. Tell us some more. Upload in Progress. Honda eg5000cl generator. Upload failed. Please upload a file larger than 100x100 pixels. We are experiencing some problems, please try again. You can only upload files of type PNG, JPG, or JPEG.
You can only upload files of type 3GP, 3GPP, MP4, MOV, AVI, MPG, MPEG, or RM. You can only upload photos smaller than 5 MB. You can only upload videos smaller than 600MB.
You can only upload a photo (png, jpg, jpeg) or a video (3gp, 3gpp, mp4, mov, avi, mpg, mpeg, rm). You can only upload a photo or a video. Video should be smaller than 600mb/5 minutes. Photo should be smaller than 5mb.
150 Mercury Outboard Repair Manual
Repair manual search phrases.
This article needs additional citations for. Unsourced material may be challenged and removed.
(November 2016) Ford Y-block V8 Overview Production 1954-1964,1980 South America Layout Chronology Predecessor Successor The Y-block engine is a family of engines produced. The engine is known for its deep skirting, which causes the engine block to resemble a Y, whence it gets its name. It was introduced in 1954 and used in Ford cars and trucks to replace the, and replaced by the (on medium cars) and the (on small cars) in 1962, and lasted until 1964 in Ford trucks.
By 1948 the famous had been developed about as far as it could go, and by the early 1950s the venerable Ford Flathead V8 was antiquated. Ford was always the most conservative of the major automakers, holding onto older designs far longer than GM or Chrysler, but market forces pushed Ford to develop new designs in the 1950s. Management at instructed its engineers to develop a new engine for the future. By 1952 Ford had new OHV 6-cylinder engine (215 in³ I-6) and Lincoln had a 317 in³ OHV V8. The company had designed the Y-block for a 1953 introduction, but a shortage of nickel due to Korean war needs prevented the company from manufacturing the engine in sufficient quantities. It therefore wasn’t until 1954 that Ford introduced its new Ford Y-Block V8.
In 1954 the Y-block displaced 239 in³ (3,910 cc), the same displacement as the old Ford but with a bigger bore and a shorter stroke. It produced 130 bhp as opposed to the Flathead's final 110 bhp, an increase of 18%. The Mercury Y-Block was 256 in³ (4,194 cc) and produced 161 bhp, again a similar displacement to the 255 in³ Mercury Flathead V8 it replaced, but with 29% more power than the older engine's 125 bhp. It’s important to note at the beginning that the original was also known as a Y-Block. Lincoln introduced their engine in 1952, and it was a different design from the Ford Y-Block, and was used on large cars and Ford heavy duty trucks. 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 drawback to this is it also makes for a heavy cylinder block.
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. Because of the low detergents in oils of that era these passages would often become clogged giving the Y-Block a reputation for bad oiling to the top end. 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 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. Cylinder heads on the Y-Block have always been a point for discussion. Because of the odd configuration of the intake ports (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”. Truth is, although they do not flow as well as some others, they can be made to rev to 7,000+ rpm easily. Ford Y-blocks can be easily identified with a quick glance into the engine bay. The distributor is located at the back of the engine and off to one side.
Also, the valve covers are held on with two bolts through the top of the covers. A 292 Y-block engine in a 1955 Ford Crown Victoria Skyliner The 292 in³ (4,778 cc) Y-Block was also introduced in 1955. The 292 shared the 3.3 in (83.82 mm) stroke of the 272 but with a larger 3.75 in (95.25 mm) bore. It was used in the Ford Thunderbird, Mercury, and some high-end Ford cars. The Ford version was the P-code 'Thunderbird V8', which for cars equipped with a manual transmission had a compression ratio of 8.1:1 and was rated at 193 bhp (144 kW) at 4,400 rpm and with 280 lbft (380 Nm) at 2,600 rpm.
Cars equipped with an automatic transmission had a slightly higher compression ratio of 8.5:1 with a quoted 198 bhp (148 kW) at 4,400 rpm and 286 lbft (388 Nm) at 2,500 rpm. The Mercury division had two versions of the 292 available in 1955.
The standard engine had a 7.6:1 compression ratio and was rated at 188 bhp (140 kW) at 4,400 rpm, with 272 lbft (369 Nm) of torque at 2,500 rpm. The top of the range Montclair V8 came with a higher specification version that was rated 198 bhp (148 kW) at 4,400 rpm and 282 lbft (382 Nm) at 2,500 rpm. 1955 would be the only model year that Mercury would utilise the 292 in version of the Y-Block, with it being replaced by the larger 312 in engine for the 1956 model year. In 1956 Ford replaced the P-code 292 with a new 312 in³ 'Thunderbird Special V8' version of the Y-Block, while the M-code 272 was replaced with a new M-Code specification of the 292. This M-code 'Thunderbird V8' 292 was now optional on all Fords. The engine when fitted behind manual transmission vehicles had an 8.0:1 compression ratio and was rated at 200 bhp (149 kW) at 4,600 rpm and 285 lbft at 2,600 rpm, whilst the automatic featured an 8.4:1 compression ratio with a rating of 202 bhp (151 kW) at 4,600 rpm and 289 lbft (392 Nm) at 2,600 rpm. All Ford Y-Blocks were up on power for the 1957 model year.
