MLU FORUM - 1941 f8

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This is the winter project, a fairly complete f8,just missing a box.
I was wondering what the small back window is all about ?

Anthony

They had a canvas speaking tube that hooked on those twist fasteners and went to the rear compartment.

Well done Anthony...

good to see a 800 cwt going to a good Canadian MLU home. I tried my darnest to talk Ernie out of those bloody 13 inch rims, but good on him he stuck to his guns and they stayed with your truck. Get yer done! Cheers Rob

If you don't mind Anthony I will add a clearer shot of your data plate for people here keeping track of the registry.

Anthony,
Gordon Piro in Yellowknife has a good 1B1 box that's right for your Cab 12. It's a long ways up there but it would be a good excuse for a summer road trip. I know because I did it a couple of summers ago. Here's a couple of pix I took of it in the back of an F15A.

Quote:

Originally Posted by cletrac (Post 137750)

Anthony,
Here's a couple of pix I took of it in the back of an F15A.

Hi,
The F15A look to have a under water Doghousedo you have more pic of the truck???? :eek:

Is this the right fuel tank set up for a wire less body,
There is a fuel selector valve on the floor.Looks like there was a tank on both sides at one time.
Anthony

Hi Anthony

My F8 is serial 21435 (340 behind yours) and my engine number is 45176 (799 behind yours). My date is 11/7/41 which I assume is 7th Nov 41 only a few days behind yours. Wonder if the serial numbers were in sequence for all Ford CMP's not just the F8's in which case 340 in five days might be reasonable.

Interesting that yours has the FFW speaker tube cut-out in the cab and mine doesnt. So did they make this cab mod for the FFW only?

My truck is also C/D 98.

Cheers
David
Kingston

Anthony
Now that I see your pictures, your truck does not have the FFW speaker tube cut out. I was puzzled if it did have because there was less reason for one with the long box which yours would have had ( along with TWO fuel side tanks) than with the short box FFW which had a long gap between the cab and the rear box. Not sure if the rear window insert is original or not - mine doesn't have it.

I see that someone moved your door handles down quite a bit!

David

Anthony,
Since you're quite new to the forum, here's a few threads on the 8 cwts that should help you out.
8 cwt pictures
C8 data plate

Starting with the Acme 4 spd

Thought Id do up the trans. luckly it came with a 1948 spare I had to use some shafts and needle bearings. Found the tail bearing and seal on the shelf at my parts store.
Does anyone know what color the shifter should be, looks like the whole top plate and shifter may have been a body color.
Does anyone know where the compressor hose runs to?

engine ready to go

Thought id show some progress , this is a 1948 rebuilt flathead , but transmission is the original to the truck .
Does any one know why this modern engine wont work in this truck ?
Anthony

Quote:

Originally Posted by ahleeds (Post 140068)

Thought id show some progress , this is a 1948 rebuilt flathead , but transmission is the original to the truck .
Does any one know why this modern engine wont work in this truck ?
Anthony

Hi Anthony.
I don't know why it would not work..as long as the bell housings fit and the splines all match up you should be ok.
Here is some additional info that may be useful to you..

Quote:

Middle Years V8: 1938 to 1948

1946-48 (59A style) pictured above
In 1938 Ford made new changes to the flathead V8, the most obvious change being the use of 24 studs per head instead of 21 as previously used. The engine underwent various other changes as years passed.

In 1939 when the Mercury car line was introduced, the engine's cylinder bore was opened up for a larger displacement in the Mercury car. Changes to the distributor occurred in 1942 and again in 1946.

The cooling fan was driven by its own v-belt beginning with 1942 models. The engine continued to be cast with the upper bell housing integral with the cylinder block assembly. In the post-war production both Ford and Mercury versions had the larger bore (3-3/16").

Water outlets were in the top center of each cylinder head for all 1938 to 48 motors. Water pumps were mounted in the lower front corners of all blocks from this era, and doubled as the front motor mounting pad.

Year Displacement
(Cubic Inches) Bore & Stroke
(Inches) Maximum Brake HP Compression Head Studs Notes
1938 Ford 221 3.0625 x 3.750 85 6.20:1 24 1,4
1939 Ford 221 3.0625 x 3.750 85 6.20:1 24 1,4
1939 Mercury 239 3.1875 x 3.750 95 6.30:1 24 1,4
1940 Ford 221 3.0625 x 3.750 85 6.20:1 24 1,4
1940 Mercury 239 3.1875 x 3.750 95 6.30:1 24 1,4
1941 Ford 221 3.0625 x 3.750 90 6.20:1 24 1,4
1941 Mercury 239 3.1875 x 3.750 100 6.60:1 24 1,4
1942 Ford 221 3.0625 x 3.750 90 6.20:1 24 2,4,6
1942 Mercury 239 3.1875 x 3.750 100 6.60:1 24 2,4,6
1946 Ford/Mercury 239 3.1875 x 3.750 100 6.75:1 24 3,5,6
1947 Ford/Mercury 239 3.1875 x 3.750 100 6.75:1 24 3,5,6
1948 Ford/Mercury 239 3.1875 x 3.750 100 6.75:1 24 3,5,6

