PRH
Well-Known Member
Is the 1hp/ci supposed to happen with ex manifolds or headers?
If manifolds........ 318 manifolds?
If manifolds........ 318 manifolds?
David Vizard, Uncle Tony's garage, Unity motorsport. Mission impossible Dodge 302 Head porting
- Thread starter Hysteric
- Start date
-
- Status
MOPAROFFICIAL
Oogliboogli
You cant take an accurate measurement like that. You need a plate or the water you're using will buldge and read HIGHER than is actual. That could be 2cc or so off. The heads are born as 64cc and have been about the only 318 head to be spot on with printed specs.
As they are in the pic.. they probably flow like coffee straws...and you'll merely feel off idle umph that will instantly plain and fall off with rpm after 3k from the higher compression gained with 7 cc less than stock... funny thing is it will pull a nice amount of oil past the old used rings and when you pull them for a swap to another 45 yr old short block , they will be oily and crusted...and will need a tear down, tank and seat touch before going back together..if not hard seats too.
Something to remember about those thin castings is that they were warping a lot if they didn't crack so you will find a lot of remand 302 and 714 heads that have had a ton milled off of them to make them flat...or to get surface cracking out. A dead giveaway is the point between the valves on the closed side will be wider and wider the more milling.
Last edited:
MOPAROFFICIAL
Oogliboogli
Cranking psi will tell.
Still run it up high for base, but the total...is either do the math.. or wait and see what it likes. 25-30 I would guess..but again, the cam is the rest of the picture.
I'm just responding to this post and haven't read any details other than it
I was just trying to point out the sort of things knowing the CR can effect. In other words why its worth the measuring the actual cc. George added the photo after I responded but I still didn't pickup on the lack of plexiglass until you pointed it out. It sounded like a stock build other than the heads? But my thinking generally is that a cam ought to be selected in conjunction with the CR and knowing the lift where flow starts to choke.
MOPAROFFICIAL
Oogliboogli
You watch the wiengardener smallest port w/ highest flow port myth ? He examplifys choke. He kills the flow, does it by bench n basically fks the range/depression so its exaggerated some. It's just an example. It will fall off, yes, it wont power on up past the cam range as it could. Can be a thread starter. Spier pops off on it hrs later too. The sheer timing of those 3 videos is remarkable ...soon after the DV MIA 318.
That or they're realizing that theyre both fishing on the same dock
MOPAROFFICIAL
Oogliboogli
Hows your j head revisit going?
Caught up.....again
No new thoughts.
I found the thread where you say you hit a wall at 250's then 260..but it wouldn't stabilize after .520 or so?
Do you honestly think a Chevy head knows it’s a Chevy head. I’ve done ford, Volkswagen, Chevy, and yes Mopar and the thinking is all the same.
Here Is the perfect complement to to the nicely done reman closed chamber, swirl port, 302 heads for the 318s.
Edelbrock/Mopar LD4B aluminum intake manifold specially made for the mopar 318.
Edelbrock/Mopar LD4B aluminum intake manifold specially made for the mopar 318.
SO you port every head the same because they are all the same? Its funny when I read stuff from guys that do this for a living say that over time they figure out how to get more flow for less work out of the same casting........
318 manifolds I believe, shouldn't be the worst restriction at 325 ish hp, there's a dyno manifold shootout on a 300 hp 5.9l and there 5 hp between 318 & 340 manifolds and 8-16 hp compared to headers.
Installing Exhaust Headers Into 300hp Crate Engine - Mopar Muscle Magazine
You guys are talking past each other.
"Thinking is the same" - that is the concepts apply regardless.
"over time they figure out how to get more flow for less work out of the same casting" - How to get it done varies and takes learning.
Is there really an arguement here?
Both are true.
"Thinking is the same" - that is the concepts apply regardless.
"over time they figure out how to get more flow for less work out of the same casting" - How to get it done varies and takes learning.
Is there really an arguement here?
Both are true.
Let’s just say you can grind like crazy in areas that you think a head needs grinding and never pick up 5 cfm.
If you need to make out they spent a ridiculous amount of time grinding on a set of heads then it suits your narrative to ignore the fact familiarity with a casting makes a big difference in how long it takes to get flow out of them.
Wonder how much Charles has spent doing that............Because he isn't familiar with where the easy gains are to be had. Its funny how GTX John can get OVER 200 cfm with just a valve job.
Think you are asking with the LD4B Intake?
Lift: 430/444
Duration: 268/276
Lobe Center 114
Or the Melling SPD-22
Lift: 429/444
Duration: 279/289
Lobe Center 112/116
SPD-22 is in good supply available for purchase online.
Yes. Thanks.
That looks like its a 340 replacement cam.
(268/276 is the Chrysler duration and IIRC the 279/289 is .004 at the valve.)
Did you look at the dyno runs from "Mopar Manipulatin" Hot Rod 1969 ?
I think its fair to make inferences from those tests, keeping in mind that's all they would be are inferences.
Last edited:
Stock and super stock guys are a different breed and they pay real good money for those valve jobs. I flowed a set (small block Mopar) for a buddy of mine and they hit a certain number and never went up and didn’t fall like most of us struggle with. He asked me if I could freshen his valve job for him and I told him absolutely not. I said if you want to get a good laugh ask the previous guy that did the valve job what angles he used. He called me the next week the guy laughed at him. Lol. Trust me it’s not. 60-45-30.
PRH
Well-Known Member
uuuuuuhhhhh.........not where I’d go, but to each their own.......
You're making my point for me. Would you call Charles a Mopar head specialist? No? then why pretend it takes forever to get flow out of these small castings if someone knowledgeable can get over 200 cfm just by a valve job.
I haven't touch them head in years, or any, for that matter, in years.
With the building of my new Flow Bench, loosing my job, relocating to another state. Fighting with the city for 2 years on building a garage in my backyard, still don't have heat and only 2 light bulbs in there so far.
Then the 220 50 amp survive for the bench, calibrating the bench which is a HOLE other story.........
I did blow the dust off of them head. Bolted them up to my new flow bench adapter and check for leaks.
I will get back to it Someday/year/Decade.
All joking aside, hope to do something with it this year. But so many rod in the fire ahead of it.
What's your thoughts on using a Serdi? "Machining seats and angles with a carbide machine tool instead of grinding them with a rock".
ValiantRacing
Well-Known Member
They are smaller at the head, did not measure the runner.
What's your thoughts on using a Serdi? "Machining seats and angles with a carbide machine tool instead of grinding them with a rock".
I can count the seats I’ve cut with a rock on less than 10 fingers probably. I love my Newway seat cutters and still use them but although not a Serdie machine I love my upgrade that I did. I added three D seat cutting to it so now if I want custom cutters all I have to do is open my wallet and pick up the phone.
I’d go comp xe250h similar lift and @ .050 specs but ground on 110 lsa
If want more duration xe256h or even xe262h
- Status
-
