I've seen A LOT of posts about making HP with a 318-So why is it so ???
Ok so first off I'm a little amazed when reading the comments over @ Nick's garage and the Uncle Tony 318 debacle, I'm also a little despondent. As an aside: I am less than an hour away from Nick and that is why I am an observer.
So how much HP do you see the UTG/LOG/NG 318 making even when corrected? (me 255ish)
There are thousands of posts and threads all across the internet concerning the 318 and hopping them up--so why does it seem so hard?
I believe it is because nobody REALLY invests in a 'teener (stock stroke that is) . Why the HECK would they? When I say invest I mean --proper compression/pistons/porting etc...
EVERYONE usually moves to a 340 or a 360 based build--WHY? Because it makes sense.
I understand the budget angle but logic always prevails. Why pay 1-2 thirds more for a 318 specific piston when a 360 piston is available?
I happen to have a 1983 318 block on the floor and may just try and shoot myself in the foot with the following:
I am VERY tempted to make my own YOUTUBE quality video concerning the 318 and yes it will need proper machining and cleaning and some parts will cost actual money. HP goal is more than 250--lol.
What is the bare minimum that everyone wants to see?
What is the maximum everyone wants to see (machining/parts etc..)?
What say you FABO? J.Rob
I haven't read the other post and I haven't seen much from DeFeo. I like him, but I've been reading his tech since I was a teenager and not much seems to have changed...lol. Maybe I will go read that. As far as this topic -
This is similar to building a proper performance 383. It will take more investment to "make it right". You have to spend to get the results, and there's a perceived expectation of a lower return on investment with the "smaller" engines. I've said since I was 18 that a 318 is only a 340 with poor heads. I broke a ring land on my 340, in a day had the top end and camshaft in a factory built, high mileage 318, and went a won the race the following night. There was very little difference, and that was when I was ignorant of much of the basic physics and knowledge of how an engine works. I know the car was slightly slower. But not so "off" that the general public had a clue what I had done, and by today's standards I broke every rule there is to make it run.
My next comments assume a competent machinist using good equipment because I've seen some real **** attempts at building 318s specifically...
Using 318-sized heads you can get past 1hp/ci just with some decent head work (not porting - but the 5 angle valve job and 1.88/1.65 valves) and a performance piston and HFT camshaft. Using the 360 LA heads or a set of Magnum heads accepting the limits on higher lifts, IMO are better choices for any more power than that - spend money on bigger ports, and use a piston that gets the compression where you want it doing so.
It's an air pump. Make its work easier, give it more air and fuel, and it will respond with more at the crank. I'm sure you (RAMM) can get whatever level you want. Personally I know what most levels of performance will take. I would suggest rather than you targeting a budget figure, you do the exact same work and parts purchasing you would do for a 340 build.
Restrictions are the following: No aftermarket heads of any material. Any OEM style head. No roller cam of any type - even if the block is cast for them. Must run on pump gas, develop a minimum of 12" of vacuum at idle, and idle under 1k rpm.
I think that puts it on par with most average 340/360 builds for street or mixed use cars and trucks.
