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By Johan - 7 Years Ago
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I am restoring a 1955 T-bird which of course SHOULD have a 292-engine. However, the cylinder heads are marked ECL-A and according to literature these are from a 1955 272 Ford passenger car OR a 292 Mecury passenger car. Not in a T-bird. The bore was nominal for a 292, 3,750".
Question 1: Is there anyway to tell if this is a 272 bored to 292 or if it was originally a 292 engine?
Question 2: What is giving the different compression ratios (7.6, 8.1 and 8.5) for the 1955 variants, combustion chamber in cylinder head or piston crown design? If cylinder head, which compression will my ECL-A heads give?
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By charliemccraney - 7 Years Ago
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The block numbers will help to identify what it was originally. http://www.ford-y-block.com/Block%20identification.htm
With Y-Blocks, the variation in the compression ratio has to do with combustion chamber volume and displacement. Everything else equal,:
smaller combustion chamber = higher compression
larger combustion chamber = lower compression
smaller displacement = lower compression
larger displacement = higher compression
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By NoShortcuts - 7 Years Ago
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Johan. Welcome to the site. There are a number of 'Bird owners on this site. Some are not purists in the sense of having restored their cars to be 'numbers' correct. That is not to say that they are not knowledgeable, just that they may have changed some things on their cars to improve their drive-ability or performance.
John Mummert is an excellent source of information on Ford y-block engines. John's web site is Ford y-block.com I often reference it because of the enormous amount of information that it provides.
In looking at John's web site, he shows the ECL 6015-A engine block as being one of the casting numbers used in 1955 for 292 engines. Click the link below to look at the chart John has generated.
http://ford-y-block.com/Block%20identification.htm
I'd have to look at the Classic Thunderbird Club International 'Thunderbird Restoration Details and Specifications Manual to see which casting number engine blocks were used in '55 'Bird's. My vague recollection is that '55 'Bird's had engines from the Cleveland plant. I believe that those had the letters ECH, ECJ, ECL, and ECK. The C.T.CI. Manual may narrow this down for you. '55 engine blocks with the letters EDB 6015-A and ECG were cast only at the Dearborn plant.
Regarding your second question, all Ford y-blocks '54 - '64 used cast aluminum flat top pistons. Your thought is correct. FoMoCo used cylinder heads with different combustion chamber volumes depending upon the engine application. One example of this in '55 and '56 was in the Mercury cars. If the engine had a 3 speed standard or 3 speed standard with overdrive transmission, they used a cylinder head that had a larger combustion chamber and resulted in a slightly lower compression ratio for the engine it was used on. Conversely, IF the engine had an automatic transmission, they used a cylinder head with a smaller combustion chamber that yielded a slightly higher compression ratio for the engine it was used on.
Click the link below to take you to John Mummert's web page information on cylinder head applications. NOTE: Some sections of the chart have more info than others, but in addition to the engine year, it will show you the engine application, advertised static compression ratio on the engine it was supplied on, and the intake valve size. Some sections of John's chart indicate the intended volume of the manufactured cylinder head when it was produced without including the increase in volume due to the head gasket used.
http://ford-y-block.com/cylinderheadchart.htm
As I theorized regarding the engine blocks, I suspect that C.T.C.I.'s Restoration Manual will indicate what cylinder heads were used on the '55 'Birds depending whether they were a manual or automatic transmission.
The C.T.C.I Manual has been generated over a period of years beginning in 1995 with numerous supplemental sections released since it's inception. In recent times, they have also generated an index to assist with locating information on various topics within it's 400+ pages. While not an inexpensive purchase, I think that you'll find it invaluable as you get into working on your car.
Hope this helps. 
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By Johan - 7 Years Ago
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Thanks, seems to be an informative page!
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By Johan - 7 Years Ago
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Thanks!
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By Johan - 7 Years Ago
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Charlie, saw that you are from New York state, this is where my Bird was sold when new! Now it lives in Stockholm, Sweden.
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By NoShortcuts - 7 Years Ago
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Hopefully your '55 escaped New York state before the climate got to it. An awful lot of 'Birds were prematurely ravaged by the Winter weather we have coupled with the generous use of road salt to accelerate the rusting of vehicle bodies.
My apologies for having to go back and correct a few of my entries initially recorded in my posting.
Don't hesitate to inquire about what you're running into. There are NO silly questions to be asked. There are amazingly knowledgeable, helpful and generous individuals on this site.
Regards,
Charlie
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By paul2748 - 7 Years Ago
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1955 Bird Cylinder heads per TBird restoration manual
ECL - A = Automatic Trans
ECL -B = Std and O/D Trans's
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By Johan - 7 Years Ago
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Thanks, very interesting. But now I am confused. In one way it fits perfect, as I have a 55 Bird with 292 and Auto and have ECL-A cylinder heads, spot on according to your reference (is this restoration guide available on line?). However, if I look at John Mummerts guide for cylinder heads ECL-A is a head from either '55 272 Ford or 292 Mercury both having the low 7,6 compression ratio (and not the 8,5 that the Auto Bird should have).
