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	<title>Eaton Balancing &#187; Y-Block</title>
	<atom:link href="http://www.eatonbalancing.com/blog/category/y-block/feed/" rel="self" type="application/rss+xml" />
	<link>http://www.eatonbalancing.com/blog</link>
	<description>Precision Engine Balancing</description>
	<lastBuildDate>Sat, 04 Feb 2012 14:47:37 +0000</lastBuildDate>
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		<title>Rear Camshaft Plug Installation</title>
		<link>http://www.eatonbalancing.com/blog/2011/10/21/rear-camshaft-plug-installation/</link>
		<comments>http://www.eatonbalancing.com/blog/2011/10/21/rear-camshaft-plug-installation/#comments</comments>
		<pubDate>Fri, 21 Oct 2011 11:58:12 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
				<category><![CDATA[Engines]]></category>
		<category><![CDATA[Y-Block]]></category>
		<category><![CDATA[239]]></category>
		<category><![CDATA[272]]></category>
		<category><![CDATA[292]]></category>
		<category><![CDATA[312]]></category>
		<category><![CDATA[Ford]]></category>
		<category><![CDATA[rear cam plug]]></category>
		<category><![CDATA[Y-Blk]]></category>
		<category><![CDATA[Y-Block Magazine]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=247</guid>
		<description><![CDATA[Rear cam plug installation on the Ford Y-Block engines dictates that it not be installed so deeply that it actually interferes or contacts the rear of the camshaft. Besides the obvious wear issue that can occur at the face of the cam plug, detrimental wear at the rear side of the cam thrust plate can [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2011/10/21/rear-camshaft-plug-installation/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>The 2010 EMC Y-Block Entry Breaks The 500HP Mark (on pump gas)!!</title>
		<link>http://www.eatonbalancing.com/blog/2010/12/31/the-2010-emc-y-block-entry-breaks-the-500hp-mark/</link>
		<comments>http://www.eatonbalancing.com/blog/2010/12/31/the-2010-emc-y-block-entry-breaks-the-500hp-mark/#comments</comments>
		<pubDate>Fri, 31 Dec 2010 14:19:34 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
				<category><![CDATA[Y-Block]]></category>
		<category><![CDATA[2010 EMC]]></category>
		<category><![CDATA[2010 Engine Masters]]></category>
		<category><![CDATA[Eaton Balancing]]></category>
		<category><![CDATA[Ed Iskenderian]]></category>
		<category><![CDATA[Engine Masters Challenge]]></category>
		<category><![CDATA[Geoff Mummert]]></category>
		<category><![CDATA[Harry Hutten]]></category>
		<category><![CDATA[Jody Gunter]]></category>
		<category><![CDATA[Jody Orsag]]></category>
		<category><![CDATA[John Mummert]]></category>
		<category><![CDATA[Neil Elliot]]></category>
		<category><![CDATA[Neill Elliot]]></category>
		<category><![CDATA[Ted Eaton]]></category>
		<category><![CDATA[The Car Shop]]></category>
		<category><![CDATA[The Car Shop of Temple]]></category>
		<category><![CDATA[Y-Block Magazine]]></category>
		<category><![CDATA[YBlk]]></category>
		<category><![CDATA[yblock]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=261</guid>
		<description><![CDATA[After submitting the EMC entry form for 2010 and then the list of competitors was published, I found that I was again on the alternate list. In fact I was #10 alternate which is further down the list than where I started out from last year. But alas, things just seem to work out anyhow. [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2010/12/31/the-2010-emc-y-block-entry-breaks-the-500hp-mark/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>Ford Y-Block Aluminum Head Testing Part I</title>
		<link>http://www.eatonbalancing.com/blog/2010/12/15/ford-y-block-aluminum-head-testing-part-i/</link>
		<comments>http://www.eatonbalancing.com/blog/2010/12/15/ford-y-block-aluminum-head-testing-part-i/#comments</comments>
		<pubDate>Wed, 15 Dec 2010 13:29:03 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
				<category><![CDATA[Y-Block]]></category>
		<category><![CDATA[292]]></category>
		<category><![CDATA[312]]></category>
		<category><![CDATA[Eaton Balancing]]></category>
		<category><![CDATA[Mummert aluminum y-block heads]]></category>
		<category><![CDATA[Ted Eaton]]></category>
		<category><![CDATA[Ted Eaton Specialty]]></category>
		<category><![CDATA[Y-Blk]]></category>
		<category><![CDATA[Y-Block Magazine]]></category>
		<category><![CDATA[YBlk]]></category>
		<category><![CDATA[yblock]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=250</guid>
		<description><![CDATA[The much awaited for Mummert aluminum cylinder heads for the 292/312 Ford Y-Block engines are now a reality and have been tested on the DTS engine dynamometer. With no modifications these new heads were found to be worth a solid 56 horsepower increase over the stock “G’ heads with only the heads being swapped out [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2010/12/15/ford-y-block-aluminum-head-testing-part-i/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>Ford Y-Block Aluminum Head Testing Part II</title>
