Editing Ford flathead V8 engine (section)

==Version types==
[[File:1937 Ford coupe engine.JPG|right|thumb|Flathead V8 in a 1937 Ford coupé]]
Types are classified by their [[engine displacement|displacement]].

===221===
The original flathead engine displaced {{cvt|221|cuin|L|1}}, with {{cvt|3.0625|by|3.75|in}} bore and stroke.<ref name="Street Rodder, 1/85, p73" >''Street Rodder'', 1/85, p.&nbsp;73</ref> The [[engine block|block]] was cast as a single piece (''[[monobloc cylinders|monobloc]]'') for durability, and a single-barrel [[carburetor]] fed the engine. The 1932 V8-18 with 5.5:1 [[compression ratio|compression]]<ref name="Street Rodder, 1/85, p73" /> produced {{cvt|65|hp|0}}. The 1933&ndash;34 V8-40 raised compression to 6.33:1<ref name="Street Rodder, 1/85, p73" /> and power to {{cvt|75|hp|0}}. In 1934 a two barrel down draft carburetor was introduced.{{Citation needed|date=February 2010}} 1935's V8-48 saw compression drop to 6.3:1, but power climb to {{cvt|85|hp|0}}, and torque was rated at {{cvt|144|lbft|0}}.<ref name="Street Rodder, 1/85, p73" /> It became the V8-68 in 1936, with compression, horsepower, and torque unchanged.

Production of the original 221 lasted from 1932 through to 1936. These engines can be identified by the fact that the water pumps are at the front of the heads. A similar 221 flathead was used in Fords for 1937 and 1938 but the block was revised to have the water pumps mounted on the block. This design also relocated the water outlet from the front of the heads to the top center of the heads. These, designated V8-78, were offered with standard 6.2:1 compression aluminum or 7.5:1 compression iron [[cylinder head]]s, rated at {{cvt|85|hp|0}} and {{cvt|144|lbft|0}} (aluminum) or {{cvt|94|hp|0}} (iron).<ref name="Street Rodder, 1/85, p73" /> The 1932 through 1938 motors used twenty-one studs to hold down each head and are known as "21 stud" motors. This motor continued to be made into the 1950s in Europe.

In late 1938 Ford introduced V8-81A,<ref name="Street Rodder, 1/85, p73" /> commonly called the "24 stud" engine because it uses twenty-four studs to hold down each head. This engine debuted at the same time as the 239 motor. With 6.12:1 compression,<ref name="Street Rodder, 1/85, p73" /> horsepower remained the same, but torque increased by {{cvt|2|lbft|0}}. In 1939, as the V8-91A, compression increased to 6.15:1, power rose to {{cvt|90|hp|0}}, and torque reached {{cvt|155|lbft|0}};<ref name="Street Rodder, 1/85, p73" /> the ratings remained the same for the 1940 V8-01A, 1941 V8-11A, and the last civilian model, the V8-21A, which saw compression rise to 6.2:1.<ref name="Street Rodder, 1/85, p73" /> This engine was used through 1942 for civilian use and saw some use in military vehicles during World War Two. Collectively all of the 221 motors are commonly referred to as "85 horse" motors.

