I understand that and do see where you’re going with this but when you port the 318 head, it has me wondering. I read what you said earlier on equaling the cfm gain to be as close or equal a 360 head without the port being to large like the 360.
While I understand the thinking, I’m not 100% seeing this final head porting result in my head. When you make the bridge connection with modern cylinder heads, it doesn’t exactly connect in my head because of the layout of the modern cylinder head in its dimensions and shape.
I get that a modern cylinder head is a great idea and a way you’re seeing it as a help. While I agree, to a point, it’s that point I can’t see past. While a superior flowing cylinder head is a plus, I have to go back to what
@273 was saying, your engine is only going to need XX amount of power to propel it down the road. It is easily achieved with a dead stock head.
I also understand that the porting will enable you to get some food top end. This, in my head becomes a catch 22. I am curious to see how this evolves and turns out.
I’m going to do some HEMI cylinder head homework for comparative purposes.
I’m going to go over this thread again for the particulars on the car. It’s weight rod one.
At the risk of repeating myself, I did get 20 mpg’s out of my 360 in a 3800 lbs B body. No headers, no camshaft change.
2.76 gears turning 235/60/15 tires. 904 trans, 625 AFB.
I’ve used Rhodes lifters before to bandaid a wrong camshaft for the job. They were the regular set. (Go for the top line adjustable units.) I have also used them on just the intake.
