Corsair Torque Roll, Big Block Chevy 454 vs 427 & Ram 1500 V8 Return

Welcome to Motors Slingers: Live Call-In on the Gunslinger Network

Motors Slingers opens up on the Gunslinger Syndicated Radio Network with the crew ready for a live call-in session. Leon the Motorman, George the Airplane Man, Jeff, and Jimmy are all on deck. The call-in line is 866-870-5752, and from the jump the phones are moving. This is the kind of show where you call in with a question you have been sitting on for years, and the man who has the answer is already on the line.

Rick in Ohio: Did the F4U Corsair Really Flip on Takeoff Due to Torque?

Rick from Ohio brings a question he has been carrying for his late Uncle Pete, a Navy man who graduated high school in 1944 and wanted to fly the F4U Corsair but washed out on eyesight. Uncle Pete always claimed that new Corsair pilots were getting killed by the torque on takeoff, the airplane rolling over before they could recover. Rick wants to know if the story holds up.

George the Airplane Man confirms it straight out: the Corsair was not alone in this. The P-51 Mustang, the Grumman F8F Bearcat, and other high-powered radial-engine fighters of the era all shared the same dangerous characteristic. Those big 2,000 horsepower engines spinning large-diameter props generated tremendous torque, and a pilot who jammed the throttle forward on takeoff was asking for a torque roll before the rudder had enough airspeed to provide authority. The technique was to ease the throttle up gradually, letting the airspeed build until the control surfaces could actually do their job. A lot of pilots who did not learn that lesson fast enough did not get a second chance. Uncle Pete’s memory was right on the money.

Online Question from Robert Jones: Big Block Chevy 454 vs. 427 for a Hot Rod Build

Robert Jones sends in a question from YouTube: if you are building a big block Chevy, do you go with the 454 or the 427, and why?

Leon the Motorman walks through the decision the way a man who has built a few of these should. The 454 is the larger displacement engine, and both blocks can be had in two-bolt or four-bolt main configurations. The four-bolt main is the one that matters for a serious build because it locks the crankshaft into the block with far more support, and when you start talking superchargers or any real power adder, that additional clamping is not optional. The two-bolt versions are fine for mild street builds, but for anything that is going to make heat, the four-bolt main is the floor, not the ceiling.

Between the two engines, Leon lands where you would expect: go big or go home. The 454 wins on displacement. But he drops a detail that sharpens the whole conversation: one of his own 1955 Chevys runs a 454 block that has been de-stroked to 427 using a different crankshaft. That is the same technique used on the 350 block when builders swap in a 400 crank to change the stroke. It is not sorcery, it is just machine work, and it lets you chase a specific power and torque curve without being locked into what the factory stamped on the block. For anyone planning a hot rod build from a bare block, knowing which main cap configuration you are starting with is the first decision that matters.

Leon on Superchargers: A Bootlegger's Lesson from North Carolina

Leon’s take on forced induction comes with a story. Early in his career, before manufacturers were putting superchargers on anything except heavy trucks, Leon was fiddling with multiple carburetors trying to make more power on the street. A bootlegger he knew in North Carolina set him straight: stop messing with carburetors, put a roots-type supercharger on it, and you will never have to worry about the highway patrol catching you. Leon makes it clear he was not running moonshine himself. He was watching. But the lesson stuck, and he has been a supercharger man ever since.

The broader point he makes is relevant to anyone shopping for a truck or performance car today. Modern turbocharged four-cylinders and sixes are making power numbers that used to require big V8 displacement, and manufacturers have turned to forced induction as the path to both performance and emissions compliance. Leon has a Ram 1500 with a V8 and is about to trade it, but he is not thrilled about swapping to a turbocharged inline six, even if the power figures are competitive on paper.

Tom in Temecula: Ram 1500 V8 Coming Back as a 2026 Model

Tom from Temecula calls in with news that lands like a gift for anyone who has been reluctant to give up their V8 truck. He owns a Ram 2500 with the 5.7 Hemi and was looking at buying a 2024 Ram 1500 Rebel GT with the same engine before they went away. He clarifies the record on the replacement motors: the new engines replacing the 5.7 Hemi V8 in the Ram 1500 are not V6s as mentioned earlier in the show. They are inline sixes, and yes, they do produce more horsepower and torque than the old 5.7, with roughly equivalent fuel economy.

But the bigger news is this: with Carlos Tavares out at Stellantis and Tim Kuniskis back as CEO of Ram and Dodge after being pushed out under the previous regime, the company has announced the 5.7 Hemi V8 will return to the Ram 1500 lineup as a 2026 model year truck. Tom expects them on lots within about six weeks of the air date. The all-electric Ram and the inline six range-extender hybrid version have both been pushed back to 2027, which Tom reads as the company finally building what customers actually want. Leon agrees completely and says it out loud: V8s are the only way to go.

Tom also puts a pin in the reliability question. He keeps his trucks for the long haul and does not want turbocharged complexity in something he plans to own for years. He would consider a roots-type belt-driven supercharger, but at 395 horsepower in a half-ton truck he does not need more power, just dependability.

Tom's Second Question: The Canik MC9 9mm Pistol

Before he hangs up, Tom asks about the Canik MC9, a compact 9mm pistol that has been showing up in radio commercials and on a billboard on Interstate 15 north of Rainbow, California, advertising availability in the state. Jeff acknowledges he has not had a chance to handle one yet since his focus has shifted fully to auction operations in Orange while Andy runs the retail store in Azusa. He promises to track one down and report back. Tom’s parting suggestion: get Canik in as a sponsor. Solid advice.