42:29 My friend, our company IT guy, sent you coffee and a Labrador flag. Dwayne absolutely loved your show. He was a quadriplegic most of his life after a hockey accident as a 16 year old. He was an exceptional individual who loved God and inspired many. He went to be with the Lord today after being admitted to the hospital a few days ago with chest infections. He was 58 years old. Again, he was an exceptional person. He loved your show, and was flattered you gave him mention and showed off his beloved Labrador flag. So much so he posted it on his Facebook wall. Thank you.
You know, people these days are reproducing just about everything, blocks, heads, intakes, and so forth. I'm surprised that nobody has taken it upon himself to make reproduction Max Wedge exhaust manifolds. So what if they would cost an extra $50 or $100 more than "normal" cast iron exhausts..?.. we get what we pay for, which are art forms for an engine compartment. Maybe this episode at Nick's Garage will inspire somebody to make a run of them. If the word was put out, somebody with a set of them would surely loan (or rent) them to be used as master molds "for the cause." Same for the cross ram intakes, there's got to be a market for them if they were available, and whoever made them up, nobody would object to paying extra for the jewel that these things are. HINT.. HINT... HINT. Are YOU the somebody who might do this.? I'm 78, living hand-to-mouth on Social Security, so its beyond my reach, but somebody's gotta be out there that won some lottery somewhere and has some extra coin for a project like this. Somebody just paid to work up some casting molds for the Dodge 270-315 gen one hemi heads from 1956 and had a small run of them cast and machined, which is about as small a niche as could be imagined.
Hey boys and girls, you don’t need vacuum advance when your engine is on the dyno because under load you never pull enough vacuum to make the vacuum advance work, but in you car you do need the vacuum advance to work it helps keep the plugs clean and burns all the fuel in the cylinders. Etc.
1968 I picked up the exhaust manifolds with 3 inch pipes coming down and back a short length with a flange and reduced to 2 1/2 inch and put them on a 383 in my 62 Dodge Polara 500. Just missed the brake booster but when I swapped in a 440 I had to lose the brake booster. They also burned through exhaust gaskets so I ran without them. It would make the ticking noise for a short time till they got hot and no noise. Painted them white, looked great. I paid $10 for the manifolds.
Who else but Nick would have a 426/440 Max Wedge on the Dyno? I KNEW this engine was going to be a torque monster and that's what you feel when you hit the go pedal! Excellent job, I am so impressed!
Nick, you are a Top Notch Genuine Guy! Your passion to keep these old pieces of MoPar history is second to none! That's why your fans want to help you out with finding old parts that you need and show their appreciation by sending you coffee, flags, artwork, you name it just because we are all part of the love of all Muscle Cars.
Sorry I'm late, but I'm in total agreement. It's so nice to feel the comradarie of all of our Canadian and American fellow motorheads! This is all just great. A visit to Montreal is a bucket list priority for me as I am getting older now. Guys with true passion like Nick Panaritis are a dying breed. I revisit my youth and passion for muscle cars every time I watch these videos and my respect for those who continue to keep it all alive is through the roof! Much respect and love from Pennsylvania
You can tell that Nick takes pride in all of his work when building these engines. If I was going to build a Mopar motor and have it built I would ship it to him in a heartbeat. You do a good job Nick coming from a Mopar guy only. Was raised around mopar's
Yeah man. Heya Scott. I grew up in New Zealand and we got Australian cars here and just a few Aussie built U.S. cars. We got Valiant cars some with the 318 v8's and they are real strong. Just a bit of work and they can't stop skidding the tires! Valiant's do mean burnouts!
My 63 Sport Fury aluminum head 426 max engine bolted to a TKO-600-5-speed with all factory manifolds gave me 23.4 mpgallon @ 80 mph @ 2000 rpm--and 16 .4 mpg @ 100 mph and 2300 rpm on a 165 mile trip to Don Gartlets show about 10 weeks ago--These Max Wedge and 426 Hemi engines are awsome bolted to the 5 and 6 speed stick trannys--Its a world of difference from the 727 and 4-speeds--NO CONTEST--loved the max wedge video--And I use the Comp cam 292 duration -535 lift cams with variable duration lifters in both my Max and Hemi engines and 3:23 sure grip gear. Thanks for your videos--hemidon
The Max Wedge on the Dyno part 2, I've been waiting for this since last Monday. I'm anxious to see the final HP results, between headers vs exhaust manifolds. Here we go!!!
@@NicksGarage The engine made some very nice numbers for a cruiser, and there is nothing like seeing a Max Wedge cross ram intake when you open the hood. Another excellent video George, awesome content, great music, and superb editing. 👍
Stop the video when Nick shows the dyno results. Chrysler set up the cross rams to produce peak torque at 4400 rpms. Note on the dyno sheets that the torque really comes on at 3800 rpms and stays in the clouds up to 5800 rpms. And it REALLY comes on in that range. More with headers, of course, but close with the cast manifolds. Chrysler said peak torque @ 4400, and this engine said @ 4300. Very wide, flat torque curve. If Chrysler had a 6 or 8-speed automatic trans at the time, they'd have had a world beater.
Nick just take so much pride in your work. A true master craftsman of Mopar engine building at work. He is like a heart surgeon at work. He studies it, analyzes it , and then makes the necessary adjustments. A master craftsman at work. Great job Nick.
Nick, it was worth the wait time. I must say impressive numbers; you said it, "should made 550 hp." You called it and made your goal in my eyes. Great job and a head scratcher with that distributer. On to the next one!
I just watched this video for the "4th" time. This time when he showed the dyno sheets (2:38), I looked at the brake specific fuel consumption, and noticed how the BSFC went way down at 3700 rpms and stayed down to 5900 (the lower the number, the better) Using less fuel to make better power equals greater efficiency. Really this engine has pretty good numbers throughout, but especially in the mid range with the intake manifold runners tuned for 4400 rpms. Chrysler got a really good spillover for 600 rpms lower, and especially for 1000 rpms above the design peak efficiency. For reference, carbureted, non computer controlled engines usually are in the .500+ BSFC range.
