Monday mailbag

Q: My 1967 GTO has a 455 Pontiac powerplant with Edelbrock 87cc heads, .030 over Ross pistons, Total Seal rings, Eagle rods, a Crower cam (int./exh. duration 248°/252° @ .050″, […]

Q: I own a 1986 Ford Bronco 4×4 with a 302 V8, electronic fuel injection, and a C-6 automatic transmission. The body is banged up and rusted beyond repair. I […]

Q: The culprit is a 1989 GMC 1500 4×4 with a 350, automatic with overdrive, a 3.42 axle, and over 150,000 miles. It has recently developed a powerful thirst for […]

Q: I have a third-gen Chevy Camaro RS. I’d like to build a 350 for it that puts 400 horses on the ground, and I’d like for it to be […]

Q: I’m getting ready to build a 406 small-block to put into my Camaro. My question is about the use of block filler. I’ve read that if you fill the […]

Q: I’m finishing a build on a 1967 Ford Galaxie convertible. Here’s what I’ve got so far: a 1971 351W, bored .030 over, flat top pistons, stock 69cc heads and […]

Q: I have a Chevy Caprice with a 350 4-bolt main, a 292 Lunati cam with .480” of lift, and a high-rise intake with a 750 Holley carb. My heads […]

Q: I have a Mustang Foxbody that will get a 1970 460 big block. So far, the engine has been bored .030 over, has TRW 10.5:1 forged pistons, ported and […]

Q: I am in the process of rebuilding my small block Chevy and am looking for the formula to figure out the proper size carburetor. Do you know it? If […]

You’ve got questions. We’ve got answers. We work with the Summit Racing tech department to tackle your automotive-related conundrums. This week, we’re exploring why a 427 c.i.d. big block Chevy engine […]