Low Compression 440 Dyno Tested - California Challenger Engine
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- Опубликовано: 24 сен 2023
- Nick's Garage Gear Shop
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Nick builds engines for his clients' needs. This 440 will be going into a 1970 Challenger like the one in Vanishing Point, then off to California. But what kind of power will a low compression 440 make with pump gas? Let's find out together.
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I am very happy with that! 😀Got me wondering how low that 450+ lb-ft of torque goes.
On engines destined for street use and cruising only, I'd ask that the dyno pulls start at as low an rpm as a reliable reading could be made.
Reckon I can figure out a way to test it when I get the car back...?
@@bobkonradi1027 .. Being trying to lock the dyno at 2600 RPM's. Good point because the TQ is at a higher number that I have difficult to start recording...
@@nickpanaritis4122 I never noticed, does your absorber have provision for boost water? Our Superflow has a separate water inlet just to the passenger side of the water control valve, with a ball valve on it. Any time we run a higher torque engine at a lower start RPM, it's not uncommon to have to add some boost water to get the dyno to load the engine at the desired RPM. You might find if you wait another second or two before you start the test the dyno might be able to pull the RPM back down to your desired 2600.
Excellent torque and HP numbers for a mild "drive anywhere" 440.
... thanks for the info.@@yarrdayarrdayarrda
I just looked at my factory service manual. California 440 was rated 370 hp with 9.5 compression.
375 federal
By the time Chrysler stopped manufacturing the 440 V8 in 1978, they had dropped the compression ratio down to 8.2:1. It ran on regular fuel.
One of the best dyno tests ever, and the knowledge, that lower compression and lower octane isn't a warrant for low performance. This engine at a realistic 370hp (timing at 36 degrees total) does better than a 375hp rated factory at 10.2 CR, I would say you're there, Nick! Beautiful build and break in, and no leaks!
A very interesting video!!! Great information & tips along the way... Excellent results from the lower grade fuel and milder compression... Lower compression ratios have a few advantages that can not be matched by higher compression ratios: 1) The cranking system is under less strain & lasts longer 2)The engine generates a lower volume of heat, Giving the cooling system lower stress 3) With relatively clean combustion chambers , Lower compression engines can successfully operate safely on lower grade fuels, without the damaging effects of detonation...
The torque number is what counts and it’s very impressive. I’d call this a win all day long. Great cruiser engine and because it’s built by Nick it will be reliable. 👍
I glad to see a budget low compression build... us poor folk like a great low compression motor..
That ought to be a tire fryer!!! I just put together a low compression 440 for my '70 Challenger R/T. I didn't rebuild it, I bought a low mileage RV motor. I pulled the heads, CC'd the chambers, measured the deck height and used steel head gaskets to get an 8.49 to 1 compression ratio. It's very docile and easy to drive. It also has a Comp Cams HE268 cam, Edelbrock Performer RPM intake, headers, a Holley 750 carb and a factory electronic ignition with a slightly modified advance curve. I'm guessing the horsepower to be similar to this engine but I'm sure the torque is less with my lower compression. the good news is I can run 87 octane and with the price of gas in September of 2023 that is nice. I plan on making a trip to the drag strip before the season ends in early November in my area and as long as I'm in the low 13's I'll be satisfied. It'll also give me a chance to optimize the timing. You have to love these old big blocks. Even with very mild specs they put out a ton of power and torque.
Cool build! Did you get the RPM to fit under the rallye hood?
@@mattgbarr Yes, with a Moroso air cleaner. I originally tried a 3/4 inch carb spacer but there was no way that was going to fit!!!
@@1967davethewave Thanks for your reply, it is much appreciated! I also have a '70 Challenger R/T that is missing its original 440. I'll be running a very similar motorhome 440, and was tossing up between the Holley Street Dominator or the Edelbrock RPM. I'm glad to hear that you can get the RPM to fit, as they are such a good street manifold.
Cheers!
I was a dyno operator at Chrysler from 1965 to 1990 and ran all these engines. Your testing procedure is not the same as ours.
For engine horsepower rating runs we did the following.
Back then we ran steady state power runs starting at 800 rpm and going to 5200 rpm taking readings every 400 rpm for 440's.
Each power run took about an hour to run.
We spent at least 5 minutes at each speed setting Max Power Torque Spark advance and setting the carb Air Fuel ratio to 12.5 at each speed.
