My dad decided to move back to the North Carolina this past week and also sold me his 61 F600 dump truck that has a C1TE block, crank, and heads. I am considering building a blown (McCulloch VS7) Y block one way or the other, and have heard that the crank would be good to use. What about those heads (C1TE also) - are they low enough in compression to give me what I want, or should I look for a set of 471's? I plan to pull the motor within a few weeks and start going over it - looking to get what I need. An engine test stand is also in the works, putting the blown Y on display at local car shows next year.

I also assume that I would need to put in a cam that is supercharger specific - any thoughts for an engine on display (that would eventually be put in a 55 or 56 Ford in a couple of years - either an AOD or T5 transmission, rear end gearing yet to be determined...

Daniel Jessup

Lancaster, California

aka "The Hot Rod Reverend"
check out the 1955 Ford Fairlane build at www.hotrodreverend.com

Heads are around 75cc’s in stock form which nets about 8.0:1 or less with EBU or C2 rods in a stock bore 292.  If the engine has the ECZ or C1 rods, then the static compression ratio could potentially be in the 7.0:1 range by lieu of the piston dropping into the bore an additional ~0.075”.  Either compression ratio would work well with a blown application.  Stock camshafts already had a reasonably wide lobe centerline and would work okay with a blower but the stock cams are both lift and duration limited which would ultimately limit rpm capability.

Lorena, Texas (South of Waco)

Ted, would you also recommend larger intake or exhaust valves? I am also considering doing a substantial port job to the exhaust...

Daniel Jessup

Lancaster, California

aka "The Hot Rod Reverend"
check out the 1955 Ford Fairlane build at www.hotrodreverend.com

The same head and/or air flow modifications applied to aspirated engines in which to produce more power also works for blown engines. That includes larger valves and port work.  On the plus side, a blown engine isn’t as critical in having these modifications performed at the same levels as for an aspirated engine in which to show a significant increase in power as pressurizing the intake tract makes up for a lot of inadequacies in flow.  But, those ’61 truck heads can use all the help they can get so by all means upgrade the valve sizes in those along with any accompanying port and bowl work.

Lorena, Texas (South of Waco)

Daniel:

If you put the 1.92 intake valves in the C1TE heads, the intake valves will strike the ground electrodes of the spark plugs if they happen to index toward the valve.  You will either have to index the plugs (thanks for that article in YBM Ted) or use non-extended tip plugs.  If you use the 1.78 valves, there should be no problem.

John in Selma, IN

John - "The Hoosier Hurricane"

Alright -one more question for you fellas - since you two seem to be the ones that answer most of my posts...

With the VS57, can I get 300 horses out of that 292 block with some of those mods - I know the cam will be the big issue here, and I would probably go with a few of these modifications to get the motor prepped...

Forged crank - would consider grinding for more stroke, but this would increase my compression ratio, right?

C2AE Rods - surely these can handle a VS57, but would probably want to use the ARP studs

292 block - have 6-7 laying around, from early to late, would have to consider bore and main webs I suppose...

Forged Pistons - flat top to keep that compression ratio down?

Camshaft - would probably talk to Mummert for recommendations. Would the original 57 blown cam be good?

Heads - barring my getting a set of 471's, would like to just use the C1TE heads with a few modifications.

Rocker Arms - The ECG 6564 would be my choice.

Intake Manifold - would like to spring a few bucks for the Blue Thunder that is already set up for the 57 blower application - anyone have this on their Y right now?

Carburetor - Seems that I remember Gary Burnette had a Lincoln teapot he wanted to sell me...

Blower - I have a VS57, and have already spoken with John Erb about a few of the details. Ironically, he has told me that he could modify the blower so that it could be used on "G" heads. I admit I did not fully understand everything he had said, but it was something about limiting boost at lower rpm?

Distributor - I really like the spark that my ACCEL pointless ignition gives out, but I assume that runnign a blower will mean that the advance curve and the timing will have to be adjusted quite a bit.

Exhaust - I hate to admit it, but I drool every time I see a set of Jerry Christenson headers on a 55 or 56 Ford - man I like those things, and from what I hear they really move the exhaust out...

Fuel Pump - would like to run a full time electric pump, provided that the teapot can handle that. After reading a lot of the VS 57 manual from the 50s, I notice that they just added an electric pump the system that would kick in when the boost created demand for more fuel. 

and of course, everything balanced. Mostly ARP bolts and maybe even studs, though I don't know if they would be needed so much on a motor only pushing 300 horses.

Here's one - you guys ought to get together and write a book for us young guns out there. It would save us money and we could learn from all of you vets with a little more grey hair

thanks fellas!

Daniel Jessup

Lancaster, California

aka "The Hot Rod Reverend"
check out the 1955 Ford Fairlane build at www.hotrodreverend.com

I feel like I'm interrupting here, but I gotta say…if you do what you're planning…you should get 300hp BEFORE the blower!

       A  L  A  N   F  R  A  K  E  S   ~  Tulsa, OK    

Alan,

       Well after all the F code 312's were rated at 300 hp by Ford. Surely they wouldn't mislead us or NASCAR/USAC/ NHRA would they? 

Frank/Rebop

Bristol, In ( by Elkhart) 

The reason I go with the 300 horse figure is because I understand that the VS57's had a 300 horse limit??? or am I wrong here. Of course, as you say, maybe it was a low ball figure for some ....ahem... other reasons. Whatever the case, I want it to withstand a thrashing, the plan is for this thing to eventually go in a 55 or 6 customline sleeper (yep - a four door!)

Daniel Jessup

Lancaster, California

aka "The Hot Rod Reverend"
check out the 1955 Ford Fairlane build at www.hotrodreverend.com

uh, ok allright I get it. let's just all agree and call it about 300 from here.

       A  L  A  N   F  R  A  K  E  S   ~  Tulsa, OK