Each Model Group is represented by the individual model number depending on application. For example the 4D model group: E1A (Agricultural), 530E (Automotive), 592E (Industrial), etc. The industrial engines are sometimes further divided into: Off-Highway, Power Generation, Marine, etc. The table below tries to illustrate this breakdown, but this system was not always closely followed, as they were often influenced by marketing needs.

Ford never produced a marinized version of these engines, however, several others did. It was the industrial versions of these engines (especially the marine rated base engines when produced) that were most often marinized by the major marinizers like Lehman, Mermaid, Parsons, Sabre, and Thorneycroft (see Primary Marinizers List below). However, private parties marinized anything and everything, especially used take-outs from tractors, combines, rock crushers, lorries, generators, etc. using individual marinizing parts or “Kits” supplied by the major marinizers. Also keep in mind that replacement engines could be any model, “New” or “Used”, in any condition. This can cause considerable confusion when identifying these engines.

DO NOT BE MISLED BY COMPONENT PART NUMBERS

Many of an engine’s components are cast or stamped with a part number that may be similar to the engine’s model number such as shown on the engine block pictured directly below. But the raised “2702E” number cast-into this cylinder block is NOT this engine’s actual model number.

Do not be misled. See our next section and our later section on Part Numbers.

Ford’s Basic Model Numbers and Specific Model Numbers

TABLE KEY:
FAMILY/Range/Model = Base Engine “Family” / “Range” / “Model” (Application) {Marinized}.
CYL = Cylinder Quantity: 4 Cylinder or 6 Cylinder.
^ Cylinder Liner/Bore: W = “Wet”. D = “Dry”. P = Parent/Native Bore (Cast-in-Block).
BORE = Cylinder Bore Diameter: mm = Millimeters. in = Inches.
DISPLACEMENT = Swept Volume: cc = Cubic Centimeters. L = Litres/Liters. ci = Cubic Inches.
ASP = Aspiration: N= Naturally Aspirated. T = Turbocharged. Ti = Turbo w/Intercooler.

DRAFT: We Will Update Information as it comes in.

NOTES: + Production and availability of some models continued years afterwards. Example 1: The production of the Dagenham 4D Mark-2 moved from Ford in Dagenham, UK to EBRO in Spain after 1965 and continued up until the late 1990’s. Example 2: The production of the Dagenham 6D Mark-2 Turbo Charged model continued at Dagenham up until July, 1990. Example 3: The production of the 2704ET continued at Dagenham until 1982. Example 4: The production of select Dover models moved to Ford-Otosan in Turkey and continued there after 1991 where they were soon labeled “DoverTech” models.
*2702E was never put into production, however several major components including the cylinder blocks for the 2703E and 2704E model engines are identified with the 2702E prefix in their part numbers and raised cast-in “raw” casting numbers. See Ford 2702E for more details.
**2706E, 2708E and 2709E are inclined versions of 2701E. 2703E and 2704E respectively.
***2701C, 2703C and 2704C were produced for only one year 11/1969-10/1970 and were “parent bore” immediate forerunners of the 2711E. 2713E and 2714E engines respectively.

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Primary Marinizers of Ford Power Products Diesel Engines
Including Marinizing component and "Kit" Suppliers

• American Diesel Corp. (Bob Smith*) (US).
• American Marine Ltd. (Mfr. of Grand Banks - Branded as AmMarine) (SG).
• Barr Marine (US).
• Beta Marine Ltd. (UK).
• Bomac Marine Power Corp. (US).
• C-Power (Marine) Ltd. (UK).
• C/T Marine Ltd. (UK).
• Chingford Boat Centre (UK).-
• Diesel Conversion Products (UK).-
• Diesel Power (UK).-
• DNT ().
• Econopower ().
• E. H. Hewitt and Co Ltd. (UK).-
• Fenwick Groupe (FR).
• Hawker Siddeley (Lister Petter) (UK).
• Highpower Marine Ltd. (UK).-
• J.G.M. Marine (UK).-
• Lancing Marine (UK).
• Lees Marine Group (NZ)
• Lehman Mfg Co. (US).
• Mermaid Marine Engines Ltd. (UK).
• M.I.T. Marine (UK).-
• Northeast Ford Engines Inc. (US).
• Parsons Mathway Marine (acquired by Coupland Bell Ltd. in 2013) (UK).
• Powermarine Engines Ltd. (UK).
• Sabb (UK).
• Sabre. (eg Ford-Sabre & Sabre-Lehman) (UK).
• Seapower ().
• Stratos ().
• T. Norris (Industries) Ltd. (UK).-
• Tempest ().
• Thornycroft Marine Engines (UK).
• Vetus (NL).
• Volvo Penta (SE & US).
• Watermota Ltd. (UK).
• Westerbeke Corp. (US).
• Wortham Blake and Co Ltd. (UK).

*In 1981, Bob Smith, who was the former managing director of Lehman Power, founded American Diesel Corporation in Kilmarnock, VA to provide aftermarket marinizing replacement parts and support for Lehman marinized Ford Industrial Power (UK) diesel engines. They also produced their own marinized replacement engine packages from the last of the Ford-Otosan 6.22L engines (similar to the Ford-Lehman Super 135). They were rated at 120, 125, 130, 136 and 140 horsepower. American Diesel Corp can supply most of the parts required to accomplish the "Fixes" that need to be accomplished to prevent engine damage. The americandieselcorp.com website has recently been updated with new features including Parts Lists, a Parts Order Form, and a Contact Form. Bob was well known for his Lehman Workshops. We are saddened to have to report that Bob has passed away. See Passagemaker's heartfelt and informative obituary. Bob's very capable and diesel-experienced son, Brian, will carry on the good work that would make his father proud.

