318 head porting for the average joe

[Hysteric]

In his head, you can’t or your lucky to make more than 2hp per cfm of head flow like it’s a barrier that only pros can make.

Smart people do not rely on luck.

https://wright-here.net/files/articles/phr_1109_sbo/phr_1109_sbo_ocr.pdf

Knowing he wouldn't need enormous runners for the amount of cubes, Dale kept the volume down. He says: "The intake port is way smaller than the original. ,think the factory was 152 cc and now it's down to 145 and it's much higher. It's got a small cross section of 1.91square inches]." Final flow numbers ended up around 195 cfm on the intake and 170 on the exhaust. Though not huge peak flow numbers. he claims they were almost at those numbers by.200-inch lift. Just perfect for limited camshaft and rpm range applications.

435 HP and 430 TQ from 316 cubes and from only 195 CFM.

 

[273]

You are giving advice that contradicts the title of the thread.

This all started of cause buddy said x heads are for 7000+ rpm 318/340/360 and I disagreed with that, and you took issue that I said 318 heads where only designed with around a 273.

That figures. When you have and have seen results contrary to what people here say and repeat ad nauseum because they don't actually know. Its not hard to get a 318 head over 200 cfm and I have a set over 240 cfm that I ported myself. 200 cfm is plenty for an engine up to 400 HP.

I never said 318 head can't be ported or can't be ported to 200-240 cfm and make decent power, What I've said most people won't port heads which leave running some kind of 340/360/magnum head the main option for making over 300 ish hp.

What you refuse to acknowledge porting is not gonna be an option for the vast majority, that's what we've been arguing over all these years. And below

Go put a ported 318 head on a 360 and see how that performs.....It may actually shock you.

I don't doubt but if porting is on the table why port 318 heads to 200-240 cfm when you can port 340/360 heads to 230-270+ cfm or aftermarkets to higher 300+ cfm ?

 

[4spdragtop]

Porting for average Joe and look at the frickin Olds link above...yeah average Joe...smh...

 

[273]

Smart people do not rely on luck.

https://wright-here.net/files/articles/phr_1109_sbo/phr_1109_sbo_ocr.pdf

Knowing he wouldn't need enormous runners for the amount of cubes, Dale kept the volume down. He says: "The intake port is way smaller than the original. ,think the factory was 152 cc and now it's down to 145 and it's much higher. It's got a small cross section of 1.91square inches]." Final flow numbers ended up around 195 cfm on the intake and 170 on the exhaust. Though not huge peak flow numbers. he claims they were almost at those numbers by.200-inch lift. Just perfect for limited camshaft and rpm range applications.

435 HP and 430 TQ from 316 cubes and from only 195 CFM.

This is my main argument with you, I like these kind of builds too and learning about them, I like the little engine could with highly modified stock parts etc..

But

Most people on here can't build these type of engines and if they could most aren't gonna take the time money for the R&D to develop such an engine, does it take a pro builder not necessarily but it take lots of experimenting.

Yes velocity is important but what is the ideal csa, cfm runner length carb etc.. For a 318 at any of the vague rpms people generally asking to build at ? You know beside point out the benefits of smaller.
What about some concrete spec novist can follow ?

 

[forphorty]

All over and well documented

Seems like Hysteric could tell us more than just "a lot of local guys " are doing it and we might learn something. In his post #410 , he highlights in bold type a sentence referring to budget minded, low maintenance engines suitable for daily driving. I was wondering if this was a quote from a person/ business offering these engines for sale.

 

[Hysteric]

I was wondering if this was a quote from a person/ business offering these engines for sale.

It is and the guy knows what he's doing. There are many others doing close to that but with more. You would need to understand his philosophy and approach to engine building to understand how he's able to do it. Its certainly not all about BIG heads to do it.

 

[Hysteric]

it take lots of experimenting.

It takes an understanding of how an engine actually works. Here's a hint: Its not an AIR PUMP. Until you can grasp that detail you'll always need a bigger head to make more power while those that do understand can make more power with a lot less than you need.

 

[Hysteric]

I don't doubt but if porting is on the table why port 318 heads to 200-240 cfm when you can port 340/360 heads to 230-270+ cfm or aftermarkets to higher 300+ cfm ?

What creates the demand for the air to begin flowing in the first place?

 

[rumblefish360]

Seems like Hysteric could tell us more than just "a lot of local guys " are doing it and we might learn something. In his post #410 , he highlights in bold type a sentence referring to budget minded, low maintenance engines suitable for daily driving. I was wondering if this was a quote from a person/ business offering these engines for sale.

Cryptic is his style.
The information is out there.
Finding a he people racing these kinds of engines is in print, current.

For the majority of people, building this type of engine is a huge PIA. Mostly due to lack of knowledge.
The engine build and giving the engine with parts to complement it for maximum performance leads to people scoffing at the idea. Most stating things they have no idea about or assuming the way the engine runs, car drives etc.

The mention of the engine being able to be driven on the street is a wide berth since the term “Drivability” is subjective to each person. If the owner of said car can drive it everyday without issue or complaint, it’s a street engine. Your agreement on the matter is not needed, nor mine, just there opinion and happiness.

I for one have not decided to run this route.

Your inbox is full.

 

[91dowdge]

Yes polish the chambers, cut the seats, then port.

Not even joking here, i use a harbor freight grinder and champion burs that I buy long and then cut the shanks down for what depth i need. I also have a speed control...but i just keep thumbing on and off with the switch.
I dont use cartridges on sand paper, I do it by hand with 80 grit and mainly on the exhaust side and to just check for surface consistency....otherwise i just finish with the bur.

