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#1
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1970 440 opinions needed
Hey! I'm new here, looks like a good place for information. I've got a 1970 440 out of a Chrysler New Yorker. 88,000 miles. I looking to beef it up a little and drop it in my 1987 Dodge Power Ram. Basically, I know nothing about the big block family and need opinions as to what works and what doesn't.
I'm current plans are putting new rod/main bearings, double roller timing chain, new rear main oil seal, mopar performance 6qt. pan and pickup, hi-performance oil pump, pushrods, valve springs, cam (thinkin of the .509" cam from mopar performance), edelbrock dual plane aluminum intake and 750cfm edelbrock carb., headers of some sort, mopar performance ele./vacuum adv. distributor. How does that sound? Anything I should'nt put on it or anything I missed? Is that cam too big or should I go with like a .484" instead. I'll be running atleast a 2500rpm stall. This is my first big block and you guys look like you've built plenty of them to know what works and what doesn't. Thanks for you time, Eric |
#2
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I'd go with the lower lift cam, with the weight and big tires you'll need more bottom end lift than high rpm horsepower.
If you're going to run the 1970 906 heads, have the shop do a 3 angle valve job and maybe drop a cutter down into the bowls to clean them up a little. You may also want to consider having exhaust valve seats installed to go with today's unleaded gas and if you ever plan to do any towing. Large loads and unleaded gas generally cause a burnt exhaust valve and/or seat on pre-smog heads if given enough time. |
#3
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I agree with Stoga. The cam choice is a little large. IMO, I would myself talk to a grinder on a custom cut for you. The truck is hefty in weight and the heads are currently stock. This would make those cams you listed a tad large since there also geared for street/strip - track cars.
I would be looking at a split pattern cam a bit shorter in duration w/as much lift as the head will flow. Not to tight on the centerline ethier. (110 is fine) Bowl porting the head, (Like Stoga said) would provided a nice improvment. |
#4
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The heads on the engine are the "346" casting. The block date is 10/?/70 but I guess the engine must be considered a 1971. With the engine, the guy gave me an extra set of heads. They are "518" casting. The guy said they were closed chamber heads. Which heads would be better? What's the difference between closed and open heads?
Casting Vol. Int. Exh. Application 2406518 86cc 2.08 1.88 1964 Max Wedge 3462346 79.5cc 2.08 1.74 1971-up 383/440 |
#5
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The 346 heads are better for your application. Ther are better cams on the market than the Mopar cams, Hughes, Straightline, Comp cams are much better. A cam with 450 or less lift and duration of 230 @50 would be a better choice for the heavy vehicle. A stock oil pump will be sufficient, finding headers for that vehicle that fit in the correct size could be a chore not worth taking. The edelbrock performer provides the same performance level as stock and the carb is not as good as the thermoquad, which can be purchased rebuilt from most of the parts houses. The money saved on the intake could be used for a good after market ignition such as the MSD, Accel or others.
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#6
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440 in a truck
First of all I do agree the cam is a little high for a stock 440 build (especially in a heavy vehicle) I'm not even sure 440s make the best truck motors. But who said you need to keep it a 440? My experience with RB blocks (and I have posted this on other threads) is that the deck height is too tall for the bore and stroke thus torque is lower then lets say a Chevy Big block or Chrysler B block. If you want a tough truck motor I would consider a 440-stroker kit. The cost is a little more because of what you are getting. But I do know from experience it is easy to get nicked and dimmed to death trying to keep as many of the stock parts as possible. Most stroker kits are around $1500-$1900 but considering you get new rods, (forged) pistons, crank and bearings that are all pre-balanced it is a viable option. Besides having the knowledge that everything is balanced and new the stroker kit uses a 4.15-inch crank. (Compared to the stock 3.75 inch.) This with an over bore of .060 will give you a 500 ci inch engine that is MUCH stronger in torque which is what is needed in a truck.
I understand this may be a little too much of a build then you are looking for, but you did say list options. With a stroker kit your heads and cam options also increase. Essentially the more cc's the heads can flow the bigger the cam profile you can use (in conjunction with piston compression) I believe compression, head design and cam should be answered together. Carb, intake and exhaust size should also be answered together after engine size and build has been established) http://www.440source.com/strokerkitfaq.htm#3 is not a bad place to start. It does address some common questions. There are many more and less expensive kits. Good luck and good hunting! Just my opinion |
#7
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Eric, some low down on that motor. check your private messages. Thanks
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#8
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Just went and double checked the heads are "516" castings. I wondered because somebody has '64 413 wrote on the end of them. I read that "516" were on these engines and "518" were on wedge motors.
Also what about this cam? I don't think I would need a stall if I used this would I? Voodoo Camshafts Camshaft & Lifter Kit Lift: .454''/.454'' Duration: 250°/256° RPM Range: Idle-50 |
#9
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Sounds good to me. Anything branded off idle doesnt usually require a looser convertor. Also a cam rated for a 383 is alot more mellow in a 440, you can usually go a little more cam in a 440 because you have the 53 cubes and the stroke.
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#10
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duplicate post
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#11
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Okay, I've changed my mind. The truck weighs about 4200-5000lbs. I'm guessing. I don't think there's any way it ways 6000lbs.
What do you guys think of this list -Comp Cams Magnum .470"/.470" adv. duration 270*, centerline 110*(1800-5500RPM) cam with lifters, valve springs, valve seals, valve locks, spring retainers, and double roller timing chain set. -Edelbrock Performer RPM dual plane aluminum high rise intake -Holley Truck Avenger 770cfm carb. with 1" spacer -Proform aluminum roller rockers -Comp Cams pushrods -Mopar Performance Ele./vacuum adv. distributor -Mopar Performance 6qt. Oil pan with accessories -Either Hedman or Dynomax Headers with 2.5" true duals through Flowmaster 40's -I can use a stock converter but since I don't have a stock converter I was goin to go with a 2000rpm stall converter just incase I go bigger in the future Same applies. Any opinions are welcome Thanks Eric |
#12
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You basically have the same vehicle as mine. Although I have a Ramcharger.
I am very happy with this combo. 440 +.030" forged pistons TRW's roughly 9.5:1 with a Tquad, Hooker headers, Eddy 2plane (not RPM) std 452 heads, orange box electronic dist, double roller, Hughes HE1423 cam. Vehicle has 3.21 gears, 31" tall tires 727TF with XTM torque converter from Hughes in Phoenix. www.hughesperformance.com/xtm.html Vehicle is a 4x4. This cam will run up to 4700rpm (not that I go there much) and idles nicely, with LOTS of vacuum for the power brakes. At 75 mph, if I let off the gas, the vac guage will go to 24"! This cam also blows clean through emissions. After having the 272 MP cam, and swapping to this one, life is soo much better. The harmonics and rumpety rump of the MP cam had me snapping alternator mounting bolts. Remember, gas will be $3.75/gal in two or three days....... Desktop Dyno (for what it is worth) says I have 499lb/ft @ 2000rpm. |
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