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Ford & Lehman "Fixes" that need to be accomplished before the engine suffers damage:
(Click links below to go to special in-depth "Members Only" articles on each "Fix" + more)

1. Fix engine misfire before injection pump governor and internal engine damage results.
2. Fix fuel injection pump lubricant before injection pump & governor damage results.
3. Fix engine oil filter hoses and attachment before internal engine damage results.
4. Fix engine oil cooler before cooler fails and engine damage results.
5. Fix engine drive gears before gears fail and serious internal engine damage results.
6. Fix "Two Shaft" raw water pump before shaft fails and engine overheat damage results.
7. Fix Exhaust Elbow before engine overheating or hydrolocking results.
8. Flush water jacket around rear-most cylinder and fit rear coolant fitting.
9. Test and maintain engine coolant to prevent corrosion at wet liner cylinder seals.
10. Fix coolant cap and flange, and fit coolant return tank to prevent scored piston.
11. Fix coolant hoses before they fail and engine overheat damage results.
12. Fix cause of premature engine drive belt failure before belt fails.
13. Properly store spare drive belts in order to get home without a second failure.
14. Fix substandard engine wiring before faults cause serious failures.
15. Fix transmission fluid cooler before cooler fails and transmission damage results.
16. Fix Velvet-Drive CR2 pinion nut before nut loosens and destroys transmission.

Notes: Many parts for these "Fixes" are available from American Diesel Corp's Website.

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Repair Shops and Parts Suppliers

• American Diesel Corp: Ford Marinizer, Parts,+. (Kilmarnock, VA, USA)
• Bepco: Tractor Parts. (South Africa)
• Bomac: Ford Marinizer, Parts,+. (100 miles north of Atlanta, Georgia in Blairsville, Ga, USA)
• Emmark UK Ltd: Ford Tractor Engines Parts. (Pudsey, UK)
• Harbor Marine: Ford Repair, Parts,+. Velvet Drive Repair, Parts,+. (Everett, WA, USA)
• Lancing Marine: Ford Repair, Parts,+. (Portslade, Sussex, UK)
• Logan Diesel: Ford Repair, Parts,+. (14 miles north of Jackson, Michigan in Leslie, MI, USA)
• Mermaid Marine: Ford+ Engine Repair, Parts. (Coventry, UK)
• Timik Marine Engines: Ford+, Engine Repair, Overhaul, Repower,+. (Southampton, UK)

If you know of a vendor that should be added to this list,
email the info To: Editor♥EverythingAboutBoats.org (Replace "♥" with "@")

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Ford’s Engine Identification Plate

The above Engine Identification Plate identifies this particular engine as a Ford model 2715E, which was the 6.22L (380ci) “Dorset” base engine marinized into the popular Lehman 120. Like most of Ford’s tractor and truck diesel engines, this model was produced at Ford’s Dagenham Plant in Britain. See the Ford Industrial Power Products Diesel Engines Model Chart by Years above for the years and locations where the various Ford models were produced.

The Engine Identification Plate shown directly above identifies this particular engine as a Ford model 2725E, which was the 6.22L (380ci) “Dover” base engine marinized into the popular Lehman SD120 “Standard 120” and SP135 “Super 135”. Note that Ford shows an ending “E” (like their earlier models) on  their “Dover” engine ID plates even though their documentation does not.

In cases when the engine’s original Identification Plate has come loose and been lost or it has intentionally been removed leaving no quick way to identify the engine, the engine can still be identified by another means described later in this article. In cases where the original engine’s ID plate has been switched to the replacement engine, misidentifying it, confirming the replacement engine’s true identity is always the wisest action. NOTE: It is never wise to depend entirely on the ID plate to identify an engine unless the engine’s complete history is known. Ways of confirming the engine’s ID are presented later in this article. Mis-identifying an engine can become a serious problem when it comes time to work on the engine.

Foley Engines’ Tech Tip #197 describes how the double alpha engine code translates to the year of production according to the following chart.

For example, the code “RR” would translate into an engine year of 1999. However, this Tech Tip may not apply to all model years, possibly just later engines (1980’s & 1990’s)  The code pictured on the plate above does not seem to translate properly. Be aware that the stamped digits in the “SER No / DATE” box like those pictured on the plate above may not always represent the engine’s actual serial number and year produced. More about this later.

Engine Identification Plates were typically located either just below and aft of the fuel filters on the upper right edge of the flywheel housing (early engines) or on the rocker cover (later engines). These plate locations are illustrated further down this page. Like many of these plates, the plates shown above were found attached to the valve rocker cover with adhesive.

The Operator’s Manual and Service Manual pages shown below explain
Ford’s Service Identification Plate and Engine Build Data Plate formats.

Pages 5 (above) thru 7 (below) of Ford’s 2720 “Dover” Range Operator Handbook.
A high resolution PDF of this manual is viewable by Academy Members.

The Original Engine Build Data Plate on Ford 2700 Range “Dorset” engines may not show the engine model number and production date like shown above.

Pages 1-02 & 1-03 of Ford’s 2720 “Dover” ESD Range Service Manual.
A high resolution PDF of this manual is viewable by Academy Members.

The engine’s Identification Plate should be used whenever it is available to identify the engine’s true model number, assuming that the plate has not been switched from another engine. If the plate was attached to the valve rocker cover and the cover was switched with another, then probably so was the plate.

The engine’s Build Data Plate can be helpful if it has been embossed or stamped with the model number like the Ford 2728T Plate shown below, especially when it also shows the Production Date. The Build Data Plate is usually riveted to the top-right side of the engine block’s flywheel housing.

The much later Ford-Otosan Build Data Plate shown below has been stamped with “E2744” which is this automotive engine’s Ford-Otosan DoverTech Model Number.

A “Service” engine’s ID plate may originally be blank with the data engraved into the plate as shown below or it may be stamped. Note that in this case the serial number begins with the engine’s model number as was common with the automotive versions of these engines.

