More Information on 340/360 LA Mopar "915" J heads...
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- Опубликовано: 3 окт 2024
- In this video we take a closer look at our Mopar "915" J head 340/360 casting. We look at the 1.88 vs 2.02 intake valves. We look at the dampened valve springs. Also I take a look in "the Book" to verify casting numbers and combustion chamber cc.
I have same heads 202 valves in order to be t.a. heads the rocker shafts are off set to allow more porting according to in fo I found
The book is wrong and that isn't the only thing wrong in it. Yes T/A heads were 915's. The 915 's started being used in production for the 1970 model year 340's and were used through 1972 MY. 915's were on both 340's and 360 during 1971-72. 340's had 2.02 and 1.88 (1972) and the 360's 71-72 had 1.88 valves. The casting is the same and the inclusion of the AAWJ does not designate any valve sizing. Want to build a really good 915 head, find a set of 1.88 valved heads, then have a fresh thoat cut made and put 2.02's in them. Better than the factory! The 894's X heads were phased out during early 1970 production builds, not used in 1971 at all. 894X's were rarely seen on 1970 builds.
TA heads? who has them... those that do know what they are...the offset pushrod holes are the giveaway you aren't faking them...
what I said and the TA heads are machined for pushrod clearance and require offset rockers
The blueprint specs are 65cc but in reality they are around 70-71cc. The late 71 340’s had J heads with 2.02 or 1.88 valves. Mid to late year you never knew what you were actually going to get. I have torn down 72 340’s with a cast crank. I tore down a 71 with 1.88 intakes. Check your cc’s and they never cc what the book says. They are always much larger
My 71 J heads checked out at 76cc
The 340 switched over to cast crank in April of 72
I hear they do have large chambers, leaves room to mill them I suppose.
@@Ridendrty and what compression does that give on a 318
@@jmflournoy386 well not sure about that but i recon your gasket thickness and pistons would have to be part of that calculation.
Great video Mr. Swinger. Nice set of heads you picked up for under $300.00. Shows you can still find good parts cheap. This video says in nutshell, why 340s and 360s are the way to go when building a small block Mopar and why 318s are not. The truth, the whole and nothing but the truth 👍👍👍👍Take care
Thank you Mr. Will
There is quite a bit of arguing about 318s and it occurred to me people just don't know the internal differences between the engines. Most beleive the 318 is a 340 or it can be made into one easily. You are correct about parts, if I have the heads redone I am guessing it would come in at about half the cost of a set of Edelbrock heads. There are things you can buy half price and rebuild like carburetors, rear differentials, factory cast Iron 4 barrel intakes are affordable and flow well. There are ways to do it on a budget.
Nice Info for us who love the iron OFFERINGS !
Yes people may or may not know the factory Mopar stuff was and is still good and will work well. Sometimes the better budget choice. Thanks for watching!
Yes sir, i read that only the 68 340 had a unique cam spec for the manual transmission. After that they all got the same cam.
TRue and the repo 68 340 cams are way obsolete look how long the closing ramps are (for warranty purposes
Adding 5 cc's to the Combust Chamber is ok IF you use the appropriate sized MLS Gasket. Also, decking the heads and measuring cc afterwards till the desired result is attainable. All the more reason to find an Shop that is willing to do the work AND knows what they're doing when you ask them to deck your heads/Block whatever amountbyou need to attain the CR you want.
Had a 70 340 dart swinger 3 speed on floor bought it in 75.. had stock heads with a burnt valve ..took heads into local machine shop in canada and they had trouble getting the 2.02 valves that came in it ..
