The new chassis allowed the floor to be placed much lower, which in turn led to a lower and longer look overall. The Crown Victoria with its flashy chrome "basket handle" was no more, and the acrylic glass-roofed Crown Victoria Skyliner was replaced by a new model, the retracting-roof hardtop Skyliner. The mainstream Ford line of cars grew substantially larger for 1957, a model which lasted through 1959. These Y engines were also used in HD trucks and industrial applications of the same era with 279ci, 302ci, and 332ci.Campbellfield, Victoria, Australia (1959 model) *The Lincoln engine from 1952 to 1957 is also sometimes considered a Y-Block with 317ci, 341ci, and 368ci. Their relative rarity makes them fun to work with. Performance parts, new and used, are becoming more and more available and can also be fabricated. They are a powerful and torquie engine with a pleasant exhaust tone because of their unusual firing order With the advent of nostalgia racing and the "Traditional Hot-Rod” movement, the Y has made a resurgence in recent years. Truth is, although they do not flow as well as some others, they can be made to rev to 7,000+ rpm easily. Because of their odd configuration (stacked horizontally instead of side by side vertically) and the fact they have to make sharp turns around head bolts, they have been called “bad breathers”. Because of better oils today and a grooved center cam journal, a clean freshly rebuilt Y-Block should no longer have this problem and thus, no need for the external oiling tube.Ĭylinder heads on the Y have always been a point for discussion. Ford came up with a stop gap measure for this problem by feeding oil via an external tube directly to the rocker shafts from the main oil gallery. Because of the low detergents in oils of that era these passages would often become clogged giving the Y a reputation for bad oiling to the top end. This being Ford’s first OHV engine, they had to feed oil to the rocker arm shafts through a passage from the center cam bearing. The drawback to this is it also makes for a heavy cylinder block. One of the design qualities of the Y-Block V8 is its deep skirting which makes for a very rigid block for added strength in the bottom end. The Y-Block did live on being produced in South American countries such as Brazil and Argentina in the Phase I with the original cylinder head (E-I-I-E-E-I-I-E) until the late 1960’s and Phase II with a reconfigured cylinder head (E-I-E-I-E-I-E-I) until the early 1980’s. The 292ci carried on in cars until 1962 and in trucks until the end of its U.S. The Y-block was detuned and relegated to a secondary engine in cars and trucks. Then in 1958 Ford introduced the FE with 332ci and 352ci (which could also be considered a Y-Type block because of its deep side skirting). This gave them many victories over the Chevrolet small block V-8. 1957 was a great year for the Y-Block with increased hp from bigger valves, single and dual 4 barrel carburetors, and McCulloch (Paxton) superchargers. (Mercury also got the 292ci as their standard engine.) In 1956 the Y-Block was increased again to 312ci for the Thunderbird and the Mercury. It produced 130hp as opposed to the flatheads final 110hp.īy 1955 Chevrolet introduced its “small block V8” with 265ci, not to be outdone Ford increased its displacement to 272ci and introduced the Thunderbird with a 292ci engine. It came in 239ci (256ci for Mercury), the same displacement as the old flathead V8 but with a bigger bore and a shorter stroke (3.5” X 3.1”). By 1952 Ford had new OHV 6-cylinder engine (215ci I-6) and Lincoln had a 317ci OHV V8.* It wasn’t until 1954 that Ford introduced its new Ford Y-Block V8. instructed its engineers to develop a new engine for the future. By 1948 the famous Flathead Ford V8 had been developed about as far as it could go.
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