This video is soooo much better than any I've seen. I hate Horsepower TV's video where they buy kits for everything and barely do any work. This is a clear and very well explained video. I learned more from this video than any I've wasted time on. Well Done!
This video makes me regret that I yanked the flatty in my 51 Ford in favor of a small-block Ford. I was afraid that extensive(and expensive) mods would be necessary to get respectable power out of it.
From an old guy, radical modification to ford flat head, reverse flow, intake thru existing exhaust thru block, exhaust out the top, heating issues disappear, exhaust flows better. Use 6 one bbl carbs, huge fabrication required.
@@northdakotaham1752 requires custom cam, ( drag race) that opens exhaust valve on intake stroke, intake valve on exhaust stroke. The rest is fabrication of intake manifolds and linkage, zoomies straight up thru the bonnet for exhaust.
Love to watch Keith Dorton quietly and confidently build an engine... ANY engine. No wasted motion, no second tries, never a false move. A master craftsman at his best!!!
My first car was a 1947 Ford coupe. I was 16 years old and paid $150.00 dollars for it. Rebuilt the engine and drove it through high school and college. Flatheads were durable and reliable engines. I owned several more over the ensuing years and did all of my own mechanical work. I was never left stranded on the road. I love flathead Fords and the cool exhaust sound they made with dual glass packs. I miss those simpler times!!
Me, too. My first car (1961) was also a 1947 Ford 2-door sedan. The car cost $165. Rebuilt the flathead and enjoyed it but later gave the car a 283 Chevy V8 adapted to the Ford transmission. Regrettable, but I did sell the flathead and it continued to work in a '40 Ford.
@@randykelso4079 Still have a Flathead Ford and a Merc. both the second generation (49-53) Tough and still run great. Sound fine with cheap long lasting Thrush Glass packs.
My first car was a '49 Custom Tudor V8 overdrive. Got it when i was 13 (1973 ) dad and I did the brakes exhaust and everything to get it to pass the safety inspection at the time. Then when I was 15 pulled the motor had it remanufactured by Ford and installed it. Drove it as a daily driver till 1985! In stock form the are quiet as a sewing machine too, A switch on the overdrive broke so I bypassed it with a toggle , could split shift all 3 gears Had a lot of fun surprising guys as it was a lot faster than they expected for a 30 year old car !
The adjustments to valves were actually much harder as the original lifters were solid with no adjustment bolts. The lash adjustments were accomplished by grinding the ends of the valve stems or by selective fit at the factory. The lifters that Dorton is using are aftermarket made by Johnson tappet company, also instead of using the cumbersome 2 step method shown, we simply drilled 3/16" holes in the side of each lifter bore to temporarily insert a small round tool through hole in the bore into the casting recesses to hold them stationary while adjusting the tappet lash in one step. Also as far as cylinder heads are concerned we used to drive across the border to Canada and buy their Ford flathead cylinder heads that were made of aluminum and performed better. Old school flathead guy
All true, save for the tappets: (lifters) Johnson tappets were hollow, lightweight steel. (and are, now in reproduction) The listers in the film are cast iron, and much heavier.
I was going to add that but you beat me to it ! I did up an 8BA from a '51 F3 and bought the Johnson Adjustables. I used an old set of vintage Offenhauser aluminum heads and a real pretty Edelbrock 2 deuce intake. I had the aluminum all professionally polished. Those engines are so pretty when they're done up like that !
Before automatic transmissions, this would have probably been marketed as "Makes shifting a breeze! Why, you'd have to be all wet to stall this modern marvel of cutting edge design!". If the engine is for a pickup truck, possibly with a small number of gears to choose from, and likely without creature comforts like Synchros, adding inertia is the answer that doesn't even need a sliderule, and everyone can understand it, from the owner to the mechanic, to the son of the plant manager that has to approve your drawings, won't accept extra R&D expense, and has no technical background.
Bought my 48 coupe from a wrecking yard for $75. Grandpa owned Mears Auto and Machine Shop so I had an advantage over most 16 year olds because I worked in the shop. Some great surprizes on the teardown was trying to get the two water pumps off the block. I took all the bolts out of the pump and started banging on the housing to loosen them up - they wouldn't come off so I beat some more. Grandpa heard me and came back to see what I was doing. The first thing he asked was "did you get all the bolts our?" Yes. He handed me a flashlight and told me to look down the throat of the waterpump hose connections. There was a large bolt in each one of them. LOL The rest of the maching was done by me - Including a sleve for the number six hole. Grandpa went to the old storage shed and brought back a set of new (Old Stock) pistons, adjustable lifters and an aluminum two carb intake manifold. Wow, What a great experience with my granpops. Since he had been in business since the 30's he had the rest of the parts in stock. It turned out to be the best High School car a young man could have.
