Ford announced another block modification for 1938. This was, of course, big news. It changed from 21- to 24-stud cylinder heads with 14-mm spark plugs. The main bearing sizes were also increased. Due to the slow introduction of the 24-stud block, the 1937 block assembly was continued until June 1938. (Until the introduction of the 24-stud block, heads had been interchangeable left to right, right to left. With the 24-stud pattern, heads were no longer interchangeable.)
In 1939, the Mercury brand was introduced to fit between the low-priced Ford and the high-end Lincoln. Although Ford stayed with the 3.0625-inch bore, the Mercs had a 3.1875-inch bore for 239 ci. The Merc version of the flathead also had larger-diameter crank bearings, heavier rods and crank, and other strengthened components.
Interestingly, De Luxe Ford models saw the fan relocated from the front of the generator to the end of the crankshaft; standard models retained the fan on the generator. This modification was, in part, due to lowering hood lines. Mercury sold more than 65,000 cars the first year, and the engine, with 95 hp, became the darling of the hot rodder. On April 8, 1940, the 28 millionth Ford was built; the vast majority were V-8 powered.
Because of World War II, very little changed from 1941 onward. However, as a result of Ford’s engineering developments during the war, the V-8 saw some minor but significant refinements. In addition, the new Model 59A engine was used in identical forms in both 1946 Ford and Mercury models. New tri-alloy bearings (derived from aircraft) combined with higher-octane fuels resulted in a rise in compression ratio to 6.8:1 and an increase from 90 to 100 hp. Also new were four-ring pistons, aluminum cam gear, and a higher-capacity oil pump; it all contributed to a much-improved powerplant. (The 1932–1948 cam gears were cut in the opposite direction as 1949–1953 gears. Be careful not to buy the wrong set for your rebuild.)
Of course, the end of World War II saw thousands of returning U.S. servicemen looking for work and excitement. Many, including Barney Navarro and Al Sharp, found what they were looking for, building speed equipment and racing the flathead Ford V-8. A $40 billion industry carried on by men such as Mike Herman at H&H Flatheads was being born.
In 1948, the V-8 fitted to Mercury automobiles was given a 4-inch-stroke crank that resulted in 255 ci. Ford engines retained the 3.75-inch stroke for 239 ci. Many other changes were made, some obvious and some not. The heads were now held down with bolts rather than studs and nuts. The water outlet fittings were moved from the middle to the front corner of the head. A major change was a new distributor, still driven from the cam but now through a shaft mounted at right angles to the engine’s axis. Also, the bellhousing was no longer an integral casting with the block. Instead it was a bolt-on piece.
Barney Navarro, who started in the performance business machining Weiand speed equipment, began his own business in 1947. He improved on everything his hands touched and was a pioneer in the evolution of the performance flathead. (Photo Courtesy H&H Flatheads)
Barney works on the 1927 Ford Roadster that he raced at the dry lakes. It sports his cast-aluminum dual intake manifold and finned heads. He also experimented (successfully) with mixing alcohol and oxygen. (Photo Courtesy H&H Flatheads)
A rare shot of the French military Simca V-8. It’s similar to an 8BA in that it has thermostats in the heads and an angled distributor with an external coil, but it retains the integral bellhousing and a cast-aluminum pan. (Photo Courtesy Stephan Szantai)
Barney, seen here at Los Angeles’ Carrell Speedway with Tom Beatty and George Pounden (right), was one of the first, if not the first, to bolt a GMC blower atop a flathead. Four Stromberg 97s fed the quad-belt-driven 3-71. (Photo Courtesy H&H Flatheads)
Internal changes included straight-stem valves with one-piece guides. In general, these later Ford engines were commonly referred to as 8BAs and their Mercury counterparts as 8CMs. Later, 1952–1953 Fords were referred to as EABs while the Mercs were EACs. These engines did not have the hardened valveseats like the earlier engines. The markings were usually cast in the head.
Ford also introduced a large-displacement 337-ci version in 1948, primarily for the truck market. However, when Lincoln was unable to produce the V-12 it wanted for its 1949 model, the 337 V-8 was adapted. In 1952, the Lincoln Y-block replaced the 337. Unfortunately, the 337 is not a great-looking engine and never found much favor outside the restoration market.
For the 1952 Ford passenger car model year, the company introduced a new overhead valve (OHV) Mileage-Maker 6-cylinder. Developing 101 hp, the OHV 6 outshone the V-8. Consequently, Ford increased the V-8’s compression ratio to produce 110 hp. Nevertheless, the writing was on the wall, and 1953 was the last year of the flathead Ford V-8 in the United States.
After 21 years of continuous improvement and production, the venerable Ford flathead V-8 ceased production. Well, in the United States at least. The flathead design was produced in Canada until 1954. It was licensed to a French manufacturer for use in the Simca brand until 1961, in Brazil until 1964, and until 1990 in the Simca Unic Marmon Bocquet military truck.
ENGINE ID, EQUIPMENT AND TOOLS
Flathead Ford V-8s. They’re all the same, correct? Not even close. Certainly they are in the same family and often share the same parts, but they have myriad differences, and it is essential that you do your homework and know exactly what you’re looking for before beginning the search. Thankfully, a huge interest in the engine still exists and a supply is available to meet the demand. In addition, parts, tools, and equipment are available to facilitate a rebuild.
This is like asking, “How long is a piece of string?” You could be restoring a 1949 Shoebox Ford or you could be building a hot rod or even putting a flathead in a motorcycle; it’s been done. You could just be assembling an engine to display in your cave. Whatever you’re trying to achieve, it’s good to know up front to avoid costly mistakes. As experienced hot rod builders know: Have a plan and stick to it, because changing direction midway is always costly.
If you thought flathead blocks were scarce, just look in the backyard of H&H Flatheads, where Mike Herman stores his stock. There, hundreds of blocks provide him with the raw material for rebuilds.
It also pays to do your research before you buy an engine. I remember purchasing my first hot rod project engine (a small-block Ford) over the phone. The seller (a friend) told me it was a fresh 289. Somehow, I paid, and he dumped off a filthy boat anchor that not only was not a nice 289, it wasn’t even a 260. It was an early 221 and not much use to anybody. And now it was in my way, and I had to get rid of it.
What I’m saying is, have a plan. Know your intentions and buy the