I am 73 years old. The bill for bringing me into the world was paid for by my father rebuilding Ford flat heads at a Central Pa. Ford dealer. He had it set up with a local bank to finance the overhaul using the value in the car. That was in 1950s. He disliked adjustable lifters and never used them. He said you could hear if the engine had adjustable ones. I remember my Mother in 1947 SUPER DELUXE at stop sign telling us kids to be silent so she could HEAR if the engine was running.
I've been turning wrenches for 30 years and I have the upmost respect for this older guy here. I can tell he really knows these old engines. Amazing Wealth of knowledge right there. 👍👍
I have learned more in the first fifteen minutes of this film than I have in years of asking questions. This fella is an absolute gem! I have a nice running flathead that I want to put a bigger cam in and now I am confident that I can do it without removing the valves! Thanks for this video!
Let's face it...technology has taken over years ago but if it wasn't for men like this with the foundation of the mechanical aspects totally mastered we would be nowhere! He is a treasure and deserves all the respect in the world! The best part is that you can see that he loves what he is doing And sharing it with the world. Keep this guy and his videos coming!
Thank you, Jeff, I certainly agree with you about Ed’s hard work and then being generous to be willing to share what he’s learned. I’ll keep them coming as long as he’s willing to sit down with me!
At this level, internal combustion engines are largely similar. Overhead or flathead, lapping valves is pretty much exactly the same.process. Even on a small engine like a lawnmower engine. On ALL older engines with distributors, the rough timing is exactly the same, (to make sure it's not 180⁰ out of phase, like in his first story). The wooden dowel pin trick, and relieving the block, for instance, don't apply to more modern, overhead valve engines.
Wow, great video. At 70 years old, I have only worked on one flathead V8. Very unique sound. And yes, if the valves hit the pistons on that engine, you have big problems!!!
What a awesome wealth of knowledge. I don't personally work with flat heads and likely won't but I think that there is always something to learn that will apply to something else. Thank you!
I wonder if Ed ever watches to see if he’s followed home. His lifetime of “experience” is most valuable. Y’all better take notes, Ya never know when you’ll need a bit of good ol fashion “horse sence” thanks Ed, very kind of you to share with us your lifetime of knowledge 👍❤️
I think we should start making more Flat-head/side valve engines. The engine I have in my van is a common rail diesel- you can't service that yourself. We need to become more self reliant. Simpler engine that are reliable and serviceable is key to independence. 2 years ago my 3.2Ltr diesel Ranger stripped the pistons, because a hole in the coolant hose, that pumped the coolant out on the highway as I was driving. $10,000 USD later I had a rebuilt engine.
Thank you Ed and Barry. This is wonderful. Thinking of driving all the way to Phoenix to bring you my V8-60 to tune up and break in before I put in the car.
I found your channel yesterday, and today I learned the use of some of my Dad's tools! My Dad was a Ford man and had most of the same tools shown today. I think he would have killed for those magnetic value keeper installer! I knew the adjustable lifters came out of a tractor, but not which one! I think (not positive) my Dad ground the entire bottom threaded portion off of the adjuster and used a center punch in the upper until the adjuster dragged enough CEO it would not move after it was installed! I am going to recommend your channel to my Grand nephew today!
I'm 75 and started working on cars as a teenager.....I never worked on Flathead Ford engines that I can recall. By the time I was driving they were not really out there much. I can only recall one friend had one in high school. I know they were tough to work on because of that vale train arrangement. Ed's one very smart and knowledgeable man....sharp as can be! Experience counts !!
Thanks for sharing all the tips and tricks. I've worked on a few flatheads and shown them in my own videos. I have also used a lever down the inlet ports to push the valves down and this is the first time I have ever seen anyone else acknowledge the method. The screw in the lifters is a tricky one. If you have one that is too loose you can crush the screw lengthwise as that is how they produced the tight thread in the first place. You do need both parts of the thread in the thread in the lifter for it to remain tight. Once again, thanks for showing some real in depth flathead content, lots of it just gets glossed over. All the best, Mart in England.
