Thames (also known as Ford Thames or Fordson Thames ) was a commercial vehicle brand produced by Ford of Britain .
84-451: Ford Thames may refer to: Thames (commercial vehicles) , often referred to as Ford Thames Ford Thames E83W , a light commercial vehicle produced from 1938 and 1957 Ford Thames 300E , a car derived van produced from 1954 to 1961 Ford Thames 307E , a small panel van produced from 1961 to 1967 Ford Thames 400E , a commercial vehicle produced from 1957 to 1965 Duxford, Oxfordshire ,
168-484: A forged steel crank, per conventional practice, but Ford then developed the improved foundry practice, heat-treating , and materials handling logistics to make the cranks from cast steel instead, yielding a crank just as strong, but less expensive to produce. These new methods were patented. The simple three-main-bearing crankshaft attached two connecting rods to a single crankpin, one rod from each cylinder bank. As with other crankshafts, static and dynamic balancing
252-405: A t-head configuration . Such an arrangement transferred exhaust heat to the block, imposing a large cooling load; it required far more coolant and radiator capacity than equivalent overhead-valve V8 engines. Ford flathead V8s were notorious for cracking blocks if their barely adequate cooling systems were overtaxed (such as in trucking or racing). The simple design left much room for improvement, and
336-627: A "cheap" flathead V-8, and a large investment in machine work and aftermarket parts was necessary to bring a Ford flathead V-8 to even the performance levels of most stock OHV V-8s available at the time. Even many inline six-cylinder engines from that period could be modified to produce more reliable and practical power than Ford V-8s, as the Ford flathead V-8 is saddled with many design features that make modifying it for true high-performance use difficult and expensive compared with other V-8s. As modern OHV V-8s became available and affordable in salvage yards,
420-484: A Ford flathead V8 stands at 302.462mph. During the 1930s to 1950s, the farm market in North America and parts of Europe demanded ever-increasing power output from farm tractors . It was in this climate that Ford experimented with V-8 tractor designs, some individual farmers converted their 4-cylinder tractors to Ford inline-6 or V-8 engines, and a few aftermarket companies offered such conversions for sale. Among
504-405: A complex oil jet system to feed the rod bearings in the oil pan. As a side benefit to a prospective purchaser of a used vehicle, this also enabled the condition of the connecting rod and main bearings to be determined indirectly by observation of the oil pressure gauge after the vehicle was warmed up, provided that oil of normal viscosity was in use. The exhaust outlets in the 1932–48 cars and
588-480: A curved rounded grille, while from the 7Vs built in 1939 it stood flat and was smaller as were the headlights. These measures were consequences of the beginning of the war and the associated shortage of raw materials. The production of the civilian 7Vs was maintained throughout the war. An armored version was also produced for use by the army. During World War II , civilian production was halted for military vehicles, in 1945 civilian production resumed. Immediately after
672-437: A legal noise level still allowed low frequency sounds to pass, giving a characteristic rumbling dual exhaust sound to these systems. In the 1950s shortcut exhaust outlets with manually removed covers were added to street machines in emulation of vehicles intended for high speed straight line racing on dry lake beds, typically located just behind the front wheel, although chromed external runners sometimes extended to just forward of
756-399: A method of increasing engine displacement, usually in combination with overboring. One of the most important innovations in the Ford flathead V8 was the casting of the crankcase and all 8 cylinders in one engine block . This level of monobloc design for V-8 blocks had been accomplished before, but it had never seen mass production. Making it practical for the latter was an example of
840-453: A mostly unique body and shared few parts with other small Fords, although some parts were based on the larger Ford Pilot while the headlamps came from Fordson tractors. Since 1952 the van was also sold under the Thames brand. The Fordson 7V or Fordson Thames 7V, depending on the dealer network, was a medium/heavy-duty commercial truck range. it was first introduced in 1937 as the successor to