We blocked the intake manifold heat crossover port with a stainless steel plate.
We wired the exhaust manifold heat riser valve open.
We ran a deep sump pan with a 6 inch drop along with a windage tray.
We ran 160 degree water and 180 degree oil temps.
We had our intake air thermocouple attached to the carb stud right over the engine.
We easily made around 400 hp with this engine under these conditions with this package.
That's pretty cool info. Thanks.
I would like to hear what the other engines made. For example, 65 413 form a 330L, 71 383, 72 400 and 440, mechanical and hydraulic lifter 426 Hemi, Low and high compression 340's. The 360 4 barrel from a Little Red express, and a 79 Cordoba 300
I am guessing that the rated HP was met for all of them but a few may be better than rated.
Also, how did you convert numbers from 71 and older Gross to 71 and newer Net HP?
Also, what advantage did the Thermoquad carbs give vs AVS and AFB?
And how much better, if any, was the 71 Thermoquad vs the 72 and newer?
@@auteurfiddler8706 When it came to doing our "Engine Rating Runs" every year for advertising purposes we used the system I mentioned below. This would be our WOT Gross Power number. After we did this we then ran a whole series of tests which would eventually lead to the WOT Net Power number which we started using for advertising starting in 1972 if I remember right. We would air cleaner and run a test, add standard oil pan and run a test, add car exhaust run a test etc
We would start adding pieces back to the engine and checking our output. The last power run of this series would be a standard engine with all of it's accessories including exhaust system and fan and air cleaner and standard oil pan and carb and spark advance etc. This final test of the series was the "Net" number used for advertising starting in 1972.
This seems more real world technique to me
Hey Nick, those low-compression 440s were known as torque monsters, great job, you are the mopar guru!!
Thanks 👍
@@NicksGarage Nick did you bury that ugly ass 70 roadrunner at sea on the way Australia ? should have painted yellow it was a lemon anyway !
Nice educational content. My suggestion is when you build and test an engine you list out a detailed parts "build sheet" with specs, (grocery list and recipe) on each video you create so subs don't have to take notes when you orally run through and assumes you covered each ingredient because folks at home who cannot send an engine to Canada to have built. My 2 cents.
Forgot, it might be worth chatting to your dyno' supplier for options, as for all of these engines that are destined for 'street' and 'cruiser' cars, especially automatics with low stall converters, it's probably be a good idea to take the runs from around 1800-2k, because that's where the owners will often be pulling from on the street, especially stop lights and signs?
It'll also be handy for checking for 'pinking'from too much ignition advance.
1/4in. spacer would do the trick.
Not gonna lie I wasn’t expecting to be impressed but those torque numbers down low were pretty killer, I bet it gets up and goes pretty good! 👍
Why would you lie?
For a 9.3:1 compression engine, those torque numbers are sweet; it'll move the Challenger relatively easy. A lot of modern production V8's don't make that much torque so early in the rev range and hold it like this one does. Good work as always.
I was born and raised in California, I can’t get wait to get out of this state! Not just car emissions, they have their nose in every everybody’s business, no matter what it is!
Wait untill 7 dollar a gallon gas before the 2024 election.
Move to Mississippi, Alabama or Georgia!
I'm in Mississippi.
By far the most real auto show on utube especially for Mopar fans. If I didn't have to work all day I'd be quite happy watching you work all day😄. Thanks for a fantastic show guys.
That torque curve is beautiful. Well, it isn't much of a curve. It's pretty much just a straight line lol
Big horsepower numbers are impressive when BSing with your buddies but, we all know that torque, especially down low, is what gets it done with a street engine. I'd be perfectly happy with those numbers if that engine was going into a car that I plan to put miles on.
Awsome Dyno Monday. The 440 was and always will be my favorite V8. Since I was 16 and had my first 440 powered mopar. Live it ! Ok 👌 👍
I don’t even live in California, and I started packing clothes to move before I realized it.
Glad I live in a state that doesn’t harass drivers of older classic cars. These cars are rarely driven more than a few miles at a time. The engine will not be as efficient with lower compression. Good to see a Nicks garage on a Monday.😁
Ray here from California age 68, cars from 1976 and up get emissions checks every two years you can put any engine you want in a car 75 and down, I work in a restoration shop
@@dogsense3773
Well, that’s a little better. I like mine better. Anything 20 years and older is exempt from emissions testing. Anything 30 years and older can qualify for antique status and exempt from any inspection.
