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  #1  
Old 09-01-2002, 02:22 AM
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tuffguy tuffguy is offline
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Confused 440 opportunity

Hey ya'll,
I got a quick question. I currently have an opportunity to purchase a 72 440 long block that is original bore, heads, pistons, rods, and forged crank for around $500. My question is what are the advantages of this motor over the current 1970 383HP I am in the process of rebuilding now. both motors would be built for street strip use and I am planning on probably finishing the 383 for a future possible project anyway but will probably have to make a choice as to what I plan on doing because if I get the 440 it will delay the 383 for about 2 months. So do you guys think this motor is worth it at this price or should I go ahead and finish the 383 and keep looking for another 440?
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  #2  
Old 09-01-2002, 10:22 AM
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dkn1997 dkn1997 is offline
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If the 440 is in similar condition as your 383, then the big advantage is 57 extra cubes! 500 sounds ok. not a steal, but not a ripoff either. parts are not that much (if at all) cheaper for the 383. if you are rebuilding, why not get the 440 and the cubes. if you do the math, you will be paying @ 9 bucks for each extra cube. You should be able to get 1hp/cube out of either motor, so seems like a deal, especially w/steel crank.
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  #3  
Old 09-01-2002, 12:00 PM
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dirty dan dirty dan is offline
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383/440??

I agree pick up the 440 as they are getting harder to find every day.
And the prices will continue to climb.
I have collected 12 of them just for my own personal use.
10 years ago I paid $150 each for them.
From different bone yards around this area.
Now there no where to be found.
You didn`t mention the the specific application for the engine.
But the forged steel crank that comes in that 440 will enable you to use a manual trans should you choose to.
As does your 383.
The 440 will deliver more gitty up then your 383.
And the heads,timeing chaine ,camshaft ,oil pump ,rockers and a few other parts are inter changible with the 383.
Thus enlarging your spair parts inventory.
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  #4  
Old 09-01-2002, 12:14 PM
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MOPARVANN MOPARVANN is offline
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Just remember one thing "The only thing that will out perform cubic inches is cubic dollars". The few times I would choose a 383 over a 440 is in a restoration project where the 383 is the factory motor and you wanted to remain original or when putting a big block in a pre 67 A-body, they are really narrow. The 383 is a great motor and is actually quicker than a 440, but I believe, like Tim (The Tool Man) Taylor "bigger is better". The $500 price tag is reasonable if the 440 parts are good. Either way Good Luck.
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  #5  
Old 09-01-2002, 01:20 PM
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dave571 dave571 is offline
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Hey Dan, be carefull on that manual trans install(you mentioned).

Not all the cranks were drilled for a pilot, or deep enough for the nose of the input shaft to clear.

About 8 years a go, my dad found that out the hard way. If not drilled properly, the nose of the trans will put end thrust on the crank. Dad's engine ran for about 6 minutes before the thrust brg seized.

The engine was a 71 steel crank 440, and the application was a 1974 4spd 3/4 ton truck.

Just thought I'd share that bit of misfortune with the rest of you guys.
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Old 09-01-2002, 01:23 PM
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dave571 dave571 is offline
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PS Pick up the 440, while you still can. Dan's right, they're getting very hard to find.

Even if you're not going to do anything with it right now.
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  #7  
Old 09-01-2002, 08:11 PM
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dirty dan dirty dan is offline
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Default Hummmm

Hey Dave
I don`t recall ever running into that before.
I guess it would pay to do some messureing prior to the install.
Did you expeiance any difaculty installing the pilot bushing?
Perhaps inspector #12 took that day off .
Thanks for the tip
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  #8  
Old 09-01-2002, 08:36 PM
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dave571 dave571 is offline
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My post was a little misleading, as the pilot wasn't the problem.

Like I said, the crank wasn't drilled deep enough for the nose of the input shaft.

Just eyeballing a few since, I have seen a couple with the same problem (although it was irrelevant because the engines were in automatic cars). I have also talked to a guy(though I can't remember who it was) who said he had seen it as well. I think he indicated it was only prevelant on post 1970 engines.

Since the first fiasco, Dad and I have changed 3 cars over to 4spd trans from auto. They were all O.K..

The odd's of encountering it must be very slim, as it was only a small % of cranks that got missed, and only a very small % of these cranks would be used in a different trans application then they had from build day.

It's something that wont affect most of us, since most of us run automatics. I just remembered it when you mentioned the manual swap.
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  #9  
Old 09-01-2002, 10:48 PM
E Strong E Strong is offline
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Question Forged Crank

You say this is a 72 440 with a forged crank. I thought that most if not all 440s after 71 came with lower compression and cast cranks. Was this crank replaced or did they come with forged cranks after 71?

Quick Claims Adjuster!!!
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  #10  
Old 09-01-2002, 11:24 PM
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dave571 dave571 is offline
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The 440 held on to the steel crank the longest. Into 1973. I had a customer come in with a vibration on a newly build 73 440.

Turned out he had the torque converter from a forged car(which would seem to be right) and the dampener from a cast car. I called chrysler, who checked and told me that in 1973 both cast and steel cranks were available.

In the end I had to take the pan off and inspect the crankshaft to find that it was cast, and that the converter was the source of the vibration.
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