What's impressive is the torque band centered around the 4400 rpms mark. The manifold was designed to max out the torque around 4400, and that's where the torque is. Around 5500 the torque and power starts falling off , so maybe the engine needs a transmission with more than 3 gears for best efficiency.
@@NicksGarage The cats were doing what they do best, sleeping. Even the sound of the engine didn't wake them up. I really enjoyed the video, excellent job on the music, and editing George. I love watching Nick sorting out a problem on an engine, he just keeps on digging until he finds the problem. Now for more HP on the Max Wedge.
Nick! My dad found out the same thing you found out, the twin 750's are to big. He had a set of afb's for a Pontiac. They are smaller cfm. Woke the 426 Max Wedge right up! Customer took the 63 Dodge to the strip,got the best time he ever had! He was a happy customer needless to say. I sure enjoyed this dyno session, Nick. Brought back alot of memories for me. Thank you Nick! Thank you George!
@@phillipcortel6330 In fact you have no way of knowing if '' the Max Wedge went faster with the the smaller carbs'' or if the bigger carbs were just not tuned properly....
@@phillipcortel6330 Some guys run two Holley 1050 CFM Dominator Carburetors....Go tell them to put smaller carbs to go faster....lolololololol....Now if you factor in that Nick has Trick Flow heads and an aftermarket cam in that 440 and is looking to make 600hp....smaller carbs just won't cut it...
In 1963, my neighbor purchased a used 1962 Dodge Dart 413 Max Wedge - 3 speed, and up to that point, it was the quickest accelerating car I had ever ridden in. We cruised 1st and 2nd street in San Jose every Friday night picking up street races. He never lost. It was completely stock, including the very heavy, cast iron up-swept exhaust manifolds. I think he paid $2500 for it.
Dang... Ive never seen anybody tune a high performance carbureted engine before. I'm truly jealous of the people who get to work with you and learn from ya, Nick. This channel is my absolute favorite car channel and I'm a SUBARU guy! Lol
Great name Danny sorry about you owning a Subaru but we all make bad choices now and then😂(Mitsubishi guy) I had Aussie valiants growing up not 440s but 265 sixes loads of fun with triple webbers 300+ fast enough and still my first car mighty mini with a massive 43hp 😂
And sorry nick great channel I’m qualified mechanic myself love mopars family favourite unable to work now due to illness so your videos remind me of the old days (pre computers) mopar or no car!
This is real life engine experience, not just showing the good, with great numbers, this it is not always "a piece of cake" as we should know in real life situations.I have no doubs the issues will be worked through
8:36 Well then he's gotta love the Mopar's because while they may not have always been the fastest, Chrysler Corp. ALWAYS had the coolest stuff. From Shaker to Air Grabber to Super Bee & Bird to the awesome high impact colors, the cool factor of Mopar's is untouchable in my opinion 👍
@jdmmike7225 , Nobody can win all of the time, unless only their type of machines are the ones competing... But Mopar had frequently come-up with innovative ideas, with relatively modest resources... Especially when Chrysler was the parent company... The contributions that so many companies made in several countries in WW2 to overcome the Nazi's and the Imperial Japanese military, was amazing... And a lot was learned from those contributions... This is probably what gave so many companies after WW2 a very strong background in engineering and innovation... Mopar, along with several other companies adopted so many manufacturing and design advantages, innovations, and experience, that were immediately applied to their civilian products... This greatly helped the economy, and product quality in the post WW2 era... So many countries were able to apply this experience to their civilian product markets for peaceful use... This included our former adversaries :Japan and Germany, of which both countries are now on good terms with their former adversaries during WW2... Mopar was one of several companies that grew after WW2...
This why I am a subscriber; the honesty in every episode .The engine has a problem not of Nicks making which at first is baffling. He then resolves the issue with relentless testing. Anyone who has ever worked on old school engines understands what Nick experienced. I learn something every episode.
@@NicksGarage Hi Nick I was wondering if you knew whether or not the 426 Max wedge with 13.5 to 1 compression ran on pump gas of the day ? Do you know the minimum octane requirement for the compression ratio ?
Good job guys I'm installing a 440 wedge newly rebuilt I'm 35 yrs plus automotive u have been a great help withal the tips I gathered from you tomarrow I will break this engine in with ease the engine in a 1964 Plymouth fury thank you guys two thumbs up.
Hey Everyone, love it when Nick has to troubleshoot. You can learn alot from Nick and he knows his stuff inside and out ...A Master Master Mechanic !!!!!! Old School !!!!
LOVED the video, and LOVE Max Wedges. I'm sure someone has already pointed this out (a Max Wedge expert I'm sure) but I believe the throttle linkage is clocked 180 degrees off. The rods are hooked to the wrong carbs and the linkage needs to be spun around 180 degrees to the lever pulls instead of pushes. GREAT video, can't wait to see it run at full potential.
In 1964, a friends brother bought a brand new dodge, with the 426 Stage III Max Wedge, two door, post car, no radio, bench seat 4 speed, not sure of the rear end ratio, it had factory cast iron headers, that ran from the motor to just behind the seat location under the car, not a pretty car, but, I never saw it beaten. He street raced locally. A few years after he got it the Hemi came out with a lot of fanfare, they didn’t stand a chance, he annihilated every one of them. I believe the doors, hood, trunk lid, and bumpers were all aluminum. I have had many muscle cars myself, some new, some used, this car was impressive. I had a brand new 1969 Yenko Camaro, not to sure it would have beaten him, in 1970 I had a LS-6 SS Chevelle, I bought brand new, that might have given him a good run, it was actually faster than the Yenko. I haven’t seen him in many years, but the last I knew he still had that car, he moved to Florida, so we lost touch, he would be in his 80’s, so probably gone. Time moves along. LOL I really enjoy your channel, wish you were closer, I have a W-30 442 I just finished a restoration on, I’ve had it new since 1972, could use some help getting it sorted out, the motor was totally done, high compression now, balanced and blue printed, with everything in between done as well. To old to handle the finishing of it unfortunately. Looking forward to your next videos.
Thanks for doing such a great job on this channel. No annoyingly loud music and no quick shots to cover up the troubleshooting!! You do a great job of showing the real life sequences that a professional has to go through to put together a great product. Your channel is definitely different than most of the car guys channels and I think it is amazing
Dr. Nick, I very much liked this video, not everything go's easy on the dyno, we learn by doing, and NOT giving up, can not wait for the updates on the Max Wedge, cheers.
Thanks for showing us the "setting up" on the Dyno. So cool that back in the day, they did cool stuff like this in the factory on their engines. I love Mopars. Very interesting, educational and enjoyable. Looking forward to the next video. Best Regards to you both and good night.
