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.
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.
In the course of milling cylinder heads for a specific decrease in combustion chamber volume, it becomes necessary to know exactly how much a cylinder head must be milled for a 1cc (cubic centimeter) reduction. Continue reading “Cylinder Head Milling for a 1cc Reduction”
Over the years I have heard a variety of numbers from 2% to 10% for what a point in compression ratio is worth in regards to horsepower output. The ten percent value obviously sounded a bit exaggerated while the two percent value sounded a bit on the small side. Continue reading “Milling Heads for a Horsepower Gain”
Rear cam plug installation on the Ford Y-Block engines dictates that it not be installed so deeply that it actually interferes or contacts the rear of the camshaft. Besides the obvious wear issue that can occur at the face of the cam plug, detrimental wear at the rear side of the cam thrust plate can become evident or in a worst case situation, the thrust plate itself can break. Continue reading “Rear Camshaft Plug Installation”
With the aluminum versus iron cylinder head baseline dyno testing completed, there were some other variables that were begging to be evaluated before removing the Mummert aluminum heads from the Ford 312 Y-Block test engine. These included increased ratio rocker arms and a variety of intake manifolds and/or carburetion setups. Continue reading “Ford Y-Block Aluminum Head Testing Part II”
The Holley 94 and 2100 two barrel carbs came as the standard equipment 2 barrel carbs on the 1938 thru 1956 Fords. When converting the distributors on the Y-Block Ford engines from the original Load-O-Matic (LOM) design to the later model Ford (1957 and up) distributors, the Holley 94’s original distributor vacuum port for the distributor will supply an excess of negative pressure or vacumm signal to the late model distributors. Continue reading “Modifying the Holley 94 two barrel for late model distributors”
This is a first in a series of articles about engine families and their history/ idiosyncrasies. Eaton Balancing offers services for all types of engines. Continue reading “The Ford Y-Block engine”
It’s simply amazing how many times the rear crankshaft seal gets blamed for an oil leak when there are so many other places at the back of the block that can either be the root cause or at least a contributor. The rear oil seal retainer on the Y-Block is just one of these items that more often than not gets overlooked when it comes time to address an oil leak at the rear of the engine. Continue reading “Warped Rear Seal Retainer on a Y”
Y-Blocks would appear to have garnered a reputation for marking their territory when sitting still and so one of the most often asked questions is how to stop those pesky oil leaks at the rear of the engine. Because most of these are in the area of the rear main oil seal, I’ll go through the steps I take to insure that the back end of the engine is buttoned up securely during the rebuild thereby minimizing any oil leaks from this area. Because I use the rubber or neoprene rear main seals exclusively in those Y buildups that I do, I’ll only go into detail on using these seals and not the ‘rope’ style of seal. While neoprene seals are available from several gasket manufacturers for the 272/292 engines, only Best Gasket offers a made to fit neoprene rear seal for the larger mained 312 engine. Continue reading “Neoprene Rear Seal Installation for the Y (and others)”