300hp to the wheels 318

Will it make 300whp?

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    34
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Here are the specs on my 318. I did not build it.

- 318 w/ RPM Performer manifold, Holley 750 double pumper
- Lunati cam & lifters (p/n 71977-16) adv. duration 290/290 @.050 240/240 lift
- Gross valve lift .520/.520 LSA/ICL 106/102
- TRW .040 Forged Pistons (compression ratio unknown)
- 273/318 iron heads w/ minor polish (heads/manifold port matched)
- Doug’s long tube headers, 3” exhaust w/ Black Widow mufflers
- A518/46RH transmission 3200-3500 stall converter
- Ford 9” 3.54 gears 31 spline axles Diamond locker rear

1st pull: 254 hp. 377 tq. @ 5000 rpm
2nd pull 262 hp. 397 tq. @ 5000 rpm
3rd pull 273.3 hp. 411 tq. @ 5000 rpm
 
The other intangible is......... chassis dyno numbers between different brands and facilities seem to vary even more than engine dynos and flow benches!!
 
Stroked408 said:
Here are the specs on my 318. I did not build it.

- 318 w/ RPM Performer manifold, Holley 750 double pumper
- Lunati cam & lifters (p/n 71977-16) adv. duration 290/290 @.050 240/240 lift
- Gross valve lift .520/.520 LSA/ICL 106/102
- TRW .040 Forged Pistons (compression ratio unknown)
- 273/318 iron heads w/ minor polish (heads/manifold port matched)
- Doug’s long tube headers, 3” exhaust w/ Black Widow mufflers
- A518/46RH transmission 3200-3500 stall converter
- Ford 9” 3.54 gears 31 spline axles Diamond locker rear

1st pull: 254 hp. 377 tq. @ 5000 rpm
2nd pull 262 hp. 397 tq. @ 5000 rpm
3rd pull 273.3 hp. 411 tq. @ 5000 rpm
Click to expand...

I know of a dead stock bottom end 318 with 8-1 comp and a similar duration solid cam make 400 hp according to the moroso calculator. They had to slow it down to stop it breaking out of the class by changing to a standard Performer manifold. I'm sure it would have been quicker had they chased the tune.
 
My stock-bottom-end 5.9 Magnum with heavily ported Edelbrock heads, port-matched RPM intake, custom-grind Racer Brown hyd roller cam (.525" lift, 222* at .050" intake), 750 cfm Street Demon and Hedman shorty headers made 283 HP uncorrected at the wheels through a 904 trans at 5000' above sea level on a Dynojet (I think?) chassis dyno. I think even at sea level it'll be a tough call to say your 318 will make 300 at the wheels based on the size of the cam and the fact you're running through a 727 (huge power absorber). Not impossible but, not very likely IMO. Unless you are a wizard at porting iron heads lol.

Regardless, all that matters is how quick/fast your car actually is. There are tons of cars running around with impressive chassis dyno numbers but they can't even run drag strip times like something with half the power. I only bothered to dyno my Duster because I needed some form of proof of my engine power to get put into the correct class for track day sessions at PPIR Track Attack.
 
Hysteric said:
I know of a dead stock bottom end 318 with 8-1 comp and a similar duration solid cam make 400 hp according to the moroso calculator. They had to slow it down to stop it breaking out of the class by changing to a standard Performer manifold. I'm sure it would have been quicker had they chased the tune.
Click to expand...
I just pissed myself. LMAO
 
MopaR&D said:
My stock-bottom-end 5.9 Magnum with heavily ported Edelbrock heads, port-matched RPM intake, custom-grind Racer Brown hyd roller cam (.525" lift, 222* at .050" intake), 750 cfm Street Demon and Hedman shorty headers made 283 HP uncorrected at the wheels through a 904 trans at 5000' above sea level on a Dynojet (I think?) chassis dyno. I think even at sea level it'll be a tough call to say your 318 will make 300 at the wheels based on the size of the cam and the fact you're running through a 727 (huge power absorber). Not impossible but, not very likely IMO. Unless you are a wizard at porting iron heads lol.
Click to expand...