924-711: A powerplant for midget race cars after World War II . This engine is most commonly referred to as the "60 horse" flathead, or the V8-60. It was replaced by the 226 straight-6 in the 1941 Fords , though it would continue to be used after the war in the French Ford Vedette and the British Ford Pilot . In 1952 Ford France (who called this engine the Aquilon ) created a somewhat bored out version displacing 144 cu in (2.4 L). Production
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#17327724622441008-399: A revised cooling and ignition system. Collectively all 239 engines are referred to as "100 horse" engines, although the horsepower was increased in 1952 to 110 horsepower in cars and 106 horsepower in trucks. This engine was used in Ford's transit buses during the most productive years of the company's short stint in the transit bus business from the mid-1930s to the early 1950s, most notably in
1092-573: Is different from Wikidata All article disambiguation pages All disambiguation pages Thames (commercial vehicles) The Thames name first appeared in 1939 as the Fordson Thames. Ford of Britain wanted to make a British brand identity and differentiate its passenger and commercial lines. Subsequently, the Thames name became widely used. The name Thames was initially used alongside Fordson on commercial products until 1957 when
1176-474: The Ford Model BB (while still being based around the same chassis and mechanicals). Available with a payload of up to 5 tonnes, the then very modern truck in cab-over-engine design enabled greater manoeuvrability in urban environments. Two different wheelbases were available, and the chassis provided the basis for various bodies. For example, the Fordson Thames 7V was the most widely used fire truck during
1260-619: The Ford flathead or flathead Ford ) is a V8 engine with a flat cylinder head introduced by the Ford Motor Company in 1932 and built by Ford through 1953. During the engine's first decade of production, when overhead-valve engines were used by only a small minority of makes, it was usually known simply as the Ford V‑8 , and the first car model in which it was installed, the Model 18 ,
1344-711: The Fordson 7V was produced in France by Ford's local subsidiary and partner Matford as the F917WS model in their Poissy factory . It was mainly designed for the French army in the outbreak of World War 2 but only around 600 were delivered to the army before France was seized by Nazy Germany . The Nazis used a number of these trucks, but sabotages made by the French workers who were not fond of their ideals led to production ending
1428-735: The P100 , Courier and Transcontinental models. However, during the 1990s Ford started facing major problems on the medium-duty segment and was forced to sell its Langley truck plant to Iveco who managed to establish more themselves on the British market by also offering the Daily and Eurocargo models under the Ford brand alongside the original Iveco models, effectively expanding their network dealer. [REDACTED] Media related to Ford Thames vehicles at Wikimedia Commons Ford flathead V8 engine The Ford flathead V8 (often called simply
1512-542: The Simca Unic Marmon Bocquet (SUMB) light trucks of the French military. During the 1990s, the Ford V8 that was used in these trucks was decommissioned and removed for more economical Renault engines to be retrofitted. Thus the Ford V8 engines were sold off and thus provided a new source of little-worn engines for the hotrodding community. The block metallurgy, being much later, was also stronger than
1596-618: The 19-year run of the Ford Model T engine . It was also built independently by Ford licensees. . The engine was named on Ward's list of the 10 best engines of the 20th century . It was a staple of hot rodders in the 1950s, and it remains famous in the classic car hobbies even today, despite the huge variety of other popular V8s that followed. Ford had helped pioneer the concept of an affordable mass-produced car. Historically , these used inline-four and inline-six cylinder engines. Following French engineer Léon Levavasseur 's invention of
1680-401: The 1932–47 trucks were near the front of the manifolds aiming down and sometimes out. A Y-pipe took the exhaust gases to the right side of the vehicle to a single muffler, then to a single pipe out the back on the right side. The left side exhaust manifold exhausted to the front in the 1949–53 Ford cars, where a crossover pipe took the exhaust to the forward end of the right side manifold on
1764-415: The 1936 production and all production from 1937 to the end of flathead V8 production had both replaceable shell main bearings and connecting rod inserts, enabling straightforward and low cost rebuilding, another reason why the Ford was a favorite of amateur mechanics. These shell main bearings are made of a cadmium silver alloy. The Ford flathead V8 has a single camshaft located inside the engine block above
