312 connecting rods length ????

[hiball3985]

Jim, the 57 manuals state con rod lenth is 6.32 ( longer EBU) for all 57 272, 292, 312 passenger. that is not correct. 312 has the short ECZ 6.25.
The C1T truck rods are shorter because the pistons have more compression height ( because HD truck had 4 rings instead of 3 with pssgr cars). You can use those rods with a 312 crank. must not use the pistons.

Yes, I agree. I was trying to say your manual must be wrong, they are a different length between 292 and 312.

[Ecode70D]

As Guenter said the 312 had problems with the main caps cracking but I have also seen the blocks crack also. Using a 292 block is a good way to go.

    Jim
    You are correct about the 312 blocks busting up in the main bearing area.  That was Henry's big mistake with the Y blocks.  There are times when I secretly wish to myself that my engine was a 292 with the 312 crank for just that reason.  Don't ask me why I feel that way because it sickens me.
     I especially worry  a little bit when  occasionally I have to step on the gas pedal to get the stale gas out of the carburetors.  HAHA  If I ever get the 57 out this year, I promise to keep my toes out of the carburetors.  The big problem is that it has to cost a ton of money for the machine work and parts to do up a 292 with the 312 crank today.
      Guenter has no choice.  He has to work with what he has.  It's even tougher for him because shipping overseas is a killer.  Good thing that he has a thorough understanding of what is involved.  His automotive work makes me look like a beginner.
       Zap...  If I had to build up a Y block today, I would be thinking about building up a nice stock 292.   But that's just my opinion.  Jay

[hiball3985]

I know how you feel but under normal and even heavy foot occasionally the 312 will hold up. I think the problem is more when people want to build race engines. When I started the engine for the Ranchero all the guys asked if I was going to build a 312, and looked at me like I was crazy when I said NO. But I decided on a 292 just because of prices and parts availability. Having a 312 crank turned to fit the 292 main journals really isn't expensive, you don't do anything to the block and just use standard 292 main bearings..

Be sure to blow that old fuel out real good HA HA

[Ecode70D]

I know how you feel but under normal and even heavy foot occasionally the 312 will hold up. I think the problem is more when people want to build race engines. When I started the engine for the Ranchero all the guys asked if I was going to build a 312, and looked at me like I was crazy when I said NO. Be sure to blow that old fuel out real good HA HA

Jim
  I'm sitting here laughing at your NO.
  Is that an absolutely NO,  or a maybe NO?
  I'll be careful getting rid of all that stale gas in the carburetors if the roads get cleared up and the salt and chemicals are washed away from that snow that we had at the beginning of the week.  Jay
   Everything is fresh in my 312 and I'm not planning on doing any racing, so it should last me.
Jay

[djfordmanjack]

Jay, how many times have we said no, meaning maybe, and a few months later we find ourselves doing exactly the things we wanted to talk ourselves out....haha. And your gas MUST be stale, after that loooong winter. hopefully only in your secondaries. Imagine, if the whole gas tank had gotten a bit stale also. Now that would threaten your main caps a lot....hahaha
Honestly I didn't plan on the 312 conversion but just stepped up when the occasion came around. Was buying oversize pistons from the seller, and talking about our projects and that he had the whole crank setup there for sale, along with the correct NORS US quality bearings. When I hear about new old stock and made in USA, I just can't help.
Jim, I hink today it is not so easy to find somebody involved and dedicated enough turning down main journals on a 60 year old crank. I am not sure if I would trust an everyday engine business, with my precious 312 crank, and they have absolutely no experience doing that. Maybe it's different in California, where hot Rodding and vintage racing is still abundant and there are shops around to do this. Not over here certainly. And if you want something special done, it takes the shop time and costs money.
I second Jay's opinion, that if I were Zap, unless he knows very experienced people, he'd better be careful with modifying the Y block. maybe a 292 is a safer choice.
I am not going to race my 312 converted 292 block. I usually like low rpms when driving and tall rear axles or OD or both, which I am going to have in the DelRio wagon. I want the engine to have as much torque as I can have and I will use an Isky cam that is designed for low end torque. It's just my favorite way of driving. let's see how that will work.
Thanx everybody for chiming in and confirming the 6.25 ECZ rods

[Zapato]

I have a good running 292 really needs nothing more than a water pump. But it's a '62 truck low horsepower engine. After reading all the posts going back to my original plan. Add a stock 4 barrel manifold, autolite 4100 carb, new timing chain and gears and a cam upgrade.