Good dyno test info...Really Impressive HP & Torque for a pump gas "Max Wedge" mild mannered, watered down "Street Version".... After All the Eye Candy attention getting "Max" racing externals as Max VC Sticker, High flow 320+ Cfm Max Heads, Factory Short Ram Intake & Carbs + Factory Ram exhaust manifolds, For whatever Reason the "Package" is castrated with such a Lame Wimpy Smooth idling (No Lope) Short Duration cam maxing out at 5400 revs ?? .....The '63--'64 Oem Factory .520" lift 320° (probably 265° at 0.050) Cam was Key to enabling the "Max" superior Wining HP curve to Beyond 6800 Rpm shift points & Trap speeds.....Considering it's only 3.75" stroke, that little 250° puke juice cam Is Really Short changing this engine's Dyno Test results by at least 1000 Rpm & Misrepresents to most folks Today what these nearly 60 year old engines Really did Totally Dominating the Early/Mid '60's Street & Strip scene.....
Those exhaust manifolds look like burns on my forearms waiting to happen. I think I would have to go with headers, even though Nick hates them. Very strong motor and I love the dual 4's even if they cost 25hp.
You Are 1000% Correct on That !! Chevy Knew how to put The Correct Long Duration solid lifter camshaft in the high compression 409 to Blow Everything (Except a Real Factory Max car) Away !!! ...... Except during the 1962--65 Max Wedge years, Chrysler Never put the proper Factory cam or compression ratio in Any of their Street cars.....Even the Factory tubed Street Hemi will get moped up by the HP 409 !!
@george, on the overhead camera, somehow muffle the mic with a piece of foam to reduce the distortion that comes from high decibels and frequencies that some of the engines produce, you'll be amazed how your sound in the dyno room will be !!
Chrysler knew what they were doing back then, cars were ..odd looking a bit early on but they became awesome.. grew up with Chrysler, dad worked in the Detroit hammer shop and he was the 3rd gen there .. I just couldn't see me doing that, and they had that whole bailout going so you couldn't buy a job there but I've been Mopar forever, another great job Nick!!
Nick, I was around when the super stock max wedges were tearing up the competition running in the 11 second range in the quarter mile. The engine that you have on the dyno is a glorified 440 with an original cross ram set up. The original carbs were 650 cfm but also ran with 750 cfm carbs. The stage 2 426 car with the 13.5 compression ratio and the original super stock heads with bigger valves put out 588 horsepower at 6100 on the dyno which I saw with my own eyes. So, The bottom line is that properly tuned the original Chrysler built engine nearly produced 600 horsepower. Nothing at that time came close. Even the Hellcats primarily run in the 11s, probably because most of the guys that own them don't know how to drive. Find an original 426 super stock car and put it on the dyno.
I have been a mechanic for 30 years in Australia and I have never seen a wedge manifold but I imagine that they were probably a bit fuel thirsty but I imagine they were efficient with fuel delivery.
Good I'll watch this till later when I go to the grocery store to get my dinner. Mind you I have to walk but it will be later and the store won't be so full of sneezing coughing people. But in the meantime I will happily pass the time away watching Nick working on this sweet engine. Man it sounds good!
@@NicksGarage Amen, I'm a BUICK GSX owner and share your love for American Muscle Cars. Love your work. Nick and his crew are awsome. Aloha . Brian Ortiz
Hi Nick, I would run the manifolds because you still get the power and torque but you will get longevity of the engine. Also your correct with that 4 barrel setup. This is where we need Maurice Petty, the King’s brother who was the Engine Builder and Engineer for that Great NASCAR team. He knows these engines like we know how to hold a cup of coffee and watch a Master Engine Builder tune a build. Great Videos Thank You 🙏
on my 1978 Mustang II King Cobra, I have essentially the equivilent of a 1993 Cobra 5.0 302, .030 over, so now 306, ported iron E57 heads, ported Explorer 5.0 intake (w/phenolic spacer), Crane's slightly warmer 2031 cam, 1.7 rockers, 24lb injectors. through a built T-5 makes 303hp. & 325tq through ported and extrude honesd, & Derakoted (in/out) MII V-8 cast iron manifolds. on the engine dynoe the stock 93 cobra shorties vs my ported Frankenstein Manifolds I am only giving up 9ft/lbs and 16hp above 5K. No header leak head aches, no header install headaches. no header noise iheadaches. amd its a great conversation piece. No fit issues around the T-5 conversion at all in the tiny MII trans tunnel. Last winter I had access to a full T-56 empty trans case, bellhousing etc. for a weekend, and my T-5 was out for the new Centerforce clutch. Even the gargantuan T-56 fits, no changes to my custom dual exhaust and x-pipe. now granted there are some OE cast iron manifolds that arent worth thee head ache. but my combo works well. never even considered spending the $600 for the Hooker Supercomps (+coating) and am never looking back. ~R.
Hi Nick,Shihad & George what an awesome video part two that Max Wedge looks as awesome as it sounds complete with aircleaners with great numbers that will only get better once jetted out so cant wait to hear final results. Hey Nick & team keep us here in New Zealand in your Mopar Prayers as we have gone into a State of National Emergency due to the weather we have been getting.
What a gorgeous piece of artwork! This is a wonderful community and some of the best content around. Looking forward to seeing that print in person at Motorama!
Robin! Awesome. I got emotional just looking at that wonderful piece of art. The effort you put into that is outstanding. Nick and his team are very lucky to have you as a fan.
A tip on sizing metering rod and jets is that the fuel flow is very nearly proportional to the open area. With metering rod carbs like the Carter/Edelbrocks and the Q-jets, the open area is the annulus (donut shape) between the OD of the Rod and the ID of the jet. However the change of area (and fuel flow) is NOT proportional to the diameter differences, it is proportional to the difference of the squares of the diameters. So increasing the jet diameter will result in more fuel flow than increasing the rod diameter the same amount. For the typical sizes of jets & metering rods the difference is about 10% more than might otherwise be expected, and will be more for the power (skinny) end of the rod than the cruise (fatter) middle-of-the-rod. For this reason I have found it more efficient to tune by jetting first to get close, and then fine-tune with metering rod changes.