@@justpray365 What state is that?
@@dogsense3773 .... Now I know, thank you.
@@nickpanaritis4122 in our shop in California, we had a guy with a 2000 mustang, he had us put in a 2018 coyote motor in it, as long as all the emissions are hooked up, you can pass, but you have to take the car to the highway patrol office and they will check your emissions controls and give you a certificate TO TAKE WITH YOU when to go get your smog check every two years, THANKS !
Great torque. Horse power isn’t bad at all. Steve Dulcich from Engine Masters and has written many a Mopar article. Dyno Test many big block Mopar’s. He has stated the the 440 Magnum never made 375 horsepower. Steve stated all the ones he had tested have been about 350-360.
But he did state the 383’s made what they were rated at.
My 78 Motor home with a 440 with a small Mopar RV cam, thorley Tri y headers made tremendous torque around 3000 rpm. But ran out of horsepower about 4800-5000 rpm.
Dr. Nick it is well known that California emissions are very strict, when I was in San Diego a few years ago, I saw the most muscle cars that I have ever seen , got to chat with other gear heads but no one said anything about getting any thing put up there tail pipe lol, cheers.
Ray here from California age 68, cars from 1976 and up get emissions check every two years
1973 or earlier dont need emission testing. Anything newer does. If thiz goes into a 1975, 1977 sorta car. Itll have testing done. The newer cats work way better but its just stupid of California.
@@nasty3145 It has been 75 and older for many many years. Attempts to raise it to even 1980 model year hit a stone wall.
So, a 76 Corvette, is worth far less than a 75 for example.
@@dogsense3773 Correct. And special plates and insurance have no effect on smog requirements.
In the late I hung out with guy who's father built a bored and stroked 440 for his 67 Coronet station wagon. We thought he was nuts. Then when it was done and he took us for a ride we couldn't believe it. It would push it back in the seat like you are in a hopped-up charger. It also towed a big fiberglass boat with five guys and all sorts of gear when we would be going to the lake. All on regular gas. I wish I knew what the compression ratio was but I wasn't into it that much at the time.
The 440 4-bbl High Performance engine (sales code E86, also sometimes called a "U code" or A-134) in my 1974 Dodge Charger SE had an 8.2:1 compression ratio and was rated at 275 h.p., SAE Net.
Peace love and muscle cars :)... I love that saying at the end... Really That's who we were back in the 70s... I like to think I've kept that persona all these decades. I love to see these videos of the figures that the stock 440 puts out. But I cannot deny that I really like to know what these engines and car combinations were capable of putting out at the rear wheels. I have heard some really extraordinary claims against them and for them... We know that they are going to lose a certain percentage Getting to the back wheels. Great job, Nick... Thanks for putting these out there
I worked at a shop in Massachusetts. Saw a couple of 440 motors come through. All but one were rebuilt to be near stock numbers. The oddball one got upgrades to make more power. About 520 hp if I remember correctly.
Nick, when you say “my opinion”, I would say that counts for quite a bit! Love your show, love the work you do.
I love it nick when you get down to basics with a not of your followers around! Just you! The Mopar Godfather
KNEW NICK, would get her tune for all she is worth !!! Engine sounds great and will make a great street engine !!! Great job Nick ,you are the Master of Mopars !!!!!
Thanks 👍
I have worked on a few imported from the US engines and the low compression Cal spec examples always seem to be very smooth. Down on power but smooth. 😁😁
man those big eight cylinders sound cool just awesome great show
Yes they do.
Top numbers for Dan's build Nick, sounds and runs real sweet Dan should be real happy with that one. That original seal did the trick to and perhaps one in Kendall's 383 would of been the answer. Till next time thanks Nick & George.
Another amazing video From Nick's Garage! I love the 440 Magnum its a beast when let loose! It's interesting how California smog laws have Effected this amazing engine and its potential in performance. Seriously what is the point of such a cool engine if its being smothered!
