Quote:

---

THANKS GUYS FOR KIND WORDS, SOME OF YOU KNOW THIS HAS BEEN A LONG TIME COMING.
440 block,steel 8 bolt crank,stroke 4.5,bore 4.35,roller hydraulic comp cam,duration intake 280,duration exhaust 288,lift intake 541 lift exhaust 537,harland sharp 1.5 rockers,6 pack jet,66 center, 80-86 outboards,matched to a john cope 727 with rmvb,billet drum,3500 to 3800 PTC converter, the goal was to have a health kick-ass street road runner, to be honest first motor I ever had really built, so when asked my combo, I share everything I can, yes the hick-up was outboards ,I still getting the final dyno runs on video. PK Machine in Fitchburg, built it and delivered Christmas eve.

---

Quote:

---

THANKS GUYS FOR KIND WORDS, SOME OF YOU KNOW THIS HAS BEEN A LONG TIME COMING.
440 block,steel 8 bolt crank,stroke 4.5,bore 4.35,roller hydraulic comp cam,duration intake 280,duration exhaust 288,lift intake 541 lift exhaust 537,harland sharp 1.5 rockers,6 pack jet,66 center, 80-86 outboards,matched to a john cope 727 with rmvb,billet drum,3500 to 3800 PTC converter, the goal was to have a health kick-ass street road runner, to be honest first motor I ever had really built, so when asked my combo, I share everything I can, yes the hick-up was outboards ,I still getting the final dyno runs on video. PK Machine in Fitchburg, built it and delivered Christmas eve.

---

you'll have to try different outboard springs to get it to open just right. I'm sure there's more in it. I run the purples and they seem to work well for me.

Quote:

---

Quote:

---

THANKS GUYS FOR KIND WORDS, SOME OF YOU KNOW THIS HAS BEEN A LONG TIME COMING.
440 block,steel 8 bolt crank,stroke 4.5,bore 4.35,roller hydraulic comp cam,duration intake 280,duration exhaust 288,lift intake 541 lift exhaust 537,harland sharp 1.5 rockers,6 pack jet,66 center, 80-86 outboards,matched to a john cope 727 with rmvb,billet drum,3500 to 3800 PTC converter, the goal was to have a health kick-ass street road runner, to be honest first motor I ever had really built, so when asked my combo, I share everything I can, yes the hick-up was outboards ,I still getting the final dyno runs on video. PK Machine in Fitchburg, built it and delivered Christmas eve.

---

you'll have to try different outboard springs to get it to open just right. I'm sure there's more in it. I run the purples and they seem to work well for me. [/quote using the white springs billet jet plates added after that pull with "holes drilled" next pull went much smother, still getting the videos just couldn't wait to share,5 pulls done filter cut inspected each time with dye added to oil to assure no leakage

Quote:

---

Nice!!

what RPM did it make peaks at?

---

Quote:

---

Quote:

---

Nice!!

what RPM did it make peaks at?

---

torque 660 in by 4000 peak horse. 5800

---

That's a good 1800 rpm spread

At 660 torque @ 4000 rpm where looking at 503 HP. At your HP/RPM peak 5800, you are no doubt at 600+ HP

Quote:

---

Moparts performance aluminum heads,

---

Quote:

---

How did you get that stroke to clear the internals of the factory block?!

External oiling?

---

Quote:

---

Quote:

---

How did you get that stroke to clear the internals of the factory block?!

External oiling?

---

Yes it has external oiling from the pictures I saw thata he sent me.

---

Thanks John, going to post so more pics later today thanks for all the nice words guys,a lot of you guys have helped me many times.

Quote:

---

I wonder how much of that popping is a lean condition before the outboards open, the popping is before the outboards open. I'd imagine that 500CFM of carb is a little small on a 544 inches of engine ???

I wonder if this size engine would be better with a set of the over the counter carbs that have accel pumps on the outboards and with a mechanical linkage setup that brought them in sooner ?

---

Quote:

---

Quote:

---

I wonder how much of that popping is a lean condition before the outboards open, the popping is before the outboards open. I'd imagine that 500CFM of carb is a little small on a 544 inches of engine ???

