The Ford flathead V8 (often called only Ford flathead , flathead Ford , or flatty when the context is implied, as in hot-rodding) is a V8 engine of a valve-in-block type designed by Ford Motor Company and built by Ford and various licensees. During the first decade of production machinery, when the upper valve engine was sparse, usually known only as the Ford V-8, and the first car model installed, the Model 18, still (and still is) often called only "Ford V- 8 ", after the new machine. Although the V8 configuration was not new when the Ford V8 was introduced in 1932, the latter was the first market in that it made the affordable 8 cylinder and affordable V engine for emerging mass market consumers for the first time. This is the first independently designed and built V8 engine manufactured by Ford for mass production, and ranks as one of the company's most important developments. Interest in the increasingly powerful engine may be the most prominent aspect of the American car and truck market for half a century, from 1923 to 1973. Ford flathead V8 is perfectly aligned with the cultural moment of its introduction, leading the way to a future where the Ford company is the ultimate architect. Thus it becomes a phenomenal success. The engine design, with various but no major changes, was installed in Ford passenger cars and trucks until 1953, making 21-year engine production for US consumer markets longer than 19 years running Ford Model T engines for the market. The machine is on Ward's list of the 10 best machines of the 20th century. It was a staple of hot rodders in the 1950s, and remains well known in the classic car hobby even today, despite the variety of other popular V8's that followed.
Video Ford flathead V8 engine
Overview of development and production
Prior to the introduction of this machine, almost all mass-produced cars were affordable by "average mass market consumers" (which is a concept Ford aids in finding) using inline-four and six-cylinder inline engines. Since French engineers LÃÆ'Ã… © Levavasse invention on a V8 engine in 1902, multi-cylinder V-engines (V8s, V12s, and even V16s) were produced, but used in luxury models and their production runs were limited (relative to downmarket production volumes). For example, the first Cadillac V8 engine was in that category.
Although Ford has an engineering team assigned to develop the engine, many ideas and innovations are made by Henry Ford. Model A, its variants (B and 18), and the V8 engine was developed between 1926 and 1932, and this period was Ford's last major contribution to the engineering of the company.
Mercury's 239Ã, c in (3,920 cc) version was introduced in 1939. Aftermarket heads are available from Barney Navarro, Vic Edelbrock, and Offenhauser.
The saving design feature of this machine is the use of three main bearings to support the crankshaft, rather than the usual five pads used with most of the V-8. Flatheads install the camshaft above the crankshaft, such as an overhead-valve engine that is then operated by pushrod. Valves for each bank are installed inside the triangle area formed by the "vee" cylinder. Intake intake feeds both banks from within the vee, but the exhaust port must pass between the cylinders to reach the exhaust manifold outside. Such arrangements transfer the waste heat to the block, impose large cooling loads; it requires far more cooling and radiator capacity than an equivalent overhead-valve V8 engine. Ford flathead V8s are notorious for cracking blocks if their cooling systems are barely adequate overtaxed (as in trucks or racing). Simple design leaves plenty of room for improvement, and the power available even after low cost modification is usually much more than can be obtained from an inline six-cylinder inline engine with similar displacement.
Ford flathead V8 is licensed to other manufacturers. It was used by Simca in France until 1961 and in Brazil until 1964 for cars and until 1990 in military truck Simca Unic Marmon Bocquet. In the United States, the Flathead V8 was replaced by a more modern Ford-valve Y-block engine in 1954.
Maps Ford flathead V8 engine
Components
Crankshaft
Crankshaft development for Ford flathead V8 is being pioneered. The machine production development program started with wrought-iron crank, as per conventional practices, but Ford later developed improved casting practices, heat treatment, and handling of logistics materials to make cranks of cast steel, resulting in crank-like crankshops, but less expensive to produce. These new methods are patented. A simple three-cushioned primary crankshaft mounted two connecting rods into a single crankpin, one rod from each bank cylinder. As with any other crankshafts, static and dynamic equilibrium is done (like this video on a flathead V8 Ford show).
