JW,
will send you a PM on this, I don't want to hijack the thread but would like to pick your brain a bit.
340 or 440
- Thread starter I8NEMO
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JW,
will send you a PM on this, I don't want to hijack the thread but would like to pick your brain a bit.
SLOPAR72
Well-Known Member
Somewhere on the site he talks about the weight difference and changing of components such as brakes also. It's a pretty informative page for someone looking to do the swap.
JW
Gotcha!
One thing for sure, you can put a lot of aluminum on the B/RB to get the weight down.
I used a 440 source W/P housing and pump on my 400. BIG weight savings there.
One thing for sure, you can put a lot of aluminum on the B/RB to get the weight down.
I used a 440 source W/P housing and pump on my 400. BIG weight savings there.
Nice job! Ive always been pretty stuck on headers, thanks for your info.
SLOPAR72
Well-Known Member
Why Schumacher didn't have a set to allow for Z Bar I have no idea. At the least I would think it's a set they would build with additional lead time without having anyone else involved. It is a Tri-Y header so it will be constricting versus a full tube header but plenty of people have made nice power with them. As for the other vendors, someone how the calculator has never made sense from a business standpoint to offer PS and Z Bar fitment......
JW
Wyrmrider
Well-Known Member
Hi there OP
I have a lot of experience with BBM and SBM going back to the late 50's
Do the 340
Doing a smogger 440 is no advantage power or weight, just some torque
too many changes have to be done to a late 440 to make it "better" than a SBM
Now if you had an early Magnum or 6 pack it would be a different answer
Late 400s and 440s make more heat than power
you need pistons and most likely balance
therefore a stroker kit makes sense
If you are not going that way do the 340
If you want to build a 440 do it later
stock sucks
I have a lot of experience with BBM and SBM going back to the late 50's
Do the 340
Doing a smogger 440 is no advantage power or weight, just some torque
too many changes have to be done to a late 440 to make it "better" than a SBM
Now if you had an early Magnum or 6 pack it would be a different answer
Late 400s and 440s make more heat than power
you need pistons and most likely balance
therefore a stroker kit makes sense
If you are not going that way do the 340
If you want to build a 440 do it later
stock sucks
aaronk785
Well-Known Member
If your not racing. No question, small block.
AJ/FormS
68 Formua-S fastback clone 367/A833/GVod/3.55s
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Build a 360 right, and it will feel like a warmed-up 440. Add a couple of gear sizes, and she will really scoot. Add an overdrive and torquey cam and she can eclipse a smogger-teen as to hiway fuel mileage.
'Course it don't come as cheap as the 440/2.94/3.23s...... jus saying
Yes, I'm a small-block streeter guy; 360s actually. But I spent a lotta lotta money on my combo. It's nice and all like that; but after you figure in the costs of an overdrive and a third or fourth pumpkin, so as you can hit all the bases.......
I couldda just started with a 400 or something, and learned to feather the throttle.
'Course it don't come as cheap as the 440/2.94/3.23s...... jus saying
Yes, I'm a small-block streeter guy; 360s actually. But I spent a lotta lotta money on my combo. It's nice and all like that; but after you figure in the costs of an overdrive and a third or fourth pumpkin, so as you can hit all the bases.......
I couldda just started with a 400 or something, and learned to feather the throttle.
Wyrmrider
Well-Known Member
right Aj but as you intimated you have to warm up the 400 or 440
here's the simple physics
lower compression requires more throttle to move vehicle
more throttle for given power == more heat and less gas mileage
light foot or no
unfortunately there is no simple answer short of changing pistons
open chamber heads use the special KBs
closed chamber heads more piston choices but D-Dish for daily driver/ street
more dish for towing or heavy car with tall gears (and iron heads)
here's the simple physics
lower compression requires more throttle to move vehicle
more throttle for given power == more heat and less gas mileage
light foot or no
unfortunately there is no simple answer short of changing pistons
open chamber heads use the special KBs
closed chamber heads more piston choices but D-Dish for daily driver/ street
more dish for towing or heavy car with tall gears (and iron heads)
AJ/FormS
68 Formua-S fastback clone 367/A833/GVod/3.55s
- Joined
- Jan 19, 2014
- Messages
- 24,910
- Reaction score
- 12,263
By starting with a 400; I meant Starting with a 400 and building it for street performance, and
By feathering the throttle; I meant cuz that 400 will be a torque-monster with a small streetcam.
Being heavy on the torque, it won't need the usual band-aides of stall and gears. Nor an overdrive. Sorry if that wasn't clear.
I was happy with my previous combo, 337 hp by the 106 trap speed. And I don't know what that 360 had for torque but it was a beast of a SBM. I can't see a hi-compression 400 not making at least 337, probably with the smallest street cam you can find, and lotsa more torque than that 360, and sooner. Ima thinking along the same lines as you, but with the torque of a Hi-C 400, Ima thinking 2.94s are plenty enough gear to have fun with, yet 32mph is ~3000rpm in 2.45 first gear, and 65=2375@ zero-slip, so right away you got 3 outta 4 bases covered. The fourth is fuel mileage and at ~2400, it will surely be better than a 360 with a 276* cam and 3.55s jamming down the hiway at 65=2870@zero-slip.
Since boring and pistons cost about the same, and aluminum heads are now not required with a 400, I woulddabin lotsa bucks ahead with the 400. Even if I had to cough up a bit of cash for a core , I wouldda still spent less money, and got similar trapspeed, while enjoying all the tire-frying torque. I mean like I said, I was happy with a 106 trapspeed. And we haven't even talked about a stroker,lol.
By feathering the throttle; I meant cuz that 400 will be a torque-monster with a small streetcam.
Being heavy on the torque, it won't need the usual band-aides of stall and gears. Nor an overdrive. Sorry if that wasn't clear.
I was happy with my previous combo, 337 hp by the 106 trap speed. And I don't know what that 360 had for torque but it was a beast of a SBM. I can't see a hi-compression 400 not making at least 337, probably with the smallest street cam you can find, and lotsa more torque than that 360, and sooner. Ima thinking along the same lines as you, but with the torque of a Hi-C 400, Ima thinking 2.94s are plenty enough gear to have fun with, yet 32mph is ~3000rpm in 2.45 first gear, and 65=2375@ zero-slip, so right away you got 3 outta 4 bases covered. The fourth is fuel mileage and at ~2400, it will surely be better than a 360 with a 276* cam and 3.55s jamming down the hiway at 65=2870@zero-slip.
Since boring and pistons cost about the same, and aluminum heads are now not required with a 400, I woulddabin lotsa bucks ahead with the 400. Even if I had to cough up a bit of cash for a core , I wouldda still spent less money, and got similar trapspeed, while enjoying all the tire-frying torque. I mean like I said, I was happy with a 106 trapspeed. And we haven't even talked about a stroker,lol.
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