When an engine’s ID Plate is missing or in question, comparing the various code numbers found on an engine with the code numbers found in our charts below and/or in the parts catalogs can be helpful in identifying an engine, but be aware that parts are sometimes superseded later and may have different part numbers then called for in the parts lists. Also keep in mind that some engines have been repaired using mismatched parts from different engines. This can create difficulty identifying an engine. But worse, it can also cause performance and longevity problems, especially if injectors or injection pumps are mismatched.

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Engine Capacity Code

Ford stamps the Engine Capacity Code unto the engine’s cylinder block during production. These codes can be difficult to read, especially when covered by paint or rust. Steel wool helps. The machined pad for the code is located on the right side of the block towards the aft end by the fuel filters, up near the cylinder head as illustrated by the number 1 in Fig.2 on page 1-02 of Ford’s 2720 “Dover” ESD Range Service Manual shown above. All Ford diesel engine models display the code in the same place. The location of the Capacity Code is illustrated again on the Lehman manual page shown below in the “Ford’s Engine Serial Numbers” section. The code represents the engine’s total capacity of swept volume in either Cubic Inches of Displacement (CID) or Litres of Displacement (LD) depending on the engine model and cylinder block.

The table below presents in bold font, the Capacity Code stamped on the engine block in the first column (labeled “CID“) or the second column (labeled “LD“). If the data presented in the first or second column is in small italics, then it represents the actual displacement for general reference only, and NOT the Capacity Code. The table is arranged in ascending displacement. The third column (Labeled “CYL“) shows the number of cylinders and presents the Cylinder Liner type: “W” for “Wet” liner, “D” for “Dry” Liner, and “P” for “Parent bore”. The corresponding engine models are then listed. This information can help narrow down the engine model. Click on the engine model link to go to our webpage for that particular model.

Notes: Petrol models will display capacities related to the petrol models which are usually slightly smaller then their diesel cousins. This can be confusing if a petrol block has been used to rebuild a diesel engine or vice versa. Table under development. We will add information as it comes in. If you can help, email To: Editor♥EverythingAboutBoats.org (Replace “♥” with “@”)

A “360T” Capacity Code is shown below stamped on a Ford 2728T Block. The code can be difficult to read when covered by paint. If needed, scrape off the paint and rub with steel wool. Be sure to repaint to prevent rust. Note that the head (unpainted) has been replaced on this turbocharged engine which seems to happen more often on these high output engines.

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Ford’s Engine Serial Numbers

Lehman’s Serial Number is NOT Ford’s Engine Serial Number!

On Lehman marinized Ford diesel engines, the Lehman Serial Number can be found stamped into the coolant reservoir (as shown above), and into the exhaust manifold as illustrated on the Lehman Operators Manual page shown below. The two numbers should match unless these parts have been replaced. It is customary to stamp the Lehman serial number on any new replacement parts when they are installed, however this is not always done. If the replacement part is a used one from another engine rather then a new one, the serial number may be the serial number from the other Lehman engine. This stamped serial number is of course NOT the Ford serial number for the engine. The actual Ford serial number is stamped into the cylinder block casting on a machined “PAD” located on the right side of the engine near the front of the engine (behind the fuel injection pump on “Dorset” and “Dover engines”), just below the seam between the cylinder head and the cylinder block as pictured directly below and illustrated on page 7 of the Lehman Marine Diesel Engine Operators Manual #4C61J (see below along right side of illustration where it is labeled with “Ford Stamping”). All Ford of Britain engine serial numbers are stamped in this same location. On the Lehman marinized Ford “Dorset” engines, this “PAD” may be partially hidden behind the coolant pipe leading from the bottom of the coolant reservoir. Ford Industrial engine serial numbers usually begin with an “S” as shown in the picture directly below and in the Ford Serial Number Lists further below.

Ford Automotive Engine Serial Numbers may begin with the automotive engine’s model number as shown below.

of Ford Automotive Engine Serial Numbers that began with Engine Model Number.
(If you have an example, please send the image attached to an email
To: Editor♥EverythingAboutBoats.org (Replace “♥” with “@”). Thank you)

Page 7 of the Lehman Marine Diesel Engine Operators Manual #4C61J.

The number embossed on the Ford Industrial Power Products ID plate in the “DATE SER No.” box as shown on the bottom left of the above manual page is NOT the actual Ford Date of Manufacture or Serial Number as stated after item “3 – (Not Applicable)” above under the contents of the Identification plate. The Ford serial number is stamped on a machined “Pad” on the cylinder block as discussed before and begins with the letter “S” in the case of the industrial engines. Automotive engines had other prefixes that were derived from the engine’s model number. The following tables show Ford’s starting serial number for each month of production.

Ford Serial Number Lists
With Dates of Manufacture

Ford Industrial Engine Serial Numbers (FORDSON “Dagenham” TYPE)
589E 6 cyl petrol, 590E 6 cyl Diesel, 591E 4 cyl Petrol, 592E 4 cyl Diesel, see the later list for serial numbers after 1967 as the 592E model was still available from EBRO with Industrial “S” serial numbers up until 1974.

FORD THAMES TRADER “Automotive” ENGINE SERIAL NUMBERS.
528E 4 CYL PETROL, 530E 4 CYL DIESEL, 508E 6 CYL PETROL, 510E 6 CYL DIESEL
DATE 15TH OF MONTH

Ford Industrial Engine Serial Numbers (Ebro 592E & Ford 2700 RANGE)
592E (EBRO with Industrial “S” serial number from 1967 up until 1974).
2701E, 2703E, 2704E, 2706E, 2708E, 2709E FEB 1965 ~ NOV 1969.
2704ET JULY 1968 ~ 1981?
2701C, 2703C, 2704C NOV 1969 ~ OCT 1970.
2711E, 2712E, 2713E, 2714, 2715E OCT 1970 ~ 1982?

NOTES: Table under development. We will add information as it comes in. If you can help, email To: Editor♥EverythingAboutBoats.org (Replace “♥” with “@”)

See Ford Industrial Engine Production Dates by Serial Numbers by Jimcdbts for more details.

