54-59 Flathead Feature 4/11/14 2:54 PM Page 56
Flathead Feature
This vintage pavement midget uses a stock V8-60 powerplant.
This V8-60 powered dirt midget gets it on in a corner.
The V8-60 powerplant was a popular choice in 136 cubic inch Class A hydroplane competition in the late 1950s.
56 April 2014 | EngineBuilder
1960s. And also, It was a perfect fit for the A Modified and S Stock hydroplane classes. The engine builders were often the guys that bought the engines. There were many available aftermarket parts while some of the more skilled fabricated their own parts. The most common pieces that were added to the V8-60 included heads, cams, intakes, carbs, and exhausts. Each of those engines had its individual touch of its engine builder. The little V8-60 flathead engine had three main bearings, along with a 3.2 inch stroke and a 2.6 inch bore. Its compression ratio was only 5.61 with its twin water pumps placed in front of the block. It was introduced in the United States in 1937, and would continue to be improved through its years of production. Included were a new combustion chamber shape, aluminum heads, substitution of a Stromberg twobarrel carburetor, and the use of steel pistons instead of aluminum. Longtime engine builder Rich Willim is one the masters on the modification of this smallest of the flatheads. He has been involved with the V8-60 for more than six decades, both as a builder, a competitor using a self-modified V8-60 in hydroplace racing, and the author of one of the V8-60 bibles with his book, “The V860 Ford’s Little Powerhouse.” He explained that the actual horsepower of the V8-60 was not well known, but the word was out that an Edelbrock-designed V8-60 with a .030 overbore, an Isky Cam, and on methanol produced about a 129 horses. Willim upgraded that engine with .100 overbore and two Stromberg carbs and made 142hp at 7600rpm. Engine builders often investigated different crankshafts for use on the engine. Willim explained, “There were some racing modifications made to cranks. Edelbrock, Claysmith and Eddie Meyer were the prime crank modifiers. The work involved providing extra clearance on bearing surfaces and reducing the weight of the counter weight which resulted in better rotating-assembly