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.
This is the article recently published in The Y-Block Magazine issue #146 (May-June 2018) authored by Joe Craine.
In dyno testing the different intake manifolds on various engines, it’s found that the intake runner and plenum designs are main players in determining what the power curve for a particular engine combination will look like.
Although I normally wouldn’t advocate a high volume oil pump for a run of the mill Y block (1954-1964 Ford 239, 256. 272, 292, 312), I did run into a situation where the use of one would at least be a temporary fix until a new engine could be built to replace the current one. Continue reading “Hi-Volume Oil Pump For the Y”
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”
I’ve always said, “If it spins, then it likely needs balancing”. When going for that last bit of detail in blueprinting an engine, then camshaft balancing comes into play. How much is it worth you ask? Continue reading “Camshaft Balancing”
Here is a list of items that are contributing factors for a flat tappet camshaft (new or otherwise) and/or lifters to experience a premature failure. Continue reading “Camshaft and Lifter Failure Causes”
I recently had the opportunity to assemble a pair of Ford Y-Block engines that were very similar to each other and then dyno test each. Both engines had the same bore and stroke, the same camshaft grind, and the final static compression ratio (SCR) on each was very similar. Continue reading “A Tale Of Two 330 Inch Y-Blocks”