Dick Landy 'Flyin Wedge'

Dick Landy 'Flyin Wedge'

440 Engine Build

The 'stock' 440 Connecting Rods were 'shot-peened' for stress relief, and the
beefy units were Magna-Fluxed to detect any imperfections.

All internal engine components were sent out for Balancing, to insure a vibration-free
rotation, and prevent any power loss from out-of-balance parts.

The Camshaft of choice is an Iskenderian #1012 B.
* .520" Lift
* 318* Duration
* 108* Lobe Centers

The Camshaft is installed 'straight-up', with a slight overlap.

The Timing Chain is a Factory 1965 Race Hemi Unit which utilizes a Double-Roller Chain.

The 'stock' Cylinder Head is used, and the Valve Seat is ground to a 45* Angle, and the
pocket bowl is 'Reamed' with a 70* Angle 'cutter' to provide for optimal flow....

Again following the NHRA Spec-Sheet Guidelines.

No Top Cut is 'allowed' for the Seat as per NHRA Guidlenines.

A 'seat-width' between .060" to .080" is the desired range. And, the Valves are lapped in,
to provide for a complete seat-seal around the circumference of the Valve-Seat.

Valve Springs are from the Iskenderian Company, and #4105 Outer-Springs are utilized
with #906H Inner-Springs, and they are set with a 1.86" Spring Height.

The 1968 and 1969 - 440 Engines utilize the 'newer' Open-Chamber style Cylinder Heads,
which provides a better dispersion for Cylinder-Combustion than the 1967 Closed-Chamber units.

The Cylinder Head surface is milled, to bring the Combustion Chamber to
79.7 CC's. Dick likes to keep a small window of .2 CC's over the minimum 79.5 CC's, as
room for the NHRA Techs, just in case things get too close during Tech Inspection.

All Combustion Chambers are CC'd with a 'Burette' and filled with Alcohol for volume
measurement.

The Cylinder Head Gaskets are stock factory units, and overall compression reaches
approximately 10.79 - 1.