Its great to hear all you guys have to say. I'm graduating from Flatheads to Y Blocks. I have a lot to learn! I'm just starting to build my first one. I'm putting a 312 crank into a 292 with G heads. I have a 3/2 Edlebrock intake and an F100 Isky cam. It'll also have a Scheffer aluminum flywheel. It's going into a 52 Tudor with a T5 tranny. Thanks for not only keeping it alaive, but alive and fun!

Life isn't about arriving at the end in a pristine, well preserved body; It's about sliding in sideways, all clapped out, yelling "What a ride!"

Based on what I was told at the competition, The Popular Hot Rodding issue with the indepth article listing all the competitors and a description of the engines is expected to be the February issue.  I just received the January issue so its maybe only a month away.

The Engine Masters magazine itself will be out in early spring at the stores.  The EMC magazine is only published quarterly so there is no subscription available for it, newstand availability only for that one.

Lorena, Texas (South of Waco)

EMC follow up. When will Popular Hot Rodding publish the results?..

Paul

The -471's definitely flow the best of the big valve castings but never done a back to back dyno test. As I recall G heads flow 169cfm, -113's 173cfm and -471's 180cfm.

Don't forget how important the exhaust port is. The most surprising engine I ever dyno'ed had the small letter ECZ-G heads, which in my opinion have the best exhaust port of any Y-Block head. The most disappointing engine had some heads that someone had hogged out the exhaust ports in all the wrong places.

Unfortunately that engine was the only one I've ever tested with the small letter Dearborn ECZ-G heads. No back-up to confirm the heads were the real difference.

With regards to heat disappation, an aluminum head has a lot less water in it to help reduce the amount of heat that is carried away. I studied alot of aftermarket alum heads to try to get an idea of how much to leave out. The stock Y heads have water all the way to the intake gasket surface. Aluminum heads have just enough to cool the exhaust ports, valve guides and combustion chamber.

Crash test aluminum head is in the CNC machine and spent last weekend and Monday on program. Might not have much chance to work on it again before Friday. Hope to have it pretty well complete by Sunday PM.

http://ford-y-block.com 

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

Those headers are more than 1 1/2 too. Of course that's a big inch Y.

Frank/Rebop

Bristol, In ( by Elkhart) 

Actually this particular Y liked a 1050 cfm Holley Dominator carb.  Just didn’t have time to make a carb/spacer adapter that fit the rules before taking the engine to the competition.  Here’s a pic of the Y on the dyno with the Dominator carb.

Lorena, Texas (South of Waco)

OOps, again I addressed Ted when I meant Frank! (brain short-circuiting)

6 VOLTS/POS. GRD. NW INDIANA

Be interesting to see a back to back between 471's 113's and G's on a dyno. The compression differences would definitely favor the G's But I wouldn't be surprised to find the 471 & 113 flowed as well. Shrouding of the valves by the chamber walls has a major effect of flow into the cylinder. That's one of the reasons big valves often show no real improvement.



Ted,



Previously covered by John's YBM porting articles. If I had known in advance I would end up with domed pistons that had to be cut down, I likely wouldn't have started with "G" heads. Most all material I am now removing to CC match them is coming from around the intake valves.



P.S. One other disadvantage (though minor) of aluminum heads might be slower cranking due to the resultant static CR increase?

6 VOLTS/POS. GRD. NW INDIANA

Ted,

    824 cfm!!? I thought Y's didn't like big carbs!!

Frank/Rebop

Bristol, In ( by Elkhart) 

Don,

        Absolutely, Mummert's aluminum head has a significantly different chamber from the Y-block heads. Of course they're not all the same either. Just looking at them with an uneducated eye, the 113's look to me to be the best. But i don't have a set of G's to compare. Be interesting to see a back to back between 471's 113's and G's on a dyno. The compression differences would definitely favor the G's But I wouldn't be surprised to find the 471 & 113 flowed as well. Shrouding of the valves by the chamber walls has a major effect of flow into the cylinder. That's one of the reasons big valves often show no real improvement.

.

Frank/Rebop

Bristol, In ( by Elkhart)