Congratulations Ted!! A great deal of hard work and attention to detail paid off for you and your crew. I don't think very many people realize how much effort goes in to making a competitive and reliable engine. So much of the score is in the tune-up, not just the parts. A lot of seemingly well prepared engines had detonation issues and some suffered melt downs because of it. Your tune-up was safe enough to keep the engine alive and strong enough for a great score.

Regarding the heads they were definitely ported. Intake valves are 1.98" as opposed to 1.94 in standard heads. We felt that a 375cu in engine could use the larger valves. In more common displacements the 1.94" will be sufficient. Exhaust valves are still 1.54".  Surprizingly, a heavily modified intake manifold didn't score as well as a less modified intake, so Ted used it instead.

http://ford-y-block.com 

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

OUTSTANDING guys!

All previous accolades were well earned.  Congratulations!

You gotta have the right tools and know how to use 'em.

TC - Austin, Texas

hey ted, when you get home can you try the same set-up with bigger exhaust valves, like 1.6 and 1.65 to see if it makes a difference. i've always felt that was one of fords downfalls, too small of valves and ports, thanks, wayne. P.S. great job, well done.

 lincoln/merc. y-blocks &mel's                                                               bucyrus, ohio.

Woo Woo Wooo Woo Wooo! Haven't been here in a while, been working on restoring a 91 stang (Little screamer) that a tree fell on. Just polishing it up. Brother just showed up so I thought I would show some videos to him of the shootout with him in it and just discovered this news. (I dindn't know the EMC was coming up so soon) Great job Ted and all involved, John M, etc. When can I be on your team Ted?

I am waiting for the videao to upload now so we can watch it, he is another Y blocker hooked, but you think Gerry is extravagant, you should hear the stuff he wants to build.

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?

The EMC short block is the same one that was used last year mainly due to finances being what they are.  A smaller cubic inch engine was considered but this one was begging to run again and show what it could really do.  Besides, the larger engine was able to bypass the 500HP mark with ease and this is with fuel that was giving many of the competitors fits.  On the flip side, it’s hard to say if a smaller cubic inch engine would have made a higher score as this particular combination made good lowend torque while peak horsepower was coming in at 6400-6500 rpms.  This years competition was all about making good power starting at 2500 rpms and that’s a challenge all in itself.

 

This years camshaft ultimately was just a tad large (duration wise) on the exhaust side but the intake side seems to be spot on.  In hind sight, there’s still some additional score left both in the camshaft and headers while maintaining the compression ratio so the engine can run on the poorer grades of 91 octane fuel (motor octane number of 86).  I’ll not elaborate on the finer points of camshaft timing and exhaust tuning as some of the ‘good’ engines that this years Y relegated to a lower score may be listening.

 

The Y’s badge of honor this year came from being quarantined for a day after making the qualifying pulls.  At that point, the Y was in fifth place and it took a full day of other engines running to get the Y out of confinement and back on display in the engine staging area.

Lorena, Texas (South of Waco)

Fuel injection is definitely a possibility.  I don’t see the stacked ports being a show stopper but just an opportunity to do something different in regards to injector placement.  John Mummerts new manifold would be more injector friendly than the Blue Thunder intake in this regard.  General concensus with the EMC competitors was that carburetion and fuel injection were pretty equal in performance as some of the competitors had tried both on their entries during their testing phases.  Crank trigger ignitions are definitely the way to go as ignition control can be made much more defined and accurate for any given rpms.

 

The rules definitely leaned favorably towards fuel injection so many of the competitors went for the fuel injection and because of the complexity of the systems, there were a lot of difficulties experienced which in turn had a lot of DNF’s (did not finish) or zero scores.  The late model Hemi that placed in first was fuel injected while the engine that placed in second was carbureted.  It’s interesting that both the #1 and #2 engines this year came out of the Bischoff shop.  Kudos to the Bischoff teams for that storied accomplishment.  The remaining top four finishers were fuel injected though.

Lorena, Texas (South of Waco)

A different (re: higher octane) fuel actually will not gain anything in the EMC Y’s case.  It was already optimized to use fuel from the corner store which means a higher octane will not provide any additional power benefit.  A density change in the fuel though would require a jetting change.  On the flip side, if the timing had to be retarded to compensate for a lower grade of fuel, a loss in power would be realized.  Although the dynos at the EMC event were giving lower numbers than the home dynos the competitors were using (myself included), I was still happy with the numbers I was getting during the competition.

Lorena, Texas (South of Waco)

GREAT job Ted, You Have made us all Proud to be part of the Yblock world.

______________________________________________________

Greg Dietrich

Mt. Morris IL.

Ted, you stated earlier that the Y finished 13th in overall H/P, is this factored by cubic inch or was this overall H/P among all the engines?

Glen Henderson



Freedom is not Free

Letohatchee, AL

375 inches.  Got there with a 3.860” bore and 4.000” stroke in a 292 block.

Lorena, Texas (South of Waco)