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Part Numbers

Most of the larger engine components (e.g. cylinder blocks, cylinder heads, valve covers, etc.) are identified by their parts numbers being printed, painted or stamped on the components, or in the case of most cast components, cast into the castings as raised digits. The part number is usually composed of three parts; 1) the prefix, 2) the designator (or what is called the “BASIC part number” in the manuals), and 3) the suffix. The Prefix on UK engines consist of the model number of the first engine on which the part was designed to be used. The “Basic part number identifies what kind of component it is (e.g. cylinder block, cylinder head, intake manifold, etc). The suffix indicates the version, modifications and other features of the component.

Not all numbers are very clear and should be closely inspected to discern the true number. Cast numbers may look much different then those pictured below depending on the mold used. Sand Cast molds may develop air pockets that disfigured the digits. Dies and mold masters deteriorate and develop disfigured digits as they wear out. Cast-in numbers identify the “Raw” casting part number before the casting is machined and assembled, and not the final part number for the part or assembly. Other numbers, letters or symbols may be located near the part number or somewhere else on the component. These may indicate the die or mold used, date cast, plant where produced, or a variety of other things. While the components’ part numbers may be helpful in identifying an engine, one should be careful not be misled by them.

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Cylinder Blocks

Ford cylinder blocks are identified with raised cast-in “Raw” Casting Numbers consisting of a prefix, a designator, and a suffix.

Ford “Dagenham” Engine Blocks

The 4D “Dagenham” engine block shown below displays a raised “Raw” Casting Number on the right side of the block (see red arrow), just below the fuel injection pump mounting pad.

All Ford “Dagenham” engines are fitted with “Wet Liner” cylinders.

The “E1ADDN” Prefix, identifies the block as a Ford 4D “Dagenham” Agricultural engine originally fitted to the Ford “E1A” Ford New Major Tractor, however, blocks with the “E1A” prefix were also used to build 4D engines for automotive and industrial applications. The “6015” is the designator which identifies the part as being a “Raw” engine block casting. All Ford engine blocks are identified with the “6015” designator. The Ford parts schematics will however, list a “BASIC part number” of “6010” for the engine block assembly which is the designator for the engine block in its final machined and assembled form. The “C” suffix to the far right identifies the block as the third version of this casting.

The prefix can sometimes be confusing. For example, the 6 cylinder “Dagenham” 6D Mark-2 diesel engine block can display a “508E” prefix (as shown below) which is the model number for the 6D Mark-2 petrol automotive engine. In this case, this diesel engine has the “508E” prefix because the petrol engines and diesel engines both share the same engine block’s “Raw” casting.

The Ford 6D Mark-2 Dagenham’s “Raw” Casting Number is cast into the right side of the Engine Block, below and somewhat behind the fuel injection pump when mounted, unlike the later 2700 Range engines where it is located on the left side just under the starter motor and just above the oil sump seam as shown directly below.

Ford “Dorset” Engine Blocks

All early Ford “Dorset” engines, including the 2701E, 2703E, 2704E, 2704ET, 2706E, 2708E and 2709E are “Dry Liner” engines. The later Ford “Dorset” engines, including the 2701C, 2703C, 2704C, 2711E, 2712E, 2713E, 2714E and 2715E are “Parent Bore” engines.

A more perplexing example of a “Raw” Casting Number is in the case of many “Dorset” diesel engines where the “703F” prefix is displayed on both the 4 cylinder blocks (like shown above) and the 6 cylinder blocks (like shown below). And these blocks can be either fitted with 100mm I.D. “Dry Liners” as in the case of the 2703E, or 105mm I.D. “Dry Liners” as in the case of the 2701E block shown above, or are “Parent Bored” to 107mm as in the case of the 2715E block shown below. The “703F” prefixed engine blocks were produced as 4 cylinder and 6 cylinder “Parent Bore” blocks, but were also provided as service blocks for the earlier “Dry Liner” engines where they had to be bored to receive the liners (see Section 1, page 15 of the Ford 2700 Service Manual). Therefore, the “703F” prefix may appear on any of the “Dorset” engines, either “Dry Liner” (4 cylinder 2701E and 6 cylinder 2703E, 2704E, and 2704ET) or “Parent Bore” (4 cylinder 2711E and 2712E, and 6 cylinder 2703C, 2713E, 2704C, 2714E and 2715E). Unfortunately, the “703F” prefix is therefore not much help in distinguishing between these engines.

Note that the suffixes are different. The first “A” of the 4 cylinder block suffix suggests that it is the first use of the 703F block. The “B” of the 6 cylinder block suffix suggests that it is the second type or version of  the 703F block.

Parent Bore “PB” Identifier

The Ford 2715E and 2714E 6 cylinder “703F” blocks (as shown below) display the raised cast-in “PB” Identifier for “Parent Bore” which is not found on the original “Dry Liner” engine blocks. Other “Parent Bore” engine blocks like the 2701C, 2711E, 2712E, 2703C, 2713E and 2704C also show the “PB” Identifier.

Ford “Dover” Engine Blocks

The cylinder block below displays the raised “Raw” casting number “826F 6015 EAC” which by the prefix “826” suggests that this block was initially designed for the Ford “826” model engine. The ID plate on this engine’s rocker cover (shown several pictures below under “Valve Rocker Covers”) identifies this engine as a “Parent Bore” 2725E “Dover” diesel engine.

All Ford of Britain built “Dover” engines display the “826F” Prefix on their engine blocks. The “826F” Prefix is also displayed on “Dover” Fuel Filter Bases and Brackets as shown below.

“Ford-Otosan” (Turkey) Engine Blocks

The later Ford-Otosan 2720 range engines show a “916T” Prefix to the engine block part number just ahead of the starter motor as shown directly below.

“OTOSAN” Identifier

These Ford-Otosan engine blocks also show a raised cast-in “OTOSAN” on the right side of the block just to the rear of the fuel injection pump as shown directly below.

