The trap of the industrial / motorhome 318-3

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Bought a 440 out of an Imperial a long time ago, that had pads over the bellhousing area. Looked like it should've been for a marine application, but got stuffed into a streeter. Sonic test it and found it to be .250 thick in the cylinders.
 
Ok, a customer just gotten a 69 318-3 motor with the raised water pump cast-iron timing covers.....can you put car heads,intakes, oil pan & timing cover on them and go?
 
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caferacerx said:
yup, I got one of them 318-3 premium engines in my 66 Barracuda, runs great bone stock 2 bbl,
a couple more things that are different about them are
1: the pistons are 1.658 compression height, instead of 1.741
2: the heads are only 57cc
3: they came stock with a double roller timing chain
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57CC heads!!! Isn't that one of the lowest CCed heads on any small block Mopar?? My '69 318 Barracuda had 69CC heads....and that's pretty low. If you plug off the water jacket and used them on a 318 or 273 you'd have some pretty high compression, especially with the old high compression height pistons of the late 60s. My 318 was like 9.1:1 from the factory with 69 CC heads.
Very Interesting?????:steering:

treblig
 
chrysler's been doing the heavy duty truck engine with a water crossover for years . back to early hemis in the trucks . chryslers in dodge script .
 
moparlee said:
Ok, a customer just gotten a 69 318-3 motor with the raised water pump cast-iron timing covers.....can you put car heads,intakes, oil pan & timing cover on them and go?
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Yes you can, BUT by using "car heads" on it you'll have about 6.5 to 1 compression.
 
Treblig said:
57CC heads!!! Isn't that one of the lowest CCed heads on any small block Mopar?? My '69 318 Barracuda had 69CC heads....and that's pretty low. If you plug off the water jacket and used them on a 318 or 273 you'd have some pretty high compression, especially with the old high compression height pistons of the late 60s. My 318 was like 9.1:1 from the factory with 69 CC heads.
Very Interesting?????:steering:

treblig
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So....I can use those heads block water port in center and go?
 
moparlee said:
So....I can use those heads block water port in center and go?
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I honestly don't know if it's that simple. In previous posts in the thread they say it is. I do know for a fact that 302 heads are usually 69ccs, that's why I swapped them on my '69 Barracuda (318, 69cc heads). I also know that my factory 318 had 9.1:1 CR. What I was saying is that if those heads are 57cc...that's pretty good for a small block head. As far as the water ports, I was saying that all you should have to do is block them off and then use them but I don't know if there are any other issues besides the water jacket?? Maybe someone else will know>>

treblig
 
I am not sure either but am going to find out, my brother has one of those 318's out of a motorhome and wants to use those heads on late 70's 318.
 
1wild&crazyguy said:
these are the 234 heads I've mentioned before that a lot of people on here didn't believe existed wiith the blind exhaust ports, *no more flow loss due to the exh cross over*

A '67 only head.

And you can block the water cross over...
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20191103_163836.jpg
 
1wild&crazyguy said:
I used the same thin metal and rtv method I use when I block it as an exh port instead of water. Worked great, those are thee best factory 318 heads imo. I say that because in reality an open chamber head will flow more modified the same as a closed chamer and the exhaust ports are blind...now you don't have one weak exh port per head.
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20191103_163836.jpg
 
Those low compression height truck pistons may be able to be used on a turned down 360 crank for a cheap stroker in a 318. The standard 318 pistons are only .040 proud of the deck using a 3.58 360 crank? Someone do the math for me, I'm on my phone....iirc the 65 closed chamber 273 heads were blueprint 57cc..?
 
pishta said:
Those low compression height truck pistons may be able to be used on a turned down 360 crank for a cheap stroker in a 318. The standard 318 pistons are only .040 proud of the deck using a 3.58 360 crank? Someone do the math for me, I'm on my phone....iirc the 65 closed chamber 273 heads were blueprint 57cc..?
Click to expand...
If these heads were used I wonder what potential or flows numbers they could make after professional porting etc ????
 
small ports big air speed down low for great torque , run out of air up top , no legs . you need a long runner dual plane intake on those .
 
I ran a 318-3 in my dart for years. I had to change the oil pan, front cover, water pump, and damper. I kept the water cooled two barrel which worked great by the way, much better on hot days. Mine had a cast crank
 
