What Makes A 440 Six Pack Engine Special?
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- Опубликовано: 16 мар 2024
- On today's episode, we take a look at a legendary Mopar performance engine from the muscle car era. The 440 Six Pack (or Six Barrel, if found under the hood of a Plymouth, like the 1970 Plymouth Roadrunner seen here) has a reputation for being a little sluggish off the starting line, and then coming alive once those outboard carbs finally open. But it seems there is a bit of a misunderstanding as to what parts were actually special to the Six Pack engine, given that the legendary "Six Pack connecting rods" were also found in the regular high performance 440 starting in 1970. So let's dig in and see if we can correct the record on what really makes the Six Pack engine special.
@rocketresto 
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I bet uncle Tony is watching this right now screaming obscure details and specifications at his phone 🤣
He’s almost certainly thrown something at his TV by now 😅
Speed Pro / Sealed Power bought TRW. That's the reason the pistons are the same. TRW was contracted to make the original forged pistons for Chrysler. The 6 barrel 440 got "swirl polished" valves with chromed valve stems. The pistons rings were "single moly" sets, meaning one ring on each piston was moly coated.The valve springs were from the Street Hemi. The dual point distributor was also from the Street Hemi. Before 1970 all manual transmission 440 HP engines got dual points. Chrysler had a dispute over quality control with Prestolite. This saw the 1970 and 1971440 HP engines all get single points, as the distributor parts were supplied by Prestolite, but assembled by Mopar, which slowed production. The dual points were reserved for the Street Hemi and the 6 barrel 440's. Dual points would return to the 4 barrel 440 HP manual transmission engines in 1972, before being replaced by electronic ignition, later that same model year.
Great information - I have pinned your comment. Thank you.
My dad just finished restoring his 68 road runner and runs a 440+6. It’s an absolute beast!
I run a 440 4 bbl in my 68 Charger and 78 W200 4x4.
Absolutely love both versions of the 440.
I only personally knew of one guy with a 440 6 pack, but it was cool. A guy about 10 years older than me bought a new 70 Charger R/T with a 440 6 pack, and at the time I was 9 years old. It was all white, so not a very special color, but still a very cool looking car. I remember me and a couple of my grade school buddies looking the car over and we noticed the 150 mph speedometer and thought "wow, that's really fast" (which of course it was). Then, once the owner of that Charger got tired of the 10mpg (at best) gas mileage, he traded it for a new 72 Olds Cutlass with a 350 2 barrel. Then he got married and had kids. What a tragic story!
That's a Terrible story. Only a monster would do such a thing! lol jk
He could easily double that gas mileage if he never floored it all the time...
The 440 would run on the center 2 barrel and don't open up the other 2 carbs you did get really good gas mileage..
If he had 3.23 axle ratio he could get low 20 mpg on the highway and average 15-17 depending on area you live driving gently but still they can move just on the center carb,its not like you would be left at a light by the short bus.Unless he had a low axle ratio ignore my gas mileage figures(but easily changed to a higher gear if wanted to)..I had really good gas mileage in the rainy winter months here,spring/summer it went to sub 10 mpg!
He could have had the same gas mileage at the minimum as the Gutless Cuttlass he bought if you just ran on the center 2bbl. Oh well,many people did what that guy did.
@@mypronouniswtf5559 Yeah, I think his mileage wouldn't have been that bad when driving moderately, but he made full use of those carbs most of the time. I don't know what gear ratio he had, but I'm guessing it was 3.23 or maybe 3.55. I do remember it was an automatic.