Control the grinder, it's not gonna be nice if the bur bites digs in...and i have a couple L shaped shanks to prove

I want to port the heads on my 360. do you basically just smooth out the cast or is it more than that? also what tools do you use to port the heads?

 

[273]

I want to port the heads on my 360. do you basically just smooth out the cast or is it more than that? also what tools do you use to port the heads?

It's definitely doing more than just that

search this guy's youtube channel Charles Servedio (below) for 360 Chrysler and there's a bunch of video's to give some idea what's involved also our 318willrun and 1WILDsMoPARtech youtube

 

[MOPAROFFICIAL]

It's reshaping the port. Carbide burs.

I want to port the heads on my 360. do you basically just smooth out the cast or is it more than that? also what tools do you use to port the head.

 

[MOPAROFFICIAL]

It's definitely doing more than just that

search this guy's youtube channel Charles Servedio (below) for 360 Chrysler and there's a bunch of video's to give some idea what's involved also our 318willrun and 1WILDsMoPARtech youtube

This is my thread and you go post another's YT ...?
Wtf is wrong with you, youve no manners?

Im with the others when I say.. you need to start showing your own work and stop playing paperboy.

 

[Dartswinger70]

Has anyone ever ported a 318 head then tested it on a flow bench?

 

[needsaresto]

Has anyone ever ported a 318 head then tested it on a flow bench?

Yes Utg on youtube started Mission impossible, handed it over to David Vizard. Then Andy ( unity motor sports ) got involved and another guy called Charles Servideo? Not sure on spelling and also can't remember flow numbers. Charles was Davids student. The flow wasnt bad at all.

 

[Dartswinger70]

If I recall Servedio couldn't get the flow numbers Vizard called for and went to 340/360 castings no? as it stands now last I knew that engine is sitting in parts collecting dust Servedio may be the only one who actually did his part.

 

[needsaresto]

Uncle Tony donated and delivered the junk engine that's about all he did on that.

True. And I'm still waiting for David and Andy to finish the project.

 

[needsaresto]

This from 4 months ago. Andy is super busy, Davids getting on in age so this will take time getting done.

 

[needsaresto]

Ok Charles got 240 cfm through a 1.78 intake valve. I think the casting was a 675?

 

[Garrett Ellison]

This from 4 months ago. Andy is super busy, Davids getting on in age so this will take time getting done.

According to Eric Weingartner, DV had a brain tumor during the first cam challenge. With all due respoect, I don't believe I'm going to hold my breath on this one. It's probably been said before about the M.I. 318 but it's worth repeating. The overall value of everything being done with that project may have been relevant in the eighties when SBM aftermarket parts were limited, but not so much now. If you start a 318 project from scratch on, get a late model hydraulic roller. Most of them ae still going to have cross hatch in them, even with the main bearings trashed. But most of those of us in the game now are going to looking at better aftermarket or 340/360 port iron heads and off the shelf lighter rods, maybe even a stroker crank. And probably even more will elect to build a 340 or 360 to get the additional bottom end strength of the larger main caps. I wish this much time effort that has been spent on the "mission never 318" had been put into someone developing a S.O.H.C. cam setup for a small block Mopar and bringing it to fruition...

 

[NC Engine Builder]

According to Eric Weingartner, DV had a brain tumor during the first cam challenge. With all due respoect, I don't believe I'm going to hold my breath on this one. It's probably been said before about the M.I. 318 but it's worth repeating. The overall value of everything being done with that project may have been relevant in the eighties when SBM aftermarket parts were limited, but not so much now. If you start a 318 project from scratch on, get a late model hydraulic roller. Most of them ae still going to have cross hatch in them, even with the main bearings trashed. But most of those of us in the game now are going to looking at better aftermarket or 340/360 port iron heads and off the shelf lighter rods, maybe even a stroker crank. And probably even more will elect to build a 340 or 360 to get the additional bottom end strength of the larger main caps. I wish this much time effort that has been spent on the "mission never 318" had been put into someone developing a S.O.H.C. cam setup for a small block Mopar and bringing it to fruition...

I believe the MI 318 has been offloaded to yet another internet guy, Daniel Powell. He will do a fine job on the machine work, but the project is so far removed from the original intention, IF it ever gets done, it wont really prove anything meaningful.

 

[PRH]

Has anyone ever ported a 318 head then tested it on a flow bench?

Just start at page 1 of this thread.
Plenty of porting and flow testing.

 

[toolmanmike]

I never had Woody flow my 273 heads. He is gone now and I sold the car. It would just be some numbers but like a dyno sheet, fun to have

 

[polyjohn]

So sad to hear about David Vizard and his health issues.
For me and other Brits he is a Guru of all things factory made, God bless him.

The 318 2 barrel has been laughed at for fifty years and its time to stop the gags!
Some of us have done the Bigblock 512ci route and are happy to go back to basics again.

For others who are new to the scene, they would like to know what can be achieved with a 2BBL 318?
It was started many moons ago, now 'will' be finished and 'set in stone' till the end of time.

 

[NC Engine Builder]

So sad to hear about David Vizard and his health issues.
For me and other Brits he is a Guru of all things factory made, God bless him.

The 318 2 barrel has been laughed at for fifty years and its time to stop the gags!
Some of us have done the Bigblock 512ci route and are happy to go back to basics again.

For others who are new to the scene, they would like to know what can be achieved with a 2BBL 318?
It was started many moons ago, now 'will' be finished and 'set in stone' till the end of time.

There is no shortage of 318 builds on this site, and theres even guidelines in the old mopar "bibles" there are no "secrets"