Ultimate Hwy Cruiser 360 with 46rh

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macdrew77

macdrew77

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So awhile back i got a 1990 roller 360 for free. Did the dingle ball hone, new bearings, etc, put 302 heads on because they were in decent shape, Iron intake + TQ, headers. Dropped it in my 70 Dart (727 with 8 3/4 2.76 gears) and it runs good, maybe not as much grunt as I expected, but I figured that was because of 2500ft elevation and hwy gears. But still pretty fast.

Anyways, I also got a 46RH with 3000stall lockup converter that I'm finishing up. And i started thinking on how to improve the 360 to match with that trans as a highway cruiser with a bit of power. I want to put a set of EQ heads I have lying around on there and am considering dumping the stock bumpstick for a cheap regrind .500/.500 206/206@.050 (1.5 ratio) to take advantage of EQ head flow. Maybe add an H pipe to my dual exhaust

What's FABOs opinions on how to make the ultimate 80mph cruiser? Ok to keep stock low compression? so I can run shitty gas, any elevation, any weather you know. Thanks for reading

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46RH with 3.73 gears and a 25" tall tire will run 2,400 all day long with O/D and lockup engaged.

If looking for that type of cruise capability and a harder launch out of the hole you may want to concider using the A904 based 42RH that you would find behind the same years of pickups and vans but with a 3.9L V6. Drag racers are using the 42RH because 1st gear is numerically lower than the 46RH originally for more grunt with the V6, but works great for racing. The O/D and lockup are the same ratio wise as the 46RH. So the freeway numbers I quoted with the 3.73s and a 25" tall tire like a 225/60R15 would be the same. Plus the 42RH is smaller, and lighter than the 46RH. If built right the 42RH can handle up to 500hp. So for a street build it will be plenty fine.

As far as CR goes I'd say 9 to 1, or 9.5 to 1 should be sufficient for a pump gas street engine.
 
206 @ .050 is barely above stock. Plenty more room with a 3K stall. I would look somewhere in the 220-230 @ .050 range.
 
Rusty 340 hp is 209 he's closer to that than a stock cam which are down around
.398 ......270/259 205/196 MC1262 HR 92-93 Melling
.387/.403 253/266 184/193 MC 1309 HR 94---Melling
He's got a 2.71 and no compression
interesting cam at what lift does that 206 @ 50 come from
I do not know of any HFT or HR with 206@.050 and .500 lift
what did your cr come out to?
what's the seat timing, rank and serial number (who made master? and part number)
what year is your trans?
That kit was developed on a 92 dakota v8 that I'm still driving 0ver 250,000 miles
ma mopar changed to a slightly larger mainshaft
loosing too many warranties like mine with the large degree helix early planataries
my fix was to use the straight cut diesel gears and diesel numbers of clutches
late shaft has a different fix
if late i'd try and find a 47 and swap all the guts

the 92-93 Magnum is a upgrade for later motors and best core for a regrind
not much meat on the later cores
 
Last edited:
Wyrmrider said:
Rusty 340 hp is 209 he's closer to that than a stock cam which are down around
.398 ......270/259 205/196 MC1262 HR 92-93 Melling
.387/.403 253/266 184/193 MC 1309 HR 94---Melling
He's got a 2.71 and no compression
interesting cam at what lift does that 206 @ 50 come from
I do not know of any HFT or HR with 206@.050 and .500 lift
what did your cr come out to?
what's the seat timing, rank and serial number (who made master? and part number)
what year is your trans?
That kit was developed on a 92 dakota v8 that I'm still driving 0ver 250,000 miles
ma mopar changed to a slightly larger mainshaft
loosing too many warranties like mine with the large degree helix early planataries
my fix was to use the straight cut diesel gears and diesel numbers of clutches
late shaft has a different fix
if late i'd try and find a 47 and swap all the guts

the 92-93 Magnum is a upgrade for later motors and best core for a regrind
not much meat on the later cores
Click to expand...

But the 340 cam is not a roller. You cannot compare the two lobes.
 
