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A little pricey. Engine Factory 318 Mopar Engine 350 Horsepower 400 Torque |

I built my street legal 273 Commando with solid competition Isky camshaft (advertised 312 duration and .580 lift) and stock '65 heads (but used a 340 Edelbrock Tarantula which fit by elongating the holes slightly) and 600 CFM double pumper Holley. Was a four-speed with 4.56 rear end. TRW dome...

I'm still not ready to assemble the 340. However, I just remembered the 273 rockers and shafts were reconditioned by a place up in Northern California. I will have to pull them out of storage to inspect, but if the rocker arms have bushings now, maybe the shafts won't necessarily need the grooves?

Reminds me of the time I used dual Isky springs back in the 1970's on the factory 1965 273 heads on a rebuild. Put 2 gallons of coolant in the radiator and it still needed more. Pulled the dipstick and found the coolant in the oil. Pulled a valve cover and found the coolant leaking from...

Found just a mall sliver of rubber that came loose from the front of the '65 Formula S harmonic balancer. I wonder if this is a serious symptom or just something due to the outer edge having been exposed to the elements for a long time?

Those valve covers tend to develop small cracks around each bolt hole, need to examine the area very carefully (hard to see). Besides that, special washers for the bolts are available to help spread the load over a wider area, which helps prevent the cracks and helps seal the gaskets. The...

After clean-up deck re-surface, my 340 block was still way uneven when measuring deck height left bank vs right bank. The machine shop told me to run two different head gaskets thicknesses to even things out between banks (short block still in storage).

I used a 4.56 rear end ratio in my 273 bracket racer, launched and power-shifted the four-speed at 6,000 rpm and the trap speed on a good run was 6,400 rpm and still climbing. Looking back on it now, the way it was still roaring and accelerating at the quarter-mile mark, I believe the vehicle...

With the factory stock 273 cylinder heads (1965) I would find some traces of coolant under the hood once in awhile at the drag strip (Fremont Raceway circa 1973-1976). I later found (when refreshing the motor) a hairline crack in one of the cylinder heads. Not sure if that was a common problem...

At minute 41, the cam plate is removed. I don't see plugs in the two oil galley passage holes. Some people put plugs in these holes behind the cam plate. Did the factory use plugs there? If not, is there any reason to plug those two holes? Thank you.

Per post #2 and #8 above, I believe the rocker shaft torque listed is incorrect (not 30 ft-lbs and not 3/8" bolts). As I already stated/warned in post #4, the rocker shaft bolts are only 5/16" and factory torque spec is 200 inch-lbs.

Also has the original 273 Commando AFB, air cleaner, and valve covers.

Who's guessing? That's funny, I would have sworn the head casting number was prominent in the title of the thread. But just to clarify, here are the photos I took with the valve covers removed:

I had the 318 in my '65 Formula S rebuilt by a local shop, but I don't remember seeing the combustion chamber shape at the time (more than ten years ago) Cylinder heads were change by a previous owner (and the block obviously) and are not original to the vehicle. Just wondering what i have...

I believe the factory Commando 273 pistons provide a higher compression than the currently available Egge piston replacement. Either a shorter dome or a varied piston pin height would be the reason. I ran the TRW forged Commando piston replacements (I used .060 overbore which works out to 282...

I suppose it would not hurt to use something like anti-seize on the other inner bolts to make it less likely to break off a bolt during the next dis-assembly.

I have used that black, sticky Permatex before without a problem (I believe it's No. 3).

The washers provide for expansion (and the foil exhaust manifold gaskets go on only one way to enable the manifold to "slip" a little during heating and cooling expansion/contraction). The end studs/bolts do require a sealant because of the water jacket. When I first installed a rebuilt small...

I did not realize the difference in bolt angle when I attached a "Tarantula" intake to my '65 Valiant bracket racer. I did have to wiggle the manifold a bit to get all the bolts started. Never had a problem and ran the vehicle at the drag strip a couple of hundred times without a hitch (I did...

On Page 25 under chapter heading "Specifications" in the official Plymouth 1965 Service Technical Manual is listed this for all small/big block Mopar V-8 powerplants main bearings: "Diametral Clearance Desired .0005" - .0015" and Diametral Clearance Allowed .0025". Exception is the 426 Hemi...

Do all 273, 318, 340, 360 LA motors share the same fuel pump eccentric? I'm surprised that used ones don't show more wear than they do. Thank you.

Photos in order #1 Unrestored 273 two-barrel in our '65 Signet convertible; #2 rebuilt (circa 1979) numbers matching 318 in our 1972 Satellite Sebring Plus; #3 our 1965 Formula S Barracuda rebuilt 318 with factory stuff on top; #4 same motor as photo no. 3 but repainted to factory specs after...

Last Mopar I purchased was about 10 years ago and I found it on Craigslist. I had to fly from Central California to the Seattle, Washington area to see it, purchase it, and drive it home. Unfortunately, I paid the asking price (which was not a good value).

Impressive!

I put 340 heads with the 2.02 intakes and 1.60 exhaust on my 273 bracket racer. Lost about 3/10's of a second quarter mile times: Best E.T. with stock 273 heads was 12.72 @ 108 MPH and never broke out of the 13's with the 340 heads. Trap engine speed with 4.56 suregrip and A833 four speed was...

I don't plan on any changes, and I did not plan the "build" this way, just used what was on hand (mostly from previous owners).

Mine is fairly close to the question asked, but the 318 doesn't have a dual-point distributor, high compression pistons, or a solid camshaft (but it does have double roller chain). I have a circa 1979-1980 318 in my 1965 Formula S which uses the factory chrome air cleaner, factory Carter AFB...

After replacing timing chain cover on the 318, the only way I could figure to torque down the crank bolt was to insert a brake adjusting tool into one of the two harmonic balancer slots and wedge the tool against the little brace that goes from the center of the K-Member to the radiator clip...

I wrapped blue masking tape all around the balancer, removed it and stuck it down on a flat surface, then with a tape measure got the circumference measurement. Close enough for my work, I guess.

I measured the circumference of my 318 balancer which worked out to 22 5/8" or 22 10/16" or 22 times 16 plus 10 = 362 sixteenths of an inch. Round off 362 to 360 and divide by 360 = 1. So each degree approximates 1/16" which makes it real easy. So I can make various timing marks on the balancer...