Vac engine question

No, they are different although I have heard of people installing them with some modification to the rear seal area, maybe some on here know more about that. Most I know swap the whole engine in.
 
What is the # on the block near the oil dipstick? If it is VT328 you should be fine. If it is VT149 it will have the early crank.
 
VAC, I have always wondered what the difference was, did they use a different rear seal arrangement on the two engines, you have much more experience with the V series stuff than I and if you would elaborate a little about what they changed back here it would be appreciated. Thank You

Mel
 
The early crank # is VT3201, the later one is VT5200. The # is on the side of the throw between journals 1 and 2. Once you see both the
physical difference is fairly obvious. This change appears to have occurred when Case took over engine production from Continental. The
early one has projections on the side of the crank throw at the rod journals that are rectangular and are about 5/16" tall. The later
ones have a very blunt pointed projection. Also the throws appear to be somewhat thicker on the later ones, but I also know that the
castings from the same run will vary more that you would think. All of the early engines that I have disassembled have had different rods
also. Since they were being outsourced Continental probably was using a different supplier than Case did. As far as the cranks
interchanging the parts book gives the impression that they will even though they were still listing both. When buying a bare block there
is no indication that it would not work with either one. They do make mention that the head has to be changed. The seal, seal retainer,
bearings all come up the same. Mel if you are possibly thinking of the G148 (300) engine the rear throw and rear main are different. The
rear throw is approximately .300 thicker which pushes the rear main farther out. They went to a different seal retainer and added some
length to the block to compensate for the extra length of the crank. Have wondered why they didn't add a little thickness to all of the
throws on the G148 engine. Everyone that I have had apart with a broke crank it was always broke on either side of the center main.
 
(reply to post at 14:46:51 02/09/21)
VAC,

I was trying to get the answer to his original question, will a 148 crank fit in a VAC block, from some previous discussions years ago I was led to believe that it could with some modifications, you would be much more qualified than I as you have had hands on. I was led to believe the crankshaft or the block had to be modified. maybe the difference in the early/late blocks is the issue, Just reading between the lines here but would the 148 crank fit the later VAC block, is the main saddle dimension the same or can't you swap early and late VAC shafts into the different blocks. Is the 148 crank physically longer.
 
The G148 crank was the one I was referring to about being longer (approximately .300"). The 148 block is basically the same as the VT148
except it was made longer, the seal arrangement is different and the rear saddle was moved to accommodate the .300 extra length. With enough
machining it probably will work but at best the rear main will not align completely with the saddle. Often wondered how they are able to get
the clutch to work with the flywheel pushed back that much. The bearing journals are the same dimension. The internal dimensions are the
same for both of the VA series blocks. There actually is 2 different VT328 castings but the changes that I have been able to determine are
all external so assumed that is why there was not a number change. As you stated earlier it is a lot easier to swap the complete engine. It
is a bolt in with minor tweaking to the sheet metal. Have run them in both the early and late VA models and had no trouble getting
everything bolted up. Lee
 
I maybe still have not answered your question with my rambling on about the engines. When you are referring to a VT148 engine, I am wondering where you came up with that number. If that is the number on the head then that is a VA series engine and will be fine. If you are referring to the G148 engine as was used in the 300, 300b series then it is not a bolt in. Lee
 
Maybe I misunderstood, I thought he was asking if a 4 1/8 stroke 148 crank would fit the VAC block, I did not know the VACs had a 148 cast into them any where. maybe that is why we don't seem to be on the same page!!!
 
The regular gas head for the VA series has VT148 cast in it at the top front corner. I may be the one confused about which he was asking about. That
is one reason I asked where he was getting the info from. I want to be sure I am not giving some incorrect information. The 4 1/8” crank is what I was
referring to as the G148 .
 
There is a typo in the above post. The second sentence should read: The G148 engine block is basically the same as the VT328 except it was made longer, the seal arrangement is different, and the rear saddle was moved to accommodate the .300 extra length. The G148 engine has block # G1000 and crankshaft # G11700. Lee
 
VAC, While we are talking about it I have wondered about the Continental cranks and how similar or different they are in the same general CI range, I know that Continental has off set rods and take two of the same number bearings and another two with the locks on the other side. I do not know how close they copied their bottom end when building the Case engines.
 
The ones they produced for Case did not use off set rods so all of the bearings were alike. I wonder how much influence Continental had on
other manufacturers or if they were actually producing engines for them also. AC and Oliver come to mind. I know Waukesha supplied some of
Oliver's engines. When you compare the internal parts between their small engines a lot are of a very similar design. AC does have a
different governor style than the others and a unique oiling system. They even share some journal dimensions. Lee
 
Not to get too far off topic, but it seems Allis had a snappier governor than other makes. Nothing brings back memories of those carny rides all powered by allis stationary. Now most are electric and pretty boring.
 

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