I wonder if this size engine would be better with a set of the over the counter carbs that have accel pumps on the outboards and with a mechanical linkage setup that brought them in sooner ?

---

I use the purples, but he might want to try the yellow or even short yellows. That would open them almost instantly. With that small cam and cubes, I'm sure it pulls a ton of vacuum. Too bad they all can't be 500cfm.

---

Quote:

---

Quote:

---

Moparts performance aluminum heads,

---

The heads are the MP 383/440 replacement heads, think a stage 6 but with a stock port location... flow 290ish at .600, I don't know if the ports cross section will support 600hp ...

---

Quote:

---

Quote:

---

Quote:

---

Moparts performance aluminum heads,

---

The heads are the MP 383/440 replacement heads, think a stage 6 but with a stock port location... flow 290ish at .600, I don't know if the ports cross section will support 600hp ...

---

Those heads are SMALL for 544 cubes, and I believe I'm the one that did the porting on them back before JohnRR bought 'em.

---

Quote:

---

Quote:

---

Quote:

---

Moparts performance aluminum heads,

---

The heads are the MP 383/440 replacement heads, think a stage 6 but with a stock port location... flow 290ish at .600, I don't know if the ports cross section will support 600hp ...

---

Those heads are SMALL for 544 cubes, and I believe I'm the one that did the porting on them back before JohnRR bought 'em.

---

Quote:

---

I wonder how much of that popping is a lean condition before the outboards open, the popping is before the outboards open. I'd imagine that 500CFM of carb is a little small on a 544 inches of engine ???

I wonder if this size engine would be better with a set of the over the counter carbs that have accel pumps on the outboards and with a mechanical linkage setup that brought them in sooner ?

---

Quote:

---

Quote:

---

I wonder how much of that popping is a lean condition before the outboards open, the popping is before the outboards open...

---

It does look like it pops before the outboards come in...

---

Quote:

---

Quote:

---

Those heads are SMALL for 544 cubes, and I believe I'm the one that did the porting on them back before JohnRR bought 'em.

---

nice job!,t
your work was fantastik

---

Thanks. I did them as a favor for the person from whom John bought 'em before my friend changed plans and ended up selling them.

Dwayne Porter (Porter Racing Heads) did the valve seat prep; I only did the basic porting based on what Mike (the original owner) was planning to do with them. Glad to see they're finally on a running engine!

Quote:

---

Six Packs can also be faster on the track w/ stiffer springs that make the transition more progressive. I ended up w/ brown springs on both of mine; even though they didn't FEEL faster, the car 60-ft better w/ stiffer springs.

---

Quote:

---

I remember reading sometime back about someone doing a 500cfm center carb conversion on there 6BBL. I think it was a Ford 2BBL carb from a circle track engine using Chrysler 2300 shaft and linkage. The airhorn/choke tower was milled down and so was the carbs base where the air cleaner sits so the 6bbl base could be used.

I've been looking for it for sometime and I can't find it I guess my search kungfu is weak..

---

Quote:

---

Quote:

---

... lighter springs, and smaller kill bleed restrictions. This might seem to fly in the face of logic, but it doesn't.

---

I never got to the point where I felt the need to modify the outboard carbs to test different kill-bleed sizes, but if I'd stayed w/ a Six Pack, that would have been one of the next steps I'd have taken.

What I do know is the kill-bleed size and the vacuum pod spring tension are really two separate influences on how the outboard carbs come on. Going small on the kill-bleeds and light on the springs sounds like another approach that would work for certain combinations.

Quote:

---

Quote:

---

I remember reading sometime back about someone doing a 500cfm center carb conversion on there 6BBL. I think it was a Ford 2BBL carb from a circle track engine using Chrysler 2300 shaft and linkage. The airhorn/choke tower was milled down and so was the carbs base where the air cleaner sits so the 6bbl base could be used.

I've been looking for it for sometime and I can't find it I guess my search kungfu is weak..

---

I did it

---

i run a 500cfm center carb also. works real well and definitely adds a little kick in the pants.

Quote:

---

Quote:

---

Quote:

---

I remember reading sometime back about someone doing a 500cfm center carb conversion on there 6BBL. I think it was a Ford 2BBL carb from a circle track engine using Chrysler 2300 shaft and linkage. The airhorn/choke tower was milled down and so was the carbs base where the air cleaner sits so the 6bbl base could be used.