What is important for me in the end is that I start working with 8,5 compression heads. I guess if the literature is not consequent on what ECL-A it should be possible to determine the compression by measuring the volume of the combustion chamber in the cylinder head? Any idea what the volume is for the 7,6 and 8,5 respectively?
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By NoShortcuts - 7 Years Ago
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Johan. Hmmmm... I took at the web site for the Classic Thunderbird Club International. Click the link below to get there...
http://www.ctci.org/store.php
The 'Thunderbird Restoration Details and Specification Manual' is not available on line. I dug around the C.T.C.I website to try to be able to get you to what you might be interested in obtaining for reference info. I wasn't thrilled with how clearly they currently have things listed or presented. To purchase any of the various materials they offer, you have to become a member of the organization.
- On the web page that opens, look on the left hand side under the heading 'Product Catalog'
- Click on the link under that heading on the listing titled, 'Publications'
There are some 7 pages of available publications, some dealing strictly with '55 information like, 'Electrical', 'Trim & Sealer', '55 Ford & Thunderbird Shop Manual, '55/'56 Specification Manual, '55 Motorola Radio Manual, '55 FordoMatic Manual, etc. These are excellent and many are reproductions of original Ford publications.
- On Page 5 of the listing of publications is the 'Restoration & Specification Manual', Complete Set # 110-58FC price is $185.00 {This is the whole thing, #110 is the main section plus all addendums A, B, C, D, E, F, G, H, I, and J] The Manual is 479 pages and is 2 inches thick without the notebook they offer to hold it! This is a chunk of money, but provides voluminous information with accompanying colored pictures of what is being talked about. NOTE: This Manual has been authored and assembled principally by long time member Gil Baumgartner. IF you're going to do serious work on your '55 (or a '56 or '57 'Bird) this Manual will be invaluable in knowing what you're looking at and what is 'correct' and what may have been changed since the car was produced. For anyone doing restoration work it will guide you regarding virtually everything you need to know. This Manual has been a labor of love by Baumgartner beginning in 1995 with the most recent addendum published in 2013. It has not been a money maker for him or the organization that has supported its publication.
- Also on Page 5 is a compilation of original service letters issued by Ford relating to '55, '56, and '57 'Birds. It's titled, 'Product Service Letters '55, '56, '57' item #110-27 with a price of $18.00. These service letters were issued by Ford to the Ford dealerships to provide additional info on how to deal with problems that surfaced after vehicle production. Super-ceded parts are identified as an example. In the case of the '55 292 engine, the rear seal retainer is replaced by a new number. If you were replacing the rear seal on the crankshaft, they were recommending that you use a newly released replacement lower retainer. -Ford changed the aluminum retainer, not because of defective materials but in favor of a different design that they believed would be better at retaining its shape.
On Page 6 is another manual that you may wish to consider purchasing. Titled, '1955-1957 Thunderbird Illustration & Reference Manual' it's Manual #110-52 with a price of $20.00. The manual has black & white exploded view pictures and is like looking at a parts manual. This 124 page booklet can be very helpful in disassembling and reassembling everything and anything on an early 'Bird.
_______________________
Regarding John Mummert's chart of cylinder head info. Yup! Something is not correct! An ECL-A heads on a 272 engine does not yield the same compression ratio on a 292 engine. I don't recall seeing combustion chamber volumes listed for the earlier y-block heads in articles I've seen...
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By NoShortcuts - 7 Years Ago
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Johan. I'm looking for compression ratio info for your '55 'Bird.
In the mean time, here's some info that may help you in determining IF your heads are 'original' or IF the deck surfaces were re-machined in the past 62 years. Too, once the volume of the combustion chambers is determined, IF you determine that you want to increase the compression ratio for your particular cylinder heads, it will help you in knowing how much to have the machine shop mill the head deck surfaces to appropriately reduce the combustion chamber volumes.
On the exhaust port side of y-block cylinder heads are a series of 'pads'. These are located below where the exhaust manifolds are bolted on and adjacent to the spark plug holes.
When the cylinder heads were originally manufactured, the pads measured 1.000 inch thick. IF the cylinder heads have been 're-surfaced', you can determine how much they were 'cut' (milled) by measuring what the thickness of the pads are now.
Click the link below for an article written by Ted Eaton on calculating how much the compression ratio is changed by milling your particular cylinder head a particular amount. Scan the article to see the listing of your heads on Ted's chart.
http://www.eatonbalancing.com/blog/2013/01/30/cylinder-head-milling-for-a-1cc-reduction/
Hope this helps.