The head of the bolt in the water pump inlet was 5/8" but they rusted away after a while, I think that's why socket sets at that time included a 19/32" socket' which you sometimes needed to remove that bolt!
Yeah, what's with Ford and their water pumps? 429/460 pump with a spacer, a backing plate, then the pump held on with at least 27 bolts in 33 different lengths!😆😁
My 52 Ford Ambulance snapped the fuel pump rod 225 miles from home back in 71. By using a copper line direct to the carburetor, and my buddy holding a gas can in the window, we made it to 14 miles from home, then blew a head gasket. What a trip!
Same thing happened to us in Pasadena; Ran a hose to the carb through the fire wall put a funnel in the hose and poured gas into it from a beer bottle and drove seven miles home.
Excellent video. The old flathead engines really do deserve a place in Hot Rod history. Those engines were way ahead of what most other manufacturers had back in the early 30’s. Well done.👍👍🇨🇦
@@nerd1000ify Yeah that's not bad money. Especially when you consider at the time there were fewer expenses. you still had food water electricity possibly and gasoline if you had a car, But you would not have had a cell phone bill or a cable bill and a lot of the other tech related stuff that we have today. $500-600 a week would be pretty good money.
Had a while to go before the small block hit the scene, Y block / MEL, then the FE, almost 20 years between the flathead and the fairlane v8, ie, ford small block.
Yes, smooth as butter. And in the automobile version it seemed like you could do 90 in second gear. But shifting into high didn't seem to buy you much more speed!
Sure brought back memories. In the middle 60's I helped my friend rebuild his 1951 Ford flathead. We used the same Isky cam as is being used here and added headers and aluminum "Denver Heads" which raised compression considerably. It was topped by a Navarro twin carb intake with two Holleys(I believe) rather than Strombergs. We backed it up with Lincoln Zephyr gears and a 4:11 rear end. We had free-flowing duals with reversed glasspacks and a cross-pipe in the exhaust system. It was a sweet little '51 that was very snappy for what it was. The only thing I would change today would be the 4:11 gears.....with the good torque we were pulling it could have had perhaps a 3:90 or 3:73 and not have to have been twisted so tight on the highway. Great upload.
Tom interesting observations. I've got a '40 Ford pickup with a '42 flattie in it. Two '97s. Stock intake manifold with a 2 into 1 Almquist adaptor. Went to dual Fenton headers with Porter mufflers - nice rumble. Still has the stock 4:11 rear gears in the banjo rear end. Great for off the line and pulling stumps, not so great cruising at 65 MPH. Those flatties like it low and slow. Planning on swapping out to 3:54 and letting that engine rumble along about 3000 RPM doing 65 MPH..
I had a 49 Ford in High School. It had the flathead V8 with 3 on the column and overdrive. I put on twin exhausts with glass pack mufflers and some fender skirts. Oh, also had a oogh horn on it. That was a good running car and it sounded great through those glass packs. I traded it a couple years after graduation for a 53 Ford with V8 and overdrive. Those old flatheads were a smooth running engine.
LOL, us too. Back in the day. I started rebuilding engines in 1954. That was when you could buy a fuel pump repair kit, and the pump wasn't in the gas tank. I have never figured out why they came up with that dumb idea. Jezus, what a bunch of useless work and expensive parts. Those sediment bowls come in very handy. Let you know if you have a dirty gas tank before the filter gets plugged up.
@@jamesgerard4505 when the mechanical pump goes out.... it can pump gas right into the oil.....(one of like 3 or 4 failure modes) . electric motor gets pixies and goes BRRRRRRRR look up the "carter p4070 fuel pump"...... electric and still mounted outside the tank . my 77 k10 has one.... works great for winter starting . oh, im 26 by the way.... got a 440 mopar to rebuild this summer, along with newer cars in my own fleet of ever long projects.....
@@kainhall Right you are about diaphragm failure dumping gas in the oil. I have seen that happen. They can also pump oil into the fuel line. Can make you think the engine is shot. So what I think is the fuel pump should be an in-line unit ideally with a sediment bowl on the input side and a filter on the output. But electric pumps in the gas tank? Have you ever replaced one? It is especially fun if the tank is half full or more. I have a Mountaineer, which is a bulletproof vehicle, except for the gas pump. I have had to replace mine twice, and finally figured out how to lower the large, long tank using strap tie-down gadgets over the frame rails. That works with or without a full tank, so you can slide the tank out after disconnecting all the tubing, and then figure out how to get the gas out. (The last time I did it, I was working in the boonies with limited tools.) So explain to me what the barking hell the pump is doing in the tank? PS, LOL, you are 26, huh? Can you feed yourself yet? Kidding, you sound pretty sharp for a young punk. At 82, I am still fixing my own cars, including doing a trans rebuild on the 2000 Mountaineer 5 Liter 2wd by myself. Works great, and it was only the second automatic I worked on. I like fixing stuff.
