How does cid make power?

273 said
Thats a 3% different by equal or even I mean practically, there a less than 2% peak hp difference in the curve it's a wash and with gearing torque is basically wash too, for a 50 cid $3000-4000 I wouldn't call these wins and be upset if I was convinced this was the way to go. 2% got to be in the margin of error between to identical engines. I picked those gears with 26" tires in mind that difference is equalled if the 410 had a 27" instead of a 26" 410=3904 vs 360=3912, If you want to see these as wins that's up to you.

A side note yes more torque is a gain but less powerband rpm is a negative when it comes to power not always cancelling each other out but when I laid the two power curves over one another it practically did. Losing rpm in the powerband might be a bonus in driveablity but negative in power production.

I spent $2600 on an assembled 408 shortblock. Where you get $3-4k is a mystery.
Stroker kits for a 360 block are $1300, in-stock today from SCAT with forged pistons. Last I checked, forged pistons are around $4-500 a set - so if you build a comparable 360 with new piston (since any build will require a re-bore) the cost difference is about $900.

273 said
And if you line up the power curves both from the peak like you would with proper gearing this the actual hp ish difference from what i can see.

410 3000=250 3500=310 4000=365 4500=399 5000=420 5500=431hp
360 3300=252 3800=315 4300=360 4800=399 5300=418 5800=423hp

Cid, lbs-ft, 1st rear , torque to tires
410 480 2.45 x 3.73 = 4386 lbs-ft
360 444 2.44 x 3.91 = 4253 lbs-ft

To me shows No real gain, this is what i've been basically saying with increased displacement it just works out even or it should. Obviously this is just one build not overall proof.

That's a misleading snapshot only at peak. Area under the curve is what the experience will be dictated by. Not to mention the torque gets packed in under the original peak HP, which means more useable power for a street machine - no need to run 4.10's on the street and give up highway cruising.

$3-4k is laughable. A SCAT stroker kit is $1300 with forged pistons. Since any build will require pistons, the actual build difference is going to be about $900. The work needed to install a stroker kit in a block is quite minimal in a mopar, no way it adds more than $200 at the machine shop - or $0 at home with a die grinder.

The low cost of the stroker proposition is what got me to make the jump, and I'm glad I did. The way the engine runs even with a 'big' (by chevy standards) cam is amazing. I'd have been even happier stroking a 400 - but the cost delta is greater when factoring in all new exhaust, bellhousing, etc.