I've been looking for it for sometime and I can't find it I guess my search kungfu is weak..

---

I did it

---

i run a 500cfm center carb also. works real well and definitely adds a little kick in the pants.

---

Quote:

---

Quote:

---

Quote:

---

Quote:

---

I remember reading sometime back about someone doing a 500cfm center carb conversion on there 6BBL. I think it was a Ford 2BBL carb from a circle track engine using Chrysler 2300 shaft and linkage. The airhorn/choke tower was milled down and so was the carbs base where the air cleaner sits so the 6bbl base could be used.

I've been looking for it for sometime and I can't find it I guess my search kungfu is weak.. [/quote I would be curious as well, going to get motor in car Saturday, I will get a better idea what tuning I need once it's running in the car, as always I appreciate the knowledge you guys share will get perfect 😃

I did it

---

i run a 500cfm center carb also. works real well and definitely adds a little kick in the pants.

---

I see you are, just when I thought I was going nuts... I can't find the article too save my life, it was a pretty in-depth write up. How much more punch does it have with the larger center carb?

---

Quote:

---

Quote:

---

I remember reading sometime back about someone doing a 500cfm center carb conversion on there 6BBL. I think it was a Ford 2BBL carb from a circle track engine using Chrysler 2300 shaft and linkage. The airhorn/choke tower was milled down and so was the carbs base where the air cleaner sits so the 6bbl base could be used.

I've been looking for it for sometime and I can't find it I guess my search kungfu is weak..

---

I did it

---

Quote:

---

Is that a stock block?
If so how and why so many cubes?
I thought the largest a stock block
would go was 526c.i.d. ?

---

Quote:

---

Quote:

---

Quote:

---

I remember reading sometime back about someone doing a 500cfm center carb conversion on there 6BBL. I think it was a Ford 2BBL carb from a circle track engine using Chrysler 2300 shaft and linkage. The airhorn/choke tower was milled down and so was the carbs base where the air cleaner sits so the 6bbl base could be used.

I've been looking for it for sometime and I can't find it I guess my search kungfu is weak..

---

I did it

---

Yours looks like all 3 carbs are done, the write up I read was just the center carb (500) with the vac outboards, I cant remember if they used the Ed intake or Weiand's IR tunnel ram...

There is a cool youtube vid, they seem too have the carbs dialed pretty smooth, posted by 4406Chally.

www.youtube.com/watch?v=zJW5bwmuSmo

---

Quote:

---

Quote:

---

Is that a stock block?
If so how and why so many cubes?
I thought the largest a stock block
would go was 526c.i.d. ?

---

You can go 540 with some extra grinding

---

Quote:

---

I wouldn't be surprised if you don't see a number close to 600 when you're all done.

---

Quote:

---

Quote:

---

Quote:

---

Quote:

---

I remember reading sometime back about someone doing a 500cfm center carb conversion on there 6BBL. I think it was a Ford 2BBL carb from a circle track engine using Chrysler 2300 shaft and linkage. The airhorn/choke tower was milled down and so was the carbs base where the air cleaner sits so the 6bbl base could be used.

I've been looking for it for sometime and I can't find it I guess my search kungfu is weak..

---

I did it

---

i run a 500cfm center carb also. works real well and definitely adds a little kick in the pants.

---

I see you are, just when I thought I was going nuts... I can't find the article too save my life, it was a pretty in-depth write up. How much more punch does it have with the larger center carb?

---

Quote:

---

http://youtu.be/Vd1OA2l4bk8
another dyno look

---

Quote:

---

Quote:

---

I wouldn't be surprised if you don't see a number close to 600 when you're all done.

---

So after the dyno session are you saying the tuner left about 40hp on the table ?

---

Quote:

---

Quote:

---

Quote:

---

I wouldn't be surprised if you don't see a number close to 600 when you're all done.

---

So after the dyno session are you saying the tuner left about 40hp on the table ?

---

he sent me his dyno sheet, and after looking and listening to the video it seems the engine hasn't been tuned for best numbers. It makes peak H at like 5400rpm. It falls off well after that. I would think there would be more in it.