With the tranny out for new synchros on my ‘51 ford f1 8ba flathead, I elected to pull the clutch & flywheel for replacement of the disc & pressure plate plus flywheel surfacing, not due to any clutch slippage performance wise, but because that’s how I roll doing complete repairs. What followed was replacement of three sets of rebuilt clutch sets from reputable vendors and experiencing horrible chatter with each installation. An extremely frustrating and laborious process as you can understand. Finally, after weeks of installing & removing those slipshod off the shelf rebuilds, my machine shop directed me to a builder in south San Diego who built me a professionally fabricated clutch resulting in a smooth operation and no more chatter. Lesson learned in my situation was avoid the vendors and work directly with a competent shop specializing in clutches. If you can find one. I was fortunate for the referral my long-time machine shop provided me with. And plenty of patience. Thanks for this extraordinarily great tutorial. Where is this shop?
Flathead hot head lol...Another gem of a guy ..super interesting clip Barry👍👍👍 Funny how many ideas we'd consider cutting edge are old as the hills....triple angle valve job in the20's or 30's????lol Like I say..we're standing on the shoulders of giants...
You know what, you are right, Lou! It’s part of the fascination for me, I can’t believe how far back some of the engineering ideas go and I guess it’s the PR department of modern car companies that try to convince us everything isso new!
Great video! I bet this guy forgot more than other mechanics will ever learn :) and the engine is beautiful, probably this work costs more than an average car
Just so you know UA-cam sent me your channel I'm loving it and subscribed immediately I do know where a Lincoln Zephyr V12 is just sitting four-door though and I have a 1942 Ford staff car it's been sitting in the bushes for years and want to work on it and bring it back
Absolute wonderful old gentleman! This kind of experience and knowledge, you can't buy at any price. The only thing I would dare ask is how do you lock those tappets, when the bolt now moves more freely? From what I gather most people drill holes in the block seats to hold with a rod whilst adjusting, and the sheer difficulty of adjusting the bolt is to maintain that adjustment. 'Modern' tappet adjustments have a locking screw/bolt for this purpose. Just asking :)
Still curious how assembly line workers were able to install the valves at the speed of production let alone be able to machine the parts so everything was in spec. I was able to meet Don Sullivan who was one of the original Ford flathead designers while working as a prototype engine mechanic at Ford but never thought about flatheads until many years after he passed.
I have no idea but would postulate the engines were assembled on a different line or lines to account for the difference of time needed…? And thanks for sharing about Don Sullivan. Some make fun of the flathead and maybe it was getting ‘old’ by the mid ‘50’s but when it came out it was amazing!
G'day there, I remember seeing a FORD factory film, and yes the engines were complete when arriving at the assembly line from the Engine Department. Cheers and kind regards. Malcolm. (vintage 1942) @BarryTsGarage
i would like some info on the shop Name Ed works at. impossible to find someone with this kind of knowledge to build your Flathead V8. I have one i need built
I have 1947 flat head it has distributor front engine. I like to know more about engine oil pump conversion. also want type oil use engine after overhaul. In your you tube were buy life for this engine. Really enjoy you take about value adjusting .were found tool put lock back on value stem? What make tool out the for intake value? Want charge to do complete overhaul on 1947 engine?
I have a 239 flathead 8ba that has been sitting for several years and the engine is free and spins over great but cylinder 1 and cylinder 8 both have stuck open intake valves. How can I free up these valves without pulling the heads?
Always wanted a flathead and recently acquired a '50 Mercury with 8CM heads. It had a broken valve and in the process of replacing it, I noted the valve spring was really stiff. Is this a cause of concern? Even with a valve spring tool it was a bear to compress.
I had a '50 Custom with the 239, 100 HP. You MUST have those special tools to do flattie valves. Johnson adjustable tappets are a must-have. Although legendary, the Ford flatties were NOT great engines.
Hi Ed , I have a 239 flathead that I can not put the fuel pump pushrod back into the port. Same cam new bearings installed by a builder .I am using the same pushrod. The bearing is aligned but it looks like the opening in the cam bearing is to small. Any ideas. Fred
@BarryT’sGarage I was talking to John not too long ago and we were discussing his old racing and speedshop days in AZ. I asked him if he knew Ed. That opened an interesting discussion to say the least!
The over bore is for a reason first of all bigger piston makes more power, second is the cylinder walls are so thick that they don't heat transfer, the thinner cylinder walls will help in the overheating, hope that helps
There is no reason to turn the camshaft so many times when you can turn the engine one revolution one time to set all valves. I cut my teeth on flathead fords & i have the chart that tells you how to do that. I've used it many times before adjustable lifters were available. We ground the ends of the valves to set the clearance,: pretty fast when you could set one third of the valves at the same time.
I did my flathead with all stock parts, it takes some time to fit valve clearance when using different valves than were in it. To me an interesting note is caterpillar 2 cylinder opposed starting engine has valve guides held in place with clips just like flathead V8 Ford.
