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Wow, thanks but I think you must have a very complimentary "wrapper" around that engine. Thanks again and nice to see you here. J,Rob

Yes its a really torquey design. J.Rob

Voodoo Retro-Fit Hydraulic Roller Cam - Chrysler 273-360 262/270 - Lunati Power J.Rob

Love their High efficiency line. I still get calls from the guy who bought this engine and he tells me how crazy fast his Mirada is with it. Him and his brother report the torque is really impressive. J.Rob

Heads were used on this build. J.Rob 360 TrueStreet Magnum Build

I've never seen a one piece rear main Magnum or LA. Got any pics? J.Rob

I'm merely trying to say that porting the heads was a must to approach the power of a crate with a dual-plane and mild cam. I thought you were saying that I should have ported the heads is all. J.Rob

Read the article Rumble http://www.forabodiesonly.com/mopar/showthread.php?t=257491 They detail what it took to get 409 HP with a Magnum 380 crate. Keep in mind they are also running a pretty good single plane, with a 750 Mighty Demon. Demons are great carbs on the dyno. That being said they...

These heads are ported. This engine is about as tame as it gets. J.Rob

You should shoot me a PM.

You can see here how it closely resembles a stock rebuild. J.Rob

I wouldn't expect anymore torque to show up--I would just expect it to be shifted lower in the RPM's. A slower more conservative timing curve may be required though. J.Rob

Thanks OldmanRick. The engine would truly be at home in the vast majority of street bound Mopars with highway gearing and stock converters. J.Rob

Here's the thread with the actual heads in use--http://www.forabodiesonly.com/mopar/showthread.php?t=257491 It could be done at home but you need to verify them on the flowbench to monitor your progress. J.Rob

Here is a link http://www.moparmusclemagazine.com/techarticles/engine/mopp_0303_360_crate_engine_buildup/ It states 288/292 duration but I am unsure of the LSA. I have worked on a couple of cars with this crate and with the big cam and big single plane they couldn't get out of their own way...

Here's a screen shot of the vitals at idle. J.Rob Video to follow.

Are you sure you weren't a fly on the dyno cell wall? I was able to complete this build and do some preliminary testing. Suffice it to say I did not quite reach 380hp. All testing was done with a 600 cfm QFT vac sec because it is reliable and the biggest carb I have under 950 cfm right...

Yes that is kind of what I am aiming at although it will have a lot less camshaft so it should be very easy to live with. I didn't want to get into using expensive forged pistons or aftermarket rods because I don't plan on balancing this engine. J.Rob

These are the prepped rods and OEM replacement pistons in .020" J.Rob

After the cylinders are rough honed to within .003" on go the torque plates. J.Rob

This pic displays the .003"-.005" wear in the cylinder nicely. As you can see the block has been roto-blasted and decked at this point. Only .005" was removed in order to achieve a new,flat fresh surface. J.Rob

Its been awhile since I've posted anything useful or remotely interesting. I recently acquired a 360 Magnum core that once resided in a Jeep Grand Cherokee, at least that's what the guy I bought it from told me. I never say no to a 360 core if its the right price and not too far gone. So after...

I have decided on the camshaft to be tried first in this engine-A Comp High Energy 268 single pattern. I like to machine the spring seats to accommodate a 1.25" Chev style spring. I modified an everyday tool to machine the guideboss/spring seat on Mag heads. These Manley springs are inexpensive...

I appreciate that. I normally leave them as carbided. This time it helped the air stay attached a little longer. J.Rob

The sand rolling of the S.S. helps the air turn a little better. These ports are too small and a rough carbide finish only makes them act smaller. I have tried it both ways--smoother is better on these heads. The valve job will get changed when I finalize with the stones. J.Rob

Considering how the port is acting and has acted all along-there is only 1 or 2 things to look at. The pinch or the S.S. I know the S.S. is tall and nice and I also know that laying it down or shortening it can unlock some flow. Usually though you trade low lift flow for high when dealing with...

Past experience has taught me to consider the chamber when flow stability is problematic. I put a spare valve in the guide and carefully blended and tried to remove anything abrupt around the perimeter of the valve seat--especially the sparkplug boss. You can see that it was worth some flow but...

Getting the exhaust out of the way I wanted to go back and try and unlock a little more flow above .450" valve lift. The port wants to stall at anything above .400" and I know it is because the S.S. can't handle the airspeed coming off the small pinch. At this point I have to make a choice...

At this point I just want to get the exhaust a little more developed so I proceeded to square up the sides almost to gasket size, blend all humps and bumps, knock the guide boss down a little and cartridge roll the S.S. and call it done. The little bit of work paid off better than expected...

I'm really not sure how this train went off the tracks. I have posted nothing but truth with no hidden agenda. I purchased some new castings that I have never used before and flowed them-this is what they flowed. I tried 3 or 4 simple modifications that just about anyone can do (except for VJ)...