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	<title>Eaton Balancing</title>
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	<link>http://www.eatonbalancing.com/blog</link>
	<description>Precision Engine Balancing</description>
	<pubDate>Wed, 10 Sep 2008 13:08:44 +0000</pubDate>
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	<language>en</language>
			<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[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]]></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>
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		</item>
		<item>
		<title>Engine Masters Challenge Y-Block Entry</title>
		<link>http://www.eatonbalancing.com/blog/2008/03/17/engine-masters-challenge-y-block-entry/</link>
		<comments>http://www.eatonbalancing.com/blog/2008/03/17/engine-masters-challenge-y-block-entry/#comments</comments>
		<pubDate>Tue, 18 Mar 2008 01:10:29 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
		
		<category><![CDATA[Engines]]></category>

		<category><![CDATA[Y-Block]]></category>

		<category><![CDATA[292]]></category>

		<category><![CDATA[312]]></category>

		<category><![CDATA[Blue Thunder]]></category>

		<category><![CDATA[Cen-Tex Cryogenics]]></category>

		<category><![CDATA[cryogenic]]></category>

		<category><![CDATA[Dove Manufacturing]]></category>

		<category><![CDATA[Eaton Balancing]]></category>

		<category><![CDATA[Engine Masters Challenge]]></category>

		<category><![CDATA[Ford]]></category>

		<category><![CDATA[Legendary Ford]]></category>

		<category><![CDATA[Legendary Ford Magazine]]></category>

		<category><![CDATA[Lonnie Putnam]]></category>

		<category><![CDATA[magazine]]></category>

		<category><![CDATA[Putnam Machine]]></category>

		<category><![CDATA[rocker arm oiling]]></category>

		<category><![CDATA[Ted Eaton Specialty]]></category>

		<category><![CDATA[Wiseco]]></category>

		<category><![CDATA[Y-Blk]]></category>

		<category><![CDATA[Y-Block Magazine]]></category>

		<category><![CDATA[YBlk]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/2008/03/17/engine-masters-challenge-y-block-entry/</guid>
		<description><![CDATA[The idea for entering a Y into Popular Hot Rodding’s Engine Masters Challenge competition was prompted by discussions on the Y-Blocks Forever website.  I sent off the application form and was ultimately assigned the alternate #15 position which meant as the participants within the first thirty competitors either dropped out or failed to qualify, and [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2008/03/17/engine-masters-challenge-y-block-entry/feed/</wfw:commentRss>
		</item>
		<item>
		<title>Altering Rocker Arm Ratio By Varying The Length Of The Pushrods</title>
		<link>http://www.eatonbalancing.com/blog/2007/12/10/altering-rocker-arm-ratio-by-varying-the-length-of-the-pushrods/</link>
		<comments>http://www.eatonbalancing.com/blog/2007/12/10/altering-rocker-arm-ratio-by-varying-the-length-of-the-pushrods/#comments</comments>
		<pubDate>Tue, 11 Dec 2007 06:55:45 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
		
		<category><![CDATA[Engines]]></category>

		<category><![CDATA[Rocker Arm Ratio]]></category>

		<category><![CDATA[Y-Block]]></category>

		<category><![CDATA[Y-Block Magazine]]></category>

		<category><![CDATA[YBlk]]></category>

		<category><![CDATA[yblock]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=11</guid>
		<description><![CDATA[A unique feature with the shaft mounted rocker arms such as those found on the Y-Block (as well as Fe and OHV) Ford engines is that the solid lifter or lash adjusting versions can be measurably variable in the rocker arm ratio depending upon where the lash adjusting screw is positioned within its range of [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2007/12/10/altering-rocker-arm-ratio-by-varying-the-length-of-the-pushrods/feed/</wfw:commentRss>
		</item>
		<item>
		<title>Rocker Arm Geometry</title>
		<link>http://www.eatonbalancing.com/blog/2007/12/10/rocker-arm-geometry/</link>
		<comments>http://www.eatonbalancing.com/blog/2007/12/10/rocker-arm-geometry/#comments</comments>
		<pubDate>Tue, 11 Dec 2007 06:55:15 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
		