Goooood evening guys!!!!! Nick, George, and all you guys with the garage, you are an automotive domain: every week, there’s something enlightening and enriching coming out of Nick’s garage!!!! That max wedge ROCKS: it’ll keep that ‘64 Plymouth moving quickly, I’m sure the owner will be pleased!!!! Keep up the excellence and great week y’all!!!! P.S. I’m gonna be sending my own contribution to the coffee shop soon!!! 😊
Nick, these exhaust manifolds will fit perfectly in your 440 Challenger. And notice how easily they fit on your dyno too. As for the intake, Chrysler said at the time the intake was built and tuned for 4400 rpms. Look at the torque values around the 4400 rpms range. Thats exactly where the torque starts going out of sight, from 3800 to 5800 rpms. That's more than 426 street hemi numbers. HP gets the glamour, but torque does the work. And just as an aside, that's the numbers your Chrysler 300J engine with the long cross ram intake will likely produce. Not the exact numbers, because you're going to use a smaller cam, but my prediction is the range of numbers, the torque curve will be the same, just a little lower on the specifics. Those short ram effect manifolds were said by Chrysler to be tuned for 4400 rpms max also.
Unfortunately the max wedge exhaust manifolds absolutely do not fit on E-bodies or B-bodies after 1965. The engines were moved rearward by 2.5-3" for the 1966 model year, and the E-body engine placement relative to the firewall/inner fenders is based on what became the '71 B-body. The fuselage B-bodies were originally planned for '70 MY introduction. A&A Transmissions was responsible for getting the original cross-ram intakes and the max wedge exhaust manifolds re-cast, and they are available from Mancini and others. The intakes have been made in two versions, to fit conventional port heads as well as the max wedge heads, but the exhaust castings are more-or-less identical to the originals. It would have been relatively easy to make molds/cores to cast the manifolds with an altered outlet flange and perhaps a little more upright, to fit the later cars. Of course this would be a lot of work for a tiny market.
Hi All many of you will know these rambling but for those who don't...Big Block MOPAR Lifters early and later early had a small radius pushrod seat with matching pushrod small ball What Max wedge came with. No Longer available and do not mix with the later parts There are reasons why Ma Mopar upgraded we ended up using 3/8 FORD size balls and balls or balls and cups balls and balls pushrods to do not hit the cups on the rockers but not with correct geometry either Rocker Adjusters original was a short distance from the ball to the threads, replacement have longer post Adjusting the later parts with lots of threads showing and they Will break go ahead and get the correct longer pushrods and adjust these with the ball as close to the rocker as you can Recommendation use AMC/Magnum lifters and hollow pushrods and oil those rocker adjusters through the pushrods Use the strongest pushrods you can fit even if you have to do some grinding on the heads and blueprint your shaft spacers It is IMPOSSI BLE to set geometry by adjusting the rockers (even on a sbc) If you are running a higher than stock lift cam, longer valves you need to set your geometry by adjusting your rocker shaft location. there are kits for this and not just shimming them up Proper geometry gives the most area under the cam curve and the least wear. It's what a quality cam grinder expects cheers
Mr. E. is a man of my flavour. I harvest cacao and sell it for fresh juice and roasting I also have managed a coffee farm as well. The pulp has a juice with a cross between vanilla and chocolate. The roasted bean has the oil and nut with the straight chocolate taste. Mix a scoop or to into your regular pot of coffee mix. It will make your coffee more refreshing on those cold days.
Sounds like the one my friend's Dad back in high school had we were lucky enough to get to take it out for a ride once in a while. Memory lane is a great thing.
Nick you sure are loved by your many viewers I too enjoy you shows. With all those Hemi's in your shop I have to confess I was whooped quite badly in 1970 on USMC base by a guy who drove a 1969 Hemi RR. He put my Chevelle to shame, when he popped the hood that was the first time a saw a Hemi motor.............true story! I never messed with that guy again he ruled the base all summer.
Wow, I was expecting it to get richer with the air cleaners installed, not the opposite. Thank you for including that in the test. Also keep in mind that any exhaust leaks around manifolds will effect o2 sensor readings as manifold leaks will pull in fresh air. I only mention that because I saw a puff of smoke come out of left side of engine when you started it earlier on in the video, and you pointed out the pinhole leaks in the right-side casting. Thank you for the great content!!!
I didn't learn of the brute pwr of the max wedge n cross ram 413 untill yrs later. In the 60's n 70's if you opened a hood to see those wide black or orange or chrome valve covers w/black plug hole in the center it was game OVER..... A Hemi !!!
@General Lao I have angle plug heads, my wife took my car to surprise me for my birthday and have headers installed, I believe they are Hooker off the shelf brand, I have to stand on my head to get a ratchet on a plug, I have to run shorty plugs just to get the boot on.😂
One of these summers I have got to make my way from Vancouver BC to Laval QC and visit this shop and hope to see a dyno pull cause Nick sure has a whole lot of fun testing engines!
Nick good things happen to good decent people! You are good man! So many people appreciate your work and enjoy your channel! We all look forward to it every week and we all can’t thank you enough. George your work is amazing what more can we say! Everyone who is involved in the work and production of these amazing episodes we thank you as well! Robin does amazing work!
Giasou Tim, Well said, I feel exactly the same couldn’t put it better myself. Did you get the email from Eugene with me, Samantha & your 2 signs ? Cheers From Melbourne, Australia. Louis Kats
Mid sixties slant six aircleaners were used by Mopar back in the day on the max wedge .I found a pair for mine in the wreckers on slant sixes in Valiants.
I can say the same on parts ,along with others . Got a bunch of 60s and 70s Pontiac parts put up and some factory gaskets ...an ol Muscle Car Pack Rat ...lolololol. Nick's Garage the best Muscle Car Channel on TH-cam!!!!!!!!!!!
Hey All , Nick ,George, and Krew ,love watching that Max Wedge goe through the paces on the dyno . Such a beautiful engine and what a sound !!!!! I go with the manifolds every time . Headers ain't worth the trouble for a street cruiser . GREAT SHOW !!!!!
@@russellweber3466 I get that Son ...but I have ran headers for years on my GTO , I GOT TIRED OF THE MAINTENANCE....Your talking to a 30 plus year professional mechanic who did it for a living and work on my own cars , 70 GTO , 68 Chevy , and my Dad's 66 Dodge Charger...I just got tired of messing with headers ...if you like them fine ...one other thing I ain't your son ...boy ...
What a great episode!!! The sound of that engine is gorgeous!!! What great quality work that is done to these cars & engines!!! And the mail at the end of the shows is a sign that the viewers , like me really appreciate this channel!!! Keep-up the good work Nick and crew!!! 👍
Nick, your show it the best on youtube. I have watched you since you have started. Don't miss any of the show's. I'm a 63 year old hard core chevy muscle car guy. The same era as you. Love the show it keeps getting better every show. Ps wish a chevy guy would learn for you then make there own show. Thank you
That was pretty cool. The 426 Max Wedge is maybe the most interesting engine of the early 60's. Hopefully an original high compression one comes into Nick's someday.