Engine Cylinder Block Part Number PREFIXES
with Corresponding Engine Models

The first column (labeled “PREFIX“) in the table below presents the prefix of the raised cast-in cylinder block part number found on the Ford diesel engines. The second column (Labeled “CYL“) shows the number of cylinders and presents the Cylinder type: “W” for “Wet” liner, “D” for “Dry” Liner, and “P” for “Parent bore”. The corresponding engine models are then listed. This information can help narrow down what engine model the cylinder block might be part of. Click on the engine model link to go to our webpage for more details about that particular model.

Notes: Table under development. We will add information as it comes in. If you can help, email To: Editor♥EverythingAboutBoats.org (Replace “♥” with “@”)

*The “703F” prefixed engine blocks were produced as 4 cylinder and 6 cylinder “Parent Bore” blocks, but were also provided as service blocks for the earlier “Dry Liner” engines where they had to be bored to receive the liners (see Section 1, page 15 of the Ford 2700 Service Manual). Therefore, the “703F” prefix may appear on any of the “Dorset” engines, either “Dry Liner” or “Parent Bore” including the 4 cylinder 2701E, 2701C, 2711E and 2712E, and the 6 cylinder 2703E, 2703C, 2713E, 2704E, 2704ET, 2704C, 2714E and 2715E. Unfortunately, the “703F” prefix is not much help in distinguishing between these engines.

**In the pictures below, the Ford “2702E 6015” part number can be seen cast into the 330 cubic inch displacement 6-cylinder “Dry Liner” diesel engine block, however Ford apparently never put a 2702E engine into production, and no such model can be found in any official Ford documentation we have. The 2702E block may have been originally intended for a low power rated 2702E engine which turned out not being put into production. The 2702E labeled block was however used for the 2703E model engine. This particular engine was identified as a 2703E. This apparent mislabeling is not uncommon due to Ford’s parts numbering system.

The “raw” engine block part number is usually cast into the left side of the engine block near the oil pan seam as shown below.  Note the “FoMoCo” label that follows the part number.

The “2702E” Prefix is also found on the 363 cubic inch displacement 6 cylinder Ford 2704E “Dry Liner” cylinder block as shown below.

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Intake Manifolds

Note that the above 2703E engine’s intake manifold (shown below) displays the raised “590E” cast-in part number used by the earlier Dangenham 6D “590E” Industrial diesel engine. The “A” suffix indicates that it is the initial version of this part. So in this case, the earlier 590E part fits the later 2703E engine, so there was no need to create a new part with a new part number. The older part was simply used on the newer engine. This part was also used in other models. The “8425” designator or basic number (middle part of the part number) identifies the part as an intake manifold. This manifold was not used on many marinized engines. Lehman and others had their own manifolds, usually combining both the intake and the exhaust manifolds into one manifold which was water cooled with antifreeze filled coolant jackets.

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Valve Rocker Covers

The rocker cover below is identified by the ID plate as fitting a 4 cylinder 2722E Dover diesel engine. Just below the ID plate is displayed (upside-down) the full stamped rocker cover part number of “826F 6582 AAB” suggesting that the rocker cover was initially designed for the Ford “826F” model engine. The “6582” is the designator or basic number for all Ford rocker covers.

The “AAB” suffix on this rocker cover indicates that this cover is an early/initial version. This cover was fitted to all 4 cylinder Dover engines. But the “826F” prefix also appears on 6 cylinder Dover valve rocker covers as detailed below.

The rocker cover below is identified by the ID plate as fitting a 6 cylinder 2725E diesel engine. Just above and slightly to the right of the ID plate is displayed the full stamped rocker cover part number of “826F 6582 EAB”. The “EAB” suffix indicates that the cover was modified (lengthened) to fit the 6 cylinder Dover engines.

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Cylinder Heads

Parsons marinized the 6D “Dagenham” base engine and marketed it as the “Barracuda” shown below. Note the location of the cylinder head’s raised part number followed by the raised “FL” identifier (partly obscured by the hoses) which will be discussed later.

The cylinder head’s raised part number is displayed in the middle of the right side of the head. On this engine the part number begins with “510E” which suggests that the head was initially designed to fit the 6D Mark-2 “Dagenham” model “510E” automotive (lorry) diesel engine. The “6050” is the designator used for Ford “Raw” Cylinder Head Castings from the “Dagenham” up through the “Dry Liner” “Dorset” engines where it changed to “6090” beginning with the “683F” “Parent Bore” “Dorset” head.

The “E” suffix above indicates that this was the fifth version of this casting.

Engine Cylinder Head Part Number PREFIXES
with Corresponding Engine Models

The first column (labeled “PREFIX“) in the table below presents the prefix of the raised cast-in cylinder head part number found on the Ford diesel engines. The second column (Labeled “CYL“) shows the number of cylinders and presents the Cylinder type: “W” for “Wet” liner, “D” for “Dry” Liner, and “P” for “Parent bore”. The corresponding engine models are then listed. This information can help narrow down what engine model the cylinder block might be part of. Click on the engine model link to go to our webpage for more details about that particular model.

Notes: Table under development. We will add information as it comes in. If you can help, email To: Editor♥EverythingAboutBoats.org (Replace “♥” with “@”)
The cylinder head identified by the raised cast-in “raw” head 510E-6050-E casting number is the “Dagenham” 6 cylinder “FL” head (see next).
*Some “683F” Prefix heads lack the “8” in the prefix. They have just an empty “space” (see arrow below). They also show the later “6090” designator for “Raw” head castings.

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The “FL” Identifier Cast into Dagenham Cylinder Heads

The raised “FL” identifier appears a few inches to the right of the head’s “raw” casting number as shown below.