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#17327724622441848-594: The 1939–1947 version of the Ford Transit Bus . The latest iteration of this engine was used from 1948 to 1953 in the U.S and till 1954 in Canada. It was initially designated the 8BA (see above) in automobiles and the 8RT in trucks. 8RT remained the truck engine designation throughout the entire run from 1948 through 1953 in the U.S (1954 in Canada). The engines were essentially identical. Earlier Ford V8s had
1932-575: The 1942 V8-29A increased compression to 6.4:1 and power to 100 hp (75 kW), while torque stayed the same. Postwar, it became the V8-69 (suffixed "A" in Fords, "M" in Mercurys), with compression 6.75:1, 100 hp (75 kW), and 180 lb⋅ft (244 N⋅m). For 1947 and 1948, only the designation changed, to V8-79 and -89. The 239 was redesigned in 1948 as the 8RT for Ford trucks and in 1949 as
2016-569: The 1950s in Europe. In late 1938 Ford introduced V8-81A, commonly called the "24 stud" engine because it uses twenty-four studs to hold down each head. This engine debuted at the same time as the 239 motor. With 6.12:1 compression, horsepower remained the same, but torque increased by 2 lb⋅ft (3 N⋅m). In 1939, as the V8-91A, compression increased to 6.15:1, power rose to 90 hp (67 kW), and torque reached 155 lb⋅ft (210 N⋅m);
2100-435: The 20th century, it was cast iron ; but the foundry practice (e.g., workflows, materials handling) was a revolutionary advancement in the mass production of castings. Charles E. Sorensen lived up to his longtime nickname at Ford, "Cast-Iron Charlie", by leading this revolution to bring Ford's first V8 to market. As with any V8, the block was relatively light for the displacement supported. The cooling jacket reaches down to
2184-468: The 21 studs and nuts that attached the heads on the old engine were replaced by 24 bolts. A 136 cu in (2.2 L) V8-74 version was introduced in the United States in 1937. With 2.6 by 3.2 in (66 by 81 mm) bore and stroke and 6.6:1 compression, the engine was rated 60 hp (45 kW) and 94 lb⋅ft (127 N⋅m). The designation changed again in 1939, to V8-922A, but
2268-492: The 8BA for the cars. It had higher 6.8:1 compression, but performance was unchanged. The 1950 V8-0BA boosted torque by 1 lb⋅ft (1 N⋅m), the 1951 -1BA by 6 lb⋅ft (8 N⋅m) more, while in 1952, as the V8-B2, compression climbed to 7.2:1, power to 110 hp (82 kW), and torque to 194 lb⋅ft (263 N⋅m), then to 196 lb⋅ft (266 N⋅m) in the -B3 of 1953, its final year. The 1948 to 1953 engines have
2352-579: The Canadian V8 engine with vertical valves and a cab-over-engine cab from British Light Steel Pressings was also built. This was also used by Commer. Because of the high fuel consumption of the outdated V8 engine, Ford launched the newly developed "Cost Cutter" in 1953 for payload variants up to three tons, a 3.6-liter four-cylinder engine with overhead valves. This engine was also the basis for Ford's first self-developed diesel engine with 3.61 liters of displacement and 70 hp (55 kW) of power. This
2436-492: The Ford flathead V-8 rapidly disappeared from the hot-rodding scene. Hot-rodding in general moved away from the salvage-yard car builds as parts and labor became more expensive and many hot-rod shops priced themselves out of business. The modern OHV V-8 powered vehicles available also contributed to the demise of hot-rodding's original culture (affordable modifications by working-class car owners), as new factory cars became capable of much higher performance than most hot-rods. Today
2520-568: The Fordson Thames brand only (instead of offering a vehicle by both brands separately), replacing the previous Fordson 7V models while still retaining the same chassis and Ford V8 flathead engine. ET stood for E nglish T ruck. In addition to the Commonwealth of Nations , it was also offered in continental Europe , but not in Germany (where it was seen as unnecessary as the similar Rhein and Ruhr models were sold there). The model series
2604-465: The Fordson name was removed from all trucks and the brand was focused only on farm products such as tractors . In 1965 Ford dropped the Thames name and all commercial vehicles and trucks were now marketed under the Ford name. The Fordson E83W was the brand's light commercial van offering, being offered on the 10 cwt (1,100 lb; 510 kg) segment. It was built at Ford's Dagenham plant where
Ford Thames - Misplaced Pages Continue