My brother and I went to cabelas one day and there sat a beautiful b5 blue roadrunner with a 6 pack and flat black lift off hood. We stood there and stared at it a good long while in hopes that whoever owned it would come back and we could hear it run and possibly take a better look but no dice. It was the only one I’ve ever seen in person and I fell in love that day 👍
the 440 engine is awesome , have you seen nicks garage on youtube he also builds 440 engines i love watching your channel and his channel because you both speak the truth and tell it as it is , no bs
1970. My dad had a 1969 383 ram air Super Bee. My buddy Lenny was impressed with that car, so he bought a 69 Bee. It had a transplanted 1970 440 6 pack out of a 1970 Challenger RT. Pretty sure the motor was not stock as it had been raced by a local Chrysler mechanic. The 1970 Challenger had 4000 miles on it when the motor came out. Anyways, Lenny came by to show me his new Superbee. Remember, drum brakes. Took me for a ride I can still remember 54 years later like it happened an hour ago. He finally let off at an indicated 145 as he had to break so not to smash into the car in front of us. It also had a transplanted slap stick shifter. I don't think he was ever beat in a street race with that car. A good 6 pack ruled the streets back in the day.
Im addicted to this channel.
I have a 70 Dodge Challenger R/T 440 SIX PACK 4 Speed car , FJ-6 GREEN GO. I restored it 1999 . Turns a lot of heads when driving it.
Looking at all those great RB engines being saved always brings a smile to my face.
The air cleaner base on the non-fresh air cars was identical except with the addition of a sheet metal shield on the front, to protect the filter element, at least that’s what I think I remember.
Chrysler was working on and intending to release the three carburetor package in 1967, immediately after releasing the HP four barrel 440. I’m glad they held off until they had the whole A12 package cars ready in 69, because there’s never been anything quite like it. The A12 package was a take no prisoners concept, hard to believe they would be so radical as to build a car with a lift off fiberglass hood.
I totally agree. That is such a cool car.
Really neat Jamie, I've never had a 6 pack, but I did have to 4 barrels on a 68 GT Mustang with a 390, sorry, didn't mean to use the F word!
I have a '74 Dodge Power Wagon I ordered from Dodge in August '73. Received it in December '73. It's now 50 years and 5 months old.
I put the first 440 in it in '91. Stroked to 498 CI. I had Dick (Mike) Landy "put it together"... not knowing what I know now.
It initially had a Accel throttle body fuel injection installed and "tuned" by Mike Landy. Not knowing what I know now.
Soon after I acquired a Six Pack/ Barrel off of a '69.5 Road Runner and dumped the stupid throttle body unit. Rebuilt the 3- 2 barrels. Suffered though some difficulties during the learning curve. BUT... those pills woke my 498 CI engine up!
After going through another couple of strokers since then (another 200,000 miles later)... I've learned a whole bunch more about the Six Pack on my truck.
I've dug deeply into tuning on those guys. Drilling and tapping for changeable idle air bleeds. Using a Quick Fuel metering block with changeable idle fuel restrictors. Running Promax: Billet Aluminum Throttle Plates for the front & rear carbs. Using Canton Racing phenolic blocks under each carb. It now runs flawlessly.
One key to reliability is to run a really good fuel filter. One that filters the fine debris from pump gas.Those 3 needle and seats will stick open at will and will cause fires if you're not careful. A big problem if you try to "drive through it". Not recommended.
I have experience with these things. One reason why... I drive this truck daily. My wife and I even drove it to Alaska on our 30th anniversary in '06. Doing the same trip as our honeymoon, in the same truck, in '76.
I would be willing to bet I put more miles on a Six Pack than anyone one else.
For the complete story go here... Ramcharger Central . com. Click on "More" in the upper right corner. Click on "Forum Listing". Click on "picture section". Scroll down to "Rams, Power Wagons, D/W 50s, Dakotas and other trucks". Click on "My '74 Power Wagon I Ordered from Dodge on 8/73".
Sorry. I'd post a link, but You Tube will cancel this whole post out.
Wow. That’s incredible. Have you ever estimated how much fuel you’ve burned in that truck over the years? I bet it’s a lot! Haha. There are plenty of ways to tune Holleys. An insane array of parts available. None of that fixes the problems that I have with their design. But I find the way you’ve tweaked and run that setup for so long very interesting.
