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@reactionman101: Belgian Malinois Are Built Different 🔥 These Belgian Malinois are on another level. That vertical leap is unreal. 🎵 Music featured in this video: Watch Me Leap (Official Track) https://youtu.be/Lj89Zu8tfOI Belgian Malinois jump training police dog agility high jump working dog extreme dog compilation #malinois #belgianmalinois #workingdog #DogTraining #dogshorts

ReactionMan
ReactionMan
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Region: GB
Wednesday 11 March 2026 18:53:15 GMT
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jquad747x0x
jquad747x0x :
Impressive!!!🤩😍🤩😍
2026-03-21 09:53:16
1
barbarabibi677
Barbara ❤ :
2026-03-12 12:05:01
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Chevrolet built the 427 in several factory versions between 1966 and 1969, and every single one of them had the same bore of 4.251 inches and the same stroke of 3.760 inches. The weakest pulled a full-size wagon down the highway with the air conditioning running. The strongest went into cars through a back-door ordering system because Chevrolet was not supposed to be selling them. Same block. Same crankshaft dimensions. Same displacement. Everything that separated them is visible from the outside, and most of it is in this photograph. Start with the carburettor, because it is the single clearest signal of what an engine was built to do. The gentler 427s wore a Rochester Quadrajet, which is a spread-bore design. Its two primary throttles are small, which keeps air moving quickly through them at light throttle, so the engine idles cleanly, drives smoothly and does not drink constantly. Then the two secondaries, which are enormous, open when the driver asks for everything. A Holley four-barrel of the square-bore type takes a different view. All four throttle bores are roughly the same size. It is less refined at part throttle and does not care, because it was chosen by somebody who was thinking about what happens with the pedal on the floor. The float bowls hanging off the ends rather than sitting inside the casting are the giveaway. Then the intake manifold underneath it. Cast iron holds heat, and on a street engine that is useful, because a warm manifold helps the fuel stay vaporised and the engine runs better cold and at low speed. Aluminium does the opposite. It sheds heat, which keeps the incoming air cooler and therefore denser, and dense air is power. It is also a great deal lighter on an engine that already weighs over six hundred pounds. A light-coloured manifold under a four-barrel is not a cosmetic choice. It is somebody deciding that full-throttle airflow matters more than a smooth warm-up. And then the exhaust manifolds, which say the opposite. Those are cast iron, not tubular headers. Heavy, restrictive, and they will outlive the car. A genuine racing engine would have had headers on it before it ever turned a wheel in anger. So whatever this engine’s carburation suggests about its ambitions, it was assembled to live on a road. One last thing about the numbers on these engines. The L72 was announced at 450 horsepower and quietly reduced to 425 shortly afterwards, with nothing changed inside it at all. The engine did not get weaker. The paperwork did.
Chevrolet built the 427 in several factory versions between 1966 and 1969, and every single one of them had the same bore of 4.251 inches and the same stroke of 3.760 inches. The weakest pulled a full-size wagon down the highway with the air conditioning running. The strongest went into cars through a back-door ordering system because Chevrolet was not supposed to be selling them. Same block. Same crankshaft dimensions. Same displacement. Everything that separated them is visible from the outside, and most of it is in this photograph. Start with the carburettor, because it is the single clearest signal of what an engine was built to do. The gentler 427s wore a Rochester Quadrajet, which is a spread-bore design. Its two primary throttles are small, which keeps air moving quickly through them at light throttle, so the engine idles cleanly, drives smoothly and does not drink constantly. Then the two secondaries, which are enormous, open when the driver asks for everything. A Holley four-barrel of the square-bore type takes a different view. All four throttle bores are roughly the same size. It is less refined at part throttle and does not care, because it was chosen by somebody who was thinking about what happens with the pedal on the floor. The float bowls hanging off the ends rather than sitting inside the casting are the giveaway. Then the intake manifold underneath it. Cast iron holds heat, and on a street engine that is useful, because a warm manifold helps the fuel stay vaporised and the engine runs better cold and at low speed. Aluminium does the opposite. It sheds heat, which keeps the incoming air cooler and therefore denser, and dense air is power. It is also a great deal lighter on an engine that already weighs over six hundred pounds. A light-coloured manifold under a four-barrel is not a cosmetic choice. It is somebody deciding that full-throttle airflow matters more than a smooth warm-up. And then the exhaust manifolds, which say the opposite. Those are cast iron, not tubular headers. Heavy, restrictive, and they will outlive the car. A genuine racing engine would have had headers on it before it ever turned a wheel in anger. So whatever this engine’s carburation suggests about its ambitions, it was assembled to live on a road. One last thing about the numbers on these engines. The L72 was announced at 450 horsepower and quietly reduced to 425 shortly afterwards, with nothing changed inside it at all. The engine did not get weaker. The paperwork did.

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