2688-483: The Second World War. The model series was powered by the well-known V8 Ford Flathead side-valve engine with 85 hp. By means of a three-speed (optional four-speed) manual transmission and cardan shaft, the drive was made to the rear wheels. For that time, the one-piece windscreen, which could be opened for ventilation, and a sunroof above the passenger seat stood out. Early 7Vs built in 1937 and 1938 had
2772-639: The Trader was also produced by Ebro in Spain as Ebro C-400, C-500 and C-550. Also from 1963, production began at Otosan in Turkey and at the Ford plant in Rhodesia – Egypt . Additionally, like its predecessors, some vehicles were also exported to Canada but did not find much success there because Ford was also offering its more popular American products there and the British vehicles were quickly withdrawn from
2856-497: The V8 in 1902, V8s, V12s, and even V16s, were produced for use in luxury models. The Cadillac V8 engine is credited as the first mass-produced V8, and when Ford Motor Company acquired rival luxury marque Lincoln in 1922, it was already producing a flathead V8 with fork and blade connecting rods which remained in production after Ford took over until 1932. Even though Ford had an engineering team assigned to develop its own V8, many of
2940-467: The austerity plans in 1952, the government withdrew its order and Ford France boss Lehideux immediately dismissed several hundred workers. As early as 1950, there had been repeated violent strikes at the Poissy plant. These strikes and low sales led Ford to look for a buyer for the plant. On July 4, 1954, Simca took over most of Ford France and thus also the Poissy plant. Until 1958, Ford still held 18% of
3024-497: The block. This design also relocated the water outlet from the front of the heads to the top center of the heads. These, designated V8-78, were offered with standard 6.2:1 compression aluminum or 7.5:1 compression iron cylinder heads , rated at 85 hp (63 kW) and 144 lb⋅ft (195 N⋅m) (aluminum) or 94 hp (70 kW) (iron). The 1932 through 1938 motors used twenty-one studs to hold down each head and are known as "21 stud" motors. This motor continued to be made into
3108-399: The bottom dead center, which is unusually low. American engineers at the time believed this would improve the piston cooling. The bottom of the block formed the parting line for the main bearing caps. The most complex part of the block was the exhaust passage routing. The exhaust valves were on the inside of the V and exhaust flow was initially downward and passed around the cylinders through
3192-597: The brand's tractors were also being produced. The E83W range was offered as a van , pickup truck and many special bodyshops produced various other bodies upon the chassis, such as mobile canteens, fire trucks and ice cream vans. The Fordson E83W pre-dated the name Thames. It was produced between 1938 and 1957. The van was sold in Australia as the Ford Ten-Ten, and the E83W was available in various forms around much of
3276-429: The capabilities of the flathead configuration, but were demanded by users of the engine in trucks and other such high load applications, where the constant flow of hot exhaust through the block to the exhaust manifolds caused the entire engine to overheat; the overhead-valve heads routed the exhaust out more directly, and away from the block. In the early 1950s, many hot-rodders could not afford to purchase and modify even
3360-440: The car engines and between the 1st and second cylinder on some trucks, in turn exhausting to a single pipe at the rear. A common conversion for the 1949–53 Ford cars and 1952–53 Mercurys was to block off the right forward manifold entrance and route the left side exhaust to a new pipe to form a dual exhaust system with better flow characteristics. These typically involved installation of free-flowing mufflers, which if at
3444-401: The contemporary 1950s Ford F-Series model line. It was offered all around Europe except for Germany (like its predecessor) because the mechanically similar Ford FK range was sold there and it was feared that offering both model lines would cause in-house competition between the models. The Trader was also exported to South Africa , Malta , Morocco , Indonesia and Australia . From 1963,
Ford Thames - Misplaced Pages Continue
3528-450: The crankshaft, rather than the customary five used with most V-8s. The flathead mounted the camshaft above the crankshaft , like later pushrod-operated overhead-valve engines . Valves for each bank were mounted inside the triangular area formed by the "vee" of cylinders. The intake manifold fed both banks from inside the vee, but the exhaust ports had to pass between the cylinders to reach the outboard exhaust manifolds, since it did not use
