As Doug brings up, the rules for this years EMC competition have raised the bar.  Among other things, the compression ratio limit has been raised to 11½:1 of which I’ll not be treading in that territory with 91 octane fuel being used.  Having full control over the ignition timing without detonation will always help in the power production department when fuel octane is limited.  The rpm range for testing has also been increased from 2500-6500 to 3000-7000 which is not in the Y’s favor with the original camshaft I had in mind.

I’ll not kid myself or anyone else that a Y is going to be competitve or one of the top players with the oem iron heads in this years competition but the plan is to make a good showing and at least get some good exposure for the engine.  I’ve essentially two different routes for engine combinations right now with the the easiest being the EMC engine combination that was put together two years ago.  Unfortunately the heads for that engine are currently loaned out so I’d either need to get those back or work up another pair.  The 2007 Y engine combination is essentially a 316 cubic inch Y housed in a C2AE-C 312 marine block that was designed to be a 2500-6500 rpm player based on the 2007/2008 rules.  As this engine fits the prior rules, it does use factory journal sizes which is now another disadvantage based on this years rule changes.  A 292 combination is permitted this year as opposed to in years past but as any bore and stroke combination as well as non-stock journal sizes can now be used, that opens up some other possibilities.  Time constraints being what they are, the 316 incher is definitely the easy route but I am examinining what’s laying in the shop right now for potential stroker combinations.  This is already April so the competition is not that far away which makes the lead times for special order parts extremely critical.

But regardless of the engine combination being used, I’m not out to make a dyno queen or an engine that’s going to be short lived due to the critical nature of the components being used.  When it’s all said and done, I’d still like to have an engine that can still be used or at the very least, sold off after the competition is over while not being ‘hurt’.

Because of the nature of the competition, I’ll naturally be tight lipped regarding specifics for any combination until after the competiton.  Each engine builder has their own areas of expertise that they concentrate or put emphasis on and because of this, I’d not want to inadventently tip my hand by posting something that would give a competitor an additional edge previously not pursued.

Here’s the link to the particulars for the Y that was put together for the  2007 Engine Masters Challenge competition.

2007 EMC Yblock Entry