The Ford F35A – Petrol is a 3,498 cc, inline-six, overhead-valve (OHV) engine produced by Ford of Britain between 1957 and 1962. It was developed as a mid-range powerplant for the Ford Zephyr Mark III and Consul Capri, featuring a single carburettor and pushrod valvetrain. This engine delivered 90 bhp at 4,000 rpm and 155 lb-ft of torque at 2,000 rpm, offering smooth, unstressed performance ideal for executive saloons of the era.
Fitted to the Ford Zephyr Mark III and Consul Capri, the F35A was engineered for relaxed cruising and mechanical simplicity. Its design prioritised durability and ease of service, with cooling managed via a conventional radiator and belt-driven water pump. Emissions control was minimal by modern standards, reflecting pre-regulatory era engineering practices. The engine was longitudinally mounted and shared core architecture with the smaller 2.0L and larger 3.0L Zephyr inline-six units.
One documented service concern is cylinder head warping under sustained high load or incorrect cooling system maintenance, noted in Ford Service Bulletin 59/14. This issue stems from the engine’s thin-cast head and sensitivity to overheating, particularly in vehicles used for prolonged high-speed motorway driving. Later production batches included revised head bolt torque sequences to improve sealing integrity.
Production years 1957–1962 predate mandatory European emissions standards; no Euro classification applies (VCA UK Type Approval Archive, Pre-1970 Series).
The Ford F35A – Petrol is a 3,498 cc inline-six OHV engine engineered for executive saloons (1957–1962). It combines a robust pushrod valvetrain with a single SU carburettor to deliver smooth, linear power delivery and relaxed cruising performance. Designed in a pre-emissions-regulation era, it prioritises mechanical reliability and serviceability over environmental compliance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 3,498 cc | |
| Fuel type | Petrol (Unleaded RON 95 compatible with additives) | |
| Configuration | Inline-6, OHV, 12-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 85.0 mm × 102.0 mm | |
| Power output | 90 hp (67 kW) @ 4,000 rpm | |
| Torque | 155 lb-ft (210 Nm) @ 2,000 rpm | |
| Fuel system | Single SU H6 carburettor | |
| Emissions standard | Pre-regulatory (no Euro classification) | |
| Compression ratio | 7.8:1 | |
| Cooling system | Water-cooled, pressurised radiator | |
| Turbocharger | Not applicable | |
| Timing system | Chain-driven camshaft | |
| Oil type | SAE 20W-50 mineral oil | |
| Dry weight | 195 kg |
The OHV inline-six design provides smooth, linear power delivery well-suited to executive saloons, but requires regular valve clearance checks every 6,000 miles to maintain performance. SAE 20W-50 mineral oil is essential due to the engine’s clearances and lack of modern anti-wear additives in original design. Overheating must be avoided—especially during sustained high-speed operation—as the thin-cast cylinder head is prone to warping. The SU carburettor demands periodic adjustment and float-level checks to prevent running issues. Cooling system maintenance, including thermostat replacement and radiator descaling, is critical for long-term reliability. Use of lead-substitute additive is recommended when running unleaded fuel to protect valve seats.
Oil Specs: Requires SAE 20W-50 mineral oil (Ford Service Bulletin OIL/57/05). Multi-grade synthetics not advised without valve seat modification.
Emissions: No Euro standard applies; engine predates emissions legislation (VCA Historical Archive, Pre-1970).
Power Ratings: Measured under SAE Gross standards. Output reflects carburetted, non-catalysed configuration (Ford Brochure F-57-Zeph-03).
Ford UK Workshop Manual No. SM-4013-3 (Zephyr Mark III Series)
VCA Historical Type Approval Archive (Pre-1970 Vehicles)
SAE International: J272 Engine Power Measurement
Ford Engineering Drawings ED-Z6/35A
Ford Service Bulletins 59/14, OIL/57/05, PET/57/02
The Ford F35A – Petrol was used across Ford's Mark III platform with longitudinal mounting and applied to both standard and performance-oriented derivatives. This engine received platform-specific adaptations-fuel pump revisions in the Consul Capri and dual-exhaust options in performance trims-and from 1960 minor carburettor and ignition tuning changes were introduced, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine number stamped on a machined pad at the front of the cylinder block, just below the cylinder head (Ford TIS SM-4013-3). The prefix "F35A" identifies this engine variant. Visually, it can be identified by the single SU H6 carburettor, exposed valve cover, and absence of emission control hardware. Critical differentiation from the smaller 2.0L Consul engine: F35A has a longer engine block and distinct exhaust manifold routing. Service parts require casting number verification—cylinder heads from pre-1960 and post-1960 models differ in port design per Ford Engineering Drawing ED-Z6/35A Rev. 2.
The F35A's primary reliability risk is cylinder head warping, with elevated incidence in high-speed or overheated applications. Ford's internal workshop reports from 1959 noted a significant number of head gasket failures in Zephyr Mark III saloons operating on extended motorway runs, while VCA historical records indicate cooling system neglect as a leading cause of premature engine wear. Sustained high load and improper coolant mix increase thermal stress, making regular cooling maintenance and correct oil usage critical.
Analysis derived from Ford technical bulletins (1957-1962) and VCA historical failure records (1959-1965). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD F35A.
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