The Denarchist
Well-known member
The Life Cycle of the Ford Flathead V8: 1932 - 1953
1932
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 5.5:1 65@3400 18
Carl Schmaltz, Ray Lard, and Mil Zoerlein, working in secret, take one of Henry Ford's ideas and turn it into a production item - the Ford flathead V8. The first production car comes off the line on March 9th, 1932. The new flathead features a single belt, two water pumps, a generator/fan combo, a Detroit Lubricator carburetor, and an aluminum intake manifold. The cylinder heads are held on with 21 studs. The main bearings are poured rabbit. Water enters the heads at the top center. On only the '32 models, the belt is adjusted by a single nut on the generator post mount, and the crankshaft is forged. Cast as a single unit block, many said the 90 degree V8 was an engineering impossibility. It looks like they might be right, for early engines suffer from casting pinholes, cracks or overheating. The motor acquires a reputation as an oil burner after 1000 miles. Oil sometimes surge away form the crankshaft bearings on hard turns, resulting in engine seizure. Only a few go into commercial vehicles. To combat these stories, a V8 car travels 33301 miles in 33 days on a 32 mile course across the Mojave desert. It averages 20 mpg for the trip.
1933
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.33:1 75@3800 40
Aluminum heads and higher compression give 10 more HP. Improvements in ignition and cooling help make it more reliable.
1934
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.33:1 85@3800 40A
Improvements such as a dual-downdraft carb (Stromberg Model 40) on a new intake manifold and a cast-alloy steel crankshaft (an industry first) add another 10 HP. The car is so well liked that famous people such as John Dillinger and Clyde Barrow write to Ford to compliment the company on such a fine car.
1935
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.33:1 85@3800 38
A new cam and improved crankcase ventilation appear. The carb is now a Stromberg Model 48. The 2 millionth V8 car rolls off the production line in June.
1936
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.33:1 85@3800 68
Engineers add increased cooling capacity and greater radiator area to alleviate cooling problems. The 3 millionth car rolls off the production line in June. The carb changes again, this time to a Stromberg 97 on all 85HP engines. The LB block has insert main bearings, all others still have poured babbit bearings.
1937
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.2:1 85@3800 78
(1)
221 3.0625 3.750 7.5:1 94@3800 78
(2)
136 2.60 3.20 60@ 74
(1) Aluminum heads (2) Cast iron heads
221CID uses Stromberg 97, 136CID uses Stronberg 81 carb.
A new, smaller, V8 enters production. Called the V8-60, it gives 70 mph speeds and the best gas mileage of any Ford built before. It is designed for European laws that tax on displacement, as well as British laws that tax on bore size. Important to racing history because it will break the Offy's hold on midget racing. The V8-60 has a gear type oil pump driven off the crank timing gear. The V8-60's heads use 17 studs, not the 21 studs of the larger V8. For this year only, the little V8 has sheet metal sides on the block. The V8-85 gets a larger, relocated water pump, larger insert main bearings, and new cast alloy-steel domed pistons.
1938
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.12:1 85@3800 81A
136 2.60 3.20 60@ 94lb-ft@ 82A
Mid-year, Ford switches from the Stromberg 97 to the Holley (Ford) carb. This is the last year for the main journal size introduced in 1937. The V8-60 is now all cast iron, like the larger V8-85.
1939
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
239.4 3.1875 3.750 6.3:1 95@3600 99A
221 3.0625 3.750 6.12:1 85@3800 155lb-ft@ 91A
136 2.60 3.20 60@ 94 lb-ft@ 922A
The 6 millionth flathead V8 is built. The V8-85's torque increases to 155 lbs/ft thanks to a new Ford-built dual-downdraft carburetor. The heads use 24 studs, instead of the old 21 stud pattern. Mercury begins using a bored out version of the flathead, bringing displacement to 239.4 cid. The main journal increases in size again, where it will stay through the end of the line in 1953. The Mercury version introduces heavier rods and crank, and other strengthened internal components.
1940
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
239.4 3.1875 3.750 6.3:1 95@3600 09A
221 3.0625 3.750 6.12:1 85@3800 155lb-ft@ 01A
136 2.60 3.20 60@ 94 lb-ft@ 022A
In June, the 7 millionth V8 is produced. This is the last year for the V8-60. The 239.4 motor is only in Mercury vehicles. Ford experiments with aluminum blocks. Ten aluminum engines are produced, with one showing up on the street in 1952.
1941
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
239.4 3.1875 3.750 6.3:1 95@3600 19A
221 3.0625 3.750 6.12:1 85@3800 155lb-ft@ 11A
The 239.4 motor is only in Mercury vehicles.