Nick We sure appreciate your no nonsense way of getting to the point of all! Power & Torque and getting the job done! I have never seen you waver in any way & getting the most juice out of any engine! Absolutely the best Mopar content on RUclips & thats a fact! Appreciate your efforts and talent Nick! A Fantastic view! Cheers to continued success in all you do!✌🏼👍🏼💫
them no leakers puts a big smile on nick. nice ta have things go your way sometimes. well done guys,,
Nick i have watched that movie 4 times it was a great movie.....Thanks for the Dino 440 pull = Thanks Nick & George the Camera amazing
man 👍
Old Shoe🇺🇸
Thanks Shoe. Great to have you here again.
Great work Nick. I'd love to visit your shop one day. ☕️
Please do!
The silly thing about the smog motors was the air pump fed into the system to increase the volume out the tailpipe, reducing the concentration of CO per unit volume- but It didn’t reduce the amount of CO. All it did was put a load on the crank through the accessory drive and the illusion of reduced emissions. For appearances sake……?
Can't beat it for a low compression engine and just three HP under factory numbers. And a torque monster. Awesome!
I love 440's. I've owned 3 of them. Another nice job Nick.
"Just what the doctor ordered!"
I have a malibu that came with a 307. I replaced it with a 396 and no smog pump. I put headers on it also. If you have a v8 and it's a 1975 or older your good. If you want a higher compression engine you can do it. The police are not following with emissions kits.
Yes, I see. My client just wanted to use 91 octane. Thanks for the info.
My 413 with stealth heads is 9.4.1 and I use 87 when cruising and 93 when racing, i believe it's making about 340hp at the wheels from mph and et
Great job Nick! There is nothing better that a DYNO Blast!!
Thanks Nick!
We love the dyno too!
9.5 comp. works just fine in a 440, especially with the Dead ass garbage fuel they are selling us these days.
I was thinking 350 ! Plus it makes my day to see kowalski
The latter 70s 440 emissions engines went down to 8.2 compression with 195 HP @ 3600rpm and torque 320 at 2000 and these were for US non-California. Take 10 off the HP and torque for California.
Thanks for the info!
They were 245hp net rating.
Remember the lean burn 440s? I have a 76 New Yorker with it.
@@invisiblecouch It depends on the specific year. They began net ratings in 72, these were published for 77 by Hamtramck Historical for their atBook/1977/77-Chrystler-engineering. You may be referring to their e86 police rated at 255HP.
Yasoo palikari. Tuned in from Adelaide Australia. Never missed an episode
You are awesome, Steve. Thanks for being here.
Sweet build there , thanks for another great video .
Awesome show very cool 440 it will hold its own on the road keep them coming and see you Monday
About California:
Checking the car's emissions on the road was tried for a short time in the Bay area, but that was a few years ago. It did not go over well and it was discontinued. Even then the offenders did not get towed. And it was not classic cars that were targeted. There aren't enough classic cars for that to make sense. It was 20 year old commuter cars.
1975 model year and older cars are not subjected to smog checks in California. And there is no safety checks like in some states either.
As for the gasoline, not only is 91 octane the best you can get, it is all 10-15 percent ethanol.
I have a belief that you, Nick, should either use similar E15 gas when you tune an engine on the dyno or throw in richer jets if it is intended for California or one of the other states that does not have zero ethanol gas, which is more than half of them.
I have heard that jetting "two steps up" is a minimum for E10 gas.
And last but not least, gas is $1.50 more in California than the average for the rest of the country. And it is price fixing, not government regulations and taxes. Well, one dollar of that is. Even Hawaii pays less for gas. And they use gas from here.
Expect seven dollar a gallon gas by fall of 2024 in time for the election.
I think the problem with having an engine rebuilt in California is more personnel than regulations. California never had a tradition of having skilled trades. Compared to say, Michigan, where a lot of guys have worked in machine shops. Even the high school history teacher has probably worked in a machine shop in the past. These guys don't measure clearances, or tolerances or balance rotating assemblies or even know how to do it. Many guys working in engine rebuilding shops are close to illiterate even in their own language. A lot of the precision tools are covered in dust because , say, no one knows why you should, say , align hone, or square decks, or use a honing plate.
It is true that you can't get a real hot tank job and a lot of other things in California.
I just Love all Mopars because thay have More Power than anything else out there
Terrific video, so educational. Just loved it. Keep them coming.
Mr Nick you the man that can, with that engine the torque is going to be what makes it fun for the average cruiser, like you said it is not a competition race engine,bet it lasts forever
Great video Nick... and chalk up another good build ...
