51 Merc Flathead Question

Ol' Ron said:
I would suggest you leave the clutch off so you can start the engine. Do a compression test. This may tell you the condition of the engine,but not whatit is. Pulling the heads would be the next step. Re-drilling the flywheel would be the cheapest option, I've done many times. All this depends on the application. The bell housing in the photos are for an earlier style trans. I think the truck housing was cast. I've never used this type assembly.
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True-- I recall the passenger bell housing out of a 50 convert not cast..
 
Thanks guys for the help and replies. I got the engine freed up and fully rotating. It is off to the machine shop to get the block cleaned and checked.
 
Well it has been awhile since my last post but the saga continues and not to be defeated the search and destroy has carried on. The Merc block was trashed the bottom end looked like a road map with all the cracks in it. On another post I had swapped a SBC for a Canadian 221 engine with stock bore. Not sure what I will do with that engine yet, probably sell it but my buddy that had it also had a pallet with a partially disassembled 8BA series and a bunch of extra parts. I had that blocked checked and no cracks but needs bored,still has the stock bore. So I had my Merc 4" crank tuirned 10-10 I am thinking of a .125 bore, new Egge three ring pistons using either the Merc or Ford rods that I have. While I was comparing the two sets of rods and pistons I noticed no difference between the two. The rods were the same and pistons the same no difference in pin location. I will say it was obvious that the Ford block had been into before due to different style pistons in it adjustable lifters. I never checked the stroke but I may need to check that crank. I did look at the clean out plug and it was smaller than the Merc plug. Anyway I am thinking of using the Merc cam with this set up and decide on head's and intake/carbs later. I am not planning on porting, relieving the block or bigger valves either. Just trying to keep cost down and still end up with a good dependable streetable flathead. Any thoughts before machine work begins? Thanks
 
sure looks like a truck set up--i have always used 9" presure plates modified with 10" presure plate springs, usually behind fairly healthy flatmotors, never had any problems..
 
Greetings

FWIW

As has been pointed out, the late 51 Mercury, has a totally different set up to Ford or the 49/50 Mercury.

The pan has a connection to the flywheel cover. The bell is cast with the same type clutch release shaft as the earlier Ford. The transmission input shaft is different for the Mercury to as it is much smaller, and similar to the later 49 Ford. Then comes the clutch, the Ford used the Long type clutch cover and the Mercury uses the Borg Beck type clutch with evenly spaced attaching bolts.

A plus is the rear sump on the Mercury pan.

Re-drilling the flywheel is a critical matter as the clutch cover could result in sever out of balance issue.

Good luck

Jack
 
Now that you're confused, just remember, all 39-53 Ford and Merc parts are interchangeable. Even some of the early stuff will work too.
 
The con rods are all the same in the 8BA family. The 4 inch crank simply used a piston with a different pin location for the Mercury 255. Different stroke cranks require pistons for the length of stroke. The 3 & 5/16" bore gives you some room for oversize as long as the block has no core shift. If you haven't already, you should get the block pressure tested. A sonic check of the cylinder walls wouldn't be a bad idea either. At least you would know how far you can safely bore that block.
 
Rotorwrench, I know some of the later 49-53 Merc connecting rods had squirt holes for the oil. Did 8BA rods also undergo this change?
 
The oil squirts came in somewhere in 1950 and I believe all of the 8BA family had them after that. They helped to cool the pistons a bit as well as provide more oiling for the little end of the con rods without washing out the cylinder walls.
 
Often wondered why Ford did that, considering the amount of oil that comes from rod side clearance.
 
rotorwrench said:
The oil squirts came in somewhere in 1950 and I believe all of the 8BA family had them after that. They helped to cool the pistons a bit as well as provide more oiling for the little end of the con rods without washing out the cylinder walls.
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Ford continued with con rod oil squirting on most engines following the flathead.
 
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