The “FL” head was the improved “high air flow” head that first appeared on the “Dagenham” 6D Mark-2 diesel engines in 1962 and the 4D Mark-2 engines in 1963. The “FL” head was often back-fitted to older Dagenham engines as replacement heads. The raised cast-in “FL” identifier which distinguished whether or not the Dagenham engine was equipped with the improved “high air flow” heads was of course eliminated with the introduction of the 2700 range engines because all 2700 and later series engines had “high air flow” type heads and therefore did not need to be so identified. These heads utilized “vortex technology” similar to the General Motors “Vortec” heads introduced in 1984 small block V8 petrol engines.

The “OTOSAN” Identifier Cast into the Cylinder Head

The Ford-Otosan cylinder heads show a raised cast-in “OTOSAN” on the right side of the engine.

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Diesel Injection Pump Identification

Identification of Ford diesel engines can be aided by identifying the diesel injection pump. The pump is identified by an ID plate affixed to the pump (see illustrations below with ID plate circled in red). Keep in mind that the pump may have been replaced with whatever pump was available and may be a mismatch to the engine.

The following Pages from the Ford 2700 & 2710 “Dorset” Range Service Manual should help identify the diesel injection pumps on the various “Dorset” engines. Similar information for other models can be found in other Ford manuals and parts catalogs. Note the striking differences in specifications. The highest performance and engine longevity can best be achieved if the correct fuel injectors and injection pump are matched to the correct engine model for the application. Due to the vast variety of injection pumps, replaced pumps are too often found to be mismatched to the engine. Also keep in mind that some pumps have been modified and/or recalibrated, and therefore no longer match their original specifications. It is also important to prevent mismatching injectors in the engine.

Section 3 Page 1r – Simms Minimec In-line “Jerk” Type Injection Pump

Section 3 Page 38 – CAV “Distributor” Type Injection Pump

In the illustration just above, take note of the raised cylinder head part number cast into the head shown in the top-left corner. The part number starts with “2703E” immediately followed by “6050”. See the earlier section on Casting Part Numbers for their significance.

Section 3 Pages 17r thru 18r – Injection Pump Part Numbers and Calibration

Section 7 Pages 2 & 2r – Combine Harvester Injector Pump Part Numbers

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Identifying Engines By Their Distinct Features

All of these Ford models are 4-Stroke cycle, direct injected, overhead valve, push rod, 4 or 6 cylinder, inline, reciprocating piston engines. All models have a piston stroke of 115mm (4.52 inches) or more exactly 114.7mm (4.516 inches). Each engine family (“Dagenham”, “Dorset” and “Dover”), each engine Range (“D”, “2700”, “2710” and “2720”), and each engine model (see our Ford Industrial Power Products webpage) possess distinct features that can help identify the engine. Many are external and therefore easy to observe, but some are internal and require partial disassembly of the engine to determine.

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Fuel Injection Pump Cambox Lubrication

The “Dagenham” and “Dorset” inline “Jerk” type fuel injection pumps have isolated cambox sumps and require oil changes much like the engine oil. An oil overflow pipe can usually be found plumbed into the injection pump slightly above the level of the cambox oil level plug.

A Ford 6 cylinder “Dagenham” fuel injection pump cambox oil level plug is shown below (see the left arrow pointing to the right) and the oil overflow pipe is also shown below (see the right arrow pointing to the left).

A Ford 6 cylinder “Dorset” fuel injection pump cambox oil overflow pipe is shown below (see arrow on the left) and the oil level plug is shown below (see arrow on the right).

The drain end of the oil overflow pipe usually just drips on the ground as in the case of an automotive engine, or into the bilge as in the case of a marine engine. Neither is acceptable. Therefore, It is a good idea to install a catch container that can be drained when required. Examine this oil for diesel fuel dilution. Diesel fuel normally leaks very slowly inside the injection pump and will contaminate the cambox oil over time. If  the drain is draining more then a drip or two per hour, the injection pump may be leaking more diesel fuel internally then normal and the cambox oil should be checked for fuel. If the cambox oil is badly diluted, the old oil should be drained and fresh oil installed before the injection pump suffers serious internal damage, especially to the governor. See our article about Checking Ford injection pump oil for contamination. A fuel leak inside the injection pump can flood the cambox sump and overflow into the catch container fairly quickly, so it is recommended that the container be checked often as it can be your first sign of a serious fuel leak inside the injection pump. It is NOT a good idea to plumb this overflow pipe into the engine’s oil sump (oil pan) as it creates the possibility of rapid diesel fuel contamination of the engine oil which is hard to detect without an oil analysis. It is possible for this type injection pump to leak cambox oil into the engine timing gear housing where it will drain into the engine oil sump if the injection pump camshaft seal is leaking.

The “Dover” fuel injection pump cambox sumps are fed engine oil from the engines’ pressurized oil galleys through a flow restrictor fitting and then an oil fill line (see arrow below). As the cambox sump overflows, oil is drained back into the engine’s oil sump (the oil pan) by an internal oil return canal located at the gear end of the injection pump that drains cambox overflow oil into the timing gear housing.

It is normal for a very small amount of diesel fuel to continually leak internally into the cambox sump whenever the engine is running. And since the cambox is continually draining into the engine’s oil sump, this diesel fuel will eventually end up in the engine oil. Be on the lookout for diesel fuel in the engine oil, and especially a rapid rise of engine oil level showing on the dipstick as this may indicate a serious fuel leak, either inside the injection pump, the fuel injectors, or the fuel lift pump. Diesel dilution of engine oil can quickly lead to serious damage of internal engine components.  Routine oil sampling and analysis is recommended to detect and remedy oil contamination before it causes serious engine damage.

Blockage of fuel system diesel fuel return piping to the fuel tank can cause diesel leaks to develop elsewhere in the system. See our article on Diesel Fuel Systems.

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Fuel Injection Pump Drives

The “Dagenham” engines have external fuel injection pump drives that can be seen turning whilst the engine is running (see red circle in picture below showing a “4D”).

