Another New Member

[maple_leaf_eh]

Welcome!

As you are taking out the "new" and putting in the "old", bear in mind that the average British soldier (and his larger Canadian chum and lankier Aussie mate), was a scrawny little guy compared to today's well fed, healthy soldiers. A man over 6' tall was uncommon. If you want to drive your carrier, be prepared to be squeezed in all dimensions!

[SDeMocko]

Terry, LOL. Do we know each other? You nailed me right on the head. I’m 6’2”, 195 lbs of leaner than average muscle

[Philliphastings]

Hello Stephen and welcome. Don't let your stature spoil your fun.

I stand 6'6 and my passion is Tanks, Ferrets, Carriers and Landrovers of all things. Yes it's a bit of a squeeze at times but so is a Ford Fairlane !

Cheers

Phill

[SDeMocko]

My carrier, which my friends have nick named "Frank the Tank" after a character that the actor Will Ferrell played in a movie, is actually painted orange. That is not rust, at least not much rust.This is my first time uploading a photo I hope it works out ok.

[Alex Blair (RIP)]

Originally Posted by SDeMocko

My carrier, which my friends have nick named "Frank the Tank" after a character that the actor Will Ferrell played in a movie, is actually painted orange. That is not rust, at least not much rust.This is my first time uploading a photo I hope it works out ok.

Hi Steve..
Welcome..That is not an original Carrier engine but a Flat head Ford or Merc engine from a post war vehicle..1949 or newer...(The dist changed from the front to top in '49..)
Which is even better..
The exhaust manifolds are joined together by a cross over pipe which goes around the front of the engine to connect both manifolds so that you have a single exhaust..They were able to do this once they moved that early evil distributor and relocate it at the front,topside ,now easier to service and a cinch to tune up.
I put enough of the old Blue Streak points in my early Fords to fill a bucket..
Looks like you are going to have to make a couple of trips up here for parts..You'll do fine..
Lots of help here..
Anyway welcome and copy and paste this somewhere..I'm sure you will uses.
it and glad you hooked up with Mr.Manual..

Ford Flathead Ident and specs..


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.
Flathead Specifications
221 & 239 Cubic Inch

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(CI)______Bore & Stroke(Inches)_MaxBHP____CR________Head Studs_______notes
1938 Ford...............221.........................3.0 625 x 3.750................85..............6.20:1....... ..........24..................1,4
1939 Ford...............221.........................3.0 625 x 3.750................85..............6.20:1....... ..........24..................1,4
1939 Mercury..........239.........................3.187 5 x 3.750................95..............6.30:1....... ..........24..................1,4
1940 Ford...............221.........................3.0 625 x 3.750................85..............6.20:1....... ..........24..................1,4
1940 Mercury..........239.........................3.187 5 x 3.750................95..............6.30:1....... ..........24..................1,4
1941 Ford...............221.........................3.0 625 x 3.750................90..............6.20:1....... ..........24..................1,4
1941 Mercury..........239.........................3.187 5 x 3.750...............100..............6.60:1....... ..........24..................1,4
1942 Ford...............221.........................3.0 625 x 3.750................90..............6.20:1....... ..........24..................2,4,6
1942 Mercury..........239.........................3.187 5 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.



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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[Alex Blair (RIP)]

Hi group..
Steve PM'ed me with this question..


Alex,
Thanks for the great info. I was wondering if you could answer a transmission question for me. With the transmission I have can I
1) Remove that drive line brake
2) Fabricate and bolt up a collar
3) Buy and bolt on that output shaft gear and be good

Or… do I have to get a carrier specific case and a different output shaft?
Thanks,
Stephen

I think with a tail shaft housing change and a fabbed up drive shaft he should be away..he shouldn't need the brake assembly housing..of am I wrong..?
Don't have my parts manuals anymore so can't remember if the brake assembly can be removed from the tail shaft and the housing assembly remain as is or not..and then go from there..


But then again I don't know exactly which transmission he has..

FORUM members...???
Input please..
(It is a '49+ FLAT HEAD..WE KNOW THAT ABOUT IT..)

[BCBlitz]

Hello Steve

Welcome to the rusty old OD steel, musty smelling stinky MV collectors thing , I hope your carrier project is everything you envision, If you need any help feel free to ask as always.

PS I have a CMP that is very homestick for its carrier friend as they were together for many years , gee maybe if your MVitus gets real bad we will have to send it south to warmer clime's so they can have a reunion , maybe you should talk to your better half `?

[Lynn Eades]

He will require the short output shaft (internal thread, not the big external thread) and the carrier specific ring that bolts to the rear of the std ford g/box housing. He will also require the long clutch release lever. Best way is to locate the whole box, with all the bits if he can.