11:1 was the ratio for the standard engine, and it was rated as 415 HP. With the hi- comp optional version, it was a 13:5 ratio, and that's what was rated as 425 HP. Of course, both ratings were way low compared to actual output. I read a couple of articles at the time, that with the 13.5 compression engine, there was a sticker attached to the glove box door warning users NOT to run the engine at full throttle for more than 15 seconds at a time.
You are 1000% Correct on that !! .....If Nick ever get to dyno or Even take a "Ride" in a Real Factory Max Wedge car, He will real Quickly Forget all interest in the Factory tune "Street Hemi" cars !!! No comparison.....Any Factory Max Wedge car will Totally wipe a Factory tuned Hemi car off the road or strip !!
@@tomstrum6259 I posted a comment a couple weeks ago about a Stage lll Max Wedge on the street in my old town of St. Louis. You may have caught it, or not. Here's the story: I had a friend that had a 1963 1/2 Ford Galaxie with 427 and 4-spd. One night as we were cruising around in it, we pulled into a local burger doodle, "Steak 'n Shake, which was big in the midwest at the time. There was a tan Plymouth Savoy 4-dr post, and the kid had taken off the hubcaps and put a Sun dashboard tach on it. I mentioned to my friend that I felt sorry for him, his family only had a straight 6 "el cheapo" 4dr post sedan, and the kid had done what he could to make himself presentable to his friends. My friend pulled up next to the car, told the kid what I'd said and asked him to start up his "slant 6." Turns out the car had a Stage 3 Wedge and an aluminum front end. God almighty, the car was shaking, you couldn't think because of the loud exhaust, and so forth. Turns out, it was just the kid and his mom, she wanted a 4-dr Plymouth sedan, but he got her to let him pick which engine which was a Stage lll 426. Ordered car. She had to have a Torque-flite auto trans. Anyway, she was literally the little old lady from Pasadena, only in St. Louis. It was said she got to where she'd go hunting for Ford 427s and Chevy 409s, would give them a head start at the stoplight, then smoke them like a turkey on a rotisserie. I still remember from 59-60 years ago when the kid started up the engine. Nick and everybody would love the car, just have a suitcase with some spare underwear in the trunk.
How much compression does this wedge have? Your new (or should I say old) employee seems very intelligent, articulate, energetic and has a great attitude.
@@nickpanaritis4122 wow lower than I thought it would be.. Looks like cam has less than 9" of vacuum at idle...My 70 GS stage 1 (464 c.i.) has a Lunati cam 253/270 @ .050 on 110 lobe separation..it has about 9-10" at 1100 rpm..similar lift to your cam in the wedge..I have more comp. 13.4:1..over 620 ft lb torque..very strong street car..
That Mopar Art is fantastic, Nick attach it to the roll up door hinges in a frame so it will swing when the door goes up then be flat against when door is down, that way it will be easy to see and admired. good stuff Robin.
When I was a teenager a guy down the street bought a 65 Fury4 door sedan X detective squad at 426 Max wedge four barrel torque flight shoe grip radio delete carpet delete car was white had a 36 gallon gas tank yep and it was fast never saw another one and all the car shows ever went to in my whole life man that was a cool car have a great day
42:29 My friend, our company IT guy, sent you coffee and a Labrador flag. Dwayne absolutely loved your show. He was a quadriplegic most of his life after a hockey accident as a 16 year old. He was an exceptional individual who loved God and inspired many. He went to be with the Lord today after being admitted to the hospital a few days ago with chest infections. He was 58 years old. Again, he was an exceptional person. He loved your show, and was flattered you gave him mention and showed off his beloved Labrador flag. So much so he posted it on his Facebook wall.
Thank you.
A pair of those exhaust manifolds need to be on display at the Metropolitan Museum of Art
But who will donate them? :)
You know, people these days are reproducing just about everything, blocks, heads, intakes, and so forth. I'm surprised that nobody has taken it upon himself to make reproduction Max Wedge exhaust manifolds. So what if they would cost an extra $50 or $100 more than "normal" cast iron exhausts..?.. we get what we pay for, which are art forms for an engine compartment. Maybe this episode at Nick's Garage will inspire somebody to make a run of them. If the word was put out, somebody with a set of them would surely loan (or rent) them to be used as master molds "for the cause." Same for the cross ram intakes, there's got to be a market for them if they were available, and whoever made them up, nobody would object to paying extra for the jewel that these things are. HINT.. HINT... HINT. Are YOU the somebody who might do this.? I'm 78, living hand-to-mouth on Social Security, so its beyond my reach, but somebody's gotta be out there that won some lottery somewhere and has some extra coin for a project like this. Somebody just paid to work up some casting molds for the Dodge 270-315 gen one hemi heads from 1956 and had a small run of them cast and machined, which is about as small a niche as could be imagined.
@@bobkonradi1027 Mancini racing does an aluminum copy of the cross ram.
The Detroit Institute of Arts would be good .
They already are....
80 mph was up to Big Daddys show-and 100 mph was going home--less than 2 hours going home--what a great drive-love these cars
As a Ford employee, I gotta say that is one bad ass Mopar
Hey boys and girls, you don’t need vacuum advance when your engine is on the dyno because under load you never pull enough vacuum to make the vacuum advance work, but in you car you do need the vacuum advance to work it helps keep the plugs clean and burns all the fuel in the cylinders. Etc.
😂
1968 I picked up the exhaust manifolds with 3 inch pipes coming down and back a short length with a flange and reduced to 2 1/2 inch and put them on a 383 in my 62 Dodge Polara 500. Just missed the brake booster but when I swapped in a 440 I had to lose the brake booster. They also burned through exhaust gaskets so I ran without them. It would make the ticking noise for a short time till they got hot and no noise. Painted them white, looked great. I paid $10 for the manifolds.
Even without the dyno numbers, that's one damn impressive engine.
I really love hearing those big blocks roar. What a thrill.
Right on!
For it's time, one seriously impressive engine
Hot Rod engine from the factory. Gotta love it.
Who else but Nick would have a 426/440 Max Wedge on the Dyno? I KNEW this engine was going to be a torque monster and that's what you feel when you hit the go pedal! Excellent job, I am so impressed!
Nick really puts his heart and soul into his engines and cars.
