440 .509 292 Iron head monsters

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mhuppertz

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I have researched the crap out of this combo, and I am continually amazed that a vintage cam design, low flowing iron heads, old school Torker intake and mostly stock bottom end can put you in the low 11's and even 10's in an A-Body (especially with a stick).

This is the classic case of the sum of the parts is greater than the individual parts.

Stock heads shouldn't allow the kind of power required to run that hard, but the magic is in that cam.

Hoping my '69 Dart GT will turn in similar numbers.
 
mhuppertz said:
I have researched the crap out of this combo, and I am continually amazed that a vintage cam design, low flowing iron heads, old school Torker intake and mostly stock bottom end can put you in the low 11's and even 10's in an A-Body (especially with a stick).

This is the classic case of the sum of the parts is greater than the individual parts.

Stock heads shouldn't allow the kind of power required to run that hard, but the magic is in that cam.

Hoping my '69 Dart GT will turn in similar numbers.
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Agree!!!

It works and even with factory cast iron exhaust. 509 108 center, bumped 4 % with 4.56 gears and 3800 stall 9" convertor full exhaust 383 barracuda, full interior minus heater box. Consistent 7.4, to 7.5 on the 1/8 with 275/60 15's pro tracs. Should get you there in the quarter. That was 30 years ago! Still have that cam in the motor with 3.55 gears today. I do not drive it that hard anymore, but it was and still should be capable with the right gear and tire.
 
I once had a 1974 'Cuda 360 that I built a 383 for, .509 282 108 cam, hand radiused the pistons, Torker, ThermoQuad, 2" headers, initial timing at 17 deg but total only like 28 to 30, crappy tight converter and Cheetah manual shift valve body, 3.55 gears, completely stock heads... flat off idle, then BAM!!! unreal acceleration. I couldn't keep tranny's in it long enough to run it at the strip, and the money and time became a marital issue so I sold it, but that combo got into my blood as much as the Hemi Rad Runner I had before that... so now, 30 years later I am finally building another similar combo, this time optimizing everything I can. Have 2.14 1.88 235 heads with pocket porting and blending, will port match to the Torker, Mazzollini Pro Parts step headers, 800 cfm ThermoQuad (have several and a Strip Kit!) stock electronic distributor with an upgraded factory looking ignition box, torque strap, A833 and Dana 60. Still about 5K away from finishing the drive train, but as soon as I get valve springs, retainers, locks and rings I can put together the engine finally.
:)
 
383 with that cam was a absolute dog till I bumped it 4%. The 284/484 I had was superior till I bumped the the 509. TM6 with 750 double. I gained back all my bottom with little to no loss on the top, 906 unported heads. I loved and still love the 509, just have to set it right!!!! There are better options out there but I am a purple kinda guy!
 
I installed mine straight up because I wanted the top end, and boy did I have it!!! But the secret is in the spark timing.
 
Seen it and believe it. He's at quaker city religiously. In. His full interior 71 charger,ss springs, snubber, 906 heads,.509 cam, 850cfm, headers, 4.56. 11.50's and deadly consistent!
 
Dana said:
Seen it and believe it. He's at quaker city religiously. In. His full interior 71 charger,ss springs, snubber, 906 heads,.509 cam, 850cfm, headers, 4.56. 11.50's and deadly consistent!
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I am not surprised! Been there!
 
Those old MP cams are better than most think. If the rest of the combo matches the MP recipe for that particular cam, it will do exactly what the MP recipe says it will.

People seem to forget the MP cams got a makeover in the mid to late 80s. While a long time ago, they did take more advantage of the Mopar .903 diameter lifter and that's something that a lot of cam manufacturers still don't do to this day.
 
mhuppertz said:
I once had a 1974 'Cuda 360 that I built a 383 for, .509 282 108 cam, hand radiused the pistons, Torker, ThermoQuad, 2" headers, initial timing at 17 deg but total only like 28 to 30, crappy tight converter and Cheetah manual shift valve body, 3.55 gears, completely stock heads... flat off idle, then BAM!!! unreal acceleration. I couldn't keep tranny's in it long enough to run it at the strip, and the money and time became a marital issue so I sold it, but that combo got into my blood as much as the Hemi Rad Runner I had before that... so now, 30 years later I am finally building another similar combo, this time optimizing everything I can. Have 2.14 1.88 235 heads with pocket porting and blending, will port match to the Torker, Mazzollini Pro Parts step headers, 800 cfm ThermoQuad (have several and a Strip Kit!) stock electronic distributor with an upgraded factory looking ignition box, torque strap, A833 and Dana 60. Still about 5K away from finishing the drive train, but as soon as I get valve springs, retainers, locks and rings I can put together the engine finally.
:)
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Timing is just as important! I run about 20 initial with limited 35 total and now Pertonix III over the Chrysler Gold I used to run. I like the Pertronix it seems to fire easier and has been rock solid with no mods to the harness other than bypass on the ballast!
 
