I've seen A LOT of posts about making HP with a 318-So why is it so ???
Okay, I''l chime in... As to why a 318, I vintage road race and have a rule book I have to follow: https://svra.com/wp-content/uploads/2013/02/Chrysler_Corp-MoPar_64-66.pdf
For me there is a budget, but part of the considerations are operating costs and rebuild frequency. So while I built this to the SVRA Supplemental Preparation rules linked above (which I authored back in 2006), I adhere to the HSR 6800 RPM rev limit (good for 146MPH with the 3.55:1 rear and 25.5" tall 6.00-15 Goodyear Blue Streaks, or 156MPH with the 7.00-15s at 26.7" tall). Not spinning above 7 means this engine can last for 3-5 seasons with a little care & luck. Also running the 3.55:1 rear (which I cannot take credit for, Josh Skinner installed that when he originally built the car from his \6 daily driver) means my on-track mileage is about 3.2-3.8MPG, and running it on pump 93 octane means fuel is 1/3 the cost of Vs. a Mustang running 4.11:1 gears and race gas (35-40 gallons for me over a race weekend). Then I also spec it to turn closer to 7500 just to make sure it's got a long fuse...
Dart's 318 Built & Tuned by George & Justin Reggio at Maryland Performance Center (Home, Maryland Performance Center; 301-371-8883):
0.050" over '69 318 block with Hughs Engines main stud girdle; Scat 4340 crank, K1 H-beam rods, and forged pistons. Milodon 7 quart road race pan, Canton Accusump, oil cooler, and Oberg canister filter.
Comp Cams Mech Roller:
Lift: 0.630" 0.630"
[email protected]": 254 260
AdvDur(@0.006"): 284/292
LSA: 107
Int Centerline: 102
Lash: 0.022"/0.024".
QFT 750 Circle Track Carb
Edlebrock LD4B intake with 0.5" semi open spacer
Heads:
Ported by Ryan Johnson at Shady Dell Speed Shop in PA "...302" casting number 318 heads with 1.94"/1.60" valves. Flow @ 28" of water with final intake port volume: 136 cc:
LIFT IN / EX
0.100" 66.1 / NA
0.200" 132.8 / 90.4
0.300" 189.9 / 126.2
0.400" 218.4 / 148.8
0.450" 227.9 / 152.9
0.500" 232.8 / 159.8
0.550" 238.0 / 163.9
0.600" 239.1 / 169.8
TTI Early A-Body headers - 3"-in-2.5"-out X-Pipe and small oval case Borla mufflers.
Static Compression 10.25:1 - runs on 93 octane pump gas
Bore 3.960" & Stroke 3.310"
Rod length 6.123"
After the most recent tune-up in November 2014 (swapped out the mufflers), on a Super Flow chassis dyno, peak power was 363Whp @ 6200-6400, Peak torque 347FtLb @ 4300, Max RPM 6800 (it also pulled 425 HP on the pump at 7000 with the open dyno headers during break-in). Runs on premium 93 octane/10% ethanol pump gas.
Okay, I''l chime in... As to why a 318, I vintage road race and have a rule book I have to follow: https://svra.com/wp-content/uploads/2013/02/Chrysler_Corp-MoPar_64-66.pdf
For me there is a budget, but part of the considerations are operating costs and rebuild frequency. So while I built this to the SVRA Supplemental Preparation rules linked above (which I authored back in 2006), I adhere to the HSR 6800 RPM rev limit (good for 146MPH with the 3.55:1 rear and 25.5" tall 6.00-15 Goodyear Blue Streaks, or 156MPH with the 7.00-15s at 26.7" tall). Not spinning above 7 means this engine can last for 3-5 seasons with a little care & luck. Also running the 3.55:1 rear (which I cannot take credit for, Josh Skinner installed that when he originally built the car from his \6 daily driver) means my on-track mileage is about 3.2-3.8MPG, and running it on pump 93 octane means fuel is 1/3 the cost of Vs. a Mustang running 4.11:1 gears and race gas (35-40 gallons for me over a race weekend). Then I also spec it to turn closer to 7500 just to make sure it's got a long fuse...
Dart's 318 Built & Tuned by George & Justin Reggio at Maryland Performance Center (Home, Maryland Performance Center; 301-371-8883):
0.050" over '69 318 block with Hughs Engines main stud girdle; Scat 4340 crank, K1 H-beam rods, and forged pistons. Milodon 7 quart road race pan, Canton Accusump, oil cooler, and Oberg canister filter.
Comp Cams Mech Roller:
Lift: 0.630" 0.630"
[email protected]": 254 260
AdvDur(@0.006"): 284/292
LSA: 107
Int Centerline: 102
Lash: 0.022"/0.024".
QFT 750 Circle Track Carb
Edlebrock LD4B intake with 0.5" semi open spacer
Heads:
Ported by Ryan Johnson at Shady Dell Speed Shop in PA "...302" casting number 318 heads with 1.94"/1.60" valves. Flow @ 28" of water with final intake port volume: 136 cc:
LIFT IN / EX
0.100" 66.1 / NA
0.200" 132.8 / 90.4
0.300" 189.9 / 126.2
0.400" 218.4 / 148.8
0.450" 227.9 / 152.9
0.500" 232.8 / 159.8
0.550" 238.0 / 163.9
0.600" 239.1 / 169.8
TTI Early A-Body headers - 3"-in-2.5"-out X-Pipe and small oval case Borla mufflers.
Static Compression 10.25:1 - runs on 93 octane pump gas
Bore 3.960" & Stroke 3.310"
Rod length 6.123"
After the most recent tune-up in November 2014 (swapped out the mufflers), on a Super Flow chassis dyno, peak power was 363Whp @ 6200-6400, Peak torque 347FtLb @ 4300, Max RPM 6800 (it also pulled 425 HP on the pump at 7000 with the open dyno headers during break-in). Runs on premium 93 octane/10% ethanol pump gas.
