Ok, I'll play
The 400 in my 4000 lb '69 is the one it was born with - numbers matching.
It's now wearing a 4.25" stroke Eagle crank, 6.800" Eagle forged rods, KB Icon forged pistons. Static compression ratio right now is 10.0:1. I'm running Edelbrock round port (72cc) heads, ported and modified by Dave Wilcox at CVMS. Intake valves are 2.190, exhausts are 1.77. The cam is a custom Comp Cams grind, solid roller, 236/242 @ .050, 110 LSA, installed at 106, gross lift of .622/.629 at the valves. The rest of the valve train consists of Howards springs, titanium retainers, Scorpion 1.65 roller rockers, Jomar stud girdles, and Comp Cams 9-way adjustable billet timing set/double roller chain. For ignition I'm running a DUI HEI with 20 degrees of travel, installed to give me 37 degrees total at full advance. Oil pump is a Melling M54D with a Nitemare performance laser-grooved backing plate and Nitemare positive retention drive shaft, Milodon pan and windage tray. Main bearings are Federal Mogul, rod bearings are King, rings are Hastings. It has an SFI-rated balancer and flex-plate. Intake is an Edelbrock Torker-I single plane under a gen-u-wine 800cfm 455SD QJet. Headers are Dougs, Jet-Hot coated. Transmission is a beefed up TH400 with all the good stuff behind a 10" 3200 rpm converter. Rear is a Moser 9" with 3.50 gears and Wavetrac diff. Brakes are Wilwood Dynalite 4-piston all around.
The car has run a best so far of 11.89 @ 113, just leaving it in drive and letting it shift at about 4900 rpm.
When I first built and dynoe'd the motor, I built it with real #722 69 Ram Air IV heads. Unfortunately, one of them developed a crack later so that's the reason it's now wearing E-heads. They actually make more power than the RA IV's did, but they're not quite as "cool".
Here's a link to the dyno sheet with the Ram Air IV's (and a carb mixture that wasn't quite dialed in. It probably picked up another 20-30 HP with the E-heads).
(I hope it works - I've been having some problems with my new server that I've not quite figured out)