Notes:
1) Used the "Eggshell" or "Diver's Helmet" style pre-war distributor (1932 thru 1941)
2) Used the "Crab" or "Pancake" style distributor (1942 thru 1945 engines).
3) Used the postwar style (1946 thru 1948) round distributor (similar to the crab style) with two bundled wire harnesses off the cap.
4) Prewar "81A" and wartime "41A" style blocks.
5) Postwar "59A" style blocks. These had the "59" cast into the top of the bell housing. Note that some of the 59A style blocks were also sold as replacement engines for pre-war 221 cubic inch cars and had the 3.0625" bore.
6) Had the two fan belt system (beginning with 1942 models) to drive the accessories. One belt operated the water pumps and generator. The other belt operated the cooling fan assembly.

General Information
The integral cast-in bell housing continued all the way through 1948 (except for the Ford trucks, which received in 1948 the newer '49-53 style engine with separate bell housing). All engines during this period had front, block-mounted water pumps (with wide belt pulleys), and twenty-four stud heads with center-located water hose outlets. Original cylinder heads for 1938 to 1942 were generally marked with "81A" for Ford or Mercury engines thru 1941; "81T" for truck engines from 1938 to 1942; "41T" heads were sold for 85/90hp trucks built from 1938 to 1942; "99T" for 100hp Ford Truck and Mercury in 1939 to 1941; and "29A" for Mercury in 1942. Heads marked "59-A" or "59AB" were used on all 90/100 hp (Ford & Mercury) engines from 1946 through 1948. The 59AB heads were sometimes used on earlier blocks in replacement rebuilds. You can find the Ford part numbers (basic 6049 and 6050 number with prefixes and suffixes) in the face of the heads and sometimes on the side edge of the head next to the intake manifold.

Additional information
The postwar cylinder blocks were also marked "59" (or "59A" or "59L" or "59X" or "59Y" or "59Z") with raised letters cast into the top of the bell housing part of the block. The Canadian version had a "C59" cast into the same area. Another block assembly (the "41A" style) was used to replace the "81A" style cylinder blocks, which were all the 85/90hp engines with 3.0625" bore. The 1938 to 1940 blocks had four small "freeze plugs" (2 each side) in the oil pan mounting surface. The 1941 (except for a short carryover) and later blocks did not have the freeze plugs. These can be noted from outside an assembled engine by the slight "bumps" in the side of the block casting, right at the oil pan mounting surface. In mid 1938 Ford modified the engine for larger diameter main bearings. For complete crankshaft bearing specs CLICK HERE. The original engines from mid 1941 to final 1942 production (when WWII ended auto production) had a raised intake manifold deck surface. Prior to these engines, the entire manifold deck surface was machined flat, right out to the edge of the cylinder deck. The postwar engines seem to have returned to the practice of machining the intake deck all flat again. The foundry would also place what were probably "lot" or "production" numbers in the castings on all blocks. These were usually a small group of letters and numbers cast on the top of the bell housing....right next to the vertical surface of the back of the block. Unfortunately, any records of these numbers are long gone and they provide no clues as to the particulars of any engines.

Water jacket holes in the top of the cylinder area of the block will tell you what years the block may be:

1938 Blocks: Large triangular shaped holes between the center cylinder bores

1939-42 Blocks: Three openings between the center cylinder bores: top one is triangular;
center and bottom holes are trapazoidal (or keystone) shaped.

1945-48 Blocks: The three center openings: top one is triangular;
center and bottom holes are large round holes.

Flathead_BlockID-1941-42.jpg (50297 bytes) Flathead_BlockID-1946-48.jpg (81523 bytes)

All 24 stud engines using cast iron heads were equipped with dome-top pistons (in either aluminum or steel). Engines built through 1939 had a pressed-on timing gear on the camshaft. Beginning in 1940 this gear was bolted on to the camshaft. All engines up through 1948 had "mushroom" style valve stem ends and split valve guides. Some engines (including 59A style) had removable hardened valve seat inserts. It's not uncommon for an early (pre 1946) engine to have the valve seats installed by an engine rebuilder at some point in its life.

