thanks ted, good luck!

 lincoln/merc. y-blocks &mel's                                                               bucyrus, ohio.

any flow figures on the 430 merc. heads! intakes should be great but exhaust might be a little low! can you use intake adaptor plates and a 460 intake?

 lincoln/merc. y-blocks &mel's                                                               bucyrus, ohio.

JDC

That is  a real good balance between the intake and exhaust  what kind of number  can be had For CFM on the  intake side.

What size  would  have the most advantage between the  three engines? 

I could tell you, but there are a couple of MELs entered in this year's EMC, and that would be considered a no, no.  No telling what Jon K  or Ted will come up with.   Just have to wait and see upon teardown.    LOL  I understand there may be an early Hemi entered which will make it difficult to get the flow high enough on a MEL to keep a Ford at the center of the podium.  But that is what the EMC is all about, taking the underdog and coming out a winner!  At least the Hemi is required to have a head designed for the block, not a later rendition.   Joe-JDC

JDC

An early hemi will be interesting. In past competitions, they really don't seem to live up to the legend but they also have not been in a class where the rules required oem heads.


Lawrenceville, GA

I can tell you that two of the different types of heads flow very similar as cast, with the tall port heads flowing 246 intake, 184 exhaust before porting with 2.190/1.88 valves, and the short port heads stock flowed 249 intake, 183 exhaust with 2.140/1.775 valves.  You can figure on iron heads that a 20% increase is very good, and more is possible with oversize valves, undercut stems, multi-angle valve job, etc.  With iron heads, there is a limit on flow because you can only take out so much metal before the casting becomes useless and will leak under pressure.  When that happens, welding does not always stop the leaks, and the casting is ruined.  Aluminum is forgiving in that respect, because it can be repaired and can even be modified by adding material where needed to increase flow or velocity.

I believe that for best results with the MEL and excellent heads, around 430 cubic inches would be ideal, but with smallest bore and longest stroke to achieve those cubic inches.  JMO, Joe-JDC



JDC

What is the  RPM limit for the  class?   You think  a stroked Edsel 410 would be better than a big bore 383 Merc engine.

3700 - 6300 for the scoring


Lawrenceville, GA

Hi guys, to be honest with you this post is to stir the pot a little bit on the EMC 2017 competition.

I have been watching this thread and haven't seen anything new in a couple weeks.

I take it there will be a couple MEL's in competition this year?

Wondering if there are other Ford, Mercury or Lincoln entries in "vintage" this year?

Are the Mopar hemis eligible, and if so what type of flow numbers are those things capable of?

Does an opposed valve engine have an optimal combustion chamber for a naturally aspirated engine on gasoline?

How does the "plank" head MEL combustion process by comparison? This was used on a very limited basis most notably on the MEL's and the "W" headed scrubs. Was it dropped because of an inherent problem?

Anyhow this is a fascinating subject to me. As I have stated before I have always believed that Ford's engine engineering in the 1950's was very underrated.

Watching intently from the sidelines. Good luck fellas!