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Dave is a unique individual. One of my neighbors is a Bruins fan. He's been avoiding me lately. :poke:

Our top line has not shown up yet for this series, not sure what they're waiting for. Krieder is -5,(!) Zibanejad is -3, Panarin is only a +1. Vinny Trochek and Barclay Goodrow have both really stepped up they've been our entire offense these last four games. Rempe is +2 but that does not mean a...

Don't remind me! I can usually accept losing as long as the Islanders don't win either. We have as good a shot as any team right now so I'm cautiously optimistic.

The trailers are actually decent, I've used them a several times. I have had it happen more than once where the ratcheting tire straps are totally trashed and/or locked up so just be aware of that before you take it. Rent it when you get down there so you're only pulling it one way. Like...

I tend to agree, he has been taking A LOT of dumb penalties and it's been frustrating to watch. I appreciate his toughness but you can't keep putting the team at a disadvantage with undisciplined play. Not very Captain-like! He should be taking Igor out to dinner for picking him up. I think we...

Gotta be tough for you to watch this series Dave.

Awful quiet in here. My favorite thing from last night’s game was after he scored his second goal of the night Sean McDonough goes What’s gotten into Barclay Goodrow???

Ranger-Panther game was draining, very relieved to have come away with the W. Rangers would have been toast if we had lost the first two in a row at home. We are really showing some grit this year, good to see. Winning OT games like that can turn a series though and the Panthers looked...

110% install the headliner before you put the glass in, especially since you already have the glass out. IMO, it's not even a choice. 413, I'm not sure what cars you've done them on but based on my experience, putting a bow/cloth style headliner in a Duster with the glass in sucks. It can be...

Glad you were able to work it free. My apologies for suggesting the cam and plate were two separate pieces, that was obviously 100% incorrect. The concept is the same though.

It might just be really stuck. The lower shaft pin only holds the collar in place. The little i.d. circular clip holds the T-bar to the shaft so once that's out and you get the the reluctor off the T-bar will slide out. They are two separate parts. The whole shaft assembly should then drop out...

Maybe I misunderstood but he asked specifically how much travel the throwout bearing should have? The concept is simple and should be the same no matter what the application. There should be very little travel for the reasons I gave. Too much travel and you'll potentially push the piston out of...

Shouldn't be a lot. Isn't there a spec in the instructions? Several years ago I put an American Powertrain hydraulic throw out bearing in my '68 Coronet. While not a Tremec with an aftermarket bell, one would think it's the same idea. Target travel/air gap on that part was .150". .200" is too...

Over square every time. The quote below is from Darin Morgan; "An oversquare motor is absolutely superior at high rpm compared to a long-stroke motor of the same displacement. Formula One and IRL motors are hyper-oversquare, meaning the bore is twice the size of the stroke. If I could do that...

OK but you used NHRA specs to make a point and used them incorrectly at that. Calculators are tools. Mock them all you want but I’ll base whatever I’m doing on data and fact. None of that makes sense or has any relevance to the discussion. It also sounds as if you’ve been living under a rock...

Of course because it was essentially a truck/van/station wagon engine. They put them in Dusters and Dart Sports because they needed 'something' to replace the 340 with to sell to the 'youth market'. Imagine if they went the opposite direction and tried to push the 318 instead? Logic says the 360...

I did and you're 100% wrong. Those are the "advertised" HP#s, not NHRA factored hp/weight. While I was at it, I looked up my old '68 Coronet 440/383 4bbl car specifically and the HP was 290 with OE heads and 295 with aftermarket ones. The minimum weight for that car is 3,416 lbs which is being...

OK so anecdotal stories from 50 years ago are more accurate than clear drag strip results from 2023? Just because you lived in a time when high octane fuel was readily available or that you lived near a race track does not change the fact that 383s are not that great and never were. IMO, the...

I drove one regulalry for years and for 1,000s of miles so I do in fact have a good deal of first hand experience with that particular combo. The car was 1 of 934 383/4bbl equipped Coronet 440s so it was basically a Super Bee. I posted a quick video of it, see post #80. Sounded OK. Pistons in...

Didn’t realize that the ‘71 383 was detuned that much. I apologize to all for posting incorrect info, makes the comparison a little more skewed. If the engine in that Challenger was truly built to factory ‘71 specs that would definitely account for the lower performance. It also would make...

Yeah, that makes no sense to me either. Clutching at straws maybe? I stand by the fact that 383s are pretty much useless. An oversquare engine should be able to rev like crazy but the factory 383 redline is like 5,200. What's funny about that though is the '74 360 redline is probably even...

Yep. E bodies are crazy heavy, hard to figure. By '74 A bodies had all the 5mph crash stuff saddled on them so it makes sense that one is as porky as it is. Maybe a 1/10th? It's only a 10% difference between the two gear ratios so I doubt the 3.55 would amount to much. Those are the historical...

OK, here is some real world data essentially proving that the 383 is not a great or even good performance engine. The data below is from the Pure Stock Muscle Car Drag Race page where you can find the results of their meets going back 25 years. I didn't go through every single year but below was...

OK Rusty Trombone, my bad for getting your panties all in a bunch.

Probably valve springs going away, it ran fine otherwise. I sold the car last year so I'll never know. Still not a fan of 383s, they just don't do it for me.

Also - if I have the choice between a 383 and a 400 block, I'm going to build the 400. Whoever built the first 400 stroker basically rendered the 383 useless. The larger bore of the 400 is a significant advantage when built to whatever the intended degree. Beyond a faithful factory-style...

Not sure if this was directed at me but if it was, I did clearly say in one of my posts that I have not driven a big block A body so no, I do not have any direct experience with it. However, it seems to be long-standing, common knowledge in Mopar world that was indeed the case with those cars...

Also rising insurance premiums for high performance cars. One of my proudest carb tuning achievements was getting 13mpg out of a lo-po 400. it was in a heavy brick of a '70s, 2WD truck with 3.23 gears and a granny tranny truck 4 speed. The P.O. put a .484" MP cam in it with a stock bottom end...

Right, which is what I was inferring about using aluminum parts. It really is probably a wash nowadays. Case in point - I have a 470" short block with a Scat ultralight 3.91" stroke crank in it that weighs around 54lbs. The finished bob weight is 2,222 grams which is over a POUND less than a...

Depends on the car. B bodies tend to weigh several hundred pounds more than A bodies so the extra weight in front is less problematic. If the big block theoretically makes more torque, it's needed to get the heavier car moving more efficiently. Though I've never driven one myself, big block A...