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By charliemccraney - 7 Years Ago
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John's chart has a typo as there is no way a 272 will have the same compression as a 292 with the same heads. It is impossible. That is the reason for the confusion.
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By paul2748 - 7 Years Ago
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If I remember correctly, the "A" head will produce a higher compression ratio on a 292 as compared to a 272.
You can buy the CTCI Restoration and Specifications Manual directly from CASCO. However, you pay approx. 40.00 more. You don't have to become a CTCI member. However, I recommend you become a member of CTCI. They have a very nice bi-monthly magazine full of early TBird stuff, including a Tech area.
Another suggestion is that you join a local TBird club. CTCI has chapters all over the U.S.. Members can be an invaluable source for information and parts. They also have yearly convention (early Birds only), sponsored by the local chapter. One such convention is being held in New Jersey this August. See ctci.org for more information on the organization and the convention.
The manuals noted above are good sources for info. One that wasn't mentioned (i didn't see it??) is the Electrical Assembly Manual which gives you excellent info on the Birds electrics.
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By Johan - 7 Years Ago
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Thanks again Charlie, very useful recommendations on literature. The Swedish Classic T-bird Club also recommends membership in CTCI so I will join to get access to all the knowledge there. This is my first Bird, previously it's been mostly Mustangs, so the questions are now increasing by the hour...
Yes I was confused that the same casting was listed to be used for two different bores and on top of that listed having the same compression ratio for the two different bores. Still not 100% sure if I have correct heads or not?
By the way, my Bird unfortunately did not escape New York in time and on top of that had some not so professional repairs done to it. The chassis had survived reasonably well, after all it is quite sturdy! But the body has required a huge amount of work to get it back in its original shape. The nice thing with the car is that it comes with a lot of documentation with original sales paper etc.
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By Johan - 7 Years Ago
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Thanks. Yes, there is of course no way that a larger swept volume will give the same compression ratio if everything else is kept the same. I should be able to calculate the difference actually.
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By Johan - 7 Years Ago
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Thanks. Yes, there is of course no way that a larger swept volume will give the same compression ratio if everything else is kept the same. I should be able to calculate the difference actually.
I am actually living in Sweden but also the Swedish Classic T-bird club recommends to join CTCI so that is on my agenda.
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By NoShortcuts - 7 Years Ago
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Johan. Miscellaneous 'Bird body thoughts...
1955 and early '56 'Bird frames were made of a thinner gauge of steel than later '56 and all '57 'Bird frames. To 'beef-up' the early '56 'Bird frames, flat stock (my recollection) 3/8 thick x 1 1/2 wide was added to the bottom of the '56 frame rails for additional strength. The continental wheel mounted on the rear of the '56 is said to have required Ford to stiffen the frame. Change-over on the '56 frames occurred in February of '56. Check your '55 frame for soundness in the vicinity of the front mounts of the leaf springs on both sides. Look for cracks or holes on the bottom side of the frame in this area. Tapping the area with a body hammer pick end also works well...
'55 Bird door posts had no protection from the weather and road throw-back from the front wheels. Lift on the end of the mounted doors to determine that the door posts are 'solid'. '55 door posts had two holes for door hinge attachment. Door posts are critical components in 'Bird structural integrity. It has to do with how the inner front fenders, outer front fenders, inner rocker panels and outer rocker panels are ALL spot welded together. N.O.S. '55 'Bird door posts exist. IF you need these, let me put you in touch with an individual who has them. '56 / '57 'Bird door post deflector panels are 'GooD' additions to consider adding in going through your '55.
Original N.O.S. rocker panels for the '55 through '57 'Birds still exist. These are not cheap, but offer the best structural integrity to the body IF they are properly installed. Again, IF you need these, let me put you in touch with an individual that has them.
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By NoShortcuts - 7 Years Ago
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Johan. '55 'Bird engine shared information...
'55 and '56 'Birds and passenger cars with y-block engines used an ignition advance system tied to a LoadaMatic distributor. An engine vacuum signal sourced from the carburetor throttle body provided a signal that advanced or retarded the firing of the engine's spark plugs depending upon engine speed (throughout the rpm range) and load conditions. This system can be problematic due to its design, age, vacuum leaks, or defective diaphragms located on the carburetor base of the Holley 4000 ('spark control' valve) or the vacuum diaphragm chamber attached to the FoMoCo LoadaMatic distributor.
