Thread: 37 Flathead

Tweet

Ford came out with the small V8 in 1937 to provide a more fuel efficient and less expensive option to the regular 85hp equipped cars and light commercial vehicles. These engines were obvious by their small size and the 17 Stud heads.

Ford also built the 60hp engine for the European market with some modifications. The water pumps are also mounted in a common casting that mounts to the front of the engine and serves as the timing cover and engine mount. In the first year of production, these engines had "tin" sided outer water jackets which were welded onto the cylinder portion of the block. The production of the tin-sided blocks ended in April, 1937. Late 1937 and newer model year vehicles had the newer and more conventional "all cast iron" blocks. 1940 was the final year for the 60hp since the new 90hp six cylinder engine would debut for 1941.

The V8 -60 was a popular engine for aftermarket applications, particularly the quarter midget race cars. It can also be found in some of today's custom "big bike" motorcycles. Due to its low horsepower and torque, the engine was not considered very powerful by customers for the passenger cars and light trucks that Ford installed them in. The Ford three speed transmission used with the V860 is unique to that engine and does not interchange with the standard 85 or 95hp flathead V8 engines.

21 stud engines with a 221cui displacement,and varying compression ratios from 5.50:1 to 7.50:1 were produced from 1932 - 38....the aluminum heads that ford used had caused major problems with how quickly they corroded, and these were swiftly replaced with the cast iron heads in 1937.... ford also replaced the babbit style bearings for shells midway through production of these engines..


24 stud motors... other than the fact that they started using 24 instead of 21 studs.. the early 24 stud engines were infact very similar to its predecessor...changes included seperate v pulley for fan, slightly modified valve assemblies, camshaft gear..

late flatties - The new engine incorporated several changes, The heads were now bolted to the blocks with 24 bolts and the water outlet fittings are moved up to the front corner of the head (rather than the middle of the head). Another change was the use of the "Load-A-Matic" distributor, which was driven off the front of the engine, but through a shaft mounted vertically at right angle to the engine.
Ford stopped casting the bell housing integral to the cylinder block, and provided it as a separate component which was bolted on.
Internal changes include using a straight stem valve with one-piece valve guide. The belts and pulleys are now the narrow type.... In general, the latter year flatheads were commonly referred to as the "8BA" type for Ford and "8CM" for Mercury. The truck version was identified as an "8RT". Later 1952 and '53 Fords and Mercurys were known as "EAB" and "EAC" respectively. These markings are generally cast into the cylinder heads. The truck versions often had different oil pans to accommodate the different suspensions, and some truck V8's were factory "relieved".
the merc engines had a 4" stroke crank.
other changes were ..Ford-Holley two barrel carburetor/ Ford-Holley split float, dual downdraft carburetor/ Holley Centri-Flo concentric dual carburetor
displacement of 239 0r 255cui.. and compression ratios of 6.80:1 from 1948 to 1951, and 7.20:1 from 1951 to 1953

Ok, so aluminum heads are hard to find for the early flatheads,but hipo 21 stud parts are out there...you jus gotta look..get your best raincoat out n play Columbo on the internet for a coupla hrs.... you'll be suprised.
I got a '37 21 stud,that i have spent hours on... i have lightened and balanced(within 5grams) all of the rods/pistons/crank/flywheel...ported and relieved all of the necessary areas for better gas flow/improved water passage bores....isky 3/4 cam, new stainless valve assemblies n guides....offy dual inlet with 2x2 holley 94's...12v conversion with mallory ign module(real nice hot spark)....good set of headers....
and this engine should be super sweet... i dont have the $$$$ i need for the particular heads(eddie meyers) i want at the moment, so i am usiing the cast iron heads, that i have tidied up/fettled a lil...
but even with the cast iron heads, i am still gonna be getting some great power, because of the attention spent on the internals.....
good flatheads are becoming harder to find, and more expensive... i personally make the most of whatever comes along, and try to make it as strong as possible...plan/ build from the ground up, and you'll gain extra ponies, because of the decreased rotational vibration/evenly balanced n greater centrifugal force( quicker throttle response)...less engine wear, and more importantly an engine that runs noticably cooler.... which is always GREAT for a flattie.
and when you start bolting up those hop up accessories, you'll get more bang for yer buck...
and i dont know bout you but i have to do this on a budget.

my only gripe on pre 49 engines is the floating bearings in the rod assemblies, setting them up was a nitemare,but once you've done 1 the other 7 are a piece of cake...


with regard to the transmission comment, there are tons of companies within the contiguous US that do conversions... one of the most popular being the 1985> toyota trans kit.... but there are also other to adapt a c4 etc....

hope thats been of interest, and sorry for waffling... jus that these flatties git me excited...lol

Go steady n remember GO FAST or GET PASSED

JAy