What year 360?
I have a supercharged 1998 360 Magnum engine that is stock bore and stroke, but has a very mild Hughes hyd. roller cam (214/218-degrees at .050"-lift; .525" total lift with 114 degrees of lobe separation.) It has exceptional street manners (idles fairly smoothly at 475 rpm) and makes 445 Rear Wheel HP and 479 ft. pounds of torque at the rear wheels. (see attached dyno sheet.) That's about 524 flywheel HP if you want to believe that you lose 15-percent in a chassis dyno test. I don't know if that's true, but it sounds reasonable to me.
The heads are almost untouched, with a 3-angle valve job and a minimal amount of bowl porting. No other modifications of any kind.
True compression is a stock, 9:1 (I measured it) and it breathes through a 750 Holley double pumper carb mounted on a Professsional Products Crosswind intake manifold.
The pistons, rods, crank, and rings are all factory assembled OEM parts.
Exhaust exits through a complete TTI header and 2.5" H-pipe exhaust system.
Ignition is by a stock M-P electronc distributor and an MSD BoostMaster module that uses an MSD Blaster coil.
It has a windage tray in the pan.
I use a Snowperformance "Boost Cooler" water/methanol injector instead of an intercooler (aftercooler?). It is set to start spraying at 3 psi of boost.
The supercharger drive pulley setup I am using enables the blower to make 10 pounds of boost, max., which comes in about 3600 rpm. Before that, it's rising from about 5 pounds at 2300 rpm to it's peak at 3600. By 5600, the boost has dropped to about 8 psi.... I think the engine's appetite for air is out-stripping the blower's ability to deliver... but, it could be belt slippage, I am not sure, yet.
The engine is hooked to a 904 T-Flite which has a Trans-Go shift kit installed and a 2500 rpm-stall 318 converter. Rear gears are 3.55 (soon to be 4.10's.) The transmission seems to handle the power with no trouble at all. Amazing little transmissions, these 904's....
Attached to this post will be my dyno sheet and a scan of my recent timeslip from a very slick dragstrip. My best mph in 1,000 feet was 105 (translated to about 116 in the quarter) and my best 100-ft e.t. so far has been 9.74. which is a high 11 in the quarter. New slicks and the 4.10 gear should put that into the middle 11's. Talk's cheap.... we'll see... LOL!
The car is a '72 Valiant 4-door sedan and weighs 3,600 pounds with me in it, ready-to-race.
Anyway, for someone so inclined, I think my car shows how you can have 500+ hp out of a mostly stock 360 Magnum and maintain excellent street manners (the engine makes 12 pounds of vacuum at idle, for the power brakes.)
It's just a different way of approaching the problem.
I bought a 4" crank for this thing, but decided I needed to hook it up first, so I got a pair of Moser axles ($550.00!!!) and will put the new 4.10 gears along with the new 9" slicks and see how it leaves. I should be able to generate some low 1.70 60-foot times, I would hope. That would drop my e.t. into the mid-11's.... and the 4.10 might help a tenth or so....
Sooner or later, this thing is gonna either run low 11's or blow up in my face....
I'd be afraid to bet either way.... LOL!
Anyway, this is an alternative to high compression, long-duration cams, and some good, expensive heads .... all of which are necessary to put a 360 over 500 hp, normally aspirated.
Yes, N20 is a lot cheaper.... but, I only had to buy this thing once...
It's a damned good thing too..... I couldn't do it again! $$$$$$$$$$$$$
Bill
I have a supercharged 1998 360 Magnum engine that is stock bore and stroke, but has a very mild Hughes hyd. roller cam (214/218-degrees at .050"-lift; .525" total lift with 114 degrees of lobe separation.) It has exceptional street manners (idles fairly smoothly at 475 rpm) and makes 445 Rear Wheel HP and 479 ft. pounds of torque at the rear wheels. (see attached dyno sheet.) That's about 524 flywheel HP if you want to believe that you lose 15-percent in a chassis dyno test. I don't know if that's true, but it sounds reasonable to me.
The heads are almost untouched, with a 3-angle valve job and a minimal amount of bowl porting. No other modifications of any kind.
True compression is a stock, 9:1 (I measured it) and it breathes through a 750 Holley double pumper carb mounted on a Professsional Products Crosswind intake manifold.
The pistons, rods, crank, and rings are all factory assembled OEM parts.
Exhaust exits through a complete TTI header and 2.5" H-pipe exhaust system.
Ignition is by a stock M-P electronc distributor and an MSD BoostMaster module that uses an MSD Blaster coil.
It has a windage tray in the pan.
I use a Snowperformance "Boost Cooler" water/methanol injector instead of an intercooler (aftercooler?). It is set to start spraying at 3 psi of boost.
The supercharger drive pulley setup I am using enables the blower to make 10 pounds of boost, max., which comes in about 3600 rpm. Before that, it's rising from about 5 pounds at 2300 rpm to it's peak at 3600. By 5600, the boost has dropped to about 8 psi.... I think the engine's appetite for air is out-stripping the blower's ability to deliver... but, it could be belt slippage, I am not sure, yet.
The engine is hooked to a 904 T-Flite which has a Trans-Go shift kit installed and a 2500 rpm-stall 318 converter. Rear gears are 3.55 (soon to be 4.10's.) The transmission seems to handle the power with no trouble at all. Amazing little transmissions, these 904's....
Attached to this post will be my dyno sheet and a scan of my recent timeslip from a very slick dragstrip. My best mph in 1,000 feet was 105 (translated to about 116 in the quarter) and my best 100-ft e.t. so far has been 9.74. which is a high 11 in the quarter. New slicks and the 4.10 gear should put that into the middle 11's. Talk's cheap.... we'll see... LOL!
The car is a '72 Valiant 4-door sedan and weighs 3,600 pounds with me in it, ready-to-race.
Anyway, for someone so inclined, I think my car shows how you can have 500+ hp out of a mostly stock 360 Magnum and maintain excellent street manners (the engine makes 12 pounds of vacuum at idle, for the power brakes.)
It's just a different way of approaching the problem.
I bought a 4" crank for this thing, but decided I needed to hook it up first, so I got a pair of Moser axles ($550.00!!!) and will put the new 4.10 gears along with the new 9" slicks and see how it leaves. I should be able to generate some low 1.70 60-foot times, I would hope. That would drop my e.t. into the mid-11's.... and the 4.10 might help a tenth or so....
Sooner or later, this thing is gonna either run low 11's or blow up in my face....
I'd be afraid to bet either way.... LOL!
Anyway, this is an alternative to high compression, long-duration cams, and some good, expensive heads .... all of which are necessary to put a 360 over 500 hp, normally aspirated.
Yes, N20 is a lot cheaper.... but, I only had to buy this thing once...
It's a damned good thing too..... I couldn't do it again! $$$$$$$$$$$$$
Bill