I love it. It's not the set-up that makes the most power. It's the set-up that's "correct". It's rare. It's history. It's iconic beauty.
The Max Wedge Exhaust Manifolds were way ahead of their time!
This is a great video Nick!
Nick, you are a Top Notch Genuine Guy! Your passion to keep these old pieces of MoPar history is second to none! That's why your fans want to help you out with finding old parts that you need and show their appreciation by sending you coffee, flags, artwork, you name it just because we are all part of the love of all Muscle Cars.
Sorry I'm late, but I'm in total agreement. It's so nice to feel the comradarie of all of our Canadian and American fellow motorheads! This is all just great. A visit to Montreal is a bucket list priority for me as I am getting older now. Guys with true passion like Nick Panaritis are a dying breed. I revisit my youth and passion for muscle cars every time I watch these videos and my respect for those who continue to keep it all alive is through the roof! Much respect and love from Pennsylvania
You can tell that Nick takes pride in all of his work when building these engines. If I was going to build a Mopar motor and have it built I would ship it to him in a heartbeat. You do a good job Nick coming from a Mopar guy only. Was raised around mopar's
Thanks for your kind comment.
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Yeah man. Heya Scott. I grew up in New Zealand and we got Australian cars here and just a few Aussie built U.S. cars. We got Valiant cars some with the 318 v8's and they are real strong. Just a bit of work and they can't stop skidding the tires! Valiant's do mean burnouts!
My 63 Sport Fury aluminum head 426 max engine bolted to a TKO-600-5-speed with all factory manifolds gave me 23.4 mpgallon @ 80 mph @ 2000 rpm--and 16 .4 mpg @ 100 mph and 2300 rpm on a 165 mile trip to Don Gartlets show about 10 weeks ago--These Max Wedge and 426 Hemi engines are awsome bolted to the 5 and 6 speed stick trannys--Its a world of difference from the 727 and 4-speeds--NO CONTEST--loved the max wedge video--And I use the Comp cam 292 duration -535 lift cams with variable duration lifters in both my Max and Hemi engines and 3:23 sure grip gear. Thanks for your videos--hemidon
The Max Wedge on the Dyno part 2, I've been waiting for this since last Monday. I'm anxious to see the final HP results, between headers vs exhaust manifolds. Here we go!!!
Here we go, indeed! Another beast for the street. Thanks for watching, Eugene. 😊
@@NicksGarage The engine made some very nice numbers for a cruiser, and there is nothing like seeing a Max Wedge cross ram intake when you open the hood. Another excellent video George, awesome content, great music, and superb editing. 👍
Great Video! What an engine. Work of art and boy did it sound good! Another happy customer grinning ear to ear.
Stop the video when Nick shows the dyno results. Chrysler set up the cross rams to produce peak torque at 4400 rpms. Note on the dyno sheets that the torque really comes on at 3800 rpms and stays in the clouds up to 5800 rpms. And it REALLY comes on in that range. More with headers, of course, but close with the cast manifolds. Chrysler said peak torque @ 4400, and this engine said @ 4300. Very wide, flat torque curve. If Chrysler had a 6 or 8-speed automatic trans at the time, they'd have had a world beater.
Nick just take so much pride in your work. A true master craftsman of Mopar engine building at work. He is like a heart surgeon at work. He studies it, analyzes it , and then makes the necessary adjustments. A master craftsman at work. Great job Nick.
Dear,Nick ; I love the story about you sending someone in need an ign lock cylinder for free. A heartfelt gesture like that is so nice to see. ✌️
Nick, it was worth the wait time. I must say impressive numbers; you said it, "should made 550 hp." You called it and made your goal in my eyes. Great job and a head scratcher with that distributer. On to the next one!
Nick, your assistant seems like a really good guy. Awesome video.
I just watched this video for the "4th" time. This time when he showed the dyno sheets (2:38), I looked at the brake specific fuel consumption, and noticed how the BSFC went way down at 3700 rpms and stayed down to 5900 (the lower the number, the better) Using less fuel to make better power equals greater efficiency. Really this engine has pretty good numbers throughout, but especially in the mid range with the intake manifold runners tuned for 4400 rpms. Chrysler got a really good spillover for 600 rpms lower, and especially for 1000 rpms above the design peak efficiency. For reference, carbureted, non computer controlled engines usually are in the .500+ BSFC range.
This is one of your best shows . Running that motor over the last 2 episodes was MOPAR Heaven .👍🏻💯🇦🇺.
Not wrong there Coober Pedy south Australia 🌞
I'm glad your customer is opting for the exhaust manifolds. They just have "the look"!!!
I agree!!
This time I wholeheartedly agree with you-I was not aware wedge specific manifolds looked like that
That's crazy HP for mid 5K rpm! Outstanding Nick & crew!
Nick = NO OIL LEAKS
Good dyno test info...Really Impressive HP & Torque for a pump gas "Max Wedge" mild mannered, watered down "Street Version".... After All the Eye Candy attention getting "Max" racing externals as Max VC Sticker, High flow 320+ Cfm Max Heads, Factory Short Ram Intake & Carbs + Factory Ram exhaust manifolds, For whatever Reason the "Package" is castrated with such a Lame Wimpy Smooth idling (No Lope) Short Duration cam maxing out at 5400 revs ?? .....The '63--'64 Oem Factory .520" lift 320° (probably 265° at 0.050) Cam was Key to enabling the "Max" superior Wining HP curve to Beyond 6800 Rpm shift points & Trap speeds.....Considering it's only 3.75" stroke, that little 250° puke juice cam Is Really Short changing this engine's Dyno Test results by at least 1000 Rpm & Misrepresents to most folks Today what these nearly 60 year old engines Really did Totally Dominating the Early/Mid '60's Street & Strip scene.....
I love those old upswept iron manifolds. Like Nick,I prefer manifolds to headers.😊
Those exhaust manifolds look like burns on my forearms waiting to happen. I think I would have to go with headers, even though Nick hates them. Very strong motor and I love the dual 4's even if they cost 25hp.
Nick, I really enjoy how you and your crew turn these old Chrysler powerhouse engines into gold! Thank you!
Glad you like them!
Thank:s Nick, always great to see you in high spirits!
More to come!
409 killer back in the 60's. 13 1/2 to 1 compression on the 425HP version.