Always wanted to see how the engines were mounted on the dyno, thanks for filming it George. Love seeing the sorting out process, lots of learning moments in there.
Great episode Mr Nick, we all know you will sort it out. I think Shahyad is a keeper, he looks like he knows what he's doing. Keep up the great work guys, that includes you as well George. Cheers 🙂
You guys commented on a question I had (old hemi example). If you have a low compression engine, there is no reason to run high octane fuel. The very purpose of octane in the fuel is for slowing the fuel burn down....to avoid detonation. In theory, on a low compression engine, you can handle a faster burn and hence more horsepower. In other words, high octane on a low compression engine doesn't do any good. It actually hurts. But of course, on a high compression engine, yeah, run high octane to avoid detonation and get full pony. The fuel matches the compression to run best.
Very easy to tune. Hemi's are easy but a Max or Ramcharger 413/426 is easier. Those rumors about the the wedge and Hemi over the years are totally false. I personally think the 6pack is the toughest tune from Mopar
Mentioning about the carburetor gaskets. The thicker gasket looks like a better choice because each barrel is sealed from each other. The thinner gasket doesn't seal each barrel individually. That's what I observed when you guys decided between the thinner and thicker gaskets. Thanks for the video!
A Buddy had a max wedge shoe horned into a Dart/Swinger in high-school back in the late 90's. That car was a straight line killing machine ❤️ this was the days of coffee can mufflers on civics that sounded like a never ending refried-bean fart and that old Dodge took them all down 👇
@@jordancoleman2402 And the Honda Civic coffee can demographic still insists that they are superior and that a Civic Type R will beat anything out there.
The other thing guys, im not sure if your aware of is when you mess with two carbs on the initial idle screw set up you remove one idle throttle plate adjustment stop screw and use only one in which carb you choose of your liking but you will not screw it in to touch the stop until you rig your bell crank and primaries fully closed so they are synchronized mechanically precisely. Then screw that one idle screw in until it touches were you think it belongs on a the one carb you chose to install it in, turn it in and adjust the idle stop until you get which I would think would be around 1 and 1/2 turns in to open primaries for that initial idle start up which would be half what it would be on a single carb setup then your ready to do the rest of your hook up what ever you guys do to get to the end of your process because you guys did great getting to the end of the process I was with you all the way I anticipated the distributor the prob lem when nick was talking about not pointing in correct postion with the rotor after the initial setting of the distributor had changed. By the way the Idle stop screw that was left out, can go back in the carb now once your done tuning, screw it in until it touches the stop of the primaries with light pressure. Idles screws should always be at same exact location setting with primaries being same location in the bores.
Welcome back to where you belong this is car heaven for you even though I miss you working on all my cars but it’s ok now we can flat bed them to Nicks Garage love you always your boy Tom P.
Good evening guys!!!! It can be SOOO frustrating sometimes when you know you’ve done everything right and STILL encounter problems: it could be really easy to lose patience, but Nick shows how EXPERIENCE keeps a level-headed approach in the most trying situation til the solution is found. Great work!!! I’m sure this engine is gonna THUMP once Nick and his assistant get everything ironed out. Can’t wait to see part 2: George, as always, FANTASTIC PRODUCTION SKILLS, SIR!!!!
I had an old block around the side of the house just for these kinds of problems. Whenever we'd get frustrated, we'd take a step back, take a few deep breaths, grab the 8-pound sledge, and give the old backyard a quick visit. It didn't necessarily "fix" anything, but it sure made us feel better.
I've got one of those engines in a 64 Dodge polara two-door hardtop. Probably my favorite car. Engine was originally put together we think by Dan Devork in in Waldo Florida. I think it's right north of Gainesville Florida.
I used to live right off of Waldo road in Gainesville on 73 rd Ave North East, Waldo is the town we all tried to avoid because it was such a speed trap,i think the main income for Waldo was speeding tickets
@@NicksGarage And I have to admit since I started watching your videos I have stolen Nick's catchphrase in "and we'll take it from there." I've been saying it in our shop for weeks lol.
A tale of two engines. The first was a small block. I was helping a friend with his small block rebuild when I could get free from work. The friend was pretty impatient and he liked things painted all nice. I left the build with the short block completed. When I came back the friend had his engine pretty well done. It was painted up so nice (this will be important.) Ok we got the engine reinstalled in the friends truck. The engine fired up immediately then died. I spent probably a hour cranking and testing things, trying to get it to fire up again. I ended up oiling up the cylinders through the spark plug holes. The engine fired up and ran nice. The friend drove away but came back. The engine developed what at times did and at times didn't sound like a rod knock. Finally this engine developed a real rod knock and had low oil pressure. The friend sold the truck to another friend. The second friend tore the engine down and discovered every bearing had been wiped out including the cam bearings, what the heck happened? Remember the start then no start condition followed by me oiling up the cylinders? Remember me saying the first friend liked everything real clean and painted up? Turns out the first friend decided to clean the old paint off the heads in the shop bead blaster. The first friend didn't wash the bead blast medium out of the heads. This bead blast medium sat in the ports till the start up then got into the cylinders. It washed the cylinders out then got into the oil. After about 1500miles this contaminated oil destroyed all the bearings. This was all over being impatient and wanting everything super clean and painted. The second problem start up was a 351 Cleveland (with the big valves) This engine went through extensive cranking during initial startup due to getting the firing order wrong. This extensive cranking actually damaged 3 cam lobes. Have you ever heard the sound a small block makes when running on a flat cam? They sound like boat motors, putt,putt. We called these cams "Mcdonalds cams as they were "ground round".
That noise is the beautiful sound of a solid lifters clacking away. I run solid cams in everything I possibly can including my 2003 zr2 blazer that is getting a solid roller vortec 350 with factory electronics and 5.3 decapped injectors instead of poppet valves
Neat intake manifold design on the Max wedge. Left carb feeds right bank, and Right carb feeds left bank. Watched a video a while back from Herb McCandless describing this intake on his race HEMI.
Oh I could feel the tension. Had a 283 years ago fought me. It was a timing issue but can’t remember what. I was 16 years old and my first rebuild. Fun times
What a beast of a motor, I love this channel, thanks for giving my wife Jacky a shout out the other night, it made her laugh, you are all incredible people.👍🇨🇦
Hey Nick and Shahyad. Did you notice the secondary throttle plates fluttering wide open? Perhaps a little tweaking of the linkages is needed to slam them open hard? That trik distrib. looks nice. The screw in shaft extension would make it easy to fit to it to a B block too. Nice! Can we Locktite and tighten the extension. Drill and roll pin it and give it a try? Wondering too. At full advance where is the rotor referenced to on the dist. cap plug contacts? Perhaps sacrificial cap and a few minutes with a Dremel to open a window? And see if we're not advancing off of the contacts? Oh, Yeah. Haha. At 39:26, We ALL know that gamoto me' doesn't mean Oh, gosh. Just like Ray Pousti and Ray Malaka aren't the guys at the local auto parts store. Love it! I lived in Athens in the 70's. Got rather fluent with the local slang. Rode Deutz and Mercedes and Volvo tour busses to ACS in Halandri and the drivers would get into drag races from light to light with us all on them. Kali spera kirios Nicos. Give it astodialo, re malaka!
