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A more 'scientific' approach to plug heat range might be to use what the car maker spent hours on testing & researching. Then look at your engine & see what has been changed that might require a change, if any, in heat range; do not just fit colder plugs because Billy fitted colder plugs to his...

The problem with a colder plug to 'add some spark' is the risk that the plug is too cold to burn off the tip deposits in cruise/idle mode. It then misfires....right when you want max spark energy. The object is to bring the tip temp to over 400* C & keep it there, where it self cleans; max temp...

Demon, Why do you think you may need a colder plug? When you have the correct heat range, do you know what the lower & higher temp limits are for for reliable spark delivery? I can think of a couple of reasons to go hotter, not colder.

Can we clone post #62? It's Newbomb Turk's modus operandi: if the article/description fits his theory of the world, it is 100% true. If it doesn't, then the article is a joke. We know who the joke is......

The problem I see with plug reading is that the plug can see a variation in operating conditions throughout the rpm range, especially on street cars that are drag raced. How long [ in seconds ] does it take to 'colour' a plug? What good is it if the colour is 'right' after a WOT run, but the...

The purpose of the ribbing is to lengthen the distance from the plug terminal to the metal body. If there are conductive contaminants of the surface of the porcelain, the spark can short out [ path of least resistance ]. Making this distance longer reduces the chances of this happening.....

Switch to NGK plugs....

GTX John, What type of plug wires do you claim were 'going away', needed yearly replacement. What symptom of failure were you getting. I have spiral wound MSD wires, been on 20 yrs & see no deterioration with 060 plug gaps.

Are you referring to 'A ClassAct' on Speed Talk? Oh yeah, every body is running 12:1 CR with iron heads on pump gas. I must have just missed them......

Yeah 12:1 on pump gas...& iron heads. Yeah right. That is why we are all doing it........because it works every time. Every time now I see a post by Newbomb Turk, the needle on my BS meter shakes violently..... I have had engines with 8.5:1 CR detonate on pump petrol. There are many factors...

Not quite correct^^^^^. Comp ratio is: the swept volume of the cyl with the combustion chamber volume added to it divided by the chamber vol.

RRR, Well aware of that. The 4165/4175s had 2" diam sec bores, the TQ & the QJ had 2 1/4" diam sec bores. That spacer looks right for 41X5 carbs....

Not sure what the the first spacer in the pic fits, but NOT a QJ or TQ. Probably a Holley 4165 Spreadbore.

The stall speed of a c'ter depends on the engine torque. A 440 will stall at a higher rpm than a 340.

Numbers are hard to read. Can you print them in a straight line? Narrow it down. Roller or flat tap? Any idea of the age?

I have never dyno tested a Carter 750 AFB v 750 AVS, but the AFB always felt a bit stronger on the secondaries going by the butt-meter. The AVS had holes drilled in the sec discharge tubes; each side L & R, had different sizes & positions. Obviously very specific for the application. One can...

NBT, I think it is the date code. Carter 4bbls generally were sequential with their numbering system. That jetting info I listed earlier comes from a 1971 Street & Strip annual that I have kept all these years, so I believe that those Comp Series would have been fairly new at that...

Yup. So why didn't the factory do it?

The carb in post #55 is an original Competition Series AFB, model # 4759, 625 cfm. For reasons known only to Carter, they introduced another lot of 'Competition series' AFBs in the emissions era which were not the same & had different jetting. #4758 to 4762 were five comp series, from 500 to...

So let me see if I understand this 'apples to apples' test. One carb was 625 cfm & the other 750 cfm. Used on a 360 engine that came from the factory with an 850 cfm carb [ TQ ]....but said 360 is now making more hp than stock because of a bigger cam. Ans surprise, surprise the engine made...

A different Holley v Carter test, apples to apples. 600 cfm Holley v 625 cfm Carter AFB. AFB made: 17 ft lbs more tq, 17 hp more....& used less fuel doing it.

^^^^^. This. Any gap allows the coolant to escape.....& not get pumped into the engine to do it's cooling job.

One of the nicest shifters I have used is the early Mopar console cable shifter. Nice, light, knife through butter operation. Very easy to modify the detents for positive stop operation.

Changing the line pressure is going to change the engagement time of clutches, bands etc. That then changes the shift timing. Might have been better to not change the pressure....

Say a prayer.....

Post#88. Very good post with sensible comments.

They are probably as good....or as bad....as ProComp os any of the other Chinese rockers. I would not use alum rockers, period. And when they are bushed like these are, they are weakened in a critically loaded area by the removal of metal for the bush. Especially the SB because it is a short...

I don't think anybody 'dropped the ball'. The question asked was hypothetical & the answers given were in that context, mine certainly.

Compression [ & cold air ] have a benefit that many other power producing changes do not have. They increase power everywhere from idle to max rpm.

Good call!