Wizard... no. But I did make them everything a 9:1 318 would ever want for. That elevation killed your combo, I took a 340 that ran great (made 279/309 wheel) at 700ft to 7000ft in Park City, UT...... wow what loss in power! I can't say until after the weekend but I feel good about my 318 making 300 or atleast inside 10hp or so... maybe it won't but I bet anything it wont be the weakest thing on the rollers at the Tennessee Valley Mopar Show come Saturday.
 
Dartswinger70 said:
Well I ususally get majorly blasted for posting similar comments. What I keep hearing is "340-360 cores are too expensive" I want to know how much $$$ one would dump into a 318 for 300 HP at the wheels...any takers? What you end up finding is, basically the only thing 318 is the block itself and maybe the crank. that is what no one wants to acknowledge it seems. The rest of it is 340-360 heads or aftermarket designed after 340-360 heads, a stroker crank, aftermarket high comp pistons, a cam with matching valve springs...and mostly always port work...am I good on the recipe? Really I ask because I dont know. i have built. ran 318s but never did anything more than cam, 4 barrel and headers.
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Yes other than fully porting 273/318 heads you will need to step up to some kind of 340/360 or magnum head if you want to build more than 300hp flywheel hp.
In general all 3 engines need similar part and or $$$ to make similar hp, no one thinks 318 is the best platform it's just a capable one up to a certain point above 400hp rpm starts to be too high for most and bore starts robbing too much flow aka hp but even 340/360 needs to spin to high for most why most go 408 when building more than 425 hp.
 
Dartswinger70 said:
I appreciate your input. Like said alot of folks don't want to realistically talk about it. I got thrown out of a 318 thread because I basically made it known I wouldn't spend alot of $$$ tryin got make a 318 into a 340. I'd start with the right core engine as a foundation and make that initial investment. In fact as a youngster i did exactly that had a 318 B body which was too big and should have been a 383, I then got an A body found out what a 340 was and sought one out. Its just a natural progression. I realize that's just me. You cant even get to the point of telling your story with 318 guys, they get butthurt over the 318-340 debate.
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It's not a 318 vs 340/360 debate, it's I know 360 would be a better starting platform but I don't care and want to build what I want to build and get your point but don't need to hear it posted 25 times by the same 5 guys on every 273/318 thread instead of helping the OP accomplishing their goals even if it ain't what you would do.
BTW Not trying to start or pick on ya just doesn't seem like you get why people blocked or threw you off the tread, and my car is a 360 but I'd have no problem doing a hot 273/318 or even /6 depending on what I want at the time.
 
Here's a mild 360 similar parts to your 318 but low CR both engine dyno and chassis

 
Wellll... I’ll start with the excuses since that’s standard procedure for falling short of expectations, so here goes... It was hot, but it’s July sooo there’s that; but I had trouble above 5200rpm and after putting a light on it it became clear I had a problem, timing jumping all over the place... we learned it is most likely the distributor cap which is wildly sloppy on the distributor. It’s a petronix unit and I’m gonna have to get that modified or find out if I even have the correct cap altogether... more to come there soon. However, as many predicted it did fall short of 300 to the tire... but only by 6.8 horsepower.... Two Hundred Ninety Three point Two ponies.... I am happy to report it was on the climb still when trouble happened. Come race it Oct 9th at the #MoparVsBrandXstreetcarShowdown!
 
