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#1
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Most cubes for the dollar..
alright.. with all the common stroker setups available, what is going to be the most bang for the buck? I've got my mind set on a 451" right now, for so many obvious reasons..
I know you can go to about 600" before getting really custom with it, but when looking at cubes, torque, and HP. What is the best combo? If I could build a 550+ cubic inch motor for real close to the same price as a 451", I would certainly consider it. for some reason, I'm getting a hankerin for some big cubes. So, what's the best dollar per horse power and torque combo you can come up with. |
#2
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flatlander sells a 440-542 kit with Callies forged crank,SCAT forged rods and JE or Venolia forged pistons for $2900 (http://www.flatlanderracing.com/stroker440542.html)
add to that Hughes stage 2 heads,Hughes HE3949BS cam,single plane intake,800CFM carb,and 1 7/8 headers,I think you could reach 610 torque and 500 HP easily... that should be PLENTY to propel a 3600 pound lead sled down the quarter mile in 11 seconds flat... |
#3
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You should be making LOTS more than 500 horses for that kind of money - maybe like 650??
500 is an easy number to beat with a 440 for maybe $3,000 all together, I think. |
#4
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just mainly going for the most cubes per dollar. I'm completely sold on turbos, so I'll be putting one on whatever I go with. After market heads will be down the road just a little bit, and I know when goign with alot of cubes, heads are going to be a limiting factor.
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#5
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The 451 engine is a good choice. Using the "dime a dozen" 400 block with a near stock 440 crank you get an engine with really good bore/stroke and rod ratios. Also an engine that likes to rev due to it's light pistons and 3.75" stroke crank. If you do manage to blow up the engine, you did not distroy a vintage 440 block or expensive race block.
I don't know too much about turbos, or the engine charteristics they work best with, but as you increase the stroke, it will be more difficult to reduce the compression ratio and maintain decent rod ratios. |
#6
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I mostly don't favor power adders. Turbos just generate LOTS of heat, and defeat the efficient use of headers.
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#7
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well, define "efficient use of headers". Yes, turbos generate LOTS of heat, but they also generate LOTS of power, without scraficing drivability. I know lots of power can be made naturally aspirated, but i would rather have a car that can drive 500 miles with a problem, make alot of power, start when it's 30degrees outside...the first time..., and the wife can drive if she needs to. I'm sorry, but that can't be done n/a.
my idea of "efficient use of headers", is a smooth transition from the exhaust port into the turbo, without being so large as to slow down the flow. |
#8
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To me, efficient use of headers means using a design which will (combined with the proper stuff in the rest of the breathing apparatus) allow the cylinders to scavenge the combustion chamber - in effect "supercharging" the intake charge.
I have had a couple of turbo cars, and admit that they can produce gobs of power. I believe they do that at the expense of component durability/longevity. I am also contemplating a tubo /6 in a '67 Barracuda fastback. I just mostly don't see any appeal in power-adders to performance cars - not that they don't work - I just don't like 'em. |
#9
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Make that "turbo /6".
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