You Are 1000% Correct on That !! Chevy Knew how to put The Correct Long Duration solid lifter camshaft in the high compression 409 to Blow Everything (Except a Real Factory Max car) Away !!! ...... Except during the 1962--65 Max Wedge years, Chrysler Never put the proper Factory cam or compression ratio in Any of their Street cars.....Even the Factory tubed Street Hemi will get moped up by the HP 409 !!
@george, on the overhead camera, somehow muffle the mic with a piece of foam to reduce the distortion that comes from high decibels and frequencies that some of the engines produce, you'll be amazed how your sound in the dyno room will be !!
THE GASKET MAKES THE SEAL. Live it, love it.
Chrysler knew what they were doing back then, cars were ..odd looking a bit early on but they became awesome.. grew up with Chrysler, dad worked in the Detroit hammer shop and he was the 3rd gen there .. I just couldn't see me doing that, and they had that whole bailout going so you couldn't buy a job there but I've been Mopar forever, another great job Nick!!
Nick, I was around when the super stock max wedges were tearing up the competition running in the 11 second range in the quarter mile. The engine that you have on the dyno is a glorified 440 with an original cross ram set up. The original carbs were 650 cfm but also ran with 750 cfm carbs. The stage 2 426 car with the 13.5 compression ratio and the original super stock heads with bigger valves put out 588 horsepower at 6100 on the dyno which I saw with my own eyes. So, The bottom line is that properly tuned the original Chrysler built engine nearly produced 600 horsepower. Nothing at that time came close. Even the Hellcats primarily run in the 11s, probably because most of the guys that own them don't know how to drive. Find an original 426 super stock car and put it on the dyno.
Fantastic viewers here! Great stuff sent to Nick!
Yes they are!
Nick is the man should call him Mopar Nick the king of Mopars
Love the orange back ground. The hell wedge
Nick is great, he's like watching a mad scientist
I have been a mechanic for 30 years in Australia and I have never seen a wedge manifold but I imagine that they were probably a bit fuel thirsty but I imagine they were efficient with fuel delivery.
There is a few here in Adelaide,, both 413 with superlong runners and 426 with as we see. Letter cars and I thing two are owned by the same bloke.
Nick your knowledge is amazing. In the late'80's my grandpa and I ran a'66 440 satellite. Wish I had this channel available then. Thank you from Ohio
In the mid 70's I ran a hot 383 Satellite with a 4:10 Dana. What a fun car and time that was.
Always loved that'66 roof.
Good I'll watch this till later when I go to the grocery store to get my dinner. Mind you I have to walk but it will be later and the store won't be so full of sneezing coughing people.
But in the meantime I will happily pass the time away watching Nick working on this sweet engine.
Man it sounds good!
I’m not a mopar guy but I love this channel ! Nicks Knowledge is amazing …
I appreciate that!
@@NicksGarage Amen, I'm a BUICK GSX owner and share your love for American Muscle Cars. Love your work. Nick and his crew are awsome. Aloha . Brian Ortiz
hope you and the crew are doing well and having fun building engines
Hi Nick, I would run the manifolds because you still get the power and torque but you will get longevity of the engine. Also your correct with that 4 barrel setup. This is where we need Maurice Petty, the King’s brother who was the Engine Builder and Engineer for that Great NASCAR team. He knows these engines like we know how to hold a cup of coffee and watch a Master Engine Builder tune a build. Great Videos Thank You 🙏
Great to see Nick with experienced help. What a great engine.
on my 1978 Mustang II King Cobra, I have essentially the equivilent of a 1993 Cobra 5.0 302, .030 over, so now 306, ported iron E57 heads, ported Explorer 5.0 intake (w/phenolic spacer), Crane's slightly warmer 2031 cam, 1.7 rockers, 24lb injectors. through a built T-5 makes 303hp. & 325tq through ported and extrude honesd, & Derakoted (in/out) MII V-8 cast iron manifolds. on the engine dynoe the stock 93 cobra shorties vs my ported Frankenstein Manifolds I am only giving up 9ft/lbs and 16hp above 5K. No header leak head aches, no header install headaches. no header noise iheadaches. amd its a great conversation piece. No fit issues around the T-5 conversion at all in the tiny MII trans tunnel. Last winter I had access to a full T-56 empty trans case, bellhousing etc. for a weekend, and my T-5 was out for the new Centerforce clutch. Even the gargantuan T-56 fits, no changes to my custom dual exhaust and x-pipe. now granted there are some OE cast iron manifolds that arent worth thee head ache. but my combo works well. never even considered spending the $600 for the Hooker Supercomps (+coating) and am never looking back. ~R.
Hi Nick,Shihad & George what an awesome video part two that Max Wedge looks as awesome as it sounds complete with aircleaners with great numbers that will only get better once jetted out so cant wait to hear final results. Hey Nick & team keep us here in New Zealand in your Mopar Prayers as we have gone into a State of National Emergency due to the weather we have been getting.
Another great video Nick. Your passion for what you do really shows, that’s why we all love being part of the Nick’s Garage family. 👍🏻🇦🇺
Thanks 👍
I was blown away by Robin from New Brunswick's artwork.
Me Too.
DYNAMIC DUO! GREAT WORK GUYS!
Glad you enjoyed it!
What a gorgeous piece of artwork! This is a wonderful community and some of the best content around. Looking forward to seeing that print in person at Motorama!
Robin! Awesome. I got emotional just looking at that wonderful piece of art. The effort you put into that is outstanding. Nick and his team are very lucky to have you as a fan.
A tip on sizing metering rod and jets is that the fuel flow is very nearly proportional to the open area. With metering rod carbs like the Carter/Edelbrocks and the Q-jets, the open area is the annulus (donut shape) between the OD of the Rod and the ID of the jet. However the change of area (and fuel flow) is NOT proportional to the diameter differences, it is proportional to the difference of the squares of the diameters. So increasing the jet diameter will result in more fuel flow than increasing the rod diameter the same amount. For the typical sizes of jets & metering rods the difference is about 10% more than might otherwise be expected, and will be more for the power (skinny) end of the rod than the cruise (fatter) middle-of-the-rod. For this reason I have found it more efficient to tune by jetting first to get close, and then fine-tune with metering rod changes.
Exactly !
Goooood evening guys!!!!! Nick, George, and all you guys with the garage, you are an automotive domain: every week, there’s something enlightening and enriching coming out of Nick’s garage!!!! That max wedge ROCKS: it’ll keep that ‘64 Plymouth moving quickly, I’m sure the owner will be pleased!!!! Keep up the excellence and great week y’all!!!! P.S. I’m gonna be sending my own contribution to the coffee shop soon!!! 😊
Thanks Joel! You’re the best.
