440 bottom end strenght tips and oiling

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tooslow

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Track day Road Race application
Building my 500 ci 440 for around 700hp at the crank
I have read the blocks crack and have difficulty over 600hp
Any suggestions on building a strong bottom end , block fill ect...??
 
Try and find an aftermarket block.

Girdles and block filler can help, but you can't band aid where you need an amputation.
 
Track day Road Race application
Building my 500 ci 440 for around 700hp at the crank
I have read the blocks crack and have difficulty over 600hp
Any suggestions on building a strong bottom end , block fill ect...??
History of 440
Right now the 440 is stroked to 500CI
440 source ported heads
hughes mechanical cam
A milodon HV HP oil pump 1/2 pick up
2 qt oil accumulator
road race 8qt pan
I lost a main bearing (started Knocking) last season

Motor is out for rebuilding with blower pistons and I am installing a Procharger
build up the bottom end and reseach better oiling tricks,
Dry sump ?
Some people grind a small channel in the main bearing for added lubrication?
 
At this power level and with the potential G forces, a Milodon dual line oil system is probably going to the go to on this type of deal. The standard oiling system improvements are mandatory also, i.e. high volume pump, passage enlargement from mains to main oil galleys, block feed to heads out of number 4 main and re-drill feed for heads into lifter feed/main oil galleys. With a solid cam, bush the lifter bores, this is usually mandatory at this power level anyway in order to correct the lifter bore angles to the cam. It used to be standard practice to only drill a .040 oil feed hole in the lifter bore bushings for the lifters if hydraulic cams are used, but I think it's best to have them regardless of cam type and wouldn't do without them. This is also the kind of build where 3/4 or full groove main bearings are a good idea, too.
 
At this power level and with the potential G forces, a Milodon dual line oil system is probably going to the go to on this type of deal. The standard oiling system improvements are mandatory also, i.e. high volume pump, passage enlargement from mains to main oil galleys, block feed to heads out of number 4 main and re-drill feed for heads into lifter feed/main oil galleys. With a solid cam, bush the lifter bores, this is usually mandatory at this power level anyway in order to correct the lifter bore angles to the cam. It used to be standard practice to only drill a .040 oil feed hole in the lifter bore bushings for the lifters if hydraulic cams are used, but I think it's best to have them regardless of cam type and wouldn't do without them. This is also the kind of build where 3/4 or full groove main bearings are a good idea, too.[/QUOTE
Any threads or articles on these modifications ? My machine shop has been pretty good but they are Cheby guys and a little mopar
 
Is this a true statement
The new Gen hemi engines have way more potential then a standard old iron block 440 ?
 
Yes. But at the cost of practicality and affordability. Unless you can come up with a used M/P MegaBlock or K/B aluminum block on the cheap. But some of those aftermarket third gen Hemi head have intake ports look like the where designed for top alcohol drag duty.
 
Track day Road Race application
Building my 500 ci 440 for around 700hp at the crank
I have read the blocks crack and have difficulty over 600hp
Any suggestions on building a strong bottom end , block fill ect...??

700 hp for road racing will be tough for a stock big block to handle. A stock block will handle 700 hp for drag racing but road racing puts more stress on things. You'll probably need to work with an experienced road race engine builder on a project like that. Good luck and bring plenty of cash.....
 
Thanks for all you inputs. I asked a bunch a questions , got great answers , and no haters :) Its hard to compete with all the new engine technology and turbo cars like the Nissan GT-R
 
I haven't used this but, it sure appears to be what a Road racer would need.
Well the link won't work so, look up Dvorakmachine.com and see his 4 bolt main conversion!
 
I think at this investment level and intended usage I would look for a used Viper coupe, but that's just me...
 
