I had a stock sroke 440 in the mid 80's [not many good bits available then] anyway six pak replacement pistons [seriously heavy] prepped stock rods ported 906's with 2.14-1.81 valves street dominator manifold, 2" headers. Had it in an Australian Charger around 3250lb. 10.8 / 123 mph

I am thinking maybe trying a freak show converter, and having them decide the stall I need. Does anyone think a 4500 1050 is too big? The carburetor calculator says I need around a 950.

That's what I'm using now.the calculator showed me needing a 1000 cfm Carb the second choice was a 1050

has any one have results with a 446-452ci with INDY 440-1s or B1 heads

im putting together a 446ci B1 combo

This was a build for a buddys 1968 Satelite

.055 over 1966 440 block
NOS cast crank--3.75 stroke--internal balance--no Mallory metal
Eagle 6.76 rods for .990 pins
JE Flat top piston--.025 in the hole--CR 10.5 to 1--Runs on 93 oct pump gas
Racer Brown Solid lifter flat tappet cam--STX-21--272*/272*-.560"/.560"
Edelbrock Performer RPM heads with a decent port job and a Red CC inner spring added--shaved .040
Victor Intake w 1000CFM Carb Shop Carb-4150
Hooker competition headers--1 7/8" primary tubes
Dynamic 9 1/2" TQ Converter
Dana 60 W/Spool and 4.10 Gear set
3600# SS Springs w/ no snubber or anything else
29x 10.5" MT stiff side wall slicks
drivers seat--heater delete full C/M cage-- aprox 3500# w driver

10.29 at 129.xx MPH--1.39 60ft

My Car
89 Chrysler LeBaron
383 block w modified production 440 steel crank--3.900 stroke 449c.i.
11 to 1 CR--Zero Decked flat tops
ported 915 heads
Victor 383 intake
Racer Brown solid flat tappet cam. .560/.560--272*/272*
727 trans w/8" Dynamic converter
9" rear w 4.10 gear set
15x33 tires
2500# w driver
9.02 at 149 mph--1.21 60ft

Jeez... those are some bigazz heads for a 446! Planning on shifting around 8K?

Brad I believe the shift point on the 446 b1 l have was 7800. It pushed 3800 lbs of car 138 mph. The piston speed would be less than a 4.5 stroker turning 6800.

When I first bought my 70 Challenger (back half, ladder bar, lots of fiberglass, 2950lbs with driver) it had a 440 with ported big valve 906s, a .650 lift solid roller, and a team G 4150 with an 850. Glide with 4.56's. It would run 10.90s in good weather, but would creep up to 11.0s in the summer. Since I was racing 10.90 Super Street, I really needed more. I bolted on an ootb M-1, and picked up fifteen hundredths, then the next pass showed two tenths! I never went back to confirm, since I had plenty of runs on the team G. Sold it at a swap meet, and never looked back.




These combinations are very sensitive to getting the camshaft duration, gear, and converter matched up. My brother built a 440 with ootb Indy-1s, 13.2:1, short duration roller (260-269@ .050, .657 lift.), 6100 stall 8 inch JW, glide, 4.56 gear, 15X33 tire, in a 2750lb Barracuda and it went 9.30-143.

I had a 446" in my '65 Belvedere. It weighed 3450 on the starting line. Combo was:

440-1 heads milled to 54cc
Indy single plane 4150+2" 4500 adapter
old Holley 9375 1050
BME rods
stock crank
13.5:1
Comp Cam RX316 R8
ATI 4500 converter in a 727
Milodon single line system

1.4 60ft, 9.90s
--put a 1000cfm downleg 4150 on it with a 3" element air cleaner and still ran low to mid 10s leaving the line on the footbrake around 3k

care to share more info on this combo

compression
cam
stock or ported heads
conveter
gears
weigth

Ari440 the converter was 5600 or so 8" gear was 4.56 or 488 the heads are ported nicely. It is a nicely built old school engine. It has a girdle that resembles the girdles they used on the old 392 fueler engines a fabricated rev kit, rocker stans are milled off and it has blocks and shims so perfect geometry can be attained. Compression I'm going to say is 13+ to 1.It has healthy domes and small combustion chambers. I have no idea on the camshaft. I traded for the engine so I don't know all the particulars. Sorry

Ari440 the converter was 5600 or so 8" gear was 4.56 or 488 the heads are ported nicely. It is a nicely built old school engine. It has a girdle that resembles the girdles they used on the old 392 fueler engines a fabricated rev kit, rocker stans are milled off and it has blocks and shims so perfect geometry can be attained. Compression I'm going to say is 13+ to 1.It has healthy domes and small combustion chambers. I have no idea on the camshaft. I traded for the engine so I don't know all the particulars. Sorry

current combo is a std stoke .030 440
BG 995 cfm King demon RS on an M1
11.5 to 1
ex rebel Engle solid cam and lifters
sidewinder heads with a gasket match and not much else
Harland sharps
glide with a 4k converter
4.56 gears
four link in a duster
best so far with the footbrake
1.46 60ft
6.6 1/8th @ 99mph
8.9 1000ft @ 124mph
10.91 1/4 @118mph
fuel pump proved to be too small and couldn't keep up.

Be very careful or you are going to see liquid aluminum running out of the headers. Didn't you feel it laying over

yes, the pump has now been upgraded to a magnafuel 300 so just waiting for our Queensland weather to cool off some and head back to the track

Hi Project, Could you tell me what fuel system you had( pump, lines and all ) when it dropped 6mph it the top half ?

it had whats called an Aeroflow black 140 equivalent to a holley black. all -8 lines from cell to carb. I knew it wasn't going to cut it but up until then it had been running quicker and quicker, guess I found its limit.

Could anyone tell me their thoughts on a 850 cfm with a 4150 to 4500 tapered adapter on my combo? Also has anyone ever heard the deck of a 440 block varying all over the place from side to side, and front to back even? I also am wondering if anyone got their block angled deck to where it's making the heads face up more so, maybe better line of sight to the port for better flow?

It is not uncommon at all to have the stock 440 decks cut on a taper on both sides I've seen .008 on one side taper and .004 on the other side the opposite way Same thing on the rod lengths and crankshaft strokes
There was a Pro bracket 2 racer at LACR years ago with a 440 1967,68 or 1969 Baracuda coupe that insisted his car ran the best with a Dominator flang intake with the 2 inch tapered 4150 to 4500 adpater with a Holley 850 DP compared to a Holley 1050 Dominator carb. on the same intake without the adapter
As far as tapering the heads, block or intakes to help straighten out the airflows, that is a old SB Chevy SS trick used on the stock iron heads a long time ago, I wouldn't waste my time on a BB Mopar V8 that won't be shifted above 7500 RPM Buy better heads to fix that