@@warrenkretzmeier7222 And water. Here's a mechanical pump problem for ya. Old man had a 69 Sport Satellite wagon with a 383 Road Runner engine (equivalent of the Dodge Magnum, tried to opt it with a 426 hemi, then a 440, finally said what the hell CAN I get in it, told a 383 hypo, done) and it developed a problem where it would starve for fuel under extended hard loads. Fuel filter, clear and new, new fuel pump, no difference. Looking lines over for crimp damage, fine. Tiny bit of pressure blown into the tank, flowed out the hose fine. It got steadily worse and worse to where it wouldn't maintain float level even at high speed cruise. Drove him nuts. He even went so far as to verify that the drive cam was still operating normally, and it was. Then he pulled the push rod and noticed something didn't look quite right, so he went and bought a new one, and it was LONGER. Ah hah! Took a while, not something we ever would have expected, but problem solved. A road warrior again. I remember once when he was talking at work about the fact that the thing was still pretty quick, even being a wagon, and a coworker said 'want to try it against my 340 Swinger?". Dad said sure, why not, expecting to get trounced. Long story short, the wagon had a posi and Michelin radials on it, when they were first out, and you absolutely couldn't turn a tire over on it, almost not in the rain, so it would hole shot pretty well (kept trying to get him to drop a 4:11 in it, but it drank gas like a baleen whale drinks water already, so no dice). They came off the light, and the wagon jumped him so badly that Dad's friend just lost it, slammed the throttle and went up in smoke, and started peddling. Dad said he didn't come by him til about 70, goin like a bat out of hell. Harvey was a bit sheepish afterward. Stop light racing (to the speed limit, more or less, it was a different time) the thing would trounce just about anything in the rain. We had times where guys in Corvettes or big block Chevelles and the like that would have destroyed the wagon in the dry, would pull up at the next light and refuse to even make eye contact, hilarious. And then we got the 289 hypo powered 1954 Austin Healy 100-4. Got asked numerous times at the next light if it was a Cobra (some minor resemblance, as it was bumperless). On that one, they almost always wanted to chat, usually starting with 'what the hell have you got in that thing'. Old man used to answer "a big rubber band", engineering nerd humor, long before nerd was even a thing. That one did have a 4:11, still had wire wheels (always worried me, especially since the splines would get really sticky really quickly on the knock off mounts), and a driveshaft about a foot long, which worried me more. Wasn't elegant, almost certainly wasn't safe, though we never had a problem, thank god, but it was damn sure quick, especially 0-60. Good times. We autocrossed it a couple of times. One the more open layouts with 'straights' you could get some speed up on it did OK. On the tight courses, not so much...lousy suspension geometry, king pins, wholly inadequate braking, etc did not compete well against Vettes, Elvas, Lotuses, and one off purpose built cars (this was a mostly engineering/tech club and a few guys went a bit nuts and built some pretty radical tube frame stuff, IIRC. I always wanted to make a killer fast go kart, maybe Kawasaki 750 two stroke powered or something, and take it out. I suspect it would have trounced EVERYTHING (especially since the lane width would have looked like an LA freeway, respectively, compared to a street car, you can really enlarge corner radii that way), but been relegated to a class containing that vehicle, and nothing else, if they even let me run it (probably would have, some of it was only marginally sane, like the one extended to the perimeter road, which was miles long, with no speed limit...again, another time) but maybe with time, who knows, could have had competition...like I said, there were a few guys that were just a bit too serious about winning, and loved to design/build (shocker huh?). My entry would have just been for a hoot, and to play with elsewhere. You can see lots of such karts on YT now, usually built out of standard racing karts, Margays and such. I would have just done mine a purpose designed tubular space frame (get out the ole torch, and circular end cutter, again). :-) I have a motor now to do a reverse trike most similar to the T Rex, but different (better looking, though that one is not terrible) and probably lighter and stronger (triangulate guys, TRIANGULATE, look at the best aircraft fuselage construction for inspiration). Cheers
First of all many thanks and respect for Keith Dortonj work. I can only imagine meet this kind of proffessional engine mechanic, and watch how he do the job. As an owner of prewar `39 inline six Mercedes i feel lack of pro`s who can help with restoration project like this in Russia. Thank you for video and sorry for my english )
I had one of those flat head engines in an old truck and being youg teenager i took it apart and looked into fixing it. My father decided he didn't want that blanket blank piece of junk on his property so he sold it for scrap. I miss that truck, it was all black , no rust, and no dents and no broken glass.
