Nodular iron is an iron alloy that is stronger than cast iron. First used by ford for cranks and high strength castings for improvements in strength and weight. FE blocks were nodular iron and saw an improvement in strength and weight over the Y block (there were also improvements in casting technology)

Cheers

Warren   

And we cant forget the nodular iron 9" diff centers that made them reliable in big HP cars.

So many questions, do you have more details?

Will there be a weight advantage?

Will the block use currently available parts?

How will bore spacing issues with cracking be sorted?

Does dropin lifters mean "Roller"?

Will the blocks be cost effective for street use?

Thanks

Warren

Yes! look for the "N"

Cheers

Warren

Does it mean that at least a 4" bore must be used or that it will be able top support a 4" bore at least.  The latter will be best because limiting it to a 4" only crowd will not make a good seller.  Making it an option for the guy who is having difficutly finding a good 312 block or simply doesn't want to mess with a used 292 block will be ideal.

Re the mains and head bolts:

To one not at all experienced with casting, it seems that it will be easy to satisfy both demands with a difference in machining alone.  Is that not the case?  Surely it will affect the cost slightly to offer both options.  But here again, limiting it to a performance only crowd does not seem wise.

Is there any other crank which is similar enough to allow the correct external appearance, with the cast timing cover and all yet allowing for cheap aftermarket crank options.  If so, perhaps the block could also be machined to allow for the use of this crank instead of a stock Y crank.

The more modifications the better.  All I really would be concerned about is that it still looks like a Y-block on the outside, so it looks like it belongs in my '57 Ford.

Paul. Passion will drive many projects where the financials are not feasible.

My own preferences for design changes on a new block offering would include the following standard features:

>4” bore with the capability to go out to a 4.125” bore.

>292 main bearing sizes.

>Cross-bolt mains for the main journal caps. Add billet caps as an option if they are not standard.

>Oil filter pad made into the block (no plate required) which would also help with the main cap cross-bolting at the #4 main.

>Additional motor mount pads in front of the originals like the ’65 and up FE’s. This would allow the engines to go into later model Fairlanes, Mustangs, Galaxies, and pickups/trucks using FE motor mounts assuming that the firewall clearance with the rear located distributors is not a problem.

>Additional bellhousing bolt pattern(s) on back of block to accommodate other Ford family bellhousing patterns (ie. FE and/.or SBF).

>The block is still designed to accommodate original production crankshafts, cylinder heads, timing covers, oil pans, etc.

>Raised camshaft would be nice but that involves a specialized timing set. With the raised camshaft is also the change in valve train geometry which may be a potential issue when the cylinder heads are installed. With a 4.125” bore and the current camshaft to crank centerline, the cubic inch capability would be 428 with a currently doable 4.00” stroke so it’s difficult to justify raising the camshaft.

>That’s a definite yes for the 0.875” lifter bores.

And here is a past thread on the ‘new block’ topic.

http://forums.y-blocksforever.com/Topic12901-11-1.aspx

Hope I live long enough.

Even with a new flywheel, a 351 crank could be a cheaper option than possibly finding a 312 crank to stroke and I suspect that many people who go for this block will be stroking.  And I'd bet that many going the stroker route will opt for a billet flywheel or prefer an sfi aproved flywheel, in which case there will be no savings on the flywheel.  On many of the engines I've taken apart, the stock flywheels were no good, visible cracks, and replacement is necessarry.

What's the issue with the bird damper?  If it won't work, doesn't it mean that the other dampers won't?  I can see potential issues with the front crank seal, though.  I realize that a foreign crank won't be for everybody, but if it can be optional, it would be neat.

 I don't think a small block cam is a good idea.  We'll loose the firing order.

The T bird dampner is much longer, pullies set farther from the block, than the passenger/truck dampner. Possibly pullys could be grafted on the front of the dampner.

This would be quite a project, but a needed one.

The crank snout on the 351 is much shorter than a Y, so neither passenger nor Bird damper is a direct fit.  Also, the back end of the 351 crank is shorter and has no flywheel flange.  To rework a 351 crank would probably cost as much or more than a stroker 312 crank.

All of these problems could be bypassed by grafting some semblence of the 351 W front of the block configuration if it would not offend the purist too much. accomadation would have to be made for the front engine mount. Man every rock turned over uncovers the effects of 50+ years of evolution.

I do not know of any other crankshaft from any mfg that could be used.

