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

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George Jets said:
Go "Gold" and help support the site. Easy to do, then you get the Large inbox.
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Does that cover 9 identities or just one? Can you get like a license agreement for bulk ID's?
 
I wonder if he has a program that generates random aliases so he doesn't have to sit there for days coming up with new handles.
 
I wonder how old some of these guys are, joking about "old men" and saying everyone is "triggered", man what a society of pansy asses. It just go's to show they don't know what mad really is and they have grown accustom to living in the "no consequences for your actions" generation. Well they do give trophies for participation so maybe that's where some of this comes from. :)
 
Hysteric said:
Umm.....I'm still on my first......I don't need sock puppets because I don't get triggered.

Do you and your 9 identities ever talk to each other like one big echo chamber? In Psychiatric circles that's called that Schizophrenia............

Maybe its just the other identities that you live in your head that are getting Triggered every time some one mentions 220+ cfm and 302 heads in the same sentence?
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I keep them around for emergencies and to make you sleep.
 
MOPAROFFICIAL said:
Valves that were designed for loads of 80/220 lbs seat/open. Makes since...
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Hate to break it to you, but this 318 won't be any valve killer.. you obviously missed that, but I guess it's all about having more sour grapes to share around right?
Also, don't go changing peoples posts when you quote them, because when you do that, well, you're not actually quoting them anymore and it's the sort of childish behavior reserved for peanuts in the NP forum.. Don't bring it here..
 
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Bakerlite said:
I would use the most common 318 casting on a 318 build in this particular situation.. Mainly because that's what it had when it rolled off the production line.
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I've seen more #163 casting heads on 318s than any other. Don't look like very good ones either.
I ain't the expert but if you restrict the parameters of the build to "heads that came stock at some point on a 318 LA during the years it was produced" /
Meaning NO 340 heads, NO 360 heads, NO aftermarket heads allowed/ I like the looks of the 302s better than the 163s ... I have heard the praises of (I think they are 920s(?) From the late 60s/, though I haven't seen a set of them in like, forever.... and can't remember what it's chambers looked like. And as low buck as can be....
meaning basic home porting allowed, and standard "down the street" "around the corner" small town America type, machine shop-grade work, would be allowed to finish them up ... No shady dell, no Dick Landy or Herb McCandless or Petty hi tech, high dollar stuff allowed... Though, a before (stone stock) and after flow bench comparison would be welcome.... Measuring head flow, doesn't change parameters in and of itself.
But, it would be nice to know if that small town, typical gearhead/car enthusiast grade of porting and machine work, actually helps or hurts performance. The original parameters were to get the power from STOCK parts, right?
So, let's see a fresh, genuinely stock engine, thoroughly blueprinted, tuned as best as can be tuned (hey, things like stock advance curves were all over the map over the years and several versions of the BBD etc) and let her rip.
Cop motor heads, cam, etc THAT WERE USED IN A 318 from the factory during it's run, are fair game.
 
volaredon said:
I've seen more #163 casting heads on 318s than any other. Don't look like very good ones either.
I ain't the expert but if you restrict the parameters of the build to "heads that came stock at some point on a 318 LA during the years it was produced" /
Meaning NO 340 heads, NO 360 heads, NO aftermarket heads allowed/ I like the looks of the 302s better than the 163s ... I have heard the praises of (I think they are 920s(?) From the late 60s/, though I haven't seen a set of them in like, forever.... and can't remember what it's chambers looked like. And as low buck as can be....
meaning basic home porting allowed, and standard "down the street" "around the corner" small town America type, machine shop-grade work, would be allowed to finish them up ... No shady dell, no Dick Landy or Herb McCandless or Petty hi tech, high dollar stuff allowed... Though, a before (stone stock) and after flow bench comparison would be welcome.... Measuring head flow, doesn't change parameters in and of itself.
But, it would be nice to know if that small town, typical gearhead/car enthusiast grade of porting and machine work, actually helps or hurts performance. The original parameters were to get the power from STOCK parts, right?
So, let's see a fresh, genuinely stock engine, thoroughly blueprinted, tuned as best as can be tuned (hey, things like stock advance curves were all over the map over the years and several versions of the BBD etc) and let her rip.
Cop motor heads, cam, etc THAT WERE USED IN A 318 from the factory during it's run, are fair game.
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and that's where the project, like this thread, jumped the shark.

UTG and suspects immediately moved the goal posts after initial statements and went right to offset grinding the crank, regrinding the cam, pro porting the heads, thousand dollar pistons, and aftermarket valves.

let's see what an honest 318 will do. basic rebore and machine work, blue printed with factory parts.

I'd bet that the result would surprise quite a few people in regards to overall cost to power made.

but this whole charade? entertainment value for clicks.
 
lead69 said:
I wonder how old some of these guys are, joking about "old men" and saying everyone is "triggered"
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well, if you extrapolate the phrasing and pejorative words used, supplant that with some of the time frames given as examples-- I did all that **** in the 80's-- and then add in the types of insults used and weigh that against the grammar and spelling consistencies...

I'd say late 50's to early/mid 60's
 
junkyardhero said:
and that's where the project, like this thread, jumped the shark.

UTG and suspects immediately moved the goal posts after initial statements and went right to offset grinding the crank, regrinding the cam, pro porting the heads, thousand dollar pistons, and aftermarket valves.

let's see what an honest 318 will do. basic rebore and machine work, blue printed with factory parts.