Did it have a gravel box and hoist on it? I might have your truck here. The one I have is a 41, ex-Army. Pretty much complete but the engine is stuck, tires rotten to nearly nothing and the seat is missing??
My father loved...loved the flat head. A good friend in high school lucked into a 51 ford truck. I am not sure how long it sat but my father and I went with him to pick it up and tow it home. 30 minutes after we got to the farm it was at, my father had it running and he got to drive it home. with the seals all dried out, it didnt take long before he had to rip into it and start the rebuild. Many times my dad would either go over to help or he would bring something over for my father to fix. It was a great project and one of the few things my father truly loved. I think poor machining kind of ruined the block so after about 10000 mile the block cracked. So to make my dad even happier, my firend decided to replace the flat head with a 351W, my dads second love...Good memories
Being 80 years old, i had a number of flatheads back in the 50's and early 60's. until chevy came out with a v-8 in 55 the flathead was king.. my first car was a 48 ford 2 dr sedan with a big back seat...lol.
I'm only 55, but first vehicle was a 1954 Mercury 3/4 ton Dad used it in the North and hauled grain in it. Shovel it full, drive to town. Truck is still at the farm.
They’re still pretty cool in my opinion. Those and the Chevy W block are my favorite engines. The first car I remember riding in was my dad’s 49 Mercury. I was born in 1952 so this would have been around 1957 or 58. To him it was just an old car (he wasn’t a car guy) but I always loved that car. He kept it until 1967 when we moved across the country. By then it didn’t run anymore. It sat in our backyard for several years. I was very sad watching the tow truck haul it away. I’ve always wanted one. I wonder where that one is now. I hope it didn’t go to the crusher. I’d like to think that it went to a good home where someone cares about it.
I helped my brother rebuild my 1947 flathead back in the late 60's. If I remember right the stock lifters were solid and to adjust clearance you had to grind the tip of the valve. If a valve job was done you had to regrind the valve tip again to set the valve clearance. It's been a long time but I sold my 47 Ford about three years ago. Thanks for your video, I see your passion shows. Semper Fi.
great video! im 24 years old on my second flathead rebuild. The one im working on now is a custom ordered performance crate motor from 39', i get lucky and find the blocks that have been sitting in a field for 50 years so its a great time taking them apart.
In 1975 I bought a 1950 F-1 for $75 from an old farmer in Kentucky. Was a friend's grandpa that we helped to bring in tobacco and sweet corn crops when in younger (rode the Monon from Chicago to there and back). It was safe to drive but laid down a smoke screen as I drove it back to Chicago. At the time I worked with an older man that was famous for building hi-performance 239's back in the day and still did that along with the "modern" engines for dragsters. He offered to rebuild the engine for $300 + parts, which included pick up and delivery so jumped on the offer. He had me come over two weeks later and fired up the engine while sitting on the floor of his shop! Paid him $400 before we loaded it to take to my garage. Got it installed and a week later, got a flyer from Job Lot Ford in Queens Village, NYC about a sale of new crated 239's from WW2 that they bought at a government warehouse auction. A huge cache was found in the back of the warehouse that could still be shipped so were being sold for $300 which included shipping. Job Lot said they were still in perfect condition and only needed the cosmoline washed off, a carburetor and generator bolted on then fresh oil and coolant to run. Gave the flyer to my co-worker who bought 5 to resell later. I drove it down to Texas in 1977 and sold it for $1600 thanks to the wad of receipts I kept in an envelope. The buyer finished up the restoration and used it as a daily driver to work for the next 20 years. Last saw him with the truck at a classic car meet in 2007 where he said the only stuff that needed work over the years was rebuilding the water pumps, carburetor and brake master & wheel cylinders. A few months ago I saw a 1953 F-1 for sale outside a local business. It ran, was still all stock and in real good aged condition but the seller wanted $25,000 for it.
75 yrs old now but back in high school a few of us built up a 40 ford coupe even relieved the block, original distributor converted to dual coil input. learned the hard way to fix the steering first. parted out, the guy who put the engine in an earlier sedan was impressed with the power.
