Help! My motor is locked up!

[Matt70]

I'm looking to stroke a 440, just wondering why the 500 over the 512?

[Chryco Psycho]

I have built mostly 512" , I would recommend a dome piston to kill detonation if using the 906 heads
Lunati has a section in the rear of the cam section with fast ramp .906 dia lifter specific lobes , they have TF part #s , I use the TF60 / TF57 split profile for a lot of street builds , you can alter the centerline , I use 112* for engines using iron manifolds & 110* for most street builds with headers  ,you can go to 108* CL for higher RPM use , this profile is very similar to some of the newer street roller profiles without all the extra cost . This grind will idle well with decent vacuum for street use & willmake power into the 5800 RPM range which is ideal for a street built , the powerband is flat with over 400 ft lb tq from 2200 - 5200 RPM & a peak of 460 RW TQ measured at the rear tires omn a Mustang dyno which reads lower than all the other dynos , gross #S are around 720 ft lbs at the crank gross rated as they were in 70

[TinCuda]

I'm looking to stroke a 440, just wondering why the 500 over the 512?

I am really not an expert.  I want a stroker kit that I will not have to modify my block in any way.  I kind of like the idea of the stock length rods but other than that, I am worried about going overboard.  If the 512 is the way to go, I am game.  This is really a first for me and I am flying blind.


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[TinCuda]

I have built mostly 512" , I would recommend a dome piston to kill detonation if using the 906 heads
Lunati has a section in the rear of the cam section with fast ramp .906 dia lifter specific lobes , they have TF part #s , I use the TF60 / TF57 split profile for a lot of street builds , you can alter the centerline , I use 112* for engines using iron manifolds & 110* for most street builds with headers  ,you can go to 108* CL for higher RPM use , this profile is very similar to some of the newer street roller profiles without all the extra cost . This grind will idle well with decent vacuum for street use & willmake power into the 5800 RPM range which is ideal for a street built , the powerband is flat with over 400 ft lb tq from 2200 - 5200 RPM & a peak of 460 RW TQ measured at the rear tires omn a Mustang dyno which reads lower than all the other dynos , gross #S are around 720 ft lbs at the crank gross rated as they were in 70

Ok, you got me there.  Did you mean dome pistons?  I am looking for 9-9.5 to 1 compression to be able to run pump gas.  That is why I was going to use the dished piston with the 500 stroker setup. 

I want a cam profile for a nice sounding idle.  Kind of with a lope but not at the risk of loosing reliablity.  Looking for power in the 1500/2000 to 5000 rpm range.  I am using a stock torque converter out of a 426 Hemi. (2000-2500 probably).  My rear end will be running 3.23 gears.  Air flow will start through my 3 two barrel six pack (Edelbrock aluminum high-rise intake manifold) and exit through TTI headers with 1 7/8 primaries and 3 inch pipes.  I will not be running any races but I would like it to have a nice pull onto highway on-ramps.  Like I said earlier, 906 iron heads and 727 auto.  If you can give me a hydraulic flat tappet/lifter kit number that fits that bill, I will buy it tomorrow.  Also, let me know if I am missing any info.  My head is about to explode with this cam research.  I would rather spend my free time playing in the sprinklers or sleeping.  LOL

This is what I was getting if the block comes back from the machine shop in the condition that I expect it to be.

440 to 500. (4.150" stroke/6.760" rod) Stroker Kit
Bore size 4.360(.040 over) -24 dish piston
compression height 1.867
distance below deck -0.18
84CC 9.33 compression

If it would be better for me to get this, chime in and say so...

440 to 512. (4.250" stroke/7.100" rod) Stroker Kit
Bore size 4.360 (.040 over) -27 dish piston
Compression height 1.485
distance below deck -.010
84CC 9.46 compression

Please let me know if I am missing something and a cam kit part number would be nice too.


