New 440 build

[Dreamcar]

Got my engine built   After discussing my needs with the builder, his goal was good torque, reliability, and good vacuum. Absolutely nothing fancy just solid power without breaking the bank.

Once in the car, I'd like to get proper headers and I'm thinking of the Holley Sniper EFI system.

However, using the shop headers (which according to the builder left 15-20 HP and TQ on the table because they too big for my application) and the 750 cfm shop carb, and after diagnosing and fixing an ignition problem which shorten the time left for fine tuning, here the numbers and specs:

446.8 HP @ 5100
505.9 TQ @ 4000

Compression test was performed and every cylinder shows 180-185 psi, 13.5-14" idle vacuum.

68 440 block 4.380" bore
KB 237, 9.7 compression
3.750 forged steel crank OEM
LY forged rods w/ARP bolts
Lunati 10230703 camshaft
Melling double roller 3 bolt t-chain
'452 cylinder heads 2.08/1.74 valves 243-245 CFM @ 28" h2o
Roto-blasted stock stamped rockers
Holler Street Dominator intake manifold

I'd like to try and get more out of if later on, but for now I'm happy. My car is not ready for the road yet anyway.

[c00nhunterjoe]

You might be able to get a little more out of it. But the cam is pretty tame, however the heads are probably holding it back more. What lift number was that flow at? What did they flow at .500? Either way, you have a nice flat torque curve that starts nust under 50p ft lbs at 3500 rpm.... will be alot of fun for a mild build.

[Dreamcar]

Here's the data

[PRH]

Numbers look good for that build.

I'm surprised you didn't start the pull lower..... and take it past 5100.

[Challenger340]

 The Dyno/EGT Headers we use are typically a little BIG for the milder builds as well, so yes I agree smaller Headers would benefit the numbers.

Cam/Heads are all done at 5,100 rpm.
You could play/tune a bit potentially slightly higher rpm, but IMO not much(if anything at all) would be gained.   
You will see a slight loss in Pwr/Trq going going to the Holley Sniper F.I. System from the Carb, but the smaller Headers as installed in the Car should cover back up.

Nice build, good results, I think you will be quite surprised how much faster it will feel "seat of the pants" in the Car than the numbers would suggest !         

[firefighter3931]

Nice build, good results, I think you will be quite surprised how much faster it will feel "seat of the pants" in the Car than the numbers would suggest !         

That is a very nice street build ! 

As Bob stated you will be pleasantly surprised at how well this combo will perform in the car with 3.23 gears. On a heavy street car type build the big flat torque curve is what you're looking for.   

Cudos to Jesse for building you a nice engine 



Ron

[Dreamcar]

Nice build, good results, I think you will be quite surprised how much faster it will feel "seat of the pants" in the Car than the numbers would suggest !         

That is a very nice street build ! 

As Bob stated you will be pleasantly surprised at how well this combo will perform in the car with 3.23 gears. On a heavy street car type build the big flat torque curve is what you're looking for.   

Cudos to Jesse for building you a nice engine 



Ron

Thanks for your help too Ron!

[BSB67]

..... and take it past 5100.

I agree.  If you take it to the track and test shift points, my money says 5500 will give the best et, if the valve train stays compliant.

[c00nhunterjoe]

..... and take it past 5100.

I agree.  If you take it to the track and test shift points, my money says 5500 will give the best et, if the valve train stays compliant.

Cam isnt that stout. Unless the lifter bores were really shot, it should be fine past 55. With that nice flat curve it has, 5500 or a little more will make the shift recovery sit right in the peak still. Should be alot of fun.

[BSB67]

..... and take it past 5100.

I agree.  If you take it to the track and test shift points, my money says 5500 will give the best et, if the valve train stays compliant.

Cam isnt that stout. Unless the lifter bores were really shot, it should be fine past 55. With that nice flat curve it has, 5500 or a little more will make the shift recovery sit right in the peak still. Should be alot of fun.

I had a slightly smaller cam in my 440 than the OP's 703.  Shifted at 5500.  Anything less and the et and mph started backing up a lot.  And yes, its the shift recovery.   Simple area under the curve.

[c00nhunterjoe]

..... and take it past 5100.

I agree.  If you take it to the track and test shift points, my money says 5500 will give the best et, if the valve train stays compliant.

Cam isnt that stout. Unless the lifter bores were really shot, it should be fine past 55. With that nice flat curve it has, 5500 or a little more will make the shift recovery sit right in the peak still. Should be alot of fun.

I had a slightly smaller cam in my 440 than the OP's 703.  Shifted at 5500.  Anything less and the et and mph started backing up a lot.  And yes, its the shift recovery.   Simple area under the curve.

[Dreamcar]

Here's the video:

https://youtube.com/watch?v=vBUHgw9u0gw

[PRH]

When I test a motor with a hyd cam, I like to find the point where the valve train gets unhappy...... or verify the motor will rev high enough that some other component is the weak link in the upper rpm capability.

I've driven cars where I knew(from testing the motor on the dyno) the valve train was unhappy several hundred rpm before you could tell from the drivers seat things were getting abused.

I feel knowing the limits of the valvetrain is very useful for deciding where to set the rev limiter, especially with hyd lifters.

[BSB67]

I don't remember it being this way "in the old days", or certainly not as prevalent and such low rpms.   Am I mistaken?  I've rationalized that it is a combination of "faster ramps" more spring pressure for the faster ramps, and hydraulic lifter quality control/tolerances.