@@BuzzLOLOL Hey Buzzy, Nikos. Those are AFB's and not AVS right? No secondary air valves. The secondary butterflies are fluttering where they should be slammed wide open. Take another look Buzz.
Nick, that was a great video showing how you solved the starting problem. The possibility of excessive break-in wear on the cam is an interesting factor. Along the line I had the opportunity to field test a gas turbine engine in the North West Territories. It produced about 5000 hp and drove a gas compressor at a well head. I also had the opportunity to witness the performance of a gas turbine producing about 10,000 hp in a test cell in Ontario. One of the things that was carried out was lube oil testing to see the quantity of metal particulate after a certain period of run time. Though it may not be practical but it would be interesting to do an oil analysis before and after your engines are tested. A before and after oil analysis on this engine and the 440 with the super charged that pumped out 800 hp may have provided deeper insight into your testing. On another note, there were accelerometers on the gas turbines we tested to measure the rotating component vibration levels to monitor engine health. For your tests, your ear suffices for that task.
Speaking of gas turbine engines, Chysler developed a gas turbine powered car and made about 50 of them in 1963. I remember being excited seeing this car in the flesh at the Toronto Auto show in 1964. It was in the firefrost bronze colour on the Ghia-bodied coupe with black vinyl top and copper-orange leather interior. The engine produced 130 hp at 36, 000 rpm. Peak torque was 425 ft lb. The engine idled at 15,000 to 22,000 rpm and at top speed, the turbine maxed out at 60,000 rpm. Wouldn't it be a "gas" to test that engine on the Nick's Garage dynamometer? Wear your ear muffs!!
Nick's Garage is where it's at I tip my hat Today is the day for the 440 Max Wedge Cross Ram and if anyone can build it Nick can You won't find any like this for sale and if you do they won't be built to this level of detail Engines like this you keep they're not for resale Nick is strapping her in and Shiad is on the carbs before the party can begin He tops up the dyno tank On Nick's Garage every Monday you can bank It's a complicated throttle mechanism that's the cross ram realism Once they've done the plumbing it's time to get it running Nick is determined not to wipe out the brand new cam to follow his tried and tested break in plan Nick has got the experience to get this Max Wedge to the finish line It's very frustrating it doesn't fire first time Nick and Shiad are the detectives at the scene of the crime The source of the problem they're intent to correct On this case in their face the distributor was the unusual suspect Nick has naturally got the perfect replacent object he's an expert on the subject It's Nick's Garage every Monday that I select Thanks Nick Respect Shiad Word George
It is perverse seeing carburetors sideways on a v8. Until you think about it, and how the cross ram works with one carb feeding the opposite bank. You got the primaries clear to the outside for longer paths and low-end torque, the secondaries to the inside for high-rpm. It's just beautiful. Those nerdy engineers going against tradition or norm to do what was right....cool.
If the engine had been in a car, they would have probably never found the problem, Another diagnostic tool is the video camera just above the carbs. Tough to diagnose a carb problem without one. I can recall several problems Nick had with carbs, and just watching one on a dyno test was the solution. Dyno test before installation is definitely the way to go.
Nick, sorry to hear you're having so much trouble with this engine. I also like how you stay cool and level headed when this get bad. But if there is one thing I know you will get it figured out because you're the best and you know MOPAR engines. Take care Nick
Hi Nick, Shahyad & George I'm sure you will get it sorted and hopefully we will see the numbers you are expecting Nick and with the manifolds too. That Max Wedge does look nice or detailed though.
Re -the talk about the low compression Hemi engine making more power with 87 octane gas. >>>- lower octane gas always has more energy, as high octane just acts as a buffer to prevent detonation. If an engine isn't high compression- ie: adding octane is not only a waste, it will make the motor lose power and get less MPG's.....alot of people don't realize that.
I used an ISKY solid roller on my MW with bushed ISKY EZ-Roller lifters. Not cheap but it is bullet proof. The cam is a 570RR. A MW needs a solid, sounds good through the exhaust but whatever floats your boat. Good video!
Really should have set the Dwell on that New Distributor, it makes a lot more difference in overall performance than most think it does. Oh but still She really sounds soooooo BEAUTIFUL Nick and new Guy. Congratulations on a job done Right. Salute.
Nick, that paint job on the Max Wedge looks like one big drop of paint. I can't imagine how much time you put into grinding, sanding, and filling to get it that slick!
Looks like PPG base coat/ clear coat. After about 4 months of heat cycles it'll be less glossy Then it'll look like a really nice fresh from the factory original engine. And it'll stay nice for a long, long time. A friend of mine restored a 69 Z28 about 10 yrs ago. He painted his engine like that and it still looks good. It's the same paint that somebody might use to paint their car with. It holds up against heat surprisingly well. Very flexible too. Excellent for painting plastic bumpers and such.
Thank you for sharing your knowledge! We stopped in 5 years ago before flying back to Saskatchewan. Well I'll be back in April hope to stop by again for a visit if that's ok. Take Care
I put that electronic pickup in my distributor , on my Pontiac 400 engine back in 1980. The electronics were really awesome and that motor of mine ran so very well. I worked with a bunch of racers and they recommended that set up to me. They used them on cars that raced up Pikes Peak in Colorado.
Always a concern at first startup as to whether the carb. works or an ignition problem pops up. Getting the engine going and up to proper RPM for cam break in is so important. These days lifters are junk (unless N.O.S. from years ago) and the oil doesn't have the zinc additives today in them. I'm now a firm believer in roller cams on everything that they can be had for.
I think you're correct on today's flat tappet lifters. Also today's roller cams have to be bar stock and hardened, so you're correct, the way to go is roller cams and lifters.
I have heard a few very credible people say that roller lifters are the way to go. What I'm wondering though is if a manufacturer can't make a flat tappet lifter properly, why should I trust their roller lifter?
@@GearheadExplorer85 Flat tappets haven't been in new engines from car companies for decades now (going on 35-40 years) and there isn't as much call for replacements so there are few companies that make them. Most are outsourced chinesium junk no matter the brand. Yes there are problems with some rollers too. It appears that Ford is having problems with rollers and cams in their new 7.3 gas truck engines. Parts these days are a crap shoot thanks to the companies 'maximizing shareholder value'. Rolling friction is less than sliding friction, so roller cams are better. Zinc additives have to be put in the oil at each change for flat tappets because it isn't in the oil any more. No good solution if you have an oddball.
watched the whole video and i came to the conclusion this is well balanced engine that delivers at 5300 RPM a good transmission behind this monster would be a sweet ride.
