'Match Race 1969' 440 'Cuda vs 440 'Six-Barrel' Road Runner
That is what I was thinking....it is more than just weight and exhaust flow...6 packs properly tuned are more progressive in their powerband so they hook up better at launch and keep pulling longer due to the high cfm they can flow.
Now add exhaust flow and weight distribution and you have a winner.
We wont even get into the valve train differences and such.
I run a 440-6 in my 70 Charger and it has run 12.30 in Seattle weighing in at just under 4000lbs thru 3.55s. Stock bottom end , pocket ported 906's and a 550 crane roller with headers....so not exactly stock but nothing Rad either !
I hate to say it,,,,,,
Back in the Day {1970 an 1971} and classed in D/SA,
With 7" Slicks, and in Stock Class the 69' Road Runner 440 'Six-Barrel'
caught us at Top End 75% of the time.
Once those Holley Model #2300 Series 'Outbard Two-Barrel Carbs' opened
up, and sucked in all that fresh-air through the 'big-mouth' Hood Scoop,
it was like they gained another 40 Horsepower on Top End.
With 7" Slicks, we still had to feather the 440 'Cuda out-of-the-hole
before punching it out, otherwise we would go 90* Sideways.
Now this was before 'Rear-End Geometery was fully understood.
With the twisting of the Uni-Body on the 69 A-Body, the Thrust Direction when
coming off the line way too hard, sent the 440 'Cuda's rear-end flying side-ways to
the right.
That is what I was thinking....it is more than just weight and exhaust flow...6 packs properly tuned are more progressive in their powerband so they hook up better at launch and keep pulling longer due to the high cfm they can flow.
Now add exhaust flow and weight distribution and you have a winner.
We wont even get into the valve train differences and such.
I run a 440-6 in my 70 Charger and it has run 12.30 in Seattle weighing in at just under 4000lbs thru 3.55s. Stock bottom end , pocket ported 906's and a 550 crane roller with headers....so not exactly stock but nothing Rad either !