At 10:12 PM 7/10/2002 -0700, you wrote: >I think we've had a failure to communicate here. It's the exhaust valve >sizes that I quoted as smaller. If there is a difference in intake ports, I >have not noticed it. Actually, I thought that these two conversions went together (ie, when the intake ports were enlarged, the exhaust valves were also changed at the same time). However, you and Mike both say that your 67 heads are measured similar to the 66. What might be happening here is that Chrysler came up with the new head design in the 67 model year (explaining the automotive press reports), but there were several old 915 heads left over. Also, (based on 67 road test of a GTX) it appears that the HP engines got priority to the new head design, and the regular 440s got all the old heads till they ran out of 915's. This is just a speculation on my part, but I think it explains the conflict of information. As for off-line response, here is an interesting note. Both my 68's have cam upgrades. The LeBaron seems to have an equivalent to an HP cam (strong low end, but it peaks a bit higher than standard at about 3300-3500 rpm) but the sedan has an even bigger cam and a CH4B Ederblock manifold (peaks about 4000-4200 rpm). My 68 Sedan has a lot less torque than the LeBaron in the 2000-3500 range, but it also has quite a bit better off-line response than the LeBaron! Confusing? When wet for example, I can get both tires loose with the sedan (has limited slip) but with the LeBaron, you can barely get one tire loose (regular differential). This is done without revving the engine with brakes on, just hit the gas. My guess is that the LeBaron would soon catch up due to its better torque, and then the Sedan might pull away again due to its considerably stronger upper end! I think the explanation may be in the carburetors, but it gets confusing there too. Both have spread bores. The LeBaron has an unusual Rochester (with fairly small primaries) and the sedan has a "standard" (a bit bigger primaries) Carter. It is likely that the accelerator pump on the LeBaron is not properly set, and causes the lag. Also, there is a spacer to et the Rochester to fit, and may be the spacer kills the low end. Also, the two cars have different torque converters. The LeBaron has a lock up converter from the late seventies, which seems to be slipping a bit more. So, the LeBaron should have had the edge during the initial take off, but it doesn't! The difference in displacement between the 413 and the 440 is due entirely >to a bore change, they are both 3.75" stroke engines, thus the low speed >torque is probably not much affected by the displacement change as it would >be if it were due to a longer stroke in the larger engine. Dick, very often people claim that a longer stroke will give you more off line torque. I am not sure if this is directly true. A longer stroke engine will usually have smaller intake ports and valves than a short stroke engine of similar displacement, and that might give you good low end response, but its not the longer stroke that provides directly this "advantage". So, a 66 440 with the same intake manifold and ports as the 413 should have a stronger off line response almost proportional to the displacement difference... D^2