@@NicksGarage YOU ARE MORE THAN WELCOME 🤗
Those exhaust manifolds are super tough looking
Yes they are.
Nick, these exhaust manifolds will fit perfectly in your 440 Challenger. And notice how easily they fit on your dyno too. As for the intake, Chrysler said at the time the intake was built and tuned for 4400 rpms. Look at the torque values around the 4400 rpms range. Thats exactly where the torque starts going out of sight, from 3800 to 5800 rpms. That's more than 426 street hemi numbers. HP gets the glamour, but torque does the work. And just as an aside, that's the numbers your Chrysler 300J engine with the long cross ram intake will likely produce. Not the exact numbers, because you're going to use a smaller cam, but my prediction is the range of numbers, the torque curve will be the same, just a little lower on the specifics. Those short ram effect manifolds were said by Chrysler to be tuned for 4400 rpms max also.
Unfortunately the max wedge exhaust manifolds absolutely do not fit on E-bodies or B-bodies after 1965. The engines were moved rearward by 2.5-3" for the 1966 model year, and the E-body engine placement relative to the firewall/inner fenders is based on what became the '71 B-body. The fuselage B-bodies were originally planned for '70 MY introduction.
A&A Transmissions was responsible for getting the original cross-ram intakes and the max wedge exhaust manifolds re-cast, and they are available from Mancini and others. The intakes have been made in two versions, to fit conventional port heads as well as the max wedge heads, but the exhaust castings are more-or-less identical to the originals. It would have been relatively easy to make molds/cores to cast the manifolds with an altered outlet flange and perhaps a little more upright, to fit the later cars. Of course this would be a lot of work for a tiny market.
It's rpm, not rpms.
@@georgewetzel4380Whatever. I see you have plenty of spare time in your day
RPM, not RPMS
Hi All many of you will know these rambling but for those who don't...Big Block MOPAR
Lifters early and later early had a small radius pushrod seat with matching pushrod small ball
What Max wedge came with. No Longer available and do not mix with the later parts There are reasons why Ma Mopar upgraded we ended up using 3/8 FORD size balls and balls or balls and cups balls and balls pushrods to do not hit the cups on the rockers but not with correct geometry either
Rocker Adjusters original was a short distance from the ball to the threads, replacement have longer post
Adjusting the later parts with lots of threads showing and they Will break
go ahead and get the correct longer pushrods and adjust these with the ball as close to the rocker as you can
Recommendation use AMC/Magnum lifters and hollow pushrods and oil those rocker adjusters through the pushrods
Use the strongest pushrods you can fit even if you have to do some grinding on the heads and blueprint your shaft spacers
It is IMPOSSI BLE to set geometry by adjusting the rockers (even on a sbc) If you are running a higher than stock lift cam, longer valves you need to set your geometry by adjusting your rocker shaft location. there are kits for this and not just shimming them up Proper geometry gives the most area under the cam curve and the least wear. It's what a quality cam grinder expects cheers
Mr. E. is a man of my flavour. I harvest cacao and sell it for fresh juice and roasting I also have managed a coffee farm as well. The pulp has a juice with a cross between vanilla and chocolate. The roasted bean has the oil and nut with the straight chocolate taste.
Mix a scoop or to into your regular pot of coffee mix. It will make your coffee more refreshing on those cold days.
Ok, will try it. Thanks.
Sounds like the one my friend's Dad back in high school had we were lucky enough to get to take it out for a ride once in a while. Memory lane is a great thing.
Nice job guys, love those factory exhaust manifolds.
I waited all day for this and I wasn't disappointed.
Nick you sure are loved by your many viewers I too enjoy you shows. With all those Hemi's in your shop I have to confess I was whooped quite badly in 1970 on USMC base by a guy who drove a 1969 Hemi RR. He put my Chevelle to shame, when he popped the hood that was the first time a saw a Hemi motor.............true story! I never messed with that guy again he ruled the base all summer.
“ Here We Go” should be patented on this channel! Outstanding work on a piece of Chrysler history! 😊
Love that! We even printed it on a tee shirt for our store. 😄
Wow, I was expecting it to get richer with the air cleaners installed, not the opposite. Thank you for including that in the test. Also keep in mind that any exhaust leaks around manifolds will effect o2 sensor readings as manifold leaks will pull in fresh air. I only mention that because I saw a puff of smoke come out of left side of engine when you started it earlier on in the video, and you pointed out the pinhole leaks in the right-side casting. Thank you for the great content!!!
Are those vacuum secondaries? Maybe the filters restrict it so much they are not fully open?
I didn't learn of the brute pwr of the max wedge n cross ram 413 untill yrs later. In the 60's n 70's if you opened a hood to see those wide black or orange or chrome valve covers w/black plug hole in the center it was game OVER..... A Hemi !!!
This new guy is the best you had so far, is very good i like him, just saying...
Nick you created another masterpiece that thing is awesome
I would leave it as is,and when you open the hood to show someone,you can swell up like a tomcat,Awesome engine,And Thanks For Your Hard Work Nick.
Haha I like that swell up like a tomcat
You deserve all those gift because of your great show and intertainment you give us thank you
Nicks has convinced me to ditch my headers, my stock manifolds for my 67 Camaro are at the blasters now.
@General Lao I have angle plug heads, my wife took my car to surprise me for my birthday and have headers installed, I believe they are Hooker off the shelf brand, I have to stand on my head to get a ratchet on a plug, I have to run shorty plugs just to get the boot on.😂
One of these summers I have got to make my way from Vancouver BC to Laval QC and visit this shop and hope to see a dyno pull cause Nick sure has a whole lot of fun testing engines!
Please do!
She's is a Wedge Nick. Great job.
Nick good things happen to good decent people! You are good man! So many people appreciate your work and enjoy your channel! We all look forward to it every week and we all can’t thank you enough. George your work is amazing what more can we say! Everyone who is involved in the work and production of these amazing episodes we thank you as well! Robin does amazing work!
I appreciate that!
Giasou Tim,
Well said, I feel exactly the same couldn’t put it better myself.
Did you get the email from Eugene with me, Samantha & your 2 signs ?
Cheers
From Melbourne, Australia.