@@DeadDodgeGarage I've determined years ago that my truck isn't an economy car. And it's a blast to drive because of that. So I don't pay attention to the mileage. I drive it daily locally. And every once in a while I take it on a long trip. If I drive it conservatively, using the center carb only... it gets the same mileage as the newer model trucks with almost twice as much horsepower and way more torque...pushing 650 ft. lbs. now. But it's way more fun burning rubber through the gears and drifting through the corners... when it's safe... of course. Lol! And it's way fun scaring "older" guys in their Corvettes.
Nowadays, to get to an off roading spot, compared to yesterdays, (thanks California) it requires a road trip.
I built the latest incarnations of this Big Block with the newer tech in mind. Closed chamber aluminum heads and "reverse dome" pistons to promote swirl for a more complete burn. And I'm running a hydraulic roller cam. Also as much compression I can run with pump gas.
If I don't drive it for a few days... I find myself craving it even more.
A lot of information I never knew about these engines. Very interesting stuff indeed. Will I ever build one of these, probably not. But it does give me some subject matter to discuss with my friends that are mechanics. Thanks!
Thanks for the video . I am just north of you in Vancouver Canada. I have a 70 dodge Challenger that I turned into a six pack clone car. Built the 440 motor 30 years ago . I acquired the cast iron 6 pack manifold and bought the carbs from Summit. Took a bit to tune but when right lots of fun and looks so cool.
Very good info. Talk to you in about 5 1/2 hours.
Love 💯 it when ,
Professor Jamie 👨🎓
is conducting class
Thanks Jamie, always learning something new about Mopars! Great video as usual!
Jamie, u made my Sunday. Great vid.
Thanks for the sneak peek at the fresh paint job 👍🏻man it looks wicked 🤘🏻💯✌🏻
Good comprehensive doo-dah. I will use this to convince a customer not to opt for the 2 fours but instead 3 twos, on a 1960 Ford 430 MEL engine.
They look so good 😍 my only other experience with 3x2s was on a 390 in a Galaxie 500. Those have mechanical secondaries, and sit on the engine backwards - because Ford!
best part of a 6pack is when you hammer down and feel the rumble under your seat when them other 4 barrils open up , my buddy has a 70 challenger TA with a 340 6 pack and when we go cruzing he lets me drive sometimes and let me tell you i let her rip one night and burried that 150 mph speedometer in 4th gear with 3 23 gears
I’ve ridden in one actually working six barrel car. It was very much a wah-WAAAAAHHHH kind of experience.
Which 4 barrels would that be?
Lmfao
@@mikegreen1090 …the four barrels of the two outer carbs? Was something about that hard to understand?
Another interesting episode. Thank you
Back in high school (Class of 83), one of my friends had I think a Pontiac GTO with a 6 pack on it. Nice car. All he complained about was the gas mileage. My other friend had a 73 Charger SE 383. What did I have, you ask? .....a chevy citation.....its a cruel, cruel world.
I will bet the GTO and Charger guys had "citations" too, just not "Chevy" citations.
Very cruel lol ,sorry
Condolences on the citation
@@kellismith4329 Ya. I was born under a bad sign....or something.
I can't remember where I read it but I remember reading that some of the RV 440's used the 6 pack connecting rods and some used forged cranks.
I’ve heard that too, but of all of the 70s RV engines I’ve owned, I’ve never seen one.
Correct, until about 1975 when all 440's went to cast cranks & standard rods.
@@DeadDodgeGarage Yes, many of the RV 440's used the same forged crank & rods as a "6 pack" . Two of us teamed up here in Alabama in the early 2000's & bought up 46 motor homes & "chassis cabs" to part out for those HP & 6 pack type parts. All but 2 trucks had the forged crank & 6 pack rods. I still have a storage unit of engines etc.
It was very informative thanks brother hood
Thanks, boss. I was entertained.
Cool video. Good info. I thought I heard somewhere that six pack engines had special push rods too. Keep up the good work!
Oh, that’s interesting. I’m not familiar with that. Will have to look into it. Thanks!
That’s gonna be one kick ass motor when it’s done Jaime another good video
Good info, cheers.
