2025

by A. Wayne Ferens
Images Courtesy of Ford Motor Company Archives and Ferens Collection
Published 4.30.2025

The new Ford engine Ford Motor Company Archives 1 In its 40-year run, Ford produced the light weight small-block in 221, 255, 260, 289, 302 and 351 cubic inches. (Ford Motor Company Archives)

As the 1960s approached, it became apparent to Ford Motor Company that consumer demand was shifting to smaller economical mid-size cars and smaller, lighter six cylinder and eight cylinder engines would be needed to power them.

The new Ford 90-degree OHV pushrod cast iron small-block was introduced in July 1961 as a successor to the Ford Y-block engine. It displaced 221 cubic inches (3.6L) and was light-weight using thin wall casting for a short-skirt block that does not extend below the centerline of the crankshaft. Ford called it the "Challenger V8" and manufactured it in Cleveland, Ohio and Windsor, Canada in various displacements and horsepower ratings until 2001.

Ford kicked off their "Total Performance" campaign to promote its new line of cars and sell their new performance image to the "baby boomer" generation, who were getting their first driver’s licenses in droves. Ford decided to participate in a full range of competitive events to attract these potential buyers into the showroom. Henry Ford II got the word out that the company would not only participate in the Indianapolis 500 in 1963, but was serious about competing in international motorsports as well. The Advanced Engine Department of Ford's Engine and Foundry Division (E&F), under the direction of Bill Gay and Design Engineer Joe Macura, was eager for the challenge.

With less than a year to meet the objectives placed on E&F to compete at the Indy 500, there wasn't time to develop a new high-performance engine that was light weight, durable and capable of producing close to 400 horsepower. After performance and durability was thoroughly analyzed for a competition engine, it was decided the new 260 cu in Fairlane production engine would be most suited to meet the Indianapolis displacement limit of 4.2 liters or 256.284 cubic inches. Construction of an all-new rear mounted engine chassis was the responsibility of Lotus Cars in England under the direction of Colin Chapman.

A highly modified 260 production engine was assembled 'presto' for testing using both carburation and fuel injection. Modified cylinder heads and valve train revisions with improved intake and exhaust ports were incorporated, along with revised combustion chambers with domed pistons providing a 12.5:1 compression ratio. On the dynamometer, the modified 260 engine easily surpassed the objective of 325 hp on high-octane 103.5R gasoline. Other exotic fuels were also tested but rejected.

An aluminum version of the 260 engine was cast and tested as well. Two problems were indicated on both the dyno and in car tests showing head gasket problems and valve train limitations. Designing a high speed, high horsepower engine involves complex analysis for design and modifications, especially to an existing production engine. To achieve twice the power and a 25-30 percent weight reduction from the mass-produced 260 required changes and a redesign to most major components.

Major design modifications were as follows:

A new cylinder block of sand cast aluminum with a reduced bore size to 3.75 and retaining the stock 2.87 stroke gave 255.3 cu in (4.2L) displacement;
The front flange was modified to receive cases for a gear-driven camshaft, water pump, distributor and oil pumps.
Deck thickness was increased 50 percent to .640 inches.
Dry cast iron liners were installed. 4-bolt nodular iron main bearing caps.
Two additional studs per cylinder were added to the modified head face. "O" rings were provided to seal combustion gases.
Sand-cast aluminum cylinder heads featured aluminum bronze valve guides, dual valve springs, hollow valves, screwed in rocker studs, hardened steel valve seat inserts, steel valve spring inserts, revised water jackets and enlarged intake and exhaust ports.
A crankshaft made of 4136 steel with revised counterweighting.
5:1 forged and modified pistons and rods polished to remove surface stress.
Larger diameter cap bolts were added to withstand the increased inertia loads.
Lubrication demands were met by an enlarged dry sump lubrication system operated by a pressure pump and a scavenge pump. Oil is supplied from an external 4.8 gallon tank.