The 292 was available as the C-code engine option, once again with a slight difference between the manual transmission and 'Fordomatic' automatic transmission. Compression was up to 9.1:1 in manual cars, which were rated 206 bhp (154 kW) at 4,500 rpm and 297 lbft (403 Nm) at 2,700 rpm. Toro recycler gts manual. Automatic vehicles were rated 212 bhp (158 kW) at 4,500 rpm, torque and compression ratio are not listed in the Ford 1957 workshop manual as being any different to the manual car, which seems unlikely given the power difference at the same engine speed.
The 292 would be the longest-lived of the Y-Blocks, carrying on until 1962 in U.S. Cars and until 1964 in U.S. It was also used in Argentina in the F-100 pick-up well into the 1960s, and was known as Fase I (Phase I). In 1971, the engine was modified to accept a new-style cylinder head with a different valve arrangement (E-I-E-I-E-I-E-I versus E-I-I-E-E-I-I-E), new intake and exhaust manifolds and was renamed Fase II (Phase II).
In this form, the 292 Fase II continued into the 1980s in the F-100, and was also used in the Argentine Ford Fairlane (built from 1969–1982, and based heavily on the U.S. All Argentine versions of this engine feature a cast crankshaft rather than the forged example that equipped US heavy-duty engines. The 292 version was also produced by Ford of Brazil and equipped the Brazilian LTD starting in 1969. Both the 272 and 292 engines were replaced on Brazilian cars by the 302 engine starting on 1976 model year. 312 The 312 cu in (5.1 L) engine came out for the 1956 model year and was again used in high-end Ford and Mercury cars, including the Thunderbird. Bore and stroke dimensions of the 312 V8 were 3.80' X 3.44'. Depending on model year and application, the 312 was available with a single two- or four-barrel, two four-barrel carburetors, and with or without a McCulloch (Paxton) supercharger (1957 only).
All 1956 U.S. Mercury models were powered by the 312 cu in (5.1 L) V8 breathing through a four-barrel carburetor. At the beginning of the model year, a 210-horsepower version with 8.0:1 compression ratio powered Mercury cars with manual transmissions (including three-speed plus overdrive), while a 225-horsepower version powered cars with automatic transmissions. The 225-horsepower version had an 8.4:1 compression ratio. Later in the model year, a 235-horsepower version with 9.0:1 compression ratio became available. All 1956 Mercury engines had gold-painted blocks and heads.
This is a way for a company to inspire scholars to look at topics relevant to that organizations business. Many organizations be glad about scholarships through the local school methods.
The 210-horsepower version had red valve covers and air cleaner, while the 225-horsepower version had blue valve covers and air cleaner. The 235-horsepower version had argent silver valve covers and air cleaner.
A dealer-installed 'M 260' engine kit was released in January 1956. The kit consisted of a hotter camshaft, revised cylinder heads, and an intake manifold mounting two four-barrel carburetors. The kit was advertised as boosting the Mercury 312 V8 to 260 horsepower. Not generally known, about 40% of these 312s were equipped with vacuum secondary CARTER WCFBs. They are a highly desired version, as the Holley 'teapots' were cantankerous. The 312s had no centrifugal timing advance in their distributors until 1957.
Acceleration, response and gas mileage can be greatly increased by installing a year model later distributor. The last regular application of the 312 V8 in the U.S.
Was for certain 1960 Mercury models. Though considered to be a high-performance engine in 1956 and 1957, it was downgraded to an 'economy' engine with low compression and two-barrel carburetor by 1960.
Ford pickups used the 292 ci version as late as 1965. Replacement. This section does not any. Unsourced material may be challenged and. (November 2016) The Y-block was ultimately superseded because of its inherent displacement limit. A quick reference to the engine specifications for 1955-57 shows the Ford V8s ahead of the Chevrolet counterparts in displacement, horsepower, and torque.
However, the original architecture was very small and tight. The ever-increasing size and weight of the standard passenger car, the added parasitic losses for accessories (power steering, power brakes and air conditioning), cheap gasoline, and the horsepower race all caused Ford to outgrow its first OHV V8 engine. Even with the benefit of today's technology (aftermarket rods and stroker cranks), the real limit of a Y-block is about 348 cu in (5.7 L), while the Chevrolet could be modified well past the factory limit of 400 cu in (6.6 L). The result was the introduction in 1958 of the 'big block' on medium cars – which ultimately grew to 428 in³ – and the – which began at 221 cu in (3.6 L) but grew to 351 cu in (5.8 L) and saw numerous high-performance versions – on small cars in 1962.
References. ^ McTim64.
Retrieved 2017-11-15. Retrieved 2017-11-14. Retrieved 2017-11-15. Retrieved 2017-11-15. Retrieved 2017-11-15. Retrieved 2017-11-15. Retrieved 2017-11-15.
Retrieved 2017-11-15. Retrieved 2017-11-15.
www.automobile-catalog.com. Retrieved 2017-11-15. 26 August 1955. Retrieved 18 January 2015. Retrieved 2017-11-15. Retrieved 2017-11-24. www.automobile-catalog.com.
Retrieved 2017-11-24. www.automobile-catalog.com. Retrieved 2017-11-24. Ford Division (1957).
1957 Ford Car and Thunderbird Shop Manual. Ford Motor Company. External links. Retrieved September 11, 2007.
' 55 Years of Mercury' by John Gunnell.
Date Save View Size Time Lang.
Comments are closed.
|
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |