Modified Mustangs & FordsHow To Engine
Y-Block Engine Build
Ted Eaton takes his 375-inch Ford "Y" to the Engine Masters Challenge and changes perception of this Cold War classic
The 2010 EMC With Aluminum Heads
"With the new Mummert aluminum heads out there proving themselves, I felt it was time to see how a fully ported set of these heads would do over fully ported iron castings at the 2010 EMC," Eaton noted. "John Mummert performed his porting magic on a set of these castings and, after some fine tuning, they were worth another 72-plus horsepower over ported iron."
What amazed Eaton was the 375's apparent good health after repeatedly being revved to 7,500 rpm at the 2009 Engine Masters Challenge. He filled the pan with 7 quarts of Valvoline 20W-50 and started working on baseline numbers on the dyno. In those first series of pulls, the engine produced 519 horsepower with the Mummert aluminum heads and induction. Aside from the heads, basically everything else was the same. He adjusted ignition timing to 32 degrees total, established a baseline without detonation, and was able to push total timing to 38 degrees BTDC. Another improvement Eaton made was a modified and ported intake from John and Geoff Mummert that had a carb spacer already incorporated into its design. The engine lost some power on the high end, but gained torque and average horsepower in the 2,500-6,500 rpm range.
22. The new Mummert aluminum heads for Y-Blocks break horsepower and torque barriers. For Ted Eaton, these heads have meant an 80-horse gain over iron castings.
23. High-swirl 60cc chambers and 1.94/1.54-inch intake/exhaust valves coupled with improved port design and the heat transfer benefits of aluminum make the Mummert head a great investment for $2,199 plus shipping and any taxes.
With more than 150 pulls to its credit, the 375 was hauled to Ohio for the 2010 Engine Masters Challenge. With total timing still at 38 degrees BTDC, concerns over detonation began to trouble Eaton based on what he was hearing from other competitors. The decision was made to chance it and leave ignition timing where it was. "The rules for 2010 allowed for up to 11.5:1 compression, but our engine had a static compression ratio of 10.8:1. It appeared many of our competitors were using camshafts that were on the short side for intake duration at 0.050-inch, which was driving dynamic compression ratios on the high side," Eaton said, "Our entry was the Isky cam with 254 degrees intake duration, which figured in at 8.5:1. Although the fuel was 91 octane, motor octane level was 86."
Eaton's strategy was to let the oil get hotter, while allowing fresh coolant in during warm-up. This approach got them 523, 521, and 524 horsepower for a total score of 2,205.7 points at the EMC. Eaton's Y-block came in 13th in overall horsepower against the likes of big Chevys, Chrysler Hemis, and a host of other legendary Detroit powerplants.
|2010 Dyno Testing—Mummert Heads|
|Eaton Balancing Dyno|
|Horsepower||540.1 @ 6,200 rpm|
|Torque||492.8 @ 5,000 rpm|
|Engine Masters Challenge Dyno|
|Horsepower||524.0 @ 6,500 rpm (Corrected)|
|Torque||474.1 @ 5,000 rpm (Corrected)|
Ted Eaton sees the value in education and the wisdom picked up from those who've gone before him, "One of the many highlights of this visit to the Engine Masters Challenge was chatting with Ed Iskenderian and Nick Arias. Ed was a thrill to listen to and was more than willing to talk about early Y-Block days when he did cams for Ford's engineering group." Eaton expresses gratitude to the faculty and students at the University of Northwestern Ohio for being gracious hosts of this competition. He also tips his hat to John and Geoff Mummert, whose invaluable help and expertise made it possible for them to score well in Ohio. Lastly, Eaton gratefully acknowledges Lonnie Putnum, who does all of his machine work.