David Vizard, Uncle Tony's garage, Unity motorsport. Mission impossible Dodge 302 Head porting

[fishmens67]

Icing on the Cake, top her off with the ported, 3 angle valve job, 302 heads.

View attachment 1716035119

View attachment 1716035120

Now George, are those on top of that re-ringed short block ?
the reason I ask, is back when I did re-rings I would lap the valves in, put a cam and timing chain and top her off with 4bbl and let'r rip with 4.57 gears. that's how I fell in love with the 383. so much we built a blue printed one in 1980.
The short block is under my bench ready for a re-ring and bearings if anything.

 

[Bodyperson]

Peanut brittle. Good!!!

 

[Mattax]

Icing on the Cake, top her off with the ported, 3 angle valve job, 302 heads.

View attachment 1716035119

View attachment 1716035120

Did you CC the heads before and after?
I've kicked myself and sworn every time I've had an engine without having the actual cc for the chambers
and the amount in or out of the hole for the pistons

 

[George Jets]

All Mopar:

1974 std. bore block

1968 9.2:1 cr Flat Top Pistons std.

Make up a nice 318 Short Block
All Mopar

☆☆☆☆☆

 

[George Jets]

Now George, are those on top of that re-ringed short block ?
the reason I ask, is back when I did re-rings I would lap the valves in, put a cam and timing chain and top her off with 4bbl and let'r rip with 4.57 gears. that's how I fell in love with the 383. so much we built a blue printed one in 1980.
The short block is under my bench ready for a re-ring and bearings if anything.

That is a another 1969 318 9.2:1 cr engine with the heads on, belongs to a friend, he is running it now. (not the 1974 block)

 

[George Jets]

Did you CC the heads before and after?
I've kicked myself and sworn every time I've had an engine without having the actual cc for the chambers
and the amount in or out of the hole for the pistons

Brian cc 'd those 302 heads on that 1969 assembled 318 long block. Can ask him what they came out at.

________

Brian just said his 302 heads cc'd out at 59cc.

Those heads were a very nice reman job, so they cut the head like .010 ths to clean it up.

They cut all the surfaces on the reman 302 heads to clean them all up. Did a 3 angle valve job, and the Vinton Posi Seal valve guide seals.

Very nice reman job, can't get them anymore they are out of stock. I keep watching, but have not seen them come back in over a year.

I see now Advance Auto Parts shows they can get them.
#D231

 

[Mattax]

Brian cc 'd those 302 heads on that 1969 assembled 318 long block. Can ask him what they came out at.

It will be worth knowing.
With the variation in factory castings, we can only ballpark the compression ratio.
Even with everything else stock, it would be good to know how much its been changed, or at least where its actually at now.
Actually since its before assembly, there's time to consider head gasket thickness.

 

[George Jets]

It will be worth knowing.
With the variation in factory castings, we can only ballpark the compression ratio.
Even with everything else stock, it would be good to know how much its been changed, or at least where its actually at now.
Actually since its before assembly, there's time to consider head gasket thickness.

OK
The head gaskets are the .028 ths Mr. Gaskets.

And the Factory 9.2:1 valve relief flat top pistons (std.) sit .040 down in the hole.

I know cause I measured them. The 1969 318 block was not decked, untouched .

_______

With everything figured in on that '69 318 build, we figured came out to 9.5:1, Pistons, 302 closed chamber heads, and the thin head gaskets.

_________

That was also figuring a little deduction for the valve reliefs in the pistons too.

______________

OK, Brian just now got back to me with his cr calculations.

59cc 302 chambers

Brian's Quote:

"I have numbers he will need to be accurate. My calculation is 9.6:1."

 

[Mattax]

Well this is not my area of knowledge, but the way I read the table in the DC Engine Book, the -.040 is the piston down in the hole.
So with a .020 gasket and 59 cc head a standard bore will be about 10.2 CR
Estimating with the .030 gasket closer to 10:1 CR

 

[George Jets]

Well this is not my area of knowledge, but the way I read the table in the DC Engine Book, the -.040 is the piston down in the hole.
So with a .020 gasket and 59 cc head a standard bore will be about 10.2 CR
Estimating with the .030 gasket closer to 10:1 CR

Yeah we are real close, for sure at least 9.5:1 cr.

If it is closer to 10:1 all the better.

It goes like a son of a gun, so yeah I am liking that number 10.

It breathes real well too. Stock size valves, no port work. Only gasket matching the heads to the intake and making sure there was no step going into the stock A Body exhaust manifolds. That LD4B intake is a piece of magic that is key to bringing it to life.

