Techluthier
Member
I am swapping a 1970 LA 318 Small Block into my 1964 Barracuda, which was originally equipped with 273 V8 and 904. The 318 came from an RV.
I am wondering if anyone has recommendations for the highest capacity oil pan available that will fit between the 318 and original K-Member. Has anyone gone with a Milodon or Moroso oil pan in excess of "stock replacement" 4 or 5 quart capacity and had acceptable clearance with the K-Member?
Also, high capacity oil pump and pickup configuration: Recommended over and above stock flow? What is your 400hp 318 equipped with and how has that worked out?
With that: The 318 is targeted to produce 400hp such as those builds described in the following links:
http://www.hotrod.com/how-to/engine/0810phr-chrysler-318-engine/
http://www.hotrod.com/how-to/engine/113-0304-318-small-block-build/
http://www.hotrod.com/how-to/engine/mopp-0409-318-engine-build/
***
Cylinder Heads: I've read about 302 head castings for quick burn, closed chamber, benefits. Would "302" heads be a better choice for a 318 400hp build?
Short of getting into porting and other head-work such as larger valves, etc. It was recommended I go with a package system such as an Edelbrock Top End Power Package that includes cam, lifters, heads, and intake. Those heads have 2.02 intake valves and are 63cc combustion chamber (seems to theoretically work out well for target compression ratio of 9.5 to 1).
Would 2.02 be too much for a .030 or .040 over 318?
Would I be better with 1.93 valves, etc?
Would it be recommended to chamfer the cylinder to deck transition as I have read about in various engine builds with a generally smaller bore to head configuration?
If anyone has run an Edelbrock top end Power Package on an LA 318 I am curious to know how your build has resulted regarding performance.
I am mainly looking for cruising performance that can run down a highway with the original 904, and will give best bang for the buck reliability while being able to roast the tires at will.
PS: The 904 is going to be re-worked to accept later (post 1967) 904 torque converters and slip yoke instead of original Ball and Trunion configuration while staying with Push-Button on the Dash.
Thanks for your input!
I am wondering if anyone has recommendations for the highest capacity oil pan available that will fit between the 318 and original K-Member. Has anyone gone with a Milodon or Moroso oil pan in excess of "stock replacement" 4 or 5 quart capacity and had acceptable clearance with the K-Member?
Also, high capacity oil pump and pickup configuration: Recommended over and above stock flow? What is your 400hp 318 equipped with and how has that worked out?
With that: The 318 is targeted to produce 400hp such as those builds described in the following links:
http://www.hotrod.com/how-to/engine/0810phr-chrysler-318-engine/
http://www.hotrod.com/how-to/engine/113-0304-318-small-block-build/
http://www.hotrod.com/how-to/engine/mopp-0409-318-engine-build/
***
Cylinder Heads: I've read about 302 head castings for quick burn, closed chamber, benefits. Would "302" heads be a better choice for a 318 400hp build?
Short of getting into porting and other head-work such as larger valves, etc. It was recommended I go with a package system such as an Edelbrock Top End Power Package that includes cam, lifters, heads, and intake. Those heads have 2.02 intake valves and are 63cc combustion chamber (seems to theoretically work out well for target compression ratio of 9.5 to 1).
Would 2.02 be too much for a .030 or .040 over 318?
Would I be better with 1.93 valves, etc?
Would it be recommended to chamfer the cylinder to deck transition as I have read about in various engine builds with a generally smaller bore to head configuration?
If anyone has run an Edelbrock top end Power Package on an LA 318 I am curious to know how your build has resulted regarding performance.
I am mainly looking for cruising performance that can run down a highway with the original 904, and will give best bang for the buck reliability while being able to roast the tires at will.
PS: The 904 is going to be re-worked to accept later (post 1967) 904 torque converters and slip yoke instead of original Ball and Trunion configuration while staying with Push-Button on the Dash.
Thanks for your input!