The short crankshaft proved to be quite durable compared to the six-cylinder engine when handled roughly. For this reason, Ford flatheads are favorites among hot-rodders, and this in turn leads to a rich supply of aftermarket performance parts. By using a special piston or connecting rod, the crankshaft stroke can be enhanced by welding and ignition as a method to improve engine displacement, usually in combination with overboring as described below.
The crankshaft sought by hot rodders is a Mercury version of four inches (101.6 mm). This can be identified with the cleaning plug on the front of the crankshaft. It measures 5/8 "on Mercury crankshaft and 3/8" on 3 3 / 4 "Ford crankshaft. These 4" crankshafts come in 1949-1953 machine.
Block
One of the most important innovations in the Ford flathead V8 is the casting crankcase and all 8 cylinders in a single engine block. The monoblock design level for this V-8 block has been achieved before, but has never seen mass production. So practically for the latter is an example of the production development necessary to bring the V8 engine to a widely accessible market segment. Most V engines at the time have several cylinder blocks bolted to a common crankcase (itself a separate casting). At best, every bank of V is an integral block, but many V engines have 4 or even 6-cylinders, with cylinders being thrown on pairs or triples. Like most other machine blocks used to and now, it's cast iron; but casting practices (eg, workflow, material handling) are a revolutionary advance in the mass production of casting. Charles E. Sorensen lived up to his long nickname at Ford, "Cast-Iron Charlie", leading this revolution to bring Ford's first V8 into the market.
Like the V8, the blocks are relatively light for supported shifts. The bottom of the block forms a farewell line for the main bearing cap. The most complex part of the block is the exhaust route. The exhaust valve is located inside the V and the discharge stream is initially down and through the cylinder through the water jacket to exit on the outside of the cylinder block. The exhaust routing through the water jacket places a very heavy load on the cooling system and causes it to overheat, especially in the initial model, if the cooling system is not maintained. A rather primitive water pump was used until the appearance of the 848 848 model in 1948 and 1949 also contributed to the heating problem. Space for drainage flow is also somewhat limited, resulting in high and narrow drains in some locations. The gas flow through rough sand casting can be greatly enhanced by polishing parts of it. Capacity blocks for over-boring (beyond normal boring for wear compensation) are limited by the configuration and available metal. In the initial block, some cylindrical walls are very thin because cores shift during casting. It is wiser to overbore before removing and polishing the port, because casting defects such as sand holes may be revealed, usually fatal for further block use. Blocks with a 3-3-inch bored factory can usually be safely bored 1/8 inch above standard for 3 , 3125 inches (84.14 mm) and can sometimes be bored 3/16 inches above the standard for 3.375 inches (85.7 mm), increasing displacement slightly above 12%.
Bearing
Machines built from 1932 to 1935 have poured the main bearing that requires the skills and equipment of the shop's engine to remodel. Parts of production in 1936 and all production from 1937 to the end of the V8 flathead production have a replaceable prime shell bearing and connecting rod inserts (unlike contemporary GM products), allowing easy and low cost rebuilding, another reason why Ford is a favorite amateur mechanics.
Lubrication
Also unlike Chevrolet inline 6, Ford products use high oil pressure for lubrication for main bearings and rods, as are all modern combustion engine vehicles. While this does not offer any special performance advantages, it removes the complicated jet system inside the oil skillet. As a side benefit for prospective buyers of used vehicles, it also allows the condition of the connecting rod and main bearing to be determined indirectly by observing the analog oil pressure gauge after the vehicle is heated, provided normal viscosity oil is in use.
Exhaust
The left side of the tailpipe is exhausted forward, in which the crossover pipe carries the exhaust to the right front end of the type on the engine of the car and between the first and second cylinders on some trucks, in turn tiring into a pipe at the rear. The general conversion is to block the front right manifold entrance and redirect the left side exhaust to the new pipe to form a dual exhaust system with better flow characteristics. This usually involves the installation of a free-flowing muffler, which if at the legal noise level still allows the low-frequency sound to pass through, giving a distinctive double exhaust sound to the system. In the 1950s shortcut drains with manually released lids added to road engines in competition for vehicles intended for high speed straight line racing on dry lake beds, usually located just behind the front wheels, although chrome external runners sometimes- sometimes extends forward only. rear wheel. This cover is referred to as the lake funnel , a pipe like the lake pipe . This exhaust force is also used legally in well-respected and illegally drag racing in unanctioned performance demonstrations.
