Great test Ted. Very nice torque and HP curve John. Top quality there fellows and congratulations.

Ted I was reading on you first post about the mule engine and (quote) The engine used for the test is a +060 over 312 with the cast flattop pistons 0.025” in the hole and stock G heads that had only a good valve job with hardened seats installed and a 0.025” mill to clean up the deck side of the heads.

Being the pistons were .025" in the hole did you have to mill the block to get the .025" clearance. If the block was milled did you have to remove material from the new heads intake surface to mate the intake manifold properly or is there enough freedom to install the intake without milling that surface.
marv

Thanks for the detailed graph Ted. You guys have done some great work. 

I don't get Y block magazine (yes I should) I was also interested in purchase details. Also how long before they're ready for release. 

Grizzly (Aussie Mainline)

This was a core engine that was already 0.060" overbored and simply rebuilt to use as a dyno mule.  The block decks were straight so they were not cut upon on this latest rebuild which kept the pistons at 0.025” in the hole.  The deck side of the heads were cut 0.025” though to give a surface that was smooth enough to seal with.  The iron 'G' heads used for testing had considerable rust on the sealing surface before preparing them for use.  This particular short block was originally put together in the Seventies with the current pistons and it would appear that only a cleanup mill was performed on the block decks at that time.

 

The intake manifold fit was fine on the aluminum heads and no additional work was required as such.  The iron ECZ-G heads had been milled ~0.025” and the same intake manifold fit fine on those also but I typically don’t start to see a problem with manifold fit until at least 0.045”-0.050” is milled from the heads and/or decks.  I didn’t ask John if the aluminum heads were machined with composition gaskets in mind or if machined to the original ‘steel shim’ head gasket specs.  Regardless of how they are machined, everything fits up just fine.  On an unmachined and stock Y block and using the stock cylinder heads and composition gaskets, the heads will sit ~0.020” higher than stock if no milling of the heads or decks takes place.

Lorena, Texas (South of Waco)

Ted (Quote)On an unmachined and stock Y block and using the stock cylinder heads and composition gaskets, the heads will sit ~0.020” higher than stock if no milling of the heads or decks takes place.



Thanks Ted for that info, that what I was looking for as an engine I am working on has had the deck shaved to get a .020" clearance above the replacement pistons while using steel shim gaskets (.021") to get ~.040" head to deck clearance.



Can you run less a piston to deck clearance with aluminum and still not have detonation issues.



Just looking what changes needed if I put on a set.

marv

I have built FE engines with "0" deck and shim gaskets with no problems. These were with old style combustion chambers. I would not anticipate problems with the new chambers. Ted has undoubtedly built engines with new combustion chambers and can answer the question.

I ahve not yet recieved my "Y" block mag any one else recieved theirs?? I only live about 50 miles from Bruce, maybe I'll have to drive down.

Love the phrase "get 57 supercharged power without the supercharger".If I can come up with the money to have JM build me a block,I will get me a set of aluminum heads too.

  And Don, I received my latest issue Friday the 14th.

Bud in Northern Arizona on route 66 in Winslow (standin' on the corner)

If you're American, buy American

631/2 Galaxie 500XL 406   55 T-Bird

I had no doubts the performance numbers would be good. It's the phrase… "if I can come up with the money" that's what I'm thinking. :

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

A minimum piston to head clearance of .035-.040" is maintaned to prevent the piston from contacting the head. Less clearance usually will mean less chance of detonation regardless of the cylinderhead material.

Piston skirt length and piston to cylinder clearance should be taken into account if you are looking to reduce this clearance below commonly accepted minimum of .035". A short piston skirt will allow the piston to rock more as will additional piston to cylinder clearance.

With regard to pricing ect. We plan to place an order for head castings around the 1st of June. The more deposits we have, the more castings we will order. Deposits of $1,000.00 received before we order castings will result in a final total price of $2049.00 (1000 + 1049) for 2 assembled heads. Orders received after we order castings will be at a higher price.

Anticipated delivery of the finished heads will be late July 2010.

http://ford-y-block.com 

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

I called John and gave him a deposit today. Still haven't seen the latest Yblock Mag in my mailbox. With delivery of the heads by late July, it leaves me some time to clear up some other stuff. I am finishing up a home remodel in the next week or so. Then clear out the garage and install/tune the 79 Tbird disk brakes on my 65 Galaxie (daily driver). Once that is done the 312 comes out of my 57 Bird to repair a trans leak (torque converter). The motor is a solid runner with good compression which was rebuilt in Salinas some years ago. I will check the bottom end while it is out and check the cylinders. If all is good it goes back together with the Mummert heads, Sanderson's and 3 94's on a Edlebrock 573. If the short block needs freshening it will be done but I doubt it needs it. Not sure about a cam change. Leaning toward leaving well enough alone as it runs so well. But...there is a guy in my area with a sharp looking red 57 Corvette 283 that cruises by my place once in awhile. I have a history of good old Fords in my garage and driveway so the scrub guys, who get bored bumping bellies with each other, have been known to slip by here and make themselves evident. BTW, the 57 Vette runs awful, not a car guy by my estimation. Typically, here it is about money and profile, not about tool boxes and know how.



Mark

57 Black Tbird 312/auto

Is it wrong thinking to prefer the smooth and predictable curve of the new head with 4-hole spacer (the red curve) and let the tranny and drive line ratios do the work in the sweat spots?

That double-hump in the blue curve looks like it could be annoying as far as the seat of the pants signalling goes.

Cheers... Brian

Cylinder Index = 84

Current Experiment = `57 Tbird, Grand Rapids, Michigan