Wyrmrider said:
Rusty 340 hp is 209 he's closer to that than a stock cam which are down around
.398 ......270/259 205/196 MC1262 HR 92-93 Melling
.387/.403 253/266 184/193 MC 1309 HR 94---Melling
He's got a 2.71 and no compression
interesting cam at what lift does that 206 @ 50 come from
I do not know of any HFT or HR with 206@.050 and .500 lift
what did your cr come out to?
what's the seat timing, rank and serial number (who made master? and part number)
what year is your trans?
That kit was developed on a 92 dakota v8 that I'm still driving 0ver 250,000 miles
ma mopar changed to a slightly larger mainshaft
loosing too many warranties like mine with the large degree helix early planataries
my fix was to use the straight cut diesel gears and diesel numbers of clutches
late shaft has a different fix
if late i'd try and find a 47 and swap all the guts

the 92-93 Magnum is a upgrade for later motors and best core for a regrind
not much meat on the later cores
Click to expand...

The cam is listed on ebay as a regrind LA hyd roller with fuel pump snout. I'm really drawn to the specs: tame duration and a lot of lift. Sounds perfect. Oh its on a 114 pretty sure.
So the trans is a 93 46RH case, but i bought a 46RE that has some of the 47 parts, like 5 pinion planetary, more clutches so I'm about to jam those guts in my trans.
 
moparmat2000 said:
46RH with 3.73 gears and a 25" tall tire will run 2,400 all day long with O/D and lockup engaged.

If looking for that type of cruise capability and a harder launch out of the hole you may want to concider using the A904 based 42RH that you would find behind the same years of pickups and vans but with a 3.9L V6. Drag racers are using the 42RH because 1st gear is numerically lower than the 46RH originally for more grunt with the V6, but works great for racing. The O/D and lockup are the same ratio wise as the 46RH. So the freeway numbers I quoted with the 3.73s and a 25" tall tire like a 225/60R15 would be the same. Plus the 42RH is smaller, and lighter than the 46RH. If built right the 42RH can handle up to 500hp. So for a street build it will be plenty fine.

As far as CR goes I'd say 9 to 1, or 9.5 to 1 should be sufficient for a pump gas street engine.
Click to expand...
Yeah they really are better all around once upgraded, Next time I will definitely start with a 42rh.
 
macdrew77 said:
The cam is listed on ebay as a regrind LA hyd roller with fuel pump snout. I'm really drawn to the specs: tame duration and a lot of lift. Sounds perfect. Oh its on a 114 pretty sure.
So the trans is a 93 46RH case, but i bought a 46RE that has some of the 47 parts, like 5 pinion planetary, more clutches so I'm about to jam those guts in my trans.
Click to expand...

We just had a member posting about an Ebay regrind and he was not too happy with it.
 
u r correct rusty comparing lobes @.050 can get you way off
so i did some homework
and no seat timing given for the regrind
most likely 260 ish
still i've never seen a 205 cam with half inch lift
putting an LX lobe on a smaller mopar base circle is not going to live
Howards 205 = .425 standard ramp 259@.006
agressive ramp .435 with same 205@.050 but gets there with only 252 @.006
to keep seat even @ 260 gives 213@.050 .460 lift 128@200 agressive lobe
jones 260 cams get 211 @.050 and .469 or .474 or .490 lift & 127,128 132 choices@200
even his 260 LS lobes do not get to half inch with 1.5 rocker
op- i'd run
find out what the .006 and .200 are say u are looking into dynamic compression
 
moparmat2000 said:
46RH with 3.73 gears and a 25" tall tire will run 2,400 all day long with O/D and lockup engaged.

If looking for that type of cruise capability and a harder launch out of the hole you may want to concider using the A904 based 42RH that you would find behind the same years of pickups and vans but with a 3.9L V6.
Click to expand...

Can anyone tell me the year-range that 42RH transmissions can be found?

vm
 
od 1995 or earlier 94-95 may have better planataries check out and see if parts change
helix angle will be noticeably shallower (the early deisls were straight cut- now that's shallow- NO THRUST
any with 3 wire connector
od is same as 46rh so with correct drum you can run more clutches
the shaft on the 42 is grooved for the oil from the tranny cooler feed trough the case
46 is not
I put my own groove in with a grinder
you can open your oil passages and put in 3/8 fittings if not there already
 
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