Dang 293 at the wheel is a solid number especially so with ignition trouble. Nice work. I’ll be the first to say I was wrong, right after you show proof. :lol:
 
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AustinGriggs said:
Wellll... I’ll start with the excuses since that’s standard procedure for falling short of expectations, so here goes... It was hot, but it’s July sooo there’s that; but I had trouble above 5200rpm and after putting a light on it it became clear I had a problem, timing jumping all over the place... we learned it is most likely the distributor cap which is wildly sloppy on the distributor. It’s a petronix unit and I’m gonna have to get that modified or find out if I even have the correct cap altogether... more to come there soon. However, as many predicted it did fall short of 300 to the tire... but only by 6.8 horsepower.... Two Hundred Ninety Three point Two ponies.... I am happy to report it was on the climb still when trouble happened. Come race it Oct 9th at the #MoparVsBrandXstreetcarShowdown!
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That's excellent!, Well done sir, impressive.
 
AustinGriggs said:
Wellll... I’ll start with the excuses since that’s standard procedure for falling short of expectations, so here goes... It was hot, but it’s July sooo there’s that; but I had trouble above 5200rpm and after putting a light on it it became clear I had a problem, timing jumping all over the place... we learned it is most likely the distributor cap which is wildly sloppy on the distributor. It’s a petronix unit and I’m gonna have to get that modified or find out if I even have the correct cap altogether... more to come there soon. However, as many predicted it did fall short of 300 to the tire... but only by 6.8 horsepower.... Two Hundred Ninety Three point Two ponies.... I am happy to report it was on the climb still when trouble happened. Come race it Oct 9th at the #MoparVsBrandXstreetcarShowdown!
Click to expand...

Very nice! Yeah with correction factor accounting for altitude (or just having it dyno'd near sea level instead of 5500') by Duster would have made around 355 HP at the wheels instead of 285. I do have plans to eventually put a Procharger on it since I put the engine together with Cometic MLS head gaskets and ARP head studs, it's basically waiting for boost and really wants it at this altitude. 9:1 compression with open-chamber Edelbrocks on a stock 5.9L Magnum short block, I run it on regular (85-octane up here, 87 is mid-grade and premium is 91) pump gas currently and it likes it.

Regarding the Pertronix unit I had an Ignitor II in my D200 for a while (originally had points) and it always ran funny until one day just wouldn't start. I replaced it with an Ignitor I unit and now it runs perfectly. Personally I wouldn't run one in a performance car though, Ignitor II and III are designed for more RPM but they seem to be more hit-or-miss with reliability. My Duster has a Mallory HyFire-6A digital CD box (got it back in 2009 before they were bought out by MSD) hooked to a Summit-brand distributor. Previously had it hooked to a factory-style electronic distributor but got tired of the sloppiness in the factory units and how much of a pain it is to modify the mechanical advance curve, the Summit unit is much better in both regards.
 
AustinGriggs said:
Wizard... no. But I did make them everything a 9:1 318 would ever want for. That elevation killed your combo, I took a 340 that ran great (made 279/309 wheel) at 700ft to 7000ft in Park City, UT...... wow what loss in power! I can't say until after the weekend but I feel good about my 318 making 300 or atleast inside 10hp or so... maybe it won't but I bet anything it wont be the weakest thing on the rollers at the Tennessee Valley Mopar Show come Saturday.
Click to expand...

Something isn't right...you took a 340 and it made 279 at the rear wheels...the 2 early ones i've seen dynode only made 276 and 281 at the crankshaft just as they are rated (275)
 
ir3333 said:
Something isn't right...you took a 340 and it made 279 at the rear wheels...the 2 early ones i've seen dynode only made 276 and 281 at the crankshaft just as they are rated (275)
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Well it isn’t a factory assembled, stock setup... there was some effort put into both the 340 and the 318, more in the 318 and that’s why it shines.
 
well.... i said 301 and it pushed 293 ...... I'm loos'n my touch as my age goes up . LOL. :poke:
Wait ! He had an issue.... just maybe 301 was correct !

:lol:
 
Hysteric said:
I know of a dead stock bottom end 318 with 8-1 comp and a similar duration solid cam make 400 hp according to the moroso calculator. They had to slow it down to stop it breaking out of the class by changing to a standard Performer manifold. I'm sure it would have been quicker had they chased the tune.
Click to expand...
rightttttt...........
 
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