So recently purchased a Y block for my 37 ford coupe project, Bought said 292 from a friends resto shop, a customer had brought it in and paid for it to be rebuilt and then went ghost and after 2 years hadnt finished paying his bill. My friend stated he had this 292 after i told him i was in the market and I bought for 300 bucks. Its a 56 truck block with coae heads and it has the 2bbl mani on it and ram horns. It also came with a ecz-9425-a manifold and holley teapot. The engine was completely rebuilt from the bottom up with new stock replacement pistons and valvetrain included so feel like its a damn fine start. Now im wanting to hop it up a bit more and Ive decided to just port the heads ive got now and do the valve mods that yblockguy tims posted about. My question is, after that would it be best to ditch that A manifold and do a mummerts? or is using an adapter for a slightly larger carb ok? I happen to have a fresh 600 edelbrock I can use or would that be too much?. And also what would you guys recommend on a cam? Im not chasing huge power goals so mostly want good street manners and enough thump to roast tires when need be. Also Im intending on a t5 for trans and its got an 8.8 rear with a 3:55 gear (which can be changed Im not in love with it)

Blood stains. Speed kills. Fast cars. Cheap thrills.

If you are porting the heads, then the minimum you want is the B intake (ECZ-9425-B)  If you have the money, get the Mummert intake.

For the cam, it's best to look at the specs, and talk with the manufacturers.  In general  210s @ .050" will have a smooth idle but a little more of a performance sound.  220s will start to have a lope.  230s and bigger will have a lope and is where you will really start to get away from "good street manners."  If you do not intend to replace the pistons, then it will be wise to go with something smaller.  As the cam gets bigger, compression has to go up.  With stock replacement pistons and C0AE heads, your compression will be quite low.

With porting and a bigger cam, the 600 possibly will not be too big.  Since you have it, try it.


Lawrenceville, GA

Awesome, I was looking into the Y-270-S from mummerts and I'll spend the money on his intake if it'll be that beneficial. Id change the pistons to get a bit more compression but it feels kind of like a waste since its got brand new replacements in it. Something to think on though.

Blood stains. Speed kills. Fast cars. Cheap thrills.

You really do need to up the compression to get the most out of that cam.  Figuring a .030 over piston, with C0AE heads, and assuming 0 deck height you're at about 8.14:1 compression right now.

A set of the G heads and the current pistons will put you at about 8.68:1.  A set of 10cc domed pistons with the C0AE heads will put you at about 9.09:1.  Even 9.09:1 is probably not enough to maximize the pump gas performance with a cam like that but it will perform a lot better and much more efficiently than it will in it's current configuration.  Don't be afraid of the premium grade pump gas cost that could be required by increasing compression.  The efficiency increase will pay for the difference in cost at the pump.


Lawrenceville, GA

Great to hear that you are putting a Y into your 37 Coupe project. I did the same on my 37 Ford Coupe and also used a T-5. Along with what Charlie said, I would change the distributor to a 57 or later and change the valley pan to accommodate a pcv valve for starters. To mount the T-5 I used a Speedway Motors tubular transmission mount with a 6" drop and it worked out well. I used another Speedway Motors tubular FE motor mount and cut the main section of the tube away for the engine mounts. Good luck and post some pictures!

Rono

  Ron Lane,  Meridian, ID

Im definitely sticking with the coae heads just for cost factor and mostly because its really hard to locate Y block parts here in my area of NC, Pistons are a very good possibility though especially if itll optimize the cam. And not too worried about gas prices I used to run 93 in my daily WS.6 I had back when it was through the roof prices. Also Ill check into that for mounting.  Ive got the body and frame seperated now to replace the floor boards and a rocker, and now Ive got to cut out the previous owners mounts and all he had done for an sbc, so may just make a new xmember from scratch for the trans.

Blood stains. Speed kills. Fast cars. Cheap thrills.

Another question for you guys, my engine is complete minus the distributor. I know I need the later on one and then convert to pertronix II. Whats a decent parts store branded replacement? or should I try and dig up an original?

Blood stains. Speed kills. Fast cars. Cheap thrills.

If you get one at a parts store, it will be remanufactured, which is original or a service replacement.  Most remanufactured distributors are done by Cardone.

I think the only other options at this time are MSD, which are expensive and the Chinese MSD copies, which are cheaper but possibly at the expense of support and parts availability for even basic tune-ups.


Lawrenceville, GA

Charley assumed zero decks, if your's aren't, the compression will even be lower. Replacing the new pistons but keeping those heads doesn't seem to be the best direction. To keep costs down, but improve power some, try to find or advertise ( use the sites classified) for a set of  "G" or 5752-113 heads & as mentioned a later " B " intake. The heads can be milled moderately to up compression. (caution) early unposted G heads should not be milled more than about 25 thousands)      


Paul

Went and grabbed a dizzy this morning from the parts store. And ordered the pertronix. Ive mulled it over and I think im just going to grab a B manifold for now, port on the heads a tad then a smallish cam. Im also picking up a toploader trans this weekend. getting it cheap than doing a t5 so gonna go that route.

Blood stains. Speed kills. Fast cars. Cheap thrills.