Just built the 318 that came in my '76 Valiant sedan earlier this year. The factory machining was so bad, the block slanted from front-to-back that the bottom angles for #7 & 8 were off 2 degrees at the crank. By the time the decks were straight, I had to buy Cometic 0.060" thick head gaskets to get the compression down to 9.45-1, and that's with the slightly worked '308' casting 360 fast-burn heads from a '90 van. Used a '70 vintage 340 crankshaft, forged I-beam rods, KB pistons, has a windage tray, and the Summit SUM-6901 cam kit. The machinist, who does a lot of work for known race shops here in NC, lightened the crank (the rods & pistons are a bit lighter than stock) and got everything "Spot on." It's not a crazy drag motor, I use it for long distance TDS events & as a driver, but it really works well and- when it didn't have the A-833 OD in- we got 14.7 MPG cruising at 80-90 mph (top speed seen was 106 mph) with the 904 (deep sump, Type F mixed in with synthetic fluid, 3.8-1 kickdown, accumulator spring removed, line pressure cranked up) connected to a 2.76 rear over 2324.6 miles
It does have TBC headers, dual exhaust w/2.5" pipes, X-crossover, runs coolers taken from an '80 Aspen cop car, Performer Air Gap, has a front air dam, Bergman Auto Craft front end parts, 11.75" rotors on front, 11.2" on back (Explorer), FFI rear sway bar with JRSpring XHD V8 leafs w/poly bushings, USCT chassis stiffening done. The car is made for handling, highway running "At speed," and braking. Not a drag car, it might do 'okay,' but not really impressive
I don't recall the Mopar Bible saying anything about different spring diameters between 318 and 340/360. The springs had a different spring wire diameter or material.
Are the stamped rockers any different between 318 and 360?
Seems unlikely. No mention of it in the Mopar Bible.
As I recall, you can even swap springs between big block and small block since the diameters are the same, after you compensate for the different installed heights.
You can't... well, shouldn't swap stamped rocker arms between big block and small block, though. Someone did on one of my engines that was apparently carelessly rebuilt.
It reached the top of the valve, but the lengths were wrong.
Also, I don't count dampers as springs. If I understand them correctly, they don't touch the spring seat or the retainer and don't exert pressure.
One benefit of dampers is the provide a buffer for the two springs in a dual spring set up.
I think they are supposed to do something to limit "harmonics" for a give spring at high rpm.
Very good info, thanks!🙂
rockers are the same do NOT use roller trunnion rockers on stock or chrome shafts, case hardened only you can use chrome shafts with bushed iron rockers larger springs check for rocker interference plan on relocating your shafts if more lift, longer valves of big springs
I got that Chiton's book, had it since I started wrenching on the old Chrysler Newport sitting in the field next to my house when I was 14 in 1994. I still have that car and the book to go with it.
Yup, the good old days when all you needed was a book and some tools...
I had a 1971 318 back in 1978 that I bought from a junkyard. It looked brand new and supposedly had 3000ish miles on it. I put a set of 340 heads on it. The 2.02 intake and a set of 273 adjustable rockers. I don’t remember cam specs but was a purple shaft. Holley 650 double pump and cheap headers. 3.55 ? 8-3/4 rear with pistol grip 4-speed. I beat the shit out of that thing. Had more fun than with the 440 I later built. It surprised everyone including myself.
The one thing that really made it special was how fast it would rev. It was mind boggling for what it was. My buddy had a 340 challenger 4 speed that was the same way. I knew he would beat my 440 so I never raced him. Lol
Thanks for sharing that. I like hearing from the folks who drove these cars hard and put em away wet. Not many these days remember when Mopars were just good low buck horsepower meant to be ran wide open. I used to say and still do " drive it till it dies, tow it home and fix it..." 😁
I have set of 915 heads with 2.02 valves. They were cast on Dec. 3/4 1969 by the night shift.They also have a 360 cast on one of the ports. I have measured 65cc on one chamber. Nice heads.
Thanks for the info!
65 cc sounds about right if they haven't been decked yet.
When you run bigger valves in a smaller chamber, the valves end up getting shrouded by the combustion chamber wall. That bigger valve will restrict flow. Believe it or not the bigger valves work better in a big chamber because the air flows around it better, even though you lose compression because of that big chamber. In the end though if the ports are smaller, it'll only flow as much as it can. Bigger valves won't help if the ports are smaller, and the valves are shrouded.
i bought a wrecked 79 3/4 ton van for 200 bucks, only had 59 thousand miles on it for my 79 step side that didn't have an engine or trans. i had a bare set of X heads i was going to port out and use, but i went with Edelbrock VJr heads instead. I'm glad i went with Edelbrock. IJS
The Mopar 2.02 valve heads are absolutely the best for high horsepower builds. I was around when this stuff was new & i raced it. Interestingly, the desirable factory HP chevy small block heads also had 2.02 intake valves & looked similar to the Mopar valves (intake/exhaust valves nearly touching).
