HOW MUCH HP DID THE 1969 DZ302, THE 1965 365-HP L76 327 OR 1970 LT1 350 REALLY MAKE? WAS IT FAUX HP? 

He simply verified once again, what I learned as a 16y/o boy many years ago; If you want to win races and don't have all the money in the world, put your money in buying a big motor as opposed to building up a small block. However, very few things can warm my old heart like hearing the idle of double hump SBC heads on a 327 with a 108 General Kinetics or Crane(Blazer series) cam tickling the valves. Long live the small block.

The GM 302 was just a 327 with a 283 crankshaft. A "destroked" 327 basically, specifically produced for Trans am series road racing which was limited or restricted to 5.0 liters.

In the 80's I was 20 and built a .40 over 350 block with a 327 crank, milodon drive, windage tray, 11-1 Pistons all the good stuff heads etc with a Crane Custom Grind solid cam .575x.300 intake and exhaust (4deg retardef) triple valve springs, balanced, o-ringed, Weiand Tunnelram with 2 660 center squirterswith 50cc pumps and a direct port 225 Nitrous. 4000 stall manual 400, 5:13 posi. Lifted the front wheels on my 72 Chevelle. ahh the good old days. lol now im old

interesting to see that the three SBC's all made basically the same peak power. I'm an RPM lover and its cool to see how the 302 made basically the same power as the 350 but a full 1000 rpm higher.

Bore and stroke! Ain’t no joke! The side-by-side comparisons are super informative! Great video! Thanks!

Great test as always but what people some times forget we dont race dynos, in a car on a 1/4 mile track 350-3.73 / 327-4.10 / 302-4.56 the times would be too close to call. With the more rpm you can run more gear witch ups the engines torque to the wheels witch moves the car. Again great test as usual pls dont stop.

We know that the 30/30 cam in the 302 did not make enough low end torque to make an automatic transmission an option. Automatics were an option on the 1970 LT-1, but would that have been possible with the 30/30? Can't imagine wanting an automatic anyway. I loved my '69 Z/28.

So if the 302 chevy could get another 1000rpm it would be an absolute monster. I know for a fact that the 302 can definitely do 72-7500rpm and absolutely ruin big displacement motors and outrun them. Its a sewing machine. You can do it now but in 1969 that was a work of art

Number of years ago I built an original LT-1 for my 70 1/2 RS Z/28. It was a .030" over 350 that was highly built. Can't remember the exact comp cam but it was solid flat tappet with a ton of lift and all the duration, 12.5 to 1 Speed Pro pistons, the whole assembly lightened, ported 461 fuelie heads that were angle-milled .060", Victor Jr. intake, Carb Shop 920 CFM carb as well as a few other mod, 1.6 rockers, passive pan evacuation system, electric cooling fan, MSD ignition, etc. Then Madcap Racing dyno'd it with no accessories and open long tube headers. It made an astounding, altitude corrected 594 hp @ 7400 rpm and 502 lb/ft tq at 5800 rpm. 4 spd. 4:56 axle with hard as a rock TA radials, full 2.5" exhaust. At Bandimere's drag strip, no burnout allowed (5800 ft altitude) only mod was removing the air cleaner, 12.58 sec. @111 mph Here's a link to a short video. Plus a little street racing vs a VR4 with bigger turbos. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-LA64IGdbnSY.html

Chevy offered an automatic transmission behind the 370 hp 350 in the 70 Z28. This required a slight reduction in the exhaust duration. The added displacement and reduced duration worked well with the auto trans. No auto trans was offered with any other solid lifter small block, nor with the 350hp 327 hydraulic cam engine.

I’m a Mopar guy. But my favorite Chevy engine is the 302. My second favorite is the 327. You tested my two favorite Chevy engines. I noticed that the compression has a lot of influence on torque and hp. Early model 327 when good gas was available to have higher compression. 69 was a year that compression was still high due to good gas. As we know after 71 the octain fell off and so did compression. Then as octain levels raised so did compression. Then hp levels rose again. We have 10:1 and greater compression today and we have na engines making good hp again.

I saw a similar test between a Pontiac 400 and 455. The results were similar. When built the same both engines had about the same peak horsepower but the 455 had way more torque and at a lower RPM. The peak power on the 455 was also at a slightly less RPM. About 400 RPM's if I remember the test correctly.

