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That's great! I think many people are suffering unnecessarily with a rough idle because their plugs are too cold.

Mattax, I have had no interaction with 'harrisonm' in this thread or any other thread that I can think of. In post #96 he chose a personal attack on me. That is fine, I am a big boy. But when you do that, expect a return serve......which is what I did. What post #96 showed is his lack of...

Sounds like you have the Bettes book, a great book. I find that a lot of assumptions are made with some of the calculations, resulting in wrong final numbers. D. Vizard also has an excellent porting book, SA 215. He claims the common 28" used is a compromise.

With your current intake, you have 7 cyls that can interfere [ they are cross-connected ] with the cyl that is drawing air. With a dual plane, much less interference, only 3 can interfere. I have no experience with your type of EFI, but it maybe a factor to look at.

Is the idle smoother with the hotter plug?

Harrison, Your ignorance is showing. There is no 'explosion' in a properly designed IC engine. The mixture burns at at a controlled rate...

Turk, Go back to sleep. You missed 'In general' on p.8.

OK, Back to the topic. I should have been more specific. Waaaaaay back in another thread, 273 claimed that a bigger piston made more hp because of the increased area. The extra area created more 'push'. Not on it's own. There is a sequence of events that occur to make this happen. The...

Roger Huntington made a very good point in his American Supercars book. Ferd built the 429 Shotgun engine with huge intake ports to beat the 426 Hemi. Only 'half' worked..... Ferds were quicker on long tracks, Hemi was quicker on short tracks...

Here is the pic that should have gone with post #48.

Here is refresher about force v pressure. Same force was applied to each coin, but the end-on coin penetrated further because it more force per area. Two pistons 4" & 5" diam, 1000 lbs in the chamber. Both pistons have 1000lbs of force applied. The 4" piston has a pressure loading of 79.6 lb/ sq...

273, You can carry on with all the BS you want. The fact is that piston area is on the bottom line of the formula, & when the bottom line gets bigger, the answer [ power ] gets smaller. Until you stop confusing force with pressure loading, you will never get it....

OK, I apologise for using the word dummies. This 'discussion' started because 273 claimed that more piston area gave more hp by virtue of the piston area increase. It only does this IF more air is drawn into the cyl; if no more air was drawn into the cyl, then the HP would not change, all else...

I think there a few here that get it, but not the dummies '273' & Turk. I will post the info AGAIN from Harold Bettes, who does get it. [ Turk read the text, don't look at the pretty pictures ] What does Bettes get? He gets that if you increase piston area, the pressure loading over area [...

And what about distribution? Of air & fuel? Many production engines had snivvies riveted to the side of the booster to re-direct airflow. Obviously the factories found variations in cyl-to-cyl air flow & this was a fix that was used. Aftermarket carbs.........Well who knows. Some of the...

Pretty sure the Poly 318 cam is different to the 67 & later 318. Different lifter bore angle. Isky lists different part numbers for the two engine series.

Touche...

I would ditch those little filters in the seats. Just use one main external filter.

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

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...

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.......

...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.

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 &...

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...

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

When you buy those fancy alum pulley kits that advertise 'more hp' because they have reduced the size of driven pulleys, they do not tell you that the overheating you are going to get is included in the price!! Use a 160-180 t/stat, not a restrictor. Use a shroud & plug any gaps so that ALL the...

I suspect you would have blue smoke from the exhaust if excessive oil was getting into the combustion chamber.

Hysteric, Post #66....comes from NGK. You obviously know little about spark generation. Production cars used carbon string high tension leads, often with a resistance as high as 30,000 ohms. Then they had the series resistance of the rotor tip gap ANNNNNNNNNNNNNNND the series...