I'm not arguing with you... i owna 318 cause it's what i could find
I don't LOVE them.. i also don't get the hardon guys have for 340s.. i will be using a 360 when i find the right one. Just .090 less bore doesn't bug me much..
What do you think about this 318 guys.
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I don't LOVE them.. i also don't get the hardon guys have for 340s.. i will be using a 360 when i find the right one. Just .090 less bore doesn't bug me much..
You must be under the spell of Uncle Tony, he worked his 318 voodoo on you lolI'm not arguing with you... i owna 318 cause it's what i could find
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You went to the darksidehaha not at all.. i hated 318s my entire life.. BUT.. my current car had a trashed poly and i wanted something i could throw in to get it drving and a cheap 318 fits the bill
must find this 318 vs 340/360 vs 408 funny when a big block got them all covered. A big battle of 3 engines with relatively similar sizes bores.
You went to the darkside
You are correct.. and it's all in fun
i have had like 30 big block cars but never a small block.... i wish i had gone BB now but that would be boring and i also wanted to keep my pushbutton trans.. I'm only looking for 400hp.. won't be a problemI don't know if I already gave you this but here's some 318 related articles there 3 400 hp buildsYou are correct.. and it's all in fun
Is Just like any other engine, heads is the main thing, then cam cr intake exhaust etc... It's about 12% smaller than a 360 so needs about 12% more rpm and stall and gear to a similar 360.I have actually read quite a few of those
I have actually read quite a few of those
Don't get mad. Get even! If the magazines can make 400 horse with Magnum heads and a 4 barrel you should be able to do it with your pile of good parts.
You don't know me.. with trickflows and a roller cam i'm shooting for a solid 375
i'm not greedy
Dartswinger70
Well-Known Member
Honestly I don't hate 318's either I just know how far I'd take one and I think I said somewhere I had one an early 70s LA stock everything except Headers summit cam K 6901 I think is the part number and a 600 Holley. Now the only other thing I'd do is heads and I would also like a more positive deck height piston maybe I'd go .030 over or whatever piston I could get but I'd stop there if I needed more I'd go 360. The 70's 360 is a low comp smog motor but at least you get the bigger port heads in your initial investment. The 318 may be all that is left but I dont prefer the rewriting of history people saying they are just as good as etc. they always lack in the top end and its the port size in the heads. my 318 ,leveled out power wise at 5000 RPM after that it was making noise alot of noise with 2.5 inch exhaust. yeah people said it sounded good but...that's what I tell people it will sound good it will do a burnout but higher RPM isn't a stock 318's forte... thats where you need to do some internal engine mods. I also don't suspect anyone is running 318 heads on any of these "race 318s" LOL! what should be out there as a "kit" is and correct me if I'm wrong because this stuff may be available ...a 340 style positive deck domed piston kit for a 318 block, or a flat top zero deck with fly cuts pistons etc I would do that with a 318 with the aftermarket heads...but the 318 is limited with what can be done it can only be bored so much etc. I don't really think 3.91 is a big issue its just what parts are available for piston kits, sroker kits etc. and of course cost effectiveness what you pay for how much power in return. I know I tend to overthink these things...
what should be out there as a "kit" is and correct me if I'm wrong because this stuff may be available ...a 340 style positive deck domed piston kit for a 318 block, or a flat top zero deck with fly cuts pistons etc I would do that with a 318 with the aftermarket heads...but the 318 is limited with what can be done it can only be bored so much etc. I don't really think 3.91 is a big issue its just what parts are available for piston kits, sroker kits etc. and of course cost effectiveness what you pay for how much power in return. I know I tend to overthink these things...
Rat Bastid
Dunamis Metron
I don't get why 4" bore is some magical number.. a 318 can be 3.970 and i believe 4 if sonic checked and you like cracked walls
Nothing to do with magic. A 4.100 bore is FAR better than a 4.00 bore just like a 4.185 bore is FAR better than a 4.100 bore.
The bigger bore man’s you can run a bigger valve. As long as you have the port to feed it you’re golden.
And if you don’t use a bigger valve you unshroud the valve you have.
And a bigger bore makes more power.
Simple as that.
Rat Bastid
Dunamis Metron
Would be the smartest way
Most seem to have some vague goals when building an engine, you seem to have a clear purpose.
SEE! Now that's an answer!! I hadn't even considered valve shrouding and i should have since i knew that
Rat Bastid
Dunamis Metron
And piston area. Do a search for the acronym PLAN and study that.
I have a LA stock 360 crank here at 26301 WV I will give you, its already .010/.010"
MOPAROFFICIAL
Oogliboogli
@Rat Bastid
I agree on the larger bore comment and unshrouting of that valve and or running a bigger valve.
I agree on the larger bore comment and unshrouting of that valve and or running a bigger valve.
polish that another .002 and use standard bearings if you are going racing... Loose is speed!
It does make little sense to build less than the biggest bore available. 340 if cheap and plentiful would be obvious choice but since it ain't 360 makes the most sense, but really for the power levels most are shooting for a 318 bore can do it even a 273 could handle 400+hp should you?
It's a bit of a sacrifice but obviously a 3.91-3.97+ bore can make power but that's up to owner if that an acceptable sacrifice for really little reason to do it over a 360? But then again if you want bore size the 4.25-4.34 of 383/400/440 is readily available and people choose the 4in over them high percentage of the time
It's a bit of a sacrifice but obviously a 3.91-3.97+ bore can make power but that's up to owner if that an acceptable sacrifice for really little reason to do it over a 360? But then again if you want bore size the 4.25-4.34 of 383/400/440 is readily available and people choose the 4in over them high percentage of the time
Rat already gave the proper answer why .090 mattersIt does make little sense to build less than the biggest bore available. 340 if cheap and plentiful would be obvious choice but since it ain't 360 makes the most sense, but really for the power levels most are shooting for a 318 bore can do it even a 273 could handle 400+hp should you?
It's a bit of a sacrifice but obviously a 3.91-3.97+ bore can make power but that's up to owner if that an acceptable sacrifice for really little reason to do it over a 360? But then again if you want bore size the 4.25-4.34 of 383/400/440 is readily available and people choose the 4in over them high percentage of the time
(i am figuring he had to explain it to his girlfriends at some point also....)
Sell that sucker for 100.00-150.00 easy. Had to change that.
Rat Bastid
Dunamis Metron
Rat already gave the proper answer why .090 matters
Damn right!!! Every .090 counts in my book. That’s what I tell the wife too.
It even has the pilot bushing for a 4-speed, not that you need it.
Don M
Member
An internal combustion engine is an air pump. The more air you pump the more torque you produce. Horsepower is a measurement of torque production over time. If Ma Mopar had thrown the same parts that made the 340 so great at the 318 it to would have been praised as well. Why do you think the Z-28 and Boss 302 weren't 350cid? SCCA rules at that time said engines used in the Trans-Am series had to start as production engines displacing 305cid or less. At that time all Chrysler Corp. was interested in doing was racing in a straight line. By the time Chrysler Corp was interested in Trans-Am the engine didn't have to start at or below 305cid. due to rule changes. I for one would like to build a 318 with stock unmodified 340cid heads, a solid lifter cam with specs close to the 302's from Chevy and Ford and stock 340 intake-carb and exhaust manifolds. Then dyno it and compare output numbers considering the 16cid difference.
Rant over, thanks for listening .
Rant over, thanks for listening .
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