One of the most valuable metrics in my opinion is dollars per horsepower. I feel like a winner having a 300 horsepower small block in my daily driver that I have a whopping 300 dollars tied up in to.

In 1992 General Motors introduced the LT1. The 1970 is an LT-1 completely different engines. . GM dropped the - in 1992. I still have the short block 11 1/2-1 (71 I believe was 10-1) I ordered in 1974 with the Dontove 30/30 cam. With the short block I ordered the 202 angle plug heads. The Chevy parts manager helped me order and set it up. I can't remember the lash setting 26 or 28 and if the intake/exhaust were the same or staggered. Made a big change in the performance. It's what he ran in his 1970 1/2 Camaro Z28. I think I found the project to motivate me to put this together. So what would this old dinosaur's power be?

Richard Holdener your making some great vidoes

I guess the old saying still stands! “ THERES NO REPLACEMENT FOR DISPLACEMENT”!! Great video keep them coming 👍🏻

If I could have any one it'd be the DZ for sure, small displacement V8s are my favorite

Thanks Rich for posting these cool and informative videos. I can tell you that this is one of my favorite channels because you do the comparisons and you're not afraid to build up an engine that everyone says is crap...and you actually make it perform like the bigger badder engines!

I had a 69 Camaro with a LT1 350 with the off road GM cam, other than a Edelbrock intake it was bone stock. It turned a rod bearing so I yanked it out of the car and replaced the crank as the rod was ok. Put the car all back together and it didn't have any power like it used to. So I thought I may have had the distributor in wrong. Nope not that at all. The crank I put in was a 327 crank!! No wonder it didn't have any power! It still had 110 lbs compression. So since this was my daily driver I just advanced the timing until it sounded better. Took it for a drive and no pinging sounds - more advance. I put a timing tape on and checked the timing - it was 55 degrees! So I then bought a MSD box for it and set it to 7000 cut out. Richard this was a ripper, with so low a compression it didn't take long to rev up that is why the MSD box. I drove it like that for another 2 years and thrashed it. It had a turbo 400 out of a 4 X 4 with a reverse valve body so it was really fun to drive. Our tuning tools back then was a timing light and a screw driver for jet changes. Keep those comparison videos coming.

We use to race dirt late models in NC in the 70's and you name it we tried it. Big block and small block both are great engines just to completely different animals. You lug a big block and turn a small block. But both will do the same thing and win races. We dropped a value on Friday night on a 427 and went to the shop and got a customers 327 that he left for over a year. Put the engine in the car at the shop and hooked everything up fon the way back to the track. Very interesting task. Had to change the car setup completely for the small block. Broke the track record in qualifying and won the race. It's just like females they all can do same things just a matter of taste.

Would have loved to see a 283 and a 383 stroker thrown in there as well. I mean we can totally predict the curves, but would have been cool to see.

That was awesome. I would also love to see maybe similar ones like 289, 302, 351w or mopar 318 vs 360 383 vs 440. Another good one would be ford FE 352, 360, 390, and 427. Or ford 385 block 370, 429 and 460. I know that these are just wish lists but neat idea.

Hillbilly lore has it that the original LT1 dyno mule (the motor used to claim the 370hp number) was actually fitted with the 30/30 cam, but the LT1 cam (obviously) is what actually ended up in the production motors. Thank you for these dyno tests! Having these combos dyno'd in factory form is a godsend for cheap shits like me who don't feel like shelling out the cash for aftermarket heads and roller cams and such. These factory combo's are cheap and easy to build reliably (Well... Maybe not the DZ302...). Your dyno graphs are going into the brain compartment for future shenanigans!

Great video! Dig on the old vs new school stuff, its amazing how far cylinder head design has come.

In regards to the SBC, we have to remember cars at that time were not getting any lighter, yet people wanted them to go faster. Easiest way there was to increase stroke to provide much welcomed torque to get the beast off the line. The 302 was developed for the race circuit, not stoplight warriors with production cars. In a factory weight street car, I’ll take the 350 (or a 383) 10 times out of 10.

great video! you could talk about fuel changes over the years, the watery alcohol over to rubber eating ethanol, and way back to the 60s making a 4 barrel sound off like a tuba in a concert hall.. but people get confused and even call a 305 a boat anchor to this day. Everyone thinks its about engine..."bigger the better". I am glad to be going on 50 years old, i watched 3 generations overlap. the big block is still not happy... they'd need a fuel all to themselves, and drag racers did that too.

