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No, I have just proved you are wrong [ you asked for proof, remember... ] but you don't 'get' it..... And the above example has nothing to do with energy being created or destroyed. Energy can, & does, get converted to different forms of energy, which is exactly what is going on here...

Proof? First one is common sense. Like I said, if a big piston had more force on it, nobody would use...or design..... an engine that had smaller bore/longer stroke. Particularly where efficiency & economy are important such as commercial vehicle engines....which use long stroke engines. At...

The reason for a LOT of initial [ idle ] timing is the same reason you want to start the centri curve early. The big[ger] cam produces a less dense mixture at lower rpms, which means more ign advance is reqd.

Those are early #s, so if it is 318 it is probably a Poly 318 block.

If you want the best [ most spark energy, 0.060" plug gaps ] from the HEI module, use a 0.4 - 0.6 ohm E core coil, such as MSD #8207 or similar. Just because you are using the GM module with a canister coil does NOT mean the bal res can be omitted. Most canister coils that are used with...

...3.75"stroke. Both have the same stroke but the Chev has a shorter rod. This means that the Chev piston is higher in the bore when the rod is at 90* to the crank throw where it gets maximum mechanical advantage. Since it is higher in the bore, it is seeing greater force from the expanding gas...

If you have a hard pedal [ engine off ] & the pedal goes to the floor [ engine running ], you have air in the system.

Closed chamber heads will only be a benefit [ over open chamber ] if the piston crown comes to within 0.060" [ or less, which is better ] of the head.

The biggest mistake enthusiasts make is using a colder plug...when they should be going one step hotter.

Five degrees 'off'. Off which way, advanced or retarded? I am always amazed at the time spent tinkering to get the cam exactly at some amount of adv or ret......for a cam that has not been used or tested & therefore no info where the best position [ position: whether it should be advanced or...

Roller lifters are taller than stock FT lifters, so p'rods will be shorter.

Yeah, the small carb was faster over the quarter than the Dom....That is because the engine has to get to 4000 rpm before it can get to 6000 rpm where the engine might use the extra flow of the Dom...

3.91s are like 4.11s.....a PITA!!!!

The 8:1 CR, 120 psi cranking pressure, is why it wants a lot of timing at idle. To get the optimum idle timing [ let us ay 25* ], you have a couple of choices: - shorten the curve in the dist to about 11-13*. That will give 36-38* at WOT. The low comp ratio will want more timing. This much...

And Mopar Joe also tested a 1050 Dom v a 750 4150 carb on his 440. Dom made 6 hp more.....but was down 6 ft/lbs at 4000 rpm.......

The clutch is worn out. The other thing I would replace is the thermostat. Use a high flow stat.

...pump etc. The fuel in the carb gets used up very quickly at WOT in 1st gear; in the higher gears, the fuel gets used more slowly, has time to 'catch up'. Is the comp ratio low? If the engine wants 25* of idle timing, then you should give it 25*. 25* is not a lot for a modified engine. See below.

If flooding due to worn out n/seats, fuel will drip from the brass booster nozzles in the pri venturiis, NOT the acc pump squirters/nozzles.

Rick, Yes GM [ & Ford ] went to larger caps. In GM's case, the bigger cap was needed to house the new E core coil. I have run HEI ign with small cap dists, no problem. With the GM HEI cap, I have run 0.125" plug gaps. Just to see what happens..... Nothing happened that the butt-meter could feel.

No, not a problem with my procedure at all. The spark plug terminal is assembled by MSD, not the end user. And that was high resistance in one of the leads in the last set I assembled.

The dramatic drop off at 6k suggests valvetrain [ control ] or ign. Ign is 'external', so a lot easier to check out. Is the ign box getting the reqd voltage? If you have another dist, I would try that. Are you running a rev limiter? If so, I would disconnect it; & I would try another ECU &...

If the carb flooded due to debris under the n/seat [ or excessively high ] fuel pressure, fuel will drip from the booster nozzles. If fuel level rises because the pressure is higher, but not high enough to overcome the n/seats, then you will not see that unless the float level was misadjusted...

Nope, 7 psi is NOT to much for a Carter carb [ or an Edel carb ]. I have run 10 psi at the strip as quick way of increasing the fuel level slightly. Carter published a chart for adjusting float level, relative to needle/seat size & fuel pressure. Chart goes to 10 psi.

George, I have this info from a very knowledgeable electrical engineer. Checking the pri resistance of an ign coil with a digital meter will give an accurate reading. But checking the sec resistance can lead to errors & an analogue DVM should be used. He did say the reason, but it escapes...

Bob, I have used many sets of the MSD 'Universal cut to size' 8.5mm wire sets. Yes, should definitely check the resistance. Every lead. These universal sets come with the spark plug end already terminated. On the last set I used, after terminating the dist cap end, it measured high...

That is a pressure gauge.

The problem is the 'significant difference', which is the current, not the voltage cannot be measured easily. That is why the coil should be matched to the ign system. The original HEI coil had a 0.6 ohm primary, so a coil around 0.4-0.6 ohm s should be used. You can use a factory canister coil...

Assuming a rocker will produce the lift from the stated ratio will lead to errors. Numerous factors such as prod length will affect the final ratio: ie lobe lift multiplied by the rocker ratio equals the valve lift. The ratio changes during the sweep of the rocker. Below are some rockers D...

Some of the lifters have corrosion. I would have all of them re-faced, then good to go.....

The Iowa class were magnificent looking ships.