3612-454: The crankshaft. It is spur gear driven; the camshaft's spur gear is made of plastic. The camshaft has three camshaft bearings. A lid made of cast iron covers the camshaft spur gears; the ignition distributor is placed on top of this lid and is driven by the camshaft spur gears. For powering the fuel pump, the camshaft is fitted with an extra cam located in the bearing on the flywheel side. Ford products used high oil pressure for lubrication for
3696-672: The end of the war, numerous improvements were introduced, the most outstanding of which were a new braking system and a tractor unit. A 4.7-liter Perkins Engines inline six-cylinder diesel engine with 45 hp was available as an option from 1948. Until mid-1949, the model series was produced in Dagenham and replaced by the Fordson Thames ET . One disadvantage of the 7V range was its somewhat cramped cab, something that its successor greatly improved upon. In 1949, Ford of Britain presented its new post-war truck range, this time under
3780-630: The engine of the Cargo was also used in the Ford Vendôme luxury car. Since the French army was looking for a small off-road truck in the style of the Unimog and no French automobile company had such a vehicle in its product range, the Simca SUMB was developed. The Simca SUMB shared the same transmission and engine as the by-now called Unic Cargo but had a new cab and slightly shorter chassis which
3864-434: The exhaust flow was also somewhat restricted, so the exhaust passages were tall and narrow in some locations. The gas flow past the rough sand castings could be greatly improved by polishing the passages. In early blocks, some cylinder walls were extremely thin due to cores shifting during casting. The engines built from 1932 to 1935 had poured main bearings which required skill and machine shop equipment to overhaul. Part of
3948-465: The flat-head Ford is mainly used in "retro" hot-rod builds by builders more interested in an historic feel and recreating history than performance. Even four-cylinder Ford engines are used to make a retro hot-rod "correct". Ford flatheads are still hot rodded today, with a special land speed record class for flathead engines. The current record holder achieves 700 hp (522 kW) and 300 mph (480 km/h). The current land speed record for
4032-492: The flathead V8 was replaced by the more modern overhead-valve Ford Y-block engine in 1954. During World War II , the engine was used on the first prototype of the Romanian Mareșal tank destroyer , but was considered too weak and thus replaced by more powerful engines for later versions of the vehicle. The crankshaft development for the Ford flathead V8 was pioneering. The engine's production development program began with
4116-525: The following months and the army using only German Ford trucks while the Poissy plant only delivered parts to Germany to keep production running. After the war, the truck was heavily modernized both mechanically and stylistically and was relaunched as the Ford Cargo F798WM (not to be confused with the later Ford Cargo range). This time, the Ford V8 was extensively reworked for the vehicle with
4200-474: The help from Hispano-Suiza . Apart from its home market, it also saw some export sales. In 1951, the French Ministry of Defense placed a major order for 2000 diesel engine trucks with 6x6 all-wheel drive. However, such a model hat yet to be developed. As a temporary solution, Ford delivered 560 trucks with gasoline engines. From 1951, a tractor unit with the diesel engine was also available. Because of
4284-424: The ideas and innovations were Henry Ford 's. The Model A , its variants (B and 18), and this V8 engine were developed between 1926 and 1932, and this period was the elder Ford's last central contribution to the company's engineering. Mercury's 239 cu in (3.9 L) version of the engine was introduced in 1939. An economizing design feature of this engine was the use of three main bearings to support
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#17327724622444368-433: The inlet and exhaust passages (called porting ), and by polishing the sand-cast surfaces to improve air flow. Increased compression ratios could be cheaply obtained by milling material from the head or by obtaining aluminum heads as aftermarket parts. Higher capacity intake manifolds were similarly available. Changing the camshaft to a higher performance version required head removal so that the valves could be held up out of