Nice job Nick! Another great quality build for your customer
I like this engine. It’s got kick in the pants instant off idle torque and spins to low to mid 5,000s. A very good engine for a 3500 to 4400 pound car. That engine will make the customers Challenger a very sweet ride with a great sounding idle and exhaust note. That car will every day be a satisfying enjoyable drive at any legal or reasonable speed it will encounter on the street.
Old school MOPAR seal when seals were seals .👍🏻🇦🇺💯⛽️
Awesome build! George I really like the banners with the test specs, it’s a nice touch.
I've lived in California my entire life and have never heard of any police inspection with exhaust analysis that causes a car to be towed I don't think that 50 year old cars are even tested.. There are many car guys here with old muscle and hot rods.
1975 and older are smog exempt. Big fish story here. No cops have smog equipment in their cruiser...that's not happening.
There was some short lived stuff happening in the bay area, but it wasn't the cops like Vic Morrow in the California Kid.
There were roadside scans that were automated, like license plate readers and red light cameras are now and possibly some roadblock stuff.
Just sat down to watch my favorite show with a cup off coffee in my Nick's Garage mug! Hi Guys!
Great to have you here, Meower. Thanks for tuning in.
I have a 9.5 compression ratio in my 327. With a long duration cam I use 87 octane regular and it makes very good power.
That's with iron heads
Great to see you back on the Dyno Nick Testing out another engine ! Seems like that factory seal is a good one , sure would be nice to acquire more! 😊
I wish I still had my 440! Thank you for bringing back the monster of my youth.
Great content ,info and respect for the owner wanting to respect the state laws
This video was so interesting as Nick builds engines for the real world. George, the quality of this video was over the top. I watched it this morning with my coffee in my Nick’s Garage mug. Just like the “old days” when the videos posted on Monday morning. Have a great week everyone.
I live in northern ca. About 40 miles north of SanFrancisco. 1975 and older don't require smog. And yep 91 octane is all we can get. My 71 v8 vega with a roller 350 I use 91 with a bottle of Lucas boost. The 350 tests 185 compression. Has a mechanical comp of 10.4 I keep water temp 175 ish. It is a carb.
Thanks for the info!
Car show in San Francisco,Golden gate park oct 14 800-1200 cars
@@NicksGarage that 460+ torque below 2800rpm is going to make for some fantastic burnouts. That will be quite a neck and butt snappy street engine.
I've got a 10.5 LS1 blower car running on 91 octane. You do have to keep the timing in check with the lower octane.
@tron121 tough to get much better than a blown ls. Great stuff.
I remember the purchase and the build of the Kowaski car and I’m still in awe of it today! Love the videos after these years!
Thanks Nick great video I liked the some of tips adjusting the dynos absorber not much info out there . Oldsmobile fans is a very small community hope you do more videos for us
I'd be happy with those numbers Nick! Great video as usual.
You and me both!
@Nick's Garage - Thank you for another interesting video! :) You have one of the very best channels on RUclips.
Glad you think so!
Cheers from Calgary Nick and George, thanks for making Monday a day to look forward to.
Hope you enjoyed it!
Oh finally- I've been in Nicks garage withdrawal. Here we go!!
Hey George, those chest camera shots were great, you are getting very creative. Loved the whole dyno run, that horsepower surprised me. The owner should be happy with that. Good video
Luv it, sounds great !!
every video i leave a like i think i missed one so far in the 3 years been subscribed! another awesome one again!
Wow, thanks!
I built a 440 years 9.4:1, with some work done we still turned 500hp
Hello Nick and everyone else
Hi there!
👍Good stuff Sir Nick! Nice build.
Glad you like it Major.
Hi Nick, another Monday, and a low compression 440 from California on the Dyno!. I'm anxious to see what numbers this low compression 440 Kowalski motor will make. With the same internal parts except for the compression, I think it will be down at least 50 HP. Nick's Garage always makes my Monday a whole lot better.
Thanks for taking the time to be with us again, Eugene. We were impressed by what we saw out of this one. We hope you are, too. Take care! ❤️
@@NicksGarage Hi George, I was very impressed with the numbers that Nick pulled out of this low compression 440. Dan will have himself a great car that should be able to pass California emissions. 373 HP and 480+ torque, and excellent engine for cruising the streets🏁👍
i had a 360 with low compression it was surprisingly good on fuel country driving.
it did have ported heads though.
