|1947 (8N) Serial numbers: 8N1 to 8N37907.
||Early models had a different style clutch pedal
linkage consisting of a bolt which pushed on a lever to release
the clutch. The radius rod front clevis resembled the 2N
type, and the PTO engagement lever was mounted on a cast iron
cover. The engine block was the same as the 2N block and did not
yet have the "8N" cast into it on the left side behind
|1948 Serial numbers: 8N37908 to 8N141369.
||Redesigned clutch linkage. Engine block has "8N"
casting mark cast into it on the left side behind the starter.
|1949 Serial numbers: 8N141370 to 8N245636.
||1949 saw two major improvements. The steering box was
changed at serial number 216989 to a Spicer type with tapered
sector shafts for better backlash adjustment. There are
set screw adjusters on both sides of the newer style steering
box. At serial number 245261, nearly the end of 1949 production,
an inner grease seal was added to the rear axle housing to help
stop the common problem of gear oil leaking onto the brakes.
|1950 Serial numbers: 8N245637 to 8N343592.
||From serial number 247571 the engine oil pump was redesigned
to use larger gears to provide more volume. At serial number
252845 the gear lever with a small forged knob was changed to
a threaded lever with a black plastic screw on knob. The
TSX-33 carburetor that had been used for several years was changed
at serial 260595 to the TSX241 model. The top link pin retainer
was changed from a single hole to a 3 hole design. A new
engine block was cast so the distributor could be relocated at
serial number 263844. The engine now had a side mounted
distributor with separate coil on the right side and the dynamo
was moved to the left side of the engine. The "8N" casting
mark on the left rear of the block was changed to "8N-B".
The Ford script was embossed into the rear mudguards around
serial number 270xxx. Dealer installed accessory lighting kits
eliminated the headlight "wing" mounts and replaced
them with round stamped steel mounts. At serial 276115 the carburetor
was changed to the TSX-241A. The Proofmeter (tachometer
and hourmeter) was added to the instrument panel at serial number
290271. At serial number 313112 the carburetor problems
were solved by a change to the TSX-241B. From serial 337916
the engine oil filler/breather tube was modified to keep oil from
|1951 Serial numbers: 8N343593 to 8N442034.
||From serial number 403489 a dust shield was added to the inside
of the distributor to help extend the life of the contact points.
The engine block cylinder bores were enlarged and the sleeves
were changed at serial number 433578 to a cast iron material with
a .090" wall thickness (piston size remained the same). The
"8N-B" casting mark on the left rear of the block was
then changed to "8N-C" and the star on each end of the
serial number was changed to a diamond. Because Ford stopped
supplying the steel sleeves, many older engines were re-bored
at overhaul time to use the new cast iron sleeves. The engine
oil pan casting was strengthened to give it extra support to resist
cracking from the strain of front loaders.
|1952 Serial numbers: 8N442035 to 8N524076.
||From serial number 451959 the front tie rod ends were changed
to have a longer stud and use a castle nut and cotter pin to keep
them from working loose. The spindle arms were also changed to
bend upward slightly to make clearance for the castle nut above
the axle. At serial 452913 the oil filler hole for the steering
box was put on the front of the upper column between the steering
wheel and dash board. Sometime mid-year a change was made to the
transmission housing on the left rear side to allow for a larger
gear to lower the reverse gear ratio. The upper rear lift
arms were reinforced with a more rectangular cross section shape
for increased strength.