4452-823: The latter, the best-known were Funk conversions by brothers Joe and Howard Funk. In the 1930s, the Funk brothers built aircraft—including the Funk B , which used an engine design based on Ford engines. In the late 1940s, their aircraft line became unprofitable, but they found renewed profitability in aftermarket parts for tractors—transmissions, engines, and accessories. They sold many converted Ford N-Series tractors and conversion kits using Ford industrial inline-6 engines and Ford flathead V-8 engines. Types are classified by their displacement . The original flathead engine displaced 221 cu in (3.6 L), with 3.0625 by 3.75 in (77.79 by 95.25 mm) bore and stroke. The block
4536-425: The main and rod bearings, as do all modern vehicle combustion engines. This offered a significant performance advantage, as full pressure lubrication allowed for continuous use above 3500 rpm and would not starve the rod bearings for oil, which was necessary for high performance applications, such as racing. For this reason, bank robber Clyde Barrow preferred to steal Fords as getaway vehicles. It also eliminated
4620-505: The market. Overall, the Trader was replaced by the Ford D series range as Ford removed the Thames name from its products. Additionally, a normal control version using the cab of the discontinued Ford FK range was also offered under the NC designation and was later renamed the K series. It was available at up to 7 tons as a rigid truck and 13.4 tons as a tractor. At that time Ford had Thames rigid models from 1.5 to 7 tons. In 1962 The Trader II
4704-708: The model BG, was achieved by use of a 4 in (100 mm) stroke crankshaft in the 239 cu in (3.9 L) 8BA/8RT engine. It was only used in Mercury cars, and heavy service trucks. Known as the V8-9CM in 1949, it featured 6.8:1 compression, 110 hp (82 kW), and 200 lb⋅ft (271 N⋅m) torque, which stayed the same for the 1950 V8-0CM. The 1951 V8-1CM raised this by 2 hp (1 kW), and 6 lb⋅ft (8 N⋅m) torque, The 1952 V8-MA boosted compression to 7.2:1, power to 125 hp (93 kW), and torque to 218 lb⋅ft (296 N⋅m), while only
4788-480: The name changed, dropping the -MA, for the last year of production, 1953. Because of interchangeability, the Mercury crank made a popular upgrade in the 239 among hot rodders . In fact, in the 1950s, the flathead block was often fitted with crankshafts of up to 4.125 in (104.8 mm) stroke. In addition, rodders in the 1950s routinely bored them out by 0.1875 in (4.76 mm) (to 3.375 in [85.7 mm]). French-built 255 engines were fitted to
4872-631: The one remaining ford crossing of the River Thames in England Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Ford Thames . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Ford_Thames&oldid=1111413118 " Category : Disambiguation pages Hidden categories: Short description
4956-452: The originals. The largest displacement version (at 337 cu in [5.5 L]) of the production Ford flathead V8 engine was designed for large truck service. When Lincoln could not produce the V12 engine it wanted for the 1949 model year, the 337 engine was adapted for passenger car use. The 337 features a 3.5 in (89 mm) bore and a 4.375 in (111.1 mm) stroke. It
5040-543: The power available after even low cost modifications was usually substantially more than could be obtained from an overhead-valve inline six-cylinder engine of similar displacement . The Ford flathead V8 was licensed to other producers. It was used by Simca in France until 1961 and in Brazil until 1964 for cars and until 1990 in the Simca Unic Marmon Bocquet military truck. In the United States,
5124-400: The production development needed to bring a V8 engine to the widely affordable segment of the market. Most V engines of the time had multiple cylinder blocks bolted to a common crankcase (itself a separate casting). At most, each bank of the V was an integral block, but many V engines had four- or even six-cylinder blocks, with cylinders cast in pairs or triples. Like most other engine blocks of
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#17327724622445208-636: The ratings remained the same for the 1940 V8-01A, 1941 V8-11A, and the last civilian model, the V8-21A, which saw compression rise to 6.2:1. This engine was used through 1942 for civilian use and saw some use in military vehicles during World War Two. Collectively all of the 221 motors are commonly referred to as "85 horse" motors. Ford introduced the 239 cu in (3.9 L) V8-99A engine with 3.1875 by 3.75 in (80.96 by 95.25 mm) bore and stroke and 6.15:1 compression in 1939. It produced 95 hp (71 kW) and 170 lb⋅ft (230 N⋅m). This
5292-400: The rear wheel. These covers were referred to as lake plugs , the pipes as lake pipes . This style exhaust was also used legally in sanctioned drag racing and illegally in unsanctioned performance demonstrations. More extreme modifications were to improve the airflow by removing material from the top of the block between the valves and the cylinders (called relieving ), increasing the size of
