Here is some addresses:

CORPORATE HEADQUARTERS Primedia, Inc. 2400 E. Katella Avenue, Ste. 1100 Anaheim, CA 92806 Tel (714) 939-2400 Fax (714) 978-6390 ENGINE MASTERS MAGAZINE
EDITORIAL
Chief Creative Officer:	Craig Reiss
Editorial Director:	David Freiburger
Corporate Creative Director:	Alan Alpanian
Group Art Director:	Alan Muir
Editor:	Steve Dulcich steve.dulcich@primedia.com
Group Managing Editor:	Kris Hancock
Managing Editor:	Krystal Garza
Copy Editor:	Marti Longworth
Web Producer:	Edward Kimball ekimball@automotive.com

-jyrki from Finland-

www.hollowheads.net

What a bummer, What is there address to reply to???

Come on all Y-Blockers, let them know we are out there!!!

55 Vicky & customline

58 Rack Dump, 55 F350 yard truck, 57 F100

59 & 61 P 400's, 58 F100 custom cab, 69 F100, 79 F150, 82 F600 ramp truck, 90 mustang conv 7 up, 94 Mustang, Should I continue?

OK, so if it's true that (Ted Eaton) We, US, Y-Blockers did not get in, lets ask why?-by everyone of us on this site writing a letter or email to PHR and show them how "popular" we think our y-blocks are. Then maybe next year we could get the chance to at least enter.

I personaly didn't expect the y to make those giant numbers that win, but like we all know we don't have the easy of-the-shelf race parts the other guys do. BUT this could be how we get enough attention together from suppliers and PHR to take some notice from us and build us an aluminum set of heads or another manifold choice or something. Most of all I liked the attention factor we might have had, whether we get new parts or not, like the Columbus turnout.

All we have to do is write in. That's pretty easy, we don't even have to get nasty about it although we probably want to.

       A  L  A  N   F  R  A  K  E  S   ~  Tulsa, OK    

Popular Hotrodding site just posted the accepted 07 entrants into the Engne Masters Challenge. Some heavy Ford hitters in the mix but alas Ted's name was not on the list. I am sure it's another case of the print media conspiring to keep us down.

Ted,

I was just looking at one of Lons post that mentions Wilcap adapters, it looks like they may be able to provide a steel flywheel for a Y but it says a ring gear may need to be supplied.

Check out www.wilcap.com and look at the flywheel listings.

55 Vicky & customline

58 Rack Dump, 55 F350 yard truck, 57 F100

59 & 61 P 400's, 58 F100 custom cab, 69 F100, 79 F150, 82 F600 ramp truck, 90 mustang conv 7 up, 94 Mustang, Should I continue?

Frank, I've sent you an email (and PM).  Your block does sound like a suitable candidate.

Lorena, Texas (South of Waco)

Ted,  looked at the block some more, I think it's got the heavier webs, but I'm not certain where to look for difference. I will probably never use it, my motor is based on a 292. Mummert cut the 312 crank down to 292 sizes, If I break it I'll most likely do the same thing over. I actually thought it was a 292 when I bought it. Didn't relize it wasn't until I was moving it around one day and spotted the main caps.

Frank/Rebop

Bristol, In ( by Elkhart) 

Ted:

I had thought about lowering the crank a few thousandths to take slack out of the timing chain, but never thought about lowering it for rod/cam clearance.  You'd have to relocate the bellhousing to the crank centerline, and deal with the front cover seal, but both are doable.

The one thing I failed to point out in my line bored blocks is the bearing lock tabs.  The original notches are almost gone, and in the wrong place for 312 bearings.  I take the 312 shells (or the Chrysler shells if that's what I'm using), lay them in the saddles with the tabs on the opposite side as the 292 notches, and scribe where the new notches need to be to properly locate the shell fore/aft.  Then I grind new notches with a cutoff wheel in a die grinder.  Make sure the notches are deep enough so the tabs don't bottom out and cause a high spot on the bearing.

John

John - "The Hoosier Hurricane"

Ted,

            It's a C2AE block with ECZ caps. I can only check at the top with calipers, I don't have mikes at the house. It is standard as best as I can tell. Was a Crusader, reverse rotation, still has the marine valley cover and aluminum cam gear in place. There are no visible scratches or missing chunks. Everything I checked is right at 3.800, and there's very little ridge. I think it's a candidate.        

   

Frank/Rebop

Bristol, In ( by Elkhart) 

John, Thanks for the info.  That’s what I needed to know.

Glen, I’m leaving the option of sleeving all eight cylinders as a last resort.  Likewise, I've got a 428 block with eight sleeves that was a race engine and didn't give any trouble but I've also seen some issues with other blocks that were completely sleeved.  For now, boring the mains in a 292 block to the 312 size is a suitable option.  And that gives me some ideas down the road as the main bore centerline can be intentionally lowered to increase the deck height which in turn gives more connecting rod to camshaft clearance for a stroker.

Lorena, Texas (South of Waco)