I'd bet that the result would surprise quite a few people in regards to overall cost to power made.

but this whole charade? entertainment value for clicks.
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Looks like they are just going to use the 360 valves now, maybe some of those posts won't be getting moved after all.
 
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The stock 1969 318 2bbl engine with the factory 2 bbl dual plane intake is the one to build.

230 horse power with 9.2:1 cr.

Upgrade to a larger more carburation 2 bbl carb, and upgrade to the mopar 340 cam, stock open chamber head in '69.

Intake, heads, and exhaust manifolds are all flow matched right from the factory.

300 hp is within reach on this stock engine, without any custom machining.

__________

With additional custom machining, 302 heads and 2 1/2" exhaust off the manifolds 300+ hp.

Let the games begin.

Screenshot_20221221-193345_Gallery.jpg
 
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Hysteric said:
I always find it interesting when people have an emotional response to any appeal to logic.
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Meanwhile having an emotional response yourself. Why did you start the thread and share the yt video. You must have been really excited about it ...or is it just more of the same old chest pounding..over someone elses accomplishments none the less. Reality is... they be best for a 273 cid in the 1.78/1.5 ported form.. Best head for it actually. They be okay for a 318 in the same form ..1.78/1.50 ported.. but not for max power, that's when you use a bigger port.
Flaws..
Using the late rods over the early rods.
WASTING TIME on working either one 'aside from resize & bolts'.
Using 302 heads modified to 147cc when they could have used a bone stock magnum head @150cc blended and used the same cheap nail head LS valves..or not.
Wasting time flowing the stock carb, that info is readily available meanwhile NOT flowing the 273/318 port size 4brl intake '140s cfm' early on to get an idea of how much 318/partwise will actually be used and not keep moving the goalpost.
Wanna hear something funny though..Tony is already shitting about it..so I'm hearing through the grapevine.. about how the heads are 302 and not the older ones, the LS valves, all that. Because it's not "every guy can do it" tech, its thousands of dollars we're talking, for 80% watching. Why would anyone brag on that. Big whoop.
This became a build revolving around a crummy pair of smog heads that the guy porting them kinda seems to have just wondered off from the build. It's not just about a small port.... the small valve is a large part of that personality/velocity that people drool over. This could have been easy... stay 1.78/1.5, ported 220 cfm..use 3 diff intakes , worked stock iron 2 and 4 'for fun' then a performer '318 window'... then a street dominator '318 window'... then either do the rom port mismatch or yank the heads for a 360 port match and use it. Cam, old fast rate Hughes or do the roller 'easy power but not cheap or for everyone, even today'. 318 hp is not a challenging goal, seriously.. but it's a goal and to be able to nail it the 1st time, not over shoot it, but know and nail it within a couple hp... now that to me would tell me you actually know something. Pretty funny really...funnier is the crossroad, the one between..power or chasing swirl and gas milage. How much laminar is that showing when the toilet swirl goes negative ehh.. point is.. One road will take you to passenger cars like the ones being sold today...The other road ends at top fuel and space rockets n **** like that.
 
This is really the intake manifold they need to used on their 302 headed 318 final build using mopar parts.

These made for mopar dual plane aluminum intake manifolds even have Chrysler part numbers on them.

Proper runner sizes to match up to the 318 cylinder heads, for the smooth port flow and port speed.

20230104_220806.jpg


20230104_220126.jpg


Definitely going to need more carburation than the stock 2 bbl that was original In 1969.

20230104_220655.jpg


More like this mopar larger cfm 2 bbl carb to make the power.

20230104_220306.jpg
 
George Jets said:
This is really the intake manifold they need to used on their 302 headed 318 final build using mopar parts.

These made for mopar dual plane aluminum intake manifolds even have Chrysler part numbers on them.

Proper runner sizes to match up to the 318 cylinder heads, for the smooth port flow and port speed.

View attachment 1716030680

View attachment 1716030681

Definitely going to need more carburation than the stock 2 bbl that was original In 1969.

View attachment 1716030682

More like this mopar larger cfm 2 bbl carb to make the power.

View attachment 1716030684
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That's some ugly stuff you got going on there. lol
 
MOPAROFFICIAL said:
Meanwhile having an emotional response yourself. Why did you start the thread and share the yt video. You must have been really excited about it ...or is it just more of the same old chest pounding..over someone elses accomplishments none the less. Reality is... they be best for a 273 cid in the 1.78/1.5 ported form.. Best head for it actually. They be okay for a 318 in the same form ..1.78/1.50 ported.. but not for max power, that's when you use a bigger port.
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These guys didn't need a bigger port:http://wright-here.net/files/articles/phr_1109_sbo/phr_1109_sbo_ocr.pdf

They made 1.37 HP per cube with only 195 cfm peak flow. They made 2.2 HP per cfm just so you know that's 430 ft ponds of torque and 435 Hp

"The intake port is way smaller than the original. , think the factory was 152 cc and now it's down to 145 and it's much higher. It's got a small cross section of 1.91square inches." Final flow numbers ended up around 195 cfm on the intake and 170 on the exhaust. Though not huge peak flow numbers. he claims they were almost at those numbers by .200-inch lift. Just perfect for limited camshaft and rpm range applications."

That 145 cc port has no problem making power..............Seems to be a Mopar thing because I can get a Holden 308 with smaller valves than a 318 starts with that will go mid to high 11's in a street car that the engine builder says is an everyday driver.

Qwkmopardan is another example of what you would call under headed for the cubes (410) but somehow makes enough power to run 9.6's. In some peoples brains that same head is needed on a 318 to make power.........

I could put up many other examples.......
 
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