Saw this on CL. Anybody ever put one of these in an F1?


1950's Lincoln Motor "337" (penfiled/walworth)

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</figure> <section id="postingbody"> this is a nice dry storage motor 49-52 8EL motor "337" automatic tranny, radiator driveshaft.
THE SONG HOT ROD LINCOLN is named from this motor. they also used these in dragsters.
$750 takes it all


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 (or studs with nuts).

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.) Compression
Pressure Firing
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

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• Location: penfiled/walworth
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Posted: 2013-07-14, 12:30PM EDT
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It is a good history lesson, but does it run? does it turn over? Cracked block? Interesting that there is no description of this particular motor.

 

I dont know about a F1 but if I had $750 it would go in a 96 F350 in a heartbeat. Atleast it would run. 239 would work as well. Anything is better than a transistor powered 460..

 

I have one in a '53 F-100. It fit quite readily-had to fab some motor mounts to support the front of the engine since it's about 3" longer than the 239 that came out. The F-1 should accommodate it easily since the engine was used in the F-7 & 8 of the same years. They all had the same cab & hood.

 

Like to see some pictures if you have any. What did you do to handle the extra weight, bigger springs?

 

Dale's truck is here: https://www.ford-trucks.com/forums/1...l#post13260188

 

'Hot Rod Lincoln' recorded in 1955, OHV Lincoln Y block V8 introduced in 1952.


1932/39 Lincoln models K - KA - KB, 1936/48 Lincoln Zephyr, 1940/48 Lincoln Continental came with V12 flatty's.


1949/51 Lincoln/Cosmopolitan came with 337 flatty, Hydra-Matic optional 1950/51. Lincoln 337 different than F7/F8 337.
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I'm near that area and could help broker a deal for the seriously interested.

 

Essentially zero performance parts available. Besides the novelty factor having same engine as used in some of the big trucks, why? Stick with the regular flathead.

 

337" trumps 239/255 any day. Even a wild "built" 239/255 can't approach 337 " and the built in low speed torque of the big one. Intake manifolds are available from Ken Austin @ Austin's Rod Shop in Oregon. Stock heads can be milled. Headers are pretty simple to fab. However, you're right that the novelty factor is the most significant reason. It's a lot of fun to raise the hood at a show and have people walk by and say: " Look, it still has the Flathead in it". Most don't notice the differences-like rear mounted distributor and (in my case) "funny" carburetors.

 

Dale, What transmissions mate up to this engine? It says it comes with an automatic but I prefer to pick my own gears. I just finished rebuilding a 239 for my F1 but it sure would be nice to have a flathead with twice the power.

 

The stock 337 was rated at right around 150 HP, vs 100 - 105 for the 239's. I prefer original when possible, and give kudos to Dale for his efforts, but even a smogged low-compression 302 can beat that, especially considering the difference in weight (about 350 lbs, maybe more).

 

I went back and looked at the CL ad. You're right at 150 hp. I saw the numbers for torque and thought it was horsepower.

 

If it hadn't been for my terminal case of silly sentimentality, I could have stuck a 460 Ford in that hole about as easily and probably for less $. If I could have a "team mate" to the truck I have, that's probably the route I'd go but at this age, that ain't likely to happen.

As to the question about transmissions, the automatic (Hydramatic) versions had a unique bell housing and, of course no flywheel. Adapting a later transmission (stick or automatic) is problematic but can be done. Bendtsen's has done some stuff to accommodate late automatics. A truck bell housing and flywheel would be the best base for hooking up a 5 speed. Fortunately my engine came out of a car with a 3 speed/O.D.