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Rocker Arm Geometry 

Altering Rocker Arm Ratio By Varying The Pushrod Length 

Camshaft Balancing 

Camshaft and Lifter Failure Causes

Carburetor Spacer Testing

Cylinder Head Milling For A 1cc Reduction 

Degreeing in the camshaft – Part I – Finding TDC 

Degreeing in the camshaft – Part II – Phasing in the cam 

Degreeing in the camshaft – Part III – Rollmaster timing chain for the Y 

Dynamic Compression Ratio

Head Gasket Volume Calculations 

Intake Manifold Plenum Slots 

Milling heads for a horsepower gain 

Oil Viscosity and Its Effect on Engine Power

Spark Plug Indexing 

Spark Plug Side Gapping 

Modifying the Holley Model 4000 (Teapot) for late model distributors 

Modifying the Holley 94 two barrel carb for late model distributors 

Ford Y-Block – 2X4 Intake Manifold Testing on Iron Heads 

Ford Y-Block – 2X4 Intake Manifold Testing on Aluminum Heads

Ford Y-Block – 3X2 Intake Manifold Testing 

Ford Y-Block Offenhauser 3X2 Testing by Joe Craine 

Ford Y-Block – Aluminum Head Testing Part I 

Ford Y-Block – Aluminum Head Testing Part II

Ford Y-Block – Cylinder Head Testing Part 1

Ford Y-Block – Cylinder Head Testing Part 2 

Ford Y-Block – Exhaust Testing 

Ford Y-Block – Hopping Up The 272 

Ford Y-Block – New Life for a 1955 P Code 292 Police Engine 

Ford Y-Block – 585HP without a supercharger or other power adder 

Ford Y-Block – 318 inch buildup using aluminum heads 

Ford Y-Block – 330 inchers, aluminum head and iron head versions are both dyno tested. 

Ford Y-Block – Stock Iron Heads Can Still Make a HP to the Cubic Inch 

Ford Y-Block – Stock or Modified?  Here Are Two Different Builds 

Ford Y-Block – Four Barrel Carburetor Testing Using the Iron ECZ-B Intake 

Ford Y-Block – Hi Volume Oil Pump For The Y 

Ford Y-Block – Neoprene Rear Main Seal Installation (also works for others) 

Ford Y-Block – Warped Rear Seal Retainer 

Ford Y-Block – 292/312 Rear Cam Plug Installation

Building The Foundation For An Eight Second Ford Y

Blueprinting For An Eight Second Ford Y-Block 

A 500 HP+ Ford Y-Block at the 2010 Engine Masters Challenge 

Preparing a 375 inch Y-Block for the 2009 Engine Masters Challenge 

A Ford Y-Block at the 2009 Engine Masters Challenge – Summary 

Engine Masters Challenge Ford Y-Block Entry for 2007 

The Ford Y-Block Engine – History and cubic inch particulars 

Engine Balancing Part I 

Engine Balancing Part II 

Engine Balancing Part III 

Engine Balancing Part IV 

Engine Balancing Part V 

Engine Balancing Part VI 

The Importance of Dynamic Compression Ratio

The Dynamic Compression Ratio (DCR) is not to be confused with the Static Compression Ratio (SCR).  The SCR is the compression ratio number that’s most often referred to when talking compression ratios but it is not the final say in determining if a particular engine is going to be pump gas friendly or not.  While the SCR value may get you in the ball park, it is not accurate enough on those engine combinations that are built on the ragged edge for pump gasoline use versus needing a blend of higher octane fuel and/or racing fuel.  The SCR value is simply the calculation that is the result of the difference in values of the piston being at bottom dead center versus the piston being at top dead center.  Camshaft events and piston connecting rod lengths do not play a part in the SCR calculation which is where the DCR comes into play.