		<link>http://www.eatonbalancing.com/blog/2010/12/15/ford-y-block-aluminum-head-testing-part-ii/</link>
		<comments>http://www.eatonbalancing.com/blog/2010/12/15/ford-y-block-aluminum-head-testing-part-ii/#comments</comments>
		<pubDate>Wed, 15 Dec 2010 13:25:30 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
				<category><![CDATA[Y-Block]]></category>
		<category><![CDATA[239]]></category>
		<category><![CDATA[272]]></category>
		<category><![CDATA[292]]></category>
		<category><![CDATA[312]]></category>
		<category><![CDATA[Eaton Balancing]]></category>
		<category><![CDATA[Mummert Ford Y-Block Aluminum Head]]></category>
		<category><![CDATA[Y-Blk]]></category>
		<category><![CDATA[Y-Block Magazine]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=259</guid>
		<description><![CDATA[With the aluminum versus iron cylinder head baseline dyno testing completed, there were some other variables that were begging to be evaluated before removing the Mummert aluminum heads from the Ford 312 Y-Block test engine. These included increased ratio rocker arms and a variety of intake manifolds and/or carburetion setups. The same +060 over Ford [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2010/12/15/ford-y-block-aluminum-head-testing-part-ii/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>Preparing a 375 inch Y-Block Ford for the 2009 EMC Competition.</title>
		<link>http://www.eatonbalancing.com/blog/2010/03/24/preparing-a-375-inch-y-block-ford-for-the-emc-challenge/</link>
		<comments>http://www.eatonbalancing.com/blog/2010/03/24/preparing-a-375-inch-y-block-ford-for-the-emc-challenge/#comments</comments>
		<pubDate>Wed, 24 Mar 2010 12:55:41 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
				<category><![CDATA[Y-Block]]></category>
		<category><![CDATA[2009 EMC]]></category>
		<category><![CDATA[2009 Engine Masters]]></category>
		<category><![CDATA[2009 Engine Masters Challenge]]></category>
		<category><![CDATA[Engine Masters Challenge]]></category>
		<category><![CDATA[Y-Blk]]></category>
		<category><![CDATA[Y-Block Magazine]]></category>
		<category><![CDATA[YBlk]]></category>
		<category><![CDATA[yblock]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=191</guid>
		<description><![CDATA[By the time this is published, the 2009 Engine Masters Challenge (EMC) will be history and the final results very likely posted all over the internet.  Because this is being written as the engine is still being tested and before the competition takes place, I’ll do a followup article on the actual competition and what [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2010/03/24/preparing-a-375-inch-y-block-ford-for-the-emc-challenge/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>A Y-Block at the 2009 Engine Masters Challenge</title>
		<link>http://www.eatonbalancing.com/blog/2010/03/24/a-y-block-at-the-2009-engine-masters-challenge/</link>
		<comments>http://www.eatonbalancing.com/blog/2010/03/24/a-y-block-at-the-2009-engine-masters-challenge/#comments</comments>
		<pubDate>Wed, 24 Mar 2010 11:58:54 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
				<category><![CDATA[Y-Block]]></category>
		<category><![CDATA[2009 EMC]]></category>
		<category><![CDATA[2009 Engine Masters Challenge]]></category>
		<category><![CDATA[Eaton Balancing]]></category>
		<category><![CDATA[Harry Hutten]]></category>
		<category><![CDATA[Jerry Christenson]]></category>
		<category><![CDATA[Jody Orsag]]></category>
		<category><![CDATA[Royce Brechler]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=214</guid>
		<description><![CDATA[The 2009 EMC competition is now history.  The Y engine that was taken to the competition was the 375 inch version that was far from being a reality when September 1st rolled around.  The 4” crank and 6.750” long rods from the previously wounded 4&#8243;X4&#8243; Y engine were used in the 375 incher along with [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2010/03/24/a-y-block-at-the-2009-engine-masters-challenge/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>Modifying the Holley 94 two barrel for late model distributors</title>
		<link>http://www.eatonbalancing.com/blog/2010/02/07/modifying-the-holley-94-two-barrel-for-late-model-distributors/</link>
		<comments>http://www.eatonbalancing.com/blog/2010/02/07/modifying-the-holley-94-two-barrel-for-late-model-distributors/#comments</comments>
		<pubDate>Sun, 07 Feb 2010 17:51:37 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
				<category><![CDATA[Y-Block]]></category>
		<category><![CDATA[239]]></category>
		<category><![CDATA[272]]></category>
		<category><![CDATA[292]]></category>
		<category><![CDATA[312]]></category>
		<category><![CDATA[Holley 2100]]></category>
		<category><![CDATA[Holley 94]]></category>
		<category><![CDATA[ported vacuum]]></category>
		<category><![CDATA[yblock]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=164</guid>