Like to see the old small block's with vortec heads. Keeping everything else the same with simple spring and retainer to valveguide clearance upgrade and a comparable intake.

Clearly the LS engines have raised the bar for power production in a package that beats all the old small block engines but with a smooth idle, good drivability and fuel mileage. And this is just the low end of the LS spectrum. Just what GM was trying to achieve when they designed them. Good test.

Would be cool to see the overlay of the curves between the gen 1 SBC muscle car engines compared to the gen 3/4 LS truck engines. 4.8 vs dz302, 5.3 vs 327, 6.0 vs 350, 6.2 vs 383. Great video!

Would love to see a test with a 383 vs 377 with same heads and camshaft and 383 vs 400 to see what the extra bore of the 400 would have on power and torque

I am addicted to these presentations, just fantastic!

I'm not a Chevy guy by any means, but from many years of racing experience my choice will always by a small journal 327 with a high flowing cylinder head and lot's of compression. It has the best rod length to stroke ratio and the best bore to stroke ratio of all sbc's for high rpm HP.

You are doing a good thing with your comparisons. I taught performance engine machining and building along with dyno testing and tuning for 10 years, both engine and chassis dynos. We used an inertia chassis dyno, not the best but it worked good enough. It measured torque and calculated horse power and the time it took to get to our cut off speed was part of the HP calculation. We could always tell a high HP car by listening. Low HP cars took a long time to get to the speed figure. I have a video of a 4th generation Trans Am with a stroked LS and a 300hp nitrous system. It went from 55 to 120mph, in about 4 seconds with lots of tire smoke. This was a street car and I named the video Neck Snapping Acceleration

I believe the reason for the milder cam on the LT-1 was so they could pair it with an automatic transmission and still keep it streetable.

Hot Rod did a 350 build called the 350 Chevy should have built a few years back, I think it was a 400 crank/350 block with longer ford 300 rods the results were interesting worth checking out

before i watch I want to say, this is a great video. These are questions in my head before you put it on video. I am building a 98 inch 1959 HD with the longest stroke you can put in 1959 cases. This gives me hope i made the right choice.

Thank you so much ! You explained these motors very plainly where anyone could understand ! You have alot of excellent knowledge ! Thank you and i' ll be looking for more of your videos !

I've ran 288, 331, 355, 377, 400, and I think my favorite was the 355. I haven't ventured into the LS game yet. I'm rather old school.

Would've liked to have seen a 383-stroker (350) compared to the first 3 engines. I think 383-strokers are available as crate engines.

That is actually my era. I lived a mile from Fremont drag strip. I couldn't afford any of those cars with those engines but I rode in/raced all of em. First the 302.. My buddy just got back from a stint in the unpleasantness in south east asia. He had some money so off to Central Chevrolet he went for a brand new 69 Z 28 The car was an absolute beast... I remember the salesman saying something about 'off road only" In the trunk of that car was a cross ram 2 four setup and an in the box 'off road' cam. When I was in high school my dads buddy came to the house with a brand new vette ... it had the injected 327 and against my dads advise the guy let me drive it to get them some beer or something. That car was also very fast. Then... my best bud had a dad that was getting quite a collection of tri five Chevys including some nomads. He really did not care about Hp but he picked up a 56 Nomad somewhere. In primer... 4 speed And it sounded basd a$$ It had headers and... as it turned out... a crate 350 370 horse motor. But as we later found out... it had the 'off road' cam in it. We drove that car (which he just confiscated from pops) all over... Other than blowing rear ends it was relatively dependable and we actually never got beat in the thing. So this test is interesting to me since I thought all of em were pretty killer motors with much the same internals. years later I ended up putting a 302 Z28 clone motor in my 55 two seater Healey... Yeah... believe me I know.

What is this Super Chevy Showdown. Love those old magazines. I read those all the time before cell phones.

Nice job here. L-78 L-72 LS-6 BBC comparable internals also, bore change for 396 - 427 is the same as 283 to 302.

Once again you've done it another badass legendary video As I see it all these engines have the same specs overall the only difference will be the peak RPM point and the lower the RPM Peaks the higher the torque will be because also will be at a lower RPM these engines only flow about 605 CFMs......

