You should go back and play in the sand box!!!!!

I think about 500 at the crank without alot of maintenance with a good set of even econo W2-s.

450 is alot easier and can be semi maintenance free


There are so many factual proven builds to be found on the web with et-s or dyno numbers that are easy to copy.

Ya want big hp with a small cam, build it well and spray the hell out of it.

What do you have now, what are you hoping to reuse, and what's your budget?

I have an early thick 360 block, and a 440 short block that needs a refresh or rebuild, bracket cam and stock RPM heads(I bought the short block used from a friend).

Dave,... that is an impressive photo for how to break a crankshaft!! I didn't think anyone could break one into that many pieces. I'm saving a copy of the photo for inspiration. Good Job

What do you call a small cam because I have a 440 with a mopar 557 cam and I think its small, another with 274 and 282 @.50 duration and .590/603 lift and I think it's a street strip cam.

So just what is a small cam.

440 .060 over Ross domed Pistons, unported edelbrocks, crane golds, comp .650 McCandless grind, 950 Holley, m1 intake, 2" headers. 3150 lbs 8" converter, SS springs, 4.56 gear. 10 teens at 132- 133 in 93-95 degree summer heat. Do a low block 470, port the heads and intake. With a 3000 lbs car I believe you would be well into the 9's. The 60 fits were 1.38-1.40.

Cams to big. Lol. He added silly rules after starting the post. 590 max lift. I guess he's afraid he might have to set the valves twice a year.

.590 with 915's? Lmao

That all stayed together believe it or not...Didn't come apart until I unbolted it. There is actually some blood drops on the pieces as the sumbith cut me while getting it apart. Part of it was wedged pretty good. It wasn't even loud, it just quit. The loudest, crappiest, scariest thing was shearing the ring gear! I thought the whole car blew up like a BOMB!

Wait until you break the rear drive shaft yoke in high gear above 6500 RPM, that has been my worse race car experience so far
I had to tighten almost every fastener in that car, every one

If you are willing to allow a stroker in a 440 block, since the investment in a new crank is important, it should be doable with a hydraulic cam!
I built a 4inch stroke 440 ,475 cubes, .540 lift, 268 @ .050 hyd cam, 750 alky carb, 12/1 compression, 440-c bowlported heads on methanol that went 10.10 at 3180 lbs. Fix all that was wrong with that combo, like go bigger carb, 1.6 rockers, more cubes, and it would do the job, and not have to rev over 6200 rpm. I was shifting mine at 5800 to 6,000.

Hey Cab,.. bet that experience was pretty high on the 'Pucker Factor' as well correct? I have a friend who broke the rear ring gear (probably like D Hall's experience) and It scared Him pretty good!

3000lb demon. 360/418--587 cast iron heads, home ported--.590 Racer brown solid flat tappet-- STX-22--13 to1 CR--timing set at 28*--crank trigger--9.68 at 136mph--1.260 best 60 ft, probably better but tripped the 60ft. timers with rear tires often. 2600+ passes and counting. Went as many as 4 years without pulling a valve cover off. Pistons and crank never out of block since day1. Dropped a valve in late 2017 but short block survived with only a minor gouge out of cylinder wall. Put a lesser set of heads on it to finish the season, raced it the next night, and still ran some low 6.20s 1/8th mile.

Now this gets to the heart of my post. I had found several SB builds but none have achieved this kind of performance with a cam under a .600 roller.

Yes, my mates 3150lbs Dart>

440ci, Eddy MCH 320cfm heads
12.7:1CR, DC.590 SFT purple, stock iron adj rockers
Victor Intake, 1050 Dom.
2" hdrs, 727, made an on track 599 flyhp.
Hemi pick-up
5000 stall, 4.56/13x31's, SS springs
good dble adj shocks.
ran 10.10's, take off 150lbs = 9's.
Hardly ever touched it.

Now this gets to the heart of my post. I had found several SB builds but none have achieved this kind of performance with a cam under a .600 roller. [/quote




Lots of ways to get the same results. That combo was a high compression stroker. Pick your poison

Your lucky you ask for no power adder

What seems like a big cam in one engine is not really big in another, my 410 SB in my dakota seems pretty big to me at 221@.050 .575 lift, has nice rumble at idle, then on the other hand I have a similar cam in a 5.7 hemi and the engine barely quivers at idle and you would never guess it had a cam that size in it, the thing idles almost like stock. It don't make any sense to me as the 410 has more compression, more cubes, a lot more velocity in the ports... it runs incredible but the cam is much more noticable in there.

I ran the CC .650" 290@.050 sft in my stock 440SP motor, didn't class that as big at all, it ticked over at 900rpm, sweet as, even without the CR it really needed,

Car was 3000lbs race weight, ran a best of 11.2@118 with stock 906 heads.

Added a pair of 2.14/1.81 mildly ported 906's, (probably 255cfm) went 10.7@125 which would've gone 10.5's with more air in slicks, and a few tweeks, was in 1990 and knowledge wasn't what it is today.

So working on that gain from stock 215>220cfm 906's > to BV 255cfm 906's = .5/sec gain, what would it run today with a pair of Trickflow 240's, (328@.650) 10.0's?...the cam/converter/gears/tyres were there for it....just theorizing....would love to get that back and run it today with the 240's to see, and all this from a stock balanced s-pack bottom end, a crappy Team G, small 850DP and just 10:1CR....anyone reckon I could've got into the 10.0's?