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My heads will have alot more flow where the cam is being run at where as the Stealth heads will have to have some work to them to get them to flow like my heads. Also too my heads will have more port velocity than the Stealth heads and will flow more for the same money. The Stealth heads are a...

8921-16 are the lifters. Yes thats what we do, race engines and heads. You would be looking at $850.00 + parts for a set of heads like that.

I would use a XR292HR-10 Comp Cams, factory heads can make up to 750 HP with the right work. We did this with the same basic setup your going after. The heads were 452's with 2.14/1.81 valves and a mild port job. Nothing drastic.

The Hughes cam looks like it would be the better of the 2 you have listed, but why are you going to use a 440 source heads? If they are the same flow as the Eddy's your not going to get the performance out of them that you think, as the low lift flows are down a good bit from what they really...

1wild, It would be easier to just decam the engine, and thats what I intend to do. I'll use that cam in a larger engine like a 360 .030 with large heads, this way the duration will get eat up a bit from the larger CI's. I ran across this same thing with the MP .590 in a 400 years ago. And when...

Actually at high RPM's the cylinder leans out due to over scavenging due to overlap, and this causes the detonation, making a lean mixture. Cam specs. in the 100+ overlap and durations in the 265+ @ .050. What happends is when the timing is right to make the car leave and run then becomes...

The last time I bought the valves like in those heads they were $20-$22 each. But as we know the price more than likely changed since then, and that was just last fall. Guides are $148.00 and seats are $200.00 as I use Serdi seats. Milling is $55 for the first .030 per head then it depends on...

It's not all in big ports or flow #'s or material that there made of. But more so what the engine needs and wants. Like what lift cam are you planning on, how much compression ratio, what intake manifold, and carb? You have to look at low and mid lift #'s not just peak, because this is where...

Agreed

He really needs more CI to fully use the potential of the large 210 + cc intake runner. Just doesn't seem right to take a new head and cut .100 off the deck to make it work.

The port volume seems to be a bit large for a 383, and without more converter and gear they may be a bit lazy down low. If you can tolerate this then no issues. But IMO I would use a smaller intake port and keep the velocity up as much as possiable and the engine will be more fun to drive.

Yes the LY rod's are the ones that you want.

They are the same heads as the 400's no difference. And yes get the 440 rods if you can. It'll save you some $$$$. The larger the intake port the higher the RPM's will go and the less TQ the engine will make down low. This would be a real stump puller with the smaller heads with some work done...

What I would do is use the 440 crank in the 400 block as the 400 has a larger bore than the 440. I'm doing this build for myself also, but going about it differently. You can use the 440 rods as they are 4340 material from the factory, just as the 340/360/383/400 rods are 1053 steel. This is the...

Thanks Ken, I enjoyed talking with you too. Glad I could be of help to you, call anytime. As you know I return all calls that I get until the problem is sloved.

The 440 has 11.76:1, the #'s are rear wheel and generally when the cams increase in lift and duration the overlap increases also, what I found is that as OL increases the detanation becomes more of a problem so timing has to be reduced.

Yep thats what I used also, but I'm using BME aluminum rods in mine.

Are you going to use a stock steel crank and have it offset ground or are you going with aftermarket crank? I'm doing one now with a stock steel crank offset ground to 3.915 and the rod is for a BBC so you would use a 6.650 rod and a 1.32 compression distance piston like the KB280 then have the...

No, The 383 and the 400 are the same strokes,at 3.38 and the RB engines are the 413,426,and the 440 have the same stroke 3.75.

The strokes are different between the 383 and the 440, the 383 has a stroke of 3.38 and the 440 has a stroke of 3.75. The bore on a 383 standard is 4.25 and the standard bore for a 440 is 4.32 if you were going to go this far on boring you better have the block sonic checked.

I believe they are 3/8 16 but the length is correct.

But guys this is a big block issue not small block issue, this should be another topic. I know this won't get any attention. ..........lol

Thanks Rob, Your right I don't get on here and post often, but when I do I know that I'm right because I have done what I post. And yes it does buck others but I know it works. Hey look if you want aluminums instead of irons then so be it, but don't come saying how good the aluminums are when I...

This combo is way off, first of all the cam, carbs, and heads are too small along with the ign. system and the Tq. converter, also the car weight is heavy. I would rethink the engine that you would want to use.

Yep .050 will get you there.

Bore it.

Hey Joe, Nice combo! Been a while since we last talked, looks like it's still running good! Just think what you could do with the other set of heads that I have on this engine, man 9.90's would be there easy.

look at the mopar parts catalog they have a 500CI engine that has 500+ HP

I think that he should give you the engine and if anything is salvageable then pay for it. BJR Racing

This section will cover the Big Block Dodge engines 400s and 440s as the 383 is very close to the 400 with the bore being different only, as they share the same stroke and rod lenghts. The 440 was chosen because of the number of people that have them, the specs will apply to the 413 and 426...