		<category><![CDATA[Engines]]></category>

		<category><![CDATA[Dove]]></category>

		<category><![CDATA[Eaton Balancing]]></category>

		<category><![CDATA[FE Ford]]></category>

		<category><![CDATA[Ford FE]]></category>

		<category><![CDATA[geometry]]></category>

		<category><![CDATA[Manufacturing]]></category>

		<category><![CDATA[rocker arm]]></category>

		<category><![CDATA[roller]]></category>

		<category><![CDATA[shaft]]></category>

		<category><![CDATA[shaft rocker geometry]]></category>

		<category><![CDATA[Ted Eaton]]></category>

		<category><![CDATA[Ted Eaton Specialty]]></category>

		<category><![CDATA[Y-Blk]]></category>

		<category><![CDATA[Y-Block]]></category>

		<category><![CDATA[YBlk]]></category>

		<category><![CDATA[yblock]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=10</guid>
		<description><![CDATA[Rocker arm geometry is an area that’s very often overlooked when modifying an engine for increased power output and/or efficiency. Besides the obvious advantage of reducing valve stem and guide wear by minimizing the “scrubbing” action that can take place when the rocker arm geometry is optimized, the maximum or advertised lift at the valve [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2007/12/10/rocker-arm-geometry/feed/</wfw:commentRss>
		</item>
		<item>
		<title>Building the foundation for an eight second Y-Block.</title>
		<link>http://www.eatonbalancing.com/blog/2007/12/10/building-the-foundation-for-an-eight-second-y-block/</link>
		<comments>http://www.eatonbalancing.com/blog/2007/12/10/building-the-foundation-for-an-eight-second-y-block/#comments</comments>
		<pubDate>Tue, 11 Dec 2007 06:54:13 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
		
		<category><![CDATA[Engines]]></category>

		<category><![CDATA[blown]]></category>

		<category><![CDATA[Blown Y-Block]]></category>

		<category><![CDATA[Randy Gummelt]]></category>

		<category><![CDATA[supercharged]]></category>

		<category><![CDATA[Supercharged Y-Block]]></category>

		<category><![CDATA[Y-Block]]></category>

		<category><![CDATA[YBlk]]></category>

		<category><![CDATA[yblock]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=9</guid>
		<description><![CDATA[When Randy Gummelt and I set out to build a Y engine for his rear engine dragster, the plan was to have an engine combination that would run an eight second quarter mile. And Randy also had his sights on the Australian Y record and with a target of an 8.99 or better et, that [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2007/12/10/building-the-foundation-for-an-eight-second-y-block/feed/</wfw:commentRss>
		</item>
		<item>
		<title>Blueprinting for an eight second Y-Block</title>
		<link>http://www.eatonbalancing.com/blog/2007/12/09/blueprinting-for-an-eight-second-y-block/</link>
		<comments>http://www.eatonbalancing.com/blog/2007/12/09/blueprinting-for-an-eight-second-y-block/#comments</comments>
		<pubDate>Sun, 09 Dec 2007 17:32:35 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
		
		<category><![CDATA[Engines]]></category>

		<category><![CDATA[113 heads]]></category>

		<category><![CDATA[292]]></category>

		<category><![CDATA[312]]></category>

		<category><![CDATA[Dove Manufacturing]]></category>

		<category><![CDATA[Dover rockers]]></category>

		<category><![CDATA[Eagle]]></category>

		<category><![CDATA[Eaton Balancing]]></category>

		<category><![CDATA[Enderle]]></category>

		<category><![CDATA[Frank Gummelt]]></category>

		<category><![CDATA[Iskenderian]]></category>

		<category><![CDATA[Isky]]></category>

		<category><![CDATA[John Mummert]]></category>

		<category><![CDATA[Larry Gummelt]]></category>

		<category><![CDATA[Moldex]]></category>

		<category><![CDATA[Mummert]]></category>

		<category><![CDATA[overbalance]]></category>

		<category><![CDATA[overbalanced]]></category>

		<category><![CDATA[overbalancing]]></category>

		<category><![CDATA[Randy Gummelt]]></category>

		<category><![CDATA[Rollmaster]]></category>

		<category><![CDATA[Ted Eaton]]></category>

		<category><![CDATA[Ted Eaton Specialty]]></category>

		<category><![CDATA[Wiseco]]></category>

		<category><![CDATA[Y-Blk]]></category>

		<category><![CDATA[Y-Block]]></category>

		<category><![CDATA[YBlk]]></category>

		<category><![CDATA[yblock]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=31</guid>
		<description><![CDATA[Like any engine that’s in its planning stages, particular care must be paid to that engines intended use in  order to select the correct parts and maintain those clearances that would be considered optimal for that combination.  In the case of the blown engine for Randy Gummelt’s rear engine dragster, I’ve already covered some of [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2007/12/09/blueprinting-for-an-eight-second-y-block/feed/</wfw:commentRss>
		</item>
		<item>
		<title>The Ford Y-block engine</title>
		<link>http://www.eatonbalancing.com/blog/2007/12/08/the-ford-y-block-engine/</link>
		<comments>http://www.eatonbalancing.com/blog/2007/12/08/the-ford-y-block-engine/#comments</comments>
		<pubDate>Sun, 09 Dec 2007 03:56:31 +0000</pubDate>
		<dc:creator>eatoncl</dc:creator>
		