===239===
[[File:1953 Ford V8-B3 flathead (Sunliner).jpg|thumb|'''V8-B3''' engine in a 1953 [[1952 Ford|Ford Crestline Sunliner]]]]
Ford introduced the {{cvt|239|cuin|L|1}} V8-99A engine with {{cvt|3.1875|by|3.75|in}} bore and stroke and 6.15:1 compression in 1939.<ref name="Street Rodder, 1/85, p73" /> It produced {{cvt|95|hp|0}} and {{cvt|170|lbft|0}}.<ref name="Street Rodder, 1/85, p73" /> This was done to provide a more powerful engine for the [[Mercury (automobile)|Mercury]] cars, which Ford Motor Company started making in 1939. It was used in Mercurys in 1939 and in Fords in 1946. This engine is very similar to later versions of the 221 engine. As the V8-09A in 1940, compression, power, and torque were unchanged; in 1941, the V8-19A compression and power were static, but torque rose by {{cvt|6|lbft|0}}, while the 1942 V8-29A increased compression to 6.4:1 and power to {{cvt|100|hp|0}}, while torque stayed the same.<ref name="Street Rodder, 1/85, p73" /> Postwar, it became the V8-69 (suffixed "A" in Fords, "M" in Mercurys), with compression 6.75:1, {{cvt|100|hp|0}}, and {{cvt|180|lbft|0}}.<ref name="Street Rodder, 1/85, p73" /> For 1947 and 1948, only the designation changed, to V8-79 and -89.<ref name="Street Rodder, 1/85, p73" /> The 239 was redesigned in 1948 as the 8RT for Ford trucks and in 1949 as the 8BA for the cars. It had higher 6.8:1 compression, but performance was unchanged.<ref name="Street Rodder, 1/85, p73" /> The 1950 V8-0BA boosted torque by {{cvt|1|lbft|0}}, the 1951 -1BA by {{cvt|6|lbft|0}} more, while in 1952, as the V8-B2, compression climbed to 7.2:1, power to {{cvt|110|hp|0}}, and torque to {{cvt|194|lbft|0}}, then to {{cvt|196|lbft|0}} in the -B3 of 1953, its final year.<ref name="Street Rodder, 1/85, p73" /> The 1948 to 1953 engines have a revised cooling and ignition system. Collectively all 239 engines are referred to as "100 horse" engines, although the horsepower was increased in 1952 to 110 horsepower in cars and 106 horsepower in trucks. This engine was used in Ford's transit buses during the most productive years of the company's short stint in the transit bus business from the mid-1930s to the early 1950s, most notably in the 1939&ndash;1947 version of the [[Ford Transit Bus]].

The latest iteration of this engine was used from 1948 to 1953 in the U.S and till 1954 in Canada. It was initially designated the 8BA (see above) in automobiles and the 8RT in trucks. 8RT remained the truck engine designation throughout the entire run from 1948 through 1953 in the U.S (1954 in Canada). The engines were essentially identical. Earlier Ford V8s had the unique Ford designed distributor driven directly from the forward end of the camshaft, which was an inconvenient location for maintenance. This final flathead used a more conventional distributor driven at a right angle to the crankshaft and located at the right front of the engine where it was readily accessible. The water inlets and thermostat housings were moved to the front end of the heads, and the 21 studs and nuts that attached the heads on the old engine were replaced by 24 bolts.

==={{anchor|136|Aquilon|Simca|Emi-Sul|Super Typhoon}}136===
[[File:1953 Ford Comète, Aquilon Engine.jpg|thumb|The 144ci ''Aquilon'' engine used by Ford France and later Simca]]
A {{cvt|136|cuin|L|1}} V8-74<ref name="Street Rodder, 1/85, p73" /> version was introduced in the United States in 1937. With {{cvt|2.6|by|3.2|in}} bore and stroke and 6.6:1 compression,<ref name="K214" /> the engine was rated {{cvt|60|hp|0}} and {{cvt|94|lbft|0}}.<ref name="Street Rodder, 1/85, p73" /> The designation changed again in 1939, to V8-922A, but the specifications remained the same.<ref name="Street Rodder, 1/85, p73" /> It was produced in Europe in 1935 and 1936, and was used in the many standard Ford vehicles based on the [[1937 Ford|car platform of the era]]. It was not very popular with U.S. buyers who were used to the {{cvt|85|hp|0}} cars. Redesignated V8-82A in 1938, V8-922A in 1939, and V8-022A in 1940, compression, power, and torque remained unchanged.<ref name="Street Rodder, 1/85, p73" /> The engine was very popular as a powerplant for midget race cars after [[World War II]]. This engine is most commonly referred to as the "60 horse" flathead, or the V8-60.<ref name="K214" /> It was replaced by the [[Ford Straight-6 engine|226 straight-6]] in the [[1941 Ford]]s, though it would continue to be used after the war in the French [[Ford Vedette]] and the British [[Ford Pilot]].

