Barton has found that inaccuracies in some stock blocks can affect the cam timing of individual cylinders by as much as 15 degrees. This ensures the precise location of each lifter in relation to the cam and the crank. The next step is to enlarge the oil pickup tube to 1/2-inch Hemi specifications and use bronze bushings in the lifter bores to correct factory machining inaccuracies. Naturally, the main caps must match the block, so Barton simply plucked a set of 440-size RBRE On-Trac billet-steel caps off the shelf and secured them with ARP 1/2-inch studs. The 400 lower end has so much beef that this reduction practically goes unnoticed. He mounted the 400 block in a Sunnen CK10 align-boring machine and enlarged all the main bearing saddles to 440 size. The obvious solution would seem to be to turn down the 440 crank to fit the 400 block, but this modification severely compromises the strength of the crankshaft.īarton took a better route. The only sticking point is that the main bearing saddles of all low-deck blocks (Mopar 350s, 361s, 383s, and 400s) are machined to accept a crankshaft with 2.625-inch journal diameters all raised-deck cranks maintain 2.750-inch main journals. With the crankshaft and rods from a raised-deck Chrysler big-block wedge (413, 426, or 440) and custom pistons with the proper pin height, the low-deck 400 expands to 451 cubic inches. The motor's deep-skirt crankcase design is very rigid and can withstand up to 900 hp. The core of the assembly is a decidedly mundane cast-iron low-deck 400 block pirated from a '73 Chrysler Newport. Similar performance can be achieved for significantly less money if the builder uses items like stock forged rods and iron Indy heads. But that's because the customer insisted on the ultimate in reliability, hence the inclusion of premium parts. RBRE assembled this tall-torque heavy for a well-heeled street performance enthusiast, and the tab came to about 11 grand. The stroked 451 low-deck motor outlined here sports a mere 10.5:1 compression, a streetable flat-tappet camshaft, and mildly reworked aluminum Indy heads, yet it produces an astounding 673 hp at 6,900 rpm and 527 lb-ft of torque at 5,400 rpm. The fact is, he and the crew at Ray Barton Racing Engines (RBRE) also work wonders with wedge-head Mopars. Widely regarded as one of the world's best Mopar engine men, Ray Barton is famous for his NHRA record-setting Super Stock Hemis.
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