Re: Big Inch Six Pack Motor
[Re: Rocket65]
#696760
05/13/10 12:19 AM
05/13/10 12:19 AM
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Joined: Oct 2003
Posts: 2,537
PORT ALBERNI , BC., CANADA
superwrench
master
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master
Joined: Oct 2003
Posts: 2,537
PORT ALBERNI , BC., CANADA
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I'm running a 496" 440Source stroker in my Challenger. Still have the stock un-touched aluminum intake on there, and using Eddy Performer RPM untouched 84 cc heads. Using a XTQ294S Comp solid with 928 Comp springs. The carbs have had "LOTS" of tinkering to get everything to work well together. The car will run 10.90's easily and I know there's more in it with some ssuspension work as it has a bad habit of spinning about 20' out of the box on a so-so track.This is 3650# with the driver. so it isn't a light car. I think the 620#'s of torque probably has some bearing on this!  A good roller cam would probably net another tenth or so, and the intake can be ported out by Hughes Engines to their Stage 2 specs. Those intakes actually will flow pretty good for a dual plane if they're worked over. 
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Re: Big Inch Six Pack Motor
[Re: superwrench]
#696764
05/14/10 08:08 AM
05/14/10 08:08 AM
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Joined: Mar 2005
Posts: 2,060
Pendleton NY
terzmo
top fuel
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top fuel
Joined: Mar 2005
Posts: 2,060
Pendleton NY
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Quote:
I'm running a 496" 440Source stroker in my Challenger.
Still have the stock un-touched aluminum intake on there, and using Eddy Performer RPM untouched 84 cc heads. Using a XTQ294S Comp solid with 928 Comp springs.
The carbs have had "LOTS" of tinkering to get everything to work well together.
The car will run 10.90's easily and I know there's more in it with some ssuspension work as it has a bad habit of spinning about 20' out of the box on a so-so track.This is 3650# with the driver. so it isn't a light car. I think the 620#'s of torque probably has some bearing on this!
A good roller cam would probably net another tenth or so, and the intake can be ported out by Hughes Engines to their Stage 2 specs. Those intakes actually will flow pretty good for a dual plane if they're worked over.
"stock untouched ALUMINUM heads" What year was that option ???
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Re: Big Inch Six Pack Motor
[Re: terzmo]
#696765
05/14/10 10:27 AM
05/14/10 10:27 AM
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Joined: Oct 2003
Posts: 2,537
PORT ALBERNI , BC., CANADA
superwrench
master
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master
Joined: Oct 2003
Posts: 2,537
PORT ALBERNI , BC., CANADA
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Quote:
Quote:
I'm running a 496" 440Source stroker in my Challenger.
Still have the stock un-touched aluminum intake on there, and using Eddy Performer RPM untouched 84 cc heads. Using a XTQ294S Comp solid with 928 Comp springs.
The carbs have had "LOTS" of tinkering to get everything to work well together.
The car will run 10.90's easily and I know there's more in it with some ssuspension work as it has a bad habit of spinning about 20' out of the box on a so-so track.This is 3650# with the driver. so it isn't a light car. I think the 620#'s of torque probably has some bearing on this!
A good roller cam would probably net another tenth or so, and the intake can be ported out by Hughes Engines to their Stage 2 specs. Those intakes actually will flow pretty good for a dual plane if they're worked over.
"stock untouched ALUMINUM heads" What year was that option ???
 I don't see any reference in my reply about "stock" aluminum HEADS !
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Re: Big Inch Six Pack Motor
[Re: Rocket65]
#696766
05/14/10 12:26 PM
05/14/10 12:26 PM
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Anonymous
Unregistered
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Anonymous
Unregistered
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I guess it has to do with what your total combo is and if you are going to run aluminum heads and headers or not.
My intake is untouched from the factory. I have a 523 stroker (440 source kit and .060 over) in my six pack Super Bee. I had this car built to basically be legal for F.A.S.T. racing if it ever comes to be in the southwest. My engine is a 73 and did not have the 906 heads but rather the 452s(?) so we used them as they are pretty much the same heads anyway. it has a roller cam, balanced and blueprinted, all the Pro Max mods, around 10.5 CR etc. The top guys in the F.A.S.T. racing are running around 14. t0 1 CR but i wanted to be able to run my car on the street as well. The engine builder told me that the intake is really not such a big bottle neck in my case as i am running factory exhaust manifolds and full exhaust. I have not finished my car as it still needs paint so i have not had it to the strip, but it "feels" it is a 11.5 second car on drag radials or maybe a little faster.
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Re: Big Inch Six Pack Motor
#696767
05/14/10 12:42 PM
05/14/10 12:42 PM
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Joined: Mar 2007
Posts: 3,277
West Coast, USA
jbc426
master
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master
Joined: Mar 2007
Posts: 3,277
West Coast, USA
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Quote:
I guess it has to do with what your total combo is and if you are going to run aluminum heads and headers or not.
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Aluminum intake, heads and headers saves a lot of weight over the cast iron versions of those three components too.
Does anyone happen to know what the weight savings might be? It must bring the overall 440 weight down to the small block weight range, no?
