Today, dollar for dollar, is the 318 faster than the 340 ???

rmchrgr said
Lighten up, Francis. I’m not sure what your argument is and why you need to make it personal?

The 340/360 engines have a 4” bore while the 318 does not. That's a fact. I don't know about you but when building an engine and am given a choice between two blocks with the same external dimensions but one has a larger bore, I’m taking the larger bore EVERY time. Going by physics alone, the larger bore will always make more power because there is more up-swept volume and more volume translates to more air/fuel which = more power. Maybe you wouldn't make the same choice? If not, tell me why.

Also, I'm not sure but are you saying you have personally built NHRA Stock Eliminator 318 combos that held records? if so, please school me because I am forever fascinated by what class racers can do with marginal combos. What chassis in what class? How far under did you go, what elevation, temps. etc.

If you actually have been through that process (I have not myself but know some people that have) then I'm sure you would know it's an uphill battle and that a $3,000 budget wouldn't even be a drop in that bucket. Apologies if I did not interpret that correctly.

However, if you are using the Stock Eliminator angle to cite an example, its not really a valid point because class racing combos are highly specialized pieces. The same would hold true whether we're discussing a 318 in a '77 Volare wagon, an '82 4 cylinder Turbo Mustang or even a FWD Toranado.

Again, unless I'm missing something, the original point of this discussion was whether it's worth it to buy and build a 318 if your budget is $3,000. I say no. The other part of the question was whether or not a 340 is "better", to which I answer yes, every time, for the reasons I stated already.

I believe the reason this discussion has become relevant now is because it's not 1979, it's 2021. 40 years ago, 318s were left for dead because no one cared to bother with them. Going by what people have said for decades, presumably you could just make your way over to the local junkyard and pluck a 340 out of a '74 Road Runner for $50. Whether that was true back then or not I don't know but for sure it ain't happening now!

Standard bore 340s are obviously pretty scarce these days and rightfully command a high price when available. It makes sense, that's just basic supply and demand. Even the "resto" blocks that Mopar was casting 25 years ago are worth their weight in gold now if you can even find one.

But since finding a '74 Road Runner in a local junkyard that retains it's original 340 is not a realistic possibility anymore, people are probably looking at the crusty 318 they have sitting in the shed wondering what could be done to it to make it more fun (because it sucks in stock form). Problem is, no one wants to spend money on this idea because the fact is, it does not add up financially, especially when the cost of machine work is involved. Lipstick on a pig and all that.

Even if you think the supply of LA 360s is drying up, there are millions of 5.9 Magnum engines out there that would be a better candidate for a first-time or budget build over an old LA 318. Even if you're a bucks-down kid just starting out in the hobby, I'd still say to find a 360 or a 5.9 Magnum to start for the reasons I've already stated. It's not an emotional argument, it's economics based on facts and reason.

So without calling me names, telling me I don't know what I'm talking about or skirting around those pesky engine architecture facts, please explain to me why it's worth spending any money on a 318. Change my mind, I'm all ears.

If you read my post, I never called you any names, Francis. The fact is airflow through the engine makes horsepower. Cubic inches determine what rpm is required to make that horsepower. The larger the engine, the less rpm is needed to get there. The smaller the engine the more rpm it will take to make that horsepower. That is a simplification, but that is how it works. I've been around class racers most of my life. They check intake and exhaust flow through the heads, some times as many as a hundred heads. Then they measure flow through carbs, then the intake. They do not worry about the cylinder bore diameter. The point was there are a lot of 318's that make plenty of HP and turn good times. I'm just a poor, country boy that built engines for people. What ever their dream was. A Vega, 170 Special to go in an early Falcon, more than a few SBF, too many SBC to count, and most Mopar engines except Hemi's. I had no problem building 318 engines, if that was what they had. I could easily get a 318 to beat 360's. Do you really think, if I build a 318 and a 340 using the same heads, cam, compression, and everything else, there will be 100 extra HP for the 340 because it has some "magic" 4+ in bore? But that is not the question here. No one "needs" a 360 with it's cast crank, offset balance and goofy motor mount brackets. I know you can't help yourself, but I could care less about 360's, and I've had them and built them for others. They don't do a thing for me, and I get really tired of people pushing 360's when that is not the question. It's not about me, or you. The thread asked about the cost of building a High Performance 318 vs a 340. You failed the test, because you didn't answer the question.