I’ve been bitten by the bug!

[68-500]

The 440 bug! There was a 67 440 for sale locally. He wanted to much $ I talked him down to my absolute max which turned out to be his absolute minimum. It is complete from air cleaner to drain plug, water pump to tail shaft on the 727. It turns over but very reluctantly. I got it torn down to the short block bores look very good almost no rust, unlike the rocker arm assemblies.
I bought it for the heads and crank to build a 426B from my 383. But, its got my thinking I now own 440 cubic inches and it seems to be in good shape. Maybe some taller piston, a bit of a cam, intake manifold. Ill get some pics as I dig into it deeper.

 

[Doorkicker]

Sounds cool. Looking forward to seeing how it pans out. Is it currently totally stock?

 

[DeltaV]

 

[68-500]

Yeah 100% as left factory aside from a tuneup or 3

 

[R413]

Use the closed chamber heads and steel head gaskets and the compression will be there.

Good score.

 

[68-500]

Use the closed chamber heads and steel head gaskets and the compression will be there.

Good score.

That’s the plan. When I get it turning a lot easier I’ll measure how far in the whole the pistons are. I am sure they will be more than .020 down so they won’t stay. I won’t put it together with more than .040 quench.

 

[PRHeads]

I’m gonna guess the stock pistons will be down the hole about .090”.

 

[BSB67]

I’m gonna guess the stock pistons will be down the hole about .090”.

My guess is 0.080 to 0.085”. But we’re splitting hairs.

The 67 piston measures 2.003”-ish CD.

Speed Pro catalog have the 67 & 71 replacement pistons (2266?) at 1.99”.

 

[68-500]

I was looking at KB with ch 2.067 and summit forged with 2.065. Either of with should give deck height of less than .020. And the steel shim head gasket comes right where I would like to be.

 

[BSB67]

I didn’t look up those pistons. If they are flat tops, you’ll have a problem with pump gas. You need about a net 12 cc dish for about 10:1, going from memory.

 

[68-500]

They got 9cc valve reliefs. Ill mostly have the center between the valves removed. That should get compression ratio where it needs to be

 

[PRHeads]

+ .030 over, 7cc Flat top + 1cc crevice volume , zero deck, 8519, 84cc heads……

1016/102= 9.96:1

 

[68-500]

PR do you think the 915’s will cc that big? I expected 80 at the most

 

[BSB67]

No. Larger valves and a clean up cut will put you at 78-ish, maybe lower.

 

[33 IMP]

Too bad they aren't .150 in the hole. Put a 4.15 crank in it, whack enough off the piston head to get compression where you want it.
Dirt cheap 500" rv 440.

 

[PRHeads]

Probably closer to 78 like Russ said.

Basically, your non-swept volume needs to end up about 102cc for 10:1-ish.
However you come up with it.

If your heads end up 6cc smaller, then you need to add 6cc back somewhere.

6cc less-
1010/96 = 10.52cr

 

[Armyvet25]

you say you drive a Ford....

 

[BSB67]

I looked up my numbers. 1967 440 magnum.

The pistons were an average of 0.084” below the deck on the driver side, 0.074” on the passenger side.

One set of 915s were An average of 77.5 cc. This was after a valve job with new replacement valves ( 2.08/1.74) and a cleanup pass.

The other set averaged 76.6 cc. Same as above but with SS valves with what looked like a thicker margin. This set also started life as a 1.60” exhaust head. So the exhaust valve probably set higher with the new larger seat up higher in the head.

 

[68-500]

The 915’s are going to be a project in themselves. I know a lot guys are going to tell me to sell them and get something aluminum. And Im most likely re-inventing the wheel but I like to play around with things. Something about the stock closed chamber heads strikes a cord with me. I was going to slap them on the 383 for a quick boost in compression then a bigger cam. But if the 440 is as nice as I think it may be Im going that route.
Something quick dirty pics

 

[33 IMP]

915s are probably the most desirable of the non-max iron heads (other than the new repop stage heads). I would certainly speak to your machine shop and get a firm estimate what the freshen-up price would be. If he says he has to disassemble to see what work is needed, I'd probably let him, IF you trust him. Once you know how much, you can make a good decision if you want to put money into the 915s.
(I had a pair of iron heads freshened, with new valves I provided, mostly. Cost $900. I would NEVER have spent that on ordinary 906s, but these were professionally ported maxwedge heads, done by a famous Mopar shop)


Time for a cost/benefit analysis.