(first posted 6/13/2013) When we think of the quintessential American engine. the V8 undoubtedly comes to mind first. Understandable, given how Henry Ford’s 1932 flat head V8 and its successors came to symbolize American’s love for affordable and effortless power, and which really came into full bloom with the modern post-war OHV V8s. For decades–Until Honda and others re-ignited four cylinder love–four bangers were typically dismissed as poverty mobiles, certainly by Detroit; think Chevy II, Vega, Iron Duke and Pinto.
But it would be a mistake to overlook what a huge performance legacy the big four cylinder engine created in America. From the time the first Model Ts were hopped up in the early teens through the the last 252 inch big Offy four roadster to win at Indy in 1963, the distinctive bark of a big four was the sound of power to generations of America. And some today still can’t do without it.
The history of aftermarket Ford four-cylinder performance parts and upgrades is vast. There were literally dozens of companies offering everything from a basic higher-compression cylinder head, to full-blown Indy-racing DOHC engines, like this Rajo conversion on a 1909 Model T block with essentially stock innards.
image:britishsportscars.com
Nobody built a tougher block, crank and connecting rods than Henry, and engines like the Rajo, Frontenac, Rily and others powered the overwhelming majority of the race cars doing battle on dirt tracks all over the country for decades. Here’s a superb visual rundown (and details) of well over 100 unique high-performance engines based on the T and A block. Makes the Ford and Chevy V8 hot-rod era look downright tame in comparison.
It’s become so stereotyped to only remember, see, think, and build hot rods as V8s, as if that’s what they all were back in the day. There’s no ready statistics, but hopped-up Ford four bangers once were the real default rod.
And of course, some have kept the four banger faith all along, and more are returning to appreciate its authenticity and unique characteristics. A better example of that than this ’28 Model A Speedster I found sitting in front of one of Eugene’s last road houses would be hard to conjure up. This thing is just dripping with authenticity, even if it is a more recent build (or a restoration of an older one).
I have long nurtured an irrational passion for Model T and A Speedsters, which by definition predate hot rods. Speedster body kits for Ts date back to the early-mid teens, like this 1915 PACO. The term “speedster” encompasses a huge range of modifications, everything from just tearing off the body and sitting on bare seats, to a complete new body from stem to stern.
This one encompasses a pair of buckets in a low-cut body, but is stock from the cowl forward (except the fenders).
The tail end sweeps down to just above the axle line, and the over-sized tires on later V8 wheels (a popular upgrade) are ready to kick some gravel in your face.
The best way to experience the aural delights a of warmed-over Ford four is in person, but if you haven’t had the chance, this is a pretty decent substitute, the best I could readily find (the real action starts at 1:45). It’s the starting line for a modern hill climb, for Ford four bangers only. And there’s a fair amount of rubber being left at the start.
From the moment I laid eyes on this gem from a distance, I was certain that it was a four. I was intrigued by the Tillotson carburetor’s cut-out, wondering what that implied. My attempts to peer through the cooling vents told me it was still a flathead, and obviously not very modified, if at all. Most likely a high compression head and a cam, to let it breathe a bit better. But with a single stock-type carb, not very ambitious. A slight disappointment, actually; I assumed that it would at least have a couple of downdraft Strombergs, the default intake upgrade. Is this more of a poseur than it lets on?
The Secrets Of Speed Society is a magazine dedicated to Ford four bangers. Maybe this is still a work in progress.
Instead of “this” I should use its proper name: Blue Yonder.
Here’s another sticker to announce it membership in a Northwest group dedicated to their obvious interest.
All the necessary instrumentation is accounted for. No 9000 rpm tach here.
Love that big “third eye”.
And that long straight exhaust. I really should have gone in and asked him more about it…now its bark will have to live in my imagination. That won’t be hard. BrBrBrBruppprrraaaapppppp.….
Update: This same owner has another A Speedster, which I showcased here (mainly just pictures). I got a video of him taking off, which gives some indication of how quick these cars are.
My father is an old-school Model A fanatic, and he bought one of these last year. Not for the faint of heart, especially with the noticeable lack of any safety equipment whatsoever.
This is terrific! “Blue Yonder” has captured a distinct time in American automotive history, a time when speedster was a part of the everyday vernacular and before “hot rod” became synonymous with any severely butchered car stuffed with a Ford, Chevrolet, Cadillac, or Oldsmobile V8.
Despite the body modifications, a car like this holds a true place in history; a car like the grossly modified ’34 Hupmobile the other day – not so much.