Internal fuel flow
A more extreme modification is to increase the airflow by removing the material from the top of the block between the valve and the cylinder (called eliminating ), increasing the size of the inlet and the exhaust (called porting). ), and by polishing the sand-cast surface to increase the fuel flow. Increased compression ratio can be obtained cheaply by using milling material from the head or by obtaining aluminum head as aftermarket parts. Higher capacity intake manifolds are also available. Changing the camshaft to a higher performance version requires head removal so that the valve can be retained off the road, so this is usually done only as part of basic machine base rework.
Overhead valve package
Popular modifications to flatheads are the conversion to valve-overhead configurations, and many modifications to the kit are available, including the Ardun head of Zora Arkus-Duntov who later became famous as the "father of the Corvette". This conversion was initially not requested by hot rodders looking for extra power, as they have not exhausted the flathead configuration capability, but are demanded by users of the engines in trucks and other high load applications, where the constant flow of exhaust heat through the blocks into the exhaust manifold causes the whole machine to become too hot; the overhead-valve head directs the exhaust out more directly, and away from the block.
Hot-rodding
In the early 1950s, many hot-rodders could not afford to buy and modify the "cheap" V-8 flatheads, and major investments in machine work and aftermarket parts were needed to bring the Ford flathead V-8 even for performance. the OHV V-8 stock level was the most available at the time. In fact, many of the six-cylinder in-line engines from that period can be modified to produce more reliable and practical power than the Ford V-8, because the Ford V-8 flathead is loaded with many design features that make modifications to real high performance usage difficult. and expensive compared to other V-8s.
When the modern OHV V-8 became available and affordable in the dive grounds, the Ford flathead V-8 quickly disappeared from the hot-rodding scene. Hot-rodding generally moves away from cars built in the backyard when spare parts and labor become more expensive and many hot-rod stores out of business. Available modern OHV V-8 powered vehicles also contribute to the collapse of indigenous hot-rodding culture (modifications are affordable by the owners of working class cars), as new factory cars become capable of much higher performance than most hot-rods.
Today Ford Flat-Head is mainly used in "retro" hot-rods made by builders who are more interested in retro vibrations and create history than performance. Even the Ford 4-cylinder engine is used to create a "right" retro hot rod.
Modern performance flathead
Ford flathead is still hot at the moment, with a special ground speed recording class for flathead machines. The current record holder reaches 700 hp (525 kW) and 300 mph (483 km/h). On one track, the car broke through 300 mph (480 km/h) but did not set a record. Two tickets must be made to break the record.
Tractor conversion
During the 1930s to the 1950s, agricultural markets in North America and parts of Europe demanded an increase in power output from agricultural tractors. It was in this climate that Ford experimented with the design of the V-8 tractor, some individual farmers turned their 4-cylinder tractor into an inline-6 ​​Ford engine or V-8, and some aftermarket companies offered the conversion for sale. Among the latter, the most famous is the Funk conversion by brother Joe and Howard Funk. In the 1930s, Funk's brothers built the aircraft - including Funk B, which used engine designs based on Ford engines. In the late 1940s, their aircraft lines became unprofitable, but they found a new advantage in the aftermarket for tractors - transmissions, engines, and accessories. They sell many tractors and Ford N-Series convertible packages that are converted using Ford's inline-6 ​​engine and the Ford flathead V-8 engine.
Version type
Types are classified by their displacement.
221
The original flathead engine replaced 221 cu at (3.6 L), with 3.0625 by 3.75 at (77.79 by 95.25 mm) bore and stroke. The block is thrown as a part ( monobloc ) for durability, and a barrel carburetor feeds the machine. 1932 V8-18 with 5.5: 1 compression produces 65 hp. The 1933-34 V8-40 lifts compression to 6.33: 1 and power up to 75 hp (56 kW). In 1934 a two-barrel down design carburetor was introduced. V8-48 1935 saw compression decline to 6.3: 1, but power went up to 85 hp (63 kW), and torque got 144 feet (195Ã, N? M). It became a V8-68 in 1936, with compression, horsepower, and unchanged torque.