Louis Kats
Mid sixties slant six aircleaners were used by Mopar back in the day on the max wedge .I found a pair for mine in the wreckers on slant sixes in Valiants.
Mopar all the way . Thanks to Nick and his garage .
I can say the same on parts ,along with others . Got a bunch of 60s and 70s Pontiac parts put up and some factory gaskets ...an ol Muscle Car Pack Rat ...lolololol. Nick's Garage the best Muscle Car Channel on TH-cam!!!!!!!!!!!
Hey All , Nick ,George, and Krew ,love watching that Max Wedge goe through the paces on the dyno . Such a beautiful engine and what a sound !!!!! I go with the manifolds every time . Headers ain't worth the trouble for a street cruiser . GREAT SHOW !!!!!
Our pleasure!
Headers are no trouble on a vehicle driven on the street, there is this thing called maintenance son, I've put headers on a variety of vehicles.
@@russellweber3466 I get that Son ...but I have ran headers for years on my GTO , I GOT TIRED OF THE MAINTENANCE....Your talking to a 30 plus year professional mechanic who did it for a living and work on my own cars , 70 GTO , 68 Chevy , and my Dad's 66 Dodge Charger...I just got tired of messing with headers ...if you like them fine ...one other thing I ain't your son ...boy ...
What a great episode!!! The sound of that engine is gorgeous!!! What great quality work that is done to these cars & engines!!! And the mail at the end of the shows is a sign that the viewers , like me really appreciate this channel!!! Keep-up the good work Nick and crew!!! 👍
Glad you enjoyed it.
Nick, your show it the best on youtube. I have watched you since you have started. Don't miss any of the show's. I'm a 63 year old hard core chevy muscle car guy. The same era as you. Love the show it keeps getting better every show. Ps wish a chevy guy would learn for you then make there own show. Thank you
Wow, thanks!
The Max wedge setup is still awesome for a drag mill!
That was pretty cool.
The 426 Max Wedge is maybe the most interesting engine of the early 60's. Hopefully an original high compression one comes into Nick's someday.
11:1 was the ratio for the standard engine, and it was rated as 415 HP. With the hi- comp optional version, it was a 13:5 ratio, and that's what was rated as 425 HP. Of course, both ratings were way low compared to actual output. I read a couple of articles at the time, that with the 13.5 compression engine, there was a sticker attached to the glove box door warning users NOT to run the engine at full throttle for more than 15 seconds at a time.
@@bobkonradi1027 Nice info, thanks.
You are 1000% Correct on that !! .....If Nick ever get to dyno or Even take a "Ride" in a Real Factory Max Wedge car, He will real Quickly Forget all interest in the Factory tune "Street Hemi" cars !!! No comparison.....Any Factory Max Wedge car will Totally wipe a Factory tuned Hemi car off the road or strip !!
@@tomstrum6259 I posted a comment a couple weeks ago about a Stage lll Max Wedge on the street in my old town of St. Louis. You may have caught it, or not. Here's the story: I had a friend that had a 1963 1/2 Ford Galaxie with 427 and 4-spd. One night as we were cruising around in it, we pulled into a local burger doodle, "Steak 'n Shake, which was big in the midwest at the time. There was a tan Plymouth Savoy 4-dr post, and the kid had taken off the hubcaps and put a Sun dashboard tach on it. I mentioned to my friend that I felt sorry for him, his family only had a straight 6 "el cheapo" 4dr post sedan, and the kid had done what he could to make himself presentable to his friends. My friend pulled up next to the car, told the kid what I'd said and asked him to start up his "slant 6." Turns out the car had a Stage 3 Wedge and an aluminum front end. God almighty, the car was shaking, you couldn't think because of the loud exhaust, and so forth. Turns out, it was just the kid and his mom, she wanted a 4-dr Plymouth sedan, but he got her to let him pick which engine which was a Stage lll 426. Ordered car. She had to have a Torque-flite auto trans. Anyway, she was literally the little old lady from Pasadena, only in St. Louis. It was said she got to where she'd go hunting for Ford 427s and Chevy 409s, would give them a head start at the stoplight, then smoke them like a turkey on a rotisserie. I still remember from 59-60 years ago when the kid started up the engine. Nick and everybody would love the car, just have a suitcase with some spare underwear in the trunk.
@@bobkonradi1027 Cool story, thanks for sharing it.
How much compression does this wedge have? Your new (or should I say old) employee seems very intelligent, articulate, energetic and has a great attitude.
CR is 11.3
@@nickpanaritis4122 wow lower than I thought it would be.. Looks like cam has less than 9" of vacuum at idle...My 70 GS stage 1 (464 c.i.) has a Lunati cam 253/270 @ .050 on 110 lobe separation..it has about 9-10" at 1100 rpm..similar lift to your cam in the wedge..I have more comp. 13.4:1..over 620 ft lb torque..very strong street car..
@@billdedrick1914 ..Compression is Torque.
Wow that was the best mail gift episode ever! Just loved it! 😍
That is right another fine movie from>>NICK'S GARAGE.....Thanks Nick ans Crew 👍
Shoemaker🇺🇸
THANK YOU, NICK!
Chad was a great addition for a dynamic pairing 🏁💥
That sounds so great and throaty!
In coming, air entrance hole on air cleaners might be too small. That's why we used to run the lid upside down.
That Mopar Art is fantastic, Nick attach it to the roll up door hinges in a frame so it will swing when the door goes up then be flat against when door is down, that way it will be easy to see and admired. good stuff Robin.
Good to see guys enjoying themselves !
Your the best with these cars n engines.God Bless You Always
When I was a teenager a guy down the street bought a 65 Fury4 door sedan X detective squad at 426 Max wedge four barrel torque flight shoe grip radio delete carpet delete car was white had a 36 gallon gas tank yep and it was fast never saw another one and all the car shows ever went to in my whole life man that was a cool car have a great day
Sounds cool but the four barrel 426 street wedge wasn't a Max Wedge and 1964 was the last year of the Max.
That is an awesome engine Nick and welcome to Nick's garage Cheyenne I hope you stay man holla if you hear me
I always loved my mopars! My daughter is getting married in a few weeks in a 68 Hemi Roadrunner.
I said it before...Max Wedge + Dyno = Max Entertainment!
welcome to Nicks Dynning room.
I'm listening with my headphones on very loud-- WOW that thing is "sweet". Great job guys.
Thanks for listening!