The tin sides (actually stainless steel) were just in early '37. I had one and it had the most beautiful welds fastening the stainless to the block. I couldn't believe someone could gas weld those two disimilar metals together and make it look that good too. Unfortunately I discovered the block I had was cracked from freezing. I have another one that is all cast and I think its a '38 or '39 because it has the smaller crank bearing sizes. The '40 blocks with the larger bearings are very hard to find parts for. I would love to see a V-8 60 back in a belly tank (like the Alex Xydias So-Cal Special) at Bonneville, especially if I was driving it! Here's some history from the flathead wobsite: Flathead Specifications 136 Cubic Inch 60 Hp V8 also known as the "V8-60" Ford came out with the small V8 in 1937 to provide a more fuel efficient and less expensive option to the regular 85hp equipped cars and light commercial vehicles. These engines were obvious by their small size and the 17 Stud heads. Ford also built the 60hp engine for the European market with some modifications. The water pumps are also mounted in a common casting that mounts to the front of the engine and serves as the timing cover and engine mount. In the first year of production, these engines had "tin" sided outer water jackets which were welded onto the cylinder portion of the block. The production of the tin-sided blocks ended in April, 1937. Late 1937 and newer model year vehicles had the newer and more conventional "all cast iron" blocks. 1940 was the final year for the 60hp since the new 90hp six cylinder engine would debut for 1941. The V8 Sixty was a popular engine for aftermarket applications, particularly the quarter midget race cars. It can also be found in some of today's custom "big bike" motorcycles. Due to its low horsepower and torque, the engine was not considered very powerful by customers for the passenger cars and light trucks that Ford installed them in. The Ford three speed transmission used with the V860 is unique to that engine and does not interchange with the standard 85 or 95hp flathead V8 engines. Specifications Year Displacement (Cubic Inches) Bore & Stroke (Inches) Maximum Brake HP Maximum Torque (Ft. Lbs.) Notes 1937 136 2.60 x 3.20 60 @ 3500 rpm 94 lbs @ 2500 rpm 1,3 1938 136 2.60 x 3.20 60 @ 3500 rpm 94 lbs @ 2500 rpm 2,3 1939 136 2.60 x 3.20 60 @ 3500 rpm 94 lbs @ 2500 rpm 2,3,4 1940 136 2.60 x 3.20 60 @ 3500 rpm 94 lbs @ 2500 rpm 2,4 Additional Specifications 1937 1938 1939 1940 Compression Pressure @ Cranking Speed 150 lbs @ 2800 150 lbs @ 2800 150 lbs @ 2800 150 lbs @ 2800 Compression Ratio 6.6 to 1 6.6 to 1 6.6 to 1 6.6 to 1 Pistons (Alloy Steel) 3 Ring 3 Ring 3 Ring 3 Ring Connecting Rod Bearings Full Floating with internal and external bearing surfaces Full Floating with internal and external bearing surfaces Full Floating with internal and external bearing surfaces Full Floating with internal and external bearing surfaces Crankshaft Crankpin Journals 1.599" 1.599" 1.599" 1.699" Crankshaft Main Bearing Journals 1.999" 1.999" 1.999" 2.099" Crankshaft Overall Length 20.82" 20.82" 20.82" 22.88" Crankshaft Weight 45 lbs 45 lbs 45 lbs 46 lbs Oil Capacity 4 Quarts 4 Quarts 4 Quarts 4 Quarts Firing Order 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2 Notes: 1) Had the tin-sided block 2) Had the all-cast iron block 3) Built with aluminum heads 4) Built with cast iron heads Crankshafts were lengthened (just over 2" on the front snout) in 1940 for the direct mounting of the cooling fan. Also for 1940 the crankshafts went to a larger diameter for the connecting rod and main bearing journals. The 1940 connecting rod bearings were not flanged like the '37-39. All crankshaft bearings for the 1940 engines are unique to that year. V8 60 oil pumps are gear driven off the front crankshaft gear and are integral with the front main bearing cap assembly. Early 1937 production water pumps had a tapered body versus the straight (non-tapered) pump bodies of late '37 production to the end in 1940. There were actually four different styles of pumps used through the four years. Later pumps had small rubber cones over the shaft at the pulley. Ignition systems were virtually the same as the 85hp V8 engines. Ford used the same "diver's helmet" or egg shell style dual point distributor and its matching coil. Most components of the engines were smaller than the regular 85hp V8's, including the carburetor, generator, and most internal components. Click on the above thumbnail drawings for enlarged views of the performance curves and scale drawing.