Not every time you smashed it to the floor; but 7 in ten times she sang in harmony and wound out till it literally felt like my 70 rr was floating. So fast. Not the quickest I owned but faster than a 1982 Diplomat squad car. 😎🍻
I thought I read somewhere (Old DC Engines book?) that the six pack camshaft specs were the same as the HP440, but the six pack cam was designed to use special low-crowned lifters. I can't remember what it said about the valve springs. :>)
I think they had MEMI valve springs
That’s interesting. I don’t know why they would change everything around a camshaft with the same specs - but I haven’t compared the two.
@@DeadDodgeGarageIn addition to the noticable 3 bolts to attach the cam gear, all 'Six Pack' / 'Six Barrel' 440 camshafts were ground with a lower taper angle on the lobes & used corresponding lower crown faced lifters. The valve springs were slightly stiffer & I believe the valves had chrome stems as well.
It was later found that the low taper lifters weren't needed and replacement camshafts and lifters have standard taper. The first two 440 6 barrel engines were made in 1968, to test the low taper lifters for 12 months, which the reason the production 69 cars came out late. The two cars were a 68 Charger R/T and a 68 GTX. They were driven by two Chrysler execs for 12 months, torn down, had their cams and lifters inspected. The reason for 440 6 barrel was to test the low taper lifters with the heavy Street Hemi valve springs, before switching to hydraulic lifters in the Street Hemi. The reason the camshaft gear has three bolts, is it is a production part for the Street Hemi, rather than making a special single bolt camshaft gear. The 1970 and newer big oil pan is nice, but the 1975 and newer version also has a slosh baffle inside it. The Six pack connecting rods were originally designed for 1964 300K optional 390 horsepower 413 engine. The 1963 300H 413 was also rated at 390 horsepower, but has standard connecting rods. The standard 1964 300K engine was a 360hp 413. The 1964 390hp 413 is a rare engine. The rods are lighter than the Max Wedge connecting rods. Some 1970 4 barrel 440 HP engines with automatic transmissions got regular connecting rods.
😊 thanks for sharing 😊
The cam specs are actually identical to the HP 440. The 268 284 I saw there is the same. I did not see the lift on your box, but the HP was .450 .480 I think ... I bet yours is the same. Which makes it a mystery on why they used different pistons. The best application of the six pack was on the Jensen Interceptor SP. Look it up. I think the only advantage of the six pack is the high rise manifold and higher capacity carburetors. You can easily reproduce that now with an after market Ederblock carburetor and a more modern carburetor. I use a rochester on both of my 440's, both haul ass.
I’m well familiar with the Interceptor. Someone once asked what non-Mopar I would buy, and I said that 😅 you are the second commenter to inform me the cam specs are the same, which is interesting to hear. Why did they go to all the trouble of changing those parts around the same cam? Because the timing set is also different of course. There is no question that a modern manifold and big barrel will give overall better results. But… six pack!
Yes my late aunt and husband was a Mopar man had a lot of theses cars and trucks yes three carbs are a beautiful sound and super fast 😀 😊😊
Very cool stuff
did the tuning of the center carb by blocking off the the ends makes jetting changes as easy
Thank you Jamie!
Fasted Mopar engine for its time. Enough said.
The more I learn, the more I realize how little I know!
Actually, there's a lot of differences in the Six Pack engine albeit small ones. If you're interested, they're outlined in a (PIB) Product Information Bulletin, 8-27-69 and TSB D69-9-7 that was circulated. Minor engineering tweaks and clearance changes. The valve stems were 'chrome flashed' and that was it. (+increased clearance). Pistons were cast, later 10.5:1 from 10:1 std Magnum comp. in '69. The factory sizes were, std and .020 for the 6 bbl and 'generally' .005, .020, and .040 for most others service replacements. Those 'TRW' forged replacements are similarly weighted to the originals, claimed to be 872g (vs OE 856g) - 225g pin but the 'OLD' ones I have ('70's-'80's) measure out around 890g. Sealed Power/SP was bought by Federal Mogul in the late '90's early 2000's and they moved the forged piston manufacturing from Sullivan, Missouri to India. That's another story. Those Indian pistons are nothing like the old ones. You can even see the difference.
