-And some of us have been thinking about it. 

I would love to read about the technical aspects of running a turbo on a Y.

That dragster that’s for sale is a bit far from me to check out but there are some other Y-Blockers in that same general neighborhood.  Keep in mind that when putting a powerglide behind the Y, it will need to be cocked sideways about 5° to give some room for the upper two transmission mounting bolts.  I re-clock my transmissions 5° clockwise (looking from the rear) to raise the transmission shift lever up and out of harms way.  The Y and the scrub share almost identical top bolt hole locations but they are off just enough to require reclocking of the transmission.  I’m assuming at this point you’re comtemplating building your own adapter.

Hollow Head (8/17/2008)

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Ted, thanks to you also. I didn't know that bolt pattern thing, but would this be ok to use?
http://www.transmissionadapters.com/Ford%20Y%20Block%20to%20Chev%20install.htm
Hmmmm....the price is horrible

or this one?

http://www.wilcap.com/ford.html#312350   

I’m not familiar with eithter adapter and the pictures of each are not clear or detailed enough to make a decision as to if either is adequate for a performance application.  Flywheel and starter compatibility is what I look for in an adapter.  Previous experience with another Bendtsen’s adapter has the starter attachment being less than adequate and difficult to service once it’s installed in the vehicle but I don’t know the specifics for the Bendtsens GM tranny to Y adapter as that could be improved.

To date with the Y in the roadster, the best times are:

60’        1.278

330’      3.827

660’      6.021 @ 111.06 mph

1000’    7.953

¼ mile  9.614 @ 135.42 mph

Just keep in mind that war was declared on the Roadster’s weight and as such, the finished weight has been trimmed to bare minimum.  Even the shifter knob is hollowed out.  As an FYI, when I increased the lift on the camshaft from 0.537” to 0.595” with a subtle increase in duration at 0.050” and a ½ point increase in the compression ratio, I picked up almost two tenths in quarter mile et while the eighth mile times all basically stayed the same.  This engine is still normally aspirated with a vacuum secondary carb and no power adders.

Perhaps you’re running out of camshaft?  Or you’re shifting at too low an rpm and falling below the torque band?  I'm shifting at no lower than 6700 rpms to insure that the rpm falls back to the peak torque rpm of the engine.  With a two speed automatic, that becomes critical.

Hollow Head (9/13/2008)

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FED dragster, altered chassis, some decent two door sedan ('54-'61) Ford, Mercury or Edsel is in consider, if we just can find one and if we have money to buy one. All help is welcome

Or should we just collect our moneys and put it to dyno and see how and in what rpm / hp level it breaks? Just to see some real hp numbers. Would be interesting too ....

My vote is to definitely put it in a car.  Would hate to see this trashed or worn out on a dyno without everyone have the experience of a wild and wicked ride.

Sorry Ted, I just couldn't resist.... Enjoy anyhow

Seppo.  Not sure what there is to be sorry about as the link worked without any editing on my end.  I thought at first it was going to be a link of the engine on the dyno but see where it’s some good video of the car and others being raced, abused, and displayed.  Thanks for sharing.

Ok, I spent some time with the old one and got it running too... but as I now have lots of more space in this new one i'll stick with it. But, I have to say that I hate Vista after XP . Am I getting old or what....

And yes, that was a teaser of a full 2 hour version of the Finnish Ford Nationals DVD, witch will be available and ready some where during this month.