Hey Nick, Check overhead camera footage and watch the butterfly plates on the secondaries on both carbs during the dyne pull and especially the passenger carb. It looks like they are opening and closing rapidly, never seen that before even on a max wedge engine ! ! !
Power drops by 20%+ in the space of 100rpm in the mid to high 5K range - Valve springs are toast, possibly even a few broken inners. Those backfires at the end could possibly be a few bent intakes from floating them that hard. I'd get a fresh set of springs on that thing, check valvestem height, and do a leakdown on all 8.
Good morning to you all I have been waiting for this one most people will scream Hemi. This motor was first and did a great job of stomping on most cars of the day. I wish that you had a original survivor running to work on! A great part of the natural order of the Chrysler product of the the early 60's and has been a great running legend of the times. God bless you and your family..
"Big Daddy"Don Garlits was a total Mopar dragracer. He has a 1962 413 Max Wedge Dodge in his FL museum that has the same manifold set up. The info Don has on the Storyboard is : "In 1962 dodge built about 25 of the Max - Wedge Dodges for drag racing. Don Garlits was fortunate enough to obtain one of these very fast vehicles through Frank Wylie at Dodge Public Relations. Don and his Wife Pat both drove the SSIA at the drags, which stood for Super Stock, Automatic transmission. The 727 Chrysler automatic was the first automatic transmission offered by the factory that could out perform the stick shift models."
Nick and George, get video !!! Missed yesterday..George ,man I love the way to do the openings crusing through the shop !!!! Excellent work George!!! The Wedge is a Beast !!!!! Love how Nick can R & R the distributor and set the engine timing in his sleep ...
I REALLY LOVE THAT HIGH SPEED DYNO HANG MONTAGE!!! THAT IS SO AWESOME!!! LOVE WATCHING YOU DO THAT [usually never shown] WORK OF HOOKING THE ENGINE INTO THE CRADLE FOR THE TEST!!! 🤩😃🤓👌✌🤘👍
Working with the MOPAR Master Sensei, Nick would be like walking on egg shells for me. I'd be too afraid to think or touch anything on my own for fear of being wrong. Anything I would be thinking or reaching for, he'd have already ran it through his mind about a dozen times. Would be best if I'd just sweep the shop or take out the garbage, stay in my lane. Be like that big guy hiding behind the door.
Not to toot my own horn. I knew that the distributor was the problem with the first back fire. Can sure tell it wasn't professionaly done. Nick will do it right.
Man, I kept talkn' to the screen..."swap that distributor!" Electrics are NOT my Forte, electronics, even MORE so. I've had the roll pin to the distributor drive gear shear off...making you "think" that it's jumped time. Glad you guys got it going👍
Me too...I know the relecutors from Mopar were sometimes machined a little off so I wasn't trusting that trick distributor. I'm building a 383 B Max Wedge with Stage 6 heads so this series has been fun
I'm thinking these guys learned a lot. I've been a shade tree mechanic myself. I even learned something. Was an informative vid!! Thanks Nick!! Been watching you for a few years now. Love it😉
Nick that motor sounds really good man George your better and better with videos. Cheyenne your the best helper for nick I have seen yet, please hang in there.
Γεια σου Νίκο Μαστορα της παλιάς σχολής! Keep up the good job mastroniko!!! I'm greek american and I'm simply in love with american muscle cars! My father had a dodge challenger in the 70's and he used to tell me story's! O theos na se ehei kala! Φιλιά από Ελλάδα!
Nick-
The carb. linkage fulcrum is 180 degrees turned around...Then you can operate the throttle normally.
We figured it after when we removed it later. It will be installed correctly on the car. Good point
I like that you show all the trouble shooting on some engines and not just the good ones on start up. You are the best Nick.
It isn't all sunshine and roses, in an old school speed shop!
@@NicksGarage there's no 'flowers' without rain‼️®️™️
I appreciate this also.
Wow, a Max Wedge on the Dyno!! I've been waiting for this one, you never know what will pop up on Nick's Garage. Here we go!!
Settle in with the cats and enjoy! This one was a lot of work.🔧❤️
Me too!! What a TREAT!
What's impressive is the torque band centered around the 4400 rpms mark. The manifold was designed to max out the torque around 4400, and that's where the torque is. Around 5500 the torque and power starts falling off , so maybe the engine needs a transmission with more than 3 gears for best efficiency.
@@NicksGarage The cats were doing what they do best, sleeping. Even the sound of the engine didn't wake them up. I really enjoyed the video, excellent job on the music, and editing George. I love watching Nick sorting out a problem on an engine, he just keeps on digging until he finds the problem. Now for more HP on the Max Wedge.
It sure is an art for Nick and like you Eugene I to enjoyed watching him work till he got it sorted and with the patients of a saint to.
Nick! My dad found out the same thing you found out, the twin 750's are to big. He had a set of afb's for a Pontiac. They are smaller cfm. Woke the 426 Max Wedge right up! Customer took the 63 Dodge to the strip,got the best time he ever had! He was a happy customer needless to say.
I sure enjoyed this dyno session, Nick. Brought back alot of memories for me. Thank you Nick! Thank you George!
Well Phil...nice story...but...This is not a 426 Max Wedge...It is in fact a 440....
@@mark006868 l know it's a 440. There isn't much difference. The fact remains the Max Wedge went faster with the the smaller carbs.
@@phillipcortel6330 In fact you have no way of knowing if '' the Max Wedge went faster with the the smaller carbs'' or if the bigger carbs were just not tuned properly....
How about winning races that weren't before.
@@phillipcortel6330 Some guys run two Holley 1050 CFM Dominator Carburetors....Go tell them to put smaller carbs to go faster....lolololololol....Now if you factor in that Nick has Trick Flow heads and an aftermarket cam in that 440 and is looking to make 600hp....smaller carbs just won't cut it...
In 1963, my neighbor purchased a used 1962 Dodge Dart 413 Max Wedge - 3 speed, and up to that point, it was the quickest accelerating car I had ever ridden in. We cruised 1st and 2nd street in San Jose every Friday night picking up street races. He never lost. It was completely stock, including the very heavy, cast iron up-swept exhaust manifolds. I think he paid $2500 for it.
Thanks for the memory.
Dang... Ive never seen anybody tune a high performance carbureted engine before. I'm truly jealous of the people who get to work with you and learn from ya, Nick. This channel is my absolute favorite car channel and I'm a SUBARU guy! Lol
Thanks Danny. We are glad you are part of the team.
