1973 440 six pack
06-05-2011, 05:23 AM
#4
You can put either a factory OR an aftermarket sixpack manifold on any 440, unless it has some sort of exotic ported heads -- aftermarket or something you or I will never see, and that is the incredibly rare TRUE stage III / max wedge heads.
In fact the early 69 1/2 (first) factory sixpacks were actually an Edelbrock aluminum manifold. I don't know if they are still made, but you can/ could even buy an aftermarket manifold for the low deck blocks (361/383/400) so if you come across an aluminum manifold, make dark sure it actually fits a high deck engine.
In fact the early 69 1/2 (first) factory sixpacks were actually an Edelbrock aluminum manifold. I don't know if they are still made, but you can/ could even buy an aftermarket manifold for the low deck blocks (361/383/400) so if you come across an aluminum manifold, make dark sure it actually fits a high deck engine.
06-05-2011, 05:35 AM
#5
Mopar Lover
Gibson -
Sure, but think twice. First, the 6V wasn't available in that year, and while impressive to look at. might not perform as well as a single 4V, and will typically require more attention.
Also, IIRC, the difference in HP between the 440 6V and 4V engines was due more to the con rod length than the extra 2V. (Could be wrong on that one...)
I just know a number of people who started with 6V set ups and then switched to a 4V, myself included.
Archer.
Sure, but think twice. First, the 6V wasn't available in that year, and while impressive to look at. might not perform as well as a single 4V, and will typically require more attention.
Also, IIRC, the difference in HP between the 440 6V and 4V engines was due more to the con rod length than the extra 2V. (Could be wrong on that one...)
I just know a number of people who started with 6V set ups and then switched to a 4V, myself included.
Archer.
06-05-2011, 07:28 AM
#6
Mopar Lover
06-05-2011, 09:10 AM
#7
Gibson -
Sure, but think twice. First, the 6V wasn't available in that year, and while impressive to look at. might not perform as well as a single 4V, and will typically require more attention.
Also, IIRC, the difference in HP between the 440 6V and 4V engines was due more to the con rod length than the extra 2V. (Could be wrong on that one...)
I just know a number of people who started with 6V set ups and then switched to a 4V, myself included.
Archer.
Sure, but think twice. First, the 6V wasn't available in that year, and while impressive to look at. might not perform as well as a single 4V, and will typically require more attention.
Also, IIRC, the difference in HP between the 440 6V and 4V engines was due more to the con rod length than the extra 2V. (Could be wrong on that one...)
I just know a number of people who started with 6V set ups and then switched to a 4V, myself included.
Archer.
06-05-2011, 11:31 AM
#9
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69 1/2 6 packs used the smaller lighter rods. Starting in 1970 the larger rods were used ! The large rods were sturdier but not as quick to rev. Ford had a simular situation with the 428CJ w/small rods and the 428SCJ with the large Rods. Also factory 6 pack cranks had a hardened coating.
06-05-2011, 01:54 PM
#10
I'm not convinced there is any advantage to the larger sixpack rods. That engine was externally balanced. My original tossed the no6 rod bearing at an early age, and "everybody" except me seemed to know that. I'd tell someone "I lost a rod bearing" and the question was usually "no 6?"
That same engine later failed. I blame some decisions the machinist talked me into, including "reconditioning" instead of replacing the rod. The second time around was a grenade.
Later, I bought a used what turned out to be a 67 HP 440 with the "good" heads, and it turned out to need nothing more than rings and some valve guide attention. That engine lived for awhile in my 64 426 car, later briefly in a 70 Cuda which had seen Pike's Peak, and still later was decammed with a 383 RR cam and lived for a LONG time in a buddies 74 Dodge 4x4. His 360 went into my FJ-40 Landcruiser.
The point is that when that 67 440, which got the you-know-what run out of it, had 5XX? gears in the 'Cuda. I was having clutch troubles, and was using 2nd!!!! gear to launch, and each shift was essentially WITHOUT the clutch. That thing went 11.80, and was turning over 7K !!! through the traps. Probably a good thing I didn't get the clutch sorted out.
That same engine later failed. I blame some decisions the machinist talked me into, including "reconditioning" instead of replacing the rod. The second time around was a grenade.
Later, I bought a used what turned out to be a 67 HP 440 with the "good" heads, and it turned out to need nothing more than rings and some valve guide attention. That engine lived for awhile in my 64 426 car, later briefly in a 70 Cuda which had seen Pike's Peak, and still later was decammed with a 383 RR cam and lived for a LONG time in a buddies 74 Dodge 4x4. His 360 went into my FJ-40 Landcruiser.
The point is that when that 67 440, which got the you-know-what run out of it, had 5XX? gears in the 'Cuda. I was having clutch troubles, and was using 2nd!!!! gear to launch, and each shift was essentially WITHOUT the clutch. That thing went 11.80, and was turning over 7K !!! through the traps. Probably a good thing I didn't get the clutch sorted out.
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