Joey N
Well-Known Member
Anyone know about this crank I still don’t understand it I can’t find anything on 318’s with a CFD on it
Probably a Dumb 318 Question
- Thread starter Joey N
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junkyardhero
Well-Known Member
probably just a foundry mark.
the # cast or stamped into it is the one you want to use for ID
the # cast or stamped into it is the one you want to use for ID
Joey N
Well-Known Member
Okay I don’t know why I didn’t spin it while I had the pan dropped I’ll try and do that tomorrow
Cast crank. Nothing to see here. LOL still good for a few hundred horse!
Joey N
Well-Known Member
Haha it’ll do I guess
Cast crank if in good shape will handle 98% of the builds planned for 318's out there....
100%! ^^^^^^^^^^^^^
moparmark65
Active Member
I’m using 1966, 273 closed chamber heads. Still reasonably priced, yet a big upgrade! Port them, port intake, mild cam, roller rockers it may surprise you…
Most 318 heads port out pretty decent for a small displacement.
Charlie Servedio got some pretty good numbers for the small port head. Out of the MI-318 closed chambered head (IIRC it’s closed chambered) he found 231 cfm with the stock 1.78/1.50 valves.
CFM X’s 2 = possible potential HP = 462 possible HP.
The still smaller than a 340/360 head port equals higher velocity for a more efficient port. I guess it’s no wonder MoPar sold the ported 302 castings in the catalog boosting a 55hp gain over 360 heads.
Charlie Servedio got some pretty good numbers for the small port head. Out of the MI-318 closed chambered head (IIRC it’s closed chambered) he found 231 cfm with the stock 1.78/1.50 valves.
CFM X’s 2 = possible potential HP = 462 possible HP.
The still smaller than a 340/360 head port equals higher velocity for a more efficient port. I guess it’s no wonder MoPar sold the ported 302 castings in the catalog boosting a 55hp gain over 360 heads.
Joey N
Well-Known Member
Maybe Ill keep the 675 heads currently on the motor and **** around with them and learn how the heads work and use them as learning material
plus they ain't worth much at all
plus they ain't worth much at all
Joey N
Well-Known Member
You are correct I was just thinking of a stroker crank but I don't need to deal with any of that I just need to hurry the F*#k up and get this engine done and in, whilst learning as much as possible.
You are correct I was just thinking of a stroker crank but I don't need to deal with any of that I just need to hurry the F*#k up and get this engine done and in, whilst learning as much as possible.
My Man! Atta-boy. Use what ya got and learn from it.
I started this power search before the internet and was told about the MoPar engines book and there E.T. slotted recipes. I’d change camshafts out about as quick as a kid jumping in puddles on rainy day and take notes. The swap intakes around on the first cam. 12 intakes later multiple sets of heads and 20 something cams later, you get a feel on how crap works and when where and why.
I kept going with multiple sets of headers, carbs, ignitions, etc….
Joey N
Well-Known Member
Thats awesome and I hope to figure it out as well as you have, But Im willing to learn and soak up all the info I can because for the last 3 years Ive been on the forum even before I Made my account just learning and Im glad I can finally get my hands dirty. And maybe even learn to do little head work techniques.
Go to you tube and search the name “Charlie Servedio” who has done two different head casting of the 318 from a basic start to a full porting. You can follow along with his videos and do your best to mimic the work.Thats awesome and I hope to figure it out as well as you have, But Im willing to learn and soak up all the info I can because for the last 3 years Ive been on the forum even before I Made my account just learning and Im glad I can finally get my hands dirty. And maybe even learn to do little head work techniques.
I just posted his video link above. Scroll down and find the first video where he starts on the head.
Search Facebook for “Killer Carbides” for expensive but VERY well worth it buts to whittle away at the ports.
moparmark65
Active Member
Here is one solution for your head issues!! Check it out!!
Dartswinger70
Well-Known Member
Closed chamber heads? sure or the dome piston pick yer poison.
moparmark65
Active Member
You don’t get the quench on dome pistons as With a taller flat piston. Also port velocity is a big thing as well.
There's also a point where you can have too much velocity, people always seem to view it as more the merrier when it comes to velocity, not the restriction (pumping loss hp) that smaller ports, valves, carbs, exhaust etc.. Very high velocities can become.
Funny thing most don't seem to know or care where this line is.
Scody21
Just send it
If you want Coyote type power out of the 318 your best bet would be to build it to the specs of the 70’s T/A race motors, which were 305’s, mopar destroked the 340, but you could do similar with the 318. This would bring the power up to the 4-7+K RPM range, depending on the cam. Not very practical for street driving.
As others said not apples to apples comparison. A more apple to apple would be the Ford 4 cam or Cosworth DFV, with are both 60’s tech, gear driven 32 valve OHC, with 500+ HP from about 3 liters. This is where some of the tech for the coyote stems from. But way out of reach for the average person.
As others said not apples to apples comparison. A more apple to apple would be the Ford 4 cam or Cosworth DFV, with are both 60’s tech, gear driven 32 valve OHC, with 500+ HP from about 3 liters. This is where some of the tech for the coyote stems from. But way out of reach for the average person.
Dartswinger70
Well-Known Member
I knew a feller who used to say "put a big block in it" about everything...
Newbomb Turk
Well-Known Member
Fill the chamber with valves. You have to have a lot of mechanics to open them though.
moparmark65
Active Member
Ok you’re the man!!
Newbomb Turk
Well-Known Member
Nothing to do with being anything. It's a factual statement.
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