Charlie had posted a link in the prior thread regarding the rules but they're now buried deep in the middle of the thread.  To keep the rules where everyone can access them easier, I'm putting them at the start of this thread.

http://www.popularhotrodding.com/enginemasters/0701em_rules/

I covered most of these thoughts in the prior Engine Masters thread.  Yes, the rules committee would have to approve the 292 main size on the 312 crankshaft but reading the rules closely, the main size would be allowed.  If not approved, then just go to plan B which is to use a 312 block and start from scratch.  I mentioned that it would likely take a 1.6 peak HP/inch value to actually win this thing but I also made note that the best I can get out of a normally aspirated Y is actually 1.3 HP/inch.  As far as torque goes, camming is the key here and I’ve got some ideas on how to get that torque up high in the lower rpms and keep it there through 6000.

After seeing the number of engines that actually fail to make it through all three pulls, I likely doubt a Y would be at the bottom.  Besides, if accepted, this would probably be the only engine with OEM heads which in itself would be a novelty.  It would be nice if Dove had their aluminum heads ready but it would need to be available reasonably quick to work the kinks out of it in time for the competition.  The key here is if the engine can still make 1.2-1.3 HP/inch values, it might just wake up the aftermarket to making some heads and other performance items for this engine that may never come about otherwise.  Even by just showing up the Y can win.

The first order of business is the registration and I’ve yet to hear from the rules committee or find the registration form on the net.

Don't let the main bearing diameter issue kill the idea.  I align bore 292 blocks to accept 312 cranks.  I know you prefer smaller diameter bearings for less parasitic drag, but at least this would let the engine compete.

John

John.  Thanks for reminding me about the potential of align boring the 292 blocks to the 312 main bore size.  This would eliminate having to locate a 312 block that would clean up at 3.810".  I'm only hung up on this particular bore size due to having a wide selection of rings available for it.  I'll definitely include this option on the plan B scenario.

The actual competition takes place in early October so the engine would basically need to be together and ready for dyno testing no later than early August so that dyno testing on this end could be accomplished in a timely manner.

Jim.  Thanks for getting with Earl at Dove.  Maybe this will help to put a rush on doing something with heads.  I'll also give him a call and touch base with him and let him know what kind of time line We are dealing with in the event a Y is accepted into the competition.  The timeline for a new set of heads would require them being available much more quickly than just working over OEM iron heads so that teething issues and development could take place in a timely manner.

The guy that you and I were once talking to, have you heard anything beyond his being in limbo over core boxes?  He is a flow conscious guy.  He made Cad 500 ci heads for the Engine Masters Challenge, maybe Old or Buick also.  Probably too late to start on a head project for this years' challenge anyway.

John

John.  I touched base with Richard last week and He did mention that He had the Y parts out and looking at them but was still concerned about someone else jumping into the head market.  He wasn't as concerned about the existing core boxes as He was with John Mummert jumping into the fray.  And you're right about being too late.  If something was to happen with some aftermarket heads in time for the Challenge, then the heads should be just about ready now and not in the planning stages.

          So he's not worried about Dove?

Dove didn't come up in the conversation.  I did touch base with Earl but got the same story that they've been too busy to really look at the Y heads and make them happen.  This has been the same story for quite a while now.

Wayne.  The limit for the bore for the competition would be 3.835" which rules out the larger bore sizes.  But on a sidenote, do you have a source for the 3.875" bore rings in the thinner widths (ie. 1/16"or less).

          How about V6 buick? Can you get unmachined pistons?

Custom pistons will not be an issue but I'm open to other options.  It would be pure luck getting a production piston that would be suitable regarding pin location, pin size, dome configuration, ring package, etc.  No matter how I do the math, a dome of some fashion will be required to get to the 10½:1 compression.  At this point, I'm considering just using a set of prepped truck rods to keep within the rules constraints on the journal sizes.  This simplies matters by just staying with a 0.912" pin. 

I'm only stuck on the 3.810-3.814" bore size as that is the bore size for which I can easily obtain low drag thin rings in almost any configuration.  If someone can get similar rings in the 3.830" bore, that would allow me to use some of the 312 blocks I have on hand in the event the 292 main size is disallowed.

I'm not concerned about block casting numbers.  Aftermarket blocks are permitted so the blocks themselves are not an issue.  I'll get something in writing from the rules committee about the main journal sizes before committing to using the 292 mains in the 312 combination.  There is just too much expense involved (engine and traveling) in these buildups to just arbitrarily put the combination together with a 'quirk' in the bearing sizes and then get disallowed.