Yeah we used if for hood clearance. Not a horrible choice, but not the best either. Still exceeded his power goal of 550HP minimum.

Interesting thread, as I'm contemplating a stock-appearing low-deck motor for a 4-speed '68 RR with 3.23s.
Along the lines of 400 block, Stealths, Perf RPM (logos removed), AVS2, stock exhaust, pan, air cleaner, maybe cam specs like GY3's.
Wondering what the "sweet spot" CI is for throttle response, street-range TQ, good vac signal for the carb...probably 470-505, ya think ?
Maybe even use the #s 383, though I'd rather drive the car while the "fun motor" goes together...

Put together last winter 505 440 source,indy sr heads home ported,std window,edelbrock intake 1050 dominater,comp cam 650,630 mechanical,
put it in a rolling chassis 66 charger 3300 with me in it,4.30 gears,trans brake 3k launch,car ran best 10.03 normal weather 10.teens,car was dead on
bracket car let me win points nodrama,i knew if went max wedge ports I would be chassis cert,

I fired up Pipemax 3.9.8 this afternoon for the first time in a couple of years to see what it indicated. I only tried a few long-stroke scenarios per my description above. It "thinks" there would be a significant power improvement, but also predicts a bigger cam won't make any additional HP and loses peak torque. Head CSA requirement calcs point to the Victors as being smaller than optimum for best combination of HP and torque, but OK with the emphasis on torque.

Regardless, it's not looking like a great approach; no big surprise...

What CR in that SR headed 505?

Obviously, my first question is........ when you modeled the current 3.75 stroke combo, how close is the result to reality?

Then, how much more power is a “significant” improvement?

3.75 combo prediction was about 680 HP, 580 torque.

4.15 with 10.8 CR and same cam was about 745 HP, 645 torque, but this version of the software doesn't get specific about peak torque RPM, etc.

Changed cam spec to 270/270 still on 108 and same lift; no HP increase of note and torque prediction down about 5#s.

I don't take any of this as Gospel after seeing some "professional" simulator programs miss the mark by quite a bit. Just figured it was another "thing" to add to the discussion.

12.4.1

Never say never........ but I’d be pretty surprised to see 745hp out of a 10.8:1 499 with std port Victors.

A very crude formula that’s based solely on flow shows a nearly 700rpm difference in peak between the 452 and 499, using 350cfm as the flow value.
It also shows the 452 peaking way higher than it actually did.
However....... it’s dead on with my old SR headed 451.
But then....... after the head and cam swap, it’s way off.
As with pretty much all that stuff...... sometimes it seems correct, other times not so much.

It’s not that I dont think that well ported std port victors are capable of making 750hp....... I just don’t know if I’d see that here on a 10.8cr 500” combo with a 265@.050 cam.

493, 11-1, mopar 590 cam, edelbrock head, weiand x ram and sixpack. 4000 vert. 355 gears
3780 lbs

10.50 around 125 i think.

Brad I can only say the bigger port seems to help on a 440 or 505 .
I ran the CNC stealths on my 440 ,10.75:1 520 lift sft , best of 10.88 mostly high 10.90s/11.00s . Took complete top end and fitted to 505 , 11.0:1 .600 sft , went 10.50 . Only difference was going from 1 7/8 Hookers to 2"Dougs headers . Same transmission , converter , gears , tyres .Swapped to transbrake and bigger stall . As noted , then swapped on TF270 , ports in Stealths cracked , then found split block . Swapped this top end back onto the 440 , just unwrapped it and fitted , best of 10.71 . And this was after fitting a taller 30"radial , had run the 28x10.5 Pro Bracket radial
All these motors run on 98 pump gas , street exhaust to diff and are daily drivers .
So put the top end on a 505 , it will make more power . That's my experiance

Tex

Same here. It didn't seem realistic to show that big a jump from basically nothing but another 47 cubes. I could plug the same changes into a different sim program... but I wouldn't put any more faith into whatever that one might come up with, either.

I have standard port Indy ez's
4.350 x 4.15
7.1 rod
13.3-1 comp.
flat tappet cam
272/280 @.050" 110 ls
.407"/.406" Lobe Lift
1.6 int./1.5 exh. rockers
M1 tunnel ram w/2-750's
torque flight w/9inch converter (going back to a fairly tight 8" w/4.56 rear gear for next year)
4.10 gear 14.5x32.5 tire
2620lb.w/driver
5.75 1/8 @119 9.08 @147 1600 d.a. best so far.....I'm still working out converter and rear gear combo.

goal is to run 8's in most any weather with a flat tappet cam.

My (somewhat educated guess) is that if you added a 4.25 crank to your existing engine combo you would pick up some torque but not change the peak power numbers by much. Same peak numbers but at a slightly lower RPM. The car probably would not be any faster at the track unless you figured out how to take advantage of the extra torque. The car would drive a lot nicer on the street though. It would feel stronger from stop light to stop light. I think you would enjoy the car more even if it wasn't any faster down the track. I also think the tuning window would be wider.

400/511

72 400 (630 block)
511 source kit -24cc dish .035 over
Positive deck +.010 / .051 cometic gaskets
Indy S/R's ported by MCH. 75cc chamber (standard port window)
PRH SFT 260/266 .390 lobe lift on 110 in @ 106. Nitrided
1.6 Indy rockers
Milodon 7qt pan with 1/2" pickup
TTI step headers the 3" TTI exhaust & 3" delta flows
Source girdle with stock caps

727TF
T/A valve body
Billet steel drum
9 1/2 " Tci 4700 flash

69 road runner 3760#
Over 4g with 240# driver
Stock suspension with old GTX Leaf springs
Frames tied
4.10 Dana with original trac lock and 23 spline axels
Summit drag shocks on rear

driving to the track and running air cleaner, mufflers, and no tail pipes. Had I not wanted to run the six pack I would have went MW port.