Dukeboy_318
I have used 2.02 valves in a 318 without a bore notch. What valves did they use? 2.02/1.60 using MILDON Valves. The article states the reason for the notching, these are Hotrod's words, not mine. "Since as part of the valvejob the chambers were cut concentric to the valve out to near the line of a Fel-Pro gasket. This makes the chamber quite a bit wider than the 318’s stock 3.91-inch bore in the area adjacent to the valve. To address this, the bores were chamfered (notched) to minimize shrouding by the shelf left where the chamber meets the bore."
There is also enough cfm on a stock 360 head for 400 hp. (IF the head, LA or Magnum is ready to run) Redrilling Magnum heads for an LA intake is the rags call. Why? I don’t know. There is the Mopar M1 dual plane, M1 single plane, Edelbrock RPM and (a couple of) Indy intakes to purchase outright new or used. IMO, drilling for the LA is generally pointless unless there is a want to use a particular intake not offered in the Magnums vertical attachment method. Like the 6 pack or antique dual plane dual quad (Edelbrock) or the split single plane dual quad from Weiand. It is said in the article that they had a Performer RPM for an LA small block sitting around and chose to use it rather than order new. As for their head choice, no reason was given outside of using 302 castings for cores.
Is that, OMG!, I just saved you $1500 on porting, $1200-$1500 on bore notching, it is sure looking good!
A route I’d rather take for ether engine would be ether the iron EQ heads like what RAMM used or a set of Edelbrocks on top. The cost of rebuilding iron heads, which really anybody faces with untouched old iron, is not the best/cost effective way of getting there, (though location and machinists cost vary widely) though cheaper, the ceiling performance is limited.
HP per dollar spent is IMO directly related to the parts used (there condition, new or in need of being rebuilt or modified for use) and the cubic inch displacement. So no matter the engine used, less power is always generated from the smaller engine. No argument there. In the 318’s case, less power is in the form of low end torque. Not maximum rpm hp. Though I don’t think it will equal the hp of a larger engine.
Mopar’s 360/380hp create engine normally dynos over 400 hp with the stock magnum heads correct? This should show that there is enough flow in the head for 360 cubes for the 400+ hp mark easy enough. That would also allow it for the 318. Which would show more ceiling potential than the 360, cube for cube. Not in totality.
Again, the only thing more expensive on building a 318 is the pistons.
But I did wonder what people pay for internal and/or external balancing costs! The difference in dampers.
Don’t always Believe what the rags show as the only way to skin a cat. Or there costs. Sometimes following a magazine engine build is an insane move.