Continue reading “The Importance of Dynamic Compression Ratio”

Cylinder Head Testing – Part 1

What was originally planned as a simple cylinder head test on the 312 dyno mule ended up being a test that ultimately involved over two dozen different sets of cylinder heads.  While part of this testing was a precursor to determining which pair of heads were to be used for an extensive exhaust system test, the remainder of the cylinder head test was to answer some questions about the significance of milling and porting on some of the various heads.  This test saw no fewer than thirty different head changes on the engine as some of those pairs of heads were reworked differently between the tests or were reinstalled as part of the base-lining that was being performed to insure that the engine performance was remaining constant.

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Ford Y-Block Exhaust Testing

When the question came up as to how well some of the various exhaust and header designs perform on the Ford Y-Block family of engines, the 312 dyno mule was again put to work in doing an extensive exhaust system test.  Twenty-four different exhaust systems ranging from single exhaust to stepped headers were tested with each system being tried in a variety of configurations.  Where possible, the different exhaust systems were also tested with and without mufflers and a variety of head-pipe lengths.  When mufflers were used, they were sized according to the pipe size going into them which required having a variety of chambered mufflers on hand for this test.  Except in the case of where the headers used for the 2010 EMC competition were used, mufflers were a deterrent for making additional power.  While there are mufflers out there that are not a detriment for power production, those simply were not on hand for this test.

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Rollmaster Timing Chain Failures

The Rollmaster true roller timing sets have been available for a number of years now for the Ford Y-Block family of engines.  These have been a big plus for those engine builders that go to the extra effort of degreeing in the camshafts as the lower crankshaft gear is keyed for nine different camshaft positions.  Before these Rollmaster timing sets came to market, degreeing in the camshafts on the Y involved offset keys or broaching new keyway slots in the crankshaft or camshaft timing gears.  The offset keys were always questionable strength wise regardless if the valve spring pressures were increased or not.  The practice of broaching new keyway slots in the gears is not an exact science when it comes to getting the new keyway in the exact ‘right’ location.  The Rollmaster timing sets eliminates those prior difficulties.

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New Life for a 1955 ‘P’ Code 292 Police Engine

When David Church acquired a 1955 Ford Customline two door sedan, it was found that it was originally ordered as a law enforcement car with the P code 292 and a three speed standard transmission. A little back tracking finds that the car was purchased new in North Carolina and when found by David, still had the 1967 North Carolina license plates on it but was now sitting in a South Carolina field.  It had been well over 40 years since the car had been last registered and state inspected.  Although that car had been sitting in a field for a number of years, a bit of fuel poured into the ‘Teapot’ 4V carburetor and a battery boost gets it started.  It drives itself up and onto a trailer for the trip back to Mississippi.  The odometer is showing 60K miles but when looking at suspension, pedal wear, and general oil and grease build up at various parts of the car, the assumption is the car has 160K miles instead.  More time elapses and now the car is undergoing a complete restoration including an engine rebuild.  The engine rebuild is where I come into the picture.

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Degreeing in the camshaft – Part I – Finding TDC

Part of the blueprinting process during any engine buildup will include degreeing in the camshaft. This operation is performed to insure the camshaft is phased or installed at the desired position in relation to the piston sitting at TDC. While degreeing in the camshaft during its installation may seem to be an activity reserved just for the race engines, the fact remains that it’s just as important on the daily driver applications as it is for high performance engines.

Continue reading “Degreeing in the camshaft – Part I – Finding TDC”

Degreeing in the camshaft – Part II – Phasing the camshaft

Part I of this article went into detail as how to find exact TDC. With that now behind us, the actual process of checking the camshaft and how it is currently phased within the engine can begin. For this, a 1.000” travel dial indicator will be required that can measure the up and down motion of the lifters. While the number one cylinder is customarily the cylinder of choice in which to check the camshaft, any cylinder can be used to degree in the camshaft once TDC has been found for that cylinder. In fact, later in this operation another cylinder will be checked in which to both verify the results obtained off of the first cylinder check and also insure that the camshaft is at least consistent in values on two different cylinders. For now, the number one cylinder will be used as a reference.

Continue reading “Degreeing in the camshaft – Part II – Phasing the camshaft”