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The current traditional hot rod movement has generated interest in the venerable Y-block V-8, and the aftermarket has supported it as well as the engine series it replaced, the flathead. Indeed, the manufacturers of speed equipment have developed new performance parts to meet the demand. It seems the old adage is true: “If you wait long enough, everything eventually comes back in style.”This Tech Tip is From the Full Book,. For a comprehensive guide on this entire subject you can visit this link:SHARE THIS ARTICLE: Please feel free to share this article on Facebook, in Forums, or with any Clubs you participate in. You can copy and paste this link to share: there are the Y-block stalwarts, my friend Jerry Christenson among them, who have continued to race and modify Y-block engines through the years. Early on, the Y-block faithful were convinced of the engine series’ strength and performance potential, despite the lack of performance parts over the decades.
These enthusiasts have displayed the true spirit of hot rodding by carefully examining the raw material that Ford gave them and then squeezing every ounce of power from it using little more than ingenuity. The experience and guidance these men have has proved to be invaluable in writing this book.When I set out to build a proper, modern high-performance version of the Y-block V-8, my approach was simple and straightforward.
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I wanted it to be the ideal power plant for Richard Stuck’s beautiful 1957 Ford Custom, so I selected a combination of traditional and modern performance parts that work well in concert while improving on the original Ford design. A major consideration was the intended purpose for the engine. My goal was not to have a competitiononly engine but rather a powerful, reliable, strong street engine.This engine is based on a 1957 vintage 292-cylinder block. Why not begin with the larger displacement 312-cylinder block, you ask? After all, in hot rod circles, isn’t the old saying, “There’s no substitute for cubic inches?” The reason for my choice is simple: strength of design. This 1957-vintage 292 block is the raw material for the performance Y-block engine build. I chose the 292 over the 312 because the 292 has the stronger casting of the two for performance applications.
Engineering changes to the main bearing saddle areas of the 312 block resulted in it being weaker than that of its predecessor. After being bored oversize and fitted with a 312 crankshaft, my engine displaces 322 ci.When Ford increased the displacement of the Y-block from 292 to 312 ci, it increased the crankshaft’s stroke as well as the main bearing journal size. To accommodate the larger main bearing journals, Ford cast and machined a cylinder block that had less beef where it was needed the most: the bottom end. Rather than depending on 50-year-old hardware, I have chosen to use new, high-quality fasteners, such as these connecting rod bolts by ARP, throughout both engine builds, stock, and performance.The advantages of the 292 far outweighed the attributes of using the 312 block. In addition, the longer main bearing cap bolts, which in turn required deeper holes in the casting, resulted in a tendency to develop cracks in the webbing of the cylinder block. Taking into consideration the inherent strength advantage of the 292 cylinder block along with the common and simple modification of turning down the main bearing journals of the 312 crankshaft to the diameter of a 292 journal (instant stroker crank), it all makes sense. Add to this the 292 block’s reputation for thick cylinder walls that allow for increases in bore size (unthinkable in later Ford engine series with thin wall castings), and a combination of strength plus cubic inches can be achieved.It should be noted that blocks bearing C2AE casting numbers are said to have the thickest cylinder walls of all.
For competition engines, additional displacement can be squeezed out of the Y-block with an aftermarket crankshaft used in concert with a camshaft that has been ground on a smaller base circle to provide more clearance for the rotating assembly. For the purposes of my street performance Y-block, an OEM 312 cast-iron crankshaft fills the bill quite nicely. The addition of a turbocharger to the engine alsorequires custom-made pistons, as shown here.(Photo Courtesy Seppo Kokko)How sturdy is the cast-iron 312 crankshaft? Jerry Christenson uses one in the engine of his 1956 Thunderbird drag car, and it covers a quarter mile in 10 seconds.
Jerry reports that even after machining the main bearing journals to 292 diameter, offset grinding the connecting rod journals to 2.10 inches to gain additional displacement, and running a supercharger delivering 10 to 14 pounds of boost, the crankshaft has stood the test of hundreds of quarter-mile runs with no signs of wear. As a matter of fact, such is the strength and reliability of the engine that Jerry has only had to replace piston rings and wrist pins as part of his race engine’s maintenance.Racing EnginesEnthusiasts and racers from Finland take the Ford Y-block seriously and squeeze every ounce of power from their engines.