Great point!
I've had lots of Jae heads off of 344 202's
UH no W2 or other much better even cheap new AL heads unless you are running a resto or pure stock do not waste money on stock heads doing them right is expensive
@@jmflournoy386It's worth the time if you want to learn how far you can modify J heads. They have quite the casting of iron to remove IF you desire to do your own Porting. The 2.020 Int valve will machine into a 1.880 head. You just have to Bowl Blend them in.... which is actually a easy and pleasurable experience. But for those NOT inclined to go this way, buying modern castings is a much easier way.
Yes the 202 sometimes you'd find them on a swinger the pop-up the great setup RUclips e202 on 168 exhaust had to have a good machine shop
The 915s in '71, as I recall, needed leaded gas. In '72 and later the castings were harder and unleaded wasn't a problem. I had some '72 915s valve seats opened up to accept 2.02s.Worked well
Thanks. I currently have 2 sets of 915s, one has 1.88s the other 2.02s. The 2.02 set neefs gone over though...
2.020 valves fit. Just do a Bowl Blend afterwards.
X and J heads are both mediocre heads, but they are ahead of what came after: The heads with the bumps and narrowed exhaust passages of EGR equipped cars.
That is why the (x and J) were forgotten when Magnum heads and aftermarket heads became common.
I kind of think that if you welded up the egr holes and grinded the bumps down and opened up the exhaust port, the bad 74 and newer heads would be the same as the good X and J heads.
But paying someone to do that cost more than starting with a good head.
Most Dodge pickup trucks and all trucks 1 ton or more had exhaust valve rotators. These limited the lift you could run if you switched camshafts. I think .400 was the maximum. The springs on the exhaust may be shorter than the ones on the intake valves, but I'm not sure about this.
Mediocre ? By today's standars sure, its 55 year old engine tech. X heads are 340 only 68-71. J heads are both 340/360 71-73. These heads were copied by Edelbrock and improved upon. Edelbeock for example didn't copy the smaller 273/318 casting. I do beleive Edelbrock has a small cc or closed chamber head that works well on the 318. Restoration guys still want these heads for their street applications and there is a guy on YT running a 360 Duster with J heads 8nto the high 12s in the quarter mile. I find that impressive for a 50 year old A body in street trim. It shows that back then in the 70s and now these engines can still be tuned enough to be a fun street car. Will a new Audi or BMW beat it on the highway at top end ? Sure 1/4 mile ? maybe...:) a final mention is, 340 T/A heads are a modified J casting and are quite valuable in the resto world. Saying they are " mediocre" would cause an average low info layman to think they are scrap and toss them into the heap. Thereby throwing alot of $ away because someone somewhere would buy rusty TA castings and rebuild them in the resto world guaranteed. Accurate restos are what brings top dollar at Mecum and Barrett Jackson. The raced out aftermarket catalog builds always bring in lower bids.
@@MrSwinger1
No, I agree. Don't throw away your 340/360 X/J heads.
I have J heads on my 71 360 Fury (numbers matching) and my 73 340 Cuda (numbers matching). I have X heads I bought out of a junkyard that were on a Dodge B Van. They looked fresh, so I put them on my 71 W100 with junkyard Cordoba short block. So, I value them. And they are fine for each of those vehicles.
I would like to see a 360 smog head welded and ground to remove the AIR "crimes" done to them and I bet they are the same as X/J heads.
Also, big block heads flow better than small block heads. Canted valve heads flow better than wedge heads. Non smog/air heads flow better than AIR heads.
Now those "W" race heads.. those are iron heads to think about!
Do TA heads have different casting stuff on them than 71 3660 J heads? Do they say AAWJ or something like that on them? I almost remember something like that. That book you have may have missed a few details.
