Ford Flathead Engines. Tony Thacker

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       Vic Edelbrock was one of the first to see the potential of the speed equipment business. He experimented with his own parts even before World War II. Here’s a Bay Area hot rodder with Edelbrock heads and intake with three deuces. (Photo Courtesy GhostracksUSA.com)

      Also new in 1937 was the compact version of the V-8, the V-8-60. Known as the “thrifty sixty,” this 60-hp V-8 was a mini version of the V-8-85 and returned 25 mpg; it was Henry’s answer to requests for a six. It caught on with midget racers and in some overseas markets, such as France and Great Britain, where there was a horsepower tax. However, it never really found favor in the United States, where it was underpowered for the weight and size of the average car. It was discontinued in the United States in 1940.

      As the world struggled out of the Great Depression the initial problems with the V-8 were gradually eliminated. Ford was able to increase production as he had with the Model T and, to a lesser extent, the Model A. He unwittingly gave auto racers access to a cheap, high-performance engine that at last was attracting the attention of the speed merchants.

      One of the first to see the potential was Vic Edelbrock, who purchased a V-8 Deuce Roadster in 1938. It became his daily driver, his test bed, and his lakes racer. Fitted with 21-stud cast-iron Arco milled and filled Denver heads, it sported a Winfield cam, a Thickstun manifold, Sandy’s headers, and dual ignition. It was the portent of a burgeoning post–World War II industry. By the end of 1937, Ford had produced 4,438,368 V-8 engines.

      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.

Building Up to the End

      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)

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