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)!!”
Tag: Ted Eaton
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”
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.
Engine Balancing, Part 2
“Internal Versus External Balance”
By Ted Eaton
When getting an engine balanced, it’s important to note that there are two different methods in which to have the engine balanced, either internally or externally.
Engine Balancing, Part 3
“Piston Match Weighing”
By Ted Eaton
Match weighing the piston set is just one of the steps that’s performed as part of having an engine balanced. Continue reading “Engine Balancing, Part 3”
Engine Balancing, Part 4
“Connecting Rod Balancing”
By Ted Eaton
An engines connecting rods exhibits traits of both rotating and reciprocating mass and hence, must be match weighed end for end to insure these two masses are kept independent of each other. Continue reading “Engine Balancing, Part 4”
Engine Balancing, Part 5
“Bobweight Calculation” By Ted Eaton
The previous articles in this series have expounded upon match weighing the pistons as well as the connecting rod small and big ends. Continue reading “Engine Balancing, Part 5”
Engine Balancing, Part 6
“Balancing the Crankshaft” By Ted Eaton
In getting to the point in which the crankshaft from a V8 or other V style engine can be spin balanced, several different operations had to be already completed. Continue reading “Engine Balancing, Part 6”