360 block .060 over
4.25" BPE Crank
6.125" 327 journal rods
~9.5:1 dish pistons
Bowl ported W-2 heads, 2.08 intakes (285-ish cfm?)
Strip dominator intake
Solid roller ~242/249 @.050, 593 lift with 1.6 roller rockers 109 LDA in +4 (regrinding a 261/268 107 sr blank)
1 5/8-1 3/4 TTI step headers
850 Holley hp

904 trans low gear set
8 3/4 rear, 3.55 gears

All in a '66 valiant V100 wagon maybe 3100 pounds?
4 wheel discs with handling mods to make a fun and decent handling daily driver with easy high 11 second potential
Daily driver

Should be all you need for the street.
LOVE the A-body wagon.
R.

There goes that question mark again (285?). Send the heads out to get ported and checked on a flowbench with a ported intake matched with flow numbers too. Bowl ported means nothing if the rest of the port isn't part of the package. The typical W2 heads flows 260 cfm@.500 lift then falls on its face and drops in flow. A 2.08 valve doesn't help the situation. Properly ported W2's flow 320-330 with the 2.08 valve. Knowing exactly what you have sitting on an engine stand sure makes it easier to tune at the track instead of having ???????? in your head. After the heads and intake are finished supply your cam builder flow numbers at every .050 and let him build the best cam for your combo.

Those headers are pretty small for a 440 ci... but
if you dont plan on turn up any rpm they will work...
I know things get a bit tight in those old A-bodies
but thats up to you... my 416 called for a 1 7/8
header with 3.5 collectors... thats only turning 7000

Why go .060 over just to reach the magic 440" mark? Go with a smaller bore, sacrifice a couple cubes and have rebuild/ over bore potential in the future.


Otherwise looks like fun!

Thanks PBR,

Yeah I've worked a few sets of W2's over the years so I kind of know where to get them without a lot of work, heck the set I ported at 19yrs old back in 1981 went 290+

What I mean is I've got no real need to 'go to town' on them, not for this combo. To be honest I just want an Easy 525 horse with as broad of a powerband as I can get out of it.

I've never actually built a W2 where I WASN'T trying to wind the pee out of it....of couse this has almost 100 cubes more than I had back in 81!!!

I don't foresee this motor wanting or needing to go much past 6200, think street 440 big block with Edelbrock heads in a small block package. I just want a fun driver that will surprise a lot of people....kind of like.....oh well, never mind

@ Triple Threat....block is an early 71 that had one hole that wouldn't clean up at .040, the other 7 would have cleaned at .020, lol

I have a 440" w2 motor as well. My compression is higher at 13.1 and cam is a solid roller at 660 lift. It made 652 hp and 590 torque.

My w2's flow 285 @ 650 lift. I could have made more power but I still have my LA 1-7/8 headers bolted on to the w2 heads. I have 2.02/1.60 valves

You will run in the 10's

Everything for what your doing looks good except the headers. Their rather small for the 440. TTI,s are typically long witch dictates larger tubes.

But you may be restricted with space limitations, but Im not sure you would know that yet exactly. So your headers arent Ideal for the combo, they will work but probably be the choking point of some HP.

I know your not building a HP build, but IMO they will be choking off some HP that "doesnt" need to be choked off. No big deal though.

TTI's are the only decent option (not going fender wells) and fortunately for me my W2 castings are the dual bolt pattern exhaust type so I don't need a 1-off exotic to fit the 66 A body.

The Rocky was running easy mid 11's with tiny little 1 5/8 x 3 headers and it really isn't much more than a couple hundred pounds lighter (2780) than the Val (maybe 3000-3100?) will be. Additionally Im going to try to make this thing fairly quiet and docile sounding with dynomax VT mufflers, heck I'm even thinking about putting a vintage air system on it, lol

RUN FOREST RUN! Do not buy those VT mufflers.
I have them on my dart and the flapper inside the muffler rattles like crazy at idle and even above idle.

D-D, I believe Dynomax fixed that, they'll probably replace then for free if you have an early set of VTs if you write to them, that's what I've been told by several people who had the same problem

Made a few revisions, most notably slightly upping the CR from 9.5, longer rods from 6.125" and a slightly ~10 degree larger cam.

360 block .060 over
4.25" BPE Crank
6.200" 327 journal rods
~10.4:1 dish pistons
Bowl ported W-2 heads, 2.08 intakes (300 cfm?)
Strip dominator intake
Solid roller ~251/259 @.050, (172/176 @.0200 645/.648 lift with 1.6 roller rockers 109 LDA in +4 (regrinding a 261/268 107 sr blank)
1 5/8-1 3/4 TTI step headers (biggest that will fit without going to fenderwells but I may increase the collector to 3 1/2"
850 Holley hp...or may go to a MSD EFI after the good results on the 442" AMC

904 trans low gear set
8 3/4 rear, 3.55 gears
3200 stall "tight" 9 1/2" converter (car will be tire limited but will run 26 x 9 Hoosier DOT slicks at the track)

Kinda got off-track about the whole muffler thing, was hoping for some more input on the combo.

Was concerned the 242/249 solid roller might be too small ofr the big stroke and make the motor too torquey down low (i.e, same stroke as a 455 Oldsmobile). Going a little bigger was the suggestion of Tim Goolsby at Bullet and I very highly regard his opinion. And with the EFI I may also retard the ICL slightly to 107 straight up.

And for the same reason I may skip the low 2.77/1.54/1.00 gear in the 904 and go with the standard 2.45/1.45/1.00

thanks

Sounds perfect for an Allis Chalmers or John Deere type build

Why in the world would you put a low gear set in the tranny of a combo like that

because it was the one I had in hand....

I'm all for helping the economy but geez!

Actually I just picked up a good complete 904 core for $50 so I'm good either way.

Actually when you play with the ratios you can lower the final drive while maintaining the desired first gear overall ratio:

Ex: The low gear with the 3.54 has close to the same first overall as a standard with a 3.91. So there's a possibility to go with the low gear and match it to a tighter/cooler running more street/cruise friendly converter instead of more stall...just another tuning option to look at, that's all, depends what you want.


2.45 1.45 1

3.54 8.67 5.13 3.54
3.91 9.58 5.67 3.91
4.1 10.05 5.95 4.1
4.57 11.2 6.63 4.57


2.74 1.54 1

3.54 9.7 5.45 3.54
3.91 10.71 6.02 3.91
4.1 11.23 6.31 4.1
4.57 12.52 7.04 4.57

Anybody built any stroker SB's using W2's other than the one in the tech archives?

how do you like it?

I am worried a bit about the 'overkill' (for what's just gonna be a driver), but then with 440 cubes and smallish ports (as well as they do flow compared to a BB) you can only really go so small on the cam duration.

Seems to me you've overkilled the lowend torque goal. It'll have the powerband and street antics of a diesel.