I remember the sound of our 1935 ford V8 sedan that we owned in the 60's. It had a deep rumble four stroke sound, ticking over nicely. Ford had the best sounding stock V8 engines right through to the 50's. The Ford twin spinners and customlines came out with straight pipes. What a sexy sound. FLAT HEADS ALL DAY. Thank you Horsepower Monster.
I inherited a '56 Mercury Montclair Coupe in 1974, from a great-aunt. It was her daily driver from '56 to '70 when she had a stroke. I used to drive her to church as did a couple of my cousins. I always loved that car. When she passed she left it to me. It was stock original and still immaculate. Dark blue with a white top and lots of chrome. The odometer read 92K and change. It had the 312 cu in Y block with a dealer installed M 260 and the 2 four barreled Carter WCFBs with secondary vacuum advance. It had a Merc-O-Matic transmission with a kick down. One of my brother-in-laws helped teardown and rebuild the engine and a local transmission guru reworked the tranny. While we were in the reassembly stage a friend of ours stopped by and asked us if we would be interested in a '57 Paxton super charger he "had laying around". He thought it was out of a Mercury or a T-Bird. We got that all fitted up. It was defiantly a sleeper. I drove it for about a year and sold it for $5600 to a Navy chief I worked for. He said it was the cleanest original Mercury of that era he had ever seen. He said the whitewalls had to go though, LOL. Imagine what that would be worth today... sigh.
Outstanding video. You guys covered what most leave out. Very interesting stuff. Thank you. So glad that there is folks out there that still know flatheads and how to build them. My grandfather had a 50 Ford Crestliner 2 door with a V-8 Flathead and 3 on the tree. Blue with gray & red int. Very cool. Wish we still had it.
Thanks for the kind words! Kind of sad to think how nobody realized just how cool cars like that would become. Back then they were just old junk and scrapped.
Had a fifty Ford back in 1958. Two door V-8 Fenton alum heads Fenton alum intake man. Twin Stromberg 97 carbs and a set of steel headers and a mild Isky cam. Three on the tree. It was cheap, easy to work on. Loved it.
I've worked on flat heads since about the mid-sixties, got a couple dozen mid-range lawn power flatheads, from my six or eight acres of yard, and old lawn tractors, and an early forties Harley 45 engine, in need of being rebuilt. I've been considering what to put it on, and ran across this build. I had just got back from Beirut in 83, and was working on a friend's car at the auto shop on base, and ended up wrenching on another Marine's ford truck he was putting a new engine in, and offered me the old one. I was leaving, so I couldn't take it with me, this reminds me of how many nice engines I've left behind, in various places around the Corps. I think maybe a woods bike, I've got some woods, behind my shop, thanks for a great build, put me back to my early years with engines. I left Chicago on a 37 flathead Harley 45, military sidecar model, minus the car, with reverse, for Cherry Point, some forty miles from where I retired and live now. That was in 77. They don't make a lot of horsepower, but they still turn heads. That is a beautiful engine, a great build. Very fine craftsmanship. Thank you.
My father was a garage shop owner and mechanic from the late '20s and finally hung it up in the early '50s. I was around during the later years, learning what I could from watching and listening. There were never any kind words flowing around about Ford's early V8s, a lot of it about the pooling of sludge in the engine, probably due to the ineffective filtering and primitive oils. He graduated to a filling station in the late '50s, Mobil products, I recall going with him to seminars and they were promoting the new detergent and multigrade oils which to him were a great improvement. Wow, 10w - 30. that was something..!
My father was an Army mechanic during WWII. His lifelong dream was to own a gas station/garage....never happened, though he did fix all the cars and trucks in the neighborhood......Gary in Michigan
It was indeed. But the first 265s had teething problems. The (probably chrome) factory rings often failed to seat, making the engine a serious oil burner. The factory fix put out to dealers was to (1) increase the idle speed temporarily, and (2) slowly pour powdered kitchen cleanser (Bon Ami?) down the carburetor of the running engine to seat the rings. Also, the early pistons had sheet steel inserts set into the aluminum pistons in the area around the wrist pin bosses. The thermal expansion rate difference usually resulted in cracked piston skirts. You could hear brand new 265s making a clicking sound and knew that the pistons were broken. The 283 corrected those problems and became even better in 1959 when the rope rear main seal was replaced with the neoprene seal.
@@zosxavius for sure. The model A 4 banger didn't even have a counter balanced crankshaft. And it was a non pressurized oil system. It didn't have an oil pump. And early model As didn't have a waterpump. Lol
Well the early blocks only had 21... As for Model A's not having Water Pumps... The Only Ford's I saw without Water Pumps were thru 1927 Model-T's. - In late 28 when the A came out with its more powerful engine and REAL 3 speed transmission (though the first clutch was weird) they had water pumps...
