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	<title>Precision Engine &#187; Tech Explained</title>
	<atom:link href="http://www.precisionenginetech.com/tech-explained/feed/" rel="self" type="application/rss+xml" />
	<link>http://www.precisionenginetech.com</link>
	<description>The Engine Specialist's Technical &#38; Performance Resource</description>
	<lastBuildDate>Thu, 02 Sep 2010 17:05:57 +0000</lastBuildDate>
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		<title>OIL FILTERS EXPOSED</title>
		<link>http://www.precisionenginetech.com/tech-explained/2010/04/06/oil-filters-exposed/</link>
		<comments>http://www.precisionenginetech.com/tech-explained/2010/04/06/oil-filters-exposed/#comments</comments>
		<pubDate>Tue, 06 Apr 2010 22:16:16 +0000</pubDate>
		<dc:creator>mike.mavrigian</dc:creator>
				<category><![CDATA[Tech Explained]]></category>
		<category><![CDATA[Tech Update]]></category>
		<category><![CDATA[BEARINGS]]></category>
		<category><![CDATA[CLEARANCES]]></category>
		<category><![CDATA[engine]]></category>
		<category><![CDATA[filter]]></category>
		<category><![CDATA[OIL]]></category>
		<category><![CDATA[oil filter]]></category>
		<category><![CDATA[Purolator]]></category>

		<guid isPermaLink="false">http://www.precisionenginetech.com/?p=3987</guid>
		<description><![CDATA[Straight Talk About Oil Filters
 Information provided courtesy of Purolator Filters
 
Let’s face it. While performance engines represent the most fun in our businesses, it’s the everyday engines we build that pay the rent for most of us. That’s just a fact of life. We can all put valve guides in small-block Chevy heads pretty much blindfolded, [...]]]></description>
		<wfw:commentRss>http://www.precisionenginetech.com/tech-explained/2010/04/06/oil-filters-exposed/feed/</wfw:commentRss>
		<slash:comments>2</slash:comments>
		</item>
		<item>
		<title>COMPACTED GRAPHITE ENGINE BLOCKS</title>
		<link>http://www.precisionenginetech.com/tech-explained/2009/07/02/compacted-graphite-engine-blocks/</link>
		<comments>http://www.precisionenginetech.com/tech-explained/2009/07/02/compacted-graphite-engine-blocks/#comments</comments>
		<pubDate>Thu, 02 Jul 2009 17:45:11 +0000</pubDate>
		<dc:creator>mike.mavrigian</dc:creator>
				<category><![CDATA[Tech Explained]]></category>
		<category><![CDATA[CGI EXPLAINED]]></category>
		<category><![CDATA[COMPACTED GRAPHITE BLOCKS]]></category>
		<category><![CDATA[MACHINING CGI]]></category>
		<category><![CDATA[MAKINO]]></category>
		<category><![CDATA[SUNNEN]]></category>
		<category><![CDATA[WORLD PRODUCTS]]></category>

		<guid isPermaLink="false">http://www.precisionenginetech.com/?p=592</guid>
		<description><![CDATA[COMPACTED GRAPHITE ENGINE BLOCKS
These blocks offer greater strength and stability, but be aware of the machining concerns.
by Mike Mavrigian

CGI engine blocks offer greater strength and superior stability with no weight penalty. In theory, a CGI block can be produced at near-aluminum-weight while maintaining needed strength. One benefit is that cylinder walls can be made thinner [...]]]></description>
		<wfw:commentRss>http://www.precisionenginetech.com/tech-explained/2009/07/02/compacted-graphite-engine-blocks/feed/</wfw:commentRss>
		<slash:comments>1</slash:comments>
		</item>
		<item>
		<title>Ford Y-Block Assembly Errors</title>
		<link>http://www.precisionenginetech.com/tech-explained/2009/06/04/ford-y-assembly-errors/</link>
		<comments>http://www.precisionenginetech.com/tech-explained/2009/06/04/ford-y-assembly-errors/#comments</comments>
		<pubDate>Thu, 04 Jun 2009 20:23:19 +0000</pubDate>
		<dc:creator>mike.mavrigian</dc:creator>
				<category><![CDATA[Tech Explained]]></category>
		<category><![CDATA[Tech Solutions]]></category>
		<category><![CDATA[Add new tag]]></category>
		<category><![CDATA[ASSEMBLY]]></category>
		<category><![CDATA[BEARINGS]]></category>
		<category><![CDATA[BLOCK DECKING]]></category>
		<category><![CDATA[CAM BEARINGS]]></category>
		<category><![CDATA[FORD]]></category>
		<category><![CDATA[FORD BIGBLOCK]]></category>
		<category><![CDATA[HEAD BOLTS]]></category>
		<category><![CDATA[HEAD GASKETS]]></category>
		<category><![CDATA[ROCKER SHAFTS]]></category>
		<category><![CDATA[TIMING GEAR]]></category>
		<category><![CDATA[VINTAGE]]></category>
		<category><![CDATA[Y BLOCK]]></category>

