Why are 318's low HP and torque?
So, yeah, the 318 was a low output DD work horse for nearly all of it's production run. Even the '80s Police version was an open chamber 87 octane burning taxi motor with a 4 barrel and 1.88/1.6" valves. There is the unicorn '66 318X described in the '66 Barracuda GT FIA Homologation paper work (think D Dart 273 on a 318 bore with 2"/1.65" valves and an aluminum intake manifold); if you run across a '66 Barracuda with a "6" in the 5th digit of its VIN I'd love to hear about it.
But 318s respond to standard hotroding just like any other engine. Make it breath better, squeez the mixture harder, light it off with a powerful arc, and it'll run hard!
My Dart's 318 Built & Tuned by George & Justin Reggio at Maryland Performance Center (http://www.marylandperformance.com/; 301-371-8883) for exampl:
'69 318 block with Hughs Engines main stud girdle; Scat 4340 crank, K1 H-beam rods, and forged pistons. Milodon 7 quate road race pan, Canton Accusum, oil cooler, and Oberg canister filter.
Comp Cams Mech Roller:
Lift: 0.630" 0.630"
[email protected]": 254 260
AdvDur(@0.006"): 284/292
LSA: 107
Int Centerline: 102
Lash: 0.022"/0.024".
QFT 750 road race/circle track Carbuator
LD4B intake with 0.5" semi open spacer
Heads:
"302" castings Ported by Ryan Johnson at Shady Dell Speed Shop
in PA 1.94"/1.60", Final intake port volume: 136 cc
Flow @ 28" of water:
LIFT IN / EX
0.100" 66.1 / NA
0.200" 132.8 / 90.4
0.300" 189.9 / 126.2
0.400" 218.4 / 148.8
0.450" 227.9 / 152.9
0.500" 232.8 / 159.8
0.550" 238.0 / 163.9
0.600" 239.1 / 169.8
Static Compression 10.25:1
Bore 3.960"
Stroke 3.310"
Rod length 6.123"
Exhaust is TTI Early A-Body headers - 3"-in-2.5"-out X-Pipe and small oval case Borla mufflers.
Peak power 6300-6600 Max RPM 6800
In the car (blue lines-post latest rebuild):
On the Pump with the 1.675" dyno headers (smaller than the TTIs in the car):
So, yeah, the 318 was a low output DD work horse for nearly all of it's production run. Even the '80s Police version was an open chamber 87 octane burning taxi motor with a 4 barrel and 1.88/1.6" valves. There is the unicorn '66 318X described in the '66 Barracuda GT FIA Homologation paper work (think D Dart 273 on a 318 bore with 2"/1.65" valves and an aluminum intake manifold); if you run across a '66 Barracuda with a "6" in the 5th digit of its VIN I'd love to hear about it.
But 318s respond to standard hotroding just like any other engine. Make it breath better, squeez the mixture harder, light it off with a powerful arc, and it'll run hard!
My Dart's 318 Built & Tuned by George & Justin Reggio at Maryland Performance Center (http://www.marylandperformance.com/; 301-371-8883) for exampl:
'69 318 block with Hughs Engines main stud girdle; Scat 4340 crank, K1 H-beam rods, and forged pistons. Milodon 7 quate road race pan, Canton Accusum, oil cooler, and Oberg canister filter.
Comp Cams Mech Roller:
Lift: 0.630" 0.630"
[email protected]": 254 260
AdvDur(@0.006"): 284/292
LSA: 107
Int Centerline: 102
Lash: 0.022"/0.024".
QFT 750 road race/circle track Carbuator
LD4B intake with 0.5" semi open spacer
Heads:
"302" castings Ported by Ryan Johnson at Shady Dell Speed Shop
in PA 1.94"/1.60", Final intake port volume: 136 cc
Flow @ 28" of water:
LIFT IN / EX
0.100" 66.1 / NA
0.200" 132.8 / 90.4
0.300" 189.9 / 126.2
0.400" 218.4 / 148.8
0.450" 227.9 / 152.9
0.500" 232.8 / 159.8
0.550" 238.0 / 163.9
0.600" 239.1 / 169.8
Static Compression 10.25:1
Bore 3.960"
Stroke 3.310"
Rod length 6.123"
Exhaust is TTI Early A-Body headers - 3"-in-2.5"-out X-Pipe and small oval case Borla mufflers.
Peak power 6300-6600 Max RPM 6800
In the car (blue lines-post latest rebuild):
On the Pump with the 1.675" dyno headers (smaller than the TTIs in the car):