SpecsDisplacement: 460ci, bore x stroke-4.360x3.850Carburetor: 850-cfm Holley HP or DemonIntake: Edelbrock Performer RPM, PN 7166Heads: Ford Racing Super Cobra Jet aluminum head, 2.200/1.76-inch valves, 72cc chamber, 290cc intake volume, PN M-6049-SCJA (assembled)Compression: 10.5:1Camshaft: Ford Racing hydraulic flat-tappet cam, 300/310 adv., 234/244 degrees @ 0.050, 0.562-/0.588-inch lift, PN M-6250-A443Headers: Hooker 131/44-inch primary pipeExhaust: 3-inch exhaust with Borla mufflers
Chrysler 440There are many acknowledged Chrysler wedge engine-builders, but few with Dick Landy Industries' (DLI) Mopar engine-building experience. According to Landy, you can make 500 hp with a 0.030-over 10:1 compression raised block (RB) 440 using heavily ported 906 iron production cylinder heads, but this requires a tremendous amount of work and no guarantee of reasonable durability. A lightweight alternative is the Mopar Performance aluminum Stage VI heads. With larger 2.14/1.81-inch valves and excellent flow potential, you can easily crank out another 50 hp with these heads over the stock iron castings.
Because the heads flow so well, Landy suggested a reasonable DLI hydraulic flat-tappet cam with 280/290 degrees of advertised duration along with 0.480-/0.502-inch lift and a 108-degree lobe separation angle. The Stage VI heads required the Mopar Performance Stage VI single-plane intake matched up with an 850-cfm Holley carburetor. Combine that with a set of 2-inch Hooker headers and a 3-inch exhaust, and you have what it takes to make well over 500 hp.
SpecsDisplacement: 440 ci, bore x stroke-4.320x3.750Carburetor: 850-cfm Holley HP, PN 0-4781C Intake: Mopar Performance Stage VI, PN P5249358Heads: Mopar Performance Stage VI, PN P4876311Compression: 10.5:1Camshaft: DLI 280/290 degrees advertised, 0.480-/0.502-inch lift w/108-degree lobe separation angleHeaders: 2-inch primary pipe Hooker headersExhaust: 3-inch exhaust with Hooker mufflers
Cadillac 500ciThe Caddy is by far the biggest of our street heroes, but also affords Cadillac fanatics the easiest task to make the five-bill mark. Richard Potter of Cadillac Performance Parts in Soddly-Daisy, Tennessee, gave us a quick power tour.
Potter says that the Cadillac production iron heads have enough potential that with two days' worth of grinding, you can port a set of 902, 250, or 950 casting number Cadillac heads to raise the port flow up to 500hp levels. The heads have a high nickel content so they're hard, which is why it takes so much time. He also adds 2.190/1.840-inch valves (2.000/1.625-inch are stock). With the small 76cc chamber, the engines need a big dish for the 0.060-over piston to get the compression around 10:1 to run on pump gas.
Potter prefers to spec his own custom cams that Comp Cams grinds for him. Because the engine is so big, it can handle a flat-tappet hydraulic cam with 255/245 degrees of duration at 0.050-inch tappet lift with 0.550 to 0.560-inch valve lift. Note that the exhaust duration is shorter than the intake. Potter says the exhaust is so good, he prefers less duration on the exhaust side.
For a street engine, Potter says the Edelbrock Performer intake works best, but it will max out at around 5,000 to 5,200 rpm. He offers a Dominator style intake, but it's too big for the street. For carburetors, it's tough to beat the 800-cfm stock Q-jet for driveability, but he also likes the 850-cfm Holley HP carb for all-out power. As for exhaust, Sanderson makes a block-hugger 171/48-inch header that seems to work well, but this will depend upon the body application, especially if you're planning on an engine swap like a 500ci Cad into a '55 Chevy or a Henry J.