1969383S said:
Timing is just as important! I run about 20 initial with limited 35 total and now Pertonix III over the Chrysler Gold I used to run. I like the Pertronix it seems to fire easier and has been rock solid with no mods to the harness other than bypass on the ballast!
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what octane gas ??
 
Rec 90. Is all I run.
 
Sounds similar to a motor I have sitting in the corner of the garage. 383 .060 over 11.5 to 1 direct connection pistons. 509 purple shaft cam. 906 heads. Holley street dominator manifold. I was planning on running it in my 68 Plymouth Satellite but it might look good in my old 67 Dart. Really was planning another 340 for it. I also have a 440 core sitting in the garage as well.
 
340dartley said:
Sounds similar to a motor I have sitting in the corner of the garage. 383 .060 over 11.5 to 1 direct connection pistons. 509 purple shaft cam. 906 heads. Holley street dominator manifold. I was planning on running it in my 68 Plymouth Satellite but it might look good in my old 67 Dart. Really was planning another 340 for it. I also have a 440 core sitting in the garage as well.
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My opinion would be to put the 340 in your dart, better balance and high winding bliss. Save that 383 for a B or E with easier headers as an option and make a hard to beat combo!
 
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1969383S said:
My opinion would be to put the 340 in your dart, better balance and high winding bliss. Save that 383 for a B or E with easier headers as an option and make a hard to beat combo!
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that is what I was thinking.
 
340dartley said:
that is what I was thinking.
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6. Edelbrock Torker (original)
Another popular intake was the old Edelbrock Torker single-plane. The Torker features relatively straight, comparatively small cross-section runners. Although out of production for many years, this intake was sold in such numbers they’re still plentiful. Frankly, I’d never been a fan of these intakes, even though I’d run a number of them in various 440-equipped Mopars. For me, the Torker results were a shocker, and something of an enigma. The Torker ripped an unreal 608.4 lb-ft, the highest peak torque of the test. The high torque was startling. Peak horsepower came in at 605, but the manifold peaked this .670-inch lift, roller-cammed, 2.25-inch-valved, max-ported 440 at an unbelievably low 5,500 rpm. I guess that’s why they called it the Torker.

The Intake: Edelbrock #3015
Type: Aluminum Single-Plane Four-Barrel
Rated rpm Range: 2,500-6,000
Max hp: 605.8@5,500 rpm
Max Torque: 608.4@4,700 rpm
Avg. hp 4,000-6,600 rpm: : 0564.6 hp
Avg. Tq 4,000-6,600 rpm: 565.5 lb-ft
 
mopower440 said:
so with a 440 and 292/509 mopar cam, whats the rest of the combo, such as psitons?
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Proper quench is very important, 10.5:1works well with 91 octane, stock rocker gear, single springs with damper, Torker intake port matched (high velocity flow) 2" long primary headers, stepped if possible, 800 cm Thermoquad, 3,500 stall converter or stick, 3.55 to 4.10 gears, windage tray, regular pressure and volume oil pump... you'll run elevens.

mopower440 said:
so with a 440 and 292/509 mopar cam, whats the rest of the combo, such as psitons?
Click to expand...
 
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mhuppertz said:
Proper quench is very important, 10.5:1works well with 91 octane, stock rocker gear, single springs with damper, Torker intake port matched (high velocity flow) 2" long primary headers, stepped if possible, 800 cm Thermoquad, 3,500 stall converter or stick, 3.55 to 4.10 gears, windage tray, regular pressure and volume oil pump... you'll run elevens.
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You will like this intake I have.

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I ran the .509 cam with iron heads on my 440 with an eddy carb, 3500 stall, 3.73 gears and RPM intake for many years. Meh.... Sounded pretty good.
 
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