The Hollowheads Racing Team is at the forefront of getting this venerable engine series to perform its very best. The team fields an Altered dragster, driven by Jyrki Peltonen, that is powered by a 292-ci turbocharged Y-block that is capable of covering the quarter-mile in just over eight seconds; it’s one of the fastest Y-block–powered vehicles in the world today.Most race engine builders agree that a great deal of additional horsepower can be found through modifications to cylinder heads. To this end, the Hollowheads sacrificed a Y-block cylinder head to be cut into several sections to examine its port configurations. To achieve the optimum compression ratio for the performance Y-block, a custom-made piston was required.
I chose RaceTec to provide a set of forged aluminum castings made to my specifications. Because I will run my engine with the original McCulloch supercharger, the compression ratio was kept down to around 9.0:1. Supplying RaceTec with the combustion chamber volume of the cylinder heads, along with cylinder block deck clearance, allowed them to calculate the proper piston configuration for this application. Although the original supercharged 312 Y-block engines of 1957 had an 8.5:1 compression ratio, I am able to squeeze in another half point because of the aluminum cylinder heads, which dissipate the heat created by combustion more efficiently with modern, higher-octane fuels. This is an example of a RaceTech spec sheet. (Illustration Courtesy RaceTec Pistons). The now-assembled 322-ci performance short-block displays the custom dish-top RaceTec pistons, which, by providing a larger combustion volume, supply the desired compression ratio of 9.1:1.
This is perfect for use with the factory McCulloch supercharger for this engine. In 1957 the factory horsepower rating for the supercharged 312 was 300. In reality, the engines produced between 340 and 370 hp. Without a dynamometer, I can’t be exactly sure, but I am confident that with all the upgrades, my 322-ci engine will deliver in the neighborhood of 400 ponies on pump gas. The redesigned aluminum cylinder heads by John Mummert have allowed the venerable Y-block engine series to make a serious leap into the 21st century when it comes to performance. The bare head castings weigh 24.5 pounds each, which is a considerable weight savings over the cast-iron OEM heads. Manganese bronze valveguides and Viton positive-seal valve seals keep oil out of the combustion chambers.
As delivered, the Mummert head features a 1.250-inch-diameter valvespring with an installed height of 1.750 inches with 85 pounds of seat pressure on 1.375- inch spring cups. For more aggressive cam profiles that require larger valvesprings, the heads are machined to accept spring cups up to 1.460 inches in diameter. When he designed his cylinder head castings, John Mummert thought of everything a true Y-block enthusiast would love, including his logo, the Y-block logo, and the ECG casting letters. One of the biggest aids to performance, as well as weight savings, came in the form of the cylinder heads that I chose for this 322 Y-block buildup. They are John Mummert cast-aluminum cylinder heads. Modern CNC technology allowed Mummert to redesign the cylinder head ports for maximum efficiency and flow.
Fitted with stainless-steel 11/32-inch-stem diameter 1.94- inch intake valves and 1.54-inch exhaust valves, these heads flow 235 cfm at a.550 lift on the intake and 175 cfm at a.550 lift on the exhaust side. The deck thickness is.625, combustion chambers are 60 cc, valve angle is 18 degrees, and the use of 14-mm spark plug holes improves combustion by eliminating valve shrouding that improves flame travel. When mounting aluminum cylinder heads on an engine, it is advisable to use studs in place of the normal head bolts.
I am using John Mummert–supplied head studs, nuts, and washers for my engine. The instructions provided with the aluminum heads as to stud installation and torque should be followed closely. Studs are first lightly lubricated with oil and then hand-threaded into the cylinder block. The studs do not get tightened beyond hand-tight.
Head gaskets are then slipped down the studs and seated on the deck surface of the block. Torque the hardware that secures the heads to the block. Again, follow the manufacturer’s directions and torque specs because these procedures and values may vary from supplier to supplier. They supply torque values as they relate to the use of this stud, washer, and nut combination.
The beveled side of the washers must face toward the head of the nuts. Torque specifications are 80 ft-lbs when using oil on the threads of the studs and nuts and 63 ft-lbs when using ARP lube. The tightening sequence for the studs/nuts is the same as on page 142 (top) for all Y-block V-8 engines. It is recommended that you repeat the torque sequence three times to ensure that the fire ring of the head gasket is properly compressed.