Great name Danny sorry about you owning a Subaru but we all make bad choices now and then😂(Mitsubishi guy) I had Aussie valiants growing up not 440s but 265 sixes loads of fun with triple webbers 300+ fast enough and still my first car mighty mini with a massive 43hp 😂
And sorry nick great channel I’m qualified mechanic myself love mopars family favourite unable to work now due to illness so your videos remind me of the old days (pre computers) mopar or no car!
Subaru kicks azz. Mopar ain't chit
Mopar for people who love to go fast and win.nothing beats a Hemi.@@eddiespagetti8395
This is real life engine experience, not just showing the good, with great numbers, this it is not always "a piece of cake" as we should know in real life situations.I have no doubs the issues will be worked through
8:36 Well then he's gotta love the Mopar's because while they may not have always been the fastest, Chrysler Corp. ALWAYS had the coolest stuff. From Shaker to Air Grabber to Super Bee & Bird to the awesome high impact colors, the cool factor of Mopar's is untouchable in my opinion 👍
Actually we still rule AA Funny, & Top Fuel
From West Haven, CT.,we thank you for this video.
@@franklindreidsr518 I live in New Haven CT lol. Small world.
@jdmmike7225 , Nobody can win all of the time, unless only their type of machines are the ones competing... But Mopar had frequently come-up with innovative ideas, with relatively modest resources... Especially when Chrysler was the parent company... The contributions that so many companies made in several countries in WW2 to overcome the Nazi's and the Imperial Japanese military, was amazing... And a lot was learned from those contributions... This is probably what gave so many companies after WW2 a very strong background in engineering and innovation... Mopar, along with several other companies adopted so many manufacturing and design advantages, innovations, and experience, that were immediately applied to their civilian products... This greatly helped the economy, and product quality in the post WW2 era... So many countries were able to apply this experience to their civilian product markets for peaceful use... This included our former adversaries :Japan and Germany, of which both countries are now on good terms with their former adversaries during WW2... Mopar was one of several companies that grew after WW2...
Get rid of the unfair weight breaks and restrictor plates and Mopar was always the fastest.
This why I am a subscriber; the honesty in every episode .The engine has a problem not of Nicks making which at first is baffling. He then resolves the issue with relentless testing. Anyone who has ever worked on old school engines understands what Nick experienced. I learn something every episode.
Thank you!
@@NicksGarage Hi Nick
I was wondering if you knew whether or not the 426 Max wedge with 13.5 to 1 compression ran on pump gas of the day ? Do you know the minimum octane requirement for the compression ratio ?
You and I both !
Good job guys I'm installing a 440 wedge newly rebuilt I'm 35 yrs plus automotive u have been a great help withal the tips I gathered from you tomarrow I will break this engine in with ease the engine in a 1964 Plymouth fury thank you guys two thumbs up.
Right on!
Hey Everyone, love it when Nick has to troubleshoot. You can learn alot from Nick and he knows his stuff inside and out ...A Master Master Mechanic !!!!!! Old School !!!!
experience
LOVED the video, and LOVE Max Wedges. I'm sure someone has already pointed this out (a Max Wedge expert I'm sure) but I believe the throttle linkage is clocked 180 degrees off. The rods are hooked to the wrong carbs and the linkage needs to be spun around 180 degrees to the lever pulls instead of pushes. GREAT video, can't wait to see it run at full potential.
In 1964, a friends brother bought a brand new dodge, with the 426 Stage III Max Wedge, two door, post car, no radio, bench seat 4 speed, not sure of the rear end ratio, it had factory cast iron headers, that ran from the motor to just behind the seat location under the car, not a pretty car, but, I never saw it beaten. He street raced locally. A few years after he got it the Hemi came out with a lot of fanfare, they didn’t stand a chance, he annihilated every one of them. I believe the doors, hood, trunk lid, and bumpers were all aluminum. I have had many muscle cars myself, some new, some used, this car was impressive. I had a brand new 1969 Yenko Camaro, not to sure it would have beaten him, in 1970 I had a LS-6 SS Chevelle, I bought brand new, that might have given him a good run, it was actually faster than the Yenko. I haven’t seen him in many years, but the last I knew he still had that car, he moved to Florida, so we lost touch, he would be in his 80’s, so probably gone. Time moves along. LOL I really enjoy your channel, wish you were closer, I have a W-30 442 I just finished a restoration on, I’ve had it new since 1972, could use some help getting it sorted out, the motor was totally done, high compression now, balanced and blue printed, with everything in between done as well. To old to handle the finishing of it unfortunately. Looking forward to your next videos.
Thanks for doing such a great job on this channel. No annoyingly loud music and no quick shots to cover up the troubleshooting!! You do a great job of showing the real life sequences that a professional has to go through to put together a great product. Your channel is definitely different than most of the car guys channels and I think it is amazing
Dr. Nick, I very much liked this video, not everything go's easy on the dyno, we learn by doing, and NOT giving up, can not wait for the updates on the Max Wedge, cheers.
Didn't know "gamoto" was oh gosh... 😜
It's always a pleasure watching Nick's garage. All the best guys, have a great week from Melbourne Australia
I bet that he is correct and the Lord is always with Nick.
Thanks for showing us the "setting up" on the Dyno. So cool that back in the day, they did cool stuff like this in the factory on their engines. I love Mopars. Very interesting, educational and enjoyable. Looking forward to the next video. Best Regards to you both and good night.
Wow, this was fun watching for sure. Another pure American Muscle Jewel in the Crown 👑 for Nick. Thanks for taking us along. Great EDITTING.
Glad you enjoyed it
Always wanted to see how the engines were mounted on the dyno, thanks for filming it George. Love seeing the sorting out process, lots of learning moments in there.
Glad you enjoyed it.
Great episode Mr Nick, we all know you will sort it out. I think Shahyad is a keeper, he looks like he knows what he's doing. Keep up the great work guys, that includes you as well George. Cheers 🙂
You guys commented on a question I had (old hemi example). If you have a low compression engine, there is no reason to run high octane fuel. The very purpose of octane in the fuel is for slowing the fuel burn down....to avoid detonation. In theory, on a low compression engine, you can handle a faster burn and hence more horsepower. In other words, high octane on a low compression engine doesn't do any good. It actually hurts. But of course, on a high compression engine, yeah, run high octane to avoid detonation and get full pony. The fuel matches the compression to run best.
Max Wedge a very hard engine to tune but when you get it running right it is hellfire
Very easy to tune. Hemi's are easy but a Max or Ramcharger 413/426 is easier. Those rumors about the the wedge and Hemi over the years are totally false. I personally think the 6pack is the toughest tune from Mopar
Mentioning about the carburetor gaskets. The thicker gasket looks like a better choice because each barrel is sealed from each other. The thinner gasket doesn't seal each barrel individually. That's what I observed when you guys decided between the thinner and thicker gaskets. Thanks for the video!
