I was really pleased to read that you plan to test two sets of C Yblock head on the dyno. I want to know if these "closed chamber" heads as opposed the the G heads more open style do require LESS total spark advance ( as the Chevy Vortex heads you have mentioned ) and DO SUPPORT higher compression ratio as the Ybock engineers interpreted Ricardo theory on cylinder head design.

The advance in camshaft theory since the Hot Rod / Edelbrock 1956 tests on the Ford 312 will be very interesting to follow and absorb and I look forward to see the results. Pete

Ted can wear out his mule with the possibilities.  Then he should publish a book with all the results. 

Pete.   I’ve put the word out for both stock and ported ECZ-C heads that are ready to run.  So far, I’ve had no responses on that.  I do have some ECZ-C heads here but all need work.  If I can simply just put some borrowed ‘C’ heads on the dyno mule and do the testing without having to actually build up the heads, then all the better from this end.  Time being what it is, I’ll not be porting a set of C’s for a cylinder head test but will consider fixing up a stock set just for a comparison against the other heads.

So here’s the call again.  I’m in need of stock and ported ECZ-C heads for an upcoming cylinder head test on the same +060 over 312 dyno mule that’s been used for a majority of the other tests thus performed so far.  It would be a shame to do this head test without the ‘C’ heads being represented.

A little off topic, but do you have an EBU '54 head?  A guy called me yesterday looking for one for his "correct" '54.

Ted, I have a pair of Cs that are unported but milled .060, I once used them for my 260 HP '56.  I freshened the valves and put them in plastic bags 20 years ago.  You can use them if you want.  Shipping is expensive though.

John.  I have no ’54 heads in the collection.  Like Tim mentions, the only one I’m aware of floating loose is the one that Charlie has.  Tim was good enough to give me a tracing of the combustion chamber on that one before sending it to Charlie.  Regarding the C heads you have, depending upon what Tim comes up with, I may be interested.  If it comes to that, we’ll discuss how to get them down here.

Tim.  I’ll take you up on your offer on the C heads.  And I can wait or put off at least part of the head test depending upon your schedule.  When the heads get close, just give me a call and we’ll discuss shipping options.

Complete with valves and springs of unknown condition.

Carl.  I’ll take you up on your head offer as I can return those to you when I make the Labor Day trip to Columbus.  I’ll reimburse you for the shipping coming this way.

John F.  Although the original plan was to simply test a pair of stockers and a pair of ported C’s, your heads being milled 0.060” does allow for an extra testing variable.  With that in mind, I’d like to test your pair of heads also.  On your end, make arrangements to send the heads to me of which I’ll reimburse you the shipping costs.  I’ll simply return the heads along with Carl’s when I make the Columbus trip.

John M.  I’ll take you up on your offer if you think the heads can be made run ready with a minimum of work.  I can change out the springs on this end if they are questionable.  I’ll call you early in the week on more details on these heads and possibly getting that pair headed this way.

Tim.  I can hold off for awhile on the head test if you’d like to port up a set of C’s for the test.  Once the tests are done, I can get the heads headed back your way.

As with the other heads I’ve already tested, the plan is to use the stock Mummert intake with a 750 Holley and test with two different sets of headers. So far I’ve been testing heads with the EMC headers and Charlie Burn’s 1½” tubed Sanderson pickup headers.  The results thus far have been interesting.

I took a look at the heads this morning.  Like John's, I have one with and one without the end freeze plug.  They have knurled guides, and a parts store two angle valve job, not run since.  One must be one my uncle took to the tool shop where he worked, and they set it up on the surface grinder and set the cut for .060, but didnt allow for wheel wear, measuring pads yields a .050 cut.  The other one I must have done when I worked at NAPA, it has been Storm Vulcan cut to .060.  Intake surfaces have been cut so that manifolds should fit OK.  Springs and retainers are stock Y pieces.  Say Yay or Nay, you are welcome to use them.

Carl, don't worry about the EBU head, the guy has dropped through the cracks and I can't find him.

John F.  Please go ahead and send your milled ‘C’ heads also.  I’ll reimburse you the shipping costs coming this way and I’ll also bring that pair of heads back with me to Columbus.  I figure I will not get an opportunity later down the road to do such an extensive cylinder head test so it’s best done now.  I’ll be cc’ing all the heads being tested so that an accurate compression ratio can be determined in all instances.

Charlie.  Tim is going to supply a set of modified C1TE heads.  With that in mind, a set of stock small valve heads should be tested also so let’s work on getting your heads headed this way also.   

At this point, I’ve already tested six pairs of heads on the dyno mule and looks like another six yet to be tested.  Considering the range of heads, it will be a large amount of data to sort out.  Plans are to continue running all the heads with two sets of headers also. 

To the guy who sent me a PM about shipping heads, contact me through my Y-Block Guy email.

Al.  There’s a set of ported C heads being worked on and offered up for the test which should be representative of what the B heads are capable of.  With that in mind, I will not need your particular set of heads unless something on this end changes.  Thanks for the offer though.

Carl.  Your stock ECZ-C heads have arrived.  Thanks.

Thanks Tim.  The ECZ-C cylinder heads from John F. and John M. arrived last week so this is adding up to be quite a test for the ECZ-C heads alone.  Charlie is also sending a set of COAE’s which I expect will arrive early next week.  There’s still some cleanup work and cc’ing that going to be done next week to some of the heads so there’s still some prep work to do.  Will be also testing a set of ported 471’s and another set of ported G heads so the head bolts are going to get a workout.  Have already stocked up on head gaskets and intake manifold gasket sets in preparation for this.

An additional thanks to those of you that sent funds to help cover the shipping costs and/or helped with the shipping costs of the heads they sent.

As an FYI, I’ll be at the Big Bend Open Road Race the rest of this week so I’ll be hard to contact.  I will be back in the shop next Monday morning bright and early though.

Tim.  Great crating job.  Looking forward to receiving the heads and giving them a workout.

And rice is nice !

          Are you good on the 113's? I've a set from a boat engine that appear to be totally original and uncut.

Frank.  Thanks for the offer but I’m going to limit this test to the heads already on hand.  I’ve already tested a nicely ported set of 113’s and a variety of differently ported G heads on the dyno mule.  Have just installed a set of ported 471’s on the dyno mule and once those are run, then I’ll be into testing the various smaller valved heads.

I’m going to a lot of effort to cc all the heads being used so that the correlation to compression ratio versus power output may also be better defined.  There are already some variables cropping up in this testing that must be sorted through and one of those variables looks to be the valve springs.  That may end up being a test in itself where the same set of heads is ran with both conventional and beehive valve springs to ascertain if that is indeed one of the variables that that is showing up.