Ted, any chance off getting the Church Bros sheet metal intake for testing?

Glen Henderson



Freedom is not Free

Letohatchee, AL

Although the Hogans manifold will be on the dyno in the near future, it will likely only be compared to a hand ported Blue Thunder intake.  That’s simply because of the time frame for which the Hogans manifold will be available for testing.  But that same hand ported BT intake is going to be used on the 312 dyno mule in the near future along with the extrude honed BT intake.  This is expected to give enough data to compare the performance of the Hogans fabricated runner intake to the other intake manifolds being tested.   At this point, rough estimates puts the Hogans intake at least 20-25HP up and over the extrude honed BT intake based on the performance of the 314” Y that is currently in the Church Brothers Thunderbird.

Lorena, Texas (South of Waco)

The finished heads for Ted's EMC engine were shipped on Wednesday. We are waiting for a clarification on the rules before sending the intake manifold. There is a great deal of contradiction on what can be done to an intake manifold and what can't be done.

The new rocker stands for the aluminum heads arrived today so a set, along with hardware, are also on the way.

http://ford-y-block.com 

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

John,

How much work was done to the heads for the racer? I assume that you have a flow bench. I'd be really intersted in what gains have been seen and if the ported heads are still good for street use. Maybe even a run on the test mule?

Cheers

Grizzly (Aussie Mainline)

I don't know if Ted has any plans to install the EMC heads on the Mule. I don't think anyone would pay for aluminum heads and a rediculous amount of port work and put them on a nearly stock short block.

We do have 2 flow benchs and have done many hours testing and porting on these heads. Intake flow through head is 270 +-5 for all ports. With Intake manifold and carburetor 250 +-5 for all ports.

 This should put Ted over the 500 mark, but only time will tell.

Valves are 1.98" intake 1.54" exhaust.

http://ford-y-block.com 

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

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)

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

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

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)

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)