Where on the block do I connect the oil lines and which line goes to which?
See the drawing for the later installation instructions.
Tom
Alan
One design of filter assembly was offered for the 85 and 95 horsepower engines. Its part number was
01A-18658-A. Ford’s supplier was the Fram Corporation of Rhode Island.
The filter housing was vertically mounted to the left cylinder head above and between the number 5 and number 6 cylinders. The fasteners consisted of three special 350710-S7 nuts. This assembly used a replaceable filter element.
Both the housing body and cover were painted gloss black. Formed into the bottom of the housing were seven ribs. The 01A-18691 bolt that retained the steel cover had a plain finish. A copper flat washer was beneath that bolt.
A red, yellow, black, and gold decal was placed on the cover. It indicated that the filter was manufactured exclusively for Ford by the Fram Corporation and used a replacement cartridge filter with part number
01A-18662.
The inlet to the housing was on its right side and near the bottom. This threaded hole received a 90º brass fitting, part number 01A-18672 for the inlet hose. Directly below that fitting was a decal that simply said “INLET”. At the center and very bottom of the housing was a threaded hole that received a non-90° brass fitting. This hole and fitting were used, along with two different hoses and routings, to return filtered oil to the engine. Just to the front (left) of this bottom fitting was yet another threaded hole. This drain hole was fitted with a brass hex head plug.
The inlet (pressure) and outlet (return) hoses were made from an oil resistant compound and covered with a black lacquered braided cloth whose outside had a rough finish. The AC Spark Plug Company supplied these hoses to Ford. All fittings, with one exception, were brass swivel type. The exception was the late production return hose which had a “banjo” fitting on one end.
Pressure Hose Routing:
While there were two different routings of the oil return hose described below, there was but one routing for the pressure hose. Its description is next.
The pressure hose threaded into a special angled brass reducing elbow fitting, part number 01A-18669. The fitting threaded into the horizontal hole near the oil pressure sending unit. From there the hose was routed forward near the bottom row of cylinder head studs and attached to the inlet fitting on the right side of the filter housing. A cadmium plated clamp which was placed beneath the cylinder head stud between and just below cylinders number 7 and number 8, held this hose in place. A 27081-S screw and 34141-S nut held the two pieces of the clamp around the hose. There were two designs of this particular clamp. One design had a slot while the other had a hole.
First Routing of the Return Hose:
Next are a few details of these parts in the order that oil flowed through them.
1) The angled fitting at the very bottom and center of the filter housing (H in the picture). The angle between the female and male threads of this fitting was a little less than 90 degrees so that the hose, which was threaded into the fitting, pointed slightly upward as it left the filter housing. Its initial path was parallel to the front axle underneath.
2) The hose passed through the hole in the rear of the filter housing bracket. A rubber grommet in this hole insulated the hose against abrasion.
3) The hose turned toward the fuel pump and was on top of the left spark plug wire conduit.
4) A cadmium plated clamp (D in the picture) held the hose to the left spark plug wire conduit.
A 26515-S2 screw and 34129-S2 nut held the two pieces of the clamp around the hose.
5) The line terminated by threading into a special bolt/fitting, part number 01A-18661-(C in the picture), that had replaced the left fuel pump mounting bolt.
This first routing was the more common of the two since it was used from the beginning of 1940 production until the very end of April, 1940.
Second Routing of the Return Hose
Most of the parts for the second routing of the oil return line appear in the right half of the previous picture. Next are the details of these parts in the order that oil flowed through them.
1) The angled fitting at the very bottom and center of the filter housing (H in the picture). The angle between the female and male threads of this fitting was a little less than 90 degrees so that the hose, which was threaded into the fitting, pointed slightly upward as it left the filter housing. Its initial path was parallel to the front axle underneath.
2) The hose passed through the hole in the rear of the filter housing bracket. A rubber grommet in this hole insulated the hose against abrasion.
3) The hose turned toward the radiator and was on top of the left spark plug wire conduit.
4) The hose turned right. It passed through a cadmium plated clamp (G in the picture), placed beneath the washers of the generator mounting stud, that secured the hose in place. A 27081-S screw and 34141-S nut held the two pieces of the clamp around the hose.
5) The hose ended with a “banjo” fitting (F in the picture) at the base of the distributor. A special hollow bolt (E in the picture) replaced the lower right distributor housing bolt. With a copper gasket placed on each side of the “banjo” fitting, a leak free seal was attained.
This second routing took effect at the very beginning of May, 1940.
Hope this description with the accompanying photo is helpful.
Mike Kubarth
Alan
JM
This message was edited by supereal on 8-21-11 @ 11:49 AM
What I posted above was not the compete description I am planning for the new book. Rather, it was (hopefully) more than enough to get this fellow on the right track to installing his filter.
The new book will not include mechanical advice nor restoration "how to's". I have to draw the line somewhere so had decided to draw the line at detailing how the vehicles appeared when they were built, not HOW they were built. My gosh, that would add about three volumes
Respectfully,
Mike