Posted by RN on December 23, 2014 at 10:00:47 from (66.188.143.138):
In Reply to: OT Ford flathead V8 60 posted by FLOLDFORD on December 22, 2014 at 13:57:19:
V8 60 came after the V8 85, was greatly reduced bore, small pistons. lighter pistons meant a bit easier to balance, reduced bore of cylinders but still about same sized intake and exhaust valveing, porting meant proportional greater 'breathing' capabilities, another 1000 rpm before intake 'bends' of airflow path restricted fuel/airflow. The performance for size was advantage in some engine size class racing- competitors about 140 inch were the 4 cylinder T and Chevy engine conversions, Willys. Main market ADVANTAGE was the resulting taxable HP in SAE and English tax law- figured as bore diameter times number of pistons by a hp factor- resulting figure got road taxed and English had a 20 hp break that had a big jump. US SAE rating meant tax variation by state- Illinois had 15,30, 50(?) hp tax class and Chicago when I lived there still had city stickers with different rates for hp. Dodge 6 cylinder slant 6 was under the 30 hp class, Chevy 6 was over and that meant about $50.00 difference in license, tag costs. V8 60 was about 18 to 20hp taxable(?), V8 85 was 24(?), model A was 18(?) taxable so a V8 60 in some places was taxed and license fees same as model A while a V8 85 had a big class break jump that meant about same license fees, etc as a fancy car for the rich folks that wanted something to show off. France had a 'fiscal' rating for engine- same tax horsepower situation- and bore size was a bigger factor than total engine size although not quite as bad as English, US SAE rating system that didn't consider stroke at all. Simple minor design change to engine for economic advantage in some markets/tax dodge and a side effect of performance gain for engine size. RN
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