Do ya think?

Grizzly, not sure what to make of that ! but i think you dont realize the vast performance improvements made with many fast times and HP increases proven here by members, and their cars while keeping with the original themes and history of these engines etc. I cant help feel you are keen on the various theorys but they are not really suitable to everyday road speed driving. Hope this helps. regards bill.

yyy 

  AussieBill            YYYY    Forever Y Block     YYYY

 Down Under, Australia

Bill,

Gotta love that statement, it only comes out when you've got too technical for the mechanic and it's time to walk away. Time to find a real mechanic

Looking at other ford small blocks I notice that the Cleveland flows 230cfm and 284cfm for small and large port (respectively) wasn't the large port used on a 302 Boss. For stout street performance during the muscle car era??

I think you guy's are too used to looking back at at old y performance and not looking ahead to what can be now obtained

cheers

Grizzly (Aussie Mainline)

Aussie Bill has nailed it in that the new aluminum heads in their out of the box condition are as good as you’ll ever port a set of iron heads for maximum flow.  Where the ported iron heads typically suffer on their lowend numbers, the new aluminum heads are very stout at the bottomend of the range as well as shining in the upper rpm band.  Best of both worlds with the 'out of the box' aluminum heads.

 

As John mentions, there are no plans to put the highly ported aluminum heads on the dyno mule.  That wouldn’t give much meaningful data without a camshaft change at the very least while the bottom end of the dyno mule is definitely not 7000 rpm capable.  Both the freshly ported aluminum heads and another set of rocker stands are here so there are already plans on putting the EMC engine back on the dyno next week and getting some baseline numbers for that combination.

Lorena, Texas (South of Waco)

Grizzly, i think john has designed these heads with basic improvements off the shelf to keep up with much worked G heads for the street driven cars, then if going racing you can port them etc to perform to their full potential, obviously with other bullit proof parts in the engine, race headers etc. I myself think it was a great challange to finally produce a product that can suit 2 different ends of demand! To only produce only high end racing heads, to a limited market then the costs wouldnt be worth the investment. I would think in your case with a basic street driven car (ute) that the standard new heads out of the box would be more than enough improvement in your case. I assume working out the cost of porting whatever good cast heads you could buy and the cost of the new heads would be a consideration. I allways remember Jim Broardly of  Diablo Motors sign above his door; Speed costs money! how fast do you want to go!" . regards bill.

yyy

  AussieBill            YYYY    Forever Y Block     YYYY

 Down Under, Australia

John,

Cool,  that's really great information. I was thinking that the as cast was 260cfm. 35cfm is a reasonable jump.

It's been discussed before that the new heads are close to the design limit considering intake, bolts, pushrods etc. It's great to see that you've put enough meat into the ports that there can be the type of change and still have a streetable motor. How much has been done was one of my original questions. Obviously a fair bit.

There is a point in which porting will be disadvantageous to bottom end on a street engine. As you are progressing with the other development please keep us posted. It's really exciting to see these development on the Y block. The new heads should turn some heads when released on the track.

cheers

    

Grizzly (Aussie Mainline)

Bill,

I , like you, live in Australia. I've been guessing that there will be development in the new alumimium heads in porting and other tricks once they are released. If I buy and have them delivered before I get the advantage of any development I either need to ship them back to the USA or risk someone else changing them. Hoping they can change the heads in the desired way.

It's all relative because I have the added consideration of Frieght cost to factor in.

Grizzly (Aussie Mainline)

Grizzly, The first heads sent to Ted flow in the 235 range.  Having ported more Y-Block heads than I can count we put most of the tricks in the new castings right out of the box. Granted, some material has to be left around pushrod holes and headbolt holes in case of core shift ect. The out of the box head also needs to work on a 300 cu in street engine. That was the goal. There are some things that can be done in a reasonable amount of time that will increase the flow into the 250-255 CFM  range but 270CFM requires non stock port openings and pushing every corner to near the limit. This takes a great deal of time.

At 270CFM the heads will run a 320 inch engine well into the 7000 RPM range. I wouldn't consider this with cast pistons, stock rods or main cap fasteners. That is why I felt that running the EMC heads on the mule engine was not a appropriate test since the redline would need to held well below the potential of the heads. A low compression 320 incher with an antique cam and low redline simply won't show the true potential of the EMC heads.

While we realize that some people will want port work done to the new heads, at the present time we have enough to do just to get them machined and delivered in out of the box form. This may change in the near future. More on that subject in a couple of days.

http://ford-y-block.com 

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

It's all relative, I live on the other side of the globe I'd hate to order heads and get them only to find out that there can be a significant advantage in a small change and have to send them back. [/quote]

Grizzly, i dont get what you mean referring to this paragraph?

  AussieBill            YYYY    Forever Y Block     YYYY

 Down Under, Australia

John,

I'll take your cost comment on board. Unfortunately the Y misses the economy of quantity other engines do. This wouldn't be the first aftermarket performance head to get ported (optimized).

I prefer to chase VE over capacity that I cannot fill. I was always taught to get the heads right first. I've gone back through the posts and cannot find where you state the cast intake flow, only as envisioned 260cfm. So at 270cfm the change is not significant. A great effort though to get from the cast G @ 172.  There was interest on the site before about porting I am interested if the porting affects the bottomend on a streetable engine.

It's all relative, I live on the other side of the globe I'd hate to order heads and get them only to find out that there can be a significant advantage in a small change and have to send them back. 

Grizzly (Aussie Mainline)