Father n law dropped his flathead off for a cleaning and magnaflux, wanted an estimate on repairs if needed, $6000 later he found out it needed to be bored, crank turned, and new valve train, he's not impressed, it's not as cheap as a SBC to play with, he would have guessed 2 grand at most, i laughed
No, none of this is inexpensive anywhere anymore… Ed has been complaining about how expensive just a set of bearings is now, I think $600-800. That’s just the bearings!
Erroneous info on the oil filters! They were by-pass units and used a tiny orifice to meter oil flow through the filter so oil pressure was not lost by an empty filter. Plus, that orifice was near the top of the filter so all the oil never drained down into the pan! By the way, Red's Headers is in California, not back east.
This man is a genius on these engines, learned more in five minutes than I thought possible.
This man is an absolute gem a wealth of knowledge.
I am 73 years old. The bill for bringing me into the world was paid for by my father rebuilding Ford flat heads at a Central Pa. Ford dealer. He had it set up with a local bank to finance the overhaul using the value in the car. That was in 1950s. He disliked adjustable lifters and never used them. He said you could hear if the engine had adjustable ones. I remember my Mother in 1947 SUPER DELUXE at stop sign telling us kids to be silent so she could HEAR if the engine was running.
My folks paid Dr. Larson $50 in 1950.👍
In the UK it wouldn't have cost your father any money to bring you into this world.
I like watching his hands. You can see the years of muscle memory at work.
I am a 85 year old man and I still love the things I see and learn from Ed and his knowledge
of engines , Keep on trucking on those V 8.
Thanks 👍
I've been turning wrenches for 30 years and I have the upmost respect for this older guy here. I can tell he really knows these old engines. Amazing Wealth of knowledge right there. 👍👍
Thank you, Nathan, and I’m glad to have you join us!
Ed Smith is a Genius in mechanical engineering
👍🙏🙏
I have learned more in the first fifteen minutes of this film than I have in years of asking questions. This fella is an absolute gem! I have a nice running flathead that I want to put a bigger cam in and now I am confident that I can do it without removing the valves! Thanks for this video!
Glad it was helpful!
I love hearing somebody who really really knows what he's talking about and this guy does.
Man I wish I had a dad or grandpa that would have taught me what he knows. These guys are amazing and an absolute wealth of knowledge.
Very nice of ed to keep everyone informed of his tricks and experiences on these old engines. Thanks Ed and barry
Thank you, I’ll pass that on to Ed!
This guy is a gem, they broke the mold with him. I am on my second flathead now and this is stupid helpful! Thank you so much!
Great!!👍
This guy is so knowledgable and good humored, he's the kind of guy that every mechanic should learn from.
Now there's a man worth knowing if you need an engine rebuilt. What a great guy!
He is 👍
Dear sir. Thank you for your time and wisdom. Generations to come and I will still be thanking you for your knowledge!
And Thank you so much for being part of the channel!
I like those freeze plugs in the crossover passages. I used '49 wheat pennies in my '49 8BA
Let's face it...technology has taken over years ago but if it wasn't for men like this with the foundation of the mechanical aspects totally mastered we would be nowhere! He is a treasure and deserves all the respect in the world! The best part is that you can see that he loves what he is doing And sharing it with the world. Keep this guy and his videos coming!
Thank you, Jeff, I certainly agree with you about Ed’s hard work and then being generous to be willing to share what he’s learned. I’ll keep them coming as long as he’s willing to sit down with me!
At this level, internal combustion engines are largely similar. Overhead or flathead, lapping valves is pretty much exactly the same.process. Even on a small engine like a lawnmower engine.
On ALL older engines with distributors, the rough timing is exactly the same, (to make sure it's not 180⁰ out of phase, like in his first story).
The wooden dowel pin trick, and relieving the block, for instance, don't apply to more modern, overhead valve engines.
Wow, great video. At 70 years old, I have only worked on one flathead V8. Very unique sound. And yes, if the valves hit the pistons on that engine, you have big problems!!!
Haha REALLY BIG problems! 😂
Thanks for recording all those years of knowledge, what a jewel...
You bet!
What a awesome wealth of knowledge. I don't personally work with flat heads and likely won't but I think that there is always something to learn that will apply to something else. Thank you!
You’re welcome! Glad you enjoyed it.