Even though little guys with little engines like to say otherwise.........SIZE MATTERS!

I love your videos Richard. I watch all of them. I love the way that you control variables as much as is reasonable with all of your engine tests and share the raw data. Keep it up.

Thank you.. good info. i am building a 1970 camaro and was torn over DZ and LT1...

I was waiting to see that "old vs new" overlay on the Dyno graph.

When the bore is the same and you only change the stroke the horse power will be the same at the same piston speed just slightly more on the shorter stroke. It appears that all three classic engines are only running at about 3500 piston speed. Just imagine what those old engines will do at 6000 piston speed with the right intake heads and cam.

Be curious the numbers if these were dyno'd with exhaust manifolds Instead of headers 🤔

What about the 283? That engine is a legend in its own. That engine came in 2 ton trucks. It was a truly tough engine

Cool video 👍 I still like the old school v8's , years ago I started having a SBC 350 build , it's a a 4 bolt main 350 an 010 block and had a large journal 327 crank and 327 race rods , not sure what brand and .030 over 327 pistons , the machinest decked the block , so it has a positive deck hight , but after I got married , it has sat unfinished , but I'm looking forward to getting it done to put in my 72 Nova

Would love to see 4 different sbc engines compared that are configured 4 different ways built with the exact same compression, same heads and same cam to prove once and for all what is the best way to build a sbc 350. 1st engine would be a sbc 350 the way the General originally configured it. 2nd one would be from a sbc 400 block using a 327/307 3.25" stroke crank with long 6.25" rods. 3rd configuration would be from a 307 block using a 400 3.75" stroke crank. You can use sbc 400 5.565" factory rods with this one, with 4.0L Jeep pistons. Would have to be a factory 400 crank to be able to use the factory short 400 rods. And finally the 4th configuration would be with a 305 block with a 4.00" stroke crank. Would be 6.00" rods for that crank. To make it fair for the small bore engines, use sbc 305 Vortec heads on all 4 engines. To up the anty throw some boost in the mix as well to seewhich one responds better to boost. Possibly just swap the heads and cam to each engine to try to keep costs down a bit? The factory configuration 350 has a 1.638:1 rod ratio. Number 2 will have a 1.923:1 ratio, #3 will have a 1.484:1 ratio and finally Number 4 will have a 1.5:1 ratio. Possibly if you wanted to because the 3 and 4 ratios are very close, the number 3 ratio can be changed, dealers choice? But more expensive custom pistons would need to be made. A factory stroke sbc with 6.00" rods would give you a 1.724: 1 rod ratio to throw in the mix if you wanted to? This would be the ultimate bore vs stroke comparison of all times. And just for a bonus would also be the ultimate rod ratio comparison. This ultimate test would put to rest bore vs stroke which one makes more power forever. Also would put to rest what rod ratio works the best all in one video! 😲👍

I would like to talk to the engineers who designed the ls engines to find out how they figured out what bore and stroke to use you would think they would have used the same block and increase stroke again for the 6.0 but they went for bore and flow

Wow! Who knew that more displacement would yield more torque?

As an Australian Ford guy I still found this massively informative and interesting.

Magic in 3.25 stroke on oval tracks, a 327 with 450 hp will out run a 350 500hp engine, every time. Seen it over and over again, plus a 3.25 stroke vs 3.48 or 3.50 same cuin the 3.25 stroke will walk off and leave the longer stroke engine...seen it on the race tracks for 40 years. We don't race dyno charts we race on dirt tracks. I drove for years and a 3.25 inch motor is sweet, a 3 inch motor will give a 3.48 motor a run for it. These are full race motors with all the goodies in them.

That's the same thing with the Ford 289, 302, and 351w engines. They all have a 4-inch bore but increased the stroke. This is what most manufacturers did.

Thanks for all your testing information. Love it

I can explain the effect of bore and stroke a lot quicker... Had an MC SS, It came with a 305 like they all did. Installed a 224* cam and headers. It felt better, but not enough better. Pulled the 305, and installed a 355 with the same cam. Big difference at WOT, but felt about t he same at part throttle. Pulled the 355, and dropped in a long rod 406. Same cam and intake. Now we are getting somewhere! But like Ray Parker Jr, "I had to have just a little bit more". So, yanked the 406, and dropped in a 434. Had to go a little bigger on the cam, but still running the same factory intake, factory Quadrajet carburetor, same ported Z-28 iron heads, same stock mufflers and pipes. Pulled out on to the street to see how it would do, and it barbecued every clutch in the transmission in mere seconds. That is the effect of displacement. I've been hooked on it ever since.