---

Quote:

---

Quote:

---

I wouldn't be surprised if you don't see a number close to 600 when you're all done.

---

So after the dyno session are you saying the tuner left about 40hp on the table ?

---

I don't know if I would blame it on the tuner, but that last vid didn't sound real good. The buck of the engine seemed like a backfire into the intake. Even under power it didn't sound like it was running smoothly. Sounded like it was still having some mini backfires trying to occur in the intake.


I wouldn't be doing any high fives from that Dyno run. Id be saying, what the Hay.

If its running as bad as it sounds to me, there could be 40 HP left on the table. Its not running right IMO

Quote:

---

http://youtu.be/Vd1OA2l4bk8
another dyno look

---

I would have probally pulled the throttle back to abort that pull with all the banging, kicking and misfiring it was doing Have those issues been resolved yet? If not they really need to be Before the crank falls out onto the ground in the car Detonation kills stock 440 block main webbing If you make anymore dyno pulls and IF that FAST AFR system is hooked up and working make sure to ask the dyno operator to push the record feature before starting the next pull Those readings can be a really big help in getting a handle on what is going on

Quote:

---

Quote:

---

http://youtu.be/Vd1OA2l4bk8
another dyno look

---

I would have probally pulled the throttle back to abort that pull with all the banging, kicking and misfiring it was doing Have those issues been resolved yet? If not they really need to be Before the crank falls out onto the ground in the car Detonation kills stock 440 block main webbing If you make anymore dyno pulls and IF that FAST AFR system is hooked up and working make sure to ask the dyno operator to push the record feature before starting the next pull Those readings can be a really big help in getting a handle on what is going on

---

Quote:

---

Its easy to grind a softball size amount of aluminum out of a sixpack intake on just a gasket match. They are awful


Doing mine right now, looks like runners #7 and #1 need a lot of work. cleaned up roof radius and sides wall where there was a big overhang from casting bottom and tops meet.
Any thoughts on what works best?

---

Quote:

---

What is the height and width on a oem intake and what do you end up after gasket/intake matching.

I have more to add but would like to know the specs prior to sticking my foot in my mouth.

---

Quote:

---

I didn't mean to take this thread in the direction it has gone, there may be a few more ponies in it but the real test is once it's in the car and running.

I haven't seen the dyno sheets but I assume the AFR was close to being correct or it wouldn't have come off the dyno.

---

Thank you John, and of course there is final tuning to be done ONCE IT IS IN the 3400lb car, thank you for those that were happy for me, i have my machine shop that i TRUST 110% and would go no place else, reason i shared early is because i first tried a motor shop in delray with a guy named Dan, he took all my parts and $6000,was lucky to get most of my parts back, Dan nearly wiped me out. Direction this turned was not what i expected,pull a motor out 2/23/14,lose half your parts, Dan's family keeps my cash "saying good luck" another builder grabs most of my parts from Dan's shop, and He screws me for $50000, telling me motor is almost ready to be dyno tested, October i go to shop in florida, all my stuff still in the newspaper and boxes i sent to DAN, so took my stuff finally back home, lost a total of $8000, and a few thousand more in parts that got left at Dan's. So now i post to share what has me happy as hell, i had to by more parts and pay for the third time, and This machine shop got it right EXACTLY what I WANTED.The tune obviously will be tweeked once it is back running in my car.So thanks to those who supported my happyness, i'm not a rich man, and two builders took me for a ride, Dan's money i will be paying back in my 401k for the next 3 years his brother Tim said i will never see that money again, Fat Brian at palm beach auto,forked over most of my money when i flew to his shop and physically made him pay me back, as i shipped my parts back to MASS. My Machine/builder built me just what i wanted, and I'M HAPPY,Thanks to the few moparts buddy's i got that didn't rain on my excitement

Quote:

---

now I know why my buddy asked me "are you going to work the intake before you put it on?" are they really that bad? How much more can you pick up? Mine is right out of the box.

---

Quote:

---

I have a fairly hot street 440 build in the shop that is getting a Six pack. I plan to do some flow testing and porting to go along with the porting on the RPM heads I will be doing..
I can post some results if it will help anyone
Keith

---