The top piston ring on the 6bbl was 'Moly filled' meaning the was a groove in it with moly filling. Dual breaker points were part of the 'Track Pack' axle package and the advance curve was different than the Hemi. Had many 1970 and 1971 Track Pack cars with Prestolite assembled dual point distributors.
The crankshaft WAS different from the std 440 or Magnum. Even lists a different number in the parts catalog. #3512036. The difference? It was Maglo (Magnaflux) inspected and shot-peened. The valve spring were #2899549 from the 426 Hemi and the intake valve spring retainers changed.
The camshaft was a single bolt in 1969 #3462038 same profile grind as the Magnum but low tapered lobes, the 1970-71 camshaft was #3512903 same as the previous version but configured for the Hemi 3-bolt double roller cam drive. Both of these required the matching tappets #3420039 (they cam in OS as well). That 'Purple Shaft Series' replacement camshaft has standard taper lobes. It's the SAME as the Magnum cam they sold but 3-bolt cam gear. I had one of those and sold it. There are better choices than that cam if you want an OE profile. Sig Erson made one called the MP/2 which was a closer copy of the stock cam but on 114 LSA. ALL of those MP cams are ground on the same gang grinders at CMC in Jackson as the Summit and Jegs or any 'white box' cam. They sure charge for them though.
The tappets had a .0005 increase in bore clearance and the valve stem increased minutely as well. Many small changes to increase durability.
Very cool. There’s a lot more fine detail to this apparently. It could be a book. Someone else mentioned the lobe taper, I find that very interesting. Good to know on the crank. Lots of good info right here for anyone who wants to know.
Sure is interesting¡!!! I have a 440 in a 1966 Belvedere II 30 OVER and this talk rules!
@@DeadDodgeGarage The reason they went to that 'low taper' was because increasing the spring pressure to ~309# open (Hemi spec) from the std 440 HP spring pressure of 256# they were concerned about durability, especially within the warranty period. By grinding a 'flatter' taper they were able to shift the tappet load bearing surface closer to the edge and have a wider contact area. When you do this it would slow the tappet rotation somewhat. Think of a big wheel vs a small one. There is a debate about the wisdom of doing this. Anyway, you have to remember the quality of oils back then isn't what it is now. There's NO problem with this kind of pressure on a normal taper cam. Those old ones could be said to already 'worn out'. By the way, that cam was used in the M440 engines too.
Awesome video, im inspired to build my first engine. I’m in the same area as you, do you guys have a recommendation for a machine shop you use? I have a small block that needs some work. Thanks, keep up the great work!
Awesome! We use Johnson Machine in Tumwater. They are great - and unfortunately very busy right now. I have two other engine builds I need to get in there and I’m sure they will take a while.
Good Video,I am a 440 fanboi..there I said it. "fanboi" lol...
Also, Purple Shaft! The two of them that I had for the 383 only had the single bolt. Ask me how I know. Because of SHEER ignorance. (not mine, the previous owner/builder) So make sure you torque it to spec 'cause the locator pin can't take much side pressure and will sheer off, thus necessitating purchasing a new purple shaft cam and possibly push-rods and valves. Love the specs on those cams, making tons of extra horsepower cheaply and loping like crazy when you pull into YOUR local cruise night place. 😁
Yep… good one.
Mmmmmmm. 6 paaaackkkk 😂
Thx Jamie!
This makes me want to Six Pack clone my 69 Superbee. I already have the Dana in place but having the carbs start to stumble after every third traffic light makes me not want to do it. But those Six Pack decals on that lift off hood are so much cooler than my N96 hood.
Nothing sounds better than a bb Mopar.
