What does that mean?
367 vs 410 Engines Masters
- Thread starter 273
- Start date
-
What that got to do with it, your statement was more cid = more power.
The discussion has been about the two motors in the video and one of them is going in Freiburger's challenger. So it does seem relevant. It tells use the intended application.
It was, and I based it on what was being said about the 367 / 410 which neither one is a production engine, the 500 8.2L and the 4 cylinder you mentioned are / where factory production made engines.
It's possible to get one horsepower per cubic inch from the 367 with production cylinder heads.
What does that have anything to do with your statement, you said it was common sense should be easily explained ?
That is where you and me, the guy who ran the dyno, the guy who built the engine and the guy who owns the car disagree.Fine if he sets it up right it will be just as fine as the 410
So there was only an 8.5 hp difference so 43 cid = 8.5 hp, wow
Fine you can like the 410 better think it the better option but doesn't change fact the 367 has similar performance potential the only point I've been trying to get through to you, lol.That is where you and me, the guy who ran the dyno, the guy who built the engine and the guy who owns the car disagree.
If the 367 and the 410 flip flopped their power curves I would say run the 367. It's not about which motor it's about the power curve.
Where do you come up with 8.5 hp?
I have to admit that I didn't read every post. All I was saying is that starting with a fresh build one horsepower per cubic inch is easily done
When you and I look at that graph we see two different things.
Obviously
That was the point of my original statement in post 1# I don't agree how they and others compare engines on a dyno graph. Basically from a torque centric point of view and act like torque is some kind of a bonus power.
And I would agree with them.Obviously
j par
Well-Known Member
I believe both are exponentious...
MopaR&D
Nerd Member
I've read almost the whole thread so far, ugh...
410 made more torque over almost the entire rev range which mathematically translates to more "accelerative" force being applied to the car over that period. 367 only had a slightly higher redline so it's not going to produce as much acceleration when you integrate (calculus) the torque curve and compare the two. Now you can get into the mental masturbation of gearing, how many speeds in the transmission, torque converter stall speed etc etc but this is an engine comparison.
That's all I took from the video and all I care about and I agree with the EM dudes. Adding in other elements to argue and compare about is just going down a pointless rabbit hole.
Just my $0.02 and I'm done lol, take it or leave it.
410 made more torque over almost the entire rev range which mathematically translates to more "accelerative" force being applied to the car over that period. 367 only had a slightly higher redline so it's not going to produce as much acceleration when you integrate (calculus) the torque curve and compare the two. Now you can get into the mental masturbation of gearing, how many speeds in the transmission, torque converter stall speed etc etc but this is an engine comparison.
That's all I took from the video and all I care about and I agree with the EM dudes. Adding in other elements to argue and compare about is just going down a pointless rabbit hole.
Just my $0.02 and I'm done lol, take it or leave it.
Only if you handicap the 367 by not gearing it properly, I don't care if you do, I don't care if you think it's points against the 367, but act like 367 has less potential false, Torque doesn't move your car, torque and rpm move your car better known as hp, if you erase the two torque curves and just look at the HP curves (the ones that get your car down track) there not much difference other than one starts and ends a few hundred rpms higher, which requires more gears stall, you guys are acting like this is the 1st time you heard of the concept of matching drivetrain to an engines powerband.
For torque lovers, the 367 needs more gear, more equals more torque there is only a 36 lbs-ft difference at peak, and through the rest of the powerband there's a way less difference, not gonna take too much gear to equal it out, torque at the crank ain't a bonus power.
Your free two
No it not pointless cause it creates all this torque at the crank has some kind of bonus power non sense and anyone building less than 360/408 is doomed to failure cause they can't make this bonus power. But what gets me, same people, if you want to big block your told it's not worth the effort lol.
Last edited:
mopowers
Well-Known Member
I'm in the middle of doing something similar to the premise of this thread. The current 340 with decent cylinder heads and cam in my '68 Dart kicks *** and runs very well. However, I'll be replacing it with a milder 408 because I don't need or want top-end hp for this car - though the 408 will definitely out-perform the 340, but in a milder package. The car is just a cruiser and I love the bottom end grunt that a stroked SB provides. The 340 will go into a future hotrod build.
Last edited:
Sounds like it will be a cool setup, main reason to go large is less rpm, get away with less gears stall etc.. to get into the meat of the powerband usually ain't too hard cause whatever speed (rpm) your at the power ain't too far away.
I'm not knocking large displacement, not even saying this 410 might be a better performer than the 367 just want a fairer comparison of these and other engines of different displacements performance potential.
Half the people only want better heads only for the 410 and other half don't want 367 to have it's needed setup
What gets your car moving from a dead stop, torque or horsepower?
Torque alone does nothing, Torque with rpm does everything, and what is torque and rpm, it's hp. Hp tells you the potential work your engine can do.
Torque makes a car accelerate quicker.
-
Similar threads
- Locked
