Hot Rods Why not a 337?

I'm still trying to wrap my head around why so few use 337 flatheads in hot rods? Theyre torquey at 275 ft lbs. I have heard lots of whining about weight but seriously...850 lbs once you put aluminum heads and intake on isnt 850 lbs anymore. Furthermore, I dont ever hear any complaints about guys running ardun conversions which jack the weight of a flathead north of 800 lbs. Or little hemis north of 700 lbs. The 337 produces about 154 hp from the factory but a multi carb intake racks that number up a bit, a little bore increase can as well and if you run a small supercharger they really come alive. They can be had cheap, theyre cool lookin, sure they came at the end of the flathead era but a 303 rocket in 1949 only made 135 hp. Just my thoughts on it. Im running one in my roadster. I know some will say they arent popular because guys didnt run em but Ive seen pics of em in early fords. Same argument about guys not running spring ahead front axles....Ever since I first heard guys didn't run em I just see more and more old b/w pics of rods with em...

 

Do you have a source for aluminum heads and intakes? When I was just out of high school, a couple of local guys put one of these in a '53 Ford. They couldn't get it running, and I got called in to get it going. I did, but noticed that the frame was on the bump stops. They never got it on the road, but if they had, I'll bet it would have handled like a safe in a wheelbarrow.

BTW, where did you get the information that a set of Ardun heads adds over 300 lbs to the weight of a flathead Ford?

 

One of the history books has an interview with a guy who put one in a near new '49 Merc wagon. He said it was a terrible swap.

 

Wasn't that a low RPM truck motor? Designed for low speed torque to pull heavy loads? Or am I thinking about something else?

 

Had a friend in Oklahoma City who had one in his '37 International pickup. He didn't have a lot of problems outrunning other people. I used to get a chuckle out of the guys who'd pull alongside at a light and talk about how big that Ford Flathead was.


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Late 1948 to 1951 Lincoln & Ford Truck Big V8
Ford came out with the big flathead V8 in 1948. This engine displaced 337 cubic inches and was used in the Lincoln passenger cars and the big Ford trucks. Differing horsepower ratings reflect the slight differences between the two engines. This was a significantly heavier engine (at about 850 lbs) than the more common 221 to 255 cubic inch V8's that Ford used for their smaller trucks and Ford & Mercury cars. Known as the "8EL" engine for Lincolns and as the "8EQ" engine for large Ford trucks (F-7's and F-8's).
Aside from its physical size, the easy way to identify this engine is the distributor, which is mounted at the rear of the engine near the fuel pump. The heads are held down by 27 head bolts on each side.
Crankshafts were supported by three main bearings like the small V8's. The truck engines were built with hydraulic lifters and solid lifters. The Lincoln engines were equipped with hydraulic lifters only. Lincoln crankshafts were of forged steel. The E series engines delivered more horsepower, but also more torque for the heavy vehicles they powered. These engines are similar to the smaller 8BA/8RT and EAB/EAC engines.
Very few parts interchange with the more common 221 to 255 cubic inch flathead V8. Some aftermarket speed parts were made for these engines back in the 1950's, but not much is being produced today aside from a supplier of multi-carb intake manifolds. Most common rebuild parts can still be found from various antique Ford vendors and suppliers.

Lincoln Specifications
Year Displacement (Cubic Inches) Bore & Stroke (Inches) Maximum Brake HP Maximum Torque (Ft. Lbs.) Pressure Order
1949 336.7 3.50 x 4.375 152 @ 3600 rpm 265 @ 2000 rpm 110 lbs 1-5-4-8-6-3-7-2
1950 336.7 3.50 x 4.375 152 @ 3600 rpm 265 @ 2000 rpm 110 lbs 1-5-4-8-6-3-7-2
1951 336.7 3.50 x 4.375 154 @ 3600 rpm 275 @ 1800 rpm 110 lbs 1-5-4-8-6-3-7-2
Note: Firing Order - Cylinders are numbered from front to rear: LEFT BANK (5-6-7-8) RIGHT BANK (1-2-3-4)
Ford Truck Specifications
Year Displacement (Cubic Inches) Bore & Stroke (Inches) Maximum Brake HP Maximum Torque (Ft. Lbs.) Compression
Pressure Firing
Order
1948 336.7 3.50 x 4.375 145 1-5-4-8-6-3-7-2
1949 336.7 3.50 x 4.375 145 1-5-4-8-6-3-7-2
1950 336.7 3.50 x 4.375 145 1-5-4-8-6-3-7-2
1951 336.7 3.50 x 4.375 145
Note: Firing Order - Cylinders are numbered from front to rear: LEFT BANK (5-6-7-8) RIGHT BANK (1-2-3-4)

