Nice stuff

Bore is 3.862” while the stroke is 4.300”.  Not a typo on the stroke as this is a one inch stroker.  A one inch stroker just has a better ring to it than the ¼” or 3/8” strokers that were made back in the day for the various engines.  And that extra 0.300" stroke over the 2016 engine combination yields an additional twenty eight cubic inches.  The camshaft is still a standard base circle so any clearance issues that were going to take place between the connecting rods and the camshaft lobes is rectified by angling the connecting rod big end parting line ~45° which effectively moves the rod bolt boss on the connecting rod out of the way of the camshaft.  No other clearance issues within the Y with this much stroke; the camshaft to rod clearance was an issue even when Ford went from a 3.3” to a 3.44” stroke so you can imagine what going to a 4.300” stroke did in that area.  I’m planning on running the same heads and intake that I ran on the 2016 EMC engine along with the same camshaft grind.  That camshaft was on the large side for the 2016 combination so it should fall more in line with 28 more cubic inches to work with.  Engine should have been completed by now and dyno testing done but it looks like it will still be warm when it’s loaded on the truck for the trip to Mentor, Ohio.
 
Rod comparisons.  EMC rod on the left, 312 rod on the right.
 

Lorena, Texas (South of Waco)

Best Wishes to Ted, Joe, Royce and Jon Kaase in the upcoming competition!  I'm looking forward to the first week of October.
GO Y-BLOCK GUYS!     


NoShortcuts
a.k.a. Charlie Brown
near Syracuse, New York

Ted can you share a little bit about your combo this year?

Still waiting on four pistons to arrive.  I’m told that the coatings on the four replacement pistons are the hold up.  In the meantime, I have balanced the crankshaft assuming the forthcoming pistons are the same weights as the ones I already have on hand.  I plan on installing the crankshaft in the block and degreeing in the camshaft just to speed things up a bit.  I’ll only install one rod and piston for this to find TDC as I’ll likely need to tweak the weight on the current four pistons when the four new ones arrive.  Murphy’s Law seems to rule in cases where you’re in a time crunch.

Lorena, Texas (South of Waco)

Very cool! Looks like Joe is loaded for bear. Wishing you the best of luck this year Ted.

No picture of my engine yet as I’m waiting for four pistons to complete a set.  But here’s a picture of Joe’s engine on the dyno.

  

Lorena, Texas (South of Waco)

A round flame ring would not work unless you got all the combustion chamber inside the cylinder bore.  The combustion chamber is the real problem to making better horsepower with the Y in stock configurations.  Joe-JDC

JDC

Maybe so but round shaped flamerings in head gaskets would make living much easier when hunting the horses out of Y.


Hyvinkää, FI

Charlie what I meant is to restrict the competitors to the castings available in the 1950’s. This would illustrate the potential of each engine design as they were originally.

If those rules were imposed we’d see the raw potential of each of the manufacturer’s first OHV V8 designs at the flywheel without the blurred effect of the chassis and track conditions.

It is kind of common knowledge among drag race enthusiasts that the Mopar hemis were blessed with the best breathing. While that may be true with a blower and exotic fuel, I’d like to see how they do on gasoline and naturally aspirated which is of course what they were designed for.

I feel like Fords were under appreciated and under utilized in the hot rod classes like Gassers and Altereds etc. For one thing the Ford and Lincoln Y’s had a very strong cylinder block with good oiling. The things had decently thick cylinder walls and of course a skirted bottom and the top was tied together as well. You see this on modern day LS engine’s which are capable of holding good power.

The cylinder heads are what scared guys off I think because they were unconventional. I think there was more there than meets the eye initially. Especially in the combustion chamber area I think Ford was very advanced. Several books I’ve read on the Y credit the combustion chamber characteristics for their ability to tolerate higher compression ratios. I think this is true and I’d love to see some of these scenarios played out by good engine builders that know how to extract these potentials.