The Flathead V8 History

The Ford flathead V8 (frequently called just the Ford flathead, flathead Ford, or flatty when the setting is understood, for example, in hot-rodding) is a V8 motor with a level chamber head planned by the Ford Motor Company and worked by Ford and different licensees. During the motor's first decade of creation, when overhead-valve motors were utilized by just a little minority of makes, it was typically referred to just as the Ford V‑8, and the principal vehicle model in which it was introduced, the Model 18, was (and still is) frequently called basically the "Passage V-8", after its new motor. Albeit the V8 design was not new when the Ford V8 was presented in 1932, the last was a market first in the regard that it's anything but a 8-chamber moderate and a V motor reasonable to the arising mass market customer interestingly.

Throughout the entire existence of car motors, it's difficult to exaggerate the significance of the V8 plan. By separating the eight chambers into two banks of four, engineers accomplished an incredible, yet reduced unit that could find a way into by far most of motor coves additionally estimated to fit four or six-chamber motors.

Passage didn't develop the V8 motor, yet it tends to be decently said that they brought it into ordinary use. Some European marques and Cadillac had V8 motors a long time before Ford fostered the motor that would yield moderate execution and make the reason for hot rodding.

Original – 1932-1938

The first of the Ford L-head (flathead) V8 motors left the production line on March 9, 1932. This motor utilized a 90-degree block, with the valves situated close to the cylinders, pointed upwards. The heads are not really level, having four spade-formed ignition chambers to oblige the movement of the valves. The stuff driven cam was situated in the motor square over the driving rod and between the chamber banks, driving strong lifters that acted straightforwardly on the valves. There were two water siphons – one for every chamber head.

The cylinder bore was 3.0625 inches, and the wrench gave a stroke of 3.750 inches, for an absolute uprooting of 221 cubic inches. Pressure with stock heads was a traditionalist 5.5:1, which yielded 65 torque at 3,400 RPM.

Stock acceptance on the new flathead V8 was by a solitary throat downdraft carburetor and an aluminum consumption complex that sat between the banks of chambers. A regular stock 65-torque flathead V8 should yield efficiency at around 20 MPG.

This motor can be distinguished in the field by tallying the chamber head studs, of which there are 21 for every side. Later upgrades diminished the quantity of studs to 17.

The flathead V8 was particularly a work in progress in the early years, and adjustments came every year. Mid 1932 Model 18 motors had gained notoriety for utilizing oil, permeable castings, and cooling issues. In 1933, a change to aluminum heads raised the torque rating to 75 for the Model 40. Cooling was likewise modified and improved.

1934 saw the coming of a two-barrel Stromberg carburetor, raising yield to 85 strength in the Model 40A. A cast steel driving rod further developed unwavering quality. This was the age of the V8 broadly adulated by burglar Clyde Barrow in a letter to Henry Ford.

For 1935, the Model 38 got a refreshed camshaft. By this point, more than 2 million Ford flathead V8 motors had been created for Ford autos and trucks, and for business use in different vehicles. By 1936, the motor was known as a Model 68 and creation passed the 3 million imprint.

In the 1937 model year, the Ford V8 purchaser was offered a decision of aluminum or cast iron heads on the Model 78 motor. The cast iron heads offered a higher pressure proportion of 7.5:1 and brought about 94 torque contrasted with 6.2:1 and 85 drive with aluminum heads.

Additionally in 1937, Ford drew out the more modest 136 cubic inch Model 74 motor, evaluated at 60 drive and 94 pound-feet of force. This motor got known as the V8-60, and can be distinguished by the 17 head studs. This motor got mainstream in hustling and for general use since it gave preferred mileage over the bigger motor. 1938 saw proceeded with creation of both the V8-85 and the V8-60.

Second Generation – 1939-1942

For 1939, Mercury added another variation of the Ford flathead V8 plan. The new motor was bigger, dislodging 239.4 cubic creeps by ideals of a more extended 3.1875-inch stroke. At a stock pressure proportion of 6.3:1, the new Model 99A offered 95 strength. V8 creation passed the 6 million unit mark during this year.

Both the 239 and 221 cubic inch motors changed to a 24-stud head bolt design for 1939, making them outwardly particular from motors made before this time. Creation proceeded in 1940 and 1941 with few changes. Mercury purchasers got the 239, and Ford purchasers got the V8-85.

By the start of 1942, America had entered the Second World War, and not many regular citizen vehicles of any sort were delivered before Ford changed every one of its offices to the conflict exertion. Obviously, numerous motors including V8s were created all through the conflict to control different military vehicles, yet further advancement basically stopped until the finish of the conflict.

The time frame just after the conflict was a blast time for automakers as repressed interest for new vehicles was fulfilled. Notwithstanding, automakers just wrenched up creation of 1942 plans until new vehicles could be created. Portage deserted the V8-85, giving all Ford and Mercury vehicles the 239 cubic inch motor, presently compacting at 6.8:1 and evaluated at 100 pull.

Third Generation – 1948-1953

As Ford was creating vehicles to satisfy post bellum need, no progressions to the motor came until 1948, when another huge truck adaptation of the flathead V8 was delivered. Uprooting an incredible 336.7 cubic inches, the new motor included a 3.5-inch bore and 4.38-inch stroke. This motor created 145 strength and 225 pound-feet of force.

For 1949, Lincoln took up the 336 cubic inch motor and delivered 152 strength and supported force to 265 pound-feet. Mercury added a quarter-inch of stroke to the 239, raising absolute relocation to 255.4 cubic inches and accomplishing 112 pull.

All Ford V8 motor plans changed considerably in this year, mirroring the main products of post bellum designing turn of events. Outwardly, you can detect these motors effectively on the grounds that the ringer lodging is presently don't some portion of the motor square projecting, but instead a different piece. These motors additionally utilize a cutting edge wholesaler plan mounted at the front of the motor. These motors offer emotional upgrades in cooling, oiling, and basically every capacity.

The biggest relocation variant (at 337 cu in [5.5 L]) of the creation Ford flathead V8 motor was intended for huge truck administration. At the point when Lincoln couldn't create the V12 motor it needed for the 1949 model year, the 337 motor was adjusted for traveler vehicle use. The 337 highlights a 3.5 in (89 mm) bore and a 4.375 in (111.1 mm) stroke.

It was presented in the 1948 over two ton and three ton Ford trucks and the 1949 Lincoln traveler vehicles. It was created through the 1951 model year. In 1952 it was supplanted in the Lincoln traveler vehicles and Ford three ton trucks with the Lincoln Y-block 317 cu in (5.2 L) overhead-valve V8. The more than two ton Ford trucks got a 279 cu in (4.6 L) rendition of the 317 motor.

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