If I had not had a running engine that I was confident in, I could never have put together the effort to get an engine to the Engine Masters. What Ted did in a compressed time frame is amazing..

The idea was to pull the engine from my drag car and massage it a little bit and run it at EM. I was figuring maybe a couple weeks work and that would be it.It did not turn out that way  LOL..I run E-85 in my drag car and the contest has a spec fuel so I needed a different carb.  I run an automatic and the contest required an SFI certified flywheel so I had to lean on John to get his supplier to custom make one for me. With a 3000 to 6000 rpm range I was not sure if a single plane intake or a dual plane would score better so I ordered a couple to try.. I do not have any dyno headers that would match that rpm range so i had Yestertech modify some Schoenfeld headers to fit the Lincoln. We decided that Tri Y headers would likely make more low end torque so Jerry whipped up a set of those too. I had always wanted to try a tunnel ram and EFI on this engine.. On my shelf I had the lower half of an EFI tunnel ram intake that Mercury Marine used on one of their scrub based boat engines. I fabricated an upper plenum and rigged up a fuel rail with 42 lb injectors, 2 65mm throttle bodies all controlled by a FAST EZ EFI port injection system. I sent 2 intakes and the tunnel ram to Joe Craine for porting and flow testing. When i had finally collected all the parts I needed I ran my first dyno test in July.. We tested a single plane and a dual plane intake  2 different headers and 4 different carbs. Learnings from the first dyno session were that a 750 carb was all it wanted, and that Jerry's Holley 750 HP Ultra was the best of the 750 carbs we had. The Schoenfeld headers were better than the Tri Y's and the single plane and dual plane intakes were almost identical in score.. Peak power occurs at 6300 and peak torque at 4600 so the cam is not ideal.  After thinking about results for a while I decided the only thing that was really nailed down was the carburetor. Everything else was still a question.. On intakes it seems what the engine wanted was a bigger dual plane intake for more top end or a single plane that has smaller runners to make more low end torque.  I had confirmed that the cam is really to big for the RPM range I was working with so it decided on the next test to open the lash and advance it 4 degrees to pick up the low end torque. I purchased 2 more intakes, A Performer RPM Air Gap and a Holley Strip Dominator. My thinking was that if the RPM Air Gap could be made to flow a little better it could help the top end score.. The Strip Dominator has a smaller plenum and runners so I surmised it might make a bit more low end torque I sent these 2 intakes off to Joe Craine for tweaking and flow balancing. Also by this time I had completed fabrication on the EFI tunnel ram, so that needed to be tested as well. I was back on the dyno just before labor day. The EFI intake was a disappointment. It was down on Performance across the board. It was short on low end torque and also high end horsepower , so after tuning it the best we could with no better results it was set aside. The testing on the single plane Holley and the Air Gap Edelbrock produced scores that were very close to one another, so there was no clear choice on manifolds. Advancing the cam moved torque peak 300 rpm lower which I thought would improve the score, but it did not. Gains in low end torque were offset by equal loss of power at the higher range, with the net gain or loss being 0..Loosening the lash did help and i picked up about 20 points of score... I ran into a couple mechanical issues in this session as well,  water in the oil, and the cam was walking in the block enough to change the timing 20 degrees at idle. So back to the shop to fix the problems and settle on a final combination to run at EMC.The mechanical issues were easily solved and after some thought I settled on the dual plane Air Gap intake. I also could not help thinking I could find a better header to make more torque, so I had Yestertech make 1 more set with very long primaries and a 3 inch instead of 3.5 inch collector. Last week in Sept I am on the dyno again this time trying to find the best spacer combination dial in the carb for the final time and test the long tube headers.  It turns out the long tube headers did not make any more torque than the set I started with.. The engine turned out not to be real sensitive to jetting so we picked a middle of the road carb tune.. The spacer combo that we ended up choosing was a semi open 1 inch spacer shaped like a clover leaf, with a 1/4 open spacer underneath it. We could have tested different combos for days but at some point I had to settle on something so i went ahead and locked in the combination.. I made well over 100 dyno pulls tried 4 carbs 5 manifolds 3 sets of headers many spacers, cam timing and valve lash.. In the end I was able to pick up about 90 points and make a score of 2183.  HRM covered the actual dyno run pretty well so I will not repeat that.. I was happy it was drama free and no surprises  we made 8 pulls in 35 min and the engine never missed a beat 

Here is what my combination looks like:
1957 mercury 368 block and heads.
Block bored ..060  JE pistons with 1/16/1/6 3/16 rings 10cc dome 12:1 compression
Forged crank with offset ground rod journal to 2.2 for a 3.7 stroke
TFS SFI Damper. Mummert billet SFI steel flywheel
Scat 7.1 inch BBC rod
SCE copper head gasket with O Ring
Heads max ported by Joe.D.Craine  2.05 intake 1.65 ex. Flow 255/195 @.600
Edelbrock SBC Performer RPM Air Gap intake ported by Joe.D.Craine
Holley 750 HP Ultra carb
Solid roller cam by Mike Jones  Jones Cam designs   252/252 .625 lift
Lunati solid roller lifters
Smith bros 5/16 chrome moly push rods
Harland Sharp 1.6 aluminum roller rockers
PAC beehive valve springs
ARP main studs and Head studs
Stock timing set.. 57 type distributor with locked timing at 34 degrees
Pertronix Ignitor firing a MSD 6 with a Blaster coil.
NGK WR5 plugs  7 quarts Amzoil 10/30 K&N oil filter   Stock truck oil pan with windage tray  stock oil pump

WoW!  THANKS for making the time to write all of this up for the Forum!  My appreciation for what went into getting you to the EMC and attaining the numbers you had in the competition G-R-O-W-S, Royce!