5376-541: The same 66-cubic-foot (1.9 m3) load volume. Production totalled 196,885 examples comprising 139,267 5 cwt, 10,056 Standard 7 cwt and 47,562 Deluxe 7 cwt units. Similar to the 300E, it was a small car-derived van based on the recently introduced Ford Anglia 105E. it was marketed again as the Thames 5 cwt or the Thames 7 cwt van. These names defined, in Imperial measurements, the recommended maximum load weights (approximately equivalent to 250 and 350 kg respectively) of
5460-544: The shares. At the end of 1954, sales of the Ford Cargo F798WM were discontinued. Nevertheless, a version for the French military continued in production under the Simca and later Unic brands in the company's plant in Suresnes . The engines were now supplied by Bugatti although they were still being based on the Ford V8 design. During all of production, more economical 4- and 6-cylinder engines were also available. Since 1953,
5544-412: The specifications remained the same. It was produced in Europe in 1935 and 1936, and was used in the many standard Ford vehicles based on the car platform of the era . It was not very popular with U.S. buyers who were used to the 85 hp (63 kW) cars. Redesignated V8-82A in 1938, V8-922A in 1939, and V8-022A in 1940, compression, power, and torque remained unchanged. The engine was very popular as
5628-406: The unique Ford designed distributor driven directly from the forward end of the camshaft, which was an inconvenient location for maintenance. This final flathead used a more conventional distributor driven at a right angle to the crankshaft and located at the right front of the engine where it was readily accessible. The water inlets and thermostat housings were moved to the front end of the heads, and
5712-550: The vehicles. Advertised load space was 73 cubic feet (2,100 L) including 12 cubic feet (340 L) beside the driver. From October 1962 the 5cwt and 7cwt vans were also offered with the 1198cc engine from the Ford Anglia Super and these were designated as Thames 309E. In March 1965 the use of the Thames name was discontinued and from that time Anglia-based vans were marketed as Ford Anglia Vans. Production ended in 1967 with over 200,000 having been produced by then. A copy of
5796-415: The water jacket to exit on the outside of the cylinder block. The routing of the exhaust through the water jacket put an extremely heavy load on the cooling system and led to frequent overheating, especially on early models, if the cooling system was not maintained. Somewhat primitive water pumps used until the advent of the 1948 8RT and 1949 8BA models also contributed to the overheating problem. The space for
5880-572: The way, so this was usually done only as part of a substantial rework of the basic engine. A popular modification for the flathead was conversion to an overhead-valve configuration, and many such modification kits were available, including the Ardun heads from Zora Arkus-Duntov who was to go on to fame as the "father of the Corvette". These conversions were not initially demanded by hot rodders looking for extra power, as they had not yet exhausted
5964-426: The world as Britain strove to export after World War II. In some countries, the 'cowl and chassis' only was imported and local bodies built. The E83W range was powered by Ford's sidevalve engine which produced 30 hp with a 3-speed gearbox, and was heavily geared down in the rear axle. This made the van much slower than a contemporary saloon with an effective top speed of not much over 40-50 mph. The E83W had
6048-417: Was (and still is) often called simply the "Ford V-8" after its new engine. An automotive milestone as the first affordable V8, it ranks as one of the company's most important developments. The engine was intended to be used for big passenger cars and trucks; it was installed in such (with minor, incremental changes) until 1953, making the engine's 21-year production run for the U.S. consumer market longer than
6132-720: Was available not only as a truck and chassis, but also as a panel van and bus. A version with a Perkins engine was also offered. The conventional cab with a hood muzzle and split windscreen had more space than its predecessor. It was built by coachbuilder Briggs Motor Bodies and was supplied in almost the same form for the Dodge 100 and the Leyland Comet . The chassis had semi-elliptical leaf springs and now hydraulically operated brakes with vacuum brake booster. Payloads of up to eight tons and optional all-wheel drive were now also possible. A four-wheel drive 3-ton variant (ETF6) with
