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1970 cortina GT



Joined: 05 Dec 2013
Posts: 151
Location: Saskatoon, Saskatchewan

PostPosted: Fri Feb 06, 2015 12:54 pm    Post subject: Block number Reply with quote

Hi, can anyone tell me the origins of the following block number..
711M6015BA
Thankyou.
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peteleo



Joined: 24 Aug 2008
Posts: 897
Location: San Mateo,California

PostPosted: Fri Feb 06, 2015 2:56 pm    Post subject: Reply with quote

711 block were used in the N. American Pinto and Capri 1600 '71-'73.
It's the heavy duty version of the 681F/2737E block.
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1970 cortina GT



Joined: 05 Dec 2013
Posts: 151
Location: Saskatoon, Saskatchewan

PostPosted: Fri Feb 06, 2015 3:22 pm    Post subject: Block Reply with quote

So were they used in a Lotus Cortina, or just the 1600 Cortinas? I have come across a 'Lotus' fully built motor, head and all, and it has the number I mentioned?
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peteleo



Joined: 24 Aug 2008
Posts: 897
Location: San Mateo,California

PostPosted: Fri Feb 06, 2015 3:43 pm    Post subject: Reply with quote

They were used in the LC mk2 which were not officially imported to the U.S.
though Canada did get a few of these.
711s were not in the Cortina MK2.
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1970 cortina GT



Joined: 05 Dec 2013
Posts: 151
Location: Saskatoon, Saskatchewan

PostPosted: Fri Feb 06, 2015 4:04 pm    Post subject: Reply with quote

That's strange, I have a 1970 MK11 GT and it has a 711 in it?
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peteleo



Joined: 24 Aug 2008
Posts: 897
Location: San Mateo,California

PostPosted: Fri Feb 06, 2015 4:22 pm    Post subject: Reply with quote

I don't believe that is the original engine that came in your car. (71)1 block came out in 1971. Cylinder head for the Cortina mk2 in the illustrated parts catalog would show a chambered type and the 711 head had the flat or no-chamber type. Theses heads are not interchangeable between the 711 and 2737E/681F blocks.
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Brett Wilkie



Joined: 16 Sep 2012
Posts: 1102
Location: Vancouver British Columbia Canada

PostPosted: Fri Feb 06, 2015 8:58 pm    Post subject: Reply with quote

Actually the 711m engines were used here in North America, they came in the Pinto 1600 and the Capri 1600, normally it would have used a dead flush cylinder head in the U.K. but none of the 711m engines imported here officially got them. Instead they still had the slight combustion chamber head of the earlier crossflows. The Lotus Cortina always used an engine block of the 1500 dimensions, this was bored out to give 1558cc but a lot of people did use the taller 1600 block and crank with their Lotus head to create a larger displacement, stroker Twin Cam.
The 711m block is much stronger than the previous blocks and is a good choice to have, you will find though that the engine mounting cast into the left side of the block sticks out an additional 1/4 inch.
I am going to use a 711m in my 100e Anglia but I did opt for the later style flat head pictured here.



Here is a bit more on these engines, I copied from Burton Engineering.

This engine was introduced in the Ford Mk2 Cortina and differs from the earlier units by having the carb on the left and the exhaust on the right - hence, ‘crossflow.’

They also varied from Pre-X/Flows in that the combustion chamber was shifted from the head to the bowl of the piston and were know as BIP engines (Bowl In Piston). Early heads also feature a small combustion chamber in the head too.

Early blocks bore the casting marks 681F and capacities you’ll find are, 940, 1098, 1298 and 1599. You’ll find a X/Flow fitted to Mk1/2 Escorts, Mk2/3 Cortinas, Mk1/2 Capris plus late Transits. Most cars came with a single choke Ford IV carb although the 1.3 and 1.6 GT models had a 32/36 DGV Weber twin choke.

1970 saw the big change to the thicker-walled 711M block with square mains caps, large diameter followers, wider cam lobes and modified crank seal. Also, the head was now completely flat.

There are two main capacities of 711M, determined by block height - the 1600 is 7/16" taller and you can see the difference between it and the 1300 by the space between the water pump and head. Also, the 1300 has 711M 6015 AA cast in the side whereas the 1600 ends in BA.

The engine was also fitted to 1.3 and 1.6 Mk1 Fiestas in the 80’s with a 771M casting. These feature no side engine mounts plus a shortened water pump and timing chain/crank area.
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1970 cortina GT



Joined: 05 Dec 2013
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Location: Saskatoon, Saskatchewan

PostPosted: Sat Feb 07, 2015 8:04 am    Post subject: Reply with quote

Lots of info there, thanks very much. Anything specific I sh be looking at when buying a motor of this type? Also, where would I get seals, gaskets etc.
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Brett Wilkie



Joined: 16 Sep 2012
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PostPosted: Sat Feb 07, 2015 10:47 am    Post subject: Reply with quote

If you are looking for one of these engines it is best to get it from a Pinto as it will have the front bowl sump, the same as Cortina. You could use the Capri unit but would have to swap the sump and oil pickup pipe. People tend to ask a fair bit for the 711m though if they know what they have, I managed to get mine very cheaply many years ago when I bought a Pinto with accident damage.
I know the Burton article that I included earlier said that the early Fiesta used a crossflow block #771 but without engine mountings cast in to the block, that is mostly true but I have found a lot of fiestas with all the mountings in place. These too are excellent blocks to use but need a bit of modifying to work and some doner covers and crank from a standard crossflow.
Here is a Fiesta 771 block with all the cast in lugs on the block.