In '57, Ford changed from a full vacuum controlled ignition advance distributor to a combination centrifugal advance AND vacuum advance distributor. IF your Mustangs were '60s or pre crank trigger, you're likely familiar with this set-up. Many 'Bird enthusiasts have moved to replace their original '55 or '56 tach drive LoadaMatic type distributors with '57 'Bird tach drive distributors for reasons of drive-ability or reliability. This changeover has driven the selling of '57 'Bird distributors to an insane level. In attempting to help an acquaintance in acquiring a '57 'Bird distributor I was directed to buy one that had JUST been listed on eBay and was being 'watched' by 22 people. The seller offered the option of bidding on the item or paying a 'Buy-It-Now price of $400 + dollars. UGH! I got it for him, but will not brag about having done it. Click the link below to view the '57 'Bird distributor I obtained on eBay...
http://www.ebay.com/itm/1957-FORD-THUNDERBIRD-TACH-DRIVE-DISTRIBUTOR-ORIGINAL-UNMOLESTED-/332148411972?_trksid=p2047675.l2557&ssPageName=STRK%3AMEBIDX%3AIT&nma=true&si=fx4rbCmGGQ%252BPbhHzMikxHvDVbpI%253D&orig_cvip=true&rt=nc
Note: 1) you'll have to scroll down on the eBay page that opens; 2) this distributor was 'molested', someone had added another distributor plate atop the original '57 ball bearing distributor plate. -Reason yet to be determined. 3) Charlie Brown doesn't think that '57 'Bird distributors are worth the money they are bringing! BUT, I'm not a purist, either.
Consider swapping out the '55 'Bird distributor and utilizing a '57 to '64 FoMoCo later style y-block passenger car or truck distributor (w/o tach. drive). IF you elect to use the later distributor with your '55 'Bird Holley 4000 carburetor you could disable the vacuum advance mode of the later distributor by plugging the distributor diaphragm canister port and removing the vacuum line from the carburetor base and plugging the outlet port and removing the 'spark control valve' and plugging that port on the passenger side of the carburetor base. -A Holley 4150 / 4160 carburetor power valve block-off plug has the correct thread for accomplishing this. IF, instead, you want to retain the original Holley 4000 carburetor and have it provide the correct vacuum signal for the later distributor you can follow the steps outlined in the following article by Ted Eaton. Click the link below...
http://www.eatonbalancing.com/blog/2013/03/02/modifying-the-holley-teapot-four-barrel-carb-for-late-model-distributors/
Food for thought.
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By NoShortcuts - 7 Years Ago
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Johan. Back to your original cylinder head question that started this thread...
I was looking for information regarding a question Ted Eaton asked last evening about '55 Ford and Mercury 292 cylinder heads. While I did not find an answer for Ted's question, I located this reference information for you when referred to it from the Classic Thunderbird Club International entry on page 26 of their 'Thunderbird Restoration Details and Specification Manual'.
The information is contained in Ford Service Letter #973, issued 01/25/'55. It's titled 'Cylinder Head Identification (1955 272 and 292 Cubic Inch Engine)
Installation of the correct cylinder head is extremely important. If the incorrect cylinder head is installed, rough engine operation will occur. To ensure installation of the correct cylinder head or to check the cylinder head installed, use the identification given in table 3. (-info without diagram included here...)
The picture shows measuring the pads described below. For the '55 T-Bird 292 head the pad should read between 0.999 inch to 1.001 inch)
The 292 cubic inch Thunderbird and 272 cubic inch Special heads (early production) can only be identified from each other by the thickness of either of the two center machine locating pads (fig. 7). The center pads are located directly below the No. 2 and 3 spark holes on the right-hand cylinder head. On the left hand cylinder head, the pads are located below below the No. 6 and 7 spark plug holes. The measurements given in fig. 7 (info. abbreviated and included below) can be used to identify these two cylinder heads either on the car or on the bench. Late model 272 cubic inch Special heads may be identified by the number ECG-6090-A on top of the head.
The Cylinder Head Identifications in Table 3 indicate the original Ford Part Number, the Engine (application), the Compression Ratio when used on the 292 engine, and the cylinder head Identification information. -Some of the info in the chart does not apply to other than the '55 'Bird 292 engine, so I'm going to skip listing it. Here's the short of what you desire to know
292 T'Bird w/ Standard Transmission - 8.1:1 compression ratio - Identification...
- ECL-6090-A cast in top of the cylinder head
292 T'Bird w/ Fordomatic Transmission - 8.5:1 compression ratio - Identification...
- ECL-6090-B cast in the top of the cylinder head
IF your cylinder head identification coincides with this Service Letter info., you're all set.
In another thread, this is what Oldmics turned up in the documentation he had available to answer Ted Eaton's question about '55 ECK-C cylinder heads. Other '55 heads are mentioned in his article. Click the link below.
http://forums.y-blocksforever.com/FindPost129376.aspx
Hope this info. resolves your original question.
Charlie
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By NoShortcuts - 7 Years Ago
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Johan. You may already have the information for decoding the vehicle data plate located on your engine compartment's firewall. IF not, click the link below for a good breakdown of the information the data plate provides.
http://www.ctci.org/decoder.php
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