@@auteurfiddler8706 they may have aAW on them that sounds right but I think there is AAWW on my 915 heads also.What i remember about TA heads is the pushrod holes are moved away from the intake ports so the ports can be made bigger. The rocker arms are different also I recall because of the relocated pushrod holes and the rockers are adjustable. You'd know if you had a ta head the non adjustable rocker arms wouldn't line up correctly on them.TA heads are rare there weren't alot made and they were on the Challenger TA and AAR Cuda. I've never seen one and I'm not sure if they make reproductions. Anything is possible with the book but it was written in the 80s when these cars were just about 15-20 years old and the info was relatively new so who knows. Journalists make mistakes I would imagine. There is a TA head video here on YT. The channel is "Papas Garage" he explains it pretty well, and you can see the offset pushrods in the video.
The J heads started getting used in the 340 in 1971, all the 1971 340 J heads came from the factory with 2.02 Valves. The 1972 340 heads have the 1.88 valves and all the 360 ones had 1.88 valves. My understanding of how this happened is that all 915 heads were cast for 1.88 valves. The heads that were going to be going into the 71 340 engines would be machined after they were cast for 2.02 valves. I would consider the chamber sizes you are seeing in the book as "estimated sizes". I know that there are a lot of people that have had these heads CC'ed and the sizes are all over the place.
So, having a 2.02 is no luckier than a 1.88, since you can cut the seats for the bigger valve. In fact, it may be less lucky, because you have less material to work with compared to the 1.88.
I was talking to a engine machinist about it . he said just dropping 2.02s in without porting wouldn't be much of a difference. The thing about the Js is when you need to you can install 2.02s and there is enough material to cut the seats and get the valves in where they arent sunk. Th eJs will flow like the X's the X's have smaller combustion chambers at 63 ccs vis the Js at 65 cc's. It is rumoured that the chambers are inconsistent in the Js and they can be anywhere from 67-72 cc's. I have never verified though.
Actually, my brother had a 70 Dart Swinger 340. We rebuilt it in 1973. It also had the 915-J heads. His engine also had 4 early 340 rods (68-69) and 4 late rods. Amazingly, it was balanced, OK? My 71 Demon 340 had the 915-J heads and all the rods were the larger newer rods. His Dart ran 13.50's with the the Hemi grind cam they sold back then. 3.91 gears and headers with mufflers on. I raced Super Stock with my Demon.
@@craigcontofalsky4387 Ive been hearing that the Js had 2.02s in them from the factory. It was also a common thing to punch the 1.88s out to 2.02s. I recently had my set of 1.88 J heds freshened up at a machine shop. Wasnt cheap 500 bucks and they are still 1.88s.😁
@MrSwinger1 My brother bought his car from the first owner a older guy with 35K miles in 73. I bought mine new in 71. For some reason I removed a valve cover and saw the 360 casting on my head. My engine was also blue like a 360! I was pissed off and told the dealer I wanted the head pulled off to verify the engine. I was 18 and didn't know the engine size was cast on the side of the block above the starter motor I believe? Guess none of the mechanics knew that either? Lol! Well it definitely was a 340 but the only blue one I ever saw. My car was built May 1971 so it was one of the last 71 built. I've read there were other's. I also raced a 71 Duster 340 Super Stock AHRA 2HA. It was the National Record holder in 75-76? It ran 11.50s @122mph. It was never tubbed. I sold it to a friend and he tubbed it for 13" slicks. It went 11.20s for him! I currently own another 71Demon 340, 4 speed with 14K original miles. I'm the second owner. It had 9,700 miles when I bought it in 1982. The original owner died in 1972 and it sat until his mother sold the car. Still had the 71 plate on the car. My first car was a 64 Dodge Polara 500 with a 318. I've owned a bunch of 340's and even a 79 Lil Red Express. Been a great life racing and driving Mopars! Hell my dog was named Mopar! She was a sweetheart !
Good information.
I really like the 915 head, AKA J heads.
X heads.
I also like the later 360 smog heads later 70's.
They can be made to work.
They have more material in the short turn.
Gives you room to do things with the short side radius.
