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Ive seen posts in the past about the fastest 360/440 smoggers but what about 400s? Theres alot of guys like myself that dink around with 400s. Cheap and easy to find. What have you guys done with stock bottom end 400s, Meaning stock low compression pistons, stock crank etc. I need some ideas for my newest 400 combo

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Ive seen posts in the past about the fastest 360/440 smoggers but what about 400s? Theres alot of guys like myself that dink around with 400s. Cheap and easy to find. What have you guys done with stock bottom end 400s, Meaning stock low compression pistons, stock crank etc. I need some ideas for my newest 400 combo

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I haven't run one yet that wasn't bone stock (and slow as hell), but my current project that got derailed just this weekend was gonna be stock 73 400 short block, shaved and ported 516 close-chamber heads (with 1.81 exhaust valves, stock intake valves), Hughes Whiplash cam (probably the big one), stock rockers (until i could afford some Comp Pro-comp rockers), ported Holley SD manifold, Holley 800DP, MSD Distributor and box, Hooker Comp headers and 3" mandrel bent X-pipe exhaust.

I was toying with the idea ov buying these 2.14 valves at the swap meet this weekend for some more head flow, but i'm only doing the bigger exh. valves to get rid ov the 1.60 stock ones, any more is gonna turn into a head rebuild (which they dont need). If this all worked i'd save up to build the same combo with zero-deck forged pistons and then save up for a much better aluminum head/big solid cam combo down the road.

You might wanna look up the Mopar Engines handbook. In there is a test car they built out ov a Duster (i think) and used several MP cam combos in a stock piston 400... all the way up to the big MP solid. That was an automatic car with some serious gears, and went pretty damn fast for a $100 short block. I dont remember the details though.

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I hope this helps:

Stock 400 ci engine w/stock 8.5 to 1 pistons
MP Stage IV heads
MP 850 cfm carb
MP Chrome Ignition Box
MP Performance Headers
A-727 Torqueflite Trans
4.30-1 Gears w/Sure Grip (8 1/4 rear housing)
10-1/2" W Slicks
Plymouth Duster Bracket car - weight 3200lbs (less driver)

Cam: Duration Lift C-line: E.T. MPH
P4120237H 292* .509" 108* 11.77 114.89
(Baseline)
P4120659M 284* .528" 112* 11.69 115.90
P4120661M 296* .557" 110* 11.55 117.05
P4120663M 312* .590" 106* 11.45 118.00

Each camshaft was installed at 2* less than the centerline, with the EXCEPTION of the .590" cam.
The .590" cam was installed at a 104* centerline.
The valve springs (P2806077) were used for all cams tested. FYI: No particular intake was listed, so common sense kicks in - single plane as
in M1 OR Holley Street Dominator. Neither was any converter suggested

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Ive seen posts in the past about the fastest 360/440 smoggers but what about 400s? Theres alot of guys like myself that dink around with 400s. Cheap and easy to find. What have you guys done with stock bottom end 400s, Meaning stock low compression pistons, stock crank etc. I need some ideas for my newest 400 combo

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I haven't run one yet that wasn't bone stock (and slow as hell), but my current project that got derailed just this weekend was gonna be stock 73 400 short block, shaved and ported 516 close-chamber heads (with 1.81 exhaust valves, stock intake valves), Hughes Whiplash cam (probably the big one), stock rockers (until i could afford some Comp Pro-comp rockers), ported Holley SD manifold, Holley 800DP, MSD Distributor and box, Hooker Comp headers and 3" mandrel bent X-pipe exhaust.

I was toying with the idea ov buying these 2.14 valves at the swap meet this weekend for some more head flow, but i'm only doing the bigger exh. valves to get rid ov the 1.60 stock ones, any more is gonna turn into a head rebuild (which they dont need). If this all worked i'd save up to build the same combo with zero-deck forged pistons and then save up for a much better aluminum head/big solid cam combo down the road.

You might wanna look up the Mopar Engines handbook. In there is a test car they built out ov a Duster (i think) and used several MP cam combos in a stock piston 400... all the way up to the big MP solid. That was an automatic car with some serious gears, and went pretty damn fast for a $100 short block. I dont remember the details though.

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I hope this helps:

Stock 400 ci engine w/stock 8.5 to 1 pistons
MP Stage IV heads
MP 850 cfm carb
MP Chrome Ignition Box
MP Performance Headers
A-727 Torqueflite Trans
4.30-1 Gears w/Sure Grip (8 1/4 rear housing)
10-1/2" W Slicks
Plymouth Duster Bracket car - weight 3200lbs (less driver)

Cam: Duration Lift C-line: E.T. MPH
P4120237H 292* .509" 108* 11.77 114.89
(Baseline)
P4120659M 284* .528" 112* 11.69 115.90
P4120661M 296* .557" 110* 11.55 117.05
P4120663M 312* .590" 106* 11.45 118.00

Each camshaft was installed at 2* less than the centerline, with the EXCEPTION of the .590" cam.
The .590" cam was installed at a 104* centerline.
The valve springs (P2806077) were used for all cams tested. FYI: No particular intake was listed, so common sense kicks in - single plane as
in M1 OR Holley Street Dominator. Neither was any converter suggested

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The only 'big' issue with the 400 was the lack of an oem High compression piston. KB makes a flat top that should get you right at 10-10.5:1 with a decent closed chamber head (like a 67 Magnum 915) of better yet, an edelbrock.

The 557 is a great cam in a light A body or a 4 speed but in a B or E automatic I'd run the .528. Performer RPM hands down (Sd is better on a 440) and a 750 double pumper, run a 1 3/4 header with an Auto or a 1 7/8 with a 4 speed. with a decent gear 3.91-4.30 (depending on your tire size) and a quickened up dizz you should go high 11's (or at worse in a heavy car very low 12's) on pump gas without a lot of drama.

Ron's son's 406 Dart is about as basic a hot rod as you can get but it's a solid consistent performer. Like I said it really takes the slug swap to get the 400 the performance respect/cred you would give a 'vintage' 383 magnum.

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