Mopar 440 ~ 1967 vs. 1968

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1967 ~ 440/375 HP

Cylinder Heads ................ #2780915 {440 HP}
Combustion Chamber ....... {79.5 CC Factory} ~ {73.5 CC Minimum}

Compression Ratio ............ 10.1-1
Deck Height ..................... {-.059"}

Cast Iron Intake Manifold ... #2806178

Carburetor ........................ Carter AFB {750 CFM}
Throttle Bores .................... 1.636" x 1.636"


1968 ~ 440/375 HP

Cylinder Heads .................. #2843906
Combustion Chamber ......... {88.5 CC Factory} ~ {79.5 CC Minimum}

Compression Ratio ............. 10.1-1
Deck Height ...................... {-.027"}

Cast Iron Intake Manifold ... #2806178

Carburetor ....................... Carter AVS {750 CFM}
Throttle Bores .................. 1.636" x 1.636"
 
I see your point w/'67 piston farther in hole, but for some reason the '67's
had better low rpm power. They pulled like crazy right off idle w/low stall converter
 
madmoparmick said:
I see your point w/'67 piston farther in hole, but for some reason the '67's
had better low rpm power. They pulled like crazy right off idle w/low stall converter
Click to expand...

Same Components

* Block
* Crankshaft
* Oil Pump
* Windage Tray
* Bearings
* Rings
* Pistons
* Connecting Rods
* Valves
* Valve Springs
* Rocker Assembly
* Camshaft
* Lifters
* Exhaust Manifolds
* Exhaust Piping
* Distributor

The 'gear-heads' still lean towards the 1967 440 as the better tasting wedge.
 
In my early years of being a gearhead (early 70's), professional custom built engines were much less
common. 440's were easy to get. If you knew someone scrapping a rusty, banged up, 440 Chrysler,
they would probably give it to you just to get rid of it. Pull the motor, swap your goodies from your
spun rod bearing motor into it, put the old motor out in the alley for the junk man, and with any
luck wind up with an even better motor than the previous one. I hate to think about all the badass
440's that went to scrap with nothing more than a spun bearing.
 
Oh the days of disposable cars. Bought my 68 RR for $425 in 79. Sold it, bought 69 GTX with a hot 440 for $2000 in 1980. Gave away engines, tranmissions etc. Took a 6 pak manifold to get painted. Never went and got it. Back then there was more everywhere, we didnt know how good we had it. I gave away the 440 in a 70 r/t because a friend needed it.
 
..........I don't think there really is a best 440 but ppl now a days love the quench factor.......I just got rid of 2 440s along with a bunch of parts yesterday...........its all gonna go at some time..............kim..........
 
The days, eh, fratzog? Bought my first Mopar, a very nice '64 Polara 500 383 4 spd with a cracked
block for $250. That was my second car- my first was a '64 GTO 389 4spd. Tore it up! The Dodge
took everything I dished out. After that, Mopar or no car! The Mopars weren't the "in" cars where I
lived, so they were much cheaper than Chevelle or Mustang etc. I had a bunch of badass Mopars in
those days, all bought for $1000 or less. As for the '67 440, I had 2 personal experiences with them,
and 2 with the small valve heads, and always felt '67 best and never even heard of term "quench".
 
1967 GTX

Shipping Weights; 4-Speed with a Dana Rear

* Hardtop ........ #3609 lbs.
* Convertible ... #3674 lbs.

The 440/375 was never bothered by weight, as it is/was a Torque-Monster.

Some Myths

Many thought that the 1967 440/375 with the #2780915 440 HP 'Closed Chamber' Cylinder Heads put it at 11.1-1 Compression.

Some of the late-1966 and early-1967 Car Magazines 'incorrectly' printed the higher compression ratio.
 
This is an interesting scenario for me as I've built 2 440's and nearly identical builds. One was a 67hp and the other a 69hp. I know the hp means nothing but they are hp block regardless.

The only differences were the 69 had a 825 carb and 1:6 rockers. The 67 had a 950 carb and 1:5 rockers. Everything else was the same. 67 made about 30 more hp.
 
I think they used to use the term "squish" in the old days, and there really wasn't that big of a deal
about it like there is now. Also, I think it was a common belief that open chamber heads breathed better.
 
Brock

The 1967 440 HP Engines that came thru with the A-727-B had
'higher-shift points' to handle the 'heavy-throttle' shifts.

But, the 11.75" Torque-Converter had a low 'Stall-Rate' of 2000 RPM's.
 
Didn't they revise the ports on the heads from 67 to 68? In addition from going to open chamber. Which heads have the better flow?
 
krazykuda said:
Didn't they revise the ports on the heads from 67 to 68? In addition from going to open chamber. Which heads have the better flow?
Click to expand...

There was no big difference between the #2780915 {67 440 HP} and the
#2843906 {1968} Cylinder Heads in Flow.

The 1968 Intake Ports were 'revised' and do provide for a slight increase in
CFM Flow {Between .350" and .500" Lift}, which is somewhere in the range
of 3% to 5%.

The Exhaust Ports flow at near identical numbers.
 
krazykuda said:
Didn't they revise the ports on the heads from 67 to 68? In addition from going to open chamber. Which heads have the better flow?
Click to expand...

Factory stock 906
66.2 @ .100, 130.1 @ .200, 188.8 @ .300, 221.5 @ .400, 234.0 @ .500, 237.1 @ .600

Factory stock 902
65.0 @ .100, 137.2 @ .200, 185.3 @ .300, 205.9 @ .400, 218.0 @ .500, 221.5 @ .600

Factory stock 915
60.7 @ .100, 132.8 @ .200, 190.0 @ .300, 215.3 @ .400, 229.3 @ .500, 237.8 @ .600

Factory stock 452
61.0 @ .100, 130.0 @ .200, 188.0 @ .300, 213.0 @ .400, 227.0 @ .500, 230.0 @ .600
 
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