We used some stuff then, because we HAD to. Today, I wouldn't waste the time to grind on a set of 906s. I also didn't use those heavy azz TRW slugs then and wouldn't now. Also cam technology is better these days as is everything else...........So to answer the question I suppose, no, I wouldn't build it today like I did then. I see no reason to. Embrace whats available, don't be lost in the past

We used some stuff then, because we HAD to. Today, I wouldn't waste the time to grind on a set of 906s. I also didn't use those heavy azz TRW slugs then and wouldn't now. Also cam technology is better these days as is everything else...........So to answer the question I suppose, no, I wouldn't build it today like I did then. I see no reason to. Embrace whats available, don't be lost in the past

I have had a few small block combinations starting with a 340 627 lift roller cam 12.5 to 1 compression and w2 heads it made 527 hp went 10.70snext was a 360 magnum short block same W2 heads 590 lift mechanical cam , stock bottom end ( cast crank) made in the 530 hp range went 10.70s next was same block, same W2 heads,forged crank better rods and SRP pistons s, 11.5 to 1 comp. made 549 hp 450 tq and went a best of 10.40 and my present combo a R3 block 20 over, Indy 360-1 heads/ intake 600 lift mech. cam 9.5 to 1 comp made 538 hp and 502 tq went 10.70s it seems I keep lowering the compression and with cam and head technology keep making the same power even better now as I can use pump gas.

Oh, I completely know what you’re saying.

Let me try to come at this from a different angle. Lets say there is an engine masters competition where the perimeters include using a stock 440 block that was no more than 30-60 over but could be modified in any other way, any shelf piston available today can be used, 906 or Stage V heads are mandatory but, you can mill, port or modify them however you choose, any modern intake, carb and flat tappet cam can be used and modified however you’d like. A lower cost replacement rod or factory re-conned rod must be used. Any header can be used. Ductile Iron Rockers must be used. No strokers are allowed. What would your combo be?

So, essentially where staying within the same confines of the 60's and 70's but, with new tech and an additional 30-40 some odd years of wisdom.

Well a combo like that wouldn't interest me in the least, but if I HAD to build that, I would grind the crank pin to chevy size, find the shortest compression height piston I could and get a longer rod in it, with a modern ring package. Get the bobweight as light as I could. Deck the block as much as possible and not sacrifice deck strength. Ported and rolled over Stage V heads. If I could have a tunnel ram, I would run one with two custom carbs with 850 size base plates. Having to run a flat tappet would kill me, as I have never been a flat tappet guy, but obviously a modern lobe on a larger core if I could get it in the block. LS Chevy firing order. Probably 2.25 headers with a nice merge collector

I see what you are asking.......and that is stock block, stock stroke, stock length rod, stock compression height, stock style head........ what would you build to make power. My answer or question would be, why limit yourself to those parameters when it could be done so much better, for little to no more money.

Now I don't know what that motor I had back then made for power, but it was enough to push a 3000lb car in the high 9s. Those heads were done by Racing Head Service and there would be SOME power in modern porting, but not much, because the head(906) just is what it is. It also had the .500 lobe roller in it and there would be some in a modern cam. But those changes wouldn't make a HUGE change in power. That motor back then was done right and one I did now would be right, but you will still be limited because of the head castings.

But the sad thing and this was the point John was alluding to, is lots of guys have WAY better parts now and surely access to way better parts than we had back then, but they don't run any better now than we did then. That is the part that is hard to imagine. Just the tire, suspension, track, converter technology should be enough to really increase performance, but it hasn't. And it is truly hard to understand why

Well a combo like that wouldn't interest me in the least, but if I HAD to build that, I would grind the crank pin to chevy size, find the shortest compression height piston I could and get a longer rod in it, with a modern ring package. Get the bobweight as light as I could. Deck the block as much as possible and not sacrifice deck strength. Ported and rolled over Stage V heads. If I could have a tunnel ram, I would run one with two custom carbs with 850 size base plates. Having to run a flat tappet would kill me, as I have never been a flat tappet guy, but obviously a modern lobe on a larger core if I could get it in the block. LS Chevy firing order. Probably 2.25 headers with a nice merge collector

I see what you are asking.......and that is stock block, stock stroke, stock length rod, stock compression height, stock style head........ what would you build to make power. My answer or question would be, why limit yourself to those parameters when it could be done so much better, for little to no more money.

Now I don't know what that motor I had back then made for power, but it was enough to push a 3000lb car in the high 9s. Those heads were done by Racing Head Service and there would be SOME power in modern porting, but not much, because the head(906) just is what it is. It also had the .500 lobe roller in it and there would be some in a modern cam. But those changes wouldn't make a HUGE change in power. That motor back then was done right and one I did now would be right, but you will still be limited because of the head castings.

But the sad thing and this was the point John was alluding to, is lots of guys have WAY better parts now and surely access to way better parts than we had back then, but they don't run any better now than we did then. That is the part that is hard to imagine. Just the tire, suspension, track, converter technology should be enough to really increase performance, but it hasn't. And it is truly hard to understand why

The biggest advancements have been in tires
and shocks... yeah we make about the same power
for most of us.. but the tires and shocks have
made the cars quicker and faster... back then the
best we had for a shock was a truck shock.. hell I
was bolting on spring steel plates on my springs way
back then for better leverage.. and it worked but I
was never a big engine builder... I was always make
it light and do the best you can to make it hook...
still pretty much the same way

What ????!!!!! Maybe if you are talking about from the 60's.......

imo, cylinder heads are by far the biggest advancement....

One must remember that alot of these guys have "happy" memories.....similar to some "happy" dynos..........

the reason i would do a somewhat "modernized" old time engine combo is, hopefully, i could pick up obsolete but good [junk by today's standards but physically good otherwise] parts really cheap. i still have the interest, but health issues consume a ton of my meager income. strict attention to detail at the assembly stage would gain an advantage to results, due to the knowledge we have accumulated since "back in the day". at least i think it could.

Some parts that we used to use would be crazy to use now the perfect example wold be connecting rods. By time I paid to change bolts, resize, balance, magnaflux, shot peen, I would polish the beems, usually bronze bushings for the piston pin, and cross my fingers they would last. We had to over cam to make up for lackluster head flow and for some reason they loved over carbureted. A Friend of mine is doing a build like this as we speak but pretty sure he will be using Stealth heads. 906 heads worked back then but by time you upgrade the valves, bronze guides, port, true up the decks, magnaflux for cracks it adds up to a lot of money. Stealths max out at 267 cfm stock on my bench and go 300 cfm plus with minor porting. Make your choices wisely.