221-239-255 Flathead Engine Block Identification Version 2

[38 coupe]

1932

Identification of Ford Flathead V8 engines has to start at the beginning, with 1932 motors. Almost everything in the 1932 engines are at best one year only parts. Most of the parts were revised several time during the 1932 model year production. Henry decided to introduce the V8 before it was really developed so the public became the testing crew. This wasn’t a great idea as there were numerous problems with the early cars, mostly related to the engine. Rather than provide an incomplete version of the story I’ll direct you to other very good sources: The 1932 Ford Book (2 volumes) by David Rehor, articles on the subject by Dave Cole in the V8 Times, and The Early Ford V8 as Henry Built It by Edward P. Francis and George DeAngelis.

Features of the 1932 Ford V8 engine blocks common to all the 221-239-255 Ford flathead V8s are:

• Flathead design
• 90 degree motor (90 degree angle between the cylinder banks)
• The cylinder bores do not line up with the main bearing center-line, which occasionally causes confusion (Desaxe principle)
• There are eight intake ports, one per cylinder exiting in the top center of the engine
• There are six exhaust ports exiting on the outside of the engine, with the center cylinders on each bank sharing a port
• The crankshaft runs in three main bearings
• The camshaft has three bearing journals located above the crankshaft main bearings
• Valves are 1.5 inches head diameter

This list of features is more extensive than for the later engines since many of the features continued to multiple years of Ford flathead V8 221-239-255 production:

• The water drain ports are vertical
• 21 studs retain each cylinder head
• Water pumps are in the front of the cylinder heads
• There is no crankcase ventilation
• The front face of the block is smooth
• Approximately 221 cubic inches
  • 3 1/16 inch bore
  • 3 ¾ inch stroke
• 1932 blocks do not have cam bearing inserts, the cams run directly in the machined cast iron of the block
• The main bearing caps are retained by main bolts, with the bolt heads accessible inside the valve chamber (main bolts being similar to Model T and Model A design)
• 1932 camshafts are made from forgings
• 1932 crankshafts are made from forgings
• The crankshaft has a very short “snout” sticking out in front of the timing cover, just long enough to install a fan belt drive pulley
• The crankshaft is 24.47 inches overall length
• The rod bearings are floating inserts (one insert per throw serving two rods) with a journal diameter 1.998-1.999 inches
• There is no rear seal surface on the crankshaft, a “slinger” is used for rear main bearing oil control
• Hard valve seats are installed for both intake and exhaust valves
• The top of the block between the intake ports and the cylinder banks is machined flat
• 1932 main bearings are poured Babbitt with a journal diameter 1.998-1.999 inches
• The exhaust ports are raised compared to the outer wall of the water jacket
• Oil pressure is controlled by a relief valve in the front of the valve chamber, with the bypass oil aiding in lubricate the timing gears (no pressure relief valve in the oil pump)
• The bell housing is cast onto the cylinder block
• The block above the timing gear opening is straight so that a pencil will rest there
• There are core plugs in the oil pan rail (used to remove casting sand in the water passages from the manufacturing process)
• The center water hole in each deck is an upside down keystone shape
• The bottom center water hole in each deck is an upside down keystone shape

From that list, the two features of the 1932 blocks that can quickly be used for identification are:

• The water drains are straight down
• The front of the block is flat with no has recessed areas between the water inlets and the timing gear

Here is production V8 engine #1 (prototype engine 243 that was run down the assembly line so Ford could officially start production of V8 cars), as displayed in the Henry Ford Museum.


This picture shows many of the features of a 1932 V8 block. Note the three main bearings, cast in bell housing, core plugs in the oil pan rails, “raised” exhaust ports, straight water drain ports, flat front of the block from water inlet to timing gear opening, and no place to install water pumps.


This picture shows the crankcase area and main bearing caps on a 1932 block. Note the lack of any crankcase ventilation. The main bearing bolts can be seen to the left of the block.


Here is a different view of the crankcase area and main bearing caps for a 1932 block. The tube coming off the rear man bearing cap is the oil return from the crankshaft slinger.


This picture shows the cylinder deck and intake surface of a 1932 block, which looks similar to the other 221-239-255 blocks. Note the 21 studs, easily differentiated from later blocks since there is a stud directly below each cylinder. Also note the upside down keystone water passages in the center and bottom of the middle of the deck.


This picture shows the valley of a 1932 block. Note the holes for main bearing bolts, the fuel pump push rod boss on the left, the oil galley tube down the middle from left to right, and the hex plug on the right covering the oil pressure relief valve. Also note there are no passages for crankcase ventilation.


This picture shows the front of a 1932 engine. The short crankshaft is apparent with the crank pulley retaining bolt flush with the crank pulley. Note the motor mounts and water inlets. These bolt hole positions stayed for the duration of 221-239-255 engine production. The water inlet bolt positions created an interesting, and unfortunate, situation later when water pumps were added to the front of the blocks starting in 1937.