Great explanation there Jamie I have one in my 70 challenger RTSE and I also have a clone 6 pack balanced and hot rodded but the original 446 pack in my opinion vibrates a bit compared to my other four 40s have you noticed anything on any of the six packs you possibly have driven without being balanced at a speed shop
I’ve never driven any that still had original bottom ends, so I couldn’t say.
thanks its orininal 30k uses oil leaks rear main.. I hate to get tear into it what if I do tear into it I think I have to fix it right dilemma dilemma@@DeadDodgeGarage
Maaate, thats beautiful. Um Santa ....
AHHHHHHHH! A 440 1970 ROADRUNNER (the brown one!) Dear god, or Jamie, don't let me die without owning ONE Last one of these! (seriously, don't.)
A 6 pack intake that fits a max wedge head would be awesome.
With a welder and a die grinder… many things are possible
Is the Max Wedge head that much different where a 6 pack intake wouldn't fit? I'm not an expert on Max Wedges, but I always thought they were pretty much the same, except maybe port size, etc.
@@clembob8004 Ports are much higher on a max wedge head. The new trick flow heads which are similar to the max wedge head come with a valley plate because they sit so much higher the normal intake gasket won’t work.
hello Jaime, If i were to swap a 98 5.2l mag into 97 van that had a 5.2l mag. All I had to do is strip the 98 5.2l down to crankcase and cylinder head, including removing valve cover and oil pan ? After that could I then put on the 97's oil pan, valve cover, intake and accesories on the stripped 98 and then connect it all up? Will it work? Or is there another way that involves not as much work?
the 97 I'm talking about is b2500 ram van.
It will work exactly as you say. You only have to change the intake because all of the plugs are different between ‘97 and ‘98. And I would compare the oil pans, because I think they’re similar or the same. The valve covers are probably also the same. Mechanically speaking, they are exactly the same engine.
@@DeadDodgeGarage ok, cool I might just have strip the engine none the less to fit it into the front of the van. Afterwards put the parts on the engine none the less
Chevrolet also made their own version referred to as tri-power. Back in the sixties, my step dad had a customized 55 Chevy 2 door post with a tri-power .030 over high compression 283 backed by a Muncie 4 speed.
The 440 six pack is a legend and a good match against the big block Chevy's of the era.
Oh yeah. Both Ford and GM beat Chrysler to the punch on that one by a lot.
I’m trying sale a 440 off my challenger but I am trying to get a good price for it and want to see around how much they usually sale for because I see that some go for 10-15k which is crazy and some go for 2k. Mine is 71 440 six pack on a 71 challenger.
This depends so much on what your engine actually is. Decent HP blocks are selling for $1000-$1500 by themselves. A complete six pack intake, carb, air cleaner and linkage setup is going for ridiculous money - like, $2500 at minimum. Probably more, but that depends on originality of carbs, etc. If this is a complete, running, real six pack engine… a lot. If this is a motorhome engine someone slapped a manifold and some carbs on in the 90s, not a lot. I’m assuming this is not the original engine for your car, or selling it would be a HUGE mistake.
Where can I buy a replacement filter for the 6-pack setup?
A Google search revealed a couple options - both expensive.
440-6 also had moly coated rings and the rods changed when they went to “v” code 1970 and up
Yeah - but those rods were also in four barrel 440 HPs. That’s kind of the real point of this video.
Is the flywheel any different, or is all the external balance in the front damper?
As far as I know, the only external balancing was done at the damper. Which seems odd, right?
@@DeadDodgeGarage from a small block guy, absolutely.
I've heard that some of the rv 440's had 6 pack rods and forged crank
I have heard that too, but I’ve had a bunch of motorhome 440s and none ever have.
You are correct. In the 80's I acquired a '73 vintage 440 out of a motorhome & it had the wider beam 'Six Pack' rods, forged crank, & corresponding offset weighted balancer.
I have always wanted to build a 440 6 pack for something I grew up seeing the pictures of my old man's 70 cuda with a 440 six pack and have to laugh after wife and kid came he sold it to purchase the 70 power wagon I grew up In😅
Was the height of the aluminum intake the same as the cast iron?
As far as I know, they are functionally interchangeable, so they ought to be the same height.
Is there any difference in the oil pickup and oil pump?