The 6-cylinder “6D” was fitted with a 6″ jackshaft to drive the injection pump as shown below as the injection pump was mounted further aft on the longer 6-cylinder engine block. Since these couplings and jackshafts rotate whilst the engine is running, they are sometimes protected by aftermarket guards that are fitted to prevent injury to operators, mechanics and bystanders.

The “Dorset” and “Dover” fuel injection pumps are directly driven by the engine’s internal timing drive gears (see picture below).

Note how the fuel injection pump is mounted directly to the timing gear housing at the front of the engine. Injection timing was adjusted using the slots for the mounting bolts in the injection pump’s mounting bracket (see the arrows below).

If the pump’s injection timing has been adjusted and the pump has had to be rotated so far that the mounting bolts are all the way against the ends of the slots as shown below by the arrows, this may indicate that the timing gears have suffered excessive wear and may be near failure (see next section), and it would be wise to inspect the gears for wear. As the gears wear, the injection timing becomes more retarded. When the pump adjustment runs out of slot travel before the specified timing can be attained, the engine will be running retarded with a loss of power, increased exhaust smoke, cylinder carbonization, and other consequences including imminent  timing gear failure. A close examination of the gears is called for. See our article on Ford timing gear failures.

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Timing Gears

The Ford engine’s timing gears are internal and cannot be seen without removing the timing gear cover (as shown below), the injection pump, or in the case of most marinised engines, the directly driven raw water pump (if used).

The “Dagenham” and “Dorset” engines have Helical (curved) tooth timing gears as shown directly below.

Helical cut gears tend to wear rapidly, especially if also driving the raw water pump, and should therefore be checked routinely to prevent serious internal engine damage when the gears fail. Other engine problems can accelerate gear wear. See our article on Ford timing gear failures.

The “Dover” engines have the noisier, but more robust straight tooth timing gears. These wear less because more of the driving tooth surface is in contact with the driven tooth surface.

Ford switched to straight tooth timing gears of the type shown above because of the rapid wear experienced by the helical tooth gears. While the straight tooth gears are more robust, they are also noisier. These gears should also be checked for wear routinely as they can wear prematurely due to internal injection pump problems, raw water pump problems, or even engine camshaft or valve train problems which can create gear chatter in the engine’s timing gears. Again, see our articles on Ford timing gear failures.

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Timing Gear Covers

The timing gear cover is external and can be easily inspected at the front of the engine.

The “Dagenham” engines have Cast Aluminium timing gear covers as shown below.

Most “Dorset” engines have pressed steel timing gear covers as shown below.

The “Dover” engines and some earlier “Dorset” engines, especially service replacement engines, have cast aluminum timing gear covers as shown below. The thicker aluminum covers help reduce the noise generated by the straight tooth timing gears.

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Valve Rocker Covers

The valve rocker cover is external and can be easily inspected at the top of the engine. it is however, the least dependable way to identify an engine as these covers are sometimes painted or replaced by other covers.

The “Dagenham” and “Dorset” engines were typically delivered with painted valve covers.

The “Dover” engines were usually delivered with the easily recognized chrome valve covers.

These chrome valve covers sometimes got painted.

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Cylinder Liner Types

As shown below, all “Dagenham” engines have “wet” liner cylinders, all Early “Dorset” engines have “Dry” liner cylinders, and most Later “Dorset” engines and most “Dover” engines have “Parent” bore cylinders, but the turbocharged engines always have “Dry” liner cylinders. The cylinder liners are internal inside the engine and cannot be determined without removing the cylinder head. Removing the oil pan may not expose the bottom end of the liners for inspection.

Above, the water jackets in the engine block can be clearly seen with the “Wet Liners” removed.

It can be difficult to see the “Dry Liners” pressed into the engine block above until the top end of the liners are lightly sanded. The slightly different texture and coloring of the liner can be seen on the left edge of the left liner above and distinguished from the cast block.

“Parent Bore” cylinders like the 2715E above are part of the engine block casting, and bored and honed to fit the pistons which when installed ride directly on the engine block casting.

Engine Cylinder Liner/Bore Types
with Corresponding Engine Models

The first column (labeled “CYL” presents the Cylinder type: “W” for “Wet Liner”, “D” for “Dry Liner”, and “P” for “Parent Bore”. The second column (Labeled “#“) shows the number of cylinders. The corresponding engine models are then listed. This information can help narrow down the engine model. Click on the model link to go to our webpage for more details about that particular model.

Notes:

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Engine Cylinder Bores (Sizes)
with Corresponding Engine Models

All “Dagenham” engines have “wet” cylinder liners with 100mm cylinder bores, All Early “Dorset” engines have either 100mm or 105mm “dry” liner cylinder bores. The Later “Dorset” 2703C and 2713E (naturally aspirated) engines and the “Dover” 2723 (naturally aspirated) engine have 105mm “Parent Bore” cylinders. All other naturally aspirated Later “Dorset” engines and “Dover” engines have 107mm “Parent Bore” cylinders. All turbocharged “Dorset” and “Dover” engines have “dry” liners with 105mm cylinder bores. The cylinder bores are internal inside the engine and cannot be measured without removing the cylinder head. The cylinder bores may be very difficult to measure by removing just the oil pan.

In the Table below, the first column (labeled “BORE“) presents the Cylinder Bore: 100mm (3.937in). 105mm (4.125in). 107mm (4.221in). The second column (Labeled “CYL“) shows the number of cylinders and presents the Cylinder type: “W” for “Wet” liner, “D” for “Dry” Liner, and “P” for “Parent Bore”. The corresponding engine models are then listed. This information can help narrow down the engine model. Click on the model link to go to our webpage for more details about that particular model.

Ford Cargo Lorry Engines by Lorry Series & Years of Production
IDs, Engines, Lorry Series, Years, Bore, Number of Cylinders and Cubic Inch Displacement.
All engines feature “Dry Cylinder Liners & 4.52” Stroke.