Photo 2 Ford Motor Company 2 The aluminum version weighed in at just 357 lbs. and produced 376 hp @ 7200 rpm & maximum torque of 299 lb/ft @ 5200 rpm. The E&F Dynamometer Durability and Reliability Program was very encouraging and the engine was ready for vehicle installation and testing by March 1963. About 15 engines were produced. (Ferens Collection)

Picture 3 Ferens Collection RESIZED 3 The "Engine That Could' was first installed in the Lotus 29 monocoque chassis in England. Early testing was conducted by racer Jim Clark at Snetterton in the UK. Note the massive Italian-made Colotti T-37 trans/axle that would be modified for the Indy race. (Ferens Collection)

Two Ford V8-powered rear-engine Lotus 29 cars were entered for the 47th running of the Indy 500. Jim Clark finished second with a qualifying speed of 149.75 mph. Dan Gurney finished seventh with a qualifying speed of 149.019 mph. Ford was very encouraged by the results, and development of an all-new E&F DOHC fuel injected aluminum V8 engine for 1964 would evolve from the 1963 pushrod engine.

Two Ford racers 4 The two Indy Ford-powered Lotus 29 cars were also entered in the August 18, 1963 Milwaukee 200 race, where they placed first and third. Clark’s margin of victory was a substantial 31 seconds. Ford, Lotus, Jim Clark and Dan Gurney were among the first who started the rear engine revolution that is still used to this day. (Ferens Collection)

But that's not the end of the story for the Challenger V8 race Engine That Could. Ford made a deal with Lola cars in the UK to help develop a new GT sports car that was already taking shape in Dearborn. Only this time, the technical challenges were much greater -- particularly starting from scratch. In 1963, the cars competing on the circuits at Spa, Nurburg Ring, Le Mans, Daytona, Sebring and the Targa Florio were capable of hitting speeds of 200+ mph. To build a car that meets FIA requirements, while maintaining high stable speed under varied conditions for as long as 24 hours with the ultimate goal to win, seemed almost impossible.

Early GT concept 5 An early design of the GT concept is shown from June 1963 at Ford styling in Dearborn. The new car is 40.5 inches high, with an overall length of 159 inches, and a wheelbase of 95 inches. It will be capable of speeds of 200 mph. (Ford Motor Company Archives)

Having arrived at a basic configuration and initial shape of the GT car, other areas of concern and analysis had to be considered. Again, to have a car ready to test and race in less than a year, much had to be done.

The following areas of consideration to be used in the construction of the car were either supplied by Ford or outsourced: engine; transaxle; driveshafts; body; aerodynamics; suspension; steering; brakes; wheels; tires; interior/driver environment; fuel; and lubrication system.

E&F Division in Dearborn had a small supply of the Challenger 4.2 liter (256 cu in) aluminum pushrod V8s left over from the 1963 Indy program. The new DOHC Indianapolis engine being developed for the 1964 event was still being tested, so GT team manager Roy Lunn & engineer Joe Macura decided that the existing 1963 race engine could be converted rather quickly to long-distance road racing with some detuning to run on commercial pump fuel. Other modifications to make the engine road race ready were the following:

A full-size alternator/charging system;
A conventional starter system;
A scavenge system modified for variations of speed and cornering;
A Weber 4-twin induction system modified for greater flexibility for road use;
And miscellaneous modifications to fit the compact, mid-engine enclosed sports coupe.

A shipment of six engines were sent to Ford's Yeovil Road works in Slough, UK. Abbey Panels in Coventry supplied the first GT chassis GT/101 on March 16, 1964, and the car was completed, including the installation of the Challenger Indy 4.2L V8, and announced to the press at a launch near Heathrow Airport in London on April 1, 1964.

Another engine RESIZED 6 The Ford push rod Indy 4.2L aluminum 350 hp V8 with the Colotti T37 4-speed trans/axle as installed in GT/101 in March 1964. The next three chassis GT/102, GT/103 and GT/104 were assembled using this engine. (Ferens Collection)

With improved performance from the new production 289 cu in version introduced and made available in late 1963, Ford decided that, when modified for road racing, it would be suitable to replace the more expensive all aluminum Indy version. The first modified 'Cobra version' of the 289 was installed in GT/105 in June 1964 and competed at the Reims 12-Hour Race on July 4/5 1964. Ford never raced the 4.2L again ...

Ford GT40 prototype 7

Bibliography:

Classic Cars Magazine, March 1986.

Lunn, R.C. “Ford GT Sports Car.” 1967.

Sports Car Graphic, July 1963.

Gay, William. “Ford Engine For Indy Competition.” 1964.