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[TinCuda]

Ok, I went to Comp Cams and looked through their stuff.  I came up with a cam part number 21-306-4 grind number 270H that looks like it will work to me.  It has a valve lift 0.47/0.47, lobe lift 0.313/0.313, duration @ .050" lift 224/224 duration 270/270, rpm range 1800 to 5500, lobe separation 110*, and intake center line 106*.  The complete kit part number is K21-306-4 and I will probably go with it unless someone can come up with a better idea.  I did go to Lunati's web site and they had some nice stuff too.  AAAAHHH!!! my head is going to explode!!  LOL


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[Matt70]

 

[Strawdawg]

Chryco gave some really good advice above..   I guess you can ignore it and do your own thing, or you could pay attention to someone that has been down the road more than once.

[TinCuda]

Chryco gave some really good advice above..   I guess you can ignore it and do your own thing, or you could pay attention to someone that has been down the road more than once.

How am I ignoring anything he is saying?  I do question the dome piston comment.  Unless I am wrong, a dome piston will get me right around 12.5 to 1 compression and way out of the ball park for any type of pump gas.  I have put in about 8 solid hours of research in the past two days.  Although I have never claimed to be an expert, I have been reading books and searching the internet.  I have even been doing some math that I have not used in some 30 years.  But If I am mistaken about anything, please let me know. 

By the way, Do you really think that I just love to set at my computer and take the time to type out all these questions just for fun?  The reason I am here is to do just that----> To pay attention and listen to advice! 

So how about it Strawdawg?  Do you have any good advice?


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[Chryco Psycho]

I prefer the Lunati VooDoo 60303 cam , more lift with simlar duration , it can be specified with 110 Cl , I think that is the way it is designed in the catalog . I have generally made better power using the Lunati cams over the Comp Chev based designs . Lunatis cams are designed by Harold who used to own Ultradyne cams , he created a whole line of cams using the wider Mopar lifter advantage , you can open the valve faster without gettting to the edge of the lifter .
I prefer the 512ci  with the longer rods , there are Quench dome pistons available , ,the have a dome under the dead part of the chamber to create quench & kill detonation , they should also have a dish under the valves & spark plugs to decrease compression to a pump gas friendly ratio .

[TinCuda]

Ok, I get what you are saying with the piston.   I am going to look a little closer at that voodoo cam.

[TinCuda]

OK, I ordered the VooDoo cam 60303.  I also ordered a set of Rhoads lifters.  P/N 2018. 

I am waiting on word from the machine shop what my final bore will be.  I should hear back from them in a day or two.

The pistons that I plan on ordering are dished with a quench dome in the bottom.  I had already decided on the pistons that I was going with and the fact that the ones that I picked out had the quench dome in them was a complete accident.  LOL  But still, thanks for the advice.  At least now I know why they are milled that way.

[Chryco Psycho]

Awesome !! 

[TinCuda]

Hey, Chryco Psycho, why do you like the 512 over the 500?  The 500 has a 4.150 stroke and a stock 6.760 inch Rod.  The 512 has a 4.250 inch stroke and a longer 7.100 inch rod.  Rod length /Stroke = Rod Ratio.  The way I understand it is that the lower the rod ratio, the more torque the engine will make.  The higher the rod ratio, the more power the engine will make at high RPM.  The rod ration on the 500 is 1.628 and the rod ratio of the 512 is 1.670.  Everything else being equal,  That means the 500 should have more "feel it in your pants" torque with a trade off of maybe a higher quarter mile time.  Am I off base here?  I would like a lot of torque but I am not going to be pulling any tree stumps out of the ground with this car.  Do you build your 512s for racing or street.  I like the idea of more CID.  Why do you like the 512 better?  I am waiting on the machine shop for my block and I could go either way at this point.


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[TinCuda]

I'm looking to stroke a 440, just wondering why the 500 over the 512?

I think that one of the biggest reasons, I suppose, would be if you are wanting to stroke your motor with a new crank shaft, you could use your existing connecting rods due to the fact that they are standard length (6.76) with the 500 stroker crank. (500 stroker crank has 4.150 stroke where stock 440 has 3.750 stroke).  A cost savings, you could use your old connecting rods and not have to buy new ones.


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[Chryco Psycho]

well my take is the longer rod keeps the piston @ tdc longer for more complete burn & more effective power + better use of the fuel / better milage so I prefer to stay away from the short rod combos & get the best rod ratio possible which may be why I often get unreal MPG for the builds ?