Will visit Oregon cam grinders and see what they suggest.

One more question. Will the truck oil pan work or does my part chase continue?

Zap-

[hiball3985]

The truck motors didn't have the best cam or heads. But depends on what you are going to do with the car. If you are just cruising you would be alright.  A cam change and if you can find some G heads would help along with the 4 bbl carb. I use an Isky E4, good for 1000-3000 rpm range.

[hiball3985]

Guenter, Getting things done in California is probably a lot easier then your homeland..

[Zapato]

Portland Swap Meet in a couple weeks will look for a set of heads. Where are the "G" heads marked?

Zap-

[Ecode70D]

Jim
     You must be happy with the Isky E4 cam.   That's what I have in my 312 and I like it.  I got on it a few times for Guenter when he was here last year.    We took the car to a private road with permission and did a nice test run from a rolling start.  Try to understand that it was only done to get rid of the stale gas in the carbs.
Zap
     Your latest plan with the truck engine is a good idea and should work out real nice for you without getting into finding a 312 crank and having it machined.  Jay 

[djfordmanjack]

Zap, there are a lot of heads out there with the big intake valves and a lot of them have other casting numbers than the (ECZ)G, but here is what mine have. look for the bottom of the rearmost intake runner ( or foremost if you have a RH bank head). Also one of my heads has the 'G' on the head gasket area. Not all have these ! Beware of cracks between valve seats. I needed 6 cores to get a good pair. If your EBU heads are just fine, you might think about adding the 1.52 ratio 312 valve rockers only. they are a bolt on that don't need any engine tear down and they will increase your valve lift. might work well for a mild engine with a small 4 barrel ( I plan to use a small 550cfm for my application, probably a 500 would do for yours). again I am not out for maximum rpm peak power. I want to run my Y block, where I think it's best, at medium rpms between 1500 and 2500. they should be allowed to roll along all day long, doing what they can best ...RRRRRRRRRRRRRRRRRUMBLE !!! just love flathead and Y block sound !

[djfordmanjack]

concerning the truck and passgr oil pans, they also need different oil pickup tubes. I don't think the truck pan (rear sump) will work in a 57 pssgr car(front sump).
But you will have no problem selling the truck pan, because all the hotrod guys need them to clear their straight I beam axles/tierod. should be easy to swap it for a decent pssgr pan and pickup.

[Hoosier Hurricane]

Back to the cracked main webs in the 312 blocks.  I have only found cracks in '56 blocks.  In '56 Ford specified 130 ft. lbs. torque for the mains.  In '57 they reduced the torque to 90#.  I have run my supercharged 312s to 6000 rpm every pass down the track for 43 years, have not cracked any main webs.  Some blocks were 312, some were 292s with the mains bored to 312 size.  I have always resisted turning the mains to 292 size because that decreases the overlap between the main and rod journals.  Another side note.  When having Y Block cranks reground, insist that the shop maintain the radii at the ends of the main and rod journals.  I have found many reground cranks where the radius has been eliminated, and have found that is where the cracks start.  Crank grinders are reluctant to dress a radius on their grinding wheels.   John

[RICH MUISE]

Guenter....a little off topic, but I just wanted to say your command of the English language puts most of us here to shame. I think we forget sometimes we're conversing with an Austrian.....or maybe your really an English teacher from Connecticut teaching a foreign language over there???

[Zapato]

Want to thank all you guys this has been real informative. Portland Swap Meet is just around the corner so will search for heads, oil pan and pickup

Zap-