Let's Build a 416 with Cast Iron Heads and Manifolds
- Thread starter BrianT
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PRH
Well-Known Member
I see no issues with that....... especially at the expected power levels.
My view on the proposed build, since the OE intake won’t likely be used, is that the biggest hurdle for making power will be the exhaust manifolds.
As for the Indy LAX heads, to my knowledge they haven’t been available for several years, so even if the OP wanted some, he’d be looking for used ones.
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Yep, quoted below.
I see where you’re going with this and it would be accurate if all the same parts are moved over from a smaller engine. A 340 for example will want to move more air at a higher rpm than a 408 or 434. At the smaller CID and W/the shorter stroke, it will need to turn more RPM’s where it will make the power. The larger 408/434 will need less RPM to move the same volume of air and fuel to make the same HP.
The ability to have an engine turn 7500/8500 is not regulated to its stroke. Though I’m sure I can point to a few engine on the extreme and not of the nature we work with here.
What ever floats his boat….
PRH
Well-Known Member
The thing many people don’t realize is........ the bulk of the mid-pack FAST cars don’t really make all that much power.
The ones a little higher up the ladder have figured out how to utilize what power they are making.
Sure, the top tier cars make big power........ but there aren’t that many of them....... and they’re the “top of the food chain” combos(hemi, l88, CJ, etc), accompanied by rather large budgets.
340sFastback
Well-Known Member
TTI has head pipes that route around the torsion bars without being pinched that bolt to the stock manifolds. Also straight through mufflers such a Dynomax Ultra Flo will help reduce back pressure allow engine to breath. That way you can get a high flow exhaust system to bolt to the stock manifolds.
Brian Hafliger
Well-Known Member
Nothing wrong with more stroke in a street car with tall gears!
Brian I am glad you chimed in. I was hoping to get your thoughts on what would need to be done to a set of J heads at this performance level?
340sFastback
Well-Known Member
Brian would be the man to help you get that engine combo matched up optimized
How far do you plan on modding the J heads ?
I'm starting with bare cores. The canvas is blank. I'm trying to get some idea what will need to be done to them? I'm not going to sink $5k into them, but I see a full port and gasket match in the future.
MOPAROFFICIAL
Oogliboogli
I think I would just have kg engines do the whole deal if they're doing the CNC work. Makes no sense to send them to another party after that.
Eehh... I don't know how to say it a better way, but my experience and a couple others has been his cnc program is awesome, but his finish work left some on the table. Dwayne has his hands in most of the FAST builds and is a huge wealth of knowledge getting these combos working. Mine included.
Brian Hafliger
Well-Known Member
Bronze guides, good machine work, porting to get about 275cfm (to keep it cost effective) and good valves/springs.
Anybody test those MP porting templates?
@Brian Hafliger your PMs are full
Brian Hafliger
Well-Known Member
all good now
MOPAROFFICIAL
Oogliboogli
If you can flip the ship, KG's cnc yields 285 cfm int- for $850.00. Guides n vj etc extra.
I spoke with Dave yesterday evening, Nice guy. He gave me some rough figures. He has many programs, some are not available 'proprietary' but if he has a program for the head then he can do it. He could probably run the same program on a 308 except for the exhaust but that's easy maybe a half price deal there I don't know. He has 906 programs and so forth basically he's the guy that a lot of these engine Masters people will use or some of them will use they'll get a port the way they want it.. they'll take it to him to copy and run on the machine through the rest
I spoke with Dave yesterday evening, Nice guy. He gave me some rough figures. He has many programs, some are not available 'proprietary' but if he has a program for the head then he can do it. He could probably run the same program on a 308 except for the exhaust but that's easy maybe a half price deal there I don't know. He has 906 programs and so forth basically he's the guy that a lot of these engine Masters people will use or some of them will use they'll get a port the way they want it.. they'll take it to him to copy and run on the machine through the rest
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B3422w5
Well-Known Member
To be a real purist, why even stroke it.
I have found going from a stock stroke to a stroker, all else being the same, only amounts to roughly 3 tenths, give or take a little bit.
With the stick, the car will actually have a chance of moving from point A to point B, compared to the tire smoldering and more clutch considerations with a stroker cranks.
12.40’s say one way, 12.70’s the other, or 11.80’s one way, 12 teens the other.
3 tenths I have found is just about where you can actually feel it in the seat of the pants… not night and day, but hey, feels a little stouter.
mopowers
Well-Known Member
How deep into the 12's do you want to be and what's the budget?
Following this. I'm building a 360. I have a set of X, and J heads, Wiseco pistons.
I'm a novice at this engine stuff, learning as I go. Will be going into my 66 B-Cuda.
ole man Dave
I'm a novice at this engine stuff, learning as I go. Will be going into my 66 B-Cuda.
ole man Dave
This should be a low 12 second car and budget is not a concern. I've built a 500hp stroker before and I know the costs.
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