air or fuel, what am i running out of

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OP: What fuel pump do you have?

BTW, 130 psi cranking pressure computes out just fine at 1000' elevation and an assumed 9:1 static CR. (I dunno what pistons you have so I can only guess.)
 
oe pistons, junkyard motor,low miles still had cross hatching, no lip at top of bore.1700 ft elevation factory fuel pump
 
Yes I hear you...though he says he ported them and opened them up ;)
Maybe not enough gear!
My 2 cents worth. How much does the car weigh and what rear gear. Those hi way gears are ok in low gear, but just gets harder to get it to rev in the higer gears, especially if u weigh in over 3200 lbs
 
just googled elevation, 2600 ft. 355s ,72 demon. on the 6000 in 1st, it was still pulling, not sure how high it wouldve went, but this was my 2nd 360 in a 10 day period and im tired of swappin engines in my backyard, so i figured that was high enough
 
If it feels like it "hit a wall" as you describe and it's a sudden drop in power it's more likely a fuel or spark issue. If it feels more like the engine just gradually pushes less and less as you rev it higher then you're probably running out of airflow.

If it's possible maybe try letting off the gas for a second as you're winding it out in 2nd gear say around 4500 RPM, then get back on it hard and see if it pulls any differently. If it does feel different (wants to pull to higher revs) then there's a fuel issue somewhere.
 
well i feel a little stupid but happy. i hooked up vac advance and put on a 1'' 4 hole spacer, 1st and 2nd gear i pulled to 6400, she pulls good compared to the 318 that was in there with same cam and heads, way more civilized. dont know why i waited so long to swap over.
 
Easily suggests simple bowl work and port matching. Extensive would be an accurate description of what is required to reach your numbers.

You even stated in your earlier posts that

I must have missed the sarcasm in the post you made below....




I was just wondering how you easily get 265cfm out of the intake side when others show the extensive port work required to hit 245cfm?

Shadydell is a good example. Shady Dell Speed Shop His numbers seem more inline with the reality I've seen first hand. The links pictures show it's not easily done also.


Your input on 302 heads sure seems to change in the different posts you've made. How is this any help for the OP??? Your advise is all over the place.

Because they suck.
 
Glad you got it sorted.

I'm a little late to the party here I guess, I think perhaps some people are getting confused since this thread has made mention of both "302" cylinder heads and "308" cylinder heads.

The general consensus is. 302 aren't the best, but offer a much needed compression bump for 318 engines.

correct me if i'm wrong, but 308 heads have the later style magnum exhaust shape and the original "J" head style large port inlet. These are considered to be the most desirable of the factory cylinder heads for LA engines.

realistically, even the most port-restricted 360 should be able to pull 6000 RPM in SECOND gear if in an optimal state of tune, as should a stock 225 slant 6 2bbl!

I was going to suggest to get an Air-Fuel gauge and plumb in an oxygen sensor to your exhaust, this is always a handy tool for tuning and diagnosis and can be swapped between cars with relative ease.
 
i will probably run the 308s eventually. as of now im done for the year, insurance runs out tomorrow and a snowfall warning. winter is coming!
 
901 springs are borderline for that cam. They recommend a double spring for it. I wonder if this could be part of the problem.
I am running 901 springs in my 340 with the 508 mopar purple cam and have tacked out at 7000 in 1st with no problems, so your springs, IMO, should be fine.
 
well i feel a little stupid but happy. i hooked up vac advance and put on a 1'' 4 hole spacer, 1st and 2nd gear i pulled to 6400, she pulls good compared to the 318 that was in there with same cam and heads, way more civilized. dont know why i waited so long to swap over.
Well that is good! What inspired you to try the spacer? I'll have to confess, that would have been waaay down on my list...
 
to be honest i was just wondering if i would feel a little more low end torque, which i did but it pulls good all the way through. iwas looking at the 1'' open one i have also, i'll try that next spring when the snow disappears. i wish i lived somewhere with a little shorter winter!
 
to be honest i was just wondering if i would feel a little more low end torque, which i did but it pulls good all the way through. iwas looking at the 1'' open one i have also, i'll try that next spring when the snow disappears. i wish i lived somewhere with a little shorter winter!
 
I had an old 318 with170k miles on it I put in my dart just so I could ln drive it. Stock 78 short block, untouched except for a new oil pump and old 20 yr old crane fireball cam. Added some old Engle valve springs, single 28th dampers. Stock 69 340 intake and Holley 600 28th choke removed and k&n stub stack and Headers. 4 speed and 3.91 sure grip. Very reliable and strong. Added 1 inch 4 hole spacer and noticed BIG seat of the pants difference.
 
had no problem spinning to 6700 in 2nd in 318, same cam and springs and cam. never knew about double spring recommendation, i thought 901s were good to about 490 lift. definitely full throttle
I am running a .508 Purple Cam with 901 single springs and I have tacked out at 7200 and did not and have not had any problems...
 
I am running a .508 Purple Cam with 901 single springs and I have tacked out at 7200 and did not and have not had any problems...


If it's the .508 hydraulic, you need to get your tach checked. Ain't no way you get 7k plus with squish lifters. Unless you spent an assload on lifters.
 
Seems like a lot indeed... but I used to rev to 8k+ all day long with hydraulics in a Opel cam-in-head engine. Presumably it is the lower weight of the smaller valves and no pushrods....and better back-in-the-day lifter quality. My 351C went up to about 7k with hydraulics.... with the 1.73 rocker ratio and run-of-the-mill dual springs, with stock rockers and pushrod; lifters were smaller (so lighter) and the cam profile was slow.

I have to wonder what effect the lower valve weight in the smaller 318 valves would have on the upper rev limit?
 
not sure, may make a difference, my 302s have 1.60 exhaust valves and heavy duty rockers and pushrods from mancini. i did punch 2 p rods through the rockers on an over exuberant burnout one day though, that was the day i discovered my 318 could buzz past 7000!
 
ya, once

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