I had a 67 Nova with a 327 and solid cam and lifters. 4 speed, 456 rear end slicks. Cousin had a 66 Nova with a tired 327 that he swapped out for a 302 out of a Z-28..the guy with the Z-28 wanted a 375 hp 396 Needless to say we had some great races.

In this one video you get a pretty inescapable explanation of "no replacement for displacement". Small wonder the 383 SBC is such a popular choice today. 400, 427 and even bigger small block strokes are available too but the price tag starts to get a little heftier. The 383 seems to be the sweet spot in the trade off for power on a reasonable budget. So what changed over the years that pushed the 327 and smaller engines to a place where only a numbers matching original gets a rebuild at this size. Better heads and roller cams. Richard is using the best of the day iron heads and a pretty stout factory cam for this comparison. Back then it was possible to do better but expensive porting and really wild flat lifter cams were required and for "racing only" that wasn't a problem but in a street car most people wanted something more reliable and longer lasting. Today big flow computer cut heads and roller cams can feed enough flow to larger displacement engines that it has changed everything vs what would have been done in the 1970s. Today a perfectly street ready reliable 383 SBC with 450-500HP and a big, fat broad torque curve won't cost an arm and leg and it's going to be a reliable package. In this you find the reason why it's so rare to see the smaller displacement engines as first choice today.

Good video. Would have been interested to see the fuel consumption numbers that matched the power curves. Curious to see if they match the curves or if one motor makes more use of its fuel.

I'm really glad you deviated from the ls motors for a while

Piston speed/cylinder wall resistance is the biggest difference what's crazy is connecting rods are all the same so that gives the 350 an advantage having longer rods . The rods on LS motors are even longer giving more of an advantage.

We love watching your real world vids.

Great comparisons. Would love to see the old engines ran with some good flowing aluminum heads.

So many people debate the idea of hp vs tq, I'll go for area under the curve any day of the week be it HP or torque.

Can you do oldsmobile engines gen 2? (330 350 403) and/or (400 425 455)

I've got a little 307 that makes big blocks work to keep up. Bored over, domed pistons, 327 crank, 350 double hump heads, 3 angle valve job, port and polish, 750 double pumper and a big old cam. Never had it dynoed but it pulls hard

My favorite video so far. Perfectly shows an engine is just a big air pump. More displacement = more air flow at lower RPM = more power at lower RPM. We can clearly see the old engines are limited by air flow through the head by how the curves all converge in the right side of the graph. Just like everything in life engine building is a trade off. Do you want lots of torque for pulling a load or driving around town? Build the largest displacement engine with the longest stroke for 2500-5500RPM power. Want a racing high RPM engine? Build the shortest stroke with a wide bore to keep the piston speed low and make that same power but at 5000-8000RPM. All comes down to how you want the engine behavior to be. In this vein there is something around a 377ci de-stroked 400 small block that is a strange beast. That would be a neat comparison to a 383 stroker. I wonder if you can put a 4.8L crank in a 6.0L block and turn it to 9000rpm. Hmm...

Is pretty interesting, the revs between peak torque and hp between the old and new engines. New engines all looked to be 1200 and the old engines more like 2000. Also the shift of torque peak compared to stroke length, the 5.3 and 6.0 with the same stroke made peak torque nearly exactly the same revs. As always thanks Richard for the great video!

the 302 is more fun - yes the bigger makes more usable power - but funwise a 302 with a manual gear is FUN

Great video! I was just searching for this yesterday. Now here it is. Your the man Richard! Thanks for your hard work and dedication. I know your having fun though.

Great work with all the info Richard. I wish you had material on the bluboker mustang program.

Always the stuff we wanna see. Keep it up good sir

I'm A FORD guy.. but the little 283 was my favorite.. it was a screamer

The 3 carbureted engines should be ran with 1 inch phenolic spacers under the carbs. For Duntov approval.

My dad had a custom crankshaft made for his 327, It had a 4x4 bore. I'm not sure what his thinking was. He had problems with the keyway and the end of the crankshaft getting damaged because of the supercharger. So this what he had made.