The original 221 production lasted from 1932 to 1936. These machines could be identified by having a water pump located on the front of the head. A similar flathead 221 was used at Ford for 1937 and 1938 but the block was revised to allow the water pump to be installed in the block. The new design also moves the water outlet from the front of the head to the top center of the head. These, designated V8-78, are offered with standard 6.2: 1 compression aluminum or 7.5: 1 head compression iron head, rated at 85 hp (63 kW) and 144 lb? Ft (195Ã, N? M) (aluminum) or 94 hp (70 kW) (iron). Motor 1932 to 1938 used twenty-one buttons to hold each head and was known as the "stud 21" motor. This motor continues to be made into 1950s in Europe.
At the end of 1938 Ford introduced the V8-81A, commonly called the "24 stud" engine for using twenty-four buttons to hold each head. The machine debuted at the same time as the 239 motor. With 6.12: 1 compression, the horsepower remains the same, but the torque is increased by 2 lb ft (2.7 N). In 1939, when V8-91A, compression increased to 6.15: 1, power rose to 90 hp (67 kW), and torque reached 155 pounds (210Ã, Nm); the ratings remained the same for 1940 V8-01A, 1941 V8-11A, and the last civil model, V8-21A, which saw compression increase, became 6.2: 1. This machine was used in 1942 for civilian purposes and saw some use in military vehicles during World War II. Overall all 221 motors are often referred to as "85 horse" motors.
239
Ford introduced the 239 V8-99A (3.9 L) engine with 3.1875 by 3.75 at (80.96 by 95.25 mm) bore and stroke and 6.15: 1 compression in 1939. It produced 95 hp (71 kW) and 170 lb? ft (230Ã, N? m). This was done to provide a more powerful engine for Mercury cars, made by Ford Motor Company in 1939. It was used at Mercurys in 1939 and at Ford in 1946. This machine was very similar to the final 221 machine. Like the V8-09A in 1940, compression, power, and torque did not change; in 1941, the compression and power of V8-19A are static, but the torque rises 6 lb ft (8.1 N), whereas the 1942 V8-29A increases the compression to 6.4: 1 and power up to 100 hp (75 kW). , while the torque remains the same. Postwar, it becomes V8-69 (ending "A" in Ford, "M" in Mercurys), with compression of 6.75: 1, 100Ã, hp (75 kW), and 180Ã, lb? Ft (240Ã, N? M). For 1947 and 1948, only the designation changed, to V8-79 and -89. The 239 was redesigned in 1948 as the 8RT for Ford trucks and in 1949 as the 8BA for the car. That's 6.8: 1 higher compression, but the performance does not change. Year 1950 V8-0BA increase torque by 1 lbb? Ft (1,4Ã, N? M), 1951 -1BA of 6 lbb? Ft (8.1Ã, N? M) more, while in 1952, when V8-B2, compression rose 7.2: 1, power up to 110 hp (82 kW), and torque up to 194 pounds (263 N), then 196 pounds (266Ã, Nm) at -B3 in 1953, his final year. The 1948 to 1953 engines have a revised cooling and ignition system. Collectively all 239 engines are referred to as "100 horse" engines, though horsepower increased in 1952 to 110 horsepower in cars and 106 horsepower on trucks. This machine was used in Ford transit buses during the most productive years of company brief assignment in the transit bus business from the mid-1930s to early 1950s, especially on the 1939-1947 versions of the Ford Transit Bus.
The latest iterations of this machine, used from 1948 to 1953, were originally designated as 8BA (see above) in cars and 8RTs in trucks. 8RT remained the designation for truck engines throughout the whole from 1948 to 1953. They were essentially identical. Previous Ford V8 has a specially designed Ford distributor that is driven directly from the front end of the camshaft, which is an uncomfortable location for maintenance. This final flathead uses a more conventional distributor that is driven with the right angle to the crankshaft and is located at the front right of the easily accessible engine. The water inlet and the thermostat house are moved to the front end of the head, and the 24 buttons and the nut attached to the head on the old machine are replaced by 24 screws.