@@misters2837 The Model T used Thermosyphon circulation. Water heated up and flowed to the top of the radiator. It flowed through the radiator by gravity, and back into the block.
My dad used to mess with the old flatheads when he was a kid. My first rebuild was the AMC 390 in my '70 Javelin. With a mild Isky, it put out 425hp and 450ft/lb. Dad was with me for the first test run and he had an ear to ear grin. RIP, Dad, and most flatheads.
And the Oscar goes to 'All the Oddities of Ford's Famous Flathead V8'. A video above the rest. Award winning performance by Keith Dorton (the artist). Narrated by a good ole boy from the South. It don't get better than this!
I was given one for my bren gun carrier project as they're the engine fitted, we crapped a hand full of gravel out of the sump, a kit in the carb and made a set of points work out of 4 distributors and she's not given me any issues since apart from a blocked idle passage. Definitely love the old flat head engines
I recall back when many of the farmers used Ford V8 flatheads to run their irrigation pumps. I used to see them in the edge of the fields along the road, exposed to the weather except for the usual small tin shed roof and no walls.
My first ride was a 1946 Super Deluxe with suicided doors. Gave 25. dollars for it to get it ought of the front yard LOL I am 65 now and that was 1974. We had V.I.C.A. in high school then, and if not for that class, I would have dropped out. Thank you Mr. Womack [Teacher] That duel point distributer running right off the cam won me first place in state school competition. I cleaned it up and rebuilt it. All the judges were old school and liked the fact I had something old where all the others had new or fancy auto things. Great video . THANKS
Very good video, plenty of extra horses to be had just by upping the compression ratio to suit modern fuels. The build quality and attention to detail was top notch on this, Keith is a true master engine builder.
WOW! This engine and its “roots” has always fascinated me! Boy, how FAR we have come! ……….I must say also how much I truly enjoy every moment of your videos and the knowledge you share fellas! Thank You Sooo much guys, you rock!!
I have a 35 Coupe , I have built almost every Ford engine from Y blocks to MEL , FE ....never have I built a flat head , just dealing with original distributor is a challenge. Love the very exacting standards , this gentlemen builds to . His shop is incredible ... I am 61 , and may decide to rebuild the old flat head at some point before I exit the final off ramp. This video is very educational and i will refer to it often when i do. Thanks for the lesson
I love my flathead V8. No rocker arms clacking makes it quiet and smooth. Idles smoothly at 400 RPM. I need this guy to rebuild it though. He's amazing!
Loved the history lesson of the flAt head. The difference in design are all laid out in this highly comprehensive and detailed video. The best gasket rope seal is a cracking example of “if it ain’t broke don’t fix it!! I’m gonna watch it again soon as the information and differences from a over head valve engine are many. One of the best for information about a iconic now museum piece of a motor! Thanks again bud for this one! You never fail to put out a great production!!
I have N series Ford tractors so this engine looks fully normal to me. Those valve lifters are actually the more advanced rotating type. The tractor engines were basically just half of this one.
I am personally not a Ford person, but, I do love the look and sound of the Ford flathead V8. They may not make a ton of power by today's standards, but still love them.
I’m rebuilding a 1950 Ford 8n tractor. It’s engine is essentially half of this engine, I recognised a BUNCH of identical parts between my 4 cylinder flat head and this engine.
Makes me want to bring back grandpa's old '36 stake bed to life. Been sitting out in the pasture for over 60 years. Maybe the Fordco tractor should be first.
These old engines were fun to work on, when I was in my teenage years. A guy down the street raced in the old ARCA hard top division and ran a 52 ford with a Mercury big block in it that I helped work on. It was highly modified and would run with Chevy 283's and 327's all day long. This particular engine uses earlier tech and so not quite as strong. Still, Wow what a great video. I'm 74 and you just took me down memory lane to a time when I learned about auto mechanics. Thanks.;-)
On the farm, back in the late 1960s-early 1970s, I had a 1949 F-6 heavy flatbed truck to haul hay and such to the livestock. Fond memories of its Flathead V-8 with its blown-out & deafening exhaust manifold pipes. Learned to drive its double-clutched transmission with a vacuum-actuated two-speed rear transaxle. Literal wooden crate box for a seat. Unreliable 6-volt battery. Unreliable brakes, too. Thousand wonders I had not killed myself driving the thing! How I'd love to have it back now! Thanks for this video. Brought back good times to my mind.
