I have a 446 I’m putting together currently and want to see what you guys think it will make horsepower wise
10.700 deck
3.75 crank
7.100 rod
14.5:1 .030 dome piston
Eddy m/w victor Cnc port heads 332 cc 2.25 int 1.81 exh
Heads flow 375 at .750 lift
.705 lift cam 282/292 110 centerline
PAC 1225 springs
1.6 rockers
Eddy super victor intake
1050 dominator
Single line external oil pickup

Well start out by figuring you have what .660-.675 max lift after subtracting valve lash, pushrod deflection, and angle loss. Now It’s at that lift for a split second so how well do the heads flow at .550 and .600 lift.

335 at .550 343 at .600

Looks like a fun build. Hopefully it’s an aftermarket crank and a ported intake

Maybe. You have lots of compression so that will help. Cam seems too big for that size of engine so I'm not sure how well it will work. With that big of a cam you might not build enough torque in the mid range to carry the numbers up high. You'll just have to give it a try and see. You might end up needing less duration and more lift to make big numbers. Good luck, let us know how it runs.

Whose MW Victor CNC program?

What's the combination of the car it's going in?

It should make 700.

650-800....... depending on where it’s tested.

Scott at competition components
a body

Yep ported intake forgot that.

[quote=Roughbird72] [/quote

BEST answer EVER

My mates 3150lb Dart ran a best of 10.12@132+change = 600fwhp, spec was
446, 12.5:1, Eddy's flowing 320's@600, MP purple .590 solid 271@.050
iron rockers, so prob only (.550" lift with lash/ratio etc.) Victor int. 1050 Dom...

If your similar weight? and run 139>140 then thats 700fwhp..only way you'll really know, stating the obvious.
wallace calc, others may differ.

You can pick up some easy hp with a Tunnelram and 2 carbs.

Whatever it makes, I expect it's going to be at well over 7000 RPM and will require around a 6K converter and plenty of gear to keep the RPM up down track.

My RB 452 has standard port Victors and a 265 at .050 roller; peak HP 6900 and peak torque 5100. Even though you have 3 points more compression, the bigger ports and much bigger cam are going to shift your peak RPM #s up way higher than mine.

Unless that is a dyno proven package there is no guarantee that the torque peak from that huge cam will match the torque peak from the large ports. OP will need to get it on the dyno and see what happens. If it is a dog then pull 10 degrees out of the cam and try it again. Of course, this might not be true for certain types of race cars. Some class guys run huge cams and spin the engine way past the torque peak just to squeeze the last bit of ET out of a combo. But the OP didn't appear to be building such a combination so I'm not sure what sort of advice to provide.

What are you using for fuel

It would be interesting to see just where the tq peak occurs, and how big the number is.

The combo looks to me like it would be best suited towards a dragster, or another pretty light car with a trans brake.

A RB451 I built with MW port SR’s that flowed noticeably less than the OP’s Victors, 13:1cr, Indy 440-3, 1050 carb, a cam about 10deg smaller with .650 lift and my dyno headers made 712hp@7200.
Peak tq was at 5500.......right about 600ft/lbs.

Found the sheet:

I ran MW heads with a cam in the 280 range on my 514 with 15:1 compression and made well over 800 hp. But I'm not sure what would happen if you took those same parts and put them on a 440. You can argue that it should make roughly the same power at just a higher RPM, but it doesn't always work out that way. I'll be interested in seeing what the dyno sheets show. I do agree that if the OP's combination works, it is going to require a ton of stall.

I talked to a NHRA SS guy a few years back who was racing a 440+6 combo. He had roughly 10:1 compression, legal heads, exotic intake and a camshaft in the 280 range. Said it worked but he had zero torque below 5000 rpm.

I remember Paul Rossi and some other SO CA six pack NHRA SS racers in the early to mid 1080 saying they shifted there motors sat or close to 5500 RPM with the two piece bolt together Weiand six pack intake with O69J converters
Paul was testing T/A converters at Orange county on a Wednesday night before the first divisional race over in Phoenix in 1979 later that week, he would leave at a idle and pull the front tires way up and long in first gear in his 1971 Challenger
My pump gas 400 stroker motor with a stock low deck six pack intake with stock type 440 vacuum carbs like to be shifted above 7000 RPM to make the car goes as fast as it would that solid roller cam was 260@.050 on the intake lobes with .420 lobe lift and it had 266@.050 on the exhaust with .409 lobe lift ground on a 108 LSA installed 1 to 2 degrees advance depending on which lobes I check
I dyno tested that motor on three different brands of engine dyno in three different towns, Ontario,CA on DTS engine dyno in Madras, OR. on a Studka brand engine dyno and in Klamath Falls, OR at 4300 Ft elevation on a new(at that time) DTS the last time. It would make peak torque either at 4500 or 4600 rpm with peak HP at 5500 or 5600 RPM regardless of which brand dyno or at what elevation I had two different sets of heads on that motor with the six pack, I later swapped the heads to a set of Indy SR M.W. ports with a Indy 400-3 intake with a 1050 CFM Holley Dominator carb, which made some more HP and torque at a lot higher RPM with the same cam. Those changes pick the car up around .25 ET and 8 MPH