		<guid isPermaLink="false">http://www.precisionenginetech.com/?p=2324</guid>
		<description><![CDATA[Tips for avoiding things that can bite you
By John Mummert

In disassembling Y-Block core engines, I have noted a number of common mistakes that are made during the assembly of Y-Blocks during rebuild. Take care to avoid these mistakes.]]></description>
		<wfw:commentRss>http://www.precisionenginetech.com/tech-explained/2009/06/04/ford-y-assembly-errors/feed/</wfw:commentRss>
		<slash:comments>5</slash:comments>
		</item>
		<item>
		<title>Our New Engine Assembly Room (Part 4)</title>
		<link>http://www.precisionenginetech.com/tech-explained/2009/06/04/our-new-engine-assembly-room-part-4/</link>
		<comments>http://www.precisionenginetech.com/tech-explained/2009/06/04/our-new-engine-assembly-room-part-4/#comments</comments>
		<pubDate>Thu, 04 Jun 2009 18:35:45 +0000</pubDate>
		<dc:creator>mike.mavrigian</dc:creator>
				<category><![CDATA[Tech Explained]]></category>
		<category><![CDATA[ASSEMBLY]]></category>
		<category><![CDATA[CABINETS]]></category>
		<category><![CDATA[CLEAN ROOM]]></category>
		<category><![CDATA[CWT]]></category>
		<category><![CDATA[ENGINE ASSEMBLY]]></category>
		<category><![CDATA[ENGINE ASSEMBLY ROOM]]></category>
		<category><![CDATA[GOODSON]]></category>
		<category><![CDATA[LISTA]]></category>
		<category><![CDATA[Tools]]></category>
		<category><![CDATA[WORKBENCH]]></category>

		<guid isPermaLink="false">http://www.precisionenginetech.com/?p=2280</guid>
		<description><![CDATA[<img src="http://www.precisionenginetech.com/wp-content/uploads/2009/06/er17-150x150.jpg" align="left" hspace="5" />
The drawer design, gauge and high-quality roller bearings provide drawer movement that is effortless and extremely smooth.]]></description>
		<wfw:commentRss>http://www.precisionenginetech.com/tech-explained/2009/06/04/our-new-engine-assembly-room-part-4/feed/</wfw:commentRss>
		<slash:comments>3</slash:comments>
		</item>
		<item>
		<title>Our New Engine Assembly Room (Part 2)</title>
		<link>http://www.precisionenginetech.com/tech-explained/2009/06/04/our-new-engine-assembly-room-part-2/</link>
		<comments>http://www.precisionenginetech.com/tech-explained/2009/06/04/our-new-engine-assembly-room-part-2/#comments</comments>
		<pubDate>Thu, 04 Jun 2009 18:08:21 +0000</pubDate>
		<dc:creator>mike.mavrigian</dc:creator>
				<category><![CDATA[Tech Explained]]></category>
		<category><![CDATA[ASSEMBLY ROOM]]></category>
		<category><![CDATA[CLEAN ROOM]]></category>
		<category><![CDATA[CWT]]></category>
		<category><![CDATA[ENGINE ASSEMBLY]]></category>
		<category><![CDATA[GOODSON]]></category>
		<category><![CDATA[LISTA]]></category>

