Tag: Eaton Balancing
Head Gasket Volume Calculation
Because an engine may be borderline in regards to the compression ratio when it comes to ignition timing or fuel octane requirements, it’s important that all values used in the compression ratio calculation be as accurate as possible. This includes the head gasket volume which many times isn’t stated on the package or in any reference material. For a conventional or mainstream engine where the fire ring in the head gasket is perfectly round, the hole size in the gasket can be measured and the volume calculated appropriately. But the Ford Y-Block has an irregular shape to the fire ring seal which throws special nuances into the measuring of this volume. But there’s no need for guess work when it comes to obtaining this volume value as it can be derived by doing some simple measurements on an existing head gasket and then performing a little bit of math. Continue reading “Head Gasket Volume Calculation”
The 2010 EMC Y-Block Entry Breaks The 500HP Mark (on pump gas)!!
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. Continue reading “The 2010 EMC Y-Block Entry Breaks The 500HP Mark (on pump gas)!!”
Ford Y-Block Aluminum Head Testing Part I
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 on the test engine. Continue reading “Ford Y-Block Aluminum Head Testing Part I”
Ford Y-Block Aluminum Head Testing Part II
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. Continue reading “Ford Y-Block Aluminum Head Testing Part II”
A Y-Block at the 2009 Engine Masters Challenge
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″X4″ Y engine were used in the 375 incher along with the cam and lifters. Continue reading “A Y-Block at the 2009 Engine Masters Challenge”
Engine Masters Challenge Y-Block Entry for 2007
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 then the alternates would be moved up the list. I realized early on that actually making the competition from alternate #15 was a very slim chance based on what I had seen in previous year’s competitions but would give it a go. There were some heavy hitters actually placed after myself in the alternate list so that did give some consolation. Continue reading “Engine Masters Challenge Y-Block Entry for 2007”
Rocker Arm Geometry
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 for a given camshaft profile can also be obtained. Continue reading “Rocker Arm Geometry”
Blueprinting for an eight second Y-Block
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 the parts selection as well as the main support girdle construction in previous articles. At this point, I’ll cover in more detail some of the specific clearances and specialized machine work that was required to make Randy’s engine a reality. Continue reading “Blueprinting for an eight second Y-Block”
Engine Balancing, Part 1
“An Introduction to Engine Balancing”
By Ted Eaton
Although the terms “blueprinted and balanced” 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.