 

Yeah theres a source for aluminum 2x2, 3x2, 4 barrel and blower intakes as well as heads. Weight of an ardun is also googlable but the heads are similar to hemi heads (120-150 ea) id be willing to bet its south of 800 with a head and intake swap. That coupled with a battery in the rear and I doubt its all that bad, I am running 39 front spring pack on my a frame though so its a beefier pack

 

Not in the lincolns but essentially, yes. Lincolns got hydraulic lifters

 

Yeah, I forgot Lincoln used that motor also. Still more of a torque engine to pull with- the Lincoln was a heavy car.

 

Really? I have heard that Ken Austin ceased operations several years ago. Also, I always thought the ARDUN heads were made from aluminum. I guess I'd better double check.

 

Are you saying that Ardun and hemi heads are 120-150 lbs. each? If so, I must be a strong mfer. I weigh 135 pounds and lift hemi heads on the regular.

 

I had a set of "Triple Nickel" iron hemi heads that I sold about 30 years ago. I had to weigh them to ship them, and they were 75 pounds each with valves and springs, etc.

 

https://handhflatheads.com/product/austin-lincoln-337-4-barrel-intake-manifold/

 

You stud you! Yeah, might wanna think about some iron man competitions

 

Did somebody say 337?

 

Ooooooooh i love it!!!

 

Thanks! I built it about 20 years ago . It’s now going to be a landspeed car and I will run a 337 in it!

 

Any words of wisdom after years of running one?

 

Years ago, I bought a stock 337 intake manifold at Hershey that someone had converted for use with a modern four barrel carburetor, and they did a pretty nice job of it. There's enough meat there that it shouldn't be much of a problem.

 

I think that @Austin kays is putting a 337 in his '27 coupe. A fire truck motor that is basically a Lincoln motor (unless I am seriously mistaken). Block relieved from the factory etc. He came up with aluminum heads and a twin carb intake.

I am not sure that he is ready to announce it yet. But maybe he'll chime in.

 

Theyre super cool! In my opinion...

 

Well I am not a flathead man. Generally speaking that is. But his little coupe is as smooth as silk.

 

Ken passed in 2019.
H&H Flatheads are doing them now.

https://handhflatheads.com/product-category/austin-speed-equipment/

 

Hmmm. H&H is doing them now? I find that interesting.

 

I think that the answer is that there isn't a lot of aftermarket speed goodies available for them. Also, they are not as prevalent as the Ford automobile engine. I've got a buddy that has the truck version...has an air compressor for air brakes and I don't believe that was a Lincoln option...anyway...
I've thought about trying to talk him out of it from time to time

 

Larry, the Queen Mary is looking for an anchor.

 

Get good Ross pistons, block off the oil plunger feed circuit, lap the new oil pump gears on a piece of glass and make sure they are perfectly flat they pump better. Run a 12 inch press plate/clutch. You will kill a stock clutch if you race it. Keep the iron heads (Winfield taught us that trick) get a Mallory dual point ignition. Big radiator or water tank.

 

Lincoln had a hydraulic pump for the hydraulic power windows

 

I understand how you fellers love your flatheads but at 850 lbs I can think of a few other fat ladies I'd rather hear singing.

 

On this car, for me, i am keeping it 49 and back. Out of the flatheads that i can afford, its cool, has torque, can have hp and it fits. I have a 41 caddy flathead too but its a monster. Id have to do surgery to squeeze it in and its heavy as hell. Idk, for me i want something different but not ONLY for the sake of being different