136
A version of 136Ã, cuÃ, in (2.2Ã, L) V8-74 was introduced in the United States in 1937. With 2.6 by 3.2 in (66 by 81 mm) bore and stroke and 6.6: 1 compression, engines rated 60Ã, hp (45 kW) and 94 lb? Ft (127Ã, N? M). The appointment changed again in 1939, becoming V8-922A, but the specifications remain the same. It was manufactured in Europe in 1935 and 1936, and was used in many Ford standard vehicles based on the platform of the car of the era. It's not very popular with US buyers who are used to the 85 hp (63 kW) car. The redesign of the V8-82A in 1938, V8-922A in 1939, and V8-022A in 1940, compression, power, and torque remain unchanged. The machine was very popular as a powerplant for midget car after World War II. This machine is most commonly referred to as a "60 horse" flathead, or V8-60. He was replaced by 226 straight-6 in 1941 Ford, although it will continue to be used after the war in French Ford Vedette and British Ford Pilot.
The machine was also installed in SIMCA Vedette which started in 1955.
255
The 1948-1953 255 cu di (4.2 L), referred to as the BG model, is achieved by using a 4-inch (100 mm) stroke crankshaft at 239Ã, ° C at (3.9Ã, l) 8BA/8RT engines. It's only used in Mercury cars, and heavy service trucks. Known as V8-9CM in 1949, it featured 6.8: 1 compression, 110 hp (82 kW), and 200 lb of torque? Ft (270Ã, N? M), which remains the same for 1950 V8-0CM. The 1951 V8-1CM raised this with 2Ã, hp (1.5 kW), and 6Ã, lb? Ft (8.1Ã, N? M) torque, The 1952 V8-MA increases compression to 7.2: 1, power up to 125Ã, hp (93 kW), and torque up to 218 lbb? ft (296 N m), while only the name changed, dropping -MA, for the last year of production, 1953.
Because it can be exchanged, Mercury cranks do a popular increase in 239 among the hot rodder. In fact, in 1950, flathead blocks were often equipped with crankshafts up to 4.125 deep (104.8 mm) strokes. In addition, rodders in the 1950s routinely bore them with 0.1875 at (4.76 mm) (to 3.375 at (85.7 mm)).
337
The largest displacement version (at 337 cubic inches/5.5 liters) of Ford V8 flathead engine production is designed for large truck services. When Lincoln was unable to produce the V12 engine he wanted for the 1949 model, the 337 motor was adapted for the use of passenger cars. 337 has 3.5 inner holes (88.9 mm) and 4.375 deep (111.1 mm) strokes.
It was introduced in 1948 two and a half tons and three tons of Ford trucks and 1949 Lincoln passenger cars. It was manufactured through a 1951 model. In 1952 it was replaced in Lincoln and Ford passenger cars three ton trucks with Lincoln Y-block 317 cuÃ, in (5.2Ã, L) overhead-valve V8. Two and a half tons of Ford trucks got 279 cuÃ, in version 4.6Ã, L of the 317 motor.
In the song "Hot Rod Lincoln", the machine mentioned in the original lyrics is Lincoln V12 which is not mentioned in Cody Commander's version.
See also
- Ford machine list
- The Universal Carrier, the most widely produced of all WW II military vehicles tracked, is powered by a Ford flathead V8 engine.
References
Source
- Shelton, Chris. "Then, Now, and Forever" in Hot Rod , March 2017, pp. 16-29.
Bibliography
- Leffingwell, Randy (2002) [1998], Ford Tractors , Borders, ISBNÃ, 0-681-87878-9.
- Sorensen, Charles E.; with Williamson, Samuel T. (1956), My Forty Years with Ford , New York, New York, USA: Norton, LCCNÃ, 56010854 Ã, . Various publications, including ISBNÃ, 9780814332795.
External links
- Newly Engineered Flathead Block
- HOT HOT FLOD Magazine Flathead V8 Game Guide
Source of the article : Wikipedia
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