I really enjoyed this video. It took me back to my 1958-59 school year and my third year in auto mechanics. My partner, Dale, and I rebuilt an early 1950's flat head as our final project. After graduation I got interested in the Ford Model A and owned and worked on several of them. Also in my class was Sam Gianino. Sam was a fairly popular engine builder in Michigan during the 70s. Many of his customers were fairly successful and Sam raced Pro Stock in the late 70's. He is in the Michigan Motor Sports Hall of Fame. We had a lot of talent in that class including the instructor.
The Ford flathead v8 must be the most symmetrical engine ever. Everything is on the centerline. Camshaft centered, with distributor directly driven at the front end and fuel pump cam at the other. Intake manifold symmetrical. Exhaust manifolds are mirror images. Fan belt drives paired water pumps at sides and generator above, all symmetrical. A thing of beauty.
I had a 1950 Ford coupe in 1962. Put in a '52 Merc (255 cubes) engine from a local junk yard. I paid the guy $15 and he delivered to my buddy's garage!
This is crazy. I'm building a Flathead in my garage right now. You didn't say anything about the engine using two water pumps (one for each side of the block). Also the two water pumps act as the motor mounts.
I learned the hard way to replace both water pumps at the same time, because they did double as engine mounts and you have to remove both just to get the bad one off! I think they were about 7 bucks apiece!
I love the way you go into enough detail to mesmerize us without treating us like ignorant 3rd graders. I see so many that skip a lot, either for time constraints or because they assume ( usually incorrectly) that we wouldn't understand or appreciate it. Any idiot can do a video showing only the highlights. A lot of Tubers could learn from you. THANK YOU.
Thanks for the compliment! Its is always nice to hear something positive instead of some keyboard warrior ripping me because the engine builder didn't install the cam with his pinky extended for some other imagined slight! Thanks for watching
@@TheHorsepowerMonster I just call them the way I see them. Watching your videos brings back memories to me. In the early 70s, I rebuilt a 400CID GTO engine with absolutely "0" experience and only Car magazines for guides plus a NAPA sales guy for advice. It ran like a scalded cat afterwards, to my surprise. Holly 800CFM double pumper, Cyclone headers and a Manley cam. The engine lope was a beautiful sound. I'll never forget that 1968 GTO.
I want to thank keith for the Video, he's a hell of an engine man and a machinist. I really like watching what he does thank you Keith and your brother thank you very much great job thank you
its for draining cold oil, old oil didn't have stabilizers in it and got very thick when cold, worse than honey, that large opening allowed cold oil to drain in a timely fashion.
When I was 15 years old I bought a 49 Ford 2dr Business Coupe from a neighbor down the street for $25, it didn’t run and had to push it home, didn’t tell my parents until they started asking about the car parked I front of our house. I spent the next year rebuilding the engine, putting in a new clutch, had it painted at Earl Scheib for $29 and had it running by the time I got my license! Love to have that car back, as with every other car I’ve ever sold!
Excellent write up, given the fact that you could go on about the intricacies of Flatheads for hours! I'm in the process of building a Lincoln HV-12 (the Flathead, of course) that shares similarity with the V8s. Still determining what the final configuration will be as it basically costs 2-3 times as much to make half the horsepower, but that's the price we pay to retain the Godfather of all production engines! I bought a '39 Zephyr a few weeks ago, and have decided to keep the HV-12 instead of going with a 385 Series Big Block. I figure the V-12 is something I can always swap into another car if I decide to modernize the Zephyr, and whatever I invest in the HV-12 engine will surely hold its value. No, they are not capable of gobs of power, but ya gotta figure in the "cool" factor! Hat's off to 'Ole Henry!
In about 1964 ...I was 14 I had a 41 Ford pickup. My dad was a long time mechanic and he came up with a tired 59ab engine for it. He put in new rings and thats about it. I was in flathead heaven at that time. Those flatheads have some inherent problems they were born with. They run hot and vapor lock a lot. They love to burn exhaust valves but they do have a unique and great sound to them. .Dad always adjusted the valves a bit loose to try and prevent them from burning....they clicked and clacked just a bit.
I learned to drive in my Dad's '39 Ford. I also learned not to take all the sparkplug wires off at the same time. Dad had to call a mechanic to come to our house and put the "Green Goose" back together. With a little practice, one could push start it and change from first to high w/o using the clutch. What a trip with your build! Great job! Thank you. By the way, the Ford flathead and I both made the scene in'32.
Local guy raced these motors and didn't have the $$ for the tool to adjust the lifters so they drilled holes in each lifter bore to match up with the divit on the side of the lifters drop a finish nail in the hole adjust the lifters without rotating the motor over made it like adjusting a "normal " rocker
@@loboheeler the lifter would not stay true so I used locking nuts on them this save a lot of time and effort keeping them adjusted. a pain taking the intake off to adjust the valves!
