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Post by 2FAB on Jul 9, 2015 18:30:58 GMT -5
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Post by Steam McQueen on Jul 9, 2015 20:52:16 GMT -5
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Post by spanks79 on Jul 10, 2015 10:08:49 GMT -5
- Seller did the "Spanks" engine swap  The 440 is out of a 1978 Dodge RV, which replaced the original 400. And a certified 140! Yeah, and I bet it's really fast too.  |
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Post by christine58 on Jul 10, 2015 15:52:10 GMT -5
I take it your not impressed with yours? I'm thinking of doing the 440 swap myself but the 360 does move quite well. Its a full mild rebuild still with single exhaust and stock manifolds so a bit of further basic tweeking will wake it even more. Just need a few opinions from folk who who have the 440 if its worth the effort!!
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Post by spanks79 on Jul 13, 2015 9:47:56 GMT -5
I take it your not impressed with yours? I'm thinking of doing the 440 swap myself but the 360 does move quite well. Its a full mild rebuild still with single exhaust and stock manifolds so a bit of further basic tweeking will wake it even more. Just need a few opinions from folk who who have the 440 if its worth the effort!! No im not really impressed but I'm thinking that maybe my expectations were too high or my approach was wrong, I'm new to mopar engines. This is a 4000+lb car. It has 3.21 gears in it. It cruises great down the highway. My only complaint is off the line, from a stop acceleration, otherwise its great. Im not sure why it doesnt have more low end grunt? perhaps it my cam? Perhaps I do not have the correct torque converter for the engine? I'm still trying to figure that out. I know putting a 3.55 gear (sitting on the bench) in it will help a lot but I am reluctant to do that because I dont want to loose highway manners. So I am actually toying with the idea of an overdrive transmission. Here is what I learned on my low compression rv engine that I would do differently, or might still do. Rebuild the bottom end with pistons that are flush with the deck of the block to increase compression. The pistons in my RV engine are .080 down in the hole. Thus low compression. I tried to improve compression on the cheap by using thin head gaskets and shaving the heads down. In theory it works but in practice it messed up the "quench" (relationship between the top of the piston and cylinder head) which creates a detonation issue "ping". As it is, the engine loves timing the more advance I put in it the better it runs BUT it starts to ping. So I have to keep the timing dialed down. That is hurting performance a lot! I think just typing this out has convinced me to go back thru the engine. Gears just make up for what the engine doesn't have. As to your dilemma. I personally think I would have a hard time owning one of these cars with a small block in it, but I'm sure the small block provides good performance with decent economy. If you do decide to go big block, don't cut corners like I did, do it once and do it right. On my build, the only things that have been a problem are things that I short cut and tried to save money on..... A/C condenser, A/C evaporator, Fuel tank sending unit...... engine! |
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Post by christine58 on Jul 13, 2015 18:23:18 GMT -5
The funny thing is with the 360 it gets away really well, if you are quick with the throttle it will smoke a tyre.(but you really have to provoke it!). If my memory serves me correct i think the rear end is a 2.77. I built the bottom end with flat top pistons, flush with deck, arp bolts, had it all balanced and went with a r.v cam. The exact specs escape me for now, plus a 4 barrel thermoquad. Mine is the same ref the timing, just loves as much of it as possible. The main reason i did the 360 was the need to swap the front subframe to go big block. But i understand conversion mounts are now availible to overcome this?? I must admit the small block has grown on me alot the more i drive it.
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Post by mrroverrover on Jul 14, 2015 3:07:32 GMT -5
The funny thing is with the 360 it gets away really well, if you are quick with the throttle it will smoke a tyre.(but you really have to provoke it!). If my memory serves me correct i think the rear end is a 2.77. I built the bottom end with flat top pistons, flush with deck, arp bolts, had it all balanced and went with a r.v cam. The exact specs escape me for now, plus a 4 barrel thermoquad. Mine is the same ref the timing, just loves as much of it as possible. The main reason i did the 360 was the need to swap the front subframe to go big block. But i understand conversion mounts are now availible to overcome this?? I must admit the small block has grown on me alot the more i drive it. Let me know if your 360 is ever for sale after the 440 swap  As much as I'd love a 440, realistically I think it's way beyond my pockets so I think making the most of a 360 is all I'll be able to do  |
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Post by Steam McQueen on Jul 24, 2015 15:29:35 GMT -5
- Sold for $4,050. I believe VideoBob snagged it.  - |
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The 440 is out of a 1978 Dodge RV, which replaced the original 400. And a certified 140!
