Estimated hp gains on these mods over stock

[moparstuart]

Not enough !
Totally stock 1970 Hemi, automatic cam w/ their headers.
I "HAD" the dual Holly short bowl MOD on then with the Hansen Satage V manifold (still on but now have the Edelbrocks for the Hemi style air-cleaner assembly from "For Hemis Only"
BTW: This WAS Bob Mazolinni's personal "STOCK" 1970 Hemi (automatic cam-short block)
HP: 457Torque: I think...452Again, a "stock" 1970 Hemi short block, stock cam.
NOTE: The Holley's w/ "short-bowl" MOD
Not on car now.

:headbang::headbang: beautiful

 

[super-bee_ski]

Just for shits and giggles I was wanting to know some of the hp gains on my 440 charger. The engine is the 235hp 360 torque 1975 ramcharger engine.

Summit black tube headers
3 inch straight pipes
vista rad pro radiator 2.25 in. core
flexilite performance radiator fan
625cfm carter competion afb carb
took off egr valve
116 octane race gas
k and n air filter
royal purple performance oil
ngk performance plugs

Man;
Be proud of what you have...!
Sounds like you have a defined and purposeful GOAL in mind. Good idea.
"We" all dont have to have the:
1. Fastest
2. Most expensive
3. Most "RARE"
4. Most HP engine OR most torque engine.
Your Charger is NEAT!
Yes: it has a 440, that is awesome man!
My only point is: Build within your budget and build for driveability/reliability.

 

[Hemirunner]

Not enough !
Totally stock 1970 Hemi, automatic cam w/ their headers.
I "HAD" the dual Holly short bowl MOD on then with the Hansen Satage V manifold (still on but now have the Edelbrocks for the Hemi style air-cleaner assembly from "For Hemis Only"
BTW: This WAS Bob Mazolinni's personal "STOCK" 1970 Hemi (automatic cam-short block)
HP: 457Torque: I think...452Again, a "stock" 1970 Hemi short block, stock cam.
NOTE: The Holley's w/ "short-bowl" MOD
Not on car now.

It's lacking cam or compression or both. Probably be a nice cruiser or car show engine, though. I'm finishing a 526 pump gas Indy headed hemi now. Expecting 800+hp out of it on 93 octane pump fuel. I run all mine on a superflow 901 that I've used for years.

 

[Dominic Torreto]

Everyone read

Man;
Be proud of what you have...!
Sounds like you have a defined and purposeful GOAL in mind. Good idea.
"We" all dont have to have the:
1. Fastest
2. Most expensive
3. Most "RARE"
4. Most HP engine OR most torque engine.
Your Charger is NEAT!
Yes: it has a 440, that is awesome man!
My only point is: Build within your budget and build for driveability/reliability.

Exactly brother, The charger goal is a road warrior something that can kick some *** on the highway but still have some easy ride with the stock tranny and converter. Now I know I am going to get my azs chewed out for this one but my other ride I have done this to That is my eclipse I was working on and good news is the engine is actually the 420a mopar 4 banger lead designed by Bill Hahn JR though so its actually American still. That is the car I dumped a race build in.

Bolt-on Modifications:
Garret GT35 R T3/T4 turbo TO4E .63 AR, Anti Surged Turbo , Star Exhaust manifold, Turbonetics intercooler, Greddy cool air intake,Turbonetics Deltagate Mark II 38mm waste gate, Greddy Type S blow off valve, MSD 8.5mm wires, MSD coilpack, NGK performance spark plugs, 63mm Throttle body, 700cc secondary fuel injecters,walbro 255 ph fuel pump, Resurfaced flange and ported OBX intake manifold,VIS Carbon fiber hood with heat vents g-force,OBX Under Drive Pulley, took off catalac converter, 94 gas with octane booster, Royal Purple oil with zinc.,2.5 inch exhaust pipe, Thundermuff muffler XL, Custom welded down pipe, Heat wrap, T3T4 temperature cover, Created a wire that I can plug the radiator fan to that leads to a charged battery, Custom oil catch can with a tiny spectre air filter to cool it

Engine Management:
Hahn Portfueler, HKS type 1 turbo timer, water temperature gauge, Oil pressure gauge, boost pressure and vacuum gauge, Innovate LC1 Wideband, Symtech Fuel cut defender, CI manual boost controller and MSD DIS 2 High Output spark timing controller.

Engine Internals:
bored 0.20 over, resurfaced head,Total Seal High performance piston rings, JE forged 8:8:1 aluminum pistons, Eagle Connecting Rods, Polished Crankshaft, Arp main studs, Arp head bolts, SBI lifters, SBI rockers, SBI locks,Cometic head gasket,OBX thermal intake manifold gasket, Fel-Pro complete gasket kit, PBM performance timing belt assembly, Clevite main bearings, Brian Crower Titanium valve springs with recaps, pep valves, Brian crower stage 2 turbo grind camshafts, Fidanza cam gears, Melling high volume oil pump and airtex water pump. Gates Radiator hose,Fluidyne high flow 38mm aluminum radiator, DC 270 amp alternator, Clevite bearings and CNC machine coolant for the radiator

Drivetrain Modifications:
Redline Transmition Fluid, Competion Clutch Stage 3 clutch, Competion Clutch Pressure plate and throwout bearing, short shifter, Fidanza aluminum fly wheel, Stage 3 Drive Shaft Shop Axles, Upgraded the transmition mount bolt to a zinc coated 5/8 inch bolt, Prothane engine mounts, Prothane tranny mounts and a quaife Limited Slip Differential and cryo treated, shot peened, upgraded gear box, geared to my specs, faceplated and all new shift forks TMZ performance transmission.