Pickup is longer to match the pan, but it is the same diameter is a regular 440. A somewhat common (and misguided, I think) modification was to enlarge the pickup to the Hemi size. This was done on the race engine that was in this Challenger, which I happen to own now.
Six packs are cool
The 440 six pak hydraulic lifters are also different taper to match the unique camshaft.
I learned that!
I didn't know those mounts were for race cars, my RV has the same solid mounts.
Interesting!
Same valve spring as the purple shaft r runner cam 3690933 that is still available mancini racing I bought some 6 m ago
HMMMM..... V-code.....HMMMM.... good content and thanks
The only thing I think you forgot to mention is they all had idle cylinders
Idle solenoid - yes. I did forget that. Those were also used on 340s and Hemis.
That engine is way cool. I'd just love to find a regular 70 HP for my Charger, but they are usually way to expensive or a world away or both .I have loved these cars since I was nine, but it is becoming clear I have been priced out of the Mopar world.
My take on it is to start with a non HP block and build what you want. Yeah, unfortunately the cost is completely out of hand.
If I recall correctly, one of the, "Car and Driver" magazine editors, (Csaba Csere?) wrote about developing the ""six pack" cam while at Chrysler, earlier in his career. Anyone?
I would be very interested in that.
How do you tell the difference between the big blocks, 383, 400 and 440 by just looking at them?
350/361/383/400 are all of your options for a short deck engine - not that you are likely to ever see a 350. Those lack the horizontal ID stamping pad of the tall deck 383 (yes, there was a tall deck 383)/413/426(Wedge or Hemi)/440. That stamping pad has a flat machine surface and it sticks out in front of the forward valley pan rail, to the driver’s side of the distributor. On it, you will find a stamping that identifies what the engine is. On short deck engines that lack this pad, the ID number is punched into the machined surface at the front of the passenger side deck surface, right to the passenger side of the distributor. You will find the engine ID in one of those locations. In early engines it could say something like “V38” which would be a 1964 383. In muscle era engines, you might see something like “E440” which would indicate a ‘69 440. This is also where you will see the HP stamping on a factory engine. There is a great resource that explains all of the possible codes that I always find through Google on Moparts.
@@DeadDodgeGarageYour channel is funny, informative, technical and the only channel I love way more than I ever thought I would. Thanks!
Do they make a 6 barrel intake for an early 392 hemi ?
I know there is a 6x2 manifold out there (is that a 12 pack? Haha) for the early Hemis. Even the little Dodge engine, apparently. But I couldn’t find any examples of a six pack manifold for the early Chrysler engine. Mancini sells one for the 426 though. That’s pretty cool.
Did I say I really love this channel!! Ha hahaha I HAVE MOPAR MADNESS forgive me lol😊😅
I think I saw a Leprechaun peeking out from behind some of those boxes
😮
I think I remember the Springs being called battleship springs. Did you ever hear that?
No that’s a new one for me.
Tuning the twin carbs on my 225 Slant Six was hard enough,
@DeadDodgeGarage The R/M 10/10 Usually means when the crankshaft was ground and polished, the rods are 10 under factory specifications and the mains are 10 under factory specifications so you know which size bearings to use.
Brother… I know. Did it sound like I didn’t? Do you know how many engines I’ve built? Lol.
will 906 heads fit a 413? Thanks for the video 🙂
Absolutely!
Thanks Buddy! I have a good 413 core that came with a Monaco I bought a couple years ago. I may rebuild it rather than source out a 440. Im not trying to make a race engine just a really healthy one. The 383 seems a little tired. Thanks Jamie!
@@DeadDodgeGarage
it's all automotive jewlery, going to be awesome when it's built.
to bad you live in Washington, the same state with Seattle... *shiver* I joke.
I was born there. Used to think I’d live there one day… nope…
My old dodge truck has a 440 and a six pack by the time i get were I'm going its usually back to just a 440
🤣 I’ve heard they frown on that
Some say the RT rods are better than the 6 pack rods.
What do you think?