I hope that Ted will consider doing some variation of your accounting for his 'small' y-block entry. 

I know Ted used beehive valve springs on one build he wrote about in (?) Y-Block Magazine...

Again, THANKS, Royce.  Very informative and insightful!


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

I expected it would be a race for 2nd. Kaase history and resources is on another level.


Just wish the guys with the oil issues would have pulled out sooner as I would have done a 30 hr cannon ball run to Ohio.

Since I was on the alternate list I finished building my engine for pump gas as originally intended.
With only 10.5 compression and 333.6ci it makes
429ft/lbs @4400rpm and 444.6hp @5800rpm

Mr Mummert has done a great job with these heads. while they may be limited for the big inch race motors my plan was to go with smaller ci and less impressive peak numbers and try for better average score. With different pistons and some more time it could have been a strong competitor. Hopefully next year I'll make the real list.

Congrats to all involved every vintage engine there was impressive. I love seeing these old engines built to run and not just look pretty.

Royce, that was a tremendous amount of work but that's what it takes even with a running engine to start with. A guy without his own dyno is at a real handicap building for this event. There are so many things to try it gets expensive when paying by the hour. You've shed a lot of light on what is required to participate on competitive level. We owe you a big thanks for representing all of us.
John

http://ford-y-block.com 

20 miles east of San Diego, 20 miles north of Mexico

John and Geoff,

Since Ol casting 001 has been mercilessly hacked and welded on, and you have pondered side by side ports, How about you just stretch it a little to fit on my Lincoln... If I had a 300 cfm port I could make some noise... I am sure sales of such a head would be brisk.

Funny story... While we were standing around answering questions from spectators and students a guy came up and engaged me in conversation. Of course he had never heard or seen a Lincoln Y Block.. After some explanations about Lincolns he asks me "what crowd do you build these engines for.".. I pointed to Rick Martin and then myself and I said  "just us two".. 'Oh' he says "you just build for your own use"  I said "no, that is the total market"

Royce, Ol 001 had side by side ports a couple of years ago. They're gone now. As I said, it looked too SBS.
I'm sure there would a renaissance of the Lincoln Y if the right parts were available. Or not.
There must be 1 or 2 others interested in the Lincoln.

http://ford-y-block.com 

20 miles east of San Diego, 20 miles north of Mexico

Here are a couple of pictures of the failed EFI tunnel ram.  I am speculating too big of a plenum or too big a cross section on the runners or both.

Royce, the EFI  set-up sure looks like it should work. Any conclusions about it. I get a lot of inquiries about EFI for the Y-Block so there is interest.
When do you go into production on the Linc-scrub port plates?

http://ford-y-block.com 

20 miles east of San Diego, 20 miles north of Mexico

Funny you should mention the port plates......  I am putting out bids to guys who can do CAD and have a state of the art CNC equipment..

I can send you my EFI manifold for the Ford Y Block if you want to play with it.

On the tunnel ram  I am not sure why it does not work, but I am speculating the runners have too much volume and are very lazy. Maybe if the engine runs to 7000 they will come alive. Also I have no idea what size plenum it wants...What does Geoff think?   I need more more dyno time.. UGH

Do you have any BSFC numbers? Did you run the return line through the B fuel turbine so you could A-B to get actual fuel flow? Sometime guys will run the return line back to the inlet of the pump. Just asking to see if if fuel consumption was close per hp generated to other manifolds. How big are the throttle bodies?  You might try to put a decent pair of carburetors on it just to verify plenum size, runner size. If its happier with carburetors you might try moving the injectors up high shooting down on each runner.  
On youtube  (Renault F1 Engine)  its a 1:51 min video.  Its cool!
 Injector size, pulse width, and plume formation are gonna be more finicky that close to the head, especially if the cam has some overlap.
I haven't played with it much,  but I think in a sequential firing efi you can run a bigger injector and shorten up the pulse width. In a batch firing system I think you want to run an injector closer to rated Hp and turn the pulse width up. 
 Our EFI tunnel ram combo manifold should be ready early next year and I'm sure we'll be knee deep injector placement and styles. After we test the carbs.
If the plenum is 1/2 the size of the engine it should be good enough to get started.  I know some of the big drag guys like plenums 100% of displacement or more. 1/2 should be enough to see more power than a conventional type dual plane.
 I like hearing Engine Master stories,  the couple of times I've been involved in with engines its been a lot of work. Its amazing how many parts you go through.  Its funny to see projects years later that  have of something or other that were left overs from those engines..
 I do think trying a set of carbs is a good place to start. Because the they are a mechanical device they will only respond to the way the engine moves air. If the engine is running well and the headers cooperate with the plenum sizing the fuel curve will be smooth and fairly easy to jet. At that point finding the best place for the injector should have similar results.
 Hopefully this helps 

Geoff Mummert



http://ford-y-block.com 

20 miles east of San Diego, 20 miles north of Mexico