Okay. We've benn fliundering through a nomenclature problem, and you cleared up quite a lot for both of us. That big casting on the left rear that you're calling a diff housing is more actually and more usually called a final drive. Since the diff is in the aft section of the tranny case, there is no separate diff housing. The final drive setup a)allowed the tractor to be run on smaller tires but lifted it up to clear rows for cultivating and b) made for a handy opportunity to install a final gear reduction (thus, final drive), with the small bull pinion on the outer end of the diff shaft turning the big bull gear on the axle. Onthe taller tractors (H, M and later the C) that reduction was made in the tranny case.
What I've been referring to as the diff shaft housing others call the diff housing (So you understand all the confusion I've been suffering, others call it the axle housing, which ain't perzackily right, either!), but is simply the casting between the tranny case and the final drive, that encloses the shaft running out of the diff to the final drive. Yours has one on the right but not on the left. On yours it is the final drive that bolts up directly to the left side of the tranny case, the shaft being much shorter and not needing the extended housing that is on the right.
And my apologies. I mis-read something and thought it was the crankcase that was patched, but it's most definitely the front casting. Sounds almost like it was hit from the side or the left side dropped into a ditch at some point. Such an accident might also have busted the ears off the motor where the front casting bolts up like I described earlier. Most often, the front casting would survive intact but the ears on the motor (the weak point in the connection) be busted. If whatever happened was forceful enough to break that casting, it shouldn't surprise me if the damage to the crankcase extended well beyond the ears, which MIGHT explain them putting in a replacement motor.
As for the motor, look closer at the casting date on that block. I'm suspecting your O is a Q, which would be more like right for your '47 serial number. The block on my 47 BN (#1900##) was cast in mid-December of '46 (P), so it would follow that yours (#1931##) would have followed a couple of months or so later, and have a date of 2-14-Q. My tranny case on that same tractor is dated 2-10-Q, but you have to look real hard to see that it's a Q not an O. IH's Q didn't have much more than a little nub more near the bottom than the corner to distinguish it from an O, and it doesn't take much paint or rust to obscure it. Dollars to donuts that's your answer there.
mkirsch addresssed the serial number sequence. There was only one series of numbers used for As and Bs starting at 501. All that changed (with the exception of the very early production) was the prefix to the serial number on the plate. Your 158### should have a prefix in front of it on the plate. By that time the model numbers were distinct, and A would have a prefix FAA, FAB for Bs and FABN for BNs. I don't know what shape your plate is in or whether you can still distinguish the various blocks on it, but immediately to the left and a little away from the FAX158### , there would have been a block for the Model, and would have been stamped A, B or BN. If it's an original plate, it's there.
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