I went to vocational high school 1953-55 & worked with the flat head ford. Adjusting the valves was a lot harder than was shown with the adjustable lifters shown in this build. If we only had this some 50+ years ago - Thanks for the program - I really enjoy going back to my H.S. years - - -
Splendid video!! My first car was a '40 Ford convertible. Brings back memories of things like: the 5 bladed fan mounted on the generator pulley... lost a fan blade once at road speed and the imbalance created broke the generator bracket which then allowed the remainder of the fan/generator assembly to fall into the radiator (ouch! severe damage)... milling the flywheel down some to give faster acceleration... the availability of a fuel pump push rod extension cap to restore full stroke when things wore down... plugging the heat riser ports (made for louder exhaust) by welding pennies in the block or using shim stock... fighting the vapor lock problem due to running the added left-side tailpipe too close to the fuel line that was also on that side... running twin "Smitties" which were steel pack straight through mufflers that sounded great... And lots more things that would likely bore you to tears. I'll close by adding that the old rag top was a real "babe magnet" and well utilized by this 85 year old fart who was a 15 year old boy in 1951 and always had lots of passengers, front seat and back! Thank you Horsepower Monster! Tonight I'll dream of when 100 horsepower was a big mill, barking the tires when shifting to second proved you had the right stuff and the girls were cute as could be. ‹(•¿•)›
I love seeing old guys still getting after it. Love flatheads too. I remember when I finally thought about why pushrod engines were called overhead valve lol.
My experience with a Ford flathead is just one. A friend and I went to the Salton Sea in his 1951 Mercury. It was hat, summertime. We drove onto a deserted beach and decided to do a little fishing. The Mercury got halfway to the water when the engine quit. What to do? We were stalled in middle of nowhere. But then I remembered something about vapor lock and the flathead would start to run again after it cooled. Fifteen minutes later the engine restarted. Whew! Five minutes later it quit, still cool. Now what? Long, long story and many hours later a man came by to help us. It was dark and we were a long way from home, just teenagers, you see. We explained what had happened with the engine. He smiled, shook his head and looked under the hood. Using the plastic end of a screwdriver he banged on the carburator fuel bowl. Engine started right up. He said that a needle valve of some sort often got stuck in the up position after being on bumpy roads, which was the Salton Sea beach we were on.
I'm 74 years old so I grew up with these running around my neighborhood. I have rebuilt many 'overhead' valve engines, Ford GM, Chrysler, but never done nor seen a flathead opened up. To say i was fascinated with this video would be an understatement. What an absolutely fascinating design. Sort of amazing that this thing even ran. Thank you for this presentation. It should be achieved for future generations to view.
Good ol' Flatties, gotta love 'em! They say that when this world ends only 3 man-made machines will still be running - Flattie V8s, Chevy smallblocks and Mopar 318s, tho some say the Slant-Six will outlive them all
In 1959 I work Auto Machine Shop. We Rebuilded around 60 of these Engines for Farm Trucks. Great place to work. Also we use the best parts at that time
Totally informative. I love the way that explanation carried throughout the whole video. It made it very intriguing. That good man was a true guru..!!!
Brings back many memories. Worked in a rebuild shop for a few years, starting in 1960. Those flatheads were an integeral part of it. You missed the best part though, not letting us hear that unique unmuffled exhaust purr. Thanks, I enjoyed it all.
I was wondering about that also. It seemed to get louder off throttle as the engine was revving down. Made me a little concerned that it might be a rod journal. Generally valve train noise isn't going to change in tone on load versus off load. He mentioned in the comment below that he was using a shotgun mic. And as he said those often will accentuate high frequency noises. Generally speaking engine designs like this with the cam in the center and the valve train all in the block should be mechanically pretty quiet. Possible to that after a little bit of wearing and a valve readjustment it'll quiet up a bit. I've heard a couple of flatheads in person and when they're running they are virtually silent mechanically.
A friend of mine had a chopped 'n channelled 32 roadster with 24 stud with all the candy on it. We met him at a rod run one time, & just as he got into town the motor started to miss. After setting up camp he started diagnosing & found a cylinder with no compression. After removing the cylinder head he found a broken exhaust seat. After removing the old seat he bumped the starter to clean & check the bore & the damn thing started & idled! We were amazed! The old boy couldn't help himself, he jumped into his roadster & spent half the afternoon doing short trips round the campsite showing off his V8 that only needed 1 head to run! To my knowledge, the side valve is the only V8 capable of this feat.
