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I had one on my '93 Cherokee, heater was not great and I had to park it outside so it helped a lot to be able to start the engine at 110°F as opposed to -15°F in Colorado winters. If I was still living there and had to drive my D200 regularly I'd probably add one to that truck. Fortunately the...

One of those things that's probably not a big deal but everyone has their own opinion of how to do it lol

I'll give it about 30 seconds or so then get on my way, baby it the first few minutes and gradually get on it a bit harder as the temp comes up but still try to keep the RPMs low. Once it's up to full operating temp I'll do a WOT blast for a few seconds up to near redline at least once during...

I'm assuming with a 505 BB, beefed chassis and fatty tires that car is running at least in the 10-second range (??) in the 1/4. I forget which ET range it is exactly but definitely by the 10s you actually want the torsion bars stiffer as trying to maximize weight transfer isn't as important and...

The 440Source "stock replacement" rods use 7/16" capscrews and are modeled after 426 Hemi rods. They currently have a clearance deal on "blem" RB rods, set of 8 for $150... description says balance was either slightly out of tolerance or small end was honed slightly too large for press-fit pins...

I exaggerated, it did pick up torque everywhere above the 3000 rpm starting point of the dyno pull but it wasn't 40 lb-ft, more like 30 at some points and carried the torque higher up in the revs. It did gain 35 hp at peak. https://www.motortrend.com/plus/detail/episode_title/4794126 In case...

I want to take the approach of modern engines... Lots of head flow capacity to make the power. It's been confirmed in recent years that the BBM platform is "under-headed" in factory form. I've watched the Engine Masters episode multiple times now and it really says something if they picked up...

My post got long-winded as usual lol... I originally started building it for my truck hence the Stealth heads and RPM intake I had before but decided to keep the 360 in that and want to build my 440 for a street/strip car instead.

A couple years back I started building a 440 to swap into my '72 D200 pickup; at 5000'+ elevation back in Colorado the power from the mostly-stock 360 was a bit lacking. Now since moving to basically sea level I find that the 360 is more than adequate and will likely just swap in an A-518/46RH...

Hope I'm not hijacking the thread but what would this same combo do with Trick Flow 270 (MW port) heads, similar cam but only about 9.5:1 compression? I have a 440 I started building originally as a tow rig engine but put it on hold and decided to change direction while still using the short...

The engine in question is a 512, not a stock size 426...

I don't have first-hand experience with 2G Hemis but some thoughts on why this particular one requires such low ignition advance... Mostly pertaining to how it's a big stroker engine; strokers in general need less advance due to the rod-length-to-stroke ratio being lower. Also because of the...

If only it was that easy. Casting requires huge amounts of up-front capital for the materials and equipment. Manufacturers of metal parts generally don't bother with it until they know for sure they'll be making a large volume. Just the molds alone are crazy complex, look at even our...

Another option is to have your current lifters refaced. I just did a quick search and Schneider Cams offers the service starting at $5 per lifter. IMO this is the biggest issue, defective machining and/or damaged faces...

H-D made the Ironhead Sportster all the way to 1985. Of course they're known for hanging on to old tech as long as possible. I wouldn't mind owning one myself, or a nice Shovelhead. But then there are a bunch of motorcycles I'd love to have lol. B&S started doing aluminum engines around the...

The first point was proven to be a myth on Engine Masters. They tested an engine with aluminum and iron copies of the exact same cylinder heads while keeping everything else the same (compression, cam, port flow, manifolds) and there was no change in power. It comes down to your second point...

I thought factory 383 HP pistons sat above deck at TDC, or is it just 340 pistons that do that? I think it's time to do some measurements on where those pistons actually sit before going much farther...

The 4-speed and gears will definitely help and also being in a light car. Anything to help it stay out of the lower revs (<3000 rpm) too much will make it run much better.

That'll be a BIG upgrade from 906s. Engine Masters did a test on a 440 with Trick Flow 240 vs 270 heads and the bigger heads had gains pretty much everywhere. I do hear P-V clearance can be tricky with factory high-comp 383 pistons though if they don't have valve reliefs. Quite a big intake...

Nice what kind of aluminum heads? Regardless of brand/type they should have smaller closed chambers than the 906s which will give you a nice bump in compression and much better knock resistance. The Edelbrocks on my 360 are the "open" chamber (more like recessed closed chamber) versions...

Just wanted to chime in regarding your carb choice, a Street Demon might not work too well with that cam especially on a single-plane intake. If you already have the carb it's worth a shot but if not I'd suggest something better suited to hotter engines with low idle vacuum (Holley DP??) as...

It's not the typical sudden and complete cam lobe failure like we usually see these days, more of a long-term high-mileage thing. I've put at least 10k miles on this truck since I got it running and it's always run this way. It's a slight vibration/miss at idle that feels like a partially dead...

Pretty much, check post #111. The 360 in the truck now is in excellent shape aside from a worn cam lobe as it doesn't idle very smooth and I've replaced the whole rest of the top end with fresh parts and spent some time tuning it.

I'm in Augusta, sounds like we're not too far apart! Probably, I don't get many opportunities to build engines though so I wanted to have fun with it and build something with potential for further upgrades down the road which worked out well as now I'll be putting it in a car instead and...

No, unfortunately last year when inflation and gas prices started hitting hard I indefinitely put the project on hold. In September I started looking for jobs in other parts of the country and am now in the process of moving to GA. The original motivation to build a 440 was for better towing...

Even if they're "better" they still flow like a drinking straw for feeding 440+ cubes. Once I started learning about heads for other brands, stock BBM heads are pretty sad in terms of both flow and combustion chamber design. Eric Weingartner on YT ported and flowed some BBM TrickFlow 240s and...

Yes because then you could take advantage of the closed chambers and have some squish. All the more reason to have the block square-decked. If you're using open-chamber heads there isn't as much benefit to blueprinting the short block like that.

FYI Stealths have that name because externally they look just like a factory iron head. Paint them and you'd have a hard time telling the difference on an assembled engine. Losing ~60 lbs off the top of the engine would be beneficial in an A-body. But if the choice is only between the 906s...

Agree with the above posts, also to expand on this part... check the lengths of the stock pushrods. They likely vary by 10-20 thou or more. Getting new pushrods that are all the same length will help with valvetrain stability and power at higher RPMs due to having more consistent lifter...

Wow it was that long ago I had my 440 block machined? Didn't realize it had been that long. All I've managed to do is get the main bearings, rear main seal and crank installed. But that's because I ran out of money when the inflation+gas prices hit. Maybe I'll get the pistons and rods...