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Sorry I thought this was about TQs on other makes. The only Mopar I've ever seen a TQ on was an International truck. Could not tell if it was governed like a lot of school buses are.

The other thing this will do is speed up the steering ratio. Used to do something like this back in the day by shortening the steering arms. The advantage of shortening the steering arm is that it does not require additional room to operate.

A 440 and a 3-speed manual? That's crazy. But I am ignorant about how to set up a car for drifting. However, I'm not too old to learn. Sign me up. FWIW: Keep the 13" tires if you can. It's a cheap way to get more rpm per mile, which should help light 'em up and keep 'em lit. The 4½"...

Everything sounds OK to me. As far as the T-bars go, it depends in the final analysis what you plan to do with the car. If it's to be a tire frier with an occasional ¼ mile, what you have will be OK. If you want a canyon carver, IMHO, you'll want a larger T-bar as well as an anti-roll bar on...

No. If swapping same trans to same wheel base, it's not necessary. The 904 has the same length tail shaft, unless it is used w/4wd, and it attaches to the cross member at the same point regardless of /6 or V8. Keys? Diameter. IIRC the 225 w/ A/C used the same bars as the 318 w/o A/C. The...

With 98 octane fuel available, you can run more compression. The engine should take a 10.75:1 compression ratio without a pinging problem, maybe even 11.0:1. If you go to an aluminum head, you can bump that by another .75 - 1.0. Typically there's a little ridge on the valve that impedes air...

I agree with others that traction issues need to be fixed (both the car and driver technique). My racing background is in disciplines where the steering wheel needs to be turned during the contest, not simply used as a hand hold for a few seconds. Enough of the cheap shots from me. Upping...

I agree, the cross over is a breather. Among other things, the cross over provides a place for oil to go during extended hard cornering. One of the problems of road and roundy-round racers alike is not so much getting lube to the engine parts, it's getting the oil back to the pan or sump for...

The thing that is not said is that the lighter cars were also smaller cars, especially in terms of frontal area. The A-body has less frontal area than the B-body. This creates an aerodynamic advantage that comes into play towards the top end.

Low vacuum can be attributed to leaky lines and gaskets that admit air into the manifold other than through the carburetor venturies. It is also possible with a "big" cam. If cam duration is 230 deg. or more at .050 lift, you could see secondary opening issues. Check to see that there are...

It's easy to over carb a street 318. As someone else has stated, the beauty of an air valve secondary is that it opens when the engine can use the additional air flow. The Carter AVS, Edelbrock Thunder AVS, Carter Thermoquad, and Rochester Quadrajet are all air valve secondary 4 bbl carbs. The...

There are several other things that figure into this, such as valve size and valve lift/duration. Typically smaller ports maintain flow velocity at a higher level if all else is equal. Depends on where the cam comes on. If it is a higher rpm type of cam, then the Thermoquad ought to work...

Depends on if you're stomping on the brakes or the gas.:munky2:

Need to consider automatic transmissions, too. The 727 for the B/RB is a bit heavier than the 904 that was hooked to most LAs.

G'day & Welcome to FABO Tell about how to build a throttle/kickdown linkage bracket for a /6 Aussiespeed Hurricane and I'll tell you what I know about the '73 318. (lol) I'll start. Compression ratio is 8.6:1 at best on a USA spec '73 318. With that compression ratio, I don't recommend...

I had questions about install and durability on headers, too. I found a Dart Sport 360 where a guy taking the engine left the manifolds. The passages are a little larger than the 318s. I had to plug air injection ports on both manifolds to make them work in the Demon. This is a sort middle...

Interesting discusssion. I'm toying around with the prospect of vintage racing where the old SCCA A/S and TransAm limits were 305 CID. Using Bill's math, the closest I can come using the existing parts bin is 303 CID. This would be done with the .040 over and a 3.58 stroke crank...

The best stock configuration 318s from a compression point of view are the 67-70 models with a rated compression of 9.2:1. After that, heads got larger chambers and pistons sunk further down into the block. The deviations from this trend were the 318 lean burn (302 heads) and the 318 cop car...

1--Yes. The issue is the transmission linkage. I don't know if the critical parts are bolted to the transmission case or are cast into the housing. I'll need a tranny expert to confirm. The front housing (where the torque converter runs bolts onto the gearbox housing. If this is true, then...

The other thing that the H-pipe will do is minimize the tendency of the exhaust to rap. (like most Chevrolets, not like the (c)rap you hear from overpowered audio systems in the next lane.)

The Demon has a 68 318 completely rebuilt using stock bore moly rings. Modifications from stock: forged crank, damper, & pulley from 64 318 (used) Edelbrock 2176 intake Carter AFB 625 cfm, manual choke 14" K&N air filter. '302 heads (used), hand lapped valves, new seals, some light grinding to...

The 77s used two different castings, both with 63 cc chambers. The 77 318 stock pistons have the largest top of piston to deck height of any used. The 67-69 pistons have the lowest and will bring compression to around 9.2:1. If you want more compression than this, you'll need to start milling...

Agee with RumbleFish 360, not much lift for a lot of duration. Looks like it's good for annoying the neighbors and swilling gas, but not much go to back it up.

Possibly because the intakes do not have the bolt bosses necessary to mount the compressor and braces. Tension idler mount? Just guesses.

I'm with the consensus here. I went with 2¼ pipes because I have no desire to seriously race this car. I have a Performer, 625 AFB, small port heads (302), and a .441 lift cam. 2 Adds: 1. Use a fiber intake gasket with the aluminum intake. The steel ones don't seal worth a @%#* for...

Be patient sliding the cam in. A lobe or a journal can get hung up on a cam bearing. Sometimes forcing the issue spins the cam bearing or knocks it out. The farther you go in with the cam, the easier it is to do this because you lose leverage at the front of the cam to steer it. If this...

The 221 001 is not a part number of the era. Mopar part numbers that I have run across are 7 digit numbers. Space permitting, there are 4 numbers, a space, three more numbers. I used a Purple Shaft on an engine rebuild that had what looked like a dark purple dye on all of the non-friction...

I'm running 302 heads with a Performer and a 625 cfm AFB. If you go this route, you'll need a fiber intake gasket. I could not get a steel gasket to seal well. With no internal engine changes, IMO a Performer manifold and a 500 cfm AVS carb will make the car a little more fun until the...

If you're planning a 360 for later, I'd run the 318 until you can put it in. To get the kind of power you're looking for from the 318, you're looking at laying out quite a few dollars. IMO the outlay doesn't make sense if you're going to swap engines ASAP. I'm going to agree with...