Loved it. I’d like to see a similar Ford compassion between 302, 331, 347 and 351, 408 and 427. Just a thought.

Would have liked a look at the graph of the old style motors vs the new style 302 over 4.8 327 over 5.3 so on overlapped to see the difference. but still a very educational video thank you

NA, no substitute for cubic inches. Thanks for all the great videos.

I've always thought the DZ302 is overhyped myself. It was too compromised just to meet a formula. I'd recommend a 3.25 stroke X 4.125 bore and 3.48 x 4.0 comparison. That would be interesting.

I would like to see difference with 302, 305, and 307. Different bore and stroke but similar displacement. I read arguments that the 307 makes a better HO motor than the 305 due to longer stroke but since Chevy never made a HO version 307 most over look building a 307

Great video and explanation of engine displacement and torque!!!!

The 327 had a camshaft with very old cam lobe design and an old, 1962 intake manifold and small 4 barrel. The 302 came with the same camshaft, but had a more modern intake manifold and larger 4 barrel. in 1968 two over the counter camshafts came out, sold for the 302, but fit any small block. One camshaft was the first design racing camshaft that called for new valve springs that were made of defective steel. The other camshaft was sold as an, "improved torque" camshaft. This camshaft has more modern cam lobes. The improved torque camshaft was sold over the counter for the over the counter 1969 LT-1 350, that was a parts engine that used the 302 intake, carb and improved torque camshaft with the base of the engine being the forged piston L46 350hp engine. The 1969 over the counter LT1 did not have the push rod guide plates the 1970 production LT1 engine had. The LT1 camshaft is smaller on paper than the older camshaft, but has more modern cam lobes. The 302 intake manifold and carb made the biggest difference in power.

It seems to me that the head design restricts the smaller engines ability to spin as high as needed to make better peak HP. You can see the 350 runs out of breath at like 5500, the 327 at 6200, and the 302 at 6700. It's about proportional to the added volume they are trying to flow. the larger engines making more torque is a given.

These videos are addicting, so much cool info, thanks for posting and keep it going!

Excellent video

It would be interesting to see a pure bore vs stroke comparison with similar displacement. You can build a classic 383 small block with the 4.030 bore and 3.75 stroke. To compare, you can build a 380 small block with a 4.125 bore and 3.500 stroke. That would keep the change in displacement out of the equation.

Another home run! Thanks Richard!

Learned head flow is a determining factor to hp. And cubic inches and head flow design work together to provide the best low end power and and over all performance.

Thank u for all your hard work

GM used a milder cam in the 70 LT1, because they wanted to offer it with an automatic transmission, which was not available in 1st gen Z28's

Love it man keep the uploads coming

Amazing how much such a small change in stroke like a 1/4 of an Inch makes in torque numbers down low

I have a 1970 Camaro z-28 355 LT1 with matched and polished exhaust ports and intake matched and de-flashed intake runners. Manley pro-flo valves, forged Speed-Pro domes and an old lopey Crane cam. I forget the number. It will pull all the way to 63-500 which is where I shift it. It's over 355HP easy, but I do understand these are bone stock components. I can gap my buddy's 302DZ by a couple cars and pulling. Great information though.

Would love to see a comparison between the different Mopar 340s. A regular 68-69 with a Carter AVS and X heads, a 71-72 with a Thermoquad and J heads and a 70 T/A or AAR with a 6 pack (slightly different block, not sure if heads are the same).

I think the reason 1/4" engines out run 1/2" engines on dirt tracks is usually you're turning around 5500 to 6500 in the middle of the corner the softer power curve on the shorter stroke helps the tires bite better and the chassis setup becomes less critical..

I would also like to see a 283, and a 383 added to the mix. I would also like to see all gen1's run with the same middle of the road camshaft and intake, and carb. I have yet to Build any LS motor, and the GEN1's look plain simple compared to the new stuff, which is very good stuff. After you supercharged the LS 4.8 to 600+hp, and 4.8 remans are dirt cheap compared to 6.0's, I would like a blown 4.8 just because,and really piss off people with my drive to the track, foot brake, drive home, s10 Blazer on 75 Monza. Reliability, and et repeatability, and budget friendly, are my motivation. good job!

There it is, this is great information. When I asked about the 383 this is what I was looking for. Your the man. Thank you