My kind of engine Nick. Durable daily driver with lots of torque. Nice work!
That old carb will come in handy for a build like that came with a lot emissions mods..but you good at what you do ..good job
Can't ask for more!! A lot of low end grunt on pump gas. Very reliable to boot. Tire burner! With ease!!
I live in California and classic cars do not require strict emissions. They also don't need a smog check. So why would this 440 need low compression? Yes we have 85, 89 and 91 Octane. But you can buy Octane Boost at the speed shop or auto store. You can even get 102+ Octane from the local air strip. 🤔
I'm sure it'll still be a Monster with Nick's skill!!!
Thanks Dave.
Great video
You will hit the mark.
Im actually surprised,I believe Nick has seen this done before...Lol
My l77
2011 367 ls2 bottom end with 823 heads = ls3 style head and a small cam stock AMF or dod cam @ 10.5:1 can make 362 hp on 91 octane non e fuel.
Now if I bump the cr to 10.8 :1
I can be at 380 or 390 but then I would need 93 or higher octane.
This is a nice bulid for a California car.
Your customer will be happy
Be safe team.
The coolest thing is it did this with the iron manifolds on it.
I know everyone has their preference, I normally run more timing during cam break in, mid 40 degree range. We run pyrometers on our dyno headers, and it's not uncommon to see well over 1400 degrees exhaust temperature during the cam break in. Running more timing helps to complete the combustion process in the combustion chamber rather than in the exhaust port and therefor cooler exhaust temperatures. Quite often I'll put a richer primary rod in the carb during that time to help the temps out even more.
Great content thanks for sharing
Thank you too.
Hi nick nice engine you're so meticulous right away you went for the wrench to bolt down the distributor and took the timing light off the engine because you mentioned before the vibrations kill the it you're definitely an engine master
Thanks, Darren.
Great video once again
Thanks again!
Hey Nick, I have a friend of my that was a tech inspector for the Nascar Truck series .
He has a compession tester that measures compression ratio with the piston at TDC and BDC.
This tester measures CR by measuring air flow ( through spark plug hole ) and measures air flow at TDC and BDC and compares the readings to determine actual CR, not advertised.
OK, that's how Nascar determines CR to catch violators.
I had this individual come and check the 440 in my 69 Plymouth GTX , fresh engine with 906 heads , 030 overbore and pistons at .014 below deck .
This CR tester measured 9.5:1.
He also tested a 1969 Pontiac Judge with the 400 ci motor with stock #48 heads . Factory claimed 10.75: 1 . The Whislter CR tester measured 10.25:1 .
These factories BS'D a bit on HP readings as you mentioned .
I think they BS'D a bit on CR as well .
Not being critical of your calls but just telling you my experiences.
PS I do love your You Tube videos
That's pretty interesting stuff.
It must be a digital unit that measure the flow when it starts and stops on the compression stroke.
It would ignore the negative flow on the power and intake strokes and the no/low flow on the exhaust stroke.
Turning the engine with the starter and with the ignition off.
Let us know if that sounds about right.
I have said before, with factory HP and CR. You are correct.
Evenin Mr George and Mr Nick!! Have a Great week!!
Thanks. You too Pappy!
My friend actually had a engine rebuild/speed shop in Cali and decided to move due to regulations - to Arizona. He liked it until the first summer. He now dreams of the days before the move lol, every positive aspect of Arizona is totally wiped away from the hellish working conditions.
The grass is always greener...
It is always deader in Arizona. 🥀 Actually between low deserts and high deserts and death valleys, California is just as bad. It is just that a very low percentage of people live in those places
Az and NV are hot has hades...tell him to look into ID or UT its still not illegal to be an American there
Hi Nick and crew
440 kicks butt!! Would love to see you build a Slant 6 motor, I think your magic can put some grunt in them!
Nick your the master great job
You know, and I think that the typical Californian would agree, it would be great if Nick would embrace a nice 1500 cc engine with full carbon capture capability. For California engines Nick's Dyno should have emission and efficiency monitoring. A Typical Californian would be much more interested in the Efficiency vs. MPG Curve rather than anything to do with Torque or Horsepower. Also, it would have been nice to see Nick's desk adorned with Tofu and Soy Snacks.
Lol!