When the molds for the Y's ended up in Argentina, did they ever get drop in lifters? Are the molds for the blocks/cranks still kicking around there? If there is enough demand, why can't someone be found to make a run of cranks that won't break the bank? The Argie's did a good job of switching the heads to small block style and I recently watched some videos on youtube of some nice argie cars with blowers and all fitted to y's. Maybe we have to go kicking around Argentina for a while and bring back some of the tooling or have them make some batches and send them here, it may be cheaper than having the stuff made here. Just throwing out other options here!

You,re all dreamin! The shear $ cost would be prohibitive to all but a few top end racers and hence the development and short run costs would stop it there. Looking for gigantic street HP is confusing things here which apply mostly to race car applications. Theres plenty of reliable strong street combo,s allready available through JM and others with facts and figures available on this forum.

And the argy blocks had normal mushroom lifters, only known block that had drop in lifters was the werby? block and thats another part of history. Anyhow thats my Xmas thoughts.

Didn't someone say that about the new heads for y blocks

Mind, if new blocks were to become available I hope the wait isn't as long

Cheers

Warren

I agree, for less than 30K you can have a 2012 Mustang GT that will out perform 95% of the best hot rods.

I want one but the satisfaction of driving a old car is  nostalga, the need to be unique.
I truly enjoy that.

There at least 3 manufacturers of FE blocks out there, only one of which resembles the original in appearance. They are all selling. John has trouble keeping up with demand for his products. Those that insist on original parts should hope the aftermarket produces new parts. More of the old parts will be left for them.

Don W.

Merry Christmas!

Y's seem to be getting somewhat more desirable for street rods too.

Toss in racers and some trucks also.

With a new block & crank you could build a brand new Y-block. (w/o any Ford parts).

Ron.

I personally think the actual cost of these proposed new blocks  once known will determine how many everyday buyers are out there. I would certainly like one.

John, thanks for info and putting block in perpesctive for the potential buyers, may be quite a block, and obviously suit the racers out there, keeping in mind the other parts required to get it going and intense head work or your alloy heads. I.m not knocking it but earlier mentioned there were guys saying they wanted one but  i could see the whole package costing more than most average guys would pay, i would want one but would like to see some proposals re parts, ratio,s and estimated hp range.etc. i know i,m jumping the gun here but  just thinking aloud.

Charlie, i guess we should aim questions at verne, but john mentioned Verne would mention it in next y block mag. I,m happy and interested in this block but just trying to say that there are a few yelling its great, lets go etc but reality check will be final costs, components etc and think 50 blocks as 1st run would be optimistic. but lets hope it can work.

4.125” bore and a 4.125” stroke.  441 cubic inches.  Hmm. Makes for a very, very, torquey street engine.  And with a roller camshaft, the possibilities are way out there.  And a hydraulic roller at that.

The most you can get is a 3.62 with a 2 inch journal (a bit more with undersize.

Don, i think there was mention of moving the cam tunnel higher to allow bigger strokes, thus different timing set?

yes charlie, thats part of the package of additional parts that will become necessary toward building one of these, would be nice?

With the increase in bore size a standard 312 (3.44")crank will net 368cu, an offset ground 3.61" will see 385, using a setup similar to Ted's EMC engine at 4.00" will net 427.

Getting a range of cams that will take advantage of the roller lifters and the higher ramp rates is the priority. Why have the capacity and not fill it? 

cheers

Warren

Vern Schumann is a very sharp old time Ford racer going back at least to the Y blocks. I remember he was credited with coming up with a way to "post" heads to prevent failures. The guy has all kinds of knowledge. We are very lucky to have John, Vern and Ted carrying the Y banner. I am sure he will come up with a very good design.

And yes, he knows y blocks. He raced them roundy round and quarter mile starting in the 50's into the 60's. He told me he had been a Ford sponsored racer and apparently now has some very significant manufacturing contacts.

Missouri Mike

Thanks mike for the update.

Do you have an email address for him.

Thanks

Warren 

DW

Verne Schumann needs additional verbal commitments on the new production Ford Y cylinder blocks. At this point he needs enough potential buyers to make this project viable as the current list of potential buyers is too short to make this happen. If you think you might be interested in a brand new 4.125” bore capable block, then give him a call and get your name on the list. No upfront money is required.

His contact information is:

Here are links to previous discussions regarding the blocks.

http://forums.y-blocksforever.com/Topic65514-5-1.aspx

http://forums.y-blocksforever.com/Topic73248-6-1.aspx

http://forums.y-blocksforever.com/Topic12901-11-1.aspx

Let me add “Let’s not get hung up on crankshafts”. Those will come if the blocks happen. In the meantime, the proposed block can still use factory cranks as 292 main bearing sizing is being used in the new block design.