My cut and paste of the specifications page didn't come out as well as the web page. Here is the link: http://www.vanpeltsales.com/FH_web/flathead_specs-V8-60hp.htm
<center> Couple comments on the transmissions ... the commercial did have the big gears, but I've only come across one case down here in the SE. My guess is that bigger trucks with V8-60's in them didn't survive too well or were upgraded to a bigger engine. The 85 hp transmission will bolt up BUT the bell has to be cut to allow for the starter. Here's a couple of pics of a 60 with the 85 transmission being fitted to an A rdstr PU. <br><br> <br><br> </center>
last I knew this car was in process of having the 60 removed and replaced with a full size flatty. He just wasn't happy with the power the baby motor put out. but man, that little motor sounds MEAN. I have done a BUNCH of oddball early ford tranny research and what I've come up with is there is only one bolt pattern for early ford v8 era trannies. even if the block didn't have the same tranny bolt pattern a factory bellhousing adapted to it. in 39 or 40 all v8-60's went to the larger v8 gear set. I have found no reference to a commercial gear set. Even the little N tractor 4-bangers that they put in the early 40's trucks had the v8 size tranny. only difference is an additional cut out for the starter and a shorter gear ratio. I just pulled one of these out of a 41 pickup and bolted it up to an 8ba engine.
Right, no special commercial gears; they just used the 85 hp gears in a top-load case that fit the 60's starter. Same in 1940 when they used 85 hp gears in a side-shift passenger car case that was special for the V8-60 ... that 41 PU transmission would be a great find, does it all. That is a top-loader, right?
The one in my roadster has the tin sides. Your right about the welds, one hellava job. The other 2 are cast blocks. The transmission has a fabbed bracket for the emergency brake. Havn't checked close enough to see if its been cut for the starter.
hoop, that N-tranny was a toploader. pulled it out of the woods a month or so ago. was filled to the top with water but only had rust on 3 teeth of the input shaft! go figure! it has the cutout for the starter on the drivers side upper corner like a earlier four banger. fits perfect and even has the same casting numbers as the standard v8 tranny.
I have a friend in Birmingham, Alabama that has a set of Ardun heads on his V8-60 in a show truck ! Ardun's for the 60 are probably even rarer than for the 85 or 100 horse flattie I would imagine!
yep just ask fox valley hot rods (Matt) his dad is the ardun king and he knows a shit load aboout them too tk
Don't have a pic of it,but the AMBR winner for 1951 was Carter Fisher and his V8 60 powered T roadster.
I'm told that Speedway motors collection has a few of the v8 60's in various states of modification. Another reason to go to there the next time in Lincoln. Also have to check and see if Speedy Bill remembers throwing me out of his shop/store (about the size of a 50's gas station) in 1958 for not wanting to buy anything, just look at the cool parts on display. Frank
This is a very poor pic but this car was a real Offy stomper in the early 60's..166 ci, home made Hilborn type injectors, home made dry sump oiling.
This is a midget racing engine I picked up a few years ago and have been slowly restoring it. Engine is a 1940 Ford V8 60, 144 cu inch - 120 HP @ 3600 RPM Block is ported and relieved, Bore = 2.6” +.080. Stroke: 3.2”, Crank:Cut down, lightened and fully polished, Rods: Polished 92A, Pistons: JE 901 Racing, Rings: Grant Racing, Heads: Early Eddie Meyer , Comp: 8.5:1, Cam: Engle, valves: Stainless Steel, Lifters: Adjustable lightweight racing, Carburetors: Stromberg 81 converted to Methanol, Ignition: Twin Wico XH1917 Mags, Intake: Edelbrock 2 x 2 , Exhaust: Headers, Cooling: Reverse flow crank driven water pump, Fuel: 100% Methanol
Have you seen the V8-60 motorcycle that Honest Charley offers! They have sold close to 75 of them so far. I think that a motorcycle is probably the best use of a V8-60 that there is. They give a bike a real authentic "back in the day"look...Yours looks real cool, I'd like to see pics of it finished.
I don't have a whole lot to add, but here's a shot showing a big 60 trans next to one from an 85 (the 60 is on the left). The cases appear to be identical other than the cutout around the starter.
10-15 years ago at the Tulsa Nostalgia Drags, Pete & Jakes's showed up with a V8-60 powered front-engined dragster. Just like the big boys but completely downsized. Ran in the 14's and made a bunch of passes, looked like a lot of fun.
I am building a '29 RPU and have the option of using an 8ba or a v860, which I acquired last night after a few beers and some horse trading with a friend of mine. I also have a s-10 5 speed with all the stuff to adapt it to the 8ba. Thinking about gas prices and the fact that this rod will basically just be for scooting around town and not see much freeway use, I was thinking I might try the v8-60. The engine came with an "85 horse" '39-type tranny, modified to fit. So, I was thinking . . . If that tranny could be modified to fit, why couldn't an the s-10 5 speed? I haven't picked up the v860 yet so I haven't had a chance to mess with all this yet myself, but has anyone out there done this yet? If so, what did you think? Ultimately, I am hesitant to use a motor that only puts out 50-60hp though. Might get old pretty quick. Ideas? Thoughts? Input? Successes or failures? Thanks -
Hey 40Tudor, I have a transmission that looks just like that one in storage waiting to go into a forty restroration. Even has the same looking wood crate.
Huh, what're the odds of that? Can I interest you in an 85hp tranny? Comes in a nice wooden box...that I haven't made yet... Dang, how long ago was that?
speedyjones - I answered in your other post. Short version - yes, it will adapt using regular full-size flatty adapters & minor machining for V860 starter drive...
I'm with you, I also wouldn't mind havin a dirt track style t with a v8 60 in it. I love these motors.
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