Some Fiestas came without the lugs cast in, if you see one of these stay away from this.


I mentioned too the 711m is 1/4 inch wider on the left side, you could trim this off the block or modify the engine mount on the left side, here is a comparison picture. You can see how much further it sticks out.

Old Block


Here is the 711m


As far as gaskets go, I bought mine from Ebay over the years. I just searched for Pinto 1600 gasket sets but you have to be careful because the Brits have an engine they call a Pinto 1600, theirs is a smaller displacement version of the 2 liter SOHC unit. You might even find that you can still buy the parts from your local auto parts suppliers. There is always Burtons in the U.K. I have been very happy dealing with them but the dollar is weak right now so it's a bit of a bitch. http://www.burtonpower.com/parts-by-fitment-type/parts-by-engine-ford/ford-cross-flow-kent.html?product_area=745&product_group=242
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1970 cortina GT



Joined: 05 Dec 2013
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Location: Saskatoon, Saskatchewan

PostPosted: Sat Feb 07, 2015 4:28 pm    Post subject: Reply with quote

Thanks Brett, really appreciate your info. Is there an engine mount that will fit on the 711? maybe someone like Dave Beans will be able to help me there? Do you know of any other modifications I will need to make to successfully put this block in my MK2? I have my original tranny which I believe will fit straight on, hope I'm right there, and I will need to alter the throttle linkage for the twin carbs. Regards Lee.
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Brett Wilkie



Joined: 16 Sep 2012
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Location: Vancouver British Columbia Canada

PostPosted: Sat Feb 07, 2015 9:35 pm    Post subject: Reply with quote

I don't know who might make mounts for that purpose, the right side will fit just fine but the left will be tight and eventually fail? I remember a friend of mine years ago just took a hack saw and trimmed about 1/4 inch off each lug on the left side of the block and it fit well. In my case I just used a combination of Pinto engine mount brackets and some BMW mounts I had in my parts collection. I had to do it this way because the 100e never had anything resembling a Kent engine so I did it from scratch.



The throttle too had to be done from scratch, I discarded the stock rod linkage and found a suitable throttle pedal in a scrap yard that uses a cable. I had to bend that too to bake it fit the way I wanted it and then I bought a dual cable linkage kit to fit to the carbs, it is the black thing on top of the carbs in the picture.

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1970 cortina GT



Joined: 05 Dec 2013
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Location: Saskatoon, Saskatchewan

PostPosted: Sun Feb 08, 2015 4:18 pm    Post subject: Reply with quote

Thanks again, very helpful. Last thing, the transmission out of my 1970 GT should go straight on, yes? I may have been wrong earlier when I though my current block was a 711. I will need to check again, I'm certain it's the original motor and transmission.
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MichaelsVintageRacing



Joined: 31 Jan 2015
Posts: 55
Location: Hopewell Junction, NY

PostPosted: Sun Feb 08, 2015 8:31 pm    Post subject: Reply with quote

You could use heavy-duty motor mounts as well to decrease the chances of failure due to the extra width, if you're nervous. We have a car with a 711m block that originally came with a 116E and it was a super tight fit but there are no negative effects after at least a race season's worth of use.
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Brett Wilkie



Joined: 16 Sep 2012
Posts: 1102
Location: Vancouver British Columbia Canada

PostPosted: Sun Feb 08, 2015 8:50 pm    Post subject: Reply with quote

Everything should fit together well, make sure that the crankshaft has a pilot bearing in the back of it and it will if the engine had a standard gearbox behind it. The stock Ford pilot bearing looks like this.


You might want to replace it with a sintered bronze bushing, I bought mine from Dave Bean in California. The original needle bearing has a habit of welding itself to the input shaft of the transmission and the bushing won't.

Here is a picture that will make you laugh but it sure pissed me off at the time. This was in about 1976, I was driving my Anglia quite hard and the pilot did weld itself to the input shaft, I could now burn rubber even with the clutch fully depressed. The next step was to take the engine/box assembly out of the car and use whatever I could to separate the two. Lesson learned for me!

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1970 cortina GT



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Location: Saskatoon, Saskatchewan

PostPosted: Mon Feb 09, 2015 3:22 pm    Post subject: Reply with quote

All info taken in, updates will be posted.Thanks again.
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