The verdict came in last Thursday on the engine we've built for my Daytona project...
Peak HP: 440
Peak TQ: 534
Not bad for a totally-stock appearing engine if you ask me... The engine dyno tests were performed on a Stuska machine, which is usually conservative by 15-20HP. The engine also still had an extremely stiff oil pressure spring in place, as evidenced by the 84-89lbs of oil pressure it maintained between 3k and 5.5k rpm's. You can draw your own conclusions about what the hypothetical maximum power output of the engine actually is, but I'm really happy with how it turned out.
Here are some of the engine's particulars (I will be getting the rest of the information and correcting any mistakes next week):
Block: 1969 stock 440 Chrysler cast iron
Compression: 10.1:1 (stock)
Heads: 906 cast iron
Intake valve size: 2.08" stock
Exhaust valve size: 1.75" stock
Camshaft: Comp Cams CRB3 XR280HR-10, .541/.537 gross lift, 230/236 duration @ .050" lift
Camshaft was installed at recommended 106* centerline, and it has a 110* lobe separation
Lifters: Scorpion roller hydraulic, set at 1/4 turn past zero lash
Rockers: Harland Sharp, 1.5:1 ratio
See this thread
for info on the problems we had with lifters...
Ignition/Carburetor/Intake Manifold/Exhaust Manifolds/Oil Pump: All Stock Chrysler**Update** 12/4/09
Confirmed details below:
Crankshaft - STD/STD original Chrysler steel, standard 3.750" stroke
Pistons - .030" over JE brand forged steel, total 4.350" bore
Valve springs - Comp Cams dual spring, set at 175lb. seated spring pressure before annealing
, 125-135 after heat cycles
Springs have 500lbs. pressure over the nose of the lobe
Pushrods - Smith Brothers .116" wall thickness
If there's something specific that you'd like to know about, I can always check it out and post back.