I assume we’re talking about an earlier R/T or “HP” rod as they were all the “six pack” rod in 70+. The basic premise to that is that the later rod is stupidly heavy for no good reason, and the lighter rod is just as strong where it counts. And I agree. But I’m not sure we can refer to those as an R/T rod, when as far as I know, they were generally the same as (or very similar to) those found in other 440s.
@@DeadDodgeGarage good to know!
The question about the crank. Are you asking about the numbers on it? If so, it means rods and mains have been turned 10 under, but you already knew that, didn't you.
No, I was not asking about that. I’m not sure what I said to make it sound like I was. But you’re the third person to say something. Haha.
@@DeadDodgeGarageI wasn't sure what you were talking about. You said " I'm pretty sure I'm forgetting something important, If anyone knows what that is, comment below". Maybe you forgot to order the 10 under rod and main bearings. Looks like it will a good engine build. Even better when it starts and runs. That's when the real fun begins.
I think the springs are from a Hemi head specs
I’ve heard that in other comments, and while that sounds right to me, I have not verified that myself.
Thumb 167,that,s mine.
I’m so confused
@@DeadDodgeGarage Thumbs up mate.
Thanks.
Motorhomes use rods really close to or the same as 6 pack rods.
So I’ve heard.
👍🏼⛽️☘️
If it has the better connecting rods, before they were the same as the 440 magnum
I covered all of that in the video.
I knew you would, I only got my info, from probably you or someone else on RUclips and something long time ago about high RPM failure. There’s guy up here in snoqualmie who has a duster with a 440 six barrel, has a lic plate “dust u 2” I guess he was unbeatable at the high school drags in the late 70s and 80s. Green with a black strip down the side.
☘
I think the A12's used the LY rod, that was magnafluxed. Cam was same spec as magnum except the three bolt setup. Cam lifter may be slightly different
Forged crank. Flat top pistons. Etc. But, other than that...
I mean I listed all the things in the video. Lol.
It's really not those oil pans' fault that they're baffled. Don't pick on them about it.
🤦♂️🤣
Beautiful but pricey 6 pack
👍🏻🇦🇺
Those "6-bbl rods" are uber heavy. It makes no economic sense, on a non-original engine, to re-work these rods. It's smarter to use quality, forged, lighter, stronger, I- or H- beam rods.
I completely agree. The engine that was previously in this car and built for racing purposes in the 80s had the six pack stuff on top, but standard 440 rods that had been ground and polished. I have done a bunch of reading on this, and what I read was approximately “the ‘six pack’ rods are super heavy and pointless, because a bunch of material was added to strengthen an area that doesn’t break.” If we were not trying to build an exact (ish) factory correct six pack engine for this car, we would not have used any of that stuff.
Just ran the Valiant with the 318 in the Southern Classic. We put a '70 340 crankshaft, forged I-beam rods, KB pistons, 0.060" thick head gaskets & 308-casting heads...the machinist does McCandless' personal stuff (Brian King) and the work he did optimized the combo. "It's going to run very well," he said with a smile. It certainly did@@DeadDodgeGarage
One would look absolutely better in my car, but I’m pretty sure it will break the car in 1/2
Who wore it better? Your crappy Roadrunner clone, or my horrible ‘69 Charger?
too bad they didn't go solid gears on that timing, maybe OHC? hmm.... yu can thank asscar for them not, wasn't legal
Alas
Does it take Glock magazines?
I’ll ask it
@@DeadDodgeGarage Ha Ha Ha! RUclips messed up because I was writing that response to a different video right before autoplay started your video. Sorry to waste your time. And anyway, if I were going to ask you a question it’d be something like: “when are you going to put this engine into a General Lee.” 😂
Can't imagine WHY a Plymouth Arrow box is in this video!
That is a box of factory issued dealership tools for the Plymouth Arrow 😮🤯 it is in our mountain of original dealer toolkits, the size of which is getting way out of hand at this point.
.010 undersized rod/main bearings
Ok seriously, did I make it sound like I don’t know that? Because you’re the second person to say this.