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Engine Rebuild - Constructive Criticism Required

PRHeads said:
Without knowing how the conversation went about what your hopes and goals were for the engine, it’s tough to say if there were “mistakes” made with the combo or not.

I would think the first step in getting things rectified would be to bring up your misgivings to the shop that built it, and see what they have to say.

My opinion is the CR is too high for what it sounds like the intended use is..... so, who ever gave the 11:1+CR the green light is where I’d be pointing the finger.

Frankly, if the thing had 9.5:1, it would be fine........ other than the failing rockers.
Click to expand...
The engine builder is solely responsible for the high compression ratio. I just wanted an R/T build. Simple as that.
 
if the cam is 268 comp and the compression ratio is 11:1+ i bet the cylinder pressure is very high. a longer duration cam with a little wider LSA would help but wouldn't be a perfect cure. how do you duplicate a "factory spec 440" with 500 inches? not well planed out.

there is way out of this that shouldn't be too expensive. you can use your 78cc heads with a .040" gasket, kb184 pistons, stock crank and rods (if you still have these parts) and get about 9.4:1 comp; i've done this. a summit 6401 or equivalent cam would be a big help. the comp 268 closes the intake valve 60 degrees ABDC; not good for a 440 least wise a 500.
 
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lewtot184 said:
if the cam is 268 comp and the compression ratio is 11:1+ i bet the cylinder pressure is very high. a longer duration cam with a little wider LSA would help but wouldn't be a perfect cure. how do you duplicate a "factory spec 440" with 500 inches? not well planed out.

there is way out of this that shouldn't be too expensive. you can use your 78cc heads with a .040" gasket, kb184 pistons, stock crank and rods (if you still have these parts) and get about 9.4:1 comp; i've done this. a summit 6401 or equivalent cam would be a big help. the comp 268 closes the intake valve 60 degrees ABDC; not good for a 440 least wise a 500.
Click to expand...
He has a .048 HG I'd go thicker and watch intake manifold fit.
 
Something seriously wrong here ?
High time for a sit down with the builder... clear the air about what your expectations were ?... and where you feel you are now ?

That said....
I think it can be misleading, if not outright sensationalist for many over here in North America to fathom a number like $30,000 usd for a build like that..... with stock stamped steel Rocker Arms, Cast Iron Heads, etc., etc.
notwithstanding full comprehension that you are in the UK ?
where Parts acquisition/Labor structures are far different.

All I know is that for around 1/3 of that $30K USD ?
a pretty damn stout and trouble-free Dyno proven/Crated 440 to run on 91 Octane pump gas could have been acquired over here ?
 
Challenger340 said:
Something seriously wrong here ?
High time for a sit down with the builder... clear the air about what your expectations were ?... and where you feel you are now ?

That said....
I think it can be misleading, if not outright sensationalist for many over here in North America to fathom a number like $30,000 usd for a build like that..... with stock stamped steel Rocker Arms, Cast Iron Heads, etc., etc.
notwithstanding full comprehension that you are in the UK ?
where Parts acquisition/Labor structures are far different.

All I know is that for around 1/3 of that $30K USD ?
a pretty damn stout and trouble-free Dyno proven/Crated 440 to run on 91 Octane pump gas could have been acquired over here ?
Click to expand...

It's not clear exactly what the scope-of-work was at this point.
 
UPDATE: Thanks to all who contributed to this thread. I have now received the car back from Dave Billadeau in England. He was recently hired to rebuild the engine after a previous somewhat “problematic” effort by another builder. The car is back to its proper 440 R/T state with no frills. Just as it should be.
280F74B2-5EAC-497E-AFCA-53E9AAB59618.jpeg
6200B9CA-D1A9-4627-8CFD-94252FBA0ED7.jpeg
04476641-CE96-48B5-BAC4-B8A8D7ABADDA.jpeg
 
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Congratulaions on getting your car done/BACK!
It's a beauty.

I just read this whole thread and am curious as to what was 'the problem' with the first build and what your 2nd man did to remedy it?
IE- Specs of new engine build :drinks:
 
BDF6 said:
Congratulaions on getting your car done/BACK!
It's a beauty.

I just read this whole thread and am curious as to what was 'the problem' with the first build and what your 2nd man did to remedy it?
IE- Specs of new engine build :drinks:
Click to expand...
The problem is that the first guys are not Mopar experts, despite assuring me back in 2018 that they were highly knowledgable. They stroked it, used the original heads and manifolds and the compression ratio was too high. It had detonation issues and would not run on 99 ron pump gas. The guy who corrected their build is the foremost Mopar expert in the UK and he returned it to how it should be, with a standard crankshaft, appropriate replacement camshaft and new pistons.
 
Interesting reading all those threads , mostly on compression and the heads , pushrods and rocker arm issues - And then misinformed camshaft specs , along with no static compression readings Blah Blah


With your new rebuilt motor , what heads where used ? Anyways

Thinking outside the box on your original build , how much they cut the heads to get that compression ratio , then maybe using the wrong length pushrods with those melling stamped steel rocker arms along with that Comp XE HL Camshaft

Anyways , glad you got everything back together
Car looks Beautiful
 
BDF6 said:
Congratulaions on getting your car done/BACK!
It's a beauty.

I just read this whole thread and am curious as to what was 'the problem' with the first build and what your 2nd man did to remedy it?
IE- Specs of new engine build :drinks:
Click to expand...
X3
 
I bet the first heads were 516 closed chamber or even earlier heads?. He stated the exhausts were enlarged to 1.74. So if he started at 84ccs then milled it, thats why the compression was too high.
 
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