		<category><![CDATA[Engines]]></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
Successor: Ford FE engine, Ford Windsor engine, Ford 335 Cleveland V8
The Y-block engine is an overhead valve V8 automobile piston engine from Ford Motor [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2007/12/08/the-ford-y-block-engine/feed/</wfw:commentRss>
		</item>
		<item>
		<title>Engine Balancing, Part 1</title>
		<link>http://www.eatonbalancing.com/blog/2007/11/21/engine-balancing-part-1/</link>
		<comments>http://www.eatonbalancing.com/blog/2007/11/21/engine-balancing-part-1/#comments</comments>
		<pubDate>Wed, 21 Nov 2007 22:00:45 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
		
		<category><![CDATA[Balancing]]></category>

		<category><![CDATA[Engines]]></category>

		<category><![CDATA[bob weight]]></category>

		<category><![CDATA[calculation]]></category>

		<category><![CDATA[connecting rod]]></category>

		<category><![CDATA[crankshaft]]></category>

		<category><![CDATA[cranshaft]]></category>

		<category><![CDATA[Eaton Balancing]]></category>

		<category><![CDATA[FE Ford]]></category>

		<category><![CDATA[Ford FE]]></category>

		<category><![CDATA[over balancing]]></category>

		<category><![CDATA[overbalancing]]></category>

		<category><![CDATA[piston]]></category>

		<category><![CDATA[Specialty]]></category>

		<category><![CDATA[Ted Eaton]]></category>

		<category><![CDATA[why balancing]]></category>

		<category><![CDATA[Y-Block]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/2007/12/21/engine-balancing-part-1/</guid>
		<description><![CDATA[&#8220;An Introduction to Engine Balancing&#8221;
By Ted Eaton
Although the terms &#8220;blueprinted and balanced&#8221; are typically synonymous with any kind of performance buildup of an engine, it must be noted is that these two terms are completely different in relation to their perceived functions and are generally performed independently of each other. Whereas &#8220;blueprint&#8221; specifically targets an [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2007/11/21/engine-balancing-part-1/feed/</wfw:commentRss>
		</item>
		<item>
		<title>Engine Balancing, Part 2</title>
		<link>http://www.eatonbalancing.com/blog/2007/11/20/engine-balancing-part-2/</link>
		<comments>http://www.eatonbalancing.com/blog/2007/11/20/engine-balancing-part-2/#comments</comments>
		<pubDate>Wed, 21 Nov 2007 03:51:55 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
		
		<category><![CDATA[Balancing]]></category>

		<category><![CDATA[Engines]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=4</guid>
		<description><![CDATA[&#8220;Internal Versus External Balance&#8221;
By Ted Eaton
When getting an engine balanced, it&#8217;s important to note that there are two different methods in which to have the engine balanced, either internally or externally. As the Y&#8217;s are all internally balanced as part of the factory design, this is not expected to be an issue but for other [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2007/11/20/engine-balancing-part-2/feed/</wfw:commentRss>
		</item>
		<item>
		<title>Engine Balancing, Part 3</title>
		<link>http://www.eatonbalancing.com/blog/2007/11/19/engine-balancing-part-3/</link>
		<comments>http://www.eatonbalancing.com/blog/2007/11/19/engine-balancing-part-3/#comments</comments>
		<pubDate>Tue, 20 Nov 2007 03:52:28 +0000</pubDate>
		<dc:creator>tedeaton</dc:creator>
		
		<category><![CDATA[Balancing]]></category>

		<category><![CDATA[Engines]]></category>

		<guid isPermaLink="false">http://www.eatonbalancing.com/blog/?p=5</guid>
		<description><![CDATA[&#8220;Piston Match Weighing&#8221;
By Ted Eaton
Match weighing the piston set is just one of the steps that&#8217;s performed as part of having an engine balanced. When balancing a V style engine, this operation must be performed before the crankshaft can be spin balanced due to the piston weight being required as part of the bobweight calculation. [...]]]></description>
		<wfw:commentRss>http://www.eatonbalancing.com/blog/2007/11/19/engine-balancing-part-3/feed/</wfw:commentRss>
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