โAug-15-2004 01:22 AM
โJul-31-2007 04:55 AM
โJul-30-2007 08:47 PM
MasterBoondocker wrote:Leeann wrote:MasterBoondocker wrote:
In which service manual does it say that they were installed on a 440-3 ? .
Dodge Motor Home Chassis Service Manual 81.370.3073, pages 9-33 through 9-38. With pictures.
SORRY Leeann .... I have that exact # service manual and if you LOOK at those pics OF those heads WITH those rotators ....
They are CLEARLY the 413 "industrial" heads.
โJul-30-2007 07:31 PM
Big_John wrote:
That range of 800 to 4500rpm is where the stock 440 shines. I don't think anyone will disagree with that. It was never meant as a high RPM engine. Again, in my application, I do very little sustained speed highway driving and I see a lot of different RPM ranges.
My comments are really aimed at a small valve 413 head on a 440 engine. The 413 is a good piece, all the way around, just as the 440 is.
Try it? yes... exactly that. Bolt the heads on and head down the highway. Flow benches, dynos, whatever... will tell you a lot, but until the rubber hits the road, its only theory and a bunch of data points. FUN (note word "FUN") to talk about on forums such as these and interesting when someone actually gets their hands dirty and reports back.
โJul-30-2007 07:02 PM
Leeann wrote:MasterBoondocker wrote:
In which service manual does it say that they were installed on a 440-3 ? .
Dodge Motor Home Chassis Service Manual 81.370.3073, pages 9-33 through 9-38. With pictures.
โJul-30-2007 06:49 PM
โJul-30-2007 04:29 PM
MasterBoondocker wrote:
In which service manual does it say that they were installed on a 440-3 ? .
โJul-30-2007 04:25 PM
โJul-30-2007 12:38 PM
MasterBoondocker wrote:Big_John wrote:
In the industrial engine, yes, Chrysler did their homework and I'm sure the valve size is great for that application. A motorhome? I don't know. First you've got more cubic inches to feed. There's no getting around that. Then you're not running at a constant speed like you are with a stationary industrial engine. I think the small valve may narrow the power band. Under 3000 RPM may be fine for you, but for me, climbing steep hills and sometimes towing a car trailer, there are times were the RPM in my motorhome goes over 3000 RPM.
Honestly? It may work fine. Chrysler used the bigger valves in all the 440's they built though. They never saw the need to use a smaller valve.
Try it and report back. Its got me curious.
First ... this motor was designed and put in way more MHs(and trucks) ....than "industrial" by far. Are you aware that there were TWO "industrial" motors ? ... the 413 and the 361.
In a MH application you ARE running a basic "one rpm" for most of the running time. For SURE it narrows the power band AND the max output ... but I would rather have a motor that will run it's best in the range of 800-4500 than one that will run up to 6k. But is this just me?
Those HEADS are the reason why Chrysler dropped the 413 combo. That total motor cost Chrysler 250$ more PER UNIT ...than the 440 that it replaced. The exh valves? ... were sodium filled. They cost almost 50$ each(at the dealer) ! .... the rotators cost a TON too. ALL those items add-up ...big-time.
Try what ? ..... the flow work ? .... my intent is to get the fuel/air mixture automized the BEST .... at and around 3k. If this means epoxing up the intake ports ...so be it.
โJul-30-2007 11:47 AM
โJul-30-2007 09:12 AM
โJul-30-2007 08:12 AM
โJul-30-2007 05:49 AM
โJul-30-2007 04:09 AM
โJul-29-2007 10:55 PM
timmac wrote:
Yea lets change the subject, we all know that the 440 was the high water mark for the Mopar gas big block before there big change in late 79 to earlier 80..
Has any one with a older class c with 16.5in tires has changed to 16in tires and rims, was there much change in the RPM's, how much lower did it drop, any clearance problems etc...
โJul-29-2007 10:25 PM