Nick is a talker the sign of a great teacher
A Buddy had a max wedge shoe horned into a Dart/Swinger in high-school back in the late 90's. That car was a straight line killing machine ❤️ this was the days of coffee can mufflers on civics that sounded like a never ending refried-bean fart and that old Dodge took them all down 👇
Thaaat's what that sound was!
@@Orcinus1967 yes sir, unfortunately the smell still lingers to this day 🤢🤣
@@jordancoleman2402 And the Honda Civic coffee can demographic still insists that they are superior and that a Civic Type R will beat anything out there.
What an awesome motor. Way to push through that distributor trouble, keeping on it until it’s right. Best shop in the business.
The other thing guys, im not sure if your aware of is when you mess with two carbs on the initial idle screw set up you remove one idle throttle plate adjustment stop screw and use only one in which carb you choose of your liking but you will not screw it in to touch the stop until you rig your bell crank and primaries fully closed so they are synchronized mechanically precisely. Then screw that one idle screw in until it touches were you think it belongs on a the one carb you chose to install it in, turn it in and adjust the idle stop until you get which I would think would be around 1 and 1/2 turns in to open primaries for that initial idle start up which would be half what it would be on a single carb setup then your ready to do the rest of your hook up what ever you guys do to get to the end of your process because you guys did great getting to the end of the process I was with you all the way I anticipated the distributor the prob lem when nick was talking about not pointing in correct postion with the rotor after the initial setting of the distributor had changed. By the way the Idle stop screw that was left out, can go back in the carb now once your done tuning, screw it in until it touches the stop of the primaries with light pressure. Idles screws should always be at same exact location setting with primaries being same location in the bores.
And as always the "fine tuned ear👂of Nick's is right on as usual" fired right up instantly.
Welcome back to where you belong this is car heaven for you even though I miss you working on all my cars but it’s ok now we can flat bed them to Nicks Garage love you always your boy Tom P.
Giassou Tom.
What a terrific job putting this video together. It's very well done! Really enjoyed seeing you guys setting up this max wedge dyno session!
Thanks so much!
That’s the sound of old school mopar music too my ears great work guys
Great you have an assistant !!
Another fine movie from Kick's Garage.....An thanks to all of the staff who makes this possible👍
Thanks to you, Shoe.
That ear of Nick's is as good as any digital tools.
Good evening guys!!!! It can be SOOO frustrating sometimes when you know you’ve done everything right and STILL encounter problems: it could be really easy to lose patience, but Nick shows how EXPERIENCE keeps a level-headed approach in the most trying situation til the solution is found. Great work!!! I’m sure this engine is gonna THUMP once Nick and his assistant get everything ironed out. Can’t wait to see part 2: George, as always, FANTASTIC PRODUCTION SKILLS, SIR!!!!
I had an old block around the side of the house just for these kinds of problems. Whenever we'd get frustrated, we'd take a step back, take a few deep breaths, grab the 8-pound sledge, and give the old backyard a quick visit. It didn't necessarily "fix" anything, but it sure made us feel better.
I've got one of those engines in a 64 Dodge polara two-door hardtop. Probably my favorite car. Engine was originally put together we think by Dan Devork in in Waldo Florida. I think it's right north of Gainesville Florida.
I used to live right off of Waldo road in Gainesville on 73 rd Ave North East, Waldo is the town we all tried to avoid because it was such a speed trap,i think the main income for Waldo was speeding tickets
This engine in a '63 Savoy is my dream Mopar. Great video guys. Keep up the great work 🤘
Right on!
@@NicksGarage And I have to admit since I started watching your videos I have stolen Nick's catchphrase in "and we'll take it from there." I've been saying it in our shop for weeks lol.
A tale of two engines. The first was a small block. I was helping a friend with his small block rebuild when I could get free from work. The friend was pretty impatient and he liked things painted all nice. I left the build with the short block completed. When I came back the friend had his engine pretty well done. It was painted up so nice (this will be important.) Ok we got the engine reinstalled in the friends truck. The engine fired up immediately then died. I spent probably a hour cranking and testing things, trying to get it to fire up again. I ended up oiling up the cylinders through the spark plug holes. The engine fired up and ran nice. The friend drove away but came back. The engine developed what at times did and at times didn't sound like a rod knock. Finally this engine developed a real rod knock and had low oil pressure. The friend sold the truck to another friend. The second friend tore the engine down and discovered every bearing had been wiped out including the cam bearings, what the heck happened? Remember the start then no start condition followed by me oiling up the cylinders? Remember me saying the first friend liked everything real clean and painted up? Turns out the first friend decided to clean the old paint off the heads in the shop bead blaster. The first friend didn't wash the bead blast medium out of the heads. This bead blast medium sat in the ports till the start up then got into the cylinders. It washed the cylinders out then got into the oil. After about 1500miles this contaminated oil destroyed all the bearings. This was all over being impatient and wanting everything super clean and painted.
The second problem start up was a 351 Cleveland (with the big valves) This engine went through extensive cranking during initial startup due to getting the firing order wrong. This extensive cranking actually damaged 3 cam lobes.
Have you ever heard the sound a small block makes when running on a flat cam? They sound like boat motors, putt,putt. We called these cams "Mcdonalds cams as they were "ground round".
That noise is the beautiful sound of a solid lifters clacking away. I run solid cams in everything I possibly can including my 2003 zr2 blazer that is getting a solid roller vortec 350 with factory electronics and 5.3 decapped injectors instead of poppet valves
The blazer will be running any day
A friend from high school had a barracuda with a 440 max wedge in it. That thing was a beast.
Neat intake manifold design on the Max wedge. Left carb feeds right bank, and Right carb feeds left bank. Watched a video a while back from Herb McCandless describing this intake on his race HEMI.
Nick knows what to look for I can wait to see what it is. He is right about cranking and cranking it over and over.
Oh I could feel the tension. Had a 283 years ago fought me. It was a timing issue but can’t remember what. I was 16 years old and my first rebuild. Fun times
Can’t beat a Max Wedge baby👍 The sound of a symphony that an EV will never match.
What a beast of a motor, I love this channel, thanks for giving my wife Jacky a shout out the other night, it made her laugh, you are all incredible people.👍🇨🇦
Your welcome. Always a pleasure.
Hey Nick and Shahyad. Did you notice the secondary throttle plates fluttering wide open?
Perhaps a little tweaking of the linkages is needed to slam them open hard?
That trik distrib. looks nice. The screw in shaft extension would make it easy to fit to it to a B block too. Nice!
Can we Locktite and tighten the extension. Drill and roll pin it and give it a try?
Wondering too. At full advance where is the rotor referenced to on the dist. cap plug contacts?