Suspension Modifications:
Sumimotto HTRZ II P235 Drag Radials, ESPELIR Springs-suspension, high friction rotors and Tokico Shocks

Parts Wishlist:

 

[court9155]

So far, all of you are wrong with exception to the mention of the race gas. Read again hero's!!!! LOL You all made the easy mistake.

\

I dont know what you mean what did I miss???

The only thing most folks didnt like was the race fuel and thats the only thing I didnt like.

At 3.99 a gallon out here 87 octane would be nice to run......and Im sure his will

 

[rumblefish360]

Court;

From the first paragraph of the first post;

The engine is the 235hp 360 torque 1975 ramcharger engine.

SO, in my eyes, it is a small block issue. Or did I miss something? IDK, I lke the thread though.

 

[RustyRatRod]

Court;

From the first paragraph of the first post;



SO, in my eyes, it is a small block issue. Or did I miss something? IDK, I lke the thread though.

Naw....I went back and looked after your first post and I just knew that's how you took it. LOL Mr. small block on the mind. I caint help it either, I love um too. But I think he meant a 75 440 with 235 HP and 360 LB FT of torque. Least I hope so or we ARE wrong. LMAO!!

 

[67 B-body]

Naw....I went back and looked after your first post and I just knew that's how you took it. LOL Mr. small block on the mind. I caint help it either, I love um too. But I think he meant a 75 440 with 235 HP and 360 LB FT of torque. Least I hope so or we ARE wrong. LMAO!!

That's what I assumed he meant,,, and the other comments from him seems to confirm this....:blob1:

 

[Dominic Torreto]

You guys make me feel like a retard talking to each other about what I meant LOL. I meant 360 pounds of torque(hence TORQUE). THe conspiracy is over gentlemen. Now I looked into the carb situation and the 75 ramcharger redline is only 4000 rpm. So by going by the calculator only a 550cfm is recomended. So the 625 is good for 5000 rpm but I plan on supercharging this thing so the NA effect ends with boost(from knowledge from turbochargers) more boost you need more fuel to compensate(so I probably will get a 1250 Holley double pumper but I still got to base it off of a formula for this). I am still trying to comprehend how higher octane gas will hurt your hp because I am getting mixed results from everybody. My knowledge of race gas was it burns hotter and prevents a lot of predetonation. Its a more flamable fuel so how does it hurt your hp?

 

[Dominic Torreto]

the blower is down the road not now by no means

 

[RustyRatRod]

You're missing the point on the carburetor. It's not about maximum RPM. The larger venturi in the larger carburetor will give a much stronger vacuum signal and result in a huge increase in throttle response. You need to flush all of the factory spec down the drain. You're talking about modifying an engine. You will be changing the specs to new ones.

 

[coloradodave]

"Dominic, all kiddin aside, rather than concern yourself with trying to make horse power, concentrate on making modifications that will build torque instead. With a low compression engine like that is, taking advantage of building torque will be easier. You've got 440 cubic inches. I would look at things like headers as you already have mentioned plus a good intake manifold. Everybody seems to gravitate toward the Edelbrock RPM for those, but they are expensive. If you're on a budget, you might can find an old Edelbrock CH4B intake. They were very good in their day and you can still find them reasonably if you look. Also, camshaft selection will be more critical with a low compression engine. The last thing you'll want to do is overcam it. I would recommend something in the .480 lift range no more than 230* duration @ .050"....and more like 226*....maybe something like .465/.480 218*/226* ground on a 112 or even 114 LSA. You'll want the LSA wide because that will make the torque curve very wide, including the bottom end rpm range right off idle. Also, you'll want to wake it up even more with a good loose distributor curve. You'll want total timing all in by around 2000-2500 RPM and it will probably like a lot of timing like around 38* total....but you can experiment around with that. And of course, yank that 625 off and put something more substantial on it. If you just have to stick with the Carter style, use an Edelbrock 750. A holley 750 vacuum secondary is also another good choice. It will make for a really snappy big block. It will seem like it makes more power than it does because of all the torque it will be generating. Of course, opinions will vary, but that's mine.

Oh and it wouldn't surprise me one bit for you to come close to 1 pound foot of torque per cubic inch with good parts choices and equally good tuning."

RustyRatRod: This is a way better response than your first one. I can see that you do know a bunch and are honestly trying to educate posters. THANK YOU!

 

[court9155]

Here we go again with carby CFM ratings..........man they are just like heads, dynos and bench racing and even compression ratio calculators......... all have formulas and HUMAN input that can be played with....

You never really know till you bolt one on, run it down the track and see what id does. My machine shop does in house dyno (Mopar Engines West) and they have like 10 different carbs to choose from and you would be suprised at their findings.

I have a wideband (innovate) and I use it on everything but my turbo diesel and it will be used on my 66 but even my mild 440 will start with a 750 HP series holley carby.

My feeling is this, you can always jet down and play with power valves etc...if your carb is too "big" if you will........

 

[RustyRatRod]

RustyRatRod: This is a way better response than your first one. I can see that you do know a bunch and are honestly trying to educate posters. THANK YOU!

I really try.....but sometimes my more colorful side comes out first. lol