I searched daily for the new Car Craft magazine (and any of several others) in the BX. It was like Christmas when the new issues showed up. However, I just submitted my request for a two-year subscription to Car Craft today. Thanks.
Captain Chuck Chalk
Thanks for the letter, Captain, and we'll keep reminding everyone to remember all our troops serving our country in Iraq, Afghanistan, and around the world doing their best in a tough situation. Good luck with the Pontiac-sounds like a fun ride. We've got an idea-your J-STAR aircraft would be perfect for plotting the exact location of all highway patrol cars so we'd know when to set up for a high-speed test blast down the freeway. Any chance you could dial us in?
Here are some pictures of me having some fun with my '79 'Bird my dad and I built over the past couple years. It has the original 301 with freshened heads, a Speed-Pro cam, and true 211/44 duals with emptied cats. It's as much as this 16-year-old needs. This was just after my dad and I finished installing the new 10-bolt posi unit we found at a swap meet. The 3.73s and B&M line lock almost make burnouts a requirement of driving this car. (Proved by the already bald set of brand-new Goodyears in my shed. Sorry, Mom.) Plans for the resurrection of a 355 equipped with double-hump heads, a cam with 300 degrees of duration and 0.500-inch lift, and a Victor Jr. with a TH700-R4 are in the works, as soon as I pull that 80 percent average at school.
Young Car Crafter
I am 15 years old and I am the only person in my auto tech class who enjoys car crafting and musclecars. Most kids will argue that it is cheaper to build an import rather than an American car, but that is not the case. While the car itself might be cheaper, you still have to buy a lot of import parts to get the performance up to American levels. For example, I have a '96 Eldorado that I bought for a low $2,300. The car has 300 hp and will run about a 14.9 in the quarter-mile, and it is completely stock. An import may cost a little less at first, but it won't have 300 hp. I like the fact that big cars are coming back in style because they have a good performance base to start from. Almost all of them weigh at least 4,000 pounds, so they have to have strong-pulling big-blocks. So all of these import lovers can just quit trying to convince me to get an import.
Go With the Flow
I don't understand why you guys are always comparing apples to oranges. In the Mopar Pro Flow article in the Dec. '04 issue, you did a comparison between a dual-plane-carb setup and a single-plane-injection setup. Why the heck didn't you just bolt a carb to a Victor Jr. or even the single-plane injection manifold and do a few pulls? That would have been an accurate comparison between dry-flow injection and wet-flow carburetion, and it might have actually been relevant to someone who wants to know the difference between the two systems.
East Hanover, NJ
The answer is driveability, gas mileage, and throttle response-all of which are characteristics of a small carburetor and a dual-plane manifold. The point here is the Pro-Flow system delivers all of this while also generating single-plane numbers up high. What the numbers can't tell you is that, in general, a single-plane intake makes better power at high rpm with a tendency to make the vehicle less driveable down low. The whole experiment was to say that a Pro-Flow with a single-plane design can function like the dual-plane/carb combo we compared it to and still make upper rpm power. Combined with easy tuning controls and excellent fuel efficiency, the Pro-Flow is great for a mildly modified street/strip machine. It won't sacrifice driveability for good top-end power.