Perhaps sacrificial cap and a few minutes with a Dremel to open a window? And see if we're not advancing off of the contacts?
Oh, Yeah. Haha. At 39:26, We ALL know that gamoto me' doesn't mean Oh, gosh.
Just like Ray Pousti and Ray Malaka aren't the guys at the local auto parts store. Love it!
I lived in Athens in the 70's. Got rather fluent with the local slang. Rode Deutz and Mercedes and Volvo tour busses to ACS in Halandri and the drivers would get into drag races from light to light with us all on them.
Kali spera kirios Nicos. Give it astodialo, re malaka!
Nassai Kala.
Those are secondary air valves that are fluttering, not the throttle plates...
@@BuzzLOLOL Hey Buzzy, Nikos. Those are AFB's and not AVS right? No secondary air valves. The secondary butterflies are fluttering where they should be slammed wide open. Take another look Buzz.
@@wellseverett5128 - You take a second look, choke flapper on top, air valves halfway down, 4 throttle plates all the way down...
Can we keep these two guys working together on other projects,the work ethic is excellent.
Loving the time lapse video of Nick assembling the engine on the dyno - I'm sure he actually works at that speed in real life!!
It sure seems like it sometimes!
Nick, that was a great video showing how you solved the starting problem. The possibility of excessive break-in wear on the cam is an interesting factor. Along the line I had the opportunity to field test a gas turbine engine in the North West Territories. It produced about 5000 hp and drove a gas compressor at a well head. I also had the opportunity to witness the performance of a gas turbine producing about 10,000 hp in a test cell in Ontario. One of the things that was carried out was lube oil testing to see the quantity of metal particulate after a certain period of run time. Though it may not be practical but it would be interesting to do an oil analysis before and after your engines are tested. A before and after oil analysis on this engine and the 440 with the super charged that pumped out 800 hp may have provided deeper insight into your testing. On another note, there were accelerometers on the gas turbines we tested to measure the rotating component vibration levels to monitor engine health. For your tests, your ear suffices for that task.
Speaking of gas turbine engines, Chysler developed a gas turbine powered car and made about 50 of them in 1963. I remember being excited seeing this car in the flesh at the Toronto Auto show in 1964. It was in the firefrost bronze colour on the Ghia-bodied coupe with black vinyl top and copper-orange leather interior. The engine produced 130 hp at 36, 000 rpm. Peak torque was 425 ft lb. The engine idled at 15,000 to 22,000 rpm and at top speed, the turbine maxed out at 60,000 rpm. Wouldn't it be a "gas" to test that engine on the Nick's Garage dynamometer? Wear your ear muffs!!
Thanks Nick for answering my question and showing how you move engines in and out. Easy in but lots of details...
Nick's Garage is where it's at I tip my hat Today is the day for the 440 Max Wedge Cross Ram and if anyone can build it Nick can You won't find any like this for sale and if you do they won't be built to this level of detail Engines like this you keep they're not for resale Nick is strapping her in and Shiad is on the carbs before the party can begin He tops up the dyno tank On Nick's Garage every Monday you can bank It's a complicated throttle mechanism that's the cross ram realism Once they've done the plumbing it's time to get it running Nick is determined not to wipe out the brand new cam to follow his tried and tested break in plan Nick has got the experience to get this Max Wedge to the finish line It's very frustrating it doesn't fire first time Nick and Shiad are the detectives at the scene of the crime The source of the problem they're intent to correct On this case in their face the distributor was the unusual suspect Nick has naturally got the perfect replacent object he's an expert on the subject It's Nick's Garage every Monday that I select Thanks Nick Respect Shiad Word George
My favorite engine of all time. Attitude to spare with Max Wedges.
You have great taste, Brian.
Good to see a Mustang guy in your shop. A little variety never hurts.
Why not.. All good.
It is perverse seeing carburetors sideways on a v8. Until you think about it, and how the cross ram works with one carb feeding the opposite bank. You got the primaries clear to the outside for longer paths and low-end torque, the secondaries to the inside for high-rpm. It's just beautiful. Those nerdy engineers going against tradition or norm to do what was right....cool.
👍Showing the good w/ the bad. Figuring it out on a dyno….gotta be the best of times. Love the video. Best to ya Sir Nick.
Thanks Major! 👍
If the engine had been in a car, they would have probably never found the problem, Another diagnostic tool is the video camera just above the carbs. Tough to diagnose a carb problem without one. I can recall several problems Nick had with carbs, and just watching one on a dyno test was the solution. Dyno test before installation is definitely the way to go.
Thank you Nick and company!
Nick, sorry to hear you're having so much trouble with this engine. I also like how you stay cool and level headed when this get bad. But if there is one thing I know you will get it figured out because you're the best and you know MOPAR engines. Take care Nick
George, that camera took some heat, I hope its not smoked ! Well done men. Good job, looking forward to see the results after a re shim
Hi Nick, Shahyad & George I'm sure you will get it sorted and hopefully we will see the numbers you are expecting Nick and with the manifolds too. That Max Wedge does look nice or detailed though.
Thanks 👍
Re -the talk about the low compression Hemi engine making more power with 87 octane gas. >>>- lower octane gas always has more energy, as high octane just acts as a buffer to prevent detonation. If an engine isn't high compression- ie: adding octane is not only a waste, it will make the motor lose power and get less MPG's.....alot of people don't realize that.
I used an ISKY solid roller on my MW with bushed ISKY EZ-Roller lifters. Not cheap but it is bullet proof. The cam is a 570RR. A MW needs a solid, sounds good through the exhaust but whatever floats your boat. Good video!
You guys! I absolutely love your content ! The trouble shooting and finding parts and the filming!
Your shop helper Shahyad looks to be top notch!
He is a good man.👍🔧
Nick knows his stuff on these Mopars
I like Shayad! He's completely in tune. An excellent fit for your garage, Nick!
Good practice for setting up the 413 long ram with similar dual 4 barrel carbs and linkage.
Really should have set the Dwell on that New Distributor, it makes a lot more difference in overall performance than most think it does. Oh but still She really sounds soooooo BEAUTIFUL Nick and new Guy. Congratulations on a job done Right. Salute.
Happiness is Always Vertex!!! You really never have a problem with spark there!!!
Nick, that paint job on the Max Wedge looks like one big drop of paint. I can't imagine how much time you put into grinding, sanding, and filling to get it that slick!
All credit to Jim, the owner. He painted the intake before he brought it in.
Looks like PPG base coat/ clear coat.
After about 4 months of heat cycles it'll be less glossy
Then it'll look like a really nice fresh from the factory original engine. And it'll stay nice for a long, long time. A friend of mine restored a 69 Z28 about 10 yrs ago. He painted his engine like that and it still looks good. It's the same paint that somebody might use to paint their car with. It holds up against heat surprisingly well.
