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That article is a good example of where everything is well-written and appears to have merit -- if you only take it at face value. However, it does not address opposite compromises/perspectives.

As an example:
He mentions that ring friction is the greatest loss in an engine, which we all accept to be true. He mentions that a shorter stroke has less drag of ring friction -- however he does not quantitatively discuss the 'longer' rings required in a larger bore. Based on a simple circumference calculation, a 440's bore/ring is about 3% longer than a 413 - so there is higher friction with a larger bore.

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True. However, any power loss due to friction would be more than offset by the power gain due to the increased displacement.

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Larger bores take advantage of larger valves – but they weigh more. Running larger valves, and at higher RPM, requires stiffer springs to maintain control – with all else equal, there is increased inertia & more friction in the valvetrain.

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Also true. However, that point is moot for this discussion which suggested a heads up comparison of 413 and 440 short blocks with all other variables being equal.

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Larger bores have more area and therefore require more time for the flame front to travel. This theoretically requires more ignition timing, and advanced ignition timing permits more heat to be lost to the cooling system. Ideally, ignition would start at TDC. Larger bores also have more surface area at the cylinder walls that hold cool end gasses that contaminate the next intake charge.

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Again, any power loss due to these factors would be more than be offset by the power gain due to the increased displacement. If this were such an issue, Ma Mopar wouldn't have produced anything with a bigger bore than a RB 383 in the first place.

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“My subject is racing engines, not street motors, so I'm not concerned with torque at 2,000 rpm. In my view, if you are building an engine for maximum output at a specific displacement, such as a Comp engine, then the bores should be as big as possible and the stroke as short as possible.”

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I read that. To me it means that a bigger bore 440 would have the advantage in a race against a 413.

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It is known that an engine is most efficient at its torque peak, so you increase power by creating more torque pulses/unit time, however they become less efficient individually as RPM increases.

Yeah, if you don’t care about fuel usage and you want to run an engine at max RPM (and don’t care about the higher expenses involved with high-RPM durability), then his statements have more merit.

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Again, the issue of stroke is moot with a 413/440 comparison. What he does hit on is bore size and power, which is why I posted the link.

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It’s all a compromise. Whomever suggested a scientific test of identical 413-440 builds hit the bullseye.

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I agree, but I doubt that anyone will bother.

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90% of all the information placed by you, Reggie,
is TRUE. But Ma MOPAR increased th bore size from
413 to 440, basically to increase displacement
without altering engine dimensions. To be able
to use the largest Chrysler mill in just about
ANY Chrysler rear-wheel drive chassis. Why? To
save from building different K-Members, and to
keep up with the "Joneses" in the horsepower
game. GM rushed to get a head start with the GTO
and 2 years later Mopar countered with the big
block Coronet option 67' 440 GTX, which formed
the basis of Famous Road Runner. Big bore motors
were the rage back in the late sixties, early seventies. Till longer stroke motors took the
spotlight away. More power, less rpm/engine wear,
more torque/better economy. The 440 sadly left us
in 78', due to more efficient mills of economy and
environmental designs.
AS for the Quotes on the 440, I've been saying it
for a while now, if you are class racing or All
out racing then the 440 IS for you. Street, street
strip racing, in my book 413's get the nod for me.
Ther may be "NO REPLACEMENT FOR DISPLACEMENT, but
at the "LIGHT or TREE, Torque RULES and a 413 has
an AMPLE SUPPLY right where it's needed LOW-MID
RANGE WHERE IT COUNTS. 440 RUNS BEST in a light weight chassis, where the 413 can run as well
with slightly more weight.