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Until it will come off the high idle cam on it's own, then I like to let it get to where the temp gauge starts to move.

The "shallow", "thick" plugs can pop out if they're not square in the bore. I don't like those plugs. The deep thin plugs are much less likely to do that. I don't use any sealant on brass plugs normally. If I felt the need, I'd use something like copper coat. I've used an appropriately sized...

I agree with 72blunblu. As I understand it, using AL heads allows you to raise the compression a moderate amount. What is moderate? I have, however seen multiple posts where people say things like "I'll be using aluminum heads so I have to raise the compression". Not sure how they're coming...

There's a reason the factory had to put more restrictive manifolds on those cars.

My 383 with Super Comps needed 4 wires with straight boots, 2 with 45* and 2 with 90*

I had some friends in the late 80's that were building 400's with 440 cranks. Not sure what rods or pistons they were using but these guys were bargain experts. They must have found something cheap that worked. I believe they were 444 CID.

This toy was sold in 1974 (I had one). Note the CID callout sticker on the hood.

9.5:1 is a pretty good ratio to start from for pump gas.

Now we're gettin' somewherz.

..but the main thing you're going to gain with a severely "oversquare" bore size is...torque?

Better do some good hard lookin' for pistons. That's usually the Achilles's heel of 400 builds. I've read that a .040 over 440 piston fits, but can't seem to find what the compression height will be.

This is called "pulley hell". It's best to get all the pulleys, brackets and spacers from the same donor vehicle. AC and non AC cars got different pulleys and water pumps. Sometimes each year got different stuff too. This can/will make your belts not line up as well. Mixing and matching is...

I've been using gaskets similar to the silicone one but they are steel with a silicone center. IIRC they are Mr Gasket brand. The Mopar ones are hard to find but O'Reilly's carries the chevy one and the bolt holes can be hogged out to work.

I have two 318 warranty blocks, a 1967/68 and a 1976. The 67/68 has the replacement assembly tag, the 76 does not, but has a blank pan rail. I don't see any evidence on the 76, of ever having a tag riveted to the block. Perhaps they stopped using the tags at some point.

you can also look at the 71 and 72 440 and 360 look at the compression ratio difference between the two years, and keep that in mind when comparing the 1971 (gross) and 1972 (net) HP in general, IIRC, there is about a 20% reduction from gross to net rating apply that and note any design...

might want to check out bigblockdart.com

One step below the venerable 284/484 on lift, one step above on duration. What's the problem?

Anything you can do to increase efficiency will help both.

...and that opens the door for drag radials etc.

How about a pair of 30" rear tires to make your final drive ratio higher without changing gearsets, then it's just a tire swap on track night.

drool..............

Nice. What does that weigh? I've got an '80 short stepside to weigh, so no idea yet. Old, mild 440/833 OD. My 2000 ext cab Dakota weighs 4200.

So what's it in and has it been to the track? Sounds like an easy high 12s or better in a 3800# car.

383 heads and 440 heads are the same. The difference is in the block casting. 440 is about an inch taller and a bit wider. This positions the exhaust ports in the heads differently and can affect where the header pipes go. and their angle.

I didn't see the head casting# in the OP. I had to machine the spring landings (guide boss?) on my 906 heads for a DC 284/484 cam and the recommended spring . Not a big deal. My motor was a stock HP 1970 383 with advertised 9.5:1 compression. Your cam should be fine in a motor with the same...

Slightly carbon-y. Cold or slightly rich?

Last year I paid $300 for a running 1973 400 and 727 complete 2 bbl carb to pan and a box of stuff including a new fuel pump and a new set of plug wires. Also the ignition controller and harnesses.

You really need to know what cam is in it and how it was installed as well as compression. My 70 HP (9.5:1) motor with the old 284/484 cam (degreed per MP spec) ran like a scalded dog in a 70 B body. The carb was kind of a ***** to dail in and I had to basically make a holley 650 with a 750...

Pretty sure advertized stock compression on 66/67 440 is 10:1 or even 10.1:1. IIRC that's true all the way til 1969.

So do they make a spool type?