 

[Mattax]

With the 10:1 CR, it shouldn't need as much spark lead as a factory build.
And that's on top of the possibility that the heads actually help create a more homgenous mixing even at low rpm.
I think its going to need high test (93 anti-knock) on the street unless the cam is such that it bleeds some of the compression off. That's stuff that's above my pay grade.

 

[273]

Looks like it was worth about 14cfm

Here’s some more unsolicited commentary.....

At least you're the only one contribute worthwhile commentary on the actual videos

When he was doing the development work on the head, he just used a clay radius entry, and followed the flow......without any regard for what/ how the manifold would impact the flow.
Just get the head as good as you can.

Now that he’s moved on to reworking the manifold, he’s obsessing about trying to “simulate” what’s going to happen with the carb attached.

My approach would be to do it the same way the head was done.
Use the clay radius entry, port the manifold to be as good as you can........and then “it is what it is” with the actual carb installed.
Just like the head is what it is with the manifold attached.

If I got to the point where the manifold was basically done, but the carb wasn’t ready, and I wanted to get an idea of how the carb would impact the flow........
I’d procure a stock 318 carb, knock the boosters out of it, clean up the venturi, thin out the shaft a bit, and make a nice radius entry for it out of a piece of wood.

I’d also come up with a way to get a decent, reapeatable, flow number on the carb itself.

Would make more sense

 

[273]

Everyone already questioned the merit and stated why. The come backs were taunting , some nonsensical gibberish..followed by non answers from a few. Disliking utg has no bearing on the methods and ways of this build. It would have only been more entertaining when it blew apart or didnt run at all after he glued it togther with boogers and duct tape.
Glad people enjoy the series MI318, watch on and enjoy. We can comment and not have to address/quote each other and start arguing all the time...unless you want to argue and you dont want people to reply...then well..

Honestly I don't care anymore f up as many utg threads you want, sure they will be more.

forums arent for you maybe.

Probably not

 

[Dan Georgino]

Great, we’re all bosses!

Calm down. You must have a boss problem. Be your own boss man! Authority scares you. Let's work together on this.

 

[Dan Georgino]

I’d tell you where to stick your advice but I’ll be nice.

Dude, calm down, I wasn't even talking to you. This is a thread where people give advice, and you can't handle it I guess.

 

[Dan Georgino]

If everyone stuck to the tried and true there be no progress at all, 360 were once considered boat anchors too until some didn't listen and started building them anyways same 400 fords who would think a 400" cleveland couldn't make power everyone basically did until engine master competition, or a 318 could make 400 hp until Steve Dulcich, if people started slapping on trick flows onto 318 who know what the next acceptable power limit is.
You can follow or initiative.

I have my 360, it delivers 410hp

 

[Dan Georgino]

An

And uncle phony cant even assemble a basically stock 318 and have it survive break in. Hes one of the biggest frauds on YT, and honestly, anyone who follows that channel and thinks they are learning anything are literally to stupid to teach.

UTG is a backyard mechanic, that's all. Have you ever seen him with a nice car.

 

[273]

I have my 360, it delivers 410hp

What's the combo ?

 

[Dan Georgino]

What's the combo ?

360 bored .60 over, balance, racing valve springs, street cam, Edelbrock Manifold, Holley carb. 2bbl 500cfm.

 

[Hysteric]

With the 10:1 CR, it shouldn't need as much spark lead as a factory build.

Do you know what the advance curve is on the 302 headed 318's the way they came from the factory?

I'd be inclined to start with 16 initial and 28 total and work from there.

 

[Dan Georgino]

Do you know what the advance curve is on the 302 headed 318's the way they came from the factory?

I'd be inclined to start with 16 initial and 28 total and work from there.

12-34

 

[Hysteric]

12-34

That's the factory timing? Do you have a copy of it?

 

[George Jets]

360 bored .60 over, balance, racing valve springs, street cam, Edelbrock Manifold, Holley carb. 2bbl 500cfm.

Interesting power numbers with the 2bbl 500cfm carb on the 360, good for other 2bbl comparisons.

Thanks for posting.

 

[George Jets]

318 Connecting Rod Comparison

Pictured on the left:
2406782.
"782" Lighter Free Floating Rods

Pictured on the right:
3418645
"645" Heavier press on Rods.

No wonder the earlier 230 hp higher compression 318s perform so well and have more available power. Huge difference in weight there.

 

[justinp61]

Calm down. You must have a boss problem. Be your own boss man! Authority scares you. Let's work together on this.

This thread gets funnier all the time.