I run a flathead in my very old speedboat build 1947 🥳
WONDERFUL
Totaly corect way to educate . No braging -no ' lm the best in the world'- fellow taking to much ! Like stuff like this !
You mean he is not David Vizarding it!
Wow, some serious gems in there. I am getting ready to do some Flathead Ford content and Ed's tips and tricks will certainly help.
Fantastic 👍
I wonder if Ed ever watches to see if he’s followed home. His lifetime of “experience” is most valuable. Y’all better take notes, Ya never know when you’ll need a bit of good ol fashion “horse sence” thanks Ed, very kind of you to share with us your lifetime of knowledge 👍❤️
Notmanyaroundflatsorflatheadmàchànics❤❤😂🎉 0:00
This guy is a treasure! He is really willing to share his knowledge. Great!
I agree
I wish I had seen this before I installed my lifters. Cool idea about sticking dowel rods under the valves to get the cam out.
Still glad to have you along here! Thank you
I think we should start making more Flat-head/side valve engines. The engine I have in my van is a common rail diesel- you can't service that yourself. We need to become more self reliant. Simpler engine that are reliable and serviceable is key to independence.
2 years ago my 3.2Ltr diesel Ranger stripped the pistons, because a hole in the coolant hose, that pumped the coolant out on the highway as I was driving. $10,000 USD later I had a rebuilt engine.
Wish his shop was in my town!!
Nothing sounds better than a ford Flathead V8
This is the most helpful flathead video on youtube.
Wow thanks!!🙏
Thank you Ed and Barry. This is wonderful. Thinking of driving all the way to Phoenix to bring you my V8-60 to tune up and break in before I put in the car.
I could listen to him all day.
I found your channel yesterday, and today I learned the use of some of my Dad's tools! My Dad was a Ford man and had most of the same tools shown today. I think he would have killed for those magnetic value keeper installer!
I knew the adjustable lifters came out of a tractor, but not which one!
I think (not positive) my Dad ground the entire bottom threaded portion off of the adjuster and used a center punch in the upper until the adjuster dragged enough CEO it would not move after it was installed!
I am going to recommend your channel to my Grand nephew today!
Wonderful! So glad to have you along!
Barry thanks so much for documenting this treasure of hot rod knowledge, Ed Smith!
It’s my pleasure, I’m really enjoying getting to know Ed and I always learn something when I’m around him!
I'm 75 and started working on cars as a teenager.....I never worked on Flathead Ford engines that I can recall. By the time I was driving they were not really out there much. I can only recall one friend had one in high school. I know they were tough to work on because of that vale train arrangement. Ed's one very smart and knowledgeable man....sharp as can be! Experience counts !!
This man has some great ideas and knowledge of the flat head motor someone please learn as much as possible from this man before we lose him
What a legend, reminds of my apprenticeship back in the seventies having the old guy's showing me the correct way to do it.👍
Thank you - I agree. I hope to bring more of him
Thank you from Bangkok,,,,, l love your job, very nice❤
So nice of you
Thanks for sharing all the tips and tricks. I've worked on a few flatheads and shown them in my own videos. I have also used a lever down the inlet ports to push the valves down and this is the first time I have ever seen anyone else acknowledge the method. The screw in the lifters is a tricky one. If you have one that is too loose you can crush the screw lengthwise as that is how they produced the tight thread in the first place. You do need both parts of the thread in the thread in the lifter for it to remain tight. Once again, thanks for showing some real in depth flathead content, lots of it just gets glossed over. All the best, Mart in England.
Thank you, Mart, seems like you know, a few tricks yourself! Thanks for joining in the fun…
It’s great to have short cuts and the ways one has learned from many years of working on the flatheads
Many ways that have been lost from not sharing
Very true!
I've used those "Johnson" keys with absolutely NO problems...
Great info on the lifter. I had the same issue. Now I know why…thanks
👍👍
Excellent tricks of the trade information. I'm going to fab up one of those bars for pushing the intake guide down.
Great!
Thanks guys, that’s some of the best advice I’ve seen, keep up the good work.
Thanks, will do!
Man you are awesome Mr.smith
👍🙏
Thanks
Very informative, thankyou.
Glad it was helpful!