Absolutely awesome. This rings my bell.
Watched that video. Hot damn, do those engines sound great!
Those were the days – when Henry Ford built engines and running gear that could handle anything a hot rodder could throw at them.
This is fabulous, as is that video. There is something thrilling to me when man and machine are both boiled down to their basics. Something like this is what you get. That guy could make a fortune by selling a 5 minute ride for $20. I would wait in line for that.
At those prices, to ride in that, I might go in for 5 tickets!! 🙂
This is great! At work we were using a serious auto parts and engine rebuilder for something. I was in there and they were building a Model A “racing” engine. Not sure about the block but everything else was new and being manufactured for the hobby. Very impressive.
When I line hauled for Hooker Pacific my manifest regularly contained cases of NEW Model A & T parts imported from the US there is a A ford parts dealer nearby and Model As are very common here still though the local vintage car club shuns them
It isn’t necessary to preach to the choir, but this is part of the reason I love Bonneville so much. Not just for the 4 cyl Fords, with every imaginable head and carb combination, but all of the vintage engines that long ago were deemed obsolete by some, but on the Salt can still really haul the mail. Only two months to go!
Awesome. Hot rodding boiled down to its bare essentials.
Its beautiful the Ford 4 banger put out prdigious torque that coupled with light weight means they go well remove more weight and tune the motor and the results are great Henry overbuilt everything paring weight from components had’nt really entered his thoughts but he didnt sell you any more car than absolutely neccessary.
i watched an A coupe pulling away in traffic tother day easily keeping pace with the moderns and pulling from the basement thru the gears music to my ears
Best thing is the lightweight block. I can lift a empty block Model A Ford, try that with a early Chev 218/235.
I have one 28 Model A engine currently out for machining, once you go Ford flathead 4 it’s hard to get excited over any other engine.
Still trying to work out why,,,,
Mode T, 2.9 litres, if I recall correctly, is no Mini. Did specials race with the clever epicyclic gears? Big, hot Fours. Vauxhall 30-98, Bentley with 4 valve OHV in 1919, «les camions les plus vites du monde» as Ettore Bugatti, beaten down Mulsanne Straight dubbed the beasts with roots blowers, like the rostra of Rome’s war galleys, howling between their dashing dumbirons! Austin Healey’s 100S, with 2/3 of Sheerline’s and the first Jensen Interceptor’s developed Chev Stovebolt Six! Triumph TR2! Les Vingt Heures du Mans loved a good four.
Did specials race with the clever epicyclic gears?
Generally yes, except maybe the all-out track racers.
Once one strips motoring to the bare minimum, carrying around all the extra stuff that most cars come with dilutes things. The minimal is the best way to go, and there is no substitute, if one is after a certain kind of automotive “purity”.
I notice the track officials place a white chock behind the right rear tire of every car “launching” on the first hillclimb video. I have not been able to figure out why they do that.
It’s a hill climb; the cars are starting on an incline. It’s so they can use their two feet on the pedals that really count: the throttle and the clutch.
I loved the video ! I used ear buds so SWMBO wouldn’t complain .
‘A’ models actually had a pretty aggressive cam shaft profile from the jump, they tend to wear the lobes quickly but as mentioned : a good running ‘A’ Model Ford fully stock is no slouch and easily keep up with modern traffic until 45 MPH or so .
Those hill climbers sound geared much higher than I expected, gotta watch out you don’t spin the babbited rod bearings out I guess .
The pinion gear in ‘A’ model Fords is tubular in shape and dumping the clutch too hard occasionally makes them crack, more than a few still do yeoman duty and the crack is only in the threaded part and discovered during tear down for something else .
Some of these rigs are little more than Doodlebugs, I’d love to have one .
-Nate
(ex member of the SSOS)
As that guy, I note that the last 255ci non turbo Offy win at Indy was Foyt in 1964. The OHV Fairlane based Indy Ford debuted in 63, then was converted to OHC for 64.
The stout Offy block lent itself to brute force turbocharging, with turbo Offy wins at Indy in 68 and 72–76. The 4 cam Indy Ford V8 won in 65 and 66, then in turbo form in 69–71 and 77. The reign of the F1 derived Cosworth DFX turbo began in 78.
In 1980, the Cosworth DFV and its derivatives won the Formula 1 grand prix championship, the Indy 500 and the US championships, and Le Mans. Not bad for an engine introduced in 1967.