In 1952 [[Ford SAF|Ford France]] (who called this engine the ''Aquilon'') created a somewhat bored out version displacing {{cvt|{{cvt|2355|cc|cuin|0|disp=number}}|cuin|L|1}}. Production was taken over by [[Simca]] in 1954 who began installing it in their [[Simca Vedette]] in 1955. Simca then transferred the Aquilon production line to [[Simca do Brasil]], where it was kept in production until 1969 (the company was known as Chrysler Brazil from July 1967).<ref name=SdB>{{cite magazine |url=https://www.allpar.com/cars/adopted/simca/simca-aquilon.html |archive-url=https://web.archive.org/web/20190425220541/https://www.allpar.com/cars/adopted/simca/simca-aquilon.html |url-status=dead |archive-date=2019-04-25 |magazine=Rod & Custom (Brazil) |number=10 |title=The Simca Aquilon: Ford V8, Retuned by Chrysler and Simca |last=Ferraresi |first=Rogério}}</ref> Simca do Brasil introduced a {{cvt|{{cvt|2432|cc|cuin|0|disp=number}}|cuin|L|1}} version in May 1962 but the real surprise was the {{cvt|2.5|L|cuin|order=flip}} "Emi-Sul" of April 1966. This engine has overhead valves and [[hemispherical combustion chamber]]s; it produced {{cvt|{{cvt|140|PS|hp|0|disp=number}}|hp|0}} in its most powerful version.<ref name=SdB/>

===255===
The 1948&ndash;1953 {{cvt|255|cuin|L|1}}, referred to as the model BG,{{Citation needed|date=February 2010}} was achieved by use of a {{cvt|4|in}} stroke crankshaft in the {{cvt|239|cuin|L|1}} 8BA/8RT engine. It was only used in Mercury cars, and heavy service trucks. Known as the V8-9CM in 1949, it featured 6.8:1 compression, {{cvt|110|hp|0}}, and {{cvt|200|lbft|0}} torque,<ref name="Street Rodder, 1/85, p73" /> which stayed the same for the 1950 V8-0CM.<ref name="Street Rodder, 1/85, p73" /> The 1951 V8-1CM raised this by {{cvt|2|hp|0}}, and {{cvt|6|lbft|0}} torque,<ref name="Street Rodder, 1/85, p73" /> The 1952 V8-MA boosted compression to 7.2:1, power to {{cvt|125|hp|0}}, and torque to {{cvt|218|lbft|0}},<ref name="Street Rodder, 1/85, p73" /> while only the name changed, dropping the -MA, for the last year of production, 1953.<ref name="Street Rodder, 1/85, p73" />

Because of interchangeability, the Mercury crank made a popular upgrade in the 239 among [[hot rod]]ders. In fact, in the 1950s, the flathead block was often fitted with crankshafts of up to {{cvt|4.125|in}} stroke.<ref name="Street Rodder, 1/85, p72" >''Street Rodder'', 1/85, p.&nbsp;72.</ref> In addition, rodders in the 1950s routinely bored them out by {{cvt|0.1875|in}} (to {{cvt|3.375|in|disp=sqbr}}).<ref name="Street Rodder, 1/85, p72" />

French-built 255 engines were fitted to the [[Matford_F917WS#Simca_SUMB|Simca Unic Marmon Bocquet]] (SUMB) light trucks of the French military. During the 1990s, the Ford V8 that was used in these trucks was decommissioned and removed for more economical [[Renault]] engines to be retrofitted. Thus the Ford V8 engines were sold off and thus provided a new source of little-worn engines for the hotrodding community. The block metallurgy, being much later, was also stronger than the originals.{{sfnp|Bishop|Tardel|2015|page=11}}

===337===
The largest displacement version (at {{cvt|337|cuin|L|1|disp=sqbr}}) of the production Ford flathead V8 engine was designed for large truck service. When Lincoln could not produce the [[Lincoln-Zephyr V12 engine|V12 engine]] it wanted for the 1949 model year, the 337 engine was adapted for passenger car use. The 337 features a {{cvt|3.5|in}} bore and a {{cvt|4.375|in}} stroke.

It was introduced in the 1948 two and a half ton and three ton Ford trucks and the 1949 Lincoln passenger cars. It was produced through the 1951 model year. In 1952 it was replaced in the Lincoln passenger cars and Ford three ton trucks with the [[Lincoln V8 engine|Lincoln Y-block]] {{cvt|317|cuin|L|1}} [[overhead-valve]] V8. The two and a half ton Ford trucks got a {{cvt|279|cuin|L|1}} version of the 317 engine.

In the song "[[Hot Rod Lincoln]]", the engine referred to in the original lyrics was a Lincoln V12 not mentioned in the [[Commander Cody and His Lost Planet Airmen|Commander Cody]] version.<ref>{{cite web | url=http://www.rockabillyhall.com/HotRodLncln1.html|title=History of the song Hot Rod Lincoln|access-date=22 August 2015}}</ref>

*Vehicles used
**[[Lincoln (EL-series)]]
**[[Lincoln Cosmopolitan]]
**[[Ford F-Series (medium duty truck)]]