		<guid isPermaLink="false">http://www.precisionenginetech.com/?p=2253</guid>
		<description><![CDATA[If you have the budget, adding a HEPA (High-Efficiency Particulate Air) air filtration system is a great idea. A HEPA filter is designed to trap at least 99.7 percent of airborne particles down to 0.3 microns in size. A HEPA filter approach for a ceiling tile application includes a series of overhead HEPA filters with motorized fans (these mount in the ceiling tile areas in the ceiling grid, just as the tiles mount). The fans are located overhead of the filters. These draw air that is filtered and clean into the room. In order to balance room pressure, you also need vents to draw air out of the room.]]></description>
		<wfw:commentRss>http://www.precisionenginetech.com/tech-explained/2009/06/04/our-new-engine-assembly-room-part-2/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>Identifying Ford Y-Block Parts (Part 2)</title>
		<link>http://www.precisionenginetech.com/tech-explained/2009/06/04/identifying-ford-y-block-parts-part-2/</link>
		<comments>http://www.precisionenginetech.com/tech-explained/2009/06/04/identifying-ford-y-block-parts-part-2/#comments</comments>
		<pubDate>Thu, 04 Jun 2009 15:57:00 +0000</pubDate>
		<dc:creator>mike.mavrigian</dc:creator>
				<category><![CDATA[Tech Explained]]></category>
		<category><![CDATA[BLOCK IDENTIFICATION]]></category>
		<category><![CDATA[CASTING NUMBERS]]></category>
		<category><![CDATA[CLEVELAND]]></category>
		<category><![CDATA[ENGINE CODES]]></category>
		<category><![CDATA[FORD]]></category>
		<category><![CDATA[FORD Y BLOCK ENGINE CODES]]></category>
		<category><![CDATA[MUMMERT]]></category>
		<category><![CDATA[Y BLOCK]]></category>

		<guid isPermaLink="false">http://www.precisionenginetech.com/?p=2190</guid>
		<description><![CDATA[Block I.D. number generally on side of block above oil filter for blocks cast at Cleveland. Dearborn block I.D. number near distributor and above generator. Most Dearborn blocks used in trucks. No Dearborn blocks after 1957. There were no special truck blocks. Heavy-duty trucks with steel cranks used C1AE or C2AE car blocks.]]></description>
		<wfw:commentRss>http://www.precisionenginetech.com/tech-explained/2009/06/04/identifying-ford-y-block-parts-part-2/feed/</wfw:commentRss>
		<slash:comments>1</slash:comments>
		</item>
		<item>
		<title>Identifying Ford Y-Block Parts (Part 1)</title>
		<link>http://www.precisionenginetech.com/tech-explained/2009/06/04/identifying-ford-y-block-parts-part-1/</link>
		<comments>http://www.precisionenginetech.com/tech-explained/2009/06/04/identifying-ford-y-block-parts-part-1/#comments</comments>
		<pubDate>Thu, 04 Jun 2009 15:48:50 +0000</pubDate>
		<dc:creator>mike.mavrigian</dc:creator>
				<category><![CDATA[Tech Explained]]></category>
		<category><![CDATA[CASTING NUMBERS]]></category>
		<category><![CDATA[CLEVELAND]]></category>
		<category><![CDATA[DEARBORN BLOCK]]></category>
		<category><![CDATA[FORD]]></category>
		<category><![CDATA[MUMMERT]]></category>
		<category><![CDATA[Y BLOCK]]></category>