Bringing an old thread back to life, but here goes! Got into on what appears to be a 1974 360 industrial engine that looks like it came from a COE or LCF truck. Has an oil pan like a car except it holds eight quarts and has an oil temperature sending unit and a drain back for an oil cooler. Cylinder heads have 18mm seat plugs with a reduced spark plug angle. 3 stamping on block, indicative of special rods and pistons from the LA identification page. Balancer with scallops and drilling instead of the offset weight inside and 30 degrees of BTDC marked on it. Double roller timing chain. I took some pictures but will get some more. It has an industrial cylinder head with 318 sized ports but appears to have been equipped with exhaust crossover. The casting numbers on the cylinder heads are 13151857, ad they have a temperature sender in the rear of the head as well as one in the front on the intake. It was equipped with an automatic transmission. VIN numbers stamped on the block below the K80 360are 026240.
The other 1974 360 we have to tear down is from a school bus, according to the information on the build tag and the remains of a governor that's adapted from a cable operated cruise control setup. It's also an automatic, and it has 974 heads with heavy duty exhaust rotators and blue intake and orange exhaust paint coded valve springs (same as the 857 heads).
The third one, while not industrial, was really cool to begin tear down on. 1971 HP 360. We suspect it to be a police car engine. Flat top pistons with no valve reliefs .060 from the deck at TDC. 915F casting J heads (1.88/1.60) and a 1971 340 four barrel type intake manifold. I'll get casting numbers to compare it to the 1971 340 intake, but I'm certain they're identical. All three engines are still as they left the factory. The industrial engine has so few miles and so little wear on it that we are going to re-gasket it, change to a regular truck type oil pan, and add a performer 318/360 intake with a ThermoQuad and a ready to run MSD type distributor "one wire fire" ignition. From there, it's going into a truck to use.
 
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Garrett Ellison said:
Bringing an old thread back to life, but here goes! Got into on what appears to be a 1974 360 industrial engine that looks like it came from a COE or LCF truck. Has an oil pan like a car except it holds eight quarts and has an oil temperature sending unit and a drain back for an oil cooler. Cylinder heads have 18mm seat plugs with a reduced spark plug angle. 3 stamping on block, indicative of special rods and pistons from the LA identification page. Balancer with scallops and drilling instead of the offset weight inside and 30 degrees of BTDC marked on it. Double roller timing chain. I took some pictures but will get some more. It has an industrial cylinder head with 318 sized ports but appears to have been equipped with exhaust crossover. The casting numbers on the cylinder heads are 13151857, ad they have a temperature sender in the rear of the head as well as one in the front on the intake. It was equipped with an automatic transmission. VIN numbers stamped on the block below the K80 360are 026240.
The other 1974 360 we have to tear down is from a school bus, according to the information on the build tag and the remains of a governor that's adapted from a cable operated cruise control setup. It's also an automatic, and it has 974 heads with heavy duty exhaust rotators and blue intake and orange exhaust paint coded valve springs (same as the 857 heads).
The third one, while not industrial, was really cool to begin tear down on. 1971 HP 360. We suspect it to be a police car engine. Flat top pistons with no valve reliefs .060 from the deck at TDC. 915F casting J heads (1.88/1.60) and a 1971 340 four barrel type intake manifold. I'll get casting numbers to compare it to the 1971 340 intake, but I'm certain they're identical. All three engines are still as they left the factory. The industrial engine has so few miles and so little wear on it that we are going to re-gasket it, change to a regular truck type oil pan, and add a performer 318/360 intake with a ThermoQuad and a ready to run MSD type distributor "one wire fire" ignition. From there, it's going into a truck to use.
Click to expand...
Good ole Mopar parts all keepers
 
Garrett Ellison said:
Bringing an old thread back to life, but here goes! Got into on what appears to be a 1974 360 industrial engine that looks like it came from a COE or LCF truck. Has an oil pan like a car except it holds eight quarts and has an oil temperature sending unit and a drain back for an oil cooler. Cylinder heads have 18mm seat plugs with a reduced spark plug angle. 3 stamping on block, indicative of special rods and pistons from the LA identification page. Balancer with scallops and drilling instead of the offset weight inside and 30 degrees of BTDC marked on it. Double roller timing chain. I took some pictures but will get some more. It has an industrial cylinder head with 318 sized ports but appears to have been equipped with exhaust crossover. The casting numbers on the cylinder heads are 13151857, ad they have a temperature sender in the rear of the head as well as one in the front on the intake. It was equipped with an automatic transmission. VIN numbers stamped on the block below the K80 360are 026240.
The other 1974 360 we have to tear down is from a school bus, according to the information on the build tag and the remains of a governor that's adapted from a cable operated cruise control setup. It's also an automatic, and it has 974 heads with heavy duty exhaust rotators and blue intake and orange exhaust paint coded valve springs (same as the 857 heads).
The third one, while not industrial, was really cool to begin tear down on. 1971 HP 360. We suspect it to be a police car engine. Flat top pistons with no valve reliefs .060 from the deck at TDC. 915F casting J heads (1.88/1.60) and a 1971 340 four barrel type intake manifold. I'll get casting numbers to compare it to the 1971 340 intake, but I'm certain they're identical. All three engines are still as they left the factory. The industrial engine has so few miles and so little wear on it that we are going to re-gasket it, change to a regular truck type oil pan, and add a performer 318/360 intake with a ThermoQuad and a ready to run MSD type distributor "one wire fire" ignition. From there, it's going into a truck to use.
Click to expand...

That "cruise control" was likely a manual throttle whick allowed the driver to rev the engine to warm up the bus faster.
 
It had some separate linkage for that, this contraption had the speedometer cables hooked up to it.
 
It looks like the standard cruise control unit that had an in and out for the speedo cable. We did keep it with the intake with Holley two barrel and the kick down and everything associated with it., so I’ll get some pics of it’s all still together. He has some demand for the cruise control units.
 
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