With the tranny out for new synchros on my ‘51 ford f1 8ba flathead, I elected to pull the clutch & flywheel for replacement of the disc & pressure plate plus flywheel surfacing, not due to any clutch slippage performance wise, but because that’s how I roll doing complete repairs. What followed was replacement of three sets of rebuilt clutch sets from reputable vendors and experiencing horrible chatter with each installation. An extremely frustrating and laborious process as you can understand. Finally, after weeks of installing & removing those slipshod off the shelf rebuilds, my machine shop directed me to a builder in south San Diego who built me a professionally fabricated clutch resulting in a smooth operation and no more chatter. Lesson learned in my situation was avoid the vendors and work directly with a competent shop specializing in clutches. If you can find one. I was fortunate for the referral my long-time machine shop provided me with. And plenty of patience. Thanks for this extraordinarily great tutorial. Where is this shop?
Ed is semi retired now, but his son has a rebuilding shop called five star engines in Glendale Arizona
Thanks!
Wow I appreciate that so much, James!
Flathead hot head lol...Another gem of a guy
..super interesting clip Barry👍👍👍
Funny how many ideas we'd consider cutting edge are old as the hills....triple angle valve job in the20's or 30's????lol
Like I say..we're standing on the shoulders of giants...
You know what, you are right, Lou! It’s part of the fascination for me, I can’t believe how far back some of the engineering ideas go and I guess it’s the PR department of modern car companies that try to convince us everything isso new!
Love the video thanks
Glad you enjoyed it!
Great video! I bet this guy forgot more than other mechanics will ever learn :) and the engine is beautiful, probably this work costs more than an average car
Yes, Ed seems to just “spill” info as a natural conversation. Thank you very much!
Just so you know UA-cam sent me your channel I'm loving it and subscribed immediately I do know where a Lincoln Zephyr V12 is just sitting four-door though and I have a 1942 Ford staff car it's been sitting in the bushes for years and want to work on it and bring it back
I’m glad to hear it! Sounds like you should get to work on it! Thanks for joining in, Chuck.
I don’t know, I imagine even if parts don’t interchange there would be a lot of methods that would…
Awsome video ,,,,, I seen a model A block in the background,,,, can he fix them to take insert bearings ,,,, or re pour the babbitt bearings
He’s not a fan of babbitt so setting them up for inserts will be the choice…
Thanks for your comment!
Be nice to see a video for this guy once a week he's on real
Thanks! I’ve been trying to talk Ed into that… He always “has too much work to do…”. Will keep trying.
Split keepers, for valve ends.
I'm inexperienced wishing I knew this stuff long time ago although I don't know why.
More Ed Smith please. See if you can do a whole series of him, building a flat beginning to end the whole machining process.
Thank you for that suggestion we’ll see what we can do!
@@BarryTsGarage thank you Barry.
I would like to get more detailed information on the oil pump/pan modification for full filtration.
I’ll see what I can learn in a few weeks… Everybody happens to be traveling at the moment
Absolute wonderful old gentleman! This kind of experience and knowledge, you can't buy at any price. The only thing I would dare ask is how do you lock those tappets, when the bolt now moves more freely? From what I gather most people drill holes in the block seats to hold with a rod whilst adjusting, and the sheer difficulty of adjusting the bolt is to maintain that adjustment. 'Modern' tappet adjustments have a locking screw/bolt for this purpose. Just asking :)
Still curious how assembly line workers were able to install the valves at the speed of production let alone be able to machine the parts so everything was in spec. I was able to meet Don Sullivan who was one of the original Ford flathead designers while working as a prototype engine mechanic at Ford but never thought about flatheads until many years after he passed.
I have no idea but would postulate the engines were assembled on a different line or lines to account for the difference of time needed…?
And thanks for sharing about Don Sullivan. Some make fun of the flathead and maybe it was getting ‘old’ by the mid ‘50’s but when it came out it was amazing!
G'day there,
I remember seeing a FORD factory film, and yes the engines were complete when arriving at the assembly line from the Engine Department.
Cheers and kind regards.
Malcolm. (vintage 1942)
@BarryTsGarage
Thanks for all your information. What are the differences in the early 221 ci engine and the later 239 ci engines? Thanks!
I’ll ask Ed
Great job. Thank you.
I appreciate that 🙏
i would like some info on the shop Name Ed works at. impossible to find someone with this kind of knowledge to build your Flathead V8. I have one i need built
You can try Five Star Engines in Phoenix AZ but Ed is mostly retired.
Great tips!
Thanks, glad you got something from it!
Hey Barry , I would like to know more about the flywheel change on the flat head . Thanks Dwayne
You got it I will ask Ed in an upcoming episode
I have 1947 flat head it has distributor front engine. I like to know more about engine oil pump conversion. also want type oil use engine after overhaul. In your you tube were buy life for this engine. Really enjoy you take about value adjusting .were found tool put lock back on value stem? What make tool out the for intake value? Want charge to do complete overhaul on 1947 engine?