As for original paint colors, the Ford and Mercury engines through 1940 were a dark green. Ford cars continued the color until 1942. Mercury engine had a dark blue color from 1941 thru 1948. Postwar Ford engines were dark blue thru 1948. Ford truck engines were generally the same as Ford cars during the years of this group.

Go to 1932-48 Tune-Up Specifications

Go to Engine Parts Drawings Page

Return to Engine Specifications Page

Return to Flathead V8 Homepage

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Check out Van pelts web site for more Ford stuff..

G'day there Anthony,
the only reason it may not fit is because of the later post type dizzy, might go close to the wheel well/cab side?? I think it is very close in a 13 cab don't know on you jigger though. If that is the case you can use the earlier timing cover (crab or divers bell type) if the camshaft has the drive slot in it and a little playing around you should be able to get it all together without to much stress, I guess that somebody on here has tried this before and may be able to give you more info but all the best with your resto. :cheers:

Quote:

Originally Posted by ahleeds (Post 140068)

this is a 1948 rebuilt flathead , Does any one know why this modern engine wont work in this truck ?
Anthony

It's not a '48 engine, it's a '49-54 8BA and it does not have the integral bellhousing on the back of the block. You will need to find a cast steel bellhousing (the cast one fits an 11" clutch, the stamped steel will only clear a 9" clutch), and a pair of waterpumps from a '49-'53 pick-up which have the correct mounting feet for the earlier chassis (which I see you've already got). The Dizzy won't be a clearance issue.

I was wondering if this fuel filter is off this truck it came in the pile of spare parts.
Also wondering what runs along the back of the cab and into the hole in the cab?
Thanks Anthony

Anthony
Yes that is the correct fuel filter for your truck. The bracket attaches to the gear box left hand side.

Replacements parts....

Anthony that filter looks like the original.... you will find filter guts, inside filter elements, gaskets,etc. from any of the Jeep dealers.... try Peter de Bella.

Bob C.

I ve taken the diff apart and it looks like I need to get the pinon out.
The pilot bearing on the end of the pinon took a hike some where along the way and is completely gone.
Does anybody know how to pull the two pinon races out of the housing.
Or a picture of the proper tool?
I havent tried anything yet.
Thanks Anthony.

Hi Anthony

Nice to see you restoring the F8

Re cargo box 1B1 for your F8, if you are interested I will donate the cargo box for your restoration, it is in very good condition with data plate and requires no repairs, can be installed as is or you could repaint if required.

I have finally finished the resortation on the C15A, but I am missing 2 peices of cab trim.

.....Xmas is over....how come he still gets presents.....???

Mighty decent of you Gordon

... find another forum where such things are happening,,,,,

Bob

Eastern Whine Western Cheese

I should known you would see this ! Though you raiders only worked with rust and corrosion ?

F8 with 1B1 cargo box

this is great news

This puts a spring in my step gordon, thanks for the offer.

this will give me one less thing to worry about while I do the chassis and cab work.
I ve mapped it out and its only 4800kms round trip I shall wait till closer to spring I would think.

Did you do the work on the box for another project ?

Thanks again
Anthony leeds

stay in touch, there is always someone heading south that could take it to saskatoon, cheaper than driving

found this cargo box east of Nanton, Alberta and though it would be better in my yard than in the dump. you know green and have to have ! its a sickness

Gordon I just put the peices together this is your truck at Nanton.

I grew up at Claresholm just south of Nanton , Im at Moosomin SK. Now

Any truckers I should talk to up there, or should i hold of till spring?

Anthony

I will check on the cost of shipping to Saskatoon, and then you can go from there, this snowplane came from around your area

There is a snowplane day in late march every year here at Moosomin . They usually get 10 -15 snowplanes zipping around .
I think the Fudge planes were made at Moosomin.

Brought home the complete bearing set for the diff today , installed the pinion set up with a ball bearing instead of the roller style that was on the end before.
One good thing about -25 celcius is the shrink on a bearing race , just falls into place.

Anthony

ahleeds
This is off topic, but if you grew up in Claresholm did you by chance know my uncle, Guy Price. He was known as Blind Guy. He may have been before your time but he lived his life in Claresholm after the war. He survived the war even though having the ship he was on in the Mediteranean torpedoed and sunk. He was injured by a shotgun blast to the face and blinded (hunting accident) near Clareshom. He is buried just west of Claresholm.
Cheers,
Barry

I asked Dad about your uncle Guy. He deffinatly knew him and used to help him cross the street when hed see him waiting at a cross walk in town .
He also said he was very independant and did alot of things himself ,like shingling his house roof late into the night. Dad knew this story because Guys neihbour came buy at 11:30 pm and called up to him isnt it alittle dark to be up there only to realize what a dumb question to a blind person..Guy answerd back the dark doesnt really bother me too much .

Anthony