1970 Plymouth 'Cuda #'s 440-6(block in storage)currently 493" 6 pack, Shaker, 5 speed Passon, 4.10's
1968 Plymouth Barracuda Convertible 408 Magnum EFI with 4 speed automatic overdrive, 3800 stall lock-up converter and 4.30's (closest thing to an automatic 5 speed going)
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Re: Big Inch Six Pack Motor
[Re: jbc426]
#696769
05/14/10 01:18 PM
05/14/10 01:18 PM
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Joined: Jan 2003
Posts: 31,025
Oregon
AndyF
I Win
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I Win
Joined: Jan 2003
Posts: 31,025
Oregon
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Quote:
Quote:
I guess it has to do with what your total combo is and if you are going to run aluminum heads and headers or not.
...
Aluminum intake, heads and headers saves a lot of weight over the cast iron versions of those three components too.
Does anyone happen to know what the weight savings might be? It must bring the overall 440 weight down to the small block weight range, no?
Heads save about 50 lbs, intake another 15 to 20. If you go with the aluminum water pump housing that saves a chunk of weight as does a mini-starter. Engine will still look stock after a coat of paint, especially if you use the Stealth heads. You can save more weight with the new aluminum float bowls for the Holley carbs. Aluminum distributor saves some weight. Stroker motors are usually lighter also, espeicially if you buy a high quality crank and go with the BB Chevy rods.
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Re: Big Inch Six Pack Motor
[Re: AndyF]
#696770
05/14/10 03:36 PM
05/14/10 03:36 PM
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Anonymous
Unregistered
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Anonymous
Unregistered
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In addition to the weight savings the aluminum heads allow for higher compression without the same detonation with the same spec'd inron headed engine.
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Re: Big Inch Six Pack Motor
[Re: Rocket65]
#696772
05/15/10 05:33 AM
05/15/10 05:33 AM
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Joined: Feb 2006
Posts: 90
Sweden
kennetto
member
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member
Joined: Feb 2006
Posts: 90
Sweden
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yesterday we did a dynodrive on my new stroker here is the numbers. block chenoweth block in a bag 440 0,30 over, deck height 0,013 bore 4,3500 stroke 4,150 440 source stroker kit rod lenght 6,7600 flat top pistons heads edelbrock 84 cc,s gasket felpro 1009 compcam roller rockers camshaft straighlines performance lobe lift intake 0,360 exhaust 0,345 rocker ratio 1,5 1,5 valve lift 0,540 0,518 adv dur 294 309 dur@.050 244 256 lobe centerline 108,0 116,0 lobe separation 112 carbs holley six pack ignition pertronix distrubutor and second strike box exhaust tti 2" headers result 540 hp 5500 rpm torque 587 4400rpm
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Re: Big Inch Six Pack Motor
[Re: copchaser]
#696774
05/15/10 09:39 AM
05/15/10 09:39 AM
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Joined: Jan 2003
Posts: 2,402
Wichita,KS
Blakcharger440
top fuel
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top fuel
Joined: Jan 2003
Posts: 2,402
Wichita,KS
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Quote:
The 6-pak manifold is a lot better than most think. I've got a very nice pump gas 712 horse 535. A couple of years ago I did a manifold test on the dyno and I posted the results on here. I found the 6-pak is a great manifold as long as it's kept under 6500RPM. You can keep your crossram and tunnel ran manifolds.
I would like to hear more about your 712HP pump gas combo.
What compression ratio,heads,carbs,cam,header size,iron block or aluminum,etc,etc... 
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Re: Big Inch Six Pack Motor
[Re: Rocket65]
#696775
05/15/10 01:02 PM
05/15/10 01:02 PM
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Joined: Nov 2008
Posts: 23
Southern Illinois
Rocket65
OP
member
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OP
member
Joined: Nov 2008
Posts: 23
Southern Illinois
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Great information from everyone! I really appreciate you input, and there is a lot of meat to chew on here. I may very well tap into some of the resources y'all have recommended.  So here's what I am thinking:  512 - 528 C.I. Ported Eddy Heads Massaged Six Pack Manifold Roller Cam - specs depend on manifold/head flow numbers Comp Roller Rockers... probably 1.5:1 Viscous Damper True Roller Timing Chain Six Pack with Pro Max Mods (already have) Melling H.V. Oil Pump (already have) TTI 2" Headers (already have) 3" Exhaust w/X-Pipe (already have) Electronic Ignition w/chrome ECU (already have) Mini Starter (already have) Aluminum H2O Pump (already have) Charlie's 8Qt. Pan (already have - will need the stroker windage tray) Aluminum Radiator (already have) Modified T-Flite (A&A and Cope parts)W/Dynamic 3600 Stall (already have) Mark Williams Dana 60 w/35 Spline Axles, Locker and 4.10:1 Gears (already have) MW 3" Chrome Moly Driveshaft w/1350 U-Joints (already have) 295-60-15 Mickey Thompson Drag Radials (already have) Super Stock Springs relocated into frame (already have) I think I am set up to build a stout combination here and have taken advantage of a lot of weight saving opportunities. I try to use the best stuff I can get my hands on... you know... "You get what you pay for..."  But the $100,000 question is: does anyone know the magic word to get the guys at Modern Cylinder Head to answer the phone? I tried saying "Cha-CHING" over and over on their voicemail. Normally that works...???
'65 Satellite - 512 6BBL; 10.8:1; 3600 Stall RMVB; 4.10:1 Dana w/Locker... Still tuning, going to the track soon!
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