W2 408 build

Hello all, it has been quite some time since I've posted on this site. It has taken me quite a while but my engine is finally finished. I thought I would take the time to share my build as I feel it turned out to be quite successful. One thing I learned along the way is that attention to details during the build can net serious returns of H.P. and torque while still remaining streetable. I was beginning to veer off into the verge of non streetable due to some of the things I was reading in various magazines. Fortunately I hooked up with a good friend who builds stock eliminator engines, he was able to help me make some changes in areas including camshaft and compression. I wish to make clear that I was looking to build a very hot street/strip combination that is both pump gas friendly and reliable, not a race engine.

89 360 LA roller cam block, tanked, .030 over, sonic checked, square decked, line bored, special hone finish. All pistons zero deck height.

Mopar performance W2 closed chamber race heads, milled to achieve 10.1:1 compression. Bronze 11/32 guides installed, five angle valve job, ported and polished. Valves are 2.080, 1.60 with 11/32 stems and length of 5.3". Head flow at .0600 is 293, and 193. Heads were not hogged right out for max flow numbers as we wanted to maintain decent port velocity and signal to carb.

Harland Sharp 1.6:1 roller rockers

Manton pushrods

K1 4340 crank with 360 mains and 2.1 rod journals. Crank checked for journal size and straightness.

Scat I beam 6.123" rods for .927" pins and 2.100" mains. Both ends resized out of the box.

Diamond 51406 forged Pistons. 4.030" bore, .927 pins, 20cc dish. My engine builder did not like the marks the total seal rings were leaving on the bores so he switched to Hastings rings.

ATI super damper

Melling standard volume oil pump clearance checked.

Mopar Performance timing chain tensioner

Mopar Performance p4529368 mechanical fuel pump

Rollmaster red series timing set

ARP main, head, and oil pan studs.

Milodon 30940 oil pan and windage tray.

McLeod 18 pound lightweight steel 130 tooth flywheel.

Rotating assembly balanced with balancer and flywheel.

Melling stock replacement hydraulic roller lifters.

Hughes custom grind hydraulic roller cam:
Duration at .050 is 237-241
Lobe lift .360-.363
Lobe separation angle is 106 degrees.
The lobe split was kept at 4 degrees to not over scavenge with the efficient exhaust port. We chose to put the lsa at a narrow 106 to help build cylinder pressure with our modest 10.1:1 compression and elevation of 3000 feet.

Intake manifold is Edelbrock Victor W2 which was port matched to heads.

Quick fuel Q-950 carburetor

Mopar Performance distributor, Rev-N-ator digital ignition box and coil.

TTI 1 5/8-1 3/4 w2 step headers

On the dyno we did all testing with water temperature at 170 degrees and with 94 octane pump gas and a very safe air fuel ratio to best simulate what street conditions would be like. Our best success was with 32 degrees timing. We limited our pulls to 5500 RPM as this is predominantly a street engine and I felt I had more than achieved what I had set out for. Neither of us wanted to find out the rpm limits of them hydraulic roller lifters although I'm sure 6000 rpm would have been safe. With the low end torque I don't see the need to spin rpm up much higher just for a dyno number. My car is a four speed so I will likely shift at 5700-5800 when at the track.

RPM HP TQ
2000 180 476
2100. 192. 480
2200. 199. 476
2300. 207. 472
2400. 214. 468
2500. 222. 467
2600. 233. 470
2700. 245. 475
2800. 257. 481
2900. 266. 482
3000. 273. 478
3100. 281. 476
3200. 290. 476
3300. 302. 480
3400. 314. 485
3500. 327. 491
3600. 345. 503
3700. 364. 517
3800. 378. 523
3900. 396. 533
4000. 417. 548
4100. 436. 558
4200. 449. 562
4300. 459. 562
4400. 470. 561
4500. 480. 560
4600. 490. 559
4700. 500. 559
4800. 509. 557
4900. 517. 554
5000. 520. 547
5100. 527. 542
5200. 534. 540
5300. 542. 536
5400. 544. 529

This engine is going into my 69 four speed swinger. I am using a McLeod rxt twin disc clutch. I have three centre sections set up with ratios of 3.55, 3.23, and 2.94's for longer trips. Exhaust is dual 3" with x pipe and dynomax ultra flow mufflers. Fuel lines upgraded to 3/8".

If anyone is interested in photos I have many, just ask. I am just in process of installing in car now. I'm hoping to have out by mid September.

Regards Chris