6216-432: Was cast as a single piece ( monobloc ) for durability, and a single-barrel carburetor fed the engine. The 1932 V8-18 with 5.5:1 compression produced 65 hp (48 kW). The 1933–34 V8-40 raised compression to 6.33:1 and power to 75 hp (56 kW). In 1934 a two barrel down draft carburetor was introduced. 1935's V8-48 saw compression drop to 6.3:1, but power climb to 85 hp (63 kW), and torque
6300-627: Was done to provide a more powerful engine for the Mercury cars, which Ford Motor Company started making in 1939. It was used in Mercurys in 1939 and in Fords in 1946. This engine is very similar to later versions of the 221 engine. As the V8-09A in 1940, compression, power, and torque were unchanged; in 1941, the V8-19A compression and power were static, but torque rose by 6 lb⋅ft (8 N⋅m), while
6384-518: Was introduced in the 1948 two and a half ton and three ton Ford trucks and the 1949 Lincoln passenger cars. It was produced through the 1951 model year. In 1952 it was replaced in the Lincoln passenger cars and Ford three ton trucks with the Lincoln Y-block 317 cu in (5.2 L) overhead-valve V8. The two and a half ton Ford trucks got a 279 cu in (4.6 L) version of
6468-550: Was introduced, available as a 7.5 tons rigid and 17 tons tractor. Production of all variants ended in 1965. A light car derived van based on the Ford Anglia / Prefect 100E saloon range. It shared its bodyshell and 1172 cc sidevalve four-cylinder engine with the Ford Squire estate car versions of the line. It was available as a 5 cwt version and a deluxe model alongside a 7 cwt one was also offered. All three offered
6552-699: Was named the Iveco Daily 4x4. This was marketed in France under the Unic brand, effectively filling the gap left by the Simca/Unic SUMB by one of their own models. After the Thames name was retired, Ford continued building commercial vehicles in Europe but only under its own brand name. By the 1980s, Ford was still very successful on the segment and offered the Escort Van , Transit and Cargo alongside
6636-684: Was offered from 1954 as 4D or 6D. Production in Dagenham ended in 1957 and its successor was the Ford Thames Trader . Ebro built the Fordson-Thames ET models under license from 1956 to 1963 as the Ebro B series. The Thames Trader was presented in 1957 as the successor to the Fordson Thames ET range. It shared almost nothing with its predecessor and was a completely new model, although it still shared some styling with
6720-444: Was performed ( as this video on the Ford flathead V8 shows ). The short crankshaft proved quite durable in comparison to six-cylinder engines when roughly handled. For these reasons, the flathead Ford became a favorite among hot-rodders, and this in turn led to a rich supply of aftermarket performance parts. With the use of specialized pistons or connecting rods the stroke of the crankshaft could be increased by welding and regrinding as
6804-409: Was provided by Unic , while the axles came from Marmon-Herrington ; the body was styled by local company Bocquet. Therefore, SUMB stands for S imca U nic M armon B oquet. The SUMB came into many versions for the military, many including various special bodies, allowing for payloads up to 2 tons. Over 6,000 were produced and delivered to the French army before production ended in 1973. The tooling
6888-460: Was rated at 144 lb⋅ft (195 N⋅m). It became the V8-68 in 1936, with compression, horsepower, and torque unchanged. Production of the original 221 lasted from 1932 through to 1936. These engines can be identified by the fact that the water pumps are at the front of the heads. A similar 221 flathead was used in Fords for 1937 and 1938 but the block was revised to have the water pumps mounted on
6972-505: Was sold to Renault which however did not procced further with the design, instead providing their own Saviem TP3 to the army as the successor. After 1994–1995, a number of SUMB vehicles were converted to use Renault engines as the outdated Ford design was very much uneconomical by now. Since 2005, SUMB vehicles started getting retired from military service and sold as surplus products . Iveco went on to purchase Unic, and produced an off-road-oriented version of its Iveco Daily van which
7056-754: Was taken over by Simca in 1954 who began installing it in their Simca Vedette in 1955. Simca then transferred the Aquilon production line to Simca do Brasil , where it was kept in production until 1969 (the company was known as Chrysler Brazil from July 1967). Simca do Brasil introduced a 148 cu in (2.4 L) version in May 1962 but the real surprise was the 150 cu in (2.5 L) "Emi-Sul" of April 1966. This engine has overhead valves and hemispherical combustion chambers ; it produced 138 hp (103 kW) in its most powerful version. The 1948–1953 255 cu in (4.2 L), referred to as
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