My car is a 57 Tbird, auto, totally stock, well almost. I have pocket ported the heads, with a good valve job. The car is used for Sunday cruising. The update will consist of a fresh engine, C-4, headers, a 21/2 in exaust, revised suspension. Intended use is still week end cruiser, a STRONG one.

Cam will be 214in 220ex @.050, 112 lobe centers, at least .500 lift with 1.6 rockers, 10.2 CR. Johns heads,and intake, headers. Carb is a bit in the air, if the budget will take it a Quick Fuel Technologies 750 tweaked for street use. The above cam should give 16 in of vacuum at Idle and be very smooth.

When I build an engine I want to leave as little on the table as possible.

I did put Ted's engine as described in the latest Y block mag into the EAP Pro software and came up with almost Identical results.

The soft ware engine made the same horsepower but gave up 500 RPM sooner. This is probably because I guessed at his header dimensions. 

Don, i am curious what is your car application with these changes you mention, i wouldnt think as dailey driver, i would be guessing once a month go tear up some rubber somewhere? or just great looking and sounding engine? I think milder specs for daily nicer to drive car. regards bill.

  AussieBill            YYYY    Forever Y Block     YYYY

 Down Under, Australia

Charley, you can "get by" with an old cam. If I spend 2K+ on new heads that can utilize cams in the .550 lift area (max flow is @.550 lift per my newly arrived Y mag) that is what I want to do. My engine will be a scratch build so I only want to spend the money once.

The new high lift, agressive ramp cams are on the market for a reason. 1950's cam technology leaves a LOT on the table. 

DW

Looking at the dyno test, you should not need a different cam. The cam used during the test provided .430" lift at the valve. A bigger cam is not a necessary expense. If your performance is good now, then it should be better with the new heads. Ted and John will know more, but the only changes I see that will have to be made is the tune of the carb and timing, and these are cheap.

Certainly, changing the pistons can help depending on the application, but here again, will the cost/benefit be worth it? Same thing with the cam and lifters- will the price be worth it?

Most cam companies can do custom grinds. Call 'em, tell them your goal, tell them what you're thinking and see what they recommend.



You can do the exact same stuff to a stock motor - get a new cam, get new pistons, port the heads. It all helps. The questions are how far do you want to go, and is it in the budget.


Lawrenceville, GA

It is becoming obvious that in order to really benefit from the money spent on the new heads we need to rethink some of the currently available parts for the "Y". Primarily we will need high (.500 + lift) camshafts, revised piston configurations, distributer curve modifications just to start with. We have to realize we are a very limited market but we need to develop sources and templates.

I personally am looking for a source for a camshaft ground to specs similar to the Ford racing parts M-6250-A332 except ground on 112 lobe centers and 214(in) and 220(ex) durations and close to .500 lift. I have yet to work out piston configuration, still working out stroke options. Nelson cams may be a possible source of cams, they ground a 214/214 cam with approximately .5 inch lift for Royce Brechler.

All of this can be done by individuals but are Ted and John going to introduce some of these items to hit the market in conjunction with the new heads?