Has anyone out there installed a stroked 400? or 360? I have been thinking about using one of these engines in my baby. Any one have ideas on horsepower output, gotta stay under 10.5. And has anyone figured out the approximate cost.
Which would you prefer and why? 440, stroked 400, or stroked 360?
Dennis
stroked
Moderator: Site Administrators
-
road chicken
- GTX (RS)
- Posts: 668
- Joined: Thu Oct 09, 2003 11:21 pm
- Location: SE WI
What are you looking for HP wise and what are you going to use it for? Drag- street strip- street, daily driver?
The 383/400's can make darn near as much HP with bolt ons as a 440. Plus you have the thicker main saddle area, which is the "weak" link in our engines. ARP Main STUDS are a MUST for any BB Mopar rebuild IMO.
Mopar Muscle had a build up on a 383 a while back. Pure stock with the exception of 9.5 comp vs the 10.0 of the original.
Stock it hit 335 hp, and like 390 lb/ft torque.
They put on a M1 single plane, 850 demon carb ( which was over kill, but this was just the first set of mods to the engine) Headers, and 285 hyd Comp Cams designed to specifically take advantage of Mopars big lifters- ie they can have a faster lift rate which results in more open time the cylinder "sees". NEVER-EVER buy a cam unless it is DESIGNED SPECIFICALLY for MOPAR- otherwise your just limiting yourself to Ford-GM performance levels.
ANYWAY- the result was 450 hp @6300 rpm. Thats with untouched stock heads, and the stock ignition sysem. Albeit the power did not come "in" until 3000. The longer strokes torque of the strokers/440s would get you off the line quicker if you can hook it up.
I'd imagine that a good set of PP stock heads or the Edelbrocks would definately bump that to 500 HP with the longevity of a 383/400 engine. You just can't kill these engines without puting in some SERIOUS effort. Not to mention a MSD or better yet- Jacobs ignition system. The flame travel in our BB's is an issue because the chamber/head design. The intake charge has a way of killing the flame front travel in the cylinder causing fouling and lost output.
If you can't tell I am a dyed in the wool 383 fan. But...If your set on a stroker- then the 451 would be my choice. For the main saddle issue and it's sneakier than the 440,
and it's cheaper to buy a 383/400 block/engine than a 440 It uses stock Mopar parts for the most part and the kits were like $1500 with the pertinate parts. last time I checked anyway- it has been awhile.
The 383/400's can make darn near as much HP with bolt ons as a 440. Plus you have the thicker main saddle area, which is the "weak" link in our engines. ARP Main STUDS are a MUST for any BB Mopar rebuild IMO.
Mopar Muscle had a build up on a 383 a while back. Pure stock with the exception of 9.5 comp vs the 10.0 of the original.
Stock it hit 335 hp, and like 390 lb/ft torque.
They put on a M1 single plane, 850 demon carb ( which was over kill, but this was just the first set of mods to the engine) Headers, and 285 hyd Comp Cams designed to specifically take advantage of Mopars big lifters- ie they can have a faster lift rate which results in more open time the cylinder "sees". NEVER-EVER buy a cam unless it is DESIGNED SPECIFICALLY for MOPAR- otherwise your just limiting yourself to Ford-GM performance levels.
ANYWAY- the result was 450 hp @6300 rpm. Thats with untouched stock heads, and the stock ignition sysem. Albeit the power did not come "in" until 3000. The longer strokes torque of the strokers/440s would get you off the line quicker if you can hook it up.
I'd imagine that a good set of PP stock heads or the Edelbrocks would definately bump that to 500 HP with the longevity of a 383/400 engine. You just can't kill these engines without puting in some SERIOUS effort. Not to mention a MSD or better yet- Jacobs ignition system. The flame travel in our BB's is an issue because the chamber/head design. The intake charge has a way of killing the flame front travel in the cylinder causing fouling and lost output.
If you can't tell I am a dyed in the wool 383 fan. But...If your set on a stroker- then the 451 would be my choice. For the main saddle issue and it's sneakier than the 440,
and it's cheaper to buy a 383/400 block/engine than a 440 It uses stock Mopar parts for the most part and the kits were like $1500 with the pertinate parts. last time I checked anyway- it has been awhile.4th generation B bodys- there is no substitute.
68 383, Street Demon 750, RPM top end,484/284/108 poo poo cam "-5 spd 4:10 SG, 4whl disk, Helwig Anti-Sway, Poly bushings,Firm Feel Box, HD Linkage, 1" t-bars, 7 leafs Springs
68 383, Street Demon 750, RPM top end,484/284/108 poo poo cam "-5 spd 4:10 SG, 4whl disk, Helwig Anti-Sway, Poly bushings,Firm Feel Box, HD Linkage, 1" t-bars, 7 leafs Springs
-
bandman
Wow! Great information.
I was going to use the car as a street car that would see the strip once or twice a year. I drive the car less than 3,000 miles a year, but the engine is starting to not satisfy me.
I have a 3.91 sure grip in it right now (4speed car). I am seriously considering changing to 3.55.
Dennis
I was going to use the car as a street car that would see the strip once or twice a year. I drive the car less than 3,000 miles a year, but the engine is starting to not satisfy me.