My 470 b engine stroker is half filled and has a pretty thick girdle in it. I bought the engine used. It was built in 1998. It was taken apart in 2013. All that was replaced was the valve springs and solid roller lifters. Has at least 2500 runs on it. It’s a drag car. The guy I got the motor also drove it a few hundred miles per year. Kim
 
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At this power level and with the potential G forces, a Milodon dual line oil system is probably going to the go to on this type of deal. The standard oiling system improvements are mandatory also, i.e. high volume pump, passage enlargement from mains to main oil galleys, block feed to heads out of number 4 main and re-drill feed for heads into lifter feed/main oil galleys. With a solid cam, bush the lifter bores, this is usually mandatory at this power level anyway in order to correct the lifter bore angles to the cam. It used to be standard practice to only drill a .040 oil feed hole in the lifter bore bushings for the lifters if hydraulic cams are used, but I think it's best to have them regardless of cam type and wouldn't do without them. This is also the kind of build where 3/4 or full groove main bearings are a good idea, too.

I did the ''drill oil feeds into main oil galley" , I be dammed if I ever do it again !!
Way better to just groove the can journal about .020 .
Or do it and drill and tap the deck and install oil restrictors , that can be changed , to control the amount of oil going up the tubes.
 
For most anything the cam bearing groove is okay, the main reason for tapping the main galley for the rocker feed is to not rob the rod bearings fed by number four main bearing of any oil. Restriction of the oil through a controlled orifice will certainly help, as long as the rockers get enough. Agreed, major PITA, and there are several different ways of accomplishing it. MRL racing does it through the rear china wall with bulkhead fittings and hard line to the plugs at the top rear of the block. It's safe to say if you're at this point anyway you probably need to be looking at an aftermarket block anyway, because a dual line high volume oil system can keep up with the demands of top fuel. But being semi affordable blocks are extinct for all intent and purposes, some are just having to make the best with what is available in the here and now.
 
For most anything the cam bearing groove is okay, the main reason for tapping the main galley for the rocker feed is to not rob the rod bearings fed by number four main bearing of any oil. Restriction of the oil through a controlled orifice will certainly help, as long as the rockers get enough. Agreed, major PITA, and there are several different ways of accomplishing it. MRL racing does it through the rear china wall with bulkhead fittings and hard line to the plugs at the top rear of the block. It's safe to say if you're at this point anyway you probably need to be looking at an aftermarket block anyway, because a dual line high volume oil system can keep up with the demands of top fuel. But being semi affordable blocks are extinct for all intent and purposes, some are just having to make the best with what is available in the here and now.

ditto on the here and now, gotta do the with what I have -----LOL
 
Truth! I should have said “most everyone” instead of “some”. Even back when aftermarket blocks were readily available, I still didn’t view them as affordable then either.
 
Studs and aluminum caps are default SOP with my engines, but I'd be concerned with which bearing died? #4? If a good pan and external reservoir isn't enough, I'd be looking to go to dry sump. Switching to low deck would have been good also, but if you're already building that's kinda late to change things. S/F....Ken M
 
Im rebuilding the engine and im going to put a 6 71 on it .
I no longer will be able to take it to Road America and open it up . Drive it in the country and watch for smoky i guess
90 s Camaros with manual trans are cheap Presently looking for one ..

Much more affordable for Track Days and road race events
It was fun to be different driving a Dart but i dont have the funds
 
Im rebuilding the engine and im going to put a 6 71 on it .
I no longer will be able to take it to Road America and open it up . Drive it in the country and watch for smoky i guess
90 s Camaros with manual trans are cheap Presently looking for one ..

Much more affordable for Track Days and road race events
It was fun to be different driving a Dart but i dont have the funds

Go small block , all kinds of left over cup motors and sprint motors out there.
 
Im rebuilding the engine and im going to put a 6 71 on it .
I no longer will be able to take it to Road America and open it up . Drive it in the country and watch for smoky i guess
90 s Camaros with manual trans are cheap Presently looking for one ..

Much more affordable for Track Days and road race events
It was fun to be different driving a Dart but i dont have the funds
A camaro is positively the last thing u will ever see me buy.
I watched those cheap pieces of s--- dump gas all over the starting line for 14 yrs, because of the gas cap behind their tags. I likely had to try to hook my hemi up in it most of the time . Guess I`ll never like them !
 
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