Nice heads all of these.
Make great power and they are durable.
I like the Old Iron.
Thanks for sharing.
Take care, Ed.
Thanks!I actually have the 1.88s in the machine shop, and am getting ready to disassemble the 2.02 set I have just to see if they are usable. Both sets are 915 J castings.
Smart man !!
The 1975 #974 offerings were Bob Mullen's choice for the (W1) or Direct Connection/Mullen offering in 1975 DC catalog
AAWJ 360 ALSOhelps verify with2.o2 valve I got a set for sale
Ill have to check that out. I know Ive seen that before the AAWJ .
What manual are yard reading...I'd like to learn about the different heads, with accurate spec.... "police heads" sounds fun
Well never mind, I should have watched the bonus ending 😅
Yes, its "How to rebuild your Small Block Mopar" by Don Taylor and larry Hofer. My version is old possibly from the 80s as I bought it in the late 80s or early 90s. There is an updated version out there it may just say Larry Hofer as author. but there are still books available with good info that will get you through a build of these engines. I also reference a Chilton manual, American cars from 1964-1971 in my videos. Thanks for Watching!
I have a pair of 915 heads. One is a "J" head and one is a "U" head. I'm going to CC the heads to see what the combustion chamber volumes are but I've been told by several people that they are aware of cars using one J head and one U head. Do you know what, if any, difference is between the two?
I beleive the Jand U are just foundry markings. If both the heads have identical 915 part numbers cast into them they should be 65 cc combustion chambers. I have heard folks say the combustion chambers can be any size from 65-72 ccs. If you are bluprinting the engine or millng the heads to bump up compression or you just have to know, I would cc them. If you are just running them on a restored street car, as long as the part numbers match they should work just fine.
915 J 360 heads are roughly 71-72 cc from the factory. I've already cc'd a pair and saw for myself. Machining the VJ for a 2.020 Int valve will get you down to about 65 cc. Been there, done that.
Great channel 👨🏽🔧🤘🏽
Thanks! Real life gets in the way and I don't always film everything I do in terms of " customers cars" I should though.🙂
Great info solid channel. Just picked up a 360/727 combo out of a d300 van camper chassis from 1972. I’m going to swap it into my 67 coronet that had a 318/904 originally.
Thanks !
Great info thankyou
Glad it was helpful!
you are lucky you have 1.88 as larger valves give you new seats your guides are worn out new guides k lines work knurl ream and hone to hold some oil, cut for viton seals 1.94 valves work good I would not go 2.02 in a 318 Chambers are way to big for a 318 as those are more than 70 ccs measure them exhaust seats use DURABOND sintered Compression ratios are bogus, calculate yourself not double springs 318 automatic check out Howards 256@.006, 204 @.050 .303 lobe lift (close) 460 lift Not ta heads ta heads have offset rockers DO not even think of using the 340 cam most summit cams use chevy grinds all 318 stock cams and all 360 cams are essentially the same as are the HP cams all obsolete you see after what it takes to rebuild iron heads why people buy al actually best to bull a late 360 Magnum at pick a part and start there a stock one will run better than a mild hop up 318 getting the compression up on a 318 is not cheap might as well buy a 390 stroker kit but starting with a magnum is still better
When you swap J heads you loose too much compression. High compression is the small engine best friend. Better start 318 head, mill .030, install 360 valves.
If you mean J heads on a 318 yes I agree. I wouldn't put 318 heads on a 340/360.
Your description of 318 matches my 69. This goes back 20 years. Had 360 heads on it was sort of a dog. Gained some low rpm giddy up with a set of 84 318 heads. But that’s seat of the parts redneck assessment not hard data. Good fun info on your video.
Yes,a 318 is " fun on the street" or " light to light" but push one through a quarter mile run and they stop pulling pretty quick. I believe its the flow of the heads and low compression. The stock cam is economy also.
Mopar worst designed engines the 340 and 360 are not innefficient burning fuel, hense the 10-13 miles per gallon and thats stock. The 383 and 318 are the best engines that Mopar had designed duing the 1960's and 1970's. The 440 is a great motorhome and boat engine.