Why Ford's Flathead V8 Engine Died
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- Опубліковано 1 тра 2018
- How Ford's Flathead V8 Engine Works, And Why It Disappeared
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Ford Flathead V8 Engine Model:
www.thingiverse.com/thing:253...
In 1932 Ford introduced the mass market to V8 engines, sticking a 3.6L flathead V8 producing a terrifying 65 horsepower in the Model 18. The engine lived on until 1953, until being finally replaced in 1954.
What was so special about the flathead V8? Mostly the simplicity of the design. Instead of complicated cylinder heads, they were now simply a single piece of relatively flat metal (flat head). This drove the cost of the engine down, allowing it to be built and sold on a larger scale.
The challenge, however, is that the engine suffered from poor airflow, especially at high RPM. In this video we'll discuss the valvetrain, and how the flathead design impedes airflow for high revving, high power engines. Not only was airflow a challenge, but the compression ratio was difficult to increase without further restrictions on airflow. Ultimately, improved technologies replaced the flathead in 1954.
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Well no wonder it only made 60 hp. Look how small it is
For all those not understanding the born in 1953 comment:
Engineering needs to explain how he was born in 1953? Have you sniffing the Tesla car fumes again?
As for low compression and inefficiency, one should recall that when this engine was developed, gasoline had an octane rating of about 50. Raising the CR got you nothing but detonation. Phillips 66 took its name for a reason: a big leap in octane rating, all the way to 66.
that 1953 joke made me laugh good job grey haired jason
The most impressive thing about this engine is how silently it runs! And the next most impressive thing is how it stays running even with the cylinder head removed and the carbs removed...
You missed the most fascinating feature of the engine: The single cast v-8 block was an enormous engineering feat in 1930. Henry Ford literally bet the farm on it. He also put a lot of decent people under unnecessary stress trying to figure that out. He idled the plants several times to focus on the v-8 development.
He's 65. He bathes in 10W40 every day for 3 hours.
It would have made more power if it wasn’t made of plastic.
My first car was a '50 Fordor Custom. My dad and uncles all had flatties from 1932 on. They were obsolete by 1949. Mine was 100 HP, and had all the usual flattie problems. One thing you didn't mention was the Ford flattie V8's penchant to overheat. The reason was simple... the damned exhaust ports go right through the water jacket! Siamesing the middle cylinders' exhausts into a single port didn't help breathing, either, and only 3 main bearings didn't bode well for longevity. At best, my '50 got 14 MPG around town and 16 on the road. My '55 Olds w/Hydra-Matic got 17 around town and 22 on the road...with almost twice the horsepower available.
My first car was a 1950 Ford with the flat head V8 three on the tree, she was a sweetheart. Dad bought it for me, it had been in a front end collision so he got it for 20 bucks back then. He brought it home and told me I could have it after I fixed it up. I think it took me and my buddy about three days to find a front clip out at the City Dump grounds (they were open to the public back then and there were stacks of cars to pick from). Man the stories I could tell about that old car, sadly one day my cousin who pumped gas urged me to spin the tires, so i revved her up and popped the clutch, tore out low and reverse! When dad found out what I had done, he gave the car to my uncle and told me that when I had saved enough money from working on farms and such I could buy myself a car, perhaps then I would learn to take care of them. the old 50 went to my Uncle's farm, the engine came out and went into his farm truck, and the body became a damn chicken coup!
I have now finally found a reason to genuinely want a 3D printer
Now, if a 3-cylinder engine makes 65hp, it's considered on the weak side.
I've always felt that the Flathead is an excellent engine for performance builds. The inherently low compression ratio makes it well suited for turbocharging. And forced induction also largely mitigates all the aid flow issues. That the intake and exhaust ports are on the same side of the head is also beneficial for turbocharging as this greatly reduces the distance the exhaust gasses must travel before work is extracted to operate the turbine. With properly reworked heads to support direct injection and some veins for air flow control an improved swirl effect can greatly improve combustion efficiency.
Wait. This guy is 65??? Get the F out of here!!!
He has the heart of a young boy!
youre 65? lol
After all these years, I always assumed that the center exhaust port was really inefficient. Now I understand that the two cylinders shared it independently.