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• Published over 300 website main topic webpages, many with full articles on the topic. See our Website Contents in the Right Sidebar for the listing of the main topic pages.
• Published over 9,000 marine vendor webpages, all with their contact information, most with a description of their products and services, many with product documentation, specifications and independent reviews. (Includes: Boat designers, boat building tools, material and equipment manufacturers and suppliers, boat builders and dealers, yacht brokers, marine surveyors, boat insurers, boat transporters, skippers and crews, boatyards and marinas, yacht clubs, boat rentals and yacht charters, boating, seamanship and maritime schools, marine law attorneys and expert witnesses, boat refitters and repairers, book authors and publishers, and video producers)
• Acquired over 120,000 pages of product documentation including Catalogs, Brochures, SpecSheets, Pictures, Serial Number Guides, Installation Manuals, OpManuals, Parts Schematics, Parts Bulletins, Shop Manuals, Wiring Diagrams, Service Bulletins, and Recalls. And have made all viewable to academy members through the EAB website.
• Acquired over 1,200 books and magazine back issues in our academy library and so far have made over 700 viewable to academy members through the EAB website.
• Published over 500 DIY How-To articles about boat design, construction, inspection, operation, maintenance, troubleshooting and repair. We are working hard to do more.

We are currently formatting and polishing the Anchors Aweigh Academy online and hands-on courses. The Marine Surveying course has proven to be excellent for both the beginner and the seasoned surveyor, and especially helpful to the Do-It-Yourselfer.

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website including expanded pages and valuable Academy programs
like our Academy Lending Library and our Ask-An-Expert Program!
If your membership has expired, CLICK HERE to Renew.

IF YOU ARE NOT YET AN ANCHORS AWEIGH ACADEMY MEMBER,
CLICK HERE to discover how you can become a Member and gain FULL access to
thousands of expanded pages and articles, and dozens of excellent programs
WITH JUST A SMALL DONATION!

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Comments for Public Viewing

Submit any comments for public viewing via email To: Comments#EverthingAboutBoats.org (Replace "#" with "@")
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FROM Donald: "This is an awesome website. I found the information that I needed right away from one of the over 20,000 free articles that you provide as a public service. I'm surprised that so much if this site is free. But I still signed up so I could access the thousands of expanded pages, interesting articles, and dozens of valuable programs! The member's library of books, magazines and videos that I can view online is really terrific! I understand that you and your staff are all unpaid volunteers. Please keep up the good work. And I commend you for your plans to add another 10,000 free informative articles over the next year. I'm thrilled to support you in this endeavor with my small membership donation. Thanks again for all your hard work."

FROM Huey: "I agree with my Uncle, I too have found the articles to be very enlightening. They say that it will take about 100,000 articles to cover the full scope that they have envisioned for the website. They have over 20,000 articles so far and that's doing pretty well, but it could take several years to get the rest. I also noticed that many of the Main Topic Pages and some of the article pages are still in the rough draft stage. I guess that they will fill in as they can get volunteers to work on them. But what I can't figure out is why anyone would spend the time writing informative in depth articles just to give away free to this website for publication? What's in it for them?"

FROM Dewey: "Well Huey, to me It looks like most of the articles on this website are written by very informed people, like boating instructors, boat designers, boat builders, riggers, electricians, fitters, marine repair technicians and marine surveyors. Writing such articles helps establish them as knowledgeable professionals. After all, this website was originally created by a school for marine technicians and marine surveyors. The website is growing in content every day. They even had to move to a bigger, more powerful server because the website's traffic has been growing exponentially."

FROM Louie: "I agree with everyone above. This site is quickly becoming the ultimate reference resource about every aspect of boats and ships for everyone from the beginning recreational boater to the seasoned professional mariner. I use the topic pages on the right sidebar to browse around the website. It's like a Junior Woodchucks' Guidebook for Boaters. Their Members' Library of over 300 popular and obscure books and over 200 magazine back issues that can be viewed online is fabulous. The Academy's magazine is especially informative. On top of that, there is the "Ask-An-Expert program for members where you can get an expert's answer to any of your boat questions. And a whole years membership is only $25. What a deal! I really love being part of this "Everything About Boats" community and help provide thousands of helpful articles free to the public. I think that I'll sit down right now and write an article about my experiences boating with my uncle."

FROM Scrooge: "You rave about this website like it was the best thing since sliced bread. Well, I think it stinks. Sure, it has a lot of good information for boaters, and they're adding more every day, but it will probably never be finished. Furthermore, I don't even own a boat. And I wouldn't have a boat even if someone gave me one. Boats are a waste of money and time and energy and money! They're just a hole in the water you pour money into. If you gave me a boat, I'd sell it quicker then you could say Baggywrinkle. Then I'd lock up the cash with all my other money so I could keep my eye on it and count it every day. Bah humbug."

FROM Daisy: "I'm just so glad that Donald got the boat so we and the boys could enjoy boating — together. And of course all of the girls, April, May, and June, love to be on the water too, especially when that is where the boys are. Oh poor Scrooge, boating is more fun then you could possibly imagine."

FROM Scrooge: "After seeing how much fun you all have on the water together, I regret that I didn't have that much fun when I was young. I've had a change of heart, and I'm giving each of you a Lifetime Academy Membership."

FROM Editor: "For those of you that have stayed with us this far, many thanks. You inspire us to keep working on this phenomenal website. We know that we have a lot more to do. Ultimately, we hope that we can help you enjoy the wonder filled world of boating as much as we do. We are all waiting to see what you have to say about this webpage article. Submit any comments via email To⇒ Comments♥EverythingAboutBoats.org (Replace "♥" with "@"). Be sure to include this page's title in the subject line. Also, your corrections, updates, additions and suggestions are welcomed. Please submit them via email To: Editor♥EverythingAboutBoats.org (Replace "♥" with "@"). It has been truly amazing to see what we have been able to accomplished when we've worked together. Thanks to all those that have donated their valuable time and energy, and a special THANK YOU to all that have supported this cause with their membership donations."

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