Nice trick
Reds headers is in Northern California near Ukiah. Reds has his own small airport there.
Yup - Ed likes them.
I have a 42 Ford flathead 6 I wonder if he has tips for that too
I’ll try to ask him
@@BarryTsGarage that's really nice of you
I have a 239 flathead 8ba that has been sitting for several years and the engine is free and spins over great but cylinder 1 and cylinder 8 both have stuck open intake valves. How can I free up these valves without pulling the heads?
So a flathead V8 rebuild requires that you drink at least 3 beers for materials.. awesome.
🤣🤣
What size hole does he drill?
I will ask…
Always wanted a flathead and recently acquired a '50 Mercury with 8CM heads. It had a broken valve and in the process of replacing it, I noted the valve spring was really stiff. Is this a cause of concern? Even with a valve spring tool it was a bear to compress.
Great question - I’ll ask Ed 👍
I wonder where this guy shop is is I'm from Connecticut
He’s in Glendale (Phoenix) AZ. Thanks!
I had a '50 Custom with the 239, 100 HP. You MUST have those special tools to do flattie valves. Johnson adjustable tappets are a must-have. Although legendary, the Ford flatties were NOT great engines.
I wouldn’t argue with you, thank you for chiming in…
So, is Ed advocating replacing the camshaft and reusing the old undamaged lifters? I'd like to know...seriously.
No. He is demonstrating how you could change a cam easily if for example you have a new build but decide you want a different cam profile.
Hi Ed , I have a 239 flathead that I can not put the fuel pump pushrod back into the port. Same cam new bearings installed by a builder .I am using the same pushrod. The bearing is aligned but it looks like the opening in the cam bearing is to small. Any ideas. Fred
😎👍😎
What if you have an early flathead V8 with mushroom valve stems?
Yeah, we’re just starting to put some videos together about those…
I have a ring compressor like that
Don't lose it!
Ask Ed if he remembers John Lane...
Will do!
He said of course he does!
@BarryT’sGarage I was talking to John not too long ago and we were discussing his old racing and speedshop days in AZ. I asked him if he knew Ed. That opened an interesting discussion to say the least!
@@johnbeyl3892 I love it!
Why did Ford stop making Engines using Full Floating connecting rod bearings after the 59AB --cost ?
Cost is always my first guess
Assembling these engines can be a challenge, but disassembling these these 70 year old sludge up rusted up seized up engines is where the fun begins..
Right?? 👍👍
Did you catch that this block is bored .100 over??
True! Apparently the ford flathead can even handle a .125 over!
The over bore is for a reason first of all bigger piston makes more power, second is the cylinder walls are so thick that they don't heat transfer, the thinner cylinder walls will help in the overheating, hope that helps
Are you guys in Phoenix?
Ayes
@@BarryTsGarage My mother knows Ed. Lol
There is no reason to turn the camshaft so many times when you can turn the engine one revolution one time to set all valves. I cut my teeth on flathead fords & i have the chart that tells you how to do that. I've used it many times before adjustable lifters were available. We ground the ends of the valves to set the clearance,: pretty fast when you could set one third of the valves at the same time.
I did my flathead with all stock parts, it takes some time to fit valve clearance when using different valves than were in it. To me an interesting note is caterpillar 2 cylinder opposed starting engine has valve guides held in place with clips just like flathead V8 Ford.
Lifters are Ford tractor
Father n law dropped his flathead off for a cleaning and magnaflux, wanted an estimate on repairs if needed, $6000 later he found out it needed to be bored, crank turned, and new valve train, he's not impressed, it's not as cheap as a SBC to play with, he would have guessed 2 grand at most, i laughed
No, none of this is inexpensive anywhere anymore… Ed has been complaining about how expensive just a set of bearings is now, I think $600-800. That’s just the bearings!
Hmmmmm, its not relieved. My lifter bosses are cut down.
haha
The other guy should hush up
I know I need to curb my enthusiasm! Thanks for watching
Erroneous info on the oil filters! They were by-pass units and used a tiny orifice to meter oil flow through the filter so oil pressure was not lost by an empty filter. Plus, that orifice was near the top of the filter so all the oil never drained down into the pan! By the way, Red's Headers is in California, not back east.
Thanks for your input!