I have a 3.91 sure grip in it right now (4speed car). I am seriously considering changing to 3.55.
Dennis
http://www.tpigman.com/plymouth/engine2/engine.html
My 400 mill basically died on me about a month ago. I deceided to STROKE it into a 470 long rod stroker.
I have been working on documenting this work on my web site. Not only am I going to stroke it, but I am going to use roller rockers/cam and with Ross pistons go with 10.5 to 1 compression.
I have not finished the stroker area of my web site .. got some pics, but will add narration as we go.
Will end up with 470 CID, higher compression than a normal 72 400CID, Nice intake with a Holley Dual feed 750, MSD 6AL, Hooker 1 7/8 super comps, 833 4 speed / 4:10 richmond gears and 14 Craigar Mags.
The engine is currently just about ready to fit back in where she belongs....
My 400 mill basically died on me about a month ago. I deceided to STROKE it into a 470 long rod stroker.
I have been working on documenting this work on my web site. Not only am I going to stroke it, but I am going to use roller rockers/cam and with Ross pistons go with 10.5 to 1 compression.
I have not finished the stroker area of my web site .. got some pics, but will add narration as we go.
Will end up with 470 CID, higher compression than a normal 72 400CID, Nice intake with a Holley Dual feed 750, MSD 6AL, Hooker 1 7/8 super comps, 833 4 speed / 4:10 richmond gears and 14 Craigar Mags.
The engine is currently just about ready to fit back in where she belongs....
By the way ... any comments on this cam?
Remember, I am going roller rocker and rollter cam with this ...
http://www.tpigman.com/plymouth/engine2/23.JPG
Remember, I am going roller rocker and rollter cam with this ...
http://www.tpigman.com/plymouth/engine2/23.JPG
ok ... almost done with the stroker portion of my web site...
http://www.tpigman.com/plymouth/engine2/engine.html
I thought getting custom 470 decals for the dual snorkel was cool...
http://www.tpigman.com/plymouth/engine2/engine.html
I thought getting custom 470 decals for the dual snorkel was cool...
Now that I have about 500 miles on the new engine, I think I will add the MSD distributor so that I can do some custom timing. I get pings above 4000 RPM at full load so I want to play with total advanced and intial timing settings.
Not to mention that the MSD distributor is way cooler looking than the stock one.
Will post a pic when I finish if anyone is interested....
EDIT: here is that pic
Gotta say that 470 cubes, 4:10 gears and 14" tires makes that 4 speed a real treat...
$3.25 a gallon fuel with a bottle of octane boost (another Eight bucks) does make it a bit more expensive to drive than I would like. I am hoping to be able to avoid the octane booster after we play with timing....
Not to mention that the MSD distributor is way cooler looking than the stock one.
Will post a pic when I finish if anyone is interested....
EDIT: here is that pic
Gotta say that 470 cubes, 4:10 gears and 14" tires makes that 4 speed a real treat...
$3.25 a gallon fuel with a bottle of octane boost (another Eight bucks) does make it a bit more expensive to drive than I would like. I am hoping to be able to avoid the octane booster after we play with timing....
-
440RR
Stroked
I agree to go with the stroker motor for your application. A stroker kit from www.440Sourcecom would easily hold up to what you are wanting to do. There is no replacement for displacement!
I am in the process of putting together a 505 Stroker from a 440 block. It is going to be a Street/Strip car. Here is the engine combo. Keep in mind I am a mile high, so can get away with a little more compression. At sea level I would limit it to 10.5:1. This will be in my 73 RR
Engine:
440 +.030 (505CI)
4.25 Stroke Crank
7.1 Rods with 2.2 Journals
11:1 Compression
1/2 inch oil pickup w/ Milodon 7 Qt. Pan
Comp Cams XS282 Solid Cam
244/252 @ .050
.520/.540 lift
Indy EZ Heads (standard port)
Crane Gold 1.5 Roller Rockers
Holley Street Dominator Intake
BIGS Stage 5 Holley 750 DP
Headers are Ceramic Coated TTI 1 7/8 to 3 inch collectors
Trans.:
Reverse Manual Valve Body
Turbo Action 10" MED Converter (probably 3400-3500 stall at this altitude)
Rear-end:
Strange Dana 60
3.73 Gears
I am in the process of putting together a 505 Stroker from a 440 block. It is going to be a Street/Strip car. Here is the engine combo. Keep in mind I am a mile high, so can get away with a little more compression. At sea level I would limit it to 10.5:1. This will be in my 73 RR
Engine:
440 +.030 (505CI)
4.25 Stroke Crank
7.1 Rods with 2.2 Journals
11:1 Compression
1/2 inch oil pickup w/ Milodon 7 Qt. Pan
Comp Cams XS282 Solid Cam
244/252 @ .050
.520/.540 lift
Indy EZ Heads (standard port)
Crane Gold 1.5 Roller Rockers
Holley Street Dominator Intake
BIGS Stage 5 Holley 750 DP
Headers are Ceramic Coated TTI 1 7/8 to 3 inch collectors
Trans.:
Reverse Manual Valve Body
Turbo Action 10" MED Converter (probably 3400-3500 stall at this altitude)
Rear-end:
Strange Dana 60
3.73 Gears