By Robert Tate. Award-Winning Automotive Historian and Researcher
Images Courtesy of General Motors Media Archives
Published 4.23.2025

A design sketch of the Oldsmobile Aerotech concept (GM Media Archives)

One of the most aerodynamic automobiles during the 1980s was the Oldsmobile Aerotech concept. The Aerotech’s journey started with General Motors engineers’ Quad 4 engine along with the talented automotive designer Ed. Welburn, who was assistant chief designer in the Oldsmobile studio.

A cross section sketch of the Oldsmobile Aerotech concept RESIZED 2 A cross-section sketch of the Oldsmobile Aerotech concept

Welburn’s design was inspired by aerodynamic Le Mans racers, with a cab-forward look along with a long tail rear end. Two versions of the Aerotech were designed, a long tail and a short tail concept. Automotive historians have said that the short tail version is one of the most beautiful, streamlined concepts ever designed.The great-looking Aerotech body design was placed on a modified 84C cart chassis with a turbocharged version of the 2.3-liter Quad 4 engine and a five-speed manual transmission. The Aerotech was a mid-engine rear wheel-drive model.

The Oldsmobile Aerotech engineering studio

For Welburn, the Aerotech was developed under great secrecy. The concept also had design contributions from automotive sculptor Kirk Jones and aerodynamics engineer Max Schenkel.

Ed Welburn with the Aerotech concept

As the Aerotech continued in development, the long tail design was split into two alternates for testing procedures in which one model was used for lap records and the other was used for top speed testing. The short tail concept was sent to Mesa, Arizona for more testing with popular legendary race driver A. J. Foyt.

The long tail and short tail versions of the Aerotech

Foyt drove the Aerotech concept with tremendous results, reaching speeds of 290 mph. Automotive historians opined that the Aerotech concept models were unlike any other Oldsmobile of the past. It was truly remarkable that these Oldsmobile concepts were powered by a four-cylinder engine and not the popular V8s that had been used with Oldsmobiles in the past. In wind tunnel testing, the Aerotech concepts presented great aerodynamics and minimal drag.

Aerotech RESIZED 6 The short tail Aerotech

Some automotive historians have said that the Aerotechs look like the F-16 Falcon fighter planes with their long and short design versions. In addition to Arizona testing, the Aerotech concept had many successful runs at the GM Proving Grounds in Milford.

The Oldsmobile Aerotech at the Detroit Auto Show 7 The Oldsmobile Aerotech on display at the Detroit Auto Show

In conclusion, the Aerotech was a huge success for the GM design team at the Technical Center in Warren, Michigan. In December 1992, a third Aerotech concept was built. Welburn, who was then assistant chief designer in the Oldsmobile studio, would later become GM Vice President of Global Design from 2003 to 2016. His Aerotech idea is now a part of our automotive history books.

Bibliography

McEachem, Sam. “The Making of the 290 MPH Oldsmobile Aerotech Video.” GM Authority, GM News, February 4, 2019.

McAleer, Brandon. “When Oldsmobile Built Veyron.” Hagerty Media, May 15, 2018.

OutrightOlds.com. “Aerotech Early Development.”

By Robert Tate, Award-Winning Automotive Historian and Researcher
Images Courtesy of the General Motors Media Archives
Published 4.16.2025

By Robert Tate, Award-Winning Automotive Historian and Researcher
Images Courtesy of Moulton Taylor Aerocar Archives
Published 4.9.2025

By Robert Tate, Award-winning Automotive Historian and Researcher
Images Courtesy of Ford Motor Company Media Archives
Published 4.2.2025

by A. Wayne Ferens
Photos from the Henry Ford Heritage Association, the Ferens Collection and the Automobile Reference Collection
Published 3.26.2025

By Robert Tate, Award-Winning Automotive Historian and Researcher
Images Courtesy of Cord Museum Archives
Published 3.19.2025

By Robert Tate, Award-Winning Automotive Historian and Researcher
Images Courtesy of The Peter Helck Collection
Published 3.12.2025

By Robert Tate, Award-Winning Automotive Historian and Researcher
Images Courtesy of General Motors Heritage Archives
Published 3.5.2025

by A. Wayne Ferens
Images Courtesy of the Ford Motor Company and the Ferens Collection
Published 2.26.2025

2025

Ford's Engine That Could

Remembering the Oldsmobile Aerotech Concept by Ed Welburn

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