1932
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 5.5:1 65@3400 18
Carl Schmaltz, Ray Lard, and Mil Zoerlein, working in secret, take one of Henry Ford's ideas and turn it into a production item - the Ford flathead V8. The first production car comes off the line on March 9th, 1932. The new flathead features a single belt, two water pumps, a generator/fan combo, a Detroit Lubricator carburetor, and an aluminum intake manifold. The cylinder heads are held on with 21 studs. The main bearings are poured rabbit. Water enters the heads at the top center. On only the '32 models, the belt is adjusted by a single nut on the generator post mount, and the crankshaft is forged. Cast as a single unit block, many said the 90 degree V8 was an engineering impossibility. It looks like they might be right, for early engines suffer from casting pinholes, cracks or overheating. The motor acquires a reputation as an oil burner after 1000 miles. Oil sometimes surge away form the crankshaft bearings on hard turns, resulting in engine seizure. Only a few go into commercial vehicles. To combat these stories, a V8 car travels 33301 miles in 33 days on a 32 mile course across the Mojave desert. It averages 20 mpg for the trip.
1933
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.33:1 75@3800 40
Aluminum heads and higher compression give 10 more HP. Improvements in ignition and cooling help make it more reliable.
1934
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.33:1 85@3800 40A
Improvements such as a dual-downdraft carb (Stromberg Model 40) on a new intake manifold and a cast-alloy steel crankshaft (an industry first) add another 10 HP. The car is so well liked that famous people such as John Dillinger and Clyde Barrow write to Ford to compliment the company on such a fine car.
1935
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.33:1 85@3800 38
A new cam and improved crankcase ventilation appear. The carb is now a Stromberg Model 48. The 2 millionth V8 car rolls off the production line in June.
1936
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.33:1 85@3800 68
Engineers add increased cooling capacity and greater radiator area to alleviate cooling problems. The 3 millionth car rolls off the production line in June. The carb changes again, this time to a Stromberg 97 on all 85HP engines. The LB block has insert main bearings, all others still have poured babbit bearings.
1937
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.2:1 85@3800 78
(1)
221 3.0625 3.750 7.5:1 94@3800 78
(2)
136 2.60 3.20 60@ 74
(1) Aluminum heads (2) Cast iron heads
221CID uses Stromberg 97, 136CID uses Stronberg 81 carb.
A new, smaller, V8 enters production. Called the V8-60, it gives 70 mph speeds and the best gas mileage of any Ford built before. It is designed for European laws that tax on displacement, as well as British laws that tax on bore size. Important to racing history because it will break the Offy's hold on midget racing. The V8-60 has a gear type oil pump driven off the crank timing gear. The V8-60's heads use 17 studs, not the 21 studs of the larger V8. For this year only, the little V8 has sheet metal sides on the block. The V8-85 gets a larger, relocated water pump, larger insert main bearings, and new cast alloy-steel domed pistons.
1938
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
221 3.0625 3.750 6.12:1 85@3800 81A
136 2.60 3.20 60@ 94lb-ft@ 82A
Mid-year, Ford switches from the Stromberg 97 to the Holley (Ford) carb. This is the last year for the main journal size introduced in 1937. The V8-60 is now all cast iron, like the larger V8-85.
1939
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
239.4 3.1875 3.750 6.3:1 95@3600 99A
221 3.0625 3.750 6.12:1 85@3800 155lb-ft@ 91A
136 2.60 3.20 60@ 94 lb-ft@ 922A
The 6 millionth flathead V8 is built. The V8-85's torque increases to 155 lbs/ft thanks to a new Ford-built dual-downdraft carburetor. The heads use 24 studs, instead of the old 21 stud pattern. Mercury begins using a bored out version of the flathead, bringing displacement to 239.4 cid. The main journal increases in size again, where it will stay through the end of the line in 1953. The Mercury version introduces heavier rods and crank, and other strengthened internal components.
1940
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
239.4 3.1875 3.750 6.3:1 95@3600 09A
221 3.0625 3.750 6.12:1 85@3800 155lb-ft@ 01A
136 2.60 3.20 60@ 94 lb-ft@ 022A
In June, the 7 millionth V8 is produced. This is the last year for the V8-60. The 239.4 motor is only in Mercury vehicles. Ford experiments with aluminum blocks. Ten aluminum engines are produced, with one showing up on the street in 1952.
1941
CID Bore " Stroke " Comp. HP@RPM Torque@RPM Model
239.4 3.1875 3.750 6.3:1 95@3600 19A
221 3.0625 3.750 6.12:1 85@3800 155lb-ft@ 11A
The 239.4 motor is only in Mercury vehicles.