Hello.First of all, thank you for a good magazine and a good forum.I have buildt a 440 engine with stroker kit and much more, but i think i missed out on some cruicial parts. I have been searching the web for long now, and figured that this would be the place to ask for help.First i think i will list the parts used and the work done, and hopefully you guys maybe find a issue and tips from that. Second i have some upgradeparts i would like to buy and i hope i might get some help on that too. Here we go:First of all, i took a (i think) 70' 440 block and stripped it down, washed it and painted and sendt to machinework. They did a 060 overbore total since it was needed. Then they did the work on installing new cam bearings (sealed nr SEA1453M) and also checked the topdeck to see if it was plane, it was. They also filed my piston rings, more on that later.I got my block back and washed it again, removing all debrise. Installed new bearing in bottom used Clevite 77 bearing, this apply to both crank bearing and rod bearing. Also new arp bolts was used on the crank holddown. Installed then new eagle h-beam rods and a set of +060 diamond dished pistons, here i used the rings i got cut at workshop witch was a set of speedpro rings.Then i installed my camshaft, a comp cam extreme energy hi lift (COMCL21), and hydraulic lifters kit. I installed my head witch is a set of 904 closed chamber heads witch got some work done to them. Minor port work, 1.81 intake and 2.14 exhaust valves and ofc new seals. Here i also used arp bolts.New and correct pushrods where installed, and a crane cam 1.6 roller (CRN64791-1) aswell. A set of welded aluminium valvecovers was needed.A new set od dualchain timing kit was installed with a oilslinger disk. And a fluid damper infront.The intake is a edelbrock torker II intake and i now have a 750cfm edelbrock carb. Also i have msd billet distributor and a msd 6al ignition module. Due to lack of vacuum i also installed a hydratech hydraulic brake booster. Ohyes, there is also a set of new TTI ceramic coated 2" primary to 3,5" collector headers on the engine, with a complete new exhaust x-flow ceramic coated 3" pipes aswell from TTIA deep 7qts oilpan is there aswell.. This i hope to replace with a lower on,mwith a wide sump instead of this deep one...I might forgotten much but i think i got it covered..Over to the problem. Im not satisfied with the power output on this, ive tried a couple of diffrent carbs and finally installed the msd ignition system but still it hickups on certain rpms, now i also have a issue with timing since i get detonation quite fast during accelleration.Also i think its quite "hairy" on idle rpm.. I have blown a hi torque starter on this aswell my converter teeth went down the drain, so now im about to change converter sgain.. This starter issue might be due to a bit loose starter and i blame this on my self btw, there is a newly overhauled 727 on my car.. I do overhaule theese my self.So, now im considering a pair of new cylinderheads, and those cnc machined stealth heads at 440source seems to be a good deal, any ideas and other suggestions? I also thinking of a new intakemanifold.. Might be efi, with megasquirt, but this is uncertain yet.Please, some of you masters please look over this setup and tell me what is wrong.. And also please give me a detailed reason since im eager to learn mor Edit: btw, all parts are from mancini racing, and little info i have on them such as rod lenght and such...Best regardsTorodd indersund440 BB stroked. 1968 Dodge Charger
sounds like it needs bigger jets & play with the timing a bit .
sounds like the carbs need to have bigger jets & play with the timing some.
So your 440 stroker is actually 500+ cubes. What gear? tire? converter? Carb and cam sound small for the cubes. Is the carb a double pumper? what jets? Power valves? What is your initial and total timing? Carb spacer? if so what type?
Well the kit is originally 496 cui, with 030 overbore, but i have 060 overbore so i guess i pass 500 cui with a fraction yes. Right now its the original wheels on it and a 2500 stall converter. Im changing this to a 3000 stall instead.The cam seems small aswell? This is where i get lost so please give input. The carb is wrong.. I did change this and forgot it when i wrote the post... My carb is EDL-1413 CARB 800 CFM ELECTRIC CHOKE this has been in the car for about two years i have a calibration kit for this carb, but i have not changed anyone yet.My initial timing is abou 15 and max advance in dist is 18
Difficult to call the cam small, we don't even know what the cam is yet. Which extreme energy hi-lift cam? There are three in my catalog. Where is the cam timed? Exactly which Diamond dished piston. (cc's?) What deck height (top of piston to top of block)? If you don't know the answers to the last two question, what is the cranking compression?904 closed chamber heads? Never heard of them. What cc combustion chamber? With minor port work(?) and 2.14/1.81 valves in a stock iron head, your engine will run out of air flow about 5500 RPM (or sooner).The Torker II isn't anywhere near being your problem yet.
http://www.compcams.com/Company/CC/cam-specs/Details.aspx?csid=713&sb=2This is the info i got on the cam.Timed by me as beeing my first time so this can ofcourse be the problem.The pistons i dont have the cc, nor do i have part number on it eighter because i got shipped a second set since the first set was wrong.Nor do i know the deck height.. So i have to figure out the comp and i don know how to.I am so sorry, i must have been tired when writing post.. It is a set of 915 heads.. I think they are called.. The originals with closed chamber.. They are 78,5cc i think. Minor portwork is just polishing the ports.. Removing the casting debries.. This is done by a lokal guy witch i dont thrust anything he says, but he told me this is good enough. Hope you got more info now.. And please tell me how to determine compratioEdit: i remembered, during building my father and I was discussing and he told me that I would end up around 11:1 in comp
It is unfortunate that these builds are not planned out better in advance. IF you do indeed have 11:1 compression, the camshaft you have chosen WILL be to small to prevent detonation without using race gas or retarding the ignition so far you lack power.Timing the camshaft with a degree wheel and dial indicator is essential when building engines these days, especially considering the cost of the investment.Knowing for certain the static compression ratio would be very helpful. Pull the heads and do a .500" down fill volume to know exactly the piston dish (search the internet for examples on how to do this. Measure the deck height with a depth mic or at least with a flat bar and feeler gages. Have the combustion chambers in the heads cc'd. Measure the diameter and thickness of the compressed head gasket. BUT AGAIN, you can get some idea of what you have to work with if you just get a $20-$80 compression tester and find out what the cranking compression is. Just going to the Stealth heads without knowing what cc the 915 heads are, could make the detonation problem even worse.You need MORE solid information on how the engine is built. You can get us to give you a thousand guesses and try a thousand things and eventually you may fix your problems.
Yes i do agree, this build is poorly planned and ive learned however, i do know the heads cc since they are not modified in the chamber.. They are 78,5cc as they where from factory. The stealth head i think is 88cc so a bit larger.. If i find that the compression is too high, what options do i have on reducing the comp other then changing piston?
Yes i do agree, this build is poorly planned and ive learned however, i do know the heads cc since they are not modified in the chamber.. They are 78,5cc as they where from factory. The stealth head i think is 88cc so a bit larger.. If i find that the compression is too high, what options do i have on reducing the comp other then changing piston?Edit: writing error, the stealth is 80cc
I waited so long to respond because I sense a large argument ensuing and I'm really trying not to argue with those I'm trying to help.Have you measured the heads or are you are assuming that the 915 heads are 78.5cc because they were supposed to come from the factory that size? If you take the time to have them measured you may find that 78.5cc is in error.I'm sure you already understand the options available in reducing the compression. They are the same things you use to calculate the static compression.By what standard are you measuring what you believe to be a lack of performance with your engine? Is this a subjective, "it just doesn't feel good enough?". Or have you not reached a measurable goal such as 1/8 mile, 1/4 mile or flying mile time?