		<guid isPermaLink="false">http://www.precisionenginetech.com/?p=2177</guid>
		<description><![CDATA[The Ford Y-Block was introduced in 1954 to replace the well-know flathead. Displacement was unchanged at 239 cu. in., but the new engine had five main bearings, five cam bearings and overhead valves. Bore was 3.500" and stroke was 3.100" with 6.324" connecting rods. Model year 1954 Mercury vehicles had a 256 cu. in. version with 3.625" bore and 3.100" stroke. Displacement was increased in 1955 to 272 cu. in. for most Ford car production.]]></description>
		<wfw:commentRss>http://www.precisionenginetech.com/tech-explained/2009/06/04/identifying-ford-y-block-parts-part-1/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>Engine Blueprinting (Part 2)</title>
		<link>http://www.precisionenginetech.com/tech-explained/2009/06/04/engine-blueprinting-part-2/</link>
		<comments>http://www.precisionenginetech.com/tech-explained/2009/06/04/engine-blueprinting-part-2/#comments</comments>
		<pubDate>Thu, 04 Jun 2009 15:33:50 +0000</pubDate>
		<dc:creator>mike.mavrigian</dc:creator>
				<category><![CDATA[Tech Explained]]></category>
		<category><![CDATA[BLOCK]]></category>
		<category><![CDATA[BLUEPRINT]]></category>
		<category><![CDATA[BLUEPRINTING]]></category>
		<category><![CDATA[CNC]]></category>
		<category><![CDATA[CYLINDER BORE]]></category>
		<category><![CDATA[LIFTER BORE]]></category>
		<category><![CDATA[MACHINING]]></category>
		<category><![CDATA[MAIN BORE]]></category>
		<category><![CDATA[MEASURING]]></category>
		<category><![CDATA[PRECISION]]></category>

		<guid isPermaLink="false">http://www.precisionenginetech.com/?p=2161</guid>
		<description><![CDATA[Today's CAD programs offer definitive X-, Y- and Z-axis depictions of specific blocks, providing you have access to these programs.]]></description>
		<wfw:commentRss>http://www.precisionenginetech.com/tech-explained/2009/06/04/engine-blueprinting-part-2/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>Engine Blueprinting (Part 1)</title>
		<link>http://www.precisionenginetech.com/tech-explained/2009/06/04/engine-blueprinting-part-1/</link>
		<comments>http://www.precisionenginetech.com/tech-explained/2009/06/04/engine-blueprinting-part-1/#comments</comments>
		<pubDate>Thu, 04 Jun 2009 15:21:30 +0000</pubDate>
		<dc:creator>mike.mavrigian</dc:creator>
				<category><![CDATA[Tech Explained]]></category>
		<category><![CDATA[CNC]]></category>
		<category><![CDATA[Engine Blueprinting]]></category>

		<guid isPermaLink="false">http://www.precisionenginetech.com/?p=2157</guid>
		<description><![CDATA[While seasoned engine builders understand what the term "blueprinting" means, chances are most of their customers don't. Too many neophytes think that balancing and blueprinting go hand-in-hand. They blindly assume that if the crank has been ­balanced, that must mean that the engine has been blueprinted.
]]></description>
		<wfw:commentRss>http://www.precisionenginetech.com/tech-explained/2009/06/04/engine-blueprinting-part-1/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
		<item>
		<title>INSTALLING NITROUS (Part 3)</title>
		<link>http://www.precisionenginetech.com/tech-explained/2009/06/03/installing-nitrous-part-3/</link>
		<comments>http://www.precisionenginetech.com/tech-explained/2009/06/03/installing-nitrous-part-3/#comments</comments>
		<pubDate>Wed, 03 Jun 2009 23:12:14 +0000</pubDate>
		<dc:creator>mike.mavrigian</dc:creator>
				<category><![CDATA[Tech Explained]]></category>
		<category><![CDATA[FOGGER]]></category>
		<category><![CDATA[NITROUS]]></category>
		<category><![CDATA[NITROUS OXIDE]]></category>
		<category><![CDATA[NOS]]></category>
		<category><![CDATA[NOZZLES]]></category>
		<category><![CDATA[PLUMBING]]></category>

		<guid isPermaLink="false">http://www.precisionenginetech.com/?p=2139</guid>
		<description><![CDATA[all photos by author

An investment of a few hours during tube bending will pay off in achieving a neat and coordinated plumbing appearance.

The NOS nitrous pro fogger kit we installed features soft-plume-type fogger nozzles. In this view, the top inlet (in line with the discharge nozzle tube) is for extra fuel. The angled inlet is [...]]]></description>
		<wfw:commentRss>http://www.precisionenginetech.com/tech-explained/2009/06/03/installing-nitrous-part-3/feed/</wfw:commentRss>
		<slash:comments>0</slash:comments>
		</item>
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