		<description><![CDATA[The Holley 94 and 2100 two barrel carbs came as the standard equipment 2 barrel carbs on the 1938 thru 1956 Fords.  When converting the distributors on the Y-Block Ford engines from the original Load-O-Matic (LOM) design to the later model Ford (1957 and up) distributors, the Holley 94&#8242;s original distributor vacuum port for the [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2010/02/07/modifying-the-holley-94-two-barrel-for-late-model-distributors/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>The Ford Y-Block engine</title>
		<link>http://www.eatonbalancing.com/blog/2009/07/05/the-ford-y-block-engine/</link>
		<comments>http://www.eatonbalancing.com/blog/2009/07/05/the-ford-y-block-engine/#comments</comments>
		<pubDate>Mon, 06 Jul 2009 03:00:31 +0000</pubDate>
		<dc:creator>eatoncl</dc:creator>
				<category><![CDATA[Engines]]></category>
		<category><![CDATA[Y-Block]]></category>
		<category><![CDATA[239]]></category>
		<category><![CDATA[256]]></category>
		<category><![CDATA[272]]></category>
		<category><![CDATA[292]]></category>
		<category><![CDATA[312]]></category>
		<category><![CDATA[Bob Lindsay]]></category>
		<category><![CDATA[Ford]]></category>
		<category><![CDATA[Karol Miller]]></category>
		<category><![CDATA[Mercury]]></category>
		<category><![CDATA[Randy Gummelt]]></category>
		<category><![CDATA[YBlk]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=12</guid>
		<description><![CDATA[This is a first in a series of articles about engine families and their history/ idiosyncrasies. Eaton Balancing offers services for all types of engines. Manufacturer: Ford Motor Company Production: 1954–1964 Predecessor: Ford L-Head engine (Flathead V8) Successor: Ford FE engine, Ford Windsor engine The Ford Y-block engine was introduced in 1954 by the Ford [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2009/07/05/the-ford-y-block-engine/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>Warped Rear Seal Retainer on a Y</title>
		<link>http://www.eatonbalancing.com/blog/2009/06/28/warped-rear-seal-retainer-on-a-y/</link>
		<comments>http://www.eatonbalancing.com/blog/2009/06/28/warped-rear-seal-retainer-on-a-y/#comments</comments>
		<pubDate>Sun, 28 Jun 2009 12:37:09 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
				<category><![CDATA[Engines]]></category>
		<category><![CDATA[Y-Block]]></category>
		<category><![CDATA[239]]></category>
		<category><![CDATA[272]]></category>
		<category><![CDATA[292]]></category>
		<category><![CDATA[312]]></category>
		<category><![CDATA[Ford]]></category>
		<category><![CDATA[oil leak]]></category>
		<category><![CDATA[rear seal leak]]></category>
		<category><![CDATA[YBlk]]></category>
		<category><![CDATA[yblock]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=58</guid>
		<description><![CDATA[It’s simply amazing how many times the rear crankshaft seal gets blamed for an oil leak when there are so many other places at the back of the block that can either be the root cause or at least a contributor. The rear oil seal retainer on the Y-Block is just one of these items [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2009/06/28/warped-rear-seal-retainer-on-a-y/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>Neoprene Rear Seal Installation for the Y (and others)</title>
		<link>http://www.eatonbalancing.com/blog/2008/09/10/neoprene-rear-seal-installation-for-the-y-and-others/</link>
		<comments>http://www.eatonbalancing.com/blog/2008/09/10/neoprene-rear-seal-installation-for-the-y-and-others/#comments</comments>
		<pubDate>Wed, 10 Sep 2008 13:08:44 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
				<category><![CDATA[Engines]]></category>
		<category><![CDATA[Y-Block]]></category>
		<category><![CDATA[272]]></category>
		<category><![CDATA[292]]></category>
		<category><![CDATA[312]]></category>
		<category><![CDATA[390]]></category>
		<category><![CDATA[406]]></category>
		<category><![CDATA[427]]></category>
		<category><![CDATA[428]]></category>
		<category><![CDATA[Best Gasket]]></category>
		<category><![CDATA[FE]]></category>
		<category><![CDATA[Fel Pro]]></category>
		<category><![CDATA[FelPro]]></category>
		<category><![CDATA[Ford]]></category>
		<category><![CDATA[neoprene rear seal]]></category>
		<category><![CDATA[Y-Blk]]></category>
		<category><![CDATA[Y-Block Magazine]]></category>
		<category><![CDATA[YBlk]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=43</guid>
		<description><![CDATA[  Y-Blocks would appear to have garnered a reputation for marking their territory when sitting still and so one of the most often asked questions is how to stop those pesky oil leaks at the rear of the engine.  Because most of these are in the area of the rear main oil seal, I’ll go [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2008/09/10/neoprene-rear-seal-installation-for-the-y-and-others/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
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