Very flexible too. Excellent for painting plastic bumpers and such.
Thank you for sharing your knowledge! We stopped in 5 years ago before flying back to Saskatchewan. Well I'll be back in April hope to stop by again for a visit if that's ok. Take Care
Your new helper fits .
Keep him .
Serves you well.
I put that electronic pickup in my distributor , on my Pontiac 400 engine back in 1980. The electronics were really awesome and that motor of mine ran so very well. I worked with a bunch of racers and they recommended that set up to me. They used them on cars that raced up Pikes Peak in Colorado.
i notice a superior paint job on this engine! Beautiful!!
Always a concern at first startup as to whether the carb. works or an ignition problem pops up. Getting the engine going and up to proper RPM for cam break in is so important. These days lifters are junk (unless N.O.S. from years ago) and the oil doesn't have the zinc additives today in them. I'm now a firm believer in roller cams on everything that they can be had for.
You put your finger right on it.
I think you're correct on today's flat tappet lifters. Also today's roller cams have to be bar stock and hardened, so you're correct, the way to go is roller cams and lifters.
I have heard a few very credible people say that roller lifters are the way to go. What I'm wondering though is if a manufacturer can't make a flat tappet lifter properly, why should I trust their roller lifter?
@@GearheadExplorer85 Flat tappets haven't been in new engines from car companies for decades now (going on 35-40 years) and there isn't as much call for replacements so there are few companies that make them. Most are outsourced chinesium junk no matter the brand. Yes there are problems with some rollers too. It appears that Ford is having problems with rollers and cams in their new 7.3 gas truck engines. Parts these days are a crap shoot thanks to the companies 'maximizing shareholder value'. Rolling friction is less than sliding friction, so roller cams are better. Zinc additives have to be put in the oil at each change for flat tappets because it isn't in the oil any more. No good solution if you have an oddball.
Ole Nick looks like a surgeon in his operating room! Cool episode
You've got a good one there in Shahyad. Great feedback and thinking. Doesn't have to be asked twice. Onya mate. Watching from West Australia
Thank you Nick. I just said earlier today, You cannot beat a big block sound. Love it.
watched the whole video and i came to the conclusion this is well balanced engine that delivers at 5300 RPM a good transmission behind this monster would be a sweet ride.
Hey Nick, Check overhead camera footage and watch the butterfly plates on the secondaries on both carbs during the dyne pull and especially the passenger carb. It looks like they are opening and closing rapidly, never seen that before even on a max wedge engine ! ! !
I seen that. 1500 CFM. Too much.
Those are secondary air valves that are fluttering, not the throttle plates...
"I cut my finger..." Nick says, Be careful man! I love this guy!!!!
This is the only channel. I can watch a video this long and Not fast forward.
Thanks!
Wow! Max Wedge + Dyno = Max Entertainment! Thx!
Power drops by 20%+ in the space of 100rpm in the mid to high 5K range - Valve springs are toast, possibly even a few broken inners. Those backfires at the end could possibly be a few bent intakes from floating them that hard. I'd get a fresh set of springs on that thing, check valvestem height, and do a leakdown on all 8.
Light aluminum heads but heavy iron rockers and heavy long adjuster screws... valve springs are prolly new...
Look at those glistening Carter AFBs! Best four barrel made. That Max Wedge is spooling up some respectable power.
Good morning to you all I have been waiting for this one most people will scream Hemi. This motor was first and did a great job of stomping on most cars of the day. I wish that you had a original survivor running to work on! A great part of the natural order of the Chrysler product of the the early 60's and has been a great running legend of the times. God bless you and your family..
"Big Daddy"Don Garlits was a total Mopar dragracer. He has a 1962 413 Max Wedge Dodge in his FL museum that has the same manifold set up. The info Don has on the Storyboard is :
"In 1962 dodge built about 25 of the Max - Wedge Dodges for drag racing. Don Garlits was fortunate enough to obtain one of these very fast vehicles through Frank Wylie at Dodge Public Relations. Don and his Wife Pat both drove the SSIA at the drags, which stood for Super Stock, Automatic transmission. The 727 Chrysler automatic was the first automatic transmission offered by the factory that could out perform the stick shift models."
Nick and George, get video !!! Missed yesterday..George ,man I love the way to do the openings crusing through the shop !!!! Excellent work George!!! The Wedge is a Beast !!!!! Love how Nick can R & R the distributor and set the engine timing in his sleep ...
Thanks 👍
I REALLY LOVE THAT HIGH SPEED DYNO HANG MONTAGE!!!
THAT IS SO AWESOME!!!
LOVE WATCHING YOU DO THAT [usually never shown] WORK OF HOOKING THE ENGINE INTO THE CRADLE FOR THE TEST!!!
🤩😃🤓👌✌🤘👍
Working with the MOPAR Master Sensei, Nick would be like walking on egg shells for me. I'd be too afraid to think or touch anything on my own for fear of being wrong. Anything I would be thinking or reaching for, he'd have already ran it through his mind about a dozen times. Would be best if I'd just sweep the shop or take out the garbage, stay in my lane. Be like that big guy hiding behind the door.
You can still learn a lot that way!
Not to toot my own horn. I knew that the distributor was the problem with the first back fire. Can sure tell it wasn't professionaly done. Nick will do it right.
Man, I kept talkn' to the screen..."swap that distributor!"
Electrics are NOT my Forte, electronics, even MORE so.
I've had the roll pin to the distributor drive gear shear off...making you "think" that it's jumped time.
Glad you guys got it going👍
Good call.
Me too...I know the relecutors from Mopar were sometimes machined a little off so I wasn't trusting that trick distributor. I'm building a 383 B Max Wedge with Stage 6 heads so this series has been fun
Kinda cool to see how an engine is set up on the dyno
I'm thinking these guys learned a lot. I've been a shade tree mechanic myself. I even learned something. Was an informative vid!! Thanks Nick!! Been watching you for a few years now. Love it😉
Nick that motor sounds really good man George your better and better with videos. Cheyenne your the best helper for nick I have seen yet, please hang in there.
Wow, thanks!
I lived across from Christler's Chief Engineer. He told me with cross flow induction they could get 700 Hp from these engines.
fantastic production, George!
Many thanks!
its `Awesome Monday` time, thanks Nick and crew
Thanks Newf! You rock.
You got a lot of patience Nick ! Cool looking engine !!
Thanks 👍
Γεια σου Νίκο Μαστορα της παλιάς σχολής!
Keep up the good job mastroniko!!!
I'm greek american and I'm simply in love with american muscle cars!
My father had a dodge challenger in the 70's and he used to tell me story's!
O theos na se ehei kala! Φιλιά από Ελλάδα!